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

(US PS 01 7-970-20 - 1.SSN 0895-4J3X)

22 The 1999 Pre-Pan American Open article and photos by C. ~V. Mertdows T his year'.~ Dinosaur, Colorado event placed more emphasis on f-i1n in less-big air.

34 Pilot Report: The Topless 11 by Clnire Pagen Performance fo r lighrweighrs.

36 1999 USHGA Regional Director Election Use rhc ballot attached ro rhis magazine and be sure co fill out the questionnaire.

Columns

Departments

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

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

Exec's Con1er........................................ 14

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

USHGA Director Listing ....................43

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

Hawker & Vario, by Harry Martin .... .44

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

Incident Reports, by Bill Bryden ........ .50

Classified Advertising .......................... 52

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

Index ro Advertisers ................. ............62

NOVEMBER 1999

117 -1

Gil Dodgen, Dave Pounds, John Heiney, Gerry Charlebois, l.eroy Grannis, Mark Vaughn, Bob Lowe l'hotographei:, Harry Martin, 11/ustmtor Dennis Pagcn, Mark Stucky, Rodger Hoyt, G.W. Meadows, Jilll l'almi<iri, Bill Bryden Stilff Writers

Air Mail SUGGESTIONS

Phil Bachman, Executive Director. phbachman@ushga.org Jeff Elgart, i\dvcrtising, jjdgart@ushga,org Joanne Peterson, Mcimber Services, rjpetcyson@ushga.org Elaine Elr,art, Web Administrator.cnwlgart@L1shP,a.org Natalie Hinsley, Merchanr!ise Servicr,s, njhinsley@ushga.org John Halloran, Adrnin/striltive f)jr,\clor Jghalloran@ushga.org

HANG GLIDING rnngazine is pLtblished for ing sport enthusi;isls to c:realc further intcrnst ,md to an educational forurn to advmlf'e gliding

and s;ifoty. Contributioris am wel-

c()me. Anyone is invited to and illustrations co1icerni11H

tho material is to be re1Lrm envelope:, must be rmdc' of submission to other hang IIANG GLIDING magdzine reserves coritril)utions whero rrncessary. The As;;oci'atirin and purllkrrtiorr de not assume rnsponsibility for tlvi rnatcrial or opinions of contrib,rtors. HANG GLIDING editori-· al offices: :31441 Santa Suite i\-256, Rancho (949) SiJEl7363, fox

POSTMASTER: SEND CHJ\NCE OF ADDRESS TO: Hi\NC CUDING, P.O. BOX 'l:BO, Colomdo Springs,

Dear Fditor, Please consider the following suggestions, ideas and recommendations. I) Raise the USHGA membership fees and dues and invest the increased revenue. Utilizing invested funds that have begun to grow, provide liability protection through bonding insread of purchasing insurance. Also, using similar Funds, assist in the purchase of sites and LZ's in each Region. 2) Draft new, additional, unsolicited USHGA officers, directors and representatives with the experience and progressive reaching, communication and technical skills similar to those of David Glover, Davis Straub, etc. 3) Officially notify FAA of all cswb-lished hang gliding sites and X--C routes in the U.S. and ask them to be responsi-blc for publishing updated sectional maps marked with hang glider icons at those locations. 4) Beginning with this corrcspon-dencc, sponsor a regular, annual, official forum to solicit and publish a list and brief explanation of the membership's ideas, suggestions and recommendations, and establish a method for prioritizing and achieving those goals. 5) Immediately publish a technical bulletin, analysis or explanation (a public service announcement: with any necessary or appropriate safoty information and warnings) regarding the different types, strengths and locations of RF transmitters in the vicinity of all the hang gliding sites in the U.S. 6) Create, publish and maintain a complete and comprehensive USHc;A competition and hang gliding event organization "standard/library" that includes rules, formulas, documentation and computer programs (registration, score keep·· ing, GPS tracking and downloading, FAQ, technical support, examples, references, ere.) that can be used by any USHGA member. 7) Provide more frcquem and comprehensive technical articles in hang gliding

periodicals that cover subjects such as the different classes of airspace (Class D), Flight theory and design of hang gliders, the role, job and responsibilities of wire/launch crews, HAM radio, X-C, GPS navigarion. 8) Provide an impetus for all manufac-· turcrs of hang glider avionics to standardize, so rlwr more programs can be developed and shared, and electronics interfaced (i.e., 3D and 4D barograms, GPS guidance, tracking, transmitting, HAM radios, ere.). 9) As a matter of s;1fety and integrity, require all US. hang gliding, USHGAsanctioned and sponsored events and competitions to include an identified, verified, stoek/cenified "Standard Class," so that legitimate, realistic data for cur-rem glider and equipment performance will be more fairly advertised and represented. Only official US! IGA qualifiers, winners and champions would come from this category; all others would fall into "unofficial" groups. I 0) Publish an updated master U.S. list and map (including POC particulars e-mail addresses, phone numbers, etc.) of all hang gliding clubs, sites and members in each Region. Eventually, we should publish a similar collection of foreign sires and POC's. Scort Leonard Portsmouth, NH

Dear Editor, Por about 12 years now l have vora·· ciously read the accident reports, hoping to help myself by learning vicariously from the mistakes of others. One thing I have noticed over the years is the unbelievable number of' fatalities resulting from collisions with trees. l am one of the lucky ones who has survived brushes with trees and cacti, plants that I thought I could simply "push" through as I was making my final approach. In all c;1ses I was stopped abruptly, luckily without catastrophe.

COilus1u1-1.1..1u

NOVEMllER 1999 \/rnlJME 29, Jssur No. 11

Hi\NC CLIDINC

Air Mail STATEMENT OF OWNERSHIP, MANAGE· MENT AND CIRCULATION (f~equired by 39 U.S.C. 3685)

However, those seemingly sofr and forgiv-· ing trees that we take fr)r granted as we walk the earth can stop you dc:id. I can nm tell you how m;iny incident reports I h:ivc read that say something like, " ... his wing hit a tree ar about 40 foct J\G L The glider then turned and pl11mmcted to the ground, impacting mostly. .. " Well, you can guess: the pilot's head, neck, etc. Another hang gliding fatality. I am writing this letter only because I lost a friend and follow pilot, Rob McKenzie (not the Rob McKenzie of High Adventure Sports) to this exact type of accident. lt is obvious to me that controlled flight inro an object like a tree must be considered a last-ditch effort to save one's life, not a somewhat complicat-· ed final approach. If you arc going ro hir a tree, do ir 011 purpose, with the purpose of saving your lifo. Never let your glider clip a tree or any other object. In the immortal words of George oft he Junglc, "Watch out for that tree!" Mike l-Iilberath Mission Viejo, CA

Dear Editor, In rhis col11mn in the September magazine, Brent Smith of Orem, Utah, stated that our sport is doomed if high prices continue at $5,()00 to $6,000 for a new glider. He can continue to upgrade his flying machines, as many have, by wait ing two or three seasons and upgrading through the used market. Brem said he had to drop om of the sport because he could not afford a new glider. ['ve seen ads in the classifieds for topless gliders under three grand! I'm on my second topless this year and purchased my last one used, in good shape, for $2,500. So come on all you quitters out there, stop your complaining and using the excuse that it's too expensive. 'fommy 'l'hompson Tobaccoville, NC: NOVEMBER 1999

by Rodger Hoyt

t's a booming X-C: day and you've outrun your chase crew to the point where radio communication is becoming sketchy. llow can you maintain contact? 'fry turning your glider to orient your antenna rnward your chase vehicle when transmitting. Most antennas arc quite directional, plus your body could be partially blocking rhe signal. Sometimes it's just enough ro sray in touch! o you have a new harness? Unfortunately, it will never again look as good as it does right now! Your equipment usually operates in a dirty environment, and regardless of'how careful you arc, dust, mud, grime and stains arc inevirable. Many pilots, however, advocate the use of Scotcl1gard 1 M fabric protector to shield harness material from permanent stains. A thorough application when the harness is new enables stains to be wiped away wirh a damp clorh. Although Scotchgard is thcorcrically inert, it would he advisable to spray only the body of the harness, avoiding any suspension webbing.

This tip is from cucry San Francisco-area pilot fi;c ever met.' !/you have a hot tip send it to Tips" clo Hang Gliding or c-rrwil: rbhoyt([.hgo. com.

1. Title of publication: HANG GLIDING 2. Publication No. 0179-7020 3. Date of filing: September 10, 1999 4. Frequency of issue: Monthly 5. No. of issues published annually: 12 6. Annual subscription price: $35.00 7. Complete mailing address of known offico of publication: 559 E. Pikes Peak Ave. Suite 101, Colorado Springs, CO 80903-3657 8. Complete mailing address of headquarters or general business office of publisher: Same 9. Full names and complete mailing addresses of publisher, editor, and managing editor: Publisher: United States Hang Gliding Assn, Inc., P.O. Box 1330, Colorado Springs, CO 80901-1330. Editor and managing editor: Gil Dodgen, 3144·1 Santa Margarita Pkwy., Suite A-256, Flancho Santa Margarita, CA 92688· 1836. 1o. Owner: United States Hang Gliding Assn, Inc., 559 E. Pikes Peak Ave. Suite 101, Colorado Springs, CO 80903-3657. Its Officers are: Gregg Lawless, President, 9127 Bittercreek Lane. San Diego, CA 92129; Christopher DuPaul, Vice President, P.O. 13ox 204, Nags Head, NC 27959; Russ Ulcke, Secretary, 868 S. Mary Ave., Sunnyvale, CA 94087; Geoff Mumford, Treasurer, 750 First St. NE, Washington, DC 20002. 11. Known bondholder, mortgagees, and other security holders owning or holding 1'Yo or more of total amounts of bonds, mortgages or other securities: none. 12. The purpose, function, and nonprofit status of this organization and the exempt status for Federal income tax purposes: (1) Has not changed during preceding 12 months. 13. Publication name: Hang Gliding 14. Issue date for circulation data below: August 1999 15. Extent and nature of circulation: (A) Total No. copies printed: 9,009 av./issue. preceding 12 mo.; 8,242 for August 1999. (B1) Paid circulation through dealers and carriers, street vendors and counter sales: 1,186 av./issue preceding 12 mo.; 562 for August 1999. (B2) Paid or requested mail subscriptions: 7,236 av./issue preceding 12 mo.; 7,204 for August 1999. (C) Total paid and/or requested circulation: 8,422 av./issue preceding 12 mo.; 7,766 for August 1999. (D) Free distribution by mail: 40 av./issue preceding 12 mo.; 37 for August 1999. (E) Free distribution outside the mail: 19 av./issue preceding 12 mo.; 16 for August 1999. (F) Total free distribution: 59 av./issue preceding 12 mo.; 53 for August 1999. (G) Total distribution: 8,481 av./issue preceding 12 mo.; 7,819 for August 1999. (H1) Copies not distributed office use, leftovers, spoiled: 352 av./issue preceding 12 mo.; 350 for August 1999. (H2) Copies not distributed returns from news agents: 176 av./issue preceding 12 mo.; 73 for August 1999. (I) Total: 9,009 av./issue preceding 12 mo.; 8,242 for August 1999. (J) Percent paid and/or requested circulation: 99% av./issue preceding 12 mo.; 99% for August 1999. 16. This statement printed in: November ·1999 issue. 17. I certify that the statements made by me above are correct and complete. Signed by: ,Jeff Elgart, Director of Circulation. 9/10/99.

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Update NEW USHGA SAFE PILOT PIN

he USHGA is proud to announce the arrival of irs new hang gliding Safe Pi lar pin. Thanks to design work dona ted by M ichael Tryon, new diestruck pins in a bronze, si lver or gold antique fin ish are now available for our Safe Pilot Award recipients. You may exchange your old Safe Pilar pin for one of rhe new ones if yo u'd like. Simply send us your old pin and we'll exchange ir for the new die-struck version. Send to: USHGA, PO. Box 1330, Colorado Springs, CO 8090 l. Questions? Call or e-mail us at (719) 6328300, ushga@ushga.org.

NORTHWING DESIGN INC. IS GROWING AND HAS MOVED TO WASHINGTON

orchwing design, manufactu rer of borh ulrralighrs (trikes) and hang gliders first opened irs doors in 1996 locared ar Marina Airporc, Marina, California. Norrhwing also provides materials for the homebuil der and many spare parts. Kamron Blevins starred with rwo employees, Jose and Maria Gonzalez. "We have worked together for nine years now, they're like fan1ily," Blevins says. After the firsr year George Reeves and Ian Stevenson came on board. Blevins said he had a lot of great supporr from che local flyers , both moral support and helping hands to see Norchwing succeed, and he rhan ks many friends: Jean M ichael Bernisconi, Walter Robenson, Phil Godwin, Jim Nicora, Doug Rosskel-

ly, orm Casenaca, Phil Sosna, Chris Filer and many more. Nonhwing has doubled production in the last year and this growth has necessitated a move co a larger facil ity in Wenatchee, Washington. The move was very d ifficult even with the best of planning, and the company apologizes to any who m ight have been inconvenienced. Blevins comments, "With the new 5,000 sq. fr. facility we doubled the size of our shop, bur the building is once again too small. ew consuucrion of another 4,000 sq. fr. buildi ng, just adjacent to Norrhwing, has been complered." Northwing has eighr fuU-rime employees working ro build your wing on a timely basis and to provide exceUenr customer service. If you wo uld like a free broch ure call or write: Norrhwing Design, 3904 Airport Way, Easr Wenatchee, WA 98802, (509) 886-4605, rrikes@norrhwing.com.

SCALE MODEL HANG GLIDER

ere's a scale-model hang glider to hang in your car, office, or home. Ir's made entirely of solid brass wirh a sil ver finish and rhe wings are silk-screened blue, green and whi re. Ir meas ures approximarely 7" wide, 2-1/2" long and 1-1/2" high. The design was inspired by the countless hours ancy Benoit spent sirring in rhe fields at Morningside Flighr Park in Charlestown, H warching her husband fl y. Being a designer of erched meral produces, she couldn't help bur imagine crearing a scale-model hang glider. The price is 19.95 plus $3.95 shipping and handling. Contact: Nancy Benoit, JB Meral Work, PO . Box 1068, Slatersville, RI 028 76, (401 ) 769-1882, fax (401 ) 7652232.

