USHGA Hang Gliding September 1998 by US Hang Gliding & Paragliding Association

R S A Look at trie of Hc:111g CilicJing n1e Wing c:1nd Why It Works Skills 10 1r1e I-eve/ Skills to the level FlyincJ Coll(Jilions C:iliding Fquiprncnt More atJour 1r1e Principles or Altitude for I St21rtecJ in Soclring TancJern c:1nd Tow /:Jilot Sriould Know

Terms tr1e /:Jro I lies"

Plus S/H $4.75 \II) Mex110.

USHGA, PO Box I

Colorado Springs, CO 80901 1-800-616-6888 fax (719) 632-6417 www.ushga.org

+ 3.50 postage The best help you'll get next to your instructor. Covers every aspect of learning to hang glide from the beginner to the intermediate level Includes study guides for rating tests. 370 pages.

+ 3.50 by Dennis Pagen and Bill Bryden

towing methods including payout winch, static line towing, ionwy winch, aerotowing, boat towing and more I Any question u.t towing? This book isfor you. 384 pages.

+ 3.50 - $19.95 + 2.50

................................. ............................... . ,

PO Box 101, Mingoville, PA 16856 Web site:www.lazerlink.com/-pagenbks

(USPS O17-'> 70-20 - ISSN 0895-433X)

24 A Tribute To Willi Muller

by Bemttrd Winkelmann, sidebar kJ' Vincene Muller Remembering the "Father of Hang Gliding" in Canada.

Why Can't We Get A Handle On This Safety Thing? by Mike Meier Could it be rhac the wuffos are righr?

The 18th Dry Canyon Fly-In articL1., ttnd photos by Robin Ha.stings A big party with wings!

Getting Down With Deltastop mticle. photos and illustrations by Mike Sandlin A review of a new harncss-arrached drogue churc for hang gliders.

"T" For Two by Tiki Mr1Shy Tiki cakes rwo women's world records in Hobbs, New Mexico.

To Land, Or... by Lynda Nelson, sidebar by Ken Martin Have you perfected bad landi ng habits?

Columns

Departments

Accident Reports, by Bill Bryden ........ I 3

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

USHGA Director Lise... .......................22

CalenclaJ· of Events ............ ................ .... .6

Cartoon, by Harry Martin ............... ... .5 1

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

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

Ratings .................................................36

Classified Advertising ..........................52 l11dex to Advertisers ....... ................. ..... 62

SEPTEMBER 1998

Gil Dodgen, Managing Ed/to,;!Fditor in Chic( Dave Pounds, Art Oirector John Heiney, Gerry Charlebois, Bellina Gray, Leroy Grannis, Mark Vaughn Photographers Harry Marlin, 11/ustra/or Dennis l'agen, Mark Stucky, Geoff Mumford, G.W. Meadows, Jim Palmieri, Staff Writors

Air Mail JULY ISSUE

G.W. Meadows, President llill llryden, Vice President

Russ Locke, Ser:retary Geoff Mumford, Treasurer RECION 1: Steve 2: Locke, Ray Leonard, Scolt Gaspari,in. REGION 1: l<en Baier, Tammy Burcar, Gregg Lawless. REGION 4: Mark Jirn Zeiset. REGION 5: Frank Cilleite. 6: Jeff Sinc1son. REGION 7: llill Bryden. REGION B: Randy /\darns. REGION 9: Pete Lehmann, Geoff Mumford. REGION I 0: G.W. Meadows, Matt Taber. REGION I 'I: Dave Broyles. RECION 12: Paul Voigh1. DIRECTORS i\T LARGE: Ed Pitman, Paul Rikert, Dan Johnson, Jan Johnson, Dennis Pagen. HONORARY DIRECTORS: Chris Dupaul, Bob Hannah, Gene Matthews, Lars Linde, Alan Chuculate, , l<en Brown, Sandy Mike Mder, Rob !<ells, David Glover, Paul Klemond, McNamee, Michael l,obNtson, D<cWolf, EX-OFFICIO Art Greenfield (NAA).

HANG GLIDING magazine is published for glid·ing sport c>ntlrnsiasts to create further interest the sport, and to provide an educational forum to advance hang methods and safety. Contributions are wc1icomc'. is invited to conlributc and illustrations ,·rn,"·,,,·nin,, the m,1tcrial is to be return must be must be made of to other hang gliding publicntions. HANG Gl.lDING magazine reserves the right lo edit contributions where necessary. The Association and puhlic,1tion do not assume responsibility for the materi·· al or opinions of conlributors. MANG GU DING editorl·· al offices: 31441 Santn Suite A·,2%, Rancho S,mta (949) fl/HJ. 7363, fox (949)

The USl,!Gi\ is a member·controlled sprni dedicated to the exploration mid promotion all focets of unpowered ultralight flight, and to tho education, training and safety of its membership. ,Arnnh,wchi,, npc,n to anyone intc!restod in this realm of flight. for full membership arn $S4 per year (of which $1 S to the of /-lang Gliding), ($65 nonrates only are $:l5 ($46 non-US/\). Changes of should be sent six wet,ks in ,1dvance, including name, USHCA numbnr, previous and new address, and a mailing label from a recent issue. MANG GLIDING (ISSN 01395-433x) is published the United Stales (,liding ;\ssociation, ·101, Colorado Pikes Peak Ave., Colorado 80903-3657 (719) 632-fl:JOO. rAX 9) 7. PERIODICAL POSTAGE is p<1id at Colorado Springs, CO and at additional mailing offices. l'OSTMASTl:R: SEND CHANGE Of ADDRESS TO: Hi\NC GU DING, P.O. BOX 1:no, CoklrildO Springs, CO B0901 · 1130. Sil'TIMBF:I{ 199/l Vol UMI 213, ISSLJF No. 9

Dear Editor, While l enjoyed the July issue of Hang Gliding magazine, I couldn't help but notice that many pilots appear to be choosing to fly without the benefit of banens or downtubes! ls this safe? But seriously, most of the issues con·· cerning pilots are independent of whether they prefer flex wings, rigid wings, or paragliders. As far as I'm concerned it's all hang gliding. The more the merrier! 1yson Richmond

Dear Editor, When r heard that the USHGA magazine might combine hang gliding and paragliding, I thougln, "Keep an open mind. It might not be so bad. You don't have to read the paragliding stuff" When the magazine arrived, I was aghast to sec that the centerfold fr:aturcd paragliders. 1 did a quick run-through to sec how much the paraglider stuff had taken over our magazine, and I filled out the survey frmn that came with it. ("Need to add little icons on 1he feature stories so we know which sport it's refer--ring to. Use both if both are featured. That way we can skip over what we don't want to read e.g., the paragliding

stuff.")

I didn't really start reading the maga· zinc until I was on the train for my morning commute from Harpers Ferry, WV to Rockville, MD. I normally sleep half the way, but this morning I spent the entire 55 minutes with my nose buried in the magazine. And, SURPRl SE, I found rhc paragliding "stuff" just as interesting as the hang gliding articles. T was even grateful for the pictures later on when one of the women in the office wanted to know more about "what she had seen in the sky" near her house. So, from me, congratulations on a job well done. Keep up the good work. My

vote, hy the way, is for Free Flight as the new name for the combined magazine. Christy Huddle I 1arpers Ferry, WV

Dear Editor, l'm an American hang glider pilot Jiving overseas. I recently received the July issue of the proposed new Hang/Para Gliding magazine and have mixed opinions about the infusion of the two sports. I'm somewhat resistant ro the combination of' the two, not because I dislike paragliders, but because I've seen first hand what has happened to another publication which tried to combine the two sports. J'm also a member of the BHPA (British Hang Gliding and Paragliding Assn.), who's publication Skywings has left the hang gliding community on the ground. After its infusion of the two sports into the magazine, the paragliding community took over the publication, with some issues not even addressing any hang gliding concerns except for the accident reports. As a result, the hang gliding community is considering starting its own publication. I--lang glider pilots sent letters to Skywings regarding this subject, and a few articles started to appear addressing the hang gliding community, but after a couple of months it was back to the norm. The USHGA publishes a top-notch magazine for the hang gliding community and I'm sme the same is true f<)r the paragliding community. I would like to sec this tradition continue. I don't wam to sec the same thing happen to our magazine that has happened to the British publication. I'm not totally opposed to the combining of the two spores; T just don't want to see either sport's representation sacrificed in favor of the other's. Warren Groom Island of Cyprus

f-lANC GIIDINC

Dear Editor, After receiving the July "rest" issue I'd have to say thar I don't think the combined magazine is a good idea. As a Regional Director [ did think the test issue was worth trying. As both a hang glider and paraglider pilot (and insrructor of both), l look forward to each sport's magazine as rhcy have been coming separately. Ir seems clear to me that a combined-fc)rrnat publication will have readers skipping over the half' of the magazine that docs nor pertain to their discipline (ads, accident reports, "how 10" articles, equipment evaluations, and halfofd1e Airrnail). This grcarly reduces the appeal of the magazine to a readership that (I believe) normally enjoys devouring each issue from cover to cover. The reactions l've received from members of both disciplines in my area have run from marginally negative to

vcherncnrly negative. !'11 bet the survey response turns out similarly. In my opinion, this combined rnaga· zinc concept may have seemed like a good idea, but in reality turns out to he a bad idea.

Paul Voight Pinc Bush, NY

Dear Editor, is a funny thing. No one likes change, but if you don't change you sometimes get left hehind. Do you have a problem with paraglider pilots? Then you have a problem with more than a third of the membership of'this organiza-tion, the part of US! ]CA. You don't care that paraglider pilots arc being discriminated against by getting

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just six magazines per Then you should have no problem paying increased dues and subscription rates if the paras break off from USHGA and form a separate organization. You rhink chis can't happen? I,ook at the advertising pages in Lite combined rnagazinc. What do you th ink the para advertising revenue will be in I 0 The point is, we represe111 diffrrc!ll Jrmns of' the samcfr1rrn of flight: same sites, same concerns, same love of' the air. If you have a problem with then you do have a problem.

Hy high, think hard. 'fony Lynn Pacific Palisades, CJ\

Calendar of events items WI I J. NOT be listed if only tentative. Please include exact information (event, date, conrnct name and phone number). Items should be received JHJ later rhan six weeks prior to the event. We request two months lead time for regional and national meets.

COMPETITlON UNTIL DFC. 31: Second Fctlcon XC Crmtest. Wills Wing Falcons only. Four sec· tions: West Coast, West, Central, East. Prizes in all sections and classes. Hang 2 and up. Three classes: Pro (Hang 4), Amateur Towing (Hang '.3), Recreational (Hang allowed with maximum release altitude of 2,00(J'. No entry fee, send SASE. Contact: Tek Flight Products, Colebrook Stage, Winsted, CT O(i098 (860) 379-1668, fox (8(i0) 738-36:30, tck(7ilsnct.nct. SEPT. 6-12: WHGS Speed Gliding World Cup, New Zealand. Three days of pracrice rounds prior to competition. Fntry fee is $200 (NZ) includes all lift rides. Loads of prizes. Register by sending cnny fee to address below. Make paymcnr in NZ dollars to "Somhern Lakes l lang Gliding and Paragliding Club." Contact: Geoff Dosscror, 1 l 8A Wynyard Cres, Queenstown, New Zealand, (+64 631 I (phone/fax), (+64 3)442 62(i9 (home), skytrek(1i.lxtra.co. n·1,. SEPT. 19-20: Rosczrito Light Airshow 1mtl

bup:/ Ii rdcon1 m.com/ treetoppers/indcx. htm I contact Dan Shell at danshell(rilbledsoe.net, (423) 949-6912, or Bruce Hawk at BHawk(7nWindsok.com. FFB. 14-20, 1999: WHGS Speed (;!iding and X-C contests, Govcrnador Valadarcs, Brazil. $20,000 prize money. Contact: Advenrure Sporrs (702) 883-7070, advsprs<rtlpyramid.net, www.pyramid.net/advspts.

PUN UNTIL SEPT. 30: 1998 Official Icileeview, OR.fryingserlson, $100 each month for the longest flight registered from an official Lakeview flying si tc, $1,000 to the pilot with the greatest h:1ur-momh cumulative total for the sc:1son (paraglider miles doubled). $50 per month random drawing just for showing up and registering! Beautifr1I and plenrifi.tl flying sites, friendly landown-· crs, good retrieval roads, and flying great enough to set all the cmrent Oregon Srnre distance records for HG and PG. Contact: l .akc ( :o. Chamber of Commerce (54 l) 947-6040.

OCT. 3- l 1: Tennessee Tree Toppers Temn Challenge, Henson's Gap, TN. Competitors classified by experience with scoring system awarding less-experienced competitors more poinrs for the same distance, encouraging teams to assisr less-experienced rncmbers along course. Maximum 50-pilot 11eld. Bruce lfawk, competition director, Get an application at

SEPT. 26-27: Chelan Fry e!r Bil,e Festival. Compete in both or either. Spot landing comest at Chelan hills Park, scored on acrnracy and landing form. Ten-mile bike ride from Chelan Falls Park up Hwy. 150 ro Chelan, across Dan Gorden bridge and back. Race or enjoy a leisure sightseeing ride. Great fon flying event. Proceeds benefit Chelan site hmd. J:or emry information/registration conract: ChclaJ1 Flyers, Marilyn Raines (509) 682-2251 or Andrea Mulack (425) 42:3-8900. Camping, motels, family recreation available. Menrion the event and call the Chelan Chamber: 1-800-4Chelan.

OCT. 2-4: October\ Best Fly-In. Come to SEPT. 3-7: Mountain F[y-In and Reunion, Arkansas. Potluck dinner in LZ Sat. evening. Free camping. Come and fly the great air of Arkansas. Contact: Mark Stump (501) 6%-7944, mstump@1csw.com, or Mark Pousrinchian (50 l) 967-7057, mpousti@ipa.net.

Mmters ofPreestylt l lrmg Gliding Contest. Aerotow clinic Sept. 17- 18. Rosariw, Mexico. Free to the public. Ultralights, skydiving, powered par:igliding, barnstorming, more. Contest entry $250, 15 pilors max. Includes hotel, judging, prizes, T-shirts, more.Goran 1m11sual act? Call. For aerotow clinic info contact: Joe Szalai (818) %41987. For hotel reservations conract: (800) 343-8582, (619) 498-82:30, 011-52-6(11·2· 0144. For general info contacr: Aero Evc:nts (8 18) 715-%:11.

SEPT. 19-20: Sixth Annual McCormel!shurg Hang Gliding Festitml, McConnellsburg, PA, Region IX. Fly with us as the Capitol Hang Glider Association and the Maryland Hang Gliding Association hold their 6th Annual I-fang Gliding Festival. Proceeds benefit the McConnellsburg Rescue Squad. Events include for.-fun X-C contest, spot-lmding, harbecue, more. H,mg II (with Observer) through Hang V welcome. Registration is $ l O in advance, $15 at the festival. Conract: (301) 770-4380, hnp://www.mhga.com/ H GI~csc98/hglc:st __ 98.htm l.

SEPT. tf .. 7: Ivmsas fabor Day Fly-In, Leoti, KS. Pri·1.cs for spot landings, X.-C tasks and more (plus party). No entry fee! Cet your row rating sign-off. Contact: Ron Kenney (316) 375-2995, kcnney@pld.com. SEPT. 4.. 7; Cross Country Classic Reunion/Fly-In, Owens Valley, Bishop, CJ\ Remember the good ol' days in the Owens. Come tell stories and fly with your old friends. Fun competition along with prizes, trophies and a good party out at "Fish l .akc Slew." Maybe we'll even get the Mt. Queen running! Contact.: Kari Castle (760) 8722087, karicastle(tiltel is.org. SEPT. l 9-20: 8th Annual Pine Mtn. Fly-In, Pinc Mtn., OR. Contact: Raven Young (541) 317-8300.

North Carolina's Sauratown Mountain for excclk:nt cliff launching and, this year, aero· rowing. Sponsored by SMHGC. Show up Friday or earlier in rbc week. ] .ow-key com.petition features X-C, duration and spot· landing, with trophies, cash and prizes. $35 entry includes T--shirt. Novice to Advanced. Contact: Doug Rice (336) ()94-4377, Mike Nester (3:36) 922-2 I 11, Vic Lewellen 70272.53 l@lc:ompuserve.com.

OCT. l (). 12: I I th Annual D>y Canyon Columbus Day F!y--ln, Almogordo, NM. $1() entry for fun or competition. Contact: Tom/Cindy West (505) 437-521.'3, or Robin Hastings (505) 541-5714.

OCT. 16-18: 71;.t J' Mountctin Hctng Gliding J:xtravcr,,tmiza, Clayton, GI\. Bring the whole family to our 23rd annual cvcllt. $1,000/day prin: purse wirh no entry fee. Includes free barbecue lunch and limited deluxe accommodations, cooking facilities and more. Transportation from LZ to launch without breaking down. Prize competition for duration, spot landing, most flights and the famous Pilot" awards. Includes Tm's exotic animal preserve, live cultural demonstrations, Contact: Tut's Mm. 1-800HANC CLIDINC

l 7G8, (70G) 782-<i2.18 or Bruce I lawk 12-4994.

OCT. 3 I -NOV. l: !lnnual ll(ll/owr:r:n Women;· for II(; and pc; pilots. Men and women invited. ( '.ost11mes, camping, flying, beer, potluck. The largest fly-in. S:1ddlc Mounrain is a 7.,000-foothigh, 30-milc ridge olfrring consisrenrly good ridge :md thenml flying. Contact: Kristin Janosky (j()<J) 925-7.190, or Kristin Annstrong (50')) 62A-5856.

UNTIL OCT

rlinin prcscnrcd by l )ave Sharp and Mike in various locations throughom North America. Contact (509) 925-55Ci5 for scheduling information for your home sire.

UNTIL NOV.: "Owms at its !?est," to the Owtns Valley, wi rh 10 ni11c--day advenrurcs.

USHGA

Priv;11c one-on-one flying, guide service and instruction also available. Contact: Kari Castle (7GO) 872-2087, karicastlcfhtclis.org. SEPT. Thermal Soaring S11fi:1ri, Dunlap Flight Par\<. SEPT. 16: fl11rachute C'linic. Features lcumc, video, care and mainte· nancc, practice deployments, proper method lines. $50, or free with chme purchase from MSC. SEPT. l 8-21: Basic Hang Cliding !CP. Call for reservations. Contact: Mission Center, 1116 Wrigley Way, Milpitas, Ci\ 95035 (near San Jose), (408) 262-1055, fax (408) 262 I 388, mscl1g0laol.con1.

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OCT. 23--25: AOP/11:XPO '98, Palm Convention Center, Palm Springs, CJ\. Contact: Warren Morningstar (:\0 I) 6<)'5-2162, warrcn.morningstarf1\1opa.org.

NOV. 5-8: Fall '98 US! !Gil Board of Directors Meeting, Colorado Springs, Colorado, Doublctrcc World Arena (same place as last March). Com;ict: (719) 632· 8:300, www.ushga.org.

NOV. l 2-15: Fiasicl!ldvanced Hrmg Gliding !Cl>, by Ray l ,eonarcl, Adventure Sports, Carson City, NV. C:onr:1ct: (702) 883-7070. NOV. 27DEC. 6, DEC. 11-20: Chilt '98 '/ rJur, by W orldwidc Adventure'] 'ours, in

the Atacam:1 dcserr, Additional excursion ro Patagonia. C:ont:act: 1 www.li.1n2fly.com.

DEC. '98-MARCH '99: Vr1lle de FJmvo, Mexico tours. H(; and P(;, Consistent weather for great flying. Daily rates, rental gear. Conracr: 1-800-8(1 I 198, www.flymexico.com, jc/f(rhflymcxico.com.

FEB. 1999: New 7.ealrmd Tou1' Worldwide Adventure Tours. rypcs of trips fi·om rugged co ritzy. Contact: I -800www.fun2fly.com.

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Update

THREE GOOD REASONS TO ATTEND A PARACHUTE DEPLOYMENT CLINIC 1) Rotten rubber bands. If they're on your deployment container they'll foul up your deployment sequence. If you carry your harness in your car or trunk on sunny days, or if it's been more than a year since you've replaced your rubber bands, chances are those bands are more crispy than stretchy. That means that instead of deploying quickly and cleanly, your 'chute may wrap you in a spaghetti tangle of lines, sauce to be added lacer. Not a pretty thought! Rorcen rubber bands are the major causes of botched deployments in every clinic we've held. 2) Weird glitches may be lurking in your harness or deployment bag. Unlikely as it may seem, your fresh-from-the-factory reserve 'chute may not be functional. In both our '96 and '97 clinics, the packers fow1d a brand new 'chute with the packing lines still tied together at the apex (see photo). These parachutes would not have deployed. This year, a pilot in our simulator pulled the deployment handle of her newly installed reserve, only to find that the handle was attached to - nothing! "I just bought my chute and don't need it repacked" is no longer considered a reasonable excuse for skipping the clinic here in the Northwest! 3) Practice makes ... better than perfect. Rob Kells cells a story of a pilot who had attended clinics and faithfully followed Rob's suggestions for decreasing deployment time. This pilot had a mid-air that necessitated the use of his reserve, but when he looked for the handle, he discovered he'd already tossed his 'chute! Our local pilots have improved average deployment time from over five seconds to barely more than two seconds in the dozen or so years we've been holding the clinics. That's a comforting increase in our margin of safety.

The orthwesc hang glider and paraglider pilots would like to thank Rob Kells and Wills Wing for helping us make this deployment clinic an integral part of our local events calendar for more than 12 years. (We've forgorcen exactly how many more!) Ir's a lace-winter social evening that draws between 50 and 90 "plumber" and "jellyfish" pilots from all over Washington Seate, plus an occasional smarcering from Oregon and BC. And each year, without exception, a couple of new pilots, or pilots who haven't attended in a while, go home graceful that their unpleasant surprises happened in our simulator rather than at cloudbase.

- submitted by CJ. Sturtevant

by fax at no charge. Proper maintenance of one's equipment is absolutely necessary for safe flight. Please fly safely.

1998 USHGA MEMBERSHIP SURVEY SUMMARY: Compared to last year's survey, our age and income went up. T he number of hang gliding flights we've made went down, but the duration of the flights went up. The number of paragliding flights we've made went up, but the duration of the flights went down. We are cowing more by aero, boat or other, and less by car. We had more respondents from the paragliding and rigid-wing contingent, and fewer responses from flexwing pilots. There were 1,169 respondents, 12.5% of USHGA's membership.

WILLS WING ISSUES RECALL AND ADVISORIES

PROFILE

ills Wing has announced a recall and replacement requirement for the keyhole collar, the machined part which secures the keyhole tang to the keel on all gliders manufactured since 1989. This recall covers every such part on every glider. Ir has been found that existing collars are possibly subject ro cracking. A new part has been designed which is stronger and less brittle. o accidents have resulted from this product defect as yet, though there have been three incidents of cracked or broken collars observed or reported. Wills Wing has also issued a Technical Bulletin and advisory regarding proper installation of lock nuts. There have been two incidents of locknuts coming detached, and one of those incidents happened in flight and could have been extremely serious. The details of these advisories and other important advisories perraining ro Wills Wing gliders are covered in Technical Bulletins published on Wills Wing's Web sire at www.willswing.com. Pilots of Wills Wing gliders who have Web access are strongly urged ro log onto the Web site on a regular basis and review all of the Technical Bulletins there. Pilots without access ro the Web can call Wills Wing at (7 14) 998-6359 and ask ro talk ro technical supporr. We will review the Technical Bulletins that would be applicable ro yo ur glider, and send you copies in the mail or

54.5% married, 45.4% single

89.6% male, 10.4% female

Age: 42. 7, No. of children: 1.1 Annual Salary: $59,604 What is your level ofeducation? .8% some HS, 5.4% HS Grad, 0% Tech/Trade, 27.2% Some College, 66.7% College Grad

How many gliders do you own? 2 What glider do you currently fly most often? HANG GLIDERS: 1) Wills Wing 46.6%, 2) Pacific Airwave 24.9%, 3) Moyes 12.1 %, 4) UP 3.9%, 5) Seedwings 3% PARAGLIDERS: 1) Edel 29.6%, 2) Other 15.5%*, 3) Pro Design 12.5%, 4) Nova 9.5%, 5) Flight Design 6.3 %. (*does not include Wills 5.6%, Firebird 5.6%, PacAir 4 .9%, Apco 4 .6% , ITV 3.3%, UP 2.3%, Ailes, Trekking, Airtek)

When was the last time your glider was serviced by a dealer? 1995 Did you buy a glider in 1991? 22.7% yes/new, 14 .2% yes/used, 63.1 % no

Are you planning to buy a glider in 1998? 18.2% yes/new, 8% yes/used, 52.4% no, 21.3% undecided

What is your current rating? HA G GLIDING : Hl 2.6%, H2 15.7%, H 3 25.2%, H4 47 .8%, HS 8.7% PARAGLIDING: Pl 0%, P2 0%, P3 0%, H ANG GLIDING

Are you ready to get

Serio us?

