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

Hang Gliding

February 2003 • $3.95

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

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Table of Contents Features USHGA Report — Bill Bryden Hang 2 View: Double Take — Jennifer Beach USHGA Report: Putting Power in Your Harness — Bill Bryden Spacecam Invasion — John Heiney Self Made Man: The Story of Bob Trampeneau — Mike Vorhis Thermal Lore, Part 3 — Dennis Pagen Gallery Artist — John Heiney

4 10 12 14 18 34 41

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

Cover: Mario Monza flying the Aeros Stalker at the Dry Canyon Memorial Fly-In, May 2002, in Alamogordo, NM Photo by John Lowery Contents: “Uh Oh” Photo/Digital composition by Mike Helms Centerspread: Terry Kramer flies tandem with his daughter Bethany near Whitewater, WI on July 12, 2002 Photo by Terry Kramer

Important Issue for Members to Consider Story by Bill Bryden

(USPS 017-970-20–ISSN 0895-433X)

VOLUME 33, ISSUE 2

USHGA Editorial

Published by USHGA

In the last two decades, our sports have changed. Way back 20-odd years ago, a ‘paraglider pilot’ was a hang glider pilot with two wings and king posts were things to be shunned by any respectable hang pilot. And towing was a high-risk adventure avoided by most pilots. As I said, our sports have changed. Paragliders were invited in the intervening years, and towing has become a critical launch method employed at least in part by the vast majority of the large hang gliding schools in the United States. It has even become an element in the training of a majority of new hang glider pilots, and most paraglider pilots take advantage of towing at some point in their flying career to learn new skills and practice existing ones. A few people have even begun experimenting with aerotowing paragliders. Clearly towing has become a very critical element for the health and future for our sports. To keep pace with the evolving technologies and practices we use to enjoy this flying lifestyle, our organization must periodically modify some of our administrative paperwork and policies. Given the importance of towing to our flying lives, the time has come to revisit and revise the USHGA articles of incorporation The articles of incorporation are the legal papers filed with the state, California in our case, to establish and maintain a legal corporation. Our articles state our purpose is to “engage exclusively for scientific and educational purposes in the development, study, and use of fuel-less flight systems and aircraft capable of being launched by human power alone.” The articles of incorporation were created in the mid-’70s well before towing, as we know it, was even imagined. Obviously towing has become an integral aspect of our flying. We use various surface-based tow equipment including various winches, static lines and even boats to launch with more than just human power alone. What’s more, we have created an entire aerotowing program including a pilot rating (ATP) for the people operating tow vehicles. We have a FAA exemption for operating powered ultralights. We now desire another exemption for heavier powered tow vehicles. In short, these are no longer activities, but significant aspects of our sports which are potentially in conflict with our articles of incorporation. We believe that the articles should be amended eliminate any potential issue or conflict with the extensive tow operations we now employ as well as those we can best envision employing in the future. California corporate law requires a membership vote for us to make this change. During the March Board of Directors meetings (March 7-9, 2003) in Colorado Springs, there will be a general membership meeting. At this meeting we will be asking the members to vote on a change in the Purpose clause of our articles of incorporation. We request members attend and cast their vote on this important matter. We are still working on the specific language for the article’s association purpose. The recommended language will be made available prior to the meeting via the USHGA Web site. We clearly are not interest in a stated purpose that would encompass trikes, powered parachutes and small airplanes beyond the use of these exclusively for tow vehicles. Craft capable of being foot launched and foot landed are the scope of ultralights to include.

Editor in Chief: Gil Dodgen Editorial Consultant: Dan Nelson, 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, 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 • February 2003

Air Mail THOUGHTS ABOUT AVIATION 1) As an aviator, in flight you can do anything you want, as long as it’s right. We’ll let you know if it’s right after you get down. 2) As a pilot only two bad things can happen to you, and one of them will: One day you will walk out to the aircraft knowing it is your last flight. One day you will walk out to the aircraft not knowing it is your last flight. 3) If a mother has the slightest suspicion that her infant might grow up to be a pilot, she’d better teach him to put things back where he got them. 4) There are rules and there are laws. The rules are made by men who think they know better how to fly your airplane than you. The laws (of physics) are immutable. You can (and sometimes should) suspend the rules, but you cannot suspend the laws.

let any other thing touch his aircraft. 13) An aircraft’s G-limits are only there in case there is going to be another flight in that particular aircraft. If subsequent flights do not appear likely, there are no G-limits. 14) It is a tacit, yet profound admission of the preeminence of flying in a pilot’s life, that those who seek to control him via threats always threaten to take his wings, not his life. 15) One of the beautiful things about a singlepiloted aircraft is the quality of the social experience. 16) The ultimate responsibility of the pilot is to fulfill the dreams of the countless millions of earthbound ancestors who could only stare skyward and wish. Author Unknown USHGA WEB FEEDBACK: CONTROVERSIAL ADS

5) More about rules: Rules are a good place to hide if you don’t have a better idea and the talent to execute it. If you deviate from a rule, it must be a flawless performance. 6) The pilot is the highest form of life on earth. (Don’t you want to be one too?) 7) The ideal pilot exhibits a perfect blend of discipline and aggressiveness.

Dear USHGA, I would just like to comment on the controversial FlyTec Ad in last month magazine. I thought it was awesome! Finally a funny dash of spice for our bland, PC, magazine. The vocal minority on this issue is just that. Please continue to ad some spice to our magazine, which is after all an “Extreme sport”. Our magazine should be more exciting and “edgy”. Let the thin skinned readers from the dark ages, whine all they want.

Dear USHGA, I read the hang gliding newsgroup, and have seen some degree of backlash against the cover and Flytec ad in this month’s issues. These people are ridiculous, and are out of touch with both widely acceptable morals and with the sense of fun and games that should accompany a risky and risqué sport as ours. Ignore them, and keep (and grow) the life in the magazine. Daniel Pifko Hi there, I’ve been reading the “controversy” regarding the Flytec ad and cover in the November issue, and some of Aaron’s wellarticulated comments on the chat board actually got me to write in. While I realize that the USHGA caters to a wide audience, our primary audience is over 18. I enjoyed the raciness and felt it perked up the mag (hey it got people talking). No matter what you produce, you will always offend someone, that’s just journalism. Please stay a little edgy, a far worse crime would be to become milk-toast to appease a narrow-minded few... especially for a hang gliding mag. By the way, LOV E my new 2003 calendar. Thanks, Chris Ingoldsby

11) If you’re gonna fly low, do not fly slow!

Dear USHGA, I am usually not much of a complainer but I really DO NOT like the December magazine cover. Hang Gliding magazine is (or should be) about flying, but it seems that photos of a small handful of pilots, especially women pilots, are regularly featured. I want to see and read about f lying equipment, flying sites, and flying technique... not see and read about the “pop culture in crowd”. This goes for the completely tasteless ad that Flytec is now featuring. I ask you to print this letter in Air Mail so you can solicit feedback from other members.

12) It is solely the pilot’s responsibility to never

Mike Brown

8) The medical profession is the natural enemy of the aviation profession. 9) It is absolutely imperative that a pilot be unpredictable. Rebelliousness is very predictable. In the end, conforming almost all the time is the best way to be unpredictable. 10) He who demands everything that his aircraft can give him is a pilot; he who demands one iota more of it is a fool. (The problem is knowing where the line is. The “edge of the envelope” is a cliff, not a gentle slope.)

Hang Gliding • February 2003

Best Regards, Jack Axaopoulos Dear USHGA, I think the cover of the magazines are and have been just fine. The Flytec add was also acceptable and funny. As a member I have faith in the existing structure to make judgment calls for me in determining what is offensive. James Gaar Member #73846

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. 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. 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 Heaney 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. Intermediate 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. 6

April 20 to April 26, 2003: Wallaby Open International Hang Gliding. As in previous years, this is a USHGA-sanctioned Class A, CIVL Category 2 competition. Location: Wallaby Ranch, 1805 Dean Still Road, Davenport, FL 33897. Tel: 1-800-WALLABY (US & Canada) or 863.424.0700 Number of Pilots: 90-120 pilots Competition Entry Requirements: USHGA Membership, USHGA Advanced Pilot rating (or foreign equivalent) with Aerotow sign-off Glider/Equipment Entry Requirements: Class 1 and Class 2 hang gliders. GPS receivers are required for flight documentation. Entry Fee: $400, 50% deposit required at registration Registration: December 15, 2002, through April 20, 2003 Meet Format: Cross-country race to goal with or without turnpoints Rules: 2002 USHGA Competition Rulebook and the 2003 Wallaby Open Rulebook Scoring: GAP Meet Organizers: Malcolm Jones and Laurie Croft Meet Director: J.C. Brown Safety Director: Malcolm Jones Scorekeeper: Peter Gray USHGA Meet Stewards: Jim Zeiset and J.C. Brown Awards and Prizes: A minimum of $5,000 prize money will be distributed fairly between the classes. Mandatory Pilot Briefing: April 19, 7:30 PM at meet headquarters. Rest Days and Contingency Plans: No official rest days are planned. No official practice days are planned. There are no rain, weather or contingency plans to extend or postpone the competition. 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.hangglidingspectacular.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: 1-800-861-7198, 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). Hang Gliding • February 2003

Calendar of Events 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 deploy-

Hang Gliding • February 2003

ments, 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. 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.hangglidingspectacul ar.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, (252) 441-2426, or www.hangglidingspectacular.com/eventinfo.html for more details.

Updates KING MOUNTAIN-OPOLY

The secrets to winning the 2003 King Mountain meet are now available to the masses. Legendary King Mountain-Opoly is now available for sale, and all profits go to the 2003 King Meet and IHGA. This is the best gift you can give besides a new glider. You too can learn the long-held secrets of: the best bonus LZ’s, the best routes, the best ways to win big points with the Meet Director and Launch Directors (and the best way to lose them). We have a lot of extra-special things planned for 2003, so get these insider secrets while they are hot! King Mountain-Opoly is a professionally produced board game with cool icons and everything. The price is $35 plus $5 shipping. To order contact: Lisa Tate, 11716, Fairview Ave., Boise, Idaho 83713, (208) 376-7914, (208) 484-6667, lisa@soaringdreamsart.com. Checks and credit cards (via paypal.com) are accepted.

RED BULL VERTIGO PARAGLIDING AND HANG GLIDING AEROBATICS DVD The sky is not the limit; the ground is. The first Red Bull paragliding and hang gliding aerobatics DVD is now on the market. The DVD contains 65 minutes of great material from the last four Red Bull Vertigo events, the prestigious international competition and first event of its kind in which only the world’s best pilots participate. It is an explosive cocktail of brilliant video that presents the competition from various perspectives. The 1998, 2000, 2001 and 2002 footage was produced by Hannes Arch, a well-known professional aerobatics and paraglider pilot. Also included is “Vertigames 2002,” by Guillaume Broust, a passionate video artist. He presents Red Bull Vertigo in the form of a video game. The DVD concludes with a 2002 photo gallery by Swiss event photographer Denis Balibouse. Red Bull Vertigo was brought to life five years ago to meet the needs of many hang glider and paraglider aerobatics pilots who sought new horizons in their sports. The secret of this sport is the third dimension — the union of aerobatics, technique and aesthetics — a veritable ballet in the sky which combines courage and virtuosity with adrenaline. The DVD is available on the official event Web site, www.redbull-vertigo.com, or contact Pascal Poullain, shop@redbull-vertigo.com.

