USHGA Hang Gliding January 2003 by US Hang Gliding & Paragliding Association

Hang Gliding

January 2003 • $3.95

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

Ratings are Back! Woman’s World Meet Interview: Bob Trampeneau Review: The Talon, from Wills Wing

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Table of Contents Features The 2002 Women’s World Meet Revisited — Team recollections 10 Hang 2 View: Learning To Fly — Jennifer Beach 16 Self Made Man: The Story of Bob Trampeneau — Mike Vorhis 18 Product Review: Talon - On Becoming a Bird — Dennis Pagen 32 USHGA B.O.D. 2003 38 Gallery Artist — To be announced 41

Cover: The Stratos, piloted by Christian Ceich Photo provided by Icaro Contents: Mitch McAleer ridge racing at Torrey Pines, California Photo by “Pork” Roecker Centerspread: Bob Trampeneau flight testing from the “Eliminator” launch, Santa Barbara, California Photo provided by Bob Trampeneau

Departments Wing Tips _________________________________________ 4 Air Mail___________________________________________ 5 Calendar of Events _________________________________ 6 Updates __________________________________________ 8 USHGA Hang Gliding Ratings _______________________ 40 Marketplace (Classifieds) __________________________ 43 Product Lines — Dan Johnson ______________________ 54

Wing Tips by Rodger Hoyt

ou’re on final approach, swooping your hang glider toward the spot as surely as a Tiger Woods putt toward the cup. The problem is, someone seems to have erected a barbed-wire fence directly in your glide path! On final approach you can drag yourself to a stop in a hurry by going fully upright and pulling in. Your body and harness function like an ersatz drogue chute, effectively spoiling your glide and putting on the “airbrakes.” Conversely, your final can be extended by staying prone as long as safely possible. Armed with this info, it’s time to decide: Which side of that fence are you going for?

ou’re landing your hang glider in one of those “spaghetti farm” fields — long and narrow. If the wind is lengthwise up the field it’s just like a 747 cruising onto a runway. But if the wind is blowing the short direction, across the field, you have to prepare for the inevitable crosswind landing. Due to the swept design of hang glider planforms, our wings have a tendency to “weathervane” into the wind. Normally this is a beneficial trait and a pilot on final approach should allow his glider’s nose to seek the wind. In a narrow field with a crosswind, however, this tendency could cause you to turn smack into a fence! If you are forced to land crosswind in a constricted field, it’s best to approach on the downwind side to allow room for your glider’s last-minute yaw into the wind.

“Sky sailing” was once touted by many as a

name to replace the original moniker “hang gliding,” with which some anonymous individual christened our sport decades ago. And why not? We sail through the sky. Our wings actually have sails. We also have much hardware in common with the sailboat industry. An invaluable source of parts and accessories for hang gliders, paragliders and harnesses can be found in sailboat catalogs. VG cleats, sail cleaners, stainless carabiners, sail repair tape, ropes, pulleys and bungie cord are among the plethora of parts we can utilize on our wings. Among the most comprehensive catalogs is the massive 1,000-page behemoth from West Marine. And, amazingly, they’ll ship it to you for free! Catalogs and parts can be ordered from West Marine, P.O. Box 50050, Watsonville, CA, 1-800-262-8464, or visit westmarine.com. Have a hot tip? E-mail rbhoyt@go.com or mail Rodger Hoyt, 956 Glengrove Ave., Central Point, OR 97502. All contributors submitting a usable photo will receive a free set of GateSavers. 4

(USPS 017-970-20–ISSN 0895-433X)

VOLUME 33, ISSUE 1

Published by USHGA Editor in Chief: Gil Dodgen, editor@ushga.org Art Director: Aaron Swepston, artdirector@ushga.org 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 ––––––––––––––––––––––––––––––––––––––– USHGA Officers and Executive Committee: President: Bill Bolosky, bolosky@ushga.org Vice President: Jim Zeiset, jimzgreen@aol.com Secretary: Russ Locke, russ@lockelectric.com Treasurer: Randy Leggett, ias@ot.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: Steve Mayer, Jim Zeiset. REGION 5: Frank Gillette. REGION 6: Len Smith. REGION 7: Bill Bryden. REGION 8: Gary Trudeau. 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, Bob Hannah, John Harris, Larry Sanderson (SSA), Dave Broyles, Dick Heckman, Ken Brown, Rob Kells, Michael Robertson, Steve Roti, Liz Sharp, Dan Johnson, Dixon White. EXOFFICIO DIRECTORS: Art Greenfield (NAA).

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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: editor@ushga.org or call 1-800-616-6888 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 PUB LI CATIONS: The ma te ri al presented here is published as part of an information dissemination ser vice 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.

Hang Gliding • January 2003

Air Mail NATIONAL PARK RECOMMENDATIONS Dear Editor, Thanks USHGA members for your National Park recommendations! Many of you have recently asked about the status of the project to replace the cumbersome park-by-park special-use rules with a more streamlined multi-park rule for authorizing hang gliding and paragliding on lands of our own choosing. Things are moving forward but at a slower pace than expected. Like at other agencies, most Park Service projects were set back by last year’s unfortunate events. While we’d like to speed things up, we also don’t want to push too hard on the alreadyhassled park operations folks who’ve been trying to shepherd this along as quickly as is practical. Meanwhile, we still need more recommendations from the membership, since it appears that only about half of the original estimate of suitable parks have been identified so far. Please remember that if we miss any now, it might be harder to include them later on. An updated October 2002 PDF-format list was recently posted to the USHGA Web site. So, if you haven’t done so already, please check it out carefully and send me any additional recommendations, changes or corrections. And please ask others to do the same, even if only to confirm the parks already identified as suitable for hang gliding and/or paragliding. The more people we have clamoring for a particular park, the more likely it is that it will be included in the final rule. Thanks again for your park recommendations. Jack Eckert RIGHT-OF-WAY RULES Dear Editor, There were two accident reports in 2002 on a mid-air collision between a hang glider and a paraglider. They discussed the same accident from two slightly different perspectives. Both accident reports made reference to increasing congestion at many Hang Gliding • January 2003

flying sites, which increases the probability of mid-air collisions. The paragliding report commented that right-of-way rules are confusing (drawing comparisons with nautical right-of-way rules). Instead of following right-of-way rules, the accident report concluded that the onus should be on each individual pilot to avoid collisions. I must disagree with these conclusions. After 10 years of competitive sailboat racing, I can assure you that nautical right-of-way rules are basically very simple and elegant. These rules were developed through hundreds of years of practice and precedent. The reason you can put dozens of fast-moving racing yachts together in a space no larger than a football field and not have collisions is that everyone in the arena knows the right-of-way rules. To sail well, you must not only know these rules, you must know them instinctively. The basic sailboat right-of-way rules are: 1) When two vessels are on opposite tacks, the starboard tack vessel has the right-of-way. 2) When two vessels are on the same tack, the leeward boat has the right-of-way. 3) When changing tacks (tacking or gibing) you forfeit all rights. (In other words, clear your turns.) 4. You cannot use the right-of-way rules to force another vessel onto an obstruction (such as a shoal, or a ridge in our case). When one gets into yacht racing, some other specialty rules exist, but for the most part, the four rules mentioned above will carry you through most situations. The nice thing about being part of a group in which everyone knows the rules of the road is that everybody knows what they can and should do to avoid a collision. In reviewing my instruction and in looking back through old tests, I was disappointed to find that there were very few test questions very little discussion concerning rules of the road.

rules. It is time to do it again. — Ed. INSPIRING FUN-FLYING ARTICLES Dear Editor, I want to thank you and your staff for choosing to publish the two articles, “Winter in Valle de Bravo” by Ed Bennet and “The Magic Wing” by Alden Moffatt. I’m a Hang III of 12 years, but after an accident two years ago I almost stopped flying. After reading these articles I was reminded that flying doesn’t have to be all 100-mile X-C’s to be good. I have never had a true X-C flight but I have had many one-hour flights in ridge lift and some extended thermal flights. These articles reminded me of the days when I was trying and flying, and having a lot of fun in the process. Bill Scroggins Little Rock, AR Dear Editor, Thanks for publishing Ed Bennet’s “Winter in Valle de Bravo.” I really enjoy reading about the good times someone has had, just simply having fun flying — no competition, no peer pressure from other pilots or onlookers — just a good dose of everyday Ed having a ball learning to fly at a new level of increased skill. Thermal soaring — wow! I learned to thermal approximately 20 years ago. Thanks Ed for bringing back those heartpounding memories of crankin’ ‘n’ bankin’ for the first time, and the fun of polishing those newly developed skills to yet another level of fun. By the way, I had the luck and pleasure of sharing camp with Ed at Lookout Mountain for six or seven days while completing an aerotow clinic. At that time he was on his 16-week vacation, touring different flying sites all over the U.S. I’m looking forward to reading another article from Ed, in which he shares his 16 weeks of fun flying all around our country. See ya at cloud base Ed. Life is good!

ben Herrick We have published articles in the past on paragliding and hang gliding right-of-way

Bud Johnson Caryville, TN

Calendar of Events 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.

skills) will be allowed with prior Meet Director approval. Foreign Pilots will be required to have USHGA 90 day competition membership (available on site at time of contest). Approved Garmin GPS units are required. Meet format is cross country race to goal with or without turnpoints. Scoring will be GAP/GAP modified.

COMPETITION 2003 CLASS 1, 2 & 5 HG X-C MEETS: Flytec Championships, April 12-18, 2003. Wallaby Open, April 20-26, 2003. Info to follow. DEC. 28-JAN. 4 : Australian Open, Deniliquin, NSW. Three separate comps in one. Floater gliders will have a short downwind task, kingposted gliders a medium-difficult task, and the Open the most difficult, with more emphasis on racing. Fly with the world’s best but compete against your peers. This competition suits all pilots of all skill levels no matter what glider you fly. Last year we had 150 pilots from all over the world compete in this new-concept event. JAN. 6-14, 2003: Bogong Cup, Mt. Beauty, Vic. JAN. 17-25, 2003: Australian Nationals, Hay, NSW. Contact: Tove Heaney, chgpgc@goulburn.net.au, or visit www.cool-ether.net.au/australianopen. APR. 12-18, 2003:2003 Flytec Championship at Quest Air. Purpose: to have a safe, fun and fair competition. Our focus is to have a relaxing and affordable meet that is a great time for everyone involved. Date: April 12 (Saturday) - 18 (Friday), 2003. Just after Sun-N-Fun Air Expo. Sanction: USHGA Class A and CIVL/WPRS points meet. Flex, Rigid and Swift class. Location: Quest Air Soaring Center, 6548 Groveland Airport Road, Groveland, Florida, 34736. Registration: Begins December 15. 2002. Limit 90 competitors. Entry fee: $300 (add $50 After March 12) To Enter: Online at www.flytec.com Meet Organizer: Steve Kroop and the Quest Air Family Meet Director: David Glover Safety Director: Russell Brown Score Keeper: Tim Meaney Awards and Prizes: $5000 minimum, fairly distributed. Mandatory Pilot Briefing: 5:21pm - Friday, April 11, 2003. Other info: Pilots wishing to enter must have flown in a USHGA aerotow competition previously or have prior meet or safety director approval. Pilots must have USHGA advanced rating (or foreign equivalent) with aerotow and turbulence, cross country sign-offs. Intermediated rated pilots (with fore mentioned special 6

MAY 5-10: The Chelan Speed Gliding Championships/USHGA Speed Gliding Nationals. Entry fee $100. Sport Class also available, entry fee $35. For more details contact: Steve Alford (425) 788-0308, airczr@hotmail.com, or Aaron Swepston, tontar@mindspring.com FUN FLYING FEB 15-16, 2003: 3rd Annual February Frostbite Festival, held at Cliffside or Bingen, WA. Informal competition, camping available. Contact John Sargent sargeomatic@hotmail.com (503) 639-2284 or Andrew Park (503) 247-5936. MAY 16-19, 2003: Hang Gliding Spectacular and Kitty Hawk Air Games. Pilots from all over will compete on the dunes of Jockey’s Ridge and at the Kitty Hawk Kites Flight Park for great trophies and prizes. Check out all the details at our new site: http://www.hangglidingspe ctacular.com/. For more information contact Bruce Weaver at bruce@kittyhawk.com or call (252) 441-2426. CLINICS, MEETING, TOURS Mexico 2003: Jan. cancelled. Feb. 15-16 & March 22-23: Cotes Cliffs, Baja California, 80 miles south of Ensenada Mexico. Our annual series of winter flying trips, although slightly truncated. The flying site is a 10 mile long, 250 foot high cliff located on a deserted Mexican beach. The past couple of years has seen some development at the site, so come and get it before it disappears like sites around here. Although, we did get a breakfast and dinner prepared with local clams and fish by a Mexican mom, right on the cliff! There are no facilities, so bring everything that you will need for the flight to The Point on a full moon!! Last year we had 60+ Santa Ana’s as far down as Ensenada. Bring along any household donations that can be left behind for the local population. Via Con Dios. Contact: Mike Hilberath @ 949-455-0032, eteamer@cox.net or eteamontop@yourmother.com. DEC. 2002-MARCH 2003: FlyMexico Tours, Valle

de Bravo, Mexico, for hang gliding and paragliding. The Hotel Meson del Viento is now open, and our houses are still available. Week-long tours, in and out on Sundays, include transportation, lodging, guide and retrieval. $795 for paragliding, $995 for hang gliding. Contact: 1-800861-7198, www.flymexico.com, jeff@flymexico.com. JAN. 27-31, 2003: Parachute Industry symposia, meetings, trade show, Jacksonville, FL. More than 800 parachute manufacturers, dealers and suppliers from more than 30 countries are expected at the Adams Mark, 225 Coastline Dr., Jacksonville, FL. The exhibit is open to the public and admission is $5. Skydivers will descend in front of the Adams Mark on Monday the 27th at approximately 1:30 PM. The public is invited and admission is free. Contact: Marge Bates, PIA Press Room, (860) 655-0534 (cell), margepara@cox.net, or Dan Poynter (805) 448-9009 (cell). MARCH 7-9, 2003: The Spring USHGA BOD Meeting will be held in Colorado Springs, CO. Watch the USHGA website www.ushga.org for further details. MARCH 8-9, 2003: Raven Sky Sports Sixth Annual Betty Pfieffer Parachute and Safety Clinic, Deployment Seminar, Practice Session and Repack Workshop, hosted by Raven Sky Sports, Inc. of Whitewater, Wisconsin. Presented by Betty Pfieffer and Bill Gargano, with assistance from members of the Wisconsin Hang Gliding Club. Held at Purdy Elementary School gymnasium in Fort Atkinson, Wisconsin (five miles northwest of Whitewater), 9:00 AM sharp until evening. Two separate clinic sessions; you only need to attend one or the other. Includes a full hang gliding parachute safety clinic and up to four practice deployments (in our suspended simulators) per person. Video and seminar presentations on: parachute types, paraswivels, inspecting harnesses and parachute systems for proper materials/workmanship/maintenance/installation, how to execute proper deployments, problems after deployment and strategies to handle them, strategies for preparing for landing, how to avoid being hurt on landing, how to avoid being dragged after landing, water landings, power lines and other major hazards, and many other topics. Contact: Brad@hanggliding.com, (262) 473-8800. MARCH 29-APRIL 6, 2003: Flight Fest 2003. Torrey Pines Gliderport will be hosting their 11th annual paragliding and hang gliding speed races. The hang gliding races will be held March 29-31 and the paragliding races will take place April 4-7. The races will be held in conjunction with a manufacturer’s exposition in which pilots will be able to “try and fly” a wide variety of free flight gear. Stay tuned for further info. Hang Gliding • January 2003

Calendar of Events ENTRIES BY APRIL 1, 2003: Win $250 in A worldwide hang gliding video contest! In celebration of Terry Sweeney’s classic hang gliding film, Sweeney’s Glider, Kitty Hawk Kites will hold the Worldwide Terry Sweeney Hang Gliding Video Contest at the Hang Gliding Spectacular in Nags Head, NC, May 16-19, 2003. Anyone can submit one homemade hang gliding video. For contest details and original screen shots from Sweeney’s Glider visit http://www.hangglidingspectacular.com/videocontest.html, or contact Bruce Weaver at: bruce@kittyhawk.com, (252) 441-2426. Want a copy of the Sweeney’s Glider video? E-mail Terry Sweeney: terswe@aol.com. MAY 20-21, 2003: Parachute clinic with Betty Pfeiffer at Kitty Hawk Kites, Nags Head, NC directly after the 2003 Hang Gliding Spectacular (May 16-19). Tuesday’s clinic (May 20) will be geared toward pilots learning about parachutes and deployment. Wednesday’s clinic (May 21) will be tied in with an Instructor Certification Program and will be geared toward instructors teaching pilots about parachutes and deployment. The ICP will be held at Kitty Hawk Kites, May 20-22. Contact: bruce@kittyhawk.com,

Hang Gliding • January 2003

(252) 441-2426, or www.hangglidingspectacular.com/ eventinfo.html for more details. 2003 FLYTEC CHAMPIONSHIP AT QUEST AIR Purpose : to have a safe, fun and fair competition. Our focus is to have a relaxing and affordable meet that is a great time for everyone involved. Date : April 12 (Saturday) - 18 (Friday), 2003. Just after Sun-N-Fun Air Expo. Sanction : USHGA Class A and CIVL/WPRS points meet. Flex, Rigid and Swift class. Location : Quest Air Soaring Center, 6548 Groveland Airport Road, Groveland, Florida, 34736. Registration : Begins December 15. 2002. Limit 90 competitors. Entry fee : $300 (add $50 After March 12) To Enter: Online at www.flytec.com Meet Organizer: Steve Kroop and the Quest Air

Family Meet Director: David Glover Safety Director: Russell Brown Score Keeper: Tim Meaney Awards and Prizes : $5000 minimum, fairly distributed. Mandatory Pilot Briefing: 5:21pm - Friday, April 11, 2003. Other info : Pilots wishing to enter must have flown in a USHGA aerotow competition previously or have prior meet or safety director approval. Pilots must have USHGA advanced rating (or foreign equivalent) with aerotow and turbulence, cross country sign-offs. Intermediated rated pilots (with fore mentioned special skills) will be allowed with prior Meet Director approval. Foreign Pilots will be required to have USHGA 90 day competition membership (available on site at time of contest). Approved Garmin GPS units are required. Meet format is cross country race to goal with or without turnpoints. Scoring will be GAP/GAP modified.