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How many years have you been flyin!f. 10 .2 How many flights did you make from 10/01196 to 09/30197? HG: 41.2, PG: 51.8 What was your total airtime (hours) from 10/01/96 to 09/30197? HG: 38.2, PG: 35.2 SEPTEMBER 1998

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What is your total lifetime airtime (hours)? HG: 485.8, PG: 159.5

Did you compete in your Regionals? 4.6% yes, 83% no, 12.4% didn't have Regionals What type ofwing(s) do you fly? 70.5% Class 1-Flex, 4.6% Class 2-Rigid, 35 .4 Class 3-Paraglider

I I

ACCIDENT REPORT ING Did you have an injury accident from 10/01/96 to 09/3 0197? 10. 1% yes, 89 .9% no

Was your accident in a hang glider or a paraglider~ 64.5% hang glider, 35 .5% paraglider Wtzs medical/professional treatment required? 51.8% yes, 48.2% no

u Was your accident reported to USHGA? 15.6% yes, 84A% no What type ofinjury resulted, ifany? 5.6%no.tie, 6SYo head, 4.7% face, 3.7% neck, 6.5% chest, 4.7% abdomen, 11.2% back, 7.5% pelvis, 5.6% shoulder, ar.m, 4.7% elbow What was the cause ofyour 11!).JJ,::tf!./!.Orted accident? crash on launch, 32.4% crash on landing, 3.6% in-flight stall, 3.6% canopy collapse, 9.9% flew int:o some.thing, 0% failure to hook in, 15.3% strong weather, 4..5% poor brake Hare, 0% structural fai) .. ure, student/beginner, L8% new glider, .9')11 aerobatics, 0% other 'Were you ho~pitalized overnight? 15.9% yes, 84. 101<1 no Did you dej>loy your chute? 2. l % yes, 97.9% no What type ii/parachute do you use? 85.1% hand-deployed, l(),80/o ballistic, 2%1 both, 3.9% neither \,\;as it repacked in 1.998? 62.3% yes, no

Didyou have your b,.tllistic ro,:ket serviced in 1398? 4.1% yes, 95.9% no

Jfnot; when, was it last servfred? 1993 'fOWING How rnanyflights didyou """''ha.fw,.,"" J0/()J/5)6 to M/30/97, •=u,:r=. Y,J..£i'kB.d,JLIL lowing; categ;a1:irg? a. Free.foot-launch (no towing involved): hang.gliding 73.8%, paragliding 94hYo b. Aerotow (all towing by powered aircraft): hang gliding 14.4% c. lbw ~_P(aifvrm launch (truck towing): hang ghdmg 8%, paragliding l % d. Tow other (allfoot~launch tow that is not aerotow): hang gliding .3.8%, paragliding 4.4%

What tyj>e oft()wing vehicle do you use? 41.8% aero, 11.2% boat, 37.1% car/truck, 9.8o/i) other What type 1f'towline tension device do you use? 26.3% static line, p:ty-out winch, 16. l % stationary winch, 2.1 OI<> other Do you use an observerlspottei; other thrm the vehicle operator, when towing? 10

69.2% yes, 30.8'% no

Do you use 37.3% yes,

an instructional to11P.

!fyes: 38.8'Yo solo,

A of

ltair Draper, Utah am1ounces the certification of their all~new Novice hang glidet, the 167 ..After the Saturn passed the rigorous pitch ancl load testing and flight test documentation, the HGMA review board issued a certificate of compliance on July J 5, 1998. Altair comments, "'The easy-to,fly, easy-to-land Saturn is prcrving to be very poptdar among new pifots as a first-purchase glider after aeh.ieving their I1ang If rating a single~surface trainer. Sat· owners are finding great value in .a glider that can take them to the top of the gaggle right away, and expand their performance c:nve.lope for the fotuxe by way of the Predator-type 'light-pull' VG sys·· tern, which is available as an option or retrofit. Instnictors are viewing the Saturn ?s a signlfica1:t achievement, considering its exce.l!ent smk rate and cherrnalirw climb performa.nce without the oscillation tendencies of past dcs.igns that attempted to attain both maximum soaring perfor·· rnance and Novice-level ha:ndling." The Saturn is available through Altair dealers in stock colors for $3,595 plus S&H. A special Saturn asyn.1.metrical sail layout is av:\ilable as well in your choice of colors. You may contact Altair or an Altair dealer for information and delivery times on the Saturn 167. The smaller Saturn is under development. Contact: AltHir, 12:379 S. 265 W., Draper, Ur 84020 (8CH) fax (801) altair@micron.ne.t, http://nernow.micron.net/ .,aJtai r/.

urn

SHGA is soliciting award nomina. tions in the following categories. Keep in mind that there is no limit to the number of Commendations and Special Commendations given each year. Sen.cl

your written nominations to the USHGA office (EO. Box l 330, Colorado Springs, CO 80901-1330, ore-mHil ushga@ushga.org) or to your Regional Direcror by October 31. Presidential Citation 'This is the USHGRs highest award, and maybe awarded to members and no1Hnembers who have a significant contribution to the sport. T'he contributions need not have been made during the previous year. Chapter ofthe Ye,ir-·· This award pto· vides an opportunity for the Associarion to the USHGA dub tha~ has conducted successful programs winch reflect positivdy upon the Chapter and the sport ..Activities include, but are not limited to: site proc:mernem, develop,· ment and retention, safory; membership development, and beginner and novice programs. Newsletter ofthe Year -- This award r~cognizes an ~utstanding club publica·· t:1011 that has been supportive of the sport and the sponsoring Cbapter's activities. The award is based on service to members, layout, article variety, safety promotion, and promoting the sport. Special Commendations Special Co1nmendations are awarded to nonmembers and organizations who have do.ne exceptional V<)lunteer work that has significantly enha.nced and promoted the sport in the United The Special Commendation is a way for our organization to recognize landowners, drivers, restaurant owners, government officials and other good ole boys and gals who have contributed in a non··member capacity during the year. Cornmmdations -··- Commendations are awards to USHGA members who have contributed to hang gliding on a volunteer l~asis in any number <Jf areas, including site development and retention, competition organization, public relations, heroic rescue efforts, and/or basicaily off their duffs and doing something for someone enjoyment of flying and the promotion of the sport. NAA Sttfoty Award USHGA l:.'xcep,· ,Jer:r1tce/ju1ara: ··•• The NAA Safetv Aw:ird .is given to ,m individual who ha~ contributed to safety promotion. The

Continued on }age HANG GLIDING

NEW

SEX

**************************************************************************************************************** Includes 12 issues (PG Division), liability insurance, ratings, and other benefits. $54.00 U.S. ($65.00 Non-U.S.*) ............................... .

Please check one: a a Both Divisions· $79.00 U.S. ($96.00 Non-U.S.*) ........................... . MEMBER: (Includes all benefits except

D 1 Division • $27 .00 (Family MemberM must sign separate release from Full Member) .... Please check one: D D u» .. ,~.,.,.,,,.,,. Divisions·

mag!lZine. MUST rtside with full memhtr oh11me

(Family Member(.r) must sign separate release from Full Member)

$35.00 U.S. ($46.00 Non-U.S.*) ........................................ . $26.00 U.S. ($32.00 Non-U.S.*) ....................................... . **************************************************************************************************************** 1ST CLASS MAIL SERVICE· HANG GLIDING MAGAZINE: ($24.00-U.s., Canada, & Mexico only) ................ ··-·······-··-·····-···-······· AIR MAIL SERVICE • HANG GLIDING MAGAZINE: ($30.00-Westem llcmisphcrc, $40.00-Europe, $50.00-All Others) ... -·---·-·--··----··-···· 1ST CLASS MAIL SERVICE· MAGAZINE: ($12.00-U.S., Canada, & Mexico only) ................. ·-····-·..--·-···-··· AIR MAIL SERVICE· PARAGLIDING MAGAZINE: ($15.00-Wcstcrn Hemisphere, $20.00-Europc, $25.00-All Others) ..... ·-- ······-···.................... NAA MEMHERSHIP: ($10.00 annual dues)................... . . . . . . . . . . . . . . . . . . . . . . . . . . ............. . J<'AI SPORTING l,ICENCE:

($18.00 annual foe)

Date ofBirth:_-· I - - ____

Citizenship:." .."----·-·-.............""....- - . . .

""'".............""___ ............._.

**************************************************************************************************************** CHARGE MY:

Credit

**************************************************************************************************************** must be in v..\'.

TOTAL

drawn on a U.S. hank.

(03/9'7)

In consideration of the benefits to be derived from membership in the USHGA, (Pilo~ and the parent or legal guardian of Pilotif Pilotis a minor, for themselves, their personal representatives, heirs, executors, next of kin, spouses, minor children and assigns, do agree as follows: A. ~ The following definitions apply to terms used in this Agreement: I. "PARTICIPATION IN 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. INJURIES' means personal injury, injury, death, property and/or other personal or sustained by Pilotas a result of THE SPORTand/or as a result of the administration of any USMGA programs (for example: the Pilot Proficiency System). If under 18 years of age, the term INJURIES"means injury, bodily injury, death, property damage and/or other or financial injury sustained by Pilot as well as personal injury, bodily injury, death, property and/or any other or financial sustained by Pilot's parents or legal guardians, as a result of THE SPORTand/or as a result of the administration of any USMGA programs. 3. means the following, including their owners, officers, directors, agents, spouses, employees, officials (elected or otherwise). members, independent contractors, sub-contractors, lessors and lessees: a) The United States Hang Gliding Association, a California Non-profit Corporation (USMGA); b) Each of the person(s) sponsoring and/or participating in the administration of Pilots 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 Pi/otlaunches, flies and/or lands; e) Each of the property owners on or over whose property Pilotmay launch, fly and/or land; All persons involved, in any manner, in the sports of hang gliding and/or paragliding at the site(s) where D "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 11u;;1.n;;;K,.»L AND DISCHARGE the PARTIESfrom any and all liabilities, claims, demands, or causes of action that I may hereafter have for 1111,ruR'll=:fi: however caused, even if caused by the negligence (whether active or passive) of any of the r1.11:::,r..c;.1,;,,:;1.1 PARTIES, to the fullest extent allowed by law. I WILL OR MAKE A CLAIM against any of the loss or damage on account of INJURIES. 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 I this shall be and in accordance with the matters whatsoever arising under, in connection with or incident to this Agreement shall of U.S.A. to the exclusion of the Courts of any other State or Country. E. 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. f. I REPRESENT Pilot is at least 18 years of age, or, that I am the parent or legal guardian of and am making this agreement on behalf of myself and If I am the parent or legal guardian of Pilot, I INDEMNIFY AND REIMBURSE the for their defense and indemnity from any claim or liability in the event that Mot suffers IN even if caused in whole or in part by the negligence (whether active or passive) of any of the ....,.....,,,.,,._,.,,

I HOWEVER CAUSED, EVEN If OR I have

understand, and

RISKS, KNOWN IN WHOLE

to the above

UNKNOWN, IN PART BY

WAIVER AND ASSUMPTION OF RISK

Adult Pilot's Signature

0,1te

fig11ature ofPilot's Parent or Legal Guard1a11 ifPilot under 18yearJ ofa1:e.

Date

MMR 12-97

Ii tis with great sadness that we report Brad Koji's EJtal accident. Brad was a rop compctirion pilot who represented the United States in numerous inter national meets. We received infonnation from several sources, and this is our best summation of rhe accidcm at present. In shon, we believe tfoit the attachment of his parachute bridle to his harness was a signiflcant contributor to his death, and is a fricus of discussion this month. On June (i, 1998 at approximately 5:00 I'M, during the first round of the Sandia Classic in Allrnquerque, New Mexico, Brad w:is therma!ing about four miles somheast of' Lamy, NM at about 10,000 feet and apparcn tly tumbled. There were no witnesses to the event, however, one pilot had been tbcrmaling with Brad before rhc incident and two pilots who had landed a couple or miles away wirncsscd Brad descending under canopy. Weather reports arc varied, but ir docs appear that there was a rather pronounced inversion at abom I 0,000 feet with winds southeast at 15 mph below, and northwest at abour 20 mph ahovc. It is likely that there was serious mixing of the air at this altitude. It is suspected that Brad's cxtraordin~iry tl1crmaling skills allowed him to reach this zone when most other pilors could not. Once in this violent it is believed rhat his Laminar ST Iii was pitched over imo a wmble. This conclusion was reached by analysis or the glider wreckage. Jim who is a rncckrnical nccr and an experienced competition pilot, examined the wreckage and provided an :rnalysis. Both leading edges failed inboard of the leading edge/cross-bar j11nction sleeve under negative load. The keel failed under negative load for·· ward of' the rear flying wire ser sleeve, and the keel stingc:r broke aft of the rear most likely upon landing. wire set

SEi'IIMlllR 199/l

'I 'he crossbar/leading edge mounting hardware was twisted negatively on both sides. The frame failures were symmetric. The sail was torn from the trailing edge forward to the crossbar on either side of the keel and rhosc tears were also sym-mctric. The nature of these failures strongly suggests rhe leading edges omboard of the crossbar were bent down by a negative load, and rhc leading edges inboard of the crossbar were deflected upward. Pitching over into a symmetric tuck and tumble would likely produce these types of foilurcs. We do not know precisely what, if' any, modifications were made to the glider. It is not unusual for leading competition pilots to "tune" their gliders to extract- small amounts of increased pcr-formance, and these modifications occ;1sio11ally affect the stability of the glider. In this case, rhc VG setting was off~ the hang point was one hole afr of the center, rhc sprog sen i ng screws had been adjusted our to rhc equivalent of three washers on the right side and two wash· crs on the left side. The airfoil was the DI IV-certified No. 8 batten pattern. All of' these tuning elements were within fac·· rory settings. fr should be noted rhat the U.S. importer, Larry 'J\_1dor of AV8, is not aware of any other n1mblcs of the Laminar S'J' occurring in 1998 world· wide. Brad had tumbled in other gliders on two previous occasions. The more imponam aspect of this accident was the connection of Brad's parachute bridle to his harness. The parachute bridle was attached directly to his harness and shoulder straps behind his neck. ·1'he lower 10 foet of the para· chute bridle showed signs of melting on the surface. This was most likely caused by the friction or the bridle cord pulling tight around the pilot and glider as the

parachute opened. This further suggests that the glider tumbled multiple rimes, winding the parachute bridle around the pilot and glider. lt is concluded that the bridle become wrapped around his neck during the tumble. It is nor unreasonable to assume that the glider obtained a speed of 50 mph or more during the rumble, and d1a1 the opening shock would reduce that speed to about 20 mph in about 1 1/2 scc·onds. The pilot would then experience ar least a threc-C deceleration with d1at force transforrcd through the bridle. The pathologist's report from the Albuquerque Medical Examiner's office says, "The cause of death was the bridle cord for the parachute wrapped around his body or neck during the deploymcm sequence, and when the parachute opened the bridle pulled tight around his neck causing rwo vertebrae to separate by approximately one inch, severing the spinal cord. Death was instantaneous." Brad is survived by his wifi.: Barb and two twin children. Brad will be sorely missed by many. DISCUSSION Competition ofrcn motivates people to set up their equipment in ways they might nor normally consider, typically in a quest for an edge. Numerous pilots have connected the parachute bridle ro the harness instead of the carabincr in an effort to slightly reduce aerodynamic drag. In Brad's case, we understand he had attached it to the shoulder srraps primarily Lo ensure a f<:ct-down landing in the event of a deployment. This is not an uncommon practice and nothing u niquc concerning Brad's cqui pmcn t. In preparing this article, Joe Grcblo and I contacted several harness and parachute manufocnircrs regarding connecr ing bridles ro harnesses. Moyes had received requests for this feature to he available on a new harness design, bur the idea was vetoed by Steve Moyes specifically because of potential head and neck entanglement. Wills Wing also evaluated harness attachments and saw no cornpclling reason to attach the para chute bridle anywhere other than the

carabiner. I Tigh Energy Sports has received simibr requests, rypically from competition pilots, and Betty Pfeiffer considered it very ill-advised. Besides the now-obvious risk oF entanglement with the pilot, there arc other argumems against this practice. 'T'hc harness effcx:tivcly becomes a pan of the bridle connecting the parachute to the glider. This would make it extremely diflkult, if not impossible, fi:ir the pilot to reposition himself for landing. Another concern is the load the glider would put on the harness and pilot as the chute opens. As an extreme example, imagine those drag-racing cars that use a parachute to stop. No one would consider connecting those chutes to the scat and safety belts instead the race car frame, but connecting a bridle to harness shoulder straps is acrually rather analogous. The consternation of landing in a prone position, focc down, during a deployment is a valid concern. ·n·aining for new pilots is ofren ddkicm on this topic and seldom consists of more rhan a few instructions to stand in the control frame during rhe descent. 1-lowcvcr, what if the frame is gone or folded up against the keel? Many of the newer harness designs have a pirch-adjustmcm system consist-

ing of a pull-cord that locks into a clear mounted above the shoulder or under an arm. During the descent, the pilot should pull diis cord rn rotate to an upright position. 'T'his should also be practiced during parachme clinics or other training. This will illustrate the di/Ttculty of geuing upright and might uncover equipment deficiencies when performing this. [fyom harness is not equipped with a pitch,,adjustment systern, you might consider it on your next: purchase or consider professional modification o/' your present harness. Some harness pitch arrangements have pulleys, rings, or other conf1gurations that may limit upward rotation. If you desire a more vertical position with these, you should consult the manufacturer; don't modify it yourself. They probably have very good reasons for their designs. 'foo ofrcu, participants in this sport believe they have a bcner idea, be it for a towline release, glider 1nodifications, or in this case, parachute bridle attach, mcnts. This is usually in response to :1 specific problem or concern. So, they invent a fix and implement it. However, Axing one problem can often introduce others. If experimenters survive the consequences of newly crcared problems,

Dedic:ated to !Francis Rogallo Over 500 pages by more them 100 contributors Articles, llh:.1strations, Photographs, and much more ... Palmieri Editors: Jim (Sky Dog) Palmieri & Illustrator/Cartoonist: Mike Vorhis

they then try to fix those, and afrer several evolutionary steps often wind up right back at the basic designs produced by experienced manufocturers. It is frustTating to sec pilots reinventing the wheel over and over and over. lt is more frustrating ro sec them put themselves and rheir friends ar risk as rest pilots wirh inadequately evaluated and tested i nvcn tio ns. This tragic accident highlights a spc-cific problem with a bridle anachment method. However, generically speaking, modifying equipment as Brad did is a very common rhing ro do for many of us in rhis sport, myself included. There is indeed a place and a need for in nova· tion; the history of our sport confirms this. However, before flying with newly conceived or modified equipment, the concepts must be evaluated in the light of historical successes and failures. They must be evaluated with proper engineering methodologies like Failure Mode and Effects Analysis (FMEA), Failure Mode and Effects validation 'Jesting (FME'T), and performance resting. They should be Acld--tested by experienced pilots who understand what it is to be a test pilot and who accept the risks. Only then should these ideas be utilized or sold as producrs. II

(im:fodes S/H)

HANC CLIDINC

No other flight park can match our people, facilities, diversity, dedication and history of excellence. Our only desire is to help you realize your flying dreams and hang gliding goals. Lookout Mountain Flight Park is the nation's #1 hang gliding school and firsf· commercial aerotow operation. We provide the most comprehensive hang gliding instrudion available. Pilots of all skill levels enjoy consistently good flying and training al Lookout. No other flight park anywhere has this much to offer.

BELOW Steve Moyes - 30 years later and still competitive. BELOW LEFT Molly feeding the Moyes mascot, the frigate bird.

he location: Brome Beach, one of Sydney, Australia's most spectacular inner-city beaches and the home of Bill and Molly Moyes, where international boundaries and glider-manufacturer alliances fall away. During the 1998 Worlds, Gerard Thevenot and his world-champion prodigy Guido Gehrmann (La Mouette) , Josef Guggenmos and Bob Baier (Guggenmos), and the Moyes clan, all reveled in the traditional hospitality of the Moyes household, as Aussie surfers strutted their sruff on the Australian east-coast waves of the Pacific Ocean. For 30 years Moyes has been selling gliders, and for 30 years pilots from all corners of the world - from all walks of life, 16

competitive and recreational alike - have enjoyed the hospitality of the Moyes Bronte Beach house, a residence Malcolm Jones of Wallaby Ranch refers co as the "Moyes Hilron." As Molly Moyes recalls, on one particular balmy summer's night there were eight Brazilians in one room, ten Japanese in another, and eight Russians in yet another - an international contingent almost large enough co pass a United ations resolmion. And it has always been that way. The now-famous Moyes "open-arms policy" began when Bill Moyes sold his first glider in 1967 . Bill was so exhilarated char he brought the happy customer home for dinner. Molly's mother, Phyllis (one of the few women besides Molly able co keep Bill

in line, and responsible for feeding yet another guest), was quick co point out, "The guy at the grocery store never invites me home for dinner when I buy my groceries!" On another occasion Bill went to the Sydney airport to pick up a Greek pilot who never arrived. Undaunted, he carted home three weary Japanese travelers straight off the plane who weren't even pilots, and who ended up staying the night. This incredible Moyes hospitality has endured to this day. As something he considered a natural extension of water skiing, Bill rook up flying at the ripe old age of 30, much to the horror of Molly, who, when informed of Bill's intentions, could not look upon the faces of her five children without nightH ANG GLIDING

The Moyes family.

Steve Launching at StanweLl the Moyes factory test-flying site.

mares of chem becoming fatherless. One night, hoping co dissuade Bill from being rowed up to ridiculous heights behind his boar, Molly hid his sail. Bill, who went on a rampage crying to unearth it, caught the attention of daughter Debbie who dragged the sail our from behind the couch, innocently asking, "Daddy, is chis what you're looking for? " Bill and Molly Moyes have known each ocher for nearly 57 years . Married at the age of 17, Bill Moyes began plying his trade as an auto electrician during the day while working nights stocking the shelves in a fruit shop char he and Molly owned. Nor long after, he rented space in Waverley and opened his own auto electric garage where Moyes Delta Gliders was SEPTEMBER 1998

eventually born. After working seven days a week for a few years, Bill scarred buying the propercies surrounding him. Those investments and a thriving business provided him with income independent of flying, which enabled him to treat making flying machines like a hobby and enjoy it like one. Despite Molly's inicial protests, Bill continued flying, and soon appeared in flying shows all over the world where he would be rowed up by beach bu&,ay co a few hundred feet above the crowd. The miles logged on the road were staggering. In orth America alone Bill and Molly sometimes traveled 1,000 miles overnight, covering 26,000 total miles in under six weeks, visiting fairs in Albena,

Saskatchewan, Manitoba, North D akota, Iowa, Minnesota, Michigan, Ontario, ebraska and points in between. Displaying trust in his young son, Bill recruited Steve Moyes as his winch man at the Royal Easter Show in Sydney when Steve was only 14. Steve began his flying career at abo ut this time. Typically, Bi ll would drag Steve from bed at fo ur o'clock in the morning so they could row up over Botany Bay, a fear no longer possible because of the jet aircraft traffic from the two north/south runways char now run into the bay from Sydney's international airport. Back then, Bill and Steve would gee in a few hours of flying, before Molly would rush to pick up Steve and take hi m co school. 17

Bill Moyes over the Sydney show grounds in the old days.

HANC CL1Dl1\/C

As the sport of hang gliding began ro gain momentum, Bill, Steve and Molly scoured the world, seeking om fdlow pilots. One of the first truly international fly--ins was held in Austria in 1975. Even in the sport's infancy hang glider manufac-turcrs were cx1rcmely competitive, and after examining the European gliders Bill was quick ro modify the Moyes arsenal to gain a competitive advantage. The first great technological innovation: popsiclc sticks sewn 10 the tr;iiling by Molly in order 10 decrease sail flutter. ( Pn1h111110 organizations were not yet regulating such "in nova t·ions." Steve \Urned his anemion to the :n1roclcctric business and secured his trade papers, hut his passion for flying was already kindled to such an cxrent that he Found interest in linlc else. Ir was much rnorc stimulating to work alongside Bill (building a (kdgling hang glider company rhat made exciting flying machines) than to work on vehicles which had been around for 90 years and were destined to remain grounded. 'I 'his was the early 1970\ when world-champion surfr:rs like Nat Young and Midget hirrelly were surfing off 1he bc;1ches (buck naked) and philosophizing about post-Vietnam freedom. ·rhc idea of flying off the headlands or those same bc,iches seemed to fir right in with the spirit of rhc rimes. At rhc age of 18, Steve was competing worldwide and on his way to becoming the most proli/1c competitor ever. When drawn into discussions ahour his many achicvcrnenrs, he is quick to he:ip praise on other pilots such as .John Pendry and 'fomas Suchanek. As a pilot who has competed in every hang gliding world championship ever held, Steve has become one of the world's most experienced pil01s. With :1 career spanning 31 years, he continues to competitively, and rhc key to his flying longevity is obvious ro those who fly wi 1h him: Ile designs safo gliders, and flies them safely. The working relationship between Bill and Steve Moyes was well portrayed in the award-winning documentary, "The Birdmen or Kilimanjaro," i<)r which they horh received the Advance Australia Award. Father and son argued all the way np the mountain, but still reached their goal of making it to the summit in order to launch into the rhin air and fly successfully to the bottom. This revealed the source or what was, ;md still is, the real strength of Sll'HMBER 1<J9H

the duo the fact that they have dilfrrclll talcncs and personalities. Bill is the consummate wheeler-dealer who either befriends or alienmes those with whom he comes in conract. Steve is more has an almost bird-like feel fcir the air, and is :iblc ro translate those fccl-ings into glider design. Steve w;1s the main catalyst behind the creation of the hcst-sclling glider or all t irnc, the X1 ralitc. The emergence of the Xtralite also highlighted another reason for Moyes' longevity and success: attracting extremely talemed people to the Moyes family. Some of rhc names arc well known: Tomas Suchanek, an intelligent pilot with incredible flying skills, four-time world champion and talented designer; Juan Corral, a remarkably gifted individual with a creative {foir for design, and a loyalty that has served Moyes well. Others arc not so well known those responsible for the production of sails, gliders and har-ncsscs, day in and day om. In recent years, Bill Moyes has stepped back from the helm and handed control over to Steve :md Vicki Cain, Steve's younger sister and fellow manager. Although rhcre is much design expertise at the Moyes women really personify rhe heart of the company. Vicki has become the soul o( Moyes, and she is the main poi m of contact for most who deal with the company. She is now rhe one with ,m "open-arms" policy toward overseas guests, much to rhe chagrin of Greg, her cvcr-toleram husband. A Moyes dealer once came to Australia to pick up some gliders and ldi: three months later, having spent the entire time at Vicki's place. With .Jenny (Vicki's younger sister in accouming) ,md Molly making lunches, Moyes is not that rnuch different in spirit than it was when Bill sold his firsr glider. The company has grown beyond being a hobby, but the feeling remains. Over the years, many have joined the Moyes family, b11t some have also left. lcaro, now a major manufacturer in its own right, was once Moyes' European manufacturing arm. Rick Duncan, one-time world champion (on a Moyes CTR), left rhe Moyes camp ro stan up Airborne in order to manufacturer trike wings and hang gliders. Rccemly, the relationship between Moyes and their sailmaker of20 years ended. However, such changes have served only 10 stimulate rhc company. Making sails in-home was a natural pro-

Bill and Mollyflying tandem during the Pleistocene.

gression for a manufacturer imem on being prirn·compedtive in a global marketplace. With new competitors such as learn and Airborne, Moyes has become a little less laid hack and more business oriented. Bill Moyes has a history of creating his own competitors but he also has a history of outlasting them. There is a time for every season under heaven, and so it has been for Moyes. Some seasons have been good, and some not so good. Afrer the heady years of the Xtralite, 1996 was just about the worst year ever for the company. With the emer-gence topless gliders, Moyes was forced to quickly move from one R&D project (the Super Xtralite) to another the developrnenr of the CSX. However, in 1997 Moyes bounced back, expanding its product line to include a new single-sur-face glider, the Ventura, as well as a new intermediate glider, the Sonic. By diversi-fying its product line, Moyes hopes to become less susceptible to the cver-chang-ing and unpredictable nature of the highperformance hang glider market. Still, as a manufacturer wi1 h a small domestic market, Moyes needs to export, and products wit-h high expon demand have always been high performance. There arc considerable challenges ahead for all hang glider manufacturers. With slowing growth rates in the sport, and fluctuating currencies, the market is right. On the other hand, hang gliding is now available in geographical areas where it prcvi. ously was not. Mountain less regions which were previously unflyable have opened up, thanks to modern towing techniques. While foot-launch flying is still being practiced in its purest form, hang gliding is, in a sense, returning to the days when daredevil pilots like Bill Moyes were towed aloft. Th:rnkfolly, the equipment and techniques have improved dramatically since then. The challenge facing today's manufac-·· turers is to never lose sight of the essence of the spon, while continuing to pursue performance, handling and safety. Through the years there have been many loyal Moyes followers, and it is they who have helped the company grow and develop in order to meet the demands a changing marketplace. Moyes' remains committed ro those who have supported the company until now and those who will do so in the fonire. •

Bill cmd Steve being towed along the Hc1wl,sberry River.