USHGA MEMBERSHIP APPLICATION/WAIVER UPDATE

The USHGA reemphasized its mandatory waiver collection program this past summer in an effort to be sure that each of the Association’s members satisfies the criteria for membership this year. The USHGA has three membership criteria: 1) full paid annual dues; 2) an approved membership application, and 3) an original member-signed waiver on file in the USHGA office. Magazine subscribers are not members of the USHGA. Magazine subscribers do not have the right to vote and they are not eligible for pilot liability coverage. If by chance you are an active pilot who renewed as a magazine subscriber for some reason, please be advised that you are not eligible for the USHGA’s pilot 8

liability insurance program. While the magazine is considered to be the most visible membership benefit, pilot liability insurance and landowner site insurance are arguably your most important member benefits. The design of the USHGA’s database nearly four years ago did not take into consideration the Association’s need to implement a mandatory waiver collection program on an annual basis to fulfill membership criteria. In order to qualify for pilot liability insurance and landowner site insurance, the USHGA agreed to implement a diligent waiver collection effort at the time you join the USHGA and at the time you renew your membership each year. The USHGA’s membership database is fully integrated into our Web site. The membership database drives the content of the Web site in many ways. While many aviation associations’ Web sites offer online application services that

appear to be utilizing fully integrated membership databases, some of these other online application processes still require a staff person to print the online applications and enter the membership data into a separate membership database. Other aviation-related associations don’t require original member-signed waivers for membership because they don’t offer a unique insurance program like the USHGA does. Again, the USHGA’s online application process is fully integrated, and it will soon provide fully automated application and renewal services with some fine tuning. Even though the USHGA is well ahead of the curve in terms of having developed and implemented such sophisticated Internet technology, especially given the fact that we are a relatively small membership association with limited resources, the online processes, including joining the USHGA, renewing your USHGA Hang Gliding • February 2003

Updates membership and auto-renewing your membership, must conform with our business model. The fully integrated database/Web site has not yet provided fully automated application and renewal processes. Members must still provide the USHGA with original member-signed waivers on an annual basis and the online processes did not account for this requirement. An announcement was published in the magazines last summer, informing USHGA members that the Association planned to implement a revised waiver. The primary purpose of revising the waiver was to address this issue that our members must still provide an original member-signed waiver every year at renewal in order to fulfill the membership criteria. The USHGA is very cognizant of the fact that in order to take full advantage of the Web site as a fully automated membership application and renewal service, we had to implement a waiver that the applicant would be required to complete and sign once, either at the time you join or at the time you renew. The USHGA implemented a new membership application as well in December 2002 and January 2003. Once this new membership application is “married” to the revised waiver, applicants for membership in the USHGA will only need to sign the Membership Application/ Waiver, Release of Liability, and Assumption of Risk form once, facilitating a fully automated online application service. The USHGA expects to begin a one-year mandatory waiver collection program when the new Membership Application/Waiver is implemented, hopefully by February 1, 2003. The USHGA currently requires original membersigned waivers for membership. Many of you already know that the USHGA cannot accept faxed waivers, and we cannot accept telephone renewals. For those of you who renew online, the USHGA will contact you and let you know that we will happily send your new membership card to you once we receive a “freshly” signed waiver from you. The USHGA advises you to return the completed and signed membership Application/ Waiver to the USHGA office within 15 days of notification. Those of you who are currently enrolled in the auto-renewal program can expect to receive this same kind of notification either by e-mail, if we have your e-mail address, or by regular mail. The membership application and waiver forms can be downloaded from the USHGA Web site or mailed to you by the USHGA staff. I acknowledge that the USHGA currently has an online system that isn’t fully automated, Hang Gliding • February 2003

but we also have one of the most advanced, integrated, online membership services in operation in a small aviation-related association. The USHGA staff greatly appreciates your patience and understanding during this time of transition. If you have questions or comments, or require further clarification, please call me at 800-616-6888 or e-mail me at jayne@ushga.org. — Jayne DePanfilis, USHGA Executive Director

THE WORLD’S FIRST AEROTOW FLIGHT PARK CELEBRATED ITS 10TH ANNIVERSARY LAST AUGUST...IN WISCONSIN. In the January 2003 issue of Hang Gliding magazine, an announcement was made in Updates which claimed that the Wallaby Ranch was the first aerotow flight park, now celebrating its 10th anniversary. While I’d like to wish everyone at Wallaby a happy anniversary, I must disagree with their assertion that theirs was “the world’s first aerotow flight park.” On August 15, 1992, history was being established when Raven Sky Sports’ flight park performed its first aerotow. Since then, many thousands of aerotows have been made at this same site in Wisconsin each year. Beginning on that date, an ever-increasing number of hang glider pilots in the United States have been aware that Raven Sky Sports is committed to offering aerotows and aerotow instruction seven days a week; that a quick phone call to Raven’s phone number would connect you to a flight professional and allow you to confirm that the weather was good for today’s flying; and that, upon your arrival at the flight park, a professional staff of hang gliding aerotow enthusiasts would be ready and waiting to tow you up. On August 15, 2002, we celebrated our flight park’s tenth anniversary of continuous aerotowing. Raven Sky Sports aerotow flight park started off modestly funded, and modestly equipped, and has grown slowly but steadily over the past 10 years. It cannot be disputed that

the Wallaby Ranch developed a much nicer infrastructure, and did it more rapidly, in great part due to the funding available from wealthy interests. The Wallaby Ranch grew very rapidly in the first few years due to the hard work of Malcolm Jones, and also due to the hard work of many people who no longer work there, such as Bobby Bailey, Connie Bailey, and David Glover, among others. A review of back issues of Hang Gliding magazine tracks the early history of aerotow flight parks. The first print ad featuring Raven Aerotow Park appeared in the Special New Pilot Edition #2 of Hang Gliding Magazine, published by the USHGA in the summer of 1992. In the same issue was an ad for aerotowing at Lookout Mountain Flight Park (which began there in March, 1992). In my quick review of the literature, I have found no mention of any ‘aerotow park’ other than those two for many, many months after that. I quit looking after the September 1993 issue. While I applaud Malcolm and his staff at the Wallaby Ranch for developing one of the nicest aerotow flight parks in Florida, and in the world, I must respectfully dispute his claim to have opened the world’s first aerotow flight park. I would say that Lookout Mountain Flight Park was the “First Flight Park to Add Aerotowing,” and that Raven Sky Sports was the “First Dedicated Aerotow Flight Park.” While it is well known that money can accelerate the growth of a flight park—and it is also a well-known saying that money can’t buy happiness—we must also accept that, claim or no claim, money can’t buy history. Brad Kushner, President Raven Sky Sports, Inc.

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

Double Take (TAKE1)

Storm Fodder - Those who ride gust fronts sometimes become this.

Blue Hole - The small patch of unclouded sky that every pilot just knows is going to expand.

TECHIE TALK unofficial

Some ^ definitions of flying It was totally frustrating at times. I wanted to learn to fly but was not able to start lessons, had no friends who were freeflight pilots, and was generally ignorant of the entire hang gliding and paragliding community. I hunted down a USHGA magazine, actually found one, and bought it religiously. Only one article into my first issue I hit my first obstacle, “techie talk.” What the heck is an “LZ?!?” It was mentioned in several places, in several articles. Nowhere was it defined. Nowhere was the acronym spelled out. So I was left wondering. Did it stand for long zoom, last zoom, lift zone ? At last, somewhere in the next issue or two, there it was “Landing Zone.” That was only the beginning. There were dozens of terms, phrases, and acronyms that were unfamiliar; some were downright strange. Ø Gust Front - The high wind that is typically at the leading edge of a storm.

Promising - Another way of saying “I’m not going home yet, ‘it’ will come around.”

It - That wonderful, fascinating, elusive and frustrating phenomenon commonly called wind.

Wind - The magical force that keeps gliders aloft.

Venturi - A wind you don’t want to meet. It is air that accelerates to escape a confining area. It is generally found moving around the side of a tall obstacle, between two tall obstacles, or behind the lift found at the top of a tall obstacle.

Lift - Air that is moving upward.

Ridge Lift - Air that is moving upward because it has been deflected by a large rise in the ground, a cliff works well for this (yes, a cliff counts as a large obstacle).

Thermal - Air that is moving upward in a column-like motion, akin to a very mild tornado.

Sink - Air that is moving downward.

Suck - Air that is moving downward very fast.

*note: big lift is almost always followed by big suck.

Dacron Magnet - Mother Nature has strategically placed these large features throughout the flyable areas of the earth. Every once in a while she activates them, just for fun. The magnet attracts only dacron. See “suck” for further explanation.

Parked - A position in which a pilot is neither going upward nor downward, forward nor backward. Show-offs!

Local - Not to be confused with a local free-flight pilot. A local is a natural resident of the area, usually extremely adept at thermaling and soaring. Show-offs!!

Thermaling - The ability to work thermal lift to gain altitude.

Ø Soaring - The ability to work any lift to gain altitude. Ø Altitude - The distance between you and the ground, usually best traversed in your wing, or other life-saving device. Ø Dive - A method of loosing altitude, very quickly. Ø Stuff-It - To push the control bar to your hips, or knees, see dive, but to the extreme. Ø PIO - Pilot Induced Oscillation - Usually occurs during training or at extreme speeds. However, 99 times out of 100, the pilot will swear they hit rough air. Ø Approach - Flight path to the LZ. Also the flight path used in human interaction.

Taking a sled run at William’s Peak, Colorado. Photographer unknown.

Ø Landing Flare - The art of applying Hang Gliding • February 2003

precisely the right amount of braking pressure to make your altitude, vertical velocity, and ground speed all come to zero at the exact same moment. Ø

Garage Queen - A glider, well past its prime, whose owner just doesn’t have the heart to throw her out.

(TAKE 2)

Is There Still Magic in Your Sled Ride? The wind was still coming in when we returned to launch after an afternoon of ridge soaring. As we began to set up for another flight the wind died. Seems that’s been my luck. This was one of my first weekends out as a Hang 2 and I thought that the stillness signified the end of the flying day. I was about to begin packing up for the night when another pilot noticed my actions. “Trust me,” he said, “the air will be boaty. It’ll be great!” “Boaty?” I thought, “What the heck is boaty?” I decided to trust him and complete my set up and preflight. I moved out to launch and felt only the weakest puff of warm summer air on my cheeks. I settled the glider on my shoulders, felt the wing, focused and launched. To my surprise the launch was not nearly as intense as I had anticipated. As I had been instructed, I turned directly toward the LZ. The landing area looked forever away. I was fearful that without any lift I would be unable to make it and would need to land in the alternate LZ. As I settled into the flight, I noticed something was missing. The wind noise that had accompanied my previous flights was almost non-existent. I heard the scree of a hawk below me and the howl of the coyote pack in the valley. The magic of this “boaty air” had cast its spell. My next delight was discovering that I had plenty of altitude to make the main LZ. I cleared the obstacles between the alternate LZ and the main LZ with plenty of room to spare. Some time later I stood on a different launch. Looking over the valley I let the beauty of the place fill me. It was early morning and the wind was barely coming in. I hadn’t been out for several weeks so the objective of this flight was simply launch, fly, and land. Once back up on Hang Gliding • February 2003

An unknown pilot demonstrates a “flare” at Telluride. Photo by the author.

launch I would shoot for a longer flight. I launched in the light wind and turned to work off altitude. There would be no lift, but that was not the point. The abundant sink produced silky smooth air that was immediately noticeable. When I turned back parallel to launch I smiled and let the glider settle at trim. Then I removed my hands from the basetube and flew with them out to my sides like a silent airplane. For seemingly unending seconds I enjoyed the captivating air. Then it was time to turn onto final approach, pull on speed, and focus on completing a no-step,

high-altitude, no-wind landing. The enchantment of these flights are what I think about when it is a whole 5 degrees and the weekend is not looking very promising, again. As the winter weeks pass and there are fewer flyable days, I bring back to mind the scree of the hawk in the still “boaty” air, and the freedom of the calm sink of an early morning sled run. My hope is that I never fail to delight in these types of flights. It is the simple magic of free flight that keeps me dreaming of looking down. — J.B.

If Your USHGA Membership Expires On 1/31/03 We Need To Receive Your Renewal BY FEBRUARY 20th Or you will miss the March Issue If Your USHGA Membership Expires On 2/31/03 We need To Receive Your Renewal BY March 20th Or you will miss the April Magazine

Putting Power in Your USHGA Editorial

Story by Bill Bryden

As we go to press, a debate rages within the ranks of the U.S. Hang Gliding Association. Okay, that’s not really news, but this time, the debate in question is about motors. More specifically, the topic of consideration is the USHGA’s stance with respect to powered harnesses for both hang gliders and paragliders. These are harnesses like the Mosquito for hang gliders and the paramotor units for powered paragliders (PPG). Note, however, there is NO debate or consideration about trikes, powered parachutes or other types of powered ultralights that generally have wheels: The only powered units USHGA is considering are harness systems that can be clipped to a regular hang glider or paraglider and soared unpowered once aloft. During a preliminary discussion on this topic during the fall Board of Directors meeting, there were various positions presented, defended and passionately debated. But one thing which was universally accepted as fact: more and more of our members are pursuing these devices with the goal of increasing their airtime, something not being adequately satisfied with current launching options. There is legitimate concern about the consequences for our insurance retention and procurement if operations with powered harnesses are covered. The insurance broker and the underwriter have both been consulted regarding the insurance ramifications of these activities, from their perspective.