Updates THE CENTENNIAL OF CONTROLLED FLIGHT

On October 5, 1902, Orville Wright described to his brother Wilbur a method by which they might control the dangerous tendency of their new glider to swing its nose in the opposite direction from which they were turning. Their 1902 glider, the first aircraft they designed using information from their own wind tunnel tests, flew well as long as it was traveling in a straight line. When the brothers banked it into a turn, they often lost control. The glider already had two sets of controls — the wings twisted or “warped” to roll the glider from side to side, and the front elevator rotated to pitch the nose up and down. But this wasn’t enough, Orville explained. They needed a third control, a movable rudder to yaw the nose from side to side. Wilbur agreed, and the brothers took the rest of the day and all of the next to add the new control. On October 7, the wind was too light to fly, but it was strong again on October 8, 1902, and for the first time the Wright brothers flew with three-axis control: roll, pitch and yaw. Aviation historians generally agree that this was the Wright brothers’ most important contribution to aeronautics. Every aircraft and spacecraft that has flown successfully since 1902 has had three-axis control. The grandfather patent of the airplane, granted to Wilbur and Orville Wright in 1906, shows drawing of their 1902 glider, not their powered Flyers. Control was the key to

flying. So, in 2002 (October 5-8) the Wright Brothers Aeroplane Company, with the help of Jockey’s Ridge State Park and Kitty Hawk Kites, celebrated this red-letter day in aviation by reenacting the glider flights. On display were the first four aircraft of the Wright brothers: their 1899 scientific kite and the 1900, 1901 and 1902 gliders. Accomplished aviators from all three branches of the U.S. armed services — Navy, Army and Air Force — flew the 1902 glider. In addition, Dudley Mead, a Hang IV pilot from Dayton, Ohio, and Bruce Weaver, Kitty Hawk Kites hang gliding manager, flew the glider. As you can see from the photos the spectators loved seeing the 1902 glider fly. It is very sensitive in pitch and hard to fly, but all the pilots had great flights (about 250 feet). PBS, the History Channel, CNN, NBC and many newspapers covered the event. This reenactment is part of the centennial activities leading up to the 2003 celebration. There will be activities and events all through 2003 ending on December 17, the 100th anniversary of controlled flight.

Hang Gliding • January 2003

Updates WALLABY CELEBRATES TENTH ANNIVERSARY — A PERFECT “10”

The tradition of celebrating the new year at Wallaby Ranch has gotten even better. The World’s First Aerotow Flight Park is celebrating its 10th Anniversary! It is with pleasure and gratitude that they are offering 10-dollar tows through January. Wallaby wants to thank their friends from all over the world for a decade of solid growth. It is your loyal support that has made Wallaby Ranch a success. Please join them to celebrate: 10 years of spectacular hang gliding, 10 years without missing a day of flyable weather, 10,000 cross-country miles, tens of thousands of flawless tandem flights. So, take a break from the real world, come on down and enjoy the unique atmosphere of the place that has it all. Contact: Wallaby Ranch, (863) 424-0070, www.wallaby.com, fly@wallaby.com, 1-800-WALLABY.

MOYES BROCHURE

Moyes Delta Gliders is pleased to announce the release of their new catalog. It is available from Moyes Gliders or your nearest Moyes dealer.

Contact: Moyes Delta Gliders, 1144 Botany Road, Botany NSW 2019, Australia, phone: +61 (02) 9316 4644, fax: + 61 (02) 9316 8488, www.moyes.com.au.

Hang Gliding • January 2003

*By 2 of of 10,000 people.

The 2002 Women’s World Meet Revisited A compilation of journal entries from women World Team members Kari Castle, Judy Hildebrand, Raean Permenter and Claire Vassort

he 2002 Women World Meet in Chelan, Washington is long gone, but it survives in the collective memories of its participants. It was months ago as you read this, but it might as well be yesterday. Some memories are vivid while others are more blurry. Most episodes are a pure pleasure to remember, but others are still painful. Memory deals with intense events in mysterious and selective ways, often distorting reality as time goes by. But all Team members kept a journal as the competition unfolded in July of 2002, and to retrace the event we decided to compile some of our log book or journal entries. The outcome of the competition is no longer a scoop, but this article provides intimate views of how it happened and how it affected us all. Due to her traveling schedule, Team member Jaimie Shelden was unable to submit her material on time and thus does not appear in this article. 10

Also absent are the rigid-class members, who competed for world titles at the same site and at the same time, but in separate meets. TRAINING DAYS—THE APPETEASERS Judy Wow, what a beautiful place to fly — the Columbia River on one side of Chelan Butte and the lake on the other, with snowcapped peaks off in the distance to the west and amber waves of grain to the east. The first big challenge is getting off the Butte safely, then getting high enough to cross the Columbia River gorge with sufficient altitude to get to the infamous flats, home of countless dust devils and big lift. My personal challenge is launching safely, and once I get that out of the way I’ll go from there. The flying doesn’t scare me but the launch sure does. I hate being

ie, Kari, and Raea

Claire, Judy, Jam

psyched out about takeoff. This is why I love the Florida comps; they are aerotow meets and I don’t waste my time with butterflies about getting off the mountain. It’s such a distraction! I was elated after running off Ant’s in the Pants. It was easy, so I tried to quit worrying about it. I was told later that my nose was a bit high. Okay, I can fi x that. Had a good landing in the soccer field. Remaining practice days: Launches are okay but not inspiring much confidence, although that is all I think about and visualize. Everyone says that visualization works, so I’m trying it. More landings in the soccer field. Am I ever going to get out there to the dust devils? Kari First flights in over a month due to my shoulder injury. I’m nervous and still in a bit of pain but I need to know if it’s going to work or not. One month ago I had a hard landing and tore ligaments enough that I could not even lift up my arm. I thought my chances of flying at the Worlds were slim to none. So these flights are the test. The takeoff hurts a little but the flying doesn’t hurt at all, and landing is fine. I’m so excited! Another practice day with the girls. We call a triangle course of Farmers, Sims, back to the soccer field. I get up early. Claire is down low on her way to the soccer field when she pulls it out of the canyon. I know Claire is going to fly well in the meet after witnessing her determination to get out of that hole. We continue to fly the whole flight together. What fun! Today we vowed to each other to take first and second place in the meet. Claire Here we are, back in Chelan, Washington eight years later. So many things are differHang Gliding • January 2003

ent now. The knowledge of the site from the 1994 Women’s meet and the 1995 Nationals will certainly help. I also feel confident and prepared for this meet. I have flown and trained a lot, the Litespeed 3 is like an old trusty friend and I’m relaxed. Everything looks pretty familiar on the Butte and on the flats. I try to establish confidence-building routines during the practice period. If I follow the same habits during the competition, all should fall in place. Kari and I fly several X-C’s together and check out turn points. She is looking strong despite her shoulder injury. I love sharing the sky with her. We have “agreed” to finish first and second today. The way Kari is flying I have no doubt she is number one and she’ll win for sure. As for me, I’m not certain I can guarantee a second place. There are only 20 women in this meet but some very good pilots are here. I’ll try my best. The whole U.S. Team is here a few days ahead of the comp. It’s not quite enough time to train as a team, but we know each other well. That’s a big plus. The German and the French have a lot more team practice than we do. Luckily, our support crew is killer: Drivers Linda Sauer, Cookie and Brian are the best anyone could hope for, and our Team Leader, Ron Gleason, is very dedicated. Raean Finally, over the power lines I scan the flats for the famous dust devils. There are none to be seen except way off in the distance to the south. I try the old standbys — tractors, differential heating of wheat fields to plowed, stacked rock formations. Nothing of consistent use. Between the lack of accessible lift and being overly concerned with studying my new vario I ultimately hit the deck near Mansfield. Friday is a rest day, but we’re expected to stage at 9:30 AM for a town parade. Amy Zeiset has arranged for Team uniforms, and along with the other nations’ pilots, horse riders, antique cars and “Mrs. Washington” we parade not even one square block around to the park. There’s a short ceremony where the national teams are introduced. Registration is a ridiculously long affair, over an hour waiting at the hotel. THE MEAT July 13 — Day 1 Kari Scratchy start today. Getting over the rim is tough. Corinna, Francoise M., Natalia and a few others all hit the deck under me after crossing the gorge. Ouch ! I can’t believe it! I Hang Gliding • January 2003

try not to look and just concentrate. It’s tough going to the first turnpoint (Sims) as it just keeps getting windier and the lift is scarce. I miss the climb before Sims and run downwind to catch a fast-running dusty. It keeps me alive, however, it blows me downwind six km from the turnpoint. I manage to get back to within 1.5 km of the TP and land. I think I have blown the first task, but find out I finished third for the day — not too bad for a complete crap shoot! Raean Opening day. The sky is totally socked in throughout the morning. Conditions should clear but are questionable. We leave for the top at 9:30 AM to a cluster ruckus for setup and pilot briefings. Task set is at Sims to Manson, a downwind with 20-kilometer upwind return. I’m a bit stressed and hyper about getting up but am able to enter the light lift with the other gliders and slowly gain over launch. Lift is never strong except for a couple around

Kari powers off launch.

300-400 fpm for a short time. It breaks apart at decent altitudes above the ridge. My first high climb takes me to 5,500’ but I think I need more before crossing. Should have taken that one because I never got that high again. Judy and I make 4,800’ after a struggle, and with more shadow impending head off across the gorge. There are many gliders scattered on the ground on the rim. Claire has been working there for quite a while. Claire and I finally try for lift near a couple of turning gliders on the plateau but neither works out. We drift further south, Claire more westerly back from the road. Lower, I stay on the road, hoping for improving lift at a bare field/wheat junction. It’s a mistake. Claire’s thermal pans out but mine doesn’t. I end up landing while Claire goes on and gets close to the turnpoint. Judy lands in the nearby gorge. The team is second for the day.

July 14 — Day 2 Judy Lakeside launch. It’s steep and I have a good one — yippee! That’s where the fun stops. I land in the junkyard LZ but at least I have company. Natalia, the only Russian girl, Regina from Germany and Jamie from Team USA are all here. Kari is the only woman to make goal; Claire and Rae do well. Maybe tomorrow will be a better day for me. I need to have a good one! I’m hoping for Ant’s in the Pants as a useable launch. Even though I have a good launch today, my confidence is still lacking. George Ferris gives me a pep talk, thanks George! Kari It’s only about 10 miles back to Coulee but directly upwind, in a cranking wind. So I get the turnpoint, drive upwind and manage to do the zipper effect until I feel like I have goal on glide. It turns out to be marginal and really turbulent as I get lower. I’m not at all sure I will make it but I concentrate on flying the lift lines when I can, point my toes and porpoise in with a bit a room to spare. I must say I had a hairball landing, complete with the elevator ride up at the last moment to come down for a perfect landing somehow. I’m ecstatic when I find out no one else is at goal, not even the stiffies — yippee! It turns out I have time to pack up, move my glider, drink a beer, and then Manfred rolls in. He assumes he was the first and only one in. A bit later when I was just standing around talking with him he asks, “So where did you go down?” I say, “I landed here.” He laughs. I add, “Yes, about an hour before you.” I truly enjoy his expression of shock. This makes the whole fight to make it in worth the effort! Claire After the initial chaos of the first competition day, the organization seems a bit improved. At least today we have wind dummies and personnel on launch. The call is for strong winds so we get off early and try to do so as a team. On course, I try to stay upwind of course line and it will pay off to get to the turnpoint. Getting back to goal into an increasing 15- to 20-mph headwind is another story, but Brian gave all women team members a Budda rub for good luck in the morning and it worked. It’s a good day for the U.S. with three good scores: Kari wins the day and is in the lead overall, Raean flies very well and ends up about 10 km from goal, and I’m in third place for the day about five km from goal.

July 14 — Day 3 Raean Guess what? Another blue day. I thought I heard there were supposed to be cumies at this place. Winds are forecasted to be light south to southwest. They call a particularly easy task, a 64-km triangle that brings us back to the airport. With only Kari having made goal in two days, the meet officials want to see goal completion. There is gnarly, hilly landscape on course line. After a fairly easy crossing I move slowly, but I finally catch the big one about one third of the way to the second turnpoint. A strong dust devil takes me over 10 K and I float to the next turn with a nice cushion. With 20 kilometers to the airport and still good altitude I head toward the rim. I can see the airport and should have an easy glide, but after so much trouble and working low I want a good buffer.

Launch line.

There is actually tons of lift over the rim so the time spent looking for the extra altitude was wasteful and unnecessary. I cross over goal way high. Judy Light and crossing conditions. It’s Between the Rocks as the primary launch. I have never launched here and don’t like the look of it. We are all lined up and waiting on good cycles when someone pushes. Claire’s words of advice about not launching unless the conditions are good ring in my ears, as I watch her follow her own mandate and go to the end of the queue after getting the one-minute countdown read off to her in 10-second intervals. Talk about a distraction! I abort my takeoff run when my right wing gets high and go to the end of the line. Finally it’s my turn again. Ron Gleason, our team leader, is next to me with calm words of advice. But how do you run when your knees are 12

knocking together? Somehow, by the grace of whomever, I get into the air. It’s probably the worst and scariest launch of my hang gliding career. I make the choice right then that this is my last day of the comp regardless of how great (or not) the rest of my flight is. I am low but decide not to add insult to almost injury by landing in the soccer field, so I grovel with Rae and we manage to get high and on course. I land just short of the first turnpoint and ingest most of the dirt in my LZ while trying to dodge an advancing dust devil. The disappointment is overwhelming because I feel as though I am letting down my teammates, myself and the hang gliding community that has helped to support me, by choosing not to fly in the comp anymore. But I am determined to stick to it. But how can I quit? After the long drive, the fund-raising, the hype… Well, I do what’s right for me at the time, and in retrospect I’d do it over. The other team members, because they are my friends and they understand, are great and applaud my decision. I want to fly for the other half of my life! Kari A short race is called in order to bring pilots home and make them happy. It’s a fun, easy day. I’m flying a bit conservatively, finishing second behind Natalia. She somehow sneaks ahead without me seeing her. She gets me by almost 10 minutes. Ouch! So I’m second for the day with Francoise third and Claire kicking ass just behind her. Claire loses points today because of coming in too high. She thought she had crossed goal but hadn’t officially. Luckily, she finally does but loses four minutes in time (100 points). We need to get our ground crew at goal watching and listening for this stuff. This is a huge lesson for the Team as well as the organizers, since there is no real system to let us know we have been timed. Raean makes it in today too, which really helps the Team scores. July 16 — Day 4 Claire The task is set for a classic in Chelan: the Farmers/Sims/airport triangle. We did it several times during practice so it shouldn’t be too hard. But today, again, the conditions

will be blue and windy, not very typical of Chelan in mid-July. I fly with Francoise M. for a good part of the course, but I’m still a bit timid when it’s time to leave for final glide and I get there a tad too high (again!). The rim on the way back always yields feast or famine. You never know if there will be tons of lift or if you’ll get drilled. I have to cross the line a second time, but at least today I know about it and I lose only one minute. I’m so glad Jaimie was around yesterday to let me know the officials did not have a crossing time for me; it would have been disastrous to land at goal and not get speed points. I arrive at goal in fourth and I’m third overall after today. Keep focused and stay consistent! Kari wins the day and is establishing a strong lead. She’s showing her superior flying every day. Raean gets quite a ways around the course and provides a third strong score. Go USA! Judy didn’t fly today. I admire her decision to put safety first after she got scared yesterday. No contest, no point, no pride is worth risking a serious injury. I’m really glad she showed mature judgment. She and Mary spent a great deal of energy cooking us an awesome dinner. We definitely are the best-fed team! Judy I don’t even want to stay around for the rest of the meet, but since I have three gliders to drive home I have to remain. I’m thinking this will be torture, but my friend Crazy Mary rolls into town on her Harley and drags me away for a couple of days. Mary knows that if I stay I might reverse my decision and fly. Before leaving town we watch launches at Between the Rocks and I know I have made the right choice. They are some pretty scary ones! My butterflies are gone and so are my stomach cramps. July 17 — Day 5 Raean Higher winds are forecast: west northwest at 18-20 mph. A downwind task is called to Crestline with a 17-kilometer upwind leg to goal. The wind begins to increase by noon at launch. The line moves slowly due to a strong breeze and sometimes crossing conditions. Climb rates are pitifully slow and gaggles are low and very crowded. After launch a nasty thermal carries me around hard and closer to the mountain than I’d like. I move off toward Between The Rocks but there’s no lift, so I move back into a really nasty, grumpy, spitting thermal next to the mountain. It would probably carry me up if I wasn’t so rattled by it. I end up flying through it. A turn back along the eastern face finds me nothing but sink and low enough to Hang Gliding • January 2003

