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. .
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Check out our newly designed web site: www.willswing.com
,
ntents (USPS O17-970-20 - ISSN 0895-433X)
15 Lakeview 2001
by John Saftveit, photos by Steve Roti
Fourth ofJuly Aying fun in the Hang Gliding Capital of the West.
18 Crazy Shaw by Ralph£ Shaffer. iliusmuion by Harry Martin Los Angeles' 19th Cenrmy hang gliding pioneer.
19 Proposed FAA "Sport Pilot" Certification by Joe Gregor, sidebar by Bill B1yden A heads-up concern ing possible future FM regulation of our spores.
24 Manfred Breaks The 400-Mile Barrier by Davis Straub, http:llwww.davisstraub.com/OZ
Manfred Ruhmer flies 432 miles in a Aex wing out of Zapata, 'Texas during rhe 2001 Flytec World Record Encampment.
31 Big Fun At The 2001 Chelan X-C Classic by Chris Dominy More great X-C Aying at chis world-fumous Aying site itl Washington Stace.
36 Hang Gliding Technique And Style © 200 I by Greg De Wolf, Fly America This month, a look at analyzing your glider.
39 The Slovenian Pre-Euros © 200 I by Dennis Pagen Flying in a verdant European paraclise.
Columns Incident Reports, by Bill Bryden ......... 12 Product Lines, by Dan Johnson .........55
SEPTEMBER 200'!
Departments Airmail .............................. .................... .4
Updatc ...... ................................... ........... 8 Calendar of Events .................. ............ .44 Classified Advertising ....... ................ ...45 index to Advertisers ....... ........ ............. .54
Si:f'llMllER 2001
VOLUME 31 / lssur No. 9
CHELAN CLASSIC THANKS!
PAT PAGE
Dear Editor, We are back to work after three weeks in Chelan and ready to go back! I didn't get a chance at rl1e awards ceremony after the Classic to thmk a fow people, so I would like to say thanks to Russ, and crew for doing a great job running the Classic this year. We experienced great Chelan con&tions, and every day had the opportunity fr>r good flying, which doesn't always happen. r want to rhank r:\ight Design for such an incredible glider. They have designed a glider that can scratch in the light stuff and glide fast and efficiently in between. As some of you know, my first GhostBuster was a handful in big air. That glider wem to Florida this spring and was flown by a German factory pilot who solved a couple of mning problems, and that glider just flew about 300 miles in Zapata. My new GhostBuster glider is rock solid and is by far the best glider l have ever flown. A huge thanks to Mike Eberle for doing such a great job with the Hight Design distributorship. Mike has put on several factory seminars to teach people about carbon fiber repair and tuning. He keeps a hnge selection of spare pans on hand which involves a scary amount of money. Thanks Mike for all you do! Probably rhc thanks should go ro 'l'ina for her awesome driving and the pam· pering she gave me during the meet. Gerrie rode with Tina and helped navigate, and after three days we wouldn't lei her out of the trnck she had to he good luck. It was brutal driving for three straight days. There were days in Spokane when J would land with three beaurifol women to greet me, and boy, you should have heard tbc convcrsa-· tions on the way home. Lifo is good! Hopefolly Tina will soon get her new Litcspccd. I will definitely never he able to pay her back for all that driving. The last day I took a chance and didn't go straight our, which was close to being a mistake with Mike Daily hot on my heels. We had a great time and look forward to rnore X·C and more fon flying on the GhostBustcr.
Dear Editor, Twas touched ro read about Pat Page in the last issue of Hcmg Gliclingmagninc. He: sounds like one of the true mentors our sport desperately needs. However, the: first thing [ asked mysdfwbcn l read the: letter was, "Why did his sailplane have no elevator control?" I believe the greatest gift we can give each other is knowledge and informa-· tion, thereby making 11s all safer pilots. The author asks for suggestions regarding the Pat
Page: Memorial Fund honoring hang gliding and sailplaning. Although Tnever knew Pat Page f believe he would have liked a memorial fond in his name to he used in the spirit oflcaming. Perhaps we could even learn from his dc:ai-h ifwe knew the cause. Len Bedaw Airport Manager, Hang I Orange, MA
by Rodger Hoyt
Lany Jorgensen
ere at the corporate headquarters of Wing Tips International we value cleverness and ingenuity, especially if it's "on tbc cheap." The Board of Directors is ready to appoint: Wisconsin pilot Teny Kramer as CEO {or his invcni-ive idea utilizing old socks: "Catching a dangling shoelace in a harness zipper could leave a pilot pretty cold at altitude, to say nothing of making landing more challenging than most of us would prefer. ·ro prcvenr rhis occurrence, I cm the top six inches from a pair of tuhe socks and, using them as cheap leg warmers, pull this sleeve down over rny boot laces, completely hiding them from Mr. Zipper's teeth!" Great idea, Also, tbis seems like a perfect solution to cover boot tops equipped with those nefarious hook-type eyelets that tend to get caught on harness lines and fly-ing wires.
took first place in the OJHm C7ass r.1.t this Chelt:m Clc1ssic. See the article in this issue. Eel.
Have a hot Tip? E-mczil rbhoyt@go.com or mail Rodger Hoyt, 956 Glengrove Ave., Central Point, OR 97502.
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In consideration of the benefits to be derived from membership in the USHGA, and the parent or legal guardian of a minor, for themselves, their personal representatives, heirs, executors, next of kin, spouses, minor children and assigns, do agree as follows: The following definitions apply to terms used in this Agreement means launching (and/or assisting another in launching), flying (whether as pilot in command or otherwise) and/or landing (including, but not limited to, crashing) a hang glider or paraglider. n11>1•!.:n1na1 or 2. as a result of the administration of
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THE BEST TRAINING MANUAL EVER! C H A P T E
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A Look at the Sport of Hang Gliding The Wing and Why It Works Flight Skills to the Beginner Level Flight Skills to the Novice Level Flying Conditions Hang Gliding Equipment More about the Principles of Flight Preparing for High Altitude Flight Getting Started in Soaring Tandem and Tow Training Things Every Pilot Should Know Glossary of Hang Gliding Terms ~ O N UTIPS 'As the Pro Flies" '
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Update USHGAAWARD NOMINATIONS
T
his is a reminder chat nominations for the USHGA 2001-2002 Awards will be reviewed at the fall Board of Directors meeting with presentation at the spring meeting. Ac chis time we are soliciting nominations for all categories of awards. The presentation of awards serves as an opportunity for the USHGA to publicly acknowledge the work of the hang gliding and paragliding communities as well as to highlight the contributions of the community at large. This is an opportunity for expressions of good will and to promote a positive image of our sport. Award nominations need to be submitted for review by the Awards Committee and will accepted at the Board meeting, However, in order to give us an opportunity to adequately review the nominations, we request chat the material be submitted to che USHGA office at least one week in advance of the meeting. All nominations must be submitted in writing. Following is a brief synopsis of the award criteria. Specifics may be obtained through the USHGA Directors in your area or the USHGA office if needed. Presidential Citation: The most prestigious, highest honor. One award is given per year for a significant contribution to the sport. . Exceptional Service: For volunteer, ongoing efforts which represent a significant service to the Association. One award given per year. Chapter of the Year: For overall excellence in programs and activities for beginners and novices, site procurement, development and retention, safety, membership development, meetings, special programs or activities. One award per year. Newsletter of the Year: For overall excellence in service ro members, layout, article variety, safety promotion, meeting deadlines, promoting the sport. One award per year. Copies of three issues submitted for review. Internet newsletters will be considered in chis category for the first time chis year. Commendation: For volunteer efforts
8
by USHGA members. No limit to number given per year. Special Commendation: This category represents an opportunity to acknowledge and support the non-flying community. No limit to the number given per year. Nominations are strongly encouraged for each region. Instructor of the Year: For excellence in teaching, support of the flying community and functioning as a role model for new pilots. Written support from the Regional Director and three letters from students are requested. One award per year for paragliding and one for hang gliding. Bettina Gray Award: For excellence in photography related to hang gliding and paragliding. Three photos are requested. One award is given per year. National Aeronautic Association Safety Award: Recognizes an individual or group chat has contributed the most to advancing and promoting safe flying practices. The USHGA makes recommendations to the NM. One award per year. CIVL Diploma: A recommendation is made to the CIVL to acknowledge an individual who has made a significant contribution to the sports of hang gliding or paragliding which impacts at the international level. One award per year. The CIVL will make final determination regarding the recipient. We look forward to hearing from you.
FLIGHT DESIGN
SAFE1Y/MAINTENANCE NOTE
!
would like to remind pilots who are flying an Exxcacy or GhostBusrer to periodically check the heart bolt to ensure its proper installation and tightness. Given enough rime and use, ir is possible for chis bolt to loosen and even become bent from a hard landing. If you find char your bolt is bent, please replace it before further use. If your bolt is loose, please apply some Lockcice and then righten as much as possible while still allowing freedom of
operation. Contact: Mike Eberle, North American Flight Design, 1210 15th Ave. E. #333, Seattle, WA 98112, (206) 3209010, fax (206) 320-9020, www.fun2fly.com, napi@fun2fly.com.
NEW FLYfEC 4030XL GPS
ACCESS lycec USA is pleased ro announce chat the very popular 4030 has been enhanced to the 4030XL. In addition to sharing the enhancements made to the new 4020XL, the 4030XL now offers compatibility with the new Garmin eMap and eTrex GPS. Some of the new features are:
F
• Up to 126-hour PAI approved barograph. • User programmable vario audio excitement levels. Enhanced control over vario audio functions. • Upgraded FlyChart (version 4.32.1.14) which allows the user to customize and sample the vario audio on a PC and then upload the pilot's personal configuration to their mscrumenc. • Compatibility with Garmin eMap and eTrex GPS. • Improved GPS interface problem indicanon. One of the more significant new features of the 4030XL (as well as the 4020XL) is the ability to have more control over the instrument audio. In addition to the ability to control the vario audio sensitivity and dampening you can now control the audio switch-off point, the length of the beep, the range of the audio excitement when encountering increased lift, the rate at which the audio gets excited, and the ability to turn automatic scale indication (ASI) on or off With these enhanced audio features pilots can now configure the 4030XL to maximize their climbing performance according to the type of conditions they are flying in (from big air to barely soarable conditions). For more information contact: Flycec
HANG GLIDING
LookoM1t MoM1HtaiH HaHS GlidiHS
800.688.5637 - www.ltan9lide.com
F'we times as many students leam fa ffy at Lookout
Integrated Instruction of foot launch and aerotow tandem skills The Industry Leader for over 20 Years
Put Yourself in Expert Hands at Lookout Mountain Flight Parle & Training Center Lookout Mountain, Georgia Since 1978
Update USA, 1-800-662-2449, or (352) 429-8600,
fax (352) 429-8611, www.flytec.com, info@flyrec.com.
OCTOBER QUEST MONSTER BASH
C
ome down out of the cold and enjoy another fantastic party with great people at our Halloween costume contest on Saturday, Oct. 27. Last year's winners were: first place, Jim Prahl, Humpty Dumpty Drunk; second place, Karin Utermoehlen and Jana Wheatman, "The Love Bugs"; and Roger Evans as Spider Thingy. The judging was tough and the turnout was incredible. You can see the fun and pictures on our web page. The Wizard of Oz is the theme this year, with more big prize money for best costumes. There will be a theme meal by Connie Bailey and kegs by American Rock Climbing Walls. Also featured will be the first annual Flytec vario-drop competition. See the accompanying news item. Demo days, fun flying and friendly competition sum up the party. Quest Air (Groveland, Florida) is located 30 minutes from Disney World. Contact (352) 4290213, questair@sundial.net.
FIRST ANNUAL FLYfEC VARIO DROP
fl ~est Air Soaring Center in Grove-
~and, Florida will host the first annual Flytec Vario Drop at this year's OctoberQuest (October 27-28). Bring your old failing or broken vario and drop it from your glider onto a designated target for a chance to win a brand new Flytee 4005. Discount coupons will also be awarded based on how close you drop your vario to the bull's-eye. Discounts will range from $75 off for just participating in the contest to a free 4005 for a direct hit. Dig out your old clunky vario (the brand doesn't matter and it doesn't even have to work) and bring it to Quest's OctoberQuest weekend and enjoy the warm and friendly atmosphere, great Florida flying, the Halloween Monster Bash party and a chance to win a new Flytec vario.
10
For more information contact: Flytec USA, 1-800-662-2449, 352-429-8600, fax (352) 429-8611, www.flytec.com, info@flytec.com, or Quest Air Soaring Center, (342) 429-0213, questair@sundial.net, www.questairforce.com.
PIWT ACCOMPLISHMENTS AT THE 2001 FLYfEC WORLD RECORD ENCAMPMENT, ZAPATA, TX June 27: Mark Poustinchian, on an Air Atos, set a new rigid-wing world record at 369 miles (594 kilometers), breaking the previous rigid-wing world record of 347.8 miles (560 kilometers) set August 10, 2000 by Davis Straub, also in Zapata. July 17: Manfred Ruhmer, on an Icaro2000 Laminar MRx, set the new flexwing hang gliding world record at 435.4 miles (700.8 kilometers) , breaking the previous flex-wing world record of308 miles (495 kilometers) set on July 1, 1994 by Larry Tudor in Rock Springs, Wyoming. July 17: Davis Suaub, on an Air Atos, set the new rigid-wing world record at 406.8 miles (655 kilometers,) surpassing Mark's pending world record. July 20: Kari Castle, on a Wills Wing Talon, set the new women's flex-wing distance-to-goal record at 217 miles (3 50 kilometers), breaking the previous record of 190.6 miles (306.72 kilometers) set on June 19, 1998, and held by Tiki Mashy flying at Hobbs, New Mexico. July 27: Kari Castle, flying a Wills Wing Talon, set the new women's flexwing open-distance record at 250 miles (402 kilometers), breaking the previous record of 230 miles (370.87 kilometers) set on February 12, 1998, held by Tove Heaney and flown at Garnpung Lake, NSW (Australia). July 27: Josh Cohn, on a Windtech Quarx, set the paragliding distance-to-goal record at 192 miles (309 kilometers), breaking the previous record of 155.5 miles (250.2 kilometers) set on December 18, 1994 by Alex Franc;:ois Louw at Kumman Airfield (South Africa). July 28: Betinho Schmitz, on a Moyes Litespeed, set the new flex-wing distance-
to-goal record at 311 miles (500.5 kilometers), breaking the previous record of303.4 miles (488.2 kilometers) set July 3, 1990 by Larry Tudor in Hobbs, New Mexico. July 28: David Glover, on an Air Atos-C, set the rigid-wing distance-to-goal record of 220 miles (354 kilometers), breaking the previous record of 196.8 miles (316.7 kilometers) set by Dave Sharp on July 20, 2000 at Zapata. July 17: Bo Hagewood, on a Wills Wing Talon, tied Larry Tudor's previous flex-wing world record, flying 308 miles. July 17: Paris Williams, on an Icaro2000 Laminar MRx, broke Larry Tudor's previous flex-wing world record, flying 318 miles. July 27: Josh Cohn, on a Windtech Quarx, set the new American paragliding open-distance record, flying 200 miles. The world record is 208 miles (335 kilometers).
USHGA NATIONAL SPEED GLIDING CHAMPIONSHIPS The USHGA National Speed Gliding Championships will take place at Lookout Mountain, Georgia, October 1-7, 2001. The first National Speed Gliding Champion will be determined, and the event is open to all Advanced-rated pilots. The event schedule will be as follows: Oct. l, practice day; Oct. 2-3, qualifying (experienced speed gliding pilots may prequalify with proof of speed runs from previous competitions); Oct 4-7, National Speed Gliding Championships with awards ceremony Sunday afrernoon, Oct. 7. There will be a competition celebration party Saturday night and lots more! The prize purse will be announced. Registration is $250 (does not include aerotows) until October 1, $300 afrer. For a registration package and more information please contact: Alice Engelhardt at LMFP, 7201 Scenic Hwy., Rising Fawn, Georgia 30738, 1-800-6885637 or (706) 398-3541, or, alicelan@quixnet.net, and/or fly@hanglide.com, (Attention: Alice).
HANG GLIDING
by
Accident Review Bill B~yden
hoping r would not to write article this year abou1 a fatality, the draniatic reduction in fatal accidents last year. Unfortunately, I am saddened rhat we lost a pilot this summer. BilJ Cox was killed in a hang gliding 16 as he was waiting to accident on launch from a mountain site in New Mexico. Bill was a I fang TV-rated pilot with extensive experience but had not been a current member for the pasr year. A small group of pilots headed to launch mid-morning and noted some extensive cloud development even before While setting np gliders, the pilots noted some extensive overdeveloprncnt off bel1ind launch. This was not an unusual occurrence, and did not approach rhc launch, but: remained 8 to J miles behind launch. A pilot was concerned about the squall line thar he judged had move to be approximately two miles away, and decided not to fly umil Bill discussed the conconditions ditions with ;mother pil01 determined that there wasn't much time ldr before he needed to bunch. Winds had been up the cliff face at moderate velocities, and Bill was hooked in and on launch for the winds to strengthen a bit more. Another pilot was as a nosc--wirc man, while others were tending to their equip-rncm preparations. 'T'he dark, black sky continued rn approach, and winds behind launch were heard but 110 significant motion in the trees was disccrnable. Then one of the pilots yelled, "Gust front!" and people prepared for the winds from behind. Bill was asked ifhc wanted co unhook and back off the ramp bm he declined. 'The keel was set on the ground, Bill stood on his control bar, leaned b:1ck on the dowmuhes and the assisrant contifrued to bold the nose.
