USHGA Hang Gliding October 1996 by US Hang Gliding & Paragliding Association

LAMINAR is I CARO 2000's trademark of a super glider, expressly designed for competitions and XC pilots. The result of such a development is a superb wing responding lo pilots' highest performance demands, but still extremely handy in take off, flight and landing. Its frame is entirely made of the best tubes available, produced in alluminium alloy 7075 by Alumenziken, the well known Swiss factory. Sail concepts • laminar leading edge: lower • sail rips in Dacron: stable profile for edges • greater aspect ratio • reduced # of bauens

Laminar',\' 1nost OU'.ts1'a:r.idin2 ,-,,~,,ur,,,

• wide range of speed, very low stall speed • improved gliding ratio at speeds of 35-45 mph • amazingly easy handling

Sail area Nose angle Wingspread Aspect ratio Double surface area

sq ft deg ft

Battens (upper+ lower sail)

Weight (packii1g bag included) Min Pilot weight Max Pilot weight Packing length

lb lb lh

n ft

134.55 130° 32.48 7.84 86 21+4 65.04 100.00 144.00 16.08 12.14

142.08 130° '.l2.87 7.60 86 21+4 68.34 ]22.00 188.00 16.34 13.62

155.00 130° 34.12 7.51 86 23+4 73.85 166.00 243.00 17.06 13.62

USA JUST FLY anounces full stock and immediate delivery of the popular !CARO 2000 full face helmets. Aller it's initial offering, demand was so overwhelming, it caused the sole North American distributer lo be temporarily out of stock on some sizes for about a 2 week period. The full face carbon fiber and kevlar hang gliding helmets ore in stock in many hang gliding shops in the U.S., but are also ovailable straight from JUST FLY. Sotisfaciton guaranteed. White $249. Corbon Optic finish $ 269.

!CARO 2000 srl

Via Verdi, 19 21038 Sangiano (Va) Italy Tel. ++39·332-648.335 http: //www.alphasys.it/icmo E-·Mail: icaro@alphasys.it

Fax ++39-332-648.079

(USPS 01 7-970-20 - ISSN 0895-433X)

19 Meet Mr. Lockout

24 Colorado Adventure Games article and photos b)' Gerry Charlebois ''Speed gliding" and acrobatics arcracc CBS and $10,000 in prize money.

40 Fly Away Home

46 Embrace The Sky article and photos by Mike V01his Scott Farquhar, a quadriplegic, flies tandem under acrorow.

Columns

Departments

Comp Corner, by Pete Lehmann ...........36

Airmail .......... .... .........................................4

Accident Reports, by Luen Miller ..........44

Update.................. ...................................... 8

Product Lines, by Dan Johnson ............. 63

Calendar ofEvencs ................................... 14 Ratings ................... .............................38,43

Classified Advertising ........... .. ................. 51 Index to Advertisers ............ .....................62

Gil Dodg1111 1 Mai'!ii/;ingEditcYi/Ecfit61 in Chid Dave Pnu11ds,"Art Pimt,:((>r John. lfojncy, Gerry Charlobois, Leroy Grannis, Mark vaughrt Phoiogrilptnm, l:larry Martin, //lw,tratot . De.nnis Pagon, Mark Si~cky, · G.W. Meadows, Jim Palmieri, O[ftc1, St,fff

Air Mail

PhiLBachr11ar11 .l:x:acutlve Director Cireg.H111ler;Raf.ings.:&·ICP's Jeff FJgart,· Advertising

D.·peanteyerle, lnsur,lncff& M0inbci'shlp K,lr<lll Si1non, Mi>mber Servic(1s WiriCADfficet, //rid r:'i«iCL(!iye Ct)ffJJiri/tae: .

BiU Bryden; ./'Jesi,lent . · R~ndy Adams, Vic~' Presid,ml

.. .

Russ Locke, S1c<cmt11ry Dttn Johns()n,

HANG GLIDING

ly by the United

5S9 E: Pikes. Peak Colorado 7.

0CTOBl;:R 1996

VOLUME 26, ISSUE No. 10

Dear Editor, On September lt-5, 1995 Tdid my eighth annual "balloon drop" and freestyle hang gliding demonstration at the Colorado Springs Balloon Classic. Alier my final Aight the FAA man in charge of this event cited me for creating a "hazard to other persons or property" (FAR Parr I 03.9(a)) and for flying over an "open air assembly of per-· sons" (FAR Part I 0:'3.15). The maximum fine for such an offr~nsc is $1,000 per violation. The FAA decided to fine me$ I ,000. My specific violation of the waiver was that l did my freestyle maneuvers outside the designated area. My feeling was that since l did not have enough altitude 10 reach the sterile area, it was okay to select another suitable area fc)r my maneuvers. Obviously that is rhc wrong choice when operating out of a park in the middle of a metropolitan area. The man who cited me and I disagree as to whether there were people beneath me, but the real point is this: If a pilot agrees to fly in a show governed by a waiver, he should read and undcrsrand the waiver (which did not) and fly according 10 it. When flying at a public event the show is nor the most importanr thing. Following the safety guidelines is. /\irshow flying is set up such that if something goes wrong at any point during the Aight, only the pilot is at risk. If we want to fly in airshows we must get into that mentality. We hang glider pilots have become casual about flying over people. We do it often at our generally remore launch sites and landing areas. At public events we must not fly over people. If we hope to maimain our self-regulation status it would be best to adopt rhc habit of not flying over people at any time. This experience caused me to examine my attit11dc concerning the safety of others while I am flying. It would he easy to take the self-indulgent srnncc and wonder, "Why arc rhesc people hassling me? I'm jusr bav ing a good time and nor hurting anyone." Dut I know of several real-life stories of hang glider pilots who were just having a good time and did hurt: someone, or came so close to it thar they themselves realized they did not have the precision control they were counting on. The proper course is unemotional and unbiased evaluation of this sirua-

tion. My conclusion is that I should have sacrificed my freestyle performance that day for the sake of the safety of others. It could be argued thar the risk was very small. We hang glider pilots tend to foci confident in our machines and our abilities. But do we have the right to place an innocent bystander ar any risk at all, no matter how small? [ think we do not. A disinterest· cd observer who knows rhat machines and people sometimes fail could argue that the risk was not small. The J:AA takes very seriously its duty to protect the public from aviation hazards of all kinds. Pcdcral Aviation Regulation Pan l 03 is a relatively recently instituted ( 1984) set of rules governing ultralight Aight. It contains some restrictions that might be surprising to hang glider pilots who have not read it. For example, ultralights arc not allowed to fly over populated areas at any altitude. Also, Part l 03 considers a hang glider to be exactly the same as the heaviest and most powerful powered ultralight. Unfair as this might seem to us foot-launch pilots, that is the way it is. Dan Buchanan is the most successful airshow pilot in the history of modern hang gliding. He has been getting paid to fly in airshows for the past three years, and his schedule keeps him busy almost cvc1y weekend of the summer season. By now Dan knows what is expected of him as a pilot. His most emphatic advice is, "Don't fly over people." You can call the FAA "big brother" and rebel (wirh rhc possibility of a fat fine) if you want to, but I think the wise course is to be inconspicuous. Understand the few things for which the FAA's purpose requires them to watch us, and avoid attracting their attention. Stay out of the way of airplanes and do not even give the impression that you could injure a member of the general public by the way you fly. I am giving serious thought as to whether I will fly in any more airsliows. I have never figured out how to get paid for it, and I am not sure it is wise to show the general public the most radical things we do with hang gliders. Ifwc want more people to become interested in learning to hang glide perhaps our airshow flying should consist of controlled takeoffs, gentle turns and easy landings. These arc things people can imagine themselves doing. Flying a hang Hi\NG GLIDING

1r glider is a very gratifying, solitary cncc:. It is easy ro develop a scH1sh atti tuclc toward it. I think we should consider what is best for the sport ofh:mg gliding.

John Heiney Riverton UT

Dear Editor, In the Allgusr 19% issue of Aaron and Kc:rie Swcpston wrote a very inlcmnative review of the Wills Wings XC 132, f would like to eommc:111 on a statement made in this anicle. 'I 'he last paragraph reports that no high, performance glider was "prcviollsly available to a pilot of niy size without serious com-· promises." Kc:ric and I arc of about the same si-1.c and arc both part of what she calls the "smaller American pilot population." I would like to mcntion that for over a year and a half the small Airwave Klassic has been 011 the marker and available to any small pilot cager for pcrlcmnancc. The 133 [(lassie is a state of~1hc-an, high-pcrfor, mancc glider, pcrfoct for sma11··sized pilots due to its light weight and exceptional handling July, 1995 issue of flcmg Glidiny). Since l took delivery of mine in March 1995, I have been very satisfied with its personality and don'r feel I have made :my compromise in performance. In fact, I'm about to order another one! The XC 132 is the first small, high,pc:rformance glider hy Wills Wing in a while, but it is not the first small, high-pc1form:mce glider in recent history. Claire Pagen Bcllcfome, PA

Dear Editor, All ofrlie letters to the editor regarding landing technique miss the point. There is only one correct way to land: with a standard aircraft approach, feet down, nonpronc, with hands on the downrubes. The landing sequence should be started at 300' ACL Why 300 feet? (This is higher than

most pilots start their aircraft approaches.) At this height any surprises can he dealt with or avoided, Stuck zippers or tangled feet will not lie a starrling revelation like will be at five kcr. Do you fly in commercial airliners? Isn't it comfcming to hear and fr:cl the landing gear lock into place miles away from the airport This basic principle: has all manner of implications in hang gliding. A problem which occurs on many flights, especially X·C flights, is the mentally unprepared pilot when it comes to landing, Their heads arc still in the clouds, so ro speak, and they "frir. ro "land." (J .ow saves can still be accomplished afrer going upright, just rcpronc. In fact, having checked that you can go upright, and that everything is in order for landing, may allow you to grab that low save better, with conf1dcncc that you can retreat to a landing should the thermal be On the subject of helmets, I fixl that too much emphasis is being placed on them as devices. Yes, a good full-face helmet can ddinircly keep you from cosmetically damaging your face broken jaw, bro, ken nose, ems and abrasions). But you're dreaming if you think that rhe diHcrcncc between a moumain bicycle helmet and a foll-face motorcycle helmet will decrease: overall serious or fatal injuries by more than a percentage poim or two. Most serious accidents and fatalities in our sport involve chest and neck injuries. What is happening is that pilots arc allowing themselves ro hit prone. If your head and chest hit the ground before yom you can die even at low speeds. The coroner may compliment you on your stylish, strong, DOT-approved hcJ. met, bur that won't fix your severed aorta or crushed vertebrae. (Remember what hap· pcncd to Superman?) Rather than put all your trust in a helmet you shoL1ld go back to the training hill for some launch and landing practice, Work on vertical and avoid scmi-proningout on launch. For rhose who care to rake the time ro improve, here's a rule to follow: If you break a dowmubc or hit your chest or head on landing, t;ikc five training-hill flights. No matter what excuse you have for the incident, make those five practice flights before returning to the mountains, What arc we really learning as a commll·· niry by compiling all those accident reports?

I don't disagree that we should do this, hm what is truly being accomplished through the compiling of statistics? DdcJrcstation' l t seems to me that all we have achieved by publishing all this information is to reduce the number of trees available f<H pilots to fly imo. Pilots arc not practicing their funda·· mental skills on the training hilL They arc not becorning better, safer pilots as they cominuc to fly. Most accidents arc caused by basic, fondamcntal errors, and the culprits arc often advanced pilots, If; on a training hill and in a safe cnvironrncm, a beginner made rhc same errors many advanced pilots make, the instructor would nor let him advance up the hill. Ar rhc 1996 Nationals pilots had a choice of four different launches that were of exceptional quality, At the end of two, counting the practice day, there were 17 blown launches. Fourteen rcsulrc:cl in broken gliders, At the close of the meet over 20 blown launches had been performed by America's finest. And keep in mind rhat only about a quarter of rhc brullaunchcs resulted in a blown launch. When a launch is bad, isn't luck the only factor that determines the end result? Surely good piloting skill isn't the determining factor in "pulling ir off" So what should we do? Submit 80 accident reports detailing rhe same old errors? Probably only one or two reports will he sent in from this Nationals. May I suggest a better way of document·· ing and compiling accident reports? Ar the end of each year have the glider manufacturers estimate rhe weight of all rhe spare pans sold that year. Then we can weigh the lack of pilot imprnvcmcnt in LOnnagc per year. We don't need to list each individual incident. Year in, year out, the errors pilots make haven't changed much, I don't want to discrcdir the rna1rnfacttir·· crs; today's gliders launch and land much more easily rhan ever bcfcJrc, Ir's just thar as a community we arc nor becoming better pilots. John Ryan I .akcside, CA

The author h(ls been more them 18 years and

the

/)rogue Chute, While in college at UNC Chapel Hill he compiled Nationrtl Safhy

Air Mail Resec1rch st,itistics on helmet venus non-helmet motorcycle injuries. This research has lead to motorcycle helmet laws in many states, a mrmdr1tory requirement with which the author stront,fy disttt,rees.

discussed the need for getting more women pilots imercsted in competition and preparing them for an acrotow meet. So we made a call during the BOD meeting to one of' the premier aerotow flight parks, Quest Air, and asked them if they would be interested in hosting a clinic for women pilots rn learn about competition and acrotowing. Quest Air accepted the challenge and provided a great atmosphere for rhe ancndces. All pilots at the clinic solo aerotowed, and learned about competition and equipment rcquirement:s, turnpoinr photos and strategics. CJ and the Qucsr Air crew were great in inspiring all ofus to compete while emphasizing safety. It was really great flying with and mentoring more female pilots. Kinda brings back the old enthusiasm you experienced when you caught your first thermal. So here I am, after 17 years in the spon, thinking seriously of competing next year. I know you will sec ar least two of us in com-

WANNA Dear Editor, I would like to offer my sincere thanks to the proprietors of Quest Air Soaring Center and C.J. Sturtevant for providing a truly inspiring experience during the "Girls Just Wanna Go 'fow" week, June 27-July 3. Though attendance was not as high as we had hoped, I believe that everyone who attended lcfr with a new perspective on compct:ition and acrorowing. At the 19% spring BOD meeting, Dennis Pagen informed the Board that the next Women's World Championships would be in Hungary and would be con· d11ct:cd exclusively via acrotow. C.J. and l

petitions in the next two years. l can'r wait for Girls Just Wanna Go Tow fl. Barbara Flynn Orlando, H,

Dear Ediu1r, I know I'm not alone in saying that Bill Bennett was my best friend. He was also a great friend to hang gliding. horn Standards to Swifrs, Bill's love of flying never wavered. Through the years, Bill taught me much ,ihout persistence and dedication, Finally, in his passing, he taught me what it means to miss someone. Jim Finger Earlysville, VA

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Update

FLIGHT MEDIC he Fligh, Medic is a fim-aid, muma and survival Jci, wlucb weighs one pound. l, is made ofquality bl:tte oiangc packcloch for high visibility and is deuly marked "id, "Flight Medic" on ones,dc. A 3.. x 2" "'-lure cross is in the bonom and "Medial Hisrory" appears on a pocket ,h,i con"1.ins • medical HX card "hich can be fiUed out wi,h the pilot's medial bis,ory. The kir 1va,, designed by David Pn-ntice, a Hang JV pilot and licensed EMT with an arcnsivc cmc'll"ncy medial background.

ACMETR3 cme Glider Company, a subsidiary of A GcaTech Corporarion. announa:s the rdras< ofthe TR3 composite strucmre Aex v.ing. Designed by TRX designer and former World Team pilot Terry Reynolds. che nC'\v design utiliu:s r«cnt impro\"Cmenrs in cechnology and materials in combination wid, kn0\\1edge and experience gained &om the successful TR.X. The TR3 tus no parts which arc inrcrcbwgcable wirh irs predeces~or. The ntw TR3 fuunc has carbon fiber lcadiog edges and crossbars cngin«red to be ,tronger, lighcer (by 4-1 /2 lbs.} and <">'en more damage r<si>lill1t than the TRX. ·n,e keel, kingposr and downtuba an, 7075 :iJJoy. The hardwan: is scotc of die an. The baserube is a dttp ,peed bar. llarcens combine a cambered nose of7075 aluminum widi a bonded-in, strong. sciff carbon aft ;ccrion and die rear tips are internally ,pring ten-

lli\'id has u.<00 chis kit in s,e\~r:d pilot cr.1u· n1a siru::uions with g~r su~. The kir conuins: (MEDICAL) cwo 5" x 9" muma d..essing.,; a 5-yard roll ofsterile gouzc "Elascicon"; a 5-yard roll of non-stcr• ile gau,,c; a 50-yard roll of medical rape; four 4• x 4" dressings; four 2" x 2" cdla dressin~; four >T.1ndard band-aids; cwo iodine prep pods: rwo :ilcohol prep pads; C\\'O ,ionex :anti-baaerul Jund ,vipes: t\vo pairs ofbrex glO\"S; one pair of trauma shears - (SURVJVAL) one aeri:u Aare; one SUr\i,..J mirror (Air Force approved); on< lighter; 50 feet of550-lb. rest parachucc cord; one space blanket. Also induded is :1 sfickcr to mount on

your helmet or do\vntulx which notifies~ "Fliglu Medic equipped - see io.sidc glider or harness.· The Flight Medic easily srrnps ro die crossbar or ony por.igluler or Jung glider harncss. 1ne price is S85. Also offered i, your choic. of L.e:uhermM or Gerber Tool for SI 25. Conuet: (50S) 242-7373. •ioned to pop mto sloes m the sad widi nochmg arending behmd the: crailing edg<", 'lne unique GenTech 29 uunsluccntsail macerial was developed in ,he mego-doU..r world of racing sailboat R&D. Extremely srrong, UV-resiscnr sm,aural fibers are bonded in• dear medium to produce• F.ibric chree rimes 2$ strong and Stretch rcsisc-anc as com·cncional maccrial at half die weighc. After sc:"eral years of ccsung under die 1oughes1 sailing condiuons. dicrc have been no sign., of abnorm,J degradation in appearance or performance4 Sails arc cue and marl«d with precision on die compu1cr-conrroll<d vacuum cutting table of che l"ll"51 sailrnal«,r in die southern U.S. This pr«ision and the complcrc uniformity of che maccri:il assure exact duplication md elimina1< sail-induced rums. The sails are assembled by Mmc:r Sailmakcr and hang glider pilot, Mik< Zidziunas. The 155-squaro-foor TR3 has the largest span (36'). bighcsr asp<cr rario (8.3+) and die lighrcs, weigh, (less 1han 55 lbs.) of any current high-performance glider. W)' handling. launch and landing characteristio "'ere major design considcrarioru.. The cxrrcmely ligl1tweigh1, high-,m,ngtb maceriali allow control of undesirable midspan twist while Still P""·iding handling ,h>t i, considerably lighter •lld quicker d,an

char of""" mud, sm,llcr, 10\\cr-asp<ct "ings. Pitch pressures arc light and increase steadily with speed. The glider traeks scraigh1 "ith VG on or olf and requires litde highsiding in chcanaling rums. Mike's m-olucionary Z-Cuc undersu,fuc., a rel;acivdy chin airfoil and anencion to deujl in dimin:ating dr2g make a difference at higher speeds (drag increases as die square of vdociry). The stre:unlincd downrubes coed in co mecr the higher speed airAow head on, die zippers :iligncd wit!, die air 8<>1v, elimination of botten ends and strings hanging our past 1he trailing cd~. and every possible hole sealed, pay <\-cr increasing dividends as oirspttd increases. An introduetory price of $3,950 is offered iniri:illy. Demo flights and deliveries can be arranged at Walloby Ranch to coincide with a Horida Y.1C2cion. No gliders will be ddivered before HGMA certificacion. ·n,e firsc IO pilocs who order glidm will be "2dop1cd" as O,arrcr Custome,s. Any updorc, upgrades or repairs to dieir gliders will be offered at dirca cost or less for ,s long as they own cbem. The Charier Customers will always have higher priori')' and an opporrunicy ro purchase any hang gliding product developed or marketed by Acm, at d<aler COS! or less. Conraa, Acme Glid<t Company, 1075 M2rco Drive NE S,., Pcta-sburg, FL 33702 (813) 526-3629 (1eVfax) or TRGL.1DER5@aol.com

"GO FOR IT" UPDATE he new Discovery Ch,nnd accion spores docum,nwy progr:un "Go For le will spoclighc hang gliding chis fall. A 20-minu« segment on tandem instruction •nd frcescyle fearuring Dave Sharp. John Heiney ond other pilots from Uuh will air on October 17 ,c 6,00 pm eastern ond pacific time, and ag:,in on Decen1ber 16 in thcsamC'cimeslor. Another "Go For It" program airing on Nov,,mber 6 a, 6:00 pm will contain a shon segment focusing on freescylcr and photographer John Hciney and ,he lllue Sk-y Prcdacor.

NATIONALS RESULTS he 1996 U.S. Narional,. held July 13-20 T a1 Dinosaur, Colorado were a resounding success. G.W. MeadO\\'S did a great job org3ni1ing che largest National Championships in hinory. The mocr swted wid, 144 competiro~ and ,asks were run on l~ANG GUOING

<Jffor a. Garmin GPS at cost to the purch~sexs ofthenewff03.0.

· rh:,m·,n•ll

UPDATE to the accelerated publishing schedule of both Paragliding and Hang Gliding maga2'.mt:s, the Regional Director candidate write-ups and election ballot which norappear in this issue will appear in the November/December and November respectively. The cutoff date for ballot receipt will also be moved ahead from Novernb,er 15 to December 15.

. ,,Am"«~·· FlyteoUSA·(800) 662-2449, <.,-rhail: USAFlyteo@aol.com

http:f/usets.aol.com/nahertfo/flytec!home.ht

rn, P.O. Box 561732, Mi,nni, FL

SEX **************************************************************************************************************** Division) or 6 issues of PARAGLIDING

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************************ ********************** ****** ********************************* *** ** ********************** CHARGE MY: ....... _Maste:rCanl

**************************************************************************************************************** TOTAL

In consideration of being granted membership in the USHGA, I,-·-------·-------·-------·-----·------· for myself, my personal representatives, heirs, executors, next of kin, spouse and assigns, do agree as follows: ~ The following definitions apply to terms used in this Agreement: means launching (and/or assisting another in launching), flying (whether as pilot in command or otherwise) and/or landing (including, but not limited to, crashing) a hang glider or paraglider. 2. personal and/or or injury sustained by me as a result of my of the administration of any USHGA programs (for example: the Pilot Proficiency System). 3. means the following, including their owners, officers, directors, agents, spouses, employees, officials (elected or otherwise), members, contractors, sub-contractors, lessors and lessees: a) The United States Hang Gliding Association, a California Non-profit Corporation (USHGA); b) Each of the person(s) sponsoring and/or participating in the administration of my proficiency rating(s); c) Each of the hang gliding and/or paragliding organizations which are chapters of the USHGA; d) The United States Of America and each of the city(ies), town(s), county(ies), State(s) and/or other political subdivisions or governmental agencies within whose jurisdictions I launch, fly and/or land; e) Each of the property owners on or over whose property I may launch, fly and/or land; D All persons involved, in any manner, in the sports of hang gliding and/or paragliding at the site(s) where I "All persons involved" include, but are not limited to, spectators, hang glider and/or paraglider pilots, assistants, drivers, instructors, observers, and owners of hang gliding and/or paragliding equipment; and g) All other persons lawfully present at the site( s) during my AND the ru:;;,.a;;n,:1,;;;tv however caused, even if caused by the negligence (whether active or passive) of any of the n.,;;ir,.,1;;1'11.n::::,v I A against any of the for loss or damage on account of If I violate this agreement by filing such a suit or making such a claim, I will pay all attorneys' fees and costs of the that the non-participant third party liability insurance obtained by USHGA does provide coverage for the in paragraphs A. 3. d) and A. 3. e) above for their defense and indemnity (to the limited extent that the defense and indemnity are not otherwise covered by collectible insurance) in the event that someone suffers as a result of my negligence (whether active or passive) or willful misconduct in connection with my E. TERMINATION. I can terminate this Agreement only by either (I) sending written notice of termination to the USHGA National Office postage prepaid return receipt requested, in which case the termination will !1Q1 be effective until one year after I cease being a member of the USHGA or 30 days after I place the written notice in the mail, whichever is later; or by signing and returning to the USHGA National Office a later version of the Official USHGA Release, Waiver and Assumption of Risk Agreement. However, even if I terminate this Agreement, all of the terms of this Agreement will continue to apply to INJURIES which I suffer in whole or in part before the termination of this Agreement. f. I THAT this shall be and in accordance with the of matters whatsoever arising under, in connection with or incident to this Agreement shall U.S.A. to the exclusion of the Courts of any other State or Country. If any part, article, paragraph, sentence or clause of this Agreement is not enforceable, the affected provision shall be curtailed and limited only to the extent necessary to bring it within the requirements of the law, and the remainder of the Agreement shall continue in full force and effect.

