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

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or r~1igh1 for Higr1 Flight SlcJ rted in Soci ri:KJ randem &1cl lc)w ()i/ot Should Know

Gliding Terms the IJro 1:1ies"

Plus S/H 110

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

(USPS 01 7-970-20 -

ISSN 089S-4.BX)

16 Above The Earth by Suzanne Pnul, photos by]onathrm Sz1.1rek Discovering rhc sporr of hang gl iding.

24 October's Best Fly-In C'. by by

W Meadows, photos

Doug Rice

This year's October's Best was rhe best ever.

34 The 1999 Masters Of Freestyle by Dino Dinaso, photos by Ron Young T his year the group made a big impression in San Diego.

38 Birdmen In Borneo by Dennis Pagen, photos by A.rtron Swepst.on and Claire Pagen Advenru rc aircime in an exotic land.

47 Pilot Report: The GT Race Harness hy Dave Shaip An aerodynam ie:llly-dean and user-friend ly harness design.

Columns

Departments

Wing Tips, by Rodger Hoyt ..................6

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

President's Corner, by David Glover ... 13

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

Exec's Corner, by Ph.ii Bachman ....... ... 20

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

Hawker & Vario, by Harry Martin ..... 29

Ratings ................................................ .50

Competition Corner, by Pere Lelunaim ..30

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

Cartoon, by Adam Hunt ........... ...... ....43

Index to Advertisers .............................62

Incident Reports, by Bill Bryden .........44

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

DECEMBER 1999

1r Mail

l'OSnAA!ffER: SEND CHANGE OF ADDRESS TO: HOX D30, Colorndo Sprinµs,

DrcFMFllR I 999 VrnLJMI 29, lssur No. 12

Dear Editor, l was glad to sec Dennis Pagen's call in rhc October issue f(ir pilots to be aware of and maybe even abide by operating limi-r;nions. Although rhis message has been delivered many Limes in the pasr, it's an imporumr one, and cannor he repeated too ofren. My concern is that hist·ory indi-catcs rhat the message will not be heeded by enough pilots no matter how ofren it is given. Dennis's explanations regarding the derivation of limiting airspeeds arc mostly correct, though the derivation he gives l<ir rhc HGMA testing requirements is not correct, nor is the history of structural failures under positive loads in flex wings. In fact, there have been several such fail-mes, across a wide range of models. These historical errors, while of interest to some, arc probably not important for most pilots. What could he important is an understanding of rhc diffc·rencc between the current HGMA and DHV (German) load test standards, and the difference between minimum HCMJ\ requirements and current industry practice among flex wing manufacturers. An HGMA-certificd glider (excepting some low-performance gliders which arc limited in maximum speed) will have been tested on the vehicle to a speed of at least 65 mph, while moumed at the maximum lift angle of atrack without structur· al failure. In theory, this provides a l ()()(% safety margin for maneuvering flight at the placarded maximum maneuvering speed of 4G mph. (The theory isn't necessarily exactly correct, as it is based on a somewhat simplistic model, but the safety margin is so high that it should be easily dose enough.) A typical high-perfomiancc flex wing at this speed will pull about six to seven C's on the vehicle. Vehicle testing has confirmed that at least one model of flex wing glider rhar has failed in flight under positive load did not foil on the vehicle until 7.5 G's were pulled. Ir is therefore not at all safe to assume that an HGMAccrtificd glider cannot be failed positively in flight. In fact, several of the gliders that did fail were J·lGMA certified. What has

happened since is that mmt manufoctur-· crs have imposed their own minimums for structure which significantly exceed the HCMA minimums. One manufacturer uses a positive strucmral minimum that is more than 4(FXJ higher (in load values, 2ocx1 higher in tcsr speed) than the HGMA requirement. This is what is primarily responsible for the relative lack of positive load stnicrnral failures in flex wings since 1993. The HGMA requirements haven't changed, and from a tcch-nical viewpoint there is really no reason why they should have. As explained above, the requirements have a 10(YYii (measured in load) safr:ty margin built in when the glider is operat ed wirhin rhc manufacturer's placarded limitations. The failures rhat did occur happened because pilots engaged in maneuvering flight at speeds that likely exceeded the placarded maneuvering speed by more than :30 mph! However, since the IIGMA standards have not changed, pilots should be aw:ire that what is typical among many modern flex wings in terms of structural strength is in no way representative of what is the minimum to be expected. All you can counr on, assuming the glider is I lGMJ\ certified in the flrst place, is the minimum requirements, which means that if you blow through rhc placarded operating limitations you risk blowing through the structure oft he glider as well. Dennis points out two very importam differences with rigid wings: they can reach much higher speeds much more quickly, and they arc much less acro-clas·· tic and therefore offload much less. While a flex wing at 65 mph at maximum lifr angle of attack might pull six to seven C's, a rigid wing might easily pull more than nine C's at rhat same speed! A rigid wing which was HCMA certified would have already seen those nine plus G's on the it has not test vehicle, but like a flex been required to be rested beyond that, and may nor have been. Bur there is a concern even beyond that. The 65 mph at max lifr angle of attack test requirement is unique ro the HGMA. There are no rigid wing hang gliders currently certified to HGMJ\ standards. The currcndy popular Europcan--lmilt rigid wings, if they arc certified, arc certified to DHV standards, HANC CiiDINC

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Air Mail or perhaps BITPA (British) standards. Both of these standards prescribe a minimum standard of six C's of load for ultimate positive load capability. This is not necessarily an important difFcrcncc in a flex wing that normally pulls six to seven C's at 65 mph in the HGMA test requirement, but for a rigid wing that would pull more than nine C's in the HCM/\ test, a six-G requirement means that the test standard is significantly lower. A rigid wing might be cqxible of pulling six G's at only 50 mph, and at 65 mph could, during maneuvering flight, exceed a six-G design load by more than 50%J! The problem is compounded further by the fact that two of the major obstacles to marketing rigid wings arc cost and weight, and that both cost and weight can he red!lced by b11ilding a lighter structure. This is not: to make a claim that current rigid wings arc not strong enough t:o be safe. It is Lo say rhat without further information, we don't know their strength beyond the six-G capability ro which rhey have been tested (assuming, again, that they arc certified). lf, because rigid wing pilots choose to ignore the operating limitations in the same way that flex wing pilots have, enough rigid wings blow up in flight, the rigid wing manufacturers will probably do what the flex wing man· ufacturcrs did build them stronger than the standards require out of simple sclf:preservation. As Dennis points our, however, at the present time we may nor have enough history behind us to know just how much margin we have. When I was younger I used to get a frtir number of speeding rickets while driving. 1 have a friend who srill docs. 1-Ic has all the latest radar technology, bm he still gets tickets. Years ago, l found a sima foolproof ple solution to the problem way to avoid ever getting a speeding ticket. J just don't speed. 'J'hc speed limit for hang gliders is 46 mph and 53 mph. Don't do abrupt mancu-· vcring above 46 mph. Don't fly faster than 53 mph. You may have some margin ahove that, but you don't know what iris. And when the big guy in the sky punches your ticket, it may be your last one. Mike Meier Orange, CA

POWER AND Dear Editor, 1n response to Mark Frasca's lencr about powered flight in the October issue of Hang Gliding, I personally would like to sec more articles on the subject. ft allows the hang gliding community greater diversity. Furthermore, the new stuff coming our is :ilways of interest. J do, however, hope USHGJ\ will not publish paragliding articles in our magazine. 'J() me, hang gliding is hanging from a wing, not a modified parachute.

Machine) but not ultralight aircraft, except those specifically suitable for the aero towing of hang gliders. Mike Brown "Ii-averse City, MJ

by Rodier f!oyt

Leigh Old

USIIGA Dear Editor, I heartily agree with Mark Frasca's implicit recommendation to distance ourselves from the powered ultralight movement, preferably by at least 200 feet of qoarrcr-inch poly and a fresh weak link. Geoff Mumford Chair, USHGA 'fow Committee Dear Editor, This is in response to your question, "Would you like to sec articles on lightweight trikes, the Mosquito :md such?" 111 a word, NO! In more words, I was drawn to hang gliding because it was unpowcred, manned, soaring flight. 1 have also been involved with radio-control flying built a prop-driven plane with my son but stopped short of installing the motor. We gave rhc plane away and bought a glider kit instead. IF I wanted rnotorizcd flight l would have gotten my pilot's license many years ago. (l've been flying hang gliders since 1 But T didn't want any of· that. Hang gliding captured my imcrest fully and, even afrcr these many years, T don't want to change or rnrn back. Peter Birren Elk Grove, IL

here's no feeling quite as deflating as starting an X-C flighr only to have your driver radio that he can't find your car keys. (At least that explains the painful lump in your pocket!) Now you're contemplating the feasibility of extri .. cating your keys from inside your har-· ncss and dror,ping them 5,()00 fret down to launch, aren't you? For such occasions, a strategically placed spare key is a flight-saver. A magnetic box-type key holder will not only keep your key secure on the roughest of mountain roads, it will also protect it from the clements. For theft prevcnrion, be sure to hide it well!

Dear Editor, I believe we should limit articles on powered equipment to power-assisted, foot-·launch hang gliders (e.g., Freedom

({you have a hot tip send it to "Wing 'lips" do Hang Gliding magazine oremail: rbhoyt@go.com.

HANC CLJDJNC

• Carry in your pocket. Instant accurate readings. • Measure wind or air speed to 95 MPH. • Wind speed, max and average modes. Knots, MPH, KPH, FPM, M/S and Beaufort scales. • Rugged construction, protective slip case. • Large clear digital display. • Waterproof, floats. • User-replaceable impeller & battery. 104 W. 15111 Stro-et, Cl1ester, l"A 19013 447-1555 • 447-1577 FAX • 1-year warranty.

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is a 9.5"x11" children's picture book with 40 color pages of beautiful illustrations written for pilots to help share the dream of flight. Harry makes a great Christmas present for special young ones! TO ORDER: Send $24.95 plus $3.00 shipping to: (all orders are guaranteed delivery in time for Christmas)

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r just soar the local dunes with a couple of mates, there's a Moyes glider for every occasion.

Become part of the Moyes familyFly a Moyes

Update

ROTOR HARNESS "\V[allaby Ranch is pleased ro inrroW duce irs new Roror harness. The Roror is sleek, exrremely aerodynamic and exceptionally comfortable. The harness fearures an innovarive inrernal suspension sysrem which offers berrer overall body support for grear comfort while soaring. In addition, it mal{es gerring uprighr for landing a breeze. The molded composire frame wirh an adjusrable CG allows the pilor ro finerune his harness for maximum speed and comforr. Ir has an internal parachure sysrem with rhe handle positioned for ease of use, and rhere are ample internal and faired-in exrernal srorage conrainers, including a drogue chute pocker. All these features come standard on the Roror harness along with high quality construction and a variety of colors. International leaders in hang gliding have chosen ro fly exclusively with the Rotor, and Wallaby Ranch is delighted to be the North American distriburor for this design by Nene Roror. Nene is the threetime Brazilian National Champion and has been building, designing, testing and perfecting harnesses for 15 years. The Roror has enjoyed tremendous popularity inrernationally. Contact: Wallaby Ranch, (863) 424-0070, fly@wallaby.com.

ADVENTURE PRODUCTIONS NEWS "Weather To Fly" Video 1V7eather To Fly is W the latest instructional video from Paul Hamilron and Adventure Productions which covers meteorology for all types of sport aviation . The program 8

is a straightforward presentation that is easy ro follow, giving an overall view packed with useful details for both new and seasoned pilots. The SO-minute video includes timelapse cloud footage used extensively with animation. Dixon White, host narrator, joined Paul in the ediring srudio and participated in the final editing process. Dixon, Master pilor and USHGA Examiner, is presented in a classroom setting with lots of good flying in good weather and whacks and mishaps flying in bad weather, demonstrating the consequences of pilot judgment. Using the weather principles presenred in this video, pilors can make berrer decisions abour "wherher ro fly." Also included is a "sources of information" section for finding reliable weather information. Other sections cover srability, clouds and terrain. Throughout the presentation, pilot experience, skill and knowledge are weighed against rhe weather in malcing the ul cimace decision about whether to fly. Weather To Fly sells for $39.95 plus $4 shipping in the U.S ./Canada/Mexico, $10 shipping for all other countries, from Paul Hamilton, Advemure Productions, (775) 747-01 7 5, paul@adventurep .com, 6553 Srone Valley Drive, Reno, NV 89523. It is also available from Dixon Whire, Airplay Paragliding, (509) 782-55 43, www.paraglide.com, dixon@paraglide.com. For more informarion visir the Adventure Productions Web site ar www.advenrurep.com.

ADVENTURE PRODUCTIONS PHOTO GALLERY AND SHOOTINGWG

J\ dventure Productions has added an .l"\..o niine phoro gallery of paragliding and hang gliding images. The images were captured from digital video shor for upcoming video productions. You can see what Advemure Productions has been filming and get a sneak preview of future productions. Visir the Web site listed above. AMAZON.COM NOW SELLS HANG GLIDING AND PARAGLIDING VIDEOS everal Advenrure Producrions videos are now available rhrough the major

lmernet book, music and video store, Amazon.com. This is another easy way for customers ro discover and purchase Adventure Producrions videos featuring the exciting sports of hang gliding and paragliding.

"BECAUSE I'M NOT OLD ENOUGH TO DRIVE"

n October 25, 1999, 15-year-old Marchew Jackson rook off from Wallaby Ranch and pilored his Moyes Xrralite across central Florida some 65 miles to land at his home in North Tampa. Matt learned ro fly two years ago ar Wallaby and has been ripping up the skies over cenrral Florida ever since. Obviously, Matt needs no Tudor, or is char a Ruhmer? Great flight Matt! (Phom by Brian Jackson.)

MOYES LITESPEED IN PRODUCTION

oyes is pleased ro announce the release of rhe new Lirespeed which is now finalized and in production. Twelve months ago the company made a commjrmenr ro produce rhe best competition glider possible, and to achieve rhis goal world-renowned hang glider pilot and designer GerolfHeinrichs was conrracred ro head the project. Design objectives included: light, predicrable handling; lower ai rframe weight; sink rate performance and stall speed equal ro or berrer than any other glider; a right, wrinkle-free sail with minimum twist; improved pitch stability and rumble resistance. The Licespeed features a unique sprog and dive stick design, with borh inner and outer dive struts suspended by a stiff cable brace. The spar was designed by Gerolf and perfected by

HANG GuorNc

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Andre W<>H~ ....•........•......•.... LamhJar . . . . . . ................. Tcipless ,,a,n«.1um . • .. · • • • . • . • • . • . • • . • .••• Fus.fon Matqs ......................... LaminHr Linco.n ..... ; . . . . . . . . . . . . . . . . . . . . . . Laminar ........................ La1ninar .... , ........ , , . , , ... , ....... , Stealth .. , ..... Larninat

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Month

Day

Year

***************************************************************************** magazine (HG Division) or 10 Division), liability insurance, ratings, and other benefits.

Gliding

[1 Paragliding

1 Division - $59.00 U.S. ($70.00 Non-U.S.*) ........................................ "'............__________ Both Divisions - $84.00 U.S. ($100.00 MEMBER: 1 Division - $27.00 (Family MemherM must sign separate release from Full Member) (Includes all benefits except the magazine. MUST reside with full member of same division.)

Check

O Hang Gliding

O Paragliding

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D Hang Gliding Magazine $35.00

($46.00 Non-U.S.)

Paragliding Magazine $35.00 U.S. ($46.00 Non-U.S.)

***************************************************************************** addition to costs.) 1ST CLASS MAIL SERVICE PER DIVISION: ($24.00-U.S., Canada, & Mexico only) .................................. .,,, __···-----....·-·-AIR MAIL SERVICE Pl~R DIVISION: ($30.00-Western Hemisphere, $40.00-Europe, $50.00-AII Others) ......................- ...- .............

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(12/99)

In consideration of the benefits to be derived from membership in the USHGA, and the parent or legal guardian of a minor, for themselves, their personal representatives, heirs, executors, next of kin, spouses, minor children and assigns, do agree as follows: The following definitions apply to terms used in this Agreement I.

means launching (and/or assisting another in launching), flying (whether as pilot in command or otherwise) and/or landing (including, but not limited to, crashing) a hang glider or paraglider.

or as a result of the administration of

means the following, including their owners, officers, directors, agents, spouses, employees, officials (elected or otherwise), members, independent contractors, sub-contractors, lessors and lessees: a) The United States Hang Gliding Association, a California Non-profit Corporation (USHGA); b) Each of the person(s) sponsoring and/or participating in the administration of Pi/ot-'.sproficiency rating(s); c) Each of the hang gliding and/or paragliding organizations which are chapters of the USHGA; d) The United States Of America and each of the city(ies), town(s), county(ies), State(s) and/or other political subdivisions or governmental agencies within whose jurisdictions flies and/or lands; e) Each of the property owners on or over whose property launch, fly and/or land; All persons involved, in any manner, in the sports of hang gliding and/or paragliding at the site(s) where D "All persons involved" include, but are not limited to, spectators, hang glider and/or paraglider pilots, assistants, drivers, instructors, observers, and owners of hang gliding and/or paragliding equipment; and g) All other persons lawfully present at the site(s) during the any and all liabilities, claims, demands, or causes of action that I may hereafter have for INA7llR'IES however caused, even if caused by the negligence (whether active or passive) of any of the nL·,11..u:::;.1.;;11:u to the fullest extent allowed by law. I A against any of the loss or damage on account of If I violate this agreement by filing such a suit or making such a claim, I will pay all attorneys' fees and costs of the

shall be

this

and ""'"'""'"'

E. article, paragraph, sentence or clause of Agreement is not enforceable, the affected provision shall be curtailed and limited only to the extent necessary to it within the requirements of law, and the remainder of the Agreement shall continue in full force and effect. F, I at least 18 years of or legal guardian of and am making this agreement on behalf of myself and If I am the parent or legal guardian of the for their defense and indemnity from any claim or liability in the event that fllot even if in whole or in part by the negligence (whether active or passive) of any of the

I have

and

to the above

Adult ft/or's f1':11,1t11re

Date

Iigmt11re ofPilot's Parent or Le!{ilf Gi1ardi10 if Pilot 1/llder /8 years of,1/{f.

Date

MMR 12 97

r 11

During the next year you will see positive changes in the way the Association cornmunicates with the membership especially in the magazine and on the Web. Other areas of importance include: site preservation safet~ Association finances and making the sport easier and more fun. 11 1

During rhe next year you will sec positive changes in rhe way the Association communicarcs wirh the membership, especially in the magazine and on the Web. Other areas of importance include: site preservation, safety, Association finances and making the sporr easier and

President Dcwid Glover

more fun. This quote from the 1896 edition of' "The Aeronautical Annual" summarizes my feelings.

c have the bcst kqn secret.

"But all this is only a means to the end; our dim renuzins the developing of'human flight to as high a sttm· dr1rd as possible, !f'we can succeed in rm!znn<F to the hill the young who todtzy malee use of'the bicycle and the b0t1t to strengthen their nerves and muscle, so that; borne by their wings, they may glide through the di1; we sfw!l then have directed the develop· ment of'humanflzv;ht into a course which !a,d, towards perfection. " Otto Ulienthal

!low many times have you talked ro someone abour flying and heard them say, 'Tve always wan1ed to rry that," or "That sounds so cool!" The success of our sport and the strength of our org:mization is determined by our collective ability to keep and get members. For those who know me, yotJ understand my strong desire, experience and dedication to promoting our sport. I have been actively involved for the past 12 years as an instructor at Kirty Hawk Kites, Wallaby Ranch and Lookout Mountain. I think we arc on the cusp of'a renaissance. Today, we have gliders that arc safer and easier to fly, tandem training, alternatives to foot-launching, the conve· nicnce of flight parks and beucr instructional techniques. It's a great rime to be in the sport.

DECIMlll R ·1999

Have fon and Oy safely.

Dcwid Glover wtts elected as the USHGA president ttt thef1d! 1999 B0t1rd of' J)irectors meeting He welcomes comments, Yrlu may contact him at: dcwid@davidglover. c;;m, (7 I 9) r;32.64 I 7 (fix), or write in etire o/Dt1vid Glover, PU Box 1330, Co/omdo S;m'ngs, CO 8090 I !33U 1111

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

COMPETITION UN'l'IL DEC. 31: Frtlcon XC Gmtest. Wills Wing Falcons only. Five sections: West Coast, West, Central, East, World. Prizes in all sections and classes. Hang 2 and up. Three classes: Pro (Hang 4), Amateur (Hang Recreational (Hang 2). T11wi11g allowed with maximum release altirude of 2,000'. No entry fee, send SASE. Contact: 'frk r:light Products, Colebrook Stage, Winsted, CT 06098 (860) 379-1668, rek@1,snct.net. UNTIL DEC. ;) 1: 1999 Micl:wel Champlin Vlorld XC Chtdlenge, for paragliding, hang gliding, sailplanes. No entry foe or registration, $GOO first prize. Pilots arc scored by how for they fly relative to a site's distance record (750 points for flying 75 miles at a site with a l ()().mile record, 1, I 00 poi ms or breaking the record). Plights submitted on the honor system. For more details contact: John Scott (310) 447-6234, fax (310) 447 6237, hrenonwoods@email.msn.com, www.hanggliding.org. NOV.-DEC.: ll.S World ,SJJeed Gliding Championships to hold two more meets this year. Both will he in Califi:irnia; one will be in the L.A. area, rhc other in San Jose. When finalized, dates will be posted on rhc hang gliding Digest and on rhc WOR website ar www.wingsofrogallo.org There will be both Class I and Class 2 events. 2000: Scindif! Na:tional,. [.arc June in Albuquerque, New Mexico. Entry fee Meet Organizer, Michael Gregg; Meer Director, JC: Brown. AUG. 13-20, 2000: I.one Stttr Cl:wmpionships, Hearne, 'TX. 'fow meet. Meer Organizer, Michael Williams; Meet Director, David Clover.

·14

2000: Pan American Meet, Dinosaur, CO. Meet Organizer/Director, G.W Meadows.

APRIL

JAN. 1-9, 2000: Omarama X-C Cl.a)sic, New Zealand. Open distance event, beau· tifol scenery. Comacr: Murray Grimwood, 011 +64 +3 482 2560. JAN. 23-31, 2000: Auchlttnd X-C.Aerotow Classic, Matamata, New Zealand. Open distance, two trikes available. Contact: Jan Clark, ianclark@ilxrra.co.nz, 011 +64 +9 521 0091. FEB. 5-10, 2000: Nelson Championships, New Zealand. Contact: Noel 'foit, ·1:1ir(tilrs.co.nz. FEB. ] 2-20, 2000: New Zealtmd l lang Gliding National Championships, Wellington. Contact: Grant Tatham, rarhams(rt,xtra.co.nz, or Phil Southward, phi I.southward@lparad ise. net. nz.

cemral Plorich Multiple classes: topped, topless, rigid wing, single-surface. Quest Air will host nightly parties with entertainment, onsitc food (breakfast through dinner), camping, showers and more. New for 2000: The first real glide ratio comest. Close to all Disney attractions, easy access to international airports. Lots of hot'els and food close by. Sign up early to guarantee a spot. For entry information contact: 480-3552. www.jusrfly.com,

JAN. 25-FEB. 4, 2000: Bogong Cup, 'fawonga, Victoria, Australia. $5,000 prize money (Aust.), entry $150 (Aust.). includes topless, kingpost and floater classes. Contact: Phil I.ahiff, mountaincreck@lnetc.nct.au, phone 011fax O11 -3- 57-544-860; John Adams, phone 011 j cad a ms(tDrelstra.casyrna iI.com .au. JAN. :31-.FEB. 5, 2000: Millennium Cup Mexico 2000 (hang gliding). $20,000 (U.S.) pri·1,c rnoncy, sponsored by Beer Sol. Fl Pcnon dcl Diablo, 15 km south ofVallc de Bravo. Entry $200 (U.S.) before January 21, $250 after. Comact: Encva, eneva(rhsofrfax O11 home.ner; Alas Del Hombre, phone 011 fox 01 J.52-5-575-85-95, a\as(rDalas.corn. mx. APRIL l G-22, 2000: V01.llaby Open CrossCountry f-1flng Gliding Competition. 450poinl aerorow meet at Wallaby Ranch, Florida. Meet Director: J.C. Brown. $5,000 cash prize, welcome barbecue and grand awards ceremony. } Iorcls within two miles will be offering a discounted rate frw pilots, family and crew. Great food on site all week! Corne early and fly with World 'ft:am Academy's Mike Barber, Cibbo, Ryan Glover, Paris Williams and Tiki Mashy. Contact: (863) 424-0070 or Ay(tDwallahy.com.