They do not perceive the powered harnesses (hang or para) are any greater risk than we presently have with gliders. In fact, they suspect the risks are lower. The United States Powered Paragliding Association (USPPA) has compiled some statistical data and their impression based upon a very modest population size is that risk issues are actually less. Both the USPPA and insurance representatives believe the ability to use power when approaching a landing provides the pilot a degree of freedom to avoid problems not available to a glider landing. It is also believed by many, that pilots with paramotors can more easily get airborne, fly higher and farther and consequently are more likely to get into trouble, encroach into prohibited airspace or wander into other problems. However, the opinion of many USHGA instructors who also teach the use of motorized harnesses contradicts this. The consensus opinion of these instructors is that it is indeed more difficult get into the air with a power unit, and therefore a higher skill level is needed to fly them. With respect to powered harnesses for hang gliders, consensus holds that these are also more difficult to learn to fly than hang gliders alone. One important component of this debate that must be recognized is that this activity is going to happen with or without us. If we get involved in some way in the governance of the activities, we can help the culture evolve toward safety and responsibility as it has

done with hang gliding and paragliding. By being involved in this inevitable tangent of our sports, we can strongly recommend people get instruction and we will have the opportunity to educate them on airspace issues and the like. If we do not get involved, then we cannot influence the situation to our benefit. We would not be able to educate these pilots about the need to treat sensitive soaring sites with care and respect. However, we will still suffer any consequences of governmental or public response to problems powered harness pilots potentially create. Everyone engaged in this debate understands that the philosophy of “pure” soaring flight is important. The USHGA formed a Powered Harness Committee and they have extensively considered the previous history 20+ years ago with the ultralight vote and the relevance of that to today. There are various factors different now than before and one of the more significant is that the U.S. Ultralight Association (USUA) and other organizations servicing ultralights now exist. Where before our embracing motors meant incorporating most all motorized craft including trikes and three axis machines, we can now draw a line, such as any powered unit we include in our scope must be foot-launchable and foot-landable. We would continue to refer craft outside a very narrow scope to those other organizations. We want to still be dedicated to soaring flight but embrace the use of powered harnesses to achieve it, much the Hang Gliding • February 2003

Harness same as motor gliders are embraced by the SSA and the sailplane world. The USHGA Board of Directors has concerns about the moral merits of getting more involved with powered harnesses. Many of our members are purchasing these and if we are able to help create an instructional environment that improves their safety and saves lives, do we not owe it to those members to provide this assistance? Of course, we also need to address future governmental regulation and consider the likely implications of our involvement in powered harness governance. Generally, there is little downside from this dimension that isn’t already there. Far more likely, the risks and issues are actually greater without our involvement. It should also be recognized that there is a growing need for some organization to embrace and assist people desiring powered harnesses for both paragliders and hang gliders. Virtually everything we teach a pilot to reach our novice level is also necessary for pilots wanting to learn powered harnesses, both HG and PG. If an organization has a good powered harness program, then they have essentially the major pieces for a competing soaring program. The USUA and especially the ASC are going to have significant financial problems when the FAA’s Sport Pilot rules are well in effect since a significant portion of their revenues come from selling twoplace instructor ratings. The ASC is already trying to move into hang gliding and paragliding to take Hang Gliding • February 2003

away USHGA members. Many people perceive that people with powered harnesses, both HG and PG, can readily find a small field and start flying and that site insurance and liability insurance are not generally required to secure these. The experience of the USPPA and USHGA members actively flying powered harnesses tends to refute that assumption. Indeed, third party liability and more specifically site insurance are very clearly needs and issues presently confronting the folks with powered harnesses. Moreover, these needs cannot be meet by any existing flying organization, except by the USHGA. Insurance is something we cannot extend to non-USHGA members because of the provisions of the policies. The only realistic method for providing insurance coverage for people (including many of our own members) using powered harness units is under a program the USHGA offered. Bearing all this in mind, the questions than come down to this: If we do not do anything to embrace powered harnesses, how likely are we to regret that decision and how much, 10 or 15 years from now? If we do embrace these in some manner, how likely are we to regret that decision and how much, 10 or 15 years from now? The decision to take on paragliding 10 years was controversial then but most members would now agree it has ultimately been very good that we did this. Similar situations in sport aviation history make me absolutely

certain to the core of my heart that we will ultimately be very glad we embraced powered harnesses and we would ultimately regard a decision to not embrace them as one of the dumbest things we’ve ever done as an association. After much angst, soul searching and excellent discussion, the recommendation of the Powered Harness Committee is a unanimous recommendation that the USHGA should embrace powered harnesses for our members. The merits of establishing a new division or class of members have been considered. Maybe that will be a necessary step in the future. Presently, pilots already having some degree of mastery with the basics of flying, acquiring the skills required for powered harnesses isn’t that big of a deal. Probably more than learning how to tow but clearly far less than for a HG pilot to learn PG or visa versa. The Powered Harness Committee has recommended we simply create a new special skill for each hang gliding and paragliding. This is something we need to do. I understand and appreciate how some of the purists may take issue with powered harnesses; I had similar thoughts and concerns when the USHGA incorporated paragliding. However, history has proven the wisdom of that decision and I now passionately believe history will be similarly repeated with our embracing powered harnesses. — B.B.

I am shooting air-to-air photos of Howard Hall and John Dunham, thermaling up on a beautiful spring day at Horseshoe Meadows. The odd part is, I do not need to worry about where my lift is coming from. In fact, I don’t need to pay attention to the flying at all. I am in the back seat of a helicopter piloted by Jim Gavin (Hollywood’s premier rotor and fixed-wing camera and stunt pilot). In the left front seat is Ron Goodman, operating the Spacecam® computer-controlled, gyro-stabilized, remote-controlled camera system, which has revolutionized helicopter filming.

Left to right: John Heiney, Andy Synch, Howard Hall, Ron Goodman, Michele Hall, John Dunham, “Hungary” Joe holding Catlin, Cindy Benti, Dan Dickman, Greg MacGillivray (front), Joey Fresquez, Jim Gavin, Chris Romero and Jack Tankard.

am shooting air-to-air photos of Howard Hall and John Dunham, thermaling up on a beautiful spring day at Horseshoe Meadows. The odd part is, I do not need to worry about where my lift is coming from. In fact, I don’t need to pay attention to the flying at all. I am in the back seat of a helicopter piloted by Jim Gavin (Hollywood’s premier rotor and fi xedwing camera and stunt pilot). In the left front seat is Ron Goodman, operating the Spacecam®

computer-controlled, gyro-stabilized, remotecontrolled camera system, which has revolutionized helicopter filming. Hang gliding is making a rare appearance in a new IMAX film. The movie is called Coral Reef Adventure, from Director Greg MacGillivray, and it will be in IMAX theaters starting February 14. How does hang gliding fit into a film about coral reefs, you ask? The film is an underwater adventure story that calls attention Hang Gliding • February 2003

on Counterweight mount with battery on the T-2 (Michele Hall photo).

to the beautiful yet seriously endangered coral reefs of the world. It follows the 10-month expedition of Howard and his wife Michele on a mission to film and document the reefs of the South Pacific. If you wish to inspire people to react to a problem, it helps to enchant them with fantastic entertainment while you persuade them with scientific reasoning. The hope is that viewers will be thinking of how they can help play a role in saving

Hang Gliding • February 2003

coral reefs as they leave the theater. Images of human beings flying hang gliders is part of the entertainment, and it helps establish Howard’s character. It is also perhaps a gentle, subliminal suggestion regarding non-polluting recreation. The average IMAX film is 45 minutes long. Viewers would feel somewhat waterlogged after being “under water” for 45 minutes. A completely different activity on or above the surface becomes

a welcome diversion, giving the audience a chance to “catch their breath.” Other diversions that were filmed include surfing lessons, whitewater kayaking, kids snorkeling with Jean-Michel Cousteau, and filming from an ultralight piloted by John Dunham. Generally these diversionary segments are very short in duration. If a 30-second segment of hang gliding seems hardly enough to motivate you to

go the theater, I assure you that you will time I would get my wish. the glider would weigh more than 150 not be disappointed by the rest of this The camera is called the W-14, and pounds. film. Judging by the footage I have seen, it was developed by Jim Williams and Brad Kushner had let me take a even the most die-hard sky freaks will be Jack Tankard for MacGillivray Freeman hop on his new T-2 tandem glider from blown away by the spectacular shots of Films. It weighs only 35 pounds. Only? North Wing Design. It was a very nicesea life, underwater scenics and the cool I never thought I would say “only 35 flying, big glider. When this mount job shots of cross-country “liquid flying.” pounds” in reference to a camera to be came up, I knew which wing I wanted to Greg MacGillivray’s company, mounted on a hang glider. Everything use to carry the weight. Film production MacGillivray Freeman Films, has been is relative. Even though the weight was coordinator Anne-Marie Hammers ormaking movies and filming aerial scenes barely low enough to consider flying dered one in the same colors as Howard’s for Hollywood movies for more than 30 with, there were other problems. Fusion. For the mount shot the T-2 years. Greg was an avid surfer and started The W-14 is a big, ugly box — beau- looked close enough and would be much his filmmaking career making surf tiful to a photography enthusiast but ugly less death-defying. films. Greg’s film, Five Summer Stories, to the relative wind. But the added drag I started by clamping 20 pounds of is one of the most popular surf movies was nothing compared to the position dead weight at the rear of the keel and of all time. Greg’s first IMAX film, To that Greg wanted. It was not my first 20 at the nose. Obviously this would Fly, featuring Bob significantly Wills hang glidincrease the ing in Hawaii, is pitch moment of considered the most inertia. A testpopular IMAX film flight confirmed in history. Greg’s that the glider recent film, Everest, felt damped in is possibly the most pitch, but it flew important IMAX quite well. film ever, and a Later I flew cinematic triumph. with 35 pounds Initially I was at the rear, hired to function as counterweighted safety coordinator on the front. between the hang The glider was glider pilots and the still plenty conhelicopter pilot. I trollable. This have a good deal of flight gave me experience flying the confidence Left to right: John Heiney, John Dunham and Howard Hall on Horseshoe Meadows Road after my first landing with hang gliders around to proceed with the W-14 (Michele Hall photo) helicopters and, designing the choice for hanging nearly 40 pounds of believe it or not, towing behind helimount system. Flying with extra weight extra weight, but, when the producer copters. When Howard learned that he aligned with the keel was predictably said, “Here is where I want it,” I just said, would be flying with a camera helicopter easy. Flying with this much weight offset “I think I can do that.” he took the logical step of requesting the two feet to the side would be a much The camera position would be near benefit of my understanding of helicopter more difficult endeavor. the rear of the keel about two feet to dangers. Howard introduced me to master the left and two feet down. I was not When I heard that the producer machinist Jim Jensen who helped me deat all sure it could be done, but I chose wanted a “mounted shot,” my interest sign the parts and did all the machining to look at it as a challenge. I was not so was aroused. My specialty is camera for the mount. I worked with Jim over concerned about my safety because I was mounts on hang gliders. The idea of the next few weeks to build and refine intending to conduct progressive deadmounting an IMAX camera on a hang the mount. He was helpful above and weight tests starting with 20 pounds on glider was a daunting but intriguing beyond, and everything he made worked the rear of the keel (counterbalanced in challenge. It had not been done before. A beautifully. the front, of course). Torrey Pines in the normal IMAX camera weighs around a I decided on a wire-braced strut spring would be perfect for these tests. hundred pounds. I was aware that Macsystem to keep the weight low. I tried My real concern was for the safety Gillivray Freeman Films has a smaller 35 pounds of weight on an early version of the camera. In its chosen position it camera just for such situations. I had of the mount. Of course, I had to make would be subject to possible groundheard about it years earlier during ana counterweight mount with equal and contact even on a good landing, which I other IMAX project. I was disappointed opposite offset at the nose to keep the roll did not expect to have. I knew that with that I did not get to use it then, but this axis in balance. Full weight on these two the camera, battery and counterweights 16

Hang Gliding • February 2003

mounts put a bizarre-looking bow in the keel. I did some tests in which I ran into strong wind on level ground near launch just to get flying for short hops. I would flare and land before actually launching off the cliff. It seemed to fly straight, but I decided it was structurally unsound. I was unsure of what a few G’s would do to the bow in the keel, and I was unwilling to find out in the real world. I elected to make a more rigid keel. During these tests I had the rear weights on a bolt threaded into a ball head. I did not notice that the bolt was backing out. On one run the rear weights fell off! Of course, with 35 pounds at the nose and nothing at the rear, the nose slammed on the ground. The Torrey regulars who had been watching my experiments, and thought I was crazy anyway, were now convinced I was absolutely insane. Of course, during flight tests I had a backup system to prevent any unauthorized departures. The new 1-7/8” keel stayed straight during the full dead-weight testing. Jack Tankard and Steve Ford came to Torrey Pines to determine if and how the camera would work with the new mounting system. Without Steve I would not have made nearly as many test-flights that day. He was indefatigable in carrying the 150-pound glider down to launch after I would land and make changes. I approached this problem by making small increases in weight to avoid big surprises. A cautious attitude and a logical process had led me to the final flights with dead weights equaling full camera weight without mishap. At this point I knew it could be done. The next step would be aerotowing and no-wind

“Hungary” Joe landing against Sierra background.

landings. The hang glider/ultralight group rendezvoused at Lone Pine two days before the film crew to get set up and practice towing. “Hungary” Joe Szalai and Cindy Benti, with their daughter Catlin, brought their Dragonfly. Joey Fresquez and his friend Chris Romero brought Joey’s Mustang-winged, home-built, Juan Corral-designed trike. Joey and Chris were traveling in Joey’s finely tuned van. John and Jeri Dunham brought their motor home down from Reno and Howard and Michelle Hall drove in from San Diego. I was living at the “Volkswagen Hotel” at the time. “Hungary” Joe and Joey Fresquez performed the aerotow function and they performed it well. Joey, an avid hang gliding enthusiast, is a wellrounded pilot. He is a solid aero-tug pilot with some notable flights on rigid wings. “Hungary” Joe is the

aero-tug master. He spreads aerotow enlightenment far and wide, and teaches students as a tandem instructor for Windsports. Cindy Benti conducted aerotow launch operations and Chris Romera provided ground support. Catlin rode on the launch cart whenever possible. Both tugs endured the five-day shoot without significant problems. We towed out of Lone Pine Airport, which has a field elevation of 3,700 feet. The highest tows were to about 8,000 feet, which Joe had predicted would be the service ceiling of the tugs under tow. This, our second day on location, turned out to be about the last day in a period of many weeks of strong wind. Months earlier MacGillivray Freeman Films had scheduled five days for our shoot. For the last four days we had essentially clear skies and light winds for our operations. The day we left, the Continued on page 31

