USHGA Hang Gliding August 1990

• MEMBERSHIP APPLICATION •lI111111••--------(Please Print)

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SUBSCRIPTION ONLY 12 issues of Hang Gliding magazine only 0 l year: $29.00 ($37 foreign*, $32 Canada & Mexico*)

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QJN~T[E[D STAT[ES HANG Gl~[D~NG ASSNa~ ~NCa P.O. BOX 8300, Colorado Springs, Colorado 80933 (719) 632-8300

revised 1/90

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Features

Columns

A Dynamic Analysis Of A Landing Flare

5

Viewpoint

hy Ken de Russy Ken makes some insightful comments about the rating system.

© 1990 hy Richard E. Cohh Putting your mass to work on landing.

28

Voyager

14 Accident Reports

2

hy Doug f-fildreth

hy Brian Pol'/er

Quick-release carabincr failure. Includes an in-depth report by Phil Sergent.

The design of a rigid-wing hang glider with origins in Klaus Hill's classic Fledgling.

36 USHGA Reports

Sensor

Vic Powell raises a dues increase issue. A response by Gregg Lawless. USHGA merchandising-by Jeff Elgart.

© 1990 hy Dennis Pagen A look at the latest from Seedwings.

Rocket

46 Hang Gliding

hy Paul f-fami/ton

© 1990 hy G.W. Meadows

A report on a new ballistic recovery system from Second Chantz. The unique system features fixecl-ballistic, aim-and-·shoot and hand-deploy options.

Staying aware while flying.

49 Competition Corner The Great Race. A report on the Region 9 Championship by Pete Lehmann.

60 Product Lines © 1990 hy Dan Johnson Harnesses, tours, new gliders and more.

Page 42 COVER: Larry Tudor sets an a1m11ing new world record 30 I miles in his HP AT from Hobbs, NMto a declared goal! Photo by Larry Tudor. Sec news item--complcte story next month.

or

CENTERSPREAD: Brian Porter J'lies his Voyager during the 1989 World Championships in Switzerland. Photo by Brian Porter. Sec story on page 28.

DISCLAIMER OF WARRANTIES IN PUBLICATIONS: The material presented here is published as part an infonnation dissemination service for USHGA members. The US! !GA makes no warranties or representations and assutnes no liability concerning the validity of any advice, opinion or recommendation expressed in the material. All individuals relying upon the material do so at their own risk. Copyright © 1990 United States Hang Gliding Association, Inc. All rights reserved 10Ha11g Glidi11g and individual contributors.

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Aucusr 1990

Departments 5 10 12 25 50 55 55

Airmail Update Calendar of Events Ratings Classified Advertising Index to Advertisers Stolen Wings

3

WHY WAIT? U.P. has a selection of C3-185's, Axis's, and Dreams in stock.

Call your dealer today for immediate delivery. Custom glider orders 4-6 weeks.

All U.P. gliders H.G.M.A. certified. U.P. also stocks paragliders, harnesses and soaring accessories.

UP International• 560-4 Birch St., Lake Elsinore, CA 92330 • Ph. (714) 674-7005, Fax: 674-3071 Orders & info. 1-800-COME 2 UP.

Gil Dodgen, Editor/Art Director John Heiney, Doug Rice, Leroy Grannis, Eric Raymond, Photographers Harry Martin, Illustrator Tim Rinker, Design Consultant Office Staff Jerry Bruning, Executive Director Pal Robbins, Advertising Greg Huller, Member Services P.J. More, Office Operations Patti Sparks, Member Services Jeff Elgart, Merchandise Services USHGA Officers and Executive Committee: Russ Locke, President Jim Zeise!, Vice President Gregg Lawless, Secretary Dan Johnson, Treasurer REGION l: Gene Matthews. REGION 2: Ken Brown, Russ1ocke, Connie Bowen. REGION 3: Bill Bennett, Sandy King, Gregg Lawless. REGION 4: Mark Moc ho, Jim Zeiset:REGION 5: Mike King. REGION 6: Ron Kenney. REGION 7: Marty Bunner. REGION 8: Bud Brown, Jr. REGION 9: Pete Lehmann, Jeff Simms.

REGION 10: Matt Taoer. REGIONl l: Carl Boddie.

REGION 12: Paul Voight, Paul Rikert. DIRECTORS AT LARGE: Don Johnson, Jan Johnson, Joe Greblo, Dennis Pagen, G.W. Meadows. HONORARY DIRECTORS: Liz Sharp, Mike Meier, Tom Kreyche,Jerry · Forburger.

The United States Hang Gliding Association Inc. is a division of the National Aeronautic Association (NM) which is the official representative of the Federation Aeronautlque Internationale (FAI), of the world governing body for sport aviation. The NAA, which represents the U.S. at FAI meetings, has delegated to the USHGAsupervision of FAl-related hong gliding activities such as record attempts and competition sanctions.

HANG GLIDING magazine Is published for hang gliding sport enthusiasts to create further Interest in the sport, by a means of open communication and to advance hong gilding methods and safety.

Contributions are welcome. Anyone is invited to contribute articles, photos, and illustrations concerning hang gilding activities. If the material is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other hang gilding publications. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLIDING editorial offices: 6950 Aragon Circle, Suite 6, Bueno Park, CA 90620 (714) 994-

3050.

HANG GLIDING (USPSO 17-970) is published monthly by the United States Hang Gliding Association, Inc., 102 N. Cascade Ave., Suite 200, Colorado Springs, Colorado 80903-1402 (719) 632-8300. FAX (719) 632-6417. Second-class postage is paid at Colorado Springs, CO and at additional malling offices.

The USHGA is a member-controlled educational and scientific organization dedicated to exploring all facets of ultralight flight. Membership is open to anyone interested In this realm of flight. Dues for full membership are $39.00 per year ($42 Canada & Mexico, $47 foreign); subscription rates only are $29.00 ($32 Canada & Mexico, $37 foreign).

Changes of address should be sent six weeks in advance, including name, USHGA number, previous and new address, and a mailing label from a recent issue.

POSTMASTER: SEND CHANGE OF ADDRESS TO: UNITED STATES HANG GLIDING ASSN., P.O. BOX

8300, Colorado Springs, CO 80933.

August 1990

Volume 20, Issue No. 8

VIEWPOINT

Rating System Comments

by Ken de Russy Rollin Klingberg's article in the April 1990 issue of Hang Gliding perpetuates a great many myths and misconceptions about USHGA's Pilot Proficiency System and the meaning of individual responsibility. It also provides a convenient vehicle with which to explain the purpose of the rating system and to provide some guidance to traveling pilots that can insure they will be welcome at the sites they visit.

Excerpts from Rollin's article are in quotes followed by my response.

"I staited flying hang gliders in the days of bamboo and plastic yet had never bothered to get my ratings."

The rating system was devised to introduce pilots to sites where their skills are not known. It has been used successfully over the years to reduce the incidence of problems associated with interpreting claims of great skill. It is a system of standardized tasks that are witnessed by responsible volunteers called Observers or Instructors. Since many pilots have an inflated view of their own abilities, it's unfair to expect a site manager to take your word as to your abilities. Getting a rating and presenting it when asked is a courtesy to all who have no knowledge of your skills. It's difficult to understand why some pilots are unwilling to obtain ratings and participate in the ve1y system that protects their flying freedom. Please don't misunderstand. I'm as much of a libertarian "free spirit" as the next guy, but I am a pragmatist first and foremost. Would you presume to operate your car without a license?

"They were not impressed that I was a rated sailplane pilot with over ten years of experience."

Go to a glider port without a license or logbook, where you are not known, and see how they respond. Besides, foot-launching and foot-landing involve a totally different technique than tow-launching and skid-landing sailplanes.

"The fact that I had designed the Wing; built it and had done the first six test flights also made no difference. Trying the local shop was no help; they just wanted to sell me a set of

lessons ... " If someone had shown up with a homemade traditional-looking hang glider their reception would have been no different. On what basis should we judge? If Rollin had wanted he could have demonstrated his skills for any rating he felt qualified, and immediately received his rating. " ... and didn't seem to understand the concept of amnesty."

A special program is available whereby an applicant that has flown in an area where there are no USHGA Observers or Instructors can have the previous rating requirement waived with approval from the Regional Director. Sometimes referred to as the "grandfather clause" it still does not waive any witnessed tasks or time requirements. One note of irony here. Had Rollin applied for and received his Advanced rating in 1975 on a standard Rogallo, stopped flying after that, maintained his membership continuously since, and shown up at one of those sites he speaks of with an HP AT, he may well have been permitted to fly.

Our rating system makes no distinction as to what equipment you earned your rating on.

That's where your logbook can be indispensable. Most site monitors can get a pretty clear picture of a visiting pilot's ability through a combination of a rating, a log, and an interview.

Rollin describes landing in an unauthorized landing area. If my memory serves me, San Bernardino may have a city ordinance prohibiting landing in the city limits. The area club, as I recall, had to work with city officials and the U.S. Forest Service to keep the site open. Presumably, Rollin considered the impact on the local club's work at keeping their site open when they chose to land in an unauthorized landing area.

Some pilots promote the idea that our rating system is elitist, exclusionary, a veritable impediment to "free" flying. Those who have produced the programs of our national association, and others who manage our sites, are somehow seen as conspiring to create a myriad of rules designed to prevent flying instead of facilitating it. Don't you believe it! If

5

Here it is in Black and White

by Seed wings

Pilot Endorsements For The Sensor 510 E

Rating This Years Superships

Sensor -Technological Leader

Dennis Fagen, writer and test pilot, Pennsylvania: "The most yaw-stable glider on the market, the E model has every bit of the famous Sensor sink rate.

It's the best handling Sensor yet, and now with more LID at higher speeds."

Seedwings offers the following [comparison] for pilots to consider the prime factors offlight and setup characteristics. In an effort to he fair, some of the unnamed gliders were given the benefit ofthe doubt, and rated at the next high level. Ratings are excel/e11t, very good, average.fair and poor, inorderofvalue. (A hint-two ofthe gliders are of foreign design, though widely sold in this country.)

First known enclosed crossbar Rogallo design flown. (1976) First preformed airfoil with a bridled reflexing arrow shaft trailing edge pitch stability system.

(1977) First with a modern in-flight variable geometry system. (1982) First with a modern stabilizing tail fin. (1985) (M. V.Cook, College of Aeronautics Cranfield Institute oITechnology England, June 1990 Skywings, the British magazine, "fix a small vertical surface( fin) atthe aft encl of the keel tu be".

Richard Parsack, Ellenville, N.Y., pilot and multiple Sensor owner: "Absolutely love the handling... landing is unbelievably easy ... no adverse yaw ... I'm ecstatic!"

David Ledford, North Carolina mountain pilot: "Seedwings offers better service information and more customer satisfaction than any other manufacturer I know. If you want to experience power steering, high speed glide and improved landings, test fly a new Sensor E model today!"

Jerry Felice, New York competition pilot: "The handling is sosweetl can't believe it. .. perfect coupling of pitch and roll ... I just love it!"

Jeff Burnett, New Hampshire mountain pilot: "Comparing the E model to (glider A and glider D), I felt an advantage with the Sensor. Glide, climb, and now handling-it's a great package."

Three New E Models The SportE VG, the only recreational glider with a VG; the Easy Race VG, the best all around, most popular Sensor ever made; and the Full Race VG, the most Sensor technology money can buy. Tell your dealer to order one into the area today.

Glider A: Excellent handling, very good sink rate and average glide at low speed, poor high speed glide (although "straight down" speeds are fast). Complicated to assemble and maintain.

Glider B: Excellent speed, very good high speed glide, fair sink rate, poor handling in tight vg mode, high glider weight.

Glider C: Very good speed and sink rate, light handling, poor yaw characteristics at speed. Average setup, vg pull is long and hard. Fair sail quality.

Glider D: Excellent glide, very good sink rate, average yaw characteristics, fair handling in tight vg mode (long pull).

Glider E: Excellent glide ratio at all speeds from minimum sink to VNE, excellent handling at all speeds and vg modes. Excellent yaw stability, nine years as "Sink Rate King," least setup hassle, lightest, easiest one arms length pull vg, easiest to launch and land. (See Dennis Pagen's report, August 1990 Hang Gliding Magazine.) Features the cleanest sail and craftsmanship in the business.

Shouldn't you be flying Glider E?

Service: The only exclusive custom high performance hang glider manufacturer, Seed wings offers 15 years of proven technical leadership and an independent alternative to the rest. We maintain, a two day turnaround forpa11s, (Available-Sensor handlebar base tubes and streamlined Finsterwalder down tubes are in stock now!)

Safety: The Sensor's safety record is one of the best in the world, our airframes are time proven, strong yet light weight, our aerodynamics are functional, efficient and innovative. We build hang gliders of the finest standards of quality control.

Support: Simply, we back what we build with quality infonnation and technology when ever and where ever you need us.

Our philosophy is build the very best Immanly possible. We are dedicated to modern high pe1formance hang gliding.

Sales: The best Sensor dealers are Sensor pilots and ones who truely appreciate the Sensor. New Dealer inquiries are always welcome.

SEEDWINGS INC., 41 AERO CAMINO, SANTA BARBARA, CA. 93117, 805-968-7070, FAX 805-968-0059

AIRMAIL there is anything that's true it's that many of our sites would be closed if we had left it to the "free spirits."

I often hear complaints about the system: "Some pilots have ratings they don't deserve."

The solution is in the system. Revocation of ratings is provided for. Just inform your local Observer, Examiner, or Director. If they won't help because of some real or imagined difference of opinion, contact the USHGA office or call me and maybe I can assist. "We don't need ratings out here in Wilderness U.S.A. We're unregulated mountain men and we take care of our own." Great! Whatever works for you, keep doing it. But when you travel to civilizalion make sure you have a rating and don't forget to check your guns.

Who regulates flying sites and by what authority? Who are the locals and who are the visitors? The important points to remember here are these. Hang glider pilots are few in number and paraglider pilots are only a fraction of that. It is vital that we share infmmation to avoid alienating those landowners or government officials who control the land we use.

Every site is different. There may be a written agreement, a spoken agreement, or a situation where the locals have learned to somehow conceal what they are doing to fool the landowner. However a site is used, those pilots who use it as their primary flying area have the most to lose if some local protocol is violated and the site is closed. The responsible and courteous visiting pilot must defer to the wishes of the locals however inconvenient or burdensome it may seem to be to "jump through all the hoops."

A few simple steps can insure that you will be well received and assure you of maximum airtime and minimum hassle. First, plan ahead and call ahead. Available through the USHGA office in Colorado Springs, Colorado is a directory of clubs and businesses to contact. In addition you may request names and phone numbers of members in a particular zip code area. Generally the businesses, and especially the schools, are the easiest to reach, have the most up-to-elate information and have a vested interest in providing the most concerned assistance (it's bad business to lose sites). Although a great deal of guidance is provided to visiting pilots at no charge, that guidance requires the same time and expertise as instruction. Many schools will have an orientation lesson which is by far the best way to learn a new area. Sometimes a highly developed sysAUGUST

1990

tern of USHGA observers and instructors can provide guide service through a local club.

Since they are not in the business, it is particularly important that you be considerate of their time. It's unfair to simply arrive unannounced and expect to fly that same clay. It's reasonable to expect to do no less than local students do to qualify at a new site.

Second, provide a cmTent USHGA membership and a rating that is the highest you qualify for. (Obtain it before you travel!)

Remember a rating is not self-awarded, it is an affirmation of witnessed tasks by an observer or instructor. That is, you are not an Advanced pilot by declaration. You are an Advanced pilot when the USHGA application for an Intermediate or Advanced rating is filled out and signed by your USHG A observer. Your rating is not a pennit, however, so be prepared to provide a logbook and submit to an interview.

If you have not maintained a log, a reconstruction clone with some care can still be credible and shows a willingness to cooperate.

Lastly, your attitude is everything. If you are cooperative, unassuming and forthcoming in providing answers as to your experience, you should find the locals helpful and receptive. The manner in which you cany yourself may convey much more than your rating or log. Remember, only the locals have an understanding of the delicate balance that must be maintained to retain access to their local "turf."

Don't presume to judge their customs. When in Rome ... •

REOPENING YOSEMITE Dear Editor, Recently, Yosemite National Park conducted a review of the Park's hang gliding program at Glacier/Washburn Point. In an effort to be consistent with other hang gliding programs within the western region, it was recommended that the park staff not be directly involved in the daily management of the program. This recommendation paralleled the direction Rich Romero was taking the program with his decision to move the launch from Glacier Point to Washburn Point earlier this year. Unfortunately, during the initial weeks of the season, there were two blown launches and several near-blown launches. This resulted in the Park requesting that the USHGA make an

evaluation of the program and offer its recommendations for the future of the program.

An evaluation was made on June 16th and 17th. The findings were that although the launch at Washburn Point was in itself not dangerous, there was definitely a higher potential for serious injury here than the potential (and past experience) found at Glacier Point. It was also agreed upon by the USHGA and the Park, that in order for the Park to divest itself of the daily management activities associated with hang gliding, a hang gliding club would need to assume the full responsibility for operating the program in the future. This can be accomplished through the issuance of a Special Use Pe1mit similar to those found at many sites across the nation.

Therefore, as of Monday, June 18th, hang gliding in Yosemite National Park has been suspended until anangements can be negotiated between the Park and a hang gliding club.

So where do we go from here? Initial discussions with Park rangers centered on seeking an existing club to take on this responsibility. However, there were many problems associatecl with this approach. It was believed that there was more potential for this type of program to succeed under the guidance of a club specifically formed for the sole purpose of preserving this National site.

Guess who volunteered to get the ball rolling on the fornrntion of this proposed club?

Yeah, me, the perpetual sucker. What I have agreed to do is to get this letter out to all interested parties, head up an initial meeting, provide some initial direction as to what the Park requirements are and act as the interim contact point for info1mation dissemination.

My plans at this point are to gather names of a core group of pilots who are interested in: becoming the founding leaders of the club; volunteering their time to perfonn the duties of a site monitor; and/or contributing in any other meaningful way to help preserve this site. Once I have a list of interested parties I hope to schedule an initial working meeting at a location which is somewhat centrally located (Santa Barbara is my first thought) to both California and Nevada pilots. After this initial meeting I hope to be at a point where we can apply for a Special Use Pe1mit and begin finalizing all aspects of the program. I would love to tell you that all of this can be accomplished before the end of the 1990 Yosemite flying season, but realistically I don't believe it will happen that fast. However, there is no doubt in my mind

7

AIRMAIL that the 1991 flying season will find the skies of Yosemite once again filled with hang gliders.

How can you get involved? If you are one of the 300 pilots who fly Yosemite each year and are sincerely interested in working to keep it open, please contact me and let me know what contributions you can make. Please call me or write a short note detailing your level of interest and include your name, address, phone number and best time to call. If I am not in, PLEASE leave the above infonnation on my answering machine or with my wife so I don't have to return a lot of calls. I will schedule the kick off meeting as soon as possible.

Let's get YOSEMITE reopened.

Gregg Lawless 9801 Via Caceres San Diego, CA 92129 (619) 566-4686

POLITICAL CLOUT Dear Editor, I am writing in response to Capt. Remillarcl's letter in the May issue in which he essentially states that we have a right to fly and should fight to retain this right. Well, he's right. But I thought his general attitude about how to go about doing this was too strong.

We as a group don't have much political power because there aren't that many of us.

Ten thousand out of 250 million is hardly a fraction of a drop in the bucket. Political power lies in large population bases or megabucks, of which we have neither.

So we pilots can't realistically use pure force to protect or open sites. I'm sure Capt.

Remillard would agree that if dozens of hang glider pilots publicly admitted or were caught entering the PCA, ARSA's, TCA's or whatever, the FAA would be forced to take restrictive action. The question is, do we want to find out how many violations it will take before the FAA takes action? That's why we must discourage any and all violations of the FAA's rules. Even one. These rules weren't written for no reason; violations make potential disasters more and more likely. Who wants that?

In reality, in the U.S., we do fly thanks to the good will of others. In this sue-happy society there is nothing to gain and a lot to lose when someone allows us to fly from or land on their property. The case in point Capt. Remil8

lard used is a perfect example: Ed Levin Park was recently closed to hang gliding (late '89 to early '90) because lawyers for Santa Clara County knew that if someone got hurt while hang gliding on their park property they could be sued. Even if SCC won the case the cost of court proceedings and defense would be outrageous. We got "limited" use of Ed Levin back for three reasons: We have a great legal history (no one in the history of hang gliding has ever sued a landowner). We worked with the county (rewrote our waiver, filled gopher holes in the LZ and took many other actions to help soothe their fears). And, here in the SF Bay Arca, there is a higher concentration of pilots so we do have some power with the local politicos, albeit still not much.

I can understand Capt. Remillard's frustration with our group's lack of political clout.

But I don't think hiring a lawyer in the hope of trying to cram our "right to fly" clown the throats of touchy government officials will positively affect hang gliding. Only if the government started to get unreasonable could I see taking more drastic measures. But that hasn't happened yet, and like the sage mechanic suggests, "Don't fix it if it ain't broke."

Yes, we must fight to be able to fly. But it's an internal fight-to keep our own noses clean so folks can look at us and say, "Yeah, they're not hurting me, and they're having a good time in a (at a distance) beautiful sport."

If it works, don't fix it. Which brings me to Question #2: Is this really progress (replacing tried and proven fixtures with "new and improved" hardware that costs more and is difficult to replace when damaged)? Downtubes will get broken, and the flying wire attachments should be easy to work with for on-site repairs.

I plan to order a new wing later this year and the problems I'm seeing friends having with their new gliders will definitely affect my decision as to what brand to choose. We need more "user friendly" equipment.

Dave Dunning Russellville, Ark.

LEGAL ADVICE

Don Saito San Francisco, CA

Dear Editor, Real solutions to our problems have always resulted from real action taken. I feel the time is right to retain a lawyer who is a professional in the field of land usage. We need, at the club and national level, real legal advice concerning the use of land for recreational purposes.

I support a USHGA membership fee increase for this purpose.

It is a sad state of affairs we find ourselves in, but only the fool hides his head in the sand.

I feel that if we continue with our meek attitude we will allow our interests to be legislated away.

USER-FRIENDLY EQUIPMENT

Jeffy P. Sorenson Dallas, TX

Dear Editor, I don't like getting up on the soapbox but I've got some questions and I'm wondering if other pilots out there feel the same way. Lately it seems the glider manufacturers are bringing out their new designs with "improved technology" hardware (dare I say advanced?). I'm not referring to one particular company; all the major manufacturers are advertising new hardware.

Question #1: What was wrong with the old hardware? It was simple, functional, easy to pre-flight inspect, and easy to repair or replace if needed. Certainly we welcome advances in sail design and technology that improves a glider's performance, but hardware should be as simple and functional as possible.

IRRESPONSIBLE AD COPY Dear Editor, I feel I must comment on the Moyes ad on page 7 of the July issue. I find it absolutely outrageous that you would pem1it an ad containing the statement: "Among other things, the fins reduce the stall speed by 1 mph, allow you to fly confidently within inches of the hill, ... " Do you even read these ads before they are published? Tum to page 12 and read about Bob Bautz's accident, and the comments as to what might have prevented it: "More distance from the hill." The accident stats are full of reports of injuries and deaths from flying too HANG GLIDING

AIRMAIL close to the terrain. Ten years ago I lost one of my best friends to just such an attempt to "scratch" close to the hill.

Moyes should be chastised for making comments such as this a part of their advertising campaign, and you should share the blame.

0.

;::;

David Jones Utah Hang Gliding Assn.

This is obviously a very poor choice of words, but it is also clearly hyperbole and not meant to be taken literally. Our only official policy regarding ad content is that a manufacturer is not allowed to make reference to HGMA certification if a certificate has not yet been issued.

I can't be expected to police our advertisers' copy, but you are welcome to put pressure on them as you have just done.-Ed.

When You Need Your 'Chute

FAST

S-TURN LANDING i:

Dear Editor, We Australians are taught not to turn downwind when doing a final S-turn approach.

Always turn into the wind so you can keep an eye on your touch-down target.

We believe Dan Sutherlin got it wrong in his illustration on page 21 of the July issue.

Steve Hocking Sydney, Australia

You're right! That illustration was meant to show how not to creep down the LZ while Sturning, but the direction of the turn is reversed. Never turn downwind during such an approach, especially close to the ground.-Ed.

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For that one time in your life when you may actually require a deployment, you'll feel better knowing that a BRS rocket can get your present parachute out in less than one third the time it would take to throw your hand deploy.

Our new CORDLESS model offers a truly "Quick Draw" for those once-in-a-lifetime emergencies.

Just ask Geoff

BRS users agree throwing a parachute is a difficult proposition under violent circumstances.

Nothing beats a BRS rocket for speedy line stretch, whether tumbling or coping with a broken or spinning glider.

Our new CORDLESS model is one of our two new products (the other is our WEDGE). They're specifically designed to make mounting a piece of cake-much easier than our older models. See your local qualified dealer or harness maker.

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UPDATE LARRY TUDOR BREAKS 300 MILE BARRIER!

WILL WING RELEASES SPECTRUM 165

Seven years after becoming the first hang glider pilot to break the 200-mile cross-country barrier, Larry Tudor has now become the first hang glider pilot to fly more than 300 miles. On July 3, 1990, Larry launched from Hobbs, New Mexico at 11:05 a.m., and nearly nine hours later completed an incredible flight of 301 miles, landing in Elkhart, Kansas.

Lany had been in the Hobbs area for about a month in pursuit of a 300-mile world record flight. He was cosponsored in the attempt by Jerry F9rburger, inventor and manufacturer of the ATOL truck towing system, which Lany used to launch on all of his record attempts from Hobbs, and by Wills Wing, Inc. which supplied the production HP AT 158's on which Larry made all of his record attempt flights. Larry's best attempt during the month of June had been a 268-mile flight that left him just one or two the1mals short of a world record distance. Subsequent to that, and two weeks before his record flight, Lany's glider was destroyed in an automobile accident. On July 1st he made the first flight on his replacement glider and flew 235 miles. On the next day he flew 255 miles, and on the clay after that, completely exhausted from two consecutive clays of 200 plus mile flights and all-night retrieves, Larry cracked off his 30 I-mile flight.

Perhaps even more remarkable than his flight of 301 miles was the fact that Larry declared his intended landing point in Elkhart prior to the flight, and therefore will qualify for both the open distance world record and the world record for flight to a declared goal.

Stay tuned for a complete story in the next issue.

Wills Wing has announced the release of their newest model, the Spectrum. The Spectrum 165 was HGMA certified on July 3, 1990, and is now in production.