2000: Hird Annual Atlcmtic Coast Championships. First Class A sanctioned aerotow meet in the U.S., in

FUN DEC. 31-JAN 2, 2000: Dunl,tp, CA f<l{~ht Park Y2I< Fly-In ,md Glider !Jemo Dl!ys. Hang 3 and 4 only. Flying fee, $ I 0/day. Camping fee, $15/night. Contact: (559) 338-0GOG. JAN. FEB. MARCH 1819, 2000: Mexico 2000, annual winter flying trips, Cores Cliff~, Baja, CA, 80 miles south of Ensenacla. 10-milc long, 250-foot cliff located on a deserted Mcxic:rn beach. Flying starts before noon and lasts all day. Launch and land by your vehicle. No facilities. Surfing is good, flying is great. Bring household donations for the local population. Contact: Mike Hilbcrath, (949) 455-0032, eteamcr(t,Zlusa. net, or ctcam0'inyo11rfocc.com. MAY 19-22, 2000: 28th Anmttd Hang

Gliding 5,jiectttcular and Air Gt1mes in Jockey's Ridge Stare Park, Nags Head, NC and Curritnck County Airport, Currituck, NC. The oldest continuous hang gliding competition iu the world and A irsports Expo will include skydiving, paragliding, ultralights and more. Dunc competitions begin on the 19th. Demonstrations, aerorow competition, street dance and awards ceremony. Annu;1\ inductions into the Rogallo Hall of Fame will close the ceremony on Sunday evening. All USBCAtated bang glider pilots arc welcome to compete. Comact: Kitty Hawk Ki res, Inc. (800)

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FEB. 1-MARCH 30, 2000: Brazil X-C

THROUGH 1999: Mosquito Clinics, presented by Bill Fifer throughout North America. Contact: (616) tchangglider1tiljuno.con1. DEC. 27<31: 1999 Mauna Keri fLy-In. Celebrate the new millennium on the Big Island of 1-lawaii. Hang gliding and paragliding pilots welcome. Contact: Achim Hagemann, Advanced Air "lcchnologies, I~O. Box 797, Mtn. View, HI 96771 (808) %8 685Ci, rofly(i1lcxci re.com. DEC. 1999-MARCH 2000: l!anggliding tours, Valle de Bravo, Mexico. Weck-long

tours, Sunday to Sunday, Lodging, glider, transportation, retrieval, airport pickup and return included. Airmen's Rendezvous, Dec. 26-Jan. 2. Contact: Jeffrey Hum, 4811 Red River TX 7il75 l, phone/fox (512) mobile ('512) 656-5052, www.flytexas.com.

'frmrs, four two-week trips. Ultra-consistent winter conditions. Sixth tour led by Bob

Morkcn, 20-year I IC pilot, five-year PG pilot. "l<rnr begins in Rio, then moves to world-re11owned Governador Valadares which offers great X-C, out-and-return and triangle Hying with 5,000' AGL (7,000' MSL) cloudbase. "l<mr includes two weeks of hotel accommodations, travel to Valadarcs, breakfast and a ride to launch, X-C retrieval, tour guide, translator. Price: HG $1,400, PC $1,200. Contact: Bob Morken,· four C:oordinator, rmorken(7hhotmail.com, (530) 320-6675; James Rice, Ti:iur Promoter, I~O. L~ox Incline Village, NV 89450 833-2118, 720-35:\9 (cell); Marilyn I Jun, "Ji-ave! Agent, 1-800-235-1 marilyn n({Dtravcl.fai r.cmn.

FEB. l, 2000: Sc1{t1ri Slcy lhurs hanggliding tour in 8mzil. Cm you say hang glide in Port ugucse? C:111 you say cervesa? Can you say nnichacha? l )on't despair, grab your pass pons and get your Brazilian visa, we're head-

ing for Valadarcs. ( :on tact: John "Ok" Olson, (360) 403-.:\ 199, skytoursCiDjuno.corn.

FEB. 2000: Annual Northwest Aviation Fmde Show,· facorna, WA, Puyallup h1ir Crounds. Free admission. Contact: Cmnt Smith, 27 l emaiL10a0Yjuno.com, or Scott Cardner, 227-2880, www.G1a.gov/lsdo/seafado/, Scott.( ;ard inerCcilhq .faa.gov. MARCH 16- I 9, 2000: l !SHG/1 Bottrd of Directors meeting, Albuquerque, NM 2000: Flying in Bmzil 2000. Wonderful warm weather, flying in an exotic set ting. Be pan ofrhe Adventure Sports trip to Covcnador Valadarez, Brazil. Experienced instructors and guides. "Eike sidc--trips to Carnival or any of the heautifi.d beaches. 12 days, $1 ,200 for paraglidcrs, $1 ,4 00 for hang gliders. Includes room with breakfast and lunch, ride to Lrnnch, rerricval and 883-7070, guided tour. Contact: www. pyra rn id. net/ advsp1s.

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Discovering Hang Gliding

Above The Earth by Suzanne Paul photos by Jonathan Szarek

Perhaps the root of my decision to become a hang glider pilot can be found in the ardor of my youth. An early and optimistic attempt at flight consisted ofa healthy dose ofAvon "fairy dust" powder and running at top speed down the hallway toward my room. With hair flying and teeth gleaming, I launched myself over the threshold of my room. In my mind I felt like a hawk, but my flight lasted less than two seconds. ven then I practiced launches and landings over and over again. T hese hours of crying, resulring in giggles, bruises and rhe occasional bloody nose (as a call tree line is to a landing zo ne, so is a wall to a bed), cemented one thought in my head: someday I would fly. As of lace, I can be fo und hundreds, even thousands of feet above rhe earth with the hazards found there. T he story char follows is less an account of one gi rl's adventure than a declaration of rhe hum an spirit. The snow was still in parches on the

ground in March of 1999 when I arrived at the doorstep of Morningside Flight Park near Charlestown, ew Hampshire. D ave Baxter, flight instructor and Morningside Webmasrer, signed my friend Tony and me up for the Hang I course, scarring in lace Apri l. And so it was that my comparrior and I would begin rhe odyssey which is personal flight. Class was completed in four weeks and in May, with a Hang I raring in hand, I was kicked from rhe Morningside nest out on my own. Withou t hesitation I went co flight park owner Jeff Nicolay and ordered my first glider, a new W ills Wing

Suzanne and mentor boy Oonathan Szarek) at the West Rutland landingfiel.d.

Falcon 140. So rhere I was, little girl in a lirrle glider, all dressed up with nowhere to go. Or was th ere? T he first couple of weekends after "graduation" I could be fo und somewhere on the hill in my new Falcon: on the 150, making the baserube trans ition, practicing shallow-banked turns and flaring; on the 250, shooting landing approaches and nailing the bull's-eye (at Morningside they put a premium on spo t landing); and on the 450, co mbining all of rh e knowledge and skills I learned on the way up - literally. W hat's more, you wo uldn't fi nd me alone. I had the benefit of instruction from a great pool of hang chinking during my entire progression, from Dave's effective eliciting of basic instincts I needed to wake, to Jeff Nicolay's everwatchful eye (who I dare say earned the nickname "Bruno" appropriately!), to the magnanimous efforts of Colin and Marilyn who always helped me feel safe and supported. (Thanks for the use of the harness!) In addition, I have been studying rhe art of flying under rhe tutelage of local Master-rared pilot Jonathan Szarek. We mer on the rowing field the day I pull ed a leg m uscle on rhe training slope. I was waiting for a consolation ride in Jeff's new trike when some goofy-looking harness on a man walked by and asked, "Will you be joini ng us up there?" Thar old saying, "For eve ry door closed is an open window, " is nor HANG GLIDING

THE EMANCIPATION

OF MY SPIRIT WHICH

HAS COME FROM

THESE EXCELLENT

ADVENTURES IS THE

DIRECT RESULT OF

THE GUIDANCE AND

SUPPORT OF THE

PEOPLE INVOLVED

IN THE SPORT OF

HANG GLIDING .

'' Suzanne launchingfto m the West Rudand ramp.

D ECEMBER 1999

without its examples. This first chance meeting with Jonathan revealed some common interests, namely hang gliding and gardening, which led to an agreement to share information on these topics and mentor each other. Ir seems ironic that I love flying and the freedom of the air, yet make my living working with the earth as a landscape designer.

When it comes to flying, Jonathan and I spend lots of rime discussing the basics. His experiential knowledge is a valuable source of information, and the tandem glider is another tool he has used as an instructional aide . The Comet 3 185 (a big double-surface glider - do not try this at home) has been host to many wonderful tandem flights for us. On one Hight we launched from Mc. Ascumey in Vermont and landed 25 miles away in Sunapee, New Hampshire, after two visits to cloud base. As a solo pilot I have had the good fortune to log more than 11 hours of soaring. One of these flights was made on Mc. Ste. Pierre's east ridge in Quebec, Canada. The sheer unexpectedness of chis soaring flight was what made it so remarkable. The initial flight plan was to launch, glide into the valley and shoot an approach on the beach. The Falcon was set up and preflighted, and I stepped up to launch where the wind was blowing straight in at five mph. I picked up my glider, leveled wings, and in just a few long strides was off In a moment or two the realization chat I wasn't going down struck me, and in an attempt to stay up I began maki ng passes on the ridge. I

didn't end up shooting that landing approach on the beach until two hours and 15 minutes later, concluding my first soaring flight. With the Mc. See. Pierre experience fresh in my cap I went to Jake's Mountain in West Rutland, Vermont, to get my first caste of inland soaring. On chis day I discovered what the real meaning of "textured air" is. Very unlike the smooch ocean air I experienced in Quebec, it had bumps and sink, and was much less predictable. (Where once there was air, then there was none. ) I go back for more whenever the day calls for it, since my current aspiration is to thermal fl y, which I am going to stare working on chis spring at Wallaby Ranch in Florida. The emancipation of my spirit which has come from these excellent adventures is the direct result of the guidance and support of the people involved in the sport of hang gliding. Having an expressed desire to commit aviation helps too. It's like a kid's club; there is only one qualification: yo u muse love hang gliding (any aspect will do). It is a unique sport chat attracts unique people, and the resulting environment is pure fun. • HANG GLIDING

utive national office

membership

22%

BOD & committee 4%

development 3%

other programs

maga2tina production

35%

cost of merchandise 13%

other

2% other programs 1%

contributions 1%

by Phil Bachman [JSHCrYl Executive Director

s we rapidly approach the close of l 999 (and the 20th century), and efore we start making predictions for the 2 I st century, we need to study where we have been. There are many ways ro look at and measure how we have done and arc doing. Our membership renewal rares are one extremely important measure. 'fhe problem with using this measure as a real-·t ime indicator is that our renewal rate really doesn't set· tie down to the actual number for any given month until approximately six months later. Let me explain. Beginning with the first business day of each monrh, the office begins, actually continues, the processing of membership applications and renewals received. Each working day for the rest of the month secs a daily increase in our active membership numbers because of that processing. Then comes the last day of the month when our god--likc compmer points om that, yeah, you guys did good this month, however, I still sec 300 to 500 members (a hypothetical example, but close to the actual number of cxpireds each month) who should have

merchandise sales 13%

magazine advertising 22%

renewed this month and haven't. Therefore, this being the last day of the month, all of those members arc now officially expired and I am removing them from the membership count of active members (until such time as they renew). Then we begin the first day of the next month, building the number back up again. As [ explained, our acmal member· ship renewal rate for a given month or for rbc previous year will not be known for a while. With that said, we Gill look at some historicals. In 1997 we bad a membership renewal rate of71.G%1, clown from 79.85°/cl in I 996. Then in 1998 our renewal rate improved to 82%). Comparing numbers to past years for 1999, we arc expecting to sec an 8 I <Yc> to 82% renewal rate again this year. (The renewal averages for membership associations nationally is between 78% and

membership dues 61%

79<Jlo.) With our new database coming line next month we will be able to maintain a rolling 12--month renewal rate picture. Another measure of how we arc doing in our air sports is fatalities. Through November 8, 1999, we have had six irics for this year compared to 13 fatalities for the same time period last year obviously a good trend. A more traditional measure of how arc doing is, of course, the money flow. 'T'hesc first two pie charts show the disrriburion of revenues and expenses for the first three quarters of 1999. The distribu-tions will change somewhat by year's encl. f have included charts for the 1998 year as a reference for what a typical year's distributions will look like. At the risk of stating the obvious, membership dues represent more than GO% of the association's total revenue, with magazine advcrHANG GUfJINC

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utive 3

rn r 1

national office

BOD & committee 3%

development 4%

other programs 1% cost of merchandise 11% other 2%

other programs 1%

contributions 0%

merchandise sales

magazine advertising 23%

m,imbership du,,s 63%

rising second. Our credit card royalties add an additional $10,000 to $11,000 annually. The balance of the revenue is from pay-as-you-go programs such as insrructor certiAcations, annual tandem fees, ere. The magazine production costs arc rhe single largest expense at plus or minus 35%J. The balance of' rhe expense load is direct membership costs plus office expenses, which fall within the plus or minus 45% r:mge. This Agure includes our membership participant and thirdparry liability insurance covernge. Of all our expenses, the insurance renewal premium is the greatest unknown from year ro year and is al most impossible to forecast due to rhc number of variables involved. "The best example of this happened in 1995 when our renewal premium jumped from $66,093 the year before ro $137,929. This was not pre dictablc and was a heck of" a surprise since our agcnr had prepared us for a premium amount of"up ro $90,000."

'fhis example brings me to the real core of the money issue with 1he USHCA ~ our reserves. In rhc beginning of 1994, our reserves were approximarcly $94,000, the result of a dues increase that had been voted in by your Board of Directors. We were able to

increase it to $124,000 by the beginning of 1995. Then we got hit with the huge insmance premium increase. (The BOD had been told to expect it in 1994 but it did not happen tha1 year.) In 1996 our premium was $133,298, another large hit to our reserves. We finance the premium amount over nine months with a signiflcant down payment. The 1995 and 1996 down payments reduced our reserves by over 50iJ1J. Then came the Dan Brown lawsuit. When the dust settled from that event about 18 months later, the USHCJ\ was out ,000 in legal expenses. We had to use more of our reserves. 'foday we arc down to 1,870 in reserves, a pitiful amount for a million-dollar business and a serious situation in terms of' prudent business pbnrnng. This reserve siruarion was discussed at length by the USIIGJ\ Executive Committee and again at the BOD meeting in October, and was the primary consideration in the Ave-dollar dues increase, which went into clfoct December 1, 199c). The plan is to use the next two years to once again accumulate a reasonable amount of reserves to flnancially prepare and position the Associarion against any ftt1urc financial hiccups that cannot be predicted. fn the next fr:w issues I will prcscm more graphs and information on other areas of the Association's workings, including additional financial infrmna· tion, five-- and ten-year membership trends, etc. 11111

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Ut>?

October's Best

by G. W Meadows, photos by Doug Rice

I have always considered myself to be one of the most fortunate people I know. I get to make my living in a sport that I love and I get to go places, meet people and experience things that the ''average" (whatever that means) person only dreams about. My vocation has allowed me to live close to the some ofcountry's best and most famous hang gliding sites. 've lived on the "brow" overlooking Dunlap Tennessee, just a few seeps from che famous radial ramp at Henson's Gap. While living in beautiful San Diego, California, I was less than rwo hours from any of 13 superb hang gliding sites, ranging from the most underrated cross-country site in the country, Laguna, ro beginner-friendly Saboba, ro characcerinhabiced Elsinore, where visirors chink they've crossed into another dimension when it comes to hang gliding habits. My life in Salt Lake Ciry afforded me close proximiry ro the beautiful sires there, including the consistent aerial playground known as Point of the Mountain. I've lived less than a football field length from the LZ at Kagel, which is probably LA's bestknown flying site, and I now live a scone's throw from the very challenging sand dunes chat range from five ro 15 feet call and guard the North Carolina Outer Banks from the mighry force of the Aclancic Ocean. No doubt, I'm a very lucky man ro have lived so close to so many good hang gliding sites, and still I get to visit these places an average of once a year. Nevertheless, my home site, the sire where I cut my ceecl1 (figuratively) in our graceful sport, is situated in north-central North Carolina. Sauratown Mountain seems as if it were pushed up out of the

Blue Ridge foomills solely for the purpose of running off it wicl1 multicolored wings. Although the mountain is not overly large in any of its dimensions, Saurarown's launch sics 1,200 feet above the valley below it, and it has hardly more than a mile of useful ridge line. Still, what it lacks in size it completely makes up for with its soarable personaliry. Sauratown Mountain (named after the Indians who were native ro the area - che Saura uibe) faces 150° (south-southeast for the directionally challenged). This allows it to gather the most di rect sunlight possible during the first thermal pare of the day. Add ro chat me face that the top quarter of the mountain is solid granite and you've got yourself a thermal machine. The sun begins ro heat the rock from the moment it breaks the horizon, and the pure mass of the rock absorbs much of mac energy and releases it in just the proper doses throughout the day, and many times into the night, sometimes lace into me night. I grew up in Winsron-Salem, North Carolina and, being a fan of seeing things from a high vantage point, was very fan1iliar with Saurarown Mountain and its rwo sister mountains, Hanging Rock and Pilot Mountain, which flank her sides like granite-rapped bookends. My childl1ood summers consisted of many uips ro these protrusions ro hike ro che top and look

The base leg ofthe southwest target approach held everyone's attention.

Cameron Miller maneuvers into the LZ at the 1999

Duration winner Monty Monta on final approach.

around. Winston-Salem sits about 25 miles to the south of these three sisters and I can still remember standing in my grandfather's yard, looking north on a clear day and feeling like Sauratown Mountain was almost sitting at the end of his street. In the early l 980's, after getting tired of driving two hours up into the blue ridge to do sledders from a site near Morganton, North Carolina, I heard that people had recently flown from Sauratown. I made it a mission co find our who and how. The exact details are a little fuzzy right now, sitting at my computer, but I seem to remember chat Tommy Thompson was one of the first, along with Jake Alspaugh, Peter Adams and Ken Haney. Old-timer (in years associated with hang gliding only) Mike Nesrer was also somewhere in rhe middle of it all too. Within a few months of the first successful flights off the rocklined top of the mountain, a core group of locals formed char consisted of the abovementioned as well as myself, Tom Parsons,

Doug Hileman, Jeff Poplin and "Junebug" Covington . The way I remember it, we turned char site from a shaky, unforgiving-launch, renegade si te that we flew without permission, to a very respectable launch that we still flew without permission in no time. It seems char the "core gro up" spent more of our rime on chat mountain than we did with our jobs or loved ones. Ir was paradise found, in a hang gliding world. I look back on those early days, spending my formative years with those folks, with great nostalgia. I got so attached to the site that I moved co wi thin a five-minute drive of it. I was working in corporate America at the rime for AT&T. The next few years saw things change (fo r the better) at a very rapid pace. A situation char had us chinking we were about to gee thrown off the mountain made us scramble to get permission, which we were successful in doing. The television station that owns the launch area (WXII) gave us a lease on the property for $365 a

year. Since then, they've allowed for the expansion of the setup area and a paraglider launch. They have always been very gracious in their dealings with rhe Sauracown Club. During the sire's first decade as a viable place to fly hang gliders it saw many pilots come and go, I guess no different than any other site in the 1980's. In 1988 I listened co my "higher calling" and moved away from the site, seeking my fortune in the lucrative world of hang gliding (laughter all around) . Since chat rime I've been back to my home sire of Sauratown a handful of times. Each rime, as I ger closer to tl1e cowertopped mountain, I feel that twinge of excitement tl1ac always accompanies nostalgia about rhe past. The original, core group of pilots is still pretty much intact, with some additions chat have made tl1e local club a very well-rounded crew. Doug Rice, who in tl1e mid to Jare l 980's was a photographer and pilot living in Raleigh, North Carolina (a two-hour drive from Sauratown) has since taken up residence just a few miles from the mountain and watches over its free-flight interests. Jeff Reynolds, consummate country boy local from rhe area, has also lent himself co the cause since he learned to fly there in the lace l 980's. There are many others, like Vic Lewelyn, who rake the time to make the site what it is. It is because of the hard work of tl1ese folks and ochers char there is a yearly, fun fly-in called October's Best. This year's October's Best was highly touced in the magazine as featuring not only the return of aerotowing for the second year, but che new paraglider launch for rhe first time. Doug Rice, as in years past, headed up the promotional end of the fly-in, and with rhe volunteer efforts of many he insisted that this year's evenr would be better than any preceding it. I personally have been able to attend about four of these events and I've always been surprised ar how well the weather cooperates with the plans of the event organizers. It is a Friday-through-Sunday affair, and it always seems char the flying on Friday is stellar, with wonderful flying on Saturday, and then hie-and-miss on Sunday, the day folks must head for home anyway. My wife Jan and I arrived in WinstonSalem on Thursday evening to spend the night at my parent's house, then we headed to rhe mountain on Friday morning. Upon our arrival at the LZ we were welcomed by beautiful blue skies and moderHANG GuDlNG

Tracie Fifer--Welch (H PO Box 8225 Jackson WY 83001 (307) 733-6823

99)

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

USHGA Board of

Directors REGION 1 Bill Bolosky (R 00) 2LJ622 SE Mirrormont Dr Issaquah WA 98027 (425) 557-7981 bolosky@microsoft.com Steve F<oti (F< .. 99) 3024 NE 18'11 Ave Portland OR 97212 (503) 284-0995 paragliding@compuserve.com Paul Klemond (L 99) (PG Accicient Chair) 3612 NE 43rd St Seattle WA 98105 (206) 525-5765 paul@kurious.or9 Gene Matthews (H 00) 15308 111 111 Ave NE Bothell WA 98011 (206) 488-1443 skydog@gte.net Bob Hannah (H 00) 9920 51'' Ave S Seattle WA 98118 (206) 328-1104 paraskr@aol.com REGION Ray Leonard (I~ 00) PO Box 20066 Carson City NV 89721 (775) 883--7070 advspts@pyramid.net Russ Locke (R 99) 868 S Mary Ave Sunnyvale CA 94087 (408) 737-8745 russlocke@juno.com

REGION 3 Ken Baier (R · 00) 253 Rodney Ave Encinitas CA 9202LI (760) 753-2664 airJ unkies@world net att. net John Greynald (F~ . . 99) 2T74 Puesta Del Sol Santa CA 93105 (805) uo,,-0•+0,) throgrog@aolcom Gregg Lawless (F< • 99) 9127 Bittercreek Ln San Diego CA 92129 484-2056

Ken Brown (H 99) 1795 40 111 Ave San Francisco CA 94122 (415) 753-95'.34 kennyb2u@aol.com

Dan Johnson (L - 99) 8 Dorset St St Paul MN 55118 (651) 450-0930 CurnulusMan@aol.com REGION 8 Douglas Sharpe (R 00) 401 Silver Hill l~d Concord MA 01742 (978) 318-9714 dsharpe@tiac.net Randy Adams (H ·· 00) PO Box 369 Claremont NH 03743 (603) 543-1760 randyadams@cyberportal.net

