USHGA Hang Gliding January 2000 by US Hang Gliding & Paragliding Association

eat U.S. Acros would like to take a few moments to thank the hundreds and hundreds of pilo!s who have purclrnsed our gliders, harnesses and accessories. You have all helped to turn U.S. Aeros in!o the company that it is. We have grown to a size that we hardly dreamed of when we first started this business. With this growth comes the responsibility of keeping our service to the customer al the highest level possible. ft would be very easy lo "sit on our laurels" and enjoy the success, but we know that we have to constantly he thinking of H\c next innovation !ha! you want and how to gel it to you at the best price AND with the best service. Wilh this in mind, we are expanding our customer service options. Our normal office is always available just like in the past, hut now we're creating 2 additional service centers to help take care of our customers. With one service center in the San Francisco Bay area and the other in the Washington D.C. area, we'll be able to more quickly handle any service situation that arises. Ir you need your glider worked on say a major part replaced, or if you just need your annual inspection, if your own dealer isn't available or up to the task, then one of our service ccn-tcrs will take care of you ·· pronto! Call us for more info.

Herc at U.S. Acros, we understand that there is a change in the way business gets done in the U and we're going to stay on the forefront of this trend. We want to make sure that NOTHING that we can have ANY control over, keeps you from getting the airtime you want. For the year 2000, we're implementing a new parts policy. If your dealer isn't available, if you've moved to an area without a dealer, if you arc on a flying trip, or for any reason you deem necessary, you can call us and order your parts directly. We will take your order and ship the same clay in most cases. We know how important your flying is to you, and so this is just another way we can keep you in the air and enjoying our gliders more. From now on, there should be nothing standing between you and affordable airtime on our products. U.S. Aeros is commitlcd to bringing you state of the art gliders and equipment at the most affordable prices possible. We cannot he undersold, so if somehow, you get offered a new glider by one of our competitors for give us a call we'll fix that situation in no time! This of course, refers to gliders in the same class. After all, it is all about you I

' Most of you know that the Stealth 2 is an awesome glider and in fact il finished I st in a few worldwide competitions this year. Still, if we have the knowledge and ability to improve on that glider, we've just got to do it. For the year 2000 (available now) we are introducing the new "Stealth 2K". It is our very popular Super Ship - the Stealth but with all the latest upgrades available. We are now making our topless gliders standard with 7075 ribs. Also standard is "spring tip" aft rib inserts that do away with the need for string tics. This gives the trailing edge a very clean appearance and cuts clown on drag. Also, we're proud to include the Aeros innovatfon that we refer to as "low torque washout tubes". Using a new method of attachment for the washout tubes, we're able to reduce your high speed drag. Jt's the small things thal add up to an overall superior glider.

During January

You probably arc aware that Aeros invenlccl the "internal parachute" fabric hang gliding harness. The Racer came out 2 years ago and has been replicated by a number of manufacturers. We've updated it also. Now with practically all the pockets cleverly located inside the RaccrPUJS, but accessible from the outside, we've created one of the lowest drag fabric harnesses available. And if you'd like to have the same style of harness, but with your parachute on the outside of the harness, we also make the Cross Country. The big news is that neither harness has had a price increase. In fact all harnesses orclcrccl directly from U.S. Aeros will come with a free drag chntc*. So, if you're in the market for a new harness, you owe it to yourself to give us a call. We'll take good care of you and give you the service you expect. (Check out the killer offer below!)

"Februarv, buy a

any style!!

Hey, if you're going to buy a new high performance glider this year why not get a free $699 harness with it? Doesn't that just make sense? So, if you've just goltcn a new harness, or you like yours just fine, call us - we'll give you something! We want your business! *restrictions apply sec our website, call or email us for more info

11 25 Harborview Dr. Kill Devil

email:

(USPS O17-970-20 - ISSN 0895-4J3X)

34 Hang Gliding Returns To Dockweiler Beach by Richard Seymour and Lynn Mclaughlin T he incred ible smry of how Joe Grehlo reopened rhis famous sire.

40 byRegion Nine's (Almost) Yearlong X-C Contest _.]~ - ~~ ~ ~~ Pete lehmrmn Reviewing some gre:.ir flying in USHGA Region TX in 1999.

46 FIFI Goes To The Fly-In by Christy Huddle The Sevenrh Annual McConnellsburg Hang Gliding Festival.

48 An Eastern Pilot Flies West kY George Haskeff

A grand adventure fo r an Eastern intermediate pilot.

Columns

Departments

President's Corner, by David G lover ... 13

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

H awker & Vario, by Harry Martin ..... 27

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

VSHGA Reports, by Gregg Lawless ...45

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

Incident Reports, by Bill Bryden ......... 5I

Racings .................................................28

Aero Club Listing ................ ... ... ..........62

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

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

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

JAN UARY 2000

II fJ -rD

Doqgen, Dave Pounds, Art John 1-\einey, Gerry Charlebois, Leroy Grano\s, Mark Vaugho,. llob Lowe Photographers Harry Martin, lf/µstrator Dennis Pagt!n, Mark Stucky, Rodger Hoyt, Meadows, Jim Palmieri, llill llryden Staf(Write1:9

iI LETTERS

EDTTOR

Phil Bacbman1 Executive D\r(!dor, phbachma1l@ushga.org

Jeff Elgart, Adverlisi118,fiel~;ir1@ushga.org Joanne Peterson, Member Services, rjpeteson@ushga.org Natalie Hinsley, Mm:handise Services, njhinsley@ushga,org John 1:iallor~n, Adrninistrative Director, Jill1allora11@ushg;wrg Cleda Ungles, Member Services, cungl(!,@ushga.org 0<1vid Glover, l'msidenl Mark feriiuson, Vice Prosident 8111 llryden, Secretary Geoff Mumford, Tieasorer

Dear USHGA Members, Talking with members and seeing e-mail over the last few weeks, rbc most prevalent feeling f get is that many individuals feel their opinions do not matter. I want that to change. I have talked with Gil Dodgen, cdi tor of Hang Gliding magazine. We discussed the letters to the editor section of the magazine. The USHGA and Gil welcome a variety of opinions. The best way to get published in the letters section is: l) Keep it short. ff you have something that requires more space, submit it as an article. 2) Think your letter through and make your point easy to understand. 3) Personal attacks and irate diatribes have a lower chance of being published. 4) Send it by e-mail to: GilDodgen@aol.com.

performance with good slow-speed takeoff and circling performance. Extensible tips, inboard spoilers, and flaps have been viable, hut unrealized alternatives. Perhaps Mark is correct that the Ghostbustcr's flaps will revolutionize hang gliding the way the Comet's double surface wing did 20 years ago. l can easily foresee that happening. Flaps and spoilers arc essential, in my opinion, to rnaking a high-performance cruising glider into something I would care to land. Both require carefol design and testing to ensure pitching moment changes don't adversely affect handling qualities as the pilot changes geometry inflight, especially when be's getting low and decides to switch into low-speed mode and starts circling at the same time. But for starters, making the wing easily landablc with no trim point change or pitch stability degradation will suffice. Who knows---in five years, per-· haps every serious hang 4 pilot's bladewing will have flaps and/or spoilers.

USHGA President David Glover Alan Fay Altoona, PJ\ ADAM HUNT KUDOS UP-AND-COMING ERIK return

to other' "\''ll H'"J'!'!l p1-1blic;,li,cms. MANG GLIDING magazine rese,ws contributions where n<ccessary. The As11odali<in ,rnd pulilicaticm rlo 1101 ,,ssL11Y10 msponsibilily for th1, rnaterior opinions of contributors. HANG GLIDING oditNiHI offk:ris: 3144•1 Santa Suite A<i.SC,, R,rncho Santa (949) f\Bll1 7363, fox (949) mJt/·,J'llt, 1. Gi!Do,Jgen®.a,>l.cqrn.

made of

]he USHGA is ii nmmber-con1roJ/ed dedicated to the f'Xplora1ion and of unpowered

;ill focets

and to the educiltion,

training and safety oponto full mrnnbE\rshir:,

Dear Editor, My compliments to /\dam 1-funt for his cartoon in the last issue of f!tmg c;/iding magazine well executed use of composition, graphics, white space, and humor. I shall be standing on the ground on J/l /2000. Harry Martin Thousand Oaks, CA

GHOSTBUSTER COMMENTS

POSTMASTER: SEND CHANGE OF ADDRESS TO:

Dear Editor, Mark Grubbs' review of Exxtacy's new Ghostbuster glider (November 1999) really excited me. For a decade or so, glider designers have used variable billow to combine high-speed gliding

Dear Editor, J found your article covering the Aspen Red Bull comp to be very thorough, but was disappointed to not sec Erik Delf's picture in the layout. Being a new upand--coming competitor (and a pilot from our local site here in Elsinore, California), I had hoped to see his mug in your mag with the rest: of the aerostars. Hope to see Clockboy's "higher-placing" face in more Hang Gliding . I ISSUCS soon. The E-Team Pamily Elsinore, CA

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USHGA encourages participation of qualified pilots in the above com Contact the names associated with each meet for more information

r Mail GLIDING

Dear Edirnr, I totally disagree with the letter com· plaining about the high cost of hang gliders and the opinion that this is a big deterrent to the growth of our sport. Granted, I'm not crazy abour dropping $5,000 or $6,000 for a new flex wing, but here's something 10 remember. 1) No one is getting rich in this sport nobody. Over the last several years seen several manufactures (large small) go belly up (e.g., Airwave). I personally know several people in the industry, and without giving detailed information about their trnde secrets and checking accounrs, I promise that they arc not getting rich off hang gliding. In addition to manufacrurers not making a killing, I'm pretty sure flight park owners be retiring anytime soon. l've visited several of the larger flight parks in the U.S. and none of the owners seem to be counting fortunes in back rooms. Granted, some may earn a pretty good living, but I assure you that none are get· ting rich. 2) Hang gliding is no more expensive than many other equivalent sports. I've got work buddies who arc huge golf fans, and I guarantee they spend more money on membership dues, clothing and equipment rhan l did last year on ;i new harness and high-performance glider. I'm an avid scuba diver as well as a hang glider pilot. After spending $2,000 on all my equipment l still drop $1,000 or more every time l take a five-day dive rrip, and that only allows me to dive twice a yc:ir. Consider skiing. I have friends who easily spend $4,000 per year on two or three ski trips. Use your imagination, and I bet anyone can come up with a list of hob-· bics that in any given year cost far more than hang gliding. .3) Research and development are expensive. Even though I've only been flying since 1993, l'vc seen major improvemems in gliders and accessories. Although technology doesn't advance in

leaps and bounds in hang gliding as ir docs in the computer industry, I've seen the move from kingpost 10 topless, the introduction of LARA reserve climes, and better, stronger materials used in gliders and other equipment. As the technology moves forward, glide ratios, safety, and training will imprnvc. And the only way these technological advances will continue is for commercial manufoc-· turers (Wills Wing, Airborne, Moyes, etc.) to cominuc to make a proflL. ii) I don't know about you, hut just about every commercially oriented flight park I've visited has far better facilities than any club site I've ever seen. l .ookout Mountain Flight Pzirk is a virtual country club compared 10 most places in the U.S. Kitty Hawk Kites, although more tourist oriented, always oilers me an avenue to fly when I'm vacationing without my glider or harness. }'he Wallaby Ranch, Quest Air ,:md Miami ]fang Gliding have all allowed me to pursue my passion with minimal planning on my part. Granted, I've visited some great club sites over rhc years, but all pale in comparison 10 the commercial parks. lf these places didn't make a pro/h, my ability to hang glide while at borne and on vacation would be significantly hampered. The bottom line is that if hang gliding doesn't have a strong commercial component, our sport will die. If Wills Wing, Airborne and Moyes were to sell gliders at cost plus 1()<Jlci we'd never sec any improvement in hang gliding technology. If Wallaby, l.MFP and Kitty l fowk were ro offer acrotows at cost, the planes would soon srop flying. I don't like paying top dollar for anything anymore than the next guy, but I have no problem with hang glider manufacturers or flight parks making a profit. Why should our sport be any diflcrcnl rha11 any other? Mart Mel ,elland Hang JV/Tandcrn ll

by Rodger f!oyt

ave you ever dropped a wing nut into rail grass (or worse yet, deep snow) while setting up your glider? Or perhaps you've had a cord snap just as you tensioned that last barren. If you haven't, you will and invariably cm the best flying day of the year! ThaL's why you should always carry a spare parts kit in your gear bag. It can be as basic or as elaborate as you choose but should at least include nuts, bolts and leech line in all sizes used on your glider, bungee cord, safety rings and vario bat· terics. Someday you'll be glad you did!

ou're in a hurry 10 unload, set up and Ay, so you pull those tic-down straps off your glider like you're yanking the starter rope on a balky Briggs and Stratton. Big mistake. Friction generates heat. Try wrapping that strap once around your arm and pulling with the same vigor. The ensuing blisters should enlighten you as to bow at least one pilot melted holes through bis dacron glider bag. When unstrapping, easy docs it!

This tip Oregon. Have a hot tip? it to "Wing Fips" in care ofl-lang Gliding magazine or e-mail rbhoyt@go.com.

HANC GIIDINC

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you... High Energy Sports offers a variety of safe, comfortable harness styles. Each harness is cut according to your body dimensions. You customize your harness with your choice of colors and options. We have over 30 different harness options available. You only pay for !he options you order.

High Energy Quantum Series Parachutes... The best you can buy! A reserve parachule is one of the most importanl purchases you will make. If properly cared for, your parachule will outlast your glider and your harness. A para-chute can be your last hope for survival in a very bad situation. Make sure you have lhe best ... make sure you have a Qua111c1111 Series Parachute by High Energy Sports.

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BAD MOON SOFTWARE RELEASES FLIGHTLOG 2000 ad Moon Software is pleased ro announce that they have just released version 1.0 ofFlighrLog 2000. FlightLog 2000 is a complete Windows 95/98/NT flight log database system for hang glider and paraglider pilots. Presented in an easy-to-use interface, FlightLog 2000 lees yo u enter all pertinent information on one page. Entry of flight information is fast and easy. FlighrLog 2000 is a fun way co take care of a necessary task. It tracks the glider used for each fli ght, site name, si te location, MSL, vertical , wind direction, wind velocity, type of air, flights, hours, flying days, and pilot comments for each flight. FlighrLog 2000 provides effective, reliable flight log management and cracking while still being easy ro use. USHGA raring requirements can be easily tracked using FlightLog 2000. Instructors see at a glance your achievemem level. There is no need to manually rally up your numbers in all the differem categories, and yo u can quickly view an d prim your flight log. The demo version is free. The full registered version is $10. FlighrLog 2000 runs und er Microsoft Windows 95/98/NT. A color primer is recommended but not required . The demo version of FlightLog 2000 can be downloaded at: http://flighrlog2000.homepage.com.

ALUMNI SEARCH V irry H awk Ki res is looking for any ~ nstruccors who have caught hang gliding with us over our 25-year hiscory. Hundreds of insrruccors have helped build KHK into the world 's largest hang gliding school, and many of chem have gone on co con rribure to the spo rt with ocher schools, manufac turers or organizations. There have been ochers who have applied rheir experiences at KHK co other aspects of their lives. We wam to say "thank you" co all rhose instructors and invite you co join us at our Kitty H awk Kites Insrrucror Alumni Reunion char will be held in conj unction wirh the 28th Annual Hang Gliding Spectacular and Air Games, May 19-22, 2000. If you are one, or know any former Kircy H awk Kites insuuccors, please ger the word our char we want to see you rhis spring! Co nract: Bobbie Servant, bobbie@kircyhawk.com.

THE MICHAEL CHAMPLIN WORLD XC CHALLENGE urpose: Expanding the boundaries of our sport by challenging pilots to go where no orher pilot has gone before. Allowing pilors che oppormnicy to compete against rhe world's best witho ur ever leaving home. Bringing all forms of soaring craft cogether co co mpete m one contest. Scoring: Pilors are scored by how far rhey fly in relation co a panicular sire's distance record. For example, if a site record is 100 miles and a pilor flies 75 , then rhar pilot would sco re 750 poi.nts (((7 5/ 100) 100) * 10). If a pilor breaks a sire record then that pilor would score 1,100 points((( l *lOO) * 10) + 100 pr. bonus)) . Please round scores our to rhe hundredth place. If a site record is broken, all ocher scores for rhat site will be dropped to the relationsh ip of the new record . If a site record is broken more than once rhen the previous record holder would be allowed to keep their bonus points bur would have their overall score drop according co the new relationship, including if it is the same pilor. Site

records broken by nonparticipatin g pilots will be recognized. Pilots will submit their cop 5 sco res from at least rwo different sites. If a pilot only flies one sire then chat pilot will only be allowed to submit four scores. The highest point coral possible is 5,500. A pilot will have co breal( the distance record of five different sites to achieve it. In case it's nor obvious, hang glider pilots are co mpeting against hang gliding records; paraglider pilots are competing against paraglider records, etc. Mulci-wingal pilots can either submit corals from each discip line or incorporate each discipline's score in one tota.l. Flight distances are to be measured in half-mile increments, rounded backwards. Site Rules: The site record has to have been established before the first of the year. Ir musr be at least 50 kms. Triangles and out-and returns are allowed if a sire has established records for each. Doglegs seem too arbitrary to allow in chis contest. Triangles must meet FAI requirements: The shortest leg musr be equal to or greater rhan 28% of the coral. Rigid Wing Rules (Exxcacy and other foot-launched rigids): Ex.isring RW site records musr be at least 50 miles. The following rules apply ro sites chat don't have established RW records or if they fall short of the 50-mil e criterion: 1) Pilots will use existing hang glidi ng or paragliding records, depending on which is the farthest. 2) No bo nus points will be given our umil after rhe existing hang gliding or paragli di ng record is broken once. 3) If there is no existing RW record and rhe longest hang gliding or paragliding record is less than 50 miles (the 50-krn m in imum still applies) RW pilots will base rheir scores on 50 miles, nor rhe hang gliding or paragliding record. Pilors can start earning bonus poinrs if and when rhey break the 50-mile barrier at rhese particular sires. Winning Scores: Pilots must submit their honor system scores by February 1. The winners will be paid on March l. The winning pilor will be asked to describe his or her flights , incl uding dates, wimesses, if any, drivers, ere. A HANG GLIDING

TROUBLE. STAYING U??

pilot may be denied his winnings if credible witnesses come fr1rward to challenge the winner's individu~1l flights and/ or a site record holder not participating in the cnnrest (with bis log book as proof) comes forward to challenge the accuracy of a presumed record. J f there is a challenge, a committee made up of sponsors will decide the final ourcome. For those pilots who think they have a chance of winning, please keep a record of all your flights for the year. In the event of a tie, you will be asked ro submit your sixth highest point total and so on until a clear winner is decided. For more details contact: John Scon (310) fax (310) brertonwoods(0 email. msn.com, www.hanggliding.org.

ilco Publishing's 3D Ode to Unpowered Ultralight Flight is now shipping. Just when you thought you'd seen everything there is to sec in flight sims, \Vilco Publishing contributes a new category to the genre this month. Now from the developer of the popular Tahiti, Grand Canyon and /\irport 2000 add-ons to Microsoft Flight Simulator comes Hangsim, the first PC-based title dedicated exclusively to the art of piloting hang gliders, para gliders, m icroligbts and sailplanes. If you want to feel the wind beneath your wings, this is the sim for you. Built from the ground up to take

foll advantage of rhe prodigious memory capabilities of today's 3D video accelerator cards, Hangsim combines eight configurable gliders, real-world terrain with more derail rh;in any simulator that has gone before, and trueto-liFe flight dyn;irnics thar lifr and toss your craft in precise response to the movement of air produced by the topography below. The tirle's proprietary engine noL only replicates the effccrs of the wind blowing from a given angle or a blast of air passing quickly over uneven ground, but it also dynamically creates the sounds to match. The sound effects change in pitch and volume as wind gusts hit your wings, you're caught in lifr or you hit the dead "shadow" of a ridge. You get real-world 3D mountains, cities, valleys, beaches and gorges depicted in 16-· or 32--bit color and a remarkable three meters/pixel resolution; four different game modes,

including one that allows you to compete against intelligent gliders; and a 360-degree view from the cockpit. You also get a flight record that analyzes your pcrfrmnance on every flight in every mode, a personal logbook that tracks all the particulars of each com-· pctirive fligl11, and 1he ability to design your own terrain as well as your own gliders. Hangsirn has an MSRP of (U.S.). For more information check out rhc Ffangsim Web site at www.hangsim.com. Minimum systern requirements include a Pentium J 66 with Windows 95/98 and I 00MB free hard disk space, plus DirecLX 6.0 or higher, a 3D graphics accelerator and a sound card. Wilco Publishing (the company takes its name from the acronamical abbreviation for "Will Comply") is based in Belgium and can be reached 011 the Web at www.wilcopub.com or via phone at O11 32 331 32 90.

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(12199)

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 representative~. heirs, executors, next of kin, spouses, minor children and assigns, do agree as follows: The following definitions apply to terms used in this Agreement: means launching (and/or assisting another in launching), flying (whether as pilot in command or otherwise) and/or landing (including, but not limited to, crashing) a hang glider or paraglider. nP.1r11;.on:a1 or 2. f:P1"JRlr:in,1IM as a result of the administration of

au..;,11..a;.;,1..,a;;HJ 1',4Rir/E.S" means the following, including their owners, officers, directors, agents, spouses, employees, officials (elected or otherwise), members, independent contractors, sub-contractors, lessors and lessees: a) The United States Hang Gliding Association, a California Non-profit Corporation (USHGA); b) Each of the person(s) sponsoring and/or participating in the administration of Pi/ot:S-proficiency rating(s); c) Each of the hang gliding and/or paragliding organizations which are chapters of the USHGA; d) The United States Of America and each of the city(ies), town(s), county(ies), State(s) and/or other political subdivisions or governmental agencies within whose jurisdictions P//otlaunches, flies and/or lands; Each of the property owners on or over whose property launch, fly and/or land; e) All persons involved, in any manner, in the sports of hang gliding and/or paragliding at the site(s) where Pih,t J1AR'Tll'JJ')ffl::f f) "All persons involved" include, but are not limited to, spectators, hang glider and/or paraglider pilots, assistants, drivers, instructors, observers, and owners of hang gliding and/or paragliding equipment; and All other persons lawfully present at the site( s) during g) DIS.CH,I\RCiE the PAJiTI.ESffom any and all liabilities, claims, demands, or causes of action that I may hereafter have for .'fPi'JR1"S IJV/ll'R/1:.~ however caused, even if caused by the negligence (whether active or passive) of any of the na;;,,.,a;;,,.•..,.i.;.v PA~71JJ;,~S, to the fullest extent allowed by law. I A against any of the loss or damage on account of .rP,'JR7:r IJV}ll'Rll:.::S: If Iviolate this agreement by filing such a suit or making such a claim, I will pay all attorneys' fees and costs of the n,:;,r..,:;111.;,.1;.v P.'AH.TIEI California. I this shall be and in accordance with the matters whatsoever arising under, in connection with or incident to this Agreement be liti111:ated, (aliifor1raia. U.S.A. to the exclusion of the Courts of any other State or Country. E. If any part, article, paragraph, sentence or clause of this Agreement is not enforceable, the affected provision shall be curtailed and limited only to the extent necessary to bring it within the requirements of the law, and the remainder of the Agreement shall continue in full force and effect F. I at least 18 years of age, or, that I am the parent or legal guardian of Pilot and am making this agreement on behalf of myself and If I am the parent or legal guardian of I the for their defense and indemnity from any claim or liability in the event that ftlot suffers .rP,?R1~f. IJVJIJ'Rlt:-S even if caused in whole or in part by the negligence (whether active or passive) of any of the n1t.,..1t.,.,,.,1t..v P,:48.Tlt:S:

I have Adult fllot's Signature

Oate

Sig11at11re ofPilot's Parent or legal Gu,1rdian if Mot under 18years ofage.