The Spectrum was designed as a highperformance recreational soaring and crosscountly glider which is also suitable as a first purchase glider for pilots who are coming out of high quality, professional programs of instruction. The Spectrum features a light-weight, high-strength 7075 airframe, 7075 battens, and a double surface sail which encloses the crossbar. All of the Spmt AT hardware features, including wing tip fairings, nose cone, optional streamlined downtubes and optional speedbar basetube are included at no extra cost on the Spectrum.

According to the manufacturer the Spectrum offers sink rate and low speed glide performance comparable to a Sport AT, and slightly lower glide pe1fonnance at higher speeds. Because of its relatively more docile and straightforward handling qualities, the Spectrum is proficiency rated by the manufacturer at the USHGA Novice level (Hang II).

However, because the Spectrum is a high-perfonnance glider it requires that the pilot be able to set up an accurate landing approach, and it is therefore recommended that Novice-rated pilots demonstrate USHGA Novice level proficiency tasks on the Spectrum prior to flying the glider unsupervised.

KARI CASTLE SETS ALTITUDE GAIN RECORD On July 11, Kari Castle (1988 and 1989 U.S. National Champion) established a new women's world altitude gain record of 12,001 feet flying a Magic Kiss Full Race 154.

The flight originated from Hobbs, NM airport and was achieved using the "Gibbo Skyhook" truck towing system. The calibrated barograph trace and all required infmmation have been filed for an official record. The previous record stood at 10,700 feet and was set in 1979.

10

The contest is limited to 10 teams, with a maximum of five pilots per team. Competitors may form their own tooms, or individual pilots may register with SVS and be placed on teams through a blind draw. The entry fee is $100 per pilot. Contact: Sequatchie Valley Soaring, Rt. 2, Box 80, Dunlap, TN 37327 (615) 949-2301.

ADVANCED FLIGHT CLINIC WITH LARRY TUDOR Lookout Mt. Flight Park announces a nineclay flight clinic with Larry Tudor, Oct. 13-21, for Hang II-IV pilots.

Programs include: X-C clinic, class and flight sessions on X-C techniques and principles-four days, $29; launch and landing clinic, video analysis of launch and landing and one-on-one critique by LatTy-$29; glider tuning, a look at this little-understood art$19; parachute clinic, learn about your reserve chute and make actual in-air deployment on the Raccoon Mt. simulator-$79; ai1time, practice what you've learned with some great fall soaring-free; demo days, fly Wills Wing's newest gliders, HP AT 158 and 145, Sport AT 180, 167 and 150, plus a brand-new Spectrum 165.

To pre-register contact: Lookout Mt. Flight Park, Rt. 2, Box 215, Rising Fawn, GA 30738 (404) 398-3541.

MAX HANG GLIDING HELMET

SPECIFICATIONS Span Aspect Ratio Nose Angle Glider Weight Pilot Weight

34 ft.

7.0 121 degrees 61 lbs.

140-240 lbs.

SEQUATCHIE VALLEY TEAM CHALLENGE The Sequatchie Valley will provide the challenge. Mother nature will provide an outrageous flying site, as the trees reach peak colors. Sequatchie Valley Soaring will provide a week of X-C tasks with lots of prizes and social activities. You will provide the team.

As in past events conducted in the Sequatchie Valley, this will be a sanctioned crosscountry contest. Tasks will consist of out-andretum, triangles and races to goal. This contest, however, will be conducted as a team event.

Les King announces the MAX hang gliding helmet, designed to meet DOT (MVSS No. 218) motorcycle requirements while offering maximum comfort and visibility. Features include a hybrid composite shell, U.S. Air Forcespecified core material and monolithic fleece liner.

HANG GLIDING

UPDATE Extreme light weight is due to the hightech composite shell, which is molded in aircraft-quality epoxy, using a sandwich of carbon fiber and SpectraTM cloth. The liner is a single piece molded laminate of soft foam and fleece material. The fleece is extremely comfortable, absorbs perspiration, and is easily cleanable. Helmets come in sizes and can be custom fitted to individual heads by fitting shims between the foam core and liner.

All materials used in the manufacture of the helmets are subjected to incoming quality control and helmets are serially numbered for further quality assurance and tracking.

Suggested retail price is $150. Dealer inquiries invited. Contact: Les King, Working Design, P.O. Box 1607, Tehachapi, CA 93581 (805) 822-9244.

GEORGE BUSH APPLAUDS AVIATION MONTH The following letter was sent to the National Aeronautic Association by President George Bush to applaud the establishment of September as Sport Aviation Month.-Ecl. I am delighted to take this opportunity to salute all those who are joining in Sport A viation Month sponsored by the National Aeronautic Association.

Sport aviation has always been an exciting and fascinating activity. Whether taking to the air with a powered aircraft, glider, model, balloon, or even parachute, the lure of the skies that has captivated mankind throughout history continues to draw hundreds of thousands of Americans to sport aviation. It was the pure and simple desire to fly that motivated those brilliant Wright brothers from Dayton, Ohio, to conquer heavier-than-air flight; and to this day, sport flying continues to prompt advances in aircraft technology, thus contributing to our aeronautical knowledge.

The many local, national, and international air sport events held each year under the direction of the NAA inspire the dreams of flight in young and old alike. These events also have sparked interest in young people to seek careers in aviation. All of you can be proud of being a part of our Nation's aviation heritage.

Your participation and enthusiasm are helping to keep America first in aviation and aerospace.

Barbara joins me in wishing every NAA member good flying.

-George Bush AUGUST 1990

MAGIC FORMULA 144 Pacific Airwave announces the release of their new smaller Fonnula 144 which was HGMA certified on June 11 to a VNE speed of 50 mph. Pac Air claims that the new glider offers a greater level of control authority to the lighter pilot without compromising the low stall speed or slow-flying characteristics of the Formula series.

ing) for tandem tows. The line is dyed bright orange for visibility and is treated for abrasion resistance and UV protection. Continuous lengths up to 7,000 feet.

The company also carries bridles, releases and paraglider towing bridles. Samples and brochure $5. Contact: Reel Altitude, 610 E. Bell Rd. #350, Phoenix AZ 85022 (602) 9927243.

SPECIFICATIONS

LIBERAL, KS AIRSHOW & CONFERENCE On Sept. 15-16 Liberal, KS will host an airshow featuring: aerobatics, female wingwalkers, a talking helicopter, military demonstrations with some of the most sophisticated aircraft in the world, and precision parachute jumping. The show will also feature exhibits in the local air museum.

An aviation conference will coincide with the airshow. Contact: Rosalee Phillips (316) 624-6427.

Weight Area Span Nose Angle Double Smface No. Ribs (per side) Top Bottom Weight Range USHGA Rating Washout Tubes Enclosed

59 lbs.

145 sq. ft.

32.8 ft.

126° 80% 9 + nose 3 120-200 lbs.

III-IV

HANG GLIDING OPENS REDDING AIRSHOW

~\/:.

__

-....._,,,-.......

~~-

:( .,: ·-1~;:~r:-; .:f Dan Buchanan and Candice Smith opened the recent Redding, CA Airshow with a tandem flight (U.S. flag mounted on the kingpost) choreographed to the National Anthem. There were 53,000 spectators. The event created a lot of excellent PR for the sport.

TOWING SUPPLIES Reel Altitude, a Phoenix, AZ based company offers towing-related products for pilots and manufacturers. Their main product is "Fineline," a continuous hollow-braided 3/32" kevlar line designed to work with all towing systems. According to the company the light weight and low drag of the line offers safer weak links, better line recovery, and higher tows (smaller size allows more line to fit on the reel). The line is available in two sizes: 3/32" (900 lbs. breaking), and 3/16" (1,500 lbs. break-

REGION 8 TOW CLUB Skylines Tow Club is now actively operating out of the Norfolk, MA airport and is seeking new members. Tows to 1,300 feet are not uncommon. Interested pilots should contact Nick Caci (508) 823-2833 or Don Saccone (508) 697-0029.

LAKE ELSINORE, CA ROAD CLOSURE The road to launch at Lake Elsinore, CA will be closed Monday to Friday at least until September 1990. Construction crews will be paving the road past both launches. There will be NO ACCESS during the week. Fines and equipment confiscation are possible if the closure is violated. The road will be open weekends. Note: Due to construction near the LZ, Elsinore is now recommended for minimum skill level of Hang III with restricted landing experience. For info update call the Elsinore Hang Gliding Assn. (714) 678-5418.

USHGA CHAPTER RENEWALS The following USHGA chapters have renewed their 1990 status. #4 #115 #136 #170 #171

Arizona HG Assn. - Glendale, AZ Central Valley HG Assn. - Clovis, CA Mich. Hang Gliders -Traverse City, MI Elsinore HG Assn.* - Lake Elsinore, CA Competition Pilots Assn.* - Conifer, CO

*USHGA welcomes these new Chapter affiliations.

11

Calendar Of Events Calendar of events items WILL NOT be listed if only tentative. Items with exact information (event, date, contact name and phone number) will be published if received six weeks prior to the event. We request two months lead time for regional and national meets.

Until Oct. 31: 1990 So. Cal. X-C Competition.

Open distance, best 2 flights of season wins.

En!Iy fees: Class A $75, Class B $50. Prizes to top places. Contact: Windsports Soaring Center (818) 988-0111 or The Hang Gliding Center (619) 450-9008 for details.

Aug. 4-6: Southwind Hang Gliding aerobatic clinic at Point of the Mt., UT with John Heiney. Contact: Claudia (801) 254-7455.

Aug. 7-11: USHGA National Fly-In, Colorado Wind Park, Hartse!, Colorado. Contact: Chris Etherton and Jim Elwell, P.O. Box 94, Hartse!, CO 80449 (719) 836-2240 (weekends only), or (303) 762-6505.

Aug. 11: Chute clinic. Aug. 12: Glider maintenance clinic. Aug.18-19: Demo days. Aug. 24-26: Reno flying tour. Sept. 1: Novice ground school. Sept. 2: XC clinic. Sept. 915: Owens Valley tour. Sept. 22-23: Demo clays. Oct. 13-14: Big Sur demo days. Oct. 19-21: Reno flying tour. Oct. 27: Glider maintenance clinic. Oct. 28: Chute clinic.

Nov. 10-11: Big Sur demo days. Dec. 29Jan.1: So. Cal. tour I. Jan. 6-12: So. Cal. tour II. Contact: Western Hang Gliders, P.O. Box 828, Marina, CA 93933 (408) 384-2622.

Aug. 11-12: Can-Am Meet, Black Mt., WA. Contact: Lionel Space (206) 599-2360.

Aug. 11-12: Laguna Fly-In, Horse Heaven campground. Contact: Sandy King (619) 265-8398.

Aug. 11-12: Mt. Hanison Fly-In near Burley, ID. Contact: Frank Gillette (208) 654-2615.

Aug.12-18: 1990Women'sTeamX-CChampionships, Mt Harrison, near Burley, ID. Contact: Mike King (208) 376-7914.

Aug.17-26: Owens Valley Assault. AUG: 15th Annual Gateway Fly-In. Contact: The Hang Gliding Center (619) 450-9008.

Aug. 18-19: Northeast Texas ICP. Contact: Red River Aircraft, 4811 Red River St Austin, TX 78751 (512) 467-2529. ., Aug. 18-19: Sun Valley Spectacular Fly-In near Hailey, ID. Contact: Chris Kastner (208) 788-3891.

Aug. 25-26: Montana State Fair Fly-In, Missoula, MT. Contact: Kevin Wolfe (406) 721-7546.

Sept. 1-2: 15th Annual Gateway Fly-In at Cantamar, Baja, Mexico. Fun fly-in, spot landing, street dance, awards dinner. Oct. 20-21: Basic and Advanced ICP. Oct. 27: Halloween costume party. Oct. 27-28: Tandem I & II, and tandem instrnctor clinic.

Contact: The Hang Gliding Center (619) 450-9008.

Sept. 1-3: Labor Day fly-ins at Sand Turn near Dayton, WY & Dog Mt. near Morton, WA. Contact: Jim Bowman (307) 655-9848, Tina Jorgensen (206) 535-0973.

Sept. 1-3: Team meet near Clinton, BC. Contact: Barry Bateman (604) 533-4456.

Sept.1-3: Haney's Point End-Of-Summer FlyOut, Atkins, AR. Fun and prizes. Contact: Sail Wings (501) 224-2186.

Sept. 1-3: 2nd Annual Labor Day Fun Fly-In, Ellenville, NY. Fun low-key competition for all skill levels. Duration, spot landing, bomb drop, speed run, trophies & prizes, barbeque, volley ball, live music, pilot jam session, kite flying & RC sailplane events, raffles, wild birds of prey demo. Fund raiser for 1st Aid & Rescue squad along with USHGA Gift of Wings program. Contact: SNYHGPA, Greg Black (914) 647-3377 or Jan Johnson (201) 308-1402 for info & sign-up.

Sept. 1-3: Mt. Magazine, Arkansas Reunion Fly-In. Celebrate 15 years of hang gliding from the highest point between the Alleghenies and Rockies. Fun meet, all welcome. Great flying, swimming, mountain biking and free camping. Potluck blow-out in Ms. Albright's LZ on Sunday. Contact: Mark Stump, Rt. l Box 4, Waldron, AR 72958 (501) 637-4363 or Wanen Flatte (501) 452-3049.

Sept. 1-7: Manufacturers' League Meet, Telluride, CO, Gold Hill launch. Scored using

12

World Meet System with straight-line, out & return, or triangle goal tasks of 50-100 miles. 3-man teams or individuals. Entry $150/pilot, $425/team before Aug. 1, $175/ pilot, $500/team after. Contact: Nick Kennedy, c/o TAF, Box 456, Telluride, CO 81435 (303) 728-3905.

Sept. 6-10: Basic and Advanced ICP, Colorado Springs, CO. Contact: Ron Wilkinson, Eagle's Nest, P.O. Box 25985, Colorado Springs, CO 80936 (719) 594-0498.

Sept. 10-15: Telluride Hang Gliding Festival and World Aerobatic Championships. Send $70 pre-registration to: Telluride Air Force P.O. Box 456, Telluride, CO 81435. Con~ tact: Hugh Sawyer (303) 728-4772. For lodging contact: Central Reservations (800) 525-3455 (outside Colorado) or (303) 7284431.

Sept. 15-16: Liberal, KS airshow and aviation conference. Contact: Rosalee Phillips (316) 624-6427.

Sept.15-16: Mt. clinic. Oct. 6-7: Truck towing seminar. Oct. 13-19: Hang gliding camp.

Oct. 20-21: Mt. clinic. Nov. 7-8: KHK/ Shenandoah Valley instructor fly-in. Contact: Kitty Hawk Kites, P.O. Box 340, Nags Head, NC 27959 (919) 441-4124.

Sept. 21-23: Reno Air Races Fly-In, Slide Mt./ Red Rocks, Reno, NV. Contact: Mike King (208) 376-7914.

Oct. 13-21: Flight Clinic with Lany Tudor at Lookout Mt. Flight Park for Hang II-IV. Includes: X-C, launch & landing, glider tuning, parachute clinic, airtime and Wills Wing demo days. Contact: Lookout Mt. Flight Park, Rt. 2, Box 215, Rising Fawn, GA 30738 (404) 398-3541.

Oct. 20-27: 1990 Sequatchie Valley Team Challenge. X-C contest consisting of triangles, out-and-returns and races to goal.

Max 5 pilots per team. Individuals will be assigned to teams. $100 per pilot. Contact: Sequatchie Valley Soaring, Rt. 2, Box 80, Dunlap, TN 37327 (615) 949-2301.

Oct. 20-Nov. 3: New Zealand Hang Gliding Safari. North & south island. Max 6 pilots.

Contact: Santa Barbara HG Center, 29 State St., Santa Barbara, CA 93101 (805) 9628999 FAX (805) 964-3337.

HANG GLIDING

The traditional trade-off between performance and stability has been eliminated with the addition of fins. These fins are injection-moulded fibreglass, virtually weightless, and have less drag than a shirt sleeve.

Among other things, the fins reduce the stall speed by 1 mph, allow you to fly confidently within inches of the hill, and give an unprecedented stability at top end speed.

The kingpost hang-point ensures the super light roll characteristics of the XS; the fins enhance the

stability and performance of a glider that has won every major world competition in the last six months.

Some of these include the Australian Nationals (9 out of the top 10), The Flatlands, The French Nationals, The U.S. Glide Ratio Contest, The 1989 U.S. Manufacturers Meet, and most recently, Paulinho Coelho won the Pre-World Championship in Brazil, and Tomas Suchanek won the Shimaseiki World XC Open.

The XS was already the best glider in the world it just got a whole lot better.

PHOTOGRAPHY BY ADAM HUNT

Moyes Australia: 173 Bronte Rd. Waverley 2024 Tel (02) 387 5114 Fax (02) 387 4472 Moyes California: 22021 Covello St 91303 Tel (BIB) 887

ACCIDENT REPORTS compiled and reported by Doug Hildreth Pilot: Charles Schue 56 Age: Advanced Rating: Experience: Many years Wills Wing Sport Glider: June 2, 1990 Date: Shasta Dam, CA Location: Massive: head, face, chestInjuries: died on impact

Event: Experienced pilot using quick-release pip pin carabiner, pod harness. Smooth flight, pilot came over the landing zone with several hundred feet of altitude. Perfonned several 90100 degree wingovers. Pilot then seen by ground observers to be hanging from the basetube, obviously no longer hooked in. Pilot flew glider back toward the hill for perhaps two minutes when it appeared that a thermal lifted one wing and the pilot fell a couple hundred feet.

Inspection of the glider showed the hang loop to be intact. The carabiner had both the harness suspension strap and the parachute bridle bolted through the lower portion of the carabiner, as is standard. The pip pin handle was not found but the shaft (without the interior parts) was found in the landing zone.

Comment: Two guesses have been advanced as to why the pilot separated from the glider.

The first is that during the wingovers, perhaps when weightless, the hang loop caught over the pip pin handle and with high G pull-out broke off the handle from the pip pin shaft. The shaft then worked its way out. The other guess is that the pilot did not put the pip pin ball completely through the other side of the carabiner hole. This could have allowed the pin to work its way out during the wingovers.

The second major question is why the parachute was not deployed. Ground observers shouted through the radio for the pilot to deploy. The pilot certainly had time to consider this option. The only reason I can think of is that he may have believed that the carabiner had failed in a manner such that his harness and his parachute bridle were no longer connected.

It is virtually impossible to climb into the control bar with a pod harness even if you can successfully kick out the zipper. Letting go

14

with one hand to unzip is unlikely to be successful.

As we have discussed before, throwing the parachute is almost always the best option whenever you find yourselfunhooked and with significant altitude. This assumes of course that your carabiner has not failed and that your harness and bridle are connected.

It is recommended that the parachute bddle and the harness suspension loop be connected together. Probably the best way to do this is with a hardware store chain link that screws together much like a locking carabiner. This can be accomplished with perlon rope, but is a little more cumbersome and probably not as secure. The primary advantage of a loop of rope would be that deployment with an intact carabiner would allow the harness suspension strap and the parachute bridle to travel to opposite ends of the carabiner. One of these techniques, or a comparable atrnngement, is probably wise even with a locking steel carabiner.

If you find yourself not hooked in and at altitude, throwing your parachute as soon as possible is the best option. This must be done before you tire. You must let go with one hand.

A chin-up with an elbow over the basetube may provide a better way to let go with one hand, but if done early enough so maximum strength remains, the chute can almost always be thrown, both hands put back on the basetube, and wait for the inflated chute to pull you off.

A quick-release type carabiner is an ex-

cellent idea, particularly for those flying near water, or after landing in high winds. They are reportedly rated for 10,000 pounds. There have never been any other reports to us involving this type of carabiner. This particular unit was apparently several years old.

1990 Hang Gliding Fatalities Bob Allmon

HI

Crashed on landing in rotor. Glider damage with control problems?

Jeff Martel

NH Snowmobile tow with lockout.

Dave O'Neal

NV High wind launch with turn back into the hill.

Brad Anderson

OR Truck tow, winch, premature release, whip stall, nose-down crash.

Bob Bantz

TN Launch, gust/the1mal turned back into the cliff.

Joe Gillies

UT Stall at top of low-level aerobatics.

C. E. Schue

CA Carabiner failure in flight.

That is 7 so far. Count them. Seven. And the flying season has just started (early June). Not good. Not good at all. •

Equipment Failure/Fatality Report

by Phil Sergent Region II Examiner, No. Cal. Skymasters Safety Officer

On

June 3, 1990, an apparent equipment failure cost a Redding California pilot his life.

Clarence Edward Schue, Jr. managed to hold on to the basetube of his glider after the quickrelease carabiner that attached him to it failed; he fell before he could land. The following is an eyewitness account of, and the subsequent

investigation into the accident.

At approximately 2:40 p.m. Clarence Schue radioed his intent to land. I, along with Jim Dowling, Krayton Kaster, and others watched as Schue approached the LZ from the west at an altitude of approximately 1,200 feet AGL.

HANG GLIDING

A1 2:41 p.m. Schue initiated a series of 90- to 11 Most of these wingovers were slow over the top. At 2:42 there was a violent flash of movement in the area or the pilot. Schue was over us at approximately 800 feet AGL and pulling up from a wingover when this occurred. 11 was impossible to tell from om vantage point on the had happened. ground wlrnt The a Wills Wing was now flying level in an easterly direction toward the foothills that surround the LZ. As lhe and pilot became clear, we profile of his hands could sec the pilot was hanging from 1hc basctubc and a small of bungic that attaches the rear of his pod to the keel of the glider. (The hungic is used lo the lail of the pod from 0111hc grouud during takeoffs and landings, it has no load on it during normal flight.)

No attcmpl lo throw his chute was made, even !hough Jim radioed !wict, from !he ground to do so. II appeared the pilol felt he could con!inuc lo hold on until the glider flew into !he man,.;mita that covers the surrounding hills. The was still maintaining and level flight as it crcslcd a knol I. Those of us in the were about to lose of Schue bchiud the knoll when the glider did a high and dove olll of banking A! this point the only other pilot in the air, Don Hatten, was di rec! ly over Schue. Don appeared to be !hermal rcporls the induced, and the Ci forces separated 1he pilot from the glider. Don reports 110 apparent a1. tempt to throw the chute; !he pilot fell approximately 150 to 200 feet.

At 2:45 p.m. Schue was killed instantly looped its way clown and on impact. The the manzanita 200 from the pilot.

It look an hour !'or pilots and rescue personnel to reach Schue. Their search was greatly aided by Don Haltcn, who stayed aloft for an hour and directed searchers CB radio to the crash site.

The investigation in10 the accident occrnTcd started immediately. Pilots Jim Dow] .. and Krnyton that the quickpin !hat secures the pilot to the glider was from !he carabiner when they arrived at the body. A search of that area revealed no

Ted Klassen, and I, along with the Shasta County Coroner, Ray Bailey, met al 5:30 a.m.

AUGlJST ] 990

lo rc!rievc the glider from the crash site. We reached the site al (i:30 a.m. Jim took us to the site where Schuc's body was found. Again the search for the quick-pin revealed nothing. We then moved to the glider. The glider was in shape and both the main and backup loops were intact. We were now sure the carabincr was the most probable cause of the accident. Schue had done a hang check before launch, but did he improperly insert the pin, or did ii somehow break?

We needed lo fine! the quick-pin. It would be like finding a needle in a haystack, but we had to look! 011 the afternoon of 6/4/90 on the way ID the LZ lo search for the pin, Ken Shaw, Mike Perotti, and l met Bill Lloyd on tlic highway. Bill had used the same quick-release sys .. tern but quit it after two separate hang checks found him hanging from the handle of the quick-pin. Bill had the pin wi!h him and gave it to me.

We Ken, Mike, and I continued lo !he I had searched the area for approximately an hour, when ou1 of frustration I threw 1hc good quick-pin Bill had given me ahead of me. l wanted 10 sec what 1hc pin we were looking for would look like laying on the ground. At this point fate dealt us a gracious hand. Five feet from the good pin I spotted what was left or Sclmc's quick-pin. We had found the needle in the haystack.

You can sec from the photo that the handle, and all !he internal parts arc gone. This pho!o was laken at the time we found the pin and in the exact location we found it. It seems to me that the pin l'ell 10 the ground below the location where Schue dropped to the basctubc.

Whal would cause this quick pin to fail in such a manner?

Further investigation took me to High Adventure Sports, located here in Reckling, CA. High Adventure manufactures webbed

climbing gear and has a hydraulic machine used 10 test the s1rcngth of their climbing gear.

This machine uses a clynamomc!cr to the exact number of pounds at which something breaks. With the help of John Yates we attached the quiclz..i·clcase carabincr to the dynamomc1er and simulated a hang loop looped under 1l1c, handle of the quick-pin. When the load was increased to 600 pounds the quickpin's handle began to twist and bend. At 650 pounds the quick-pin's handle broke off completely. The internal mechanisms tha1 arc used lo lock the pin in place in the carnbincr were now cornple1cly gone, leaving only thG external shaft of the pin in place.

At this point it was necessary to simulate zero load lo cause the pin 10 slide out or the carabincr. The zero load simulated on 1hc namomcter would be equal lo that produced by conditions possibly encountered during thermal flight in moderate to strong conditions, or during acrobatic maneuvers.

In my opinion, and as a result of the clynamomctcr test, I have lit1lc doubt that Ihis equip mcnt failure and subsequent fatality was a direel result oflhc breaking of'thc quick-pin. The breakage was shown to occur when minimum load was applied to the handle. Whether or not this load was due lo conditions or acrobatic maneuvers, I'm convinced that !his product (which is advcrliscd as ra1ccl to I0,000 lbs.) has a quick-release pin that breaks a weak link at only 650 lbs.

In conclusion, I would like to say that it's so unf'ortunalc that Schuc's death should be the result of an apparcn1 equipment failure. Schue was a great friend lo 1hc local hang gliding community, and in his own inimitable style, a great pilot. Ile will be greatly missed, and forever rcrncmbcrcd by all who knew and loved him.II

15

Dear Wills Wing , Dear Wills Wing, I wanted to let you know how happy I am with the 150 Sport AT. It's everything I wanted in a glider (and more)! It was definitely worth waiting for. I've told people not to worry about delivery times for the Sport - when they get it they'll be happy they waited and didn't buy something else.

I love my new HP AT 158! I've owned a great many gliders and this one is by far the best I've ever had.

Thanks for a great glider!!

Aaron Swepston

Thanks!!

