USHGA Hang Gliding July 2002 by US Hang Gliding & Paragliding Association

July 2002 • $3.95

A Publication of the United States Hang Gliding Association • www.ushga.org

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Table Of Contents Features 2002 Torrey Pines Air Races - Brad Hall ______________ 8 The 2002 Wallaby Open and U.S. Nationals - Peter Gray 16 Flying Free in Maine - Renée Faucher _______________ 24 Glider Review: Moyes LiteSport - © Dennis Pagen ____ 32 Water, Water Everywhere... - Dan A. Nelson _________ 37 Departments Letters ________________________________________ 4 Updates ______________________________________ 11 Calendar of Events _____________________________ 12 Marketplace __________________________________ 43 Product Lines - Dan Johnson _____________________ 54

Cover: Wingover in Italy — Self portrait photo © Ignazio Bernardi Contents: Tom West at Windy Point, NM — Photo © Scot Trueblood Centerspread: LiteSport in Australia — Photo © Max Weiner

(USPS 017-970-20–ISSN 0895-433X)

Published by USHGA

A FEW PHILOSOPHICAL COMMENTS Dear Editor, In February of this year, at the Air Sports Expo in Ontario, California, Steve Brown of the FAA gave a talk in which he stated, in part, that there is not a perception within the FAA that sport aviation is an important recreational activity. He stated that there is a need for sport aviation enthusiasts to continue to communicate to the FAA the passion that sport aviation participants feel for their sport, and that recreational aviation use of the airspace is every bit as valid as any other recreational use of any other natural resource. I wish to communicate herein that passion. I wish to state that flight for recreation is, in fact, more important than flight for commerce or any other utilitarian purpose. We do not live for the purpose of engaging in commerce. We engage in commerce because doing so allows us to live, or to live a little better, or more comfortably. But living itself finds its true meaning and significance in other activities. The profound meaning that is found, experienced and enjoyed in activities such as aviation for sport and recreation is the type of meaning that makes living worth the trouble. One flight in an open-cockpit (or no-cockpit) aircraft has the capacity to infuse a greater sense of meaning into life than any number of infinitely more profitable exercises in efficient air transport. These types of sport aviation activities are undertaken by participants — whether they be the pilot in command of the aircraft or an informed second occupant — who value the rewards of this activity, recognize the inherent risks, understand the requirements to manage those risks, and choose to exercise their justly granted freedom to pursue aviation for sport and recreation. They do not need to be protected from their own choices. With regard to the issue of safety, and its relationship to regulation, the history and current state of aviation have demonstrated several things. First, as has been shown by the example of hang gliding and the positive results for safety achieved by the voluntary programs for pilot training, and pilot and instructor rating of the United States Hang Gliding Association, and by the voluntary industry airworthiness standards administered by the Hang Glider Manufacturers Association, it is possible to realize significant safety benefits from very simple, low-burden regulatory structures. Second, as is shown by the record of air safety in commercial air transport, even the most sophisticated, rigorous and costly programs of pilot and aircraft certifi4

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cation cannot eliminate all risk of accidents due to improper design and maintenance of aircraft, or improper training or qualification of pilots. The challenge for Sport Pilot and Light Sport Aircraft is to learn from the lessons of the past, including the histories of success of hang gliding and ultralighting, and the histories of lack of success of Recreational Pilot and Primary Category, and from these lessons to select a path that seeks minimal burden for participants in the regulatory structure in order to provide for a reasonable level of safety, while still allowing for vitality and growth in this most important segment of aviation. Michael Meier

THANKS JZ Dear Editor, I was privileged to attend the Airsports Exhibition (SSA/USUA/USHGA) in Ontario, California. It was quite interesting and a great opportunity to see old friends from far away. It was more than a little frustrating because there were too many friends and not enough time before more long-lost types wandered into range. The BOD was also meeting, so I looked forward to seeing Jim Zeiset in my part of the world. This was not to be the case, as it was clear he was far too busy to socialize. Watching some of the political goings on made me grateful that we have so many pilots interested in the mechanisms of the organization. I thought back to some of the crises in management that have beset us over the past 20 years, and it seems to me it is usually JZ who takes control, smoothes out the problems, points us back in a rational direction, and spins up the gyros again. This is a repeating pattern now and I want to thank JZ for all this work on our behalf over the years. I have learned to trust his judgment and his ethics. I think this guy has saved our butts a bunch of times and I like his style. He may tweak some noses from time to time (usually deserving noses), but this guy has earned the benefit of any doubt we pilots might have, and I hope he has the respect and goodwill of the entire governing body of the USHGA behind him. We are all lucky Jim is one of us, and I hope we get to enjoy the privilege of his guidance for another few decades. I guess a visit to his ranch is the best way to hang with The Dude, but I did get the pleasure of lunching with Amy, and she is a whole lot better looking than he is. •

July 2002

Editor in Chief: Gil Dodgen, GilDodgen@aol.com Art Director: Aaron Swepston, tontar@mindspring.com Contributing Photographers: Steve Rathbun, Mark Vaughn, Bob Lowe, David Glover Illustrators: Harry Martin, Tex Forrest Staff Writers: Dennis Pagen, Alan Chuculate, Rodger Hoyt, Dan Johnson –––––––––––––––––––––––––––––––––––––– USHGA Main Offices Executive Director: Jayne DePanfilis, jayne@ushga.org Advertising Manager: Jeff Elgart, jeff@ushga.org Member Services: Natalie Hinsley, natalie@ushga.org Member Services: Sandra Hewitt, sandra@ushga.org IT Administrator: Paul DeFranco, paul@ushga.org –––––––––––––––––––––––––––––––––––––– USHGA Officers and Executive Committee: President: Jim Zeiset, jimzgreen@aol.com Vice President: Mark Ferguson, mark@rmparagliding.com Secretary: Russ Locke, russ@lockelectric.com Treasurer: Bill Bolosky, bolosky@microsoft.com –––––––––––––––––––––––––––––––––––––– REGION 1: Bill Bolosky, Mark Forbes. REGION 2: Ray Leonard, John Wilde, Tim West. REGION 3: David Jebb, John Greynald, Alan Chuculate. REGION 4: Mark Ferguson, Jim Zeiset. REGION 5: Frank Gillette. REGION 6: James Gaar. REGION 7: Bill Bryden. REGION 8: Doug Sharpe. REGION 9: Randy Leggett, Felipe Amunategui. REGION 10: Tiki Mashy, Matt Taber. REGION 11: R.R. Rodriguez. REGION 12: Paul Voight. DIRECTORS AT LARGE: Jan Johnson, Dennis Pagen, Russ Locke, Steve Kroop, Chris Santacroce. HONORARY DIRECTORS: Aaron Swepston, J.C. Brown, Ed Pitman, G.W. Meadows, Bob Hannah, John Harris, Larry Sanderson (SSA), Dave Broyles, Gene Matthews, Ken Brown, Rob Kells, Liz Sharp, Dan Johnson, Dixon White. EX-OFFICIO DIRECTORS: Art Greenfield (NAA).

–––––––––––––––––––––––––––––––––––––– The United States Hang Gliding Association Inc. is an air sports organization affiliated with the National Aeronautic Association (NAA) which is the official representative of the Fédération Aeronautique Internationale (FAI), of the world governing body for sport aviation. The NAA, which represents the U.S. at FAI meetings, has delegated to the USHGA supervision of FAI-related hang gliding activities such as record attempts and competition sanctions. Hang Gliding magazine is published for hang gliding sport enthusiasts to create further interest in the sport, and to provide an educational forum to advance hang gliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles, photos, and illustrations concerning hang gliding activities. If the material is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publications. Hang Gliding magazine reserves the right to edit any and all photographic or editorial contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. Send submissions to Hang Gliding editorial offices, attention Gil Dodgen or Jeff Elgart c/o: USHGA, P.O. Box 1330, Colorado Springs, CO 80901-1330. The USHGA is a member-controlled sport organization dedicated to the exploration and promotion of all facets of unpowered ultralight flight, and to the education, training and safety of its membership. Membership is open to anyone interested in this realm of flight. Dues for full membership are $59 per year (of which $15 goes to the publication of Hang Gliding), ($70 non-USA); subscription rates only are $35 ($46 non-USA). Changes of address should be sent six weeks in advance, including name, USHGA number, previous and new address, and a mailing label from a recent issue. Hang Gliding magazine (ISSN 0895-433x) is published 11 times per year, every month except for May, by The United States Hang Gliding Association Inc, 219 W. Colorado Ave., Suite 104, Colorado Springs, CO 80903 Phone: (719) 632-8300. FAX: (719) 632-6417 E-Mail: ushga@ushga.org. PERIODICAL POSTAGE is paid at Colorado Springs, CO and at additional mailing offices. POSTMASTER: SEND CHANGE OF ADDRESS TO: Hang Gliding, P.O. BOX 1330, Colorado Springs, CO 80901-1330. DISCLAIMER OF WARRANTIES IN PUBLICATIONS: The material presented here is published as part of an information dissemination service for USHGA members. The USHGA makes no warranties or representations and assumes no liability concerning the validity of any advice, opinion or recommendation expressed in the material. All individuals relying upon the material do so at their own risk. Copyright © 2002 United States Hang Gliding Assn., Inc. All rights reserved to Hang Gliding and individual contributors.

Thanks so much for everything Jim. Can we go flying now? RC Dave E-Team, CA

Flight,” fooled me until the iceberg broke off. However, I’ve been wondering if anyone has ever soared the great white continent? If so, who and when? Cary J. Dutton Sams Valley, OR

WUFFO ENCOUNTERS Dear Editor, Like most readers, no doubt, I enjoyed Bill Buffam’s “Wuffo” article in the February issue. I live amongst the hills of the English Lake District. They are beautiful to look at but bad for the back, since none of the sites in my area are top-driveable, so your glider must be carried several hundred feet if a site is to be flown. Understandably, I often get quizzical looks while doing so, and the occasional quips, “That’s a big baguette!” or, “I bet it’s easier on the way down!” I respond as though I’ve never heard it before. Incredulously, as sweat poured from my forehead, stinging my eyes, I was once asked, “Are hang gliders heavy then?” I didn’t respond. My favorite anecdote is about an event that took place on that same mountainside during a bonedry summer, about 500 feet above the car park and the stream. In an archetypal, upper-class English accent, a lady asked in all sincerity, “Is that a canoe?” I cannot imagine why she thought I’d be taking a canoe for a walk. I also empathize with the feeling that you’d be better off telling people you like to poke sticks in your eyes. Some people’s brains seem to reboot before they can respond to the revelation that one hang glides. It’s as though the concept of free flight is so inconceivable that information overload defaults the listener to the mundane. Mention hang gliding and the listener seeks immediate solace in familiar territory. I had been holidaying in Europe, and upon returning to England I was stopped at customs by a very attractive blond lady in her early 20’s, who wouldn’t have looked out of place dancing on the podium in a nightclub. “Can you tell me what that is?” she asked, pointing to the glider atop my van. “I’ve been hang gliding in the south of France,” I replied, expecting her to volunteer her phone number. “Oh,” she said, and after ScanDisk had completed all checks of drive C, she continued, “Good shopping?” Peter Batey Keswick, Cumbria, England

Look for a reprint of Erik Fair’s classic “Talkin’ Downdrafts with the Pear People” in the next issue. You’ll laugh hysterically. — Ed.

APRIL FOOLS Dear Editor, Your April fools article, “Continental Record

Spell the author’s name backwards: L.O. Oflirpa. This was one of Dennis Pagen’s creative masterpieces. — Ed.

WRITER WARS Dear Editor, A column like “Wing Tips” is dependent upon contributions from its readers. How many submissions would I get if contributors knew they’d get flamed in the letters column every month? To defend my contributors and to protect my own credibility as a writer, it is necessary that I correct Dennis Pagen’s misapprehensions (May ’02 “Airmail”) regarding my February 2002 installment (that’s the one with the photo of the hang loops at cloudbase). Dennis first claims that the seven-mm rope mentioned in the column is “way too small.” I too prefer nine-mm, but the seven-mm size was specifically chosen as an example because it was used in recent years as a main hang loop on certain glider models from a major manufacturer (prior to the use of the Spectra he mentions) and is still in common use by numerous pilots. In fact, certain factory hang systems cannot accommodate anything larger than seven-mm. Using Dennis’s figures of 3,200pound tensile strength and 35% knot strength reduction, this leaves a pilot with a 2,080- pound secondary hang loop, or more than enough to break any keel in two. Remember, your secondary hang loop should be employed just long enough to get you safely to the ground. Dennis goes on to allege that the backup in the accompanying photo is “way too long” and too far back. What backup? It’s just a photo illustrating two types of hang loops. It was never intended to be an example of an actual hang system, a fact that should have been obvious by the complete absence of, well, everything except two hang loops. To say the photo represents an unsafe hang system is tantamount to pointing out that when someone holds a wing nose-up for a glider review planform photo, that the pilot is not hooked in and that he has a terrible launch angle! Regarding the type of rope in the photo, Dennis is wrong. It is indeed sheathed perlon. Because of its color pattern and the tiny black and white photo, I can see how it could be mistaken for simple braided line, but he really should have checked with me first and I could have sent him a sample if he were still skeptical. But the real crux of this issue is that I preJuly 2002

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_xààxÜá sume a certain amount of intelligence on the part of my readers. I assiduously avoid — and the 150-word “Wing Tip” format precludes — an exhaustive treatise on any particular subject. (In fact, this tedious explanation I’ve been forced to write is four times longer than the original article!) There simply is neither sufficient space, nor even the slightest inclination on my part, to fill the column with so many warnings, conditions and caveats that it takes on all the charm of a legal document. Rodger Hoyt

INAPPROPRIATE PHOTO Dear Editor, Thanks for the great “combo issue” of Hang Gliding and Paragliding magazine. I was somewhat shocked, however, by the photograph on page 19 of the Mitch McAleer interview article by Steve Roti. I feel the photo is inappropriate for our magazine. I realize its support of Mr. McAleer’s renegade attitude, but the damage it does to our sport as a whole outweighs the need for its publication. In the same issue we have members encouraging us to recycle our magazines at libraries, local high schools and on airplanes to help promote our sport. I can only guess what the average person would think while thumbing through this issue and seeing this picture. I feel and believe that a majority of our members would agree that there is too much gun-related violence in America, too many gun-related suicides. This photo hurts anyone who has lost a love one through gun violence. Gerry Donohoe

Steve Roti Responds; The following caption was inadvertently omitted from the photo on page 19 of the May issue: “Mitch McAleer and Joe Gluzinski at Elsinore during filming of a commando action movie named ‘Mercenary’ in the early 1990’s.” The photo wasn’t intended to condone gun violence; it was intended to illustrate the “insane” behavior mentioned in the interview. I agree with Gerry Donohoe that there is too much gunrelated violence in America.

appreciated them. Jules Gilpatrick

SITE PRESERVATION Dear Editor, You recently ran some photos of mine in the “Photo Gallery” section of Hang Gliding. One of the images was of a pilot surviving a training flight at Aeolus in Groton, Massachusetts. I believe the pilot was flying an old Echo. Thanks to your printing of that image, I’ve received a few requests for reprints of it. The reason for the interest in that particular photo is that many pilots from New England started their flying careers there. For them, this training site holds some sentimental value. Unfortunately for us here in New England, this site is no longer suitable for training as it is now covered with condos. So, to play a part in the effort to save future sites, I’d like to donate part of the revenue from these print sales to the USHGA site-preservation fund, to help preserve future flying and training sites. It’s not a lot of money, but if all 10,000 of us kicked in 10 bucks think of what could be done. So, let me encourage all pilots, especially those who have lost sites, to do the same. Come on, what’s $10? That hardly buys lunch at McDonalds anymore. Mark Vaughn

SAFETY SYSTEM Dear Editor, Pilots in Arizona have experienced a large number of accidents due to improper preflight and prelaunch checks in recent years. As a result, the Arizona Hang Gliding Association began testing several different checklist-type devices three years ago, and now has a simple

THANKS JOE AND BILL Dear Editor, Just a note of thanks to Joe Gregor and Bill Bolosky for their articulate and well-formulated explanatory summaries of the important provisions of the NPRM in a recent issue of Hang Gliding. A lot of effort obviously went into these summaries and I, for one, greatly 6

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July 2002

system we would like to share. It is a 2" x 6" contoured plastic card that hangs on an eight-inch bungee from the lower sail or keel by means of a “quick-disconnect” key chain coupling (just in front of the pilot’s face). It has a preflight checklist on one side and a prelaunch checklist on the other. These lists are custom written by the pilot. The preflight side includes glider, harness and instrument-related items (anything you can check prior to launch). The prelaunch side is for the last few checks just prior to launch (e.g., hooked in, helmet strap, leg loops, parachute, harness buckles, pod pull strings, car keys, wire crew plan). When first setting up the glider, the checklist hangs from the sail/keel and is a constant reminder to do your preflight. It is used to verify that all preflight checks are complete, but it is not detached until launch. Once the pilot is on launch or in line to launch, a hang check is first performed. After the hang check, the prelaunch items are verified and the card is detached from the sail/keel and clipped onto the rear of the carabiner for flight (no longer in your face). After landing or walking away from launch, the checklist is immediately transferred from the carabiner back to the sail/ keel attachment point before ever unhooking. This completes the location cycle. This device has undergone testing and refinement for more than three years and was mentioned recently by Rob McKenzie of Crestline, California. Rob will be testing it in his training program and give us feedback regarding its effectiveness. If you choose to do your own thing please take a look at what we have come up with to help better refine your own system. Dan Schroeder

You can get a “Reality Check” safety system for $14.95 by contacting: Dan Schroeder, (480) 560-3895, schroederdan@hotmail.com. He offers a one-year, 100% money back guarantee. — Ed.

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2002 Torrey Champion Rob Kells and his Talon 140

The 2002 Torrey Pines Air Races San Diego, California

by Brad Hall Photos by W.A. “Pork” Roecker 8

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July 2002

ay 3-5 saw the return of the Torrey Pines Air Races. Al though the dates were published well in advance, no one had stepped forward to run the hang gliding portion. David Jebb, owner and manager of Torrey Flight Park, had the paragliding and exhibitor portions of the event well covered with the help of his son, Gabe, and the rest of the family who run the business. Being one of the “old-timers” at Torrey, I agreed to give it a try. My total experience with hang glider racing went back to the first race put on by George Worthington, when I won the Saturday race and Larry McGee won Sunday’s. I thought my trusty old Wills Wing SST was pretty fast back then. So, on the Wednesday before this year’s meet I became the official Meet Head. I arrived early Friday and finally found out how many pilots had entered the race. There were 15 total. This was a relief, as I was thinking about how to handle 30 or more in only three days. The paraglider races were packed — seemed like a hundred pilots, but it must have been fewer. We were going to run both hang gliders and paragliders on the same course, alternating turns on the ridge. With only a few exceptions, this worked out amazingly well. THE PILOTS Since we had one rigid, 10 topless and four kingposted gliders, there were two classes — the kingposts in one class and all others in an “open” class. The pilots in the open class were Scott Angel, Ken Brown, Craig Coomber, Chris Giardina (Hawkeye), Urs Kellenburger, Rob Kells, David Ledford, Mitch McAleer, Mike Johnson and Steve Stackable. In the kingpost class the pilots were Chris Bolfing, Tony Boyer, Rich Burton and Joe Spinney.

things go more smoothly and fairly. Although there was a large purse for the winners, the races were a friendly competition. As Rob Kells commented, “We aren’t racing for the car or the girl.” We were able to complete one valid race on Friday and two on Saturday. All the races were timed in case of a tie or to determine the winner in double elimination rounds. There were several ties, and the outcome of many races was determined by a few seconds over a three and a half or four-minute average elapsed time. Pilots alternated launch positions to even out the advantages and disadvantages. SUNDAY — RACE FINALS At the morning pilots’ meeting each competitor ranked the field in the open division. With eight remaining competitors the rankings determined the pairs for a two-race elimination round. After the dust had settled, four remained in the open and three in the kingpost class. Since Rich Burton was undefeated up until the finals, it was no surprise when he placed first in the kingpost class — this, despite the fact that he was flying a 1996 Laminar “R” against a hot Litesport, a RamAir and a Predator. The Open class saw Angel, Brown, Kells and Mitch advance to the finals, and two races each with the best combined times were to determine the champ. The first race had Kells and Angel one second apart, and Brown and Mitch were set to race for third place. It was amazing to watch these pilots scream past launch, make perfect turns and race to the finish line with such precise control and speed. Ken’s Litespeed and Rob and Scott’s Talons were a good match-up.

