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

A Publication of the United States Hang Gliding Association• October 1999 • $3.95

(USPS O17-970-20 - ISSN 0895-4.33X)

16 25th Annual Seascape, Cape Cod Halloween Fly-In

by Gemge Ferris A greaLfriend of our spore, Chuck Nyhan, hosrs rhis fun fly-in.

24 Crossover: A Paraglider For Hang Glider Pilots by Steve Lantz A paraglider wich a more hang glider-like control sysrem.

34 Rigid Wings -

Part II

38 The 1999 Monte Cucco World Championships ~yjim Lee Flyi ng adventures ar rhe Worlds in Italy.

Columns

Departments

Wing Tips, by Rodger Hoyt.. .... ........... A

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

incident Repons .................................. 13

Calendar of Events .......... ................. ......6

USHGA Director Lisriug .................... 50

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

Hawker & Vario, by Harry Martin .... .5 I

Ratings .................................................28

Product Lines, by Dan Johnson .........62

Classified Advertising .......................... 52 Index ro Advercjsers .............................62

OcrOBER 1999

Gil. Oodgen, 'Managing £dilcJ1//'ditor in Chio! Dave P(Junds, Art Oire,•tor John. Heiney;. Gerry. Charlebi>is, ,teroy Grannis, Mark Vauglm, .Bob LIJWe Photogmphers Harry. Martin, 1/hmrator Dennis Pagen, Mark Stucky, Rodger Hoyt, G.W. Melldows1Hrll Paln:ik1ri1 lliU. Bryden Stilff Wrltiws Office Staff · · · ·

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Phil Bachman, Exc1culivP Directqr, phbachman@ushga.org Jeff Elgart,.Arlvortising, jjelgart@u,hga.org Joanne.l'etcrson;Mernber Services, rJpet,w;~111@ushga.org Elai1JC [lgart, .Wob Adrninis.trator, (,rnelgart@ushg;i,org Natalfo Hinsl!ly, Merd1,111dis,, Services,.11Jhinsley@ush1,a.org John Halloran, Adrnir)istmtive Direct()rjgl1alloral)@ushga.org

uSNG!\ Of(icers ,mdixecutlve Cornmittee: Gregg lawless, President Chris. Dul'a11l; Vice Presiden/ Russ Locke1 Secrota,y

Geoff Mmnford, Treasurer

Air Mail MOTOR COVERAGE Dear Editor, 1 am very concerned about the motorized ultralight material appearing in Hang Gliding magazine. I see this as a dilution of hang gliding content and, in my opinion, is inappropriate. Is it the inrcntion oF Hrmg Gliding to continue coverage of motorized flight? I understand that rhcre is a move wirhin the USHGA Board of Directors to include motorized flight as an activity embraced hy the USHGA. Please allow this J\ssociation's magazine ro air the thoughts and opinions oF its members regarding this huge departure from the February 1982 published goal: The USHGA will oFltcially cease association with the powered uhralighr movement as of September this year." Mark Frasca, Vice President Water Gap Hang Gliding Club What do our ret1ders think? Wouldyou like to see ctrticles on /ightwez~ht trikes, the Mosquito cmd such?--·-- Ed

skills. Tmet" Tammy at her training hill and in a few flights she had me launching with conltdcnce. W;itching her train the beginner smdcnts made me appreciate her ralcnrs and patience. I just hope her students realize that they have an outstanding instructor. The next day Tammy spent most oF it showing me the LZ, supplying a ride to the Eliminator launch, sharing her favorite flight routes and imroducing me ro the local pilots. She had me in a harness and off launch with the case oF a true professional. On rop of being a great instructor and world-class pilot, she's a good person with a warm smile. I highly recommend Tammy's services to beginning pilots as well as travelers rn the Sama Barbara area. Kevin Lewis Merritt Island, FL

Tips by Rodger Hoyt

QUEST AlR VISIT Dear Editor, This spring I had the opportunity to visir Quest Air and my visit spanned the week of the Nationals. I also got a chance to help our with the ground crew, which was an honor for a 11011-·competition pilot like myself: This letter is obviously late, but I did wanr to express my gratitude to cvCJyone at Quest for a great time, and to recommend rhis first-rate flight park to anyone contcmplat-· ing a flying trip to Florida. Nor only was the hospitality second to none, but the rowing operation is, as we all learned during the Nationals, a "well-oiled machine" that is capable of getting lots of people into the air safely. I hope i-o return soon, and thanks again for a great experience. Jane Lenard New Paltz, NY BURCAR RECOMMEND Dear Editor, Rcccmly f traveled to California on business and was cager to do some flying. Having no equipment: or idea where to fly, T eventually found Tammy Burcar's Fly Away Hang Gliding in Santa Barbara. Being primarily a Florida tow pilot I needed to brush up on my [<)or-launching OcTOllFR 1999 VmUMI 29, ISSUE No.

vcr review your flight log and ltnd that you're un:1blc to recollect a specific flight? Need more details to jog your memory? Tn addition to their ofncial USHCA flight: log, some pilots find it: helpful to keep a derailed journal of their flights. This allows unlimited information to be recorded, extending even to the emotions experienced during a particular flight. Check out George Worthington's In Search of World Records for an excellent example of journal-keeping. Many of his flight records arc over 1,000 words long! Your journal can be in a simple spiral binder or even on your comput:cr. Wh,never fclrmat you choose, you'll find i-hat a flight journal will make stimulating reading for winter "armchair" flying.

Have ti hot tip? Send it to "Wing Tips" clo Hang Gliding or e--mt1il rbhoyt@gD.com. HANC GLIDINC

• Carry in your pocket. Instant accurate readings. Measure wind or air speed to 95 MPH. • Wind speed, max and average modes. Knots, MPH, KPH, FPM, M/S 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 1 s a Moyes glider for every occasion.

Become t1art of the Moyes familyFly a Moyes

USHGA Books PO Box B;i;O Colorwlo

plliNqs CO 80901

l,800,616,688a usl1qA@usl1qA.oriq fAx(719) M2,Ml7 MC & VisA

Events

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

COMPETITION UNTIL DEC. 31: Falcon X-C Contest. Wills Wing Falcons only. Five sections: West Coast, West, Central, [i,ast, World. Prizes in all sections and classes. Hang 2 and up. Three classes: Pro (Hang 4), Amateur (Hang 3), Recreational (Hang 'Jowing allowed with maximmn release altitude of2,000'. No entry fee, send SASE. Contact: Tek Flighr Products, Colebrook Stage, Winsted, er 06098 (860) 379. 1668, tek(t0snet .net. UNTIL DEC. 31: 1999 Michrul Champlin World XC Challenge, for paragliding, hang gliding, sailplanes. No entry fee or registration, $600 first prize. Pilots are scored by how far they fly rela· tive to a sire's distance record (750 points for flying 75 miles at a sire with a 100-mile record, l, 100 points or breaking the record). Flights submitted on the honor system. For more details contact: John Scott (310) 447-6234, fax (3 l 0) 447--6237, brenonwoods@email.msn.com, www.hanggliding.org. NOV-DEC.: US. World S)ted Gliding Championships to hold two more meets this year. Both will be in California; one will be in the L.A. area, the other in San Jose. When finalized, dares will be post· ed on the hang gliding Digest and on the WOR website ar www.wingsofrogal· lo.org There will be both Class 1 and Class 2 events. JAN. 25-FEB. 4: Bogong Cup, Iawonga, Victoria, Australia. $5,000 prize money (Aust.), entry $150 (Ausr.). Includes topless, kingpost and floater classes.

Contact: Phil I ,ahiff, rnountaincred<@'netc.net.at1, phone 011-3-57-544-247, fax 011 860; John Adams, phone 011 4945, jcadams@telstra.easymail.corn.au. JAN. 31-FEB. 5, 2000: Millennium Cup Mexico 2000 (hang gliding). $20,000 (U.S.) prize money, sponsored by Beer Sol. El Penon de] Diablo, 15 km south of Valle de Bravo. Entry $200 (U.S.) before January 21, $250 afrer. Contact: Eneva, fax O1 l 79, cneva@softhomc.net; Alas Del Hombre, phone 011 fax 011 alas(it)alas.corn.mx.

FUN FLYING OC'I~ 9-11: 12th Annual Dry Canyon Columbus Day F!y-.fn, Alamogordo, NM. $10 entry for fun or competition. Barbecue and awards on Sunday. Shirts available. Contact: Tcrn1/Cindy West (505) '137 5213.

CLIN] CS/MEE'TIN csrro URS THROUGl-T 1999: Mosquito Clinics, presented by Bill Fifer throughout North America. Contact: (616) 9222844, tchanggl ider@juno.com. THROUGH NOV 1999: "Owens

Valley at its Best" Dws-Country. Thermal guide to the Owens Valley with Kari Castle. One- to nine--day adventures. Private one-on-one flying, guide service and instruction also available. f·like '11' fly the peaks of the Sierras and White Mts. Contact Kari for rnore information: karicastle@telis.org (760) 8722087. OCT. 16-18: Basic lnstructor Training Program. OCT'. 20: Parachute Clinic. Lecture, video, care and maintenance, practice deployments, chute repacking. $50 or free with chute purchase from MSC. NOV. 13-14: Instructor Evaluation Program. NOV. 25-28:

Turkey Fly-in and Glider Demo Days. Dunlap Flight Parle Hang 3 & 4 only. Call (559) 338-0606. $] 0/day, $) 5/night camping. Contact: Mission Soaring Center, 1116 Wrigley Way, Milpitas, CA 95035 (408) 262-1055, fax (408) 262-1388, rnission@hang--gliding.com. OCT. 21-24: 1999 Fall USHGA Board of'Direttrm Meeting, Colorado Springs. Contact: USHGA Headquarters (719) 632-8300, ushga<rhushga.org. DEC. 27-31: 1999 Mauna Kea Fly-ln. Celebrate the new millennium on rhe Big Island of Hawaii. I-fang gliding and paragliding pilots welcome. Contact: Achirn Hagemann, Advanced Air 'Ic:chnologies, P.O. Box 797, Mtn. View, HJ %771 (808) %8-6856, tofly@excite.com. DEC. 1999-MARCH 2000: Hang glid-

ing toun, Valle de Bravo, Mexico. Weck long tours, Sunday to Sunday, $795. Lodging, glider, transportation, retrieval, airport pickup and return included. Ai rm en's Rendezvous, Dec. 26Jan. 2. Contact: Jeffrey Hunt, 4811 Red River St., Austin, TX 78751, phone/fox: (5 I 2) 467-2529, mobile (512) 656-5052.

FEB. 2000: Sajt1ri S/;:y Tours hang gliding tour in Brazil. Contact: John "Ole" Olson, (3(i0) 403-3199, skytours(aljuno.com. 2000: Flying in Brazil 2000. Wonderful warm weather, flying in an exotic set· ting. Be pare of the Adventure Sports trip to Govenador Valadarcz, Brazil. Experienced instructors and guides. Take side-trips to Carnival or any of the beaurifo I beaches. 12 days, $1,200 for paraglidcrs, $1,400 for hang gliders. lncludcs room with breakfast and lunch, ride to launch, retrieval and guided tour. Save $100; register by Nov. 15, 1999. Contact: (775) 883· 7070, www.pyramid.net/advspts.

111\NC CI.IDINC

Dedicated to Frandi; Ro!~al!lo

Over 500 pages Articles, lllui;trationi;, Ph,otoarc2oh1s, and much more ... Editors: Jim Palmieri & Palmieri Illustrator/Cartoonist: Mike Vorhis

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THE FREEDOM MACHINE: • Compatible with most gliders • Short I 00 foot take off and landing • Lightweight and easy • Many happy owners • FAR part I 03 legal • Soar with engine off

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Update

"HANGSIM" - FIRST LIGHT AVIATION SIMUIATOR

ang gliders, paragliders, microlighrs and sailplanes soar in Wilco Publishing's new software ride, "Hangsim." Ir is the first PC-based glider simularion to push the envelope with true-co-life flight dynamics and phoco-realiscic terrain, far beyond the boundaries of current digital design. Set for launch in September, Hangsim gives you a choice of two hang gliders, two paragliders, one sailplane and one microlight, each entirely configurable with parameters ranging from nose angle co weight and wing span . You soar over real-world 3D moumains, forests, cities, valleys and seas depicted in 16-bit color and three meters/pixel resolution for a bird's-eye view unmatched in clarity and derail by any other flight sim. Wilco's proprietary atmospheric model simulates the flow of air over mountains and valleys for ultimate realism. You can climb in thermals, soar ridge lift, and fight che pull as you gee close co clouds. You' ll hear che rush of che wind in your ears, fly your way ch rough sun and shadow, and dodge multiple layers of fog and haze. In Free Flight mode you can make training flights. In Challenge mode you can add severe weather, cloud coverage, strong thermals and other effects. In Competition mode yo u race against imelligem glider pilots. There's also a Just For Fun mode chat lees yo u shoot od1er gliders down commando-style no blood or gore . Your personal logbook tracks all ilie particulars of each compecirion and a separate flight record analyzes your perfo rmance on every flight in every mode, including flight time and distance, average ground speed and maximum alci-

rude. A control panel includes an altimecer/variometer, a GPS, and a moving map display containing real aerial photograp hs of the topography below. To add co the reaEsm yo u get a 360degree view and a good look at yo urself as you launch, soar, and shift your weight. Thanks co the game's open architecture yo u can create yo ur own glider or scan in a photograph of any real geographic area co add co ilie choice ofterrarn . Select from beginner, imermediace and expert levels in all fligh r modes and che weather will change co adjust che challenge accordingly. In Competition mode ilie choice of levels also determines competitors' behavior. And no matter the level, you can get our of any sticky situation by putting the system on autopi lot and awaiting rescue. Hangsim will be sold in computer scores nationwide and carry an MSRP of $39 (U.S.). Minimum system requirements include a Pentium 166 with Windows 95/98 and 100 MB free hard disk space, plus DirectX 6.0 or higher, a 3D graphics accelerator and a sound card. Founded in 1997, Wilco Publishing focuses on developing and marketing flight simulacors. Ics first produces were add-ons co ilie Microsoft Flight Simulator, including Tahiti, Grand Canyon and Airport 2000 Volume 1. Hangsim is Wilco's fir c independent ride. The company cakes irs name from che aeronautical abb reviarion for "Will Comply." Wilco is based in Belgium and can be reached on rhe Web at VVW\¥.wilcopub.com or by phone ar Ol 132-2-331-32-90.

1WO NEW GPS UNITS FROM GARMIN armin International has announced two new GPS units in their recreacional line, the GPS 12 Map and the Emap. The 12 Map is a cross between ilie extremely popular GPS 12 and che GPS III+. The 12 Map combines ilie basic

fu nctional ity of the GPS III+ and the housing of the GPS 12. This unit is che answer co the requests of many pilots des iring GPS III+ detail-mapping ca pabili ty in a unit without an external antenna. Some of the ocher noteworthy features of che 12 Map include submersible, waterproof construction, a 10year lithium battery co preserve stored data, gready improved battery li fe (up co 35 hours) and position averaging.

he £map is similar in size and functionality co the 12 Map wiili a slightly larger display, less weight, and the ability co utili ze removable data sto rage cards. T he Emap will accept 8Mbyce and 16-Mbyre memory cards, allowing the user to upload considerab ly more detailed map coverage. Some of the other noceworchy features of the Emap include an internal antenna, 120 x 160 pixel, four-level gray-scale disp lay, and indefinite sco red data (no memory battery required). The 12 Map and Emap wi ll prove co be invaluable coo ls for ch e serious X-C and competitio n pilot as wel l as recreational pilots who just wane the latest coo l electronics. Attachin g the 12 Map and Emap co yo ur hang glider or paraglider harness is easy since Flycec USA has added two new GPS adapter brackets to accommodate these two new units. For more information on these new GPS units as well as the co mplete Garmin recrea ti on, marine and aviation line, contact: Flyrec USA, 1-8 00-6622449 or (352) 332-8675, fax (352) 3328676, info@flycec.co m.

WATERGLIDER NEWS

om Erickson ofWacerG lider WaterSpores in Lake Havasu City, Arizona announces his new Web page at www.wacerglider.com . He comments iliac ilie water glider proj ect has been such an overwhelming success chat they would like ocher schools ro co nsider chis instructional alrernacive. They are also in need of tandem-raced pilots co Ay for iliem and offer training in Lake Havasu. H A G GLIDI NG

Contact: (520) 680-7367, rnmerickson2@juno.com.

ZING WINGS

he Zing Wing is a high-performance flying-wing rny based on the folding-wing concept that Steve (Crash) Corbin came up with back in the l 980's. The Z ing Wings design has a plan form much like the new rigid-wing superships, with performance rn match. The gliders fold in half for launch using a tape hinge, two plastic hooks and a small rubber band between the hooks which causes the wings rn spring open for flight. Launching the glider is accomplished by positioning the launching rubber band under one of the hooks and shooting it upward. The glider travels 30 rn 100 feet high before opening, and flights of 30 seconds rn several minutes are common. With their low sink rate and high LID, Zing Wings are very capable of soaring, and occasionally gain several thousand feet in thermals. Adjustments for trim and mrns are accomplished by slighcly bending the built-in elevons. It is recommended that they be flown in large, open areas. Constructed of high-densi ry polystyrene foam, the wings are quite durable, but if broken can be repaired easily by applying tape to both sides of the wing over the break. The wing tips are sprayed wich fluorescent paint to make them highly visible. Priced at two for $5, five for $12 or 10 for $20 (p lus $3 S&H), they make a great, inexpensive gift for pilots eight and older. Contact: Zing Wings, PO. Box 489, Enumclaw, WA 98022, (360) 802-2426, cimhuff@wans.net.

BRAUNIGER OWNER'S MANUAL ON VIDEO: IQ FLYING

ecause not everyone likes rn read owner's manuals, Brauniger now offers an alternative: a video called l Q

OCTOBER 1999

Flying which makes it easy and entertaining rn get rn know all the functions of the IQ series instruments: air pressure and alcimde, vario, averager and rime constant, polars, speed-rn-fly and McCready, memo and flight log, printing with the IQ series, barograph and GPS. The 30-minute video was produced by famous action film-maker Henry Hauck, and includes not only a lot of information but great flying footage. For the English version in TSC format contact: Brauniger USA, (305) 639-3330, paragliding@aerolight.com.

Yesterday's Technology

U. OF TEXAS CATALOG eff Hunt sends us this catalog of courses offered by the University of Texas at Austin. What tremendous publicity for the sport - more than 40,000 were printed! The course description in the catalog begins with the following: "Do you like flying or have an interest in exciting forms of aviation? The sport of hang gliding has mamred inrn a beamiful, spectacular acrivit:y enjoyed worldwide. "

S'I'ARTING HANG GLIDING VIDEO f you have ever dreamt of flying like an eagle, hang gliding can help yo u realize your dreams." This is rhe message of the latest video from Paul Hamilrnn and Advencure Productions,

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 hPa/hour • Easy-to-operate basic functions: 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 IQ series: IQ Classic IQ Competition/GP$

Starting Hang Gliding, Fly Like An Eagle! It was created as an introduction rn the sport, rn show what hang gliding is all about, and how modern technology and enhanced training techniques have made the sport easier rn learn than ever before. Filmed at several major hang gliding schools in

IQ 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-mail: paraglldlng@aarollght.com http://www.aarollght.com

,f 'BRXUNIGER FASZ INATION DE S FL IEGEN S

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In consideration of the benefits to be derived from membership in the USHGA, (Pilo~ and the parent or legal guardian of a minor, for themselves, their personal representatives, heirs, executors, next of kin, spouses, minor children and assigns, do agree as follows: - The following definitions apply to terms used in this Agreement: I. means launching (and/or assisting another in launching), flying (whether as pilot in command or otherwise) and/or landing (including, but not limited to, crashing) a hang glider or paraglider. 2. INIUR,,ES' means injury, bodily and/or or fimimcial injury sustained by Pilotas a result of PA,flTi'CIJ'Al.70/i,~IN THE SPORTand/or as a result of the administration of any USHGA programs (for example: the Pilot Proficiency System). If under 18 years of age, the term INJURIES"means nPr·c::n1111:111 injury, bodily and/or sustained by n1>1r11:nn::111 or fimimcial Pilot as well as injury, bodily injury, sustained by Pilot's parents or legal guardians, as a result of THE SPORTand/or as a result of the 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 Pilotmay launch, fly and/or land; All persons involved, in any manner, in the sports of hang gliding and/or paragliding at the site(s) where D "All persons involved" include, but are not limited to, spectators, hang glider and/or paraglider pilots, assistants, drivers, instructors, observers, and owners of hang gliding and/or paragliding equipment; and All other persons lawfully present at the site( s) during g) B. I s:mts=v1:11:1 n1i;;11.1:.H.-»D;; AND DISCHARGE the PARTIESfrom any and all liabilities, claims, demands, or causes of action that I may hereafter have for SPJl'JR1rfi /JV/l)'R/1:J however caused, even if caused by the negligence (whether active or passive) of any of the ru;;,r..u:::,1,1.;,cu P/JJ'ITIJ:::f to the fullest extent allowed by law. C. I WILL OR A CLAIM against any of the loss or damage on account of .rPirJR,r:r IN/UR/ES. If I violate this agreement by filing such a suit or making such a claim, Iwill pay all attorneys' fees and costs of the nu;;.a.s;;,11.,u;;u f''AR'T/1:.~S. I shall be and in accordance with the California. All and matters whatsoever arising under, in connection with or incident to this Agreement shall liti:~at:ed, if at all, in and before a Court located in U.S.A. to the exclusion of the Courts of any other State or Country. E. If any part, article, paragraph, sentence or clause of this Agreement is not enforceable, the affected provision shall be curtailed and limited only to the extent necessary to bring it within the requirements of the law, and the remainder of the Agreement shall continue in full force and effect. F. I Pilot is at least 18 years of age, or, that I am the parent or legal guardian of Pilot and am making this agreement on behalf of myself and If Iam the parent or legal guardian of Pilot, I TO INDEMNIFY AND the for their defense and indemnity from any claim or liability in the event that Pilot suffers even if caused in whole or in part by the negligence (whether active or passive) of any of the ..... ,,.._,.,,.,.....,, P.AR.TIES.

I have Adult Pilot's Signature

Date

Sifnature ofPilot's Parent or Leta! G11ardian ifPilot 11nder /8years ofage.

