USHGA Hang Gliding June 1992

June 1992 $3.95

1993 REGIONAL DIRECTOR NOMINATIONS SOLICITED USHGA is issuing its 17th annual call for nominations to the national Board of Directors. Eleven positions are open for election in October, 1992 for a two-year term beginning January, 1993.

USHGA members seeking a position on the ballot should send to headquarters for receipt no later than August 20, 1992 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 following regions. The current Directors are listed and their terms expires December 31, 1992.

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 20 to: USHGA, P.O. Box 8300, Colorado Springs, CO 80933.

Reg.#

CURRENT DIRECTOR

STATES WITHIN REGION

1 2 3 7 8

Gene Matthews Connie Bowen Sandy King MarkMocho Scott Lesnet Randy Adams

9

Jeff Simms

10

Rick Jacob

12

Paul Rikert

Alaska, Washington, Oregon Northern California, Nevada Southern California, Hawaii Arizona, Colorado, El Paso, New Mexico, Utah Illinois, Indiana, Iowa, Michigan, Minnesota, Wisconsin New Hampshire, Connecticut, Maine, Massachusetts, Rhode Island, Vermont Washington, D.C., Delaware, Kentucky, Maryland, Ohio, Pennsylvania, Virginia, West Virginia Alabama, Florida, Georgia, Mississippi, North & South Carolina, Tennessee, Virgin Islands New Jersey, New York

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The following form is for your convenience.

REGIONAL DIRECTOR ELECTION, NOMINATION FORM

I hereby nominate _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ as a candidate for Regional Director for Region# . I understand that his/her name will be placed on the Official Ballot for the 1993 Regional Director Election, if three nominations are received by August 20, 1992.

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

NAME. _ _ _ _ _ _ _ _ _ _ _ _ _ _ USHGA # _ _ _ _ _ _ _ _ REGION# _ __

MEMBERSHIP APPLICATION

ADDRESS_ _ _ _ _ _ _ __

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ZIP_ _ _ _PHONEL)_ _ _

NEW MEMBER

_RENEW/USHGA#_ _ _ _ _SEX (MJF) _ _ _BIRTHDATE_ _/_ _.., _ __

011-IER OPTIONAL MEMBERSHIP PROGRAMS: ALTERNATE MAGAZINE MAILING SERVICE: (Airmail & 1st Class) •••... _ _Send me Information USHGA VISA CARD INFORMATION: . . . • . . . . . . . . . . . . . . . . . . . . . __Send me Information NAA MEMBERSHIP ($24.00 annual dues includes FAI license) . . . . . . . . . . . . . . . . . . . . . . . . . .

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TOTAL

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INSURANCE INFORMATION

The cost of the insurance is included in the full membership fees with the member as additional insured. USHGA provides a Combined Single Limit Bodily Injury and Property Damage Liability Master Policy in the amount of $1,000,000 per claim which covers all recreational flying. USHGA's insurance is valid ONLY while flying in the U.S., U.S. Properties, Canada, and overseas while on USHGA approved business.

•Foreign payments muat be in U.S. FUNDS drawn on a U.S. BANK.

USHGA, PO BOX 8300, COLORADO SPRINGS, CO 80933

(719) 632-8300

FAX (719) 632-6417

Volume 22

CONTENTS

Issue No. 6

(USPS 017-970-20)

Features

Columns

18 The Final Climb And Glide

by Bud Brown

13 Tow Lines

by Davis Straub

Tow guidelines, "IFR" flying, weak link testing and hang gliding E-mail.

Optimizing the last thermal and final glide on an X-C flight.

22 Accident Reports compiled by Doug Hildreth

27 Oxygen: The Need Mtn. High: The Solution

Miscellaneous mistakes.

24 Competition Corner

© 1992 by Dennis Pagen

Region IV championships, by Nick Kennedy.

Hang gliding events in Region I, by Davis Straub.

Oxygen system product report.

30 I have Seen The Future, And It Is ... Aerotowing

44 USHGA Reports

© 1992 by G.W. Meadows

by Paul Voight

An in-depth look at this exciting method of reaching altitude.

Tow ratings explained.

37 Pilot Report: Wills Wing Spectrum

by Dan Johnson

66 Product Lines East Coast Championships, Dragonfly aerotug, composite wings, book and video reviews.

by Angelo Mantas Report on WW's recreational-class glider.

40 Site Report: Sylmar Flight Park

Departments

© 1992 by Robert Richardson First in a series of flying site reports.

Page 37

48 Lakeview, Oregon Update

COVER: Brian Porter pilots the SWIFT rigid wing at Torrey Pines, CA. Photo by W.A. Roecker.

CENTERSPREAD: G.W. Meadows flies over the Dragonfly tow site in central Florida. See story on page 30. Photo by G.W. Meadows.

by Jules Gilpatrick You're not going to believe what's been done to promote hang gliding in Lake County, Oregon. A note on enlightened Oregon liability law.

50 Risk Reduction And TheRCRs © 1992 by Michael Robertson The Robertson Charts of Reliability.

JUNE 1992

DISCLAIMER OF WARRANTIES IN PUBLICATIONS: The material presented here is published as part of an information dissemination service for USHGA members. The USHGA makes no warran·.c<' ties or representations and assumes no liability concerning the validity of any advice, opinion or recommendation expressed in the material. All individuals relying upon the material do so at their own risk.

Copyright© 1992 United States Hang Gliding Association, Inc. All rights reserved to Hang Gliding and individual contributors.

7 10 14 55 62 62 64

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

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COMBAT 2 ~ ~ ••odcl / Siz.e: C,\ider ,.. ,

'

THE BEST JUST GOT BETTER FASTER LIGHTER STRONGER

The COMBAT 2 uses the latest material technology available to provide a lighter, stronger wing with the unmatched performance and handling of the FOIL Series.

With a reduction in the overall weight, quicker set-up and breakdown times and new designer colour schemes, the COMBAT 2 will set the standard for others to follow.

DEALER ENQUIRI ES UPOVERDOWNUNDER • Nelson Howe PO Box 378 • Franconia• New Hampshire • 03580 Tel 603 823 8195

Gil Dodgen, Editor/Art Director John Heiney, Leroy Grannis Photographers Harry Martin, Illustrator Dennis Pagen, Rodger Hoyt, G.W. Meadows Staff Writers Tim Rinker, Design Consultant

Office Staff Jerry Bruning, Executive Director Greg Huller, Ratings & ICP's Cindy Evans, Member Services PJ More, Special Projects & Competitions Stu Clark, Insurance & Member Services Jeff Elgart, Marketing & Advertising D. Dean Leyerle, Merchandise Services

USHGA Officers and Executive Committee: Gregg Lawless, President Paul Voight, Vice President Russ Locke, Secretary Dan Johnson, Treasurer

REGION 1: Gene Matthews. REGION 2: Lynda Nelson, Russ Locke, Connie Bowen. REGION 3: Joe Greblo, Sandy King, Gregg Lawless. REGION 4: Mark Mocha, Glen Nicolet. REGION 5: Mike King. REGiON 6: Ron Kenney. REGION 7: Rod Hauser. REGION 8: Randy Adams. REGION 9: Pete Lehmann, Jeff Sims. REGION 10: Matt Taber, Rick Jacob. REGION11: Jeff Hunt. REGION 12: Paul Voight, Paul Rikert. DIRECTORS AT LARGE: Dan Johnson, Jerry Forburger, Jan Johnson, Dennis Pagen. HONORARY DIRECTORS: Ken Brown, Lisa Tate, Jim Zeise!, Doug Hildreth, G.W. Meadows, Tom Kreyche, Mike Meier, Rob Kells, Fred Stockwell, Terry Reynolds.

The United States Hang Gliding Association Inc. is an air sports organization affiliated with the National Aeronautic Association (NAA) which is the official representative of the Federation Aeronautique Internationale (FAI}, of the world governing body for sport aviation.

The NAA, which represents the U.S. at FAI meetings, has delegated to the USHGA supervision of FA I-related hang gliding activities such as record attempts and competition sanctions.

HANG GLIDING magazine is published for hang gliding sport enthusiasts to create further interest in the sport, by a means of open communication and to advance hang gliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles, photos, and illustrations concerning hang gliding activities. lf the material is to be returned, a stamped, selfaddressed return envelope must be enclosed. Notification must be made of submission to other hang gliding 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 GLID· ING editorial offices: 6950 Aragon Circle, Suite 6, Buena Park, CA 90620 (714) 994-3050.

HANG GLIDING {USPS017-970) is published monthly by the United States Hang Gliding Association, Inc., 559 E. Pikes Peak Ave., Suite 101, Colorado Springs, Colorado 80903 (719) 632-8300. FAX (719) 632-6417.

Second-class postage is paid at Colorado Springs, CO and at additional mailing offices.

POSTMASTER: SEND CHANGE OF ADDRESS TO: HANG GLIDING, P.O. BOX 8300, Colorado Springs, co 80933-8300.

The USHGA is a member-controlled sport and educational organization dedicated to exploring all facets of unpowered ultralight flight. Membership is open to anyone interested in this realm of flight. Dues for full membership are $49.00 per year (of which $15 goes to the publication of Hang Gliding), ($55 Canada & Mexico, $60 foreign}; subscription rates only are $35.00 ($40 Canada & Mexico, $50 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.

JUNE 1992

Volume 22, Issue No. 6

AIRMAIL Hang Gliding Forum

Hook-In Advice Problem

Dear Editor, Arlen Fletcher's letter (April HG) about establishing a SIG on a major online service is an excellent idea. He singles out one particular service, although there are a few in operation.

I am a GEnie subscriber (General Electric network for information exchange).

There is presently a special interest group and a bulletin board in active use on this service dedicated to sport aviation, including hang gliding and paragliding. GEnie has recently adopted fixed rate pricing second to none. For a $4.95 per month flat fee all the basic services can be accessed between 6:00 PM and 8:00 AM local time, 24 hrs. on weekends. The aviation bulletin board is part of this basic service, so virtually unlimited access is available. Electronic mail is also a basic service under the plan. File transfer areas are available on a per-hour rate.

For all the hang glider pilots out here with computers, GEnie is an economical means of electronic communication. All that is needed is a personal computer, a modem and some communications software. To establish a GEnie account, follow these instructions for automated sign-up procedure.

1) Set your communications software for half duplex (local echo) at 300, 1200 or 2400 baud. 2) Dial (toll free) 1-800-638-8369.

Upon connection, enter HHH. 3) At the U#= prompt enter SIGNUP and press return.

At the end of the online registration, a personal user number and temporary password will be displayed on your screen.

Both are required for log-on, so please be sure to make a note of them.

I offer my assistance to those still slightly in awe of telecommunications, at least to get them started. If you have the inclination to become involved with GEnie and have a computer and need help, give me a call. If you don't need help and ring into GEnie, drop me some email at mail address FRED.U.

Dear Editor, I have followed the letters regarding hook-in advice with interest, but feel I must respond to the recent glut of advice that the safest way is to hook the harness into the glider and then enter the harness. I believe that use of this method is inappropriate at many sites because it increases the amount of time spent hooked in before launch.

Here in the Colorado Mountains many sites have physically-restricted launch areas allowing only one pilot at a time to launch.

Safe launch windows open and close rapidly.

If you are number two in line, your tum could come in 20 seconds, two hours, or not at all.

One hundred eighty degree wind shifts, gusts, rotors and dust devils may indicate a good day, but not to spend hooked in at launch.

Although I know of no fatalities from being hooked in at launch. I have personally totalled one glider while ground handling (hooked in), had three gliders trashed by dust devils (not hooked in but holding on) and have had wire people injured just trying to keep the glider on the ground. I have witnessed and heard stories of many other incidents in which, had the pilot been hooked in, we probably would have had fatalities to report.

To expose oneself to these risks while waiting to launch is unacceptable to me. If you don't think so, I invite you to spend an hour or two hooked in at Mt. Princeton or enter your harness-glider combo and attempt to ground handle your glider to the Crested Butte launch ramp.

In conclusion, a pilot should consider the site, the conditions, his equipment, and what works best for him, and then choose the method that he deems safe. To do otherwise, and follow some set practice, eliminates what makes hang gliding safe: GOOD JUDGEMENT.

Frederick F. Ungewitter III Daytona Beach, FL

Fred can be reached at (904) 767-5768 on weekends between noon and 9:00 PM.-Ed.

Jeff Mallin Aspen, CO

Thermal Detection Dear Editor, This concerns the blurb about the The1mal Rider instrument in Dennis Pagen's March article. If the sinking air outside a thermal is colder, then the rep011ed detection

7

AIRMAIL of nearby thermals by noting temperatures above the ambient is fallacious. Is this an exception to the theory stated that "rising air is warmer, sinking air is colder"? It is!

The over 1,700 Thermal Snoopers™ sold, with most still in use, belie that simplistic theory. The avid users of that instrument know full well that the sleeve of sinking air around a thennal is slightly warmer than the ambient air. How can that be? Perhaps mixing eddies at the interface of the rising and falling air can partly explain it.

But another explanation is needed for more distant and newly formed the1mals.

Early in the afternoon, the lapse rate up to cloud base is typically 4° F per 1,000 feet.

But the rising warm air inside a blue !henna!, and likewise the resulting sinking air around the the1mal, are changing temperature at the dry adiabatic lapse rate of about 5-1/3° F per 1,000 feet. In this average case, the sinking air becomes 1-1/3 ° F warmer than the ambient for each 1,000 feet it has fallen. Or, on a more likely scale, it will be .013° F warmer for each 10 feet it has fallen.

As just suggested, the speed at which the air is sinking becomes infinitesimal at, say, two or three times the average radius of the rising core. But with the ability of the Thermal Snooper instrument to indicate a temperature change of as little as .007° F per beep, it can in fact give positive indications at such the1mal-passing distances.

This great sensitivity was achieved by using a small silicon diode in a very lownoise mode as the temperature sensor, and by thoroughly rejecting responses (and electrical noise) too slow to be meaningful and so fast (small eddies) as to be useless and confusing.

I hope this explanation clears up the means by which some temperature-sensing instruments can indeed indicate nearby thermals, and convinces you that sinking air around a the1mal is not colder.

Alan J. Fisher Huntsville, AL

Glider Size Mystery Clarified Dear Editor, Thanks for the appreciation from Mike Tyron (Glider Size Mysteries, Ainnail, April 1992). Mike is absolutely right that if the smaller glider were a scaled down version of the bigger glider, both would perform identically.

8

But, the first question that "If Gravity is the Engine, Weight is the Fuel" tries to answer is: What difference does it make if you buy a smaller glider? I assume that you are constant, i.e., not scaled either in weight or in drag. I also assume that you have to go out and buy what the manufacturers are willing to sell. So I am not comparing purely wing area, but rather comparing between two gliders (with the same pilot on each) that represent what manufacturers (or at least one major manufacturer) produce within two size classes.

The results are based on dirty theoretical numbers as opposed to purely theoretical numbers. I constructed a mathematical model of a glider (including the pilot, tubes, wires, pod, varios, etc.), using various sources for the coefficients of lift and drag, including February 1989 Hang Gliding magazine (thanks to Kevin Caldwell) to produce a polar curve. I compared this curve to all the polars published in Hang Gliding since 1985 and to data provided me by Chris Arai and Jim Lee from their polar measurements. I adjusted the coefficients of drag using the guidance provided by Kevin Caldwell's article to reasonably approximate the polar curves derived from Chris Arai's data.

The glider's drag is determined not only by the wing, but by the pilot, pod, vario, wires, downtubes, king post, basetube, luff lines, etc. The drag values associated with these components of a glider (the parasitic drag) don't necessarily scale with wing area. I assumed the parasitic drag to be constant over the 10-foot range of values for glider size.

You could argue that I should have reduced the drag slightly due to shorter lengths of wires and downtubes, but it makes a very small difference.

I chose to use the values for weight, span and glider area representative of one manufacturer's two models. I was told by a factory pilot that the smaller glider was not 145 sq. ft. but 148 sq. ft., so I used that number. The aspect ratio of the smaller glider was somewhat lower than that of the bigger glider (7.47/7.57). The practical effect of the aspect ratio difference is extremely small.

I did not compare a small pilot on a small glider to a big pilot on a big glider, but if you are clever you can figure out how to do this with the curves presented in the a1ticle.

Some people have asked me why I write such articles. It is a ploy to embarrass Tomas Suchanek, Chris Arai, Jim Lee, Tony Barton and Larry Tudor into writing articles about

the real secrets of being one of the top competition pilots.

Davis Straub Seattle, WA

Accident Statistics Dear Editor, Your reply to Tom Levine's inquiry in the February issue about fatality odds may have been misleadingly optimistic. If the odds of a fatal accident each year are 1/1000 (0.001 ), then the odds of surviving each year are 0.99%. But you have to "throw the dice each year." For a short span of 10 years this is essentially 1/100 as you stated (1-0.999110, but not 10 x ( 1/1000) strictly speaking).

It is too simplistic to figure that the average "immortal" hang glider pilot would average a fatal accident every 1,000 years, just as it is to think that that pilot should expect to go 1,000 years and then crash. With the given odds, 693 consecutive years is the expected time period (50:50 chance of lasting that long). Only 37% of pilots would make it to 1,000 years. On the other hand, 14% would last 2,000 years and 5% 3,000 years.

It might seem that a more valid approach would be to use the average number of flights per year in order to calculate the odds per flight, and then calculate forward on that basis. But it really doesn't matter because the starting point is still the annual rate. A major assumption in all of this is that the odds are constant from flight to flight and from year to year. Of course they are not, so all of this is nonsense.

Craig Althen Kalispell, MT

You' re right. It's a geometric, not arithmetic, progression. How silly of me!-Ed.

Dear Editor, I always read with great interest the accident repmt column; I figure I may learn something and hopefully not make the same mistakes that others have made.

I was especially interested in a recent column comparing hang gliding to other activities. By your results, hang gliding appears to be safer than driving a car! I find this difficult to believe. Granted, driving a car can be dangerous at times, but it seems that

HANG GLIDING

AIRMAIL the sheer number of people driving would make the fatalities/drivers ratio very small.

Please explain.

Also, why not report the fatalities/hours airtime ratio? It seems to me that for flying this would be the best parameter for comparison with other aviation activities.

More On Drogue Chutes

Historically, we have averaged about 50,000 auto fatalities/year. Our population is about 260 million, but not all drive, so figure 200 million and divide into 50,000. You' II get 114,000, or 251100,000. As Mike Meier once said to me, "This doesn't prove how safe hang gliding is; it proves how dangerous driving a car is!" fl is poin!less to compare hours or flights in a hang glider wilh hours or sorties in a car. The question we want to answer is, If I am a typical participant, what are my chances of dying this year while doing it?

These figures answer that question, but only if you are a "typical participant."-Ec/.

Dear Editor, Using Mike Sandlin's February article on a keel-stabilized drogue chute, I manufactured my own. I used the dimensions and illustrations in Mike's article to follow his specifications as closely as possible. The results have been excellent and virtually the same as Mike described. At the Sylmar Hang Gliding Association site, test pilot "Power Line" Mike Hopkins and I were bombarded with inquiries like, "Where did you get it?

How can I get mine?" Unfortunately, I am not in a position to make any more of them.

The chute is perfect for restricted-field landings, and does not have any effect on pitch, roll or yaw characteristics. The only warning I might make is that at trim speed there is a short-amplitude, high-frequency oscillation that slightly affects handling. At both high and low speeds the oscillation seems diminished and inconsequential.

So when is someone going to start massproducing the drogue chute?

Fly South Africa

Grant Hoag San Gabriel, CA

Jeffrey West Indianapolis, IN

Dear Editor, As things are opening up in South Africa, I hope we will see a few more American pilots venturing down here in the future. We have some really great flying sites, offe1ing anything from coastal soaring and scenic high mountain flights to excellent X-C flying. The present distance record stands at 195 miles, recently set by Johan Anderson on an HP II from a tow launch in northern Cape Province. (The world paragliding record of 231 km was also set from this site.) We have enough different sites for good flying all year round.

Please write or phone for more information.

Thys van der Merwe P.O. Box 90255 Garsfontein 0042 South Africa tel. (27)-12-736021 (work) (27)-12-9989202 (home) (27)-12-738071 (FAX) (Attn. Thys van der Merwe)

Dear Editor, After reading both Mike Sandlin's and Bob Ormiston's articles on speed brakes for hang gliders I was struck with an idea. If a kite gains stability from a longer tail, can the speed brakes serve the same function for a hang glider?

I would like to stai1 an open discussion as to the practicality of using either Orn1iston's variable glide brake or Sandlin's keel-stabilized drogue chute in combination with platform towing. As Mr. Ormiston stated, " ... the VGB .. .increases stability slightly, and the glider seems a little less likely to oscillate in yaw." It seems to me that increased yaw stability during the early phase of platform towing reduces the risk of lockout. Comments gentlemen?

Mark Dillard Houston, TX

Hang Gliding Sabbatical And Site Guide Dear Editor, My wife Betsy and I will be taking a sabbatical starting in July of 1992. Basically we hope to cover the 48 contiguous states and some of Canada in our year-long trip in an RV. During the trip, we plan on visiting flying sites across the country and writing articles about them for publication in Hang Gliding. We'll probably collect them into a book which could be the basis for the longawaited National Site Guide.

I'm a Hang IV pilot (soon to be applying for a Hang V) who has been flying since 1975, and was the 1991 President of the Sylmar Hang Gliding Association. I was also editor of the club newsletter for two years, and the creator of the Hi Resolution Logbook.

Betsy is a Hang III pilot who has been flying for two years (and helped me an awful lot as assistant editor). We're writing this letter in an attempt to get some national feedback as to places to visit.

If anyone has any suggestions as to flying sites or special non-flying places to visit along the way, please write or call us so we can include stopping there in our plans!

Please address all correspondence (through the end of June) to: Rob and Betsy Richardson 17347 Tulsa Street Granada Hills, CA 91344 (818) 366-8996 We'll be getting our mail forwarded to a P.O. Box after July, and we'll let you know the address when we have it. We're btinging an ATOL system in addition to our gliders (his, hers and ours), so we should be able to fly at most sites.

A sample at1icle (on our local Kagel flying site) is enclosed, and anyone who contacts us should feel free to comment on the structure and content of the article (future articles will cover more than one flying site each). We'd like to improve the articles as we go along!

Thanks for your interest in this project.

We hope to meet many of the pilots reading this over the course of the next year.

See Rob's article in this issue.-Ed.

JUNE 1992

9

the hang glider class, Dave Smith was awarded first place, and last year's champ Jeff Williamson was given second place.

We misidentified the pilot and photogra· phcr in our May issue ccntcrsprcacl. The pilot was Bob Schutte and the photographer Bob Trampcnau, not the other way around.

The kingpost hang loop assembly on Moyes XS gliders manufactured before April 1992 is attached to the kingpost with an ANI 5A bolt and locknut. The fore and aft movement or this system in flight could loosen lhe locknut. If this boll and nut assembly is left uninspcctcd, over time the nut could back off completely leaving the pilot lo rely on his back-up loop. We urge all Moyes pilots to check this assembly before each flight, and to contact their dealer or Moyes California to obtain a free retrofit kit.

The kit includes: an AN-16 bolt, locknut and ring, which will prevent the nut from backing off. Contact: Moyes California, 22021 Covello St., Canoga Park, CA 9 J 3(fl (818) 887-3361 OJ' (805) 563-2864.

It has come to the a!lention of ()olden Wings that some of the safely knives that have been distributed through them have been assembled improperly. Knives assembled at the factory did not have Loctite applied to the nuts. Therefore, it is possible for the bolts to loosen or fall out, causing the blades to fall out. All Pro-Advantage safety knives should be checked. If bolts are loose or missing they should he tightened or replaced, and Loctite or fingernail polish applied lo the nuts.

Knives can also he sent to Golden Wings, 1103 Washington Ave., Golden CO 80401 for free bolt replacement. The knives arc now being assembled at Golden Wings and the problem has been rectified.

10

Our club has just been informed by the Nature Conservancy that Guadalupe Sand Dunes will he closed to hang gliding until further notice. Due to the negligence of some unidentified pilots that were seen by Nature Conservancy officials walking across the tern nesting area, instead of walking along the beach, the site is now closed until the end of the ncsling season, September 1st. Our club is now negotiating with the Nature Conservancy to sec on what basis it can be reopened.

Contact: /\chim Hagt:man, 29 State St., Santa Barbara, CA 9310 I (805) 962-8999, FAX (805) %43337.

La Jolla, CA-··· This year's Torrey Pines /\ir Races were scheduled as the Bill Bcnncll Air Races on March 28-29. Local sailplane, radio control and hang glider pilots protested that the scheduling was made without consultation. A lack of factory participation and inclement weather saw the event shorlcncd to one day of racing. The rigid wing category was won by twice national champ Brian Porter. Porter new the 39--foot·· span Swirl at speeds that appeared to experienced pilots as at least 20 mph faster than the fastest hang glider could make, under good wind conditions. The second clay was rained ou1. In the abbreviated competition for

The Arnerican Cup, the first international team competition in hang gliding, is to be put up for challenge by the current title holder, Australia, after having been moribund for six years.

The /\mCup, which started as a fournation competition in Chat.tanooga, Tennessee, USA, in 1978, has been won three times

by Britain ( 1978, 1979 and 1982), once by the USA ( 1980) and once by Australia ( 1986).

It has not been offered up for compcti· lion in recent years because of pressure from Australia's heavy competition program, including the 1988 FA! World Championships. Now that is to change.

The original American Cup trophy is to be removed from Bill Moyes' mantelpiece, after a series of letters between Bill and one of the ArnCup's two founders, Britain's Brian Milton. Eight nations will be invited to compete for it this winter ( 1992/1993).

Competing nations arc expected lo be: Australia, the US, Canada and Britain-the top !"our at the last 1986 American Cup···-plus the four other highest-placing nations in the team competition al the 1991 FAI world championships in Brazil: Brazil, Switzerland, France and Japan. The first alternate, in case one of the above decl incs to compete, will be Germany.

A formal date for lhc competition is expected to be announced soon by Ian Jarman, Chairman of the competition committee or the llang Gliding Federation of Australia. Ian Jarman was one of tile competing pilots in the 1979 Australian /\mCup team.

The 1992/93 competition is expected to be based in Tumut, NSW, halfway between Canberra and Wagga-Wagga.

H Australia wins, they will hold the trophy for two years, and put ii up for challenge in Australia in alternate years with the FAI World Championships. Should any other nation win, they become hosts for the next AmCup competition, in a way similar to rules governing the influential America's Cup in yachting.

HANC G!.IDINC

The top five participaling nations in one AmCup will have automatic right entry into lhe next, with the remaining three places filled by the top nations at the previous FA! Worlds.

Contact: John Pendry, Chairman, BHGA Competitions Committee, telephone 098.378.C, 11, FAX 098.378.552. Brian Milton, England telephone 081.981.(1 I 00, FAX 081.981.5941. Ian Jarman, Australia telephone/FAX 069.472888.

or

Contact: A irZonc, 294 Sharpe Rd., Anacortes, WA 98221 (206) 293-3282.

As we go to press we have tentative dates of' Dec. 11-20, /992_

Fd.

Branniger has introduced its uew AltoVario LCD VI and Vll flight decks. The LCD Vil comes wilh an FAl--approved barograph system that can be hooked up to a computer or a printer in the field for official flighl documentation. 11 features two altimeters up to 1,000 feet, and an airspeed indicator up to 11 mph, 99 memory functions (rnlc of climb, altitude reached), digital an analog vario, a rcal--timc watch, a stop watch, and a stall alarm. The audio has an adjustable volume and the sink alarm is programmable.

All instruments come with a one-year warranty. Advanced Air Technology, Inc., the U.S. distributor for Braunigcr, operates a Braunigcr--approvcd service station in Santa Barbara, CA for quick turnaround. Dealer inquiries me invilcd. Contact: Advanced Air Technology, Inc. (805) 962-8999.

The Lake County hang gliding commit-

tee has been making plans for this year's 4th foundation has been set up to support educational, scientific and literary pmposcs of aerodonc!ics (the science of gliding and soaring flight).

