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

A Publication of the United States Hang Gliding Association • September 2000 • $

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Master the basics with

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the best book available. Follows the USHGA official training method. For Hang

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Flying An incredible adventure book by Judy Leden, hang gliding and paragliding champion. Hard back, 24 pages of color photos • $26.95 Send your order or ask for a brochure:

SPORT AVIATION Po Box 43, Spring Mills, PA 16875 - USA Tel/Fax: 814-422-0589 E-mail: pagenbks@lazerlink.com Website: www.lazerlink.com/-pagenbks

Order of up to $25: $3.00 Order of $25 to $50: $4.00 Order of over $50: $6.00

Save 10% • Order two books 01· more Save 20% - Order 5 books or more We accept credit cards.

you! High Energy Sports affors a variety of 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 the options you order.

High Energy Sports Quantum Series Parachutes... The best you can buy! A reserve parachute is one of !he mos! important purchases you will make. If properly cared for, your parachute will outlast your glider and your harness. A parachute can be your last hope for survival in a very bad situation. Make sure you have the best... make sure you have a Quantum Series Parachute by High Energy Sports.

Energy 1521 E. McFadden #H, Santa Ana, CA 92705 phone: (7'14) 972-8H36 ° fax: (7'14) 972-1430 bettp@aol .com

by D. Pagen and B. Bryden Techniques for pilots and Payout winch, reel-in winch, line and aerotowing. A all tow pilots $29.95

ntents (USPS 01 7-970-20 - ISSN 0895-433X)

16 USHGA Instructor Of The Year: Christian "Thor" Thoreson by Lori Allen, photos by Jack Zorn \Xlho is he, and is he rhc god of rhu nder?

Earn Your Advanced Rating by Dllve Wills, edited and iLLustrated ~)' Greg Shaw \X'har you need co know and demonsrrare ro advance ro the nexr rari ng level.

30 A Comparison Of Fatality Statistics by Jack Doughty How docs hang gliding compare to other activities?

World Record - 311 Miles! by Dave Sharp, sidebrtrs by D,wis Straub and Peter Radman Dave Sharp scrs a new world record in his Atos.

Columns

Departments

Incident Reports, by Bill Bryden ........ .12

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

Wing Tips, by Rodger Hoyt.. .............. 13

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

High Perspective, by M. Robertson .... 14

Updace ........ ..... ............ ... ................ ... .... .8

USHGA Reports, Awards Update ...... .33

Classified Advert ising ......................... .45

Product Lines, by Dan Johnson ......... 55

Index to Advertisers ..... .. .. ................ .... 54

SEPTEMBER 2000

10 J

MORE ON TURNS Dear Editor, Mier reading Steve Scihcl's article in the 1;elrn11:11v issue I thought it was a joke. i\frcr reading sccoml article in thcjuly issue I get the impression that he was serious and thought I would rcspo11d. There is 11or space \0 address all his errors so I will focus 011 only a /i:w of the most ourragecn1s ones. I will hack up what I say by any inrcrcsrcd reader to rhc hook ll1rm,,msh1JJ by Van Sickle (pp. 305·

GIJDING 111.ig;,zine is p11blish,,d kw glid, sport cnlhusiasls 10 create funher intcirl'sl lhe and 10 provide an c•duciilional forum lo advance gliding rnc'ilmds and safely, Conlributions am wc>I, Anvonc is invited lo conlrih111e .irlidcs, hnng gliding illustialions mntmi;,I is to be s,,lf,,adclressod envelope• mu;;i be of subrnission 10 other hnng GLIDING mng;1zinc n•s,:1ves contribuLiorn whom m,ccss;1ry. The ,m1,1rce11i,m do 1101

must be publications, lo edit

and

asr,ume responsibility for 11w mnleri-

or opinions of conlributors, HANG GLIDING c,ditori" offices: Tl 44 I Snnli1

Steve comments, " ... A sideslip occurs when rhc nose of a glider is skewed toward ... " (Peli. !-JC,', pg. 35). Any tr;idcs altirudc for airspeed and therefore is always diving (with to rhc air mass), A sidcslip is a dive a11d is only in rhat its path has :1 s1(1cvva,1s componcm to it versus a dive from "srraighr and level" in which the path is only forward and down. Even in :1 coordinated lllnt a small amount o/'sidcslip will occur hc~:111se 1hc glider is hanked and must dive. The only 10 avoid any sidcslip is ro pu1 a mon;r proon your glider to provide illl'usr. He con";\ skid generates a centripetal (toward rhc inside of the rum) ... " (h:b. !JG, pg. >l'i), i\ skid is only possihlc wirh three-axis comrol and is caused by applying too much rnddcr. Rudder is applied only to cotmreract the high wing aileron drag (ifit exists), Modern s1rcamlincd ailerons no or little rndder to execute a rum. It is not to skid a glider, and ro call adverse yaw a skid is rGilly strc:tcllll'1ft i 1. Steve says, "l found 110 detectable relationship al all b~rwccn pirch inplll and sidcslip ... " (1:c11, fl(;, pg, 3(,), r know many pilots (including myself) who like to lose some alri· t ude during landing approaches by sidcslipping a tmn by banking ;md not pushing Olli, When pushout is finally applied, rhe diving slows and very handy to prcvcnl the mm increases ovcrshoo1·ing rhc I Z. The "Forces In Turning Flight" article i11 rhcjuly issue has a vector diagram rhar I defy :my physicist ro explain. "!11 all cases the horizontal componenl of N is the ,.,,,11 ,.,,,,.," force rhat creates the turn" (July nc;, pg.%). Thar sr:1tcn1e111 is half right. The horizom:1l componem of' the lift force (since rhc is b:mkcd) docs provide the necessary ccmripc1al force ro cotmteract the inertia of' the glider following a curved path. This inertia is cn·or1ec,11sly called ccn1rifi1gal force. This centripetal force irsd/'docs not cause curved flight as is quote from Modern l!1rm1cmsh1J> clcva10r rnovc.1 the nose o/' the up or dow11, that is, 'up or down' as the pilot sits, and perpendicular ro the wings. Doing that, it hoth sets rhe pitch anirudc in rhc 1urn and also 'pulls' the nose of' the ;1ircraft around the turn." !

l'OST/\>\ASTE:R: SEND CHANCF OF ADDRESS TO: CLIDINCi, P.O. nox 11 ID, Colorado Springs, H0901 ,. I lJO.

Sli'TFMllrn 2000 VmLJMI 301 ISSlJI No. 9

Pushing our in a hang glider mm accomplishes rhis also. J hope I have been help/id here. lf'you do nor wirh me then please argue wirh Colonel Sickle since[' d rather fly rha11 argue. Rick Nowack San Jose, C:A

Mr. Nowack and I scrm to he rm tompll'ldy di/firrnt 1.ut1vt!tngths so I'!! keep my comments hrirf (What r1 can /'11c opmcrl here') I do indeed dist1grec with one or two o/the idtrts e:qJrtssed hy like Vrzn Sickle (Modern i\irmanship) mid and Rudde1), hut on the whole prelly 1ypicrtl of'most J!ilots with lf.!l'l'l:··rlxrs er11r: Pitch con1rol r,-torrtt1rwr1~1tt spted, and Whethertht

im;itr1tirm j-iJr rm rntl rtr'U/Ji'IT '/ 'hr: spr;ci/Jc passage

q1.1otr:d.Ji"mn Modern i\irmanship dmlr with thl' rtlationship between control stirf, (or control bar) 11osidon rmd angle of,111ach. 1n rm.fine 11rtick ! go into more detail on the relmiomhip hetwffn rmgle o/attrrr/,, ainpffd, G-loading; hank angle, /light J!fllh and pitch (1/titude, m route to my hmic mnclusion thrrt r1 "mism(ltch" he1wen1 tht hanh angle cmd will affect thr turn mdiu.,; rmd will mrtlcr thl' down and (lccelemte, hut will not mahe slip the (lir. ltH'SI' idtm Wl'l'I' tested tit length in 111'/urz!flight, ,is I I ht articles. ! stand hy my (is Mr. Nowad: offering rm a!ttmatr' set?), hy thejimdr1mentrzl prinojJlt that a tum vtn hy r1 centriJ:/ta! jlJrct acting on a moving body (l·i m1r!r). I (tht undouhttdly small hand/id of) rer1ders rm' intrresttd in these iderts to trt/::c· rt pceh rll my rm-linl' article (http://dmzimaf. rltS, orst, r:du/Vr1ffcy Vf lfc. html), and alw to drop me ,1 lint if'1hty'1}(' dom' any inohstrvr1tions ofyrtw on their own (,a the So I '/Je spol:en who taf.:Pn some on videotape (though not speo/icrt/61 in relation to pitch inputs/ I'd like lo more ofyou, '/r) (mi.,)quot1' Paul Simon: is rm island in the hut data, d,tta the hot/om line jiJr Ste11e Seihtl Cor11rzlli.1\ () R

HANC Ci ll)INC

Calendar of events items Wl1 ,J NOT be listed if only tentative. Please include exact information date, contact name and phone number). ltems should be received no later than six weeks prior to the event. We request rwo momhs lead time for regional and national meets.

UNTIL SEPT 30: Slide Mountttin CrossCountry Challentc XCooh. Season-long X-C: challenge. The challenge is to break the late, great Doug Cook X--C records. Doug holds flex-wing distance records of 1 124 and 94 miles in three directions. (He was killed in a motorcycle race.) Entry $20 with the rornl divided among winncr(s), Slide Mountain maime1rnncc, and Doug's family. Comact: www.adventurep.com (click on "Pilots Advantage"), or e--mail Paul Hamilton, pilotsadvanrage@advcnturep.com, or call Paul at 747-0175. UNTIL DEC. 31 : The Michael Champlin V?orld XC Challenge. No entry fees or preregistration requirements. Open to paragliders, hang gliders, rigid wings and sailplanes. For more details visit the contest's Web site at hnp://www.hanggliding.org or comact: John Scott (310) 447-6234, fax (31 O) 6237, brcttonwoods@crnail.rnsn.com. UNTIL DEC. 31: Fourth Annual Falcon XC Contest (the fifth will start in April of 200]). Prizes awarded in four national regions and one world region (in which all arc entered) in all of three rnting-bascd classes: Pro, Am, Rec. No entry fee. Prizes donated hy Wills Wing, High Adventure, Tek Flight Products and FalconFlyr. See your local school/dealer for additional prizes. Visit http://www.an gclfi re.corn/ ct/i nstTuctor/ fa] conxc.hnnl for cnrry and landing frirms which may be submitted by e-mail (our preference). for the electronically impaired write Tck Flight Products, Colebrook Stage, Winsted, CT 06098 including an SASE and request the forms. SEP'[ 7-10:Jacleson Hole Aeroextrerne 2000, USHCA-sanctioncd speed-gliding

and acrobatics contest. Ride the fabulous Jackson Hole Aerial 'frarn for access to the best and tallest spcecl-gliding course (4,100' vertical) on several continents. prizes and parOpen and Sport ties. Experience the wild life Jackson Hole is famous fix! Comact: Scot 'frueblood, (307) Hang4av8r@aol.com, www.aeroextTcmc.crnn. SEP'[ 15-17: 2000 Mcisters of Frmty!e Hang Gliding C'rmtcst, San Diego Bayfoir event. Bayfoir is a ::\3-year-old event that presents the World Series of Power Boat Racing, held in IJ,(100acre Mission Bay Park, attended by over 150,000 people. Four contest rounds flown with a maxi-ITHJm of 15 cmJtesrnnrs. Interested pilots must have freestyle contest experience and acrotowing experience. Previous Masters participants given preferred consideration. Entry fee $300. hir gencrnl event inforrnation visit www.bayfoir.com. For contest information contact: Aero Events, (818) 715-9631, dinoddd@juno.com.

and Rike SEP'T: Chelan, WA. Spot--landing contest at Chelan Falls Park, scored on accuracy and landing form.'] 'hrce best landings count. Contact: Marilyn Raines (509) 682-2251. l :or accommodations call Chelan Chamber 800ACHEIAN.

OCT 1-8: 7ennessee Tree 7hppers 'learn ,r;aiu:twe. Sequatchie ~1llcy. X-C competition in which pilots fly together on reams and arc scored ;iccording to their cxpcri-encc. Always a fon and educational experience! X-C, safety and skills seminars. Prizes and generous purse for top-placing teams, daily draws. Entry before Aug. 30 is ($100 after), and includes 'T--shirt, Octoberfost southern-style breakfasts and party. Contact: sbcllcrby@aol.com, mklst@compuserve.com, (416) 588-2396, lmv://Web. lnfoAvc. Net/ ~danshcll/trcctoppers.

2001: Forbes (Austmlia) Odyssey. Practice day Jan 13. AAA and FAI-sanctioned WPRS acrotow meet. We will supply tows, you supply glider, tow release, retrieval. TcJw Organizer: Bill Moyes. Meet Organizer: Vicki Cain. Essentials: Aero tow endorsement, I-IGFA

JAN. 1

membership, GPS-Garmin or Aircotec. Emry fee of $500 includes unlimited tows and presentation dinner. Last Forbes comp in '99 had three world-record days! $100 deposit required by Nov. 30 to secure a spot, balance at registration. Make checks payable to Forbes Flatlands 2001 and post to: Moyes Delta Gliders, 11 IJIJ Botany Road, Bmany NSW 2019, Ausrralia, tel. 0 I l-02-9316iJ611, or register by e-mail with credit card. Details at moyes@ilmoycs.com .au.

UNTIL SEPT 4: Yosemite Nationtt! Parle flying. Hang glider flying every weekend, Memorial Day through Labor Day weekend. (Sorry, paraglidcrs not perm ittcd in the Park.) 1(1 pilots per day. Meet at Glacier Poim at 7:00 i\lY! sharp for sign-in and orientation with site monitor. Official YHGA monitor musr be present to fly. Must show current Hang 4 card. donation. Monitors arc volunteers from the Yoscrnitc HCA. Call USTJGA o/ftce at (719) 632-8:300 for reservations and info.

Dod:weiler 13each Reunion!F!y-111, I 0:00 AM to sunset. Free admission (parking $6). Meet our sport's pioneers, sec historic hang gliders fly (Icarus V, Icarus 2, Batso, Standard Rogallos, Seagull 3 &. 5, Quicksilver, etc.). Fly old ,md new gliders. Fly seated, prone, supine, skyfloating. Bamboo Batso LID contest. Bring your currcm USHGA membership card. Conract: Joe Greblo (818) 988-0111 or visit www.windsports.com/rcunion.

SEPT 9:

SEPT'. 16: High Roch Party. A fon fly-in near Thurmont, Maryland. Experience the longest cominu-ously operated launch on rhc cast coast. Bonfires, friod, camping and contests arc all planned. Conrnct: Brian Vant-Hull (410) 889-1646 or Brianvh@Dmarlowc.umcl.edu. Also check out our website rhis summer: wvvw.rnhga.com.

I.. ] : (',rand'£ I SE,p , ".['. fainer 1Av1 ount11m 2000 Hcmg and 20th !?cunion. lnvitation to all 2otl1 ,f

•

HANC GIIDINC

Century Grandfather Mui.

Ravens,

'lt:am Members :me! Masters com pct itors and pilots, /\1\ pilms welcome, Must RSVP.

Wcekrnd oC fostivitics. Photo cxl ii hit and contest, seminars, liiki11g, cLHt tourney, live music. Registratio11 by mail only. Sept. 15 deadline. Send $10 and S/\SE to I Ii! ( :oumry Hmg ( ;!iding Pilors, n21 Park Road, CJ1arlonc, NC 2S210, ph/L1x (70/i) 6ii:'>·<nn SEP'(: 30: Ouobcrfrt in SqJtn7ifm; hosted by rl1c' li:nncsscc 'I kc' lbppc1s. Plan m party 11111 il rhc wee hours ofOctohcr 1. Cont1el: Mark Furst, mk 1 s1(i1Jcrn npt tsc1vc.co111, 9/i9 .ft9<Y).

SEPT 30-0CT. I:

!lnnurd .onne/'!s/J.urv I Imig ( i!iding McC011ncllsburg, P/\, Region IX. Fun tlyfor I lang l I (with Observer) to I Jang V C:apitol l lang ( ;licler Association and the MaryL111d l lang Cliding /\ssociation will donate proceeds to McC:om1cllsburg hre and Rescue. Comact: Carlos Weill (2/i

o) 6:s 1-3821,

OCT 6·8: Oc1obtr'., l?es/ Fly-In. The ninth Samatown Mountain, North Carolina classic will HM.' a new format. Competition begins l;riday at 2:00 I'M with a half' day, and ends Sunday at 2:00 I'M wirh a half

day. Also, a new accurnulativc point sys· tl:m will he used. As great Friday and S;Hurd:1y night dinners, hreakfasr and lunch in the I Z Saturday and Sunday, free camping :md hot showers. ( :ontacr: Vic Lewellen C\36) 595 6505, or 'fony Salvadore (:l:3Ci) 7:32-//83. Visit the SM HCC website for skill level require· ments and directions: www.gcocit ics.crnn/pipcli ne/ d ropzonc/5650/.

money for best costumes. Theme hy Connie Bailey, kegs by J\rncricrn Portable Rock Clirnbing Walls, Quest's Out Of'Control band. Demo days with J\irwavc, J\eros and Flight Design. Special appearance by 'learn Flytcc. Competition and f'un flying. Quest Air (Croveland, Fl.) is located 30 mi mites from Disney World. Contact: li29 0213, fox: li29/i 8/i 6, questair(rhs11ndia\. net.

OCT 28-29: Vvomm'., I lallowr:en Costume Chelan, WA. Prizes for best costtm1e, best food, best flying conrraption and more. Contact: Marilyn Raines (509) 682-22 51. J.'or ;iccommodations call C:lielan ( '.hamber 800-/iC] \EL!\N.

in Brt1zil 2000. Wonderfol

2000: warm

flying in an exotic scrting.

Be pan of the /\clvcnturc Sports trip to

( ;ovcnador Valadarc,,, Brazil. Experienced instructors and guides.' Eike side-trips to Carnival or any ofthe beautifitl bc;1chcs. I $1 ,7.00 for par;1glidcrs, $1,!iOO for hang Includes room with breakfast and lunch, ride ro launch, retrieval and gllidcd tour. ( :ontact: 88.1-7070, www.pyramid.ne1/advspts.

OWENS VALLEY 2000: Fly with t1 W:'orld .l'.Jt1'm/J10, 1, 10-Lime National Champion and X-C: world record holder Kari Castle as your guide in rhc Owens. Private oneOJHmc or group inst ruction available. J:unhcr your flying education. Contact: Kari Castle (760) karicastlc(i1)1clis.org, www.nortl1westout doors.com/fly/ 1

OGI'. 26-28: Kid, l:'-'femn C:omc vcnrnrc to Big Sm, gather 'round the glow of road flares and conlt:ss your a/I1li:nions with the E--rcrnal father of' the F-'l earn, Gerry Smith. Accolades and acknowledgements f<Jr best true story, best tall story and best story teller. $ l 00 pri't,c for bcsr custom hang glider s:1il. Cerry says, "no fres." Contact: Rich Collins,

OC:T 20-22: United Strttcs Hang Gliding llssorit1tion Board (J/1 )irectors Meeting,

(805) %6-1222 (h), (805) %:l-0(>51 (w), rcoll ins(a)d11dck.co111.

6:32.8:300, www.ushga.org,

OCT 27-29: Ortober

Mom/er H!ISh.

Halloween costume comest on Oct. 28. Srv111v11i11,

:woo

UNTIi. NOV.: Ce/r:hmting Ufe, The SfljetJ! iimr, with Michael Robertson will be offrr·· ing l P's, seminars and inspirational talks. C:omact: I ligh Perspective, (905) 29/i-2536, s1afR'llflyl1igh.com.