PREDATOR SAFETY ADVISORY

e have nociced on some early Predators rhar the sheath joining the rwo cables of rhe haul-back cable assembly has failed, allowing rhe rwo cables ro move separarely during setup and fold-down. This creares a poremial safety problem. If one cable goes forward wirhour rhe orher (during fold-down ) the lagging cable can kink in from of the nico at rhe

haul-back rang. A sharp bend in the cable can red uce irs breaking strengrh. In an exrreme case the cable can break from repeated bending and straightening each rime the glider is set up and folded down. Please nore rhat this cable has a backup resrraim cable on the cross spar chat must be connected to rhe keel stud befo re fli ght. The ha ul-back cable asse mbl y consisrs of rwo cables chat ru n forward from the haul-back rang. le is importam rhar rhese rwo cables sray together during fo ld-d own. In the original design the f\.YO cables were fixed together by a shore piece of hear-sh rinkable cubing and a small "zip tie." T his method of holdi ng the cables together has proven to be inadequate and in some cases has allowed the rwo cables co separate. A conti nuous piece of plastic tub ing covering rhe rwo cables fro m rhe haul-back rang ar the rear to rh e ha ul-back rope rhimble at th e fro m , covering a dis tance of app roxim ately 32 inches, solves rhis problem . We have developed a rerro-ki r rha r you can insrall on yo ur existing cable assembly to p reclude the potenrial hazard . For rhe purpose of rhis rerro-fir we will use a 3 to 1 shrink- rario po lyolefin , dual-wall, glue-lined shrink tube. T he high shrink-rario allows rl1e use of a diamerer large enough to slip over rhe haul-back ra ng, b ur char will sh rink small enough to grip the rwo cables . The "hor glue" will acriva re d uring shrinking to form an im egral assembly. T he re rro-fir involves sliding rhe 32" shrink- rube over the haul-back cables and shrinki ng it into place with a hotair gun. This is done wirh our re m oving rhe cable from the glider. Please perform a careful ins pectio n of your haul-back cable assembly. If either of rhe cables of yo ur haul-back cab le assembly is kinked, pl ease co m act Alrair for a rep lacemenr cable assembly. If your cables are no t be nt or ki nked , please conract us to request a retro-kit (free of charge). T he ki r wi ll includ e a 32-inch piece of sh rin k tube, a zip rie and a d iagram wirh instructions for insrallation . It is very important that rhis retro-fit be done on any Predator char does not H ANG G LIDING

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MarJmshas selec(ed G.W.Jvfead9wf, who has bmng;ht Aeros gliders to the U.S., to b.e the impor.tc;r po North.Atner:, ica . .The new compa11y will be named Alrwave America. Spedafoing in the PLdse and the fam.ous Airwave undem gliders, the com'.· pany shquld b~~gin ddiveties by the end cif the Airwave wiJI also offer a line ,,,. ""'" goods" for pilots, i.nc.::ludinghang gtidhi g.hatnesses. When askt;tlahoutthe new clt1al, Me:adows ci)n1me1ued, 'Tve always qeeri a hig fan of Airwave gliders, espedallythc Vision line (of which the Pulse is tl1c: latest model). very exciting to be a.ble to ha:ve the opportt1nity to distribute line of gliders and provide parts for Nor.th America." Airwave has.pJ~n~. to expand its glider model line d11ting 1:l:,.e newyeat. the new "Alrwave" is loc.::ated in Stub.ii, Austria. Gliders will be as$ei1,1hled andtest-flown atthe Stubal factory. Villing~:r brings many years of hang glider ma1:n1facturing and distribution exp.erienceplusa.passion the ~port t() this t+e:;w venture. AU ,lealers imere~t~d in s.ell-· ingdie t\irwave Jine.it1 t:,Jord1A1perica shottld ccmtact G.W. Meadows at (252) 48Qa3552 or e-mai:I airwave@justfly,c:om .

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WOtkS when harness to release the tail faundi position t;oflyfogyositjqri.. eliminates..the need 1;0 releas~ t.hc.::J~U mi1nually after launch, maklng theCCG easi~r to launch than a conve11tio1.1G1 pod harness because the tail is held our oft11e way and will not hit your heels wh.lJe ninning. It is ,1lso.held in place with the door open for easy to put your feet inside you don't h.ave to ,search for it. In additfon, when landing, the t~il will lock .in the t!p position as soon.as your hit the grmmd, The spi:ingpin is in the slidet track and locks i11t6 posi," tion when upright with no weight t,nthe hang st~ap. Themanufocturerfeels that this is a big breakthroq.gh in the dev~f()p,: 1.nent of the CCG harness and i.ts ease of use.

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(719)

8090 I I ((JSi%)

In consideration of the benefits to be derived from membership in the USHGA, (Pilo~ and the parent or legal guardian of Pilotif a minor, for themselves, their personal representatives, heirs, executors, next of kin, spouses, minor children and assigns, do agree as follows: ~ The following definitions apply to terms used in this Agreement: means launching (and/or assisting another in launching), flying (whether as pilot in command or otherwise) and/or landing (including, but not limited to, crashing) a hang glider or paraglider. 2. means injury, bodily sustained by Pilotas a result of PAirTli':JP,4TliON any USHGA programs (for example: the Pilot Proficiency System). If oerscm1al injury, bodily injury, death, nirr1nPrtv darnai;!e Pilot as well as bodily sustained by Pilots parents or legal guardians, as a result of administration of any USHGA programs. 3. means the following, including their owners, officers, directors, agents, spouses, employees, officials (elected or otherwise), members, independent contractors, sub-contractors, lessors and lessees: The United States Hang Gliding Association, a California Non-profit Corporation (USHGA); a) Each of the person(s) sponsoring and/or participating in the administration of Pilot's proficiency rating(s); b) Each of the hang gliding and/or paragliding organizations which are chapters of the USHGA; c) The United States Of America and each of the city(ies), town(s), county(ies), State(s) and/or other political subdivisions or d) governmental agencies within whose jurisdictions Pilotlaunches, flies and/or lands; Each of the property owners on or over whose property Pilotmay launch, fly and/or land; e) All persons involved, in any manner, in the sports of hang gliding and/or paragliding at the site(s) where Pilc,t J'Ali'Tl£'1P,fff.:f 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) Fnll!FVl=R .............""""" AND DISCHARGE the PARTIESfrom any and all liabilities, claims, demands, or causes of action that I may hereafter have for t:o,,,.o,Pt: IJ'I/V'Rll.~ however caused, even if caused by the negligence (whether active or passive) of any of the 111,:;,r..c;"'",;v PA~7TIJ.~ to the fullest extent allowed by law. C. I MAKE A against any of the loss or damage on account of If I violate this agreement by filing such a suit or making such a claim, I will pay all attorneys' fees and costs of the 111,:;,r..,:;"''",:;.v P.~R.rJEJ. I THAT this shall be and rn111c.trr111Prl matters whatsoever arising under, in connection with or incident to this Agreement shall All disputes r::111itn,rni:;ii. U.S.A. to the exclusion of the Courts of any other State or Country. Court located in 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 Pilotis 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 I am the parent or legal guardian of Pilot, I INDEMNIFY AND REIMBURSE the for their defense and indemnity from any claim or liability in the event that ftlot suffers IN even if caused in whole or in part by the negligence (whether active or passive) of any of the 111J1.,1.,:;;,1.,1,,;.,., P,,IIR,rlEl'.

I have ,1dtJ/t Pilot's Signature

Date

Jig11afllre ofPilot's Pare11t or Legal 611i1rdia11 ifPilot 1111der /8 yew ofage.

Date

MMR 12·97

Calendar of events irems WILi. NOT he listed if onlv tentative. Please include exact infonnatio/1 (event, date, contact name and phone number). I tcms should he received no larer rhan six weeks prior to the event. We requesr two months lead time for regional and national meets.

UNTIi. DEC. 31: Frz/con X-C Contest. Wills Wing Falcons only. Five sections: West Coast, West, Central, Fas\, World. Pri,.cs in all secrions and classes. l lang 2 and up. Three classes: Pro (Hang Ii), Amateur (Hang 3), !Zccrcational (!fang Towing allowed with maximum release altitude of2,000'. No entry fee, send SASE. Comau: Tck Flight Products, Colebrook Srage, Winsted, CT 06098 (860) 379· I 668, tckV''snct.net. UNTIL DEC. 31: I 999 Michael Champlin World XC Challenge, for paragliding, hang gliding, sailplanes. No entry foe or registration, $600 first prize. Pilots arc scored by how En they fly relative to a site's distance record (750 points for flying 75 miles at a site with a l ()() .. mile record, l, I 00 points or breaking the record). Flights submitted on the honor system. For more details con-· tact: John Scotr (310) 447623.'J, fax (:31 O) b rcnonwoodsf11 cma iI. msn .corn, www.hanggliding.org. NOV.-DEC.: U.S. World 5/N'td Championships to hold two more meers 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 posted on the h;rng gliding Digest ;md on the WOR website at www.wingsofrogallo.org There will be both Class I and Class 2 events. JAN. 25-FEB. It: FJogong Cup, Tawonga, Victoria, Australia. $5,000 pri'l.c money (Aust.), cnrry $150 (Aust.). Includes top· less, ki ngpost and floater classes. Contact: Ph ii I .ah i({ mou nraincrcek(t1lnctc.net.a11, phone O11 ·.1·57-5!f4-247, fax OI 1-.'3-57 5!f4.860; John Adams, phone OI l-3S75!f,i 9/i 5, jcadams(liltclsrra.easymail.corn.au. JAN. 31-PEB. 5, 2000: Millennium Cup Mexico 2000 (hallg gliding). $20,000 (U.S.) prize money, sponsored by Beer Sol. El Pcncrn de! Diahlo, l 5 km somh of Valle de Bravo. J,'.ntry $200 (U.S.) before January 1, $250 after. Contact: F.neva, fax 0 11- 52·726 2.12-79, cnevaG:!lsofthomc.net; NOVFM\lfR 1999

Abs Del Hombre, 77.60, fox O11 a\as(tila\as.com. mx.

FUN JAN. 22-23, FEB. 12-13, MARCH 1819: Mexico 2000, annual winter flying trips, Cotes Cliff,, Baja, CA, 80 miles south of Ensenada. I 0-rnik long, 25().foor clifflcJCatcd on a deserted Mexican beach. Flying starts before noon and lasts :ill day. Launch and land by your vehicle. No facilities. Surfing is good, flying, is great. Brinl; household donations for the local population. Contact: Mike l!ilhcrath, (9!f9) !f550032, ctcam(dlusa.ncr, or eream(i.ilj nyourface.com. MAY l 9-22, 2000: 28th Annual l!rmg Gliding 5jJcclaciilar and Air Gr1mes in Jockey's Ridge Stare Park, Nags Head, NC and ( :urriruck ( :oumy Airport, Currituck, NC. The oldest conrinuous hang gliding competition in the world and /\irsports Expo will include skydiving, paragliding, ultralights and more. Dunc cornpetitions begin on the 19th. Demonstrations, aerotow com pct irion, strecr dance ;md awards ceremony. Annual inductions into d1c Rogallo Hall of Fame will close the ccre·· mony on Sunday evening. All US! JC/\ rared hang glider pilots arc welcome to compete. Contact: Kitty Hawk Kites, Inc. (800) 331i-4T77.

TJ-IROUGH 1999: Mosquito Clinics, prcscnrecl by Bill Fifor throughour North America. C:omacr: (61(>) 922-284/i, tcha 11 ggliderfilj u no.co n1. THROUGH NOV. 1999: "Owens Valley at its Best" Cross--Country. Thermal guide to the Owens Vidley with Kari Castle. One- to nine-day adve111urcs. Private one-on-one flying, guide service and instruction also availablt:. Hike 'n' fly the peaks of rhc Sierras and White Mrs. Contact Kari for more inf<Hmation: karicasrlefiltclis.org (760) 872,2087. NOV. 15-16: Instructor !iva!uation Program. NOV. 25 28: 'Fitrkey ttnd (;fit/er /)crno nays. Dunlap Flight Parle Hang 3 & Ii only. Call (559) 3.'38·0606. $ I 0/day, $15/night camping. Conracr: Mission Soaring Center, 1116 Wrigley

Way, Milpitas, CA 95035 (li08) 262· I 055, fax (408) 2621388, mission(i1hang-gliding.com.

DEC. 27-3 l: l 999 Mr!Untt Kea Fly-In. Celebrate the new millennium on the Big Island offfawaii. !fang gliding and paragliding pilots welcome. Comact: J\chim Hagemann, Advanced Air Tcclrnologies, P.O. Box 797, Mm. View, HI %771 (808) %86856, rnflyi:;-ilexcitc.com. DEC. l999·MARCH 2000: Hrmgglidin,~ tours, Valle de Bravo, Mexico. Weck--long rours, Sunday to Sunday, $795. Lodging, glider, trnnsponarion, retrieval, airport pickup and return included. Airmen's Rendezvous, Dec. 26-J an. 2. Con tact: Jeffrey I lunt, li81 I Red River St., Austin, TX 78751, phone/fox (512) 467·2529, mobile (512) 65(>-5052, www.flytexas.com.

Hm. J.MARCH 30, 2000: Rrazi! X·C '/ rntrs, four two-week trips. Ultra-consistent winter conditions. Sixth tom led by Bob Morken, HG pilot, nv,c-vcar PC pilot. Tour begins in Rio, then moves rn world-renowned Govcrnador Vahdarcs which ofkrs great X-C, our··and-rcrnrn and 1rianglc: flying with 5,000' ACL (7,000' MSI.) cloudbase. Tour includes two weeks of hotel accommodations, travel rn Valadares, breakfast and a ride ro launch, X-C retrieval, rour guide, translaror. Price: HC $1,400, PC $1,200. Contact: Bob Morken, Tour Coordinator, rmorkcnf!lhotmail.com, (5:50) .J20-6675; James Rice, Tour Promoter, P.O. Box 38/iJ, Incline Village, NV 89!f50 8:3:3-2118, 720·3539 (cell); Marilyn Hutt, Travel AgcrH, l 8()().235- I !f2.1, marilyn n (alt ravel.fair.com.

FEB. 2000: Safari Slry Tours hang gliding tour in Brazil. C:omacr: John "Ole" Olson, (360) 4(1:3-31 ()9, skytours(lhjuno.com. 2000: Flying in !Jmzi! 2000. Wonderful warm weather, flying in an exotic scning. Be part of the Advemurc Sports rrip to Govcnadm Yabdarcz, Brazil. Experienced instrnctors and guides. Take sidc>t rips to Carnival or any of the beautiful beaches. 12 days, $1,200 for paraglidcrs, $1 ,!f OO for hang gliders. Includes room wirb breakfast and lunch, ride to launch, retrieval and guided tour. Save $ I 00; register by Nov. 1 5, 1999. Contact: 883-7070, www. pyramid. ncr/advspts.

using your credit card for your membership renewal. This will appear shortly on the USHGA Web site (www.ushgo.org) and as an option in your renewal notices. Once you elect this option ;me! send in the information your USHCA membership will renew automatically each year.

by Phil Bachman USE-!GA Executive Director SURVEY his issue of Hang Cliding rnaga· zinc contains the annual Regional Directors ballot and the annual membership survey. This survey creates an imponanr collection of information on what trends are occurring in our sport and in the Association's membership. Last year, and again rhis year, US HCA mcm-· bcr Rob Jacobs of Manchester, New Hampshire, through his company, Mailways, has provided an enormous amounr of volunteer help by entering all of your survey responses and sending us a printout of the results. This is no small task. We typically average more than 1,500 responses. Please take the time this year to fill out the survey and send it in. The larger rhe response, rl1e more accurate the information and rhe more help ir will be ro your Association. AUTOMAT1C MEMBERSHIP RENEWAL We arc in the process of modifying our primed forms and setting up our Web sire to provide an automatic renewal option

DUES INCREASE The USHCA Executive Committee, act· ingon bchalfofrhc Board ofl)irectors, initiated a membership dues increase to be effective December J, 1999. The annual USHCA membership dues will be $59, an increase of five dollars. This is the flrsr dues increase we have seen since January 1994, a period one month shy of six years. It will help make up for some of the ground lost to inflation and the mem· bcr lawsuit over rl1osc six years. During that time, wirh an annual inflation rate of two to three percent compounded over half a dcc;idc, the USf-!GA's ability ro con ti nuc providing the same type of services degrades noticeably. The Executive C:ommit:tce is working on a long-term strategy to incorporate a systematic dues increase to allow for scheduled adjustments in smaller increments. Some his10ry on the USH CA dues structure shows both systematic increases and larger increases after long periods of no change:

Yc:ar

Dues

1974 1977 1978 1980 1982 1985 1991 1994 2000

$10.00 $15.00 $20.00 $25.00 $29.50 $39.00 $49.00 $54.00 $59.00

Time Since J,mt Increase 3 years 1 year 2 years 2 years 3 years <i years 3 years (i years

With the smaller scheduled increases, additional member services can be consid-crcd and planned for. With the long periods of no adjustment, considerations for new services and or business processes arc not au option. Of course, the USHCA has a responsibility to its members to do more than just keep up with inflation and continue

to provide the sarnc services. Several

improvements arc either in the works or

in the planning stages. For instance, we have been developing a new membership database for several months now and plan to have it operational ;iround mid November. This is a major undertaking and will result in a projected manpower savings of almost one rnan--ycar in the office, not ro mention that we will be able ro process member requests much more quickly. This is a significant enough change that we will be redefining job descriptions in the office as a result. We arc planning some significant irnprovemcnt:s on tbc USHCA Web site over rhc next several months. The goal is to create the most complete hang gliding and paragliding Web site available anywhere frH these two air sports by becoming the ultimate information source for both. Our largest expenditures continue to be the member liability insurance coverage, production and printing of the magazines, and office salaries. Of these three, the variable cost is the insurance premium, which, over the past IO years has fluctuated between $49,962 to as high as $ J 37,929. This premium was I 00. Some comparisons to other aviation associations arc interesting. The Soaring Society of America Cull-·mcmbcr dues arc $55.00. The Experimental Aircraft Association dues are $40 plus to Jom one of their divisions. The United States Parachute Association just increased its full membership dues to $46.00 and the United St;ircs Ultrnlighr Association just increased its full membership dues to $46.95. The Aircraft Owners and Pilots Association anmwl dues arc $39.00. Of these five, only the USPA includes liabi]i. ty insurance coverage wirh the membership ($50,000 compared to the USHCA's $1,000,000). A rull comparison to additional aviation and sports associations is being prepared for your perusal. CHANGE IN USHGA OFFICE HOURS 'T'hc new USHGA office operating bours arc 7:00 AM to 4:00 PM Moumain Standard Time. II