Alan Chuculate (H 99) 6709 Salizar St San CA92111 (858) g_achucu@qualcomm.com Gil DodrJen (Editor) 31441 Santa Margarita Pkwy Ste A-256 Reho Sta

REGION 4 Mark Ferguson (F{ ·· 00) 1173 Ridgeview Cir Broomfield CO 80020 (303) 931-8075 mark@ballvarios.com

Scott Gasparian (R-- 99) PO Box 1027 CA 94044-6027

Ed Pitman (H 00) PO Box 188 Shasta CA 96087 (916) 359-2392 epitman@c-zone.net

REGION 7 Bill Bryden (R ·· 00) (I-JG Accident Chair) 6608 North 100 East Rd Seymour IN 47274 (812) 497-2327 hm bbryden@hsonline.net

Larry Sanderson (H .. 00) Soaring Society of America PO Elox 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 Wate1·cyn@cyberhighway.net

REGION 9 Pete Lehmann (R 99) 5811 Elgin St Pittsbur9h PA 15206 (412) 661-347'1 LPLehmann@aol.com Geoffrey Mumford (R - 00) APA/PPO 750 fost St NE Washin9ton DC 20002 (202) 336--6067 gmumford@apa.org Dennis Pa9en (L 99) RD 3 Box 254B Spring Mills PA 16875 (814) 422·0589 hrn pagenbks@lazerlink.com Chris DuPaul (H 00) PO Box 462 Nellysford VA 22958 (540) 672-0065 Krisdupaul@aol.com Art Greenfield (X) 1815 N Ft Meyer Dr Ste 700 Arlington VA 22209 (703) 527-0226 awgreenfie/d@naa·-usa.org REGION 10 G.W Meadows (R - 00) 1125 Harbor View Dr Kill Devil Hills NC 27948 (252) 480--3552 justfly@interpath.com Matt Taber (R 7201 Scenic Hwy Rising Fawn GA 30738 (706) 398-3433 fly@hanglide.com

David Glover (H .. 99) '/ 696 Creek Rd Wildwood GA 30757 (706) 657--8485 david@davidglover.corn De Wolf (H .. 99) PO 1268 Stanardsville VA 22973 (804) 990-9071 DeWolf7@aol.com Jotrn Harris (H 00) PO Box 1839 Nags Head NC 27959 (252) 441-4124 ucanfly@outer-banks.com Steve Kroop (H 00) 6106 NW 128111 St Gainesville FL 32653 (352) 331-6729 usaflytec@aol.com REGION 11 Dave Broyles (R - 99) 211 Ellis Dr /-\lien TX 75002 (972) 727-3588 broydg@home.net REGION 12 Paul Voight (R .. 00) 5163 Searsville Rd Pine Gush NY 12566 (914) 744-3317 flyl1igh@frontiernet net Jan Johnson (L .. 99) 70 l<ing Rd Middletown NY 10941 (914) 695-8747 Paul Rikert (L - 99) 101 N Broadway# 2B·3 White Plains NY 10603 (914) 946-9386 hm Lars Linde (H - 00) 954 W Front St Red Bank NJ 07701 (732) 747--7845 larslinde@cornpuserve.com REGION 13 (lnt'I) Jan Johnson (L - 99) See Rog 12 Michael Robertson (H RR 5 865 Con 7 Claremont Ontario Canada L'IY 1A2 (905) 294-2536 flyl1igll@intoramp.net

00)

USHGA Executive Director Philip Bachman PO Box 1330 Colo Springs CO 80901 (7·\9) 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 (F\)-Regional (L)-At Large (H)-Honorary (X)-Ex Officio (10115199)

ate winds that were blowing perfectly toward launch. Catching up with old friends at the bonom was great, but soon we headed up the mountain and set up our gliders, did the traditional "looking" at the conditions, suited up and left the mountain via personal aircraft. The conditions remained good throughout the clay on Friday and pilots flew right up until sunset. A wonderful, catered barbecue was arranged by the club and we all sat around the rock-lined campfire pit, told old stories and enjoyed a "history of Sauratown" slide show provided hy Doug Rice. Saturday was almost a carbon copy of Friday, with a constant flow of wings leav· ing the mountain top and pilots arriving in the LZ upon completion of their flights. With more pilors on Saturday the atmos· phere was truly fr,stivc. It was exciting when aforementioned old-timer Ken Haney arrived from over the back of the mountain in his Ventus sailplane and slowly worked his way down to about 300 feet off the deck over the LZ (not the best place to land a $4 5,000-,- sailplane). Jake Alspaugb, fellow hang glider and sailplane pilot, flew out from the mountain to help Haney search frir the core of a thermal to help him get back up. After what seemed like forever, Haney, who already had his landing gear deployed, worked his way back up and was able to pick his landing site. Again, pilots, hang glider and paraglider alike, flew until sunset. 'The evening's food consisted ofJunebug's world-famous barbecue chicken with beans and slaw, topped off with award-winning banana pudding. Yum! The night's entertainment consisted of a couple of old J 6-111111 hang gliding films provided by U.S. Aeros that were up ro 2.5 years old. The crowd retired to the mesmerizing campfire until everyone departed ro their nightly accommoda-

tions. Sunday was another good, flyable day with a lot early flights made by those who needed to return home later in the day. Pilots and friends made the rounds to tell their frllow flying companions goodbye until next time. So, with three days of succ:essfid fly-in behiud us, it looked as though the J 999 "October's Best" had turned out to be "Sauratown's Best," at least so for. f would highly recommend rhis fly--in to anyone looking for a fun rime with a great bunch of pilots. II

2.8

by DougRice

he 1999 ·(.)cwbe./s· l.Je.'st .Fly-Ln w.as the. SauratownMountain H.ang in GtidingClub's most its entire eight years. doubt the three cfays of perfoct wca.th:er played ti major role in the record tt.1m.01st; it certainly didn't keep people away'. The event i.s billed as a "fu:n fly--in' ,~nd to mar1y pilots of difforent. skiJlleveJs as p()SSi· ble. Normally, the an Intennqdiate xadng to flywithont.al) instrqctor's presence or recon11i1e1idaNovke pilm:s with·CliffLa.unch or Towing skills ate mmindy JJenmit.ted to fly after being checked ,-iutby a dub officer, This l 3 of the 51 registered pHots and although. d1Gy tm)re experieneGd pilots ori their toes, there were 110Jnci.dents resulting from the mix. of sk.il.l levds. In fact, out cifthc 91 Hlghts d:1at took place on Saturday .an<:l Sunday there was <mly oneJrnrd landing that

occurred while a pilot was maneuvering toward the target area .. He was abit shaken but walked away from it. As much as.we prefet to h,we only .e:xpe1ne11cc:.t1 pilots show up ;;1.t th~: yeat.wehave.tot:irn•aw51y bef~in111et <>r two. qn Fridi:1y of this

manage .to·ffod.drne

to ckar atow pjlod:or:hi:s fitst l!1()lll:l..tain and cliff lau.ncb. With that. extra little bit out of the: way, I was

happy to.see t:Wo hours and

day; J(evin paid

Brct)t I-fa.rsh, Doug Hileman.,

Lewellen, Mike Nester,·Doug Rice, Tbny Sillvador and T Greg (Fireball) Willey.. Other·volqnteers who dl.dn't fly but worked twoshiftsor more were; Stephanie Lewellen, Janet vadoi:, B.cn Thomas and Andn:a My thanks to all of you and to Jeff Rqnolds and the others who helped! Ontil last year, Octqber's Best had been. strictly an ev~:n t enj oy.e:d by c;hff.. launching hang glider pllots. Brnd Gryder of Foothills Flight Park ch-a.nged all that by adding aerot.owhlg to the rr1ix, and. ren:irned again this year to provide instr.uct:ion for the public and an alternative launch method.for the fly~in partivip:ilonts. Nc1wthis ye.,tr was participation by eight pai:a1slider pilots, ma:klng this one of the most diverse fly~iri& in the

co.1-1nu:y, The tro11hies pllots went home with were beautifol, cn~ated byLis~i of Dreams in Idaho.. Th.is most excellent 'J:-shitt design was co.ntributed bylJ.S. Aeros/Just .Fly whkh ,ilso donated other

on list

inch1ding special barg<1ins new ne~ses. Wills Wing rhe USJ-IGA, :isil!Ways, .added to.the of prfzes givc:n away. Thanks rn the Sa1;1ra1:ow11 Volunteer Fire Dep.am.net11: forloancc us chairs and for putting out Willey's before it blew ~1p,

and

Coltrane fly for

bad., bywotking as

an. Qf}lcial du.ri11g tbe afternoNi .sfaift

on$tinday. Because this is 1wt a world-dass with $250 entry foes H11d req uirC:d, all of the officials Rte Vc)lm1teers. Without thdr help there wouJd be no way to dme launches a.nd meas111·e spot landings. Most of the who volunteers are SMHGC work a four-hour shift and pay the entry foe t<) fly with everycme else. Here is th(;) list of those m(imbets: Brown, Jerry' Carnpbell, lJvvirrltlt Ji"re,e• man, Mart Gamble, v11.c,s~l<1.<;l,yv !(it<::er1inJg,

for a second ye:~r. But the secret to gert:ing pilots back year. after .the great .food, Thanks to Pkkin's Atnedca on F1dday night, and Boy Scout 'li'oop 415. for serving breakfast eadr r.r.10rni11g and hot and hamburgers both days. Mosr importantly; thanks to.June Bug C~Nington fqt his a11nual Saturday night barbecue chicken dinnerfoast! Top it aJl off with movks, a slide show a.ud rip-roaring campfires and have October's Best Fly-In. W€ you'll all be back again

HANC CJ.IDTNC

hy Pete fehmrmn

D cgion Nine's traditional spring weather l\Jcatures strong, unstable, post-frontal conditions resulting in conrcst-winning flighrs from predominantly norrhwcsr sires. However, rhis past spring produced some ecccnrrically cxccllcnr /lying of a type rarely seen in the Region. Nelson l .ewis, the overall Regional Champion, produced the con-test's only 100-milc /light, bur he did iron a southerly day wirh a flight that required six and a halfhoms. Many more ofrhc contest's orher significam flights were rnade on easterly days, historically the Region's absolutely worst direction for cross-coumry flights. Overall, rhe comestams may have seen fr:w ourstanding days, lmt there was an abundance of good, untlireatening ones. We certainly could have done worse. Let us begin with Nelson Lewis's flights. Flying a new J\eros Stcalrh, his longest flight of l 09.5 miles was made from a site near I Iarrisonburg, Virginia in what were initially extremely weak conditions. It began at 12:45 PM with a 50-l11m thermal well below launch. With time, climb rntcs improved to 300 f1m1 and altitudes to 7,500' MSI, under large clouds. But even then l he upper-level winds were unusually light as he ran along Massanuttcn Mounrain's long ridge. Upon arriving in the neighborhood of the wellknown Woodstock flying sire he was fairly low before again climbing w altitude. After leaving the north end of that ridge he was fi.Jrrunate i-o encounter a line of clouds which continued into the open as though the ridge were still in place. Near Martinsburg, Virginia he ag:1in reached base, which had risen to 9,000' MSL, a very great alrirude for eastern flights. Mier that the clouds began ro dissipate and he began what was to be an exceptionally long final glide with a 100-fpm sink rate. He ulrimarely landed ar 7: 15 PM near Mercersburg, Pennsylvania after having traversed four stares and setting a new Virginia stme record. The flight was also notable for heing the Region's first 100 mile flight 10 have been made from anything but a westerly-facing site. Nor conrc111 with one site record, Nelson's second contest flight of76.5 miles rep·· resents rhe longest flight from Raven's Roost in Virl~ini:1. This flight roo was done 30

on a light-wind day, and required just under six hours to complcrc. The flight would seem to have been rhe Ii u:le brother of the I 00-miler. Conditions were similar although lighter in all respects: weaker climb rates, lower bases and very little drifr. 'fhc rhird flighr, 52. 5 miles, was again in light conditions from the Mystery Mountain near Har-· risonburg. This "short" flight required a mere 6:mr and lhree quarters hours, bur again lifr was rarely hcncr rl1an 300 f11m, although he did get to an excellent 8,600' MS!. en romc. Altogether Nelson's flighrs wtalcd 202.5 comest miles which crushed the secondplace finisher by 65 miles. However, what most amazes rnc is the amount ofainime Nelson accumulated during his flights. He averaged about five and three-quarter hours per flight. That is, he flew over l 7 hours in three flights, an extraordinary amount of air-time for the eastern U.S. In second place in die Open Class was Eric Shiever with 137.2 total miles flying a Wills Wing Fusion l Ii 1. Eric's longest flight of58 miles w;1s from Avonmore, Pennsylvania near Pittsburgh. This flight too was done on a light-wind day like those of Nelson's flights. '!'he difference was that Eric did his from a tiny li:30-foot site where launching on a light day is a roll of the dice. Just ting lip and soaring on a day like that a moral victory. Before ulrim,uely landing near Altoona, Pcnnsylv,mia, Eric cxpcri· cnced a fine 760-111111 climb with :in osprey ro 6,600' JvlSI. near Ebensburg, Pennsylvania. Like Nelson's flights this one 1-ook a long rime, (i:Jur and a halfhoms. Eric's second flight of 4(i.8 miles was one of the long ones made from the infamously miserable, east--facing Bills Hill site as part ofwhar became a record weekend rhcrc. Eric cnjoyed a great al ti rncle gain during the flight and yet another osprey for good mojo during a climb. r:lying a Moyes CSX'.-3, l .arry Huffman took third place wirh his roral of 135.3 miles. Larry's best flight was m:1dc on the above-mentioned record Bills l[ill weekend. His flight of62.1 miles to m:,ir Somerset, Pennsylvania was oddly difficult. Other pilots rhar day were getting stinking high,

but Larry struggled the whole way. Nonetheless, he accomplished the longest flighr despite repeatedly having been in trouble. To conclude his difflrnlr flight he landed in what turned out to be tnily spooky trash. His second-longest flight of ?i(>.7 miles was from High Point, West Virginia in zero wind and light lifr, while the third one of 36.5 miles was made from Templeton, Pennsylvania on a weak nonh-wcsrerly day. Pollowing him in the overall standings was Claire Pagcn. She flew her PacAir Klassic ro a rota! of 134.7 miles. What is noteworthy about Claire's flights is that they were all done from the southeastfacing Jacks Mountain site, and two of them were done on light--wind thermal days. Rounding out the overall top five, and taking first place in the Sixty Mile Class for the second year in a row, was Marc Fink on a Wills Wing Fusion I Ii 1. Flying a total of 150.li miles, Marc's flights mirrored Claire's in that two were done together with her at Jacks Jvloumain, while the third one was ·done by running the Massanutten ridge from Woodstock, Virginia to 1-larrisonburg, Virginia. The latter !light of39.7 miles was made late in rhc day, and Marc reports that he did it with virrually no turns required afrcr making a lefr rum at launch. Second place in the Sixty Mile Class was taken by Tom McGowan flying his Moyes 164 Xtraheavy for 92.7 miles. His longest flighr of 3:$.8 miles to the curiously named Kegg, Pennsylvania was made on tbar strnnge northeasterly weekend at Bills Hill. He followed ir up with a 31.9-mile flight frorn the new Highland Acrosports airpark located at Ridgely, Maryhnd, :md a 27-milc M;1ssanutten Ridge nm. (;eolTMurnford took third place in rhc class on his new Aeros Stealth with a couple of flights from the Ridgely tow park. After having not had a single X-C flight all spring, he managed two flights on the contest's bst weekend in May. [ Tis 47.5-milc flight represents a personal record, which he followed up the following day with one of 3/i miles. Further demonstrating the cross-country potential of thc new Ridgely row park, Steve Turner triurnphcd in the Rookie Class with two flights from the sire. Flying bis Moyes Xtralitc, Steve made an excellem 42.5-milc flight that he describes as his "first serious X-C flight." He tells of a classic day of cloud hopping and as much as 800 fpm of lift to as high as 7,800' MSI .. The flight was only cm short by the minor obstacle of' the Atlantic Ocean which compelled a landing near Rehobeth Beach. 1-lis second flight was one of I 5 miles made on the last day of rhc HANC CunrNc;

contest, again from Ridgely, and again enjoying amazing altitudes, chis rime ro 8,300' AGL. Despite flying a ragged-our Vision Mark 4 wirhour a vario, Bacil Dickert again placed well in the Rookie Class, raking second place. His coral of 53.4 miles consisted of an unusual combination of flights. On one day he registered two identical flights of 16.8 miles running along Mahan cango Mountain (rhe "Sac" sire) in Pennsylvania, while his third flight of 19.8 miles was made along the same route on another day. Third-place Rookie was Dan T ornlinson on a Wills Wing Super Sport. He registered an honorable three flights during his first season of cross-country flying and was greatly pleased with the outcome. In accumulating a coral of 20.3 miles his longest flight was one of 11.6 miles along tl1e Woodstock ridge. Thar flight was particularly gratifyi ng in char ir required a struggle of 40 minutes below the

ridge top before climbing our and going on course. To conclude chis account of Region Nine's spring X-C flying I should mention char Greg D eWolf, ninth, wo uld likely have figured far higher in the standings had he nor suffered a season-ending injury after having already made two good flights . Greg's best flight on his Fusion was a sire record 52-miler from the Manquin Flight Park in eastern Vi rginia. H is ocher long flight was also frorn Manquin and highlights how the arrival of rowing has enhanced eastern flying. I rook seventh place flying a single-surface W ills Wing Falcon. The best of my flights was another of the bizarre Bills Hill flights, one raking me 44.3 miles ro land near C umberland, Maryland. Trying to do well while flying a coy glider was a delighrful challenge, and one greatly aided by the generally light winds encountered mis spring . •

Yesterday's Technology

1999 Region 9 Regionals - Results PLACE PILOT 1) Nelson Lewis 2) Eric Shiever 3) Larry Huffman 4) Claire Pagen 5) Marc Fink 6) Will Jenkins 7) Pete Lehmann 8) Tom McGowan 9) Greg DeWolf 10) Geoff Mumford 11) Mark Gardner 12) Joe Gregor 13) Ron Dively 14) John Fenner 15) Jelf Seruser 16) Larry Ball 17) Steve Turner 18) Jim Meadows 19) Ric Niehaus 20) Bacil Dickert 21) Greg Mick 22) Mike Chevalier 23) John Dullahan 24) John McAllister 25) Mi ke Balk 26) Dan Tomlinson 27) Sheila Boyle 28) Jim Rowan 29) Ralph Eckart 30) Tim Donovan 31) Christy Hudclle

DECEM BER 1999

CLASS Open Open Open Open Sixty Open Open Sixry Open Sixty Sixry Sixry Open Open Sixry Open Rookie Sixry Sixty Rookie Open Sixy Sixty Sixty Sixty Rookie Rookie Open Sixty Open Sixty

GLIDER Aeros Stealth Wills Wing Fusion 141 Moyes CSX3 Pac Air Klassic Wills Wing Fusion 141 Wills Wing Fusion 150 Wills Wing Falcon 195 Moyes Xcraheavy 164 Wills Wing Fusion 150 Aeros Sreal ch PacAir Klassic 144 Wills Wing Fusion 150 PacAi r Klassic 144 Wills WingXC 155 Moyes XS 155 MoyesSX4 Moyes Xrralire Wills Wing Fusion 141 Wills Wing Fusion 150 PacAir Vision Mk. 4 learn Laminar Aeros Stealth 2-151 Wills Wing HP AT 145 PacAir Klassic 155 Wills WingXC 155 Wills Wing Super Sport PacAir Pulse Wills Wing Fusion 150 Wills Wing HP AT 145 Sensor 610 Wills Wing XC 132

Flight 1 75 58 62.l 51.2 46.3 43.2 44.3 33.8 52 47.5 30 26.8 33.4 36.9 24 22.6 42.5 28 .2 38.7 19.8 35.5 15.8 18 23.3 14.2 11.6 5.5 12.3 11

8.4 5.5

Flight 2 75 46.8 36.7 50.1 44.4 43.2 31.3 31.9 32 34 23 26 23.2 28 21.2 17.9 15 20 8.8 16.8 8.8 14.3 13 11.9 9.6 5.6 5 0 0 0 0

Flight3 52.5 32.4 36.5 33.4 39.7 31.3 28.1 27 0 0 20 14.8 10.1 0 14.1 18.6 0 8 6.2 16.8 0 12.6 6 0 3.1 3.1 2.2 0 0 0 0

Total 202.5 137.2 135.3 134.7 130.4 117.7 103.7 92.7 84 81.5 73 67.6 66.7 64.9 59.3 59.1 57.5 56.2 53.7 53.4 44.3 42.7 37 35.2 26.9 20.3 12.7 12.3 11

8.4 5.5

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The 1999 Masters Of Freestyle

TOGETHER, FREESTYLE HANG GLIDING AND THE FAA TACKLE A MONSTER EVENT by Dino Dinaso, photos by Ron Young

To our swaggering aero pilots the thought offlying in front ofmore than 150,000 people seemed very cool. We had been invited to bring the Masters ofFreestyle Hang Gliding Contest to San Diego's 32nd annual Bayfair event. In preparation for the event we presented a detailed description of the proposed flight activities to the local FAA flight standards district office in hopes ofobtaining an aviation event waiver. fter looking over an aircraft secional map of the region it was lear chat the waiver was going to be a challenge co secure. With more than 4,600 acres of area, Mission Bay is the world's largest man-made water park. With lots of unobstructed, open areas and mild sea breezes, it is perfect for aerocowing hang gliders and performing aerobatics. Perfect, except for one minor detail: It falls within controlled airspace for three major airports! Aero Event's Class A ace was trying co fly in Class B airspace. Sure, plenty of aircraft had participated in the Bayfair event in the past, but 34

the local FAA officials could not get their minds aro und the idea of using an ultralight co cow hang gliders up co perform aerobatic maneuvers. We had tried calling our stunts "freestyle flying," but the FAA would not fall for that term; they define any maneuver with a bank angle past 60 degrees as aerobatics. In addition, they

were requesting chat we might have co fly with transponders. I was sure chat wearing transponders on our chests would be as healthful as watching the food cook in a microwave oven. Then there was the little matter of cowing hang gliders with ultralights. Everybody knows chat it's okay co cow hang gliders with ultralights, right? "Well, sort of," said the FAA. But hey, said I, doesn't the US H GA have an exemption #4 144 which clearly states chat powered ultralights weighing less than 254 pounds can cow unpowered ultralights weighing less than 15 5 pounds ? The ultralight we were proposing co use was designed co cow hang gliders and was under the FAA's maximum weight restriction of 490 po unds for twoplace ultralight trainer aircraft, so it was really the same thing. (I had recently seen co it chat our tug pilot got his basic flight instructor's license just co be on the safe side.) So we were okay, right? "People might be doing it, bur they are wrong," said the FAA, "You cannot cow hang gliders with an ultralight aircraft that weighs more than 253 pounds, 15.5 ounces. " Hmmm. I then talked co all the authorities on the subject that I could find, and they all said it was true, you cannot do it according co Federal Aviation Regulations. This issue was bigger than our licde organization and chis event. I vowed co start working co change this sticky, gray legal matter into a nice, firm, black-and-white regulation chat would be good for everyone. The next time I called the FAA I had

