USHGA Hang Gliding July 2000

U. pilots now know, is back, and it's back with an awesome product line for 2000. Most notable of that product line for the moment is the new This glider is aimed to the intermediate market and simply It flies AND TOWS like it's on rails!! This feature does away with the need for a tail fin that other intermediate gliders must have on them to tow straight. With one of the largest flare windows of glider made, this glider is going to dominate the intermediate market soon.

Get a test flight on one right away!! DON'T make a mistake and buy the WRON intermediate glider. 7075 tubing, Airfoil downtubes,

ntents (USPS OI7-'J70-20 - ISSN 08'J'>-'l.r\X)

16 212 Miles From Wallaby Ranch

by Tiki Ma.shy. photos courtesy Davis Strauh Davis Srraub makes the fi rsr 200-miler on che Easr Coasr.

24 Pilot Review: The Wills Wing Eagle 164

by Mark "Forger" Stu.d<y

The best hang glider Wills Wing has ever mac.le?

2 9 Pilot Profiles: The Young And The Restless m·tide (Intl photos by john Stokes T ht: young and rhc "old" - Craig Ogle and Joe Sachno.

34 More On Turns, Slips And Spirals hy Stevt' Seibel A Vinal look at how ou r wings work.

40 The Wallaby Open 2000

© 2000 by Dennis Pttgen, photos © 2000 by Lowell 'find.ell A fo ur-course gourmet picnic.

46 Wills Wing + Wallaby Ranch = PARTY!

by PtzuL Voight The annual Wills Wing 1-\ nni versary celebration -

Columns

bigger ;rnd better than ever!

Departments

Comp Corner, by G.W Mcadows....... 13

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

High Perspective, by M. Robenson .... L4

Calendar of Events ................................. 6

Incident Reports, by Bill Biyden .........21

Updare ... .............................. ................... 8

Hawker & Vario, by Harry Martin .....50

Classified Advenising ............. ............ .51

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

Index to Advertisers ....... ............. .. ... .... 62

jUIY 2000

16

Gil Dodgen, Chiif Dave Pounds, Art John Heiney, Gerry Charlebois, Leroy Grannis, Vaughn, Bob Lowe Photogrnphc,:, Harry Martin, //lustmtor Dennis Pagen, Mark Stucky, Rodger Hoyt, Meadows, Jim Palmieri, Bill llrydcn Staf(Writors

FAREWELL TO MIKE :HOLL (AKA CI DUDMAN) Dear Editor, The flying community lost a brother last week afi:er a banle with cancer. I met Mike Holl seven years ago after completing my Hang fl training. He was the one skying out and I was the one doing the sledrun, pack-up, sled-run routine all day long.

We spent a lot of time together flying all over New Yc)rk state. Wherever we went he was a familiar name and frtce to the loc'lls, not only because he was an excellent pilot, holding onto the New York state cross·country distance record for many years, but also because he and his friendly nature bas been around hang gliding since the l 970's.

As my mentor his encouragement and flying tips were always welcome, and as my peer, our friendly competition pushed me to .:tchievc a level of flying J'm thankfol for.

We miss you Mike.

Daniel Spier Syracuse, NY We lost a pilot today; he just stood up on launch and flew away. And as he stands up to check his gear, we sit by his bed and shed all our tears. With a smile oil his face he checks all the rigging, and we silently know that he is slowly slipping. He dons his wings and starts to stand, slips, and someone reaches om to take his hand. 'T'hat smile of friendship that brightens his face is all he needs to show his thanks. We now know it won't be long, before that final launch, and he'll be gone. So now, with best wishes for a great flight, we all stand clear and the wind is right. And just for a moment all is calm; he s1eps off and is gone. Yes, we lost a friend today. He just stood up on launch and flew away.

Bruce Kenyon Wayland, NY

J-IIGH ROCK CORRECTIONS

POSTMASTER: SEND CHANGE OF ADDRESS HANG GLIDING, l'.0. BOX 1330, Colorado

co i\0901·'1 \30.

JUIY 2000 VOUJM\' 30, lssur No. 7

Dear Editor~ Several important errors crept into the High Rock 25th Annivcrsa1y article featured in the June issue, all due to my own carelessness.

First, the pilot featured in the beau ti fol cover photo is Kelvin Pierce, not "Calvin Pierce." l also failed to clarify that he took his own picture, which led to the photo being incorrectly attributed to me. Kelvin deserves all the credit fix a masterful work of photography, and l owe him sincere apologies on both accounts, The article stated that l· ligh Rock is an 11,000--foot AGL launch. Much as we would like to thumb our noses at the Rocky Mountains, it is, alas, only 1, I 00 foet /\CL. For those pilots around the world who have eagerly purchased tickers to visit the bighesl launch on earth, rest assured that we arc every bit as disappointed as you are.

Brian Vant--Hull Baltimore, M [)

RESCUERS NEED lIELP Dear Editor, On December 15, 1999, Venezuela was hit by the worst natural disaster known in Venezuelan history. I lours and hours of rain flooded the country and caused mudslides that buried tens of thousands of people, swept away entire towns and set back the country's infrastructure for years to come.

Avila mountain, which has been featured several times in hang gliding magazines as one of the most beau ti fol coastal sites, avalanched over 1hc coast, destroying eveiything underneath, including the beautiful betehes thar once served as a landing 'I.one.