Lynda Nelson Dear Wills Wing, Dear Wills Wing, I would like to really thank Linda Meier for taking the time on the phone to answer questions about sailcloth and custom sail work. The quality of the sail on my glider is excellent! Her working with me on my custom flag and stars really made me 100% plus satisfied . I would get another Wills Wing glider without giving it a thought.

Also I want to thank Steve Pearson for the in-depth phone conversation about how the HP AT flew as opposed to my 167 Sport American full race . He really sold me on the VG system . It's the best. The airfoil downtubes are a real neat concept also. I'm really happy with my purchase and you folks at Wills Wing deserve a big pat on the back!

Thanks for being so nice!

Tommy Thompson

I've been waiting ten years for someone to design this glider; it's my soulmate. It sounds corny, but I've never tuned into a glider like I have with this HP AT 145. It does everything I want it to do and more. My confidence is soaring! In the East Coast Championships I won two task rounds by a wide margin , which can only be attributed to the glider. It turns when I want it to, it's fast and it has an incredible sink rate. Special thanks to Steve for designing it, to Rob for talking me into it and personally keeping an eye on it, to Linda and Mike for the color selection, and to everyone at Wills Wing.

Thank you!

Alice Stapleton

A Dynamic Analysis Of A Landing Flare Putting Your Mass To Work © 1990 by Richard E. Cobb Ever since I made some discoveries about executing a good landing flare that I shared in a letter to the editor (August 1989), I have been intrigued by the subject. In the letter I suggested using a mental image of trying "to kick the keel" rather than the more standard instruction of"pushing out" to achieve a flare. At the time I explained it as more effectively shifting the body's center of mass to the rear of the glider. While shifting your weight to the rear of the glider will achieve a stall, it will not necessarily achieve a flare. One very important factor is the rate at which your weight is shifted. We will shortly find out that how you shift your weight is also very important.

The key to understanding the flare process is a knowledge of rigid body dynamics.

Dynamics is the study of forces acting on masses, and the resulting accelerations, momentum and energy. We will ve1y briefly discuss some basic principles that can be applied to the landing flare, and then use them to gain an understanding of how best to use our own mass. But first we will look at some example landings.

TUBES AND ACE In the tradition of Erik Fair's Right Stuff we will watch two pilots land. The first pilot is "Tubes." You can guess where he got his name (it's not one he prefers-he got it from the other pilots). His landings are so bad that he recently put wing nuts on his downtubes for AUGUST 1990

''SfOT" LANDING Rtt 93 1

easy and frequent replacement. (I once knew a real-life Tubes. The height of his humiliation must have been the day some fellow pilots were waiting for him in the field. As he turned on final they ran out in front of him spraying shaving cream and yelling, "Foam the runway!")

His right-stuff counterpart is "Ace," who does just that nearly every landing. As you may guess, Ace likes his name. We all know landing requires several distinctly different skills, such as setting up the approach, knowing when to flare, and knowing how to flare.

Much has been written about approaches. I think Greg DeWolf has already done the definitive piece on flare timing ("Returning To Earth," July and August 1986). Since in this article we're only concerned with the flare itself we'll assume that both Tubes and Ace have their approaches and timing clown equally well.

We stm1 by watching Tubes, who is on

final and upright. As the ground approaches we can see the fear he has of the impending crash. In an attempt to limit the damage he already has his legs in front of him. His hands are directly in front of him on the downtubes at shoulder height. At the critical moment he pushes forward on the tubes.

The glider nose rises slightly, and then it seems the whole glider is getting in front of him.

The nose starts to drop and ... well, we know what'll happen. We'll spare Tubes the humiliation of describing the conclusion.

Instead we turn to Ace who is coming in right behind him. Ace is upright, but leaning slightly forward with his legs trailing behind him. His hands are at, or slightly above shoulder height. When his turn comes to flare, he pushes straight up on the bar, although he cloesn 't really think of it that way. He is thinking of pushing those legs, which are already trailing behind him, as far back toward the keel as possible. The glider nose pops crisply up and comes to an immediate stop, swinging Ace in front of it into an upright position. As Ace gently drops onto his feet for a no-step landing, Tubes is already taking off those wing nuts (again).

SOME BASIC PHYSICS Here's where we get the review. Don't go away. I thought about putting in some equations and numbers, but then I realized they really weren't needed. We don't really care so

17

Glider CG

Flare Force Direction

-·--

Glider-Pilot System CG Pilot CG

TUBES much about how many pound-seconds of momentum we have; we just want to know how to land. Most analyses begin with "free body diagrams" (which have nothing to do with the sexual revolution) in which a body is isolated and (usually) just represented by its center of mass (or center of gravity, the CG).

Forces and moments acting on the body can be represented by vectors. We can also use vectors to represent velocity, acceleration, and momentum of the body. (Vectors are those anows that you've probably seen many times.

They show both direction and magnitude of a quantity, with the magnitude being shown by length.)

One of the most important principles for the discussion at hand is that of conservation of momentum. To illustrate by example we will start with an explosive body (as in TNT) moving through airless space in a straight line, with no rotation. Because there are no external forces on it there is no acceleration, and therefore it moves at a constant velocity. Linear momentum is merely the mass of an object multiplied by the velocity, and is normally described at the center of mass. Angular momentum is the "mass moment of inertia" (a rotational equivalent to mass) multiplied by the rotational rate.

Because there is no rotation, angular momentum of the body is zero.

Now the body explodes, and chunks of it fly in every direction. Note that there was no external force involved. If we were to find the combined center of mass of all of these chunks at any given moment, we would find that its location would be the same as if the projectile had never exploded. There would be no change in the total momentum, either linear or angular. If we looked at individual pieces, they might be spinning like crazy and flying away 18

Tubes Model from the center in different directions at different velocities, but if we vectorially added up all the individual linear and angular momentum vectors, the resultant linear momentum vector would be the same as before the explosion and the resultant angular momentum vector would still be zero. This is what we mean by conservation of momentum. (Don't confuse momentum with energy. While momentum remained unchanged during the explosion, kinetic energy definitely increased.)

Many dynamic analyses could become very complicated if you tried to consider every little thing that happens. But we can often gain a useful understanding by simplifying certain aspects and eliminating others that have no bearing on what we are interested in. Of course there is the danger of simplifying so much as to make the solution meaningless. (There's the one about the senior engineering design project where the assignment was to design an

automatic sheep-shearing machine. The students were all divided into competing teams who naturally kept their ideas to themselves.

Only one of the teams seemed to have any ideas on how to do it and they seemed to be making good progress. None of the other teams were having much luck, so of course they were very curious. When the clay of the eagerlyawaited unveiling came, the team started by listing their design assumptions. The first assumption was: spherical sheep.)

Being careful not to make the same mistake, we neve,theless start by limiting our analysis to a very narrow and specific scope: finding how we can best use the mass of our bodies to react against the mass of the glider so as to most effectively cause a sudden nose-up glider rotation. Because we are only looking at how the glider and pilot masses interact we don't need to consider weight and aerodynamic forces (they play important parts in achieving the flare, but not in how we use our mass to get the nose up). So we'll have our pilot and glider in outer space, moving along at a constant velocity and constant linear momentum. Of course the pilot is on oxygen and at a high enough altitude so as to be out of FAA jurisdiction.

Some other assumptions we will make are: the glider CG is on the keel at the hang point; the pilot's CG is at the hips; the main support strap of the harness pivots at the pilot's CG ; the main support strap is a rigid link (as long as it is in tension this is a good assumption); both the pilot and the glider are (dynamically) rigid bodies; and the plane of the downtubes passes through both the glider CG and the hang point.

These assumptions are used in the sketches of both pilots and their c01Tesponding "models." The models show only the centers of mass (same as the center of gravity, or CG) of the

Glider CG

Glider-Pilot System CG

I

I I I

Pilot CG

I

ACE

Ace Model HANG GLIDING

pilot and glider, the "line of action" of the flare force, and the combined mass center of pilot and glider. Our sketches show the instant just before the landing flare is begun. The total angular momentum of the pilot-glider system consists of the sum of three individual tenns: rotation of the pilot about his CG, rotation of the glider about its CG, and rotation of the pilot-glider system about the combined CG. The combined CG will continue to travel at constant velocity all through the flare motion.

(Remember that since we are in outer space there are no external forces such as weight, lift, drag, etc.) For this analysis we may consider the system CG to be a fixed point (zero is as good a constant velocity as any other). Before the flare has begun neither the pilot, the glider, nor the combination have any angular velocity; therefore total angular momentum is zero.

During the flare the total angular 1110111e11t11111 remains zero. The individual terms may be non-zero, but will have positive or negative signs and sum to zero at any given instant.

(Remember the exploding body. During the explosion or flare we increase the energy of the system, but the momentum is not changed without external forces being applied).

TUBES GETS A PHYSICS LESSON Let's begin with Tubes. We see that he applies the flare force straight forward. The force that he applies does not have its direction through his mass center. Looking first at the glider, we see that the force applied below the glider CG has the effect of causing a counterclockwise rotation of the glider. This exact same force acts in the opposite direction on Tubes. Since it acts above his CG it causes him to also rotate counterclockwise about his CG. Uh oh! Two of our three angular momentum terms are counterclockwise, meaning the third term has to be clockwise to add to zero. And this third te1m is: rotation of the glider and pilot CGs clockwise about the system CG, which rotates the glider out in front of the pilot. Of course if flying in air rather than space there are several things that will reduce this rotation-the increased aerodynamic drag of the raised nose would slow the glider in relation to the pilot.

Also the lift on the glider and the weight of the pilot opposing each other would tend to provide a restoring moment. Neve11heless, we see that Tubes is putting a lot of his energy into getting the glider in front of him.

Let's look at some other features of Tube's method that make it undesirable. The line of action of flare force is closer to the glider CG than that of Tube's. Doing some crude calculations, I estimated that the mass moments of AUGUST 1990

inertia of both pilot and glider about their respective CGs are not vastly different, so for the sake of this illustration we'll just say they are the same. Angular acceleration is caused by a torque, where the magnitude of the torque is the magnitude of a force times its perpendicular distance to the CG. That means that there is a higher torque on Tubes than the glider, and therefore tubes will rotate faster than the glider does. This brings us to another point: Because he is leaning back, Tubes already has his anns partially extended. He's limited in the range of distance through which he can apply a flare force. Now, "work" in the physics sense is a force multiplied over a distance that it is applied. Even if Tubes applies all the force he is capable of, he is limited in the total amount of work he can do. He has only partial ann extension left and is also rotating backwards while applying his force. Doing work on a system increases its energy-Tubes can't get a very "energetic" flare. We could also point out that, because both his arms and legs are in front of him, his CG is not exactly at his hips (as shown in the figure) but slightly in front of them. This means he must be pulling down on the downtubes to remain upright. This does not help him achieve his flare either.

Poor Tubes. We've picked on him enough.

Let's look at Ace's flare now.

ACING PHYSICS We see from the model that the line of action of Ace's flare force acts through his CG and therefore doesn't directly cause any rotation about his CG. He is able to apply his entire mass to creating a force. Therefore for a given rate of arm extension Ace will be applying a much

larger force than Tubes is capable of. (Note that instead of using a "bench press" motion as Tubes does, Ace uses a pushing-straight-upover-his-head motion.) Because he starts with his hands at his shoulders instead of partially extended, Ace has a much longer range of motion over which to apply the greater force he is capable of. Ace can easily put much more work (energy) into his flare without trying nearly so hard as Tubes. For a good example of an Ace flare, see the cover of the December '89 magazine. Notice that the pilot's anns are in direct line with his body, and even with the keel vertical his anns are still not fully extended.

Nute that by applying his force through his CG, Ace is causing his whole body to rotate clockwise about the hang point. While the pilot's moment of inertia about his CG may be about the same as that of the glider, his moment of inertia about some other point than his CG is 11111ch grea1er. If we considered Ace and his harness as a rigid body pivoting about the hang point (which strictly they aren't-but we're making a point here) we'd find a moment of inertia nearly 10 times that of the glider. That means that the glider is going to do most of the rotating, which is a very desirable thing.

Let's look at conservation of angular momentum. The glider has counterclockwise momentum. We can see that in this case the pilot's angular momentum is clockwise and thus subtracts instead of adds as in Tube's case. The third tetm will still consist of clockwise rotation of the system about the system CG as before, but with a much smaller magnitude. In addition, the higher nose angle in a real-life atmosphere will quickly cancel that effect.

HOW TO MAKE IT WORK Whether you understood all of the above or not, you should still be able to draw some conclusions that you can apply to your own flares: 1) Just prior to flaring, your body should be leaning slightly forward, legs slightly trailing.

2) Hands should be placed at or even slightly above your shoulders.

3) The flare force should be exerted directly up above your head, not straight out in front of you. As you start your flare, your body should be straight. Think of a line drawn from your feet straight through your body and out the top of your head. Your hands should be moving parallel to this line throughout the flare. (You could also think of lifting a barbell over your head versus doing a bench press.)

I still maintain that the easiest way to 19

remember all of this is to merely keep the mental image of "kicking the keel." If we think about trying to touch the tip of the keel with our feet we find that we are already leaning forward with our hands high up on the control bar. Our natural tendency is then to push straight up and swing our entire body rearward about the hang point.

EMERGENCY PROCEDURES There are two situations that can still occur: you flare too early or too late (or forget and revert to a Tubes flare).

Flaring Too Soon. You've achieved a vigorous flare, only it was too soon. The glider nose is pointed at the sky and your feet are a long way off the ground. As I mentioned in the letter, imagine yourself being strapped to the keel while still hanging in your harness and with the glider's nose pointing straight up.

Your CG will be near the trailing edge of the wing. As long as your CG stays there it will be very hard for the glider to nose over. Your goal then, if you find yourself emulating the space shuttle at takeoff, is to push and keep your body as far back against the keel as possible.

THIS MEANS KEEP YOUR LEGS AS FAR BACK THERE AS YOU CAN GET THEM! Providing you don't wimp out you'll drop straight down to land on your feet. But if you even think about letting your legs come forward Alcoa's stock will jump another couple of points.

Flaring too late or too wimpy. Okay, so you forgot everything you just learned. You almost had a good flare, but your mms are stretched straight out and there's nothing left that you can do as the nose starts to fall. Or is there? If your legs aren't as far back as you can get them you still have a chance. We discard our model of the pilot as a "rigid body" and create a new model that makes the pilot two pieces, hinged at the hip. Now rapidly throw your legs backward, pivoting at the hip. What you've done is cause a larger clockwise angular momentum te1m (that of your legs). The reaction is to increase the counterclockwise (nose up) momentum of the glider. If you weren't hon-ibly late or wimpy it might just be enough.

Hang Gliding Lesson #1 Fly hard, fly safe, fly with High Energy Sports To reduce risk of bodily injury or death while hang gliding you need a complete safety system. From your glider to your hang straps you need to know you have the best system for you. We at High Energy Sports specialize in harness-parachute systems designed for the worst circumstances.

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Finally, let me say that this was far from a rigorous analysis. Some of you with engineering or other similar technical backgrounds may look at a few of the statements I've made with a raised eyebrow. I admit to some oversimplification at a point or two, and leaving out a precondition here and there. But I believe the spirit of the "analysis" doesn't violate any fundamental principles, and is sufficient in scope to help pilots improve their flares. •

ABOUTTHEAUTHOR: Richard Cobb started hang gliding in 1981 and is currently an Advanced-rated pilot and an Instructor/Observer.

In 1988 he completed a Ph.D. in Mechanical Engineering at Virginia Tech, and is rnrrently running Wind Drifter Hang Gliding School in State College, Pennsylvania. In addition to teaching hang gliding he works as a part-time engineer and consultant. He may be contacted at (814) 867-8529.

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RATINGS APRIL, 1990 RATINGS The following ratings were PROCESSED in April, 1990, but not necessarily awarded in April.

SAFE PILOT AWARDS SHARON R. CARR MICHAEL MEIER MARC DOERNER ALLEN AHL STEPHEN MICHALIK

Region 4 ERIC DiESPOSTI: Aurora, CO; C. Eatherton. - JOEL WHITMORE: Litchfield Park, AZ; B. Thompson/Desert Hang Gliders. • JOHN MIDDENDORF: Flagstaff, AZ; B. Holmes/Sky Sails of Arizona. - JIM SILVERMAN: Flagstaff, AZ; B. Holmes/Sky Sails of Arizona. - JOHN NOLTING: Flagstaff, AZ; B. Holmes/Sky Sails of Arizona. · GALEN JARRELL: Phoenix, AZ; B. Holmes/Sky Sails of Arizona. - JOHN ROBERTS: Sedona, AZ; B. Holmes/ Sky Sails of Arizona. - ROD JOHNSON: Phoenix, AZ; B. Holmes/Sky Sails of Arizona . . JAMES McKENZIE: Phoenix, AZ; B. Holmes/Sky Sails of Arizona.

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Region 9 ED OERMAN: York Haven, PA; S. Schaeffer. • SHERWOOD HORINE: Roanoke, VA; G. Ball/Kitty Hawk Kites.

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PILOT: City, State, Instructor/School BEGINNER RATINGS Region 1 KIRBY GARLITZ: Klamath Falls, OR; K. Federlin/Klaus's HG & Imports. - RICH IVIE: Klamath Falls, OR; K. Federlin/Klaus's HG & Imports.

Region 8 CHAD REGE: Chicopee, MA; P. Thornbury/Lookout Mtn. Flight Park. -JOHN THORVALDSON: So. Burlington, VT; A. Hageman/Air Technology, Inc.

Region 2 GEORGE HUNTER: Oakland, CA; J. Greenbaum/ Airtime of San Francisco. - GREGG DONLEY: San Jose, CA; D. Yount/Mission Soaring Center. - STEVE BICKFORD: St. Helena, CA; J. Greenbaum/Airtime of San Francisco. - LOREN RICHARDSON: Sunnyvale, CA; C. Crescioli/Westem Hang Gliders. - CAROL FOIST: Bishop, CA; M. Gibson/Awesome Air. · ALLEN HOPKINS: San Francisco, CA; A. Whitehill/Chandelle HG. Region 3 TREVOR KURTH: Grover City, CA; J. Hageman. - TIM SHEA: Santa Cruz, CA; H. Amal/Western Hang Gliders.· RICHARD IVERSON: San Diego, CA; W.J.B. Henry/ Torrey Flight Park .. GIL RIEGLER: Aptos, CA; H. Amal/ Western Hang Gliders. -GORDON GRIESEL: Bakersfield, CA; K. DeRussy/Hang Glider Emporium. - PATRICK PEKIN: Monterey, CA; C. Crescioli/Westem Hang Gliders .. DAVID ENSLEY: Lake View Terrace, CA; T. Boyse. · BEN STEPHENS: San Luis Obispo, CA; J. Hageman.

Region 4 GRANT BROWN: Kearns, UT; R. Schick. · KORY BRANHAM: Salt Lake City, UT; C. (Holbrook) Stockwell/ Southwind HG. - DA V!D JONES: Salt Lake City, UT; C. (Holbrook) Stockwell/South wind HG. - ERIC DiESPOSTI: Aurora, CO; C. Eatherton. -JOHN MIDDENDORF: Flagstaff. AZ; B. Holmes/Sky Sails of Arizona.

Region 5 LEWIS NORTON: Frenchtown, MT; K. Wolfe.

Region 6 MARK POUSTINCHIAN: Little Rock, AR; L. Haney/ Sail Wings HG. Region 7 JEFFREY WOLFE: Chesterton, IN; R. Trobaugh. - JEFF HECKER: Palatine, IL; B. Kushner/Raven HG. - STEVEN WILEY: Madison, WI; B. Kushner/Raven HG. - KURT PATZER: Hazel Crest, IL; B. Kushner/Raven HG. WILMER SCHOFFSTALL, II: Terre Haute, IN; P. Thornbury. · MARC PALMER: Madison, WI; B. Kushner/Raven HG. - BORIS BRINZER: Madison, WI; B. Kushner/ Raven HG.

Region 2 MICHELLE STONE: Sunnyvale, CA; P. Denevan/Mission Soaring Center. • STEVE RICKFORD: St. Helena, CA; J. Greenbaum/Airtime of San Francisco .. GERALD BRODA: Redwood City, CA; R. Palmon/Mission Soaring Center.· JOHN KEVIN McCRARY: Santa Clara, CA; R. Patmon/Mission Soaring Center. - DALE WORDEN: Santa Clara, CA; C. Crescioli/Westem Hang Gliders .. PAUL DeJONG: Berkeley, CA; A. Hageman/Air Technology, Inc. · ALAN COOPER: Berkeley, CA; A. Hageman/Air Technology, Inc. · JAMES STONE: Berkeley, CA; A. Hageman/Air Technology, Inc. - CHRISTOPHER YOUNG: Berkeley, CA; B. Smith. · DAVID MAST: San Jose, CA; J. Woodward/Natural Flying.. CAROL FOIST: Bishop, CA; K. Castle/Awesome Air. - DAVID IMHOFF: Castro Valley, CA; J. Greenbaum. - ALLEN HOPKINS: San Francisco, CA; A. Whitehill/Chandelle HG. - LOVELYNN VANDERHORST: Alameda, CA; A. Hageman.

Region 10 MARK FASCHER: Baldwin, FL; G. Reeves/Kitty Hawk Kites .• RODNEY STONE: Rutledge, TN; B. Hawk. DAVID GEISER: Brooksville, FL; R. Palmon .• BETH OWENS LEDFORD: Fletcher, NC; P. Rums/Windgypsy.

-STAN FASCHER: Gainesville, FL; G. Reeves .. DAVID POLLARD: Charlotte, NC; S. Wendt/Kitty Hawk Kites. LINDA JONES: Orlando, FL; M. Wagner.. JOHN FREY: Marietta, GA; J. Reynolds/Lookout Mtn. Flight Park. WILLIAM KENNEDY: Lilburn, GA; P. Thornbury/Lookout Mtn. Flight Park.

Region 12 GEORGE LASKARIS: Brooklyn, NY; T. Aguero. ROBERT KELLNER: Flushings, NY; A. Hageman/Air Technology, Inc .• BRUCE RUnIN: New York, NY; P. Thornbury/Lookout Mtn. Flight Park.

Region 9 ED OERMAN: York Haven, PA; S. Schaeffer.· WESLEY RAYNOR: Newark, OH; M. DelSignore. - CRAIG LESSER: Aurora, OH; J. Reynolds. • KIT ERSKINE: Leonardtown, MD; S. Wendt/Kitty Hawk Kites. - TOM BURKE: State College, PA; R. Cobb.

Region 3 ANDERSON FARIA: Malibu, CA; K. DeRussy/Hang Glider Emporium. • RICH PERRINE: Ridgecrest, CA; K. DeRussy/Hang Glider Emporium. -CHARLES MAY: Ridgecrest, CA; K. DeRussy/Hang Glider Emporium.

KAMI KOHAN!: Los Angeles, CA; A. Hageman/Air Technology, Inc.· LOWELL ZAVADA: Carmel, CA; C. Crescioli/Western Hang Gliders. - ALEXA CLUTZ: Isla Vista, CA; A. Hageman.

NOVICE RA TINGS

Region IO R.E. SNELL: Raleigh, NC; G. Reeves/Kitty Hawk Kites. DAVID DOERING: Fl. Lauderdale, FL; J. Reynolds/Lookout Mtn. Flight Park.· PAUL DOERING: Ft. Lauderdale, FL; J. Reynolds/Lookout Mtn. Flight Park.

V.J. VOORHEIS, III: Ft. Lauderdale, FL; J. Reynolds/Lookout Mtn. Flight Park.

AUGUST 1990

Region 1 PAUL BEGER: Klamath Falls, OR; K. Federlin/Klaus's HG & Imports. - RANDY WEATHERMON: Renton, WA; R. Brown/Airplay'N HG. - ERIC BROOKS: Seattle, WA; R. Brown/Airplay'N HG. -TERENCE FARRELL: Seattle, WA; L. Strom. - RON JIPSON: Bellingham, WA; D. Chadwick. - PAUL SHERMAN: Sun River, OR; W.J.B. Henry.

Region 8 ROBERT CHAPMAN: Skowhegan, ME; J. Nicolay/ Morningside Flight Park.

Region 12 PAULO TREVISAN: Riverdale, NY; P. Voight. - JANINE GUILL: APO, NY; G. Elhart/Nova Air. - EY AL KUTTNER: Brooklyn, NY; F. Valenza/Mountain Wings.

25

RATINGS INTERMEDIATE RATINGS Region I SCOTT GUSTAFSON: West Linn, OR; B. Faris/Front Range Hang Gliders. -LORI LAWSON: Bellevue, WA; T. Johns. - JAMES GARNER: Marysville, WA; K. Blevins. DAVID McKAY: Tacoma, WA; J. Estrin/Airplay'N of Oregon.

Region 2 PETER HENRY: Union City, CA; J. Johns. - RAY SPEAR: Roseville, CA; A. Whitehill/Chandclle HG. -STEVE FORD: Santa Clara, CA; J. Johns. - ANDY SPEICHER: Fairfax, CA; A. Whitehill/ChandelleHG. -RANDY STARK: Chico, CA; J. Goehl.

Region 3 DANE JACOBSON: Goleta, CA; K. DeRussy/Hang Glider Emporium. -SCOTT MEEHLEill: San Diego, CA; W.J.B. Henry/Torrey Flight Park. -MARCIA QUAYLE: Oxnard, CA; T. Truax. - JEFFREY CHIPMAN: Pt. Mugu, CA; T. Truax. - TONY ALDERTON: San Juan Capistrano, CA; W. Vaughn.

Region 4 TIM EVANS: Lakewood, CO; J. Yocom.

Region 5 DON SCH{JLTZ: Twin Falls, m; M. King. - JIM PETERSEN: Missoula, MT; K. Wolfe.

Region 9 DARL GEARHART: Shickshinny, PA; G. Black. RYSZARD PIASECKI: Dameron, MD; E. Logan/Penn-Aerie. • WILLIAM LEFELHOC: Mentor, OH; M. De!Signore.

Region 10 JON KIECKHAFER: Winter Haven, FL; P. TI1ombury/ Lookout Mtn. Flight Park. - JEFF LAUGHREY: Knoxville, TN; B. Hawk.

Region 12 JAMES SPADAFORA: Roehling, NJ; G. Black.