Colorado Springs, CO. Contact: (719)

WAY TO GO TEAM FLYTEC - DAVE SHARP ACHIEVES 1WO WORLD RECORDS AND BO HAGEWOOD WINS U.S. NATIONALS

n July 19, 2000, Dave Sharp launched his Atos in Zapata, Texas and landed n ine hours, 22 minutes and 311 m il es later. Along rhe way, Dave passed his 200-mile declared goal. This flight gives Dave two Class 2 world records: greatest distance to a declared goal and longest flight in the world. Dave recorded this world-record flight with his Flytec 4020 Professional instrument and on a second 4020 provided by Flyrec USA -~ as a backup instrument (see barogram). Not long after Dave made this world-record flight, anorher Team Flyrec pilot, Bo Hagewood, won the U.S. Nationals. This is an impressive vicrory for Bo since not only did the field of competitors include many top-ranked veteran pilots but it was also only Bo's second year on the competition circuit. Bo was flying wirh rhe Flyrec 4030 GPS Access instrument. This is extraordinary flying by Dave and Bo and we at Flyrec are proud ro have them on our team. For more information on Flyrec instruments for competition, setting records, or all-around flying contact: Flyrec USA, 1-800-662-2449 or 352-3328675, fax (352) 332-8676, www.flyrec.com, info@flyrec.com .

WILLS WING SAFETY ADVISORY 1) Nose wires on Wills Wing gliders can disconnect on launch during platform rowing leading ro profound loss of control and high-speed impact. 2) Keyhole safety anchor lock may be ineffective in preventing nose wire disconnect. 3) Al l pi lots planning to platform tow using a Wills Wing glider fitted wirh rhe keyhole tang nose catch must, as their last checklist item prior to "go to cruise," positively verify that the nose line is nor routed in such a way rhat it can cause the nose wires to disconnecc. Ai'l'LICABI L/TY

This advisory involves platform towing safety, and applies ro all Wi lls Wing gliders manufactured wirh keyhole tang nose-catch systems, which is almost all models introduced since the fall of 1981. BA CKGROUND

Recently, a pilot was seriously injured when the nose wires on his Wills Wing Fusion became detached during a platform row launch. Preliminary information indicates that the tow system nose restraint attachment line was romed beh ind the nose tang

and in bemreen rhe wires. Because rhe nose line, when routed rhis way, pulls down on the keel and simultaneously forward on the tang, rhere is a very high likelihood chat rhe keyhole nose rang, unless otherwise restrained, will be disconnected from cl1e nose of the glider. The nose line will hold rhe wires in place until the nose line is released, which may make this problem difficulr ro detect prior ro rhe acrnal launch of rhe glider. WithoLlt me nose wires auached, the pilot will have 110 pitch control of me glider, and, upon release from rhe row vehicle, me glider will typically climb sharply, srall, and dive ro the ground. In Jw1e of 1989, Wills Wing published an advisory regarding chis poremial safety problem, including diagran1s showing a suggested correct routing for a nose line and one example of an incorrect routing. These diagrams are reproduced here. The cricical consideration is mar the nose line must be roLlted in such a way mar there is no possibility cl1ar rhe line can push or pull forward on me rang, cl1e rang handle, or me wires. This advisory and mese diagrams were incorporated imo subsequem glider owner's manuals for the HP AT, Spectrum, Super port, and XC glider models . Please note chat it is not sufficient merely ro insure rhar cl1e line is routed outside the

CORRECT

"V" of the nose wires; it must also not be routed behind the rang handle, or in any way cl1at it can pull forward on the rang. In June of 1991, fo llowing a seco nd incident of mis type, we redistributed th e advis01y, adding rhe war ning that ro uting the line outside th e "V" of the wires bu t beh ind the rang handle could al so result in disconnect of th e wires. In August of 199 1 we began manufac ture of a pivo ting locking device to prevent the keyhole nose tang from being pushed fo 1ward and d isconnected. The "keyhole an chor lock" is shown in the diagran1s below. T his locking device was incorporated into all production gliders and made available fo r retrofit for all existing gliders using this hardwa re system. We do not have record of an y in cidents of this type fo llowing the adoption of th e locking device, prior ro this m ost rece nt accidem. Preliminary investigation of thi s recent accident has not been ab le to establish conclus ively wh ether the locking device was engaged or not prior to the start of rhe row during which the wires became disco nnected. H oweve r, experimems by chose investigating the accident on sire, which have been repeated by W ills Wing, have indicated that it is possible that a swiveling action of the nose H ANG GLI DING

tang during t ht ground roll prior to launch could cause I hc lock to be rotated to a position I hat would al low the wirts to subsequently disconnect on release of die glider from the trnck. It therefore cannot be assumed tliat the safe-ty lock will prevent the nose wirc.:s from being disconnected if the nose line is routed between the wires or behind the tang handle.

Co1111Fcm1F AcnoN Wills Wing is presently investigating an engineering approach to reducing rhc likc-lihood of this type of service failure. We will also be working to achieve maximum distribution of the safety infortmtion contained in this advisory. We feel that both approaches are indicated. Approximately 13,000 Wills Wing gliders have been produced which utilize the keyhole nose catch hardware. The only solution which can

have immediate impact on pilots flying these gliders is one hased on information and education. Even if a successful cngi-ncering solution is developed, education will still be necessary, as we have no way to compel pilots ro rctrofo their gliders. We will be asking for input from the platform rowing community regarding the workability of'v,iriolls ideas for an engineering solurion. We have limited know]. edge of rhc range of different designs and procedures in USC for platfcJJTll tow vehicles. We arc mind/iii ol the need robe sure that an engineering modification designed to solve one problem docs not create a new safety hazard. We would greatly appreciate the help of all pilots in distributing this important safety inf<.mnation. Contact: Wills Wing, Inc. (7 l 4) 998 6359. 'frchnical bulletins, current owners manuals and other product support info arc available at www.willswing.com. II

H1\NC (; ill)IN(;

Cross Country the premier international flying magazine. Each bimonlhly, full colour, 80 page edition packed full of top writing, award,winning photogrnphy, flying advice from experts (Goldsmith, Bradbury, Drury ctr), honest glider reviews, revealiug interviews and incredible flying stories from around the qlobe. Don't miss out, substrib" today:

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fun kicks oif an exciting meet, in the stunning Valley. Always the e,1st coast event for advancing pilots of JII levels of Jbility, the Challenge is a rare opportunily to take on lasks, and learn with your t('am, in a lricndly, lun competition. Safety and skills seminms, reps and demos, Fly in breakfasts, a qenerous purse ror the top teams, and daily drnws round out the excitement. lmly enlry fre, before JO is just $8fi and includes T·shirt, Octobcrfcst beer and party, ,ind some big, southern-style breakfasts. $100 after. Check the website For pix, info and to print up an on line

wm be limited to 45 dOll't

f.1111.

ht1n,//mom11ers.ao1.com/Wea1hersci/challen110.htm

by US}!GA Accident Review Chairman Bill Bryden his is an old topic with another tragic ending. Richard Morris Zadorozny died April 2.G when he launched without being hooked into his glider. We discussed the topic of hook--in failures a year and a half ago and Lucn Miller and Doug Hildreth discussed it ;ii most annually for rhe derndc bdi.m: l st;incd authoring this column. Richard was an advanced pilot with at least 14 years of hang gliding experience. He was ;i very active pilot, flying once and ofren twice a week year round. On the fateh.d day, he was planning to go X-C: from a site about 50 miles cast of San Diego with a couple of other pilots. Richard prepared to launch and had two spectators assist holding bis side flying wires. Another pilot behind Richard observed his hang strap and saw that it was looping up from the hack of his h,uncss 11p under the wing, suggesting he was hooked in, bur it probably was simply secured to his shoulder area. He did not lift the glider to do a hook-in check before launching and was reportedly distracted, talking to the wiremen just before launch about the relative safety of hang gliders versus the mororcyclcs rhat they drove. Richard did not loiter on launch and presumably was rather impatient to join a buddy in the air. Upon launching, his glider dove quite steeply and sustained this dive significantly longer than typical diving launches in light winds. His glider was oscillating constantly and it was obvious to other pilots observing that something was not right. After clearing a rough part of the canyon in front of the launch his glider made an abrupt right turn, winged over and quickly accelerated nose down toward the ground. Observers not·cd that the wings were still i111act and the glider had not folded up or failed catastrophically. He dove out of sight behind the ridge of the ravine at high speed from abour 100 Jcct 11p and was heard lO impact a tree. Ancmpts to radio him were 11nsucccssfi1l and 911 assistance was promptly summoned. Helicopters arrived and dropped a

paramedic down near Richard but he was dead. Richard was about six feet from the glider and didn't appear to be attached to the glider. Subsequent examination of the harness, bang loops and glider, coupled with the observations of the steep dive on takeoff, the fast flying, the oscillations, and being fimnd disconnected from his glider all lead to the conclusion that Richard launched without being hooked in to rhc hang loops. Richard's parachute was intact and there was no evidence be attempted to deploy the parachute. It was concluded that Richard was not booked in when he launched and was trying to gcr up in the comrol frame and fly it. After a couple of minutes of strug· gling to hold on, either his lefr arm let go or he hit some turbulence (the helicopter pilot indicated turbulence was present about the crash 'fhis scm him into the right-hand diving turn. 'fhe sheriff's department indicated the impact was about .65 miles from launch but his flight path was likely longer due to some rums made dming the flight. We don't normally publish accident reports or port ions ohhem verbatim but perhaps hearing the message from a witness will cause the lesson to sink in a bit deeper than what f c;m communicate. Herc arc portions of the report:

What I would have saved life: l) !/ he would have hooked into his glider befrm: walking to launch, he would have lived. !/he would hcwe done a hook-in check at htunch by or walkingfr1rward stmp went tight, he would hrwe that the strap was not tight, corrected his mistal.:e llnd lived. wingmen hlld been Pv1,Pr1,,n,"n1 pilots instelld of'whoever was h1111d)1, they would hcwe /mown what to lookfr1r, stopped him.from lriu11ching cmd he would h1we lived 4) lf'! would have cheched him before he went to lmmch, he would have livcr.l. Whitt might hrwe sa1Jed his life: !) 1/he would hcwe let go o/the control bar with one hcmd (admitted61 not rm easy to do) and deployed his of trying to.fly the gliderfi1r such a long dis, lance (he was not to mrilcr: it to r1-ny safe lcmding area), mz~ht hal!e been ttble to scwe himself

A pilot who hadfloum with him more than l that he had seen Richard on other occasions not hook in until afler he httd carried the glider to launch. l have mysel/hecn told more than once by.far more experienced jiilots that f shouldn't wttlh to lc1unch hoohed in to my glider betause if'a comes J could be blown over with the J lmowfom the reports in Hang Gliding few people have ever seriously hurt this way, yet m1my pilots h11ve been hilledfrom not hoohing in. l now firmly believe that the benefits ofhoohing in he.fore going to launchfir outweigh the prohlems. I thinh that ail the pilots in our area should this idett. in this case it would have saved !?ichrml's life. Tbc author of the accident report is quite correct. In the last decade there have been five hook-in related fatalities and dozens of serious injuries. And, of course, there were more hcforc that. During the same time there have been zero pilots killed from gliders being gusted moving up to launch or even while on launch. fn the three years I've been receiving the reports and examining all the details, there have been zero reports of a glider being gusted while moving to launch or on launch. T'hc risk of a gust is a hypothetical risk wirh no data in recent years (and l doubt very little in previous years) to substantiate that it is a significant concern. On the other hand, four to five hook-in related accidents or incidcms arc reported each year. In 1991 there were IO reported failures with two fatalities. With regard ro the possibility of deploying a par;ichutc, note that our chutes arc not really in tended for free-fall and high-velocity deployment. However, if you arc able hang onro the glider for just several seconds ;ifrcr throwing a chute, the more horizontal flight path helps inflate the churc without consuming much ;:dtitude and it keeps yom velocity lower for the inflation. As we noted last year, it is generally better (shear cliffs being the exception) to immediately release the glider during the launch nl!l as you realize you aren't hooked in. Of course, hook·in failure prcvcnrion is the best rcrncdy of all. rl/\NC C!IDINC

1 thank the accidcn1 report :rnthor for permission to share comments f1·om the accident report. One reporter ;idded a personal note that n1ight touch a few of you more deeply than my words. And maybe you can take a kad from his intended course of action in the future. He writes:

~JI Rodger Hoyt

l'ei'.WJ111!!11. I was very disturbed w11tch-

one ofour group fly rmd then seeing his mrmgled, lif'eless body returned to us. This once confident, experienced pilot that ! !oohed up to now /oohed sofail and brohen in his hloody hody httg Though some may ta/a: solr1ce that he died immedir1te61 upon impa/'I, 1 thinh ofRichard dcspe1ntely struggling not to fall.from while his strcngthf1dect, realizing thflt despite his best efforts he U)(/S not going to malec it to a sa(r: ltmding r.zretz, then flrwlly so close to the ground, and being cx-1,Pr1P11i"f'IL !,nowing that he was to be rotored and there u.1t1S not a could do about it. And.finally, wingin,~ mm~ hurtling touN1rd the grourttl rmd as time slowed down, knowing that it: was all over no more hall room drmcing; no moreflying, no rnorr' trips to Florida, no more anything. No, I do not hc!icz;c it was at 1dl. I third? that it was probtlh61 slo11J and horrihlefrom to end. So I hope you will a!!fhrgive me i//Jn ched:ing that everybody'., hooked in .fom now on, cZJen you more experience pilois. ! plrm on being a royal pain in the hutt hecm,1.se don't want to lose r.1.11yhody else.

SrTTFMlllR 2000

aul Phillips, owner ofl ,akc Elsinore Sports, has a double-duty /1x for those who've ever lost a in tall grass, or had a glider bag blow open during car-top transport: "One of the things pilots seem to frequently mispbcc is I tell my students to pur a ring on each zipper pull of their glider hag. This serves two purposes. One, you have an extra ring if needed on launch, and rwo, by hooking the safi:ty rings together you dfccrivcly lock the zipper pulls ro keep your frorn deploying in transit." reg of San Jose, California has a method fi:ir practicing landing approaches:

"The ncxL I imc you're at al ti rude with no in p:1nicubr 10 go, unzip your harness, get upright and fly from the down· tubes for IO or I minutes. "Why? Because in those ic:w minutes of upright flight you'll get more in the critical flying position used in approaches than you will in 30 approaches."

While

J-/az;e a hot

it's also brnefici:11 smoorl1ly From c1tsturt,mg the in pirch or roll -- crucial ground. says, "it's ii111 to watch other what the heck it is

to J'ip," do 111ar,rt1zme or c--mail

Smithy (AS), said in his best French, "C'est bon," To t:hc hcnch Canadian boat driver tbn meant "Hir it." Which he did! This threw AS face fast into rhe stern of the boat, YE glanced 11p to sec the boat accclcrme and grabbed for the release, He barely his on rhe control bar, a huge three from handled release, The

Perspective

s reiterated in each previous arricle (since February), rhis disclaimer is necessary: 'T'hc names have been changed w protect the innoccnr and die guilty because memory is so fallible, resemblance to real or events is coi11cidenral. OBF (Old Bald is the fie, rionalized currem manifostation (Young om central figure, One of' the most spectaror enccs OBE had was the night he met Billy Boyes (BB), The story is dramatic ro say tl1c leasr, OBE had heard from a friend out wesr that rhere was some from Australia rowing up behind a dune on a gull (whar many easterners called BB was wming with a Thrill Show that was going rn be at the London, Ontario fairgrounds, The plan to meet BB before didn't materiali,,e, Ir was extra special in that l\B was at a night show, Apparcmly, rite night before, a car had om in from of the row vehicle shortly afrcr take, off The Low naturally had to he aborted, BB had squeaked over the fairgrounds w:ill and landed on rhc streeL They decided the problem was rhar rhc back of rhc track wasn't lit well This night fixed that, As BB's dune ro:ircd down rhe back stretch the crew t brew on every ligbt had, which promptly blew rhe f'uses and the cnrire place went dark, BB continued with the row until the dune buggy stopped, I le reb1sed and circled, using the looming shadows of rhe grandstand to mark his He landed bctwec11 the lion's cage and rhe BB became very accurate with his landings on the delta kite i11vcmcd by his Aussie countrymen Dip and Send in 1%2, He i~ot so accurate that he would leave his sandals in the landing area, On a pcrfoct landing BB would come in, flare, ;md walk away with his feet in rhc sandals, 'J 'he glider was evidence of' the Rogallo revolution, It had a stainlcss,,stccl A,,f'rame and aircr;1fr rubing with turned mahogany pings that were epoxied in rhe ends ofthc tubes so they would float, The /i,tlly battened, scallopcd,trailing,,edgc, dog,lcgged sail was dean as a right top tarpaulin and crisp and c:rinldey as a wrapper as it passed through rhe air like rhc per of a light wind, And yet now, who could believe how far we have come in snch a short rime. 01:\E is thinking about last week in Muskoka, playground of the

rich and famous, Goldie and Kurt have brought rhcfr kids by for mndcms, OBE released ;H 2,000 feet, rhe 1 passenger in awe as the heav,, laden North T with its foam-core ponroons, soared to ;3,"iOO foet with a on the have seen, and on rhe horizon the sun was g!1srcnir1g Canada's clearest body of' water, ( ;corgian How blessed we arc, eh, back Lo YF and BB and their cscap;1elc:s, BB told unbelievable talcs abom show while trnvcling rlic world as a literal bird-, man, One o/' the problems was getting drivers ro row ar rhc speed (YE could relate), Once a guy pulled so hard (weak links were ycr to invented) the A,frarne parted in rhc center at ',i()() fret! BB hdd the together and crash,Jandcd in the parking loL his pelvis, They showed up to fly at a lake and found it was roo short, No worries mare, they just strung rope our over a hill and rnok off on the other side, The on the hilltop had an itch and waved rl1e flag ro go BB mudc the flight hanging by his armpits, ( )BF thinks back to Montreal and the l 'l70 Nonh American Kite Flying Championships at LaRonde, sire '67, and a harrowing mis,, communication that occurred al a show there, To ger height to cnrcr the tiny theme-park lake YE towed off the Sr, Lawrence River, The first flight went great, YE released ar 1,000 feet, staring into rhe of drivers 011 rhe On the second quit on the 1win 135 l"lvcln1dv ucskt boat, YE got pulled slowly rocky cliff but managed to make ir to the bottom and land rhc 14,-foot Moyes in the river, For rhe sccoud show an hour later, rominc oflerring the rope ou1 from the boat had to be altered, as rhe rope had been dragged up on shore, (Now that's a chore, haml,bombing l JOO leer of polypropylene out of a river running by,) YE got a flagman to stand in front of the glider and wave when rhe rope got nearly tighr, As Lhat moment arrived YE was just putting on his skis, knowing the Lakcoffwas at lcasr five minutes away, The rope was hooked on the glider so it wouldn't be losr over the cliff edge, l'>ad idea, The pin man, YF's partner Anneal the 0

''""' ,,,,wy• in a lurcklimbing, wicked left turn, Ffc pinned (released) rhe rope YE, on rhc l1igh side, crashed imo the river three the rocks in a blessed hir ofa Climbing from the wreck" age, ;is panic,,srrickcn bystanders ran rowarcl him, YE smiled and complained, "Cosh darn, I broke a " Malicc,,frcc Buff-foce (MB), the ski show and tournament director, arrived shorrly afrcr and, rhc scene, mt:ered this good luck omen, "Hey, dcy never goin' kill you on da ccrfvoLmt (hang glider), Dat's for sure, ch,'' MB wasn'r ,o lucky himself A few ycurs later he hit a wake just in from of a barefoot jump during a show, tumbled headfirst into the ramp and broke his neck As pulled him from rhc water, from neck down, he quipped: "Da parrce, she o.,vcr," MB did know how to parry, l lis lady was a knockout and his friends were rnany and fosL One iirne YE was exiting a feast of scampi hosted by a restaurateur for had flown a night show al Regana Lake, he got a glimpse of a trunk fi.d] of machine La Ronde was reputed to have Mafia co1111cxu,ons, The ncxr two years YE ran the NA Kite Champs in Toronto and added a division for Rogallos to augment the flats, BB won both years, By '72 the Cull parr of rbe competition completely watcr,ski kites and srolc the show on the CTV Wide World of Sports half hour broadcast, hosted by YF, YE hardly ever flew a flar kite again, He was not alone, 'To appre, ciarc the difference is very personal yet nervastv'c, The view, rhc the peace, rhc freedom., __ all were we had all been searching for and of YE frlr like a lost man who was fcmncL We have flown over some anecdotes surrounding YE's l1rsr cncounrcrs with another Ausrralian who did a lot ro popularize the sport in America, Wiley Hcannm, Thar will have to wait rill next time, PS: Inside 7hr son of' the a1 nhor has on rhc uniqttc per, ex1,ier·1e11ce in the air, I le also rccorn,, ro paraglide on yom own and his fixed into big storms,

The fluthor mf/y be contacted at: (905) 294,2536, sta//trllflyhiyJ1,com, wwwf!yhig/uom, 111111

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Christian "Thor"

THORESON Who is Thor and is he the god of thunder? by Lori Allen, photos by Jack Zorn

Well, ifyou whack your glider in his presence, yes he is. His gleeful "Whack!" can be heard echoing over Lookout Mountain Flight Park's gently sloping training hills, the 44-acre Landing zone, and the 1,340-foot Launch atop Lookout Mountain in Georgia. In other words, you can whack but you can't hide. ur whar can I say abo ur chis guy who's a bir of a characrer

(I'm being genrle) and wirl1 whom I've spent many hours

on rhe rraining hills (many, many grueling hours), who was

wirh me ar launch on my firs r moumain flighr and my firsr

soaring flight, and who has popped up coumless rimes in rhe LZ ro hand me a beer afrer a grear launch and landing? He is someo ne who has elicired such deprh of emorion rhar I've wanred ro hug him one minute and kick him in rhe hindquarrers for teasing me rhe nexr.

