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(US PS 01 7-970-20 -
ISSN 0895-433X}
16 Product Report: The Carbon CG Harness kY David Sharp Dave gives us a look ar chis super-clean, high-tech harness from Jay Gianforte.
22 Pilot Report: The E7 article llnd photos by Jim Zeifft The new super-sleek (and light) rigid wing by Josef Guggenmos in Germany.
27 The Five-Second Rolling Checklist by f>ete Berney, photos kY Mike 7omczyk The ABC's of gerring off the launch care safely when aerorowing.
34 95 Miles In A Falcon! hy David C/oV('r David /l ies 95 miles whi le "skyfloaring" in Hobbs, New Mexico.
39 The Fort Funston Air Races by Alnn Salmymna Good old-fash ioned ridge racing is resurreeted at rhis famous flying site.
42 Flex Wings Versus Rigid Wings article and photos by Patrick l. McLaughlin Test fl ights in the Exxracy and Atos.
48
Rigid Wings: Part I © l 999 hy Dennis Pttgen Spins, speeds and s;1fo1y.
Columns
Departments
Incident Reports, by Bill Bryden .........35 USHGA Director Listing ................... .38 Hawker & Vario, by Harry Marti11 .... .51
Airmail ............................ ............. ..........4 Calendar of Even rs ..... ............................ 6
Product Lines, by Dan Johnson ......... 63
Ratings ................................ ................. 13 Classified Advertising .................. ........ 52
Update ....................... ............................. 8
Index co Advertisers ......... ........ .. ..........62
SEPTEMBf:K 1999
3
Gil Dodgen, Dav(! Pounds, Ari Jnhn Hi!lncy, Gerry Charlebois, Leroy Gr,mnis, Vaughn, Bob Lowe PhologmphDr, Harry Martin, ///u.,trn/or Dennis Pagcil1 Mark Stud,y, Geoff Mumford, Hoyt, G.W. Meadows, Jim Palnii1iri1 llill llrydm Write1;,
Air Mail TOO EXPENSIVE Dear Editor, When are hang glider manufacturers going to realize rbat they have effectively eliminated newcomers from rhe sport? I was forced our of hang gliding three years ago when the price of new gliders go so outr:igeously high that T couldn't afford ir anymore. Do they really expect new pilots to fork over five or six grand for a new glider? Everyone I know who still flies is forced to grovel around looking for a used or demo glider because the cost has gotten out of control. If someone were smart he'd buy the rights to a glider built three or four years ago and mass-produce one or two models in one or two colors and sell them for under $3,000. All rhose suckers who arc paying $6,000 would soon find themselves being om-flown hy pilots flying cheaper gliders. }fas all the expense really resulted in newer gliders that arc significantly more efficient than, say, a 1997 Moyes Xtralight? I think not. If we continue on this path the sport of hang gliding is doomed. Brent Smith Orem, Utah
involved" was cited as a reason for requesting that the land not be used for hang gliding or paragliding activity. Southern Tier Skysurfers is concerned that Mr. Matthews and/or his attorneys may have some reservalions about the protection afforded them and any lessees of his land under New Yilrk Sta re's General Obligations I ,aw. Mr. Matthews' inpm could prove helpful to us in identifying potential problems that may affect other flying sires. Until further notice, The Bird's Nest is not to be used fc:ir any hang gliding or paragliding activity no exceptions\ Please pass the word immediately to any pilot who may nor have access to this publication. For further information you may contact me at (607) 785··0999 or e-mail wurrer(tilstny.lrun.com. Wayne Utter Endicott, NY
by Rodger Hoyt
BIRD'S
POSTMASTER: SEND CHANCE OF ADt)f{ESS HANG CLIDING, P.O. BOX 1330, (()lor<1do CO B09Df-f 'l30.
St::PTtMllER 1999 VOLUME 29 1 lssu1 No. 9
Dear Editor, For the past 24 years the Southern Tier Skysurfors have used a site commonly known as "The Bird's Nest" as a hang gliding training and practice site. 'rbe Bird's Nest is located south of the curve on Robinson Hill Road in Johnson City, NY, ovcrlooki ng the Polar Shot golf range. Since pilots and instructors from as far away as Canada, western New York, New England and Philadelphia, as well as the Sourhcrn Tier o( New York and northern Pennsylvania, have also used die sire, we wish to use this forum in Jfang Gliding magazine to post the following notification. The Bird's Nest is now closed to all hang gliding and paragliding activity. The closing is at the request oflandowner Jim Matrl1cws of the Mateo Group. 'rhose who arc aware of the closing have asked why the change in policy after 15 years of permitted use by the current owner. Club officers arc attempting to establish a dialog with Mr. Matthews to determine rhe reason for the site closing, since "risks
am to take hand-held aerial photos without jeopardizing your expensive camera or suffering a lot of mounting hassles? A disposable camera can be quickly attached to your harness using a srring of rubber bands. Link about five rubber bands end to end. Insert rhe camera tightly into the end rubber band. Loop the opposite end of the string around your harness shoulder strap or other convenienr mounting point. Make sure to avoid interference with zippers, parachute or other crucial har-ness components!
This tip submitted by Bud Parmentier of Centred Point; OR. !/you have a hot ti/i send it to "Wing Tips" do o/Hang Gliding oremail rbhoyt@go.rom. HANC CLIDrNC
• Carry in your pocket. Instant accurate readings. • Measure wind or air speed to 95 MPH. Wind max and average modes. Knots, MPH, KPH, FPM, MIS and Beaufort scales. Rugged construction, protective slip case. Large clear digital display. Waterproof, floats. User-replaceable impeller & battery. • 1·year warranty.
1998 Women's
r just soar the local dunes with a couple of mates,
there 1s a Moyes glider for every occasion.
Become fJart of the Moyes family--
Hy a Moyes
USHGA Books PO Box r;;:m Co[onAdo ~f)llliN(~S co 80901 l,800,616,6588 usl1q11@usliq11.011q f11x(719) MC & Vis11
ar Calendar of events items WILL NOT be listed if only tentative. Please include exact information (event, dare, contact name and phone number). Items should be received no later than six weeks prior to the evem. We request two months lead rime for regional and national meets.
COMPE'I'ITION UNTIL DEC. 31: 17alcon X-C Contest. Wills Wing Falcons only. Pive sections: West Coast, West, Central, East, World. Prizes in all sections and classes. Hang 2 and up. Three classes: Pro (] fang 4), Amateur (Hang 3), Recreational (Hang 2). Towing allowed with maximum release altitude of 2,000'. No entry fee, send SASE. Contact: ·rek Flight Products, Colebrook Stage, Winsted, CT 06098 (860) 379-1668, tek@snet.net.
UNTlL DEC. 31: 1999 Yearlong f:<lorld Soctring Challenge, for paragliding, hang gliding, sailplanes. No entry foe or registration, $600 fosr prize. Pilots are scored by how far they fly relative to a site's distance record (750 points for flying 75 miles at a site with a 100-milc record, l, 100 points or breaking the record). Flights submitt:ccl on the houor system. For more details contact:: John Scott (310) 447-6234, fax (310) 447-6237, brettonwoods@hemail. msn.corn, www.hanggliding.org.
SEPT. 2-8: Red Bull Wings Over A,pen, 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 10th place in both hang gliding and paragliding. Nightly parties, live music, big fun. Register early to ensure a position. Contact: Red Bull Wings Over Aspen, P.O. Box l 0835, Aspen, CO 81612 (970) 618-:-3038, fox (970) 544-6522, redbullwoa@aspcn.com, Aspcn.com/rcdhullwoa.
SEPT. 11-13: Region 7 Championship Revisited. A continuation of the Championship called in May due to
6
weather, at Leland Airport west of Chicago. Excellent X-C potential. hm meet for any class. Enny Fee $65. Contact: Arlan Birkcn (815) l-2250, Outland] O@Daol.com, Airport (815) 4952821. SEPT.] 5-19: North Americrm Powered Ultralight Competition, Shasta, CA. Powered paraglidcrs, paraplancs, trikes. Pylon racing, rimed course, metered fuel events, designated course. Cash prizes and trophies in numerous categories. To benefit charity. entry. Contact: Ed Pitman, P.O. Box 188, Shasta, CA 96087 (530) 359-2392, fax (530) 359cpit:man(i7lc-zonc.11ct. SEPT. 17-19: 1999 Masters of'freesty!e Hrmg Gliding Contest, at the San Diego Bayl:1ir event. Bayfair is a 32-year,old event that presents the \Vorld Series of Power Boat Racing. Held in 4,600-acrc Mission Bay Park, attended by over J 50,000 people. Five contest rounds flown, maximum of l 5 contestanrs. fnrerestcd pilots must: have freestyle contest and acrot:ow experience. Past Mast:crs contest participants will be given preferred consideration in the pilot selection process. Entry fee is $250 and includes lodging. Contact: Aero Events, (818) 715-9631, dinoddd0)juno.com.
SEPT 18--25: Second WHGS Speed
Gliding World Coronet Peak, Queenstown, New Zealand. Entry NZ $175 before August 15, $200 after, includes lifr rides to launch, 4,000 feet ;ibovc the valley finish. Loads of prizes. 50 pilots max. Queenstown is the adventure capital of New Zealand. Check out the tourist Web site at www.quccnstown.co.nz. Contact: Geoff Dossetor, phone 011 (+64 3) 442 0 I l 3, fox OJ l (+64 3)1t4201 18, tdtcch.co.nz!fly/, antigravity@xtra.co.nz. SEPT. 19-25: Annual Owens Valley Aerobatic/X-C'/Scuba C'Lissic (awards party 9/26). Low entry fees, separate X-C and aerobatic contests, concurrently "directed" by Mike King and a couple of top pilots. Contact: Mike l(ing, P.O. Box 820, Lone Pinc, CA 93545, m on itori izrd (tDl, otmai I.cm n.
FUN FLYJNG UNTIL SEP1: 6: Yosemite National Park, hang glider flying every wee/rend. Memorial Day weekend through Labor Day weekend. (Sorry, paragliclers arc nor permitted in the Parle) 1(j pilots per day, meet at Glacier Point at 7 :00 i\M sharp for sign-in and orientation with the Site Monitor. Official YHGA Monitor must be present fcH permission to fly. Must show current Hang 4 card. donation. Monitors arc volunteers from the Yosemite l-Iang Gliding Association. Call USH GA office (719) 632-8300 for reservations and information.
SEPT. 4-6: Second Annual Brad Koji Mcrnorittl Fly-In, hang gliding and paragliding, in beautiful Nonh Park, Colorado. Acrotowing, foot-launching, scooter-towing. Incredible high mountain valley, set between rbe Mt. Zirkcl Wilderness Area and the Rawah/Mcdicine Bow Mountains. Srraighr--linc X-C competition. Winner takes home the traveling trophy, a gorgeous original bronze sculpture designed and crafted by Tim Denton (currently held by Mike Barber). fee includes a 'J'..sbirt and Saturday--night barbecue. Great accommodations and camping available. Contact: Joe Nance I CloudStrcct AirSports (970) 493-5339, cloud(a)frii.com.
SEPT 18-19: 9th Annual Pine Mt. Flyln, Pinc Mtn., OR. Comact: Raven Young (541 )317-8300.
SEPl'. 25-26: Seventh Annuttl McConnellsburg Hang Gliding Fcstivtll, McConnellsburg, PA, Region IX. Come out and fly with us as the Capitol Hang Clidcr Association and the Maryland Hang Gliding Association hold their 7th Annual Hang Gliding Festival. Proceeds benefit the McConnellsburg Rescue Squad. Events include a for-fun X-C contest, spot-landing contests, a barbecue, and much more. Hang II (with Observer) through Hang V welcome. Registration is $10 in advance, $15 the weekend of the festival (costs might change slightly as the event approaches). Visit the Festival's website at HJ\NC GI IDINC
http://www.mliga.com/1 IC Fcsr/hgfosr.html, or call Mark Cavanaugh at (30 l) 7'70· /i:380 for more information.
SEPT. 25 .. 26: llnnual Cttpilol llflng Gliding llsso1·i1,1tirm J>ulpi t F!.y In. Contact: Edward Reno, CHCA !;light Director, (202) ereri o(rilaa rp.org. SEPT 25-26: F/yN.. lfil<e h:stival, Chelan Butte, Washington. Annual joint Northwest hang glider and paraglider evem. hrn-flyi11g with various time and strategic target tasks.' l'he l (} .. mile scenic biking task is optional and can involve a non-flying team partner. Saturday evening dinner for all. Fxtra meal ticket for fornily and friends is available. 8::30 AM Saturday meeting and registration at Chelan Falls Park, Chelan Etlls Road. All proceeds used by Chelan Flyers club to maintain and enhance Chelan Butte ing site. For information about accom .. modat:ions call rhc Lake Chelan Chamber at 1-8()() .. /iChebn. Pre-rcgisrra .. rion $30. Comact: ( :hclan l;lyers, Marilyn Raines, (509) 682-2251, fox (509) 682-/i 112. OCT. l--3: Octohr'r'.1 Hest ar Sauratown Moumain near Winston-· Salem, North Carolina. The event's eighth edition welcomes paragliding for the first rime ar a new slope launch on the rnountain's top. Sri!! fi.:aturing the East Coast's finest cliff launch, "flowth rough" ramps, a v;1riety of usable wind directions. /\erotowing rcrnrns for a second year as docs ;1 (ull--time cafeteria in the LZ. Events starr Friday morning with judging Saturday ;rnd Sunday. for skill level and other info contact: Doug Rice 036) AppaPhoLO(r1\10l.com (hang gliding), or Ben Thomas (3%) ,,., ""'' , , k/i zep(ti)bellsouth. ner (paragliding). Wch site linked to US! !CA. OCT. 9- l 1 : 12th Annual Dry Ct1nyon Columbus nay Hy-In, Alamogordo, NM. $10 entry for fun or competition. lt1rbccue and awards on Su11d;1y. Shirts available. C:omact: Tc1111/C:incly West (505) 3.
Sii'TFMllll, 199()
OCT. 17-18: 'Ii.it'., Mountain H1mg Gliding Extnwaganza, Clayton, CA. Bring the whole fomily to our 24th annual event.$ l ,000/day prize purse with no entry fee. Includes free barbecne lunch :lllcl limited deluxe accommodations, cooking facilities and rnore. 'J1·ansportation from I.Z 10 launch without breaking down. Pri:t.e comperition for duration, spot landing, most flights and rhe famo11s "Mystery Pilot" awards. Includes 'fot's exotic animal preserve, live cultural demonstrations. Contact: Ti11:'s Mrn. l-800(>21-1768, ('706) '782-6218 or Bruce Hawk 670-020/i.
THROUGH 1999: Mosquito presented by Bill Filer throughout North America. Comac:1: (616) /L.t,-,,o·,,·, tel la ngglidcr<rilj u 110.com. THROUGH NOV 1999: "Owens Valley at its Hest" Cross-CrmntlJ!. Thermal guide to the 01/Je/'/S Vtzlley with Kari Castle. One· to nine-day advcrnurcs. Private one .. 01Hrnc flying, guide service and instruction ,1lso available. I like 'n' fly the peaks of' the Sierras and Whirc Mrs. Coman Kari for more information: karicastlc(rilrelis.org (760) 872-2087. SEPT'. 12: /,mmch and landing Clinic, hy Pat I )cnevan. ( :overs all aspens or launch and landing including weather, equipment evaluation and pilot habits.
Features a lecture, simulator practice and specific hillside training exercises. $125. Advance reservations required. OCT. 1618: Hasic Instructor Progrctrn. NOV. l 3-14: Instructor L'.v,,uu,tltl'On Contact: Mission Soaring Center, 111(> Wrigley Way, Milpitas, CA 95035 (/i08) 262 l 055, fox (408) 262 1388, missionl'.ti>hang-gliding.com. OCT. 21 .. 24: 1999 Fall USH(,'/1 Ffoard o/Directors Meeting, Colorado Springs. Contact: USHGA Headquarters (719) 6:32-8300, ushga(r1lushga.org.
DEC. 27-31: I 999 Mmmrz Kea Ny-/11. Cclclm1te the new millennium on the Big Island of Hawaii. Hang gliding and paragliding pilots welcome. Contact: Achim Hagemann, Adv;rnced Air 'f,xhnologics, PO. Box 797, Mtn. View, HI %T71 (808) %8-6856, t ofly(r1)cxci tc. corn. in Rmzil 2000. Wonderrul 2000: warm flying in an exotic scning. Be pan of the /\dvcnturc Sports trip ro Govenador Vabdarez, Brazil. Experienced instructors and guides. 'fokc side-trips to Carnival or :111y of the beau· riful beaches. l 2 days, $ I ,2.00 Ii.Jr paragliders, $1,400 fi.ir hang gliders. Includes room with breakfast and lunch, ride lO launch, retrieval and F,uided tour. Save $100; by Nov. 15, 1999. Contact: 883 .. 7070, www. pyramid. ncr/aclvsprs.
www.ust1ga.org www.ushga.or(J www.ushga.org www.ushga.org
Check Us Out!
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7
Update LISA VERZELLA
Mu!lk of Wlldgans. Pakhmurov• :and Janko,iuki
by send $1.00 ro Flying Humans, 1696 Creek Road, W ildwood, GA 30757 (706) 657-8485 (phone/fax).
1 (800) PARAGLIDE BEGINS THIS FALL (800) Paraglide will become a national referral number for paragliding schools around che U.S. Pocencial studems will be able ro call l (800) Paraglide and immediately connect with a school in that area. The number is roured directly ro rhe closesc network member. Cooperative advertising and marketing with an economy of scale will be possible. To find our more about becoming a necwork member in your area contact David Glover ac (706) 657-8485, david@davidglover.com.
1
Yesterday's Technology
LISA VERZELIA CD
L
Today's Technology
The New IQ Basis II With Weather-Station Function • NEW: Weather-station function with recording the air pressure for a 48-hour period, display in hPa and graphical display of air pressure tendency in 0.1 hPathour • Easy-to-operate basic !unctions: 2 altitudes, vario (analog, digital, averager), speed, time and stopwatch , temperature and acoustic • Memory of flight data of the last 1O flights • Battery status permanently visible
Also available in the JO series: JO Classic IQ Competition/G PS
10 Flying - The Video. Tips, tricks and operation of IQ instruments.
BRAUNIGER USA, Inc. 1355 NW 93 Ct., UNIT A-105, MIAMI, FLORIDA 33172 U.S.A. TEL. (305) 639·3330 FAX (305) 639-3055 E·mall: paraglldlng@aerollght.com http://www.aerollght.com
.( -BRXUNIGER FASZINATION DES FLIEG ENS
8
isa Verzella, 1998 U.S. Women's World Team pilot and trw11pecer with rhe Utah Symphony, has recently released her firsc CD, encicled Twemieth Century Trumpet. Fearured are chree comemporary classical pieces for munper and piano, rwo of which have never before been recorded . The works, wriccen in rhe 1950's and 1960's, range from Pose-Romantic Russian m amnal German ro 12-mne American styles, and showcase the superb piano playing ot former hang and paraglider piloc Rick obis. The cover phom is a beautiful shoc taken by pi1or/phorographer exuaordinaire Sceve Rathbun. To order your copy send $12.00 plus $1.50 for shipping m L&V Records, P.O. Box 2332, Sandy, UT 84097.
DAN BUCHANAN JOINS 1 (800) HANG GLIDE EFFORT niced States Air Show Performer of che Year and USHGA's first an1bassador, Dan Buchanan, has joined in the markecing of 1 (800) HangGlide. Dan will fly a glider displaying the I (800) HangGlide number and say" l (800) Hang Glide" during the live audio portion of his show. Dan is probably the mosc frequently seen hang glider piloc in the nacion. l (800) HangGlide is a nacional srudem referral phone number thar rings ar 17 schools nationwide.
U
FIRST WINNER FROM 1 (800) HANGGLIDE ark eiser from California is the firsc winner in the 1 (800) HangGlide contest. He wins $100 off a Moyes Conmur Harness ($2,000 in giveaways from Flyrec, U.S. Aeros, Moyes and Wills Wing are still available). Ger a sticker from your dealer and e-mail david@davidglover.com when you put it on your car. If you don't have a dealer near-
M
WEATHER TO FLY VIDEO
P
aul Hamilron has produced a muchneeded inmuccional video on meteorology, Weather To Fly. Dixon Whice, Master piloc and USHGA Examiner, rakes the viewer through a simple step-by-step process showing where ro acquire weather darn and how ro imerprec ir. This video will help pilots of any aircraft: lll1demand more abouc modeling and forecascing. You'll learn about regional and local influences and how ro decermine winds aloft and scabiliry. Weather To Fly is 60 minmes of one useful decail after another and includes greac cloud foocage. le is a straightforward presenracion rhar is easy ro follow. The video sells for $39.95. Conrnct: Paul Hamilmn, Advemure Productions, (775) 747-01 75, www.advemurep.com, or Dixon White, Airplay Paragliding, (509) 782-5543, dixon@paraglide.com.
HIGH ENERGY SPORTS WEB PAGE
H
igh Energy Sports is pleased to announce that they have a Web sire up and running. Visit them at hccp:/ /HiEnergy.imp.nec (case sensicive).
BASE JUMPER FRANK GAMBALIE DROWNS
I
n the June issue of Hang Gliding we annOLmced that world-famous BASE jumper Frank Gambalie would make an appearance at the Red Bull Wings Over Aspen hang gliding and paragliding evem. We are sad m report that Frank drowned in the Merced River in Yosemite Valley while H ANG GLIDING
TROUBLE. STAYING
Ut>?
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 Mauette'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
>
=>
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Personal Flight, Inc. C0 1999 PersonalF1Jght,lnc.
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 perfo rmance or can be purchased alone to fit your existing hangglider. La Mouette gliders and Cosmos Trikes are imported exclusively through Personal Flight, Inc. , your One-Stop source for flying. PER SONAL F LIGHT. INC.'" I 43 Beechwood Drive I O rm ond By The Se a . FL 32 17 6 904 .441 .5458 I 904.441 .9561 (fa x) I www.p er sonal flight .c om I GibboGear1@ao l .c om
I
gliders,
rx, 'X:his will:enable Y01Ltn1 e. nf SrtiJ 1;ep;afrs am1: ~F'.' l!t:: µaiv;w JJ;e,l you back irnhe ah: North \'ying's r1ewfocadonis Pan.gborne Airfield in. Wernttchee, Washington.. 'fhe comp~my would like. to thank everyone for
th:eit: s1.1pport ovenhe last thre.e
Coli-
racr: North Wing, 3904 Alrp9rtWay, Jfas.t Wenatchee, WA.98802(509) 886,,46()5, www.northwing.co tl1;
HANC CLIDINC
N *
*
p
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In consideration of the benefits to be derived from membership in the USHGA, and the parent or legal guardian of a minor, for themselves, their personal representatives, heirs, executors, next of kin, spouses, minor children and assigns, do agree as follows: ~ The following definitions apply to terms used in this Agreement: I. means launching (and/or assisting another in launching), flying (whether as pilot in command or otherwise) and/or landing (including, but not limited to, crashing) a hang glider or paraglider. 2. or as a result of the administration of INjlJRIES"means sustained by injury, sustained by Pilot's parents or legal guardians, as a result of administration of any USHGA programs. 3. means the following, including their owners, officers, directors, agents, spouses, employees, officials (elected or otherwise), members, independent contractors, sub-contractors, lessors and lessees: a) The United States Hang Gliding Association, a California Non-profit Corporation (USHGA); b) Each of the person(s) sponsoring and/or participating in the administration of Pilot's proficiency rating(s); c) Each of the hang gliding and/or paragliding organizations which are chapters of the USHGA; d) The United States Of America and each of the city(ies), town(s), county(ies), State(s) and/or other political subdivisions or governmental agencies within whose jurisdictions Pi/otlaunches, flies and/or lands; e) Each of the property owners on or over whose property Pi!otmay 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 "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 the any and all liabilities, claims, demands, or causes of action that I 11111u11.111:::r however caused, even if caused by the negligence (whether active or passive) of any of the 1111,,,.....,,,.,4.,v 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, Iwill pay all attorneys' fees and costs of the n11,;J,._...,,,,1.1;;,v I THAT this shall be and
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 and 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 Ptlot suffers IN even if caused in whole or in part by the negligence (whether active or passive) of any of the ru:;;;Jr...i;;,.,,.,,«;,v
LAW. I have
and
to the above
AND
M11lt Pilot's fignat11re
Date
fignat11re ofPilot's Parent or Legal Gi1arr/Jan if Pilot 1mder 18years ofage.