Oate

MHR 12-91

President l)avid Glover

'" Keep and get members in our sports. '" Communicate with the membership. Make our magazines the envy of the sport-aviation world. '" our sports seen as a traditional and historic use of federal lands. " 'fravcl with Jayne. <11

]i\NlJ/\RY 2000

" Take paragliding and sailplane lessons. Build a financial reserve for the Association. " Integrate the Web more fully into our operations. " Make it easier for members to renew on time. ® Be healthy (eat better, exercise more). " [ncrease the visibility of our sports. Encourage people to fly in conditions and on gliders that are below their skill level. a major motion picture to feature our sports. Influence famous people to try our sports. " 'Tell my parents more often that they are the best. " Help a pilot from the U.S. become the Women's and Speed Gliding World Champions. " Secure the World's for 2003 (100th anniversary of flight) in the U.S. " Interest a manufacturer in developing a light, easy, high-per-forming, and inexpensive flex wing with control surfaces. " Develop plans with sailplane gliderports to include our towing operanons. '" Spend time with friends. " Fly more. To help, please contact me: David Glover 1696 Creek Road, Wildwood, GA 30757 (706) 657-8485 david@davidglover.com

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

2000: Sandia National,. Late June in Albuquerque, New Mexico. Entry foe Meet Organizer, Michael Gregg; Meet Director, JC Brown. AUG. 13-20: lone Star ChrzmjJionships, Hearne, TX. Tow meet. Meet Organizer, Michael Williams; Meet Director, David Glover. 2000: Pan American Meet, Dinosaur, CO. Meet Organizer/Director, G.W. Meadows. JAN. 23-31: Auckland X-C !lerotow Matamata, New Zealand. Open distance, two trikes available. Contact: Ian Clark, ianclark(i::ilxtra.co.nz, 01 I +G4 +9 009 I. FEB. 5-10: Nelson Championshzj;s, New Zealand. Contact: Noel Tait, 1~iit(thts.co.nz. FEB. 12-20:

New Zealand Hang Gliding Ntuional Chrtmpionships, Wellington. Contact: Grant '[uharn, rarhams@xtra.co.nz, or Phil Southward, ph ii.southward v1)parad ise. net. nz. JAN. 25-FEil. 4: Hogong Cup, 'Tawonga, Victoria, Australia. $5,000 prize money (Aust.), entry $150 (Aust.). lnc:ludes topless, kingpost and flonter classes. Contact: Phil LahiH: mountaincrcek<rhnetc:.net.au, phone O I I fox Ol 1-3S7-544-8GO; John Adams, phone 01 I j cadams<ih tel stra.easy1nail. com .au. JAN. 31-FEB. 5: Millennium Cup Mexico 2000 (hang gliding). $20,000 (U.S.) prize money, sponsored by Beer Sol. El Penon dd Diablo, 1 5 km somh of Valle de Bravo. Entry $200 (U.S.) before January 21, $250 after. Contact: Eneva, fax 011-52-726-232-79, cnevav1\ofr.. home.net; Alas Del Hombre, phone O11fax 011-52-5-575-8595, alas@alas.com.mx.

MARCH l -NOV 15: Region 9 (Almost) Yettrlong X-C Contest. Multiple Classes, including Rigid and Paraglicler (mini·· mum five entries per class). Submit your single longest flight of the year starting in Region 9 (plus exceptions) on any day of the week. Contact: Pete I .chmann, 5811 Elgin Street, Pittsburgh, PA 1520G 2) GGl-3474, lplehman11@aol.com. Forms and rules available at Iittp:/ /www. mhga.corn/\Xlaivers/waivers.html. MARCH 18-MAY 29: Region 9 Spring Regionals. Multiple Classes, including Rigid and Paraglider (minimum five entries per class). Scoring by total of one's three best weekend X-C flights starting in Region 9 (plus exceptions) during that period. Contact: Pete Lehmann, 581 I Elgin Street, Pittsburgh, PA 15206 (412) GGl-3474, lplchrnann(thaol.com. Forms and rules available at http://www.rnhga.com/W1ivers/waivers.hrrnl.

APRIL 16-22: W11tlc1hy Open CrossCountry Hang Gliding Competition. 4 50poin t aerotow meet at Wallaby Ranch, Florida. Meet Director: J.C. Brown. $5,000 cash prize, welcome barbecue and grand ;iwards ceremony. Hotels within two miles will be offering a dis·· counted r;Hc for pilots, family and crew. Great food on site all week! Corne early and fly with World Team Academy's Mike Barber, Cibbo, Ryan Clover, Paris Williams and Tiki Mashy. Contact: (8G3) 424-0070 or fly@wallaby.com.

APRIL 24-29: Third Annual Atlantic CotlSt Championships. First Class A sa1K tioncd aerotow meet in the U.S., in central Florida. 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 con test. Close to all Disney attractions, easy access to international airports. Lots of hotels and food close by. Sign up early ro guarantee a spot. h)r cnrry information con tact: www.justfly.com, 480<1552.

MAY 27-29: Midwest Championships, to be held at Twin Oaks Airport and supported by Raven Sky Sports. Great X-C challenge for Intermediate to Advanced pilots. Contact: Rik Bonwmecsrer (2G2) G8 l-5433, topless@execpc.com.

FEB. 12-13, MARCH 1819: Mexico 2000, annual winter flying

JAN.

trips, Cotes Cliffs, Baja, CA, 80 miles sou th of Ensenada. l 0-mile long, 250·foot cliff located on a deserted Mexican beacl1. 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 Hilberath, (949) 455-0032, cteamer@usa.net, or eteam@inyourface.com. MAY ] 9 .. 22: 28th Annual !-fang Gliding 5pectacu!m· and Air C:ttmes in Jockey's Ridge State Park, Nags Head, NC and Currimck County Airport, Currituck, NC. T'he oldest conrinuous hang gliding competition in the world and Airsports Expo will include skydiving, paragliding, ultralights and more. Dune competitions begin on the 19th. Demonstrations, acrotow competition, street dance and awards ccrernony. Annual inductions into the Rogallo I-fall of Fame will close the ceremony on Sunday evening. All US HCA-rated hang glider pilots are welcome to compere. Contact: Ki tty Hawk Kites, Inc. (800)

MAY 19-·22: Kitty Hawle Kites Instructor Alumni Neunion, held in conjunction with the 28th Annual Ifang Gliding Spectacular. ff you are one, or know any fonncr KIIK instructors, please get the word out that we want to sec you this spring! Contact: Bobbie Servant, bob·bic<thkiuyhawk.corn.

Hi\NC CLIDINC

r 2000:

visa, we're heading for Valadares. Contact: John "Ole" Olson, (360) 403· 3 I 99, skytours<a'juno.com.

(425) 227 2880, www.faa.gov/ fsdo/ seafsdo/, Scott .C ~ardi ner<rJJhq. faa.gov. MARCH 10: The Northwest's Annual

UNTIL MARCH: !1rmggliding 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 l font, 48 J l Red River Sr., Austin, TX 78751, phone/fax (5 l 2) mobile (512) 656-5052, www.flytcxas.com.

FEB. I-MARCH 30: Brazil X·C 'fours, four two··weck trips. Ultra-consistent winter conditions. Sixth tour led by Bob Morken, 20--ycar HC pilot, five-year PG pilot. Tt)Ur begins in Rio, then moves to world-renowned Covernador Valadares which offers great X.-C:, om-and-return and triangle flying with 5,000' ACL (7,000' MSL) cloudbase. 'l<rnr includes two weeks of hotel accommodations, travel to Yaladarcs, breakfast and a ride 10 launch, X-C: retrieval, tom guide, transbtor. Price: [-Jc; $1,400, PG $1,200. Contact: Bob Morken, 'four C:oordi nator, rmorkcn<rill10tmai I.com, (530) 320-6675; James Rice, Tcrnr Promoter, P.O. Box 3843, Incline Village, NV 89450 (775) 833-2118, 720-3539 (cell); Marilyn Hutt, 'l1·avcl Agent, 1--800,235- l mari lyn n(1hnavel. fair.corn.

in 11razil 2000. Wonderful warm weather, flying in an exotic setting. Be part of the Adventure Sports trip to Covenador Valadarez, Brazil. Experienced instructors and guides. 'fake side-trips to Carnival or any of rhe beautifol beaches. I 2 days, $1,200 for paragliders, $1,400 for hang gliders. [ncludes room wirh breakfast and lunch, ride to launch, retrieval and guided tour. Contact: (775) 883-7070, www.pyra1nid.ner/advspts.

FEB. 1: Sajitri Shy Tours hang gliding tour in Brazil. Can you say hang glide in Portuguese? Can you say cervesa? C:an you say muchacha? Don't despair, grab your passports and get your Brazilian

FEB. 26-27: 17th Annual Northwest !lviation Httde Show, 'facorna, WA, Puyallup Fair Grounds. J<rce admission. C:omact: Crant Smith, (425) 271-7461, emailaoa<rDjuno.corn, or Scott Gardner,

Reserve 01ute Deployment and Repacking Seminar, with Rob Kells of Wills Wing. $30 if pre-registered by .0/1, $40 after or at the door. Deployment practice begins at about 5:00 PM and continues until everyone has deployed and all chutes arc repacked. Simulators for both hang and para pilots. New pilots: The clinic is free if you don't yet have a parachmc to repack. Just bought a new reserve? Check the 9/98 issue of Hang Gliding magazine to sec why you need to bring it to this seminar! Location: St. George School, 51 17 13th Ave. S., Scanlc, WA. Contact C.J. and Ccorge Sturtevant for more information or to pre-register: 888) 3856, georgcsCrhnwlink.com. MARCH-NOV.: Celebrating life, The Safety with Michael Robertson will be offering !P's, seminars and inspirational talks. Contact: High Perspective, (905) 291-2536, flyhigh<rilinforamp.com. MARCH 16-19: USHG/1 Board of' Directors meeting, Albuquerque, NM. (719) 632-8300, ushga@Dushga.org.

Dedicated to Francis Ro,ac:i1llo Over 500 pages Articles, Photc,ar'aphs, Editors: Jim

]i\NU/\RY 2000

The purpose ofthis article is twofold. The first purpose (actually, the second, but it sounds better ifI don,t rtsle existence since 1992 that is dedicated to preserving 1cn you think about it,

hang gliding is still a young sport, but before you know it we'll all be even older than we are now, wondering why no one kept all that old sruff from rhc good ol' days. The Rogallo foundation was set up just for this purpose. The mission of the Foundation is: to preserve the priceless records, artifacts and research involved in the creation of the flexible wing; to interpret the Rogallos' incredible story; and to protect the legacy of free flight. Francis and Gertrude Rogallo have saved and stored a large number of items that were used in various experimem;il sr;iges of the development of the flexible

wing concept. Following the invemion and patenting of the wing, the Federal government expressed interest in the concept. Rogallo was involved in a number of government projects in which the flexible wing served as rhe basis for experiments in powered ;md unpowered aircrafr, landing cargo and vehicles, and returning spacecraft to earth. The wealth of artifacts accumulated over these years of personal and governmenral experiments could, if cataloged and readily available for study, serve historians, experimenters, engineers and enthusiasts. The Rogallo flexible wing has made an enormous contribution to low-speed flight. What further breakthroughs await us in this realm of flight which might

result from the evaluation and study of these artifacts? 'Jbe Rogallo foundation, through its membership and gifi: programs, can help you express your interest in preserving, protecting, cataloging and researching these priceless anifacts. The Board of Directors of the Rogallo Foundation has approved a long-range plan to lmild a Rogallo Museum, located on North Carolina's Outer Banks ne;ir the Wright Brothers Memorial, This Museum will fo'.ature the highest-caliber design and exhibits, reflecting the significam contributions of the Rogallos to aviation, their invenl"ions and their incredible story. The Museum will be dedicated to the development, enthusiasm, adventures and excitement of the worldwide sports of hang

I lANC GJ.IDINC

March 20, 1951

G S. ROGAi .LO

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'iiai~ Qtf(!, o!!Jlld,(!; ani~iuaZrulJ/IJJJ,U'b o!IJ i!JxtJjp1Mlbcle: wiu11c,

WIN

article compiled by G. W Meadows photos copyright @ 2000 hy the Rogallo Foundation

jrJr money first) is to make you, the hang gliding public, aware that there is a }'oundation which has been in the history ofour sportfr1r many generations to come. gliding, paragliding, flexible wing ultra·· lighting, parachuting and kiting. To ensure that the Museum will meet cenift .. able standards and comply with the Museum Code of Etl1ics, the Rogallo Foundation has joined the American Association of Museums, an affiliate of the International Association of' Museums. It is estimated that land acquisition, structure design and construction may cost approximately $5,000,000. The fonding for this ambitious project will be raised through individual and corporate donations. This is where you, the average hang glider pilot, come in. Yep, I'm about to ask you for money. Bm there's more to the Rogallo Foun .. jANlJ/\RY 2000

elation than just a planned museum. Peo·· pie from around the globe have made important and lasting contributions to the development of sports thar the Rogal .. lo wing has influenced. While the latest improvements may be popularized in the media, each development was ofrcn based on a contribution made by earlier enthusiasts. As we move further away from the early years, rhc value of individual comributi011s can recede in our memories. The Rogallo hrnndation's Hall of 1:amc oflcrs the opportunity to perma .. nemly recognize: those who have improved rhese sports. This program also recognizes currem .. day advances. The Ila!] of Fame will be housed in the Rogallo Museum. Already, a few hang

gliding pioneers, including Bill Bennett, Bill Moyes and David Kilbourne, have been inducted into the Rogallo Hall of Fame during the annual fly-in which rakes place in May on the Outer Banks of North Carolina, where the Rogallos live. In addition to supporting the Hall of Fame, your contribution will help the Rogallo Foundation become a national leader in educating America's children, the pilots of tomorrow, exciting rhern :ibout the great history of flight and science and inspiring them to lead us 10 new heigh rs. But wait! There's more! In addition ro these projects, work has begun on a book about the Rogallos. This book will describe how rhcy invented the flexible

wing and discuss the rnulritude of aerial recreational act:ivities it: has led to. Who knows, the publishing of this book may lead to an eventual movie, and we all know how badly our sport needs that kind of positive publicity. So, now we come w the orl1cr reason I've compiled this arricle, and that is to ask for your help. With so many charities asking for money, the last thing you need is another one. The difference here is that this charity is all about what you are all about hang gliding. We all wam to give somerh ing back to the sport of hang gliding, to help make a difference, and now, through the Rogallo Foundation, there is a way. All donations are tax deductible and will go a long way toward 18

realizing the goals of the Foundation. In addition to simply writing a check to the Foundation, there arc Ave other ways you can make a lasting impression on our sport. GIFTS T!IROUCH WILIS

You can leave a lasting free-flight legacy by remembering the Rogallo Foundation through a bequest or other estate gifr. By making a bequest or estate gift you will help ensure the Rogallo Foundation's future for generations to come.

and receive a tax deduction fr)]· the market value of the securities. GIFTS PROVIDING LIFETIME INCOME

Your gift of cash, marketable sccmi tics, or other assets will not only help rhc Rogallo Foundation, but can also benefit the donor by providing tax benefits and additional income for life. For more information abour all the gift-giving programs and how your gift can help you and the Foundation, call 261-1040, and ask for Sandra Allen, the Rogallo Foundation's Planned Giving Advisor.

GIFTS Or STOCKS OR BONDS

You can support 1he Rogallo Foundation by transferring securities from your investment portfcilio 10 the Foundation,

MATClllNC GIFTS

If your employer offers a matching gift program, you can easily double your conHANC GI.IDlNC

A Looi< cit Lhc Spon of H;,mq ClicJinq rr1c Wrnq c111cJ Wriy It Works l/1qi11 Sl<rl/s lo lr1c 13cc1inncr /_cvcl r11qr11 S1<1/h 10 1/K' Novice I eve/ r1y1nq ConcJiLIOIIS 1-1,mq CilicJrnq lquiprricnt More alKJU1 tJ1c l'nncrplcs of llrqr1l F'rcp,rnnq ror I liqr1 Allilucjc r 11qr11 (Jcllinq S1ar1CcJ 1n I&1cJerr1 cincJ low ' - '""' ,.,, " Tri nc1\ [very /li/m Sr1oulcJ l<mw Ci/CJ\\&y of I l,1ricJ fcnns RONUYIPS '11, trlc l'ro Fire;'

Plus

USHG/\, PO Box 1330, Colorado Springs, CO 80901 1-800-616-6888 fax (719) 632-64 l 7 www.ushga.org

~r111Zlvll/Jfrts a liax/./Ji i"trllil!l/l/lJ,lf/fj.atij S'l1iH,/i/l fi.1Jit11S r1n 'i!Jlt, ~1if/J!,1?J 'i/lJJitill?,s.

1Tib11tion to the Rogallo Foundation at no extTa cost to you. Ask your company's personnel office if they have a Matching Cifr Program, then contact the Foundation's Planned Giving Advisor, Sandra Allen, at 2G I I Olio.

Membership in the Rogallo Foundation brings a special feeling of satisfaction that comes from knowing that your member-· ship will preserve this legacy of frecfligh r. Your membership will continue to enrich your life and the lives of tens of thousands of people who will visit the Rogallo Museum and benefit from Rogallo Foundation programs. 20

We've set up six difh:rem levels of membership that fo most pilots' flnancial situations. Memberships ranging from to $2,000 are available and, of course, we'll accept any nmount you're willing to give. A domtion of $100 or more will qualify the donor to receive a special Rogallo CD for your computer that has a tremendous collection of high-quality photographs and documents which chronicle the history of the invcn· tion of the flexible wing. This CD would be considered priceless by many hang glider pilots. Okay, so how do you join? It's sirnplc. You can go to the Rogallo Foundation's

Web site at www.Rog;illo.org and sign up onli ne. You can even give us your credit card on line, or you can download a membership fcinn from rhc sire and send in a check if you prdcr. [fall else foils, call Bobby at 441-412/i or C.W. at li80-3552 and we'll make sure we get your money (uh, I mean, get you signed up) somehow. How about rnaking your contribmion to a Foundation that is dedicated to honoring the "Father of Hang Gliding" and his accomplishments The Rognllo Foundation. Generations 10 come will be affected by your donation. II

IlANC CLIDINC

Carry in your pocket. Instant accurate readings. Measure wind or air speed to 95 MPH. • Wind speed, max and average modes. Knots, MPH, KF'H, FPM, M/S and Beaufort scales. Rugged construction, protective slip case. Large clear digital display. Waterproof, floats. User-replaceable impeller & battery. 1-year warranty.

I No Annual Fee Low Fixed Introductorv Annnal Percentage Ralc (Al'Ri on cash advance checks and balance transfers $I million Common Carrier Travd Accident lnsnrance with the Plali1111m /'/us Card''' Credit line increase decisions in 30 minutes or less 21-JJour Cuslomcr satisfaclion

1998 Women's

r just soar the local dunes wilh a couple of mates,

there's a Moyes glider for every occasion.

Become part of the Moyes family-·

1'/e11se MeJ1!ioJ1 l'riori/1' CodeJllVO \VbeJ1 C11//iJ1g

Choose between lhe Uniled Slates Ilang Gliding Association P/11/ilmm Plus"' Visa ' or the Preferred Visa Each time you make a purchase with your l'SIJGA Visa, you arc helping to

support lJSIIG1Vs cfforls in preserving our flving sites You 111:\j' (Otll,l( ( llll' I\\\WI' ,ilHl ,1dn111u,1r,ll(lr or I li1,

""'''I"'''' 'I"'""' ,nlo<m,n,no "'"'"' 1lw IJ\I\ hy r,dl111? l 800~'5,'.). i(16(lor <

All()l)JJH (HllO

Ply a Moyes

he timing couldn't be better, for now nearly ;ill the manufacturers ;ire on their second production versions and they all offer improvements. We intend to review them in turn, bm now we present the new, improved Fusion SP from Wills Wing. The Fusion has been winging around for a couple of years now and has earned a reputation as being a friendly, well-behaved craft. Its strength was its comfortable behavior in thermals. This is what most recreational pilots want. Bnt imagine you arc a competition pilot with the skills to be the best. You want the besr ride as well, no?

'fhe SP has a beefy keel for towing-vehicle strength and a clrcadnought--sized, round carbon crossbar. All tubing that is not carbon (including batten fronts) is 7075. It has a rocker arm hang point and a cam VG system. A convenient keyhole tang attaches the fronr cable and the crossbar haulback. The Lurer is fairly easy to attach and docs not require an extra hookup in the sail as a safety. The glider bas a solid cable-supported sprog on each side and plug-in tip struts

But the best part of the nose cone change is that someone with my gangly frame can put it on (or in) without pulling down the nose. This is a great relief when setting up with the tail into the wind. I just start the nose cone in its proper place, shove it in, Velcro the hottom and smooth it out. Next comes the airfoil. Wills Wing is calling the airfoil that comes with the h1sion SP the Type lII. This airfoil is new and it is a bit flatter than the previous one. Steve Pearson flew this airfoil to a win in the Morningside Glide Ratio contest. This airfoil appears to provide as good a sink rate as the previous thicker one and allows bet-

1'he first blush and allure ofthe topless gliders is over. That doesn't mean their attraction has faded like thtit ~fa honeymoon bride. On the contrary, more and more pilots are getting into topless gliders since they have proven their reliability and advantttge. 'T'hat's how the WW pilots felt and they gave the company their wish list of 11 items to change or improve. The company acted in good faith and went diligently to work. What they produced was the Fusion SP My varied comparative flying of the machine allows me to report that not only have they improved performance on all counts, but they have also maintained the cruiser-friendly nature of the design. Tc) provide a frame of reference I'll mention that l acquired a hit over l O hours on the glider. This flying consisted of 11 flights in everything from high-speed cloud dives in Borneo to ridge runs ;md thermal X-C flights in both mild and rhurnping conditions here in Penn's woods.

GENERAL DESCRIPTION The Fusion is a solidly-built, squarcd-offti p flex wing. It has 150 square feet ( l 3. 94 2 111 ) of area with the now-familiar Wills Wing asymmetric lowcr-·surfacc insignia (diflc::rcnt colors can be chosen on either side of the insignia). The glider is of mcdi-um weight as far as topless gliders go.

for pitchovcr defonsc. It also sports the standard Wills Wing tip fairings. And, of course, there is no upper structure ro drag and destroy the aesthetics. Most of the fittings and appointrncnts will he familiar to Wills Wing pilots: faired trip-strip uprights, mild belly bar, cables all around, bright-dip aluminum fittings, black plastic plugs and gray cordura covers. It's all clean and well tl1ought--om, as usual. But the exciting stuff is in the changes. I lcrc arc the highlights.

SP HIGHLIGHTS First up is the first thing that meets the air the nose cone. Wills Wing has added a new nose tweak with a simple idea that works. 'fhe nose cone top slides inside the leading edge overlay above the Mylar inserts. The result is a very clean application. The flow-bothering ledge at the top rear of the nose cone has been greatly reduced. This can't help bur add a minute increment of glide. Remember, all rlic minute increments add up to points, eventually.

Pagen

tcr top-end performance. (Aerodynamic note: In general, more cambered airfoils ;ire better at the slow end while flatter airfoils produce less drag at low angles of attack and usually better pitch characteristics.) An added bonus may be that the raw wing has a better pitching moment with the new airfc)i!, so stock sprog settings can be lower (my conjccwre). This effect would also add to high--spccd performance. Now we come to my favorite change. Tt seems that I have been begging for lowersurface battens that arc easy to apply in every other glider review. Wills Wing has heeded the call and has changed from one of the worst systems (a two--hand Velcro affair) to the best. You simply insert the batten and forget it. Encl of story. The front of the batten pocket is sewn to narrow down and hold the barren securely with friction. If the rest of the manufacturers would follow suit my mission in life would be accomplished. One of the nicest changes is the sprog-systcm setup. Sprogs arc the mid-span arms that serve to hold up the rear of the sail at 1-fAJ\:C GLIDING

pboto by Steve Rathbun

JANUARY 2000

The Fusion SP being pitch tested on Wills Wings computerized test vehicle. low or negative angles of attack and thus provide a dose of pitch stabili ty. They must be maintained rigidly ar a minimum setting for safety. Wills Wing designer Steve Pearson has come up with a strong cable system char holds rhe sprog with a solid stop. The result is a reduction in the necessary setting height since a lor of flex is taken our of rhe system. To add ro this effect, an additional strap at the crossbar junction helps hold the leading edge more torsionally rigid. Two more items make the Wills Wing sprog nearly perfect. First is rhe easy adjustment accomplished by detaching the cable and twisting rhe sprog on the screw fitting. Second is the setup. All yo u do is zip the lower surface sprog opening closed and rhe sprog is automatically captured in irs proper place by webbing. No more fumbling blind fo r Velcros, loops, clips, clasps or cables. It would satisfy me if ocher manufacmrers would soon follow suit. T he final stock change isn't obvious, bur iris most important. The glider has a new luff curve. Thar's rhe shape given to the sail ar the leading edge. The design of a sail's luff is a black arr, since rhe shape of the sail alters the bow of rhe leading edge which in mrn alters rhe shape the sail should be, ad infinimm. So what does rhe new curve afford? Ostensibly better performance, since it has cleaned up the upper surface. I had a chance to observe the upper surface of the glider I have been resting while New Jersey pilot Bill Waters wrung ir om. I noticed that the surface was much cleaner rhan char of the previous Fusion model and

very similar to the world's better gliders. Here's a little story: In 1989 Wills Wing brought our rhe HP AT. The seco nd version of char glider had a new luff curve cur and it rendered rhe glider untouchable in thermal climb rare at rhe rime. I know, I had one and was never disappointed in climb. T he AT's of that configuration still shine at the local hills, as old as rhey are. Can it be char rhe SP will show equal promise?