Date

MMR 11-97

id by Bill Bryden The number of towing incident reports submitted thisyear has been rather small. My hope is that this phenomenon is the result ofrelative!.y few incidents occurring rather thmzfolks not submitting reports. In any event, we'll !ooh at a couple towing issues this month. n experienced tow pilot was working a thermal above a tow site and observed a tow progressing below. She concluded that her altitude was well above that being achieved from the rows, and quit paying further artemion ro a tmv taking place hclow her. She continued circling, failing to notice that the other pilot had towed above and behind her. Continuing around 180 degrees in the thermal, she saw the lowline only moments before hitting it. The tow pilot 50 feet above released immediately and both pilots landed s,ifrly. Fortunately, very few line strikes occur when pilots arc surface-based tow· ing (the tow rig is on the ground, not flying). Consequently, we have little empirical data from which to recommend courses of action based on what has worked and what hasn't in these situations. In the above incident, rhc tow pilot released immediately. In another line-strike incident which occurred sever-al years ago involving an airplane, the pilot did not release and the aircraft severed the line. So what is best? 'fhc bottom line is, [ don't know. There arc no hard and fast rules. When doing research for the book Tciwing Aloft, l )ennis Pagen and l discussed this sirnation extensively among ourselves and with other pilots. These conversations yielded some poinrs to ponder and I'll offer a few ideas to consider. Some pilot's may disagree with some of my recommendations. That is fine good acrnally. Let's discuss them and we'll all learn something in the process. Oc101ltR 1999

Accident Review Chairman First, as in most situations in our sport, risk management and situational awareness arc of paramount importance. The best course of action is prcvcmion. When flying in close proximity to other gliders, at airports, when sharing the air wirh other aircraft, and really at all times, you must "sec and be seen." This requires keeping a keen eye out for other aircrafr and keeping track of them and their towlines. Ir means flying in a way that maximizes the likelihood of you being observed by other pilots. In order to be seen you may need to deviate from your flight heading to expose more undcrsurfocc to an airplane headed your way. It means utilizing radio communication to apprise other pilots and incoming airplanes of your location, flight path and intentions. Ir entails working with the airport to establish areas of operation so gcncral--aviarion pilots know where to watch for you. It means keeping to an airplane's left, if possible, so rhe pilot seated on the left side will more readily notice you. You must continually contemplate how your actions may increase the likelihood of another pilot seeing you. Situational awareness demands having options prepared in your mind for potentially developing situations. For example, if an airplane is approaching, decide which way you should go if the pilot doesn't alter course. Plan different escape routes if he turns right, turns lcfr, or dives. If you arc towing near another glider, situational awareness means planning whether or nor you arc going to release should the other glider get within a certain distance that you have determined is too close, and what to do if he docs hit the line. The pilot under tow has three options: release the towline, keep the towline at full tension, or keep the line and have the ground crew reduce tension. or course, with any of 1hesc, eva-

sive maneuvers arc also appropriate. There are two fundamental considerations that must be taken into account when deciding whether or not to release: what is safest for the pilot under tow and what is safost for the craft approaching or striking a towline. The answer is simple for the towed pilot; release and he is out of the equation. The difficulty is assessing what's best for the other pilot without significantly compromising the towed pilot's safety. There arc many things to consider. Some towlines cut fairly easily when stretched under tension. 'Ii-y cutting a limp piece of rope with a knife and rhcn try again with the rope stretched tightly. While towing, some lines might be severed by a plane much more e;isily if taut, and this may be a better option than to risk dropping a limp line that could wrap around and entangle propellers, ailerons, antennas, kingposrs, batten rips and other aircraft parts. Rcmernbcr rhat there will be no weak link between the entangled aircrafr and the towline, and the line will probably be attached to a tow rig on the ground or could snag an obstacle if released from the rig. On the other hand, some lines arc quite strong or abrasive. Spectra, Kevlar and steel cable arc used by some tow pilots and these might saw through a wing section or sever a body part if kept taut. It might be better not to release such a line, but drop tension and hope it slides free of the aircraft after a line strike. You can't make those decisions ;it the moment, but must consider these issues prior to rowing and during your flight as part of the situational awareness process. Unless the glider or aircrafr is very close to either end of the towline, the Forces felt by the plane striking d1c line will not be instantaneous but rather will ramp up. The rapidity of the ramping is dependent upon the striking aircraft's speed and direction. Consider a glider traveling in the same direction as the tow striking the towline mid span. It might experience several pounds of force, the weight of the line, bur won't experience much more until it has pushed the sag out of the line and reversed it, bowing

1 ")

the towline away from the towed glider. This provides a fi1ir amounr of opportunity for the rowline to slide free of the striking aircraft. Alternatively, an air-plane traveling J 40 mph toward the towed glider, only 500 foet above the ground, will experience a rather sudden impact. Flow much risk is involved for the pilot under row who does not release:' First, in order for this situation to occur, the towed pilot will likely be rather high. He still has a release and presumably a weak link at his end as well. The surfacebased tow system will likely be a tensioncontrolled system and it will attempt to compensate for any tension increases. Unless the striking aircraft is close to the towed pilot's altitude, not releasing immediately probably won't increase his risk very much and he should be able to release if the situation st;ins rnrning bad. Ifthc ;ipproaching aircraft is near the towed pilot's altitude, releasing under full tension will generally s11ap the towline away several hundred feet very rapidly, and it might quickly clear the approaching aircrafr. However, an aircraft 1,000 feet below could fly into a big jumble of towline IO 10 20 seconds after a release from up high. 'I'his could be worse than hitting a taut line. ffrhc two aircraft arc close in altitude, it is probably still best to immediately relc.1sc after a line strike. There won't be much line to entangle the striking aircraft. With the aircraft close together, forces may act upon the rowed aircraft quire rapidly, upsetting its flight and leading to a mid-air collision before the pilot under tow can release and regain control. The kind of striking aircraft should be considered in decidi11g what to do. Hang gliders have swept-hack wings, and while the glider may be yawed or stalled hy a line strike, if the line remains reasonably tam it is speculated thar it will generally slide toward the tip and free itself The above incident represents only one data point, bur holsters speculation that turbulators on the leading edge will also rear Free if the line snags them when sliding laterally toward the tip. A paraglidcr wing might he cut when hit-

ting a line under high tension, but tan· gling with a jumble of falling line could be equally catastrophic. Hitting a lightly tensioned Iine is probably the lesser of the evils. you are piloting an aircraft that strikes a line your options are rather limited. TL1r11 to avoid a line, but afrcr contact, extremely aggressive rums away from the line may actually exaccrbme the entanglement. Just level out and fly away frorn the line. ff you snag a line and cannot free it by cutting or flying, you should circle down over rhe tow rig and land near it. Keep your airspeed up and the circles rather gemlc. As you get lower, circle such that the line is cm the outside wing rather the inside. Should the line snag a hit as you get low (and it probably will grab on weeds, etc.) it will tend to terminate your rnrn rather than causing you to spiral down more aggressively, possibly into the ground. Do not fly over trees, shrubs, signs, power line poles, fences or other obstacles that might snag the line. If the striking aircraft has thrce-·axis control, consider giving aggressive rudder toward the line and opposite aileron, putting die plane into a forward slip. This will yaw the plane toward the line, cffcuivcly incre;is·ing rhc sweep angle for the wing in contact with the line, helping it slip free as rhc plane cominues to fly away. In summary, the best course of action is prevention, alerting the oncoming air-craft to the line's presence, and terminat-ing and clearing the line well before a collision can occur. ff close, and the line can be released and pulled clear of an oncoming aircraft with a degree of ccr-· taimy, rhcn do that. This can usually be accomplished if the aircraft and towed glider arc close in altitude. Ir both the rowed glider and the striking aircraft arc close in altitude, you should probably release immediately. Generally, releasing the line and having a much lower aircraft fly into a jumble of line is qnirc hazardous for thar pbnc. Not releasing is probably a better oprio11 in this situation. ff the line cuts easily, during an air-plane strike, you migl11 wanr to keep the line :n full tension to facilit:He severing. For towlines that do not cut easily, and

for hang glider and paraglider line strikes, you probably should reduce line tension but not release. Th is would minimize entanglement risk and give the line a good opportunity to slide clear. second towing incident occurred that continues our discussion about managing the towline with surface·-based towing. A novice pilot was utilizing a stationary winch, towing only to ,l few meters altitude ro practice landing skills. The pilot overflew the tow rig ;ind was trailing the line behind. The line snagged on the control Frame of the glider which dove in from five feet, crashing. The pilot was uninjured. Two very similar situations have occurred in the last seven years. The altitucks were signihcantly higher and both resulted in fatal itics. 'l'hc fatal accidents involved poorly designed towline releases that failed to operate properly, which was not a factor in this incidenr, but the mechanics that caused all these gliders to dive toward the ground were the same. 'T'hcrc arc numerous configurations for connecting rhc towline to the gl icier and/or pilot. Surface·-bascd row rigs generally use one of three configurations. I) A bridle is routed from the keel to the towline and rhcn under the control bar to the pilot's harness. 2) The towline is romcd under the control bar ;ind con-nectcd to a release at the harness (common with platform launch, payout winch towing). 3) The towline attaches to two short leaders differing in length by abom duce feet, with the shorter one routing through rhc control frame and attaching to a release at the harness, and the longer one routing under the control bar and connecting to the release. With this system, as the angle of tow becomes more downward, the upper leader is released and the tow progresses from the lower line (common with stationary winch towing, especially with step-row-ing). When only low tows arc being per-formed, some pilots will rome the lines in configurations numbers 1 and 2 above rhc control bar instead of under the control bar. Whenever any bridle or towline

H'\NC GIIDINC

attachment is made rn the keel or to the pilot's harness above rhe control har (also called base bar), a unique risk develops if rhe hang glider flies away from the tow rig. This can occm if the pilot overflies the row rig or gcrs turned away from the 180 row rig. The bridle or towline will wrap around the control bar and back toward the rig. If there is auy line tension, this will actually pull the control bar back, eHccrively srnffing the bar and diving rhe glider. Ii docs not take much force to perform this and a weak link will not break in rhis situation. Ir is very dangerous and must be sedulously avoided. With bridle or towline connections above the control bar or 10 the keel, the pilot must release immediately whenever the towline is being dragged behind. A snag could dive the glider in a heartbeat. If the release fails to work, jerk the trip cord aggressively; some systems don't release well under little or no line tension. If the release still docs not acru;ite and alti 111de permits, cut the line or bridle. If altitude is low, circle down as discussed above, landing near the tow rig. Do not fly over obstacles s11ch as fences, shrubs or trees that could snag the towline. The grou11d crew should sever the line at their end so it can snake through trees or obstacles if possible. l f die towline stuffs the bar, diving the glider toward the ground, and Oc:10111J, 1999

rhe line cannot be released, deploy your emergency parachurc immediately. Other options may or may nor work and you have precious few seconds, making the ch11tc rhc best choice in this situation.

Overflying a tow seems to result in an accident every couple of years. This reccm one was lucky, since the consequences have historically been quite severe. 'fowi ng can be performed with relative safety (rnore on the stat isrics in the near future) bur there arc sever;il situations that can deteriorate rapidly with disastrous results if not managed properly. Dragging a rnwlinc behind the glider with the wrong bridle setup is one of those. Striking a towline and entangling the glider, though rare, is one of those. Technological improvements won't do rnuch to rnirigate these risks, only pilot care and diligence will manage them. II

• If towline is behind the base bar, glider will stall then dive.

o lftowline is above the base bar, glider will dive uncontrollably.

Effects of a Sna~i~ed Line

USHGA, PO Box I 330 Colorado Springs CO 8090 l -800-616-6888 fax [719) 632-641 7

I I I

easea

25THANNUAL

HALLOWEEN FLY-IN by George Ferris

In 1928 a glider pilot, Peter Hesse/back, stood atop Corn Hill in North Truro on Cape Cod. Before a large crowd he readied himself to launch into the ocean breezes, excited by the fact that he could break the Wright Brothers' duration record of9 minutes and 45 seconds set in 1911.

IL I I I I I I

ittle did he realize that his historic attempt was caking place from a ridge that would be the future hang gliding flying sire for our Annual Halloween Fly-In which began in 1974. This sire had also played a significant role in American history in the year 1620. In 1620 the Mayflower left England filled with Pilgrims bound for the Virginias. The ship was blown off course by a vigorous storm and found shelter in the harbor of a peninstJa shaped like a fishhook. This peninsula screeched out inco the ocean 40 miles from mainland Massachusetts and was called Cape Cod. Finally, anchored in the safety of cl1e harbor, the captain annow1ced that the ship was damaged and would be unable to continue co the Virginias. The Pilgrin1s wern ashore co search the new land for food and water. Plenty of fresh water was found, but as winter approached their rations diminished. In lace ovember, during their search for food, they climbed co the cop of a hill on the shore in north Truro. This much is face. What followed depends on who is celling the story. Mose accounts cell of the Pilgrims finding a large cornfield on a hilltop in Truro chat they harvested co supply chem through the wirner months. Bue further research revealed anOlher story. The Pilgrims discovered sand mounds on cop of che hill. The mounds were on cop of graves in a native Indian burial ground. The

fodians believed ,h,c giving, ponion of ,he

plentifully harvest the following year. Buried in the sand mounds on cop of each grave were large pots that were filled with corn at the end of each harve c and covered with sand. The Pilgrims uncovered the large pots, finding the corn. Since that day the Pilgrims called the sire Corn Hill. Ir was recorded

at a lacer dace chat the Pilgrims admitted caking the corn. They stated char because of the food shortage they were desperately in need of seed for the following year and that they vowed co make restitution. In pare, that restitution came in che autumn of 1621, the following spring. The corn they had taken from the graves was used for seed the CAPE

VINEYARD

SOUND

st co their ancestors would guarantee a

C 0

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SIZE

QTY

AMT. EA.

WEIGHT

TOTAL WEIGHT

TOTAL

SU BT OTAL COLORADO RESID ENTS A DD 3 % SALES TAX SHIPPIN G/HANDLING (see chart)

TOTAL

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UNITED STATES HANG GLIDING ASSOCIATION, IN C. P.O. BOX 1330, COLORADO SPRINGS, COLORADO 80901-1330 USA PHONE (719) 632-8300 1-800-616-6888 FAX (719) 632-6417 E-MAIL: ushga@ushga.org www .ushga.org

following spcing .md pcoducd , huge, , flourishing crop. The Pilgrims and rhe Indians, sitting side by side, celebrated wirh a week-long feas r. We srill celebrate this feast in ovember - Thanksgiving. There is a plaque on Corn Hill commemorating th e hisrorical evenr of the Pilgrims finding rhe corn.

8ill1r19Jgatr Slwot

Doris Frost Bredberg and Peter Hesselbach in 1928 at Corn Hill. Courtesy Cape Cod Pilgrim Memorial Association.

Fmt

For 25 years, Chuck Nyhan, owner of the Seascape Morel (commonly referred ro as Chuck's), has been hosting the Halloween Fly-In. The fl y-in was given rhis name because it is held the last week of O crober into the Halloween weekend. The hang gliding community owes a debr of gratimde ro Chuck. Chuck welcomes all hang glider pilots with open arms ar his morel, and has made flying on Cape Cod what it is mday. According ro Chuck, Jeff N icolay, who now runs Mornin gside Flight Park in New H ampshire, was rhe fosr pilot ro approach him abour flying at the Seascape. I con ducted a brief interview wirh C huck for this arricle. George: Chuck, when were you first contacted about flying at the Seascape? Chuck: In Ocrober of 1974 Jeff N icolay called, asking if he could come ro rhe Seascape and fly his hang glider from rhe morel's bluff

O ii Y

George: Were you apprehensive? Did you even

know what hang gliding was' Chuck: Actually, I was very excited abo ut it, havi ng warched hang gliders fly from Pico Peak in Vermonr in '7 1-'72 . George: After Jeff's initial trip to the

Seascape, what group ofpilots was responsible far making the Halloween Fly-In an annual event? PomtGnmr11on

~ Ni/NTU"-VSO A sailplane on Com Hill in the 1920's. Thanks to Joan Coughlin, Wellfleet Historical Museum.

O CTOBER 1999

Chuck: The Connecricur pilots. Many of the pilots have been com ing since the mid l 970's. John and Mo H amlin, alo ng with Wayne and H olly Ripley and Tom and Barbara Johnsron, have been coming ro rhe Halloween Fly-In since irs inception. The Connecticur club has raken on the responsibility of acquiring insurance and posting rules for flying at the Seascape.

G,o,ge, Haw y,u ,va b"n up tandem'

I I I I I I I I I

JI 17

A group ofpilots on takeoffat the Seascape. Provincetown with Pilgrim Monument towering above the cape. Photo by George Ferris.

soaring his Exxtacy over the Seascape. LEFT Launching.for a late-afternoon ridgesoaring flight. Photos by George Ferris.

to the beach or a short

Chuck: NO! I'm

town. George: From your

perspective, what changes have you seen in the last 25 years? there wi// be many more Halloween Fly-Ins to come? George: What was and is the attitude of

Ti-uro and Provincetown toward hang gliding? Chuck: The attitude of the people in these towns has always been very positive.

Chuck: Yes, as long as I am here. George: Thank you Chuck for taking the time for this interview, and thank you from all ofus who have experienced the beauty offlying at the Seascape.

George: Is the week ofthe Halloween Fly-In

the last week you are open for the season?

George: Wou/,d you still be open during this

week ifit weren't for the Fly-In? Chuck: The weather has changed in the las t 20 years; it's much warmer in the fal l on the Cape than it used to be. I would still be open because of the warmer weather but, of course, we wo uldn't have the number of people that the Fly-In generates. George: Are you planning on retiring soon? Chuck: NO! NO! NO! George: So, hang glider pilots can assume that

The Seascape couldn't be located in a better place on the Cape fo r han g gliding. It is on the bay side of the Cape in North Truro which borders Provincetown , which is located on the very end of the Cape. The Seascape sits on the north end of a southwes t-facing dune that runs south five miles and ends at Corn Hill. North of the Seascape the shoreline is close to sea level. T hose of you who have been to Funston or Torrey and can imagine a single-story motel running parallel to and 75 feet from the edge of the cliff can somewhat picture th e Seascape. Launch is 75 feet from the door of yo ur motel room. While sitting in yo ur room yo u can warch pilots flyi ng and launching. After an hour or two of fl ying yo u can land for a sandwich and then rerurn ro the air. For families it's a short walk down

North of the Seascape the cape resembles a fishhook, and the remaining 15 miles of land hooks cLreccly back at Chuck's, offering a spectacular view of the Provincetown harbor, the end of the Cape Cod per1i11SLJa. The sunsets viewed from Chuck's are some of cl1e most beautiful yo u will ever see. In the evening the lights of Provincetown glitter over the water and light up the harbor. During a full moon the beach lights up like a beacon since the moon acts like a spotlight beaming across the water. During the day the colors of the land and cottages contrasting with the water are a sight to behold, especial ly from the air. There are basically two good wind cLrections for flying the Cape, east and southwest. T he bay-side dunes face southwest. They start at a height of 75 feet at the Seascape and run south abo ut four miles to Corn Hill at 100 feet. The ocean side, facing east, starts out at Race Point with 10-foot dunes and runs south about 15 miles, va rying in height up to 200 feet in so me areas. Southwest winds are commo n on Cape Cod and generally pilots stayi ng for several days set up their gliders at the Seascape when th ey arrive and never break them down umil they leave. There is plen ty of beach to land on, especially at low tide, and it's a short hike up the 50foot stairway back to takeoff. H ANG Guo1

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this rime its evolution was backed with money and resources from the German Government. Picking up where the Wright Brothers left off: bur with superior rnaterials and new technology developed building motorized aircraft during World W,u L gliding advanced rapidly in ( ;ermany. ln 1927,J.C. Penney Jr. (of the now-famous Penney retail chain), while visiting Germany, was arrn1zcd at the advancements the Germans had made with powerless aircraft. When he learned that the: gliders could be launched from mountains or hills, stay aloft View o/the Sntscape ridge. Photo hy George Ferris. for hours and travel significant distances, Cape Cod is a magical place of beauty he was cornrnined to bringing this knowland history. Provincetown at its tip became a edge back to the U.S. He returned to New township in 1727. The little village that was York City and formed the American Motoronce sustained by fishing has become one of less Aviation Corporation, or MAC for die many tourisr rowns, and has many short. MAC provided funds fi:lr a handful of shops, restaurants and bars along its quaint, Germ;m pilots and instructors to come to narrow streets. During the summer months America and teach gliding. its streets and shops arc filled with people. .J.C. summered ar Cape Cod, and his Provincetown is a home for many artists, familiarity with the dunes and consistent since the rown and irs surroundings arc an winds, as well ;1s the relatively close proximithemselves. Nestled at the rip of the cape, on ty of the Cape to New York City, prompted a strip of bnd ar its end not even a block MAC to establish two sites for gliding. The wide, it is a sight 10 behold when flying the first was atop Corn Hill (the south end of bluffs at the Seascape. There is so much histhe same dune on which rhc Seascape is tory associated with Cape Cod that l doubt located) which face<:I the prev:liling somh-anyone could put it down on paper in a lilcwcsrerly winds and that would be rhe main timc. sire for soaring and breaking records. The 'fhc sport of soaring is part of Cape faeL that this was the same hill where the PilCod's history, but sadly, this is unknown to grims had found the corn, which led to the Cape Cod residents except for a few hisroribirth of Thanksgiving, was strictly a coinci-ans. When the Wright Brothers attached an dence. The other sire w:1s home to a training engine to their glider, forther research into school set up in Wellfleet at a place now soaring aircrafr almost came to a standstill. called Cook's Camps. Both of these areas Following World War I the Versailles 'Ti-eaty have been flown by hang glider pilots for 18 prohibited the Ccrmans from training n,ore years, with no knowledge of glider pilots trythan a small number of powered aircraft ing to break the Wright Brothers' record in pilots. The 'frcary, like many contracts, had 1928, or a school dedicated to gliding in its loopholes, and the Germans used one of Wellflccc those loopholes to begin training pilots in I ftrsr became aware of this in 1993 while unpowcrcd aircrafr. Gliding was reborn, but searching for a new launch site near the exist20

ing Wellfleet takeoff on the cast side. On a beautiful day with no wind f decided to go to Wellfleet (the ocean side) in search of other takeoffs. The site at Wellfleet that WC had used for so many years was eroding, making launching difficult. The ocean side is National Seashore property and this made finding new takeofls difficul r. The National Seashore community has banned all future development, and it is prohibited w walk on almost all the land except the existing launches. However, there arc many houses and cottages that were built before the area was declared National Seashore public land. J have spent countless hours with other pilots approaching homeowners ro ask if we could use their front yards to launch. Ycu-s have gone by without any luck because the people who own these summer homes are very seldom there, and they arc naturally concerned about liability. So, on that hot summer day l ventured up a road rmrkccl "private" that I had passed by for 20 years, just one mile from the WellAcct takeoff The road rounded up through the scrub pines and came out in a large clearing surrounded hy cottages sitting on rop ofa I O(l-foot dune that l had seen from the air two days earlier. J introduced myself' to Dave Sexton and his wife Lori who turned out to be the owners. l explained that l was the hang glider pilot who had been flying over rhis stretch of dunes two days carli er. The conversation that followed changed my perception of gliding at the Cape and inspired me to research this topic which turned om ro be more interesting rban I ever imagined. Our conversation went as frillows. Dave: George, did you know that in 1928 rhis was the site of the glider school? George: A

school? Whm? I don't

Dave: Well (as he motioned and srarted w;ilking toward the middle of the cottages), all these buildings that you sec here were built in 1927 to house the German glider pilots, instructors, gliders and horses. 'This was the photo lab, and over here (as we walked) was the stable where they kcpr the horses they used to retrieve the gliders back up the sand dunes after flying down. George: What? Are you leidding? German glider pilots! '17:iis was a glider srhoo/? Dave: Yes, in 1927. My wife's grandmother

I 1/\NC Clll!INC

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who owned the land leased it ro MAC. 'T'hey hired contractors to construct these buildings for the glider schooL

"Peter was very nervous that day. Even though he had so;ircd many times for over an hour in Ccrrnany he said that the first few minutes were the most nerve .. racking he had experienced since his first solo flight. Peter told me there was a possibility the lifr could disappear because of a change in the wind. He knew if this happened before he beat the Wright Brothers' record, in the presence of the large crowd (many of them socialites from New Y<)t'k and Boston) he would he a failure, and rhat caused him to burst into a sweat. He told me that all his nervousness disappeared at the ten .. minute mark when the crowd let out a roar. Champaign bottles were opened in celebration and when Peter landed 55 minutes and 9 seconds later he joined the celebrarion. I remember that Mr. Penney and his friends were jubilam and declared Peter a hero. 'fhe very next clay he broke the record again, soaring for Ii hours and 55 minutes."

Walking as he talked he led me into rhe officers' bathhouse which is almost untouched to this day. In rhe bathhouse rhere arc two m,1i11 rooms, one of which has the toilets and sinks. The other room, a shower about 12 by I 5 feet, is laid wirh ceramic tile except for the cedar vaulted ceiling and has 10 or so shower heads. George: Dave, how long did the school exist? Dave: The school was started in 1928 and closed in 1929. George: Why such a short time? Dave: Well, my wife tells me that her grand-mother said the local people did not like the German pilots being here. The locals were convinced that they were Luft waffo (Cennan air force) pilots rrnining for rhe next world war, According to the grandmother the townspeople pressured the Germans into leaving and returning to Germany. (Further research indicates that another reason they left was that MAC ran out of fonding when the stock market crashed in 1929.)

Like the Pilgrim's harvest and Peter's record-breaking flight 71 years ago, each 1--fallowcen Fly-In ends with a large party. Most everyone dresses in costume. (Many of the pilots and their wives spend the summer months making their own.) The party starts off ar the Seascape, then ventures to the restaurants and bars of Provincetown, lasting well into the night and capping off another Fly-In. Nineteen ninety-nine is the 25th consecutive year we have held rhis event at the Seascape on Cape Cod, thanks to Chuck Nyhan.