0,Jte
MMR 12-97
5TH DIAMOND SAFE PILOT AWARDS JOHN TABOR
REGINNERTANDEM RATINGS Region Ii SELF, LA YNF: Arvada, CO; M Jones/Wallaby Ra11ch Region I-IOEPPNER, JAMES: Oconomowoc, WI; S. Rcwolinski/Surf l\ir VAN ETTEN, ST JANE: Clcnwood, II.; A. Birkctr/J Jang Clidc Chicago Region 9 TRIPLETT, BRUCE: J<cnr, OJ l; M. Lahado/l.ookour Mm FP Region JO EDWARDS, SAMUEL: Acworth, GA; J. Prahl/Lookout Mm Fl' MUNDY, CANDACE: Tampa, FL; M. Jones/Wallaby Ranch RIDDLE, DEANNA: Kennesaw, C;;\; J. Prahl/Lookom Mm Fl' SHAVER, JOSEPH: l'eachrrcc C:ty, Ci\; M. Labado/Looko11r Mtn FP
BEGINNER RATINGS Region 2 CRAFTS, ROB: /Vknlo Park, CA; P. J larlow/Mission Soaring ELLIS, TIMOTHY: Saratoga, C:/\; P. Ucncvan/Mission Soaring EWERT, DAVID: Stockton, CA; C:.D. Prarher/Drcam Weaver I IC SCHMIESS, STl•:VEN: Salinas, CA; S. Sclrnsrer/Westcrn I Jc; SIEBURG, ROBERT: Buellton, C:A; T. Hmcar/Fly Away 11c; & PC WALLEN, DAN: San Ramon, C:A; R. O'Connell/Mission Soaring WHITTINGTON, KEITH: Modesto, C:A; T. Hager/Lookout Mtn Fl' Rcgion 3 /\LL.EN, TOM: C:y11 C;\; A. Bccm/Windsporrs !m'I VA; A. lkcm/Windsports lnt'I BAGU/\, MOHAMED: Van BASTIAN, CHAD: Sama Barbara, C:I\; T. Bmcar/Fly Away HC & PC DONOVAN, DAI.E: Tumon, CU; R. Spirit l IC JDY, DAN: Bcvcrlv Hills, C:A; A. Im'I MADDOX, Ji\MiiS: Santa Barbara, Cl\; T. Bmcar/Fly HC & PG SI-!i\FFER, THOMAS: West Hills, CA; A. lkem/Windsporrs lnr'I SPENCER, .JULIE: Santa Barbara, CA; Y. Bajulaz/ABC: Airsports SPRADLIN, BRAD: I .m Angeles, C:A; A. Jkcm/Windsporrs J11t'l SUTTON, DAVID: Mission Viejo, CA; l'. l'hillips/!.akc l;Jsinorc Sports Region IJ DYCUS, SEAN: Boulder, C:O; M. Windsheimer/ Airtime Above l IC HAYS, JOHN: Vail, C:O; C. lhughrn:m/Utah Min l-JG SHAW, ERfC: C:rcsrcd Butte, CO; C. Baughman/Utah Mm I IC Region 5 SPENCER IIT, RAYMOND: Post Falls, JD; D. Sanderson/lnlancl Air Sports Region 7 BOLT, ROBERT: Clarkston, Ml: C. Thoreson/Lookout Mrn Fl' Ml; C. (;raham/C:ros.miads Windsporrs BOOKER, DANIEL: 1-IOEPPNER,JAMES: Oconomowoc, Wl; S. Rewolinski/Sur/'Air LAFON, TERRY: l.afaycnc, IN; M. Tahcr/l.ookou1 M111 1:p TAYLOR, JAMES: Markham, JJ ,; A. Birkett/Hang C;Iidc VAN FTTEN, SHANE: Glenwood, lL; /\. Birkcn/!Lmg Click WOODS, DANNY: l .ccland, Ml; M. Johnson/Lake Effrcr I IC Region 8 BOUDREAU, BRIAN: Acton, MA: D. Baxrer/Morni11gsidc FP CARTY, DOUG: Meredith. NJ!; D. Cordon/Advcnrurc Tours Region 9 CANTOR, RICHARD: Mt Pocono, PA; A. Torringron/Kirry Hawk Kites COVAL, KATHLEEN: Srow, OH: C:. Thorcson/Lookour Mrn fl' DUMM, MARK: Cleveland I Its, OJ I; R. Hagewood/Kitty Hawk Kites SEPlTMllER 1999
KIRKWOOD, TODD: i\cc01rnc, VA; B. Weavcr/Kiny llawk Kites LAMM, CAITLIN: Dale VA: S. Macklinll<itty l i:rwk I<ir,:s I.INSJN, TA VIS: Potomac, J. Atwood/Earth & Sky l\dvenmrcs MORELAND, SHANE: Momuale, VA; S. Wendt/Blue Sky TRIPLETT, BRUCE: Kem, OJI; M. l.ahado/l.o<Jkout Mrn FP Region IO AHLES, VINCE: Cloudland, CA; M. Taber/Lookout Mrn PP CESTERO, OMAR: San Juan, PR: I<. Sa\1(()/Team Spirit 1lC HENDERSON, RACHAEi.: Marietta, CA: S. I lciplc/l.ookont Mm Fl' HOFFMAN, DANIEi.: Mohilc, Al.; S. llciplc/I.ookour Mm PP HOFFMAN, LARRY: C:h,irlottc, NC:; S. Heiplc/l.ookom Mm fl' MENESKIE, JOE: Miami, Fl.; C:. Thorcson/1.ookouL Mrn l'l' MILL.ER, DAVE: New Port Richey, fl,; R. lhown/Quest Air MUNDY, CANDACE: 'J ':@pa, 1;j .; M. Jones/Wallaby Ranch PEREZ, JP: l Jall:mdalc, FL; J. Tindle/Miami HC RIPLEY, DANIEL: Bradenton, fl,; A. Torringron/l<iny l !awk Kites SC:HROEDF.R, IUIEA: Pompano Beach, l'l.; J. Tindle/Miami II(; SHAVER, JOSEPH: Peachtree C1y, CA; M. I.ahado/Lookom Mm FP SISK, MARION: Brunswick, Cl\; C:. Thorcson/Lookour Mm FP \1((0RTHEY, CARLA: Marictra, CA; S. 1-lcip\c/Lookom Mm i'P Region 11 ECCLESTON, MARK: Cypress, TX; B. Ma11;.y/A11srin Air Sports WALDER, MATTHEW: Richardson, J'X; R. O'C:onncll/.l\..1issiun Soaring Region 12 DARIAN, ALEX: l luntingron Sr,1, NY; D. Jewell/Fly I LA FORTUNE, KAI: Rochester, NY; 11. llocssl/Rochestcr i\rca UNK, KARL: Rochester, NY; f I. Boessl/Rocl1csrcr Arca PARSIEGLA, KATRIN: Rochester, NY; H. Bocssl/Rochcsrcr Arca RINELLA, ANTHONY: Orchard !',irk, NY; I I. Bocssl/Rocl1cs1cr Arca Flyers
NOVICE RATINGS Region 2 ARCH ER, GLEN: Deer l'ark, CA; R. Lconard/ Advcnrurc Sports UNE, STEVEN: Danville, C:/\; D. Yount/Mission Soaring MARMORSTEJN, DIANA: Ri,hmond, C:/1; J. Ti11cllc/Miami I IC MICHELSEN, WAYNE: Mm View, C:1\; D. Youm/Mission Soaring l re; & pc; SIEBURG, ROBERT: Buellton, Ci\; T. WHITTINGTON, AARON: Modesto, Ci\; T. .ookom Mrn Fl' WHITTINGTON, KEITH: Modesto, CA; T. I lager/Lookout Mm Fl' Region 3 ALLEN, TOM: Cyn Country, CA; i\. Becm/Windsports lm'I BASTJAN, CHAD: Santa Barbara, C:i\; T. Bmcar/Fly Away 1!C & pc; ]DY, DAN: Beverly Hills, Ci\; i\. Beem/Windsports lnr'l JONES, KEVIN: Costa Mesa, C:A; S. T11ckcr/Thrills of Flying MADDOX, JAMES: Sanra Barbara, CA; T. Burcar/Fly !\way I IC & PC WEDEMAN, ELJZABETH: (;lcnclale, C:A; A. Jkcrn/Windsports Int'\ Region Ii CANNON, MIKE: Colorado Spring, CO; M. Windsheimer/ Airtime /\hovel!(; HAYS,JOIIN: Vail, CO; C:. Baughman/lJt:lh Mm l Jc; SHAW, AI.LEN: Leadville, Ci\; M. Windsheimer/ Ainirne Above H<; SHAW, ERIC: C:rcs1cd Burrc, CO; C:. lbur,hman/lJtah Mtn IJC Region 5 SPENCER llf, RAYMOND: Post Falls, !D; D. Sandcrson!lnland l\ir Region 7 BOLT, ROBERT: Clarkston, Ml; C:. Thoreson!l.oDkour Mrn 1'1' BOOKER, DANIEL: Newaygo, Ml; C:. Craharn/Crnssroads \Xl,n,kn,,,·1c (;;\JNER, MICK: Detroit, Ml; N. Lcsnow/Flying l\dventmcs HOEPPNER, JAMES: Oconomowoc, WI; S. Rcwolinski/Surf l\ir Ti\ YI.OR, JAMES: Markham, IL; 1\. Birkm/1 lang Clidc Chicago
13
Region 8
Region 7
AMARAL, JOAO: Somerville, MA; J. Nicolay/Morningside FP Al/CLAIR, SR, DONALD: Springfield, VT; D. Baxter/Morningside FF GOTTUNG, WILLIAM: Sunapee, NH; D. Baxter/Morningside FP SOUZA, FI.(]0: Malden, MA; D. Baxrer/Morniugsidc FP
ARNOLD, MARK: Mounds View, MN; D. Sanderson/Inland Air Sf)OITS
Region 9 BALLINGER, D ROBERT: Cleveland, OH; T. Hagcr/l.ookout Mm FP DUMM, MARK: Cleveland His, 01 l; R. Hagcwood/Kirry Hawk J<irc.1 LINSIN, TAVIS: Potomac, MD; J. ALwood/Earrh & Sky Adventures TRIPLETT, BRUCE: Kem, OH; M. Labado/Lookout Mrn FP
Region 10 AHLES, VINCE: Cloudland, CA; M. Taher/1 .ookout Min FP GILES, DAVID: Birmingham, Al.; M. Taber/Lookout Mtn 1:p Region J l ULVICK, SYD: Austin, TX; S. Burns/Austin Air Sports ZIMMERMAN, CHRlS: Round Rock, TX; S. [)urns/Austin Air
MAS"l'ER RATINGS Region 10 AHLES, VINCE: Cloudland, GA; M. Tabcr/1.oolwur Mm Fl' CESTERO, OMAR: San Juan, PR; K. Salko/Tcam Spirit HG COLTRANE, KEVIN: Raleigh, NC; D. I labcr/Kirry Hawk Kites l IAMMOND, LUCAS: Kill Devil Hill, NC; l\. Wcavcr/f(irty Hawk Kites HENDERSON, RACHAEL: Marietta, c;A; S. Heiple/Lookout M111 FP HOFFMAN, DANIEL: Mobile, AL; S. Jlciplc/Lookom Mtn FP HOFFMAN, LARRY: Charlotte, NC; S. Heiple/Lookout Mrn Fl' MENESKIE, JOF.: Miami, FL; C. Thoreson/I .ookout Mrn FP MILLER, DAVE: New Pon Richey, FL; R. Brown/Quesr Air PEREZ, JP: Hallandale, Fl.; J. Tincllc/Miami HG SCHROEDER, RHEA: Pompano Beach, FL; J. Tindle/Miami I [C SISK, MARION: Brunswick, CA; C:. Thorcson/l.ookom Mm Fl' WORTHEY, CARTA: Marietta, C;A; S. l lciple/Lookom Mm FP
Region 3 MENDES, CARY: Kula, Ill;
TANDEM ONE RATINGS Rcgion 4 BEANER III, WILLIAM: Salt Lake Region 11 HAMMER, PET'E: Mckinney, TX; C:. (;raham/Crossroads WL!ldsports ZIMM ERM AN, CHRIS: Round Rock, TX; S. llmns/ Aust in Air
TANDEM INSTRUCTOR RATINGS Region 3 KING, THOMAS: Sama Barb:mi, C:A; T. Shca/Avi:irion Adventures
Region l l FERRO, CHRIS: I louston, TX; B. Mauzy/Austin Air Sports WOOD JR, ROY: Wcatherlord, TX; S. Burns/Austin Air Sports Region 12 DARIAN, ALEX: Huntingron Sta, NY; D. Jewell/Fly I ligh HARTMANN, DAVID: Rochester, NY; II. Bocssl/Rochesrer Arca LINK, KARL: Rochester, NY; H. Boessl/Rochcsrcr Area l;lycrs
RANK SCHOOL .............................................. BEG!NNh1< 1
2 3 4
INTERMEDIATE RATINGS Region 2 AHERN, WILLIAM D S: San Francisco, C:A; L Bynurn/Bymmi Air ENDTER, VINCENT: San Jose, CA; D. Jones/WO R MEIU .IIJ\FP, ERIC: lkrkcley, C:A; B. I<arlak/Berkcley Hedonists STERLING, BERNHARD: Danville, C:A; P. Dcncv:m/Mission Soaring Region ARNOLD, MARK: Mounds View, MN; D. Sandcrson/[nland Air Sports ELI.EPSON, MARK: Shoreview, MN; D. Baxter/Morningside FP HARALDSON, JANICE: Fort Atkinson, WI; B. Kushner/Raven Sky TAYLOR, JAMES: Markham, l L; A. rlirkett/1 lang Glide Chicago Region 8 BERNIER, STEVE: Rurland, VT; A. Torring1on/Kirty Hawk Kites SMART, ANDREW: Lincoln, RI; D. Baxter/Morningside FP Region 9 FLESCHNER, DEREK: I .ewisburh, WV; A. Torringron/Kiny I lawk Kites THOMPSON, LUKE: Boardman, OH; l'. Brooks/Daedalus He; Club Region 10 AHLFS, VINCE: Cloudlancl, CA; M. Taber/Lookout Mm FP FINKELSTEIN, DANIEL: Atlanta, GA; C:. Thorcson/1.ookour Mm 1;p OLIVE, RYLAND: Cleveland, SC; B. Cryder/Foothills FP
ADVANCED RATINGS Region 2 BAKKE, DAVE: San Jose, CA; J. Tindle/Miami l lC PEREZ, JOEL: Moclcsro, CA; I<. Muscio/Morhcr Lode
1999 TOP 10 SCHOOL/CLUB LEADERS IN BEGINNER (HANG 1) RATINGS ISSUED
Riders
5 6 7 8 9 10
WallabyRanch ......................... ., ........................ ll8 Lookout Mountain Flight Park ........ ., .................. 98 Kitty }fawk Kites .................................................. 32 Mission Soaring Center ......................... ,. ............. 23 Miami Hang Gliding ........................... ., ............... 21 Morningside Plight Parlc ...................................... 17 Austin Airsports ................................... ., ...... ., ....... 15 High.Adventure,. ............. ., .................................. 12 Adventure Sports Tours .......................................... 9 Mountain Wing Hang Gliding ............................... ?
1999 TOP 10 SCHOOL/CLUB LEADERS IN NOVICE (HANG 2) RATINGS ISSUED
RANK SCHOOL. ...................... ,........................... NOVICE 1 2 3 4 5
5 6 7 8 8 8
Lookom Mountain Flight Park ............................ 92 WallabyRanch .. ,. ................................................. 51 M!a1~1i H.ang. ~ . M1ss10n Soanng Center ........................................ 21 F!igh Adventure .......... ., ....................................... 12 C~uest Air. .. ., ......................................................... l 2 K.iny I·lawk l(ires ........................................ ., ........ 11 Mountain Wing Hang u,,u.i,,g ................... ., ........... :, Fly.Away JIG & PG ........................ ,. ..................... 8 Raven Sky Sporrs .. ., ................................................ 8 Windsports International ....................................... 8
Rankings were comjJi/eclffom ratings published in .... , ............ , through September 1999 i,:sues ofHang Gliding ma.r::11zme.
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PRODUCT REPORT
1HE C ARBON CG HA RNESS ...................................... .................. .............. by David Sharp, photos courtesy Center of Gravity ...................................................................... Bob Lowe, test pilot for Center of Gravity, shows off· the new Carbon CG at Willow Creek, Colorado in his Exxtacy. Photo by Bob Lowe.
Hang glider performance has improved nearly 50% over the last IO years, and speed sleeves, airfoil uprights and airfoil basetubes are now common equipment. But what about harnesses? The latest trick has been to make the parachute container internal behind the pilot's back, but beyond that it seems as though little progress has been made since the first CG- I 000 and Zl appeared on the market more than I Oyears ago. 16
H ANG GLIDING
The hard-shell harness viewedfrom the back.
hen ir comes ro harnesses we have not really seen rhe kind of progress rhar has been made in glider design. Jay Gianforte, long-rime manufacrurer of rhe CG- 1000, has been producing quali ty aerodynamic harnesses for more rhan 10 years, and he is now rhe firsr ro mass-produce a modern carbon-fiber version. The new harn ess is rhe producr of more rhan rwo years ofR&D. From a disrance ir looks like Jim Lee's famous hard pod, bur it is acrually very differenr. Jay designed his "C-CG" ro form-fir rhe pilor's body and ro clamp around him , producing a minimal profile and increasing comforr. The pack-down size is 48" rail by 19" wide by 9" thick at rhe rop. Mine came wi rh a single handle on rhe carry bag. Since the harness weighs only 11 pounds (wirh our parachure and gea r) I've been able ro carry ir aro und with rhat handl e. Shoulder scraps wo uld be nice. The C-CG has rwo derachab le pans. For serup pull rhe chesr-piece our from rhe tail-piece and fasten chem togerher wich a couple of circle rings, make sure none of rhe lines are tangled, attach the rop half of the 12" x 35" srorage co mpartment, and yo u're done. The whole process takes just under rwo minures. The exterior of my early production harness is nearly perfect - smooch and finish ed. I did nor find any fill areas, and you can plainly see rhe black carbon-fiber SEPTEMBER 1999
clorh right through the clear epoxy finish . The back-piece of rhe Carbon CG has a steel sljder bar mounted a mere halfinch above the surface of the carbon fiber and is cleaned up (aerodynamically speaking) wirh a shroud of sticky-back dacron. The CG slid er can move nine inches. A kevlar cord ties off ro the base of rhe main slider and anchors ro rhe rail-piece. Anorher piece of kevlar co rd ries off ro rhe front of the CG slider, routes through rhe chest-piece and comes out though a jam cleat just behind and under the pilot's right arm. So by moving the CG slider up and locking the cord tight in rhe jam cleat rhe tail is fo rced up away from rhe ground ap proximately 40 degrees when the pilor is uprighr. This allows the pilot maximum mobility for takeoffs and landings. The rope at the jam clear also is used ro limit yo ur head-down position. A pair of abrasion-resistant spectra ropes attach to the CG slider and run down inside the harness and anach to a stirrup This allows rhe pilor to easily slide head down. The leg straps attach to rhe lower part of th e back-p iece and have quick-release latches that won't release under tension . Two hinged chest-pieces are made to overlap and snug up by clipping in rwo adj ustable quick larches. The parachute contai ner is made mostly of a neoprene material and can handle a large, although not an extra-large, chure. Boch the chute and excra storage container are located on th e sides behind rhe arms. T he doors for the legs are a simple zipper-closure affair which involves an area of typical harness fab ri c riveted into place in a tapered area 16" wide, 26" long and 6" wide near the tail. Ir is a simple
solution chat is comfortable and works very well. T he manufacrurer recommends a couple of different ways to don the C-CG and hook into the glider. What works best for me is to step through the leg straps, pull the harness up, put my arms rhrough under the well-padded shoulder straps, flip che right side in first, then the left, and clip the rwo chest straps together. The chest can be cinched up to six inches, making the chest-piece a one-sizefits- small, medium and large pilots. The tail-piece comes in three different lengths. To hook in I pick up the glider from the rear of the keel , walk through the rear and hook in while supporting the glider. The manufacturer recommends hooking your harness into che glider first, bur wirh 58-1/2" downtubes char are raked back I found chis to be difficulr. I fo und chat launching was easy. For best results make sure yo u have the jam cleat locked so the tail is off the ground. Once airborne you have to release the cord fro m rhe jam cleat so the rail-piece drops and you can swing yo ur legs into ir. The replaceable zipper for closing the legs works quickly and smoorhly since the fabric and zipper are riveted to solid carbon fiber. Comfort in the air is simply the best of any harness I have ever owned. You get 100% support from chest to toe. Your legs rest on fabric, your chest is on an airinflated Therm-A-Rest, and your body is supported to hold the perfect aerodynamic shape (no more need to arch yo ur back ro avoid the flying cucumber look). In the air the slider works great, but you will need to adjust the jam cleat to avoid too much of a head-down position. Pushing 17
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-
-
The Therm-A-Rest eliminates any possible pressure points ftom the chest-piece. on che fooc scirrup works fine for forcing a head-down posicion. Nore: You have to release pressure on rhe fooc stirrup to rotate head up. You can rake your feec off the stirrup and let them rest. Since rhe rail-piece is anached by a sceel pin on each side you can arch your back and gee some leg movemenr if desired. The Therm-A-Resc eliminaces any possible pressure poinrs from che chesc-piece. If you plan to gain a lor of alrirude you may wam co start off wich jusc enough air pressure, as increasing altitude will cause the Therm-A-Rest co expand. In this case it's imporcanr co have che air-release valve in a place where you can let some pressure our. If chis is too much to deal wich you can use a piece of foam to take ics place. How much of an aerodynamic advantage will you gee with a leaner hard pod? No major aerodynan1ic tescs have been performed to my knowledge, bur after years of Aying with Jim Lee I have licde doubc chat pilots can expecc at lease a half if nor an entire poim of glide, especially if your current harness uses more chan a single main to suspend you from your glider. Jay Gianfone comments on anocher advantage: Since rhe rail-piece has a smooch, rounded shape iris nor as critical co be lined up perfectly wich che airflow. Felix Ruehle says char a pilot could lose up to two points in glide just as a result of improper alignment wich mosc harnesses . For landing, che CG range all ows for a 18
namics, a harness main fairing, and a great head-up body pos ition, and locki ng the tail-piece wi th che jam clear keeps ic standard hook knife sewn to the storage contai ner. our of che way so eve n no-wind landings are not a pro blem. T he slider moves up I find th e Carbon CG to be the cleanenough tl1ac ic is not necessary to hold est and most comforcab le harn ess on che much of your weighc up fo r good flare market - one of the first hard pods to be poscure, a common complainc with many produced and sold to che gen eral public. I modern harnesses. An all-o ut run is a liecongratulate Jay G ianforte for a beautiful, refined produce, and bel ieve that the de diffi.culc due to the rigid torso. C-CG is a p erfect addition to the latest The Carbon CG is currendy being generation of advanced flex and rigid produced and many rigid-wing pilots have been among the firs t to place orders. wmgs. However, this harness is no r fo r everyone, For more infm·mation Center of Gravity and rhe manufacture r will tell you rhat. Ir may be contacted at: 1629 Route 173, is a bit difficult to hook in and un hook Chittenango, NY 13 037, (3 15) 687-3724, since flexi bili ty is minimal, and you have www.finecraftgalleries. comlcenterofgravity, ro enter and exit thro ugh the open-space cgravity@dreamscape.com. • zone of yo ur control bar and wires . Some pilots may find this uncomfortable. The CG slider works very well an d smoothly, bur rhis req uires a bit of finesse ro clear down in a favorable position. This makes the Carbon CG appropriate for Advanced-rated pilots only, with serious X-C or competition pilots having the most to gain. Some th ings I consider improvable include: a tapered parachute container View ofthe harness interior. to improve aerodyH ANG GLIDING
I
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THE article and photos by Jim Zeiset
After accumulating 20 hours on the E7 I'm ready to report my impressions of the wing. I can certainly respect Dave Sharp for waiting until he had accumulated some hours on the Atos to make subjective comments rather than spewing out the meaningless chatter that a 2 0-minute test-flight might generate. As most experienced pilots know, wringing maximum performance out of a new wzng requires some time in the control bar.
W:
are all looking fo r a glider that is lighter, safer, better handling, easier to se t up, highly controllable, sweet to land , easy to transport, and that has th e hi ghest performance available. T he E7 just might be the wing to meet these requirements more effectively than any of the other co n tenders. The E7 is a cantilevered rigid win g of si milar structural configuration to the Exxtacy, but that is where the similarity ends. Ir was designed and buil t by Josef Guggenmos, et. al. , in Germ any at his small manufacturing facility. He is fortu nate to have in his employ a compos ite-
22
structure expert retired from the European aircrafr industry. With that composi tes expertise and his 25 yea rs of experience fabricating hang gliders (building the Bullet se ries and RCS Topless hang gliders) he has developed the E7. Josef is well known throughout Europe fo r his attention to detail and innova tive probl em solving. As pilots at the 1999 Nation als scrutinized the E7, the common co mment was about how well the sail was built and how clean the hardware looked. Specifications are as fo llows: Claimed Max. LID Claimed Min . Sink
18.5 138 fr./min .
Weight Aspect Ratio Span Sa il Area Packed Length Min . Hook-in Max. Hook-in
68 lbs. 10.43 39 .4 ft. 149 sq. fr . 18.7 ft. 154 lbs. 264 lbs.