Hi\NC GIIDINC

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REGION 5 Frank Gillette (R 99) Rt 1 Watercyn 8 Declo ID 83323 (208) 654-2615 Watercyn@cyberl1ighway.net Tracie Fifer-Welch (H - 99) PO Box 8225 Jackson WY 83001 (307) 733-6823 di __.wyo@compuserve .corn

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Paul Klemond (H 99) (PG Accident Chair) 3612 NE 43rd St Seattle WA 98105 (206) 525-5765 paul@kurious.org

Mike Meier (H - 98) 500 Blueridge Ave Orange CA 92665 (714) 998-6359 mike@willswing.com

Gene Matthews (H .. 98) 15308 111 111 Ave NE Bothell WA 98011 (206) 488-1443 skydog@gte.net

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Alan Chuculate (H 99) 6709 Salizar St San Diego CA 92111 (619) 292-1552 g_achucu@qualcomm.com

Russ Locke (H 99) 868 S Mary Ave Sunnyvale CA 94087 (408) 737-8745 rsslok@aol.com Scott Gasparian (R- 99) c/o LWHS 755 Ocean Ave San Francisco CA 94112 (415) 282-2753 gaspo@igi.org Ed Pitman (L .. 98) PO Box 188 Shasta CA 96087 (916) 359--2392 epitman@c-zone.net Ken Brown (H 99) 1795 40 111 Ave San Francisco CA 94122 (415) 753-9534 kennyb2u@aol.com

Gil Dodgen (Editor) 31441 Santa Margarita Pkwy Ste A-256 Reho Sta Marg CA 92688 (714) 888-7363 gildodgen@aol.com REGION 4 Mark Ferguson (R • 98) 1173 f~idgeview Cir Broomfield CO 80020 (303) 931-8075 rnark@ballvarios.com Jim Zeiset (R 99) 13154 County Rd 140 Salida CO 81201 (7'19) 539-3335 jirnzgreen@aol.com

REGION 6 Jeff Sinason (R 99) 12954 Ballantine Ct Saint Louis MO 63146 (314) 542-2473 jsinason@itdcomm.com REGION 7 Bill Bryden (R 98) (HG /\ccident Chair) 6608 North ·100 East F~d Seymour IN 4 727 4 (812) 497-2327 hrn bbryden@hsonline.net Dan ,Johnson (L 98) 8 Dorset St St Paul MN 55118 (612) 450-0930 CumulusMan@aol.com REGION 8 Randy Adams (R 98) PO Box 369 Claremont NH 03743 (603) 543-1760 randyadams@cyberportal.net REGION 9 Pete Lehmann (R 99) 5811 Elgin St Pittsburgh PA 15206 (412) 661-3474 lplehmann@aol.com Geoffrey Mumford (R 98) APA/PPO 750 First St NE Wast1ington DC 20002 (202) 336-6067 gkm.apa@email.apa.org Dennis Pagen (L 98) 368 Dunkle f~d Bellefonte PA 16823 (814) 383-2569 pagenbks@lazerlink.com Chris DuPaul (H 98) PO Box 801 Gloucester Pt VA 23062 (804) 693-67 42 skigolfnut@aol.com Art Greenfield (X) 1815 N Ft MEiyer Dr Ste 700 Arlington VA 22209 (703) 527 -0226 NAA@ids2.idsonline.com REGION 10 G.W. Meadows (R 98) 1125 Harbor View Dr Kill Devil Hills NC 27948 (919) 480-3552 justfly@interpatil.com

Matt Taber (I~ 99) 7201 Scenic Hwy 189 Rising Fawn GA 30738 (706) 398-3433 airwave@voyageronline.net David Glover (H 99) 1805 Dean Still Rd Davenport FL 33837 (941) 424-0700 fly@wallaby.com Gregg McNamee (H 98) 14141 SE 51 51 Ave Summerfield FL 34491 (352) 245-8263 graybird@praxis.net Greg De Wolf (H 99) PO Box 607 Corolla NC 27927 (919) 453-4800 DeWolf7@aol.com REGION 11 Dave f3royles (R • 99) 211 Ellis Dr Allen TX 75002 (972) 727-3588 broyles@psuedospace. corn REGION 12 Paul Voight (R 98) 5163 Searsville Rd Pine Bush NY 12566 (914) 744-3317 ryanv1 OO@aol.com Jan Johnson (L. 98). PO Box 282 Bullville NY 10951 (914) 361-1083 fec@frontiernet.net Paul Rikert (L · 98) 101 N Broadway# 2B-3 White Plains NY 10603 (914) 946-9386 hm Lars Linde (H · 98) 954 W Front St Red Bank NJ 07701 (908) 7 4 7- 7845 larslinde@compuserve.com REGION 13 (lnt'I) ,Jan Johnson (L · 98) See Reg 12 Michael Robertson (H • 98) RR 5 865 Con 7 Claremont Ontario Canada L1Y 1A2 (905) 294-2536 flyhigh@inforamp.net USHGA Executive Director Philip Bachman PO Box 1330 Colo Springs CO 80901 (719) 632-8300 wk (719) 632-6417 fax phbachman@ushga.org ushga@ushga.org EXECUTIVE COMMITTEE President-G.W. Meadows Vice President-Bill Bryden Secretary-Russ Locke Treasurer-Geoff Mumford KEY: (R)-Regional (L)-At Large (H)-Honorary (X)-Ex Officio

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FLY

A Tribute To

•

by Bernard Winkelmann

There are not many words to express what Willi Muller meant to me and others in the Canadian hang gliding and paragliding community. As many ofyou know, he is considered the ''Father ofHang Gliding" in Canada, and had been flying for more years that I have lived. He was a special person and will be dearly missed

don't remember when I first met Willi, but we spent a lot of time together during the last five years. Chris, his son, and I used to be on the san1e swim tean1. When that phase of my life was over I looked for a sport in which I could excel. I asked Chris if I could try paragliding, and he said that I should come out to the hill. Whether it was the fact that I was Chris' friend or not, Willi did not charge me for lessons. This was just the beginning of his immense generosity toward me. I found paragliding to be fun , but I could not justify the cost. About a year later I ran into Chris after his trip to Europe, and he invited me back to Cochrane. About a week later I made my first soaring flight, about 20 minutes, and I was hooked! The following spring I bought my first glider, and that was when Willi took me under his wing. I was out on the hill flying at every opportunity, even if it meant skipping a class. Thoroughly enthused about the sport, I soon accumulated enough airtime and experience to begin teaching. On my first cross-country flight I went ~50 km and Willi was very happy and proud. I quickly made the national team and went to Spain last year. This year I went to Austria where I met up with Chris, who placed second at the Pre-Worlds, and had

H ANG GLIDING

my best showing in international competition, placing 12th in that meet. Everything I have mentioned so far I owe rn W illi's "investment" in me; he gave me so many opportunities rn improve my skills. H e was a great teacher and salesman . I couldn't afford my first comp wing, so Willi ran a tab and I was able to work off my equipment instructing for him. When the flying was not good, or if it was the off-season, he would always find something fun to do. If it wasn't smashing go-carts or getting kicked our of the waterslide park, it was snowboarding trips and rowing behind a truck on a fro zen lake. W illi always found something new to do. This year he bought a traction kite and we began to use the wind instead of a truck rn tow ourselves across the lake. I will never forget his smile. During the week after his death I looked through numerous phorn albums, and it was nearly impossible to find a picture of him in which he was not smilin g. I'll never forget his playful sense of humor. If W illi found out something about you that you didn't want anyone to know, he would cell everybody, making jokes and one-liners, but yo u always knew chat it was in good fun and soon enough he would move on to someone else. Willi loved to laugh. I don't think I have met anyone who laughed as m uch as he did. I was traveling with W illi to the U.S . Paragliding Nationals chis year when we decided to stop in C helan for a day of flying, as we hadn't flown in the previous five days. On Wednesday, July 8, 1998, we drove up the butte. We stood around, shoe the breeze, and decided to fly. Willi was W illi right to the end. At one point the Chelan Classic meet director an nounced that he wanted to talk to anyone who was not in the meet. His pmpose was to inform everyone that it was a left-turn day. Willi was being playfully difficult and the meet director became irate. T hen W illi stuck out his hand and said, "Hi, I'm Willi M uller! " T he meet director became a little sheepish, told Willi th at he could turn any direction he wished, and invited him rn a party that night. W illi loved it and began to laugh and smile. I will always remember chat moment; he was in his element. About 20 minutes lacer I became restless and wanted to take off. I spread my glider out on the bushes on the "ants-inSEPTEMBER 1998

WHAT HAPPENED? by Paul Klemond, USHGA Paragliding Accident Chair

ere is a summary of Willi M uller's fa tal accident. An official report is in progress

but has nor yet been submitted. The accident occurred on Wednesday, July 8, 1998, at Chelan Butte in Washington stare. W illi Muller, age 53, of Cochrane, Alberta, Canada, launched off the "Ams" launch into mid-afternoon thermal conditions. Ocher paraglider pilots were in the air and did not report any unusual difficul ty. Small "dust devils" had been observed on launch. W illi chose co fly an Apco "Zen II" competition-level paraglider. Competition wings such as chis sacrifice stabili ty in return fo r higher performance, and are characterized by "potentially very violent reactions to turbulence or pilot input error. " Several minutes after launching, W illi lost control of the wing and lost altitude. He was less than 100 feet below launch alrimde, flying near "The Rocks" on the Butte's southeast corner. Estimates of his terrai n clearance vary. Specific details surrounding Willi's loss of control of the wing are unclear. W illi did nor th row a reserve early after losing control. It is not clear whether or nor he attempted deployment late. W illi impacted the rocks at a significant speed, possibly in a pendulum morion beneath rhe surging wing. Competent medical aid was present within one minute but was nor successful . O ne report indicates that one of the wing's trim riser settings was different than the other, though it is not clear when this might have occurred (before, during or after the accident). • the-pants" launch and then cook off without a hitch. Abour 10 minutes later I topped out and began co cross the gorge. I did not see what happened to W illi, bur I saw him rake off and begin to thermal. I was flying with someone else and needed to pay attention to my flying, so I quit looking down. W hen I topped out I co uld not find him anywhere. I'm consoled by the fac t that I had one last flight with W illi, and that I was there. It also makes me feel better that Vincene was there and was able co hold his hand and say good-bye . I'm also glad he had th e opportunity to see that his investment in me paid off. W ithout W illi, I wo uld never have done as well as I have in any competition . I'm very grateful and hope he was proud. To rel\ you the truth, the specifics of the accident don't matter. H e was just in the wrong place at the wrong rime. I flew earlier in the same spot that he flew thro ugh, there was a woman rhermaling with him , and many flew in the same spo t after he did. He always said that you shouldn't fly a paraglider in Chelan in July, that it is simply coo rough. H e broke

his own rule because we were going to Lakeview for the Paragliding Nationals and he had flown his hang glider the day before. I don't know what lesson is to be learned from chis accident, but I do know that he was a very ski lled pil ot and chat it was coo soon for him to leave us. I feel sorry for all chose who never had a chance to meet him. W illi Muller was the happiest guy I have ever known. H e would always say to me rhac I was coo young to be stressed out, and that having fun was the most important thing. I think there is a lesson to be learned from the man ner in which W illi lived his life: Don't take things coo seriously and enjoy life, since it is vety short. Whatever it is that makes you happy whether it be flying, sports, or, God fo rbid, even work - have fun doing it. I know that compared to Vincene and C hris I have nor lost m uch, but I did lose a lot chat day: a mentor, a sponsor, a teacher, an adopted fa ther (he created me like his own son), and most of all a friend . I will dearly miss the big guy. The entire flying community has lost a living legend. •

Those Were the Days A BriefLook at the Origins ofHang Gliding in Western Canada

by Vincene Muller

of the ski hill, and Willi's takeoff and landing speeds were around 40 mph. (The flight lasted about a minute.) What a spectacle: Skiers lined rhe side of the hill waiting for him to take off, and those in front of rhe lodge applauded when he landed. Everybody loved it. In the meantime, Terry Jones of Edmonton had seen a demonstration by Bill Moyes, the Ausrralian Birdman, and took a trip to Australia to learn more about the sport. Two months later, having mastered rhe finer points of flying behind a boar, Terry remrned to Edmonton where he gave numerous demonstrations at football gan1es, car races and water shows. The highlight of his career was a trip to England to fly ar the British Grand Prix at Brands Harch, sponsored by Players Cigarettes. At chis time Terry had done all his flying under row. His firsr arrempt at ski lall!1ching was at Jasper Ski Area, Alberta, where he met Willi Muller. Willi told him, "Nothing to ir, just poinr your skis downhill and up yo u go!"

-!!!!!!l~l\

Willi and Chris just after Launch at Grouse Mountain, BC (Chris was 5).

ang gliding in Wesrern Canada began around 1971. Willi Muller, rhen manager of a small Calgary ski area, was skiing ar Lake Louise and watched an area employee named Les Oitz fly a Jobe tow kite down the ski hill. He measured out rhe kite wirh his trusty ski poles, rhen wem back to Calgary to arrempr to build one just like it. Willi found an English sailmaker who was able to make a nylon sail after following rough skerches, and Willi builr rhe frame. Then it was our to Happy Valley Ski Area to try it out! Happy Valley was a x,r·Lli ]ltfuller small 250-foor hill over\: i looking rhe Bow River. Willi would ski down rhe hill, bur the kite just wouldn't fly! To prevent the nose of rhe kite from digging into the snow he put a hinged ski tip on it; if the nose went down it would just slide along. Freestyle skiing was also in its infancy at this time, and the local ski instructors built a jump to cry their

cricks. Willi decided that he would use rhe jump to launch his kite, but he didn'r go as far as the skiers! What was rhe problem? It seems chat when Willi measured out the Jobe kire wirh his ski pole, he was one pole-length shore on his measurements (which were recorded on the back of his Dumaurier cigaretre pack). The lengrh of rhe leading edge ended up 11 ' instead of 13' 6"! What to do? Well, Willi made a bigger kite with 15-foot leading edges and that weighed 70 pounds (heavier is always betrer) and added a kingpost. Back to the ski hill to try ir out. And guess whar? It flew! The next day it was up to Mc. Norquay Ski Area in Banff National Park to try out rhe new glider. On the first flight Willi rook off under the ski jump. No problem! So it was onro the chair lift and up to the top. Launch was 1,000' above the bottom

The following winter.,, ~Ti.er ry and Willi flew • 11 together consrandy. Now rhe kires were larger, up to 18 feet. They even rook a brief rrip to California to cry out foorlaunching on d1e hills char they had heard about. The following summer ar Cochrane, Alberta, Willi found our whar ridge soaring was all about. The sport became more popular; any number of people were coming our to warch and many started building their own hang gliders. In California ar this time, plastic sails were quire popular. However, in California they had many sand dunes, which meant that flying with a plasric sail was relatively safe as well as economical. In gusty Alberta ir was a lirde different. Nevertheless, rhe plastic sails appeared on rhe scene ar Cochrane. In those early days rhe flyers soon gor to know each other. Cliff Kakish, a law srudent from Saskatoon, learned to fly on a plasric kire. He made numerous flights H ANG GLIDING

from the top of Cochrane (300 even in soaring conditions. On one memorable flight he ro try out the "prone" position. Cliff' simply re,•cn,ed his scat and hung from the scat

belt. One familiar kite on 'Hill had been cndrely built by two university students, John Warden and John Gonzar. They the sail and constructed the kite in their apartment. They lived on the 17th floor and stored the glider in the fiont room. After each day of flying they hauled the kite up and into the apartment via the balcony it: worked fine! name of "Crash" during those early days. Glen's first flight was His seat belt was too low, and (this was before the days of the backstrap) he foll upside down and bung from his knees before landing softly on his shoulders. Another flight resulted in the use of a color-coordinated "cushion" attached to the seat for extra comfort. Glen's most serious injury occurred during these early flights. He landed downwind with his foot in a gopher hole and pulled liga·· ments in his leg. Glen eventually changed his technique and made sure that, in the case of ;1 hard landing, his kite, and not his body, rook the impact. In January of l White Sid Arca in Kdowna decided to host the "World Snow Kite Championships." "The first year only local pilot Bob Jones but the following year most of the flyers from Western Canada were there, as were several noted flyers from the United States. The chief judge was Bill Bennett. Boh Wills, Chris Price, Dick Fippcr and Dave Cronk were all present. Dave Cronk amazed spectators with flights on his spectacular Cronkite. Dick l~ippcr discovered that plastic sails and the Canadi:rn winter were not compati · blc. 'I 'hat year there were 27 compcritors. It was the first organized competition in Canada and a great success. Growth was rapid. When Big White held their meet in I more than I 00 pilots entered from all over Canada, the United States and l11rthcr a/kid. The formed Alberta lfong Cliding Associ:Hio11 attended the meet in force. 'I chartered a bus and shipped rlicir kites by truck. There were two catcSil'TIMIJIR 19913

towing and ski launching. 'J'hc towing competition was held .in front of the day lodge. It was so fogg;y that some pilots were lost, and organizers radioed all over the ski area looking for missing pilots. The ski launch was at the top of one of the chair lifts. Pilots skied down a between trees, came hurtling out of the chute into a strong crosswind, made it over the chair .lifr (one pilot went under), and then tried to follow the ski trail down to the landing area. Some pilots took a "shortcut" over the trees, leaving ski tracks in the snow on the trees. Some pilots didn't make it over the trees, and several rescue parties were dispatched. One plastic glider disintegrated as the pilot skied down rhe hill. Rumor has it that the remnants are still in the bushes at Big White. Despite these problems, the meet was a huge success. 'The hang gliding scene was already starting to change. Cone were the days when skiers stopped to watch each flight, and motorists didn't even slow down to watch at Cochrane anymore. Due to the rapid growth it was soon necessary to rate flyers before they headed to the ski slopes with their kites. Worried ski-area operators suggested liability insurance. Transporr Crnada asked the Alberta Hang Gliding Association to form a national body so they would have a group with which to consult. The need to organi'!.c was obvious, and the Hang Gliding Association of Canada was born. Ir's nostalgic to look back at the old days of hang gliding. Many pilots now think about how dangerous it used to be, and how lucky they arc 10 learn on the new gliders, which arc easier and safer to fly. However, as f reminisce, f must ad rnit that I had a lot of Cun hack then, and rncr some very interesting people.

/;'!)!TOR'S NCJ'JT: "/'he article, "Those W'i?re The l>ays, A Brie/rook at the Origins of'Hang Gliding in Western Ctmttd1i," hy Vincenr' Muller is one of' I 15 articles hy over 1{}() international contrihutorsfound in Slry Stories 0/Dur Heritage and Stories Ahout The Early and Atragliding. /lu!ve,v1tz,rres can he orderedfJr $29. 95 zm·Lu,1.mirt S!Hfi'om either Slq /)og Puhlic11tions, 6 51 J f )eepu;oodr Drive, Roano/:,e, USA, or hy credit the Weh sitr:www.sleydog.net Ill 27

by Mike Meier

ABOVE: The more thing, change the more they stay the same. Photosfrorn the rnid--1970'.r by Bettina Gray.

ff I were to ask you to chtiracterize the view that the "uninformed public" has ~fhang gliding, what might you say? You might say that they think of hang gliding as a «death sport~ " or, at the very least~ an "unreasonably unsafe activity. " ou might say that they think hang glider pilots are "thrill seekers" who recklessly disregard the inher-ent risks in what they do. You might say that they are under the mistaken impres-sion that hang gliders are fragile, unstable flying contraptions blown about by the winds, only partially and inadequately under the control of the occupant.

ff confronted by a spectator with this attitude, how might you respond? You might say that once upon a time, in the very early days of the sport, it was true that gliders were dangerous, and pilots behaved in an unsafe manner. You might point out that in recent years, however, the quality of the equipment, the quality of training, and the level of maturity of

the pilots have all improved immeasurably. You might point to the fine aerodynamic qualities of today's hang gliders, the rigorous certification programs in place for gliders, instructors and pilots, and you might give examples of the respectable occupations of many hang glider pilots doctors, lawyers, computer programmers. You might make the claim th,it hang glid-ing today is one of the safer forms of aviation, and is no more risky than many oth-cr action-oriented sports. Later on, you might laugh about the ignorant artitude of the "woofo." Or, you might wonder, "Why is it, after aU these years, that the public still doesn't under-stand? Why can't we educate them about

I -JANG GIIDINC

what hang gliding is really like, and how safe and reasonable i1 really is?" So now let me ask you another question. What if they're right? What ihhcy're right and we're And what if I can prove ir ro you? Let's take a look. First of all, you have to admit that year after year we cominuc lo kill ourselves ar a pretty depressing rare. Anyonc who has been around this sport for very long has probably lost at least one friend or acquaintance to a fatal hang gliding accident. Most of us who have been around /'or more than 20 years have lost more than ,ve care to think about. It's true diar we have seemingly made some irnprovcrncm in the overall numbers in the last 25 Between 197/i and 1979 we 31 fatalities per year. Since averaged about l O per In the last six or eight years, we may dropped that to seven per year. On the other hand, what has happened to the denominator in that equation? [n 1978 there were I (J U.S. manufactmers viable enough to send tc,ims to the rnanufactur· cr's competition in Telluride. we don't even have a manufoci-urcr's competition. My guess is that the fatality rate hasn'r changed much, and almost certain·· ly hasn't improved in the last l O years. I'd guess it's abour one per thousand per year, which is whar I it was l O years ;)go.