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R_ed Bull Wings Over Aspen '99 r;rt::, Aspen is known for its world-class skiing and high-dollar culture, but it also occupies a spectacular location within the heart of the Colorado Rockies. What better place therefore to showcase the sister sports of hang gliding and paragliding in an event called Red Bull Wings Over Aspen.

or the past two years rhe Aspen Airforce has hosted Red Bull Wings Over Aspen, chis year serving as che U.S. Paragliding Nationals as well as a truly world-class hang gliding freestyle comperirion. As mosr hang gliding pilors already know, hang gliding aerobatic conrests have been around since 1981, the first one being held in Telluride, Colorado. Telluride continues ro hose the World Aerobatic Hang Gliding Championships each year, buc additional events have sprung up across rhe narion and also worldwide. Dave Bridges, Chris Davenport, Orhar Lawrence and the resr of rhe Aspen Airforce organizers did a first-rate job organizing the evenr, and made sure char there were very few dull moments. Here in the U.S. the number of acrive comperirors hovers around perhaps a dozen individuals, although there are many rimes char number of pLlors who are active freestyle pilots and would-be competitors. Inrernarionally, such as in Switzerland and France, aerobatic comperirions have frequently amacred in excess of 30 pilors of varying experience levels. As rhe nation char originated freestyle conresrs for hang gliding we have fallen a bit behind in our support of these evenrs, bur char does nothing to diminish che duill and excitement awarded those who arrend, either as spectators or competitors! For as long as I can remember, rhe talk surrounding freestyle evenrs has included rhe complaint chat there needs to be sponsorsh_ip. There need to be berrer judges. There need ro be better conditions. There needs ro be something. For a good many years there have been numerous unsung heroes behind the scenes worki ng ro

improve the stare of affairs in freestyle contests, and ir has been a long haul co improve the various conditions chat have threatened ro discourage compecirors from competing, organizers from hosting evenrs, and the overall flying community from accepting this viral form of flying. Bue ir looks as if che ride is ac long last turning for che better. or enough can be said about Red Bull's willingness ro step up ro rhe place and provide such a healthy amow1r of supporr for our spans. Who is Red Bull? For chose who don't read che international publications, Red Bull is a company char inuoduced the concept of an "energy drink" ro Europe from irs home base in Austria, some 12 or 13 years ago. They have been extremely successful around che world, and entered rhe U.S. marker jusr two years ago. In only two short years ic has gone from being virrually unknown ro an extremely popular drink for people of all ages. Their philosophy is admirable, bur ro spare readers excessive promotion , suffice ir ro say char they have a very genuine love for aviation of all kinds, and have actively embraced and supported d1e spores of hang gliding and paragliding inrernarionally for many years, and are now demonstrating char support here in rhe Scares. If you're wondering where this is going, I'll spell ir our. Red Bull concribuced $8,000 in prize money for chis freestyle evenr. When was the Jase rime you remember an $8,000 purse in any U.S. hang gliding event? On top of char, they made sure the Red Bull Girls, going with the PC ride of Consumer Educators, were on hand constantly, offering up cans of the juice after flights and jusr being an all around refreshing addition co the fl ying scene. Quire a

P ILOT PROFILES RON YOUNG

Ron will never allow yo u w forger his age or his hang gliding hismry, however, he continues w prove rhar he is nor over rhe h ill, bur rarher a force w be reckoned wirh. While many orhers in our sporr follow rhe more rraditional American aging process, Ron has kepr himself in excellent physical shape in spite of a devasracing car accident in which he suffered a broken neck and back. He credits his fai th in God wirh his seemingly miraculous recovery, bur yo u might just as well credir his love for his family, hang gliding and country music for his tenacio us zest for life. AARON SWEPSTON

Aaro n "Spock rhe H awk" Swepston is a rebel from rhe early days of hang gliding. Once rhe wild-haired crazy kid on rhe circuit, he has since mo rphed his style into one of a well-rhoughr-out, planned and consisrenr attack. Now a family man, Aaron has also stood on the winner's podium here in the States and internarionally, and is gaining notoriety wirhin the comperirive field of hang gliding phorography. Bur below rhar carefully guarded, m ild-mannered exrerior rhere scill lurks a crazy, wild-haired kid. JOHN H EINEY

Going by rhe m oniker of Mr. Loop, John has one of rhe most extensive portfolios around righr now. H aving set and broken several consecurive loop records, as well as w inning way roo man y freestyle contests ro count, John has also been one of our sports most respecred photographers, and currently is responsible for Altair's success wirh rhe Predaror and Sarurn gliders. His smooth, smooth, distinctive style conrinues inro rhe millennium . E RIK D ELF

Also known as Clockboy after his profession as a clock repairman, Erik has sread ily worked his way up rhe ladder mward aerobaric gream ess. H aving esrablished himself as a consistently high placer in his pasr few contesrs, he will no doubr begin winning conresrs in rhe near foture. A rrue Jeck.le and H yde personality, his alrer-ego, Mr. Inappropriare, keeps him single and foc used on his aerobatic goals.

Continued on page 56 17

nice change from the typical Farmer John chat we normally are faced with in most hang gliding comps, chat's for sure! Historically, aerobatics concescs have had a hard time with scoring systems. The scoring systems have been evolving over the years in an effort to reward technical and artistic excell ence, while at the same time reducing the potential favoritism and bias chat can creep inco such a subjective sport. le is a very chin line between allowing judges enough subj ective freedom to reward new and unique maneuvers while at the same time providing a consistent system chat will allow all competitors an equal chance to place well. T he scoring system alone has been reworked several rimes to provide the necessary foundation for chis to work, bur in recent years R.C. D ave Freund has taken it upon himself to single-handedly develop and train a strong ream of judges to cackle the very difficult cask of scoring the fast-moving routines and bringing these events to a place of fairness and accouncability. For so man y years pilots had to compete on the ground as much as they did in the air, but now it wo uld seem char chose days have ended. R.C. and his staff of judges, including, but not limited to, Score Stuart, Jeff Mal lin , Mitch McAleer (recovering from an injured ankle), Jamie Lasser and Nick Kennedy (Telluride), all merit a well-deserved and hearrfelc thanks. The co nditions in Aspen were wonderful - for the most part anyway. acurally, we had to wait out several problematic simacions in which the winds were too strong cross, or downwi nd, but even so we were able to gee off five complete rounds of competition and one demonstration round. That's a pretty good record considering what che Rockies often dish out. We neve r did gee snowed on, altho ugh we did h ave to sec up and cake shel ter under the giant Red Bull cent next to launch! Ever seen chose giant modernistic teepees? They're huge, bur we measly aero pilots managed to gee it erected and tensioned, and survived che storm. The flying was outstanding, technically. This was one of the best representations of freestyle in a long time. There are some new faces on the freestyle com petition scene, and some H ANG GLIDI NG

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771e Aspen launch site. are jumping in head first with exceptional routines considering that they are new to competition-level freestyle. There's a big dif fcrence between wanging around at the local site and constructing a competitive freestyle routine. Linking multiple maneu .. vers, combining the necessary clements for a high-scoring routine, and maintaining com· posure and focus when performing "on command" are all necessary parts of an aero comp, and even the newest guys were really getting into it. The pace can be hectic: meet before breakfast, rush up rhe mountain, set up, get everything ready to fly and be prepared to launch at such and such a time, regardless of how the conditions might look al that particular moment. It's definitely a job, in one sense, but it is also such a fantastic cha[.. lcnge and learning opportunity. '!'he camaraderie is intense, and the competition between opponents seemed to be far less of an issue this year; it was more like a competition with one's self, each competitor trying to measure up to his own standards and previous performances. Several of us were on new gliders and were still in rhe process of adapting 10 them. I think the scariest situation we had was one morning while we were waiting for the strong, crossing down wind to lighten up. It finally looked good enough to start launch-

ing (reasonably) safely and J.T was first in line to launch. The launch is a long, consis· tcm slope with a drop-off at the end perfect with wind, bur at something like I 0,()00 or 11,000 feet it seems a bit on the flat side. He thought hcner and backed off: Dino was next in line and he kept rnuttcring something about being a clad now, and he also stayed pur. Then Zippy (Zac Majors) stepped up. Zippy was the first one brave enough to attempt launching in such questionable conditions. Just as Zippy started bis launch run, his dog not only gave chase but actually ran underneath and in front of his basetubc. As the basctube bounced against the dog Zippy was nmning out of 00mph. Just as be lost his footing and began to foll forward we were sure the basetube was going to pound the ground and end Zippy's launch, but the slope dropped away suddenly, the basetubc simply grazed the edge into clear air, and rhe dog disappeared over the edge. Zippy flew off and J.T's girlfriend Jodi dragged the dog into the tmck and om of om way. Naturally, this whole demonstration was not all that inspiring, and a sense of doom fell upon the competitors. Nobody wamed ro launch. The conditions seemed so much worse because of 1he near tragedy. I volunteered to be the icebreaker and had a no· sweat launch, stani ng from further down

the slope so that l wou Id reach the steep drop-off just before I rnn out ofoomph myseln You just have to thiril< these things through more carefully. After that, everyone else followed in turn, and we all had a valid round. As far as the competition went it was quire close among certain competitors. The initial stack flip-flopped as the comp developed and pilots found their groove. Ron Young pulled ahead of me in the second-to· last round by delivering some of his trademark variations on loops and rolling maneuvers in his Stealth, after being in a solid third plaee. John F!eincy moved from second to third place, bat even so, the plac·· ings were so close! Erik Dclf on his Xtralite edged out newcomer Bill Heaner on his Predator and Zac "Zippy" Majors on his Stealth. Dino Dinaso carved up the sky as usual with his TRX, bm disappointed some in the crowd by limiting himself to only one of his classic "Dinovcrs." J.T 'fl·ujillo also wowed the crowds with his flights and demonstrated admirable form by not overextending himself by attempting his normal routines with his newer but some.. what unfamiliar glider. Just prior to the mvards ceremony all the aero pilots put on a demonstration show for the spectators gathered at the landing field. This was accompanied by some of the most impressive paragliding freestyle from the likes of' Chris Santacroce, Otbar Lawrence and Rob Wbitral. Red Bull skydivers Mike and Charles hitched tandem rides with paragliding instructors and bailed out over the LZ for some heart-stopping frecfall action. It was an awesome party, and after the awards ceremony there was even a high-tech duel between Mitch and Dino, wearing their specially designed fireworks..spouting attack helmets. Even though Mitch had some initial technical trouble getting his weaponry lit, his aim was deadly accmarc and he had I)ino running every which way around the field taking hit after hit. For anyone even remotely interested in freestyle hang gliding, as a practitioner or voyeur, you just have ro make it to next year's event. 1t promises to be even better than this one, and this one was absolutely grear. As much as these contests are competitive, they represent a collection of some of rhe very best talent around. ff you ever wanted to learn about this stuff, this is one of the best opportunities to do it. Be there in 2000! II HANC Cl/DIN(;

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article cmd photos

uring the first half of the 1990's, the push in the com·· petition circuit was for the hig-:1ir sites wirh ] 00+ mile tasks. This made Dinosaur a very desirable spot to hold competitions. 'fhe 1990 Nationals hosted 127 pilots and attendance peaked ar the 1996 Dinosaur Nationals with 144 pilots entering. Then things changed. After a couple of deaths and serious accidents ar some other big-air rnoumain competitions, pilors started shying away from meets that were held ar notoriously rowdy mountain sires. Pilots just weren't experiencing the same level of firn. 'fhc 1998 Nats, held at Dinosaur, saw only 67 pilots in attendance. 1t was time rn reevaluate the conditions in which we were flying these comps. Dinosaur's only local pilot, Mike Warden, and I started looking at what time of the year would give us lighter winds and possibly milder conditions, bur still offer the great flying f<ir which people come to Dinosaur, We settled on late August, and the 1999 Pre-Pan American (a.Jui. PreAll Americas) was set for August 2 J ·-28. This is historically a bit late in the season for competitions, and it really broke up the competition season with the only other Class A sanctioned meets being held months earlier in April. Putting on a meet of this caliber isn't simple, especially when it's held in a remote area. There arc so many things to plan our, but luckily I'd run meets ar Dinosaur quite a fr:w times in the past and have the planning for comps at this site figured our. With the World Meet going on in early August, l wasn't too worried when July came and wcm and

I 999 by C. W Met.tdows

Since 1990, when the first Dinosaur Nationals were held at this famous site, folks have known Dinosaur tis a «big-air" site, with cloudbases up to 18, 000 feet and higher and the thermalr creating those clouds reaching 1,500j)Jm and more. only eight folks had signed up for the meet. Ir seems that pilots arc starting to get a bit more lax in this area. It makes it extremely hard on the organizer when pilots don't sign up in advance because so many aspects of the planning arc based on the numbers. l'vc tried a number of "incentives" in tbc past to gcr pilots to sign up earlier, but they just don't seem to work, so I continued with the planning, figuring about 40 to 50 pilots would enter (a low number) and make the contest marginally worth putting together. ft turned out that up until just two days before the meet began I still had only eight people signed up, with rumors and "promises" of about l O more coming. 'T'his was definitely not anywhere near what we needed ro make the meet finan·· cially worthwhile, however, I am a businessman and undcrsurnd that you can't be profitable all the rime, that markets change, and sometimes you take a loss. The smarr businessman will change with rhc market, however, and listen to its subtle urgings. So, with 24 pilots signed up on the first day of the meet we decided 10 take advantage of 1hc low turnout and have a more relaxed and fun Class A sanctioned meet. This is something I think we can learn a !or from, Some ofthc rnore high .. stress, high-maintenance competitors weren't then: (alihough a couple so

we were able to gear things a bit more toward the fon side. By rhc end of the meet a lot oC lessons were learned from this approach. The monsoon (the wet, rainy, thtmdcrstorm scnson) that usually ends around mid-August in this area had decided to hang around an extra couple of weeks, which would no doubt make task-calling more important in order to keep folks safo in the air. I asked Jim Lee, Jim Zcisct and Dave Sharp to be on the task committee, and they elected to serve in that capacity. I really appreciated the task committee members' ability to worl< together, and their knowledge of the area was broad based. All of them had served well on past task committees for me so l was con1tclcnt of the task calls. LH'-.L.Pl1.h THE FIRST DAY OF THE CONTEST

Pretty ugly today. We wake to rain hitting our tents and window air-·condirioning units. No1 a good sign, even when you're half asleep. 'The forecast is for it to clear up later in the day, but cloudbasc is below launch and a radio conversation with the pilots who arc camping on top of the mountain (if you can call an RV village with the most plush accommoda-· tions of the mecr "crn1ping") reveals that it has rained heavily during the night and the road is not in good shape. We HANC CLIDINC

Jersey Rossignol and Tyler Borradaile get ready for the day's task.

NOVEMBER 1 999

postpone going up the hill until after a mid-morning reevaluation of conditions. Finally, at 11 :00 am, I decide to call rhe first day off. Ar best we would get in a poor to marginal task, but at worst we'd really screw up the road for the rest of the week. T he road to launch (or rather, the last 25% of it) is dirt and gravel. It is composed of dirt that quickly turns to m ud when rained on, however, it's very good abo ut drying out very quickly as well. Giving it some time to do char without sending our parade of hang drivers across it would be a wise move. The first day becomes a day off, and most of rhe competitors head into Vernal, Utah (30 miles to the west) to sample some of the "big city" food and entertainment.