Forry percent of rhe firefighters or Caracas live in the disaster area. These facfighrers have been called on several occasions to resrne stranded pilots in the rnoun-" tains, and they now need and deserve our consideration and help in these dire circumstances. More than 400 firefighters have lost their homes.

FUNDABOMBEROS D.E in Venezuela is the agency receiving rnoneta1y donations. Checks can be made payable to "FUNDABOMBEROS D.E" Account #107736769-4, and sent to: Banco Mercantil, 220 Alhambra Circle, Coral Gables, Fl, 33134.

Enrique A. 1l·oconis Colorado Springs, CO HANC CUDINC

JOii West 15"' Smet Chester, PA 190 l 3 Phone (610) 44715'55 Fux (610) 447-1577 E-mail k;uicfilnkhomc.com

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Choose between l:nilcd Stales Hang Gliding Association P/a//1111111 l'lus"' Visa" or the Preferred Visa Each time you make a purchase with your \ISIIGA Visa, you arc helping lo support l:SI!GA's efforts in preserving our flying sites

1998 Women's

r just soar the local dunes with a couple of mates, there's a Moyes glider for every occasion.

Become part of the Moyes familyFly a Moyes

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

COMPETITION UNTIL SEPT. ;jO: Slide Mountt1in CrossCountry Chttllenge XCook. Season-long X-C challenge. The challenge is to break the late, great Doug Cook X-C records.

Doug holds flex-wing distance records of 134, 124 and 94 miles in three directions. (] Tc was killed in a motorcycle race.) Entry $20 with the total divided among wirmer(s), Slide Mountain maintenance, and Doug's family. Contacc: www.adventurep.com (click on "Pilots Advantage"), or e-mail Paul Hamilton, pilotsadvantagc@advcntmep.com, or call Paul at (775) 747-0175.

UNTIL DEC. 31: 7he Michael Chmnplin World KC Challen,~e. No entry foes or prcrcgisnation requirements. Open to paraglidcrs, hang gliders, rigid wings and sailplanes. For more details visit the contest's Web site at http://www.hanggliding.org or contact: John Scott (31 O) 147-6234, fox (.31 O) bretto nwoods(11)cmail. n1sn. co 1n.

UNTIL DEC. 31 : Fourth Annual Falcon X-C Contest (the fifrh will start in April of 2001 ). Prizes awarded in four national regions and one world region (in which all arc enrered) in all oft hrec raring-based classes: Pro, Am, Rec. No entry fee. Prizes donated by Wills Wing, High Advcnmre, Tdz Plight J)roducts and FalconFlyr. Sec your local school/dealer fr)r additional prizes. Visit htrp://www.angelfire.com/ct! instructor/fol conxc.hrml for cnt ry and landing forms which rnay be submitted by c--mail (our pref ercncc). For rhc electronically impaired write Tek Flight llroducts, Colebrook Stage, Winsted, er 06098 including an SASE and request the forms.

JUlY l 6-22: The USHGA Millennium Natioruzlr, Lakeview, Oregon, the "[-fang Gliding Capital of the West." l nterrnediate-ratcd and above with XC, Fl. and TUR signoffa. GPS-flight-vcriflcation meet, no cameras. Three classes: flex wing, rigid wing and kingposted, plus team com-

6

petition. C:ontacr: G.W. Meadows, 480-3552, gw@justfly.com, www.justfly.com.

AUG. 5-7: Western Ccmadian Hang Gliding Championship, (;olden, British Columbia, Canada. Mount 7 is considered by most to be Canada's premiere X-C mountain site with plenty of good landing areas and easy retrieval. The meet is a good chance to experience some of the best X-C: flying in Canad;1 in a fim and friendly competition. Contact: Doug Keller (403) 293-4008, skyward@cadvision.com, http:/ /www.cadvision .coin/ skyward/wcc2000.hrml.

AUG. 13-l 9: Lone Star Championships (I.SC'), a Full NTSS and World 'Team Qualifier organized by Austin Air Sports (AAS), with Steve Bums as meet director, 1karnc Airport, Hearne, 'lcxas. Aerotow meet open to 60 pilots, triangles, multi-leg and straight-line races to goal. Pilots must have AT sign-off prior to the meet.

Aerotow clinics available bdcHc the meet.

GPS turnpoim verification and Race scoring system. Entry$ l 75 until July 28, $225 after. Contact: Gaye Roach at (979) 279-9382, or Steve Burns at sburns(tZlalpha 1.nct, www.austinairspons.com/loncst·arco mp.ht m Hotels as follows. Request I ,SC rates: Executive Inn (9JCJ) 279 5345; Oak 'free Inn (9JCJ) 279--5599; Bra:1,os Valley Inn (979) 279-3441.

AUG. 26-SEPT 3: 1~m American C'h11mpiomhips (Continental Championships), Dinosaur, CO. Contact: GW. Meadows 480-3552, www.j,1stfly.com.

AUG. 30 - SEPT. 5: 'JhirclAnnual Red Bull W7ings Over Aspen. USI !GA National Paragliding Championships, hang gliding acrobatics/speed runs, skydiving expositions. Cash purse of$25,000. Subject of a television special on USA Network's "Core Culture" chis fall. Contact: www.rcdbullwings.com.

SEPT. 2-1: E- '/eam Hig-Monq XC Competition, 1,ake Elsinore, California. $500 first prize, killer trophies, more cash rop places, prizes, free T-shirts 10 competitors, free barbecue, men's, women's and novice trophies. Excellcm first comp.