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regulations and countered with, "Okay, how abour if the aircrafr is certified as an 'experirnental aircraft' with an N-number and the pilot is a basic flight instructor :md a USHGA aerorow instructor?" "It's not legal," said the PAA. The equation was simple: Gliders minus tow plane equals no event. I called them back with another great idea (I thought): "How about using a winch sysrern to tow the gliders aloft?" I said something a little more casual, coastal-Californian like: "Dude, this is way cool. We'll use a payout winch system, just launch the gliders, and then pay out 2,000 feet of line totally awesome!" 'T'hc l 1AA said, "Thar towline would be way too much of a haz . . ard for the flock of media helicopters and the banner tow planes in the area. No way

dude!" Then that nmty Aussie old-·timer, Bill Moyes, told me a story about being rowed up by a Piper Super Cub. [ figured that this type of plane must be legal to tow with for sure, and it flies just slow enough to make it safe to tow hang gliders. I desperately called a friend who tows sailplanes for a living, but he didn't know of any available Super Cubs. I was begin-· ning to think that maybe we weren't going to he able to pull this thing off. We had originally planned to hold tbe fourth annual Masters Contest in Rosarit:o, Mexico again. However, the prospect of participating in the huge Bayfair event lured us away from the Land of the Freer, Horne of the Braver like a trout after a nugget of cheese bait, and now ir was too

late 10 nun back. I w:1s out of ideas when a smarty-pants, non-pilot friend of mine piped up and said, "Why can't you just use a 'real' ultralight to tow with?" Of course, I'm a genius; we had an ultralight trike that we could row with. Jt was not the workhorse thar our row plane was, and no, it could not perform the 50+ tows we needed for the Masters Contest. Bm yes, it could permit us to do some exhibition flights and save our participation in event! Even wid10m rhe contest, I knew that the glory--hungry aero pilots would still go aft er a gi;rn r cheese logsized event such as Bayfair like a school of ravenous Piranhas. 1 blasted off a new sample application for a waiver to the FAA that described rhc new plan. The FAA said: "We gotta sec it to believe it. You must arrange a dcmon-strarion. We want: to rnake sure this isn't going to be like the Keystone cops of fly-ing!" (Oops, maybe they had heard about some of our goof:-ball antics like "barn· storming" that we have staged at the Rosarito Light Airshow.) Joey Fresquez has a very slick little trike rigged for towing. He built the entire unit using a design by Juan "fozz head" Corral. The trike is equipped with a 503 Rotax engine and a swell "Mustang" trike wing made by Norrhwing. Joey has alw;:iys been one of J\ero Evenrs most dependable pilots. He listened to my scheme, smiled, and said, "Ir sounds crazy. Let's go." Two days before the start ofBayfair, Joey and I were ;it the Torrey Pines Glider

Port with nine FJ\A officials standing by, waiting to sec it before they would believe it. l asked them, "When was the last time you guys all got together like this?" "Ncvr:r," snid an FAA guy. Soon l was in my old "Sky Blaster" TRX, the trike accelerating, the towline pulling, the dolly rolling, and we were flying over the ocean. l released, fl ippcd the glider upside down and we both landed. The FJ\A guys were.,. clapping! The head FAA guy commented, "There's one more thing we arc going to require that all of your pilots must do." (T held my breath.) "We are going to require that aJl of you wear parachutes." I grinned like a Cheshire car, then looked down at my chest and patted my parachute lovingly. Friday was the first day of the event, and due ro low cloud base most of rhe day and some organizational mix-ups only one pilot got to fly. Making the scene was "/vfad Mitch" McAlecr, who legend has it was raised by wolves, but he saved the show that day by performing some dandy maneuvers for the growing swarms of humanity. Yep, this deal was certainly turning our ro be what they call "The World Series of Power Boat Racing." There were unlimited hydroplanes, drag boars, formula ones, offshore racers and even cute little model RC hyd roplancs. On day two, Dieter Corke came out and flew with us. His very fluid flying reminded us all why be had placed first in rhe '97 Masters Contest. He per-formed some astonishing rolling mancu .. vcrs past 180 degrees. Imagine the movements a track star makes doing a high jump only much, much higher. Dieter lives very close to the bay with his wife Lorraine and his kids Marissa and Derrick, so close, in fact, that be could almost sec their home from the top of the :iero hox. We were having trouble coordi-· nating our flying activities with the Bay.. fair announcers, bur once, while Dieter was pcrfrmning, we hit it right on. The announcers called the crowd's attention to rhe sky, someone cued some surf music, and from across the bay we heard a growing roar. At first we didn't realize what it was, then l said, "Hey listen, it's rhc crowd, they're digging it!" During a break in the flying we had an opportunity to do a little quality beach combing. All manner of things

Continued on pr.rgc 46 HANC CurnNc

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A I

7here were seven chickens sacrificed

ed incantations served to inform

high on the slope rf Mt. Kinabalu

them that thejiJreign intruders were

deep in the heart~f Borneo. The

pilots who had come to leap from

native priest was following an old

the heights of the sacred mountain,

ritual des~r;;ned to appease the ances-

not to disturb the guardian dragon

tral spirits of the mountain. Chante.

or steal its sacred pearl

he rirual proved effective, for we made multiple Rights from the incredible granite walls of Mr. Kinabalu 'Afithout an accident on a l1ang glider at least. Before we review the spectacular flying for you, ler us first see what set up rhis cultural excursion and aerial adventure. Malaysia is one of Southeast Asia's most emerged tigers. Its economy is vibranr and a tour of its capita!. Kuala Lumpur (KL) will open your eyes. There, every edifice is a work of art and the world's tallest building(s), the twin Petronas towers, provide a snmning accern to the skyline. ([f you've seen the recent Scan Connery movie, Entrapment, you've seen the Petronas tow·· The movers and quakers in the government arc engaging the West in trade, cultural exchange and technology. They host one of the world's largest airshows annually (Langawi) and arc cager to join the FA] (the inrernational body serving all aviation, including us). The FA[ requires a coumry to have a national organization consisting of at least five airsport disciplines. Malaysia currently has three (parachut:ing, ultralights and aeromodeling) and wants to add hang gliding and paragliding. 'fo that end they contacted Noel Whittal, the C:IVL secretary, and he directed them ro rne as president of the World Hang Gliding Series (WHGS). Ir was previously determined that Mt. Kina .. balu would be a great site for a hang glider spectacle and speed gliding (a WHGS specialty) would be the event. Noel and I went to Malaysia lasrJunc to scope rhc place our. We climbed to the top of Mt. Kinabalu at 13,500 feet and found a perfect launch site. Then we surveyed the potential landing area, a world-class golf course, and planned a speed gliding nrn.

Later we toured the Malaysian peninsula looking for other sites, both for hang and paragliding. Finally we ended up in KL wining and dining with dignitaries including the Prime Minister, Dr. Mahathir himself. It turns out that the PM is behind the J;AI push ,me! he is the one who suggested hang gliding from Mt. Kinabalu. Do you know any orhcr country where the nmn-bcr-onc guy has sponsored our sport? The man the PM put on the job to organize matters w;is CoL Basir. He is a skydiver, paraglidcr and power pilot. Noel and I sat down wirh him and helped plan the event as well as draw up a list of 10 pilots whom we would invite ro an allcxpenses-paid flying advcmurc of a lifetime. '!'lie idea was to nm a test meet to check the foasibiliry of flying consistently from the mountain and speed gliding over the steaming jungle. Our criteria for pilot selcc· tion was to get representatives from differ-cnt countries and different manufacturers who have participated in speed gliding in the past. Some of our first choices were busy, bm here's who came along when we returned from September 9 to 21: Allan Barnes, England; Oleg Bondarchuk, Ukraine; Craig Coomber, Australia; Sandy Dittmar, Venezuela; Tove Heaney, Norway (living in Australia); Jim Lee, USA; Joel Rcbbcchi, Australia; Manfred Ruluncr, Austria; Aaron Swcpston, USA. In addition, my wife Claire and 1 brought gliders to test the course and taste some tropical thermals.

THE SITE Borneo is the world's third largest island. h basks in chc sun just north of the equator abom ltOO miles from peninsular Malaysia across the South China Sea. (For the geographically challenged, Malaysia is the lowHANC CurnNc

Manfred races across the finish line located on the beautifully manicured golfgreen carved through the thick tropical jungle. Photo by Aaron Swepston.

DECEMBER 1999

The gang of workers and pilots going reef diving. Oleg, front right, with Manfred and Tove farther back. Left rear is Craig, Joel and Sandy (with hat). Photo by Claire Pagen.

Chopper landing on the precarious ridge line at 12, 000 '. Note the condensation trails emanating.from the rotor tips. Photo by Aaron Swepston.

er part of the strip of land chac runs down from Thailand to Singapore.) The north and wesc pare of Borneo belongs to Malaysia and is divided into che states of Sabah and Sarawak by che Sulcanace of Brunei. Brunei is famous for its Sultan who has the wonderful name Sri Muda Hassanal Bolkiah Mu'Lzuddin Waddaulah, and who had che world's greatest wealch uncil Bill Gates with his $65 billion and councing knocked che Sultan off his throne. It was to Sabah chat we traveled from mainland Malaysia. We landed in Koca Kinabalu (Kora means ciry) where we reseed in a luxury Hyatt hocel for a couple of days (jet lag was maximized since we were 12 hours away from EST). We chen moved up to a mouncain resort near Mt. Kinabalu. The drive from the ciry to the mouncain lasted about rwo and a half hours and carried us along impressive ridges and palisades with deep, steep valleys below. Everywhere there was jungle wich towering trees and precious few landing fields. The base of Mt. Kinabalu shelters a few villages, che Mt. Kinabal u golf course and a national park. In fact, che whole mouncain is a national park chac arrraccs thousands of tourists. More than 20,000 people climb che mountain every year. The climb scares ac around 6,000 feet and reaches che overnight lodge ac 10,200 feet (according to our altimeters or 11,000 feet according to published information). The next day climbers scare ac 3:00 to 4:00 AM and climb che remaining distance by flashlight so chey can reach the top (13,500 feet) in time to watch the sunrise. Ic is a very impressive experience and the memory lasts at least a week because that's how long your legs hurt after the walk down the thousands of steps on che crail. The mountain is the highest in Soucheasc Asia and it chruscs ics bare granite and basalt shoulders om of che equatorial jungle. As a consequence, the humid anabatic flow produces clouds along che flanks as early as 9:00 AM. Thac is why speed gliding is che comest of choice and that's why logistics are of great concern ac Mt. Kinabalu. Naturally, there's no way ro drive ro che top, so wich che power of d1e PM behind him, Col. Basir arranged for cwo Russian five-bladed-rotor Ml-1 7 helicopters for our personal use. These helicopters could easily carry full-length gliders and a flock of pilots, bur since chey were landing at about 13,000 feet on top, they carried us in several groups ro lighten the load. Even chat

Setung up on top ofthe world. Pilots set up thei.r gliders as the tireless porters watch in interest. Already the clouds are begi.nning to form in the valley below, so time is ofthe essence. Photo by Aaron Swepston.

didn't prevent accidents as we shall see. The launch was ac around 12,000 feec (altimeters) or 12,500 feec (published) and the landing was bel ow 6,000 feet. The vertical was between 6,300 and 6,500 feec, depending on who you asked. The launch itself consisted of a large rock slab secup area, a nice ledge co stand on , then a steep rock incline chat quickly dropped into a 1,5 00-foor vertical cliff Looking almost straight down from launch you could see che mountain lodge perched on a sheer ridge, chen gorges, ridges, stone heads, waterfalls and jungle, jungle, jungle. Far to the west - about 50 km - the blue sea was visible beyond a green carpet of crees.

THE FLYING We were not che first co fly from Mt. Kina-

balu, for some paraglider pilocs have cried it before (including Col. Basir), and abouc 10 years ago a German pilot launched off d1e back (north) side. Rumor has it he landed in a cree and left his glider co the local museum. Now chat the golf course is built, ic is the logical place to land and our somh-facing launch looks down at it with abo ut a 2.5 to 1 glide. The MI-17 helicopters weren't due co arrive uncil September 15, so che firsc flying day we hired a Bell helicopter to rake up those who wanced to fly. The problem was, ic could only climb to the base camp ac 10,200' since the pilots didn't have oxygen. So five of us - Sandy, Oleg, Tove, my wife Claire and I opted to climb up and fly. Porters were hired co carry our gear, and without chem the whole experience would H ANG GLIDING

have been a !or more arduous. Yes, rhey carried our gliders up rhe 1,500 feer from rhe mo umain lodge ro launch as well as down every day from rhe heli landing poim ro launch. The five of us set up quickly once our gliders arrived, since clouds were forming. The wind began puffing in gendy when we were ready, rhen miraculously rhe clouds paned like rhe waters before Moses and we leaped ro our fare. I felt obligared ro fl y first since I had lured everyone else to the place. I was followed by Sandy and we rracked easr ro fly through a perfect horizomal hole in a large cloud before it closed. Thar and the overwhelming sense of awe and beauty we felr on rhar half-hour sled ride led me to remark rhar ir was perhaps my most memorable DECEMBER 1999

flighr. ice to think char such edifying experiences can still spark yo ur soul after 25 years of flying. The nexr day rhe big ships came co airlifr us all, gliders included, ro the rop. The only problem was char they were a bit !are and rheir reconnoirer of the peak showed no promising landing points. Those of us who had scoured it previously knew there were flat spars, so we boarded and guided rhem in co a cautious landing. They settled gendy and we soon had a happy crew of pilots wending their way down ro launch. This was a pracrice day for a tentative course we had designed. Several pilots tried it, including myself, but it was mo ambitious. Thar's okay, for after blowing off the course most of rhe pilots found weak morning thermals ro carry them back up along

the mo untain's spires. Seprember 16 was even more fun , if you're a survivalist. T he helicoprers, late as usual, depos ited us on top just as clouds were forming. T he problem was as follows: The helicopter crew wan ted to fly back to Kora Kinabal u every night because rhe !itde villages nearby the mo untain didn't have enough nighr li fe . So what were they doing ar nighr? Hard ro tell, bur rhey arrived bleary-eyed well after rhe rimeline we had ser for them . And rhere was no rhing we could do abo m it since rhey were a foefighring crew, nor milirary. T his adminisrrarion problem cost us, especially on rhe l 6rh when clouds enveloped rhe launch, rhen began dro pping rai n. We relucramly closed our gliders and climbed back up ro rry ro awair the helicoprer rescue. Eventually clouds, wind and rain had us shivering and we all opred to climb down ro base ca.mp fo r a meal and warmrh. Ar rhar point we each had a choice to make. Abom half of us walked down all rhe way to the park level ar 6,000 fee r while rhe others remained ar the lodge fo r an overnight in a bunk-filled room. On the way down, Manfred and Aaro n decided to rake a side rrail which led straight to our lodge. T heir choice was a long-cm since it carried rhem over several steep ravines and ridges. T har nighr, just as we were abour ro send our the hounds, rhey ca.me dragging in, looking like survivors of Shackleton's losr Anrarcric expedition. The next morning was even more eventful. It dawned blue which is a bad sign, since ir means early heating, convection and cloud fo rmarion. T he helicoprers finally arrived and snatched the group at the mountain lodge and took them to rhe top. Then they rook a load of pilots wai ring at the bottom. T he helicop ter jockeys were feeling d1eir oats, for they can1e in fas r to the rop landing po int, misjudged the setup, rolled to one side and smashed on the rocks. They barely missed catching rhe rorors and succeeded in burs ring a side auxiliary tank. Those of us inside lefr the hold like rars on a sinking ship. We ran to duck and cover as rhe chopper roared away, srrea.ming fuel. A few minures larer the second load came in equally fas t and alm os r repeared rhe incidem. We could only conclude char !are-nigh t carousing and hypoxia brought our their cowboy spirit. T he pilor said he had a problem with the collective, bm we did n't buy that since he had been hot-dogging rhe whole fli ghr.

Claire's trusty Target in front ofour trusty porters. Photo by Claire Pagen.

Once we recovered from our fright we made it to launch and again raced the clouds. This was to be the second competition day, bm with the clouds moving in I declared a general every-man-for-himself bailout. Most pilots got off and beat che clouds. Unfortunately, I felt obligated to wait for the last pilot who mrned ouc to be Tove. By che time she was ready, the door was closed. Neither of us was interested in chancing a run through clouds which may harbor a very large and unyielding chunk of mountain. After an hour of waiting and hoping we gave up and I faced my second walk-down. My legs were excruciatingly sore from che previous day, bm as I hobbled along they seemed to loosen up. Tove's lively conversation had us forgetting time and fatigue and in about four hours, including lunch at the lodge, we were down. We now know each other's life stories. On September 18 an exhibition flight was planned. The occasion was the arrival of the Prime Minister (and all his entourage) to attend the opening of the Mt. Kinabalu Mountain Run. (They have an eighc-K race with 350 competitors from around the world followed by a run up and down the mountain a week lacer.) The PM was also scheduled to come to the golf course to meet, greet and observe us in our medium. This was indeed a media event with camera crews falling over each other and thousands of police Malaysians asking the standard questions.

With the PM's promised presence, the remaining helicopter crew finally arrived on time (6:30 AM) and we were ferried to launch efficiently. The landing on top was amazingly slow and soft. We sec up quickly, since small wispies were winking in and out. Those of us caught che previous day (Tove and I) opted to launch as soon as we could. Claire, Tove and I played among the forming clouds and worked what life we could find. We eventually landed on a runway (i.e., fairway) near the clubhouse. The rest of che pilots trickled off and stayed up as long as they could to await the PM's scheduled 9:00 At'vf arrival. Bue slowly they sank. We carried our gliders to che roped-off display area and figured the PM would have to settle for tweaking the cables, fondling the Dacron and ogling che logos. Bue Joel and Craig were smck on top because of the relentless clouds. Finally they were blessed with an opening and they sailed out. It was now a bit after nine and they found thermals as strong as 300 fpm less than 1,000 feet off the deck. The PM finally arrived and the two expert pilots put on a rhermaling and aerobatic display char rhriJJed the crowd. After they landed to oohs and aahs we went to the pavilion for the usual political speeches. The PM said he would cake up hang gliding and be che speed gliding winner because he'd be in such a hurry to reach the ground. The day was finished off with a ban-

quet, then we rested up for the Jase competition day. More of the san1e. We were a little late, and although the first three pilots - Manfred, Jim and Allen - made it through rhe course, rapidly developing and lowering clouds started obscuring the route. We kept trying to complete a round (everyone wanted a shoe at the $3,000 prize money) so I was launching pilots about every two minutes. Finally the clouds goc too bad and the pilots barreled off launch. By cl1e rime I got my glider positioned, clouds extended several miles out and cloud base was only about 300 feet above the golf course. I had ocher field options, so I flung myself off and waited through a long glide to clear che clouds. I finally reached a big hole about a mile om from che golf course and augered down 3,000 feet to cuck under the fluffs and arrow back to the beckoning green fairways. I touched down with a sigh of relief amongst my flying friends who had waited anxiously for my red, white and blue Fusion to drop below che cloud deck.

THE WRAP-UP The meet was over. We didn't achieve a single competition round, but we did prove that it was feasible to run such a meet. The key element was the helicopters. Next year (yes, they have already declared a repeat next year) we plan to use newly acquired MI- l 7's and an air force crew. These guys should be more professional and will be

Continued on page 56 HANG GLIDING

by USHGA Accident Review Chairman Bill Bryden collec1io11 of miscellaneous inci· dents is the focus of attention this month. These cvcnrs h:wc rhc common denominator of all relating ro equipment issues.

• An advanced pilor flying an older competition gl idcr had rhe VC sys tern foil in the tight position. The stiffer glider was more diflicult to maneuver and he crashed while attempting a lauding in a very restricted IJ., injuring his shoulder. • A novice pilot flying an imern1ediatc· level glider pulled the VC on to improve his glide toward the IZ. Upon arrival he attempted to release die VC sysrern for landing bur the cleat broke, precluding release. I-Jc was distracted while attempting to remedy the problem and was 1mned crashing, injuring away from the l his ankle and significantly damaging the glider. Manufacrurers attempt to design and produce products and systems rhat arc durable and I Oo<X> reliable. Unfonnnatcly, iris di(Ticult to design a "perfect" device. [>roblcms and wear should always be expected. This is pre. cisely why a thorough preflight inspection is nccessnry before every flight. Problems like rhc above can often be detected, and there is more to a decent preflight inspection rhan jusr looking things over. You have al I heard of rhc need for a thorough, methodical and uninterrupted inspection process. You know how 10 i nspcct lock nuts and check ftlr frayed wires and luff lines under batten tips. Bur there is more ro the process. /\s gliders liccome more complex they arc employing various mechanisms that move. VC systems arc one of these, as arc norrnal wing rips, flap systems, rip rudders and other devices. The pre·· inspection process must include activat-·

Photo coltr\csy of Sport /\vi:uion Puhlica1io1H, publislwrs of the !owing ni:rnu:il "f1J/l;i11g !llo/i.

i11g any and all oft hcsc systems 10 operate cn1Tec1 Iv When inspecting the yon 11111st lift the tip and ensure that ir lloars and moves appropriately. 'J'hc VC rem should be pulled 011 and several rimes, noting smoorli and consist cnt operation. Flaps and other control devices rnusr be acrivatcd through their the Full range of motion several times. There is a second lesson to be learned from the above situ;llions. Remember crnr continuing discussion about sirnational awarcnesst JII the first incident rhc pilot knew his vc w:1sn'r ruuction· properly, yet he still elected lO bnd in a tight LZ that required m::inc11vcnne: to land. You must plan for difflculrics s11ch 1h1t when they do occur, you have room to accommodate the additional complications. hH cxainplc, many pilots arc milizing drogue chmes to ;1ssist in the Lrncling of highcrpcrformancc gliders. Situational aware-· ncss demands tha1 you select L/.'s and approach patterns that will still be acceptable shou Id the churc not deploy. If you habitually sclecr small fields and approaches that require the slope, 1 hen when drogue to control (not ir) the chute docsn'r deploy in serious hun. properly, you'll ensure that

Cm11inuing om equipment discusa pilor suhmitrcd this rcpon: "An :1dvanccd pilot was ahour ro launch bur scr his glider clown ro reconfigure his VC cord. While performing this he noticed that the locking cap had come off rhc end of the pip pin that holds a corner of rhc control frame together." This pilot was fortunate to have noticed chc problem before flight. Remember our discussion lasr June regarding "Charlie" holrs? This is a similar kind of issue. When pip pins arc used instead of bolts, nms and safety rings or pins, rhcrc is a proper method for their insrallation. They sho11ld be inserted from the fi·ont of rhc gl idcr toward the back. If they arc installed from behind, gravel or uneven terrain c:rn sometimes depress the pluugcr when the glider is resting on the ground. The cap or washer that the pin locks into can then easily fall off. This is what occurred in the ahovc incident. The steel cap or safety washer is very critical wirh pip pins. fr has a precision bole through which the end oC rhc pin passes, and rhc small ball t)<·,ir11ws lock on die back side. The holes in the comrol bar ofrcn wear larger than the pip pin and the tiny ball bear·· ings may not grab significantly to retain rhc pin. Hence, rhc cap or washer is required to ensure the pin locks in place. During rlic preflight inspection process you m11st carcltdly check pip pins, hut yon need ro do more than just look at rhem. You need to give the cap or washer a nig robe sure you can't easily pull ir off This ensures that rhc washer or cap is properly scared, the plunger hasn't srnck (rhcsc arc ofrcn down in the din which can foul rhc inner workings) and the hall bcari ngs arc indeed locked. Equipment that must he carefully inspected and maintained isn't always confined to the glider. /\n intermediate pilot was attempting to launch a training-level glider utilizing a trailer platform launch and payout winch 10w system. /\n airspeed indicator (I-Lill type) was moumcd in front oF the tow vehicle and a second one was on the trailer. The pilot watched the trailer airspeed indicator and launched when it indicated the correct speed. His glider HANC GLll)INC

was sluggish corni 11g off rhc trailer and wasn't climbing. lie pushed our to improve his clirnb hut stalled the glider and crashed. The pilot recognized his error, pushing out too much, but subsequent tests also identified a significant discrepancy bcrwcen the two airspeed indicators. The placement of an airspeed indicator is important. If not located in clc:m air, an indicator rnay display airspeeds high-er or lower than what rhe wing is acrnally encountering. Any location behind a vehicle should be considered suspect, and readings compared to an indicator moumcd well in front of rhe vehicle. Beware that the presence of observers or winch operators doesn't change the airflow to a calibrated indicator. I have also encountered sitllations in which pilors have simply misread the airspeed indicator. It is recommended that bright-colored markings be taped or painted on the indicator so a pilot need

Good inspection ,,~,•,r,r-.nr,•nr are a vital part of aviation to identify potential mallL1nctions before they occur. 11

not read the small numbers, rather, he

just looks to sec if the airspeed is above the appropriate colored mark. Don't extend these marks all the way around the indicator or they will block viewing the indicator disk. The l1all-typc indicators also need to be cleaned periodically as per rhc manufacturer's instructions. [ )irt and dusr can cause the floating disk to stick and produce ctTO· neons readings.