So the question is why? The cquipmenr gets hctrcr and more high tech every year, we know more about teaching than ever, we've got parachutes, rockets to deploy them, foll-face kcvlar helmets, wheels, and 1:M radios for emergency rc.<i·· cue. We're all ;1bout 20 years older, and commensurably wiser and more conservative. How come we're not safer? I've been asking myself variations of this question for as long as I can remember. Three years ago I had an accident, and in thinking about that accident I thought that maybe [ had srnmblcd onto some little insight into the answer. I'll share it with you. Herc's the story. (If you don't like rc;1ding "there I w:1s" stories, or other people's confession;il accident reports, skip this part. I won't be offended.) We were out doing some production test-flying at Marshall Peak in San Bernardino, ( :alifor-· nia. !;or those of you who haven\ flown M:irshall is a rounded knob in the middle of a 2,200 f<ioHall ridge in rhc Sii'TIMlllR I 9913

foothills along rhe northern border of the cast end of the Los /\ngclcs basin. ft's a

very reliable flying site probably flyable 300 clays per year and soarablc on most

them. It was July, in the middle of the day, bur die conditions were not panicularly We were landing on top, which we do conditions arc not too rowdy, because it enhances efficiency. ! was a Spcct rum l and setting up my approach. I've logged about I 00 topla11.c1111r~s per year at Marshall for each of the last 1 years. Even so, [ know for a fact that at the time I was not eomplaccnr. J know because l have a dear memory of' what l was thinking as I set up my approach. In two weeks I was due to leave on a dircc·wcck family vacmion abroad, t111 n1<:mc, "You damn well better vrn11r~e1t liurr hcforc yom rrip or yom 1s ro kill you." /\r 1hc same time, I wasn't anxious. I was flying a Spectrum and the conditions were only moderate. I'd made lots oF successful landon more difficul1 gliders in more cll,all(cll\{I!lg conditions. I h;1d11't had an unsuc:cessJui landing attempt in longer than I could remember. l was relaxed, yet focused. My i111enr was simply to fly a perfect approach. Such intent is always a good idea when top-landing ar Marshall; the landing is challenging, and a sloppy approach can quickly get you into 1ro11blc. I knew exactly where l wanted to be at every poinr in the approach, position, heading, altirude and airspeed. l executed as I wanted to. the approach You top··land at Marshall half crosswind, gliding up die back side of rhe hill. You come in hot, because the gradient can be extreme, ;md there's often some degree of turlrnlcncc. The time interval from liOmph dive, through round·-out, to Oare is very shorr. I was halfway through this past the point where one i, nor mally rocked by whatever turbulence is prcscnc, when hoth my lcfr wing and the nose dropped suddenly and severely. I went immediately to fi.ill-opposirc roll conrro[, and managed ro get the wings and nose: just level when the basctubc hit. l turned 90 I was rravcling mostly downwind, m a groundspced prob;1hly 30 mph. The right downtubc collapsed immediately, and the right side of my face and body hit the ground hard. briefly l thought I might die. for a ti me l thought about 1

paralysis. Within a minute, I knew l was mostly okay. In the end, I got away with a slighrly sprained ankle and a moderate case of whiplash. I had three weeks to think abour the accident while l bounced around the rutted dirt roads of East Africa trying in vain to l,ccp my head balanced directly over my to moderate the pain. The thing was, I never considered at the time of the landing that l was where near "pushing the envelope." done dozens of landings al Marshall durwhich I did feel that way. All during the previous two summers l had been top· landing RamAirs at Marshall in the middle of the day in mucl1 stronger condi. tions. I h;1d never had a crash. Thinking about it, I couldn't even remember the last time I had broken a downtubc. [ tried in vain to think of a clue l had rnissed that this was going to he a dangerous landing. Finally, l was lefr with only one conclusion. What happened to me was nothing more or less than what the potential result was, during any of the times I had landed under similar or more challenging circumstances. It was a dangerous landing because of what could have (and did) happen. The corollary, of course, is that all the other landings I had done on more challenging gliders, in more challenging conditions were also dangerous. (In foct, were more dan·· gcrous.) And were so in spite of the fact that no bad results ensued ill any of those Lmdings. /\nd suddenly I fdt like I was begin ning to understand something that l hadn't previously u ndersrood. You sec, licre's how f think it works. The overriding determinant of pilot safety in bang gliding is the quality pilot decision making. Skill level, experience, qualiall of rhose things are ty of equipment not dcrerminanrs. What those things do is determine one's upper limits. More skill gives you a higher limit, as docs more experience or hcncr equipment. But safety is not a foncrion of how high your limits arc, bur rather of how well you stay within those limits. And that is determined by one thing: the quality of the decisions you rmkc. How good do those decisions h:1ve to be? Simply pm, they have robe just about perfect. Consider rhc types of decisions you have to make when you I )o I fly today? Do I sran iny launch run ,lt rhis

2.9

time, in rhis cycle? Do 1 have room to rum back at rhe hill in this thermal? Can I continue to follow this thermal back as the wind increases and still make it back over the ridge? Each time you focc such a decision there is a level of uncertainty about how the conditions will unfold. lf you rnakc the "go" decision when you're 99%> sure you can make it, you'll be wrong on average once every l 00 dcci· sions. Ar 99.9<)1>, you'll still be wrong onee every thousand decisions. You probably make 50 importam decisions per hour of airtime, so the thousand-decision point comes every 20 hours, or about once or twice a year for the average pilot. So, to be safe you have to operate at more than 99.9%> certainty. But in re:dity, 99.9lJlc> is vinw1lly impossible to distinguish from 1 00%, so really, fc)r all intents and purposes, you have to be I 00%> sure to be safe. And now J think we can begin to understand the problem. Let's first consider this: We all have a strong incentive 10 make the: "go" decision. The "go" decision means I launch now, relieve my impatience 10 get into the air and avoid the annoyance of the pilots waiting behind me, instead of waiting for the next cycle because the wind is a little cross and the glider doesn't foe! quite balanced. It means T rnrn lx1ck in rhis thermal and climb out above launch and stay up, ins1-ead of making the conservative choice and risking sinking below the top and maybe losing it all the way to rhc L7.. lt means I choose to fly today, even though conditions arc beyond my previous experience, rather than face listening to rhc "there I was" stories of my friends in rhc LZ at the end of the day, knowing rhar l could have flown but didn't, and knowing that they did and were rewarded with enjoyable soaring flights. So the incentive is there to choose "go." The only thing we have to counter this incentive is a healthy respect for die possible dangers of failure, and our ability t:o evaluate our prospects for success. And here's where we get caught by a m:nhcmatical trap. Let's say I'm making my decisions at the 99cx> level, and so arc all my friends. Out of every 100 decisions, 99 do not result in any negative conse·· qucncc. Even if they're bad decisions, nothing bad happens. Since nothing bad happens, [ think they're good decisions. And this applies nor just to my decisions,

but to my friends' decisions as well, which [ observe. 'T'hey mus! be good decisions, they worked out didn't they? 'The next natural consequence of this is that I lower my decision threshold a little. Now I'm making decisions at the 98<Vi) level, and still they're working our. The longer this goes on, the more J 'm being reinforced fc.ir making bad decisions, and the more likely I am to make them. Eventually, the statistics catch up with me, and my descending threshold collides with the increasing number of opportunities I've created rhrough had decisions. Something goes wrong. l blow a launch or a landing, or get blown over the back, or hit the hill on the downwind side of a thermal. If l'm lucky it'.s a $50 downtubc or a $200 leading edge. lf l'm unlucky, I'm dead. [f we can agree at this point that making 100% correct decisions is the only safr way to fly, it then becomes interesting to consider, as an aside, what the sport of hang gliding would look like ifwc all operated this way. Pilots would choose ro fly in milder, sakr weather conditions. They would operate much more comfort··· ably within their skill and experience limitations. They would choose to fly more docile, more stable, easicr··to-fly gliders. Landings would be gentle, and under conrrol. Hang glider manufacturers would sell two downtubes and one keel for every glider they build (the ones that come on rhc glider) instead of three or frrnr replacement sets like they do now. There would be far, far fewer accidcnls. (As it is now, there arc about 200 per year reported to

USHCA.) There wouldn't be any fatali-tics, except maybe for one every couple of years if' a pilot happened to die of a heart attack while flying (it's happened once so for thar f can remember). Since this isn't anything like what the sporr of hang gliding docs look like, we might conclude that hang gliding, as it is presently practiced, is an unreasonably unsafe activity practiced by people who lack :1 proper and reasonable regard fi)r rhcir personal safety. In orhcr words, we might conclude that the "uninformed public" has been right about hang gliding all :ilong. If you don't like rhat conclusion, I'm pretty sure you're not going to like any of the coming ones either. Bm let's first ask this question: lfwc wanted ro address this problem of bad decisions being reinforced bccmse they look like good decisions, how would we do it? The answer is, we need to become more critically analytical of all of our flying decisions, both before and after the foct. We need ro find a way to identify those bad decisions that didn't result in any bad result. Let's take an cxmnplc. Ytm'rc tbcrmaling at your local site on ,1 somewhat windy day. The thermals weaken with altitude, and the wind grows stronger. You need to make sure you can always glide back to the front of the ridge after drifting back with a thermal. You make a decision ahead of time that yon will always get back to the ridge above some minimum altitude above the ridge top, say 800 feet. You monitor your drift, and the glide angle back to rhc ridge, and leave the therrnal when you think you need to in order to make your goal. If you come back in ar 1,000' AGL, you made a good decision. If you come back in a 400, you made a bad decision. The bad decision didn't cost you, because yon built in a good margin, but it's important that you recognize it as a bad decision. Wid10ut having gone through both the before and afrer analyses of· the decision, (setting the 800-foot Jim· it, observing the fi.()() .• foor result), you would never be aware of the existence of a bad decision, or tbe need to improve yom decision .. making process. This was om'. of the main ideas behind the USJ-lGA Safe Pilot /\ward. The idea wasn't to say that if you never crashed hard enough to need a doctor, you were a safe pilot. The idc:i was to get pilots Continued on pctf!/56. HAN(; GLIDINC

"30 YEARS COVERING THE COMPLETE FLYING SPECTRUM "

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It Was Great In '98! THE 18TH DRY CANYON FLY-IN article and photos by Robin Hastings

ABOVE: Coming down the Dry Canyon ramp. west over Alamogordo.

~ big party with wings!" That describes the Dry Canyon Fly-In pretty

well. This annual event in Alamogordo, New Mexico traditionally draws 50 to 60 pilots over the Memorial Day weekend This year 71 chose to attend. Dallas was well represented - ditto for Austin, Denver and the SAHGA crew .from Tucson. Even North Carolina put in an appearance, with a marathon drive. n 1997 strong winds dominated the event; chis year the conditions were better, soarable all day, every day. There were evening glass-offs, X-C records, races to goal, and one long party throughout the weekend. It was the "wait 'cil next year!" that we hoped for last year. The Fly- In is sponsored by che Rio

Grande Soaring Association and the City of Alamogordo, with the blessing of the U.S. Forest Service and help from the local Dungan Volunteer Fire Department, which provided EMT's at launch. Fortunately, the EMT's had little work to do; there was but one blown launch, and it was so gentle that everyone was surprised

the glider was damaged at all. One pilot dislocated a shoulder on a downwind landing (quickly mended) but orl1erwise the event was incident-free. The RGSA is a small club, but known for offering a big welcome, and was certainly gratified at the attendance this year. Mike Reedy, a middle school teacher and coach from El Paso, ran the affair beautifully. Q.J. Wilson was launch director, and did a confidence-inspiring job getting 70 pilots a day into the air. Tom and Cindy West provided trophies, T-shirts, coordination, and just about anything any pilot needed. The rest of the field provided their presence. For chose who have never visited rl1e town, Alamogordo is located about 90 miles northeas t of El Paso, at the base of the Sacramento Mountains. Nearby are H ANG GLIDING

the mountain communities of Cloudcroft and Ruidoso, where many a family sprnt a day in cool co1nfor1 while their pilots were wrcsttrn1g with desert tl1err11ak The Dry site is 2,liOO' ACT. C/,000' MSL) end ofa two-mile-long lixli road. at The launch is a 15-foot concrete ramp, facing southwest, right into the prevailing winds. The I is eight acres, abour an 8: 1 glide to the west. Cains o/'8,000 f<.:et arc not uncommon there, and the site x.. (: record (hy Eric f lcmpsread in 1991) was (umil this year's Fly-In) 1 miles. It is generally flyable all year round. The event officially hcgan on Saturday, bm visitors were already so:ir-ing there on Thursday :md Friday. When I arrived :11 the appointed time, 9:00 am Saturday, there were pilots already signed in and heading up to launch the prediction was for strong winds. Thar, happi· ly, did not prevent aviation this day; the blowout didn't come, and we got the lessexperienced pilots up front in the laimch order. The skies were cloudless, without smoke Crom the fires in Mexico. Thcrdid not top out very high, with most pilors reaching only I 0,000 or I l ,000 feet, but were abundant. Several interesting X-C retrievals resulted from strong westerlies that pushed some pilots back into the fciothills as they headed north. On rhis first day, Chastain of Dallas ag,tin demonstrated himself to be the X-C man ro bear, as he set a new Canyon record of I miles, landing north of the town of Vaughn, New Mexico. Eric Smith, from Ti.1cson, made his first Dry Canyon flight a long one, Lindat the Cari,.01.0 golf course, 55 miles north of launch. There was ;1 race-to-·goal contest going on simultaneously, from the I Z out ro Highway 82 and back, and Parker Hobson blazed that one in five minutes, then flew another 12 miles north to his home town of" folarosa. Airhog! I ,ocal Bill Cmnmings of I )cming also made the race, just ;1 bit slower at six mill·· utcs.

Duration was a so11ghr-aficr goal, as was spot landing. When f got back alter a short X-C: fligh I ro the north, there was still rime for ;m glass-oH: and I went for it Kcnr Rohinson of Dallas took his wifo Arlene 011 her first tandem at Dry Canyon; she was a real trooper and was rewarded with a transcendent co<rwrwnce. Fvcning shadows, a goldenS1 l'ITMllrn 199H

glow sunset, and smooth lifr everywhere; th is was a ti me to savor, every precious moment of ir. Pilots were still coming imo the I as sunset approached, then

folks to peel off to sample the somhcrn New Mexico cuisine at various restaurants aron11d 1own, .'s11nll'.n1' conditions were similar to Saturday's, with ;1 few high cirrus clouds thrown in. This was the clay for everyone. The pilots meeting was moved up to 8:00 am to help beat om any blowouts, and everyone got to fly. Paraglidcrs and hang gliders shared the soaring for hours and trying rhe racc-·to-goal, and more long x.c: /lights were made. Jason Otw of Ti.1cs011 matched Parker's fcmner sire record of' 82 miles, only to be edged our by Jean-Claude Bodan ("Bobo") of Wichita Falls, ;11 87. Bobo flies P-l (i's f<H the Belgian Air Force when he isn't tearing up the skies in a hang glider, and he showed it's no fluke by flying to the same spot on Monday! By 6:00 pm the LZ barbecue was 1mclcrway, thanks to Bill Cox and ( :indy West. This is what brings so many people back, year after year. The burgers were good, but the visiting was great. l saw people from across the U.S. establishing and friendships, and the amazing scene a hang glider pilot paying rc:11 cash for a glider (i.e., he didn't trade his vario and a thrce·lcggcd dog). As the sun cased imo bed, acrobatics and smood1 landings continued to rake place. Then it was tfrnc for the awards. 'fommy West had created, along with the spiffy Fly-!11 Tshins, bcaurifiil silk screened plaques for every event. There were also paintings by your author f<ir the paraglidcr pilots. Randy Kcrchill contributed signed copies of"] farry and the l fang Clidcr" (one of my six·year-old's favorite books) for the four first-pbce winners. Thanks to the US HCA and Rob Hughes' AirMax business, we had grea1 door away as well. When l finally

at 9:30 that night, rhe

party was still going strong. Monday is t rad it ionally Open X-C C:ontcsr Day Conditions fiir beating Chastain didn't look promising at first, wirli some high clouds blocking the sun, but things clearer in the afternoon and some were made. In any ordi·nary year, Sonny White's 8(),. milcr would have won him a plaque, ;1s he shot our to land north of Cariwzo, hut this year it

1 PARAGLIDING l) Ross Robinson

2) Mike Usner 3) Kent Hutchinson

SPOT LANDING l) Dave Prentiss 2) Dave Riser 3) Steve Ford

12 fr.

25 fr. 25 fr.

RACE 1'0 GOAL 1) Parker Hobson 2) Bill Cummings 3) Mark Prancis

'5 minutes

6 minutes minutes

DURATION l) Glen Bender

2) Murrny 3) John Russell

Ii rnins. 4 hrs., .l 7 mins. 3 hrs., mms,

OPEN CROSS~COUNTRY 1) Greg Chastain 132 miles 2) Jean.(Jaudc

Boda rt 3) Jason Otto

87 miles 82 miles

earned him only fourth, behind Jason, and Bobo. Pilots drifted off toward home as the day wore 011 and retrievals were consummated. There's always a sense of slight sadness (or maybe it's sunburn) at the conclusion, but by any measure this was a sterling success. A lot of happy newcomers, and veterans too, promised robe hack for the Columbus Day Adventure in October, and ccr1;1inly for rhc big event next May. Sec you then. I'd like to thank Mike Reedy, Q.J. Wilson, and Cindy and 'fonnny West for all their hard work in making this i:ly--ln the most sncccssf'ul ever. Thanks, mo, to the of Alamogordo and i1s Promotion

Board, for all their support, to Dungan Volunteer Fire Department for EMT's, and to the U.S. Forest Service frlr ensuring safe, enduring access to the launch. And, /Jnally, rhank you to all the pilots who came, and to the families who indulged them. We couldn'r have put on this evcnr without all ofyou.11

3:5

BRONZE SAFE PILOT AWARDS BERT CASPER

SILVER SAFE PILOT AWARDS RICHARD HORNING BERT CASPER

GOLD SAFE PILOT AWARDS RICHARD HORNING BERT CASPER

l ST DIAMOND SAFE PILOT AWARDS RICHARD HORNING

3RD DIAMOND SAFE PILOT AWARDS GEORGE REEVES

BEGINNER-TANDEM RATINGS Region 4 YOCOM, JAMES: Littleton, CO; J. Trujillo Region 7 SPRING, BERNARD: Derroit, Ml; N. Adventures SU Cl l, PHILIP: Ludington, Ml; N. [ .csnow/Flying J\dvcnrurcs THUENTE, DAN: Indianapolis, fN; N. Lcsnow/Flying J\dvcnmrcs Region 8 WANG, SIMON: Bloomfield, CT; J\. Davidson/Tel< Flight Products Region JO CONABLE, SAM: Sarasota, Fl.; J. Prahl/Quest J\ir SMITH, MICHAEL: Sarasota, FL; J. Prahl/Quest J\ir SMITH, VINCENT: Wilmingtoll, NC:; J. Prahl/Quest J\ir

BEGINNER RATINGS Region I PRATHER, BRYAN: Sweet Home, OR; CD. Prather/Dream Weaver 1-[C Region 2 DINH, KEN: Milpitas, CA; G. Pornaras/Mission Soaring FLYNN, TOM: Sama Clara, C:A; P. Dcncvan/Mission Soaring JOHNSON, ROBERT: 1:remonr, CA; P. Dcnevan/Mission LANDSTROM, RAY: Oakland, CJ\; C. Pornaras/Mission TURNER, JOHN: StJnnyvalc, CJ\; D. Bm11o/Mission Soaring WEETH, DARREN: Carmel, CA; T. Burcar/Fly Away llG Region 3 ATWELL, 'JYSON: San Diego, CA; I'. Phillips/Lake Elsinore Sports BIVENS, MARTY: Chino Jli\ls, CA; R. McKenzie/High J\dvmrurc FI.ANDERS, PETE: Santa Barbara, CA; T. llurcar/Fly /\way I IG JACK, MAX: Newport Beach, CJ\; R. McKenzie/I Iigh Adventure MERRITT, REX: Dcscn Hot CA; R. McKcmic/l ligh Adventure OVERS, MARK: La Mesa, CA; J. Ryan/llG Center STRUTHERS, DAVE: r:lsinorc, CA; P. Phillips/Lake Elsinore Sports URRUTIA, JOE: Idyllwild, CA; R. Mcf<enzie/High Advemure

Region 'I KRAMER M.D., RICHARD: Wintcqxirk, CO; R. Whirley/Gunnison c;Iiders NUTTMANN, SAM: Midvale, U I'; J. Nicolay/Morningside Fl' YATES, KARL: Salt Lake UT; Z. Majors/Wasatch Wings ZEMAN, NEAL: Tucson, AZ; E. Smirh/J\rizona Airfoils Region 5 HIGHAM, 'fOM: Laramie, WY; C Thoreson/1.ookom Mtn Fl' MC DOUGALL, JORDAN: Kalispell, MT; M. Tabcr/Lookom Mm Fl' ROSE, CORY: l lampa, ID; J. llrakcf,dd/Slick Rock Flyers Region 6 BASS, LOGAN: Litrle Rock, AR; M. Taber/Lookout Mm FP Region 7 AlJSTTN, 'T'ONY: D11lmh, MN; C Austin/Superior fkigon Flyers FAULKENBERG, JEFF: Fr IN; C. Thoreson/1.ookom Mtn FP FISK, ANNE: Dulmh, MN; C. J\11stin/S11pcrior Dragon HUNT, CHRIS: Rolliug Prairie, IN; R. Immordino/Kitty Hawk Kites KRISTENSON, KATI JLEEN: l ,akc Elmo, MN; B. Kushner/Raven Sky Sports MENSING, STEVEN: 0 Fallon, II,; C. Thoreson/Lookout Mm FP PADGETT, TIM: Belleville, IL; J. Richardson/Lookout Mtn FP SPRIK, ROBERT: La Pom\ IN; D. Haber/Kitty Hawk !<ires SPRING, BERNARD: Detroit, Ml; N. Lcsnow/Flying J\dvenrnrcs SUCH, Pl-III.IP: Ludington, Ml; N. l.esnowfl."lying Adventures THUENTE, DAN: Indianapolis, IN; N. Lesnow/Plyi11g J\dvenrurcs WALLGREN, GREGORY: Duluth, MN; C:. Austin/Superior Dragon Flyers Region 8 BARBOSA, PAULO: Bridgeport, C:T; T. Covelli/Ellenville fl' EGGERS, DANIEL: Medford, MA; R. Hastings/Morningside 1:p FORTIER, HENRY: Farmington, ME: J. Nicolay/Morningside FP GATES, CHRIS: C;rovcland, Mi\; R. Hastings/Morningside FP GOTTIJNG, \VJLUAM: Sunapee, Nil; D. Baxter/Morningside FP I<OEl-!LER, STEPHAN: Cambridge, MA: D. Baxter/Morningside Fl' MC MAHON, OLIVER: Nashua, NH; J. Nicolay/Morningside FP MERCALDT, CHRIS: Concord, Mi\; D. Baxter/Morningside FP MERCALDl, DAVID: Concord, MA; D. rlaxte1-/Morningsidc fl) Region 9 DAVIES, NIGEL: Sparks, MD; J. Richardson/Lookom Mm FP HOFFMAN, RAYMOND: l\altimore, MD; C. Thoreson/Lookom Mm FP SCHMIDT, PERCY: Springfield, VJ\; R. Immordino/Kitty Hawk Kites SHRACK, DOUG: C:olumhia, MD: C. Elchin/Kinr Hawk Kites VAUGHT,.J: Vienna, VJ\; C:. Thoreson/Lookm1t Mrn FP Region 10 BOLEN, AUJSON: Coldsboro, NC; T. !-lager/Lookout Mm FP BOLEN, JEREMY: (;oldshoro, N( :; C:. 'J'horeson/1,ookout Mm FP FOLEY, THOMAS: Central, SC; J. Richardson/Lookottt Mrn FP HOOLEY, CHRISTIAN: J\danra, C;A; C:. Thoreson/Lookout M1n FP JENKINS, DUANE: Seymour, TN; J. Richardson/l.ookonr Mm FP MATTHEWS, DAVID: Pdhom, J\L: C. Thorcson/l.ookour Mm Fl' MESSMER, MARC: Boca Raton, FL; c:. Thorcson/l.ookour M111 Fl' MOUNT, ALISON: Brush Creek, TN; C. Thoreson/Lookout Mm FP PLEMONS, MARC: Granite Falls, NC; C:. Thorcson/Lookom Mtn FP ROSADO, EDUARDO: Sahana Crande, PR; K. Salko/Team Spirit J-fC ROSVfK, SVERRE: Orlando, Fl.; J. f'rald/Qucst Air SIMPSON, MARK: Chattanooga, TN; C. Thorcson/1.ookout Mtn FP

Hi\NC CLIDINC

HARDY, RON: Dallas, TX; C 'rhorcson/Lookorn Mrn Fl' OLSEN, RICK: San Amonio, TX; ( :, Thorcson/1,ookonr Mm FP 12

RARR, TIMOTHY: Pennsauken, NJ; D, Habcr/f(iny Hawk Kires HALL, DARREN: I'i1rsfiml, NY; [ L l)ocssl/Rochcsrcr Arca Flyers PAJAK, HANK: Ontario, NY; I], Bocssl/Roc:hes1cr Arca PETERS, CAROLYN: C:ragsmoor, NY; P, Voigln/Fly High I IC ROSPLOCK, DAVID: Elmira, NY; DS Jewell/Fly I ligh Ji(; SYRACUSA, SCOTT: Fairport, NY; IL Bocssl/Rocl1cstcr Arca Flyers WARNER, CHRIS: Fairport, NY; II. Bocssl/Rochcsrcr Arca

NOVICE RATINGS Region l PRATHER, BRYAN: Sweet I Imm:, OR; CD, l'rarhcr/Drcarn Weaver I IC ROSEBURG, DON: Moses Lake, WA; D, Samlerwn/lnland Air Sports 2

BUIANO, TINA: Sama Cruz, CA; T. Wcs1/Wcstcm HC FLYNN, TOM: Sama Clara, C:A; !), Younr/Mission Soaring FROEHLICH, ERIC: Los (;aros, CA; P, Dcnevan/Mission KEEHN, DAVID: Mountain View, CA;!', c;odwin/Wcsrem He; LAWSON, BRENT: Momcrcy, C:A; I', Codwin/Wesrcm l lC; WEETH, DARREN: Carmel, CA; T Bmcar/l;ly Away HC

3 ANGSTEN, GREG: Los CA; S, Donahuc/Advemurcs Unlimited BAIZER, MIKE: Canyon Country, CA; A, Bccm/Windsports Jnr'l BrVENS, MARTY: Chino Hills, C:A; lt McKenzie/High Advcmr1rc BLOOMER, TODD: Monterey Pk, C:A; A, Bccm/Windsports Inr'l FLANDERS, PETE: Santa Barbara, CA; T Away I JC; HESS, STEPHAN: Corona, CA; I', Phillips/Lake Elsinore Sports MAX: Newport Beach, C:A; R, McKenzie/High Adventure C:A; It McKenzie/High Advcnrmc MERRl'TT, REX: Deserr I lot OVERS, MARK: La Mesa, CA; J, Ryan/J IC Center ROSCHTTSCH, BRITNEY: Encini1as, CA; rt Mirchcll/Tlic Eagle's Wings THOMAS, TAWN: Laguna Hills, CA; S, Donalrne/Advcnntrcs Unlimircd URRUTIA, JOE: ldyllwild, CA; lt McKenzie/High Advcmure Region 5 GRAY, TIM: Dayton, WY; K, Nield/Eagle Air HIGHAM, TOM: Laramie, WY; C. Tltoreson/Lookour Mrn Fl' ROSE, CORY: I lampa, ]]); J, Brakefield/Slick Rock 6 BASS, LOGAN: Lirrk Rock, AR; /vL Taber/Lookout Mm FP

Region 7 FARRIS, DAVID: Roseville, Ml; N, Advcnrnrcs IN; C Thorcson/Lookour Mtn FP FAULKENBERG,JEFF: Fr KRISTENSON, KATHLEEN: Lake Elmo, MN; B, Kushner/Raven Sky Sports SUCH, PHILIP: Ludington, Ml; N, Advcmurcs THUENTF, DAN: lndi.tnapolis, IN; N, Lesnow/Flying Advenrurcs 8 BARBOSA, PAULO: Bridgeport, CT; T Covelli/Ellenville FP H)RTlER, HENRY: Farmington, ME; J, Fl'

SEPITMBER 1 <)<)[S

MC MAf ION, OLIVER: Nashua, Nl I; J, Nicolay/Morningside Vi' WH[TF, SAM: Bosron, MA; J, Atwood/Earth&. Advcmurcs Region') DAVIES, NIGEL: Sparks, MD; J. Richardson/Lookout Mm FP KRAMER, LINDA: I larnilton, OH; N, Lcsnow/Flying Advcmurcs NULL, DEBBIE: Alum Creek, WV: M, Taber/Lookout Mm FP SPFNCER, JOSEPH: Winchester, VA; S, Wcndr/Bluc VAUGHT', J: Vienna, VA; C Thoreson/Lookout Mm Vi' Region 10 BOLEN,JEREMY: Goldsboro, NC; C Thoreson/Lookout Mm Fl' CONABI ,E, SAM: Sarasota, Fl,; J, Prahl/Quest Air COZART, BRADLEY: Lenoir, NC:; T, Bry:mr/Bw1ard FOLEY, THOMAS: Central, SC; J, Rich:irdson/l ,0okom Mrn FP GIBSON, NIGEL: Smyrna, CA; C Thoreson/Lookout Mm Fl' JIOOLEY, CHRISTIAN: Arlama, CA; C Thorcso11/Lookor1t Mm 1:p JENKINS, DUANE: Seymour, TN; J, Richardsnn/Lookorn Mm FP LOPEZ-URBINA, CARLOS: San Juan, PR; I<, Salko/Tcam Spirit ! IC MESSMER, MARC: Boca Raton, FL; C Thorcson/Lookom Mt11 Fl' MOJICA, ROBERTO: Orocouis, l'R; K Salko/Tcam Spirit I IC MOUNT, Al.ISON: Bruslr C:rcek, TN; ( :, 'l'horeson/l ,0okout /VI 111 Fl' PLEMONS, MARC: Granire Falls, NC:; C Thorcson/Lookom Mm Fl' RAHN, RAYMOND: Islamorada, FL; R, Brown/Quest Air ROSV!K, SVERRE: Orlando, FL; J, Prahl/Quest Air SMITH, MICHAEL: Sarasota, Fl,; J, Prahl/Quest Air SMITH, VINCENT: Wilmingron, NC:; J. Pr:ihl/Quesr Air VOSS, ROBERT: Orlando, FL; J, Prahl/Quest Air Region l l HARDY, RON: Dallas, TX; C Thoreson/Lookout Mm FP OLSEN, RICK: San Antonio, TX; C Thoreson/Lookom Mtn J;p RHEMAN, TOM: I larliugcn, TX; F, Burns/Ami in Air Sports ROGERS, ELVIN: Early, TX;], l lunr/Co,,,I Jang Cliding, Region 12 FERRARI BRITO, NINO BORIS: Monticello, NY; 'l, C:ovclli/Fllcnvillc FP HETMAN, CHAD: E:1st Brnnswick, NJ; J, Richardson/Lookout Mtn Fl' Region 13 NH)D, CHRISTINE: Canada; P, Darian/J