Ir is Chrisrian "Thor" Thoreson, Flight School Direcror at Lookour Moumain Flighr Park, and he has received rhe well-deserved honor of being selecred as rl1e USH GA's firsr-ever hang gliding lnstrucror of the Year. According ro USHGA Presid ent, D avid Glove r, "The Instructor of the Year award was created by the US HGA Board of Directors in Augusr of 1999 in an effo rt ro demonstrate the Associatio n's support for hang gliding instruccors across the count ry, and to recognize rhe imporrant role rhey play in growing rhe span of hang gliding. H aving spent rime wirh Chrisrian on rhe rraining hills and in a randem glider, he is rhe perfecr first choice for USHGA Instructo r of rhe Yea r." Jan Johnson, Region 12 Direcror and C hairperson of rhe Awards H ANG GLIDING

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the basics from Ernst T to terrorize the Alps for six

CornrniLtcc comments, "Candidates fcir this award were evaluated on the basis of their role in the pilot community, their focus 011 safe training methods and records, and their ability to enhance the outside image of the sport hang gl id the pilot community. The Instructor of the Year serves as a role model for hang gliding instructors and he or she is ,ilso dedicated lo rnotivating and instructing new instructors. Student reports and recommendations play a very important role in the selection process and Christi,rn received an abundance of srndem recommcndarions for this award.'' 'fo describe Christian is nearly impossible because he is a man of m:rny However, there is no question that he loves lo fly, loves to teach and is devoted lo turn·· everyone on to the joy of hang gliding. You cm find him his Austrian on the training hills, launching new pilots off the moumain, correcting his dog Whack, in Cerman, or brewing some of his surprisingly delicious hccr. (In my opinion, his stout rules.) There is no shortage of pilots who have been influenced by Christian. There is no doubt that he has also been a hero ro many, including me, whom he has turned into

pilots, allowing them to fulfill lifelong dreams of bang gliding. His patience and unique sense of humor have lcfr a mark on the more than 1,000 I Iang ll pilots he has taught and cleared few the mounrnin. One of the motiv;nions ro become an instructor came from his own personal experience with hang gliding. When l asked Christian what got him into hang gliding, he said, "Hang gliding is just something that I wanted to do since I was a kid. l don't even know where the idea came from; it was just something that l w:mtTd ro do. When [ went to ( ;crmany, in rhc /\nny in 1979, [ bought a used hang glider, a Flamingo, and jumped off a pit with ir and dislocated my shoulder." Ouch. Not an awe-inspiring hcginning. to get "Afrcr that ( just continued that thing off the ground, and no matter what l would do it wouldn't work. I finally found a Ccrman Instructor, Ernst Kochler, who didn't speak English, and I didn't speak Ccrman either ar rbe tirnc. I taught Enrst the English words "push" and "pull," and afrer a spcerncular crash, when he got the two words mixed up, I eventually start· eel flying! Ernst always was, and still is, so excited abour flying. lie and 1 keep in touch and still together to go flying.

and a half years. I learned a lot, and most of it was the ha rd way. In 1986 1 returned to the U.S. and flew every hiJI I could find in Wisconsin for a year, then headed south. I hung around Lookout for a year, campand eventually ended up in ing in the South Carolina where f stance! teaching hang gliding on the weekends with a good friend, Steve 'Tcdstonc. "Then, in I 990, Christian came back to Lookout. "I was 011 a three-month vaca-tion before a new joh srnrted and I had planned on nothing but three momhs of flying. Matt 'fabcr was shorthanded and o/Ti.:red me a job (but said I would have to lose the earrings). I agreed ro stay, only for three months; I still intended to take the other job. After three months l loved the job so much that I turned the other one down and decided to stay." Matt 'fabcr, owner of Lookout Mountain Hight P,uk for the past 20 years, reflects, "Right from the beginning Christian was a natural instruct or and leader. He has been very iustrumcnral in Lookout's success. He has provided tremendous con-tinuity ro the training programs at Look om during his 10--year tenure. I learned a valuable lifo lesson when [ hired Christian; l almost didn't hire him because of the way he dressed and looked. He looked just a lit-· de too hip and out there. Boy, was I wrong. Christian learned very quickly and is a very together person and talented instructor, able to relate roan individual's situation and special needs. He is very perceptive, patient, caring and motivating. He is motivated to do the best that can be done and to look for ways to improve. Christian is recognized for all the people that he has safdy brought into the sport. I le should also he recognized for teaching the m,my excellent instructors who have worked fen him or participated in his clinics. The sport of hang gliding would really grow with more dedicated, motivated professionals like Christian Thoreson." Christian, who had never stayed in one place for more rhan three years, has been at Lookout for IO years as the r:light School Director and teaches hang gliding almost every day. He doesn't appear to he going anywhere except for his trips back to Genrnrny and Austria, to snowboard and hang glide. "Lookom has consistently trained, certified and soloed flve times as many Novice

I IANC Ci ll)INC

pilors, more 1han any other school during the past 20 years, and this would not have been possible without Christian's effort and tireless energy when it comes to reaching and guiding srndents through their training," comments Jayne DePanfllis, Operations Manager at Lookout. "Ninety-eight percent of our Beginner-rated pilots earned their Novice rating in 1999 and new successfolly from the mo11111ain or from aern-tow for the first rime last year." Jayne reflects, "I came to Lookout as a Novice-rated tow pilot who had done some hill training but had never i<.)ot--launched from a mountain. Like mosr of you, l will never forger my first mountain launch. l was standing on Lookout's cement ramp for the first time with my E1lco11 J 40, ready to go. My focr were firmly planted 011 the ramp (and l mean almost literally), and I wasn't going anywhere, definitely nor off that mountain. Christian was assisting on my keel, waiting patiently, and in a quiet, slightly authoritative tone, was coaching me through the launch. I will never forget bis patience and authority on launch and I know that the new mountain pilots before me can relate to my experience. Christian

exudes confidence and is in control, and somehow this confidence rubs off on new mountain pilots like me." Chris1ian met his wifo, Jean, on the hills, shortly after he ;:irrived at I .oolrnut. Jean stales, "I started taking lessons in l 989 but did not retmn until 1991. I went to the tr:iining hills that March morning and saw some guy in shorts, big boots and an Austrian hat covered with pins, talking to his dog in German. I can't say it was love at flrst sight, but l was defi-ni tcly interested. [ decided he was odd and l haven't really changed my opinion. By the way, he wouldn't marry me until 1 was a Hang ll I. I really appreciate that he and Matt have done their best to cnccrnrage women, even smaller women, to Hy. They have gone way out of their way to make it possible for women to succeed in the sport and Lookout certifies a higher percentage of frrnale pilots per year than any other school." When l asked Christian what he enjoyed most about teaching, he responded, " Seeing people learn in a few weeks or months, wha1 it 100k me abom six years to figure out on my own, and to

know that can be very safo, successful pilots in a short period of time. Also, every 'flrsr' t"!iat a student pilot has their first time in the air, their first foot landing, is as exciting to their flrst soaring flight me as it is ro then1." I couldn't resis1 asking a fc:w former studcms abo11t Christian a family who came from overseas ro learn to hang glide and a childhood friend. The Rowbothams arc ;m English family comprised of Emma, Christopher, Michael and their cigar-lov-· ing father Julian. Each of them is a former studenr of Christian's and one or more of them travel to I .Mr:I~ sometimes twice a year, to renew fricudships and fly. Emrna, a world rravclcr and chef cxtraordinairc, commented, "Whar is most relevant to us is how Thor managed to get a whole family in the air, safrly! It was quite something when you consider the differences in fitness levels, frar (my dad has serious vertigo), and approaches to learning the sport. A really exceptional instruc-· tor combines the theories and skills of safo flight with fon. Eight years later, my fami-ly is still flying together." Michael Rowbotham candidly called HJ\NC CUDINC

Thor, "The king of snrcastic one-liners," and stated, "He has a unique way of getting students to remember what the different pans of the glider arc for and to use the correct terminology. hir example Studenr: "What is a cross bar?" Thor: "Jr's where transvestites go to drink." The motto of thi, was, "Engage brain before talk· ing, launching, or doing anything, unless you wam ro be reminded publicly in the IJ." You wanted the real Christian, and you got him. If you him fuel, he will light the march. I lowever, Christian handles each student differently. As he puts it, "So many different personalities." But as the bond develops he enjoys his students a good-natured hard time. Ann Zorn, also a pilot, grew up with Christian, and during their high school years he was known as a "character" among his closest friends. Ann reflects, "No matter where we were in our lives Thor and J have always in much. I le was talking or rhe places he h,1d launched, mou nra ins he h,1d flown over, and the castles he had flown around. l told him when there was a way for two people to fly together 011 :1 hang glider I'd go with him, and only him." Ann was also whcit you would consider a "hard sell" because she had no interest in hang gliding. "I had jmr moved to C:harlottc, North Carolina, where l met my f111ure husband, Jack, who wanted ro learn to hang glide. f told him I knew the instructor and the place. We came ro Lookout in April of '92 for lessons and my tandem. !\lier one tandem flight with Thor we were hooked (no pun in1enclcd)! Thor is a great instructor. I le picks up on the st udcnts' pcrsonali tics quickly and uses this to his advantage. I-le can make them laugh ar themselves, and can tease them without insulting them

(too much). And what a laugh he has." lie also has a great memory. l le can names even if'years go remember hefore have a chance to return ro Lookom. His wifr says, "I le has a rolodcx for a brain and ca11 r:ittlc ofTa pilot's name, their name, their kids' names, their dog's name, their first glider and their first whack ,ill without wriring it clown." J\nn's commrnts conclude this eflclrt to honor C:hrisrian, hccausc rhcy pretty much say it all. "He's a grear instructor, pilot, husband, worker, and pcrso11. I think it's great rhat rhe readers of Gliding magazine arc ahlc to discover what know." 1hanks go ro Ann, Jayne, Jean, '!elm and Paul (Queen's English) for their help wirh this article.

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SFPTEMBFR 2000

This article is the second in a series directed toward the advancing NrJVice tmd Intermediate pilot. The purpose zs to explain the US!-fGA Airt l 04 requirements and what you need to /mow rmd demonstrate in order to advance to the next rating level. he previous arriclc in this series led you through the observed tasks for your lmenncdiatc rating. You continued on to finish the cxarn and logged flight tasks. Having earned your lntcrmcdi;1tc rating, you have been enjoying new flying opportunities. Now you're ready to learn new flytng skt!ls and work roward an Advanced raring. I .et's discuss the observed tasks for the Advanced rating. This article presents the skills these tasks require and how ro demonstrate that you have these skills. We'll also look at where you might be performing rhc task in actual flying simations. You remember from our last article that the tasks require I he sign-off of ci thcr a USHCA Observer or a USHGA Advanced I nsrructor. 1n al most all cises, you must tell the Observer you arc going 22

to demonstrate a task prior ro doing it. In addition, the entire flight must be excclJt .. ed safoly and under control, not just the task being demonstrated. ff things stan to go wrong, you will impress the Observer with your judgmcm by dtsrcgarding the task rather than performing a dangerous maneuver.

face situations thar require 360° turns while flying in rliermal or ridge lifr close ro the hillside. You might also be doing them while below the mountain top or ridge and trying to cltmb back up. When you perform rhis task, you'll be demonstrating refinements of Intermediate skills yo11 demonstrated for the IB tasks. As wtnd speeds increase, your downwind drifr increases. The need for precise control over airspeed, bank angle and exact rum points in threc--clirnensional space become much more critical. C:omprc:ssion zones, turbulence and thermals, in addition to higher winds, make 360° turns even more difficult. This task is very similar to the H3 linked 180° t11rn task. Before you can per.. form th is you and the Observer must ;1gree on a co11rsc. Pick a course that has two ground reference points (pylons) spaced far cnough apart to allow you to do at least four linked 180° turns around them. After completion of the task you wanr ro have at least 500 /c'.ct of altitude in order to have plenty of time to set up ;J safe landing. I\ line connecting the two pylons must be perpendicular to the wind direction and the wind must be at least 10 mph. This is shown in Pigurc l. The higher wind speed is the first difference with the H3 task. The: second dif.. fcrcnce is that your entry to the task is now into the wind from the downwind side, between the pylons. This is shown as point I\ in the figure. The reason for this is that the turns around the pylon arc performed using higher bank angles with smaller-radius circles. The higher wind causes ,1 much more pronounced downwind drifr near the pylons. This makes the task much more cbllcnging and requires a higher skill level. You must perform rhc frlur linked 180° turns without downwind drift ro

H4 TASK: CLEARANCE DURING 360°s Fvcn though you've hccn doing ::160° turns for a while, let's briefly examine some critical requirements of this task. The purpose of' this tJsk is ro show rhat you can do 360° turns in higher winds withom running into something (or somebody)! You might HANC CIIDINC

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demonstrate this task. You dcm011stratc no downwind drift by maintaining con-stant-radius turns around the pylons. · fo do this, you'll need to adjust your b;mk angle and turn rate during each rum. The crosswind legs should be straight lines.

H4 TASK: ADVANCED I.ANDING ACCURACY Tbe Hli landing task is very similar rn the H3 task. When you fly at more challeng-ing sites, you'll be exposed to more challenging landing zones. The purpose of the Hli task is to demonstrate further refinemems of your landing skills. As you progress through your flying career you'll probably have longer but fewer flights. As conditions get more challenging you may be gening fewer opportunities to keep your landing skills at the sharp level you had as an advancing Novice pilot. Ir's the Observer's job to make sure

you can land in more challenging condi-rions and in smaller T.Z's. The Observer will be looking for spcci fie skills. You must demonstrate good planning skills for your approach and good flight path control throughout the pattern. You also must show complete control over your glider when winds arc inconsistent and have signiflca111 convective or turbulent activity. Before reading more on this task you might want to consider how to practice to improve your landing accuracy. Nearly all of us h:1Vc a famifo1r landing flcld where we fly most often. Executing the same pattern flight after flight doesn't help improve our skills. ln order to plan your landing spot by judging the glide angle of your glider, you need to vary your approach . 'I'his helps because it gets you out of the habit of using familiar landmarks as rum points 011 your approach. Consider doing a different approach e,1d1 time you land in your favorite LZ. Now, let's get back to the task. If you perform your landing accuracy task in :111 LZ when winds arc consistent with litrle convective or turbulent activity, you will be asked to land within 25 fret of a predetermined spot. Some sites always have inconsistent conditions and some convective or turbulent activity. In this case, the Observer may allow you to do the aircraft approach landing accuracy task. (Sorry, you don't bave a choice. Jr's at the Observer discretion which task is used.) Let's review a basic requirements of the task. The Observer will require

that your landings be in complete control before signing off rhe landing. Wbat docs this mean? Cenerally, no part of the control frame or the leading edge should touch the ground. It's normally okay if your keel hirs the ground after a strong flare. It may be okay if you touch a wingtip after a flare. Whether or not you are under control is left entirely to the j11dgme11t of the Observer. The Observer may give you some leeway if you take a step or two when there's no wind and density al tituclc is high. But at sea level or when there is ;my heaclwi ncl you should be able ro stop your glider with no steps. The Hli landing task adds some new requirements. As with rhc J-B landing t,isk, your launch must be at least 200 feet above the LZ. In addition, your flight: must have at two turns and your enrire flight must last ;1t least one minute. SPOT TASK Doing the spot task is straightforward: Land within a 2'5-f<)ot-radius circle three times in a row. You must: declare each landing and the spot where you're going to land befm: your flight. A typical flight path is shown in Figure Also note that when conditions arc consistent, the Observer will require that you vary the location of the spot. Moving the spot will demonstrate that you ,tren't using ground reference points other than the spot itsel r: [f you miss a declared spot or land without complete control of your glider, the Observer will take away all previous spots and you'll have to start over! Note the one saving grace is d1at you aren't required to declare a spoL. Only your declared spot bndings count toward the consecutive landing requirements. r:ecl free to get as many launch and landing practice flights as you need between your declared spots. AIRCRAFT APPROACH TASK This is called tbe aircraft approach task because it's similar to the landing approach used by airplanes and sailplanes. For this task you need to land within 20 feet of a 200-foot-long line that is parallel to the wind. The line is marked with an optimum landing spot, one point 100 feet upwind of this spot I-IANC Ci IDINC

and one point l 00 feet downwind of this spot. This is shown in Vigure 3. Again, you must declare each landing and the line marking where you're: going co land befin·e yom night. Unlike the: spot task, your declared landings don't need to be: consecutive: to count, and you only need to do two landings within 20 fret of the line. But don't think this task lets you off easy! If you miss your second attempt you can't retry the second landing until you've logged IO additional landings.

H4 TASK: COORDINATED 360° TURNS At this point in your flying career your turns should be preny efficient. Maximiz·ing your lifr in thermals requires you to continually adjust your 360° turns. You should be able to coordinate rurns in both directions and at various bank angles and airspeeds. This is one of the easiest l-11 tasks to demonstrate. All you need to do is ro fly in circles. Fly slow, low-bank-angle circles, fast, high-bank-angle circles, and a few speeds and bank angles in between. Then, turn around and do chem in the other direction. As.mming that your turns arc as efficient as expected of'an Advanced-rated pilot, the Observer will he ready ro sign off this skill.