SP OPTIONS W ills W ing has made rhe bold an nouncemem that any pilot ca n ger the Fusion SP in rhe same configuration as their top comp pilots are fl ying. This heady group includes Jim Lee, Chris Arai, Kari Castle, Richard Walbec, Frarn;:oise Mocellin, Sandy Dimnar and Chris Muller, among others. T hey have all been national cham pions. The options char allow yo u to fl y like rhe aces include spring battens, leading edge inserts, special Mylar or Hydraner sail, carbon uprights, thinner cables and an airfo il-shaped carbon base mbe. Lee's review each in mrn. A very nice option that will please the cleanliness-is-next-to-godliness crowd is the new spring-loaded batten ends. Wills Wing has done away with rhe strings on all bur rhe omboard barrens. (I believe they made the right choice to keep the las t two strings, since these battens are most critical ro performance and need to be righter rhan most springs allow.) The setup on these battens may be changed, so I won't describe them

other than to say char with the simple trick of folding the trailing edge seam up a bir as yo u insert rhe batten end in the sail receptacle, yo u won't miss. The use of rhe spring system can speed up yo ur setup and sure looks like ir quiets down rhe passing airflow. The pri ce of chis option is $100. T he leading edge insens are shaped carbon places char slide in over the Mylar inse rts. They run om to the crossbar junction and stop ar the leading edge rube (they don't wrap und er). Wirh such a configuration they don't hurt handling bur defi nitely promote performance by preveming indentation between rhe battens that occurs on all gliders at low angles of attack. This indentation robs performance and also reduces pitch stability. I have spoken to Bethina Schmitz (Brazilian) who helped develop this system for La Mouette. H e feels it definitely helps ar higher speeds. The Hydraner sailcloth is a D acro n weave wi th a criss-cross Spectra line in it to reduce stretch. Wills Wing claims it reduces the weight of the glider by .7 lbs. (.3 kg) compared to the standard 240 HTP clorh. (High-performance sails typically weigh up to 20 lbs.) The Hydranet sail offers slighd y lighter handling, performs as well as the srock sai l and should last just as long or longer. Typical high-performance Mylar sails rend to break down about three rimes fas ter than convemional Dacron sails. The Hydraner material is a $50 option. If yo u want Mylar for competition, the option price is $200. The carbon uprights are .77 x 3.0 inches (1.96 x 7.6 cm) in cross-section, thin enough to pan rhe air effici ently without preseming a barn door to rh e flow when the glider yaws. The thinner cables are 3/32" (2.3 mm) sides and 5/64" (1 .98 mm) from to rear. They all come in combination with rhe faired-in ca rbon belly basetube. This mbe has a cable inside for secure strength and is fir1ished wirh a slick epoxy. The most beautiful aspect of this whole carbonized, low-drag arrangemem is the corner co ntrol bar fittings. They are sculpted cleanly like a futuristic space-age, warpspeed phasor device and probably have already sold some pilots on th e glider. They look exceptional and render the basembe/uprighr junction d1e cleanest in rhe business. T he prototypes I fondled at the World Meer required a bolt to be inserted, bm soo n Wills Wing will have a quick-detach system . The beautiful control bar se mp does H ANG GLIDING

not come cheaply. In fact, Wills Wing envisions that a pilot will want to keep the entire assembly-faired baserube cum airfoil upright cum cables for future gliders, so if yo u get this option you also ger the aluminwn stock system. It will set yo u back $1,000 but you can use ir over and over for each new Wills Wing yo u acquire.

SP ERGONOMICS The way the SP rigs, hauls around and presenrs the VG (variable geometry system) concerns us here. I won't bore you with a setup walktfuough, but I'll poinr out some highlights. There is an optional cenrer-folding basetube which can speed yo ur first setup step. The spring barrens, quick sprogs, keyhole haulback, and one-step, lower-surface barrens all add to the ease of setup as already mentioned. Everything else is conventional except the tip fai rings which are not used on curved-tip gliders and the rocker arm that must be placed on its pedestal rather than swiveled. H ere's story number two : On the top of Mc. Kinabalu (over 12,000 feet MSL) in Borneo, Manfred Ruhmer challenged me to a serup duel. I was new to the Fusion SP and he had his familiar yellow and red Laminar. I bear him, but he claimed he wasn't really hurrying in rhe hypoxia-inducing conditions. I'll still claim the victory since ir's as close as I'll ever get co besting the world champion. There is nothing I can suggest to improve rhe setup except perhaps a breakdown kickstand keel. Since I have used several gliders with this feature, I've come to realize rhat it helps insert those long rootarea barrens and saves the back. Such a feature should also help reduce rhe size of the large rear keel. While we're on criticism I'll menrion the only items I can find. The tabs on the spri ng barrens could be more streamlined (less drag). Perhaps by the time you read rhis they wi ll be redesigned. One of my per peeves is bul ky bags. Ir is very difficult to fir the Fusion's cover, ties and bags in your harness. This fact necessitates the use of a cross-country cover, so the added protection of rhe thick Wills Wing bag is negated. Finally, I must praise the VG system. Ir is a cam system placed at the crossbar/ leading edge junction and ir works nicely. Ir allows more effective change than on rhe original Fusio n and is smrdier with the previously menrioned srruc. One good pull on the VG rope sends you from full off to full JANUARY 2000

on. What I don't like abour the system is the placement of the control bar clear. This cleat is very functional and elegant, bur ir resides at the corner bracket rather than on the basembe as with other gliders. As a result you have to move your hand quire a bit more, and often have to look for ir, which is not ideal in traffic. I like my VG rope right by my right hand so ir can be used with alacriry and abandon in those feis ry, thick gaggles. Other aspects of the Fusion SP are ideal. Ir balances nicely on your shoulders when you rake it for a walk. Ir folds up rather nicely with rip bags and conventional ties. The latter poinr is mentioned because previous W ills gliders required five ties rather than the conventional three, since the wings didn't fold together readily. Finally, we'll mention the ample zippers and access ports which help you preflight, inspect and short-pack the glider.

SP FLYING PERFORMANCE Okay, here's what you have been waiting for. We have yer to write the definitive article on glider performance, and with all the

new gliders coming on the marker we'll have to hold off a bit longer. However, what we can do is report on the SP's performance relati ve to irs predecessor and relate it to ocher gliders in general. Here goes. JiANDLJNG

The Fusion SP seems to initiate a rum more easily than the earlier Fusion. The factory believes the reason for this is rhat the more solid sprogs can be set lower so rhey interfere less with the sail when a roll is initiated. Ir is nor lhe lightest handling I have experienced on a topless glider, but gliders wirh lighler handling tend to wing walk more. T he Fusion SP can be made co wing walk only if yo u are not used to topless gliders. The best thing abo ut the SP's handling is its coordination and predictable feel in a thermal . I found char I could circle in a chermal right off launch much closer than I would with most other gliders. No surprises. This feature in a glider inspires confidence and frees yo u up to eke out maximum performance, especially on dicey

days. Despite its exceptional feel, the SP is still mortal. Ir will occasionally stick a tip and ignore your input, at least until you learn a trick. The SP responds very nicely to a punch turn . The glider isn't obeying your input? Simply push forward abruptly and see how it whips around. Pull back in quickly and you can coordinate your newly acquired turn. I found that chis feature came in handy when flying in light turbulence or working weak lift at very low speeds. S TALLS

I tried various stalls with the SP and found all of them to be gende. I could nor spin the glider with semi-abnormal behavior. Stall characteristics of a hang glider somewhat affect landing characteristics. LANDING

Our of 11 landings I whacked one - a slightly downhill landing at 6,000 feet MSL (1,800 m). I landed often in zero wind and parachuted it down from three feet (1 m) too high once. I had no problems and found the glider to land quite easily. With rhe VG off it responds readily to correction on final . I especially liked rhe predictable trajectory it follows during serious diving turns to final . I landed with the VG on several rimes and with a drogue 'chute twice. In all cases it was a no-brainer (in other words, I didn't brain myself) . FAST FLYING

You can stuff the SP's bar to your knees and not worry about excess wallow or pitch p ressure excursions. I suspect char with the bar at your sternum some pilots could overcontrol a bit, but as mentioned previously, the SP has less wing-walking tendency than several ocher topless gliders. I suspect it will be easy to tow like its predecessor. The bar pressure on my glider was quite high at full-race speed. Ir reminded me of gliders with kingposts and reflex bridles. This effect will be enheartening to some pilots who worry about pitch stability (even though pitch pressures do not always relate direcdy to pitch stability). Note rhar I flew the glider in stock configuration, which means that the sprogs, tip struts and shims were factory spec. As we all know by now, pitch pressure can be lessened by lowering sprogs. The main point to malce in this discussion is that the SP has improved higherspeed performance over the original Fusion. 26

FUSION SP SPECIFICATIONS Model . .......... . . . .. .. .. . . . . . Fusion SP 150 Area ................. . ...... . . 150 sq . fr. Span . ....... . . . . . .... .. .. . . .. . 34.1 fr. Aspect Ratio . . . . . . . . . . . . . . . . . . . . . 7. 7 Glider Weight . .. . . .............. 76 lbs. Pilot Weight . ..... . . . ... . . .. ..... 150-270 lbs. (hook- in weight range) Pilot Weight . . .. . . ... . . . . ... . .... 180-225 lbs. (optimum pilot body weight) Nose Angle . ... . . . .......... . . ... 128-132 degrees Double Surface ... . .. .. .. ..... . .. 88% Pilot Skiff ......... . ..... . ... .. . USHGA Advanced Vne (speed never to exceed) . . . . ...... 53 mph Vti (maneuvering speed) .. . .... ..... 46 mph Vs (stall speed at maximum Loading) . . . < 25 mph Vd (max speed at minimum loading) .. > 45 mph Base Suggested Retail Price . .. . . . ... . $5, 175

FEATURES • Composite Carbon Fiber Crossbar • 7075 D rawn Seamless Leading Edge and Keel Tubing • 7075 Battens • Fully Internal Composite Stabili ty Systems • Proprietary Computer Op timized Airfo il D ownrubes • Speedbar

• Lay Flat and Flat Setup Hardware • Cam VG System for Extended Range, Light Acti vation, No Anhed ral Ch ange • Internal Fabric Ribs and BottomSurface Battens Control Sail Shape • Comprehensive Owner/Service Manual and Tuning G uide • Made in USA

OPTIONS

ACCESSORIES

C ustom Colors ...... . . .. .. . $300 Hyd ranet Trailing Edge or Leading Edge . . .. .. . ...... $5 0 Aramid Leading Edge ...... . . . $3 0 Folding Speedbar . . .. ... . . . .. $85 Mylar Top Surface Sail . .. . . . . $200 Spring Battens . .. ........... $ 100

Full Carbon Control Bar for Fusion 150 (includes all hardware and wires) ..... . .. . ...... .. $ 1,000 W in glers. . . . . . . . . . . . . . . . . . . . $3 10 Carbon Insert LE Support ... .. . . . . . . . . ... $75 (each)

This has been borne out in factory tests and in competition. I have personally compared ir to ocher topless gliders in controlled rests and the SP compared favorably. Naturally, wing loading is a factor in all speed comparisons. The original Fusion wasn't known for its speed, bur I chink the SP will improve on that perception.

especially noticeable in rhe light stuff. I'd be happy to show up in any comp or aerial romp with a Fusion SP strapped on my back. There's just one question to answer. What does SP stand for? I've been asked that many times, and the factory only says it could denote Steve Pearson (the designer), Super Performance or Special Production. You can ta.lee your pick. I think I'll settle fo r Sensational Phlying.

SLOW F LYING

Probably the strength of the SP will continue to be climbing. Its pleasant and predictable handling, coupled with its natural tendency to sink slowly in a turn, will keep it at or near the crown of the gaggle. For recreation and competition pilots alike, getting on top is the purpose of the exercise. I compared my climb rate witl1 several local thermal wizards and found that I could ourclimb or stay witl1 them . This was

For inquiries, prices or the location of a local dealer contact Wills Wing at: Wills Wing 500 West Blueridge Ave. Orange, CA 92865 Tel: (7 14) 998-6359 Fax: (714) 998-0647 Web site: www.willswing.com • HANG GLTDfNG

FRo~ n\15 At.,.T/TtJl)£ wE CAN St£ ANY oN THIS Sl'b of

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IN 1TH A ti RA<r Rf.DUCING SLIME RE.LEASE.J> FRoM l3V1Lf IN

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4TH DIAMOND SAFE PILOT AWARDS MICHAEL ROBERTSON

BEGINNER RATINGS Region I BOYD, JESSE: Bend, OR; S. Schusrcr/Wesrcm HC PI 1AM, ANDREW: Portland, OR; M. Jones/Wallaby Ranch

BEGINNER-TANDEM RA'fINGS Region]

PHAM, ANDREW: Portland, OR; M. Jones/Wallaby Ranch Region 2

SULLIVAN, DAN: Las

'.'.IV;M.

Ranch

Region 4 REDMOND, RODNEY: Lake Havasu Cry, AZ; R. Combs/Water Gliders

Region 5 BONOVICH, BR!AN: Billings, MT: B. Kushner/Raven

Sports

Region 2 BAKKE, PAUL: Smr Jose, CA; J. Murray/Mission Soaring BIERMANN, MICHAEL: Novato, CA;J. Mmray/Mission Soaring BILGER, BRENT: I .os Alros JI ills, CA; J. Murray/Mission Soaring BISHOP, KEITH: Sanjose, CA; I'. Harlow/Mission Soaring FISCHER, VERLYN: Sama Clara, CA; S. Buck/Mission Soaring KOPl'El.JONES, STEPHEN: Sunnyvale, CA: P. Dcnevan/Mission Soaring MASSOUDT, ARASH: San Marco, C:A; 1:. Foti/Miami HG MOSHIRI, MICHAEL: Pacifica, CA; D. Baxter/Morningside FP NORMAN, LEONARD: Davis, CA; J. Murray/Mission Soaring QUIMBY, STEVEN: Lompoc, CA; T. llnrcar/Fly I IC & pc; SULLIVAN, DAN: Lis Vegas, NV; M. Joncs/Wallahy Ranch ZYLKA, SANDRA: San Mateo, CA; 1:. Foti/Miami 1-!G

Region 7

BOSE, ANTOINE: Ann Arbor, Ml; N. Adventures LACKAS, TIMOTHY: Scandia, MN; B. Knslmcr/Ravcn Spons RANDOLPH, GERALD: Indianapolis, IN: B. Ellisron/Kirry Hawk Kites Region 9

BARNES, LYNN: Baltimore, MD; P. Vcncsky/l!ighland Acrosports BARTLETT, THOMAS: hcdrickshurg, VA; B. Fllisron/Kirry I lawk Kircs KELLER, .JIM: Petersburg, VA; M. .Jones/Wallaby Ranch MC GILL, MEGAN: Bowie, MD; M. Jones/Wallaby Ranch Region 10 ASPEN, RICK: St Fl.; M. Jones/Wallaby Ranch ATKINS, DEBBIE: ( :hcsnee, SC; M. Jones/Wallaby Ranch BEAVERS, TERRY: Tampa, Pf.; M. Jones/Wallaby Ranch BERELSMAN, DAVID: Kissimmee, FL; M. Jones/Wallaby Ranch BRANT JAM, SCOTT: Winter Park, Fl.; M. Jones/Wallaby Ranch BRIDGES, RAY: Orlando, Fl.; M. Jones/Wallaby Ranch EPEL, ARNOLD: Wimer Springs, r:I .; M. Jones/Wallaby Ranch GUTH, RAMONA: Orlando, Fl,; M. Jones/Wallaby Ranch JAHN/\, BRIAN: Tampa, PL; M. Jones/Wallaby Ranch KENNEDY, JAY: Orlando, I:1.; M. Jones/Wallaby Ranch MEDINA, CRISTIAN: Kissimmee, FL; M. Jones/Wallaby Ranch NICKERSON, ADAM: Orhmdo, Fl.; M. Jones/Wallaby Ranch PISHOTTA, FREDERICK: Sr Augustine, FL; M. Jones/Wallaby Ranch REDDICK, JOHN: Pensacola, Fl.; M. Jones/Wallaby Ranch RICHARD, MARIO: Deland, FL; M. Jones/Wallaby Ranch TERASAWA, MASAJI: Buena Visra, FL; N. Lcsnow/Flying Advent me TOOMEY, JAM ES: Orlando, FL; M. Jones/Wallaby Ranch TYSON, DALE: Orlando, Fl.; M. Jones/Wallaby Ranch Region 11 BEVERIDGE, JOHN: Austin, TX; S. Burns/ i\mrin Air Region 1:3

CLARK, STEPHEN: Uk; M. Jones/Wallaby Ranch PERKINS, NICKS: Uk; M. Jones/Wallaby Ranch

Region 3 ALLISON, ROBIN: San Diego, CA; J. Ryan/I ICC BOYER, TONY: San Diego, CA; S. Pines Cliderpon FREUND, DENNIS: Lake Arrowhead, CA; R. McKenzic/1 ligh Adventure PARK, JOESPH: Irvine, CA; R. McKc11zic/lligh Advenrmc Region 4

REDMOND, RODNEY: Lake Havasu Cty, AZ; R. Combs/Water Gliders YUREK, BRYAN: Tucson,;\'/,; D. Cordon/Adventure Sports Tours Region 5

BONOVfCH, BRIAN: Billings, MT; B. Kushner/Raven

Sports

Region 6

DUBOIS, DOUG: Lawrence, KS; C:. Tlrorcson/1.ookout Mm Fl' Rcgion 7

AGUDELO, RILEY: Laingsburg, MT; T. Tillman/Cloud 9 BOSE, ANTOINE: Ann Arbor, Ml; N. Lcsnow/Flying Adventures CARROLL, KEVIN: Belleville, Ml; T. Tillman/Cloud 9 LACKAS, TIMOTHY: Scandia, MN; B. Kushner/Raven REYNOLDS, STEWART: Indianapolis, IN; C:. Thorcson/Lookom Mm FP Region 8 Di\JJM, ELIZABETH: Winchester, MA; K. Salko/Morningside J:P KMIEC, RAND: Hanover, Nl-1; D. Baxter/Morningside FP NIEDZWECKf, DOUGLAS: Easthampton, MA; D. Baxter/Morningside FP WRAGG, PAUL: Mystic, CT; C. Thoreson/Lookout Mm Fl' Region 9 KELLER, JIM: Percrslrnrg, VA; M. Jones/Wallaby Ranch LOMBARD, JACOBUS: Centerville, VA; C Thoreson/Lookout Mm Fl' MC GILL, MEGAN: Bowie, MD; M. Jones/Wallaby Ranch SILBERMANN, PAUL: Crccnbclt, MD; K. Adams/Kitty I lawk Kircs STIEHL, CI-JR!S: Grove City, PA; B. Ellisron/Kiny J lawk Kites STlVING, MARK: Dublin, OH; J. Murray/Mission Soaring THELLAECHE, .JOSE: Ashburn, VA; J. Middleton/Silver Wings lnc WIENEKE, KAARE: Bethesda, MD; K. Adams/Kirty l-lawk Kites

HANC CLIDINC;

Ill

Region JO ASPEN, RICK: Sr Petersburg, FL; M. Jones/Wallaby Ranch ATKINS, DEB111E: Che.,ncc, SC; M. Jones/Wallaby Ranch BEAVERS, TERRY: Tampa, FL; M. Jo11cs/Wallahy Ranch BF.RELSMAN, DAVID: I<issimmec, l'I: M. Jones/Wallaby Ranch BLOOMER, EVAN: Murfreesboro, TN; c. Thoreson/Lookout Mm 1:p BRANHAM, SCOTT: Winter Park, Fl.; M. Jones/Wallaby Ranch BRIDGES, RAY: Orlando. FL; M. Jones/Wallaby Ranch ELMORE, LADD: Arlarna, CA; (:.Thoreson/Lookout Mm FP EPFL, ARNOLD: Winter FL; M. Jones/Wallaby Ranch CUTI!, RAMONA: Orlando, Fl.; M. Joncs/W:illaby Ra11ch HILEMAN, RYAN: Winston Salem, i\C; ll. Coodtmn/Bluc Ridge I IC; .JAHNA, BRIAN: Tampa, FL; /VI. Jones/Wallaby Ranch KENNEDY, JAY: ()rlando, FI.: M. Jones/Wallaby Ranch MC COY, JR, ROBF.RT: Crecnsboro, NC'.; n. Cryder/Foothills FP MEDINA, CRISTIAN: Kissimmee, l<J .; M. Jones/Wallaby Ranch NICKERSON, ADAM: Orlando, FL; M. Jones/Wallaby Ranch PARKS, ALLEN: MurC TN; C. Thoreson/Lookout Mm Fl' l'l .; M. Jones/Wallaby Ranch PISHOTTA, HlEDERICK: St REDDICK, JOI IN: l'ensacola, l'J ,; M. Jones/Wallaby Ranch RJCI !ARD, MARIO: Deland, FL; M. Jones/Wallaby Ranch ROSE, LEONARD: Columbia, SC; B. ( ;rydcr/Foorhills Fl' SHERIDAN, KATHRYN: Arhcns, CA; C. Thoreson/Lookom Mtn FP TERASAWA, MASA.JI: Buena Vista, FL; N. l Advcnrure TOOMEY, JAMES: Orlando, FL; M. Jones/Wallaby Ranch TURNER, BILL: Birmingham, 1\L; M. Taber/Lookout Mrn Fl' TYSON, DALE: Orlando, FL; :V1. Jones/Wallaby Ranch WOOTEN, PAUL: Alcoa, TN: C Thoreson/Lookout Mm Fl' Region 11 BEAUBIEN, GARRETT: I louston, TX: l\. Mauzy/Austin Air BEVER! DCE, JOI IN: Austin, IX S. Burns/ Austin Air Aports BISHOP, DAVID: Austin, TX; J. I lunr/Co ... Hang Cliding SCI !URTZ, BILL: Ausrin, TX; J I Iunt!Co ... l Lmg Gliding TEMPI El'ON, RICI JARD: Abilene, 'IX; C (;raham/C:ro.moads Windsporrs Region l WILUAMS, ADAM: Rego Park, NY; D. Baxter/Morningside Fl' Region 13 CLARK, STEPHEN: Uk; M. Jones/Wallaby Ranch MACNEILL, JEAN: Canada; J. Tindle/Miami! IC; PERKINS, NICKS: Uk; M. Jones/Wallaby Ranch

NOVICE RATINGS Region I CUMMINGS, KIRSTEN: Issaquah, WA: K.Swcpsron Pl JAM, ANDREW: Porrland, OR; M. Jones/Wallaby Ranch Region CRAFTS, ROB: Mrnlo Park, CA; D. Yount/Mission Soaring HARDMAN, JEFFREY: 1\1 l)orado I !ills, C:A; ( ;, I lamilton/Sacramcnto I re; HEAi D, JOSEPH: San Jose, C:A: I). Youm/Mission KOPPEi, JONES, S' J 'EPHEN: C:A; P. 1)cnevan/Mission Soaring MEIER, STEPHFN: Sunnyvale, CA; fl. Dcncvan/Mission Soaring ROWLAND, DFAN: San Jose, CA; D. Youm/Mission Soaring