A foundation to benefit low-spcccl flight has hcen established in Kitty Hawk, North Carolina.

Named in honor or Francis Rogallo, father or hang gliding, the foundalion will support education, research and literary pursuits in the field of' acroclonctics, the science gliding and soaring flight.

Vic Powell of Annandale, VA, president the foundation's board, said, "This wi II prnvide opportunities to fund research and lo establish scholarships for students studying in the field of wind research and low-speed aerodynamics." In addition, the foundation "appropriate recognition to the father of the sport of hang gliding," Powell stated.

Rogallo, 80, is a retired NASA scicnlist who invented the flexible wing in 1948. He and his wife Gertrude arc retired and live in Kitty Hawk, NC. They bolh serve on the founclation 's board.

Powell said the foundation will give hang glider pilots and the general public a chance to contribute and to recognize the Rogallos for what they lrnvc given to the sport.

John Harris, president of Killy Hawk

or

or Jeff Bowman is pleased to announce the formation of a new full-service hang gliding lmsinc:ss in Northwest Washington.

AirZone is offering Pacific Airwavc gliders and a full line, of flying related equipment. The hang gliding school is professionally directed by Pete Rogers. Pete is an A-6 pilot in the Navy, bringing with him a strong background in instrnction and emergency medical and life-saving techniques.

Airzonc currently has a New Formula 144 available for demo flights with a New K arriving shorlly.

1992

Kites hang gliding school, and a board member of the foundation, comments, "Someday !the foundation! will make knowledge and research 011 low-speed flight available lo anyone interested. This will be the resource for information on low-speed flight. It also will serve as a vehicle to protect flying sites and airspace."

Rogal lo said the foundation will carry on with what he's been trying to do all his Jifc---"makc it possible for anybody who wants to, to fly."

Tax deductible donations may be sent to Ann Lyons, treasurer, Rogallo Foundation, P.O. Box 1839, I lead, NC 27959. For more information contact: Nancy McWilliams (919) 441-4124.

of July Hang Gliding Festival. Since last summer several exciting things have happened concerning the sport of hang gliding in the area.

The Mayor of Lakeview and the County Commissioners designated Lake Co11nty the "Hang Gliding Capital of the West." A I x 44' billboard has been purchased outside Reno, NV advertising hang gliding in Lake County. It's located on Virginia Street heading north, and sports some very colorful artwork. In March, al the Governor's tourism conference, Lakeview was given special recognition by Governor Roberts, and awarded the Innovative Tourism Aware] for the promolion of hang gliding in Lake County.

Hang gliding is alive and thriving in Lake County. Activities plarmccl for !his year's rly-in include: daily distance night contest, male and female; spot landing contest, rriday, July 3; pilots' breakfast, Saturday morning, July 4; barbecue, fireworks and dance, July 4; and awards coffee, Sunday, July 5. Additional activities include: fun bike ride, kite l'lying, swimming, cash bash drag races and a raffle. On Monday, July 6 the Oregon Antique and Classic Airplane Club will put on a display for spectators.

New this year is $ I 00 cash prize each month, June through September, for the longest flight from a site I isled in the Lake

11

County site guide. Prc·rcgistration is required. Two hundred dollars will be awarded for cumulative distance, and $200 for the longest flight during the summer.

They are asking for a $5 registration fee for all pilots flying the area, which will go toward the acquisition of private land for a permanent l ,Z close to Black Cap. Included in the registration is a site guide, Lakeview sticker, raffle ticket and local merchants' discount coupons.

Contact: Lake County Chamber or Commerce, Courthmrnc, J,akcvicw, OR 97630 (503) 947·6040.

This new member of the XCR Iinc is a low-cost aluminum cylinder system which sells for $360 ($135 less than the XCR-240), and provides up to three hours of constant use al altitudes up lo 18,000'. The system comes complete (ready to install) with Oxymizcr1 M, six feet of crush/kink proof 5/32" polymc· thane 02 line, quick conncct/discrnmcct fittings, holsters for remote control on/off valve, and cylinder Contact: Mountain High Equipment & Supply, 516 12th Ave., Sall l,akc City, UT 84103 (801) 364-4171.

Colors take flight and wrap a rainhow around World Showcase in "Surprise in the Skies," the new daytime show at Walt Disney World Epcot Center. Boats, kites, paraplanes, hang gliders, fireworks and giant balloons arc combined in the ambitious production that encircles World Showcase Lagoon and soars above the park.

12

The show opens with ethereal melodies and pyrotechnics as six boats enter the lagoon and slowly begin circling to create a carousel of color on the water. Hang gliders with shimmering streamers arc released from the boals to lift the colorful effect 400 feet into the sky. As the bang gliders drift lo earth eight paraplancs arc sighted, piloted by Mickey, Minnie, Pluto, Goofy and other Disney eharaeters.

LA JOLLA, CA--·The Torrey Pines Gliderport has been designated as a National Landmark by the National Soaring Museum of the Soaring Society of America. This will be commemorated at the gliderport at noon on Saturday, June 6, 1992, "to honor the spirit, ingenuity, and enthusiasm of the pioneers who flew gliders in the I 930's at Torrey Pines and to the future pilots who will share this glidcrport and continue this tradition through all forms of motorlcss night."

Many pilots who flew motorlcss aircrart in the San Diego area from 1929 to 1939 will be in aucndancc. One or the earliest recorded flights using the lift at Torrey Pines was made

by Charks A. Lindbergh on Feb. 24, 1930 on a flight from Mt. Soledad to the beach at Del

nationally recognized sailplane pilots, soared with others at the cliffs in the early l 930's.

This site was dedicated as a glidcrport by San Diego Mayor P.J. Bcnbough on Jan. l, 1939.

Since then, Torrey Pines has become recognized as one of the world's premier sites for glider activity of all forms.

Radio-eontrolled model sailplanes began operations in the late l %O's. Hang gliders joined them in the mid· 1970's. In 1990, paragliders were authorized lo share this airspace. Flight safety is ensured by the various clubs which cooperate to form the Torrey Pines Soaring Council, and advisory board that reports lo the Parks & Rcereation Department, City or San Diego.

A bronze commemorative plaque will be presented by Dr. Charles Smith, Executive Director or the National Soaring Museum.

Other nolablcs from the government, academia and the aerospace industry will offer brief remarks. There will also be a display of vintage sailplanes, weather permitting.

The Flight Director now has absolute control of the site and clubs no longer have a special use permit. The concessionaire is not charging a use fee for the site, and any one who belongs to the lJSHGA, APA or AMA may fly the site for free. They must, however, sign in and obey all the site rules.

Pilots do not have to belong to any club, however, a new club called the Torrey Pines Flyers Club has been formed as a Chapter of lJSl IGA. The members of the TPrC arc from all flying disciplines (hang gliding, paragliding and radio control), so they will be able to resolve problems more easily and quickly. A thrce··man review board from the Torrey Flyers Club will review any suspen· sions if requested to do so. Membership in the new club is $20 per year.

The site and flying rules have remained much the same, but a list or suspensions is provided that tells what to expect ii' a site rule is broken. The suspensions range in time from 24 hrs. for minor violations to 30 days or more for violating FAR's or US!IGA rules. Site and flying rules are available any lime. Contact Torrey Flight Park (619) 4523202.

HANG GLIDING

TOW LINES

Tow Guidelines, IFR Flying, Weak Link Testing, Hang Gliding E-Mail

by Bud Brown

Tow Guidelines Two tow manuals and a couple of towing guidelines are being reviewed by a towing subcommittee made up of Rod Hauser (foot launch specialist), Greg De Wolf (platfotm specialist) and Steve Flynn (aerotow specialist). The committee will be responsible for three guidelines, one for each launch technique. Coordination of the guidelines and creation of a Towing Instructor Certification Program will be handled by Chris Gagliano with help from Jen-y Forburger and Dennis Pagen. Hopefully, the results will be communicated to us all in the magazine.

Dennis has developed a new ICP outline with a section on Risk Management as it applies to free-flying. Sounds like a useful decisionmaking tool. Thanks all.

IFR Flying Got your attention, did I not? No, it does not stand for instrument flight rules; it was the heading for a towing column by Alan Faulkner in the Hang Gliding Association of Newfoundland newsletter on "I Follow Rope flying." In a land inhabited by Newfies, Labrador Retrievers, Bluenose Brethren and Fiddlehead Friends, there is a distinct possibility of landing in a bog, the trees or a meadow replete with meadow muffins/cow doots, not to mention ice runways. Flying here has got to be a good, old-fashioned, fun experience.

Homemade Test Rigs For Weak Links John Phillips of Raytown, MO, submitted a description of his fulcrum-type test rig. A JUNE 1992

wooden two-by-six or a steel pipe may be used for the lever. The pivot point should be offset, not centered. One end of the weak link is attached to the short end of the lever and the other end is attached to the floor directly below. Stepping on the long end of the lever will break the weak link. To estimate the breaking value, use the method of first stepping on a spot slightly inboard of the long end, then stepping on a spot one inch closer to the long end. Keep repeating until the link breaks and then measure the distance from the spot you were standing on to the pivot point and multiply by your weight. This number should equal the strength of the weak link, times the distance from the pivot to the weak link attachment point. Care should be taken to insure that the geometry of the setup consists of tight angles, that is, the lever is horizontal.

Mark Nicolet, who submitted an article on stationary winching in the June, '91 issue, had a flourish of creativity, contributing three ideas. The first involved screwing a hook into one of the beams in his garage. After hanging two rings with a weak link between, a rope loop was tied onto the bottom ring. Mark would then step gently into the loop, putting all his weight on it. Because he wanted his weak link to be slightly stronger than his own weight, he would add extra weight by slinging some barbell weights on a rope over his shoulders. Bouncing up and down in the loop will add slightly more weight. The twostep process insures the accuracy of the calibration.

He also suggested hanging a pulley from a beam and attaching a pulley rope, which includes a weak link, to a weight resting on a bathroom scale. Watch the scale as you lift the weight slowly from the scale. Notice the reading on the scale when the weak link breaks, subtract it from the total amount of weight on the scale and you have the weak link value. In the inte;-est of self-preservation,

be discrete when borrowing the scale.

The third method involves the use of the hydraulic pressure gauge he uses for static towing. He hooks this over a pipe clamped in a vise on his workbench. The vise is located directly over a workbench leg. By drilling a series of holes in the leg, he can install a pry lever at the proper position to pull on a weak link attached to the pressure gauge. He has been able to test different weak link matetial, knots, etc. with this rig. Mark also sent some of Donnell Hewett's early 80's articles on foot launch towing, which is a treasure of useful tow information. Does anyone have information on availability of these articles for interested readers?

Hang Gliding Electronic Mail One of the computer "hackers" at work discovered a hang gliding bulletin board. It provides a real service to those with questions about hang gliding, paragliding, towing, etc.

People from all over the U.S. and Europe are typing requests for infonnation on their computers, and usually multiple answers flow back into their computer. Pilots have asked for guidance on glider/harness selection, flying techniques, sites and accident analysis.

There was even a request on radio frequency use, and the latest Swift glider from a pilot in the new state of Slovenia. The service addresses for requests to be added to the net are: INTERNET Hang-Gliding-Request@fuggles.acc.Virginia.EDU Hang-Gliding-Request@uvaarpa. Virginia.EDU

BITNET: HG-Reg@Virginia

UUCP: !uunet !virginia !hang-gliding-request

New Address Just finished the gruesome task of moving.

The new address is 336 Broad St., Weymouth, MA 02188.

It looks like we're going to have another El Nifio this year. Hope it does great things for the flying in your neighborhood. •

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

Until May 24: 1992 Region 9 Championship.

Weekend X-C from any site in the Region. The best flights totalled to determine winner. Flights limited to max 60 miles each. Rookie and Open Classes. For entry forms and rules contact: Pete Lehmann, 5811 Elgin St., Pittsburgh, PA 15206 (412) 661-3474 (before 9:00 PM) FAX -3436.

Until Dec. 1: 1992 Region 9 Year-Long X-C Contest. Fly from any site on any day.

Winner will be the pilot with the single longest flight of the year. Open and Rookie Classes. Contact: Pete Lehmann, 5811 Elgin St., Pittsburgh, PA 15206 (412) 661-3474 (before 9:00 PM) FAX 3436.

Until Dec. 31: East Coast X-C Contest. Send description of longest East Coast flight to: Randy Adams, P.O. Box 369, Claremont, NH 03743. Flights may be foot- or tow-launch and must originate east of Mississippi.

June 6: Assisted Windy Cliff Launch clinic (to receive your A WCL Special Skills checkoff). June 13-14: Aero Towing clinic (to receive your AT Special Skills checkoff). June 20-21: Glider maintenance clinic. June 27: Summer Thermaling clinic. Contact: Lookout Mountain Flight Park, near Chattanooga, Tennessee (404) 398-3541.

June 6-9: International German Women's HG Championship. Contact: DHV, Miesbacherstr. 2, D-8184 Gmi.ind/ Tegernsee, tel. 08022-7031 or call Manuela Schneider (Germany) 070547110 or 7164 FAX 07054-5594, or Ulrike Wiesner (Germany) 089-577159.

June 6-13: Wills Wing Demo Days, Up Over New Mexico, Albuquerque, NM. Contact: (505) 821-8544.

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June 7-14: Sandia Classic, Albuquerque, NM. 450 WTSS points. Contact Mike Gregg (505) 822-8586, or write Jeff Wolford 3100-E205 Jane Place NE, Albuquerque, NM 87111.

June 12-15: Region 5 Fly-In, Whiskey Peak, WY. Prizes, trophies and T-shirts. Entry fee. Contact: Keith Myhre (406) 2456090 or Kevin Christopherson (307) 473-8655.

June 13-14: 20th Annual Cochrane Meet, Cochrane, Alberta, Canada. Entry $35 includes retrieval, camping, gommet dinner, trophies and prizes for all pilot skill levels. Hang gliding and paragliding, X-C race to goal and spot landing. Contact: Vincene Muller, Muller HG, RR #2, Cochrane, Alberta, TOL OWO, Canada, FAX/phone (403) 932-6760.

June 19-21: Wild, Wild West Regionals, $90.

Contact: Adventure Sports (702) 8837070.

June 20 & July 18: Tow clinic. Towing, spot landings, duration contests, lots of fun.

Call early, limited space. Contact: Action Soaring (209) 368-9665.

June 20-22: Region I Regionals, Chelan, WA. Triangles with aerial start gate. $30 entry. Canadian pilots welcome.

Contact: Davis Straub, 747 16th Ave. East, Seattle, WA 98112 (206) 3221184.

June 22-July 7: Cross Country Classic International (pre-Worlds). Bishop, CA. Preparatory contest for 1993 World Hang Gliding Championships. Contact: Tom Kreyche, Cross Country Classic, P.O. Box 873, Mtn. View, CA 94042 USA. tel. (415) 965-8608 FAX (415) 965-1361 Telex 49610244 Cross Country.

June 25-27: 9th Annual Bachelor Mtn. FlyJn, Grant, MT. Longest flight wins custom silver belt buckle. Barbecue and awards on Sat. night. Low-key competition, lots of fun, great X-C flying.

Contact: Dan Gravage (406) 222-7240, or Monte Elliott (406) 683-6523.

July 1-5: "The At/antics" HG Competition, Nova Scotia, Canada. Site guide available for $3. Contact: Tom Bushell or Jan Taylor, 19 Pleasant St., Dartmouth NS B2Y 3P3 (902) 4610051.

July 9-12: Texas X-C Championships, Big Spring, TX, Region 11. Hang III with towing, X-C and turbulence sign-offs, current USHGA membership. Contact: Tim Doogs (817) 921-6957.

July 9-12: International HG Competition of the Montaiguille, France. $25,000 in prizes, $5,000 1st place. June 14 registration closing date. Contact: Alain Folmer, rue Louis Ripper, 38710 Mens, France.

July 13-19: Manufacturers League Meet, Dinosaur CO. 450 WTSS points. Entry $200 before June 1, $250 on site.

Refundable until July 7. Trophies & prizes for teams and top individuals.

Early registrants will be promptly sent rulebook, goal photos, local info and maps. Teams of three and individuals welcome. Hang III with X-C and TUR sign-offs minimum. Race-to-goal with no photos. For more info send legal-size SASE to: Nick Kennedy, P.O. Box 1026, Telluride CO 81435 (303) 728-3905.

July 23-Aug. 2: Yalta Cup hang gliding and paragliding competition, Yalta, Ukraine (in the Crimea on the Black Sea).

Excellent flying sites and conditions, prizes and souvenirs. Contact: Yevgeniy Zozulja, Deltaclub, Stepanjana 61, 334800 Theodosia, Crimea USSR, tel 06562-76567, FAX 06562-37963.

August 1-3, 1992: United States Aerobatic Hang Gliding Championships & Mount Si Hang Gliding Festival. Just outside Seattle. Practice days July 30 & 31.

World Class aerobatics, duration, speed runs, spot landings, and fun! Aerobatic entries $100. Sporting/Recreational entries $20. Contact: Aaron Swepston (206) 939-6248, or Lori (206) 454-1989, or write 2415 Forest Ridge Dr., Auburn, WA 98002

HANG GLIDING

1-3: Wes/em Canadian Championships, Golden, BC, Canada. I los1cd hy the Rocky Mln. HG Entry $'.lO (includes $5 national team levy).

Contact: Ken Shackleton (40'.l) 2951575.

1-7: Oshkosh Airshmv, Oshkosh, WI. The largest aviation gathering in the country. If ii flies, you can probably sec i1 al Oshkosh. For more information, our USHG/\ Rep. is Rod Hauser (602) 6'.lfr 1950.

3-9: Verhier International Open & PreWorld, l;rancc. International teams, 15 pilots/team. Contact: tel. 026/'.l l 62 FAX 026/'.l I 32 72.

7-9: Region 4 !fang Gliding Championships, Paradox Valley, CO. lJSI IGAsanclioncd event. Trophies, great prizes, computerized scoring using the 1,000point system. Free seminars each morning on X-C and competition slratcgics by nationally ranked pilots. $60 entry. Contact: Colorado X-C Pilots /\ssn. (303) 728-3905.

8-9: 2nd Ulienthal Meet, Point Sal, Guadalupe Dunes. Fun f'ly-in for beginner to advanced. Free camping, T shirts. $40. Contact: Santa Barbara HG & PG Center (805) 962-8999.

prornptly sent rulebook, turnpoin1 and goal photos, local info and maps. Entry refundable until Scp1. I, includes awards banquet, unlimited oxygen, prizes, shirts and assorted parties. For more info send legal size S/\SE to: Nick Kennedy, P.O. Box I 026, Telluride CO 81435 (303) 728-3905.

14-19: 19th Telluride llang Gliding Festival_ Speakers, dances, clinics, films, swap meet. Contact: Hugh Sawyer (303) 728-4772 or Joel Parker (303) 728-6070.

17-20: IO!h International /fang Gliding Film Festival, and 19th Coupe !care, St. I lilaire du Touvet, France. Contact: ]8720 Saint-Hilaire du Touvct, France, tel. 76 08 33 l)<).

3 .. 11: USJfG;\ National Fly-In, Lookout Mountain Flight Park, near Chattanooga, TN. Mountain and thermal soaring (Novice and above), aerotowing to 3,000 feet, manufacturers' Demo Days, clinics and other activities, swimming pool, volleyball and camping in the LZ. Fun for the whole family. Contact: Lookout Mtn. Flight Park (706) 398-3541.

9- 11: USI/G;\ jc11/ Board o/Directors meeting, at Holiday Inn, Milpitas, CA. Open l.o the membership; come and bring an opinion. Contact: USHG/\ Headquarters (719) 632-8300.

16-22: Solar Wings British laeague Pinal, Laragne, France. Deadline May 1,

J f .. J3: J\ircra/i Owners and Pilots Assn.

entry f50. Contact: Jim Bowyer, I.ion Terrace, Gilwern, Abergavenny, Gwent NP7 OBU England, tel. 0873-831667 FAX 0873-8]1068.

1992 Fxpo, Las Vegas Riviera Hotel.

Seminars, new products, banquet.

Contact: Tom Korzeniowski (301) 695-162.

28-30: End-ofsummcr/im//y-in, Mt. Nebo State Park, Dardanelle, /\rk. l ,200' site, two launches, camping sites, swimming pool, cabins available.

USll{;J\ membership required, Intermediate & Advanced. Contact: (50 I) 229-3655 or (50 I) 967 -8813.

5-12: /992 {IS_ Nationals, Telluride, CO. All teams and individual pilots welcome. Trophies for teams and top individuals. For accommodations call I 800-2'.l'.l-9292. Early registrants will he

t J .. 20: American Cup, Tumut, NSW /\ustralia. International teams invited.

Contact: Ian Jarman, 143 Wynyarcl St., P.O. Box 558 Tumut, NSW 2720 Australia, tel. & FAX (069) 472888.

NAA is the umbrella organization for all major air sport organizations, and represents U.S. sport aviation in1erna1ional ly. It is the nation's oldest and most prestigious aviation organization. Supported by thousands of individuals, aero clubs and corporations, NAA is also the nation's official aviation record keeper, as well as the custodian o( many of the most prestigious aviation awards. Cain access to informdtion on all air sports by joining Chuck Yeager, Dick Rutan and thousands of other air sport enthusiasts. Become a member of the National Aero Club of the United States.

I wish to apply for membership in the National /\eronautic /\ssociation. I have enclosed my check for$22 ( plmsePnclosc $:!7 for foreign mailing).

15-29, 1993: 2nd New Zealand !lang Gliding and Paragliding Sqf'ari.

Beginner lo advanced. Limited group size. Contact: Santa Barbara IIG & PG Center (805) 962-8999.

National /\eronautic /\ssociation I Bl'> N. Ft. Myer Dr. suite 700 /\rlinglon, VA 22209 703-'327-0226

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The Company: Founded in 1973 on a simple idea: Build the highest quality equipment for personal soaring flight, and back those products with an unmatched level of customer service. Wills Wing has provided continuous service to the hang gliding community for nineteen years.

The People: At Wills Wing we love flying. All four of Wills Wing's corporate officers are active pilots, and we fly everything from paragliders and hang gliders to sailplanes and multi-engine airplanes. Our production personnel and test pilots are the most highly trained and most experienced in the industry.

The Means: Product design at Wills Wing is a synthesis of basic engineering fundamentals, advanced computer analysis, and nearly two decades of practical experience. Product development involves extensive and painstaking vehicle

and flight testing, to insure that our own personal standards for flight characteristics, performance and safety are met.

The Products: Wills Wing offers the most complete and highest quality product line in the industry. All Wills Wing glider models are HGMA certified before the first customer unit is delivered, and every Wills Wing glider is factory and dealer test flown prior to being personally delivered by the dealer to the customer. ,..HP AT- In 1984, Wills Wing pioneered a revolutionary new configuration in competition class hang gliders with the introduction of the first of the HP series of gliders. By early 1990, continued innovation had given rise to the HP AT 158 and HP AT 145, the most highly refined and most often imitated competition class gliders on the market. In 1991 HP AT pilots won 10 major domestic and international

championships. Through the '91 season, HP pilots had logged 20 cross country flights of over 200 miles, nearly twice as many as all other glider models combined.

In 1990, Larry Tudor flying an HP AT 158, picked up two FAI world records by recording the first ever three hundred mile flight in a hang glider. In 1991, Jim Lee set the world triangle distance record on an HP AT 158, and Kari Castle, on an HP AT 145, made the first flight over 200 miles by a woman pilot, setting a world record in the process. Through 1991 , fifteen out of the last twenty U.S. World Team pilots had selected Wills Wing gliders as their glider of choice for world championship competition.

,..Spectrum - In 1990, with the introduction of the Spectrum, Wills Wing changed the nature of entry level hang gliding. For the first time, the new pilot was given access to true high performance, along with the type of advanced technology normally

Pilots Choice of Gliders

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associated with top of the line competition class gliders. Available in two sizes for pilots from 110 lbs. to 240 lbs., the Wills Wing Spectrum offers the advancing novice and casual recreational pilot an unmatched value in quality, performance, and soaring enjoyment.

'YSuper Sport - Brand new in 1991, the performance and flight characteristics of the Super Sport lie directly between those of the Spectrum and the HP AT. Designed for the intermediate and advanced soaring and cross country pilot, the Super Sport features technology derived from the HP AT, including the HP AT airfoil, airframe technology, and general sail planform. At the same time, the Super Sport's handling qualities and landing characteristics are more reminiscent of those of the Spectrum, yielding a glider of extraordinarily accessible soaring and cross country performance.

The Result: A true dedication to quality in products and services results in a high level of customer loyalty and support.

In every year since 1984, more U.S. pilots have chosen Wills Wing gliders than any other, and the percentage continues to grow year by year. In 1991 , more pilots owned Willis Wing gliders than the next three most popular brands combined, and ninety-six per cent of the pilots who purchased new Wills Wing gliders rated the service they received from Wills Wing to be good to excellent. As a member of the international family of Wills Wing pilots, you

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can enjoy the benefits of Wills Wing quality service from more than 200 professional dealers in 35 countries all over the world.

The Future: We're working every day to provide all of our customers with better products and better services. If you're already a Wills Wing pilot. we'd like to thank you for your support, and ask you to let us know how we can serve you better. If you've never owned a Wills Wing glider, we cordially invite you to talk to your Wills Wing dealer, and take a demo flight on a new Spectrum, Super Sport or HP AT. We're looking forward to building your next glider.

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1208 H . East Walnut Santa Ana, CA 92701 Phone (714) 547- 1344 FAX (714) 547-0972

The Final Climb And Glide

by Davis Straub

It's the 1991 U.S. Nationals in Owens Valley, California and I'm out on course just west of Coaldale heading to goal at the Coaldale VOR. There isn't much working over the dry lake bed to the n011hwest of Coaldale, and I'm trying to remember just how high I have to be to make it to goal.

I try to recall the conversation that took place a few hours earlier at Gunter launch between Brad Koji and Chris Arai regarding today's final glide, and with that memory, I think I'll just make it. A few minutes later, halfway between Coaldale and the VOR, realizing that there has been more sink then Brad's calculations assumed, I stop to gain 200' before pushing on to goal, which I cross with 100'.

If you've had an opportunity to fly in competitions that use the raceto-goal format, you have no doubt seen some of the pilots pull out little charts that give them their altitude (AGL) at distances from goal for a given L/D. These charts are final glide calculators, and I'm going to show you how to create and use one. I'm also going to look at the last thermal on the course and give you a way to know just how high to climb in it before pulling in and heading for goal.

method: Step 5. Calculate the coefficients of your straight-line polar for yourself and your glider combined, as detailed in last month's article "Polars: Step-by-Step." The values used in Table 1 are: A= -0.7248 B = 33.86 C = -616.8508 They correspond to a 175-lb. pilot flying with 40 lbs. of clothes, pod, equipment and ballast at 6,000' on a 158 sq. ft. glider with an aspect ratio of7.57.

Step 6. Calculate your L/D Speed by using the following fonnula:

V=VW+

square root( 4*VW*VW + (4*B*VW+C)/A) 2

Final Glide I have reproduced my version of a final glide calculator in Table 1 and created a graphic version of such a calculator in Figure 1. To use a final glide calculator take the following steps.

Step 1. At launch, guess what the wind speed at the goal line will be.

In Table 1 there are five choices ranging from a 10-mph head wind (10) to a 10-mph tail wind (-10). If you have no idea choose zero.

Step 2. Below the wind speed is the c01Tesponding Best-L/D-Overthe-Ground Speed (the speed that gives you your best glide over the ground considering wind and rising or sinking air).

Step 3. Take out the map you will be carTying with you on the flight, and at the distances from the goal listed in Table 1, mark the MSL altitudes by adding the goal altitude to the altitude listed at each distance.

Step 4. Read the map while in flight to know whataltitude you have to be at in order to reach goal by flying at the indicated Best-L/D-Overthe-Ground speed.