I estimate the glide ratio of the E7 to be very close to 18.5 :1. I'm co nfident of this number because of the amount of tim e I spent gliding with Exxtacies, demonstrating a slight improvement. The Exxtacy's glide ratio is pretty well accepted to be 17: 1. Even Davis Straub reported no significant di ffe rence that he could observe in glide, and he had been flying his Ex fo r more than 100 hours while I had only an hour on th e E7. Although I fl ew the E7 on the last day of the Nationals, as did Dave Sharp on the Atos, we never had a chance to fly together due to him gettin g a late scare. I established sink rate to my sa tisfaction on an early- morning test-fli ght the last day of the Nationals. T he air was very smooth and I was able to slow it down to 17 mph . T his is two mph slower than I co uld fl y an Exxcacy. I use a Flytec 4030 with a wireless airspeed mounted on th e lefr downtube close to the co rn er bracket (sa me pl ace on H ANG GLIDING
The carbon-fiber keel provides high strength and Light weight.
Tip wand with cam tensioned.
any glider I fly). I was able to mainrain a sink rate of 140 fi:./min. for a solid three minutes. Ir doesn't fly below 17 mph with my 235-pound hook-in weight. The night I was able to gee the E7 released from Customs I gor in late. Ir was my plan to go to bed early so that I could get up by 7:00 AM and cop a few resrflighrs. Thar wasn't going to happen. Too many pilots wanted me to weigh it. Ir had been pre-announced that rhe glider would weigh 68 lbs. Somebody found a 90-kilogram hanging meat scale. It came in at 32 kg. Thar's about 70.5 lbs. I didn't have any confidence in the meat scale so I weighed it on my UPS scale when I got home. The scale only goes to 50 lbs., bur did I mention that the glider comes in rwo pieces in separate bags? One side weighed 28 lbs. 4 oz., and the other side weighed 42 lbs. 4 oz., for a total of 70 lbs. 8 ozs. Close enough - it's the lightest modern rigid wing made.
THE SETUP Two pieces? Nobody told me about that. I was skeptical at first, bur afrer assembling the two sides by inserting a couple of Ex:xtacy-like pins and pip pins I was sold. It pops together real fast, and when it was time to load it on the Suburban, Amy did SEPTEMBER 1999
it. It packs up cleaner than the Ex:xtacy no pares rubbing and no hassle at all to pop it together. Just assemble the control bar with that half on its back in the unzipped bag, then stand it up on its control bar. Unzip the other half about four feet, slip the attachment dogs into the keel tie plates, slip in rhe hinge pins and pip pins and you're ready for the rip wands. The rip wands are an engineering masterpiece. Pull rhe sail back from the outboard rip of the spar/D-tube. The sail is only attached at the nose, making srructural inspection simple. Slip the rip wand into the receiver on rhe spar, being sure to place the wand stiffener through rhe forward section of the outboard rib. Both the wand and stiffener sear decisively in their derenrs. Next pull the sail over the wand and anach it to me end of the wand with a double purchase. Josef tells me mar he will put a breakover mechanism on me end of me rip wand if I so desire. I told him I did, and then fabricated one that worked quire well from an Exxtacy retrofit part. Starting with the inboard rib, rotate each rib from its nesting position against the spar to its approximate extended position. I have a mod that I did to my Exxtacy in which I tied a piece of #205 leech line dose to the end of each rib, allowing me to
position all the ribs on one side at one time. You are now ready to attach rhe sail at me keel. Instead of sail hooks the E7 sail attaches by slipping small metal plates with a hole in each onto a pip pin that sticks out the bottom of the keel. Remove the keel extension and zip up the top and bortom sail zippers. Open the wings as far as mey will go and attach the turnbuckle using the provided pin and safety. Since there is no whacktube protruding our rhe from of the nose there is no ring attached to rhe turnbuckle co serve as a handle to rotate it. Instead, a long bolt passes through the center of the turnbuckle. Place yo ur left hand on the right D-tube at the nose and push straight down the keel as yo u turn the turnbuckle in half-turn increments till the turnbuckle tightens up against the double nuts with both ends. Check out that keel. The forward half is a trapezoidal carbon fiber box. Hook up the from flying wires with the keyhole rang and position rhe perfect-fitting nose cowling. Ir really looks good wimour that intermediate whack-tube sticking out the nose. Some pilots have expressed disappointment that it didn't have a whack-tube but I for one do not want a two-inch diameter tube coming down on the back of my neck in a blown 23
The flaps fold up without removal.
The sail strips easily for D-tube inspection. landing. Walk around ro che back, replace the keel extension and attach the top and boctom sail surfaces to the ribs with che double-purchase sering. Press the trailing edge velcro together. Slide the metal tab in the bottom undersurface of the spoilers forward as far as it will go and secure it by caking up the slack in the return bungee and securing its end-knot in its retainer. lnserc the flap string pip pins into che aft corner of the flaps and feed the flap string through its cleat. The only thing left is to attach the spoiler control cables ro the corner of the control bar with the stainless quick-links. Go get your harness. GROUND HANDLING THE E7 I recommend setting up the E7 quartering tail into the wind. This will result in lower loads on the structural pans of the wing than any ocher position. Do not hook in before turning around. fu usual it is better to have help on the upwind wing when rotating the glider into the wind. However, when everyone is scrambling to get set up you will find chat because of its light weight more effon can be put into controlling the glider. Tip i11ertia is really low a11d rotating it comes easy. Once yo u get it into the wind the wing that was downwind will probably
24
be high. By pulling the borrom of the control bar away from the high wing the spoiler is deployed. The E7 spoiler is located on the high point of the airfoil and on a line char goes through the hang point. This does four things char represent a considerable improvement over previous designs. One is chat it aces exactly like a speed brake on a sailplane, causing the offending wing ro move rearward. This process decreases the speed of the wind and lift over char wing and increases the speed of the wind and lift on the opposite wing. Two, it acts as a spoiler and spoils the lift on a portion of the offending wing, forcing it down. Three, when the spoiler is activated it results in a minimal cha11ge of the pitch moment of the glider. This feature is especially nice because the nose does nor rend to go up when the spoiler is activated during ground ha11dling, which always makes matters worse. Fourth, locating the spoiler on the high point of the airfoil allows the spoiler ro be folded up in the sai l without removing I[.
Ground handling the E7 is easier than ocher designs because a single light bungee holds down the spoilers. Because the spoiler return pressure is so light, the spoiler-actuating cables can be located fanher outboard where they enrer the w1dersurface. This
decreases the amOlUlt of travel of the baserube necessary ro get full deployment and results in a very rightly rigged glider. That light spoiler return pressure and right rigging make holding the E7 on a moderately gusry launch a lot less of a challenge. LAUNCHING THE E7 The E7 is a pleasure ro lift onto your shoulders. Ac 70 pounds it is noticeably lighter than a11y of the popular ropless designs. Static balance is perfect. Pull the flaps on full for takeoff, as ch is is the highest lift configuration and ic enha11ces roll control. fu yo u scan yo ur launch run you will be impressed by how quickly the E7 lifts off your shoulders. With dihedral similar to that of the Exxracy, rhe wing rips are about seven feet above the ground. Check our how far above the ground the wing rips of your flex wing are when you're launching. Since the glider will fl y at 17 mph, low- to no-wind launches are easier to execute safely. The launch is performed witl1 a slightly positive angle of arrack - just enough ro allow the wing ro fly. The hang strap cension will be much lighter than when launching a flex wing because the E7 slips through the air with less drag. This fearnre allows rhe pilot to accelerate noticeably H ANG GLIDING
318 "stainless pin and heavy stainless-steel plates join wings at the nose.
Rib angle ofattack is adjustable.
Cable stops protect spoilers from overextension. faster. I get the feeling chat I could run all the way to the LZ ifI didn't push out a little. Once your weight hies the hang strap, bar pressure kicks in and the glider wanes to go to trim. That usually means a strong climb back to launch level or higher. You can feel che efficiency of chis rigid wing right away.
FLYING THE E7 The trim position of che basecube on the E7 with full flaps is at about your chin and results in a speed of about 24 mph at a hook-in weight of235 lbs. This setting allows for a lot of slowing down and works great fo r recreational chermaling. For competition I would slow trim down to about 21. This can be accomplished by tightening up che turnbuckle a half cum and loosening the rear sail attachment webbing an inch . Trim moves up to about 29 with the flaps off Glide appears to reach a maximum at about 36 to 38, however, speeds of up to 44 bring on no high sink race. Running at VNE of 65 for extended periods of time is no problem in reasonable air, and I don't fly in smooch enough air to go any faster. I'm convinced chat I could make it
go 90 if I wanted to. I consider the flaps on the E7 to be high-life devices and fly with them either SEPTEMBER 1999
on full or off. They are nor very effeccive for glide path control. In face, when I wane to gee it on the ground before a gust from arrives, I have been more effective in getting down by running into the blue, flaps off, at 55 or 60 mph. Sink races in che range of 800 co 1,000 fpm are attainable. Bar pressure is light enough in a dive to be sustainable for long periods of time, bm chere is enough to provide positive feedback. When trimmed at 24 the glider's bar pressure is too high to fly at sustained speeds of 18 or 19. In this configuration it does the same thing ocher fast-trimmed rigids do when slowed ro stall. Laminar airflow breaks away from che upper surface all across the wing except ac the tips. The wing is not flying, you're pushing ouc with 20 ro 40 pounds, the nose pitches up farther, you experience an abrupt stall, the nose pitches down, and yo u'd better scare chinking about bending at the elbows. As I discovered with the Exxcacy you can mellow the stall characteristics by lowering the trim speed as suggested above. By tightening the turnbuckle a half-cum, more of the wing is in front of che hang strap than before and the glider slows to a trim of 21. When trimmed at 21 and the basecube pushed out co full arm extension the E7 slows ro
17. le experiences a soft, short drop of the nose and auto-recovery to 17 or 18 and then repeats the soft stall again. The glider will spin in the hands of a competent professional.
THERMALING THE E7 Getting ro know che E7 and how it enters life cakes a little time for a pilot of 20 years experience on a flex wing. T he E7 exhibits a characteristic chat is at firs t perplexing, bur once yo u learn to use it, delightful. Ic is a quality I call "verse" yaw. For years I've been flying hang gliders that have varying degrees of adverse yaw. I've learned to counteract chis undesirable craic by imparting body twist into my chermal-encry maneuver. In ocher wo rds, I point my roes in che direction I wane to wrn. Ir's no wo nder I'm exhausted after a four-hour cross-country flight in a flex wing. lr may be the most efficient way to enter life, but your body sure isn't in line with the airflow. The E7, on the other hand, cums by activating spoilers on the high point of the airfoil, which ace as asymmetrical speed brakes as well as air deflectors or inverted split flaps. Deployment of the spoiler yaws che glider in the direction of the desired turn as the glider begins to bank. T he nose
25
Ribs lay flat against the spar during fold-up.
The carbon-fiber tip wand can be tightened with adjustable tensioning rod. does nor pirch up so you musr push our ro reach rhe best banked climbing speed. Because rhe glider does nor pirch up on rurning into lifr it does nor slip off on the back side. I rhink this verse yaw characrerisric carches rhe new E7 pilot off guard, and his inirial reacrion ro a yaw in the desired direction is ro srop the yaw by signaling a rum in rhe opposire direcrion. This is exacerbared by exrremely light roll pressures on the baserube and a pilor-induced oscillarion resulrs for abour rwo cycles. All I can suggesr is ro relax. Now thar I have some rime on the glider I have derermined thar iris lighrer in roll than any orher glider I've flown. Ir will rum 45° ro 45° in abour six seconds. When cranking in a lirde righrer or rolling out in an attempr ro cenrer up, response is nearly instanraneous. I feel that this gives me a tremendous climbing advanrage. The glider is tightly rigged so yo u feel more connected. The basetube travel ro full spoiler deflection is a fairly short distance wirh lirde resistance. Kind of feels like a sports car. When thermaling I usually seek out the core and bank sreeply and the E7 does this well.
LANDING THE E7 When approaching ro land with the E7 I recommend losing altitude upwind of the
26
intended landing field and d1en entering a downwind leg, base leg and final. I usually emer downwind opposire me LZ at abour 300 feet. This allows rime ro ser the flaps ro the full-on position whil e on downwind, turn twice, and srill make a long final approach. I land on wheels because of a 20year-old knee injury rhar causes me ro suffer post-traumatic arthritis whenever I impact it. To do this I land the E7 just like I land my Cessna 320, slowing ro stall speed and rouchdown simultaneously. Once it muches down I pull my weight over the basetube during roll-out ro prevenr harness drag. Just as it stops I let my body move back until the keel touches the ground. Since the E7 is noticeably light, the 11 pilots who have tesr-flown ir have landed on their feet, and without exception have had great landings. The flare window appears robe quire huge and the glider has a propensity to drop behind me pilor when slowed ro below 17 mph, allowing for only a few steps ro a full srop (auto-flare in case you forgor).
device to set the height of the rear tip. There are only six ribs per side and that is all d1at's needed ro support the super-righr, wrinklefree sail. The rip wand also has an adj usting device on irs brace in order ro mainrain sail tightness over its life. E7 serup and breakdown are fasrer d1ai1 that of irs predecessors, although ir takes me rwice as long because of all rhe pilots looking ir over and asking quesrions. It's prerty hard ro find a glider whose nose cowling firs so perfecdy.
FINAL COMMENTS Many people have asked me what I'm going ro fly, and for now ir will be the E7. Flying this glider well turned out to be more difficulr rhan I rhoughr ir would, bur afrer 20 hours I rhink I've gor a handle on it. On aerorow some orher pilors and I have induced yaw oscillarions rhar were uncomforrable, bur now ir rows like an Exxracy for me. Ir is sti ll easier ro row rhan a flex wing; ir jusr took gerring used ro me right rigging and lighr conrrol forces . Ir is rhe sporrs car of hang gliders.
MORE ON THE E7 The fit and finish of the E7 is fanrastic. No other manufacturer can compare when ir comes ro sai l work or hardware. There is nothing crude abour rhe carbon-fiber ribs, and each rib is fabricated with an adjusting
The author may be contacted at: Jim Zeiset I Pendulum Aerosports, Inc., 13154 County Road 140, Salida, CO (719) 539-5900, 1-800-WE-FLY-XC, jimzgreen@aol.com. • H ANG GLIDING
by Pete Berney, photos by Mike TrJmczyk ccausc rnorc and more tandem rr;1ining involves gliders with fixed landing gear, many sruclcms have 110 experience with a launch cart until their fast solo flight. I'd like to show how a pilot can be in control oF the ground roll and launch at precisely the momem they elect, or abort the launch ;iltogcthcr and coast to a stop. There ;ire two important points I /eel some pilots have nor yer realized. An acrotow hang glider pilot is not obligated to b1vc the l.rnnch cart, even though he may he well into the ground run. And, an aerorow pilot should only consider leaving the launch can when all the variable focrnrs oC the ground roll arc complcrcly in his favor. This article is not inrcnded to encompass :ill aspects of ;1crotowing and equip-
is properly lr)(tdr:d on thr' mrt mid rest is positioned so thtt l the brrsctube is positioned tit about the pi!ot'.1jim:ha1d.
Sii'TIMllLR l 9CJ9
Recent crmverstttions with new tlerotouJ pilots h1we left me with the impression that theyfeel they have minimal control over the launch cart during the taker~ff'roll. The anxiety stems from the belief that the cart will unexpectedly eject them, and they'll just have to deal with whateverflight attitude they find themselves in after that. mclll. The checklist is just an attempt ro snmmarizc recognition points during the ground roll so a pilot can assess his progress. ! n other words, if the ground roll evaluates well at point A, proceed to point B, reassess and proceed to point C. lfthings arc still at point C. leave the launch can. 'le) a new aerotow pilot it seem like a lot things to consider m seconds, but I believe that with repc"" tition and an increase in understanding those five seconds will seem longer.
or
l f new aero row pilots only make use of a few of the poims prcscnred hclow they would he the same as those in other kinds of gliding launch :iirspecd, angle of attack and directional stability. A more detailed description oF safe launching para"" meters wind direction, wind velocity and towline deviation angle) arc covered in "fowing Aloft Dennis Pagcr1 and Bi!J Bryden. l .ds assume rhar your glider, harness and launch cart have hcen 1neCTightcd lO
27
your satisf:tction. You and your glider have been properly loaded on the can (positive angle of attack, meaning the pilot's forehead is aligned with the bascrnbc or slightly behind). You have completed your prelaunch checklist, the wheels arc positioned straight ahead and any dangling lines or pull-cords have been stowed. Wind direction and strength are favorable, d1ere is no air or ground traffic, and the row rope and bridle are clear. Pilots using a pod-style harness should be zipped up to just below the knee to cnablc a foot-lauding in the event of a low-altitude release from the towline. Jr may be necessary to momentarily stifli.:n your arms at the very beginning of the launch sequence to overcome the drag of the dolly wheels as they begin to roU over the terrain. '!'he total elapsed time from the beginning of the takeoff roll ro launch will vary according to the conditions of the day, hook-in weight, type of glider, type of tow plane, and the pilot's level of experience. Generally, it is in the neighborhood of ftvc seconds. During this time I believe that the pilot must be actively "flying the gl idcr on the ground." J\n authoritative roll or "bump" input while on rhe cart may be necessary to produce a dirccttonal yaw in order to remain safely aligned with the tow rope. Proper pitch input serves to "plant" the glider on the dolly until the exact moment the pilot chooses to begin the flight. That occurs when the pilot has successfully worked through the checklist point by point (A, Band C), and the situation is under control and it's safe.: to begin flying. If any item on the checklist exceeds the pilot's
2fl
comfort level or safe flying parameters dur-ing the ground nm, it is possible, and advisable, to release from the towline before beginning the flight and roll to a srop while still loaded on the dolly. J\ release may be accomplished (depending upon the type you arc using), by placing one hand in the center of rhc control bar, maintaining a pulled-in position, and activating the keel (upper) release first. A word of caution is in order here abonr bump or roll input. l tis absolmely necessary f<H rhc glider ro remain planted on the can when performing rbesc corrections. The danger here is unimcntionally becoming airborne in a turn at a very low altitude. Keeping the glider planted on the launch can and building airspeed is best accomplished by maintaining a pulled-in position and holding on to rhc cart rope or handles. (Some experienced acrotow pilots choose not to use bump or roll corrections as long as towline misalignment is 20 degrees or less. In either case, it is imperative that the pilot launch with level wings and good air .. speed.) The following techniques have worked successfolly with flex wings operating from a grass field, launching from the latest design in rri;mgubr.-shapcd dollies, using a ccntcr-of~mass, two-point threaded bridle. They may or may nor apply to those pilots who launch on gravel or pavement, or those who utilize a different dolly design. Use good judgment, talk to other pilots at your local flying and glean from this article whatever you foci will work in your situation. Exxracy pilot Mike 'fomczyk From Whitewater, Wisconsin reports d1:1t he has succcssfr1lly 11scd these techniques with his
rigid wing, with one exception. The Exxtacy is not wcight-shifr co1i trolled in the roll axis, and tliereforc normal roll and burnp input arc not recommended. I-Jc stares that ii is best to stay on the Gtrt and build airspeed, and the glider nose will tend 10 cor-rccl itself and point ar the tug before launching. As with flex wings, any severe misalignment may necessitate staying on the cart and releasing the towline.
A. BEGIN THE GROUND ROLL 'I 'he keel rises our of the rear support as rhc wing begins to generate lift. The pilot becomes aware of this action because of a slight forward body movement through the control frame and a feeling of rotation in the palms. The control bar will usually begin to chatter lightly on rhc blocks as the cart moves over bumps in the terrain. At this point the pilot should pull the conrrol bar in approximately three to four inches. Check your alignmcm with the cow rope and adjust accordingly. lF you arc unable ro align, wings arc not level, or something doesn't look or "foe] right," release the towline and roll to a stop, casing the bar for.ward approximately three to four inches when the keel settles back into the rear support.
About a third of'the way through the ground roll rmd the wing is generating /ifi. The heel is clearly visible above the rear has pulled in to keep the glider on the cart. (Wind conditions this day were a auarlerinv hec1dwind tit about I(). I5 rnph.)
HANG CUDINC
B. CONTROl. THE GROUND ROLL Mainrain row/inc alignmelll and rhc pulled-in position. The pull-in distance will vary slightly depending on conditions, glider and pi/or cxperic11cc, hur rhc i11tent here to utilize the pi/m's body weight and the glider's angle of attack to ensure rhat rhe glider remains firmly "planted" in the control bar blocks on rhc launch cart. (Observers of this technique will note tha1 the still maimains :1 positive a11glc oC attack, cvrn though there is a downward pressure exerted by rhe basctubc on the launch c11T blocks.) At rhis poim the control bar will take on a "heavier" foci and it will only chatter :wainsr the blocks on the rnore severe bum1;~. When the control bar goes mostly quiet and has a heavy /eel, the pilot has pulled i11 G1r enough. Check ,ilign-menr with the towline and adjust accordingly, using either an roll or hump input ro y:1w rhc back in line. Ifsome·thing docs not frc:l, or sound right, release the towline (tipper release /irsr) and coast to a stop, casing rhc bar forward approxim:1tcly three ro four inches when the keel settles hack i11to the rear support. C. I,EAVE THE l,AUNCH CARI' Release the launch cart rope (or handles) :rncl ne;ir]y simultaneously move the control b:ir out approximately five to six inches in a decisive manner. This poinr may bring about some disagreement. I believe it is safor to aggressively shed the cart ;11 the moment o/'launch instead of picking it up
Note the wing} positi1Je
ofr11t11ck tvm
though thl' pilot hfls the br1s1'itthc pulll'd in to the rhcst t1ret1.
SFl'l!Mllrn 1999
and it for a short distance, as taughr in earlier ofacrotowing: frcl that rhis eliminates confi1sion concerni11g how high or how for lo carry the cart, possible off balance launches due 10 an uneven release dead weight, and the d:mgcr o/' a cart rope snagging a glove or PTT wire. Simply eliminate this drawn-out 1ransi I ional and the hazards associated with it. !.cave cart cleanly, in a decisiw ma11ner, with level and good airspeed. While still in grou11d-roll phase and pulled in, the pilot will be aware of the glider rcachi ng flying speed by l he sound and the foci of' the wind. The glider usually bcf(HC the \OW plane. Ir reaches towrope has been maimained, arc level, and airspeed is sufl1cicn1, the pilot cm initiate flight by a 11ear-sinrnlta11cot1s release of rhc can rope and a decisive forward movement of the control bar of'
or
approximately Jive ro six inches. ·rhc pilot will then fly low, waiting for the row plane lo take off l)sually one wheel of the main landing gear of the tow plane will leave the ground bcfc)re the other. For most pilots, still Oil the can and looking down the towline, the first wheel of the main hinding gear lifting off the ground should be considered the last rnc that airspeed is sufficient to begin flight. Actually, the tow plane is about 10 leave you behind! (On light-wind or low-density days ir may be necessary to ensure that flying speed is reached by wait· ing for one wheel the row plane(() lifr stay on before launching. ln other the Girt longer. Heavyweights and tandems following a lightweight tug pilot may have ro wait slightly lf the glider pilot finds any aspect of' the ground roll questionable or uncom· fortablc it is still possible to release the cow rope at this time, abort the glider launch and coast to a sro11. Ar this btc stage of the takeoff roll a second option would be to utilize the airspeed already built up, release the towline, and land on rhe wheels ahead of the cart. (Aero tow pilots who fly withom wheels will nor have this second opporruniry available: to them.)
or
THE HYE-SECOND VERSlON (!Ir/'., Wl'l:Rhl, il1t)! f!JY: (!inpccd In i!ddition. suddn1 ()/' j() pound, (cffi:ctive/y i!//llml) gi1w, impiiL,-e dimb mlt /!I gel 1ht mrl as wi1h ilK 1/Ii' i1hlruc1 irm, "f !olrl on 1.m1il !lw mrt '.r ((}}///' o/rtfil' groiil!C/, "/,i'ij!S the jlroffSS fine/ 1ns1:n11-Uo.11s 11s si/1/pll' 11s possihlr which is 1;1i/1111hlrjiJ1s111dm1s lmrrlcncd with lots o/01ha lo 1/l·complid,_ Iii!! Hrydm
/\.
'/ he (,'round Roll
The generate:.; lift and the keel rises out or the rear rest. Your body moves forward in the control frame as the control bar rotates in your palms. Pull in and stay lined up on the cowropc using ''bump" or normal roll input. I .incd up? Wings level? Everything cool? Co to B. Something
// clean launch. The pilot has snwoth/y trrmsitionedfrorn co1~trolthe ('(/rt to flying the glider. Note that the keel does not contact the rear cart rest; e11en though the pilot hfls moved the control bar .forward to lerwe the cart and begin .flight. '/ 'his is the result of' proper glidrr position rm the launch mrt.
low, waiting}Jr tow plcme to leave
Ty/Jical61, !his tdtitudr will be rt bout IO lo AG/ ..
wrong? Release the towrope (keel release first, borh if and coast to a stop.