Moments an aggressive wind rolled through the launch area. Several of the witnesses described it as a massive dust devil but another likened it more to a gust squall. Regardless, the wind picked up Bill's glider and flung the assistant off the nose despite his tremendous effort to hang on as evidenced by the missing flesh from his hands.' rl1e glider was picked up and tossed about quit-e extensively. Several spin around witnesses saw the but another witness the glider spinning about the vertical axis so much as just being wangcd up one way, then the other. 'rhe glider was lifrcd approximately 50 to 75 feet above the launch ramp and then spit out of the lift where the glider spiral dived downward, the cliff face approximately I 50 feet below launch. Afrcr this brief moment of very turbu-· lent air, winds then reversed and settled into a smooth, 5-10 rnph breeze fium behind launch. Witnesses did not any srrucmral foilure prior to assistance was immediately summoned. 'Ilic 911 dispatch would not send a helicopter until paramedics arrived and confirmed the need. Due to the long, rugged road t:o launch, this took sorne time. Bill was cmangiccl in glider wreckage, perched mountain, and well down on the pilots present he had it was apparent to died and there w;is little assistance they could render. When EMS teams they confirmed his death and helicopter assistance was not summoned. The witnesses seem ro concur that this w,1s a very um1stial occurrence. Most of rbe local pilors have regularly observed the weather patterns at rhis site and noted the numerous times squalls and would be seen over the mountain range behind the launch, but upon waiting, the weather would 1101 progress into their near The convergence between the winds approaching launch from the front and the front winds behind may have the lifting turbulence or dust devil. Intcresringly, one of the wirncsses commented that he could hear wind behind launch for nearly l O minutes before the accident occurred, and he looked numer--
ems 1·imes but didn't see any significant: tree motion suggesting that a gust front was coming. A slowly travelling convergence band might have produced this noise. Lessons from this accident arc varied, but care must be taken in what those arc. As noted by one of the witnesses I talked to, pilots must be super sensitive to developing weather conditions. One of the people providing an accident report srated that it would be unfair to say that Bill was not paying attention to changing conditions. I would tend to agree. Being more cautious and paranoid about those conditions would appear to be warranted in hindsight. However, note that many of the local pilots bad witnessed numerous times when over developing conditions in the mountains behind launch did not compromise the wearher at the flying site, or if it did, waiting it out would yield flyable conditions later. At tbe risk of offense, and none is intended, it might be valid to suggest that a of cornplaccncy about the weather behind launch had developed over the decades of flying rhcrc. Probably most us would have developed that if we had been flying there for dozens of years. Inrercstingly, a visiting pilot: from 600 rniles away with a strong motivation to fly was one of those more concerned about the conditions, and indicated to me that he bad decided to break down and nor fly until conditions improved. But ifhe had been flying there for 1 years would he have bad this same level of sensitivity to the conditions be observed? I don't know, but his actions that we should all approach our regular flying sites from the perspective of a pilot. Even though you think you know the answers, evaluate what the risks are. Where are the trouble spots to be extra carefol about? What is the weather doing? What is the launch situation with brush, rocks, turbulence generators, etc.? We should always approach the launch process almost as if it were our first time for a sire. One of the witnesses commented that they should always have at least two people for a wire crew. He speculated that if there were a person on each side, instead
I IANG CIIDINC
of only the nose, they would have stood a much better chance of handling Bill's glider in the wind. 'fhc orher pilots were holdtheir own behind launch since there were no tic-down stakes or similar provisions. While a couple gliders did get rossed around in the set-up area, they weren't 100 clifficulr to control. Unfortunately, this task removed people from potentially near Hill when his glider was the winds. The pilots were unable to get a helicopter dispatched to the accident right away without on the scene rec1m:sung it. 'fhis is actually pretty com· mon protocol for air ambulance service. I felicopters arc very arc in short supply, and need to be held in reserve fix truly serious injuries. Many callers to 91 I arc untrained and fail to comprehend true lifo-rhrcatening sirmtions from those that may look bad with lots of blood or some· 1mr that don't require the extreme irnmcdiacyoFa helicopter. Helicopters arc also restricted in the amount of gear they 1>1'111et·~ I Iv used fi)l' and often lack much of the rescue equipment needed to extract an injured person from a mounthem fiir rransportatain side and rion.
SWIIMllER 2001
Prompt helicopter response likely the outwould nor have come of this accident. Regular ambulance also still have been needed in crews Bill's simation 10 rescue him from the mountainside. However, this situation docs point out the need for clubs to con tact local emergency officials, especially with sires with dimcuh access. It may he possible fi)r clubs to develop methods and f'""·"'"'' '"' to get helicopter assistance dispatched to die arrival of police, ambulance, fire department: or orher pub-lie officials. Pirst aid and CPR training for all club members would be very wise and makes a good winter clnb Clubs should consider getting some members First Responder a significamly short-· cncd version of basic emergency medical teclmici:m training. This could be csrJcc1a1Jy hclpfttl in developing a procedure to get helicopter assistance dispatched prior to regular ambulance or rescue squad arrivaL Most lire dcpartrnents and EMS scr vices often maintain information files for unique sirnarions or locations in their dis· often have floor trier. For
plans for
electrical, water and fire mc,tcc:uo,n services for the building. They often what kinds of chemicals arc a0,·,r,.-,i111r used or stored at many so pare to handle chemical cir1cr:gcr1Ct1~s befr>re even Road maps to lannchcs or landing zones, combinations to gate locks and other informa1ion rhar can their response can be Dr<JVHJed them and in these same flies. Some trucks now even rescue vehicles and have on board computers with all this information stored. Tt'.s not hard to make this connection with the local emergency people, and that can almost always help rhcm do their job or help save a lifo. We can also help save our own lives if we always treat wcarhcr conditions with healthy respect, even if the weather is believed to be some distance away. We owe it to each other to emergency plans and obtain training to be prefor the unlikely event rhat the worst happens, [ffor no other reason, you will be able to know you did possible for your friend, and you won't have those nagging guilty fix:lings that you shonld have been able to do more as you lay awake at night reliving that l1!f~lltm;tre.
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LAKEVIEW 2001
High and Dry! by John Saltveit, photos by Steve Roti
It has been a dry year here in the Northwest. The farmers were bummed out in Lakeview due to the lack ofrain, but the pilots were happy and ready to hook into the thermals.
SEPTEMBER 2001
went down co the annual Fourth of July fly-in chis year, and people were in attendance from many states as usual. This year a large contingent of Japanese pilots came co fly and compete, and one did really well in the spot-landing contest. I flew in both the hang glider and paraglider evencs, aiming for best flights rather than to do well in the competition. This year the competition had just three categories: spot-landing (paragliding and hang gliding), cumulative distance (paragliding), and a trophy dash (hang gliding) . The trophy dash is a race from Sugar Hill, the most popular hang gliding launch, co Lakeview. Sugar Hill is just over the border in California, for a distance of about 29 miles. Some of the cop-dog paraglider pilocs were nor there because they were competing in the U.S. Paragliding Nationals in Chelan. I had just come from Pine Mountain in Bend, Oregon, and stopped by Summer Lake Hot Springs where a nearby paragliding fun fly-in with no contests has been held for years as well. On one of the first days, meet organizer Jules Gilpatrick had a keg party ar his house with hors d'ouevres. It was the cotal spirit of Lakeview. Everyone had a good time, sharing scories and meeting up with pilots whom they knew and some they didn't. In the paragliding cumulative contest, Honza Rejmanek was tearing it up. I believe he set a Sugar Hill paragliding site record with about a 65-miler. Everyone was talking about "chat guy Honza," even if they'd never mer him before. The hang glider and rigid wing pilots were having great flights as well. Although the trophy dash was a one-day event, many pilocs were racking up big flights on the other days, even if it wasn't for the contest. Right off the bat, the big dog was Rick Christen. Every day he seemed to have an amazing flight. He seems co like chat ATOS just fine. On his "bad" day he would fly a "miserable" 70 miles. Mike Tingey and Terry Taggart were moaning similarly. Thirty-something miles! How depressing! Rick also had flights of 150 miles and 120 miles. Mike came on very strong later and flew to 28 miles south of Denio, Nevada with two ocher pilots (about 115 miles), and past the Alvord Desert (about 120). Terry flew co Bearcy's Burce twice (about 70 miles). Many ochers had flights almost chat far. In the Trophy Dash, longtime Lakeview
I
15
winner Ken Muscio steamed the course in what many believed to be a record for the Trophy Dash. Rick Christen made it to Lakeview quickly, bur he had a great thermal, and he was at 10,000 feet, so he didn't land. Terry Taggart sped in and landed after Jim Woodward to rake third and second respectively. Later in the afternoon, however, some friends and I went to Doherty Slide. It was blowing strong as ir often does. We put our bones in our chickens and got ready to hang out. For those of you who don't know, Doherty Slide is a huge, nearly continuous ridge that faces west and is therefore really nice in a glass-off. The world hang gliding distance record was set here in the early 1970's. Therefore, it's a nice place for people like me who are nor sky gods to gee up and make fairly long flights. Andy Frank launched and went to Nevada and came back. I headed out, worked my way up, and headed north. There is a small gap to the north of launch that you have to overcome to get on the main ridge going north. I waited until I had a good thermal, then headed that way. Ir was quite easy. After a couple of miles you cross the main highway, but a dirt road follows beneath. After a while, though, the road leaves and there is no road under the ridge. Ir is a little scary thinking about hauling 75 pounds of tubing over miles of sharp rocks with no road if you have to land. After several miles the sun was starting to get low, so I turned around. I got within view of the launch just as ir was getting dark, so I went to land and put everything away. It gees very dark very quickly our there. Doherty Slide is an excellent place to make one of your first X-C's because it is pretty easy in the right conditions. Boring for a big dog, maybe, but fun for me and other medium dogs. I think it is more often flyable for a hang glider pilot, bur paraglider pilots had great and much longer flights here a couple of years ago. On the next day we went back to Sugar. I didn't know ifI was going to fly, bur I was sure glad I did. I was flying a paraglider on this day. The thermals were strong and consistent bur tiny, and several good pilors had short flights. I launched and immediately shot up to 11,000'. I decided to leave and headed for Fandango Pass, the next ridge of mountains on the other side of a gap from Sugar Hill. However, I was short, so I headed to Highway 395. Just as I thought I was going to sink out and land, I caught a small
16
Paragliding Cumulative Miles 1) Honza Rejmanek 101.2 miles 38.3 miles 2) John Salrveit 3) Steve Young 34.25 miles Hang Gliding Trophy Dash 1) Ken Muscio 1 h r. 6 min. 2) Jim Woodward 1 hr. 45 m in. 3) Terry Taggart 2 hrs. 26 min . Spot Landing Contests
Paragliding 1) JeffGritsch 2) Dave Raybourn 2) Liz Chamberlain
I' 11 ' 6" 11 ' 6"
Hang Gliding 1) Eric H einrich 2) Hiroshi Iida 3) Roy Spencer
6' 8" 23' 27'
Author john Saltveit. thermal and hung on desperately. .A5 long as I absolutely stayed with the thermal I could consistently work it up for thousands of feet each time. Many times I began my landing approach at 50 or 100 feet, found zero sink that turned into a thermal, and got up - at New Pine Creek, South Lakeview, Black Cap, in the meadow at Highway 140, and in the meadow on the road to Tague's Butte. Had I known how the roads went I probably could have flown a lot farther, bur that's how you learn. I landed high on a sage-brush hill because the road ran out. Thirty-seven miles was good enough for second place in the paragliding cumulative contest, so ir really didn't matter that I flew my hang glider the day before. I was completely stoked. Thanks to Gail Graddon for driving.
The Lakeview fly-in is a nice opportunity to fly at a great sire with the potential for a personal best or long X-C. The organizers of the event, Jules and Ralph Hyde, decided a couple of years ago to have contesrs, bur also ro have a fun, friendly fly-in in which pilots of all skill levels could have fun and participate. In fact, the winner of the paragliding contest, Honza, and a spotlanding winner, Dave Raybourn, both mentioned how much they enjoyed the sense of community and camaraderie, not only among pilots bur among the locals who love having us there. Thar's why many of us, myself included, come and fly at Lakeview every year. I would like to personally thank Rick Higgins for going up to Chelan and giving the rest of us a chance at Lakeview this year. •
HANG GLIDING
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by Ralph E Shaffer, illustration by Harry Martin
asr year, a Los
Times photo of
,l 70-yc,u--old hang gliding student
about to soar off the dunes above _._,,,._uockwcilcr Beach, and the follow-·up story on the history of hang gliding would have brought a sense of niumph to a long-·forgottcn senior who pioneered the sport in Los Angeles over a ccmury ago. The brilliant but erratic Jlrederick M. Shaw, the last of the city'., colorful l 9th--century eccentrics, promoted flying nor for fon, but as a solution to transit problems. Flight was one of his many, and often zany, schemes to improve lifo in Southern California. And how different life might have been had his grandiose designs received serious consideration instead of almost universal ridicule from a town foll of scoffors. Shaw's fertile mind constantly produced ideas on the cutting edge, ofren beyond, and nearly always a day ahe,td of his time. They gained the nttention, though only temporarily and perhaps with some embarrassment, of the city's most prominent men. ln the early l 870's Shaw planned a health spa for the then nearly vacant slopes of Sierra Madre. His financial backers lost interest due to delays, ;md others finally built the villa that becarne the syrnbol of rhe region's curative climate. In the I 880's Collis Huntington considered Shaw's plan for a locally-financed man-made harbor, long be/ore the and the Southern Pacific fought over where to build it. On the other hand, editor Horace Bell sheepishly admitted that he talked with Shaw about a proposal to power ships by harnessing whales! But always a dollar short, this one-·man think tank financed his projects by appealing
18
to those same community leaders for fimds. An amused Harris Newmark, a well--heeled merchant, remembered bow he was conned into contributing to Shaw's fantasies: "Long ago he established his own pension bureau, conferring upon me the honor of a weekly comriburor, and when he calls, he keeps me well-posted on what he's been doing. His busy brain is ever filled with rhe phantoms of great invemions and billion-dollar corporations, ;Js his pocketful of maps and diagrams shows: one day launching an aerial navigation company to explore die moon and the next day covering California with railroad lines as thick as are automobiles in the streets of Los Angeles." While most of the eccentrics were simply looked upon as peculiar, the Herald labeled this dreamer "Crazy Shaw." (Surely anyone who wanted to build a harbor with-out a federal handout must have been deranged.) l n fact, Sl1aw was legally insane, declared so in 1883 (shortly after he began writing letters to rhe Times) by a local judge, who ordered him committed to the state asy-· lum. Outraged, the city's movers and shakers, including Times editor/publisher Harrison G. Otis, came to Shaw's defense. Odd, yes. Insane, no. They demanded a rehearing and won a reversal. In an l 887 letter to the Times, Shaw, who by then was the paper's most frequently print-· eel letter writer, proposed his theory on flight. After dumbfounding his readers with the claim that his own investigations had demonstrated that trains could fly across canyons without a bridge, provided their speed was gmtt enough, Shaw turned to manned flight:
"'] 'he problem of flying by man himself has not been so satisfactorily proven. However, that will be done in time. All that is needed is the will and sufficient courage to enable the human birds to launch themselves in air. I know of no place as favorable as this for putting that theory into practice. It can be done safdy 011 the plains near the ocean, and the new-fledged birds can alight in the water. This would avoid the accidents of bone-breaking that might occur if all the rrials were made on land ... To obtain a momentum sufficient to carry one off the ground, a slide or incline might have to be used at first. But the human bird would soon develop speed enough in running to make the sran without the incline." If reports in rhe Times were accurate, Shaw formed an aerial navigation company in the J 880's and, at a cost of several thousand dollars, built and tested bis flyer. Unfortunately, he failed to follow his own advice. By then in his sixties, Shaw made his first flight from the top of a two-story building, fell and broke several bones. 'two other attempts also ended in failure, each resulting in a broken lefr leg. The scoffers sm ilcd. In 1914 Shaw, then 87, was permanently grounded: he slipped on a banana peel at First and Main and again broke his left leg. Facing life as an invalid, Shaw still promoted his flyer. When a Times reporter interviewed him after the accident, Shaw pulled the crumpled flyer diagram from his pocket and proudly declared that ifhc only had more time and a little mon·· ey he could still perfect it: "It's the irony of fate. l have devoted all my life to my invention which would perrnit rnen to fly in the clouds with the safety of birds and here Jam on a hospital cot as the result of a simple accident on the ground." Broken in spirit and told by pessimistic doctors that he probably would never walk again, Shaw died a few days later at county hos-pita!. Shaw would have admired that hang gliding female septuagenarian. But he would long ago have discarded tbe flyer diagrams. Today his pockets would be full of new plans to solve Southern California's current problems. One can only marvel at what he would have devised for relieving air pollution, eliminating traffic congestion and preventing power outages. The "Crazy Shaw's" of our own era should not be so quickly dismissed.
Ralph E Shaffer is professor emeritus in history at Cal Poly Pomona. His anthology ofletters to the Times, 188 J-1889, is cit www. cswupomonr1-. edul, reshajfer: II HANC GIIOINC
by Joe Cregor y the rime you read this article an FAA notice of proposed rulemak-ing memorandum (NPRM) describing new Sport Pilot certifkation requirements will likely have been released for public: comment. We will have 90 days to digest rhis information and respond bdC)lT the government decides if; when, and how to implement the new rule. While the draft rule would impact the hang gliding community only peripherally, it lays rhe groundwork for sweeping changes in the way hang gliding may be regulated in the future. ln this article I will briefly summarize the Sport Pilot rule as currently drnfred, induding my take on the potential implications for the sport of hang gliding. l will begin by briefly outlining the genesis of our current regulatory situation, from the publication ofl:AA Advisory Circular 60-10 in 197/i to FAR Part 103 as it stands today, making use of direct quotations from FAA source documents to highlight the government's thinking. Put in historical perspective, it becomes dear why the currem regulations evolved as they did and where I believe the ];AA plans to take us in the foture with the new proposed Sport Pilot rule. It behooves all who currently enjoy the present state oflightly regulated footlaunched free flight to pay dose attention to that which fc)llows. ADVISORY CIRCULAR 60- l 0 fn l 974 the FAA published an Advisory Circular !AC No. 60-10, 5/ 16/7/i] outlining their position regarding the opera tion of "hang gliders" and the sport of "sky-sailing." Jn it the FAA outlined a suggested set of parameters that practitioners of the sport should follow to avoid future regulatory action. ·rhcse included:
I) 2)
Limiting altitude to 500 feet AGL and below. Restricting operations to areas outside of controJled airspace, resrricted, and prohibited areas, to include
S1PTEMl1rn 200 I
It hcts been said that adrninistrations come and go, but the bureaucracy remains the s11me. While the ideology of the current administration espouses personal responsibili~y and limited government, the l ederal 1
hureaucra~·y h11s other ideas. uncontrolled (non-towered) ttirports. Iitalics mine]
3)
Remaining at least 100 feet away from, and never to overfly at any altitude, any buildings, populated places, or assemblages or persons. Iitalics mine]
Manufacturers and clubs were cncour· aged to develop procedures and standards for quality control, and training. The FAA cautioned that it would take steps 10 "observe the growth and safety status of rhis activity as it progresses and 10 contirrnally assess the need for FAA involvement." THE GENESIS OF FAR PART 103 Eight years later the rapid growth of ultralight activity within the U.S. prompted the J;AA to propose limited regulation of both powered and unpowcrcd ultralight aircraft. The result was FAR Pan 103 Ieffective 10/4/82]. The purpose of this regulation was to "achieve an acceptable level of air safety by reduc-· ing potential conAicr with other airspace users and to provide protection to persons and property on the ground." The FAA left responsibility for pilot certification, vehicle certification, and vch icle registration to the ultralight community with a warning that positive action was expected ro address these issues to the government's satisfaction: "Should this approach foil to meet FAA safety objectives, further regulatory action may be necessary." Supplementary information was provided, describing the government's line of reasoning fr)r adopting this regulation. It began hy observing how technology had advanced to the point that "many hang
gliding vehides no longer foll within the scope envisioned by Advisory Circular No. 60--1 O." We had outgrown the handsoff approach. Those of us who thought we were not on the radar screen will be interested to know that as {ar back as 1982. the FAA was cognizant of· the fact that we could exceed 10,000 feet AGL and achieve distances of over l 00 miles! 'fhc FAA was paying attention, and we did a creditable job of shooting mm,elves in the foot as they watched: "'The operations of these vehicles ;ire now a significant factor in avi'T"hc vehicles arc rou· ation tinely operated, without autho, rization, into regulated airspace, such as airport traffic areas (now known as Class D), terminal con-, trol areas (Class B/C), positive A), prohibited control areas and restricted are,is. Many operations have also rakcn place over congested areas and spccrators and into adverse weather conditions ... The midair collision potential presented by unautho· rized operations is contrary to the T;AA responsibility or ensuring the safety of all airspace operation including air carrier aircraft." [parentheses mine\
In addition, it was pointed out that: "Current hang glider publications have carried a number of articles describing hang glider operations that violat:e Pan 91 rcgu lations as well as the recommendations of Advisory Circular 60-10. Those descriptions have included opera, tion near and into clouds, low19
An extensive study ofultralight activity collected kY Air Transport Canada led to the conclusion "that ultralight activity is as safe or scifer than general twiation. ,, In fact, it was found that general aviation pilots flying ultralight aircraft experienced a significantly higher accident rate than trained ultralight-only pilot:r! altitude operations over open-air assemblies of persons, and flighrs in close proximity to airpons with large concentrations of airline and general aviation aircraft operations. Those potentially hazardous operations created the rcquircmen t for Federal regulatory limitations on hang gliders."