You can create your own Final Glide Calculator by the following

18

V = Best LID-Over-the-Ground Speed VW = Wind Speed

Minimum Altitude at Best L/D Speed Wind Speed

10

5

0

.5

-10

LID Speed L/D Over Ground Distance to Goal 1 3 5 10 15

32 7.0

30 8.6

29 10.4

28 12.2

28 14.1

1000 2500 4000 7800 11600

800 2000 3300 6300 9400

700 1700 2700 5300 7800

600 1500 2400 4500 6700

600 1300 2100 4000 5800

Table 1.

HANG GLIDING

Attention All Pilots ...

Contact these dealers to demo these models: Northwest Region Chandelle Hang Gliding Center Pacifica, CA 359-6800 HP AT 158, 145; Spectrum 165, 144 Super Sport 163, 153, 143 Mission Soaring Center Milpitas, CA 262-1055 HP AT 158, 145; Speclrum 165, 144 Super Sport 153

Minimum Altitude vs Distance to Goal Best UD Speed

Muller Hang Gliding Cochrane, Alberta, Canada 932-6760 HP AT 158, 145; Super Sport 143

8000 7000 6000

George Borradaile Surrey, BC Canada 574-7121 HP AT 158; Spectrum 165

~ 5000

,g_

4000

.c

Slick Rock Flyers Nampa, ID 467-5963 HP AT 158, 145

Ol

·;; I

3000 2000 1000 0

2

Figure 1.

56

---- Headwind -10 mph~ Headwind - 5 mph --.-- Tailwind-5 mph

10

4 Dis1ance to Goal ( miles) ~ No wind

~ Tailwind -10 mph

Step 8. Calculate the Minimum Altitude above the goal in order to make goal by flying at your Best-LID-Over-the-Ground speed as:

Distance from Goal*5280

+ 200'

Min Altitude =

LID I have assumed that you want to have a cushion of about 200' so you won't smack in nose first at the goal line. The distance from goal is in miles.

In a few simple steps you have created your own final glide calculator. Now you know at what altitude you have to be in order to make it to goal.

When you are at launch you will be making educated guesses about your likely climb rate during the day, the air mass sink rate between thermals and near goal, and the wind speed and direction out on the course. Guessing only the speed and between two directions for the wind at goal, and assuming that the average air mass sink rate on your glide to goal is zero, you have made (using the above steps) a prediction about your required minimum altitude for final glide.

If the assumption that the air mass near the goal was neither sinking nor rising is incorrect, and the air is in fact sinking, then you will need to climb higher then your map tells you. The same is true if there is a stronger head wind than you guessed at launch.

By slightly modifying the calculations in steps 6 and 7 above you can account for an average air mass sink or lift on your final glide. To make JUNE 1992

Owens Valley Soaring Bishop CA 387-2673 HP AT 145 Wasatch Wings Holladay, UT 277-1042 Super Sport 153

Fly High Hang Gliding Pine Bush, NY 744-3317 HP AT 158, 145; Spectrum 165, 144 Super Sport 163, 153, 143

Hang Gliding Hanger Fresno, CA 264-7627 HP AT 158; Super Sport 163 Magic Valley Sky Sails Burley, ID 654-2615 HP AT 158, 145; Super Sport 163

Sink Rate

Golden Wings Golden, CO 278-7181 HP AT 158

Cascade Soaring Bellevue, WA 454-1989 HP AT 145; Spectrum 144

Hang Glider Central Eugene, OR 344-5144 HP AT 158; Spectrum 165

L/D= -88*Square Root((V - VW)*(V-VW)-(Sink Rate)*(Sink Rate)/(88*88))

Hang Glider Emporium Santa Barbara, CA 965-3733 Super Sport 153

Eastern and Central Region

Pilots Supply Cameron Park, CA 677-4953 Super Sport 163

Sink Rate= A*V*V + B*V + C

Hang Gliding Center San Diego, CA 450-9008 HP AT 158,145; Spectrum 144,165 Super Sport 143, 153, 163

Ultraflight Systems Hang Gliding Waterford, CA 874-1795 HP AT 158; Super Sport 153

Southern Oregon Hang Gliding Grants Pass, OR 479-6345 Super Sport 143

Step 7. Calculate your LID-Over-the-Ground as:

Upward Bound Palm Springs, CA 322-9214 HP AT 158, 145

Spokane Air Craft Spokane, WA 458-4444 HPAT158, 145

Southwest Region Windsports Van Nuys, CA 988-0111 HP AT 158, 145; Spectrum 165 Super Sport 153 Bolder Flight Boulder, CO 444-5455 HP AT 158, 145 Hang Flight Systems Santa Ana, CA 542-7444 HP AT 145, 158; Speclrum 144, 165 Super Sport 143, 153, 163 High Adventure Hang Gliding San Bernardino, CA 883-8488 Spectrum 144, 165 Super Sport 153 Up Over New Mexico Albuquerque, NM 821-8544 HP AT 158,145 Super Sport 153

Sequatchie Valley Soaring Dunlap, TN 949-2301 HP AT 158, 145; Spectrum 165,144 Super Sport 163, 153, 143 Morningside Gliders Claremont, NH 542-4416 HP AT 158, 145; Spectrum 165 Super Sport 163 Lookout Mountain Flight Park Rising Fawn, GA 398-3541 HP AT 158; Super Sport 163, 153 Central Florida Flyers Orange City, FL 775-3252 HP AT 158, 145; Spectrum 144 Miami Hang Gliders Miami, FL 573-8978 Super Sport 153 Tek Flight Products Winsted, CT 379-1668 HP AT 145; Super Sport 143 Ultralight Flying Equipment Hunterville, NC 392-3765 HP AT 158, 145; Super Sport 163 Sky Sailing Ontario Etobicoke, Ontario Canada 626-2227 Super Sport 163 Distance Vol Libre Montreal, Quebec, Canada 395-5224 HP AT 158 Raven Sky Sports Waukegan, IL (708) 360-0700 Spectrum 165; Super Sport 153 Silver Wings Arlington, VA 533-1965 Super Sport 153 Prairie Wind Flight School Winnipeg, MB 254-4056 Spectrum 165

1208 H East Walnut • Santa Ana• CA • 92701 , Phone (714) 547-1344 FAX 547-0972

19

Maximum Altitude to Climb to In Thermal Speed-To-Fly

Maximum Height to Climb to in Thermal Climb Rate Speed-To-Fly L/D Distance to Goal 1 3 5 10 15

9000~~~~~~~~~~~~~~~~~~~~~

1000 47 6.5

800 44 7.2

600 41 8.0

400 37 9.0

1000 2600 4300 8400 12400

900 2400 3900 7600 11200

900 2200 3500 6800 10100

800 2000 3100 6100 9000

Table 2.

8000 --·

1f!' 7000 - •

i.B!

6000 - ~ --·--

"

5000

.g~ 4000

t 3000 --- --· - - :- /,,-c,....-cC?"""'-

i. 2000 1000 -

o~~~.-~-,-~-,-~.---~-.-~-.--~-.-~.-~.-~ 10 2 4 5 Distance to Goal ( miles) Figure 2.

--- Headwind - 1O -.-

this calculation at launch would require that you carry a number of these final glide charts, one for each assumed average rate of air mass vertical movement. As your ability to make this guess is quite poor, this is rarely, if ever, done.

Headwind - 5 -:-: No wind

-.- Tailwind - 5

Step 11. Calculate the altitude to which you need to climb: Distance from Goal*5280 + 200'

Max Altitude =

LID

Final Climb While this final glide calculator is easy to create and simple to use, it doesn't tell you at what altitude you need to be if you are flying at SpeedTo-Fly. If on launch you make a guess at your climb rate for that day, you could modify the calculation to give the minimum altitudes corresponding to Speed-To-Fly. If the wind speed near the goal is assumed to be zero, then a simple calculation is possible.

I'll take a slightly different tack in creating a Speed-To-Fly version of a final glide calculator and create a chart that answers the question: "I just hit a boomer of 1,000 fpm 10 miles out from goal; how high should I climb before I stuff the bar and head for home?"

In Table 2 and Figure 2 the altitude to which you need to climb, above the goal altitude, is shown as a function of the distance from goal and your climb rate in a thermal, for four different climb rates. The air mass sink rate after the thermal and the wind speed are assumed to be zero.

To create your own Maximum Altitude Chart, take the following steps: Step 9. Calculate your Speed-To-Fly: VSTF = Square Root((C - Climb Rate)/A) Step 10. Calculate your L/D at Speed-To-Fly: Sink Rate= A*VSTF*VSTF + B*VSTF + C L/D= -88 *Square Root(VSTF*VSTF-Sink Rate* Sink Rate/(88 *8 8) )/Sink Rate

20

You can use the maximum altitude chart in the same way that you have used your final glide calculator, writing in altitudes on a map at the indicated distances from goal.

Your maximum altitude chart gives the altitude above goal you need to make the goal at the indicated Speed-To-Fly. It also tells you how high to climb in a thermal at a certain climb rate and a certain distance from goal in order to minimize your time to goal.

Working With Final Climb To make the fastest time to goal you will want to fly at Speed-To-Fly and only stop for a themrnl, on the way to goal, if you are below the altitude shown in your maximum altitude chart. Your final glide calculator tells you if you will make it to goal at all; your maximum altitude chait tells you how to get there the fastest.

You may have thought that you were in the last thermal, but if you hit another one on the way to goal and you are below the altitude indicated in your maximum altitude chart, you should climb to the indicated altitude and then continue on at the Speed-To-Fly corresponding to the last thermal.

If you cannot make it to the altitude required to glide to goal at SpeedTo-Fly, or if your vario indicates the air is on average sinking on your final glide, you will either have to slow down, or assume that you are going to hit another thermal which will then become the last thermal.

Just because you can climb to the indicated maximum altitude does not mean that you should. For example, two pilots enter a 400 fpm thermal 10 miles from goal at 4,000', 1,000' above the goal altitude. One pilot climbs to 8,000' and then heads off at a Speed-To-Fly corresponding to 800 fpm. He is aware that he has been hitting 800 fpm thermals about

HANG GLIDING

every five miles, and with an L/D of about 7 at 43 mph, he should lose only 3,500' before he most likely hits the next thermal at five miles from goal.

The second pilot is more conservative and decides to climb to 9,000' in order to make goal at a Speed-To-Fly corresponding to 400 fpm. Both pilots encounter an 800 fpm thermal five miles from goal and climb to 6,800' as indicated in Table 2. The more daring pilot covers the last ten miles in 27 minutes while the more conservative pilot takes 28.5 minutes.

By taking a reasonable chance of finding a stronger thermal and climbing in the thermal with greater lift, the more daring pilot wins the day.

Altitude to Climb to In Thermal Head wind = 5 mph, Sink Rate = 100 fpm

6000

Ii

5000

(!J

!!; 4000 0

.Q

"' 3000 §, 'iii

Speed-To-Fly In a nmmal Speed-To-Fly calculation you are making a guess at your climb rate in the next thermal, rotating your speed ring to match that climb rate, and reading your Speed-To-Fly on your vario as you fly through the sink between themrnls. Your version of Table 2 gives you your Speed-ToFly based on the climb rate that you are experiencing in your final thermal, assuming that the air mass sink rate near goal will average to zero. While the calculation is the same, the meaning of Speed-To-Fly has changed subtly.

Final Climb With Sink and Wind If you encounter sinking air after leaving your final thermal then you will have to slow down to perhaps Best LID-Over-the-Ground Speed or find another thermal in order to make itto goal. If there is a head wind near goal then you will have to climb to a higher altitude than indicated on your maximum altitude chart.

By modifying the calculations in steps 9 and 10 you can account for an average air mass sink or lift on your final glide. As in the case of the modification to steps 6 and 7, this would require that you carry a number of these charts, one for each assumed average rate of air mass ve11ical movement-not something you are going to want to do.

It is much more difficult to calculate the Speed-To-Fly and "altitude to climb to" if there is a head or tail wind. This is because as you climb in a thermal you lose or gain ground on the goal. Calculating the optimum height for leaving the thermal to minimize your time to goal now must take this into consideration.

Figure 3 is just like Figure 2 except there is assumed to be a head wind near goal of five mph, the airmass near goal is sinking ata rate of 100 fpm, and you enter the the1mal at 1,000' above the goal altitude. You will notice that the altitude gains required to make goal at Speed-To-Fly under these conditions have gone up substantially.

As you can see from the above assumptions, these little charts and graphs quickly become less useful as the number of factors about which you have to make guesses continues to rise. The next step is an on-board flight computer that can address your immediate concerns given the conditions of the moment. Alternatively, you might have a portable computer in the chase vehicle that could do the calculations for you as you shoot out the values over the radio. This would give you an additional advantage because the driver could measure the wind speed, while you as the pilot would have to guess at it.

JUNE 1992

I

2000

2

3 Distance to Goal (miles)

Figure 3. j - - - 1000 fpm -_- 800 fpm

-.-. 600 1pm

__._ 400 fpm

Conclusions A simple final glide calculator is easy to create and use. With a little forethought at launch, it provides just the right amount of digestible information with minimal mental distraction.

For those who want to go the next step, the Maximum Altitude Chart lets you get up to Speed-To-Fly, while still making it to goal. As higher speeds are needed to win the race, this extra bit of information may be the racer's edge.

Beyond that your on-board analytical faculties go into te1minal overload, and its time to just go with the force. •

AdVentu.re;Q,t,Si .,·.

Lea1:11 the sport of your choice today and start your adventure tomorrow

s_.·.

ip.~_.

_ . .J _,, :

' •• ·

-

GGLIDING+ PARAGLJl)

~~

-

* *

*

-·- rl\!c

Sierra Tours Lake Tahoe Reno Full Service Shop J'c Lessons Sales Service ~~

*

UJJ,4 DIVING+ WINDS\J\\~ ADVENTURE SPORTS (702) 883-7070 36S0 RESEARCH WAY + CARSON CITY, NV 89706

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21

ACCIDENT REPORTS compiled by Doug Hildreth, USHGA Accident Review Chairman Rating: Experience: Glider:

Advanced Several years Current

Event: An advanced pilot recently purchased a new instrument deck. The pilot entered a thennal and was concentrating on the instruments in order to utilize them to the maximum. Paying little attention to the traffic, he had a near miss with another glider.

Comment: It used to be that all we had to do in the air was watch where we were going.

Now we have a variety of gadgets attached to our gliders that we watch and listen to in order to help us fly better. Some of the instrnments have no audio component and must be watched; others have a silent option which requires looking at them when in the silent mode.

The above event has occmTed in the past and will be more likely to occur in the future as more gadgets crowd our instrument decks, and our attention focuses on them rather than where we are going.

Rating: Experience: Site: Injuries:

Event: An experienced pilot was flying a low sand dune for the first time. Winds were smooth but slightly crossed. He did well for several passes, then began to work closer to the dune. On the downwind leg a wing tip caught on the dune and the glider crashed.

Comment: This accident has occurred many times in the past. The soaring of a low dune is challenging and exiting. The wind is smooth, but there is a tendency to get closer and closer to the dune. And there is a tendency to slow down on the downwind leg, losing full control. When a wing tip catches on the sand the glider rotates and is accelerated into the ground by the soarable breeze (15-20 mph).

Fortunately, sand is reasonably forgiving, but don't push your luck.

Ball Variometers, Inc. 6595 Odell Place, Suite C Boulder, CO 80301 (303) 530-4940

---:-8 8:

Ball Proudly Announces The Model M22.

The new standard for paragliding.

Whether you compete or not, we'll help you be a soar winner.

Comes with our standard 1 year warranty (void if submerged).

See your local Ball dealer for details.

For inquiries, call 1-800-729-2602 • Fax (303) 530-4836

22

Rating: Experience: Injuries:

Advanced 13 Years Ocean beach Facial bruises

Novice Several weeks Ribs, lung, arm

Event: Pilot was on third tow flight at 200 feet and doing well. He slowly drifted off line and shifted shoulders to conect turn, but not feet. The pilot kept his eyes glued to the ground. Started 360° turn, and winch operator released all line tension. Tried to flare while still in turn and crashed on landing.

Comment: Enors that we are continuing to see with novice pilots are exemplified here: 1) Absent or inadequate radio communication with pilots during their early tow or altitude experience. The right word at the right time can make a world of difference.

2) Glider control by rotating the shoulders in the direction of the desired turn, but allowing the feet to rotate in the opposite direction. This cross-control is ineffectual in producing the desired turn or conection. This seems to have begun to occur more frequently in the last year. •

STANDARD EQUIPMENT • 1,000 ft. or 5 MIS VSI Scale • 1 ft. or 1 Meter ALT Increments (MSL) • RF Shielding • Relative Altitude • 5 Stage Vario Damping • Barometric Pressure (Hg or Hecto Pascal) • Adjustable Audio Threshold • Choice of Piezo Audio Sound: VARI-PITCH - BEEP INTERRUPT-VARI-BEEP • 4 Stage Averager • Mount (Velcro Strap, Steel Bracket, or Ball Clamp) OPTIONAL EQUIPMENT • Barograph with Flight Linker and Software • Total Energy (TE.) Probe SPECIF/CATIONS • Operation Altitude - 2,000 ft. to 27,000 ft., 609 - 8225 Meters • Operation Temperature - 13 to 113 deg . Fahrenheit - 25 to 45 deg. Celsius WARRANTY • M22 flight computer and accessories are warranted for a period of 1 year from date of purchase (with proof of purchase via warranty card) or 1 year from date of manufacture (including software updates) Submersion In Water Voids Warranty.

• Specifications Subject To Change Without Notice

M22 (Standard Model Shown)

HANG GLIDING

C

THE Tomas Suchanek, the XS King, is the undisputed world champion. His performance with the Moyes XS has been truly outstanding in 1991 and 1992. His achievements are the envy of all: Australian Nationals 1992 1st Flatlands 1992 1st Flatlands 1991 1st Bogong Cup 1992 1st Moyes Delta Gliders Pty Ltd 173 Bronte Rd. , Waverley, N.S.W. 2024 Aust ralia Tel: (02) 387 5622 (02) 387 6455 FAX: (02) 38 7 44 72

Moyes Californ ia 22021 Covello St., California 91303.

Tel: (818) 887 3361 Fax: (8 18) 70 2 061 2

KING World Championships-Brazil 1991 1st Czech Nationals 1991 1st French Nationals 1991 1st Ever since Tomas started using the Moyes XS he has never looked back, going from strength to strength.

1992 should continue to be another year of XS domination, so don 't be a knave, prince or queen ... join the XS King and win, win, win.

COMPETITION CORNER

Region IV Hang Gliding Championships Paradox Valley, Colorado -August 7-9, 1992

by Nick Kennedy Paradox Valley, a jewel in the crown of Colorado hang gliding sites, will be the location of the 1992 Region 4 Hang Gliding Championships, August 7-9, 1992. Over 25 miles long, highlighted by beautiful vertical red sandstone cliff faces over 2,000' AGL, Paradox has been the setting for several past contests and a favorite launch point for many X-C adventures. Improvements to the west launch will result in three separate launches, spaced far enough apart to permit simultaneous launching.

Unlimited landing areas along the X-C routes make the Paradox Valley area ideal for the new or low-time X-C pilot. Coupled with

the daily morning seminars on X-C soaring and competition strategies, the Region 4 Championships will provide for an excellent adventure for both the new and veteran X-C pilot.

The time frame for the event was chosen after many years of weather observation in the area. Expect a moderately high cloudbase in the 14,000'-16,000' range and light westerlies aloft. The vertical south-exposed Paradox Valley wall is frequently soarable as early as 9:00 or 10:00 AM, and fairly early launch window opening times will reflect this, as it is the goal of the meet organizers to get as many of the pat1icipants to finish the

task as possible, while still providing a challenging, interesting task. Access to launch is via a graded two-wheel-drive dirt road passable by any vehicle.

Inexpensive motel rooms are available in the nearby town of Naturita. Camping on top in the pines is conveniently located right at takeoff. No facilities are available on top.

Buckeye Reservoir, a few minutes up the road past launch, is a beautiful pristine lake which also has great camping available. The network of dirt roads and trails in the Paradox area also makes for fine mountain biking.

Each competitor will be provided with a complete, yet simple set of rules. All courses will be downwind to a goal, with a completion time planned of approximately two to three hours. Scores will be computer generated using the proven 1,000-point system, and posted each evening after all pilots have returned and checked in.

Whether you're a grizzly old-timer with a stack of logbooks or a relatively new pilot, please join us this August in Paradox Valley for the Region 4 Hang Gliding Championships!

For fu11her information contact: Colorado Cross Country Pilots Assn. (303) 728-3905. •

Hang Gliding Events In Region I

by Davis Straub

The

Oceanside and the FrostBite Meets officially open the spring flying season here in the Northern Oregon and Western Washington parts of Region 1. Organized as fun family fly-ins, these meets help build a stronger sense of community identity and purpose among far-flung hang glider pilots.

The 7th Annual Oceanside Open, April 4-5 The high pressure that had predominated for a month finally breaks, and with it go the record warm days of March and early April to 24

be replaced by cold fronts, unstable air and onshore flow at Oceanside, Oregon. On Saturday a giant water spout forms a half mile off shore as pilots rush to lay their gliders flat. After repeated rain showers the west wind kicks in at 25 mph and the race to Happy Camp, two miles to the south, is on.

Pilots dive off the southwest launch on the hill overlooking Oceanside at 560 feet, and pull in the bar to reach the south side of town and ridge level at 200'. Barreling down the sand dunes at 45 mph, Joe Evans wins the race with a time of less than eight minutes.

The meet tasks are designed to test all the aspects of hang gliding. Pilots get clocked by a radar gun as they fly past the Oceanside

community center at less than 100' off the beach. The landing target zone is half obliterated by the surf as spot landings are made even more difficult than usual by the encroaching water. Bomb (actually sacks of flour) drops at the target add to the stress at low altitude, especially if you 're on final approach. A few pilots are able to make it past Happy Camp and over some dips in the dunes to the Schooner restaurant, to find the inflated shark or alligator on the most hidden corner of the roof.

With squalls coming in every half hour, pilots head north and south to get around them. They get 2,000' over the Cape Mears light house to the north and some pilots get HANG GLIDING

COMPETITION CORNER over 3,000' as they climb up the back bowl.

Hail and rain are not always avoidable.

Sunday is a milder repeat of Saturday with strong west-southwest winds and slower times to Happy Camp. Rain squalls continue to come through and most pilots wait them out at high altitudes. Ridge running is the order of the day as the onshore flow remains strong and consistent, and it becomes possible to buzz the town at dune height and then get back up again.

Race results: 1st Place - Davis Straub 2nd Place - Joe Evans 3rd Place - Ten-y Taggard 4th Place - Scott Ruttledge

The FrostBite Meet, April 11-12 Dog Mountain, site of the 1976 U.S. National Hang Gliding Championships, when

r

duration and spot landings were tasks for only the most experienced diver pilots, has continued as the Northwest's premier, consistently-soarable ridge (250 days a year).

Located at the end of 26-mile-long Riffe Lake, 1,500' Dog Mountain is leased from Champion Lumber to protect its use for future pilots.

Every year the Cloud Base Country Club from Seattle, Washington hosts both Washington and Oregon pilots at the FrostBite, and with their support the CBCC is able to pay the $1,850 lease and continue the long tradition of easy, fun soaring and good times in the Dog Patch landing zone. The FrostBite Meet still concentrates on spot landings and provides an excellent opportunity for pilots to be observed for their Hang II and Hang III skills.

Representatives from Pacific Airwave, UP and Wills Wing were on hand with trucks full of demo gliders, and since it is a fiveminute drive from the landing zone to launch,

there were plenty of demo flights for the more than 100 pilots who attended.

This year, for the first time in quite a while, the weather turned sour as east winds on Saturday fed a low pressure off the Oregon/California Coast. Sunday, the winds mellowed out and there were lots of flights.

In the evening unstable air facilitated thermals fom1ing over Dog Patch to drift to the west, allowing a lucky few to soar for an hour over Riffe Lake. •

Contest Results: Advanced Class 1st Place - Bill Averitt 2nd Place - Kenny Richardson Novice Class 1st Place - Ron Allman 2nd Place - Richard Beckett Tandem Class 1st Place - Tom Johns

HANG GLIDER HEAVEN "TUT" KITE FLIERS CLAYTON, GEORGIA 30525

Hang Gliding Qualified Pilots Hang III Site Simulator Optional Exclusive Cabins - 1, 2, & 4 Bedrooms Private Baths, Fully Furnished "Tut's" Game Preserve - Complimentary Exotic Animals - Hawks, Eagles, Black Bear Llamas, Deer, & More Horseback Riding and Pony Rides For more information call 1-800-621-1 768 This year's event is October 16, 17 & 18, 1992 JUNE 1992

25

n,e .(TR

deli~::::='n~

pertonnance "' hendflng its inte,medlate It comes with an haracterlstlCS, graphllll king :1uminum '"'":; down t11be8• post and sate G on the )CTR Is The optional V to operate. The s11ort and e,sys are verf pitch pres:~:~oughout the r conslsten me e)(ces and never i,eco e de bafanc , .

Tile stat ,c d easY la handllng ~n of the characteristIcs unsurpassed,

NOSE ANGLE PILOT RATING PILOT WEIGHT

Various Mountain High options including two sizes of composite container with pressure dial and mounting sack. On the right is the regulator holster.

© 1992 by Dennis Pagen

e live and breathe at the bottom ocean

an

most of mankind's

history not much thought was

to

it as we the structure of that in, blew it out and borrowed a few molecules. the last few decades mankind has taken to the on wings that he fashioned himself.

new properties of

the air were discovered, one of which was the depletion of

JUNE 1992

and thus

with altitude.

27

A complete oxygen system next to a harness for comparison.

[tis the reduction of oxygen at altitude that concerns high--flyingaviators. The use of supple-· mental oxygen is the cun~ for this concern.

Many hang glider pilots arc unfamiliar with oxygen use because of the limited altitudes they achieve. However, as more and more pilots travel to the western U.S., the need for supplemenial oxygen systems becomes more wide-· spread. Pilots at many western sites regularly climb to the legal 18,000· fool limit and beyond with waivers.

In this article we'll introduce you to the information you need to know about oxygen in order to fly safely and effectively at higher altitudes. We'll also review the systems available from Mountain ITigh Equipment and Supply Company asscmhlecl specifically for hang gliding.

Oxygen is oncof'thc raw materials that fuels the processes or our bodies. lt is the most criiieal clement, in fact, for while you can live years without sex, weeks without food and days with· 0111 waler, you can only survive a few minutes without oxygen. Oxygen is used in the muscles and the brain, and it is this latter organ that is the first to fail when oxygen is lacking. Naturally we would therefore expect many of the effects of oxygen deficiency to show up as mental changes. These effects arc ca11cd hypoxia, from the roots "hypo," meaning lower, and "oxia" referring to oxygen.

Some of the common symptoms or hypoxia are:

28

I)

The on-off switch and flow meter with regulator mounted on the holster.

Increased breathing rate.

Lightheaded or dizzy sensation.

3) Tingliug or warm sensation.

4) Cold extremities.

5) Tunnel vision.

6) Loss of night vision.

7) Sweating and nausea.

8) Sleepiness.

9) Blue coloring or skin, fingernails and lips.

I0) Behavior changes such as euphoria or belligerence.

The symptoms each pilot experiences de· pend on the individual. Tl has been found, however, that one tends to exhibit the same pattern of symptoms every tirnc hypoxia occurs.

One of the real problems with hypoxia is that the pilot suffering from lowered oxygen supply of'ten experiences a state of inebriation in which he or she is no longer able to judge whether or not the symptoms arc in evidence.

Many pilots have been known to be hypoxic by their ground crews talking to them on the radio, yc11hc pilots could not or would not acknowlcclgc the fact. Other pilots have landed in a daze from hypoxia, and a few have even lost consciousness aloft, only to come clown Lmdcr canopy or wake up in a dive at a lower altitude.