B. Control The Ground Roll Control har mostly quiet and feeling hewy? Nice roaring wind noise? l ,ined up? l .evel? Go to C. l )oesn't look, lc:cl or sound right? Release the towrope (keel release first, both if necessary) and coast to a stop. C. leave The Cart Still uacking straight? Wings level? Good airspeed? Release rhe can rope, and immediately and decisively move the bar for-· ward and leave the launch cart. Hy low (approximately 10 to 15 feet above the runway) and wait for the tow plane to leave rhe ground. The ground run doesn't look, feel or sound righr? Release rhe towrope (keel release first, both if ncccs-sary), let the tow plane fly away and coast to a stop, or leave the carr and slide in on the safcry wheels.
lf I could boil this article down into three short lessons, the first would be to pull in the control bar on the takeoff roll. Pulling in greater steering authority during the ground roll. Second, pulling in serves to keep the glider on the cart longer, giving the pilot more rime to build airspeed, evaluate his progress and react to problems. Third, either the pilot and glider arc "planted" on the can or they arc flying away from it. There is no in-between stage. Aerntow pilots should reread this after taking some tows. I believe that it will then m;:ikc. rnorc sense, and you'll be able to rec· ognizc the checkpoints more quickly as they occur. I feel that experienced aerotow pilots will agree with the points listed here because these arc things they do instincrivcly. Understanding and repetition will make them instinctive for yot1 as well. Special thanks to Brad Kushner at Raven Sports in Whitewater, Wisconsin for providing me with solid acrotow fundamentals and training. Also cont:ributing to this article were Hang IV pilot Pam Nielsen and rigid wing pilot Mike "fom-c1.yk. Thanks to "Tandem Instructors "Jerry Kramer, Arlan Birkett and Jeff Nielsen, as well as tug pilot I ,cs Taff. Pinally, I'm grateful to all the pilots in Whitewater For faithfully double-checking my equipment just prior to every launch.
11,e rmthor is an Advanced-rated pilot in Strer1mwood, Illinois. He has 1Jj>proximate61 315 aerotows tlS of'this h!IS beenflying a Wilh Wing XC l the I 997 seasrm. Ill
30
Hi\NC Clll)IN(;
95 Miles In A Falcon! by David Glover
I didn't even pb:tn on flying that day. Little did I know that in a few hours I would be dehydrated, hypoxic, and on my way to the Falcon World Distance Record veryone else was so focused on setting new cross-country records in Hobbs, New Mexico that I !mew I needed to at least make a flight just to be in the dub. I planned on taking it easy and having fun , and had no illusions that my flight might be record breaking. Belinda (Davis Straub's main squeeze) let me use her suprone skyfloating harness (which allowed me to use my feet on the control bar ro do most of the work), vario,
E
34
helmet and radio. I wo uld be flying Davis Straub's Falcon 225 which he flies with his SkyCycle trike. Everyone had lau nched and was making miles while I was preparing to be the last pilot to row. I thought ro myself, "Ifl can at least get up and do 10 miles I'll be happy." Tow goddess Carol Gral1an1 looked curiously at me seared under the big Falcon. She had never seen anyone launch suprone from a platform row, but then again,
neither had I! After a short flight I launched a second time at 1:35 PM and caught a little lili. I flew slowly (of course, I had to) and turned in almost everything, no matter how slow the climb rate. Going cross-country in a seated position for the first time was a joy. I could see the cloud development al1ead of me. I could use my legs to fly. I could see od1er gliders turning (cwo paragliders), I could turn easily, and my neck clicin't gee tired. At 17 miles OU( I mought 20 miles wo uld be great. At 26 miles Out I mought 30 wo uld be super - and so it went. Luckily, the wind was blowing at least 15 co 20 mph. About 43 miles out I climbed co 15,000 feel MSL and began to d1ink m ac 50 miles wo uld be respectable. Then I remembered something Gary O soba had talked about in Knoxville at Air Expo '99: Lateral speed to fly is more important than vertical speed to fly. What he means is mat following a string of lili to the left and right between m ajor cores will gee yo u downwind faster and higher. This theory clictared the course I would cake from this pomt on. I kept bumbling downwind into good life and wind, and at about 80 miles wenc on final glide. I soon ran inco the blue and it was just a matter of rime and more distance uncil I was on me ground. My ground speed averaged between 45 and 50 mph, and it seemed like I was floating forever. Finally, at 88 miles out I was d1inking, "If only I had taken a differenc line I could have broken 100 miles ." I crabbed crosswind to land near a major incersection at 4:40 PM and had zero anxiety anticipating my landing in the big Falcon. T he final tally was 95 .3 miles flying suprone in a paraglider harness. Wow! I was not even tired and it was all fairly easy; I didn't do anything special except stay up. My previous personal best distance record had been 92 miles in an Exxtacy in Florida. Belinda, Mike Barber and Katia (Ramy Yanetz's wife) picked me up five minutes after I broke down. There were big smiles and congrats all around. T he next day Rob Kells and Steve Pearson from Wills Wing rold me m at they believed I had sec me Falcon distance record. Steve m encioned mar there was a big money prize for che first person to fly 96 miles in a Falcon. After a brief period of straight-faced silence he scarred to laugh. • H ANG GLIDING
~y Hill Bryden USHGA Accident Review ost months l ra1hcr enjoy writing this column, hut this momh is an cxceprion since we h;ivc a
rash o/'several fatalities to report. These sadden all pilots and our thoughts and prayers arc with their families and closest friends. On July 5, Eric Elmquist, an Advanced pilor with 15 years o/'experience, died in an accidem at I ,akc McClmc, California. After approximately an hour-long flight Eric started up for his landing. The landing approach w:1s bordered by muncrous tall trees and Frie made a series of' "S" nrrns jusr beyond rhc entrance to the approach. I fowcvcr, he got low and still needed lo excc111c a 180° turn and then a C)()" turn on to foial. While making rhc 180 his wing hit a tree at about ltO fret ACL. The glider rnmed and then plum· mered to the gro1111d, impacting mostly 011 rhe nose and righr wing. I invite you to review rhis column in last June issue. Landing approach techniques were examined and Lhe dd1cicncies or the "S" 1urn approach disC11ssed in derail. In any kind of wind, rurbull'ncc should be expected low and near trees. That, coupled with the slower turning response of most modem gliders, especial ly high-performance models, and all the additional turning required wirh rhe "S" turn technique, increases the probability that problems will ocC11r. This is specified ly why most instructors strongly advocate the aircraf'L approach. The second fatality to report is still under investigation and little can he written about ir presently. On May 25, Robert 'li·ieff died in a hang glider accident near Suffolk, Virginia. Robcn was a Novice--lcv .. cl pilot who had been flying ;it least since 1991. He had recemly taken delivery of a Mosquiro harness and had accumulated at least an hour 0L1inime and four /lights with i1. Rohen was flying under power in an intermcdiarc--lcvd glider when rhc accidcn r occurred. The accident was videotaped and the police have possession of' the tape. We will hopefi1lly he able to view the rape soon and provide more details and analysis in rhe ncxr month or so. 'I 'his is the first fatality associarcd with a modern powered hang glider hJmess in S1 I' ITMl,rn 1999
the United States. There has been some disrnssion within rhc USHCA concerning what 10 do about self launching gliders. Some argue tha1 if a motor is involved it's not a hang glider or paraglider and 1hc USHCA has no business addressing it; rather, rhc U.S. Ultralight Association or some other such entity should. Others argue I hat, as this situation points out, such a vehicle is much more akin ro a con· vcntional hang glider th:111 a rrikc or any other type of powered ultralight. The pilot had been progressing through USHCA's pilot proficiency pro gram and was flying a vehicle that was still very flyable ;1s a glider. Instructors in other associations arc for less versed in how to fly a weight-shift vehicle from Lhc prone position and have little to no experience launching and landing on one's feet. It is for these reasons, and for people like Robert, rhar others arc arguing that rhc US HCA needs robe more pro:1ctive conselC.launching gliders, both hang glider and parar~lider varieties, and w structure a training program and a skill rating to assist in teaching people to fly them safely. lt is something you should consider and discuss with your Regional I )irccror. The last fatali1y to discuss rhis month is that of'Michacl "l lollvwood" Champlin, a MastcT·rar::d hang glider pilot with abou1 12 hours of' recent sailplane experience and several hours of experience in the Millennium he was piloting. Mike's acciden1 occmred on June 16 ar Hobbs Industrial Airport in Hobbs, New Mexico. Winds were light with mod· crate thermal ac1ivity. Mike had rowed aloft and thcrmaled up to cloudbasc. I k was in radio co11tacl wi1h the glider's owner and was receiving some assisrance in hecoming acclimated rn the glider. A suggested pan ofrbis process, and one recommended by the PAA and ( :FI 's lzlr most sailplanes and grneral avia-· tion aircraft, is spin 1raining. It is necessary ro learn about spins so one bcner undcrsrands them and is prepared rn prevelll or correct a spin at low altitude during landings or in similar situa1ions. Mike had jusr performed two high-altitude spins dming this flight. I le was at an estimated li,500 feet AC!. when he attempted a rhird spin. Three wimcsses, who were watching the Hight carcfolly, believe he exited the spin
properly bur con1i11ued to dive rhe glider. /\ fluttering sound was heard and M ikc rhen srartcd pulling up from the dive. The p11ll--up was very sus1ainccl and rramitioncd imo a steep climb. The fluttering stopped, Ilic glider stancd slowing, and a pop was heard. Tl1c folded, the nose then dropped, and the dove approximately li,000 fret ro the ground. There was no eviclcncc during the dive or upon examination afterwards that Mike ,memprcd ro deploy rhe parachure. It is believed thar Mike scrio11sly exceeded rhc glider's maximum velocity limit (V 11 c) during the dive alter the third spin. The lluttcring sound heard by the owner and other wirncsscs suggesrs this, and foilurc analysis at the manufocrurer suggests thar this occurred. Mike had 1wo airspeed indicators on the glider, a I !all indicator and a 'Jimgcnt flight complllcr which is presumed ro have been used more for the vario Cunuion. At cx1rcrncly high speeds, especially whcn the rudders begin to nuner, there arc strong forces on the nose catch which holds 1hc open. The pin helll and then sheared rhc safety ring holding ir in pl:icc, allowing it to pull free and the wings 10 fold. The n1,m11focrurcr has provided a much more technical an:dysis in the accompanying article. It is not known why Mike didn't deploy the parachute, however, it is conceivable thar parts of the glider m:iy have trapped him, preventing h'1n1 from reaching the handle above his shoulder, or ( ;-forces may have camecl him to black om. There is a rather disturbing similarity between certain aspects cl this accidcm and those a fora! rigid-wing accident or several years ago. Both were preceded by high-speed dives a11d suhscqucm glider failure. ln both cases the gliders were believed to h:1ve hcen flown by the well past rhc vnc the and they foiled. I lollywood's accident \wings ro mind something ahou1 my /light training in a Cessna 152. Duri11g spi11 traini11g rny instructor insisted thar I focus my attcn-tion almosl completely 011 the airspeed indicator. l lc told me to basic1lly not lake my eyes ofT1hc airspeed gauge and to only glance at (or use my peripheral vision to view) the horiw11 and die ground 10 coum my ro1arions, etc. It was strnrning
or
or
how quickly the airplane would accelerate,
and when I'd let it get significantly into the yellow ,,nnc he'd chastise me and take control of the airplane. 'I 'he lesson was that airspeed can increase quickly and you can easily break the aircraft if the velocity gets too high. Hang glider pilots arc pretty much taught to not focus on an airspeed indica··· ror. Some instructors arc even hesiranr to put one Oil SOlllC SllldC!lts' gliders, fc:ilrlllg they'll watch it too much and not fly the glider. We learn to listen to and foci rhc wind, and mostly worry about flying too slowly. In a beginner or imerrnediare glider a very clclihcrate effort is generally 1u1uired to accelerate ro high speeds, and it rakes evrn more effort to sustain those speeds. 1-Jowever, when you move into some of' the laresr high-perfonnance gliders, espe· cially the semi rigid or rigid wings with a stick to control pitch, things change. Things change quite dramatically. It is now very easy to sustain a dive without the bar pressure that makes your arms ache for relief. With a control stick, a
Mill n IU
linlc hit of wrist motion is about all that is rcc1uircd to sustain a dive. These gliders arc much more aerodynamic and consc· qucmly substantially quieter, and some, like the one Mike was /lying, employ an enclosure or fairing that keeps the wind away from the pilor. J\s ;1 result, all om habitnal means of assessing airspeed arc rendered imporem and the glider is dramatically easier to accelerate. Couple that with a typical hang glider pilot's lack training, or the discipline ofdiligemly watchillg an airspeed indicator, and it is easy to undersrnnd how these kinds of accidents might happen. J 11 the past, ihe saying, "Airspeed, Airspeed, Airspeed!" was intended ;1s a reminder ro mainrai11 enough. For pilot's transirioning imo wings and some !lltra-liigh-pcrfonnance flex wings, the adage also needs to include avoiding too much airspeed. Instructors fr)r these air. craft need to nor only mention keeping speed in check, rliey need to develop tr,iining med10dologics that inculcate correct behavior into pilots who typically have
years of' experience and hahits developed while flying without an airspeed indicator. Pilots must equip these gliders with airspeed illdicators and learn to sedulously monitor them during higher-speed mane1rvcrs and hithfolly heed the manufacturers' V nc limits for the gliders. Ccncral aviation has h:1d problems wirh pilols flying roo slowly and stalling, which has been addressed with stall alarms. We arc pilots flying mo fasr, so glider manufacturers and instrumcm corn panics should consider developing Vnc alarms as stand--alonc devices or as enhancements ro current prod11cts. J\s long as pilots continue diving and flying these aircraf't ar high speeds (which is really a lot of fun to do) I fear we'll cont inuc Lo sec these kinds oF accidents (and with more frequency as the popularity of high-pcrfi.mnancc gliders increases and technological advances continue) unless pilors of' these aircraft become more cognizant of their flying speed rcb-· tive to vnc· Ill
id
mccrs our load requirements, Michael's accidcm has shown us tliat this portion of the wing could fi1il in a dramatic manner at speeds above Vnc' and we have now strengthened this mechanism so that it will not be an initial point of failure. We have developed a nose catch modification rhat produces a 7(YY<l improvement in strength over the original design which can he retro/Jt to ,ill Millenniums and we will be sending this hardware to all Millennium owners. The conrrol system of the Millennium uses a pulley and cahlc system with many mechanical subsystems that produce the desired comrol-mixing (imctions. ILi cable were to become jammed or fall off a pulley it would be difficult, if not impossi· blc, to fly the glider. We carefolly inspected the and found rhat all the co11trol cahlcs and pulleys were properly routed with no sign o/'a control system jam. The control stick assembly was undamaged and showed no sign of bemling from jammed controls. From this we have concluded that the control system w:1s probably fi.mCLioning normally dming the ;iccidcnt. The Millennium that Michael was fly-
or
n
IS
by Steve Morris, Bright Star Gliders) Inc. 1is report summarizes om findings regarding the possible causes of Michael Champlin's fatal accident while flying a Millennium on June l 6, 1999. John Borton witnessed the accidelll and has written a detailed account of the events that he observed. Our report will focus on additional items that we have discovered afrcr viewing the wreckage and from questioning John. lJnfon1111arcly, it is impossible to know the root causes of all of the events in this accident. The theories presented here remain speculation and merely represent our best g11css as to what might have happened. Our goal in cxaminillg the wreckage was to verify the primary point of sn11ctur·· al foilmc and to sec ir there was any failure of the control system that would have pre vented the pilot from recovering from a dive. !tis clear from the that the: wings folded because the nose catch mccli·anism broke due to a large rearward load
36
on the wing panels. The amount ofdistor·· tion in the metal pieces is similar to what we see in the same parts when tested to failure: in our workshop. Prom this we believe rbat the assembly foiled at a load greater than the design ulrimMc lo:id, and there was no dcfr:ct or weakness in this p:micular assembly. The nose catch pill which protrudes from the boLtom of the wing was bent to the side by the force of rhe metal tangs, and the circle clip restraining the tangs then sheared off This occurred ar some time during the high· speed dive, during which the speed of I he glider could have exceeded l 00 mph. We designed the nose catch to withstand full rudder dcployrne11t h1ds at a V11 e speed of 65 mph. Millenniums have been flighttcsrcd with IL,ll mddcr dcploymcm ar Y 11 c speed and our static load tests of this joilll have shown thar its strength exceeds the calculated loads ;H V ne· Evrn though the stock configuration
HANC CUDINC
hclongcd to John Borton :md had hee11 modified specifically to suit John's cnces for pilot accommodatiom. ( )n rhis glider the control stick was modified for an inward tilt angle of Ii 5 degrees when the control surfaces were neutral. John prdcrs this setup because it places his wrist in a more relaxed position while flying. The angled control stick ends up in a horizontal orientation when rolling the glider to the ldi:, wh ieh is the direction Michael would have been rurning after the recovery /i·om his final righr hand spin. Witl1 rhe control stick tilred so that it is horizontal, one could possibly confosc the stick's oper· ation with the hasetube on a hang glider and push the opposirc direction to comrol pitch. The srns;Hion is difTcrem than a stock vertical control stick and in a moment of° srress a hang glider pilot could possibly become confi1sed and reverse the conrrols. Michael's first two spins were to the ldi so tha1 he was rolling righr afrcr recovery, and the stick wou Id have been more vertical. On his final spin he spun w the right and rolled lefr afi:er recovery, resulting in a horizontal position of the control stick grip. !Fhe reversed his pitch reaction at this point he could have easily exceeded Vne before realizing his mistake. Dming his high-speed dive one of the w1ng1;cts began to flmrcr and 1his probably caused the large drag load that broke rhe nose catch assembly. The wing panels did not folly fold back at rhis time because, as the wings fold, the winglcts become loaded in an omward direction and this would produce an equilibrium condition at seven degrees of additional wing sweep. Once the airplane began pulling C's the air loads pulled forward on the wing panels and probably held the wi11gs open during the pull-up. The wings only began to fclld afrer the glider had climbed several hundred f<X'.t and the nose was rotated upward ar close to GO degrees. ·1 'he wings folded slowly ar an airspeed ol'armrnd 25 mph :md the glider then rapidly rnr:1tcd nose down with rhc wings folded back at abour Ii 5 degrees umil impact. We still have no cxpl:rnat ion for why Michael was unahlc ro deploy his para· chute. 'I 'he dcploymem handle was found vclcroed to rhc headrest in the wreckage, indicating that it had never been touched. It is possible that he blacked olll during the: pull-up and was unconscious. The pull-up S1Pr1 Mil FR 1999
from the dive was gradual and may not have produced enough C forces to cause him ro lose consciousness. This aspect of· the accident rernains a mystery to us. In summary, we know very little abour what actually happened afrer the third spin recovery. h1r some reason, possibly contiision in operating the pitch conrrol, the glider was held in a dive for three to five seconds and exceeded V11 c. Near the end of the dive the winglct fluttered and the large drag loads probably caused the failure of the nose catch. The wings swept back a Few degrees and reached equilibri um before opening again during the posirivc-C pull--up. For reasons unknown, the pull-up continued 1111til the glider was approximately (JO degrees nose up and had very lirt!c airspeed. J\r this time the wings frlldcd and the glider rotated nose down and plunged to the gmund with no attempt by the pilot to deploy the chute. Based on our investigation we would like to offor several points of advice frJr Millennium owners and pilots. (These arc irnportrmt considerr1tions/1ir pilots of'most rigid 7()ings rmd u/tmliy.fJL sc1ilp!t1nes, notjust Millennium oumcrs. J;'d.) I) It is possible to spin a Millennium and pilots should umlcrstand the proper recovery technique, however, they should learn these techniques in a rwo-placc sailplane with a certified instructor. Pilots should not attempt to teach t hcmselves spin recovery in a Millrnnium without first having had dual instruction for this maneuver. 2) Dming training we have observed hang glider pilots (who do not have cxtrnsivc airtime in stick--controlled aircraft) experience conh1sion in proper stick con-· rrol operation. Pilots have reversed pitch and roll controls in critical situations heca11sc weight-shi/i gliders use opposite motions for roll and pitch. If you arc a hang glider pilot with little stick time you will be at risk for this type of incident if yo11 lly a Millennium. We recommend extensive training with a certified instructor in a two-place sailpLrnc. 3) Learning to fly a Millennium requires relearning all the basic /light skills that many advanced hang glider pilots have already mastered. It takes at least 15 /light hours to transition a hang glider pilot who has linlc stick time to a Millennium. During this nansition period
the glider should not be flown aggressively, nor should any advanced maneuvers such as spins be auemptcd. You have to learn to fly all over again with a Millennium, and sailplane pilots will have an advantage in rnaking this transition. Ii) If you modify your Millennium to suit your own prdc:rcnces in pilot accommodations, the glider may not be suitable fr)I" less experienced pilots to lly safcly. 5) Listed below arc the operating speeds for the Millennium. They were derived using the sailplane design guidelines listed in the Joint J\irwonhincss Requirements for sailplanes (JJ\R for defining the flight envelope. The dive speed (V d) is a calculated number and need not be dernonscr:ucd in flight. Vdr is a flight-demonstrated speed, flown ar low· C levels. vnc is 0.9 times vd/~ Millennium at sea level, 180-pound pilor. J\11 speeds arc equivalent airspeeds: Vs 2.3.Ci mph (stall speed) Va= Vb 54.3 mph (maneuver and gust speed, utility class 5.3-{; limit load) Yd 79.5 mph (calculated dive speed for unfaired glider) Vdf'" 71 mph (demonstrated dive speed) V 11 e 64A mph (never exceed speed) We oversized the structure to handle a maximum maneuver load at 65 mph (with 1.5 safety factor) so that we would have an cxrra margin ;igainst breaking the glider at the calcnlated V 11 c or<15 mph. Please bear in mind that air loads increase with the square or the flight speed, yield-· ing the following rcsulrs:
Airspeed (mph) 23.6 Maximum c; arrainablc 1.0
5.3
65 80 100 l.G 11. 5 18.0
Maximum C's arc achieved stalling the glider a1 the specified speed at 80 mph a full afr stick motion will produce 11.5 C's assuming the wings don't break). These numbers show how easily one can overstress a low-wing-loading rigid--wing aircrafr simply hy flying fast and pulling G's. !·'lex-wing hang gliders deform when loaded and aren't as easy to overstress ar high speeds as rigid-wing gliders. Pilots must be aware of these diflercnces when transitioning 10 rigid wings. II
37
Tracie Fifer-.Welch (H PO Box 8225 Jackson WY 83001 (307) 733-6823
99)
REGION 6 Jeff Sinason (I~ 99) 12954 Ballantine Ct Saint Louis MO 63146 (314) 542-2473 jsinason@itdcornm.corn
USHGA BOARD OF DIRECTORS REGION 1 Bill Bolosky (I~ 00) 24622 SE Mirrormont Dr Issaquah WA 98027 (425) 557-7981 bolos~y@microsoft.com Steve Roti 1R 99) 3024 NE 18 11 Ave Portland OR 97212 (503) 284-0995 paragliding@compuserve.com Paul Klemond (L - 99) (PG Accident Chair) 3612 NE 43"1 St Seattle WA 98105 (206) 525-5765 paul@kurious.org Gene Matthews (H - 00) 15308 111 111 Ave NE Bothell WA 98011 (206) 488-1443 skydog@gte.net Bob Hannah (H 00) 9920 51 st Ave S Seattle WA 98118 (206) 328-1104 paraskr@aol.com REGION 2 Ray Leonard (R - 00) 3650 Research Way #22 Carson City NV 89706 (775) 883-7070 advspts@pyramid.net Russ Locke (R - 99) 868 S Mary Ave Sunnyvale CA 94087 ( 408) 737-87 45 russlocke@juno.com Scott Gasparian (R· 99) PO Box 1027 Pacifica, CA 94044-6027 (650) 218-3984 gaspo@ig1.org Ed Pitman (H 00) PO Box 188 Shasta CA 96087 (916) 359-2392 epitman@c-zone.net Ken Brown (H 99) 1795 40 1h Ave San Francisco CA 94122 (415) 753 .. 9534 kennyb2u@aol.com
REGION 3 Ken Baier (F~ 00) 253 Rodney Ave Encinitas CA 92024 (760) 753-2664 airjunkies@worldnet alt net John Greynald (R - 99) Puesta Del Sol Barbara, CA 93105 (805) 682-3483 throgrog@aol.com Gregg Lawless (R ·· 99) 9127 Bittercreek Ln San Diego CA 92129 (619) 484-2056 glawless@sempra-slns.com Rob Kells (H - 00) 500 Blueridge Ave Orange CA 92665 (714) 998--6359 rob@willswing.com Alan Chuculate (H 99) 6709 Salizar St San Diego CA 92111 (619) 292-1552 g_achucu@qualcomm.com Gil Dodgen (Editor) 31441 Santa Margarita Pkwy Ste A-256 Reho Sta Marg CA 92688 (949) 888-7363 (949) 888- 7 464 fax gildodgen@aol.com REGION 4 Mark Ferguson (R 00) 1173 Ridgeview Cir Broomfield CO 80020 (303) 931-8075 mark@ballvarios.com Jim Zeiset (R - 99) 13154 County Rd 140 Salida CO 81201 (719) 539-3335 jimzgreen@aol.com Larry Sanderson (H • 00) Soaring Society of America PO Box 2100 Hobbs NM 88241 (505) 392-1177 Larryssa@aol.com REGION 5 Frank Gillette (R 99) 903 East 500 South Declo ID 83323 (208) 654-2615 Watercyn@cyberhighway.net (07112/99)
REGION 7 Bill Bryden (R 00) (HG Accident Chair) 6608 North 100 East f~d Seymour IN 47274 (812) 497 -2327 hm bbryden@hsonline.net Dan Johnson (L - 99) 8 Dorset St St Paul MN 55118 (651) 450-0930 CumulusMan@aol.com REGION 8 Douglas Sharpe (f~ · 00) 401 Silver Hill Rd Concord MA 01742 (978) 318-9714 dsharpe@tiac.net Randy Adams (H ·- 00) PO Box 369 Claremont NH 03743 (603) 543-1760 randyadams@cyberportal.net REGION 9 Pete Lehmann (R · · 99) 5811 Elgin St Pittsburgh PA 15206 (412) 661-3474 LPLellmann@aol.corn Geoffrey Mumford (R 00) APA/PPO 750 First St NE Washington DC 20002 (202) 336-6067 gmumford@apa.org
David Glover (H ·· 99) ·t 696 Creek Rd Wildwood GA 30757 (706) 675-8485 david@davidglover.com Greg De Wolf (H · 99) PO Box 1268 Stanardsville VA 22973 (804) 990-9071 DeWolf7@aol.com John Harns (H 00) PO Box 1839 Nags Head NC 27959 (252) 441-4124 ucanfly@outer-banks.com Steve Kroop (H - 00) 6106 NW 128 1h St Gainesville FL 32653 (352) 331-6729 usaflytec@aol.com REGION 11 Dave Broyles (R - 99) 211 Ellis Dr Allen TX 75002 (972) 727-3588 broydg@home.net REGION 12 Paul Voight (R - 00) 5163 Searsville Rd Pine Bush NY 12566 (914) 744--3317 flyhigh@frontiernet.net Jan Johnson (L 99) 70 King Rd Middletown NY 10941 (914) 695-8747 Paul Rikert (L - 99) 101 N Broadway# 26-3 White Plains NY 10603 (914) 946-9386 hm Lars Linde (1-1 - 00) 954 W Front St Red Bank NJ 07701 (732) 7 4 7-7845 larslinde@compuserve.com
Dennis Pagen (L - 99) RD 3 Box 2548 Spring Mills PA 16875 (814) 422-0589 hm pagenbks@lazerlink.com
REGION 13 (lnt'I) Jan Johnson (L 99)
Chris DuPaul (H-00) PO Box 204 Nags Head NC 27959 (252) 480-8547 Krisdupaul@aol.com
Michael Robertson (H ·· 00) Rf~ 5 865 Con 7 Claremont Ontario Canada L 1Y 1A2 (905) 294-2536 flyhigh@inforamp.net
Art Greenfield (X) 1815 N Ft Meyer Dr Ste 700 Arlington VA 22209 (703) 527-0226 awgreenfield@naa-usa.org REGION 10 G.W Meadows (F~ ·· 00) 1125 Harbor View Dr Kill Devil Hills NC 27948 (252) 480-3552 justfly@interpath.com Matt Taber (f~ - 99) 7201 Scenic Hwy 189 Rising Fawn GA 30738 (706) 398-3433 fly@hanglide.com
See Reg 12
USHGA Executive Director Philip Bachman PO Box 1330 Colo Springs CO 8090'1 (719) 632-8300 wk (719) 632-6417 fax pl1bachman@ushga.org ushga@ushga.org EXECUTIVE COMMITTEE President-Gregg Lawless Vice Pres.-Chris DuPaul Secretary-Russ Locke Treasurer-Geoff Mumford
KEY (R)-Reg1onal (L)-At Large (H)-Honorary (X)-Ex Officio
T he Fort Funston Air Races T H E RE SURRECTION OF RIDGE RACING. by Alan Sakayama Ahhh... good of' coastal ridge racing! What happened to those good old days? Torrey Pines, the Marina Steeple Chase, the Fort Funston Air Races - gone, dead. The closest thing nowadays is speed gliding. But what about racing from point A to point B and back in fat ridge lift? From April 30 to May 2 of this year the Fort Funston Air Races were brought back to life in San Francisco, California.