Hang Gliding • February 2003

Self Made Man

Bob Trampeneau, Jim Marske, Matt Redsel and Howard Trampeneau with the Marske Monarch

(Last month we presented the history and design philosophy of Seedwings icon Bob Trampenau. In this second installment, we publish details on his aerodynamic theories and the specialized systems and features of his glider designs.) Trampenau on Aerodynamic Sails: “We all agree that clean sails and efficient airfoil shapes reduced drag and improve lift,” he comments. “But a more subtle balance of factors exists in planform and washout shape, the taper of the wing, and how the airfoil must change from root to tip. The Sensor sail for 25 years has 18

been completely compound-curved in its cut, and I believe that is the reason for the advantage the Sensor has had for so many years. Other designs tried to get away with a flatter, less cambered sail, because it’s less expensive to manufacture. A highly compound shape is more complex to create, and requires better pitch stability features. That’s why I wanted stronger, more effective positive-pitching methods in the late 70’s, so I could push for greater performance.” On Sail-Making: “Like a straight piece of long wood when you cut it lengthwise, sailcloth

cut on a long dimension often ends up curved. When you lay down an 18-foot piece of straight sailcloth and cut a long panel from it, removing a portion off one or both edges, the remaining panel is no longer the shape that you want once it is unpinned from the pattern. When one or both edges are removed from the panel, the remaining inner tensions warp the final piece of fabric. “My cutting technique is to remove most of the extra cloth surrounding the panel to be cut, and then pin the fabric to the pattern for the final cut. This produces a natural-laying, perfect panel, which is the most acHang Gliding • February 2003

curate. Symmetry is maximized, and tuning problems and wrinkles are minimized. Computer cutting machines, such as are used by larger manufacturers, cannot by themselves do this in one simple step. As far as I know, it requires extra cutting steps with human intervention. For high aspect ratio, high performance sails, I believe the human touch is difficult to beat.”

210 used a Wortman helicopter blade airfoil that also saw action on at least one ultralight sailplane built to research bird flight. “By 1979,” he says, “I had decided to use a modified human-

Airfoils: Bob has been studying airfoils for over 30 years, noting that certain types have been used on human-powered aircraft, other types on sailplanes, and yet another type on flying wings. He cites the Mitchell wing, for example, which used the NACA 23012, as did most of the early Schweizer sailplanes and Jim Marske’s Pioneer and Monarch flying wings from Marion, Ohio. Bob’s Petrel ultralight sailplane was designed to use an airfoil used on the Puffin II human-powered aircraft. This particular Wortman airfoil is good for low Reynolds numbers (very low speed flight), and generates very high lift, but due to stability issues it requires a tail. For the Sunseed, Bob used a modified Liebeck airfoil that is also designed for low Reynolds number flight and has high lift and L/D, yet has a low pitching moment, which makes it stable with a flying wing. His early Sensor

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powered aircraft airfoil, similar to a Liebeck but with a smoother, less critical shape over the transition region. In the hang gliding Nationals of ‘79 at San Bernardino, the Sensor 210 was one of the top flexwings that finished behind a Class-2 Fledge rigid wing. The 210 in

particular was a very outstanding glider for its time. It won the Manufacturers’ League meet of ‘79 and ’80, and in the Owens Valley contest in 1980 the Sensor 210 flown by Jeff Burnett placed 4th, with the remaining gliders in the top 10 all being Comets. In ‘81 the Sensor 510 won 1st and 2nd at the Nationals. This Sensor airfoil worked so well in terms of performance and stability that Wills Wing, UP, Moyes, and Sunbird gliders all purchased the Sensor airfoil coordinates from me. Basically, I think the Sensor airfoil is what started the rest of the industry going on this particular trend, starting around 1980. If I’m incorrect, then why did the manufacturers buy it, and why does everything pretty much look like it today?” I asked him how a wing’s tip differed from the rest of the wing, and why he has placed so much emphasis on tip airfoil design. “The way I think airfoils work in the tip area of a hang glider is similar to that of the trim-tab theory. To keep the wing tip washed out or twisted up, camber is required, not reflex. To keep the root section pitching up, reflex (i.e., a more positive pitching moment than the wing tip airfoils) is required. If you were to have reflex in the wing tip of the flexwing, at high speeds in particular the wing tip would ‘wash-in’ or twist down, resulting in higher tip angle of

www.hallwindmeter.com

Hang Gliding • February 2003

attack, greater tip lift, and a glider that wants to nose over and down. Camber in the root combined with reflex in the tip creates an even worse situation at high speed.

He discusses his more recent airfoil design technology: “In 1990 I started using a computer program called Panda to analyze airfoils. This program also allows me to generate new shapes based on the requirements of the glider: pitching moment, lift, and drag. But programs and the airfoils you can generate from them are only as good as your testing. Comparison flying and flight tests in general are the only true way to know if a shape that looks good on computer is actually a good airfoil in reality.” He uses the knowledge loop from computer to flight testing and back, to gain experience and to find out what works or does not. For the Sensor 610, he has generated hundreds of iterations on computer, flown 50 to 100 of them, and blueprinted only a dozen or so different shapes. From those, only a 20

“High point location on a hang glider airfoil is very important. If you look at all sailplane and model airplane airfoils, including ones for flying wings of all types, you discover that very few, if any, have their high point further forward than 25% cord. The Liebeck airfoil designed for turbulent flow in particular has its high point at 22%. The L/D ratio over a broad angle of attack range really suffers when you push the high

point further forward than that. And a wing with it’s high point further rearward than 30% generally requires a tail to be stable, or else the wing must be thinner or must have more reflex, and that can negate any lift or drag benefit the airfoil gave to begin with.” He acknowledges that pushing the high point forward does increase stability similar to reflex. But considering the increased drag penalty of a far forward high point, the only reason Trampenau

can offer why some other designers do so is to avoid having to bend reflex into the ribs, to save the time and money in production. “Personally, I don’t like to do things like that.” What has his experience shown regarding a double surface? “Double surface percentage beyond 75% to 85% has diminishing benefits, for performance per se. But, I do use more than that, and there are two reasons why: In the wing tip area of modern topless hang gliders, it’s important that the transverse battens [sometimes called spreaders] are as far aft as possible, yet for cleanest airflow I still want them contained inside the double surface. And in the root area, a large double surface percentage can improve the root section’s moment coefficient.” Tip Planform: The Sensor tip shape is an historical icon. Its curved profile, formed by a highly flexed composite fiber wand, is not only efficient in flight, it also forms an “auto-tensioning” mechanism that keeps the hand-crafted sails ‘drum-tight’ for decades. There are still many 510-C models in active service, and you will never see a hint of bagginess in any of them after 15 years and many hundreds of hours. Whenever a new glider design “sees the light” and adopts a curved tip shape, invariably you hear the phrase “kinda like a Sensor” from onlookers. How did this shape become a hallmark of Seedwings gliders? Unlike many inventors, who can be too proud to learn from their environment, Trampenau knew he wanted to emulate the airfoil and hydrofoil shapes he saw in nature. The whale’s fluke, the moth’s wing, all sported a tapered curved tip, and all were clearly highly efficient for low Hang Gliding • February 2003

Historic drawing; The original spec sheet for the Sunseed.

“The argument can also be made for rigid wings. Aero-elasticity is evident in every design, regardless of construction and materials; and the pressures on airdeflecting surfaces at higher speeds is enormous. In the case of the Fledgling rigid wing, it is known that as the reflex in the wing tip at high speeds twists the wing tip down, the positive bar pressure and pitching moment then reduces to near zero or below. Even though it’s a rigid wing, aero-elastic effects can be strong enough to reduce the washout that is intended to keep the nose up. I believe swept-back wings require a slightly more positive root section moment coefficient than the tip section moment coefficient, for the high-speed lowest-twist stability condition.”

few have stood out as outstanding over time.

Reynolds number motion through a fluid medium. But it was unclear how to construct a tip that would do the same. One day in January of 1976, Bob was walking through a sporting goods store, and glanced at some fishing rods, one of which had its tensioned line hooked to a lower line guide. He saw that the resulting shape was not only elliptical, but also flexible in rotation, and tapered. Bob observed that such a structure would offer span-wise sail tension to both the leading and trailing edge, and “I realized in a second that this is exactly the way a hang glider wing tip should be built.” Bob denies that his sails should anymore be characterized as ‘drum-tight,’ the perma-tensioning tips notwithstanding. “The 510 series was tight,” he acknowledges, “but I now use just about the same sailcloth tension as other industry leaders. The difference

Hang Gliding • February 2003

is that my sails fit like a glove, because they are sculpted so carefully around the airfoils and airframe. I spend 50 hours making each sail, what with the mylar rib-sleeve caps, the kevlar trailing edge bead, all the shear ribs, other performance and longevity features no one else in the industry bothers to use, and the highly-refined 3D sail shape, which

The topless Sensor CFX 142.

must be wrinkle-free throughout the VG range.” Though extreme tightness is no longer the goal, the tips will still hold optimal tension for many moons. He says it has been found in the last 30 years that the most efficient wing tip shape is one that has its maximum

span as far aft and close to the trailing edge as possible, or even behind. Such a design has been called a Horner tip or a Schumann tip. “The wing tip vortex always comes from the maximum span point. The further aft you can place the vortices away from the wing itself, the lower the tip vortex drag will be.” Again citing seagull wingtips and the propulsion fins on many marine mammals and fish, he repeats that “nature has shown us a progressively sweeping rearward tip yields the lowest drag.” The Sensor Tailfin: “If I was interested in gaining benefit from an advertising billboard that couldn’t be removed from the glider, as do the other manufacturers and as has been used by a few egocentric comp pilots over the years, then I would have put my logo on the keel pocket or wing tip or lower surface, like everyone else.” He is addressing the occasionally-voiced

sentiment that the famous Sensor tailfin is nothing more than a place to plop the Seedwings logo. “It wasn’t until I removed the keel pocket on the 510A in 1984 that I realized how effective it had been for yaw stability, even though it was so close to the center of gravity. The 510-B was no doubt cleaner in the center section, yet in the air the first test flights proved something had definitely been lost. And I’d experimented in the late ‘70s with keel pocket extensions aft of the CG, and found that just one square foot a few feet behind the CG made a positive difference.” Although it seems to defy some designers’ versions of aerodynamic math, it is nevertheless well known among Sensor pilots that a Sensor feels like it’s “on rails” at any speed above min sink. Those who fly them invariably mention aggravation over constant yaw motion after a flight on any other type of glider. That the Sensor fin does not also detrimentally damp heading changes is sometimes a point of confusion to pilots. Trampenau voices one of the many theories his intuition-rich mind has developed over two and a half decades: “I’ll tell you why tailfins work on hang gliders: Hang gliders turn by first experiencing an adverse yaw. This yaw, though small, is in the opposite direction of the turn, and so wastes time and energy. If you can reduce the time during adverse yaw and constrain the energy towards the direction you’re turning, then I believe you have a quicker heading change. Besides, the tailfin simply helps a glider track truer at lower speeds, spending more time on heading and not slipping around creating drag, and not skidding turns next to the hill or in a gaggle or on final. And of course the fin also further improves tracking at high speeds.” Flaps on a hang glider: “Once you’ve flown a high performance sailplane with flaps, your experience tells you there’s no better feature to 22

have. For example, spoilers create only drag and a reduction of lift, even when they’re not deployed; they raise your stall speed and contribute nothing to performance. I designed my Petrel ultralight sailplane to have Fowler flaps, for increased camber and area. High performance features developed for hang gliders can only benefit our enjoyment of the sport. Once I had achieved my enclosed crossbar curved wingtip hang glider [the Sensor 510], I started to think of ways to articulate the wing which would not push it outside the Class-1 weight shift category. My invention of the VG in 1982 was the first step in achieving this. By the late 1980s, once I had felt the 510-C and E models were the culmination of the series, I started to think seriously about creating flaps on the Sensor.” Trampenau understands that “performance” translates to more than capability at the high speed side of the operating envelope. Controllable slow flight, sink rate minimization at very slow speeds, and diminished turn radius all yield thermalling advantages over other gliders. His development of the Sensor “flap” system was de facto recognition of these truths. “I believed the 510 was the wrong hang glider to put flaps on because its nose angle was 137 degrees and the wing was too highly tapered. The root was too broad and too far aft.” That is to say, it had the wrong planform for flaps to be applied with complete safety. “In order to put flaps on the Sensor, I first needed to redesign the glider with five degrees more sweep in the nose angle, and with less taper in the wing. I also wanted to start using 7075 T6 leading edges and ribs. This required an entirely new design that I called the Sensor 610. The 510 had lasted for 10 years in production with various model changes and improvements. I designed the 610 airframe and wing geometry to last in its design theme for twice that long.”