In 1928 a glider pilot, Peter Hessclback, stood atop Corn Hill in North Tl'uro on Cape Cod. After the tour Dave brought me into his office to show me an old photograph of a pilot about to launch. Peter Hessclback (whom l rnentioned at the beginning of rhis article) steadied himself and yelled "Clear!" His historic Aight had begun. Among people watching that day was a young woman, Doris Prost, who had met Peter weeks earlier and befriended him. Doris kept

a diary about the flights that took place that year and the people who were in ::ttten·dance. Today, Doris Prost Bredburg, at age 89, tells me Peter's story while l page through her diary:

Seascape PO. Box 59, Rte, GA North 'fruro, Cape Cod, MA 02652 (508) 1225 Chuck Nyhan Weh site: www.seascapemotorinn.com/ F, .. mail: infovDseascapcmotorinn.com

i)j)ecial thanks to: Chuck Nyhan, Seascape Motel Jeffrey Morris, Curator, Pilgrim Monument and Provincetown Musrnm Joan Coughlin, Curator, Wellfleet I-Tistorical Society Diane Shumway, Curator, 'frmo Historical Society Dave and Lori Cooks Camp Doris Frost Bredlrnrg, for her diary Paul Vi)ight, John and Mo [ -Iamclin, for sending photos Ill

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araglider control systems evolved directly from skydiving parachute controls. Originally, on round skydiving canopies, the control lines actually warped the canopy enough to distort the openings cue in the parachute and caused air to jet in one direction or another. These early control openings were called "slots" and were common on the first smoke-jumper rigs. They gave the canopy liccle forward speed but allowed me jumper to steer into the wind. Lacer, skydivers scarred curring panels away from the rear bottom of meir canopies, allowing air to escape out the back and, in combination with sloes, producing not only turning capability but forward speed. It wasn't long before all sores of combinations of sloes, panel removal and various jet h oles were showing up, giving birch to a new generation of sport canopies such as the Para Commander and the Crossbow. The first real leap forward in parachute design came with the development of ram-air square canopies. These were hardly parachutes as we had come to know chem. They were designed with airfoils and could travel across the gro und at a good clip, and perhaps even more importancly, they could be flared for landing. No longer did a parachute jump terminate in bone-smashing contact with the ground . Demonstrations of tip-toe landings by che Navy and Army parach ute teams soon brought the masses to skydiving. Turns were now initiated by pulling control lines chat distorted rhe trailing edge of che canopy, creating drag on one side or another wim a resulcing turn in the direction of the dragging side. Flaring was accomplished by pulling boch control lines, slowing che canopy by creating drag and a resulting pitch-up. Further evoluti on of canopies during me 1980's created che more efficient elliptical ram-air paraglider wing of today. Paraglider wings are controlled for the

Love your hang glider? Can't see going through the hassle of learning to paraglide? Maybe you even tried paragliding and didn't like the sluggish response or the feeling of sitting on the tip of a ball-point with every little movement creating a canopy reaction that you didn't particularly want or expect. H ANG GLIDI NG

- - - - - - - - - - - - - - - - - - - - - - ~ ---- -- -

most part in rhe same fashion as the ramair square skydiving canopies of today, using drag as rhe means to rum, stabilize, slow and flare the glider. Distorting the wing to create drag as an aerodynam ic control results in nor only turns, flares and speed control (good scuff) , buc also loss of performance, yaw, shifting of air within the glider, and pendulum effect on the pilot (bad scuff). We hear rhe term "active piloting" a lot in paragliding. Active piloting really describes a series of minute control inputs required to keep the wing over one's head and inflated symmetrically. When watching an experienced paraglider pilot from the ground we hardly see these movements because they are small and precise. He tries to feel what his canopy is doing and where it is going and attempts to make corrections at the exact time they are required. But make no mistake, he is moving those hands all the time, keeping the glider over his head and himself centered under it, all rhe while simply creating drag with the steering (brake) lines. Much like an experienced paraglider pilot, we fl y our hang gliders with a series of min me and precise corrections in pitch and roll to keep the glider going where we wane. When it all comes together correcdy we forget our wing and acquire that feeling we love of simply flying our bodies. So what's the difference between flying a paraglider and a hang glider? le is chis: When we attempt to transition from hang gliding to paragliding we sense that something is wrong. Ir doesn't feel like we are connected to the new wing. We miss char sense of exact control and feel we have with our hang glider. What we are really missing is char direct, close link to the glider; we miss having control of one of rhe true wonders of aviation - something aerodynamiciscs have searched for since the beginning of human flight - a truly articulating wing, a wing chat OCTOBER 1999

remains whole and true yet can pitch and roll with no control devices to change its shape or drag it through a turn. Until now che weighr-shifr hang glider was the only flying machine char was controllable in chis manner. In a paraglider we are hanging 20 or so feet beneath our flying machine, and to chose of us who are experienced hang gl ider pilots but new paraglider pilots, the feeling of the pendulum effect created by the drag which is induced by steering input is exaggerated and extreme. The sluggishness, yaw and lack of feeling as to what is happening to our wing is not fun, nor is it often acceptable to us. It is a sensation that, with experience, paraglider pilots eventually get used ro, bur many hang glider pilots may not want to pay the dues required to gee through this uncomfortable period. We soon throw up our hands and walk away from the spore of paragliding with bad feelings about control and safety. About 10 years ago French hang glider pilot Jean-Louis Darlet had the same feelings. He, however, did something about it. He invented "The Cage. " Jean-Louis was an experienced hang glider pilot, a member of the French team, and worked with Gerard Th evenor at La Mouecre in rhe early l 980's. He invented rhe "French Con nection" (Pif-Paf) and theorized before anyone else chat kingpost suspension (a high hang point) would give greater and more positive contro l of hang gliders. He knew what was missing from paraglider control, and chat it was the 26

lack of feel of what the wing was doing char turned off experienced hang glider pilots. He also understood th e value of flying a whole and undistorted wing at all times, whether in level .flight, turns, or during landing flare. He correctly theorized that adverse pendulum effect could be reduced by moving the pilot hang point higher, closer to the liftin g center of the glider, and that single-point suspension would free the glider in pitch and roll and reduce canopy surge. The first thing you will notice about the Cage is that it comes in a normal-size paraglider bag, along with the harness, helmet and flight instruments. The second thing is the clever breakdown of the cage itself. One minute it looks like a folded beach chair and the next it is a control sys tem rated at seven G 's, already attached to a beautifully constructed wing. Setup time is about th e sa me as that of a conventional paraglider if not faster. Once yo u have learned proper launch technique for the Cage you will find it so maneuverable that you can ground handle and launch it in conditions that keep other paragliders on the ground. However, you need rn spe nd the necessary time to learn ground handling, and get completely comforrable with inflation and launch technique. Just like your hang glider, it is easy once you learn to relax and let the Cage do the work. As a hang glider pilot your first flight in the Cage will be a real rrear. You will immediately know that you are on to something! You are in a comfonable supine harness with your hands resting lightly on the lower rear control tubes of the Cage. Witl, only your fingertips you rotate rhe Cage around the single hang point and begin a turn, and you gently articulate the Cage in pitch as you carve a completely whole, undistorted and unwarped wing beautifully through the sky. Through your fingerrips you instantly feel the air as it affects the wing. When was the last time yo u had a feeling like this? It was probably the last rim e you flew yo ur hang glider. When yo u are ready to descend and land you can get down quickly by simply reaching to the center of the Cage and pulling the single line that pulls big ears equally on both rips. With ears and a spiral dive, safe descent races of over 1,600 feet per minute can be achieved, as yo u corkscrew down fully in control of pitch and roll.

There are currently two models of the Cage wing, the Lagan and the Paradigm. The Lagan is considered the entry-level wing and it is important to master it before moving on to the Paradigm. Both models are constructed at Jean-Louis Darlet's small factory in Argeles-Gazost, France. Darlet nor only designed the Cage structure, but with the help of a sophisticated computer program also designed the airfoils and wings which are computer cut and sewn at his shop. The Cage is sold as a complete system, Cage, glider and harness. As a dedicated hang glider pilot you ought ro give the Cage a try. In rhe U.S. you can do this by contacting Joel Greger, who is a long-time hang glider pilot, at Cage USA in Crockett, California, near San Francisco. Joel sells, services and reaches the Cage along with his assistant and long-time Cage pilot Bob Ost.

Editor's note: Joel Greger and your editor got involved in hang gliding in 1973 in Washington state and flew standard Raga/Los togethe1: He may be reached at cage2usa@aoL.com or by phone at (51O) 787-6867. About The Author Steve Lantz is a former Navy pilot and is currently a captain for Emery Worldwide Airlines. He has been a skydiver for 38 years and founded Second Chantz Parachutes in 1980. He is a Master-rated hang glider pilot and a Para 4 paragLider pilot. He currently flies the SWIFT, Millennium and Cage. • H ANG GLIDING

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BRANDT, CHRISTIAN: Sau:1gc, MN; J\. Birkcn/1-lang Cliclc LAMBERT, BRIAN: St Louis Park, MN; B. Kushner/Raven Sports M/\RSJ-IALL, KEVIN: Sugar Gnwc, IL; I\. Kushner/Raven Sky Sports SCHEIDLER, PETER: Chicago, IL; B. Kushner/Raven Spom SROKA, FRANK: Wcsrcliesrcr, II.; B. Kushner/Raven Sports WEIR, JILL: Mcfarland, WI; B. Kusllllcr/Ravcn Sky Sports WOLF, BRJJ\N: Lake Bluf{ IL; M. Jones/Wallaby Ranch YOBBf<A, JOSEPH: Burnham, IL; J\. Birkett/I Lmg Glide Chicago Region 9

NEBERGAU., ERIK: Cincinnati, Oll;J. Prahl/Lookom Mtn Fl' ROWE, WALTER: c;rafron, OJ I; N. I Adventures Region 10 BRADLEY, CHRIS: Sr Augustine, Fl.; J. Prahl/Lookom Mm Fl' GAINES, RICHARD: Hollywood, FL; M. Jones/Wallaby Ranch I-TOWELL, JOSHUA: Wimer Haven, FL; M. Jones/Wallaby Ranch THOMPSON, EDWARD: Tirusvillc, FL; M. Jones/Wallaby Ranch TROITINO, LYNNE: J\opob, fl.; M. Jones/Wallahy Ranch TROITfNO, MICHAEL: Apopka, J<'L; M. Jones/Wallaby Ranch

Region 7 BRANDT, CI-TJUSTI/\N: Sauage, MN; J\. Birkcu/Tlang Glide Chicago CARRERAS, RICI-TARD: Chicago, II.: B. Kushner/Raven Sky Sports LAMBERT, BRIAN: St Louis Park, MN; B. Kushner/Raven Sky Sports LOTITMAN, WTU.IAM: Greendale, WI; B. Kushner/Raven Sky Sports MARSHALL, KEVIN: Sugar Crove, lL; B. Kushner/Raven Sports SClIEJl)Um_, PETER: Chicago, JI.; B. Kushner/Raven Sports SNITCHLER, GREG: Madison, WI; B. Kushner/Raven Sports SROKA, FRANK: Wcsrchesrcr, II.; B. Kushner/Raven Sky Sports WEJR, JIT .L: Mcforla11d, WI; B. Kmhncr/Ravcn Sports WOLF, BRIAN: 1.akc BluH; IL; M. Jones/Wallaby Ranch YOBBK/\, JOSEPH: Burnham, IL; J\. Birkcrr/1 Jang Glide Chicago Region 8 CARJ\PEZZA, JOSEPH: Marlborough, MA; D. Baxter/Morningside FP RODGER, DENIS: Jamaica Plain, Mi\; D. Baxter/Morningside FP STANISH, ALLEN: Rockport, MA: K. Salko/Morningside Fl' Region 9

Region l PRATT, JlM: Richland, WA; P. Cray/C:osleyCray f IC lmtmction

BLAKE, WIU.I/\M: Dunbar, WV; D. l-laber/Kiny Hawk Kites CUTRIGHT, WAYNE: New Castle, DE; S. Bcrnicr/Kiuy Hawk !<ires JOHNS, ELLIS: Pasadena, MD; D. llabcr/Kiny Hawk Kircs LUKEY, (l.TTTLE)M/\RK: Beavercreek, OH: T. !lager/Lookout Mm Fl' N EBER.GALL, ERIK: Cincinnati, OH; J. Pralil/1.ookour Mm FP ROWE, WALTER: Grafi-on, OH; N. Lesnow/Flying Advcnmrcs SMITH, GARY: Berryville, VA; J\. Torrington/Kitty Hawk Kites

Region 2

Region 10

ALI.EN, PAUL: San Francisco, CA; T. Mack/Primo Sails SF BARBOUR, .JONAS: Pacifica, C:J\; R. 0'( :onndl/Mission Soaring Riders BUTLER, MIKE: Mariposa, Ci\; K. Muscio/Mothcr Lode CHRISTIAN, MICHAEL: San Francisco, C:A; 1'. I larlow/Mission Soaring DOUGHERTY, SEAN: Stanford, CA; J\. Kenny FLEMING, MICHAEL: San Mateo, CA; J. Woodward/Natural Flying MC LAMB, BRIAN: Cameron Park, CJ\; G. 1-lamilton/Sacramcnto HG MIII, SABRINA: Mr View, CJ\; P. Harlow/Mission PETERSON, BRI/\N: Forest Ranch, C:J\; R. O'Connell/Mission Soaring RADCLIFFE, PETER: Pacifica, CA; R. O'Connell/Mission Soaring ROWLAND, DEAN: San Jose, CA; J. Mmray/Mission Soaring SHERBURNE, TOM: Chico, C:J\; G. I lamilron/Sacramcnro JlC SHIELDS, MICHAEL Cupurino, CA; R. O'C:onndl/Mission Soaring VENABLE, MORGAN: San Francisco, C:J\; It O'Connell/Mission WEISS, ROBERT: Walnut Creek, CA; S. Buck/Mission Soaring

BASDFN, /\DAM: Raleigh, NC; T. HC BOYACJGIU.ER, CAN PAUL: Miami, FL;J. Tindle/Miami f-JG BRADLEY, JONA THAN: Sr J\ugusti11e, FL; _J. Prahl/1.ookom Mm FP BRADLEY, WJLUAM: Sr Augustine, FL; J. Prahl/Lookout Mm FP BROWN, DUSTY: Selma, J\L; T. I-lager/Lookout Mrn Fl' BROWN, PEGGY: Serna, AL; M. Labado/Lookom Mm FT' BROWN, SCOTT: Selma, AL; M. Labado/Lookour Mtn FP GAINES, RICHARD: l lollywoocl, FL; M. Jones/Wallaby Ranch HEUER.MANN, DARIN: Roswell, CJ\; T. I fagcr/1.ookour Mrn Fl' HORTON, JACK: llunrsville, J\L; J. Cook/Rocket C:iry J\irsports HOWELL, JOSHUA: Winrer I laven, Fl.; lV!. Jones/Wallaby Ranch I<ILGORE, STEPHEN: Madison, TN; M. Taber/Lookout Mm FP LANE, THOMAS: Memphis, TN; T. Hagcr/Lookom Mm FP LARROQUE, THIERRY: Alexandria, Vl; T. Hager/Lookout Mrn FP MASSEY, TOM: Murfreesboro, TN: M. Labado/Lookom Mtn Fl' MC G/\HA, JERRY: Gainesville, GJ\; T. f-lagcr/Lookm Mtn FP OGLE, CRAIG: J lorton, Al.; T. Hagcr/1.ookom Mtn FP PJ\SSARIN!-10, SERCIO: Miami, FL: J. Tindle/Miami !IC RIVAS, CHARLES: Atlanta, CA; J. Tindle/Miami HG SCHWENK, WILLIAM: Knoxville, TN; C:. Thorcson/1.ookour Mm FI' THOMPSON, EDWARD: Titusville, FL; M. Jones/Wallaby Ranch TROITINO, LYNNE: Aopoka, FL; M. Jones/Wallaby Ranch TROITINO, MICHAEL: Apopka, FL; M. Jones/Wallaby Ranch TURNER, STEVE: Nashivllc, TN; T. Hager/Lookout Mm Fl' WELLS, DAVE: 1lollywood, FL; Z. Majors/Wasatch Wings WOOTEN, PAUL: Alcoa, TN: M. Taber/Lookout Mm Fl'

BEGINNER RATINGS

Region 3 ARENAS MENA, CESAR: Pasadena, CA; A. Bcem/Windsports Int'! DONSKOY, ERAN: S:m Diego, C/\; J. Ryan/1 lGC: MC LAUGHLIN, LYNN: Village, CA; A Becm/Windsports lnt'I MEYDEN, M ICI-IAEL: Temple City, CJ\; T. Burcar/Fly Away !-JG & PC TIIOMPSON, DON: Calabasas, CJ\; J\. Bccm/Windsporrs lnr'l Region 1 HINGER, LARRY: Montrose, CO; M. Tabcr/Lookom Mrn Fl' JEFFERY, MARK: Sandy, UT; Z. Majors/Wasatch Wings PADGETT, ANDREW: C:handler, AZ; D. Cordan/Advcnture Sports Toms REED, TYSON: Sama Fe, NM; M. Francis/Mm West J[c; Wn.LMER'T', SANDRA: Chandler, A/,; D. (;orclon/J\clvcmurc Sports Toms

Region 11 BOUCHARD, GARY: ,',Jew Orleans, LA; C. Thorcson/Lookom Mm FP DERRIG, BRANDI: Vicorria, TX; C:. Thorcsoii/l.ookour Mm Fl' 1-!ANC Ct IDINC

l'FTERS, MIC! JAFL: I )ripping TX; J. Hunt/C ;o ... l Jang Gliding RAMAGE, TOM: r Ldc Crn1cr, TX; C. Cralrnrn/Crossroads Windsporrs Region 12

GUARD, C!TRJS: Youngstown, NY; K. Adams/Kitty Hawk Ki1cs HUNT, ADAM: New York, NY; J. Nicolay/Morningside FP 1./\JNE, GF()R(:ll: N Babylon, NY; B. Wcavcr/l<iny I lawk Kites MENDOZA, ALEZANDER: Fords, NJ; C. Black/Mounrain RYAN, DAVID: Cazcnovi:1, NY; D. Cuido/Susquchanna FP SOBER, KEN: i\lli:111y, NY; D. Jewell/Fly I ligli ! IC Region 13 COOPER, KEN: England; A. Jkem/Windsports Im'\ Tl IFORF.T, JOI IN: c:anada; J. Prahl/I.ookour Mm 1:p

NOVICE RATINGS Region I

PR/\TT,JIM: Richland, WA; P. Region 2 BARBOUR, JONAS: Pacifica, CA; J. Woodward/Namm! BUTLER, MIKE: Mariposa, CA; I<. Mmcio/Mothcr Lode Riders CHRISTIAN, MICIIAEL: San hancisco, CA; I'. llarlow/Mission Soaring DOUGHERTY, SEAN: S1anforcl, CA;/\. Kenny GRATTAN, STEVF.N: Cardnervillc, NV; R Lconard/Advclllurc Sports WALTERS, THOMAS: S Lake Tahoe, CA; R. Leonard/Adventure Sports Region :-I

DONSKOY, ERA!\: San Diego, C:/\; J. Ryan/HGC MC LAUGHLIN, LYNN: Village, Ci\;/\.. Bccm/Windsports Int'! C:i\; T. Hmcarll'ly /\way I IC & PG MEYDEN, MICHAEL: Temple Region Ii

HINGER, LARRY: Montrose, CO; M. Tabcr/l.ookour lvlrn FP JEFfl,]{Y, MARK: Sandy, lJT; 7.. lvlajors/\':(/asa1ch Wings Region 5

THORSTENSON, ERIC: Whircf1sh, MT; f\. Kushner/Raven Sky Sports Region 6

BOVINE, Pi\'r: Dardanelle, i\R; T. Middleton/Soaring Wings LUCAS, GREGORY: l':iycncvillc, AR; T. I lager/Lookout Mm Fl' Region 7

CARRERAS, RICHARD: Chicago, 11.; B. Kushner/Raven Sky Sports GILLESPIE, RO HERTA: Terre J lame, IN; T. Hager/Lookout Mm FP LAMBERT, BRIAN: St Louis Park, MN; B. Kuslmcr/Ravcn Sky Spons LOTHMAN, WJLUAM: Greendale, WT; 1\. l(ushner/Ravcn Grove, IL; B. Kushner/Raven MARSHALL, KEVIN: SCI lEIDLER, PETER: Chicago, IL; B. Kmhncr/Ravc11 Sky Spons Sports SNITCHLER, GREG: Madison, WI; B. Kushner/IZaven SROKA, FRANK Westchester, IL; B. l<11shner/Ravcn Sports WEIR, JILL: Mcfarland, WI; B. Kushner/Raven Sky Spons

Rcgion 9 I.UKEY, (!.JTTLE)MARK: Beavercreek, OH; T. Hagcr/l.ooko11r Mrn FP MERTENS, AYISHA: Nonh Wales, PA; J. I larpcr/Vallcy l IC NFBERGALI., ERIK Cincinnati, OJ l; J. Prahl/1.ookout Mm FP Region 10

BASDEN, ADAM: Raleigh, NC; T. 13urcar/Fly Away! Jc; BOYACJGJI.I.ER, CAN PAUL: Miami, FL; J. Tindle/Miami 1-!C BRADLEY, .JONATHAN: St Aug11srinc, Fl.; C, Thoreson/I .ookour Mrn Fl' BRADLEY, WILLIAM: Sr Augustine, Fl.; J. Prahl/Lookout Mm fl' BROWN, SCOTT: Selma, J\l.; Iv!. Labado/!.ookom Mm FP COGGESHALi., WINDSOR: Kitty l lawk, NC; B. Elliston/Kitty llawk l<irc, HflJERMANN, DARIN: H.oswcll, CA; T. I lager/Lookout Mm 1:p HORTON, JACK: Huntsville, Al.; J. Cook/Rocker Ciry i\irspons KILGORE, STEPHFN: Madison, TN; M. Taber/Lookout Mtn Fl' I.ANE, THOMAS: Memphis, TN; T. I lagcr/1.ookout Mm Fl' LARROQUE, THIERRY: Alexandria, VI; T. I lagcr/Lookour Mm FP MASSEY, TOM: Mmfreeshoro, TN; M. Lahado/l.ookout lvlrn !'I' MC CRAW, JAY: Rockvale, TN; T. lhgcr/Lookom Mm FP MC GABA, .JERRY: Caincsvillc, (;/\; T. l lagcr/l.ookm Mtn 1·'1' OGLE, CRAIG: Horton, AL: T. Hager/Lookout M111 Fl' PASSJ\RINHO, SERGIO: Miami, FL; J. Tindle/Miami I IC REYES ALI(]/\, U.JIS: Curabo, PR; R. 1 L1s111wd REYES AU CIA, RAYMOND: Curabo, PR; R. RIVAS, CHARI.ES: /\rlama, ( ;A; J. ·rindlc/Miarni HC; SCHWENK, WILLIAM: Knoxville, TN; C:. Thorcson/l.ookour Mm FP SHAVER, JOSEPH: Peachtree Ci\; T. I lagcr/1.ookout Mm FP STEPHENSON IV, ORLANDO: Jacksonville, NC; C. ['horeson/Lookout Mm FP STOKES, RICKY: Centre, i\l.; C:. Thoreson/Lookout Mtn FP TURNER, STEVE: Nashivllc, TN; T. lfagcr/Lookour Mtn Fl' WELLS, DA VF.: Hollywood, FI.; !'.. Majors/Wasatch Wings WOOTEN, PAUL: Alcoa, TN; M. Tahcr/Lookom Mtn FP Region l I

BARATTINl, BRET: C:ovingron, LA; T. I !ager/Lookout lvlrn FP BOUCHARD, GARY: New Orleans, l.A; C. Thorcson/I.ookour Mm FP RAMAGE, TOM: Hale Center, TX; C:. Craham/Crossroads Windsports Region 12

HUNT, ADAM: New York, NY; J. Nicolay/Morningside FP RAYOW, ERIK: La Crangcvillc, NY; T. Hager/1.ookom MLn FP SOBER, KEN: Albany, NY; D. Jcwcll/l'ly HC SWED ROCK, KAREN: Webster, NY; J. Thompson/Kirty 11:nvk Ki res Region 13 COOPER, KEN: England; i\. Becm/Windsporrs lnr'J THEORET, JOHN: Canada; J. Prahl/l.ookout Mtn Fl'

lNTERMEDIATE RATINGS Region I

WAGONER, CHUCK: Burlington, WA; J. Fciscr/Wharcom WORKMAN, FRANK: Tacoma, W /\; J. Reynolds/Far lJp Free Flight Region 2

BUTLER, MIKE: Mariposa, C:A; K. Muscio/Morhcr I.ode Rcginn 8 EGGERS, DANIEi ,: Medford, Mi\; J. Ni,;:ol:w/Mc>rni111r,s1de FP GATES, CHRIS: Groveland, MA; J. Nicolay/Morningside FP LARSFN, GFOFFREY: W Dover, VT; D. Baxter/Morningside FP PAlJU'iON, /\RIC: Upton, M/\; J. Nicolay/Morningside FF STANISH, ALLEN: Rockport, MA; K. Salko/Morningside r:p

Riders

Region 3 HOEHN, JOHN: Long Beach, C:/\; R. /\dvenrurc WENDT, LISA: Chatsworth, C:i\; J. Grcblo/Windsports lm'l Rcgion 6

BUTLER, JOSEPH: Conway, AR; 'I'. Midclle1011/Soari11g Wings

Oc 101m, I 999

Region 13 THEORFT, JOHN: Canada; J. Prahl/Lookout Mm FP

Region 7

GEDDES, PAUL: Middleville, Ml; M. Jones/Wallaby Ranch

TANDEM ONE RATINGS

Region 8

DEMBROW, DAREN: Barrington, R[; l'. .akc Elsinore PAULSON, ARIC: Upton, MA; J. N1c:otav/i\~or11mgs1,:tc FP

Region 2 MURRAY, JIM: Milpitas, CA; l'. Dcncv:rn/Mission Soaring

Region 9 LUKEY, MARK(GEORGE): Beavercreek, OI l; C. Thoreson/Lookout Mm FP SWEENEY, ROBERT: Lancaster, PA; J. IK;

Region 2 MUNN, KENNETH:

TANDEM INSTRUCTOR RATINGS

Region 1 LAWREN CE, OTHAR: Carbondale, CO; C. :ia11tac:roc.:c/~iupcr

Region 10 ARRAIZ, JUAN: Corl G,1hlcs, FL; J. Tindle/Miami HC HILL, JEREMIE: Davenport, FL; M. Jones/Wallaby Ranch LUNN, HE[Dl: Miami, FLT.Tindle/Miami TJ(; STEIGELMANN, TOM: Flat Rock, NC; B. C1ydcr/Foorhills FP

Region

BOUWMEESTER, RIK: Racine, WI; B. Kushner/Raven

Region 11 WILLIS, DALLAS: Fon Worth, TX; R rn,.,w,,".,'·"" Air

Region 9

LANE Ill, JOHN: Roanoke, VJ\; C. r,,,,,v,"1rm1,, America Productions

Region 12

HUNT, ADAM: New York, NY; J. N1c:oh1v11111or·rnn,gs1,:ic FP HUSIATYNSKI, RYSZARD: Brooklyn, NY; D. High HC SOBER, KEN: Albany, NY; D. Jc,vcll/Fly High J IC

Region 10 KAYES, ROBERT: Miami, FL; J. Tindle/Miami HC STIIUZ, HENRY: Hollywood, FL; B. K11shncr/lt1vcn ,1e11· ,nnrr,

1999 TOP 10 SCHOOL/CLUB LEADERS IN BEGINNER (HANG 1) RATINGS ISSUED

Region 13

BASTE, ARNE: No1way 5062: M. Jones/Wallaby Ranch THEORET, JOHN: Canada; J. l'raht/Lookour Mm FP

RANK SCHOOL,,,, ..... ,.......... ,,, ..... ,............. BEGJNNlff?