JANUARY 2000

Region 3 ALLISON, ROBIN: San Diego, CA; J. Ryan/I ICC BOYER, TONY: San Diego, Ci\; S. Srackablc/Torrcy Pines c;Iiderport FREUND, DENNIS: Lake Arrowhead, CA; R. McKcm.ic/High i\dvemurc PARK, JOESPH: Irvine, CA; R. McKenzie/I ligh Advenrurc Region Ii DYCUS, SEAN: Boulder, CO; M. Windsheimer/ Airtitm' Above J Jc; REDMOND, RODNEY: I ,akc I lavasu Cty, A/,; R. C:ornbs/Water Cliders Region 5 BONOVICH, BRIAN: Billings, MT; ll. Kushner/Raven Region 7 AGUDELO, RILEY: Laingsburg, Ml; T. Tillman/Cloud 9 CARROJ .L, KEVIN: Belleville, Ml; T. Tillman/Cloud 9 EJGLES, STEPHEN: Sr Paul, MN; B. Kushner/Raven Sky Sports EVONJCI I, LAURIE: Lansing, Ml; T. Tillman/Cloud 9 I.ACKAS, TIMOTHY: Scandia, MN; n. Kushm:r/Ravcn Sky Sports REED, ROBERT: Warre11, Ml; N. I,csnow/Flying Advenrurc Region 8 WRAGG, PAUL: Mystic, CT; C. Thoreson/Lookout Mm l'l' Region 9 COGGIN, RAY: Vienna, VA; S. Wcnclr/Blue KEl.l .ER, JIM: Pctcrsbm[;, VA·, M. Jones/Wallaby Ranch LOMBAIU), .JACOBUS: Centerville, VA; C. Thoreson/Lookout Mm l'I' STIEHL, CJTRIS: Cnwe C:ity, PA; B. Elliston/Kitty Hawk Kites VALDEZ, JR, STEPHEN: Mechanicsville, VA; S. Wendt/Blue Sky Region 10 BLOOMER, EVAN: Murfreesboro, TN; c. Thoreson/Lookout Mtn Fl' BRANHAM, SCOTT: Wimer Park, FL; M. Jones/Wallaby Ranch BRIDGES, RAY: Orlando, FL; M. Jones/Wallaby R~nch ELMORE, LADD: Atlanta, CA; C:. Thoreson/Lookout Mm FP HERR, GREGORY: Raleigh, NC; S. Wcndr/Bl11e PARKS, ALLEN: Mur{ TN; C:. Thoreson/1,ookour Mm FP REDDICK, JOHN: Pensacola, FL; M. Jones/Wallaby Ranch RIPLEY, DANIEL: Bradenton, FL: A. Torrington/I<irty I lawk Kircs SISSELSKY, LEE: Lon10"ood, Fl.; M. Jones/Wallaby Ranch TURNER, BILL: Birmingham, AL; M. Taher/1.ookour Mrn 1:p WOOTEN, PAUL: Alco:1, TN; C 'J'horcson/Lookour Mm FP Region JI BEVERIDGE, JOHN: Austin, TX; S. Burns/Austin Air Apons TEMPI.ETON, RICHARD: Abilene, TX; C. Craham/Crossroads Windsports Region 13 CLARK, STEPHEN: Uk; M. Jones/Wallaby Ranch MACNEILL, JEAN: Canada; J. Tindle/Miami I IC PERKINS, NICKS: Uk; M. Jones/Wallaby Ranch WINDSOR, NIGEL: BWI; M. Jones/Wallaby Ranch

TANDEM ONE RATINGS

INTERMEDIATE RATINGS Region l ZATLOKA, GEORGE: Kirkland, WA; L. Jorgensen/Air Advc111urcs Region 2 BLACK-DOWNES, JIM: San hancisco, CA; P. Dcncva11/Missio11 MOHLER, DAVID: Seaside, CA; C;, l<.ccvcs/Wcsrcrn He;

Region 2 BAKKE, DAVE: San Marco, C:/\; P. Denev:m/Mission Soaring HINRICHS, ERIC: Fcl1011, CA; I'. Dcncvan/Mission Soaring Region J 1 DENNEY, GUY: Austin, TX; J. I lunt/Co .. .!Lmg Cliding

PRINCE/\U, GARY: San Jose, CA; I'. Dcncvan/Mission Soaring SHACKELFORD, SCOTT: Orangcvak, C:A;<;, Ifamilron/Sacramemo I IC; VENEMAN, DAN: Modesto, C:A; CD. Prather/Dream Weaver IlG

TANDEM TWO RATINGS

Region 3 PENDLETON, CHUCK: Joslnia Tree, CJ\; l'. Phillips/Lake Elsinore SporlS

Region 10 KIRSCH, RICK: l<issimrncc, FL; R. Brown/Quest Air

RIDGWAY, HARRY: Costa Mesa, CA; I'. l'hillips/1.akc Elsinore Sports

TANDEM fNSTRUCTOR JlKl'INGS

Region Ii PlTTS, .JR, ROBERT: Phoenix, /\7.; B. I lolmcs/Sky Masters School of I J(;

Region 2 MURRAY, JIM: Milpitas, CA; I . Beckman/Mission Soaring

Region

MJTSUISHI, HTSAMI: Buffolo (;rove, IL; !). l<uslrncr/Ravcn Region 9

GATEWOOD, JIM: Chesapeake, VA; C. Elchin/H ighland Acrnsports KELLER, .JIM: Petersburg, V/\; M. Jones/Wallaby Ranch

l 999 TOP IO SCHOOL/CLUB LEADERS IN BEGINNER (HANG I) RATINGS ISSUED

Region JO

DE LANGE, CHRISTO: Atlanta, CA; M. Tabcr/Lookom Mm i:f' DWELLEY, L THOMAS: Monroe, NC; B. Bnrril/Ulrralighr Flyi11g l;quiprncnt UNG, RODGER: Mm, TN; C:. Thoreson/Lookout Mm FP IUOS, FRANCO: Miami, PL; J. Tindle/Miami HG WHEATMAN, JANA: Miami, fl.; J. Tindle/Miami !IC Region 13 WINDSOR, NIGEL: BW!; M Jones/Wallahy Ranch

RANK SCHOOL, .... ,., ........ ,.. ,................... ,,BEGTNNER Lookout Mountain Jilighr Park ............................ .159 2 Wallaby Ranch ......................................................137 3 Kiny Hawk Kites .................................................. ,.46 Mission Soaring Ccnter. ......................................... .49 4 5 Miami Hang Gliding .............................................. 35 6 Morningside Plight Park ......................................... 32 7 W.indsports International ........................................ 20 7

ADVANCED RATINGS

7 8

Austin Airsports ...................................................... 20 Raven Sky Spons ................................................ ., .. 20 J·l igh Advc11Lure ....................... ,, ............................. JG

Region l FRY, BRIAN: Oronclo, WA; D. Fox/CBCC

1999 TOP 10 SCHOOL/CLUB LEADERS IN NOVICE (HANG 2) RATINGS ISSUED

Region Ii WALSH, WILLIAM: Pueblo, CO; S. Region 5

CAI.DWELL, JOHN: Boise, ID; R. Altig CALDWELL, JOSEPH: Boise, Il ); R. Altig Region 8 BENSON, JOHN: I brfldd, MA; P ( ;odwin/Tandcms in Paradise HANLON, GREG: J ,corninstcr, MA; D. llaxrcr/Morniugsidc FP

RANK 2 3 Ii 5 6 6

Region 10

BULLOCK, JIM: Pembroke Pines, J:L; M. Jones/Wallaby Ranch

7 8

Region] 1 LUDWIG, GREGG: The Woodlands, TX; M. Jones/Wallaby Ranch Region 12 ALLEN, CHARLES: New York, NY; J. Jones/Wallaby Ranch

SCHOOL ................................. ,............ NOVICE

Lookout Mountain Plight Parlc. ........................... 153

Wallaby Ranch ....................................................... 60 Miam..i Hang Gliding .............................................. 37 Mission Ccntcr ........................................... 33 Raven Sky Sports .................................................... 25 High Adve11rurc ........ ,............................................. l 8 Kirty Ffowk Kites .................................................... 18 Fly Away HG & PG ....... ,.. ,, ............................... ,, .. 15 Morningside Flight Park ......................................... 15 Windspons [nternational ........................................ 14

Rankings were crnnpiledfrom rtttings published in the 2000 issue 1ifHang Gliding m~Vl/./.zzne.

HANC CUDINC

GLIDING RETURNS

Dockweiler Beach

enormous bureaucratic inertia to allow the final permits and approvals, is a fascinating look at micropolirical rheory in action. Ir is also an example of how one individual, with rhe proper motivation, persistence, energy and good luck, can become a fulcrum for the entire process.

by Richard Seymour and Lynn McLaughlin, graphics by Ted Boyse JOE GREBLO AND WINDSPORTS

After a 13-year hiatus the modern sport ofhang gliding has returned to one ofits birthplaces, Isidore B. Dockweiler State Beach in the City ofLos Angeles.

nee one of the most popular, visible and productive beach training sires in rhe country, hang gliding had been banned at Dockweiler since 1986. However, starting rhis past September, a contract signed between rhe County of Los Angeles and Windsports Soaring Center, a local hang gliding school, has permitted hang gliding to return to the beach in rhe greater Los Angeles metropolitan area. The license granted to Windports will allow instruction and equipment rentals to rake place rhere under rhe cLrecr supervision of Winds ports staff instructors. The return of hang gliding to Dockweiler has cLJrural and historical significance, and is expected to provide an exciting, colorful recreational attraction for rhe local coastal communities. This return was the result of rhe efforrs of local hang glider pilots, civic boosters, rhe commitment and

active advocacy of political leaders and staff members representing rhe City and County of Los Angeles, the Stare of California, local city governments, and orher concerned governmental agencies. The reestablishment of a safe, convenient and high-profile training site in rhe heavily populated and popular Southern California beach area is considered to be a viral component in rhe revival and longterm viability of hang glicLng in rhe area. While there are nearly 10 popular mountain sites rhat intermecLate and advanced pilots can fly within a two-hour drive of downtown L.A., there has been a dramatic decline in the number of beginner "bunny hill " sites available for training. The reopening of Dockweiler is a important step in reversing char trend. The story of how all the co.ncerned interests ca.me rogerher, and created rhe necessary political will to overcome rhe

Joe Greb lo is rhe president of Windsports, and one of its two owners. Joe has been flying and reaching hang glicLng in the L.A. area for 25-plus years . During 12 of rhose yea.rs he raughr at Dockweiler before it was closed. Over rhe yea.rs, Joe has ceaselessly struggled ro improve the quality of instruction and training, in a kind of obsessive quest to make hang gliding as safe for the new student pilot as humanly possible. To a large degree he has succeeded, and has had an influence on many other hang gliding schools' training programs nationwide. In adcLrion, Joe has worked tirelessly in rhe local political environment to keep the local hang gliding sires open. When Dockweiler closed, Joe began a campaign to have it reopened. The following story is largely his, based on his records and remembrances. 1986: THE SITE Is CLOSED DOWN Dockweiler Beach is a stare beach that is leased to rhe City of Los Angeles, pa.rt of a deal made when Los Angeles International Airport (LAX) was built back in the 1950's. The city in turn contracts out the administration of rhe area to rhe L.A. County Deparrmenr of Beaches and Harbors. Hang gliding had been going on rhere for yea.rs, and Joe had been reaching there for nearly 12 of them. The stare had allowed an RV parking lot to be built just to the north of rhe flying area, but did not allow pilots to park in ir. To fly rhere yo u had to park across rhe busy coastal road on the din, untie your glider, and carry it across the road, dodging rrafftc. Three things happened at rhe same rime. First, the Hyperion Sewage Treatment Plant owned by the city across rhe street was w1der major pressure to clean up its act, and the city was looking ar a lot of money having ro be spent in upgrading its l 960's-era HANG GLIDING

technology. The new consnucrion would require a new employee parking lor, which the plant wanted to place across the street, right on the hlufE where hang gliding rook place. Second, rhe LA. C:ou nry Departrnen t of Beaches and I !arbors was planning on enlarging the RV parking lot under its upcoming 1987 plan. Vinally, an irate hang glider pilot had called to complain about his rights" being violated by rhc county since he was not allowed to park in the RV lot. Whether or not all the above factors had an impact, the upshot was that Joe received a letter from Beaches and Harbors stating that hang gliding violated an LA. city ordinance prohibiting such activity in a park 1inlcss "it was in an area specifically designated for thar activity." The lcLrer also infrmned Joe that rhe local police would be notified that such activity was illegal, and would be expected to rnforce the law. Joe got on the phone with the staff member of Beaches and llarhors who had written the letter to inquire about what remedy or action he could rake to get pcrrnission to fly again at the site. Joe was infrmncd that if he could get the city to "designate" the park as a hang gliding--allowed location there would be no problem.

1987--1988: THE CITY PARK "DESIGNATION" ATTEMPT Joe began to approach the city. I le got in communication with thcn--city councilwoman Pat Russell, who used to represent the beach area around LAX and the south bay. After gaining the trust and support of Pat and her stafl it seemed a simple matter to get the designation. Unfortunately, a rurf battle broke out between the councilwoman and the City Parks Department, whose office claimed that only it could gram a designation. There was a good deal of initial resistance to the idea of allowing hang gliding in a city park by the City Parks stafl but Joe patiently educated them and eventually overcame their objections. With the aid of several ciry councilpersons, and the help of an attorney who was also a hang glider pilot named Averill Strasser, the Parks staff and commissioners approved the designation on the condition that ir was "subject to permit drafting by the County Department of Beaches and Harbors."

1988: BACK TO BEACH AND HARBORS THE FIRST PERMIT TRY Joe got back on the phone with his original JANUARY 2000

B&H contact and asked him, "Now what?" His contact informed him that he needed to submit a request for a permit. Joe asked if there was any recognized frirm for such a request and was informed that no official form was required; he could submit his request in the form of a letter. Joe created and submitted a 30-pagc request, including the hisrory of hang gliding at Dockweilcr, recommendations from other cities across the counrry that have perrnitted hang gliding, personal leners of' recommendation, etc. in short, a pro-posal that answered most of rhe c1uestions any concerned public servant might ask. In the old days a concrete bike path ran in from of the bluffs, so if you really tried you could fly over it or land on it. When Joe's proposal to the B&H got into the hands of the County Public Works Department they objected strongly. An additional problem popped up when the County Risk Manager insisted that the site have $3,000,000 in insurance coverage. Joe began to address these problems and concerns, on the phone, in writing, and by attending meetings. At one point in this process the degree of opposition, both oven and covert, made Joe suspicious that there were certain agendas of which he was not aware. So Joe and his allies made the decision to turn up the heat, and solicited the help of USHGA Execmive Director Cindy Brickner. In tandem, they began a letterwriting campaign and a relentless onslaught of correspondence.

1989: THE FIRST ANGEL OR, MAYBE YOU DON'T HAVE A PERMIT REQUEST At this point the first angel appeared (Joe's term for a disinterested party who, for altruistic reasons, steps in and helps out). This angel was an old, battle-scarred community activist/gadfly who followed Joe out of a meeting and explained the real agendas of the people involved and they didn't include allowing hang gliding. Joe soon learned from a County Risk Manager that his insurance was indeed ackquate, even though it had been formally denied by the county. Joe was given step-· by-step instructions to remedy rhc problem, ,md was also warned that his permit appli-cation might not be all that he thought it was. Armed with this information, Joe called his original B&H contact and asked him point-blank ifhe really had submitted an official request for a permit. His comact,

after a moment, replied, 'Tm not exactly sure." Two years went hy.

1990: TIME TO GO TO THE TOP Joe realized that ir was tirnc to approach the real powers-that-be in the county, the County Supervisors, and start getting them behind the idea. Afrcr a letter-writing campaign that generated l, 500 letters in favor of allowing hang gliding back 10 Dockweiler he got the support of Deanne Dana, one of the most powerful Supervisors. With such backing, the Beach Advisory Committee agreed in principle, and the staff of the B&H saw the on the wall.

1990-1991: THE DOCKWEILER BEACH IMPROVEMENT PLAN Now that the political will was there it was time to find rhc means. Afrer a lot of nego-tiation between the and the county, a tentative deal emerged. The city-owned 1-Typerion Sewage 'freatment Plant accepted the responsibility of building a recreation area ,lCross the road 011 the blufls, moving the hike path so rhat it ran on top of the bluff, behind the takeoff site, and building the hang gliding area, in retnrn for five--year use of an employee parking lot that they would build. They also would build a bridge that their employees could use ro walk to and from the parking lot. Dep,inment heads from many agencies met, dr;iwings were made, and preliminary estimates and trails were mapped out. ft was at this poim that all parties involved recognized that hang gliding could only return with a complex, countyappointed concessionaire agreement, not as a free-to-all, unregulated situat·ion as in the old days. 1992-1998: Tim GLACIALLY Sr.ow TURN-· ING or: THE WHEELS

Now everyone else got into the ;ict. The city of El Segundo objected because of fears about traffic ;md crime. The Califrm1ia Coastal Comrnittec got involved, ;dong with State Parks, City Parks, police, fire, Friends of This and Friends of That, not to mention die L.A. count·y lifeguards. Remarkably, the FAA objected because the Airport Authority is under their jurisdiction, and for some reason they thought a hang glider could launch from a 20-foot sand dune, climb 1,000 feet and get sucked ror into the intake of a Hawaii-bound some re,1son the U.S. tbe Coast

Guard and NASA declined to get involved. Of course, other delays were created by the environmental impact process. The same education/concern-addressing process had to be gone over again with these new players, and because of changes in office over the years, some of the old issues had to be readdressed. U.S. Con-gresswoman Jane [ !armon was a big help in keeping the original plan alive. Finally, things started happening. Hyperion built its parking lots am! the bridge. Joe worked with planners, architects and site engineers. The dunes were bulldozed and reenginecred into a 1,000-fciot-long training slope facing three different direc-tions. The bike path was excavated and placed behind the slopes. At this poim the Department of Beaches and Harbors was ready to send out Requests !;or Proposals (RFP's) ro manage the hang gliding concession at Dockweiler Beach. It was now 1998, 12 years after they had closed down the sit c.

1998: FINAL CHAPTER? NO! Now rhat it was almost within reach, Joe got a little concerned. Af'Ler spending a sig-· niftcam portion of his adult life lobbying and advocating for flying to return to Dockweiler, he was extremely visihlc and well known 10 nll the players involved. B&H was about to send out their RFP's. lf Joe was the only one who responded, wouldn't d1at appear to be a conflict of interest? 'fo avoid this, Joe asked Gregg Lawless, a USHGA Regional Director at the time, to send B&I-1 the names and addresses of all USHGA schools, clubs and organizations in the United States, so they would have plenty of respondents to the RFP's. Gregg did this. The county sent a letter to interested parties, staring that the RJ:P's were sched-uled to he ready on a certain Friday in September of 1998. Joe decided to pick up his personally, since he would be in the area. Upon arrival at Beaches aud ~ Iarbors he was told that it was not ready and to come back on Monday. On Monday it was not ready. Three months later it was still not ready. 1999: THE TRAP IS SET

"A SIMPLE

BFACII PERMIT"

Joe visited the B&H offke and met an emircly new srnff member who informed him that all he needed to do was apply for a simple Beach Permit, not an exclusive conHANC GUDINC

celebrate the of hang gliders

cession contract. The warning bells went off Afrer 13 years of struggle, and during eight of' them all concerned parries rcquir-ing full-time sire management in return for

john Underwood'., dog watching Volrner/ensenfly.

their support, this seemed roo good to be [TUC.

Joe asked a question, "Suppose someone who has 110 rating or insurance buys a glider through rhe newspaper, shows up and st;uts to set up? Can I prevcnr him from flying?" The sraff mcmlx:r replied, "ft would he in your hcst interest ro do so." Joe asked, "Do I have rhe amhority ro stop them?" Staff member: "No." Joe: "Then who docs?" Stair member: "You can call us at our oflkc. The Department of Beach and Harbors is open Monday through Thursday, 8:00 AM ro 6:00 PM. Joe declined ro apply frJr a Beach Permit. I le walked our of rhc meeting, rcaliz-

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V.J. climbing out under power. ing that something was very, very wrong. But what is it?

1999: THE SECOND ANGEL APPEARS This time Joe got a phone call from an "angel" who said that yes, there was a hidden agenda. There were still stall members who had plans fi:ir this stretch of coastline that did nor include hang gliding, and this was their last chance ro stop ir. Joe realized that if hang gliding started back up m the beach without any management or authority to enforce safety rules, it wouldn't be six rnonths hcfore an accident would shut it down this time for good. /\nd he had every reason to believe that these staff members were counting on this very thing to happen. Joe was advised to request a meeting with the Director of Beaches and 1--farbors to explain his concerns. This meeting was scheduled in one week. Joe then decided to make a video prcsemation, highlighting the commitmenrs made to different agencies and department heads, and to present it to the Park Director. The staff informed Joe that the county legal staff had nixed the

private meering with die Director; instead, they would call a public meeting which was scheduled for a month later. Attending this meeting were a few instructors, pilots, the captain of the life-guards, Joe, and a dozen or so county officials. After discussing liability concerns surrounding a county-built flying site on a crowded beach, with an ocean within gliding distance and a bike path and highway that unmanaged gliders could blow back on, Beaches and Harbors agreed that a simple Beach Permit was a recipe for disaster. B&H returned to the exclusive management concept. On July 7, f 9()9, the RFP's went out.

1999: THE LAST $5,000,000 HURDLE Only Windsports Soaring Center respond-eel to the RFP No other hang gliding instructor or school even bothered to reply. The terms were rather strict. J\n RFP lil,e one a government entity sends out is not subject to negotiation. lt is a simple rake-it-or--leave-it affair. You bid on it, and if iI is awarded to you, that's it. You then sign a contract. When Joe read the RFP he was hit with a big, unpleasant surprise. The RPP stipulated that the winner would have to provide a commercial insurance policy for $5,000,000. This was far in excess of the $1,000,000 to $3,000,000 policy which had been bandied about for the last 13 years. There had never been a concession-

aire in L./\. ccnmty history who had been required 10 provide that much. ln addition, the proposal winner would be required to have each and every first--time student join the USI IGA. Also, the contract required $1,000,000 in commercial auto insurance for each Windspons employee. Nevertheless, Joe responded, and was eventually awarded the license. Ik signed the 50-page contract and the County Board of Supervisors okayed it. All Joe had to do now was get the insurance and pay the fees. Oh, and he had two weeks to do it. Initially, no insurance company would sell him that much coverage, and when he finally found one that would, the cost was prohibitive.

AUGUST 1999: THE THIRD ANGEL Joe was at his wit's end when he remem-· bcred a guy he met years ago at Dockweiler while teaching. This "angel" was now a risk manager with the county, and Joe gave him a call. Joe introduced hirnself and reminded the guy about how they had met, and explained why he felt the county requirement was unjustified. The manager listened and replied, "jf you can prove to me what you claim, I can get it lowered." Joe provided all the necessary paperwork and the risk manager kept his word, writing a recommendation to B&I f tlrnt the insurance requirement be lowered from $5,000,000 to $3,000,000. They said okay, but since the entire Board of Supervisors had signed the comracr, the entire Board would have ro okay the reduction, and they wouldn't meet for another three weeks. Joe had been paying rent on the site since August Eventually the Supervisors did sign, Joe gor the insurance, and the concession was finally opened signed, sealed and delivered.

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HANG GLIDING

Yesterday's Technology

•

Proposed Improvements

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THE BOTTOM LINE THE SITE TODAY The site is now open, mostly, and Beaches and Harbors is fully cooperating with Windspores to make the park a success. There are still a few improvements to be made, but all in all the sire is up and running. There will be a sire manager and an instructor on the premises Wednesday through Sunday, weather permitting. The hours are: open for instruction year round Wednesdays through Sundays, 9:00 AM until sunset; open for general use Wednesdays through Sundays, 11:00 AM until sunset. Beginner and Novice pilots must be enrolled with a Windsports instructor, and Intermediate and Advanced pilots will be charged a $5.00 per day user fee.