Pcrspccrivc

INTERMEDIATE RATINGS Region I ROWSE, SCOTT: Kennewick, WA; B. ,v11JJ~,,uJ1u,,,, SCHNITZLER, WERNFR: Redmond, WA; T Johrn/NW!C: WHITE, DANNY: Eugene, OR; J,, Kdlcr/C:urnulus Er1t Region 2 ADAMS, THOMAS: Pleasant I Jill, CA; P, Codwin/Wcstcrn I IC NIKO LEY, RICHARD: San Jose, CA; P, Cert.is SAVARESE, RON: Willits, C:A; 'I, Shca/Aviatior1 Advcntmcs Region 4 CAMERON, PATRICK: Meeker, CO; J, Zeiser/Pendulum Acros1:1orrs Region 6 REAVES, RUSSELL: Fon Smirh, AR; T, Middleton/Soaring

Region 7 ERICSON, CHRIS: Maple Grove, MN; B. Kushner/Raven Sky Region 8 HUBERT, PHIL: East I .cbanon, MF.; J. Nicolay/Morningside FP Region 10 GUTTON, TODD: Flintsrnnc, GA; C. Thoreson/Lookout Mm FP MC CRANEI.S, CHUM: Singer Jsland, FL; C Thoreson/Lookout Mm FP SANTIAGO, SR, ALBERTO: Salinas, PR; R. I lastings/Team Spirit HC

Region 11 GROESCHEL, T'RF.: Prisco, TX; P. l lammer Region 12 ESTES Ill, WILLIAM: Middletown, NY; P. Voight/Fly l Tigh HC SHERWOOD, MIC: Homer, NY; P. Voight/Fly High HG Region 13 IMMORDINO, PATRICK: ; '/,. Majors/Wasatch

ADVANCED RATINGS Region I NEMARNIK, JOHN: J>onland, OR; R. Berger/Oregon HC Region 2 BEAUC:J IESNE, THIERRY: Sama Clara, CA; P. Dcncvan/Mission Soaring

Region 3 SANNER, BERT: Lemon ( ;rove, CA; R. Mitchell/The

Wings

Region 1 COMSTOCK, WILLIAM: Phoenix, AZ; R. Fritz/Observer WHITMORE, PHIi.: Goodyear, AZ; J. Reynolds/Phoenix Acrosports

Region 5 SHAPIRO, JEFF: Alberton, MT; K. Hallman/U of Momana HC; Region HAUGEN, ORV: Rapid C:iry, SD; B. Morgan/Rattle Snake HC

Region l 0 HALL, VICTOR: Tampa, Fl.; C:. Bowen/Quest Air SMITH, NANCY: N Lauderdale, FL; J. Prahl/Quesr Air Region 12 MOSSBROOK, DOUG: Canandaigua, NY; B. I.yon/Rochester Arca Flyers

1998 TOP :rn SCHOOL/CLUB LEADERS IN HEGJNNER (HANG J) RATINGS ISSUED RANK Sc:'HOOL ............................ ,............................ BRG!NNli'R 1 Lookout Mountain Flight Park ............................................. 81 2 Wallaby Ranch ...................................................................... 28 3 Kitty Hawk l<ites ................................................................... 22 4 Mission Soaring Ccnrcr ......................................................... 20 5 Morningside 1:light Parlc ....................................................... 19 6 Miami lfang Gliding ............................................................. J :3 7 Adven.turcs Unlimited ............................................................. 8

8 9 9 9 9 9 JO

11 11 11 11 11 11 12

f7ic!'\~t[<!;~l,orts ................................................................ 7 Team Spirit Hang Gliding ...................................................... 7 Berkeley Hang Gliding ............................................................ 6 Ply Away Hang, ,11.cm1g .............................................................. u High Advcnture ....................................................................... 6 Quest Air ................................................................................. 6 Wasatch Wings .,., ................................................................... 6 Austin /\u·sp<Jrti, ........................................................................ 4 lloringucn f1JJ-un·1c .................................................................... '1 Flying Advcnrure ..................................... ,.............................. .4 Mounrain West Hang Gliding .............................................. ..4

t~1~~:~,'.: !~:Gliding ff1;;~·1:~·:::::::::::::::::::::::::::::::::::::::::::::::::::::::::::J Arizona 1

Center .......... ,...................................... 3

J:ar Up Raven Sky .,p,,irr:, ..................................................................... :, 12 Sacramento 12 Silver Wings ....................................................... ,................... .3 12 Superior Dragon r1y•ers• .............................................................J 12 The Eagle's Wings Gliding ............................................ 3 12 Western Hang Gliding ............................................................ 3 12 Windsports l ntcrnational ........................................................ 3 12 12

1998 TOP 30 SCHOOL/CLUB LEADERS IN NOVICE (HANG 2) RAl'JNGS ISSUED RANK SCHOOL ............................................................. NOVJC:E l Lookout Mountain Plighr Park ............................................. 68 2 Wallaby Ranch ........... :................................................. ,........ 23 :l Miami Hang Gliding ............................................................. 21 3 Mission Soaring Center ......................................................... 21 4 Quest Air ............................................................................... 15 "i Kitty Hawk Kitcs ................................................................... 11 5 Team Spirit Hang Gliding .................................................... 11 6 J-llying Adventures ...................................................... ,............. 7 6 Morrtingside Flight Parlc ........................................................ .7 Ci Windspons Intcrnationa.1 ............................................................ , ? Airtime Above Hang Gliding .................................................... u

; ~igi;It1:~1~~:1~~i_1~.~.::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::~ 8 8 8 8 9 9 9

Austin Air ..................................................................... 5 Boringuen H11,u11c ...................................................................... , Lake Elsinore Sports .......................................... ,.... ,................ 5 The Eagle's Wings Hang Gliding ............................................ 5 Arizona Hang Gliding Center ................................................ .4 Berkeley Hang Gliding .......................................................... .4 Fly Away Hang ,_rn<1u114 ...............................................................,

~ t\:r:1~;~1rlr1'.:f?~i:~~:::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::1 To !t~:~ ~:~/~~a:1~1~;~:t;~d, : :: : : : : : : : : : : : : : : : : : :: : : : : : : : : : : : :~ :~ !t:::~~!\:tn: :::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::i 1

Blue Dream ............... ,, ....................................................... 2 l 1 Eagle Airsports ................................. ,..................... ,................ 2 l 1 Ellenville Flight Park ............................................................... 2 11 Far Up Hang Gliding .............................................................. 2 1 I Hang Gliding Center .............................................................. 2 11 HG PG School l I Inland Air 11 Maryland of Hang Gliding .......................................... 2 11 Rainy Day Hang Gliding ........................................................ 2 11 Susquehanna Flighr Park ......................................................... 2 11 Valley Forge Hang u,,uuw, ......................................................... ~. 11

TANDEM ONE RATINGS S DOUG CAMPBELL

DOUGLAS HABER

TANDEM INSTRUCTOR RATINGS CHRISTOPHER DU PAUL DIXON WlKNER

H/\NC GLIDING

' David Sharp Bondarchuck Jim Zcisct

2nd 3,d

Laminar ST Hxxtacy ( rigid wing) Stealth

4'"

PLACE CO:VIPE'ITJ'ION

PILOT

JS!

Hitachi International Cup Japan Manfed Ruhmer I" Hitachi International Cup/Women Japan Fr1111(.'0ise Mocel/in I'' Speed Gliding WHGS Greece R11h11u•r I" Cross Country WHGS Greece Gero//Hcinrichs 2ND German Open Austria Gcro/f Hcinrichs British League 2nd Round Italy /\ndd Wolf 2'1l British League 2nd Round Italy /\/Ian names 1"" British I .eague 2nd Round Italy Cnr/os Nicmcw•r

Even afier knowing that some r!f our competitors have begun a price reduction battle, in a desperate al/empt to fi'Rht hack Acro'.1· low prices, we have decided not to play their game. This is u hopeless strategy, /Jecause !heir reduced price is still -700$ hiRher than Aeros '! We will not compete on this basis but rather conlinue, and improve, our commitment to l,JTY !I negotivc im/Jact 011 our soles is possih/e but on !m1fi run we all know that qua· lily prevails. We will keep usinR only the best molcrials: i.e. Aluminium 7075 tubes Jiwn J\lumenzikcnSwiss, instead of the 2024 used hy J\eros; the best sailcloth lines offi:red by Dimension /Jolyont and Contcnde1: l,ast but not leas/, our extc11.1·ii,e rcscurch and development provams, including new tcsling and certification

Vuninar RZ: we have dcvclopecl ancl succcssf'ully tested our new intermediate model: it was certified by the DHV on April. It is the Laminar EZ 14, the first glider of the intcrme· diate series, this size is f'or medium weight pilots, like a Laminar R or ST 13, you will find the technical dat,1 below. We have already started t'lying the first prototype of the Laminar EZ I 5, and as soon as we have finished developing these two models, we will start working on our Laminar EZ 20 our first tandem glider belonging to the Laminar series. its spread of models, ran,,,,,,,,,,,, R & ST, introduces its new intermediate glider, a mid-point between the Mars and the LaminarR. This latest dcvclopement is the righ1 choice for the pilots who: arc looking to get more flight hours in order to gain cxpe· ricncc and become adavanccd rated don't need a competition glider to l'ly around during their free time; who like better a ligh1, stable and easy to handle glider. As usual with every ICJ\RO glider its frame is entirely made of the best tubes available, produced in aluminium alloy 7075 by Alumcnl'.ikcn, the well known Swiss factory. Sail concept.~: in Dacron, lo ensure stable profile or the outer wing aspect ratio al mos1 equal to the I ,aminarR, 10 oiler good performance rcducccl number of ba1tcns Tech Data

1/,//l,

Sail Arca

sq m sq rt

Nose Angle

Wingspre;1d Aspect Ratio [)ouhlc Surface Arca Battens (Upper+ Lower Sail) Weight (Packing Bag Not Included) Clip .. Jn Pilot Weight (Min I Max) Packing Bag I ,ength

hnninar 13 and 14 STMylor versions.

All of' the above is the value of' the moncr you spend on a !Bminm; and il'.I' definitely worth it!

ICARO 2000 srl

Vici Verdi, 19

21038 Son,iiono

www.icoro2000.com

Short .. Packcd Length Cf!RTIFICATION

Tel. +39-0332 6,1.8335 staff@icaro2000.com

- ltoly ··

111

'Ir.> 11

kg lb kg lb Ill

156.08 127° l 0,) :n'79" 7.7, 80 17+4 28 61.'73 65/()5 143/20()

5,20 17' I"

4 l'.i'l2" DIJV//M7:J, 0 I -3B-98

Fox 648079

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AN EVALUATION OF

own

THE !CARO DELTASTOP

PRODUCT REVIEW

We said it couldn't be done, but here it is anyway: the Icaro Deltastop Drag Chute is a drogue chute for hang gliders that mounts on the pilot's harness. A drogue chute is a small parachute used to dramatically reduce glide angle and groundskim distance during landings, a decrease in performance that makes returning to earth easier and safer for high-performance hang gliders.

article, photos and illustrations by Mike Sandlin

he new trick here is that the Deltastop deploys on a short bridle attached to the pilot's harness near the center of gravity, allowing the chute to pull on the pilot in any direction with very little effect on glider handling. (This is the same principle as that of modern pilot-attached tow systems.) The result is a quick and simple setup that functions like a keel-stabilized drogue chute, but without the requiremem for custom instal-

lation on the glider. Cut to the action: We're above a small, rough, downhill landing zone with a right approach (trees or wires), so we unzip rhe harness and deploy the drogue. There's no sharp opening effect, just a firm rug at chest level, so we lower rhe nose to maintain landing pattern airspeed. The chute bumps and wanders around a little, but that's just a minor distraction. Now we have single-surface per-

formance with a built-in headwind, going nowhere fast. We set up a high approach wi th no need for much maneuvering, diving when necessary to steepen the glide. & we skim the bushes, the drogue canopy is well above boot level and completely aft of the rear flying wires. The ground skim is short and the flare is normal, and there we are, on the gro und safe and so und. The drogue repack is just a quick fold-up or random wadding; anyH ANG GLIDING

e tasto

HARNESS-ATTACHED DROGUE CHUTE

thing will do as long as you don't roll it up or tie it closed. The above procedure is mine, based on years of regular (moscly keel-stabilized) drogue chute use, bur the Icaro procedure is actually a little different. Their method is exactly the way many (or perhaps most) pilots would like to use a drogue chute, deploying it low on final approach, about two wingspans high or when the lase obstacle is cleared. This SEPTEMBER 1998

does have the advantage of al lowing the pilot co fly his "normal" approach, rossing out the drogue at che last second just for stopping shorr on the ground. Also, if he can catch a low thermal, he can just fly away, since the drogue chute is not out yet. However, I chink chis method deprives che pilot of the benefits of a steep approach and relies too much on che drogue opening promptly. At altitude there is rime ro deal wich the unexpected,

whereas there is none on fin al, and I question the practicality of the pilot reaching back with one hand to do so mething while "clearing the last obstacle." On final approach I don't wane to reach anywhere for anything, I wa nt both hands and al l my attention fo cused on flying the glider (cluck, cluck, clu ck!). Pi lots who have adopted the high ope ning procedure (mine as opposed to lcaro's) tend to like it and sti ck with it, but, of course, they'll do whatever they want once they become familiar with the equipmen t. The Delcastop is well constructed of conventio nal, light parachute nylon, with six sh ro ud lines and a pulled-down apex line gathered to a short bridle. T he canopy is about five and a half feet across when laid flat, with an apex hole of 10 inches (see Figure 1). T he main attachment of the bridle to the harness can be made at the base of the main harness suppan webbing where it meets the body of the harness, on the centerline or off to one side in the case of a harness supported on two sides. I li ke it attached off to one side so I can eas ily rotate and see the chute or reach back and jerk the bridle to complete a stal led opening. A special drogue attachment point can be sewn anywhere onto the center back of the harness body if desired. T he D elcastop comes with a small pocket/deployment bag which is supposed to be sewn to the outside of the harness, w ith the elasti c open end facing forward. (It's the li ghtcolo red pocket on the harness shown in Hang Gliding, May 1998, pages 16 and 28). To deploy the chute you pull a toggle/flap chat pulls the pocket liner completely inside out, cleanly dum ping the drogue overboard. Since my harness already has a zipper pocket in exactly che right place, I use that instead, but it's not as quick or slick as the lcaro setup. Reliability was the big issue during the development of the keel-stabilized 41

drogue, bur it seems to be a non-issue for the harness-attached system. An untangled chute dropped into the wind stream nearly always opens, and a partial opening (I've only seen one) was cured by a sharp

rug on the bridle. No doubt some failure modes are yet to be discovered (a wet canopy perhaps?). Tangle problems may arise, possibly with harness loops or wrist watches, bur I suspect these will be either

Training hill launches felt normal, despite starting with the drogue chute out on the ground 42

avoidable or trivial. As with all new equipment, a season or two of active use is needed to really establish the practical and safe use of the system. I confess to one other installation deviation: I tie a one-inch Fasrex clip onco my harness and attach the Delcastop bridle to char, instead of attaching the bridle directly. This gives me an in-flight emergency release in case I really blow it, which is nor inconceivable. This precaution may also be useful if I need the chute for vertical escape (getting down from inside a cloud or a flying saucer), since I might need to get rid of the drogue afterwards to reach a safe landing zone. My major criticism of harnessattached drogue chutes, including the Delcastop, is char they lose some of their effectiveness close to the ground. What I notice is char I'll be coming in steeply on final and gee down to about one wingspan off the deck when I start to slide forward, overshoot my apparent touchdown spot, and wind up having to flare with licde or no help from the drogue. Sometimes the drogue will even deflate just before the flare. This might not be noticeable, and we might just think it was a wind gradient effect, except that rhe keel-stabilized drogue doesn't have this problem. The keel drogue does what we would expect, it keeps pulling hard right down through the ground skim and helps the glider stop short when it is flared. This seems to be the major difference between the keel drogue and the harness drogue, and I have no simple explanation for it. All I can say is that something unfavorable to harness drogue effectiveness is happening in ground effect. One pilot who has had experience with the keel drogue, and is now using a harness drogue, says he likes the fade-out near che ground because it gives him more time to set up his flare. I rend to think more in terms of landing in a cactus garden where I want to stop short like a paraglider, so I see the fadeout as a problem to be overcome by further development. Overall, as long as the ground fade effects are more or less predictable, landing accuracy can be maintained, so this no big problem, and it may even be a good thing for inexperienced users. I like the idea of using a drogue chute for nearly every landing since it conserves H ANG GLIDING

j )

50 40

0 .. 1 , 1 25... 8, 0

30 ... 35,33 35 ... 44, 45

3 20 10 }

20 1:

SEPTEMBER I 9qg

~30

Figure 2: Dragfi1rce in airflow. Some pilots arc landing with flaps and arc happy with them, and others arc waiti11g for horizontal tail planes that can be

bodies and down tubes, gives the pilot experience, and keeps the chute freshly packed and reliable. Even in high winds there are positive effects, such as the ahili ty to get down fast between turbulent No doubt rhere will he those who insist that drogue chutes arc just for emergencies, not for "normal" landings. I suppose when flaps were first put 011 airplanes there were pilots who said, "If I use my flaps roo much I might how to do normal landings." That anituck is long gone, and now all airplane pilots use their flaps 10 slow down and land more safely. I hope we sec the same change in attitude with regard to hang glider drogue chutes, so more pilots will use them frequently and we can save ourselves some damage.

adjusted to high angles in flight for use as air brakes, bm I think the drogue is attractive as a simple alternative to these

The Dcltastop drag data in Pigure 2 was taken from a pickup truck, using d1e dashboard speied()m<~ter for airspeed and a spring scale for force measurement. Tb calculate the on a hang glider, assume a glide ratio of 11 to I at 35 miles per hour and a gross weight of 270 lbs. The glide ratio is also the ratio oflift force (mugbly gross weight, 270 lbs.) ro drag force, so the drag force must he 270/11 lbs. Now, deploy the drogue cbutc and add 44 lbs. of drag. 'fhc total drag is now + 44 68.5 lbs., but the lifr is srill 270 lbs., so the new expected lift to drag ratio (glide slope) is 270/68.5 3.9. From a glide of l l down to 4, almost two .. thirds of the original glide has been lost. I'm not snre that the drogue really works this well in the sheltered air where it is actually used (behind an upright pilot), but this does support the observation that it works with dramatic ('fo see similar data for the keel··stabilized drogue chute, see "Parachute on a by M. Sandlin, Hang c;/itling, February 1992).

systems. I've flown hundreds of hours in sailplanes and ] agree that air brakes arc great for them, but hang glider landings arc often too fast and furious for changes in the drag setting. It's better for us to keep it simple by adding drag at pattern entry and then just flying ii on down as is. Grasp the concept: Any Cessna with an engine failure can glide to a landing, but you're way more cool because you've got a drogue chute! A drogue chute will add color and a sense of occasion to your otherwise hum-drum landings, and wiII thrust you into the wild world of dragsters, space shuttles and other marginally controllable fun stuff. Be the first in your squadron to put out a drag bag and get fast rel icf from those nagging overruns

and too-sha1low approaches. Yow! In conclusion, the Dcltastop Drag Chute is a major breakthrough that will make drogue chute use much more attractive and accessible to hang glider pilots, especially those flying bigh-perfcHmance wings. Every new gcnern1ion of racing gliders is gliding better, making our LZ's effectively smaller, thus folfilling Ken de Russy's haunting observation that hang gliders arc evolving themselves out of existence. Maybe the evolution of har-ncss-at1acl1ed drogue chutes can work in the other direction. The ancient Incas must have used high--perfonnancc hang gliders to carry express parcels and gourmet seafood between their moumaintop cities, bu1

how did they get down into those small

I ,Z's surrounded by stone walls? Only now have we come ro realize that they must have used advanced landing systems, the "drogue chutes of the gods," of" mysterious origin. J theorize that their setup must have looked a lot like the Delrasrop, which costs $165 and is available in the U.S. from AV8.

!IV8 may be contacted at: 1530 Eczstern ST: Grctnd Ml 19507 (520) 526-3911 or (6 J6) voador@infi1magic.com, www.irrfamagic.com/,, voador!accessor. htm, or just go to the USH GA t\leb site (ushga(ri>ushga.org) and look at the link to AV8, then Products, then Accessories. 1111

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HANG GUDINC

l'ilei Mashy "Tra~y this is

for Ptiducah Airport. I'm going to make my declared goal'' Shortly afier that trans··

mission my Yaesu radio 1v11.r'h/1P1

However, it was a good thing it did because the last thing my flying partner

"Hollywood" C1J,1mi1Jltn chase you

more because

he day starred like any other day in Hohhs hot, dry and dusty. T'hc only relief from the blaz· ing sun was the cool shade and warm atmos·· phere provided by Curt Graham's hangar at the l1obbs Industrial Air Parle Hollywood ;:md I readied our cameras and barographs for another anernpt at the elusive world records we so eagerly sought straight distance and declared distance to goal. Hollywood was up and out on his flrst tow and I was soon to f<)llow. After hitting noth .. i11g on row T pinned off and went for my favorite trigger point at rhc airport. Bingo! A smooth 3{)() .. J11m thermal was there waiting, not kid for this ti rne of' the morn .. I snapped my start photo, topped out in rhe thermal and headed out on course. 'fracy Srogner, our local driver, hopped in the truck and was in hot pur., suit. You may recognize 'li·acy's name as he was the driver frir Lar· ry Tudor when he broke the world straight-distance record in Wyoming a few years ago, Unlike most cross .. counrry groups, Hollywood and I prefer to have the driver stay with the pilot in the rear rather than with the lead pilot. This is done so that if the rear pilot goes down he or she can he rerricved quickly and nor left sitting in the desert for hours. If the le;id pilot goes down he is simply picked up along the way. I've flown with 01 her cross-cou n-· try groups, and on one occasion sat in rhe desert until midnight waiting to ge1 picked up. This doesn't happen with our system. SEl'lTMllrn l 99B

?lt

'tL-mz.te mark was, "This is Tracy. Ifanyone can

to jtiil. '' Hollywood was out too far ahead to respond. The first couple of hours I was in survival mode, working what-ever lifr I could flnd just to stay aloft. Conditions gradu· ally started to improve as the day went on, and l starred sec-ing dnst devils form in the disrnnce along my course line. Although they didn't last long enough for me to get ro them, they did mark the best line for me to rake, 'I 'he sky was still wrally blue at this poim and I was working exclu off ground sources. As I approached rhc J ()() .. mile mark l found myself over an area where I had bombed out ar least flve times the year before, On each of those flights a dust devil appeared just before f hit the ground, l was always afraid to enter them at such a low altitude. This day looked like: ckja vu all over again, f was down to 800 fret when T suddenly sported a dust dcv· ii, and decided that today was going to be different. I tightened my grip on the basetubc, like a bull rider tightening liis grip on the rope just bd<)re the chute opens, I knew l was in for one heck of a ride. Upon entering the dust devil I was sud· dcnly blasted wirh a focc full of sand. Pebbles were chinking off my sunglasses and a hot, dusty wind screamed up my nose, l would have liked to have put rhe shield down on my fi.11! .. focc I ,cc (Arc) helmet, bur J was afraid to release my death grip on the base tu be for even a second. My 'fongenr Hight Computer had never screamed so loud. l hung on for dear lifo and topped om ar around 13,000 fret (As a side note, I would not recommend entering a Texas dust devil that low to anyone.)

A glance at my CPS told me that Twas now 94 miles from my declared distance-to-goal in Paducah, Texas. I continued 011 course and began topping our anywhere between 12,000 to 14,000 feet. Since I wasn't /lying with oxygen, I began to feel a little queasy, so I started singing aloud to myself to keep my mind clear. Bdt)re l knew it l was 17 miles from my declared goal. I hailed Tbcy on rhe radio: "Tracy, this is Tiki. Head for Paducah airporr. I'm going to make my declared goal." Tiacy acknowledged and raced for Paducah airport, "raced" being the operative word: He was pulled over for speeding. After explaining his situation he got off with a warning and the ·1 c:xas state trooper agreed to follow him to Paducah airport to act as a landing witness.