The Sensor flap system is in fact far superior to classic flaps, because unlike the crude discontinuity-rich mechanisms on all rigid wing aircraft, wherein “variable camber” is approximated by using planar extensions angled downward from the wing’s trailing edge, Trampenau has achieved a truly variable camber to his wing. Flap deployment ‘humps up’ the camber throughout the cord as much as it deflects the trailing edge down. The result is an extremely high lift airfoil in the flap deployment area, capable of controllable flight at speeds 20% lower than without the system, and a sink rate at full deployment equivalent to that realized at VG tight, but at the slow end of the speed range. The turn radius tightens so dramatically in deployment that typically it seems as though other gliders are orbiting around a Sensor pilot, struggling on the edges of a tight core, while the Sensor is centered in the heart of the column. The sensation is that the axis of rotation is inboard of the inside tip (although this isn’t possible in reality) and that that tip is “traveling backward.” Like the cartoon hound who breaks off a fire hydrant and then rides the gushing jet of water skyward, in light ambient winds and strong semi-vertical lift there is no better way to maximize climb rate than to experience the Sensor flap system. And when lift is light and cores tease you with the uncertainty of a much-needed low save, the slow speed maneuverability of this system is worth its weight in carbon fiber, mylar, and 7075 tubing combined. The beauty of the Sensor flap system is that a pilot now has a sleek high performance Sensor 610/Laminar 2000/ Litespeed/Talon-class glider, and also a Mark-4/Pulse/Falcon-class glider, and everything in between, all at the pull of a single cord. The window of efficient operation has been flung open wider than it’s ever been. “Having watched paragliders deploy their brakes for a number of years, it Hang Gliding • February 2003

seemed to me like that was the simplest way to increase camber in the root of the wing. We already had root reflex bent into our ribs for the tight VG high-speed condition, which is identical to a sailplane with negative flap settings for high speed. All we needed now were positive flaps, pulling downward and amplifying camber. Additional surfaces were out of the question, so it was a matter of bending or curving the root ribs and sail downward.

And he wanted no flap deployment in VG-tight. But their benefit was much desired in VG-loose, where the natural increase in twist raises stall speed and sink rate. “The simplest system would be to connect the flaps with the operation of the VG, so that they would increase lift, reducing the stall speed and improving the sink rate, only when we needed it, and only in the handlingoptimized VG-loose setting in which we’d prefer to thermal.”

“I experimented with hinged ribs at or near the double surface line; flight-testing proved a hinged flapped surface would produce separated flow at minimal flap deflection angles. I could feel and hear the separation. The minimum sink improvement was negligible and there was very little stall speed reduction, unless I pulled the trailing edge down at even steeper angles. This would be great only for landing, but I wanted flaps to benefit launching and thermalling also.

He points out that since he invented the VG in the early ‘80s, everyone has become accustomed to thermalling in the VG-tight setting, for the improved sink rate it offers. We have suffered the handling stiffness and the lockouts to get the sink rate benefit, which becomes an advantage in rate of climb. So he felt it made sense to connect the flap levers directly to the crossbar, so that the crossbar motion in transitioning to VGloose would pull and deflect the flaps. “It was a marriage made in heaven. The kingposted Sensor flap development, as far as I can determine, cannot be made any simpler. To get such a significant increase in performance for almost nothing in hang gliding is too much to dream for, yet it has come out that way in this case.”

“Takeoff and thermalling flap settings are usually only five to ten degrees for sailplanes, which produces almost all lift, with very little increase in drag. Once you deflect flaps downward more than ten degrees or so, the drag increases more than the lift does. So in trying to keep things simple, I flight-tested a mod wherein I had levers on the ends of the ribs which bowed or cambered the entire rib downward. The effect was profound and significant. That glider slowed down by as much as 4 mph, and the sink rate improved by 10 to 20 feet per minute. And as the warping was progressive, I could camber the ribs more than 10 degrees without any separated airflow. The glider felt smooth, with no buffeting and no loss of lift. On the kingposted 610 in the 144squares size, I could fly more slowly in VG-loose than I had at any time previous in hang gliding.” Tramp believed the flaps should be connected to the VG system because he did not want a second control. Hang Gliding • February 2003

Flaps on a Topless Cam-VG Glider: “Coming up with a similar type of flap system on the topless Sensor was not as simple, because the VG makes use of a cam rather than a traveling crossbar. There was no easy direct connection. I like the cam system though, because it eliminates the changing anhedral/dihedral of the leading edges and airframe that the previous VG produced, and it also keeps the crossbar and weight of the center section hardware stationery inside the glider, as compared to the crossbar moving in the opposite direction you’d like your trim speed to be. “Obviously, I had to connect the flap levers to whatever was still moving in the cam system. My first attempt was 23

to connect flap wires to the cam wires themselves, which proved to yield less than satisfactory results. I then ran the flap wires outboard to the cams themselves and this produced a slightly better effect, but still not completely adequate. The cams seemed to have a mind of

their own at times, ‘parallelogramming’ laterally, which would make the flaps operate differentially in a semi-predictable manner. “But I knew intuitively that a simple solution existed, and I knew I had to stop the crossbar and cams from sheering to left or right. Once I discovered that method, the flaps stopped operating differentially. That was good, but I still had long flap wires running outboard to the cams, and I wanted them shorter. While experimenting with all these previous flap hookups, ‘RC’ Dave [Bob’s other test pilot David Freund] and I had talked about the possibilities of a center hookup. So in the autumn of 2001 I decided to run a last experiment to devise a method to make the flap wires run to the center of the glider. A new cam wire and pulley arrangement was required first; once 24

that was accomplished, I then devised a simple and unique pulley system on the leading edges which allowed the flap wires to finally hook to the center pulley system. “By December of 2001, I finally had

the system that I knew would make the flaps operate nearly identically to those of the kingposted 610. The lift generated by the flaps on the topless is now as significant as it is on the kingposted model. Of course change is inevitable—we all have pet projects that we like to see developed [he is clearly leaving the door open for further invention here]—but for now, I have a system that I think warrants the effort and makes the topless Sensor as enjoyable as its predecessor, if not more so. “Flaps are here to stay. They are a tremendous benefit to pilots in performance and safety, and it’s just a matter of time before other manufacturers jump on this bandwagon, as they have on other bandwagons, even though its been ten years since my flexwing flap system was invented and a few of them have now just begun to tinker. Hope-

fully other manufacturers will come up with systems as simple as mine is, and which will come to be as effective as mine is today, because that’s what hang gliding needs.” He follows with a smile and an adage: “Just say ‘No’ to unnecessary complexity.” Kingposted vs. Topless Doctrine In a revisitation of the earlier performance consideration discussions, Bob “sets us straight” regarding design doctrines and what they mean to an individual: “I believe we should reevaluate what constitutes real performance and enjoyment in hang gliding. It’s well known in engineering circles that a structure stabilized by external tensioning cables is lighter and stronger, or stronger for a given weight, than a cantilevered system. Since hang gliders are foot launched, we’re confined to a relatively slow speed realm—a realm in which parasitic drag, as compared to induced drag, is somewhat low. Since the gross weight relates to span loading, and since span loading has a strong influence on induced drag, it is possible to argue that high performance kingposted hang gliders could equal or surpass the best L/D of the so-called topless genre. “A kingposted glider is significantly and inherently lighter than a topless glider in internal structure. Take the crossbar [or spar in topless jargon]: its center section hardware and washout tube system is much heavier on a topless. The lighter weight of the kingposted glider, combined with lower cost and greater simplicity, makes a truly high performance kingposted hang glider an unrecognized value in the sport today. “I wish pilots would re-examine their performance needs. High performance kingposted gliders represent lightest weight, lowest cost, and greatest simplicity; topless models represent higher weight, higher cost, and greater comHang Gliding • February 2003

plexity. I personally fly hang gliders to stay up in the lightest and most enjoyable conditions, and not necessarily to speed along or buck a strong wind. For pilots out to enjoy their environment with local flying, the kingposted glider may possibly be the best answer. If you’re trying to set a cross-country record and your fastest average crosscountry speed is the most important, or your local conditions are always windy, a topless glider or rigid wing is probably what you want.” Safety, Maintenance, and Certification: Bob claims there have never been any serious accidents where a Sensor spun or tumbled which were the fault of the glider. “There have been two tumbles on the 510 that I can recall, which were not serious because there were no injuries. One 510 tumbled in Utah after a foiled loop maneuver. He tumbled a few revolutions, the glider then pulled out, and he flew away and landed. The other situation occurred because the

Hang Gliding • February 2003

pilot had over-tightened his trailing edge hem cord, removed all the reflex from his ribs, and then went out to practice whipstalls at 1,500 ft. I recall he pulled his chute and landed safely under canopy.”

to 35 mph. If you throw a lawn dart up in the air, it always follows the heavy end. So in ‘stability-challenged’ conditions, if we pull in to at least 35 mph or faster, our chances of tumbling seem to decrease dramatically.”

Then he does a re-count, and describes a third episode: “Oh yes, there was a 610 once that tumbled in extreme turbulence, where the stability settings may have been slightly below minimum settings and the pilot was within the first third of the CG range. That pilot is okay and the glider is repaired and flying again.” Good to know he can pull the tales from memory and apply them to the fingers of a single hand.

He adds that speeds above Va (the top speed at which full maneuverability is retained) do little to increase our safety. “Where Vne is analogous to the ‘redline,’ Va would be the ‘greenline’ for our machines, and we should each know where that line is.”

“Tumbles in the flexwing world seem to require three components,” he points out. “One is very strong turbulence, the second is lower stability settings, and the third is a CG placement that qualifies as ‘aft.’ Aft CG is defined as any position within the first third of the range, yielding a speed range from 20

He discusses the maintenance of stabilizing systems: “Dynamic stability is optimized with trailing edge reflex wires by having the wires just short enough to engage the trailing edge, creating reflex, just before you need it. In the kingposted Sensor, this means that in VG tight the trailing edge bridles should go taut at or just before reaching the Vne speed of 65 mph. If those bridle wires still show slackness at Vne, then they are too long. After the kingposted Sen-

sor 610 has 100 hours or more on the sail, the outermost bridal wire should be shortened at least a quarter of an inch per side. If the glider has 200 hours on the sail, the outermost bridal should be shortened 1/2 inch per side. These procedures ensure HGMA minimum pitch standards. Overall dynamic stability is maintained through this and other procedures, such as checking reflex and compensator adjustment. On the topless Sensor, stability is maintained by keeping washout tubes at a high enough angle so that they engage the trailing edge before the pilot goes weightless.” Trampenau subscribes in generalized fashion to the twist distribution theory of American aerodynamics legend Irv Culver. “He discovered that virtually every tapered flying wing design, almost regardless of sweep angle, aspect ratio, or span, will see separation occur right around a third of the span out from the root. It follows, then, that two thirds of the twist should be localized in that inboard third of the wing, with the rest of the twist spread along the bulk of the wing outboard of that point.” Bob claims that all American glider designers use variations on this theme, while the Europeans use older or alternative theories that put more twist out nearer the tip, where Bob believes it can’t guard against stall separation quite as well. He points out that all pitch stability standards are based on a zero lift angle of attack, which is a weightless condition. “When you’re weightless, you can’t feel bar pressure, so your best procedure in any glider to maintain dynamic stability is to keep the stability system adjusted to where it will engage the trailing edge by at least the Vne speed. This is what I’ve found works in test flying and in competition over a period of 25 years.” 26

In the 1980s, Trampenau certified the Sensor 510 to HGMA standards. In the ‘90s, he designed and tested the 610 to HGMA standards, but due to costs associated with certification, he never officially certified it. (He calls it “certifiable.”) “Certification in the 1980s held you back from competition. I believe on one hand it helped development, but on the other it was

Tool of the craftsman, the Pfaff.

a detriment. I’ve had a test vehicle of my own since 1980. All the Sensor 510s were tested and certified using my Buick Electra. The 610 has been tested on Mark West’s test vehicle, as well as my own.” Repair Service and Sail Replacement: As a resource to the community of pilots, Seedwings offers sail repair services for all glider types. He will also fix rigging, build cables, etc., for most requirements. Sensor repairs can of course run the gamut; depending on the job, Bob can sometimes offer a test flight to warrant the repair. Seedwings also makes new latestplanform sails for existing Sensor 610 frames. As an airframe should (barring hard abuse, and with an eye on flying wires and connections) outlast Dacron and mylar by many years, often the replacement of a once-crispy sail can restore a Sensor to a near-perfect state.