SUNDAY We wake to crystal blue skies and a forecast of light southerly winds . Perfect. We have ourselves a relaxed pilot's meeting and head up rhe hill. Historically at D inosaur we've had to limit ourselves to about three standard tasks, and they are always downwind of the predominant wind flow which is out of the southwest. It's a bit mange as we're holding the task selectio n meeting in order to call any task we want. We can actually go toward the so uthwest today if we choose, and so we do. We choose to get our start at the rowers which are located a few miles to rhe southwest of launch, then head west to Jenson (about a 10-mile jaunt), then do a 180 and fly to a turnpoint in the town of Dinosaur (19 miles by air), then do ano ther 180 and go three miles back to goal on the state line. We refer to this goal site as "Border Goal ." Mos t pilots are stoked about this task, although some complain it's too short, coming in at 32.2 miles. Pilots launch into light breezes and most get the start, as well as quite a ways along the course line. A to tal of seven pilots make goal - a little less than 30% . That's pretty good, altho ugh we'd like to see an average of half rhe pilots making goal. Again, a couple of pilots disagree with the decision to try to get more pilots into goal at this competition because that requires a shorter task than rhe top pilots are capable of flying. However, when pilots make goal it puts smiles on their faces , and I as well as many others feel chis is what competition is all about. 24

The fas test rime of the day is put in by Jim Zeise r on his E7 rigid wing. He is able to breeze rhe task (raking a blue-hole course line chat turns our to work well fo r him) in 1 hour and 4 1 minutes. Jim Lee is the fastest fl ex wing pilot coming in to goal two minutes later on his Fusion . Dave Sh arp is second in the rigid (sriffies) league on his Arns with 1 hour and 47 minutes . Jersey Rossignol Steal ths his way into seco nd in the flexe rs, one minute ahead of Dave. Wayne Sayer (Stealth) , Mike Barber (Topless) and Dustin Marrin (CSX) ro und out the goal finishers, with the slowest rime into the destination being 2 hours and 8 minutes. With the goal field being located only three miles from headquarters, pilots are able to report in quickly and sco res are posted by 6:30 PM that evening.

MONDAY, DAY 2 Another nice morning - partly cloudy. The forecas t is for light and variable winds from ground level to 24,000 feet. Killer! Cloudbase sho uld be aro und 15,000' . Man, chis is so cool to have options when it comes to task selection. We decide on an out-and-return of sorts. We call a towers start, then a 28-mile leg to the small hamlet of Massadona which is located along highway 40, east of Dinosaur, then back to Border Goal, some 22 miles to the west. It's a total task of 50.1 miles and it looks like we're gonna have a perfect day. Pilots launch into very nice cycles chat reach as high as 10 to 12 mph and al most all get the start and head on course. Two hours an d 6 minutes later, Dave Sharp brings his Atos into goal first, followed about fo ur minutes later by Jim Lee on his Fus ion. Mitch Shipley flies his Stealth in for second place in the softies just seconds in front of Jim Zeiser on his E7, fo r second in the stiffies. A total of 11 pilots make goal today with the slowest time being just shy of four hours. It's nice ro have almost 50% of the pilots m aki ng goal, and there's some "perma-grin" setting in on so me of the pilots' faces. Today's task moves things aro und a bit and now Wayne Sayer is in second in the flex wing division, behind Jim Lee. Dave Sharp has taken over the lead in the sriffies, just ahead of Jim Zeiser. The GAP scoring system is known for really moving the field aro und when pilots put in a good (o r bad) performance. Once

again, wi th goal being so close ro headquarters, pilots are able to view th e sco res by 7:00 pm. We're livin' large.

TUESDAY, DAY3 T he day starts out looking pretty good, but it's evident by the task meeting that we may be dealing with some thunder cells aro und us today. For this reason we call a task from Towers, northeast to Cross Mo untain Bridge, then south to Massadona. W ith th e possibility of a cellblocked course line, we call a backup chat would keep us closer to rhe mountain . T he primary is a 57.1-miler and the backup is quire a bit shorter at 28 .8 miles. As I get closer to opening the launch window I'm a bit concerned about som e development I see toward the primary course line. I get with tl1e task committee and they also have been keeping an eye on the development. After much debate we decide to call the backup task to keep things closer to the mountain and away from the development. Ir turns out to be the right thing to do. T he co nditions are spo tty and only two pilots make the short task. Dave Sh arp wings his way in after 1 hour and 26 minutes along the course line, and Jim Lee gets rhe goal flag after 1 hour and 32 minutes. Fourteen pilots are not able to get the start at all, and this devalues the day tremendously, making the high est score of the day 140 points. Once again, things move aro und a bit and the top fl exies are Jim Lee, Mike Barber and Wayne Sayer. The stiffies are headed by Dave Sharp followed by Jim Zeiser and Jim Yocum . WEDNESDAY, DAY 4 C loudy. Compl etely overcast this morning as we get together for the pilots' meeting at headquarters. I decide to hold everything for about an hour and a half while we pl ay wait-and-see. The updated forecast is for it to be clearing in the afternoon, so at 10:30 we decide to head up the hill. It's starting to clear up a bit, even though we can see som e cells on the horizon quite a distance away. The task committee decides on a task from launch to a turn point in rhe center of Dinosaur, then on to the wide spot in the road known as Massadona. I decide to move meet headquarters to the only business in MasH ANG GLIDING

1,1, ~RIOS sadona which happens to be a tavern and grill. Pilots get off the hill just fine and stare on course. There are some incredibly mean-looking clouds on the horizon . They're very dark, but I monitor them closely and see that they aren't really producing any lightning or wind. I decide to let the round continue for the time being. As I drive along the course line coward the temporary headquarters I find that, even though these clouds are very dark in the distance, they aren't threatening us coo much. Pilots dribble along the course line very slowly, dropping one our to the valley from time to time. I arrive at goal and find that fou r gliders have already gotten their goal crossings. Dave Sharp shows up first with an elapsed time of 1 hour and 5 minmes. Jim Lee, Mike Barber and Mitch Sh_ipley are also present with elapsed times from 1 hour 15 minutes to 1 hour and 22 minutes. There are lots of grins all aro und. Ir is a fun day. Pilots continue to make goal. Steve NOVEMBER 1999

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Dave Sharp (winner, rigjd wings) andJim Lee (winner, flex wings) evaluate the day's conditions. Rewolinski, Paris Williams, Barry Bateman, Wayne Sayer, Dustin Martin, Tyler Borradaile, Chris Giardina, Simon Kurth, Craig Austin and Eron Shultz all fly over the finish line with times ranging from 1 hour and 23 minutes to 2 hours and 4 minutes. Pilots really like it when they make goal, and all of them here are stoked. There are, of course, a few pilots who would have liked to fly farther, bm it is still a fun day. All the pilots and crew file into the tavern for some food and adult beverages. Today is definitely what hang gliding competitions are all about. After score calculations we find Dave Sharp still sitting on top of the rigid heap followed by Jim Zeiser. Jim Lee is enjoying a commanding lead with the flexies. Mike Barber has a good second place, bm Wayne Sayer and Mitch Shipley are only separated by 26 points, both shooting for that third-place

THURSDAY, DAY 5 Today is looking better as far as cloud cover goes, and the soaring forecast is decent, showing cloudbase in the 15,000foot range. The task committee decides on a task chat should be fun - if it's makeable. From launch, pilots will fly southeast to Dinosaur, then do a righthand, 90-degree turn and head for the Bonanza power plant out in the flat desert area in front of launch. From there they'll fly back toward the launch area, finishing in front of the mountain at border goal. Although the task looks possible early on, the lift turns out to be too light for anyone to finish the task, for the first rime in the contest.

Nevertheless, superior skill prevails once again, and Dave Sharp flies the farthest, completing 24 of the 42 miles. Jim Lee, followed by Jersey Rossignol, are the two next closest, with Dustin Martin and Simon Kurth rounding our the top five pilots of the day. Lots of pilots don't make more than the minimum distance, so the day is greatly devalued. None of the top places are affected much.

BLACK FRIDAY Ir's looking pretty decent this morning not too many clouds when I first get up at about 6:30 am. By the time the morning pilots' meeting is over at 9:30 am there's a layer of stratus starring to head coward us from the southeast. Ir's a broken overcast by the time we arrive at launch. There appears to be a clearing area to the northwest by about 12:30, so we decide to wait it out to see if the day starts looking any better. Sure enough, it gets pretty sunny around us in time to call a launch window from 1:30 until 3:00 PM. The cask will be to Massadona again, with a slight dogleg thrown in to keep the pilots over relatively civilized areas. Wind dummies are showing us that the lifr isn't going very high, so none of the competitors are in a big hurry to get off the hill. As we wait for the lifr to get better there's an ugly cell growing about 30 miles out from launch that is moving coward the northwest. We are to its northeast, so it doesn't appear that it will be a problem, but still, it's large enough to continue monitoring. About half the pilots get in the air and work the mountain face crying to get high enough to go on course line. As these

pilots cruise the mountain and its light thermals the menacing cell grows larger and larger. Still, its movement is at a 90degree angle to us, but the fact that it is growing so large is disturbing to me. I start to map its growth and see that it's making some progress our way. After contacting a few of the pilots in the air I'm convinced that we have very Ji tcle to gain if we continue to rry to fly the course, compared to what we have to lose if the cell continues to expand. I get on the radio, contact all the pilots and tell chem to go out and land immediately. The day is called off. All pilots land safely, but one or two who decide to wait around a bit before they go out to land are on the ground just minutes before the gust front associated with the cell sweeps the valley in front of launch. All is well.

TASK 6, THE LAST DAY OF THE MEET Today is drier than yesterday. Ir's looking decent. Pilots all take the drive to launch for the last time this year. The task committee meets and decides that the task for the day will be straight to Maybell. However, we'd been catching some grief from just a couple of pilots about the tasks being too short during chis contest, so we make the primary task a long one, 95 miles (just in case something miraculous happens), but we make che backup task to Maybell, only 56 miles. Around decision-making time nothing miraculous has happened, so we call the backup cask to Maybell. All the pilots get off the hill safely and the launch crew is happy we've made it cl1rough another meet at Dinosaur without a single launch mishap. Then one of the pilots decides, for a reason we still don't know, to topland and launch again. We move the pilot out to launch where he proceeds to softly blow his takeoff. He flares into the weeds below and whacks the glider over, but afrer careful inspection we determine that there is no damage. Fifreen minutes later he is rhermaling along the course line. Oh well, I guess our record wasn't perfect, but it was prerry close. I walk back away from launch and survey the setup area and the surrouncling mountain top. Pilots in the temporary, makeshift RV park that has materialized on top of rhe mountain near launch are preparing to depart for home afrer today's H ANG GLIDING

no matter how good the day's task wns.

In other words, the task committee should have set the nominal

kY Dave Sh1irp uf .my favorite flying is .in "big with long vertical dirnbs and never--ending cloud streets. Dinosaur, Colorado fits that description. Over t:he

Dinosaur

proven to be

one most consistent places in the country to run a hang glidiug meet. In the .seven contests attended at this fanmus site I remember than five valid rounds in aqy single meet. This type of flying, over the years, has top pilots from all over the world. In the last couple of years, however, has been a significant decline in pifot participation in hang gliding meets in general, and there is much spec::ulation as to the rea:· son for this, but the biggest co.mplaint ls that the air at many oF these competitions is just too big. In light of this, G, W. decided to schedule this event in Dinosr\Ul' for late sun1n1er. Typically, in late August .the die d()Wn at Dinosaur and tbe soi.uing is very consistent if not as big. In keeping with

task. Jr's the bittersweet pan of the meet for me. The last pilot has lc/i launch, the mp of the momHain is starring to look desencd, and I feel like I've pulled off another successful meet i11 which no one has been damaged. It's hard to describe this emotion, brn I rec1lizc that during a meet l fed so responsible for everyone not only for their safery bm their happiness. I very often take this feeling of responsibility too personally. I want everyone to have fun. Although most of the pilots have been telling me what a blast the meet has been, I'm a bit disturbed by the (very few) pilots who have hcen arguing for longer tasks. Could rhis be one of the reasons fewer people arc coming to meets? I've decided to find om by shooting for a 50%i com pk tion rate or higher 011 every competition day. My rhcory is that making goal equals fim. I( rhc majority of the pilots don'r ever make goal (because we're ca1ling distances for the highest common pilot denomina-tor) then rhc "average" pilot is missing out on that bit of fun. After trying for a couple NOVEMllER 1999

this, the conditions at this year's Pre-Pan American Championship were very dlffron1 those of past Dinosaur meets. winds offered the chance to fly different tasks that we've never had the opportunity to fly in the past. We e.xpedencedless mrbulencc, mostly no need frir oxygen, and several out-and.~ returns and triangles which made the competitioti not only fon but vety convenient. It was first time I can ever rernember completing a task and arriving back in Dinosaur with hours of daylight

left. Although the Pre-Pan American Championship ended up with a sornewhat low WTSS points validity, this was not so nmch due to a low goal-completion rate or tasks that weren't val.id competition flights, bm rather the result of the task committee setting the "average nominal distance" parameters too high in the GAP system. lf the taskcallcd is shorter than the average nominal distance that is p.rndetcrn:1incd before the meet stans, the day is automatically devalued,

of years to achieve goal, ifrhc average pilot doesn't make it, competition becomes less hm and he doesn't come back. J\s a result, my competitions during the upcoming year will have more achievable goals. The top pilots will pur in trnc race tirnes and the average pilot will have a reasonable oppornmity Lo complete the task. We'll sec how this all works out in the encl. I could be completely wrong. After the dust set tics from the last day the standings move around quite a bit, bm the top guys remain rhc top guys. Jim Lee on a Fusion is able to retain first place in the flexible division and Dave Sharp is able to stay on top of the unflexible division on his Atos. The awards ceremony is held at 7 :30 pm on the last cL1y of'the competition and is a catered afli1ir sponsored by the town of Dinosaur :1t the town park. Nice acrylic trophies arc presented to the winners. The pilots all speak highly of our "new" time of year competition in Dinosaur, and vow to he back for the Pan American Championships in the year 2000. Ill

d.istance for rhe meet at miles instead of 50. Regardless, this m.ect ranked very high on the fun meter compared with comps I've flown in rhe last few years. It's a real shame that so mwy pilots stay<:d away. l would highly recommend next Pan American Cham·· pionships to anyone interested in com'" petin:g in a fun, high.,desert competition. At least one other meet organizer is run:mred to be scheduling a ''big-air m.ect" during the latter part of summer 2000. Contest flying is an important tor in the over;ill health of onr sport. It offers a unique opportunity to flywith top pilots ,llld provides a proving ground for new glider designs, Many top pilots, inchiding myself, arc conce.med about the lack of new co11n,,ct1tion pilots on the comp circuit. "wouJd-be:" competitio1J pilots any ideas as to what would make flying in these great events more enticing, please write me at: Flysharpl@aol.com or P.O. B<:rn: 3809, Edgewood, NM 87015, II

RIGID WINGS

l) Dave Sharp, Air Atos 2) Jim Guggenmos E7

3) Jim Yocum., Hight Design Exxtacy 4) Craig Austin, Plight Design Exxracy FLEXWlNGS

1) 2) 3) 4) 5)

Jim Wills Wing Fusion Mike Barber, La. Mouettc 'Ibpless Dustin Martin, Moyes CSX Steve Rcwolinski, Altair Predator Barry Bateman, Moyes CSX Wayne Sayer, Aeros Stealth Mitch Shipley, Acros Stealth Paris Will.iams, A.lrnir Predator Bo Hagewood, learn Laminar

6) 7) 8) 9) 10) Simon .Kurth, Altair Predator

Complete placings may be viewed at www.justfly.com.