ADVANCED RATINGS Region 3 DALE OSBORN: San Diego, CA; G.W. Meadows/The HG Center of San Diego. - KEVIN SLATRICK: San Diego, CA; W.J.B. Henry/Torrey Flight Park. - TODD QUAYLE: Oxnard, CA; T. Trnax. -JAMES LaCROIX: La Crescenta, CA; D. Quackenbush. - BRIAN WRIGHT: San Diego, CA; W.J.B. Henry/Torrey Pines Flight Park. JAMES LASSER: Huntington Beach, CA; D. Skadal. ROBERT STORMS: Los Osos, CA; K. DeRussy/Hang Glider Emporium. - STEVEN SMITH: Thousand Oaks, CA; T. Truax. - LARRY COSTANZA: San Diego, CA; W.J.B. Henry/Torrey Flight Park.

Region 4 RICHARD GRAHAM: Boulder, CO; S. Westfall.

Region 5 CLAIR PACKER: Moreland, ID; F. Gillette.

26

Region 7.

JAMES KELLEY: Jeffersonville, IN; C. Whitney/Sequatchie Valley Soaring. - JEFF BUSBEE: Hiawatha, IA; M. Bunner.

Region 9 J.R. McTAMMANY: Shillington, PA; P. Voight.

Region 10 GREGG McNAMEE: Summerfield, FL; K. O'Brien. STEVE KARAFYLLAKIS: West Palm Beach, FL; S. Hubbard.

MASTER RATINGS MARC DOERNER

PILOT: City, State; Instructor/School BEGINNER RATINGS Region 1 BOB MCFEE: Gig Harbor, WA; J. Reynolds - RICK KALMEN: Olympia, WA; J. Reynolds - JAMES STEEL: Tacoma, WA; J. Reynolds Region 2 KEVIN CAMERON: San Jose, CA; H. Porval - BETH PISKE: Berkeley, CA; D. Pryor/Mission Soaring - BLAKE BARNETT: Hayward, CO; B. Barnett - MIKE STROHLEJN: Hayward, CA; B. Barnett - LEON GREY: Pacifica, CA; A. Whitehill/Chandelle - DONALD COOPER: H. Amal/Western Hang Gliders

FOREIGN RATINGS BEGINNER: CORNELIUS TRIBBECK: Winterbach, WEST GERMANY; A. Hageman/Air Technology, Inc. INTERMEDIATE: SAELD BEIK-RASSOULI: Newton Longville, UK; D. Engel/Southland HG. ADVANCED: PATRICK MOURRAL: Sanary, FRANCE; K. DeRussy/ Hang Glider Rmporium.

JUNE, 1990 RATINGS The following ratings were PROCESSED in June, 1990, but not necessarily awarded in June.

SAFE PILOT AW ARDS SAFAW ARDSP AUL GOLAS PETER BURGHARDT PETER B!RREN SCOTT RAUCH G. W. MEADOWS GEORGE STURTEVANT LARRY R. HUFFMAN PATRICK T. BROOKS RUSSELL LOCKE LILIENTHAL AWARDS BRONZE LYNN ALEXANDER RAY COLLINS G. W. MEADOWS ROBERT MARS JOHN BROMAN ROGER A. WITT LOREN RICHARDSON SILVER SCOTT RAUCH CHRISTY HUDDLE DIAMOND LARRY R. HUFFMAN PATRICK T. BROOKS

Region 3 MIKE SWEENEY: Gardenia, CA; M. Spinelli/True Flight Concepts EPHRAIM SUAZO: Brea, CA; M. Spinelli/True Flight Concepts - TONY TAOUK: Los Alamitos, CA; M. Spinelli/True Flight Concepts - RANDY WHITE: Imperial Beach, CA; M. Fleming - RUSS RICHARD: Avila Beach, CA; J. Hageman - ROBERT RITZ: San Jose, CA; R. Palmon - CHRISTOPHER HRABE: Irvine, CA: D. Engel/ Southland HG -MIKE PEKIN: Monterey, CA; C. Crescioli - STEPHEN BRUNBACK: Pacific Grove, CA; C. Crescioli/Westcrn Hang Gliders Region 7 BRENT ROOKER: Southgate, MI; P. Thornbury/Lookout Mtn. - DA VE MICHALEC: Arlington Hts., IL; B. Kushner - DAVID PEARLSTEIN: Champaign, IL; G. Reeves/ Kitty Hawk Kites - STEVEN HUTCHINGS: Champaign, IL; G. Reeves/Kitty Hawk Kites - DANIEL KLEEWEIN: Mukwonago, WI; B. Kushner/Raven HG Region 8 ANDREW HARNES: Leominster, MA; J. Hannus -JOHN NORWELL: Walpole, MA; J. Porter - KATHLEEN KRAPF: Beacon Falls, CT; P. Voight - TED GOSLING: Bristol, RI; J. Porter Region 9 JAMES PRESTON: Sandusky, OH; M. Taber/Lookout Mtn. - DENIS Y ALKUT: Lexington, KY; J. Reynolds/ Lookout Mtn. - RICHARD GANZ: Virginia Beach, VA; S. Wendt - STEPHEN HULL: Woodbridge, YA; G. Ball PAUL DEVIVO: Highland, MD; S. Mendoza - WAYNE BENFIELD: Pottstown, PA; W. Vaughn/Kitty Hawk Kites - DUANE BROWN: Charlottesville, VA; W. Vaughn/Kitty Hawk Kites Region 10 ROGER IRBY: Roanoke Rapids, NC; W. Hemphill JAMES COONE: Chattanooga, TN; J. Reynolds - STEVE SPINKS: Greenville, SC; M. Taber/Lookout Mtn. -JAMES O'REILLY: Tallahassee, FL; M. Taber/Lookout Mtn. STEVE KROOP: Miami, FL; M. Taber/Lookout Mtn. DA YID GLOVER: Nags Head, NC; G. Ball/Kitty Hawk Kites - SHANE FRANCIS: Kill Devil Hills, NC; G. Ball/ Kitty Hawk Kites - PAUL BROUSSARD: Easley, SC; W. Vaughn/Kitty Hawk Kites - WADE HAMLETT: Raleigh, NC; W. Vaughn/Kitty Hawk Kites - CHUCK GENTRY: Charlotte, NC; J. Reynolds/Lookout Mtn. - JIM KELLY: Chattanooga, TN; M. Taber/Lookout Mtn. - BRADLEY GRYDER: Hiddenite, NC; B. Burri!

HANG GLIDING

RATINGS Region 11 TRICIA LOCCARINI: Corpus Christi, TX; J. Hunt/Lookout Mtn. - JOHN ELLIOTT: Houston, TX; S. Bums VIVEK DABHOLKAR: Houston, TX; S. Bums - DA VE JOHNSON: Houston, TX; S. Bums/Austin Air Sports STEVE MURCHIE: Austin, TX; S. Bums/Austin Air Sports - DAVID MAGERSTADT: Georgetown, TX; S. Bums/ Austin Air Sports - MIKE PAV: Killeen, TX; S. Burns/ Austin Air Sports - GARY GORTON: Corpus Christi, TX; J. Hunt/Red River Aircraft Region 12 DAVID MARKHAM: Hopewell Jct, NY; F. Valenza DA YID PERRY: Wappingers Falls, NY; F. Valenza JOHN KUHN: Bronx, NY; F. Valenza - MARKUS WITTMAN: Churchville, NY; S. Bowe - ANDREW DEITSCH: Clifton Park, NY; R. Hastings - DAVID POTOCHNOK: Wayne, NJ; G. Black/Mountain Wings MARCO SANTANA: Newark, NJ; G. Black/Mountain Wings - MARGENE QUINN: APO, NY; G. Elhart- KENT THURSTON: FPO, NY; G. Reeves/Kitty Hawk Kites TIMOTHY MITCHEM: APO, NY; G. Elhart/Nova-Air

NOVICE RATINGS Region 1 BOB MCFEE: Gig Harbor, WA; R. Tworoger Region 2 ED RANDOL: Santa Rosa, CA; C. Crescioli - PAUL FLEMING: Bishop, CA; K. Klinefelter/Owens Valley Soaring - JOHN BROWMAN, JR.: San Diego, CA; J. Ryan - DANA QUACKENBUSH: Pulaski, NY; M. Spinelli, True Flight Concepts - ROY SPENCER: Santa Clara, CA; D. Yount - DANIEL DA VIS: Alameda, CA; D. Yount - MARK LABIANCA: Santee, CA; W. Henry/Torrey Flight Park - JOHN LIESER: Mill Valley, CA; G. Greer - BILL IRELAND: Sunnyvale, CA; J. Johns Region 3 RICHARD GAINES: Ventura, CA; J. Woods - ARADHANA SIGHKHALSA: Altadena, CA; J. Greblo MORRIS BROWN: Chatsworth, CA; M. Spinelli/True Flight Concepts - FJNBAR SHEEHY: Pasadena, CA; L. Bynum- EILEEN MAURER: San Diego, CA; J. Ryan/HG Center - WADE MAURER: San Diego, CA; J. Ryan/HG Center - DAN GARLAND: Riverside, CA; R. McKenzie/ High Adventure - LOWELL ZA VADA: Carmel, CA; H. Amal/Western Hang Gliders - CLIFF SCHMITT: Santa Ana, CA; J. Betteridge - ALAN PRICHARD: Goleta, CA; K. deRussy/Hang Glider Emporium - MATTHEW MEYER: San Clemente, CA; J. Ryan - DIEGO MIRALLES: Altadena, CA; J. Greblo -DAVID HOFSTATTER: Santa Barbara, CA; K. deRussy/Hang Glider Emporium JAMES CUBBAGE: Valencia, CA; J. Greblo - J, MICHAEL MARSHALL: Kihei, Hf; N. Kjar- GLENN PINSON: Beverly Hills, CA; B. England -PETER ARNFALK: Pinole, CA; J. Tigan - JULI GOULD: Alta Loma, CA; R. McKenzie Region 4 GLENN NORMAN: Albuquerque, NM; C. Woods EDWIN MATIAS: Colorado Springs, CO; R. Wilkinson/ Eagles Nest - THOMAS WILLIAMS: Englewood, CO; G. Greer- ROGER WITT: Phoenix, AZ; B. Holmes/Sky Sails of AZ - GERRY TOOMER: Louisville, CO; G. Greer

AUGUST 1990

Region 6 RANDALL SCHULTZ: Kansas City, KS; G. Bitikofer CHRIS TROUT: Elkhart, KA; R. Kenney - MARK MOUNT: Chesterfield, MO; M. Taber/Lookout Mtn.

Region 4 PA TRICK CAMERON: Dinosaur, CO; J. Zeiset - MA TT BOHN: Albuquerque, NM; C. Woods - JOSEPH BISPING: Albuquerque, NM; M. Glantz

Region 7 THERESA HO: Rochester, MN; B. Kushner/Raven HG

Region 5 JIM ZIERDER: Casper, WY; J. Bowman

Region 8 STEPHAN MANGEKIAN: Nashua, NH; R. Hastings PETER LESSELS: Medford, MA; R. Hastings/Morningside Flight Park

Region 6 PHILIP MORGAN: Russellville,AR; L. Haney/Sail Wings

Region 9 PERRY FLOOK: Frederick, MD; M. Tabor/Lookout Mtn. - DAVID RICE: Cockeysville, MD; G. Reeves/Kitty Hawk Kites Region 10 MARK REEVES: Carolina, PR; S. Mendoza - TIMOTHY CONOVER: Clemson, SC; J. Hunt/LookoutMtn. -JERRY BRINK: Chattanooga, TN; M. Taber/Lookout Min. JERRY KLEIN: Sunrise, FL; J. Reynolds/Lookout Mtn. PEDRO RODRIGUEZ: Las Lomas, PR - JIM OREILLY: Tallahassee, FL; J. Reynolds/Lookout Mtn. - WILLIAM MARTIN: Fort Payne, AL; J. Reynolds/Lookout Mtn. LUIS PEREZ: Daytona Beach, FL; K. O'Brien

Region 7 DERRICK NEDZEL: Chicago, IL; B. Kushner/Raven HG Region 8 ERIC CASTRO: Pelham, MA; R. Hastings/Morningside Flight Park - MAURICE SPILLANE: Newport, RI; R. Hastings - VICTOR NEUMAYER: Weymouth, MA; R. Bradley - LARRY TROOST: New London, CT; P. Voight - CHAD MARGOLIN: Sudbury, MA; R. Hastings/ Morningside Flight Park Region 10 KEN BURTON: Fairhope, AL; J. Reynolds/Lookout Mtn. - JEFFREY STOSKOPF: Winter Haven, FL; J. Reynolds

ADV AN CED RA TINGS Region 11 KELLY ROYCROFT: Henderson, TX; M. Taber/Lookout Mtn. - RON LOCCARINI: Corpus Christi, TX; J. Hunt/Lookout Mtn. - DAVID TUBB: temple, TX; V. Collins Region 12 BRUCE RUBIN: NY, NY; M. Taber/LookoutMtn. -DANA QUACKENBUSH: Pulaski, NY; M. Spinelli/Tme Flight Concepts - DORSEY SAMPSON: New York, NY; G. Elhart - JEFFREY GIRNDT: Depen, NY; P. Shultz MARKUS WITTMANN: Churchville, NY; H. Boessl RICHARD QUINN: APO, NY; G. Elhart - PAWEL WOLSKI: Rochester, NY; R. McGovern -JOHN NICKEL: Wharton, NJ; K. O'Brien - WILLIAM SCHWAB: Monterey, CA; C. Crescioli/Westem Hang Gliders

INTERMEDIATE RA TINGS Region 1 KEN ESCH: Ridgefield, WA; J. Estrin Region 2 PHILIP HYSTEK: San Francisco, CA; A. Whitehill/Chandelle - BRIAN ROACH: San Jose, CA; J. Woodward MARK WALKER: Bishop, CA; K. Klinefelter/Owens Valley Soaring - PETER LINDQUIST: Mt. View, CA; DENNIS HARRIS: Tracy, CA; P. Denevan Region 3 KLAUS KOEPFLI: Tehachapi, CA; D. Armstrong - PETER ARCIDIACONO: San Diego, CA; W. Henry/forrey Flight Park - RALPH HALLETT: San Jose, CA; E. Gama -TIM HUBBS: San Bernardino, CA; D. Renshaw-Armenta - LARRY AINBINDER: San Diego, CA; J. Ryan -ROGER ROBINSON: Kailua, HI; N. Kjar-ERIC NEER: Anaheim Hills, CA; D. Skadal - CINDY GALL: Huntington Beach, CA; D. Skadal - RICHARD FRAZEE: Fullerton, CA; R. McKenzie - LEIFUL THOR: San Francisco, CA; J. James

Region 2 ALBERT BRANSON: Santa Rosa, CA; J. James - DON SAITO: Oakland, CA; J. Busby - THOMAS KALK: Lakeport, CA; P. Suhr - MIKE MCCLUSKEY: Fremont, CA;E.Gama Region 3 STEPHEN D. PROUTY: Coulterville, CA; Ken Muscio RALEIGH COLLINS: Ramona, CA; K. Baier - GARY VOSTERS: San Jose, CA; D. Murphy -TAE MURPHY: San Diego, CA; J. Henry/Torrey Flight Park -MITCHELL SHIPLEY: Monterey, CA; J. Woodward/Natural Flying DAVID FUKUCHJ: Torrance, CA; D. Skadal - ERIC JUNE: Morgan Hill, CA; J. Woodward/Natural Flying ERIC SHRADER: La Honda, CA; T. Low - JEROL LOVE: Sunland, CA; D. Quackenbush - PAUL HAUER: Temecula, CA; W. Henry/Torrey Pines Region 4 TED HUGHES: Golden, CO; P. 1l1ombury/Lookout Mtn. - MARK FRANCIS: Farmington, NM; J. Martin Region 5 ROBERT BROCKMANN: Boulder, CO; R. Hastings

FOREIGN RATINGS NOVICE: BRENDON WHITE: Ontario, CANADA; M. Taber/Lookout Mtn. - JOSE V ACHIER: Santurce, PR; S. Mendoza INTERMEDIATE: HENRY KRAUSE: Mississauga, Ontario, CANADA; R. Rouco

NOTE: If you would like your school to receive recognition for the students you certify, please put your school's name on the USG HA rating sheet. Thank you!

27

the from tmintent crash had

ues lo fly even when tlw cn1irc outer

have gone

series, as ln lhc summer of 1979, l moved to Mor out of my car, I built

of Mr. I !ill. I !av· and i!movation work. Between school, work, world travchanges els and seasons, crn1tin11cd.

tribute to its

The entire wing breaks down, to a conventional fkx

2.8

near stall. Because the

or 1979 I had

arrangements. The had a highly cambered root This, in my case, made reflexed for a stable aircraft. Now a moder· ate ammmt of reflex is distributed among all ba!lcns; the net result is the same performance and more Part of this comes from the elasl ic quality of the airframe, which was more in the previous situation. At a variable geometry system. allowed the overall twist to be varied from I to ,1 by pulling the sail down al the root. Since the addition of the pod, the washout has been fixed al de-

The is very in roll and turns with a flick or the wrist, via a hand twist grip and handle. The twist actuates a device which contributes to lift. It at 30 and toed in l

directional yaw stability and ability to tip stall. greatly i11hihit Ilic This effect makes the glider docile and

cont inis

stalled, the

will not off abruptly on toward the it tends to and al the same time roll toward ii. Because the add to the clTcctivc area and aspect ratio, the machine flies faster and slower than in ils previous configurations. greater com fort The in flight reducing the wind, and wind chill, a pilol reels at all The high cenlcr of mass, being closer lo the center or lifi, less pitch movement for cent of the time the pilot need move Ids feel to adequately control the craft. At minimum sink and in lighl thermals pitch input is not needed. The supine position reduces eal fatigue associated with prone pod makes the track through the turn in more coordinated manner at normal of 18 to 35 mph. [fol the distribution of side area around the center of pressure is such that the glider is yaw unstable at greater than ,10 mph. As a result, the pilot's hands must be on the controls at all tirncs or an uninten·· tional may result. At these the machine tends to overbank into the tum, and requires opposite rudder. l IANC GI.JD!NC:

In July of 1988 I flew the Voyager HP2

l 02 rniles, 011 the sixth and last day of the Chelan Classic. Flying with me was Mark Bourbonnais, a Canadian pilot whose instruments had failed al the two-hour mark during a five.hour night. Being in radio communica· tion, Mark and I agreed lo fly together on my instrurncnts. Together we won !he day, over· gliding the ultimate first and second place winners. Mark actually flew I 05 miles. !le capitalized on my weather and condition re· ports to him as he followed.

Because of the long glides during this and other I was able lo estimate the Voyager l lP2's present best glide angle. Its glide is c01np,arn!Jle lo state-of-the·art flex ( l l/1 to l2/I in slill air). Tile Voyager HP2's angle at high between thermals is better than typical flex wings and probably improves, comparatively, as the increases.

New pod variations have since been de wi\h improved collapsibility and drag characlcris\ics. On new the Odyssey (which won the and Swift (our new 24/1 hang glider nol the Owens Valley Swift) lower fuselage struts and wires have been eliminated. Side profile and arm holes have been diminished in size. !Jltimatcly the pods will be completely scaled.

The series was an evolution in It was a onc-·of-.a-kiml prototype, primarily used as a lest bed for new and old ideas.

The ideas worked out were intended to be used on other hang gl icier including flex wings.

2---Sp1x1 lical:ions, l C)89 SPAN (Effcc1ivc) AREA ASPECT RATIO

The author launches the Voyager at Big Sur, California.

Front of harness can be seen here. His under the pilot on takeoff. He also hooks

35.5 ft.

34.5 n.

170 sq. n.

7

CHORD Root

SWEEP DYIIFDRAL WASHOUT AIRFOIL (Thickness) Root Tip WEIGHT

MIN SINK MAX GUDE

STALL

5.5 ft.

4.5 r1.

18.5 14.0 inches 2.0 degrees 13.5 inches @20'Yr, 11.3 inches@ 17.5%

85 pounds 160 ft./min.@20 mph 12/l @27 mph 18mph

CONTROL Pitch Roll & Yaw

AucusT 1990

weight shirt tip dragger

Side view showing tip rudders and streamlined pod.

29

·z we cannot readily perceive something in our experience, we lend lo write poems about it. We rccile poems about love, about bcamy, about the spiritual world. In a similar manner a hang glider is an ode to the nature or the air. With its very shape a hang glider describes !he flow and tenor of the air and sings praises to the unbound structure of the sky.

A hang glider seeks to become one with the atmosphere and thereby describes its mass and moods in a manner lhat escapes an engi·neer or a physics book. Aesthetics is no small part of a hang glider's essence.

In this piece we turn your auention to one the most aesthetic gliders on the wing--the Sensor 51() E. Throughout the Sensor's evolution it has combined grace and function lo write poetry in the sky. Many pilots have owned

or

32

by

Sensors simply on the basis of ils sleek lines.

This feature is still an integral part of the Sensor 510 E, bu1 we must also point oul some improvements and changes that make this new glider even more interesting.

NEW FOR '90 The most important changes in the Sensor E in terms of performance arc the new sail layout and new airfoil (we'll deal with the latter later).

The sail is now 159 square feet with an 80% double surface. The increase in double surface can be readily noticed when you compare the wing tips of the E lo earlier Sensors. The lower surface Lip curve is gone.

The main body of lhe sail has a redistributed area and different leading edge shaping.

The net effect of these changes is intended to

enhance the Sensor's high-speed performance.

The increased double surface al the tips fairs in !his area at low angles of altack (high speeds).

New hardware and s1ruc1ure is the ncxl item. The control bar apex has new fittings that allow the conlrol bar to fold back to drop the glider on the ground in high winds. A simple oblong nose clip allows this procedure.

A speed bar has been inlroduced this year.

This bar is one-·inch in diameter for low drag, and has a shallow draft and great rubber hand grips. I call these grlps grca1 because they are very skid proof and hard enough to provide a solid feel in the air.

In addition to the basetube, the control bar uprights have been changed over to Finsterwalder extruded tubes which arc shor1er in chord, with all kinds of snazzy boundary layer lIANG Gl.!DING

trip fences. These 1ubes arc toed in 10 reduce drag at higher when of attack changes direct the air to the inside or the down· lubes. One nice feature of these downtubcs model) is that left (compared to the and arc i111crcha11gcablc and can be in·· stalled with two bolts. '!'hl, final we'll mention is the and further afl tail. This feature is unique in American··nrndc so we'll pay some attention to ii in a

ABOVE: Photo shows the Sensor's distinctive The

UNIQUE The Sensor used to be very wilh its and curved Now other wide nose have followed the Sensor's !Gad in the tip department, b111 I know or 110 other popular with a I nose angle (most arc in the 130° to l range). This wide nose is for some of the Sensor's charnctcristics (see below) and one reason to mid a vertical lail. The tail is not so much intended to make the glider fly in turns.

The curved while no longer part or the Sensor. They fair the in nicely, provide an efficienf elliptical plan· J'orm and gust loads The fiber arc no longer the installation render used lo he, since new them ahout even on the hassle scale with those that a defined a stiff batten and a faired tip.

The Sc.1rnor's (variable geometry) system is still about the hest and has a lot to A uc:rn,T 1990

recommend it. It rcnrnins the shortesl·pulling with about the lightest force required. The reason for this nice attribute is the fact I hat the Sensor crossbars arc almost straight across the glider (no so that tile pull forces Other have cnisst,airs that rcqui re a gang and thus lots of cord to effect the change.

The S1.;nsor's can be set anywhere between ful I on and full off by virtue of a jam cleat. The only drawback to this system is that the cord must be down the leading of the faired downtube (if the glider is so comrmco(!J each time the glider is set up.

The airfoil of the Sensor F is unique in 11ml ii is new of late (this year) and was derived through a prncess of ancl bcnd·ancl 1.ry. The new airfoil features an increase in thickness from around l()'){J to l2'Yr, and a rearward move of the high poillt rrnm around 18% in previous Sensors to over 'Yr> in the E model. (A word of caution: The new airfoil should not he nsed in an older

control

lop.

model Sensor because the smaller double face results in a greater undcrcamhcrcffoct and pitch instability.) The new airfoil has a hit more reflex throughout the span as well.

The idea behind these changes is lo eom .. pensate for lhc reduced camber created by the increased clouhlc surface, as well as to improve the high speed glide ratio. The grcalcr thick· ncss should achieve the former while the rear .. ward point addresses the laHcr. In conjunction with this airfoil atlcntion, the uppcr,-modcl Sensors sport a compliment or rull·leng\h half-lialtens (an oxymoron lo be sure) with high density in the root :irea. There arc seven ballcns per side before the lrnlf'.-span point to provide good definition in this tant area.

SENSOR MODELS The Sensor breed has marched through the alphabet lo the fiflh letter, hut all Sensor are not the same. In fact there arc three Sensor models lo choose from to suil your handling amt pcr!'onmmce needs or desires.

The firs! model is the Sensor Standard.

This features a soft sail, one half.rib per side and a VG. In the past, my with :is any the Standard is that it handles as glider 011 the market when tuned properly.

Landing is likewise quite readily mastered (although not of Vision facilily) so there is no reason a pilot should balk at buying a Sensor

on the basis of flying qualities. Tl should be noted that the Sensor Standard is the only glider in the category of Visions, l<'ormulac and Sports that has a VG system.

The next model up the ladder is the Sensor Race. This glider has three half-ribs per side, a heavier sail and the customary VG system. This glider is for lhe recreational pilot who wants to look good in the air.

The top-drawer Sensor is the Full Race.

With four half-ribs, mylar leading edge, firm cloth and some kevlar thrown in, this glider competes wilh the big boys. As usnal, the price for all this performanee is nol only dollars but handling. We'll sec how much soon.

are often subjective and are affected by glider tuning and pilot technique. Our best advice: rty the glider you intend to buy and sec what it docs for you. Be sure to acquire enough airtime to get dialed into any possible handling diffcr-cnccs.

OPENTNG AND CLOSING TffE CONTRAPTION

or

ENTEIUN(; AND LEAVING nm SKY Launching a Sensor of any vintage has always been a fairly pleasant affair. Two immediate reasons for this allribute come to mind. The glider is nicely statically balanced and the side cables are rclalively tight. There is no struggling to hold pitch position and no waggling bar on a turbulent launch. Set your nose, nm and say goodbye lo the terrain.

Landing the Sensor has been somewhat unique in the past, with good and had points.

These may have altered somewhat, and what is certain is that other designs have developed their own quirks which must be dealt with on an individual basis. I lerc's the good part: The Sensor is the mos! yaw stable glider I have flown ( 113 different designs to date) al high speeds and in diving turns. This makes it very nice for slipping into a short field and pulling on a hot final in turbulent conditions.