Enjoy Lake Elsinore's l 0,000' days. Free

camping, activilics galore, fun! $50 prcentry, $(i0 day of meet. All glider types okay; handicapping of gliders gives everyone a chance. Contact: Mickey at skyboy@)cz2.net, (909) 672-3604.

SEP1'. I 0: Jackson Hole Acroextreme 2000, USHCA-sanctioned spced--gliding and acrobatics contest. Ride the fabulous Jackson J Joie Aerial 'fram for access to the best and rallcst speed-gliding course (4,100' vertical) on several continents.

Open and Spon Classes, prizes and par-tics. Experience the wild life Jackson Hole is famous for! Comact: Scor 'frucbloocl, (307) 734-8730, }fang!iav8r(dlaol.com, wvvw.aeroex1ren1e.com.

SEPT. 23-24: Ny and Bike Festival, Chelan, WA. Spot--landing contest at Chelan Falls Park, scored on accuracy and landing form. Three best landings count. Contact: Marilyn Raines (509) 682-2251. I :or accommodations call Chelan Chamber 800-401Fl.!\N. OC[ J -8: '/ennessee 'Hee '/rJppcrs 'feam Challenge. Sequatchie Valley. X-C compctirion in which pilots fly together on teams and arc scored according 10 their experience. Always a fim and educational experience! X-C, safety and skills seminars.

Prizes and generous purse for top-placing teams, daily draws. Entry before Aug. 30 is ($ l 00 after), and includes' )'...shirr, Octobcrfcst beer, southern-style breakfasts and party. Contact: sbellcrby@aol.com, mk I st(t.Vcornpuserve.com, (4 16) 588-2396, http://Wcb.l 11 foAve.Ner/ -,da11shcll/ trcctoppcrs.

FUN UNTII. SEP'!'. 4: Yosemite Nr.ztiomzl far!, flying. Hang glider flying every weekend, Memorial Day through L1hor Day weekend. (Sorry, paraglidcrs not permitted in the Parle) 16 pilots per day. Meet at Glacier Point at 7:00 i\M sharp for sign-in and orientation with site monitor. Official YHCA monitor must be present to fly.

Must show current Hang 4 card. donation. Monitors arc volunteers from the Yosemite HCA. Call USIICA office at (719) 6:>2--8300 for reservations and info.

JULY 28-AUG. 5: Pete de Vol l.ihre, Mom St. Pierre, Quebec, Cana<h.

Hang gliding and paragliding festival.

Three launch areas. Entry $35. Gentle H/\NC GiiDINC

ridge lift to rock 'n' roll convergence with gains to 6,000'. X-C: flights common, phenomenal scenery. C:onract: Concept J\ir (It 18) 54 5-8368.

AUG. 26,27: Annual Mt. Nebo f,'nd 0/ Summer Fly-.Jn, Mr. Nebo State Park, · Dardenelle, Arkansas, sponsored by the Central J\rka11sas Mountain Pilots.

Current Hang IIl or better required.

Camping or cabins available through the State Parle Contact: James Linscomc (501) 890-li8/i9, wispyCcDrcaintcrnet.com, or Dave Dunning (501) %7-0570.

SEPT l-3: 20th Armufll Mdlermium fabor Day Fly-In. Rescheduled from Memorial day. The Rio Grande Soaring J\ssn. is celebrating 20 years. Fun-flying competition, bomb drops. Dealers and demos available.

Camping and discounts on rooms. We arc shooting for 100 pilots. Come join us for three days oCnothing but fon! Entry foe of includes dinner and awards party, free beer and lots of hm. Many prizes awarded.

'J '.,shins and other apparel available. Corne fly Dry Canyon and help celebrate 20 years with rhc RGSJ\. For more info or early entries contact: Tcim and Cindy West (505) 437-5213 or mail Rio Grande Soaring J\ssn., Inc., 2216 Pecan Dr., Alamogordo, NM 88310.

SEPT'. 16: !Iigh Roch 25th Anniversary Party. A fon fly-·in near Thurmont, Maryland. Experience the longest continuously opcrarcd launch on the cast coasr.

Bonfires, food, camping and contests arc all planned. Contact: Brian Vam-1 lull (410) 889-16/i-(J or Brianvh(tDmarlowc.u rnd.cdu. Also check out our website d1is summer: www.mhga.com.

SEPT 30: October/est in September, hosted by the' J cnncsscc 'I i·ce 'I cippcrs. Plan to party until the wee hours of Octohcr I. Contact: Mark Furst, mk IstCcilcompuscrve.com, 949-li999.

SEPT. 30-0CT 1: fighth Annual McConne/Lrbmg Hrmg Uiding J'es1iva!, McConnellsburg, PA, Region fX. hm flying for Hang JI (with Observer) rn Hang V. C:apirol I fang ( ;lider Association and the Maryland Hang c;!iding J\ssociarion will donate proceeds to McConnellsburg

)LJIY 2000

1:ire and Rescue. Contact: Carlos Weill (2/iO) 631-3821, www.mhga.com.

OCT. 6-8: Octoher'.r Best Ny-In. The ninth Saurarown Mountain, North Carolina classic will use a new format. Competition begins Friday at 2.:00 PM with a half' day, and ends S\lnday at 2:00 l'M with a half cfoy. J\lso, a new accum\llativc point sys· rem will he used. J\s always, great Friday and Saturday night dinners, breakfast and lunch in the LZ Satnrday and Sunday, fi·ec camping and hot showers. Contact: Vic Lewellen (336) 595-6505, or 'fony Salvadore (336) 732-7783. Visit the SMHGC: website frir skill level require· mcnts and directions: www.gcocitics.com/ pipcli nc/ dropzonc/5650/.