NEW! SMALL IIALL Gn,at for hand-held wind measurement or paraglider Airspeed Indicator using Bracket. Small I Jail.... . .... $21.50 Pim1glidcr Bracket ..... $650 Now avail:ible: Sm:!ll l J;iJJ for li<tng µ:!idcr\. 0 lo 70 mph

5" Dia. ABS Plastic Wheels $2•1.00/pai r

Hall Brothers. P.O. Box 8rlO'.iO. lJSA • Mas1cn:.rnl/'VIS1\/<

Phone: (801 J

h,x (801)

hal ll>rux(i1)c"rl Iii ink. !lei

It is good practice to perform a very detailed inspection of all towing equipment ar the start of each towing day. Airspeed indicators have pans that move; hence, like a glider, the moving devices must be activated as part of a good preflight inspection. For the imlicator, you should blow into it (keep it short to minimize the of moisrure, especially in cold weather) and confirm that the indicator functions smoothly. Cood inspection processes are a vital part of aviation to identify porcnrial mal· fi.mctions hefore they occur. The importance of this cannot he overstated, and is as important as the hang check. The inspection process also demands exercis-· ing parts and systems that move ro ensure that they function smoothly and proper· ly. Like simational awareness, inspections arc part of the whole collection of skills and procedures that help us manage aviation's inherent risks and keep us safer.•

supplies last.,,Jf you need inexpensive bar mitts/ now is the time to buy, Stock items, older s1yles, old color patterns/ minor defects and blemishes. Without sacrificing warmth orJ)JQtection. CALL us fOLQJjgog and details ..... . As of Jan. l, 20001 "Navigators// and "Competitorf will both have "removable// I replaceable map pockets. The Navigator map pocket can completely removed to keep it clean while flying locally or ridge soaring/ and the circular Competitor map cuff can now be removed and then unhooked to Jay flat for easier map insertion. The new year will also bring new prices. Starting Jan. l st prices will be $45.00 for Explorers/ $55.00 for Navigators, and $65.00 for Competitors. (Look for our new ad in the January issue)

I USHGA, PO Box l 330

Colorado Springs CO 8090 1-800-616-6888 fax (719) 632-641 7 DECIMl)FR 1999

Cominucdfrom page 36. were washed up on the shore near where we were w:1tching the boat races. I found a mummified possum carcass and decided that it would he our new mascot. J snuck up behind Mitch and placed it next to him, then hollered, "!·Icy Mitch, meet my dog Sparky." Normally he likes dogs, bur he was a bit startled by this first meeting with my new per, so he punred it high imo the air. I whistled for Sparky ro come, but he was being stubborn and would not move. Mitch kindly carried the little fellow to our staging are;i. l stayed upwind ofhorh of those stinky characters. The unlimited hydroplanes were unbelievably fast. They can achieve speeds of over 200 miles per hour! inc a big, fbt version of' an F-1 /i 'fom Cat jct with the wings removed. Our area on the island was opposite the big south rurn of the race course, the closest you can get to those boat/rocket things without being in the water. Between flights we would sit with om eyes wide as they blasted by four at a rime, only about 125 feet away. Their Lycoming turbine engines issued an odd, screaming whine and rheir passing filled the air with colossal sprays of white, foaming water. These era fr arc made to fly, nor drag across the surface of the water. 'The only trouble was, d1cy flew a little too good. Once in a while one of these monsters would launch into the air and perform some wild acrobatic maneuvers. We saw one launch, do :1 couple of sloppy loops, then slam back down and keep right on going! Unfortunately, not all of rhcm had mastered their landing technique. Two of them launched, flew and whacked in hard to explode in fan.tastic fashion. After witnessing the boats' flying rourincs I asked the FAA representative, "Why don't they need to have a waiver to do acrobatics in Class B air· space like we do?" Ron Young had just WOil the "Jclluridc and Aspen freestyle conrcsts with his U.S. J\cros Stealth glider, and had come to Bayfair to lend his support and show off in front of the largest crowd ever ro sec hang gliding acrobatics. Ron was setting up his glider with his wife 1:rnn at his side when rhc strange aroma of my even stranger pooch wafted hy, causing rhcm to exclaim together, "What is that smell?" We all watched respectfully as the "Master of Masters" delivered the goods upside

down and even showed off his patented "square loop." Ron's nying style reflects his many years of experience, and his nickname "Sky Ape" describes his 1111cmny ability to climb around on the control bar of his glider while flying inverted. This unusual skill gives him the ability to maximize his use of altitude and perform more maneuvers rhan follow competitors. He is credited with being the first person

to perform a loop ill a doublc.smface

glider. While we were representing the extreme side of hang gliding others were at the cvcm representing rhe kinder, gen· der side of the sport. We had set up a booth in the vendor area of East Vacation Island where Scott St nan, Vicki Cook, Dale C1pcwcll and Scott Beery did a great job of talking the talk of hang gliding. They also passed om USHGA infor mation and groovy, day-glow buttons secured from USHGA Mission Control by Bill and Lisa Kimball. The more adventuresome visitors to the booth (usually the children) would take a spin in the hang glider simulator, graciously provided by Paul Philips oF Lake Elsinore Spons. Another co11trilrnror to the event was Eric "The Lifeguard" Smith, who is one of om sharp--eycd Masters Contest judges. lk spends his days seeing to it that people stay out of rroublc and helps extract those who blunder into ir. His hulking figure was ofrcn seeu shooing srray spccrarors away from the entrance to our little runway. Thanks, you big guy you. Nine o'clock Saturday night found us back out on Piesta Island. Ir seemed fit· .. ring that we had to share this part of' rhe island with some extreme pyromaniacs, our brothers i11 con trolled mayhem, "Fireworks America." Their "fallout line"

bordered our temporary airstrip, and right on time they commenced their loud and fiery spccraclc. I joked, "Tbis must he scaring the heck out of my little dog Sparky." J'm sure rhat from across the bay the inrensc fireworks really wowed people. Being as close to the action as we were, we sat mesmerized by the foar and fascination of ir, like horses in a barn fire. Veteran Masters of Freestyle pilots Eric "Clock Boy" Dclf' and Dave" Brew Master'' Biddle arrived on Sunday to scoop up some glory in the skies above the assembled masses of spectators. Soon they too would dive through the smooth air above Mission Bay, each displaying very skillful freestyle flying. Soon they mo would walk past the tree where Sparky was resting on a branch, catch a whiff of the linlc bugger and exclaim, "What is that smell?" Evidently, rhc fireworks guys could not stand by watching everyone else hav-· ing so much frm during the daytime, and they were feeling left out. So they loaded up their big mortars with a cluster of jumbo aerial bombs and shot them off just as a linlc Robinson helicopter (coincidence?) came buzzing by directly over the mortars at abour 500 fr:ct. Twas srand ing nex l to the evcr-prcscnr FAA representative when it happened, and we shared the moment. The bornbs exploded with ungodly force within 75 feet of the helicopter. The little rotor crafr jerked around abruptly as the pilot was clearly shaken, then he applied all possible power and made a very straight beeline our of there. A total of four FAA officials came out to the evclll to observe our flight opera1ions, and they all commented that rhcy were very impressed. 'T'he Bayfair organi1.crs were also impressed and invited us hacl< next year. Joey turned out to be an excellent rng pilot, performing a total of 15 flawless acrorows. His big hcan and belief in our cause made the event possihlc a thousand thanks Joey. My last flight was late Sunday afternoon. At 2,000 feet I released the towline, pulled the VG righr, popped the smoke, threw rhc nose of the glider up into a little whip stall and looked out to sea to watch the orange sunset glinting 011 the water. 'T'hc glider rotated and then accelerated straight down as l pointed it at the center of the bay. At that moment f rcaliled rhat even with all of the trouble we had gone through to get here, th is was very, very cool. II HANC CI.IDINC

by Dave Sharp

PILOT REPORT

he goal was to design and manufacture a harness with few compromises in comfort, ease of use, workmanship, quality of materials and aerodynamic drag. They wanted an easy, in-air, heads up and down adj ustment feature as well as a harness chat wo uld easily rock up into landing position. T he GT is produced and sold by ''America's number-one hang gliding school," with the help of competition pilots Mike Barber and Mark Gibson . Matt Taber, owner of Lookout Mountain D ECEMBER 1999

According to the manufacturer, the GT Race was designed to meet the needs of both the competition or X-C pilot and the recreational pilot who wants an aerodynamically extra-dean yet user-friendly and comfortable harness. Flight Park, comments chat the goal was to offer exceptionally well-made, aerodynamically-clean harnesses chat are very comfortable and friendly for takeoff and landing. This review covers che GT Race. You may also want to check our the

GT-XC which has spreader bars instead of the full aluminum backplate. During the first part of the 1999 flying season I managed to get 50 hours on che GT, starting off with che transport bag. le is a fairly trim and call package (1 O" x 12"

The GT Race machined aluminum backplate and deluxe case.

x 42"). The bag has 24" x 30" adjustable shoulder straps, a suitcase-type side handle an d a heavy-duty type # 10 double zipper. The face of the bag has a velcro pouch fo r a map or notebook. The bag comes standard with color choices. The GT is a front-entry, vest-type harness. Puc it on like a jacket, fasten the leg loops, pull down the zipper, clip on the dual chest buckles and you're done. My test model had a side-mount chute, although internal and chest mounts are available. T he chute container is a fourflap diaper system with dual pins novelcro. I had chis system on my old harness and found it to be one of the quickest deployment systems available. With aerodynamics in mind, the GT has rwo 4" x 6" pockets fore and aft sewn to the top and slop ing down to the harness, producing a very slick faired-in shape. The ocher side has the same faired-in feature with dual camera pockets inside one larger pocket, with a quick-access velcro flap and rwo-fooc retainer bungees for a camera or radio . A smaller, zippered, teardrop pocket fairs the shape into the harness body. T he GT Race has a single-point suspension with rwo-mil spectra cord that attaches behind each shoulder. One side has a jam cleat for in-flight pitch adjustment. T his is a very easy system to use. Locking the cord keeps the pilot from sliding head down. The backplate frame is a conto ured, 6061-T6, machined aluminum plate with a 5/8" titanium rod nine inches long. The single main suspension is sewn aro und a delron fitting that slides up and down the rod which allows the GT to rotate. The internal area is protected from wearing by an 8" x 12" sheet of flexible plastic. Attached at the delron fitting on the main is a cord chat runs and attaches to the boot. This allows the pilot to adjust his head-down position by pressing on che boot of the harness with his heals. The mains continue down and attach to the leg straps which attach to the chest buckles and end up through the shoulder scraps, completing a continuous loop similar to chat of a mountain climbing harness . If for some reason the titanium rod were to fail (not at all likely) you would still be connected like you would in a typical harness. This redundancy is designed in a very neat way and is not obvious unless you unzip the internal access pocket for inspection.

Incernal storage consists of a fulllength bag 10" wide at che top, capering down to 5" on che bottom. This pocket is also che access co che backframe. le is very easy to unzip and inspect all of the webbing links and che backplate area. The frame is separated by an additional layer of fabric so the slider will not be discurbed by storage items. The storage areas are separated inco three cornparcmencs by stitching. The incernal storage area is roomy; my model had one long concainer separated into three differenc sections. Be sure co request chat these separators be removed (they are easily unscicched) if you plan co put your stock glider cover bag inside. An X-C bag fies fine. Since che GT has nine inches of CG travel ic is imporcanc co have che two-inch adjustable leg scraps snug. Wich the large backplate harness I found ic difficulc to gee under che 58" downcubes of my Atos. The harness mains are the standard DHV incernacional length. I highly recommend Lookout achieved their goal when it having chat length shortened a few inches comes co easy and proper landing posbecause one can always add longer hang cure. I jammed my cleat head up 20 scraps to a glider but one cannot shorten degrees, a good safety idea in case of a bad the GT mains without remaking chem. whack, pushed up on che basetube and Mace agrees with chis suggestion and has was able to transition to the uprights •'-'•• without my normal made shorter mains liccle bobble. This a no-charge option. The long backfeature inspires conplace had no effect fidence when you on my launch. Once need ro stay on che airborne cl1e harness basecube as long as closed up easily. The possible. I also CG fit was perfect found it easier to and che sering chat pull in for airspeed attaches to the boot since I found ic allowed for easy and unnecessary to hold smooch pitch myself up, thus changes. I wo uld allowing me ro flare rock head up by more in an upward pushing on the basedirection. cube and in a pinch I When going could rock head upright I found chat down wicl1 just a liccle push on che boor. the backplate did push my helmet forThe jam cleat worked very well. It has a ward a bic. However, I fly with a faired two-to-one reducer and a micro pulley helmec. Lookout did realize clus as the with stainless steel bearings. I like the backplate is scalloped a bic. This should ability to cleat up just a bic in thermals. be a non-issue for round-helmet pilots, The boot of the harness was several inches and having the leg straps snug minimized larger than my shoe size, so I was able to chis situation for me. If yo u're not accuswiggle my feet a bic. I also noticed that corned co a backframe harness the GT my whole body was warmer. I attribute may feel a bit awkward as ground wear. · chis in pare ro the "standard" neoprene The boot has nice suede leather for neck or "back scoop flap. " This flap covwear proceccion. Lookout claims chis co ers che air scoop which is small due co the be che most wear-resistant material availsnug fie. able. My Airwave leather boot lasted two D ECEMBER 1999

seasons in che rocky environment of New Mexico. I clunk a couple of replaceable delron or aluminum plugs attached to che wooden boot might last longer, but Lookout uses the suede to maximize che aerodynamics of the boor. I ordered my harness through che Incemet and ic cook eight weeks for delivery, so plan ahead for che season when you ·order yours. Lookouc Mountain achieved their goal. The Race is a very user-friendly harness chat is one of che cleanest soft pods on the marker. The backplate offers excellent support yec rotates nicely for takeoffs and landings. This combination will meet the needs of both the serious competition pilot and the weekend flier. Meredicl1 Sutton, employed by Lookout for che lase six years (with 20 years of sewing experience) , makes the GT. le is rumored chat Meredith spends twice as many hours building che GT as do chose who manufacture ocher leading models. After 50 hours flying the GT Race I can enthusiastically recommend chis harness co anyone who wan es an aerodynamically-clean, top-of-the-line harness chat is very comfortable with light shoulder pressure. The quality is A-raced and cl1e GT offers easy-to-rock-up landing capability. For more information and photos of the GT Race or XC check ouc www.han glide.com. Lookout Mountain Flight Park may be contacted ac: 1-800688-LMFP, fly@hanglide.com. •

SILVER SAFE PILOT AWARDS MARK BOU

JOHNSON, JOSEPI I: C:harlorrcsvillc, VA; S. Wendt/Blue JONES, ROGER: Berea, KY; C:. Thoreson/Lookout Mm PP KNIGHT, PATRICK: Charlottesville, VA; C. Mick

BEGINNER-TANDEM RATINGS Region 4 PAULAHA, CRATG: Kittredge, CO; M. Windsheimer/Airtime /\hove HG Region 7 HIRSCH, HANS: Lake Bluf{ IL; B. Kushner/Raven Sky Sports WHEELER, DANA: Prior Lake, MN; ll. Kushncr/Ravc.11 Sky S1)()rts Rcgion 9 JONES, ROGER: Berea, KY; C:. Thorcson/Lookom Mtn 1:p STIEHL, CHRIS: Crove l'A; B. Elliston/Ki try Hawk Kites Region 10 KAUF, DlANE: Ft l .audcrcblc, FL; J. Tindle/Miami HC Region 1 J CIEMlNSKl, MTKE: McKinney, TX; S. Burns/Austin Air Sports JOHNSON, JOSEPH: N Richland Hill, TX; S. Bums/Austin Air WILROY, Bl.MR: Dallas, TX; S. Burns/Austin Air Sports

BEGINNER RATINGS

Region 10 CHOO, GLORIA: AtLnm, GA; C. Tborcson/Lookom Mm FP CLAY, THOMAS: Jackson, CA; C Thoreson/Lookom Mrn 1:p KAUr:, DIANE: Fr Lauderdale, J:L; J. Tindle/Miami I JG LOWE, ROBERT: Madison, CA;(:. Thoreson/Lookout Mrn FP MCDOUGALL, MICHAEL: C:hananoogo, TN: D. Baxter/Morningside Fl' MILLER, FORD: Sharpshury, CA; /vi. Labado/Lookom Mm Fl' PUJNKETT,JEFF: l.ookow Mrn, TN; M. Tabcr/Lookm Mm Fl' TURNER, JJM: Trussville, Al.; C:. Thoreso11/Looko11t Mtn FP Region] I CJEMINSKT, MIKE: McKinney, TX: S. Bums/Austin Air Sports DEFEE JI, BUREN: College Station, TX; J. Hunr/Go ... l lang Cliding JOHNSON, JOSEPH: N Richland Hill, TX; S. Burns/Austin Air Sports LUX, MICHAEi.: Austin, TX; J. l !unt/Go ... Haug Gliding WII.PER, LEE: New Brnunfc!s, TX; T. J\urrnr/Fly /\way HG & PC; WILROY, BLAlR: Dallas, TX: S. Burn.1/Ausrin Air Sports Region 12 HOY, PF:rFR: ( :onklin, NY; D. Region 13

Region l BECK, JEFF: Bellingham, WA; J. Fieser/Whatcom Wings REI IR, JESSE: Scan le, WA: C. 'r!rnrcson/l .,,okour M 111 I:p

KOCK, MIT/AN: Canada: I<. Dinzl/Skysailing Ontario LYON, PAUL: l/K; C:. Thorcson/Lookour Mtn Fl'

NOVICE RATINGS Region 2 BERNASCONI, BRIAN: San Francisco, D\; S. Buck/Mission HARDMAN, JEFPREY: Fl Dorado llills, Cl\; C. I lamilron/Sacramento HG KORN, PETliR: Oakland, CA; J. Mmray/Mission Soaring NEPHEW, JILL: Sebastopol, C:A; D. Klein/Berkley I lcclo11isrs NIES, ALBERT: Pacifica, C:A; S. Buck/Mission Soaring NORMAN, !\L: Danville, C:A; J. Mt1rray/Mission Soaring STEWART, BRENT: Diamond Springs, CA; G. Hamilton/Sacramento l JC ZUTSHI, RAJIV: Cupertino, Cl\; J. Woodward/Natural !:lying Region 3 ANDERSON, GREG: Mabwao, Hf; C. Pumarn/llalc:ibla HG BARR JR, JOHN: Vcntma, CA; A. lkcm/Windsporrs lnr'I LOWRY, WCHRIS: M,1kawao, HT;(;. Pmnam/Halcakala HC TUMANYAN, VREZH: Los Angeles, CA; A. Bccrn/Windspons Int'! WHEATON, RONALD: Lake Elsinore, CA; I'. Phillips/Lake Elsinore Region 4 LEWIS, ROBERT: Tucson, AZ; T. Burcar/Fly

!IC & PC

Region AUSTIN, ANDREW: Paw Paw, Ml; D. Broyles/Kite Enterprises CHRISTOPHERSEN, JOSEPH: Jones, MI: M. Johnson/Lake Effect H<; HIRSCH, HANS: Lake Blull; IL; B. Kushner/Raven Sky Sports JOHNSON, JEFF: Bloomington, JN; T. Hagcr/1.ookmit Mrn Fl' REDELL, KARL: Dclafleld, WI; S. Rcwolinski/Sm/'Air WHEELER, DANA: Prior Lake, MN; B. Kushner/Raven Sports

Region l

BECK, JEFF: Bellingham, WA; J. Fieser/Whatcom REHlt JESSE: Seattle, WA; C. Thorcson/Lookom Mm Region 2 ASHTON, N[NA: Campbell, CA; P. Harlow/Mission Soaring ASPINWALL, JAMES: J:remont, CA;). Woodward/Natmal Flying BLACK-DOWNES, DAVID: San Francisco, C:A; J. Murray/Mission Soaring KHANNA, RAJESH: Fremont, CA; D. Yount/Mission Soaring RADCL1J:FE, PETER: Pacifica, CA; D. Youm/Mission Soaring SHERBURNE, TOM: Chico, CA; C. Hamilron/.Sacramcnto I-IC Rcgion 3 ANDERSON, GREG: lvLikawao, Hl; C. Putnam/Haleakala I lG LOWRY, W CHRIS: Makawao, Ill; C. l'urnam/llalcakila 1 IG Region 4 LEWIS, ROBERT: Tucson, AZ; T. Bmcar/Fly Away HG & PG Region 5 BLAIN, TAYLOR: Billings, MT; J. Bowman/Eagle Air Spons Region 6

MEAGHER, KEVIN: Sherwood, AR; C Price/Ozark Mm I [C TOY, BRIAN: Sherwood, AR; C Price/Ozark Mm l IC Region 7

Region 8 DUKACK, SF.MYON: Boston, MA; K. Salko/Momingside Fl' STOUT, ED: llarrc, VT; R. llasrings/Morniugsidc Fl' ZlTO, MR Kl ERAN: Windsor, VT; R. Corbo, Jr./Larth & Sky Adventures Region 9 HARE, VICOR: Virginia Beach, VA: B. Ellisron/Kiny I lawk Kires HORTON, GARY: i:loyd, VA; T. Hager/Lookout Mtn Fl'

AUSTIN, ANDREW: Paw Paw, Ml; D. Broyles/Kite Enterprises HIRSCH, HANS: Lake Bluff IL; B. Kushner/Raven Sky Sports JOHNSON, JEFF: Bloomington, IN; T. I lager/Lookout Mtn J;p REDELL, KARL: Delafield, WI; S. Rewolinski/SurF Air SOLOMON, GARY: ( :hicago, IL: T. Burcar/1:ly Away !IC; & PC WI IE['1.ER, DANA: Prior Lake, MN; I\. Kmhncr/Ravcn Sky Sports

H1\NC GUDINC

ADVANCED RATINGS

Region 8

PAUL, SUZANNE: Cramham, N f I; J. Nicolay/Morningside Pl' ZITO, MR KIERAN: Windsor, VT; R. Corbo,Jr./Earrh & Sky /\clvcmurcs Region 9

HARE, VJCOR: Virginia Beach, V/\; B. Fllisron/l<itry Hawk Kites HORTON, GARY: Floyd, VA; T. l bgcr/Lookom Mm Fl' VOGELSANG, JOHN: C:arlislc, P/\; D. Aviation

Region 3

BROWN, EMILY: Topanga, CA; F. Balhrd/Windsports lnt'I HAMANN, FRANK: Carden ( ;rnve, C:A; R. Mcl<cnzic/1 ligh J\dventure NTEDZIELA, STEVEN: Irvine, C:/\; R. Advcnrnrc Rcgion 7

REDELL, KARI.: Dcbficld, Wl; S. Rcwolinski/SurfAir Region 10

BROWN, DUSTY: Selma, Al.; T. I lagcr/Loolwm Mrn fl' CHOO, GLORI/\: Atlanta,(;/\; C. Thoreson/Lookout Mm fl' CLAY, THOMAS: /;tckson. ( ;A; ( :. 'J'horcson/1 ,0okom M tn I :p EDWARDS, SAMUEi.: 1\cworrh, CA; C ThorcsoJ1/Lookom Mm 1:p MCDOUGALL, M!Cl 1/\EL: Chananoogo, TN; D. llaxtcr/Morningsidc Fl' MILLER, FORD: CA; M. L1bado/Lookout Mrn Fl' Pl.UNKffl'T, JEFF: I.ookom Mtn, TN; M. Taber/Lookout Mrn 1:p TllRNER,JIM: Trussville, /\L; C. Thoreson/Lookout Mtn Fl'

Region 9

Region 11

Region 3 RICHMOND, ROBERT: l'-lotTlmclr,c. CA; J. c"i":"vi:" ..J, .... "'' 1111'!