only attempt to get around the ridge line, so I can make the primary if necessary. Jamie has launched in front of me and also hit a thermal that winged her over and scared her. She is now floating just over the LZ, attempting to get up under a Swift working light lift (darned if he doesn’t eventually climb over to the rim and disappear). I can locate no lift underneath anywhere and have to assume it has bubbled. I go ahead and spiral under to a good landing. Jamie lands soon after and we watch a few other gliders low along the Butte. Eventually, two French pilots (the good ones), German pilot Rosie (who I take it is a highly regarded pilot) and a few rigids also land at the soccer field. For me it makes the defeat a little easier to take. Kari Windy day from the south. I realize I have no GPS coverage on my main just after I launch. I try everything to get it acquired but no luck. I get high and go across the gorge anyway, knowing I have my backup turned on. But I need to see the GPS screen to be sure I’m in the start circle and to head to the first turnpoint which is far away. I manage to pull out my backup and make it work. Good lesson about the necessity of an accessible backup GPS. I fly on my own the whole way until the lake. There I’m sooo close to decking it but manage to work it up off the deck a few times to stay alive until I find the keeper that takes me across Banks Lake. I spot another glider way upwind about the same distance to the next TP. I cruise, taking my time, staying high and working my way upwind of course line. I’m about five km from the Creston TP when I see Natalia. I can’t believe it. I’ve got to hurry up now. I start pushing harder and almost screw myself up. Fortunately, Natalia feels the same way and pushes, but pushes too hard each time I get close, wanting to join her thermal. She runs off, so eventually I realize I need to just be cool and make it. Meanwhile, Natalia decks it, pushing too hard in a sink line. I’m the only flexie into goal again today! Claire can’t get high enough to cross Banks Lake and lands where I had gotten low. It was a tough spot on this day for sure. July 18 — Day 6 Raean A really bad day for me. I almost became one of the blown-launch statistics. Couldn’t have been much closer. There was a push and I had 30 seconds to launch in a “launchable” cycle. I climb to over 6,600’. I would love to just Hang Gliding • January 2003

get out of there then, but know I need more altitude before committing, so I go back to the Butte. The next thermal takes me to 7,200’ so I leave with two other gliders. Well, that doesn’t work out. Despite hitting the rim at 5,200’, by the time I get to the power lines I’m low and out of steam. Despite all I try I end up flying back toward the road before landing. End of day. Kari I get into position for the first start but I don’t want to take it. Natalia takes it but everyone else sticks around and the day seems like it will get better. Claire and I fly the task together. It’s a fun race day with a few turnpoints before the Waterville goal (we can’t land back at the Chelan airport because of fire-fighting aircraft). We really work well together today.

her. Yet, it felt like I might not have it and climbed higher to go on glide a few minutes later. It was a sick feeling to hit all that sink. I should have slowed down and looked for lift, but I thought I’d find the edge of the drain any second. By the time I put the brakes on, it was too late. I have made this mistake in the past. My heart sunk when I saw I wasn’t making it. As I walked my glider all set up to the Waterville airport I thought of walking it across the goal line. I was second overall going into this day and may have blown my chances to finish right behind Kari. I wasn’t in a very good mood, so I knew I had to isolate myself for the rest of the day. A few hours later I decide I’m going to get second place back; after all, there are still two more days and luckily not too many flexies made it today. And Team USA is still in first place! But clearly, I have to improve my final glide decisions. Everybody complains about the windy, high-pressure turbulence on the Butte. It is a bit draining to fly in a crowd when it’s so bumpy. Having all the rigids around is fun on course, but it complicates the launch situation and the traffic is thick on the Butte. I’m starting to feel sore spots after so much flying in the past couple of weeks. I don’t like it, but it’s time for sky candy. July 19 — Day 7 Judy I roll back into town after a much needed diversion. Thanks Mary! I figure that since I am still a team member I can contribute in other ways. Lunches are terrible so I take over most of the cooking duties. I fly vicariously through everyone else. (I don’t usually do that very well!) The team is kicking butt!

Claire at goal.

At some point things are a little weak but we manage to find good lift and keep moving at a good pace. The end is bittersweet. I race ahead and pick a great line, hitting lift the whole way into goal and win the day by 18 minutes. Claire leaves minutes after me and picks another line that provides her with just enough sink to keep her from making goal. I’m so bummed for her — less that half a km from goal! Claire Hang gliding can make a manic depressive out of the most positive person out there! It was such a great run with Kari today. Why didn’t I leave for goal with her? I was just a bit below

Kari Won the day. Fun race day with the Germans. I leave with the gang of them and can’t ditch them completely. I get ahead, though, to win the day. I race into goal at Mansfield above Robin Hamilton and Manfred who are also flying into goal. What a fun perspective to watch from! In fact, Robin has to stop and work lift, he is so low on final, but it’s still a close race. Claire makes it in as well, a little slower; she is concerned about coming up short again. As it turns out she just makes it — yippee! However, the bad news is that too many Germans get in today which knocks the U.S. team out of first place — damn! Claire I’m first in line at Green Monster waiting for the wind to blow in when a fire starts in the foothills directly upwind. Launches are 13

stopped for a while as we’re told we may have to evacuate in a hurry. However, when the firefighting officials realize we’ll get away faster by flying than by breaking down and driving down, we’re told that the whole field has less than an hour to get off the Butte. Off we go, thermal out before the smoke gets in the way, and disappear on course. It was close. We’re going to Farmers, Sims, Leahy and back to Mansfield. After escaping the smoke at McNeal Canyon, I fly alone most of the way. I have a good run until Sims where I hit an all-time low. I’m desperate and must sound like it when I glide over the retrieve vehicle at 300 feet and ask my crew to produce heat for me. That’s when I see Cookie, Brian and their friend Katie bolt out of the car, run in circles and throw rocks and dirt in a last attempt at generating a thermal. I spot a small dusty in the dirt field, dive for it and get back up — a day of close calls. The power of a good retrieve team is unbelievable! The rest of the course is uneventful, but back at the last turnpoint the smoke has caught up with us and the lift is spotty. After landing short on the previous day I want to make sure I’ll make it. I squeak into goal after the whole German team. I’m still in third place overall, but only 24 points behind Russian Natalia — one more day to make it and to get first place back for Team USA. The fire is roaring a few miles from our house and the wind is blowing hard. We pack our things at night in case of a forced evacuation. No one sleeps well. LAST DAY — The Dessert July 20 – Day 8 Judy The team is flying well and eating well! Kari Last day of the comp. The fires in the mountain were going off the night before. We wake up to falling ash — can’t even see the Butte

from our house on the lake. The morning is leisurely, as I have no intention of going up the hill. I just assume it’s over. I’m 1,677 points ahead of the second-place girl, Natalia. Claire is in third. It’s over. Then Linda calls. She actually went to the team leader meeting. We’re flying today. What ? Okay, we’ll play the game. Claire is ready; she wants to fly. She has some points to make up and she is determined to kick Natalia’s butt out of second. She wants it. I think the whole day is a joke. We go up the hill and pilots slowly set up as the sky clears enough to see each other on launch, and before I know it a task is called. But I have another problem: I hurt my neck this morning while sitting on the couch. I can’t move my head. The task is from the Butte to Sims Corner and back to Mansfield goal. We all get off and — surprise! — the thermals are actually good. We’re even getting higher than we have in days in smoother lift. Can’t see a thing, but hey, we have GPS’s. Let’s roll. My goal today is to make sure the Team does well; we still have a chance at the gold. Claire We wake up to Apocalypse Now. I have mixed feelings about this day. I want to fly one last task so badly to make up the 24 points I need to get to second place. But the smoke is so thick, it could be a tricky day that screws up the scores. Kari knows she’s World Champion for sure, so she’s in leisure mode. She’s the girl who stole Manfred Ruhmer’s dream. Even if she doesn’t fly on the last day she’ll win the meet! It’s hard to stay motivated when I see her so lax, but I must remain focused. The smoke lifts when the convection starts and it looks like it will be a decent day. Kari, Francoise M. and I take the same start and fly the first part of the course together. I get left slightly behind at some point, but Kari backtracks a bit to my thermal and holds Francoise back to help me and the U.S. team score — awesome! We laugh on the radio. No sign of Natalia. The first thing I do after landing at goal is look for Natalia’s glider. She’s not here and

won’t be for another half an hour. That’s worth way more than 24 points! I got second place! Kari and I accomplished our little secret dream. I can’t stop grinning… Raean also lands at goal today. Despite the fact that three of the U.S. Team members made it, our combined efforts didn’t get us back into first place. We finish second as a team, but Kari is now three-time World Champion! We’re all in awe of how she dominated the whole competition. Compiling this article almost four months after the actual event made us relive flights and episodes not only through our own notes, but also by way of our teammates’ written vignettes. When engrossed in the whirlwind of competition, it is sometimes hard to see all that is going on around us. This retrospective was a good opportunity to analyze the performances of individuals and of the Team, and to remember all the help we got from a fantastic crew. All members of the Women’s World Team wish to extend their heartfelt thanks to the following people: • Ron Gleason, U.S. Team Leader extraordinaire. • Linda Sauer, U.S. Women’s Class Team Leader and Driver of Class. • Cookie Ogilvy and Brian (Budda) Kibler, the retrieve team that makes enough heat to produce thermals. • Cookie Ogilvy, for her renewed support of the Team, both of a financial and morale nature. • The hang gliding community of Lookout Mountain, Georgia and Lookout Mountain Flight Park, for their overwhelming response to our fund-raising efforts and/or their donations. • The people of Chelan for their encouragement and support during the event. • All our dear friends who enhanced our performance through kind, spirited words and/or financial donations.

Hang Gliding • January 2003

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HANG 2 VIEW – by Jennifer Beach <dragonworx@aol.com>

Learning to Fly A

fter months of training/hang-waiting and what seems like millions of launches and landings, I was pushed from the proverbial nest. The parting was both exhilarating and a bit frightening. No longer would mistakes be made under the watchful eye of the patient person who taught me to fly. Still, I was aching to experience the realm of flying I had only heard about. The elation of graduating was tempered with the knowledge that I would be using only my own judgment. Every decision would be mine for the rest of my flying career. I was now the “pilot-incommand.” That responsibility weighs heavily every time I go to fly.

One early summer day I began training in a hot, dry, dusty field seemingly in the middle of nowhere. Flat and level ground was the first lesson. I didn’t care that I was exhausted after just four hours of running around with the glider. My enthusiasm for the sport would carry me through. I recently reviewed my training journal. Everyone learns at their own pace, some are naturals, others make things harder than they need to be. A tally of my training looked like this: Endless Hours of Ground School (for 16

which I am eternally grateful) 5 Tandem Flights 3 Trailer Flights* 19+ Shallow Hill or Flat Ground Runs 90 Low to Mid Level Flights (up to 300’) 1 Thriller Birthday Flight (but that’s a different story) 5 High Flights (600’+)

*A Trailer Flight is used to help beginning students experience flight without the dangers of being more than 2-3’ off the trailer. The instructor is within an arm’s reach and is

there to provide instant feedback. I would recommend a Trailer Flight to anyone who is having problems with flare timing. I found the flare signal from the glider can be felt without the danger of the ground rushing up during the glide in ground effect of a “real” flight. Other pilots have had similar training experiences. One pilot learned to fly at Marina Beach, California. She logged 125 flights before making Hang 2. Lesson winds were a necessary 13-18 mph. She listed her first memorable flight as a tandem at Big Sur. The flight that solidified her as a pilot was her first soaring experience at Marina Beach. Another pilot had taken lessons off and on over the span of a few years. He had been working diligently toward his Hang 2 when he had a frightening flight that sent him back into the steep hill of the launch. He had kept his cool and flared hard landing with no damage to himself or the glider. Shaken but undaunted he continued lessons to become a Hang 2. One pilot learned to fly by being taken to a launch, given a basic, very basic, ground school on how to fly and where to land, and then sent on a sled-ride. The pilot survived, even landed with a flare. He has been flying about 30 years now. There are a few self-taught pilots. One Hang Gliding • January 2003

took seven years to get the hang of soaring. His perseverance is admirable. He became a certified instructor a few years ago so others would not have to learn by trial and error. Another self-taught pilot says he simply stayed out of the midday air and never had a problem. He is an accomplished pilot who now flies aerobatics, speed gliding, and has his tandem rating. One of the best stories I heard while writing this article was from a pilot who had learned to fly in Alaska. His persistence and spirit is amazing and I thought I would leave his story in his words. >>> “I am told that my first attempt at flight was when I was about 3 years old. I jumped off of the top bunk of the bed, latched onto the curtains, fell to the ground, and broke my collarbone. When my mother asked me why I jumped off the bed, my response was that I was trying to fly like Superman. “Okay, so some kids aren’t so bright. “I actually don’t remember that “flight,” but I know that my mother isn’t putting one over on me because the sling that I had to wear while the bone healed got kept as a toy for several years afterward. “My father started flying hang gliders in the late 70’s. I was maybe 10 years old, and honestly, it had no appeal to me whatsoever. I mean, for a kid, hang-waiting is boring as hell. My father kept flying occasionally into the early 80’s, but it was sporadic because in Missouri there aren’t many hills and towing, at the time, was nearly suicide. So he only got to do high flights on trips to Colorado. At any rate, he had stopped flying by the mid 80’s. “In 1987, I went to college and there was a guy on campus who was a certified hang gliding instructor. He was starting a club for people who wanted to learn to fly. I couldn’t really explain why, at the time, but it seemed like a good idea. Now I would attribute it to a certain promise of freedom Hang Gliding • January 2003

that it holds. At any rate, we started flying at a local bunny slope in October or so. “The problem with learning to hang glide as a college student in Fairbanks, Alaska, is that the semester starts in September, cold and snow start in October and stay until April, and the spring semester ends in may, which meant that I went back to Missouri. So, in two years time I got to

Hang 1, maybe a weak Hang 2. Then the club fell apart, I took time off of school, and for several years had neither the money to buy a wing nor the room to store it. “So, I still could only fly sporadically. Then, once again in Fairbanks, I finally had a few hundred dollars spare cash and a place to put a hang glider. I bought the only thing available to me, a 1979 Eipper Antares. That was in 1994 or so. I think that most pilots would write me off as a moron for that but I was pleased as hell at the time because it was a glider that could fly and IT WAS MINE!

“I was in Fairbanks year-round then so I could go with the other local pilots up to Eagle Summit as much as possible in the summer, and finally, after seven years of pursuit, start learning to ridge soar. The learning was mostly the result of watching the other pilots, reading the magazine, and experience. “I moved to Colorado a few years ago, and my second summer there “moved up” from the Antares to a Comet. Again, I think that most pilots would write me off as a moron for flying that, the first of the double-surfaced gliders, but grad students don’t make much money, and it was the best performing wing available to me for what I cold rationally afford to spend. It is the one that my father used to fly. It was available to me for the cost of repairs. Besides, I was the one who damaged it in a crash after my second summer of lessons, and it really didn’t sit well with me to have ended the flying life of a glider. “So that is how I have been learning to fly.” >>> The number of flights, the number of months, or even years, do not seem to matter to a free flight pilot. The level at which a pilot begins to fly without the aid of an instructor seems to be a milestone for many. At certain levels the learning environment changes. However, what appears to be the common thread connecting every pilot I encountered in the course of writing this article is that the learning never stops. — J.B.