THE REWARDS THE COURSE With two classes and three places One flag was set at the north end in each, the first-place pilots each Ken Brown demonstrating proper racing form and clean aerodynamics. of the north face and one at the earned $1,000. Second took Rhino Horn to the south of launch, approximately half a mile apart. home $500, and third took $250. Congratulations to: The start and finish line was at launch. Pilots flipped a coin to see who would get the preferred north launch slot. With only about three Open Class feet between wing tips, the pilots launched in opposite directions as 1) Rob Kells, Talon 140-2002 the “5, 4, 3, 2, 1” launch countdown was called out. Each pilot would 2) Scott Angel, Talon 140 round a flag, meeting the minimum height rules (body above the 3) Ken Brown, Litespeed south flag and body above the cliff at the north flag). They made two turns around each and then flew back to the center (finish line), with Kingpost Class the pilot above our high-tech sighting device — a four-inch diameter 1) Rich Burton, Laminar B cardboard tube tied to a bench. The racers were visible to the assembled 2) Joe Spinney, Predator crowd at launch, the turnpoints and the finish line. The rest of the 3) Chris Bolfing, Litesport time they were smokin’ past below the cliff edge. In order for the race to count, the pilot had to get back up and land on top. We did have a The other winners were varied and many. Half of the entry fee few lulls during the race and a couple of beach landings. On Saturday, went to “Becky’s House,” a YWCA women and children’s shelter. Rob Kells had one of the lowest saves I’ve ever seen as his opponent Torrey has a long history of helping the community in this way, and I went to the beach. am glad to see the Jebb family so involved and generous. This type of giving is among the best PR our sport can get. I know it’s from the THE RACE heart, and that makes it even better. In addition, a number of small We ran a practice round early Friday so everyone could get a feel for prizes were awarded to race participants through a drawing held after the course. We then had a pilots’ meeting and modified the rules to fit the races finished. the course. All the pilots were helpful, offering suggestions to make Many pilots got to see the differences and similarities between July 2002

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hang gliders and paragliders, and we worked together and generally got along well. Gabe Jebb went out of his way to make sure the hang gliding competition had the right conditions and time slots to do all we wanted to do. The spirit of cooperation was appreciated by all. Maya and David Jebb put on a great event for the pilots, the public and the media. I know they viewed this gathering as an investment in the future. They stayed true to their word and injected a large dose of integrity back into the Torrey Pines Air Races.

Paragliding Results Serial Class (DHV 1 and 1-2 gliders) 1) Josh Meyer, Airwave Sport, Finishing time: 6:22 minutes 2) Robin Marien, Independence Dragon, Finishing time: 6:25 minutes 3) Ki Hong Gin, Oasis, Finishing time: 6:51 minutes Open Class (DHV 2 and above gliders) 1) Ryan Swan, Gin Boomerang, Finishing time: 6:26 minutes 2) Steve Cox, Advance Proto, Finishing time: 6:28 minutes 3) Rob Von Zabern, Nova Argon, Finishing time: 6:45 minutes

Winners: Chris Bolfing, Rob Kells. Rich Burton, Scott Angel, Ken Brown and Joe Spinney

AND FINALLY I want to thank my wingman, Geoffry Martin, and my wife, Donnita, for the invaluable assistance they provided. Couldn’t have done it without them. Thanks to the pilots who really made my job a pleasure. You were all terrific! Lots of volunteers did all the thankless chores (especially the pylon judges), so let me say thanks now. Without exception, every pilot said they enjoyed the races and look forward to next year. Come on out next spring and race or watch — a splendid time is guaranteed for all. Oh yeah, did I mention — these guys are fast!

Cliff Racing At Torrey by Rob Kells

Brad Hall is 52 years of age and has been flying hang gliders for the past 29 years. He has been Master-rated since 1984, and first flew Torrey Pines in 1974. His wife for the past 14 years, Donnita Hall (formerly Donnita Holland), was the first woman hang glider pilot in the U.S. Brad is the founder and past three-time president of the Torrey Pines Hang Gliding Association.

Boy did we have some fun, logging eleven one-on-one races in three days. The north launch offered an advantage because the cliff is well formed from launch all the way to the north pylon and back past the start. The poor sod on the south launch has to start out more slowly to cross a gap. We’d settle the launch issue with a coin toss before each match-up, and I lost all of them. Magically, the wind came a bit more from the south to reduce the disadvantage when I lost the coin toss to Scott in the finals. Scott, Mitch and Ken were all willing to fly lower and closer to the cliff than I was (braver, younger and maybe dumber). I would not normally expect to beat these speedy guys in a cliff race format. The 2002 Talon seems to have a performance advantage. The paraglider that got in Scott’s way on the last round didn’t speed him up, either. The results prove conclusively that the over-40 crowd can concentrate on a task for at least three minutes. I had the best gear, some lucky breaks and got a thousand bucks for having all that fun! Many thanks to all the volunteers who helped make the event a reality; they gave up their flying so we could race. All the pilots wish to once again thank the Jebb family, who have done an incredible job in making Torrey Pines a world-class flying resort. They paid out much more in prize money ($7,000) and expenses than they collected in entry fees. They are hoping to attract more pilots for next year’s race, which is being planned for the late April or early May time frame. Visit their website at www.flytorrey.com for details.

HG aerobatics and PG champion Mitch McAleer smoking the course

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INTEGRATED COMMS HELMET

Sperwill has developed a new leisure aviation helmet. It is an integrated, white, unisize (58-62 cm) leisure aviation helmet, complete with a communications system desig ned for use with all two-meter radios with standard twin-jack sockets. The system comes complete with helmet, H10-type ear defenders, coiled lead with jack plug set. There are three different compatible communications systems: Icom and similar type configurations with 9.5-cm jack spacing; Kenwood with 9.5-cm jack spacing; Motorola with 7.5-cm jack spacing. Two press-to-talk buttons are installed, one mounted on the ear defender and another as a remote finger, riseror bar-mounted button. Options that will be available soon include: black and Oxford blue, visor, integrated radio module, sizes extrasmall (53-54 cm) and small (55-57 cm). The retail price is £200 + vat and delivery time is normally up to three days from placement of an order. Contact: Sperwill, 4 Brixham Road, Bedminster, Bristol, BS3 5LQ, England, Tel: 0110117-9531850, Fax: 011-0117-9531850, riaano@sperwill.com, www.sperwill.com.

FREE OWENS VALLEY MAP Flying the Owens Valley big air is hard enough without having to worry about getting lost! On X-C flights, visiting pilots and chase crews frequently won’t know where they are, and hang gliding place names aren’t on most maps. Landing out after a hard flight can turn into a real problem when nobody can find you! After years of flying the Big O, Hungary

Joe’s Flying Circus has developed a flying map for the Valley. Popular hang gliding locations are in bold letters, so the map can be carried by both the pilot and chase crew to improve communication and reduce navigation problems. The map includes lamination instructions for carrying in flight on the control bar. The free map is available by sending a self-addressed, stamped envelope to: Hungary Joe’s Flying Circus, 5051 Alton Pkwy. #55, Irvine, CA 92604. RED BULL SPEED RUN 2002 CANCELLED During the last three years, this most spectacular of all hang gliding events — in which the world’s best pilots push each other to ever more extreme performances — has developed into a favorite on the competition calendar. What holds true for the Alpine Ski World Cup Race in the winter is equally true for the Red Bull Speed Run. The “Streif” slope is very demanding on both athlete and equipment, and counts among the most challenging runs in either sport. With flying speeds of over 120 km/ h and a flight altitude of only a few meters above the ground, the Red Bull Speed Run is equally thrilling for both spectators and participants. The speeds have become higher and higher, the altitudes even lower, and the flight maneuvers more extreme. The fastest time improved by over one minute from the first to the third Speed Run. Therefore, it was deemed necessary to revise the safety measures for the Red Bull Speed Run, in order to be able to offer the highest possible standards in this regard and keep up with the pilots’ world-class performances. For this reason, the organizers, in conjunction with the flight control authorities and the Austrian Aeroclub, have decided to cancel this year’s Red Bull Speed Run in Kitzbühel, Austria. For more information visit www.redbullspeedrun.com. ELLENVILLE, NEW YORK TO HOST 2002 NATIONAL FLY-IN The Southern New York Hang Glider Pilots Association is proud to announce the revival of the “National Fly-In.” The event will be held during the week of August 19-25, 2002 (Monday through Sunday) at the Ellenville Mountain flying site. Saturday the 24th will feature a party extravaganza. The format is very simple. Pilots show up, and have a marvelous time flying, camping, demoing and anything else that comes to mind — for a week straight. All “mountain-capable,” July 2002

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Novice-rated pilots and above are welcome (and encouraged) to attend. The distinguishing feature of this particular fly-in will be a huge portrait of Elvis that will be mowed into the landing zone and adjacent fields (almost twice the size of the previous Statue of Liberty inlay!). This will be a “rockin’” event! The club membership requirement will be waived for the week. Camping is available creek-side in the LZ, and there are hotels in town and in nearby Middletown, New York. Manufacturers should consider attending and providing contingency prizes. There will be a large audience. Guest speakers are welcome. One of the tents for the event will be used to display pilots’ artwork, so bring your art. There will be other tents and other cool events, all of which are still in the planning stages. For more info, or to offer technical or manufacturer support, call Paul Voight at (845) 744-3317, or e-mail info@flyhighhg.com. AUSTIN AIR SPORTS IN SOUTH TEXAS (LSXC) Steve Burns and Gaynelle Roach of Austin Air Sports have teamed up with the City of Edinburg, Texas (just north of McAllen) to bring you the best of world-record flying in South Texas. The Lone Star Cross Country (LSXC) will take place through July 31. Edinburg is a city of more than 60,000 and has many amenities to offer, including great restaurants and hotels. The airport has a 5,000-foot paved runway and brand-new facilities. The X-C routes are east of the Texas/Mexico border and offer relatively easy retrievals. Join us for world record attempts, personal bests or just recreational flying. Enjoy the proximity of McAllen (international airport and gateway to Mexico) and the beautiful beaches of South Padre Island. Participants are only required to pay for their tows. The cost of tows is $15 to 2,000’ and $20 to 3,000’ (world-record attempts are only allowed 1,000-meter tows). Pilots must provide their own retrieval. Camping and limited RV hookups will be available. From August 1 through September 30, Austin Air Sports will be in Central Texas (Hearne), home of the Lone Star Nationals, for excellent triangle X-C flying. Hearne is the location of several current triangle world records. The cost of this event is the same. Camping and full RV hookups are available. For further information and reservations visit www.austinairsports.com, Texas Aero Events, LSXC, or call (979) 229-2699. Hang Gliding

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

COMPETITION

USHGA-SANCTIONED EVENTS HANG GLIDING X-C MEETS Chelan X-C Classic - Chelan, Washington, July 1-6 Contact Russ Gelfan, russlfboe@attbi.com or sign up online at <http://www.cloudbase.org>

US Open 2002 - Big Springs, Texas, August 4-10. Contact: David Glover at david@davidglover.com or (719) 630-3698. HANG GLIDING SPEED GLIDING MEETS Aero-Extreme, Jackson Hole, WY, July 2528. Meet Director: Scot Trueblood, hang4av8r@aol.com, www.aeroextreme.com. U.S. Speed Gliding Nationals, Sept. 12-15, practice day on Sept. 11, Lookout Mtn., TN. Contact: Matt Taber, 1-800-688-5637. UNTIL DEC. 31: The Michael Champlin World X-C Challenge. No entry fees or pre-registration requirements. Open to paragliders, hang gliders, rigid wings and sailplanes. For more details visit the contest’s Web site at http:// www.hanggliding.org or contact: John Scott (310) 447-6234, fax (310) 447-6237, brettonwoods@email.msn.com.

points meet in the beautiful Texas Hill Country. Fly near the World Record Encampment (WRE) route in WRE conditions. Open class and Sport class pilot designations allow for pilots of all levels to participate in a safe, fun and challenging environment. $30 entry fee includes a Texas Open T-shirt, NSFC scoring, barbecue dinner, awards ceremony and tons of flying, fun and friends. Skill requirements: Open class, AT signoff required plus Intermediate rating with X-C signoff, or Advanced rating only; Sport class, AT signoff. Visit http:// danbarb.org/txopen for more details or contact: Meet Director, Dave Broyles, broydg@attbi.com, (972) 390-9090. More info: http://danbarb.org/txopen. JULY 19-21: Adventure Sports X-C Open 2002. Open Distance, Open Direction, Open Window. Open to all pilots. Pilots choose their course. The longest flights win. Launches will be from either Slide Mtn. or McClellan Peak, both in the Washoe Valley 20 miles south of Reno, NV. Cameras required. Sponsored by Adventure Sports. Entry $100 until July 1, $125 thereafter. Contact: Box 20066, Carson City, NV 89721 (775) 883-7070, advspts@pyramid.net. JULY 24-28: Aeroextreme 2002, Teton Village, WY. Sanctioned USHGA speedgliding contest, with points available toward SGNTSS. Current USHGA rules governing SG contests apply. Website (under construction) will offer rules, maps, online entry form, local info, etc. Aerobatics for hang gliding and paragliding, one-on-one match racing. Contact: Scot Trueblood, P.O. Box 6759, 130 S. Jackson St., Jackson, WY 83002, (307) 734-8730.

JULY 11-21: The First Atos-Class World Championships, Chelan, Washington. JULY 11-21: The Eighth Women’s World Championships, Chelan, Washington. JULY 11-21: The Ninth Swift-Class World Championships, Chelan, Washington. Contact: Chelan Flyers, P.O. Box 907, Chelan, WA 98816, skydog@televar.comhttp://www.chelan flyers.com/ChelanWorlds.

AUG. 22-24: Sierra Nevada Open Distance Hang Gliding Championships. Reno, Nevada area. Trophys, Awards BBQ & TShirts. $60 Early Entry Fee. $75 within 30 days of registration. Information. Rose Carter (775) 359-3933 or rose_carter@hotmail.com also heliumharris@aol.com

JULY 19-21: 2002 Texas Open. Hang gliding and paragliding. First-ever Texas NSFC

AUG. 31-SEPT. 2: 2002 Hang Gliding X-C Competition, Lake Elsinore, California.

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Three-day event with a $70 entry fee, $20 waived with EHGA membership. $1,000 in prize money, awards and a barbecue on the final day. Maximum of 35 entrants. Open to all hang gliders, rigid or flex wings. Handicapped system scoring. T-shirts for all who pre-register before July 19. Contact: Jack Barth, (714) 223-0543 or e-mail eteamjack@yahoo.com for more details and instructions. SEPT. 20-22: 2002 Masters of Freestyle Hang Gliding Contest, to be held at the 37th annual San Diego Bayfair event. Bayfair will also host to the World Series of Power Boat Racing. Four contest rounds will be flown with a maximum of 15 contestants. Interested pilots must have freestyle contest and aerotowing experience. Past Masters Contest participants will be given preferred consideration in the pilot selection process. The entry fee is $300 and includes tows, T-shirt, smokes, dinner and unlimited fun! For general event information check the Bayfair website at www.bayfair.com. For contest information contact: Aero Events, (818) 993-1022, www.aeroevents.org. OCT. 6-12: Team Challenge 2002, featuring the famous Radial Ramp, Dunlap, TN. The Tennessee Tree Toppers warmly welcome pilots from around the world to this fun, friendly, team event. Bring a team or come join one, bring a glider for sale or find one, learn a skill or share one. This unique team flying event saw nearly a dozen personal bests and 1,000 miles flown last year. $95 for the week includes a mess of fly-in breakfasts and a prize pot topping $2,000! Sign up soon; the field will again be reigned in at 45 pilots. Contact: members.aol.com/ weathersci/challenge.htm for info and applications, e-mail sbellerby@aol.com, or call Steve at (416) 588-2396, or Mark at (423) 949-4999.

FUN FLYING JUNE 4-JULY 31: LSXC in South Texas. Join Austin Air Sports in Edinburg, Texas (just north of McAllen, minutes from Mexico,

and one hour from the beautiful beaches of South Padre) for the best straight-line X-C in Texas. For further information and reservations visit www.austinairsports.com, Texas Aero Events, LSXC, or call (979) 2292699.

Join Austin Air Sports in Hearne, Texas (just north of College Station) for the best triangle XC in Texas. For further information and reservations visit www.austinairsports.com, Texas Aero Events, LSXC, or call (979) 229-2699.

JULY 3-7: Lakeview Umpteenth Annual Festival of Freeflight, Lakeview, Oregon. Lots of fun flying with your buddies from a great selection of sites and a few friendly contests with cash prizes for the winners. Registration ($10) Wednesday, July 3, fly July 4-6, awards at 10:00 AM on the 7th. Pilot’s meeting July 4, 9:30 AM at the Chamber HQ. Cumulative distance contest for paragliders. Annual Sugar Hill-Lakeview trophy dash on Saturday for hang gliders. Spot-landing contests Saturday afternoon. Adult beverage party at Jules and Mary’s July 4, Chamber barbecue on Saturday at Geyser Hot Springs (formerly Hunter’s). Contact: Jules, (541) 947-3330, freeflite@centurytel.net, or Lake County Chamber of Commerce, (541) 947-6040.

AUG. 19-25: Ellenville, New York 2002 National Fly-In, sponsored by the Southern New York Hang Glider Pilots Association at Ellenville Mountain. Party extravaganza on the 24th. Show up, and have a marvelous time flying, camping, demoing and anything else that comes to mind — for a week straight. All “mountain-capable,” Novicerated pilots and above are welcome (and encouraged) to attend. There will be a huge portrait of Elvis mowed into the landing zone and adjacent fields (almost twice the size of the previous Statue of Liberty inlay!). This will be a “rockin’” event! Club membership requirement will be waived. Camping available creek-side in the LZ, and there are hotels in town and in nearby Middletown, New York. Manufacturers encouraged to attend and provide contingency prizes. There will be a large audience. Guest speakers welcome. Includes pilot artwork display, so bring your art. Much more in the planning stages. For more info, or to offer technical or manufacturer support, call Paul Voight at (845) 7443317, or e-mail flyhigh@frontiernet.net.

JULY 6-7: Torrey Pines Paragliding And Hang Gliding Costume Fly-In. California’s most extreme, fun costume fly-in. Dress up your paraglider and fly free. Games, contests and prizes for the most outrageous and original flying costumes. All pilots welcome to camp overnight on the property. Saturday night cookout and party for all attendees. Media and filming bluffs welcome. Contact: David Jebb, Director of Operations, Torrey Pines Gliderport, Air California Adventure, Inc., D&M Distributing, LLC, 1858-ZULU (9858), Toll Free: 1-877-FLY-TEAM (359-8326), www.flytorrey.com. AUG. 1-SEPT. 30: LSXC in Central Texas.

AUG. 29-SEPT. 2: Region 9 Fun Fly-In. Rain dates Sept. 13-15. Fairview Airfield in Hyram Township, OH. Camping available at the site with no amenities, but camping with amenities is available nearby. Call or e-mail for details and directions. Aerotow meet only. Pay as you tow ($10/1k, 2k/tow limit). Tasks include X-C (GPS required),

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out-and-return (GPS required), duration tasks, bomb drops, and spot-landings. Fee: $30 if registered by July 15, $35 after. Fee covers porta-potty rental and land use fee for owner. Register by sending check or money order to: Felipe Amunategui, 3122 Huntington Rd., Shaker Heights, OH 44120, (216) 751-0347, dr.amunategui@att.net. Include name, address, phone, e-mail and a copy of your USHGA card. AT administrators will be available to sign off qualified participants. AT sign-off required to compete. SEPT. 14-15: 12th Annual Pine Mtn. Fly-In, Pine Mtn., Bend, OR. Contact: Bill Taylor, (541) 408-2408, www.desertairriders.org.