ADVANCED RATINGS Region 2

BAfNUM, KURT: l'ctaluma, CA; P. \m<111,111/.',kvli11e BUTLER, MIKE: Mariposa, CA; I<. Muscio/Mothcr I .ode Riders CHAN, JOHNSON: S,rn Mateo, CA; E. Tall Chid1Amcrican lndian Air hircc CORN11ILL, CHRIS: San hancisco, CA; P. ,\1Esm:m/:ikvlmc GURR, CHRIS: Los Catos, CA; M. Jones/Wallaby Ranch HANSELL, ERIC: Reno, NV; E. Tall Chicf/Amcricm Indian Air force SCHMITZ, KURT: San Francisco, CA; P. Soaring TEATS, MATHEW: Reno, NV; R. J.conard/Advcmmc Sports Region 3 RAMSEY, WILL: Lancaster, CA; J. Crcblo/Windsports fnt'l SIEBERT, TODD: Burbank, CA; J. Crcblo/Windsporrs l m'l SOBENES, JEREMIAH: Santa Barbara, CA; T. WEINMANN, FRED: Canyon C:ounuy, CA; c;. Stebbins

l 2 3

4 5 6 7

8 9 ]()

Wallaby Ranch ............................................... 124 Lookout Mountain Flight Park ... ., ... ,.... , ...... ,,] 19 Kitty Hawk Kites .................. ,,, ................... ,, .. ,38 Mission Soaring Cemer ................................... ,32 Miami Bang Gliding .................................... .,,24 Morningside Flight Park .................................. 21 Austin Airsports .............. ,, ............................... 15 Windsports Internationnl .................. ,, ............. 14 Raven Sky Sports ... ., ........................................ 13 }Iigh Adventure ,........ ,,................ ,, ,...... ,. ......... 12

1999 TOP IO SCHOOL/CLUB LEADERS IN NOVICE (HANG 2) RATINGS Issrnm HG

Region 4 JOHNSON, ERIC: Chandler, A7: S. :-iL1,ck:1blc:/ lorri:y Pines Glidcrport Region ],()EPPERT, PETER: Jloffman Estates, lL; B. Kushner/Raven

Region 9 GARDNER, MARK: Imler, PA; J. Rowan/Monntainccr HC Region 12

GIERER DDS, STEVEN: Liverpool, NY; D. Cuido/Susq11cha1111,1 r:p HUNT, ADAM: New York, NY; .J. Nicolay/Morningside FP TRAUDT, RON: Bayside, NY: D. Jewell/Fly High I JG

Cove, NV; J. Tindle/Miami HC

RANK SCHOOL .. ,., ......... ,.. ,. ............. ,.. ,.. ,....... NOV!CE l 2

3 4

5 G 7 7 8

9 9 9

Lookout Mountain Flight Pnrk ..................... .! J 8 Wallaby Ranch .................... ,, .., ........................ 51 Miami lfong Gliding ..... ,................................. 29 Mission Soaring Center, ................................... 22 Raven Sky Sports ..................... ., ...................... 17 Kitty I-fawk Kites ......... .,. ......................... ,....... 13 I·1igh Adventure ............................................... 12 (~uest Air ............ ,, ................................... , ....... 12 Morningside Flight Park .................... ,. ............ 11 Adventure I0 Fly Away Windspons International ...... ,.................... ., .... 10

Rankings were compiled from through October 1999 issues

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Rigid Wings- Part II

Last month we investigated the possibili-ty ofspins in rigid wings. We discovered a bit about their cause and prevention, as well as recoveringftom them. We also mentioned that overspeeding and structural damage are real possibilities ifspin recovery is not properly executed. In this article we will consider rigid wing structural issues. 34

H A G GLIDI NG

arr of the problem we arc trying to address is that many new rigidwing pilots arc former flex-wing hang glider fliers. Just as these pilots have had the luxury of ignoring the spin problem that plagues general aviation, they have also generally had to worry less about aircraft structural imegriry than pilots in any other forms of aviation except when they whack seismically, of course. The reason frlr this state of affairs is that a flexible wing bends under increased wing loading. The leading edges bow in, the sail washes out and the wing sheds its burden of lift, especially outboard. The result is an auromatic limit to the maximum C-load the glider will allow. We used to think that flexible hang gliders were unbreakable under positive loads, no matrcr how they were handled, until ,l pilot flying a heavily loaded HP blew it up with a strong pushout in a screaming dive. Despite that incident, we generally consider that our wings are essc:ntially unbreakable as long as they remain upright. On the other hand, rigid wings aren't so worry free. The reason for this is their rigidity, of course. More rigidity doesn't necessarily mean weaker, but since the wings clon'r bow appreciably they don't limit the load that is built up in maneuvers or turbulence. 'lei better understand the limits, let's look ar C-loading and V speeds. LOADING A WING When we engage in curving flight (turns or pull--up from a dive) or encounter turbulence we i11cre;1sc the loading on our You are quite familiar with this phenorne-11011 because you feel it· all the time in your car in curves or dips. You also experience the turbulence effect when you drive over bumps. Increased speed around the curves, through the dips and over the bumps increases the forces you feel. We call these forces G-loading. One G is simply the force of gravity your weight for example. 'lwo G's would be twice your weight, three C's three times your weight, etc. Typical sailplanes are stressed for 5..3 C's positive and 2.7 ( ;'s negative, while air-

planes come in at .3.8 positive for normal category and 4.4 positive for utility category, and half those figures in the negative sense. Rigid-wing hang gliders appear to he designed to the sailplane standard. Flex-wing hang gliders arc not tested for structural strength in the same way as airplanes or sailplanes (loading them up with weigh1 or "sandbagging") because they arc small enough to fit on a vehicle, and their Aexibility makes it difficult to load them with weights. 1ypicalJy, they arc driven down the road on a test platform with the appropriate angle of arrack at a minimum airspeed. 'fhe weight of the truck provides rhe load force. J f the gliders don't break or bend, pass the load test. What is this mini-mum airspeed? Tel find out, we must learn a bit about forces on our wings. When we fly in a curving flight path the apparent centrifugal force adds to our weight according to how fast we enter the curving path and how tight we make the curve. Agaiu, you arc familiar with this principle from your car or bicycle experience. In a similar sense, the faster we fly through turbulence the more severe the loads on our wings clue LO gusts. So airspeed appears to be one of the main factors in strucrnral loading. We can get a feel for rh is by noting the fact that the greatest potential lifr on :i wing occurs just before stall (the poinr of maximum coeffi-cient of !iii). When a wing does stall, the smooth airflow is disrupted and the forces on the wings arc reduced. Thus, we can ftnd a relationship between our flying speed and stall speed to determine how much load we can potentially place on our wings. There is a well-known equation rhat gives the possible C-loading resulting from abrupt maneuvers relative to the airspeed you are flying. It is: flying.Spcccl)2 ( Stall .Speed

Maximum Possible Loading

Immediately we can sec some simple rcsulrs. Lcr's assume rhat most hang gliders stall ar 20 mph km/h). lf we arc flying at 40 mph our formula gives

(~·~)2 20

4 G's

as the maximum possible G--loading in an abrupt maneuver (we'll discuss turbulence below). Jfwe arc flying at GO mph the math becomes

(~Q-)2 20

9 G's

Sec how quickly the potential G forces rise as we add speed? The HGMA testing genernlly considers flex-wing hang gliders to be in rhc utility category. 'T'hat means they should withstand 4.4 G's of' loading if they arc to com-ply with FAA requirements. This means that a glider which stalls at 20 mph could be flown at 42 and suffer no structural damage no matter how hard you maneuvered. If you look at rhc cerrification placard on your glider you'll find similar num-bers. (Any discrepancy is due to the fact that the test airspeed indicators are calibrated and generally read a higher stall speed than we read under our wings.) From the above calculation we get the glider's maneuvering speed. This is the maximum speed that the glider can be flown without fear of structural damage. This speed is called Va in aircraft usage and is referred 10 as maneuvering speed on the placard. The Va speed is also good for turbulence. 'forbulence gusts can load up a wing. Fortunately for us, our light weight (and flexible frame for flex wings) limits rhe gust loading. The formulas for determining gust loading are beyond the scope of tliis article (see references below), but we can show you the results. for an average topless hang glider cncmrntcring a normal updrafr of 1,500 fpm, the additional G-loacling is .2 C's at .30 mph and .3 C's at 48 mph. At double the updraft st rengrh (considered by the FAA and OSTIV, the sailplane techni-cal authority, 10 he realistic in shorr shots in desert areas), these numbers double.

T'his doesn't seem like much .6 Cs at the most but a couple of factors Gill make it worse. lf you arc maneuvering (pulling out or turning) when the gust hits, the effects will be added. More importantly, when strong up or down currents hit concurrently (remember those slack wires!) the G-loading can climb considerably. All in all, V1 speed or below is your safety umbrella in n1rbulcncc.

VNELIMITA· TIO NS Certainly most of us have flown faster than our Va speed. If you look you'll notice another speed, Vne, on your placard. The Vnc speed is the "Velocity Never rn Exceed." lt is the velocity at which your glider has becn tested to withstand the load rest and not perma-· ncntly deform. 'l}pically, for the HCMA testing program, Vne is l. l '> times Va. Common Va ;md Vnc speeds arc liG and 5:j mph respectively. The importance ofVne in aircrafr usage cannot be overstated. !( you fly foster than Vne there is no guar:mtee that pcrmancnt distortion or control flurtcr will not occur. 'l'hesc c!Tects arc just from the speed, not from G-forccs, since we are assuming linear flight. The point to 1mke perfectly clear is that you can fly at Vnc in safety, but you cannot expect to make sudden maneuvers at this speed or fly in turbulence withom possible damage. Okay, many of us dive to goal in a barstuffing, Vne-pressi ng hurry through thermal turbulcncc. What's going on here? Basically it's the law of the pioneer: The first guy across the desert didn't die, so it must be safe for the rest of us. We have indeed proven by experiment that our (flex-wing) gliders can take it. R.emembcr that merciful off.loading flexibility. Bur this is precisely the potential problem with rigid wings, especially the new crop. There haven't been enough pioneers to test the limits of the wings. The factory test pilots shouldn't be expected to fly beyond tbc design Vne. If they arc sman enough Lo limit their airspeed, shouldn't you? Rigid wings do not flex and off-load nearly as much as rag wings or even sailplanes. ln addition, rhey arc

very capable of picking up speed very quick· ly. There is no doubt thar every one of them will easily exceed their design \Inc unless a system such as lots of fixed twist is built in. The purpose of all this discussion is to make us all aware of the distinct opportuni .. ry we now have of breaking our gliders in the air. If you choose ro fly a rigid wing you no longer have the luxury of ignoring speed \imitations. Ar least one rigid wing has folded up due to overspeeding and mancu .. vering. We can pre.. vent further similar

Rigid wings arc coming 10 rbeir glory as we enter the third millennium. They o/Ter a wider range of flying options, including more thermals to choose from, more rourcs to follow and more worthy flying days. Their only pcnalry appears to be weight and cost matters that have always been overcome by cager pilots. We embrace the many focets of our flying sporrs, !mt let us proceed with awareness so we don't have to lose friends ro learn rhe limits.

REFERENCES: Perfrmnrmff Flying, by Dennis Pagen, .Sport Aviation Publications, 1993. This book has a secrion 011 flying physiology which will help you understand how the brain reacts ro turns, spins, spirals, etc. 2 Faminar Structures, by Alex Strojnck, published in 198:) by EAA. This books is the besL book for the layman interested in aircrnfr structures, loading, etc. (the laminar in the title is just a catch word).

3 l,,1min11r Design, by Alex Strojnck, published in l 98/i by EAA. This book is one of the best for learning aerodynamics.

fluman by Dr. hed G. DeLaccrda, published in Sport Acrobatics. Dr.

DcLaccrda writes a column that illuminates many mental effects in flying. Sport Aerobatics magazine is published by a chapter of the EAA. You can gcr copies of the articles by Dr. DeLacerd;:i by calling the EAA. B HANC Guu1Nc;

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www. hang Ii de.com '1> fl y@h an g Ii de.com 800.688.LMFP

~y Jim Lee, photos by Dave Sharp and David Glover be small town of Sigillo, in the Umbrian region ofltaly, hosted 169 Aex-wing pilots from 38 countries and rigid-wing pilots from eight countries. Sigillo is nes tied amid rolling hills and some long rnoumain chains that have up ro 4,000 feet of vertical drop. Near Sigillo are other small towns also dating back to the Roman Empire, complete wirh town walls, churches, catacombs nnd nrches. The stonework rnnkes one wonder at the effort and urgent need required to build such timeless structures. The two lJ .S. tenrns of five flexies (Class 1) and four rigids (Class 2) stayed :ll the Villa Dama which is a walled and gated hilltop manor (as if another invading army was on the way) for a mere $25 per person per night. It was a wonderfol place to stay, with a pool and a terrific view of the mountains we were flying. The Class 1 team was one pilot short due to rhe absence of Larry ·rudor. Also, a last-minute cancellation by Mark Gibson resulted in Paris Williams (flying a prototype topless Predator) taking his slot. 1n the end, the Class 1 team roster included Chris Arai, Mike Barber, Jim Lee, Ryan Glover and Paris Williams. The Class 2 team consisted of Brian Porter, Dave Sharp, Davis Straub and Jim Zeiser (JZ). All of us arrived early for some practice flying in this complicated area. JZ, Mike and I had flown in the British League Meet here three weeks prior to the Worlds and had four good days. Then we drove to the Pre-Europeans in Innsbruck for a week 3B

of rain and two days oF flying. We should have stayed in Sigillo, since tbe weather was good. Paris arrived during our absence and flew virtually every day. I had wanted to avoid overdosing on the flying in this are;i, but in retrospect T should have stayed. Ryan and Chris had flown Monte Cucco last year, and were the last to arrive. Upon our rc1t1rn to Sigillo the team dmics began. While building a wood rack for our rental van, Ryan tried 10 hack off his finger with a meat cleaver bur only succeeded in slicing a tendon. We threatened Amy Zeiser with an all-expense-paid vacation to Dinosaur unless she agreed to be our team leader. h worked. Meanwhile, my wife Kathy was gcning up the nerve to drive in Italy. Everyrhing you've heard abour Italian driving is rruc. Paris remarked that the roads rrmsr have been designed by throwing a plate of spaghetti on a map. TASK I The first day was canceled due to rain, then on the second we drove an hour to the '11-e Pizzi site for a 50-mile triangle in northeast 5-15 mph winds. Classes 1 and 2 always flew from the same site and landed at the same goal, but the rigids usually gor an earlier start from a different gate so rhc classes cou Id fly separately, even if they flew the same or very similar tasks. And so it was thar the rigid-wingers were in effect booted off the hill before they could even study the task. J launched early in the flex window and climbed at 200 fjm1 to cloudbase at 1,000

foet over launch. Getting into position near the start gate was a piece of cake, so I experimented with gliding toward the valley to find lift, which would drift us to the gate at maximum altitude. It didn't work, and J was back on the ridge low, climbing again. Ryan rook the early clock and was on course. Chris radioed that he was head-ing for the valley to climb under a cloud, and well, T'd already tried that, so no thanks. But it was a better cloud, and the gaggle of 30 hit cloudbase and drifred nearly right over the start gate and were off to the races. While I blundered around and took a low start 15 minutes later, l heard Mike say he'd based again and was heading for the first turnpoint. I was forced to fly conservatively and slow while the pack went streaking back over my head. Following the GPS took me to an area with no sign of the tum point so Mike directed me back to it the coordinates were a mile offl At this point Twas feeling like things couldn't be going worse. "Okay Jim," I thought, "just think of it as open distance, not a race." Right open distance and I was half and hour behind everyone. That didn't help my attitude much. After a low save T ridge soared back pasr launch just as Chris said he'd done, in lessening lift with a qnanering headwind. We had ro penetrate out into the valley to the second turnpoint. A thousand over seemed to be the best to be found, so off we went on what ended up being final glide. I landed in a big field with six other pilots, and was raking off my harness H1\NC GLIDINC

LEFT TO

RIGHT (Class I winners): Andre Wo(f second, Brazil' Manfred Ruhmer, first, Austria; Pedro Matos, third, Brazil

when another pilot landed on top of my beautiful new mylar Fusion! Ir turned om there was no damage and I felt perversely better when I saw that my wingler had cut his undersurface . We watched as a gaggle of 30 climbed after the turn point and headed downwind to the third rurnpoinr. Chris was in it, which made me glad. About 20 pilots made the last rurnpoinr, bur none made goal . Chris ended up only 15 points behind the leader, Gerard Thevenor. Ryan did a bit better than I, bur our ream finished a disappointing ninth . (The best three individual scores per day produced the team score.) C hristof Kratzner on an Atos won the day in Class 2.

again. We were soo n chasing them after what happened during Task 1. I climbed with 100 others, then found myself in the valley with Chris and Gerolf Heinrichs on his new Moyes Litespeed. The three of us climbed virtually alone with the pack below, and hit cloudbase just over the start gate. We raced to the first cloud on comse and found nothing. Gerolfkept go ing on course line while Chris and I veered back to rhe mountains. Dave Sharp on his Atos showed us the thermal, and I found a hot bubble mar lifted me away from Chris. Gerolf had found weaker lift on co urse, bm due to my detour we ended up together again at the turnpoint. T he ground in me valley was still damp

from rwo days of rain so back to the moumains I went, and climbed again in the same spot. The run north along the mountains was tricky in the quartering headwind, with gaps rhar required just enough height to get around. Kathy watched from the goal field as I nearly landed after one gap, and got up by circling as close to the trees as I dared. As Chris said, it was a good day of squirrel huming. Gerolf, Richard Walbec on a Fusion, and Joel Rebecchi on a Litespeed all got stuck on the next gap, and I used their predicament to catch up. We rounded rhe rurnpoint, an antenna on a mountain top, and climbed out in the best thermal so far, 700 fpm. T he way back was easier with the tailwind until we arrived at the th ird turnpoint situated in the most difficult gap. Our gaggle, which now included Guido Gehrmann on his Topless and Oleg Bondarchuk on his Stealth, stopped and worked the weak lift, drifting into the gap, while others including Walbec raced to the rurnpoint and decked it. \'v'e made it handily back up range, rook a thermal to a rl10usand over, then tucked in right for the valley cross ing. (Sound familiar?) I knew we were low fo r the crossing, bur hey, I was wi th Oleg, Gerolf and Guido. We rounded the turn point at 500 feet, rook some quick pictures, then glided to the

T he next day we set up on Monte Cucco launch, bur rain was coming and the day was canceled. I packed up, nor wanting a sled ride on my recently sprained ankle, so I wiped the rain off Chris's Fusion and watched him glide across the valley to the Villa Dama. He arrived with 500 feet to spare on what looked like an impossible glide, so we discussed polars and changed ours in the Tangents from 13.511 to 14.2/ 1 - .7 of a glide point better - not bad for an hour's work! I figure that our racing f1ex wings get a real-world glide of 14.5/ 1, the Atos gets 15.5 to 16, an d the other rigids are in berween. I won't even try to guess what Brian Porter's Utopia gets.

TASK2 T he next day was also canceled. Then it was back to Tre Pizzi for a 55-mile task involving four passes on the ridge, tl1en out to the same valley curnpoim as Task l, then goal, again at the foot ofTre Pizzi. The rigids were given a little more time but were kicked off the hill in short order

The American Team and friends during the awards parade.

H ANG GLIDING

gro und two miles away. Chris, meanwhile, had decided m continue m rhe antenna wirh irs strong thermal , which was there waiting. Ir wok him and a gaggle of seven high enough m round the rurnpoint and ger m goal . Only nine pilots made it, wi th tricky Manfred raking an early start and winning the day by 43 minutes. Thevenor, second fo r rhe day, still led. Our ream moved m seventh. Hansjoerg Trurrman on an Ams won the day for the rigids. I phomgraphed the wrong corner of rhe building, and since I was so low rhe correct corner was not in the phom. Even though I was in secmr, the phom was invalid. My first bad turnpoinr phom in 20 years! I guess I was due. Day 6 wok us m another site near Spolem. A task was called, but as competimrs laun ched, the wind increased m 20-30 mph and we watched flights with full sprog engagement until the day was canceled. Paris pulled off a great landing in the rolling hills below and JZ ran far enough away to avo id damage.

TASK3 Back to yo u know where. We had starred cal ling it the Tre Pizzi Worlds. Another 50-mile task in east winds, bur this one took us back into rhe Sigillo val ley. Lift over launch was the weakest yet, and they laun ched both classes together, whi ch

The Swiss Class 2 team winners.

meant we all got real friendly. The sight of 195 gliders packed into such a small space filled me with wonder and dread at the san1e time. I couldn't tell if my spine was tingling from my head on a swivel or my subconscious was telling me to get out of there. I managed to get on cop and was amazed co find Brian there too. How did he thread the needle of gliders, and get up there in that weak lift in his Utopia? We only got 500 feet above in order to get to the start gate our in the valley. The fields arou nd the gate were littered with gliders. We got the start pies and flew back co the moumains low. A small core far back on the ridge got us our of there, bur many

co uldn't get co it and also landed near rhe gate. We fl ew to another thermal low over the peaks to the north, and climbed out in the patchy lift. Chris couldn't connect with it and wok off, with th e rest of us gliding higher. We connected with rhe Monte Cucco Mountains, bur on rhe east side. Chris kept go ing low, really burning along, and I was concerned for him until we all flew into li ft, and, of course, Chris had the suongesr core and was back with us again. I said, "Good going C hris, but don't do that again." H e double clicked me in agreement, and then shot off so fast I couldn't keep up. As we flew north the lift improved enough for me to dial in an expected thermal srrength (ETS) greater th an 300 fpm for the first time in the meet. Now we were racing! Twas a little slow to shift ro a higher gear, and that's all it took for the gaggle to get al1ead of me. As I ro un ded the Mame Petrano turnpoint wirh good height I noticed that some cirrus was drifting mward us, and backed off on the ETS to 100. We overflew some small hills with weak lift, and I was almost ready to go into survival mode when Chris reported

Oass 2 individual winner Christo/Kratzner of Germany.