H4 'T'ASK: ADVANCED STALLS One very irnporranr point was made in the H 3 task anicle and it needs ro be repeated. Remember, NO FU!I-BR/011( STIil.LS/By this tin1e in your flying career you probably have performed many stalls, and maybe even some fullbreak stalls. This task isn't about stalling the glider, hut r;1ther recognizing the onset of a stall condition and recovering from it. As with the I L3 stall task, th is is one of' the hardest tasks for the Observer ro measure. With om actually flying with you, the Observer cannot sec, feel ,rnd hear what you sec, foci and hear. For rhc Observer ro determine whether or not you have this skill, he or she will ofrcn request that you do rhis task in rwo pans. The first part or the task is to Cllter a stall condition during straight flight. The second 1)art is to enter a stall condition while mrning. 'fo demonstrate the first part of the task, fly in a straight line. Slowly reduce SEPTEMBER 2000

your airspeed by fost lcning rhc basctubc om and then slowly pushing out. You just want to go slow rnough 10 create a stall condition on part of the wing. When this happens you need to know everything there is to know about yourself' ;rnd your glider. What is your angle of attack? What is rhc location ofrhc basetubc with respect to your body? Arc there any other visual indications? This also includes what you fr'.cl from the glider. Can you continue to control it? Can you turn? Do you still feel the wind? Is the glider vibrating? And finally, this includes what you hear. ] low loud is the wind noise? Is the glider making any vibrating noises? The to completing this part of the task is knowing the answers to these questions. Virsr, show the Observer that slowed the glider ro a sLallcd condition, then land and explain 10 the Observer why the glider was stalled. The second pan of the task is a little more complicated but basically works the same way. Enrcr a 360° rnrn with a const;1m bank angle of between 20° and 30° and make one hill circle. This establishes the bank angle rhat you're going to use for the remainder of the task. Then reverse yom turn direction and enter a :\60° turn in the opposite direction, as shown in hgure 4. After completing one full circle, begin ro slowly increase yom angle of att: until a stall occurs. Show glider control by recovcri from rhc stall, then land ; tell the Observer all of th stall indications, as above Remember, you want have plemy ofalrirudc at rhe completion of the stall task. Also, consider the wind conditions. You'll want to do the stalls in low-wind conditions to prevent unwamcd glider attitudes and make stal I recovery easier.

can get and still survive. You won't need to demonstrate this rask by scratching low above the ground or rrccs! Your al tirnde above the terrain has little to do with your ability to so,u above a low point. So what is a low point? Simply stated, a low point is any point in yom flight where you spend a signiflcam amoum of time at or near the same altimdc and area with respect to a ground reference point. This could be above rhc moumain top or below the moumain top. It's easy to soar above a low point when the co11di1ions arc great and there's

H4 TASK: SOAR ABOVE A LOW Let's spend a lirrle time discussing whar this task means. This isn't a resr to sec how low you

,2 ,)

yoiu rating. Don't count on to do .

()h,c,.,rw->r to tell you wh,1t

.. er mcHarcs1 version of USl·fGA .an Obsctvcr .or. the "

and undcrst1md the ob,9erved fogged flight and ,:xam requ.ircmcms. a copy "United States Hang Gliding Association, Study Material For IV)

you what other rnaterial you shoiild obtain to study for your You can some of thc.se d<>G1Jmcnt.~ from an

for ~111d demon.stnite the following tasks: 1) during 360°s. 2) Advanced landing accur:;i.cy. 3) Coordinated 360" tuws. 4) stalls. 5) a low point. 6) Altitude. gain.

Ask the Observerto tasks in your log book ~ Fulfill the fo.llowing flight log

a lot orlift. 'fhis task requires that you

have the skill 10 soar above this low point in lighr lift. Not only is this task easy to demonstrate, but you don't have to decL1re this task prior to performing it. The reason is simple. lt's unlikely that yon can accidentally perform the task. Even though you don't have to declare this prior to doing it, you still want to take care that tbe Observer secs rhc task in order 10 sign off your logbook. Make sure you ask rhc Observer ro watch before you fly if you have radio contact while you're flying. Demonstration or rhe task is straightforward. Soar above a low point for at least ftve minmes, then have the Observer sign off the task in your logbook. Do this a total of three times and you're done. H4 TASK: AITITUDE GAIN The altitude gain rask measures wherher

you can use thcnn:il Jifr. Some advanced sites have very long LID flight paths to available LZ's. Unless you can gain a little ;iltitudc you may not be able to make it safely to the LZ. The Altitude Gain 'fask is another rask that you don't have to declare prior to flying. Even if you srurnble inro a thermal you still need tl1ennaling skills to climb succcssfolly. /\gain, make sure that the Observer is watching. Demonstrate rhis task by climbing at least 500 feet in a single thermal. That's all there is ro it! CONCLUSION Well, you've done it. Complete your I 14 exam and logged flight rcquircmenrs and you're ready to be appointed as an Advanced ·rated pilot. C:ongra mlarions again, and sec you in rhe air! Ill

tandem, hours, at hnu.rs 1nust be .in thermal conditions wJth no more than 10 hours tandcn1. * Study f<n and

the Advanced rating exam. ® Study and understand the opctating lhniuifons for an Advanced pilot. JOLJr new, well-earned, Hying

HAN(; CUDIN(;

@ 2000 ~JI Dennis Pagen, photos by Fernando Montes

ne of the runniest f1ying episodes l have ever witnessed occurred during rhe recent Pre- \Xforld Hang Gliding Championships. It was ;1 good to make goal, with more tforn 50 pilots already home free and breaking down. The stragglers were arriving over the horizon. We watched a low pilot squeaking in from several miles out, and from the anxio11s French ream leader we learned that he was an inexperienced "B-'E'.arner." At about mile away he ::ippcarcd ro have goal made but unexpectedly made a common mistake: !Jc started flying ar minimum sink, apparently to milk his altitude (he obviously hadn't read the book). Soon his goal acbievemern was in doubt, and the chorus yelling "Pull in!" had little effect. He decided be was short so be pulled out his drogue chute to land our of babi L As soon :1s he released his chute he pulled in to come down. I fo guardian angd went into hyperdrivc and the chute bridle broke. His extra speed SEPTEMBI!< 2000

was what he needed ;ind he penc-trared the headwind to land two feet past goal! You should have heard the crowd cheering, clapping and laughing, while Didier, his leader, could only sliakc his head and a classic Gallic shrug. We'll provide a few more golden moments in due time, but first, let's look ar the sire.

THE SOUTH OF SPAIN For some time chere has been a rnovemcm l"O publicize f1ying sports. 'lcl that end, the T;AI (inrcrnational aeronautics body) established connections wirh the Olyrnpic Committee and created the World Air Games (WAC). The second WAG will he held next year in the south of Spain. All the different sports will be represented at different sites. Paraglidcr pilots will compete in the Sierra Nevada west of Granada and hang glider pilots will meet at Algodonales, a village in the province of Cadiz, region of Andalusia. Algodonales is about a two-hour drive

from either the Mediterranean, the Atbntic or Gibraltar. The site itself is Mount l.ijar, with takeoffs 2,000 and 2,500 feet above rhe valley floor. The takeoff, face west, sourhwcst and south-cast. The surrounding terrain is arid with rolling hills for 10 to 20 miles, then plains. There is a complex of valleys and rugged mountains within the range of rypical X-C tasks. The village itself is typical of the area: Jr flashes its whitewash in the sun with red tile roofs providing the accents. Algodonalcs is a vacation town, so a dozen good restaurants and plentiful lodging arc available. One nice feature is that it sirs on the morning side of the mountain, so by 8: 00 PM it is in the shadow and the cool breezes slip off the slopes to make the nights pleasantly refreshing. THE FLYING 'There arc several air masses that typically pass through rhc area, often simul raucous-

Continued on pttge :38. 27

Doughty

Modern hang gliding has been around.frJr over .30years and pctragliding, .for nearly 15 yeczrs. During the early evolution rf recreationtzl soaring flight; gliders were either horne or factory-built in the absence ofany manufacturing or certification standards. Understandably, the fatczlity rates were high. n ] 973, one of the larger hang gliding clubs in California transformed itself into a national organization. lt is now known as the United States Hang Gliding Association (USHGA). Slowly, over the years, the USHGA and manufacturers established a set of standards for glid-· ers, along with safoty and certification programs fi:lr flyers. The efforts of the USHGA and hang glider rnanufacnircrs can clearly be seen in the subsequent years as evidenced by a dramatic drop in raw fatality numbers even as panicipant numbers continued to increased from 1974 ro the present. Unfortunately, the stigma of a high-risk activity has remained witb the sports of paragliding and hang gliding. The public's first impression bas turned into a belief; which has perpetuated itself over the years. This belief is now so ingrained in presentday society that it has become dogma. And herein lies the problem. Established flying sites continue to be closed due to increasing pressure from land development and foar of litigation, while fow new flying sites arc being developed for the same reasons. Ts there a solution to this problem or will it ultimately lead to the cxtinCLion of our sports? lt is difficult to answer at this point. However, there is one logical alterna·· tive: Establish more flying sites on local and national public lands. These areas are immune to land development and litigation is oflcsser concern, particularly at the federal level. One of the key stumbling blocks to public land use is that our sports arc not generally considered a traditional or accept· able recreational activity as implied in a

1982 Notice of Proposed Ruic-Making (NPRM) and its associated 1983 Final Rule. A relatively obscure section (36 CFR 2.1 of this final rule in fact classifies our sports along with general aviation (which includes powered ultralights and other motorized aircraft) and prohibits it in all parks and most other public lands except under special, limited circumst;mces. Thus, a rcq ucst to use a federal park for the purpose of hang gliding or paragliding is subject to complex Special Use Rules (SUR's) and requires Special Use Permits (SUP's) before it can even be considered. To make maners worse, SUR's and SUP's arc usually associated with activities that are widely believed to be inappropriate, unintended, or high-impact uses of public lands. A case in point is the National Park Service (NPS). NPS recently defined the meaning of "special use" by numerous examples of non--traditional activities that arc considered beyond its regular programs. Examples ranged from large wedding panics to commercial profit-center operations, and even sewer-line rights of' Our sport clearly docs not in any way fa the special use definit'ion represented by these types of norHraditional activities. Yet, the NPS continues to invoke the ] 983 final rule which that paragliding and hang gliding arc indeed an unintended, inappropriate, or high-impact use of public lands. The rule thus classifies our sports as a special use to be allowed only by additional rulcmakings requiring foll public involvement and policy reviews on a park-by-park basis. fn essence, it effectively prohibits our sports in all national parks except those in which an individw1l park nwnager has gone

to the trouble of following cumbersome notice-and-comment nilcrnaking procedures before authorizing an SUP, a difficult task at best. h1rthcrrnorc, SlJP's almost always apply more stringent restrictions than the so-·c:Jlled "traditional" activities and are sometimes worded in ways that arc open to a wide array of interpretations. With this in mind, one can easily sec that the probability of acquiring such a permit is low. Tei be blunt, it is currently much easier for a park manager to say "no" to a special use permit than it is to say " We believe that our recreational activities simply do not fit the special use model ascribed to by many federal agencies. hir this reason the NPRM objective was initiat·· eel by the Water Gap T:hng Gliding Club and later Sllpponed by the: USHGA. The NPRM objective is simple, to reclassify our sports as a traditional, low-impact, and generally acceptable use of public lands. If we arc successful in this endeavor we will negate the need for SUR's and SUP's. lt will then be easier for a park manager to say to hang gliding and paragliding than it will be to say "no." In order for this to be accomplished, two questions have to be answered for the park systems: 1) What is the potential environmental or ecological impact on the park system? 2) What is the associated risk of such activity to both participants and other park visitors? 'fhc first question is addressed by estimating impact usage based on prevailing winds :rnd microclimatc for a specif~ ic area. This is covered under the weather statistics section of the NPRM and will be the subject of a future article for this maga.. zinc. The second is answered by comparing HANG GLIDING

the fatality statistics of our sports to activities already classified as traditional and commonly practiced on public lands.

Table 1 School Cato ory

'Extra large

FATALITY STATISTICS PROTOCOL FOR ESTIMATES This report compares the fatality statistics of hang gliding and paragliding to the fo]. lowing activities: scuba diving, swimming, biking, boating, mountain/rock climbing and personal watercraft (PWC). In order to compare these diverse activities one cinnm solely view just the total number of fatalities (raw farnliry numbers) per activity per year. 'fo appropriately express the data the fatalities for each activity should he normalized according to rhe number of participants. This is known as the fotality rate aud it is ofren expressed as function of the fatalities per year per l 00,000 participants. Initial review of the raw darn (participant numbers and 10ral fatalities per year) revealed higher than expected participant numbers for the more common recreational activi1ics practiced on public lands. Upon closer inspection of the data ir became apparent that reported participant numbers were defined somewhat diffrrcntly for each type of activity. For example, boating uses the number of registered boats, skiing uses reported ticket sales and other !lnspccificd factors, and surveys of the general public arc !lsed for still other estimates. Fmthcrmorc, active participants were not difkren-tiatcd from casual participants (as low as once a Thus, it becomes clear d1at how an activity defines its participants ultimately affects the calculatious of the fatality rate for that specific activity. In order to rcalisti-cally compare paragliding and hang gliding fatality rates with these other activities, it was necessary to develop estimates of participant numbers based not only on registered USHCA members but also on actual field data from training schools and other sources. Accordingly, we initiated an electronic survey ro query both hang gliding and paragliding schools f'or participant nurn· bers. A panicipanr was defined as an individual who I) wanted to experience paragliding or hang gliding through a one· time tandem flight, 2) rook a single lesson or series of lessons bm did not become a USHCA member, 3) is not a USHCA member but flies on ,t regular ha.sis. The first two groups arc defined as first-lime pan icipants (PTP's) and the third group is SEPTEMBER 2000

Large Mid Small

Number of Reporting FTP Schools Sum of reported values 15000 10100 2530

FTP Mean 15000 H,83 361 35

105 Total:

Estimate of FTP School ft Calculated Totals 1 10

27735

161

Ret1lst11m! Members: 'Kitty Hawk Kites

Non•member: 1"--·---.;;..;c~ Estlmato of 1'<:>tal Participants:,___,_ _ __.

Table 2

1995

Mean

4.6

0.2

0.6

10070

,11.8

6.3

17,000 86,358

3 Moan

ScubH diving Biking BOHting

7!~3

400,000 10,400,000 714,471 2,40(),()()0 80,6()(),()00 11,628,390

Swimming

1500

58,200,000

39 56 85 785

Percent of

Mean

4.2%

0.3/J

7.79 3.54

23.3%

0.97 6.82 2.58

H•ng ()lid/rig Fatalltl••

j 351··--~~.. ·-··--, ........... , ·-··-·-j 30:1~ .....:\.fr---....-,,,_.,:allll~A·n~y~rn

e +.,....... u.

2!)

·!

,_.+..p,+.............-....,,C--······- ,-·-----

2() ·1--·-····-·-··-"-'"''<'''-~·7"'·"-"''''__,,,,. .....,

" 15j·---·-·····--\~c--··I\-··-,··-.. --.-

1970

1990

1980

2000

Year

defined as a non-member. Our rationale for including these groups is based on the fact that a fatality occurring within these groups would be recorded as a farality for our sport. Thus, the total participant number would be rhc sum of USIICJ\ mcm· hers, F rP's and no1H11ernbers. Using the ht tp://www.websearch.com/school.htrnl website as a source for hang gliding and paragliding schools,

70 e-rnails were sent out. We received 17 responses, which equates to a 24<J1J response rate. The schools were then broken down into three categories based on the number parricip;1nts: large, mid·size ;ind small. had Schools that were classified as more than l ,000 participants per year, midsize schools ranged bet ween I 00 to 1,000 participams, and small schools h;id l<:wcr than 100 participants per year. 'fora! parrici-

pant numbers for each school size was then calculated using the /()]lowing protocol: (average number of participants) x (estimated number of schools). There were seven schools that responded to the electronic survey that met the large school criterion. A conservative estimate for the total number oflarge schools nationally would be 10. This is based on prior knowledge of well-known large schools. Matt Tiber, owner and operator of Lookout Mountain Flight Park, provided the information and contacts for most of these larger schools. The total number of mid- to small-size schools nationally was estimated using a calculation based on the percem of return for each cnegory times the total number of schools nationally. There were approximately 100 e-mail addresses listed on the abovc--mcnrioncd website. lt would be fair to assume that not every hang gliding/paragliding school in the U.S. is listed on this site. ln fact, one school in tbe survey was contacted by phone since it was local and nor listed on the website. lf we speculate that the website listed between 50%J-75%i of rhc schools in the U.S., thm would give us a range of schools somewhere between 100 to 200 nationally. We believe that a conservative estimate for rhe total number of schools in the U.S. would be the mean of that range, or 150. RESUUS A total of 17 schools responded 10 the c-survey with a total Fl'P number of One school, Kitty Hawk Kites, reported an FTP number which was almost 10 times the mean FTP reported f<ir the large school category, and it was therefore removed from rhis group and given its own category ('fable 1). We have estimated that there arc 150 schools nationally that fall into the combined category of mid to small size. This combined category had a rota! of l O responders, with 7(FXi of the responses obtained from mid-size schools and 30% from small. These percentages were then used to calcubte the estimated number of schools in each of these two categories. Based on these calculations the total number of estimated participants for the sports of bang gliding and paragliding is approximately 86,358. Non-member estimates were based on three responders who indicated that norHnern hers represented more than half' the population of practicing pilots. Tcital fatality numbers for paragliding

and hang gliding were provided by Bill Bryden, USHGA Accident Review Chairman. T'hesc numbers arc broken our by catcgo1y: free flight, tandem and norHnember. Fatalities directly involving motori,.ed towing he/ore were excluded. However, once a successful release was accomplished, the fligh r was considered a free flight and was included in the raw fatalities (Fat) number. The fat rates per l 00,000 were calculated using both the Flildrcth estimate from 198 5 and rhc newer estimates based on the The Hildreth number c-survcy (' fable for panieipanrs is based on only two groups, members and non-members. Ir docs not include the FTP estimate. The Fat raw numbers over the past 20 years have shown a significant decrease (Graph 1). Applying a regression trend analysis ro rliese data shows a decreasing trend line, which plateaus out after the year

1990. A comparison of fatality rare statistics per 100,000 participants for eight common recreational activities reveals that hang gliding and paragliding rank fourth among Although it had these activities (' E1hlc the lowest number of raw fatalities per year, hang gliding and paragliding also had the lowest number of participams, thus yielding a mean fatality rate of6.25. Participant numbers and mean fatality per year data were obtained from the following somccs:

Accidents in North Amcrimn Mountaineering and Outdoor Recreation Participation Study (OR.CA)

GA from l 974 on. The data sbow a steady decline in fatality rates over the past 25 years. Trend analysis indicates that it has reached a baseline that equates to about five fatalities per year. This rate, based on FrP's, registered members and non-members, is consistent with and comparable to rates for other traditional sport activities that arc now practiced on public lands. The use of PTP's is justified from two important standpoints. First, fatalities occurring within this group would definite,. ly be registered against hang gliding and paragliding. Second, other sport activities inherently use FTP's, although tbcy arc frc-quently not defined as such. As examples, if you just purchased a new boat, tried skiing for the first time, LOok a one-time rockclimbing class, or rook a scuba diving class during an island vacation, you would be included in that sport's participant num .. bcrs. It is evident from the data presented here that the voluntary development of' glider standards, safety regulations and operator certification programs over the past 2 5 years has dramatically reduced the fatality rate to a level comparable to or better than that of· commonly practiced, socalled traditional outdoor activities. It is our co mention that the sports of hang gliding and paragliding should therefore finally be classified and viewed for what they are, traditional recreational acrivitics suitable to be practiced on public lands.