CLINICS, MEETING, TOURS JULY 7-9: North American Flight Design, Flight Design Rigid Clinic, directly after the Chelan Classic and just prior to the Worlds at Chelan, WA. Once again, Josef Stellbauer (FD test pilot) will be flying over from Germany to guide us through a full tear-down, annual inspection, and more. Mario Campanella (one of the FD engineers who worked heavily with the Axxess Plus) may also join us at this clinic. The clinic is designed to bring rigid pilots up to date on the latest tuning, inspection and repair for all types of rigid wing gliders. Contact: Mike Eberle, (206) 320-9010 or napi@fun2fly.com. OCT 18-20: Fall 2002 USHGA Board of Director’s meeting, Orlando, Florida. Events to take place in the evening at both Quest Air and Wallaby Ranch. Meetings at the Ramada Inn off of 192 and I4. Contact: www.ushga.org, (719) 632-8300.

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2003 USHGA Regional Director Nominations Solicited Deadline July 20th

USHGA is issuing its annual call for nominations to the national Board of Directors. Ten positions are open for election in October 2002 for a two-year term beginning January 2003. Candidates must be nominated by at least three current USHGA members residing in the candidates’ region. Nominations must be received at the USHGA office by July 20, 2002. Nominations are needed in the following regions. The current Directors, whose terms are up for reelection in 2003 are: Reg# 1 2 3 4 5

Current Director Bill Bolosky Ray Leonard David Jebb Mark Ferguson Nominations are not needed

States within region Alaska, Oregon, Washington Northern California, Nevada Southern California, Hawaii Arizona, Colorado, El Paso TX, New Mexico, Utah Idaho, Montana, Wyoming

in Region 5 for this election.

Nominations are not needed

Kansas, Missouri, Oklahoma, Nebraska, Arkansas

in Region 6 for this election.

Bill Bryden

Douglas Sharpe

Felipe Amunategui

Tiki Mashy

Nominations are not needed

Illinois, Indiana, Iowa, Michigan, Wisconsin, North Dakota, South Dakota, Minnesota New Hampshire, Connecticut, Maine, Massachusetts, Rhode Island, Vermont Washington DC, Delaware, Kentucky, Maryland, Ohio, Pennsylvania, Virginia, West Virginia Alabama, Florida, Georgia, Mississippi, North Carolina, South Carolina, Tennessee, Virgin Islands, Puerto Rico Texas (excluding El Paso), Louisiana

in Region 11 for this election.

Paul Voight

New Jersey, New York

Ballots will be distributed with the October issue of HANG GLIDING and PARAGLIDING magazines. USHGA needs the very best volunteers to help guide the safe development and growth of the sports. Forward candidate material for receipt no later than July 20th to: USHGA, PO Box 1330, Colorado Springs CO 80901-1330. USHGA members seeking position on the ballot should send to headquarters for receipt no later than August 20, 2002 the following information: name and USHGA number, photo and resume (one page containing the candidate’s hang/paragliding activities and viewpoints, written consent to be nominated and that they will serve if elected). The following form is for your convenience. REGIONAL DIRECTOR ELECTION NOMINATION FORM I hereby nominate____________________________________________________ as a candidate for Regional Director for Region #__________. I understand that his/her name will be placed on the Official Ballot for the 2003 Regional Director Election if three nominations are received at the USHGA office by July 20, 2002. NAME__________________________________________USHGA#______________REGION#___________

The 2002 Wallaby Open and U.S. Nationals by Peter Gray Digital photos courtesy Peter Gray

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July 2002

PRELUDE TO DEBACLE The details of scoring should and usually do comprise a minor note in the story of a competition. As scorekeeper at Wallaby this year, I take little pleasure in reporting this exception to the rule. Whoever tells the story, the unfortunate role of scoring must be part of it. By mid-week, meet director JC Brown was drawing analogies with a pilot’s perspective about having a bad flight or competing in a bad contest. We all know the feeling: We start out a little too bold or too impatient, sink out, and spend the rest of the time scratching for lift, sweating, kicking ourselves, and trying to catch up. Or we make a stupid blunder and end up on the ground, watching everyone else fly by. It feels worse when errors affect 100 other people. For JC and me, part of the fun of running competitions comes from using new technology in innovative ways to reward the talents of the world’s top pilots, while giving the rest of the fliers the best possible experience. This balance is not easy to attain, but the GAP scoring algorithm (invented by Gerolf Heinrichs, Angelo Crapanzano and Paul Mollison), which has evolved during the past five or six years, has made great progress toward ranking pilots accurately (although with continuing debate about whether the scheme measures the right attributes). GAP also scores contests, and tasks within contests, so that international points are comparable. This year we had looked forward to the first scoring feature that would utilize GPS data for a nearly continuous measure of pilot performance, rather than simply for verifying turnpoints and start times. Distinguishing pilots who make difficult decisions from those who capitalize on the decisions of others has been a persistent challenge for scoring schemes. In other words, we try to reward those who “lead out” rather than those who hang back, then gaggle-hop, and finally try to win by sprinting to the goal. To oversimplify slightly, if everyone tries to avoid the sink-out risk of flying ahead of the gaggle, then everyone stays back for the latest possible start time, everyone flies too conservatively, good decision-making is under-rewarded, and often the best soaring conditions are wasted. Earlier versions of the GAP algorithm attempted to reward leading by giving a departure bonus for taking an early start time (we usually use three to five start times, spaced 15 minutes apart), plus a bonus based on arrival order at goal. These bonuses are in addition to points given for speed (for those who

Tug formation fly-by.

make goal) and for distance. However, the departure and arrival bonuses give only a crude measure of leading, since they cannot detect relative progress during most of the flight. Under GAP2000, the departure and arrival incentives were too weak, as evidenced by the top pilots usually choosing the last start time. OZGAP, a modification used in several Australian contests, came closer to a leadingbased bonus, but under that algorithm pilots tended to take the earliest start time. This was unpopular among middle-of-the-pack pilots who didn’t expect to place in the first ranks, but preferred to head out early, be overtaken by the top dogs, and have a chance to soar with and learn from the best. A comparison of these schemes indicated that the bonus parameters are sensitive and tend to drive pilot strategies toward the extremes of first or last start times, creating large and sometimes scary gaggles at the start gate. This is related to the fact that the bonuses were only indirect measures of actual leading. When the GAP guys, mainly Angelo, devised GAP2002, with the potential for realistic estimation of leading behavior, we were excited by the prospect of a better, fairer algorithm that might also reduce the bias toward particular start times. GAP2002, which hadn’t been used in any major comps, came in two flavors. The first was a compromise between GAP2000 and OZGAP, still relying on relative departure and arrival times, but using a somewhat different point-calculation formula. The second (which I’ll call July 2002

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GAP2002+) was more experimental, but more interesting: It is the first algorithm to track progress along the course line throughout the flight, using GPS tracklogs. In another improvement, this version distributes some of the departure bonus (now more accurately described as “leading bonus”) points to pilots who do not make goal. I won’t go into gory math details here. They can be seen at: http://www.metamorfosi.com/ Meta_en.htm. ADVENTURES WITH SOFTWARE With the simplest conceivable rules and formulas, scoring a large contest by hand calculation would be impractical. Doing it under GAP without a fast modern computer would be impossible, mainly because each pilot’s score depends on how everyone else did, and on how the task itself fared compared to an abstract ideal. Cross-checking the results, or even detecting serious errors, is surprisingly difficult. For comparison, less sophisticated programs (say, for preparing tax returns) commonly make errors even though they are written for a mass market by big companies, and are checked by hundreds of programmers and beta-testers. The only way to utilize the GAP2002+ algorithm was through the latest version (only a month old when Wallaby started) of Compe-GPS, an impressive verification package developed by Ivan Twose of Spain. After running some basic simulations I could see that the program was better designed than any Hang Gliding

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The La Mouette Top Secret

similar software we had run in other meets, and Ivan, as well as Angelo Crapanzano and virtuoso scorekeeper Flavio Tebaldi of Italy, were willing and eager to hear about bugs and provide support. Compe-GPS also supports more receiver formats, and, with adequate hardware, it allows up to eight parallel downloads — potentially a huge time-saver. A month before Wallaby I e-mailed Davis Straub to ask for tips about Compe-GPS (an earlier version than what we were to use) from his Australia experience, and he wrote back: “No bugs. No need for workarounds.” Coming from anyone, this would have given me a chuckle, but it was particularly funny from someone who made his fortune writing about software. I didn’t expect to see the first documented violation of my own longstanding First Rule of Software (any bug-free program must be either trivial or obsolete), but Davis’s reply did increase my confidence and my willingness to commit to GAP2002+.

worrying and said, “I change nothing.” This became Manfred’s quotable quote for the contest. Does a scoring system need to be fully comprehensible to all pilots to be valid? I don’t believe this is necessary. By analogy, accurately predicting the path of a spinning projectile requires sophisticated calculus, yet having an advanced math degree is of no appreciable benefit to golfers or baseball players. If competitors understand the rationale behind the algorithm, they can devise a nearly optimal

Celebrating Claire Vassort-Pagen’s new U.S. citizenship

TOO COMPLICATED? Readers who find a discussion of GAP nuances difficult to follow should be heartened by the fact that most competitors also lack a deep understanding of these algorithms. After I attempted in a pilots’ meeting to explain the features of GAP2002, Manfred Ruhmer’s only concern boiled down to: “If I fly the fastest and get to goal first, will I still win the day?” After I assured him of this, he stopped 18

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plan from the start. After that, they quickly sharpen their strategies as they receive signals from the daily results. Also, each new GAP version has represented fine tuning rather than a radical departure from previous algorithms. Wallaby would have been a great test of the leading bonus concept, but unfortunately the signal was scrambled, so we still don’t know how it affects pilot behavior. In hindsight, I should have stuck with GAP2000 or the less ambitious version of GAP2002 for official scoring, while running the same data through GAP2002+ “for entertainment purposes.” Everyone involved came into this experiment with the best intentions, more than adequate experience and skills, and high hopes. But with too many new variables, an ambitious collaboration between two idiosyncratic programs, and some unanticipated, seemingly trivial differences in contest style, the total scoring package proved to be fragile and erratic. By the time I sorted out the serious glitches from the more usual kind, related to using new software, it was too late to change course. Puzzling through the quirks in software, and figuring out “reach-arounds,” as JC calls

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them, is part of what makes scorekeeping interesting. I expect to put in a few late nights whenever I’m using something new, but I also expect the results to be more accurate each time I make corrections. This was the first time I’ve seen the results get worse with more effort. The reasons are complicated, but they involve obscure bugs and incompatibilities between Compe-GPS, GAP2002+, and the RACE 2000 scoring program. OH YEAH, THERE WAS FLYING We got off to a delayed start with rain and a threat of overdevelopment on Day 1 (Saturday, April 13), which was canceled by the Safety Committee due to arguably unsafe conditions. Many of us got to watch USHGA President Jim Zeiset come down gently under canopy, with an apparently intact Guggenmos ESC rigid wing, into a bog (also known as “$100 Field”) just north of Wallaby. Jim had broken a small pulley in his control system, and he landed shaken but safe. A few minutes later the bog’s caretaker arrived, thrashed through the surrounding jungly woods and asked, “Are you okay?” “Yeah, I think so,” replied Jim. “You owe me a hundred bucks,” was the response. Day 2 was wetter and canceled as well. JC commented that potential thunderstorms make a meet director’s life tougher than anything else. Of course, safety is ultimately the pilot’s own responsibility, but no one wants to send people into possibly dangerous conditions, particularly under competition pressure. On Monday, Day 3, winds were light southeast, and the task committee chose a 54mile out-and-return to Gator. This was a good warm-up flight, but too easy, with 57 pilots making goal. In Class One, Gerolf Heinrichs edged out Oleg Bondarchuk by one second, with Robert Reisinger, Nene Rotor and

Climbing out on tow

Manfred Ruhmer close behind. In Class Five (ATOS-type rigid wings) Christian Ciech, Alex Ploner and Johann Posch led the field, all with course times slightly shorter than Brian Porter on his Swift. The rest of Class Two (faired rigid wings), Robin Hamilton, broke a weak link just after liftoff and landed hard enough to damage his undercarriage but not himself. Receiver downloading went quickly, and the scores seemed to make sense, with the exception of some difficulties in setting minimum distance flights for the handful of pilots who landed short or didn’t get a valid start time. By about midnight, the results looked reasonably consistent, so we posted them and got some sleep. The next morning, however, a larger-than-usual number of pilots had com-

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plaints about their scores. No problem, I thought, I’ll just get to work fixing them. Day 4 had good soaring conditions but a high potential for overdevelopment, partly because of the recent rain. At the strong urging of several experienced pilots, the task committee and meet director decided on a narrow, 66-mile, boomerang-shaped quadrangle with a twist — the task would end at 3:00 PM. Pilots who didn’t make goal before 3:00 would be scored as having landed wherever they were at that time. This was intended as a safety feature to avoid the risk of slower pilots flying into or near thunderstorms, but it transformed the entire task for everyone. I was nervous about trying to score such a task, particularly given the other complications that were cropping up, but Compe-GPS

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had a “canceling time” feature that should do the job. That feature was intended for “airstop” tasks, but it wasn’t fully functional, which I discovered after downloading tracklogs, trying to score the task, and finally isolating that bug from the other strange phenomena related to GAP2002+. Meanwhile, not a single pilot made goal before the stop time. Manfred Ruhmer

packages, using a special template for capturing the continuous leading data. And there were some little differences in meet style. For instance, the Europeans normally require everyone to submit a tracklog, while we allow pilots who bomb out to not hand in a GPS, and we give them minimum distance by hand. Eventually I figured out that Compe-GPS could not set minimum distance and handle

From left: Gerolf Heinrichs, Oleg Bonderchuk, Paris Williams and host Malcolm Jones

crossed the goal some 40 seconds after 3:00, and the eventual top rigid wing pilot, Alex Ploner of Italy, crossed about 50 seconds later than Manfred. When I eventually generated accurate scores, we could see that the leading bonus could have a modest effect at best on pilots’ strategies under these task conditions. Because the software didn’t yet support an air-stop time, I had to manually inspect the tracklog of each of the 95 pilots who flew beyond minimum distance and set an artificial landing location. At first this didn’t work reliably, possibly due to errors on my part, so I had to manually edit all the tracklog files to truncate them, sometimes hand-interpolating locations when the closest track points were more than a few seconds from 3:00. I’ll leave out lots of arcane details, but readers probably get the picture. In short, we had a normal bug incident, my lack of experience with a brand new version of the verification software, and some incompatibilities between the two software 20

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GAP2002+ at the same time; sometimes it would generate distance figures on the order of 4x1031 kilometers. Finally, in an effort to reduce gaggle crowding, we had set different start cylinder radii for Class Two and Class Five than for Class One, meaning we could not combine all the classes into one database, which slowed everything and increased the chances of error. The combination was enough to tip the entire process into chaos. To repeat, I do not blame any of the individuals who developed the scoring algorithms or software. On the contrary, Angelo and Flavio put extraordinary effort into me helping track down and solve the problems. An all-nighter on our behalf even cost Flavio a day of contest flying. They also offered to do the scoring via e-mail, but this would have gone against JC’s and my policy of not resting each day until the scoring was done, and the many judgment calls about particular flights would have been complicated to resolve remotely. Ivan has also worked hard on •

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Compe-GPS; a version that fixes the most serious known bugs was available as this article goes to press, and a further-improved version will be out soon. I stayed up all night trying to get the mess straightened out, and JC got to bed by about 4:30 AM. In the morning, I still couldn’t promise when or if I would be able to generate reliable scores. Flying conditions looked good, with higher cloudbase, moderate easterly winds and a reduced chance of precipitation. The mass, choreographed aerotow launch was virtually flawless as usual, and pilots started heading out on course for a 65-mile race with a single 12:15 start time. A LOW POINT Just then, a coincidence of unfortunate factors led to disaster. JC was short on sleep, stressed, and distracted by the scoring uncertainties. Thunderstorms were still a threat. There had been a protracted and inconclusive debate about how a task might be canceled inflight, if at all. Pilots use various radio frequencies (and some fly without radios), and they don’t reliably tune in to the meet channel, so most pilots favored a radio call followed by a visual signal (legs out of the harness, making a bicycling motion) by those who hear the radio call. Just after 12:15, Gerolf, flying some 10 miles from Wallaby, contacted JC, said that there was heavy rain on course, and insisted that JC call the task immediately for safety reasons. Unable to see the conditions for himself, and afraid that if he delayed, pilots would be too scattered for the visual signal to work, JC made an out-ofcharacter move: Without taking time to verify Gerolf ’s take on the weather, he radioed to cancel the task. Naturally, the good conditions held, with little rain other than the anomalous shower that triggered a regrettable decision. Several pilots flew the entire course, either unaware of or in defiance of the cancellation. There was plenty of outrage to go around, and I can’t remember ever seeing JC so demoralized and down on himself as he was that day. The best

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perspective we could put on it was an analogy with being a comp pilot. Doing well requires taking a chance of doing poorly, and even the best sometimes have a bad flight or a bad contest. We had boldly forged ahead with the latest and greatest scoring scheme, our equipment failed in unexpected ways, and we bombed out. The last two days had the best flying conditions and the longest tasks, but still some unseasonable overdevelopment. The tug pilots and the Wallaby ground crews kept up their impressive work and their excellent safety record. Landings were sometimes another story. On Tuesday, Nancy Smith had broken a femur in an out-landing — the worst accident of the meet. On Thursday there were several exciting landings at goal. Gary Wirdnam (an RAF flight instructor by profession) hit a windsock pole 30 or 40 feet above the ground and plummeted hard, but ended up walking away with no significant injury. Gerolf unzipped to drain his bladder at some point during the flight, and neglected to stow everything properly in his shorts. After crossing the goal line he grabbed his zipper line, gave it a good yank, and intense pain, embarrassment and some blood were reportedly involved. The next morning Gerolf was given the first-ever Wallaby Weenie Award. BUT STILL PRETTY GOOD As is often the case, some of the best aspects of the meet are the intangible ones that don’t show up in the scores or the newsworthy events. One fun aspect of Wallaby 2002 was that it brought out a lot of veteran pilots, some of whom hadn’t flown in a big contest in 15 or 20 years. Rob Kells and Steve Pearson of Wills Wing didn’t go into it with high hopes of blowing Manfred away, but they put their hearts into it, had a great time, and placed respectably well. Exactly the same applies to rigid-wing pilots Reggie Jones and Tom Vayda. The inimitable Brian Porter, another veteran of the early years, was the epitome of generosity and good sportsmanship. Old friend Glenn Volk kept his cheerful attitude even through the disappointment of losing a great flight on Day 6 due to a silly GPS error. Jamie Shelden was also gracious about two sad days, when she inadvertently jumped the gun and when she had a tracklog disaster. Fred Permenter opted not to fly in this meet so he could be the support crew for his wife Raean, and help her rack up international points. The Dutch Team — Aart, Hadewych and Koos — had lots of fun and got a good education. I don’t have room here to mention all the other new friends we look forward to seeing at other meets.