I have

Participant's figr1Jt1r1P

and

to the above

Date MR-ll/91

The USHGA Vis,{' Cold and Preforred Visa cards provide you wilh more savings, more benefits, ilnd more services than just about any other uedit card you may be carrying. Issued fre<~ of an annual fee. " Higher line of credit, up to $:i0,000, if eligible. " Peerless Customer Service available 24 hours a d<1y 365 days a year.

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Calendar oF events itcrns WILL NOT be listed if only tenrativc. Please include exact information (event, date, comact narnc and phone rrnmher). I1cms should be received 110 la1er than six weeks prior to rhc event. We request two months lead rime for regional and national meets. UNTil, OCT. 31: ! 7 ,,,,u.,uw,.uuc Contest. Sum oFhcst three X-C distances. $10 entry to a US! rc;A Chapter officer required prior 10 any flighrs thm count. Flight must originate in Region l l (Texas and Louisiana). Contact: Jeff Hunt (512) /i67 2529. UNTJl. OCT. 31: Region Lo1nJ1e/Jt1on. Momhly-tallied X-C competition. Flights must originate from a site in the Region. Scoring determined liy best three open X--C or out-and--rernrn flights per month. Send $JO entry and flights reports to: Peter lsirrc:n, 502 Shadywond Lme, Elk Crovc, IL 60007. Info, rules and scoring formulae will be sent. Monthly scores published in Rec!Ncws. UNTIL OCT. 31: 7 50Milrand Under ( :ross--country com pc· tition for Region 7 pilots who have yet to exceed 50 miles in a single flight. Flight must originate within Region Longest flight made hy October 31 wins. No enrry fee, pri·1,c for first place. 1:or details sec Junc I /f/ng <llidin,~ or contact: Spectrum Hang Gliding, 5116 Pran, Skokie, TL 60077 (8/i7) 329-8337. UNTIL NOV. 30: WOR National Team Club Most cumulative miles flown (!JG/PC flights) a club. No foe, roving plaqul: and next year's comest administration rewarded to winning club. Couract: Mark Mulholland at marlmrnlSend holvllnol.com or (li08) 929- J club entries to Mark at 36/i 1 C:roplcy /\vc., San Jose, Cl\ 95132. Entries will be rallied monthly and posted on the Internet. OCT. /i-6: Octoher'.I Best J996, spmisorcd by the Sauratown Moumain Hang Gliding C:luh. North Carolina's tradit ion:11 am umn fligln festival has provided great flying with cash prizes. Featuring "June Bug's htlmlous Barbecue Chicken Dinner" on Saturday nigln. Arrival and practice day on Friday wirh a fon cotnperi-" tion on Saturday and Sunday. World's casi·" est cliff launch that can he llscd in light

winds from any direction or stronger E, SE or S winds. ·rwo other launches Facing SW and NW. $30 entry fee includes T-shirr and family camping in the LZ. Saturday night's dinner will blow you for only $5. Contact: Doug Rice (910) Vic Lewellen (910) 595-6505 or 70272. 531 (a1compuscrvc.corn. OCT. 5: I 0th /lnnual Gary l.agrone Memorial Ply-In Lo benefit Save the Children. Oct. 6 rain date. hrn fly-in for HG & PG pilots, lots of events, awards for 1st-3rd in both classes. Barbecue, shins, lots of prizes from rnamtfacturcrs and local sponsors. Conract: V:ilcric Carroll, 11 ')82 Somh 700 West, Draper, UT 8/i020 (801) 523"069:l (h), (801) 26/i-1479 (w). OCT: 6: L1nmch 6· Clinic. NOV. 8l l: Bttsic ICP. Contact: Mission Soaring Center, l l 16 Wrigley Way, M ilpiras, CA ')5035 (near San Jose) (li08) 2(J2- J055, fax (408) 262"· 1388, e-mail mschg@aol.com. OCT. I0-13: Clinic. Basic & Advanced hang gliding ICP, Basic paragliding insrrucror rraining, Tandem Class I & 2 and Tandem Tnstrucror Clinic. /\ddirional clinic days available. Prices from $ l 25-$375. Limited spncc. Contact: (6 ! 9) 561 1009. OCT. 11-13: !lmicandAdvcmced !Cl', Carson Ciry, NV. Contact: Ray J ,eonard (702) 883-7070. OCT: l 2- J 3, 19-20: n! Mimge nry !.alee truck tow clinic. Four days towing and ground school. $ I 29. Contacr: Adventure Unlimited (714) li96--8000, e-mail: skydog 1(,hix.nctcom.com OCT. 12-13: San Diego '.1 2nd !lnnuttl Hang Gliding ef Ptlragliding Fun Meet, Big Black Mtn., Pamo Rd., Ramona, C:/\. Sponsored SD!JCP/\. One or two days advance registration $:lO and $40 respectively, onsite $35 and $45. Send check to SDHGP, P.O. Box 420238, San [ )icgo, CA 921 /i20238. 1:cc includes barbecue, drinks, fly-in T--shirr, contest entry and campground use. Contest borh days with prizes. Launch at 2,'.)00' above bcautiiitl Pamo Valley with huge, flat LI.. Best gbss-off in San Diego. Plenty of campground space. Contact: Mark LaBianca (619) li8/i-9025 (nights). OCT. 12"·14: First NorthAml'ricanAir CarniNtl, Morningside Flight Park, Claremont, NH. Categories include

paraglidcrs (beginner and advanced), hang gliders (same two categories), motori1,ed paraglidcrs, ultralights and other aircraft. Award /r)r "most creative flying machine." Nearby sites include Mt. /\scurncy and West Rurland, VT, and Mt. Creylock, Ml\. Non--pilot activities, camping available on the mountain. Contact: Jeff Nicolay (603) 5li2-/i/i 16, or Nicola Cauchy ((i 17) 491-5/i80, nicocauchy@aol.com. OCT. 17, DEC. 16: Hangglidingon Discoveiy Channel's "Go For It," 6:00 PM. Tandem i11srruction and freestyle featuring Dave Sharp, John Heiney and mhcrs. NOV. 6: Segment ar 6:00 FM on frccstyler and photographer John Heiney and the Blue Sky Predator.

Vision Classic. OCT. 19-20: Fun rncer. Pac Air will bring their latest gliders ro Ridge, Head, NC. Open to pilots skill who have a Pac /\ir glider, regardless oF model. Barbecue, pri7.cs. Contact: Kirty Hawk Kites (800) 334-4777, c mail: hangglidev1'outcr-hanks.com, http://www. kitty· hawk.com OCT: 19,20: 'f1+t '.< Mount1tin Gliding hxtmvrl.1?t11lZil, Clayton, CA. Bring the to our 22st annual event. whole $1,000/day pri·;:c purse with no entry Fees. fncludcs free barbecue lunch and limited deluxe accommodations, cooking facilities, pool table and ping-pong. Transportation from ] ,'/, hack t:O launch without breaking your glider clown. Prize competition for flight duration, spot lalldings, most flights and the lamous "Mystery Pilot" awards. Event includes Tut's exotic animal preserve, live cultural demonstrations. Contact: Tut's Mountain 1-800-621J 768, (706) 782-6218, or Bruce Hawk 9:\:l-9296. OCT. 20-26: 1996 T1wn cn,u,r:,•,fe, Sequatchie Valley, TN. Sponsored by TTT. Teams of 3--5 pilots fly in various X--C tasks. Hang /// and above. 50-pilor limit. Cash prizes and lots of fitn! You'll be assigned a team if you don't have one. Contact: Team Challenge, P.O. Box 5/ili, Signal Mountain, TN 37377 (423) 8866.391. OCT. 20-26: Brazilian !lang $17,000 prize money for l st-:lrd, for daily winners. lintry $1i00. Contact: Projoto Ar Brasil (phones/foxes) 55-11111\NC GUDINC

263 7210, 55- l 1,263S552, e-mail: ()prikad(!:iJu,nc1sys.com. br

OCT Connecticut 1/G!l 2!st Annual l!altowecn hm Ny. Fly rhc scenic dunes of Cape Cod and the fomo11s I1111 in N. Truro. Boar around m tcsr your dune skills on a ]6,mile triangle. !{ring cmrem US! lGA card and contact C:huck al Seascape l nn before flying there ..$IO dona, rion requested but not mandatory fr)!' site insurance and maintenance. Comact: I hn Jester (860) '58':l, 1520, or Dean Williams (860) ()77753:,. OCT. 26-27: Crest/int costumr con•tes1://ly·-,m, with mini,compctition. $100 costume, trophies for compe, barbecue. ( ;cared for imcrmc · in both hang; gliding and pa1·agl1d111g. Comact: Mike Harris (61 ':l) . 1L·· 1·<><JL.:1 after 5:00 l'M.

Sto!a:s han,~ t)iding with one, on I )isncy's "Auduhm1 Animal Advemurcs," Channel, 6:30 l'M F.astcrn.

NOV. J . 4: Vvarma Go '/ ino Clinic, Air Soaring Ccnrcr, Crovcland, Fl .. fornalc pilots to enter the compcti .. arcn:1 while developing wwi ng confidence. Prcscmations hy Barhara Hynn, Nancy Smith, Kari ( :astlc, C:.J. Srnncvant and C:lairc J\1gcn. Registration: $25. Contact: Qucsr Air Center, 654B Groveland Airport (,n:ivclan,l1, Pl. 34(J.}7 (352) 42':l

NOV. 2-J: W1omcn '.r Fun cmd Demo Lake McClure, Coulterville, CA. /\II l111ermcdiarc, and Advanced-rated women invi red. Camping$ 12/day/vchicle (1-800,468-888':l). $10 entry goes to road fond. Waiver required . .Specials at local rcst:rnrants. Contact: 1.ynda Nelson, 1'.0. Box 11 Coultcrvillc, C/\ 95:31 I (20':l) 878 .. 3710 . NOV. 21,24: frt!l USl1<7!1 Board of'Directors San I CA. /\ti members arc et1(.:ou1raii,cc1 to attend! Please send your ircms in writing to rhe USHC/\ Contaci Karen Simon at USHG/\

headquarters for information and rcscrva· tions: (71 ':l) 632 . 8300.

5, 1997: 1997 Austmlitm Natiom1Lr, I-lay, Australia. Tow launch. Sneak of the PreWorlds at Forbes. Open to all pilots with tow and currrnt I·T(;J:A 111c111bcrship (available a1 the: l·'.ntry, Australian by Nov. 30, $2 50 after. I11cl11dcs info hookier, map, film & par· ry. Minimum f<rnr c11trics per team. Comact: Western Victmian Hang Gliding Cluh, Cf.RMB 7. 3<>B, Trawalla 3373, Australia 61,53.492.g4 5 (phone/fox). JAN. 6,17, 1997: 8ogongC:up, Ausiralia. lmcrmcdiatc rating with alpine cxpcrirncc. Emry $185 Australi:rn includes $5,000 money, shirr, map, awards cl inner, film &. processing. 30 places reserved for intcrnario11al pilots 11nril Oct. 31. Max 130 pilots. Contact: Bogong ( :up, c/o P.O. Box 308, Bright 3741, Victoria, Australia. Inquiries: Steve Srricck, tel. Cil S7 551 .. 503 (6-10 PM eastern Australia time only). /\ccommodations: Mt. Beauty lnform:nion Centre, tel. 61-57,54 J .. 267.

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1.)f"

ince I started writing far Hang Gliding magazine almost eight years ago a lot ofpeople have asked me why I don't do glider reviews. The answer is 11ot simple, bm in a nurshell, I'd tell the absolute m,th (as I see it). Ifthere was something I didn't like about a glider, no matter how trivial, I'd put it in the article. This wouldn't necessarily please the manufacturer. All the guys who manufacture gliders in rhe U.S. are my buds, and I don't want them to get mad at me. Also, I figure that a reader may make a $4,000 decision based on what I write, so I want to be as accurate as possible.

wings are folded in and i,'s sirring on ,he control frame. Of course, this undesirable ( 10 me) f(""'Jrurc goes a,,ray .li soon J\ you excra seconds of unneccssa1;o· ,vork by clin,i· nating th~ nurs. If l ,,-!!re king, the pins would be slighrly .honer. but l scill like

With tha, in mind. :md even afar I ,old tht"nl ch3t I ,.,.·ouldn·t ,.,•ntc a .. fluff'" revic~\\', the U.S. 1mponers or Avian gliders S<ill wanted me ro reviei.\• their inccrn1cdi:.1re glider- the Amout ~lcTll7'G l.JP The glider indeed fd, 1mcrmcdme as l unloaded it ofr rhe rrvc;k- noc o,-crh• heavy. nor incredibl)' ligh,. The pape~vork U)·S if weigh> in al 63 pounds on me bag. Thai's • beli"'-.ble number UnZJppmg ,he bag. I found a ncat surprise in the assembly of the co111rul fr:un,:. Instead of boles ,vith ,,·ing nuc.s :1nd safeties, tbt Amour 1.s provided \\·irh h~ndy sta.Jn1css sceeJ pln.~ ,vith safet)' rings. This did indeed save• few

them a loL Rom ting the glider onto its baserube I disco,·ered the one ,hing I don't hke about the Amour. It has one of those complc,ch 1rticufanng apex iunctjons th.at ,illo"·ll the glider u, flop lrom side ,o side when the

so.rt to spread the wings. Sprc-.iding: the"• in~ \VU complccc:)_v c:onvcncional, so I grabbed ohc rib bags and n:movcd chc battens. lr ,v;b here rhat I noticed a fcatul'C' char turned out to be one

of many desirable rrai<s of ,he glider. The to,w,rd rib ends have la~, pieces of pb«ic ,hat hdp them slide inoo ohc pockc, 01>eni,,g~ 3nd ~car against the front of 1he rib pocket vcf)· nicely. The plastic i, plial-,lc enough ,o keep io from breaking easily, and ,he rib ,ension and ,he foa "'"' me rib ,ips an, rounded quelled concerns about rib· pock« blowou,. I reall)' like these rib rips All ,he ribs wem in ,·ef)' ca.sily and quicklis Although grunting loudly ,luring glider tCn$iOn1ng is common wirh mo.st gliders. ,vo,h che Amour i, is very easy ,o pull back rhc 211 ,cnsioning sy.. cm ond lock me cbcr but simple keyhole !Ong into place

n.,

and put lht" .safe()' on. h's a nice system chat

could onlv be improved widt a sd1:loc:king

159

Bnnsh/1:.uropean ,rend of making ,he uprighrs readily changeoble wich simple spring pins for ,he remo,·.tl and reploccmenr or ,he downrube$. This fran= i< employed in conjunc1ion ,,;m safc-edgescyle uprights and very clean corner firrings. Ve') nicely done. No unn«:C$$al)• bells or

,,·histlcs. FLIGHT TESTING Since I was going co Righi-rest ,he glider from aeroto,v. I dccido:I co run with the An1our :l fl!\\· times on n:11 ground into 3 five mph wind to see how it fch ,vhilc sirnulaang a foot launch. The firs, ming I nooccd ,,.':15 the glider's sracic b.1lana. It i.s C:15)• co pick up ~nd fclr \'Ct')' natural on n1y shoulders. A few s1eps inro my rror and i, lifted up and began flying as expccrcd noching quirky. very srraigl11 forward. One thing l ::il,va)'S \\'Ondcr about, \'¥hen I'm ~bout to .1crot0\Y a glid<:r char JknMv

link· about, is ho"'' n1uch effort will be required 10 make myself nor do anything. I've nonced over the years th31 -"Orne gliders ,,'3nt to .. hunr'" a bir on aeror()\v, .tnd rhc best thing I an do is ro ignore the- )"3\V morions. I have ro make a con• scious cffon no1 to do anything

abou, mese wanderings. So. prior ro launch I ,vas in ..do norhing" mode.

but shortly .frer ,akeoff l

s.tftty instead of tl1c: minld& ring. The rest ot the scrup proti:=$S is convencion-aJ.

PREFUGlll Prefligh,ing rhe glider was '"I) str,ighrfor,,·ard - norhi1'lg hiddc-n. nothing ha.rd 10 inspccr. Looking inside me doublc,urfuce 1 noticed thar the leading edge uses a s1epup/step~d0\vn sys-rem. I found chis inccrcs.ting. since I've prim-arily seen only srcp,do\\•n syscen'ls on gliders in rhe past. What I n1C3n by this is char on n1:1ny high~pe,for-

mance gliders ,he forward 5cctfon of ,he leading edge is very large c,~r 60 mm) 10 control deforrt1!lt1on in chat area. and then the rubing seeps do\Yn to a s,naller size (say. 50 mm) afi of the cro~<lm/leading edge junction ro 3JIQ,,• for proper flex and berrer

handling. The Amour employs a small 1ubc ac the nose, rhen steps up at rh,c

cros.barlleading edge juncrion. ,hen sreps do\vn again afi of chat junction. I surmised

char chis mus, be for good handling while pro,·idmg respccrable performance. 1'1) Aight would prove ific ,v<nkcd or not. The

could tell

marl

glitkr. bcing • rrue mrcrmroiaie de,;ign. has no \"G. ,o ,he preflighr was simple and quick. The Amours finish is ,,,rr good. The sail work and frame crafismanship bemyed no fuws. All derails appcareJ to be well mended co. 1 he han.1"·~1K is sin1plc and ,·cry user fiicndly. The Amour conrinucs m<

could R'lax. By the cime I was 800 free off the ground ( \\-":J.S purposely crcatlng y:i,v o,c1llanon.1. buc nociced rhar the glider wns

damping ,hem. To put "simply. me Amour is a very easy glider 10 :;acrotO\\, rcqutnng ,·ery littft> <'ffon to no, do any~

thing. h's very du-ecuonally stable on cow. Blr pressure ,va.\ re:1son3ble. Ir had enough ro produce feedback, bu, didn't

b«omc uncomfonably high when I hod ro make cxaggerired adjusm,enrs ro gei back in line on tO\\·. 1 remember ~ytng out loud during me second halfor my firsc row, ..~ice. ,-er; nice... After rdeasing from ,he towline I thermakd for a while. The glider rolled inro the ligh, Jilt ,·ery easily and lock<'<i ,n solid-

AMOUR 159 SPECS (supplied by manuf.icrurer) Sail uca ..............•......... 157 sq. ft. Double sutf.aa ....... , . , .... , ...75%

Nose angle .................. .. . L23° Normal pack length .•........•... L9' 4" Breakdown length ................ 15' 2"

ly. One of my personal &,like., when thermaling is high-siding. and the Amour

Span ......................... .32'

required none at aU. J reversed rurn ditte

Wciglu with bag .................63 lbs.

rion several rimes while mermaling. and found that me glider flt'W rhe Same in both directions. Roll rcveisals wore predictable and nearly effonlcss, with no noticeable lag time. Adverse ya"\,. was minimal. I found th>r I could thermal the glider as slow as about 18 mph indicated ";,h complete control aud,ority. 1 hermaling slower than clm made me glider feeling sluggish, bu, it didn't wam to drop out aggrcssivdy. I did several c:xtendcd high-spaxf runs (bar cornplercl)• stuffed with legs straighr) to sec how direc<ionally stable the glider was at high spaxls, and found that it Bies on rails. I even intentionally offict the glider's direction while !lying rhis fust, but the Amour's inhcn:nt da111ping and directional

stab,Juy returned it to straight Right in no

Speed range .... , ................15-55 mph Min sink r.itc .................... 170 nJmin.

Max VD .............. . ........ 11.5/1 Leading edge insert .... ........ ...Mylar

PuU-bac* lmrdwa".

Nose cone, .. ,.,., ... , ..•.• ,, ..• Mylar Upright< ..... .. ........ . .. ..... ...... ... ... ... Aerosafe

Firtings .•. , •.. , ... , .. , ........................ AemfoiJ Kingpost . . .. , .. . ••• , . . ................. . .. .... Aerofoil Spccdbar .......... , . ..•.. .. . , . , ............... .Standard wirh safety wire Top surface ribs . , ................ , .... ...... .... I 9 Under surface ribs .... . .... . .......... .. ..... .....6 (3 per side)

rimi: \vith no input. R.tr prtMun: during

these long runs was very rolerable. and I fd1 il,at I could c,,nrinue ro fly a1 high sp«<I during very long glides if I needed 10. My landing approaches are performed with a lot of speed. and tht' Amour fdt ••') comfortable while I was llying uprighr during do,rnwind, base and final. M) r<ehnique employs the "one hand up. one hand down" mnhod wim my body as upright as possible. and mt' glider's bar pressure was '"''l' acceptable in mis position. I usually enter grow1d effect at over 30 mph, and some glidm g<t VI:')' di=rionally uastabk (the nose hunr, ,idc 10 ,idc) a1 1he>< 'ipeeds. This \\'3.S noc c.hc c:ase ,vich 1he Amour. Once ,pin. ir flew on rails during final glide, throughout me roundouc and into the flare. The narc ,vindO\\ is wide. and bar pressures during the Oare arc light. PFRFOR\tA'\Cl I ,vas alone in the air during my t:hrtt

flight> on che glider. but fd, char ir was climbing cxceUcndy in the lighr Jin I encountered. I believe: chat the sink ract is

nmvdous. h also felt L.ke 1t could probably ke,ep up with many gliders ar spaxfs up to the low 30's. Above 32-33 mph I could fod rhe glide drop off more quickly than would rhar of :a sriffer high-performance wing. bur rhar was robe expected. The .-rep-up/step· down leading edges allow for <xcdlcnt handling and performance at lower ,pceds. bu, deform under lood at higher speeds, producing a drop in performance. This LI ro be expecrerl from a crue intermediate glider.

Besides. how many recreational pilots Oy •round o,·er 30 mph for <xrcnded periods of rime?