If Your USHGA Membership Expires On 12/31/02 We Need To Receive Your Renewal BY JANUARY 20th Or you will miss the February Issue If Your USHGA Membership Expires On 1/31/02 We need To Receive Your Renewal BY FEBRUARY 20th Or you will miss the March Magazine

Self Made Man

Bob and his father, Howard Trampeneau.

e came from New England, born of a father who had instructed in the Army Air Corps. He watched the senior Trampenau fly sailplanes, meanwhile building soaring models of his own, testing them in the Lake Hurst, New Jersey and Weymouth, Massachusetts blimp hangars until his early teens — until he climbed into a sailplane’s cockpit himself and earned his license at the age of 17. He flew LK-10’s, two-place Army trainers, Schweizer 222’s and 2-33’s. Father and son together built a BG-12 of wood, with sporting flaps and an L/D of 33:1, in which he eventually got a few hundred hours, just before he discovered hang gliding and things changed. His nature had declared itself as early as his youth. Robert Trampenau’s 18

focus and passion had always been the design and construction of soaring machines, even more than the soaring of them. Of course, he was a consummate pilot, but in a different sense flying’s primary hypnosis was in the proving of ideas. There are pilots who invent; Bob Trampenau was by nature an inventor who flew. When foot-launched soaring made its debut in his world, Bob’s fascination was in the tremendous opportunity for development, in a flavor which had not existed before. Perhaps the sky was still a limit, but the microcosmic pockets of air that tickled hillsides and valleys were no longer. In the summer of 1971 Bob and brother Tim built their first hang glider — a Jack Lambie “Hang Loose.” During college Bob designed his own foot-

launched ultralight sailplane which he called the Petrel, but after a partial build its completion seemed more complicated than fruitful, so he reconsidered rigidwing hang gliders, throwing in with two friends to build a diffuser-tip flying wing of his own design. The original Sunseed took flight in 1975, undergoing three prototype versions before convincing its designer that its complexity, fragility and impracticality made Rogallo wings all the more attractive. But the Rogallo of those days lacked performance and safety, so the Inventor-Who-Flew designed his first Rogallo-style wing, giving the world its premier Sensor. Other interests — commercial piloting and parapsychology — and formal schooling in art and engineering took a back seat. “From there,” he recalls, “one design idea just Hang Gliding • January 2003

led to another.” Quite simply, that’s how Seedwings started, and that’s how the man invented himself. There is no shortage of either highly intuitive theories or philosophy when talking with Bob. They are there for the scooping up. To represent authentically the man and his work, then, leaves little choice but to coax them out and put them down. In simpler terms, this article is about to write itself. TRAMPENAU ON GLIDER DESIGN “A hang glider must be fundamentally simple.” He cites compactness, weight, strength. He avoids complexity that does not culminate in performance, stability, or more structural integrity. As in flying, in the design process performance and safety dance together. But, says Bob, they are not always at odds. “Safety devices, for example, can benefit performance. Wire-braced washout tubes or trailing edge reflex wires invented in the late 70’s allowed the use of highly cambered, tight sails and preformed airfoils. A vertical stabilizer (tail fin) allows lower twist by gaining back directional stability lost as twist is diminished.” What about the other direction? “Yes, performance devices can deliver increased safety. Flaps, for example, reduce takeoff and landing speed as well as improve climb rate or minimum sink rate by adding lift.” (He reveals a clear willingness to include low-end improvements like stall speed reduction and low-speed turn radius tightening in the category of “performance increases.”) THE SIMPLY-STATED PERFORMANCE FORMULA “To achieve high performance you need a large effective span, and a high aspect ratio

Hang Gliding • January 2003

(meaning a short cord), a clean, efficient airfoil, enough sweep and twist for good stability, and high enough wing loading that you can still launch and land safely. When you have a very low-twist, minimally swept

you have to know clearly what it is you want, and then invent the simplest, most effective way to achieve it. The really nice thing about my flaps design is that it is so simple, yet so effective. Remember, in hang

Flying seated in early Sensor.

flying wing, you must always address the issue of stability.” ON TECHNOLOGY “Technical features are devices that won’t wear out or stretch over time like a sail would, and they will be there and be just as effective five years later as they were new. Flaps, for example, allow the ability to build a faster, smaller wing, without sacrificing the low-end. (There’s that other ‘performance’ arena again.) If the balance is done correctly, the use of flaps can benefit either the low end, high end, or both. “To design something in the first place,

gliding, less is more.” He recalls his father’s warnings about the “creeping complexity coefficient.” INNOVATIONS AND INVENTIONS A list of Trampenau’s industry-first inventions in hang gliding, starting with the Sensor 210 (A) in 1976, are impressive by any standard. He declares that list as follows: •

Fiberglass curved wingtips, introduced on the Sensor 210A, documented in Hang Glider Weekly.

•

An enclosed crossbar inside a large-

introduced on the Sensor 510A in mid-1982, and HGMA certified in 1984. (First by quite a few years.)

lower-surface airfoil shape by limiting ballooning from within. Sensors clearly had “control of the lower surface” as early as 1992.) •

• Sewn-in, fullspan Kevlar tensioning band in trailing-edge hem, first introduced on the Sensor 510A in 1983, and HGMA certified.

Sensor 1, the first Trampeneau hang glider, 1976.

double-surface design, introduced on the Sensor 210B in 1976, documented in Hang Glider Weekly. •

A topless strutted design, introduced on the Sensor 411A in 1977, documented in Hang Glider Weekly. (Note that this design predated modern topless designs by about 20 years.)

•

Wire-braced washout tubes, introduced on the Sensor 411B in 1978, documented in Hang Glider Weekly and Hang Gliding Magazine. (This washout-tube design resurfaced 20 years later industry-wide and was renamed the “sprog.” Trampenau cringes at the non-descript misnomer.)

•

Wrap-around Mylar leadingedge pocket, first introduced on the Sensor 210E in 1979 at the Manufacturers League Meet, and photographed by Bettina Gray. Mylar rounded-tip trailing edge, also first introduced on the Sensor 210E in 1979 at the Manufacturers League Meet, and photographed by Bettina Gray.

•

Steel cable trailing edge reflex pitch-stability system, introduced on the Sensor 510A in 1980, and first to be HGMA certified with that system as the exclusive pitch stability system. (Commonly called “the bridle” or “luff lines.”)

•

In-flight Variable Geometry (VG), first

•

• The unmistakable Keel-sleeved Sensor tail fin, first introduced on the Sensor 510B in 1985, HGMA certified at that time. (Trampenau believes vertical area helps damp yaw oscillations that contribute to spins in low-twist designs. Sensors also have a reputation of being “on rails” on tow and at max-glide and above, compared to more wobbly designs.) Shear ribs (fabric airfoil profiles attach-

A true, in-flight-deployable Variable Camber (flap) system, interconnected to the VG: on a kingposted design, introduced on the Sensor 610F in 1992, and announced in Hang Gliding magazine, and on a topless cam-VG design, introduced on the Sensor 610 CF in 1999, and announced in Hang Gliding magazine. (Note that while planar flap systems on virtually all aircraft are discontinuity-rich approximations of an infinitely varying camber, the Sensor has achieved true infinite-resolution variable camber by flexing battens for the length of the batten. Separation occurs far later as a result, and far more flap deflection can be employed efficiently. Launch/landing speeds are reduced by many miles per hour, but the big benefit is in the far tighter turn radius while thermaling, and in sink rate improvement at very low speeds.) • A blunt-trailing-edge downtube, exhibiting what Trampenau claims (and the University of Stuttgart has declared) to have the lowest drag of any 25-mm (one-inch) width bar in the industry. Introduced for Sensor 610F models in 1995, it was announced in Hang Gliding magazine. • He professes to be working on more but is keeping mum on details for the moment.

Bob sees his greatest areas of refinement and design achievement as being the low-drag airfoil he has developed, and Smoke-stream testing Seedwings’ original low-drag downtubes. the manner in which the separate systems and pering upper and lower surfaces together) formance features he has innovated (curved first introduced on the Sensor 610 in tips, enclosed crossbar, VG, variable camber 1992, and announced in Hang Glid[a.k.a. “flaps”], dynamic stability systems, ing magazine at that time. (This was etc.) work together. Rather than considerthe industry’s first attempt to control ing a glider just an assembly of its sub-comHang Gliding • January 2003

ponents, he sees his innovations in total comprising the modern high-performance hang glider as a unit. ON GLIDER STRENGTH Regarding glider durability, Bob’s philosophy is to engineer Sensors to be on the high end of the strength curve, so that after years of use in the field, structural components remain reliable. He does this by concentrating on the weakest links, while removing unneeded mass elsewhere. “My new leading-edge tube design became lighter and stronger when I eliminated a hard spot, which showed up on my topless design as a low-speed handling problem that did not exist in the kingposted models. Through continued flex-test comparisons, I achieved a new leading edge that is slightly lighter than the original, yet now flexes virtually the same.” For topless designs, the industry has settled on a spar (i.e., crossbar) depth that is between 3 and 3.75 inches deep in the root area. Trampenau has selected the top end of that range in an effort to maximize his carbon-fiber spar’s strength; it increases stiffness as well, which tends to help pitch stability. “A cantilevered spar’s strength-to-weight ratio can be increased by making it deeper. And the strength of composite fibers is maximized when you keep the filaments as straight as possible. When other designs use woven fabric, the crimp in the weave in both directions reduces the strength of the filaments, so the Sensor’s spar is 100% unidirectional carbon. I designed it to utilize a combination of circumferential, helical, longitudinal and spar cap layers.” He uses triple-layer sleeving at the CG on the keel, to protect against over-flexing from the nose. Starting in 1995 he migrated to additional keel tubing diameter, due to geometry changes produc-

Hang Gliding • January 2003

The Topless Sensor, piloted by Mike Vorhis.

ing greater keel flex. Bob also uses a beefier-than-thou crossbar on his kingposted designs, since his flap wires are connected to it. The resulting glider is undeniably rugged. “Now that my carbon-spar Sensor is working well,” he says, “I am excited to step up production for customers who really want an innovative, hand-crafted, ultimate-performance hang glider with industry leading features.” ON LEGACY TECHNOLOGY Bob makes it clear that he’s just as jazzed to build kingposted gliders, and that his kingposted design is clean, highly refined, and

ON GLIDER LONGEVITY “I was always impressed with the fact that sailplanes, as they aged, could maintain performance, or even have it improved. Owners would refinish, re-profile, seal gaps, over time. Hang gliders, on the other hand, because of sail stretch and wear, almost al-

ways lost performance over time. In the early ‘70’s I thought the performance of a hang glider should generally last much longer than it did, and that new designs could employ features whose effect would not fade away in a few years.” His tensioned-tip design invariably stands the test of time; a 10-year-old Sensor is typically still as drum tight as it was on its maiden flight. An example: Ken Muscio flew a well-used 510-C completely over the Sierra Nevada mountain range a few years back. (See “The Crossing,” January 1994

Hang Gliding.) Sensor pilots are known to be loyal to the point of obsession. COMPETITION FOCUS “I think cleaner sails are important for comp pilots and recreational pilots alike. I’ve never seen a fabric-covered sailplane or airplane with wrinkled fabric, have you? A hang glider that performs well with wrinkles must have something else going for it, just to make up for the wrinkles. Competition pilots pull their sails tighter, lower their washout tubes, use miniature or stripped cables, and at times remove reflex from the ribs, all in the pursuit of performance.” Trampenau has avoided the bulk lasercutting approach to sailcloth shaping that larger manufacturers now employ. He claims that the tolerances necessary to achieve truly clean sail shapes are not always possible with such techniques. “A sail can change shape depending on the temperature and humidity on the day you cut it. I handcut, and sew, to my precise patterns, and I’m careful about those small details. They add up to a big difference when it all comes together.” He also claims that bolts of sailcloth of different colors can produce gliders that “feel” different in flight, because of small stiffness variations the dyes create. He avoids some altogether, and from experience can advise on colors and cloth weights that will produce soft or medium “feel” in flight. Again, the Inventor’s focus is on performance rather than the competitions themselves. “I build gliders primarily for customers, not competition pilots. My washout tubes or bridles are generally higher than a comp pilot might like them. I think it’s unrealistic to compare a comp glider with a glider set up for a customer. For example, compare a well-maintained, kingposted, flapped Sensor 610 F with any other kingposted glider on the market and you’ll quickly find that its total performance is virtually unbeatable by anything else in its Hang Gliding • January 2003

Historic drawings; Sensor 2, Sesnor 411B, Sensor 510A, and Sensor 510E.

packs a performance punch that proves it’s still very much in its prime. “Larry Tudor said once that ‘the race is in the vertical,’ and there’s much truth in that. And my kingposted gliders climb and handle so well they’re still the preference of many serious pilots. “The kingposted Sensor has such merit that I continue to make improvements and continue to make it available. The simplicity, weight, handling, and raw performance make it one of the greatest values I’ve ever offered since the birth of the Sensor series over 26 years ago. I find great joy not only in building but also in flying it. If other manufacturers put as much development time into their high-performance kingposted gliders, they might think twice about what constitutes value, simplicity, performance and progress.” Bob sees premium kingposted designs as a very viable choice for pilots who want light weight, simple yet sophisticated technology, and highest possible performance from that formula. “Prejudice against a kingpost is unfounded. Simplicity and light weight are fundamental, and the kingposted approach has both.” In fact, he refers to his kingposted design as “the Once And Future Hang Glider.” (Apparently Moyes subscribes to a similar belief regarding kingposted approaches. Their recent ads claim that the kingposted LiteSport exhibits performance equal to that of the topless LiteSpeed at velocities up to 40 mph. Clearly, superbly crafted kingposted machines are far from obsolete.) Bob’s kingposted sail is identical to that of the topless Sensor, except for a few differences particular to their respective frames. Both sails weigh less than previously, with new Dacron cloths and construction methods. The double surface is now over 90%, and the use of twin nose ribs that go all the way to the trailing edge produces a smoother transition through the CG area. The tip area is also slightly wider than before, with more rearward rake. Bob also says that drag reduction efforts have resulted in a better sink rate over the existing speed range.

class. Granted, there aren’t any other gliders on the market yet with flaps, but compare the high-speed performance when the flaps are up and you’ll find that the kingposted Sensor is one of the fastest in the world,

hurrying to get gliders ready for customers, and hurrying to finish one or more comp gliders. After 10 years of it there was very little to show for all the extra effort, except for a few trophies and some good memories. It’s an expensive way to get your name on the map. “These days I’m more interested in developing new technology and supporting my customers, than I am in supporting comp pilots. I feel that in our small industry and sport here in the United States, the people who need to be supported are the customers and producers because they’re the ones who make almost Original drawings for the Petral ultralight sailplane. everything happen, with their money and with the best rates of sink across the full labor. I just got tired of working so hard speed range.” (Californian Scott Angel and to support the comp scene when my first Australian Tim Osborn rode kingposted interests are to support customers. Maybe Sensors to near infamy in a Telluride, Colosomeday again we might see a shiny new rado speed gliding meet in 1998, edged out Sensor at a major competition, and you by Rob Kells and Jim Lee on topless Wills never know who the pilot might be — it Wing machines in the last and deciding could even be me.” round.) “My latest topless Sensor, on the other MARKET ACCEPTANCE hand, is just now showing its performance “Hang gliding is a unique sport. The potential. My early cam VG and flap conindividuals who are attracted to hang figurations didn’t work quite as well as they gliding are also unique among the masses are working today. I am offering upgrade of ‘normal’ people. If hang gliding were a kits for early topless Sensors to the latest more normal sport, you’d see its popular2002 technology. I think it’s unrealistic ity at least as high as it is in Europe. The to compare my first topless units with my Sensor has been, and continues today to be, newest, because they’ve changed so much. the most unique and original hang glider What other manufacturers build now is also in the industry. The market acceptance of very different from what they built just two the Sensor 210 by 1979 and 1980 was very years ago. It’s unfair to compare the perforpositive, even though the 210 was produced mance of past models of any glider with the in such a small number — only 125 units. latest, and then criticize the glider for not “The Sensor 510, on the other hand, being competitive.” since I built a thousand of them, gave rise to two distinct opinions out in the market. SENSORS AND THE COMP SCENE For the first half of the ‘80’s, the 510 domi“I used to have factory competition pilots, nated the market in performance. I think starting in 1979. Had them for 10 years. it was difficult for pilots to choose a glider But it requires volume manufacturing to at that time. Because of the 510’s dominatbe able to support the cost of even one ing performance, pilots either chose the pilot going to major meets. Pilots like Jeff glider for its merits, learned to fly it well, Burnett, Rich Pfeiffer, Stu Smith, Dave and believed in it, or they chose some other Ledford, Mark Bennett, Chris Arai, and brand, usually with strong opinions to even myself, have flown and won major support their decision. A certain portion of meets on Sensors. Even a few European the market, for whatever reason, could not comp pilots started by flying Sensors. It was accept the idea that the Sensor 510 actually a real rat-race, hurrying to certify gliders, Hang Gliding • January 2003

was the top-performing glider of its time, and some will even dispute it today, regardless of its proven record. I promoted it as a winning glider, and I think I was successful in proving that in competition. “Starting in 1978, the Sensor 210-183 flown by Brian Burnside won the glide ratio contest in Chattanooga. In the ‘79 Nationals, the 210 was the top flex wing, second only to the Fledge rigid wing. The 210 won the first Manufacturers League meet in 1980. In ‘81, the 510 placed first and second at the Nationals. In ‘82 we won again, and in ’83, ‘84 and ‘85. It was a winning streak that no other glider has matched yet in hang gliding. Do some research; look in the old Hang Gliding magazines. (The author confesses he did not.) The winning performance of the Sensor was evident starting in 1978, and continued through the 510-C model to 1988. By the late ‘80’s, its dominant position in the marketplace with respect to performance was finally being matched by the competition. “Personally, I think any polarization in opinions came from the 510 during the 1980’s. Since more 510’s were built than any other Sensor up to that point, its large impact on the market and reputation still exist today. The full-race 510 was a little trickier to fly. Its flare timing had to be precise, and at low speed its coordination in turn and yaw was a little slow. Its VG range was short compared to today and its sail was quite tight. The 510 was slow at its top end compared to other gliders by the end of the 1980’s — although its sink rate still reigns, even today. But by then I realized that the 510 series was finally coming to an end, and that it was time to completely redesign the Sensor and come out with an entirely new model. “When I reinvented the Sensor in 1991, I had to overcome many obstacles in the way of its success. First, I had to match the exceptionally good low-speed sink rate and glide ratio of the 510. That was actually the most difficult task in prototyping the new Sensor, since the handling issues of the 510 Full Race had been eliminated in the new 610 at the onset — the nose angle had 24

five degrees more sweep and its taper ratio had been greatly improved. Automatically, the 610 coordinated turns much better, its yaw stability was stronger, and its flare timing was less critical. Many committed

Ultra-clean planform of the Sensor 610F2.