Mountain Climbing

Skiing National Ski Arca AssociaInitiative 2000 Fact tion, NSAA Sheet Boating and PWC U.S. Coast Gu:ird, Recreational Boating and Affi· '""'"·'"''"'' 1997 Helmet Safety lnsti-

nuc Swimming and Scuba Diving National Center for lnjury Prevention and Control and National Ski Arca Association, NSAA Srrfi:ty fnititttive 2000

Ft1ctSheet DISClJSSION From its inception hang gliding has been viewed as a high-risk sport. In the early 1970's fatality rares were inordinately high. This rate has substantially decreased mainly due to the proactive approach of the USH-

ACKNOWLEl)GEMENTS Several people were very helpful in the frirrnulation of rhis report. Special thanks go to Matt 'faber (Lookout Mountain Flight Park) for his help, enthusiastic: support and the information he provided about large schools. Thanks also to the following: the people who maintain the Adventures website that was crucial in obtaining contacts for the electronic surveys; Bruce Weaver of Kiny l-Iawk Kites, for the information he provided on his very large school; Stacy Gardner, NSAA Director of Communications, for providing the fatality statistics on skiing and other recreational activities; Region Director Bill Bryden, USTIGA Accident Review Chairman, for providing the hang gliding and paragliding fatality numbers; and, last but not least, Mr. Jack Fckcrt, Secretary of the WGHGC, who plays a great "devil's advocate" when considering information and ideas. Ill H/\NC GLID!NC

s ;-,-,ii-,.,ghc US! !CA Awards Commirtee

is seeking nornina1ions for its annu:d awards. Awards include: the Presidential Citation, rhe Associa-· tion's highest award; the Exceptional Service Award; Chapter of the Year; Newsletter of the Year; rbe NAA Award; Comrnendations, for USllCA members who have pm forth exceptional

volunteer Special Commendations, for non -USHGA members who have contributed significantly 10 rhc sports of hang gliding and paragliding; and rhc C:ompcritio11 Poims Award. l .ast year two additions were made to the array of awards offered by the Associa Lion: rhe I nsrructor of the Year Award and rhc Benina Cray Award. The Beuina Cray Award was created 10 honor the woman who contrilrnted so much to our spon through her photogr:1phy. Norninees should suhmi1 three examples of their work for review. The Committee will consider aesthetics, origi1dity, and a positive portrayal of hang gliding or paragliding in determining the rccipicm. One award is given each year. The lnstrucror of the Year Award was

crcarcd to

the importance of

our certified hang gliding and paraglid-

ing instructors in promot safe flying practices and contributing ro the positive image and of our sport. Nornina1ions should include letters of suppon from three students and the local Regional Director. Considerations will include effectiveness as a teacher, being a safr1y role-model, and other focrors that the nominaring party deems of recognition. One award per year is The USHCA Awards Committee welcomes nominarions for all the awards. While the C:ommirree is frequently informal, they do carefolly consider the criteria for each award. Please comae1 the USHCA oflke or any USHCA Director for more informarion on submitring nominations. B

A I ool<. ell tr1c Spon or H,mq Ci11cJ111cJ Hie WincJ ,mcJ WrN ll Works I !1ct1l Sl<.1/ls I u 111c' 13ccwmcr Level ll1<Jrll S1<11is to lhc NoVICc level rlyincJ ConcJ1,1ons CilicJ111q Fqu1pmc nt More 21tx)ul lr1c F)rinuplcs or flrq121rinq rm H1cJr1 A/LilurJc r11ct11 Cict1.1ncJ Si,lrlccJ 111 ScklllllCJ 0

r~mcJcrn ,mcJ Tow lrclil;111q I very l)ilor Srioulcl l<now Cilos';ciry or H,mq Cll1cJi11cJ rcrrm f30NlJY I/JS '/\c;, tJ,c 1>10 Ilic\· I

Plus

Colorado Springs, CO 80901

SEPTl:MlllR 2000

J .. 8QQ .. 6

6 .. 6888 fax (719) 632··64 / 7 www.ushga.org

ou can't argue with success. And if you do, hundreds oflcaro Laminar pilots will come out and shut you up by showing you the mp of the thermal. Certainly we all know that the Laminar has shown its formidable capabilities under the guidance of Manfred Ruhmer. Bur what about the average pilot like you and me? Do we have a defensible position? Come along as we review rhe new Laminar MR 2000 and see where things stand. You'll discover some improvements over a glider that was already prerry good (the Laminar ST). You'll also see what makes this glider work as we catalog its high and low points. In the past few years Icaro has wri rren the rules on handling and performance, so lee's see how they have progressed.

A History

LAMINAR GENERAL My flying on the MR 2000 consisted of a fun flight from Wallaby to Quest Air as a warm-up for the second Florida meet rhis year. Then I flew ir in the meet in a variety of gentle and challenging conditions. Thermals blossomed or boomed, winds wafted or howled. I believe my 15 hours on the glider provided ample experience and insights. The model I flew was tl1e 14 (15 5 square feet) with a round basetube and srnck setup. First we'll offer a general description of the glider. To those familiar with the Lanlinar line, tl1ere is nothing new in outward appearance. Ir has the same sleek, curvaceous outline made possible by the fiberglass rips and the clean rnpless configuranon. There is a sprog and a rip strut on each side of the glider, both of which are cable supported for sturdiness. There are four undersurface barrens and 11 curved upper battens which are spring-loaded, of course. The glider features a removable kickstand keel which eases setup and easy-to-apply tip wand cams. Naturally, the MR 2000 comes witl1 faired uprights and a Mylar sail is the normal skin.

With the VG off the glider washes offnicely for ease oflanding.

MR 2000 DETAILS Let's ger a little closer ro see what makes rhis glider special. IF you have an engineering eye, you will see a few very nice ideas. If you don't, cake the word of a well-known pilot/designer/repairman (nor flying Laminars) who said, " ow that's the right way rn build a frame." Everytlling from sleeves rn bolt placemem is done with simplicity and economy of material which pays a

H A G GLIDI NG

R2000 f Success

Photos by Gena Seaberg

Rich Burton tows the MR 2000 during the Wallaby Meet. A close view ofthe kickstand and the sail reinforcing bands.

SEPTEMBER 2000

bonus. The MR 2000 is the lightest topless glider available in irs size range. This face acco unts for consideration if yo u carry yo ur glider further than from yo ur truck to an immediate takeoff. One small example of the above point is the crossbar-to-leading edge junction. There is one steel place d1ac wraps around the leading edge. A single bolt behind che leading edge holds me crossbar, che lower wires, the sprog suppon cable and the sprog lever arm itself Other manufacturers rake several boles and brackets to accomplish the same ming. T he conuol bar corner fittings and crossbar haulback acrachmenc is abo ut the simplest in d1e business. There are fewer pares on the lower corner than any od1er glider I've investigated. Only one pin and a bole hold all che wires and che basecube bracket. The crossbar haulback acrachmenc is a small scud which accepts a keyhole tang on the haulback strap. This arrangement is so minimalized and clean that yo u don't really need a pad ar d1is pocenrially saildamaging spoc. Here's a call for od1er manufacturers to emulate Icaro's clever engineen ng. Bue for all me fine points, we muse mention that there are some items char can be rethought. Two come to mind: First, rhe corner brackets don't allow the basecube ro fo ld . Consequently, yo u have to remove me basetube from born ends. Forrunarely, Icaro supplies PIP (push) pins at these points ro hur1y d1e process. Bur with neither end attached you have to wiggle the bar a bir to get d1e first holes lined up. The second cricicism is the sprog and fixed-tip arrangem ents. Icaro made rhe choice to pack the sprogs inside me sail, so yo u have to pull them our, place th em on a plug and then put rwo loops on meir end during setup. You must do rhis wirh d1e crossbar haulback attached pan way. The rips also require a bir of fiddling ro mread mem Lmder a srrap and plug rhem in the leading edge. Al l this process rakes pacience, bur l found that by me end of rhe meet my fam ili arization with me routine quickened my setup considerably. Even so, me setup on me M R 2000 involves more steps (and rime) man most gliders. Orher man mese points, the Laminar secs up like most oilier gliders. The rip wands with d1e cam levers are easy to apply. Barrens are easy ro put in and can actually all be pulled out or inserted with the crossbar hauled back due co rhe very loose sail

Rich Burton ;ml!, hacle the rrosshm: Note the kickstand keel holding up the rem; with the VC off Combined wirh the kickstand, this attribute makes batten operation easy. T'he spring inserts arc easy to ;ipply ;ind only rhe tip bancn employs a string for the necessary high b:1tten tension. The I .aminars come equipped with the original (;erolf C:onncCLion. This device is a little crossbeam supponed on a standoff above the keel. It lightens handling by simulating a higher hang point. The one on the MR 2000 is a nice design that :rnto· matically swivels nearly parallel to the keel if you forger to do so when 1x1cking up. The MR 2000 crossbar is a rec1angul:1r carbon ;i(fair. It gets plenty of movement from the VC system to produce a very tight glider wirh the VG foll on and very loose VG off In this sense iris similar to the Litespccd. The vc; line requires abour th rec good pulls from full o/T to foll on. The pull force is medium compared ro other designs. Finally, we should mention the optional carbon faired belly hasetubc. This learn offcri ng is one of'the nicer ones with round sections when you normally hold the bar in flight. I ftnd this round section easier on the hands rhan an airfoil shape.

SAIL DETAILS The sail work on a Laminar is one of the secrets to rhe glider's success Over the years I have observed Manfred experimenting wirh pbnforms, sail byout, internal webs and certainly barren profiles. He is constantly sc1rcl1ing out the optimum

arrangement fi:)r all these items. Here are some of the it-ems you can immediately notice on the MR 2000. The upper surface clorh layout has a scam from tip to tip which allows shaping of the sail for cleaner, tighter conformity to the ideal shape. The tip panel is scparnte to allow hroadscaming (removing a wedge) in that area for a three-dimensional compound curve. Jn the root area, reinforcing strips fan out to distribute the load in this highstretch area. ln the MR 2000's tip trailing edge there is an enclosed Spectra line rhar is held by a tiny jam cleat near the flfrh batten in from the tip. This line may not affect perfor· mancc initially, but over the years the tip area of many gliders develops flmtcr. This line will eliminate such an undesirable occurrence. A good glider is a keeper, so little touches like this arc welcome. The internal shear webs on the glider arc many and well planned to control the lower surface, omhoard where many gliders suffer lowcr··SUrfacc droop at lower angles of nttack. Both Wil1s Wing and learn claim to have invented shear webs (they both owe a debt to paraglidcrs) for hang gliders. Whoever is right, the fact is thm lcaro has long used them with a high degree of skill and success. Controlling the lower surface of a flex-wing hang glider has been found to he very important for both high-speed performance and pirch stability. MR 2000 HANDLING Lds put the glider through its paces. 'fo illuminate its handling comparison, we'll talk a little history. The original Laminar (with a kingpost) was perhaps the swcct:esr handling high-performance glider you could throw ;iround the sky. It would initiate a turn very even at low speeds and nor ovcrbank or oscillate signifkantly. Then when learn wcm roplcss (ST), they pumped in more anhcdral to overcome rhc tighter sail and frame. · rhis glider would oscillate at times and earned a repmation as being diH1cu!t to tow. With the MR 2000, the designers worked on handling a hit and removed some of the ST adverse effects. The roll initiation is still pretty sweet, and the oscilbtion 1s reduced. l would currently assess its case of towing as similar 1.0 the Litespccd which is medium as for as advanced gliders go. Bur before I knew this l had only ancc-

clotal information as to rhc Laminar's towability. So I was alert and wary on my fost row. As luck would have it, I encoumered a powerful thermal about 100 feet up that rocked the Dragonfly and flung me way out of whack. Can you say lockout? For the fost ti me in my towing career l let go of the bascrube and reached for the upright to pu11 my body over way over. It worked, and I was soon back on track (my next move would have been to hit the release). After that experience l was never worried abour towing the Laminar. Certainly I couldn't relax on tow like you can in a beginner glider, bm I had no trouble staying with the t·ug. Remember, in meets we !'Ow in the most active pan of the day. lfandling is important, bur some pilots trade off a bit of' their maneuverability for other performance factors. With 1hc Larni·· nar 2000 you have a lot of' good handling to start with. That's money in the bank. 'fokc·off with the Laminar 2000 is brainless if your muscle memory has been implanted with the correct hang gliding rcchniquc. Part of th is case of' operation is fostered by the light weight and good balance (slightly tail heavy). When conditions aren't turbulenr the owner's manual suggests using a bit of VC application in order to tighten the side cables. I.anding is an equal peach. On one frus··trating (read embarrassing and expensive) day of the competition it took me lhrcc tows to get on course. Both times I was able to control my height with diving rums, dodge trees, gliders and cans to land very near the takeoff point. The glider's behavior was confidence inspiring whenever the ground got close. I anrihute this matter to the good directional stability, the ftwgiving tips (lower tendency to stall a wing) and the loose sail with vc; off. l never had less than a good landing on the glider which says more about the glider than my skill, /cir landing in the middle of the day always prescms occasional unpredictabilities errant gusts and wayward winds. In general, the consensus is that the MR 2000 is easy to land when compared to other gliders in its class. MR 2000 PERFORMANCE The glider has already garnered a reputation, starting with its I, 2., 3 placcrncnr in last year's World Meet. Of course, Manfred was ftrst, followed by two Brazilians, Andre Wolf and Pedro Matos. Perhaps they had trickedout gliders, but what about the average MR HANC GIIDINC

An internal view o/the Jj)rogs shows the end o/the crossbr1r with the holt holding ril cahlcs, the sprog cmd the crosshm: 2000 011 t there? There were plenty of rhern in the two rlorida meets and they acquit" ted themselves well. Pilot skill makes a big di/forencc, of course, but MR 2000's could be scrn joi11"" ing the rop ohhe stack, inhabiting the lead and crossing the goal line early. ln noHo·vague terms, the glider appears ro be one of the top all-around performers available.'] 'he stock glider may not be quite so fast as the Litespeed because the sprogs don't lower, bur we typically only use the very high·speed regime when diving to goal. ! liked thennaling the MR 2000 very much because linlc high"siding was required and gentle nudges could coax it inro a slightly displaced circle to keep inh;:ibiring the best core area. [11 strong ]iii (1,000 f'pm on the avcrager) or weak blohs, I found I could stay wirh rhc better gliders in climb. This phase ofnying is a major part of the success of soaring flight. In conclusion, I don't think any pilot will be disappointed with the MR 2000's pcrfrirmancc. This series o/' gliders has always been ar or near the top o( the per forrn,mce pyramid and there's no reason the current offering should nor he right SEJ'TEMllrn 2000

Jl vir:UJ o/the Gerol/rocl::r:r mnncction.

there with the best. We really need to say no more about the MR 2000's prospects, for it has already been success/iii on t:he international scene. As yet, it hasn't dominated the U.S. mar"" ker, but there is new energy in the import" ing company and we arc seeing a renewed interest in the glider. If you like light weight, good handling and top performance, you should arrange to demo a l ,arninar MR 2000. 'l 'he learn line of gliders is imported in the Mexico and Canada by AV8 and

is disrrihuted through lndasky. lndasky is owned and operated by Rich Burton, a fomiliar name on the competition circuit. You can find the dealer nearest you by con· tacring:

lNDASKY 4171 Sr. Andrews Pl. Oceanside, CA 92057 Phone: (760) 72 l -070 l Fax: (80 I) 365-8814

E-mail: i ndaskyvllyahoo.com learn wcbsit-c: www.icaro2000.com

Sail Arca: ............................. , ................... 1 Nose .. , ................ , . . . . . . . . . . . . ........ , . . . I 30

sq. ft.

Wing span: ............ , ................................... . Aspect ratio: .................................. , ................ 7.51 I)ouhlc ..... , . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87%) Battens. . . . . . . . . . ..... , .............. , ..... , ................ .

Weight: ........ , . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...... . Clip·-in pilot weight: ...................................... . Packing length: .............................................. 17.06 fr. Short packed ............ , . . . . . . . . . . . . . . . . . . . . . . . . . . . . fr.

Continued.from

ly due ro the influence of the heat low over the Iberian peninsula. These masses come together in differem combinations and convergence lift is very common. Some pilots reported as many as four wind direction changes during a l 00-km rask. The wind and valley cornhinations mean flying here is somewhat technical. Although I experienced thermals over 700 fJJtn average, I also had to scra1 ch to stay alive on some occasions, guided by the ever-prcscnr griffon vultures. (I was acting meet steward, so only flew !cir fun and did not explore the entire area.) Pilots reported portions of different flights as racing along convergence lines or in the mountains, and some portions where the tactics were "cooperate and elevate." I would compare this area to Bright, Australia, site of the 1988 World Meer and the l 996 Women's World Meet. Last year there were some negative reports ;ibout rhc area, perhaps because pilots were corning off a series of A11stral ia n and Brazilian meets where

conditions prevail. However, this year the major player nay--saycrs recanted, apparently because they learned rhe tricks to m:1ke it vvork. J believe next year we'll have nearly 200 pilots in Class I and II combined.

TllEMEET Space doesn't allow a blow-by-blow account of.he n1ect, so we'll summarize the highlights. Again, the formidable Brazilians and Austrians headed the list. Bethino Schmitz (Brazil) won wid1 Cerni/' Heinrich (Austria) taking second in Class I. The Austrian team was first followed by Great Britain, hance and Ccrmany. The Brazilians took Afrh despite only two scor-ing pilots! !11 class 11, Austrian Toni Raumauf was first and Diego Bussinger (Swiss) second. Some of us know Diego from the Florida meets. For those of you who like statistics, here's a dose: T'here were 21 teams present (five "Fl" teams). The French had J 0 pilots, the Brits 9, Spanish 9, Germans 8 and Austrians The Dutch, Norwegian, Koreans, Japanese and Australians were

also a notnblc presence. Conspicuously absent were Manfred Ruhmer and the entire U.S. team. Everyone concluded that they're all so good they don't need site practice. fn Class I there were 78 pilots with 15 in Class l I. Sec the box for a breakdown of gliders flown.

INCIDENTS AND ALLEGATlONS On the flfrh day of the meet, more than the usual excitement transpired. Nearly three-quarters of all the pilots were suspended verrically in the first thermal after the start tarp (Classes [ and II were following the same course line). Suddenly, Chrisrof l(ratzner tucked his Atos near the rop of the pack. The glider broke and he began spinning with flailing debris. Miraculously, he fell past abour 70 pilots without hitting anyone. There were plenty of eyewitnesses and close encounters. Apparently the glider stalled and dove in a wake from a preceding glider. The glider rorntcd around Christof until it was upside down at which point it broke. Christ of threw his parachute immediately, HANC GL!i)INC

but it didn't opeu, perhaps because he couldn't heave it due to the spinning. Chriswr· eventually freed his pinned lefr arm and grabbed the unbroken wing and rode it like a cowboy. This action stopped the spin and the he could deal with his parachme. It evemually opened and be landed with little physical damage (bruises from pans and cables). Christo[ was extremely well prepared w handle such a situation, for he has long been the German [) I IV test pilor. lie is no stranger to unexpected situations in the air. The experience shows the impor· tance of being able to reach your 'chute with both hands. (Ir's the second situation J know of in one month in which rhe pilot's arm was pinned.) AIR factory pilot Marrns Hofli11an-Cuben, who happened to be flying right behind Christofwhen the incident took place, rold me that he built the glider the week before ro stock specifications. However, it was reported that Clirisroffc!t that this particular cra/i didn't foci quite right in pitch. He appar· ently made some modifications, including putting rurbulator strips near the nose, which he felt improved mancrs. However, on this day he removed the modifications. That is all that is known, orhcr than that the thermal was about 400 fi)m with little rhcrmal-induccd turbulence. It is irnporrant not to jump to conclusions in a situation such as this, bur to wail lor an olficial report. Another situation resulted from a convergence of two follies. A surprise drug tesr was started on July Ii (Day 7). The ruling was that the top pilots in each class frorn the previous day would be rested. l lowcvcr, on Day <i, Ccrolf I-lei nrich led a rebellion to force a resr day. (I-le didn't realize thar the next day was expected 10 be blown out and no flying resulted then as well.) f-lowcvcr, the Brits were keen to fly. They all took off along with some oth-crs for a total of 7/i pilots. Cordon Rigg won the day and garnered a grand total of 21 points our of a possible 1,000. The real prize was that rhc drug tcsti ng list thus included mostly British pilots_ They had ro avoid using rhc toiler all night and morning unril the ten o'clock appointed hour. 'frn came and wenr and the pilots began dancing. Around abour I I :30 we concluded that the doctors were no-shows and the Brits beelined !i)r the loo. You could hear sighs of relief a block away. Srl'IT/v\llrn 2000

W,rainittn pilot Oleg S!drko sets up the new Aeros Star rigid wing. Note the ailerons by de.fleeting dmgtips.