Modern hang gliding has changed significantly over the past 25 years, evolving into a mature, relatively safe and well-regulated sport that is excremely appeal ing and satisfying for those fortunate enough to have been introduced to it. The dramatic increase in local visibility created by the return of flying to Dockweiler is expected to draw many hw1dreds of new people into the sport who otherwise might have passed hang gliding by. How is me concession going? On one weekend lase month, W indsports, operating che Dockweiler concession as well as a boom at a local cradeshow, signed up 32 new srudencs! Hang gliding in Los Angeles has a future, and it is a bright one! •

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by Pete Lehmann elson Lewis's winning flight of 109.5 miles proved to be dramatically superior to any other made this year. Thac speccacular and unusual flight, from what we're calling Mystery Mountain in Virginia, has already been featured in an earlier article on Region Nine's Regional Championship. The flight's distinguishing feature is that it was done on a light, southerly day, a unique direction for a 100-miler in the Region. Nelson's flight is that much more unusual because no one else even came close to matching his flight flying from the more conventionally promising northwest sites throughout the Region. If the flight has a lesson it is that one can fly a long way in mellow conditions. The flight puts the lie to the common misconception that to fly far one must fly in honking, dangerous conditions. Nelson accomplished the seven-hour flight on his Aeros Stealth with dogged skill, not bold stupidity. Perhaps the most remarkable rhing about Nelson's flight is that he achieved it, and other long ones as well, without a fixed retrieval . The day before his long flight he had flown 53 miles in five and a half hours from the same site. Not having a retrieve, it had taken him a long time to get back ro the hill where he then slept in his truck. The next morning no one else would come out to fly wirh him, so he again flew alone and without a retrieve. Of course, on char flight he flew 109.5 miles into Pennsylvania in six and a half hours . There he landed on the property of an FAA inspector who gave him a lift to a truck stop from which he then hitched a ride back to his truck. Nelson was a bir late to work the next morning. My second-place 84.1-mile flight from Templeton, Pennsylvania was a far more conventional flight. It began from a northwest-facing site, and featured areasonable railwind. Nonetheless, it was a rather difficult flight in that ir featured a late start on a day that had seen morning rain and overcast skies only clearing around midday. With the wet ground, things had seemed so unpromising rhat I had uncharacteristically required persuading to go flying, particularly as we had no

Last year's contest, which counts a pilot's longest flight from any site in Region Nine, produced only a few very long flights, most notably Nelson Lewis' 100-miler. Despite the shortage ofvery long flights there were, however, a considerable number ofgood flights made during the spring and HANG GLIDING

MOST) summer, and an excellent one in November. Thirty-three ofthe 49 contestants registered flights, and they took place .from across the broad spectrum of the Region's many sites, including mountains, small ridges and the increasing number of aerotow facilities in Maryland, Virginia and Ohio. JANUARY 2000

driver for the day. I launched my Fusion fro m the little Templeton ridge at 4: 00 PM and quickly departed at low altitude in a weak thermal over wet co untry. It took 10 miles of scratching and drifting before the lift fi nally turned on and got me to base at 4,200' AGL. Things really began to look up when on the radio I heard my fri end and fellow pilo t Jim M eadows call fro m the parking lot as he was leaving work to see if anyone needed a driver. Yes! With Jim chasing, and decent clouds ahead of me, I was feeling much better about my chances. T he lift was seldom as m uch as 400 fpm , but the long, flat, gray streets were rel iable, and I could glide for great distan ces without los ing much altitude. I made good time with only one trouble spot approach ing Allegheny Mountain at Beaverdale. At that point the mountain is over 2,500' M SL high and has heaps of trees to its west and eas t. As I approached I was a bit low and co uldn't see across the mountain to find safe landing fields. Fo rtunately, I fo und a weak thermal as I neared the last LZ on the western side, and after climbing to base at 5,800 ' M SL I just drifted across, circling under the cloud. The remainder of the flight was easy, cruising below the by-now slowly deteriorating !are-day clouds. I finall y landed at 6:45 PM at the base of Tussey Mo untain southeast of Bedford, Pennsylvania. Jim was there before I had fully broken down. In third place overall with a flight of 83.4 miles was Ri ch Lawrence on a Wills Wing Fusion . Ri ch and his buddy Tim Donovan of New Hampshire, now on a new Fusion SP, have been pursuin g the great ridge-running proj ect, "The Mission" as rhey call it, for several years. Earlier in the spring th ey had used T im's airplane to reconn oiter the M ission's ro ute which runs from Gap M ills, West Virginia, alo ng Peters Mo untain and then down C li nch Mountain to the vicinity of Knoxville, Tennessee. And this year they together twice accomplished a big chunk of chat ro ute on th eir hang gliders. T heir firs t good flights were made on August 2 when Rich got his lon ges t fli ght. T he second time was on the unusually late dare of November 7 when T im went 81. 2 miles for his longes t flight, on e whi ch qualified him fo r fo urth place in the contes t. On those two days they fl ew significant distances together, with both pilots

Paul Farina circling with Larry Wright, Williamsburg, Ohio. landing near one another. To further increase the communal nature of rhe experience, on one occasion they even flew formation for 15 miles with a little squadron of six migrating, immature, redtail hawks. In fifth place was Claire Pagen with her July 7 flight of 74.4 miles from Pleasant Gap, Pennsylvania. Claire's entire flight on a PacAir Klassic was made in the company of her famous spouse, Dennis Vassort. She describes it as "a classic example of how rwo pilots can do better than one," with each of tl1em taking turns leading. Thermals were weak and broken at first, but later improved, getting rhem to 7,500' MSL.

Passing Dillsburg, Pennsylvania, they could see a solid cloud deck some 20 miles in front of tl1em. That deck seemed to signify the presence of a different, stable air mass, and from the top of a last, good climb they both began what became a long, smooth glide to the ground at East Berlin.

SIXTY-MILE CLASS The winner of the Sixty-Mile Class was Ric Niehaus who, in his first flight at Woodstock, Virginia managed to run the entire ridge down to Harrisonburg for 50.7 miles. Ric had been flying very well last year, and this flight demonstrated the determination that marks his fl y-

ing. At launch he had discovered that borh of his early-model, carbon-fiber sprogs were spl it, and thus unsafe for flight. Thinking quickly, he came up with a remedy: mini-hose clamps. He drove off the mountain to a hardware store where he bought enough of the little hose clamps to securely reinforce the sprogs. By the time he was finished it was after 5:00 PM. Upon launching he headed north for 10 miles to the end of the ridge, took a start photo and began the long so utherly run along the Massanutten ridge complex. He then dove off the southern end of the ridge to land at sunset on the site of a Civil War battlefield. The landowner was, however, HANG GLIDING

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route LO Salisbury, Maryland. Marc Fink took third place on his Fusion on a Jacks Mountain weekend that gener· ated many good flights. Marc's 46.3mile run up the ridge was enlivened when he had a bunch of sailplanes competing in the SSA's Nationals race below him in a nose· to-rail f(lrmation. He says it was one the Keystone Laf<e and streets to the horizon, downwind o(lemp!eton, coolest things he has Pennsylvania. Photo by Pete fehmarm. seen flying. none to happy rn have had his day of rest· In fourth place, on an Altair Predator, interrupted by Ric's arrival. w;is Paul Farina who registered another Flying an Aeros Stealth from Highacrotow flight, but this one was from land Aerosports' Ridgely, Maryland tow Vinton County Airport in southc;istern park, Geoff Mumford registered a flight Ohio. His flighr enjoyed spectacular gains of 47.5 miles to rake second place. 'The of7,(J00' and essentially no wind on the flight represents Geoff's personal distance way southeastward to a landing near the record and enjoyed truly exceptional con-· Ohio River. He described ir as a textbook ditions that got him to 8,300' MS Len climb-and-glide flight.

had undcrdrcssed for the conditions and was soon freezing. Due to rhc cold he began le;iving lift early, and, with LZ's becoming scarcer and an evening com· rnitrnent, he landed his Moyes Xtralite on numh foet near Rehobeth for miles. In third place was Bacil Dickert on his trusty, old, vario-lcss Vision Mark 4 that he flew for 19 .8 miles along the Sac's ridge in centr;il Pennsylvania. Tei statistically sum up the year's expe· riencc, the vast bulk of the flights registered occurred before the first o('Junc, only five taking place after that date. Interestingly, however, three of the top llvc flights did actually rake place later in the year. That emphasizes that cross-country flying docs not end with the spring. Indeed, the mellower conditions oflate spring and summer make the experience considerably less stressful th;m can be the case during cracking spring days. The origins of flights were divided as follows: 18 flights were over-the-back thermal flights from ridges, 11 were made primarily along ridges, and four began from the slowly proli ferari ng aero-· tow operations across the Region. I fully expect next results to continue to show an increased represcn· tarion of tow flights. They arc inherently less threatening for inexperienced pilots ns they rake place over flatter ground, with better retrieval roads and, almost by definition, in lighter winds. In orher words, they arc safer and less inconvc· nient, which suggests that next year more pilots will embark on cross-coumry adventures in those more welcoming circumsra nces. Ill

ROOKIE CLASS The Rookie Class winner was Paul Donah uc flying a Wills Wing HP Al'. Paul made his 43-rnilc flight at Jacks Mounrain on a weekend during which rhc ridge was working well. The flight is Paul's third cross-country flight, and by far the longest, almost tripling his previous best. 'fo gain second place in the Class, Steve Turner added another good flight to the log oflong X-Cs made from the new Ridgely, Maryland tow operation. What Steve describes as his "first serious X-C flight" took place on the spectacular weekend that gave Geoff Mumford his cxccllcm fligh r. Like ( ;eofl: Steve saw exceptionally good conditions, with 800-fpm climbs on his averager and al ti· tucks up to almost eight grand. Steve could fairly easily have gone farther bur Three thermal-generating power plants lined up to the horizon down· wind oflempleton, Pennsylvania. Photo by Pete J,ehinarm. for the fact that he

l lANC G!.l!)[NC:

by Gregg Lawless t the October 22-24 Board of Directors meeting held in Colorado Springs, the USIIGA's Board made a decision that has the potential to dramatically change both the sports of hang gliding and paragliding in the United States. Executive Director Phil Bachman, and past President Gregg Lawless, reviewed a presentation recom'.11ending that the US! ICA begin explor11:g tl:e .development of a membership services JOillt venture between the USHGA and the SSA. After this presentation, the Board approved signing a memorandum of undersranding with the SSA to form a membership services organization aimed at integrating those operations similar to both organizations. The operations initially idenrified as candidates for this new organization arc magazine production, merchandise development and sales, Internet oper;:irions, event opcr;:itions and membership services. ·r:he. pr~,s?1tation highlighted many of the S1tmlantICS between the tWO organiza-· tions. These similarities consisted of the fclllowing '.Jpcrational issues: soaring flight, access to airspace, incrc;:ising overlap of ground operations, trnining and safety issues, SSA moving toward self regulation. In addition, the following business issues rcvc~lcd other similarities: magazine production, Internet operations, merchandising, advertising management, membership processing. As the USHGA has grown over the past 20-25 years it has gradually become more and more like the SSA, as have their specific sports. _ Cent rali,,ing the management of all functions similar to each organi,,ation under the umbrella of a joint vcntmc, as envisioned, creates many opportunities for botl.1 .organizations. Some of these opportunltlcs arc: promotion of growth throughour both organizations, cnhancemcnr of membership bcndtts, improved management oflimitcd resources rhrouph shared functions, increased to er:.

]ANlJAl<Y 2000

ate new programs, and strengthened leverage, in both the political arena and business world, provided by an increased membership base. You might be wondering how we could expect ro sec growth come from the formation of' this alliance. The sports or· hang gliding, paragliding and so:1riug have been converging on each orher over the last lcw years more than most of us rcal-i,,c. A recent discussion I had with Mark Mocho highlights this. Mark ancnded the joinr convention sponsored by the SSA in Memphis last year. While there he had a discussion with an old-time sailplane pilot. They began comparing records such as longest flight, total ainimc and such. As it turns out, Mark's longest flight exceeded this sailplane pilot's longest and if memory serves me, Mark's total airtime either exceeded his or came awfully close. (Mark's been flying a long time.) This sailplane pilot was shocked, to say the least. I l is impression of hang gliding was from the old days when a pilot's motto was "don't fly any higher than you care to foll." 'Ii1kc this example and combine it with the growth of towing at flight parks like Wallaby and I J)()kout, and sailplane air-ports become a natural offshoot. Combining the efforts of the SSA and U~HGA potentially begins to open up cx1stmg sa1.lp.lanc airports to hang gliding ;:ind paragl1drng row operations. Once this begins to happen, USHGA members will become more involved with sailplanes and vice versa, leading to a cross-pollination oF the membership. In addition, both sports should expect to see growth as increased activities begin to occur at sailplane airports. Membership bencfirs will increase as a result of increased efficiencies. Over the past few months, Phil Bachman has been working closely with his counterpart at the SSA, president I ,arry Sanderson, on potentially combining the printing of all

three magazines at one print house. Preliminary results from this effort indicate a potcmial savings ol 1ocYii to 20%, or ~45,000to $95,000, to the two organizations. l lus potential savings is just from the priming of the magazines. Once we have the ability to get down to the other production-related costs and sale of advertising we should be able to substantially lower our magazine expenses and increase the associated revenue. These savings can t_hcn he redirected toward adding services lor our respective memberships. There arc many other areas in which the combined efforts of the USHGA and the SSA will improve our respective activities. Once these initial issues are addressed we can begin exploring the sharing of others .r~:~ponsibi.lities, such as accounting, fac1lit1cs and issues we have not even thought of yet. So, what arc the next steps and whar is the timelinc? Subsequent to the Board's decision to move forward with this joint venture, the executive committee appointed David Glover, Pete Lehmann and me to be the founding directors of this new organization. The next step will rake place on January 8th and 9th when the USIICA's team mecrs with SSA's team ro establish the vision and direction for this new organization. A name will be chosen, all of the pertinent legal paperwork will be completed and filed, and then Phil and Larry will begin working the plan developed at this kickoff meeting. The timclinc will be slow to starr to ensure that both organizations arc I 00% in agreement with t)1c dirc~:tion. In the event either organization bcl1cvcs that the stated goals and objectives arc unattainable, ir can withdraw its participation. An important concept to keep in mind as you think about this joint venture is that we are talking abour forming a brand new organization. Neither the USHGA nor the SSA will cease to exist. They will be joint owners in this new organization ;:ind as such will have a vested interest in the development of the new organization. This is a low-risk endeavor. Our most significant investment will be time and manpower. The potential benefits for ou twcigh the risks. I and your Board truly believe that this is a first step in redefining the luture of the membership services provided to all of our members. II 45

THE SEVENTH ANNUAL MCCC)NNELLSBURG HANG

FESTIVAL

by Christy Huddle

On September

and 26, the Ma~yland and Capital Hang Gliding

clubs held the 5'eventh Annual McConnellsburg l!ang Gliding Festival. Fifty pilots participated in the event rmd enjoyed the cookout at the Pulpit launch, a site owned by the two clubs overlooking the town ofMcConnelhburg;, Perm.~ylvania. he purpose of the fly-in is partly ro bcneftr the local rescue squad which, unfortunately, has had ro provide service several rimes to pilots using the Pulpit. This year we raised more than $600 for the rescue squad through registration fr:cs, Tshirt sales and raffle tickets. The most unusual thing about this year's fly-in was that there were two all--women teams. 'Teams were limited to three to five members and we had six flying members in PIFI signed up. (r:IFI, of course, stands for Females ln Hight, Inc.) 'fo resolve the problem we held our fast strategy session on how to split us up to gain the best advamage. Of the six members, two of us had enough crosscountry experience to feel very comfortable going over tbc back and a third, flying a Pulse, bad made her first couple of cross-country flights earlier in the year. Of the remaining three members, one had made her first X-C flight, ;i ridge run, the weekend before the fly-in, the second had no X-C: flights but was ready and willing, and the third was a

] Jang 11 with a lot of towing experience (all sleds) and only one rnonnrain soaring fliglii, also the weekend before the fly-in. The scoring system was arranged to encourage participation ofless experienced pilots. l fang I I pilots with no cross-country experience would get one point for every 10 minutes of soaring time. !Ling III pilots with no X-C: flights over 15 miles would get 1.25 points for every X-C mile, and the rest of us wonkl get one poim per mile. The three pilots with little or no X-C: experience pushed for a team weighted to win: the two of us with the most experience and the new Hang II. This strategy was going ro pay off big time. Despite forming two teams, Fl Fl [ and FIFI II, we continued to fly as one group. Our driver, Kelly Madden, the non-flying member of FIFI, was grounded, because she and husband Kevin, also a pilot, are expecting their first child in March. Kelly had volunteered to be launch director so she was in a good position to give her fellow FIFI's lastminute encouragement.

Writing as a fnembcr of the dethroned past victc)rs of the Ptilpit Ply-In's mini111cet I w<mld like to co111mend Team HFl's victory in th is year's meet. Ip theii: victory they demonstrated a delighd1.il. sense. of team spirit, purpose and intelligence.They laid the groundw01:k for their suC<,;ess by actually undcrstaucllng the meet's rules, and th<:n tail()ring their contest tactics to best match those rules

wlth the conditio11s Qnd their individual skill As a Hang II, EHis undemood that her greatest contribution could be rnade by maximizing airti.me, while Christy correctly appreciated that ridge runs were rnuch more likely to be successful than OV(~l'-the-back cross-country flights. If their.planning was good,. their execu-· don was better, and even more ent:emiining. As Christy ha$ mentioned, their first-·· day at the Pulp.it generated massive for Ellis, and the

Marc Fink, illustrious meet director, called two X-C tasks for the first day, an out--and·return on the ridge rha1 would count for a total of 19 poi ms, or straigJn.-linc distance with one point nwarded per mile. Although rhc wind was coming in nicely at the westnorthwest Pulpit launch, the thermal index and the cumics were nor looking too promising for any long cross-country flights. The flrst two pilots launched and sunk out. Nevertheless, our Hang II pilot, Ellis Kim, flying a Wills Wing Spectrum 1 was itching to go. We gave her some last-minute advice ("turn in lift") and wired her off We knew she would do well, despite the kneehanger harness and no vario. She'd proven her ability the weekend before when she had her first soaring flight, staying up four hours while other, more experienced pilots, were sinking out. She w;1s hoping to do F[fl proud and she did. After several passes she was comfortably above the ridge and could settle in for the duration. We stood on top, cheering Ellis on as she climbed out over the other pilots who'd launched after her. ("If she can stay up ... ") FI Fl members started launching and we all got up. I'd decided early on that if it didn't look promising for at least a 20-milc over-tbeback flight, I would try the ridge task. After working lifr around the launch area l finally tired of the gaggles and flew down to the towers south oflauuch where rhc gap in a back ridge often draws thermals to the front ridge. I arrived there at ridge level and found only light lifr, hut was able to work it up a couple succc\ssfol second day

run for her. But .it was the showed the real strength of

Team FIPI: its cheerful ability to work together, Too many pilots have an imp.res.. sion of competition as an unpleasant exer-

in individualistic flying. 'learn F1FI proved that it is far more fun and rewatd .. ing t() work together. 'I'he last dais ridge task at Pis her Road is acm,tlly fairly intimidating if one is unfamiliar with it, While landing fields arc rea-sonably abundant, many slope downbiU, and the last stretch of ridge has no landing I lANC Gl.lDINC

of hundred feet over, enough ro travel a bit further south in search of stronger lift. I was in luck. The fields out front and the logged areas on the side of the mountain were working. Soon I was a thousand over and found that it was fairly easy going, hopping from thermal ro thermal. I noticed a glider far below, but other than that I was alone, which surprised me since the life was abundant. I made the turn point and headed back co launch, arriving high enough co cruise over the gaggles still around launch. The north leg was almost as easy as the south leg, and the only problem I had was locating the turnpoint, a small reservoic on top of the ridge. I could only see the lake at Cowan's Gap State Park, being coo low ro see the reservoir which was not on the ridge we were on, but on a higher one behind it. I called on the radio to ask if anyone knew where d1e reservoir was in relation to the lake. Kelly, who was busy videotaping pilot launches, radioed back that the lake was further from launch than the reservoir. Having already reached d1e lake, I turned back. Rick Holtz, the pilot who had trailed along under me for the uip somh, was still there. He was still quite a bit lower and behind me. When the lift dropped off during our trip back, he had to bail from the ridge and land our. I turned d1e corner of the ridge at ridge level and luckily found enough life at the corner point to gee me up enough to cross to launch. From there it was an easy run to the landing field. In the meantime, Ellis was still boating back and forth and the other FIFI's were up and in search mode. Judy McCarty, who had made a 47 .7-mile flight in May of 1999 (for that story visit http://www.go-get.com/epic/), the longest X-C flight of FIFI, tried hard to gee high enough to go over the back, bm saw the writing on the ridge and ended up bailing to the somh end of d1e ridge for four miles. The other members of FIFI were not so

lucky. Sheila Boyle, Karen Carra and Janet Gregor all managed long soaring flights, but no miles. Pilots who had launched afrer Ellis were sinking out now, but she continued flying back and forth as the Slll1 dropped lower in the sky. Finally, afrer four hours and 13 minutes (25 points!) she brought her Spectrum down. Jubilant FIFI members Karen, Janet and Sheila supported Ellis, who was barely able to walk afrer her four plus hours in a knee-hanger, and carried her glider off the field . Every year a contingent of pilors from Pitrsburgh, Pennsylvania shows up and every year they walk away with fuse place in the team division. Usually they also cake one or more of the first three spors in individual scoring. This

year would be different. Pete Lehmann, Region 9 director and former World Team member, had opted for an over-the-back anempr. He and his Fusion were able to gee 24 miles, the longest of all the X-C flights . The other members of his team, Larry Huffman andJdfSeruset, were able to gee 7.7 and 8.8 miles, respectively, over d1e back. By the end of the day, their team, the Daedalus Divers, had racked up 40.5 points, trailing FIFI I by 7.5 poinrs. or bad for a bw1ch of guys. Afrer a good day of flying we spent the rest of the evening scarfing down a big poduck dinner and barbecue, draining the quarter keg of Honey Brown . Lacer, around the campfire, meet organizer Mark

field in front of it. It was therefore important d1at the inexperienced Team FIFI pilots (most of chem) receive some moral support and tactical advice from a more experienced teammate. Judy McCarty provided that service by leading her little flock of ducklings down d1e ridge using the radio to alternately reassure and cajole chem forward. It was hilarious to listen in as Judy instructed her teammates how best to proceed down the ridge and back. Even better was seeing the pleasure in rhe faces of her pilots upon achieving d1eir objec-

rive, often d1e longest X-C flights of their careers. My enjoyment of the scene was heightened by the bemused realization that Judy's familiarity with the ridge run represented somerhing of a Frankenstein monster co me. You see, earlier chis year she had used my presence ahead of her on the ridge as encouragement to run char intimidating ridge for the first time. So, while che women may have trounced us, l delight in having had an indirect hand in our own defeat. They flew intelligently,

well and joyfully. That is what hang gliding competition is all abo ut. Finally, Marc Fink, rhe meet director and creator of rhe differential sco ring system, is to be applauded for having come up with a workable system for integrating into one competition pilots of varying skill levels. The principal objective of club-level competitions and fly-ins should be to encourage participation and enjoyment by rhe largest possible mU11ber of pilots. Marc's scoring system successfully accomplished d1at. •

JANUARY 2000

Set-up area at the Pulpit. Photo by Sheila Boyle. Victory for FIFI at Fisher Road LZ. Left to right: Sheila Boyle, Karen Carra, Janet Gregor; Christy Huddle, Judy McCarty, Ellis Kim. Photo by Mark Gardner.

Judy McCarty launchingftom the Pulpit. Photo by Tracy Titttle.

Continued on page 56.

The author (red and white glider) flying in ridge lift at Hat Creek Ridge with Burney Mountain in the background

by George Haskell arr Taber, rhe guru of rhe hang gliding Mecca ar Looko ur Mounrain Flighr Park in Tennessee, lecrured me srernly abour rhe problems an Easrern pilor might encounrer. Slope launches would be rhe firsr obsracle. We in rhe Easr learn slope launches ar the srarr bur rhen pro mprly forger abour rhem in our rush ro cliff launches and aerorowing. Pracrice was in order, so back ro rhe bunny hill I wenr, where so long ago I had fosr picked up a hang glider. Needless ro say, I was rusry. Soon I felr ready for rhe rask bur neverrheless recognized a rendency in my launches ro drop rhe left win g. The nexr hurdle was ro learn ro fly a glider wirh higher performance rhan rhe Falcon I had flown for rhe past fo ur years. The new glider of choice was an Airborne Sring 154 XC. Ir was rruly a dream. I could nor believe rhe difference in speed and penerrarion wirh rhe VG pull ed righr. Ir wouldn'r srop gliding. So how do yo u land rhe rhing? The secret

After years of reading and hearing about the flying sites ofthe West, this Eastern intermediate pilot was afforded the chance ofa lifetime, an invitation to tour major hang gliding sites in the West. Did I hesitate? No, not for one minute. My only concern was avoiding embarrassment and surviving some ofthe riskier places I had been forewarned about. rurned our ro be learnin g ro bleed off alrirude and controlling rhe landing approach. In rhe Wesr, righr landings in srrong winds rhar can suddenly drop off ro vi rtually norhing meanr fast landings requiring super conuol ro ensure a safe arrival in the LZ. In addition ro this was rhe potential problem of higher altitudes in those right landing zo nes, wh ich wou ld mean faste r approach speeds rel ative to rhe ground. Next I needed ro prepare myself for rhose rowdy western thermals. Our peaceful, lazy thermals in rhe Eas t would nor prepare me fo r what could be expect-

ed in rhe West - monster th ermals rhar shoo t up like rockers, blasring you sky high and rhen dumpin g yo u our like a p iece of trash while yo u fight for comrol high above rhe mountain s. Aerorowing ar Wallaby Ranch in so me of rhose powerful cenrral-Florida rhermals was a big help. I also worked our ar rhe gym ro build more upper body suengrh. In rhe end, norhing I did really could have prepared me for what was ro co me. My baprism inro rhe orher side of hang gliding was ro take place wirh amazing rapidiry, fo rever changin g how I wo uld view rh e sporr.