The Sensor still doesn't want lo make a lot of turns on final, but the newer model is improved in this department. Also, the flare required by a Sensor is still somewhat sharp, but the timing is less critical with the new airfoil. Lately I have been landing with the VG full on in non-turbulent conditions with no undue consequences. The lrade-off of stability for fewer turns on final is one I am inclined lo favor.

IllJT DOES IT FLY'!

Y cs, it docs, based on the airtime I have acquired on the test E I have been flying in the varied conditions or late May and early June.

My maximum distance on the glider is only miles, but they were hard-fought miles. I've also mixed it 11p in enough in varied conditions to compare climb.

My conclusions concerning performance cover the standard three categories---handling, sink rate and speed. Handling on the Sensor E is enhanced over previous model Sensors. This

34

Setting up a Sensor is fairly straight forward until you reach the fiberglass tips. The new improved mclhod involves sitting on your behind, with your foot in a loop and a batten to pull on the lip cord. This makes things easy~ just don't set up in mud. All things considered, the Sensor sets up as quickly as any the current batten-laden, VG-adorned gliders. There arc a lot of steps of course, but all those extras have become standard on most high performance gliders. In fact, while the Sensor used to have one of the mos I elaborate setups, it is now average. Furthermore, it would he one of the easiest gliders to rig (no defined tips, no lowersurface bungics, no reflex bridle allachment and only one control bar bolt) if it weren't for 1hat accursed inside crossbar cable pin and safety to attach.

Dc--rigging the glider involves no special tricks except popping off the fiberglass tips. A simple procedure allows the experienced pilot to whip the knot and the plastic cap off in one quick move. The whole glider breaks down as easily as any other and packs away with nononsense foam pads. These aren't attached to the cover, so you have the option using them or not. And now the best part: the Sensor re-mains one of the shortest gliders in the bag.

This is nice for car topping, storing and handling in general.

The no-nonsense front cable catch. is virtue or the kingpost hang, the rear ca hie pigtail, the larger tail and the different lowersurface tension. Any long-time Sensor pilot can feel the difference. Of' course, this is subject lo tip and batten tension as it is with all Tl should be noted that devoted Sensor pilots express a fondness for the glider's flat-" turning capabilities. The E turns flatly.

Sink rate can be broken down into "pure" sink rate- -that is, floating straight in ridge lift---and climb rate in turning mode. Over the years the Sensor has excelled in pure sink rate.

The E maintains this excellence, but other designs have improved lo the same level. Where the Sensor may still have an advantage is in working the light flat-bank-angle lift. If this advantage is there, it no longer exists at higher bank angles in smaller, steeper thermals. Since the glider is unproven in competition at this time, the best guess is that the E model will he very similar to past Sensor's in climb comparison. The enhanced handling should improve thermal corc"-locking, however. ln !he speed department we are interested in gl idc al speed, of course. The E is better.

Better 1han what is hard to tell, since again it hasn't been raced against the big gliders in the big air. But past Sensor pilots will find a few more miles an hour at their disposal when they maintain a glide through inter-thermal sink or pre landing headwind.

Herc we must pause for our standard caveat: Performance in any category is very di fficult lo measure absolutely, and can only be relied upon after many hours are flown by many pilots in varied conditions. The results

or

SENSOR The designer, fabricator and purveyor of Sen"sors, Seed wings President Bob Trampcnau, has this lo say about his company's policies: "We continue to hand craft limited-quantity, qua] ity-controllcd gliders in the pursuit of perfection in high performance designs. Perhaps the best testimony to this creed is the Sensor's sail work. Herc is a sail that is reinforced to the limit for long-term durability. No other sail in the business duplicates the Sensor's in terms of attention to longevity.

The airframe too is built to last. Since 1983 Sensors have utilized 2-1/2" crossbars and the design has had an excellent in-flight safety record. Scedwings has been building gliders since 1976 and continues lo service any Sensor ever made. The long"-tcrm perl'ormancc record of the Sensor speaks for itself.

HANC. Gl.lD!NC

We arc all individuals, praise Allah, with different needs, wants and goals to fulfill. We don't presume to suggest that any one glider is sui1ablc for all pilo1s. However, with three models of Sensor E to choose from you may just find the ideal glider for your tastes. You owe yourself the chance to go out and write a fow lines of poetry on the sky with a new Sensor. Perhaps it will turn into a stanza or even an entire epic.

The Sensor Eis available from Seed wings dealers or the Sccdwings factory at: 41 Aero Camino, Goleta, CA 931 l 7 (805) %8-7070.

SENSOR E SPECIFICATIONS 34.85 ft.

159sq.f1.

Wing Span

Wing Area Aspect Ratio

7.64

Nose Angle No. of Battens Glider Weight

135° SS-23, ER-27, FR-29 SS-68 lbs., ER-70 lbs., FR- lbs.

Pilot Weight Range 145-225 lbs.

Price $3,495-$3,795 (depending on model and options)

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USHGA REPORTS USHGA Dues Increase?

Dear Editor, Raise my dues? No way. At the April meeting of the Board of Directors a dues increase was discussed and how the additional income will be spent, action to be taken at the meeting in November.

If the Board is to meet only increases in expenditures it authorized at the April meeting, in addition to larger expenses assumed prior to the meeting, it will need a magic wand.

The growth of expenses leads me to believe that an effort is underway to place the Association into red ink to justify a substantial clues increase.

Plans for new spending and debt accumulation are unbelievable. This may be the result of a difference in viewpoint between the leadership and members as to the purpose of the Association. In my view USHGA was created and its programs designed to meet the needs of the few people in this country who participate in hang gliding. It seems that the leadership views the organization as an underachieving business that offers opportunities for growth.

A shift seems underway from service to members to maximizing the potential of the business venture at the expense of members.

It's a familiar phase in association development and ve1y dangerous, because it often places the entire organization at risk. The Board's actions confirm that the siren song of expansionism has its melody wrapped tightly around the majority. There should be a balance between making needed changes and unnecessa1y expensive growth, but the Board does not have a handle on that.

Whether the members will support expansionism has yet to be determined. It's a major gamble to present a fait accompli in the form of a clues increase to finance cunent spending on expansionist programs. A dues increase always results in a drop in membership; the fewer members remaining must then contribute even higher amounts to finance programs.

The experience of other associations that have confronted this problem reveals that the organization can become increasingly smaller, more expensive, and elitist. Impact on the sport of such a development will not likely be positive.

The Association already receives sufficient funds to provide services that the major-

36

ity of members want. It can continue to do that in the future. A clues increase is not necessary if the Board concentrates on those services and not on the creation of gold-plated substitutes, add-ons, and overblown programs.

The present membership dues and income that it provides is a comfo1table lid on the grandiose plans of those who would endanger the Association by burying it in debt. A boost in dues can damage the Association, hurt the sport, and deplete one's pocketbook.

Protect hang gliding and your wallet. NO dues increase.

Vic Powell Annandale, VA

Response

by Gregg Lawless Vic has raised a number of issues with his letter and as usual, there is more than one viewpoint.

First, a dues increase is inevitable; it will happen some day. It may be in the near future, or it may not happen for another 10 years.

However, if the Association is expected to grow and become increasingly more active in the development, promotion and protection of hang gliding in the United States, it will have to happen within the next few years. At this point the Board of Directors has instructed the Executive Director to come to the Fall Board meeting with a five-year forecast for sources of revenue and expenses. This will necessitate not only examining potential dues increases but also the development of new revenue-producing programs. Basically we are looking at developing a five-year BUSINESS PLAN and moving in the direction of most professionallyrun organizations.

I remember the last time we had to authorize a dues increase at the Spring 1985 Board meeting. It was a messy affair that the Board does not want to see repeated. At that time, much to the Board's surprise, we discovered that the Association was on the brink of bankruptcy because our spending was far exceeding our income, and we did not have any financial programs in place to warn us of the dangers approaching. One of the biggest arguments

(very heated, by the way) centered around whether we should cut expenses or raise dues.

Cutting expenses would help, but we had no clue as to which ones should be addressed. At the same time, many Board members felt that raising dues would cause a decline in membership which in tum would potentially reduce membership, and ultimately leave us in the same condition we started in-near bankruptcy.

Finally it was decided that our situation was bad enough that we had to do both. The decision to raise dues was very close, with just slightly more than half the Board in favor. The increase from $29 to $39 was arrived at after an extensive financial analysis-someone pulled it out of the air. (By the way, according to the Board minutes Vic Powell made the original motion to raise the dues to $39.) As it turns out, it appears that the clues increase had only a short-term impact on membership renewals, if any.

Several lessons were learned here. The most obvious was the necessity of implementing a good accounting system capable of providing us with the financial records to make sound decisions. Next was the need to use those financial records to create business plans with measures which would allow us to assess where we are at any point in time. And finally, we discovered that our membership would support an increase in dues as long as they believed the costs were necessary to maintain and/or increase their flying experiences and/or available services. A good example is the increase in equipment cost we have experienced over the last few years; we've been willing to pay more for gliders that weigh less and offer smaller and smaller increases in handling and perfmmance.

As Vic points out, the purpose of the Association is to serve the needs of its members. There are no stockholders and no one takes home "profits." All revenues get spent one way or another on member services. The Board of Directors (all unpaid volunteers) set the policy for our paid employees to cany out in their efforts to manage the business of serving our members. In setting this policy the Board is attempting to look into the future and prioritize which activities the Association should focus on in its attempt to promote and protect this sport, and at the same time provide its members with a high level of service. This process demands that we analyze our dues and advertising rates, the level of service we provide and the ways in which we can control HANG GLIDING

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• Rules To Live By • Keeping Up Your Flight Log

• Selecting The Equipment You'll Need

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• Dual lnstrnction • A Hang Gliding

Glossary __ -

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Hang Gliding magazine presents its first-ever new pilot edition-an entertaining and informative publication designed for up-and-coming pilots. Topics include: • Selecting the equipment you'll need.

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Please rush me copies of the new pilot edition of Hang Gliding at $4.50 each. (Shipping: 1 copy-$1.50, 2-6 copies- $3.00) Colorado residents add 6.5% sales tax to magazine subtotal (not shipping). Enclosed please find a check or money order for $______ NAME- - - - - - - - - - - - - - - ~ ADDRESS- - - - - - - - - - - - - ~ I Dealer Inquiries Invited I CITY - - - - - - - - -STATE- - - - -ZIP- - - - - Send to USHGA, P.O. Box 8300, Colorado Springs, CO 80933 (719) 632-8300

USHGA REPORTS expenses. Any program offered by the Association must demonstrate the ability to provide some positive benefit to the membership or we shouldn't be offering it.

Vic is coJTect when he states that the Association is expanding the menu of programs it's offering its members. As I've mentioned above, a program must provide increased benefit to the membership---either through an increase in revenues or an increase in the level of service-for it to be implemented or continued. Two good examples are the recent hang gliding Visa card and the issuing of membership cards. The cost to the Association for the Visa card has been very small. Some staff time has been spent on negotiating the deal and coordinating the program with MBNA. Participating members will possibly see a small benefit, but since Visa cards are so competitive these days, even this benefit may be non-existent. However, there is a potentially large benefit to the Association, since under the agreement with MBNA, the Association receives a nominal fee each time a member uses his/her Hang Gliding Visa and, annually, when each one is renewed. This could amount to several thousand dollars per year in additional revenue to the Association depending on participation levels. This revenue is used to subsidize the cost of the day-to-clay operations of the Association.

In the area of issuing membership cards many of you may have experienced a significant delay in receiving your renewal or rating upgrade in the past. With the move to Colorado Springs, one of the primary focuses of the Board was to improve our level of service and the administration of existing programs. We have been successful. Today the average renewal or rating upgrade is in and out of the office within six calendar days and we are experiencing the highest accuracy rate ever on the actual data input. Compare this to what we were experiencing two or three years ago and I think you'll agree--our level of service has improved. Complaint calls into the office have decreased significantly over the past year.

The more complicated issue facing the Board is deciding what programs the members want to receive from the Association and at what cost. There are many issues suJTounding our flying sites that are cuJTently managed by local chapters. Do we want to consider more central support for the chapters? Should we be building a site preservation/acquisition fund?

Should we have some legal representation kept

38

on retainer? What about the public image issues? We have discussed for years the feasibility of producing a professional film/video which sells hang gliding to land owners, managers and the general public. Then there are the insurance issues. We have looked at self insurance for several years. What about our schools, chapters and independent instructors?

It's becoming more and more important for these people to have access to insurance if we expect to see our population base grow and retain the flying sites we currently have. Should we as an Association attempt to provide this, and how far do we need to go in improving the level of insurance we currently provide? Should the Association provide an employee whose responsibility it is to not only develop and maintain our rating, instructor and tandem programs but to also travel across the country to ensure that they are being administered in a professional and consistent manner? All of these issues have price tags attached to them as well as the potential to generate additional revenue for the Association. The job of the Board is going to become more complex as we try to get out of the mode of fixing problems that have existed for years and into the mode of anticipating potential trouble points and minimizing their impact before the fact.

That gets us back to Vic's request. His suggestion of no clues increase is also one of the many options we have when looking at projected revenues and expenses. In fact in theory, we may never need to raise clues. As inflation continues we have the option of cutting back on the level of service we provide.

Many of the services we cuJTently provide are

not absolute needs but rather luxuries and/or securities. We don't need to issue laminated membership cards. We could go back to the flimsy paper cards. We don't need to provide a master policy for site insurance. We would see many sites rapidly disappear but there would still be a scattering of sites left. And we really don't need to include full-color pictures in the magazine. As far as the FAA is concerned, all we have to do is develop a self-regulation policy and issue a periodic newsletter. However, as a group we have decided that these programs and services are important enough to finance from a central point and so we raise the money to maintain them.

The bottom line is this: We all need to decide on a regular basis which programs are important enough to the sport so that they should be coordinated and financed through the USHGA. In addition we need to look at how we can finance them. That takes planning and also requires that decisions and implemented processes be reviewed on a regular basis. We can't just put together a program plan at the onset and expect it to take care of itself, as we have had a tendency to do in the past. Your responsibility as a member is to keep yourself informed about cuJTent and future issues and make sure your elected Director knows your wishes relative to the issues.

The Board of Directors will be meeting in Washington, D.C. on November 2-4. A major topic of discussion will be the Association's future financial matters. Any member is encouraged to attend the meeting, including Vic Powell, and take part in the discussions on this subject.•

Merchandising The USHGA Way

by Jeff Elgart Merchandising. Somehow the term alone conjures up visions of stuffing Cracker Jack boxes with those famous toy surprises, or possibly selling "Tidy Green" door to door. Thank God, neither one of these descriptions applies to my situation.

I have a dual purpose as merchandiser for USHGA: first, to provide a stable line of quality goods and apparel to USHGA members (and anybody else wanting to look cool), and to make USHGA money so we can provide

more services to our members. One of the operative words in this paragraph is stable. It takes trial-and-e1TOr to achieve a stable line.

Determining what might sell can be somewhat subjective, so with 23 other amateur sports organizations in this town, I see what works for them. You sure can tell who has the bucks by the organization's merchandise order form. We lie somewhere in the middle. I have to confess that sometimes I hang out at the Olympic Training Center gift shop (which has a millionHANG GLIDING

USHGA REPORTS dollar inventory) to see what's happening, and I come out of there with plenty of ideas on merchandise and merchandising. Fortunately, our new merchandise is being accepted quite eagerly by the hang gliding community. Let's face it, if my ideas don't fly, I could find myself repairing sails in Siberia!

Every once in awhile I wonder why anybody would want to deal with this crazy world of apparel. This industry is a strange breed, where Murphy's Law is the norm. Some days,I have apparel salesmen pulling up in motor homes, eagerly wanting to show me their new "line," with racks full of everything from sweatsuits to neon underwear. Fortunately, I deal very little with these people. I prefer to work directly with the source. This cuts out the middleman, which reduces my cost and makes an ultimately better deal for you.

But that's only part of it. As a merchandiser for USHGA, I have certain guidelines for my merchandise. AMERICAN MADE! I believe in it and shall continue to supp01t it. I believe it's a good stand to take on behalf of the United States Hang Gliding Association.

But don't get me wrong, I'm willing to check out products from any part of the world.

Another guideline I try to follow is to deal with people within the hang gliding community. It's quite the self-fulfilling prophecy. A hang glider pilot/artist will give his (or her) best when working on a USHGA project.

Some of the people I deal with are Dennis Pagen, Maralys Wills, Eric Raymond and Dan

AUGUST 1990

Poynter (remember him?) to mention a few (along with the entire USHGA Board of Di rectors). But there are others in the hang gliding community I owe tremendous thanks to, for their contributions of time, talent and dedication to USHGA. Jim McCampbell, a pilot from Knoxville, TN, is responsible for that nowlegendary "Mountain Glider" design, which is our hottest selling T-shirt. This design (dare I say possible new logo) can be found on our sweaters, neon caps, key chains, frisbees (I mean flying disks), etc. I feel it's important to mention John McManus, of San Diego, who's responsible for silkscreening this colorful design onto our 100% cotton T-shirts. John has been screen printing USHGA and World Team products for several years now, and is a stable figure in USHGA merchandise.

You 're going to be seeing our beloved original logo going through a metamorphosis and appearing in bright, lively colors that are worthy of our sport (please see our color ad in this issue). This concept is my brainst01m, along with the talented hands of silkscreen artist and tow pilot extraordinaire Harold Airington, of Alamogordo, NM (where?). When you see that beautiful color decal of the Mountain Glider design you can thank Harold. I couldn't pay him enough for the quality and time he's put into that product. I must also share that thanks with Debbie Brooks-Airington, whose enthusiasm for the USHGA and hang gliding is never ending (and she makes sure Harold is equally enthusiastic when he's screening those

great decals).

I really hope you like what you're seeing.

Hang Gliding magazine will be running more "specialty ads" for our merchandise in the future. We ran our first full-page color ad in the July issue. Unfortunately, I do have the constraints of a budget. To compensate for that expensive four-color printing I will usually do the photography and ad layout myself, which saves major bucks and makes my boss (Jeny Bruning-Mr. Balance Sheet) very happy. With colorful USHGA garb in hand, I 'm bribing neighbors, friends and even my ever-loving spouse, Elaine, to model for me. Thankfully, our USHGA merchandise is so nice, USHGA "volunteer" models are usually quite willing to put up with my major productions. While I'm ranting about worldwide exposure, most USHGA models only want to know if they can keep the shirt they're modeling. And yes, that's USHGA Headquarters' very own Patti Gamara Sparks (and her glider) in the "Summer Appare!" ad!

We haven't stopped yet. Tell me, what do you think about USHGA merchandise invading your office, with official USHGA portfolios and desk clocks? How about a poster for your kids? Even if you 're no John Heiney you can look like a Master-rated pilot with your official logbook cover. Our T-shirts will take you up 15,000 feet MSL, even when standing on the ground. Check us out; you won't be disappointed. My paycheck is riding on that! •

39

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Puts you in the air and lets you feel the excitement of flying with some explosive thermaling to cloudbase over Lake Tahoe, cruising Zulu Ridge, blazing high mountain contour flying, and some fun tandem flying. Also, enjoy hang gliding music for an aerial adventure.

Pilots say: "Now I can show my friends and family what the flying experience is really like." "It's nice to tune up for flying on non-flying days."

VHS - HiFi Stereo - send $29.95 plus S3 postage and handling (NV res. add sales taxl check or money order to:

The author with the system ins!allcd on his CG 1000 harness. Standard fixed location.

by of you arc probably familiar with the story in the July 1988 issue of 1/anJi GlidinJi about two new types of ballistieally·· deployed recovery systems for hang gliders. one type. the BRS roekeHlcployed system, and the other, the Second Chan1:1: ballistic sys· tcm I flew with the Second Chantz ballistically·dcploycd system here in Reno, Nevada for about a year and found reasons to switch to the BRS rocket system. I found the ballistic system too inconvenient and too much trouble lo put on and t11ke off the glider each time l flew. I flew about four months with the BRS rocket system installed on my harness and l like the "rocket on the harness" concept I lowever, when the new "Pocket Rocket"

42

by Second Chantz was introduced. I tried out the system and have been using it sincG. With the Pocket Rocket system you can use your current hamJ .. dcploy parachute. The Pocket Rocket parachute container fits into the same area as your existing hancl.cleploy. The unit al.lachcs with vclcro onto lhc harness easily with no modifications needed. The normal chute cover on the harness is lucked under lhe Pocket Rocket pack. The rocket is located in a pocket pointing al a angle back and to the rear. The activation handle is located at the end of' the rocket pocket under a vclcro safety flap, and is easy to reach during flight. Ripcord binding has been eliminated by this direct connection to the rocket's ignition.

HANC: GUDINC:

With the sys1em, an ao,ex"roeK,ct eonnee" tion slrnp is along with a apex cover Iha! closes down the air channel and cli1ninatcs reverse inflation as tlic rocket accelerates the chute to foll line stretch, The Pocket Rocket system has three defunc\ions, The first is lo fire the within the liarrocket rrom its fixed The second option is to rnamwlly pull the system from its location, aim it away from a broken wing and fire it toward "blue sky,'' The third option is hand-deployment John Dunham, President of Second Chanlz, started hamess,mountcd rocket systems hack in 1985, The new Pocket Rocket is the resull of reedback from and 111111drcds of tests over the years, Second Cliantz now uses the slandarcl, activalcd, dual-ignition rocket motor built to military spc.:c1111ci1 'I'he aim-and-shoot option.

tions. John has de1ag11ec! the rocket launch tuhc to he much more compact, and has also added a pnJtcctivc cap on the end that keeps 11m rocket !o·"PH1ra1;J11.1tc conncc1 ion cables always out of the way, For those of you who have n BRS rocket system, I recommend !hat you make sure your rockcHo-paraclrntc lines arc not in front of the rocket path, They co11ld possibly be hit by the rocket them lo be severed, I used rubber hands on mine lo pull the lines off to the side.

Second Chantz has already introduced a paraglidcr recovery syslcm using the same features as the hang glider system.

Smith, 1988 U ,S, national paragliding champion flew with the first paragliding prototype system in lhe World Paragliding Championship, in Kiissen, Austria last July, Greg has since taken up hang gliding and is the Pocket Rocket sales rep for Second Chanlz, A UC UST ] 990

The hand-deploy option.

John Dunham grotmd testing the Pocket Rocket paraglider syslcm. Photo by Clydl! Blincoe,

has done several deployments or 1hc paraglidcr system, one with a collapsed paraglidcr at BOO feet, One of the draw hacks that l have cncoun, tercd with this new system is ihe fact that you will lose J · J/2 inches of' control bar clearance, An advantage of this system over the BRS is that you eliminate the possibility of hanging up tile BRS rocket on your side back flying

wire during flight There arc also no cables to route, no holes to punch in your harness for rocket installalion and it can be easily changed from one harness lo another, The Pocket Rocket also packs up more easily in your harness bag for t ransporL I have found the Pocket Rocket to be a major improvement over hand-deployed, hal"" listic, and the BRS sys1cm Ill

43

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HANG GLIDING 101

Awareness © 1990 by G.W. Meadows

illustrations by Dan Sutherlin

Okay gang, we've spent the last two months working on launching and landing. This month we get to do some actual in-the-air practice, and will work on our in-air awareness.

What's that you say? You're plenty aware when you're flying? I beg to differ. I'd venture to say that all of us diver drivers could stand some improvement in this depmtment. I fly with pilots of all levels of experience-from fledglings on their first mountain flights to weathered old birds who have spent years of their lives wheeling through the sky-and I have some tips in this issue that can make the time you spend in the air much more enjoyable.

CROWDED SKIES First we must keep in mind that I now reside in the carbon-monoxide capital of the world, beautiful Southern California. Here we have an incredible number of pilots who all want to fly at a constantly shrinking number of sites.

More often than not this creates crowded skies.

The more crowded the skies, the much more likely that two gliders will end up wanting to occupy the same space at the same time, and (as San Diego club president Ralph Bezanson would say) this is not a good thing! Although you may not live in an area that has you close enough to floss another pilot's teeth while flying, it's a good idea to always be working on awareness so you'll be ready when you do get into crowded skies.

Much of my flying in general, and a fair amount of the thermaling I do, is with the Hang Gliding Center's students. We spend plenty of time telling them what to do and what not to 46

do. However, when it comes right down to it, you just can't teach awareness. It's something that the pilot has to work on himself.

The problem I have found when thennaling with many people is lack of eye contact.

How often has this happened to you? You're working your way up in a the1mal with another pilot, and every time you get a glimpse of his face he's looking straight ahead-while turning! It's a very unsettling feeling. It's very possible that this pilot is fully aware of all

that's going on around him, but he's not making you feel very comfortable. It's very important to make other pilots you 're flying with feel at ease. I suggest that while thermaling with another pilot to not only look his way, but to square your whole face up in his direction. You may know how aware you are of him, but he doesn't know you're a highly-skilled and incredibly aware, awesome dude.

I was in the air a few months ago when two of my friends had a mid-air at Torrey Pines in San Diego, California. The sky was completely overcast that day and the lighting was poor. The clouds had created a "flat light" scenario that is all too familiar to snow skiers.

This lighting condition reduces the contrast between objects and makes them not as easy to see. Skiers have special goggles for this condition that allow them to distinguish the moguls better. On this particular day I was looking right at one of the pilots when he collided with the other guy. I never saw the second pilot until a split second after impact. I suppose if I had been really aware, I would have noticed both pilots before the impact. They were both approximately 150 yards directly in front of me, yet I only saw one of them until it was too late.

My whole point is this: certain conditions require a higher level of awareness. Much as driving on a rain-slickened highway requires more concentration than does driving on a bright sunny day, so do certain conditions call for a higher degree of awareness while flying.

ST AYING IN RANGE OF THE LZ Other pilots are not the only thing we must be aware of when flying. Many a pilot has had the HANG GLIDING

HANG GLIDING 101 WARNING: The Instructor General has determined that using the information contained in this article without the assistance of a USHGA-certified instructor can break or kill you.

Seek professional help! experience of thinking only of the flying itself, and not the entire flight in general, and found himself too far away from the landing field.

Plenty of my fellow pilots back home (where trees come from) have spent too much time working small pockets of sink, gotten too low, too far from the LZ and ended up knowing all about the workings of a chain saw. Had these unfortunate pilots been more consistently aware of their position in relation to the landing field, the remainder of their day would have been much more pleasant. Always keep your intended landing field's location, and the glide angle required to reach it, in the back of your mind. Never let yourself "get lost" in terms of where the landing field is relative to your position at any given time. This is referred to as spatial disorientation. If you find this happening with any regularity you need serious work on awareness while flying.