OCT 28-29: Women'.( Hctlloween Costume Fly-In, Chelan, WA. Prizes for best costume, best fcJod, best flying contraption and more. Contact: Marilyn Raines (509) 682-2251. For accommodations call Chelan Chamber 800-liCHELAN.

CLINICS/MEETINGS/TOURS 2000: Flying in Brazil 2000. Wonder/id w;irrn weather, flying in an exotic setting.

Be part of the Adventure Sports trip to Govcnador Valadarcz, Brazil. Experienced instructors and guides. 'Jake side-trips to Carnival or any of rhc bcautifol beaches.

12 days, $1,200 fclr paraglidcrs, $1,400 fcx hang gliders. Includes room with breakfast and lunch, ride to launch, retrieval and guided tour. Conract: 883-7070, www.pyramid.net/;1dvspts.

OWENS VALLEY 2000: F!.y with a V?0rlcl Ch(lmpion, I 0-timc National Champion and X-C world record holder Kari Castle as your guide in the Owens. Private oneon-onc or group instruction available. h1nhcr your flying cducat ion. Conract: Kari Castle (760) 872-2087, kari castl cCiDrcl is. o rg, www.northwcstourdoors.com/fly/

UNTlL NOV:: Ce!ebrttting life, '/he Seljety 'f<mr, with Michael Robertson will he offering l P's, seminars and inspirational talks. Contact: lligh Perspective, (905) 11 '" • ' ' ' - ' - " staff<rllflyhigh.com.

by Rodger Hoyt on'vc just reached rhc sickening realization that a tree landing is inevitable. Now what?

The real danger isn't from the landing itself, but from falling out of the tree afrcr touchdown. This is especially true if your encounter is with a conifer, which won't catch and hold a glider as well ;1s its wider, "kite-eating" deciduous cousms.

Conventional wisdom says ro start grabbing branches and hang on. Some pilots, however, advocate throwing one's reserve parachute just bd<lrc a tree land-· ing. The chute will snag in the branches, suspending the pilot safely off rhc ground until help arrives. (Plan on buy· ing a new parachute.)

The best advice is to never push it to the point where you have rn test this tip!

ctty Pl'eif'fer of High Energy Sports, manufacturer and purveyor of' quality harnesses and parachutes, has an extreme method for clcani ng soiled harnesses: her bathtub!

Remove the parachure, carabincr and anything else that could be damaged by moisture. Fill rhc rnb with warm water and a dash of mild soap. Submerge rhc harness completely. Manually agitate for as long as necessary. Use a sofr brush crn stubborn spots. When done, refill the tub with clean water, rinsing the harness as many tirncs as rcqnired to remove all tr;ices of soap. Drip-dry the harness, inverting it regularly to drain all mois· ture from any recesses.

Have a hot tip? F·mail rbhoy1(t1)go.com or mail Rodger Hoyt, 956 G!engroz;e l11Je., Centml Point, OR 97502.

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DOCKWEILER UPDATE

T

he new Dockweiler Scace Beach fligh t-training facility in Los Angeles, California recently held grand-opening ceremon ies and ir was a huge success. There was television coverage from NBC, KTLA, ABC and UPN. T he story was deemed to be so interesting that it was carried on almost every news broadcast ho ur during the morning and evening. Tt was even reporred again rhe fo llowing morning on at least one of the major broadcast srations, with show an chors proclaiming that they were going to cry hang gliding. There have been commitments from at least two m ajor news repo rters to broadcast their tandem fligh ts, complete with sound and onboard video. In addition, they covered che flights of 70-year-old Laura Von der Luhe and inrerviewed hang gliding pioneer Joe Faust.

What made it all so effective was the com bination of a perfect training park (Dockweiler Beach) and a perfect rrai n ing gl ider (the Wills Wing Condor). This allowed each and every reporter to immediately receive a fun and highly successful first-fl ight experience wirhom fear, intimidation, or sense of danger. The extremely slow and docile flying characteristics of rhe Condor, and its increcLbly light weight, are the primary reasons that the reporters had so much fun .

With the assistance of ace flight instructors Andy Beem and Rob McKenzie, they were ab le to provide a famascic cowing flight demonstration for all rhe pol iticians, dignitaries and che p ublic attending che opening ceremo ni es. This fl ight demonstration came just moments after rhe unveiling of a beautiful 30" x 30" bronze memorial plaque, dedicating che site to hang gliding and recognizing the 35 years of hang

8

gliding acriviry at this site.

Because so many pilots co uld nor arrend chis event on a weekday morning, Joe Greblo and Windsporrs plan to have their our own grand opening event on July 29. Ac press time this is nor confirmed, so please contact Windsports at (8 18) 988 -0111 , www.windsporrs.com .

At chis fly-in and parry rhey will strive to have as many old-rime pilots and historic gliders as can be m ustered.

With the help of Rob Kells, Joe Faust, Richard Miller, Ken de Russy and Roy Haggard, they hope to have such people and gliders as Perer Brock, Mike Riggs, Bob Keeler, Al Waddill, Bill Bennett, Eric Fair, Dan Skadal, the Wills Family, a Bamboo Butterfly, Icarus II, Seagulls, Wills Wing standards, rhe BFG, various homebuilrs, Ghosrbuscets, an ATOS, Fusions, ere.