WII.PER, LEE: New Bmuni,·ls, TX; T. Burcar/Fly

J JC; &

pc;

Region 12 CALKINS JR, MELVIN: Corning, NY; D. Zeigler/Soaring Source VAZQUEZ AGUIRRI\ RAMESIS: Parsippany, NJ; C;, mack/Mou main

PROCTOR, DAV1D: Laurel, MD; S. Region 11

DENNEY, GUY: /\ustin, TX; J. l lunt/Co ... [ Lrng

TANDEM ONE RATINGS

Region 8

TRUDEAU, GARY: Cheshire, MA; R.

Spirit !-Jc;

Region 13

KOCK, MlTJAN: Canada; K. Dinzl/Skysailing Omario LYON, PALL: UK; C Thoreson/Lookout Mm FP

1999 TOP IO SCHOOL/CLUB LEADERS IN BEGINNER (HANG I) RATINGS ISSUED

RANK

SCHOOL ....... ,........ ,. ....... ,........... ,.. BEC!NNER Lookout Mountain Flight Park ,.......... ,......... 149 Wallaby Ranch ................ ., ....... ., ............... , ... 124 Kitty Hawk Kites ,...... ., .. ., ............ ,. .......... ,... .,.43 Mission Soaring Ccrm:r .................................. .41 Miami Jfang Gliding ...................................... 32 Morningside Flight Park ................................. 27

7 8 8

Windsports Jnrernational ................................ 20 Austin Airsports .............................................. 18 Raven Sky Sports ......................................... ,.. l 8

l1igh Adventure ........................... ., ................. 16 Mountain Wings Hang Gliding ...................... 13

INTERMEDIATE RATINGS

I 2

PRATHER, BRYAN: Sweet I Jome, OR; c .D. Pra1hcr/Drcam Weaver l JC

3 4 5

Region l

Region 2

CHRISTIAN, MIC! IAFI ,: San Francisco, CA; l'. Dcncvan/Mission HOPPFR, MARK: Menlo Park, CA; D. Yount/Mission RADCLIFFE, PETER: Pacifica, CA; D. Yount/Mission Region 3 ANGSTEN, GREG: 1.os !\ngclcs, CA; R. McKcnzic/l ligh Adventure

Region

1999 TOP lO SCHOOL/CLUB LEADERS IN NOVICE (HANG 2) RATINGS ISSUED

AUSTIN, ANDREW: Paw Paw, Ml; D. Brovlcs/Ki1e l'.ntcq1r1ses REDELL, K/\RL: Dclaiicld, WI; S. Rcwolin,'ki/SurrAir RICHEY, ERK:I I: Lake Villa, If.; 11. Kushner/Raven Sky S11orts SCI-IUMGEN, LAURA: l'oyncnc, WI; I\ I<usl111cr/Raven Sky

RANK

Region 8

l 2

AUCLAIR, SR, DONALD: Springfic:ld, VT; D. Baxter/Morningside Fl' LOCKWOOD, BILI.: Oxford, CT; D.S. Jewell/Fly High I IC MACMONM;!,E, DANIEL: Wakefield, MA; tvl. Vaughn ZITO, MR KIER.AN: Windsor, VT; R. Corbo, Jr./Earrh & Adventures Region 9

PERKINS, JAMES: Waynesboro, V1\; S. Wendt/Blue

Region 10 CASE, JAM ES: Rossi Ile, CA; .J. Prahl!Lookom Mm J=P

3 4 5 6 6 7 7 8 9

JO Region 12 BLOOD, PAUL: Whiring, NJ; D.S. Jewell/Fly l ligh I Jc; FJ!RRIS, VIRGINIA: Quccmbury, NY; !'. Voigln/Fly High I JC HUMMEL, RAYMOND: Slate !lill, NY; I'. Voight/Fly I ligh I !C

DIGMllLR I 999

SCHOOL .. ,...... ., ....... ,., ................... ,.... NOV!CF Lookout Mountain Plight Park ................... .,146

Wallaby Ranch .................... ., .......................... 51 Miami !fang Gliding ............................ ., ........ 36 Mission Soaring Centcr ....... ., .......................... 28 Raven Sky Sports ............................................ 22 l1igh Advcnrnre .... ,..... ., .................................. J 6 Kitty Hawk Kites ............................................ l 6 Ply Away I!G & PG ....................................... 15 Morningside Flight Park ..... ., .......... ., .............. 15 Windsports International ................................ 14 (~uest Air ,..................... ., ................................ 12

Mountain Wing Jiang Gliding ....................... 11

Rankings are cornpiled.forn ratings published in .. ,.. " ....... , , through December 1.999 ismes ofHang Gliding rnclf!/tzm,e.

'i1

s HANG GLJl)fNG ADVISORY \Jscd hang should always be disassembled hc!,,rc flying for firsr time and inspected carcft11ly for fatigued, bct11 or dent c.d downtubcs. mined bushings, hcnt bolts (cspcci;illy the berm bolt), re-used Nyloc 11u1.s, loose thimbles. frayed or rusted cables, with non-circular \,oles. and on ncx wings, saih lorn or torn loose from their anchor points front a11d hrick ou the keel and edges. ff in d,,ubt, many hrrng gliding business· cs happy w give an objcc\ivc opinion 011 1hc condition oC equipment yo11 bring them w inspect. Buyers should select equipment that is appropriate for their skill level or New pilots should seek proks· a lJSl !CA CERTll'IFD lNSTRUCTOR.

FVFRYTJIINC MUST c;or RamAir $1,600. Avian Amour $1,500. II E harness, chute, CB vario, lcaro helmet, mitts. Call (91(,) 727 li265, l!lyhighv1lwcbtv.11et

FUSlON 150 l'xcellcn1 co11di1ion, white LF, black/blue $,l,800 OBO. WWJJ harness, 5'8" 6'2" $200. Jim (623) '>81·01!\5, jarncsw(ig:neway.net

EXXTACY NEW & USED IN STOCK, DEMO DAILY. Wi\LLAIW RANCH (8(d) li2/i-0070.

(905) 8TH) I I 7, xcarm,111do(1\,ol.corn

FUSION l 'i()

l'ALCONS 140, 170, 19';, 225 new and llscd. WALLABY RANCI l (86:l) 424-0070. Teal/yellow/white, pcrfrct condi !'Al.CON l'/0 tion, /lown less than two hours by experienced pilot $1,700. ('i20) G:,<J .. 2:)(,3, vetm;inv1lscdDna.net

Demo drtily. Wi\U.AJW RANCI l (8G3)

GLIDERS 55 1 for sale, rigid IP single surface. Call/email for current list. Wallaby R.111ch (86.1) li21i 0070 Florida, glidcrs&ilwalbhy.co111

Fi\ I.CON l 9'S Blllciwhite. original owner, very clean $1,800. ((, 19) lt40 I ')Tl San I )icgo.

FLEXWJNGS Creat performing single sur· AFROS TARCFT 16 face, new fvlay '9 1), red I .E w/gr,,y sail $:>,000. (8.l I) YJ3-09'Yi. AIRBORNE SHARK, BLADE RACE, STING, BUZZ. New and nerrrly new. Derno daily. THE WAL, LABY RANCI I (863) 424.0070. AfTAlR SATURN /iii.) 2018. BUY Tl IESE GLIDERS TRX 158 Great shr1pc clean/crisp $1,000. Scotty (719) (,8;·9/5:l CLEARANCE SALE -- Klassic 133, 100 hours, good condition $1,000 plus shipping. I.isa (80 I) /i<J5-0 J ,t,.

School use, orn· FALCONS Cl .EA RANCE Sl\l.E season. All sizes $1,250-$)., 500. (Ii 1It) li!.'l-8800, brad(i1lJ1;111ggli,li11g.cc1nt l'I .Y Tandem gliders, three to choose fro111, $2, I 00 and up. (ii! Ii) liT\.8BOO, hrndCt1h,rnggliding.corn l'lJLl. PACKAGE DEAL - Vision fvlldV J 9, I ligh Tracer harnes.s, B,dl vario with ;1ir.specd, new d(nv11tuhcs, flying \Vires, 1wo FM extras $2,000 OBO. ('i(l:3) CS'J.-')8%

I 0'>4,

1<1./\SSIC ],iii - Yellow/white, :1hsolute rnint condi tiou, horns use and then stored indoors for 2 years $2,800. !(lassie 155, 80 hours, clcrrn $1,500 OBO. (Ii I Ii) ,iT,.8800, brnd(1ll,angglidiog.co111 LAMINAR ST99, ST98 and kingpost Laminars. New and like new, available now. I\ V8 (760) 77.1070 I, indaskyvi1yahoo.cotn. LAMINAR ST, J/i, 1:3 in stock. WALLABY RANCI! (86:1) li2fi .. 0070

()rcp})tl, hri:1ngCt1\:01npaq.nct

FUSION 150 Like new, (,() hours, tips, red/or;lllgc/yellow $2,900. ('707) /6).86'i I.

0070.

F\JSlON 150

SX, XTL, XS:l, XT, etc. New :tnd MOYES CSX nearly new. Available immediately. Na1in11's largest Moyes dealer. W ALI .AlW RANCH (863) li21i-0070.

FlJSlON 150 [k:mtifitl condition, 60 hours, l'rrlly upgraded, unique' rnlurs, Wills wheels, down111bcs, never darnagcd Ric (GlO) 8872, rica ndkrircrt (iilco11 rIJJ1serve.corn

MOYES XTRi\LlTF l 1-:xcellenl condition, I 00+ hours, lluoresce111 yellow LE, blue & 111rq11oisc undns11rL,ce $:1,000 OllO. Call Erika (818) 1219.

DOUBLE VISIONS & FLY2 New aud used. WALI.ABYRANCH (863) li210070. DRFAfvlS -- Brand new, fol111d in !6'i's $1,200 cr1ch. Last two!(858) l Jpsa nd icgo((i\vcbt v ,net

FUSION li2ii-0070.

Crcy & black, 70 honr.s $3,300.

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

Number ol months: SECTION !J Flex Wings iJ Emergency Parachutes iJ Parts & Accessories IJ Business & Employment ...l Miscellaneous

iJ Paragliders '...l Videos

U Towing IJ Schools &Dealers J Ultralights U Rigid Wings '...l Publications & Organizations 'J Wanted iJ Harnesses

Begin with consecutive issue(s). My I.J check, iJ money order is enclosed in thG amount of$ NAME:···-_... _....................... --·--···.. --·········· _....... -. ·--····-··-···-···--..-···-· _ ADDRESS:

Number of .. -·--·-··-··-·-·········-·-·-···-····-Number of .. v,-v··-··-····-.. --··-··--···--

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

HANC CLIDINC

s MOYES XTRALITE 1.ll Well hpt, blue/grccn/wl1ite $1,500 OBO. (liili) li7.l 8800, hradf!lJ1;n1ggliding.rnn1

llL J'RASPORT llil, \(,(, Rental gliders ,tt /light park, low hours, ckan, pri,·ed to sell. (Ii IIi) /i?,, .. 8800, I>LHl (fhj ianggl i ding.com

Novice/itllennediate double MOYES XT PRO J(,'i surface, two avaiLd,le $1.600., .';2,300. (,11·1) li7.l 8800, brad& 1iJ,:1nggliding.rnm

Bought-Sold Traded. Raven VISIONS & Pl!LSl<S Skr S1ior1s (114) f/7:J.8800, brad(f1'hanggliding.com FXCFLI.ENT! Ltctory serviced, new

TIRED 01' TO\Y/INC:> Tired of'

PACll'IC AfRWAV!· K'i

wire~, virgin nose cone, span: d1 'sand XC hag$ L800.

si1cs? ( :rcnlc your mvn, povvcr up the

way

('iii 1) (,(,/i . 'j<J I

rhhoyt&t1go.rnrn

WWXC: I

C:reat shape, always ston,d & tram· included $2,SOO. /J harness,

SWEDISH AEROSPORTS MOSQUITO IIARNFSS. l.ightweight, alfordahlc :ltld most importantly htn' BILI. of' T.C. HAN(; GI.ID· ERS, your U.S. SUPPLIER at Cil6922-28/ili. I'S: SEEING JS BEl.IF.VING, new video made by Fast Coast Video, now availahle $1.3 incl11des shipping. 'J 'changg\ idcrV11 j t 11 lO.CO\l t

WWXC2 Br.rnd 11cw, <.)l hours,

past

years, white LF, hluc/magcnta urnkrsur Excellent condition, crisp sail'! $1,000 TAKES

IT' (8.11) (,88-l<UR J', lrnrtair((1laol.rnrn J>UI.SF.S & VISIONS !\ought-Sold Traded. Raven Sky Sports (Ii I Ii) li7.l ·8800, brad&l·hanggliding.rnm

Low liour~, clcan nice condition $7./100. (Ii 1Ii) li7 l·8800, bradGi>Jwnggliding.rnm 1

Excellent condition, undc1 25 homs $1,800. (SCi!i I 8(,2 /i212 SC

PJ\RAGUDFRS EMER(;l'NCY PARACHUTES

.Sl'FC:TRlJM 165 l'.xccllcnt condition, I(, hours $1,(,00. ('iii I) 766 8.l'i6, jarcd<itlpcak.org

IZOC:J<FT RESERVES Wirh large polyconical C:ltlOJ')' 1Si0. (YU) }li7-8')')'j,

Three I (,'S Spcctrum.s in lll':H new condition, w/all option\ $2/iOO.$:J,,lOO. Raven Sky Sports (Ii I ft) lil:l-8800,

lJSFJl, C:llJ\R1\NTFlii) ).(I' and 18' diameter, milir ary spe, ifications $.lOOea. (.,()3) .1/i7 89'l'i.

IKA ROS SPO!ff 1\Vl1\TJON WWW.FIY!'()RFUN.NE'J' OVER '50 ··New, used, really cheap. (.lO}) '.\li'/ .. 8')')5 leave message.

brad((h/1;111gglidi11g.com

RIGID WINGS

SPORT Ll!RO 1!,l Red/white, good condition $750. (8 U) 885 .l75'i l'arnpa, Florida.

STEAI.Tll 151 $2,900 OBO. l.:uninat J/i.$2,000 OBO. Both in excellent shape. (8 I 5) :U•i-5.388, lh11n 11crG1\10!.com

20 CORE J'J);\ w/swivel $:lTi. 20 gore $19'). M,my more· av.1ilabk. Ravrn Sky Sporrs (Ii I Iii liT\· 8800. bra,lvil1angglidi11g.com IIARNF.SSFS

EXXTJ\CY I ')')8 .. · w/''J'J tips, )'cllow, red flaps, good condition, as sccJJ in centerfold Nov. 98 J--1( ;, cover Sept 98 I JC, w/XC: hag, waterproof' bag & regular hag $5,500. !lob (970) <,Ii 1 9'il0, ('!70) (,!, 1 ')207, skyout ! (j1\vch1v.nct

UI .TRJ\l .lGl !TS SlJJll'RSPORT J 'S:l Blnc/ycllow/whitc, cxccllcn1 condition, spare down tu hes, rnstorn shipping, rare $1,500 OBO. WW'/..l harness w/l'l)J\ ch11te, l'lytcc '.oOIO vario·make offer. (7(l:l) 68'J-'J50!, J·:rik.' l'ltomasG1\vorl,lnct.at t.tll'I

dition $11,500. (208) 5n.21i21.

SUPERSPORT I 'i.l to1iypG-i\·o. pit kin.co.us

11<1\ROS SPORT 1\VJATION \Y/W\Y/.FIYFORFUN.NFT

AFROTOW I'Rll<l·. J\ir Creation (:'I .flJ, w/mild I 6 wing, Rot ax 582, ballistic reserve. Personal trike set up to tow. not used commercially, low time, good con-

Make olfrr. (')70) '!25-86!,'J,

Sl!PFRSl'ClRT I'\.\ S11perne;11 custom s;iil, v<T)' low hours, W\Y/ fin included $2, I00. (Ii IIi) lil.l 8800, brad(11)Jia11gglidlng.com

SI.IP TRIJ<F

"Jo mountains or tow park? No prob-

lcn1, sclf:__launch and soar! l .ightcst weight, n1ost com-

NF.W, USFD And RU'URBISHED harnesses. Buy, sell, trade, consignment. ( ;unnison ( ;lidcrs, 1'i/i') County Road I;, C:unnison O) 812}0. (9/0) 6lil·

pact, most compc·titivcly priced. C:all or email for free brochure; rdtmdahlc $10 for video. I.ibcratccl Flight (9ii1) 727.·217.l LIBFUGIJT~1\1ol.co111

')3 I 5, l111p:/ /grmnisonglidcrs.com/

WANTED IJJ<;JJ F.NFIZCY POD IIARNESSES Sizes & styles r.ha11gc mo11thly, $JOO!i00. CC I OOO's $)50. Cocoons $200 each. l.Ml'I' pod, 5'9" $/iOO. I<nccli:rngcrs & stirntps also avail:rhlc. (Ii 1/i) iil.1·8800, hrntl (ril!1a1 iggl id i 11 g.corn

MJ\CJC Ill 155 WANTED' pans. Fax ('iO'i) 82/i ·li8(,8.

by more 10,000 hang ._,,....,c,,,._ is

I 00 gliders in stock. l .ookom Mountain, \VWW .ha11glidc.con1

Ul.l RASl'ORT iii; W7-2li2'i.

DFCFMllFR 1999

Advertise New condition $),/00. (11 (,)

IVtl(li needed. 1-80().(,88.5(/17.

Wrcckccl/wornout fot

ifi

LARGEST 111\NC Cl\\ l!NC Sl lOP In the West! Om deluxe retail shop showcases 1he latest equipment and has two virtual reality hang glidiug flight simulaHm. We stock new r111d used ... Wills Wing, Altair and Moyes gliders, and all the ho/Its/ new harncs.sc.s. Tradeins arc welcome.

Om ,omprehcnsive progrr1m, located at the San Francisco Bay 1\rerl's beginner site features: gently sloped hills," Wills Wing Fr1lcons of rill sizes ;rnd tr:1ining harnesses! 'TJRST l'l.l(;J IT'l '5 minmc vidrn tour ofom beginNi\TION/\L SCHOOi. NETWORK -- RINCS J.()Ci\1.1.Y. for inforrna1ioll call David (706) (S/81i85, david~i\lavidglovcr.com. ALABAMA

ner lesson program shows a student's skill progression $20 (shipping included).

I 116 Wrigley Milpitas C:A 9'50.,5 (1m1r S11n/ost). (lf08) 262-1055, (lf08) 262.-1388. 1nissionG.1)ha11g-g!idi11g.com www.l1ang-gliding.com

US! TC:A C:FRTIFIEI) TA\IDFM JNSTRUCTI( lN lly McNamce. Aerorow training & ratings. Dealer for major flight and aerotow cquipmcnt, J.5 hours from llisncyworld. Call (Yi?.) li89-996'J. flylfr\~rayl)inlair.s1)orts.corn ww,v.grayl)irdairspon.s.corn

LOOKOUT MOUNTAIN l'LICI IT PARK~--· Sec

l.OOKOUT MOUNTAIN l'l.lCl IT !'/\RI<

ad I mdcr ( ;corgia.

ad under Ccorgi,1. Nearest rnountain training center to

Sec

Orlando (only 8 hours). ROCl<l'T CITY i\lRSPORTS The f'lln, safr place you learn quickly and sakly professional instructors. ( ;rc;n

place for /,rsl cross country flights. Three i;rc;it sites alld a Moycs··fhilcy acrotng for those "other" days. I.earn to

aerotow and earn your i\T rating. Mentioll 1his ad, a {i·iend and receive: one lesson I /2. price. Call

CALIFORNIA DRJ:AM WFAVFR 11/\NC CI.IDINC Traill oil Wills Wing hlcolls. Four hour kssolls $ I OIJ. Tm lcs soil package $750., includes wndc111 off 2,000 ft. Five lessons $1f00. Or huy your new equipment here and get all future lessons for $75 each. ( :,111, scheduliug lessons five days a week, Friday through Tuesdays. Ideal training hill. Arca s most INEXPENSIVE prices. Your northern C:alil,,rnia MOSQUITO HARNESS dealer. Call f,,r Mosquito dernons1ra1io11 or clinic. Iler1lcr for Wills Wing, Altair, I Fncrgy Sports, Ball varios, ins1ruc1io11. lJSI JC/\ ( :arnclbaks rrnd more. Advanced l nslrnctor Doug Prather (209) 556-0li69 Modesto, CA. Fl.Y AWAY I IANC Cl.l])JNC/l'J\R/\Cl.llllNC Santa Barbara. Tammy Burcar (805) 6')2.-9')08. THE 11/\NC CLIDINC CENTER 2 I 81 Chr1rlcs Way, El Cajon Ci\ 92.020, (6l'J) li61 !!iii l. I lang paragliding I II Cl l Al lVF\ITURI' school. Equipment sales, service, at Southern California's mile high site, C:resrlinc. \JSIJCA ln.sl\'llctor Rob Mcl<e111.ie. By appointment year round. ('JO'l) 88.3-8fi88, www.lly1:mdc111.com LAl<F ELSINORE SPORTS Fl/1.l. SERVICE SllOP with a forns on student pilot needs. We ARE rhe area s only walk-i11 .shop. Open (, days a week I Oam-(ipm, closed on Mo11days. (909) (i'71f-?.lf5.3. MACIC: AIR -- l.oca1ed i11 Northern California. Lessons, sales, service. (707) %:J-:lli5'5.

C:iL DE:l<POl<T 2S00 Torrey Pines Scenic Drive San Diego CA Since 1928

NO MORE BUNNY... THE HILL WITH IT!

lli\NC CI.IDINC i\Nll Pi\RACTIDINC UST !CA ccr1il1ed instrnction, r:mdem instruction, sales, service, rcp:1irs, parachute ;rnd site ton rs. Sau I )icgo's world class soaring cc1Hcr. Vi.s:1 and Mastercard accepted. Call (858) li52-')858 or check us

WE I IAVF

The most advanced training program

known lo hang gliding, teaching you in half the l irne it

takes ou the training-BUNNY HII.I., rrnd wirh more in-f'ligh1 air time. YF.S, WE CAN TEACH YOU FASTER AND SAFER. for year-round training /,111 in the sun, call or write Miami I lang Cliding (JOS) 2858978. 2'i50 S Br1yshore Drive, C:ocouut Crovc, l'lmida .'l.'31:l.3.

out at h11p://www.f1y10rrcy.mm

?.0 minutes from !.AX. I.A's BEST SINCE 19'7/i Full service wa1k-in center. Training for all .skil1 levels, JT11t.1ls, guide service, sales, lodging at world fonH)IIS Kagel Mountain Flight P:Hk. :325 sunny days a year. 16 HS Victory Blvd., Van N11ys Ci\ 91fi06, (818) 988 0 111, fox (818) 988 18(,2, www.windspons.com COLORADO 1\IRTIMF ABOVE I li\NC CI.IDINC -

Ftill-time

lessons, s:1lcs, service. Colorado's most experienced!