0\ l:.RAI l 01'1'\IO'\ I like ,his glider, bunch. Ir is simple, fun and a real hoor 10 Oy. I'd personally lo" ro own Olle. A glider liko rhis is whar mani advanced pilotS who only ger (0 ay"'"'l' ocher ,veekend or so should be Hying. I would recommend 1es1 flying the Amour to form vour 0\\11l opinion. By chc way, in chis ar1ide I really did

complain about everything I didn't like about rhis glider. CO:I.IPAI',,· TNFORMATIO~

The biggest concern about imporred gliders in the U.S. has been po«nrial unavailability of parts. The folks at Avian Hang Gliders USA have indicated thai this concern will be addressed by keeping ports in s1ock ar all times. The gliders arc designed and buih in the Unirt'd Kingdom and imported inio 1he U.S. for distribution. The company all() makes a high-performance glider called 1he Java which Aic< much like 1he Amour bur wim high« performance, a VG and. of course. the weigh, and wmc of th< side effects that come ,vith a stiffer aluminun'I \\'ing. [ have also Ao,vn rhc Java ;ind chin!.. ir's a wonderful high-performance glider. Avian USA is located ar 7 112 Liule Crttk Rood, Bangor, PA 18013. You can ger in touch \\•i1h chen1 f,,r more infurma-

tion and a slick brochure abou, their produru by calling (610) 258-6066 or by faxing (6 LO) 253-6726. They also h3\'C an lnrcrnet pn-se.ncc ar lAS@m.com. •

t always helps to put a sugar coating

tends to roll to the outside. Actually, there is some force on bitter medicine, resulting from the so I may joke around glider's dihedral, while discussing this sweep and washout subject, but ir is a th:1t slightly rends 10 serious topic. Most keep the glider ccn· serious row accidents Recently there has been a lot ofdiscussion about locleouts and what thq tercel. Old standard end np in a lockout. T'h is is not to say that are. l J:fi'med a new science, ' I k I 1· I I g[idcrs from the early this' end. .[ nave ue 10c outot0gy. .oc1wutowgy 70's had lots of d il1c· they arc caused by lockouts. Most car is the exhaustive study (f the history of and the mechanisms behind lor:k-· dral, sweep and washout, and were rel accidents in which a car hits a bridge abut· outs to help people r.woid Close Encounters of the Fourth Kind, encoun .. ativcly easy to keep ecntered. Still, a nu m· mcnr at high speed ters with lockouts thatputyou in the hospital or worse. bcr pilots during that arc fatal, but the period were killed in bridge abutment is lockout·rclatcd rowing accidents. Modern nor the cause of' rhe accident. A bridge During the tow you must think of gliders, and even some of d1osc in the late abutment is always there. If you don't pay nothing hut flying until you arc done. If have much less of' all of the above. attention, and wander (imn the center of you think rowing is easy and you can do it Modern competition gliders with relatively the road, you encounter the abutment. No with I 0% of your attention, meet Mr. little washout, sweep and dihedral require a real surprise, you knew it w:1s there, and Lockout. !or of pilot input to stay centered on row, you have p;issed ir lrnndreds of rimes, hut what do you pay atrcntion to? The even with some new innovations which damn, there it is right in front or you. second rule is to fdlow the rope and keep improve things a lot Cood,bye! the glider in the correct tow position. This Likewise, rbc lockout is there all the Back to the worst·casc condition. The is important both during ground.based tow glider is rolled or hanked to the outside. time! lt's a little less visible than a bridge and acrorow. rr you arc our of position your Due to the physical attach mcnt of the rope abutment, but you know it's there. You options arc ro get hack into position or to the control bar, the tension is out of line have passed it hundreds or times. The first rclc:1sc from the towline. If you can't stay in with the center of pressure of the glider. rule for avoiding lockouts is to pay attcn·· position, meet Mr. Lockout. The pilot corrects. This means that he tion. The 100% rule is in cffrct anytime moves his body to the high side or the con• you tow. Civc 1O(YYrl of your attention to WHAT IS A LOCKOUT? trol bar. Tf the pilot is able to move the the succcssfo[ completion or the tow, to the So now we get down to the nirry grirry. A weight of his body far enough to the side to exclusion of all else. If your dog bit you this lockout is the attitude ofa hang glider counter the rolling momenr gcnerntcd by morning, and you found hair a cricket in under row in which the row rope is apply· the tow tension, then the bank is corrected. your wafHc at the local pancake house, and ing a f<ircc which is not in line with the If not, the bank either continues or gets you got a ticket for speeding on the way to center of pressure of the glider, and causes worse. Once the hank st;irts getting worse, the tow sire, and you lost three safi:ry rings it to roll to the oursidc with more force the glider tends to slip 10 the omsidc. This while setting up your glider and the only than the pilot can exert to correct the roll. causes an increase in airspeed. Why? person who has any at launch warns two The consequence of a lockout is that the Because the tow vehicle's speed is constant, bucks apiece for them, S' LL, yo11 have to glider docs a slipping mm into the ground, and the glider's speed is a combined vector put all this aside when you put your glider or, in the case of' an acrotow lockout, it sum of the vehicle speed and its movement under tow. may actually roll inverted while creating so to the outside. The towline niay or may not be your much drag that the tow plane gets into The increase in speed increases the lift friend, but you arc adding an extra 100 to trouble. or the wing and makes the tow rope ten .. 200 pounds of' force to your glider in a What arc the dynamics of a lockout? sion even higher the higher the tow direction which will change from moment The glider and tow rope combine to create rope tension, the more i1 banks ro the out· to moment, and it certainly docs make your what engineers call a posirivc feedback con· side. The more it banks to the outside, the life rnore complicated while under tow. dition. When the condition of a lockout more it slips, the more it tllrns to the out· Further, a hang glider under tow is an occurs, suddenly things srart getting worse side and the more the speed increases. The unstable system which requires constant very fasr. Why? Consider a worst·casc con· vehicle, with its great weight and power pilot input of the correct son to keep the dition: a hang glider which has the tow compmcd to the hang glider, is nm retard· glider where it is supposed to be. T'his is not rope attached to the control bar in the ccn .. cd much by the increase in drag of rhc glid. an impossible task anymore than driving tcr, and the rope is attached to some sort of er, thus the hang glider never slows down. down a tWO··lanc highway eight feet away moving vehicle without any tcnsion··limit· This means that although rhc glider may from cars in the opposite direction ing devices. In this case (which, incidental· well exceed the critical angle of attack for but with a relative speed of 140 mph is ly, represents the way we used to tow in the stall, it doesn't stall. (Because a stall is in both cases the price of' inattention is l 970's), any time the glider is not being caused by the rapid increase in drag and high. Flown directly along the tow rope the glider

0CTOllFR 1996

subsequent loss of airspeed as the critical angle of atrack is exceeded.) Thus, as long as the glider remains anached to the tow rope, it experiences relatively unlimited and increasing acceleration, until something, often the glider, breaks. Note that the pilot's strength is nor so much an issue as is the limited space he has for movement to the side. No matter how strong the pilot is, he isn't going to push his way through the Oying wires and down·· tube. So why weren't early pilots plagued by lockoms? These pilots, well aware of the risks of getting too far off the center of the tow, generally flew their gliders in the correct position during tow. In addition, they usually flew over lakes or open water, where the air is more stable and where they were less likely to encounter a strong thermal. Further, standard gliders had a lot of builtin stability which required a lot less pilot input to keep the glider under control. As the years wore on, gliders evolved. l n order to improve performance and handling the gliders' aspect ratios were increased, and

sweep, dihedral and washout were decreased. As a result, gliders became harder to fly under tow because of decreased stability. The payout winch, developed in the l 970's, greatly improved the situation. A payout winch is a drum of rope which has drag applied to it hy ,l disc brake or

hydraulic pump, and which is designed to release line at a constant tension. Since the payom winch provides a relatively constant tow tension, even under lockout conditions, the positive feedback effect is greatly lessened. This doesn't mean that lockouts have been eliminated, just that if a lockout occurs, the glider doesn't accelerate without limit umil something breaks. In the !arc 1970's a pilot and physics professor from 'lc:xas, I )onnell Hewett, came up with the idea of towing from the pilot's body and the top of the control bar using a V-bridle arrangement. The idea was that this would produce stability by providing negative feedback in towing roll insta bility. The way it worked was that the tow rope was attached to the pilot's body, so that if the glider hanked, the tow force would pull the pilot over, causing the glider to turn back to the center. It was thought at the rime that this system would eliminate lockoms. Tn fact, experience proved that the ccmer-of-mass bridle did make it easier to avoid entering a lockout while under tow. Up lo a point, rhc rope, by pulling the

pilot to one assisted him in automatically rolling back 10 center if the glider became banked. I lowevcr, 011cc the glider was banked to the outside and low, and the rope pulled the pilot against 1hc flying wires and control bar as far as he could go, then Kary, Bar the Door. The lockoul would come on foll force as soon as rhc was banked enough so that the pilot couldn't move any farther ro Lhe side. Th is means that there is a di /fore nee between towing f,·om the basetuhc and towing from the center of mass. The difference is that when rowing from a fixed poinr on the hasetube, the f<.)rcc rolling the glider to the outside increases constantly as a function of the angle the glider is off center from the tow vehicle. The forth er over to the side the glider is, the harclcr it is to roll straight, while with a cc1Jtcr-ofrnass bridle the glider is very easy ro cum to the cemer until it is off center enough that the pilo1 cannot move enough to compci1sarc. Once the pilot is :igainsr the side wires and downrube an almost instalH lockout occurs. The pilot can get pretty for out of' shape before

he is in trouble, bur once there, the situation degenerates very rapidly. To quote Gil hen Griffith of Australia on the [nternct, "As far as rhcory orlockouts is concerned, I doubt whether there is any cure or time for theory if you're stuck in one. All the lockouts I have seen were over within seconds." What impact do pitch, pitch pressure and pitch stability have on lockouts? First, the increasing speed of the wing in a lock0111 causes the glider ro increase its pitch. The increasing pitch causes the glider to turn away from the direction of tow even foster. Pitch stability is the tendency of a glider ro increase its angle of attack and slow down when it is going faster than trim, and nose down and speed up when it is going slower than trim. Obviously, a pitchst,1hlc glider, such as a novice-rated one, once in a lockout will tend ro nose up and slip even more than a higher-perfrHmancc glider with less pitch stability. On rhe other hand, a stable glider is less likely to get into a lockom in the fosr place. Recovering from a lockout requires

pulling the nose down Lo reduce the ten-· dency of the glider to rurn to the outside, which allows rhe pilot to roll the glider back before the lockout condition worsens. Tt is common knowledge that when static-line towing, the shorter the towline, 1hc more rapid the onset of a lockout. However, the natural tendency of mos1 pilots is to think thar whatever they arc doing is at the limit of safety, so if they usu ally tow with a 1,000-f<lot towline they believe that a shorter line is dangerous. J have heard critical comrnems ahout using a static towline as short as 2.00 icet. l fowever, when aerotowing (which is static. line towing, bur with a lighter, flying tow vcliicle), it is commonplace rouse a 2.()0.-fclot line, or even a 1()() .. fr)ot line when more maneuver ability is required. Avoiding lockouts is paramount when aerotowing. Yet pilots, to the chagrin of mg pilots, often oscillate all over the place. This is, however, usually without locking out or even breaking the weak link. What this dernonstrates is that i1 is rather easy to recover from lockouts with light row pres-

2: Forces in a lockout.

sures in level flight, even with a short tow,. line. On the other hand, aerotowing offers the opportunity to observe that lockouts do regularly occur with a center--of-mass bridle, and that occasionally a glider will get into a really bad anitude before the weak link breaks. T'his means that it is extraordinarily

important for the tug and glider pilot to be very conservative until enough altitude is attained to prevent the glider pilot from hitting the ground if he enters a lockout. Another benefit of the payout winch, besides providing constant rope tension, is more subtle. Platf<.mn launch was invented

in the I 980's. While no one in his right mind would tow a glider with a five-foot static line due to the rapidity of the onset of lockouts with such a short rope at some point pilots discovered that a glider

Continued on j>llge 30. 111\NC GLJDIN(;

•

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,1111/phOUh, ~'I Crrr,· Ch,trM,oi1

dT/U'Jr

n the p::i~t. :all n1ator compcunons ha,·e cons~t~J or· flv1no; otl' a mounc.un. catching a therm~l to .1lurudcs

noair 18,000 F«1, and r.1cing ,o l g<>•I u~u1ll\' O\'Cr .a 100 n1iles 3\'-"3.\', uking

m,m ·hour<. \ll 1ha1 odds up to bore. don,· !Or ~pect:ators and camera crC\\'S

alike. ~J>e<:d glidm~ LS about to ch,nge :ill ,h.11. I be lurm,i £OCS like ihis. A series of pylons ired ~r !?m,n !lags on poles IO 1;,., :ibove treetop lcv~)J :i.re placed ac strategi~ des.cend1ng lc\'cls ido"·n the mounc."Unside.

The pH01 launcho,..md ._, his feet le:m, che e.round ic's :a r.tc,: to bat rhe clock.

The~/im p)1on is 300 1.,.,, b<:low but also a half mite lartraUy on the 1nuunc~1n, so rhe r,,ccr 1nu«- carefully gauge ~pm.t \'Cr.us alricude ln,t tn make the first P) Ion ,,·1th enough al1imde w dear ,he m:cs. Clipping , I IJO.foo1 rr«1op at 6, mph is sure 10 ruin \'OUr da\', not to mc:.n1ion an, fucute

ones you h•d planned.

The lo,vcr pylons are mt1ch lo,vcr on rhe mount.lln so you an really pull in chc b:tr. I l.11c:r do"·nloadcd data t'ron1 nlr

tlighr oomputor and speeds of7,I mph H A~(i G, IOI~(;

Jnd lining up the nC'\t pylon r3k~ otn:nlc concenlr.u1011. lf you ntb!I a P) Ion thi: jud1;:e at ,he b:uc of rhe tree disqualifie,. 1·ou. If you hit ,he ure he calls 911. Onl1 chc cop pilo1~ in chc narion ,,'t'rc invi1ed 10 i.his race. w the whole affilir was completed "ith no injuries despite >0mc whock.,. One highlight of rhc Jcrion tool place

BELOW' \f7,mrr ChriJ Ari11 tu11U11g m for a S2.5()(} ,l~tk.1

.W0\7' \in,• o(rk ro11ne {rrn11 1/,r ·

aud,a;; g!,drr. !Nffl. Mud, ;I/c,U«r dwmg i11 rlir 1nnn11ng.

off

,,·ere reached, bur n1y uv~rlll ume ,,....lS ,low. I he winnm probahlr ,11,ined 80 mph or n1otc - all this l~s rh.10 i tc,,· lixt .1bove tPin~ nascy pine rree., 1h.;u ~mc:d co \\·:ant to reach our and touch ~n,ronc! Grc.,n A:igs etllcd fur a lefi turn and red for• righr. and rwo p1-lon.s on 1hc low, er end of i.hr course <ailed for a comple1e .'!60 rum around rh< pvlon A pilor encerini: • m>ncu,cr Like rhis ar ,uch a high ,peed is cn,ountering dose co four G's ar • 90• bank angle, coming ouc of che rum

'°

OnomR 1996

in che Linding zone \\then f\\'O pilor, (,,·ho shall remain nameless) approached the rarger arci from opposite end, of the field wi,h the Cl~S camera Cl'C\\ in the middle. Boch piloc, ,,·crc 1nct'nt on hitting the buU~·c. and rhcv didnc chink i:he...woulJ glide far cn"augh co have a h.;ul-on collision. The br= picked up .md 11 became apparent ro rhe piloc Aying down,,.,iad anJ the spccu1ors chat an air~co-;ur crash ,.,..a, imminent. At the Ja'it SCLOIH.I he chose ro >tufT his glider (.md h1msell) into the ground Jl 30 mph. while i.he orher piloc pu,heJ hi> concrol bar our. dimhtng ovt"r the ,vrl't..k.Lgc ,,irh only inches ro spare. Afc.r the dust clc•ncu. some henc tubing ,tnJ a skinned knee ,,-cre rhc only injurie,. 'iomc people will do anything to ~c, on nacion.tl T\. -rht: cornpc:tirion \\"J_~ liglu. ,virh onlr

15 (;~onds scpar.Hirlg chc: cop ciglu rac<"rs. The 1.800-fooc ,c11i<d! dc-ccnt produced .a.n a,·cragi: umc: under 1.":' minutes. Chri, Arai. rhe ,-..inner. had hi, time do\\·n ro 2. 5 minutes per round. Th3t i:qwccs co ju.st under 10 fccc p<r second to get dm, n che mountain! liy that on ski!.! \'\'ith .1 S2,500 purse and 3 tota..l cinle of fivr: n1i.nutc:s Lh,u works our 10 $30,000 an hour for Oying hang gliders. No, had . ·r1tcrt' ,,.,..s aJso an acrobatic u>ntc:.st fca· ruring f\\'O past \\·orld aerobatic ch:ampions, John Herne,· and Mrrch McAlccr. and

current champion /\aron Swepsron who was just back from winning the world title in Monaco. Also, for the first time in the history of acrobatic competition then: was a fr:malc cnrram: 'lammy Bmcar. She also competes in cross,cornHy contests. l\urcar showc'.d 1r,rcat promise in her aer .. obaric style, very smooth flat· spins and clirnbovers. Pilots in this category were judged by their ability ro do loops, spins and and the ;1bility IO smoothly the rransition from one maneuver to tlic next. CBS sponsored the event with $10,000 in prize rnoncy divided between the speed and acrobatic The first ·place purse was and this provided for some fierce competition. The flrsr round in the morning was from Walshcs on the cast side of· /\spen Mountain. The places the pilots set for themselves in rhis round would prove to be their final standings with only a change in point sprc;1d. That afternoon at Rmhics, on the opposite side of rhc mountain, all competitors were set up to fly for both speed gliding and acrobatics. The speeders first, but the light were scheduled to cross/down conditions combined with a flat slope prompted the director 10 close the launch. Camera crews were rc;1dy and the fllm helicopter was on its way from Denver. Fvcnrually the air stopped hlowing over the back, so I ofl(:rcd myself up ro launch in the zero-up conditions. l had $1,000 worth of camera gear h;mging off my nose plare and that inspired me to nm harder. I ran my bun off rhat hill afrcr what seemed like a 100yard dash, trimmed the grass with my baset ubc: as l lefr the ground, and headed for the first pylon. After running the course and diving across the finish line, I set up for a landing frilly aware that lhc crowd o/'200 ;md a TV crew were waiting to sec if rhis beach pilot was going to make a $1,000 whack in I he 8,0()().foot no·wind l.Z. Afrcr disappointing the crowd with a tWCMtcp landing we all sat hack and waited for the racers ro appear. Apparently, after my la1111ch, conditions changed to over the back, so launch became impossihlc Crom that side. l lowcvcr, considering the top caliber of rhc pilots, 1hcy voted to 1akc off the back of launch. This consisted of a 40-foot drop at a 60° angle to a mad cut under a set of chair lifi cables. ffats off to those pilots who launched. l believe this will he the rca,. OcTOlllR 19%

Prize $2,5()() ....

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son we get finurc sponsorship. fr was imperative that the 'TV crew get this final round on tape. With five c;1mcras spread out from launch, a chopper in tbc air aud a crew in rhc I .Z, tomorrow was not an option. The acrobatic pilots launched one at a time and pur on a fan . . tastic show for the crowd. Unfornm,1tcly, conditions proved uns;ife for the rest of the field so they had to pack up and rake the liumpy road down rhc mountain. The remaining competition rounds were corn .. plcted on the fr>llowiug day. The Aspen Air hm:e deserves a !or of

credit for organizing this event and rom1ding up a fantastic sponsor, CBS, who pro . vidcd rhc generous pri,. c money and cov.. ercd rhc cost of producing and airing tlic cvcm on national television. John Nyman and Riel< Kemp worked really hard to make it all go as smoothly as possible. /\I! those who anendcd know what I mean. I would also like to th:ink my sponsors: MauiJim Sunglasses, who paid my airfare from Hawaii; Wills Wing, who built me ;1 custom glider ,md a harness that glows; and DigiFly and Wingovcr Composites for the flight computer and hclme1.

IN E/W A new way ofgetting offthe towline @ 1996 hy Peter Birren

Cnange fvr the sake ofchange is not necessari(y a good or safe thing: When it comes to towing hang gliders and paragliders a change must increase safety as well as represent an improvement in the overall ~ystem, otherwise the change is self-defeating by requiring pilots to accept less-· than-optimum safety. ow releases arc considered by many pilots to be a necessary evil merely a means to an end. Necessary they arc, but they can have their problems. Originally, parachnre technology was used in the form of the "tluee--ring circus" release. A few years ago, with the advent: of aerotowing and the desire to eliminate the large metal ring from the end of the towline, string releases were developed. However, this was just a rehashing of the old loop-inside-loop ring release with a release pin. It still suffered from some of the same potential hang-ups. Those hang-ups include misrouting of the loops, the release line wrapping around the end of the pin, release pin twist, too many loops preventing proper fall-apart, etc. 1'hen there was still the size and weight of t:he release body itself, which presents a problem should it snap back in the pilot's face. Another problem existed when the pilot tried to USC the same release for different types of towing: Some releases arc sensitive to towline tension and must be released with either full or no tension. So the challenge was to design and build a release which would be nearly infol!iblc, easy enough for every tow pilot to use, fimctional on any type of tow system, and (almost as important as all of the above) inexpensive. Most releases today cost more t:han $40, not including the bridle. Enter an idea straight out ofldi: field. The club l fly with mainly static line tows, and we replace our weak links before each flight. Each pilot is responsible for the weak link and its setup, so why not cut the weak link? How hard could that be? 'The original idea came to me about eight years ago, but I was new to towing then, and hey, what did I know? But afrcr

different release failures, one requiring use of a hook knife, everything came It certainly was a unique design probconsidering all rhc above parameters. first rough prototype worked as ptanncct, but was acrually dangerous, as had to take care not to cut them .. on the blade. 'fhc ncxr test release 111\'0l',e(l two 1noldcd parts, tbc blade and a coil spring much too complicated expensive for efficient short-run proand the small screws used ro it all together hung up on the weak slTings. After another couple of dozen drn,wt•ngs my pen was running out of ink about to hit the rrasb, when (insert ove:r11,:ad light bulb here) it dawned on me an Xact:o blade would fit inside the barrel. The sides of the barrel would the blade isolated. A slot in the tube hold the cutter on the weak link, a simple 0-ring (to keep the assembly moving around and which would ca,.. slide when the line was pulled) finished

off The final prototyping took about two and, lo and behold, it worked! Acm~11v it worked far better than I origi imagined. In all static tests the tool would nor hang up. No matter how it was turned, twisted around and m,rd1·1·r·ri with, a couple of quick jerks of line caused it to cur cleanly and every time.'[ 'he J ,inknifc was born. Next, opinions were solicited from a few respc,:te,ct, experienced tow pilots. I had ro out: if there was a flaw in the system was being overlooked. One of these has chosen not to use a weak link he tows. (Fine, use a "strong" link, please reconsider your decision against

weak links.) Another pilot suggested adding parts so the pull direction could be more focused, bur afrer setting up a few tests in which the pull direction was from weird angles, and the original model still cut every time, even across the kno1, he admitted that sirnplc is better. The other pilots tried, but could find nothing to change. Several real-world flight tests have borne om what the "lab tests" have shown. It· works! Now, after almost a full season, the pilots who have been using it regularly arc still enrhused by its simple function. How docs it work? You set: up the Linlmifc by fost sliding the 0-ring halfway down the slot. Insert loop(s) of weak link string (or strong link, if you're so inclined) through the slot on the side of the barrel opposite the blades. Slide the 0-ring tight on the string. Attach the weak link to towline and bridle (a J /4" rapid link on the bri die is ideal). Attach the pull line to the harness shoulder stTap. At the top of the row, haul in rbc pull-] inc slack, then release either with a quick jerk or a slow, even pull. (This is for a standard l lcwctt ccntcr..cif.rnass bridle. Other hridlcs set up just as easily.) Herc arc some of the positive features of the Linknifc: 1) ·!'he greater the tension on the towline, the more quickly and easily it cuts. 2) 'f'he design prevents Angers and other things from accidentally getting cut. 3) Works with any STRING link. 4) Works with any tow style: static, payo\11 and aero. 5) Virtually eliminates hardware on the end of the rowline. 6) No pin for release line to get caught on. 7) Weighs only a few ounces. Round shape and polycarbonate Cl ,exan) material severely reduces risk of injury from a snap-back. 8) Two blades together trap the strings before cwting. 9) Can easily be set up prior to flight. l 0) Can be used as a "lockout limiter" by attaching two pull lines, one to each basctubc corner bracket, ro limit the amount of yaw while on tow, or as a "pitch limiter'' for aerotow with a line to HANC GLIIJINC

the nose of the glider. 1 I) Cutting :1way from a towline that has no tension requires only a quick tug on the pull linco 12) If for some reason it doesn't work, or the pull string comes Oll t, the Li 11 lrn ifc is still on the weak link and can be activated by hand, just like a hook knife. 13) 'The Linlmifo is held in place on the string link; it cannot accidcmally come off in flight. 14) No "standard" release body/pin retainer is needed, only ,l single 1/4" rapid link on the bridle (so i1 can be opened to anach the string). 15) No rings or strings to "scar" and prevent release. 16) Blades only come in contact with the string link when pilot pulls the release line. 17) No tension on the Linknifo during tow means it takes the same amounr of force to activate no matter how much tension is on the 1owlinc. 18) It is easily cleaned and serviced. 19) Low cost allows gnilt-frcc replaeerne11t. 20) Replaceable parts. 21) Lengthened end on weak link siring can be tied to pull line string to keep from dropping cm pieces. Herc arc the drawbacks we've found so far: 1) Leaving the I .inlrnifr wet and dirty will shorten i1s uscfol lifo. (With normal tow tensions 80-240 pounds almost anything that can scratch, like a rough blade, will mt a string link.) 2) Color choice may nor march your sun3) Not a play toy for small children. Ii) ·rhe Linlrnifo can be set up improperly, just like any release, and fail to work. As always, attention must be paid to the derails. We believe this represents a change frw towing that's for the better. .. without corn·· promise. Safety is improved by eliminating problems without presenting any new ones.