O CTOBER 1999

and landed safely.

Dave Sharp's Atos in line to launch at Monte Cucco.

good lift aJ1ead, so I plugged on. The cirrus went by, and the clouds over the last rwo turnpoints started building. Chris reported very strong lift, so I stopped circling in 400 up, increased my ETS to 500 and pushed the pedal to the metal. While many pilots around me continued to circle and climb I pushed on, climbing well while flying straight based on Chris's good info. I was already on the final glide screen of the Tangent, and watched with glee as I climbed to departure height for goal just as I flew out from under the clouds. We crossed goaJ in a headwind of 1015 from the east winds spilling down off Monte Cucco, and we were landing in the lee. I banked steeply, and then the bottom dropped out. I hit the ground in a turn and was thrown through one of my sleek carbon uprights. Don't malce low-level rums in trash air, Jim. Thirty-two crossed the goal line. Chris was fourth for the day which put him fourth overall. Manfred again won the day, which put him in first overall. Hans Truttmann won the day in Class 2 again, bur three min mes slower than Manfred. Dave Sharp was founh on his Atos. Christian Ciech had one of two chute deployments during the meet after he rumbled his Laminar near Mt. Pecrano 42

TASK4 We were finally going to fly from Monte Cucco, albeit the east face. A front from the north was expected, so they called a SOmile task toward the north. Duh. Brian remembered at the start gate that he had forgotten to talce his cask board photo, so Amy asked the meet organizers for permission to land. They said yes, pilots had landed there, and gave Amy permission for one of her pilots to land. When they saw the Utopia coming in their eyes got big and everyone scattered. Brian pulled off a marvelous landing, got his photo and relaunched only to have Arny radio back, "They changed their minds and the landing is not allowed. " Brian landed in the LZ for a zero. We worked scrappy lift toward higher pealcs with incoming overcast from the north. I was thermaling with Davis, Dave, Gerolf and ochers when I decided there ought to be better life downrange. There wasn't. I ended up in 200 fpm with Wal-

bee as the clouds came in. As the lift decreased, the gaggle shoe off roward the turnpoinr, and even as I thought, "I should stick with WaJbec," off I went with the lead gaggle. We ended up flying into light drizzle and the entire gaggle decked it. I was a little higher, and continued up a narrow canyon to a very small field. There was no wind and I pulled it off, but when Kathy picked me up and I proudly showed her my LZ, she shot flames out of her eyes and said, "Don't ever do that again. " Then the clouds and rain passed, the sun came out, and those pilots who had che foresight and patience (like Walbec), or were slow and late, passed overhead and circled away toward goal. Four Brits were in the top five, and as Gordon Rigg said, "We lrnow how to not land better than anyone. " Twenty-four pLlots made goal. The flex-wing standings flipped, putting Pedro Matos and Andre Wolf from Brazil in first and second. Chris dropped to 14th. Ryan was our top scorer for the team. Dave finished fourth for the rigids while Johnny Carr in his Swift won the day.

TASKS Amy radioed from the team leader meeting, "Monce Cucco South." This meant we were to fly the west face of MC. Wellformed cumuli formed overhead as we sec up. Steve Moyes walked by and remarked, "Looks like a rice die, mare!" A 70-mile triangle was called to the south. The flight downrange was straightforward and fast under good clouds. I made the run with

HANG GLIDING

an ETS setting of 500-600, only backing off a couple of times to 300. Even so, Manfred caughr Chris, Oleg, Guido and me just bd()re rhe first turnpoint, and he had started 15 minutes later than we had. We climbed Mt. Serano amid sailplanes flying their own comp. Then it was back the way we came for a couple of thermals, then high to make the jump upwind to Mt. Su basin and the Assisi tmnpoint. The medieval home of St. Francis has to be one of the most spectacular turnpoints ['ve seen. Afrer the tumpoint we bad to fly across srn;ill hills which I'd learned during the British mecr w;is ;i weak ;irea. So, with rhe ETS lxicked clown to .I 00 we set off Should h;ivc set it to 50. Clidcrs stacked up as we hit a vi nual dcadend. More pilots landed as the gaggle ruled our progress. 'fo leave it was to land, so we ended up playing the dreaded lct-·someonc-clsc-go- first game. Finally we were within striking distance of goal and off we went. 'I 'be gaggle rurncd cast, off the course line toward the mountains as I tried to figure it out. The 'Emgcnt said I had it, bm then I was flying with a more aggressive polar without much final glide experience. With thoughts like "norhing to lrn;c" and "no guts, no glory" I pressed on and made it with room to spare. Maybe it was time for a 14. 5/1 polar? Manfred won the day and moved back into third. Pifry-scvcn made goal. Andre was fast and Pedro was sec-· oncl. Johnny Carr again took Class 2.

TASK6 Light west winds and weaker conditions result in a 47-milc triangle from MC south. 'The weird thing was that we were being sent into the weakest area around rhe same one we crossed during Tisk 5, but into the wind! With more stable air forecast to move into the area everyone started early, by I: 15 PM. 'T'hc fast leg south was over the mountains in decent lifr. Then our to a factory turnpoint in the valley, and north again. 'lhHic was heavy at the rum point with many gliders at the same altitude going both directions and pilots looking 1hrougb dual cameras fc)r the photos. I slid close under some and just over others, and everyone was keeping a sharp eye out. We trucked back up the mountains and then stopped for the final climb before the valley crossing. I watched Chris top out his gaggle at the winclrnills while Dave and I OcTOllER I 999

1 flNAL Individual I) Ruhrner, Man.free! 2) Wolf; Andre 3) Matos, Pedro 4) Schrnitz, Betino 5) Rigg, Gordon 6) Walbec, Richard 7) Cook, Steve 8) Bondarchuk, Oleg 9) Sandoli, Alvaro Hl) Thevenot, Gerard

Glider lcaro Laminar 14 ST karo Laminar 14 ST karo Laminar S1I' LaMouctte Top.Jess Icaro Laminar 14 ST Wills Wing Fusion LaMouette Topless Aeros Stealth KPL 14 Moyes Litcspced La Mouet:te Topless

Country Points AUT 5198 BRA 5120 BRA 4901 BRA 4730

Ieam 1) BRA 2)UK :3) AU'I' 4) USA

UK PRA

UJ(.

lJKR PAR LUX

4703 4596 4578 4466 4462

2 PINAL RESUITS Individual l) Kratzner, Christo.£ 2) Johnny 3) Tl:uttmann., :Hansjoerg 4) Sharp, David H. 5) Porter, Brian 6) Chauvet, Alain 7) Hoffmann Gubcn, Marcus 8) Weber, Bernd 9) Ris,Juerg l 0) MafG,.Graziano

c;lider Air Atos

Swift Air Atos

Air Atos Utopia 150 Air Atos Air Atos Air Atos Air Atos Tecma Ixbo

roppcd ours slighrly higher but further from the turnpoint. Both gaggles lcfr together, and 30 pilots converged on rhc turn point across the valley and then into the low southern terminus of the Gubbio mounrnins. Chris said "ten up" and I replied rhar it sounded good to me. As gliders began landing in the valley our gaggle grew ro six and then IO. I was thinking that om weight was going to squash the weak little thermal. Chris did a bit too much hunting for a better bubble ;md couldn't stay with the thermal ;is it drifrcd over the ridge top. He was flushed down to land with Oleg, Thevenot and many others. We slowly climbed enough to move norrh onto higher terrain and the lifr got better. I advanced my ETS up to 200, then /iOO, then hack down to 200 ;ind I 00 at the Mocaiana mrnpoint: with wing tips in the bushes again. We retraced our steps, the lifr got better, then it was time to bail over the back to the Schcggia cemetery turnpoim. Under good clouds we climbed at 500 fpm until we bad goal made and I w;is the first ro leave. I was glad those guys didn't have 'fongcms. Thirty-one pilots made goal. Manfred won rhe day and was back in fast, just nine points ahead of Andre. I had moved

Country Points GER 5441 UK 5302 CH 5300 USA 5025 USA 4822 PR.A 4569 GER 4086 GER :3586

CH TTA

Teasn

1) CH 2) :3) USA

3404

.into I 0th. I fans Tl'uttman won the day and Dave was third in Class 2.

TASK7 We were sent to Mt. Subasio no one knew why. The flying would have been fine from Monte Cucco, and the task sent us back into that region anyway. The 68mile task lcfi: us with two different potential flight paths that the team discussed prior to launch. Afrer going south to the Mt. Serano antenna rurnpoint we could return to Mt. Subasio which was on the course line, bur over the weak area, or we could detour back along the mountains over better terrain. We decided ro wait and let rhc conditions help us decide. After launch the lifr was patchy and the gaggles were enormous. Fortunately, we were given rhe same tum direction over launch again. Virtually everyone took rhc 1:30 PM start in the valley and thermalecl up on rhe mountain again, I took the shortest route back to the mountains since lift was wc;ik, even though it was the longer rourc to the rurnpoint. Only Johnny Carr in his Swift and a couple of other rigids took thar route, so I really wondered ifI was blowing it, hut I lc:mnd good lifr and converged on the that had tak43

en the straight line. Chris had led the pack and was alone climbing when 1 came in under him. Twenty more pilots joined us and we ran along the mountains to the antenna. Chris, Oleg, Manfred, Guido and I all rounded the turnpoinr together and headed north against the incoming traffic. When we reached the area to cross back ro Subasio rhe lift: was weak, so we continued along the mountains. Chris pushed hard and got srnck on a good mountain face while I continued with Manfred and company slightly higher than I. We were entering the Nocera area where l had gone down during the British meet, and about the time I starred getting nervous I spotted Manfred's gaggle heading back toward Chris. Oh no! I was too low ro turn l1ack, so I headed for a small bowl that had pro·· duccd lifr before, and was rewarded with a weak thermal that improved as I climbed. Of course, everyone else saw that, and here they came. I ,ift improved along the mountains and we flew between 40 and 50 mph with ETS settings around 400. Even so, I was still flying too conscrvarivdy and the gaggle got away from me and headed for the Monte Cucco launch. I stopped earlier in a big area of smooth lifr and began my climb for the valley crossing to Gubbio. After reaching 7,000 foet MSL l tucked in and flew to an ETS setting of I 00 with the headwind entered as well. ·rhc crossing went well and I joined up with Sandy Dittmar and Chris Muller on their Fusions. They had crossed earlier, and their rome was even better. We flew together to the Mocaiana tmnpoint, but Chris Muller pushed too hard and went down at the turnpoint. Sandy and I found good lift and were departing the turnpoin 1 as the gaggle came in. We rook one more rhcrrnal, then started our final glide with a 500-foor margin. We made ir handily with Sandy crossing a few seconds ;ihcad to rake first and second for the day. Fifry-Gvc pilots made goal. l moved to eighth and Manfred gained a few more points on J\ndrc. Brian Porter crossed goal long before any other gliders ro win the day in Class 2. Our flex team was in eighth place and the rigid team was in third. We made it handily with Sandy crossing a few seconds ahead and we were first and second frir the day.

TASKS From Monrc Cucco south we flew an 81 · mile triangle. Due to the longer distance I rook the l ::1,0 PM start with a large pack of like-rnindcd pilots. We hit rhrec 300 fj,m thermals, then a 700 fim1 beauty, then a 500 fjim climb to max altitude for a large gap crossing inro the Nocera area which had already given me so much rroublc. J\s we topped out and the gaggle began departing I could sec that the gaggle behind us was climbing higher, and spotted Walbcc among them. While I told myself that needed to go back, the draw of my gaggle pressing on overcame my better judgment and r left

too. Om entire gaggle of 30 hit the ground in the same field l 'd landed in during the British I ,caguc. 1 was with half the Austrian team and many of the best pilots in the meet, bm it sure didn't make me feel any better. Wal bee's gaggle flew by 500 feet higher which was all it wok to get by our sink area. Plenty more pilots drifted by including Mike, and then Manfred's gaggle rh:n rook the last stan at 2:00. Chris and Ryan went down short ;is well, ancl then Paris joined me in om (ield. We all wok turns encouraging Mike, our lone teammate still in the air. Most of the remaining pilots made the 'frcvi turnpoint in short order, and then had a real struggle jumping across to Subasio to the Assisi turnpoint which GO pilots made. The weak area to Mocaiana claimed hall of that group, and it was after G:00 prn when Thcvenot crossed goal with Manfred two minmcs behind w retain the lead. We cominucd to

try and keep Mike's spirits up as he stayed in the air until 7:30, finally landing 1.5 miles short of goal. Nineteen pilots made goal. Johnny Carr won the day in Class 2. I dropped to 18th.

THE LAST DAY I l was forecast to he windy so off we went ro Subasio. l didn't get it strong winds, so why not go to a higher mountain? A smooth wave cloud formed behind us as we set up. Paris and a few others launched early and were boating around in ridge lifr. Johnny Carr and three helpers were lifring his Swifr for takeoff when they canceled the d:1y. Manfred was instantly doused with water bottles and then champagne -- the new \\!oriel Champion! The Brazilians went wild, cheering and waving their huge flag as they had led from Day l and trounced a11 or her teams to rake the gold. The results from Class 2 were still uncertain due to a photo protest from Johnny Carr which he evcnrnally lost, making Christofrhc Class 2 Champion. Guido flew back to Sigillo and broke rhc 'lc)pless on his third loop over the L7.. One handdeploy and one rocket-deploy brought him down safoly.

There was one broken hone cl ming the meet, when a Korean pilot had a van door slammed 011 his arm. J\lso, a Japanese pilot spit out a tooth yelling "Bonsai!" during his launch. This is a fantastic safety record that we should strive for in all of our flying exploits. I am proud to have been among this great group of pilots. 'J'hc U.S. teams would like to thank Rob !<ells and Jim Zcisct for organizing the team fund mffle. J\lso, the manufactur·· crs and individuals who donated some very costly items to the raHlc deserve om thanks. J\nd, of course, thanks to all of you who donated money to the raffle to help rhc team with expenses. Most of all, thank you /\my for allow· ing us HJ put you on the spot as our ·1 cam Leader, and for ,ill rhc early meetings and running around on launch ro make sure wear least thought we knew what we were doing. Complete results may be found at: www.fivl.it/ rnondial i/ cucco99 .html. T can he reached at jlec~tl]aplaza.org and would be happy to answer questions this arri-· clc may have raised. Hi\NC CUDJNC

even have a radio accessible in the air. tea,m, did not blaze up the sky f (flex wings), but Chris Arai j and Jim remained in striking dis: ur1.ti1 the last day when they went 1 <.lownitl a pfagm; of sink aµd.,mgst. Manfred's petfonnancc. Hewot1 fhur qf Admittedly,. the team was hurt by the days and mpk second on r:wo rtt9ne. f the>absem.;:es ofLarry 'Ii.tdor and Mark Betinho (wlw is on afastti:acktqJ;,efo1:i:ir \ Gib$on1 and the pilots who replaced 1 them did not h,we the latest equiplng a World Cham:pion himself) says Manfred wins because ofrbreithings: he f i~~t1t; Class ;2 (dgids) we fared bette.r has slightly better therm<1ling skiJhi,Jl. wi~h Dave Sharp takingfoL1rth and Bdslighdy bet tel' glider and ~bJt l)JOre cqn- ! an PtJrt;er taking fifth. There were four~ fidence. While I have seen.a fow ofthe , mafl teams.and the top two pilots . I top pilots dimhwith Mimfo:id (Andre . s,;ored<;lveryd~y, the U. S. . won.! Wolf and Oleg Bondarch\ik, for exam:.: l. In fact, Brian I?imer <lllhis Utopia pk:), he usually bre,aks outt<: t1 ewp 6r w~uJii haveGeen1ncontCil,ntionfor frrnt the gaggle in short order. J~lis glider glicfos I, pla.ce with Christof Krat,mer .(Germany, . with the rigid wings t1obody.seemstd !. Atos) except he zeroed the fourth day. be able to touch him ln this rnarter, ! problem was that he forgot to take Finally, his confidence has grown to?he his task boilrd photo. Tea1~1 Lead,erAmy point he strikes outonh)s own ! Zefaeta,;ked the Meet Director if ii was and often hits pay din; in the il ok,ty t<f land 011,tOfJ. Meet Director stronger thermals that the rest ' Pli:;.tro is Hnguisti.cally challenged :.: j gets to behind schedi1le in.Ifoglish, a.nd ne thoughtthe question will re1rn1in in cofmol · 1 was on nhe order of "is it safe,': or "is it future as long as he dohe?\He. said "yes," !'neaning pilots do 1 tages. l it,. The rnessage to Bria1:i was that it was The other bigwinn:erswere th<;) Bra1:il:.c j oltay to J~nd and to take his photo. ians. walked with the t.eam \ This 1s ~, cle,1:i·vfolation ,<>f the t1..des scores. finished nearl):1,200Jfoints i whichsrate that landings are 011!y above the second pface Btitish an~l ! aUowed fot safety reasons. Amy to 1,800 points over the thi.rcbpfac;(;;Ai1st;l'i., i me as Meet Steward rn back up. the ans. T'he individual.pilots finished $e:<;qnd j ded,;ion a1id asked ifBria11 could actu (Andre Wolf), tbii:.d (PedtoMru;os) h1ncl / allyf:l)'by andphowgraphtherask fomth (Betinho Sd1initz.). Jwo mote of j board; I said the latter,was Qkay but he thei.r six~rnan team were in rh;e top '.¢5. l coukirfdand. As Amy was frantically and the l.ast pilot would havebee~t.if he j trying to radio Brian he mtned on .final 'if and rol1¢d in crosswind uphill. hadn't sat out This te:rfo It harkens back to great BmziHan tea1n : appear.~. that miscom1.nmi.ication. W!.lS of the 1980's with Pepe I.ope?', Phil ! the.culprit fol' we probablycouldh,we lfarker and Jlaulino Cu,elho. But it'.s bet··, l. hdd the task board up and got him his ter. There are tluee M fo1.H' potemial , shot. world champions currentlyflyiti.g whh 'T'he 1999 World Meetis history and Brazilian heritage. i the memories .are already beginning to T'hc word from the Brazilian ,boysJs but some. of the experiences will that they flew as a team, each helpirig the la.st forever. The rewards ofmaklng other as much as possible with xadfo ! i.nrernational friends and flying with work and morale boosts. The Brits were 1 them over or cla,ssi.c landscapes also back working as a unit which rnay ! cm111ot be found in any pther venue. In have contributed to their individual and /,. the words offormer World Surfing team su.ccess. (We remember the , Champfon Mauricio M,irroguim, indomitable British teams frorn the j "Hang gliding competition is so frie11d-, 1970's through the l980's.) Contrast this ! lythat it's a joy to cmnpete no matwr with the Austrian team which is loaded how well you do." The next one's in 1 with talent but refuses totaH~ to one Spain, See you there. another on the radio. Manfred doesn'.t 1 .'.,l,, ·

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map ofitaly foi: y\iU worft find SigiUo, the site of the: J999 h;wg. glicHng World Meet. too small. But it: is ideally situated, in one of the n1ydad valleys.of the Appenine Moun~ tai.ns that: lace up Italy's bi,)ot, It is about :~ fonr-h(mr. drive 110rrh of Rome ;ind two hours sou.thw<~st fro1n the coastal town Ancorm. 1'hc is known. for its artistry, me,JfovaJ walled towns and its rewarding flying. 'fhe mafo.site of the C<)n1petidon was Monte Cucco, alrhough three other sites within about an hour's drive were also used in the varying winds. Monte Cticco has a rounded grassy area that is perfect setting up and launchillg more than 200 g.liders except for the ubiqulwus AJbigherl cows rhat have n.u:ned the takeoff1nto a field. In faCt, our favorite nanic: for the hill is "Monte "The greatest danger on lmrnch inhigh winds was not hangglidii.1gbut be,ing spatted byaflycowpie! For most. of the days the flying was good but challeng.ing, lt seemed that while sorne thermals exhibited more than a punch (700 fpm), often along the $.tme cm1rse: pilots cncoun° tered weak lift and various headwinds. ]'be name of the to shift gears ofren and at times survive with the gaggles. The conditioJJs cen:ainly did not fav6r the racers. Bt.tt on.e racer excelled because he is a.lso good at staying. alive in the air: Manfred Rnhmer. Manfred was due to win <J World Meet after barely missing the last two times. Foi: years he has been nearly unbeatable, and now he is Wodd Champion. Du.ting the collective celebratio1.t and congratulations on launch when the last day was canceled, you could almost hear a sigh of relief from everyone. Manfred finally won so maybe he won't be so hungry and give the rest ofus a I was .riding with Bednho Schmitz up to launch one day and we talked of OcrOllEI, '1999

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article, photos and illustration © 1999 by Steve Nootenboom When it comes to m1Jjestic beauty and crystal-deem air there are not a lot ofplaces in the country that could stand taller than Red Lot(r;;e, Montana. But that's not the only reason this former thoroughbred trainer built his log cabin on Sheep Mountain Ridge.

t's not just a great flying site with the launch at my front door, this is home to Kim and me," owner Mike Branger comments. I first met Branger in the summer of 1998 while visiting friends and doing some carpentry in Red Lodge. He stands tall and lean, with sad eyes and rusty red hair. Afrer GO seconds of small talk I no sooner got the words "Ler's fly sometime" out of my momh rhan Mike said, "What are you doing tomorrow? ['JI pick you up at ] 0:30 AM!" Mike and Kim built their dream home

on his 500--acre spread. A classic-design log cabin with Kohler fixtures, dual-pane windows and skylights, built with large hut no light fixtures. logs and stone Despite the fact that there is electricity on their land, Mike and Kim opted for a simple lifo lit by gas lanterns. Situated I 5 feet from a 300- ro 400-foor rock cliff stretching over a mile long, Mike can launch literally a stone's throw from his front door and soar the ridge lift. 1--fc bas worked up to l 0,500 foet from his house and flown cross-country to nearby Red Lodge.