TANDEM RATINGS Region 4 TYNEN, GERRY: Kirrredgc, CO; M. Winclshcimer/Airrime Above! IC Region 7 HOT IENSTEIN, JODI: Stevens Point, WI; B. Kushner/Raven SALMON, JAMES: Bloomington, IN; B. Kushncr/Rnvcn Sky Sports SCHADT,.JIM: l'rinccton, IA; A. F\irkerr/Hang (;!ide TANAKA, MlYOKO: Evanston, IL; B. Kushner/Raven Sky Spons WEIR, JILL: McFarland, WI; B. Kushner/Raven Spons Region 8 RODRIGUES, AMARILIO: Newtonvillc, MA; J. Ni(:olav/ll~orningsiclc FP Region 9

DURDIL, NICHOLAS: Elyri,1, OJ-I; N. Lesnow/Flying Adventure

Region 4 CHAU, LA: Logan, UT; C. Baughman/Urnh Mm HG HOLTON, PAUL: Steamboat, CO; R. Cizavskas/Wasatch Region 6 BUSHMAN, PHfLIP: St Louis, MO; R. Whitley/Gunnison Cliclers Region 7 AGUDELO, RICK: Laingsbmg, Ml; T. Tillman/Cloud 9 Sport Aviation ARNOLD, DREW: (;recn Bay, WI; C:. Thoreson/Lookout Mm FP HOHENSTEIN, JODI: Stevrns l'oi111, WI; B. K11sllllcr/Ravcn Sky Sports LOHRUM, MICHAEL: Edwardsville, IL; M. Tabcr/Lookour Mm Fl' LOHRUM, SUZANNE: Edwardsville, IL; T. Hager/Lookout Mrn Fl' REED, ROBERT: Warren, Ml; N. Lcsnowfflying Adventures SALMON, JAMES: Bloomington, IN; B. Kuslrncr/Ravcn Sports SCHADT, JIM: Princeton, IA; A. Birkcrr/Hang Clicle Chicago TANAKA, MIYOKO: Evanston, IL; B. Kushner/Raven Sky Sports WALMA, CURTIS: Crand Havrn, Ml; T. Tillman/Cloud 9 Sport

Region 10

SCHNEIIWR, BENJAMIN: Winrcr Haven, FL; N. l.csnow/Flyi11g1\dvc:un1rc TURNER, JIM: Trussville, AL;]. Prahl/Lookou1 Mtn Fl' Region l l BARRY, MARK: Dayton, TX; M. Labado/1.ookom Mtn FP

Region 8 O'ROlJRKF, DANIEL: l.cnox, MA; K. Salko/Morningsidc FP PRADO, DAVID: Taumon, MA; J. Atwood/Earrh & Adventures SANDAK, DAVID: Weston, CT; c;. Black/Mo1mrain Wings Region 9

RATJNGS Region J SMITH, JEFF: Brookings, OR C:.D. Prathcr/1 )ream Weaver !IC WALLMAN, LAWRENCE: Seattle, WA; P. Cray/Cosley-Cray HC Region 2 BAKKE, BRENDA: San Jose, CA; S. Buck/Mission Soaring BELL, TTMOTHY: Volcano, CA; C.D. Prather/Dream Weaver HG COSTANZO, GT.EN: Livermore, CA; P. Dencvan/Mission EDINGER, ELIZABETH: Berkeley, CA; J. Woodward/Narum/ HADNOT, JASON: Concord, CA; S. Buck/Mission ROGERS, SHINE: Monterey, CA; S. Schuster/Western He; SALMERON, JORGE: Palo Alto, C:A; P. Dencvan/Mission Soaring SPECK, STEVEN: San Jose, CA; P. Harlow/Mission Region 3 BORDELON, TERENCE: Los Angeles, CA; A. Ilecrn/Winclsports Tm'l BROWN, ERIC: Los Angeles, CA; R. Yfc:Kcm.ic/l-ligh Adventure DE BARROS, MARCELLO: l lumington Bch, CA; R. Mcl<cnzie/Higb Advcnrnre ESTRADA, AARON: Burbank, CJ\; I\. l'>ccm/Windsports Int'! GRAHAM, SF.AN: Venice Beach, CA; A. Bcern/Windsporrs Jnr'I HUDSON, TERRI: Sama Barbara, Ci\; J. Gardner/Fly Away UCON, JEI1P: Santa Barbara, CA;]. Gardner/Fly Aw:1y MC BRIDE, VICTOR: San Diego, C/\; R. McKenzie/I ligh Advenrurc PFEIFFER, JAN: Yorba Linda, C:A; R. McKenzic/l ligh Adventure TRACY, DAN: Paia, HT; G. Putnam/Haleakala HC WAUGH, SCOTT: Los CA; J\. Bccm/Windspons lm'l

213

BUTLER, TOM: Mcrccrsbmg, !'A; T. Hagcr/Lookom Mm FP CHEBAN, GENE: J,alJs Church, VA; S. Bernier/Kitty Hawk Kites CHONG, ELISE: Landsdale, l'J\; S. Bcrnicr/l<itty Hawk Kites DOYLE, TIMOTHY: Euclid, 011; T. Hagcr/Lookom Mm FP DURDIL, NICHOLAS: Elyria, OJ-1; N. Adventure HALL, CT.AUDE: Ruckcrsvillc, VA; S. Wendr/Bluc HUNDLEY, TERRY: C;corgcrown, KY; R. Knighr/Lookour Mm Fl' NIMMO IT!, JAMES: Woodbridge, V/\; S. Bernier/Kitry Hawk Kites SMITH, GREG: Shrcwbury, PA; K. Safko/Morningside FP Region 10 CHAMNESS, DAVID: Camon, CJ\; C:. Thoreson/Lookout Mm J,p COHEN, DR AVRIEL: Welton, FL; J. Tindle/Miami HG EDWARDS, SAMUEL: Acworth, CA; C. Thoreson/Lookout Mtn FP GERHARDT, DAVID: Hillsboro Bch, i:I.; J. Tindle/Miami HC GERHARDT, MARK: Hillsboro Bch, FL; ].Tindle/Miami HG GRAPER, ERIK Marietta, CA; T. I lager/Lookout Mm FP GRAPER, KRISTOPHER: Marietta, GA; T. Hager/Lookout Mtn fl> GURSOY, JOHN: Naples, FL; J. Tindle/Miami rn; HART, DAVID: C:oconm Creek, FL; R. Lane/Miami HG HOLCOMBE, RUSSELL: Birmingham, Al,; C. Thoreson/Lookout Mm J:P HOWARTH, JON: Florence, SC:; T. Hagcr/Lookom Mm Fl' JOHNSON, MARK: SLcmc Moumain, GA; C. Thoreson/Lookout Mm PP I.ARSON, STEVEN: Pompano Ikh, FL: K. Munn/Miami l-!(; NIETO, AGUSTIN: Miami, FL; J. Tindle/Miami JI(; PIENAAR, PINE: Deland, FL; C. Thoreson/Lookout Mm FP PLEMONS, JOHN: Hickory, NC; B. Crydcr/Foorhills FP SCHNEIDER, BENJAMIN: Winter I favcn, FL; N. Lcsnow/Flying Ad·vernLme TFRWILLJGER, MICHAEL: Caincsville, FL; T. Hager/Lookour Mm Fl' 'T'I TOMAS, JAMES: Charlone, NC; C:. Thoreson/Lookout Mm FI'

HANC GLIDINC

Region J 1 BARRY, MARK: I\1yron, TX; M. l.ahado/Lookom M tn FP GIARRUSSO, ARMAND: New Orlccms, Li\; C. Thorcson/Lookom Mm FP KITZMILLER, AMY: J\11Srin, TX;/. I lunr/Go ... Hang Cliding OSTERA, VINCENT: l louston, TX; C:. Craham/Crossrnads \v'indsports Region 12 BAU., PAUL: Purchase, NY; C. Black/J\.1o1mrai11 BETANCUR, JUAN: Sloarsburg, NY; P. Voigh1/Fly l ligh 1IC CAT.KINS JR, MFIVIN: C:orninp,, NY; D.S. Jcwd!/Fly I I IC COLVTIJ.l;., GEORDIE: Brooklyn, NY; P. Voightll'ly l ligh I re; DE LA VEGA, EDGAR: /\'ew York, NY: T. Hagcr/l.ookorn Mtn Fl' GOODMAN, JEAN PAUL: New York, NY: K. Salko/Morni11gsidc Fl' KOZIY, YURIY: l lcmpstc,1d, NY; G. Black/Mounrain Wings LA BARRE, STEPHEN: C NY; S. Bernier/Kitty I lawk Kires VAZQUEZ AGUIRRE, RAMl·~'i!S: l'arsippany, NJ; C. Black/Mm111tai11 Wings VRANES!(]!, PlffF: Flanders, NJ; C. Black/Mountain

Region l WALLMAN, LAWRENCE: Seattle, WA; P. ,,1:1V/\A>s1cv-,.,"" HC Region EWFRT, DAVTD: Srockton, CJ\; C:.D. Prather/Dream Weaver l JC; ROGERS, SHINF.: Monterey, C:A; S. Schuster/Western I JC SHIELDS, MICIIAFL: Cupmino, CA; D. Younr/Mis,1ion Region 3 ARENAS MENA, CESAR: Pasadena, ( :A; J\. "''·"'"1w1,n,kn,,r1, Int'! BROWN, lZR[C: l.os Angeles, CA; R. McKenzie/High Adventure DE BARROS, MARCELLO: J lunri11gton Bch, Ci\; R. Md<cnzic/l ligh Adventure GRAHAM, SEAN: Venice Beach, C:A; J\. lkcrn/Windspons lnr'I HUDSON, TERRI: Santa ll,1rbara, CA; J. G:mlncr/F!y UCON, JEFF: Sam:1 llarh:1ra, C:A; J. Cardncr/Fly Away MC BRlDE, VICTOR: San Diego, C:A; R. Mcl<cm.ic/1 Jig!, Advcnrnrc PFEIFJ!ER, JAN: Yorli:, Linda, Ci\; R. Mcl<cm.ic/High J\dvcmurc THOMAS, SHAWN: Burbank, CA; A. Bccm/Windsports lnt'I TRACY, DAN: P,1ia, f II; G. l'utnarn/f !akakala HC WAUGI-l, SCOTT: Los i\ngclcs, CA; A. Bccm/\Xli11dspons Jm'l Region 4 CHAU, LA: Logan, UT: C. lhugh,mn/Urah Mm I I(; FLFMMIN(;, ALAN: Durango, CO; M. 1:rancis/Mou111ai11 West l!C HOLTON, PAUL: Steamboat, C:0; R. Ci1.avskas/Wasa1ch Wings Region AGUDELO, RICK: l.aingshurg, Ml; T. Tillman/Cloud 'J Sporr Aviation ARNOLD, DREW: Crecn !·by, WI; C. Tlrnrcson/l.ookout Mm Fl' HOHENSTEIN, JODI: Srcvcns Poin1, WI; B. l(ushncr/Raven LOHRUM, MICHAEL: Edwardsville, IL; M. Tahcr/l.ooko111 Min Fl' LOHR UM, SUZANNE: Edwardsville, IL; T. I lager/Lookout Mm 1:p REED, ROBERT: Warren, Ml; N. l .csnow/Hying Advcn111rcs SALMON, JAMES: Bloomington, IN; 11. Kuslrner/Ravcn

NDVEl'v\llrn 1999

TANAKA, MfYOKO: Fvansron, TL; B. Kush11cr/Ravc11 Sky Sports VAN E'fTEN, SHANE: Clenwood, fL; A. Birkett/I Clide Chicago WALMA, CURTIS: Crand I faven, Ml; T. Till111an/Cloud 9 Sport Region 8 HOYT, CHRIS: Ansonia, CT; C. Thorcson/!.ookour Mm Fl' KLEIN, PETER: Branlcboro, VT; K. Salko/Morningside Fl' LARSEN, GEOFFREY: W Dover, VT; D. FP Region 9 BUTLER, TOM: Mercersburg, PA; T. 11:iger/Lookour Mtn Fl' DOYLE, TIMOTHY: Fuclid, 011: T. !-lager/Lookout Mm J:P Ili\U, CLAUDE: Ruckcrsvillc, VA; S. Wendt/Blue HENGEN, STEPHEN: Frederick, MD; I\. 1-lawk Kites MOR.El .AND, SHANE: Momualc, VA; S. Wendt/Blue Sky Region JO CHAMNESS, DAVID: Camon, CJ\; C. Thorcson/l.ookom Mrn Fl' COHEN, DR AVRIEL: Welton, Fl.; J. Ti11dlc/.'v1iarni l !(; CROFFORD, JOIIN: Monroe, NC; B. Crydcr/Foorhill.1 Fi' CERHARDT, DAVJD: 1lillsboro Bch, FL; J. Tindle/Miami I lC GERHARDT, MARK: Hillsboro l1.ch, FL; J.Tindlc/Miami HC GRAPER, ERIK: Marictra, CA; T. J !agcr/Lookom Mt11 Fl' GRAPER, KRISTOPHER: Marietta, GA: T. I lager/Lookout Min FP GlJRSOY, JOHN: Naples, FL; J. Tindle/Miami HC HART, DAVID: Coconut Creek, PL; R. L:rnc/Miami HG HOLCOMBE, RUSSELL: Birmingham, AL; C. Thorcson/1.ookour Mm FP HOWARTH, JON: Florence, SC; T. Hagcr/Lookour ldtn Fl' JOHNSON, MARK: Stone Mou main, Ci\; ( :. Thorcson/l ,ookout Mrn J:p I.ARSON, STEVEN: l'omp:rno Bch, i:I,; K. Munn/Miami JIG NIETO, AGUSTIN: Miami, FL;J. Tindle/Miami !lC l'AUJ.SEN, MATTHEW: Raleigh, NC; S. Bernier/Kitty Hawk Kites PIENJ\AR, PINE: Deland, fl,; C:. Thorcson/I.ookour Mtn fl' Pl.EMONS,JOHN: Hickory, NC:; B. Crydcr/Foorliills FP RAMSEY, A RICHARD: Canton, CA; M. Taber/I .ookou1 Mtn Fl' TERWlLl JGER, MICHAEL: Caincsvillc, FL; T. I lager/Lookout Mm Fl' THOMAS, JAMES: Cl1arlorrc, NC; C. Thoreson/Lookout Mm Fl' Region J l GIARRUSSO, ARMAND: New Orleans, I .A; C. Thorcson/1.ookom Mm OST'ERA, VINCENT: Houston, TX; C. Craham/C:rossroa<ls Windspons WALDER, MATTHEW: Richardson, TX: I'. Harlow/Mission WHEELER JR, LEVOY: Austin, TX; J. Hunt/Co .. Hang Cliding Region 12 BETANCUR, JUAN: Sloatsburg, NY; P. Voight/Fly! ! lC He; COI.VfU.E, GEORDIE: Brooklyn, NY; P. Voight/Fly I KOZIY, YURIY: Hempsrcad, NY; c;, Black/Mrnmtain Wings LA FORTUNE, KAI: Rochester, NY; I l. Bocssl/Rocl1cstcr Arca

Region l CASEY, GREGG: Bremerton, WJ\: D. Campbe!l/Far Up Free Flight CULl,ER, JIMMY: Arlington, WA; I). Fox/(: II c: C

Region 2 HAYS, JIM: Reno, NV; J. Woodward/Natural LANDSTROM, RAY: Oakland, C:A; D. Joncs/W OR

Region 9 HUDDLE, CIIRISTY: Harpers Ferry, WV;

MJCl!ELSEN, WAYNE: Mm View, Ci\; I'. lkncvan/Mission STF.ICHEN, PATRICK: Sacramento, CA; c;, Hamilton/Sacramento JIG WANG, RICHARD: San Jose, C'.A; P. Dcncvan/Mission WATSON, CI IRIS: foster C:ity, CA; C:.D. Prather/Dream Weaver llG

Region 3

ONE Region 10 MASHY, TIKI: Lake Worrh, J:L; J. Tindle/Miami HG WOODRUFF,JON: Rising hiwn, CA; M. T:rhcr/Lookom Mm FP