Scenes .from the Air Races. Top right: Eves Tali Chiefhelps a pilot launch. Photos by Mario Ramirez.
SEPTEMBER 1999
39
Tor 10 P LACINGS
Pilot
Glider
Prize
1)
Donn Denman
Double Vision
$400
2)
Chris Giardina
Target
$300
3)
Daryl Robbins
Swift
$225
4)
Tom Lilledahl
WW Sport
$175
5)
Ken Brown
Moyes CSX
$ 150
6)
Mark Lilledahl
Predator
$100
7)
Chester Browne
WWHPAT
8)
Carter Josephs
WW RamAir
9)
Robin Taha
WWHPAT
10)
Henry Bittner
wwxc The Race Committee - Standing: Sharon Jokela, Chris Bolfing, Alan Sakayama, Dave Ruiz. Seated· Mike Carlyle.
A pilot returning .from Westlake during his climb to make it across the finish line.
All photos this page by Bob Ormiston.
Launch sequence collage - Ken Brown launching to head south toward Westlake.
40
H ANG GLIQING
T
he idea was simple: come up with a system char would allow all pilots to compete with each other on a level playing field. Handicapping is used in many sports, so we figured we could mal<.e ir work for ridge racing too. Several fo lks, including renowned aircraft designer Steve Morse, got together and made "best guesses" as to which factors affect ridge racing the most. Handicaps were calculated and then a period of testing set in, during which we made runs along the ridge to compare gliders of differing performance. After a few lasr-minure adjustments we were ready for race day. The rwo major handicapping factors were glider class and wing loading. We also added handicaps for pilot skill, harness type and speed accessories such as a speed bar. We required the best run from any rwo days to win. Cash and a variety of wonderful prizes were awarded, and we all walked away with smiles and more. The handicapping system is elaborate, but in principal it's fairly simple. Each pi lot starts with 5,000 points. Pilots record their time over the four-mi le loop in seconds, multiply that by all their handicaps, and subtract the result from 5,000, leaving an adjusted score for char run. Here are the handicap multipliers: Advanced-rared pilot: ... . . . ...... 1.05 Pod harness: .......... . . . . . .... 1.01
Fellow Feathers, the local club at Fon Funston, decided to resurrect an old-time event that proved to be very popular and fun in years past. Bur this event is more than a stuff-the-bar race from point A to point B. Ir involves a litde strategy in rhar the course requires a pilot to climb out to high points on the ridge to make a mrnpomr. Pilots launch from the 160-foot takeoff at Fort Funston, dive to the lower cliffs and blaze to the high GOO-foot cliffs of Westlake. Then they must climb our to round a pylon perched atop Westlake, mrn back and dive down to the lower cliffs and back to Funston. But ir's nor over yer. Once a pilot nears the finish line at Funston he again must climb our to reach ir. This is rhe same format the Funston Air Races used in the past. A different approach was taken this year and was considered "experimental. " SEPTEMBER 1999
T HE H ANDICAPPING SYSTEM by Donn Denman Race harness: ..... . ....... . . ... 1.03 Speed kir: . . .. . .. . . . . . . ........ 1.03 Wing loading: . ... 1.16 penalty for each lb./sq. fr. above 1 Single-surface guder:. . . . . . . . . . . . none Spore-class glider: .. ....... . ..... 1.35 High-performance kingposred: . .. . 1.65 Topless glider: ........ . . . . . ... . . 1.75 Hybrid wing: . ....... . .. . ...... 2.00 Faired Swift: ............ . .. . ... 2.50 Ar the start of the competition we weighed in with all our gear and then weighed our gliders. We quickly cranked our handicap numbers which ranged from 1.110 for a 205-pound pilot on a Double Vision to 2.78 for the Swift. Nore that the high-aspect-ratio gliders like the Swift get hit for both glider class and a very high wing loading. The Swift had to fly rwo and a half times faster than the Double Vision, and it very nearly did, averaging just under 60 miles per hour. Although our system was somewhat elaborate it's easily implemented using a spreadsheet program on a personal computer. We punched the numbers imo the PC about rwice a day and primed our standings so competitors knew how fast they needed
So that all contestants co uld race in one class, a handicap system was used. Although this system was used for the first time this year, it proved to have potential with the some tweaking. All pilots would be racing for one purse. Handicaps would be based on glider LID, accessory equipment, wing loading and pilot rating. We were blessed with three days of excellent racing winds of varying directions and velocities. We had a great barbecue near rhe clubhouse and a great time was had by all. We look forward to hosting ano ther race in rhe spring of 2000 and we promise that ir will be Y2K compliant. Thanks to the following organizations and people who dona red items, merchandise and their time and energy:
to fly to m ove up in the ranks. Lower-perfo rming gliders had a slight advantage, bur obviously had a more narrow range of acceptable flying conditions. This restriction had a clear impact o n Ken Brown when he was unable to fl y his single-surface glider due to strong conditions which closed down launch. We were very happy with the outco me, and rhe han dicap fo r glider class worked extremely well . If you look at the top six competitors yo u'll see that we had rwo single-surface gliders, a Sport, a high-performance k.ingposred glider, a topless and a Swift. Everyone seemed to like the system and we were really eager to see rhe race live on. (We donated the maj ority of the prize money to nexr year's event.) I think rhar rhis idea may become popular for more than just ridge racing. T here's no reaso n why handicapping can't work well for X-C and it has been used to good effect in spot-landing contests. W ith the growing populari ty of laptop computers, we have the power to develop more elaborate scoring systems, which in turn can give novice pilots, and owners of sport wings, a chance ro seriously compete. •
USHGA W ills Wing US Aeros Moyes America Sky Dog Publ ications Rob in Taha (donated his redtail photo for the awards) Mission Soaring Cem er (displayed their Virtual Reality Flight Simulator) Race Organ izers D ave Ruiz, M ike Ca rlyle, Alan Sakayam a Launch Direcror and assistam Eves Tall Chief and wife Denise Pylon Judges Ray Rowen, Rafael Lavin, Gene Foley, Larry Carpenter Timekeepers Sharon Jokela, Jack Fin es Race stats/computer man D on Denman Barbecue man ick Demay All contestants who par ticipated! •
41
Flex Wings Versus Rigid Wings TEST FLIGHTS IN THE EXXTACY AND ATOS article and photos by Patrick L. McLaughlin Been there, done that. Like a beer left out overnight, hang gliding had simply lost its fizz. However, with the new class of rigid wings it's like someone just popped open a sparkling bottle ofchampagn,e. Lets go fly!
Felix Ruhle perfonning an inspection ofan Exxtacy
L
ate chis spring I had the opportunity to fly the small Ex:xtacy (137 sq. ft.) and then a few weeks later, the Atos (145 sq. ft.), both in very similar flying conditions. The wing areas of d1e rwo were matched closely enough for reasonable flight comparisons. The first flights on bod1 gliders were in light, then in ramer strong conditions. I am a Hang N recreational and X-C pilot with about 1,000 accumulated flight hours. I weigh about 170 poLmds wichour harness and equipment. I currently own an Airwave K5 and fly many ocher gliders when I can. 42
After attending SLm 'n' Fun I stopped by Wallaby Ranch just before the Wallaby Open was to start. There where more Exxtacies man I thought existed. Ken Brown was showing the "Ixbo" which looks very much like an Exxracy, but with different rips and other improvements, mostly in the main airframe, and Jim Zeiser of Pendulum Sports was hoping the E7 from Germany wo uld show up soon .
(See JZ's article on the El in this issue. Ed.) The day before rhe start of the meet the Atos arrived. Its looks alone acted like a
powerful pheromone, drawing the most attention of any glider there. I told Dave Sharp char all I could think about was my few flights in the small Exxracy a few weeks before in Salt Lake City. Dave commented chat the Atos would be in Salt Lake in a few weeks and that I should come our and fly it. During chose few weeks all I could chink about day and night was flying that glider. Once my rum came up to fly me Atos I mer Dave at d1e Altair factory in Draper, Utah. Altair is the U.S. distributor Felix Rulue selected for the new glider. Felix was there, offering instruction to the Altair crew about how to make repairs to a D-tube. T hey had been taking rums whamming a ball-peen han1mer into the top of a sample length of D-rube. The repair lesson was very interesting, and except for superficial appearance, me example repairs exh ibited no transition roughness, bwnps or blemishes; it was just as smood1 as the untouched part of rhe 0-tube. You could run your hand across the repaired areas and feel virtually nothing. A carbon-fiber section seemed to have been fused into the D-tube with surgical precision where a craggy, shredded, rippedup hole had once been. "How did they do chis?" I wondered. I watched and learned, bur will leave a description of me simple and easy repair steps to another author. Such an article wo uld be well worth readmg. Those who had the job of whamming me hammer inro the D-rube said rhar it sometimes took as many as three blows to achieve breakthrough. This gave me more confidence in the ruggedness and reparability of the most expensive and exotic part of a fixed-wing glider - me D-rube. It should be mentioned char the Atos D-rube has a foam core, which allowed Felix to make the Atos a bit lighter than d1e larger Exxracy. The new class of rigid wi ngs are very impressive in their elegant design and the ease wim which they handle and fly. The D-rubes are comprised of a spar and a solid leadi ng edge. A set oflarge, aircraft-like wing eyelets at d1e nose allow for pivoting and connection to the center frame. The spar, which is located mostly parallel to, and a.bout five or six inches behind the front airfoil D-seccion, provides me majority of cantilever strength. The D-secrion of the D-rube contributes structurally by resisting twisting forces. T his structure H ANG GLIDI NG
affi:ircls torsional strength and acts like a "quill-shafi:" wheti loading dynamics come into play. One would have to hit very hard w cause damage rn rhe spar. My quick analysis of the structure suggests rhat a lot of damage would have to be done to the D-tube front area before any structural fail-me would occur. (A case in point was JZ's midair.) Afier the sample repairs were completed and the D-rnbc set aside for the epoxy ro um:, I questioned Dave as rn why they were hitting rhe n-tube on the top surface instead oft he front porrion of the leading edge (the apex of the "l)"). I le said that rhey didn't think much about duplicating a typical crash; rhe test method was just for the sake of convenience and safety. The [}-tube needed to be firrnly held in place or it would fly off undamaged Iike a watermelon seed afi:er a slightly offcemer hammer blow. It seems that this light, plastic--likc part is much stronger than ir looks and feels. I commented, "Most pilot, who whack will hit the from of the D-tube, not where you're hammering." ] ,ittlc did I know that later 011 l would provide a reallife example.
SETTING UP lr w;1s very light, coming in at about three to six mph at rhe North Side of Point of'
the Mounrnin in Draper, Utah, and small
provided the impcrus to set up. Atos setup is very similar to that of the Exxtacy wirh one big exception: The control sur-· faces of the Atos arc already on the wing. Once one is acclimated to the ser-11p procedure it is an easier job than setting up a typical flex wing. The hardware is every bit as good as one would associate with the price tag. The fcx1m-core, carbon-fiber main ribs sirnply pivot our from the small hinges on the D-tubcs and hook in with nifty over-center cam gizrnos sewn into the trailing edge of the sail. Nothing protrudes out of the rear where the ribs terminate. A small, keyed altlminum tube with a folding, pre--conncc1ed rib plugs imo the end of the D-mbe with abom a 30° rear sweep. This last rib is allowed to pivot up and down on a small track cut into the keyed tube. I believe this is to allow ir to move with rip washom adjustrncllts that arc made by m<W·· ing a key around the circumference ofthe tube. Quite clever. The final tip-tube is flexible. It connects to rhc end of 1he keyed tube, flexed back, then secured ar the tip to rhe fabric typical of many gliders. Sll'TEMGJR 'I 999
,',;1oi/erons rm the !ltos befim Dave Sharp painted thcrn white.
FIRST RIGHT ON THE ATOS Upon picking up the Atos, in Ii.di dress, it seemed to weigh and balance rhe same as the small Fxxtacy. Ir was gelling late, so rather than waiting for more wind I decided ro take a sled-ride. \X!irh about 15° of flaps I decided to sec how she launched in nearly no-wind conditions, and just for fun l started a slightly longer nm than nor· ma!. lmmcdiarcly the wing trimmed out and lifted most of its own weight. With only minor roll adj11stmcnts required during the nm I became airborne more quickly than expected. Once in the air, just !erring the glider fly, I quickly fc1und myself about 125 fr,et over launch as I flew wesr-ward down the bench. Turns were very nice no surprises, adverse reactions, delays, overshooting, or any other undesirable characteristics some pilors said they thought rhe Atos might exhibit. I pushed our to test rhe sink rate which felt much like that of the small Exxtacy both better rhan any flex wing glider I have flown, The higher aspect ratio of the Atos did not result in any socalled sluggish response as some predicted it might. In fact, with the bar pushed our, flying
slowly, it fclr much like a recreational glider. Some flex wings launched shortly after I did but stayed abom 50 to 75 feet below me. I was the cherry on top! Afrcr about 30 minutes of doing a bread 'n' butter nm on rhc bench ir all shut down. The flex wings landed first and then I made a near no-wind landing, While on flnal with rhc flaps folly deployed I noticed that they did not proviclc the same effectiveness in reducing glide as they do on rhe Fxxtacy, bur rhc flare window seemed every bit as wide and predictable as that of the small Exxtacy. In focr, I had a hard time telling rhc two apart, I would say, however, that I rhink rhc Atos has a slightly better glide and sink rate. A few weeks prior I had made my third Exxtacy flight on the South Side in very similar conditions, but the wind was too light and I made only a li:.'.w passes before sinking m1r. l )uring my approach I made a few close-in 270° and then 180° turns before rnrning on f-inal, then (idly deployed the flaps. I landed with what I can only characterize as close ro the case and dis-· tance consumed when flying a recreational-class glider. The myth that these heavyweight rigid wings arc unaccommodating or difficult in tight maneuvers didn'r seem to be true. ( ;ramcd, if you don't follow through wirh a good approach or try ro mush in, you and rhc arc gonna get hurL ln light bur good conditions during my first Exxtacy flight on the South Side I fciund myselC higher than everyone else. (Needless to say, mine was the only rigid wing 011 the hill.) J pulled up rhc flaps and zipped effortlessly over to a potentially soarablc area that is normally only acccssi-
43
IMPRESSIONS After my first light-wind flight on the North Side J decided that l needed some airtime in stronger conditions, and the next day provided just that. Dave sharp asked that I conduct a series of flight rests on rhc Atos and give him some feedback, so J decided not to just take a joy--ride bur perfrirm as many rests as I could think of: The following is a summary of my impressions of d1ese two incredible gliders.
ply move the bar in the ,ippropriatc direction to keep the wings level. I( there is enough wind (two or more mph) the spoilers do the job that would otherwise require your weight. Jn no wind it fr:cls like any other glider. What about loose wires? The side wires on these two gliders don't feel any looser than those of a high-pcrlc.)rmancc flex wing with a kingpost. In fact, l believe that many topless gliders have more wire slop on the ground than these two rigid wings. The wires were set a bit looser 011 the Atos I was flying bm they can easily be adjusted to meet a pilot's needs. In big air, if the wires arc mo tight, turbulence can cmse your body to 1rnintenrionally deploy the spoilcrons. Yon don't want that! ]('they arc too loose, rhc b;u has a center slop (dead) zone. ln time, however, you won't notice this much unless you arc ridge soaring in smooth conditions. 'T'he mechanism of the side spoilcron wires allows 1wo very important fimctions for a rigid wing: 1) They arc pulled differentially (about three to four inches) to provide diff<.'.rernial dcploymenr of' the spoilcrons with familiar weight-shifting techniques. 2) At some point afrcr the spoileron has fully deployed, another one or two inches, the wire hits a solid stop up in the spar, keeping the bar from rolling over into the wing. This is just like a sran-dard flex wing.
GROUND 1--IANDLJNG The effective pitch action of a flex wing is almost always a second-order effect, bm roll, because of dynamic loading effects, is somewhere between a third- and fourth-order response to pilot input. During ground handling you need to put your weight into t·he control bar of a flex wing in order ro keep the wings level. The effective control ofa rigid-wing glider is a second-order cflcct in all axes, in flight and on the ground. For the most part, I have frmnd that with both the Atos and Exxtacy all you need to do is have good ground-handling posture, keep the pitch angle normal ro the wind, and sim-
LAUNCHING Because a rigid wing docs not react ro loading as a flex wing docs, launching becomes a real treat and a confidence builder. Unlike a flex wing, the static (ground) and dynamic (flying) characteristics arc cssenrfr1lly the same. '] 'here arc many flex wings that cxhihit nearly the same kind The nifiy over-center, cam-lilee rib connectors sewn into the smi (shown of dynamics, but the here on the 1.xbo) are very mu.ch lihe those ofthe !ltos.
ble if conditions provide lift all along the way. (In most aircraft wi rh flaps, pitch trim is affected by flap-setting changes, bur this is nm the case with the Exxtacy or Atos. The airfoil changes, which causes the glider to speed up or slow down, but pitch remains the same a much-needed attribute.) I zipped back to the ridge after testing the area, pur the flaps back to the I 5° setting, and quickly became rhe cherry on top again. The small Exxtacy docs indeed have a great sink rate!
44
characteristics of' the rigid wing yield much more control. Let's admit ir, the mean age of footlaunch pilots is well over 40. I 11 fact, many pilots I know are in their late 40's and early 50's. We would like to keep flying, but with work, family and responsibilities we look for excuses not to fly :1hot11 as much as we do to fly. ·!'he latest rigid wings offer a new performance challenge as well as an overall wider safety margin new excuses to go flying! NORMALFUGHT The flight characteristics of a rigid wing are different than those ofa flex wing, requir-ing more conventional aircraft-like piloting tcclmiques. For starters, you must allow the glider to fly. You can't muscle rigid wings around in tight (/for) turns like you can many flex wings. 'J 'he best way I can describe this, for those who don't have sailplane or general aviation experience, is to compare it with snow skiing: don't do skidding turns; carve your turns. TURNS AND THERMAUNG Turning the Fxxtacy and Atos arc very similar. As long as your rums are coordinated you can indeed bank it up and make right circles in small thermals. Side-slipping in turns is not an issue; these gliders seem to be intrinsically stable, even in big air. Jn fact, because of' the conditions in which l was flying I had to place the Atos in several high-banked spiral nirns to get down, and 1 found it easy ro select a spiral or slip that resulted in about a 600 fr./min. descent rate. Just to demonstrate to myself that these rigid wings turn as a result of the effect of the spoilcrons rarhcr rhan weight
HANC CLJDJNG
The Atos rliways dmws a crowd. shifting, I held the b:ir in a fixed position and executed turns hy mgging 011 the side spoileron wires. I perfrmncd normal, slow, wide turns, and fast, steep turns ar diffcrellt speeds and with various flap scnings (bur mosrly l In both gliclcrs, the more the flaps were deployed the c:1sicr ir was to slow dowll and do tight turns withom banking up so much. '!he Aros seemed to spiral into a turn a bir with fidl flaps, requiring a small arnoullt counter-control, hut nothing rhar caused any concern. 'J 'hc conditions this day were quire strong, rnakillg it some· whar difficult to get a read on the glider's true flying characteristics after ftltcring om condirion-induccd dynamics. Lower airspeeds require greater control--surfacc movement than higher speeds, and this becomes very impona111 while doing tlllCO· ordinated tight mms in a nasty 1hcrm:1l where the inside may lie flying quite slowly cornp:ircd to the outside wing. ] Ian· dling difficulties will ensue if flex wing like control actions arc med inadvcnently. I hooked countless thermals dming this .3. 5-hom flight, and found thar J had the ability ro hook into rhe cores almost imme·· d iatcly. Ir was easier to get i11 to and stay in thermals than in my flex wing, mostly because weight shift is not required. The Exxtacy and Aros arc very similar when it comes to rhcrmaling, bur the Exxtacy h:1s a more stable feel while the Atos seems a bit more reactive to conditions, most likely due ro the difTcrcnce in dihedral and span. (In rime, I l<.:it that the Atos gave me a conncrn:d feeling with the air. At rimes I swear l could "feel" thcnnals a frw wing spans away.) Working thermals that were nor
or
SFi)TEMllFR I 999
chewed up was very easy; just fly inro rhem, turn and center. Once again, small foedhack signals from the wing allowed me to make fine co1Tcc> rions early before: rhe glider started to foll out of the thermal. Flex wings allow a pil0110 flar--rurn or otherwise muscle the glider into maneuvers that suit the moment, bur a rigid wing doesn'r lend itself to these tech· niq11es. It has ro be flown more like a convention:11 aircrnfr nice, circular turns. The glide and climb pcrfonnancc, howev-· er, more than make up frir any lift lost while working small, rarchct-like thermals. Once :icclirnatc:cl to rhc glider and the con· ditions, it was obvious that the Exxtacy and Atos out-climbed, out-glided :md outsank the state-of:.the-an topless flex wings with which I was flying.
GLIDE The LID of' the Atos is indeed very impressive. I rnadc it over to Draper Ridge just below [ ,one Peak three times just on the glider's the glide performance, then I would come back ro rhe l'oint or Potaro l lill and rework the thermals to get high and do it again. Until the wind calms, ir tends to blow aro1md Draper Ridge rather than over it. Just when l thought I had it, I would thrown off the mountain in rrashy 1,500 ft./min. sink, bur rhe glider retained its connected and stable /<.:cling. Each time I would head back, flying fast with the keel bctwcrn my and the /laps hilly retracted. (It dawned on me that om: could get into a lot of trouble assuming that rhe nearly two-fold increase in glide over a /lex wing could enable you to go almost anywhere and get hack.) Would I or could I have done this in my flex wing? I don't think so!