We did ir, we announced it proudly to the world, and the FAA responded. To
"deter flights which present a serious danger to aircraft and to provide a basis for necessary enforcement action" the FAA published an NPRM on July 27, 1981 to "include both powered and unpowered l1ttnggliders under the generic term ultralights." [italics mineJ After the appropriate comrncnt period, t:har NPRM formed the basis for FAR Part I 03, made effective just over one year later. The USH GA objected to the inclusion of hang gliders with powered ultra· lights. While acknowledging the success ofUSHGA's efforts to prornotc within the hang gliding community, the FJ\A defended its position, stating that "the basic rationale for issuance of this rule is the safety of all users of the national airspace, not just the ultralight operators." This theme is raised again and again, and serves to underscore the reason why we came under regulation at this time and why we may well expect increased regulation in the future. While intent on maintaining safety for all users of the national airspace sys-tern, the FAA was not interested in eliminating ultralight activity alrogcthcr. Liberal limits on top airspeed, stall speed, foci capacity, and empty weight were sci ro ensure that the aircraft falling under Part I 03 maintained the flight characteristics commonly associated with ultralights, while at the same time enabling
20
most ultralight aircraft that existed at the time to continue operating without: burdensome regulation. Speciflc considcra-tion was given to maintaining waiverabil-i ty for ult:raligh t operations so that twoplace trainers and aerotowing operations could be continued, largely clue to the perceived safety-enhancing aspects of these operations. The FAA emphasized the "sport" aspect of ultralight operations flight conducted by informed partici· pants fully cognizant of the dangers and risking only themselves and their own personal property as justification fr)r not requiring airman certification and aircraft registration. lt: was recognized that the economic impact of licensing and aircraft certification requirements could have a devastating cffec:r on the community. The PAA's intcllt was to provide safoty for all with a minimal amount of regulation. [fowevcr, it was "emphasized that the individual ultralight operator's support and compliance with national sell~regulation programs is cssemial to the FAA's continued policy of allowing industry self-regulation in these areas. The FAA would continue to monitor safety and compliance trends and "take additional regulatory actions to preclude degradation of safety to the general public while allowing maximum freedom for ultra· light operations." The community was being served notice. Ultralights would be allowed as much freedom as the government considered prudent, but tbc safety of ctll users of the national airspace system would be paramount. Ultralight aircraft: were to avoid "areas where significant operations of aircraft arc occurring so as to minimize t:he risk of midair colli-·sions." Such operations may only be conduc1cd safely if all pilots arc aw,ire of the presence of other aircraft, and this is one reason why ultralight operations within controlled airspace (Class A, B, C, D, or
E for an airport) require prior authorization from the controlling agency. In 1993 this rule was beefed up by an amendment to Far Part l 03.17 (J\menclment I 03--4, effective 9/16/93) prohibit· operation within the lateral limits of rhe surface area for Class E designated for an airport. Commentators responding to the NPRM voiced concern over ultralight operations at uncontrolled (non-tow· creel) airports, as well. The FAA sidestepped this issue, pointing out that the large nu mbcr of variables associated with individual airports in tbis class would make ir difficult to develop workable Federal standards uniformly applicable across the nat:ion. Instead, "Tbe FAA has concluded that such operations could be handled much more efficiently by airport managers developing local procedures in concert with the ultralight community." A clarification was later published in the F:1A Aviation News, stating that the later-al limits restriction does not apply to those airports surrounded by a ghostly magenta Class airspace designation. Some commentators proposed that hang gliders be permitted to operate in or near clouds, since to restrict such activity would eliminate their ability to vie for long--distance and high-altitude records. We need to do better than this next time around, folks. The ostensible goal of the proposed change was to ensure the of the flying public. Enabling record attempts for ultralight pilots was obviously not a primary FAA concern. Their response, predictably enough, was to uphold the same cloud clearance standards for hang gliders and ultralights as for any other type of aircraft plying the skies: "The cloud clear-ancc requirements serve as a practical buffor to reduce the possibility of having aircraft exit the clouds on an unalterable collision course." Most scheduled airline operations, commuter, corporarc, and military aircraft en route on IFR flight plans, regardless of the prevailing weather conditions. 'fhey are cleared to fly through the clouds legally. The FAA did not want us or any other uncontrolled, untrackable VFR aircraft prc-senting an unexpected and poi-entially unavoidable obstacle to those aircraft. In summary, rhe rapid growth of
HANC GLIDING
hang gliding and ultralight activity in the 1970's prompted the FAA to publish an advisory circular. By 1982, near-miss reports, complaints from the general and civil aviation community, and a perceived disregard for the rules prompted the FAA rn propose further regulation. The result was FAR Part 103. This regulation made it clear that ultralight pilots, both powered and unpowered, were required rn observe certain basic rules of VFR flight operations, and rn avoid activities that could endanger the lives and property of others. Additional restrictions, such as remaining outside the lateral boundaries of airport-controlled airspace, and nor overflying large concentrations of people, were imposed due to the unproven nature of ultralight aircraft and the unknown quality of ultralight pilots. That was then. Now, nearly 20 years later, the FAA has issued another NPRM that could affect the hang gliding community. THE "SPORT PILOT" PROPOSED RULE In 1988 the USUA (U.S. Ultralight Association) petitioned the FAA to amend FAR Part 103, asking them to expand the definition of an ultralight vehicle to include two-place and overweight "far" ultralights. In response the FAA set machinery in morion that led to the new Sport Pilot proposed rule. The FAA had been working on initiatives to shore up the health of general aviation in the U.S. A new class of air-
man certificate, the "Recreational Pilot," was established in 1989 as a result of these efforts. This new class of airman certificate was intended to provide a simple, low-cost avenue of entry for prospective pilots. The new initiative mer with extremely limited success. Meanwhile, the legal industry had discovered a new source of revenue, devastating the U.S. general-aviation (GA) manufacturing base in the process. Piper was the only company still producing GA aircraft, and they were considering plans to exit the business. In 1992, in an effort to reverse this trend, the FAA created a new, simplified, "primary category" process for securing type, production, and airworthiness certification of new aircraft types. The problem was ultimately addressed by tort reform. But the machinery remained in place - a tool with no use. Ar the same rime, it was noted that, "Over the years ... public misconception of the actual scope of Part 103 has led some well-intentioned people to begin operating in a way that is technically outside of that scope." In other words, ultralight pilots were still busting the rules. In 1991 the FAA formed a working group to consider changes to Parr 103 in response the USUA petition. The Aviation Rulemaking Advisory Committee (ARAC) was composed of representatives from the experimental, light, and general aviacion co=unities. Ultralight aircraft owners and operators had minority representation on a committee formed to
consider changes to a regulation rhar allegedly was only to affect ulrralighr aircraft. Ir quickly became clear that the FAA had an agenda, and after some FAA guidance the ARAC eventually issued the following recommendations: 1) 2)
3)
Parr 103 should remain intact and unmodified. The "primary category" aircraft requirements could be used to address the certification of two-place and "far" ultralights. The FAA should establish a new "Sport Pilot" airman certificate modeled on the (currently unpopular) recreational pilot certificate, bur modified to address the "unique training and operational requirements of the types of small, slow, single and two-place aircraft that would be certificated under the 'primary category'."
This, of course, was precisely what the FAA wanted to hear. Rather than rewarding pilots operating outside the scope of Parr 103 with a relaxation of restrictions, the recommendation was to create a new class of FAA-certified pilots. The existing base of "far" and two-place ultralight pilots would provide the "interest" required to make the proposal a success this rime around. The collection of waivers to Part 103 (like the USHGA rowing exempcion) could be eliminated and rolled into the new regulation, saving the FAA rime and money.
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SEPTEMBER 2001
Fun, Convenient, Comfortable and Easy Troe Lightweight Soaring Trike 95 lbs. LookoM1t MoM1HtaiH Ha"s Glidi"S 800.688.5637 - www.ltan9lid£.con1 21
The proposal is in rbe public interest )ecausc it would improve safr:ty by pro· ·iding more instructors in type who vould he validated through recognized Jroccdurcs. l r would enhance the use nf :ertificated vehicles in additional classes md types and would expand annual con·· lition inspections that would improve afoty. 'J'he proposal would also expand he number of certified pilots, thus ncreasing the benefits and uses of the 1ational airspace system. This proposal ;vould provide reasonable and required raining, airman certification, and pro· note compliance with general operating ·ules ... frJr persons oper11ting light; slow, unique 11ircr11fi:" !italics mine] The privileges to be enjoyed by the ·wider of a basic Sport Pilot certificate i\/Ould be essentially the same as those now enjoyed under Part I 03. Restrictions :m the performance and capability of air .. ::raft that could be flown by a Sport Pilot ::crtificate holder would be relaxed to an increased empty weight (to a 1,2()(). pound maximum), an increased stall speed of39 kcas, and the ability to fly two .. place airc:rafr. This expansion of priv· ileges would come at a price, however. Pilots would be required to obtain and maintain FAA certification. A regist·ercd "light sport aircraft" would require certifi .. cation and annual inspection by PAA cer-
tified technicians. But the government could not impose a new class of pilot certificate without providing for the required infrastructure. A new cadre of instructors, examiners, inspectors, and maintainers would be required to deliver the necessary training and oversight. The skills and interest simply did nor exist among the cnrrcnt FAAcertified t'icker holders. In the past, this had been the showsropper in any efforr to regulate the ultralight community. The FAA believes that is has finally engineered a solution to this problem. An extensive study of ultralight activi .. ty collected by Air Transport Canada led the conclusion "that ultralight activity is as safe or safer than general aviation." In fact, it was found that general aviation pilots flying ultralight aircraft experienced a significantly higher accident rate than trnined ultralighr-only pilots! The soJu .. tion, then, was to utilize the resources oF
Continued rm pt1t,e 42.
22
HANG CIIDING
Saturday's fun flying and Octoberfest Party kicks exciting meet, in Always the premiere east coast event for adv,rndng of all levels of ability, the is a rare "'"'nr1,1n,1,, to take on tasks, and learn with your team, in fun competition. Safety and skills seminars, glider reps and demos, fly in breakfosts, a generous purse for the top placing teams, and daily draws round out the excitement. Early entry fee, before :JO is just $815 and includes l·shirt, Ocloberfest beer and and some big, southern-style breakfasts. $100 Check the website for pix, info and to up an online application.
S[PTIMBER 2001
Tho llt111://m11m1111r11.11111.1:11111/wHtll11rsc11c1111111111110.11tm
Manfred Breaks The
400-Mile Barrier by Davis Straub, http:!!www.davisstraub.com/OZ One year ago only one pilot had ever flo wn over 3 00 miles. Larry Tudor's world open distance hang gliding records of over 3 00 miles had stood for 12 years. Until last July it appeared as though no one would ever match Larry's accomplishments, though many had tried ow, all that is history. Not only so that the pilots flying in the Worlds have hang glider pilots flying out could have a week to travel from Spain to of the Zapata County Airport one of Spain's former colonies. What they surpassed Larry's outstanding accomplishfound was the firs t week with good winds ments, they have convincingly expanded but not-so-good clouds. the horizons of what almost all of us That didn't stop Manfred Ruhmer thought was possible with a hang glider. whose longest flight up to that point was A human being flying with a pair of 130 miles, flown in a contest. He is a true wings on his back has flown over 400 European (no areas for really big crossmiles. country flying). Here in Texas, he flew at Not only that, but the drive back (and every opportunity, improving his personal out that far by the driver) is harder on best until he got it up to 224 miles in one's body than the less-than-perfect conditions. flight itself. You don't drive back that Of course, we night, but you'll were all hoping that spend the next day the conditions would driving. When Manimprove (which fred and I met afrer means that 300+ our flights, we both mile days would be said how easy it was possible, and not just on us. those crummy little 200+ mile days). This is our second year at the Finally, on the World Record evening of July 16 it Encampment in way became clear that the next day was the day. south Texas, 40 miles south of Laredo on The predicted the Mexican border. soundings for ZapaAfter Dave Sharp ta, Del Rio, San and I each set the Angelo and Midland rigid wing record last Manfred is happy after his record. Photo by showed that there year, there was a sigDavid Glover. would be a strong nificant desire on the ...................................................................................... push of moist air up from the Gulf of Mexico, spreading over part of quite a few pilots to come back with us this year so that they could have Texas during the night. At dawn cumulus their chance to go far and maybe set the clouds would start forming at Zapata and record themselves. throughout the state. It looked like the We timed the second session of the clouds would stay with us for the whole 2001 Flycec World Record Encampment day. The winds would, of course, con tin-
N
24
HANG GLIDING
Davis launches. Photo by David Glover.
400 Mile Club members Davis Straub and Manfred.
SEPTEMBER 200 1
25
l!C om of the southeast, as they had every day of our encampment. They wouldn't be wrapping around and coming from the south later in the day up ne,ir Uvalde, hut rather stay straight south-southeast. When we got up at G:00 AM in the morning before sunrise and the cu's were forming right over the ::iirpon. The cumnlus clouds continued to form in the early morning and rhis encouraged everyone to get to the airport early. We called Dustin Martin who had flown 214 miles on the 16th, and who was still in Rocksprings. He told us that the cu's were there and flying by over his head. Manfred and Paris Williams took a tow ro cloud base at 3,300' and released at 10:00 AM. The cloud base was the highest that we'd had this year for this early in the morning. Normally we would expect 2,000' to 2,500' at l 0:00. I broke a weak link at 590' AGL and tbermaled up from the airport at I 0:30. The clouds were streeted up and l
2b
could see six streets 10 my left. All the streets were headed from Zapata right to Laredo and its airport's conrrolled air· space. J knew tlrnt I had to circle up to near cloud base and immediately begin jllmping streets to get to the east and around the airspctce. Meanwhile, Manfred and Paris were racing under and across tbe cloud streets as happy as pigs in mud thinking that rhey had better get out there way in front. As they approached Laredo the streets and the clouds suddenly stopped and they had to put on the brakes. Quickly the race was not ro rhe swifr, but to the patient. Since l was behind tl1ese guys l had the advantage of a better chance of superior conditions as [ approached Laredo. I also ou t:ran the streets as [ got out :30 n,iles from but there were little signs of cu's for me 10 help me continue and get closer to them. Once they had navigated east around
tbe controlled airspace, Manfred and Paris saw rhc clouds northwest om of Laredo toward Del Rio. With no clouds along I1ighway 83 to the north-northwest, chose the left-band route and got back under the clouds. Thirty minutes behind them l saw that the clouds were now spreading a bit to the right, and 1 could rnke a route five miles to the west of Highway 8:3. The clouds weren't streets like they were between and Laredo, but they were there and provided all the guidance to the good lifr that was needed. We'd got:ten a bit of a late start. On a previous day 1 was able to fly l Ol miles by noon and 200 miles by 2:45. On this day, Paris and Manfred would be at 100 miles at 1:00 PM and I'd be at 86 miles out. Paris was low at that point and Manfred was near cloud base. They had seen rbe clouds forming to their right and had abandoned the river rome and gone over near T-lighway 83. IIANC CLIDINC
The cu's were thick with some streetout of the southeast as I passed Cata· rina, cut the corner on Carrizo Springs, and headed past Crystal City on its cast side. There was little need to turn in anything under 700 fpm. Manfred was also racing as fast ,is he could so he would be hard to catch. North of Crystal City at 130 miles from I caught Paris, who was having trouble wirh his VG rope, and Andre Wolf who had launched about l mmutes before f had. We three were all struggling now, I for the first time, as we had trouble finding the good lift. Manfred was off to our northwest about 15 miles away, quite a ways off the highway. Thad to dive off to tbe west imo the Mesquite-covered pasture lands to get under some clouds. This was Manfred's route as well, and it was working. We were now on a track to head over tiger country far to the west of Highway for from any traveled backcountry roads, up into the hill country with very few places to land. It was at least a day's hike om from any 3rea where you might go down. Manfred wasn't looking down, he was looking at the clouds and ignoring everything on the ground. The clouds were outstanding not too thick, almost all of them working, and their elevation was rising very nicely throughout the day. The hill
is almost all gray swirling rock, and in the late afrcrnoon it bakes. You don't want to land there, hnr it sure is good for flying. We were all on the same radio /icqucncy so we could bear what the other pilots were up 10. We radioed our dis·· tancc, bearing and altitude hack to Zapa· ta, and that's all we heard from Manfred. We were racing as fast as we could. At a little over 200 miles we left the hill coun rry and got up on Edward's Plateau. At the plateau we got back over more friendly landing areas, and there was even better lift than over the hill country. Of'coursc, it was later in the day, cloud base was rising, and rhc thcrrnals, which had been quite nice, got even bigger and fatter. The moisr Gulf air brought with ir well.formed thermals that were a great pleasure to fly in. 'J'hcy could be quite strong, hut they rarely had sharp edges and were large enough for flat turns. Andre and Kari Castle had down at l '55 miles. Bo the U.S. National Cbampi··
on, and Paris were behind us. Bo was fli ing on om track, bur Paris was sticking rhc cast over the highway as he continw to struggle without being able to pull 01 his VG. Manfred continued downwind, cros ing various small highways as we headc, north-norrhwest toward Big Springs almost 400 1nilcs out. Manfred's grorn1, speeds while on glide continued to improve and get into the high GO's, approaching 70 miles per hour. !-le was able to start averaging 50 mph, includi climbs. We were over a nice open plateau ti was 2,000' to 3,000' above our launch altitude at When Manfred flna landed he would be at about his release altitude of 3,300'. The countryside was almost totally empty. We missed almost all the small towns and got to sec an incredible amount of nothing. We hadn't flown o any cultivated lands since La Pryor, 13 miles om, north of Crystal and wouldn't sec any again llntil we got ne, Big Springs at 380 miles out. At about 4:00 PM the streets bccam more apparent as the clouds got bighe1 and fewer in number. Off to the west t ell's had stopped, so we were sure to he a bit more northerly than we orhcrwis< would LO stay under the clouds and Hn the best streets. We could sec the dry 1 Continued on
'
•
The Zapata airport; off to our west. would be cu-nimb's way off to our west late in rhe day, and cirrus corning out of the tops of those clouds but not affecting us, thank• frilly. We continued to fly in the thoroughly enjoyable evening air which was ting lighter, but with solid climbs under almost all of the clouds. We were able ro nm cloud streets for l O rnilcs at a time and stay in lifr or lighr sink. Manfred left rhe lift at about 8: J 5 PM and headed for the next clouds. They didu't work for him and he landed at 8:30 PM at miles out, past Lamesa, north of Big Springs. I was still working lift ar 8:30 and then headed northwest to get to a road coming north our of Big Springs. I landed at 8:44, nine .minutes before sundown, at 407 miles out. Bo l·1agewood would fly 308 miles to match Larry's record. Paris Williams
30
would fly 318 n1iles to set the new record before Manfred landed.