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Shortly alter this transmission my radio died, which turned out to be a blessing, because upon 'fracy's arrival at the airport d1e state trooper informed'] iacy that there was a warrant for his arrcsr. Apparently, 'Tbcy had an omsrnnding speeding ticket he had never paid. While c11l this was happening I was busy snapping my finish photos of Paducah airport and continuing on for open distance. Unfi.)rtunarcly, 'fracy was unaware of the fact that l was continuing on and was left rryit1g to explain ro the state trooper where this fictitious "hang glider" was. Mc,111while, Hollywood was 40 miles out ahead. We knew he was still in the air, but out of radio range. 'T'hc last transmission he recalled hearing at the 242-rnilc mark was: "This is Tracy. If anybody can hear me, J can't chase you anymore because I'm going ro jail." After pressing on from Paducah airport T founcl myself over some very desolate territory. (Had I known 'Jbcy was unable to follow me I probably would have landed at the airport.) It was late in the day at this poim and I began topping out in everything as if it were my lasr thermal. I touched down near Quanah, Texas (about 10 miles southwest of the Oklahoma border), 219 miles from Hobbs, New Mexico, for a new Feminine Straiglu Distance World Record (pending PAI approval). When I pulled out my cell phone and called back to the chase vehicle to give 'lhcy my landing coordinates, it was then l learned of om driver's dilemma. He was being held until in bail could be posted on liis behalf: A call had already been placed back to Cun Graham (Crossroads Windsporrs) in Hobbs to explain the predicament. Local pilot and good friend Brian Nelson agreed to make the drive to the nearest local Texas state trooper's office to post bail for 'fracy. A special thanks to Brian Nelson for making the 1rip and Curt Graham for providing the bail money. 'fracy was released shortly thereafter and he picked me up. We continued on to Shamrock, 'Jcxas to pick up Hollywood who had spenr the previous four hours being "enrcnained" by a local landowner 1-clling talcs of how his great-grandparents had been held hostage by the infamous Bonnie and Clyde. I'd say his grandparents weren't the only ones who were held hostage. A final tally of the day's flying netted two new Feminine World Records: Declared Distance to Goal, 190 miles; and Straight Distance, 219 miles. I would like to thank those who contributed to my accom· plishmenr: Chris Arai for designing a great instrument (the 'fongent Flight Computer); Wills Wing for shipping me parts on the road so promptly; Wallaby Ranch for providing my "spring training ground"; Cun Graham of Crossroads Windsports for providing access to such an awesome place to fly; Brian Nelson and his family for their unwavering support and encouragement; and Kris and .Joe Greblo of Windsports for my equipment and their devoted friendship. A very special "thank you" goes w Midwcl "Hollywood" Champlin fi.)r designing my training and conditioning program, for provid-· ing accurate weather information, and for always believing l could do it. So what's next? Well, there arc more records to he broken. "T" For Three, anyone? Ill

HANG CLIDINC

why

Altair

PRE.!J4TlJR world champion

Area .... . ...... ....... 142.5

Area .. . . . .. . ..... ... ... 158

Span .. . . . .. . . ... ........ 34'

Span . ..... .. . . . . . . . .. .35'-4"

Aspect Ratio . ........ ..... 8.0

Aspect Ratio ..... .... .. ... 8.0

Airframe . . ....... Carbon Fiber

Airframe . .... .... Carbon Fiber

Pilot Weight ... . ..... . 140-220

Pilot Weight ...... .. .. 180-280

Glider Weight .. .. .. .... ...64

Glider Weight .. .... .. .. ... 69

Pilot Skill .... .. .. ... Advanced

Pilot Skill . ... .. . . . .. Advanced

The Predator, in stock configuration , has recently won the wo rl d freestyle competition, set the world loop record , and beaten most of the fi eld of topless gliders in the 98 Nats. Why? Because quite simply it is a top performer and yet still pilot friendly. Sure, it has a kingpost which allows it to be IO to 15 pounds lighter than the current topless models , performance features such as; planform and sail design , an efficient airfoil, semisymmetrical airfoil in tip area, low washout, vortex generators and a carbon fi ber airframe that put it in the top of the class of performance gliders, but most importantly, you will love to fly it . The Predator is the right glider for those discern ing pilots who recognize true value.

The all new Saturn follows in the footsteps of the Predator but with performance and handling characteristics better suited for the novice and recreational pilot. It is a double surface glider for those pilots looking to move up from their training glider. The Saturn inspires confidence with its easy hansling, anti-oscillation features , incredible sink , stable towing qualities and flawless landing abi · . Early feed back from pilots. qu ite often the word PERFECT.

a turn

Area ........ ... .... ... . ............. ......... ... 167 Span .. ...... ...... ... . ........ . .. . . ... .. ...... 33'-4" Aspect Ratio .... . . .... . ...... . . .. ... . . .... . . . .... 6.64 Airframe . . . ...... ............ .. .... .. .. . .... .... 7075 Pilot Weight ...... . . . . .......... . .. ... . . . .... . 150-250 Glider Weight ...... . ..... ...... . .. . ............. . . .59 Pilot Skill . ...... .. ... ... .......... ... . .Hang II - HangV

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0 To Land, by Lynda Nelson

•••

You've been up for a couple of hours. It's been a good flight but now you're a little tired You cruise over to the LZ and begin to look for

signs ofthe wind direction. It's been a few weeks, maybe a month, since your last flight, and on that landing you bent a downtube. It doesn't look like there's any breeze in the LZ Oh, for a nice 10-mph headwind .. You're 1,000 feet over the LZ and worried about your landing. What are you going to do?

ver the past few years a few hundred pilots in the San Francisco Bay Area have signed up for a launch and landing clinic at Pat Denevan's Mission Soaring Center. I sat down with Pat recently to discuss the history and ongoing development of these popular clinics. Pat first saw a need for launch and landing clinics at the 1981 Nationals at Slide Mountain, Nevada. He watched many pilots "whack" at one of the first televised hang gliding meets. By 1981 hang gliders had longer control frames and design attributes which caused them to stay in ground effect longer, so the old advice of "pushing out" as you got close to the ground didn't work anymore. Par announced his first launch and landing clinic, free, at the Ed Levin Park LZ - and no one came. So he decided to srarr charging for them. Ar first, Hang IV's showed up wanting help with landing problems, bur ir turned out that most of them had unrecognized launch problems as well. Over the years, Pat has learned to work with pilots who have perfected bad habits. He has designed a series of exercises for his clinics which help pilots learn and perfect new launch and landing

last-minute instructions.

Gliders on one ofthe two training hills.

EXPOSED! Tale of

Launch and Landing

by Ken Martin

habits. Pac feels chat the most important habit of all is to look in the right place, out ahead - char is, on a straight course - because when we fly we are "navigating" through the air coward our landing. Pac has learned from his students by correcting their problems. There are three variables he deals with in a clinic: the pilot's equipment, weather conditions, and the pilot himself. Pat has learned co break down the launch or landing experience into separate pares; you have to eliminate variables before you can find the root cause of the problem. For example, a pilot will often have difficul ty differentiating between a pilotbased problem and a conditions-based problem. After several years of doing launch and landing clinics Par started co apply what he had learned co new scuden cs coming ch rough his school. The normal tendency of a beginner is co look down at the ground and grip the downcubes tightly when launching and landing. He found that even when "flying" the simulacor, pilots-co-be tend co have a eight grip. It wasn't flying that caused it, it was hanging in the harness! So Pat developed training exercises chat would result in a light couch. Instead of just celling people SEPTEMBER 1998

co lighten their grip, Pac developed specific exercises to train reflexes for a lighter couch on the downcubes, co work with reactions rather than just chinking about the problem. Ar first, Pac thought chat a light couch was the most important faccor, and char was rhe focus of the early clinics, using relaxation techniques co produce a light couch on the downcubes. The focus now has more co do with staying on course looking where you wane to go. When a pilot looks down, rhe tendency is for him co tighten his grip, so he has to approach launch and landing in a step-by-step fashion: First focus on a target and then use a light couch. Par now spends less rime on theory and more time on the training hill. As ideas and concepts are accepted, he doesn't have co do as much explaining. In the early clinics, Par had a different approach. He would watch a pilot fly, determine what was wrong, and then have che pilot do exercises co correct the problem. Then he realized chat pilots tended co have bad habits chat were universal in nature. So now he trains everyone co acquire good habits using the exercises he has developed. •

ow. This new glider flies great. Very ligh t bar pressure makes for easy penetration into the 30-mph smooch headwinds frequently encountered at Fort Funston, California. With che winds shifting to the north this landing should be interesting. Heading downwind along the ridge, the bar at lower chest for good speed, it's time to go upright and begin a left cum over the cop of the ridge into the landing zone. Entering the pattern, looking across the cops of Cypress trees along the south side, the downwind, base and Final legs blend into one smooch 270-degree, altitude-burning turn. My spot is far enough from the cliff co avoid a nasty edge rotor, but not so far back as co enter a deep, sinking, turbulent gradient. The final m ust avoid the "gun sights" of the windsock which mark a fierce cone of turbulence trailing off the bushes at the setup area and observation deck. Altitude burns smoothly in chis banked turn with speed and pitch authority overcoming gradients and turbulence. The rollouc and roundo uc blend at the ground for a final glide feet off the ice plant. Nicely done. Whoa .. . aheee ... WHACK. Oh, man! Things were going so nice on chat last landing. What happened? Seems like chat landing should have been perfect. This time it will be okay. Must have been some turbulence near the ground .. . WHACK. Gosh. This rime the flare will be important. Conditions are light today... WHACK. Damn chis sport anyway. I've been at tl1is for decades . I can land anything ... WHACK. Hollister, California. Even at nine o'clock in the morning it's 85 degrees. A perfect day is beginning co brew for Mission Soaring Center's Launch and Landing Clinic. This is tl1e training site where new pilots get tl1eir first cas te of flight. Today, advanced pilots return to their roots.

Forty-(i:iot hills taper smoothly into an immense grass-covered pasture. No trees, fences, animals, buildings, or othet imped.iments to a perfect flight. Skydivers share the same pasture ,{ mile in front of our gathering class. 'Today's group con·sists of nine pilots ranging from llang II to llang V. Guess I'm not the m,ly pilot seeking a.higher plane. Class.begins after the gliders are assembled. 1bd,1y's instructor, Pat Denevan, opens the session with introductions from each student. It's nice to know your place in the group. We each describe where we want to focus our efforts: "My takeoff~ are good. I want to do landings.'' Some want to work on launching; all want to improve landings. The didactic session seems simple, but it is thorough. What seems l!ke returning to the basks is actually advancing to the basics. and heard much of chis before, but: there is value, and a certain validity, in hearing it from the voic,i of authority. Blended with the facts is a touch of philosophy. You might rename the clinic, "'The Zen ofl·fang Gliding." ''.All right, class, le:t's fly. You won't need your gliders yet." In s.ingle file we begin a smoothly accelerating takeoff mn, and then decelerate for landing Hare. Body position .is everything. In order to create success and confidence, we launch and land these virtual gliders. Next:, we add the real glider for a level··ground flight. 'Tbisis cool. I can do this. The winds at the bottom of the hill ate lighr and cycling: "Hey, Pat. Just 20 up this hill the wind is more consis-. tent." With an invitation to demonstrate to the class, I begin my takeoff mn into the gradient. I leap graeefi.1lly into a folly stalled glider... WHACK. How could I have done this? A perfect launch record spoiled. Well, there was that one til:ne in 1975 when I leaped.into a staUed glider and slid down a. hill in Simi Valley, California. .And there was that one time I leaped in.to a glider while attempting a. downwind, shallow-slope launch in 1997 and slid down the hill. Tb my own ho.rror, I'm exposed. A pattern of potentially lethal launch attempts emerges. Guess I'll be working on land,. ing and.launching today. The day progresses witb a series of short flights. Pat is still .interested in launching, but my focus has shifted to 50

B:it discussing the variou.~ aspects oflaunching and landing -- going over questions. landing. WdL. WHACI<:. This is a good thing. Why corne to a clinic and make one flawless flight another?.Let's mdly get our moneys worth ... WHACJ(. With the class leaving the ground smoothly and confidently, we break for lunch. It's almost one o' d()ck. It took so.me effort to lighten my grip on the downtubes, to smoothly accelerate during the takeoff mu, and to feel tht: glider flying before launch. Setting and maintaining an appropriate angle of attack d11ring t.akeoff allows t:he upward pitch pressure to build. This translates into sensitive hands through the downtubes. We know the glideds fly-it1g as it eases into the air. Hearing this and experiencing it are two different things. Amazing. I got it. Lesson number one: Don't fly the glider until it's flyin.g. "Okay, dass. Let's land the glider." Fourth in line, I await my tum. Standing at launch, the breeze is now strongenough to fly the glider overhead. My new glider has a longer hang strap and longer downmbes. My leg loops are a bitloose. It seems like the glider is way over my head. Target, pitch, balance ... "Clear." "Flook in!" In that instant, all the possibilities are weighed. I've taken the first step. What did he mean? Was he talking to me? Book in? Could it be? It could.. The hang strap feds infinitely long because .it is hooked to a loop on my har" ness instead of my glider. Every musde in

my body conunits to taking back that first step. For the second time in 25 years I've tried t() laL111eb with a vinual hang strap. 1ensilestrength... zcm. Wow, that was close. J had gone through the motion of a hang strap check without feeling the strap. Lesson number .two: Never hreak up your launch routine. Well. What)s left? It can only get better from bere.1'his is not a game. Now I am seriously focused. ''Clear." Perfect .launch. 'fhe glider penetrates the headwind and light turbulenca. Pat is standing below in the LZ, a perfect target. We slide through the gradient. The ground zips by as the glider ei1ters grcmnd effect. Flare ... WHACK. "Ken, fly glider," Pat says. What does that me.an? "Fly the glider on course." What does that "Use your senses to fly the glider on course." What? "Looking a;t the ground robs your sens· es. Hy the glider on .course to your target. Keep flying the glider. Looking up at the target allows the good information to keep coming .in. Relax. You'll know when to

land." "Clem:." Pei:fect launch. Perfoct flight. l'm frlcused on Pat. The glider yaws left. 1'111

focused on Pat. 'fhe glider tolls dght. I'm focused on Pat. 'fhe glider penetrates the gradient. 'forbulence. Pop. I'm focused on Pat. The tall grass grazes my foet, my knees. Flare. Perfectlanding. I'm focused on Pat. Lesson number Fly the glider. Can it be that simple? Well, yes. I've always known how to fly, even before birth. Many know what I mean. What] had forgotten is that the flight .isn't over until it's over. Even standing on the ground after landing, I continue to fly thl~ glider, eyes and head up, the good lnformatim1 still coming in. The day ends with a total of 16 flights. T'he glide1:~ are broken down and packed away. Now the class gathers frlt a debrief:, ing. All the questions are answered. All the tasks have been accomplished. Each essen-tial point is reviewed, reinforced. Each pilot tells his or her story. At seven o'clock in the evening T pull away with my glider on the mck. 'This has been a lo11g day. Twcnty-,six flights later I have nailed 22 consecutive landings, on my feet, balanced, flying the glide.I' all the way. J<]ying is fun. So is launching and landing. II 1 lANC CLIDINC

IO. USl'.TGA

Service Award is different from the Presidential Cit;ition in that this award outstanding service to the .Am;ociation.

n and Millennium cen· rer has been established at Lookout Mountain Plight Park. fiber repair, work parts, and service are now available year round. A wcekcmd is sched11kd for ,A.. 1.u,;c:1. hybrid owners and prospective own·· ers are to participate. Por more information contact David Glover at (706) «1·,c,,·"• l.

Jayne past Director of Market·· and Sales f<lr K.itty !Jawk Kitt:s and re.~1c1e1·1l of Wallaby Ranch, h,1s joined the Lookout Mountain Flight Park.

''J,iyne's MBA and seven years in the bang gliding industry will offer a new nersocc· tive to the Lookout Team," Park owner Matt 'Taber. bilities include customer rel,ltl0>11S, ,:it1,,11.,1·r1,11nnancJ saks.

csults for the month ending July 20 include: Rob Richardson, 7/20, from Mingus Mtn. in Arizona, a flight with a straight.. Jinc distance 19 miles; Dennis Nelson, 7/1 L from Mingus on a 195 Falcon to Sedona airport for a dis, tancc of 22 Ben .Ua1.v1clso.n, from Ellenville to W.1lclcn followed by John Ifarnelin i11 his to land at "Mad Sammie's" form (what calls it himself), for a distance of I miles.

rayBird AirSports Flying Club has site in l ..,,,,11n.r· lon, Florida at the Dnnndlon airport It was built in tbe l940's by the U.S. Anny for glider uaining. The Dunnellon airport is located 16 .miles west on H.ighway between Ocala and Wildwood. 'fhis site opened a new

StPllMBER 199B

has over 500 open acres from which to launch and land, two 4,875 ..foot paved runways, oak picnic areas, a disk golf course, and is near the Rainbow River state campgrounds, hotels, rest:au· rants, and horse, bike and hiking trails. 'The airpon also provides bathrooms and showers. ·rhis premier flying site is the largest, she in the stare of Plorida. Aerotow tandems for hang gliders, static winch tow for paragliders, and ultra· light and powered paragliding flight train, ing are all available through Gray Bird Air.. Sports ar the airport. Flight equipment rental, service and aircraft: arc also available on··sitc.

An ultralight dub and a hang glid-ing/paragliding dub have been established for pilots who are a group of Oy.. ing friends. Cook-outs, camp·onts and fly-ins are common activities. Contact: Gregg McNamee, GniyBird AirSports, (352) graybird@praxis.net.

"Hollywood" Champlin has a new Florida state x. c record of 168 miles (270 kilometers) flying a CSX. Hollywood flew from W.1llaby Ranch and headed south deep into the Florida Everglades, his previous state of l miles.

s I IANc; CLIDINC; ADVISORY Used hang gliders should always be disassembled before flying for the first time and inspected carcfolly for fatigued, bent or dent· cd down111hcs, ruined bushings, bent bolts (especially the heart bolt), re-used Nyloc nllls, loo.1e thimbles, or rusted cables, tangs with non-circular holes, 011 flex wings, sails badly torn or torn loose from their anchor poinrs front and back on the keel and edges. I( in doubt, many hang gliding businesses be happy ro give an objective opinion on the condition o( cq1iipment you bring them 10 inspect. Buyers shuuld select equipment that is appropriate for their skill level or rating. New pilots should seek prn· fessional instrnction from a USH(;A CERTIFIED INSTRUCTOR. FLEX WINGS AIRBORNE SHARK, BLADE RACE, STING, BUZZ. New and nearly new. Demo daily. THE WALLABY RANCH (941) 421,0070. ATRWAVF CLJDFRS ... For sale: Klassic Hli, blue/magenta, very good condition $2,GOO. Klassic l 66, ycllow/pmpk, 2 /lights, new condition $3, l 00. l'ulse Vision 9 merer, yellow/purple, 90 hours, good condition $ I ,700. (50')) 5J5 .. 81 l 9.

DREAM lli5 J:J' 31J7-89'J5.

New, last one made $850. (}03)

FUSION - Demo daily. WALLABY RANCH (941) li2ii-0070.

DRFAM 145

Crear shape, red/grccn/liie green

brad~!lhat1ggliding.rnn1

GLIDERS - .'l5, /,,r sale, rigid 10 single surface. Call/email for current list. Wallaby Ranch (941) li2/i00'70 Florida, glidcrs(iilwalbby.com

EXXTACY NEW & OSED IN STOCK, DEMO DAlT.Y. WALLABY RANCH (9/il) li21J-0070.

l lPAT 158 Red/white/blue, excellent condition, low hours$ J ,000. (519) Ii 53-9961.

$ I ,050. Raven Sky Spnrrs (Ii l Ii) li71 8800,

FALCONS J!iO, 170, 195, 225 new and used. WALLABY RANCH (94]) 424 .. ()070. !'ALCON l.ike new, only JO flighrs/5 hours $2,300. (9 l 6) 2771t377 days, (916) 921 9870 cvc11ings, Sacrament().

FALC:ONS-lll.TRASPOlrf -lll'AT I SH .$2,700. (209) IJ35-.'l59G

$1,200-

FALCONS CLFARANCF SALE School use, one season. All sizes $1, 500-$2., 500. (1 lit) 47:l-8800, brad(alhanggliding.com

KLASSIC 13:) Excellent condition, 60 hours $2,000. (801) 254611i1. KI.ASSIC: lli4 -~ Cood condi1io11 $1,500 OBO. Call Lury (740) li67-2072 Ohio. White & red, nice shape, under 100 KI.ASSIC Jli,j hours $1,900. (Ii 11) liTl-8800, bradQilhanggliding.com LAMINAR ST 1li ..~ Crear condition $3,500. (619) 793 34l7. LAMINAR Iii Excellcnr shape, yellow LE, blue undcrsurfacc $2,900. (815) 2:Vi-5388.

COMFT II 165 Axis 17, plus equipment $1,000 OBO. (303) 8/i 1-902'! .

LAMINAR

DOUBLE SURFACE TANDEM Moyes X2, good shape $2,500 or trade. bradt(!lhanggliding.com (4 ! Ii) li7.3-8800,

MILLENNIUM 0070.

DOUBLY VISION Exccllcnl condition, spare downrnbcs, om: owner $2,000. Ball 22, air rocke1 available. (612) liGIJ-IJ322 ericsky~iijuno.com

DOUBLE VISIONS & FLY2 New and used. WALLABY RANCH (9/i 1) 42/i-0070.

ST, 14, U in stock. WALLABY RANCH (9/i l) li2/i-0070. WALLABY RANCH (9/il) 471-

MOYES CSX1 Topless, nearly new, 30 hours $3,500. (107) 578 8935 xclarry@lconcentric.net

EXXTi\CY TN STOCK And new, demoed & used paragliders. Dealer, product rep & comp pilot inquiries welcome. Check out www.fi1112fly.com or call (509) 975-5565.

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

Number of months: SECTION IJ Flex Wings IJ Emergency Parachutes IJ Parts & Accessories IJ Business & Employment IJ Miscellaneous IJ Paragliders IJ Videos

IJ Towing IJ Schools & Dealers IJ Ultralights IJ Rigid Wings IJ Publications & Organizations IJ Wanted IJ Harnesses

issue and run for··-····-..·--·····-·consecutive issue(s). My IJ check, o money order is enclosed in the amount of $ ·--..-- ____ ....-...-.......... . NAME: ADDRESS:

Number of .. _.....,.··-·---..·-·----........... @$.50 Number of ..

v,uv •.... _

..... _ .... _ ......-

.........-

.......

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

HANC CurnNC

s MOYES CSX 5 Six flights, black forward wedge, green undcrsurfacc $/i,500. (71 ')) 539 5900.

S\Jl'FRSPORT I 53 Excellent condition, folding specdbar, low ainimc $1,500. (7.52) 63/i-9/i'i'i.

SX, XTL, XSJ, XT, etc. New and MOYES CSX nearly new. Available immediately. Natioll's largest Moyes dealer. WALLABY RANCJ I (941) 424-0070.

SUPm,SPORT 163 - Bl11e leading edge, exccllem condirion $I, 500. llomc (816) 587-0823, work (816) 391 (,200.

MOYES XTRALITE 137 Excellent condition, I ycm old w/sx mods, will ship $2,000 OBO. John (80'j) 682-348.'l.

TR3 Topless, carbon fiber frame, new gliders in stock: black, white or red $3,000 FOB St. Petersburg, Florida. ACME Glider Company (8B) 526-3629 or TRGJ .JDERSti'ilaol.com

Very good condition, MOYFS XTR1\1.Ic;HT 16/i s11per glide, pcrfoct for the larger pilot 32210?.9. MOYES XI' PRO 16'i Novice/in1crn1cdiatc double smfacc, 7'i hours, great shape $2,700. (,i Iii) "17.3-8800, hrnd(li1hanggli(li11g.con1 Nl'W & lJSFD CLJ DFRS At affordable prices. <:all the Soaring Cemer toll-free 1888-'Jlili-5/i}."l.

PUl.Sl' 9M

Mint condi1io11, 30 homs. Extrns: new helmet, w:ircrnr,,ol bag. extra set of OBO. Boh (81 Ii)

TRX 160 Good condition $1,000 OBO, 2 available. 1-888 -')5/--5/,."l'J. VISION MK Ii 19 B11ilt 5/98, never flown. $}200. (501) 8'i J .fi()9/i, sailwingspg(alhonrnril.com. VISION MKIV 17 -- I.ow ho11rs, harness w/parachiile $1,200. Cill Ted (ii 15) 381 2877. VISIONS & !'\JI.SES - Bo11ghr-Sold-Traded. Raven Sky Sports (Ii l Ii) li7."l--8800, braM1>hanggliding.com

ll!Cll FNFRCY POD 1!ARNFSSFS Sizes&. styles change monthly, $300-!iOO. CC I OOO's $250. Cocoons $200 each. Kncchangers & stirrnps also available. (Ii I Ii) li/3-8800, hraM1ihanggliding.corn

TIIZFD OF TOWINC? Tired of

sites? C:rcatc yonr own, power up the

w;-ty

SWEDISH AEROSPORTS MOSQUITO HAR-NESS. Ligh1wei1;l,t, powcrf11l, affordable and most importantly-Fun! Call BILI. of' T.C. I IANG GL!D, ERS, yonr U.S. SUPPLIER at 616-922-28/ili. PS: SEEING IS BELIEVING, video now availahle $13 includes shipping.

TIIF BEST TRAINING IIARNFSSFS -- J<id sizes available for those too small 10 fly, but just righr for a rope swing. McNeil Trainin[\ I larness (:l '5) li92--I 020. J

FMERGENCY PARACI llJTES

885-6125.

UITRALIGHTS

PULSE 1 IM Custom sail, brand new, flown once Paid $/i,600, first $:1,000 rakes it. (757) li20-

DEPLOYMENT BACS New, and new 20ft hricllcs, $2'iea. (30.,) .31i7-89'J'5. ROC:KFT RESERVES H75ea. (:l(n) 3/i78995.

l'l/1.SJiS &. VISIONS --- Bo11gh1-Sold-Tradcd. Raven Sky Sports (Ii lit) !\T,,8800, brad<,:hha1Jggliding.corn RAMAIR !Ii(, -- Like new, 28 homs, Jg flights $ J,liOO OllO. ((>l 6) 9/i:l--38(,/i. R/\MAIR 15/i 539--5900.

Two, nsed I.ARA and BRS

NO MOUNT1\l'.\JS ,._ Or tow parks? No problernsclClaunch with the Slip trike and soar! Liberated Flight ('l/i l) //i5-l 2')7. WANTED

USED 20&22' .. _. I 00')1, guaranteed, inspected, new hag and hridlc $250c,1. (.303) .'lli7-fl'J95. 20 c;o1n: --- 20li PDJ\, brand new $:-J')O, I only. (:',O:\) 3ii7-899'i.

OLD HANC GLIDFRS WANTED l'or display only. Sails must be in good condition. Will pay $100-$ J 50. ( :0111acr Bruce Weaver l-800-Ylli li777 or ('l I')) !iii 1--21i2(,.

Green Team colors $ l ,200. (7 l '))

SFNSOR 51 OC: Cood condition, !lies &. performs great $500. (828) 255-00:J:l leave message.