Peter Birren has sincr: 1977. In I 981 hi' b!'f!.tlTI towing with the Reel Htmg Glider Pilots Association Hang JV rating in J 988. He has produced the senn-1n011mtv club newsletter Reel News fr1r the last JO years. Peter is cl contribut~r to the hang gliding be n:ached tit RH( ;p11 ([i)aol com. 0ClOBER 19%

Figure 3: Roll corrections on tow.

No roll input Pilot's tJocly 1s in line with towline fkHllJ f)Ull11

111' Roll input sinco

pilot has rnovorJ alignment

could be flown with a very short rope from a payout winch. Why? Because the payout of the rope and the constant-tension lea-· ture provided an dtc:ctively infinite towline length. This is not intuitively obvious to any but rhe most brilliant, but in Texas some great thinkers (the author not among them) flgured this om, either mathcmati·

cally or empirically, and from this bit of news they invented platform launch. It took a brave person to cat rhe first raw oyster, and an equally brave one to attempt the first payout-winch truck launch. There has been a lot of discussion abour lockouts and methods of recovering from them. As this article points our, with a ccn·

tcr--of-mass tow sysrcm, up to a point, the system tends to cause the glider to recover from unsafe attitudes pretty much automat·· ically, to the extent that some gliders even require that you let them recover without much help or they will oscillate all over the

Continued on page 3 5. HANG CUIJING

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30. sky. However, when you do truly lock out ir happens suddenly and gers worse quickly. In addition, some gliders, especially those with liulc yaw stability and some resistance to rolling, won't amo-recover well. runhcr, it is difficult to know when you arc approaching the point of no return when the glider is in a problemaric at ti LU de. Thus, it m;ikes good sense to deal with bad ;mitudcs by releasing with minimal provocation. l call this rhc RELEASE EARLY principle. Good pilots who arc am>:rc:ss111c can quite often fly the glider out almost anything they encounter when plad<)rm towing. This practice is certainly okay, bm pilots with liule row experience or with rusty flying skills should prime themselves to release instantly at the first sign of trnU·· ble. An interesting aside is that if the rope is above the bascrnbc the glider is much harder to lock om than if the line goes only underneath rhc basetube. The reason for this is that if the rope is romcd entirely below the control bar, and the glider is at the same altinHk as the tow vehicle, the rope will exert a frm:c on the control bar which noses the glider up. 'f'lrns, in aerowhere the rope is always routed tow through the control bar or in a Vbridle arrangement in which the line is ;:machcd to the pilot and routed above the basetubc die pilot can recover from an attitude which would surely result in a lockout if the tow rope were routed entirely bdow the control bar. Therefore, when aerotowing, pilots arc often rold not to release, and that the rng pilot will fly them our of their problems. Recent accidents indicate that this may not be a wise policy. 'l'he most probable reason is that once rhe glider gets into a really bad anitude in which a lockom is inevitable, the ensuing situation after tbc weak link breaks may require a lot of alti. tude fiJr recovery. If the pilot is at a low altitude he may hit the ground before recovering. In addition, a glider pilot in great difflculty may pm the rug pilot in jeopardy. So, unless the pilot is certain that he can recover from whatever is encoun· rcred he should CET or:r THF R(WE. ln acrotow the rope is relatively shorr (commonly l 00 to 200 fe::ct), thus, in theory anyway, a lockom is likely to occur more quickly. If rhc row system is a skyting bridle arrangement, in which the tow Force is par· tially applied directly to the glider at the 0CTOBFR 19%

keel, the glider will be much easier to nose down and thus harder to lock out. But, if you get into ,m attitude which will cause a lock<;ut, things will get bad really fasr. Maximizing tow altitude for a given length oF tow road has been the subject of debate. lt is pretty well known that a sraticlinc system, with the row tension limited to a value similar to that of a payout-winch, will row a glider higher in a given distance than will the payout winch. "rhus, it has been a practice of some in the platformlaunch community to launch a pilot, drive really fast and pay out a lot ofline at a rcJa .. tivcly low tension, then jack the tension up and climb the glider rapidly while paying out relatively little rope. This practice involves some risk. As mentioned, when the glider is nor much higher than the tow vehicle and the tow rope is below the base· tube, the tow force tends to nose the glider up and rmkc it vulnerable to rip stall and then lock out. This is not a fonction of the length of the rope, but entirely a function

of rhc vertical angle of the glider relative to the tow vehicle. Thus, a safe guideline is that the tow tension should be limited until the glider can he flown at a safo :mgle of attack (not excessively high) without rhc tow rope touching the basetube of the glid. er. If the tow rope touches the basembe and is underneath ir, it limits the pilot's ability to pull in and recover from a turn to the side. In conclusion, a lockout doesn't jrnt magically appear out of thin air. Ir usually happens bec;iusc a pilot isn't following some basic principles. They arc: I) Give 1()Q<)-(1 of your attcn tion to the successful completion of the tow. 2) Stay in the proper position. 3) Release early if you arc having trouble controlling the glider. One last thing. Mentally rehearse how far off line or om of position you will allow yoursclfm get. Visualize this, and visualize releasing instantly when you pass the limit. Then, in real life, when you pass that point,

DO IT II

3:)

1 by his year's Region IX Championship was an interesting triumph of skill over conditions. Conditions were less good than those that produced last year's spectacular flying, but they did give rise to some unusual flights a 100-miler from a southwest site, and a new winner. Larry Huffman continues the Pittsburgh Daedalus ITGC tradition of success in the Regionals by winning the contest for the first time. He was joined by Daedalus pilots Mike Neuman who took second, and Pete I .ehmann who placed fourth. Integrating the top rankings was Charlottesville, Virginia's Nelson Lewis, last year's winner, who this year took third. rhis spring's flying suffered in (WO respects when compared to last year's excellent flying. First, winter lingered well into April, thus providing only a shon window of good spring flying. Second, there was a return to the unusual south.. west conditions like those we experienced a couple of years ago. A year ago the weekends enjoyed a remarkable number of northwest days which happily coincided with the Region's abundance of northwest sites. That resulted in an extraordinary number oflong flights being entered in the l 995 Regionals. Regrettably fr)r most contestants, this year's southwest conditions favored the Pittsburgh pilots who have Avonmore, one of the lZegion's few legitimate southwest sites. Pilots in other parts of the Region suffered from their lack of a southwest site, and there were thus few long flights cnrcred from anywhere bur Avonmore. 0

OPEN CLASS Winner Larry Huffinan produced three solid flights, and he used his home··site advantage to good effect as his two longest flights originarcd from the tiny 430-foot Avonmore. The longest flight of 63 miles was also his personal best, and it brought

Lehmann him a first crossing of Allegheny Mountain's intimidating tree descn, p,ist Altoona and over Bald Eagle Ridge. His second flight was a 46.2.miler from Avonmore to the Prince Gallitzin reservoir where be landed at a private airporr. The third flight was a liO.] -mile light wind thermal flight with Claire Pagen up the .Jacks Mountain ridge. Larry is to be congratulated on his victory. It is, however, merely public confirmation of an excellence d1at has been evident to me for a number of years. In second place was Mike Neuman who also took advantage of Avonmore's bounty. On April 27 Mike flew 118 miles for the Region's longest flight of the year. What is remarkable abou1 that flight is that it was done on a day that at first had rather average conditions. Fmthennore, while several of the Region's best pilots were present, the best d1ey could do was 46 miles. Mike did a fine job. His second flight of 46.5 miles was also from Avonmore and ir got him to Prince Gallitzin reservoir. The third flight was short, but remarkable in that he went 23 miles on a completely overcast day that had weak lift and low cloudbascs. fn third place was Nelson Lewis, last year's winner. Nelson's longest flight was a from Woodstock Mountain where he used a camera to document a remote start at the north end of the mountain. His other flights were of 2(J and 25.5 miles The Lmer was noteworthy in that it was one of the few flights that occurred early in rhe year, having taken place on March 16. My fourth place was gained with a mixed bag of oddball flights that were nonetheless ,l lot of fun. The longesr was, again, from Avonmore fi:)r 41 .3 miles on a windy, trashy day during which I was only twice above 2,000' agl. Ncxr was a 28milcr from Fisher Road where J flew with· out a vario as I had stupidly mis-charged

it the nighr bd<')re. Pinally, there was a 25· miler from Bill's rlill, an east-facing site from which l flew to the northeast. All were weird, but rewarding flights. 1n fifth place was Larry Ball who experienced one of the year's fow non-Avonmore long flights. He made it 52.6 miles from Cumberland's Fairgrounds site to Williamsport, Maryland. Sixth place was taken by Claire Pagen, the last pilot to get a 5()..mile flight. She did hers at Jacks Mountain and made ir 51.5 miles to the end of the ridge. Her orher flight was one of 21.5 miles, and also frornJacks. SIXrY-MlLE CT .ASS 'The winner of the Sixty-Mile Class was none other than Larry Huffman, the overall winner. On the basis of his 63-mile flight he promoted himself into the Open Class f<.H next year. Judging from this year's results that shouldn't present him with any hardship. ln second place was Rich Lawrence, one of Nelson Lewis' pro-· tcgcs in Virginia. l·1is longest flight of 37.5 miles was made from Woodstock on an e;irly spring day that featured snow showers, weirdly different cloudbases and a lot of turbulence. Third place was occupied by John McAllister who also turned in three flights, the two longest of which were one of 29 miles from Woodstock, and one of28 miles from Cumberland's E1irgrounds site. In fourth place was Christy J·Tuddle who entered two flights. ROOKIE CLASS This year's tough conditions particularly affected the results in the Rookie Class. Unlike last year, when many Rookies turned in flights, this year only two of the nine contestants did so. The winner, and the only one to have three cross-country flights, was Marc Pink who was coming off a bad accident he suffered last year. Marc's longest flight was 19.2 miles from Woodstock, Virginia, and his second longest flight of 14 miles was gained by using the foll available length of the McConnelsburg ridge. Behind Marc in second place was the Daedalus club's new X-C pilot Ric Niehaus. Ric only submitted two short flights of nine and 3.5 miles, but had other longer ones that didn't count as they fell during the week. You will hear more of him in the future. HANC GUDINC

'fo sum up, this spring's nying was not good. 1n 1995 we had 29 pilors nights, hut only 19 did so rhis ye:u. And in 1995 there w:1s a total of nine flights in excess of' the magic 60-milc limit, while this year there were only two. The expla-· nation lies in the mrnsually long winrer we experienced, delaying rite arrival of what proved to he a wet spring in many parts of' the Region. All the sarne, some pilots, notably Larry fl11ffrna11, did very well this year hy traveling to other sites to take advan rage of local weather or site advanrages. 'J'oo many of us limit ourselves to flying a small number of sites with there own limitations. That is a shame, as Region IX has an abundance of sires which each have their own particular advantages ro compensate for their short.. comings. Pilots who arc willing to travel a bit rnorc than usual have found them· selves rewarded for using the complete palette of flying sites.

1 Place Pilot

Cl{!SS

J) 2) 3) 4) 5) 6) 7) 8) 9)

Sixty

10)

11) 12) 13)

15) 16) 17) 18)

tluffman Mike Neum.an Nelson Lewis Pete Lehmann Ball Claire Pagcn Rich Lawrence John McAllister John Fenner Mircb Shipley Marc Fink Will Good Jim Rowan Ron Dively Christy Huddle Pat Brooks Mike Chevalier Ric Niehaus

Glider

Moyes Xtralite 137 60 Wills Wing HP AT 158 60 Open PacAir K4 52 41.3 Open Wills Wing XC 15 5 Sixty PacAir Klassic Open PacAir Klassic 13:3 51.5 PacAi.r Kiss 37.5 Wi.lls Wing XC 155 29 30 Open PacAir K4 Open PacAir Klassic 144 19.9 Rookie PacAi.r Klassic 144 1.9.2 Open Airborne Blade 21 Open Wills Wing XC 155 22 Open PacAir Klassic 15.5 PacAir K2 11 .3 Open Wills Wing XC l 55 19 PacAir KS I 48 Sixty Rookie Wills Wing Super Sport 9

Totals

112

46.2

40.1 146.3 23.2 129.7 25.5 103.5 94.3 25 l2.9 80.7 73 67.7 9

26 28 15.2 21.5 21.2 28 14.4 14.9 11.7

9.3

5:3.7

14.4

19 8 l2 JO

6 3.5

45.4 40 36 27.5 21.3

19 16.5 12.5

mo•jo (mo'.jri) n.

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Region 4 BOROWY, KAREN: Breckenridge, CO; S. Dewey/Quiet Flight BOB SIMMONS Region 5 KNOX, KIRSTIN: Pocatello, JD; Z. Majors/Wasatch Wing.,

BRUCE RHYMES JOHN TABOR KEISIIYA SALKO

Region 7 CHURCI !ILL, KATHLEEN: Mitchclvillc, IA; D. Glover/Wallaby Ranch CHURCHILL, MYLES: Runnells, IA; M. Jones/Wallaby Ranch WILLIAMS IV, GABRIEL A: Bloomfield His, Ml; F. Clark/1,()(ikom Mm FP

BRUCE RHYMES

Region 8 BACON, STEPHEN: Greenland, NI I; J. Atwood/Morningside FP GRABAREK, CHARLES: New I l:iven, CT; A. Davidson/Tck LOCKWOOD, BILL: Oxford, CT; S. J lciplc/Mounrnin Wings

BRUCE RHYMES

Region CHURCHILL, KATHLEEN: Mirchdvillc, IA; D. Glover/Wallaby Ranch CHURCHILL, MYLES: Runnells, lA; M. Jones/Wallaby Ranch Region 8 LOCKWOOD, HILL: Oxford, CT; S. Heiple/Mountain Region 10 DEfGSLER, RTCHARD: Hollywood, FL; J. Tindle/Miami HC EDELSTON, TOM: Orlando, FL; D. Glover/Wallaby Ranch MANFRA, TANYA: Orlando, FL; M. _Jones/Wallaby Ranch

BEGINNER RATINGS Region 1 DE ALMEIDA, MARCELO: Kent, WA; C. Nelson/BC Advcnrnrcs GOLDEN, JR, WILLIAM: Seattle, WA; R. McKenzie/High Adventure Region 2 ABNEY, GERALD: San Lorenzo, CA; P. Denevan/Mission Soaring FREEMAN, ROBERT: San Rafod, CA; P. Dencv:m/Mission Soaring KOHLI, GAURAV: Sanjose, CA; J>. Dcncvan/Mission Soaring LA PLAN'fE, AARON: Fresno, CA; D. Quackenbush/True Flight HC PHILLIPS, GARY: San Ramon, CA; I'. Dencvan/Mission Soaring RIVERA, LISA: Monterey, CA; I'. Godwin/Western JIG RIVERA, RAY: Momercy, CA; P. Godwin/Western HG TA, HUNG: Milpit:,s, CA; D. Quackenbmh/Truc i:light Region 3 ADIB, FARS HID: Los Angeles, CA; J. Grcblo/Windsports Int'! BLEECHER, ANDREW: Solana Beach, CA; J. Ryan/HG Center CAYANAN, FERNANDO: North I !ills, CA; A. Bccrn/Winclspons Int'! DE JESUS, Ml GUEL: Sylmar, CA; D. Quackenbush/True Flight JOUDEH, AMER: Monterey Park, CA; A. Bccm/Windsports lnt'I PRICE, ROBERT: Artesia, CA; A. Bccm/Windsports Int'! SCHUMAKER, BONNY: La Canada, CA; A. Hecm/Windspnrts Im'! WILSON, TED: Temecula, CA; K. Harrison/Advenrmes Unlimited

Region 9 COHEN, DAVID: Annapolis, MD; W. Thornton/Kitty Hawk Kites FEARIS, MARK: Maysville, KY; A. Bloodworth/Lookout. Mm FP OWENS, ROLAND: llarrisonlmrg, VA; S. Wcmlt/Bluc ROMANO, DANIEi ,: Silver Spring, MD; R. lrnmordino/Kiny Hawk Kites TRUITT In, LEWIS: Rcisrcnown, MD; I'. Venesky/Kitty Hawk Kites WILLIAMS, MATfHEW: Wynco1e, PA; R. Immordino/Kitty Hawk Kites Region 10 DRURY, JACK: Altamont Spgs, J:J ,; D. Glover/Wallaby Ranch EDELSTON, TOM: Orlando, 1:L; D. Glover/Wallaby Ranch GILPIN, JOHN: ( ;reenville, SC; T. l lagcr/Looko11t Mtn Fl' GUITON, TODD: Flimstonc, GA; F. Clark/Lookom Mm Fl' LAWRENCE, TRACY: Homewood, AL; 1:. Clark/Lookout Mm fl' MANFRA, TANYA: Orlando, Fl,; M. Jones/Wallaby Ranch STONE, JR, H EDWARD: Charlotte, NC; C Thoreson/Lookout Mtn H' TENNYSON, ELIZABETH: Raleigh, NC; C Elchin/Kirry 1-fawk Kircs WALLER, CRAIG: Wcllingron, FL: D. Clover/Wallaby Ranch WHETSTONE, CHRIS: Gadsden, AL; T. Hagcr/1.ookom Mm FP Region 11 DORNFEST, DENNIS: Friendswood, TX; F. Burns/ Austin Air Sports EWING, STEVEN: Duncanville, TX; J. JI um/Red River Aircraft MC GOWAN, TIM: Austin, TX; S. Burns/Austin Air Sports Region 12 ELSWIT, !<ATE: New York, NY; B. Wcavcr/Kirry Hawk I<ires STEENBERGE, ANDREW: l'>ranchburg, NJ; P. Vcncsky/Kiny I lawk Kites TINDELL, LOWELL: New York, NY; Z. Majors/Wasatch Wings Region 13 GIMENEZ, CESARFO: Paraguay: C. Thoreson/Lookout Mm FP

Region l GOLDEN,JR, WILLIAM: Seattle, WA; R. McKenzie/High Adventure GRAHAM, THOMAS: Fort Lewis, WA; c;. Nelson/HG Adventmcs HAWKINS, JOHN: Renton, WA; c;. Nelson/HG Advcnmrcs HESSLER, TOM: Vancouver, WA; J. Reynolds/fa· Up HG ROGERSON, GU:NN: Eagle River, AK; S. Dewey/Quiet Flight Region 2 CONNORS, PAUL: S11nnyvalc, CA; P. Dcncvan/Mission Soaring CORNBIII., CHRIS: San Francisco, CA; J. Woodward/Natural !=lying

continued on pct,~e 43 3B

HANC GUDINC

w,•

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HC)LLYWOOO DOES IT Rl(;HT When I first met Bill Lishman 24 years ,tgo he wns living in rm old schooU1ouse just down rhe mad There was a fitll-scale Lunar Landing J\,[odule in rhe yardwhicb, after a rrip to japan, now lives in Oklahoma City at the Aviation a11d Spare Hall of Fame - and 11 toilet bowl in the bell tower. He mlled it "the sent of higher learning." I knew right nway thnt this enco1111ter would be a treat. Everything abow Bill wm and is extraordinary His first though, whm he 111nnts or needs JOmerhing is, "Okay, I'll make one," mther thnn, "\'(!here mn 1 buy one?" He is a 111or!d-class metal sculptor, wood carver and dreamn: He i! e.ood Jr .anvthing ,nro ,, hil..h he pulS hi) c;crp~ On~<' he ~,suil..11l.e' ..01ne·

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,i;n. \X'ho would have 11,Uc,d ,he would become the 199; Gnadian \'fomon Entrepreneur of the Year for her knit-fur business. Bill's hdr<r, Zack. brilliant ,nd biu.rrc, ,v;as the grandson of an IndLn'I

chief His sp,nt shone like Sin,; ,n spue of the r.ivages of che ,vhitc ma.n\ 1ndigniuc-s

and intoxle1nrs. Our fumili<S and extended f.tmilie.s became fusr friends. Our ,1,·1,'t!'C. ,vent

through ,heir three pregnanc,cs rogether. We fought ,he feds wich ·reople Or Pl mes.· stopping the ill-conccivtd socond Toronto airpo". Bill rnughr me about dirtbike nding nnd playing wirh meml. ,nd I med to teach him about flying. I $3\' "tried" becnuse BiU is one of those am:uing p,,ople who rs ,,nuilly sdf-caught in everything he does. I jokingly refer to him as my worst srudenr. In fact, he has become my besr. because ht" has used Aying in :tn :tn12·,ing Jnd uniquely n~v ,,-ay. But l'm rushing .,head here... the magic unfulded thu.s. Bill bough, one of our standnrd Rogallos in the mid 1970',, and made hops from the hill beside his new prope.ry. Purple I UU was a costly 20-mile move bur bo.'5ted a million-dollar. hundred-mile ,iC'\\'. Considering the p:mor:.1.n1:a char ,,-:lS :u hand he was lrustr.ued with SO-foot flights that lasred only seconds. He wamed more Jltitude .1nd 1ime in lhe air. and to...,,ing \\'a$ only possible on his propertv behind a ~ow1nobile in v:inlt!r.

\X'hen he saw a photo ofJohn Moody on his powered "3sy Riser 1.000 feet above the \"<'isconsin counrryside. that \\'lS it. He

called me. hot co~· one ASAI' Bubbling o,·er ,,..irh enrhusiasm he bluned. "You buy it and l'll bui.ld it. rhis is the way to go.• Perfec,. we made the call. 11ie only problen'I \\'3S that ,ve ,,.-e,en'r the only ones ,-vho had decided co order a .. lfoer." Produccion was months behind schedule. By the time ic arrived BiU had a scuJprure co1nmission and "-'JS too busv co build it. Finally. he had Bob Briggs do ,he job (Bob J]((1 built the one 1 tle,,· in che nlovie) and v.-e took it out co Hill's hill. L'his i~ ,,•llere 1he mo, ie tak~ up the rale. (The book begms w:ty before l met h1m.) \X'hac a noc -

me uymg to ,,·e-is;hc-shift

c..ontrol rhc: ~.1.0,1 ,v1lh feet f1:1iling even

,,·hile \tt."t'r1ng 1r ,,-uh the: tip rudders! Then there ,va.'- B,11 beaking in ,vith :a chunderous thud. )ou·11 hear th.1t ,ound =·erbc:rating fro1n the big ~reen for ,ure. \Y/e did a lot of ,vh.:icking. ·ro say cho...e uill~ ,vonden are pitch scns1civc is like saying 1here i} ,vacer in chc ocean or sand on che beach.