WIND Another thing you should be more aware of during a flight is the direction of the wind. We have a site on the U.S./Mexico border that has several launches facing different directions.

We take our students to this site on a fairly regular basis, but most of the time it's blowing out of the south. Obviously, we use the southfacing launch and soar the south-facing ridge.

Well, just around the corner is a west-facing launch with a small west-facing ridge. Recently, a new San Diego pilot launched from the west launch (into a stiff west/northwest wind), soared around a little while on the westfacing ridge, and then decided to go around the corner and "soar" the bigger south-facing ridge.

Well, obviously the wind would be coming slightly over the back on the south-facing slope, and hopefully you were able to predict the problem right away. To tell you the truth, I know that if I had given this same scenario to him before he had made the flight, he would have instantly recognized the mistake and its seriousness. Unfortunately, he made this misAUGUST 1990

take simply because his awareness batteries were not fully charged during the flight. (By the way, he walked away from the wreckage.)

Being aware of the direction of the wind applies to this scenario and to many others, such as flying downwind of trees, buildings and other objects that will create a rotor. Wind direction can also play a big part in how you approach your landing area. Stay aware of the wind's direction.

In addition to being aware of the direction of the wind it is also important to be aware of the wind's velocity while flying. Many decisions will be made during the flight based on

"My whole point is this: certain conditions require a higher level of awareness.

Much as driving on a rain-slickened highway requires more concentration than does driving on a bright sunny day, so do certain conditions call for a higher degree of awareness while flying, II

the strength of the wind. You will decide how far behind the mountain you can drift in a thermal, depending on how hard the wind is blowing. A safe bet is to only drift back at a 45° angle or less from the front of the mountain. A 45° angle gives you a 1: 1 glide back out to the front of the mountain, and is a good rnle to follow during your first 50 hours of thennaling flight. The wind velocity will also determine at

what point you should leave the ridge to head out to the landing field, and will influence your decision as to the type of landing approach to use. Many other equally important decisions will be made based on the wind speed, so it is important that you be constantly aware of it.

So, what are a few things you can do in general to increase your awareness during flight?

1) When you're flying straight and level you should scan the sky from left to right periodically, and not just with quick glances.

Very often gliders can get "lost" in the ground clutter, which makes them very hard to see unless you look in that direction for a couple of seconds to detect glider movement.

2) If you will be passing close to someone make sure that you not only look at them, but that you square up your whole face in their direction Uust like when theimaling). This way they will know that you see them.

3) While thernrnling, two thirds of your time should be spent looking out toward the wing tip in the direction of the turn, and the remainder of your time should be spent looking up and around. Time spent looking at your vario or altimeter should be kept to an absolute minimum.

4) While flying notice the direction and speed of your drift. This will make you more aware of the wind direction and velocity.

5) Certain conditions should turn on the little warning light in your head, signaling that more awareness is necessary.

Being aware will make your flight much more relaxing, and will give you more confidence in your flying. Most of all, a higher level of awareness may save your life, or the life of a fellow pilot. Work on it.• This month's tip: One of the things that makes our sport so wonde1ful is the many things we have in common with the birds. Fly like a bird-LAND ON YOUR FEET!

47

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TOUGH

COMPETITION CORNER The Great Race Lookout Mountain Flight Park's Annual Great Race is a cross-country ridge run of 22 miles round trip from launch to the n01themmost point of Lookout Mtn., Tennessee and back. This year the race was scheduled for Easter Weekend, April 14-15. Pilots began arriving early in the week to get an edge by warming up for the event. As usual, the weather deteriorated as the weekend approached!

As the first day of the race arrived so did the rain and the tailwind. However, this did not put a damper on the spirit of competition. Most of the pilots and friends gathered at the landing field for some intense games of volleyball, hackysack and, of course, the customary war stories. Everyone had worked up quite an appetite by that evening for the Great Race banquet. There was plenty of food and traditional beverage and pilots had a chance to socialize and talk shop with Jean-Michel and Kenny Brown from Pacific Airwave. Scott Gressitt and Mitch McAleer from UP along with Paul Voight for Wills Wing put together a fascinating slide presentation.

Sunday, the second day of the race, dawned clear and sunny. The weather did exactly what the forecast said it would (imagine that!). Conditions were perfect. After an 11 :30 a.m. briefing the race was on!

The first official launch took place at 12:46 p.m. It seemed to take the pilots forever to get to the Point. When the first glider finally arrived, the officials were wondering if the pilot had missed the briefing as he slowly descended to the valley below and landed. Other gliders soon appeared, were flagged by the officials and departed, en route back to the flight park.

The initial task completion times were well over one hour. As the day progressed the conditions improved, as did the completion times.

Mike Dance, from Lilburn, GA, flying an Axis, was the pilot to beat with a time of 41 minutes.

But, as early evening approached and the air smoothed out, Mike Barber, from everywhere, screamed past the finish line in his Magic Kiss to take the lead with a time of 39 minutes.

Later that evening the awards were presented in the landing field upon receipt of the official results. The end of a pe1fect day!

Pilot Mike Barber Mike Dance Jim Prahl AUGUST 1990

Time 39:48 41:59 47:39

Glider Magic Kiss Axis 15 Falcon

Ken Brown 47:88 Mark Bolt 49:37 Steve Karafyllakis I: 11 :04 Les Nicholas 1:15:32 Doug Barnette 1:21:28 Dave Curry 1:21:83 Greg Heckman 1:24:30 Mitch McAleer 1:41:00

Magic Kiss Sensor Axis 15 Magic Kiss Formula HPAT Axis 15 Cornet III

Region IX Championship

by Pete Lehmann The 1990 Region Nine Championship was again conducted as a two-month-long, open distance cross-country meet. Contestants could launch from any site in the Region on weekends during April and May. Their three longest flights would then be totalled to dete1mine the winner.

Unfortunately this spring provided such appalling cross-country flying that the contest's winner was the only contestant to total more than 100 miles in three flights. Last year six pilots had better than 100 miles, with the winner getting well over 200 miles. This year few pilots could even count three flights during the entire two-month duration of the contest.

Of the 45 entrants, 15 pilots registered flights, including three Rookies.

The Rookie Class winner is Art Barrick who exploited his proximity to The Pulpit to total 16.5 miles in two flights from that site. As the only other Rookies to enter flights, John Pesch and Christy Huddle take second and third places respectively in the Rookie Class.

Christy is also notewmthy in being the only woman to register a flight in the contest.

The overall winner of the 1990 Region Nine Championship is John Woiwode on a Kiss. He had the second longest individual flight, a 70-rniler from Massanutten Mt. to

Woodbridge, VA as well as 32.5- and 15-mile flights for a total of 117 .5 miles. Pete Lehmann on an HP-AT took second with a total of 97 .5 miles in two flights, one of 58 miles from The Fairgrounds at Cumberland, MD. Third was a newcomer to the cross-country ranks, Ron Dively, who totalled 89 miles in three flights in Central Pennsylvania. This included two flights from Jacks Mt. and one from his "personal" site at the Brickyard in Alexandria, PA. Flying a Foil, Ron has shown rapid progress in his cross-country flying over the past two years and is likely to become a force to be reckoned with if he can keep it up. Fourth is last year's winner Tony Smolder who again had the contest's longest flight, but this year he did not get a single other one to add miles to his total. The long flight was an outstanding 83 miles from Zirks, his favorite site, to Catharpin, VA. Of the other flights entered, the most notable was Dave Deming's 35-mile site record from Daniel's Mt., VA. The guy flies once this year, and sets a site record. We may all be lucky that he doesn't get out more often.

Place Pilot 1. John Woiwode 2. Pete Lehmann 3. Ron Dively 4. Tony Smolder 5. Mark Dunn 6. Randy Leggett 7. George Stebbins 8. Jim Rowan 9. Dave Deming 10. Danny Brotto 11. Larry Huffman 12. Art BatTick 13. Pat Brooks 14. John Pesch 15. Christy Huddle

Miles 117.5 97.5 89 83 76.25 60 49 38.5 35 33 32 16.5 12 11 8.5

Glider Kiss HPAT FoilB Axis 15 HP Sport Sport Sport Axisl3 XS Kiss Bitty Sport

NOW YOU CAN HAVE THE ULTIMATE CAMERA SETUP! There you are, cruising at 16,000 feet. What a view! Then you think, "If only I could take a picture of this for my friends to see." With this new camera, you can!

• Auto-focus • Auto-advance • Ultrasound Remote • Auto-flash • Built-in wide angle lens • Low Cost • Light weight (7 ounces) • Parts & Labor Warranty • Auto-exposure No wires to run, no LED triggers to have to line up perfectly, and no counter-balancing necessary! The camera "listens" for the remote. It's not only easy, but fun to use! And one of the best features is the price! We bought a bunch and got a great deal, so you get the savings!

Camera $169 (retail $230) Remote $30 EZ Mount $12 Battery $15; Shipping $5 For more information Call : (714) 894-7143

Send your check or money order to: Cindy Gall c/o Semicoa 333 McCormick Avenue Costa Mesa, CA 92626

GET YOUR PICTURE IN THE USHGA CALENDAR!

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CLASSIFIEDS ADVISORY: Used hang gliders should always be disassembled before flying for the first time and inspected carefully for fatigued, bent or dented downtubes, ruined bushings, bent bolts (especially the heart bolt), re-used Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with noncircular holes, and on Rogallos, sails badly tom or tom loose from their anchor points front and back on the keel and leading edges. If in doubt, many hang gliding businesses will be happy to give an objective opinion on the condition of equipment you bring them to inspect. Buyers should select equipment that is appropriate for their skill level or rating. New pilots should seek professional instruclion from a USHGA-certified school.

ROGALLOS AXIS 15 -Two hours A. T., custom sail, will send photo. $2,500 OBO. ED (714) 773-1658.

DELTA WING Xi80 - Great condition, double surface, white/blue with specdbar $550. (203) 531-1442, eves.

TWO DOUBLE SURFACE GLIDERS - Airstream harness, chute, vario $875. Lake Tahoe, NV (702) 831-6415.

DREAM 165 - Cloudbase Harness with chute, vario, he!met, all great condition. $1,600 OBO. (608) 756-4869.

LIGHT DREAM 145 - Zero hours, beautiful, $2,100.

GTR 175 <50 hours, excellent condition, $2,200. extras.

(714) 783-4429.

185 SUPER DREAM - Pink and green, faired downtubes and speedbar. Less than 20 hrs., matching Eric Raymond harness, chute and helmet. Afro 8,000 cross country. Total package $3,000 OBO. (214) 987-9944. l80 ATT ACK DUCK - Red, white and blue. Good condition, $400. (714) 722-8001.

DUCK 160 - Very clean, Spectrum sail, new wires, speed rail, speedbar, $5500BO. (415) 841-0315.

MAGIC KISS - Like new, 5 hrs., $2,500. New $2,700.

Will split shipping (509) 627-3624.

MAGIC Jll 166 - V.G., 4.4 sail, spare airfoil, downtubes. $750. (201) 852-0211.

HARRIER 147 - Very good condition, low airtime, perfect for small pilot. Mary (415) 641-5591.

HARRIER 147 - Good shape, blue, gold and white. High energy cocoon harness, 22 chute, Roberts vario-altimeter and helmet, $1,395 OBO. PHOENIX POD harness with bag. Blue, medium, like new, $295 OBO. (805) 488-7872 or (714) 624-7856.

HAVEN'T GOT $4,000 FOR A NEW GLIDER??? Let Cindy's "Magic Wand" give your sail a face-lift! Call: L/D (303) 440-3579. Check out our selection of QUALITY PRE-FLOWN GLIDERS! HP-AT 158- Wills Gliders, 60 hrs., $2,400. Two HP-2's, newer one, $800, faired tubes, new bag. Older glider, $600, Pete (412) 661-3474.

HP 1-1/2- Excellent condition, red L.E., yellow undersurface $550. (415) 969-0177.

HP 1-1/2 - Blue/White, above keel hang point, extras, good shape. $630 or trade for tandem glider. Andy (602) 774-2320.

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162 WORLD BEATER GTR - King post hang, great shape. $1,000. Sensor B, $500. Kevin (415) 934-2189.

MAGIC IV 177 - Race, excellent condition, $1,000. (503) 388-0752.

WANTED - Eipper Quicksilver, reasonable condition. Call Randy (714) 680-4963.

MAGIC IV 177 - Full race, 20 hrs. Perfect condition. $1,500. (503) 245-3047 collect.

WANTED - Used hang gliders and accessories in good condition. Action Soaring Center (209) 368-9665.

144 LITE MYSTIC - All it needs to be full race is VG. Must sell! $2,800. Connie (602) 275-8683.

WANTED- Used hang gliding equipment. Gliders, instruments, harnesses and parachutes. Airtime of San Francisco, 3620 Wawona, San Francisco, CA 94116. (415) SKY-1177.

NEW GLIDERS - Best Prices! Pacific Airwave, Wills Wings, Seedwings, Delta. Silver Wings (703) 533-3244.

RA VEN 209 -Sail still crinkles. Excellent condition, new bag, whee1s. Extra set down tubes, new side flying wires and extra set, harness, $750.00. (415) 222-1830.

SENSOR 510 B - "C" conversion, full race, extra down tubes, excellent condition. Sacrifice $1,000. HP AT - JO hours new, $3,000. HP I -flies great, $500. (717) 476-6645.

SENSOR 510 B VG - 1988 3/4 Race, "C" conversion, Lt. blue L.E., blue/yellow lower surface. $1,500. (608) 8335515 evenings.

SENSOR SlO B VG - Full race, with compensator, low hours, blue L.E., rainbow under surface, Kellar pod harness and parachute, $1,600 OBO. (913) 441-3757 eves.

SENSOR 5 JO B VG - 3/4 race, superior performance, excellent condition, $1,500. (718) 539-1150.

HP II Racer, 1989 - Clean, low hrs., extras, fluorescent yellow-green wedge. $2,000 or trade for 220 Dream. (818) 355-1622.

MAGIC KISS - All features plus neon leading edge and undersurface. Flies great and straight. Like new. $2,500.

(201) 852-0211.

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SENSOR 5 IO C - Full Race, $2,000 OBO. (801) 359-6036 Bob. SENSOR 510 C-Full mcc,pig-tail, big tail fin, Xtcnd half ribs, like new, $2,900. (615) 949-2301 (Tenn.)

SKYHA WK 168 - 40 hrs., W.W. Fly Lite deluxe with chute, Bell helmet. $1,200 OBO. Floyd (CA) (805) 8342071 after 5:30 p.m.

SKYHAWK 188 - Good condition. $925. Wills Wing cocoon, chute $475. (303) 728-5214.

SPORT 150 - Rainbow Spectrum, excellent condition, $2,000. Parachute, $200. Roberts harness, small, $75.

Robertson's Vario/altimeter, $100. Flight Designs helmet, $25. Mark (916) 244-3079.

SPORT 167 EURO. - Excellent condition. Custom sail w/ spectrum cloth. $1,700. (513) 236-2436.

SUPER LANCER - With new bag, good condition, $500 OBO. (904) 478-5368.

VISION 16 - Low time, great condition, $1,000 OBO. (408) 423-2094.

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HP 1-1/2 - Very good condition. Low hours, looks and perfom1s great. $750 OBO. Ken Pasterkiewicz (619) 2844765.

VISION 18 - Gorgeous purple and rainbow, low hrs., EZ launch/land. Matching harness and chute, $795 glider or $1,050 all. (708) 869-1987, eves.

MAGIC IV 166 - V.G., speedbar, surfcoat L.E., faired tubes, 4.4 oz. M.B., excellent condition $1,400. (818) 3579479.

SENSOR 5 JOB VG - $ J, 100. John Olson (916) 546-7438.

GTR 162-red/white. $1,200. OBO (219) 654-3419/(219) 236-3340 Mike Haas, IN.

VISION MK IV 17 and 19- 3DCG, camera zippers, trilam L.E. $1,935 ea. Test flown only, shipped anywhere. (303) 750-3226.

VISION MK IV 17 - Excellent condition, lots of extras, $1,800. Parachute, brand new, $300. Alex (818) 785-2831.

VISION MK IV 17 - Speed bar, camera pockets, harness, chute, Litek vario, digital altimeter, $2,200 for all. (702) 831-7908.

VISION MK IV 17 - 1989, full race, custom full length rainbow, zippers, $1,600. Paul (714) 676-4425.

COLORADO HANG GLIDING (303) 278-9566 24 hours Comet III 185 Intro Price .......................... $2,600 Magic Fomrnla Intro Price ........................ $2,700 Magic KISS Demo Price ........................... $3,100 Magic Fommla Demo Price ...................... $2,390 Vision MK IV 17, 19 <3 hrs ...................... $1,925 Lt. Dream 185, 205 < 15 hrs ..................... $1,480 Lt. Mystic 177, 188 <20 hrs ...................... $1,100 25 used gliders $500-$1,800 MC, VISA, Discover, AMEX, accepted.

All equipment guaranteed and shipped anywhere.

GOLDEN WINGS (303) 278-7181 Vision MK IV 17, 19 Demos, (like new) ... $2,050 VISION 19 (USED) (EXCL COND) .......... $1,800 Sport 167 Euro. Demo. (exec. cond.) ......... $2,700 SPORT AMER. 167 (IO HRS) ................... $2,000 HP-AT, Dcmo .............................................. $3,200 PROAIR 180 ............................................... $650 Magic 3 ........................................................ $700 ATLAS 176 ....................... ......... ., .. .......... $475 POLARIS (SMALL) ................................... $600 DUCK 160 ................................................... $600 CGIOOO HARNESS (NEW) ........................ $485 THE HANG GLIDING CENTER Magic Formula In stock .... ............. .. ......... New Magic KISS ................................................. New Magic KISS Like new ................................ $2,500 150 Sport FR 63" CB ................................... $1,900 167Sport ..................................................... $1,400 HP AT In stock ........................................... New Demo HP AT. Custom lettering, almost new, immediate delivery .................. $3,500 Sport 167 AT In Stock ............ ............ .. ... New Magic Ill 166 Great Glider ......................... $1,200 Vision MK IV 17/19 In stock ..................... New Vision MK IV 17/19 Used ....... ........... ..... $1,200 229 Raven Used ......................... .. ........ .. ... $700 Equalizers Used S/M ................. .......... ..... $425 CG 1,000 M Like new ............ ............. ..... $450 4206-K Sorrento Valley Blvd., San Diego, CA 92121. We have instruments and parachutes in stock (619) 450-9008. *Special travel incentives on some glider purchases.

KITTY HA WK KITES USED GLIDERS FOR SALE Esprit 18 ........................ ............... .............. $500 Dreams 165 to 220 ........ ............... .............. $1200-$1500 Skyhawk l 88 (Demo) ... ............... .............. $1700 Moyes Mission (Demo). .............. .. ............ $1600 Mark IV 17 .................................................. $1500 Axis (as is) ..... ...... .......... ........................... $2200-$2500 Magic Kiss ................................................... $2500 Eclipse 17 .................................................... $1500 Raven 209 .................................................... $700 Javelin 208 ................................................... $625 Dealer for Pacific Airway, Wills Wing, UP, Moyes, and High Energy Sports. Mast Air and other accessories in HANG GLIDING

CLASSIFIEDS stock. TEST FLY YOUR NEXT GLIDER WITH OUR ATOL SYSTEM. Call KITTY HA WK KITES I-800-334-4777, Nags Head, NC SEQUATCHIE VALLEY SOARING SUPPLY Sales - Rentals - Instruction - Repairs (615) 949-2301 Dream 165 - with wheels. Dbl. knee-hanger, spare tubes, low hours ..................................................... $1395 Dream 220 - neon - demo ............................ $2395 Dream 240 - custom sail .............................. $2495 Raven 209 - real good condition ................. $ 675 Sport 150 - beautiful .................................... $2895 Sport 180- low hours .................................. $1995 HP AT - hot demo ....................................... $3295 Vision 18 - great shape ................................ $ 895 GTR 162 - real clean ................................... $1695 XS - very nice, almost new .......................... $2295 High Energy POD - new .............................. $ 399 Cloudbase cocoon - new .............................. $ 325 Great deals on all Wills Wing, Scedwings, Delta Wing, High Energy sports products and lots n1.0re!

RIGID WINGS FLEDGE Ill -

6 hrs. T.T. $900. (415) 728-7709 SCHOOLS AND DEALERS

ALABAMA LMFP - Two hours from Bim1ingham (see our ad under Tennessee.) (404) 398-3541.

ALASKA ADVENTURE WINGS - Come tow over wilderness. Fly among Nm1h America's highest peaks. Hang Gliding, Parru:!i.diru:, Tours, Towing, Tandem, Sales, Certified Instruction. Live the Alaskan Adventure! (907) 455-6379. P.O. Box 83305, Fairbanks, AK 99708.

ARIZONA ARIZONA WINDSPORTS -Largest hang gliding center in the Southwest. Lessons utilizing the world's first manmade trainer hill. All our sites face every wind direction.

Highest percent of flyable snrdent days in America. Dealer for Pacific Airwave, Wills Wing, High Energy, Ball and Seagull classic parts. 1327 E. Bell De Mar Dr., Tempe, AZ 85283 (602) 897-7121.

ARKANSAS SAIL WINGS HANG GLIDING - Certified Instruction.

Agent for Pacific Airwave, C.G. 1000. Soar 600' Haney's Point! 1601 N. Shackleford #131-4. Little Rock, AR 72211 (501) 224-2186.

CALIFORNIA ACTION SOARING CENTER - In Lodi Near Stockton.

Personalized USHGA Certified Instruction, sales, and service. Emphasis on special skills and technics, T.O. & L. Major brands of gliders & accessories carried. 1689 Armstrong Road, Lodi, CA 95242 (209) 368-9665.

AIRTIME OF SAN FRANCISCO - Hang Gliding & paragliding. Lessons -sales - service - rentals. UP, Pacific Airwave, Seedwings, Wills Wing, High Energy, Pro Designs, Hi Lite, Condor and more. Large selections of secondhand equipment. Certified instmction (USHGA & APA).

Next to Fort Funston, 3620 Wawona, San Francisco, CA 94116. (415) SKY-1177.

AIRTIME UNLIMITED-SOUTHLAND HANG GLIDING SCHOOL - Pacific Airwave gliders in stock. Tandem instruction, A TOL towing. We need your used glider tradeins. c/o David Engel, 19046 Singing Wood Cir., Trabuco Canyon, CA 92679 (714) 589-0109.

CHANDELLE HANG GLIDING CENTER - USHGA Certified school., 1l1e best damn hang gliding shop in the world. Dealers for Wills Wing, Pacific Airwave, Delta Wing, Moyes, Seedwings and High Energy. Five minutes from Fort Funston. 488 Manor Plaza, Pacifica, CA 94044. (415) 359-6800.

HANG FLIGHT SYSTEMS - DIRECTLY across the street from WILLS WING. DEMOS and rentals available to qualified pilots. HP-AT small, medium & large SportAT's, Kiss, Mark IV, Genesis, Dreams and Axis. FLY 'EM ALL and decide what you like. We sell and service all major brands of gliders and accessories. USHGA certified XC clinics and training program. 1202 E. Walnut, Unit M, Santa Ana, CA 92701 (714) 542-7444 Near Disneyland.

HANG GLIDER EMPORIUM - The best training hill in the west is in Santa Barbara, a hang gliding VACATION PARADISE. High quality PERSONALIZED instruction focusing on the skills that most affect your SAFETY. Call for vacation info and glider inventory. Tues.-Fri. 10-5, Sat. 10-4. 613 N. Milpas, Santa Barbara, California 93103 (805) 965-3733.

HIGH ADVENTURE- Full service facility located on site at Southern California's famous mile high mountains, Crestline. From sand hill to XC thermal flying, our 20 tandem accelerated training program is quick and thorough.

Instructor Rob McKenzie. Dozens of new and used gliders for sale or rent. Other services include, weather information, mountain shutt]c, towing seminars, XC trips, repairs, ratings. (714) 883-8488.

THE HANG GLIDING CENTER - Located in beautiful San Diego. USHGA instruction, equipment rentals, local flying tours. Spend your winter vacation flying with us. We proudly offer Wills Wing, Pacific Airwave, High Energy, Ball and we need your used equipment. 4206-K Sorrento Valley Blvd., San Diego, CA 9212 l (619) 450-9008.

MISSION SOARING CENTER - Serving the flying community since 1973. Complete lesson program with special attention to quality take-off and landing skills. All major brands of gliders, parachutes and instruments sold. Sail repair and air frame service available. l l 16 Wrigley Way, Milpitas, CA 95035. (408) 262-1055.

NATURAL HIGH SPORTS - Lessons, equipment, jewelry. Debbi Renshaw-Annenta, P.O. Box 361, Running Springs, CA 92382. (714) 867-7961.

PINE CREST AIR PARK - Landing area for Crestline.

Launch info. for schools, lodging, area flying sites. Contact Juanita Jackson evenings at (714) 882-4803.

SILENT FLIGHT - Located in beautiful Mt. Shasta.

Towing, lessons, tandem flights, sales, service and a lot of fun fly'n! Dealers for all major brands. (916) 938-2061.

DESERT HANG GLIDERS - USHGA Certified School.

Supine specialists. 4319 W. Larkspur, Glendale, AZ 85304.

(602) 439-0789, 938-9550.

IUSHGA CLASSWIEDADVERTISING ORDER FORM- - - 40 cents per word, $4.00 minimum.

Boldface or caps $.95 per word. (Does not include first few words which are automatically caps.) Special layouts or tabs $22 per column inch. (phone numbers-2 words, P.O. Box- 1 word) photos-$25.00 line art logos-$15.00 Dead Iine-20th of the month, six weeks before the cover date of the issue in which you want your ad to appear (i.e., June 20 for the August issue).

Prepayment required unless account established.

Please enter my classified ad as follows:

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Section(pleas~ircle) Rogallos Emergency Chutes Parts & Accessories .

E Business & mp Ioyment Miscellaneous

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- - - - - - - Schools and Dealers Ultralights Rigid Wings &o · · p bl' · u 1cat1ons rgan1zat1ons

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,

Begin with 19_ _ issue and run for consecutive issue(s). My check O, money order O, is enclosed in the amount of

$_ _ _ _ __ NAME: _ _ _ _ _ _ _ _ _ _ _ _ _ __ ADDRESS: _ _ _ _ _ _ _ _ _ _ _ _ _ __

Number of words: Number of words:

@ .40 = _ _ _ _ __ @ .95 = _ _ _ _ __

PHONE:_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~

~ : b : ~Months: _ _ _ _ USHG~~-Box8300,Col~adoSpring~C080933(72__:_)632-8300 _ _ _ _ _ _ _ _ _ _J AUGUST 1990

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CLASSIFIEDS SKYDANCE PARAGLlDING COMPANY -San Francisco's premier paragliding school. Advanced APA certified instruction, sales, para tours. Supplier of new, used and demo equipment by Pro Design, Hilite, Firebird and UP. Best prices - We ship anywhere in the U.S. 250 Alpine St., San Rafael, CA 94901, (415) 456-PARA. TORREY FLIGHT PARK, INC. - At the launch of the world famous Torrey Pines Glider Port, one of San Diego's highlights! Unmatched convenience for pilots and spectators. Refreshments and souvenirs at the Clifflianger Cafe.