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This year Wallaby hosted 17 tug planes, which pulled off at least 528 contest tows, flew about 100 miles each, and probably made the Ranch into the busiest airport on the planet, with a takeoffs averaging almost two per minute during the daily launch rush. On Thursday morning at breakfast time, the 12 Dragonfly pilots made their traditional mass takeoff and formation fly-bys, with military precision — well, almost. Chef Jeremy and his crew cranked out some 2,700 delicious meals, and the Ranch provided 16 kegs of cold beer and three live bands. After the awards dinner we were treated to an impressive display of fireworks launched at close range. CONTEST RESULTS For the first time, someone other than Manfred won the Wallaby Open in Class One. Oleg only came in first once, joining with Paris Williams and Brett Hazlett to slip past Manfred by 25 minutes on the last day. Oleg won the meet with persistence and consistency, as well as a custom Aeros Combat 2 built specially for him. I like to think that he also benefited from keeping his GPS on all the time instead of trying to conserve batteries. Paris made a great showing in third place, taking the Class One U.S. National Champion title. Kari Castle was the U.S. Women’s Class One Champion. Brian Porter won Class Two overall and took the U.S. Nationals trophy. Alex Ploner beat his fellow Italian rigid-winger by a narrow margin, and Bruce Barmakian, fourth overall, was the top U.S. Class Five pilot. Jamie Shelden took the U.S. Women’s Class Five title. P.G.

July 2002

Daily Tasks Task T1 T2 T3 T4

Name Day 3 Gator & Return Day 4 Quadrangle Day 6 Coleman & Return Day 7 Triangle

Distance 53.9 miles 65.9 miles 89.8 miles 80.3 miles

Class One Top 30 Results Place 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30

Name Oleg Bondarchuk Manfred Ruhmer Paris Williams Nene Rotor Andre Wolf Gerolf Heinrichs Mike Barber Carlos Bessa Brett Hazlett Chris Arai Richard Walbec Martin Harri Sandy Dittmar Josef Zweckmayr Chris Muller Rohan Holtkamp Jim Lee Curt Warren Andreas Olsson Dorival Agulhon Steve Pearson Mitch Shipley Jerz Rossignol Robert Reisinger Chris Zimmerman Terry Presley Francoise Mocellin Bubba Goodman Glenn Volk Ron Richardson

Class Two Results Place Name 1 Brian Porter 2 Robin Hamilton

Glider Aeros Combat 2 Icaro Laminar Icaro Laminar 14 Wills Wing Talon Moyes Litespeed Moyes Litespeed Moyes Litespeed 4 Moyes Litespeed Moyes Litespeed Wills Wing Talon Wills Wing Talon Moyes Litespeed Wills Wing Talon Icaro Laminar 13 Wills Wing Talon Airborne Climax 13 Wills Wing Talon 150 Moyes Litespeed 4 Moyes Litespeed Icaro Laminar MRX Wills Wing Talon 140 Aeros Combat 2 Aeros Combat 2 Wills Wing Talon Icaro MR2000 Wills Wing Talon Wills Wing Talon 150 Aeros Stealth Combat 14 Moyes Litespeed Avian Cheetah 150

Nation Ukraine Austria USA Brazil Brazil Austria USA Brazil Canada USA Venezuela France Switzerland Austria Canada Austria USA USA Sweden Brazil USA USA Austria USA USA USA France USA USA Australia

Glider Bright Star Swift Bright Star Swift

Nation USA Great Britain

Glider Air ATOS C Icaro Stratos A-I-R ATOS Aeros Stalker A-I-R ATOS Flight Design Ghostbuster A-I-R ATOS A-I-R ATOS A-I-R ATOS Flight Design Ghostbuster Icaro Atos Flight Design Ghostbuster A-I-R ATOS A-I-R ATOS Icaro Atos

Nation Italy Italy Austria USA USA USA Germany USA Austria USA USA Great Britain USA USA USA

Day 3 776 260

Day 3 941 904 846 907 866 944 841 779 764 800 806 836 716 822 711 684 687 834 780 626 750 716 849 920 403 790 676 669 683 737 Day 4 918 768

Day 4 878 916 878 872 862 844 844 871 758 873 868 852 822 871 868 648 876 798 512 667 852 699 868 868 751 611 630 835 620 681

Day 6 868 998 845 915 942 854 929 966 840 824 958 724 726 630 772 904 582 357 908 706 575 462 614 133 601 398 559 88 382 657

Day 6 418 999

Day 7 950 772 912 690 712 722 746 679 916 708 536 727 702 702 671 758 667 684 459 615 395 620 86 638 680 613 537 705 656 619

Total 3637 3590 3481 3384 3382 3364 3360 3293 3280 3205 3109 3086 3078 3025 3022 2994 2812 2673 2659 2614 2572 2497 2488 2484 2435 2412 2402 2327 2311 2270

Day 7 1000 812

Total 3112 2839

Class Five Top 15 Results Place 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

Name Alex Ploner Christian Ciech Johann Posch Bruce Barmakian Davis Straub Campbell Bowen Felix Ruhle Heiner Biesel Gunther Tschurnig Reggie Jones Vincent Endter Neville Almond George Ferris James Yocom Tom Vayda

July 2002

Day 3 880 935 844 793 809 627 691 744 689 414 549 212 301 656 469

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Day 4 913 548 588 898 875 830 662 518 889 752 797 764 903 724 592

Day 6 830 991 838 492 615 737 671 603 550 560 458 582 567 66 221

Hang Gliding

Day 7 850 994 751 795 628 568 491 638 280 482 313 532 201 480 504

Total 3473 3468 3021 2978 2927 2762 2515 2503 2408 2208 2117 2090 1972 1926 1786

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Article and photos by Renée Faucher

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he was in much better shape, even though he was about 43 years older than I. I remember a smile on his face and a couple of jokes as we trekked up the granite path. When we reached the top it took me a while to recover. I could barely pay attention to what they were talking about. The wind was so cold on my ears, and it seemed too windy to fly in my “novice” opinion. There were huge towers on the peak that pilots could be blown back into if they were not careful. Harland walked Frank around the top of the granite cap and pointed to the granite plain that’s the LZ. He spent a lot of time s we drove along explaining how the winds the rural path it approach the mountain, seemed that the and about the conditions dirt and stones knocking that would be right for a against the bottom of the pilot of his skill level. car would never end. The Then he told Frank about car rocked around the corthe granite “field,” and ner and scathed through how he’d have to hit the branches hanging over the mark just right in order road as we saw someone to land there. standing in a small clearAs I sat on a ing that served as a parkrock, Harland talked to ing area along the road. Frank and then unpacked We pulled up to the his wing and tried to intrailhead just as a stocky flate it. He stood there, man with a paragliding attempting to catch the harness slung over one wind, but then he would shoulder gave us a wave. change his mind since the He introduced himself as wind wasn’t being so kind Harland Dunbar. Frank that day. He packed up stopped the car and introthe glider and talked duced himself. He said he some more, then he was looking for Dave, and started to prepare again Harland said that Dave and I sat waiting for him and Kendal would be to launch. I’d never seen along soon. He was waita paraglider launch being for them as well. Frank fore. had met Harland through I covered my e-mail inquiries about ears with my hands to hang gliding in Maine. protect them from the Harland greeted us heartwind. It was a sunny and ily and repeated that we warm day everywhere but shouldn’t have long to here. Here, it was cold wait. Frank had spoken to and windy yet still sunny Dave on the phone a and quite beautiful. couple of times and, as a Again and again he’d innew pilot, was looking for flate the canopy and even Frank Campbell, Poverty Flats Flyers member, ascending above the field while on tow. guidance and a place to let the wind take him fly. back a few steps, but each Once Frank parked the car we got out plained that the trail up the mountain was a time he would stop. As I watched him I could and Harland shook both our hands. What I “granite highway” that you could traverse with see that he was a cautious pilot as well as a remember most about him are his large smile four-wheel-drive, but we’d need to leave our dedicated one. I was fascinated by this man and tanned, dark skin. He had an eager hand- car at the bottom. He said that he was going who was more than twice my age (over the shake and was thrilled to meet someone new. to walk if we’d like to join him. We both said age of 70) and who flew off mountains every We stood together waiting at the bottom of yes, although I cringed at the thought. It was day that he could. Harland watched the wind the peak for a few minutes, then Harland ex- a tough hike for me. Harland led the way since in the trees as he talked, and when he thought

THE SPIRIT OF MAINE HANG GLIDING: HARLAND DUNBAR The day Frank Campbell and I met Harland Dunbar still stands out in our memories. Frank had arranged to meet Harland, Dave Hopkins and Kendal Dunbar, Harland’s son, on a rural road at the base of the granite slopes of Mount Waldo in Frankfort, Maine. We had a Nissan Sentra sedan, and the service road, used to access the blueberry fields at the foot of the mountain, was filled with ruts and rocks that a car could barely handle.

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it was coming in straight he effort to get to know this dropped his canopy and let special group of people in it inflate. He was torn beMaine, the real Maine, and tween his love of flying and respect the land they love, a deep desire to teach Frank the experience will be about the mountain. As the greatly rewarded with wind changed direction once breathtaking views and peragain he was blown back a haps even a friend or two. few feet, but decided to deMaine and hang gliding flate the wing because the might not be words that conditions weren’t right. seem to go together in most More people appeared on hang glider pilots’ minds — the peak to check out the after all, there are no offiview, but the hang glider picial flight parks in Maine, lots we’d come to meet yet. There are, however, a hadn’t shown up so we demultitude of unregulated, cided to leave. The winds rural mountain sites. You’ll were whimsical that day on need an ATV and a guide Waldo. I still regret that I to find most of them. With didn’t get to see him launch. the 2002 flying season here, Candid group shot: trike, hangar, and Blackford’s glider. Sept. 3, 200. To have met Harland some pilots might want to Dunbar was to be touched by someone who to be married. In September of 2000, Harland visit and fly in Maine. However, without flight embodies free flight in Maine. Harland was Dunbar’s life ended in a paragliding accident parks and regulated launch sites, how can a one of the original hang glider pilots in the in La Salina that may have been caused by a hang glider pilot explore the skies of Down state of Maine, and he was an eager and warm heart attack while in the air. His love of fly- East Maine and beyond? The answer is, conperson who wanted to share something he ing truly revealed a love for life. In the words tact a local Maine pilot. loved. He is a legend in the hang gliding com- of Kendal, “Harland died doing what he There are few true Mainer pilots and munity even beyond state borders. He learned loved. He is flying free.” most of them know each other. It’s a very small at the age of 49, and he and his son, Kendal, The next time Frank and I were on that community. Hang gliding in general repretaught themselves to fly. Flying became a part same granite peak, Frank was preparing to sents a small community, but in Maine it’s a of him and, according to his son, “He felt take his first flight from Mount Waldo. We state of being. If you are a pilot who would free when he was flying and believed you stood with Harland’s son as he explained to like to visit Maine for summer or fall flying, should keep it that way. He did not want to Frank how he should approach a mountain you might find yourself in a quandary. Where fly with any instruments at all.” Harland also launch from this site. I had a strange feeling are the launch sites? The sites are unregulated did not want hang gliding in Maine to be that Harland was there with us, and wanted and you will need to introduce yourself to regulated, since he did not like anyone regu- to say that two years earlier we had been there this small community of pilots in order to fly lating anything he did, especially hang glid- with someone very similar to the man stand- there. How else might you find the sites, walk ing. He was an integral part of the Maine hang ing in front of me. His love of flying and dedi- the LZ’s, discover optimal conditions, or be gliding community until his death, although cation seemed the same. warned about hazards? There are things you’ll his presence is still felt. want to know. What is the flying season in Kendal comments about his father: “He FLYING IN MAINE Maine? When are the best times to fly? Can was a man who loved to meet and talk to The spirit of Maine hang gliding is a durable you fly at one of the best-known tourist despeople. He loved to travel and was one of the and haunting one. It sustains the true Mainer tinations in Maine, Acadia National Park? first to hang glide in Puerto Rico. He took through difficult launches, landings, and even One approach would be to introduce Jeff Nicolay, Phil Haines and me there for a tragedies. The scenery available from the air yourself to Maine pilots on a Yahoo! Group flying vacation.” While there, the week be- in Maine rivals all else in the Northeast. The hosted by Dave Hopkins: http:// fore Nicolay and Haines arrived, Harland beauty of the rough granite peaks, peppered g r o u p s . y a h o o . c o m / g r o u p / broke his wrist during a landing. For the next with wild blueberry bushes that change to a MaineHangGliderPilots/. Permission is recouple of weeks he drove retrieval for the burgundy hue in autumn, creates a mood quired to join this group (mostly to avoid group. “He was not happy being our hang that’s difficult to forget. Panoramic views from spamming), so you’ll need to join and then driver, but he did it for us,” recalls Kendal. Mount Waldo stretch to the ocean in a field wait for acceptance by the moderator. Harland was dedicated to the sport even if it of sapphire pools. A “down-east” horizon Through this group you’ll be able to contact meant that he couldn’t fly himself. turns to “mid-coast” harbor views above most of the people mentioned. Harland traveled to New Zealand and Camden and the Penobscot Bay. Maine pilots come from a variety of backMexico on his own to fulfill his love of flyThe winters are long and many pilots grounds. Many of them were self-taught but ing. He eventually took up paragliding so that head south on flying trips. As much as some furthered their training with visits to flight his gear was more portable and to ease the might think that Maine pilots are isolated in parks in other parts of the country. A comstrain on his bad back. Eventually he discov- such a northern state, they have traveled quite mon theme among pilots from Maine is that ered a site in Baja, California called La Salina. a bit and experienced a world of hang glid- they don’t stay here to do all their flying. They While there, he fell in love and was engaged ing. For those who are willing to make the can’t. Most of them have an enduring need 26

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to be in the air, and they can’t wait for winter to end in March or April, so a flying trip south is a common solution. Before you book a trip to Maine or send e-mails to Maine pilots you should be aware of and respect their need to fly freely, without restrictions. Harland Dunbar embodied the soul of the Maine hang gliding community. The absence of regulated sites should not be regarded as a negative aspect of flying in Maine, but a natural consequence of the rugged landscape that captures a natural beauty in extremes of granite peaks and cold Atlantic waters. The pilot “from away” (as the locals call out-of-state visitors) cannot expect to find a drive-up launch with a soda machine and public restroom. You, like Harland Dunbar before you, may have to hike through the woods with your gear on your back to a rocky launch above lakes and pine trees. Although you will never meet Harland and share a thermal with him on a breezy summer day, you will feel his presence in the group of pilots who make up the Poverty Flats Flyers. Maine might not have the easiest flying conditions for novice pilots or the longest flying season, but the introduction of a tow operation will make flying on a regular basis more accessible. It will also provide a great introduction to Maine flying conditions for pilots “from away.” Members of the Poverty Flats Flyers frequently fly the area mountain sites like Waldo, Megunticook and Will. On Labor Day 2001, a group of pilots set a couple of local records. Five pilots floated in the air over Mount Waldo at the same time. That might not sound like a lot to most people, but for this rural site in Maine it was a record. Kendal Dunbar also set a record of his own with a five-hour soaring flight above Waldo that day. In many ways, Maine pilots are quite fortunate. They can fly in an environment that is beautiful and oftentimes peaceful. The energy they expend to reach launch sites is often rewarded by glimpses of a landscape that becomes part of them. However, Maine hang gliding is not a quick and easy flying fix for the impatient pilot accustomed to established flight parks. Flying in Maine requires a certain state of mind and a sense of humor. You’ll need sturdy hiking boots, respect for the land and a sense of wonder. Your best source of information is the pilots who live and fly there. Maine flying is not something you can do alone unless you are a true Mainer pilot who has flown the sites a hundred times and knows the whims of the mountains — and when to launch and when to pack up your glider. If you travel to Maine, be sure to watch

the wind in the trees, and, if you watch closely, you’ll glimpse the spirit of Maine hang gliding.

MAINE PILOT PROFILES Bob Chapman Skowhegan, Maine Founder of the Poverty Flats Flyers If you’re interested in towing to reach the skies over Maine you should contact Bob Chapman and the Poverty Flats Flyers. This is a new club that is attempting to establish a tow operation in Maine. They can be contacted through the same Maine hang glider pilots Yahoo! Group. Bob was the main tug pilot for the club’s first season (the summer of 2001), and Kendal Dunbar will be sharing these duties this summer. Bob Chapman is a Hang III-rated pilot and a BFI ultralight pilot with the USUA. He’s been hang gliding since 1988 and learned to fly at Morningside Flight Park in Claremont, New Hampshire. Chapman flies a trike with a Saber 16 wing for the club’s tow operation which is based in Fairfield, Maine, a small town next to Skowhegan. The club’s current name is the Poverty Flats Flyers, but that may change depending upon whether or not they purchase a perma-

nent home. The club would like to establish a solid member base, and then may look into developing a flight park with instruction and tandems available. Right now Chapman is a certified ultralight instructor who accepts students, and in the future the club expects to offer hang gliding instruction through tandem tows. The current field that the club uses for towing is located next to several farms. While in the air pilots take advantage of the black tarp-covered patches of farmland and greenhouses to maximize lift. Pilots enjoy views of rolling, green, sparsely populated hills as well as glimpses of the Atlantic Ocean on clear days. Chapman believes that the Poverty Flats Flyers have the first tow operation in Maine.

Bob Bradley Bethel, Maine Poverty Flats Flyers Member Bob Bradley has been flying since 1978 and was initially a self-taught pilot who learned on a Sky Sports Bobcat 2. When he came to the realization that he really didn’t know how to fly, he went to Morningside Flight Park for lessons. He comments, “Knowing what I know now, I can’t believe I survived all those previous years.” Bradley continued with his training and is now a USHGA Hang IV, Tandem I and Platform Tow-rated pilot. The first sites he

Bob Chapman launching from Mt. Waldo in Maine.

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ever flew in Maine were Morrison’s Hill during his training days (Gray, Maine), and Hawk Mountain in Harrison (Bridgeton, Maine) for “actual flying.” The best thermal conditions Bradley ever experienced were at a site called Puzzle where he made several flights to 10,000 feet MSL. Bob comments, “The only site that comes close is Streaked Mountain in South Paris where I had several 8,000-foot flights. Puzzle faces west-northwest, and with a launch altitude of 3,600 feet there’s plenty of time to catch something good.” Bob travels outside of Maine to hang glide as well. He boat tows in Cocoa Beach, Florida and travels to Mount Yamaska in Canada, but his favorite out-of-state location for flying is the Elmira, New York area.

and decided to teach ourselves to fly.” Kendal says that many hours of trial and error convinced them that they were “better repairmen than pilots,” although they eventually taught themselves to fly Waldo. Now Kendal travels to Lakeview, Oregon, Henson’s Gap, Tennessee, Lookout Mountain, Georgia, Florida, Vermont, New Hampshire, Canada, Mexico and Puerto Rico for flying. His favorite Maine flying site is Megunticook since it offers spectacular views of the lake, the town of Camden, and the coast of the Penobscot Bay. Though Kendal’s father, Harland, is not listed with the Poverty Flats Flyers, he appears to be an honorary member. His presence is still felt.