~ Thomas AUen OeffDaniels) builds a motorized hang glider for daughter Amy (,4.nna Paquin) to stand in as a mother goose. Amy learns to care fo r the geese she helped hatch. T

Undaunted, we ordered up a West Bend "engine" (in the loosest sense of the word) and a CGS reduction drive. The first time I flew this configuration the reduction unit exploded, spraying prop bits like shrapnel through the wings. The takeoff and climb-out, even in the dense winter air, was reminiscent of a flamingo in sweltering heat at sea level - slow and sloppy. There was a barbed wire fence "in my face" upwind, and a freighter-sized knot in my stomach. Luckily, I had skis on and set her down crosswind just clear of that prickly scourge. My part - a decidedly small one in this masterpiece of filming titled "Fly Away Home" - was a saga in itself. I do all the unpowered foot-launch bits: thumps, stunts and some groovy gliding around the Hart Farm five miles (eight kilometers) north of Bethany (~80 km northeast of Toronto, Ontario, Canada). I double for Jeff Daniels who does a fine piece of acting. Jeff also carries a mean Riser and it's a piece of work! Once reliable, sustained, powered flight is achieved and the landing geat is added, I'm outta there. Counting the efforts of the first and second units we spent six weeks oflong days with cables, cranes, a hydrostatic winch and heljcopters portraying flying in those early days. 42

There are a few scenes I won't soon forget. Gary Capo, second-unit director (Wind and Water World), asked me to fly close enough to a break-away fence that I would have to lift my feet to clear it. Surprisingly, we nailed it on the first try in spite of a side-hill, gnarly, tight, midday tow. I said, "I hope you got tl1at. " He said, "Move it over rwo feet and do it again. I want a different angle!" So I rrudged through the long grass with the rope while the crew hauled the bird back to the top. Then disaster nearly struck. My threesuing release jan1IDed. It took three pulls, then a rwo-handed Herculean jerk to get free. By then I was way too high and off line to the left. Trees were al1ead and to the right, and blocking my planned bailout slot were more trees. Big rocks were everywhere. I hate when that happens. I dove hard left, cranked hard right, and leveled off, then floated and flared witl1 a blast of both rips rudders. Whew, a foot short of the forest. There was no time to ponder the potential peril; the entire second unit was waiting. I fixed the flippin' release and went for take three. Great, we got it perfectly. Then there was the house and that big, bad barn nestled on the side of the ease-facing hill. "Can you get closer, closer? Can you fly with your feet rwo feet over the roof

peak?" asked Gary. Dave Thompson, my diamond-in-the-rough winch operator, was trying to give me a gentle pull to the perfect release point. The valley was small, the wind cross, and there was a huge maple blocking the easiest approach. Dave eased off the tension too soon. The hardwood loomed. There was no time to think so I put on some speed and banked for the barn. Shoot, too low. I held airspeed until the last moment, climbed me sloping roof and cleared it! Then I dove for speed and the can1era crew scattered. I sprinted out a crosswind landing wim 10-foot strides and fmally beaked. (I was directed to intentionally end many flights with a whack.) We missed the shot. I was too far right. Take two was way too high but good old number three was perfect poetry. I was able to safely zoom over the center of the peak so close mat I had to spread my legs to clear the lightning rod. Anomer bit of excitement occurred on a challenging blind launch, mat is, I was at the bottom of the downwind side of the hill, invisible to the winch operator who was across a field from the bottom of the upwind side of tl1e hill, wim 1,500 feet of Spectra line stretched between us through a two-span gap in me trees 011 the hilltop. The plan was to launch gently and, when all was cool, to tension up hard for a dramatic "reveal" (me cameras were on the other side of the hill from takeoff) followed by release and a high pass along the valley. We'd been waiting for these conditions for weeks, and I was looking forward to getting some air. My crew was nervous. Dave misunderstood me "less tension" radio command and aborted a perfect takeoff shortly after launch. It's good to always err on the side of safety, and I landed easily on me uphill slope. Still, I was miffed. I started down to reset. As always, my eyes ran over me glider's structure. Was char a crack by the lower trailing edge/hang cage bracket? Oh my gosh, it goes right around! How rud we miss it during our preflight inspections? A slight tug and it pulled apart! Close scrutiny revealed that me other side was hair-line cracked half way, hidden w1derneath. Too many whacks. It was late but Dave and Leslie went into high-gear repair mode and, after a long-nighcer, we were ready to fly the next day with a wing mat was stronger than stock. What a team. Meanwhile, rumors had escalated to the

Continued on page 49. H ANG GLIDI NG

continur:dfrorn I [/\RU•'.MAN, JOI IN: Los Garos, C:/\; P. Dcncvan/Mission TllLLEARY, Cl IRIS: Sacramcmo, Cl\; ( ;, Hamilton/Sacramcmo I

KRUPP, JEFFREY: Sroclmrn, CA; R. l.conard/Advcnmrc LU, SHERWIN: San Jose, CA; J. Woodward/Natural MUELLER, JAMF.S: San Rafael, C:/\; I'. Dcncvan/Mission NIXON, MIKE: S:rn Jose, CJ\; E. Jlcnricks/Na111rnl Hying PEARCE, GREGORY: Sacrarncmo, Cl\; c;. Hamilton/Sacramento l IC

3 l~ARSI-ITD: Los Cl\; J. Grcblo/Windspons Tnr'l BLEECH ER, /\N DREW: Solana Beach, ( :A; J. IZyan/H (; Center DE JESUS, MIGUEL: Sylmar, C:/\; D. Flight HARRLOF, DAVID: Sunland, Ci\; A. l\ccm/Windsports Inr'I LEKAN, (;EORGF: f lcrmosa Beach, C:A; /\. Bccm/Wimlsports lnt'I l .OVE, PHILIP: l'asadcm, ( :A; I\. Hccrn/Windsporr lnr'J PR!CF., ROBERT: Artesia, CA;/\. llccm/Windsports Inc'! Region Ii BURRELL, DOUG: Lehi, UT; P. Anderson/The Center CO; F. C:lark/Lookou1 M1n Fl' CORDELL, KELLEY: MONG, TOM: J\. lkcm/Windspons lm'I l1011ldcr, CO; M. Windsheimer W/\UGRESKI,

MYLES: Runnells, I/\; M. Jones/Wallaby Ranch COX, ERIC: Middle River, MN; II. Kushner/Raven Sky Sporrs KIM, CHUL: Roseville, MN; B. Kuslrncr/Ravcn Sports WIUJAMS JV, GABRIELA: Bloomfield His, Ml; F. Clark/Lookom M111 Fl'

Region I

HARTZOG, KURT: Moumlake Ter, \YI/\; T. Jolms/Cascack VAN DEEST, KORRIE: Evcret1, W/\;J. Craharn/Foo1 Launch Region 2 KIBORT, MICHAEL: San Jose, CA; P. Dcncvan/Missicrn MALESKI, KAREN: San Jose, C:/\; E. I limichs/Natmal !;lying Region 3

KEI .LEY, MELINDA: Pacomia, Cl\; J. C;rcblo/Windsports Im'! RAFFERTY, MIKE: Santa Monica, c:A; J. 11 unr/Rcd River Aircrali: SKL/\VER, BARRY: Tarzana, C:/\; D. Quackcnbush/Tn1e I IC SWANSON, STEVE: Temecula, C:A; 1'. Phillips/Lake Flsin,m: Spons Region Ii BRIGHT, JlM: Albuquerque, NM; M. Clamz/1 figh Dcsen I IC COPPLER, DAVID: /\lbuqucrquc, NM; M. Claim/I ligh Desert I IC MC I.ELLAN, WAYNE: Flagstaff'. AZ; S. Mish/Bandi10 Action STEELE, KEVIN: Prescott,/\/,; R. Richardson/Arizona 11(;

Rcgion 7 BERNEY, PETER: Streamwood, fL; B. Kushner/Raven BOYNTON, BILL: Eden Prairie, MN; C:. Thoreson/Lookout Mtn l;P HENDERSON, CHRISTINE: West Allis, Wl; R. C:i1a11skas/Wasa1ch WIXOM, MICHAEL: Plyt11ourh, WI; B. Kushner/Raven Sky Region 9

Region 8

TURNER, STEVEN: Baliimorc, MD; R./\. Hays/Maryland School l !G

DOWNING, TOM: Nonh Tlaven, CT: B. Davidson/Tck Fligh1 KERR, DOUG: Manchester, NI I; R. Corbo/Morningside FP

Region 10

LOCKWOOD, BILL: Oxford, CT; S. I lciplc/Moumain

BECKER, MARKUS: Rising Fawn, GA; M. Taber/Lookour Mtn FP CIMINNISI, FRANKLYN: Newnan,(;/\; T. l lager/Lookom M111 1;p PACINI, MICHAET ,: Orlando, Fl,; M. Jones/Wallaby Ranch

'"'"""" MARK: Maysville, KY;/\. Bloodwonh/Lookour Mm Fl' Region 10

BUTTRUM, KENT: Mt Pleasant, SC; M. Labado/Lookom Mm FP DEIGSLER, RICHARD: lfollywood, Fl.; J. Tindle/Miami l lG ED ELSTON, TOM: Orlando, I L; D. Clover/Wall.ihy Ranch GILPIN, JOHN: Greenville, SC:: R. I lager/Lookout M tn Fl' GUBSER, STEVl(: folmson TN; D. Glover/Wallaby Ranch GlJITON, TODD; Flimsrone, CA; J,. Clark/Lookou1 Mtn Fl' LAWRENCE, TRACY: I Tnrncwood, /\L; F. Clark/Loukrnll Mrn FP SHANNON, FRIC: Greenville, SC:; A. Bloodworth/Lookour Mm FP STAMPLEY, MELISSA: Alpharetta, GI\; l'. Hawk Ki1cs TENNYSON, EUZ/\BFTJ I: lttlcigh, NC; C. Elchin/Kitty Hawk Kites 1.-,1,11111'\J:,,. ROEL: Scomhoro, AL; F. Clark/Lookour Mrn FP WALLER, CRAIG: Wellington, FL; D. c;Iovcr/Wallaby Ranch WHETSTONE, CHRIS: Cadsden, AL; T. I lagcr/1,ookout Mtn FP

THOMAS: Houston. TX; F. Bums/Ausrin /\ir Spons HAGUE, RICK: Bmlcson, TX; J. I !um/Red River Aircrafr

, .t'" "''·'"·

,1,1v1 D1·,,-,,, JOHN: Minerva, NY; D. C11ido/Susquehanna FP FRIEDLI ltN., BEATRICE: NY; P. VoighrJJ,ly f ligh J TC TINDELL, l.OWELL: New York, NY;/,. Majors/Wasatch Wings

OCTOBER 19%

Region J J WACHT, LYNDA: J\rling1011, T'X; D. Broylcs/Kire Fmerpriscs

Region 2

V/\NDENBFRG, PETER: Sacramento, C:i\; G. J lamilrnn/Sacramcmo If(; Region 3 KETCHAM, JAMES: Malibu, Ci\; J. Grchlo/Windspons lnr'l NAGI, JOE: Kailua, ! II; B. Bc1merr/LJP San Diego Region Ii DE PONTE, BRENT: Albuquerque, l\M; M. Clantz/1 ligh Dcscn I [G DENTON, TIM: Linlcron, C:O; M. Windsheimer

Region 10

APPLEBEE, I.ARRY: Longwood, FL; C. Bowcn/Qucsr Air

ROBBIE WELLBAUM BRIAN SHOOK MIKE SIMPSON ZACMAJORS

by Luen Miller, Accident Review Chairman Pilot (instructor): 40-year-old male 20+ years, Master ratExperience: ing, Examiner, Observer, Instructor, Tlmdem Instructor, 'fow Administrator, Aerotow Supervisor, all special skills Pilot (student): 44-year--old male 17 years, Advanced, Experience: Advanced Instructor, all special skills including foot/tow launch and aerotow Site: Gates Field, Garretsville, Ohio Date: July 1996 Glider: Pacific Airwave Double Vision Probable lockom on Cause: aero tow Injuries: Unknown/Fatal Glider damage: Unknown l(Jwing behind a Saber trike, the two pilots began a tandem flight that was to be part of a Tandem I sign-off The student was acting as pilot in command, with the instructor as the passenger, Conditions were reportedly calm, warm, very humid, and post-frontal. The time was aro11nd 9:00 PM. After a norrnnl roll-out that was slightly extended by the trike pilot to allow the tandem glider to achieve more airspeed before liftoff, the flight began normally. The trike pilot observed the glider behind him to be slightly low and slightly off line. 1 Jc reported the climb to be "a little slow, but norrnal for the weight." Witnesses on rhc ground saw the glider yaw slightly to the left: some time soon after it came o/F the dolly, remain slightly off line, then begin to roll harder to tha1side. At tbis point the rng pilot attempted to release, couldn't, and tried slowing to ler the glider catch up, then speeding up to try to break the weak link At some point the glider either seems to have entered a hard, arcing locked-out turn into the ground. There is a possibility that

the glider stalled in a steep turn as the line or weak link broke. The m;iximum altitude estimated for the steep tum ranges from 50 to 150 feet. The glider hit the ground hard at a steep angle, left wing first. One pilot was apparently killed on impact, the other died a short time later.

Until the investigation into this recent incidem is completed, we can only come to some general preliminary conclusions. The root cause of this incident seems to be that the tandem pilots couldn't or wouldn't release when a problem developed, and that the tug pilot was also unable to release the line from his end. The student pilot was reportedly in control of the glider during launch, and seerns to have flown out of the range of acceptable parameters. If he was unable or unwilling to release, it was the responsibility of the tandem instructor to rake over and release the glider. ft will probably never be known whether either glider pilot attempted to release, so we can't comment on whether they were frlllowing proper procedures. It is possible the instructor chose to attempt to fly our of the situation or allow the stu-den t to do so. It will probably never be known if the physicnl configurarion of pilot and passenger prevented the instructor from taking control, or if there was some eguipment problem with the glider. If the glider pilot is unwilling or unable to release, the tug pilot normally should release the glider, and he attempted to. 1t was the eventual equipment fail.me (the release at the tug) that made the sirnatioll instantly critical and was probably the irnmedim:e c:msc of the fatalities. We have two more faialitics because a glider couldn't be rcbsed from tow. Ag~in, the fatalities occurred in a training situation in which a student pilot should reasonably nor be expected to do every-thing perfectly. l have suggested in rhe past that we need some method of automaric:ally cutting free a glider under tow that isn't where it is supposed to be, and this is yet another example of why we need such a

device. [ never imagined it would be two highly experienced pilots who would die for lack of such a system, let alone some-oner knew. I am strongly recommending formal review and :malysis of releases and weak link designs for all methods of towing by the 'fowing Committee, and thnt recommendations on adoption or improve· ments be generated. I also strongly recommend that the newly available Link Knife be similarly examined and tested, and consideration given to use of it or other automatic line-cutting devices, especially in training situations. J believe that from preflight through release we should have more standardized procedures in rowing. More stringent parameters should be ser for cxacdy how far a glider is nllowed to diverge from a planned flight path before release by the glider pilot, observer, or tug pilot becomes an automatic reaction. And in many situations, such as training, the decision should be taken om of the hands of the pilot and release should be mechanically effected. Pilot:

41-year-olcl male At least nine years, Advanced Site: Williams Peak, Colorado Date: August 10, J 996, around 3:00 PM Glider: Wills Wing RarnAir 146 Failed aerobatics Cause: Head, internal Injuries: Glider damage: Broken ldt leading edge near crossbar junction, bent keel, broken kingpost, broken upper cable After launching and flying for about an hour and a half the pilot flew toward a large grassy field used as a landing zone. Conditions were described as consisting of "mid-afrernoon thermals" and moderate to strong turbulence, at altitude as well as near the ground. · J'hc winds were of vari-· able direction and velocity, generally north-northwest. At an estimated height of several hun-drcd foer above ground level the pilot performed a wingovcr. He exited the wingover into a dive of "extreme speed" and lost most of his altitude. At only 200 HANG CUDING

Flight Computer is

The

to be the best XC vario market. No other flight

ro 300 feet he started a pull up into another wingover or loop. At rhe top of the climb he was upside down and stopped. At this point the glider stabilized and flew in ;1 slow, descending path at an esti-· mated descent rate of!ess than 200 l1m1 umil it was 50 to 100 feet above the ground. '] 'he pilot was observed pulled up to the hasetuhe with some of his body forward of the control frame. His foet were still in his harness resting on the trailing edge. When the pilot threw his handdeployed parachmc the glider then slipped or dove toward the ground, accelerating 11ntil impact. The pilor hit the ground "foce and front " and the glider landed on top ofliim still upside down. The parachute didn't deploy beyond the bridle and landed at his foet. Impact speed was estimated at 30 mph. Emergency rreatmcm was administered for 20 ro :30 minutes until professional medical personnel determined that the pilot had died.

The pilot wasn't an experienced aerobatics pilot. He did not have an altimeter. 'fhis was possibly only his second flight on the glider, and he reportedly flew very little last year. He flew "at or above cloudbasc" (over l ,000 feet) for over an hour withom oxygen just before he flew out to land.

The north-northwest wind direction can result in turbulent air above the I.Z clue to a small mountain upwind. '] 'he wimcsscs stated that they thought the pilot was trying to rotate the glider by leaning to one side, instead of throwing his parachute early on. !twas the opinion of one reporter that the attempt to throw the parachute destabilized the glider into its final dive. Another reporter speculated that the pilot might have been performing for witnesses on the ground and people on a nearby beach.

ANAIYSJS Was this pilot attempting to keep his weight as far frHward as possible, hoping the nose would drop through, as I have OCIOllll, I 9%

has accumulated as miles.

are more

than regular flying.

u want the real thing, get the Tangent. "Now I know

m gliding as

efficiently as po great.

e. The

con ro I works

audio s

It's pretty 11·

be able to get my e

off

my instruments. rously addictive, frighteningly necessary.

I love it."

heard recommended by experienced aero .. liaric:s pilots?· rhe witnesses thought he would have been far better off if he had thrown his parachute immediately. Flying away from a parachute is the most cfflcicm way to deploy iL When rhc glider didn'L quickly fall through nose first the pilot probably should have deployed instantly. This pilot was wearing a half-shell helmet which was pushed up over his fore .. head when he was icrnnd. He appeared to have hit face fost on hard .. packed dirt ;md sufforcd substantial facial injmies. One reporter thought that a full-face helmet could have made a signiflcam difference 111 accident. Acrobatics ;:ire frm for many, and the primary n:ason for flying for some pilots. They arc undeniably more dangerous than regnlar recreational flying. As far as saf'c,y is concerned, the best· recommcncla-tion concerning aerobatics is still not to do them. N017i: As you have probrib!:y noticed, the names of'the fiuality victims arc abscntfrmn this column. There is nothing about these two incident:r that precipitctted this change. In 1 had been considering this policy since 1first assumed the position of' Review and tl/J!Jn>ac,'Jetl both editor Gil Do~~m tmd Committee Chairman l,muless about these changes bcfr1re these two From now on we will be like every other aviation magazine and leave victims' na:rnes out of'a/l 1 think will be easier and overall produtt mon: professional. Ill

"The Tangent is the best performing climb and glide instrument I've flown with. I like how you can person ally tailor the myriad of function

the 'fangent

boasts to suit your style."

R DESIGN I IO I Glendora Ave CA 94602 IO 531 2261

,uridumd

photo, bJ M,kr 11,,6;,

Wild Blue •nd more p:m of a mucb bigger picrure. My perception ofcommunity 'dcr.til' dropped away: instead I s,w 'infrasrrucwre.' Parking lms and buildmgs wrn, all gecnog smaller and morc nu=rous. The layout of dungs could be seen. and the open spaces berwccn rook shape. I could see all the mrmunding t<rrain and, looking around, ,ook in ,he speccicuhr panoramic view of mounr.uns. I re=mbcr dunking how beautiful C'\'cryclung looked and fclt, and i, seemed like C'\'Cf)'thingwas righ, in me world. "As I adjusted to the sensations 1had a momen•>f) rhoughc: "''ha< ofsomething wen, wrong? J IID3gined hunling ,o the ground and srud ro m)"Clf. 'I don't want ma,, [[S [00 beautiful 3 day.' Stilling cha, noaon. I rook comfon in tha, lim sa<d cvctydung was worlung as it should. It was surprismgly ""'Y 10 hold • conv,:rsation, but I found I had nothing p:ucicubr 10 "'l' oilier than, 'Wow. this is .mta7.ing. A,vcsome.' "Alter a while we reached the alurudc when, we we.re ro cur free from the rug. Suddenly Wl""'C<C able ,o do mo«c in<=· ing things. Tim asked if J 11111JUed to uy some sralls and I said 'go for ir.' Ir w:,s fun. The wind stopped blO\,ing o,·e.r u., momen,arily- then a S\Y00$h and we were going again. I asked co ny banking around inco somt" mm.s.. We continued for • while and I couldn't really~ much altitude 1cm. I fd, lilcc I wanted to continue for houn. I couldn'r gcr enough of the sighcs and it seemed like there wa. too mu,h ,o rake in. Sensory overload. AL one poini a motorized ula:ilight pass<& fur below us on a tangential course, and w,, drificd over a miniawrc airfield of RC airpbnes buzzing around ·Evcnrually i, was obvious thar ,hings on the ground wcrc beginning m get larger. We were lining up for our landing. As we ci,ded the las, rime, the ground was aa:derating up coward us ar a much more obvi.. ous r:m,, and ir seemed as though we wen,

OC'IO&R 1996

ABOVE: T,m Shra (left) and Saist Fa"{uhar

afar tiJtJ/ig/11. INSET: Scort (kftJ andfon,d fami, Browr,. RIGHT: Th, pair in flight

Tbe aerototv /,,unch.

zooming m. We touched down abruptly. and the sound of the wheels hnnng gr:,.,·d blasted ,mo 1hc pietul\"." From ,he ground the spect;1tors observed the row, hom shirs climbing withour release for 20 full minua,s, the ulualighr rug pulling cwo large men and a single-rurfuce drngsrer against gr:aviiyand me cool morning ait Evmrually they s:iw lim release from rhe line and pcd left. Bill choo.ing ngb1 by prior agreement. Bill put me D,-.,gonfly into 3 sreq, ~pir,t dM<, (0 where 1t appe,red from rhe ground char he would cry m a1tch the 10\dine in his reuh_ Tim wd $con boared around in no-lifi: condirions, =nrually set up a left-hand panern, and pur the wmg down on rhie edge of the runway, wheels kicking up dusr, one wing rip e:x,ending over the loo bu_shes and weals alongside. "I\-, gona get om." lim so.id. "Ir feels srrnnge 10 havo the ground so clo,e,• Scon "Plied. 1irn conceded that he bad bad a difficult rime wilh the flight A cmdem irul:rucror for more mm five he cnjoyt giving an experience mat c:.h.tnge. ptoploi lives. "Scan presented a real challenge to my abili1io:,,," he s,id brcr. "Ii w:is a lot harder th:in I 1houghr ir w:is going w be. Since he couldn't hold his head up. I had 10 do ir "ith my shouldas. Nor easy. When we were lying there juSl about to I admit I was having second thoughts. Fonun.udy the row""'"' flawlessly; Bill is a grcar rug pilot I was a lot more uncomfonable 00 the ground dun in me air- 5()m<'thing about the nose being up that made him lean on me more. "We ralktod on me way up, and afo,r release we boated around until Stott ..kcJ 10 wang a little. We >UJ..d within chc lc:g,I bounduics with respect ro bwklpitch

>"""·

,ow.

angles; he added. Par nr.uegically chaJ. lcnging Right> like rhis one, he sees aerotowing as ch• best rool in rhe bag. bar nonic Thcsc days, 1im'$ main inrereSl in hang gliding is inscrucrion. ·rvc done the mega X.C gig. some aero. Both arc a 101 of work, though worth i1. Bcing a pilot has meant quire: a lot to me; I guess Jwmt to share: it. I bdievr ru nO\V rock with tandem. It's great...

After breakfut (and a grisly scene in which ninj:t aviators Susan and Alex reduced Mike 10 a pile ofboocs "ith their rag-cearn Hollywood karate movcs). Scott and Jamie =dcred back home acros; the Grear Wot, and left mosc invoh·ed 10 ponder the significanc,, of what they bad done cogcthot Mikt, sat out the rowdy part of me nc:xr day amp the mountlin. savoring mobility. opting for better launch conditions. 1im rook the opporrunicy ro rom:id« the moth-.:s fur his altrw>m, and whel\" reaching will lead him, and to rdlecr on !he fickle nature offurtunc_ Srou was left with a long-craved 1a,;1e of freedom. and 1he unccrrainry of how 10 pursue flight from mi; point furward. • 1 wish I fd, likr my Slory was more compelling.• he conlmed. "I'm basici.lly bored co rears and sick of sirring on my >s.1 c;\'cry waking momem. I've though, about the reasons J'vcwamerl ro hangglid<, and I don'r think they're any dill'<m>t from ynurSlt'sasouro:: of fueling very free. By the way, I w.1tched 1he HaTlg Gliding Exmm~ video. If I'd .ecn 1h,i when I was Still walking. nl have RUN 10 rho nearest opporcuniiy to learn. "Bur this idea didn't jusr pop inro my head," he wmc on. i~vc been incrigucd since I was a young rccnager. bur had lirtle aposurc beyond reading my dads= of

lotu AndSit)w. I think I alwa~ lhoughr lo do it som«b,>. The only thing that occurs 10 me nO\v is cha,. since Tc,m'c do what "'~rybody el.., docs easily, I wanr co choose somerhing rhar mosr folks are •fraid 10 do.' Jwie confessed char ,his is the first lime she's seen Scon look forward co an c--ent in the several yearl she's known him. l\,rhap, it's the n12gic of Oight; pedu~ it's an asycr-unp=n brand of courage, or simply hope. 11r.n rhe carrot which d:u,glcs just beyond reach can susrain more powerfully chan a hundred boiled and consumed. no on• could deny. Bur Scon has real hope of finding a way 10 grow wings co replace, his arms and legs. He now discusses th~ prospects of voie<-aaiv:ued or sip-andpuff-pncumacic sailplane control. He seek, out soaring lircr.uure and further cmdem c,rpmence. He considc~ what it ,viii rake ro pioneer no,hands aviation, and wh•t legal barrien he would encounter. and how soliury char toad might be. la the final analy'>is, Scorr is sean:hing for a way m larp living. He has spenr 13 years awak,:ning ftom the <hock of a jarring blow. Barring, mcdical or rc:cllnological miracle (and th")' do occur). his choices h,ve appeared limircd. Now a Aickt,r inside is rrmc:mbering char chis man oflin1ir3rions is nor thr sum roial of who he is. Th= arr those who believe in D<stiny. Of Scon's youthful dreams, none would be his real &re_ His d=iny was nC\'t'.r anything bu, the supn,me unfuimcss. and supreme challengt', ofliving as a quadriplegic. How ro remain a furcr in the world? How ro live 3 good life, ID make 3 difference Few t0uld pull ir of[ Whether Scon docs remains to be seen. He ca.o pale, or pcrscvcrt Bur be is exploring. And in fn:c nigh,, he may have found• bit of work.ble lift.