22. CORE PD/\ w/swive\ $1i20. 20 Many more available. Raven Sky Sports 8800, bradG11lungglidinp,.com

SCHOOLS & DEALERS

ALABAMA LOOKOUT MOUNTAIN FUC:IIT PARK

HARNESSFS SPECTRUM l lili 10 hours, excellent condition $1,850. I Energy' !'racer harness w/dmte and rock· er $850. Lakes all. (li23) 69!-li207, jlwl,ink((haol.c:om SPECTRUM I 65-, lmmacuL11e condition, great colors, new flying wires just because, extra UV hag $2,000. (503) 621--357'), cqwmimityCi!lcartlilink.nct

Sec

ad under Ccorgia.

CGIOOO 12'.ll.

(<Jli I) 7li8 ROC:KET C:JTY AIRSl'CJRTS -- The f,m, safe: place ro fly. We you learn q11ickly and safely with lJSl JGA prolcssional instructors. Great place for fost cross cmrnrry flights. Three sites and a Moyes-Bailey acrotug for those "other" I ,earn ro acrorow and earn ymn AT ra1ing. Mention tl1is ad, a friend ,md receive one lesson 1/2 price. Call 880-8512 or (256) '/7(, 9')9'S. 10 learn

DELTA WINC POD Chute, good condirion $150. (50'5) 82.li0550 evenings.

Sl'FC:l'RUM CLFARANCF S;\LF--- Three !65 '""'.,,.,,.,,, in near new condition, w/all options ,M,'lL•u- .~.,.,/.UU. Raven Sky Sports (Ii I Ii) liTl-8800, bndci>l,anggl iding.com

ARIZONA ADVt,:NTURI'. SPORTS TOURS - Lessons Phoenix/Tucson areas. M,m-rnadc trainer hill foccs wind directions. (;uaranteed ten fligl11s per day! Tempe, A/. (602) 8977121.

SPORT 167 l larncss, par,rdrnte, helmet, altimeter, spccdbar, airspeed. Package 21<. (818) ."l'iJ 55/i8. SPORT I 67 Very low homs, mint condition $ ! ,200 OllO. (5(n) <J/i8-720'). tcrrance.pauon(iilihs.com SPORT FURO I 67 Equalizer harness w/p:iracl11nc, I .itck vario, Kenwood FM radio. $1,200 takes all, (707.) li31 li388.

NEW, USED And REFURBISHED harnesses. Buy, sell, 11wlcj consignment. (;1mnison (;Jiders, I 5/i9 (:ou111y Road l 7, Cunnison COB 1230. (970) (,Ii l-'J:315.

S1.Jl'ERSPORT lli3 Crc;n condition, hot pink ,rnd magcnra $1,600 OBO. (')70) 97.5-55IO.

Sll'TEMHrn I 99[l

l.")

,),)

s COLORADO

31401 Riverside Dr.

Full,rime /\lRTIME J\llOVF HANG Gl.!DING lessons, sales, service. Colorado's most experienced! Wills Wing, Moyes Altair, High F.nergy, Ball, lcaro a11d more. (30°\) 67/i-215 I, Evergreen, Colorado AirtimeH ( ;Qhaol.con, CONNEC'l'ICUT MOUNTAIN WJNGS

FULL SERVICE SHOP 1.oc:nerl on Hwy 71+ at the base nl' rhc Santa Ana ltl0\ll1tain range. Proudly repre· ALI. major brands. Rcn1:1ls available to qualiOpcn (, days a week 9arn· 5pm, dosed on Visa/Mastercard/ American Express.

l'ULI. SERVICE SHOP rq~airsi guide scrvjcc. J;rcc hi-ocl111rt'.

h11p://www.11orrlilink.co1n/ ,·ahgc ARKANSAS

Look under New York.

FLORIDA

MAGIC AIR -- Located in Northern California. Lessons, sales, service. (707) 963-3/i 55.

OZARK MOUNTAIN HANC C:LIDFRS Sales, service and im1rucrion. J(,O Johnston Rd, Searcy AR 7211+3. (501) 279,21JBO. c:AUFORNIA UREA\1 WFJ\ VER HANC GUDINC: Sales, scr vice , instruc1io11. Area's most INEXPENSIVF Ideal traini11g hill, new and med equipment. Wills Wing, /\lrair, I ligh l'nergy Sports and more. Tandem insrruction. USH(;A /\dv:tnced instructor Doug Prather. (209) 556,0469 Modesto CA. FLY AWAY TIJ\NC GLIDJNC Tammy Burcar (805) % 1·2766.

Santa Barbara.

TIIE HANG CLIDING CJ,NTER

Located in bc:nttif'ul San Diego. 11:tng gliding and paragliding insrrucrio11, sales and service, conducted at TORREY PINES and local mrntntains. Spend your wimer vac:t·· tion flyi11g wid, us. l )emo our line and equip mcnt at the always convenient

Our comprehensive instrnction program, located ar the San hancisco Bay Are:i's premier training site, features gently sloped "bunny hills," supcrlitc gliders and com· fortahlc ,raining harnesses! ''l'!RST l'l.TGHT," a video prescnration of our hcgi1rncr lesson program, is avail

able for only $20 including shipping (rnt1y he applied 10 lesson Our dchrxc retail shop showcases the latest i11 hang gliding innovations. We stock new :rnd used Wills, Airwave and Moyes gliders, I' I ,US all the hot/est new harnesses. Trade-ins arc wclon om amazing new VIRTUAL ilight simulator! 1116 Wrigley RFA!JTY S,m Josr) ( :A 950:15. (408) 262· Way, Milpitas 1055, fax (li08) 262· l 388, MSCIJ(;Qilaol.com ww,v.hang-g1iding.corn

US!f(;A CERTIFIED TANDEM INSTRUCTION

By Crcgg iVkNamcc. Acrotow training & ratings. Dealer for all major flight and acrotow equipment, l.5 homs from Disncyworld. Call (352) 21i5,826J. grayhirclGilpraxis.t1ct ht1p://www.gypzi.com/graybinl LOOKOUT MOUNTAIN FU(;J·l'r PARK

Sec

ad under Georgia. Nearest rnounrain I mining center LO

Orlando (only 8 hours).

NO MORE BUNNY... THE HILL WITH IT!

world famous

TORRFY PINES. We proudly olfor ]CARO (LAM!· NJ\R ST), MOYES (SX), WILLS WING (XC) and all kinds of' siuff. Makers of' d,e DROGUE CllUTF. 2181 Charles Way, El Cajon CJ\ 92020, (619) !i(,1 !!iii!.

GL paragliding school. Equipment sales, service, at Southern California's mile high site, Crestline. USl!Ci\ lnsrructor Roh McKenzie. By year round. (90')) 88l·8li88, www.rn·.org/lm,s/l11gl1.,:1<./vc111l1rc

DEl~PORT 2800 1tmey Pines Scenic Drive Diego CA 92037

Since /928 HJ\NC Cl.!DJNG AND PARJ\CLIDINC US] ]CJ\ certified insrructio11, tandem flight inst rue,

You

now

tion, sales, service, repairs, parachute rep;-icks) and site tours. San I )icgo's world class soaring center. Visa and Mastercard accepted. Call (6 l ')) 152,9858 or check us

out at h11p://www.ilyrorrey.co111

our Web

:i4

WINDSPORTS !A's largest since I 97/i. Fifteen minutes Crom I.AX. Central to Sylm:tr, Crestline, Elsinore and training sites. Vacation training, flying and including lodging and remals. The glider sales and equipment, new and used in old equipment. 325 sunny days each year. Come with ns! 1611J5 Victory Blvd., Yan Nnys CJ\ 9lli06. (818) ')88-0111, Fax (818) 988·-18(,2.

WF HAVE The most advanced uaining program known ro hang gliding, teaching you in half the time it rakes on the training-BUNNY HILL, and with more in.flight air time. YES, WE CAN TEACH YOU FASTER AND SAFER. For year-round training fon in the sun, call or write Miami 1 lang (;!iding (305) 285· 8978. 2550 S llayshore Drive, Coconut Grove, Florida :BLl3.

your classified membership renewal or 1n erchandise (7] 9) 17. We gladly . . ...,.....,,.,v VISA and HANG Ci!DINC

Iii\ W All gliding & ultrnligln inmuction, (808) flying on Kauai. Cci1ified 822-550') or (808) 6:,J<J,]067, birdipG 1l;tloha.11e1 ,vww.bird.sinparadi.sc.com

lU.INOlS 11/\NC C!.IDINC: SFRVIC:FS Aerotowing thru Prairie Soaring at I.eland Airport, I hour west of' ( :hictgo. Tandem instruction. Airport (815) /i'J5-2.821, home (815) 7/i 1 2250. The /\cro1ow Flight Park S,1tisfoc1io11J ;,qrantct:d

quFS'J' AIR SOARINC C:FNTFR

Yom v:1catio11 hang gliding location. (\57.) /i).')02 L\, fax (:)5:C) ii29 IJBIJ(L Visit our wchsitT ;it: www.qucs1airforcc.com or email w,: q11cs1;1ir<!'1\;uudia1.nct

Just 8 miles from Disney World

YEAR ROlJND SOARING OPFN DAYS I\ WEEK FOUR TUGS, NO WAITING • FVrnlY DIRECTION

GEORCIJ\

RAVl'.N Sl(Y Sl'ORTS (l12) 3/,00700 or (liili) liTl-8800. Please sec· our acl under WISCONSIN, hrad((1J}1angg!i,li11g.co1n INDIANJ\ RAVEN SKY SPORTS

(Ii I Ii) tin.,,8800. !'lease sec

our ad under Wis,:onsln. bradGrlh;1nggliding.cnm

KANSAS 'iO, NICE demos to fly: 'I 'op less to' I 'raincr ( ;Iidcrs: I .arninar, Moyes, Wills, Airhorne, Airwavc, Exxtacy, Millrnnium ~11pc1d lr,at<.·T and more;

hill service .school & PRAIRIE I !AN(; C:l.!DERS dealer. Crc;:ll tandem i11struction, towing & XC: padc ages. Cl I(,) .575-2.')95, kcnny«t1pld.rnrn

varios, etc.

MF.X!CO Ages 1.1 To 71 have learned 10 fly here, No one comes close to our level of experience ,rnd

.s11cccs.s with wnden1 aerotow inst met ion. A GRFAT SCENE FOR FAMILY AND FRIENDS ... lO rnotcls & rcsranr~u1ts within mins., showers, shade trees, sales, S!<)ragc, ntings,

ho1

rcnicv:1\s, grclt \VCJthcr climbing wall, nampo!irn\ llSS TV, ping pong, lrnngce swing, pirnic rabies, swim ming pool, ci-c. 1

Flights of over 167 miles and more 1han 7 homs. /\niclcs in I /1111.~ (//icli11g; !(i1plm1cs, Cross Co11ntry and others. l;caturcd on munlTous shows, incl11ding F.SPN'L Visit us on the Wcli: h11p://www.wallahy.com !'lease call 11s for rckrences and video.

1805 Dean Still Road, Disney Arca, H. Tl83; (91i I) Ii 2/i-00;0 phone & fax Conscrv:11ivc

Rc:liahle

1-800 80.3-7788

HJI .L I IOOK-UPS I .aunclry, propane, recreation room. 1-800-80.1 7'188. I .OOKOUT MOUNTAIN FLICI l'l l'ARK - Sec onr display ;id. Discover wliy FOUR TIMFS as many pilo1s earn tl1cir wings a! 1,ookrnll dun al any other school' We wrote lJSI ICA's Official Training Manual. Our specialty-customer sat isfoc1ion and lim with the BFST FACII.IT!ES, 1"rgcS1 inventory, rn111ping, swimming, ntore 1 For a flying trip, intro !light 01 lesson Looko111 Mountain, just outside C:ha11a11ooga, yom COMPI.FTE training/service cell· tcr. Info? (800) 68R-LMFP,

State of'thc Art

. 11.C. INC:./1,.l.YINC FLORIDA SINCF 19;/i

Open to all, BFAUT!FlJI. VALLE DF. BRAVO rent or bring lig/pg. ltisic $ I 00/clav hg, $69/day pp,. l 80(),.g(, I 7198, jclJ&1'1lly11wxico.com \VWW .f1)'!1lcxiC().CO]l1

CLOUD 9 SPORT AVIJ\TlON Acro1ow specialists. Ta11dcn1 hang and ul1raligh1 acrotow instruction will, d,c tmho 111g Dragonl1y. Energy Sports, l'iytcc and Dealer f,,r WilLs Wing, I many Olhcr major /\crotow cquip111c11t ;111d launch earl kits available. O,ir new CLOUD 9 FLICIIT PARK and loft cl11bho11se provide convenience, comf,,n and facilities /,,r yo11 and yom fomily. 11088 Coon 1.akc Road Wesr, Webbnvillc Ml li88'J2. (2/i8) 887-1/51(,. VISA/MC: ACCEPTED .

Malcolm Jones, Ry:u1 ( ;\over, ( :arlos Bessa,

Kerry !Joyd, Mike /iclziunas, Jeff Schmick, I.auric ( :roll, I,'.ric ( ;urr, Roger Sherrod, Tom lbmscu1

issue 1s

BUNK! lOlJSF

WARM & C:OMFOlffA!ll .E 32 hunks, hot show crs, oprn all year, 2/i holll sci/' rq;istrat ion. J .8()0 8037788'

Sll'TIMllrn

19913

saw

111

Continued ftom page30. thinking abour rhe quality of their decisions. Not just, "Did I get hurr on thar flighr?" bur, "Could I have gonen hurt?" During the first couple of years of the Safe Pilot Award program I gor a few calls and letters from pilocs who would rell me about an incident they'd had, and ask for my opinion as w whether it should be cause for them w re-sran rheir count of consecutive safe flights. I would give them my opinion, bur always pointed out that in rhe end it didn't matter. The important thing was that they were actively thinking abom how dangerous rhe incident had really been - char is, what the acrual quality of their decision making was. Looking back on it now, I would say that the criterion for a "safe flight" (any flight which didn't involve an injury indicating the need for treatment by a licensed medical professional) was too lenient. Today I would say it shouldn't count as a safe flight if, for example, you broke a downtube. A few years ago (or maybe it was 10 or 12 - when you get w be my age it's hard w tell) we had a shore-lived controversy over "dangerous bars." The idea was that manufacturers were making dangerous control bars, because when smaller pilots with smaller bones crashed, their bones broke before the downtubes did. (Today, most of the complaints I hear are from the other side, pilots who would rather have stronger downtubes even if their bones break before the down rubes, because they're tired of buying $65 downtubes, which rhey're doing with some regularity.) I have a different suggestion for both of these problems. Why don't we just stop crashing? Of course, I know why. The first reason is, we don't even recognize it as "crashing. " I continually hear from pilots who say they broke a downrube "on landing." (I even hear from pilots who tell me - with a straight face, I swear - that they broke a keel or a leading edge "on landing.") The second reason is, we don't think it's possible to fly without brealcing downrubes from time w rime. I mean, after all, sometimes you're coming in w land and the wind switches, or that thermal breaks off, or you're trying w squeak it into that small field, and yo u just can't help flaring wirh a wing down, sticking the leading edge, groundlooping, slamming the nose (WHAAAAACK!) and breaking a down rube. We regularly observe our fellow pilots breaking downtubes, which also reinforces our perception that this is "normal." I'm going w go out on a limb here. I'm going to say that if you've broken more than one downrube in the last five years of flying, you're doing something seriously and fundamentally wrong. Either you're flying too hot a glider for your skills, or you're flying in too challenging conditions, or at roo difficult a flying site. ow let's ask one more thing. If hang glider pilots stopped dying, and if hang glider landing areas sropped resounding with the sound of WHAAMAACK every second or third landing (in other words, if hang gliding started looking like fun instead of both terrifying and deadly), do you think maybe the public's perception of the sport might change? (Not do you think more of them would want to do it? In truth, no, they probably still wouldn't.) Bur do yo u think maybe they'd stop thinking we were crazy for doing it? Maybe they would. And maybe they'd be right. •

HANG GLIDING

:.11::1=:)-5) 'I ;,-r:}-5) r

'I .Ii~'/

ifi

s ELLENVILLE PUGl-!T PARK Sales, service, US! ]GA cerrif1cd instructiotL Dealer for AIRBORNE, LA MOUFTTE TOPLESS, APCO, UK DISCOVERY, instruments, accessories, 80 Hang Glider Road, Ellenville NY 12/i}iL Call Tony Covelli or Jane, phone/fox (911) (,17-1008,

HAN

NORM LFSNOW'S FLYlNC ADVI'NTUl<.FS Since 1978, Experience & arc 1/1, Presenting the mrbo dragonfly, Introductory and li,ll range of' lesson prognms for beginner 10 ;idv;:1nccd, J\crntov,, clinics & USHC;A ratings available, lJSHCA certified Ple,tse contact Norm Lcsnow-Mastcr Pilot, l'xarniner, Advanced Tandem Instructor, Tow Administrator, (218) 39')-9/iYl, FUJ,L-T!ME schooL www,ScriousSports,corn nlfoQilju110,co1n TRAVERSE CITY JIANG GLTDFRS/PARAGLIDERS FULl,-.TTMF shop, Certified instruction, foot launch and tow, Sales, service, accessories for ALL major hranck VISA/MASTERCARD, Come soar our 150' dunes! 1509 F 8th, Traverse Ml /i%8/i, paraglrclrn,g lessons & for new tire Whisper and the Call -,,,,,,-Lo'''" Visit our paragliding in Jackson, Wyoming, Call Trncic at (:107) /39,8620, NEVADA

FLY PUERTO RICO Team Spirit Hang Gliding, HG classes daily, tandem itistruction available, Wills Wing dealer, Glider remals for qualified pilots, l'O Box 978, Punta Samiago, Puerto Hico 00!4L (787) 8500508,

FLY HICII llANC: (;LJ])[NC, INC - Serving S, New York, C:onnecricur, Jersey areas (Fllcnvillc Mm,) Area's EXCLUSIVE Wills Wing dealer/specialist, Also all other major brands, accessories, C:cnified school/instrucrion, Teaching since J 979, Area's most INEXPENSIVE prices, Exccllcnr secondary instrucfinishcd a program and wish to contiumoumai11! ATOL Tandem fliglm! '5163 Rd, Pinc Bush, NY l?Wi, ('Jili) !/, SUSQUFl JANN/\ l'LlGl IT !'ARK Cooperstown, NY, Certified Itlstruction, Sales and Service for all mat>uLK1ttrcrs, /i() ,1crc park, 5 training hills, jeep bunk honsc, hor showers, 600' NW ridge, We have the best in N, New York state to teach you how to fly, c/o Dan Cuido, Box 293 Shoemaker Rd, Mohawk NY 13li07, Cl 15) 866-6153, NORTH CAROLINA

TENNESSEE

l!AWK AJRSPORTS INC P,O, Box 9056, Knoxville, TN J79/i0 0056, (12:3) 2 I 2-ii99/i, llang Gliding ,md world famous Windsoh LOOKOUT MOUNTAIN FLlCHT PARK ~- Sec ad under Ccorgi,L TEXAS

HAWK KITES Hight Park

Sierra soaring tours and ADVENTURE SPORTS !fang gliding/paragliding lJSl-lCA instrnct ion, Saks and lid! service shop for Altair, Aitwavc, Moyes, US Acros, Wills Wing, 3650,22 Research Way, Cmon City, NV 89706 (702) 88:PO'lO pl101tc/fox, email: ,tdvspts~'lpyr:trnid,ncr web site: http://www,pyramid.net/advspts

AlJSTIN AIR SPORTS INC

Fred Burns WINDEMERE (830) 693-580'5, HOUSTON (281) li?l-1488,

HILi. COUNTRY l'i\RACL]])JNC INC Learn c:ornplctc pilot skills, Personalized lJSJICA certified rrnining, ridge soaring foot & tow launching in ccl\tral Texas, MOTORIZFD PARAGIJDING INSTRUCTION & EQUIPMENT AVAJLABJ,E, (915) .'l79 1185, Rt l, Box IC,F,TowTX 78672, 1

Look under New York KITE ENTERPRISES

NEW MEXICO

UP OVER NFW MEXICO Instruction, sales, vice, Sandia Mo11ntain guides, Wills, Airwavc, i\lbuqucrquc, NM (505) 821-85/i/i,

• Ti\NDFM INSTRUCTION • AEROTOWJNC • BOAi' TOW!NC • PARACUDJN(; • MOUNTAJN CLINICS • FOOT LAUNCJT • OPl(N YFAR ROUND • BEACH RESORT • EQUIPMENT SALES AND SERVICE

(800) 334-4777 NAGS HEAD, NC

Worth and nortlr Texas area, 211 75002, (972) ,390-9090 nights, weekends,

Allen TX

www.kitc--e11rcrpriscs.com

TOTAL AIR SPORTS - Area's OLDEST Wills Wing de,1lcr, Ccrriflcd instruction available, "I only DEAL with WILLS", 6354 Limestone, Houston TX 77092, (713) 956 61 li7,

Internet Address: htrp://V1,ww,kirryhawlccorn ]'.-Mail 1\ddrcss: hang-glick<iilouter-hanks,corn

NEW YORK AAA l'LIGI IT SCHOOL MOUNTAIN WINGS, JNC-7,2 years experience, /i,ll time/year ro,m,L F111l service shop, Ii trnining areas and a li,500' tow f,cld, \Vinch ;rnd aero towing, tanckms and two--place train

ing, We sell: Millennium, Fxxracy, Airwave, Altair, trikes, Woody Valley harnessMoyes, Aeros, us about

the mounrain

at a discount, We do it all and we he undersold, (91/i) <,li7-3:l77 WWW,FLIGHTSCIIOOLNET, email MTNWINGSQhAOLCOM or visit 11s at J '50 Canal Srrcct, Fllenvillc NY I 2/i 2,8,

Foor launch, platform

launch and aerotovv instruction too. Training, sales) rentals and repair, Airwave & Wills Dallas, Fort

MOUNTAIN WEST IIANC GLJ])INC Farmingwn's only li,ll service school and Wills \1(/ing dealer, Offering row and tandem flights, (505) 6328'143,

es in stock. S,ivc

Ccrrific:d Coor

launch, tow tX randcrn trnining. Salcs/scrvicc Steve &

CO,,J lANC CUDJNC!!! ~- Jeff I lunt, li81 I Red River SL, Austin Texas 18751, Ph/fax (512) !i67-252') jefl(Jlflytexas,con1

NEWJFRSEY MC lUNTAIN WIN< ;s

PUERTO RICO

PENNSYLVANIA AFROTOWINC PlllLADELPlllA DRAGON·l'LllmS! Tandem, foot launch & paragliding instruction! (61 O) 521- I(,87, MOUNT/\lN TOP RECREATION Certified instructioll, l'itrsbttrgh, (Ii 12) 697-/iliTl, C'MON OUT AND PLAY! MOUNTAIN WIN(;S

Can't afford new equipment? Find great bargains in our classified ad department.

Look under New Yorlc

HANC GLIDING

PARTS & ACCESSORIES

UTAll

AEROTOWIN(; ACCESSORIES Sec TOWINC. THE WALLABY RANCH (<Jli 1) 42k0070,

UTAH'S ONLY FULL SFRVICL PARAGLID!NC AND 11/\NC CI.JDINC SI IOI' r\ND SC! 10()1 We olfrr AM and PM lessons sevrn days a week. We arc dealers for all manuEtcturers. Creat new ,ind used equipment. We teach at the Lunous "Point of' the Mountain." hTc right where you learn. Crcat discount bargain or luxury accommodations. (;uidc services, mountain tours, site inform.ation.

Affordahlc classes. !'or a li·ee inf,,rmation pack:igc, call toll free 1-888 9/i/i -'iii 33, e1»ail l·IBC:lV1\rnl.com, l:ix (801) 576-(,/i82, 12655 S Minureman Dr., Draper UT

THE ALL NEW COMl'FJTl'/ON "DIJST DEVIL" WIND DlRFCT!ON JNDICATOR BY BAUER AVIATJON PRODUCTS. The only CO2 ACTU ATFD wind direction indirntor on the market. the he.st met hod available to the XC pilo1. dropped from al1i111dc die"] )m1 Devil" sends an explo· sion of chalk on imp:tct, clc,uly visible front great dis tanccs. F11lly reusable, legal to 11sc, and extremely reliable. Poses no threat of' fire and CAN BE RELOADED FOR l.FSS Tl !AN CENTS A POP. It utilizes .standard C07. canridges and chalk. Its small size makes it c~1sy to store on your harness or downtuhc. h,r complete "l )mt Devil" .sraner kit, send $/i/i.95 , $5 S&I ! (1 $10 shipping 11011-USA), check or money orde1 to: Berner Aviation l'rodncts, PO Box 2:H62, San Diego ( :A 921 'Jl. ((, 19) 71 \.MI 0.

BEST 1 WIJFEJS AVAILJ\llLE Super tough, ligh1weigl1t, a must i<,r tandem flying. Built-in wheel. $/i?.. 'Vi, quamity lmshings. Only l!SJ\ .. l,uilt discounts. lmmcdiatc delivery. I ,ookout Mountain, (800) <,88-lMJ:I'.

8/iWO.

WASATCil WINc;s l'lJLL TIME llSllGA CERTIFIED I IG INSTRUCTION at Point of' the Mountain and regional mouritain sites. Dealer for

Acros, Wills Call lac (80 I

Moyes, Airwave and much more. 5'/6-0 i /i2, wings("'was;11ch.corn www.wa.sa1d1.c01n/" wings ( :ARMIN CPS 12 · $1 'i'J. Many other sories available. Call Chad at (805) 56':!- 1(,67

VIRGINIA

acccs· more

info or vi~it our wch site:

111 tp://www.body1 rcnds.rnm/1>:1raacc.l1tm

c;wrs & TROl'I !IES

BRAND NFW AIRMJC: -- $GS. lly NAS (the one that works.) Not for Kenwood. Talk and !war thru car, PTT switch. ('lO'l) 'H78'J95.

- lJniq11c, \lllllSUal & creative hang gliding related gil'1s ,ind trophies. Free c1t,ilog 1 Soaring Dreams, 11 '7 I (i 1:airview, Boise lcbho 8:l7 l .i. c208J :m, '7')1 ii.

BUJF SKY I ligh quality instrnction, equipment sales) towing supplies, Glider Savers. Call Steve Wrndt, 1.l2Ni57, cell (5/iO) li80-3138. KITTY l !/\WK KITES

Sec Nonh Carolina.