Dave Hopkins Orland, Maine Poverty Flats Flyers Member

George Blackford Milbridge, Maine Poverty Flats Flyers Member

Dave Hopkins has been flying for more than 23 years. He is self-taught and learned at Miriam Crater in Flagstaff, Arizona. Now he is a Hang IV with more than 1,200 hours of flying time. The first site he flew in Maine was Mount Waldo. His favorite site is Whitecap, “because you can get to 8,000 feet and fly to the coast, 70 or 80 miles.” The best thermal conditions he’s experienced were at Whitecap, but he adds, “Any place facing northwest will do.” He recommends Maine pilot Chris Davis, Poverty Flats Flyers member. Waldo or Mount Will for someone new to Maine flying, however, George Blackford has been flying for two years “Aerotowing offers many more flying options and recently earned his Hang III rating. He and will be good for the pilot population winters in Florida and flies at Quest, Wallaby around here. Aerotowing should help young and Florida Ridge. He is an active member pilots advance to pilot-hood without having of the Poverty Flats Flyers. His favorite site in to survive Maine’s mountain sites.” Maine is Megunticook because of the “beautiful hills and lake out in front of the launch,” and the “beautiful hike up” to launch. He Kendal Dunbar recommends the Fairfield tow site (Poverty Bucksport, Maine Flats Flyers) to out-of-state pilots as a good Poverty Flats Flyers Member introduction, and then Waldo and Megunticook. Kendal Dunbar attributes his love of flying to his late father Harland. Kendal recalls, “We purchased an old Wills Wing Swallowtail Norm and Theresa Stevens glider around 1978 when my dad was 49 and Scarborough, Maine I was 26 years old. We had seen Kerin Hang Glider and Paraglider Pilots Weatherbee, Randy Spencer, Ken Hartley and a couple of other people fly at Mount Waldo Norm Stevens began flying hang gliders in 30

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California in 1981. He and his wife, Theresa, both learned to paraglide 10 years later in 1991 in San Diego, California. They moved to Maine in 1994. Norm has Hang IV and P4 ratings, and Theresa has a P3 rating. In recent years, Norm has done more paragliding than hang gliding, but is working on getting back into hang gliding. This season he’ll be flying his powered Explorer harness on a Sting 2. His favorite site is Mount Puzzle because of the thermal conditions. As a paraglider pilot, his most memorable experience was a three-hour evening flight from Little Sugarloaf above Bull Rock. Although it involved a long hike and a difficult launch, he comments, “The most special thing about that flight was that it was one of the last times I flew with Harland. As far as I know we are the only two paraglider pilots who have flown there.” The Stevens also travel outside the country to fly. They go to Mount Yamaska in Canada three or four times a year since “this is the most awesome site for paragliding and hang gliding.” There are launches in every direction, shuttle rides up the hill, evening glass-offs and great camping. When asked how flying in Maine differs from flying in other parts of the country, Norm comments, “You seldom get big altitude here. This is a big deal for paraglider pilots because we always have to be worried about low cloud suck, just-over-the-trees line collapses, and not making it to an LZ.”

MAINE HANG GLIDING LESSONS LEARNED •

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Bob Bradley comments that one should know how to set up good landing approaches. The LZ’s are not that large in most cases, and you only get one shot at it. Maine’s LZ’s can also be very turbulent, and there have been many tree landings during landing approaches into tight LZ’s. George Blackford advises that pilots always check out the LZ’s before flying. Dave Hopkins observes, “Maine sites make you use your skills to the max. If you survive your young pilot-hood you will be a real thinking pilot. Kendal Dunbar cautions, “Sometimes fog will come in off the coast at Waldo. It can come in underneath you and the mountain and landing area will disappear.”

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July 2002

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Glider Review

The story of Moyes is almost like the story of Cinderella turned on its head. Imagine the glass slipper being a bit too small for Cindy’s work-callused feet and one of her spinster stepsisters fitting perfectly into the magic shoe. This elder sister then gets transformed from a homely also-ran into a morsel of fetching pulchritude and waltzes into the prince’s arms. 32

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oyes, the oldest company in our sport, underwent a similar surprise transformation a couple of years ago. They had won everything there was to win, they had a full line of products, but they weren’t queen of the ball. All that changed with the injection of new blood, a new factory and new enthusiasm. The new blood was Austrian designer Gerolf Heinrichs. He initiated the process that resulted in the Litespeed line of gliders. As you probably know, the Litespeed has invaded the planet and shown its prowess in myriad competitions. Now Mr. H. and Steve Moyes are fleshing out the entire Moyes line. Their newest product and prospect for eager pilots is the Litesport. I had a chance to dance with the Litesport in Southern California after the Air Sports Expo. We spent a day towing at the El Mirage dry lakebed (courtesy of Michael Robertson), and two days pirouetting in thermals at Lake Elsinore. I ended my mini-vacation with a smile and an appreciation for the innovations that render the Litesport unique and desirable. Here’s the story. LITESPORT PEDIGREE The last 10 years have brought about a revolution in hang gliding design, as most of us know. Airfoil development, the use of carbon graphite in the airframes, and the topless format have given us an increment of performance and a new direction. The topless gliders themselves have gone through an evolution, and now, in their third generation, they are better handling, more pitch stable and better performing. But this new technology has not really trickled down to the lower design level until now. The Litesport has stepped into the spotlight and demands our attention. Here are some of the Litesport’s features that came from topless development: The leading edges are the exact same as those on the Litespeed. That means they are fully adjustable for handling (see our tuning series of articles for details) and are very torsionally rigid. The washout strut at the tip is “sprog-style” — strong, firm and effective. The battens attach with springs and tabs in the trailing edge hem for low drag. The VG system provides a wide margin of sail tension change. The interior of the sail has multiple shear webs for control of the airfoil at high speeds. The curved tips incorporate the up-to-date Litespeed cam lever and sophisticated sail shaping. The hang strap suspends from a pivoting arm (affectionately known as a Gerolf connection or dingle-dangle) to improve handling. The clean hardware, the optimized uprights, the optional faired basetube and Mylar sail all enhance performance. While this is an interesting list of trickle-down technology, it certainly does not represent all the impressive innovations that render the Litesport worth a whirl. Let’s look at some more details.

“...the real forward-thinking engineering comes from the ingenious side cable/reflex bridle compensator. When the VG is off, a slider in the kingpost raises the top of the upper cables so the reflex increases and the lower side cables remain tight!”

INNOV(AHA!)TIONS As you can see from the photos, the Litesport has a kingpost. Lord knows, a kingpost hasn’t been considered an innovation since barefoot Aussies pioneered the sport in the late 1960’s, but it does define the character of this glider. For instance, because of the kingpost, the Litesport, while incorporating the Litespeed leading edges, has a much lighter aluminum crossbar without the necessity of a beefed-up keel or an outrigger center section. The result is a weight reduction of five pounds compared to a similarly sized Litespeed. Another feature that is permitted by the kingpost is the unique pitch stability system. The outboard dive stick is simply a Litespeedstyle sprog, as noted. However, instead of an inboard sprog, the Litesport uses a cable connected to the upper side cable that is routed to the rear of the sail to create a reflexed airfoil when the angle of attack goes negative (in a dive). The sail attachment point is forward of the trailing edge to make the effect more powerful. The result of the improved pitch stability devices is that they can be set lower so there is less bar pressure and better high-speed performance than with conventional arrangements. Also, you can relax your arms more when gliding between thermals for more sensitivity to lift. But the real forward-thinking engineering comes from the ingenious side cable/reflex bridle compensator. When the VG is off, a slider in the kingpost raises the top of the upper cables so the reflex increases and the lower side cables remain tight! This feature is a great aid when it comes to launching. No longer do you have to deal with a wobbly bar in warbling air. The feel is solid because the rigging is solid, yet VG travel is not compromised. This cable length control enhances safety and instills confidence. SKIPPING THE “LITE” FANTASTIC Enough of this technical detailing; let’s go flying. As mentioned, my first flights on the Litesport were tow-launch. We were pulled by a winch in a smooth, 20-mph ground wind. It’s hard to tell how strong the winds were aloft, but I-15, leading to Los Angeles, was closed in the Cajon Pass due to three blown-over trucks. Yet, it was smooth

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enough on the pancake dry lake. It had been four or five years since I had winch-towed, but after a few preliminary flights of increasing height I step-towed to circa 3,000 feet and put the glider through its paces. Stalls with the VG full off as well as full on were normal for a glider of this format. As the bar was slowly pushed forward, the back pressure increased, the glider mushed a little, then the nose dropped smoothly. Recovery was quick with the bar held at trim. In a similar manner, stalls performed in turning flight resulted in a slight dropping of the inside wing and a quick recovery when the forward push was relieved. The resistance to seriously dropping an inside wing in an over-pushed turn is characteristic of curved-tip gliders. Smooth conditions are not the best for determining handling, but my roll reversals were quick enough for a glider in the Litesport’s performance class. In addition, successful spot-landing attempts by Michael Robertson and your author were greatly eased by the glider’s benign behavior and quick response. Landing it with one wing down produced nary a break. The next two days at Elsinore rewarded us with varied thermal conditions and several hours of airtime. I scratched in broken puffs and locked it into consistent thermals. I wove through canyons and skirted around paragliders. I landed uphill as well as across the slope while avoiding the famous landing field bogey, Mr. Death. The glider performed admirably, considering that the vast majority of the flights made by hang and para pilots on those two days were sled rides. I had the handling to hook and core when I needed to and the sink rate to rise above the efficiency-robbing traffic. At least three times I survived sink cycles by working up from 300 feet over the landing field. I also went on a mini X-C with Kenny Brown who was flying a Litespeed 4, and found that I could stay with him at best glide speeds. All this apparent bragging is not to impress you with my flying skills (I’d be winning meets if they were that good), but to demonstrate how the glider has a bountiful performance package. Winch towing was easy, and I expect aerotowing to be the same. One of the reasons for this assessment is that the Litesport has slightly more sweep than the Litespeed, and thus more yaw stability. I suggest that former Xtralight pilots will feel right at home on a Litesport. The Xtralight was known to be a sweet glider, and the Litesport is ready to pick up the mantle. In the words of Mike Barber (U.S. pilot, third in current world rankings): “The Litesport tows very nicely even in rough “...the Litesport uses a cable connected to the upper side cable that is routed to the rear of the sail to create a reflexed airfoil when the angle of attack goes negative (in a dive). The sail attachment point is forward of the trailing edge to make the effect more powerful.”

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“The washout strut at the tip is ‘sprog-style’ — strong, firm and effective.”

air. With the VG off it is a true intermediate-type glider. When you tell it to turn, it turns, with no adverse yaw. A big plus is that it lands great!” Takeoffs and landings were very easy, and let me explain why. The glider is reasonably light and has tight side cables as mentioned earlier. In addition, it has a slight tail-heaviness. This helps you avoid a nose-in when your flare is not perfect. It is also easier to set pitch on takeoff when you have a bit of muscle feedback as you run (rather than having no forces and only hand position to monitor pitch setting). Perhaps those who have never flown slightly tail-heavy gliders will be unfamiliar with the feeling, but once you learn it, you like it. WHY A LITESPEED? You may (legitimately) ask, “Why should I buy a Litesport instead of a Litespeed?” The answer is, the Litespeed is designed and intended for pilots with solid Hang IV skills and is ideal for X-C and competition flying (although it likes to float above a home site as well). The Litesport is intended for advanced Hang III pilots and above. It is a great recreational glider and good for X-C, but would not keep up with the best topless gliders in competition. (However, we must report that Gerolf flew a Litesport in the last Australian Open and won one day on it!) Essentially, the Litesport is a sport version (slightly detuned) of the Litespeed. In a word, the Litesport is more forgiving than the Litespeed. You’ve heard that term used in comparisons before, but what does it really mean? In this case, the optimization of the Litesport allows it to slow down one and a half mph more than the Litespeed. Also, the greater sweep results in less yaw management required when you are hit with turbulence on final. In addition, there is less bar pressure slowing you down on final with the VG off (the Litespeed’s greater sail looseness with the VG off results in a strong trim force). In the air you suffer a smaller penalty for flying too slowly in a thermal turn, or getting yawed or rolled by a gust. All these forgiveness factors are like being handed get-out-of-jail-for-free cards by your guardian angel. This is what Rob Degroot (former Australian World Team pilot) says: “The Litesport is very light and easy to take off the car and pack around. With the VG half on it is the perfect glider. It handles beautifully and really goes. This glider is perfect for a pilot coming off a Sonic (Moyes’ novice glider).

July 2002

Remember the truism: you can buy performance, but you can’t buy results. If your skills and judgment are not honed to a fine edge, you will perform much better with a Litesport than a Litespeed. Just as we urge novice pilots to exercise patience by reminding them that the mountains will always be there and the wind will always blow, we remind eager intermediate pilots that topless gliders will always be there when they are ready for the challenge. This statement is especially true concerning Moyes, since their track record has been one of longevity. In summation, the reason you need a Litesport is to get that increment of performance you have been pining for, while keeping your flying in the comfort zone. SET ’EM UP AND BREAK ’EM DOWN Preparation and packing of the glider are fairly straightforward, so we’ll only mention a few matters that are probably unique to those pilots moving up from novicetype gliders. First, there is the matter of curved tips. These are easy to rig once you know the proper technique as outlined in the owner’s manual. Essentially, you stand in front of the leading edge to push the sail tip back until the wand pops into the wand cup. Then you pull the lever around and the tip is installed. Second, the glider has a kickstand so you can set it up to hold the trailing edge higher once the crossbar is pulled back. This position makes it easier to put in the tips, tip battens, sprogs and undersurface battens. No kneeling required. The sprogs themselves must be attached, and this action requires putting a loop over their ends and closing a zipper. That’s it, other than the spring-loaded batten ends which are easy enough once you learn the trick of tipping up the back of the sail to open the slot for the spring-loaded end. The Litesport is a glider that has all the refinements of airfoil, planform and hardware that can be gleaned from the topless generation, while maintaining maximum flyability. Remember: It is the product of at least two world-class pilots (Steve and Gerolf ) who regularly compete in international meets. They are at the cutting edge of the development of our sport and have refined the design of upper-level kingposted gliders for our benefit. If you need a new date for that ballroom in the sky, we suggest you give the Litesport a try. You won’t be disappointed. To arrange a test flight, contact Moyes America at: 200 Hillcrest Dr. Auburn, CA 95603 Tel: 530-888-8622 FAX: 530-888-8708 Flyamoyes@aol.com WWW.moyesamerica.com

LITESPORT SPECIFICATIONS Projected area (currently one size): 148 sq. ft. Nose angle: 127° (with 5° of VG effect) Double surface: 70% Glider weight: 70 lbs. Pilot weight: 120-200 lbs. Span: 31’ 9” Aspect ratio” 6.84 Battens: 10 curved per side, 3 undersurface and 4 internal ribs July 2002

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Woody Valley

$100 off regular price to the first 50 harnesses sold.

Designed for maximum comfort, security and streamlined performance. Flown by the worlds top competition pilots. Dealer inquiries welcome, contact Lookout Mountain Hang Gliding.

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July 2002

Water, water everywhere, so give me some to drink! by Dan A. Nelson We may live to fly, but we must drink to live. Water is vital to survival, and free-flight pilots routinely and intentionally put themselves in environments that are hostile to water, thus risking dehydration and the many physical problems (including death) related to dehydration. We seek out, high, dry, sun-scorched ridges and mountains in the heat of summer (see the related story in the March issue). But this just means we need to plan better to stay hydrated and healthy. Fortunately, the general outdoor recreation community has the same needs and thirsts, and over the years, hikers, bikers and runners have helped developed some incredibly efficient, lightweight means of carrying and consuming water. Indeed, multi-million dollar companies have been built around the need to stay hydrated. As a result, there are a slew of hydration systems on the market that, while initially designed for hikers, bikers, skiers and climbers, perfectly suit foot-launch pilots. As in all things, though, not all of the competing products are equal in performance, price and functionality. With that in mind, we decided to put a sampling of the leading hydration packs in the hands of a several testers to be used extensively in the field. We selected hydration systems that offered at least 1.5 liters of fluid capacity, a modest amount of storage (for keys, wallet, etc.) and which could be carried independently via shoulder straps or hipbelt, but still be slim and sleek enough to be loaded inside a pack or harness pocket as an add-on hydration system. The test requirements were simple: Use the hydration systems as much as possible, in a variety of ways, and feel free to treat them as roughly as possible. What we found surprised none of us: There are some products worth avoiding and others you should actively seek out. The testing of these products wasn’t limited to launch sites. In addition to putting the products to use while paragliding and parawaiting (endlessly parawaiting, it seemed!), we toted the hydration packs up hiking trails, down mountain biking trails and all over ski slopes. Joining me in testing these products were Donna Meshke, a P2 pilot and my worthy partner in all things outdoors (and indoors); Bree Barton, also a P2 pilot, hiker and ORV enthusiast; and Alan Bauer, a professional outdoor photographer. Me, I’m a professional hiker and gear review specialist (for several publications), as well as a P2-rated paraglider pilot. In the interest of space and clarity, we’ve focused only on the best of the best — there are too many dogs in the kennel to name them all. Here’s what we found. CAMELBAK ROCKET, $80 Camelbak entered the scene with their first bladder-type water bottle and drinking tube (i.e., hydration system) a decade ago, and they’ve been at the forefront of the market ever since. This company offers a broad range of models, from simple bladders and tubes to technical packs designed for exhaustive outings in the world’s remotest regions. The strength of the Camelbak line, though, is their attention to detail, with a strong focus on the needs of the end-user — whether it’s July 2002

a mountain biker, U.S. Army Ranger (yes, Camelbak does supply product to the U.S. Military), adventure racer, hiker or paraglider pilot. A great example is the Camelbak Rocket. The heart of this sleek pack is a baffled 72ounce (2.1-liter) water bladder, the Omega Reservoir. The internal baffle holds the front and back closer together when full to Camelbak Rocket keep it lying flat (the tendency is for the soft bladder to bulge up into a cylinder space when filled with fluid, but that makes the pack much less comfortable on your back). The Omega Reservoir also boasts a huge opening through which you can insert ice cubes. It is big enough, in fact, that you can stick a hand through so you can reach in and scrub out any buildup on the inside. At the other end of the drinking system is a drip-free bite valve. After hundreds of hours of use, not one of the test samples we used leaked. And as further protection from inadvertent leakage, the drinking tube has a small shut-off valve positioned near the bite valve. This proved to be extremely valuable in transit to our destinations. Tossing gear into the back of a truck or car, it is almost inevitable that something heavy is going to come down on the bite valve, letting water gush out all over the rest of your gear while you drive up the mountain. With the Camelbak “Hydrolock” this couldn’t happen. The Rocket pack itself is simplicity in action. A simple, padded sleeve holds and insulates the water bladder, and a modest pleated pocket, accessed through a long zipper around the top edge, covers the front of that sleeve. The pack fits comfortably on your spine, nesting between the shoulder blades. The shoulder straps are lightly padded, just enough to keep your shoulders protected, but not enough to be bulky or cumbersome when shoved into a pack. The small, oneinch webbing hipbelt attaches with Velcro straps, so it can be removed. I tossed the belt immediately since its only real purpose is hold the pack in place on your back, not to take any weight. The Rocket is an efficient water carrier, whether strapped to your back or stuffed in your pack. For more information visit www.camelbak.com. CAMELBAK FLASHFLO, $40 The FlashFlo boasts many of the same great features of the Rocket (see above) but in a waist pack rather than a backpack form. The FlashFlo sports a 45-ounce (1.4-liter) reservoir, and about 60 cubic inches of storage space (just enough for an energy bar or two, a set of car keys and a wallet). The bladder lacks the oversized opening found in Omega Reservoir, but otherwise is identical when it comes to features, from the soft, puncture-resistant material to the Hydrolock flow valve. The FlashFlo pack fits comfortably, snugging firmly into the lumbar region of the back, thanks to a broad, stabilizing hipbelt. The hipbelt has broad mesh panels which wrap the hips (with the modest size of the pack, there’s not a pressing need for padding), providing •

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backpack, the Streak sits flat and compact. The form and function of the Platypus Streak makes it a winner, and with a price well below that of comparable products, it’s hard to beat. For more information visit www.cascadedesigns.com. ULTIMATE DIRECTIONS XSPURT, $80 Camelbak may be a leader in cultivating the hydration system market, but Ultimate Direction literally invented that market. More than 20 years ago, the company founder, Bryce Thatcher, sought a better way to carry water during his epic adventures as a climber, runner and cross-country skier. He couldn’t find what he wanted, so he invented it: the hydration system. The first system was a contoured waist pack holding a pair of bicycle water bottles. Camelbak Flashflo

stability and breathability. The long drinking tube wraps around the hipbelt, clipping in place with a few quick-clips around the top of the belt. This keeps the drinking tube readily at hand when needed (a simple tug pops the tube off the belt and it’s plenty long to reach your mouth) but also out of the way when not needed. Folks who want less bulk, and don’t need a full two liters of fluid, will enjoy the compact functionality of the FlashFlo. For more information visit www.camelbak.com. CASCADE DESIGNS PLATYPUS STREAK, $54 The Platypus water bladder set a new standard for the hydration market. It is a lighter, less expensive bladder than most on the market, yet is remarkably durable and effective. What’s more, Cascade Designs developed an incredible zipper-type closure, letting them create a bladder that opens along its entire top edge. The Big Zip bladder swallows 60 ounces (1.8 liters) and, with its broad opening, you can load it up with ice, lemon slices, or whatever you want, then reach in and clean it out. The Big Zip is made with durable triple-layer laminate (lined with polyethylene so there is no “plastic flavor” bleeding into the water) and welded seam construction. The material is so durable it can be frozen or filled with boiling water, and comes with a lifetime warranty. Plain and simple, the Platypus doesn’t leak. I’ve loaded up a Big Zip full of water and ice and hucked it off a 100-foot cliff. No pops, no leaks. The HyperFlow bite valve also proves to be leak-proof, though incredibly soft and Cascade Designs Platypus Streak comfortable to bite and use. The Streak pack rides comfortably on the back, with well-shaped, padded shoulder straps holding the sleek pack in place. A wide bellowed pocket offers more than 180 cubic inches of storage — enough lunch and other essentials — while the flat bladder slips into a padded sleeve on the inside of the pack. When loaded in a 38