CORDES, PATRICK: T l11nrington Bch, CA; R. McKenzie/High Advcnmrc

GUNTER, TIM: Hollywood, CA; J. c;rehlo/Windsporrs Int'! IUUANF.I .U, LISA: La Mesa, CA; J.Ry:rn/l fang Center UJTGES, SEBASTIAN: Newhall, Ci\; 1:. Ballard NIEDZlEl.A, STEVE: Irvine, CA; R. Mc:l',cnz1,::/J·t1gL Adventure PEJCINOVIC, MIROSLAV: Chino, CA; E. Smith/Ariwna Airfoils PFEIFFER, JAN: Yorba Linda, C:A; R. McKenzie/I ligh Adventure PONZIO, NOAH: Van Nuys, C:A; A. Bccm/Windspons lnr'l

Region IO LANE, ROBERT: Coconur Creek, fl.; J. Tindle/Miami HC

Rcgion 7 HEBB, CHRISTOPHER: Blooming1011, IN; B. Bryden/Williams 1,11<,111·'w,,u,n,"

fORREST TU, WILLIAM: Wooclbriclp,c, VA; c;. DcWolfi'Fly America

Region 9

MANUEL, BILL: Saint Cloud, MN; D. Johnson/Superior Dragon 1:Jyers Region 8 LARKIN, DR PlIIUP: Springfield, VT; R. Corbo, Jr/Earth & WINSOR, JOHN: Willi.sron, VT: R. Corbor Jr/Fanh & Adventures Region 10

DAVFNPORT, VIRGIL: Trenton, GA; C. Thorcson/l.oolmur Mrn J:p YOONG, RICK: TclJnessce Ridge, TN; C Thoreson/Lookout Mm FP Region]]

CLOSE, CHRIS: Austin, TX: J. llnm/Co ... l Jang Cliding Region 12

BETANCUR, JUAN: Sloatsburg, NY; P. Voight/Fly High HG COLVILLE, GEORDIE: Brooklyn, NY; P. Voight/Fly fligh HG ORMOND,JAMES: Harbor Twp, NJ; D. Yount/Mission >,m,rm,1,t:en1cr

RANK SCHOOL ....................................... BEGINNER l Lookout Mountain Flight Parlc ........... ,....... 138 2 Wallaby Ranch ............................................ 124 3 Kitty lfawk Kites .......................................... .42 4 Mission Center ................................. 37 5 Miami Hang ·u,,u,111)!, .. , ....................................1 6 Morningside Flight 7 Windsporrs !nternational ............................... 18 8 High Adventure ............................................. 16 8 l<.aven Sky Sports ........................................... 16 9 Austin Airsports ............................................ .15

1999 10 NOVICE (HANG 2)

ADVANCED Region I MUECKE, ROSS: Ona la.ski, WA; L. Jorgensen/ Air Adventures Region 2

BAIIK, DJ: Santa (:Iara, ( :A; F. Tall ( :hid/American Indian Airforcc Region Ii WAHLBRJNK, KWADE: Carbondale, CO; B. Faris/From Range IIG

Rcgion 7 BlRREN, PETER: Flk Crnvc, lL; A. Birkcrt/Hang Glide Chicago Region 12

BETANCUR, JUAN: Sloatsbmg, NY; P. Voight/Fly High l IC

RANK SCHOOL ............................ ,............... NOVJCE l Lookout Mountain Flight Park .................... 135 2 3 4 5 6 7 8 9 10 ]0

Wallaby Ranch .............................................. 51 Miami Hang Gliding ......................................% Mission Soaring Center ................................. 24 Raven Sky Spons .. ,. ....................................... 20 tiigh Advcnture ........... ,..,,. ........ ,. ... ,. ............. 16 Kitty Hawk Kites ........................................... 15 Windsports International ............................... 14 Morningside Fl.ight Parle ............................... 13 PlyAwayHG&PG ...................................... 12 C;),,uest Air ...................................................... ."! 2

Rankings were comJJilcdfrom ralings JJublished in the }rmuary through November !999 issues 1!{tfang Gliding mc/fm.zin•e.

H/\NC Gii[)INC

ATOS

Competition: 1999 World C~ampiemhips .. ... 1st Wallaby Open ... ....... ...... ....... 1st Pre-American .. ..... .. .... ... .... .. .. 1st

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ATOS

PILOT REPORT

The Topless 11 PERFORMANCE FOR LIGHTWEIGHTS by Claire Pagen

hadn't flo wn a French glider since 1987. Even though I learned to hang glide and spent the first four years ofmy flying career in France, it wasn't long before I bought a foreign glider. Recently, when I learned that La Mouette (seagull in French) was coming up with a small version ofthe Topless, I saw an opportunity to go back to my roots. And I wasn't disappointed 34

H ANG GLIDI NG

Thcvenot, I .a Mouerte owner, bn)mtbt a small Topless LO the \Xlorld Meet at Monte Cucco, Italy and I was able to log 14 hours on it in various con-ditions. This was only the third topless model I had ever flown, but I was able to get well acquainted with the glider's temperament and ro fly wirh enough pilots to compare performance.

DEVl~LOPMENT OF THE TOPLESS 11 Nostalgia or homesickness had nothing to do with my choice of flying French again. The trnrh is, few arc the manufocmrers who dedicate time and funds to developing a glider small enough for the very lighr. The market is small and test pilots of the right stature arc a scarce commodity. However, jockeys don't hire sumo wrestlers to test-ride their horses. La Mouctte went about it the right way. The manufacturer's goal was not only to make a smaller version of an exist· ing design, hut to improve i1. The Topless 12 had been developed by cutting the trailing edge of rhc large model and refin-· ing ir with vario11s adjustments. This may not have been the besr way to create a smaller glider, and besides, it was still too large a glider for really light pilots and the Japanese market. So the development of the 11 was dif. ferent. Virst, all dimensions were reduced. All main tubes (leading edges and crossbar) of the 1 1 arc smaller than those of the larger sizes. This is nor the most economical way of manufacturing a small topless wing since it requires making a different mold for a shorter carbon-fiber crossbar, but it was {cit that this was necessary for rhc success of the design. The initial testing was made by a 59-kg (130-lb.) rest pilot. Then lighter pilots were called in to reline the adjusrmems. They were uot professional test pilots, so Ctirard had them perform /lying exercises in the air. I le measured the glider's reaction times by communicating with the pilots by radio, observed rhc resuhs and listened to the feedback and needs of the lightweight pilots. The result is a glider well adapted to bantam pilots. The hardware and setup is similar to that of the larger 'fopless. This was described in the August 1999 issue of lfang Gliding magazine. I would urge you to refer to this past article to refresh your memory if necessary. NOV!Mllff, 1 999

GETTING"~"·~,~, .. My first flight on the small Topless was on a smooth and scratchy day. Launch conditions were very light. The glider felt conif<ntablc during ground handling and is perfectly statically balanced. 'faking off in very light wind 011 a medium flat slope was very easy. The downtubes could be a hit shorter as it would be difficult to carry the glider with wheels on the haserube but the control bar is narrow (l'rn S' and it rested on my shoulders. T'hc overall grade for ground handling is very favorable. The thermals were slow and elusive down low, but l had no difficulty stepping up. Ir rook me abour half an hour to figure out the handling. I quickly found that the glider handles very well when flown slowly. There is no advantage gained in mancuvcrabiliry by pulling in before turning. In addition, the bar can be pushed way our without a stall. After playing around at cloudbase for a while l tried rhc VC system. Pulling rhe cord is effortless and three long pulls arc necessary to ohrain the full-right position. The change in bar pressure and position is dramatic. With the VC of{ rhc glider has quite a bit of pitch pressure. l don't mind this fcanirc beca11sc ir reminds me not to fly too fast. With the VC full-on the bar moves back and bar pressure is greatly reduced. Ir is not tiring and very easy to go fost. The glider has absolutely no tendency to oscillate at high speeds. This will be a welcome fcat11re when it comes ro acrotowing. Incidentally, since La Mouctre is located in rhe flats of Prance, all factory testing is done with aerotowing, which preny much guarantees that the rowing characteristics of a I .;i Mouerre glider will he adequate. With my I IO pounds I could fly faster with the 'foplcss than lever had. My airspeed indicator read in the low 50's with the bar not quite pulled in all rhe way. I know that most heavier pilots will think rhis is not very fast, b111 believe me, for a lightweight not pulled in all the way, it's very good! Then I went foll speed. My vario screen disappeared from view and l don't actually know how fast I ended up going.

THE TOPLESS CHARACTl<'.R T'hc 'J'oplcss I l and l got along quite well in all kinds of flying conditions. Dming the six flights I had on the glider I Hew in

everything from marginal to very thermally conditions, and in a wide range of wind speeds (light 10 howling winds). On occasion conditions were quite burnpy, but r did not feel uncomfcmablc in any solid case. At all times the glider frlt and safe. The curvccl-tip design the '!c)pless most likely helps dampen the effects of turbulence. The Topless I I is not certified. La Mouettc is waiting to sell l 00 of the small version before making the expensive investment in certification. However, extensive testing has been done on the La Monette truck and the glider passed all safety pitch rests wirh f1ying colors. In focL, the factory setting for the sprogs is even a bir higher than those that were used during rhe tests. 'lwo versions of the small 'fop less are available. l flew the standard model, but a lighter version is also available. This latter glider has a lighter sail and the airframe is more flexible. Gerard Thcvenot suspects it may have less performance than the heavier design, although no real comparison tests have been done. On landing, the 'foplcss has very pb1s-ant characteristics in both no-wind and high-wind situations. l did manage to mess up one landing out: of six, but I suspect I let the glider fly too slow in windy and somewhat turbulent conditions.

T.HE BEST FOR LAST The Tr>pless I J's sink rate is comparable to that of all the other gliders with which l flew. Its small size definitely did not put me at a disadvantage. Very little high-siding is required while 1hennaling. 'This characteristic saves energy and prevents over-tiring. l did some glide comparisons at all speeds. We got high, headed out from the mountain and rnaimained a constant airspced side by side. I was thrilled to find that the small Topless shines in this respect. (This is always a sticky point with smaller gliders,) What else is there to say about performance? In my estimation the 'foplcss 11 is a top--performing kingpostlcss glider for very light pilots (its recommended pilot weight range is 88 to 132 lbs.). With the 'fopless 11 you will not be at a disadvantage compared to the big boys if you're within the weight range. Tlicrc arc many Continued rm page 56. 35

REGION I Steve Roti

Incumbent

Scott Gasparian

Incumbent

My platform is the same:: Safety, Sites, and Social. The: main goal of USl--lGA should be: to promote safe: flying through high instructor standards and information. Ncxr, we should he making sure that we keep the flying sires we have and try to open nc:w sites (including parks!). If there's any dosh lefr after all that, it should be spent on fly·-ins and competitions and a serious effort to publicize the sport. Region 2 pilots arc still welcomed and encouraged to contact me dirccdy by e-mail or phone for inpur or questions. Fy safe!

Nominee For those Region 2 members who haven't met me, my name is Jamie Shelden. You may have seen me at one of our Northern Califor-· nia or Nevada sites flying my Exxtacy. I've been deep into hang gliding for about nine years now and it's safe to say I'm addicted 1 fly an average of40 weekends per year. When l'm not flying, which isn't often, to support my habit, T am a 'fradcmark Attorney practicing a1 a Palo Alto firm. For the past several years I have been very active in local hang gliding clubs like the Wings of Rogallo, C'.oastal Condors and the Fellow r:eathers. 1n the spring of l 998 I entered my first hang gliding competition and had a blast-; l've hc:en to every

cornpetition J could possible: squeeze: in since then. ln a roundabout sort of way, rhc: competition scene hrought about a desire: 10 get more involved with our sport on a national level. I have: auc:ndcd the last two USHGA Board meetings and learned a great deal about how the organization is run. We have many good, hardworking individuals representing us. However, l do believe a fresh perspective is healthy for any organization and would most definitely be welcomed by the USHGA. · rhe issue of greatest concern 10 me and so many USHGA members is growth. There is strength in numbers! Over the years f've been flying there has been a steady decline in our numbers. I would like to see thar change; in particu .. lar, I would love to see more: women getting involved in our sport (and I'm sure most of the men in hang gliding would agree!). One of the: most important things we can all do 10 increase our numbers is to project a positive, safo image of hang gliding. I would like to work with the USHGA to gain more of this kind of cxposu re. Another important issue to the USHGA in general and Region 2 members in particular, is site preservation and acquisition growth makes rhis possible. Although it is often challenging in a populated area like the Bay Area, 1 want to work to find and establish new sites and make sure that our local sites arc not jeopardized. I hope: you will give me the opportunity to put my c:nrlrnsiasrr1 and energy to work!

REGION

John Greynald ("Little John") -

Incumbent Hi Region 3 pilots. I assumed Tunmy Burcar's Direc10r position last year when 1he growth of her flight school consumed the spare time she needed to be an effective Director. I have been flying since 1981, and the

3,000+ hours I have accumulated have primarily been from thermali ng flex wings. I have flown at, or am familiar with, most of' the popular sites in the west. Many of you know me: from the compcrition circuit. The countless hours I've spent hanging with pilots bas given me the confidence to represent the viewpoint of the: average rigid, hang, paraglidc:r or competition pilot. My motivation to be a Director is not financial. I'm 1wt in the "business." I want to contribute to our spon because l'm addic1ed to flying wirh my old and new friends. Working as a Director is a great way to help save existing sites, create new ones, and increase our membership. My experience in dealing with bureaucracies in Sama Barbara and elsewhere in California is an asset. Please call me if you need help with sit-e problems, promotional ideas, or presenting your needs or opinions to the USHCA Board. 1 think all of us believe that personal flight has the ability to catch on in a big way, so keep the faith. [f we: all do our hi1 we arc sure to achieve the growth and recogni .. tion our sport deserves.

Gregg Lawless

Incumbent

Hi, my name is Gregg Lawless. l have been involved on the Board of' Directors for over 14 years now. During that time I have been very active as an Executive Committee member. In fact, after having served as the: Association's president for four years, I stepped down from the Executive Committee for approximately three years. A year ago I was reelected to the President position. I've been flying hang gliders for over 25 years and occasionally fly paragliders. Unfortunately, my flying has been extremely Ii mired over the last few years due to bo1h business and personal com· minnents (rny family and high school baseball). However, I still have a strong interest in flying and helping guide this Association in its efforts to grow and become: the leader in member-based sport aviation organizations. J n fact, J am working on a couple of projects now tha1 l am hopeful will make the Association a 111\NC GL!DINC

little more responsive to membership needs as well as provide the USHCA with more clom in the political world. Over the years l have been active in the areas of insurance, safety and training, tandem, finance, and w,1s instrumental in assisting with rhe integration of paragliding into the USI!CA. T especially want to become more involved in ftnance, member-· ship and development and assisting i11 developing a plan l<ir the direction this Association will take over the next IO years. In summary, as a voting member you need to ensure that die person you elect as a Regional Director understands the issues facing this Association and is capable of implementing the changes necessary ro take the Association to rhe next level of professionalism. I feel that I am rhat person and would urge you to vote for me. So tear out your ballot, fill out the survey, vote for Cregg Lawless as Director Cor Region 3 and pnt that st1ckcr in the mail. Don't procrastinate or you won\ do it. Jt1st do it, now.

I have gained political experience during the Water Gap Club's efforts to change the federal laws. These changes introduced foot-launched, powerless free flight as a pcrmiucd traditional use along the entire Appalachian Trail Corridor. During these efforts, I established a strong link between our local club, the USHCA and my local congressional oHtcc. These included meetings with the I )epartmcm of l merior, Congressman McHale (rel ired), and the ATC. The beginnings of the current NPRM (Notice of Proposed Ruic Making) effort ro legitimize and standardize powerless free flight on and over public lands nationwide formed from these efforts. I will be available to attend the Directors' meetings due to the flexibility allowed operating a small business. 1 have owned and managed my own business successfully for 25 years. [ look forward to helping shape the future our sport.