The photo is of Joe Faust getting his first flight in a hang glider since 1982.

THE LONE STAR CHAMPIONSHIPS (LSC)

T

he LSC is a full TSS and World Team Qualifier meet being organized by Austin Air Sports (AAS), with Steve Burns as the meet director, and will be held at the Hearne Municipal Airport in Hearne, Texas August 13- 19, 2000.

The LSC is an aerocow meet open to 60 pilots, with casks to be triangles , multileg and straight-line races to goal. All competing pilots must have their AT sign-off prior to the meet. There will be aerocow clinics available before che meet.

GPS rurnpoim verification and rhe Race sco ring system will be used in rhe scoring of this event. The emry fee until July 28 is $ 175 and afrer that ic goes up co $225 .

Competing pilots will also need to prepurchase 10 cows for $150 . There is free camping at the airport and restrooms and showers will be available. There are three morels in Hearne and a few bed

and breakfasts nearby (within 15 minutes of the airport). T he airport maintains rwo RV slabs with hookups and we can also provide additional spots with electricity and water. We have a bunkhouse (AJC, full kitchen and bathroom) that can sleep up to 10 people.

The surrounding area in which AAS operates has been quoted to offer "world-class flatland flying." We h ave secured the local air-conditio ned Fireman's Hall (next to the airport) for meetings, meals and entertainmen t. Breakfast and dinner will be avail able every day during rhe competiti on. If you've never sampled "Texas barbecue" or feas ted on fresh-bo il ed gulf shrimp yo u are in fo r a rrear! We have also reserved the local swimm ing pool fo r a few nights of cooling off If you own a pair of cowboy boors, b ring 'em ; we have a great country band lined up. Bicycles are a grea t idea since rhe airport is big and sp read out, and bri ng your flying coys too .

Th is event should be a fun rime and AAS is comm itted to providing a valid comest for the competing pilots. Fo r additional in fo rmation please call Gaye Roach ar (979) 279-9382 or e-mail us at sburns@alpha l .net, or visit rhe LSC website at www.ausrinairsporrs.com/ lonestarcomp.hrm . Here are the hotels, and when calling for reservations please req uest rhe LSC rares: Executive Inn, (979) 279-5345; Oak Tree Inn, (979) 279-5599 ; Brazos Valley Inn , (979) 2793441.

FORT FUNSTON, CALIFORNIA UPDATE

'\Vlith the permi ssion of our landW lord, rhe Golden Gare Recreation D istrict and Funston Ranger Steve Prokop, Fellow Feathers h as reo pened the Funston Bowl to hang gliding train ing. The Bowl was a popular trai ning area in the 1970's and 1980's bur has been closed for several years. Because of construction and erosion, th e Bowl has deteriorated.

According to the terms of th e permit, only p ilots wanring to train beginners on a non-commercial bas is may use the area. Pilots do nor have to be US H GAcerrified instructors. Perm ission to use rhe Bowl must be obtained from our H ANG G LIDING

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... hangg liders, planes, paragliders and rigid wings.

For pilots, who dream our dream offlying!

'fraining Director, Tim WesL 'rim's e-mail address is: timewest@netzero,net, In a joint project between Rick Cavallaro and Fellow Feathers, Rick mounted a Web camera in a building southeast of launch, The camera shows the windsock, setup area, launch and, hopefully, soaring gliders. Steve Prokop helped obtain permission for the placement, The Web site is: htrp:/ /www,sirius.com/ ~mlbco/wcbcamxJ1rml.

The site also provides wind speed, but the velocity must be factored up by approximately 1.75, A reading of 10 mph indicates about 17.5 mph at the cliff

RELAY

M

ike_ Ki1.1g_ announces that his X-,C Relay Race from Pine Mountain, Oregon to Honeyville, Utah has been postponed until next season. For more i nfc>rmarion contact Mike at monirorlizrd@hotmail ,com,

WINGS

A

SPEN, CO,-- One hundred and fifty of the world's finest paragliding and hang gliding pilots will return to Aspen this summer for the third annual Red Bull Wings Over Aspen, August 30 through September 5. 'fhc week-long event will serve as the Uni red States Hang Gliding Association (USHGA) National Paragliding Championships, and is to include cross-country paragliding, hang gliding acrobatics, hang glid-

ing speed nms and skydiving expositions. Athletes will compete fcJr a cash purse of $25,000, The event will be the subject of a television special on USA Network's "Core Culture" program this fall, reaching close ro 100 million homes nationwide!

Said event organizer and former U.S. National Paragliding Champion Orhar Lawrence, "The television component of the event this year is great, in that it brings an awareness of these sports to a mainstream audience. These sports are extremely drarnatic to watch, and should make for an awesome show!"

New in 2000, the Red Bull Speed Run will send bang glider pilors down the same course World Cup skiers use on Aspen Mountain, Pilots will navigate gates, be confined to staying below a 20foot barrier, and be judged on their time and penalized should they miss a g;ltc or 11y too high. Continued Lawrence, "Speed Run pilots can reach speeds of up to 70 miles per hour, lt's awesome to watch them just rip down the monnrain an incredibly intense experience not only for the pilots but the fans."

Launching from atop the mountain, the expected l 00 Red Bull Wings Over Aspen paragliding competitors will race over a 30- to 70--mi!c course in ,in "aerial regatta." Competitors will be judged on speed and accuracy fcir rhc cross-country componcnr of the cvclll, with nms lasting two ro five hours.