a
glide ratio over ground while gliding: Distance traveled while gliding: 368 miles Landed l 7 miles north of Big Springs
A FEW STATISTICS
Miinfted's Flight Distance: 432 miles Duration: I 0:30 boms from pinning off at 3,300' AGL Pin off time: I 0:00 AM Speed: 41.J 4 mph
My Flight Distance: 407 miles Duration: I 0:08 hours from the time that the weak link broke at 590' AGL Pin off altitude (MSL): 1,017 feet Landing altitude (MSL): 1 Pin off time: 10:33 Aivl Speed: 40. J 4 mph Average ground while gliding: mph
A lirtle chart of my average speeds over the ground and average lift while circling by hour, starting at I 0:33 AM: 1st
2nd 3rd
4th 5th 6th 7th 3th 9th 1oth
31 mph 38 mph 41 mph .%mph 38 mph 42mph mpb 50 mph
300 fpm 380 fpm 480 fpm
:340 fprn
mph
500 fpm 525 ff)lll 670 f11m 540 fprn 360 fj1m
39 mph
360 fj,m
More information abour this flight can be found at http://www.davisstraub.com/OZ.
a
HANG CUDING
SiPTEM13FR 2001
Glacier-borne Lake Chelan winds 55 miles through the central Cascades and Wenatchee National Forest, and feeds into the mighty Columbia River. On the arid southeastern tip ofthe lake is the tiny hamlet of Chelan and 3, 800-foot-high Chelan Butte.
A
ple and cherry orchards meander through the hills and valleys urrounding the lake. Across the iver to the south and east is a vast expanse of arid farmland producing desert wheat. Volcanic basalt slabs and spring-fed coulees add texture to the patchwork of dusty fields. This area, that we refer to as "the flats, " produces excellent lifi: and provides large, easy landing areas. The Chelan X-C Classic has a unique format among hang gliding competitions. To maximize fun, pilots choose tasks while they are flying. If you are attempting a triangle, and you find yourself drifting further downwind, you can change your mind and continue on for open distance. Each mile flown is worth 10 points. Outand-returns earn a 1.33 multiplier, and triangles earn a 1.50 multiplier. To keep your drivers happy, landing at one of the three primary LZ's after a rriangle or an outand-return earns an additional 100 points. This year we had 40+ participants and great flights were logged six out of six days. On the first day of the meet, a large forest fire started in the Methow valley just north of the Chelan valley. In the afternoon we witnessed a large cloud develop over the fires and could see the smoke pour down from the north. Just before the first pilots meeting two Navy EA6B Prowler aircraft screamed over the top of the burre. We continued to see A6's, Cl Ts, and assorted fire-fighting aircraft throughout the week. Larry Jorgensen rook day one with a 72-mile triangle (Farmer, Sims Corner, and junkyard landing zone) . After an early launch and a low save at the butte, Dave Little rook second with a 57-mile triangle. Peter Gray rook third for the day in his flex wing with a 50-mile triangle. The weather on day two looked very promising with pilots getting as high as 15,800' MSL (13,800' AGL). Larry won day two with a 131-mile open-distance flight. Close on his heels were Joe Evans and Mike Daily with 127 and 126 miles respectively. Kevin Cosley had the best flex
32
wing flight with a 97-mile open-distance flight to Reardon. Tom Pierce, after a scary incident with one of his wires coming loose, flew a 65-mile triangle. On day three the wind picked up from the south while on course. Peter Gray and Larry Jorgensen tied the day by flying 89 miles to Canada. Dave Little rook third by flying north 80 miles up the Okanogan valley. Jim Pratt flew 64 miles and landed just shy ofTonasket. He passed up a ride with the Jorgensens and missed his planned ride. Luckily, a local farmer and his wife misrook Jim for a runaway teen. After explaining his situation, they lefr and returned with their horse trailer so they could rake him and his glider back to the farm. The farmer's wife cooked him pork chops and homemade biscuits and gave him a comfortable bed to sleep in. In the morning he had a new toothbrush and razor waiting for him in the bathroom. They rook him out for breakfast, and when his ride showed up the farmer's wife gave him a big hug and cold him to come back any time. Luckily, Jim saved his GPS coordinates for the farm, so I think we will have a new rurnpoim to submit for next year. On day four we finally got some very nice clouds. Triangles were the choice of the day. Mike Daily, Larry Jorgensen and Joe Evans rook first, second and third, with 75-, 72- and 68-mile triangles respectively. On day five southwest winds picked up, and pilots chose open distances again. Larry Jorgensen won the day with a 131mile flight just shy of the Idaho border, Dave Little flew 112 miles to cake second, and Joe Evans flew 98 miles to Reardon to rake third for the day. Day six looked like it would be similar to the previous day, with the wind out of the southwest. Mike Daily won the day with a 146-mile flight into Idaho; Peter Gray achieved his fuse 100-miler (104 miles) to take second for the day. Jim Fenison even flew 72 miles in his singlesurface, Pac Air "Easy." Gary Braun came in from Seattle for the day and scored his
Mike Daily on day three.
HANG GLIDING
Launch director Frank Erzar with a weather balloon.
SEPTEMBER 2001
33
first I 00-miler. Thanks to Russ for running the rneet and keeping it fun. Thanks to Gigi Gclfan for overseeing the drivers' contest, designing the T-shirrs, and foeding all of us at the barbecue. Thanks to Steve Alford for being director, Frank Erzar for being launch director, and "joking" Joe Ulman for providing the daily weather reports. Thanks as well to Brian Scott and Kevin Cosley for the trophies, and Kelly and Luke for providing the concession stand on top
34
of Chelan Butte. 'fhanks to Mike Eberle and Wills Wing frir donating the daily prizes.
OVERALL RESUITS Open Cl11ss I st Larry Jorgensen
Rex'W'ing 1st Peter Grny 2nd Kelly 1-farrison 3rd Dave Gibson
Single Surjtice 1st Jim Fenison 2nd 'fom Johns 3rd Ajay Kalhan Ill
2nd Mike Daily 3rd .Joe Evans
HANC GLJDINC
0.0
0;0
0.0
0.0
0.0
SErTIMflfR 2001
I believe that almost no pilot flies his or trimmed much too fast, since it is ,,v1,.,,,np11v uncomfortable to foe! your control back at you. On the other hand, J ;im cemiin rhar half of the pilots out there arc flying with a trim speed that is at or below stall. I say this for a couple of reasons. First is my flying many gliders, and second is the that as a glider ages, its trim speed decreases and, quite possibly, its stall speed increases. gliders trim slower because with Hight hours sails stretch, and with less-than-graccfr1l lanclings, leading edges bend. The looser sails associated with these factors lead to lower of attack at the Lower angle of attack means less lift, and because the tips arc behind your glidds center of pressure (lift) it lets the tail down and your glider flies slower. Stall speeds may increase due to misshapen battens, wrinkled Mylar, and imperfections perpetrated on the sail (this is only a theory of mine). ls all this a big problem? Well, no and yes. fn the air most pilots compensate for low trim speed by pulling in slightly and/or putting the weight of their arms and sometimes upper bodies on the basctubc. However, low trim speed may be the culprit that makes bndings so difficult to master, since the glider's indication frir flare timing occurs too late. her
(0) 2001
through India almost 30 years I experienced hours day little to do but 1111::u1LaL1::. while peddling those long hours through grear expanses of dcsen on my I contemplated the meaning oflifo. But l quickly appro,1ehed a commdrmn, for although my flrst 23 years of existence were filled with Jdults who had advice on howl should no one had ever explained the oflifo. And as Twas reminded every time [ pulled the map from my knapsack tied behind my scat, "ff [ don't know my destination, how can l find the path?" This same the dash for I ""'''"""'1,,,1 snakelike, 'srni,1-h,'rn wondered, "How do l know what controls to force on the glider if [ don't know what it will do on its own." And, just as one lacks the confidence to rnakc the transition to with rhc flow" as lifo swirls and surges ;1round us, so it was far too to let my have its head in those powerfol plumes. So off Twent to meditate wirh my glider in smooth, late-day wonder winds and the lift of high coastal cliff sites. The ments 1 pcrforrned and what] learned arc detailed below, but ,ire summarized by three ideas. First, a glider Aics best wi1ho111 input from me tuned trimmed correctly, of effort l on control, rhc more that inpnr will be. And, far more effort should be pm into t·hinking and planning than imo weight shifr.
h;ips the temperature and hmnidity on the day the sails were cut. Other focrors that affect bow an incl ivid · ual flies include hang point placement, pilot gross sail leading edge and batten tensions, in the Mylar inserts, and the state of the reflex devices. But this anidc is not about it is about hecomdetermine the exact actions you to make your glider perform the maneuvers you desire.
CLASS LOCATION There is only one this quest and that's in air. you can pos-· know how your glider wants to fly you'll have to remove extraneous variables. T'hat not only includes your input, bur ,1lso the effects of turbulence. Find unwrinkled air you ;1 thm1sand feet of ground cle:ua11ce both vertica I and horizontal. Perthe best ground is a coastal, mle:e--so;mrtc site on a stable day, but l have flown in lifr inland as well, at sites like Point of' the Mountain's North Side in Utah. Performing your test in lifr is a bonus, hours in the classenabling you to room, but a 2,500-foor aerotow during the early morning or late afrernoon, or even a sled ride from your favorite high site can provide the time and room you need. Just be sure to work your maneuvers over the land,zonc m1d stay aware of your altitude and and below 1,000 feet above ground level (AGL), start about landing. Mount an low on your downtuhe. A simple and inexpensive Hall will suffice.
VARIE'lY IN AfRCRAFT "There can he more variation 8tnong the same make, model and size of a glider th;m between comparahlc-pcrformancc gliders from different manufacturers." l'vc heard this statement from a number of test pilots and rho ugh tit Tused to fly 20 or 30 different per year. Although it might be a bit an it is true that two gliders of the same model and size can fly radically differently depending on their state of tuning, the hatch of cloth used, and per-·
36
IMPORIANCE OF TRIM Your glider flies most efficiently without any inpm from you, ar least it will if trimmed co1rc,.uy. '!rim is the at which your with only ycmr weigh1 on the hang strap no other pan body touching rhe 'frim is your most importan1 speed, because it not only seriously affects roll control in but also influcnccs the launch and flare timing for a
TESTING TRIM It's easy to test for trim speed: simply fly in vdvcr.smooth air --- with clearance (a thouand sand foct from any ground or gliders) let go of your basetube. Bm, before you do, you should know the of a stall (rhc light foeling of falling and rapid increase in speed) and how to react to the glider's automatic recovery. [f you haven't intentionally stalled your currcm glider, side-bar: Stall Doni Pro.crtts'tiniite.) Once you know how your glider and you react to a stall, let's test trim. Ply the glider as you normally would without pulling in, then release the weight of your arrns from the con.. trol bar and slowly let go. You don't have to take your hands away from the basctube (you can let the basetube rattle around between your loose fingers and thumb) but you do have to completely remove all coniact with the own unwill .. basctube. I have experienced to let a glider find trim trimmed at or helow mush that speed between minimum sink stall where the descent rntc increases dramatically. The reluctance comes from the anticipation of the impending stall. While noticing your glider's mode of flight at trim, also take note of the bar posi .. HANC GLIDINC
tion and look ;it your airspeed indicator. The ramifications ohrim speeds above srnll and mush arc: slightly faster, albeit launch speeds; less pull-in necessary to initi· ate and recover from turns; better gl icier feedback for proper landing flare riming; and slightly higher sink rates in rums due to less efficient mrn coordination. Because all gliders, at least all that l've flown, trim foster rcla· tive to stall when banked, gliders that trim at or below stall in level flight tend ro thermal more efficiently. What you have undoubtedly discovered as a byproduct of performing the trim test is whether or not your glider has a low-speed turn. If your crafr drops a every time you let go of the control bar in smooth air, it will not only be impossible to learn its level trim speed, bur it can be very tiring to fly. Although a turn can be unnmiceahle in even mildly textured air, if you end each flight with one arm more tired rban the other, you probably have a sligbr turn to the opposite side. Even a preference for thcrrnaling one direction can mean your glider flies different··· ly banked one way than the other. Take it to your instructor for an inspection and correction. Another problem you may have discovered is that your hody wan ts to rotate one direction every time you let go. This could be due to a twist in your hang strap, and while this isn't dangerous, it can be annoying and !atip;Ll'l!lf!: on long flights.
lack ofhigh··spccd flight cxr)cn1cn,ce in and inexperience with on a particular glider, whether higher pcrfr>rmancc. They arc probably or more ofrcn noted on high-performance ships beca11Sc more inexperienced pilots move up than down. Pl O's arc most often encountered when a glider faster than you are accustomed, the reason /cir practicing highflight before you need the speed. (If you arc problems with Pl O's, high pitch pressures, or discomfort when attemptfast sec the sidchar, H~~h-SJ!eed
To cvalumc high-speed flight you'll need extra altitude, since your sink rare may increase to 800-1,000 fim1 or more. Start at your normal flying position and speed, check your exact altitude, and slowly case the bar in to even wid1 your shoulders (five seconds) and hold it there (ten seconds) until your speed stabilizes. Notice rhc pitch pressures both while airspeed increases and afrer stabi · Feel the sensation of going light in your ,rn you accelerate, and the reas·suring tug of your harness straps as your speed normafo.cs. Note the airspeed associated with the "shoulder" bar position and remember the pitch pressures. (ft will be.: easier to judge only pitch pressure if yon cup your hand around the basetubc to ensure that you're not leaning on Pinally, use your vario to determine your sink rate at rhat speed, and your altimeter to dct·erminc your altitude loss over the last 15 seconds .
Now that you've experienced smooth acceleration, let's tiy a more disconcerting maneuver. Note exact altitude and then, from normal flight, rapidly (one second) pull in to shoulder position. Observe rhc lighter pitch pressmcs and the reduced G's during the rearward movement of the basetubc, as well as thr.: increased pitch pressure as speed begins to sta·· bilizc. Fifrecn seconds after your "jerk in," compute your altitude loss and compare it with your previous smooth acceleration maneuver. Now, rry the two versions of accelerating your glider and holding speed by placing the bar at your upper ahdomcn, then your hips. Careh1l, a "jerk-in" to anywhere lower than your chest mean going completely weightless. sure you starr from mini· mum sink speed or higher and have plenty of ground clearance. Also, ensure that you spend one or two seconds execming the jcrk-·in, arc prepared to go weightless while your glider points its nose at die ground with your ass over your teakettle, and that your glider's dive-recovery system is functioning perfectly. This jerk-in is a very efficient method of losing alritudc quickly (perhaps to avoid a midair), but is dangerous cJm,c to the ground, since as you undoubtedly noticed, there is little or no positive (rn)SC··up) bar pressure while the glider is accelerating. Until the glider attains airspeed commensurate with its low AOA it is falling out of the sky. 'This condition coupled with a gradient ar tree level could lead to rhc lawn-clan effect.