S<otr F.1rquln1r bttamr an ef!/rial USHGA hang gliding 1tutk11~ ,111d J«k, itk,u and u,,,,, to pion«r h,11ds-fttt jligh< Stort [;,,,, i11 Sama Fe, N,w Mc:ico. Tim Shea's 11lliat1'011 '1'rdmrial, inciudt: USHGA Mmr(r mri11g. Ta,ulem/Advarrcrd lnsrruaor. all 1ig,,-uffe; Marrrr-mral slrydiver. Wpm"'" pi!,,, ASEUG!ida; po-d ulm,!tgl,rpi/,,1 (a,ul soo11 instnu-tor). Tim iu/Q ;,, Santa l"ruJ:it c,lifornia.

Miltr Vomis' a,•iario,r m-dmrials indude: USHCA Mwnad mti11g, &tJir /,13rru,tor. Milt~ {i,,a in F-remont. Cilifomia. • HMG GLIDING

Continued from page 42. point that the first unit heard the wing had folded at 150 feet and I was badly banged up, having narrowly escaped death. Maybe I had. Amazing grace was granted us on the last day. We had a lot left ro do. Weather, site, wing and camera glitches had all taken their toll on what they had hoped to get. The shot sheet looked like Murphy's Christmas list. The day yawned, smiled and came on like a philanthropist with fair weather that would put a grin on a statue. It radiated over the crimson trees and lit up the valley in a blaze of color. Bili's book alludes to how smart geese must be to follow this seasonal spectacle south. We put 11 flights in the can from three different multiple camera setups. All of them were on the money. The final flight, as the day closed its eyes, was a bonus - a perfect path and a gentle, planned beak. Janet, my wife, stopped by to watch my wing tip blow a kiss to the porch and, from a 500-foot row, plant the nose six inches from the mark. As Native Americans say, it was a great day to die! That was the end of my small part. The splendiferous rest of the filming took six more months. When it was all done, John (big cigar) Veitch, the grand Exec Producer from Columbia who worked with John Wayne and was wounded at Guadacanal, said that director Carrol ("Can't you stay up longer?") Ballard (Black Stallion), who came out of retirement to do this movie, was having a real problem cutting four hours of fantastic footage down to two. I finally got to see a preview. Man, was it worth the wait. This is the most beautiful flying movie I've ever seen. I'll be amazed if it doesn't blow a whole lot of people away. Ironically, almost none of tl1e really difficult shots mentioned above were in the final version! The Hollywood version tells a very different story than the book, which documents an incredible real-life story. In the movie the Lishman character (Thomas Alden), played so well by Jeff Daniels, is trying to win back the affection of his daughter (Amy Alden), played by academy award winner Anna Paquin of The Piano. She discovers a nest of goose eggs and brings chem home to hatch. To help his daughter teach the orphaned geese to fly, Thomas builds a motorized glider to stand in as the mother goose. After crunching the tough old bird in from 40 feet Qack Sanderson does a wild stunt crash scene), Thomas totally rebuilds rhe Riser, recovering it with Mylar and adding a tail. The humble hang glider morphs out of the rubble into the world's first and best goose plane, the flagship of the magnificent Operation Migration fleet of microliglm which boasts a bunch of variously goosified trikes. It has been a real privilege to play a peripheral part in a naturalist's and flyer's dream come true. Imagine. Flying witl1 the birds. No, better - being lead bird. No, better yet - being the best-migrating bird to Virgin ia and Soutl1 Carolina, with the geese returning on their own, not once but three times! You gotta read Bill's book Father Goose. What a well-written, informative, personal account of that odyssey it is.

Ifyou would like to help Operation Migration, in addition to buying the book which is now in stores everywhere and seeing the movie which comes out in September, you can send a donation to: Operation Migration, Box 280, Blackstock, Ontario, LOB IBO Canada. They also have T-shirts, videos, posters and other stuff • OCTOBER 1996

THE SENSOR 61 OF W/Interconnected Flaps & VG

SIMPLY OUTCLIMB THEM A New Way To Fly Sailplanes and Paragliders camber their wings at will. The Trampenau Flaprn system, not only boosts yo ur climb-rate, but also allows slower and smaller concentric turns. Yo u've never experienced a glider that performs at such a high level, yet handles this easily.

Climb Fast, Glide Far Loosening the VG lowers the flaps, increasing camber into a high lift, slow speed, thermaling airfoil. Dominating every core, you'll find yourself climbing faster than you ever thought possible. Tightening the VG raises the flaps and reduces the airfoil camber transforming your wing into a blade for maximum speed-range and glide ratio.

Launch And Land With Flaps The launch advantage is becoming airbo rne with more margin and control. Landing with flaps has dual benefits. You may accelerate above 30 MPH increasingly building drag de grading yo ur glide. When it's time to flare, your touch down SReed will be noticeabl y slower!

New Spee dFoiJ™ Tubing Lower drag, our new airfoi l tubing for the king post and control bar boost the glide ratio adding a point or more at higher speeds. Other feat ures on the Sensor 610F are: computer-optimized , laminar-flow airfoil; twelve shear ribs; control bar apex aft of the CG; Kevlar band & dacron cord TE hem; 7075 T6 LE and ribs; semi-cantilevered cross tubes and a simplified 12 minute set-up . We all knew that eventually hang gliders would be this good!

-THE SENSOR 610F WITH FLAPSWHAT YOU ALWAYS WANTED FLYING TO BE ... 41 Aero Camino Santa Barbara Ca 93117 SEEDWINGS

•

Ph. 805/968/7070 Fax 805/968/0059

1 USHGA 1997 HANG GLIDING CALENDAR· Excellent photography .. (available in Sept.) .... 1/b USHGA HG CALENDARS· More excellent photography. (Circle Yr) 1994 1991 1990 1989 . . 1/b

$ 9.95 $ 1.50

"SPECIAL NEW PILOT" Magazine. Hang Gliding or Paragliding (circle one). Buy both! . . . . 7oz PARAGLIDING-THE COMPLETE GUIDE by Noel Whittall. Comprehensive, color photos .... 2/b HANG GLIDING FLYING SKILLS by D. Pagen. Our most popular book. Beginner-Novice ... 1/b PERFORMANCE FL YING by Dennis Pagen. For the Intermediate-Advanced pilots. 340 pgs. 3/b UNDERSTANDING THE SKY by D. Pagen. THE most complete book on micrometerology ... 2/b INSTRUCTOR'S MANUAL by D. Pagen. For hang gliding, used in IC P's. Plenty of illustrations.2/b PARAGLIDING FLIGHT-WAL.KING ON AIR by D. Pagen. Govern, all aspects, 140 illustrations.1/b PARAGUDING-A PILOT'S TRAINING MANUAL by M.MeierM/ills Wing. Covers all aspects .. 2/b RIGHT STUFF FOR NEW HG PILOTS by Erik Fair. Reprints of Erik's HG column. Classic. 1/b 2/b HIGHER THAN EAGLES by Maralys & Chris Wills. Bio. of hg legend Bob Wills.Hardcover. ACCESS & THE GENERAL AVIATION AIRPORT ENVIRONMENT by B. Moorman. 2/b DOWNWIND by Larry Fleming. Share the experience of over 20 years of hg flight. ......... 1/b THE ART OF SKYSAIUNG by Michael Robertson. Used in ICP's, withe Charts of Reliability .. 1/1) RECORD ATTEMPT KIT Includes all forms needed for national & world record attempts ..... 2/b FLIGHT LOG BOOK The Official USHGA flight log book. 40 pages. Log those flights! 2oz CERTIFICATION BOOKLETS Document your skill level sign-offs. Specify HG or PG. . ... 2oz

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FL.Y HARD Rob Whittal & C. Santacroce the westcoast. Rock soundtrack.(36 min) . . 1/b POINT OF THE MTN (Utah) HG & PG action at one of America's favorite sites. (52 min) .... 1/b BORN TO FLY HG action. Meet Larry Tudor & Green team, fly Owens, Sandia, etc. (50 min) . . 1/b PG: THE MOVIE Owen's Valley world competition. Hot action, rockin' soundtrack. (40 min) .. 1/b CLOUDBASE PARAGLIDING Great intro. video. Meet the hot pilots, fly the hot sites. (36 min) 1/b HANG GLIDING EXTREME Fly spectacular sites in the US. Meet the top pilots (50 min) .... 1/b HAWAIIAN FLYIN' HG & PG in Paradise. Amazing launches & awesome scenery! (46 min) .. 1/b DAREDEVIL FLYERS Ill-THE PARAGUDERS Join Team WW in Telluride, CO. (50 min). 1/b All our videos are in USA!VNS NTSC format only.

$35.95 $29.00 $34.95 $35.95 $34.95 $34.95 $33.00 $24.95

WINDSOK™ 1.5 oz. ripstop nylon, 5'4" long w/11" throat. Pink/yellow or pink/white (circle one). 2/b $39.95 WINDSEEKER glider flying model. It loops & soars. Lots of fun to fly, you'll want two. ·/Soz $ 3.00 USHGA EMBLEM DECAL. Our original logo, in its original colors, 011 a 3" circular sticker. . .. 1oz $ .50 USHGA SEW-ON EMBLEM Our original logo, in its original colors, on a 3" circular patch. . .1oz $ 1.50 MTN. GLIDER DECAL Full color 6" rectangular, long-lasting vinyl decal. Very colorful. . . . . . 1oz $ 1.50 MTN. GLIDER SEW-ON The most beautifully embroidered patch you've ever seen. . . . . . . 1oz $ 3.95 MTN. GLIDER LAPEL. PIN Multi-colored, custom shaped w/epoxy dome, military clutch back. 2oz $ 3.95 LICENSE PL.ATE FRAME I'd Rather Be Hang Gliding or I'd Rather Be Paragliding (circle one). 1/b $ 6.50 •ERIC RAYMOND POSTER 24"x37" Eric 17,000' MSL over the Sierra Nevada Range ...... 1/b $ 5.95 *AEROBATIC POSTER 23"x31" Colorful keel-angle shot of John Heiney looping skyward .... 1/b $ 6.95 *Posters are NOT AVAILABLE on International orders-Sorry! SPECIAL - BOTH POSTERS FOR $10.00 PAYMENT must be included with order. drawn on a U.S. BANK! SUBTOTAL WEIGHT (for shipping) NON-USA orders must be in U.S.

SHIPPING Under 16oz ADD $1.50 1 LB ........... ADD $4.00 2 LB ........... ADD 3-4 LB ....... ADD 5-6 LB ....... ADD $6.00 7-8 LB ....... ADD 9-10 LB ..... ADD Over 10 LB .. Call/fax/email NON-USA SHIPP/NG-Call/faxlemaif

to:

SUBTOTAL Colorado residents add 3% tax ~ - - - - - - Shipping

I lANC CLJDINC: ADVISORY Used hang should be disassembled before fast Lime inspected card,dly f,ir bent 01 drntcd downrnbcs, ruined lmshings, bcm bolls (cspe· cially the hcan boil), re-11scd Nyloc n11rs, loose rhim hies, frnyed or rusted crhlcs, tangs with non-circrrlar holc.s, and on !lex wings, sails badly torn or torn loose from their anchor poims front and bad on rite keel and leading If in doubt, many gliding happy lo give an objective opinion businesses will on the condition of equipment yo11 bring them to inspect. Buyers should select equipment that is appropriate for d,cir skill level or rating. New pilots should seek professional instrnction from a USHGA CERTIF!FD !NSTRU< :TOR. l'I.EXWJNGS AAA DRACONl'l.Y (lilli) lilJ.8800.

DREAMS CLEARANCE SALE Raven Sky Spons (Ii 1Ii) liTJ-8800.

lli5 & 18'5.

FA U :ON I liO Excellent condition, all white $?.,:300. J IF pod, small $/5. (61 'J) 7,75-300').

l !PAT \ 58 Exccllcrn, folding spccdbar, 6" ems, cnstom hcavy·duty rain bag, excellcttt glider matching /Ii harness w/?.2 gore !'DA, panoramic helmet, har mitts-everything new or excellent $2,800. (70/i) G6fs .. 2000

FALCONS - 1/iO, 170, 195, 225 new and used. Wallaby Ranch ('>Ii I) /i),/i.()070.

Cood condition, black-n-white $600. Hl'AT 158 (813) 526-362011orida.

New, zero airtime, immaculate, FALCON 1'J'j trade or offrr. C,60) :$78.:lOli 1.

Hl'AT 158 1,:xcellenl condition, low hours, yellow/white. Brtll:e (602.) /iiJ:)..()525.

FALCONS C:J.FARANCF SAJ.F School use, one season. All sizes $1,500-$2,500. (lilii) liTl-8800.

I I I'll Excellent condition $500 01\0. Parachute $100. (Ii I 5) 66')-T337,.

FLY TWO '')5 PacAir tandem glider, one season, top shape $2,600. (Ii 1/i) /iTJ-8800.

5/iS 6368.

FORMULA I/iii Stopped /'lying, need to sell $1,000 OBO Cll3) <,GJ-8835.

Kl.J\SSIC 166 (805) 61i/i-8861t.

l'ORM\JI.J\ 11i!i Excdlcnt condition, 100 hours, custom sail $1,600. (702) '786-0818.

MARI< IV I - Cuod condition $1,000. Richard (30 I) 2%-052/,.

Abom I 00 hours. Owned, mainl'<)RMULA ! !iii tai ncd and designed by l'acAir sailn,aker $1,500 OBO. (ll'J) li/ili-0681.

MOYES XS 155

<10 homs, warped cloth TF $1,(,00. (.'\03)

Tow plane, used, goud price.

AAA TFNNESSFF CLEARANCI' SALE Raven Sky the midwcs1's largest bang gliding school, will visiting Henson's 10/1 I 10/18 with a large selection of used for sale. Jlreams, Visions, I<lassics, Fakolls, talldem gliders, Phone ahead to reserve a rest flight

:rn hours, winglcts $2,950 OBO.

$\,JOO OHO. (Ii 1ii) li/3 8800.

MOYES XI $2,7,00 OllO.

AIRBORNE SIIARK, Bl.ADE RAO:, ST!NG, BlJZZ. New and ne,1rly new. Demo daily. TllE WALLABY RANCJ I (9/i I) li2ii-0070,

CARACF SAI.F . formula llili & l'ili, low time $1,mO each. 510 VCll $1JOO. Kiss $700. Many har ncsscs, parachutes and instrumems. (602) /i82-'J/2:3.

55G7.

DOUBLE VISIONS & Fl.Y2 Wallaby Ranch ('Jli I) ,i2/i-0070.

(; EM I NI 16/i Excellent beginner glider, great con· dition .'.,650. ('iii I) Ci(A-58:lO.

(Gl 9) 28G-560/i

MOYES XTRALITF 1/i/ 15 homs, just I rnomhs old! l'e1frc1 $2,800. Also BRS & Air rockets. 1

l)Jff.AM lli5

New and used.

I Ii 5

VC condition, pink,

Ii 51bs $875 lJSf) will ship from hluc/blue/white, VC condition, low homs $7')5 lJSI) will ship. Rick (20/i) 251 21 lli,

Only

honrs, gorgeous crisp sail

,j; I, 'SOO. (702) 786.7956 Reno.

If PAT I 'jg Nice [;liclcr, s;tcrilice, must sell $750. (:110) :l'J$ 8/i')/i,

USHGA CLASSIFIED ADVERTISING ORDER FORM

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50 cents per word, $5.00 minimum Boldface or caps: $1.00 per word. (Does not include first few words which are automatically caps.) Special layouts or tabs: $25 per column inch. (phone numbers: 2 words, P.O. Box: ·1 word, E-mail or Web address: 3 words) $25.00, line art logos: $15.00 (1.75" maximum) ui;;t,uL.11~i;;. 20th of the month, six weeks before the cover date of the issue in which you want yom ad lo appear (i.e., June 20 for the August Prepayment required unless account established. No cancellations or refunds allowed on any advertising after deadl'1ne. Ad insertions FAXed or made by telephone must be charged to a credit card. Please enter my classified ad as follows:

SECTION :J Flex Wings IJ Emergency Parachutes

IJ Parts & Accessories Business & Employment U Miscellaneous U Paragliders u Videos

U Towing U Schools & Dealers U Ultralights U liigid Wings U Publications & Organizations UWanted ] Harnesses

Begin with

issue and run for ............................. consecutive issue(s). My U cl1eck, J money order is enclosed in the amount of$ ..... - ..........- ..... ·-·· ....... . NAME: ADDliESS: CITY:

_STAT!=: ......~........ --

PHONE: .......................... Number of words: Number of

Ocrc )BIR 19%

USHGA, P.O Box 1330, Colorado Springs, CO 80901 (719) 632-8300 , fax (719) 632-6417

MOYES XTRALITF 117 Mylar sail, one year old, superb condition, extra downrubc, our·glidcs & o\llsinks about everyrl1ing $3,000. Beautiful HPAT 158 $1,000. C:hcapo special: Kiss 15/i $400. (619) li73%(, J. MOYES XTRALlTE XS, XS3, XT, XL. New and nearly new. Available immediately. Nation's Moyes dealer. TIIE WALLABY RANCH (9/i I) 0070.

PULSE 1OM CoOl! condi1io11, bluelwhitc/orangc $1,500. High Fncqw COCOON, excellent condition 5'10" $2'i0. Reserve l'ARACllUTE $:l''>O OBO. C71 Ii) 663-8818 cpautlcr I ((ilcanhlink.nct Brand new, never {lo-wn. Blue. green PULSE I OM & white $3,000. (408) lilil-l:J.36. lU\MAJR ili6 Flown one season, 31 hours, Ar:imid LE, never whacked $2,200 or $2,liOO w/winglcts. Chuck Woods (',05) 7.39-TlliO. RAMAJRS (2) l'ili & Iii(,, both have very low ho11rs, like new condition, clean colors $2,500 ea cl 1. Minnesora gliders, low UV. ((i 12) 688-8218, (617,) 'i59-0816.

SlJPFRSPORT l 63 I .ow hours, cxccllenr condi" tion, $ I ,/'Yi OBO. Also High Fnergy Tracc1

) rnany oprions1 grca1 con-

dition $350. (619) 286-560/i. SUPERSl'ORT 16:3 50 hours, cxccllenl condition, whirc w/black 1mdcrsurfacc $1,890. (808) 9ii.'H)883. TRX I 60 Fxcellcnt condition, de1ailcd pictures upon request $1,800. (619) 272-8516.

UP XTC: 167 Mini, extra downtubes and hascrnhc, collapsing specdbar. Must sell $1,000. (')70) 920 2}1'5.

VlSlONS &. SPF.CTRUMS Bought-Sold-Traded. Raven Sky Sports (Ii I Ii) li73-8800. WW SPORT 167 $'!00. High Fnergy harness wirl, BRS clrnrc $Ii 50. (508) 68/i .. 6267. XC: 15'i Excellc111 condition, 50 hours $7.,'iOO including winglcrs. (')'/0) 6/i 1-2937. XTRALJTE H7 ~- CoOll condi1ion, bbck-n-whirc, mylar $2,:JOO. (8 J 3) 526-%29 l'lorid". EMERGENCY PARAC:J JUTES

RAMAIR 15/i - - Cood condition, 50 hours, blue I .E, pink under w/hlack logo $1,900 OBO. (li06) 2/i56090. SELLING OUT $2,200. Sport American I 6/, Harrier II 177, good condirion $100. I larnessescocoon w/1,arachutc $325, Tracer pod w/rockct &. new parachute $700. Uvex Xl. kevlar helmet $ I '50. l'ly1cc 3005 $300. BEST OPFER ON ALL. Joel ( ;odin (9 JO) 983-4253, godi11j<rhols.ne1 SENSOR 5 J OF Crear shape, extra down Ill be, new bag, must sell $900. (70/i) 693-'iG8'l.

Al.I. BRANDS Bought, sold, and repacked. Tnspccrion and repack $25-$35. l'arachmcs, bridles, inspected and replaced, paraswivcls installed. AIRTIME OF SAN l'RANCISCO, :)620 Wawona, San l'rancisco, CA ')ii 11 C. (Ii 15) ST<Y-11 Tl.

CLOUDBASE HARNESSES Cocoons, pods, spaghct ris and more! SAIi. REPAIR. Prodnccr of OLTRAMJTTS. DISCOUNTS on VARIOS ""d PARACIIUTES. Qnali1y h"rncsscs for 2-i years! Cloudbasc/Chris Smith (706) 398-3%/i (leave mes" sage.) COMFORTABLE TRAINING lli\RNESSES durable. four sizes. Call

o:w.

HARNESSES BY AIRTIME

2ft CORI,: Pili\ Wi1h swivel i,,r 1"11dem $570 OllO. (Ii iii) li/.3-8800.

l'ARAClllJ'J'I<'. 26' wirh paraswivel and High Energy deployment bag, like new $350. (209) 'iJ I %98. HARNESSES

SPECTRUM 1-1/i 20 homs, excellent condition $2,000. (708) 957-328 l Chicago.

SPECTRUMS & V!SJONS Bought-Sold-Traded. Raven Sky Sporis (4 i /i) 47:\-8800.

CC I 000 Excellent 5'7"5' I()" $250, $:l50 with chmc. (901) 23/i-8180. C:(; 1000 5' I 0"-6'2", great shape $250 OBO. (970) 920,2315.

SPORT 167 .. ~ 30 hours $900. (80 I) 167 2529, (801) 588-:l7'i7. SlJPERSPORT H3 One owner, lilac & magcnt", crisp sail, Colding spccdbar, xc bag, 2 downt ubcs $1,800. (916) ?.81-3016 day, (')16) 283-li715

evenings.

SUPERSPORT HJ Excellent condition, <60 hours, hot p1111,11na1•,enta stripes $2,000 OBO. ('J/0) 92'.i-5510. SUPER.SPORT 163 Like new, sail crisp, supine $ I ,800. (516) 82671.38 evenings.

(719)

SUPERSPORJ' )63 Test flown only & flew great $2,500 OBO. (61 'J) lili8-798}.