While losing consciousness is an extreme result for a pilot, hypoxia also affects your ability 10 make safe judgements and wise decisions. Hypoxia creeps up slowly and gets worse the longer you spend at altiluclG, and the higher you go. Consequently, for safety and performance reasons, no pilot can risk hypoxia in flight.

Tile average individual begins to loscnighl vision above 5,000 feet MS!,. By 8,000 feet as 2)

much as 25% of night vision is lost. This pro-cess continues with increasing altitude. Of course, hang glider pilots rarely fly at night, but this factor indicates al what low altiluclcs the effects of hypoxia begin.

Pilots in general aviation arc advised to use supplemental oxygen above 5,()00 feet at night and I0,000 feet during the day. Above 12,500 feet it is mandatory for all rlights lasting over 30 minutes, and above 14,000 feet ii is required at all times. These mies arc for the U.S., but similar rules apply in all regulated countries.

Al what altitude hang glider pilots should begin lo use supplemental oxygen is open to discussion. We generally use more strength when controlling our gliders in thermal turbulence than do sailplane pilots, for example, so our oxygen requirements would seem to be higher. However, our prone flying position gives our brains good circulation so the more severe effects arc somewhat delayed. In addition, each individual has a different susceptibility to hypoxia, determined by his or her physical conditioning and body efficiency. Personal habits such as smoking, drinking alcohol and the use of drugs can result in greater susceptibility to hypoxia.

In any case, all pilots should consider the use of supplcmcn1al oxygen above 12,500 feet.

Flying above 15,000 feet for any ext.ended period or time should absolutely be done with supplemental oxygen. Pilots have gone much higher than this without oxygen, of course, hut they were suffering from hypoxia effects whcthcrthcy knew it or not. Tfyou arc fun flying at such altitudes hypoxia is compromising your saf'cly. lfyou arc competing you arc not making

HANC GurnNc:

the best decisions of which you arc capable if yo11 arc hypoxic.

Finally, we should note that while the symptoms of hypoxia often go away in 30 minutes or so (except for nausea), brain damage can occur every time you arc hypoxic. This damage is irreversible.

The l 8··litcr system mentioned earlier is inlendcd for lhc rec reational pilot who only occasionally finds himself at oxygetHldicicnt allitudcs. The low cost (around $90) and small size of this unit make it a convcnienl introductory system.

Serious cross,country pilots, how· ever, should opl for a larger system.

The various systems and options described will cost anywhere: from $90 to $475. Oxygen equip· rncnl isn't cheap, since it must be b11dt to exacting standards. When For several years I have searched for oxygen comes in conlacl with oilthe perfect hang gliding oxygen sysABOVE: Oxymizcr pendant rcbreather. BELOW: Oxymizer nasal based products it ignites or explodes, tem. The equipment we review here canulla rebreather. so the valves and fittings must opcroffers, in my opinion, the best combiatcwilhoul normal lubrication. How· nation of versatility, small size, con· 245··1itcr tank that can last a whole mccl. The ever, once you get an oxygen system, the oxyvcnicnce, safety and price. Tliis oxygen equipgen itself is inexpensive. A large tank which is trade·olT is this: the larger the system the hc:ivier ment comes frorn Mountain High Equipment and more expensive it is, but the fewer filling readily available in welding supply stores costs and Supply Company. hassles yo11'll have and the less chance there is $10to$20.

The first matter we should discuss is 1he of running 0111 of oxygen.

The use of compressed gas in general and general layout ol'an oxygen system. In brief you Carcf'ul studies of oxygen use for sailplane oxygen in particular is a complex subject. We need a tank to house the compressed oxygen, a pilots have been performed. They have deter cannot expect lo cover it in its entirety here. regulator lo dispense this oxygen al a hrcalhablc mined I hat a 75().ml per minulc flow through a Ilowcvcr, you can get your further questions prcssore and rate, a hose to bring it to your rcbrcathcr unit provides 94'Yc, oxygenation of moulh, and a mouth or noscpiccc to convcanswered by contacting Palrick McLaughlin at 1hc blood, which is higher than that required by Mountain High Equipmcnl and Supply Co., nicn!ly breathe the oxygen. Additioual useful regulation. This same rate should be adequate 51 (1 12th Ave., Salt Lake City, UT 84103 (80 I) items arc a gauge to indicale how much prcssur· for hang glider pilots according lo our earlier 3M-4 l 7 l. Their brochure will give you more ized oxygen remains in the tank and a rcbrcather discussion. With a 245 .. Jiter lank we should details concerning oxygen use as well as prices hag to conserve oxygen. have enough oxygen lo last over rive hours. and availability of various units.

The tanks available from Mountain lligh Since only a small portion or each flight is come in 18, 6:1, 220,245,240 and 480 liter sizes. normally spent at alliludcs demanding oxygen, If you plan lo get high, do it with sarety and The last two tanks arc composite fiber cylinders this volume is adequate for multiple nights. rcliability·--usc oxygen. There is nothing quite that arc about 33% lighter than the standard The Mountain lligh systems come with a the crisp horizon recede from an like steel cylinders of comparable capacity. The small on/off valve and gauge. This valve also 18,0()0.foot vantage point Without oxygen on 245-litcrlank is madcofalmninum for economy. contains a safety device which prevents rnpturc: such a rtighl the horizon may still recede, but the Composite cylinders cost typically about $150 of !he tank in case of excessive temperature. more 1han thc same size steel cylinder. A com· image will 1101 be crisp and perhaps you won't I !igh pressure relief is an important feature 1hat remember it at all. plctc composite systern will weigh about 3 ..'i not all systems possess. This valve can be lbs. while a steel system weighs a few pounds more (which may be useful as ballast). connected directly to a breathing tube or an SPECTRA optional Oxymizcrrcbrcathing unit that achieves What size lank is best for you? The answer the desired oxygenation with 750 ml flow. Note is partially dependent on how Jong you'll fly, 1ha1 the Oxyrnizcr can rcd11cc oxygen use by as how high you'll remain and your individual much as 75 110 by mixing air wilh the pure breathing rate; (some pilots gel more stressed in oxygen from the tank and utilizing unused oxy· compel ition, for example). Most pilots use oxy · gen that you exhale. gen intermi11ently during a flight. The techA very useful option is the "holster" de·· nique is to turn the oxygen on while you arc 2,000' 119512·725 Coatod: Stalo-Ol·Tl10-Art signed by Mountain lligh, which contains an climbing and I urn it off as you glide lower. This Total Woight Approx. 3.0 lbs. on/off valve and an adjustable flow regulator rcquin:s a conveniently located sh11H1ff valve, 725 lbs. Tensilo Only $300/Spool or course. With this technique I have competed and meter. This device is very handy as it has a f3raidod Products Division David F. Bradley quick and easy toggle switch and a handy dial to in a meet using only an 18-litcr tank when f3ox 291 Telford, PA 18969 set the flow for various altitudes (sec pholo). flights lasted four lo six hours and reached (215) 723·1719 phone 18,000 feet on a regular basis. In this case a new The holster can be mounted anywhere on your (215) 453-1515 FAX harness with the handy strap. full tank was required every flight. I now use a JUNE 1992

29

and photos remember, in 1983, talking with the late, great Siu Smith in a West· em Steer steakhouse in Stalesvillc, North Carolina. As usual,oureonversation was of the hang gliding variety, but during the course or

1

by

W Meadows

this conversation Stu said something that I'll never forget. He commented, "You knowG.W., the real future of hang gliding is in aerotowing."

In 1983 that was a pretty bold statement, and since Stu had been doing some aerotowing and I hadn't, I asked him to explain. Stu thought

Russell Brown and the Dragonfly.

Note the large flaperons which enable the lug lo fly al extremely low speeds.

30

that since it required no mountain launch sites (which Stu felt we would eventually lose a good number of), since it required very little space in which to launch and land (compared lo other types of towing), and since it could be done in any state, near any city, whether or not there were mountains or long open roads from which to launch (not to men lion the fact that you could decide exactly where you wanted to be lowed and release precisely at that point), that there was no question bul 1hat it would become one of the most utilized means of launching hang glicl-crs in the U.S. Well, the Cosmos trike started touring the co11ntry right about that time, and with Gerard Thcvcnot and Jean-Michael Bernasconi at the helm the country got its first taste of aerotowing.

Most or us who saw this form of hang glider launch were extremely excited about the possibilities it presented, but in the back of my mind I still couldn't sec how this would become the future of hang gliding. While the Cosmos trike was huil! with superb craftsmanship and all HANG G1.m1Nc

The glider lifts off the dolly. that, the hang gliderpilo1 had to fly wi1h the bar stuffed during the entire tow. The tow speed of the Cosmos wrrn bc1wccn 38 and 40 mph, and this made the tow to altitude qui1c a chore. Very often, once 1hc pilot had reached altitude and released, he was much too tired to do a whole heck of a lot thermaling. While I never doubted Stu's opinion about anything concern-ing hang gliding (he was a hang gliding god to me), I st.ill had reservations because of the excessive tow speed problem.

J\crotowing was fairly hot in certain areas of the country for a wl1ile, but most pilots agreed that if they had an alternative to being pulled into the sky a1 breakneck speed, they would use tha1 a llcrnativc. As a result, aero towing dwindled in popularity in most parts of the country.

or

A group of Floridian hang glider pilots were having a discussion about how they fell the perfect hang gliding tug would fly with a glider in tow, and they concluded that it would climb JUNE ]992

at about 600 feet per minnte at 25 mph. Most prominent among these pilots were Bobby Bailey, Malcolm J<mes, Campbell Bowen and Russell Brown. For those of you who haven't been around the sport for very long, you should know that Bobby Bailey is a name that in the past has been mentioned right along side those of o1her hang gliding pioneers like Bennett and Moyes. Bobby has been involved in hang glider towing innovation since day one. He has also designed and built a numherofultralights which have done extremely well in the marketplace.

The Buccaneer 11 amphibious ultrnlightis probably his best-known achievement.

Malcolm Jones and Campbell Bowen have been flying hang gliders since wind was discov-erect. Malcolm was one of the original EZ Wider team pilols and now runs the extremely successful "Surprise in the Skies" show which features four hang gliders being simultaneously towed up al 1he EPCOT Center in Orlando, Florida. Campbell is well known to most southeastern pilots for numerous reasons (none of which would get him arrested), including being one oCthosedaring pilots who fly in the EPCOT show. Russell Brown, who also flies in the EPCOT show, is one of those indispensable-

type follows who had tons of hands-on input into the project. Russell is also rumored to be the best tug pilot in the U.S. Now you can understand the significance of the previously-mentioned conversation. That conversation ended with a commitment lo build a "dream t.ug." With Campbell's, Russcll 'sand Malcolm's support, Bobby took an already existing design, the Cobra, and made some major modifications that would slow it down while retaining its maneuverability. The most noticeable of these changes was the addition of fulllength !'laps, which also serve as ailerons (flaperons). These monsters basically extend the wing to produce more lift and drag (which slows the craf't), but also serve as control surfaces. The tail scclion of the aircraft also sporl.s lots of control surface to assure adequate con1rol a1 such slow speeds. The combination of these design changes and a large 65 hp engine has created an overpowered, slow flying and precisely maneuverable ultralight. To finish the slory, Bill Moyes (a good buddy of the gang previously mentioned) saw the design's promise and decided to jump on the bandwagon and help l'llnd the projec1. Since the completion of' the tug these guys have loured the U.S. and

31

Bird's-eye view of glider under acrotow.

introduced a slew of grinning pilots to the system.

But enough history, let's talk about how to use this thing, which has been dubbed: "The Moyes-Bailey Dragonfily."

Many Cosmos low pilots put a pitch nugmenta· t ion device (such as a pitchy or speed mil) on their gliders to make bar pressure ncceptable undertow, hu1 you need 1101 modi f'y your glider to aerotow behind the Dragonfly. There arc two things about the methods used to tow with the Dragonfly that make such devices unnecessary.

The fact that the glider is being towed between 25 and 30mph means that the pilot doesn't have to hold the control bar in nearly as much as when flying 38 to 40 mph. In addition, hooking the tow bridle to both the pilot and his carahincr reduces bar prcssnrc by assisting in pulling the

32

pilot forward (relative to the control bar) as line tension is increased.

The only additional item you need to aerolow, as opposed to foot·la11nchcd free l'lying, is a tow bridle. The low bridle needed to acrotow is a little di ffcrcnl than that required for truck (payout winch) towing. Most acrotow pilots arc 11sing a specially fabricated release which is operated remotely by a handle con· nected lo the basctube, and usually ducHaped up the downtuhc terminating at the carabincr where !he lop half of the V -bridle is attached.

The bridle then runs rrorn this release, out through a ring on the end of !he tow rope, and down to the shoulder straps of the pilot's har· ncss where a weak link is au ached. I personally prefer to use my existing three-string (not thrcering) release that l already use for truck towing, and attach itlo the shoulder straps of my harness with the release itself approxima!cly 12-18 inches away from my shoulders. The V··bridlc mns frorn the release, through the ring on the

encl of the tow rope and up to the weak link which is anacht~d lo the rear of the carabincr.

It is necessary to auach the weak link on the non-·gate side of the carahincr so that the hinge mechanism or the D-ring doesn't cut through lhc weak link. I prefer this release lo !he one currently being widely used for two rea-· sons. First, I already own this type of release. In addition, the entire release is within quick and easy reach of both hands. In case or a failure, I can gctto and probably fix any problem with the release, assuming there's lime. With the release mechanism located at the carabiner this is not necessarily an option. I have already witnessed a failure of one or these "remote" releases. /\ hook knife should he standard equipment as with any towing system. /\s Jerry f<'cll'burgcr pointed 0111 recently, having a hook knife is one thing, but knowing how you will use it is another. It is important to mentally rehearse how you would use your hook knife in case or a release problem. If you

cut the release in one area, will it then be pulling you from another (such as your aim or just one side of the release bridle)? It is very important that you have a hook knife plan, especially if you tie the release rope to your wrist.

Aerotowing Accessories Besides the aerotug itself you 'II want a dolly (or ground launch vehicle) from which to launch.

It's much like a large shopping cart that you place your glider on. Most of the Cosmos towing that was done in the SO's involved foot launching, which was successful most of the time. However, if the the pilot lacked flat-slope launching skills he would find himself bouncing on the wheels before getting airborne, or, if he didn't have wheels, replacing divots after cleaning the dirt from his face. This is not a problem with the tow dolly, since once it is rolling at the proper airspeed the pilot just flies off, already proned out and adjusted in the harness. You can still foot launch if you so desire, but I see no good reason to unless the terrain is too bumpy to roll across.

Launch Method To prepare for launch you first place the glider on the dolly and into the tripod-type holders.

There is one support for each side of the control bar, and an adjustable cradle for the rear of the keel to rest on. Some of the how-to literature I have seen says that the glider should be adjusted to be at normal flying attitude. I have to disagree with this. I feel that it is important to have the glider sitting on the dolly at a high angle of attack (with the rear of the keel low). I have witnessed at least one person not get away from the dolly until the glider was bounced out of it and the nose rotated up to create enough lift.

This problem was caused by the fact that it was thought the glider was in a flying attitude but, in fact, was too nose down. With the nose a little higher than it needs to be for normal flight the glider will rotate to the proper angle of attack (dete1mined by the pilot's bar position) as airspeed exceeds about 10 mph, with the control bar still on the dolly. This works much like a conventional tail-dragger aircraft. More on this in a moment.

Once the glider is set on the dolly at the proper angle of attack, hook in and do a hang check. The control bar should be located a few

inches out from normal trim, near stall. Make sure you have been properly hooked into the bridle utilizing whichever release you prefer.

(A note here to all pilots, but especially those who have lots of truck towing experience: Make sure the bridle goes OVER the basetube and not under it!) Check to make sure your VG line is tied off to the glider, and that nothing is hanging from the glider or your harness that can snag on the dolly. All dollies have some type of "hold down" system which the pilot holds onto, to make sure he stays with the dolly until he wants to release. Most systems utilize a loop of rope through which you place just the tip of one finger on each hand.

As the tug takes up slack in the rope you should do another quick visual check to make sure there is nothing that can get snagged on the dolly. If you prefer to mount your instruments on the basetube, as I do, you need to make sure that there is no way the bridle can get caught on the instruments, which would impede control movements. A word to the wise here: Put your instruments on the downtubes or the extreme corner of the clowntube/basetube junction for aerotowing. The small inconvenience is far outweighed by the extra safety margin.

Once your tug signal person is in place, the tow line to the tug is taut, and the tips of your fingers are in the hold-clown straps, let the signal person know you 're ready. Soon after he gives the "go" signal to the tug pilot you 'II see the telltale blue smoke being emitted by the tug, hear the prop noise and feel the rope start to pull on your shoulders. For a briefinstant you should stiffen your arms to keep from rocking forward through the bar. This gets the dolly moving. As soon as the dolly starts rolling you adjust your body position to between minimum sink and best glide relative to the basetube. The dolly accelerates very quickly and in a second or two, when you reach about 10 mph airspeed, the glider will rotate to the proper flying angle with the keel now off its resting point. In another second or two you will notice that you've built up sufficient speed to fly. With your fingertips still in the loops on the dolly, you ease the control bar out until the glider starts to fly. The glider will lift the dolly off the ground until you release it, which should occur at about six inches of altitude (but which has been known to happen as high as 150 feet-not recommended).

Keeping the dolly with you until you reach a height of half a foot ensures that you 're not just being bounced out of the dolly. If you've clone this conectly you'll be flying before the tug,

and your job at this point is to stay right behind the tug at about 10 feet above the ground. This angle above the tug is the one you 're going to try to maintain throughout the flight.

As the tug leaves the ground you 'II need to let the bar out to stay above it. It's imp01iant to stay above the tug, which accomplishes two things. One is that it keeps the glider out of the prop wash which would make flying somewhat less than enjoyable. The other is that it allows the tug to climb at the desired rate. If the glider pilot finds himself low on tow (which will happen from time to time), he should push the bar out until he gets into position. Pushing the bar out creates more lift and slows the tug, putting the two in proper position relative to each other. An important note here: While on tow you can push the bar out to arm's length without being concerned about the glider stalling. Control feedback may get mushy but the glider will continue to fly.

Proper position on the tow line is important while under tow, and there is one preferred position. The glider pilot should strive to keep the rearview minor (while looking at the rear of the tug) in view over the horizontal stabilizer. If the glider gets too far above the tug the hang glider pilot should pull in and speed up, which means he'll climb more slowly while allowing the tug to climb more rapidly, until the proper relative position has been reestablished. Theoretically, you should be able to maintain this position throughout the tow by simply pulling in or pushing out

Problems On Tow There are a couple of basic problems you may experience on tow. The first is yaw oscillation.

Yaw oscillations occur when one wing gets bumped forward for any reason, and the pilot initiates roll input to the opposite side and sets up a 180° out-of-phase series of control movements. The glider yaws constantly until the pi lot releases or gets smart and quits trying to control the glider. These control problems are commonly known as PIO's, or pilot-induced oscillations. The trick to stopping PIO's (on tow or not) is to let the glider slow down for a second or two and not attempt any directional control input. After a very brief period of time the glider will cease its oscillations and you can continue with your flying plan. If you find yourself setting up PIO 's while on tow it's very important to fix them early on, with the method (continued on page 36)

JUNE 1992

33

Glider lifts off dolly before tug lifts off the ground. (continued from p.-,gc 33)

described above. If' they continue unchecked, most flights will terminate in an early release or weak link !'ail me.

Another potential problem (with which mos\ pilots have no difficulty) is properly executing turns under low. As the tug starts a turn the glider pilot should as well, cutting the path of !he acrotug slighlly. Going lo the outside or the turn can create real problems when it comes time 10 line back up with the: tug. Pilots often bc:gin lhc early phases of a lock out in lhis situa-· I ion. Cu Hing the corner loo Glider on dolly (also known as GL V, or ground launch vehicle). sharply will just create a li111e slack in the line, and is much easier lo adjust lo and glider rlics into the lift, the glider pilot will need rc:mcdy than problems created by going to the outside of the turn. to pull in a hil in anticipation of the tug exiting the thermal and flying through sink. This scenario will present itself quite a few Limes while lowing to altitude. Ideally, once the glider pilot feels sufficient altitude has been gained, he will As the acrotug flies through a thermal it will release in \he middle or one of the thermals and quickly rise above 1he glider. The glider pilot climb right out. I have fonnd that with very lilt le should reaet by pushing ont. There is a severalprnetice l can confidently release in a thermal second lag between the tug first hitting the lift every time on a good day. and the glider flying into the same air. As the

36

There's one other thing no body ever told me (but I'll be a nice guy and pass it along to you). Once you've released from tow, don't rty around with the tow bridle hanging over the basctubc.

I've seen a couple of pilots come in to land wilh the bridle hanging over 1he basetube and below !he glider a couple of feet. You wouldn '1 want to snag this on a bush or step on it as you land. Always pull the bridle inside the eontrol bar and, when possible, stow it in your harness.

Well, tha1's all there is to this aerotowing1hing. [t's extremely simple and easy to learn when properly !aught. Like all things you do in a hang glider ror the first time you should attempt this in smooth air first. Ir l had lo choose one bit of advice for you to remember about aerotowing it would be this: It's just hang gliding with a rope attached.

Relax, and if you don't feel comfortable during the tow, release, fly back and land. Don't be afraid to slow tile glider under tow. B

HANC GLIDINC

by Angelo Mantas pilot reports lately have been dealing with high performance and intermediate level gl idcrs. However, an entry level glider was introduced last year that for a report its own. That glider is the Wills Wing Spectrum.

or

Up until rccen1ly, Wills' entry level glider was lhc Skyhawk. Available in 168 and 188 sizes, JUNE 1992.

the Skyhawk featured easy, predictable handling and was ajoy to fly. However, since i1 was a singlc--surfacc, exposed crossbar glider, pcr-formance left a lo1 to be desired. Wills decided to make a new glider tha1 combined 1hc performance of the intermediate Sport with the handling of the Skyhawk. This project was given the logical but slightly weird sounding coc\c-namc "Spawk."

Wills took a unique approach with this wing. Whileothermanufacturershave used low

aspect ratios with large rool chords to get quick roll response, the Spectrum features 1he relatively high aspect ratio of 7: I. This is actually higher than the Sports, which is 6.7: l. Combine this wi11l a planf'orm that is not rooHlominan1, and the novice level Spcc1rum looks more like a competition ship.

How did Wills give this high aspect ratio wing novice level handling? First, 1hcSpcctrum has a moderate amoun1 of sweep ( 121 degrees).

This helps eliminate adverse yaw, and makes

37

'-'l'"uu1J111

sports "AT" hardware including this universal-join!

Contml bar comer detail.

bar apex gizmo.

coordinating turns easier. The sweep also provides more pitch damping, making the trim point more definite. The outboard leading edge spars are fairly flexible, allowing the sail to shifl more easily. Very long crossbar reslraint cables arc used--"-morcthantwiccas longasthcSporl 's.

The longer cables reduce the effort needed to shift the sail when rolling. The moderate sweep, flexible leading edges and long crossbar cables, combined with a fair amount of washout, conspire to give this high aspect ratio wing very mellow and predictable handling.

Wills also searched for a new airfoil with good low speed performance and a gentle stall break, to make landing easy. Since performance was also important, Lhc design was made as aerodynamically clean as possible. The washout tubes, a major source of drag, were eliminated. When the optional wing tip fairings are used, the tips are very clean. Sandwich (Pro) sailcloth is standard on the leading edge. A streamlined kingpost is standard, with streamlined downtubes optional.

My experience with the Spcetrum includes J0 hours of !'lying in extremely varied air on four different J 65 models. Flights were foot launched and static and platform tow launched, with both ridge lift and thermal soaring encountered.

My first flight on a Spectrum was at the Whitwell site in Tennessee. Rick Jacob of Sequatchie Valley Soaring was kind enough to lend me a demo for the day. Conditions were of the sled nm variety. Standing on launch, I

38

noticed very good static balance, with a very slight tail heaviness. This, combined with tight side wires, made launching very easy. While flying toward the l:Z, !he left wing was popped up by some turbulence. Most double surface gliders, even easy handling ones like the Sport, require a fairly aggressive control movement to correct for a wing that's been popped up. Giving the glider a sharp punch to the left, I was surprised when the wing immediately went down past horizontal! J corrected to the right, and the glider snapped back to level. I remember thinking, "Wow, this wing is responsive!"

Relaxing a little more on the controls, I flew toward the church LZ, which is a fairly long gl idc from launch. Arriving with plenty of alti!ucle, I was struck by bow easily the Spectrum coordinated turns as I set up my approach. The glider's wide flare window was apparent as I made an easy landing in the light winds.

Since then I have made more than 30 flights in the Spectrum, and I still can't get over what a sweet glider it is to fly. On launch, it balances well and easily maintains the proper angle of allack. In the air, it turns easily and coordinates with minimum input. Adverse yaw is not apparent, even at low speeds. Pitch pressure is moderate, which is good for a novice level glider--- lightcrpressl!res would make trim hard to find.

H you start pushing out, the bar pushes back, more and more as you push farther. With this pilot (180 lbs. hook-in weight) l couldn't get the wing lo stall break, even with the bar practically all the way out. Amazingly, the Spcetrum still has roll control at this stage, even though the root is partially stalled, and will not

drop a wing. As you relax pressure, the nose dips, you pick up airspeed, and resume normal flight.

1n thermals the Spectrum flies well. In big thermals, it's easy lo set a shallow bank angle and just spiral up. Stronger, tighter thermals require more at1ention to maintain a steeper bank. Notice I said attention, not effort. Although you have to make more adjustments in strong thermals, the low roll pressures make these adjustments pretty easy. Ridge soaring is 11 piece of cake. Because of its great low-speed handling you can really max out the sink rate.

This is the fun part of any report. The Spectrum's performanec is similar to that of the Sport. Sink rate is about the same, as is best glide. At speed (30+ mph) the Sport shows an advantage. This is probably due to the Speclrum's more flexible leading edges and greater washout. When you consider that the Spcclrum is rated for Hang II pilots, this could be the best performing entry level gl icier available.

This may seem like a broad statement, hut when flying with other gliders I have oft.en been "top of the stack," even when flying against intermediate and competition gliders. One day last summer, fellow pilots Chris Worsing, John Mitchell and I went cross-country on a no-wind clay. Chris was flying a Formula, John a Magic lV, and I was on the Spectrum. I ended up with greatest altitude gain (4,500'), highest altitude (5,700' AGL) and longcsl distance ( 14 miles). l was at 3,000 feet and climbing when l gol thc HANG GI.TDINC:

bad news: land or find my own ride back.

Reluctantly, I cored some sink and landed. On another day I was test flying a different Spectrum in light conditions. Below 2,000 feet the thermals were small, tight and hard to work. Off tow at 1,500 feet, the glider's easy handling and quick response allowed me to max out what little lift was available. As I stmted climbing, the lift opened up, and by 3,500 feet I was climbing pretty well. I was also drifting downwind, and since I didn't have a driver that day, I left the thermal to head back to the LZ. No one else got above 3,000 feet that clay.

For those only impressed by big numbers, consider Dan Skadal's 100+ mile flight on a Spectrum last summer.

Handling And Performance After the cross-country flight I mentioned earlier, Chris and John tried to figure out how I did so well on an entry level glider. Pilot wise, the three of us are pretty equal, and they didn't believe the Spectrum had better performance than their ships. They finally decided the Spectrnm 's easy handling made it easier for me to work the thermals.

No argument from me. In the headlong quest to get higher performance, many pilots are actually hindering their flying by using gliders too advanced for them. Although many of the newer competition gliders feature light bar pressures, they still require precise control input to maximize their performance. The most advanced glider in the world loses its advantage if you slip it in turns. Rob Kells comments, "Forty percent of the gliders we sell are HP AT's. That number should be closer to 10%.

Most of these pilots would actually do betteron a Super Sport or Spectrum."

Hardware And Sail I had a love/hate relationship with my old Sp01t: loved it in the air, hated it on the ground.

My biggest gripe was the "E" bracket Wills used at the control bar apex. You had to be very careful setting up the control bar in order to avoid stressing the bracket or clowntubes. More importantly, it was difficult to lay the glider flat.