New Projects: Bob has also expressed an interest in new ventures, collaborations, or consulting with individuals or groups who are interested in what he is doing, or who have their own projects and would like his involvement. Pre-Owned Sensor Marketplace: One more intriguing innovation not appearing among the hardware inventions he has brought to life is that Trampenau has established a marketplace for pre-owned Sensor 610s. Similar to “certified pre-owned” offerings of finer automobiles like Lexus and Jaguar, this marketplace and refurbishing service has a number of interesting angles and benefits to pilots: First, it establishes that Seedwings is not focused solely on a Chevy-esque marketing approach of primarily moving new units. After all, says Trampenau, the answer to every pilot’s flying needs is not always to retire existing “disposable” gear while plopping a new wing and commensurate price tag into the pilot’s hands. He will re-build, re-service, and re-endorse Seedwings quality and performance in used Sensor 610s, often with the addition of up-to-date innovations, modifications, and systems he has developed after the glider was built, and offer them to those who want that quality at a bargain. Second, it illustrates the extended length of time this designer expects his products to remain airworthy and to deliver serious performance. He says that a Sensor properly cared for should fly in its fifteenth year or its 800th hour nearly as well as it did on day one. Third, it offers those who order new Sensors an avenue for selling with true credibility down the road, whether they are parting with the glider to upgrade Hang Gliding • February 2003

to a new Sensor or not. (Current 610 owners can also take advantage of the program.) This service is unique among glider manufacturers, and may promise to become the hallmark of the Seedwings customer service promise, not to mention underscoring the value of the Sensor as a virtual investment. This Just In: Barely making the press deadline, Seedwings has just announced the new Sensor 610 F4, available in topless or kingposted form in 135, 142, or 150 squares. The F4 (“F” designator continues the denotation for “Flaps”) allows a choice of a high-tech Dacron, or Mylar laminate, upper surface, and a new sail planform, all applied to the proven 610 airframe. Bob says the F4 is lighter than all prior 610s (1.5 lbs lighter for the Dacron, 2.5 lbs lighter for the Mylar), and performs better too. Long a student of subtle fabric “feel” differences (even between bolts of identically specified cloth dyed two different colors), Trampenau has endowed the F4 with what he feels is the ultimate fabric mix. For textile-heads, he reveals that the Dacron F4’s trailing edge is 4.4-ounce hard-finish HTP+ and the mid-sail is a very firm 3.9-ounce “One Design-class” (a sailing term) material. The Mylar version’s trailing edge is 4.3-ounce PE 10 and the mid-sail is 3.5-ounce PX 05.

smooth and improve the root. A third flap activator rib is an option for new F4 sails, either kingposted or topless, making the flaps-attributed 4mph stall speed reduction closer to 5 (can you say Tight Thermalling? How about Climb Rate?). Trailing edge batten ends are now concealed, and washout tubes (“sprogs” if you promise Bob you’ll never use the word again) are fully enclosed. Anyone who has seen a modern Sensor realizes the many improvements and departures this new F4 brings to daylight. The beauty is that the F4 can be purchased as a SAIL ONLY. Put it on any existing 610 airframe, and jump to the head of the class. Bob claims he can deliver the sail in 2 months from date of order, and says to add another two months if you want a new kingposted airframe inside it. A topless 610 F4 will be, per Seedwings press release, at your doorstep about 8 months hence. Read ‘em and leap. The Man: “I guess my opinion of how I’ve changed over the years is that I’ve grown, mellowed out somewhat, and weeded out things that weren’t satisfying to me. I’ve tried to focus on what

I do best. I enjoy doing quality work. There comes a time when you realize that you can’t be everything to everyone, and that such a goal doesn’t matter anymore. When you present your art and back it up with your opinion, you make yourself vulnerable to criticism. I personally would rather be creative and continue to present my work, because it is far more interesting than the alternative.” Bob’s father flew until he was 84, amassing over 8000 hours in 40 different aircraft, and 12,000+ soaring flights. His wife Nevin teaches yoga; his two daughters, Molly and Hannah, have yet to be bitten by the aviation bug. Although he doesn’t seem to realize it, through the great body of work he has done over two and a half decades, Bob Trampenau himself has arrived at a level of recognized stature seldom achieved by any expert in any field. His particular brand of genius is revered on five continents; everyone has heard of him, everyone is awed by the beauty and agility of his designs. Perhaps the only path to such achievement is to be a self-made man. — M. V.

Bob has modified 610 details as only his perfectionism could require: the F4’s leading edge mylar pocket now wraps rearward an inch more on both top and bottom surfaces, for a smoother transition between the leading edge and those surfaces. He has further optimized the sail planform; the double surface area is now a full 90% of total, and there is less taper than before, with a wider, more aft-swept tip. There are—count them if you read the first article and know what they are—14 shear ribs, for the ultimate in airfoil definition and control of the lower surface. Twin full-length nose ribs Hang Gliding • February 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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Hang Gliding • February 2003

...continued from page 17

skies turned cloudy and the strong wind returned to the valley. After assembling their tugs, Joe and Joey made some practice tows with Howard and John. We started early in the morning for the smoothest air. I had not towed the T-2 so I set up a V-bridle. Generally, a single-surface wing needs a V-bridle to reduce pitch pressure. I took off to the south behind Joey in light wind, and I found that I had to push out (a lot) to get off the cart. It turns out that the T-2 is light enough in pitch pressure that it needs no V-bridle for aerotowing. I had to hold the bar way out to climb. For the next flight I used a harnessonly release connection and it was great. I was eager to try a tow with the dead weight in the camera position. This was the next logical step before trying a no-wind landing with the W-14 in this vulnerable position. The camera would be so low that it would hit the ground well before the stinger during a flare. I made an elbow to turn the keel stinger downward so it would contact the ground just before the camera. This was not going to make landing any easier, but it should help protect the camera. I had also fashioned a skid plate to further protect the bottom of the W-14. My first tow with full dead weights (80 pounds of steel) was uneventful. I had modified the launch carts to eliminate any chance of snagging the rear keel support with the camera or mount upon liftoff. I had survived that mistake years earlier. At 8:15 AM I towed up to about 200 feet and released. The wind had picked up to 15 out of the north and it was rowdy. I struggled to keep the wings level on landing and was denied the no-wind landing practice. I felt ready to fly with the W-14, but only in smooth air. Howard, John and I met to discuss the hazards of flying with a helicopter. I showed them an FAA film that shows a helicopter with smoke generators defining the dramatic vortices produced by the rotor. There is a specific airspeed above which the wake turbulence of a helicopter behaves like that of a fixed-wing Hang Gliding • February 2003

craft. It is called translational speed and is around 17 mph. Close under a hovering “helo” the air seems to take the shape of a vortex ring. You can see this if you observe a landing on dusty ground. I am sure that ground effect plays a role in this. High above the ground the hover wake might look much different. I once crossed 30 feet directly under a Bell Jet-Ranger flying above translational speed for a Tyler-mount IMAX shot and felt no turbulence. My essential advice was that it is okay to fly above, below and to the sides of a helicopter that is moving forward at

Michele and Howard Hall.

or above translational speed. In front is okay too, but don’t get run over. Behind and below (or directly below during hover) are where problems can occur. Generally the camera is shooting forward to laterally, so the pilot should have no reason to put you behind him. Ultimately, of course, it is the responsibility of any pilot to be aware of and avoid potential hazards. The only evasive maneuver you can really depend on with a hang glider is a dive. When in doubt, drop the nose. While filming close to terrain, you

and the helicopter pilot must have a prior agreement as to what each of you will and will not do. If you do not, you are taking a big risk. It can get risky anyway, so talk before the flights, have perfect radio communication, and always have an out. I met Howard Hall a number of years ago at Torrey Pines. I believe Pork Roecker introduced us, knowing that we both like cameras. Howard and wife Michele are 20-some years into a career that most of us can only envy. They are natural history film producers specializing in marine wildlife films. Howard has received six cinematography Emmys for films produced for television. Michele has received one Emmy. Their list of films and TV programs is too long to repeat here. They are so prolific that we have all seen their work. Coral Reef Adventure profiles Howard and Michele Hall. Howard was director of underwater photography and Michele was line producer for Coral Reef Adventure. The underwater shooting was done in Fiji, Tahiti and Australia. Howard holds a degree in zoology from San Diego State University. He is a “roving editor” for International Wildlife magazine and a contributing editor for Ocean Realm magazine. Howard has been perfecting the art of “dive-wrestling” with IMAX cameras since 1994. When it comes to underwater cinematography, Howard Hall is The Man! You might wonder how the Owens Valley relates to coral reefs in the South Pacific. IMAX is a format that demands panoramic views. It would be a shame to shoot this fabulous wide-format film without big scenics. The Owens Valley/Sierra Nevada area is one of those special places on the planet of vast beauty. The producer chose the Owens Valley for the hang gliding segment for this reason and for one other. When asked to name his favorite place to fly, Howard replied, “The Owens Valley.” I learned something about the producer when I cautioned him that the camera would be in jeopardy. When Greg MacGillivray wants a shot, he is willing to risk the camera to get it. I was 31

Joey Fresquez.

not willing to risk the camera. My goal was to come out of this project with a good reputation. Smashing a handmade, one-off camera (estimated replacement cost: $150,000) into the ground would not help me attain that goal. Greg MacGillivray did not know me and had never seen me fly. He knew there was a real possibility that I would break his camera. He did not hesitate. He wanted the shot. The producer wanted shots of Howard and John launching at Walt’s Point, thermaling up, flying along the Sierras and making their landing approaches in the Alabama Hills area. My “mount” shots would superimpose some of these. I was relieved to hear that I would not need to foot-launch at Walt’s Point with my corpulent contraption. 32

Each shoot day Joe and Joey would tow Howard and John about five miles to the Alabama Hills, so Jim Gavin, Ron Goodman and Jack Tankard could film the landings with the helo and Spacecam. After landing, Howard would send his harness, flight suit and helmet back to me at the airport so I could make my tow as Howard’s double. We all enjoyed the treat of earlymorning and late-afternoon spectacular scenery and smooth air, which hang gliders rarely experience here. We usually fly in the middle of the day for the strong thermal lift. We saw beautiful morning lighting on the mountains through tears from the cold April air. On the day of my first flight my glider was rigged with the camera, battery and counterweights. John Dunham,

being an engineer, was curious about the extra weight. As I prepared for my flight he walked up and said, “John, I just picked up your glider and I have a whole new respect for what you are trying to do here.” It did feel unbelievably heavy. On my last fight with the W-14 I had a low-level release malfunction close to the boundary of the airport. I had to land straight ahead, just short of the motel. It was one of my best landings, but still I bent the right downtube a few inches out of column. We were striving for evening lighting, so there was no time to replace it. I quickly straightened the downtube. Hungary Joe suggested we turn around and tow downwind to save time. I did not like that idea, but Joe pointed out that the wind had died to one mph. We towed out of there downwind, and I released high over the LZ site. I was supposed to do steep turns and wingovers on this flight — just what I wanted to do with a bent downtube. I must have straightened it well because it held together during past 90-degree wingovers. I restarted the camera to shoot the approach and landing. I flew between two tall rocks and over a pinnacle and had my only good landing. I switched off the camera and Jack was there within minutes. He checked the camera and informed me that the film had not run out, meaning I had gotten the landing on film. The weather was excellent for filming and Howard and John had good launch conditions. They were able to climb in thermals for the Spacecam filming despite the light lift. The wind god was smiling on this project. On the close-succession launch sequence filmed with the Spacecam, John Dunham made a bold and dutiful launch about four seconds after Howard’s. He did hit Howard’s wake, but pulled it off beautifully. I was watching from the helicopter, and he had me worried. Howard and John made two or three launches off Walt’s Point for thermaling shots, and several tows to the Alabama Hills for the landing shots. They were certainly the first to fly Horseshoe Meadows in 2001 since they had to use a Snow Cat to get there. Hang Gliding • February 2003

Howard during tow launch with Horseshoe Meadows Road visible on mountainside.