Gunter, the local hang gliding "senior pilot" who mothers all new pilots with helpful advice abom the perils of the mountain, we set off in our Explorer to climb to the launch si tes. First we arrived at the timber-line launch at about 5,800 feet, which did no t seem favorable because of a slight tailwind . We View fi'om top ofHull Mountain showing Mark's Explorer. Upper then passed the launch, timber-line launch and Lake Pillsbury in the background "lower launch" that was rejected for the same reason. Finally itored rhe whole way on a t\vo-merer we reached rhe top at abo ut 6,800 feet at radio by G unter who was parked nearby. a launch known as the "upper launch" Gunter commented that my landing was where the wind direction looked good "effective bur not very graceful. " Mark, coming our of desolate Rattlesnake meanwhile, explored the thermals before Canyo n. The launch required a steep run winging it back to the lake. Soon our dridown the mountain slope until eno ugh vers turned up in the Explorer to rake us speed is attained ro rake to the air. The back to camp. slope launch went well, and I was lifted After a night on the lake shore, with to a personal record high while I explored brilliant stars in a sky unspoiled by city the terrain looking for the designated ligh rs or the moon, we once again cackled ridges that would rake me back to the Hull Mountain, and this time I was shores of Lake Pillsbury some five miles intent on ridi ng some thermals. Up again away. we rode to rhe timber-line launch whi ch I had explored rhe landing zone earlihad a gentler slope and now had more er, which was for tunately expanded favo rab le winds. After waiting for the because the lake was somewhat lower afternoon thermals to build, off again we than usual. evercheless, it was full of ran down rhe slope and into the air obstacles, including holes, depressions, which now bumped and sank every few stumps and debris hundred fee t. If this was a marketpl ace that all needed to for thermals, which on es wo uld you take, be avoided - a far the right, fast ones or the big, slow ones? cry from the How low would yo u si nk and how high broad, pastoral could you cli mb ? T hese were new experilanding zones of ences fo r an Eas tern imermediate pilot the East. Bent who was afraid to sink out in the wilderupon my destinaness, bur who was hoping to soar to tion I flew through cloudbase without being exhausted by the thermal bumps, bumps and grinds of the mighty blasts. nor allowing As it turned out I played wicl1 th e myself to dally for tight, small ones at first, until I realized I fear of losing altiwas sinking faster than I was climbing. tude too soon. Then I fo und a big, rough one chat bore Everything worked me up with a gusto that caused co ncern . so that I arrived on Would I really be up to the cask, knowing schedule at rhe fu11 well that as I climbed it wo uld "Senior Resident Pilot" Gunter Lohrentz (left) and Mark Zeleznock landing zone, monbeco me more powerful? Finally I decid ed (right) by the LZ at Lake Pillsbury. The day I arrived in San Francisco, my host Mark Zeleznock and I drove with our gliders to Fort Funston. Ken Brown of Moyes America had uncrared and rest-flown my Australian glider to make sure it was in good shape. What a scene, wo rds can scarcely describe it endless hang gliding with a view as spectacular as anything I'd seen, the coast of California 150 feet below with ridge soaring that never ceases except for a few months during the year. After soaring for 30 minutes I fl ew back to the landing zone, only a few feet from where I had launched. The LZ was right and allowed for on ly one low approach, but a quick turn into the steady ocean breezes slows yo u down in a hurry. Ir is glorious to be able to launch and land without breaking down your glider. I watched as one after another California pilot launched and landed his glider. Could anything be more perfect? The next day a typical coastal fog engulfed th e beach throughout the morning, making flying impossible at Fu nston, so we packed up and headed north, this time accompanied by our drivers Steve Spangler and Karen Zeleznock - destination, Lake Pillsbury at 1,900 feet. After the idyllic beach scene at Funston, the sight of the rugged, wild forests with Hull Mountai n looming ominously in the background could nor have been more dramatic. Now the task was to master a super 20-m inure sled run with a launch and landing char allowed little margin fo r error. After visiting with

JANUARY 2000

against trying roo rn uch too soon, so back I went to a sled run, but this time with lots of altitude to spare. As I approached the LZ I discovered that the wind was coming directly off the lake, leaving Ii ttle room to maneuver between the trees and the lakeshore. Electing incorrectly to try a crosswind landing, I came in low and floated too far, finishing with an early flare and a drop of about five fr:et, taking out a downtube as [ whacked in no serious damage except to my ego. Luckily I bad two spare downtubes for just such contingencies. Once again Gunter came to the rescue. His trailer parked next to the local convenience store/auto shop allowed easy access to the tools we needed and soon the glider was repaired. Just as everything seemed ready for the next adventure, Mark confided that he had inadvertently backed over the foot of my pod which had been lying behind his parked Explorer. Did I have my helmet in the pod? With trepidation I opened the pod to pull out my crushed Kevlar hel mer.

Again, Gunter came to rhc rescue, this rime with his helmet which he let me borrow for the next few days. How could l ever repay this guy? That night we crossed the mountains to the next valley at Elk Creek where we traveled on to Lassen State Park and our new destination of Hat Creek Ridge near Burney. T'his hang gliding sire is well documented with information sheets warning about hazards an unfamiliar pilot might encounter. I read the leaflets which summarized rhc warnings Mark had already covered in greater derail. We were in volcano country, and there were remnants of geologically recent volcanic eruptions and lava flows everywhere. Large and small boulders dotted the landscape. Every rock appeared to have been spewed from the mouth of an exploding volcano, and ground without rocks was the exception. First we visited the two landing zones before the ridge. 'fhc near one for emergency landings was tight and closely bound by tall firs that hinted at possible rotor problems and other risks. The farther one was broad and long with fewer trees that would cause fewer problems, and the rocks were smaller and cleared from the main field. 'There was no question abour where to land. We also had our campsite alongside the farther field, making this LZ convcnicn t as well. Flying during rhe day is not advised because of rhc strength and unpredictable nature of rhe winds. In the evening things calm down, allowing for a safe and rewarding flight in ridge lifr along a ridge that runs about a mile each way from launch shades of Fort Punsron, perpetual ridge lift to en terrain pilots who can count: on a good ride for an hour or two. But the landing could be a problem. A sudden drop in wind speed could mean an unexpected stall if flying speed was not sufficient, and tbe LZ was at 4,000 feet MSL l was told to maintain speed and nor be lulled into thinking the ground was passing by too quickly. In the end my flight went fine. Afrcr ridge soaring for a while l set out for the farther landing zone, stretching my VG tight. Releasing rhc VG l mushed into a light eight mph wind and landed without mishap.

After a night by the campfire off again we wcnt to climb in our Explorer to the top of Burney Mountain. What an experience. At an elevation of 8,.300 feet MSL we were on top of the world, looking out: in all directions below except for Mount Shasta in the distance, which towers at 14,000 fr~ct above everything else. From our vantage point we could see Hat Creek Ridge some 20 miles in the distance where we had flown the prc-vious day. Below us and out of sight was a rocky LZ for pilots who could not make it out of the valley. Mark checked the wind and found it unfavorable. Thermal lifr did not seem adequate to attempt a flight to Hat Creek Ridge, and landing at the base of Burney Mountain would be risky because of the lava flows and fields of volcanic rock. We enjoyed the view and for the first rime I really scnsccl what hang gliding is all about: soaring like a bird above the world, leaving behind our earth-bound cxistcncc. My trip had ended, although I did not know it ar the time. Slowly we wound back down the mountain, leaving behind the lonely ranger ompost and constant fire vigil. Later that evening we arrived back at Hat Creek Ridge for more ridge soaring. Unfortunately, J blew my launch and injured my leg on one of those large vol-canic rocks. Everyone was very kind and helpful and handled the situation professionally. I experienced little pain or discomfort but wondered what further adventures I might have missed out on. Unfortunately, Mark's Explorer dcvel-opcd transmission problems that prematurely ended rhe excursion for Steve, Karen and himselC l headed back ro San Francisco where [ boarded an airplane Lo fly back home to Ccorgia. Would I do it again? Certainly. Would l do anything differently? Proba-bly. 'J'hc last flight was a mistake, but let that be recounted in an accident report. Suffice it to say that the West can offer adventures without comparison for pilots seeking the ultimate experience of soaring in conditions that arc as varied and challenging as any place in the world. II

HANG GLIDING

by USHGA Accident Review Chairman Bill Bryden e have talked extensively about techniques to enliancc your safety such as situational awareness, risk management, launch and landing considerations, prenigh t inspecrions and similar methodologies. This month we'll examine a couple of more equipment-related items that arc less obvious than helrncts and parachmes. During an instructional tandem flight a pilot was being acrotowed aloft. During the launch, the towline broke. The ring attached to the towline (a bridle attached to the pilot and glider threads through this ring) snapped hack, striking the student pilot in the forehead. This produced a laceration requiring stitches. Unfortunately, the above incident is far from the Erst occurrence of this type. A friend of mine has a scar over one eye from a nearly identical incident. I had a ring snap back during a tow about IO years ago that knocked the lens out of my glasses. l was uninjured, but landing with 20/20 vision in one eye and 20/400 vision in the other was interesting. Michael Robertson, author of the Robertson Charts of Reliability and instructor cxrraordinaire, was simply observing during a boat row, the weak link broke, and a ring struck him in the eye permanently blinding him in that eye. I am extremely thankfol I didn't suffer the same injury as Mike. My glasses saved my eye. When towing, eye protection is absolutely required. Eye protection must be worn by all pilots and anyone near the rowlinc during operations, particularly winch operators and observers in boats and rrucks for plati<)rm launch payout winch rowing. Ideally, safety glasses (prescription lenses arc available) with impact-resistant lenses should be worn. Regular eyeglasses (the U.S. government requires these to have a certain amount of impact resis-rance) and even most sunglasses are berrer than nothing. Never, never tow without eye protection. An advanced pilot was flying in the mid-afternoon at a mountain location when his glider suddenly inverted, pre)i\NU/\RY 2000

sumably from turbulence, although previous turbulence had not been very strong. The pilot promptly deployed his chute, bur he impacted the moun-tainside from his low altitude before it could open. He seemed uninjured and unhooked from the glider (he could reach the ground with his toes). Upon standing, he realized his knee was broken and was unable to hike out. His radio battery was dead, but fortunately a witness saw him crash and summoned emergency assistance. There were some additional interesting aspects to this event and some lessons for all. Had a witness not seen this accident it is not very likely he would have been located before nightfall, and wrong actions after the crash could have resulted in a fatality. This pilot (coincidentally, a friend of mine) did many things right before and after the crash and would have survived. 'I 'he right things he had done during the days and months beforehand were making preparations for the possibility that he might have to spend a cold nighr or two awaiting rescue. He had a space blanker tucked in his harness. Fortunately, he was also carrying a simple little emergency device a friend had given him that included a compass, a waterproof compartment fcJr some marches and a string lanyard, and the device's shell was a whistle. Seeing a search plane locate him, he knew rescuers were on the way, and blowing the whistle made it significantly easier for die ground team to find him. Unfortunately, he did not have a spare battery pack in his harness to summon aid or give his precise location. When stranded in a remote location and a simple hike-out is not readily feasible, generally your first concern is to secure warm shelter afrer tending to injuries and stopping all bleeding. This is more important than either food or water. You can survive for weeks without food and usually several days wirhout water, but without warmth you can die in a night from exposure, and it docs not have to be freezing for that to occur. Many desert locations can be extremely hot during the day, but temperatures can plunge into the 40's and 50's at night, plenty cold enough to cause hypothermia and even death if you arc illprcpared. Our pilot prepared precisely for rhat event. I-le used the matches in his survival whistle and started a fire to signal hcl p and

keep warm. [ Tc made himself a "nest" in the side of the hill, preparing to spend the night. He burned stuff including his parachute, trying to make smoke to signal for help. I-Iis chute would have made good insulation fluffed up around him and covered with the space blanket, so it might be better to save your chute for this purpose. There arc many books devoted entirely to wilderness survival :md l have found many of them ft.in to read. If you fly over hostile terrain, buy one or two and read them. You should carry some supplies on every flight in preparation for an emergency event. 'fbese don't always take up much space. A good activity for your next club meeting would be to discuss the ideal provisions to carry. Break into groups and brainsrorm some ideas, then share them, compiling the ultimate lisL. Discuss compact but decent first-aid kits, not those silly boo-boo kits that have a few Band-Aids and an aspirin. You need a couple of good multi-trauma dressings, some 4" x 4" gauze pads, a piece of foil or heavy plastic wrap and a couple of rolls of tape. ff you don't understand the need for the foil or plastic wrap, why not plan a good first-aid course for everyone in your club or flying communitv? The American Red Cross can provide in;tructors and even certification. Space blankets are good. (Could that suffice for the foil wrap in the first-aid kit?) Matches, a couple of candy bars, and a plastic bag with napkins are also ,l good idea. (Use the bag for water, and the napkins for fire-starting, nature calls, first aid, a runny nose, etc.) You should have batteries for your radio, and how will you know what channel or frequency to use? Does your club have an SOP (standard operating procedure) for these kind of events? What arc all the different ways you can use a parachute? Even if yon don't have a club, you can have some fun with rhis over the winter, just remember to implement your ideas before the spring flying season comes. The ideas aren't much good with-out the items needed to make them work. Our pilot friend never rhought he would crash into a mountainside. Many tow pilots don't expect a tow rope to break and a ring ro snap back into their face. Anticipating these events and others, despite the improbability of them occur-ring, is what often keeps rather minor events from becoming extremely serious. The Boy Scout motto, "Always he pre-pared," certainly has merit in our sport. II

JIANG GLIDING ADVISORY Used hang gliders should always be disassembled before flying for the flrst time and inspected cardi,lly for fatigued, benr or dented downtubcs, ruined bushings, bent bolts (especially the heart bolt), re-used Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with non-circular holes, and on flex wings, sails badly torn or torn loose from their anchor points front and back Oil the keel a!ld leading edges. ff in doubt, many hang gliding businesses will be happy to give an objective opinion on the condirioll of equipment you bring them to inspect. Buyers should select equipment that is appropriate for their skill level or rating. New pilots should seek professional instruction l'rom a USIICA CERTIFIED INSTRUCTOR. FLEX WINGS AFROS TARCET I Ci Crcat performing single smfacc, new May '99, red LE w/gray sail $2,000. (831)

EXXTACY NF.W & USED IN STOCK, DEMO DAILY. WALLABY RANCII (863) 42/i-0070.

FUSION 150 Very good condition, l1lu1c/1•cllow undersmface, 120 hours $2,500. (970)

FALCONS 140, 170, 195,225 new and used. WALLABY RANCH (863) 42/i-0070.

FUSION 150 -· Bcautifol condition, 60 hours, folly upgraded, unique colors, Wills wheels, spare downmbcs, never damaged Ric (610) 5448872, rica11dkarcn@cornpt,sc1vc.com

]!ALCON 225 Great condition, 25 hours, folding basctube, WW wheel kits, 2 downrubes $2,200. Sport 180 $500. Day (231) eves (23 J) 9/i I 127Ci, l'LYMAUEQllaol.com FALCONS CLEARANCE SALL School use, one season. All sizes $1,250-$2,500. (2Ci2) ,f!J-8800, bradi!7lhanggliding.co,n FLY 2 Tandem gliders, three to choose from, $2, I 00 and up, (2Ci2) lil:l-8800, bradQl)hanggliding.cont FORMULA 15/i Creat glider hours, extra tubes $/iOO.('518) 't~>.·YtTJ.

393-0995. AIRWAVE Kit Great shape, I 80-230lhs, -·CiO hours, stoted $600. (:l03) 530-1925 x 1%, jcsoto(i1starsys.com

AIRBORNE SHARK, Bl.ADE RACE, STING, BUZZ. New and nearly new. Demo daily. THEWALLABY RANCH (863) 124-0070. DOUBLE VISIONS & FLY2 New and used. WALLABY RANCH (863) 421-0070.

shape, low

FREE COCOON HARNESS With the purchase of any new glider. (517) 223-8(,83, Cloud9SA@aol.com. Largest· selection of new and used gliders in Michigan.

FULL PACKAGE DEAL Vision MkJV 19, I ligh Tracer harness, Ball vario with airspeed, new downtubcs, f1ying wires, two FM extras $2,000 OBO. (503) 659-98% ()rcgoni bria11g~hcompaq.nct

DREAMS -- Brand new, found in ](,S's $1,200 each. L:tst two!(858)

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FVERYTIIINC MUST C0 1 - RamAir $1,CiOO. Avian Amour $1,500. I!E harness, chute, CB vario, lcaro belrnct, mitts. Call (91Ci) 727-li1Ci5, iflyhighQilwebtv.nct

FUSION 150 ···· EXCELLENT CONDITION, bl11cltea1 & red WW. New /i/99, only (if) l,oms (been flying rhc Falcon), hydranet trailing edge. $3,500. (412) (i(i 1-347/i, lplchmann~1\tol.corn

FUSION 150 Excellent condition, white LF, black/blue $3,800 OBO. WWZ3 harness, 5'8"-Ci'2" $200. Jim (Ci2:l) 58!-0lliS, jamesw@lgateway.net FUSION 150 Grey & black, 70 hours $3,000. (905) 8:33--0117, xcarmandoQilaol.com FUSION 424-0070.

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GLIDF.RS ~ 35-, for sale, rigid ro single surface. Call/email for current list. Wallaby Ranch (863) 4240070 Florida, giiders~'1wallaby.com HPAT 145 Good condition, new leading edge cloth and recent superprcllight, $1,400.(2Ci2) li73-8800, brad@hanggliding.com Kl.ASSIC 133 Custom blue and orange colors, 29 hours, compkte with spccdbar and hand fairings·, immaculate condition $1,900. Selling because the sport. ((i2(i) 285-5810. Kl.ASS1C llili ~·· Yellow/white, absolute mint condition, 5 hours use and then stored indoors for 2 years $2,800. Klassic 155, 80 hours, clean $ J ,500 OBO. (2Ci2) 473-8800, hr;1tJQvhanggliding.com LAMINAR ST 14 Creen/whirc, good condition $2,000. jimzgreen~ilaol.com, (970) 209-5900.

l'USION 150 ·- Like new, CiO hours, tips, red/orange/yellow $2,900. (7[)7) 7Ci2--8651.

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:

SECTION U Flex Wings IJ Emergency Parachutes IU Parts & Accessories IJ Business & Employment U Miscellaneous rJ Paragliders iJ Videos

IJ Towing IJ Schools & Dealers IJ Ultralights IJ Rigid Wings IJ Publications & Organizations IJ Wanted U Harnesses

issue and run consecutive issue(s). My U check, IJ money order is enclosed in the amount of $ ········-------·-·····-··-·-··-· NAME: ·-·-············-·-·--····-··-········--·-··--·-··········--·--···-,-·-··-·--··· ADDRESS:····-·--···-~···-··-~---····--···--·····-~-------······-·····

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S\JPERSPORT 153 Supcrneat rnstom sail, very low hours, WW lin included $2,100. (262) liTl-8800, bradQilhanggliding.com

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MOYES CSX SX, XTL, XS.3, XT, etc. New and nearly new. Available immediately. Nation's largest Moyes dealer. WALLABY RANCH (863) 42/i-0070. MOYES SUPER XTRALJTF lli9 -- Mylar, finest one or its kind. Two bags. $1,500. I<mt (619) 6/ili-9900 San Diego.

NEW, USED And REFURBISHED harnesses. Buy, sell, trade, consignment. Cun11ison C:liders, I 51i9 County Road 17, C:1mnison CO 81230. (970) 6/i l 9315, http://gunnisonglidcrs.com/

MOYFS SX 153 Very good condition, white and red undersurface w/Moycs bird, faired &. original con-trol bars, 160 hours $1,liOO. l'lytec 4030, new in April $800. (208) 3li2 USO. MC lYFS x· !'RAJ .!TE 127 - Excellent condition, I00-,hours, fluorescent yellow LE, blue & turquoise undersurface $3,000 OBO. Call Erika (818) 557-1219.

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MOYES XTRALln: !Tl Mylar sail, white/orange, good shape $1,500. (307) 856-17.30,

l/1.TRASPORT lli7, 166 - Rcntal gliders at flight park, low hours, clean, priced to sell. (2(,2) 473-8800,

MOYLS XTRALITF L\7 Well kept, blue/green/white $1,500 OBO. (262) li?J-8800, hradQilhanggliding.con1

VISIONS &. PUI.SFS --- Bought-Sold-Traded. Raven Sky Sports (262) -i73-8800, brad<illhanggliding.com

MOYFS XT PRO 165 --- Novice/imennedi,llc do11ble surface. two available $1,600., $2,:JOO. (262) 4738800, brad(a)J1anggliding.co1n PACIFIC: AIRWAVF 1<5 Brand new, <35 hours, pasr 5 years, white 1.E. blue/magenta u11dcrsurExcellent condition, crisp sail!! $1,000 TAKFS IT1 (831) 688-Kl/RT, kurtair@aol.com PUI.SFS & VISIONS --- Bought-Sold-Traded. Raven Sky Sports (262) 473 8800, braM/lhanggliding.com SENSOR 510-E FULL RACE~- Excellc11t condition, still crisp, ora11ge/rnagenta/blue $1,250. (603) 6726629. Rainbow lower surface, alford-SENSOR 510 V( ;g ablc chance to own high performa11cc $400. (828) (,262099. SENSOR 610, l 52 Exccllenr condition, under 2'i hours $1,800. (8(,li) 862-li2.17, SC. SPECTRUM CLEARANCE SALE - Three I 65 Spectrums in near new condition, w/all options $2,400-$3,200. Raven Sky Sports (262) lil:3-8800, brad<iilhangglicling.co1n STFAI:J'I I 15 l $2,900 OBO. Laminar 14-$2,000 OBO. Both i11 excellent shape. (815) 23/i-5388, lb11nnerG1\1ol.co1n SUPERSPORT I S:l --- Blue/yellow/white, cxcclle11t condirion, sp,uc downruhcs, custom shipping crate $1,500 OBO. WWZ3 harness w/PDA chute, Flytcc 30 IO vario-make offer. (703) 689-950 I, Frik.'r'homas0lworldnct.att.11ct

JANUARY 2000

JOO gliders in stock. Lookout Mountain,

WW FAI.C:ON 1liO - Pink /purple, only (, hours. Best offrr. (505) 271-1702., carlamindcrCihhotrnail.com

Sizes & I IICH ENERC:Y POD llAIZNESSFS styles change monthly, $:\00-liOO. CC: IOOO's $250. Cocoons $200 each. LMFI' pod, 5'9" $/iOO. Kncehangcrs & stirrups also available. (2<,2) li73-8800,

MOSQUITO POWERED I IARNFSS For sale. Sell-launching. Two in stock. !'riced 10 sell $3,195 each. Lookout Mountain 1-800-688-56.l7, Oy(rrlhanglidc.con1 McNETT TRAININC l!ARNFSSFS strong, simple, durable. Tlrnusands of students trained in this harness over rhc past IO years. (207) 729 9867.

WWXC lli2 - Excellent condition, bcauti/,,1 colors, <50 hours. Must sell $2,liOO. (805) T/3-5292. WWXC: 142 EXCEi.LENT! hictory serviced, new wires, virgin nose cone, spare dt's and XC: bag $1,800. (51i1) 66/i-5915, rbhoyt<ihgo.corn WWXC: 155 --- C:rcat shape, always stored & transported in tube, winglcts included $2,500. Z3 harness, -5'8" $400. (559) 581t-1019 California. WWXC 155 I.ow hours, clean, nice condition $2,ltOO. (262) ii73-8800, bradCirlhanggliding.com EMERGENCY PARACHUTES

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ROCKET RESERVES --- With large polyconical canopy $550. (303) 3/i7-8995. PARAGLIDFRS USFD, GUARANTEED - 20' and 18' diameter, military $300ea. (303) 3/i7-89')5. 20 CORF Pl)A - w/swivcl $375. 2.0 gore $199. Many more available. Raven Sky Sports (262) 4738800, br:tdCr1'hanggliding.corn

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Large shell, new upgraded CARBON FIBER CG tail section, very comfortable, super aerodynamic. Call or email for price. (307) 733-2620, kwimbcrgV1)wynming.com

condition, as seen in ccntcrf()ld Nov. 98 I IC cover Sept 98 I IC, w/XC: bag, waterproof bag & regular bag

FXXTACY 1998 -

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$5. 500. !lob (970) Gli 1-9530. (')70) M 1 9207, skyout 1(r!lwebtv.net

ifi

C;LJGCENMOS Fl White sail w/floro red logo and tail high performance llown in world champs $8,000. 1--800-we-ily-xc. ULTRALIGHTS AEROTOW TR1KF --- Air Creation CT-Bl, w/mild 1<, wing, Rotax 582, hallistic reserve. Personal trike ser up to tow, not used cornmcrcially, low time, good condition$ 11,500. (2.08) 522-2/i2:J. IKAROS SPORT ,>\VIAT!ON -WWW.FI.YFORFUN.NE' f' SLIP TRIKE No mountains or tow park? No problem, self-launch and soar! Lightest weight, most cotfr pact, most competitively priced. Call or email for free brochure; rcfirndahle $10 for video. Liberated Flight (9/i 1) 722-2173 LIBPLIGJ-ITG1laol.com Ro tax 503 w/exp,msion chamber, starter, 'C' lent condition $ lli, 500 includes 0070, hlurnaxOOS(baol.corn WANTED MAGIC J[J 155 WANTED! parts. h1x (505) 824-li868.