First, you had to remove a safety, then pull a clevis pin and disconnect the "E" bracket from the keel before you could lay the glider clown.

This was a real pain, especially in windy conditions.

JUNE 1992

The new AT hardware neatly solves this problem. Each control bar leg apex is fully hinged. Now all you have to do is release the nose wires and pull the glider forward as the control bar pivots back. The hinges also make the control bar easier to set up.

Another thing I disliked about my Sport was the inability to set it up flat-the glider could only be tensioned from underneath, while standing on the control bar. Unfortunately, this is not remedied by the new hardware. The Spectrnm must be set up standing. Many glider setup areas are not sheltered from the wind, and the ability to set up the glider flat would be a real plus.

As mentioned earlier, the leading edge pocket is made of "pro" sail cloth, a sandwich material which extends life and makes a smooth leading edge curve. To keep the handling in the easy range, heavy trailing edge cloth is not available ( although you can get 205LL, a slight! y heavier cloth).

The frame is made of 7075 aluminum, yielding a strong and lightweight structure.

Hang II's will appreciate its 61 pounds (54 for the 144) when they lug it up the training hill.

Other Info The Spectrnm comes in two sizes, 165 and 144.

Although the 144 is rated to 210 pounds, I would recommend the 165 to pilots hooking in over 170 pounds. The smaller glider supports weight well, but this extra weight means higher takeoff and landing speeds, and Hang II's like gliders that land slow. Novice pilots should make sure all initial flights are made at sites with big LZ's until they get used to the extra glide.

All gliders set up pretty much the same these days, so I won't bore you with the details, except to mention that the Spectrum has an average number of battens and no washout tubes to worry about. However, make sure you don't use the wing-tip fairings without the nose cone! If the nose cone isn't used, the small hole at the nose acts like an air scoop, and if the wing tips aren't open to vent this air, the sail could deform.

The cover bag represents a big improvement over past Wills bags. The front and tail are reinforced, as is the handle area. It comes with lots of bags and pads to protect your new toy. Be sure to use them; most worn spots are the result of transporting the glider.

Summary As you might have guessed by now, I love this glider. Last summer, when I was telling pilots I might want a Spectrum of my own, many of my cohorts looked at me like I was from Mars. Why would I want a lowly, novice level glider? But hey, I flew 14 different gliders last year, and my best flights were on Spectrums. Wills chose the name "Spectrum" because they felt this glider would appeal to a wide variety of pilots. Whether you're a novice looking for a first glider or an advanced "leisure class" pilot like myself, the Spectrum has a lot to offer.

Thank You's I'd like to thank Gary Solomon for letting me use his Spectrum while he was in Australia, Michelle Worsing for chasing us on that cross-country flight, and John Enrietti, who risked being late to work by giving me a last-minute tow, a tow that led to my best flight of the year. •

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39

Sylmar, California Flight Park as seen from the air.

and photos

, the hang gliding capital of the world since the early 70's. Located on the western edge of the San Gabriel Mountains, Sylmar has provided thermals for hang glider pilots since before most of us knew what to do with them!

The San Gabriel mountains stretch eastward providing a relatively unbroken range70+ miles long, with veryJc:w decent LZ's along the way.

Thermals arc abundant, and scattered profusely along the 6.3 miles of the immediale range surrounding the Kagel Mountain launch.

Sylmar Flight Park, also known as Kagel, is the last remaining site in Los Angeles, Cali-· fornia. II is administered by tile Sylmar Hang Gliding Association. Over the years, the Sylmar pilots had been chased 0111 of several LZ's by development, and they saw thal unless things changed there would soon he no more hang gliding in Sylmar. They finally banded together mid formed the SIIGA in 1985 in an attempt lo secure a landing area. Due to their strong record of community service, a lot or deft negotiating

40

copyright 1

by Robert Richardson

Kagel launch from 6,000 feet MSt in the spring.

I li\Nc: Gr .rn1Nc

SITE NAME

Sylmar Flight Park I Kagel Mountain

CHAPTER

Sylmar Hang Gliding Association (SHGA) P.O. Box 922303 Sylmar, CA 91392-2303 818-362-9604 (wind talker) 818-362-9978 (LZ pay phone)

LOCATION

North end of the San Femando Valley, in Sy/mar. Take the Hubbard exit north from the 210 freeway, and tum right at Simshaw. Go down hill (drive 25 mph maximum, please!) to end and tum left on Gridley. Gate to the flight park is at the end of Gridley (12601), on your right.

Launch is located at 34°20'0" / 118°23'0".

ALTITUDE

Kagel: 3,540' MSL, 2,200' AGL. Towers: 3,630' MSL, 2,290' AGL.

RATING

Kagel: Intermediate (Hang III), paraglider pilots-Class 2. Novice (Hang II) and Class 1 pilots may fly if under the direct supervision of, or signed off by an SHGA designated instructor. Contact any of the schools listed below for an SHGA sign-off if needed (be prepared to pay for a check-out lesson).

Towers: Advanced (Hang IV). Paraglider pilots-Class 2. Intermediate (Hang III) and Class 1 pilots may theoretically fly if under the direct supervision of, or signed off by an SHGA-designated instructor, but don't count on it happening in your lifetime.

PROTOCOL

Every pilot must be a current USHGA or APA member with liability insurance. SHGA membership is also required. A liability waiver must be signed, and all pilots must sign in with the Site Monitor before flying. There are numerous rules and airspace restrictions that must be reviewed and agreed to before flying!

RESTRICTIONS

The LZ is in the ATA of Whiteman Airpmt, and above 3,000' MSL also in the ARSA of Burbank Airpott. The SHGA has obtained permission for its members to fly in the ATA, but not the ARSA. To the west lies a Control Zone. There is also airspace restricted due to written agreements between the club and neighboring facilities.

FEES

Full membership - $30/year + $100 initiation fee (can be paid off $5/day). Includes a monthly 12-page newsletter that has won Newsletter of the Year twice (so far). Monthly membership - $25/month, and no newsletter; Weekly membership- $IO/week. Daily membership - $5/ day.

LAUNCH

Kagel: Large wooden ramp with a 35° slope and big, relatively soft bushes below.

Towers: Steep dirt with a 70° slope. Tricky in higher winds and very unforgiving.

DIRECTION

All launch sites face south, and can be launched in SE to SW winds, although the Towers launch can be treacherous in SW winds, and is not recommended. Some pilots (myself included) have launched the back in north winds, but it is rarely soarable and there is no LZ on the back side. Coming through the gap to the front LZ to land can be extremely turbulent in n011h winds.

SETUP AREA

Kagel: Lots of room for 40+ gliders within 100' of launch.

Towers: 6-8 gliders maximum, right next to launch.

ROAD

Kagel: Last 4 miles are a rugged 2WD diit road, but can be 4WD depending on recent weather. 45 minutes.

Towers: Paved, easy 2WD access. 40 minutes.

CAMPING

Due to city zoning restrictions, no camping is permitted in the LZ. There is a KOA campground (818-362-7785) not far from the LZ, and some local motels give discounts to visiting pilots. Bedrooms across the street from the LZ may also be rented, contact Joe Greblo at Windsports.

X-C

Limited, but possible. To the west and south there are airspace restrictions, and to the east there are ve1y few decent LZ's. The north route to the Mojave desert is often the best bet, but even that has problems with airspace and LZ's. Site records include 125 miles to the east (Dese1t Hot Springs) and 83 miles to the north (Inyokem).

EVENTS

Jeff Scott Challenge USHGA sanctioned competition with World Team points, held early each spring in memory of Jeff Scott, a local worldclass pilot who died of cancer in 1988.

Dahlsten Cup Fun competition for all levels, usually held in September. Honors Karl and Mary Dahlsten, longtime friends and supporters of the SHGA. Maiy bakes great cookies.

BEST TIME

Kagel is flyable year-round, and usually soarable. Santa Ana winds plague Kagel in the winter and can bring unflyable stretches averaging 3-4 days, but sometimes as long as two weeks. During Santa Ana's, many pilots still meet at the Kagel LZ and car pool to other sites. Spring and fall can produce convergence conditions with altitudes to 16,500' MSL. Even non-convergence days can bring altitudes of 6-8,000' MSL and many hours of airtime. Summer is usually smoggy, turbulent, inverted and crowde-d, with altitudes rarely above 4,000' MSL. Summer is also extremely consistent, and most pilots manage to stay up as long as their lungs can tolerate the air and their nerves can take the crowded conditions.

FREQUENCY

146.520 or 147.555 mhz (2-meter)

CONTACT

Aerotique, 818-367-7210 (Paragliding) L.A. Paragliding, 818-988-1112 (Paragliding) True Flight Concepts, 818-367-6050 (Hang Gliding) Windsports Soaring Center, 818-988-0111 (Hang Gliding) Wayne Yentis, 818-367-3656.

John Bylin, 805-251-789 l.

MISC

There used to be an emergency LZ at the base of the dam, but the rains in 1991/1992 washed it out and it is no longer safe for hang gliders (possibly alright for paragliders, but check it out first!). There are numerous fields along the immediate range that look good as emergency LZ's, but if you land in any of them you will either get cited, fined, or shot! Check with local pilots before venturing beyond a glide of the primmy LZ.

JUNE 1992

41

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The Towers launch as seen from the landing zone. and a little bit of dumb luck, they were able to secure access to a 4-1/3 acre parcel just four miles cast the area they had previously been landing in. The owner of the property, a development company, then decided thal hang gliding was too risky for them to allow on their property, and that they should donate the property to the SHGA to reduce their legal liability.

Final title transfer is st.ill pending, hut imminenl.

Kagel is in such a heavily populated area that it is tightly regulated. Current USHGA or APA membership with insurance is required, and there is much rcslrie1ed airspace tha1 every pilot has to be made aware or. SHGA membership and a signed waiver of liability arc also required. Please don' I endanger the site by no/

or

areas, and was completely graded in April, ] 992. There arc power Iines stretching across the wash wilh no poles marking them, so check with local pilots before flying. The wash is available to all qualified member pilots. There is also an upper plateau for !Jang IV pilots only, which sits adjacent to the breakdown area and is covered with several inches of sort wood chips to cushion the Hang IV whacks. A left-handed aircraft approach is recommended for both LZ's.

The breakdown area is covered with mowed grass and weeds. The en1ire site is park-like, with water, a shade structure for spectators, a portable toilet, and charcoal barbecues (no wood fires or camping permitted). Ill

checking in, readini and .fiillowing all of' the rules.

There arc currently two accessible launch areas l .4 miles apart on the ridge. The main ("Kagel") launch is for all pilots and has a nice ramp, as well as a fairly flat dirt launch that the paraglider pi lots prefer. The second ("Towers") launch area is located west of Kagel and restricted to Advanced (Hang IV) pilots only. The Towers launch can theoretically he used by fntcrmcdiatc (Hang IJJ) pilots with a special sigrHJff from a local instructor, hut to elate no such sign-offs have been issued. Additional launch sites (for Advanced pilots only) further west have been available in the past, but arc currently inaccessible clue to Forest Service road closings.

The LZ consists of a huge sandy wash with scattered boulders in some of the overshoot

42

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To-w Ratings Explained

by Paul Voight

At

the last Board of Directors meeting a number of directors indicated that there were various degrees of unrest and confusion in the regions of the land, concerning the newly established tow rating system. We (the towing committee) determined after a bit of brainstorming, that this confusion could be cleared up with an explanatory article in Hang Gliding magazine. After a very long period of silence I volunteered to do it, so here goes.

Most of the confusion stems from the fact that we've made several changes in the tow rating system since its introduction, without adequately communicating these changes to the membership. How the present system works is actually relatively simple.

However, I'm not going to tell you how it works until I first present a bit of background so you can appreciate how confounding the whole towing situation really is.

The towing program is the responsibility of the towing committee. This committee is comprised of Regional Directors, Directors at Large and a few specifically tow-minded (and motivated) "other" inclivicluals. All of these people are on the committee because they want to see towing progress safely. It goes without saying that they all tow.

The intention of this committee at the last few board meetings was to create a fairly simple set of towing guidelines, generic to all fo1111s of towing, so that a rating system could be produced which would enable USHGA to rate pilots "proficient" at towing (differentiating them from those not proficient at towing, or not yet rated proficient at towing).

Eighteen months ago an initial rating system was activated, in which a "tow rating" could be issued by any USHGA observer to any pilot who convinced the observer that he or she was proficient at "some kind of towing." The authority to issue aero-towing and aero-tug pilot special skills was also given to observers at that time. This concept, which may sound overly general (our intent), and poorly thought out, was the result of

44

many hours of discussion during which we attempted to address all the various fonns of towing. This is the whole quandary confronted by the towing committee. Addressing all the various fonns of towing and creating a simple rating system that the masses won't feel oppressed by is no simple task.

The need for a tow rating system is obvious to us. More than 30% of our membership tows. That's a lot of towing. We need to be able to differentiate the pilots who understand the effects of the tow line on a hang glider from those who don't. (Another whole can of worms, and the committee's next discussion topic is the need to differentiate proficient tow operators from yahoos with a spool of rope! Try dreaming up a program for that!)

Back to the various fonns of towing.

Let's see ... you have your ATOL-style towing (including ATOL copies) and ATOL's on trailers and boats. Then you have pop starts behind boats with a static line.

There is conventional static line towing (behind cars, ATV's, snowmobiles, people, horses, etc.). Then there are the Yarnell-type winches, where the stationary winch sits there and hauls in the rope and whatever is attached to the end of it. Next you have the guys who use these methods with the aclclecl twist of running the rope through a pulley at the other encl of a field first. In addition, we must consider the use of any of the following launch variations in combination with any of these tow methods: running foot launches, pop starts, wheel launches, dolly launches, platform launches, pontoon launches, etc., etc.

And, of course, we need to consider aero-towing. There's the Moyes/Bailey new style, the Cosmos trike "sky-chase" method, and I'm sure, some other varieties of tugs in use. Again, there are the various launch methods to consider.

With all this in mind, I hope you can appreciate the difficulty in figuring out a simple system for rating tow proficient pilots,

and for qualifying the inclivicluals to administer the program. "Just minor the tandem program" is a common comment we've heard. Not possible, grasshopper! This isn't just a can of wmms, it's a canyon of worms.

And this is without trying to qualify drivers, winch operators or tow systems (or tandem flying with all these methods or towing paragliders) !

Given the scope of the task, I think the present system we've come up with covers the gamut awfully well. It is certainly better than the initial system I mentioned, which allowed far too many ratings to be issued to pilots with minimal tow skills and understanding.

How It Works So, as promised, here is how the tow rating system now works. I'll start at the top.

The figurehead, main elude, is the tow committee chainnan, Jeny Forburger. We call him the towing Czar. He presides over the towing committee and dictates who on the committee can vote. Next, obviously, is the committee (previously described). The committee, in tum, appoints Tow Supervisors (which the towing Czar must approve). Tow Supervisors are individuals with a complete and in-depth understanding of as many fonns of towing as possible. These tow supervisors appoint Tow Administrators. These are individuals who are out in the field towing people and are the individuals you need to seek out to obtain your tow rating. Tow Administrators are appointee! after demonstrating their proficiency and knowledge to a Tow Supervisor. (Generally, Tow Supervisors also appoint themselves as Tow Administrators.) So, to get your tow rating, you must get in touch with a Tow Administrator, show him your stuff, and satisfactorily discuss the topics covered in the document/ test we call "discussion of tow topics." This test is non-specific to tow method, and took the committee the better part of a board meeting to design.

The USHGA keeps an updated list of all Tow Administrators and Tow Supervisors. At this time, these appointments do not find their way onto membership cards.

The aero-tow rating system is a parallel program. We separated this tow discipline from the rest because of its uniqueness.

HANG GLIDING

USHGA REPORTS At the last board meeting we realized the enor in giving all observers, regardless of aero-tow knowledge, the responsibility of appointing tug pilots and aero-tow sign-offs.

Therefore, a "sub-subcommittee" was fmmecl, consisting of the towing Czar, Steve Flynn and Greg McNamee. They created another list of people called Aero-Tow Administrators, which the office also maintains. These are the people you have to seek out if you wish to obtain either the "AT" rating (showing proficiency at being aerotowecl) or the "ATP" rating which designates you as a proficient tug pilot.

And that (whew!) is basically all there is to it. You simply need to seek out the specific individuals from the list the office keeps to pursue your desired rating.

In conclusion I will leave you with a paragraph from a letter I received from the towing Czar, which best explains our idealistic vision of the future of this system: "Opinion: I see the basic reason for both of these lists disappearing over time as observers and instructors become educated in the mt of towing. Someday, if we get our act together, we can publish guidelines that will educate all observers and instructors about towing to a level where they can judge whether a person qualifies, whether the observer/instructor tows or not. This would allow us to eliminate the aclclecl level of bureaucracy and get back to observers and instructors issuing all ratings. This is liable to take a while, and may or may not work at all, but I think it is our duty to peel away the unnecessary stuff if we can."

Review & Further Clarification 1)

2)

3)

4)

To get tow and/or aero-tow ratings, locate the Tow or Aero-Tow Administrator closest to you.

To become an Administrator contact a Tow Supervisor. He will need to see you operate in most cases. You DO NOT have to be an Instructor or Observer.

To become a Tow Supervisor contact a tow committee person, another Tow Supervisor, the towing Czar and/or your Regional Director. This appointment is given fairly judiciously, and ultimately must be approved by the Czar.

To become an Aero-Tow Administrator contact the towing Czar, Steve Flynn or

JUNE 1992

5)

6)

7)

8)

9)

Greg McNamee, and convince them of your proficiency and currency in aerotowing. Again, this is a serious appointment, and is carefully considered before being issued.

Tow ratings are independent of hang ratings, and not rating specific. (When you upgrade your rating, it is assumed that your tow skills improved accordingly.)

Tow rating and aero-tow special skills are independent of each other. An aerotow pilot is not automatically a tow pilot, and need not be.

Pilots may progress through the entire rating system exclusively through towing.

At this time, the best procedure to use to obtain quality tow instruction (and the only way to get rated!) is to seek tow operators who have their Tow Administrator ratings. Remember that owning a winch or tug, even for years and years, does not necessarily make for a safe operation.

Any comments, ideas, tow method improvements, and particularly input to an improved rating procedure, or (looking to the future), procedures for rating operators, drivers and equipment are welcomed and should be addressed to Jerry Forburger, the towing Czar.

Region

1 10 3 4 4 6

7 4 10 12

State AK NC HI UT AZ KS IA UT FL NY

Tow Administrators Name William Bennett Todd Braden Bud Brown

Region 9

10 8

7 7 10 7

IN WI NC MI WA TX NC

11 10 4 6 10

co

11

MO FL FL NC CA PA TX

4

co

1

WA IN LA&FL CA AL CA CA AR FL WA CA VA

10 10 3 9

7 10 3 10 3 3 6 10

1 3 9

Aero-Tow Supervisors Name Jerry Forburger Steve Flynn Greg McNamee

Tow Supervisors Name Alan Chuculate Roger Coxon Jeny Forburger Mike Haley Roel Hauser Ron Kenney Scott Lesnet G.W. Meadows James Tindle Paul Voight

Bill Bryden Marty Bunner Ben Bunill Jay Darling John Dawson Dave Deucker GregDeWolf Cindy Drozda Bill Finn Steve Flynn Frank Foti "Bubba" Goodman John Heiney Lany Huffman Jeff Hunt Ian Huss Tom Johns James M. Kelley Jody Lazaro Rob McKenzie Tom Phillips John Ryan Dave Seaberg Jim Steele Henry Stiriz Lany Strom Lany Tudor Steve Wendt

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10

State HI FL FL

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F L YTEC AG l~•'' ),,srross.=. 80 CH-6048 IIORW ,.,.e,"' :.11. • ,JI TEI -J. J l .'.7 3~ 2'1 F/IX + LI l 41 t18 5'1 24

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1992 USHGA CALENDAR 12" x 12" full pictorial of the sport you love .................. ................................. ........................ ........ $6.00 OTHER USHGA CALENDARS SPECIFY YEAR: 1991 1990 1989 1988 More Excellent Photography - collect them all! ....... $3.00 "NEW" COLLEGIATE SWEATSHIRT Super heavyweight 11 oz. fleece - 95% cotton, cross-weave w/ side gusset, 3 colors on ash. SPECIFY SIZE: MEDIUM LARGE XL (Hin!: Shirts are oversized. If in doubl, order smaller size) reg. $39.95 .. $34.95 "NEW" "FREESTYLE" SWEATSHIRT 9 oz. set-in fleece - 50150 heavyweight, beautiful multi-color design on white SPECIFY SIZE: MEDIUM LARGE EXTRA-LARGE (Hint: Shirts are oversized. If in doubt, order smaller size) ............................ $24.95 '*NEW'* "LOOP" SWEATSHIRT 9 oz. set-in fleece - 50/50 heavyweight, red and while on navy SPECIFY SIZE: MEDIUM LARGE EXTRA-LARGE (Hinl: Sh iris are oversized. If in doubt, order smaller size) ............................. $19.95 '*NEW'* USHGA Golf Shirt 100% combed cotton. Colorlully embroidered. Colors: White Red Navy Yellow Jade Black SIZES: Medium Large X-Large XXL (in white, navy & jade only) ................................................................................................. $21.95 USHGA SCRAMBLE KNIT SWEATER by Nutmeg Mills Embroidered with Mtn. Glider emblem, 100% Cotton, "Natural Color" SPECIFY TYPE: CREW NECK or VEE NECK and SIZE: SMALL MEDIUM LARGE X-LARGE ............................................. $39.95 USHGA LONG SLEEVE T-SHIRT 100% Cotton "Simplistic" Design SPECIFY COLOR: WHITE or GRAY & SIZE S M L XL ....... $18.95 USHGA MTN. GLIDER T-SHIRT White-100% cotton. Our most popular shirt. SPECIFY SIZE: S M L XL.......... ................ $12.95 USHGA YOUTH MTN. GLIDER T-SHIRT For those up and coming pilots. SPECIFY SIZE: S(6-8) M (10-12) L(14-16) .. ...... $9.95 USHGA NEON LOGO T-SHIRT 100% Cotton Our beloved official logo, color revised of the 1990's. HOT! SPECIFY TYPE: WHITE TANK TOP or BLACK T-SHIRT & SIZE: Small Medium Large X-Large .............................. $9.95 USHGA MTN. GLIDER CAP Embroidered SPECIFY COLOR: NAVY WHITE ...................................................... $9.95 USHGA CORDUROY CAP Embroidered with ·'Glider Trails" design SPECIFY COLOR: ROYAL BLUE OFF-WHITE .... $9.95

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Q)

" co '

t-Cj ~

~ ~

0

co Q) ~

.....i-...

I f you had a good time at the Lakeview, Oregon Umpteenth Annual 4th of July Fly-In last year you'd better start packing and planning for an even better time in 1992, not just for the 4th of July but for the entire May through September flying season.

Most of the snow is now out of the high country and I was finally able to make a personal visit to several sites that have been improved by the Bureau of Land Management and the U.S. Forest Service since last flying season.

The improvements are intended to make the sites even safer and more accessible than they were last year.

What I saw was both gratifying and astounding! The citizens of Lake County, in cooperation with their Chamber of Commerce, the BLM and the Forest Service, have made it abundantly clear that they intend to make hang gliding a permanent and important part of the recreational environment here and that hang glider pilots from everywhere are going to be welcomed with open arms!

Take a look at this!

<;,.j

-1->

~

.....::::...

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0

cu

~

Q) I

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Q)

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co

~ 48

-~ Cf)

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0

Hadley Butte We ought to call this north-facing site in the Paisley Ranger District "Balboni' s" after Mike Balboni, the distiict's Recreational Specialist who planned and supervised the improvements here. They have frankly made one of the finest hang glider launch sites in the Western U.S., in my opinion, and I get to see a lot of sites!

1) From the main Forest Service road they cut a first-class cindered road out to; 2) A large cindered parking lot right above launch, then; 3) They cut a wide cindered path from the parking lot down to launch where; 4) They built a first-class, laminar cindered launch ramp about 50 feet long down the slope; 5) And actually increased the drop-off at the end for a safer takeoff.

This site is definitely Hang III top-landable, in my opinion. These wonderful improvements together with easy access and thousands of acres of LZ's are going to have me praying for a lot of unstable northerly days this season.

Even if you don't fly, you have to come up and see what these folks have done for us here.

Balboni's is BEAUTIFUL!

Dougherty Slide This classic evening glass-off site administered by the Lakeview ELM district has long been known for its desert beauty and its ... uh ... shall we say "formidable" windy cliff launch from the edge of highway 140.

No more!

Ranger Doug Troutman and company have: 1) Cut a new cindered road over 1/4 mile long from highway 140 out to a; 2) New cindered parking Jot that has a; 3) Newly cindered path down to a; 4) Safer, more laminar west and southwest launch.

Due to a cutback in funds the new launch is incomplete as of this writing, but is being worked on by volunteer labor from the Rogue Valley Hang Gliding Association and various pilots from Washington and California. It should be ready sometime in May and definitely for the 4th of July. The Oregon Highway Department has asked that we not launch off the road any more, because of safety considerations for both pilots and drivers. This new launch will make road launching completely unnecessary, will be much safer, and will allow this great desert site to be flown more comfortably by more pilots than ever.

Black Cap The Lakeview Chamber of Commerce is planning to acquire some private land for a pennanent LZ close to the Black Cap launch site. They will be requesting a $5 registration fee for all pilots flying in the area this year to help defray some of the costs of this year's hang gliding season program. You will get much more than $5 worth of flying, however. In addition to an updated site guide and helmet sticker, you will get a ticket for a raffle drawing and discount coupons from local Lakeview merchants.

Drake Lookout Catherine Callaghan, Recreational Specialist for the Lakeview Ranger District (which has already given us Tague's Butte in their district) is exploring the possibility of opening this site to hang gliding. It's a spectacular 8,200' MSL launch east of Abert's Rim. Problems being HANG GLIDING

addressed are creating a safe "bail-out" LZ within a 5:1 glide from launch (the current closest is 7: 1 over industrial strength forest land), and the protection of some rare species of flowers on the north side of the ridge. Drake's would be a great thermal site over beautiful country and has some great X-C possibilities.

The City Of Lakeview, Oregon In order to induce pilots to fly here over the entire June through September season, the Chamber is offering the following prizes for registered pilots.

1) A $100 cash prize EACH month, June through September, for the longest flight by a registered pilot from any site listed in the Lakeview site guide.

2) A $200 cash prize for the registered pilot with the longest flight of the season, June through September.

3) A $200 cash prize for the registered pilot with the most cumulative distance flown from any or all sites listed in the local Site Guide.

It's like being paid to have fun! All you need to do is register with the Chamber once during the season and follow a few simple rules.

The Chamber, in cooperation with local merchants and the citizens of Lakeview, are planning a spectacular Umpteenth Annual FlyIn this 4th of July. We had the largest in the history of the sport last year, and this year should be even better. There will be glider demos, equipment demos, towing, daily male and female distance contests and a spot landing contest (remember you must register to be eli-

JUNE 1992

gible), barbecues, breakfasts, fireworks and a dance. Anumberof qualified locals have volunteered to dtive for those pilots who don't have a driver. Even the Oregon Antique Airplane Club will be there with displays of beautifully restored old airplanes.

I've been flying for 14 years all over the west, and I have never seen a community so enthused about hang gliding. I have never seen a more concerted effort by government entities to provide for the needs of hang glider pilots on public land-ANYWHERE! A lot of government agencies at all levels are watching what is happening here in Lakeview, with a view to

including hang gliding as part of the recreational packages in their areas. The Lakeview Chamber of Commerce has already won the Governor's Innovative Tourism Award for their active promotion of hang gliding.

We as hang glider pilots have an unprecedented opportunity to really put our sport "on the map" with the public here, by coming up to Lakeview this season and flying as much as we can. They love us, they want us, they are even paying us to fly.