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Ultimate Directions Xspurt

In the 20 years since, Ultimate has perfected the hydration system by offering a slew of products and models to fit any possible niche sport. The company offers the biggest and best line of packs and carries for traditional water bottles, but also earns top marks for their bladder-style hydration systems. The Ultimate SportTank, 96 ounces (2.8 liters), boasts an innovative roll-top design. The top of the bladder opens completely for filling (or cleaning) then rolls down and seals with a Velcro strap for a superb leak-proof closure. The soft, clear, polyurethane tank has no odor and doesn’t leave a plastic taste in the water . Internal baffles reduce water slosh and keep the tank flat and comfortable on your back (or in your pack). The Ultimate bite valve takes more bite pressure to open than some, but it proved to be leak proof and resistant to accidental openings. (For instance, if you sit on some bite valves, you’ll end up with an uncomfortable, and hard to explain, water stain on your britches. But not with this one.) The XSpurt pack sports a yoke-type harness that wraps around your shoulders and the back of your neck to prevent uncomfortable July 2002

pressure. The pack boasts a roomy 425 cubic inches of storage space — plenty of room for lunch for two. There’s also a mesh panel covering the outside of the pack so you can stash a jacket or gloves when not in use. For more information visit www.ultimatedirection.com. ULTIMATE DIRECTIONS LUNA, $70 Like its sister company, Sierra Designs, Ultimate Direction had invested a lot of time, money and energy in meeting the needs of female athletes. Whereas some companies merely change the colors of their standard line of products to create a “women’s line,” Ultimate actually invests in designs that make sense for women. I didn’t believe there was much you could do to make a small hydration pack gender specific, but the women testers I trusted told me otherwise. The Ultimate Direction Luna hydration pack proved it. The lower profile of the pack fits more comfortably on a woman’s back, and the contour of the shoulder straps wraps around the torso more comfortably. The Luna sports many of the same features as the XSpurt. The SportTank is just 64 ounces rather than 96, but otherwise is identical, and the pack design is likewise comparable. It actually has more gear storage space (600 cubic inches), but lacks the mesh stuff panel. The women in the test praised its fit, and the comfort of the strap system. If there is any gripe, it is that the pack has too much cargo room, making a bit bulky for fitting into already full pack pockets. But this was a minor quibble, and the Luna earned high praise otherwise. For more information visit www.ultimatedirection.com. Ultimate Directions Luna

July 2002

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Gallery Artist - Paul Voight “I mainly take pictures to record events, flights, people and places. Eventually, when my mind turns completely to mush, I’ll be able to refer to my slide collection and have a chronological record of the whole strange trip.

Self-teaching with friends at Kitty Hawk; early 1970s. “Team Fly High 2000” at Ellenville Fun Fly-In. T.J. Young, Roger Baker, Paul Voight and Pete Johnson.

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Mitch McAleer getting a balloon drop at Ellenville (1986).

“Selecting the photos for this piece was really tough. I have ten boxes of slides with 1,200 per box, and that’s not counting the five I threw out for each one I kept! Hang gliding dominates the collection, (since 1972). How do you choose? It occurred to me I could focus on any of a number of themes: cool sail inlays, specific flying sites, my son’s flying career, famous pilots, deceased pilots (unfortunately), oddball glider designs, vanity license plates (I must have 150 photos of different hang gliding plates), 12 years of Telluride festivals, any or all of the Nationals held in the 1980’s, various launch ramps, curious roof and bumper racks, sunsets, tree and water landings, crashes, aerobatics, cloud formations — you get the idea. In the end, I just pulled various shots from different time periods throughout my flying career, without any theme or logic — just good flights, people and places. They bring back good memories. I hope you find them interesting.” - Paul Voight

Ryan Voight’s first flight at age 4 in Pocono, PA, 1989 (notice the smile)

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Hang Gliding

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July 2002 Continued on page 47.

MARKETPLACE HANG GLIDING ADVISORY Used hang gliders should always be disassembled before flying for the first time and inspected carefully for fatigued, bent or dented downtubes, ruined bushings, bent bolts (especially the heart bolt), re-used Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with noncircular holes, and on flex wings, sails badly torn or torn loose from their anchor points front and back on the keel and leading edges. If in doubt, many hang gliding businesses will be happy to give an objective opinion on the condition of equipment you bring them to inspect. BUYERS SHOULD SELECT EQUIPMENT THAT IS APPROPRIATE FOR THEIR SKILL LEVEL OR RATING. NEW PILOTS SHOULD SEEK PROFESSIONAL INSTRUCTION FROM A USHGA CERTIFIED INSTRUCTOR. ––––––––––––––––––––––––––––––––––––––––––––– FLEX WINGS ––––––––––––––––––––––––––––––––––––––––––––– AEROS STEALTH III 151 — Excellent, 40 hours, carbon cross, carbon wingtips, all Mylar racer, blue bottom, white top $2,000 OBO or trade for Ultrasport. Andrew (408) 446-4580 ––––––––––––––––––––––––––––––––––––––––––––– AIRBORNE CLIMAX 13 — One nearly new $4,995; One demo, looks new $4,595. 1-800-688-5637, fly@hanglide.com ––––––––––––––––––––––––––––––––––––––––––––– ALTAIR SATURNS 147, 167 — Rental gliders at flight park, low hours, clean, priced to sell. (262) 473-8800, info@hanggliding.com ––––––––––––––––––––––––––––––––––––––––––––– AV8 - ICARO — The MRX700 World Record Editions are in stock.We can help you go RIGID if you want to.(760) 721-0701, indasky@yahoo.com and www.icaro2000.com ––––––––––––––––––––––––––––––––––––––––––––– COMET 1 — New cables, GC $400. CG 1000 harness $325. Ball M20 vario $125. 6” wheels $15.Water landing floats $150. (315) 673-4775 ––––––––––––––––––––––––––––––––––––––––––––– EAGLES 145, 164, 180 — Rental gliders at flight park, low hours, clean, priced to sell. (262) 473-8800, info@hanggliding.com ––––––––––––––––––––––––––––––––––––––––––––– EVEN-UP TRADES — Looking to move up from your Beginner or Novice glider, but can’t put up cash? (262) 473-8800, info@hanggliding.com ––––––––––––––––––––––––––––––––––––––––––––– FALCONS — 140, 170, 195, 225 new and used. WALLABY RANCH (863) 424-0070. ––––––––––––––––––––––––––––––––––––––––––––– FALCON 195 — Like new, clean, excellent condition, light & dark yellow, wheels $1,930. (808) 924-9996 ––––––––––––––––––––––––––––––––––––––––––––– FALCONS CLEARANCE SALE — School use, one season. All sizes $1,250-$2,500. (262) 473-8800, info@hanggliding.com ––––––––––––––––––––––––––––––––––––––––––––– FREE PVC GLIDER STORAGE/TRANSPORT TUBE — With the purchase of any new glider. (517) 223-8683, Cloud9SA@aol.com. Largest selection of new and used gliders in Michigan. ––––––––––––––––––––––––––––––––––––––––––––– HPAT 145 — Good condition, new leading edge cloth and recent superpreflight $995.(262) 473-8800, info@hanggliding.com ––––––––––––––––––––––––––––––––––––––––––––– K2 155 — Excellent condition $1,000. New York area (718) 430-3456, hsosa@aecom.yu.edu ––––––––––––––––––––––––––––––––––––––––––––– KLASSIC 144 — By Airwave, excellent condition, great climber, green/blue $1,050. (541) 504-5416 ––––––––––––––––––––––––––––––––––––––––––––– LAMINAR MR2001 13 — Perfect condition, 60 hours, Get state-of-the-art handling and performance for $2,000 less than a new one. (619) 286-6045, mtryon@ucsd.edu, http://daneel.ucsd.edu/sdhgpa/lamie.jpg

––––––––––––––––––––––––––––––––––––––––––––– MARK IV 17 — White w/red undersurface $900. High Energy Tracer harness, red w/white trim & parachute $350. E-mail for pictures, ajtran@mchsi.com, (828) 693-5028 ––––––––––––––––––––––––––––––––––––––––––––– MOYES CSX4, SX4, SX5, MAX — Great condition, very low hours, priced to sell. (262) 473-8800, info@hanggliding.com ––––––––––––––––––––––––––––––––––––––––––––– MOYES SONIC 165 — Excellent condition, blue & white, 90 hours, spare downtubes $2,500. (928) 635-1527 fortnerjason@yahoo.com ––––––––––––––––––––––––––––––––––––––––––––– MOYES XT PRO 165 — The Novice model before the SONIC, two available $1,500., $2,100 or trade for? (262) 473-8800, info@hanggliding.com ––––––––––––––––––––––––––––––––––––––––––––– MOYES XTRALITE 127 — Very good condition $1,900 or trade for Falcon 140. (760) 934-2125, caldera@qnet.com ––––––––––––––––––––––––––––––––––––––––––––– MOYES XTRALITE 147 — All white $1,100 or trade for? (262) 473-8800, info@hanggliding.com ––––––––––––––––––––––––––––––––––––––––––––– MOYES XTRALITE 147 — Good condition, Mylar LE and sail, extra downtubes & battens $1,000. (970) 728-4991, (970) 728-7084, dwright@telluridecolorado.net ––––––––––––––––––––––––––––––––––––––––––––– MOYES XTRALITE 164 — Like new, <30 hours, SX modifications $2,000. (541) 840-6472, asktech@wave.net ––––––––––––––––––––––––––––––––––––––––––––– PULSES & VISIONS — Bought-Sold-Traded. Raven Sky Sports (262) 473-8800, info@hanggliding.com ––––––––––––––––––––––––––––––––––––––––––––– RAVEN 149 — Great training glider $300 OBO. (760) 934-2125, caldera@qnet.com ––––––––––––––––––––––––––––––––––––––––––––– SPECTRUM 144, 165 — Rental gliders at flight park, low hours, clean, priced to sell or trade for? (262) 473-8800, info@hanggliding.com ––––––––––––––––––––––––––––––––––––––––––––– SPORT AT 150 — Excellent condition, excellent colors, green/ lime green/blue, 93 hours, great novice-intermediate glider $1,050. (905) 476-1260 ––––––––––––––––––––––––––––––––––––––––––––– SUPERSPORT 153 — Superneat intricate custom sail, almost zero hours $1,700 or trade for? (262) 473-8800, info@hanggliding.com ––––––––––––––––––––––––––––––––––––––––––––– TALON 140 —Virtually new condition, no more than 2 hours, all white, $4200. (253) 826-1112 or tontar@mindspring.com ––––––––––––––––––––––––––––––––––––––––––––– TALONS — 150 all mylar w/slipstream control frame; 140 w/dacron sail & folding basetube. Both new, not demos! Special pricing, immediate delivery. 1-800-688-5637, fly@hanglide.com ––––––––––––––––––––––––––––––––––––––––––––– TR3 TOPLESS — Great condition, ˜30 hours, black LE. Must sell $1,000. (307) 587-6353 ––––––––––––––––––––––––––––––––––––––––––––– ULTRASPORT 135, 147, 166 — Rental gliders at flight park, low hours, clean, priced to sell. (262) 473-8800, info@hanggliding.com ––––––––––––––––––––––––––––––––––––––––––––– VISION PULSE 11M — Brand new, never used, High Energy harness, reserve, helmet. Best offer. (920) 623-5212, bbeyer@erdman.com ––––––––––––––––––––––––––––––––––––––––––––– WW FUSION 150 — Excellent condition, 50hrs, white LE, silver, black, red undersurface, 2 extra downtubes $2,000 OBO. HPAT 158-good condition $300.WWZ3 harness, 5’7”5’10” $125. (626) 332-3663 japarawlings@yahoo.com

July 2002

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––––––––––––––––––––––––––––––––––––––––––––– WW SPECTRUM 165 — Very good condition, white w/blue undersurface, asking $1,200 includes shipping. (281) 376-2682, sgubser@houston.rr.com ––––––––––––––––––––––––––––––––––––––––––––– WW SPORT AT 167 —Very good condition, green/white/ blue, ripstop trailing edge, flies great $850. Joe (847) 895-5858 Illinois. ––––––––––––––––––––––––––––––––––––––––––––– WILLS WING ULTRASPORT 147 — All new wires, folding basetube, cross country bag $1,250. (805) 569-3793, ramey@rrsd.com ––––––––––––––––––––––––––––––––––––––––––––– WWXC 142 — Very low hours, clean, near new condition $2,400 or trade for? (262) 473-8800, info@hanggliding.com ––––––––––––––––––––––––––––––––––––––––––––– WWXC 142 — Like new, winglets, $2,300. mywebpages.comcast.net/4gs/XC.htm –––––––––––––––––––––––––––––––––––––––––––––

WWXC 150 — Like new, low hours, winglets, faired downtubes, custom sail: blue double surface with white stars and red tip (see photo). Fly the freedom glider! $2,350. (310) 841-6415, manwing@attbi.com ––––––––––––––––––––––––––––––––––––––––––––– WWXC 155 — Like new, CG 1000, emergency parachute, extras. $2,000 takes all. (208) 232-0669 ––––––––––––––––––––––––––––––––––––––––––––– PARAGLIDERS ––––––––––––––––––––––––––––––––––––––––––––– AIR SPORTS USA — WWW.FLYFORFUN.NET ––––––––––––––––––––––––––––––––––––––––––––– EMERGENCY PARACHUTES ––––––––––––––––––––––––––––––––––––––––––––– 20 GORE PDA — w/swivel $375. 20 gore $199. Used Quantum 330s, 550s. Many more available. Raven Sky Sports (262) 473-8800, info@hanggliding.com ––––––––––––––––––––––––––––––––––––––––––––– HARNESSES ––––––––––––––––––––––––––––––––––––––––––––– DOODLE BUG — Motor harness, sales, service, instruction. Dealers welcome. www.fly101.com(702) 260-7950. ––––––––––––––––––––––––––––––––––––––––––––– HIGH ENERGY HARNESS — Quantum chute w/swivel & air rocket 6ft $750. (530) 544-6601, GAfreespirits@cs.com ––––––––––––––––––––––––––––––––––––––––––––– HIGH ENERGY TRACER POD HARNESSES — Sizes and styles change monthly, $300-500. Cocoons $125-$200 each. Many others available. (262) 473-8800, info@hanggliding.com ––––––––––––––––––––––––––––––––––––––––––––– MOSQUITO POWERED HARNESS — New Prop, one hour airtime, complete super-preflight $3,500 OBO. 1-800-6885637, fly@hanglide.com ––––––––––––––––––––––––––––––––––––––––––––– MOYES CONTOUR HARNESS — Great condition, 2.5 years old, 5’6” - 5’9” $350. (732) 849-9485 paul@thecomputerguy.com ––––––––––––––––––––––––––––––––––––––––––––– RIGID WINGS ––––––––––––––––––––––––––––––––––––––––––––– ATOS — Small, brand new, in stock. Not a demo.Why wait? (262) 473-8800, info@hanggliding.com

Hang Gliding

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––––––––––––––––––––––––––––––––––––––––––––– BRIGHT STAR SWIFT — Outclasses everything, period. 60 hrs, excellent. Ballistic chute,ASI,Tangent flight computer, tow release, partial fairing, box, cover. Priced to sell $8,500 or offer. SoCal. (619) 232-0351, swift@finbar.net ––––––––––––––––––––––––––––––––––––––––––––– ESC 143 — 2001, excellent condition $7,500. (970) 728-4991, (970) 728-7084, dwright@telluridecolorado.net ––––––––––––––––––––––––––––––––––––––––––––– EXXTACY 135 — Small, 80lbs, 70hrs, comes with extras. MAXIMUM HOOK-IN WEIGHT 230lbs $5,500 OBO. (206) 244-5122, redris1@attbi.com ––––––––––––––––––––––––––––––––––––––––––––– EXXTACY 160 — ‘99, orange/white $5,500. SoCal (714) 897-9076, jkelect@prodigy.net ––––––––––––––––––––––––––––––––––––––––––––– GHOSTBUSTER PARTS — Sail,flaps,spoilers, ribs,hardware,wires, everything but the leading edges.(970) 641-9207,skyout1@webtv.net –––––––––––––––––––––––––––––––––––––––––––––

STALKER FROM AEROS — TEST FLOWN ONLY, IMMACULATE CONDITION $5,500. LOCATED IN SOCAL (562) 429-8033 MARCW@SPRINTMAIL.COM ––––––––––––––––––––––––––––––––––––––––––––– ULTRALIGHTS ––––––––––––––––––––––––––––––––––––––––––––– AIR SPORTS USA — WWW.FLYFORFUN.NET ––––––––––––––––––––––––––––––––––––––––––––– DRAGONFLY TUG — Excellent condition, see www.geocities.com/kimdonndenman/tug.html for details. ––––––––––––––––––––––––––––––––––––––––––––– LMFP SKY CYCLE — With Sport 180, customized, reinforced & maintained by AP mechanic $5,000. Leon (317) 856-4401 ––––––––––––––––––––––––––––––––––––––––––––– SKY CYCLE — With WWXC 155, only 3 hours flying time, paid $9,000 sell $7,000. (803) 725-1226 days, (803) 649-4183 evenings, curtis.fletcher@svs.gov ––––––––––––––––––––––––––––––––––––––––––––– SCHOOLS & DEALERS –––––––––––––––––––––––––––––––––––––––––––––

NATIONAL SCHOOL NETWORK — RINGS LOCALLY. For information call David (719) 630-3698, david@davidglover.com ––––––––––––––––––––––––––––––––––––––––––––– ALABAMA ––––––––––––––––––––––––––––––––––––––––––––– LOOKOUT MOUNTAIN FLIGHT PARK — See ad under Georgia.