Prominent pilots expected to com-

Saturday's fun and Octoberlest exciting meet, in the stunning :,equatclw: Valley the east coast event for advancing all levels of the is a rare opportunity to take on tasks, and learn with your team, in a friendly, fun compet1t1on.

Safety and skills seminars, reps and demos, fly in breakfasts, a generous purse the top placinCJ teams, and daily draws round out the excitement entry fee, before Aug. 30 $8!, Dnd includes T-shirt, Octoberfest beer and pc1rty, and some biq, southei'l1·-,itv1c breakfasts. $100 after. website for pix, info and to print up an online application.

10

pctc include the UK's Rob Whittall, a former Paragliding World Cup Champion; American Chris Santacroce; the former North Amcricrn Paragliding Champion from Carbondale, Colorado; and competitors from the Paragliding World Cup (PWC) circuit.

Besides the daily competition, two early-evening hang gliding and paragliding acrobatics demonstrations will light up the skies over Aspen. Pilots will launch from the top of Aspen Mountain and fly 2,500 feet ro the valley floor. A panel of five judges will score competitors on maneuvers including loops, wingovcrs, rolls, stalls, dives and 11at spins, Red Bull Wings Over Aspen is energized by Reel Bull Energy Drink, in association with Aspen Skiing Company.

Press amenities and credentials will be available at the Aspen Club Lodge, Registration, phoros and additional information are avaiLible onlinc at: www,rcdlrnll wings.com.

to a scheduling conflict, the first

Rogallo 1·fang Gliding Coif Championship that was to take place in conjunction with the Nationals in Lakeview, Oregon has been cancelled. Organizers will try to pull it off next year. The U.S. f!ang Gliding Nationals in Lakeview arc still on as scheduled!

Held

1u1 llmited to 45

miss mn.

lillp://mombors.ao1.com/woa11tersci/challenoe.111m

HANC CiiDINC

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In consideration of the benefits to be derived from membership in the USHGA, and the parent or legal guardian of a minor, for themselves, their personal representatives, heirs, executors, next of kin, spouses, minor children and assigns, do agree as follows: ~ The following definitions apply to terms used in this Agreement I. 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. means injury, nrrmPrtv darnai!e and/or or sustained by a result of THE SPORTand/or as a result of the administration of any USHGA programs (for example: the Pilot Proficiency System). If under 18 years of age, the term "SPORTS INJURIES"means nrrmPrtv darnaite and/or sustained by sustained by Pilot's parents or legal guardians, as a result of administration of any USHGA programs.

3. na.;,r.,;,,-.1H;;tv P'IIR.TIE.'f' 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 (USHGA); b) Each of the person(s) sponsoring and/or participating in the administration of Pi/ot:S-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 ~ "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 All other persons lawfully present at the site(s) during g) FOl~F\fFR iru:11.a;;,,.,a;; AND the PARTIESfrom any and all liabilities, claims, demands, or causes of action that I may hereafter have for INJURirES, however caused, even if caused by the negligence (whether active or passive) of any of the ng;;,r.,;,,.,1J.11,;,,,, PAJ7TIJ.::.S: to the fullest extent allowed by law.

C, I A against any of the loss or damage on account of f:P1'1fl1Ff IJVJU:RIJEJ'.

If l violate this agreement by filing such a suit or making such a claim, I will pay all attorneys' fees and costs of the n,:;;,r..,:;;;,«J,:;;v PJfR17ES. I this shall be and rnr11e.tr111Pn matters whatsoever arising under, in connection with or incident to this Agreement r~llifnvni:;i. 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 at least 18 years of age, or, that I am the parent or legal guardian of Pilot and am making this agreement on behalf of myself and If I am the parent or legal guardian of I 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 ne;;;,,./J.,,,.•.,/J.,.., P.IIR;rJE.l

I have Adult Ptlot's Jifnature

Date

Jifnature ofPilot's Parent or Leg;,/ Guardian ifNot tfllder 18years ofage.

Date

MMR 12.97

~y

W Meadows

n late August of this year, ar the worldfamous Dinosaur, Colorado hang gliding pilors of the Western Hemisphere will compete to determine who is the Champion of the Americas. For both Class 1 and Class 2 pilots, there will he an eighr-day "world--class" competition from the "cliff ridge" bunch.

This competirion has been in the works for four years. I .ast year's "!'re-Pan" was very succcssfrtl in rhat ir was able to prove Dinosaur to be a very fim and sale place to fly larc in the year. Traditionally (since 1990) we have hern holding rhe large competitions at Dinosaur during rhc months of June and July. J\s many of you know, Dinosaur became famous for its "big--air" comperirions consisting of tasks of over 100 miles and altitudes of up to 18,000 feet. J\s the competition pilots began to mellow (age and wisen up), rhey began to like the bigger-air/longer-retrieve-from-goal type competitions. The 19()9 Dinosaur Pre-Pan competition addressed thar problem and with great success (sec November 1999 Hang Gliding).

No task during that meet had us landing for·rhcr rhan 30 miles from headquarters, and a majority or the tasks had us landing at the "border goal" which was just outside of the town of Dinosaur. The pilots were extremely happy with rhc result and found that this time of the year is the best for a more relaxed but st:ill valid and serious compcrit:ion.

So, for the year 2000 we'll all gather in the small rown of Dinosaur (perhaps for the last time) to proclaim a Class I, Class 2 and Womrn's Champion for all rhe Americas. '] 'he first competition day will be August 2Ci and the final day will be September 2. The rcsr of rhis article will tell you what to expect.