We hope to "see you on the hill" in Lakeview, Oregon this summer, as often as you can make it.•

A Brief Word About Enlightened Oregon Law

You

probably have never heard of ORS 105.655 to 105.680, but it makes flying a hang glider in Oregon a whole lot easier than it is in most other states. Its official title is "Public Recreational Use of Private Lands" and it was passed about 21 years ago. What it essentially does is to hold any owner of private land harmless from liability if that owner opens his land for public recreational use and does not charge a fee for this use.

In Oregon it makes private landowners breathe a lot easier if they happen to see you making a landing, intended or unintended, on their property, because they can't be sued if you screw up and hurt yourself in the process.

ORS 105.655 to 105.680 has allowed the success of such programs as the Umpteenth Annual and the watm invitation of the citizens of Lake County to "fly their friendly skies" at will, because it encourages landowners to make their land available for those inevitable "out" landings.

In the current era of "politician bashing" we might all want to remember what the State Legislature has done for our sport in Oregon and suggest it as a model for other state legislatures where we are losing sites due primarily to fear of a lawsuit by an injured pilot. And if you are an Oregon pilot, a note of thanks to your representative wouldn't hmt.

As for the rest of us, a note to our representatives suggesting a statute like ORS 105.655 would help tremendously, not only in securing new sites but in keeping the ones we have. It wouldn't hurt to try. •

49

Risk Reduction And The Robertson Charts of Reliability article and charts © copyright 1992 by Michael Robertson

Wu,

the flying season's here, and thermals are ready to bust us loose from gravity's tug once again.

Yet, after 20 years of full-time hang gliding instruction, this summer stands out. Yes, after years of pushing and preaching safety, suddenly the resistance has vaporized. The USHGA Board Of Directors has expanded all ICPs to a minimum of three days and required that they include instructional techniques and the RCR system of judgement training. The latter will also be required for all beginner courses. Great stuff! Let's take a look at the substance behind their decision.

Most accidents are the result of human e1rnr-poor judgement-so the idea of teaching good judgement makes sense. The fact that it can be effectively taught, though, has only recently been proven. The RCRs (Robe1tson Charts ofReliability) were copyrighted in 1979.

It is an organized system, designed to help develop good risk management habits. They don't replace anything; they simply fit in with whatever else is being taught.

The system takes the time-proven aviation adages ("There are old pilots and bold pilots, but no old, bold pilots." "I'd rather be down here wishing I was up there, than up there wishing I was down here.") and gives them form. It takes a bunch ofrandom theory (like micrometeorology, aerodynamics and psychology) and synthesizes it into an easily assimilated and applied fmmat.

Most advanced pilots, when pressed, will admit that they do something similar to the use of these charts each time they fly. It is probably a subconscious program. Many will confirm that ignoring a few of the lines has caused problems. When asked how they learned their method of making decisions, they say "experience." We won't live long enough for each ofus to make all the mistakes ourselves. Let's do it

50

the easy way: learn it right the first time.

In this article I'm supposed to explain the RCRs. Other than what I've already said, I don't

know ifI can (or should). I believe very strongly in the importance of local professional instructors. It is really their role to interpret the the

0 M. Rolxrt50n.1979 (Rev 05191)

ffi!E!lLilA!BlITU'Ir'1r 1.

Cloud Cover%

2.

Cloud Type

{1,fedium)

(I.ow)

~11-lOSII,

Black Partial SO% Nimbus = 0 Cumulus

Gray Uneven

Even

(Shear) Fronts

A,iy

4.

Lapse Rate

High

5.

Moisture

Wet

6.

Barometric Pres.sure

7.

Temperature

Falling Low Hot

8.

Time of Day

One -Tiuee p.m.

9.

Season

Spring

Fall

Summer

Soulh

Nor1h

Pre

Wind Direclion

East

Wind Speed, (m~h)

12.

Gus! Faclor, (mph)

25 advanced (15 novice) 12 advanced

Crosswinds 0 / off nemendicular) Hill Size and Shape

15.

Slope of Hill

16.

Landing Area

17.

Takeoff Area

18.

Hill Covering

19.

Location fWind Orh!ins) Visibility

Post

Rising

20.

Steady Hioh Cold

Morning/ Even.in2 Winter

West

None None

ov"ce)

None

Downwind= 0 45' 130 '\

Small Smooth Gentle

Huge Rouoh Undercut = 0 Cliff

NOTE:

None

Dry

11.

14.

Clear, While Overca.sl 100%

Low

10.

13.

I

0-10

Slratus Cirrus

3.

/7

~ (High)

Small, Downhill Wires Slot, Small Foolin° Poor Pine Jagged Rockv Tees Mid Mountain lmi ....

3mi.

Hilly, Trees

Steen Uphill

Maple Trees Air Traffic 5mi.

Any 'O's reduce the overall

Open, Huge Level Open, Grassy Gradual Sand Grass Ocean Side • La. Lake Side lOOmi. +

TOTAL SCORE=

reliability to O!

-DIV.BY2

RELlAB!LITY = NOTES:

Std. Lapse Rlle =2" cp:r l(XX,

Ne~·er t.akroff downwind Do:;oorwindivic!ua.Jchart Pla.nyourh.nding.:53Jegorfigurc8'S'(S00'forfirsl360) Try nc~er to c!ungc fWO things at o= in wind and/or wing. ic: new hill and new h:miess,or .new gliCer and wind change, are unrelfab)e.

75% 65% 50%

Level I Level II Level Ill

Illegal to 1ly into clouds; M.inirnurn cle:m.n~ 2/XO' horiz.onnl, 500' verlicl.l

When flying over water, NEVER lock the screw gate of your carabiner, and ALWAYS carry a hook knife.

With limited visability (one to two mi.) your landing area must always be within view.

HANG GLIDING

RCRs to get the best results in their area. Of course, interested pilots can purchase the notebook from a local school, the USHGA or from me, and by reading it and using the Charts, improve their risk management skills.

The best method, however, is to go through the system with someone certified and experienced in its use. Naturally it will take a while for every area to have such people. Most of the major schools in the country have been exposed to the system over the years, and it is quite simple, so it shouldn't take too long to get everyone who wishes geared up.

I'm prepared to do whatever is necessary to implement the system effectively. If a series of articles is needed they'll be written. I am available to come to any area where I'm wanted.

Any certified instructor is welcome to come here to Toronto, Canada and sit in on the RCR lectures without charge.

I am certain that using the RCRs will contribute to reducing the number of accidents, and will help us and those we love enjoy our flying more. All that is required is for us all to take these few extra steps to be extra careful.

Recognize and react to those human tendencies that lead us to take foolish chances. Err on the side of safety. There will always be better days to fly. When in doubt, wait it out.• The author may be contacted at: Michael Robertson, R.R.#5, Claremont, ON LJY IA2, CANADA (416) 294-2536. The RCR charts and this article are© 1992 by Michael Robertson.

THE WING RCR II MODES CHART A

B

C

Stall

Mush

Min-Sink

1. Glide Ratio (wind~O) 1:1 a) Glide Path (IO mph. headwind) b) Glide Path (IO mph. iailwind)

,4:1

7:1 4:1 12:I

8.5:1 5:1 12:1

8:1 6:1 II:!

2.5:1 I.8:1 3.3:1

2. Sink Rate (ft. per min.)

1000 (unaffected by head or ta.ii winds)

500

225

250

300

1200

12

26

24

20

Fl) in;.: Modes

D

Demo Schedule

E

~

Max-Glide (D+5mph)

1992

Dive

We will be on the road again this season, so test fly the UP glider ofyour choice.

June 6-13 ·~: 3. Time in Air ~ (Sec. from 100')

~; - - - - - - - - - - - - - - - - - - - - - - - - - - - - 45 25 20 35 30 !· 4. Angle of Ana.ck IO J.;..

(measured in degrees)

0

l.