III GIT-SPEED I:UGJ IT 1 would put horh gliders in a relatively fast trim mode. While doing so, I could place my left hand in the ccnrcr of' rhc hasctubc, reach over with my right hand, peel hack the rnff of' my flight suit and take a good gander at my watch --- all this without pitching up or down, wanging over, losing spc:cd or departing from my desired heading. I had 110 airspeed indicaror, hut gaug-· ing from the wind noise I would say I was flying about as fast as 1 ever have in any flex wing, with speed to spare. What was missing was yaw instability and a tendency ro I )mch--roll. Over and over again I flew as fost as I dared, without even a him oChighspccd oscillation. (While watching the acrornw operations at Wallaby I noticed that almost all the flex wings yawed on tow, hut none of the rigid wings.) The has only about a third rhc pitch pressure of the Atos at similar speeds. When compared to flex wings, rhcsc two rigid wings have impressive glide performance rhroughollt a wide speed range.
I performed several non-·aggrav:ned stalls in the Atos with various flap scnings. At normal cruising speed, in straight and level flight, I pushed the har om progressively umil rhc aircrali stalled completely. Because of the strong conditions J felt that this was all I should do at rhc time. Pushing the bar out with a 15° flap set· ring (thought to be the all-around best· glide setting) resulted in a very prcdicrablc, nrnshy feeling jusr before stall. The glider would foll through with modcrarc rotation and a slight dive. Recovery was quick, eating up 40 to 50 leer of altirndc before the glider resumed normal flight. With a 27. 0
a c_·
'·Ll
ration, has about a I 0: I glide. The small Exxracy is said to hnve about a 6: 1 glide. After landing the two I think this is not far off. Any high-performance glider will require a pilot to think carefully about his appro;ich in order ro safely touch down. The flaps on the Atos and Exxtacy arc a welcome help on final.
to 25° flap setting, stalls were less abrupt and a bit more predictable, requiring the bar ro be pushed om more. Recovery was quick, consuming 25 to 40 feet. The foll-· on flap scning resulted in a kind of'pitchpositive, falling mush mode. At Ll1is poim I thought about trying a turn, but instead decided to stick Lo my plans. I had to push olll much more and in a slightly abrupt fashion to induce a stall break, otherwise l believe the glider might have just continued to "rnush" indefinitely with the vario reading 500 to 600 fi1m down. Recovery seemed to consume only ;ibout 20 or 30 foet of'alritude before normal flight resumed. Stalling the glider with the flaps in the folly retracted position resulted in classic buffeting just before a rather abrupt stall onset, then rotation imo a moderate dive. Recovery seemed to require nbom 60 to 75 focr. I held it through the dive a bit longer nfrer my last stall ;ind the glider went through what felt like a series srn;il] bumps about one to l. 5 seconds apart. Feedback thro11gh the control bar indicated that this was coming from the glider and nm the sky, and I rcrnernbcred a similar bump-like effect with the Exxtacy, but during a level, fast, speed nm. I can only speculate that the top or the wing may have produced a low pressure area or nll'hulencc where the spoilers may have come up and then flopped back down. This caused no real concern or control issues. All stalls resulted
46
in a straigln-tl1rough break without any tendency Lo yaw or t11rn; I was ;ible to perfrll'm these stalls while centered in the control bar.
OTHER STUNTS Since the Atos has spoilers T thought it might be interesting to deploy them at the same rime and sec what would happen. J thought about this fell" a while and figured that the nose would pitch up because of spoiled lifr afr of rhe CC, with a resulting glide reduction. I tried it and the nose came up, but f co11ld not detect any reduction in glide. During a second try I compensated for the pitch-up, keeping it level while deploying rhe spoilers simultaneously. l couldn't initiate turns and rhe glider did not seem to sink. Perhaps this test should be perfi:mncd in calm condirions. LANDING Landing is rather straightforward bur with a hell of'a lot more glide in the pattern than when flying a flex wing. I turned a lot and waited until I was 011 linal to deploy foll flaps. Actually, depending upon conditions, foll or partial deployment or the flaps can be done at almost ;iny time in the pattern. I guess my power training is ingrained. I fciund the Exxracy and the Atos to have a very similar flare window, and a wide and generous one at that. Dave Sharp told me that the Atos, in frtll.-flap con/Jgu-·
CRASHING Afrer flying the Atos all over the place for about three and ;i half' hours J got a bit cocky, and folt thm I could land on the bench, even with the wind howling. Not heeding visceral warnings to land in the I ,Z below, I figured thar once J was lined up on fin;iJ all I bad to do was pull on the flaps, pull in and rouch down. However, the wind w;is coming straight in and was very strong, greeting me with lots of turbulence. In addition, in turned out that there was no real option to perfr.mn a decent fo1al without setting up much forther back. This I didn't do and came in too high, as I would have when flying my flex wing. So rhcre f was, getting bumped around, eating up what little run-out 1 had, and running our of' options fast! J was righr behind some parked cars and flared (more like stalled) 20 or so feet above the ground in order to avoid hitting them. With arms outstretched the Atos got bumped one last rime, then abruprly spun in to the left on the din road. I spun around like a human wrecking hall, crashing through the right downtuhe. The right wing bit very hard on a brim in the road all for Dave Sharp, John I Iciney ;ind many others ro witness with incredible clarity. I was, however, physically unlrnrr. What's your most embarrassing moment? REPAIR At rhe Altair shop the Atos looked very impressive with the sail removed. I studied it, realizing that rhe fr1mre is here, and wishing J owned one even more. The sail rook no more than a couple of' minutes to remove. Being an engineer, I savored the opportunity to help with the very simple te;ir-down, examination and repair of the glider. We all went over the glider wirh a fine-tooth comb, finding the damage I caused and a few previous repairs to the D-tube. I was rold rhat someone else had taken out both tubes some time before. And ir had flown so well, w straight! Dave Sharp was suspicious about an area along the apex of rhe [}-section where HANC CLIDINC
... fir.~
Brian Porter and his Utopia.
it hit the brim in the road. Detailed examination revealed lateral separation of the carbon fiber and crushing of the inner foam straight along the apex of the D-rube. Making me feel somewhat better, Dave commented that this presented an ideal opportunity to perform a real-life repair of damage resulting from a real-life crash. The extent of the damage was inventoried and a plan for the epoxy mending process was immediately instigated. The material removed equaled in weight the material replaced. Thick polyester (mylar) forms were used to contour the repair into the D-rube, and the damaged area was soon just as smooth and strong as before, although cosmetically different. You might chink char after repairing a D-rube a glider might not fly the same, or might be heavier on one side, but I can testify to the fact that this need not be the case. If a repair is planned and executed with care, almost any type of damage can be mended without any structural penalty or residual aerodynamic effect. A week lacer Dave called from California co say that the Atos was fine and flying just as well as it ever had. CONCLUSION In the early l 970's Ed Goss showed me how co make a small paper glider chat got a glide of more than 20: 1. It had co be cur symmetrically with a high aspect ratio and just the right amount of s"".eep and SEPTEMBER 1999
washout. The shape of that paper glider and its performance were fo rever engraved in my mind. Interestingly, the Acos has nearly the same shape, aspect ratio and glide performance of my much-admired and remembered paper glider. The future is here! From my experience flying the Exxracy and Acos I would say char the Exxracy could be classified as an entry-level rigid wing, while the Atos is a competition-class rigid. Because of their performance, and ease of launching, flying and landing, existing and yet-to-materialize rigid wings deserve a lot of attention, although piloting skills and judgment rake on a whole new mearung. If it sounds like I'm biased in favor of rigid wings it's because I guess am. I've been flying flex wings since 1973, and in recent years have seen very little change in fundamental design and only modest improvements in performance. I'm ready for the next step. The new class of foot- and aerolaunched rigid wings has the potential co rejuvenate interest in older pilots and provide an excellent alternative to moving up to sailplanes. Many thanks co Dr. Heiner Biesel for allowing me to test-fly his small Exxtacy. Thanks also go co Dave Sharp and Peter Radman of Altair for allowing me and others to fly the Atos. Finally, my most sincere thanks co Felix Ruhle for making the Exxtacy and Atos a reality. •
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... hang gliders, airplanes, paragliders and the exxtacy. For all pilots who dream our dream of flying!
FLIGHT DESIGN
North American Paragliding, Inc. Post Office Box 4 • 111 East Fourth Ave. Ellensburg, WA 98926 USA email: na pi @eburg .com • www.fun2fly.com PH: 509.925.5565 Fax: 509.962.4827
1.800. 727 .2354
Rigid
ings: Part I
SPINS, SPEEDS AND SAFETY © 1999 by Dennis Pagen
48
B
ecause flex wing hang gliders are very resistant to spins and have a wide margin of srrucrural integrity, most hang glider pilots have nor been trained to avoid spins, and may nor even be aware of the dangers. It is in order to remedy this situation that we offer this discussion.
The recent resurgence of board wings is exciting. The p erformance increment they offer is opening up new vistas for econ omically endowed pilots. Transitioning to rigid wings ftom the realm offlex wings appears to be easy enough for most pilots, however, it is quite possible to miss some important concepts along the way. Ignorance of
HANG GLIDER SPINS A spin occurs when only one wing of an aircraft stalls. This usually happens when a pilot slows down too much in a mm. The stalled wing creates a great increase in drag and a subsequent loss of lift. The result is that the stalled wing retards while the other wing rotates rapidly around it. The spin will normally continue unless the pilot does something appropriate to stop ir. A spin can rake place with the wings fairly level (a flat spin), like a maple seed whirling to the ground, or the bank can be steep with the aircraft in a very nosedown attitude (a rail spin) . In the first case the descent rate is fairly low, and many pilots have survived flat-spin crash landings. In the latter case, crash survivability depends on rhe influence of yo ur guardian angel. Which type of spin you experience depends on yo ur aircraft's configuration and how yo u entered the spm. A flex wing hang glider is very difficult to sp in. The reason is that all the washout (twist) in rhe wing keeps the outboard portion of the wing ar a low angle of attack. The rips don't stall readily. (Typical hang glider rwist is 12° to 15°, while it's about 3° in a sailplane or airplane.) Most hang glider rigid wings have twist similar to that of sailplanes. Why nor give them more twist and be done with it? The reason is that the wing's rigidity would make them very poor performers at higher speeds, because, un like flexible wing tips, these wings would nor reduce their twist as rhe glider's angle of attack is lowered (that is, at higher speeds). Thus, rigid wings spin more readily than flex wings. The problem is that, unlike pilots of airplanes and sailplanes in general, we often fly hang gliders close to the terrain, frequendy scratching to get up after launch. Conditions in these simarions are normally turbulent as the air rolls up the slope, punctuated with thermals. Turbulence is a culprit in accidental SEPTEMBER 1999
these concepts can threaten your life. We are speaking of rigid wing spin behavior and Vne limitations. spins because it can cause one wing to stall by increasing its angle of attack with an upward gust. SPIN HISTORY There is a long history of rigid wing use in hang gliding. What can we learn from this? All the best-known pilots who flew the Mitchell Wing as a hang glider spun it inadvertendy. Ir is still being flown as a powered ultralight and its spin behavior has been thoroughly explored. It likes to enter a spin with little warning and spin steeply no matter what the comrol configuration, according to pilots I recently interviewed. On the other hand, the Icarus V, the Easy Riser and the Fledgling were fairly spi n resistant, although they would spin nicely when provoked. Why this difference? There are rhree additional design factors besides twist that affect spin characteristics. They are sweep, raper and airfoil distribution. Sweep (angling back) in a wing promotes spins because upwash form the inboard part of the wing increases the angle of attack on the trailing outboard part. (You can visualize this phenomenon by imagining a wing in from of two smaller wings behind and outboard. The upward-flowing part of the leading wing's rip vortex would meet the trailing wings and increase their angle of attack.) While the physical rwist of a flex wing may be 15°, the virtual aerodynamic twist is much less due to the sweep effect. Taper promotes spins because it increases the local loading our at the tips. In effect, if the chord of a wing gees smaller at the tips, the airfoil is working harder. For chis reason, the airfoil can also make a difference. A thicker airfoil in relation to the chord length at the rips helps reduce spin susceptibil ity. Ir is
interesting to note that we could easily spin standard gliders in the early days due to all their sweep and taper, despite their huge helping of twist (20° or more). One design with a righ ter sail and long, pointed tips was called the Wind.l ord, but it quickly earned the nickname "Spinlord. " With all this in mind, why do they sweep or taper our wings? Sweep is important for pitch stability in a flying wing. (Flying wings with li ttl e or no sweep must rely on other dodges such as lots of reflex as in the Marske Mo narch and Backstrom wings, or negative elevo ns as in the Mitchell wing.) Taper is usefu l for performance. The most efficient planform is an ellipse, and a tapered wing simulates an ellipse witho ut the fancy curves which are hard build into a leading edge D-rube (note that the latest sailplanes have multiple straight lines to simulate this curve). A non-tapered wing (affectionately known as a Hershey bar, such as the Exxtacy's) is spin resistant, but involves a weight, loading and possibly a handling penalty. It is interesting to note that the E7, essenrially an Exxtacy clone with a tapered wing, has at least as much performance, reportedly quicker roll response, and weighs nearly 15 pounds less. In view of the above we can comment on the spin characteris tics of the current crop of rigid wings . T he Exxtacy and its exact copies are fairly spin resistant, although yo u can make them do it. I have heard of no inadvertent spins occurring, although I'm sure they may. The E7 with its tapered wing should be a bit more susceptible to spins. The Swift has been spun unintentionally and the Millennium may do so as well. Both of these craft are somewhat swept and tapered with low twist. The Atos isn't too tapered
49
but will spin like any sailplane if aggravated.
SPIN DEl7ENSES AND RECOVERY When you arc in a spin you arc om oF control and can go nowhere unless you stop the spin and resume normal flight. The main d;rnger of spinning is, of course, hitting the ground. Spins s1ill acco11m /c)r a large percentage of fatal accidems in both sailplanes and airplanes. It is important for those of' us flying rigid wings co know enough about spins and spin recovery ro prevent the same statistics in our sport. One of' the most dramatic rhings that happens in a spin is clisoriemation or vcrrigo. When I first started doing spins on my Sensor years ago, l noted how quickly the effects of vertigo build up. The reason for this is that a spin tends to rotate you around more quickly than even a very tight 360. Dr. Fred De Lacerda writes a column in Sport Acrobatics magazine ilhnninating this and other subjects concerning human physiology in dynamic flight situations. Much of this material is summarized in our book Performance Flying. l expect that a good number of spins continue to the lif'e-threatcning st::ige due to complete disorientation of the pilot. I have witnessed two spins of hang gliders that went 10 the ground. Both pilots rang their bells hut dusted themselves off and said essentially the same thing: "] didn't know which way was up." Neither pilot changed his control posit-ion of holding the b;:ir out, so profound was the disorientation. The FAA no longer requires spin practice for acquiring a pilot's license. The reason is that too many fatalities were occurring, despite the fact that the spins were expected, pilots initially had ample ground clearance, and ofren instrucrors were on board. 'fhe United States Ultralight Association requests spin entry recognition and recovery, hut not spins for this reason. Within the last decade or so the gurus of acrobatics (airplancs) have revised the spin recovery techniques recommended for all pilots. The old standard, "stick forward, opposite rnclder, level wings" was resulting in excessive recovery speeds or "over the top" spins too frequently. Now the technique consists of stopping or slowing the rotation with opposite rudder control
50
before applying forward stick. Besides vertigo, what else can go wrong in a spin? One thing is ovcrbanking. At least one flex wing has gone upside down, and I watched a Fledgling go well past vertical in a low spin. The cause was the pilot initiating too vigorous a spin so the inside wing was severely stalled while the outside wing whipped around at a high speed and high angle of arrack. But the biggest spin problem is not enough altitude to recover, as is die case when scratching low or, for sailplanes and airplanes, during landing scrup. When a spin happens at low alrimdc rhc tendency is to try to pull the nose up soon, since it t·cnds to drop radically in most spins. or course, any noseup control only dcepcm the spin. The best way ro avoid spins is to recognize rhe situations in which they occur and how they foci. Spins occur when you arc !lying slowly in turbulent conditions or you arc in a shallow-banked turn (300 or less) and slow down 100 much. Spin prevention consists of maintaining a hit of extra insurance speed when soaring low, and when thermaling in a tmbulcnt thermal. 1n addition, you should know the glider's signals of an incipient spin very well. These signals may include a "sticky" wing feeling (the inside wing wants to retard), a harder push--back of the basctubc or pull-fr)rward of rhc stick, and buffering of control surfaces. Some crafi- may give no oven signs. Spin recovery consists oflowcring the nose in most rigid wings, since we ofrcn have no direct conrrol over yaw, except with tip rudders. However, a word of warning here: Do not lower the nose roo much or you introduce the possibility of structural damage. 1 know of two rigid wings rhat have su ffcrcd such a calamity and doubtless there have been more. Generally, returning the control bar or stick to the ncmral trim position is all that is required to clfcctivcly stop a spin in hang gliders and airplanes. It seems reasonable to me that rigid wing manufacturers should publish the spin characteristics and recovery methods for their wings. Also, it seems reasonable for rigid wing pilots to explore the spin charactcrisdcs of their wings, but nor on a cisual basis such as under the urging of another pilot who is not an instructor wirh extensive spin rraining. This article is certainly nor sufficient to train you Lo
do spins. Perhaps rhc safest route is to take spin training in an acrobatic airplane with a competent pr;icritioncr. You will learn how disorienting spins can be and how the entry and recovery Feels. Herc arc two safety addenda: First, we should note that ·1cim Knauff: one of the sailplane pundits, teaches pilots to use liS' bank angles for landing approach turns in order to prevent spins. ln a 45° turn there is a smaller speed differential between the inside and outside wings so an inadvertent stall is less asymmetrical. fn addition, it takes much more control fr)rcc to stall in such a bank so an unin tended stall is less likely. On a flex-wing hang glider, at lcasr, yon will find it impossible to spin in a very steep bank. Second, we should rake a lesson form the paragliding world. These wings will spin readily (a bit of taper and very little washout). I have seen rhrce of them spin in a gaggle during competition. One wcnr ro the ground and was fatal. The others ended up under a bloom of Nylon. All of them were unrccover;:ible. One l didn't sec ended in a midair with a double fatality. ft seems to me rh;:it if spins occur with any regularity in rigid wings, then they should be separated from flex wings in competition. l enjoy flying a flex wing with rigid wings, but not in the death--threat gaggles ar start gates. The two types of hang gliders arc different enough that thcrmaling circles don't exactly coincide. Many rigid wing pilots do not bank as steeply as flex-wing pilots bccanse rigid wing tips do not wash out so they can't be slowed as much in steep banks. We have already had one midair between a rigid wing and a flex wing. prevent more I suggest that meet directors run separate start gates few rhc two classes, just as they wou Id if paraglidcrs and h;:ing gliders were competing togct her. Spins arc here to stay, because in our quest for better performance one clear design path is rigid wings with aerodynamic controls. Such configurations allow performance-enhancing aspect ratios and cleaner wings. So we had better start educating ourselves about the causes and prevention of, and recovery f1·om spins just as pilots in the sailplane and airplane communities do. This article is one small step in diat direction.
·re)
Next month we'll look at Vne speeds. Ill HANC GIIDINC
ifieds HANC: CUD1NC ADVISORY Used sho11ld always he disassembled before /lying for first rime and inspected carcf,11ly for farigucd, bent or dented downt11bcs, rnined b11shings, bent bohs (especially the heart bolt), rc-·uscd Nyloc nms, loose thimbles, or rnsted cables, rangs wirh non-circular holes, on flex wings, sails badly rorn or rorn loose from their anchor points 1ron1 and b,1clc on rhe keel and leading edges. Jf in doubt, hang gliding l)l[sinesscs will be happy 10 give an opinion on the them to inspect. condition of' equipment you Buyers should select equipment that is appropriarc for rheir skill level or rating. New pilots should seek pro· fossional instmction from a USHGA CERTIFIED INSTRUCTOR.
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52
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SlJl'F.RSl'OJ(l' 1li'.l ·- Fxcellcnt condition, hot pink & magenta, <55 hours $1,000 OBO. (9;0) 925-5510, skywog(t1lro(nc1
SlJPERSPORT 15\ ton yp(Dco .pit kln .CO.\ IS
Make offrr. (970) 92'i-8669,
SUPERSl'ORT 1 'i:l Supernc,ll custom sail, very low hours, WW /in included $2,100. (Ii I Ii) iiTl-8800, br:1cl((t)hanggliding.com
HARNESSES Al RTIME I 11\RNESS COMPANY NFW FOR 19')9! Jct.stream II $725. The fit and comfort or the Jctsrream has been improved with the addition of· a sint;lc·-~nspcnsion hackfrarne and slidn to eliminate dng. Li/,er $(,<!'). Our more llcxihk I.a/er harness retains its original fratl!rcs. Colltacr Airtime f Iarncss Company, (92S) li/i7-(,2.75, www.airrime-harncss.corn
& orange undcrs11rfocc, excellent condition, l 00 hour:,, i2,200 ClBO. ('i05) .'lliYJS2:l Albuqll,TCJllC.
MOYFS XTRJ\I.ITE l.'l7 Small, c/bar sa/,,edge, rnndition, JOO hours, f"1tlly inspl'cted, great and l'asy to !'LY, rcd/silvc, $1,500 will Juan C. (818) ;67-1851. M( WES SX 17.7 h1bulo1ts glider, grc,11 condition, 100 hollrs $2.,000. (858) 7')3-:$/i.);>, sperry.l J 8G1\10l.com MOYES XTRJ\1.J'I F J :l7 Well kept, hlllcigrccn/white $1,'iOO OBO. (Ii 1/i) ltTl-8800, brad(a'hangglidi ng.con t Cood wndition, water· MOYES XTRJ\I.ITI< 1li7 proof bag, extra down tube $1,000. ATOI. winch, tow· ready, (,000' line, n101mted on station wagon $2,'iOO. Fl< (lJlO) )ii<) 72/i 1. MOYFS X'J'RAL/'J'F I 1i7 1\II mylar, new hag, good condition, xc hag $/i 50 Oil 0. (')09) 3'J 1·2812. MOYES X'J' !'RO 1(,'S Novicc/intcrmcdi:1tc <l<Jtll)lc sm/:tcc, [WO ,ivaiiahJc $ ! ,6(){)., $7,,:l()O. (/i ]Ii) fi7.'1. 8800, br;1dv0Jianggliding.con1 Pi\Ci\lR I<li 1'i5 .%1-9301.
Cood condition $1,000. (80ii I
NEW, USED -· And REHJRBISHED harnesses. stock.
J,ookout
Mountain,
Ul 'J'RASl'ORT I lt7, 16(, ·- Rcntal gliders at /light park, low honrs, clean, priced 10 sell. (It 1Ii) li'!:3-8800, brad(,1lhanggli,ling.co,n VISIONS & !'ULSES - llought·SoJd.Traded. Ravrn Sky S11orts (Ii IIi) '173-8800, hrad(c1lhanggliding.corn WJI.l.S WINC JlAJ.C:CJN bluc/magmta, folding spcedbar, Wills wheels, rnhcs $2..lOO. Dale (702) lt.'\5-2501 I.as Vegas.
Buy, sell, trade, consignment. Cnnnison Cliders, 154lJ County Road 1l, Cunni.son C:O 812:lO. (970) (,fi 1'!315, http://gunnisonglidcrs.com/ HICI I ENFRCY POD - 5' 11 ", 20 gore parachute, swivel $.'300. (91(,) l'JJ.5916 fi'eyvi'jps.net
i!ICJI ENFRC:Y !'OD 111\RNESSES Sizes & styles change monthly, $:JO(J.liOO. C:C: I O()O's $2'50. Cocoons $200 each. LMl'I' pod, 5'9" $li00. Kneehangers & stirrups also availahk. (/i 1/i) '173-8800, hrac!C,,llhanggliding.c01n
Wll.l.S WINC Sl'FC:TRUM JC,5 Fxcellcnt condition, <50 hours, rrn1gen1a/whitc $1,200 OBO. North Drnvcr lll'ea, Flliott (.l(l:)) iJ(,,1. lli87. Truck rack included. will deliver in Colorado. WWXC I '15 I.ow hours, clean, nice condition $2./100. (Ii I Ii) liTl-8800, bradtr1Jhanggliding.corn
PERSONAi. FUGHT FLORIDA 904.441.5458 The Fxclllsive Importer o/' the WORLD CIIAMPJ. ONSHIP GLIDF.R the I.A MOUETTE TOPI.FSS and TOP SF.CR.El' Rigid Wing. It l(icks Ass! Just ask Mike Barber. Av,1ilahlc in three sizes: 121, iii! and J itilsqfi. lntrodttcing the TOP SECRET, 2nd tion Rigid \Xling. D011 1 waste your time on old stuff. I k1lcr inquires invited. ( :on tact PERSONAL FLIGHT l'l.ORIDA ,rnd ask f'or Cibbo, '!01.!i!i I .5/i'i8, www.personalflight.com, wvvw . 1ar1101llcuc.com, e-mail: gihhogc;ir 1(11\10!.cotn 1
l'lJI.SES ,"x VISIONS Bought·SoJd.'J'raded. Raven Sky Sporn (Ii IIi) li7.l-8800, bnd(i1llw1ggliding.com Sl'l,C:TRUM Cl.l·.ARANCE SJ\LJ,: Three I 65 Spectrums in near new condition, w/:dl option~ $2,!i00-$3,200. Raven Sky Sports (lilli) liTl 8800, brad G11ha ngg!id i ng. corn
S11Y] l:Ml3ER 1 999
XC: 112 Less than 5 hours $.l,800 OB() or trade f,,r Pulse !OM. (')Tl) .l'J8-li'l17 (12. noon). EMERGFNCY PARAC:J IUTES 1 IICI l FNFRCY 2.2 CORE Repacked, new bag and bridk .t250. Frie (61'J) 27/i-10/i').