Born 40 years ago and raised just down a dirt road in Roscoe, Mont:ana, Mike traded in his horse training for a degree in chemical engineering. This roped him a big consulting position with Reebok, affording him a heap of flying time. Mike's wife Kim, a Korean with a degree in imernat:ional business, married Mike in 1997. She now goes by the nickname "Crash" not from hang gliding but from crewing on the wide-open gravel roads. Once she lost control and totaled his truck. Her beauty is unmarred but her reputation precedes her on the two-meter band on flying days. "Crash, can you give us a wind direction?" "Crashie, we're at 15,000 feet heading to Wyoming." Mike took me for a down-home, counrry--boy rnur of the stomping grounds of his youth, including a little one-room schoolhouse in the woods (still functioning) with a two-scat swing set in the back, and a river flowing through the playground. Mike reminisced about his childhood ar every bluff and turn in t:he road, about times on his family's ranch, his l 01 year- old grandmother who lived on her own u nti I age l 00, the gen tie-natured Mike leaving his bedroom window open in the 30-degree-below winter night so Tufl)' the cat could come back in. But most of all he dreamt of flying from all the bluff, and giant rocky 12,000-foot mountains. Thanks to the spon of hang gliding, those childhood dreams arc Mike's daily reality. His thirst for adrenaline showed up at an early age. "My buddies and I used to take turns pulling each other with a pickup truck; we tied a rope to a recliner chair and then to our bumper hitch and went: ripping down a gravel road! In the dark! With the police chasing us! The police arc friendly here. They said, "You guys having a little fun tonight? Senle down and go home." We did crazy things when we were kids." With just a little over l 00 hours of airtime Mike has matured into a sophisticated, knowledgeable Hang IV with all Special Skills sign-om. Nevertheless, I could see a little bit of the fearless rodeo cowboy left in him as he would scratch the treetops sniffing our lift, or make a high-altirude, no-wind launch. The first site we flew is so new it has no name. One of the local pilots is a U.S. forest ranger and arranged a very small swath of brush cut in the forest on a cliff's HANG CL/DING

edge. It's been flown only a few times and already so me pilots have cross-countried to Cody, Wyoming. Our flights from this site, located near a ski lift, were in coo l, smooth air with lift as much as 1,000 fpm. Mike's flying skills make the 100 hours in his log book look like he left off a zero. The landing zo nes here are postcard perfect and the ranchers I m et are friendl y. After landing one day I broke down my glider on a gravel road. Along came an old cowboy in a 4x4 and I said, "Oops, I am in trouble now." Mike walked over and introduced himself The old man said, "Branger? I remember yo ur family." They began to talk and the old cowboy reminisced about the tim e he and Mike's grandfath er rode a cattle train to C hicago in 1934. We figured the cowboy to be somewhere close to 100 years old and still working. He looked at my glider and laughed (he obviously was unfamiliar with d1e "WW Fusion") and said, "Boy, there ain't much to that thing is there? You boys be safe and have fun ." The daily cumulus development is like clockwork and creates such beautiful cloud streets that you catch yo urself drooling on your chaps. Mike has carefully smdied the weather patterns in this region and th at's part of why he gets big air. Mike says, "We co uld fly year around if we had to. I have flown in 30degree weather, bundled up. " There is little need for pilot protocol or right-of-way rules in d1e air. After all, this is Big Sky Country, and it gets really big when there is only one other pilot in the air - a crowded day! Most of th e sites are new here beca use Mike and his fri ends are pioneering them. And a pioneer is really what you need to be for so me of the sites. If you thought yo ur four-wheel-drive was "Ram rough," tr)' some of these approaches on for size: Two and a half hours of 4x4 O CTOBER 1999

Mike and Kim Branger at their launch-site, log-cabin home in Montana.

abandoned mining road at 9,300 feet elevation wid1 boulders and a broken tree across the road. (Did I say road?) An other favorite was steep enough rn make a Hum Vee throw a calf You reach a point where no truck could go any further so M ike, this lean , mean , raised-on-a-ranch pilot dude throws all his gear, harness, helmet, water, oxygen and glider on his shotJder and stampedes up inrn the thick forest and across a rocky ridge for several hundred yards ro laLU1ch. A gro up of pilots actually rappelled ro one launch with technical rock climbing gear. One pilot just couldn't find a suitable launch so he parked his suburban on the edge of a cliff and ran off the mp . ow that I have writ-

ten that, it strikes me as a clever idea. Maybe I have overstayed my visit. When it comes to the friendliness of the pilots and the people I've met here, they are solid gold. The landing zones are as big as the big Montana skies, only to be surpassed by the outrageous beauty yo u're flying over. Even a sled ride here means yo u see more untouched beauty rhan the human mind can process. As my wife, family and I were sharing dinner with Mike and Kim on the porch of their home over a hand-hewn Douglas fir tab le, we enjoyed Mike's beef and Kim's home-grown salad while watching an in credible fire-dance Montana sunset. M ike said, "You know what's really nice abo ut hang gliding? You can meet another pilot and yo u automatically share something in common. It's like being a card holder rn a wo rldwide club." So, if yo u're passing through Montana with yo ur wing on the rack, best put on you r manners; people here will treat you right friendly and respectfull y, and they demand the same. And don't be surprised if, across the cold, wind-swept plains, yo u spy a yo w1g cowboy soaring his own house thermal up on a jagged cliff. •

Piloting Your Own Business article and photos © 1999 by Bodhi Dharma Kroll Would you like to do what you love, hang gliding or paragliding, 300 days a year, and earn $250 to $350 a day doing it? Is it possible to make a living working only three or four days a week and a great living if one is willing to work five or six days a week, flying? That's exactly what I've managed to do.

frer 16 years of hang gliding for sport, teaching and instructional tandem flights, I opened the San Francisco Hang Gliding Center (SFHGC). This is a successful business, not only for me, but for two ocher full-time instructors (and we could use even more). Bue getting co chis point was quite a task. Ir involved a lot of hard work, planning, and negotiating with state and county officials, but it was all worth ic. Here's how it all began. In June of 1984, at the age of 18, inspired by a series of intense flying dreams since boyhood in Berkeley, Caljforn ia, watching redcail hawks and turkey vultures soaring over the hills, and television shows featuring our sport, I signed up for some lessons at a local hang

gliding operation in Fremont, California (Mission Soaring Cerner). I saved money from newspaper routes, busing dishes in a local eatery and doing scuc-work at Mission Soaring. My first glider was a Harrier 177. By 1988 I was an Advanced-raced pilot and instructor. In 1990, while studying in Australia, I worked as a hang gliding instructor outside Sydney along the breathtakingly beautiful 600-fooc cliffs of Scanwell Park. W ith a perfectly shaped launch area char is soarable in winds as low as six miles per hour, Stanwell is a magnificent tandem hang gliding site. Little did I know then chat in seven years I wo uld have my own tandem hang gliding business at Mc. Tamalpais, landing on the public Marin Coun ty-owned beach.

Getting che rights co chis operation cook a great deal of effort and politicking. The launch zone is cornrolled by the Scace of California Department of Parks and Recreation. The landing area, Stinson Beach, is controlled by the Marin County Board of Supervisors. Both agencies needed to be convinced char the joys and beauty of tandem hang gliding and its reasonable safety record could overcome legitimate liability issues char concern government officials. My first attempt co gee approval for commercial tandem operations from the county ended in a six-co-three vote failure with the county's Parks and Open Space Commission. The Commission was influenced by the county counsel's warning about the liability issue. I had not fully prepared co address that issue and was swamped at che meeting by the response. Thereafter, I investigated cl1e safety record and lawsuit history for tandem operations. I discovered co my surprise chat there had not been a successful lawsuit against a property owner for an accidem in volving a commercial tandem operation. When I appeared at che Marin County board meeting in 1998 co appeal the commission's ruling, I was prepared on the insurance and liability issue. Armed with a letter from USHGA confirm ing my position on cl1e liability problem, and supported by the Stinson Beach Village Association and a $3 million liabili ty policy, che board H AN G GLIDI NG

voted approval. The Scace Parks Department was an easier sell, because hang gliding use was well established in che scare park and clearly in line wich che public park mission statement: co "provide for che heal ch, inspiration and education of the people of California by helping co preserve the srate's extraordinary biological diversiry, proceccing irs most valuable natural milculmral resources, and creating opportunities for high qualiry outdoor recreation. " We operate from a 2,000foot mountain flying out over ancient redwood forests and landing on the most popular and beautiful beach in the San Francisco Bay Area. We operate seven days a week. SFHGC has no shop or storefront. We meet our clients ac che sire or on che beach. Recently, we became a dealer for North Wing, whose owner, Kamron Blevins, was one of the designers of cl1e Fly 2 by Airwave. Because chis is the first and only commercial tandem business on Mr. Tam we have been inundated with requests from the media for articles and broadcasts on che recreational and business aspects of che

company. This has given us tremendous exposure and increased business phenomenally in the past year. Cable television has also provided some relatively inexpensive advertising opporrunities for us, as has the Internee. We have appeared on C , the Discovery Channel, the BBC, local television news and travel programs. There have been ar least nine newspaper and magazine articles in the past year. And Yellow Pages advertising has also been well worth the invesrmenr. All of chis has combined with personal referrals from friends, relatives and past studenrs co produce exponential growth in the business, and we're looking for compecenr, confident, enrhusiastic hang gliding and paragliding insrruccors co round out our program. A note about technique: After no fewer than 800 tandem flights I have concluded char the besr technique for making a noscep, no-bem-rubes landing, even wich a 220-pounder hanging next co me (I weigh 200 pounds) is a technique first caught co me by my former boss and mentor Chris Boyce of Sydney H ang Gliding Centre. I make rhe entire approach on rhe basecube

where one has the besr pitch and roll auchori ry during flight, but after ro unding out from a shal low dive from 50 fee t, at two feet above the ground when che glider is near rrim speed, I drop my hands back co the rear Aying wires roughly two co two and a half feet back from the corner of the co ntrol fran1e . ln light winds, when an aggressive flare is needed, an angle of arcack of 90 degrees can be achieved fo r no-seep landings. As an alrernace technique, one of my insrruccors, Eric, uses 16"- 18" bike wheels which work extremely well even in the soft san d.

SFHGCmay be contacted at (51 0) 5282300, http:llmembers.home.comlsjhg/, sjhg@home.com. They pay instructors by the flight: $85 ifthe instructor provides the glider and $70 ifthey provide the equipment. SFHGC offers subsidized housing and will soon be offering medical coverage for instructors. Chris at the Sydney Hang Gliding Centre in Australia may be contacted at Ol 1-6124294-4294 or chris@hanggLiding.com.au if you are interested in working in the Land Down Under. - Ed. •

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REGION 6 Jeff Sinason (R 99) 12954 Ballantine Ct Saint Louis MO 63146 (314) 542-2473 jsinason@itdcomm.com

USHGA BOARD OF DIRECTORS REGION 1 Bill Bolosky (R 00) 24622 SE Mirrormont Dr Issaquah WA 98027 (425) 557-7981 bolosky@microsoft.com Steve Roti (R - 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) 737-8745 russlocke@ju no. com Scott Gasparian (R- 99) PO Box 1027 Pacifica, CA 94044-6027 (650) 218-3984 gaspo@igi.org Ed Pitman (H .. 00) PO Box 188 Shasta CA 96087 (916) 359-2392 epitma n@c-zone.net Ken Brown (H 99) 1795 40111 Ave San Francisco CA 94122 (415) 753-9534 kennyb2u@aol.com

REGION 3 Ken Baier W - 00) 253 Rodney Ave Encinitas CA 92024 (760) 753-2664 ai rjunkies@worldnet att net John Greynald (R - 99) 2774 Puesta Del Sol Santa 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 (iii Dodgen (Editor) . 31441 Santa Margarita Pkwy Ste A-256 Reho Sta Marg CA 92688 (949) 888-7363 (949) 888-7464 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 (I=< - 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 Rd Seymour IN 47274 (1312) 497-2327 hm bbryden@hsonline.net Dan Johnson (L 99) 8 Dorset St St Paul MN 551113 (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 r~andy Adams (H 00) PO Box 369 Claremont NH 03743 (603) 543-1760 randyadams@cyberportal.net REGION 9 Pete Lehmann (F< - 99) 5811 Elgin St Pittsburgh PA 15206 (412) 661-3474 LPLehmann@aol.com

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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 (R 00) 1125 Harbor View Dr Kill Devil Hills NC 27948 (252) 480-3552 justfly@interpath.com Matt Taber (R - 99) 7201 Scenic Hwy 189 Rising Fawn GA 307313 (706) 398-3433 fly@hanglide.com

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F.XXTACY NEW & USED IN STOCK, DEMO DAILY. WALLABY RANCH (941) 421-0070.

KISS 154 Good condition, needs banen pocket sewn $400. (501) 831J,.J620.

FALCON 140 Pristine condition, <1 hour airtime, royal blne & flnorcscenr green, folding speed bar $2,500 includes shipping. (520) 541-935/i.

Kf./\SSIC 133 - Blue/orange custom colors, w/spcedbar and hand <30 hours, perfect condition $2,000. (626) 285-5810.

FALCONS 140, 1'70, 195, 225 new and nsed. WALLABY RANCH (91 I) 421-0070.

w!tips $1,500. Magic 166 $750. KLASSlC Hli Dream 220 $1,000. (541) 569-?.393.

FALCONS CLEARANCE S/\LF. -- School use, one season. All sizes $1,250-$2,500. (li14) 473-8800, brad0lhanggliding.com

KL/\SSTC 144 Yellow/white, absolute mint condition, 5 hours use and then stored indoors for 2 years $2,800. Klas.sic 155, 80 hours, clean $1,500 OBO. (114) 473--8800, brade'llhangglicl ing.com

FLY 2 Tandem gliders, three ro choose from, $2,100 and up. (li14) 473,8800, brad@hanggliding.com

FLEXWJNGS AlmOS STEAL.Tl! KP!. 14 --- Pink LE, lavender under, affordable chance ro own a topless $2,600. (802) 674-5561.

FUSION 124-0070.

LAMINAR ST99, ST98 and kingpost l.aminars. New and like new, available now. AV8 (760) 7210701, rburton~1lsdcoc.k12.ca.us

Demo daily. WALLABY RANCH (911) LAMINAR ST, 14, Ll in stock. W J\ LL/\BY RANCH (941) 421-0070.

AIRBORNE SHARK, BLADE RACE, STING, BUZZ. New and nearly new. Demo daily. THE WALLABY RANCH (941) li24-0070.

GI.IDE RS

TRX 158 (;real BUY THESE GLTDERS $1,300. Kli 160, super clean/crisp $1,000. Scotty (719) 687-9753 evenings.

I !PAT 145 ~ (;ood condition, new leading edge cloth and recent snperprcfligl11, $1,400.(4 I 4) 173-8800, brad(7ilJ1anggliding.com

MARK IV 17 Good condition $800 OBO. (719) 531-5120, Rll/\HNQ!lJduv.com Colorado Springs,

CLE/\R/\NCE SALE -- Klassic 13:l, l 00 homs, good condition $1,000 plus shipping. l .isa (80 I) li95-01,f,.

HPAT 158 Under 50 hours, sail still crisp $900. Raymond Equalizer 1,od fits to 6' with chute $250. (805) 489-1728.

MILLENNIUM 0070.

3 5+ for sale, rigid to single smfocc. Call/email for current list. Wallaby Ranch (9/i 1) li240070 l'lorida, 1•1icllcrs1:aJwallab1

DREAMS Brand new, found in storage. J li5's & J 65's $1,200 each. (619) li84- l 094, upsandiego(alwebtv.nct

Hl'/\T 158 -· Plus new downtubcs in box $450. 052) 181-3:322 FloricL1.

DOUBLE VISIONS & FLY2 New and used. WALLABY RANCH (941) 424-0070.

K2 114 litl1 Regionals $700. (')16) 791 5916 frcy@ljps.net

50 cents per word, $5.00 minimum Boldface or caps: $1.00 per word. (Does not include first few words which are automatically caps.) Special layouts or tabs: $25 per column inch. (phone numbers: 2 words, P.O. Box: 1 word, E-mail or Web address: 3 words) photos: $25.00, line art logos: $15.00 (1.75" maximum) DEADLINE: 20th of the month, six weeks before the cover date of the issue in which you want your ad to appear (i.e., June 20 for the August issue). Prepayment required unless account established. No cancellations or refunds allowed on any advertising after deadline. Ad insertions FAXed or madii by telephone must be charged to a credit card. Please enter my classified ad as follows:

Li\ MOUETTE TOPLESS BY RANCH (941) 42/i-0070.

Demo daily. WALLA-

co. WALLABY RANCH (941) li24

MOYES CSX sx, XTL, XS3, xr, CIC. New and nearly new. Available immediately. Nation's largest Moyes dealer. WAI.LA BY RANCH (941) 424-0070. MOYES 162 GTR WORLDBF/\TF.R <10 hours on new sail $1,000. Oxygen system $150. 20 gore chute $100. Flytcc 3020 vario $250. Tow release $35. Drogue chute $35. new. (909) 65/i-1955.

SECTION IJ Flex Wings

I.J Emergency Parachutes U Parts & Accessories O Business & Employment 0 Miscellaneous fJ Paragliders lJ Videos

IJ Towing fJ Schools & Dealers f.J Ultralights 0 Rigid Wings IJ Publications & Organizations IJ Wanted IJ Harnesses

issue and run for .......... _______ __ consecutive issue(s). My IJ check, 0 money order is enclosed in the amount of$ __________..__ ,.. ____ ,____ NAME: ______________________________ ·-------------·----~ ADD RESS: __..____________________________________..______________________________............____________ _

Number of Number of

.... ----·---· ____,,,____-,___ @$ .50 -v, ____,,_ .................- ..-··---·-----...

@$1.00

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

HANC CLIDINC

s MOYES SX 127 Fabulous glider, great condition, J 00 hours $2,000. (858) 79Vlli32, spcrry3 18tihaol.com

ULTRASl'ORT I /i7, I G6 Rrntal gliders at flight park, low hours, clean, priced to sell. (Ii 1Ii) lil.o· 8800, l1rad~r1ha11ggli, Ii ng.c:om

MOYES SX 149 Power rib sail, hologram LE, blue & orang,c undcrsurfocc, excel km conditio11, I 00 hours $2,200 OBO. ('iO'i) :Wl,952J Albuquerque.

VISIONS & PULSES Bough1,S0Jd.Tr:1ded. Raven Sky Sports (Ii 1 Ii) lil.l·8800, hradl!1lhanggliding.com WWXC: 14) lkrntifiil colors, excellent condition, winglets available $7,200. ((i] 9) li6'i 7.2'iB.

MOYES XS 1/i2 Blue/yellow. good condition, stored indoors last two extra dow111ubc, spcedbar, xc hag inclndcd 1,200. (909) 825 7706, bronwy11.hamiltcmv1\vorldne1.att.nc1

\X/WXC I J ,ow hours, clean, nice condition $7,IJOO. (Ii I Ii) /iTJ.fl800, hradv11 ba11ggliding.con1

MOYFS XTRALITF 137 Well kept, blue/green/white $1,500 OBO. (Ii I Ii) li7:l 8800, brad(llhangglidi11g.com Cood condi1io11, water· MOYES XTR/\LITE I li7 proof bag, extra down tube $1,000. ATOL winch, tow· ready, 6000' li11c, 111m1ntcd on station wagon $2,500. FK (970) Jlt').7).!i I. MOYES XTR/\LITI Jli7 /\II mylar, new hag, good condition, xc hag $/i'j() OBO. (')09) 3'JJ.·2812. Novice/intennediate double MOYES XT PRO 1(,5 surface. two av,1ilahle $ I ,GOO., $7,300. (Ii I Ii) li/3 8800, brad(hha1,ggliding.con1

PERSONAL FLIGHT FLORIDA .904.441.5458 The Fxclusivc Importer of rhc WORLD CJJAMPIONSITIP GLIDER the LA MOUFTTE TOPLESS and TOP SFCRFT Rigid Wing. lt Kicks Ass! Just ask Mike Barber. AvaiL1ble in three si,.cs: 121, 1Ii I and lli8sqft. Introducing the TOI' SECRET, ?nd tion Rigid Wing. I )on't vva!)lC your 1i1nc on old srnff. Dcakr inquires invited. Contact PERSONAi. FLIGHT FLORIDA and ask for Cibbo, ph/Fx: 90/i./ili 1. Sli58, www.pcrsonalfligbt.com, www.lamouctte.com c-rnail: gihhogcar l (d\\Ol.corn 1

PULSES & VISIONS flought,Sold-Trnded. Raven Sky Sports (,i J ,i) /ilJ.8800, bradGhhanggliding.com SPECTRUM CLE/\Ri\NC:F SALE. Three J(,5 Spcctrums in near new condition, w/all option:-. $2,,iOO-.tl,200. Raven Sky Sports (Ii Iii) li73·8800, hrad(:f>)1a11gglidi11g.con1 SUPERSl'ORT 15:i tonypGi\:o.pitki 11.co. tis

Make offrr. ('J70) 92':i,8(,G'J,

SUPERSPORT 15.l Superneat rnstom sail, very low hours, WW fin included $2, I 00. (Ii 1Ii) /iT$.8iWO,

l>rad~hhanggliding.con1

FMFRGENCY PARACHUTES

Hi\NG GLIDERS PLUS FOR Si\LE SOARINC CENTER Dre,1111 l/i5 ......... Very good cond. (iOhrs ......... $SO() Mars 170 ... ........ Very good c:ond. (,Ohrs ....... $1,000 Airborne Blade Race I Ii I,. ........ Yellow/blue sail, white Ii' ...... $500 WW h1kon 170 ... White/ml 80lus ................ $1,000 WW Falcon I95 ... Blue/m:u1ve/whi1c .............. $1,000 Moyes 155XS, Cray/yellow, base tube damaged .. $/iOO /\xis LL ....... ,Very good cond ..................... $/iOO Vision Ml<IV l'J ... C:risp, 18hrs (MD) .............. $1,500 l'acAir Formula I 'iii.. ..New lower wires, 80 hrs, ....... pink/black/white (llVM) ....... $8'i0 Sport 1(,7 . . . ,, ... Rainbow... ................... $1/'i Euro Sport I(,7 ................ .Purple sail, blue/white LL, ........ need #Ii bat lrn, I OOhrs (J N) .. $100 WW l'alrnn 170 ... Yellow/white, 20hrs (RV) ... $1,800 Dream 220 .... .C :ood cond., orange/white (JT) ..... $800 TIZX lliO,Whitc LI:, yellow/red sail GOhrs (Al 1)$1,000 l'acAir Vision 18 ... Blue/gold/white 60lus, needs kiny, post, sail patch, some hardware (DJ) ................... $600 l'acJ\ir Ccncsis l:l5 Very good cond .. . ....... white/purple/teal (JR) ............ $:300 C:l Cornet . ....... w/whccls. ................... $500 Rocket rescrve ........ w/2/i gore parachute .............. $/iO() training harncsscs .... :l ., ............. $2'i each (,l) need some patching ..... $12 each Knee hanger harnesses, High Energy Sports.Very good cond., aqua/yellow, hl11c/yellow. ........... $1 ?,5 e:rch Knee hanger harnesses, Flight Design ...... Black/yellow, ....... black/red (RI.).. ........ 2 $ I 00 c;1cl1 Knee hanger harness, U I' Cloud . ........ Ornnge & tan (RL) ....... 2 $SO each Knee harness, Sunhird ....... C:ream (RI.) ...... $20 UI' pod harness ....... Like new ............. $100 .................. $300 Delta wing harness wlreserve .. Cocoon harness .,, .. c;o()(I coll(!., red .................... $200 Flight I )esign 1JOd lwrncss .. ........ wl i\dvanc:ed i\ir reserve ......... $!(()() Cocoon harness ..... Red. ................... $200 M&M type wheels Large, orange (RI.) sets ..... $!0sct Clide Master wheels (RI.).. ................. $20set BolHm wheels ...... w/1 spare. ................. $60.set DT's ..... Laminar 2.. . .................... $<37 ....... J,amillar .... $18 ....... l,;11ninar 1 . ................... $182 ........ I,a1ninar

................... $)]()

X·Rirs.. ...... L1minar 2. ............. $1/iO Tip Wands. ...... Laminar 2. .................... $50 Luninar wires & hardware avaibhlc ;lt cost! (BO I) 576·M60, IIBCW\tol.com

0C:TOB1" 1999

ROCl(F 1· RJ.:SERVES With large polyconical canopy $550. (.lOJ) :lfi7,899'i. USED, CUAR/\NTFFD 20' and 18' diameter, military specific:1tions $:lOOea. (:lOl) .,li/8')95. 20 CORF Pili\ w/swivcl $375. 20 Many more available. Raven Sky Sports 8800, hrad~1ll,anggliding.rnm

$199. lit) li7.l·

I 11\RNESSES Al'CC) )Fl STRF/\M

Pod harne5' w/cl1ute, foll suit $(,(JO ()Jl(). (650)

NEW, USED i\nd RFFURB!SI !FD harnesses. Btty, sell, tr,1dc, consignmcnt. (;unnison Cliders, 15/i') County Road 1/, Cunnison CO 81230. (9?0) 6/il. 9315, bttp://gunnisonglidcrs.com/ HICH ENERCY POD 'i' 11 ", 20 gore parach11te, swivel $:)00. (<JI Ci) /9 I .59 I (i frey("ljps.net l!!CII ENI:R(;y i'Clll 111\RNFSSES Si,es & styles monthly, $.\0().!\00. CC I OOO's $250. e.ic\1. l Ml'!' pod, ~'')" $ltOO . l<ncch,mgers & stirrups also available. (Ii I Ii) 17.l,8800, l,rad~ilw11gglidi11g.rnrn

ifi

TIRED OF TOWING? Tired of to sites? Create your own, power 11p the way with SWEDISH AEROSPORTS MOSQUITO HAR NESS. Lightweight, powcrfol, a/fordable and most Call Bl!L oC T.C. HANG GLIDERS, your U.S. Slll'Pl.IER at 616-922-2844. PS: SEEING IS BELIEVING, new video made by East Coast Video, now available $13 includes shipping.