Wills Wing, Moyes, Altr1ir, 1ligh Fnergy, Ball, l'lytcc, Flight C:onuections and much more. C1ll (305) 6/li 2/i5 I, F,vergrecn, Colorado Ainimcl f(;(',);\Ol.corn

QlJFST AIR SOAR!NC CFNTER Your vacariou hang gliding loc:llion. (.'352) 129-021.3, fox (.'352) li2.9IJ8/i6. Visit our website at: www.qucstairforcc.com or

email us: qucs1air(tils11ndial.nc1

CONNE(:1·rcuT MOUNTAIN WINCS

- l.ook under New York.

I-IANC CUDINC

ifl

•• II liWD Cl/lDF SERVJCJ, M,nma, l<c:i, sales, scr vice, Achim I l:igcmann, ,since 1979 (808) 9(,8-G85G The Aerotow !'light Park Satisfonio11 Ct1:ir:1111ccd

IJJJNOIS I 8()().803· 7788 HILL l 1001< \JPS I ,aundry, propanL\ recreation \'()()\)\, J. 8()0.803-'7788,

I IANC <;LJDF Cl IIC:i\CO i\no1owi11g 1hrn Pr:iiric at Leland 1\irpor1, I hour west oC (:hic:1go, instruction, ,l\irport (815) li'J5.;,821, home (81 'i) /ii I ?250,

'iO I NICE denws to fly: Topless to Tr:iincr ( ;Jidcrs: J ,aminar, Moyes, Wills,

I OUKOlJT MOl!NTi\lN l'JlCI !'I PARK Sec our display :id, Discover why H)UR TIMI'S as many pilots earn their \vings ;JI Lookout than at :rny other school' We wrote US! ICA's Official Training Ma1111aL Our .spcyialty-·custorncr :-iatisfadion ~rnd fun with tlH'

(,ll2) Wl 0700, (815) RAVEN SKY SPORTS ii8'J .. l)7(1() m (Ii 11) 17}8800, 2 homs Crom ')() minutes Crom Elgin, P:iLuine or Lihcrtyvillc,

Airborne, Airwavc, Exxtacy, Millennium

BEST Fi\Cll.lT!FS, largest invrn1ory, camping, swim·

I ,a fvlouct tc, S,,nsor;

ming, vo!kyh;i!L more! For a flying trip, intro f1ight or lcssot1 package.'>, l.ookout Mo111Hain, just outside C:hattanoog:i, your COMPLF'l}: tr:iining/scrvicc ccn· 1cr. lnh' (800) 688·LMFP,

JlJST 8 MILFS FROM lllSNFYWORID • YFAR ROUND SOARING OPEN 7 DAYS A WEFK FIVF TUGS, NO WAITINC EVERY DIRECTION

also harncssc\, varios, clc.

Ages U To

have lc:irncd to llv here,

be,<,\ instructors, the hcst ('qt1ipmc111, the hcst results in

the f'v1idwcst. Trniuing program for combined/integrated foot launch and :JlTOtO\V ccrtil/C·,uion. Apply 10091, oC your intro lesson costs to ccrtification program

npgr:idc 1 !'lease Sl'l' our :tel under WISCONSIN. INDIANA

No on{' comes close 10 our level 0Ccxpcric11cc ;ind sucn·ss with tandem :icroto\<\' illstr11ctio11.

A GREAT SCI,'.NF FOR FAMIIY AND FRIFNDS,,,

RA VEN SJ<Y SPORTS (11 Ii) /iT,.8800, Please sec our ud under ~'isco11sin. brnd(1)hanggliding.com

IO 11101cls & rcsi:111ra11ts within 5 mins,, c:imping, hot

MARYLAND

~ho,vcrs, shade tree~, ~ales, ~toragc, ratings, X('

Mi\RYLAND SC:1100! OF I JANG CI.Jll!NC, INC C:crtif1cd instruction, in foot l:i1111ch, I )ealcrs f,,r Wills Wing, Moyes, Fll(:l)(Y, year round insiruction, (Ii 10) S77·0')75,

rctrivvals, gn:Jl wcatlwr, climhlng w:dl, trarnpolinc,

DSS TV, ping pong, picnic 1:ihlcs, swimming pool, etc, Flights o/'ovcr 167 miles and more tlwn 7 hours, Articles in I fon,~ G!idi11y, /(i1plr111ts, S!,ywings, C:ross

BUNK! IOlJSJ<: MEXICO

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WARM & COMFORTABLF -· By LMl'I" 32 hunks, ho1 showers, open ail year, ;,/i hom sci( registr:i· tion, 1-800·80,l 7'788!

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VALLE DF BRAVO Weck tours, i1HH>ut on Sunday, $795 hang gliding, 1-800-8(, 1-7 l ')8, jc_{f(/1)(1 y1 ncx in i.com

l\lRDS IN Pi\Ri\ll!SE 11:ing gliding & 11liralight flying Oil I<:111ai. C:crtiCiL·d tandem instruction. (80H) 872-'i,lO') or (808) G,J<J.J0(,7, hirdipv'1aloha,\H'I

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Moments after our morning chopper suffered a very jarring whack /,anding, during which it ruptured the left foe! tank and very nearly capsized, we watch as it prepares to barelJ lift offand dive over the edge ofthe mountain into the abyss. Note the opposing tilt ofthe fuse/,age and the rotor blades, where the pilot is attempting to hold the chopper upright. Photo by Aaron Swepston. Continued from page 42. stationed on-sire. The cask consisted of a race around three distance pylons, then a run through a height concrol gate, a position pylon and a fi nish gace on a fairway. This was a fun and spectator-friend ly course, bur nor exactly formal speed gliding. On che lase day we fo und a sire char may lend itself ro racing down tl1e terrain like m ost speed gliding courses (ic is nearly bare of trees) . The good tl1ing about chis course is char it will connect with the ro p fligh t ro offer more than 8,000 feet of vertical descent. We'll explore chese possibilities when we go back ln case you wonder what we d id with our time afte r flyi ng every morning, just imagine all me things you'd like to see and do in such an exotic setting. We did chem . We were taken ro a stilt village in the mountain where we were created to a banq uet fo llowed by native dances. We went to hoc sprin gs, looked fo r orangutans (tl1e local kids thought some of us resembled orangs wich our hairy bodies!), went on guided na ture to urs (the mo un tain has me world's largest flower, up co six feet across and ove r 1,000 orchid species) , hiked and dined like kings. On the lase day we were at the coast and were boated our co the nearby preserved islands for a great seafood meal and some fantas tic reef divi ng. I had never seen so many different multi-hued neon fish . The closing ceremony was bittersweet, for despite ch e un believable music and dancing spectacle, as well as the great meal in me Hyatt, we were leaving friends , boch Western and Eastern . Basir decided ro distribute $2,000 of che p rize money co each competiror and everyone was amazed at such generos ity. T he hospitality we experienced was legendaiy an d may prove co be better next year. An exclusive resort on me coast wants co host us fo r three days after me meet. We may even manage to fly there (30+ miles) from Mc. Ki.nabalu if we find a safe ro ute. Borneo is a place of dreams and adventure. Ir is a place of spi rits. Certainly our spirits soared over rhe incred ibl e, crenelated mountain and the verdant all-consuming jungle. Ir is wi th great gratitude char we thank rl1e Malaysian governm ent, aerospace industries (and President Johan Chin), che Sabah Tourism Board and Col. Basir wim his assistants for making this flying adventure possible. Did it really happen or was ic a dream ? I also wish to personally mank W ills W ing for supplying me wim a new Fusion SP for me event. The glider instilled co nfidence from me first high-altitude step . • HANG GLIDING

ifi

MIC! [[GAN

NEW JERSEY

CLOUD 9 SPORT AVIATION Acrornw special· ists. Creal deals on all major brand gliders. Now in stock: Lamin:H ST; Wills Fusion, XC, Falcon; Sonic; Acros Stcald, Magic U1llrlPP1.:r \vh,.,els launch cart kits, and orher accessories in Call for spring tandem lessons and flying appointments with rhc Draachenl'liegert Soaring C:luh at Cloud 9 field. 11088 Coon Lake Rd. W., Webberville, Ml li8892. (517) 223,8(,83. Cloud'JsaGtl:tol.com I, 1rp:// mcmbcrs.:101.com/ cloud'lsa

MOUNTAIN WINGS

MICHIGAN SOARING ·· Offering ALl. major brand gliders & :iccessorics. ( ;rear dc;ils! (2:l 1) 882, 17/ili) wingma11{fi)travcrsc.com

NORTII CAROLINA Look under New York.

NEW MEXICO St:tlc·o/~1 hc-:11'1 CROSSROADS WINDSPORTS training with stationary simnb10r, Boom\\ar, 1:rndems, video co:iching. Towing for hang and paraglidcrs. Rentals. Camping on the Airp,uk! Call C11n Craham in !Johbs (505) .3')2,8222.

, •

MOUNTAIN WFST IIANC Gl.lDINC l<c11·mt.ng1m1 s only foll service school and Wills Wing tow and tandelll /lights. (505) 632·

UI' OVER NEW MFXIC:O lnstntcrion, s;,lcs, ser vice. Sandia Mountain guides. Wills, i\irwavc. Albuq11erque, NM (50'\) 821 B51ili. NEW YORK

HAN

NORM Ll'SNOW'S I'l.YJNC ADVENTURES Since 1978. Fxperiencc ,Y. safety arc ii I. Presenting the turbo dragonfly. lnrrod11ctory fligh1s :ind lidl r:inge o/' lesson

for bLginncr 10 advanced. /\crorow

clinics & USIIGA certified

r:itings avail:ihlc. Please contact Norm

Lcsnow"·Mastcr Pilot, Fxamincr, Advanced Tandem

lnsrructor, Tow Adrninistr:llor. (21i8) :399.<Jli:n, FULL,TlME school. nlfovhjuno.com www.scri011sspor1s.com/nlfa

TRAVERSE CITY HANG GT.IDF.RS/PARAGLJD. ERS FlJl.L,TIME shop. Cerri/bl ins1ruc1ion, foot launch and low. Saks, service, accessories for ALL major brands. VlSA/M/\S'T'ERCARD. ( :omc soar our li50' dunes! 1509 F 8th, Traverse City Ml li%8/i. (){foring powered parngliding lessons & dealer for the & used units. Call Bill at (616) 922,2844, tcli,anggliderG'11'im10.,,·orn. Visit om paragliding school in Jackson, Wyoming. Call Tracie at (:l07) 739·8620. MINNESOTA (612) lii().]800 or (lilli) RAVEN SI<Y SPORTS 17.1,8800. Please sec om :id under WISCONSIN.

AM FLIGHT SC:f 1001 MOUNTAIN WINGS I 1':Lf.ENVILLE AJR Sf'ORTS. Full service shop, lliglu park, li500fi. 10w l,ekl, winch and aero rowin[;, t,mdeins, two-placL' LJ.T,. training. J\inv;1vc, Altair, Moyes, J\cros, lcaro 2000, Flight Srar lJ.1 .. , MOSQUTTO powered harness, WOODY VALLEY harnesses in stock. The original V.. M!TTS $7.'J.OO. mtnwingsv1l:1ol.com or ('Jlli) 61i7·.'l:l7l www.lligh1scbool.ne1, I 50 C:mal St., Ellenville, NY 121i28. The most complete I JC l'ro·shop in the North East. l'J.Y HJCI J I !J\NC Cl.Jl)JNc;, lNC:. Serving S. New York, Connccricnt, Jersey areas (Fllenvillc Mrn.) Area's EXCLUSIVE Wills Wing dealer/specialist. Also all other m,1jor brands, accessories. Certified school/instrnction. Teaching since I 'J79. Area's most INEXPENSIVE prices. Fxccllcttr secondary inst rue 11nishcd a program and wish to co111in· mounrain 1 ATOL Tandem flighrs! Contact Paul Rd, Pinc Bush, NY 12566, (91 Ii)

• TANDEM lNS'J'RUCTTON • AFROTOWJNG • BOATTOWINC • Ill·AC:H RESORT • TRAfNTNC CAMPS • FOOT 1.A\JNCH • Ol'FN YEAR ROUND • FARACLIDINC • EQUIPMENT SALES AND SERVI CF

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lKAROS SPORT AVIATfON NYC s !trsl and only ccrtil!cd hang gliding, paragliding, microlighrs (uikcs), paragliding. Disrribmors 1,,r Avian. Dealers brands. Fnll service :tnd equip· most friendly service in 1he 2') :> 1 Newtown Ave., i\swria NY. !'hone ('718) 777·'1000, WWW.l'LYFORFUN,NET

MOUNTAIN TOP RFC:RFi\'J'JON ~ Certified instruction, Pittsburgh. (Ii 12) 767·"1882. C'MON OUT AND PLAY!

SUSQUFI JANNA FIJCl IT PARK Cooperstown, NY. Cn1if'ied lnsrrucrion, Sales and Service for all m:mufacmrcrs. /i(l acre park, 5 training hills, jeep bunk home, hot showers, 600' NW ridge. We have the hcs1 in N. New York stare ro teach yon how to lly. c/o Dan Cuido, \lox 2'):I Shoemaker Rd, Mohawk NY Uli07, {.'l 15) 866,6 I 'i3.

FLY PUERTO RICO - Tenn Spirit I IC classes daily, rand cm i11strnc1 ion de:ilcr. Clider rentals for qualil,cd pilots. PO Box 978, Sanriago, Puerto Rico 007/i 1. ('/87) 850· 0508, 1shg~1)coq11i.nc1

MOUNTAIN W!NCS

I .ook under New York.

PUERTO RICO

NEVADA ADVFNTURE SPORTS Sierra at its hest. Tours and tandems avail:1blc. Jnstn1c1ion ccr1i/1ed USHC:A instrncrors with 25 years experience. Sales, service ;1nd instruction hy appointmc1u- Carson Ci1y/l.:1ke T:d,oc NV. (77'\) 88.17070

!mp:/ /hon1c. pyra111id.nct/advsp1s LAS Vl'CAS MR.BORN WATFRSl'ORTS US! IC/\ cerrifted hang gliding instruction. Sales ancl service, boat low, mountain smring, XC. (702) 260 7')50 www. virrualhosrs.11e1/skysail/rnain.h 1111

February classifieds deadline:

Can't afford new equipment? bargains in our classified ad department. HANC CLIDINC

s TENNESSEE

lJTAl l

WASATCI I WINGS

Utah's only ftdl service hang

gliding school, Point of' the Mountain, regional l1H)llll

tain .sites, towing. Dealer for Acros, l\ltair, Wills \X/i11g:,, fv1oyc.<:., J\i1wave a11d Jlltllli [llO!l'. c:al! /JL (801) 'i/(,.()J/i2, wing.s~1lwasa1ch.rnn1 w,vw.w:1s:11cli.rom/ wings

VIRGlNll\ 111\WJ< A!RSl'ORTS INC: P.O. Box 'JO'i6, l<noxville, TN Y7'J!f0 OO'iG, (/i2J) 670-02(J<i. I lang ( ;Jiding and world L1nrnus \'vindsoks. I Jawk(t1\vindsok.com, www. v,,.1indsolccom

BEST 12" WI IFFLS ;\V Al I ABIE Super tough, ligh1weigh1, a must l,>1 1:111de111 !lying. Built-in wliccL $/iL9'i, quantity hushing.s. Only l ISA.huilt

LOOKOUT MOUNTAIN I LICl 11 !'ARK

discounts. lmmcdi,1tc delivery. Lookout Mountain,

nd under Cc·orgi,1.

(800) 688-L/v!FI'.

TEXAS

BUJF Sl<Y

ln.s1n,c1inn, glidcr.s, accessories, cmtom

.<:.cwillg, repairs, towing, ( ;lidn S:1vcrs, l'v1osq11ilo motor lwlless. Ct!! Steve· Wendt, (S/iO) !i.,2-65S7, (80ii) 2/i I

li.l21i. KITTY I 11\ WI< l<ITFS

Sec North Carolina.

Cl IRISTMAS ORN/\MFNTS Unique hang gliding and paragliding Christm;1s trlT orna111c111s. Scvcr;1l designs to choose f'rorn. Prices :-.tart ;it $-1. Soaring I lrc:1rns (208) ,,7(, 7') I Ii, ZoolisaC1\10Lcom

i:I.!c;J IT C:ONNFC:TJONS, INC:. !'TT II

C:enilicd instructio11 and SlLVFR W!NCS, INC:. eq11ipn1c111 .salc-.s. (70.l) 5:l:·) I %5 i\rlington VA. WISCONSIN • YI i\R-ROl/ND XC: FLY INC• TIIREE TUCS • Ti\NDFM TRi\lN!Nc; Ol'FN 7 DI\Y ;\ WEFI< AERO TOWINC DlU\(;ONFLY I RAIN INC • WlNC:11 TOWINC TRIKF TRAININC • FOOT L;\lJNCI I 1:1 Y-INS AND CLINICS PARA(;IJI lfNC TOWS• 600 Ac:!ff FACILITY SALES AND SJ,JZVIG • 7,200' RlJNWAY Steve Burm 109.2?'J. 9:\B2 c1mil: sbmns~1\tlpha I .11e1 hed ll11rns 28 l .li71. I188 email: a11stinair~1l:111Lrnrn vvww.austinairsporls.C<)nl

CO ... 1IANC C LI Ill NC!!! Jeff I l11n1. Au.st in ph/fox (517) '167--252 1) jd)(,1l/Jy1cxas.corn www.flytcxas.com

R1\VFN SKY SPORTS JIJ\NC; Cllll!NC AND l'/\RA(;Ul)!NC The Midwest's Premier acrotow flight park, founded i11 I 'J'JL 1:eaturing INTEGRI\TFD INSTRUCTION of' foo1-launch ,rnd aerotow tandctn skills, at pack:ige prices to heat any in die USA. Scvrn hcauti/it!, 1r.1ining hills facing all wind directions. Four 10w planes, no \Vaiting! Three tandem gliders on wheeled undcrcarriagc·s. WW hilcons for training from the very first lessons. l/SU/\ 11ltraligl11 and ins1r11ction. P:iragliding tows. Free camping. '.,aic's,1se:m,x/an:es1,or1cs for ,ill hr,mds. Oprn 7 days a week. C:on1ac1 llrad l<11sh11cr, PO Box IOI, Whitewater WI 'il I 'JO (Ii I 1) /i7).8801J phone, (Ii I 4) 173-880 I fax, www.lunggliding.com, hrad(f1}hanggliding.com

I !ILL COUNTRY l'i\R1\CL!ll!NC INC Learn complete pilot skills. l'crsone1lized US[ l( ;A certified

Nc\v and Improved

• \V,ucr/l )ust Resist wt l'mh Bu lion • J'icld Replaceable· Finger Swi1ch • I lea vier C,rngc Wire/I mp roved Plugs ' lncrc,ised St rai11 Relief' at ;\LL Joints Introductory price $WJ.95. Extra !Jngcr switch $ 1li.95 w/purchase. Dealer inquiries welcome. Cd! (') U) 268 /9/iG. MC/Vis,i. Visit our website at

training, ridge soaring, foot & tow launching i11 central

Texas. MOl'OIUZFD PAR1\GLIJ)!NG INSTR.UC TlON & EQ{J[l'MENT AVAILABLE. (<JVi) :l1'J I l!l'i. Rt I. Box I (,F, To" TX 786/2. KITE ENTERPRISES

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Tll!S

NOTTI !IS

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bunch and acrotow instn1c1in11 too. Training, s,ilcs,

rentals and repair. l\irwavc & Wills Wing. Dallas, h,n Worth and 11orth Texas area. 21 I Flk, Allc11 TX 75007.. (972) 3'J().'J()'JO nights, wcekrnds, WW\N.kitc·-cn1cq)riscs.c·o111

J\I·:no l'/\Rl< A rccrc;ition,il airpark NW of Milwaukee orfcring skydivillg, ultralight instruction, inq-ruction, bar & grill and oC course 1;1ndcin lcs~ons, s,1lcs and service.

TOTAL AIR SPORTS Area's OLDEST Wills Wing dealer. Certified instruct ion available. "] olll)' DEAL with WILLS". I GI I Lakeview, I lo11stoll TX 77010. (713) 9J7-86ili.

:-,p,sci:li1zlllg in acrotowi11g, p;iy·"Ollt winch and mountain toms. ( ',ti/ Sur/i\ir (·1 Iii) 78:3-7717. PARTS & ACCESSORIES AFROTOWING ACCESSORIES Sec T( )WIN(;_ Tl IL WALLABY R/\NCI l (863) lt2/i .. 0070. /\/VIAZINCLY LOW l'RICFS

CATJ,; S;\ VERS Send $5 plus $1 s/h to Rodger I loyt, ':J'J(, Clengrnvc 1\vc., Central l'oi111 OR 'J/502., (5/ii) 6G1i.'i'Jl'i

On all Ball varios 1

Boh~1Jbrokcrforyou.crnn

l)[C!M11fR 1999

ifi GLIDER CONDOMS ARE BACK! -· MOUNTAIN WINGS INC. Is reintroducing the best thing since baked beaners. Now you crn pro\cct yum bes1 investment, your from the damage of road dirr, acid rain, dust grime with our (, mil thick plastic glider cover. The GLIDER CONDOM slides gently down the foll length or your glider ro faith/idly protect from /\I !)S (air the sleek, shiny, slippery leading induced dust scouring.) For only $1 it's the smart way to protect your glider. To order your GLIDER CONDOM in its c;1rry b,1g, co11r;1ct MOUNTAIN WINGS :tt l 50 Canal Street, Ellenville NY l J,17,8 rn call (')Iii) 6ii7-3T77. You can also order by email at mrnwi11gsv11,10l.com. Please add $2. s/li. NY rcsidems add /5'Vt, sales tax. We accept Visa/Masrcrcard/1 )iscover. Dealer inquiries welcome. HANC GLIDING GIFTS - I l,111g gliding and p,1rngliding gilts, including Christmas ornaments, beer mup;s, jewelry, mobilc.s, and MUCH MOR.I•:. Call for a free catalop;! Soaring Drcatns/1.isa · \'ate, 11716 Fairview Avenue, Boise ID 8:l/13. (208) :l76-7'>1ii, Zoolisav!laol.com

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mounts

World's smallest, MINI V/\RIO Clips 10 helmet or chinstrap. 7.00 horns on 018,000 Ii., fast response and 2 year w:irrnnty. Creal f,ir paragliding too. ONLY $169. Mallcttcc, 1'0 l\ox I 575(,, Santa Ana Cl\, 927.l'i. (71 IJ) %(, 12/iO, M ( :/Visa accepted, www.111allct tcc.com HANG GLIDING MUGS

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ing L'tchcd hecr 1nugs, coffee cups, drinking glasses, plates. Cu~tnrn designs or yo11r own logo! So:iring l )reams (20B) .l7(i -7') I ii, /.oolis:,Gilaol.wm

OXYGEN SYS'I'EMS

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C:amn;i mom11 $/i8. 50. Camera remo1e (ask ahout rchate) M'i. Vario 111ou111 $15. 6" wheels $29.75, 8" wheels $3/i./'i S& I I TEK FLIGI IT

up ro 3 hours Complete kit with c11rnula a11d remote on/off

TROPHIES -- H:rng gliding/paragliding. Unique, rnstom cksig11s for :my size meet or bt1dgcr1 Call Lisa Tare/Soaring I )reams to disrnss your needs. (2.08) J76 79 IIi, ZoolisaG'\101.com

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STll.LTJ II' BEST

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long w/11" throat. /\vailablc colors lfoorescent pink/yellow or llnorescrnt pink/white. $.,9.95 (+$/i.75 Sil I). Scnd to USHC/\ Wiutlsok, P.O. Box 1330, ( :nlnrndo Springs, ( :o 80901 I :DO. (71 ')) 632 8300, fox (71'J) (,J2.{iiJJl, VISA/MC accepted. ( :heck the section or our web site www.ushg:i.org for a color picture oC this awesome windsok.