'J'rRED OF TOWINC:? Tired or
to 11ying si1cs? Create y01ir own, power t1p the way wirh SWEDISH J\EROSPORTS MOSQUITO IIARNESS. powerrul, a/for,bhlc and most mq,ortantly l·un'. Call BILL of T.C. HANG Gl.!DERS, your U.S. SUPPLIER at 616 .. 922-28/ili. PS: SEEING IS BELIEVING, new video made hy I.:ast Coast Video, now available $1.l includes shippiug. 'l'cha11gglidcrCtt)ju110.com
PJ\RAGUDERS ROCKET RESLRVFS With large polyconical canopy $550. (:l0.3) .llt7-8'J')5. lJSF!), CLJAR/\NTFLD 2.0' and 18' diameter, military specifications $:oOlk.1. (:\0.o) Yi7·8')')5.
20 CORE i'UJ\ w/swivel $.l'/5. 20 gore $199. Many more available. Raven Sky Sports (Ii I Ii) lil'.l· 8800, hraMilhanggliding.com
II<AROS SPORT 1\ VIJ\TIC lN ... WWW.HXFORFUN.NET P/\RATEC:\ I 1'2:\ Lxcellrnr beginner intermediate & powered glider, <:l hours, great l,1r ing. Complete package SupAir reserve, helmet. Only $:l,OOO OHO. (60/i) ·s:rn 606;, hcathro11(!1!axio11.11ct
ClVFR '50
New, llsed, really cheap. (.lO:I) '.lli7 899'i
leave me~sagz'.
:i3
ifieds RTGlDWINGS FXXTACY 160 ·
WANTED
!·LY AWAY HANC GUDING/PJ\RA(;U])]NG Santa Barbara. Tammy llurcar (805) 692-9908.
Red/whire, builr March '98, very
good condition, ltOhrs $6,800. (916) 921,-')820
THE [ JANG GI.IDINC CENTER -
2181 Charles Way, Fl Cajon CA 92020, (619) /i(i J -14/i 1.
Sacran1cnt:o. Fl.EDGE II C:ood condition, light moror glider. Call for derails (570) SWIFI" POR SALE Srill the highest performing foot launched glider. Very low airtime, includes trans· portarion box, cusrom weatherproof box cover, row release and fuselage fairing (for 2'1:l LID!) $12,000. Chute nor included. Contacr Alec Proudfoot (li08) 249-3982, alcc_pG'Ilix.netcom.com
TOP SECRET
l llGH ADVFNTURF. Hang gliding, paragliding school. Fquiprncnr sales, service, rentals at Somhcrn California's mile high sire, Crestline. lJSTIGA fnstntctor Rob McKenzie. By aPr>Ollllrncnt (909) 883-8488, www.ece.c,rg/bu.1/hiJc,h.ad,·ent11rc MK4 needed. J -800-688-5637. TJ\NCFNT -- CPS ready insrrumcnr $500. (9JG) 791-5916 freyl?hjps.ner
Rigid wing, almost here. WALLABY RANCH (941) 424-0070.
WANTED!!! -- h1lding spccdbar for TRX 160. (970) 7283247.
UL'I'RALIGHTS
SCHOOT,S & DEALERS
LAKE ELSINORE SPORTS ·~ FULL SERVICE Sl·IOP with a focus on student pilot needs. We /\RE rhe area s only wall,-in shop. Open 6 I Oam-6prn, dosed 011 Mondays. ('l09) MAGIC ATR Located in Northern California. 1,,ssons, sales, service. (707) %.o-·3/i 55.
ANTARES TRIKE w/503 Rorax, double surface wing, extras $6,500. (5/i 1) 569-2393. IKAROS SPORT AVIATfON .. WWW.FLYFORFUN.NE'J' PAP 920 Redrive, electric srarr, improvements, l 50l 75lh pilor, 12 hours $2,600 or trade for larger unit. Will sell Rirmo 11 xi paraglider for $750. (409) S(i 1,i,106.
NATIONAL SCHOOL NETWORK RINGS LOCALLY. l'or information call David (706) <,57. 8185, dl1gloverl71lmit1dspring.con1
PERSONAL FLIGHT FLORIDA 904.441.5458 The Exclusive Importer of LA MOUETTE/COSMOS UCT'RAl.!GHTS. lmroducing rhe SAMBA The truly soarable lightweight rrike. l'irs most gliders, 2 La Moucrte wings Topless & single surface, d11rablc land easy to fly, in-air restart. The Cheapest Flight Money Can Buy! Comacr PERSONA!. FLIGHT fl.OR.IDA and ask for Gibbo Ph & Fx: 'JOii .lilt 1.5/i58, www.personalflighr.com, www.lamouette.com, e-mail: gibbogearlG'tlaol.cmn SLIP TRIKE No moumains or row park? No prob· 1cm, selrlaunclr and soar! Lightest weight, rnosr com· pacr, most competitively priced. Call or email for fiu· brochnrc; rdimdahle $10 for video. Liberated Flight (941) 722-2173 LlflFJ.IGHH1\1ol.com
Our advertising has a two-1nonth lead time plan ahead. 54
ALABAMA LOOKOUT MOUNTAIN FL/(;Jl'l' PARK ad under Ccorgia.
Sec
ROCKE!' ClTY J\IRSPORTS .~. The fon, safo pl:ice to learn to fly. We help you learn quickly aud safely with \JSHCJ\ certified profrssional instructors. Crear place for first cross connrry flights. Three sires and ;t Moyes-Bailey aerotug for thme "other" Learn to aerotov,r and earn your AT rating. 1\Jlcntinn this ad, bring a friend and receive one lesson ' price. ( :all (256) 880-8512 or (25G) l7ci-'l9'J5. CJ\LIFORNIJ\ DREAM WFJ\VFR IIANC CJ.JDIN(; Train on Wills Wing Falcons. l'our hour lessons $100. Ten lcs· son package P'iO., includes tandem off 7,000 ft. Five lessons MOO. Or new equipment here and get each. Call, scbcduling lessons all forure lessons for five days a week, Friday through Tuesdays. Ideal training hill. Arca s most INEXPENSIVE prices. Your northern California MOSQUlTO HARNESS dealer. Call for Mosquito demonstration or clinic. Dealer for Wills Wing, Altair, Energy Sports, Ball varios, Camclh,1ks and more. instruction. USJ !CA J\dvanced lnstrnctor Doug Prather (209) 556-0469 Modes to, CJ\.
Our comprehensive insnucrion program, located at rhc San hancisco Bay Area's premier sire, features and com gently sloped "lmnny hills," superlite fortable harnesses! "l'IRST FLICHT," a video lesson program, is avail shipping (may Ix applied lo /i11ure purch11ses). Om deluxe retail shop sn,,w,:as,.,s the latest in gliding innovations. We srock new and used Wills, Airwave and Moyes gliders, PLUS all rlre /Jottrcrt new harnesses. Trade-ins arc wcl come. Take a flight on our amazing new VIRTUAL REALITY gliding /light simularor 1 111(, Way, Milpitas Sfln Jose) C:A 95035. (408) 1055, fox (li08) 2(i2.J388, MSC1!Cli11 aol.corn www.hang-gliding.com
r
GL DERPOF?T 2800 Torrey Pines Scenic Drive San Diego CA 92037 Since 1928 HJ\NC CLIDJNC AND PJ\RAGLlDlNC ··· \JS] !CA cenificd instruction, tandem flight insrmction, sales, service\ repairs, repacks) and site toms. San Diego's world soaring center. Visa and Mastercard Call (858) Ii 52-')858 or check us ottt at htrp://www.flyroney.com
Your ad is read by more than 10,000 hang gliding enthusiasts. Advertise with us today. HANC CLIDINC
s NO MORE BUNNY. .. THE HILL WITH IT!
f./\'s BFST SlNCF 197/i 20 minmcs f'rom L/\X. Full service walk-in ccn1cr. Training 1,,r all skill levels, rc1J1,ds, guide service, sales, lodging :lt world Lunous Moun1ain Flight Parle 325 sunny days a year. l Victory Blvd., Van Nuys ( :/\ ') IiiO(,, (818) 988011 l, fox (818) 988- 1862, www.windsports.com
COLOR/\DO
The Aero1ow 1:ligl,1 Park Sa1isfoc1ion Cu:uan1eed JUST 8 Ml!FS FROM DlSNFYWORIJ)
AIRTIME /\BOVE 11/\Nc; Cl]J)INC
Full-time
lessons, sales, service. Colorado's most experienced!
Wills Wing. Moyes, /\ltair, High Ball, l'lyrec, (:$03) 67lil'light Connections and much more. 2li51, Fvcrgrecn, Colorado /\inimellC<iil;wl.com
YEAR ROUND SOARING • OPEN 7 DAYS A WEEK • FTVF TUGS, NO WAITING • EVERY DIRECTION 50, NICE demos 10 fly: Topless to Trainer Cliders: Laminar, Moyes, \'vills, Airborne, Airwavc, Exxucy, Millennium
CONNFCrICUT MOUNTAIN WINGS
WF HAVE The mos1 advanced 1raining program known ro bang gliding, teaching you in ha!C rhe time i1 1akcs on 1hc naining-BUNNY FULL, and wirh more inlliµ,111 air 1i111c. YES, WF CAN TEACH YOU FASTER AND SAFER. h,r year-round fim in 1he sun, call or write Miami I fang Cliding 285-8978. 2550 S llayshore Drive, Coconut Crewe, 1:lorida .3:\ 131.
l .ook under New York.
] ,a l'v1oucttc, Sensor; ;ilso h:1rncsscs) varios, etc.
FLORIDA Ages 1:l To 73 !tave learned ro fly here. No one con1cs close to our level o(' experience and
success wirh randcm acrotow ins1rnc1ion. A GRE/\T SCENE FOR FAMJLY /\ND FRTENDS ... IO mo1els & rcsra11rat11s wirl,in 5 mins.,
hot
showers, shade trees, sales, storage, rarings,
retrievals, great \VCathcr, climbing wall, trampoline, DSS TV, ping pong, picnic tables, swimming pool, e1c.
QUEST /\fR SOARINC CENTER Your vacation hang gliding locarion. (352) li29-02 U, fox (Y52) li29IJBIJ6. Visit our wchsitc cit: www.qucstairforcc.com or cm;1il 11s: qucstair(f-hsundial.ncr GEORGI/\
Fligh1s of over 167 miles and more than 7 hours. C'mrs Aniclcs in I limg Gliding, /(i1pl,1nes, C'ountJy and others. Featured on numerous shows, including FSPN2.
US! JC/\ CFRTIFIFD T/\NDFM INSTRUCTION By Mc:Nanwc. Acrorow training & ratings. major flight and acrotow equipment, 1.5 Dealer for hours from Disncrworld. Call (352) 489-')%9. www.graybirdairspo1-rs.co1n LOOKOUT MOUNTAIN FLICI IT P/\RK
FLYING SITF FOR SALf' -- Bc:rntiful launch & view, no hcu-er in S.E. USA. hmr acres, ciry wa1cr1 clccrrici1y, jus1 somh of famous I.Ml'P $70,000. (706) :)')8 :lli95.
Visi1 us on 1he Web: http://www.wallahy.com Please call us for rckrenccs and video. 1805 I )can Sri II Road, l )isncy Arca, Fl. T\837 (94 I) 424-0070 phone & fox
Sec
:id under Ccorgia. Nearest rno1intain training center to
( :onscrva1 ive • Rcliahlc • Stare oft he An
Orlando (only 8 homs). .1 J.C. INC:./FJ.YfNC FLORID/\ SINCE 1974
your classified ad, renewal or
Malcolm Jones, Ryan ( ;Jover, Carlos Bcssa Mike Z, Lamie ( :rofi, Jere1nic llill, Kerry l.loyd Tom Ramseur, Roger Sherrod, Rhen Radford
l-800 8037788
Sell your unused equipment here.
SE!)Tflv\llEI< 1999
Fl:LL J IOOK- UPS --- l.aundry, propane, recreation room. 1-800 80:l-7788.
55
-NEW cr!2cAPPAREL ff"' I
Apparel sizes LARGE & XL
HENLEY FLE LONG SLEEVE
ered l 00% pre runk cotton glacier blue natural
$35 .00 #HSS
pique "scenic" embroidered extra heavyweight 100% cotton glacier blue black ash juniper
"scenic" embroidered oversized extra heavyweight l 00% pre-shrunk cotton natural navy
2tbs.
; 7 . ;HP lib.
$35.00 #HHEN 21bs.
glacier
$18.00 #HWR
~
d
NG SLEEVE T
embroidered low profile "scenic" khaki "oval" forest green
screened wrap-around design gliders on front & back l 00% pre-shrunk cotton glacier blue sage navy mocha
·
r
CAPS WRAP-AROUND T
·
"oval" embroidered mock neck extra heavyweight l 00% pre-shrunk cotton glacier blue juniper oxford
$15.00 #HCAP 11b.
$24.00 #HLS
lib.
11b.
EAGLE SWEATSHIRT
EAGLET
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.
~ ~~ ._!::;
-:
G
.~
"scenlc embroidered 0
"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 lnrf order, ca/1/fax/emall.
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) 632-641 7
1-800-129-260 The Hall Airspeed lndicatorTM A precision in trument fo r the serious pilot. Rugged, dependable and easy to read. Airspeed Ind icato r ... $23.50 Long Bracket .. ....... .... $7.00 Short Bracket .. ...... .. .. $6.50
NEW! SMALL HALL G rea t fo r h and-h e ld wind meas ure ment or parag lider A ir sp ee d In d ic a tor u s in g Bracket. Small Hall ...... .. ........ $23 .50 Parag li der Bracket ..... $6.50 Now ava ilable: Small Hall for hang gl iders. 0 10 70 mph
5" Dia. ABS Pl astic Wheels $24.00/pa ir
Hall Brot hers. P.O. Box 101 0-H. Morgan. UT 84050. USA • Mas tercard/VISA/C.0.D. Phone (80 l) 829-3232. Fax (80 I) 829-6349 hallbros@eanhlink.ne<
BACK ISSUES~ AR E AVA ILABLE (GROUND 5KIMMER1973-1976)
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 1330 Colorado Springs CO 80901 1-800-616-6888 fax (719) 632-641 7
ifi
s
LOOKOUT MOUNTAIN FIJGl!T PAl,K Sec our display ad. Discover why FOOR TIMES as many pilots earn their wings at l.ookour than at any other school! We wrote USIICA's Official Training Manual. Our spccialty·rnstorner satisfaction and fon with the BEST FACILITIES, invcmory, camping, swim·· ming, volleyball, morel For ,1 flying rrip, imro flight or lesson Lookout Mountain, just outside Chattanooga, your COMPLETE training/service cell·· ter. lnfoi (800) 688-LMFP.
MARYLAND MARYLAND SCHOOL OF JIAN<: GUDINC, Certified instruction, specializing in foot launch. Dealers for Wills Wing, Moyes, lligh Fnergy, year-round instruction. (Ii 10) 527-0975. l NC. -
LAS VFC;As AIRBORN WATERSPORTS USHGA certified instruction. Sales and service, boat row, mountain soaring, XC. (702) 5(i(i. 39/i 5 www.vinnalhosts.net/skysail/mai n.hrrn NEW JERSEY MOU:,JTAIN WINGS -
MEXICO
Look undn New York.
-------~~~--~~---- .. ..................................... ,
VALLE DE BRAVO 801-7198,
Wimer flying Mecca, 1-800-
NEW MEXICO
www.flymcxicn.com
CROSSROADS WINDSPORTS MICHIGAN CLOUD 9 SPORT AVIATION Acrorow specialists. Gliders, e,1uipmcnt and 1'nrnch cart kits available. Call for foll tandem lessons and flying appointments with the Draachenl'licgcn Soaring Club at Cloud 9 field. 11088 Coon Lake Road West, Webberville Ml 48892, (517) 868.3. Cloud9sa/iilaol.com http://mcrnbcrs.aol.com/cl011d'Jsa
trailling wirh stationary simulator, Boom Bari tandems, video coaching. Towing for hang and paraglidcrs. Rentals. Camping on the Airpark! Call Curr Graham in Hobbs (505) 392 .. 8227..
MOUNTAI\I WFST l!ANC: C:Lll)JNG Farmington's only f,dl service school and \'i!ills Wing dealer. tow and tandem flights. (505) 6:,2 .. 8/iliJ.
BUNKIIOlJSE WARM & COMFORTABLE By LMFP! 32 bunks, hot showers, open all year, 2/i hom self rcgistra· rion. 1-800·803,7788!
MICHIGAN SOARING .... Offering ALL major brand & accessories. (;reat deals 1 (2} 1) 88).. lillili, wingrnan(J/Jtravcrsc.com
UP OVER NEW MEXICO Instrncrion, sales, scr· vice. Sandia Mountain guides. Wills, Airwavc. Albuquerque, NM (505) 821 .. 85/iii. NEW YORK
HAWAIT
HAN
IN
NORM LESNOW'S FLYINC ADVFNTURFS Since 1978. Experience & arc ill. Presenting the turbo Introductory and /'nil range of
AM Fl .1c;1rT SCTIOOL MOUNTAIN WIN CS I El.l.FNVILLF AIR SPORTS. Full service shop, flight park, !/ 500!'1. tow field, winch and aero towing, tandems, two-place U.L. training. Airwavc, Altair, Moyes, Aerns, lcaro 2000, Flight Star U.I .. , MOSQUITO powered harness, WOODY VALLEY harnesses in stock. The original V-M!TTS $29.00. or (911i) G47-3377 Ellenville, NY I 2/i28. The most complete !IC Pro-shop in 1hc North Fast.
lesson programs for beginner to advanced. Acrotow
Lcsnow·-Masi-cr Pilot) Examiner) J\dvnnccd Tandem lnstrnctor, Tow Administrator. (2!/8) .1'J'J .. 'Jli.lJ,
HY lllC:H llANC: CUDJNC, INC. .. - Serving S. New York C:nnncctirnt, Jersey areas (Ellenville Mrrt.) Area's FXCLOSIVE Wills Wing dealer/specialist. Also all other major brands, accessories. Certified
FUIJ,.']TME school. nlfa(i,ljuno.com
scliool/instruction.
wwvv.scrioussj)()rts.corn/11IC1
INEXPENSIVE prices. Excellent secondary insrn1ction ... if you've finished a program and wish to continue. 1:ly the 111ount:1in 1 ATOL towing! Tandem flights! Contact Paul 163 Scarsvillc Rd, Pinc Bush, NY 12566, (91/i) 7ii/i.:l317.
clinics & USHCA USI IGJ\ certified
Bl RDS IN PARADIS!, Hang gliding&. ultralight on Kanai. Certified tandem instruction. (808) 822-5309 or (808) 639- 1067, www.birdsi11para,lise.com
ILLINOIS HANC GLIDE Clll<:AGO -- Acrotowing thru Prnirie Soaring at Leland Airpon, 1 hottr west of ( :hicago. Tandem instruction. Airport (815) !/')'j .. 2821, home (815) 71/1-7250. RAVEN SKY SPORTS (312) 360-0700, (815) iS'l-9700 or (411) liTl-8800. 2 homs from 90 minutes from Elgin, l'abtiuc or l.iberryvillc. best insrnrctors, the best equipment, the best results in the Midwest. Training program for cd foot launch and acrmow certification. Apply 1()()(V,, of your intro lesson cos Ls to certification program upgrade! Please sec our ad under WISCONSIN. INDIANA RAVFN SKY SPORTS (Ii J Ii) li7JB800. Please sec our ad nndcr Wisconsin. bradGllhanggliding.com
SB
ratings available. !'lease contact Norm
TRAVERSE CITY HANG GUDERS/PARAGUD ERS FULL-TIME shop. Certified instnrction, foot launch and tow. Sales, service, accessories for ALI. major brands. VISA/MJ\STERCARD. ( :omc soar our liSO' dunes! 1509 J,: 8th, Traverse City MI li%8/i. OfTcring powered paragliding lessons & dealer for the Explorer & used units. Call Bill at (616) 922 ).8/ili, 1rtertmJ1llio 1'nn,1 Visit om paragliding school in Jackson, Wyoming. Call Tracie at (:307) 7:39-8(,20. MINNESOTA (612) .'110-1800 or (ii 11) RAVEN SKY SPORTS 473-8800. Please sec our ad under WISCONSIN. NEVADA Sierra soaring at its best. ADVENTORF. SPORTS Tonrs, acrorowing, tandem, USIJCA certified instruc· tion for Sales and service. 3650-72 Research Way, ( :arson City, NV 89706 (77''>)
since 197c;, Area's most
l KAROS SPORT 1\VIATJON NYC s fost and only certified hang gliding, paragliding, microlights (trikes), pow,Ted paragliding. Distributors for Avi,rn. Dealers for most major brands. Full service and equip· mcnt at besr prices. The most friendly service in the area. Store address: 29 ."\ I Newtown Ave., Astoria NY. Phone (718) 777-7000, WWW.FI.YFORFUN.NET
SUSQUEHANNA FLJCI IT !'ARI< Cooperstown, NY. Certified Instruction, Sales and Service for all major manufacturers. liO acre park, 5 training hills, jeep rides, llllnk house, hot showers, 600' NW ridge. We have the best in N. New York state to teach yon how to fly. c/o Dan Cuido, Box 2')3 Shoemaker Rd, Mohawk NY 13/i0'7, U15) 866-6153.
88'l-7lr70,
i lANC CLIDINC
s NORTH CAROLINA
TENNESSEE
VIRGINIA
,
BLUE SKY
•
JJA\X!K /\JRSPORTS fNC --- P.O. Box 9056, Knoxville, TN 379/i0-0056, (423) 67() . . ()20/i. I l:ing Gliding ,md world famous Windsoks. I-Iawk(?/'wi11dsok.co1n, www.win(Lol<.com
harness. Call Srcve Wcndr, (5/iO) 132-6557, (80/i) 24 lii324.
l.OOJ<OlJT MOUNTAIN fl.fCHT P/\RJ< - Sec ad under ( ;corgia.
SILVER WINCS, lNC:. -- Certified instruction and equipment sales. (703) 5.13-1 %5 Arlington Vi\.
TEXAS
WISCONSIN
AUSTIN AIR SPORTS, INC: -· I gliding instr11ction since 1978. One of the few offrring insrr11ction and certification in all launch methods-foot, tow and aerotow. Tandem instruction behind our 1)ragonfly tug or you can accdcratc your flying skills
R/\VFN SKY SPORTS HANG GL!Dll\C /\ND l'ARJ\(;LJl)]NC -- The Midwest's Premier acrotow flight park, founded in 1997,. Peaturing INTEGRJ\'I' ED [NSTRUCI'ION of foot-launch and acrotow tanprices to beat in the USA. Seven grassy training hills all wind directions. Four Dragonfly row planes, no waitingt Three tandem gliders on wheeled nndcrcarriages. WW Falcons for training from the very first lessons. USl;;\ nltralight and tug instr11ction. camping. Salcs/scrvicc/acccssorics for all Open 7 days a week. Contact Brad Kush ncr, PO Box 1 0 I, Whitewater WI 531 'JO (Ii IIi) 47.,-8800 phone, (Ii IIi) 173-880 I fox, www.hanggliding.com, brad~tlJ,anggliding.com
with a comhination package. J\crotow or ultralight
• TANDEM JNSTR\JCTfON • /\FROTOWfNC • BOAT TOWINC • BFACH RFSORT • H)OT L/\UNC:11 • TRAININC: CAMPS • OPEN YEAR ROUND • l'/\RACLIDINC: • EQUIPMENT SALES /\ND SERVICE
(800) 334-4777 NAGS HEAD, NC Internet Address: hnp:/ /www.kinyhawk.co111 E-1V!ail Address: info<iikittyhawk.cotn
lnsrruction, gliders, accessories, cus10m
sewing) repairs, towing, Clidcr Savers, Mosquito motor
inst-ruction available '7 days a week near J\ustin, TX) contact (8:Hl) (,9.1--5805, slrnrns~ilrsrar.nct. Foot launch and truck tow instruction available by appointmen1, (2B I) li7 l - l li88, Austin/\ir~tlaol.com. Visit our ,vcbsitl' :It WW\v.austinairsports.corn.
CO. .. I f/\NC CLIDINC!!! -·Jcffilunr. Austin ph/fo (512) 4G7-252'l jcfW1'flyrexas.c:om www.llytcxas.com
KITTY 11/\ WK KlTES ~ Sec North Carolina.
l lJLL COUNTRY PJ\RJ\Cf.IDfNC: INC Learn complete pilot skills. Pcrson,1lizcd US] !CJ\ certified training. ridge soaring, f<)ot & tow launching in central Texas. MOTORIZED PJ\RJ\GLIDING INSTRUCTION & FQlHl'MFNT AVAILABLE. (915) 3791185. Rt I, Box i 6f', Tow TX 78672.