First, expect Dinosaur to be a small town a really small town. It has a couple of morels and an RV campground. Nearby ro the south is the rown of Rangely and to the JULY 2000

west is V crnal, Utah. Both rowns ,ire a 30m in mc or less drive from headquarters.

Rangely is a bit: larger than Dinosaur, and Vcrnal is practically a big city in comparison. Both offer a wider range of restaurants than Dinosaur and V crnal actually has a K-Man and Wal-Marr, so you can expect that practically everything you might need will be in the general area. ff you plan ro gcr a hotel room please plan ahead and do so soon. RV spot, and tcllt camping should he available whrn you get rhcre withom planning ahead. 'fhe rown of Dinosaur even offers free tent camping at irs green, grassy park, and cheap showers arc available ftir rent: campers at the RV park.

For more information on lodging visit the Jusr Fly website or give us a call.

The cliff ridge launch is at an elevation of approximately 8,200 feet. It's a bcautifi.tl launch, and during the 1999 Pre-Pan we had only one launch mishap and it was the last one ofrhc meet. The pilot simply abort· cd and had to launch again. The launch is very easy and there arc several different rakeoff areas fi·om wh icb pilots can choose. Even though we were starting at a high altirudc, pilots were rarely getting above 11,000 fr:ct during last year's meet, so practically no one used oxygen, hut we will have refills available for free for those pilot:s who wish to fly wirh o 2 .

The road ro launch gets better cvcty year. The Bl.M has really hcnt over back-wards to help hang gliding in this area, and they have jusr completed major improvements on the road ro launch rhat have been in progress for three years in anticipation for this year's event. Kim Bartel, my BI .M con-tact in Vernal, tells me that we may have to caution pilots to actually slow down on the road ro launch; it has gotten that good. Kim has been very helpful with every request for improvements to the Cliff Ridge launch and is ro be commended.

The tasks this year, like last year, will mi li,.c multiple rurnpoints and (ideally) have us coming back Lo land near the town of Dinosaur. These lighter-wind tasks arc whar we were shooting frir when we ch:rngcd the meet to lat:c in rhc year, and ir has paid off J\s stared in rhc arriclc about rhc '99 comp, pilots should expect tasks that will sec approximately half the field making goal on any given day. This might mean rhat rhc top dogs will be racing more, bm thc average guy stands a really good chance of making goal at least once during the contest. CPS verification will be rhc rule ofthe meet, so pilots must fly with a Carmin CPS so we can download their tracking to verify completion of the task. No cameras arc required, so pilots can simply fly rhc task and nor be concerned with taking photos.

The First Pan American Championships is a CfVl. Category 2 and USHGA C:lass A sanctioned event. Originally, rhis cvclll was slated as a Category 1 meet with rhe CIVI., bm the restrictions on that would limit U.S. (and any nation's) entries rn only one ream.

J\frcr we reviewed what was robe gained or lost, we changed the sanction ro a Category 2 so now we can lower the entry fee ,tnd allow as many pilots from rhc U.S. to compete as wam t:o. Pilots still get foll NTSS points with the Class A sanction. We arc expecting pilots from [kizil, Colombia, Mexico and Canada, as well as quite a few who have already entered from the good ol' USA. Dave Sharp (winner of the '99 Class 2 Pre-Pan) comments: "I would highly rccom-mcnd the Pan American Championships to anyone interested in competing in a fun, high-desert competition." Jim I.cc (winner of the '99 Class 1 Pre-Pan) said during his acceptance speech, 'Tm disappointed that more people weren't here at rhis year's meet.

They really missed a good rime. I know I'll be here next year."

I hope ro sec a lot or pilots in I )inosaur this year. Ir very well may be the last large Dinosaur competition, so those of you who have always wanted to fly a comp at Dinosaur, and those of you who hrwe flown the comps in the past, come on our and let's have a great.fun meet.

For more information or to sign up for this competition call 480--3552 or check our rhc website, cornplcte with entry form, at www.jusrfly.com. 1111

AHigh Perspective 30 YEARS AND COUNTING © 2000 by Michael Robertson

s reiterated in each previous article (since Febru:1ry), this disclaimer is necessary. Any resem·· blance ro real people or events is coincidental. OBE (Old Bald Eagle) is the fictionalized current manifcsration of YE (Young Eagle), our central figure.

The best rhing that happened at the New Orleans U.S. Nationals Kite Plying Championships the last article) was meeting Jake the Ripple (JR) from Merritt Island, Florida. He was as inter·· csring and all-round capable person as YE had ever mer. f le could discuss virtually any topic knowledgeably, build any· thing, and took the word "fun" to new dimensions. JR and YF spent a lot of time together. They discussed building a gull-wing glider copied from plans JR secured from the president of Ll1e Australian Kite Fliers Association, Franklcss Murkcymind. Accepting such from PM, he being somewhat technically and cxpcriemially lim ired, was somewhat akin to getting advice on launch from Crash Scarface. 'J 'hc plans were sketchy at best, ch!

JR and YE built the first protoLype at an all-nightcr over a bottle or so of Ripple wine in JR's gar;:igc. YF was inspired, surrounded by scavenged pin-ball machines (repaired /cir fun), groovy posters 011 the fomasy of flight and ;1 stockpile of sundry hardware liberated from the Kennedy Space C:cnrcr where JR worked. With JR at his boat controls and YE on the heavy plastic-and conduit contraption, an attempt was made Lo commit aviation. They got it in the air but the trim on the tank like creation was wc1y oil The next attempt was a huge success.