.PAST FLIGHT Many pilots arc as uncomfortable with high speeds as they arc with stalls, but fast flight is equally important ro practice. The sitmitions requiring airspeeds of3'5 to 50 mph include penetrating in winds of 20 mph or higher (especially when associated with sink), cscapwidesprcad cloud suck, sometimes when acrotowing, on approach in strong nirbu-· lcnce and on final into a severe gradient or rotor. The problerns that arise with high·spced flight arc oscillations, bar pressures, rocking head up in your harness, difficulty with roll control, poor vision am! view, and the uncomfortable of having your butt over your head. Pilot-induced oscillations (Pl O's) arc so named because, without pilot control motions, simply don't happen. I have experienced PI O's on high-performance gliders, but the most dangerous predicament l'vc encountered was on a novice-rared glider when I was accustomed to a "super" ship. SFPTEMl>ER 2001
]7
BANKING Understanding the dynamics of your glider in a bank wilJ help you evaluate lifr and you new methods of conrrol. Gliders arc described as roll srablc, neutral or unstable. Beginner gliders arc usually roll stable (tend to roll out of a bank of their own volition, to level). Highcr-pcrfrirmancc gliders tend toward roll neutral (maintain constant bank with no input), or roll unstable (drop the inside wing in a turn and need robe high-sided to avoid wrapping up into the mm). In reality, all gliders exhibit all three tendencies depending on the degree oflxmk. /\nd, to complicate martcrs, pitch inpur will radically alter the glider's inclination at any given of bank. You may use the roll cl1aracteristics of your glider to help you climb more efAcicnrly or to lose altitude quickly and maintain speed on approach, all with less effort. There arc a number of cave,1ts involved with many of the maneuvers I'll discuss in dds and future arti·clcs, so approach new banked maneuvers with extreme caution and subdued control input. Some of the maneuvers involve vuy high or low G·forces. In other words, ensure that you :ire comfortable with the feelings of extreme weight in your harness and arc relaxed with the sensation of free-fall (practice stalls and high in level flight first) before attempt these maneuvers. Furthermore, be rive that both yonr harness and glider arc at frill strength and your dive recovery systems arc set to factory specifications. Finally, it's best to approach these maneuvers witl1 rl1e aid of an accomplished instructor who is observing and maintaining constant radio contact with you. Be conservative with bank the greater the bank the more extreme the glider's response will be. All gliders are roll stable at steady-state bank angles above 60 but all our testing will be at banks of 30 or less. Start by banking 10 to 20 degrees to rhc right. This degree of bank can be easily judged from the glider by lowering the wingtip so tfot it is even with your view of the distant horizon. Now, release all pressure from the control bar and watch your rip to determine the roll propensity of your glider at this bank and speed. Now perforrn the same rncnt to the left. While performing the stability test, take this opportunity to notice how your glider responds to roll input. As you shift your weight right, be aware of how the right wingtip yaws forward before descending and starting its rearward motion of yawing into
38
the turn, and with a slow count determine the lag time of maneuvering. Once you've discovered the roll stability of your glider, research its tendencies while slowing the glid.cr at these bank Again, bank the until the wing1ip is even with the horizon (perform whatever lat-· era! weight shifr you need to hold rhis hank), tlwn slowly push out six inches, being carehil not to push down 011 the basetube. can be difficult to do, especially if you need t:o high-side at trim to prevent the glider from increasing bank.) Every glider I've flown will increase its bank angle when the pilot slowly increases of attack in a turn. (Note: [ have flown very few gliders that arc now in production.) From the same hank angle, pull in six inches and notice how the glider tends to not fly straight, even when banked, but also wants to level its These two characteristics of hang gliders, to increase bank when slowing and level when increasing speed, arc very useful a of situations such as thermaling, soaring and land·Wc'll penetrate these topics more thoroughly when we discuss taking your glider
for a spin and side-slipping into something more comfortable in fi1rnrc articles. ln the meantime, be aware that high-siding while pushing out and low-siding while pulling in will force the glider into a spin or a side-slip, rcsJ.iec:nv,cJy, mid while both these maneuvers can also be dancan be extremely usefu !, gerously disconcerting. Next month we'll discuss landing, in partic-ular flare technique, hand placement:, body position, visual cues, altitudes, attimdcs, extent, speed and other considerations. Until then, while you're testing your glider in smooth air, practice banking and leveling your wings using the lightest, smallest control movements possible. ·J'be less energy you need to put into physical control, the more responsive you'll be to your glider's feedback. In addition, you'll be less tired and more relaxed, and have more energy available for deciphering conditions and planning your Jligl11.
Comments or ideas should be emailed to de1,.~o//'l<!1Ja011.mm u;ith HG7S in the subject
HANG Cuo1Nc
the Soca with its limestone-laden watcrland, plunges on toward the Gulfof'li-iestc and the Adriatic Sea. Everywhere there arc birds, rhan ks to the beautiful habitat (unlike the rest of Europe where centuries of· civilization have reduced the coun1rysidc to farmland and cities). Flying with was a com.· in Slovenia.
the World Meet Slovenia 1'le were able to set
to
nt as any temperate pilot knows, all th is green comes with a
occasional rain. As one Dutch pilot it's a bad when there arc hay··drying racks everywhere. [hit tbis year rain dampened our spirits on only a couple of days, and five out of eight were flyable. The real n1in didn't come from the weather, bur in the hearts of certain participants, since this competition unfrJldcd like the plot of a melodramatic soap opera, full of pathos, heartbreak, mystery and bizarre twists. l Icrc's the plot!
DAY THE FlRST On July Gwe sat on top of 5,li-00-foor (1,618,·mcter) Mount Krvavcc for cloud base to raise. When the headroom was ample we set our on a course west, then casr, tben west, then cast ro goal. Watching the pilots nm back and forth was like spcctating at ,l slow motion tennis match. Coal was lonely, as a surprise valley wind from the cast eroded every pilot's altitude. No one made goal, SEPlTMBrn 2001
on
bm Robert Reisinger (of the acclaimed Austrian World ( :hamp team) got so close he could smell the sausages sizzling on the field One point six !dicks
SLOVENIA ff you don't know where Slovenia is, yon will soon. h's tucked against the upper rear thigh ofltaly, just under Austria. It was the flrst breakaway state from Yugoslavia when the Soviet Union imploded in '91. The Slovenes arc lively, educated, modern, wanting for little and a1trae1-ive. They glow with health and it's rare to sec an overweight person their bountiful food supply. But Slovenia's real pride and joy is the is the most beautifi1l
Triwering limestone crags, and pine-covered slopes nestled in unimaginable nooks crannies prnvidc a fr:asl for the eyes. Through the 'friglaski National Park
DAYS TllE SECOND AND THIRD The wind howled. Afrcr waiting for hours, foll of hope:, we packed it in. But the Swedes flew. With only three: and a half weeks of summer, they have ro take advantage of every scrap of sunshine. On the third day we traveled. The site was an hour and a half to the southwest of headquarters. The takeoff at Kovk is perched high above the Visava Valley which communicates with the Italian plain via the town of Nova Gorica. This valley has its charm with a ly flat floor and steep walls reaching over 2,000 foct (700 studded with vil .. and castles. The task took us up and down the valley a couple oF times, then over a pass to an airport 22 km away. The birds gor die worm, or at least the goal, as a se;i breeze moved in and squelched the lifr. But 50<% finishers wasn't a bad day. New J;rcnch sensation Antoine: Boissclier won the day with Koji Daimon (Japan) second, Reisinger 1hircl and Andreas Ols· son frmrth. Notable was the last goalie, Andre Dissclhorst (Holland) of the bcttcr.Jatc-than-ncvcr school who eked it in hours after the winners. DAYS THE FOURTH AND FIFTH On the: fourth day we res1ed as an ovc:rrnst sky threatened rain all day. There was no chance of flying until a miracle ofbihlical proponions happened: the sky opened up to become blue and cu-adorned. Naturally, the Swedes flew while the rest of us sat around drinking pivo (the Slovenian national drink made from barley, malt and and cursing rhc weathcrrnan. we had us return to Kovk again raced up and down the valley on a excursion. But a shower developed over goal. This dropping sky shut down later pilots and made Lmding a1 a humid affair. But pilots still made it. The hero of the was Robert Reisinger who had taken a start time 30 to 45 min· utcs later than the rcsL lnstcad of plung-
39
into the rain to get the second turn·· point like all the others, he crossed the
valley and hung out on the low hills in rhe sun for minutes until the storm passed. He then slid imo goal an hour after the finisher. All observers were amazed at his enterprising flying and deci sion-making. But the best show of the came from the French as a pair of pilots attempted to land doggy sLyle. The first pilot, Jean-·Frarn;:ois Palmcrini came into the goal Held in the rain, followed closely by his compatrior. Palmerini touched down and his rain-drenched partner plopped right on top of him. 'T11bing was heard to snap, the sail was heard to and cries of "Mcrde! Mcrde! Merck!" echoed across the valley. The best part: it's all on film. DAY THE SIXTH The highlight of the week came when we traveled over, under and around the Julian Alps to a site called Kobala. Our means of travel was by car and train. We drove the cars on the train and relaxed while we wound through some of the most awe· inspiring mountains ever beheld by man. I was reminded oC the train that winds above Banff in the Canadian Rockies, only the villages had curious arch i teem re. The flight was along a gorgeous valley
40
with abrupt, mountain walls. Think of Yosemite or Telluride lengthened ,md made more with a rushing the floor and multiple side val-· river that can be flown into. This valley of the Soca even has a waterfall ro rival Yosemite foils, but comes out of a hole in rhc side of a massive limestone cliff valley a couple of We flew along then turned the corner to land at in Bovee. Forty-four pilots made goal with Mario J\lonzi (France) coming in and Andreas Olsson second. was third and tea n:unate Josef was fourth. The winning time was 1. 5 hours while Dissclhorst was last at goal in a persistent 4 hours 12
we had to have an intervening to increase rbe suspense. Bm dawned hlnc and beautiful. the main valley of Slovenian civilization. Low cloud base had us downsize the task to 88.4 km. By 2:00
PM the flock was off and running. Lift was abundant at first, but spreading clouds began to shut down the flats and the struggle began. Ollson was running with Reisinger to try to stave off wh::it he considered to he his higgest threat. They flew nose-to-nose to the first turn point, km down the range. Then Andreas made a tactical error by in survival lift while Robert dove for some sunny hills. Andreas got half a thermal behind Robert and eventually missed a climb which scaled his fate. He glided to the valley f1oor, wishing for what could have been. Meanwhile, Reisinger struggled on while every pilot except Alonzi, Daimon, Zweckmaycr and Franc Pctcrnel (Slovenia) lauded within IO km of the first turnpoint. These pilots scraped along, only to land one by one. Peterncl progressed the farthest, and then there was Reisinger. Some two and a half hours after rhc start window he dribbled in across goal. He dearly ruled the day and won the meet. Congratulations went around and he was a happy man heading to headquarters. Half an hour later a murmur went through the crowd. Did you hear the news? Reisinger had no track log! Not only was his track log turned off, but he had no backup CPS. You have never seen a more disappointed pilot or a more sym·· pathetic JTe received a zero score and dropped to 11th place. The meet winner was Mario Alonzi, who graciously brought Robert Reisinger up to the podium to share rhe glory. Everyone knew he flew rhc best. Ollson was second, c;crard was third, er fourth and Didier Mathurin (France) was fifth. Didier is an interesting cl1arncLcr since he has served as non.flying French ream bider for the past- several years. Who would have known he's a world-class pilot? The skies above Slovenia have rcrurnecl to normal, inhabited by bunting hawks, pulsating paragliders, sleek sailplanes, beeline airplanes and elevating hang gliders. There's some great f1ying to he had high above this affordable, affable little country. Next year the European Championships will rnke place in late June. Non-European pilots will he allowed to enter the meet, so a large fleld is expected. [ would recom· rnend the event to anyone looking for adventure, airtime and awesome visras in a little bit of paradise. II
HANC GLIDINC
The lovely Koch Valley takeoffcan accommodate hundreds ofgliders. Photo by Roland von GesteL.
A view ofthe KobaLa Launch shows the scenic vaLLey route. Photo by Roland von GesteL.
The Lush Landing at the Bovee goal Photo by Roland von GesteL.
SEPTEMBER 2001
41
Continued fom page 22.
rhe ultralight community itsel£ This would be accomplished by grandfathering current USUA, EAA, and ASC recognized instructors. A written test and proof of experience would allow rhem to obtain rhe FM certification required to provide rhe needed services. To solve the problem of administering such diverse aircraft types, rhe ARAC proposed rhat the FM set up a Flight Standards Review Board (FSRB) to review applications for new Sport Pilot certificate classes and ratings. Applicants would petition the FM to create a new class of certi£care (a flex-wing hang glider class, for example) . The FSRB would review rhe application and, if approved, a notice would be published in rhe Federal Register to inform the public and collect comments. After reconsideration, and taking public comment into account, a final decision on rhe application would
be made through administrative action. Aircraft manufacturers would be tasked with creating, ensuring, and maintaining standards. This would cover the type generation and approval problem. Maintenance and inspection would be addressed by further tasking aircraft manufacturers to provide rhe required certification training for mechanics and inspectors. Owners would be permitted to maintain their own aircraft, bur annual inspections by FM-certified technicians would be required. The ARAC's draft NPRM specified rhar, "This proposal would include the towing of gliders or unpowered ultralights as a Sport Pilot privilege . . . The U.S. Hang Gliding Association has extensive experience in this arena .. . The safety record of these operations has been extremely good . .. " Bur lest we get too comfortable, rhe committee noted rhar, "To preserve this safety record, the acrivi-
Soar over to the
Aviation Depot
ty does require operational guidelines similar to rhose implemented by the USHGA, and provision is made for the FSRB to establish rhose . . . rhe FSRB could easily adjust the criteria as necessary through administrative action to correct any unforeseen problems to preserve safety." THE FM RESPONSE In February 2001 , after receiving the ARAC recommendation, rhe FM delivered a briefing on the Sport Pilot initiative to the ultralight community in Illinois. Ir is evident from rhis briefing and conversations with ARAC members that, even with strong guidance from rhe FM, the ARAC recommendations fell short of obtaining the correct answer. In rhe FM briefing, "grandfathering" of current ultralight pilots and instructors has been replaced with a "transition period" during which pilots may continue to operate
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HANG GLIDING
while working toward their Sport Pilot ratings. Candidates would be required to take written tests, a "practical test" (read check ride) and potentially additional FAA-certified training to obtain their Sport Pilot rating. Credit for previous ultralight training could be granted only if the new pilot ratings were obtctined within a certain time limit. The original ARAC recommendation tbat towing be permitted has apparently been dropped. The FAA briefing slide describing the privileges afforded to a Sport Pilot specifically srntes, "May not tow any object." When USHGA asked abont this restriction, a senior PAA official indicated that it was because towing is a commercial activity. or course, not all towing is commercial (mnch of it is con ducted in a non-proflt club environment), but this change in particular could adversely affect the hang gliding community. The FAA is under pressure to eliminate waivers and exemptions to its rules wherever possible. These devices were originally intended to address shon-term, non-recurring problems. Exemptions arc supposed to be incorporated into permanent regulation if the need persists, and be eliminated if not. Indeed, an important motivation frir ere-" ating the Sport Pilot rating was to eliminate the profusion of Part 103 exemptions. If the Sport Pilot NPRM comes out with a prohibition against towing, and the FAA moves to eliminate all Part 103 waivers and exemptions, many of our flight parks may be dealt a crippling blow. WHAT LIES AHEAD The intent of the Sport Pilot proposed rnlc appears to he threefold: l) to rejuvenate general aviation by providing easier entry to prospective pilots, 2) to improve the safety of the national airspace system getting a better handle on the ultralight community, and 3) to normalize Part l 03 hy reducing or eliminating the exemptions to that rule. Pilots who choose to certify themselves and their aircraft may fly under this rule and log their flight time. This time could be applied to meet the requirements for higher ratings. The FAA hopes that the Sport Pilot certificate will become an entry point for pilots who will later
SEPTEMflrR 2001
PAA hopes that the Sport Pilot cert~ficate will become an entry
point far pilots who will later move up the pipeline to obtain their private, commercial, and ATP certificates. The FAA believes that this effort will lead to "the rebirth rfgeneral aviation. " move up the pipeline to obtain their private, commercial, and ATP certificates. The FAA believes that this effort will lead to "the rebirth of general aviation." The increased training and oversight would serve to make ultralight pilots and their aircraft safer and more reliable. Tei understand whar this may mean to rhe hang gliding community we need to ask the question, Why Sport Pilot? Why not simply amend Pan 103, as peti·" tinned, to permit heavy and two-place ultralights to legally operate under the rule? This would have involved considerably less time, money, and effort. Instead, an ARAC was formed and steered into recommending a multi--ycar development effort to creme a new class of airman certification that would provide an upgrade path for those ultralight pilots whose aircraft do not currently qualify under Part 103. Since the majority of modern ultralights fall into this category, most ultralight owners will be expected to apply. Once rhcsc pilots have a viable option to operate legally, there will be linlc excuse for further bending of the Part 103 rules. 'The Sport Pilot proposal is engineered to transition the majority of ultralight pilots from Part 103 to a conventional pilot certificate, and to transition modern ultralight aircraft from unproven, unregistered designs to proven, certified, inspected, and regulated designs. Part 103 itself is slated to remain und1angcd under this proposal. Hang glider pilots may continue to foot-launch their a ircrafi as hefore. Bur what about the foture? As performance and pilot skill levels continue to improve, will we someday find ourselves in the same position as the powered ultralight community is today? As proposed, hang glider pilots could be eligible to obrain a Sport Pilot certifkate, purchase new, certi/iedhang glider designs, and operate under the new rule as FAA-certified pilots. Few will feel that there is any advanragc in doing so,
but if this rule proves successfol, and if the FAA perceives a signiflcanr benefit to the safety of t:be national airspace system, the next NPRM may be one proposing the dissolution of Pan 103. The argument then will be that existing hang glider pilots could easily transition to operation under the successful Sporr Pilot rule, Costs will go up as manufacturers and instructors pass on the expense of cenifi-cation to the customer. Given the economics of the sport, many if not most hang glider manufacturers in the U.S. could be expected to go bankrupt in the attempt, as has ar least one ultralight manufacturer who attempted to make use of the new "primary category aircraft" rule to produce an FAA-certified design. The current NPRM is due early this
fall and may be viewed at http://www.faa.gov/avr/arm/proc.litm when issued. Read it carefully. It is likely that the FAA NPRM will differ in significant details from the draft form described in this article. This ruk may represent a very real near-term threat to our f1ight parks, which are inst:rumental in the growth of our sport by providing both safety in training and flying options for those living far from suitable mountainlaunch sites. Beyond this, a successful Sport Pilot initiative may represent a long-term threat to the economic health ofom manufacturing and training base. Bang gliding has reached a critical phase, and what future exists for the sport may hinge on how we act today and how we fly tomorrow. I urge everyone to scrutinize this issue closely and make our opinions known.
Joe Gregor is an ex--USAF Senior Pilot with 3JJOO hours total time in E-3 AWACS, Lear Roclewell Sabreliner, and T37 aircrafi. He currently enjoys fryinp; a Wills Wing Fusion. Ill
43
Calendar of even LS items WILL NOT be listed if only tentarivc. Please include exact informm:ion (cvcm, elate, contacr name and phone number). hems should be received 110 later dun six weeks prior to rhc event. We request two months lead time fr)!' regional and national meets.