Sensor pilots transitioned to the 610 with great approval of its characteristics and performance. (The author transitioned from an entry-level PacAir Mark 4 to the ultra-lighthandling 610 with virtually no handling issues whatever.) With the introduction of the flaps system on the 610 by ‘93, its launch, landing and thermaling characteristics became unparalleled again in the hang gliding industry. When I moved the apex of

the control bar behind the CG in 1995, the landing characteristics of the 610 became so outstanding that clumsy or humorous landings became a thing of the past.” It is said that a post-’95 Sensor pilot can simply step out of the sky. Asked how he fits into the standings of the industry, Bob demonstrates a degree of indifference. “I can’t secondguess what manufacturers or individuals might think of me. Manufacturers are just individuals, and even within different companies the individuals have differing opinions. I think there are as many opinions as there are people. I also think characterizations don’t do justice, because people see so much more than one simplified view. It’s especially difficult to form a strong opinion of someone or something we’ve never dealt with before. To do that is surely to base a lot on a little.” He prefers not to rush to judgment, because it closes him to further experience, which goes against the grain of an engineer. “As a designer, such shortsightedness doesn’t get one very far.” In Trampenau’s mind, the outstanding Sensors he has created — judged by

The excruciating negative 150° load test with the Topless Sensor.

Hang Gliding • January 2003

handling and performance — are the 210E, the 510-A and 510-C models, and the 610-F series. He uses the memory of their respective virtues as role models to inspire combined-performance excellence in his current line.

him the sail patterns, so that he could step up his sales even further. Again I agreed, even though there is some risk in technology transfers of this type, because I felt I could always stay ahead in innovation to the point where it would be in his best interest to comply with the contract. THE SEEDWINGS NAME “So Seedwings Europe purchased the What about this use of the Seedwings name right to manufacture the original design by the company that calls of the kingposted Sensor itself Seedwings Europe? 610-144, for some money “Well, it’s just what it and building materials sounds like: name infringethat are far easier to find ment not supported by any in Europe than they are contract whatsoever. Many here. But that contract has years ago there was a shortlong since expired in July term arrangement between of 1993, due primarily to Andreas Bangheri, owner their failing to supply me of Flugsports Europe in with specific materials of Tyrol Austria, and me. specific quality which I Sensor 210B, 1976. Andreas had been a Sensor was to receive as part of dealer for some time, had the contract. the ability to move more product than I “When the contract expired, the right could make, and approached me with the to use the Seedwings name expired with it. I suggestion that he build control frames and have informed those involved, and I inform buy the sails from me. I agreed, and “Seedall again, to cease and desist the use of the wings Europe” became in effect an assembly Seedwings and Sensor names in association and sales subsidiary of Seedwings. with products not made by Seedwings and “Then Andreas, who had access to me.” cheaper labor than I, suggested I license Bangheri did in fact continue to

Hang Gliding • January 2003

“200 tufts”, in preparation for airflow tests.

call his company “Seedwings Europe.” Trampenau says the European products are still based partly or fully upon Bob’s earlier patterns and designs, although Martin Jursa, former DHV technician now designing for Bangheri, sees his results as “groundup” efforts. The truth likely lies somewhere in between. Whatever, they are finding their way onto North American turf, sometimes under a “Seedwings Europe” name. As Bob tells it, the products have the right to hawk themselves anywhere they can, but the Seedwings name doesn’t. “I reserve the right to take future action against that company and anyone who carries their products. Seedwings has on several occasions had to defend its trade names and intellectual

subject frankly: “To build a thousand 510’s in 10 years required a crew of five to six people working full time. And when the development of a new highperformance hang glider takes more than a year, it’s like completely starting over in business. Economically it’s a Bob with Cam VG equipped Sensor leading edges. ludicrous business to be in for that property — successfully, I might add. Howreason. The only way to bridge such a redeever, the other reality is that legal action velopment time gap is with a more diversion a separate continent is extraordinarily fied product line. expensive.” “My personal interest has always Trampenau hopes that an appeal to steered me in the direction of the ultimate the pilot community will be the most high-performance hang glider. I’ve develeffective approach to combating the theft oped a customer base that primarily wants of his trade name. “If you’ve ever seen a high performance, so with that mandate Seedwings Sensor sail, you sense the great and the wisdom of product diversification time and effort with which I sculpt each both crying for attention, one gets stuck one around my computer generated airfoils and wing shape. You can understand why so between a rock and a hard spot. I’ve been there numerous times before: the transimany try to copy my construction techtion from the 210 to the 510, the transition niques and results. And my improvements from the 510 to the 610, and the transition and modifications over the last 10 years set from the kingposted 610 to the topless 610. true Seedwings products still further apart The topless 610 has been the most expenfrom copies of my older technology. I wish sive and lengthy development I have yet no one to ever be confused into thinking undertaken, and I’m a one-man, hand-craftthat by getting their hands on one of the European clones they are in any way acquired operation. This is why the long delays in production have occurred in the last two ing the piece of ‘art’ that has come to be years. (A similar situation existed in the early associated with Sensor ownership.” Apart from art, do Bob with Sunseed in early 70’s. the differences really translate into more satisfaction in the air? “The very reason my Sensors perform so exceptionally well is that they are clean, efficient wings, and because I test-fly each one to dial in that perfect feel for which my wings are known. That’s not duplicable by less personal assembly lines.” PRODUCTION Like a fine wine or an Italian train, depending on who’s telling it, Sensors have a reputation of taking time to arrive. Trampenau addresses that 26

‘90’s during his development of the kingposted 610.) “I would like to say, though, that the topless 610 would never have happened if it weren’t for a handful of dedicated Sensor customers who pushed me to build it for them, along with assistance from Graeme Bird and ‘RC’ Dave Freund. After building only 20 topless Sensors and a couple of dozen kingposted 610’s in the last two years, I’m just now starting to catch up on my backorders.” Test-pilot Dave Freund first hooked into a Sensor at Torrey Pines in 1983. In recalling Seedwings’ transition to top rigging minimization, he characterizes the Sensor flight experience as a form of “cheating.” “My first kingposted 510A jumped me right to the top of the stack,” he says. “It was the same with my second, a 610-F2 with the Trampenau Flaps. The glider was a joy to me, and I ‘suffered’ a significantly unfair advantage in climb and glide, whenever and wherever I flew. There was more performance in that glider than in any other in my sky. It could make me lazy — and make my friends crazy! …But, catching and out-climbing everyone else became a little more difficult when topless gliders arrived on the scene. To reclaim that advantage the Sensor had to go there as well, but to this day the finest glider I have ever owned was that flame-tipped kingposted 610-F2. Its memory serves as a reminder that every so often, magic happens.” Dave neglects to admit that now his flying gloves can’t be pried from his topless 610-CF, and that magic is happening for him yet again. Just what the world needs — another incurable Sensor junkie. It deserves to be acknowledged that Trampenau has singlehandedly succeeded in bringing not one but three sizes of topless Sensors through concept, R&D, prototyping, testing, optimized manufacturability, marketing, and fully to production in less than three years. That is a huge accomplishment, and one likely never accomplished before in the history of sport aviation of any kind. Even a single glider design project is such an enormous undertaking that practically no one goes it Hang Gliding • January 2003

alone, much less tackling three distinct sizes (which are in effect three distinct glider designs) in so short a time. “Through all the years of production, there have been some really great workers building Sensors for me. Most people in today’s job market work at most a few years at any one particular job. I don’t necessarily like to work alone, although I can when I have to. When you have only a dozen gliders to build, you really have to build them yourself because there’s not enough material or volume to afford to teach someone how to make pieces and parts for you. When you have to build five or ten parts of something, you can usually build them in one-third the time it would take to teach someone else.” By saving the time required to train help for low-volume work, Trampenau keeps his costs down. Sensors have always been very high on the performance-for-dollar curve. “In the days of 510 production, when the design was simpler yet still so finely detailed, I had various pilots locally and in the factory test-flying, including myself. The 610 test-flying has been done almost entirely by ‘RC’ Dave and me. Researchflying and test-flying are nearly the same. There’s a lot of trial and error, a lot of small adjustments for each flight.” Being a perfectionist, Trampenau clearly finds it difficult to release a glider into service before he feels that the latest systems and innovations it features are optimal and elegant. It’s as though he signs them; only after each system is ideal from his critical perspective will he build clones of that design for delivery to pilots. Similar to ordering a pair of custom alpine boots, a perfectly-machined fly reel, or a hand-tempered knife from a world-acclaimed specialist in some tiny shop on the edge of history, so choosing a Sensor has its elite satisfaction as well as its temporal price to pay. Sensor pilots have come to accept that unique excellence can take time. It depends on the production cycle Seedwings is in. At press time, the kingposted Sensor design is polished, perfected, and being built; the topless Sensor has just now reached a similar point of satisfaction and ultimate performance in its designer’s mind.

Hang Gliding • January 2003

Sunseed rigid hang glider in flight.

DESIGN EVOLUTION AND PRODUCT LINE In the 1980’s, Bob offered a whole array of options. He had essentially three classes of “feature richness,” from Basic, through the Easy-Race package, to the Full-Race configuration. Such items as VG, sailcloth varieties and weights, and of course colors and color cuts were all distributed through the three classes available, for every glider size. By the end of the decade he realized that 99% of all orders were for the FullRace choice. So when the 510 gave way to the 610 design, many innovations became standard on all gliders, and a new order would always benefit from the latest new system he had developed. Sensor purchase became a way to invest in cutting-edge technology for the price of materials and a designer/craftsman’s labor. But Bob sees the question of “evolution” to be larger than features and offerings. He describes his designs as though

their metamorphoses flowed hand-in-hand with the sport’s own growth, and in fact with his own development as an individual. “I always had a fascination for the air anyway, air that I could feel, smell, taste, sense — it’s a very intimate connection, and it may have been what pulled me into this type of aviation as opposed to another. “In a sailplane cockpit, we’re insulated from a lot of that. The performance is incredible but the disconnection from the air still leaves so much missing from the flight experience. Half the time you spend above 60 miles an hour, and you’re never in touch with the animals that live and play in the air. “Hang gliding, on the other hand, puts us right back into it, as a very personal thing. I remember being so fascinated with this low-speed application of flight, being in air so sweet... you could just reach out and touch it. It was like standing in a meadow, sensing the air, tasting it almost, feeling the gusts roll across the field, or a dust devil, and wondering what it would be like to be that cornstalk that was just now lifted up thousands of feet in its vortex.” (That might be a bit of a take-care-what-you-wish-for kind of thing.) “So the evolution of my designs really mirrored my perception of the sport itself, and my fascination became to develop something you could get into the air with, and be part of the air, part of the animals and things that shared the air, in the simplest, lightest, least technical way possible. Because unlike other ways to fly, with hang

Mike Vorhis speed gliding on his Topless Sensor at Ed Levin.

gliding the focus was on the self, able, for the greatest number of and not the craft, not the apparaeveryday people to fly and enjoy. tus. The more you could ‘sense’ the In the ‘70’s we had thousands of air, the better was your experipeople in this ‘personal flight,’ ence.” Hence the glider’s name, and actually we still do. And I’ve one must guess. always tried to make my gliders “I’ve flown with hawks for fly naturally, so that increased decades of course, redtails mostly, performance did not exact a price and would have all the standard of increased piloting complexity or experiences, flying past them, decreased flying enjoyment, which descending through them, having not every design can claim. them dive on me from above. But “So, as far as where my it wasn’t until I came up with the evolution is going, I could take my flaps system that I could finally designs possibly in the direction match their climb rate and even of even more simplicity, or design out-climb them, and do it on a rigid — although that’s higher extremely light days, and still do technology and higher complexity The Petral ultralight sailplane, the first Trampeneau project of any kind. it with low-speed flight. And I yet — or back into the sailplane noticed a difference in their behavfield, or in other directions. Botlion against my sailplane days, in which ior when I began to display this capability. tom line, I think enjoyment is where things hundreds of hours of flying had still not They were more benign, non-threatening, have always been going, and I think that’s given me what I wanted to experience out no longer aggressive. Rather than always where they will continue to go.” of flight.” trying to gain the upper position and then That said, he acknowledges that attack, they were content to coexist with Currently, Sensors can be ordered intuition, while a superb motivator and the me, there in their world. I felt I’d achieved in the following flavors: Kingposted abode of genius, can only be taken so far, one of my earliest dreams in hang glider 135, 142 and 150 square feet, and Topand then a designer has to break to sciendesign; the evolution of my work had made less 135, 142 and 150 square feet. Pilots tific method in order to realize and achieve. me an equal with the redtail, and we were can visit the Seedwings virtual sail loft But where are things going? “Somenow sharing the air.” at www.seedwings.com, and can contimes I think about what it would have He recalls another day when the flaps tact Bob directly by telephoning (805) been like to have continued to design the were yet a novelty. Flying past the moun681-0604 or by sending an e-mail to Petrel instead of hang gliders. By now it tainside so close on a very light day, he seedwings@earthlink.net. would be a finished design, and probably could hear tiny birds chirping in the bushes. comparable to the LiteHawk or the Sparrow In nearly 20 years of flying the Santa Bar(Next Month: Sensor aerodynamics and Hawk or the Carbon Dragon, or others. bara hills, Bob had never heard that before, airfoils, the Sensor tail fin, the famous Sensor But I would have missed all the fun of deand he knew the flaps were giving him this Flaps System in detail, safety considerations signing something that would fly so slowly, subtle, beautiful, added dimension to the and service innovations.) and I’d have missed realizing my biggest flight experience. goal, which was to create something enjoy“As any aircraft design evolves, the experience delivered to the pilot blossoms into whatever that craft can deliver. I think all the gliders on the market are delivering a performance level and characteristics that were once the dreams and aspirations of their designers. A pilot reaps the results of the early dreams and desires of the people who put that glider together.” If this is true, it clearly behooves a pilot to choose a designer he or she can identify with philosophically. “For example,” continues Bob, “if all we had were speed gliding enthusiasts designing wings — people who could only think of going faster and faster — then the ability to work light lift or to fly slowly would be nonexistent today.” So glider capabilities are the culmination of the imaginations of their designers? “I think so... for me it’s that way anyway. Sensor Topless 610. My fascination came out of a kind of rebel30

Hang Gliding • January 2003

Why Books? 1. They don t use power and are cheap to operate in California. 2. They re portable. 3. They don t need a hard drive. 4. They go straight to the point. 5. They guide you long after you leave your instructor. By Dennis Pagen: • Hang Gliding Training Manual (Hang 1 to 3) - $29.95 • Performance Flying (Hang 3 to 5) - $29.95 More flying books • Towing Aloft - $29.95 (also by B. Bryden) and videos at • Understanding the Sky - $24.95

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Product Review

Test-Flying The Wills Wing Talon

e all have flying fantasies of one sort or another. Mine has always been to be a bird, specifically an osprey. The rest of you can be eagles, hawks, condors, vultures, swallows or even ostriches or dodos if you like.* I want to be an osprey. Such a raptor has one salient feature that separates it from the songbirds and yard birds and other less lethal avians: it has talons. Forget those wicked-looking beaks on your birds of prey. They’re mostly harmless. It’s the talons that can pierce into flesh and produce the proverbial iron grip. So, if you really want to more closely emulate the soaring birds, you need at least one talon.

Wills Wing realized this natural fact when they named their latest highperformance glider the Talon. Now, the only thing the Talon will hunt is lift. The only thing it will devour is distance. But strapped under the body of this virtual raptor you fairly feel like a powerful bird of prey, given the freedom to swoop and stoop, sail and soar with the real thing. At least, that was my impression when I got a chance to test-tow the Talon(s) at the Wallaby Ranch last October. I flew two sizes, the 140 and the 150, for multiple flights and thermaled them both with an added dose of mini-X-C’s and mild wing-wringing maneuvers. What follows is my tale of the Talon.

A BIRD’S ANATOMY Let’s get a general overview of this bird and compare it with what’s out there. Then we’ll check out the real details which will reveal some interesting evolutionary changes. First we’ll simply note that the Talons are of the now-familiar quasielliptical shape that most of the high performance gliders have adopted. Just as soaring birds have developed similar wing structures and shapes, so too have most flex-wing hang gliders designed primarily for performance become similar. That means they are topless, tapered, swept wings with curved tips. The Talon fits this description. But the Talon has a few unique

*All you would-be birdmen: Be cautious about what you wish for. Out of all those soaring birds, only the osprey eats fresh sushi. All the others eat a varied banquet of rat, snake, grasshopper, carrion and scrawny jackrabbit.