WILLS WINC: Z5 POD -- Never been used, crntom sized for 5'10", 1951b pilot, rnrquoisc & orange $500. (520) 5/i 1 9:35/i. PARAGLIDERS

The Fxclusive Importer o/'LA MOUETTE/COSMOS ULTRALIGHTS. rhc SAMBA. The trnly soarable 2 I .a landi11g gear, easy to in,-air restart. The !'light Park Money Can Buy' Contact PFRSONAL FLIGHT FLORIDA and ask for Gibbo Ph & h: 90li.li4 I .51i58, www.lamoucttc.co111 c-tnail: 1

SUP TRIKE No mountains or tow !em, sclf~launch and soar! Lightest pact, most competitively priced. Call or email for free hrnchure; reCunchblc $10 lor video. Liberated l'light (')ii]) 722-2173 LIBFLIG]JT~,1aol.com

IKAROS SPORT AVIATION WWW.FIYFORFUN.NET OVER 50

PERSONAL Fl.lGHT FLORIDA 904.441.5458

New, used, really cheap. (303) :H7-8<J<J5

BRIGHT STAR Mll.LENNIUM C:ood condition, low hours $7,000. llRS ballistic reserve $1,000. ( :all for details (208) 522 24'l:l.

FLY AWAY IIAJ'.:C; Cl.J[)lNC/l'ARACLIDINC S:mta Barbarn. Tammy Burcar (805) (,92-9908.

III Cl J AIWENTURF 11:mg school. Equipment sales, service, at Southern Calif'ornia's mile high site, Crestline. US11CA lnstrncror Rob McKenzie. By (90')) 883-8188,

TOP SECRFT Rigid wing, almost here. WALLABY RANCH (9/i 1) li2/i,0070. UL'l'RALIGHl'S

MK![ needed. -800--688-5637.

ANTARES TRIKF w/503 Rotax, double smface wi11g, extras $6,500. (5/i 1) 569-2.'l'J.3. COSMOS SAMBA tH.'\V

Train on DREAM w1:.AVER l JANc; CLIDINC Wills Wi11g Falc:011s. Four hour lessons $100. Ten lesson $7'50., inclncles ta11dcm olf 2,000 ft. Vive lessons Or buy your 11ew equipment here and get all /inure lessons for $75 each. Call, scheduling lessons five days a week, Friday through Ideal trai11ing hill. Arca s most INEXPENSIVE prices. Yom northern California MOSQUITO HARNESS dealer. Call for Mosqnito ,lemonstration or clinic. I lealer f<ir Wills Wing, Altair, High En,·rgy Sports, Ball varios, Camclbaks and more. Ta11dcrn instrucrion. \JS!-ICA Adva11ced Instructor Doug Prather (209) 556-0169 Modesto, CA.

2181 Charles TJ-lF J!ANC Cl.llllNC CENTFR Way, El Cajon CA 92020, (619) 461 -1 !iii I.

RIGID WINGS

CAl.lFORNlA

WANTED

leave message.

torn colors

ROCKET CITY AIRSPORTS The fun, safe place to learn to We help you learn quickly and instructors. Great with USI-I( ;A certified place for first cross conntry Three great sites and a Moyes-Bailey acrorug for those "other" days. Learn to acrotow and earn your AT rating. Mention this ad, bring a friend and receive one lcsso11 1/2 price. Call (256) 880-8512 or (256) 776 9995.

TANCFNT CPS ready instrnmc11t $500. (916) 791 5916 fi-eyQiljps.net

1999, topless wings, 22hp, ms-

LAKE ELSINORE SPORTS FULL SERVICE SHOP with a focus 011 student pilot needs. We ARF the area s only walk-i11 shop. Open (, days a week 1Oarn-6ptn, closed on Mondays. (909) 67/i--2.!i 5:l. MACIC AIR --- Located in Northern California. Lessons, sales, service. ('/07) 96.3 Yi55.

SCHOOLS & DEALERS

plane srill in manufacturers cr:1tT.

$3,500 uudcr real cost $10,6/iO. (80ii)

I li7.

IKAROS SPORT AVIATION--· WWW.RYFORFUN.NE'r

Sf/('//N(,

PAP 920 -- Rcdriw, electric start, improvements, l 50l 75lb pilot, I 2 huurs $2,600 or trade f,,r unit. Will sell Ritrno II xi p:m1glidcr for $750. (/iO'J) 8(i]. /i!i06.

1.ARGFST HANC CLIDINC SI JOP !11 thc West! Our deluxe retail shop showcases the latest cqui1Hnclll and has two virtual reality hang gliding flight sinmlarors. We stock new and nscd ... Wills Wing, i\ltair a11d Moyes gliders, and all the hollt'JI new harnesses. Track-

FAX your classified ad,

ins arc welcome. ()ur comprehensive training program, located :H rhc

membership renewal or merchandise order: (719) 17. We gladly VISA

San Francisco Bay Area's finest beginner site features: sloped "bl11111y hills," Wills Wi11g h1lcons of all NATIONAL SCIJOOL NETWORK RINCS LOCALLY. !'or inform:1tio11 call David (706) 65781i85, u,n·,w,,,u.w ALABAMA LOOKOlJI' MOUNTAIN FL!Gl IT PARK

sizes and comfortahlc training harnesses!

"FlRST Fl.I(;] IT" 15 minute video tour of' our ner lc.sson program shows a .student\ skill progression $20 (shipping included). 111 (i Wriglvy Way, Milpitas CA 95035 (near Srmjose}. (408) 262 I 055, fax (li08) 262- U88

Sec

ad uuder Ccorgia.

HANC CIIDINC

IOOI<OUT MOUNTAIN FUCHT PARK

Sec

ad under (;corgia. Nearest 1nom1rai11 training center to

Orbndo (only 8 hours). -····· .........

___ ----~- · - - - · · - · · · · · · · ,

.... - - · - - · · · · - ·

NO MORE BUNNY. .. THE HILL \X!JTH IT!

L DFf<F'OT<T 2800 ·rorrey Pines Drive San Diego CA 92037 Since l92R

11/\NC CllD!NC AND PARACLIDINC lJSJ !CA certified instruction, tandem flight instruc· tion, sales, service, repairs,

repacks, and site

tours. San l )icgo's world

.soaring center. Visa and Mastercml accepted. ( '.all (85B) Ii 52 9858 or check us

out at http://www.flytorrey.com

The 1\crotow flight P,irk

\X/F l-11\ VE !'he most advanced known to hang teaching you in time it takes on rhc rr,tining-·BUNNY HILL, and with more in· flight air time. YES, \XIE CAN TEAC:Jl YOU FASTER !\ND SAFER. l'c,r year·round rraining ftm in the sun, call or write Miami l lang Gliding (.'l()'j) 285-8978. 2550 S Hayshorc Drive, Coconut Crewe, Florida 3313:l.

Sat.isfacrion_ ( ~_1JaLll)_H:cd

/UST 8 MILES l'ROM DISNEY WORLD • YEIIR ROUND SOARING • OPEN 7 Di\YS I\ WEEK • FIVE TlJCS, NO WAITING • EVFRY DIRECTION 50 1 tllCF demos to fly: Topless to Trainer ( ;\idcrs: l .aminar, Moyes, Wills, 20 minutes from l./\X. 1./\'s BEST SJNC:F. I 97·1 Full service walk.in center. Training for all skill levels, rentals, guide service, sales, lodging at world famous Kagel Mountain J<light Park. :l25 sunny days a year. 16 I Ii 5 Victory lllvd., Van Nuys CA 91 IJO(,, (818) 988· 011 I, fax (8 I 8) 988 1862, www.windsports.com

i\irhornc, i\irwave, Exxtacy, Millennium J ,a i\/loucttc, Sensor; also harnesses, varios) etc.

Ages I:, ·fo 73 have learned to fly here. No 011c comes close to our level of experience and success wirh Landcm acrotow insrruction.

QUEST /\IR SOARING CENTER Your v,tcation hall[\ gliding location. (3'i2) ;\29·02 U, fax (:\52) li29

II GREAT SCENE l'OR Fi\MIJ.Y /\ND FRIENDS ...

liSli(), Visit our website at: www.qucstairforcc,com or email u.s: qucs1airCt1\undial.nct

10 n1otds & restaurants vvithin 5 mins., camping) hot

GEORGI/\

CO 1.0 R/\ DO

/\IRTIMF /\1\0VF 11/\NC CI.IDINC l'ttll·t irne lessons, sales, service. Colorado's tnost experienced! Wills Wing, Moyes, Altair, I ligh Fncrgy, Ball, l'lytec, Flight Connections and much more. Ctll (.lO:l) (,'/Ii 21i'51, Evergreen, Colorado i\inimel I( ;~haol.com

CONNECTIC:ur MOUNTAIN \X/INCS

showers, shade trees, sales, storage, ratings, X(: rctricv~1!s, great weather, climbing wall, trarnpolinc,

DSS TV, ping pong, picnic tables, swimming pool, etc.

Flights of over 167 miles and more than 7 hours. /\rticlcs in / fang Gliding, Kitpl1mrs, Skywings, Cross I nok under New York.

FLYING SITE FOR S/\LF - Beautiful launch & view, no beuer in S.E. US/\. Four acres, city water, electricity, just sourh of fomous I.Ml;!' $70,000. (706) 398·3/i')5.

Countiy and orhcrs. Featured on 11\llncrons TV shows, including L~l'N2.

FLO IUD/\

Visit us 011 rhc Web: http://www.wallaby.com Please call us lc,r references and video. ] 805 I )can Still Road, I )isney Arca, Fl. :l.'l8.'l7

(9/i I) li2./i.()070 · phone & fax

Conservative• Reliable• Srare of the Arr F.l l.C. lNC./i:LYlNG l'l ORlD/\ SlNCl'. 197/i

M,t!rnltn Jones, Ryan ( ;lover, C,rlos Bcssa Mike/,, I,amic ( :roli, Jeremie I Jill, Kerry I .loyd Tom Ramseur, Roger Sherrod, Rhett Radford

J .8()().80,\7788

FULi. 1-IOUK·lJPS l .aundry, propane, recreation room. I .g()0-80}'1788. lJSI IC/\ CF.RT!l·ll<]) T/\NDFM INSTRUCTION By McNamcc. i\crotow training & ratings. I )calcr lc,r major flight and acrmow eq11ipme11t, I. 5 hours li·om Dis11eyworld. Call (.'l52) li8'J.')%9. J1y(1hgraybirdairsporrs.co1n www.grayl)ir(lairspons.co1n

0CTClllll, 1999

your unused equipment here.

·NEW c~l~:lcAPPAREL

__.,,,,,,,,,,,,

''ov 100% pre runk cotton glacier blue natural

$35.00 #HSS

21bs.

Apparel sizes LARGE & XL

HENLEY FLE LONG SLEEVE "scenic" embroidered oversized extra heavyweight 100% pre-shrunk cotton natural navy

$35.00 #HHEN 2tbs.

AP!ii.:--==iiimmn• WRAP-AROUND T

screened wrap-around design gliders on front & back l 00% pre-shrunk cotton glacier blue sage navy mocha

$18.00 #HWR

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

$15.00 #HCAP 11b.

lib.

EAGLET

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

$2,,, ;

glacier

HP lib. ·

(rd

NG SLEEVE T

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

$24.00 #HLS

lib.

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

front design l 00% pre-shrunk cotton black sage glacier blue $15.00 #HET l /b .

USA SHIPPING lib add !4.00 2/bs add 4.75 3-4lbs add 5.50 5-61bs add 6.00 More than 6/bs, or an Inf/ order, call/fax/email. Visa & MIC Accepted

SUNT

back design USHGA logo on left front

l 00% pre-shrunk cotton oatmeal glacier blue ash

$15.00 #HSUN

lib.

USHGA PO Box 1330 Colorado Springs CO 80901 1-800-616-6888 www.ushga.org fax (719) 632-641 7

USHGA WELCOMES A NEW MILLENNIUM OF ELIGHT! START YOUR Mllh N UM RIGHT WITH A NEW 2000 bf NG IDI CALENDAR

$9.95

STILL ONLY /plus s/h*J USHGA, PO BOX 1330 COLORADO SPRINGS, CO 80901-1330 USA (719J 632-8300 fax (719J 632-6417 1-800-616-6888 www.ushga.org ushga@ushga.org Visa & Mastercard Welcome!

*Shipping in the USA 1-3 calendars add S4.25 4-6 calendars add S5.50

*Shipping to Canada & Mexico 1-2 calendars add $5.50 Airmail More than 27 Call/fax/email us!

*Shipping International 1calendar add Sl 0.00-Airmail 2 calendars add S13.00-Airmail

ifi LOOKOUT MOUNTAIN FUGllT PARK Sec our display ad. Discover why FOUR TIMES as many pilots earn their wings at Lookout than at other school! We wrorc USHCA's Official Training Our specialty-customer satisfaction and fon with the REST FACILITIES, inventory. ming, volleyball, more! a flying trip, inrro or lesson packages, Lookout Mouurnin, just outside Chattanooga, your COMPLFTE training/service center. Info? (800) 688-LMJ:P.

MAR YI.AND

MINNESOTA

MARYLAND SCHOOi, Of 1 JfANC (;l.TDTNG, INC:. -- Certified instruction, specializing in foot launch. Dealers for Wills Wing, Moyes, High Energy, year-round instruction. (4 lO) 527-0975.

(612) 3/i0-1800 or (Ii lli) ii'73-8800. Please sec our ad under WISCONSIN.

MEXICO

ADVENTURE SPORTS at its best. Tours and tandems available. lnsrrnction certified US]-!(;/\ instructors with 2'i years experience. Sales, service and instrucrion by appoinnncni- Carson Tahoe NV. (T75) 883-7070

NEVADA

I.AS VFCAS AIRBORN WATFRSPORTS USH(;A certified hang gliding inS1ructio11. S,rks and service, boat tow, mountain soaring, XC. (702) 56639/i 5 www.virrualhos1s.net/skysail/1nain.ht111 NEW JERSEY BlJNI<HOUSE WARM & COMFORTABLE By LMFP! :12 bunks, hot showers, open all year, 2/i hour tion. 1-800·803-7788! HAWAII

VALLE DF BRAVO Weck long tours, i1H1-ou1 on $79'i hang gliding. 1-800,-8617198,

MOUNTAIN WJNCS

l nok uudcr New York.

NEW MEXICO MTC!!IGAN CLOUD 9 SPORT AVIATION Acrotow spccialiS1s. Gliders, and launch carr kits availahlc. Call for fall lessons and /lying appoi111mcn1s with the DraachenJ/liegcn Soaring Cluh at Cloud ') field. 11088 Coon Lake Road West, Webberville MI !/ii8'.!2. ('5 l /) 22.J-8(,8,-l. Clo11d9sa@'aol.com http://mcrnbers.aol.com/doud9sa

CROSSROADS WINDSPORTS uaining with stationary sirrn,Lnor, BoomBar, t:rndems, video Towing for h,mg and paragliders. Rentals. the Airpark! Call ( :urr Craham in l lobbs (505) 392 822?.. MOUNTi\TN WEST JIANC GUD!N(; l'armington's only foll service school and Wills Wing dealer. Olfrring tow and tandem flights. (505) 6.32-8/ili.'l.

UP OVER NFW MFXJC() lns1rnclion, sales, scr vice. Sandia Mounrnin guides. Wills, Airwavc. Albuqncrquc, NM ('i05) 821 -851i4.

brand 471i4,wi111:rna11~0 tr:rverse.,:on,

NEW YORK

BIRDS TN PAR/\DTSE J Jang gliding & ulrrnlight /lying cm Kauai. Certified mndcm i11strnc1ion. (808) 822-5309 or (808) 639 1067, birdip~r'aloha.net www.birdsinpa1'C1dise.co1n !LLINOlS I-IAN(; CI.IDF CllfCAc;O Aerotnwing dHu Prairie at Leland Airporr, 1 hour west of C:hirngo. instrnction. Airpon (8 J 'i) li95,-2821, homd815)7/il 2250. ('l12) 3600700, (815) RAVFN SI<Y SPORTS li89-9700 or (Ii 1/i) ii Tl 8800. honrs from 90 min11tes from Pal:ninc or Libertyville. best insrrnctors) the

NORM LESNOW'S FJYJNG AIWFN l'CRFS Since 1978. Experience & arc 111. Prcscnri11g the turbo dragonfly. Introductory and full range of lesson programs for beginner 10 advanced. i\crntow clinics & \JSI-J(;A appropriate ratings available. L/Sl-!CA cerrificd school. Please cooracr Norm l.csnow·-Mastcr Pilot, Examiner, Advanced Tandem (2/i8) :l')'J-'Jli33,

of your inrro lesson costs to certification progrnm

11pgradc! Please sec our ad under WISCONSIN. INDIANA RA VFN SKY SPORTS (41 Ii) li'73-8800. Please sec our ad under Wisconsin. brad(alhanggliding.com

J/1.Y I llCI I Jli\NC; CI.IDINC, INC. Serving S. New York, Conncctirn1, Jersey areas (Fllcnville Mrn.) ;\re:i's EXCLUSIVE Wills Wing Also all other major bran,k accessories. school/instruction. Teaching since 1979. Area's most INEXPENSIVE prices. Fxcdlen1 secondary insrruction .. .if you've finished a program and wish to continue. 1:ty the mountain! ATOL

equipment) die best results in

the Midwest. Training program for combined/integrated foo1 launch and aero1ow ccni/1c1tion. Apply lOO'Y<,

HAN

MA l'l!Cl IT SCI 1001. - MOUNTAIN WINGS I F.1.LENVII.U: MR SPORTS. Full service shop, fligln park li'iOOfi. 10w fidcl, winch and aero towing, tandems, two-vlace U.I.. training. Airwavc, Altair, Moyes, Acros, lcaro 2000, Fligh1 Srnr \J.I.., MOSQUITO powered har ness, WOODY VALLEY harnesses in stock. The original V-MITl'S $29.UO. mtnwings~ilaol.com or (911) 6/i7-J3'77 www.l1ightschool.11e1, 150 Canal S1., Fllcnville, NY 12/i28. The most complete I JC Pro-shop in rhc North Ea.st.

TRAVERSE CITY HANG GLIDERS/PARACLIDERS FULL-TIME shop. C:cni/icd instrncrion, foot launch and row. Sales, service, accessories for ALI. major brands. VISA/MASTERCARD. Corne soar our li50' dnncs' 1509 E 8th, Traverse City Ml li%8/i. paragJ1d111g lessons & dealer for the Bill at (616) '!22-28/ili, rcli:rngglid,,r(!1J111no.cc,rn. Visit om pa11·ar,l1d1ng Jackson, Wyoming. ( :all Tracie ar

Tandem /lights! Comact Paul Rd, Pinc Bush, NY 12S6(,, (911i)

5 I 6.3

lKAROS SPURT A\llATION ~·· NYC s first and only ccrri/1cd hang gliding, paragliding, microlights (trikes), Dis1ribmors for Aviau. Dealers major 1'1111 service and equipment at The most Cricndly service in the area. Store 29 .} 1 Ncwrown Ave., Astoria NY. Phone ('718) 77'7'7000, WWW.FLYFORHJN.NET

HANC GIIDINC

s SlJS(~lJl]IANNA FLICHT !'ARI(~- Cooperstown, NY. C:crtiftcd Instruction, Sales and Service for all major mant1facturcrs. liO acre park, 5 training hills, jeep rides, ht1nk house, hot showers, 600' NW ridge. We have rhc best in N. New York stare to teach yot1 how to fly. c/o Dan Ct1ido, Box 29:l Shoemaker Rd, .\!!ohawk NY 1JliO?, (.l 15) 866-(, 15.,. ----~---

TENNESSEE

VlRGJN!J\

------ - - - - - - - - ------- ---- - -- --- --- --

NORTI I CAROLINA

BLUE SKY sewing> repairs, towing, (

P.O. Box ')056, HAWK J\lRSPORTS lNC: Knoxville, TN J7')/i0-0056, (li2:l) (,70-020li. 1-lang Cliding and world famous Windsoks.

harness. Call Steve Wendt, (5/iO) li:l2-65'57, (80/i) 2/i I /i.l24.

I-J;1wk(t1\vindsok.co111) www.windsok.com

KlTTY HAWK KITES -- Sec North Carolina.

LOOKOUT MOUNTAIN FL!(;] IT PARK

ad under Ccorgia.

Sll.VFR WlNCS, INC:. C:eni/Jcd instmction and equipment sales. (70:l) 5Tl- I%5 Arlington VA.

TEXAS

WISCONSIN

1\lJSTIN All, SPORTS, INC:. gliding instntction since I ')78. One of' the frw offrring instruction and ccnific1rio11 in all launch methods-foot,

RAVEN SKY SPORTS 111\NC (;L!DJNc; AND PJ\RJ\Gl,ll)IN(; The Midwest's Premier aerorow llight park, fou11ded in 1992. l'c:uuring INTEGRATED INSTIHJCTJON of foot--l:1tmch and aerotow tandem skills, :n package prices to beat :my in the l:SJ\. Seven bcantilid, grassy 1raini11g hills Cicing all wind dircctio11.s. Four Dragonfly tow pLrnc;,, no waiting! Three ta11dcm gliders on wheeled undcrcarri~1gcs. WW Falcon;, for training from the very first lessons. USU/\ ultralight and i-ug in;,uuction. P,1ragliding tow~. l;rt:c c1rnping. Salcs/scrvicc/accessorics l,H- all hrands. Open 7 days :1 week. ( :on tact Brad Kushner, l'() l\ox 10 I, \Vhitcw:1tcr WJ 'i:l 190 (Ii Iii) liTl-8800 phone, (41 Ii) /il,-880 I fox, www.h:111ggliding.con1,hradfl!Jianggliding.com

Sec

tow and acrotow. Tandem instrl!ction behind our

Dragonfly tug or you can accelerate your flying skills with a combination package. J\erotow or ultralight instrncrion :tv:1ilahk l days a week near Austin, TX, contact (830) (,'}3-5805, slrnrns('iltstar.m·t. h,ot l:rnnch and trtJCk row instruction available by appointmcrlt) (2BI) li71 lli88, Austini\irQ1\10l.com. Visit our website ;lt www.at1s1inairsports.con1.

CCLI !/\NC Cl.llllNC:!'!

Jeffllnnt. 1\ustin ph/fox

(512) IJ(,7--2.57,'J jcl1l-111lytcxas.com, www.llytcxas.com

• TANDEl',1 INSTRlJC:TION AEROTOWINC BOAT TOWINC • l\Ei\C:11 RESORT • TR/\ININC: Ci\Ml'S • FOOT I .J\UNCI I OPlcN YFAR ROUND PARJ\C:LJJ)! NC • HJUIPMl'.NT SAi .ES /\ND SERVICE

I Ill! COUNTRY l'ARJ\Clll)JNC INC l,c:rnt complete pilot skills. l'crsonalized CS! !CJ\ certified training, ridge soaring, foot & iow launching ill ccntr:11 Tex:ts. MOTORIZFD PJ\RACUDINC INSTRUCTION & FQ\JIPMENT J\VJ\ILJ\BLE. (915) F9l 18'i. Rt I, !lox 161', Tow TX 78G72.

Internet J\ddrcs.s: http:/ /wvl/w.kirtyl1awk.com

KITE ENTERPRISES - l'ont launch, pl:nforn, bunch and acrotow insrruction too. Training> sales, rcnr:ds and repair. J\irwave & Wills Wing. Dallas, Fort Worth a11d north Texas area. 211 Flli.s, i\llc11 TX 75002. (972) )90-'J09(J nights, weekends,

F-Mail Address: inl,,G11kittyhawk.com

W\VW.

PFNNSYI.VJ\N Ii\

TOTAL A 1R SPORTS Area's OLDEST Wills Wing dealer. C:enilicd instruction available. "J 011ly DEAL with WILLS". 16121 l.:tkcvicw, 1-lonston TX 770/iO. (7U) 9T7-8GH.

(800) 334~4777 NAGS HEAD, NC

i\l.ROTOWINC: l'l lll.i\DFl.l'llli\ llRi\CClNFLll.RS1 Tandem, foot launch & paragliding instrt1ction! ((,10) 52/-1(,87.

accessories, c11sto1n Savers, Mosquito motor

ki I c-cn t crpriscs.com

A recreational airpark NW ol' 1Y1ilwaukce ultr;iliglit instruction, certified flight instruction, bar & grill a11d of course hang gliding-t;indc111 lessons, sales and .'>crvicc. Specializing in acro1owi11g, pay-·011t winch and 111011!1·· tain tours. C:,11 Sudi\ir (Ii Iii) 78_l,77/i7. PARTS & ACCESSORIES i\EROTOW[NG ACCESSORIES Sec TUWlNC. THE WAT.l.J\BY RANCH (9/i I) li24-0070.