SILVER WINGS, INC. Certified ins1rue1ion and equipment sales. ('/0.,) 'iYl· I W,5 Arlington VA. WJS<:ONSIN

;]MALT, COMBO l.JNlT

RAVI\N SJ<Y SPORTS I IANC Cl.llllNG AND PARA( ;LJ DI Ne; · The midwest's Premier acrotow flight park, founded in 1992. 1:eaturing lNTEGRAT ED INSTRl/CTI0'.'-1 of' foot-launch and ,wrotow tan· dcrn skills, ,n package prices ro heat in the USA. Seven beautiful, grassy training hills ,ill wind directions. l'onr Two tandem gliders on

tow planes, no waiting! 11ndcrcarriJgcs. WW

Falcons for training {i·om the very first lcs.1011s. lJSlJJ\ 11ltrallgh1 and tug iustn1ction. Paragliding tows. J:rcc camping. Sales/service/accessories for all hrnnds. Open 7 days a week. Contact Brad Kushner, PO l\ox IO I, Whitewater WI 5'.l 1')0 (Ii J ,i) li73-8BOO phone, (Ii l Ii) 173-8801 fax, www.hanggliding.com, h radG1)h,111gglidi ng.com

SEPrEMIJFI~ 199B

My well-loved excellent alt irnetcJ Lrimmcd transducers.

married to an to new gene rat ion laser into tough li11lc RI;

still ha.s reserve battcry 1 proof box only I 111crcilangc,1ble broad Velcro straps or hasc tube mounting $295 Shipping inc. (805) (,82 I 08B. Bread pan units still $295. I .:1scr trimmed retroftt availal,lc $85. ROBFRTS Cl.lDER INSTRlJMFNTS :J:l,10 CLIFF llRIVF SANTA BARBARA CA 'J'l lO'l

HEAVYDIJTY, WATERPROOF PVC !'till Ill 0 zipper, $ I07 ppd. X( :.. ( :arno or white. 115 zipper $(,'\ ppd. C,rnnison C:lidcrs, 15/i') County Road I/, Cunnison CO 81230. ('!'70) 6/i 1-9:l l

sure

:.i9

s KFNTUCK!ANA SOARING C:omm11nicatio11s Specialist! Best Prices & Best Service! Customer Satisfaction ( ;uaramccd! VARIOS: Fl.lGHT DECKS NEW BAIJ.CR/\PHIC:S PLUS .. $CJ\!J. ..................... .. ........ $375.00 Bi\LL M 1') FLYTFC ........................................................ $CALL

HICl-1 PFRSl'ECTIVE WHEELS

Real lifr, savers!

12", light, tough. Firs all gliders. Send $iil.95 a $1i.'i0

shipping per pair ro Sport i\viarion, PO llox 101, Mingovillc Pi\ 16856. J\sk about our dealer prices. J<EN'J'lJC :J(li\NA SOARINC;

RADIOS /\LI. MODELS AVJ\!Li\BLE SPECJ/\1.-ICOM T2/\ merer Plus ready-to-go, tx/rx I %-17/i .................................. $250. Yi\FSU FT 11 R ........................... 5 wan ......... $305.00 KENWOOD TT 122 .................... 5 wan ............. $28') l'/C: l'ingerswitch/Hcaclsct.......... l leavy-Dmy .... $89.00 5/8 TEI.FSCOPIC i\NTENN/\ ...... .. ........ $20.95 .. ... $17. 95 5/8 GAIN DUC:K i\NTFNN/\.. Yaesu Mobile .... 50 wan ....... $305.00 TUNE lJP w/Warranty Intact .............. $:35-50.00

ad, 1nembership renewal merchandise order: (719) 17. We gladly U\,,,\,,,\,,,I.J L

Pi\RACHUTES WILLS WINC 1./\Ri\ ........ w/l'araswivcl ........ $Ci\1.[. 1llCJI ENERCY QlJ/\NTUM. .. ... $Ci\! .I. MISCELT .i\NEOUS i\RM/\DILLO Clidcrbag ..... Rcgnlar & XC .... $125.00 WIND i\DVISORY i\lRSPFED W/Clamp ..... $23.00 ..... $25.00 IIAI.L pc; i\lRSPH'.D Cb,rancc TlOOKKNll'E ...... $11i.95 UV protection & more! Custom made w/fi,11 length zipper $125 (plus XC bag also $125. EXCLUSIVFL.Y through J<cntuch1na Soaring, 425 N i\ve., Clarksville IN li7!29. (812) 2887111, 12) 28/i-lil 15. MC/Visa. Include nose & tail width, length, widest with.

KENTUCKI/\Ni\ SO/\RING Avenue Clarks,,itlc IN 47 J 2') (812)2887111 fax(812)281t4115

KENTUCKI/\Ni\ SO/\RING

J!JNGERSWJTCII Ri\l)!O llE/\DSFT By Connections. HEAVY-DUTY wlf'ingcr mounted switch, cornmuuicatc with hands on control bar or

br:ikes. Safor flying and more reliable communications. 'JO day mfg warranty, w/rcpair service available beyond warranty. i\vailable for Yacsn, !com, i\linco, Kenwood & orher compatible radios. Full face or open helmets. $89 -1 $3. 50 shipping, MC/Visa, deakr inquires invited. Kcnt11ckiana Soaring, li25 N Tagg:1rr Ave., Clarksville IN li'/J 29. (812) 288-7111, fax (812) 284 Ii 115. SPECli\LIZTNG IN COMMUNICATIONS.

The world-class XCR-- 180 up ro 3 hours @)18,000 fr. and weighs only Complete kit wirh cylinder, harness, regulator, cannuLr and remote on/off !lowmercr, only $375.00. SM AI.L I !ELM FTS Dealer overstock on small/xs kevlar foll lc1cc helmets. 25'Yr, off] Raven Sky Sporrs (Ii I Ii) li?J-8800. brad@hanggliding.com TEK FLIGHT PRODUCTS

MINI VARIO World's smallest, simplest vario! Clips to helmet or chinstrap. 200 hours 011 batteries, 018,000 fr., fast response and 2 year warranty. ( ;rcat for pa,1·a1,lidi11r, too. ONLY $169. Mallem,c, PO Box Santa J\na Ci\, 927:35. ('71/i) 'J66-12li0, MC/Visa accepted, www.mallcucc.com

Your ad is by more than 10,000 hang gliding enthusiasts. Advertise with us today.

( :am era mount $1i8. 50. Camera remote (ask abottr rebate) $/i5. Vario mount $l 5. 6" wbecl.s $29.75, S&H included. TEK FLI(;J IT Products, Colebrook Stage, Winsted CT 06098. Or call (860) 379-1668. Email: rek0)snet.nct or our page:

http:! /mcmbers.tripod.com/-tckflight!indcx.html

Tl IE UI.TIM/\TE In a foll face helmet. All sizes in srock. Mcminn this ad for $:\0 off the normal price. ('i09) 925-5565.

HANG CUDING

,- . .· - · - · · · · , .. - , .

''"''"'-"'

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PUBLICATIONS & ORGANIZATIONS

VIDEOS & FILMS

CAI.I. l ISi !Ci\ back issue order Skimmer 10 the prcscm form. From the early flm1f!, (l!iding. (719) 632-8.300.

FIRST FI.ICHT .. _ l'ollows tire action o/'a new pil111's first lessons. Tlris video is an entertaining way to slrow yo11r friends and family how you actually learn 10 fly. VI IS I minutes. $20 includes shipping (may be 1/f'}'lied to lesson p11rrht1se!). MISSION SOARINC CFNTER, I 116 Wrigley Way, Milpitas CJ\ 'J'io:35. (li08) 262- I 055.

DON'T c;1,T C:AUCI IT LANDINC DOWN WIND! 1.5 oz. ripstop nylon, LJV treated, 'i'li" long w/11" throat. Available colors Cluorcsccnt piukiycllow or fluorcscelll pink/white. $39.9'5 (, $/i.'75 S/11). Send to US! !CA Windsok, P.O. Box U.lO, ( :olorado Springs, ( '.() 80901 · · I .'l:lO, (71 9) (i:32-8:300, fax (71 ')) 6)2.6/i 17, nshgaGilushg:1.org VISA/MC accepted. ( :heck our web site www.nsl1ga.org Two, used one season, c;1r charger, YAFSlJ IT I JR spare battery, c:1r :1111enn:1. Both f,>1 $/iOO or $250 each. (Ii Iii) 617 ·')2'7'), BUSINESS & EMPLOYMENT

BAC IT' ff yon don't h;ive yom copy of Dennis l'agcn's PERFORMANCE FI.YING yet, available through \JS! ICA I lcadqnartcrs $29.9'j (, $5.50 s&h for UPS/l'riority Mail delivery). US! !CA. PO !lox 1330, Colorado Springs CO 80901. 1 800-616·6888 11sl1ga(d'11shga.org

FOR SAI.F: Western Hang Cliclers, Inc. htll service hang gliding, paragliding & ultralight school. Includes gcrnrmet dcli/rnlfrc bar, loc:11ed at beamifnl Marin;i Stare Beach on Monterey Bay. Training bill 0111 vom front door. Six 111ilc long 300 flyable days per year. Reasonable priced, (SBA) Cornact Phil Codwin (li08) )8/i.·2622.

SOARINC - Monthly magazine of The Soaring Society of America, Inc. Covers all aspects of soaring lligln. l'ull membership $55. Info. kit wid, sample copy $.l. SSA, P.O. Box F, Hobbs, NM 882/i I. (505) 39711 Tl.

FULL TIMF ffi\NC CLIDJNC !ns1n1c10rs need cd to te1ch at die "Famous Point of' the Motmtain."

l lANC c;J.JDFR'S 1!Ei\VEN -· Onega Mountain, 1/2 acre launch pad at 29.'\0 fret altitude. Fanl:lstic 1.:ikc Elsinore valley and m01111tain views. Approx 20 acres $8'),900. Call Sheri (909) 697-8642 or email

Mostly for Beginner and Novice ratings. Great bmdits (2/i ho\\r health insmance, demo we arc dealers for all glider mannfoct\\rers, commissions :111d :m hollrly wage.) Make Ill' 10 S},000 momhly 1 Please send resume or co111,1c1 ns at: The Center (801) 57(,. 6160, fax (801) '>76 (,li82, 01 resume: 12665 S. Miuuternan D1., Draper UT 8/i020, email l !BC}G,laol.com ivlAKF $10,000 A YEAR Teaching hang gliding a11d You ctn do it with Kitty I lawk Kites' The gliding school on rl1c planet! We'll train yoll and help you build the skills for all yonr rat· ings through fandctn. No ratings necessary to start. Join

om re;im. Fax resumes to llrnce \'veaver :ll ('!19) !iii 1 · TS97 or mail ro Kitty l l,1wk Kites, 1'0 Box 1839, Nags ! lead NC 27'>'59.

QUIT YOUR DAY JOB!

Buy 011c of the nation's largest schools and get paid to fly! Rapidly growi11g opcra1io11, call for derails. Fstahlishcd over 5 years in the booming Norrhwcst. Earn/I .earn. Terms. I 503) 52/i·I709, employees wanted. WANTED Hang Cliding/Paragliding instructors. Immediate full rime openings available. Live the California dream .. instrnct students at the San Francisco Hay area's premicr

site. -Sc1vice shop

employment is also available. for Pat Dcncv:tn ili08) 2(,7 1055. MSCI ICtih:101.com www.hang-gli<Iing.com

Srl'TEMl>rn 199B

RFAL ESTATE

TOWINC J\EROTOWING ACCESSORIES l lcadquaners ic,r: The !,nest releases, secondary releases, Spectra "V" bridles, weak links, tandem wheels, launch can kits, etc. THE WALLABY RANCH (941) li21-00'70, CLOUD 9 SPORT i\ VIJ\T!ON

I Jang gliding

and acrotowing accessories. l ,;nmch cans

partial kits $350. (21i8) 887-liS 16 VISA/MC ACCEPTED. On trailer bed for hang glidn, modified for (step tow) with guillorine, 3000' specrra line. llorne (816) 587-087,3, work (81(,) 391-6200. lll.TRAI.INE In stock, ready 10 ship. 3/16"x3000' $105. :l/1 <i"xliOOO' $1 Ii '5 shipping incl11ded. Cajun I Jang C:liding Clnb, 110 Kent Circle, l.afoyctte I.A 70508. (318) 981 8372.

CJ<FFN POINT FLYERS NFW FROM FAST COAST VIDFO! Wayne's best video to date. Shot along the 300 mile Lake Michigan coast , Crom eight dilfrrcn1 sites. l.ighrwavc 3D animations and some grc;11 1h,ll you have 10 sec. 1 mirnncs of hang gliding, paragliding, motorized paragliding, tug & static towing, mororizcd 1110.squito, Swifi-, and Buckeye's powered parnc:l1111c. Humorous training shots, great" air ro air

and much 1norc.

Video $32.00 quality, and stereo. Anybody interested in lite aircrafr, this video is a rnust 1 Send clrcck or money order, 1$3 shipping 10: Fas\ Coas1 Video, 80 F. Lincoln, llcights, Ml li'Jlilili. (616) 739-5363. (Wayne's video, Point o/' the Mountain, is ;iJso available for $29.) I IJ\NC Cf.IDER LAND INC 10 I i\ must for all students al 1/2 price of a downtube. Acrobatic hang at airshows of' the Somhwcst: Phoenix, Lake Powell, Mexico, 90 minutes. Sc11d $35 10: Jeff Reynolds, 1')02 E Sharon Drive, Phoenix J\Z 8507-2. (602) li82 9723. PARTY AT CI.OUDBJ\SE -· A hang gliding music video by Advcntmc l'rodnctions $19.95. POINT OF THE MOUNTAIN-Award winning by Fast Coast Video, hg/pg action a1 this Uuh mecca $33. HANG GLIDING EXTREME & BORN TO FLY by Advcnmrc l'roducrions, great hg aciion $3/i. 'JS each. IIJ\WAIIAN FLYIN by 9, soaring in paradise, amazing launches $3:l. USHc;A (719) 632-8300, fax (719) (,.'J2.(ili 17, email: !'lease add 1$/i domestic s/h ( ,.$'i for two or more videos). Crear to impress your li'icnds or for those socked-in days. Pcrfrct gi/i f,,r the launch potmo turned couch potato. Also, ask us abour our paragliding videos'

TELLURIDE From the fost Telluride Festival in 1981, 10 the mod Follow the history o/' rhis crn day freestyle dynamic Call lJSl lCA ('119) (,:J2. 8300, fox (719) (i32-6li1'7, email: nshga~1)ushga.org. !'lease add +$Ii domes1ic s/h.

ifi

s CLASSIFIED ADVERTISING RATES The rar,· for classified advcrrising $.'50 per word (or group ofcharacrcrs) and $1 .00 per word for bold or all MINIMUM AD CHARGE $5.00. A fee of 15.00 is f,ll' each line arr logo and $7-5.00 for each pho· ro. LINEART & PllOTO SIZE NO LARGER THAN l .75" X 2.2'5". !'lease underline words to be in bold prim. Special byours of tabs $25.00 per column inch. Phone number~2 words. Email or web addrcss<lwords. AD DEADLINES: All ad copy. instructions, changes) additions and cancellations must

"AEROBATICS" hill color 23"x 31" poster fcamr· whar he docs bcsr-LOOl'!NC! ing John l lciney Available 1hrough US! !CA HQ for jus1 $6.95 ( 1$3.50 s/h). Fill that void on your wall! Sendro USJJCA Acrobatics l'osrer, PO Box I '.lOO, Colorado Springs CO 80').D. (lJSA & Canada only. Sorry, posters arc NOT AVAILABI.F 011 inrcrnarional orders.) SPEC!Al.-Acrobarics poster & Frie Raymond poster· BOT! l FOR $10 (+$\.50 s/h).

be received in writing 1 1/}, rnonrhs precedillg the COY· date, i.e. September 20th for rhc November issue. l'lcasc make checks payable to US] ]CA, P.O. Box 1:l30, ( :olorado Springs, CO 8090 l-1330, (719) 6.,2 8:JOO. Fax (719) 632.-(,ltl? or email: usnP,«"''"'' your classified with yom Visa or Mastercard. ASK US ABOUT ADVERTISING ON OUR WEB PAGE. WWW.lJSHGA.OllG

STOLEN WJN(;S & THJNCS SUl'FRSPORT 113 ······ Stolen from WOODSTOCK, VA LAUNCH on Jnly !8rh, 1998. Top white, botrom rcd/balck/whire, laceration on LE around nose, slight tear marks Oil surface of llOSc area area. Serial 1118623. Fred Carter C,Oli) 8;ft .. 3ft71. STOLEN WINGS arc lisred as a service ro USHCA members. Newest entries arc in bold. There is no for this service :rnd lost :rnd found wings or equipmcllL may be called in (719) 632-8:300 or fax it in (719) 6:l2 6/i 17 for inclusioll in Hang Clidillg maga· zillc. Please call to callccl the listing whrn gliders arc recovered. l'eriodirnlly, rhis will be purged.

Adventure Productions ........................ 5

Masradon Dcsigns ............................. 23

Alrair ................................................. li7

Moyes ............................................... 31

Angle of' Attack ................................. 27

Ncilscn···Kcllcrman .............................. 7

Arai Design .... ,.................... ,............. 19

Personal Fliglir .................................... 9

Braunigcr ... ,...................................... 56 Flyrec

Sky Dog Publications ............... , ........ IIJ

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H:111 Bros .......................................... .46

Sport Aviation Publicarions ................. 2

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U.S. Acros ................. ,....................... 57

lcaro ........................... , .............. ,.,., ... :'l9

US! IGA ............. 2,7, 11,21,23,4:'l,46,62

Wills Wing .......................... Back Cover

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VIDEOS BOOKS & POSTERS

Call USI IGA for your Merchandise order l,irm C1l 9) 63?.-8300, email: or check om web page w1,vw.ushga.org DON'T LEAVE YOlJR GROUND-BOUND EQUIPMENT SITTING IN THF GARAGE. SEU. IT IN THE IIANG Gl.IDING Cl.ASS!FlEDS.

JUSt

photo

www.ushga.org

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, a horizontal your glider or

6m·o6qsrrMMM

HANC CUDINC

kY Dan Johnson

.ST. PAUL, MINN. t.o the mcnU.on Mondial De ¥rench Jight aviation ai rshow) ingLy tronq. Though Americans were only mildly interested intcrnuti.ond I hanr.i glidinq news, evidcnt:Ly some pcrcrd ve t.ba t Europec1 n worth [u] low] ng mon! cJ o,3r,ly. uf impact f11J dc,velopmr,nl:s inc] ude tople,;s gliders and D-cell Li_gid wings ... both j across the to c:igniL\ cc1.ntJ y buy and fLy l1&,r2 home. J.<'ascinat m2 provid( an to wrl for j nfo (several of you asked). Ccmtacl:: Edition Retine L:he pubLiHhing office of Vo} Libre), 3 9/\200 , FRANCE. CaJl: 0

52. 'I'hough a 1999 event appearH cerl:ain, no has bEc-:,cm announced to my knowledge. eee John Heiney' new company is t.o offer tl1eix new Saturn r1c1ng , provinq this isn't a one--·gJj company. now and /.:hen new gl .ider comes aJonq, but fa.i.L.ing to acquire enough market

mass,

des_iqn

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have

llowever, while we await_ more news on th(-; Saturn, Heiney i.s jnc3ti ably proud of aehieveml,nts by his kingposted Predator in a cornpet world of top] gJ John wriLE"s, Williams us on the demo competition year, and ,30 ninth OV(-cral al: the Sand.La ovoral1 al the Nats. or course wl1 :\ pped up on the Yanks a9a in , L:hird mnonq the Arner cdn:3." impres:3c,d with Will Heiney added, "And this 011 a sL:ock, kin9pos q1:Lder (Prl?dat:or, o course) . Wi Lh the tragic ] o~;.s o [ Brad pl us the reUrcment of and Howe, could be one of t:ll.E, new World Team boyH. LhcJL imprcc,c,c,l',s me :i his cons i stmicy righl: around ninth cfoy of thf, reaJly c-,njoys cornpel::i ti.on and wants Lo make the World 'I'Garn. " ••• Davis Straub and his "Oz Report" k:epl: wired pLlots informed of mer;l out Washington (a n9 grouncJ f-or .Straub). The Ch<c::lmi XC al:t.racted almost many pi.Lol:s as bi9 nationa1 excellent 'rho unofficial accord\ ng to Davis show an performance by the passed th.is point.

bC-"CcJUSC

thr, l.op t:he

cmd SFPTl:MllFR 19()/l

days. J3ol:h in and in sEx:ond. Wayne r,c0uth 1-_ook tJ1i rd i.n 10 included a of two Fusion;:_;, and one each of and RarnAir. Thouqh kinqpost l1ud more equa.l numbers than th(:'

Atlantic Coast Champiorrnhips or the Nat Lona ls, l.he eont.i nued ffUcce:3"' of may fm~e tel J futun; of competition qlider·s. No question certainly when you add U.1.c Brightstar MiJ1cnnium D-ce1J rigid wings enjoyinq th(-cir l:Lme in the 1im<0li9ht (ailhough we've no proof tbey'L/ knock oEE /opLes.s or the /Jct/er Jdngpost gLLders). Straub riimseJf ended up Ln sixth place. ':rhanks the news, ! ••• Also oul: west, thc0 1998 King Mountain Meet drew weJl, cmmtinq 38 pilot,; with a the: end. Mon' notably than al the biq nationa J meets with top-ranked pi1otc:,, L:he King Mountain ,:eemed to deliver fun in a contest environment.. Anyone who supporl:s aqrees that suc}1 reqional meets are irnportant to develop top p_i_ Lots for world meets. LeLters via eMa:iJ qive Jots of credit to oxplai n t:he enjoyable many had. "Lisa Tate cJicl an excellont meet director and kept it safe? and flln," wrote:, Kevin Frost. Agreeing tbat il: war; a we] I --run meet, Randy Chaffin added, "LL3a 'I'ate ... deserve I aJ l th(: creclL t in my book " 'J'he winner waB Heiner "Pete" Biesel, f'ollowed by Whit.eseJ ancl Ken Muscio j n l:hird. Among product- obsl0rvc1 Li.one-; in L:he contecot (a. ha11mack of "Product Lines" n,,porl:jng), Frost e:x:pn,sscd, d.idn' t nol~icc l:he t~op1ess gliders really doi nq much beUer than Lhc, blade win9F; ... but the cy cl was a superior wing." ••• To finish, we return to the MoncJia J s l:ory from ,Tu] y' column. You may wroU-: excitedly about a T-'rench D glider ca11(x:l the Txbo. \:hat c3tory broke, Moyes America honcho, Ken Brown, faxec] t.o sc1y Uvil-. hie, orqan:Lza tion ha"; secured l:he distri.bu.1:orsh:i p to TeCITia' s Ix:bo . He expected to have t~wo on l iand you read t.his, and wilJ sc;ll tbl0rn al: $9,495. 'J'o more 011 tb.is hi9h-performance w:i.119 on InlJ::rm::l:, visit: http: I /memb0,rs. ao1. com/tecmar,Jx>rt. Cal] 415-7.53--9534 or eMail: FlyaMoyeE,@aol com. Moyes l\meri ca aJso Celt to note t:hat the, replacement Moyes sails avai] able from l\irfoil .Sail,; of l\usLralia (mentionc,d in ,Ju]y J 998 ed i.ti on of Lhis column) , "an: not j n m,y way Lar to an authenl:ic Moyes De] ta replacement sail." The U . .S. Moyc,,s dir:;tributoY dr,tc,j 1(,d Utc-•ir comments saying t:.hat: Airfoil patterns, over years old and do not include Lory specified updates." surc.~ly l:hink,; their ~;aLIH wi1L work fine c1nd that: l..be cirntomc:,r ";h011]cl choose':. Moyes aqrees addinq, "Buyer beware. " Moyes America is proud to announce that more Dragonfly tugs arc up mKl ru.nning ~;ince it took over Moye,; distribu hon t:he USA. A plane? and i.mproved supporl:, "arc? encouraging flight parks to utj Jj L:he Draqontly as the primary too.l of the trade," boasts Brown. ••• Ontt.a room So, c1o t: news or ons '? Scmd ' c::m to fl Don;et, St. PauJ MN '55118. Ca.LI (new area r;ode ! ) 6':5] !J50--0930, or eMail: Cumu1usMan@aoJ.com. THANKS!_

CH RI s AR A I

U.S.

NATIONAL

CHAMPION

AGAIN .

C HR IS ARAI IS THE U.S. NATIONAL CHA M PION I N THE FLE X W ING CLASS FOR TH E SECON D YEAR IN A ROW, AND TH E FOURTH TIME IN THE LAST FIV E YEARS.

(1994 - WILLS W I NG RAMAIR, 1995 - W I LLS WING XC, 1997 - WILLS W I NG FU SION AND 1998 - WILLS WING FU SION ) As A RESU LT, CHRIS BECOM ES THE FIRST PILOT IN HISTORY TO EARN U.S. NATIONAL C HAM PIO NS HIP TITLES IN FOUR SEPARATE YEARS. W E AT WI LLS WI NG W OULD LIK E TO CONGRATULATE CHR IS ON HIS AMAZING ACHI EVEMENT, AND SAY THAT W E A RE PROUD TO HAVE BEEN A PART OF IT. OF COURSE NATIONAL CHAMPIONSH I PS ARE NOTH I NG N EW TO WILLS WING PI LOTS. I N THE 26 YEAR HI STORY OF THE U.S. NATIONALS, FORTY-SEV EN NATIONAL CHAMPIONSHIP TITLES HAVE BEE N AWA RDED I N VARIOU S CLASSES . THIRTEEN DI FFER ENT MANUFACTURERS HAVE W ON AT LEAST ON E. THREE MANUFACTURERS HAVE WON THR EE, AN D TWO OTHERS HAV E WON FOUR . WILLS W I NG HAS W ON TW ENTY-ONE. IN EACH OF THE SIX YEARS FROM 1992 THROUGH 1997 THE U.S. NATIONAL CHAM PION IN THE FLE X WING CLASS WAS FLYIN G A WILLS WIN G GLIDER.

AND IN 1998, THE GLIDER FLOWN BY THE U.S. NATIONAL CHAMP ION WAS?

A WILLS WING . AGA I N.

Q UA L ITY

AIRC R A F T

F OR

E XC EPT I O N A L

P E OPLE .

25 Yea r s Of Fl ig b t - Si n ce 19 73 \VII.LS WI NG, I NC . ·

;oo WEST BL ERJD GE AVE . ORANGE , CA 9286 ; · PH 1 .998 .63 ; 9 · FX l .99 8.0647 · WWW. WILLSW IN G. CO M