Jack Tankard knows everything about operating and maintaining the IMAX cameras. He plays the crucial role of solving any camera problems that might occur. He prepared the W-14 each day for my flights, and it worked perfectly. He also rode the helicopter to work with the Spacecam operator as a shot coordinator. Anne-Marie Hammers and production manager Cris Andrei had the hardest job of all. They had to make sure that every diverse aspect of the preparations for this major project got done on time without wasting resources. I would rather fly with two cameras than try to do that. On my first landing I bellied in on the wheels and did not bang the camera. On my second landing I flared high over a bush, dropped the nose and tortured Hang Gliding • February 2003

the downtubes, but did not bang the camera. My third landing was the aborted tow after which I bent a downtube. I did not bang the camera. By my last flight I had learned the flare timing and had a good landing. My small part of this project was challenging and at times intense. I found it very rewarding to work with this group of true pros, and educational to watch them do their work. The people at MacGillivray Freeman Films treated me as one of the family while working at the highest level of professionalism. Greg MacGillivray’s commitment to use his forum to promote environmental awareness makes this experience extraordinary. I feel honored to have had the opportunity to contribute to this film. — J.H. 33

Thermal Lore

y first thermal encounter was unwitting, as in, “What the hell is this?” The experience occurred at a dinky 450-foot former ski area in the spring of 1975. We flew that northwest slope nearly every weekend and I eventually opened a school there. I was flying a standard hang glider (four poles and a rag wing) that weighed only 35 pounds. We would hump the gliders up the hill and take as many sled rides as our youthful exuberance could stand. I had learned to ridge-soar the previous winter and knew that I needed a stiff breeze to stay up, given the typical 400 fpm sink rate of our gliders. So on that day it was sled rides in the 10-mph wind wafting straight in. It was my turn to launch and I edged to the edge. Just as I began my launch lunge, a major gust caught my wing and carried me and the whole ensemble upward. Naturally, I was going too slow and was turned. In a jiffy I was aiming back at the mountain, but lifted above the tops of the trees. Yikes! I recovered from my surprise and completed the 360 to fly out to the front of the mountain. The lift was so strong, that by 34

...Part 3

the time I cleared the ridge I was easily 100 feet above and climbing. Wanting no part of this robust air, I white-knuckled the bar and flew straight ahead to safety. The funny thing was, I kept climbing and climbing under a long roll of clouds. The farther I went, the higher I got. Eventually, I climbed to about 2,000 feet above the ridge and continued forward to land more than a mile upwind. By turns, I was surprised, then scared, then relieved, then full of bravado by the time my friends arrived to marvel at the flight. We were sure it was a record of some sort. Looking back, I realized that we all learned a lot from that experience, and someone even mentioned the possibility of something he had heard about called thermals. Now I know I was under a street, strung out for miles. In hindsight I also know that it was one of the best-looking X-C skies I have ever seen in these parts. My first witting (as in intentional) thermal flight came in June of 1976. I was attending the first invitational meet at Grandfather Mountain in North Carolina. Several of us were soaring in light air on the northwest-facing cliff. The wind wasn’t

strong, but plenty of buoyant lift was sliding up the mountain from the warm valley. Most of us were running back and forth along the half-mile ridge, but I noticed that two pilots, Steve Moyes and Rollie Davies, were flying out in front and turning a series of 360’s. By the time they were back near the mountain, they were hundreds of feet above us. The light bulb went off in my head. I realized exactly what they were doing, and the next time they went looking for a thermal, I followed. We didn’t have varios back then, but I could feel the surge of lift and tell I was climbing by watching the mountain. I tried to match their circles and, miraculously, I was thermaling. I can’t describe the thrill of that moment. I repeated the experience for nearly an hour, but can honestly say that I learned to thermal in the first 15 minutes of realization and exploration and have been a devotee of augering upward ever since. Sometimes it only takes forming the correct model in your head to let you catch on to a skill or concept. In fact, the main thing we are trying to do with this series of articles is to form a good working model of Hang Gliding • February 2003

thermals in our image databank. The better images we have to work with, the better we will perform when globular lift beckons. So, we continue with our exploration of the world of thermals where we left off last time. INVERSION BEHAVIOR Last month we investigated lapse rate and inversions, as well as their effect on thermals. We’ll begin here with a bit more about inversions and then look at some details of thermal creation. The first question we should answer is, How are inversions formed? As we learned in the previous installment, inversions are layers of air in which the air temperature does not decrease with increasing altitude, at least to the degree necessary for instability to occur. We also saw how this feature most readily occurs near the ground through the process of nighttime cooling. But we also encounter inversions aloft. At competitions, the air’s sounding (lapse rate graph) is often presented. It is not uncommon to see three inversion layers at different levels up to the altitude of common local cloud base. (Whether or not the clouds reach that altitude depends on whether or not the thermals can punch through the various inversions.) These inversions are very important for thermaling and cross-country prospects. They can gradually disappear or intensify. Many inversions higher in the air come from the sliding of warmer air over cooler air that inhabits an area. This is the case when a warm front approaches. But even with a cold front, a layer of warmer air aloft is usually left as the cooler air plows under the warm. Cold fronts are typically limited in vertical extent, so on top they are capped by a warmer flow. If you look at charts or the wind flow near a front at different levels, you will see that aloft, the warm air is not being pushed out of the way by the cold air as much as it is at the surface. Another cause of inversions is sea breezes moving inland. Usually these sea breezes act like mini cold fronts and move cooler air in under the existing warm air. Multiple sea breezes on succeeding days can cause inversions at different levels. Next we should mention the effect whereby mountains block lower flows and allow warm Hang Gliding • February 2003

air moving into an area to pass over the mountain and thus above the cooler air on the other side. All of these causes may come into play in certain areas so that a complicated lapse-rate profile with multiple inversions of different strengths and thicknesses occurs. Below we’ll describe how thermals

thermals may be rising vigorously in a high-pressure system, the general air mass is sinking at a rate of about an inch or two per minute. This sinking is caused by the air at the bottom of a high-pressure system flowing outward. This effect is shown in Figure 1. As a layer of air sinks, it becomes warmer

create inversions, which is perhaps the most important cause.

due to compression caused by greater pressure. It also becomes more stable. When the opposite happens — a layer is lifted by some mechanical process, such as due to frontal movement or over a mountain — it becomes cooler and less stable. The cause of “mackerel sky,” with its array of alto-cumulus or cirro-cumulus clouds, is the result of thermals that are born high in the sky due to the lifting of a layer until it auto-convects. But right now we are interested in highs (the weather kind, so we can achieve the glider kind). The effect of the sinking air is to compress the layers of air (as they move lower they have more weight above them), alter the lapse rate and narrow the inversion layer while at the same time lowering it and

INVERSION CONVERSION There are two factors that affect inversions. The first is the widespread vertical movement of the air, and the second is thermals themselves. There’s a general rule that you can bank on: The air rises in and around a low-pressure system, and it sinks in and around a high-pressure system. In most of the U.S., the passage of a cold front means the arrival of cooler, unstable air driven by a high. Typically, one to three days of good thermal production follows the front and then things get more stable as the high approaches. What’s happening here? First we should note that although

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essentially intensifying it. These effects are shown in Figure 2. Here we see the lapse rate on three successive days. On the second day, the general lapse rate isn’t as sloped as on the first. That means it has become more stable. Also, it is moved to the right which indicates that the temperature is warmer at any given altitude (this warming is exaggerated for clarity). We can clearly see that the inversion has moved lower, and become narrower and intensified. This intensification is the result of it having become more stable (slanted more to the right). Most of us know that high-pressure systems bring stable air and usually weak, nonexistent or punchy thermals. Now you see why. The mass is stable, and normal thermals simply die out in the stable air, or are stopped by the inversion layers that get lower and lower. Particularly strong heating at the ground may produce a thermal that rises for a good ways, but it will be quickly eroded, so only the strongest portions push upward and these portions will be well mixed (read turbulent). These high-pressure thermals should also seem familiar to coastal pilots, since they are very similar to thermals after a sea breeze has passed. The sea breeze is a thick layer of stable air moving inland from the sea. The reason this mass is stable is precisely for the same reason high-pressure masses are: the air has sunk from aloft to the surface (out to sea in this case). Sea breezes are beyond the scope of this series, so those who want to know more about this important facet of our flying should consult Understanding the Sky. Readers with good memories may recall the story we told last month describing the day a hopeful flock of pilots expected the clear, crisp weather to deliver them a cornucopia of thermals. All they found was a bright, sunny, dreary day of dead air. This occurrence was precisely due to a big fat high squatting over the Eastern states. The air was cold and heated well from below, but since it was stable, thermals didn’t rise very high. It should be clear to us that lingering highs are a bane to good, wholesome thermal flying. But there is some solace in high-pressure systems. The fact is, since they lower an inversion layer within the high, eventually the inversion reaches the ground and becomes part of the ground inversion, to be wiped out by the next day’s surface heating. In that way, a couple of days after a high-pressure system has hung over an area, conditions may suddenly get better again. Of course, we have described a weeklong Hang Gliding • February 2003

process, considering the one- to three-day good soaring followed by stable air, then the return of good unstable conditions. The one thing we are all aware of is the variability of the weather, so the scenario we described is only a common possibility, not something on which you can rely. Often there is only

version, usually sometimes in the morning. Then, when thermals trigger, the mixing begins higher and higher as the thermal ceiling rises. So, thermals distribute heat upward, mix with the surrounding air as they rise, and thereby alter the lapse rate. But we learned last time that thermals are

one day of good soaring post cold front. Equally often, the inversions don’t have a chance to reach the ground because some other weather disturbances move through to start the cycles of warm front, cold front, warm front, etc., all over again.

no longer warmer than their surroundings after they rise to two-thirds or three-fourths of their maximum height. Thus, the heat redistribution doesn’t go as high as the thermals. In Figure 3 we have illustrated some of the principles described. It should be clear that the lower few thousand feet above the surface will be warmed by the constant passage of thermals. The presence of downdrafts bringing cool air from aloft toward the surface spreads out the heating and mixes the air, so the change in the lapse rate is not as great as it would be if this mixing did not occur. But the net effect is to warm the lower atmosphere and actually make the lapse rate more unstable as shown. But the rub is, a thermal must be heated to a greater temperature in order to begin rising in this more unstable environment. So the thermals take longer to heat, become farther in between, but rise more vigorously once they do rise. This effect and the change in heating as the sun moves accounts for the difference

THERMAL EFFECTS As indicated above, thermals also have an effect on inversion layers as well as lapse rate. Think about the curriculum vitae, the résumé of a thermal. It is designed solely to wick heat away from the surface on a sunny day. Without thermals, heat would build up to an unbearable level (our northern climes would be like the steamy tropics, which themselves would be unbearable without thermals). So where does all this heat go? Up in smoke, of course. It gets transplanted into the air at various levels. Let’s start from the bottom up to get the picture. We saw in the last installment of this series how the warming of the surface and convective stirring eradicates a ground in-

in thermal strength and frequency as we go from morning abundance of weak thermals to afternoon increase in strength but decrease in frequency. The sudden evening cutoff of thermals occurs when the sun’s radiation no longer can raise the ground temperature above the trigger temperature. Residual heat may still release an occasional late thermal if something can trigger an initial rise. That something is usually cool air sliding down a slope in shadow or out of a canyon.

and may simply erode away to nothing. However, often they reach the dew point or condensation level and form cloud. When cloud forms, the water vapor changing to water droplets releases a good deal of heat energy (called the latent heat of vaporization). This heat raises the temperature of the surrounding air as the cloud mixes with it vigorously. Now, this heat is not free money in the bank, but is only on loan, for as soon as the cloud starts evaporating, heat is again taken in the evaporation process

When thermals enter an inversion layer they can intensify it, if it is sufficiently low (so the thermals still have excess heat) and strong (so the thermals don’t punch through it). On the other hand, thermals can wipe out or reduce the strength of an inversion. To see how this happens, look at Figure 4. Here we see some thermals strong enough to pass through the inversion, and some being stopped in its clutches. The strong ones pass through, entrain air with them and produce a general mixing that can thicken an inversion and thus make it less intense. Even the thermals that are halted produce some mixing with the layers of air above and below the inversion, so the inversion is rendered less intense if the thermal isn’t warmer than its surroundings. But the major effect that thermals have on inversions is to create them in the first place. Remember, we noted that thermals lose much of their excess heat as they rise

and the surrounding air cools, then often sinks. That would be the end of the story, since the cooling would be as much as the initial heating, except for our good friend, the sun. Water vapor is greatly invisible to the sun’s rays, but water droplets are not. The sun heats the cloud itself and thus provides added heat energy to the area. So there is some residual heat left when the cloud evaporates. This heat builds up at the cloud formation level throughout the day and, voilá, we have an inversion layer. You can readily see that an inversion layer formed in this manner will persist through the night (there is nothing to cause an exchange of heat) and into the next day. If thermals don’t reach as high the next day (perhaps the mass has moved over more moist ground so cloud base is lower), a separate and lower inversion may be formed. In this manner, multiple inversion layers will be created.