Jncumbent Incumbent

Jim Zeiset

V Frank Gillette

Jneumbent Incumbent

Ihe Power of'the USHGII

Jeff Sinason

Tncumbcnt

David R. Leggett Nominee My name is David R. "Randy'' Leggett and I would like to be Regional Director for USHGA Region 9. I have been an active member of the USHCA #330(i9 (IV) since the early 80's (1981 ?) and concurrently a member of" the Water Cap I fang Gliding Club (Chapter #/iii). I have served as a chapter officer (treasurer) in years past and am currently serving as president. My flying includes over 700 flights, 750+ hours, 1,800+ X-C miles, flying more than 20 different wings including recent instruction in paragliding. l have flown tandem, aero/platform/trike tow, as well as limited competition experience (FCC's, Chelan Open, Regionals). NOVEMlllR 1999

The USHCA is an organization made up of hang glider pilots and paraglidcr pilots. The Board of Directors is made up of pilots who have enough respect from the rncm-bcrs of their Regions to he elected to serve on the Board of Directors. The Directors elect the officers of the USHCA. The officers select the Executive Director. So, who has the real power in the USJICA. YOU do. A Director is on the IK)D to serve the pilots who elected him. Thus, if you want ro use your power ;is a pilot in the USHCA, you must elect a Director who is responsive ro you, and rhcn you must tell him what you want from the USHGA. Some of the things with which I have been concerned while l represented Region 1 I arc safety and training and competition. In safety and training, [ have worked with others ro improve the Instrucror

'li-aining and Certification process. I h:1vc also been working on improving the accident reporting process. In the Competition Committee, [ supported having aerotow meets at both Wallaby and Quest Air along with presenting the package for the Region 1 l Regionals. In rhc general meeting, I have paid close ancnrion to the debate on whether ro combine Hcmg Gliding and Ptlmgliding into one magazine, and f have asked the I !ousron Hang Gliding Club and the North T,:xas Hang Cliding C:luh for their opinions abour this crucial and controversial issue. [ believe that [ have been quietly influential in resolving a number of hard-fought issues in the various committees with which 1 have participated. As Regional Director, [ believe rhat it is not my joh to tell people what to do, hut to listen to what they have to say and carry those thoughts and ideas ro the BOD meeting. Also, [ am responsible for helping the members in my Region to interact effectively with rhe USHCA and the USHGA of"ftcc. I am very concerned with being ethical and not !cuing my personal or business issues influence any actions I take as a member of the BOD. If you, as a pilot, want ro have your say with the USHGJ\, rhen you should ler me know whar you want said. l you have a problem with the US I l CA, r am your first line ofcontacr for the resolution of that problem. I can be reached at (972) 390-9090 dming the evenings, (972) 839-6242 when I'm out flying or teaching. My e-mail address has changed to broydgv1'homc.nct. My home address is Dave Broyles, l l Ellis Dr., Allen, TX 75002. Remember: I'm not important, YOU arc.

Nominee I have been hang gliding since 1987 and hold Jiang IV and Tandem [ ratings. l learned ro fly in Alamogordo, NM and flew for several yc;ns as a confirmed "mountain pilot." Several years ago I moved to Texas and am now a con-firmed "row pilot." I hold the Dallas X-C record of I 03 miles which I earned last year in our record 100+ degree heat. My Continued on ptt,Re 46. Kent Robinson

began to surface. The company is owned by Matthias Betsch. In talking with Matthias, I've learned that Flight Design was started abom 20 years ago. Their first products were hang gliders, and Lner the product line was expanded lO include 1dtraliglirs and paragliders. In 1997 rhc er: Flight Design's two-place general aviation aircraft, was certified. Since 1995, when Flight Design teamed up with Pelix Ruhle to design the Exxtacy, over 500 Exxtacies have been produced and sold worldwide. The company designs and manufactures its product line from two facilities in Germany and the Ukraine I AIN'T AFRAID OP NO GHOSTS First, an answer to the obvious question. Why did the owners and designers of Flight Design name their next-generation rigid wing the GhostBustcr? When flight Design was midway rhrough the design of the Fxxtacy's successor there were rnmors of other hang glider manufacturers pursuing their own responses ro the innovative Exxracy. There w;is no real detailed information available on these projects, so the Flight Design team felt that their c:ompcricor's products were nothing more than "ghosts." Their next-generation rigid would serve as a Ghost Busler. As humorous as the name is, 1 chink it implies a great deal about the designers' courage and confidence.

The development and release of the 17xxtacy by f'light Design was an evolutionary event. 7J1e Exxtacy represented the rebirth rif the rigid wing, and it has inspired pilots and designers at least as much as the release of UP's Comet in 1980. 've been intrigued by the performance advantage afforded by the Exxtacy, but because of irs greater weight I've chosen to be patient and wait for the next srep in this evolutionary

process. I don't need to wait any more. ABOUT FLIGHT DESIGN Most of us never heard of Plight Design until 19c)7 when rumors of rhe

WHAT IS IT? 'The GhostBuster is a DHV-certified, foot·· launched, Dacron sail-covered, carbon-fiber D-spar, hybrid/rigid wing. Pitch is controlled by pilot weight shift, while roll/yaw is achieved hy movement of' the control frame, which activates spoilerons on the upper surface of the wing. Glide control and climb rate optimization arc achieved by pulling a VC-likc rope and jam cleat arrangement at the right corner of the bascrnbe ro deploy flaps along the trailing edge. A LEADING-EDGE LEADING EDGE Hight Desig11 has utilized several startling aerodynamic design co11cepts. The (;host· Buster employs an astonishing new profile and geometry based on design work done in the rnid- l 980's by professor Karl Nickel. Flying wing enthusiasts may recall that Profossor Nickel was involved in the design of the Horten Wings. The GhostBuster's D-spars and wing geometry were designed as a "dou blc hourglass"; the chord HANG CLID!NC

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Exxtacy 160

G hostbuster Flaps Extended

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Area (sq. ft.)

160

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pie, but it is clear chat a lot of thoughc went in w designi11g the flap syscem so that it wo uld be reliable and easy co sec up. Each flap is instal led in a six-seep process: The oll[board pin on che fl ap is inserted imo a bushing on its corresponding rib. The forward edge of che flap slides into che rear slots of the ribs, and a brass rod, which is mounted on che forwa rd edge of che flap, slides imo a delrin block mac serves as a guide. T he accivacion cable is anached w che forward edge of che flap at its root with a snap-shackle, and anocher slider is pinned w a fining at che keel. Finally, che flap accivatio n cable is pinned w the afr edge of the flap at ics rooc. This procedure seems a bit complex at first, buc should feel natural and familiar after a one has sec up the glider a few rimes. The other challenging addition w che semp process is die installation of di e fiberglass tips. While noc difficult, it does cake a licde time w align and anach d1e velcro so chac the fairings fie smoothly against the sail and che oucboard rib. Like die fl ap system , this should gee easier wich p raccice. T he resc of m e setup process is similar co chac of the Exxcacy: Anach die spoileron control cabl es w the control frame, accach the nose wires, chen insert che whack-rube and che nose cone.

FIRST IMPRESSIONS and caper of chewing vary significantly from che rooc w che cips. Anoch er exuaordinary breakchrough is d1e inrroduccion of rerraccable flaps. Ofren referred was "Fowler flaps, " chis feamre has been seen on oilier aircrafr types, buc Flighc Design is die first w apply the concepc w hang gliders. When set at zero degrees che flaps can be recracced into che rrailing edge of che sail by pulling and cleacing anodier VGlike rope ac che lefr corner of che basembe. Wich che flaps retracced, chewing area is reduced, and che aspecc racio is increased. The GhoscBuscer is a crue variable-geomeuy wing. T he G hoscBuscer also employs fiberglass cip fairings chac velcro onto che cips w creace a "stall seep. " According w Flight Design, che fai rings stall che airflow at che tip w reduce induced drag and increase lifr. T he physical characceriscics and di fferences becween che GhosrB uscer and che Exxcacy are summarized in che cable above.

CONSTRUCTION AND DESIGN LOADS According co Flighc Design d1e GhosrBuscer

was designed for loads wich a safety facwr of 1.8 racher chan che industry scandard of 1.5. This addicional margin was chosen to accommodate the excensive use of carbon fiber in che glider.

SETUP Semp and breakdown of the GhoscB uster is very sim ilar w iliac of d1e Exxtacy, buc chere are a few differences and improvements. T he flexible cip wands on d1e Exxtacy have been replaced by carbo n-fiber "wishbones" wh ich are plugged into d1e D-tube. T hese attach w and tension che sail with ve ry convenient, over-center cams. T he giant mrnbuckle ac d1e nose, which holds d1e leading edges wgecher, is now censioned by clamping down on a seed lever, which is chen pinned into place. It's much faster and sin1pler. The spoilerons are now velcroed directly w Dacron hinges on die upper surface of d1e sail, and are pinned co me activacion lever. The flap syscem was designed w milize che afr section of the inboard ribs as guides, wich hinges at che OU[board and inner ends, and ac che center. The hardware looks sim-

My first flight on d1e GhosrBuscer was in smooth, coastal ridge-soaring condicions at Fort Funswn. I should noce iliac my rigid wing experience is minimal; I've had abo ut three hours of ridge soaring and chermaling experience in an Exxcacy, plus about 30 minutes of thermaling both the Aws and an E7. Until now, my flight experience widi rigids had been interminent. I chink that my ability w m ake an occasional flight on a rigid speaks well for the safety and reliabili ty of d1ese new wi ngs, and d1e Gh oscBuscer fie right into chis cacegory. It was a joy w fl y.

BUT WEIGHT, THERE'S MORE I'd heard chat the GhostBuster weighed 85 lbs., and when I first picked it up, 85 lbs. fel c about righc. It was nociceably lighcer than d1e Exxtacy, buc not wo much heavier than the Aws or d1e E7. Despite the lighcer weighc, ic's scilJ a bic difficult w gee imo che control fran1e and pick ic up. Ken Brown showed me a neac crick: I squaned under che glider and wedged myself imo/under the downmbes, then picked up che basembe, pivoting the glider nose up and resting H ANG GLIDING

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on rhe rear of che keel. Wich rhe nose up, it was easy ro raise che glider up on my shoulders while lowering the nose. No pain, no strain. The weight and balance of the glider felr very manageable. Ground handling rhe glider was prerry straightforward, alchough wirh che grearer span and higher aspect rario it looks like a long way our ro chose wing rips!

TAKING THE EVOLUTIONARY STEP I had a straighrforward, unassisred launch inro smooch, coastal ridge lift - ideal resrflying condirions. I had rhe flaps deployed ar abour 30°, with the idea thar chis would provide rhe best combination of sink rate and roll response. I had ro immediarely yaw

ro the left after launch ro sray in che lift band, and despire rhe face char I hadn't flown a rigid in rhree months the input and response felr very reasonable and hang glider-like, although the roll rare felr fairl y slow. Regardless, the GhostBuster felt very "user friendly." Roll input felt like ir required just a bir more effort chan che Exx racy or the ocher rigids, bm I didn't feel chat chis was a disadvantage. Instead, che resistance gave the wing more of a flex-wing feel. I'm nor sure if this is due ro more bungee tension in rhe spoiler system or the different location and shape of the spoi lers themselves, but in any case, I liked the feel of che glider. I did nO[ice chat it seemed ro take a

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more time to roll the glider out of a turn than to roll in. Then I recalled chat the glider may have been trimmed a bit slow. Speeding the glider up just a bit made for a roll-out chat was just as easy as a roll-in. Still, with 43 feet of span, I wasn't exactly expecting a snappy response to my roll input. But I was happy to see chat che response and roll rate of the GhosrBuster was much quicker than the "glacial" banking I'd anticipated. In fact, after zooming south along the coastline for a few miles to rhe larger cliff at Westlake, I had more room to experiment with increasing cl1e roll rare and doing roll reversals. I did chis mostly with the 30° flap setting, because my previous rigid experience had Jed me to believe chat cl1is is where the glider would be the most responsive. Due to the changes in the control-frame geometry and possibly due the higher aspect ratio of cl1e GhostBuster, iris possible to push out far enough to mildly stall che glider. This enabled me to really slow the inside tip and get the glider to snap around fairly quickly when I wanted to . I'm sure chat chis ability will come in handy when chermaling and I need to "really stick ir in the core. " During tl1ese aggressive maneuvers I never felt a tendency of the glider to spin. Ir always felt stable and reassuring. I also experimented with the flap retraction system. I was able to retract the flaps wirh very little effort, and it felt as if the trim speed increased a few miles per hour, 42

along with a slight decrease in pitch pressure at higher speeds. The GhoscBuscer felt very smooch and stable. I even attempted to invoke che kind of "yaw walk" chat I'd seen new Exxcacy pilots accidentally execute, but I didn't notice any of rhese tendencies in the GhostBusrer. Upon my rewrn to Fort Funston I set up for a conservative downwind-base-final approach. There were ideal conditions in the Funston LZ, so I was able to come in pretty relaxed. My approach was maybe a bit too conservative, though, since with full flaps the GhoscBuster doesn't use up a whole lot of room on final. By the time I realized chat I had set myself up for a long walk to the breakdown area it was too late to ease off the airspeed and thus reduce the glide-degrading effects of the flaps. My arrival into ground effect coincided with a gentle, nose-settling feeling chat indicted it was rime for a flare. The GhostBuscer's flare and rotation had a similar feel to chat of the otl1er second-generation rigids; it responded with a nice, snappy flare. This is a vast improvement over rhe earlier Exxcacies: with full flaps, anything less elm a perfectly timed flare would feel like the glider was fighting back during the flare. Not so with the GhostBusrer; it was very predicrable and forgiving. My next experience with tl1e GhostBuster was during a rigid-wig/aerorowing fly-in at El Mirage Dry Lake in Southern California. I had attended one of Hungary

Joe's row clinics a few moncl1s before, but I had never been towed on a rigid wing. I had been assured by Joe and others chat the rigids are easier to manage on row than flex wings, and the GhoscBuster was no exception. My first tow was during the !are morning in weak thermal conditions, and it was completely uneventful. Subsequent rows in more textured air were equally effortless. Thermaling rhe GhoscBuscer yielded few surprises. Because of deteriorating condicions and the timing of other launches, I wasn't able to make any definitive performance comparisons wicl1 ocher flex wings or rigid wings. I was able to prove to myself chat thermaling the GhoscBuster is effortless compared to a modern high-performance flex wing. For me, less physical effort in the air allows me to focus on ocher details like keeping an eye on traffic, looking for ocher sources of life, and making strategic flying decisions. More simply, cl1e GhosrBuster is fun to thermal! I made a few more speed runs with the flaps retracted and found the GhostBuster to have the san1e "on-rails" feel in desert air as it did in coastal air. I noted a hint of "speed bumps," where the pitch pressure gees intermittently lighter at indicated airspeeds above 45 mph. According to Flight Design chis effect can be minimized by increasing sail tension at the ribs and the

Continued on page 46 HANG GLIDING

REGION 6 Jeff Sinason (R 99) 12954 Ballantine Ct Saint Louis MO 63146 (314) 542-2473 jsinason@itdcornm.com REGION 7 Bill Bryden (R - 00) (HG Accident Chair) 6608 North 100 East Rd Seymour IN 47274 (812) 497-2327 hm bbryden@hsonline.net

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 IR - 99) 3024 NE 18"' 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) 15308111'hAve NE Bothell WA 98011 (206) 488-1443 skydog@gte.net Bob Hannah (H - 00) 9920 51'1 Ave S Seattle WA 98118 (206) 328-'l 104 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@juno.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 epitman@c-zone.net Ken Brown (H - 99) 1795 401h Ave San Francisco CA 94122 (415) 753-9534 kennyb2u@aol.com

REGION 3 Ken Baier (R - 00) 253 Rodney Ave Encinitas CA 92024 (760) 753-2664 airj unkies@world net att net

Dan Johnson (L 99) 8 Dorset St St Paul MN 55118 (651) 450-0930 Cumu I usMan@aol. corn

John Greynald (R 99) 277 4 Puesta Del Sol Santa Barbara, CA 93105 (805) 682-3483 throgrog@aol.com

REGION 8 Douglas Sharpe (R - 00) 401 Silver Hill Rd Concord MA 01742 (978) 318-9714 dsharpe@tiac.net