MasterCard. 52

I.AZER $769 JFTSTREAM $789 Both harnesses arc designed with 1he same body. The differences arc in the spreader frames the La/er being flexible and the Jctstream a {ii!! back.frame "comp" harness. Via a conversio11 either harness can he convened Lo the orhcr (you virtually get two harnesses in one). Airtime of S"n Francisco (li15) 759-1 lT7, fax (415) 759-1182, email airtimc((ilmobiLJs.nct

equipment HANC CLIDING

J!l(;fJ ENERCY POD HARNJ\SSFS Sizes & styles change monthly, $300"'100, Cocoons $200 each, (Ii iii) !/73-8800,

THE HANG GLIDING CENTER Located in beautiful San Diego, USH(;A instniction, equipment rentals, loc,I flying tours, Spend your winter vacation with us, We o/for Wills Wing, l\icifk I Jig!, Ball and :v!oycs, M,1nufacwrcrs ofTJJE DROGUE CJ-llJ'l'F,, I'() Box 10ii9, Lakeside CA 920/iO, (619) 561-1009,

ARIZONA

WTLLS WJN(; Z3 l!ARNESS Like new, 5' 'i'li", w/d1ure $600 OBO, (619) li18-7983, WILLS WINC Z3 I IARNFSS Excellent condition, S'B"-6'2", w/ncw PDA chute & swivel, best offer, (619) li18-79il3, PARAGLTDERS IKA ROS SA

J,ook nndcr New York, RIGID WINGS

SUPERFLOATER ULTRALIGHT SATLPLANF Two in stock, ;ivailable for test ilights, Allen TX (near Dall;is), (2 I Ii) 996-7706 wcekd;iys, (21 Ii) :l91l 9090 evenings & weekends, tJI:l'RALIGHTS

ARIZONA JIANG GLIDING CENTER INC We arc a full-time, Fl/LL SERVICE hang gliding shop located just minutes from the BEST si1e in /\rizona 1

Mountain. We have the n10st corn-

prchensivc tr:iiuing program available and can teach yo11 to be a SAFE pilot in less time! We stock glidcr.i; harnesses ;uid ins1n11ncnts from Wills} Pac/\ir, Moyes, Plytcc, Ball, CC and many 1

BUILD/FLY Yom own BACKPACK POW ERED PARACHUTE for lirn/pmflt, Takes off from level ground unassisted, Safe, simple, lllC'XJJcns1vc, Dct;iilcd hook with somces, Now only 19,95, 1089 Medford Center /12/i4g, Mcd/,ml OR J,np://www,wave,net/easyup/

more! We need your

instructor

Rob Ricl1:1rdson, 353 FLYABLE DAYS LAST YEAH' 5721-2B l,obcn Road A'/ 86:llii

HICl-1 ADVENTURE Hang gliding, paragliding schooL Equipment sales, service, rentals at Somhcrn Calif'ornia's mile high site, Crestline, lJS]!C;J\ lnstrucror Rob McKenzie, lly appointment year round, (909) 883,8/i88,

ARKANSAS IKAROS SJ\,

J ,0ok under New Yorlc

MANTA Pl'LED<;F W!NC; Hang glider harness, trike, 380cc electric s1arr lloyd, basic insrrurnems, front brake, flies great $1,700 OBO, Frank (206) '!27-2666, ROTORWA Y FXFC: 115 l lelicop1er, folly assembled, never flown, single carhmeror, electronic ignition, open trailer included $18,000, (312) 625, ')B'iO,

OZARK MOUNTAIN JIANG GLIDERS Sales, service and instruction, I60 Johnston Rd, Searcy AR 72 lii3, (50 I) 279-2/i80, CALIFORNIA ADVENTURES UNLIMITED -- Orange County's schooL lJSl IC/\ certified instruction and tanspccialisL New & used eqnipmcnr, Wills Wing dealer, (7Jli) fi%,,8000,

HANG GLIDING it,,,BICYCUNG PffltAGI.IDING FULL SERVICE SHOP 1,0(:atcd at the base of rhc mountain on Hwy 7/i, Dealers of Moyes, Blue Sky Aircraft, PacAir, Ball, f ligh Avocct & more, Call for free area info pack, Open Rentals avail, able, Visa & Mastercard accepted, 909 r,74,,2453

31401 Rivc.rsilfo D1'. Lake I~lsillon", CA,

WANTED

TANDFM c;UDFR l larnesses and gear, in excellcn1 condition, (3 l O) 39:l-,8/i9/i, WANT NFW GLIDER Trade real nice 19'/B Kl, 1000 Lrd rno1orcycle and HPAT 15/J, Tom (352) IJ8 l -3322 Florida,

SCHOOLS & DEALERS ALABAMA CLOUD BASF CORI', dba Rocket City Airsporrs, Sales, rentals, service and certified instruction at Keel Mo11nrain, C:nrley, Alab:rn1'L l'cH information send SASF and $ I 10 PO Box 122, Curley AL 5'i7/i8, (205) 8808512, (20'i) 176-9')12, LOOKOUT MOUNTAIN l'LICHT PARK ad under Ceorgia,

Sec

HANGGIJD AIRTIME OF SAN PRANCJSCO ING & PARAGLIDING, 1 lamess manufac111rcr and repair specialists, US] IGA paragliding instruction, tandem, All brands of paragliding and hang gliding and used), Next to l'on Funston, The equipment only lidl service shop in San Francisco! ,3620 Wawona, San l'r:incisco CA ')ii l I(1, (Ii 15) 759- 1177, Cf!ANDHLE SAN FRANCISCO, /NC Complete hang gliding and paragliding sales, service and instrnction since I 9TL Northern California's f,1cili1y, New and used equippacbgcs, clinics and tandem lessons, 1595 E Francisco Blvd Ste I;, San Rafael C:A 9/i'JOI, (/il5J-<;LJ[)]NC, ITANC; GUDER EMPORIUM Best training hill in the wcstt Full service hang gliding/paragliding shop, established 197/i, PO Box Ii J:l39, Sama Barbarn CA 93140-J:ll'J, (80'5) %'i37'1:l,

9253()

MACIC AIR Lessons,

vice, lJSI J(;A certified towing instruction, Landing and thermal clinics, ('707) %5-0lil l, (707) %3,31i55,

instrnction program, located at rhc Bay premier training sire, foa1urcs sfopecl "hunny hills," winch towing, snperlitc and com/i,rrablc training harnesses' "FlRST FUCH'J'," a video presentation o/' om beginner lesson is available for only $?,() including shipping (mr1y applied to your l'"•''u,·,,,u,;, Om deluxe retail shop showcases gliding innovations. We stock new,

and PacAir gliders, Trade ins arc

OCTOBER 19%

wclc01nc. J:ccl free to dcn10 the hottest new harnesses in

om custom simulator! I l I 6 (near Sim /off) CA 950'35, (108) 262- 1388, MSC:I ICQilaoLcom wwwJ1ang,-gliding,corn

'J]

TRUE FLIGHT HANG GLIDING SCIIOOL DONALD QUACKENBUSH has the only shop at world famous Mountain, l .os Angeles. instrnction and of hang gliding cqu1r1mcnt the shop making MANTIS for over fifteen years. I J112 Ave., Sylmar California 9LJ12, 1-800-891-5/i.'l:J, (818) 367-0119. WINDSPORTS minutes from I.AX. Elsinore and trainiJJg sites. Vacation training, and sales packages including lodging The most popular gliders and equipment, new and used in stock. Trade in your old equipment. 325 sunny days each year. Come fly with m! 16115 Victory Blvd., Van Nuys CA 9lliOG. (818) 'J880l I 1, hix (8] 8) 988- 1862. COLORADO GOLDEN WINGS Lessons, sales, service. USl!CA ccnif'ied ins1rnc1ors. Dcakrs fo, Wills Wing, Blue Sky 1\ircr:ift Co. and PacAir. l W. ')th Ave., Colden CO 8010 l. (:-)OJ) 278-7 I 81.

The Original & Most Fxpcricncccl Aero1ow Flight Park Srtt isfaqjot1 (;q,rrrrnt.ecd

Very conveniently located just 8 miles from Disney World. YEAR ROUND SO/\.\UNG • OPEN AT.L DAY 7 DAYS A WEEK FOUR TlJCS, NO WAITING LAUNCH STRAIGHT INTO ANY WIND DIRECTION

CONNEC'rJ(:trr MOUNTAlN WJNCS -- Look under New York. FLORIDA GRAYI\lRD AIRSPORTS INC USIIGA & USlJA certified instruction. Beginner thrn advanced glider pilot 1andcm acrotow training & ratings. ultralight pilot rhru basic flight instrnctor training & ratings. 3 axis stickrimc for Swift, Supcrfloatcr or Dragonfly pilot rraining. lns1n1crion 7 d,rys a week by appoin I mcnr. Dealer for all night and acrotow 15 minntcs from Springs, 1.5 hours Disncyworld. Call (;rcgg B.McNamce (352) 215·8263. LOOKOUT MOUNTAIN FUCHT PART< Sec Nearest n1011ntain training ccrner

NO MORE BUNNY... THE HILL WITH IT!

30+ NJ.CE rentals to try: Super Xrralitc, XC, Kl.issic, !\lade Race, XSJ, XT, XI., Laminar, Still!\• Falcon, Supcrfloater. Al.so harnesses, vario.s, Cle.

13 Tn Tl have learned to fly here.

No one corncs closi: to our level experience and success wid1 \andcin acrotow instruction.

A Crcat Scene for Family and Friends ... 10 motels & restaurants wit bin S 1nins,i shade trees, sales, ratings, XC wcr1thcr, climbing trampoline, DSS TV, ping pong, bungee swing, picnic tables, swirnmillg pooL etc.

Sec our Web sire a1, http://www.wallaby.com Please call us for rcforcnces. 1805 Dean Still Road, Wallaby Ranch, Horida )38:37-9:'\58 (941) li21i-0070 phone & fax Rcli,1blc • State of the Art

.!J.C. JNC.IFLYJNC; FJ.OR!l)A SINC:F 197/i

GEORGIA

Flights of over l 00 miles and more than 6 homs. Cross Articles in Hrtnf. Glirlinf., Kitpl1111cs, Country and olhcr.s. Fc;1rnrcd on 1111111cT011s shows) including ESPN2.

Conservative

W'E HAY!•'. The most advanced trainini; program known to hang gliding, teaching you in half' the rime it rakes on the training-BUNNY HILL, and wirb more in .. flight air rime. YES, WE CAN TEACH YOlJ FASTER AND SAPER. For year-round train· ing fun in the sun, call or write Miami lhng Cliding (305) 285-8978. 2610 S Bayshore Drive, Coconut Grove, Florida 3313:l.

INTRODUCES ()lJEST AIR SOARINC CFNTER. Come Fly with the Original DRAGONFLY TEAM Learn 10 1 lang Clic\c wi1h srnte-of.1hc-arr tandem eqnipmcm and get a minimum of' Ci ro 8 hours of airtime during yolll J we cm accclcrn1e your i-hcrmaling us l{H a tandem soaring flighi- in prime time air! Ca1nping lishing and swimming available, also close to all Central l'lorida Attractions. fnrcresrcd in a TlJG PlLOT? Come learn ro fly rhe Dragonfly Aero Tng on one of' the grass airfields in Central Florida, with two 2100 foot ntnways and over 80 acres of wide open space. l'ind our how you can yom own Aero Tow Club or Flight Park starred. Microlights Assembly and Tr:iining htciliry on site, FOUR NEW TUGS IN STOCK. Bohhy Bailey, Campbell l\owrn and Russ Ilrown arc USUA and US! !GA CcrtiJicd Tandem fnstrnctors. GLIDER & EQUIPMENT SALES AND SERVICE OPEN SEVEN DI\ YS A WEEK CALL FOR MORE INFO (90ft) lt29-02!3.

Malcolm Jones, l )avid ( ;\over, Rhen Radford, Ryan Clover, ArlSlin Collins, Tom Ramseur & Jim Appleton

Sell

WEEKLY CAHIN RENTALS At Lookout. Call Greg Glover at The I.anding 1·800-80.'l-7788 . LOOKOUT MOUNTAIN i'LICHT PARK Sec our display ad. Discover why FOUR TIMES as many pilots earn their wings at l .ookout than at any other school! We wrote USHGA's Official Training Manual. Our specialty-customer satisfaction and ftm with the BEST FACII.J'l'!ES, largest inventory, camping, swimming, volleyball, more! !'or a flying trip, intro flight· or lesson packages, Lookout Mountain, jusl olllsidc yom COM PLETE training/service center. (800) 688 .. LMFP.

I lANC CLll)INC

HAWAII

MINNFSOTA

BIRDS OF l'ARADISF I Ling gliding & ultralight flying on Kauai. Certified tandem instruciion. (808) 82.2. 5309 or (808) (d9 I ()(,7.

SPORT SOARINC CFNTER/MINNFAPOLIS Instruction, equipment dc:tkrs for Wills Wing, P:JCiflc Airwavc & Edel. (612) G88 0181

lDAilO

NEVADA

TREASURE VALi.FY I IANC CLIDINC: J ligh products from reputable rnanufactttrers. rcaturiue l'acific Airwavc, J ligh

ADVFNTURF

Sports, l;lyrcc and more! Sales, ~crvicc, seminars &

ror Airborne, Blue Sky, Moyes, Paci/Jc Airw:tve, Wing. %50 22 Research Way, Carson City, NV 8')706 (702) 8837070 phone/fox.

ing info. Boise, ldal10 (2.08) :176 791/i.

NORTH CAROi.INA

ILLINOIS NEW.JERSEY RAV[,'.N Sl<Y Sl'ORTS - D 12) %0-0700. Please sec our ad under WISCONSIN.

MOUNTAIN WJNCS

JNDIANA

NEW MEXICO

J.J MITCHELL -TANDEM. UP, PacAir dealer. <,7Tl

MOUNTAIN WEST JIANC CLIDINC -()ff'ering sales, scrvin\ instruCLion in the Pour Corners area. Wills Wing, Pacific Airwavc. (505) G:l?.-81ili3 Farmington NM.

Columbia Ave., I Lurnnond, IN IJ6:l21i (21 ')) iWi-285h. KFNTUCKIANA SOARINC;

Sec our display ad.

RAVEN SKY SPORTS (Ii I Ii) IJTJ 8800. Please .sec our ad under WISCONSIN.

SLJS(2lJEI !ANNA !'LICHT PARK Cooperstown, NY. C:errified Instruction, Sales and Service for all major m,111ufocturcrs. liO acre park, training hills, jeep rides, bunk house, hot showers, 600' NW ridge. We have the best in N. New York :state to 1each you how 10 fly. RD 2, !lox :l18A, C:oopersrown, NY 13326, Cl 1'5) 866<, 15).

COROLLA FI.IC:HT tandem flight in~lructor, teaches initi1,ing

Double Vision. Call or wrire for information De Wolf, Corolla Fligln, l'O Box l 021, Kitty NC 279ii'J. (91')) li5:H800.

Look under New York.

Right Park

UI' OVFR NF.W MEXICO lns1rnc1ion, sales, service. Sandia Mountain guides. Wills, PacifJc Airwavc . Alhuqucrquc, NM (505) 821 85/i4.

KANSAS NEW YORK PRAlRJE JIANC c;UDFRS Full service school & dealer. Crcm tandem insrrucrion, towing & XC: packages. (:l 16) :l/':i 29')5.

AAA FLIC:I IT SC:JJOOI.

MOUNTAIN WINGS

:rnd EAST COAST PARACLIDINC; in Ellenville

MOST PROFESSlONAL in NI·'. with 15 years experience. 7 full time certified instructors, Ii exclusive hills. We stock everything available for pilots and & service AIRWAVE, UP, BLUE SKY, WILLS WINC and now MOYES, also SWIFT, SUPERFLOATER and AI.L PARAGI.IDER BRANDS. Unhcatable prices on gliders. Full time towing facility, tandems, JC:P, clinics. We do it all. 1-800-525-7870, (9H) 61il-33T!. 150 C:rnal Street, Fllcnvillc NY l 21J28. OUR FXl'ERIF.NCF SPEAKS FOR ITSELF. NY.

MEXICO CO .. HANC: C:LIDINC: 11 ! (Mexico) Alex Olazabal, Valle de Br:ivo. OJ] 'i2 ?26-221Jli9, fax 011 52 2 5'5:l 30li5. MEXICO Fl.YING CFNTER I nviws you to our local tours, all year round Ja'or rnorc inCormat ion contact:

Po11s)

Salvador Novo //JS l, Col. C:oyoacan, Mexico D.F., C:.P. OliOOO, Tel/h1x Ill 1-52'\-6'>2 66(,6/5'ili 17-79, I•:mail: pous~llservidor.ttnam.mx MFXICO WINTER% ')7 Mid-December to mid-March. Awesome sites for hang 0-5. Clidcrs provided. Contact (512) IJ67 2'52') or email: rrajd)<i1\1ol.com

MICHIGAN NORM l ESNOW'S l'LYlNC ADVFNTURES Ridge snaring, fooc-launch hang and p:tragliders. lnscructor, Examiner, Tow Adminisrra1or, lessons. Call Norm (81 OJ .399-9433. TRAVERSE CITY IIANG GLJDFRS/PARACIIDERS FULL-TIME shop. Certified instniction, foot l:nmch and tow. Sales, service, accessories for Al.I. major brands. VISJ\/MASTERCARD. Come so:tr our li50' dimes! 150') F 8th, powered naradiidir,u japancse unir, "m ,,,. "'·" Dealer inquiries welcome. Call Bill at (61G) 927 .. }81J1. Visi1 our school in Jackson, Wyoming. C:all "1 'racic :ti

OCTOBER 1996

FLY lllCJI lJANC Cl.]])JNG, lNC. New York, C:onnecticm, M111.). Area's EXCLUSIVE Wing dcaler/spc· cialist. Also all other major brands, accessories. <:crrifred scbool/instrucrion. '"'""'''""'" secArea's most lNEXPENSlVE [)rices. ondary instruction ... if you've finished a prngram and wish ID rnminuc. Hy rill' moumaiu! ATO!. Tandc111 Comae! Paul 51 (d Rd, Pinc Bnsh, NY 12'566, (')14) 17.

Distributors, learn 2000, Apco, I.a

TANDFM INSTRUCTION AEROTO\XIINC PARA(;L]l)JNC • HOAT TOWINC , MOUNTAIN CJ.\NlCS FOOT LAUNCH • OPEN YFAI\ ROUND BFACJ I RESORT • F<JUll'MENT SALFS AND SERVICE

(800) lntcrncr Address: lmp://wwv.1,kittyl1a•v1k,com E-Mail Address: ha1114--gli,deG•101t11er-h,anks.,com

OR ECON AIRTIME ORECON Ccnificd i11struction ou modern equipment. SAFE rY~PROGRF.SS. l.ots of new and used equipment and hardware in stock. Dealer for Moyes, l'ac:Air, WW, Uvcx, C:rnter of Cr:ivity, l ligh Energy and lots more. Paraglidcr sales: FLIGHT DESIGN, Pcrchc, UP and Phone/fax ('Sli l) 998- 122.0. PENNSYLVANIA

Mouctte, Cosmos, Mount;:1inccr J\ir Creation and 1

more. Fnll service and equipment at best The most frimdly service in rhc area. For ro: IS/\, 381 I Ditmars Blvd /11 I0, Astoria Store address: 2931 Newtown Ave., Asroria NY. !'hone/fax C/ 18) T17-7000, email: lkaros I (r1J;10l.com

MOUNTAIN TOP RECREATION C:cniCicd instruct ion, Pinslrnrgl1. (Ii 12) 6<J7-li477. C'MON OUT AND PLAY! MOUNTAIN WIN<;S

I .ook 1111dcr New York.

Tell the world your head Is in the clo1ds, by wearing great new cletblng and accessories

from the United States Haig Gliding Association!

Hile t-Sbl~t fR!'UI tllo.9' l lb

•ta.n.dard polo I BPO"!: $2 ... oo l lb

blue , green a b urguod7

earth polo f BPOLB , 21.00 1 lb aprq,ce & ol1Ye

atone wa1hect oap1 1u.n &radieat t•ahtJ>t f BH'O'I U ... , , l lb

I BCSV U1.,, 1 1b blue , green & berr7

woodblock t-1h1rt l'l'VB U6.9~ 1 lb blu• PO, brown BO

cla111e t·1b1rt f B'l'CL.l U ... , , l lb

Name._ _ _ _ _ __ _ _ _ _ _ _ _ _ __ Address _ _ _ _ _ _ _ __ _ _ _ _ _ __ Clty_ _ __ _ _ _~

Pllone No.

Qty

1olt eap1 I BCG 112.00 l lb r e 4 1 bl11• 4 p11rph

wool Jaeltet f B,TJ;VL 1 70, 00 3 ll>o

Item I

statc__Jlp _ _ _ __ day ( _ }_ _ _ _ _. ...

Size

Color

logo

Price per Tot1I

I MLll

ah/ bh $

S lll ll

ah/ bh $

S II L n

ah/ bh

s . l ll

ah/ bh $

S M l ll

ah/bh s

S•btotal

Colorado reshleats add 3.0%

Shlppt11

Total

S11lpptn1

(USA onlyl

Orders up to $35...·- - - · - - - · · ...- ,add S5 Orders S35 to S70- - - - - - · - - -..--add S6 Over S70 .._ call. lax ore-man Outside the USA ..._ _ _ _ __can, lax or e-mail _ Check/Money order eactoud _ Visa

_ Muten:ard

Card No•._ _ __ _ __ _ _ _ _ _ _ __

bp. date_ _Signat1re_ _ _ _ _ _ _ _ __ Mail to: US Ku g Glldln9 Assn., Inc

P.O. 841 1330 la41H 11H9el- . .as. IBDIBL U?.ff i U

Colorado Spring• , CO 80901-1330 1·800-616-6888 111 (719) 632-6417

e-mail: ushg1@market1.com

Please allow 6 weeks tor delivery.

101oall

an orou •tatf

u,,.. otr101,1 11

KITTY Ill\ WK KITFS

Sec North Carolina.

SJ LVl'.R WTNC ;s, I NC:. Cenifled hg/pg i11mucti011 and equipment sales. l'rondly representing Paci/,c & UP. (70:1) J\irw,tvc, Wills Wiug, I %5 Arlington VJ\.

BALL GRAPHICS COMP SPEC!/\!.! $ I A95. lnchtdcs a free Carmin 38 ($200 value). Call Kcntuckiana Soaring (812) 7111 for the best price.

WISCONSIN

P.O. Box 9056, TN 37910-0056, (li2J) 9.U92%. I Jang

RAVEN SKY SPORTS l!J\NC CUDJNG J\ND PJ\RACl.IDINC Largest and most popular in the Midwest. Traditional curriculum, ridge soaring, mountain clinics,

MOUNTJ\IN Fl.JC! lT PJ\RK

Sec

acrorowing & Lrnckms

by Brad Kushucr. for all I 90 major brands. PO Box IO I, Whitewater WT (Ii I Ii) li7J··8800.

PARTS 1!x. J\CCESSORIFS Certified foot tow & tandem training. Sales/service AUSTIN, Steve Burns, 1'71 Waterson, '7870.'l, (512) 669. I IOUSTON (713) 1\71 · 11\88.

BFST 12" WHEELS J\VJ\11./\BLE

in Only quantity discoums. I mmcdiatc delivery. Moumain, (800) G88,LMFP.

(Dallas) Kent J 5742 Ovcrmead, Dallas Texas 75218. 960-0516 krdalbs(dlaol.com

& EQUIPMENT AVAILABLE. 5) 3'79· 1185. Rt 1, Box 16F, Tow TX 78672.

l nstruction, sales) rc1)airs) and foot launch. Dallas & North Texas area. /\lien TX 75002. (214) 390-')090 anytime. Pacific /\irwavc, Wills Wing.

ABSOLUTELY Tl IF BFST Prices for Ball C:omp & ultra .. slow descent emergency ch11te. Promotions Unlimited (619) 229 001\8, email; Rl]\ROKER(alinco11t.11ct F'ROM "llllEl\.lll?AN" MIIKllR NEW SMAT,I, COMHO

J\EROTOWING ACCESSORIES Sec TOW INC. THE WALLABY RANCH (9/il) 421\-0070.

lenr altirnctcr

new generation

transducers. Squeezed into tough Jin le RF·proof only 5x3x 1.4" still has reserve bat tcry! broad Velcro srraps or base tube mounting $295 Shipping inc. (805) 682· 1088. Brcadpan still $295. Laser trimmed retrofit available $85. ROBERTS CLIDER lNSTRUMENTS 331\0 C:J.JFI; DRIVE SJ\NTA BARB/\RJ\ CJ\ 9310')

/\JR SPORTS Area's OLDEST Wills dealer. Ccrrifled instruction available. "I only with WILLS". 635/i Limestone, 1louston TX (713) 956-611i7.

UST IC/\ ccrriflcd

/\Ll. NEW ULTRA.IJCHT l.AMl\lF I.Ill The , most comfortable hang glider helmet. Aerodynamic, low turlmlencc, low drag shape. High· tech look. Finish is clear resin over the gold/black weave of the supc:r·srrong carbon/kcvlar omcr shell. Open face, only 12 oz., price $160. Imcgral foll face version, only 17 oz. ,'f; 199 includes headset installa· tion. Measure around head aud from bottom of cat· lobe over top to bottom of earlobe for custom fit. From rbc designer, Jack l .ambie, 8160 Woodsboro, Anaheim CJ\ 92807. Phone and fax (714) T79 .. 18'7'7.

AND PARAGLJ.DING

My well,Jovcd

(Austin) Jeff Hunt, 1\811 Red River St., Austin 78751. Ph/fox (512) 16'1·2529 rrajcffl?i\wl.com

SKY-·- Lessons, sales) repairs) accessories, tovv-Custom sewing for harnesses and sails. ( :all Steve at (540) 1\32-6557.

FOR !!ANG

CAMERA REMOTE 20', fits most cameras. on over shutter release. $Ii 5 (ask about our Tek Flight Products, ductory $] 0 Stage, Winsted er 06098. (Camera not included.)