Hang Gliding • January 2003

traits as well. The most obvious (because i t ’s vis-

ible from outside) is the clean undersurface rear root (center section) area. Wills Wing has perhaps created the cleanest arrangement here with neoprene and zippers to hold the sail tight and faired, while allowing ready access to the center area. It is such drag-be-gone engineering that gradually improves our gliders’ performance. The real unique qualities appear inside the glider’s skin. There you find a cam VG system as opposed to a swinging crossbar system (the only other top glider with a cam system is the Airborne Climax). The cam system consists of a lever at the outboard ends of the crossbar which is forced outward when the VG line is pulled, thereby spreading the nose angle and tightening the sail. There are several advantages to the cam system. The first is that the side cables always remain tight. There’s no slack in them with a loose VG on launch (that’s because the crossbar never changes position with respect to the keel and the control bar). Also, for the same reasons of geometry, the dihedral and thus spiral

characteristics of the glider don’t change as you change VG setting. In earlier versions, cam systems typically had a lighter VG pull and less cord to pull than their swinging crossbar counterparts. However, for the Talon, Wills Wing has used larger levers to provide more VG range than any glider they have previously produced. The Talon’s sail tightens like a snare drum to slide through the air effortlessly, and loosens like an intermediate sail to turn at the will and whim of the pilot. The expense of enhancing the range is more pull and a harder pull on the larger cam levers. I found the VG pull to now be about the same as other gliders in its class, but the payoff is greater performance and versatility. The leading edge construction is also unique in the business. Wills Wing’s Steve Pearson pioneered the use of plastic eccentric inserts to step down tubing diameter along a leading edge. This neat trick allows a designer to select tubing diameters for strength and flex characteristics, rather than what fits with what. But Wills has dispensed with such tricks and has gone to a simple one-diameter (52-mm or 2.05-inch) leading edge. The benefit is lower weight and lower cost. The sprogs

The author under tow at Wallaby Ranch, Florida.

Hang Gliding • January 2003

(standard probes optimizing glider stability) are also simplicity in itself: They are non-compensated, lightweight 7075 aluminum tubes. Of course, they can be adjusted on the ground. The main spars (crossbars) are tapered, tubular carbon fiber. Wills proof-load tests each individual spar to a measured load of 475 pounds applied at the outboard end. The spars deflect up to 32 inches in this test but don’t break. Knowing that these vital parts are super strong instills confidence. Another unique item is the sailcloth that comes standard. It is known in the trade as Hydranet and consists of a Dacron substrate with a spectra open weave. It is a very handsome covering and the sail of suggestion for recreational pilots. For the racers, the popular PX10 is available for $150. The base-model glider also comes standard with the regular faired aluminum uprights and a round belly-bar basetube. You can upgrade to the factory-recommended, lower-drag, slipstream uprights with a faired aluminum basetube for $275 or with a carbon basetube for only $50 more. The final matter worth mentioning is the lightweight bag that comes with the glider. It is much lighter than the old traditional Wills Wing bags. It is, in my view, the best compromise between protection and convenience. Here I get up on my stump and say that I, for one, breathe a sigh of relief. I often seem to be flying Wills Wing gliders when I travel and have to borrow equipment. The old bags were like large lumps in my sleek Woody Valley harness and all the pads wouldn’t fit. Many pilots never flew with those bags, but used a very lightweight X-C bag, so the extra

protection afforded by the heavy bag was lost.

AN EARLY MOLT The Talon as it stands is not last year’s model. It has undergone more changes than a bird in molt. This past summer the glider was overhauled Under surface detail. Note neoprene triple zipper access. after the first ing out with better handling, better climb, hatching and a coming-out party at the Florida meets last spring. The changes were better glide and better spiral neutrality then the earlier version. Normally I’d say mostly in the sail, with the primary one that’s part reality, part factory hype and being the addition of two inches addipart statistical variance. But not in this tional chord at the tip area. This additional case. I have seen the new gliders perform wedge tapers inboard until it melds into in the last few months, most notably at the the original trailing edge by the fourth batPre-Worlds in Brazil. There were only a ten out from the root. The double (lower) few in the meet, but one placed third in the surface was likewise broadened in the same able hands of Nene Rotor, and Carlos Bessa area. What good does this do? The greater flew his Talon impressively to 19th place. area at the tip means the sprogs are more There is no doubt in my mind, and there effective (they support more area) so they should no longer be any in yours, that this can be lowered. This in turn allows you to glider competes with the best. go faster, or more properly, allows a better glide at high speeds when the sprogs kick in. The factory also claims that the glider is TAKING WING Before we can fly away, we must set up the more spirally stable and more spin resistant glider. I won’t dwell on this matter since due to this change. (I could not judge this you can only read about setup so many matter since I only flew the earlier Talon times. Everything here is pretty convenone time in smooth Point-of-the-Mountional. (Isn’t it amazing how curved tips tain soaring winds.) have become conventional?) I will note that In all there have been some 25 sail the insertion of battens is made easier by changes (includSlipstream control frame with faired aluminum basetube. the little insert tool for the spring ends that ing the clean comes with every glider. Also, the new tip undersurface wands are more flexible and a bit longer, root treatment so they are easier to attach. The haul-back mentioned previof the crossbar is quite easy. Perhaps this ously). They also factor is affected by the difference in the started using center section since it doesn’t have to move S-glass (fiberwith the VG. glass) tip wands When you go to move the glider you instead of the will notice a bit of tail-heaviness. It is previous carbon. the most tail heavy of all the current top The old wands performers. The drawback is that the glider were breaking feels heavier than it really is when you carwhen you looked ry it off the field. Also, you are less sensitive at them crossly. In to pitch feel on launch. On the other hand, sum, the factory the benefit is that you have a free pass from claims that the the hand of God on landing. The glider renew glider is com-

Hang Gliding • January 2003

ally resists nosing in. Example from my personal log book: I flew the medium Talon one time in Rob Kells’ personal Rotor harness to try it out. The harness was too small for me, but I managed to jam myself in and fly for an hour or so. The neat trick is that the harness has a butt lever that you bump against with your kiester to latch or unlatch the rope that sets the angle of your dangle. Upon landing, I was tilted down and found myself floundering with my butt in the air trying to de-latch the catch. (Or was that de-catch the latch?) The point is, I was scrambling when I should have been getting upright to prepare for flare. Finally I gave up and hauled myself upright at the expense of smooth pitch control, the glider ballooned up, got slow and settled. One wing was a bit down, and a group of spectators were anticipating a whack and a book rebate, when I aggressively leveled the wings and stopped with a flare and a couple steps. Could I have done that with another glider? I don’t know, but I do know that the Talon (both the medium and small version) was very forgiving in this instance, and on all my landings I tiptoed in, in both calm and rowdy conditions. I think you’ll like that aspect of the glider. On tow I felt right at home. I used one-half VG and tracked true. This glider is not an intermediate model, so don’t expect it to be like flying a soft wing. But I think it is among the easier high-per models to tow. On one occasion I got ratted severely by a gnarly blast about 50 feet up. I was way out of whack, and thinking release, but was able to recover with the aid of the glider’s good response and a few gyrations. That experience built confidence for the additional tosses that were scheduled in the vigorous afternoon conditions. I think you can tow this glider with confidence. Good response to input, good yaw stability and spiral stability are the three factors that make a glider easy to tow. Typically, high-performance gliders are less inclined to exhibit these properties than lesser-performing gliders, because performance comes at the expense of docility, in general. Yet the Talon is set up to handle well and still attain the summit. Handling is so important that we should be more specific. I tried all the usual reversing turns, tight 360’s, flat and steep gyrations. I put the gliders in a bank of about 15°, 30° and 45° in thermals (those are the typical bank angles you’ll use for 98.6% of the thermals you’ll encounter on this earth). What I found is that the glider was indeed set up to be spirally neutral (it didn’t want to wind in or flatten out) at all bank angles. In fact, I could push full out with my high hand and ride the merry-go-round with little input other than to occasionally change placement in a billowing thermal. (Caution: Such a technique is unsafe in rowdy thermals. There is a risk of tumbling any glider flown on the edge in turbulence. At the time I was in one of the famous Florida marshmallows.) The Talons gave me confidence in thermals because I could put them where I wanted to, and I could easily offset the caprices of errant air. My weight fell nicely in the range of both the 140 (143 ft.2 actual area) and the 150 (153 ft.2 actual area). The 140 handled a little more snappily, but I believe for me the 150 was the ticket. With my weight (173 pounds, cleaned, dried and buffed) I could slow the bigger size down to my liking and really climb. There was a motley crew of pilots in the air to compare to, so I could see as well as feel my performance. Note that it was the smaller size on which Nene and Carlos performed their magic. Both gliders will make you feel that you have the goods to excel. I’m sure anyone loaded correctly on a new Talon will not be disadHang Gliding • January 2003

The Development of the Talon

by Steve Pearson

Dennis’s comments relating the Talon to the HP-AT were unexpected but perceptive. It has been 13 years since Hang Gliding magazine published Dennis’s review of the HP-AT in the January 1990 issue. The period during the preparation of that article was also the last time Dennis and I had substantially discussed product design, yet it was precisely the HP-AT that was the inspiration for my development plan when I started the Talon two years ago. In the intervening years since its release, the HP-AT had remained my personal favorite among high-performance gliders. The HP-AT was the culmination of a long series of incremental refinements (enclosed keel, kingpost hang system, 7075 airframe, etc.) to four models that preceded it. Despite that heritage, the HP-AT itself required many additional refinements to the sail fit and finish before it became the competition-class leader of its day. More than any other factor, the commitment to continuous improvement and attention to detail was the basis of the success of the HP-AT. When I started development of the Talon I knew that, given the same resource investment, an upgrade to the Fusion would have produced a better-flying glider in the short term than the best I could expect to achieve in my first attempt at the Talon as a completely new design. However, I knew that a Fusion makeover would never evolve far enough to become the world-class contender I wanted. The best chance to achieve our goals for the Talon was to begin development with a clean sheet of paper. Unfortunately, starting over always commands a longer development cycle. In addition, the level of development of high-performance gliders stands far beyond what it was when I designed the HP-AT. I knew that the Talon would require even greater dedication to achieve comparable success. Fortunately, our capabilities at Wills Wing for developing and testing prototypes have grown significantly. When I designed the HP-AT sail, AutoCAD started from a floppy disc, and creating a production sail pattern required crawling around on my knees for two days with three tape measures and a lofting batten. Today, I can send a pattern to the sail loft with a click of the mouse, and test-fly the glider three days later. If I have any concerns about structure or stability, Mike Meier often tests the glider on our aerodynamics test truck with as little as one day’s notice. These capabilities, along with the exceptionally dedicated and experienced staff at Wills Wing, resulted in a total of 42 incremental design improvements over the three sizes of Talons in the first 18 months of development. The improvements in performance and handling since the early Talons are the result of our renewed commitment to continuous improvement, sometimes as little as two millimeters at a time. In the end, looking back, an interesting and surprising truth emerges. The superficial differences in planform shape between glider models is often astonishingly minor, as the scale drawing of the Talon on top of the HP-AT illustrates. The myriad details, often too small even to be seen, are where the important and significant differences are found. 35

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vantaged in handling, climb or glide. I also had a chance to go on some long glides and some screaming dives. I simulated racing to goal several times and went scary fast. Without gliders to compare, it was hard to do the numbers, but I was blowing by air molecules as fast as I have on anything else. On pure best glide, the only pilot or glider I had a chance to compare to was U.S. team member and essential world record holder Mike Barber. Unfortunately, Mike was flying another Talon, so I won’t be doing a glide performance exposé here. Suffice it to say that we both felt we were on comp-quality gliders. My performance and flying conclusions: I believe Wills Wing has created the best all-around glider they have had since the HP AT (second version). Once it gets into the hands of a greater number of pilots it’s bound to show up in the winners circle (that is, either on the podium or in a thermal). The handling is pleasant enough for all pilots who have cut their teeth on topless gliders. Landing is a joy. FINDING YOUR WINGS Because of Wills’ extensive dealer network you shouldn’t have too much trouble finding and flying a Talon, assuming you have the experience. Mind you, this is not an intermediate glider. It must be flown with awareness and skill like all high-performance gliders. On the other hand, it resists wing walking (Dutch roll or roll oscillation, if you will), spinning, ground looping, whacking and other unpleasantries you don’t want your significant mother to know about. So go out and try it. That’s a procedure we recommend before you plunk down paper or plastic for any glider. It’s important to fall in love with the craft that will be your life and liberty in the seasons to come. The winter is upon the North American dome as you read this, but be aware that spring approaches quickly and all worthy avians are well prepared to exploit the thermals in the percolating spring skies. Don’t get caught short. By the time you figure in the selection process and the delivery time, better pick up the phone. The Talon won’t break you, since it lists for $5,675 base price, and $6,300 with all options. Shop and compare. If you’ve always dreamed of being a bird, as I have, there is no better way to realize that dream than to start one element at a time. You might as well start with a Talon. Hang Gliding • January 2003

Specifications Specification Area (ft.2) Span (ft.) Aspect Ratio Glider Weight (lbs.) Hook-In Weight (lbs.) Optimum Body Weight (lbs.) Nose Angle (deg.) Double Surface (%) USHGA Rating Vne (mph) Va (mph) Vms (mph) Vd (mph) Suggested Retail

Talon 140 140 32.3 7.4 75 140-220 140-170 127-132 87 4 53 46 21 70 $5,675

Talon 150 150 33.5 7.5 77 160-240 170-200

Talon 160 160 34 7.2 79 180-280 200-240

$5,675

Features Composite Carbon-Fiber Crossbar Cam VG System for Extended Range, Light Activation, No Anhedral Change Standard Speedbar Basetube AT Streamlined Downtubes 7075-T6 Drawn Seamless Keel Tubing 7075-T6 Drawn Seamless Leading Edge 7075-T6 Pre-formed Battens Spring Battens Bottom Surface Battens and Internal Shear Ribs Control Sail Shape PX Laminate Mylar Leading Edge Hydranet Trailing Edge Deluxe Glider Bag, Control Bar Bag, Batten Bag, and Velcro Sail Ties Curved Tip Planform Four-Sprog Stability System Composite Transverse Battens Pocket for Carbon Leading Edge Insert Options Speedbar to Folding Speedbar Upgrade — $101.25 Custom Sail Patterns — Quoted on Request Custom Choice of Colors — $150 Carbon Leading Edge Inserts (each, need two per glider) — $84.38 PX20/PM05 All Mylar Top Surface — $150.00 Slipstream Control Bar with Carbon Basetube (adds 1.2 lbs. to glider weight) — $325.00 Slipstream Control Bar Upgrade with Faired Aluminum Basetube — $275.00

USHGA B.O.D. 2003 BOD 2003 R=Regional H=Honorary L=At Large X=Ex Officio REGION 1 Bill Bolosky (R - 04) 8426 316th Pl SE Issaquah WA 98027 (425) 222-7702 bolosky@microsoft.com Mark Forbes (R - 03) 1840 SW Allen St Corvallis OR 97333-1739 (541) 766-2515 mgforbes@mindspring.com Aaron Swepston (H - 03) 3717 163rd Ave Ct E Sumner WA 98390-9543 (253) 826-1112 tontar@mindspring.com Bob Hannah (H - 04) 9920 51st Ave S Seattle WA 98118-5618 (206) 328-1104 paraskr@aol.com Steve Roti (H - 04) 3024 NE 18th Ave Portland OR 97212-3356 (503) 284-0998 steveroti@hotmail.com REGION 2 Ray Leonard (R - 04) PO Box 20066 Carson City NV 89721 (775) 883-7070 advspts@pyramid.net John Wilde (R- 03) 3553 Jefferson Ave Redwood City CA 94062 (650) 556-1320 wildeblu@attbi.com Tim West (R-03) 18 Salada Ave Apt 4 Pacifica CA 94044-2565 (650) 355-3115 tim3west@yahoo.com Russ Locke (L - 03) 868 S Mary Ave Sunnyvale CA 94087 (408) 737-8745 russ@lockelectric.com Ken Brown (H - 03) 200 Hillcrest Dr Auburn CA 95603-4020 (530) 888-8622 flyamoyes@aol.com

REGION 3

REGION 5

David Jebb (R - 04) 2800 Torrey Pines Scenic La Jolla CA 92037 (858) 452-9858 davidj@flytorrey.com

Frank Gillette (R - 03) 903 East 500 South Declo ID 83323 (208) 654-2615 watercyn@pmt.org

John Greynald (R - 03) 2774 Puesta del Sol Santa Barbara CA 93105 (805) 682-3483 throgrog@aol.com Alan Chuculate (R - 03) 6709 Salizar St San Diego CA 92111-3328 (858) 292-1552 alanc@san.rr.com Rob Kells (H - 04) 500 W Blueridge Ave Orange CA 92865-4206 (714) 998-6359 rob@willswing.com Gil Dodgen (Editor) 31441 Santa Margarita Pkwy Ste A-256 Rancho Santa Margarita CA 92688 (949) 888-7363 (949) 888-7464 fax gildodgen@aol.com REGION 4 Steve Mayer (R - 04) 12665 S. Minuteman Dr #1 Draper, Utah 84020 801-576-6460 stevem11@mindspring.com Jim Zeiset (R - 03) 13154 County Rd 140 Salida CO 81201-9435 (719) 539-3335 jimzgreen@aol.com Chris Santacroce (L - 03) 552 West 8360 South Sandy UT 84070-6440 (801) 255-9595 chris@4superfly.com Larry Sanderson (H – 04) SSA PO Box 2100 Hobbs NM 88241-2100 (505) 392-1177 Larry@ssa.org Liz Sharp (H – 03) 5555 Bowron Pl Longmont CO 80503 (303) 530-0718 eas@cmed.com