Gregg Lawless (R - 99) 9127 Bittercreek Ln San Diego CA 92129 (619) 484-2056 glawless@sempra-slns.com

Randy Adams (H - 00) PO Box 369 Claremont NH 03743 (603) 543-1760 randyadams@cyberportal.net

Rob Kells (H 00) 500 Blueridge Ave Orange CA 92665 (714) 998-6359 rob@willswing.com

REGION 9 Pete Lehmann (R - 99) 5811 Elgin St Pittsburgh PA 15206 (412) 661-3474 LPLehmann@aol.com

Alan Chuculate (H - 99) 6709 Salizar St San Diego CA 9211 'I (619) 292-1552 g_achucu@qualcomm.com Gil Dodgen (Editor) 31441 Santa Margarita Pkwy Ste A-256 Reho Sta Marg CA 92688 (949) 888--7363 (949) 888-7464 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 (R 99) 903 East 500 South Declo ID 83323 (208) 654-2615 Watercyn@cyberhighway.net Tracie Fifer-Welch (H - 99) PO Box 8225 Jackson WY 83001 (307) 733-6823

Geoffrey Mumford (R - 00) APA/PPO 750 First St NE Washington DC 20002 (202) 336-6067 gmurnford@apa.org Dennis Pagen (L - 99) RD 3 Box 254B Spring Mills PA 16875 (814) 422-0589 hm pagenbks@lazerlink.com Chris DuPaul (H-00) PO Box 462 Nellysford VA 22958 (540) 672-006!5 Krisdupaul@aol.com 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) 112!5 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 30738 (706) 398-3433 fly@hanglide.com David Glover (H 99) 1696 Creek Rd Wildwood GA 30757 (706) 657-8485 david@davidglover.com

Greg De Wolf (H - 99) PO Box 1268 Stanardsville VA 22973 (804) 990-9071 DeWo1f7@aol.com John Harris (H .. 00) PO Box 1839 Nags Head NC 27959 (252) 441-4124 ucanfly@outer-banks.com Steve Kroop (H - 00) 6106 NW 1281" St Gainesville FL 32653 (352) 331-6729 usaflytec@aol.com REGION 11 Dave Broyles (R 99) 211 Ellis Dr Allen TX 75002 (972) 727-3588 broydg@home.net REGION 12 Paul Voight (R 00) 5163 Searsville Rd Pine Bush NY 12566 (914) 744-3317 flyhigh@frontiernet.net Jan Johnson (L - 99) 70 King Rd Middletown NY 10941 (914) 695-8747 Paul Riker! (L .. 99) 101 N Broadway# 28-3 White Plains NY 10603 (914) 946-9386 hm Lars Linde (H 00) 9!54 W Front St Red Bank NJ 07701 (732) 747-784!5 larslinde@compuserve.com REGION 13 (lnt'I) Jan Johnson (L - 99) See F?eg 12 Michael Robertson (H RR 5 865 Con 7 Claremont Ontario Canada L1Y 1A2 (905) 294-2!536 flyhigh@inforamp.net

00)

USHGA Executive Director Philip Bachman PO Box 1330 Colo Springs CO 80901 (719) 632-8300 wk (719) 632-6417 fax phbachman@ushga.org ushga@ushga.org EXECUTIVE COMMITTEE President-Gregg Lawless Vice Pres.-Chris DuPaul Secretary-Russ Locke Treasurer-Geoff Mumford KEY (R)-Regional (L)-At Large (H)-Honorary (X)-Ex Officio

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i'<STARTING HANG GLIDING Basic preparation, attitude & what to expect. (30min).. . .... 1/b >"<STARTING PARAGLIDING Basic preparation, attitude & what to expect (30min) ............. ...... 1/b DUST DEVILS Fly with the Womens World Hang Gliding Team in Chelan, WA. (24 min) ..... .... 1/b PARTY AT CLOUDBASE_ A hang gliding music video, set to hard driving music. (20 min) ... .... 1/b MASTERS AT CLOUDBASE... A paragliding music video, set to hard hitting music (20 min) ........ 1lb TELLURIDE AEROBATICS Follow the dynamic history of t/1is event, from "81-95". {50 min) ..... 1lb FLY HARD Rob Whittal & C. Santacroce paraglide tl1e westcoast. Rock soundtrack. (36 min) . ... 1/b BORN TO FLY HG action. Meet Larry Tudor & Green team, fly Owens, Sandia, etc. (50 min) ..... 1/b PG: THE MOVIE Owen's Valley world competition Hot action, rockin' soundtrack. (40 min) .. ...... 1lb CLOUDBASE PARAGLIDING Great intro. video. Meet the hot pilots, fly the hot sites. (36 min) ... 1/b HANG GLIDING EXTREME Fly spectacular sites in the US. Meet the top pilots. (50 min) ... ....... 11/J HAWAIIAN Fl.YIN' HG & PG in Paradise. Amazing launches & awesome scenery! (46 min) .... .... 1lb

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All our videos are in USA/V/-IS NTSC format only WINDSOK™ ·1.5 oz. ripstop nylon, 5'4" long wtl 1" throat. Pink/yellow or pink/white (circle one) . ... 2/b $39.95 ZING WING Flying toy. Launch it skyward and watch is soar. Seti 2.. .. ........ 8oz $ 5.00 WINDSEEKER Hang glider flying model. I\ loops & soars. Lots of fun to fly, you'll want two ........ 8oz $ 3.00 USHGA EMBLEM DECAL Our original logo, in its original colors, on a 3" circular sticker .. ........ 1oz $ .50 USHGA SEW-ON EMBLEM Our original logo, in its original colors, on a 3" circular patch. ... 1oz $ 1.50 MTN. GLIDER DECAL Full color 6" rectangular, long-lasting vinyl decal. Very colorful.. . ... 1oz $ 1.50 LICENSE PLATE FRAME I'd F"<ather Be /·fang Gliding or I'd Rather Be Paragliding (circle one) . .. 11/J $ 6.50 *ERIC RAYMOND POSTER 24"x37" Eric 17,000' MSL over the Sierra Nevada Range.... . .. .... ·/lb $ 5.95 *AEROBATIC POSTER 23"x31" Colorful keel-angle shot of John Heiney looping skyward .. ....... 1/b $ 6.95 *Posters are NOT AVAILABLE on International orders-Sorry' SPECIAL BOTH POSTERS FOR $10.00 PAYMENT must be included with your order. NON-USA orders must be in U.S. FUNDS drawn on a U.S. BANK! SUBTOTAL WEIGHT (for shipping)

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page 42. tandem rating is used mostly to shan: hang gliding with my Arlene. Last year, we experienced a wonderful glass,off !light to 9,000'. Very romantic, bur it's kind of hard ro kiss with (ull-face helmets! Site acquisition has been a top priority. !n the last three years l have opened three new sii·es. In one case negotiations spread out over Lwo years and required FAA involvetm:nr We now have rrnh· lished procedures at this airport and a hang glider traffic pattern which meshes with the established general aviation pattern. In the Dallas area, rather than losing sites, we arc gaining them. [ support my fr:llow pilots as much as possible. At one time I ran a formal hang gliding business bur was unable rn dedicate adequate time to instruction, repair, bookkeeping, etc. I now offer repair service and parts to any local pilots who need them. l have also worked our a barter arrangement for some aspiring, but cashpoor, student pilots. My goals as Regional Director arc: 1) Facilitate comrnunicarion between Region 11 pilots and the USHCA. There is an ongoing concern at both levels thar issues arc nor being properly communicated between our pilots and the governing body. 2) Eicili1::11c communication at the local level. \Xie have had some rniscommunications between pilots in the Region that could potentially jeopardize access ro our flying sites. Let's work together to ensure continued safe flying. 3) Continue to open more sites and promote hang gliding as a lcgirimare form of aviation. 4) forward any local concerns to the USf-ICA. II

$24 : SPEED GI..IOING, TEAR tl'P THE SI('! CB 1 VIDEO $29 1 11('1 "-0IIENTtl'RES: STORIES OF OUR HERITAGE 129: TOWING ALOFT INS'f'RtlCTlfJNAL BOO!( $34 1 HOW ro FLY A POWEREV 'PA'RACHll1E IIIDEO $29 1 HOW TO FLY A 'POWERED 'PA!AGUOER IIIOEO $39: 10fJCHING CLOUDBAIE INSTRUCTIONAL II/NO FREE #24 1 TOUCHING CLOUDBAIE INSTRUCTIONAL 'ilOOI( SHl'P1'ING $169 1 COM'PACT AI.TIME16RIWEATHER FO'RECASTER ONWE8 Ill : A GlJIOE 10 THE 11('1 CLOUD POSTER O'ROERS $219 : ICOM rw 2ME1ER IM'IJIO OVQl30 129: UV HANGGUOER 'lMG 1199: SI/UNTO WATCH $39: INSTIIBILIT'I IIINO $34: SECIJ'RITY IN FLIGHT VINO $85: l<ESTRIU UJOO WIN'IJMETQ ms: l(ES'f'R/$.L 2()()() 1415 C1l 220 (W/1EM'PERATIJRE DAT~.) TOW, TX 7161'2 1155: !(ESTRAL 3000 915·31'Nll5 'PH (W!TEM? & HUMIDIT'I DAW 91!:Jw:J1'Nf18 FX $19: 'P'fi HELMET FINGERSWITCH INSTRUCTION + 112 MORE ITEMS AT····> :IAIO(H:$64-1160 SIU.El & SEIIIICE 46

"sail hooks" which trailing edges of the sail the keel. I also learned tbar the GhostBuster is designed to operate at higher airspeeds (near Vnc) with che flaps retracted. 1:Jyi ng fosr wi1h rhc /laps extended produces an ~rn,rn,111,r flutter in the flaps. J rhis Jl utter is rhe rcsull of the inherent loose tolerances in the flap system, a compromise which was made to Steve Daleo shows r'.ff' provide effortless rcrraction. T'hc system the high tlSl1ec1:-.;•t,!tW p/tmform could be tightened up, but to me the solution is to use the system just as J use variable GhostBusto'. geometry on a flex wing. When ir's time to glide bc:1wccn thcrrnals, pull the cord! PERJ10RMANCE Ar press time T have nor had the opportunity ro conduct relevant, side-by-side comparisons between rhc GhostB11srcr and the other rigids. J have seen independent data from Ccrrnany that supports a best UD of at least 19/1 at 29 mph.

CHOICES I'm confldcnt rhat, with a competent pilol, the GhostBuster will dimb and glide as well or better than any of its competirors. This is an exciting time in hang gliding; we arc amazing increases in performance with the rebirth of the rigid wing, and new designers and companies arc producing them. 'There arc subtle differences between all of them, associMcd with weight, performance, handling and setup/breakdown procedures. All of them require us rn spend some time on a learning curve because of these differences, but l now hclicvc rhat the rewards arc worth the rime. For me, availability is also an important consideration. The GhostBuslcr is an cvolmionary aircraft, designed and produced by an organization with demonstrated production capabilities. 'T'bcy have built and rested up to 30 of this type of aircraft per month.

WHO YOU GONNA CALU For more infrmnation on the GhosrBusrer or other Flight Design products, contact: Mike Eberle Norrh American Flight Design (206) 320-90 l 0

napi~ilfun2Jly.com Ken Brown (415) 753-9534 /\nd rake a look at the Hight Design website at www.flightdcsign.com. • HANC CUDINC

LEFT Australian Joel Rebecchi with the Korean team leader. Photo by Murray Rose.

In mid-August a worthy international group of blazing pilots took the short hop ftom the World Meet in Italy to the Speed Gliding Challenge at Mt. Olympus in Greece. They were joined by other speed gliding challengers ftom as far away as New Zealand, Australia and Japan. There were eight countries represented along with the entire Korean team. The pilots found some great flying, camaraderie, partying and hospitality.

hey were also awarded with $8,000 in prize money as well as perks such as retrieves, mountain rides, banq uets, beer and the attention of the local talent. This area of Greece, just north of che city of Larissa in the state of Thessaly, will hose the first Speed Gliding World Meet next year. This year's meet was a tune-up for next year's extravaganza. The idea was to establish the course, the format and the organizational particulars for next year's team participation. Here's how It went.

THE COURSE Speed gliding is made exciting by the effect of speed near the ground. The conditions we fly in are nearly always smooth, early-morning and evening so pilots can maintain precise control and zoom through the course. Control gates and pylons define the path with the difNOVEMBER 1999

ference being chat control gates require a pilot to pass below a height of six meters (20 feet). Every pilot who completes a successful speed gliding run exclaims about how much of an exciting pump it is. If you haven't cried it you're missing a real rush. This year we started our flights from the foothills of the legendary Mr. Olympus with about 700 meters of height. Next year we hope to move up the flanks of the mountain for an even longer run. From the start we flew about 3/4 speed to a control gate on a nearby hill. Then it was nearly full-out around a pylon left, then a right-hooking turn through another control gate on the ridge char constitutes the cross-country takeoff. The smart money used chis turn to dive into a wailing run through Mach 8 alley and the next gate. The alley was actually an open ravine which was one of the coolest features of chis comse. After the gate at rhe

end of the alley, turn left and skirt a ridge to a pylon on a promontory, then zoom right to the next gate. Somewhere before this gate yo u must do a left 360 which actually helps you control yo ur altitude to achieve the gate which is placed at the edge of an open, rounded meadow. Finally, you cross a gorge to hook a pylon right, then into the flats around a pylon left to finally blow off yo ur remaining height in blazing glory through che finish gate. Landings were not judged, bur most of chem were flawless in the ample landing field. The beauty of this co urse is chat it could be altered easily by placing the 360 in different pans and changing the gates to pylons. Thus, we used three different setups to keep things safe in various conditions and to keep pilots interested .

THE COMPETITION On all flying days speed gliding took

place in the morning. On media days it also took place in the evening (the Greek media don't function before 9:00 AM). On three of the other days we had a fun cross-co untry task with about 40-km triangles. There was a total of $2,000 in prize money for the cross-country which helped line everyone's pockets since the maximum any pilot could earn was $25 0. Thus, the money spread aro und to 13 pilots. For speed gliding we had eight ro unds. In the end we all agreed chat chis was too many, for after three to five runs the places weren't really changing. The winners were the winners regardless of how many flights they made. See the results for the top ten fini shers in the box to the right. Oleg's times averaged around three minutes and his flights were flawless. Most other pilots received penalties (10 seconds per missed altitude gate, 30 seconds for missed pylons and 360's). NEXT YEAR'S WORLD MEET This year the meet was a WHGS series meet. Several of the pilots at this meet intend to go on to New Zealand in September since they have a shot at the WHGS tide. The meet in Greece next year will be a World Meet, so the format will be for teams, although we will crown overall winners and bestow them wid1 prize money (probably down to 10th place). Since the entry will probably be limited (no t open) the meet may not be a WHGS circuit meet. At chis point it appears that we will allow four-man teams with the top two pilots counting for the team score each day. Co untries with a lot of speed gliding participation will be allowed to apply to send a B team and possibly a C team (the idea is to fill up all the slots) . We can handle 70 pilots split into two gro ups. T he availability will be on a fostcome, first-serve basis, so interested teams should begin organizing now and get their applications ready when the requests are made. We will settle on dates when the CIVL calendar is known this fall. The meet format will consist of a preliminary and finals. The preliminary will likely last fo ur days and the finals three days, with a rest day in between. There will be at least two separate groups. One

group wi ll fly in the morning and one group at night. The gro up that flies in the morning will have the rest of the time off unril the next evening. They can participate in the fun cross-counrry event, go to the beach, exp lore the countryside or lounge around the tavernas. After four days a cut wi ll be made and again two groups will fl y, with the A group pilots ultimately placing above the B group. Both gro ups will start with a zero score in the finals. The meet will be designed to be fair, fun, not too stressful

and sure ro pick the best pilot. The course will be very simi lar to this year's successful design with perhaps a higher start as noted. We hope to see all the wo rld's fastest pilots next year. You will have the time of your life, and speed will not be denied!•

Place Pilot

Country

Glider

Cumulative Time"'

Speed Gliding Prize Money

O leg Bondarchuk

Ukraine

Aeros Scealrh