10,000 hang HIGH PFRSPECTJVF WI !FELS Real lifr savers' 12", light, rough. Fits all gliders. Send $It 1.95 + $4. 50 shipping per pair to Sport Aviation, PO Box 10 I, Mingovillc Pl\ 16856. J\sk about our dealer prices. 1./\MIN/\R l'/\RTS We haw what y,rn need and we ;rrc committed to sante day shipping. i\ V8 Call (760) 721-070 I or email at indaskyvDyahoo.com.

our (808) %8-68'i6,

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HANC CUDlNC

s BUSINFSS & EMPLOYMENT DRAGONFLY TOW CLUB The s11cccss is in the smiles! Dragonfly kits av.1ilahlc NOW for $10,800' Fully bnilt l,,r $12,800 p\11s you get !lobby l\ailcy to train you ,n yrntr site. Cd\ fen details. l<cn Brown cilia Moyes America (Ii 15) 75:l--'.lSJ!i l'lyaMoycsGilaol.rnrn l'OR Si\1.1'

Arizona ha11g gliding business. Rcd11c"'I

to half price 25K 1 All wind dircuiom rn,11Hnade hill

,villi

ten

acres.

Excellent

locatiou

Phoenix/Tucson and J1L\t1 motmlain sites. Ciaut shop & s1ock. (180) lT7860l.

WANTED I L,ng Cliding/Paragliding insrn1c1ors. Jmmcdia1c full 1imc openings available. Live 1hc California drcarn ... ins1rnct students ,11 the San l;ranci.<.,co Bay ,1rc;1\ prcn1icr tr:1ining site. Service shop ernploymrnt is also available. Ask for Pat Drncvrn (li08) 7(,2. 1055. MSCI IC(al:10\.rnm www.l1a11g"·glicli11g.c·o1n PUB LI( :i\T!ONS & ORGANIZATIONS

Ci\1.1. USI ICA

For a magazi11c hack issue order

form. l•'ro111 the early Cround Skimmci to the ptT~C!H

l la11g ( ;Jiding. (719) (,:57 8.lOO.

11/\RRY /\ND Tl IE 11/\NC C:I.IDER is a \)('autifolly illustrated children's book. \Xlith /i() color pages written f,"- pilots rn share 1hc dream oC lligl11! To order: sc111\ $2/i.')'5 :f;l shipping to Sky] ligh P11blishi11g, JOI N Tmson /\/. 85719 or call (52.0) (,28 8165 ,Kcep1cd. SO;\RINC: Monthly rnaga1.i11c of Th" Soaring Society of America, Inc. Covers all aspects o/' soariug lligli1. hill mcr11l)('rslii1, .Vi'i. Info. kit with sample copy $l. SSA, P.O. !lox 2100, l!ohbs, NM 882/il. (505) .\')2 11T7.

SPEED GJ.IDING, TEAR UP TJJF SKIES By Adventure Productions $/,IJ.cy) Covers the speed gliding rnntest in Krntlonps, Bri1ish C:ol11111hia and il,rn 01110 Telluride, C:olor,1do. Superior graphic animation, great camera angles. ),/, minutes TELLURIDE SPFFD Cl.lDINC By Ta111rn Productions ~1 1).l)1-), Complete l'()Vcr:1gc d1is event. The sound of the gliders passi11g through the control gates is totally il\VCS0111C. :r) minutes Call US! IC;\ (719) hl2-8:l00, fox (71 'J) <,l'.l (,Ii 17, order from our \Vl'h site www.ushga.org. Please ;1c\d ·1 $Ii .slh i11 the US/\.

TOWINC J\LROTOWING J\CCESSORrnS l !cadq11a11ns lor: The linest rek,tst·s, secondary releases, Spectra "V" bridles, weak links, 1a11dl'111 wheels, launch cart kits, etc. Tl IF WAl.l ABY RANCI I (86:l) 124-0070

CJOIJI) 9 SPORT AVIATION I Lrng gliding cquipml'nt ;md ac101C1Wi111t.c ;:1eccssorics. l.auncli carts $SOO, partial kits (517) 2.7:, 8(,8:l ( :lo11d 'JS;\<r1la ol. com Sec cans a1 ht tJ>:I /111L'mhers.aol.co1nlcloud9sa Pl\()l'FSS!()Ni\l.TC)W I RAILOIZ $2,:lOO OllO. Steve (719) 'i'J/,-/i2.8/i, h,rngsjtii\vorldnct.att.nct Bi\C IT! If' you don't have yom copy oC Dc11nis Pagc11's PFRH)RMANC:F l'l.Y[NC yet, available through lJSl ](;/\ !lcadquartcrs $2.9.'J'i ( ,$'i.50 s&h for UPS/Priority Mail delivery). US! IC:/\, PO !\ox 1.-no, Colorado Springs CO 80'JO I. 1-800 (, 16--/,81l8 www.t1shga.org

saw

Or:CIMllrn 1999

horn the Telluride h:srival in 1'!81, 10 the modern day freestyle rn111pe1i1io11. hillow the of' this dyn:1111ic gathering. $2/i.95 Call \ISJI(;A (,.l}. 8:lOO, !'ax (719) (d2-(,li 17, order i'rorn our web site www.ushga.org. Please add 1-$/i domestic s/h.

MISCl:[JANFOUS

VlDFOS & FlLMS 'NFW' i\F.RONAUTS I JANG GL!DINC MASTERS, by Pl1otogr;iphic Fxpcditiom. A documen1:iry of' hang gliding today. Superb footage, graphics & interviews. This i) the video you show your Cnnily and tiiends 1 Ii.$ min $2').'Yi. PARTY AT Cl.OlJDBASF i\ hang glidi11g music vi,ko by Adventure Productions $19.95. I !ANG Cl.ID/NG FXTRFME & BORN TO FLY by /\dven111n' Production.-., great lig ;1ction $]/i,()') each. l lAWAIIAN 11LYTN by Space 'J, so:Hing i11 paradise. amazing L11111C'll('.S $.l:l.00 Cal\ l JS! l Ci\ (71 'J) hV 8l00, fox (ll ')) (,:12 (,Ii 17, email: or order off om web page www.ushg:1.org. add ,$Ii domestic slh (1$5 fell two or more videos). ( ;rca\ 10 impress your friends or for those sockcd,in days. Perf'cct gif't l,H I he L11111ch poL-ito turned couch potato. ;\!so, ask 11s aboui- our paragliding videos!

"AEROBATICS" Full color 23"x 31" poster 1;,,1111ri111, Joh11 I lcincy doing wha1 be docs best l.OOP!N(;I J\vailabk thro11gh US! !Ci\ l !Q for jmt $(L9'i ( $Ii.OIi s/h). Fill that void on your wall 1 Srnd 10 US! IC1\ Acrobatics Poster, P() !\ox 1300, C:olorndo Spri11gs C:() 809:l.l. (l/Si\ & Canada only. Sorry, postus arc NOT i\ VAl I.ABLE on i11terna1ional orders.) SPECIAi. Acrobatics poster & Frie Raymond BOT! I 110R $1 (I (, $Ii .7'5 slh). Check die mcrcl11an,:llsc section oC our web site www.11sliga.org for a color pielure of' these bcatnilid posters. 1

ifi

s STOLEN WINGS & TlllNGS !\EROS STFI\\ Tl l l'i2 Stolen from Q\JF.ST 1\I R Fl.IC! IT PARK, FL on May 1st, J<J<J<J (last of'thc (2/i8) Nats.) Red under, hlue tip, mylar top. Call :',')/i-1227 mboltgli,lc~b:101.corn !\'\' B/\C/PIREBIRD C-SPORT I.-~ l.os1 at I.AKE CI\F!.AN, WA l:rnncb area by rhe towers on May 16th, 19<J<J. AT hag i.s pmple/grccn, Clider is pink/whirc. /\\so Sup/\ir pmple/whitc harness, reserve, Piccolo vario. D:rrren I Ian (970) ')25,2./i8:J.

--H/\NC GUDJNG CllRlSTM/\S C/\RDSOld black and white etching $10 per dozen, $18 i,,r 2 dozen, $3:3 for 50, or $60 100. (!'Ins lO'Yi, for shipping.) On the net: h tt p://mcmbers. tripod.com/ -·acrc:ll ion/index.Ii tml or send a sclfaddressed stamped envelope for an assortment selection sheer to: TEK FLIGHT Products, C:olcbrook Stage. Winsted ( 'J' 060')8. C:all in yom order (860) 379- J 668. V]l)FOS BOOKS & POSTl'RS----- C:all lJSII<:/\ for your Merchandise order form (71 ')) (132 H:lOO, email: nshga(hushga.org, or check our web page

EDF!. CORVETTE 7./i PC Stolen from storage locker in CLARK J,'ORK, ID on May 1th, 1999. ! lot pink/lime green, wi!h trim tabs. Al.so (;(2 security churc, burgundy vcncr helmet w/.scvcral site stickers on it (Funston, WOR, Dunl:ip, Ed l .cvin, etc.) J\nd older red helmet. Rhoda, (7.08) 266- I 50S.

STOJ.FN WINGS arc listed as a service ro US! !GA rncmhcrs. Nc,vesi- en tries ;uc in hold. There is no charge Cor this service and lrna and Cound wiugs or

equipment may be called in (719) 632--8300 or L1x it in (7 I 9) (,:J2 6/i I 7 for inclusion in l Gliding maga·1.inc. Please call to cinccl the lisring gliders arc recovered. Periodic:dly, this listing will be pmgcd.

INDEX

ZINC WINC GI.J])FRS 18 flights. Cive ·cm a try1 2 for $5 ( Zing Wings, PO Box /i8<J, Enumclaw W/\ 98022. DON'T LFAVE YOUR GROUND-BOUND EQUIPMENT SITTING IN THE GARAGE. SELi. IT IN THE JIANG GLIDING CLASSIFIEDS.

C:l.ASS!l'IED /\DVFlffJSfN(; !,/\TES The rate for classified advcrrising is$. 50 per word (or group of char-acters) and $1.00 per word for bold or all M]NlM UM /\D CIJ/\RGE $5.00. I\ fee or l 'i.00 is charged for each line an logo and $25.00 for each photo. UNEJ\R'I' & PHOTO S!/.F NO 1./\RCFR Tl !/\N l.7'i" X 2.25". l'leasc underline words to be in or tabs $25.00 per column inch. Phone words. Email or web addrcss<lwords. /\!) DF/\DI.INES: All ad copy, instrncrio11s, changes) additions and cancellations must be received io writing 1. S mouths preceding the cover

date, i.e. Novcml)('r 20th for the January issnc. Please nrnkc checks payahlc to lJSIIC/\, P.O. Box LUO, Colorado Springs, CO 80')01-1130, (71 <J) 632--8300. Fax (719) 6:32--6/i 17 or email: 11sbga~il11.shga.org your classified with your Visa or Mastercard. ASK US ABOUT /\DVERT!SING ON OUR WFB PAGE. WWW.USIIGA.ORG

ADVERTISERS

Adventure Prodricrions ...................... 15 Angle of Attack ................................. 62 Arai Design ....................................... J 3 Hall V arios ......................................... 56 Braun iger .......................................... 31 Dan Johnson ..................................... 23

Fly Cuatcmala ................................... l 5 f<lytcc ................................................ 23 f !all Bros ........................................... 45

l ligh Energy Sports ........................... 35 Just l .clOkout M UL Flight Park .............. 5,21 Mastadon Dcsigns ............................ .45 Mojo's Ccar ...................................... 10 Moyes ................................................. 7 Neilsen-Kellerman .............................. 7 NJB Metal Work .............................. 56 Sky Dog Publications ........................ 21 SkyHigh Publishing ................. ,, .... ,.... 7 Sky Pilot ........................................... 22 Sport Aviation Publicarions ............... 35 U.S. Acros ......................................... 19 l JSHCA .......................... 2,9, 11 West c:oast Atos ......................................... :35 Wills Wing .................... 21, Back Cover WindSports ......................................... 2

Hi\NC Ci IDINC

© 1999 by Dan Johnson s,r. PAUL, JV/INN. , -- As we head i nl:o wint:er and tl1e holiday season, news for· the next: 1;cason appE:an; L.o conl:inuc focrrn on rigid wing hang gJiden;. FlE:XVJ:i.ngc:; conl.i nue l:o do wE:JJ .in contec,t Llying (and r;ales) bu1 we s.imply 'L bearing ,rn much about new developments a1; we 1wve i.n yc,tnc; pasL... [or exampltc', Uw l:oph,ss bU7.7. now getting L·fi be some year:c; old. ••• U.S. Aeros i.s prCcparing for saJo of their new rigid wing, ominously named the Stalker. :rt: either sounds J iko a challm1ger trying Lo tak0 on the lec1der (Exxtacy and NL'OS, by almo,;1: m1y nx:koninq), or Like a jo}mny--come-J y gid wing design. Certainly for a company U1at hc1,; s}1own L:he abi.1 i ty Lo compet:e :in trw worldwide hang ciliding commun.i t:y f'or bol:b 1- which L·.hey've done excel.Jently, and .in compel..it.-i_on,_; Aeros is somewhat tordy bringing L:hei r s Li f: fwinq t:o market. On the other hand, l:hic, a second generation offering Li.kc the Ghostbu,,1-E',r and A1'0S. Indeed, Like another Long·-awa ted--but--s i i unavailable wing, Lhe La Mouettc Top L, has bare leading edges, lha1- i,;, the sailcloth does not cover Lhe leading erlge Instead the paint:ed. A 1n another dif'fc:rencc, instec1d of ::-3poiJerons, l:.he Stalker has ailerons. l\eros isn' L: w.i.t:h this i rlea. Tn [act, before Laminar producer, Icaro, c3et: t: Led on working with l\'I'OS, they had their own c:hort:-lived rigid winq called i::he r,umina which also employed Lcrons versuc; spoil erons Having Jot of c,xperience myself with spoi_Jerons (on U1e Cl.oud Dancer), !'LI wait: to hear more about: the f(cCt i venesu of ailerons on 1.ho Stalker. J,'or the speed range we fly in, spoi_leron.s are hard to bea1 [or efL:ic.i.c,ncy and they promote proversc1 yaw dS oppoc;ed to U1al: kind we don' Li.ke: adver,,e yaw. • t:rul:h, one of the earli_e,:t of aiJeron conlroJ 1:hal I know of was by my old friend, 'J':im Morely, who irisLcJl l0_ d p:i loL-weight:--r;h:i rt-ach_vat:ed ai.l eron conl:rol sy,;tem on a Mitchell Wing back in c~arly 1984. On l:ha l pionec'r:i ng riqid wing, aileron,; wer0, said to be surprisingly , but:_ of coun::;e a r-iqid wi_nq a somCcwbat different LI yi ng Lhe Stalker said Lo be very simiJ to the meUwd of JV/oroJy' Mitche.11 Wing. 'r}1c, oilerons deployed when the pilot moves b:i or body oterc1.J _Ly. 2\n i_nternaL conL-.rol l i nkoge moves a pushrod to acLivato bell crank which moves tho oilerons up and down." Whc•w ! .. 5ounds complicoted eompdrod to pure we:i ght shift, but thi something like the, way mo:Jl:: ai_rcro l't: do Lt:. ,1;. 'The SL..alkor r:0·1 J owc,d Lhe second generat::i on pat.Lc,rn of cutting wei~Jht; t: Le:; to weigh onJy 77 pounds. lnitial price n::portcdiy at: $7,995 bul:: may rise L:o $13,500. l\t the numbc,r :it j the as tho '99 ExxLacy, no1 the 1mdcrcul: pricec, which bolpc,d ma.ke Uie '.3Lea1U1 populor amonq t:oples,; I.' piJo another c;econd qener-ation quality SLol ker is ar ... ii:: won' l be available until around April of :?.OOO, Uw some ac-, :i repor·tod t:he 1\'J'OS. Ghos l:bus t:or, which c:1ir1:c,111.Ly har; a Lc,ss-c?slobLi ,,lll?d mc1rket: position, dvai JabJe sooner and ·1 have no updated info on ava:i lobi Li l:y of E-7 or lxbo. St.alker wc,b info at· Ly.corn. fl1IIHI In only l:he second appearance of an American desiqn competing on tho rigid front along wi t:h Brightsl:ar',; Millennium Matt Kollman•s Raptor is 0

DFCEMIHR 1999

fJyin9 :in a second generotion de,,iqn. 've reported on Lhc, Rc1pt..or :i.n past columns ('9 1) and '97) bu Ma L :ir; now sa i.d Lo be nearing produc ion, somethinq he',.; workinq oul: with ,Jim Marske, a longtime' designer and kit supplier of ull:ra] ighl: ;-:a i lp] ane,; (Monarch and P:i oneer) . • 'L'he Raptor 2 uses very strong carbon r-ods the spar, wbicl1 Kollmon says a.J1ows \:11€: spar/D cell cornbinati_on 1-_o hold 16-G Loads (not L:hat L:hi mcc1nc:; l:he flyinq wing can accomrnoda to such big numb€:r:3) . Purtbc!r accounting for sLrenqth are Kevlar skins on \:he D ceJJ. Matt beli over; that the Kevlar maker; hie, J coding edges more durc1blo than carbon ber L,ike MiJlermiurn (anc3 Morely' Mitchell), Rapt.or~ rwes moveable tip rudders, however, l:ho tip rudders actuat:o whcm L:he pi_Jot 1-;hi_ Lho control bar, Lhe spoi lc0 rons on Exxtacy and ATOS. Instead of flaps J i.ke the Euro des:i_9n:;, Rap tor ;: irnes spoil (not spoiJe1~ons) to aid .landing approaches. concert with a tapered wing planforrn al1ow,, landings in no-wind ,,ituations, claims Kollman. Matl: wri.t-_es l:hot he':_; close to d0,:iveric s and the .first: ones will qo f:or P, "iOO. Working t_ a groat: di Lance from Soul:.hern Ca ifornia HG designers, pi Lolf, i_n his say Matt hos been "r lying away f:rom the.i product:ion (JI i.ders for years . " 'l']-1e Rapt or ha,: IJ.1 - f oo L span, 16 2 squares, weigh:_; 7') pounds, and boa::;ts a glide" of lfl al 35 mph c1nd il 130 /:pm ,;i_nk Info: 6111 -IJ-3G 3230 or kolJrna:1comp@rn:_;n.com. eee Back on he LI front, Moyes is bJ owing l::heir horn over tlic, Lightspeed' s victories in L:ho Brm;i l:i an Nat:i onal,;. The Bro7.i Li an NaU; was i.ts fir,;1_ out:inq as a production g Li.der t:hough prol_otypci flew :in tJ-ie World Moel:. Moyes' new wine, took f:irr;1 ond second place ond t:hEc, winner flew "completely st:andord L,iqhtspeed which easily pass eel US cert f i ca L·:i on, " 1:ho company said. (I tLi d not indopendent:Jy ver_i_ fy cortif_icat:ion st.:at:us.) Icaro put ti.ve Laminars :in the l:op ten a1onq with one each Fusion, 'l'op1c s;;, and s1-_oalth. Moyes further- Lrurnpeted UJa.t in six-day contest, "/\ Lightspeed won l,000 point,3 every day of 1:hc comp!" ConqratulaUons, Moyt,'fJ. fnfo: Moyes.com.au or FJyaMoyes@aol .com. ••• I you act darn fo,;L, you might. g0L: one' of 'T'ol:o' ,; new Soaring Dream,J CatolocJ in ime l:o order for Christrnm;. Her business offr:c,rs unique HG and related yi f1: j_ and trophi col o-i: catalog available for JnJo: 208-376-'7914 or ZooLisa@a.oJ.com. ••• USHGA' s board recently met ond couple intcc;restinq things occurred. A ln a repec1t of last year·'s mocl: selection drrnna, Malcolm ,Tones' Wallaby Open narrowly won a bid tor l:hc, t:i me' slot i.mmedi.at·.e]y fol low:ing the b:iq Sun 'n Fun airshow. T'hc~ cvonl_ --- which atl.:raclf; over 600, 000 pilol::s and L:oc:; brinqs more HG tugs int·o the area, a resource va I 1Jed by a tow mc?eL organi So, tho 16-22 April contest wi LI c1qain be foll owed by GW Meadow.s' r~eet at Quesl:. Info: Wallaby.com or jusUly.corn. A Jn the other news bil:, David Glover wa:; elected president o E U1e a::;soc i a t:ion on progrowth pJc11:form. 'l'hir; oughta' be .i.nterest i_ng to wc1tch. CongratulaUorw, Dav:id, and be,c;l o Luck! ••• So, got new::, or opinions? Send 'em l~o: g Dor,;ct, Paul MN 55LJ B. Messaqe:; or [ax to 651 /lSO 0930, or e-mail l:o Cumu1usMan@ao1.com. 0

THANKJ:l..1

•

Wills Wing is proud to present the new Fusion 150 SP. We developed this glider to 1Hovide our competition team with the highest level of performance. Prototypes of the 150 SP have won the last two annual Morningside Glide Angle contests hy wide margins. In its fully equipped com1rntitio11 configuration, the 150 SP has demonstrated nearly two points in l/0 performance increase over the original Fusion.And now this glider is available to you.

The Fusion 150 SP features an all new airfoil and sail cut,(now standard at no extra charge on all 150 Fusions), which significantly enhance both performance (by almost a full point in L/0), and handling. Additional individually selectable options allow the pilot to customize the glider to whatever level is desired. Sail upgrades include premium Hydranet trailing edge cloth, fully enclosed s1Jring tip battens, carbon fiher inserts to su11port and enhance the leading edge of the airfoil, and an option for an all mylar top surface.

Airframe upgrades include afolding speedbar, a faired carbon fiber speedhar, or alull carbon control har with minimum profile streamlined downtuhes, hasetube, and narrow gauge, low drag lower wires.

www.willswing.com

USA 500 West Blueridge Ave. Orange, CA 92865 tel 714.998.6359 fax 714.998.0647

Europe fassergasse 27a, A-6060 Hall i.T. tel** 43.5223.43747 fax 43746 e-mail: flywills@ping.al

F u s

•

I 0

1 50

THE BEST PERFORMING GLICER WE'VE EVER BUILT. PERICO.

Wills Wing is proud to present the new Fusion 150 SP. We developed this glider to provide our competition team with the highest level of performance. Prototypes of the 150 SP have won the last two annual Morningside Glide Angle contests by wide margins. In its fully equipped competition configuration, the 150 SP has demonstrated nearly two points in L/0performance increase over the original Fusion.And now this glider is available to you.

The Fusion 150 SP features an all new airfoil and sail cut,(now standard at no extra charge on all 150 Fusions), which significantly enhance both performance (by almost a full point in LID), and handling. Additional individually selectable options allow the pilot to customize the glider to whatever level is desired. Sail upgrades include premium Hydranet trailing edge cloth, fully enclosed spring tip battens, carbon fiber inserts to support and enhance the leading edge of the airfoil, and an option for an all mylar top surface.

Airframe upgrades include afolding speedbar, a faired carbon fiber speedbar, or afull carbon control bar with minimum profile streamlined downtubes, basetube, and narrow gauge, low drag lower wires.

www.willswing.com

USA 500 West Blueridge Ave. Orange, CA 92865 tel 714.998.6359 fax 714.998.0647

LLS""1Y1Nti

Quality

aircraft

for

exceptional

people.

Europe Fassergasse 27a, A-6060 Hall i.T. tel .. 43.5223.43747 fax 43746 e-mail: flywills@ping.at