REGION 6 Len Smith (R - 03) 13141 Bluejacket St Overland Park KS 66213 (913) 897-7857 SmithLl@bv.com REGION 7 Bill Bryden (R - 04) 6608 North 100 East Rd Seymour IN 47274 (812) 497-2327 bbryden@hsonline.net USHGA REPORTS Dan Johnson (H - 04) 8 Dorset St Paul MN 55118 (651) 450-0930 CumulusMan@aol.com REGION 8 Gary Trudeau (R - 04) 595 Outlook Avenue Cheshire, MA 01225 413-743-0147 gtet595@aol.com REGION 9 David “Randy” Leggett (R - 03) 7112 Little Creek Rd Bangor PA 18013-4142 (610) 258-6066 ias@ot.com Felipe Amunategui (R- 04) 3122 Huntington Rd Shaker Hgts OH 44120 (216) 751-0347 dr.amunategui@att.net Dennis Pagen (L - 03) 318 Bitner Hollow Rd Spring Mills PA 16875 (814) 422-0589 hm pagenbks@lazerlink.com Art Greenfield-NAA (X) 1815 N Ft Meyer Dr Ste 500 Arlington VA 22209 1-800-644-9777 awgreenfield@naa-usa.org

Dixon White (H – 03) PO Box 2626 Flagstaff AZ 86003-2626 (928) 526-4579 dixon@paraglide.com

Hang Gliding • January 2003

REGION 10

REGION 11

Matt Taber (R - 03) 7201 Scenic Hwy 189 Rising Fawn GA 30738 (706) 398-3433 fly@hanglide.com

R.R.Rodriguez (R - 03) 1980 Hilltop Drive Wimberley TX 78676-5224 (512) 245-2400 rr@swt.edu

Tiki Mashy (R - 04) 1805 Dean Still Road Davenport FL 33837 (863) 424-0070 tikimashy@aol.com

Dave Broyles (H-04) 203 Whisenant Dr Allen TX 75013-1505 (972) 390-9090 broydg@attbi.com

John Harris (H - 04) PO Box 1839 Nags Head NC 27959 (252) 441-4124 ucanfly@kittyhawk.com

REGION 12

Steve Kroop (L - 03) 6548 Groveland Airport Rd Groveland FL 34736-9685 (352) 429-8600 steve@flytec.com Dick Heckman (H - 04) 3401 Lookout Dr Huntsville AL 35801 (205) 534-1461 hekdic@worldnet.att.net

Hang Gliding • January 2003

Paul Voight (R - 04) 5163 Searsville Road Pine Bush NY 12566-6423 (845) 744-3317 info@flyhighhg.com Jan Johnson (L - 03) 70 King Rd Middletown NY 19041 (845) 695-8747 jjohnsn2@hotmail.com REGION 13 Michael Robertson (H-04) 1150 Hwy 7, RR1, Locust, Ontario Canada L0H 1E0 (905) 294-2536 Michael@flyhigh.com

EXECUTIVE COMMITTEE: Executive Director .......... Jayne DePanfilis .............................................. jayne@ushga.org President ................................Bill Bolosky Vice President .......................... Jim Zeiset Secretary ................................. Russ Locke Treasurer ...........................Randy Leggett COMMITTEE CHAIRS: Competition ......................... Ron Gleason .......................................xcflying@earthlink.net Memb. & Dev. ......................... Matt Taber Site Mgt.............................Randy Leggett HG Accidents ....................Alan Chuculate PG Accidents ............................ Steve Roti Awards .................................. Jan Johnson ByLaws....................................... Liz Sharp Nat’l Coordinator .......................D. Pagen Planning .................................. Russ Locke Safety&Training ...................Dave Broyles Tandem.................................. Paul Voight Towing...................................Steve Kroop Publications.......................... Dan Johnson Insurance ............................R.R.Rodriguez Finance ..............................Randy Leggett USHGA FOUNDATION: President ................................... Jim Maze ...........................................paramaze@aol.com Vice President ...................Randy Leggett Treasurer ........................ Stephen Onstad ................................. sonstad@worldnet.att.net Secretary ............................... Doug Sharp Trustee...................................... Jim Zeiset Trustee....................................Bill Bolosky Executive Director .......... Jayne DePanfilis USHGA REPORTS

USHGA Hang Gliding Ratings/Oct. 2002 ��

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Hang Gliding • January 2003

Gallery Artist — Tex Forrest

Tex is a 42 year old non-Texan (long story) who gave up a lucrative career in advertising to follow his heart. Already a hang 2 by the late 80ʼs, he quit his job and moved to the beach. Instructing at Kitty Hawk Kites, then moving to Virginia to freelance illustrate and fly. Helping to establish Manquin Flight Park, Tex is now tug pilot and tandem instructor. Mixing hang gliding with t-shirt and logo design, hang glider product design, calendar and magazine editorial illustration fills the day. Thoughts on life; do what you love, the money will follow. Always ask yourself “can I?” Have fun, and donʼt forget the prime directive — D.F.U. Hang Gliding • January 2003

Soaring the Radial Ramp, Tennessee.

Soaring Lookout Mountain.

Torreey Pines

Hang Gliding • January 2003

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 II — Excellent condition, extras $900 OBO. (970) 728-3905. –––––––––––––––––––––––––––––––––––––––––––––– AEROS 142 — Oleg Racer III. Combat 1 150, Combat II 150. All perfect, low time, priced to sell. (828) 2663871. –––––––––––––––––––––––––––––––––––––––––––––– AIRBORNE CLIMAX 13 — One nearly new $4,995; One demo, looks new $4, 595. 1- 80 0 - 68 8 -5637, fly@hanglide.com –––––––––––––––––––––––––––––––––––––––––––––– AIRBORNE STING 2XC 152 — Excellent condition, low hours, white w/blue double surface, beautiful machine, like new. VG, speed bar w/faired downtubes & kingpost, the perfect intermediate XC glider $2,500. Contact Western Hang Gliders (831) 917-6261. –––––––––––––––––––––––––––––––––––––––––––––– AIRMAX HANG GLIDER SHOP — UP TRX 160 with extra fairing $1,500. Training harness $95. Prime cocoon harness $120. Prime XC cocoon harness $179. XC glider bag $59. Multipurpose MP glider bag $69. Waterproof TRANSPORT glider bag $99. Glider bag kits $39. GEAR BAGS $39. Speed bar blanks, downtubes, cloth, thread, sail repair material, bolts, nuts, washers, safety rings, saddles, ball pins, tubing end caps. What LEAF was, we are. Ask for our catalog. (505) 824-5098 e-mail airmax2u@yahoo.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 also import the new STRATOS RIGID. (760) 721-0701, indasky@yahoo.com and www.icaro2000.com –––––––––––––––––––––––––––––––––––––––––––––– DREAM 220 — Spectrum colors, e-mail for pictures $900 includes complete inspection, $500 w/o inspection. (510) 579-4661, rudyvisaya@attbi.com –––––––––––––––––––––––––––––––––––––––––––––– 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

Hang Gliding • January 2003

–––––––––––––––––––––––––––––––––––––––––––––– FALCONS — 140, 170, 195, 225 new and used. WALLABY RANCH (863) 424-0070. –––––––––––––––––––––––––––––––––––––––––––––– 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. –––––––––––––––––––––––––––––––––––––––––––––– FUSION 150 — Low hours, meticulously maintained, excellent condition, one of the last ones built $2,100 or trade or? (262) 473-8800, info@hanggliding.com –––––––––––––––––––––––––––––––––––––––––––––– FUSION 150 — Excellent condition, flies sweet, white/ blue, best offer. (305) 285-8978. –––––––––––––––––––––––––––––––––––––––––––––– K2 155 — Excellent condition $1,000. New York area (718) 430-3456, hsosa@aecom.yu.edu –––––––––––––––––––––––––––––––––––––––––––––– MOYES CSX4, SX4, SX5, MAX — Great condition, very low hours, clean, each priced at under $2,000. Moyes Xtralite 147 — All white $1,100 or trade for? (262) 473-8800, info@hanggliding.com –––––––––––––––––––––––––––––––––––––––––––––– MOYES SONIC 165 — Excellent condition, low hours $2,700 OBO. (205) 823-5121. rhilton103@aol.com –––––––––––––––––––––––––––––––––––––––––––––– PREDATOR 142 — Like new, 20 hrs, blue spectrum w/white top $2,699 buyer ships. (787) 890-3894. –––––––––––––––––––––––––––––––––––––––––––––– SPECTRUM 165 — The Wills Wing novice model before the Eagle. Two available, low hours, clean, priced to sell or trade for? (262) 473-8800, info@hanggliding.com –––––––––––––––––––––––––––––––––––––––––––––– SPORT AT 167 — Flies great, very good condition, ripstop trailing edge, green/white/blue, $850. Joe (847) 895-5858 Illinois. –––––––––––––––––––––––––––––––––––––––––––––– SPORTSTER 148 — Brand new, white and red, priced to sell or trade or? (262) 473-8800, info@hanggliding.com –––––––––––––––––––––––––––––––––––––––––––––– TARGET 180 — Near new, rental glider at flight park, clean, priced to sell. (262) 473-8800, info@hanggliding.com –––––––––––––––––––––––––––––––––––––––––––––– ULTRASPORT 135, 147, 166 — Rental gliders at flight park, low hours, clean, priced to sell. (262) 473-8800, info@hanggliding.com –––––––––––––––––––––––––––––––––––––––––––––– ULTRASPORT 147 — Almost brand new, <1 hour, speedbar $2,500. (310) 720-1604, hangdiver@infinitedata2000.com –––––––––––––––––––––––––––––––––––––––––––––– WW FUSION 150 — 2000, excellent condition, low hours, red/blue. High Energy Harness, Suunto Compass watch, make best offers. (602) 750-0798, thepines@cox.net

–––––––––––––––––––––––––––––––––––––––––––––– ADVERTISE YOUR USED EQUIPMENT IN THE HANG GLIDING MAGAZINE CLASSIFIED SECTION FOR THE BEST POSSIBLE RESPONSE. HANG GLIDING MAGA ZINE’S VAST MEMBERSHIP BASE MEANS THAT YOU WILL BE REACHING THE WIDEST POSSIBLE AUDIANCE. DON’T HESITATE, CALL OR E-MAIL TODAY FOR THE SPECIFICS OF CLASSIFIED ADVERTISING! –––––––––––––––––––––––––––––––––––––––––––––– 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 –––––––––––––––––––––––––––––––––––––––––––––– AIRMAX HANG GLIDER SHOP — Training harness $95. Prime cocoon harness $120. Prime XC cocoon harness $179. XC glider bag $59. Multipurpose MP glider bag $69. Waterproof TRANSPORT glider bag $99. Glider bag kits $39. GEAR BAGS $39. Speed bar blanks, downtubes, upright blanks, radios, varios, shock cord, leech line, harness rope, sail cloth, thread, sail repair material, bolts, nuts, washers, safety rings, saddles, ball pins, tubing end caps. What LEAF was, we are. Ask for our catalog. (505) 824-5098 e-mail airmax2u@yahoo.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. 1-800-688-5637, fly@hanglide.com –––––––––––––––––––––––––––––––––––––––––––––– RIGID WINGS –––––––––––––––––––––––––––––––––––––––––––––– ATOS-C — Tandem version, low hours, in Florida $8,450. (719) 930-6967, david@davidglover.com –––––––––––––––––––––––––––––––––––––––––––––– ATOS — CHEAP. Call for details. (907) 223-0622 –––––––––––––––––––––––––––––––––––––––––––––– EXXTACY 135 — 70hrs, comes w/extras $4,500. (206) 244-5122, redris1@attbi.com –––––––––––––––––––––––––––––––––––––––––––––– GHOSTBUSTER PARTS — Sail, flaps, spoilers, ribs, hardware, wires, everything but the leading edges. (970) 641-9207, skyout1@webtv.net –––––––––––––––––––––––––––––––––––––––––––––– ULTRALIGHTS –––––––––––––––––––––––––––––––––––––––––––––– AIR SPORTS USA — WWW.FLYFORFUN.NET

Classifieds

–––––––––––––––––––––––––––––––––––––––––––––– SCHOOLS & DEALERS ––––––––––––––––––––––––––––––––––––––––––––––

–––––––––––––––––––––––––––––––––––––––––––––– 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. ––––––––––––––––––––––––––––––––––––––––––––––

–––––––––––––––––––––––––––––––––––––––––––––– CONNECTICUT –––––––––––––––––––––––––––––––––––––––––––––– MOUNTAIN WINGS — Look under New York. –––––––––––––––––––––––––––––––––––––––––––––– FLORIDA –––––––––––––––––––––––––––––––––––––––––

The Aerotow Flight Park Satisfaction Guaranteed JUST 8 MILES FROM DISNEY WORLD

NATIONAL SCHOOL NETWORK — RINGS LOCALLY. For information call David (719) 630-3698, david@davidglover.com –––––––––––––––––––––––––––––––––––––––––––––– ALABAMA –––––––––––––––––––––––––––––––––––––––––––––– LOOKOUT MOUNTAIN FLIGHT PARK — See ad under Georgia. –––––––––––––––––––––––––––––––––––––––––––––– ARIZONA –––––––––––––––––––––––––––––––––––––––––––––– EVER THINK ABOUT PARAGLIDING? — www.paraglide.com –––––––––––––––––––––––––––––––––––––––––––––– CALIFORNIA –––––––––––––––––––––––––––––––––––––––––––––– DREAM WEAVER HANG GLIDING — Train on state-of-the-art WILLS WING FALCONS. LESSON PACKAGES: One four hour lesson $125. Three four hour lessons, plus tandem off 2,000ft. $400. Five lessons for $550. Ten lessons plus tandem $1,000. Complete lesson programs. Year-round instruction. Launching and landing and thermal clinics. DON'T HIKE YOUR GLIDER YOURSELF, I'LL HELP YOU! Dealer for Wills Wing, Moyes, Aeros, High Energy Sports, Rotor harnesses, Ball varios, Flytec, Brauniger, Garmin GPS Camelbaks and more. 80 MILES EAST OF BAY AREA. I’m your northern California MOSQUITO HARNESS DEALER. Call or email to schedule your Mosquito demonstration or clinic. Giving 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 ––––––––––––––––––––––––––––––––––––––––––––––

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

• YEAR ROUND SOARING • OPEN 7 DAYS A WEEK • SIX TUGS, NO WAITING • EVERY DIRECTION TORREY PINES GLIDERPORT - Come soar in San Diego! This family owned and operated flying site offers: USHGA certified instruction, equipment sales, tandem flight instruction, paramotor 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 Cafe. Importers for: ADVANCE, PARATECH, and INDEPENDENCE paragliders; and dealers for most other brands. Accessories include: Center of Gravity clothing, gloves, UV stuff sacks, and helmets; Crispi boots; AustriAlpin Carabiners; Fly Mike flight suits and helmets; and GutStuff gloves. Check us out online for sales and information at: www.flytorrey.com and email us with your questions at info@flytorrey.com, or call toll-free at 1-877FLY-TEAM. Also, you can tune in to the only Internet Paragliding Talk Show every Monday, from 9:00-11:00 am (PST) at www.wsradio.com. ––––––––––––––––––––––––––––––––––––––––––––––

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. 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

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 — Fulltime lessons, sales, service. Colorado’s most experienced! Wills Wing, Moyes, Altair, Aeros, Airwave, High Energy, Ball, Flytec, MotoCom and much more. Call (303) 674-2451, Evergreen, Colorado AirtimeHG@aol.com

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 –––––––––––––––––––––––––––––––––––––––––––––– LOOKOUT MOUNTAIN FLIGHT PARK — See ad under Georgia. Nearest mountain training center to Orlando (only 8 hours). ––––––––––––––––––––––––––––––––––––––––––––––

18265 E. State Road 80, Clewiston FL. (863) 805-0440, www.thefloridaridge.com

Hang Gliding • January 2003

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

THE BEST AEROTOW — Instruction available. The only U.S. hang gliding school with TWO NATIONAL CHAMPION INSTRUCTORS and U.S. WORLD TEAM MEMBERS Bo Hagewood 2000 National 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, volleyball and just minutes from Orlando attractions. Learn from the best.... at Quest! www.questairforce.com, Email: questair@sundial.net (352) 429-0213 Groveland, FL ––––––––––––––––––––––––––––––––––––––––––––––

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. –––––––––––––––––––––––––––––––––––––––––––––– GEORGIA ––––––––––––––––––––––––––––––––––––––––––––––

–––––––––––––––––––––––––––––––––––––––––––––– HAWAII ––––––––––––––––––––––––––––––––––––––––––––––

BIRDS IN PARADISE — Hang gliding & ultralight flying on Kauai. Certified tandem instruction. (808) 822-5309 or (808) 639-1067, 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) 390-0205. –––––––––––––––––––––––––––––––––––––––––––––– 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 –––––––––––––––––––––––––––––––––––––––––––––– MEXICO ––––––––––––––––––––––––––––––––––––––––––––––

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 Official Training 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.