Certified Training program featuring tandem soaring lessons. New, used, rental and demo equipment by Delta Wing and UP. 2800 Torrey Pines Scenic Drive, La Jolla, CA 92037 (619) 452-3202.

TRUE FLIGHT CONCEPTS - USHGA Certified lnstrnction, Sales & Service. Become a better pilot in less time with our small personalized classes & tandem instrnction. Our head instructor has over 12 years teaching experience. Only minutes from our local Kagel Mountain flying site. 13243 Gladstone Ave., Sylmar, CA 91342. (818) 367-6050.

WINDGYPSY - USHGA Certified school specializing in personalized tandem flight training. Full service sales & repair facility in Lake Elsinore - call for site info. Wide range of new & used gliders & flight accessories in stock.

Mexico Hang Gliding Tours. Paul Bums, 33041 Walls St., Lake Elsinore, CA 92330 Phone (714) 678-5418; FAX (714) 678-5425.

WINDSPORTS SOARING CENTER - Los Angeles' largest and most complete school since I 974. We specialize in personalized tandem instruction, sales and repair. Spend your winter vacation flying with us! 16145 Victory Blvd., Van Nuys, CA 91406 (818) 988-0111. "Professionals You

NEW YORK

FLORIDA

MIAMI HANG GLIDING, INC. - Certified instructor specializing in personalized flight training. Full service sales and parts for all gliders, makes and models. For more info.

Call (305) 667-2392 or (305) 962-6968.

LOOKOUT MOUNTAIN FLIGHT PARK - See ad under Tennessee. (404) 398-3541.

GEORGIA BALLOON FACTORY INC. OF SAVANNAH - Offering Pacific Airwave gliders and accessories. Also center of mass towing and instruction: 824 E. DeRenne Ave., Savannah, GA 31405. (912) 354-3039 or (912) 756-2696 after 6:00 p.m.

LOOKOUT MOUNTAIN FLIGHT PARK under Tennessee. (404) 398-3541.

See our ad

FLY HIGH HANG GLIDING, INC. - Serving S. New York, Connecticut, Jersey areas (Ellenville Mtn.). Area's EXCLUSIVE Wills Wing dealer/specialist. Also all other major brands, accessories. Certified school/instruction.

Teaching since 1979. Area's most INEXPENSIVE prices/ repairs. Excellent secondary instruction ... if you've finished a program and wish to continue. Fly the mountain! ATOL towing! Tandem flights! Contact: Paul Voight, RD 2, Box 561, Pine Bush, NY 12566, (914) 744-3317.

SUSQUEHANNA FLIGHT PARK - Cooperstown, NY. Certified Instruction, Sales and Service for all major manufacturers. 40 acre park, 5 training hills, jeep rides, bunk house, camping, hot showers, 600' NW ridge. We have the best facilities in N. New York state to teach you how to fly.

RD 2, Box 348A, Cooperstown, NY 13326, (315) 866-6153.

HAWAII MAUI SOARING SUPPLIES - Sport, Mark IV, Magic Kiss. Rentals, guide service, advanced instruction. Closed Feb., Mar., Apr. Box 780, Kula, HI 96790. (808) 878-1271.

IDAHO

Can Trust! 0

TREASURE VALLEY HANG GLIDING- USHGA CF!, COLORADO

AAA MOUNTAIN WINGS HANG GLIDING CENTER AND FLIGHT PARK - Base of ELLENVILLE MTN. Four exclusive training hills. Area's only dealer for Pacific Airwave, UP, Seedwings and Delta Wing with demos in stock. We are the largest, most complete H.G. accessory and repair shop of its kind in the country. Many new and used gliders in stock. R/C supplies and kits, Ultra Pod camera systems. VISA and MASTERCARD accepted. Stop in and get your flight pass and gate combo. 150 Canal St., Ellenville, NY 12428. (914) 647-3377. In N.E. 1-800-5257850.

THERMAL UP, !NC. - Most complete hang gliding shop in area. Located on top of Ellenville Mountain. USHGA Certified Instructor and Observer. Concentrating on hang gliding instruction with emphasis on launching and landing techniques. Dealer for all major brands. Offering expert sales and service with lowest price in area. Large mail order inventory. Tom Aguero, P.O. Box 347, Cragsmoor, NY 12420. (914) 647-3489.

service/sales, PacHic Airwave, UP, American Windwright,

COLORADO HANG GLIDING - USHGA Certified School, dealer all brands. Towing and paraglider inst. Bell helmets. (303) 278-9566.

La Mouette, I 1716 Fairview, Boise, ID 83704. (208) 3767914.

ILLINOIS

COLORADO WIND PARK - "Come up for Air!" Sales, service, complete instruction on our 500-foot, 360-degree training hill. $ I 0/day lodging. Dealing all brands. PO Box 94, Hartse!, Colorado 80449. (719) 836-2240 (weekends only) or (303) 762-6505.

RA VEN HANG GLIDING SCHOOL - Largest and most popular in the Midwest. Traditional curriculum, ridge soaring, mountain clinics, tandem by Brad Kushner. Sales/ service/accessories for all major brands. 300 N. Green Bay Rd., Waukegan, IL 60085 (708) 360-0700.

EAGLE'S NEST School of Hang Gliding- USHGA certified school.

Dealer for Delta Wing, Pacific Airwave and Wills Wing.

P.O. Box 25985, Colorado Springs, CO 80936. (719) 5940498.

MICHIGAN

GOLDEN WINGS - Sales, service. USHGA certified instruction. Tandem Towing Instruction. Dealers for Wills Wing, Pacific Airwave, Delta Wings, Moyes, UP. ClinicsSoaring, Parachute, Instructor, Mtn. Tours, Towing. I IDS Miners Alley, Golden, CO 80401. (303) 278-7181.

PRO HANG GLIDERS - Serving since 1978. USHGA certified flight school. Towing specialist. Step-towing or lhermal-!rolling for qualified pilots. Beginner through advanced lessons. Observer. Wills Wing, Bennett, Manta.

Contact Norman Lesnow, 569 W. Annabelle, Hazel Park, MI, 48030. (313) 399-9433.

T-N-T HANG GLIDING, INC. - Know how to fly? Want to Iearu to fly? Come see Michigan's first ATOL launch system in action. (313) 382-3977.

L/D ENTERPRISES - Frame and sail repair; Parts and accessories, Cindy Drozda, 5000 Butte #183, Boulder, CO 8030 I (303) 440-3579.

NEVADA

PEAK PERFORMANCE PARAGLIDING SCHOOL Paragliding instruction/equipment sales. P.O. Box 213, Crested Butte, CO 81224. (303) 349-5961.

ADVENTURE SPORTS - Spectacular Sierra tours, tandem & lessons. USHGA certified training and ratings. Dealers for Wills Wing, Pacific Airwave, Delta Wing, UP. Fly the Sierras with a full-service shop. 3680-6 Research Way, Carson City, NV 89706 (702) 883-7070.

CONNECTICUT

NORTH CAROLINA FLY AMERICA, Corolla Flight-All introductory flights and lessons taught by USHGA Master Rated, Advanced Tandem Instructor. Greg DeWolf instructs new through advanced students with ATOL and Tandem. Fly beautiful Currituck Beach on the Outer Banks. Tow from your blanket or doorstep. All flights guaranteed 1500'-2000'. Best and most thorough instruction available in U.S. Best safety record. No glider carrying) no climbing, no sand in your face. Call Greg DeWolf(919) 261-6166 or write: Corolla Flight, Box 102I, Kitty Hawk, NC 27949.

KITTY HAWK KITES, !NC. - P.O. Box 340, Nags Head, NC 27959 (919) 441-4124. Learn to hang glide on Jockey's Ridge, the largest sand dune on the cast coast, just south of where the Wright Brothers' first flight took place. Beginner and advanced lesson packages and camps offered. Advanced tandem tow instruction, 1500 ft. plus up. Dealer for all major brand gliders, complete inventory of new and used gliders, accessories and parts.

OHlO NORTH COAST HANG GLIDING - Certified Instruction. New & used gliders. Specializing in Pacific Airwave gliders. Mike Del Signore, 1916 W. 75th St., Cleveland, OH. 44102 (216) 631-1144.

MARIO MANZO - Certified instruction, repair, inspection. CG-!000, 2259 S. Smithville Rd., Dayton, OH 45420.

(513) 256-3888 (eves.)

NEW JERSEY MOUNTAIN WINGS -

PENNSYLVANIA

Look under New York.

MOUNTAIN WINGS - Look under New York.

MOUNTAIN WINGS -

Look under New Yark.

NEW MEXICO UP OVER NEW MEXICO, INC. - Instruction, sales, service. Sandia Mountain guides. Wills, Seedwings, Pacific Airwave, Delta, Moyes. Albuquerque, NM (505) 821-8544.

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PENNSYLVANIA SKY HlGH - Certified instruction, tandem, service, PacAir. Philadelphia (215) 527-1687.

HANG GLIDING

CLASSIFIEDS TENNESSEE

WASHINGTON

CRYSTAL AIR SPORT MOTEL- at Raccoon Moun1ain; Bunkhouse, private rustic rooms, regular & waterbeds, video in-room movies, private jacuzzi room, pool, sky gear gifts, fliers work program. FF!: 4328 Cummings Hwy., Chattanooga, TN 37409. (615) 821-2546. Chuck & Shari Tolh.

AJRPLA Y'N PRO SHOP & Hang Gliding School. The largest full time, full service hang gliding shop in Washington. All major brands sold and serviced. 800 Mercer, Seattle, WA 98109. (206) 467-8644.

HAWK AIRSPORTS - New and improved hang gliding!

Attention Novice and beginners! New 360 degree training hill designed and built specifically for you. Convenienlly located. Flin! Fun! Fun! Clinch Min. -The longest ridge, two launches. The popular light wind indicator Windsok. Brochures avai !able. Your satisfaclion is !he key to our continued growlh and success. Hawk Air Sports, Inc., 25 l Nonh Boyd's Creek Rd., Sevierville, TN 37862, (615) 453-1035.

LOOKOUT MOUNTAIN FLIGHT PARK- Since 1978, Southeast's largest USHGA-cenified mounlain flight school.

Complete training, from grassy, gently-sloping training hills 10 soaring high above Lookout Mountain. Our specialty: getting you your first mountain !lights. Lesson packages, USHGA ratings, glider and mountain bike rentaJs, camping, local site information. Largest inventory of new and used hang gliders and mountain bikes, harnesses, helmets, instruments, T-shirts. Repair services. We buy used gliders, equipment! Send $1.00 for brochure, rates, directions, accommodations information. Twenty minutes from Chattanooga, Tennessee. Roule 2, Box 215-H, Dept. HG, Rising Fawn, GA 30738. (404) 398-3541 or 398-3433.

CAPITAL CITY HANG GLIDERS - Instruction, sales. service; Wills Wing, UP & Seedwings. Olympia, WA (206) 459-8389.

INTERNATIONAL DEALERS SWITZERLAND SWISS ALP HANG GLIDING SAFARI - For quick, easy flying May to October, call or write Ron Hurst, Jostenstr. 21, 8854 Galgenen, Swilzerland, Dir. Dial USA OI I-41-55645229, FAX#: OI l-41-55-645223.

EMERGENCY PARACHUTES

DON'T PAY FOR A NAME, PAY FOR QUALITY. High quality shorl shell, open car helmets at an affordable price.

MEETS & EXCEEDS the new 1988 DOT standards. Well finished Brushed nylon liner wilh High strength Polycarbonate shell. ONLY $55.00. Golden Wings: Colorado's New Hang Gliding Supply Source, (303) 278-7181.

ALL BRANDS - Bought, sold, and repacked. Inspection and repack $20.00 - Parachutes, bridles, inspected and replaced. Airtime of S,F., 3620 Wawona, San Francisco, CA 94116. (415) SKY-1177.

SPECIAL 14-gore Hanbury Super slim only for reserve use. (303) 278-9566.

Super small, I

PARTS & ACCESSORIES SEQUATCHIE VALLEY SOARING SUPPLY, INC. Dealers for all major brands. Small training classes, with USHGA ce11ified inslrnclion, including tandem Jlights with group rates available. Famous radial ramp located just across the street. Great first mountain flight location with a huge landing zone and camping available with a comfortable clubhouse. Fly over 100 miles of ridges and enjoy challenging thermals with two launches, soon to be thrtc, right here in "The hang gliding capital of the East." Fully slOcked pro shop. Rentals, storage, USHGA ratings and all the latest fashions. Proud dealers for Wi11s \Ving, Seedwings and Delta Wing gliders with reasonable pricing on all products. Brochure, maps, site info., Tennessee Tree Toppers Club memberships available. Visa, Masterchargc and Discover Card accepted. For personal service that you can trust call SYS, Rt. 2, Box 80, Dunlap, TN 37327 (615) 9492301.

BALL VARIOMETER 620 H - Excellent, $175. Beechcrafl aliimelcr, $95, or both with mounl, $250. (503) 7773452.

"'Essential for safe, relaxed flying." - LARRY TUDOR. For safer launches, easier ground-handling and cmnfort aloft, fly in confidence with gloves by Skylife® -lhe choice of the las! lwo U.S. World Teams. Fealures soft deerskin wilh textured rubber strips sewn to palms and fingers for the grip !hat's STRONGER THAN TURBULENCE- but wilhout while-knuckle effort and fa1iguc. S,M,L,XL $44.95 PPD, XXL $47.95, XXXL $49.95. NY residents add 8 l/4% tax. ©1990 Skylife®, 345 W2lst St., New York, NY 10011 Tel: 212-929-4379.

TEXAS AUSTIN AIR SPORTS - S1ill the one in ccmral Texas, quality service since 1978. Instmction, sales. rental, and a complete airframe & sail repair facility. 1712 \Vaterston, Austin, TX 78703 (512) 474-1669.

''NEW HARNESS FOR SALE - Wills Wing L-2, medium-large, bright colors, $490. (415) 326-3424.

13 ELL SOARING HELMETS -All sizes in stock. Send hat size and $129 to: NAS Distributing, P.O. Box 11701, Denver, CO 8021 l or use VISA, MC, AMEX, Discover at (303) 278-9566 24 hrs.

KITE ENTERPRISES - Instruction, sales, repairs, platform towing, Dallas, North Texas area. 21 I Ellis, Allen, TX 75002 (214) 996-7706 day1ime, (214) 727-3588 nights and weekends. Dealer Pacific Airwave.

t

RRA - AUSTIN, TX - A difference in Region I I. 4811 Red River St., Austin, TX 78751. (512) 467-2529.

UTAH WASATCH WINGS - USHGA cerlified hang gliding school, dealers for \Vills Wing, Moyes and Pacific Airwavc.

Flighl operations at Point of the Mounlain. Call Gordon (801) 277-1042.

VIRGlNIA SILVER WINGS, INC. - Cenifiecl instruction & equipmen1 sales. N. VA. (703) 533-1965.

AUGUST 1990

KEVLAR FULL FACE -Superlite full face cover helmet.

Excellent vision, yet cold weather protection, $295. Visors $25. Pendulum Sports, Inc. (719) 539-3900. *KNEE HANGER HARNESS -New, size medium/large, $100. Black Hawk C.G. Harness, brand new!, $250. Alex (8 I 8)785-2831.

USA La Monette - La Moueltc parts, gliders, trikes, paragliders and accessories. 11716 Fairview, Boise, Idaho 83704. (208) 376-7914. Dealer inquiries welcome.

~ \ .,..-:''

L-·'

-c-~-

BLACKHAWK BODYSACK CG HARNESS-with case, custom made, $395 including shipping, also Pods $395.

Silver Wings (703) 533-1965.

BRAND NEW MAXON RADIOS -$175 shipped! Colorado residents add 3.5% sales tax. Colorado Wind Park, PO Box 94, Hansel, Colorado 80449 (303) 762-6505.

LINDSAY RUDDOCK VARIOS - Considered by good pilots on all 5 continents as the very best sensitivity and stability that money can buy. Sold all over the world for mos! of the las! decade. Cuslomized for each pilot wilh choices from: alti1neter. airspeed, averager, stopwatch, 2

53

CLASSIFIEDS zero's, TE, dual battery, QNE, millibars, switched ranges, metric/english, colored case, etc. Prices $600-$800. Not the cheapest but definitely the best. We also sell Pacific Airwave performance gliders. Call or write for more info.: Bob Fisher, M & B Associates, 11003 Oasis, Houston, TX 77096.

(713) 728-4146, FAX 728-0438. VISA/Mastercard accepted.

MAXON RADIOS - $325. New synthesized, programmable VHF FM 5 watts. lncludes 6 channels (3 USHGA and 3 weather), charger, case, antenna and wananty. Best prices on Maxon handheld, mobile and accessories plus fast, reliable service facility. ]-watt Maxon $169.95. Quantity discounts available. Pendulum Sports, Inc. (719) 539-3900.

SHOP MANAGERS!! We can supply your needs for: Tubing, Cable, Helmets, Steel carabiners & Perlon. Base tube "COMFORT GRIPS". Also!! The brand new parachute bridle Swivel "PARA-SWIVEL". Save money & time. Call us for a Dealer price list. GOLDEN WINGS: COLORADO'S NEW HANG GLIDING SUPPLY SOURCE. 1108 MINERS ALLEY, GOLDEN CO 80401 (303) 278-7181.

SPEED RAIL (503) 77n452.

ATTENTION -Earn money typing at home! $32,000/year income potential. Details 1-602-838-8885 Ext. T-15034.

ATTENTION -LICENSED HANG GLIDING INSTRUCTORS. Contact us for free information on opening your own Paragliding School. We provide everything you need to start a school, and train you to use our proven methods of instruction. Free introductory Paragliding ground school and flight to Licensed Hang Gliding Instructors. For information on your own Paragliding School, contact: PEAK PERFORMANCE PARAGLIDERS INC., P.O. Box 213, Crested Butte, CO 81224. Tel/Fax (303) 349-5961.

PARAGLIDING EQUIPMENT FOR SALE - A complete line of equipment and accessories available. Whatever your needs, from Alpine descents to ocean, thermal, and ridge soaring, we have it. PEAK PERFORMANCE PARAGLIDERS INC., P.O. llox 213, Crested Butte, CO, 81224. Tel/Fax (303) 349-5961.

THERMAL SNOOPER®- The exciting new soaring ins1111ment. Proven to indicate nearby themrnls and more. For competition or just fun. Own one for just $98 check or money order to: Digi-Log Circuits Co., 571 l Tannahill Circle, Huntsville, AL, 35802, USA. Satisfaction and 12 month warranty. (205) 881-7886.

T-SHIRTS - Free catalog. Blue Horizons, P.O. Box 695, Goleta, CA 93116.

TUBING, WHEELS, BOLTS, BRACKETS, DACRON plus much more. Free tubing price sheet or send $5 for complete catalog. Leading Edge Air Foils, Inc., 331 S. 14th Street, Colorado Springs, CO 80904. Phone (719) 632-4959.

ULTRALINE - From the original Ultraline source Cajun Hang Gliding. 1/4", $145.00 delivered and 3/16", $95.00 delivered. ll OKent Circle, Lafayette, LA 70508. (318) 981-8372.

SAILMAKING & RIGGING SUPPLIES - All fabric types. Massachusetts Motorized, P.O. Box 542-G, Cotuit, MA 02635. (413) 736-2426. $$$SA VE MONEY$$$- Make downtubes in seconds with your own custom-made JIGMASTER drilling tool.

Send $32.95 to JIGMASTER, 4175 Lacy Lane, Suite 36, Colorado Springs, CO 80916, or call (719) 596-4284.

ISENIEK/ SENTEK SVAl ALTIMETER with audio vario. ACCURATE to 20,000 ft; EXTREMELY LOW TEMPERATURE DRIFT: 60 ft. from 32° F to 125° F; RF! shielded; adjustable to zero atLZ; low battery warning; COMPACT4x3xl.5 in. and VERY AFFORDABLE, now $229. MODEL SVl audio-only vario, very sensitive, audio for up and down, only $99! SENTEK 14327 27th Dr., Mill Creek, WA 98012 (206) 337-9575.

BUSINESS AND EMPLOYMENT OPPORTUNITIES

Reduces bar pressure, new, $40 OBO.

PACIFIC KlTES PRONE HARNESS -Cordura construction, padded, black, used twice, $250. Benet Sommers, NY (518) 561-4898.

QUICK RELEASE CARABINER - Breaking 10,000 lbs. $24.95. Extra 5/16 ball lock pin $10. Dealers wanted. Patent pending. Thennal, 19431-4 l Business Center Dr., N011hridge, CA 91324.

STILL TOWING GLIDERS WITH LINE BIG ENOUGH TO TOW A CAR? - Fat line is for Dweebs ... Get the FINELINE, simply the best towline available. 3/32", 900 LB, low stretch, low drag! Guaranteed performance from REEL ALTITUDE. Also, releases, bridles, hook knives, retreival systems and more! Free samples. (602) 992-7243.

UNIVERSAL TOW RELEASE - Measures only l 3/4" x 7/8" x 1/2". Replaceable lines. l/8" Tow line - $125.00.

Available now -line recovery parachute. Loads in 10 seconds. Also custom water ballast packs. Pilot Support Systems, P.O. Box 49740, Austin, TX 78765. (512) 2668006.

X-C SMOKE BOMBS - $4.00. Signal mirror, $6.00. Jack the Ripper cutaway knife, $20.00. Pendulum Sports, Inc. (719) 539-3900.

TOWING

INSTRUCTORS WANTED - Prefer certified but will train qualified people. Advancement opportunities include tour guiding and management. Western Hang Gliders, P.O. Box 28882, Marina, CA 93933. (408) 384-2622.

MAKE $750 NEXT WEEKEND - $6.95 for infomiative book. Rivett Publishing, 2435 E. North St., Suite 138, Greenville, SC 29615.

MOUNTAIN WINGS - ls looking for advanced hang gliding and paragliding instructors. Salaries negotiable.

Full and part-time positions available. Manager position available-requires knowledge of computer systems. Call Greg or Judy at (914) 647-3377. Send resume to 150 Canal St., Ellenville, NY 12428.

PUBLICATIONS & ORGANIZATIONS ***HANG GLIDING MAGAZINE*** - Special New Pilot Edition. Covering many aspects of hang gliding for the beginning pilot. $4.50 plus $ l.50 S/H. USHGA, P.O. Box 830D, Colorado Springs, CO 80933.

PARAGLIDE USA-Subscribe to North America's most widely read paragliding magazine. $25/year/l 2 issues. VISA/ MC (714) 924-5229 or FAX (714) 242-4718.

ROCKY MOUNTAIN SITE GUIDE- Including Nationals and the National Fly-In Sites. $5.75 to RMHGA, P.O. Box 28181, Lakewood, CO 80228.

SOARING - Monthly magazine of The Soaring Society of America, Inc. Covers all aspects of soaring flight. Full membership $35. Info kit with sample copy $3. SSA, PO Box E, Hobbs, NM 88241.

VIDEOS & FILMS

T0wln~ By Trailer FINALLY! -AN AFFORDABLE quality tow system that can be attached to any vehicle. Features driver-controlled hydraulics, aluminum spool, 3,000 feet 1/4" ultraline and heavy duty diesel starter for reliable line retrieval. Only $1,295. Call Larry Keegan (512) 429-3397.

A TOL fouck TowiNG & CROSS COUNTRY FlyiNG IN WEST TEXAS Wirll LARRY TudOR ANd JOE Bosrik FLATLAND FL YING puts you in the control bar with Larry Tudor and Joe Bostik on flights of up to 220 miles. Get

54

HANG GLIDING

CLASSIFIEDS a good look at trnck towing in action, with lots of aerial footage, including tandem flying. Includes short music video, "Airplay!" Also available, Mountains High and TELLURIDE!, showing Colorado mountain flying and aerobatics at their best. All tapes arc $37 (CA residents add state tax) plus $3 shipping ($6 foreign). Flatland Flying also available in PAL format on foreign orders for $42. Robert Reiter, 800 Heinz Street #9, Berkeley, CA 947 IO (415)649-8111 OFFICIAL - U.S.U.A. documentary about what's really happening in ultralight aviation. FAA and other interviews and lots oftlying. $19.95 plus $3.00 P/H, VHS. (301) 8985000. ***NEW** "HANG GLIDING TODAY" - The official USHGA Headquarters membership video. Produced by Robert Reiter and narrated by Russ Locke, covering member programs and benefits. $9.95 plus $3.00 S/H. Send lo USHGA Video. P.O. Box 8300, Colorado Springs, CO 80933.

MISCELLANEOUS

complete vacation from SAFARI MEXICO includes: gliders from PACIFIC AIRWA VE, nightly accomodations (no camping), transport to launch on Gold Hill, entry fees and more .. $775 plus airfare. Contact John Olson/Safari Mexico (916) 546-7438, FAX (702) 786-4006.

STOLEN FROM SALT LAKE CITY, UTAH 2/90 - 167 Sport Euro. Full Race. All white with dayglow orange undersurface. $300 reward for information leading to recovery. Call Dave Rodriguez at (801) 572-IOOO.

WANTED - Infonnation on old Fledge IA. Glider is blue and white with black and white buzzards painted on rndders.

Is it alive? Call chris (507) 454-1598.

FIREBIRD COBRA PARAGLIDER-24m2, yellow, pink, orange. Stolen from car in Kentfield, CA on 4-15-90. Call (415) 456-7272.

USHGA EMBLEM T-SHIRTS - The original, revised for the 90's! Bright neon colors. Your choice: a white tank top or black t-shirt. Both l00% cotton. Please specify type and size. Available in S, M, L, XL. Only $9.95 each (what a deal!)© S2.00 S/H. Colorado residents add 6.5% tax. Send to USHGA, P.O. Box 8300, Colorado Springs, CO 80933 (719) 632-8300.

ATTENTION MEXICO PILOTS - Stolen at Mexico border on 2/28/90 -Paraglider: Brizair IOADK; light yellow.