ROC:KFT CITY AIRSPORTS -- Tire fitn, sale place to learn ro fly. We help you learn quickly and safely with LJSI-ICA certified professional instructors. Crear for lirst cross country flights. Three great sires and a Moyes-Bailey acrotug for those "other" days. I.earn to acrorow and earn yom AT rating. Mention this ad, bring a f'ricnd and receive one lesson 1/2 price. Call (256) 880-8512 or (256) T76-'J995.

R p 0 R T 2800 Torrey Pines Scenic: Drive San Diego CA 92037

Since 1928

CALIFORNJA DREAM WEAVER HAN(; Gl.l[)JNC; Train on Wills Wing Falcons. Four hom lessons $100. 'J"cn lesson package $750., includes tandem off 2,000 fr. Five lessons $/iOO. Or buy new equipment here and get all future lessons for each. Call, scheduling lessons 11ve clays a week, Friday through Tuesdays. Ideal training hill. J\rea s most INEXPENSIVE prices. Yom northern California MOSQUITO HARNESS dealer. Call for Mosquito dcmo11stration or clinic. Dealer for Wills Wing, Altair, High Fnergy Sports, Ball varios, C:amclbaks and more. T:rndcm instruction. USH(;A Adv:mcccl Instructor Doug Prather (209) 556-0469 Modesto, C:A.

I::::

llANC GLIDING AND PARAGLIDING USHCA c:crrified instruction, tandem flight instruction, sales, service, repairs, parachute repacks, and site

tours. San Diego's world class soaring center. Visa and Mastercard accepted. Call (858) Ii 52-9858 or check us our at

FLY AWAY JIANG CLJDINC/l'ARACLJDING Santa Barbara. Tammy Burcu (805) 692-9908. Wrecked/wornom for THF HANG CLIDINC CENTER 6312 Malcolm Drive, San Diego CA '!2115, (619) 265-'i.320.

I.A's BEST SINC:F 197/i 20 minutes from LAX. Full service walk-in center. Training for all skill levels,

1-!ICH ADVENTURE

Kagel Mountain Flight Parle 325 sunny days a year. 16145 Victory Blvd., Van Nuys CA 'J 140(,, (818) 9880111, fax (818) 988-1862, www.windsporrs.com

rcn1als, guide service, sales,

llang gliding, paragliding school. Equipment sales, service, rentals at Sornhcrn California's mile high site, Crestline. US]f(;A lnstrncror Rob McKenzie. By appointment year round. (909) 88.o-8/i88, www.flyrandcm.com LAKE ELSINORE SPORTS FULL SERVICE SHOP with a focus on sntdem pilot needs. We J\RF the area s only walk-in shop. Open 6 a week I Oam-6pm, closed on Mondays. (909)

MK/i needed. 1-800-,688-5<,37.

MACH: J\IR ~ l.ocatcrl in Northern California. I .cssons, sales, service. (707) 963-3455.

SCHOOLS & DEALERS

at: world fornous

COI.ORADO AIRTIME ABOVE HANG CI.IDJNG lessons, sales, service. Colorado's rnost ,.,,,cn,enn'"

Wills Wing, Moyes, Altair, I ligh Energy, Ball, Flytec, Flight Connections and much more. Call (303) 67/i2/i51, Evergreen, Colorado Airtimcl-lG&laol.corn CONNECTICUr MOUNTAIN WIN(;S-- Look under New York. FLORIDA

LARCEST HAN(; Cl.I DI NC SHOP In the West! Om deluxe retail shop showcases the latest equipment and has two virtual reality hang glidiug flight sinrnbtors. We stock new and uscd ... Wills Wing, Altair and Moyes gliders, and all the holies/ new harnesses. Tradeins arc welcome.

NATIONAL SCHOO!. NETWORK R!Nc;s LOCAi.LY. For inl,,rmation call David (706) 6578185, daviM1\lavidglover.corn ALABAMA LOOKOUT MOUNTAIN FLTCI IT PARK ad under Georgia.

Sec

Our comprehensive training program, locatccl m the San Francisco Bay Area's finest beginner site li:aturcs: sloped "bunny hills," Wills Wing hdcons of all sizes and comfortable training harnesses! 'TIRST Fl .I( ;JI' J"" 15 min me video tour of' our heginncr lesson program shows :t smclcnr's skill progression $20 (shipping included). I 11 G Wrigley Milpitas C:A 95035 (nCtlr S,117_/ose). (li08) 262-1055, (li08) 2(,2-1388. www.liattg-gliding.com

US! ICA CER'J'ffIED TANDFM INSTRUCTION By Gregg McNamee. Aerotow training & ratings. Dealer for all major and acrotow equipment, l. 5

hours from Call (:l52) 489-9969. fly~ilgraybirdairspons.cotn www.graybirdairsporrs.com

HANC CLIDING

lassifi LOOKOUT MOUNTAIN i'LIGl TT PARK Sec ad under Ccorgia. Nearest mountain training center to Orlando (only 8 hours).

NO MORE BUNNY... THE HILL WITH IT[

BUNKHOUSE

WF ! !AVE The most advanced training program known to hang gliding, teaching you in half the Lime it takes on the tr:iining--BUNNY HILL, and with more inflight air rime. YES, WE CAN TEACH YOU JlASTER AND SAFER. For year-round training 11111 in the sun, call or wrirc Miami l bug Gliding (305) )85-8'J7il. 2550 S Bayshore Drive, Coconut Crovc, Florida 3313.3.

HAWAII

QUEST AIR SOARINC CENTFR -- Your vacation hany, gliding location. (552) li2.9-02.13, fax (352.) f\29

BIRDS IN Pi\RADISE gliding & ulrralight insrruction. (808) flying 011 Kauai. Ccrril·1cd 822-5:'30') or (808) (,.19- I 067, birdipQ1laJoha.ncr www.birdsinparadisc.com

WARM&. C:OMFORTABJ.F By UvlFP' 32 bunks, hot showers, open all year, 24 hom self rcgistrarion. 1-800-803-7788!

The AcroLOw l'lighr Park Satisfoction ( ;11:1ramcecl JUST 8 Ml LES FROM DISNEY WORLD

• YEAR ROUND SOARING • OPEN 7 DAYS A WEEK • PIVETUCS, NOWAITJNG • EVERY DIRECTION

50+ NJC!; demos to Oy: Topless ro Trainer Gliders: Laminar, :vloycs, Wills, Airborne, Airwavc, Exxracy, Millennium J,a Moucttc, Sensor; also harncssc~, varios, etc.

Ages I :l To T\ have learned w fly here. No one comes close to our level of experience and success with tandem aerorow instruction.

A GREAT SCENE FOR FAMILY AND FRIENDS ...

/i8'16. Visit our website at: wvvw.qucstairforcc.com or

email us: qucstair(l:isundial.ncL

ILLINOIS

GEORGJA

JIANC: C:LlllE C:HIC:ACO

Acrntowing thrn

Prairie Soaring at Leland Airport, l hour wcsr of

IO morels & restcurants wirhin 5 mins., camping, hot showl:rs) shade trees, .salcs storage, ratings XC 1

Chicago. Tandem instrnction. i\irport (815) 495-)82.1, home (815) ?lil-2250.

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(l 12.) %0-0700, (815) RAVEN SKY SPORTS ti89-'J700 or (262) /iT,-8800. 2 hours from Chicago,

Flights of over I 67 miles and more than 7 hours. Articles in I /1111,( (,'/idin.~; Kitpkmcs, Skywin7,s, <.1·oss (.inmliy and others. Fcat11rcd on numerous TV shows, including ESPN2.

90 minutes from

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best instruclors 1 the

equipment, the best rcsuhs in

the Midwest. Training program for combined/intcgr:ued foot hunch a11d aerotow cerrification. Apply I OO')h of your intro lesson costs to certification program

Visit us on the Web: http://www.wallaby.com

upgrade! Please sec our ad under WISCONSIN.

Please call ns for references and video. 1805 Dean Still Road, Disney Arca, Fl. (863) 424-0070 phone & fax fly~ilwallaby.co11,

:rrn.,7

Conservative• Reliable• Stare of the Art F.J I.C:. INC./FLYlNC FI.ORI DA SINCE 1971 Malcolm .Jones, Ryan Clover, Carlos Bcssa ] ,:mric Croft, .Jeremie I Jill, Kerry I .loyd Tom Ramseur, Roger Sherrod, Rhett Radford Tiki Mashy, Paris Willi:uns

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roOII\.

I.OOKOU'J' MOUNTAIN l'LIC:HT !'ARK Sec our display ad. Discover why FOUR TIMES "s many pilo1s cam their at Lookout than at any 01 her school! We wrote ICA's Official Training Manual. Our specialty-customer satisfaction and run wirh the BEST FACIJ.ITJES, inventory, camping, swimming, volleyball, rnore a flying trip, intro !light or lesson packages. l.ookont Mountain, just outside Chattanooga, yom COMPI.FTE training/service ccn, rcr. lnfo? (800) 688-LMFP. 1

)i\NUARY 2000

your classified ad, membership renewal or merchandise order:

(719) 632-641 We gladly accept V1SA and MasterCard.

Hang Gliding Fun For Everyone! 44 Acre Mountain Retreat

Five times as many students learn to

at Lookout than at any other school in the country.

Continued from page 47. Cavanaugh called out numbers of winning raffle tickets. There were hats, T-shirts and phone cards from USHGA; three tandem rows from Highland Aerosports; two copies of Sky Adventures from Sky Dog Publications; T-shirts, caps and insulated can holders from Kitty Hawk Kites; and polo and sweatshirts, caps, and croakies from Wills Wing. Laden with the gooc:Ues, pilots headed for their tents, campers, or mocel rooms to rest up for che second day of the fly-in. On day two we moved to Fisher Road, a south-southeast launch near Breezewood. The Buchanan Seate Forest, which owns this site, has been very good to us over the years, letting us carve out of the woods a very userfriendly launch. It is also one of che most consistently soarable launches, particularly late in the day. Early on, however, you rakes your chances. This was to be one of those typical days. The soaring forecast was pathetic and again there were very few cumies. The meet director called two tasks again: a Ritchie's Knob out-and-return or straight-line distance, and duration for

fly

20 minutes f ram Chattanooga, 2 hours from Atlanta, Knoxville, Nashville, Birmingham and Huntsville Country Club Flying: loging on site, swimming pool, volleyball, bath house, clubhouse, food service, pro shop Ages 11· 76 have learned here Full Time Pro Shop and Custom Sew Shop Equipment sales, rentals, service, repairs, storage

Hang Il's. Ellis wan red to go off first again, even if ir meant a sledder (ic c:Ud) . Other pilots decided ro cry their luck early on and ended up in tl1e main LZ. FIFI members were watching our closest competiror, the Daedalus Divers. Pere Lehmann had launched early, worked up to 1,100 over, and headed for the end of the ridge. After a low scare at the end he climbed back our and, mistakenly clunking the launch window was soon to close ac 4:00 PM, and chinking that no one else would make the ridge run, had bailed off the end of the ridge for a short X-C of7.3 miles. His cearnrnaces didn't fare as well, making only one-way trips to the Ritchie Knob landing field. Running the 5.7-mile ridge is not a very challenging flight for experienced pilots when there is consistent ridge lifi: (however light) and if it's not the first time. There are fields out front along the route until the last mile or so where it is solid trees. If you know that just around the end of the ridge there is a big field, even bigger and flatter than the main LZ, you can make the last

part on a glide even if yo u are 100 feet below ridge level. By 4: 15 PM I was off, heading for the high point of the ridge to the right of launch where a rock slide on the back side heats up and marks a house thermal. A few hundred feec over chis point I headed down the ridge to test for consistency of lift. Abo ut two miles along l heard Judy's voice on the radio, "Christy, what do yo u chink?" "A cake walk, " I replied. She passed the word on to the other members of FIFI and they began launching. In the meantime, I'd flown to the end of the ridge and was looking for the square, clear patch that was supposed to be me designated turn point. The old Ritchie Knob launch which I'd thought was the turn point was completely overgrown so it c:Udn't match me description (but it was the turnpoint). A patch several hundred feet off the end of the ridge where ic dropped down sharply was clear and square. Just to be on me safe side, I left the ridge, did a turn around that pacch, and flew back ro the end of the ridge. I was roo low and ended up with some Pittsburgh boys in rhe Ritchie Knob field. HANG GLIDING

• Best training results in the country: 98 percent of our Begin ner rated pilots earned their Novice Mountain Solo or Aerotow ratings at Lookout in 1999 • Lookout Mountain provided more tandem in structiona l and introductory flights than any other flight park in 1999 • Lookout Mountain spec ializes in the Integrated Instruction of foot launch and aerotow tandem ski ll s

• 65' and 125' training hills and 1340' novice mountain launch on site, the best training hills in the country • Foot launch and aerotow certification • First Full time Aerotow Flight Park, Four Tu gs • Mountain launch supervision • Best priced Learn to fly packages and camps in the country • We wrote the USHGA's official training manual

Call Lookout Mountain at (800) 688-5637 In the meantime, Judy and her Klassic

133 flew down d1e ridge and back co launch, completing the ridge cask. She wasn't done, however. Her plan was to round up some FIFI's for her second run. She fow1d Sheila and Janee (on a Falcon) back near launch and scarred down che ridge, giving rips and encouragement over the radio to her charges. le was Janet's first cross-country attempt and you could cell from her voice on the radio d1ac she was very nervous straying so far from the LZ. Bue with nerves of steel (and grirring her teeth) charged forward even when below ridge level part way down. When she landed 20 minutes lacer in che Ritchie's Knob field she was totally elated and hooked on crosscountry flying. Sheila, feeling more comfortable about the sea of trees on the trip down and wanting to complete che cask for FIFI, went back wid1 Judy to me launch area . Ellis, with ream driver Kelly's help, had returned to launch and got off shortly before me 5:00 PM closing. She had no trouble maintaining in the magic conditions and even took a break from che ridge laps to sneak down che ridge after Judy, men returned to me launch area to JANUARY 2000

her "real job." On her durd run, Judy led Karen down me ridge. Karen discovered mat her radio wasn't transmitting right before launching and had Kelly relay dus information to Judy. No problem, Judy simply resorted ro me "if you wam to .. ., then wave your arm" technique and Karen could be seen waving her arm wildly for her "yes" response. Shei la accompanied iliem, looking forward to landing in me bigger and bercer Ritchie Knob field and, more in1porcancly, sharing the joy of flying with her fellow FIFI's. After iliey landed we had a big ream hug and cheersession as the Pircsburgh ream and some oilier pilots looked on. When we got back to launch it was geering lace and only C\VO pilots were left on me ridge, one of whom was El lis. She didn't have a radio, so we couldn't cell her that Tean1 FIFI had already beaten back me Daedalus Diver boys. Bur Ellis is truly a dedicated ream member. She was also hoping the other pilot would land before she did so she could follow his lead. Finally, long afte r most of rhe odm pilots had headed for home, iliey came

•

www.hanglide.com in fo r a landing with Ellis racking up ano ther C\'IO and a half hours of airtime. Ironically, Ellis cl1e11 made her only mistake of me weekend, duplicating mat male pilot's approach. H e had landed straight downwind. We helped Ellis bag her glider and headed for cl1e elegant Pizza Hut victory feast and awards presentation in Breezewood where plaques and trophies were bestowed on the iliree top-scoring teams and individual. S EVE TH ANNUAL McCONNELLSBURG HANG GLIDING FESTIVAL RESULTS

Teams First Second

FIFI Mountai neers

80.80 points 40.20 points

Individuals First Second

Ellis Kim Pere Lehmann

For more inf01mation on the Marykznd and Capital hang gliding clubs, visit our website: www.mhga.com. For more information on the fly-in: www.mhga.com/HGFest!hgfest.html. •

ifieds INDIANA RAVEN SKY SPORTS (267.) ,f7:J--8800. Please sec our ad under Wisconsin. hrad@hanggliding.com MARYLAND MARYi.AND SCHOOi. OF HANG CJ.IDTNG, INC. Certified instruction, specializing in foot launch. Dealers for Wills Wing, Moyes, High Energy, year-round instruction. (•i 1O) 527-0975.

TRAVERSE CITY HANG Gl.IDERS/PARAGI.IDERS FULL-TIME shop. C:crtifted instruction, foot launch and row. Sales, service, accessories for ALL major brands. VISA/MASTERCARD. Come soar our 450' dimes! 1509 E 8rh, Traverse City Ml li%8/i. pa1-;1gl1<11ng lessons & dealer for die Bill at ((, 16) 97.2-28/ili, rcl1an1gglrc\crl;'1'1m,o.,:on1. Visit our pa1·agll1'11ng Jackson, Wyoming. ( :all Tracie ar MINNESO'J'A RAVEN SI<Y SPOlffS (612) :HO 1800 or (267.) li73-8800. Please sec om ad under WISCONSIN.

MEXICO

ll<AROS SPORT AV1ATION -· NYC: s first and only certified hang gliding, paragliding, microlights (trikes), paragliding. Distributors for Avian. Dealers most major brands. htll service and equip· The most friendly service in the rncnt at best area. Store 29 .31 Newtown Ave., Astoria NY. Phone (718) 777-7000, WWW.FLYFORFUN.NET SUSQUEHANNA FUGT TT PARK ·- Cooperstown, NY. Certified lnstruction, Sales and Service for all major rnanufacrnrcrs. /i() acre park, 5 hills, jeep rides, hunk house, hot showers, N\Xi' ridge. We have the best in N. New York stare to teach you how to fly. c/o Dan Guido, Box 293 Shoemaker Rd, Mohawk NY 13407, Cl 15) 866-6153.

NEVADA NORTII CAROLINA Sierra soaring at its bcsr. ADVENTURE SPORTS Toms and tandems available. Instruction from certified US] IGA instructors with 2.5 years experience. Sales, service and instruction by appointment Carson

Tahoe

NV.

(T75)

883-7070

LAS VEGAS AJRBORN WATERSPORTS USHGA certified lung gliding imtrucrion. Sales and service, boat tow, mountain soaring, XC. (707.) 26() .. 7950 www.virtualhosts.ner/skysail/main.hrm VAI.1.F DE BRAVO Weck long toms, in-n-out on $795 hang gliding. 1-800-861-ll 98,

NEW JERSEY MOUNTAIN WfNCS-- l.ook under New York.

MICHIGAN NEW MEXICO CLOUD 9 SPORT AVIATION Acrotow specialists. Great deals oil all major brand gliders. Now in stock: Laminar ST; Wills Fusion, XC, Ulrraspon, Falcon; Sonic; Acros Stealth 7.; Magic Kiss. ( hlll'i,,,,,,r svh,,cls. launch cart kits, and other accessories in Call for spring tandem lessons and flying appointments with the DraachenFlicgen Soaring Club at Cloud 9 field, 11 088 Coon Lake Rd. W., Webberville, Ml 48892. (51'7) 223,8683. Cloud9sa(ii\tol .com hrtp://mcmbers.aol.co1n/cloud9sa

brand gliders & accessories. Crear

ALL major (7.;jl) 882

lt7'l:li, wingrnan@\ravcrsc.com

HAN

LID IN

NORM LESNOW'S FLYfNC ADVFN'!'!URES Since 1978. Experience & arc 111. Aerorowing and hill introductory flights foll range of lesson programs for beginner to advanced. Aerorow clinics & lJS!-JCA appropriate ratings available. USHGA certified school. Please contact Norm J.esnow.. Master Pilot, Fxamincr, Advanced Tandem lnsl!'uctor, Tow Administrator. (248) :'399 .. 94.3.3, FUJ,J.... 'fIME school. nlfo<?~juno.cotn, w,vw.scrioussports.co1n/nlfo

Srate-orthc-arr CROSSROADS WINDSPORTS training with stationary simulator, Boom Bar, tandems, video coaching. Towing for hang and paraglidcrs. Rentals. Camping on the Airpark! Call Curr Graham in Hobbs (505) 397.-ll2.22.

UP OVER NEW MEXICO Instruction, sales, service. Sandia Mountain guides. Wills, Airwavc. Albuquerque, NM (505) 82.1-8544. NEW YORK J\AA Fl.lGHT SCHOOL MOUNTAIN WINGS I EI.I.ENVJ 1.l.E AIR SPORTS. Full service shop, Oighr park, Ii 500ft. row field, winch and aero rowing, tandems, two-place lJ.l .. training. Airwavc, Alu1ir, Moyes, i\eros, lcaro 2000, Flight Star U.1.., MOSQUJ. TO harness, WOODY VALLEY harnesses in The original v. MJTTS $29.00. or (91/i) 617-5377 I 50 Canal Sr., Ellcnvillc, NY

Fast. Serving S. Fl.Y Hf GI 1 I IANC GL!DlNG, INC. New York, Con!lccticut, Jersey areas (Ellenville Mm.) Area's EXCUJSIVE Wills Wing dealer/specialist. Also all other major brands, accessories. Certified school/instruction. Teaching since 1979. Area's most INEXPENSIVE prices. Excellent secondary instruction ... if you've fJnished a program and wish to continue. Fly the rnounrain! ATOL Tandem flights! Contact Paul I G:J Rd, Pinc Bush, NY 12566, (9lli)

• TANDEM INSTRUCTION • AEROTOWING • BOAT TOWING • BEACI l RESORT • TRAIN!NC CAMPS • FOOT I.A UNCH • OPEN YEAR ROUND • PARACl.lD[NG • EQlJ/PMFNT SA!.FS AND SERVICE

(~~~) JJ4-4lll NAG~ HEAD, NC Internet Address: htrp://www.kirtyhawk.com Ji-Mail Address: infoQ>kittyhawk.com PENNSYLVANIA MOUNTAIN TOP RECREATION Certified instrnction, Pittsburgh. (417.) 767-li882. C'MON our AND PLAY! MOUN' l'AIN WINGS

I .ook under New York.

HAN(; CLIDINC

s PUERTO RICO FLY PUERTO RICO Team Spirit l Lrng Cliding, J IC classes daily, randem instrnction available. \Xlills dealer. Clider rentals for qualified pilors. PO Box Santiago, Puerto Rico OD7/i 1. (787) 8500508, tshgv1\:oqui.net

Area's OLDEST Wills TOTAL AIR SPORTS \Ving dealer. Certified instruction available. "I only DEAL with WILLS". 1617-1 Lakeview, Houston TX T70/i0. (7Jl) 9)78614.

PARTS & ACCESSORIES AEROTOWING ACCESSORIES Sec TOW! NC. THE WALLABY RANCH (863) 121-0070. /\M/\ZINCI.Y !.OW PR!CFS BohQ1lbrokerforyou .co1n

UTAH WASATCH WINGS

On all Ball variost

Utah's only frill service hang

gliding school, Point of' Lhe Mount;iin, regional moun--

TFNNESSEE

tain sites, towing. Dealer for Acros, Altair, Wills Wings, Moyes, /\irwave and 111uch more. Call /.ac (801) 57Ci-Oili2, wingsGrlwasarch.com www.was;1tch.com/ ,wings

VIRGINIA

HAWK AIRSI'ORTS INC P.O. Box 9056, Knoxville, TN :379/i(J.()056, (li2.'3) 670020/i. !fang Cliding and world famous Windsoks. l law\z(rtlwindsok.com, www.windsok.crnn LOOl(OUT MOUNTAIN l'IJCl IT !'ARI<

Sec

ad under Ccorgia.

BLUI' Sl<Y ~- Instruction, gliders, accessories, custom scvving, repairs,

harness. Call Steve TEXAS

Clidcr Savers, Mosquito moror (510) li.32-G557, (80/i) 241·

BEST 12" Wl!FELS AVAH/\Bl.E - Super tough, lightweight, a rnusr for tandem flying. Built-in wheel. $/i2.95, quantity lrnshings. Only USA-built discounts. lmmcdia1c delivery. Lookou1- Mou11rai11 (800) 688-LMFI'.

432/i.

FI.IC!IT CONNECTIONS, INC . PTT 11 KITTY !IA WK KITES

Sec North Carolina.