Hang Gliding • January 2003

MEXICO — Summer in Monterrey, winter in Valle de Bravo. 1-800-861-7198, www.flymexico.com –––––––––––––––––––––––––––––––––––––––––––––– MEXICO — Done Vallé? Try Colima... it's HOT! Safari Mexico rides again! Experienced thermal pilots only. Solid foot launch skills required. Seven days $695 includes glider. John "Ole" Olson is your host at RANCHO DELUXE. Antiguo Aeropuerto Colima dil direct: 01152 312 312-4469, USA (360) 403-3199, HG-Mexico@learntoflytrikes.com

Classifieds

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

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 –––––––––––––––––––––––––––––––––––––––––––––– 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 winter tandem lessons and flying appointments with the DraachenFliegen Soaring Club at Cloud 9 Field. 11088 Coon Lake Road West,Webberville, MI 48892. (517) 223-8683. Cloud9sa@aol.com http://members.aol.com/cloud9sa ––––––––––––––––––––––––––––––––––––––––––––– 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, tchanggli der@chartermi.net.Visit our paragliding school in Jackson, Wyoming. Call Tracie at (307) 739-8620. ––––––––––––––––––––––––––––––––––––––––––––– NEVADA ––––––––––––––––––––––––––––––––––––––––––––– ADVENTURE SPORTS — Carson City, Sierra tours, tandems, sales. (775) 883-7070, http://home.pyramid.net/advspts ––––––––––––––––––––––––––––––––––––––––––––– NEW JERSEY ––––––––––––––––––––––––––––––––––––––––––––– MOUNTAIN WINGS — Look under New York. ––––––––––––––––––––––––––––––––––––––––––––– NEW MEXICO ––––––––––––––––––––––––––––––––––––––––––––– AIRMAX HANG GLIDER SHOP — Training harness $95. Prime cocoon harness $120. Prime XC cocoon harness $179. XC glider bag $59. Multipurpose MP glider bag $69. Waterproof TRANSPORT glider bag $99. Glider bag kits $39. GEAR BAGS $39. Speed bar blanks, downtubes, upright blanks, radios, varios, shock cord, leech line, harness rope, sail cloth, thread, sail repair material, bolts, nuts, washers, safety rings, saddles, ball pins, tubing end caps. What LEAF was, we are. A sk for our cat alog. (505) 824 -5098 , e -mail airmax2u@yahoo.com

Classifieds

––––––––––––––––––––––––––––––––––––––––––––– NEW YORK ––––––––––––––––––––––––––––––––––––––––––––– AAA FLIGHT SCHOOL — MOUNTAIN WINGS INC., 150 Canal Street, Ellenville, New York 12428, www.mtnwings.com, mtnwings@catskill.net (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!

–––––––––––––––––––––––––––––––––––––––––––––– 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 –––––––––––––––––––––––––––––––––––––––––––––– 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 –––––––––––––––––––––––––––––––––––––––––––––– GO...HANG GLIDING!!! — Jeff Hunt. Austin ph/fax (512) 467-2529 jeff@flytexas.com www.flytexas.com –––––––––––––––––––––––––––––––––––––––––––––– AUSTIN AIR SPORTS • CHECK WEBSITE FOR SCHEDULE OF EVENTS • ALL FLYING BY RESERVATION ONLY • DRAGONFLY/TRIKE INSTRUCTION • INTRO FOOT LAUNCH CLASSES • AEROTOWING/WINCH TOWING • EXCELLENT XC FLYING • TANDEM INSTRUCTION • SALES AND SERVICE

• 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

Steve Burns - 979.279.9382 email: sburns@austinairsports.com 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 ––––––––––––––––––––––––––––––––––––––––––––––` 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. zac@hangglideutah.com www.hangglideutah.com

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

BLUE SKY — Fulltime instruction and service at Manquin Flight Park near Richmond. Wills Wing, Moyes, Flight Design, Aeros and Doodlebug and Mosquito. 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. –––––––––––––––––––––––––––––––––––––––––––––– 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 –––––––––––––––––––––––––––––––––––––––––––––– RAVEN SKY SPORTS HANG GLIDING AND 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, no waiting! Four tandem gliders on wheeled undercarriages. WW Falcons for training from the very first lessons. USUA ultralight and tug 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 –––––––––––––––––––––––––––––––––––––––––––––– PARTS & ACCESSORIES –––––––––––––––––––––––––––––––––––––––––––––– AIRMAX HANG GLIDER SHOP — Training harness $95. Prime cocoon harness $120. Prime XC cocoon harness $179. XC glider bag $59. Multipurpose MP glider bag $69. Waterproof TRANSPORT glider bag $99. Glider bag kits $39. GEAR BAGS $39. Speed bar blanks, downtubes, upright blanks, radios, varios, shock cord, leech line, harness rope, sail cloth, thread, sail repair material, bolts, nuts, washers, safety rings, saddles, ball pins, tubing end caps.What LEAF was, we are. A sk for our cat alog. (505) 824 -5098 , e -mail airmax2u@yahoo.com –––––––––––––––––––––––––––––––––––––––––––––– 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 –––––––––––––––––––––––––––––––––––––––––––––– ABSOLUTE LOW — Ball/Blue Sky VARIO prices! www.websitetrafficbuilders.com/vario.htm, email bob@websitetrafficbuilderscom

Hang Gliding • January 2003

Launching at Daniel’s Mountain.

Bird’s eye view at Manquin.

Hang Gliding • January 2003

Training at Kitty Hawk Kites.

Towing at manquin Flight Park.

Hang Gliding • January 2003

Slipping the surly bonds...

ty Hawk Kites

Kit Dune soaring at

Hang Gliding • January 2003

Teaching at Kitty Hawk Kites, NC.

Soaring the Kitty Hawk dunes, NC.

Hang Gliding • January 2003

–––––––––––––––––––––––––––––––––––––––––––––– BRAUNIGER GPS — Carbon fiber flightdeck package. Top shelf. New $1,300, asking $900. Perfect. (970) 728-3905. –––––––––––––––––––––––––––––––––––––––––––––– FLIGHT CONNECTIONS, INC. PTT II

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

Classifieds

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

SPECTACULAR TROPHIES

AWARDS & GIFTS! Free catalog. Soaring Dreams (208) 376-7914, www.soaringdreamsart.com, e-mail to lisa@soaringdreamsart.com ––––––––––––––––––––––––––––––––––––––––––––––

• ORDER ONLINE AND SAVE • Water/Dust Resistant Push Button • Field Replaceable Finger Switch • Heavier Gauge Wire/Improved Plugs • Increased Strain Relief at ALL Joints $119.95 Extra finger switch $19.95 w/purchase. Dealer inquiries welcome. Call (636) 390-8919. MC/Visa.

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

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

Visit our website at www.flightconn.com, mikedillon@flightconn.com –––––––––––––––––––––––––––––––––––––––––––––– FOR ALL YOUR FLYING NEEDS — Check out the Aviation Depot at www.mojosgear.com 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 from Hill Country Paragliding Inc. www.hillcountryparagliding.com 1-800-664-1160 for orders only. Office (915) 379-1567. –––––––––––––––––––––––––––––––––––––––––––––––

XC $60., heavy waterproof $100. Accessories, used stuff. Low prices, fast delivery! Gunnison Gliders 1549 County Road 17 Gunnison CO 81230. (970) 641-9315, orders 1-866-238-2305

Hang Gliding • January 2003

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 /of f f lowmeter, 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

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 80901-1330, (719) 632-8300, fax (719) 632-6417, ushga@ushga.org VISA/MC accepted. –––––––––––––––––––––––––––––––––––––––––––––– BUSINESS & EMPLOYMENT –––––––––––––––––––––––––––––––––––––––––––––– Airplay Australia Pty Ltd is a Hang Gliding/Paragliding business in Cairns, the Adventure and Backpacker capital of Australia. A recent motorcycle accident has left the owner incapacitated leading to the business now open for sale. An HGFA approved training facility, Airplay retains all local government, environment, club approvals and permits. Consistent southeast trade winds throughout the months March-November provides for steady operations. Established for some 12 years, the business has over 430 booking agents throughout the local and surrounding region. Ample room for expansion exists both locally and inbound. Other activities in the region include Bungy Jumping, Skydiving, White Water Rafting, Scuba Diving (Great Barrier Reef), Hot Air Ballooning, 4wd Tours, Sea Kayaking, Microlighting, Game Fishing, Dirt Bike Tours, etc. The site itself is located on World Heritage Coastline, the only in Australia and one of few in the world. With soft beach landings, total turn-around from pack-up to launch is less than 2 minutes! Local Housing prices range from $120,000 to $160,000 and are right on the site. A website is under construction and can be viewed at along with a promotion video that is played throughout Backpacker Hostels in the local region. Truly a fantastic opportunity to relocate, work, live and fly in paradise. Open Tender $60,000Aus+. For more information contact, david@airplaysports.com

Classifieds

–––––––––––––––––––––––––––––––––––––––––––––– PUBLICATIONS & ORGANIZATIONS ––––––––––––––––––––––––––––––––––––––––––––––

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

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

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.

–––––––––––––––––––––––––––––––––––––––––– 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. ––––––––––––––––––––––––––––––––––––––––––––––

with useful details and includes great cloud footage. It is a straight-forward presentation that is easy to follow. 50 min. $39.95 NOW IN DVD, same great price. 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 NOW IN DVD, same great price. HANG GLIDING EXTREME & BORN TO FLY by Adventure Productions, great HG action, $34.95 each. NOW IN DVD, same great price. Call USHGA (719) 632-8300, fax (719) 632-6417, email: 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! ––––––––––––––––––––––––––––––––––––––––––––––

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) USHGA, PO Box 1330, Colorado Springs, CO 80901. 1-800-616-6888 www.ushga.org –––––––––––––––––––––––––––––––––––––––––––––– TOWING –––––––––––––––––––––––––––––––––––––––––––––– AEROTOWING ACCESSORIES — Headquarters for: The finest releases, secondary 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, fax (530) 888- 8708, flyamoyes@aol.com, www.moyesamerica.com ––––––––––––––––––––––––––––––––––––––––––––– 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

From the Telluride Festival in 1981, to the modern day freestyle competition. Follow the history of this dynamic gathering. $24.95 Call USHGA (719) 6328300, 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. ––––––––––––––––––––––––––––––––––––––––––––––

Didn’t get what you wanted for the holidaze? Console yourself with an official Life Is Good T-Shirt, $20. And feel spring-fresh with a High-Performance GLIDE T-Shirt, $15. Add $3 shipping pershirt; send checks or MO to Pete Hammer, 1214 Hyde Park Dr, McKinney, TX 75069. Or buy online at home.earthlink.net/~hangdog/buysome.html Questions? hangdog@earthlink.net

Hang Gliding • January 2003

Index to Advertisers Adventure Productions ................. 19 Attack Tubes................................... 53 Blokart............................................... 7 By Dan Johnson............................. 15 Digifly.............................................. 23

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Flytec USA................... 9, Back Cover Hall Brothers .................................. 19 Just Fly ........................................... 14 Lookout Mt. .............................. 21, 36 Mojo’s Gear .................................... 36 Moyes ............................................... 7 Sport Aviation Pub. ....................... 31 Traverse City .................................. 25 US Aeros ........................................ 31 USHGA ....................... Various Pages Wills Wing ........... Inside Front Cover

CLASSIFIED AD PRICES: 50 cents per word, $5.00 minimum Boldface or caps: $1.00 per word. (Does not include first few words which are automatically caps.) Special layouts or tabs: $25 per column inch. (phone numbers: 2 words, P.O. Box: 1 word, E-mail or Web address: 3 words) Photos: $25.00, Line art logos: $15.00 (1.75” maximum) DEADLINE: 20th of the month, 10 weeks before the cover date of the issue in which you want your ad to appear (i.e., September 20 for the Nov. issue). Prepayment required unless account established. No cancellations or refunds allowed on any advertising after deadline. Ad insertions FAXed or made by telephone must be charged to a credit card. SECTIONS: Hang gliders • Towing • Emergency Parachutes • Schools & Dealers • Parts & Accessories • Ultralights • Business & Employment • Publications & Organizations • Miscellaneous • Wanted • Harnesses • Videos Contact Jeff@USHGA.org for additional details USHGA P.O Box 1330 Colorado Springs, CO 80901 (719) 632-8300 • fax (719) 632-6417

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Hang Gliding • January 2003

ST. PAUL, MINN. -- Have you been noticing the change in your magazine? Some pilots have had loud discussions about those changes, yet many members have said little (as is common). You’ve been seeing the work of new art directors after a hard push by leaders to spark the magazine’s look and feel. Other major changes are ahead (more next month!).  Are you ready for the combined magazine? Every other country I can think of has, for a long time, integrated their magazines for hang gliding and paragliding. The USHGA Board of Directors has worried through this decision with great care (I’ve had a front-row seat). It won’t please everyone; no decision ever does. But it will be the future.  The good news is, art directors Aaron Swepston and Tim Meehan have given each magazine a snazzier look. Most members to whom I’ve spoken seem enthused about the changes. Even those who weren’t sure about the new appearances are coming around (though a few resist assimilation of “that other sport” into “their” magazine). Hang Gliding and Paragliding are each a little thin; the combined issue will give some needed heft to the magazine. Newsstand operators often judge a title by its thickness, since they know customers perceive value by quantity when they evaluate new magazines to buy at the bookstore. For $3.95 you can get a 150- to 200-page periodical, so a 50- or 60-page magazine appears to offer less value. Don’t forget, the magazine is a “product” for USHGA and it isn’t hard to simply disappear on a newsstand with 500+ magazine titles.  I also wish to welcome Washington State consultant Dan Nelson, as well as give a mention to longtime publications supporter (and computer guru) Steve Roti. These folks, working with Swepston and Meehan and the office staff, have been able to make some big changes that they hope you’re enjoying.  At the beginning of November 2002, Tom Peghiny was welcomed into the EAA Hall of Fame. Luminaries from all segments of sport aviation joined several hundred well-wishers at a formal evening ceremony in Oshkosh, Wisconsin to honor those who have contributed so much to recreational aviation. A true pioneer, Tom is one of the winningest hang glider contest pilots ever. His design of the Kestrel hang glider in the late ‘70s revolutionized the sport with its double-surface, shaped-rib, short-chord configuration. A teenaged vice president of Sky Sports -- once the East Coast’s largest builder of hang gliders -Tom later worked with Electra Flyer and Seagull Aircraft. When Tom presented his acceptance speech he focused on his early years, which were consumed with hang gliding. Peghiny’s focus these days is on powered ultralights. However, he remains an active hang gliding enthusiast, flying at Morningside Flight Park. In recent years he’s been helping his son Jeff to learn hang gliding. With his partner, Spark Lamontagne (another hang glider pilot), Tom runs Flightstar and H-Power, two leading enterprises in light powered aviation. Congratulations to a deserving nominee, Tom Peghiny, now a permanent member of the EAA Hall

of Fame.  Returning to more product-oriented news, I’ve been giving periodic updates on the efforts of Mike Riggs. From his days building thousands of Seagull IIIs, Riggs now returns with Seagull Aerosports. He and his wife Linda attended Peghiny’s Hall of Fame affair, giving me a chance to get caught up on his Pod developments. The new “harness-with-wheels” concept -- I hesitate to call it a “trike,” since that suggests the wrong image -- is kicking into higher gear with Riggs’ acquisition of a shop near his home. His company is now housed at 2415 W. Industrial Blvd., Long Lake, MN 55356. The phone is 952-473-1480 and fax is -1481. He expressed confidence about having a first product by 2003’s earliest air shows and in time for the new soaring season.  You don’t need to wait until spring to go flying, though. Wallaby Ranch is running a special right now. The “World’s First Aerotow Flight Park” is celebrating its 10th anniversary with a series of “10s.” For example, they say, “It is with pleasure and gratitude that we offer 10-dollar tows from Christmas through January. We want to thank our friends from all over the world for a decade of solid growth. It is your loyal support that made Wallaby Ranch a success.” FMI: fly@wallaby.com or dial 1-800-Wallaby (925-5229)  The Florida tow park will just be getting revved up for a later event. Wills Wing’s 30th anniversary celebration is scheduled for the Ranch March 25-30. The SoCal hang glider manufacturer invites you to “come celebrate 30 years in the hang gliding business.” Wills says they are “going all-out!” Planned are seminars, demos, parties and prizes.  Wills Wing is offering some wintertime bargains on variometers to help you psych up for a new season. Their imported Brauniger AV Pilot vario/altimeter is just $375. Wills states, “The audio is sensitive, and the sink alarm is user programmable for threshold, and offers two different tones.” AV Pilot displays digital and graphical climb and descent rates, plus altitude and time in digital with a 50-flight memory. Mounts for hang gliders or paragliders are available.  Want to spend lots less? Try the audio-only variometer, the Brauniger Sonic for $189. Its three-position switch allows you to select lift-only, lift and sink, and the Sonic comes with a two-year warranty.  WW-brand has a deal on a new helmet for spring. Get rid of your stinky old one and grab a Charly Air Control Helmet right now for $79. Wills says the imported helmet “uses a highly effective shock absorbent foam to achieve the European Standard EN966 -- Hang Gliding and Paragliding Helmet Certification.” Said to have “extraordinarily light weight and minimal size,” the Charly helmet features a removable chin guard designed to protect the pilot when towing, if the towline is released under high tension with subsequent recoil. FMI (at their redesigned Web site) willswing.com  Outta room once again.  So, got news or opinions? Send ‘em to: 8 Dorset, St. Paul MN 55118. Messages or fax to 651-450-0930. E-mail to News@ByDanJohnson.com or CumulusMan@aol.com. THANKS!

Hang Gliding • January 2003

Parting Shot

Two more to leave you with. Rigid wing above the Rocks by Ron Gleason, and smoke filled sky during the World Meet at Chelan Butte, Washington.

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