A jrqwnese pilot crosses gorf! on rt smr,ll Atos during the Pre-World Meet in ,~j)flin. CLASS I

1htal in meet

Total in top JO (phices)

4 (1, 2,4, 8)

20 15

4 0

6, 7, 9)

J (10)

()

2 2

()

1 (.3)

wr:is not possible to determine the model of Laminar. This number 2000'.r some ST's.

some

CLASS H

Tor,iI in meet 11 J

took the top fourplaces with the Stall<er in fifth tmd Ghostbuster in Next year the meet will begin a week earlier June 18. The weather should be the same: sunny every day. Pilots will get high and go far to the delight of TV audiences worldwide. The WAC has some guaranrced coverage from major TV distriburors, so if you can't be there to join in the fun, perhaps you can watch from

a for.

lf ar all possible, f suggesr pilots wirh reasonable skills join us i11 Spain as wind dummies, drivers or ream assisranrs. If you combine rhis experience wirh a week or two at the sea (bathing suits optional), or a jaunt down to Morocco (don't buy the dried, severed hands, they won't clear customs), you'll enjoy a memorable flying safari, flamenco II

HANG GLIDING WORLD RECORD article and photos by Dave Sharp

es t was lare spring when I received an e-mail from Davis Srraub and Gary Osoba, inviting me co a worldrecord encampment. A few good pilors like Tiki Mashy, Paris Williams and David Glover were invited co rake parr in this mission. Ir was only one week before the encampment thar I was even cold of the exact location. Gary had studied rhe area of Southern Texas for three years and was very convinced char this would be the place. After the Wallaby Open I set my sighrs on a record flight, and my first attempts were made in New Mexico. Our besr months in New Mexico are in May and June, and we had a local contest coming up, the Sandia Open. The contest rewarded 17 pilors with their personal-best distance flights , and I made rwo flights that incl uded a 227- and a 228-miler, but each time I ran into both a major change in wind direction and overdevelopment. Unfortunately, when July 1 rolled around the monsoonal doom rolled in. Rain and low cloud base put an end co long flights. On July 8, Hobbs, New Mexico was forecasted co be clear with some strong winds possible all the way co the panhandle ofTexas. Twenty-four hours larer I was in Hobbs. On my second flight I set a new Class 2 world record of 258 miles. I landed over an hour and a half before sunset and was shut down again by overdevelopmem four miles north of Stratford, Texas. I gor a few pats on the back, and one pilor e-mailed me ro say, "Larry Tudor pushed his snooze alarm and went back to sleep." Bearing the flex-wing record on my Atos was all that mattered. A few days larer I gO[ an e-mail from Gary, 'T m leaving for Zapata, Texas

runs north over the Edwards Plateau. Zapata produces strong winds, with early starts leading to Uvalde and the hill co untry 150 miles north. On a fas t day one co uld arrive there in the heat of rhe day. Sunday, July 16, was the first world encampment practice day, and Gary Osoba suffered a tragic accident in his Carbon Dragon, mushing in a landing by trying to ride out some slack on the stati c towline. He crushed his landing gear. The only good our of the bad was th at he walked away without a cur. Gary was not comfortable doing an onsite repai r and wo uld nor fly again. Thar evening Dustin and I experience Zapata for the first time. Our climbs rates were 900 fpm up to 7,000' AGL. We toured the area and landed an hour befo re sunset in 104-degree tern perarures. a dry heat, bur ir's srill like sticking your head in a pizza oven. On Monday at 8:00 AM it was blowing 20 mph an d cu1mJi were forming by 8:30. We set a D eclared Distance to Goal reco rd of 2 15 miles ro the inrersection of 83 and 4 l about 15 miles north of Leaky, Texas. Davis was en route by 10:45 . Unfortunately, the tow rope was dropped over a fence and it would be 30 minutes before I coLJd ger en roure. Dustin launched 15 min mes after rhar. Soon on course, I was getting a bit airsick, and my condition worsened until I tossed my cookies. I landed ar an airstrip 10 miles south of Carizzo Spri ngs (90 miles) and Dustin gor a bit lost and landed a few miles north on Interstate 35 co complete a 120-mile flight. D avis landed at Leaky fo r a cool 200 miles just 15 miles short of our declared goal. On Tuesday I needed a day ro cool down, rehydrate and rest. Davis rook the day off as well . D usrin would set his personal best and fl y 200 mil es ro Barksdale.

~==mmr;--------i-r's

County Airport, Thursday, July 13. Hope co see you there." At this point the attendance woLJd include Dusrin Marrin on a Moyes Lirespeed, Davis and me on our Arns gliders, and Gary would bring his Carbon Dragon for a Class 4 distance attempt. Zapata Texas? Zapata is sourh of Laredo, next ro the mostly dried up Falcon Reservoir, abour 100 miles northwest of Brownsville. Gary says the Bermuda high pumps in gulf moisture that converges wirh rhe hot desert air from Mexico and

H ANG GLIDING

THE WORLD-RECORD

Glider by Peter Radman ln early April I received a phone call from Florida, "Atos damaged in cranspon." On such occasions I can well understand why messengers were ofr-times put to death. When the glider arrived back at the Altair factory it was little more than a shattered carcass, since it had also served as an organ donor for the Florida comps. No twelve-stepping this one back to health, I thought, and relegated it to the halfway house of the factory, that pile of undeterminable junk or treasure that grows incessantly. (Every factory has one.) On a recent tom of dury at the facto1y, Dave pulled the remains from the pile, and after some brief discussions we decided to test the limits of repair of Atos carbon-fiber D-cells. This particular D-cell had been crushed by the rear end of a forklifr. About a tl1ree-foot section of leading edge was collapsed inward, causing bending of the spar and several feet of cracks in all directions. Repairs involved complete removal of approximately four feet of tl1e damaged D-section and crack chasing for several more feet. Two weeks were spent on full-time repair work to the spar. In between repairs, Dave made a couple of flights on tl1e Altair demo Atos. He set tl1e new Utal1 state record 238 miles. The D-cell was not the only damage on tl1e glider. Almost every rib on botl1 spars were broken, the keel was broken , and tl1e entire control frame, tip wands and front/rear wires had been scrapped out in Florida. The sail also had several more holes in it rhan the stock factory version, thanks again to forklift modifications. Little did we know that this glider, reprieved from the scrap heap, would be the glider Dave would fly to set the new World Distance Record . Ir was not modified to enhance performance, did not have a fancy control frame, special wires or special dragreducing tricks. Ir was tl1e plain Jane of Atos gliders with a few remnant scars from early childhood. She did her job. Dave added his extraordinary talent and togetl1er tl1ey pulled off a victo1y. An illustrated report on tl1e repair can be found ar: www.davisstraub.com/Glide/arosre pair .lmn.

Our drivers lost communication with liin1 and he would spend the night with a friend of Gary Osoba in Uvalde. On Wednesday we awoke to blue skies, 90--dcgree tcmperatmcs and 20-·rnph winds. Davis and I would be ready and staged by 9:30 J\M. Gary picked rhe declared goal to Barksdale, 200 miles. l took my flrsr static row at I 1: 15 to 1,600' AGL on a 5,000-foot runway, and 30 sec-onds after I released l found smooth 300 up. f really wamcd to depart with 3,000' AG I.. I hung out over the airport frir 30 minures, sizing up the day, and ar 11 :50 I was 011 my way on a direct route to Barksdale. The conditions offered some of the smoothest, well-developed thermals I've experienced in quire some time, and there was little sink with close thermal spacing. This was a good thing since landing areas arc somewhat sparse between the mesquite trees. Davis and I made our way toward Highway 83, averaging about 3,000' AGL.

One hour Liter I got low (1,000' AGL) just short of 83 and Interstate but found an 800-fj1m thermal which took me through the inversion (see barograph trace). I was flying with rhc most comfort·· able and cleanest harness I have owned, the carbon-fiber CG, and I tightened up the chest piece extra 1ighr. Unfortunately, I accidenrally disconnected my radio bancry and would not have :rny comnrnnicarion for most of rhe fl ighr. The next two hours was easy cruising right down 83. Shortly beyond Crystal City I traveled through a huge area of sink. At 1,000' AGL I turned directly downwind and flew over an abandoned airstrip, getting within 800 Feet of rhc ground. 1 saw some birds turning, cut back into the wind at a 45--degrce angle and fo1md 200 up. A few more rums and I centered my Atos in 900 up for my best climb of the day to 7,500' MSL. 'fhe day seemed robe improving along with the altitude gains. I was now l miles out from my 200-

mile declared goal and about to enter the hill country. This would be the last rime I saw Davis. As l approached Camp Woods l dove across the higher hills ro line myself up over the most likely trigger spots. The plan worked and I fcmnd good lift over every other hill. T flew out over the valley with 4,000' AGL and rook a few FAl sector photos of 1he town of Barksdale. The valley rose up ro the pass before Rock Springs with no landing areas, lmt l still had 3,000' AGL ro spare, just enough to clear the pass and land on the higher plateau of Rock Springs. At the top of' the pass l found another 600 up, took it to 6,000' ACL, and cleared rhc town of Rock Springs with ;i few thousand feet. Before I launched I had no plans to fly much over 200 miles, if' that, and l discovered that Highway 55 makes a bard cut to the west, 90 degrees off my northerly track. It was nearly 6:00 PM and l was 223 miles out, and I only needed one more ther-rnal Lo break my world record flight of 258 IIANG GLIDING

miles from Hobbs. Despite the blue conditions and the 15-mph tailwind Tdecided to make a serious commitment, and was willing to follow some dirt roads thar might result in a lengthy retrieve. I used my CPS Ill and saw rbm 1-10 was ;ibour 24 miles our. I got within 1,000' of the ground again hut found anorher good climb to 5,000' over, and noticed some distant cu rnulus clouds about 20 miles out over l-l 0. I was confidenr that I could reach them. My confidence quickly faded, however, as I flew through large areas of 600 down that I could not weave my way out of With an 8: 1 glide Twould not make T-10, but there were some ranches below so I set my course to a good field near a road that leads to 1-10. l was 240 miles from Zapata as I neared the field, but felt some vibrations and zero sink. l did a search and flew back into the wind, making some turns in 100 up. Drifting downwind ] lost it, so I turned back upwind, and soon my Plytec showed a solid 300 fjim climb, 500 feet above the ground. My eyes were open bm f might as well have been blind, since I was using all my concemration visualizing die thermal. J locked my Atos right into the core and never missed a turn. It would be the most imponant thermal to date, as l knew ifl could top ir out I could make it to those beautiful, long-lasting high clouds. At 8,000' MS!. I cruised over I-I 0, and would have to cross another 25--milc section of uncivilized area. l was ar 260 miles and looked at my Flytec clock 7:00 PM. I was thinking thoughts I've never had before 300 miles? Just 1hen I found lift under a brutally honest, patiem cloud street and took it up to 10,400'. Normally J would drifr with something like this until the bitter end, but I was worried abour landing after sunset and was not sure if the record would be valid ifl landed then, so I lcfr the lifr before cloud base. I headed for the next one and found light sink with some lifty areas. My CPS was showing 275 miles and I couldn't take the slow countdown, so I tried hard to avoid looking ar the mileage countdown and just focused on speeds-to-fly. The mileage was going so slow and rhe sun was going down so fost! It was a race against time.

by Davis Straitb a large hlgh~pressure to the east Which ditectionfor a disrance long enOLigh to set sailplane records, rrlechanic,{llift from gradually rising to north with. a souclierly WiJtd; .Sti:eeting 9:00 AM wfoh cu's .forming before slmr.ise, c\arly £or long df!ys, sn-011glHi during the middle hours over the h)ll "'~"'·'''""'··W"'' very good conditiclns day when the>noq1.1al weather records, .been $tndying .rhe '"",,,,.,,,.,.,, pi~tterns i,, pthnber, <>fyears! has fqun(l that Bem.rnda high and for. a couple of m()nths. When sitting to the soudi of the sottthert1 winds on its west are.from sn;aight;up the s.tatc: high.is SJl big that . d~·cular~flowing winds ar: Cll$mJtiaily goi.pg in one direction, north, fot the length of a h~~ng glider flight (u11dei:500 ..mHes). Cl'hese. win.ds circulating aroqnd tfie high ,ire bringing in cooler, rnoisier ait frorn Gulf a.nd pushirigit over hor, alluv:ial plane 11.01:th of Rio Gr,inde. 'fhis cooler air, a fow thousand feet cooler chan the ev,:n at night. Even as the its hear back into the clear sky it is often stillhotter than the cool tJp from in the morning, clob.ds wlUfonn at l ,000', completely.covering the area They will break up arourid 9:00 AM, fonning streets of cunntlus clouds, streets formed by the winds. The wind,s can be strong 2.0 mph on the ground and :3'0 t<l 40 mph up high. winds are fed by the hlgh~pressurn over .the Gulf To set world you need str()ng winds to along with the rnoderat:e to strong lift. The winds provide the push, as well as the co<>l air which provides the initial lapse rate. 'fo be able to stay np in .the eady-·morning, relatively weak lift, before the floor is heated up by the sun, you need cu's to see the lift and to see the lift lines. You need w follow the geinera.1 direction of your flight so that you can a fair distance even when t:he lift is weak. the fixsr,lnvc:rsion is broken (when the desert floor has heated up the air below it), and the lower cu's disappear, you need the second set of cu's to form, and to be set up in streets by the winds. You've be able to get high enough in the first cu' s to be .able to stay off the deck while the lift goes from ,..,1,,,.,n"rh.,,w, and weak, to sparse ,u1d moderate. Around noon the doud base will rise from. 2,000' to .3,000' to 5,000'. The lifr will increase in strength and lift sources will be more widely scattered. Wit:h s1'reeting you will be able to under the streets and concentrate on distance, and not worry so much about height. There is a lot more to say <1bout the conditions here, and lots of pictures to go with the words. Hopefully Gary will write up something more ab()ut this area.

At this poim my GPS showed a small town (San Angelo) abom 2.0 miles up Sl[TJTMl3FR 2000

Dave flying 1.f.t his hqme site, S1.mdia Peak, in NeUJ Mexicp.

Highway 277. The sun was low at this point and it was 8:00 PM, and I was guess-ing the sun would set at 8:20. Looking at my GPS the distance read 285. J was at 2,500' AGL and found another rhcrrnal, 150 up, and worked it for another 2,000', bailing out as it reached 300 up. [ saw the GPS read 301, then 302, ,md [ started to pull in. At 309 I stuffed the bar. I could not sec San Anglo but farm fields were appearing. I picked one out next to Highway zoomed over a farmhouse and landed crosswind in an easterly five-mph wind. I pulled out my c1rnera and took a few pictures of the sun (five minutes before sunset) with my glider in the background, 311 miles somh of Zapata. Allen Gully of San Angelo pulled up in his Jeep Cherokee and greeted me with a beer. Meanwhile, Gary Osoba and Davis had contacted rhc Sheriff's Department in

three counties. They thought 1 might have landed back around the 200-mile m,1rk in some canyon in the hill country. J called Cary on my cell phone and reported my location. Ile couldn't believe it. He was so excited rhat we both had rca]i,;;ed our dreams. After two X-C attempts I would he the flrst person ever to fly the sailplane Diamond Distance in a hang glider. Blue skies and smooth sailing without a cloud in the sky is not exactly what one would expect on a 300-milc day. But all I asked for was lift that would last all day without thun dcrstonm at the 200---milc nrnk I now know that with a strong tailwind and good cloud streets, 400 miles is possible on a bigh-pcrfrmnancc hang glider. Special thanks to Gary Osoha, Davis Straub and his lovely wife Belinda. Thanks also to my sponsors:

Altair AIR Center of Gravity Ply rec Mountain l1igh 02 systems Earth Cog Flight Connections

f>i/ot Profile

Da11id Sharp

Age: Married, t-wo children From: Edgewood, New Mexico Has been flying for 16 years 1,600 hours in flex wings, 400 in rigids 20 hours dual in sailplanes 300 hours in p;iragliders Ill ranking in the world for Class 2 hang gliders Favorite rlying sire: C:usco, Peru Occupation: Competition pilot and Atos rep II HANC CLIDINC

fIANG GLIDING ADVISORY Used hang for should always be disassembled before time and inspected c1rdidly f,u fatigued, or denied dow111ubc.s, niined bushings, bent bolts (especially the hc,irt holt), re-used Nyloc nuts, loose thimbles, frayed or nistcd c1blcs, tangs with non-circular holes, and on flex wings, sails l,adly torn or torn loose from their ,mchor points fi-ont and back on the keel and leading L·dgcs. rr in doubt, many hang gliding businesses will be happy to give an objective opinion on die condition of equipment you bring them to inspect. Buyers should select equipment that is appropri,11e fo, their skill level or New pilots should seek prokssion,il instruction a lJ.SJJCA CFRTil'IED INSTRUC:TClR.

DRFAM lli5 Very good condition $800. (5:lO) :n5 /ili22 Northern California. EXXTACY NEW & lJSFD IN STOCK, DEMO DAILY. WALLABY RANCH (863142/i-0070. l'Al.C:ON 1/iO ·-- Fxcclknt condition, 20 hours, new Charly Insider helmet $1,/50. (715) 2:12 877,S,

carbon crosshar, awesome colors, rnnst ,,;,cl! $2,8'JS. (6'i I) 77')-8(,(,}, Minnesota.

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FALCONS JliO, 170, 195, :?:?5 new and used. WALLABY RANCH (863) li2ft 0070. l'Al.C:ON 170 -- Magenta/blue/white, owner $1,600. (:l07) Tl.FJ!i 17.

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LAMINAR ST, 11, 13 in stock. WALLABY RANCJ I (863) 121-0070. MOYES CSX SX, XTL, XS:J, XT, etc. New and nearly new. i\vaiLihle immcdi,ncly. Nation's largest Moye1 dealer. WALi.A BY RANCH (863) l\2ft-0070.

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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: per column inch. (phone numbers: 2 words, P.O. Box: \ 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:

MOYFS CSX5 -- Well kept, very good condition, purple/white with bird $2,700. (:321) 77.li-8S76.

Number of months: ··-----..·---· .. ________..__ _ SECTION

IJ Flex Wings IJ Emergency Parachutes J Parts & Accessories J Business & Employment iJ Miscellaneous IJ Paragliders IJ Videos

J Towing IJ Schools & Dealers IJ Ultralights IJ Rigid Wings J Publications & Organizations 1

IJ Wanted J Harnesses

Begin with ___________ .. ______ 19

issue and run 1or --------·-consecutive issue(s). My J check, IJ money order is enclosed in the amount of$ ____________~_ .._ NAME: ADDRESS:~~CITY:-------· .. --------..-·-

STATE:

PHONE ..- - · - - - ~ ~ - - ---------..----·-..-·-------..Number of words Number of words·

Sfi'Tl:Mllll\ 2000

-·---------· @$.50 @$1.00

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HARNESSES

$1,700. QS·3.'.\0 w/parnswivel $300.

CC; 2000 harness, 5' 11" I6011, $300. Ball M-50 vmio $125. Package $2,200 OBO. (607) li32-!i625 NY.