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Hang Gliding

––––––––––––––––––––––––––––––––––––––––––––– CALIFORNIA ––––––––––––––––––––––––––––––––––––––––––––– DREAM WEAVER HANG GLIDING — Train on stateof-the-art WILLS WING FALCONS. LESSON PACKAGES: One four hour lesson $100. Three four hour lessons, plus tandem off 2,000ft. $300. Five lessons for $400. Ten lessons plus tandem $750. Complete lesson programs. Year-round instruction. Launching and landing and thermal clinics available. Call for group rates.Tired of hiking your glider? I’ll help you! Dealer for Wills Wing,Altair, High Energy Sports, Ball varios, Camelbaks and more.We love trade-ins. I’m your northern California MOSQUITO HARNESS DEALER. If you live in central through northern California, give me a call or email to schedule your Mosquito demonstration or clinic. Call or email, scheduling lessons five days a week, Friday through Tuesdays. Ideal training hill, up to 150ft., 600ft. mountain. 1,200ft. mountain. Tandem instruction. USHGA Advanced Instructor DOUG PRATHER (209) 556-0469 Modesto, CA, drmwvrhg@softcom.net ––––––––––––––––––––––––––––––––––––––––––––– FLY AWAY HANG GLIDING — Santa Barbara. Personalized instruction. (805) 957-9145, www.flyaboveall.com/flyaway.htm ––––––––––––––––––––––––––––––––––––––––––––– THE HANG GLIDING CENTER — PO Box 151542, San Diego CA 92175, (619) 265-5320. –––––––––––––––––––––––––––––––––––––––––––––

LARGEST HANG GLIDING SHOP — In the West! Our deluxe retail shop showcases the latest equipment and has two virtual reality hang gliding flight simulators.We stock new and used…Wills Wing, Altair and Moyes gliders, and all the hottest new harnesses. Trade-ins are welcome. Our comprehensive training program, located at the San Francisco Bay Area’s finest beginner site features: gently sloped “bunny hills,” Wills Wing Falcons of all sizes and comfortable training harnesses! “FIRST FLIGHT”15 minute video tour of our beginner lesson program shows a student’s skill progression $20 (shipping included). 1116 Wrigley Way, Milpitas CA 95035 (near San Jose). (408) 262-1055, fax (408) 262-1388. mission@hang-gliding.com www.hang-gliding.com –––––––––––––––––––––––––––––––––––––––––––––

TORREY PINES GLIDERPORT — Come soar in San Diego! This family owned and operated flying site offers USHGA certified instruction, equipment sales, tandem flight instruction, motorized pg/hg instruction, parachute repacks, repairs, and site tours.We also have an extensive pg/hg outfitting shop and dining with a view when you eat at our own Cliffhanger Café. Importers for ADVANCE, PARATECH,AVA Sport Accessories, Crispi boots, Center of Gravity helmets, Fly Mike flight suits, Gut Stuff gloves, and AustriAlpin carabiners and dealers for most other brands. Check us out online for sales and questions at: www.flytorrey.com, or call toll free at 1-877-FLY-TEAM.Also, tune in to the Internet ParaglidingTalk Show at www.wsradio.ws every Thursday 5-7:00 pm (PST).

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July 2002

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DON’T RISK BAD WEATHER — Bad instruction or dangerous training hills. 350 flyable days each year. Learn foot launch flying skills safely and quickly. Train with professional CFI’s at world famous Dockweiler Beach training slopes (5 minutes from LA airport.) Fly winter or summer in gentle coastal winds, soft sand and in a thorough program with one of America’s most prestigious schools for over 25 years. ––––––––––––––––––––––––––––––––––––––––––––– COLORADO ––––––––––––––––––––––––––––––––––––––––––––– AIRTIME ABOVE HANG GLIDING — Full-time lessons, sales, service. Colorado’s most experienced! Wills Wing, Moyes, Altair, Aeros, Airwave, High Energy, Ball, Flytec, MotoCom and much more. Call (303) 6742451, Evergreen, Colorado AirtimeHG@aol.com ––––––––––––––––––––––––––––––––––––––––––––– CONNECTICUT ––––––––––––––––––––––––––––––––––––––––––––– MOUNTAIN WINGS — Look under New York. ––––––––––––––––––––––––––––––––––––––––––––– FLORIDA –––––––––––––––––––––––––––––––––––––––––––––

18265 E. State Road 80, Clewiston FL. (863) 805-0440, www.thefloridaridge.com ––––––––––––––––––––––––––––––––––––––––––––– LOOKOUT MOUNTAIN FLIGHT PARK — See ad under Georgia. Nearest mountain training center to Orlando (only 8 hours). –––––––––––––––––––––––––––––––––––––––––––––

T H E B E S T A E ROTOW — I n s t r u c t i o n available. The only U.S. hang gliding school with T WO N AT I O N A L CHAMPION INSTRUCTORS and U.S. WORLD TEAM M E M B E R S B o H a g ewo o d 2 0 0 0 N a t i o n a l Champion And Paris Williams 2001 and 2002 National Champion. From your first tandem to advanced X-C racing instruction. Open every day with beautiful remodeled 90+ acre facilities. Plenty of other activities like our screened in pool, hot tub, private lake , canoes, fishing, vo l l ey b a l l a n d j u s t m i nu t e s f ro m O r l a n d o attractions. Learn from the best.... at Quest! www.questairforce.com Email: questair@sundial.net (352) 429-0213 Groveland, FL

––––––––––––––––––––––––––––––––––––––––

––––––––––––––––––––––––––––––––––––––––––––– GEORGIA –––––––––––––––––––––––––––––––––––––––––––––

––––––––––––––––––––––––––––––––––––––––––––– MARYLAND –––––––––––––––––––––––––––––––––––––––––––––

The Aerotow Flight Park Satisfaction Guaranteed JUST 8 MILES FROM DISNEY WORLD • YEAR ROUND SOARING • OPEN 7 DAYS A WEEK • SIX TUGS, NO WAITING • EVERY DIRECTION 50+ NICE demos to fly: Topless to Trainer Gliders: Laminar, Moyes, Wills, Airborne, Airwave, Exxtacy, La Mouette, Sensor; also harnesses, varios, etc. Ages 13 To 73 have learned to fly here. No one comes close to our level of experience and success with tandem aerotow instruction. A GREAT SCENE FOR FAMILY AND FRIENDS... 10 motels & restaurants within 5 mins., camping, hot showers, shade trees, sales, storage, ratings, XC retrievals, great weather, climbing wall, trampoline, DSS TV, ping pong, picnic tables, swimming pool, etc.

Lookout Mtn. GA/TN FULL HOOK-UPS — Laundry, propane, recreation room. 1-800-803-7788. ––––––––––––––––––––––––––––––––––––––––––––– LOOKOUT MOUNTAIN FLIGHT PARK — See our display ad. Discover why FOUR TIMES as many pilots earn their wings at Lookout than at any other school!We wrote USHGA’s OfficialTraining Manual. Our specialty-customer satisfaction and fun with the BEST FACILITIES, largest inventory, camping, swimming, volleyball, more! For a flying trip, intro flight or lesson packages, Lookout Mountain, just outside Chattanooga, your COMPLETE training/service center. Info? (800) 688-LMFP. ––––––––––––––––––––––––––––––––––––––––––––– HAWAII –––––––––––––––––––––––––––––––––––––––––––––

Flights of over 200 miles and more than 7 hours. Articles in Hang Gliding, Kitplanes, Skywings, Cross Country and others. Featured on numerous TV shows, including Dateline NBC, The Discovery Channel & ESPN.

Visit us on the Web: http://www.wallaby.com Please call us for references and video. 1805 Dean Still Road, Disney Area, FL 33837 (863) 424-0070 - phone & fax

fly@wallaby.com 1-800-WALLABY Conservative • Reliable • State of the Art F.H.G. INC./FLYING FLORIDA SINCE 1974 Malcolm Jones, Laurie Croft, Carlos Bessa, Rhett Radford, Tiki Mashy, Jeremie Hill, Tom Ramseur, Roger Sherrod, Mike Barber, Neal Harris, Bart Weghorst, Carolina de Castro, Paul Moncure, Bob McFee, Emily Boespflug –––––––––––––––––––––––––––––––––––––––––––––

NO MORE BUNNY… THE HILL WITH IT!

WE HAVE — The most advanced training program known to hang gliding, teaching you in half the time it takes on the training-BUNNY HILL, and with more in-flight air time. YES, WE CAN TEACH YOU FASTER AND SAFER. For year-round training fun in the sun, call or write Miami Hang Gliding (305) 285-8978. 2550 S Bayshore Drive, Coconut Grove, Florida 33133.

BIRDS IN PARADISE — Hang gliding & ultralight flying on Kauai. Certified tandem instruction. (808) 822-5309 or (808) 6391067, birds@birdsinparadise.com www.birdsinparadise.com ––––––––––––––––––––––––––––––––––––––––––––– IDAHO ––––––––––––––––––––––––––––––––––––––––––––– KING MOUNTAIN GLIDERS — Alluring site plus shop supplying all your HG/PG needs. Instruction, equipment sales, complete accessories. Visit our website www.kingmountaingliders.com or (208) 554-2224. ––––––––––––––––––––––––––––––––––––––––––––– ILLINOIS ––––––––––––––––––––––––––––––––––––––––––––– HANG GLIDE CHICAGO — Full service aeropark, 2 tow planes. Full time certified instructors, ultralight instructors, East Coast record 213 miles. (815) 495-2212, www.hangglidechicago.com ––––––––––––––––––––––––––––––––––––––––––––– RAVEN SKY SPORTS — (312) 360-0700, (815) 489-9700 or (262) 473-8800. 2 hours from Chicago, 90 minutes from Elgin, Palatine or Libertyville.The best instructors, the best equipment, the best results in the Midwest. 7 days/week, March thru November.Training program for combined/integrated FOOT LAUNCH AND AEROTOW certification. Apply 100% of your intro lesson costs to certification program upgrade! Please see our ad under WISCONSIN. info@hanggliding.com ––––––––––––––––––––––––––––––––––––––––––––– INDIANA ––––––––––––––––––––––––––––––––––––––––––––– RAVEN SKY SPORTS — (262) 473-8800. Please see our ad under Wisconsin. info@hanggliding.com

July 2002

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Baltimore and DC’s full time flight park Tandem instruction, solo aerotows and equipment sales and service. We carry Aeros, Airwave, Flight Design, Moyes, Wills Wing, High Energy Sports, Flytec and more. Two 115 HP Dragonfly tugs Open fields as far as you can see Only 1 to 1.5 hours from: Rehoboth Beach Baltimore Washington DC Philadelphia Come Fly with US! Ph 410.634.2700 Fax 410.634.2775 24038 Race Track Rd Ridgely, MD 21660 www.aerosports.net hangglide@aerosports.net ––––––––––––––––––––––––––––––––––––––––––––– MEXICO ––––––––––––––––––––––––––––––––––––––––––––– MEXICO — Year-round, summer in Monterrey, winter inValle de Bravo. 1-800-861-7198, www.flymexico.com ––––––––––––––––––––––––––––––––––––––––––––– MICHIGAN ––––––––––––––––––––––––––––––––––––––––––––– CLOUD 9 SPORT AVIATION — Aerotow specialists. We carry all major brand hang gliders. FREE PVC glider storage/ transport tube with new glider purchase. Now in stock:Wills TALON COMP!, XC 155, Falcons; Moyes Litespeed 4, Sonic 165; Magic Kiss 154. Outrigger wheels and other accessories in stock. Call for summer tandem lessons and flying appointments with the DraachenFliegen Soaring Club at Cloud 9 Field. 11088 Coon Lake Road West, Webberville, MI 48892. (517) 2238683. Cloud9sa@aol.com. http://members.aol.com/cloud9sa ––––––––––––––––––––––––––––––––––––––––––––– MICHIGAN SOARING — Delivering VALUE with the best combination of SERVICE, QUALITY & PRICE. ALL major brands of gliders and gear. Call Doug Coster (231) 882-4744, wingman@traverse.com ––––––––––––––––––––––––––––––––––––––––––––– TRAVERSE CITY HANG GLIDERS/PARAGLIDERS — FULL-TIME SHOP. Certified instruction, foot launch and tow. Sales, service, accessories for ALL major brands. VISA/ MASTERCARD. Come soar our 450’ dunes! 1509 E 8th, Traverse City MI 49684. Offering powered paragliding lessons. Call Bill at (231) 922-2844, tchangglider@chartermi.net. Visit our paragliding school in Jackson,Wyoming. Call Tracie at (307) 739-8620. ––––––––––––––––––––––––––––––––––––––––––––– MINNESOTA ––––––––––––––––––––––––––––––––––––––––––––– RAVEN SKY SPORTS — (612) 340-1800 or (262) 473-8800. Please see our ad under WISCONSIN. ––––––––––––––––––––––––––––––––––––––––––––– NEVADA ––––––––––––––––––––––––––––––––––––––––––––– ADVENTURE SPORTS — Carson City, Sierra tours, tandems, sales. (775) 883-7070 http://home.pyramid.net/advspts

Hang Gliding

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––––––––––––––––––––––––––––––––––––––––––––– LAS VEGAS AIRSPORTS — USHGA certified hang gliding instruction. Sales and service, boat tow, mountain soaring, XC. (702) 260-7950, www.fly101.com ––––––––––––––––––––––––––––––––––––––––––––– NEW JERSEY ––––––––––––––––––––––––––––––––––––––––––––– MOUNTAIN WINGS — Look under New York. ––––––––––––––––––––––––––––––––––––––––––––– NEW YORK ––––––––––––––––––––––––––––––––––––––––––––– AAA FLIGHT SCHOOL — MOUNTAIN WINGS INC.Your full service Pro Shop serving the North East.We sell and service all the best brands. www.mtnwings.com mtnwings@catskill.net 150 Canal Street, Ellenville, NewYork 12428 V-MITTS $25.00 Paragliding, Ultralights, Towing. (845) 647-3377 ––––––––––––––––––––––––––––––––––––––––––––– AIR SPORTS USA — NYC’s first and only certified hang gliding, paragliding, microlights (trikes), powered paragliding. Distributors for Avian. Dealers for most major brands. Full service and equipment at best prices.The most friendly service in the area. Store address: 29 31 Newtown Ave., Astoria NY. Phone (718) 777-7000, WWW.FLYFORFUN.NET ––––––––––––––––––––––––––––––––––––––––––––– FLY HIGH HANG GLIDING, INC. — Serving S. New York, Connecticut, Jersey areas. Area’s EXCLUSIVE Wills Wing dealer/specialist. Also all other major brands, accessories. Certified school/instruction.Teaching since 1979.Area’s most INEXPENSIVE prices. Excellent secondary instruction...if you’ve started a program and wish to continue. Fly the mountain! Towing! Tandem flights! Contact Paul Voight, 5163 Searsville Rd, Pine Bush, NY 12566, (845) 744-3317. ––––––––––––––––––––––––––––––––––––––––––––– SUSQUEHANNA FLIGHT PARK — Cooperstown, NY. Certified Instruction,Sales and Service for all major manufacturers. 40 acre park, 5 training hills, jeep rides, bunk house, camping, hot showers, 600' NW ridge.We have the best facilities in N. New York state to teach you how to fly. c/o Dan Guido, Box 293 Shoemaker Rd, Mohawk NY 13407, (315) 866-6153. ––––––––––––––––––––––––––––––––––––––––––––– NORTH CAROLINA –––––––––––––––––––––––––––––––––––––––––––––

Kitty Hawk Kites Flight Park

Fly At The Beach!

• TANDEM INSTRUCTION ––––––––– • AEROTOWING • BOAT TOWING –––––––––––––––– • BEACH RESORT • TRAINING CAMPS ––––––––––––– • FOOT LAUNCH • OPEN YEAR ROUND –––––––––––– • PARAGLIDING • EQUIPMENT SALES AND SERVICE

(800) 334-4777 NAGS HEAD, NC Internet Address: http://www.kittyhawk.com E-Mail Address: info@kittyhawk.com

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Hang Gliding

––––––––––––––––––––––––––––––––––––––––––––– PENNSYLVANIA ––––––––––––––––––––––––––––––––––––––––––––– HIGHLAND AEROSPORTS — See Maryland. ––––––––––––––––––––––––––––––––––––––––––––– MOUNTAIN TOP RECREATION — Certified instruction, Pittsburgh. (412) 767-4882. C’MON OUT AND PLAY! ––––––––––––––––––––––––––––––––––––––––––––– MOUNTAIN WINGS — Look under New York. ––––––––––––––––––––––––––––––––––––––––––––– PUERTO RICO ––––––––––––––––––––––––––––––––––––––––––––– FLY PUERTO RICO — Team Spirit Hang Gliding, HG classes daily, tandem instruction available. Wills Wing dealer. Glider rentals for qualified pilots. PO Box 978, Punta Santiago, Puerto Rico 00741. (787) 850-0508, tshg@coqui.net ––––––––––––––––––––––––––––––––––––––––––––– TENNESSEE ––––––––––––––––––––––––––––––––––––––––––––– LOOKOUT MOUNTAIN FLIGHT PARK — See ad under Georgia. ––––––––––––––––––––––––––––––––––––––––––––– TEXAS –––––––––––––––––––––––––––––––––––––––––––––

• SEASONAL OPERATIONS (JUN-NOV) • EXCELLENT XC FLYING • TANDEM INSTRUCTION • AERO TOWING • DRAGONFLY/TRIKE INSTRUCTION • INTRO FOOT LAUNCH CLASSES • FLY-INS AND CLINICS • SALES AND SERVICE • 600-ACRE FACILITY • ALL FLYING BY RESERVATION ONLY Steve Burns - 979.279.9382 email: sburns@alpha1.net 800B Pine St., Hearne TX 77859 Fred Burns - 281.471.1488 email: austinair@aol.com 3810 Bonita Lane, La Porte TX 77571 WWW.AUSTINAIRSPORTS.COM ––––––––––––––––––––––––––––––––––––––––––––– GO...HANG GLIDING!!! — Jeff Hunt. Austin ph/fax (512) 467-2529 jeff@flytexas.com www.flytexas.com –––––––––––––––––––––––––––––––––––––––––––– ` HILL COUNTRY PARAGLIDING INC — Learn complete pilot skills. Personalized USHGA certified training, ridge soaring, foot and tow launching in central Texas. MOTORIZED PARAGLIDING INSTRUCTION & EQUIPMENT AVAILABLE. (915) 379-1185. 1475 CR 220, Tow, TX 78672 ––––––––––––––––––––––––––––––––––––––––––––– KITE ENTERPRISES — Slope, stationary winch, platform launch and aerotow training, sales, rentals and repair. Wills Wing, Moyes, Northwings. Dallas, Fort Wor th and nor th Texas area. (972) 390-9090, www.kite-enterprises.com. ––––––––––––––––––––––––––––––––––––––––––––– UTAH ––––––––––––––––––––––––––––––––––––––––––––– WASATCH WINGS — Utah’s only full service hang gliding school, Point of the Mountain, regional mountain sites, towing. Dealer for Aeros, Airwave, Altair, Moyes, Wills Wings and much more. Call Zac (801) 244-7494, wings@wasatch.com www.wasatch.com/~wings

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July 2002

––––––––––––––––––––––––––––––––––––––––––––– VIRGINIA –––––––––––––––––––––––––––––––––––––––––––––

BLUE SKY — Fulltime instruction and service at Manquin Flight Park near Richmond. Wills Wing, Moyes, Flight Design, Aeros and Airwave gliders. Mid-Atlantic Mosquito dealer. Steve Wendt (540) 432-6557 or(804) 241-4324, www.blueskyhg.com, blueskyhg@yahoo.com ––––––––––––––––––––––––––––––––––––––––––––– HIGHLAND AEROSPORTS — See Maryland. ––––––––––––––––––––––––––––––––––––––––––––– KITTY HAWK KITES — See North Carolina. –––––––––––––––––––––––––––––––––––––––––––––

FLY AT VIRGINIA’S NEWEST TOTAL FLIGHT PARK — MANQUIN offers aerotowing, tandem lessons, platform truck towing, training hill and scooter towing for beginner thru advanced pilots. Certified instruction, glider equipment sales, service and repair through “BLUE SKY” Virginia’s leading hang gliding school. Try 3-axis flying with certified ultralight instruction through “FLY RAWLING”, learn to fly and soar the SuperFloater. Just 2 hours south of Washington DC, minutes NE of Richmond. Free camping and close to fast food, restaurants and Kings Dominion theme park. Visit www.blueskyhg.com. (540) 432-6557 ––––––––––––––––––––––––––––––––––––––––––––– SILVER WINGS, INC. — Certified instruction and equipment sales. (703) 533-1965 Arlington VA, silverwingshanggliding.com ––––––––––––––––––––––––––––––––––––––––––––– WASHINGTON ––––––––––––––––––––––––––––––––––––––––––––– HANGTIME — Dealer of the MOSQUITO powered harnesses. Call for CLINIC dates. Right here in the Pacific Northwest. (509) 525-3574, lbbrown@bmi.net ––––––––––––––––––––––––––––––––––––––––––––– WISCONSIN ––––––––––––––––––––––––––––––––––––––––––––– R AV E N S K Y S P O RT S H A N G G L I D I N G A N D PARAGLIDING — The Midwest’s Premier aerotow flight park, founded in 1992. Featuring INTEGRATED INSTRUCTION of foot-launch and aerotow tandem skills, at package prices to beat any in the USA. Seven beautiful, grassy training hills facing all wind directions. Four Dragonfly tow planes, n o w a i t i n g ! Fo u r t a n d e m g l i d e r s o n w h e e l e d undercarriages. WW Falcons for training from the v e r y f i r s t l e s s o n s . U S UA u l t r a l i g h t a n d t u g instruction. Free camping. Sales/service/accessories for all brands. Open 7 days a week, March thru November. Contact Brad Kushner, PO Box 101, Whitewater WI 53190 (262) 473-8800 phone, (262) 473-8801 fax, www.hanggliding.com, info@hanggliding.com

Continued from page 42.