-

5. Airspeed (measured in MPH)

15

-c~ J

18

24

21

29

June 19-21

39 (VNE)

~~~~~~~~~~~~~~~~~~~~-

'al- 6. Potential t;.

...~;p..

'G' Load -

1.5

2.5

Stall Speed

August 1-3

7. Comrol

Poor

Fair

Good

Best

Good

Fair

8. % Lift Shape/Size

5/95

50/50

70/30

80/20

85/15

95/5

-Landing -Collision (excepl w' a/cTumRt)

9. Uses

.[nLift -Losing Al ti rude Above 50' Above 50' on Approach -Max Tune

-Trim

-Best LID -Most Flying

10. ReliabiliLy

August 14-16

-Twbulence -Penetration -Best Glide -w' Spiral for in IO mph Rapid D«:'t headwind Above 500'

IO

(out of JO as RCR)

Sept 5-12

l~L~~~~ ~~o

~

-

I

=

~

~

~

As per line la (10 mph headwind)

=

500

D

Note: Relationships, uses and reJiability are important.

Numbers used are for beginner type bird and are not imponam.

JUNE 1992

~

600

n•

September 10 Sept 14-19

Mark's Wings Sandia Classic Albuquerque, N.M. 505-298-2922 Wild, Wild West Regionals Adventure Sports Ray Leonard 702-883-7070 Western Canadian Championships Willi Muller Golden, BC, Canada 403-932-6760 Austin Air Sports Steve Bums Austin, TX (512) 474-1669 1992 U.S. Nationals Telluride, CO 801-576-6458 CAN-AM Meet Vancouver, WA (801) 876-2211 19th A111111a/ Telluride Gliding Festival Telluride, CO 801-576-6458

51

Hang Gliding magazine's

SPECIAL NEW PILOT EDITION II • Buying A Used Glider • Choosing An Instructor/School • The Design Of A Modem Hang Glider • Your First Mountain Flights • Leaming To Land ...and much, much more, including articles by Dennis Pagen, Mike Meier, Greg De Wolf and Matt Taber.

Spectacular color photography throughout. Of interest to beginners and experienced pilots alike, and a great way to introduce a friend or relative to the sport you love. A true collector's item.

$4.50 (+$1.50 S/H) USHGA • P.O. Box 8300 • Colorado Springs, CO• 80933-8300

HIGHER THAN EAGLES

by Maralys Wills (with Chris Wills) !IIGHER THAN EAGLES documents the drama of a fami ly overtaken by man's oldest dream- flying! It is the story of BOBBY WILLS, a stubborn, feisty boy who overcomes a difficult childhood to achieve his dreams- including becoming the simultaneous U.S. , C anadian and British hang gliding champion. But it is also about a family, swept along by one son's vision to the point where they can never turn back. even when tragedy strikes.

"A stunning. totally cap1iva1ing book ... a brilliantly writ/en human drama abow a family alternately inspired and torn apart by the spor/. The stOI)' of a boy who lived life wi1h a passion Lhat very few will ever know."

-Gil Dodgen, Editor Hang Gliding magazine

$19.95/Hard Cover (+$3.50 S/H)

Available from USHGA • P.O. Box 8300 • Colorado Springs, CO • 80933-8300

JUST HOW LIGHT IS THE NEW PACIFIC AIRWAVE

?•

Intelligent engineering has once again lowered the limitsofgliderweight,withthenew V J.!:::;J.Cn PUL!:::;= tipping the scales at only 52 pounds!

Although the newest in the Pacific AiIWave line, this amazing glider still upholds the proud VISION name, offering performance to the first-time buyer without sacrificing the low speed handling, flare authority and ease of setup that has made the VISION series so successful. Contact your authorized Pacific AiIWave dealer today and feel the pulse of the future!

vi~ian PUL~= iB-m=T=r Span: lOm Aspect Ratio: 6.0 Area: 165 sq. ft.

Weight (without bag): 52 lbs.

Recommended Weight Range: 120-195 lbs.

HGMA C-ertified for Novice and above

P.O. Box 4384, Salinas, CA 93912 • Phone (408) 422-2299 • Fax (408) 758-3270

LEARN TO FLY THE RIGHT WAY!

HANG GLIDING FLYING SKILLS

by Dennis Pagen .•. HAS HELPED TENS OF THOUSANDS OF PILOTS REALIZE THEIR DREAM OF FLIGHT FOR OVER 15 YEARS. • USHGA o ffi ci al ly approved training m anual.

• The o nly t rain ing manual w ritte n by a c ertified inst ru ctor .

• 12 large c h apters detaili ng every phase o f begi nning to intermedi ate flight. .used in most US hang gl id ing sc hoo ls .

• Trans lated i n si x languages.

• The most comp lete book available emph asizing sa fety and effe cti ve t rai ning.

r I J I I I

* * DEALER INQUIRIES INVITED•* SEND C HECK DR CASH TO: SPORT A VIA TION PUBLICA TIONS P.O. Bex 101 MING OVILLE. PA 16856 DEALER INQUIRI ES INVITED

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Hang Gliding Flying Sk ill s .. .. . . . . S9.95

Hano Gliding Techn1Qun • • • . •.• S6.95 0 Po wered Ultrallg ht Fly1n9 . . $11,95 :J Powe red UL Tra1n1ng Course . . . . S9.95

D Paragliding Flight. . .. .... . . .... . S19.95 S1ve 10•1. order two o r more book, !

S an 20•1. orde r 111 , ,~ boo ks !

Tota l amount tor a ll books S _ _ __

Postage and Handling

S1 95

Overseas a1rma1I U de sired ($6 OOlbookl _

TOTA L ENCLOSED _ _ __

_

SEND TO (Please PrlnO

NAME - - - -- - -ADDRESS - -- -CITY,STATE - - -- - COUNTRY/Z I P - - - - --

Hang Gliding Lesson #1 Fly hard, fly safe, fly with High Energy Sports NO SLIP RUBBER BUSHINGS PREVENTS BASE TUBE ABRASION WHEN USED ALONE

PROTECT YOU AND YOUR GLIDER A must for dealers with demo gliders.

German made, thousands flying in Europe. Sold to major dealers in U.S. and Canada.

ONLY

• SNAP ON/SNAP OFF ANYTIME, ANYWHERE • AFFORDABLE/HIGH QUALITY • RUGGED & DEPENDABLE • 7" DIA. x 2%'' WIDTH EXTREMELY LIGHTWEIGHT STORE IN GLIDER BAG OR HARNESS

$4500 PER PAIR (specify 1" or 11/e" base bar) SEND CHECK OR MONEY ORDER TO:

MORNINGSIDE HANG GLIDERS ~ RFD 2 BOX 109, CLAREMONT, NH 03743 (603) 542-4416 ~ ~

CANADIAN ORDERS ADD $3.00

DEALERS WELCOME

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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.

COCCOONS, PODS, PARACHUTES, etc.

• Flat Circular Solid Gore Construction • Vent Cap Covering Apex Hole • 1/2" Tublar Nylon Reinforcement At Apex • All Seams Reinforced With Type III Webbing • V-Tabs At Each Line Attachment • Type XVIII Bridle FAX (714) 972-1430 • Parachute Safety Lock System • Continuous Webbing Sewn With Five Cord Thread • Each Harness Custom Sized • Safety Back Strap • Adjustable Padded Leg Straps • Two-Week Delivery • Custom Options • Your Choice Of Colors

2'¥~

2236 W. 2nd St. • Santa Ana, CA 92703 • (714) 972-8186

752 Casiano Drive #B, Santa Barbara, CA 93105 Phone 805-687-4663, Fax 805-968-0059

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INTERNATIONAL MAGAZINE OF HANG GLIDING & PARt~\.IDING INTRODUCTORY SUBSCRIPTION 1 year subscription I 6 issues $30, issues: February, April, June, August, October, December Experience the world of Hang Gliding in your own home ...

Europe's most comprehensive, full color magazine.

7.

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Name ······························································~···········" .................................................................................................................................

Address ....................................... """"( ......,...... ................................ .................................................................................................

Phone

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,

Payment; CHECK or MONEY ORDER to: "Schutte Sails" CROSS COUNTRY 752 Casiano Drive #B, Santa Barbara,· CA93105 USA

CLASSIFIEDS ADVISORY Used hang gliders should always be disassemblcd before flying for the first time and inspected carefully for fatigued, bent or dented downtubes, ruined bushings, bent bolts (especially the hear1 bolt), re-used Nyloc nuts, loose thimbles, frayed or msted cables, tangs with noncircular holes, and on Rogallos, sails badly tom or torn loose from their anchor points front and back on the keel and leading edges. If in doubt, many hang gliding businesses will be happy to give an objective opinion on the condition of equipment you bring them to inspect. Buyers should select equipment that is appropriate for their skill level or rating. New pilots should seek professional instruction from a USHGA-certificd school.

HP l[ - Full race, magenta, blue, white. Clean, crisp, beautiful. Chattanooga area. S 1.300 OBO. Gary or Alice (615) 821-4588.

SPORT l 67 EURO - Full race, red/white sail, excellent condition, $1,400. Parachute, $200. Harness, S100. (714) 628-7312.

HP AT 158-Pink, black, green. 36 hours. $2,350(602) 79108]6.

SPORT 167 - Excellent condition, race cloth, 40 hours.

White and rainbow. Sl,500 (703) 989-1737.

KISS - 1989 full race, extra undersuli'ace rib, beefed-up trailing edge. $1,200 OBO, Dave (619) 582-4414.

SPORT 180 AT- White LE with magenta. 17 hours, like new. $2,200 (501) 868-8831.

LITE DREAM 165 - Excellent condition, low hours. Sacrifice, need to sell this glider bad. Make offer. (213) 4334443.

SPORT 180 AT - 5 hours $2,100. Sport 167 Euro S 1,800.

Skyhawk 168 Sl,000. All in excellent condition. (509) 3754271, (509) 627- 3624.

MOYES GLIDERS - All sizes of XS gliders available under $3,300., 20 hours airtime or less. Also available are new XS's, XT's, XC's and Missions. Call Tony (805) 6441242 ext. I 23, (805) 658-0958.

STREAK 130 - Very good condition. $400 OBO. Call Chauncey (408) 274-939 I.

ROGALLOS AXIS 15 METER SUPERSHIP - Never looped, never towed. Sail still crinkles like new. All options, including quick set-up feature. Very high perfonnance for larger pilot.

Tuned for handling. New Trilam leading edge pockets. Make Offers. (415) 258-8009 leave message.

BALL V AR!OMETER-Exccllent, S150. Reliable aircraft altimeter, $95. (503) 777-3452.

COMET II +/STRATUS VB - Harness, helmet, vario, chute. All new to excellent condition. Make offer (916) 2445001.

COMET III - New condition, <15 l10urs, custom colors.

Sl.800 (714) 674-121 I. COMET C-3 185 - Great intern1ediate & tandem. Low hours, very good condition. White sail, red double surface. $1,650 OBO (307) 672- 6715 or (307) 655-2562.

MOYES MISSILE 180 - Good condition. Gold LE, light blue undersurfacc. Economical first mountain glider. $500 (804) 295- 2585.

UP CONDOR 269 - Largest production glider ever built.

Excellent tandem glider. $600 OBO, (415) 665-1520.

MOYES XS 155 - Well cared for, 60 hours, beautiful. Why pay 4K for new? $1,900 OBO, (415) 665-1520.

VISION MK IV 19 828-4343.

i'v!OYES XS 155-50 hours, clean. SI ,500., must sell. Also AT 158. (619) 872-4810.

WILLS WING AT123 1991 - and deluxe WW harness.

Perfect condition. $2,600 (8]8) 841-9239.

MYSTIC I 55 VG - Low hours, excellent condition, references. S750 OBO, (619) 270-6867.

WILL TRADE - C-15 sailboat for 155 Sport. Tim Summerfield, 5 Marcia Way #234, Roseville CA 95678, (916) 782-2439.

NO JOKE: MUST SELL! -Make offers. Sensor 51 OCFR $993. 152 Foil Combat S1 ,998. 139 Combat $2,497. Chris Arai (510) 531-226 l.

DOVES WANTED - Electra Flyer, Doves A, B or C, wanted by instructor for school use. Any condition. Raven Sky Sports (708) 360-0700.

RA VEN 209 - Excellent condition, wheels, Golden harness, parachute. S550 (303) 424-4067.

DREAMS 220 - Two for sale, SI ,000 or $500. Call Greg DeWolf(919) 261-6166.

SENSOR 180 B -Red & white, $500. Reggie Jones, (619) 445-3633.

DREAMS IN STOCK - All sizes, including 145 's. Nlany other used gliders available, including Visions & Spectrums.

Raven Sky Sports (708) 360-0700.

SENSOR 510 C- Low hours, excellent condition, $1,000.

UP G2E 160, rainbow colors, $500. (305) 538-8821.

DUCK 180 - Good condition, $550 OBO. Litek VE-12 vario $100. (209) 221-7428.

FOIL COMBAT 152 - Excellent condition. Best perforrnancc and handling. $2,500 (801) 254-614 I. FORMULA 154 (303) 223- 2484.

Excellent condition, <70 hours. $1,850

FORMULA 154 393-3332 eves.

I 991, excellent condition. $2,200 (714)

GEMINI 164 - Rainbow colors, excellent beginner/intermediate glider. Ji1st serviced, great shape, with harness & helmet. $775 (818) 896-0924 eves.

HANG GLIDER SAIL REPAIR & REBUILDING llY DENNIS VAN DAM/AEROSAIL - Serving the hang gliding community for over a decade. "Integrating aesthetics with the highest ordcrof structural integrity." Aerosail, 16 I 7 W 40th St, Chattanooga TN 37409, (615) 821-5945.

TEXAS - Trades, new, used, locator service. Call RRA (512) 467- 2529.

SENSOR C - 75 hours, excellent shape, new wires. Midwest glider, $995. (612) 735-9130.

XS EASY -

1989, mint condition. $1,400 (615)

<50 hours. $2,400 (818) 772-5808.

COLORADO HANG GLIDING (303) 278-9566 24 HOURS '·Celebrating Our 20th Year of Unsurpassed Safety!"

Paragliders ......... (all brands) .............. $800-$3,000 Helrnets ............. (all brands, styles) .... $58-$260 Used harnesses ·············· ......... .......... $75-$500 Varios (demo's, all brands) .. ............. $75-$500 Reserve Chutes (all sizes), never used, each inspected repacked, w/new bridle and bag. ........ $265 Equipment 100% Guaranteed/Major Credit Cards We trade/buy used equipment and gliders.

SPECTRUM - 165 plus, with extras. Test flown & ready for immediate delivery. $2,900 (916) 241-6974.

VISION MK JV 19 ......... <5 HOURS ............ $2,000 EXCEL 160 ................... .<40HOURS ... ...... Sl,IOO VISION ECLIPSE 19 ..... <60 HOURS ·········· $1,]00 LT. MYSTIC 177VG. .. <40 HOURS. ...... $1,000 EA .

PRODAWN 155 ............. GOOD SHAPE ..... $1,000 LT. DREAMS 185,205 ... <60HOURS .......... $800 EA. HARRIER I 177 ............ .<20HOURS .......... $800 PROSTAR 166. ........ .<40HOURS. ........ $800 GEMINI 164 ................. .<40 HOURS .......... $800 COMET I, II 165, 185 ..... GOOD SHAPE ... .$600 EA. PHOENIX6D. ....... GOOD SHAPE ..... $600 LANCER 180 ...........•.. .............. $450 SEAHAWKS 140, 170 ..... ...... ................. ..... $375 EA. All offers considered. Equipment is I 00% guaranteed, inspected, shipped anywhere. COLORADO HANG GLIDING (303) 278-9566, 24 hrs.

SPORT 150 EURO - Excellent condition. Sacrifice at SI, l 95 OBO. (209) 431-9698.

GOLDEN WINGS l 103 Washington Avenue, Golden, CO 80401

SENSOR 51 OE - Full race, only 8 flights, $2,700. Eric Raymond harness, chute, Yaesu radios, barograph-call for prices. (509) 484- 2622.

SKYHA WK 168 - Rainbow undersurface, red LE, $900.

New Clouclbase spaghetti harness, royal blue, for 5'6"-5' IO" pilot, $200. (714) 428-8115.

SOUTHERN CALIFORNIA USED GLIDER REFERRAL - BUY-SELL-CONSIGN, ALL MAKES, MODELS. CALL TODAY (619) 450-1894 OR (619) 450-9008.

SPORT 167 EURO-Full racc,goodcondition. S1,100fim1 (50 I) 279- 2480.

HP II - Only I IO hours. Bargain basement at $750., (415) 621- 5108.

JUNE 1992

55

CLASSIFIEDS TOLL FREE ORDER PHONE 1-800-677-4449 or (303) 278-7181 Mystic 177 VG .................... Exe. cond ........ $1,300 Vision 19 (used) ................. Exe. cond ........ $1,800 .. .... $1800- $2,200 Several Sport I 67 ..

HP AT ................................ Demo ............. $2,800 Many other good used gliders ...................... $450-$1000 TORREY FLIGHT PARK - Surplus inventory. (619) 4523202 NEW GLIDERS@ REDUCED PRICES 185 Lt. Dream ..................... Reduced to ...... $2,290 165 Lt. Dream ..................... Reduced to ...... $2,390 145 Lt. Dream ..................... Reduced to ...... $2,290 220 Lt. Dream (Tandem) .... Reduced to ...... $2,790 240 Lt. Dream (Tandem) .... Reduced to ...... $2,790 155 Mystic Special..(John Heiney Looper) .. $1,990 USED GLIDERS 240 Lt. Dream .......... Nice Condition .......... $1,750 220 Lt. Dream... . Perfect............. . $1,825 188 Lt. Mystic ........... Great Condition ........ $1,750 177 Mystic ................ Nice ........................... $1,700 145 Lt. Dream ........... Good ........................ $1,425 177 Han-ier ................ Oldie But Goody ....... $400 165 Sensor 210 ............................... .. ...... $350 167 Sport.. .. ....... Good Starter Unit ...... $800

P2 $450, Brauniger P3 $595, Brauniger LCD III Barograph $995, Flytec 2020 $759, Flytec 2030 $995, Afro XC 8000 $895, Afro Cirrus 8000 $795. HELMETS: Aerodyne $79, Bell $119, Romer full face $129, Uvex fullfacc$159, Carbon Fibre full face$259. HARNESSES: Keller Hitec 2$799, CG 1000 $499, HE Sport $499, HE Sport Cocoon $299. PARACHUTES: BRS Rocket $795, HE 22 gore-new $345, Charly Rocket-para $755. GLIDERS: new and used, trade-ins.

TRXdemo$3600, WW AT$2800, UP Axis 15 lOhrs.$2000, UP Comet3 \ yr. $1500, Cornell 8 hrs. $650, Skyhawk $900, Vision Mk IV $1400, WW Sport $1500, WW Super Sport $3395, Moyes XS $2900. MISC: Maxon FM 5 watt $259, Sylva compass $129. MC, VISA, AMEX, DISCOVER accepted, Santa Barbara Hang Gliding Center, 29 State St., Santa Barbara CA 93101

SANTA BARBARA HANG GLIDING CENTER (805) 962-8999 - Certified School, full time shop, sales, service, rentals. V ARIOS: Ball 65 I $475, Ball 652 $575, Brauniger

OLD PLANS- Klaus Hill's Super Floater. Any condition.

Bill (602) 284-0223.

USED HP AT 145 - or WW Super Sport 153, excellent condition needed. (415) 336-0380.

WANTED- Used hang gliding equipment. Gliders, instruments, harnesses and parachutes. Airtime of San Francisco.

3620 Wawona, San Francisco, CA 94116. (415) SKY-1177.

REAL ESTATE

EMERGENCY PARACHUTES

BUFFALO MTN. - 49 acres, Talihina Oklahoma. Established launch site, great hang gliding conununity. For sale, terms available. Contact Linda Moore, (817) 633-2445.

A BEST BUY! - Never used reserves, new bridle, bag.

Inspected and repacked, all sizes. Fully Guaranteed! Colorado Hang Gliding (303) 278-9566.

SCHOOLS & DEALERS ALABAMA

ALL BRANDS - Bought, sold, and repacked. Inspection and repack $20.00 - Parachutes, bridles, inspected and replaced. AIRTIME OF SAN FRANCISCO, 3620 Wawona, Sal\ Fral\cisco, CA 94116. (415) SKY- 1177.

PARAGLIDERS

BARGAIN GLIDERS FOR PARTS ONLY 160 Streak (3) ....... .. ....... $300 Eaglet .............. .......... .. ............ $100 160 Sprint..... .. .......... $100 160Streak ................ No Battens .............. $100 160 Sprint .................................................... $100 160XL.............. .. ........ $100 160 Duck ................... Frame Only ............... $100 160 Streak ................. No Control Bar ......... $100 190 Pro Star......... .. ..... $100

WANTED

WILLS, UP'S, ETC - $795 + up. Instruction, equipment, southern California and European tours (714) 654-8559.

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

ROCKET CITY AIRSPORTS-Certified instruction, sales, service, glider rentals. Send $1.00 for brochure, directions, accommodations, etc. to 106 South Side Square, Huntsville AL 35801. (205) 350-9999 or (205) 776-9995.

ALASKA

ULTRALIGHTS

ADVENTURE

WINGS

-

Hang

gliding

and

AMERICAN AEROLIGHT EAGLE - Single Cuyuna.

Never flown or engine fired. Digital instruments, spares. $3,500 OBO (307) 672-6715 or (307) 655-2562.

PARAGLIDING, certified instruction, sales, accessories.

Statewide service. Tandem, rowing, tours. (907) 455-6379.

Box 83305, Fairbanks AK 99708.

KING COBRA B 9258.

ARIZONA

2 seat, Rotax 532. $5,900 (813) 726-

LA MOUETTE/COSMOS- Full range of trikes & accessories. JEFFERSON AERO SPORTS (503) 327-1730.

ADVENTURE SPORTS TOURS - Certified instruction utilizing the world's first man-made trainillg hill 9lus other sites which all face every wind direction. Dealer for Pacific Airwave, Wills Wing, Ball and High Energy, 1327 E. Bell De Mar Dr., Tempe, AZ 85283 (602) 897-7121.

r--------------------------------------, I USHGA CLASSIFIED ADVERTISING ORDER FORM ! 50 cents per word, ***$5.00 minimum*** I Boldface or caps $1.00 per word. (Does not include first few words which are automatically caps.) Special layouts or tabs $25 per I column inch.

I (phone numbers-2 words, P.O. Box-1 word) I photos-$25.00 line art logos-$15.00 Deadline-20th of the month, six weeks before the cover date of I the issue in which you want your ad to appear (i.e., June 20 for I the August issue).

I Prepayment required unless account established. No cancellations and no refunds will be allowed on any advertising after deadline. Ad I insertions FAXed or made by telephone must be charged to a credit I card. $2.00 credit card charge. ! Please enter my classified ad as follows:

ADDRESS:

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PHONE:

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Number of words: Number of words:

@ .50 = @ 1.00 =

Number of Months: Section (please circle) Rogallos Emergency Chutes Parts & Accessories Business & Employment Miscellaneous

Towing Wanted Schools and Dealers Ultralights Rigid Wings Publications & Organizations Paragliders

Begin with 19_ _ ·tssue and run tor consecutive issue(s). My check 0, money order 0, is enclosed in the amount of $ NAME:

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I I I I

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USHGA, P.O. Box 8300, Colorado Springs, CO 80933 (719) 632-8300

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HANG GLIDING

CLASSIFIEDS DESERT HANG GLIDERS - USHGA Certified School.

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

(602) 938- 9550.

ARKANSAS SAIL WINGS HANG GLIDING - Sales, service, instruction. Pacific Airwave, Enterprise Wings, Moyes, UP. P.O. Box 5593, Little Rock, AR 72215. (501) 227-4920.

CALIFORNIA ACTION SOARING CENTER - In Lodi near Stockton.

Personalized USHGA ce11ified instruction, sales and service.

Emphasis on special skills, techniques, launching & landing.

Demo's. Ask about tow clinic. (209) 368-9665.

AIRTIME OF SAN FRANCISCO - HANG GLIDING & PARAGLIDING, Complete, safe & fun, USHGA & APA certified training program. Mountain clinics & ground schools.

ALL MAJOR BRANDS, Quality airframe and sewing by factory trained repair technicians. Parachute services. Large selection of 2nd hand gear (buy & sell). Rentals available.

Next to Fort Funston. The only full service shop in San Francisco! 3620 Wawona, San Francisco CA 94116. (415) 759-1177.

CHANDELLE SAN FRANCISCO, INC. -Complete hang gliding and paragliding sales, service and instmction since 1973. No11hern California's most complete repair facility.

New and used equipment and demo's, lesson packages, clinics and tandem lessons. 488 Manor Plaza, Pacifica CA 94044, (415) 359-6800.

COMPACT WINGS PARAGLIDING - Wills Wings, UP and others. APA & USHGA Class II instruction. Great flying year-round. Southern California and European tours.

Located at best paragliding site (Soboba). (714) 654-8559 HANG GLIDER EMPORIUM-The best !raining 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. I 0-5, Sat. 10-4. 613 N. Milpas, Santa Barbara, California 93103 (805) 965-3733.

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 92121 (619) 450-9008.

MISSIO!'i SOARING CENTER - Serving the flying community since 1973. Complete pilot training program with special attention to take- off and landing skills. Custom superlite training gliders. Comfortable training harnesses!

Deluxe retail shop. Wills, PacAir, UP, demos, new gliders in stock! Best trade-in prices. Try all the new harnesses in our simulator. Large selection of specialized equipment, beginner to XC. 1116 Wrigley Way, Milpitas (near Santee) CA 95035. (408) 262-1055.

CONNECTICUT MOUNTAIN WINGS -

Look under New York.

FLORIDA

PERFORl\-lANCE DESIGN PARAGLIDING SCHOOL - Excalibur, Edel, UP, and many more. APA & USHGA certified instructors. World wide tours, accessories. Call for free catalog. (714) 697-4466.

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 Cliffhanger 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 Instruction, Sales & Service. Become a better pilot in less time with our small personalized classes & tandem instmction. Our head instructor has over 12 years teaching experience. Only minutes from our local Kagel Mountain flying site. 13185 Gladstone Ave., Sylmar, CA 91342. (818) 367-6050.

WINDGYPSY - USHGA Certified school specializing in personalized tandem !light training. Full service sales & repair facility in Lake Elsinore - call for site info. Wide range of new & used gliders & flight accessories in stock. Keith Lamb, 25099 Bundy Canyon Rd., Sun City, CA 92586 (714) 678-5418.

WE CAN TEACH YOU FASTER AND SAFER, MIAMI HANG GLIDING, INC. has the most advanced training program known to hang gliding today. USHGA certified school specializing in personalized flight training. Full service shop handling all makes and models of gliders. For more info call (305) 573-8978.

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

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

See our ad

SEQUATCHIE VALLEY SOARING SUPPLY our ad under Tennessee

See

HAWAII MAUI SOARING-Pac Air K-2, Mk!V; Wills Wing Sport.

Rentals, sales, service. (808) 878-1271.

IDAHO

WINDSPORTS - LA's largest since 1974. Fifteen minutes from LAX. Central to Sylmar, Crestline, Elsinore and training sites. Vacation training, flying and glider sales packages including lodging and rentals. The most popular gliders and equipment, new and used in stock. Trade in your old equipment. 325 sunny days each year. Come fly with us! 16145 Victory Blvd., Yan Nuys CA 91406. (818) 988- 01 l l, Fax (818) 988-1862.

COLORADO COLORADO CLOUDBASE - Guided tours, drivers, videos, accessories. (719) 630-7042. PO Box 16934, Colorado Springs CO 80935.

COLORADO HANG GLIDING/PARAGLIDING - Celebrating our 20th year of unsurpassed safety. 1st USHGA cc11ified school in the U.S.A. Region's largest and oldest.

Operating full time since 1972. (303) 278-9566.

EAGLE'S NEST SCHOOL OF HANG GLIDING/ PARAGLIDING - USHGA & APA certified instruction.

Sales and service. P.O. Box 25985, Colorado Springs, CO 80936 (719) 594-0498.

TREASURE VALLEY HANG GLIDING - Maximize your airtime! Professional service featuring Airwavc, l\'Ioyes, UP, Seedwings. Demo's, ratings, tours. (208) 376-7914, 11716 Fairview, Boise, ID 83704.

ILLINOIS RA VEN SKY SPORTS HANG GLIDING AND PARAGLIDING - Largest and most popular in the Midwest. Traditional curriculum, ridge soaring, mountain clinics, Dragonfly aero towing & tandem by Brad Kushner.

Sales/service/accessories for all major brands. 300 N. Green Bay Rd., Waukegan, IL 60085 (708) 360-0700.

INDIANA JJ MITCHELL - USHGA certified instruction & TANDEM. PacAir dealer. 6741 Columbia Ave., Hammond, IN 46324 (219) 845-2856.

KENTUCKIAN A SOARING ing.

See ad under parts & tow-

LOUISIANA GOLDEN WINGS - Sales, service. USHGA ce11ified instruction. Dealers for Wills Wing, PacAir. 1103 Washington Avenue, Golden, CO 80401. (303) 278-7181.

RED RIVER AIRCRAFT -

See ad under Texas.

MICHIGAN HIGH ADVENTURE - Hang gliding, paragliding school.

Equipment sales, service, rentals at Southern California's mile high site, Crestline. USHGA/APA Instructor Rob McKenzie. By appointment year round. (714) 883-8488.

JUNE 1992

L/D ENTERPRISES - Sail and harness repair - Equipment manufacturing -Towing supplies - 5000 Butte #183, Boulder, CO 8030 I (303) 440- 3579.

GREAT LAKES HANG GLIDING, INC.- USHGA certified instructors. Dealers for Moyes gliders, new & used equipment. Located near Warren dunes (616) 465-5859.

57

CLASSIFIEDS PRO HANG GLIDERS-Congratulations Dan Dubay and Shane Lesnow on your first ridge soaring flights. Great job guys! Allow me to instmct your lessons. USHGA school since '78. Sales & service, Wills Wing specialist and other brands available. Norm Lesnow, 569 W Annabelle, Hazel Park Ml 48030, (313) 399-9433.

MINNESOTA SPORT SOARING CENTER/MINNEAPOLIS - Instruction, equipment dealers for Pacific Airwave, UP & Wills Wing. (612) 557-0044.

NEVADA ADVENTURE SPORTS - Sierra tours our specialty USHGA & APA certified school and ratings. Dealers for Pacific Airwavc, Wills Wing, UP, Enterprise Wings. Fly the Sierras with a full-service shop. 3650 Research Way, Carson City, NV 89706 (702) 883-7070.

NEW JERSEY MOUNTAIN WINGS -

Look under New York.

NEW MEXICO UP OVER NEW MEXICO - Instruction, sales, service.

Sandia Mountain guides. Wills,Seedwings, Pacific Airwave, Delta, Moyes. Albuquerque, NM (505) 82 I-8544.

service with lowest price in area. Large mail order inventory.

hang gliders and mountain bikes, han1esses, he]mets, instru-

Tom Aguero, P.O. Box 347, Cragsmoor, NY 12420. (914) 647-3489.

ments, T-shirts. Repair sen,ices. We buy used gliders, equipment! Send $1.00 for brochure, rates, directions, accommo-

NORTH CAROLINA

Tennessee. Route 2, Box 215-H, Dept. HG, Rising Fawn, GA 30738. (404) 398-3541 or 398-3433

dations information. T\-.•enty minutes from Chattanooga,

COROLLA FLIGHT - America's most experienced tandcm flight instmctor, teaches utilizing ATOL and Double Vision. Call or write for information Greg De Wolf, Corolla Flight, PO Box 1021, Kitty Hawk NC 27949. (919) 261-6166 KITTY HAWK KITES, INC. - P.O. Box 1839, Nags Head, NC 27959 (919) 441-4124. Learn to hang glide on Jockey's Ridge, the largest sand dune on the east coast, just south of where the Wright Brothers' first flight took place.

Beginner and advanced lesson packages and camps offered.

Advanced tandem tow instruction, l 500 ft. plus up. Dealer for all major brand gliders, complete inventory of new and used gliders, accessories and parts.

OHIO MARIO MANZO-SKYWARD ENTERPRISES-Ccrtificd instruction, inspection, repair, CG-1000, Dayton and Chillicothe, OH (513) 256-3888 (wkd. eves.)

NORTH COAST HANG GLIDING-Certified Instruction.

New & used gliders. Specializing in Pacific Airwavcgliders.

Mike Del Signore, 1916 W. 75th St., Cleveland, OH. 44102 (216) 631-1144.

OREGON

NEW YORK AAA MOUNTAIN \\1NGS HANG GLIDING CENTER AND FLIGHT PARK - Now offering PARAGLIDING instruction and sales. 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 arc 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. 1-800-525- 7850.

AIRTIME OREGON - Certified instruction. Dealer for PacAir, UP and American Windwright. (503) 998-1220.

SOUTHERN OREGON HANG GLIDING - Certified instruction, ATV retrieval. Pacific Airwave, \Vills Wing, UP. (503) 479-5823.

GMJ PARAGLIDING SCHOOL York, (516) 676-7599.

ls now open in New

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.

THERMAL UP, INC. -Most complete hang gliding shop in area. Located on top of Ellenville Mountain. USHGA Certificd Instructor and Observer. Concentrating on hang gliding instruction with emphasis on launching and landing techniques. Dealer for all major brands. Offering expert sales and

58

STAY WHERE THE FLIERS STAY - Crystal Air Sport Motel. Private rooms, bunkhouse,jacuzzi, pool. (615) 8212546 Chattanooga, TN. TEXAS A.A.S. AUSTIN AIR SPORTS - Come fly with us in the scenic Texas hill country. Our new airpark is located on Lake Travis, only minutes from Austin and Packsaddle Mtn. Flight Park. USHGA certified foot-launched and tow-launched training programs. We offer hang gliding, paragliding, sky diving and ultralight flying. Dealers for UP lnt'l, Pacific Airwave, Enterprise Wings and B.R.S. Austin Air Park has one of the finest repair facilities in the country. Services include: airframe & sail repair, parachute mounting & repacking, custom harnesses, gear bags and flying accessories. Complete tow systems available. Write to: A.A.P., Route 2 Box 491. Spicewood TX 78669 or call Steve Bums at (512) 474-1669.

AirCraft! - Red River Aircraft, based in central Texas, service ranges far and wide. Turning students into pilots.

USHGA ceriified instruction, trading new and preowned wings and things, towing supplies, full service repair. Hipness returning Jeff Hunt, 4811 Red River, Austin TX 78751. (512) 467-2529, FAX (512) 467-8260.

PENNSYLVANIA MOUNTAIN TOP RECREATION - Certified instruction, Pittsburgh. (412) 697-4477. C'MON OUT AND PLAY! MOUNTAIN WINGS -

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.

SEQUATCHIE VALLEY SOARING SUPPLY -Certified, two place flight instruction and first mountain flights are our specialties. Rentals, storage and ratings available. Dealers for all major brands. Located in the "Hang Gliding Capital of the East''. For personal, professional service you can trust, call SYS, RT2 Box 80, Dunlap, TN 37327. (615) 949-2301

KITE ENTERPRISES - Instruction, sales, repairs, towing and foot launch. Dallas & North Texas area. 211 Ellis, Allen TX 75002. (214) 390-9090 anytime. Dealer, Pacific Airwave, Wills Wing.

Look under New York.

UTAH

WINDW ALKER HANG GLIDING - Certified instruction. Pacific Airwavc/UP Dealer/Glider Accessories. Great Northeastern sites! RR #2 Box 2223, Schickshinny PA 18655, (717) 864-3448.

WASATCH WINGS - USHGA cer1ified hang gliding school, dealers for Wills Wing, Moyes and Pacific Airwave.

Flight operations at Point of the Mountain. Call Gordon (801) 277-1042.

TENNESSEE VIRGINIA HA WK AIRS PORTS - New and improved hang gliding!

Attention Novice and beginners! New 360 degree training hill designed and built specifically for you. Conveniently located. Fun! Fun! Fun! Clinch Mtn. -The longest ridge, two launches. The popular light wind indicator Windsok. Brochures available.Your satisfaction is the key to our continued growth and success. Hawk Air Sports, Inc., P.O. Box 9056, Knoxville, TN 37940-0056, (615) 453-1035.

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

Complete training, from grassy, gently-sloping training hills to soaring high above Lookout Mountain. Our specialty getting you your first mountain flights. Lesson packages, USHGA ratings, glider and mountain bike rentals, camping, local site information. Largest inventory of new and used