SPECTRUM CLEARANCE Sr\LE Three I !i5 SnectrJJms in uc:u nnv condi1ion w/all options R,rven Sky Sports (262) lt7.3-8800, ir1fo<rhhanggliding.co1n

rcvoltltltlll:try new motorized Booster-a hard Raker 120 motor and It is very light and quite. at AirBornc Sport Aviation Cemer (509) 2ii3-ii988, Email: usairborneG:Dhomc.com BOOSTER

SlJPl'.RSPOR"J' I

BRAND NEW Moyes Contour, 5'8"·6'1 ", never been Jtscd $GOO. Aircotcc Piccolo l'lt1s .. ncvcr used, w/airspcecl $/iOO. Craig 1-888,863-/i057, craig(i'acrialchair.com

MK!i needed. l-800-688-5<i37.

$2, I 00. (262) li73-8800,

CG 1000 /1205. SUl'ERS!'ClRT 163 Orange/white, armor cloth l.E, low hoJJrs $1,000 OBO. WW'/j harness, lil,e new, rnediJJm, w/BRS & parachme $800 OBO. (208) li385')88, kentwarr(1lcyberhighway.r1er

SCHOOLS & DEALERS

HARNESS EXCHANGE

CHUTES (970) !iii 1-

9:015, lrnp://gunnisongliders.com/

I lIC:H ENERGY POD HARNFSSFS -· Sizes &

$.,oo.1ioo. cc: ooo·s $250. 1

l.iV!FP pod, 'i'lJ" S!iOO. Kncclwngcrs & stirrnps also available. (262) /i7., .. B800, i1if()(j/1hangglicling.corn McNF 11 TRAlNINC HARNESSES-~ Light, durable. Thousands of students have harness over the past l O years. (207) 729-9867. MOSQ\JlTO MOTORlZED 111\RNESS - - $3,000. Moyes Xtralite 11i8 $1,500. (801) 9li78'i2l, dhyrn((ilxmission.com

1'01) 57", w/paracbure (never deployed), ,-19')0, $250 OBO. ('\03) 452I7/i3, liesl~1lrclepon.com

100 gliders in stock. Lookour Mountain, W\VVv.h;111glidc.com

ULTRAS PORT lli7, I G<, ..._ Rcnral park, low hours, clean, priced to sell. infoVr)!1angglidi11g.com

at flight

PARAGLIDERS

NATIONAi SCJlOOL NETWORK~· RlNC:S LOCALLY. For information call D,1vid (706) 6578li85, david~hdavidglovcr.con1 ALABAMA LOOI<OUT MOUNTAfN l'l.lCHT !'ARK~- Sec ad under ( :corgi a.

liTl-8800,

VISION Ml<IV 17 Cood condition, wheels $GOO. (617) 191-5002, halsrcaM11 medi:1011e.ne1

ATR SPORTS USA WWW.Fl,YFORFUN,NFT New, used, really cheap. (303) 3ft7,8')95 OVER 50 leave message.

has a

RIGID WINGS lvl!LLFNNIU)VI Excclletll condition,:\() hours $8,000 OBO. Jay O 15) 687 ·372.li, cgraviry~1\lrean1sca})c,co1n

HANC CLIDINC

CALIFORNIA !'rain on DREAM WF./\VFR 11/\NC GLIDING state··of,thc··art WILLS WING FALCONS. LESSON PACKAGES: ( )1w l,iur hour ksson $ I00. Three l,,ur hour lesrnm, pl1i,, tandem off 2,000f't. $.lOO. l;ive lessons for $/iOO. Ten lessons plus taudcm $750.lntroduc,· sorncom· uew to our sport. For each nc\v .'.tudcnt that you illtrodttcc dut take.'> 1 hrec or more bsorn /i-orn me, you'll get a free lesson or $50 off ,\ li11mc pmchase. Complete lesson Yc:n· rol!nd ins1n1ction. Lmnching and of hiking clinics availahlc. ( :all 1,H group Lllcs I'll help you! Dealer l,,r Wills Wing, Altair, Energy Sports, ll,tll varim, Cunclli;1ks and more. :-Jew and 11.<.,ccl l'(jllipnKnl. \X'c love tradc-·ill-'i. I'm you1 northern California MOSQUITO IIARNFSS DEAi. FR. Jr you live in ccutrnl dmmgh nonlicrn C:alil,,rnia, me a cdl or c111,1il to schedule yo1Jr 1Vlosquito dcmc111s1ra11011 or clinic. C;tll or cr11ail, scheduling lcssorn live days a week, 1:riday through TucscL1ys. lde11I training hill, 1q, to 150/i., (,OOl't. rnot1111ain. I ,}.OOli. moun1;ii11. Tandem instruction. llSl !(;1\ Advanced lnstrnctor DOUG PRI\TIIER (209) 556 Olt69 Modc.110, ( :I\. dnmvvrhg&1Jsolirnn1.11cr

FLORID/\

(..:i

Dl::l~POI~

2800 Torrey Pines San Diego CA Since /928 I II\NC CLIDINC AND l'I\RI\Cl.lDINC

US! !CA

ccrtiCied instTuction, undcm fli[~ht lnstrnction, sales, service, repairs, rcp:icks, and site tours. San

Diego's .<,oaring center. Visa and Mas1crC:ml accepted. all (858) /i',2.lJ858 or toll Cree J.8/7.1:1.y TL;\M. C:l,cck m out and order online ar W\VW. t1ylorrcy .corn

LO(ll<OLJT VIOUNT;\IN J I.ICIIT PJ\RK Sec ;id undn ( ;corgi,1. Nearest mountain tr,1ining center !o Orlando (ollly fs hmm).

I IY 1\W1\Y l !1\NC: ClllllNC/l'l\1(/\Cl.llllNC Santa Barbara. T.tlltlll)' llurcar (80'i) 'J'i/·'Ji!i'i. Tl IF J 1.1\NC CI.IDINC: CENTI.R (i:l I 2 Malrnll\\ Drive, S.m llicgo C:1\ ')}II 'i, ((, I 9) 2(,'i 5.\20. J !!CJ J 1\1 )Vl'.NTURI: I lallg gliding, paragliding school. Equipment sail's, scrvlcc, rentals at Southern Californi/s miles high site. Crcsilillc. lJS!lC/\ lnstrucror Rob Mcl<rnzic. (<)()')) 88.J,8/i88, WW\Y,lll'i<IIIU('lll.l()III

MI\CIC: AIR l.or:11ed in Norrh,·1·ll C:alii<,rni.t. I.,·.ssolls, sales, service. (71ll) lJ(,J .. l/i5'i.

l.l\'s l\LST SINCF. l'J//i - 20 minutes from I.AX. hill scrvic,· walk·ill center. Trninillg 1,,r all skill levels, rcntah, guide service, .sales, lodging ;lt world famous l<agcl !vtoun111i11 !'light Parl<. .}25 sunny days a year. I Gl!i 'i Vicrory Blvd., V11n Nuys Ci\ ') I /i06, (818) 9880111, f':tx (818) ')88· 18(,2, www.willdspons.com

BUNNY...

THE HILL WITH IT!

COLORADO l;ttll.1ime AIRTIME l\llOVF 111\NC <:I.JDINC ]c.<.,,<,,ons, sales, \Crvicc. C:olorado\ most experienced! Wills Willg, Moyes, Altair, I ligh F11crgy, Ball, Flyrcc, l'light Contwetiom a11d lllltch more. Cal\ (:JO.I) (,7/i. 1, Fvngrccn, ( '.olorado /\irtimcl-J( ;&1\101.cnni C<lNNFC'!'l(:U'r

l I\RCFS'I 1 \I\NC C:I.JDINC: SI !CW Ill rhc \'(/est 1 Our deluxe retail shop showca~cs the Lucst cquipmcn1 and lus two virtllal rcaiity hallg glidillg flight sillrnl:i tors. W,· stock new and used ... Wills \'(/illg, ;\It air ,rnd :vloycs gliders, alld all the hottnt Ill'\\ harnesses. Trad,··

l/Sl !Cl\ CLRTIFJFD TI\NDFM INSTRUCTION By lvlcNamcc. J\crolow tr;iining & r<.ning-'>. I lcalcr for 111:,jor [light ,rnd acrorow equipment, I.S homs li'otn Disncywmld. Call (.l'i2) /i8'J.'l'JUJ. fly&ilgr;1yhi rdai rspo rt s.crn 11 \V\:VW .grnyhi n bi rsi lOl'l :-,.con 1

MOUNT1\lN WINCS

\'(IF I Ii\ VF ---· The most advanced rraining progr:im knowll ro hallg gliding, 1c,icl1illg you in h,tl/' the time ir 1:1kcs oil the trailling·BUNNY I ll!J., and with mot'<' in·lligln air titnc. YES, WE CAN 'J'EI\CII YOU J:ASTFR AND SAFER for year·round rraining l,m in the'""· cill or write Miami l l:mg (.l05) 28'i B'J78. Z'i'iO S l\:ryshorc Drive, Coconm Hmid·., l.ll.l:l.

Look under New York.

ins arc welcome.

members! New

Our comprehensive tr:iiniug program, located at tlH' San Franci.'ico Bay Area's flncsl bq\iirncr site lca1u1'\..''.>'. gently sloped "bullll)' hills," Wills Wing blrnm of' all sizes ,ind comfortable training hanH_'SS(·sl "FIRST I'Li( ;1 IT"! 'i min1Hc vidrn tour of' om hcgill !HT lesson prograll\ \l1ow:-, a .stt1tkn1\ ,',kill progn>,<,,<,ioll $70 (shipping induded). 111!, Wrigky Way, Milpitas Ci\ 'J50.l5 (1m1rS1111Josc). (li08) 262 I 055, /;ix (/i08) H,J U88 mi'>si(l11Ctthang p,li,li11g.cor11 www.l1ang·-gli(li11g.con1

<)lJFST i\lR SOI\RINC Cl·:NTFR -· Yom vacation h:ing gliding loc.11ion. (.\'i2) /i}'!02 l.l, fox (.l'i2) ,i}'l li8!i(1. Vi'.i! our \vch:-,itc at: www,q11c.<,L1irforcc.com 01 cm,1il us: q11csui1-C(1)sundial.ncr

]

yours Sr r'IIMllLR 2000

Hang Gliding Fun For Everyone! 44 Acre Mountain Retreat

Five times as many students learn

to fly

at Lookout than at any other school in the country.

20 minutes from Chattanooga, 2 hours from Atlanta, Knoxville, Nashville, Birmingham and Huntsville Country Club Flying: lodging 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 rentals, service, repairs, storage

No one com es close to our level of experience and success with randem aeromw instruction.

WALLABY

RANCH

A GREAT SCE E FOR FAl\1lLY AND FRIE DS ...

l O m orels & restaurants within 5 mins., ca1nping, hot showers, shade trees, sales, storage, ratings, XC

reuieva.ls, great weac:her, climbing waJ I, cran1polinc, DSS TV, ping pong, picnic tables, swimming pool, ere.

FLORIDA

Flights of over 200 miles and more than 7 hours. Articles in Hn11g Gliding, Kirp!tmes, Skywings, Cross Country and others. Feamred on numerous TV shows, includi11g D ateline N BC, The Discovery C hannel & ESP T.

The Aerotow FLlght Park Sa tisfaction G uaranreed

Visit us o n the \Xleb: hrrp://www.wallaby.com

Lookout Men. GA/ TN

Please calJ us fo r referen ces and video. 1805 D= Scill Road, Disney Area, FL 33837 (863) 424-0070 - phone & fax fly@walla by.com 1-800-WALLABY

l-800-803-77 88

JUST 8 M ILES FROM DJSNEY WORLD • YEAR ROUND SOARING • OPEN 7 DAYS A WEEK • SIX TUGS, NO WAITING • EVERY DIRECTION 50+ N JCE demos to Ay: Topl ess to Train er GLlders: l amin ar, Moyes, W ilJs, Ai rborne, Ai rwave, Exxtacy, La Mou erre, Sensor; also harnesses, va rios, ere. Ages 13 To 73 have learned to Ay here.

GEORGIA

Conservative • Reliable • Seate of the An F.H.G. l C./FLYING FLORIDA ST CE 1974 MalcoLn Jones, Ryan Glover, Carlos Bessa Laurie Croft, Jeremie Hill, Kerry Lloyd T o m Ramseur, Roger Sherrod, Rhett Radford Tiki Mashy, Paris Wi llianis

FULL H OOK-U PS - L1undry, propane, recreation room. l-800-803-7788 LOOKO UT MOUNT AIN FUGHT PARK - See our display ad. Discover why FOUR TIMES as many pilots ea rn their wings at Lookout than at any other schoo l! We wrote USHGA's Official Train ing Ma nual. O ur specialry-cusromer satisfactio n and fun with the BEST FACILITIES, largest inventory, camping, swimming, voUeyhall, more! For a Aying trip, intro flight or lesson packages, Looko ut Mo untai n , just o utside Chattanooga, your COMPLETE training/service cenrer. Info' (800) 688-LMFP . H ANG GLIDING

• Best training results in the country : 98 percent of our Beginner rated pilots earned their Novice Mountain Solo or Aerotow ratings at Lookout in 1999 • Lookout Mountain provided more tandem instructional and introductory flights than any other flight park in 1999 • Lookout Mountain specializes in the Integrated Instructi on of foot launch and aerotow tandem skills

• 65' and 125' training hills an d 1340' novice mountain launch on site , the best traini ng hills in the country • Foot launch and aerotow certification • First Full time Aerotow Flight Park , Four Tug s • 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

HAWAJI

•

www.hanglide.com

RAVEN SKY SPORTS - (3 12) 360-0700, (8 15) 489-9700 o r (262) 473-8800. 2 hours from C hicago, 90 minmes fro m Elgin , Palarin e or Liberryv illc. Th e best insrructo ts, the best eg uipment, the best results in the M idwest. Trai ning program fo r combincd/inregra ted foor launch and aerotow certification. Apply 100% of yo ur intro lesso n cos ts co ce rrifi ca rio n p rogra m

upgrade! Please see our ad under WISCONSIN. IN DIANA BUNKHOUSE

RAVE 1 SKY SPORTS - (262) 473-8800. Please see our ad under W isconsin. info@hanggliding.co m

WARM & COMFORTABLE - By LMFPl 32 bunks, hot showers, open all year, 24 hour self registration. 1-800-803-7788!

FAX your classified ad, membership renewal or merchandise order:

(7 19) 632-641 7. We gladly accept VISA and MasterCard. SEPTEMBER 2000

MARYLAND BlRDS lN PARADISE - H ang gliding & ultralight fl ying on Kauai. Certified tandem instruction. (808) or (808 ) 639- 10 6 7, 8 22 -5 309 birds@birdsinparadise.com, www.birdsi nparadise.com

MA RYLA D SC HOO L OF H ANG G L!Df NG, INC. - Ce rtifi ed in srru ction , spec ializing in foot launch. Dealers for W ills W ing, Moyes, H igh Energy, year - ro und instru c rion. (4 10 ) 527-0975, www.mshg.com

ILL!

ors

HANG GLIDE CHICAGO - Fuil service aeropark, 2 tow planes. Full time certified instructors, ultralighr instructors, Easr Coast record 213 miles. (8 15) 3251685, www.hangglidechicago.com

Sell your unused equipment here.

MINNFSO'rA

MEXICO

NORTH CAROLINA

H,1\VFN SKY SPORTS (612) :JliO 1800 or (7.<,2) li?:1-8800. Please sec our ad under WISCONSIN.

NFVADA ADVENTURE SPORTS Sierra soaring at its best. Toms and t:tndcms available. lnstrunion from ccrtilied US] !CA inst n,c1ms with years experience. Sales, service and insrrucdo11 by :ippoirllrnent Carson Ciry/Lakc Tahoe NV. (77'i) 883-7070 XC CAPITAL OF Tl IF CAROLINAS (828) 6.'37- ')810 foothillsflight~i>hotmail.com

VALi.i', DF BRAVO

winter, week long

gliding. I -800

I.AS VFCAS AIRBORN WATFRSPORTS US! JCA certified hang gliding instruction. Sales and service, boat tow, rnournain soaring, XC. (702) 2.(j(). /950 www.virtr1all1osts.net/skys:til/111ai n.hnn NFWJF.RSFY

MICHIGAN

MOUNTAIN WINCS

Look under New York.

ists. We urry all m:ijor brand gliders. !'rec l'V(: glider storage/transport 111hc with new

pun:liasc. Now

in stock: L:iminar ST; \Vills Fusion, X( :, Ultrasport, Falcon; Moyes l.itcspccd, Sonic; Aeros Stealth 2; Magic Kiss. Outrigger wheels, launch cart kits, and other :tccessories in stnck. ( :all Ji,r foll tandem lessons and flying appointments with dH' Soaring Clnh at Cloud ') field. 1 I 088 Coon Rd. W., Wchhcrvilk Ml liBR'J2. ('i17) 22:,B<,B3. ( :loud ')sa~1laol .com http:// mc·rn hers. aol .com/ cloud'lsa MICHIGAN SOARING ()ffrring ALL major brand gliders &. accessories. C:rcat deals! (2:J 1) 882IJ7'lli) wingma11tf1)navcrsc.con1

CROSSROADS WINDSPORTS

State-of.the-art

training with \fatio1wry simularor, BoomBar, u1nc_krns,

video coaching. Towing for hang and paraglidcrs. i\erotowing. Rrntals. C:m1ping on rhc Airpark' Call C:mt Cralr:rm in Hobbs (50'5) :,cJ2-827-2. NEW YORK AAA Fl.lCHT SCI 1001 MOUNTAIN WINGS I Fl.I.ENVILLE AlR SPORTS. htll service shop, park, li500lt. row field, winch and aero towing, t:mdcms, l/.1 .. training. Airwavc, Altair, Moyes, Acros. learn 2000, Star U.I.., MOSQUITO powered harness, WOODY VALLEY h:1rncsses in stock. The original V-MITTS $29.00. rntnwings~1lc:uskill.11et or (8/iS) 6/i7-.ll77 150 Canal St., Fllcnville, NY l 2fi2g, The n1ost complete I IC Pro-shop in the North Easr.

NORM I.ESNOW'S l·I.YINC ADVENTlJRFS Since 1CJ78. Experience & safety arc //I. Aerotowinp, and hill introductory flights and li,11 range of' lesson progrnms for beginner to advanced. J\crot·ow clinics &

lJSI !CA appropriate ratings available. lJSI I( ;A ccrtilicd school. Please rnntact Norm l.c·snow-lV!awT Pilot, Ex:1mincr, Advanced Tandem lns1ructor, T<nv

Administrator. (2/i8) YJ9-9/i.J:J, FULL-TIME .school. nlfo(11)j1u10.corn, www .scri011.ssports.corn/ nl fo TRAVFRSF CITY IIANG GLIDERS/l'ARAGI.IDF.RS FULL-TIM F shop. Certified instruction, foot launch and tow. Sales, service, accessories i<,r ALL major brands. VISA/MASTERCARD. ( :onre soar our /i'iO' dunes' 150'! E 8th, Traverse City IV! I li%8/i. ()ffrring powered paragliding lessons & dealer f,,r tl,c faplorer & used units. Call Bill at (2:11) 927.-28/i!i, tch:111gglidcrCt1)juno.com. Visit our paragliding school in Jackson, Wyoming. Call Tracie at (507) 7:l')-8620.

NEW MEXICO

major btands. Full service and equipment at best prices. The most fi'iendly service in the area. Store address: 29 :l l Newtown Ave., Astoria NY. Phone ('118) 7000, WWW.FLYl'ORFUN.NET FLY l llCH I JAN(; CJ.!l)INC, INC Serving S. New York, Connecticut, Jersey :treas (Fllcnvillc i'vltn.) Area's FXCLUSIVI' Wills Wing dealer/specialist. Also :di other major brands, accessories. Certified school/instnlltion. since ]')'7'). Area's most [NEXl'FNSIVF prices. Exccllem secondary instruction ... if'you've finished a program and wish to continue. Fly tire rnormtain! AT( )I. towing' Tandem flights! Contact l\rnl Voight, 163 Scmsville Rd, Pinc Bush, NY 12%6, (B/i5) 741i-Yl 17. SlJSQlJEJ !ANNA l'I.ICIIT PARK Cooperstown, NY. Certified l11strnction, S,iles :rnd Service for all major m:und:1crurns. fill acre park, 5 training hills, jeep ricks, hunk house, hot showns, GOO' NW ridge. We have the best in N. New York st:llc to teach you how to lly. c/o D:111 Cuido, Box 2'),J Shoemaker Rd, Moh,1wk NY I:,liO/, Cl l 'i) 86(,.(, 15.l.