COMPE'!TrION UNTIL NOV. 15: 2001 Region 9 Regional( and Region 9 The Regionals totals th rec weekend flights in Region 9 from March 17-May 28. The Almost Yearlong Comest acknowledges a contestant's longest flight on any day between March I 'i and November ] 5. Classes for Rookies, Miles, Open, Rigid and Paragliders. Emry fees $10 and $5 rcspccrively. Contact: Pere Lehmann, lplehmann@aol.com, (412) 661-3474, 5811 Elgin St., Pinsburgh, PA 15206. UNTIL DEC. 31: The Michael Champlin World X.C No entry fees or pre-registration rcquircmcms. Open to paragliders, hang gliders, rigid and sailplanes. For more details visit the comest's Web site ar http://www.hanggliding.org or contact: John Scon (31 O) 447-,6234, fax (31 O) lt47-6237, bretronwoods@cmail.ms11.corn. UNTIL DEC. 31: 2001 Falcon Hang ,,n,.,.,-,,An,rurv Contest. Now includes any other single-surface flex Sponsored by manufac. mrcrs, dealers, instructors and the generous. Support invited. Where: All of the lJ .S. as divided into four sections to make skill, not flying sites, the determining factor for the winners (plus the rest of the world as a single group for foreign cmries). For complet-c information and cnuy forms (e-mail preferred) contact: http:// tekflight. tripod .com/ falconxc.html, tek@snct.net, or SASE to Tel< Flighr Products, Colebrook Stage, Winsted, CT 06098. SEPT. 14--16: 2001 Masters ofFreesty!e Hang Contest; held at the 36th annual San Diego Bayfair event. Bayfair is also host to rhe World Series of Power Boat Racing. hmr contest rounds will be flown with a maximum of 15 con, rcstams. lnrercstcd pilots must have freestyle contest and acromwing Past Masters par-ticipams will he consideration in the pilot selection process. Em1y foe is $300. For general event information visit the Bayfoir website at www.bayfoir.com. For comest information comacr: Aero Events, (818) 715-9631, www.aerocvcnts.org. OCT. 1-7: USHGA National Speed Gliding Championships will take place :it Lookout Mountain, Georgia, , 200 l. 'The first National
44
Speed Gliding Champion will he determined, and the event is open ro all Advanced-rared pilots. The event schedule will be as follows: Oct. 1, practice day; Oct:. 2-3, qualifying (experienced speed gliding pilots may pre-qualify with ptoof of speed runs from previous competitions); Ocr 4-7, National Speed Gliding Championships with awards ccrcm.ony Sunday afrcrnoon, Oct. 7. There will be a competition celebration party Saturday nighr and !ms more! The prize purse will he announced. Registration is $2'50 (docs not include acrotows) until October l, $300 after. For a registration and more information please comacr: Alice Engelhardt at LM FP, 720 l Scenic Hwy., Rising Fawn, Georgia 30738, 1800-688-5637 or (706) 398<3541, or, alicdan@q11ixnct:.net, and/or fly@hanglide.com, (Attention: Alice). OCT. 8-l 4: 71·ee Toppers Tet1m Chtil!enge, Tennessee's Sequatchie Valley. This 11th epic cvcm follows last capacity tumolll, promisfu n, learning and fa mastic flying as teams help their lcss .. expericnced pilots to goal. Bring a team or show up and we'll set you up wirh one, but register soon. Ar $95, including meet shirt and keg party, a week of free hot breakfasts and fireside frm atop the scenic Sequatchie, and a pot topping $2,000, spaces arc sme to go early. And you'll save $20 over the btc registration (postmarked Sept. 7 and larcr). Registration and info at: membcrs.aol.com/weathcrsci/challcnge.lmn or contact Steve at sbdlerby@aol.com (416) 533 .. 2396. DEC. 9- 15: !lerotow Hai~e; Ciliding Championship, Buenos Aires. FAl Class Tl comp for flex wings wirh a maximum of 30 pilots. Entry fee U.S . .$150, prize money $1,000 for the winner, $500 second, $150 third. Daily winner gets $100 extra. fee includes transportation to and from Buenos Aires international airport, retrieval, maps, and a world .. fomous final party. One row to 2,000' costs $20. Accommodations include camping ar no charge, trailers, and cabins for rent. Resranranr open (almost) 24 hours (cheap). Most important goal: enjoy flying together in a relaxed atmosphere and have hm at night! Contact: Flavin Galliussi, flyranch@ba.net, rd: 011 54 11 4493 12;33, or 011 S4 11 454 2113.
FUN flYfNG UNTIL SEPT. 4: Yosemite Nr1tional Parle. For information and rcgistrarion visit www.yhga.org. AUG. 25-26: Righth Annual Mt: Neho l?nd Of with rlic Cenrral Arkansas
Monmain Pilots, at Mt. Nebo State Park, Dardanelle, Arkansas. Pilots must be a current I fang 3 or better to fly. Camping and cabins are available through the Seate Parle Contact: James Linscome, (501) 890-4849, wispy(7Drcainremct.com, or Dave Dunning, (501) 967-0570. For infrirmation on cabin and camp site reservations call Mt. Nebo State Park at 1 800-264.2458.
Masters of Gliding Ply-In, North Carolina. Fly-in, film
SEPT. 7-9:
festival, vintage glider display and much more. Pilots who fly at Grandfather must pre-qualify (entry-level gliders provided because of rhc small LZ). Flying at nearby sites for all other pilots. Contact: G.W. Meadows at (252) 480-3552, or visit www.grandfather.com.
Hang
McConnellsburg, PA, Region [X. Fun flying for Hang II (with Observer) 10 Hang V. Capitol Hang Glider Association and rhc Maryland Hang Gliding Association will donate proceeds to McConnellsburg Fire and Rescue. Contact: Carlos Weill, (240) 6.11-:3821. Check www.mhga.corn for details. OCT. 6-8: Columbus 1'Yy-ln, Alamogordo, New Mexico. Fun flying, contests, trophies, barbecue, and lots of good air! Enjoy desert thermals while your family secs the aspens tnrning gold in Clondcrofr. Hang gliders and paraglidcrs both welcome. Pilots meeting 9:00 AM each morning. Entry fee $10, T-shirts $15. Contact: Robin Hastings (505) 541-5744.
CUNT CS/MEETINGS/TOURS OCT. 19-21: Pall2001 USHG/1 Board Meeting; Sheraton City Center, downtown Salt Lake City. Contact: USHGA Headquarters, (719) 632-· 8300. THROUGH NOV.: SEPT. 29-0CT. 7: Olu
Deniz, adventure to 9,000-foot launch site and look out over the Mediterranean and Greek islands. Contact: www.fim2fly.com, (206) 320-9010. OCT. 1314: Have fun at the second annHal Baldy Bmtc Ocroberfcst in picrurcsque central WA. Contact: Jeff Davis (509) Ci97-78:,5, Peter Gray (509) 925,9280, or Mike Eberle (206) 3209010. NOV. 17.. 26: Chile. Mike Eberle once again leads yon into rhe Atacama desert of norrh .. cm Chile for the adventure ofa lifetime. All the X-C you desire. Check our the rour section at www.lim2fly.com for articles and photos of past trips. Contact: (206) 320-90 I 0. HANC GLIDINC
T!ANG GLIDING ADVISORY \Jscd hang gliders should always be disassembled before flying for the first time and inspected carefolly for fatig11cd, bent or dcnt-cd downrnbcs, mined bushinr;s, bent bolts (especially the heart bolt), re-used Nyloc nurs, loose thimbles, frayed or rusted cables, tangs with non-circular holes, and on flex wings, sails badly torn or torn loose from their anchor points front a11d hack on the keel and leading If in doubt, many l,ang lmsinesscs will be to give an objective opinion on the condition equipmem you bring them to inspect. Buyers should select equipment rhat is appropriate for their skill level or New pilots should seek profi·sa USIJ(;A CER'J'll'IFD INSTRU< :TOR.
FLEX WINGS AEROS STEAi Ti-! lf lli2 -- Must sell, flies hours $1,500. (liOCi) 668-7/i),1, umxcv''"""1 AFROS STEAi.TH 151 -- Blue/yellow, low hours, excellent shape $1,500. Call Scoll (909) 672-6138, skylucas(illy,1l100.con1 AEROS STEAl:t'H II 151 Matrix cloth, very fast, billboard glider, white LF, red w/bluc undersmfocc (Aug '00 centerfold) 65 hours, asking $2,'\90 OBO. Sacramento CA. Cell (')16) 80li-/i063, rew._.s<?1)yal100.com
AFROS STEALTH Ill 1'5 l Late 2000, matrix sprogs, ALL TllE RACE G!Zcloth, MOS, hour time. C:ening out of comp asking $3,/iOO OBO. Sacramento CA. Cell (9 l Ci) 4063, rero _svhyahoo.com AIRBORNE SHARK, BLADE RACE, STING, BUZZ. New and nearly new. Demo daily. THE WALLABY RANCH (863) li24--00?0.
AIRWAVF K1 60 hours, blue/green $800. Highland Aerospons (Ii l 0) 631-2700.
PUSION - - Demo daily. WALLABY RANCH (86,l) /i2li-0070.
J\fRWAVF XTRFME Topless <20hrs, blue/white, mini- condition, stored inside, MUST sell $1,800. Bob or Srcve C\05) /iJ,9-021 :,, quesrairQ1lsundial.nct
GU DERS fen sale, rigid to single surface. Call/email for rnrrent list. Wallaby Ranch (86:l) 424 00/0 Florid:1,
ALTAIR SATURNS lli?, 167 Rental gliders at flight park, low hours, clean, priced ro sell. (267,) li?J8800,
I ll'A'I' 145 -- ( ;ood conditiou, new leading edge cloi-h and rccenr $995.(7,62) iiTJ-8800,
DOUBLE VISIONS & FLY2 - - New and used. WALLABY RANCH (863) -124-0070.
KLASS1C: lli4 Excclle111 condition, gre,11 climb rate $1,500 priced ro sell. (5/i l) 50/i-'5/i 16.
FAC;LFS l/i5, lM Re111al gliders at flight park, low hours, clean, priced to sell. (262) ii?:l-8800, infoirilhanggliding.corn
KLASSJC I 55 ----- Cood shape, all around great glider, thermals like a dream. Russell (858) 550-070/i So. Calif.
EXXTACY NEW & USED IN STOCK, DEMO DAILY. WALLABY RANCH (863) 42/i.-0070.
LAMINAR ST, 14, 13 i11 srock. WALLABY RANCH (863) 12/i 0070.
FALCONS l liO, 170, 195, 225 new and used. WALLABY RANCH (863) 42/i-0070.
I.A MOlJETTE TOPLESS II -- Crear for light pilots. Cood condition, built summer l 00 hours $),,800 0130. Contact Claire (814) /i2J,-0589, page11bksv1)Jazcrlink.oirn
Combined airtime FALCONS 170 & l'JO hours, best deal around $1,695 c,1ch. ('JO?) 22:l-0622. l'ALCONS C:LFARANCF SAIE School use, one season. All sizes $1,250-$2,500. (2J,J,) 4'/:l,-8800, info(rilJ1a11!w,lidinp,.com FREE PVC GLIDER STORAGE/TRANSPORT TUBE With the purchase of any new glider. ('i I7) ),),J .. (168.l, Cloud9SA(ril:10l.com. Largest selection of new ,rnd used gliders in Michigan. FUSION
SX, XTL, XS3, XT, etc. New and MOYES CSX m,:irly new. Available imrncdi:itcly. Nat ion's larges! Moyes dealer. WALLABY RANCI-1 (863) li2li-0070. Crc:lt condition, purple/white, very MOYFS SX!i low hours $2,200. (2(,7,) /iT,-8800,
MOYF.S XT PIZO 165 The model before the SON JC:, 1wo available $1 ,500., $7,100. (2(>2) /iT,-8800,
Crey/black, 90 hours $2,500.
xcarmand0Gt\10l.con1
USHGA CLASSIFIED ADVERTISING ORDER FORM 50 cents per word, $5.00 minimum Boldface or caps: $·1.00 per word. (Does not include first few words which are automatically caps.) Special layouts or tabs: per column inch. (phone numbers: 2 words, P.O. Box: 1 word, E-mail or Web address: 3 words) $25.00, line art logos: $15.00 (1.75" maximum) 20th of the month, six weeks before the cover date of the issue in which you want your ad to appear (i.e., June 20 for the August Prepayment required unless account established. No cancellations or refunds allowed on any advertising after deadline. Ad insertions FAXed or made by telephone must be charged to a credit card. Please enter my classified ad as follows:
Number of months: SECTION IJ Flex Wings IJ Emergency Parachutes IJ Parts & Accessorios Business & Employment Miscellaneous J Paragliders IJ Videos
IJ Towing IJ Schools & Dealers IJ Ultralights IJ Rigid Wings iJ Publications & Organizations lJ Wanted IJ Harnessos
"19
issue and run for ____________________ _
Begin with
consecutive issue(s). My IJ check, IJ money order is enclosed in the amount of$ _______________________ _ NAME: _________________________ _ ADDRESS: . _____,,____ _______ _____________________ _·- ---------·-·-··-·-· ___ ..__ _ CITY: --------------------------------------------------------- ________,, __________ -PHONE:: Number of words: Number of words:
SFPTfMllER 200 I
@$1.00
45
MOYES XTRAIJTE 137 Near new condition, 20 hours, white LE with white/mauve tmdcrwrfacc, mylar extra dowmubc and bascbar $ l,900. (815) 639-
MOYES XfRALITE 117 All white $1,100 OBO. (262) 473-8800, info@hanggliding.com MRX2001 I.AMINARS ARE HERE Experience rhc highest performance flex wing available. New and lightly used STs also available. (760) 721-070 I, indasky@yahoo.com and www.icaro2000.com PREDATOR 142 test fly in Hawaii.
30hrs $3,000. (808) 834-7411,
Great shape, WW pod w/towing kit PULSE 11 M $2,500. (706) 682--5319, cdhaycsiii@cs.com
PCLSES &. VISIONS Boughr-Sold-Traded. Raven Sky Sports (262) 47'3-8800, info<rhhanggliding.com SPECTRUM CLEARANCE SALE Three 165 Spcctrums in near new condition, w/all options $1,800-$2,600. One 114 Spectrum $1,500. Raven Sky Sports (262) 173-8800, info@hanggliding.com STEAi TH 2 151 60 hours, black/yellow as seen in Aeros ads $2,500. llighland Acrosports (Ii 10) 6342700.
VISIONS & PULSES floughr-Sold-Tradcd. Raven Sky Sports (262) 473-8800, info@hanggliding.com WILLS WING FUSION SP Carbon control frame, leading edge inscrrs, two spate carbon downtubes. Attractive asymmetrical colors: l.argc blue/red WW/yellow tip. Very good condition, only 1300 miles, 70 hours on the clock since 1/00. For Hang /is ONLY! $3,500. !'etc Lehmann (412) 661,3474, lplchmann@aol.com WW FUSION 150 Excellent condition, first $1,500 wins (buying Atos.) Turbo Bob (714) 3507860. l 998 paramotor, Zcnoh 250cc demo, low hours $:l,195. WW SPORT AT 167 Very good condition, green/white/blue, ripstop trailing edge, flies great $850. Joe (847) 895-5858 lllinois. WWXC 142 Very low hours, clean, near new condition $2,400. (262) 473-8800, info(a,Jianggliding.com EMERGENCY PARACHUTES 20 GORE PDA -- w/swivcl $375. 20 gore $199. Used Quantum 330s, 550s. Many more available. Raven Sky Sports (262) 173-8800, info<iilhanggliding.com GORE PDA - Never deployed, whwivd, for larg-cr pilot or ultralight $399 OBO. (808) 575-5054.
STEALTJI T<PI. UO 80 hours, red/white $2,000. Highland Aerosports (Ii l 0) 634-2700.
HARNESSES
SCPFRSPORT 153 Snpcrncat custom sail, very low hours, WW fin included $1,900. (262) 173-8800, info@)hanggliding.com
DOODLE RUG Motor harness, sales, service, instruction. Dealers welcome. www.flylOl.com (702) 260-7050.
Near 30 hours, blue/yellow $2,500. Highland SX5 Acrosports (Ii I 0) 631--2700.
CHUTES (970) Ci41 HARNESS EXCHANGE 9315, http://gunnisonglidcrs.com/
TALON 150 New condition, 7 weeks old, mylar sail, slipstream control bar $/i,300. (541) 504-5116.
IIIGH ENF.RGY TRACER POD HARNESSES Sizes &. styles change monthly, $300,500. Cocoons $200 each. T.MFP pod, 5'9" $400. Kneehangcrs & stirrups also available. (262) 473-8800, i11fo@)J1a11gglicling.com
RTGIDWJNGS ATOS Small, brand new, in st:ock. Not demos. Why wait? (262) 47:3-8800, info@hangglicling.com ATOS David david@daviclglover.com
(719)
630-3698,
EXXfACY 160 - Red, good condition, '99 tip levers, never damaged dspars $5,300. (501) 973-2408, msturnp@aep.com GHOSTBlJSTER
Low hours, like new, perfect and white $7,200. Russell
MILLENNIUM Like new condition, BRS parachute, rudder pedals, training wheels & regular wheels, two transport bags, special car rack $7,500. Out East (819) 565-7219. UI.TRALIGHTS AIR SPORTS USA WWW.FI,YFORFUN.NET MAVERICK TRIKE Brand new, never flown $10,000 OBO. (734) 139-710:l. TRIKE Set up for acmtowing hang gliders. All accessories, BRS, includes nice slow flying La Monette wing. Great way to sran a new aerotow club. $8,900. (507) 895--li2AO, xchawk@aol.com WANTED EASY RISER Lower leading edge spars for restora, tion project, l, 1/2 OJ). x .(M9" wall, 6061 T6 tube w/pre-fabricatcd bend. Need one, but will rake 2-3. Call Dave in California (805) 473,3838 leave message, butzO<i"ar tglobal.ncr
MOSQUITO HARNESS Never used $3,000. Gtll Orlando S. (616) 292-6901, MC/Visa accepted. MOSQlJfTO POWERED HARNESS New prop, includes repacked 20 gore chure $2,500. (108) 295· 1552, davel l@pachcll.net NEW MOSQUlTO 15hp with modified Vision Mark IV 17 (needs new prop), new parachute, pod $3,900. Kirk (802) 893-1978. 100 gliders in stock. I ,ookom Mountain, www.hanglidc.cotn lJITRASPORT 147 Vety clean, folding basetubc, spare clowmuhc $2,200. (619) IJ,j(). l 973 San Diego. lJJTRASPORT l47, 166 Rental gliders at flight park, low hours, clean, priced to sell. (262) 47'.l-8800, info@hanggliding.com
46
PARA GLIDERS
AfR SPORTS USA WWW.FT,YFORFUN.NE'l'
MK!i needed. 1-800-688-5637.
More than 8,000 hang gliding enthusiasts read our month. 'That's more than 16,000 eyes seeing your HANC CLIDINC
COLORADO
SCHOOLS & DEALERS
LARGEST I-IANG Gl.l])[NG SHOP In the West! Our deluxe retail shop showcases the latest equipment and h:is two virmal reality hang gliding flight simulators. We stock new and used ... Wills Wing, Altair and Moyes and all rhe hottest new h:imesses. Tradeins arc welcome.
NATIONAL SCHOOL NETWORK RINCS LOCALLY. For information call David (719) 63036')8, david@davidglovcr.com ALABAMA LOOKOUT MOUNTAIN FLIGHT PARK ad under Georgia.