PENNSYLVANIA l<ITF ENTERPRISES J\EROTOWINC PHJL/\DELl'f-JIJ\ DRJ\C:ONFLfERSt - - Tandem, foot launch & paraglidiug instrm:tion! (610) 527 1687. MOUNTAIN TOI' RECREATION Ccnif'icd instruction, Pitrsburgh. (Ii 12) 767-li882. C'MON OUT AND PLAY! MOUNTAIN WlNC:S --- Look under New York.
Fo,,1 launch, platform
bt1nch and acrotow instruction too. Training, salc.s,
rentals and repair. Airwave & Wills Wing. Dallas, h,rr Worth and north Texas area. 21 I F.llis, /\lien TX 75002. (972) 390-9090 nights, weekends, ww\v.kit-c·-cntcqni.scs.c,)1n
TOTAi. /\IR SPORTS Area's OLDEST Wills Wing dealer. Certified insrrnction available. "] only DEAi. with WILIS'. 16121 Lakeview, Houston TX 77040. (713) ')37-86 lli.
AERO PARK -- A recreational airpark NW of Milwaukee olfrring skydiving, nltralight instmcrion, certified flight instruction, bar & grill and of course hang lessons, sales and service. ::Op,crntl1z:111g in acrorowing, pay-our winch and 1nounSurf'J\ir (Ii] Ii) 78.3-7747. PARTS & ACCESSORIFS
PUERTO RICO
UTAH Fl.Y PUERTO RICO Team Spirit Hang Cliding, HC classes daily, tandem instruction available. Wills Wing dealer. ( ;Jidcr rentals for qnalilicd pilots. PO Box 978, Puma Santiago, Puerto Rico 007/i I. (787) 8500508, tshg<.rtlcoqui.net
W J\SATCf I WINGS Utah's only hill service hang gliding school, Point of i-hc 1'v1ountain, rnount ain sites, towing. Dealer for Acros, Wills Wings, Moyes, /\irwave ,rnd much more. Call /,ac (801) SlC-0112., wings~1lwasatch.co111 w,vw.,vasatch.com/ r'wings
St:tJT[/V\liER 1999
J\FROTOWTNG ACCESSORIES - Sec TOW!N(;. THE WALLABY RANCH (941) 42/i-0070. AMAZfNCLY LOW PRICFS BobQilbrokcrforyou.co1n BAI.I. DECK 2lli- 1O!i 'l.
On all Ball variost
Loaded, serviced $350. Eric (6 I 9)
S9
s
ifi
GLIDER CONDOMS ARE BACI<! MOUNTAIN W[NGS INC. ls reimroducing the bes! thing since baked beaners. Now you cm protect your best investment, your
BFST 12" Wl!FEI.S AVAIU\Hl.F -- St1pcr lightweight, a must for rnndern flying. Built··in bushiugs. Only USA··buil1 wheel. $/i2.95, quantity discounts. Immediate delivery. Lookout Mountain, (800) 688-1.MFP. CHRISTMAS ORNAMENTS,._ Uniqtte ing ,md paragliding Christrnas tree ornaments.
designs to choose from. Prices Wll't at $3. Soaring Dreams (208) 376-791 Ii, Zoolisa@aol.com
from the damage of road dirt,
acid rain, dust grime with our Ci mil thick 1ilas1ic glider cover. The GLIDER CONDOM slides gcutly down t!te foll of' your glider to foirhfit!ly protect leading fi'om Al l)S (air the sleek, shiny, induced dust scouring.) For only it's the srnan way 10 protect yom glider. To order your GLIDER CONDOM in i1s carry bag, con1ac1 MOUNTAIN WINGS at 150 C:aual S1rce1, Fllrnville NY 12A28 or cal! (911J) 6/i7.:l:l'i'7. Yon can also order hy email at mmwings(i1Jaol.com. l'!t:ase add $2 s/h. NY residents add 7.75%, sales tax. \l(/c accept Visa/Mastercard/! )iscowr. l)ealer inquiries welcome. HANG Gl.IDJNG GIFTS llang gliding and including Christmas ornamenls, beer mugs, mobiles, and MUC!l MORF. Call f,,r a free catalog' Soaring Dreams/1.isa Tate, I 171 Ci Fairview Avenue, Boise II) 8:l'l13. (208) .37(, 791/i, Zoolisa(i11aol.corn
HAN<; G!JDJN(,' ACCESSORlliS BAR MITTS: l<'.XPI.ORFR No pocke1 $/i0.00 $50.00 NAVJCATOl, lipper map COMPETITOR Cirettlar map rnff $60.00 (;LIDFR BA(;S .. I IEAVY DUTY (,()() denier po1yesrcr. Water & UV protection. 1110 zipper Reinforced ends. ·Ltpered design. Continuous loop handles. Red or blue. $100.00 Cl,OSS COUNTRY yet lightweigh1. /15 zipper. 210 denier nylon, or blnc. $90.00 Tapered. RADIO l'OUCI JFS Vinyl window. strap. Adjusts to fit most radios. Velcro's onto snap. Red or blue. $ I 5.00 I JARNFSS BAC Roomy.. SI rong.. Con ,fort able. Adjusrnblc waist bel1 & shoulder straps. H.cd or bluc.$15.00 Batten Bags $ I ?.. 00 Sail Tics (2"wide) $1.00 per 10" Wing Tip !lags $5 ca. m $8/pr. MASTADON IWSlCNS Box 66'>5 S. Lake Tahoe CA% 157 (5:lO) 512-:l85.l www.mastadon.net
FLICHT CONNECTIONS, INC. PTT!!
• New and Improved • Watcr/Dt1s1 Resistant Pt1sh Butron • Field Rcplaccahlc Finger Swi1ch • Heavier ( ;,rngc Wire/Improved Pings • Increased Strain Relief at AI.Ljoints
ITEAVYDUTY, WATERPROOF PVC Full /ti 0 zi1>per, $107 ppd. XC..Camo or white. 115 ,.ippcr $65 ppd. Cuunison (;]iders, 1'Sli'J County Road I c;,mnison CO 812:10. (970) 6/il-9315, http:/ /gunnisonglidcrs,cotn/
JIANG GLIDING MUGS I lang gl1'1tt1E1'naragl1cting etched beer mugs, coffee cups, plates. Custom desigus or your own logo! \ )reams (208) ,376-791 /i, /,oolisa(i1laol.com
In1roducrory price $89.95. Extra linger switch $1/i.95 w111nn·ch,1sc. Dealer inquiries welcome. Call (91:l) 268 .. MC/Visa. Visit mir website at www.!lightconn.com THIS
MINI VARIO World's smallest, Clips to helmet or chins1rap. 200 hottrs on () .. JS,000 Ii., fosr response and 2 year warranty. Creat for paragliding too. ONLY $ I 69. M,tllertec, PO !lox 15756, San1a Ana CA, 927l5. (714) ')(i(i .. ]2/i(), MC/Visa accepted, www.ma1le1tec.com
NOT Tl llS
OXYGEN SYSTEMS
Real life sa versl l!JCH PERSPFCTIVF WHFFI.S tough. Fiis all gliders. Send $Ii 1.95 , $/i.50 per pair to Sport Aviatiou, PO Box 101, Mtngov,'ik PA I (1856. Ask abom our dealer prices.
C1\TF SAVERS Send $5 plus $1 s/h to Rodger Hoyt, 956 Clengrove Ave., Central Point OR 97'i02, (5/i I) 66/i-5915.
60
LAMINAR !'ARTS We have what you need and we arc committed 10 same day shipping. AV8 ( :all (760) 72 J .. 070 I or email at rbunon<iilsdcoc.k 12.ct.us
The world-cbss XCR 180 operates up 10 3 hours only lilb. Complete kit with (iilJ8,000 Ct. and crnnula and remote on/off harness, llnvvm,:ter, only $375.00.
HANC Ci IDINC
s STILL Tl IF BEST
Top Navigator
BUSINESS & EMPLOYMENT
Cl.OlJD 9 SPORT AVIJ\TION -
COME TO AUSTRJ\LIJ\ FOR WINTER! - We a1 Sydney I-Jang Cliding Centre require the assistance ofa hang gliding instructor/tandem pilot from December 10 March 10 assist with tandems, instruction and shop. Email chrisG1>hanggliding.com.au website www.hanggliding.corn.an Call 011 61 2 li291i 429/i
I lang
equipment and acroi-owing <1cccssorics. Launch carts $500, 1mrial kits $350. (517) 223-8683
( :lond9SJ\0\1ol.com VfDEOS & FILMS *NEW' J\ERONJ\UTS
HANG GUDINC MAS-
Trms, by Photographic Expeditions. A documentary DRACONFLY TOW CLUB .... The snccess is in the smiles! Dragonfly kits available NOW for $ I 0,8001 hrlly built for $12,800 pins you get Bobby Bailey ro train you ,tt your site. Call !cir details. Ken Brown dha Moyes America (Ii J 'j) 75}-95'.lli FlyaMoyes(rilaol.com (808) 968""(,856, aircotccG1'cxcite.corn
TFK FLIGHT PRODUCTS
WANTED Hang Cliding/Paragliding instructors. lrnmedi:tre full rime openings available. Live rhe California drearn ... instruct students at the San Francisco Bay area's premier training site. Service shop is also available. Ask for l'ar Denevan (li08) 2.62-1055. MSC:HCtril:101.com
PlJBUCJ\TIONS & ORGJ\NIZJ\TIONS C:i\1.1. USHCJ\ .._ h,r a magazine back issue order form. From the early (;round Skimmer to the present Hrmg (;/iding. (7 I 9) G32-8:l00.
of hang gliding today. Superb graphics &" interviews. This is 1he video you show your family and friends! 43 min $29.95. GREEN POJNT FLYERS by East Coast Video. Tirey ll f1y anything in Michigan. Fntrnaining, great 50min, $32.00 PARTY J\T CLOUDBASE · J\ hang gliding music video by Adventure Prodnc1ions $19.9'i. JIANG GLIDING EXTREME & BORN TO FI.Y by Adventure Productions, great hg action $:Jli.95 each. HAWAITAN Fl.YIN by Space 9, soaring in paradise, amazing launches $33.00 Call USI-ICA (719) 6328.'\00, fax (719) 632-6/ii7, email: ushgaQ1lmhga.org, or order off our web www.nshga.org. Please add +$Ii domestic s/1, (-1 for t\VO
or more videos). Crcat to impress your friends or
for those socked-in days. Perfect for the launch potato tnrned conch potato. J\lso, ask us about om paragliding videos!
Camera mou111 $18. 50. Camera remote (ask ahom rebate) $15. Vario rnor1111 $15. 6" wheels $2.9.75, 8" wheels $Yi.75 S&l I inclnded. TFK FLIGIIT Products, Colebrook Stage, Winsted CJ' 06098. Or call (860) .'379"·1668. Ermil: tekGDsnet.nct or our page: Ir rrp:// members. tripod.com/"· tckfl igh 1/indcx .ht ml TROPHIES I Jang gliding/paragliding. Unique, rnstom designs for any size meet or hudget! Call Lisa Tate/Soaring Dreams m discuss your needs. (J.08) 376"791 Ii, Zoolisa(r1\\0l.com BJ\C ]Tl Ii you don'r have your copy of 1)cnnis Pagcn's PERFORMANCE FLYING yet, available through USII( ;J\ Headquarters $29.95 (+$5.50 s&lr for UPS/Priority Mail delivery). US! JC/\, 1'0 Box I 330, Colorado Springs CO 80901. l-800(,16G888 WHJ\T!! A FLYING RABBIT?? Harry finrf the H(lng (;/idcr is a bcamif"ttlly illustrated, !iO page children s picture book written for pilots to share the dream of flight. Send $2/i.9'5 plus $3 shipping 10: Skylligh Publishing, 201 N Tyndall, Tucson J\!. 85719 or call (520) 628"8165 or visit our webpagc at hup://www.llash.net/-skylripub. Visa/MC: accepted. SOJ\RINC Monthly magazine of" Tire Soaring Society of" America, Inc. ( :overs all aspects of" soaring $'i5. Info. kit wirh sample copy flight. Full $:3. SSA, P.O. Box 2 I 00, I lobbs, NM 882/i I. (505) .192-11
DON'T GET CJ\UCHT LJ\NDlNC: DOWNWIND!~" 1.5 oz. ripstop nylon, UV trc:ncd, 5'/i" long w/11" throat. Available colors f'lnorescent pink/yellow or fluorcscc111 pink/white. $39.95 (, $Ii .75 Sill). Send to USHGJ\ Windsok, P.O. Box U:lO, Colorado Springs, CO 80901-13:lO, (719) (i}2-8300, fax (ll 9) 632-(,417, trshgavilnshg:1.org VISJ\/MC: accepted. Check tire merch:mdise section of" our weh
J\F.ROTOWING ACCESSORIES
site www.ushga.org for a color picture of this :1wcsomc
f(n: The Gncst releases, scco1HLuy rclc;iscs, Spectra ( V"
windsok.
bridles, weak links, tandem wheels, launch can kits, etc. THE WALLJ\BYRJ\NCH (9/il) 124-0070.
SEr'fEMllrn 1 999
TOWING Headquarters 1
SPEED GLIDING: TEAR UP TIIE SKIES By Advemure Productions $2/i.95 Covers tire speed gliding contest in Karnloops, British Columbia and then onto Telluride, Colorado. Superior graphic animation, great carncra angles. 2/i minutes
TELI.lJRIDE SPEED (;LJDING: By Tatum Productions $19.95. ( :omplete coverage of" rhis cvenr. The sound of rite gliders passing through the control gmes is tcHally awesome. 33 min mes Call USI !CJ\ (719) 632-8:100, fax (71 ')) 632-6/i 17, order from om web site www.ushga.org. !'lease add +$Ii s/h in tire US/\.
Our advertisers appreciate your support and patronage. ell them you saw their ad in
Hang Gliding. 61
ifi
s
From the'] 'elluride Festival in J981, to the modern day freestyle competition, Follow the history of' this dynamic $2/i,95 Call USJ-TCA (719) 632-8300, fox (71 'J) 632-6/i 1 order from our web site www.usbga,org, Please add +$Ii domestic s/h,
MISC:EI LANEOUS
CLASSIFIED ADVERTISING RATES The rate for classified advertising is$, 50 per word (or group of' characters) and $1.00 per word for bold or all caps. MINIMUM AD CHARGE $5,00, A fee of $15,00 is for each line art logo and $25.00 for each pho-to, LINEART & PHOTO SIZE NO LARGER TI-IAN l ,75" X 2,25", Please underline words robe in bold prinL Special layouts of tabs $25,00 per column inch, Phone nurnbcrc2 words. Email or web address-,3words, AD DFADLINES: All ad copy, instrucrions) additions and cancellations musr be received in writing I ' mouths preceding the cover date, i.c, )0th for the November issue. Please make checks payable ro US! ]CA, P,O, Box 13}0, Colorado Springs, CO 80901 I :330, (l 19) 632-8300. htx (719) 6'.l2-6117 or email: your classified wirh your Visa or Mastercard, ASK US ABOUT ADVERTISING ON OUR WEB PAGE. WWW,USIIGA,ORG
STOLEN WINGS & THINGS AFROS STEALTH 152 Srnlcn from QUEST AIR FLIGHT PARK, FL on May 1st, 1999 (last day of the Nats,) Red under, blue tip, mylar top, Call Mark (2/i8) 39/i-1227 mt.,,olt:gli<iic(ii';tol,co1 Stolen from desert cast of FALT.ON, HPAT 158 NV 011 August 15th, l ')98. White I.F, and Tangent, I )avid, "AEROBATICS" Full color 2:l"x 31" poster featuring John Heiney doing what he docs best-1.00PINC! Available through USIIC/\ HQ for just $6,95 (,$,i,00 silt)_ !'ill that void on yom wall! Send ro LJSf JC/\ Acrobatics Poster, l'O Box 1:300, Colorado Springs CO 8093:), (USA & Canada only. Sorry, posters arc NOT AVAILABI .F on inrernational orders.) SPE-CIAL-Aerobatics poster & Frie Raymond poster-BOTT I FOR $10 (,$/i.75 s/h)_ Check the merchandise section of our web site
for a color pic-
tlll'C of' these bcautifi,I posters, Call lJSI !GA for VIDEOS BOOKS &. POSTERS your Merchandise order form (71 ')) (,}2--8300, email: ushga(ihushga,org, or check our web page www.usl1ga.org
/,ing Wings, PO Box 48'), Fnumclaw WA 98022DON'T LEAVE YOUR GROUND-BOUND EQUIPMENT SITTING IN T!IE GARAGE, SELL IT IN THE HANG GLIDING CLASSIFIEDS,
62
INDEX
ADVERTISERS
Aclvcmurc Productions,, .. ,... ,, ....... , .. ,.21 Altair ,............. ,............ ,.,., ... ,, ....... ,.... 31 Angle of Attack ................................ ,62 Arai Design ....................................... 10 Ball Varios .. ,........ ,........... ,.... ,............ 57 Brauniger, .... ,...... ,......... ,. ,................. ,,8 rlight Design/NAP] ......................... -47 Flyrcc ,.. ,, ...... ,...... ,,, ..... ,.,., ................... 9 Hall Bros ............... ,..... ,... ,....... ,.... ,.... 57 High Energy Sports .......................... , 15 Just Fly,,, ...... ,........ ,......... ,......... ,.. ,...... 2 Lookout Mtn, Flight Park .............. 2, 19 Moyes ...... ,.......... ,,, ......... ,, ,,....... ,., ...... 5 Ncilscn-Kcllcrrnan ,......... ,.......... ,........ 5 Personal Flight ................................. ,.. 9 Sky Dog Publications .................. ,, .... 19 Sport Aviation Publicarions ...... ,., ...... 15 U.S. Acros ...... , ........ ,.............. ,...... ,, .. 57 US World Team ....... ,............ ,, .. 30,31 USHCA ......................... 5,7, I0, 11,20,21,56 West Coast Atos ......................... ,, .............. 15 Wills Wing .................... l9, Back Cover
HANC CUl)INC
(g 1999 by Dan Johnson S'I'. PAUL, MINN ' T don' beliENe J 've nol:ed :C,O much buzz about a harness Will.c; Winq f:irsl: introduced the 7"1-2 3 ... ,;eri0s. Maybe the Woody Va from Europe,, but even that: popu] ar brand name never whilt you' cl a " . " ••• Reqardless of the pa,;t:, Jay Gianforte' CC Carbon Tlarnecm hw:, people talkincJ (and writ-jrK/ i.n the case of 1n I ornet messag(JS) . ,Tay' en ca Jed Centor vi ty, t became known nat:i_onalJ y j n 1981] w.L th C-C 10()0 and 2000 models. He says, "We have tlie Carbon C-G with carbon graphi t· mo] ded int.o a dLu-abJ aerodynamic .c;hape and qla,; smoot:h rinish." Cianforte says O'ls of clraq on d hang qlider can be cau,"ed by tho pilot:, hi sJeeker so] 1J tion may boost your gLi.de anqJ e. Cerl.ainly ~Jim Lee',-; ful:uri.,;ti c hanl-sl1c-0J o[ years back had ~.ome of thic; advantaqo, but:_ harnr=,ss was nol: wide Ly Jc1ble. Center of clearJy l1oping t:o capi La '.'c,' on Lhat only thc,y'LI do Jike th<-0 Dori.to chip people ... tl1ey' 11 ma lw more,. 'J'he moc; intere~Jtin,J .l:eature is the, inflatable chest cushion and shouJde;r pads wh:id1 rc-cportedly do wonder[; for pilot comfort. For " L: i fy" pilots this may be consj dered a nece,;sary acc<-0ssory, s tho,;e wi_nq,; can make even b<-0l:\er 1rno of_ more, t:rc,amlj_m:x-1 piJot:. With wal:er, 1·adi o am] oxyqen in pockets under one arm and L:ho pardchute mount.E,'d under Lhe other, L.he hard ,3hcll ,;moothnesc; pn,'cc;erved Bob Lowe of Colorado w LE,s, "Very hmctiona] , automal: i c t:ake -off and must hav<-0 n'?a I 01- of Urne on t.hi,, one. " ter ,;om<-0 l:ime "beta" l: witJ1 an Carbon C>C, will quickly be a }1yb ids [andl 'must-have' the top-J ,Jay makes one r;ucc.inct]y, "Tf removinq Uic~ kinqpo,; L hc,J p.c;, tl·1-ink whul: this will do. " l\ccordi nq L·o Web wri t:er Dav:i .SLraub, 11 ~Jim l,<-0e ordec,rc,d one." TmprE',s ln fo: CCravity@dreamscape.com. ~•• mentioning Wallaby regardinc0 Lhc? Opc,n and Quest Air for t:he Nationals, T lefL out Lhe othF,r acl:i.vc t:owpark in ccnt·_raJ Flor Lda. Gregq MacNamee runs Graybird AirSports and operates t:.he Dunnellon Airport. Located 16 rn:UcEo west oJ main north-south nout.e 7'5 on Hiqhway LJ8LJ, lie o fen-; hanq gliding, paraq]idinq, paramotor and ultraliqht 1yinq. i"l i_ght l: ::-;ales, ,md ce ilvailable week. Greqg wr:itec,, "'J'his airport has 500-1- acrc,3 square clear space, t:wo paved runways 1,fl7''i 1- lonq, d disc qol cmirs<-0, bathroom with hol sbowers, r;Lor<-0/offic<-0, and l1angar spac,,." Info: 3')2 !J89 9969 or f1y@graybirdai rsport::-;. com 111u11o111 Up norU1 the greater Chi caqo area, l:.he Hang Glide Chicago group ( I hr we,c:t:) or Surf Air (NW of Milwauke()) each 1-0 have t.wo \:uqs opr,,ra\: inq, accordinq to Steve Rewo.l j Bu 1- instead of working wi l:1-1 the-' Dragonfly, U1 L.s qroup _is
Sii'T!Mlill, I 999
a modi fled Kolb Aircraft tug based on an apt sounding combination of two of that: company's modc-0ls. Kolb is one l:he most: respected namer; in ultralight: aviation and 've 1own all Lheir aircraft:. fly wonderf:ully but are slow enough that ean visualize Lhern being great: l:uqs when properly configured. Mc"mber.s of these, operations, aided by Harold's Flying Service (at Uie Leland, TL si ), re-Lined an <-0arly Kolb a machine the company can now s1Jpp1y. 'I'hey bc"l i l ,, more ::-;table jn rou9her conditions 1-.han a Draqonfly. A Steve also related a fa,-;cinating work on a DC-3 beinq mod_i r~o can a hang g1 ider~; ! Back .in early June was in Indiana bc:i nq refurbished. T' I l bet we .hear more abouL that proj<-0ct. Info: 1111-557-4041. ••• 01.11_ wost:, the Sierra Dragonfly Club has been operat:inq mm,t of this year at l:he Car.son City, NV Airport. Steve Lantz ( the founder of Second Chan parachutes) "l1as built some real nice liangars on th<-0 c1irporl to sl:ore all of our fly.inq toys," Ken Munn. SomE, hanga.n:; were also available, l.honqh U10,;<-0 thi nqs can change quickly. you you should check out the opera ion. vi.a AirMunnGlaoJ. com ••• The Mosquito power l1ar11es,3 conti nuc-es Lo make converL.s from those who wouldn' I have anything to do w-L th power. Om, t:ale war; to.Id, about a pilot: who powered all the way t.o 1.4, 000 feet on l~he qal lon and ba1J: tank, makes pretty convind nqly. i,:ven i [ tha L n"alit:y, the fact remains t.ha\some who don't Jive n<-0ar mountai_m; and tliat means _Lots of Yankee piJ ots -- y<-0arn for abiJj l:y to qain al l.udo for To some, powerinq up and then U1an Lowing a istance. Accord Fifer, NorUi American sales are past 50 units by now, at '.~4,700 a copy. Pilot~. complim<-0n\ Lh<-0 tively qu:i ancl efLi.c:i ent operation, qu ck assernbJy, and qenera l ease of use. 616-922 f34!1. 111111114111 closincr have to tc,1] you that my "day job" al: wa.s excitin9 recent·.Jy, JFK Jr. thincJ preempted cv<-0ry othc,r news item in t.he country. Our company's rocket-deployed parachul:e sys Lem for the Cirrus SR20 4 aircraft: was shown on rmm<-0row:; national television broadcasts for days running. J nearly swamped the company wit:b phone calls Dnd t:be value of: BRE.i stock ,c;hot up J 7'5% on vohime four times than any prior day. With remarkable timinq, Cirrus y cleJ j vcred SR20 Ill to first customer d qht i.n tho middle of tJ-1:Ls Kennedy even . A ,rohn al.so flew a powered parachut<-0 ultra] ight. and t_(~d tlico BRS O,;hkosh ai rshow booth two ago. Wh e Lamentinq tl1e loss of a fc"llow sport: avia \.or, BRS ound I: c, n the spol:Jic:,ht: o national aU:enl:ion. ••• So, ~Joi: news or opinions'? Send 'cm t:o: fl Dorset, St. Paul MN 5511[3. M(~r;saqes or lo 651-450-0930, or e-mail Lo CumulusMan@aol.com ..THANK,;J_L
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