No other colors. Reward $250.00 (U.S.) Please phone West Gemiany Ol l-49-22-123-0896 if found. Ask for Bernhard.

I will return your call.

USHGA 1989 World Team Sweatshirts- We still have limited quantities in sizes S, XXL. $19.95 © $3.00 S & H. Call USHGA 10 reserve one for yourself! Limited time only.

Call Jeff at (719) 632-8300 for details.

NEW - NEW· NEW - USHGA NEON CAPS. Hot Pink or Wild Yellow w/braid. Full color embroidered with Mountain Glider design. $9.95 plus $2.00 S/H. USHGA, P.O. Box 8300, Colorado Springs, CO 80933.

INDEX TO ADVERTISERS

HANG GLIDE IN ENGLAND-Stay in a 200-year-old cottage set in a delightful village location during the summer of 1990!! English pilot wishes to arrange home exchange. If interested, write to: Rob Anderson, 8 Newbold Road, Desford, Leicestershire LE9 99S, ENGLAND. JOHN HEINEY SEMINARS - Balloon drop, photography, and aerobatic safety seminars available to your club or school. Learn by doing in weekend seminars. Individual attention to each pilot, intermediate through advanced. For information call or write: l25 W. Cordoba, San Clemente, CA 92672 (714) 361-0169. ***NEW** USHGA POSTER! Full color, 24" X 37" poster of Eric Raymond doing oxygen at 17,000' MSL over the Sierra Nevada Range. $5.95 plus $2.00 S/H. USHGA Poster, P.O. Box 8300, Colorado Springs, co 80933.

ULTRA GOLD WINGS - YOUR STATEMENT OF FLIGHT (in fine jewelry) Available in 14K or S.S. A choice of stud or French wire earrings. $129.00 14K, $49.00 S.S. Necklace including chain - $99.00 14K, $29.00 S.S. Versarile pin offlight $79.00 14K, $24.00 S.S. We design custom and personalized wings, and offer satisfaction guaranteed.

Contact Dave Morgan, 130 F St., Salida, CO 81201 (719) 539-7612.

Prices: 14K S.S. $129.00 French wires or stud earrings $49.00 99.00 29.00 Necklace with chain 79.00 Pin 24.00 HA VE YOU SENT FOR YOUR NEW 1990 USHGA MERCHANDISE ORDER FORM TODAY? FREE!

POTENTIAL HOME OF WORLD HANG GLIDING DISTANCE RECORD - Three launching sites overlooking Goose Lake Valley. Soar from the famous Abcrt Rim. Come to this mile high city for wide open spaces, friendly folks and beautiful scenery. Contact The Lake County Chamber of Commerce, 513 Center St., Lakeview, OR 97630 (503) 947-6040.

RIDERS WANTED - to central Mexico, crossing border I0-20-90, one way only. John Olson/Safari Mexico (916) 546-7438.

ROCKY MOUNTAIN HIGH -TELLURIDE FLYING FESTIVAL, SEPTEMBER I0-16, 1990. Experience the MAGIC in the San Juans and leave your glider home. A

AUGUST 1990

STOLEN WINGS are listed as a service to USHGA members. There is no charge for this service and lost and found wings or equipment may be called in to the office for immediate inclusion in Hang Gliding. Please do call to cancel the listing when gliders are recovered. Periodically, this listing will be purged.

The rate for classified advertising is $.40 per word (or group of characters). Minimum charge, $4.00. A fee of $15.00 is charged for each line art logo and $25.00 for each photo.

Ilold face or caps within the text $.95 per word. Please underline words to be bold. Special layouls of tabs $22.00 per column inch. AD DEADLINES: All ad copy, instrnctions, changes, additions and cancellations must be received in writing 1 1/2 months preceding the cover date, i.e.

July 20 fort he September issue. Please make checks payable to USHGA: Classified Advertising Dept. HANG GLIDING MAGAZINE, P.O. Box 8300, Colorado Springs, CO 80933 (7 l 9) 632-8300.

STOLEN WINGS 155 MOYES XS - Full race, stolen from side of road at IOI and Scheller exit, between San Jose and Morgan Hill. It was taken away with no bag or ties. Colors are: L.E.-orange, main-green, bottom-white. Contact Kevin Dutt. (415) 9342189 ITALIAN MOYES XS - Red L.E., yellow, white T.E. Stolen from my home in Binningham, Alabama on June 4, 1990. European lubing, I of 5 in U.S. Call Allen (205) 5958641.

AirWorks ............................................ 9 Ball Varios ....................................... 41 Bredel Tours ..................................... 20 BRS .................................................... 9 Cindy Gall ........................................ 49 Cloudbase Instruments ....................... 2 Daekeo ............................................. 40 Enterprise Wings .............................. 24 Flytec ................................................ 22 Golden Wings ................................. .41 Hall Bros .......................................... 20 Hang Ventures .................................. 22 High Energy Sports .......................... 20 Kitty Hawk Kites .......................... 2,56 Lookout Mt. Flight Park.. ................. 39 Maxon .............................................. 48 MBNA .............................................. 45 McLaren Products .............................. 2 Morningside Hang Gliders ............... 41 Moyes ............................................... 13 Old Kings Flite Park .......................... 2 Pacific Airwave .................................. 1 Popstar .............................................. 22 Roberts Glider Instruments .............. 35 Ron Hurst ......................................... 41 Safari Tahoe ..................................... 21 Seedwings .......................................... 6 Sentek ............................................... 22 Sierra Cloudbase ............................. .41 Sport Aviation Publications ............. 35 Summit Magic .................................. 21 Telluride Festival ............................. 56 Torrey Flight Park ........................... BC UP International ................................ .4 USHGA ........... IFC,IBC,9,37,44,57,59 Wills Wing ....................................... 16 Xcalibur ............................................ 23

55

Don't miss the latest issue by failing to notify USHGA of your change of address!

NAME._ _ _ _ _ _ _ _ _ USHGA# ---OLDADDRESS_ _ _ _ _ _ _ _ _ _~ , CITY_ _ _ _ _ _ _ _,STATE ZIP ---· --NEW ADDRESS _ _ _ _ _ _ _ _ _ __ CITY_ _ _ _ _ _ _ _STATE_----'ZIP_ _ _

Last Issue Received

---~-----

Notify USHGA Early!

Please .Note: You must notify your post office that you will pay for":'arding postage on your second class mail or you may miss an issue.

WeTowToo. The east coast's premier hang gliding school is now

SUP! I 11enting their foot launch dune tmining with

t111ck to · 1g.

With I.!.'.' new state of the rn·t ATOL towing system and paved airstl'ir~we mean l:u~iness. Our certified tandem tow mstrnctors wifl'g~you airtime whether you go tandem or solo. ,. ~ So plan a flying trip to the Outer Banks and trv so~U'ing the dunes or tow to 1500,Jeet or more. Eithei way Kitty Hawk Kites is there to take yoll rom the ground up.

Kitty Hawk Kites 1'0. Box 1839 Nag.5 ! lead, NC 27959 , (919) 441-4124 or (800) 334-4777

~ Kit~

ILm'k N:L,tN'.-, llk.·Allll.

t11\\111g~".-~L11l :u1tlnk1ln'.:-

TELLQRIDE HANG GLIDING FESTIVAL SEPTEMBER 10-15, 1990 Come fly hang gliding 's premier site at the biggest and best festival of all! *Special Events * Slide Shows * Guest Speakers * Dance *Aerobatics Landing Prizes * Awards * Banquet Parachute Clinics * Lots of Fun And Great Flying!

Send $ 7 0 pre-registration to: Telluride Air Force Box 456 Telluride, Co. 81435 For info call: (303) 728-4772 or (303) 728-3041

USBGA SUMMER APPAREL COST

USHGA LONG SLEEVE T-SHIRT 100% cotton. Very colorful! Simplistic "glider streams" design on the front and USHGA printed on the sleeve.

SPECIFY SIZE: DS DM DL D XL

$16.95

USHGA "MTN. GLIDER" T-SHIRT 100 % cotton. Multi-color hang gliding design on the back, glider trails across the front right chest.

SPECIFY SIZE: DS DM DL D XL

$10.95

USHGA NEON LOGO SHIRT 100 % cotton. Our original logo-color revised for the '90's, in a Black T-Shirt or a White Tank Top. SPECIFY TYPE: D BLACK T-SHIRT D WHITE TANK TOP SPECIFY SIZE: DS DM DL D XL

$ 9.95

USHGA CORDUROY CAP Heavy-weight corduroy with braid. Embroidered with 4-color "soaring" hang glider and trails.

SPECIFY COLOR CHOICE: D WHITE D BLUE

$ 9.95

USHGA " MTN. GLIDER" CAPS Embroidered onto a traditional cotton twill cap - colors WHITE or NAVY or new neon supplex in WILD PINK or RADICAL YELLOW SPECIFY COLOR: D WHITE D NAVY D PINK D YELLOW

$ 9.95

USHGA NEON SHORTS 100 % nylon supplex (LIMITED QUANTITY!). screened with the Mtn. Glider Design. These shorts are lined, have side pockets and an elastic drawstring.

SPECIFY COLOR: D PINK D YELLOW D GREEN SPECIFY SIZE: DS DM DL D XL

$13.95

Charge my: D MC D Visa Card •_ _ _ _ _ _ _ _ _ __ Signature Exp. Date._ _ _ __ ($2.00 Service Charge) SHIP TO: NAME _ _ _ _ _ _ _ _ _ _ _ _ _ USHGA •_ _ __

ADDRESS--- -- - - - - - - - - - - - - CITY STATE ZIP _ _ _ __

SHIPPING 0.01 • 4.99 ADD 11.25 5.00 • 9.99 ADD 12.00 10.00. 19.99 ADD 13.00 Z0.00. 34 .99 ADD 14.00 35.00. 49.99 ADD 15.00 50.00 and over ADD 16.00 CANADA & MEX. ADD I I.SO EXTRA INT"t,.SURFACE ADD 14.00 EXTRA INT"L-AIR ADD 18.00 EXTRA

USBGA Apparel, P.O. Boz 8300, Colorado Spriap, CO 80933

QTY.

TOTAL

SUBTOTAL$ _ _ _ _ _ _ __ COLORADO RF.SIDENTS ADD 6.5 % TAX$ _ _ _ _ _ _ __ SHIPPING$ _ _ _ _ _ _ __ (see chart) CHARGE CARD$ _ _ _ _ _ _ __ ($2.00 if app.)

TOTAL ENCLOSED$ ========

REGIONAL DIRECTOR ELECTION BALLOT (01/01/1991 to 12/31/1992)

DIRECTIONS FOR REGIONAL DIRECTOR BALLOT COMPLETION Regional Director candidates are listed by Region for Director positions which are up for reelection.

1. Vote only for one candidate in your Region.

2. Place an X to the left of either the candidate's name or the Write-In candidate's name of your choice.

3. Do not alter, cut or duplicate the Ballot or Questionnaire.

4. Do not separate the Election Ballot from the Questionnaire.

5. Do not remove the address label. It is required to validate your membership and your RIGHT TO VOTE! 6. All Ballots must be postmarked by November 10, 1990 to be considered a valid vote.

REGION 1: Alaska, Oregon, Washington (Vote for one.)

Incumbent Write-In Gene Matthews

REGION 2: Northern California, Nevada (Vote for one.)

Incumbent Write-In Connie Bowen

REGION 3: Southern California, Hawaii, Las Vegas, NV area (Vote for one.)

Write-In Incumbent Sandy King

REGION 4: Arizona, Colorado, New Mexico, Utah (Vote for one.)

Incumbent Write-In MarkMocho

REGION 7: Illinois, Indiana, Iowa, Michigan, Minnesota, Wisconsin (Vote for one.)

Incumbent Write-In Marty Bunner

REGION 9: Washington, D.C., Delaware, Kentucky, Maryland, Ohio, Pennsylvania, Virginia, West Virginia (Vote for one.)

Incumbent Write-In Jeff Simms

REGION 12: New Jersey, New York (Vote for one.)

Incumbent Write-In Paul Rikert

REGION 8: New Hampshire, Connecticut, Maine, Massachusetts, Rhode Island, Vermont (Vote for one.)

Incumbent Write-In G. "Bud" Brown

REGION 10: Alabama, Florida, Georgia, Mississippi, North and South Carolina, Tennessee, Virgin Islands, Puerto Rico (Vote for one.)

Write-In

1990 Regional Director Nominations Solicited USHGA is issuing its 15th annual call for nominations to the national Board of Directors. Nine regions have open slots for the election this fall, for two-year terms beginning in January 1991.

USHGA members seeking a position on the ballot should send to headquarters for receipt no later than August 25, 1990 the following information: name and USHGA number, photo and resume (one page containing the candidate's hang gliding activities and viewpoints, written consent to be nominated, and that they will serve if elected). Candidates must be nominated by at least three USHGA members residing in the candidate's region.

Nominations are needed in the regions shown in the sample ballot. The current Directors are listed and their terms expire December 31, 1990.

Ballots will be distributed with the October issue of Hang Gliding magazine. USHGA needs the very best volunteers to help guide the safe development and growth of the sport. Forward candidate material for receipt no later than August 25 to: USHGA, P.O. Box 8300, Colorado Springs, CO 80933.

REGIONAL DIRECTOR ELECTION-NOMINATION FORM I hereby nominate as a candidate for Regional Director for . I understand that his/her name will be placed on the official ballot for the 1990 regional Region # director election, if three nominations are received by August 25, 1990.

I have notified the above person and he/she has accepted the nomination.

NAME_ _ _ _ _ _ _ _ USHGA # _ _ _ _ _ _REGION#_ _

USHGA Books

How complete is your reference Library?

HANG Cl/DING MAGAZINE - Special Beginners Edition Topics covered: Tandem Instruction, Solo Flight, Keeping your Flight Log Book, Terminology, Choosing the right Instructor ... etc.

PARAGlfD!NG FLIGHT by Dennis Pagen The most complete book on paragliding. Complete coverage from ground launching to thermal soaring. Over 140 photos and illustrations.

HANG Cl/DING FLYING SKILLS by Dennis Pagen Highly recommended for the beginnger to intermediate pilot. Covers takeoff and landing problems, equipment selection, soaring, glider maintenance ... and much more! Our Best Seller!

HANG GLIDING TECHNIQUES by Dennis Pagen

USHGA #_ _ __

TOTAL QTY _ _ HANG GLIDING-Special Edition. . ..... $ 4.50 _ _ __ _ _ PARAGLIDING FLIGHT.... . ......... $19.95 _ _ __ _ _ HANG Gl!D!NG FLYING SKILLS. . . ... $ 9.95 _ _ __ _ _ HANGGl/DINGTECHNIQUES. .$ 7.50 _ _ __ _ _ FLYJNGCOND!TIONS.. $ 7.50 _ _ __ .. $ 8.95 _ _ __ _ _ FEDERAL AVIATION REGULATIONS .. _ _ RIGHTSTUFFFORNEWH.G.P!LOTS . ... $ 7.95 _ _ __ MANE/RDS . $ 9.95 _ _ __ s.HIPPl.~G TOTAL 001· 4'3'9.\DOU1S SOO· 95"3..WOUOO SHIPPING _ _ __ JOOO-l9S"3A.O[,S300 2000 · ~ S"3 400 « 00 Colorado Residents add 6.5% Tax _ _ __ H00-4999..\00SSOO 5000 lod ADO S&OO CANA.DA.l N[X A00 II SO E.'CTiA TOTAL AMOUNT ENCLOSED _ _ __ I/ff 1,.SJJR.E>.C£ ..WO J.f 00 OORA

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For the novice to the advanced pilot. This book continues where FLYING SKILLS left off.

FLYING CONDITIONS by Dennis Pagen Micrometeorology for pilots. Wind gradient, ridge lift, rotors, turbulence, thermals ... etc.

RIGHT STUFF FOR NEW HANG Cl/DING PILOTS by Erik Fair Reprints from HANG GLIDING magazine. Light Humor, overview, launching and landing techniques and personalities of this great sport!

MANBIRDS by Maralys Wills Entertainingly takes you from hang glidings past to its soaring present. • HardCover • 150 photos • 8 pages color

FEDERAL AVIATION REGULATIONS 1990 Edition SHIP TO: NAME

O'rtl

1/'l.l"l,AIIIADDI.SOOEXTR.J.

ST. PAUL, MINN -- New-age harnesses have arrived. They feature several innovations, but perhaps the most salient is the integral BRS rocket (to deploy the 'chute of course).

Don Quackenbush of Sylmar produces the Mantis harness, a beautiful example of the harnessmaker's art. The rocket is almost entirely tucked inside the harness with only a few inches of the launch tube showing. This with BRS designers' blessing. Pilots seem excited about the harness, " ... can't stop talking about the comfort, easy pitch control, and flashy fluorescent colors." Dial Don at 818/3676050. • • • Another is Jeff Williams' Avsac harness, a second harness designed with integral BRS rocket. Jeff uses a different style but achieves similar rave reviews from Region 2 flyers. Jeff is also sail loft manager for Pacific Airwave so you can reach him at 408/422-2299. •••Speaking of BRS, the rocket maker has three new products. One is advertised in this issue: their Cordless model. (Pssst. It's got no "cord" to route.)

Next is their Wedge in sizes 16 and 18. The triangle form is aerodynamic and hues run to many of the European neons. Using modified pull-down apex parachute technology, BRS has specially coupled the rage of Europe -- most sales on the continent are PDA canopies -to ultrafast rocket deployment. They claim, "This is the fastest-deploying parachute you can buy!" Call 'em at 612/457-7491. ••• In 'chute news unrelated to BRS, both Pacific Airwave and Wills Wing announced price hikes in canopies as forecast here earlier.

Pacific Airwave supports John Olson's Tours which for the summer visits Reno, Nevada sites. Glider rental is included for $695, plus lodging, rides, retrieval, and guide services. PacAir is motivated by the great exposure they get through Olson's use of Magic Formulas (and Vision Mk 4s). Olson reports 56 pilots got 127 flying days out of 133 total days while touring sites in Mexico.

Call for reservations: 800/824-2584.

Pacific Airwave is thrilled over numerous competition successes, from a 1-2-3 at the Marina Steeplechase to a 1-5 sweep of Brian Milton's #2 Superleague in Italy. No less impressive is Kari Castle's 12,001 foot altitude gain on her Kiss FR 154. Towed aloft behind the Gibbo Skyhook system at Hobbs NM, she's filed for world record status after breaking the 10,700 record set back in 1979.

Maybe most recognizable though, is PacAir' s "capture" of Joe Bostik to fly their team.

• • • PacAirBoss Bernasconi called to observe that though his outfit may be majority owned by the UK, they operate quite independently, as the markets and flying conditions are different. In Jean-Mi's opinion, American pilots demand more documentation of certification and strength in general. Conversely, Europeans seem more accepting of the testing done by manufacturers. • • • PacAir reports finishing another record breaking quarter in June. Not bad from Bernasconi's paltry $6,500 nest egg back in the early '80s.

• • • In product news, the Magic Formula 144 earned its HGMA papers on June 11, continuing the general trend toward smaller gliders. M-F 144 specs: 59 pounds; 32. 8 ft span; 126° nose; 9 top, 3 lower ribs; designed for 120-200 pounds on 145 ft 2 • •••Wills Wing has released their newest: the Spectrum 165. Once codenamed "Spawk," the new Wills is said to be " ... the first truly high performance first purchase glider in the industry." That's a broad statement, but so is the Spectrum, at 34 feet of span. Certification was anticipated at the July 3rd meeting. Slow speed performance is optimized, referenced by this factory comment, "It's possible to enter a mush, fully reverse the tufts on the wing, and still roll the glider in and out of turns at will!" Because the control mounts aft of the keel hang point, the Spectrum boasts a good static balance. • • • To close, another edition of the "OOPS!" Dep' t: a couple major news geekouts regarding ultralight builder, Advanced Aviation. Worst was saying their Sierra ultralight sailplane costs $9,900.

It's actually $7,500 ! Secondly, they will produce their Cobra aerotug. Prez Angel Matos sent a well-worded letter clearly identifying their position. They want to solve other problems, both with the aircraft and the ability to use it legally and efficiently.

Basically, he sums it up adapting a familiar ad line: "We will build no tug before its time." Angel and his staff have worked hard to offer products of interest to hang gliding community.

Nonetheless ... Bobby Bailey reports from Australia to say the Moyes Team has flown the tug they built downunder. More on that next month! • • • Got news or opinions?

Send 'em to: 8 Dorset, St. Paul MN 55118. Call at 612/457-7491; Fax: 612/457-8651. THANKS!

© 1990 by Dan Johnson

60

HANG GLIDING

USHGA Merchandise Order Form 1990 USHGA Calendar 12"X12" full color pictorial to the sport you love. Big squares for notes, etc ............................... $9.95_ __ OTHER USHGA Calendars. More excellent color prints! SPECIFY YEAR: 1989 1988 ............................................. $3.00 _ __ APPAREL **NEW** USHGA USHGA Long Sleeve T-Shirt, 100% cotton, very colorful! Simplistic "glider streams" design on the front & USHGA printed on the sleeve. SECJFY SIZE: S M L XL ......................................................... $16.95_ __ **NEW** USHGA "Mtn." Glider" Caps, Embroidered onto a traditional cotton twill cap--cap colors WHITE or NAVY or new Neon Supplex in WILD PINK or BRIGHT YELLOW. SPECIFY COLOR: WHITE NAVY PINK YELLOW .... $9.95_ __ **NEW** USHGA Scramble Knit Sweater, 100% cotton, Mt. glider design, fully embroidered on right chest, "natural" color. Specify type: CREW NECK V-NECK. Size: S M L XL ........................................................... $39.95_ __ **NEW** USHGA Corduroy Cap Heavy-weight corduroy w/ matching braid. Embroidered with 4-color "soaring" hang glider and trails. CIRCLE COLOR CHOICE: WHITE or BLUE ................................................................ $9.95_ __ **NEW** USHGA Lapel Pin Beautiful multi-color design hang gliding over a mountain sunset ....................................... $4.95,_ __ **NEW** USHGA "Mtn. Glider" T-Shirt 100% Cotton Multi-color hang gliding design on the back, glider trails on the front. SPECIFY SIZE: SM L XL .......................................................................................................... $10.95 _ __ USHGA "Bars" Hang Gliding T-Shirt - Horizontal color bar chest design.

SPECIFY COLOR: WHITE or TAN SIZE: S M L XL ..................................................................................... $8.00 _ __ USHGA "Emblem" T-Shirt Our official logo design.

SIZE: S M L XL ...................................................................... $8.00,_ __ SPECIFY COLOR: TAN or LIGHT BLUE USHGA Emblem Baseball Cap Foam white front, colored mesh back, adjustable sizes.

SPECIFY COLOR: NAVY RED GOLD ORANGE ...................................................................................................... $5.00 _ __ USHGA 1988 WORLD TEAM PIN Commemorating the world meet at Mt. Buffalo, AUSTRALIA .................................... $2.95._ __ BOOKS HANG GLIDING MAGAZINE SPECIAL NEW PILOT EDITION. Selecting equipment, dual instruction, much more ..... $4.50_ __ **NEW** PARAGLIDING FLIGHT by Dennis Pagen. Covers all aspects of paragliding: equipment, tandem, XC, more$19.95_ __ RIGHT STUFF FOR HANG GLIDER PILOTS by Erik Fair Reprints from HANG GLIDING magazine. Light humor, overview, techniques & personalities of the sport ............................................................................................................... $7.95_ __ MANBIRDS by Maralys Wills. Entertainingly takes you from hang glidings past to its soaring future.

150 Black-N-White photos! 8 pages color! .......................................................................................................................... $9.95,_ __ USHGA Instructors Manual Syllabus, teaching methods ................................................................................................. $5.00_ __ F.A.I. SPORTING CODE FOR HANG GLIDERS Requirements/procedures for record attempts .................................... $3.00 _ __ FL YING CONDITIONS by Dennis Pagen Micrometeorology for pilots. 90 illustrations .................................................... $7.50 _ __ HANG GLIDING FL YING SKILLS by Dennis Pagen Highly recommended for the beginner to intermediate ................. $9.95, _ __ HANG GLIDING TECHNIQUES by Dennis Pagen Covering cross-country, competition, powered flying etc.

For the intermediate to advanced pilot ................................................................................................................................ $7.50. _ __ FEDERAL AVIATION REGULATIONS FOR PILOTS 1990 Edition. Required study material for ratings ....................... $8.95_ __ HANG GLIDING MANUAL & LOG by Dan Poynter For Beginners, covering the basics of hang gliding ........................ $1.50_ __ DELUXE LOG BOOK 72 pages, pilot I.D., ratings, rules, glider inspection, maintenance history parachute inspection & repacking record ... more! ................................................................................................................................ $4.95 _ __ X-C FLIGHT LOG BOOK 64 pages, very clean For those who like to document their flights ........................................... $3.95_ __ USHGA FLIGHT LOG BOOK 40 pages. The "Official" Log Book ..................................................................................... $2.95_ __ ACCESSORIES **NEW** USHGA Mtn. Glider decal. 6" diameter vinyl ..................................................................................................... $1.50, _ __ Magazine Collector Binder Brown vinyl with gold lettering. Wire inserts to hold 12 issues of HANG GLIDING. Build your own reference library ......................................................................................................................................,... $9.00 _ __ USHGA Hang Gliding Poster 22"X 28" Colorful poster hang gliding into an ocean sunset (circa 1977) ....................... $3.95_ __ USGHA Sew-On Emblem The official 3" circular emblem, ready for application ............................................................. $1.50,_ __ USHGA Emblem Decal Full color emblem sticker .............................................................................................................. $.35. _ __ USHGA Desk Clock Clear Acrylic with the "Mtn. Glider" screened in blue. Know when it's time to fly! ........................... $6.95._ __ USHGA Drinking Mug w/ Handle Unbreakable 14 oz. frosted mug, "Mtn. Glider" screened .......................................... $2.25. _ __ USHGA Key Chain Custom "Mtn. Glider" shaped, soft-feel plastic. White on Red ........................................................... $1.50_ __ USHGA Flying Disk Great for those people (and dogs) that you left on the ground! Red on Black ................................. $1.95_ __ License Plate Frame "I'd rather be hang gliding" Blue lettering on a white plastic frame ................................................. $5.50_ __ White on blue lettering on metal (zinc) frame ..................................................................................................................... $6.50 _ __

Payment must be included with your order-check, money order or card account billing authorization.

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United States Hang Gliding Association, P.O. Box 8300, Colorado Springs, CO 80933 (719) 632-8300