Om comprehensive training program, located at the San l'rancisco Bay Area's finest beginner sire foatttrcs: sloped "bunny hills," Wills Wing Falcons oC all sizes and comforrablc nai11ing llan1csscs! "FIRST FUGHT"l 5 minute video tom of our beginner lesson progra1n shows a student\; .skill progression $20 (shipping included). 1116 Wrigley Way, Milpitas CA 95035 (near Srmfose). (408) 262-1055, fox (li08) 26?-- 1388. mission@)hang-gliding.com www.hang--gliding.corn
Sec
AIRTIME ABOVE 1!ANC CUDfNC Full--rime lessons, sales, service. Colorado's most experienced! Wills Wing, Moyes, Altair, Acros, Airwave, High Energy, Ball, Flytec, Flight Connections and much more. C1ll (:l03) 67ii-2ii51, Evergreen, Colorado Airtime 1-1 ( ;(alaol .com CONNECTfCUT MOUNTAIN WINGS -- 1,lOk under New York. FLORIDA LOOKOUT MOUNTAIN FI.IGHT PARK -- Sec ad under Georgia. Nearest mountain rr:iining center to
Orlando (only 8 hours).
THE HILL WITH IT!
CALIFORNIA DREAM WEAVER HANG CLTDINC -- Train on stare-o/:theart WILLS WING FALCONS. LESSON PACKAGES: One fcmr hour lesson $100. ·1 ·hree four hour lessons, plus tandem off 2,000ft. $300. Five lessons for $/iOO. Ten lessons plus tandem $750. Complete lesson programs. Year-round instruction. l .aunching and bndinp, and rhcnnal clinics available. Call l,,r group rates. Tired of hiking your glider? I'll help you! Dealer for Wills Wing, Altair, I ligh Energy Sports, Ball varios, Camdbaks and more. We love trade-ins. I'm your northern California MOSQUITO HARNESS DEALER. ff you live in central through northern California, give me a call or email to schedule your Mosquito demonstration or clinic. Call or email, scheduling lessons five days a week, Friday rhrough Tuesdays. Ideal rraiuing hill, up to 150ft., 600(r. mountain. 1,200/i. moumain. Tandem insrrnnion. USl !GA Advanced I nstntcror DOUG PRATI-11'.R (209) 556-0169 Modesto, CA.
G
L
DEf~PORT
2800 Torrey Pines Drive Diego CA 92037 Since 192R HANC; Cl.ID ING AND PARAGLIDING ccrdflcd i11snuction) tandem service) repairs) parachute
USHCA
instruction, sales, and site rours. San
world-class soaring center. Visa and MasterCard accepted. Call (858) li52 9858 or roll free l-·8'77-FLY TFAM. Check us om and order onlinc at
IJ;.IIJ (F:l [J;.JO l)(l@lKJ@ @li.U @.l llltl@ WE HAVE Tbe 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 YOlJ FASTER AND SAFER For year--round training fim in the sun, ml! or write Miami Hang (;Jiding (305) 2858978. 2550 S llaysborc Drive, Coconut (;rove, Florida 33133.
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FLY AWAY HANC GI.IDING Tammy Burcu (80'5) 957-9lli5, www.lly,tbovcall.com/llyaway.hrm
Santa Barbara.
THE l!ANC CLIDTNC CENTER 6312 Malcolm Drive, San Diego C:A 92115, (619) 26'5--5320.
ll!Gll ADVFNTURE ·~ llang gliding, paragliding school. Equiprneni- sales, service, rentals a1 Southern
California's mile high site, Crestline. USII(;A Instructor Roh McKenzie. By appointment year round. (909) 88.'l-8li88, www.flytandcm.com
QUEST AIR SOARIN(; CI\NTER Your v,1carion gliding location. C,5?.) lt29 02 U, fax (352) li29DON'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 f)rofcssional <:!Ts at world famous Dockwcilcr Beach training slopes (5 minmcs from T.A airport.) Fly
Visit our website at: www.questairf()rc:c.com or
email us: qucstair@lsundial.net
winter or summer in gentle coastal winds) soft s;1.nd and in a thorough program with one of America\; most
presrigions schools for over 25 years.
111
a SEPTEMBER
2ocr1
47
GEORGIA
ILLINOJS HANC CUDE CHICAGO Full service 2 tow planes. Full time certified instructors, ultralight instructors, East Coast record 213 miles. (815) 495 .. 2212, www.hangglidcchicago.com
The Acrotow Flight Park Satisfaction Guaramced
RAVEN SKY SPORTS (:l 12) 360-0700, (815) li89-9'700 or (262) 473-8800. 2 hours from Chicago, 90 minutes from Elgin, Palatine or Libertyville. The best instrnctors, the best equipment, the best results in die Midwest. '7 days/week, March tbrn November. Training program for combined/integrated foot launch and aerot:ow ccrtiltcation. Apply 100% of your intro lesson cosrs to ccnificarion program upgrade! Please sec our ad under WISCONSIN. info@hanggliding.com
JUST 8 MILES FROM DISNEY WORLD • YEAR ROUND SOARING • OPEN 7 DAYS A WEEK • SJX TUGS, NO WAITING • EVERY DIRECTION 50+ NICE demos to fly: Topless to Trainer Gliders: Laminar, Moyes, Wills, Airhomc, Airwavc, Fxxt:acy, La Moucttci Sensor; also harnesses) varios, etc. Ages I 3 To 73 have learned to lly here. No one comes close to om level of experience :md success with rnndem acrotow instrnction. A GREAT SCENE FOR FAMILY AND FRIENDS ...
10 motels&: restaurants within 5 rnins., camping, hot showers, shade trees, sales, storage, ratings, XC retrievals) great weather, climbing wall, tTarnpolinc,
DSS TV, ping pong, picnic tables, swimming pool, etc.
1-800-803- 7788 FUI ,J, I-IOOK-UPS Laundt)', propane, recreation room. l ·800-803,.'7788. LOOKOUT MOUNTAIN FTJCHT PARK Sec our display ad. Discover why FOUR TIMES as many pilots earn their wings at Lookom than at any other school! We wrote LJSIIGA's Official Training Manual. Om specialry,customer satisfaction and /im with the HEST FACILITIES, largest inventory, camping, swimming, volleyball, more! Fm a flying nip, imro flight or lesson Lookout Mounrnin, just outside Chattanooga, yom COMPLFl'E tTaining/service center. Jnfo? (800) 688-LMFP.
Hights of over 200 miles and more than '7 hmm. Articles in Hang Gliding, Kitp!anes, Cross Country and others. Featured on numcrnus TV shows, including Dateline NBC, The Discovery ( :hanncl & FSPN.
Conservative• Reliable• State of the An
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BUNKHOlJSE WARM & COMFORTABLE By LMFP! 32 bunks, hot showers, open all year, 2A hour tion. 1 ·800-803-7788! HAWAIT
Malcolm Jones, I .auric Crofi, Ryan Glover Carlos Bessa, Rhen Radford, Tiki Mashy Jeremie Ilill, Tom Ramseur, Roger Sherrod Neal Harris, Bart Weghorst, Paul Moncure Carolina DeCastro, Bob McFee, Ken)' I .loyd
your support patronage. Tell them you saw their 1n
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RAVEN SKY SPORTS (262) 473-8800. Please sec our ad under Wisconsin. info@hanggliding.com MARYLAND
Baltimore and DC's full time flighr park Tandcn1 instruction) solo acrotows and cquiprncm sales and service. We C:1!'1)' Aeros, Airwavc, Flight Design, Moyes, Wills Wing, l ligh fa1ergy Sports, l'lyrcc and more.
Visit us on the Web: http:/ /www.wallahy.com Please call us for references and video. 1805 Dean Still Road, Disney Area, FL 33837 (863) 424,0070 phone & fax fly~ilwallaby.cum l,800··WALI.ABY
INDIANA
Two l 15 [-IP Dragonfly tugs Open iiclds as far as you can sec Only 1 to l. 5 homs from: Rehoboth Beach llalrimorc Washington DC Philadelphia Come r:lywith US! Ph 410.63lt.2700 Fax 410.634.27'75 2lt038 Race Track Rd Ridgely, MD 21660 www .acrosports.nct l,angglidc0lacrosports.nct LODGING gucstroom wirb privare hath in secluded farmhouse. F.njoy living room with fireplace, dining room and porch over-looking acres of fields. (Ii 10) li76-4 l 16, (Ii 10) 430-1299, (410)1i76-li398.
BfRDS IN PARADlSE Hang gliding & ultralight on Kauai. Certified tandem instruction. (808) 822-5309 or (808) Ci39-1067, binls!Zllbirdsinp:iradisc.com www.birdsinparadisc.com
MARYLAND SCHOOL OF HANG GLIDING, INC. Certified instruction, specializing in foor launch. Dealers for Wills Wing, Moyes, High Encrf,,y, ycar,·ro1111d instrnct:ion. (410) 527 .. 0975, www.1nshg.co1n
48
HANG GLIDING
Nfoyes Perforrnance I Mo Yes OuaJ;r I Y Moyes Service
Moyes America 200 Hillcrest Drive Auburn Ca 95603
Our Most Popular Item TI1ese 2 piece wheels come complete with a brake kit so you don't "roll " down the hill while waiting o n launch 011/y
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MEXICO Year-ro1111d, s11mmer in Monterrey, winter in Valle de Bravo. 1-800··861-71 ')8, www.flyn1cxico.con1
AAA Fl.JGHT SCHOOL MOUNTAIN WINGS I ELLENVll.l.F AIR SPORTS. hill service shop, flight park, 4500/i. tow field, winch and aero rowing, tandems, rwo-placc U.L uaining. Airwavc, Ahair, Moyes, Acros, lcaro 2000, Fligh1 Star U.L., MOSQUITO powered harness, WOODY VALLEY harnesses in stock. The V-MITTS $29.00. or (8/i5) 647-3377 W\\rw.!'11µ:lm:ch,ool.nct, l 50 Canal St., Ellenville, NY 12.li28. most complete HG Pro-shop in the North East.
MICHIGAN CLOUD 9 SPORT AVIATION Aerorow specialists. We carry all major brand hang gliders. FREE PVC glider sroragc/trnnspon tube wirh new glider purchase. Now in stock: Wills TALON COMP!, XC 155, Falcons; Moyc.s Litcspeed 4, Sonic 165; Magic Kiss l '54. Outrigger wheels and orhcr accessories in stock. Call for summer randem lessons and flying appoimmcnrs with the Draachcnl;licgcn Soaring Club at Cloud 9 Field. 11088 Coon Lake Road West, Webberville, Ml 48892. ('517) 22:l-·8683. Cloud9sa(f1laol .com. htt jl://mcmbcrs.aol.com/dottd9sa MICHIGAN SOARING Delivering VALUE with the best combination of SERVICE, Q_UAUTY & PRICE. ALL major brands of gliders and gear. Call Doug Coster (231) 882-47/i4, wingman@traverse.com TRAVERSE CITY HANG GLJDERS/PARAGLIDERS FULL-TIME shop. Certified instruction, foot launch and tow. Sales, service, accessories for AU, major brands. VISA/MASTERCARD. Come soar our li50' dunes! 1509 E 8th, Traverse City MI 49684. Offering powered paragliding lessons & dealer for the Explorer & used units. Call Bill at (231) 922-28/ili, rchanggli<lcr@juno.com. Visit om paragliding school in Jackson, Wyoming. Call Tracie ar (.307) 739-8620. MINNESOTA RAVEN SKY SPORTS (612) :H0-1800 or (262) liTl-8800. Please sec om ad under WISCONSIN.
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•
AlR SPORTS USA NYC's first and only certified hang gliding, paragliding, microlights (trikes), powered pat:1gliding. Disrribmors for Avian, Dealers for mosr major brands. Full service and equipment at best prices. The most friendly service in the area. Srorc address: 29 51 Newtown Ave., Astoria NY. Phone (718) 77'7'7000, WWW.FLYFORFUN.NET FLY HJGH HANC GL!DINC, INC. Serving S. New York, Connecticut, Jersey areas (Ellenville Mm.) Area's EXCLUSJVE Wills Wing dealer/specialist. Also all other major brands, accessories. Cenificd school/instntction. Teaching since 1979. Area's most INEXPENSIVE prices. Excellent secondary instrnc .. tion ... if you've finished a program and wish to comfo .. uc. Fly the mountain! ATOL towing! Tandem flights! Conrnct Paul 516.1 Scarsville Rd, Pinc Bush, NY 12566, (845) SUSQUEHANNA Fl,JGHI' PARK Cooperstown, NY. Certified lnstruoion, Sales and Service for al\ 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 reach you how to fly. c/o Dan Guido, Box 293 Shoemaker Rd, Mohawk NY Bli07, Cll 5) 866-6153.
• TANDEM INSTRUCTION • AEROTOWlNG • BOAT TOWING • BEACH RESORT • TRAIN!NC CAMPS • FOOT LAUNCH • OPEN YFARROUND • PARACUDJNG • EQUIPMENT SALES AND SERVICE
(800) 334-4777 NAGS HEAD, NC Internet Address: lmp://www.kittyhawk.com E-Mail Address: info@kittyhawk.com
NEVADA NORTH CAROJJNA
PENNSYLVANIA
ADVENTURE SPORTS Sierra soaring at its best. Tours and tandems available. Instruction from certified USHGA instrnctors with years experience. Sales, service and instruction by Carson City/Lake Tahoe NV. 883 ..'7070 http://home.pyramid.ttet/ advspts
HIGHLAND AEROSPORTS ... Sec Maryland. MOUNTATN TOP RECRFATlON Ccrrificd instruction, Pittsbmgh. (412) 767.-4882, C'MON OUT AND PLAY!
I.AS VECAS AlRSPORTS USHGA certified hang gliding instrucrion. Sales :md service, boat tow, mountain soaring, XC. (702) 26().'/950, www.virnwlbosts.net/hang.h11n
Look under New York.
afford new equipment? bargains in our ad 50
Look under New York.
PUERTO RICO XC CAPITAL OF THE CAROI.INAS (828) 632-9810 foorhillsfligb1(a)botmail.com
NEW JERSEY MOUNTAIN W!NCS
MOUNTAlN WJJ\GS
classified me1nbership renewal or
PLY PUERTO RICO Team Spirit Hang Gliding, HG cl,1sscs daily, tandem instruction available. Wills Wing dealer. Clidcr rentals for qualified pilots. PO Box 9'78, Punta Santiago, Puerto Rico 00741. (787) 850 .. 0508, tshg@coqui.net TENNESSEE LOOKOUT MOUNTAIN FLIGHT PARK ad under Georgia.
Sec
HANC GUDINC
VIRGINIA
WISCONSIN
RAVEN SKY SPORTS l!AN(; CLIJ)]NC AND l'ARIICI.IDING The Midwest's Premier acrotow flight park, founded in 1'Jn. Fearuring INTEGRAT ED INSTRllCT!ON of' foodaunch and acrorow tanprices to beat in the USA. Seven grassy training hills all wind
TEXAS
directions. Four
Bl.UF SKY Fu!ltimc insrrnction and service at Manquin Flight Park near Richmond. Wills Wing, Flight Design, Aeros and Airwavc MidMosquito dealer. Steve Wendt li326'i'\7 or (80/i) 2/i 1-4:l21i, www.blucskyhg.com, bl uesk yhg Gtlya Iwo. corn HIG!ll.AND AEROSPORTS
YEAR-ROUND SOAR/NC EXCELLENTX(: Fl.YING , TANDEM JNSTRUC:TTON AERO TOWfNG/TI !REE TUGS • DRACONJ:J ,Y/TRTKE INSTRUCTION • INTRO FOOT LAUNCH CLASSES l'ARA(;t.JDINC TOWS • WlNCl!TOWINC • FJ.Y.JNS 1\ND Cl.lNICS SAi.ES AND SFRVJCE • 600 ACHF J:ACJJ.JTY Steve B11rns 979.27').9382 email: sb11rnsei1la[pha 1.net 800B Pinc St., Hearne TX T1B'59 Fred B11rns 281.lt71. J li88 email: a11sti11aireiilaol.com :3810 Bonita l .ane, I .a Pone TX 77571
KlTIY HA WK KITES
Sec Maryland.
Sec North Carolina.
JUST NORTH-WEST FLY AT VIRC!NlA'S NEWEST TOTAL Fl.l(;JlT PARK MANQU[N offi:1rs acrorowing, rnndcm lessons, truck training hill and scooter towing pilots. Certified "BLUE SKY" Virginia's leading hang gliding
Jilli. COUNTRY l'ARAGLID!NC !NC I.earn complete pilot skills. Personalized lJSJ-!(;A cenifled naining, ridge soaring, foot & tow launching in cc:niral Texas. MOTORIZED PARAGLIDING INSTRUCTION & EQUIPMENT AVAILABLE. (915) 3791185. lli75 CR no, Tow TX 7il672. KITE ENTERPRISES l'oot launch, platl,Hm launch and acrotow instruction mo. sales, rentals and repair. Airwave & Wills Wonh and nonh Texas area. 211 75002. (972) 390-9090 nights, weekends,
and
Of MilwatJkce. Aerotow
winch training. 'l'andcm instruction hcgin-
rnndem landing gear. All brands of' gliders and gear (41 Ii) 975-7873, W\\rw.surhttr.corn Here to keep yoli safe and happy!!!
equipment sales, service and repair
www.austinairspc,rts.com
GO .. HANG CI.IDING!!! jeffllum. Austin ph/fox (5 l 2) 467-2'529 jeffGllflytcxas.com www.flytcxas.com
tow platH.'s) no waiting!
Four tandem gliders on undercarriages. WW Falcons for training from rhc very fo-st lessons. USUA uhralighr and instruction. Free Salcs/scr vice/accessories all hrands. Open 7 a week, M,trch thru November. Contact Brad Kushner, PO Box IO 1, Whitewater WI 5:l 190 (2G2) li73-8800 phone, (262) li7.'l-880l fox, www.lrnnggliding.com,
PARTS & ACCESSORIES
Try :l-axis !lying wirh ccrrified ultrnlight insrrnnion "FLY RAWLING", learn to fly and soar the
AEROTOWING ACCESSORIES Sec TOWIN( ;, Tim WALLABY RANCH (863) 42/i.-0070.
Just 2 hours sourh DC, minurcs NE of Richmond. Free camping close ro fosr food, rcstau· rants and Kings Dominion theme park. Visit wv,1w.blucskyllf;.cr,m. (540) ,1J26557
AMAZ!Nc;J.Y LOW PRICES Hol,qill,rok,,rforyo11. cot n
On all Ball vari,>S!
Sll.VER WINGS, INC:. Ccrrificcl insrrucrion and cq1npmem sales. ('7(l:l) 533-1965 Arlington VA,
WASHINGTON
www.kite·-enterpriscs.com
HANGTfME De,iler of the MOSQUITO powered harnesses. Call for CJ.!NlC dates. Right here in the pacific northwest. (50')) 52'i-3574, lbbrown@bmi.net
UTAH The nation's CLOUD 9 SOARlNG CENTFR shop, is now offrr,,utttc .sct>1tcc,s, repairs and sales at Point tbc C:nmacr us for an information packet or srop by the shop. (801) 576 61i60, 12556 S. Minuteman lJr. 111 Draper, UT
BEST 12" WJ!EFLS AVAlL/\llLF. Super lightweight, a must for rnndem flying, bushings. Only USA-bniltwheel. $1i2.'J5, qtrnmity discounts. Immediate delivery. Lookout Mountain, (800) 688-1.MJ:P.