Putting on an aerotow demonstration at Morningside, New Hampshire in 1984 with Cosmos trikes. Paul Voight, pilot; photo by Barbara Voight.

July 2002 • Colorado (1990). Hang Gliding The awesome scenery over Telluride,

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Soaring “Le Cumbre” in Colima, Mexico, on John “Ole” Olson’s awesome safari tours (1989).

Ricky Duncan (I believe) about to dent the tiny LZ at the Grouse Mountain meet, Vancouver, BC (1986).

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July 2002

Friend Dan Racanelli, aerobatic pilot/wizard, tearin’ it up over Ellenville in 1983.

A flight in Yosemite National Park (1990).

July 2002

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July 2002

––––––––––––––––––––––––––––––––––––––––––––– PARTS & ACCESSORIES ––––––––––––––––––––––––––––––––––––––––––––– AV8 — LAMINAR PARTS. We have what you need and we are committed to same day shipping. AV8. Call (760) 721-0701 or email at indasky@yahoo.com ––––––––––––––––––––––––––––––––––––––––––––– BRAUNIGER IQ BASIS VARIO — Never used, $300 OBO. Kenwood TH-22AT Radio, like new $200 OBO. Erika or Jeff (307) 734-4450, erikaboggs@yahoo.com ––––––––––––––––––––––––––––––––––––––––––––– MOYES SX4 SAIL — Power-rib TE, blue/orange undersurface, excellent condition $300 OBO. Other SX4 parts available, call (505) 343-9523 ––––––––––––––––––––––––––––––––––––––––––––– SUMMER SPECIAL $99.95 - Free Express S&H

• ORDER ONLINE AND SAVE • Water/Dust Resistant Push Button • Field Replaceable Finger Switch • Heavier Gauge Wire/Improved Plugs • Increased Strain Relief at ALL Joints Extra finger switch $19.95 w/purchase. Dealer inquiries welcome. Call (785) 843-1842. MC/Visa. Visit our website at www.flightconn.com, mikedillon@flightconn.com ––––––––––––––––––––––––––––––––––––––––––––– FOR ALL YOUR FLYING NEEDS — Check out t h e A v i a t i o n D e p o t a t w w w. m o j o s g e a r. c o m featuring over 1000 items for foot-launched and powered paragliding, hang gliding, stunt and power kiting, and powered parachutes. 24/7 secure online shopping. Books, videos, KITES, gifts, engine parts, harness accessories, electronics, clothing, safety equipment, complete powered paragliding units with training fromHill Countr y Paragliding Inc. www.hillcountryparagliding.com 1-800-664-1160 for orders only. Office (915) 379-1567. —————————————————————

DOUBLE BAG! — XC $60., heavy waterproof $100. Harnesses, accessories, used parts. Low prices, fast delivery! Gunnison Gliders, 1549 County Road 17, Gunnison CO 81230. (970) 641-9315, orders 1-866-238-2305 http://gunnisongliders.com/

––––––––––––––––––––––––––––––––––––––––––––– GHOSTBUSTER PARTS — Sail, flaps, spoilers, ribs, hardware, wires, everything but the leading edges. (970) 641-9207, skyout1@webtv.net ––––––––––––––––––––––––––––––––––––––––––––– HANG GLIDING BOAT — For sale, see at www.fly101.com. (702) 260-7950. ––––––––––––––––––––––––––––––––––––––––––––– KLASSIC OR CONCEPT WINGLETS — One pair left, brand new in box $350 OBO or trade for? (262) 473-8800 info@hanggliding.com –––––––––––––––––––––––––––––––––––––––––––––

–––––––––––––––––––––––––––––––––––––– SPECTACULAR TROPHIES — Awards & gifts! Free catalog. Soaring Dreams (208) 376-7914, Zoolisa@aol.com –––––––––––––––––––––––––––––––––––––––––––––

HAWK AIRSPORTS INC — P.O. Box 9056, Knoxville, TN 37940-0056, (865) 945-2625.World famous Windsoks, as seen at the Oshkosh & Sun-N-Fun EAA Fly-Ins. Hawk@windsok.com, www.windsok.com –––––––––––––––––––––––––––––––––––––––––––––

MINI VARIO — World’s smallest, simplest vario! Clips to helmet or chinstrap. 200 hours on batteries, 0-18,000 ft., fast response and 2 year warranty. ONLY $169. Mallettec, PO Box 15756, Santa Ana CA, 92735. (714) 966-1240 MC/Visa accepted, www.mallettec.com ––––––––––––––––––––––––––––––––––––––––––––– DON’T GET CAUGHT LANDING DOWNWIND! — 1.5 oz. ripstop nylon, UV treated, 5’4" long w/11" throat. Available colors fluorescent pink/yellow or fluorescent pink/white. $39.95 (+$5.00 S/H). Send to USHGA Windsok, P.O. Box 1330, Colorado Springs, CO 809011330, (719) 632-8300, fax (719) 632-6417, ushga@ushga.org VISA/MC accepted. ––––––––––––––––––––––––––––––––––––––––––––– PUBLICATIONS & ORGANIZATIONS –––––––––––––––––––––––––––––––––––––––––––––

The world-class XCR-180 operates up to 3 hours @18,000 ft. and weighs only 4lb. Complete kit with cylinder, harness, regulator, cannula and remote on/off flowmeter, only $400.00. ––––––––––––––––––––––––––––––––––––––––––––– TEK FLIGHT PRODUCTS

Camera mount $48.50. Camera remote (ask about rebate) $45. Vario mount $23. 6" wheels $29.75, 8" wheels $34.75, Add $4 S&H per (US) included. TEK FLIGHT Products, Colebrook Stage, Winsted CT 06098. Or call (860) 379-1668. Email: tek@snet.net or our page: www.tekflight.com

July 2002

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FLY THE WING! Hooking Into Hang Gliding, by Len Holms.This is the perfect book for those curious about the sport of hang gliding. Written at a level which will not swamp the reader with daunting amounts of technical detail, you will learn about hang glider wings and the skills needed to fly them. 84 pages with photos and illustrations. $12.95 (+ $5 S&H). USHGA, PO Box 1330, Colorado Springs, CO 80901. 1-800-616-6888 www.ushga.org

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BAG IT! — If you don’t have Dennis Pagen’s PERFORMANCE FLYING yet, available through USHGA Headquarters $29.95 (+$5.50 s&h for UPS/Priority Mail delivery). USHGA, PO Box 1330,Colorado Springs CO 80901. 1-800-616-6888 www.ushga.org –––––––––––––––––––––––––––––––––––––––––––––

HARRY AND THE HANG GLIDER is a beautifully illustrated, hardcover children’s book with 40 color pages written for pilots to share the dream of flight! To order: send $24.95 plus $3 shipping to; SkyHigh Publishing, 201 N.Tyndall,Tucson,AZ 85719 or call (520) 628-8165 or visit http://www.flash.net/~skyhipub Visa/MC accepted. –––––––––––––––––––––––––––––––––––––––––––––

Otto Lilienthal’s genius in scientific observations and analysis, documented in this work, became the basis for the experimentation of the early pioneers in aviational flight. The “hero” of the Wright brothers, Otto is considered to be “The Father of Gliding Flight.” Lilienthal’s definitive book has been out of print for almost a century, but is now available to everyone for a wonderful and absorbing journey into aviational history. 176 pages, 16 photographs, 89 drawings and 14 graphs. $19.95 (+$5 s/h) Call USHGA 1-800-616-6888, or order off our website www.ushga.org

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Hang Gliding

––––––––––––––––––––––––––––––––––––––––––––– SOARING — Monthly magazine of The Soaring Society of America, Inc. Covers all aspects of soaring flight. Full membership $55. Info. kit with sample copy $3. SSA, P.O. Box 2100, Hobbs, NM 88241. (505) 392-1177. ––––––––––––––––––––––––––––––––––––––––––––– TOWING ––––––––––––––––––––––––––––––––––––––––––––– A E R OTOW I N G AC C E S S O R I E S — Headquarters for : The finest releases, secondar y releases, Spectra “V” bridles, weak links, tandem wheels, launch cart kits, etc . THE WALLABY RANCH (863) 424-0070. ––––––––––––––––––––––––––––––––––––––––––––– DRAGONFLY B-MODEL KIT — Built by Bobby Bailey $13,600. Rotax 582 fitted and plumbed radiator, exhaust $6,626. Electric start, 6 blade Ivo prop with clutch $1,100. Rear seat and controls $1,250. Brake kit installed $250. BRS 900 VLS $2,595. Instrument pack: Alt, ASI, Tacho, temp gauges, Hobbs $1,017. Painted one color $1,200. Tow system $375. Total $28,013. A 50% deposit is required. Bobby Bailey can be available for basic training after completion. Kenny Brown/Moyes America, 200 Hillcrest Drive, Auburn CA 95603, (530) 888- 8622, f a x ( 5 3 0 ) 8 8 8 - 8 7 0 8 , f l y a m oye s @ a o l . c o m , www.moyesamerica.com ––––––––––––––––––––––––––––––––––––––––––––

PLATFORM TOWING SYSTEM — Includes pay-out winch, trailer, 3,000 feet of Spectra line, release system, recovery parachute, rewind system, remote controls, etc. $2,500. (480) 816-8872 Phoenix, AZ. –––––––––––––––––––––––––––––––––––––––––––– VIDEOS & FILMS –––––––––––––––––––––––––––––––––––––––––––––

WEATHER TO FLY, by Adventure Productions. A much needed instructional video on meteorology. Dixon White, Master pilot and USHGA Examiner, takes you through a simple step-by-step process showing where to acquire weather data and how to interpret it. This video will help pilots of any aircraft understand more about modeling and forecasting. You’ll learn about regional and local influences and how to determine winds aloft and stability. “Weather To Fly” is an over-all view packed with useful details and includes great cloud footage. It is a straightforward presentation that is easy to follow. 50 min. $39.95

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July 2002

STARTING HANG GLIDING, by Adventure Productions. Produced especially to promote the sport. Covers basic preparation, weather, proper attitude, ground handling, launching and those first flights. 30 min. $29.95 HANG GLIDING EXTREME & BORN TO FLY by Adventure Productions, great HG action, $34.95 each. Call USHGA (719) 632-8300, fax (719) 632-6417, e-mail: ushga@ushga.org, or order from our webpage at www.ushga,org. Please add $4 domestic S&H ($% for two or more videos). Great to impress your friends or for those socked-in days. Perfect gift for the launch potato turned couch potato. Also ask us about our paragliding videos! –––––––––––––––––––––––––––––––––––––––––––––

From the Telluride Festival in 1981, to the modern day freestyle competition. Follow the history of this dynamic gathering. $24.95 Call USHGA (719) 632-8300, fax (719) 632-6417, order from our web site www.ushga.org. Please add +$4 domestic s/h. ––––––––––––––––––––––––––––––––––––––––––––– MISCELLANEOUS –––––––––––––––––––––––––––––––––––––––––––––

“AEROBATICS” — Full color 23"x 31" poster featuring John Heiney doing what he does best-LOOPING! Available through USHGA HQ for just $6.95 (+$5.00 s/h). Fill that void on your wall! Send to USHGA Aerobatics Poster, PO Box 1300, Colorado Springs CO 80933. (USA & Canada only. Sorry, posters are NOT AVAILABLE on international orders.) SPECIALAerobatics poster & Eric Raymond poster-BOTH FOR $10 (+$5 s/h). Check the merchandise section of our web site www.ushga.org for a color picture of these beautiful posters. ––––––––––––––––––––––––––––––––––––––––––––– CHARLEY INSIDER HELMET — New condition, xsmall, blue $100. susan-springer@webtv.net ––––––––––––––––––––––––––––––––––––––––––––– HAND KNIT — Glider logo hats, any two colors $20. L22r@la-tierra.com ––––––––––––––––––––––––––––––––––––––––––––– CLASSIFIED ADVERTISING RATES The rate for classified advertising is $.50 per word (or group of characters) and $1.00 per word for bold or all caps. MINIMUM AD CHARGE $5.00. A fee of $15.00 is charged for each line art logo and $25.00 for each photo. LINEART & PHOTO SIZE NO LARGER THAN 1.75" X 2.25". Please underline words to be in bold print.

Special layouts of tabs $25.00 per column inch. Phone number=2 words. Email or web address=3words.

G U A R A N T E E D

ATTACK TUBES

AD DEADLINES: All ad copy, instructions, changes, additions and cancellations must be received in writing 2 months preceding the cover date, i.e. February 1st for the April issue. Please make checks payable to USHGA, P.O. Box 1330, Colorado Springs, CO 809011330, (719) 632-8300. Fax (719) 632-6417 or email: ushga@ushga.org your classified with your Visa/MC or Amex.

Index to Advertisers STILL ONLY

.50

Adventure Productions........... 22

EACH EACH

Airborne ................................ 15

MOST MOST STYLES* STYLES*

Attack Tubes .......................... 53

LOWER THE COST OF REPAIR

Blue Sky Avionics..................... 7

Attack Tubes are about half the cost + of most glider downtubes, and are often stronger than stock tubes.

Flytec USA............... Back Cover Hall Brothers ......................... 19

These replacement tubes are cut and precision milled so they’ll fit perfectly on: • Aeros • Altair • ATOS • Exxtacy • Ghostbuster • Laminar • LaMouette • PacAir • Seedwings • Stalker • UP TRX • Wills Wing. Don’t see yours? Call! We have aluminum replacements for most “safe edge” tubes and blanks, and we can fill your custom orders as well.

Lake Chelan Flyers ................. 50 Just Fly....................... 13, 19, 22 Lookout Mt. .................... 21, 36 Mojo’s Gear............................ 36 Moyes .................................... 35

We’re so sure you’ll be 100% satisfied with Attack Tubes that we’ll pay for return shipping if you’re not satisfied.

Northwing ............................. 50

Be prepared for that, errrrr, uhhhhh, lessthan-perfect landing at about half the cost. * HP-AT VG-side and Exxtacy Attack Tubes are higher price, call. + half-price compared to an average of manufacturer’s prices.

Sport Aviation Pub. ................ 31 Traverse City .......................... 21 Phone: 209.543.7850 Toll-Free: 888.530.9940 E-Mail: custsvc@angleofattack.net Website: http://angleofattack.net

US Aeros ................................ 31 USHGA................ Various Pages

100% Guaranteed. If not satisfied, return unused tubes for 100% money back. Major Credit Cards accepted. OEM/Dealer inquiries encouraged.

Wills Wing ... Inside Front Cover

www.BirrenDesign.com

July 2002

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Hang Gliding

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ST. PAUL, MINN. — The big Florida aerotow meets are now history. Oleg Bondarchuk performed well taking his Aeros Combat 2 to the top of both meets, an impressive accomplishment when flying against Manfred Ruhmer and a large field of talented pilots. ◆ Yankee Paris Williams and his Icaro MR700WRE has also confirmed his position at the top of Team USA, adding a fine second place to his third place finish at Wallaby the week prior. Other great finishes by Americans included Glen Volk in third on his Litespeed and Curt Warren in fifth also on a Litespeed. ••• In fact, Moyes had itself a terrific representation at Quest. The Australian manufacturer mustered an even greater 35% of flex wings field at Quest (35% wings) after holding the top position at Wallaby with 29%. Competition has always been a strong suit for Moyes and it seems to have a firm grip on that mantle as the 2002 season starts out. Virtually all Moyes pilots flew a Litespeed. ◆ Wills Wing held convincingly onto the #2 spot among glider brands flown by competitors with 22%, slipping slightly from the week-earlier Wallaby meet with 26%. ◆ A notch down, Aeros beat out Icaro 19% to 17%; they reversed positions from Wallaby where Icaro had 18% and Aeros 17%. Of course, many of the contestants were at both these meets — though it wasn’t an identical roster; Moyes picking up six points proves this. ◆ Trailing these top four brands among flex wing builders were La Mouette (France) and AirBorne (Australia) with 4% representations. No British gliders competed at Quest, in a big switch from a decade or so ago when England reigned supreme in hang gliding competitions. ••• Christian Ciech (Icaro Stratos) beat Johann Posch (Atos C) and Alex Ploner (Atos C) in the rigid wing class. American e-zine editor Davis Straub was the highest placing U.S. pilot in fourth, followed by Ron Gleason Gleason, Heiner Beisel Beisel, and Bruce Barmakian in fifth, sixth and seventh, with all four of them flying an Atos C. ••• The A.I.R. glider totally dominated the rigid wing field of 27 gliders with 59% representation. Flight Design models had 22% of the field and four other brands — Icaro, Aeros, Guggenmos and Brightstar — had a single entry. ◆ Rigid wings were about a quarter of all glider types and seem to have locked in a solid chunk of the market. However, with three times the glider count, flex wings still hold the lion’s share of wings being sold to competitors. DISCLAIMER: As always, this review may not match sales by manufacturers to recreational hang glider pilots. •••

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The Quest meet was again sponsored by Steve Kroop and his Flytec company. It was directed by former USHGA president, David Glover Glover, who earned numerous complimentary remarks for his even-handed — and even fun — handling of an event that can easily turn contentious. ◆ In fact, the two Florida meets went so well that some competition buffs are floating the idea of a World meet in Florida one day. Glover boasted: “[Quest] was the largest aerotow event ever in the history of the United States with 106 pilots and the largest collection of Dragonfly tugs ever! It was also 100% safe all throughout the week and had seven days of great flying weather.” ••• While closely overseeing the performance of his Aeros gliders, U.S. importer GW Meadows also found time to make a video brought the of the event. Glover reports that it “…brought crowd down on the last night.” ◆ Assembled at lightspeed with modern technologies (his Macintosh laptop and digital video camera), GW was able to “perform” his video to a rapt crowd on the last day of the Quest meet. It went over so well that Glover called to make sure I helped make this production available to the majority of pilots who couldn’t attend. All competitors got a copy but you can get one, too too. It isn’t a “hang gliding video” with lots of dramatic flying scenes like Paul Hamilton produces. Instead, “Life is Good” will give you a feel for the event and the people at the Quest Flytec Championships. For a bargain price you can order a VHS video tape or a PAL (European VHS standard): $14, which includes shipping. You may also select a CD-ROM for $10 shipping included, or a DVD of the event for $24 postage paid. Call 541-683-5445 or e-mail Mark@StaffordVideo.com. ••• After absorbing Utah’s former Soaring Center, the business became Cloud 9 Soaring Center Center. The big shop and school serves both hang gliding and paragliding and features a range of accessories. Always beefing up his line, C9/SC’s Steve Mayer announced, “We have added vario and GPS covers made of Plexiglas and designed to protect your gear.” Steve reports seven models to choose from that should fit most varios and GPS units. The covers sell for a modest $35 $35. You can review what they offer at Paragliders.com or call 801-576-6460. ••• So, got news or opinions? Send ‘em to: 8 Dorset, St. Paul MN 55118. Messages or fax to 651-450-0930; please note my new e-mail address of News@ByDanJohnson.com News@ByDanJohnson.com… but you can still use CumulusMan@aol.com for the fore! seeable future. THANKS THANKS!

July 2002

Future Gallery Artist - Scot Trueblood Jackson Hole, WY

July 2002

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Hang Gliding

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