SIi.VER WINCS, JNC. Certified instructiou and equipment sales. (703) 5'.rl 1965 Arlington VA. WISCONSJN

• YF/\R-ROUND XC 1'JYINC: • TIIH.EE TUC:S • TANDEM TRAIN INC• OPEN DAY J\ WEFI< • AEROTOWINC • DR/\CONFLYTR/\INJNC • WINCH TOWINC • TRll<F TR/\lNINC • FOOT LAUNCH• FLY-INS AND C:IINIC:S • PAR/\C:LIDINC: TOWS• 600 ACRE FACILITY • SALES AND SERVICE• 7,200' RUNWAY Steve Burns· 409.279.9.382 email: sburnsGilalpha l .nct Fred Burns· 28 I .471.1 li88 email: ausrinairvtlaol.rnm www.a11stinairsports.com

RAVEN SKY SPORTS IIANC Cl.lDING AND PARAGLIDING - The Midwest's Premier acrotow flight park, founded in 1992. l'eaturing lNTEGRATED INSTRUCTION o!' foor-launch and ,tcrotow tandem skills, ar package prices to hear any in the USA. Seven hc:iutifttl, grassy hills all wind directions. Fom \ )rngonfly 1nw no Three tandem gliders on wheeled undercarriages. WW Falcons for training from the very first lessons. USC/\ ultralight ,md instruction. Paragliding tows. free c1tnping.

Salcs/scrvtce/accc:ssc,rics for all brands. Open days a week. C:omact Brad Kushner, PO Box IOI, Whitcwarcr WI 'i} 190 (2(,2) li73-8800 phone, (262) /iTJ-8801 fax, www.hanggliding.co1n, 1,rad~~hanggliditlg.corn

CO ... ! !/\NC: C:LIDINC!!! Jdfllunt. Austin ph/fox (512.) liG7-2.529 jefliiilflytexas.corn www.flytexas.com

• New and lmproved • \Varer/Dust Rcsist:m t Push But ton • Field Replaceable Finger Switch • I lcavier Cauge Wire/1 mproved Plugs • lncreased Strain Rclief'at ALL Joints lmroducrory price $89.95. Extra /,ngcr switch $1/i.95 w/purchase. Dealer inquiries welcome. Call (<J I:l) 2687946. M( :/Visa. Visit our website at www.flightconn.com THIS

!."am !!II.I. COUNTRY PARACLIDINC INC: complete pilot skills. Personalized USJICA cenifi"d

NOT TI !IS

training, ridge so;.iring, foot & lOW launching in ccntra!

Texas. MOTORIZED PARAGLIDING !NSTRUC. T!ON & EQUIPMENT AVAILABLE. (915) \79· 1185. 1175 C:R 220, Tow, TX 78672. KITE ENTERPRISES

Foot launch, platform

launch and aero tow instruct ion too. Training, sales, renrals and repair. /\irwavc & Wills Wing. Dallas, Fort

Worth and north Texas area. 2 J 1 Ellis, Allen TX 75002. (972) 390-')090 nights, weekends, www.kiLc-cntcrpriscs.com

/\ERO PAR[( A recreational airpark NW of' Milwaukee olforing skydiving, ultralight instruction, certified 11ight instrnction, har & grill :rnd of course gliding tandem lessons, sales and service. Spcci:1lizing in ac:rorowing, pay-out winch ;md mountain to11rs. Call SurfAir (Ii lli) 783·771i7.

GATE SJ\ VERS Send $5 plus $1 s/h to Rodger Hoyt, 956 Clengrovc Ave., Central Point OR 97502, (511) GM 'i915.

JANUARY 2000

ifi HJ\NC: C:UllER C:J\MFRJ\ PJ\CKJ\GE Wired remote, includes mount, wide angle w/ini!nitc standby, auto flash , 35mm auto rewind. Super light weight 5.3 oz everything you need $18'). Complete. Visa

(702) 260 7950. l1np://www. vi nualhosts.11cr/skysail/ camera.hrm HANG GLIDING GIFTS Hang gliding and paragliding gifts, including Christmas ornaments, beer mugs, jewelry, mobiles, and MUCJI MORF. Call for a free catalog! :>oaring Dreams/Liso Tate, l I716 hiirview Avenue, Boise JD 837U. (2.08) 376-7914, Zoolisa<r1\10l.com

More than 10,000 hang gliding enthusiasts read our magazine every month. That's more than 20,000 eyes seeing your ad.

TEK FLIGHT PRODUCTS

mounts

Camera mo11nr $48.50. Camera remote (ask about rebate) $45. Vario mmlllt $15. 6" wheels $29.75. 8" wheels $31.75 S&H included. TEK FLIGHT Products, Colebrook Stage, Winsted C:T 06098. Or call (860) 379-1668. Email: tcJ<(iil,mct.nct or om page: lmp://mcmbcrs.tripod.comi--tekfligl1t/i11dcx.l1tml

TROPHIES

Haug gliding/paragliding. Unique, custom designs for any size meet or budget! Call Lisa Tate/Soaring Dreams to discuss your needs. (208) 376-7914, Zoolisa~1laol.com

HEJ\VYDUTY, WATERPROOF PVC hill 1110 zipper, $107 ppd. XC-Camo or white. 115 zipper $65 ppd. Gunnison Gliders, 1549 County Road l Gunnison CO 81230. (970) 64 l-93 I 5, http://gunnisonglidcrs.com/

MINI VARIO World's smallest, simplest vario! Clips to helmet or chinstrap. 7-00 homs on batteries, 018,000 fr., fast response and 2 year warranty. Great for paragliding too. ONLY $169. Mallcttcc, ['() Box 15756, Santa Ana CA, 92735. (711) 966-1210, M(:/Visa accepted, www.mallcrtcc.com

DON'T GET CAUCHT 1./\NDINC DOWN WIND!~ 1.5 oz. ripsrop nylon, UV rrcated, 5'1" long w/ 11" throat. Available colors fluorescent pink/yellow or fluorescent pink/white. $39.95 (+$1.75 S/1 l). Send to USllCJ\ Windsok, P.O. Box 1330, Colorado CO 80901-l:330, (719) G32-8300, fox (719) 17, ushga@ushga.org VTSJ\/MC accepted. Check the merchandise section of our web

JllGll PERSPECTTVF Wf !EELS

Real lifr savers! 12", light, tough. Fits all gliders. Send $41.95 + $1.50 shipping per pair to Sport Aviation, PO Box l () 1, Mingoville PA 16856. Ask ahonr our dealer prices.

l.J\MJNAR PARTS We have what you need ,111d we arc committed to same day shipping. AV8 Cill (760) 721-·0701 or email at indasky!i-»yahoo.com

Can't afford new equipment? Find great bargains 111 our classified ad department. 60

site www.usliga.org for a color picture of rhis awesome

The world-class XCR-l 80 operates up to 3 honrs Q0 18,000 ft. and

harness, !Jo,.vmcter only $375.00.

windsok.

only lilb. Complete kit with cannula and remote on/off

Classified advertising: new life for your equipment and cash in your pocket. What a deal!

your classified ad, membership renewal or merchandise order: (719) 632-641 We gladly accept VISA and MasterCard.

HANC GLIDJNC

BUSINESS & EMPLOYMENT DRAGONFLY TOW CLUB The success is in the smiles! Dragonlly kits available NOW for $ I 0,800! l'ully built for $12,800 plus you get Bobby Bailey 10 train you at your site. Call for details. Ken Brown dba Moyes America (Ii 15) Ti.3--95:3/i l'lyaMoycsV''aoLcorn FOR SALE Arizona hang gliding business. Reduced to hall' price .. ),51(! Al\ wind directions ma1H11ade hill wirl1 ten acres. Fxccllcut location close to SPEED GLIDING: TEAR UP THE SKIFS By Advcntnrc l'rodnct ions $2/i. 'Vi Covers the speed gliding co111csr in K:1rnloops, British Columbia and then <Jnto Telluride, Colorado. Superior graphic animation, great camera angles. 2/i

Phoenix/Tucson ;rnd near mountain sites. Ciant shop & stock. (480) 777-8607.

LET Tl lF c;OVERNMFNT FINANCE Your small business. Crants/loans to $800,000. Free recorded message (707) /1/18-0270 (FY7).

HARl,Y !\ND Tlli', l l!\NC CIJDER is a bcaur'tfully illustrated children's book. With liO color pages written for pilots to share the dream of' flight! To order: send $24.')5 plus $.l shipping to Sky] ligh Publishing, 201 N Tyndall, Tucsou AZ 85719 or call (520) (i28816'i Visa/MC: accepted.

WANTED ..~ I Jang Cliding/Parngliding instructors. Immediate f'ttll time openings available. Live the California dream ... instruct students at the San Francisco Bay area's premier training sire. Service shop employment is also :tvailable. Ask for Pat Denevau (408) 262- I 055. MSC! lC(a\10l.com ·www.h;:)ng~gliding.com

Society of America) Inc. ( :overs all aspects of soaring

PUBLICATIONS & ORGANIZATIONS

$.l. SSA, P.O. Box 2100, l lobbs, NM 8824 I. (505)

SOAlUNC

Monthly magazine of The Soaring

m'mrncs

TELLURIDE SPEED GLIDING By Tatum Production., $19.95. Complete coverage of' this event. The souud of the t,lidcrs passing through the control gai-cs is totally awesome. 3:) minutes

Call USHC:;\ (71 9) 6l2-8.'l00, fox (719) G32 6/i 17, order from our wch site www.11shga.org. Please add 1-:h!i s/h in the USJ\.

flight. Full membership $55. Info. kit with sample copy .192-11?7. CALL US] !CA For a magazine back issue order form. hom the early Crouud Skimmer to rhe present Hang Cliding. (719) 632-8.'lOO.

TOWJNC

AFROTOWJNG ACCESSORIES lleadqnarters for: The finest releases, scrnml:uy releases, Spectra "V" bridles, weak link.s, tandem wheels, launcl1 can kits, etc. Tl-lE WALLABY RANCll (863) lt24-0070. CLOUD 9 SPORT AVIATION Hang gliding cq11ipmcnl and acccssoric,\. Launch curs $500, partial kits (5 ll) 223 .. 8(,83 Cloud9SAv1'aol.com Sec carts at http:// mem bcrs.aol .corn/ elm 1d9sa

From the 'J 'clluride l'estival in 1981, to the modern clay

freestyle competition. Follow the history of' this dynamic gathering. $2/i.95 Call USHCJ\ (71 ')) 6.12-i-UOO, fax (719) (,:32...Cili 1 order from our web site www.nshga.org. Please add IM domestic s/h.

VJDFOS & FILMS MISCFI.J,ANEOUS

BJ\G If you don'r- have your copy of Dennis Pagen's PFRFORM!\NC:E l'!SING yet, available through USl-lGA I kadq1wrters $29.95 (, $5.50 s&h for UPS/Priority Mail delivery). USHGA, PO Box 1330, Colorado Spriugs CO 8090 I. 1.. 800-616-6888 www.ushga.org

Our advertisers appreciate your support and patronage. Tell them you saw their ad in

I-Jang Gliding.

*NEW* AFRONAUTS JIANG GLIDING MAS Trms, by Photographic Expeditious. J\ documentary of' hang gliding today. Superb footage, graphics & interviews. This is the video you show your family and friends! 43 min $29.95. PARTY AT CLOUDBASF. J\ haug gliding music video by Adventure Productiorn $19.95. HANG GLIDING EXTREME & BORN TO FLY by J\dvcnture Productions, great hg action $3/i.95 each. HAWAIIAN FLYIN hy Space 9, soaring in paradise, amazing launches $3:\.00 Call USf!CA (719) 632-8300, fax (719) 632-Gli17, email: 11shg:1G11ushga.org, or order off our web page www.ushga.org. Please add ·I $4 domestic s/h (+$5 for \wo or rnorc videos). Crea, 10 in1press ymu friends or

for those socked .. in days. l'cdcct gift for the Lrnuch potato turned couch potato. Also, ask us about our paragliding videos!

"AFROBATICS" Full color 2..'l"x 31" poster f,,amring John I lciney doing what he docs hcst-l.OOl'lNC 1 Available through USHC1\ llQ for just $6.95 (1$/i.OO s/h). l'ill that void on your wall 1 Send to US! !CA Acrob,11ics Poster, [>() Box 1300, Colorado Springs C:0 80'.J:l:l. (lJSA & Canada only. Sorry, posters arc NOT AV !\I LABLF on international orders,) Sl'I·:. CIAL-Aerobatics & Eric Raymond BOTI l FOR$ IO s/h). Check the mercl1ancJ1se section of our web sil<: w,vw.ushga.nrg fo1 a color pi(

turc of these hcautilitl posters.

]ANLJAIN 2000

ifieds VfDFOS BOOKS & POSTERS Call USIIGA for your Merchandise order form (719) 632-8300, email: ushga~"ushga.org, or cl1eck our web page

Aero Club listing Amderny ofMode! Aeronautics www.modelaircraft.org 800-435-9262

Balloon Federation ofArnerica www.bfa.net 51 5-961-8809

Helicopter Club ofAmerica www.vtol.org 703-684-6777 ZING WING GLIDERS- 18 wingspan, incredible flights. Give 'cm a try! 2 for $5 (+$3 Sill). Send to: Zing Wings, PO Box 489, Fnumclaw WA 98022.

lnterntltiorwl Aerobatic Club www.iac.org 800-843-3612

Soaring Society ofAmerica

DON'T LEAVE YOUR GROUND-BOUND EQUIPMENT SITTING IN n-m GARAGE. SELL TT IN THE HANG GLIDING CJ .ASSIFIEDS.

www.ssa.org 505-392-1177

Cl.ASSTFIFD ADVERTISTNG RATES The rate for classified advertising is$. 50 per word (or group of dwracrcrs) and $1.00 per word for bold or all MINIMUM AD CJ-IARGE $5.00. A fee of 5.00 is charged for each line an logo and $25.00 for each photo. LINEART & PIIOTO STZE NO LARGFR Tl IAN 1.75" X 2.25". Please underline words to be in bold print. Special layoms of tabs $25.00 per column inch. Phone number~2 words. Email or web address~3words. AD DEAD UN ES: All ad copy, instructions, changes, additions and cancellations must be received in writing 1. 5 mornhs preceding the cover date, i.e. December 20th for the February issue. Please make checks payable to USHGA, P.O. Box 1330, Colorado CO 80901-1330, (719) 632-8300. 17 or email: ushga@ushga.org your Fax (719) classified with your Visa or Mastercard.

www.ushga.org 7 l 9-632-8300

U.S. Hrmg Gliding Associrition

STOLEN WINGS & THINGS FLIGHT DES[GN S2VT ~- Two paragliders lost by the lJS postal service, shipped from CALTFORN IA to HAWATJ parcel post on August 19th, 1999. One large w/purplc top, one medium w/orange top. Lois !mimes (530) 5li2-li937. AFROS STEAi.TH 152 Srnlcu from QUEST AIR FLI(;!-!T PARK, FL on May 1st, 1999 (last day of the Nats.) Red under, blue tip, mylar top. Call Mark (218) 391-1227 mboltglidc<!llaol.com AT BAG/FlREBJRD C:-SPORT L Lost at LAKF CHELAN, WA launch area by the towers on May 16th, 1999. AT bag is purple/green, Glider is pink/white. Also SupAir purple/white harness, reserve, Piccolo vario. Darren I Ian (970) 925-2483. STOLEN WlNCS arc listed as a service to UST l GA members. Newest entries arc in bold. There is no charge for this service and lost and found wings or equipment may be called in (719) 632-8300 or fax it in (719) 632-6117 for inclusion in Hang Gliding magazine. Please call ro cancel the listing when gliders arc recovered. Periodically, this listing will be purged.

U.S. Prirachute Associr.ttion www.uspa.org 703-836·-3495 U.S. Ultralight Association www.usua.com 301-695-9100

National Aeronautic Association www.naa-usa.org 703-527,0226

INDEX TO ADVERTISERS Advcnrurc Productions ..................... .38 Airwavc America ............................... 37 Angle of Attack ................................. 61 Arai Design ....................................... 13 Braunigcr .......................................... 39 Dan Johnson ....................................... 9 Fly Guarcmala ................................... 38 Plytec .................................................. 9 I-fall Bros ............................................. 5 High Energy Sports ............................. 7 Just Fly .............................................. 19 Lookout Mm. Flight Park ............ 56,57 Mastadon Designs ............................... 5 Moyes ............................................... 21 Ncilscn-Kcllcrman ............................ 21 Sky Dog Publications ........................ 15 Sky Pilot .......................................... 37 Sport Aviation Publications ................. 7 U.S. Aeros ................................. 2,44,50 USHGA ...................... .5, 11, 19,20,31,39,43 West Coast Atos ........................................... 7 Wills Wing .................... ] 0, Back Cover

HANC GLllllNC

S1'. PAUL, MINN. , Wcc:,lcome to o new ero of hang gliding... wel , and everyLhinq e.l se, que.ss. you' re reodir1q this, the Y2J<: bug evi den Uy didn't stop civilizotion ac, scme feored. At ] e,rnt you qot your Hang Gliding magazirn,. ls somethinq more; importont Uwn that? ••• As we start o new mi] I cmnia, i_t payr,; to take stock of the cs t:ate of the art. 1'opless flexwinqs are achievinq qreat fliqhts and cost Six Grand. Riqids winqi; seem to be the now darlings despite breaking the'? Ten Grand price barrier. We have carbon/kevlar helmets, highly sophist:i.cated elc,c l:ron:i c navigation and fLi_ghl: performance instruments, and c'?verybody flies with a paracbute, sometimes two. Hc0ck, we've even got luxury sport utility vehic1 e::; to haul it aJ 1 ,1round. Aren't we somet:.hing, cool 21st Century pilots? So suppose it makc0s sense l:hat J otr; of attention r;oorns focused on trio harnei;s as we start a new year. 's thE, new front: line in tho n,lentloss drive~ Eor more performance. ••• 'vo already reported on ,Tay GianforLe' s well regarded Carbon C-G (Sept. '99). Despite it:fi newnesfi, the Carbon C-G bas qono t.hrouqh foome updating including a new Lai] hold-up t:hat oasc,c, launcl1 run. Severa1 pilots swear it.' t:he most comfortable harness tbey've ever CJ.own. A Now comes word of Brazilian Nene Rotor (9n,aL hanq glider name, huh?). His Rotor Harness was first seen I.he Tt.alian World Mec,t last year, but bas now reportedly enton,,d product ion t:houqh few detail,; have been received. A A.l so, Oz Man Davis Straub reports tbe "Gerol E Heinrich was f ly:i nq a ci9ar-shaped M2 fram Austria ... and tl1e Woody Valley harnesses fram Italy had sE,cond skins that fit complet:ely over t:he pilot and har·ness." Wire!cl pi.lot,, intor(c,sted these developments can subscribe [or [ree to .Sl:xoub' s report: ozro-· port@kurious.org or davi sstraub. com ••• Moyes enjoying Lhc, limeJ:iqht oncE; again as at·.tention is focused on their rn,w Lightspeed biqh performanc(0 qlider. Varioun reports reflect on great perfor-· rnancer~ aL the Brazilian Nationals and Australia' Canungra Classic. In both contest::; tho L:i qhtspeecl performed stronqly. I baven' noted tbis kind of dominance in resu1 ts since Italy's Laminar became a very hot property. One pilot, Gerry Furne] l, even switched from an Exxtacy to the Liqhtspeed. Accountin9 for tbe good n"sul ts, tb('? glider is said to do welJ at slower thennal.Ling spc0ods plm; susl:ainin9 good hiqh speed glide performance tbat if, so necessory for a winning glider design these days. A As to show Lhe public's response to such victori ·ous Llyinq, t:r1e results of the U.S. National Team raffle confirmed yet another win for Moyes. Roffle winner, Bill Watters, selected a L:i.gbtspeed. He bad $4, 000 to spend on a qlider from any manufacturer participating in t:.he raffle (which, course, is a fundraisor to assist: 1'eam USA in international contests) . 'I'he part:icipant:s included alphabet.ically Altair, AVfl (Laminar) , Brights tar, Fl iqhL Designs (Exxtacy), Pendulum Sports (Guqgenmos), US Aeros, US Moyes, and Will,3 Wing. Each contr:i.butes $500 to t:he 1:und and the winner can use t:.ho douqll toward any q:Lider from a participating manufacturer or disl:.rib·· utor. ••• Jim Zeiset wrol:o about: the new Guggemnos wing modd.. Called LJ1e ESC for j "Effective Soph.i '3ticated Camber, " tlie; wing uses undercamber in the aft sect.ion of the inboard Eive cibs. Davis Straub adds that "'I'he [ Porter /Bri 9btstar] Utopia exhibited superior sink rate the [ '99] Worlds

i,,

]i\NU/\RY 2000

partially because"" of il ft undercambor." A Tho Guqqenmos RSC has a 40-fooL span, 1113 square fc,et of winq areil, and is said to weigh "less than 70" pounds. Jim d:i.cln' l: report any performance changes but ESC also has a hiqher aspect cat i.o ( shorter ribs) . Zoiset r;a:i.d that t:.he "glider breaks down into two halves, can be delivered in ') weeks I. as of (c,arly December '99], and costs $10,500." Info: 800--933·5992. ••• Though the purists among hanq qlider p:i Jots frown on powered hang gliding, it continues to develop. Mark "Gibbo" Gibson hos opened his own wi.nq and trike factory in the sunsbine of Florida. Seekinq an optirna1 trairwr, he finally chose to use the he's acquired over the years (including a desigr, stint o L Airwave UK) . His new Butterfly reached tho qoaJ s of "truly very low speed, no yaw, ea,N ]anding, afford.ab.Le trike and wing." Butt:ert1y usc~s lower cost 6061 tubing, simple bardware, and an advanced sa U design tho t Gibbo says is cdmp1e and quick t:o build... all t:o keep t:hE, cost low. Since it sell,; for $9899 complete, J' cl say he did pretl:y well. Remember this is a big ( I f you don't get t;l:7e concept., just tl'Link about us.i.ng an engine to boost you and your- st:udent to 3,000 feel: where you shut down and .J.oarn hang gUc/ing a.Ibe:i.t in the seated posit:..ion.) A Butterfly has 2110 squares (which shm:1c3 he]p :i get a 900d sink ratcc:, even with two occupanl:s and all the engine and whoo] weight) , almos I:. 3 3 [eot of span, and eleven battens per cd de a 35% double surface win9. Engine cl1oicos include tbo Ro tax LI 117 or ')03 wh.ich should assure plenty of power. A webs:i.L:e wil:.}1 more cletailf; will be available "soon!" Info: 863318-9530 or Gibboqear1@ao1.co:n. Ji. On a similar vein, Australian John Reynolds has put lot.s of time into :joining trike carriages witb hang glider wings. Now he's reported his bomobu:i.l t soaring tr:i ke, the Thistledown, is flying. llsinq an Aur;s:i.e AirBorne Fun 190 (intended for single place fliqhL), he says, "I don' expect:. it to have a qreat qlide, bu\: cihould be a lot fun for r,tooqinq around in l:hec local area. " nk rate i quit:e He added that tho "measured decent and handling is excellent." Hi Thistledown W(:?ighs just 66 pounds (as light as the Polaris Slip) . Includinq the slender Reyrolds, qross WEc,iqht :i.s only around 265 pounds, wb:i ch represents an allowable load [or tl10 Fun 90. www.ozemai.L.com.au/-aerial/this e.htm. ••• Speaking ot croE,s-pollinat:.ion, tho same happening between J-!Gs and saiJplanes :in Maryland where Highland Aerosporl:s "has successfully integrated their HG aerotow operation with a newly--fonning sai1p1ane c:J.ub," wr:i. t:es USHGA regi.onaJ director, Geoff Mumford . ..t. Purists may n,sen\: these m:\ xinqs of disciplines, bu\: if we can qet: alonq, we;' have more clout with the likes of bureaucrats. 091111 Tn closinQ, a note about: Francis Roqallo, tho oriqina-· tor of the delta wing which gave birth to our modern winqs. J!E, suffered a mild sl:roke but is r:ecoverinq sat:i.sfactori ly. 1'he stroke tot:ally paralyzed him [or several days, but he's walkinq a9oi.n w:i.tb the aid of a walker. His spirits are reportedly high. Cards and well wisbes would be, appreciated, Kites. Write to 91 Osprey Lane, ••• So, 90\: news or opinions? Send 'em to: Dorset, St. Paul MN 551 Ul. Messages or fax to 450--0930, or e-mail to Cumu1usMan@aol.com. THAN;KS!

•

F u s

I 0

1 50

THE BEST PERFORMING GLIDER WE'VE EVER BUILT. PERIOD.

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/Dperformance 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/D), and handling. Additional individually selectable options allow the pilot to customize the glider to whatever level is desired. Sail upgrades include premium Hydra net 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.

n\$ .

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Airframe upgrades include afolding speedbar, a faired carbon fiber speedbar, or afull carbon control bar wi th minimum profi le 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

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