• l'ANDFM INSTRUCTION AFROTOWINC BFN :11 RFSC lRT • BOAT TOWJNc; • Tl,1\ININC CAMPS H)OT !.ALJNCJ I OPFN YEA!, ROLJNll PARJ\CLIDINC • FQUIPMFNT SAi.ES AND SERVICE

(800) 33f4777 NAGS HEAD, NC Internet Address: http://www.kittyh:rwk.com F-IV!:iil Address: i11f,,ca1kittyhawlu:orn l'ENNSYLVANIA MOUNTAIN TOP RFC:Rl'ATJON - Certified instruction, Pit (Ii 12) 767-li882. C'MON our AND !'LAY! MOUNTAIN WINCS

I.ook under New York.

I IANC Cl ll)INC

---------- ...... - - - -

PUERTO RICO

I !ANC ( :UDF UTA! I!

Full service ha11g gliding

school, w/tandcm instTl\Clion, exclusive training site, 2.0 f'IY PUFRTO RICO

Team Spirit I Jang Cliding, J ](; classes daily, tandem instruction availa\,lc. Wills \X,'ing dealer. ( :lider rentals for qn:1lilied pilots. PO !lox 978, Punta Santiago, l'ncrto Rico 0071i I. (787) 85() .. 0508, tslrgvilcoqui.nct

mi11utcs west ol' Salt Lake City i11 Tooele. Call !'ere 1\nderso11 (4.'l'i) 8/i:l-'JOO.l. ____ ........ ---~----~-- ---- ---·--~~--·~-------------WASATCH WINGS-· Uralr's only full ser·vice ,,_,

gliding school, Point of' the iVlountain,

n1ou11-

t:tin sitn, Lowing. I kaler for Aeros, Altair, Wills Wings, Moyes, 1\irwavc aud nnrclr more. Call Zac (801) 21i!i-

TFNNESSFE

749/i, wingsG'1\vasa1ch.com www.wasatch.com/r-wings

LUOKOUT MOUNTAIN l'l.lCI IT PARK . - Sec VIRGJNIA

ncl under ( ;corgia.

TANDEMS, LFSSONS S,dcs ,111d serYicc. in acrotowing and pay-out winch 1owing. 1Vbkcrs

Cround Cvar) tow tal<eoff/landing gc;ir,

www.s111f-air.com (2G7.) 7Wl· 771i/. TEXAS PARTS & ACCFSSOIUFS AEROTOWINC ACCESSORIES Sec TClWlNC:. Tl IF WALLABY RANCH (865) /i:/.4 .. 0070. 1\M1\/I NC:LY I.OW l'RIC:FS l\ob(ilbroke1foryou.con1 1\1.l!F SKY

YFARROUND XC FLYINC: • Tl !REF Tl!C:S • TANDFM TR/\lNlNC: OPF.N l DAY A WFl·:J< ;\FRO TOWINC • DR;\CONl'LY TlV\lNINC: • WINCI I TOWINC TRIKE TRA!NlNC • J:c)OT LALJNCI ! • FLYlNS AND CLINICS PARACLIDINC TOWS • 600 ACRE F1\C:l!JlY SALES ;\ND SFRVICJ·: • 7,200' RUNWAY Steve Burns li09.2/').'J:lil2 email: sburns(1':1lplu l .nct Fred Burrn 28 I .Ii'/ I. 1li88 email: austinairG1\10l.com

h1llrirnc instruction and service :n :Vl:111quin Park near Riclr111ond. Wills Wing, :vloyes, Fliglrt Design, i\cros and 1\irw:tve gliders. Mid· 1\rLrnric lvlosqni10 deakr. Steve Wendt (51i0) li32 .. 6557 or (80/i) )Ii J .. /i:l21i, wwss.blueskyhg.corn,

Un all Ball v,niosl

BAIi C:Ri\l'IIICS C:OMP /i20'i.

.t/i'J5. ((, I 'J) 2.l', :lOOO

1l! 11 cskyl 1gVr1y:1 l100.con1

KITTY l lAWK KlTES

. Sec North Ctrolin,t.

C:crril,cd insrn,ction and SILVl'R WINCS, INC equipmem sales. (7(U) 5:l.l I %1 /\rlingtnn VA. W/\STITNGTO'.'l

,vww . .111stinairsports.con1

Texas. MOTORlZED PARAGLIDING INSTRUC TJON & EQlJJPMENT AVAILABLE. (91 'i) 379 .. I 185. lli75 CR 220, Tow TX 786/2.

US. AIRBORNE SPORT AVIJ\TION CENTER --gliders, powcrcdl'G, paraglid .. Trikes, liglrt trikes, ers, lrarncsscs etc., Solar Wings Eclipse, La lvloucttc Topless and Top Secret, Jrnportcr for the Miniplane powercdl'C:. Sales new and used. Beginner thru :idvanccd instniction for trikes, powcredPC: and U.S. AirBornc (509) 21i:J .. /i988. Send $3 info. p:ick (specify info. req11csted) PO Box 579, Asotin \YI;\ ')')/i()), Fmail us:1irborne~1'lwmc.com, Website h Lt p:/ /www.vallcy·intenet.net/cl,p/usairbnrne/

KITE FNTERPRISES .

WISCONSIN

CO ... ! !/\NC <:LIDJNc;11! Jeff! lunt. Amtin pit/fox (51 ?.) li67·2'52') jeffGi11lytexas.com www.flytex:1s.com

I Ill.I. COUNTRY l'AR/\C:LIDINC: INC: Lc:nn complete pilot skills. l'crsonalizcd US![(;;\ cenilied training,

soaring, f(lot & tow Lnmcl1ing in central

BFST 12" WI !EELS 1\Vi\11/\BIF - - Super rough, lightweight) a must for training, tandem Aying, Built-in bushings. Only USJ\ .. built I wheel. $li2.9'i, qu:rnrity discounts. lmmcdia1c delivery. f ,ookout J'Vlountain, (800) 688 .. JMFI'.

l'l.l(;lJT CONNFCI JONS, INC. PTT IJ Foot lannch, platform

bunch :rnd acrorow instruction too. Training) sales,

rcnt:1ls a11d repair. J\irwavc & \)(li\ls Wing. Dallas, Fort Worth and north Texas area. ?.11 Fllis, /\lien TX 75002. (977,) 390.. 9090 niglrrs, weekends, v,,1ww .ki tc-cn 1·cq)riscs.co1 i 1

TOTAL J\IR SPORTS Area's OLDEST Will.s w'ing dealer. C:crril1cd instruction available. "[ only DEAL wirh WILLS". I 61 I Lakeview, Houston TX 770li0, (713) 937-86 lli, totalairsports~1l]totrnail.com UTAH CLOUD 9 SOARlNC: CFNTFR The 11a1ion's largesr a11d hang gliding shop, is now oflc.T .. i11g hang lessons, guide services, repairs and sales at l'oi11t of' the .'vlonnrain, Uralr. Contact m for an information p:tcket or stop by the shop. (80 I) 'i7(, .. (/160, 12556 S. Minmeman Dr. 111 Drnpcr, UT 8/i020.

RAVFN SKY SPORTS JIANG GUDTNC AND P;\RACL!DINC The Midwest's Premier acrotow park founded in 1992. Featuring INTEGRATED INSTRUCTION of foot .. launch and aerotow t:m· prices to bear any in tire USA. Seven gra~sy trnilling hills focing all wind directions. Four Dragonfly tow planes, no \vaiting!

Tlrree tandem gliders on wheeled WW Falcons for trnining from the very first lessons. USU/\ tows. Free ttltraligln and tug instruction, camping. Sales/service/accessories for all brands, Open 7 days a week. C:ontacr Ilr:id Kmhner, 1'0 Box 101, Whitewater WI 53190 (262) /i7:J .. ggoo plrone, (262) /,7:\ .. 880 I fax, www.hanggliding.com,

•Newand Improved • \'(later/Dust Rcsist:rnt Push llmton • Field Finger Switclr • Heavier Gauge Wirc/lmprovcd Plugs • Increased Strain Relief' :ir /\LI Join rs Price $')9.95. Fxtra finger switch $19.95 w/purchasc. Dealer i11quiries welcome. Call (91:l) 26879/iG. tv1C:/Visa. Visit our website at www.nightconn.com

Si'i'TEMll!R 2000

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ALL ACCESSORIES IN STOCK! l'lytcc li005, Quan cum 330, call! l.ow prices, fast delivery! Ccrnnison Cli,krs, 15/i') C:ouncy Road 17, Cunnison C:Cl 812.,0. (970) 611 ·9'.l 15, http://gnnnisonglidcrs.com/ !!/\NC (;L]l)ER CAMERA J'/\CK/\C:E Wired remote, includes rnounl) wide angle w/infinitc st.indby, auto !lash , :35mm auto rewind. Super lighc only 5.3 oz everything you need $189. Complete. Visa wel· come. ('702) 260·'7950. h ct p://www. virtual hosts.n ct/ skysail/ ca mcra.h Im HANG GLIDING ACCESSORIES B/\R MITTS: FXPIORER No map $/i5.00 Ni\ VJC/\TOR Removable map pocket $5'i.OO C:OMPE !TJ'OR ( :ircul:u trnp rnff $<,5.00 C:LI DFR B/\CS,l !F.'\VY IlUTY 600 denier polyester. Water & UV protection. fl 10 zipper Reinf,,rccd ends. Tapered design. Continuous loop handles. Red or blue. $100.00 CROSS COUNTRY ?, 10 denier nylon, strong yet lightweight. f/5 zipper. Ttpcrcd. Red or blue. $90.00 JZI\DIO l'OUCJ !ES Vinyl window. Sakty strnp. Adjusts to fit most radios. Velcro's onto shoulder str:1p. Red or blue. $15.00 HARNESS ll/\C Rooroy·Strottg·( :omfonal,lc. Adjustable waist belt & shoulder straps. Red or blue.M'l.00 $12.00 $1.00 per 10" Wing Tip !lags $5 ca. or $8/pr. M/\ST/\DON DFSJCNS llox 66'>5 S. 1.akc Tahoe Cf\% 157 (5:10) 'i12·.'l851 www.rnast:tdon.net

l<IWI HJ LMF IS CRISP] BOOTS Two world· wide recognized l t;ilian 111:mufocrurcs of f,nc hang glid· ing and paragliding ~1cccssorics av;1ilah!c now in the llS/\. Kiwi helmets arc :md tested in compJi .. ancc with the C:F st:rndards. Linings arc made oC expanded polyethylene and shells arc 111:1dc of' c:1rbot1 and composite fibers. The helmet oprning w:1s srndied rn allow max. visibility and insrallarion of e:uphones and microphones. Shells :1rc painted in color bl:ick or by clear coating,. Sizes XS (2 J white :111d 1/2") ro XI. (24 /Ii"). Kiwi open face Pick Up $'7'5 (25 mmces). l(iwi fttll face Pl:tin $]')() (28 ounces). Kiwi fidl face Evolution $220 (27 ounces). Crispi hoo1s <nc mack with the fl11cs1 materials i11 the indnst ry; suede, Vihram sole, l<evl:ir shock

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1./\M!Nt\R !'ARTS We ltavc what yon need and we :ire cotrnniucd to same day shipping. /\ V8 Call (760) 72 l ·0701 or email :11 indasky~ilyahoo.com

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Sell I I!Cll l'ERSl'FC:TIVF WllFEl.S Real Iii,· savers' 12", light, rough. Fits all gliders. Send $Ii 1.95 + $Ii. 50 shipping per pair ro Sport Aviation, PO llox IO 1, Mingoville Pi\ 1685(,. /\sk ahout our dealer prices .

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s/h in rhe USA.

From the Tellmide Festival in 1981, to rhe modern day competition. Follow rhc history or this dynam·· ~'""c, .. ,~. $21.95 Call l/SHC;A (719) <,32-8300, fax (719) G32-64 I order from our web site www.ushga.org. Please add +$Ii domcsric s/h. MISCEI.LANEOUS

C:LASSll'IED 1\DVERTIS!NG RATES The rare l,,r classified advertising is $.50 per word (or gronp o/'charac ters) and$ l.00 per word for hold or all caps. MINIMUM AD C:1 lARGF $5.00. A fee oC $15.00 is charged for each line arr logo and $25.00 for each photo. UNEART & PHOTO Sl/J,: NO Jt\RCER THJ\N 1.75" X 2.25". Please underline words ro be in bold print. layouts of rahs $25.00 column inch. Phone words. F.mail or wch AD DEADL!Nl'S: All ad copy, instrncrions, changes, additions and canccll:1tions 11111st be rcccivccl in 1.5 months the cov· er dmc, i.e. July 20th for September make checks payable ro US! !(;A, P.O. Box Ll30, Colorado CO 80901 U30, (719) (,328:300. Fax (71 11sJ1ga·~0 1:1si11,a.rH·R your classified your Visa

Adventure Productions ............................. 21 Aircotec. .................... , ............................ ., 13 of Attack ........................................ 5/i Arai Design ................................................ 7 Cross Country Magazinc .......................... 11 Dan Johnson ............................................ 17 ......................................................... 9 Hall Bros ................................... ., ............. 21

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Jusr 0 Lookout Mtn. Fliglrr Park .................. .48,49 Moyes .. ., .............. ., .................................. 23 Neilsen-Kellerman ........ ., ......................... 23 Dog Publications ............................... I I Sport Aviation Publications ........................ 2 Team Challenge ........ ., ............................. 11 Traverse City Hang Gliders ...................... 17 U.S. Aeros .................................................. 5 USHGA ........................................................ 15,33 West Co:1sr Atos ,., ............................................... .2 Wills Wing ................................ Back Cover Women Fly .................. ., .......................... 23

Phone: 209.543.7850 Toll-Free: 888.530.9940 E-Mail: custsvc@a ng leofattack.net Website: http://angleofattack.net

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HANC GUDINCi

ST. PAUL, MJNN., We have a Brand New World Record! OC' c:o-urse to be f (or homoloqcJ ted) by au U1ori t· bu Dave Sharp flew 11 miles ( ')01 km) on .his A. I. P. ATOS on July 19, :moo. .slidrp and several other[; have been HQ' d in l·.hE, ,1ounding spot of zap at a , 'I' ex a Wo cl Rec o Encampment· 1'his boondockc:; 1ocati.on C?St matcc;d by weather quru and soar:i.ng· technow:i.zard, Gary Osoba, l:o be t.ho most likeJy place in tl1e U. for d record f:Jighl.. lie?' done ·1 ,:upp] yinq weather 1:oreccJs directors plan crocrn country and turns out he· was right on t:h(" money aqain. ,i. Oz Reporter and ast, Davj Straub, rC?ports on his website (davLsstraub.com) l:.hat on Sharp' n.,cord dis fJ iql1t, he also "took FAJ p1,oto of cJt 200 mi t:o set· l·.h(,c worJ d rc,cord for d.i.s· tancE, L·o qoaJ for 11 qLi dcrc:. the [irs t: me a foot-launch(~d q.l.i been I.Lown to the di.ornond di.sl:.ance." beE,n a wh.ile cominq bu straiqh dis l:ance f :i na11y betl:(,n; r.·ecord of 308 miles ~,(,l by Larry Tudor on t'lli 11 Wing Ram Sharp' l\'T0f3 flight bests trw Current Class record of 405 km (253 mi) by Ramy Yanetz ot nq aspect Dave' did lhie, on a "beater" ATOS. ActuaJ Jy one thc:ll: had dama9ed in ppi n9, Radman of Altair (ATOS importer) "almost: unrc,pairob1e." H0, saying that l:hey t.wo weeks fixing brokE,n D· s, ribs, a brokon palching ho] in l:.he sai J . Assembled /\l L·.ai r had or cobbled t.oqE, U1er Radman adds, never meant to leave the shop. It piecec'l togother to t that was done on Lhe d 1... the id~,a l one would wanl wcnJd recorcJ.,3 don' you tb nk?" And congratulations, Dave! Surveying lhe gJ by compe1 i tor at Ui 2000 PreWorlds in Spain, a couple inten,r; tinq Ac, is common l' Spa cl Lcl dominor even 78 pi lot.s, whose n convincin9 a full 10 point.s aileacl of brand. Icaro 26~, of the r ,,1a. What ,3urpr:i ,3ed me sinc0, name ha,;n' t shown ,ip compe [or :Jome Li.me was t'.rong place cfr1 or La Mouette, whose flown by 21% of piJols. we I u[ Sil'IIMBrn 2000

the Spanil3h market. ,i1i. 'J'railing we] J berii nd was Aeros at 10.0% (tiie Ukraine brand a higher percentaqe of in many mc,,ets) . Way back wi l·:h a minor pres once we;rc~ Wills and Bautd::. at 3 %, and Scc0edwinqs and UP wLt:h cJ ,,.ir19Ll, cnl.ry tc'ach. A Cur1grc1luldU.ons to Bet:i.nho Schm:i.tz and GeroJ Fleinrichl3 (2mJ) their Moye,, ••• Mosl of t.he big contel3t names were a the European championsh Pilot: choice Icaro Laminar dominated liere with jn l:op l.en and many more• c] umped l:hrouqhout few Moyes L,i t:espced~, and Aeros ths were J t:cd and hero or there a Mouett:C? Topless or other European brand you may not even know. Nol: a ingle American name showed up near the Lop. You may Lincl t.his ting qi ven L:he Jove Amer:i can aviat:ion produc among many Europeans. Once America with bang 91:ider deve1opmentl3, but: now it but one nation amonq many. One can observe, however, i l.hat '.L'eam USA is doinq better at establishing new airparks. Of cour[:e we have the lancl ( in some Locations) hat Europe doesn' W(" :ic:;bl ac:;ainst Joss of any mountain t:e, we do more tow-based operat::ions. ••• Since mentioned James T:indle Miam:i Hang GJ Lding and h.i s rww t:ow park last: monr.h, r wL.;h to draw attenL-.ion to l:hc~ southern Wisconsin airpi:l k opera Jon of Raven Skysports (www. hangglidinq. com) . Raven SS Whitewate Wi consi n wh ch i Milwaukee and an hour or so from t:he Chicago metro area. Brad Kushner' s opc,ration il3 frequented by many central/norl:hern-cc;tal:es pilot~;. He operates four Dragonfly tugs, d trike tug plus other equipment. A newer operationl3 :include another Dragonfly-based tow operal:ion al: U1e Superior, Wisconsin airport (very clor:,e t:o Duluth MN) and Ray Leonard and partners' devE,lopment in Nevada. Since flat: land soarinq and country pol:entiaJ now we] docmnent,c,d, many veterans L:he future of hanc:; q.Lidi ng in the tow a place whi.ch can offer and qood flying plus amen:i.ti.es that are tough Lo dup] on a mount a top or remote L7.. ( nememher, ho t:h nave Sharp' ach.iGvemo1'.li: and Tudor's o .some ago .star/:ed [rom land, /:ow . ) JI. I l:hJ s tow park phenomenon is J, then America cont:Ln ues to bl.aze new t:raJ Ls. ••• So, got: nows or opinions'? Send 'cm l:o: 8 Dorl3et, S . Pau] MN 18. Messa9es or fax 651-~ 0·0930, ma to Cumu1usMan@aoJ.com. • AJ "Product Lines" co1umnl3 will be available later t..h a www.ByDanJohnBon.com. TH,11..NKS!.