No doubt inversion layers, like most things in the atmosphere, are more complex than we normally think, but they are extremely important to successful and excellent flying, so it behooves us to understand them as much as possible. OUR WESTERN FRIENDS We have been speaking of fronts, relatively low cloud bases and multiple inversions. The last two factors are often rare in the high desert area of the U.S. West, so let’s see what modifications are needed for our model to apply. To be sure, near the West Coast, you can encounter inversion layers accompanying the sea breeze, producing the famous LA smog which contributes to road rage and the genetic defects that result in Valley Girls. But further inland the inversions occur mainly when mountains trap cool evening air in a layer so thick that the day’s heating cannot produce thermals strong enough to bust through. This effect happens most often in the winter with weaker sunshine. Picture Salt Lake City for a model of this behavior. For the most part, Western conditions create what is known as a heat low. This process is very similar to that which takes place in the sea breeze. A local area gets heated. The air expands and flows away high aloft due to the “bulge” effect (see Figure 5). Once air flows away aloft, the pressure at the surface is reduced (thus the term “heat low”) and a lower-level inflow occurs. The process continues as long as the heating continues. There is a net effect of slowly-rising air over a widespread area. This slow rising would be an anathema to flying in the moist East, since cloud would soon form and block the sun. However, in the thirsty West, the rising air produces little cloud and thermals are greatly enhanced. The general rising air, in combination with the dryness of the air (more solar heat), and the often bare ground is what accounts for the vigorous (and sometimes violent) thermals compared to their Eastern kin. There are few inversions formed in the high desert because the thermals don’t often reach a dew-point level, and if they do, the gradual rise of the air mass weakens them or puts them out of the reach of the next day’s thermals. Note that heat lows can be as small as a single field, or multi-state in expanse. In the summer, a heat low typically sets up that covers the entire front range of the Rockies, for example. WHAT YOU CAN USE Perhaps the main idea to take away from Hang Gliding • February 2003

this installment is that inversions are a common enough occurrence that we should understand their cause and effect. If you only fly in the Owens Valley in the middle of summer, then perhaps you can ignore inversions, but the rest of us need to study them so we can avoid their worst disappointments. By learning how inversions change from day to day, we know better what to expect on a given day according to what went before. If you have access to the soundings (lapse rate) for your area, you can look at what was displayed compared to what you experienced. In time you will be able to see how thick and intense an inversion is, and figure how likely it is to stop thermals at its level. This judgment in turn lets you know whether or not it is worth your effort to try to punch through the inversion. If you are in the area of the country where fronts and high-pressure systems affect your flying, you are also in prime inversion territory. Learn how the high changes the stability of the air as it lingers in the area. Watch for the times when instability returns to the area and judge where the high is and how long it took for the change to occur. You don’t have to go flying to detect these changes since you can judge thermal

Hang Gliding • February 2003

production by the gustiness on the ground, as long as strong winds aren’t around (which they probably aren’t since a high typically brings light winds). Now you have a good reason to be staring out the window while at work. Tell your boss I said it was okay.

We’ll describe those techniques when we get to the flying part of this series. We have struggled through perhaps the driest part of thermal lore. But a good basis in how all this works will help you figure things out on the fly so you can make good

Almost all thermal pilots have flown through inversions. That’s what’s happening when the thermal slows down and things start to get bumpy. There are real useful techniques for staying with the thermal and hopefully punching through the inversion.

decisions when things go awry. In the next installment we will moisten matters up by looking at real thermals. — D.P.

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Hang Gliding • February 2003

Howard on landing approach at the airport behind the Spacecam-equipped helicopter.

Gallery Artist — John Heiney

Johnʼs collection of photos resulting form his work on the Spacecam article is far better than can adequately be presented within the context of the article itself. That being the case, we present an encore of Johnʼs Spacecam work in this monthʼs Gallery. Hang Gliding • February 2003

Howard scratching on the Sierras.

Hang Gliding • February 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+ is now available. Fly the glider that is flwon by the current US National Champion and both the Men and Womens World Champions. (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 • February 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. –––––––––––––––––––––––––––––––––––––––––––––– 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 –––––––––––––––––––––––––––––––––––––––––––––– 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 –––––––––––––––––––––––––––––––––––––––––––––– 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 –––––––––––––––––––––––––––––––––––––––––––––– WWXC 142 — Superb condition, blue/orange, white top, 60 hours, light, responsive $1,350. Roger (360) 733-4821 Washington, hsharf@attbi.com –––––––––––––––––––––––––––––––––––––––––––––– ADVERTISE YOUR USED EQUIPMENT IN THE HANG GLIDING MAGA ZINE CL ASSIFIED S ECTION FOR THE B EST POS S IB LE RESPONSE. HANG GLIDING MAGAZINE’S VAST MEMBERSHIP BASE MEANS THAT YOU

WILL BE REACHING THE WIDEST POSSIBLE AUDIANCE . DON’T HESITATE , CALL OR E - MAIL TODAY FOR THE S PECIFIC S 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. A sk for our cat alog. (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 –––––––––––––––––––––––––––––––––––––––––––––– ATOS 140 — Blue, excellent condition, 2002 US National Champion $6,500 OBO. (909) 945-9877 eves., (909) 8744080 days, Bruce. –––––––––––––––––––––––––––––––––––––––––––––– AV8 — STRATOS RIGID. Go rigid for under $10,000. Call (760) 721-0701 or e-mail indasky@yahoo.com –––––––––––––––––––––––––––––––––––––––––––––– 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 ––––––––––––––––––––––––––––––––––––––––––––––

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

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. –––––––––––––––––––––––––––––––––––––––––––––– SAN FRANCISCO HANG GLIDING CENTER — Tandem instruction, solo lessons, gliders new and used. Ultralight seacraft instruction over San Francisco Bay. Apprenticeship program. (510) 528-2300, www.sfhanggliding.com ––––––––––––––––––––––––––––––––––––––––––––––

• YEAR ROUND SOARING • OPEN 7 DAYS A WEEK • SIX TUGS, NO WAITING • EVERY DIRECTION 50+ NICE demos to fly: Topless to Trainer Gliders: Laminar, Moyes, Wills, Airborne, Airwave, Exxtacy, La Mouette, Sensor; also harnesses, varios, etc. Ages 13 To 73 have learned to fly here. No one comes close to our level of experience and success with tandem aerotow instruction. A GREAT SCENE FOR FAMILY AND FRIENDS... 10 motels & restaurants within 5 mins., camping, hot showers, shade trees, sales, storage, ratings, XC retrievals, great weather, climbing wall, trampoline, DSS TV, ping pong, picnic tables, swimming pool, etc. 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 • February 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 217 miles. (815) 325-1685, 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 • February 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 ––––––––––––––––––––––––––––––––––––––––––––– TRAVERSECITYHANGGLIDERS/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. ––––––––––––––––––––––––––––––––––––––––––––– MICHEGAN SOARING — Delivering VALUE with the best combination of SERVICE, QUALITY & PRICE. ALL major brands of gliders and gear. Call Doug Coster (231) 882-4744, wingman@traverse.com ––––––––––––––––––––––––––––––––––––––––––––– 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 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 ––––––––––––––––––––––––––––––––––––––––––––––

WWW.AUSTINAIRSPORTS.COM

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.

––––––––––––––––––––––––––––––––––––––––––––––` 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

What LEAF was, we are. Ask for our catalog. (505) 824-5098 e-mail airmax2u@yahoo.com –––––––––––––––––––––––––––––––––––––––––––––– ABSOLUTE LOW — Ball/Blue Sky VARIO prices! www.websitetrafficbuilders.com/vario.htm, email bob@websitetrafficbuilderscom

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 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

• 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

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

Hang Gliding • February 2003

Left to right: Catlin, Chris Romero, Joey Fresquez and John Dunham preparing for a launch.

Howard on landing approach in the Alabama Hills.

Hang Gliding • February 2003

“Hungary” Joe and Howard with canyon fire. Note smoke being

Hang Gliding • February 2003

blown out of the canyon by a west wind over the Sierras.

Hang Gliding • February 2003

Ground-based filming of John Dunham’s landing.

Hang Gliding • February 2003

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

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

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

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

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 • February 2003

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

Classifieds

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

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

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.fl ash.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. ––––––––––––––––––––––––––––––––––––––––––––––

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 infl uences and how to determine winds aloft and stability. “Weather To Fly” is an overall view packed 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 fi rst fl ights. 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.

Otto Lilienthal’s genius in scientific observations and analysis, documented in this work, became the basis for the experimentation of the early pioneers

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!

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

Index to Advertisers Adventure Productions ................. 19 Attack Tubes................................... 53 By Dan Johnson............................. 15 Flytec USA....................... Back Cover Hall Brothers .................................. 19 Just Fly ........................................... 17 Lookout Mt. .............................. 21, 36 Mojo’s Gear .................................... 36 Moyes ............................................. 23 Sport Aviation Pub. ....................... 30 Traverse City .................................... 7 US Aeros ........................................ 30 USHGA ....................... Various Pages Wills Wing ........... Inside Front Cover

Hang Gliding • February 2003

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) 6326417

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Hang Gliding • February 2003

St. Paul, Minn. -- Please bear with me as I use all of this month’s column on something that has little to do with products, the usual focus of this column. I’ve been doing this bit of writing for Hang Gliding magazine for a long time (“PL” finishes 24 years with this issue), but one man has been even more long lived.  After 25 years on the job, Hang Gliding editor Gil Dodgen handed off all his duties to Dan Nelson, a new paraglider pilot with an editorial background. Gil started with USHGA’s magazine with the January, 1978 issue. For those with weak memories or those too new to hang gliding to know the past, an extremely brief history lesson is in order.  In 1978, the Big Three of hang glider building in the USA were Seagull, Electra Flyer, and Wills Wing. We had other prominent Yankee brands like Sky Sports, Bennett Delta Wing, Eipper-Formance, Ultralite Products, Manta, Sunbird, Highster, and CGS Aircraft. Rigid wings were made by companies like UFM, producer of the Easy Riser that wowed pilots with its amazing performance and steep $900 price tag. Another was the Quicksilver, made by Eipper, though it wasn’t a powered ultralight in those days.  While many pilots wore wrist altimeters and used Makiki varios, which needed no batteries, Wills Wing introduced their integrated Chad Flight Deck; it occupied ten times the volume of a Flytec instrument and offered less functions.  The Price harness was a leader with its stirrup concept that was replacing knee-hanger harnesses. A few companies were starting to promote back-up parachutes, but pilots weren’t sure they helped.  Wills Wing stunned their competition with full page ads stating, “We test fly every glider we make.” Of course, HGMA had only recently come into existence and test flying every single glider off a producer’s line was not common practice.  FAA’s Part 103 was still four years in the future and some saw a dark cloud of government regulation altering free flight. From then to now -- a period of remarkable development -- Gil Dodgen was this magazine’s editor.  Gil has seen the hang gliding industry through an entire generation. He has edited the magazine during a time free flight schools went from one-day training classes, after which you learned by yourself, to sophisticated organizations with ground schools, lesson plans, and training glider fleets.  He has been at the center of activities that saw 99% of pilots doing mountain launches to aerotowing that today comprises as many as half of all launches in the United States.  Well into the second decade of Dodgen’s reign as editor of USHGA’s flagship Hang Gliding magazine, paragliders arrived on the scene. While paragliding has never become as popular in the USA as it has in Europe, it still made great inroads to the American flying community and contributes substantially to USHGA’s membership and financial health.  Gil has survived several challenges including my own Whole Air magazine which once vied (unsuccessfully) to take over the leadership of Hang Gliding magazine. Throughout Gil’s long tenure, USHGA has seen ups and downs of generous proportions. At times he acted as the anchor for an association that went adrift in its

direction and management. Even with the recent art direction and other changes, Gil Dodgen was the hand on the tiller and he leaves Hang Gliding magazine in fine shape and the Association in an upswing.  However, USHGA leaders wanted something different from the magazine. The organization’s new Executive Director enlisted new art directors, one for Hang Gliding and another for Paragliding. As these two titles are combined, a further reshuffling will occur and USHGA leadership felt it was time to have a new editor in charge of the new Hang Gliding & Paragliding magazine that will debut next issue. Thus, the Executive Committee took steps to replace Dodgen and a new chapter in USHGA history is beginning.  Gil Dodgen is a very bright fellow likely to rise to the top elsewhere. He is the author of a world-class artificial-intelligence computer program and is a concert-quality pianist who speaks French fluently.  The editor’s job Dodgen has filled so faithfully is not an easy one. Almost single-handedly, Gil produced years of the magazine. About a decade ago, he enlisted an art director who added a new look to the magazine and helped Gil with production duties. When USHGA took over from the American Paragliding Association, Gil added Paragliding magazine to his schedule. Very few people among the membership know how much work this is. But as a testament to his efforts, the task has been done in recent months with four or five people playing a role (though not all of them full-time).  Many Southern California pilots know Gil personally and virtually every member is well aware of his name, but much of his work for the Association’s magazine has been behind the scenes. He’s done gritty stuff like chasing down writers and photographers for material and checking their submissions for spelling, grammar, and content. He’s done tough stuff like handling irate letter writers and has negotiated even more difficult maneuvers trying to satisfy the USHGA office and a 25-person board of directors which has changed notably over the years. He helped the magazine win a Maggie award and has brought much to Hang Gliding and Paragliding.  Yep, after 25 years, a veritable icon of hang gliding in the USA will step off the stage. I’ve worked with Gil pretty closely since joining the USHGA Board of Directors 20 years ago. In my role as an aviation writer, Gil’s work has had value to me that others don’t see; many other contributors also found him a resource.  At the outset of this column I said I wasn’t going to write about products. Yet USHGA’s most visible product is Hang Gliding magazine, so this column has indeed been about a product… a product made immensely better by the steady hand of Gil Dodgen. Gil, I salute you for a job well done for a long time. I can think of no better way to say thanks than to note the indelible mark Gil has left on me and thousands of other USHGA members. Best of luck to a good guy as he takes his leave of the editorship of your favorite magazine.  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 • February 2003

Parting Shot

The pure simplicity of flight, where pilot and wing function as one, and the glider becomes an extension of one’s flying spirit. While such a simple image can express a bit of the essence of flying, capturing and presenting simplicity can be quite complicated in fact. This photo was taken with a Canon Eos Rebel 2000 equipped with a Tamron 17mm rectilinear lens dangling from two extremely thin lines. The shutter was activated using a Quantum Radio Slave wireless remote. Photo by Aaron Swepston.

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