KITTY HA WK KITES -

Sec North Carolina.

SILVER WINGS, INC. - Certified instruction and equipment sales. Proudly representing Pacific Airwave, Wills Wing, Seedwings & UP. (703) 533-1965 Arlington VA. PARTS & ACCESSORIES CHARGE YOUR FM RADIO-in your car! Charger plugs into cigarette lighter. Designed for Maxon radios. Voltage and current regulated. $30 Sportsmen Electronics, 9805 E 79th St., Raytown MO 64138.

HANG GLIDING

CLASSIFIEDS ONLY $169. Mallettec, PO Box 15756, Santa Ana CA, 92705. (714) 541-2625 Mark Mallett.

EASY TO USE, TOUGH TO ABUSE - Get instant response and the Litek sound. The E model is available from your full service dealer at only S249 (not incl. Ball clamp) or direct at 503-479-6633 (VISA, MC, AMEX). Available in ft/ min or meters/sec dial. Free brochure. LITEK, 4326 Fish Hatchery Road, Grants Pass OR 97527.

GRADE A SHEEPSKIN - hand fairings. REDESIGNED FOR SUPERIOR COMFORT, with NEW MAP POCKETS standard. Warmest hand fairings in the world. Send S47 to Wyo. Aerolites, PO Box 880, Casper WY 82602. (307) 235- 3367, add SIS for X-large. Custom orders accepted.

HIGH QUALITY HELMET -at an affordable price. D.O.T. Brushed nylon liner with high strength polycarbonate shell.

ONLY $55.00 + S4.00 S/H. Great for schools. GOLDEN WINGS, I l03 Washington Avenue, Golden, CO 80401.

(303) 278-7181 or TOLL FREE 1-800-677-4449.

THE FAMOUS "LAMBIE LID" - Aerodynamic hang glider helmet. Regular or new fiberglass-kevlar full-face version. From your dealer or contact: 8160 Woodsboro, Anaheim CA 92807, (714) 779-1877.

MAXON RADIOS - S349. VHF FM 5 watt crystal, includes 3 USHGA channels, charger, case, clip, antenna and I year warranty. Maxon I watt, $175. ICOM 2SAT VHF FM, S369. NOHYPOXYGEN III OXYGEN SYSTEM-5 1/4 lb., only S350. ARAMID FULL FACE-Superlite helmet. Excellent \'ision, yet cold weather protection, $325.

Visors S25. Built in headset and/or VOX, $30. XC SMOKE BOMBS-£5. Large signal mirror, $8. Jack the Ripper cutaway knife,£ 15. Silva compass, S lOO. Pendulum Sports, Inc. 1-800-WE FLY X-C

HIGH PERSPECTIVE WHEELS-REAL LIFE SAVERS!- 12", light, tough. Fits all gliders. Send S37 + S2.95 shipping per pair to Sport Aviation, PO Box l01, Mingoville PA 16856. Ask about our dealer prices.

MINI VARIO-World's smallest, simplest vario! Clips to helmet or chinstrap. 200 hours on batteries, 0-18,000 ft., fast response and 2 year warranty. Great for paragliding too.

JUNE 1992

ally down covering eye area completely or up and stowed in it's protective housing. Polycarbon shield screens all UV light below 400 nanometers. Helmet DOT rated. Brushed nylon liner, polycarbon shell. Helmet sizes: S, M, L, XL. $175 ($5 S/H). Mail check or money order to: G.W. Cooper & Co., PO Box 982, Simsbury CT 06070. (203) 651-8278.

PARA-SWIVEL - Don't leave the ground without one! $84.00 + S4.00 S/H. Dealer inquiries welcome. GOLDEN WINGS, 1103 Washington Avenue, Golden, CO 80401 (303) 278-7181, 1-800-677-4449.

QUICK RELEASE CARABINER-$49. 95. Extra ball lock pin, $29.00. 10,000 lbs., dealers welcome, patent pending.

Thermal 19431-41 Business Center Drive, Northridge, CA 91324. (818) 701-7983.

59

CLASSIFIEDS XCR-480 (liters) $514.95, XCR- 240 $494.95, the lightest/ lowest cost composite fiber oxygen systems available. Comp1cte ready to install with Oxymizer, remote valve, holsters, lines and hardware. ($15 S/H). OXYMIZER-Uniquecannula w/rescrvoir design accumulates oxygen normally wasted during exhalation. Uses only 1/3 the oxygen over standard cannulas and masks. Works with standard oxygen systems. $19.95 ($3 S/1-l.). I- 800-468-8185, (801) 364-4171 eves & wknd. Major CC accepted. Mtn High E&S Co., 516 12th Ave., SLC Utah 84103.

BUSINESS AND EMPLOYMENT OPPORTUNITIES FOR SALE - Hang gliding business. Includes retail store, USHGA certified school and workshop all located at Marina Stale Beach near Monterey, CA. Inventory training equipment, fixtures, tools, office equipment, established dealerships and customer base. This school has been in operation teaching hang gliding for 11 years. The concession contract allows paragliding as well as surfing and windsurfing sales and instruction. Serious and qualified buyers only please. Jim Johns, Western Hang Gliders, Inc., P.O. Box 828, Marina, CA 93933 (408) 384-2622.

THE SENTEK SX DIGITAL ALTIMETER/V ARIOM· ETER - has the quality and features pilots really need: high accuracy, quick response, case of operation, reserve battery, a mgged case, and the crisp Scntek audio. $339. Price includes shipping, clamp, 2 year warranty. For info or to order (check or M.O.) write to: SENTEK, 16212 Bothell Way SE, #F252, Mill Creek WA 98012, (206) 338-9149.

SKY-TALKER II The Sky-Talker II, 2 meter FM antenna, will boost the transmil!cd and received signal by 3 times, and will not interfere with your vario. Intemally installs in 5 minutes and automatically sets up and breaks down with the glider. This antenna is pre-tuned and ready to go. Send $30 + $3 shipping and handling to: Sky-Com Products, PO Box 530268, San Diego CA 92153.

STOP GETTING RIPPED OFF - They can't touch this!

Save$ mail orders. UVEX full face $260., NEW-MAXON SP2000 IO ch. w/tone $367., VOX $69. HAM RADIOS, YAESU FT 41 IE $309., MOD $30., ICOM 2SAT $319.

MOD $40. Dealer for Aircotec Alibi varios, Ball, BRS, High Energy, Safewhecls, V Mitts, Raymond, Second Chantz.

Tow rope 1/4" poly $30 per 1000', 3/16" poly $25 per 1000'.

Send S.A.S.E. for sale flyeror call Kcntuckiana Soaring, 425 Taggart Ave., Clarksville IN 47129 (812) 288-7111 Calls returned collect.

DON'T GET CAUGHT LANDING DOWNWIND! Perfect that no-step landing by watching our Windsok. Constructed with 1.5 oz. ripstop nylon. UV treated to maintain its brilliant color. 5'4" long with an 11" throat. Available colors are fluorescent pink/yellow or fluorescent pink/white. $39.95 (plus $4.00 shipping/handling) Colorado residents add 3% tax. Send to USHGA Winclsok, P.O. Box 8300, Colorado Springs, CO 80933-8300, FAX (719) 632-6417, PHONE (719) 632-8300. VISA/MC accepted.

Proven Pilots Say That ... " ... WIND ADVISORY

FULL AND PART TIME - USHGA certified instructors.

Innovative equipment, the latest training methods. Soaring Safaris. Send resume: Mission Soaring Center, 1116 Wrigley Way, Milpitas CA 95035. (408) 262-1055.

WANTED - Hang gliding instructors, full and part time, must be USHGA certified. Teach on sand dunes. Call Western Hang Gliders (408) 384-2622.

WANTED-To TEACH in AUSTRALIA, HANG GLIDING/PARAGLIDING INSTRUCTOR. Certified Tandem I Experience on coastal sites. Send resume to Chris Boyce, AERIAL TECHNICS, P.O. Box 180, Helensburgh, NSW Australia 2508. Phone (042) 942-545, FAX (042) 943-188.

AIR/WIND SPEED INDICATORS

HELP You LAUNCH & FLY SAFE!"

PUBLICATIONS & ORGANIZATIONS

DEPENDABLE-WINDTUNNEL TESTED & CALIBRATED-Built to last, impact & corrosion resistant. Easy to read. Satisfaction Guaranteed. Now only $15 (+$2 S/H), foreign orders add $2. Pacific Resources U.S.A., PO Box 9064, San Diego CA 92169.

HANG GLIDING FOR BEGINNER PILOTS

by Pete Cheney. The Official USHGA Training Manual. Learn to fly with the world's finest hang gliding manual. Complete flying instructions from the training hill to soaring techniques. Over 260 pages, with more than 160 easy- to-understand illustrations and photos. Guaranteed to satisfy the most inquisitive pilot. NOW AVAILABLE FOR $29.95 (plus $4.00 shipping/handling) Colorado residents add 3% tax. SEND/FAX/ PHONE TO USHGA, P.O. Box 8300, Colorado Springs, CO 80933-8300, FAX (719) 632-6417, PHONE (719) 632-8300.

VISA/MC accepted.

SYSTEK II VARIO METER - Designed for thermal flying. Hang glider and paraglider pilots. Perfect for entry level pilots. Adjustable audio set-point, mount included, other options. Affordable $185. Systems Technology Inc. PO Box 7203, Knoxville, TN 37921 (615) 531-8045.

NEW LOW COST XCR-180 - Aluminum cylinder 41b system provides up to 3 hours constant service, $359.95

60

HANG GLIDING

CLASSIFIEDS NEW PILOT EDITION II-Hang Gliding magazine. The much anticipated second edition is now available through USHGA. $4.50 (+$1.50 S/H) A "Must-Have" for all collectors. PO Box 8300, Colorado Springs CO 80933.

MAKE THE MOVE TO QUALITY THAT LASTS -High perfomiance Spectra & Dacron ropes, coated to last longer and bond fibers. Pulls and damage can occur if not coated.

Light, strong and easy to splice. Call David F. Bradley (215) 723-1719, FAX (215) 453-1515.

TLS WINCH - Mounted on a sturdy 4 X 8 trailer. Practically new, due to our being "kicked out" of a local airport.

Stable seat for winch operator. Excellent releases. Works like a champ and needs a new home. No place to use it in Nmth Florida. $2,000 (a steal). Call Michael (904) 877-0702.

MISCELLANEOUS CHEAP T'S - Cheap in price, but not in quality. The original USHGA logo (It. blue or tan T) and "bars" design (white or yellow T). sizes: SMALL & MEDIUM ONLY! $6,00 (+$2 S/H). Buy one for your kids, neighbor's kids, pet dogs, etc. USHGA, ordering info. see below.

TOWROPE&RELEASES- l/4"poly$30per 1000',3/16" poly $25 per 1000'. Kentuckiana Soaring, 425 Taggart Ave., Clarksville, IN 47129, (812) 288-7111 (eves.)

This is the one I I

Un.SaYfllf PARAGLIDING-A Pilot's Training Manual. Produced by Wills Wing and written by Mike Meier, in its revised 3rd edition. From an ovcrviev,' of the sport, to equipment, to flying and micrometeorology. Beginner through advanced skills covered, and much, much more. NOW AVAILABLE THROUGH USHGA. Send $19.95 (plus $3 S/H) to USHGA, PO Box 8300, Colorado Springs, CO 80933-8300 We also carry Dennis Pagen's "Walking On Air-Paragliding Flight" for $19.95.

PARAGLIDE USA - Subscribe to North America's most widely read paragliding magazine. 12 issues just $25. Send check or money order to 425 Rider St., Ste. B7, Perris CA 92571 or call (714) 657-2664 or FAX (714) 657-4062 with your credit card infonnation.

SOARING - Monthly magazine of The Soaring Society of America, Inc. Covers all aspects of soaring flight. Full membership $45. Info. kit with sample copy $3. SSA, P.O. Box E, Hobbs, NM 88241. (505) 392-1177.

SOFTWARE - The Evolution of the Flex Wing. Pictures and simple flight simulation. A spin-off from the flight theory training program for HG schools. Requires a PC with hard disk, color VGA and Microsoft-compatible mouse. $40 or £20 (cheques pounds sterling drawn on a UK bank please) shipping included. Flight Training Systems, 155 Fairmile Road, Christchurch, Dorset BH23 2LD England. Telephone 01144 202 483847.

TOWING AIRCRAFT- From Red River. Towing supplies, bridles, releases, recovery chutes, platfom1s and more. (512) 4672529.

ATOL - And tow vehicle. $2,500 OBO, Dave (616) 9438594 eves.

COMPLETE TRUCK TOWING SYSTEM-ATOL winch type, pilot controlled release, automatic pressure regulator, 5000' ofline, includes vehicle. Needs minor work, must sellI've moved (system is in Delaware). Best offer over $2,000.

(415) 321-7966.

JUNE 1992

By Golden Wings

DON'T FORGET THE CHILDREN - Our most popular T shirt, the "Mtn. Glider" is available in three children sizes: Small (6-8), Medium (10-12), Large (14-16). 100% preshrunk cotton. $9.95 + $3.00 S/H. Adult sizes S-XL $12.95.

USHGA, ordering info. see below.

I

Tow line recovery System Nothing attached to pilot or bridle.

UNLIKE OTHER SYSTEMS, no deployment mechanism is required. Fully self actuating when tow line is released.

Reduces wear on line & rewind motor. Reduces tum around time. Two sizes. S125/$135 incl. shipping. Check or money order. Also available, 3/16" braided Kevaler GOLDLINE towline, $99 per l ,000 feet. Golden Wings, l !03 Washington Ave., Golden CO. J-800-677-4449 ULTRALINE IN STOCK- Tops in economy, strength and wear. 3/16" X 3000' delivered $105.00 From the original Ultraline source-Cajun Hang Gliding Club, l IO Kent Circle, Lafayette LA 70508, (318) 981- 8372. MC. VIDEOS & FILMS DAREDEVILFLYERSIII-THEPARAGLIDERS-by Tatum Communications. PARAGLIDE with the Wills Wing team & friends, in scenic TELLURIDE, Colorado. Breathtaking footage, flying paragliders in this beautiful setting.

Witness Class II maneuvers by the pros. This is a MUST HAVE for any video collection. (-50 min.) Available for $24.95 (plus S3 S/H) through USHGA, PO Box 8300, Colorado Springs, CO 80933. Colo. residents add 3% tax. (719) 632-8300, FAX (719) 632-6417. We also proudly cany HAWAIIAN FLYIN'(S33.00) & HANG GLIDING EXTREiv!E ($34.95).

THE ENDLESS THERMAL-A video by award winning photographer John Blacet. Beautiful scenery, fantastic flying and original music make this high quality, feature length video a must. Fly the northern California coast, Elk Mountain, Hull Mountain, Paradox Colorado and Lakeview Oregon. See a balloon drop in closeup detail and explore a new site via helicopter. VHS 90 minutes: $33 PPD (foreign add $6 airmail), CA add 7.25% tax. Blacct Research, 15210 Orchard Rd, Guerneville CA 95446.

USHGA LONG SLEEVE T-SHIRT -Our long sleeve tshirts are colorfully screened with a "simplistic" hang gliding design across the chest and down the left sleeve, 100% cotton! Now in GRAY or WHITE. $18.95 (plus $3 S/H) Please specify color and size (S,M,L,XL) when ordering.

USHGA, ordering info. see below.

USHGA POSTER! -Full color, 24" X 37" poster of Eric Raymond doing oxygen at 17,000' MSL over the Siena Nevada Range, $7.95 USHGA Poster, ordering info. see below.

61

r-----------,

GONE

CLASSIFIEDS LOST - Blue High Energy Pod, PDA parachute, full-face carbon fiber helmet, at Ed Levin Park, Milpitas CA. Please call Alan Kenny (408) 942-1773.

FOUND-Alti-Vario, at Ed Levin during the Silent Airshow.

Must identify! (916) 452-0787 work & home. (CA)

THE USHGA MTN. GLIDER DESIGN -Our most popular design, can be found on several official USHGA merchandise items.

Lapel Pin ........................ Full Color ............. $4.95 Log Book Cover ............. Reg. $9.00 ............ $6.00 Sew-On Emblem ............ Full Color ............. $4.95 Decal .............................. Full Color ............. $1.50 Keychains ..................................................... $1.50 T-shirts ........................... S-M-L-XL ............ $12.95 Embroidered Caps .......... White or Navy ..... $9. 95 XL Shorts ....... Blue, Green, Yellow, Pink .... $8.00 SHIPPING: Orders under $9-add $2 S/H, over $9-add $3.50 S/H. Ordering info. see below.

USHGA ORDERING INFORMATION - Send your orders to: USHGA, PO Box 8300, Colorado Springs CO 80933. (719) 632-8300, FAX (719) 632- 6417. Colorado Residents add 3% tax. Don't forget to add S/H! DON'T LEAVE YOUR GROUND-BOUND EQUIPMENT SITTING IN THE GARAGE. SELL IT IN THE HANG GLIDING CLASSIFIEDS. CLASSIFIED ADVERTISING RATES The rate for classified advertising is $.50 per word (or group of characters) and $1.00 per word for bold or all caps. Minimum ad charge, $5.00. A fee of $15,00 is charged for each line art logo and $25.00 for each photo. Please underline words to be in bold print. Special layouts of tabs $25.00 per column inch.

AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writing 1 1/2 months preceding the cover date, i.e. October 20 for the December issue. Please make checks payable to USHGA Classified Advertising Dept. HANG GLIDING MAGAZINE, P.O. Box 8300, Colorado Springs, CO 80933 (719) 632-8300 or FAX (719) 632-6417.

STOLEN WINGS STOLEN - While in Santa Fe, NM over the holidays.

WILLS WING 223 PARAGLIDER, serial# 21003. Purple w/gray & pink (canopy only). Gray Wills Wing bag w/red stripe. APCO AVIATION HILITE 3 23, serial# 857486.

Flour. yellow w/green (canopy only). Yellow & pink Apco bag. APCO AVIATION JETSTREAM HARNESS-NEW, turquoise blue w/flour. yellow storage bags and pink base in turquoise &flour. yellow bag, size medium, serial #433. Free Flight PDA20 gore chute, #1055B. Brown leather gloves, red UVEX downhill ski helmet, AIRCOTEC Alibi 11 #4425.

KELLER INTEGRAL HARNESS, well used. Pink w/lavender, size 150-170, w/18 gore PDA chute. Orange freeflight helmet, gray Calgary 88 gortex gloves, Patagonia jacket-red with blue lining, w/Wills Wing on the back. And other nonHG items. Willi Muller, (403) 932-6760, FAX (403) 9326760.

62

WW Z-3 HARNESS-SANTA ANA CA Stolen from car in Grand Ave area. Wills Wings Z-3 gray & red cordura harness bag with the following contents Z-3 harness, elec. blue w/ plain gray side panels, serial# 170; Kenwood TH27 A ham radio (w/brokcn antenna) serial# 21100746; Litek V-12 vario & Cloudbase 1350 altimeter; white Bell helmet; pink & white 22 gore parachute wired bridle and paraswivel, attached to Applied Air Research ELAPS rocket deployment system. Also taken was briefcase containing log books (and other items). Mike Heilman (808) 638-5543.

STOLEN WINGS are listed as a service to USHGA members. Newest entries are in bold. There is no charge for this service and lost and found wings or equipment may be called in to (719) 632-8300 for inclusion in Hang Gliding magazine.

Please call to cancel the listing when gliders are recovered.

Periodically, this listing will be purged.

BALLISTIC l 0.6% to 23.4°/o IN ONE YEAR! That's over 1,000 new buyers!

According to 1,431 USHGA member smveys from late ·91, pilots "going ballistic" leaped from 10.6% to 23.4% since ·go.

BRS' popular "Quick Draw" CORDLESS model can be easily installed on many leading harnesses,

$499.

INDEX TO ADVERTISERS Adventure Sports .............................. 21 Adventure Video .............................. 42 Aircotec & MBP .............................. 67 AirWorks .......................................... 45 Ball Varios .................................. 22,63 Bradley Co ....................................... 29 BRS .................................................. 62 Cross Country Magazine .................. 54 East Coast Videos ............................ 67 Enterprise Wings ................................ 6 Flytec ., .............................................. 46 Hall Bros .......................................... 67 High Energy Sports .......................... 54 Hang Glider Heaven ......................... 25 Lookout Mt. Flight Park ..................... 3 Morningside Hang Gliders ............... 54 Mountain Condo .............................. 67 Moyes ............................................... 23 NAA ................................................. 15 Pacific Airwave ............ 53 ,Back Cover Paragliding Magazine ....................... 63 Sequatchie Valley Soaring ............... 49 Sport Avia ti on Publications ............. 53 TBT .................................................. 43 UP International .......................... 26,51 U.S. Avia ti on .................................... 39 USHGA ............................... 4,43,47,52 Wills Wing ............................. 16,17,19

THANKS FOR YOUR BUSINESS !

Now,totheother76.6%ofyou ...

We can think of many good reasons you should go ballistic today. Here's four of our very best: JEFF LOYNS (7 /89) BRS Save #35 GREG ROSSIGNOL {6/90) #40 CARLSHORIT (8/90) #44 BRUCE BOLLES (7 /91) #52 BRS has documented 54 saves thiu 12/31/91

I BRS sells rocket models which

• swiftly {in under 1 sec) deploy your chest-mounted parachute.

Ask your harness maker about their "BRS Option" so you can quickly add our CORDLESS rocket.

;J

...

~

MAKING FLIGHT SAFER

BR S • 1845-HG Henry Avenue South St. Paul, MN 55075 • USA 612/457-7491 • FAX: 612/457-8651

~-----------~ HANG GLIDING

Be /fl/brmetl I

~

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_\. .,.\. .

M ~4t,i,ttt -

f'1~ rt'j

Subscriptions: $24/year U.S. -

3314 w. 11400 s.

$36 Canada - $44 overseas Back Issues: $5.00 each - all back issues (4) $14 (both include postage)

South Jordan, Utah 84065 Bus 801-254-7455 • Fax 801-254-7701

:~::n~!!:APA • Safety • New Products • Glider Reviews • Competition News • European Undate •Who's Who • Facts & Figures

fNII Color M11111zi111

RATINGS SAFE PILOT AW ARDS

MORMINO, LEN: Northbrook, IL; B. Kushner/Raven Sky Sports PATEL, VIKAS: Vermon Hills, IL; J. Mitchell/JI Mitchell HG SHIRMAN, WILLIAM: Kalamazoo, MI; J. Mitchell/JI Mitchell HG

BRONZE

LAWRENCE CHAMBLEE HERB HOSTLER KEVON KLEIBRINK STEPHEN SAUERWEIN

Region 8 .

VILLANI, DAN: Sterling, MA; D. Glover/Kitty Hawk Kites WILCOX, JACQUELINE: Hull, MA: D. Glover/Kitty Hawk Kites WILCOX, LEE: Hull, MA; D. Glover/Kitty Hawk Kites

SILVER ROBERT RICHARDSON

Region 9 INGRAHAM, TIM: Berlin, MD; C. Thoreson/Lookout Mtn FP KLINE, ROBERT: Bethany Beach, DE; C. Thoreson/Lookout Mtn FP

LILIENTHAL A WARDS

Region IO BASTIAN, TIMOTHY: Chattanooga, TN; J. Hooks/Lookout Mtn FP BLAIR, CAROLE: Powder Springs, GA; C. Thoreson/Lookout Mtn FP BON, SHELDON: Columbia, SC; G. Keoho/Kitty Hawk Kites CARLSON, MICHAEL: Nags Head, NC; D. Glove1;'Kitty Hawk Kites DAUGHERTY, KEVIN: Copley, OH; B. Weaver/Kitty Hawk Kites DOUD, CRAIG: Aiken, SC; B. Weaver/Kitty Hawk Kites DOWD, FRANCIS: Tallahassee, FL; B. Weaver/Kitty Hawk Kites GAMBLE, LARRY: Kill Devil Hills, NC; D. Glover/Kitty Hawk Kites HOGAN, RANDY: Troy, NC; B. Burril/Ultralight Flying Equip INNARONE, WAYNE: Cape Coral, FL; C. Thoreson/Lookout Mtn FP JORGENSEN, SCOTT: Evans, GA; C. Thoreson/Lookout Mtn FP RHODES, STEVE: Miami, FL; J. Lazaro/Miami Hang Gliding STONG, STEVE: Coral Gables, FL; J. Hunt/Lookout Mtn FP

BRONZE

ERNIE ANTINORI RICHKALBUS MICHAEL LINDSAY KERIE SWEPSTON LYNDON THOMAS ERICZARTH SILVER RICHKALBUS RONALD REA

BEGINNER RA TINGS

Region 11 JASEK, DENNIS: Manor, TX; S. Burns/Austin Air Sports

PILOT: City, State; fnstructor/School Region 1 KULIK, JIM: Portland, OR; J. Ashc1jHG School of Oregon VANDEGRIFT, ROBERT: Tacoma, WA; C. Baughman/Vulture Gliders WILLSON, HERB: Spokane, WA; T. Johns/Cascade Soaring ZAN GRILLO, ADAM: Wilsonville, OR; J. Asher/HG School of OR Region 2 BRUCE, JOSHUA: Santa Cruz, CA; R. Palmon DRUMM, WILLIAM: San Rafael, CA; R. Frey/Airtime of San Francisco FARGO, JASON: Fremont, CA; P. Denevan/Mission Soaring Center FARGO, RORY: Fremont, CA; P. Denevan/Ivlission Soaring Center FRIESEN, MA TT: Vacaville, CA; G. Hamilton/Sacramento Hang Gliding HAMILTON, LORETTA: Reno, NV; R. Leonard/Adventure Sports KNUFINKE, RITA: San Mateo, CA; D. Murphy MCGRATH, PAUL: Santa Cruz, CA; P. Dencvan/Mission Soaring Center NADELL, JOHN: Oakland, CA; R. Patmon NAKAJIMA, AKASHI: Mount View, CA; P. Denevan/Mission Soaring PADDOCK, JIM: Sparks, NV; G. Jepsen/Adventure Sports USSERY-MINTUN, NANCY: Modesto, CA; K Muscio WADE, DOUG: Stanford, CA; J. Hagemann/Santa Barbara HG Center Region 3 GERSON, TERRY: Carlsbad, CA; J. Ryan/Hang Gliding Center GERT, VERBESSEM: Marina Del Rey, CA; A. Beem/Windsports Int'!

HALL, CHRISTOPHER: Placentia, CA; R. McKenzie/High Adventure MCCARTY, KEVIN: Long Beach, CA; A. Beem/Windsports Int'!

WILD, LARRY: Palmdale, CA; A. Beem/Windsports Int'!

Region 4 HALE, LANCE: Albuquerque, NM; C. Woods/Up Over NM PETERSON, LAINE: Salt Lake City, UT; M. Knowlden/Rebel Wings STUTZIN, GEOFFREY: Boulder, CO; M. Reeder/CO Hang Gliding VAN DER BOSCH, LEO: Telluride, CO; B. Holmes/Sky Sails of AZ Region 6 BERTRAM, ERIC: Fannington, MO; L. Haney/Sail Wings VEMIREDY, PRASHANT: Rolla, MO; L. Haney/Sail Wings Region 7 BOYLE, MICHAEL: Ypsilanti, MI; J. Hooks/Lookout Mtn FP LIPPO, CHRIS: Woohaven, MI; B. Kuslme1;'Raven Sky Sports

64

Region 12 BARCIA, DANIEL: Hopewell Jct., NY; P. Voight/Fly High HG LIEBERMAN, STEVEN: Willingboro, NJ; B. Umstattd/Sky High LIEBERMAN, BRIAN: Willingboro, NJ; B. Umstattd/Sky High LONG, VALERIE: New York, NY; B. Weaver/Kitty Hawk Kites NOVICE RA TINGS PILOT: City, State; Instructor/School Region 1 HARRINGTON, BRUCE: Beaverton, OR; J. Ashe1)HG School of OR HILSON, DAN: Grants Pass, OR; J. Jernigan/High Times Over OR MCCOWN, JERRY: Seattle, WA; R. Gelfan/Dreamflights VANDEGRIFT, ROBERT: Tacoma, WA; C. Baughman/Vulture Gliders Region 2 CHON, PYIAH: Emeryville, CA; B. Ream/Mission Soaring Center COX, EDWARD: Monterey, CA; J. Johns/Western Hang Gliders KOCKELMAN, JOHN: Mountain View, CA; D. Yount/Mission Soaring LAXO, MARIA: San Francisco, CA; H. Bittner/Airtime of SF Region 3 GERSON, TERRY: Carlsbad, CA; J. Ryan/Hang Gliding Center of SD GERT, VERBESSEM: Marina Del Rey, CA; A. Beem/Windsports Int'!

HALL, CHRISTOPHER: Placentia, CA; R. McKenzie/High Adventure WARREN, CRAIG: San Luis Obispo, CA; F. Vaehss Region 4 HALE, LANCE: Albuquerque, NM; C. Woods/Up Over NM LEWIS, STEVE: Steamboat Springs, CO; K. Stowe/UP Soaring Utah MEYERS, ROBERT: Littleton, CO; R. Brown/Torrey Pines NELSON, BRIAN: Hobbs, NM; D. Duecker/West Texas HG Assn NORMAN, CRAIG: Wheatridge, CO; E. Duerksen READ, DREW: Salt Lake City, UT; M. Knowldcn/Rebel Wings HG SALT AS, GEORGE: Salt Lake City, UT; M. Knowlden/Rebel Wings VAN DER BOSCH, LEO: Telluride, CO; B. Holmes/Sky Sails of AZ Region 5 KALBUS, RICH: Boise, ID; M. King/Treasure Valley Hang Gliding

HANG GLIDING

RATINGS Region 7 BOYLE, MICHAEL: Ypsilanti, MI; J. Hooks/Lookout Mtn FP

Region 11 STALLINGS, ART: Austin, TX; J. Hunt/Red River Aircraft

Region 9 DEVIVO, PAUL: Highland, MD; J. Middleton/Silver Wings INGRAHAM, TIM: Berlin, MD; C. Thoreson/Lookout Mtn FP KLINE, ROBERT: Bethany Beach, DE; C. Thoreson/Lookout Mtn FP

Region 12 BROSCHART, PATTI: Goshen, NY; G. Black/Mountain Wings

ADVANCED RATINGS Region 10 BASTIAN, TIMOTHY: Chattanooga, TN; J. Hooks/Lookout Mtn FP BLAIR, CAROLE: Powder Springs. GA; C. Thoreson/Lookout Mtn FP CHINCHILLA, TITO: Kitty Hawk, NC; G. Keoho/Kitty Hawk Kites COSTANTINO, BILL: Cynthiana, KY; C. Whitney/Sequatchie Valley GANDHI, BA VESH: Miami, FL; F. Foti/Miami Hang Gliding INNARONE, WAYNE: Cape Coral, FL; C. Thoreson/Lookout Mtn FP MARTINS, ARMAND: Miami, FL; J. Lazaro/Miami Hang Gliding MORRIS, KENNETH: Ft. Lauderdale, FL; F. Foti/Miami Hang Gliding PALACIOS, ALFREDO: Miami Lakes, FL; J. Tindle/Miami Hang Gliding PETERSON, DUANE: Dunedin, FL; J. Hooks/Lookout Mtn FP REYNOLDS, TIM: Gaffney, SC; C. Thoreson/Lookout Mtn FP RHODES, STEVE: Miami, FL; J. Lazaro/Miami Hang Gliding SHERMAN, JOHN: Asheville, NC; B. Burri!

STONG, STEVE: Coral Gables, FL; J. Hunt/Lookout Mtn FP Region 11 COLLIN, MARIE: Houston, TX; J. Hunt/Red River Aircraft COX, LLOYD: Bedford, TX; D. Duecker/West Texas HG Assn VACHON, GILLES: Houston, TX; J. Hunt/Red River Aircraft WALTER, JAMES: Austin, TX; S. Burns/Austin Air Sports Region 12 KEISER, JEFFREY: Parsippany, NJ; J. I-looks/Lookout Mountain FP WATANABE, YASUI-IIKO: I-lastings-on HL1dson, NY; F. Valenza/Mtn Wings

INTERMEDIATE RATINGS PILOT: City, State; InstructmJSchool Region I COLSON, RICK: Gladstone, OR; W. Roberts/Southern OR Hang Gliding PARZYK, ROY: Lake Stevens, WA; M. Lipscomb/Cloudbasc Country Club SWEPSTON, KERIE: Auburn, WA; J. Reynolds/Capital City HG

PILOT: City, State; Instructor/School Region I HILLIS, TONY: Arlington, WA; D. Lindberg RAUCH, SCOTT: Bellingham. WA; M. Lipscomb/North End Soaring Region 2 BURGAN, MATTHIAS: Loomis, CA; R. Lconard}Advcnture Sports HARRIS, DENNIS: Tracy, CA; P. Denevan/Mission Soaring Region 3 ANTIN ORI, ERNIE: San Diego, CA; J. Ryan/HG Center of SD BASSIS, ANDREW: Santa Monica, CA; J. Greblo/Windsports Int'!

LINDQUIST, MICHAEL: Saugus, CA; P. Thornbury/Windsports Int'!

Region 4 CLARK, JIMMY: Chandler, AZ; J. Reynolds/AZ Towstcrs MITCHELL, FRANK: Albuquerque, NM; S. Aycock/AZ Airwave Region 5 MAUGHLIN, MIKE: Missoula, MT; P. Swanson/Sports Exchange Region?

STURT, THOMAS: Lambe1tville, Ml; R. Hauser TURNER, DANIEL: Toledo, OH; W. Trombly Region 10 FORTIER, DANIEL: Miami Bch, FL; J. Tindle/l'vliarni HG LAUGHREY, JEFFREY: Knoxville, TN; B. Hawk/Hawk Airsports Region 11 FRANKLIN, JAMES: Leander, TX; C. Porter/Alternative Aviation

MASTER RATINGS Region 2 FISCHER, ROB: Santa Clara, CA; R. Canham STEPHENS, KEMPTON: Modesto, CA; K. Muscio Region 3 DEVILLEFRANCHE, MAXINE: Arleta, CA; D. Quackenbush/frue Flight GOLDMAN, RICHARD: Topanga, CA; J. Greblo/Windsports Int'l RICHARDSON, BETSY: Granada Hills, CA; J. Greblo/Windspons Int'J WILSON, DA YID: San Diego, CA; I-1. Mitchell Region 4 AFINOWICH, JIM: Tempe, AZ; J. Reynolds/Air-Zone-A Towsters JOHNSON, JEFF: Gilbert, AZ; K. McClure TAYLOR, KENDALL: Alamogordo, NM; R. Hastings/New Mexico Soaring

WILLIAM BENNETT HANS HEYDRICH RICH LAPORTE

FOREIGN RATINGS NOVICE: BRENT, BOB: Toronto, ONT; C. Thoreson/Lookout Mtn FP INTERMEDIATE: RESTREPO, ANTONIO: Cali-Columbia, SA; W. Henry/forrey FP ADVANCED: RAYMONT, ALEX: Vancouver, BC; T. Kurth

Region 5 HALLMAN, KARL: Missoula, MT; P. Swanson CLASS ONE TANDEM RA TINGS Region 7 HO, THERESA: Madison, WI; B. Kushner/Raven Sky Sports

ROBERT BAILEY BILL SODERQUIST

Region 9 GEORGE, JACKIE: Alex, VA; J. Middleton/Silver Wings CLASS TWO TANDEM RATINGS Region 10 MCBURNEY, CRAIG: Nags Head, NC; R. Coxon/Kitty Hawk Kites VAN ROSMALEN, TOINE: Fort Lauderdale, FL; J. Tindle/Miami HG

JUNE 1992

BRANT SWIGART SCOTT WEINER

65

ST. PAUL, MINN -- The season is hot ... or at least heating up, what with the 4th ECC92 (East Coast Champs) now over. Other news and There-I-Was stories will tell the tales. Here we'll do our review of glider brands flown in competition. • • • As expected Wills had the majority at 34% of the field, up a point from ECC91. In a solid 2nd was UP at 28%, up seven points from last year, influenced by five Green Team pilots all flying TRXs (tho even without these, UP still held 2nd with 17%).

A rather distant 3rd, Moyes had 13%, all-inall a respectable finish for an import brand.

Another Aussie brand, Enterprise, came in 4th with 12%, while Pacific Airwave -- usually a strong contender -- managed only 5th with a mere 9% of the field. Only six brands competed; Seedwings (4%) trailed the pack. , , , Some of the reason for Moyes to be showing well may relate to a blur of activity. This resurgence appears to coincide with the company's co-development of the Dragonfly aerotug. The old master himself, Bill Moyes, will direct western U.S. tug clinics as the summer begins. Next, he plans to do the tug flying for Tomas Suchanek and son Steve as they try for some out-and-return records prior to the Owens meet. Finally, he' 11 head to Europe. In discussing these promotion and travel plans for the tug Bill says, "I haven't had so much fun since I was a fair ground performer!!"

The tow planes are proliferating, with over a dozen now sold (a high figure for such a specialty aircraft).

And soon we may begin seeing the sailplane they have been [in-air] testing. More info?

Call 818/887-3361. ••• Apex composite rigid wing designer, Danny Howell, called to say his project -- though greatly delayed by the Washington to California move -- is still alive. In fact, he has recently attracted longtime HG design guru, Tom Price, to his development team. "The big challenge is reducing the empty weight below 100 pounds," says Howell. More info? Call 714/696-0887. , , , Howell may be onto something if the recent Popular Science coverage of Eric Beckman's Swift is any indication. The March '92 issue gave six full pages of glorious color

coverage, including graphic portrayals and excellent photos. The text had a dramatic slant (somewhat anti-ragwing), but by and large Beckman and crew should be smilin' widely.

UP America, UP Int'l's U.S. marketing arm -- run by new VP, GW Meadows -- just opened its first retail store, in San Diego. Plans are underway for #2 in Salt Lake City. More are also planned as part of a comprehensive new approach to selling gliders (and lessons) in America. UP Int'l also has marketing subsidiaries in Japan and Europe. Info: 801/876-2211 . . . . Being the old veteran, my attention is not often held by books about our sport. Contrarily, Dennis Pagen' s newest opus, "Understanding The Sky" is one I believe I'll actually do cover-tocover. Few books offer all sport flying enthusiasts such a comprehensive and understandable view of weather and flying in the medium. Peter Cheney's training book is in the same pro league, being graphically more lavish.

Yet it's for beginners.

"Understanding the Sky" is for beginners and know-it-alls. Pagen's book is a worthy purchase offering 280 pages of solid information; no space is wasted. Dennis' presentation of micrometeorology may be the finest in the industry. Combined with his own effective style of artwork and more professional graphics, "U-T-S" is a slick book that should be on all dealers' shelves and in all pilots' flight libraries. Also, Dennis, congrats for a fine #2 finish in the ECC92 (behind -- who else? -- Larry Tudor).

•, • Nearly done, so a brief review of Pork's "Torrey Pines Pilots" video. Anyone who knows the unique, inimitable W. A. "Pork" Roecker will appreciate his droll sense of humor in watching this 56 minute, $29. 95 tape. You' 11 hafta love him... the tape is simply no match for the more professionally edited videos presented here recently. Fun it is. A good look at Torrey Tricks it also is. Great videography it isn't. But who cares? To order, write Flyin' Pig Productions, Box 586149, Oceanside CA 92058. ••• Got news or opinions? Send 'em to: 8 Dorset, St. Paul MN 55118. Call or fax via 612/450-0930. THANKS!

© 1992 by Dan Johnson 66

HANG GLIDING

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