UTJ\ll MOUNTAIN TOI' RECREATION instrucrion, OUT AND l'I.J\Y!

MOUNT1\IN WINCS

Certified (Ii 17) 76/li882. C'MON

l.ook under New York.

WJ\SJ\TCII W!N(;S Utah's only foll service hang gliding sclioo!, Poirn of' the Mountain, regional mountain sites, towing. Dealer for /\ems, J\lrair, Wills Wings, Moyes, 1\irwavc :111d much more. C:all l.:tc (801) 57601 IJ2, wings(it1wasatch.com ,vww.,vasatch.com/, wing:,

PUERTO RICO FLY PUERTO RICO Team Spirit I lang ]-JC: classes daily, tandem instruction avaiL1ble. Wills Wing dealer. Clidcr rentals for qt1ali/Jed pilots. J'() Box 978, 1'11111;1 Santiago, Puerto Rico 007/i 1. (7fr7) 8500508, tshgv"coqui.n,·t

Ocro1i1R 1999

Sell your unused equipment

i\MAZINC:LY LOW PRICl'.S llob~ilbrokerl,,ryou.con1

On all llall v:irios!

Your ad is by than 10,000 hang glid · enthusiasts. Advertise with us today. 59

ifi

BFST 12" WflFELS AVAILAllLF

Super tough, Built-in a must for training, tandem bushings. Only lJSA .. built 12" wheel. $'17.. 95, quantity discounts. linmcdiatc delivery. ! ,ookout J\!lo\lntain, (800) 688·1.MFP. CHRISTMAS ORNAMFNTS --- Unique hang gliding and

( ]u·is1111as free ornaments . .Several

designs to Prices srnrt at $:l. Soaring Dreams (7-08) 37(,-791/i, ZoolisaCi'',101.corn

GLIDER CONDOMS ARE BACK! - MOUNTAIN WINGS INC. Is reintroducing the best thing since baked beaners. Now you can protect your best investment, your from the damage of' road dirt, acid rain, dust grime with our 6 mil thick plastic glider cover. The GUDER CONDOM slides gently down the foll lcngtl1 of' yom glider to foit!,litlly protect the sleek, shiny, slippery leading from /\IDS (air induced dust scoming.) For only $16.')5, it's the smart way to protect your To order your GLIDF.R CONDOM in irs carry hag, contact MOUNTAIN WINGS al 150 Canal Street, Fllcnville NY 12li2.8 or call (914) 6/i'l-3377. Yon can also order hy email at Please add $2 s/h. NY residents "dd 7.75'X, sales tax. We accept Visa/Mastercard/Discover. Dealer inquiries welcome. 11/\NG GLIDIN(; GIFJ'S -- !fang gliding and including ( '.hristmas ornamcnrs, beer mugs, jewelry, mobiles, and MUCI I MORF. Call for a free catalog! Soaring I )rcams/l .isa Tat·c, 11716 Fairview Avenue, Boise ID 83713. (208) :J76-7')14, Zoolisavhaol.corn

HANG GJ.TDING ACCESSORIES BAR MITTS: EXPLORER No map pocket NJ\ VlC/\TOR Upper map pocket $50.00 COMPETITOR Circular map cuff $60.00 (;JIDER BA(;s.HEJ\ VY DUTY 600 denier Water & UV protection. ti IO zipper Reinforced cnds. Tapered design. Continuous loop handles. Red or blue. $ 100.00 CROSS COUNTRY 2 JO denier nylon, strong yet lightweight. 115 Tapered. Red or blnc. $90.00 R/\ DI O POU Cl TES Vinyl window. Safety strap. Adjusts to flr most Velcro's onto shoulder srrap. Red or blnc. $15.00 I !AR.NESS ll/\C Roomy-St rong-C :om f,,n able. Adjustable waist belt & shonlder straps. Red or blne.$1i 5.00 Batten Bags $12.00 Sail Tics (2"wide) $1.00 per 1O" Wing Tip Bags $5 ca. or $8/pr. MAST/\ DON DFSICNS Box 6655 S. Lake Tahoe CJ\ 96157 530) 512-3853 www.masradon.net

FIJCl IT CONNFCJ'IONS, INC. PTT rr

• New ,1nd Improved • \v'atcr/Dust Resistant Push Burton • Field RepLiceahk Finger Switch • 1leavil'r Cauge Wire/Improved Plugs • Increased Strain RclicCar ALI.Joints

l!FAVYDUTY, WATERPROOF PVC Fnll //10 zipper, $10'7 ppd. XC-Cuno or white. 115 zipper $65 ppd. Cnnnison Clidcrs, 1519 County Road 17, Cunnison CO 812'.30. (970) (,It 1-9:l I 5, hnp://gunnisongliders.com/

lrnroductory price $89.95. Extra switch $11i.95 w/purchase. Dealer inquiries welcome. Call (913) 2(,8 · 7')/iG. MC/Visa. Visit our website ar

IJJ\NG GLIDING MUGS Hang ing etched beer mugs, coffee cups, plates. Custom designs or your own logo! Dreams (208) T76-7911i, Zoolisa@laol.com

www.flightconn.com

'J'HfS

MIN] VARIO World's smallest, simplest Clips to helmet or chinstrap ..700 hours on batteries, 18,000 Ji., fast response and 2 year warramy. Great paragliding too. ONLY $169. Mallcncc, PO 15756, Santa Ana CJ\, ')2735. (7 Iii) 966--1 MC/Visa www.mallcucc.com

NOT Tl !IS

OXYGEN SYSTEMS lllCll PFRSPEC:TTVE WHEELS -- Real lifr, savers! 12", light, tongh. Firs ,ill Send $Ii l.95 1 $Ii .50 101, shipping per pair to Mingoville l'A 1685(i.

I ./\MJN/\R PARTS --- \1(/e lwvc whm you need and we J\ V8 C:all (760) 2.ca.us

C/\TF SJ\ VERS Send $5 plus $ I s/h to Rodger l loyt, 956 ( :Jen grove Ave., ( :entral Point OR 97502,

(541) 66/i-'i') 15.

The worJd.,cL1ss XCR-180 operates up ro 3 ~/J 18,000 ft. and only lilb. Complete kit cannula and remote cylinder, harness, flowrneter, only $375.00.

HANG GLJDINC

ifi TEK FLICITT PRODUCTS

mounts

WANTED I Jang Cliding/P:uagliding instructors. lmmcdiatc foll time openings available. l.ivc the California dream .. instrttcl students at the San Francisco Bay area's premier training site. Service shop cmploymen1 is also anil:rblc. Ask {en Pat Denevan (li08) 2.C,2-1055. MSC! ICG1\tol.com www.hang--gliding.com PUBLICATIONS & ORGANIZATIONS CJ\!.!. USJ !(;A ··- l't,r a rmg:rzine back iss11e order form. From the early Crou11d Skimmer to the present 11:tng C;Jiding. ("719) G32-8Hl0.

C:arncra mount $18. 50. Camera remote (ask about rebate) $>i5. Vario tnOtllll $1 '5. (," wltccls $29.75, 8" wheels $:lli. S&I I included. TFK FLlCHT Products, Colebrook St;igc, Winsted CT 060')8. 01 call (860) 379--1668. Fm:1il: tckGilsncr.net or om page: hr I p://rnembcrs.t ripod.corn/ ··tekflighr/index.ht ml

VIDEOS & FILMS *NEW" AEROl\AUTS HANG GI.IDINC MASTERS, by Photographic Expeditions. A dornmcntary of' hang gliding toclay. Superb footage, & interviews. 'I 'his i~ the video you show your friends! ii3 min $29.95. PARTY AT CLOUDBASE A hang gliding music video by Adventure Productions $19.95. HANG GLIDING EXTREME & BORN TO FLY by Advent111T P1oductions, great hg action $3/i.95 each. HAWAllAN FLYIN by Space 9, soaring in paradise, amazing l:nmclrcs $33.00 Call USHC;A (719) 632..WlOO, fax (719) 6.'l2-6ii17, email: or order off onr web [>age www.11shg:1.org. , $Ir domestic s/h (+$5 for two or more videos), Great to impress your friends or

for rhosc socked-in clays. Perfect gifr for the launch po taro turned couch pot;lto. Also, ask us about our

paragliding videos! TROPH JES

H:rng gliding/paragliding. U11iq11c,

cu:,;tom designs for any size 1nect or budget! Call Lisa Tate/Soaring I lrcams ro clisrnss your needs. (208) .T7(,..

7') ! Ii, /.oolisa~~aol.co111

BAC rr·r I{. you don't have your copy of Dennis l'agcn's l'FRFORMANCE FLYINC available through lJSI !CA Headquam·rs $29.95 s&h for UPS/Priority Mail delivery). USIICA, PO Box 1330, Colorado Springs CO 8090 I. 1-800-61(,.. 6888 www.ushga.org

SPEED GLIDING: TEAR UP THE SKIES By

DON'T Cl"I' C:AUCI IT I.ANDfNC DClWNWJNDt 1.5 oz. ripsrop UV treated, 5'/i" long w/11" throat. Available /111orcscen1 pink/yellow or lluo · rrn:cnt pink/white. $39.95 (,$/i.;5 SIil). Send to lJSHc;A Windsok, P.O. Box 13:lO, Colorado Springs, CO 80901 1330, (719) 632-8300, fax (71')) G.lH,lil;, ushga~i\1shg:1.org VISA/MC: accepted. Check the merchandise section of our web site www.ushg:1.org fo1 a

color picture or this awesome windsok.

WHAT!! A FLY!NG RABBIT?? - I Lury and the 11:rng Clidcr is a bcautif,1lly illustrated, !iO page child rc-11 s picture book writrur for pilots to share the dream o{ flight. Send $2/i.95 pl11s $3 shipping ro: SkyH igh 1'11hlishi11g, 20 I N Tyndall, Tucson J\i'. 8571 ') or call (520) 628--8 l 65 or visit our ar lmp://www.llash.net/-"skyhipub. Visa/MC: SOARINC Monthly magazine of The Soaring Society o( i\mcrica, Inc. ( :overs all aspects oC soaring l1ight. hill rnemhcrsl1ip $5'i. Info. kit with sample copy $J. SSA, l'.0. Box 2.100, I lobhs, NM 882/i 1. (505) 392-1177.

BUSINESS & EMPLOYMENT

TOWING

COME TO AUSTRALIA FOR WINTER! Weat I· I:mg Gliding ( '.entre require the assistance of a ins1r11crorlt:111dcm pilot iimll Dcccml,cr hang to March to assist with t:m<lcms, instruction and shop. Email chris~1>lranggliding.co1n.au wclrsite www.h:rnggliding.com.:m C:all 011 (, 1 2 li2.'Jli li29!i

AEROTOWINC ACCESSORIES -· I lcadqu:utcrs l,,r: The l111cs1 releases, releases, Spectra "V" bridles, wc:rk links, r:mdem 1:rnnch can kits, etc. THE WAI.LA BY RANCH (941) 42/i-0070. CLOUD 9 SPORT AVlATION cquiprnenr and

DRAGONrI.Y TOW CLUB~· The success is in the smiles! Dragonfly kits available NOW for $ I 0,8001 Fully built for $12,800 plus yon get l\obby Bailey to train you at your site. Call for dcr:rils. l<cn Brown dba Moyes Amcrirn (1i 15) 753-953/i l'lyaMoycsGhaol.corn TANDEM RATED Pl I.OTS WANTED

l'or com· nH:rcial operation. Sec our web site for info at www.watcrglidcr.com

0CTOllER 1999

.$500, parrial kits ( :loud9SAGilaol.com

Advcnrun: Produc1ions $2'1.95

Covers the speed gliding contest in Kamloops, British Columbia and then onto Telluride, Colorado. Superior graphic animation, great camera angles. 2/i- n1inutcs TELLURIDE SPEED GLIDING By Tamm Productions $19. 'Yi. C:om1rlete coverage of this event. The sound of' the gliders passing through the control gates is totally awesome. Tl rninmcs Cd! US HCA (719) 632-8300, fax (719) 632-6/i 17, order from our web site www.ushg:1.org. Please add +$4 s/h in the USA.

Hang gliding

accessories. Launch carts

(5 17)

223--868.3 From the Telluride Festival in I ')81, ro the modern d:ry freestyle Follow the history this dynam ic gathering. Call USl!CA (719) (,:32 8300, fax (719) 6:l2 6/i 17, order from our web site ViWw.ushg:1.org. !'lease add +$Ii do111cstic s/h.

classifieds deadline:

ifi

STOLEN WINGS & Tll!NGS /\EROS STFAI Tl I 152 Srolcn from QUFST AIR Fl.IC ;1 IT PARJ(, l'L on May 1st, 1999 (last day of the Nats.) Red under, blue tip, mylar top. Call Mark (2.18) .'59/i- 1227 mboltglide<rrlaol.com Lost :11 I.AKE 1\T llAUFJ ll.EBIRD C-SPORT I. Clll'l.AN, WA launch area by rhc rowers on May 16th, l 9'J'J. AT bag is Cliclcr is pink/white. Also SttpAir nurnl,c/s11lw1c Piccolo vario. Darren Han (970) 925-71i8.'3.

"AEROBATICS" Full color 2:l"x 31" poster foa111ring Joha l leincy doing whm he docs hcsr--LOOPlNC! /wailablc through lJSI !CA HQ fc,r just $(,.95 ( t$/i.OO s/h). Fill that void on your wall! Send to US! ]CA Acrobatics Poster, PO Box UOO, C:olorado Springs C:O 80'!.ll. (USA & ( :an,rda only. Sorry, '.'JOT /\V/\lL/\BLE nn inrernational CI/\L-Acrobatics & Eric Raymond BOTI I !'OR $10 (1 slh). Check the merchanclisc

FDFL CORVFTTF 2/i Pc; Stolen front storage locker in Cl.ARK !'ORK, ID on May lirh, J 999. I lot rm1k/lm1e green, with trim rahs. Also CQ sernrity hurgnndy vetter helmet w/scvcral sire stickers 011 it (Funston, WOR, Dunlap, Ed Levin, etc.) And older red helmet. Rhoda, (208) 266- 1505. Stolen from desert cast of FALi.ON, I !!'AT 158 NV 011 August 15th, 19')8. White LL,

.section of our web .site www.ushga.org f(x a color pie

rnrc of these beautif,i\ posters. VIDEOS BOOJ(S & POSTERS Call USHCA for yo11r Merchandise order form C71 'J) (,_,2-H.'300, email: ushga(ti)u.shga.org, www.11sl1ga.<)rg

check

ou1

web

page

STOLFN WINCS arc listed as a service to US! !CA members. Newest entries arc in bold. There is no charge for this service and lost and {(nrnd wings or cqui1"11ent may be called in (71 ')) (,32 -8.$00 or hK it in

(719) 632-6/i I/ for inclusion in zinc. Plc:1.sc c::dl to cancel the recovered. l'crimlically. this listing

INDEX

ZINC WINC CLIDFRS 18 incredible flights. Civc 'c111 a try! 2 f,ir $5 Sil]). Send to: /.inr, Wings, PO Box IJWJ, Enumclaw WA 98022. DON'T LEAVE YOUR GROUND-ROUND EQUIPMENT SITTING TN THE GARAGE. SELL IT IN Tl IE I JANG GLIDING CLASSIFIEDS. CLASSIFIED ADVFRTISlNC RATES The rate fo, classified advertising is $.50 per word (or group of char actcrs) and $1.00 per word for bold or all MlNIMlJM AD C:TIARCI•'. $5.00. A Cec of I 5.00 is charged for each line an logo and $25.00 for each photo. 1.11':EART & PllOTO SI/.1,: NO 1./\RCER TIIAN 1.75" X 2..25". \'lease underline words 10 be in bold print. Speci:il layo111s of tabs $25.00 per c:ol11m11 inch. Phone n11rnbcrcc} words. E,nai\ or web acldrcss~3words. AD DFADI.J NES: All ad copy, instrncrions, changvs, ~1t.h\ition\ and ranccllatinns ITUJSl

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Adventure Productions.,,,,,.,,. ... ,..,. .... 19 Alt-air ................................................. 23 Angle of Artack ................................. 62 Arai Design ....................................... 36 Ball Varios ........................................ .49 lsra11nigcr ................. ,.......................... 9 Fly Guatemala ................................... 19 Flytec ............................ ,.,.,. .. ,. .......... 31

Hall Bros .................. ,. ... ,. ................. .49 l ligh Energy Sports ........................... 21 J11st l;ly .............................................. 37 l.ookour Mm. Plight Park .............. 7,37 Moyes .......... , ...................................... 5 Neilsen-Kellerman .............................. 5 Personal Flight ............................ ,,,. .. 31 Sky Dog Publicarions ....................... ,,.7 Sport Aviation Publications ............... 21 U.S. Acros .............. ,. .... , ................... ,..2 USHCA ............ .5, 10, l l, l West Coast Atos ......................................... 21 Wills Wing ...................... 7, Back Cover

HANC CL!DINC

© 1999 kY Dan Johnson 13T. Pl\LJL,, MINN. , 'J'he 1999 World Championships are over, and ho-hum, Manfred Ruhmer won ... aqain. J don' mean to sound jaded by Man winning performance but: it sure seems predictable. He is indeed the undisputed champicm, althougl1 he, clid have 1-.0 prove his ability; was not i.l runaway victory. In hot pLrsuit were some of the ,;ame Bra 'an export.s that did we1J Wallaby and Uie Ques U.S. Nat,; c-,c1rl Lhis year. Of course, Huhmer [J c:,w the, Laminar ST ( l:oplef;s) Uiat has been hi choice foe many conl:c,sts. A Andre Wolf was :2nd :in his l,aminar ST followed by E'edro Matoi; on a r,aminar !,'I', and in U1, Gordon Ri cJg1; on another Laminar. BeU no 1,chmi dt manaqed \.o squeeze in a La Mou et te ·roplc"f3S :in ~ th to keep the Tea ro mode] from totaJly dominating Lexwing:3 a the '99 WorJ ds. I< i.cha cd WaJ bc-,c and Wills Wing Fusion repre~sc,nl:ed tho highec,t American brand in 6th place. A Jj1c u. S. T1eam wa~3 9th overall, reports team member J i.m Zeiset. ,Tim Lee fini,,hed :14th and Chris Arai wa,; 24th a,; t-_hc.' top-placing Americans :; ••• ln the rigid class, Chr:i.stof Kratzner took first on ATOS, which oven:ill dominated Cla,;s a did U-10 L,aminar .STs in Class Kra l-zner _i ,; provi,;:i onally l:.he winner awa.i U_ng an appea 1 on photos from runner-up Johnny , who came in 2nd in his r:uropoan-bui] L L. 'rlw two top guns were ol I owed by Hans oerq 1'rutman in 3rd on another A'T'OS, Dave Sharp in ~l:h on yet anol:he1c, followed by Brian Porter in hj modi ied--Mi Jcnnium, the Utopia. 'rhe l\'l'OS from Fe] Ruhle',; new A.l .R. company l:ook of the top ] 0 pl ace,;, a convi.nc follow up t:o ear.I y--,"oason l\'POS s uccessc,s. Qui tP a J\'l'O.S g I i ders were: entered and factory support was available on ,,il:e to d thc,i r piloU; which ly .twlpocl both physica 1J y ,.md psychologically. A Team USA Rigid 3rd ovc,ral J, but o l.he firsL three team i was obsPrved thaL the Yankc:c;es wen, separated from Ll1e Swiss and Gennan ric,id l:oams by only L39 points -- out of 10,000! Some 2 rigid pilot,; represent..ed eight countries, a heall:l1y turnout of L contef3 tan tel. 111!11111 The meet was cegarded rl,3 one that, o Zcd.s t, "c;Lartod [airLy low but became gruelinq by t:he end." enjoyed good safety but: had a share o j t: i ng moments. Ono was a parachute deployment as L:he meet encfod. Jt seems Guido Gehrmann was doinq aerobatics _in fronl of the main ,;ite of Montee· Cucco. Davis Straub writes, "On his th i. rd J oop hi ql i der hroke. The w:i res were; attached up tJw down tubes a ways and he blew t:he downtube:c; ou . He tbrew his 'chute, tben shot l1is other rockc'l deployed 'chu L.e. " He was OK. World Meet digi ta] photographer and 800-Hang- Glide man, David Glover, thoucJht tl1 wir s "were attached perhaps two-tbirds of the way up Lhe down tubes, in what [ have l:o be1 eve s a pnc;tty modest but risky -·- way to reduce draq. .Some l: Lhal: Gehrmann learrwd a I iU:le about hang g] iding c,truc t.ures that day. ••• Prom the WorJ ds came not one but two daily o--ma·L updates, one f'rom Davis Straub, the OZ Report. man, the other from ,Tim Zeiset. Between the t.wo, wired pilots cculd keep up w.i th mec,t in an informat.ive yet per onablo 1ashion. Compet:i ion cont:inue to 1

OcTOlllR 1999

garner good att:ention, despit.e the fact L:haL Jess than 1% o[ USHGA members are j_nvolved with flying. While mc,et pilots probab]y attach undue siqni[:icancc, t:o the events, it remains true that this kind of flying shows the reen-,ational pi lot m,rjori ty what now desiqns are working well. • 'm hoping a full repo l. o lows Lhis summary; certainly we have a good record of events thanks l:o the two e----mailen;. ••• Dack llec,no at home, Mountain Wings operator Greq Black wrote an encouraging note saying, "1 think hang gliding is back! " goes on to ciay, "I have, noticed tha l: have been on l:.he t.raininq hi.11 myselt, gliders are being sold and 90% of the intro students are signing up f:or the biq t:raining package ... i it: that we are attractinq people with a lot of money'? am excited about whatever i happening. And fun, too." Tle not:es that· hi bu,;J_neElS haE, "Jots of gi:f:t0d students, lots of ql_i de:r sales, lots of excitement from the t:udc:,nts which [lielps] them bring in ends r:or lessons. Tt' bc,c,n... g.real: ! " Tllis may be local phenomenon by 'm plea.sed to hear i. t. Do other parts o[ U1e country feel this way'? (Grog was reporting /:he Iat:e spr.ing/ear}_y summer pcr)_od.) ••• Videographer Paul Hamilton continues pro] iLic wrJys with a new production that schoolc;, clubs, and growi:b-oriented USHGA members may want. "Starting Hang Gliding" is not a t.raining video, although iL has lots of bac:ic informaUon. J saw :it instead as a promotional vehicle,. Tt roves around the, country to revea c,cenes at severaJ of the bigqer LI ight ,;chools. Paul and h.is wife have addE,d inLerec,U n,J production values w.i th some very nice animated graphics that. show not only Pa.ul 's ability wil:h the video camera but also his computer. Tho 30-minul:E, video was very watchable, I felt, and has good fiyinc, scones that cut quickly one lo another maintaining a qood pace and never boring Lhe viewer. Get more into at his web site: advent:urep.com or call 77':i-'M'?--0175. 11111111111111 The San Diego community hosted party for Leroy Grannis and his wife Katie. She, turned 80 a.nd they' celebral:.ing their 60th weddinc, anniversary. Leroy who shol·. some of the finest pictures ever in our :;port also reqarded as a legendary surfing photographer. '"f'llc~y are both doing well , " says Bnid Hall. "They• re still surfing almost every day!" Leroy is 82. Both are planninc, to rnakE0 a showing at th·i s yf-,ar' luride, Brad added. Congratulatiorn, Leroy and Katie! acl:.ive couple remains a r:inc.c, example [or "youn9" hang qlider piJ ots. ••• In clos CJ, need Lo makE, a clarification. Ken Brown wrote:, to say that although he is ind(=;ed a ep' tor ight: Desiqn' Ghor;tbuster, this is only for the Southwest U.S. "I am c,tilJ representinq [French glider builder] Teem.a in thu USA. My support for l.he company and product i:3 stj_]_J high. primary responsibilities are associated with U1e promotion and distribut:i.on of l.he Moyes product line. He addf3, am stocking Dragonfly [ t:uq] kits for immediate delivery as well as sparer, support." More into: FlyaMoyel,@aol.com. eee So, got news or opinions? Send em to: 8 Dorset, SL. Paul MN 5118. Messaqes or fax to 6r:i1-450--0930, or e-mail to CumulusMan@aol.com. THANKS! 11

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