HANc; GuDINC

Ci\lvlO CLIDFR & (,Fi\R lli\CS c:llnllisot\ Cliders, I 'j/i() Co11n1y Road 17, Cun11iso11 CO 817,'.,0, (')70) 6/i I 'J:l I

EARTH C:OC INDUSTRIFS Is proud 10 ,rnnmrncc it's I')()(, lcsrcd product line, The PUC! IT /vi ED IC TRI\ lJ Mi\/SlJ RVIV AL KlT weighs only one pound $8'), Now with your choice o( lc:1thcrm:111 or gcrbcr rnol $ l 7!i. Onr i11novativc Bi\R MITT design is r,·movablc i11 llighr and gives yo11 the mosl grip you've ever li;1d in a har miu, staning at Our SPEED SI.F.FVE worn alone or over several layers will keep you cozy $/iO. TIF. DOWN STRAPS $ I a pair. SKY TRIBE rie dyed shirrs$ I 5. Call ('i05) :.>li2·T\Tl. l'I.Oi\'I' DFVl(:J·: For boat rowing operation, brand new, still in box $900. Second Chantz deploy· mcnl system, bra11d new $(,50. Two Wi11drider knee· hanger 1raini11g h:m1csses $85 each, Trekking lid! foc:e helmet, mcditun $120. J-ligh Energy Sports harness :111d 'chute $7(,5. (5/i I) 176,'/:.>68.

12", light, tough. Fits all gliders. Send $Ii 1.95 + $/i.50 .shipping per pair to Sport Aviation, I'() Box 101, Mingovillc PA I 68S6. Ask a hour our dealer prices.

MINI VARIO -- World's smallest, simplest vario! Clips to helmet or chinstrap. 200 hours on batteries, (). 18,000 It., fosr response and 2 year warranty. Grear for p,iragliding too. ONLY $169. Mallett<'c, PO Box 1)756, Santa Ana Ci\, 927.)5. ('71 Ii) %(, 121t0. lvlC:/Visa acceprcd.

KFNTlJC:l(IAN1\ SOi\RlNC PRFSFNTS "New" l'ingcrswitch Radio !Ieadset by !'light Connections. IIEA VY.DUTY HEADSET wirh l,n. gcr nHHl!Hcd swi1ch allows pilot 10 cnmmu11icatc

Cl.]])FR COVFI<Bi\CS All types. 11' :rirlinc glid er covers: padded ends, !iii" cirrnrnfrrrnce, middle & end handles, he:rvy l'V< :!nylon w;itcrproof' marnial, 11 IO coil ,ippcr. The most protection you can get withour a rigid ruhc $1/iO ppd. c;llnnison Cliders, 15/i'J C:ou111y Road I/, Cunnison CO 81230. (')'70) (,Ii 1·9'.l l'i.

while

their hands on the control bar or

brakes.

and l\lorc reliable communicarions. Your instn11ncm is protened with a 'JO day tu/g

warranty wirh repair service available beyond the war· r:mty. Currently available for Yaesu, !com, i\linco, Kenwood and other compatible radios. Available for foll E,ce or open helmets. $89 -1 $:l. 50 shipping, lvlC:/Vis;i, dealn inquires invited. Kentuckiana So:tring, li).'i N Taggart Ave., Clarksville IN li7129. (812) 188 '/11 I, fax (812) :.>8fi.fi I I SPF.CIAI.IZ-ING IN EI.FCTRONICS, RADIOS, Vi\RIOS, GPS UNITS & MORE!

I JANG GLIDER CA MFR/\ MOUNT ~ Shown on 1/2" rnbe, $.l'J.50 includes shipping. TFK FLIGHT PRODUCTS, Colebrook Stage, Wiusted CT 06098. (860) :17':J· 1(,68 (Camera not included).

The wor]d.class XC:R, 180 opera res up ro :l Ir oms ((Jl 18,000 Cr. and weighs only /ill,. Complete kit with cylinder, harness, rcg11J;1tor, cannula and rcmoi-e on/off flowrncrcr, only $.375.00.

PTT BUTTON SWITC:l I l'ingn mo11n1 wirh "click" feedback. i\11 popular I IT's·11ser sclcuahlc. Connecls bctwern headset and radio $39.'JS. Chl'.ck or rnoncy order. Voice (li2:o) 531 ·80li5.

TEK 6" WHEELS - $2.i, per pair, pl,rs $l.'75 S/1 L Tck l'lighr Prodncts, Colebrook Stage, Winsted CT 06098. (il60) 3'/'J I M18. on the Wei, at: ht email: litck<iilrnagick.nct, 01· c;,IJ (Sli 1) 179,6(,J.l.

BUSINFSS & EMPLOYMENT

W!NGOVFR COMPOSITES--LFI•'. HELMETS Fl $200. F2 $250. Arc $300. All three arc DOT certified carbon/kcvlar helmets. Many colors including clcarcoat carbon or mix and ma1ch! Add a clcarcoat carbnn chinguard to a red, white or blue Arc helmet and you'll be stylin'! Every option a pilor could want is available. Mosl colors and styles arc in stock. ]--Jave you taken a god look at yom old helmet lately? Call us now! (505) 758-0526, 1'0 Box 2078, Taos NM 87571 wi11govcr1tlllapla:1,a.c,rg

COME TO CANADA! Or bring me ro you! for I fang Cliding ]Cl''s. Cer rcccnified rhc RCR way! Also, we arc & looking for inslructors &. tandem pilors to hire bod1 hg & pg. Co111act: Michael Robertson-lligh Perspective, RR 5, 865 Conc.7, Cl:ncmnnt Ont. Canada LIY 1A2. ('JO'i) 291-25%, Cax (905) 291 8195, email: We offer stationary winch/step row instruction levels) for hg/pg and have winches, releases, ere. for sale.

HIGHER THAN EAGLES - by Maralys & Chris Wills. The life & times of BOBBY WILLS, hang gliding legend. the triumphs and rragcdies of rhc \Viii, and the evolmion of Wills Wing. $19.95 hardcover (+$4.00 Sill), sec preceding classified for USHCA BOOKS ordering info. OH'ICJAL FAA SECTIONAL J\nd VFR Terminal Arca Charts. All areas, current (up to da1e New Airspace Classifications). Sectional maps $7 each, Vl'R Terminal Arca Charts $Ii each. Add shipping and (Cd. rcsidcttrs only) tax. Dealer prices. Ainimeofs.J:. (Ii 15) 759-1177, fox (415) 759-J 182.

WANTEll:l'ILOT/CUJDF Hang gliding/paragliding for winter '97. Musi be ins1ructo1 rared and speak some Spanish. Send I'Csurnc 10 Acrolmports, 501 W San Juan Avenue, Phoenix A7. 8501.3. (602) 28'j.fi()9/i, fax (602) 5.30-2938, email: J\lvolador([ilaol.com PlJBLICATJONS & ORGANIZATIONS DON'T GET CA\JCI-JT LAND1NC DOWN WIND! 1.5 oz. ripsrop nylon, UV 1rca1ed, 5'/i" long w/1 I" 1hroat. Available colors fluorcsccnr pink/yellow or fluorescent pink/white. $39.95 (+$4.00 S/11). Send to USI-IGA Windsok, P.O. Box 1330, Colorado Sprit1gs, CO 80901-1330, (719) 632-8300, fax (719) 632-6/i 17. VISA/MC acccpred.

THE ZEPHYR RADIO MOUNT Utilizes a Flyrcc vario mount, a precision CNC machined Dclrin adapter block, and a modified belt dip to hold radio securely :mywhcrc on your glider's control frame (requires approx. 20 lbs of force ro remove). This moum provides in--flight access to radio limcrions, foll 3-1 /2 axis posirioning possible, provision for a safoty line, quick easy removal of radio while mount is srill arrachcd to glider, and a fleece sroragc bag is included. Currently available for Yac·s11, lcom, Standard, Alinco and Kenwood. Call or send radio Immel/model and $80 (+$5 s/h) ro: 71:plryr Mfg., lii Foxwood Road, Bristol C:r 060 l Oor call al (860) 58.3-3610.

10 the present BAG IT! If you don'1 have your copy of Dennis Pagcn's PERFORMANCE Pl.YING yet, available through USJ-]CA Headquarters $29.95 (+$4 s&h).

DOWNWJND From rhc early days of the /O's, 10 tire big-time air of Owen's Valley, DOWNWIND is packed wirlr thrill and exhilaration of cross country adventure. The pcrfoc1 gifi for both pilots and nonpilots. SHARE Tl!F EXPERlENCE. J\ true story, well told. Available from USHGA I leadquarrers for only $10.95 (1$2 s/h). PO Box 1330, Colorado Springs CO 80901-1 :ml.

classifieds deadline: ()ctober 15

"NEW" A RISK MANAGEMENT MANUAL For Hang Gliding, by Michael Robenson. Used extensively as USJ-IGA's lnstrnctor Ccrrificarion Program Snrslcnr Notebook. Includes: history, tire wondrous wind, new row section, die wing) the win"

dividual, and the famous REVISED, NEW CHARTS OF RELIABILITY. $9.95 +$3 s/h. Order your copy from: High Perspecrivc, RR 5, 865 Conc.7, Claremont Onr. Canada L 1Y I A2. (905) 294-25%, fox (905) 291i-8ii95, email: flylriglrv!linforamp.net

HANC GLJDINC

s SPF.Cf AL NEW PILOT E])]TION Hang Clidi11g & Paragliding magazine. Now available through USHCA Jlcadqnancrs. $/i.95 each +$1.50 s/h. Informative articles and lors of color 1hrongho111. SOAR.INC -

Monthly magazine

or The Soaring

Society of J\rncrica, lnc. Covers all :1spcc1s oC sonrillg

!light. hill membership $55. Info. kit wit!, sample copy $3. SSA, P.O. Box L, I lobbs, NM 887.li I. (505) :397-11//.

Award winning hy East Coast Video, hg/pg action at this Utah mecca $29. I !ANG GI.ID!NG EXTREME & BORN TO FLY by Advrnmrc Video, great hg action $:lli.95 each. HAWAIIAN Fl.YTN by Space 9, soaring in paradise, ,1111azing launches $5.3. Cdl or fax US! !CA (719) <i:n8300, f:,x (719) 632-6/il;, please +$Ii domestic silt ( ,$5 for two or more videos). ( ;rear to impress your Cric11ds or for those socked··in days. Perf,·ct gilt for the launch potato tmned couch potato. Also) ask us aho11t our paragliding videos!

TOWING MISCELI.ANEOUS AFROTOWING ACCESSORJES ----- I leadquancrs for: The fo1cs1 releases, secondary releases, Spectra "V" bridles, weak links, tandem wheels, launch can kits, etc. Tl IF. WAI.I .i\lW RANCI I (9/i I) li21i 0070.

ULTRAMITTS AND CLOUDBASE HARNESSES I<cep your hands toasty warrnl (70G) :,<)8.-:J')(i/i (leave message.)

ATOI. TANDEM TOW SYSTEM With level wind, dual disk br;ikcs, 'iOOO' of line. Steal at $1,100. Chuck Woods (505) 2:J')-7.3/iO.

TIIE MASON TOW RELEASI•:S

Arc ready f,,r irmncdiate shipment. Sc11d $52. ro: Mason's Micro Machining, 1239 Corrine St, Idaho hills fl) 8:lli02. (208) 519-?.1 ()(,.

PAYOUT WINCI I With 4000' of Spectra liuc. Works great, call detail $800 OllO. Kevin ('JOii) 7%-058:$ afrcr 6pm Florida.

f,,,.

SCOOTER TOW STATIONARY WlNCII Complete with 1rai11i11g for insn11c1ion $2,500. I }1ve Broyles, Allen TX (near Dallas). (2 iii) 9%-770(, weekdays, (2 H) YJ0.-9090 evenings & weekends. TOW ROPES ... TOW ROPES ... TOW ROPES Spectra, Dacron. David Bradley, lkridcd l'rodrrcts Division. (215) 822 1%8, fox (/15) 827--'5852. UI.TRAl.lNE

In stock, ready 10 slrip. 3/16" x

:iooo· $105. :0/16" x liOOO' $11i5 shipping included. Crjun Hang Gliding Club, I IO Kent Circle, Lafayette

"AEROBATICS" h,11 color 7-3"x :l 1" poster frat ming John I leiney what Ire docs best·-1.00P-· INC! Available rhro11gh USI !CA I IQ f,,r just $6.95 ( ,$:l.'SO s/h). Fill that void 011 yom wall! Send to USI !CA Aerohatics Poster, PO Box 1300, Colorado Springs CO 809:l:l. (USA & Canada only. Sorry, posters arc NOT AVAl!.All!.E on international orders.) Sl'ECIAI.-Aerobatics poster &. Frie lbymond poster BOTH l'()R $IO ( ,$:l.'50 s/h). FI.Y EVERY DAY With a hang gliding screensaver for your l'C Oursra11ding images from the world's hesl ha11g Rio, Torrey, Owens, Yosemite to name a few. $19.')5 for /2. images, $29.95 for !iii images (1 $Ii s/h). Major credit cards ( ;ct it now & lly every day. 1-800 88018:l 1. Checkout our web site www.auralis·.com/auralis

I A 70508. (l 18) 9S I S3l2.

VIDEOS & FILMS

FIRST Fl.lGIIT Follows the action oC ,l new pilot's flrst lesson,~. '!'his video is an cnrcrtaining way to show your l'ricnds and how you actually learn to fly. VT IS I minutes. $7.0 incl11des (mr1y he flfJJJlicd 10 lesson MISSION SOAR! NG CFNTFR, 111(, Wrigley Way, Milpitas CA

9'50l5. (li08) 262-1055.

I CAN LAND 150 good, bad & ugly A m11sr for all studenrs. 901 mirrntes & lots of' aero. Send $Yi money order to: Jeff Reynolds, 1902 E Sharon llrive, Phoenix AZ 8502:'..

0CTOBIR 1996

"MOONS If ADO W" II detailed blue/white/purple artwork on black, preshrunk BccfyT. Specifi· S,M,1.,Xl.,XXI .. shon sleeve $ I 5, long sleeve $1 1\dd $2. 50 per order shipping. Send check or money order to: Sky Wear, PO Box 51/i, Signal Moun1,1in TN 3/Jl/. (/i):l) 88(i-6,l9 I.

WlNDSFEKFR More fim than a barrel of clown·· tubes. l I soars, it loops, it fliest ONLY $3.00 plus $2 s/h ($3 slh on orders o/.3. More th11n 3 or /111 '/ rmlrrs, pfe({se mil) USHGA, PO Box I :330, Colorado CO 80901. (719) 632 8:300, fox your MC/Visa order to (719) G32-G/i 17. VIDEOS BOOKS & POSTERS Cd! USIICA for your Merchandise order form (719) (i:JJ..8.300. DON'T LEAVE YOUR GROUND-BOUND EQUIPMENT SITTING JN THE CAR.AGE. SELL IT IN THE HANG GLIDING CLASS!-· HEDS. C:l.ASSil'TED ADVERTISING RATES Tire rate for classified advertising is $. 50 per word (or group of characters) and $ I .00 per word for bold or all caps. MINIMUM AD CIJARGE $5.00. A I,"' of $15.00 is charged for each line art logo and $25.00 for each photo. JJNEART & PHOTO SIZF NO LARGER THAN 1.75" X 2.25". Please underline words ro he in bold print. Special layouts of tabs $25.00 per column inch. Phone ntnnbcr,2 words. Email or wdi addrcss,,}words. AD DEADl.INES: All ad copy, instructions, changes, additions and cancellations must be received in wriring l 1/2 monrhs preceding the cover dare, i.e. October ?0th for the I )cccmhcr issue. Please make checks payable to USHCA Classified Advertising Dept. I !ANC CLIDINC M/\CJ\Z!NE, I'.(). Box 1TlO, Colorado Springs, CO 8090 I - 1:330 (719) 63?-8300 or fox Ci 19) (i:JJ..(i/i 17 with your Visa or Mastercard.

ifl STOLEN WINGS & TrnNGS SOLAR WINGS SCANDAL Stolen from VANCOUVER, BC CANADA on August 10th, 19%. 13.6 meters, Jibe edge &. undcrsurfocc, blue chevron w/crnise harness; blue/red hlnc vario. Nick Collins (GOit) IKAROS (KOREAN) PARAGUDER Stolen from SAN BERNARDINO, CA rental car on June 6th, 19%. Pink upper, white under with blue hawk design on right bottom, left brake line replaced with 505 hg cord. Comact Mini lo Yoon (909) 88'148/ili or Rob McKenzie, I ligh Adventure (90<)) 883-81iB8. Lost on Lufihansa /light WILLS WING XC 155 between LOS /\N(;ELES and Munich, Germany on April 2nd, 19%. Yellow wired XC separating a grey (silver) asymmetric bottom (sec Apr ')(, I I(; cover), serial 11313/iO. Contact Wills Wing (711i) ')98-6.359. PACIFIC AIRWAVE RAVE 30 PARAGLIDER --Stolen f'rom the LAS VEGAS MAXIM, NV 011 April 6th, 19%. Solid white glider, Also pmple/blad Paradise'> harucss w/rcscrvc & misc. gear (vario, camclbak, windmcrer, etc.) $200 reward for infonna· tion leading ro the recovery o/' this cqnipmenr! Any help will be appreciated. Contact collect Eric or Sharon (71/i) 5B7-1739 or (71/i) 255-5900, or conuct the British School of Paragliding ('702) 8%-(,000.

IIIGH ENERGY TEAM BAG Stolen from ALBUQUERQUE, NM on Marci, 9th, 19%. Red/whirc/bl11e High wirh CG har ness (yellow/blue); BRS & chest mou111 reserve chrne; B:,IJ 652 vario; Uvcx foll foce helmet (whire) w/radio headset. Also II igh I•:ncrg;y Racer harness: clccll'ic blue outside, pink inside, flomescent stripes around bot rorn, silver bolt along sides. lligh Energy Odcssy chest mount reserve chrnc, Flytec 320 v:1rio (missing rnounr). Contact Jim Bnwrn:,n (307) 655-981i8 Wyoming. I lappy to pay reward! RAMAIR 15/i --·- Stolen from the HAWAIIAN l lANC GL1DJNC ASSN CLUBI-IOUSE, MAKA PUU Ill, during the flrst week of' September, 1995. White I.F, deep clue underpanel. Reward! Call Mike Heilman (808) '5.33-lt 19.'l.

Adventure Productions .................... 13 Alofi: .................................................. ? Arai Design ..................... .. A11ralis ............................................ .39 Plytec .............................................. 31 I-fall Bros ........................................... 7 High Energy Sports ......................... 62 Jc,iro .................................................. 2 Just Fly Aviation Gear ....................... 7

Kcmuckiana Soaring ......................... 6 WILLS WING lli5 AT Stolen from the top of' BLACK MTN., MAPLE FAU.S, WA on August 16, 19')5. White I.F, orange I st panel, white rnid--panel, yel low rear panel, whirc TF & top surfoce. Fluorescent orange nose cone, nick in right l.E 12" from tip. Conrnc1 James Fieser/Whatcom Wings (360) 671,30.17.

Lookout Mtn. Flight Park ................. 7

Mojo's Cear ..................................... 37 Nidscn-Kellcrman ........................... l 3 Pacific Airwave ........................... 20,21

NOVA PHlLOU 21 PARAGT.IDER New, blue/purple, only one in rhe US (sin 6105). Also Kenwood Tl I- 2.2 radio (sin 6050 I 515). ('7 l Ii) 97921t49.

WILLS WING 145 AT Stolen from VICTORIA BC, CANADA on Ju11c 19, 19')5. Whill: I.E w/orange patch on each side, unclcrsurface. Peter Moulton (60/i) 850·6707. STOLEN WIN( ;s arc listed as a service ro USllCA members. Newest entries arc in bold. There is no for this s,,rvin: and losr and frH111d or equipment may he called in (719) (,32-8300 or it in ('719) 632-6/i 17 for inclusion in Hang Clidi11g magazi11e. Please call to cancel the listing wl,cn gliders arc recovered. Periodically, this listing will be purged.

Seedwings ........................................ 49 Sky TcJnrs ........................................ 13 Soaring Center ................................ 39 Sport Aviation Publications ............. 15 Ultralite Products .............. Back Cover

US Aviation ..................................... 39 USHGA .. 11,12,1

Wills Wing ........................................ 9

The Improved Tracer (IT) features continuous webbing structure, adjustable padded leg straps, adjustable shoulders, hook knife, steel carabiner, easy rotation for exeellent sit-up-ability, skid plate toe protector, bungee retractor channel, custom sizing and a wide range of colors & options

HANC GLJDINC

Dan Johnson Our Just Fly U. S, Nationals PAUL, MINN. over and I heard little abou the of topless gliders J didn' I: think much about l:his, beincJ idea good ign or merely Howevcir, German team leader E-mail which .sugqests that topl by conl~es t pilots j Eu s tronqer. He writes, "K:i.ngpostless gliders gained popularity amonqs competition Europ(0. very tb:Ls and showed winninq (a Gu~menmo.', "Cnt RCS" won, "Speed" ) and German League wer(~ showed well "convent i.ona1" latter meet, hang gl.:i In a German correspondent also states, of tJ, S. ·-built gliders Europe ficantly during the rather looks this will conL-. inue." that Americans may regard European having low standards of quality, performance, but addB, " .. .i that the U.S. manufacturers ignore t:.echnology step on qliden, without I've this Ls desiqn or u.st scoops. ~hanks to SchneJ.der for g·Jider teclmology and One those, non--toplef;13 glidEir winners was eighth-time ( ! ! ! ) German champion, Bob Baier. As Moyes happy to observe in their late.st ma won flyinq an Xtralite 147. consecutive na.tionaJ title. pany also con<c1r:al:.ulatc0:3 winner Mark Tu] the Canadian Nationals th,~ way, to be held from a towinq participated. I\Jatura1Jy, Moyes tr1e:Lr contcsL performance~ al: l:he with their newest_ SX4 fin shinq in second iglith ( Suchanek) , Eourth ( Brad Koj ) , (Brazilian Andre Wolf,~) "- Moyes j mo ing their newes ider loth, c.i 11ed "Airfoil Diax," availabJ Ln opaque OT wil:h hologram spectrum colors. boppinq around the gJ obc back Following years of--·tbo-bord(0r tourc,, two punminq who want: L.h(0 chi1.l wind,; blow up north. well known Ole Olson. "We're [Safari] Sky •rours Va.lle yc~ar." 's used l:his two are within a half hour. ('l'he 'Tower) known :for its gentle consistent cidqe soaring. El Pen.on del Diablo (The OCTOBER ·1 9%

Rock of t:be Devil, qr ingof;peak) we sky out on

imply

to Pefion 212 l:imer, and Ly due to conc:U Olson report.s many l:our tak,"rs quoting Pau] Voi ghl: U1J Uiat h,0 and tours both pilots. Watch tor mcnl:s in HG, or Rlvolador@aoJ .corn. Mexican ChaJ

1-.0

to·r i Mexico

ground people to come optimum Ls l:he U,'m] , di.a] back home again, qood news up in New York where Mountain Wings owners Gre~J and facilil:y

winds han9 not: [avor t:h aunch sit. price,;, ca11 de ... popular Jaunched bis n12w ccU. tors can "Due to steady reque,3t,3 [or artwork into newsletters, I've borne page to make, some profit organizations service aimed at and offers artwork :in the Editors can a1fm reque;;t now. He' 1.1 updci the paqe rnonl::hly and cd nurnb(0r ava:i 1ab1e wi J J grow, he prom:i c; !!ere' c, URL http: I I ourworld. . corn/homepage.,; /Harry Martin . Geek Rcc;porter Dept : When ,;e, L:be ing Peter Birren' ,, new Li:nkni:Ee, I neglected one 1 The po int was bow :it: workc, ... cutting the actual weak li:nk 1-.hat on relyinq on l:he nearly tow weak link l:o do made by pu] ling on a cord ra~or blades to cut tbe for any misundc"nJtanding. This thing Uy pr:ic(~d you may have overlooked it. Try again by E·mai ling B:i at RHGPAC<.iaol.com. ••• So, go r10c;ws or opird on Send '12m o 8 DorsE,t, St. rau] MN Ul. V-ma i l fax Lo 612-4 50-0930. E--ma.i 1 CumulusMan@aol.com. '.!'.'.HANKS t

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l 'he Den' 1 u t er m_ e di' at ,. I DHV 2