WASATCH WINGS Utah's only /i,ll service hang school, Poim of the Mountain, regional mounrowing. Dealer for Acros, Airwavc:, Alrair, Wills \X!ings and much more. Call /,ac (801) wi ngs(~Z:1wasatch.com www.wascttch.cc)rn/-,wings
51:PTEMBrn 2001
51
H1\WK AlRSPORTS INC P.O. Box 9056, Knoxville, TN 37940-005(,, (8G5) 945,2625. World famous Windsoks, ,1s seen al the Oshkosh & Sun-N, Fun FAA ORDER ONLINE AND SAVE Water/Dust Resistant Push Butron • Field Replaceable Finger Switch • Heavier Gauge Wirc/lmprovcd Plugs • increased Strain Relief at Al J. Joints
MINI VAR[O World's smallest, Clips to helmet or (). 18,000 fr., fast response 2 year warranty. Great for roo. ONLY $169. Mallcttec, PO Box Sanra Ana CJ\, 92'135. (714) 9(,{,.J2/i0, MC/Visa accepted, www.malle1tcc.com
Price $119.95. Extra finger switch $19.95 w/nrn1Tho"· Dealer inquiries welcome. Call (913) JhX-/'J•'lh MC/Visa. Visit our website at www.flightconn.com
DON'T GET CJ\UCHT I.ANDING DOWN· WlND! 1.5 oz. ripstop nylon, UV treated, 5'4" long w/11" throat. Available colors fluorescent pink/yellow or fhmrcsccm pink/white. $39.95 (1$5.00 S/l l). Send to USJ IGA Windsok, P.O. Box l330,
The world .. class XCR .. 80 operates up to 3 hours v1'18,000 ft. ,md only lilb. Complete kit witl, harness, cannula aud remote on/off lfo1vtrnctcr. only $100.0ll. J
AJ.L ACCESSORIES lN STOCK! Flyrcc li005, Quantum 330, call! I .ow prices, fast delivery! Gunnison Gliders, I 5ii9 Coumy Road 17, Gunnison CO 81230. (970) 641,93 l 5, http://gnnnisonglidcrs.com/ Out ofprnduction, but JlM LEE ARC HELMETS not out of demand. One is brand new, never used $350. Two others, used $200 each. (262)ii'73-8800, infolfilhanggliding.com
Colorado fox(719)
CO 809()].]330, (719) 632,8300, 17, VJS/\/MC
accepted. BUSINESS & EMPLOYMENT
Sl'FCTAClJLAR TROPHIES Awards & gifts! Soaring Dreams (2.08) 376,791 Ii,
I Tang Gliding/Paragliding insrrucrnrs. WANTED I rnrnccliatc foll time openings available. Live the California drcam ... instruct smdcms at the San
TEK FLIGHT PRODUCTS
employment also available. Ask for Pat Dencvan (fiog) 262 .. 1055. MSCTIG<7!laol.com www.ha11g.. gliding.co1n
Francisco
KLASS IC OR CONCI•'.P'f' WIN GT .KI'S Two pair. ( )ne pair brand new in the box, other pair slighrly used. Best offc·r. (262) lt73-8800, info@banggliding.com
arc:1 s premier training .sii-c. Service shop 1
PUBLICATIONS & ORGANIZATIONS
I AMIN AR PARTS We have what you need and we arc committed ro same clay shipping. AV8 Call (760) 721 .. 070 I or email ,it indasky@yahoo.com
saw
lll
Gliding: 52
Camern moum $1i8.'50. Camcnt remote (ask ,1!,out rebate) $1t5. Vario moum $2'.t 6" wheels $29.75, 8" wheels $34.75, Add $4 S&H per (US) included. TEK PLIGHT Products, Colebrook Stage, Winsted CT 06098. Or call (860) 379. 1668. Email: tek(msnct.nct or our page: www.tckfligln.com
Otto Lilicntlial's genius in scientific observations and analysis, clocumcmcd in this work, became the basis for the cxpcrimentarion of the pioneers in aviational flighr. The "hero" of the brothers, Otto is con·
HAN(; CLIDING
print 1,,r almosr a century, but is now available to everyone for a wondcrfol and absorbinr, journey irno avi;itional hisw ry. llG JG phmographs, 89 and Iii 19.95 Call USJl(;A l-800-G I ot
I)RAC:ONfl Y l\,MODFL l<ff Built by Bobby llailcy $1 :\,(,Oil. Roux 582 fitted and plumbed radia1m, cxl1aJJSI $(,,62Ci. F.lcctric stan, <, blade [vo prop wi1h cllltch $1, I 00. Rc:JJ· scat and controls $1,250. J\rnkc ki1 insrallcd $).50. BRS <JOO VLS $2,595. Jnstrurncnt pack: Air, /\SI, Taclto, remp gauges, Hobbs $1,017. Painred one col01 $1,200. Tow sys1cm $:175. Tora I $28,0 U. A 50%, is required. Bobby llailcy crn he available for training after cornple tion. Kenny America, 200 Hillcrest Drive, Auburn CA '!%03, 888. 8622, fax (S:lO) 88B· 8708, Clyamoyes((,l:wl.com,
pilots &. great animarion. 2/i min $35,95 hottest selling vidco 1 TIANG Gl.lDING FXTREMF & BORN TO FLY by Advenrurc Productions, great hg acrion $34.95 each. C:all lJSJlCA (719) G:32-8300, fax (/19) G.'l2·Cli17, email:
or order off our web
add ,.$Ii domcsti, s/h (,
www.ushg:1.org.
1wo or more videos). ( ;rcat to impress
friends or
for those socked ·in days. Pcrfccr gi!'t , he launch po1a10 n,rned couch pota10. Also, ask ns about OtJJ paragliding videos!
www .nioycsa1ncrica.con i
l'AYO\JT WINCH - Excellent condi1ion, mmmtcd on a new trailer w/lmreries, all self' contained, :1000' spectra two drag churcs $1,995 OBO. xcl11rw1<~0:tol.co111, (507) 895,fi240
llAC TT! ff you don't have yorn copy of' Dennis avaiL,ble Pagcn's PERFORMANCE FLYINC rhrough USl!CA $29.')5 sl'<h for UPS/Priority Mail USHc;A, PO Bux 13JO, Colorado Springs CO 80901. 1 BOO·GIG-C,888 www.11shg;:1.org
VIDEOS & FILMS
From ilw Tellmide f'cstival in 198 I, to the· modern day freestyle cornperirion. Follow the hisrnry of rhis dynamic $2/i,95 Call lJSl [C ;A (! 19) 6:l28:JOO, fox (i32·6!i 17, order from orn web si1e www.1tshga.org. Please add +$4 domes1ic s/h. MlSCEIJANEOUS
JJARRY AND 'J'flF IIANG GLIDER is a beautifully illnstratcd, hardcover cl,ildrcn's book with /i() color to share rhe dream plus $:) shipping to Publishing, 20 I N. Tyncfoll, Tucson, AZ 85719 or (520) 628 8165 or visi1 hnp://www.flasl1.net/··skyhipub Visa/MC acccpred. SOARJNG Momhly magazine of The Soaring Socicry of America, Inc. Covers all aspecrs of soaring /light. Full membership $55. Info. kit with sample copy $3. SSA, P.O. Box 2100, Hobbs, NM 882/i 1. ('iO'l) 392-11 '17. TOWING AEROTOWJNG ACCESSORIES J lcadquancrs for: Th,· Jines! relc:1scs, rdcascs, Spcura "V" bridles, weak li11ks, tandem bnnch can kits, etc. THE WA!.!MIY RANCH (863) lt2fi .. 0070. DRACONFI.Y With all the options, yellow, !iOO hours $2/i,OOO. xcarmando((1\10l.com
TO FLY: D[SCOVER HANG GLIDJNG TODAYby Adventure Productions ONLY $'5.00 FOR USHCA MEMBERS ($15.95 for non .. lJSIIc;A mem bcrs). Discover how modern help you realize your dreams to ( \eared to show how hang sak affordable, and fon way . Filmed at sever, al hg schools in the US "This production has my packed into a short 10 rninu1c eye opener. IO min.' This is the video you show your family and friends! ONLY $5.00. Wl'ATl!ER TO HY, by Advcutme l'rnduc1ions. A 1nuch needed instructional video on meteorology.
Dixon \1(!hi1c·, Mas1c·1 pilot and lJSl !CA Examiner, through a process showto ;11H.I ro interpret it. video help pilo1s of' any aircraft ,mdcrst:md You'll learn more about modeling and about regional and local infl1tcnces to determine winds aloft and stal,ility. "Weather To Fly" is an ovcr,all view packed wirh usdiil details and includes cloud Ji is a straight-forward prescmarion is easy to 50 min. $39.9'> STARTING HANG GLIDING, by Advcnrurc to promote the spon. proper a1ritude, and those first flights. :JO growidh:mdJing, min $29.95. Tl !ER, TURNING POINT MALLIN(;, by Dennis Tr,ort/ l\lp1tte 50'Yc, I IC, 50% l'C:. Discover technrq1tcs clusiw alpine thcnnal. He11u1i/i,i Europe's mos1 dramatic mountains.
SwrFM!ll R 200 I
com-
"AEROBATICS" l'nll color 23"x ill" poster fearnr illg John I Jeincy doing what 1,e docs besr.1.0(WlN( ;! l\vailablc 1hrough USHCI\ HQ for ju.SJ .$6.95 (,$5.00 s/1,). Fill that void on your wall! Send to USI!(;;\ i\crobarics Poster, PO Box I :300, ( :olorndo Springs CO 809:33. (USA & Canada only. Sorry, NOT AV/\ILABLF on inrern:nional & fai( C:!Al.,Acrobatics BOTH l'OR $10 $5 s/1,). Check section of· our web site www.ushga.org for a color pi, Inn: of' these hc:uttihtl posters. 1
VIDEOS, BOOKS & POSTERS web page www.nshga.org
Check out om
DON'T LEAVE YOUR GROUND-BOUND EQUIPMENT SlTTJNG IN THE GARAGE. SELL TT IN THE HANG GLIDING CLASSIFIEDS. CLASSIFIED ADVERTISING RATES The rate for classified advertising is$. 50 per word (or group of characters) and $1.00 per word for bold or all MINIMUM AD CHARC;J,. $5.00. A Fee of l 5.00 is charged for each line art logo and $25.00 for each pho rn. LINEART &. PIIOTO SlZF NO LARCI\R THAN 1.7'5" X 2.25". Please underline words robe in bold print. Special of tabs $25.00 per colunrn inch. Phone words. Email or web addrcss=clworcls. AD DEADLINES: All ad copy. insrmcrions, changes, additions and cancellations must be received in writing 1.5 months preceding; rhc cover date, i.e. August 20th for rhe October issue. Please make checks payable to USH(;i\, P.O. Box ! 3,lO, Colorado CO 8090 ! -13:lO, (7 ! 9) 6)2-8300. Fax (719) your classified with yom Visa or
Adventure Productions ...................... 17 Angle of Attack ................................. 54 Arai Design ....................................... 22 Dan Johnson ....................................... 7 Flytec .................................. Back Cover I fall Bros ......................................... ,, 17 High l'cri;pect1ve .. ,, ........................... 17 Just
l .ooko11t Mm. Flight Park ......... 9,21 STOLEN WINGS & THTNGS
FOUND On April launch at Lookout Mounrnin Fligh1
suit left on
Call and
identify, rhrmlup@charrnnooga.net ('706) 820-0365.
FUSTON 150 SP Stolen November 4, 2000 from near the Elk Mm LZ (Middle Creek Campground), Upper Lake C:A. bancns, all white upper s1u·· lace, all red rip undcrsurfacc. Distinctive fca· mrc: hydrancr leading edge (not mylar like most), serial 11%1t'J4, was in dark wired tips XC bag. Conrnc1 Man .Jagclka (707) MatrsF1yin@aol.com STOLEN WINGS arc listed as a service to USHGA members. Newest entries arc in bold. There is no charge for this service ,md losr and found or cquipmcm may be called in (719) 632-8300, in (719) 6:'12-(Yi17, or emailed at inclusion in Tlang Gliding magazine. to can-cd the listin1; when gliders arc recovered. Periodically, this listing will be purged.
Mojo's Gear .................. ,, ... ,, ............ .42 Moyes ................. , ............................ .49 Quest Air .,, ......................................... 9
Sport Aviation Publications ...... ,, ..... ., 11 Team Challenge ................................ 23 Traverse City Hang Gliders ................. 9 U.S. Aeros ......................................... 13
1,14
r01
Wes1 Coast Atos ................................ 17
Wills
LU~,, ... ,,, • .,.,.,.,.,.,,,.,,,,,.,.,,.,,,.,,,2
Ask us alumt «.ri11111mii<l!!'"F111·i1111n
And they'll also receive a $ gift certificate redeemable off their 1st lesson from a participating school.
Phone: 209.543.7850 Toll--Free: 888.530.9940
E-Mail: custsvc@a ng leof attack. net Website: http://angleofattack.net
100% If not satisfied, return unused tubes for 100% money Major Credit Cards accepted. OEM/Dealer inquiries encournged. Ad b Poter Birren: 847.640.0171
54
HANG GUDlNC
ST. j L:
PAUL,
the Wor1d
technoca
Gary Oflaba, 300 mile-, b2Jrri(,r l.hat had alone been L.fl(, of 'I'udo who'd, mpresi.i twi J not one bu Dave Sharp 11 l.d t;h record before Davis Straub r;ma,:ihed t:hrough to zed World Di Both Jew able':: to retain U1e t ( WC "Int c,rne t: t.o be rc·)Cords t:ood for No mor . . . ! ) 000 WRE start eel., year, othc,rs whispered Straub waxed enthu L abouL Uic'? 400-mi e done. 'I'hc 2001 of "norma.Jly" U1E, ··bak.ed •rexa:3 obflcu J.oca l:.i. on now onto t:he world' rada owj ng to t.he accompllsliment: n 2000. A reported Jast month, Mark Poustjnchlan flew to a new world record dis of 369 mil Ala , ikc Dave Sharp' short I ived record, Mark's mark wat, only to ve clays. 'I'hm1, a.l hell broke, Or l:.Y1erma s broke:; loose to record flying. 000 l:'OW3tinchian' s f the Zapa wal.L a short. whj Le, wiU, What·. qual "only" 200 mi.]E!E for a remarkabl some locations may be nothinq out Ln t-1: 'J'hougr1 many s perflonal were achieved, much more was cted le 1iou nchian's [Liqht: us ollowing cl dn' involved up and pay con.tc,r;ts, World Champ and winnc!r d Ruhmer. t wa ed and in to di.scover he sci besl:s out in the desert, wit below the 200-mi 'd done, incredible competi :ion n,,cord only 14.'l mi J e s (f or hi U1 en - l on CJ ] I ql1\ ) f I'd overbJown U10? i ternent ol his at: the 2001 WRE. Flut wait ... ! A 400 ·miJe mark fol and SEJ'TEM131:R 200 I
Ruh1mc:;r, been increas tl1rough the 300 be:,nclirnark for LY1c'? world oi l1anq ,.,,,n y·c n) , hi::-; lexw:inq l";uhmer bJ ted of an f I i. qh L actually ed "/00.8 ki1omet-.ers qreat distance, u nq t.he mear;urement: preferred by U1e Fl\J. Man [reel ten and a i. r: hours nd cJV(?ragecl han 1J mph! S'I'UNNlNC ! My o LI he e I leral Jots, even with mere ! 000 A sidebar to Lhe whole wingc, ta 1e sugges U, t: hat ord cemcd o have' conv:i.nci ngly, and once of al] m1perlong R.u hrner proved t~ 'W f 1 ex talented banc:ifl, anyway can keep up wi t:h the rigid::-; .i.n overall accompl ishrnent:c,. By now thE" Zapata "r;eason" rias par;sed, but don't. doubt: that WRE 2002 wi be held I can onJy what to expect com 000 On o the Wor.Ld riecord F:ncampment, was pleased t:o Y,c,ar from Davis Straub that my arLicJ.e about the 2000 WR.E in KI'I'PLANE',S w,rn by Lew Adam:;, an independen l 'I'V producer whose work ha::; appeared on the Discovery Channe] worldw:i dc? cabJc t:e with many millions of viewEcrs). Af: discoun,c: wiU1 Sl:raub dnd Osaba, Adams 0Jported t:ha NOVA "ha confjrmed ... commi.l·. l:o abouL ()9,5 of the ot ilm budget o $100 500,000." t.:o Adams, t:.hi,3 should be enough creat docurnent-ary abou in t.hat to Osaba, Adam::; and NOVA wouJ d t.rong tion to seek co· a r;ponsor to fin h t:he [ilrn ed ing, background, [ancJJ '3pec feet::;." c:;ary continued, '"T'ho focus a one··l1our, me,-· t:irne Lo be distribul.ed domesLica11y by NOVA wi. th :i.ntc~rnaliona1 distri bul:.ion by L:hc, BBC cJnd Nal::i.onal " What c coverage! Such a f3how could bo1Esl:er growth in hang gliding. 000 So, qot new:, 01 ions sc,nd 'mn t:o: f3 Dorset, . Pau.l MN 5 1i1J tl. Mer;F,ages or fax Lo 6 or c,-rna o CumulusMan@ o .com. "Product Lines" columrH, wi 11 be ava lab le la this yc,ar www.ByDanJohn,;on.com. THANKS!
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Never have so many gone so far . .. 2001 Flytec World Record Encampment Manfred Rohmer flex wing open distance world record
Bo Hagewood ties previous world flex wing record Paris Williams breaks previous flex wing record Betinho Schmitz flex wing distance to goal record Karl Castle women's flex wing open distance record Karl Castle women's flex wing distance to goal record Mark Poustinchian breaks previous rigid wing record Davis Straub sets new rigid wing world record David Glover distance to goal rigid wing world record Josh Cohn distance to goal world PG record
435 miles 308 miles 318 miles 311 miles 250 miles 217 miles 369 miles 407 miles 220 miles 192 miles
The final score: 9 distance world records; 2 USA national records; four 300 mile flights in one day; two 400 mile flights in one day; the longest flights ever in a flex and rigid wing; the longest flights ever to a declared goal in a paraglider, flex, and rigid wing; the longest flight ever by a female; 21 of the 26 participants achieved their personal best. Not bad.
Come join Team Flytec For more infonnation on the 2001 WRE or how to participate in next year's Encampment, please give us a call or visit www.flytec.com
FlyTEC 352,429,8600 • soo.662.2449 • www.flytec.com