JR put together our revised measure· mcnts out of dacron and proper alu-

14

minum with water ski rope where the wires arc now, Kingposts were a thing of the future as negative loads on a 15-foot standard Rogallo frame weren't a prob-lem. YE was in Nova Scotia when JR called with the news. lt flies. It's fanras· tic. Get down here ASAP. It wasn't long before Prenticc--Hall was without a college field rep in the Maritimes.

YE's first flight was awesome though ic)olhardy in retrospect. Who now could imagine strerching om 1,300 feet of rope and hitting it the first time our of rhc blocks? OBF recalls the surreal sensation of seeing the boar accelerate onto plane and then some interminable time later lccling the surge of rhe stretching polypropylene slingshot just when it seemed the attachment had foiled.

Dreams came true, the feeling and the view! Phew!

Having flown over warcr withour incidem, land beckoned. Also, the water in Canada was kind hard in the winter o/''68 -'69. Moullt 'lh:mblant is the biggest easily accessible mountain in Quebec and JR had never seen snow.

Let's go! How gleeful and exuberant JR was in his snowmobile suit. Never mind skis; he just took the lifr up to the top of rhe "Flying Mile" run and slid down the steep, mogul-riddled slope. What a sigl1t as his Cheshire grin grew legs and arms, all akimbo, careening down the slope like a pinball in need of Valium.

YE flew a trial flight off the bunny slope on his soon-to-be-trademark little plastic kid's skies. It flew easily a few feet in the air. When the lifts closed and the skiers were gone i r was time to try the Flying Mile with the wing. The air seemed strange. It would be still, then blow up hill, then down, then be still again. YE pointed the nose down rhc

or

near vertical drop and waited for an ups·· lope cycle. What ensued could he filed in the bin labeled "Ignorance Is Not Always Bliss."

The breeze turned uphill, the two-foot plastic skis turned down. The snow speed increased rapidly 'fhc glider wasn't lifting, YE's knees became unwilling pisterns as the size and frequency of the moguls increased, Still the air-aspirant stayed glued to the slope. Stopping would have been impossible even with real skis, Hey, steering was impossible.

Vinally a gargantuan mogul hurled the hapless YE 11pward and ro the side. 'T'hc wing caught enough air to complete a sort of loop. The glider came ro rest upside down in the trees adjacent to the run with YE hanging ignominiously head down from the belr on the swing scat! Even with the cxna blood supply his mind still couldn't figure it out. What the.,.! Why didn't it fly? [twas so easy earlier and the slope was so shallow?

(How ofrcn has O BF heard those words, "ir was perfect earlier in the day and then ... " from sheepish students needing parts.) Conditions changed, ch!

How ofrcn the sense of bravado that is the male the human species inspires us to such heights. How rude that awakening when first we realize that conquering (heights or countries) is fraught with reality and that it's gonna leave a mark. Ir was quite a while before YE figured out that catabatic winds flow downhill late in rhc day, especially when the sun gets low on snow. Behind the Flying Mile was a big depression, then the mountain rose another thousand feet vertically. The air came racing down the mountain, hit the rise behind and rotorcd. Look out for winds that aren't consistently uphill.

Having gotten hung up in Quebec, YE came hack to the nearest "mountain" to 'foronto. Ir's called Blue, Tho' many would argue, the name came from acertain hue, not a Laban's brew of that name that was consumed in copious quantities at 1his ski hill. The plan was to launch on a road running along the top of' the '700-foot escarpment. Getting an extra 1,000 feet on top seemed a super idc;i. Being a brilliant think-ahead dude, YE worried about stopping at the bottom after the flight was over. T-fc enlisted

or

H!\NC GLIDINC

a movie star skier hm hadn't gotten past looking good.

YE hol lcrcd to please move over. She struggled to look around, saw 11orhing heh ind her on the slope and continued 011 her YE collision course. YE yelled again, "Move!" She again saw nothing, panicked and steered off the run into the trees. Oops! YE cleared the rise and plummeted toward the base lodge.

By the bottom, as YE bad guessed, be had no height to turn so he landed downhill and, yes, it was downwind.

Billboard Tighdystnmg was ready for just this situation. Now BT was the least likely on the crew to be the hero. He bad a history of talking rather than walking.

An athlete he wasn't. But this was his moment. He raced up the slope to perform the glider rackle--rnrn. The side rope (lucky it wasn't wire) caught him foll in the upper chest (thankfully not the neck) and decked him hard. The glider spun 90 degrees and slowed Lo a

a few friends ro await his possible downwind, downhill approach to the parking lot on the unsteerablc, unstoppahlc litrlc plastic skies. Their mission was to turn the missile at least cross-slope by grabbing the side rope as it went by.

The launch behind the pickup went surprisingly well as did the climb and release. The view was breathtaking, the experience sublime. YE should have headed down the moumain sooner. He didn't counr on sinking like a greased crowlxir though. The extra thou' disappeared quickly and at the halfway mark there were three choices: a tree landing, a mogul-strewn downslope, and a narrow opening running cross-slope, rising, cresting, then dropping off steeply. The latter was an easy choice and it even looked as if he'd make it over without rouching down. It would he close. Then, having committed, a bunny-slope begin-ner appeared, slowly snowplowing toward the same slor. She was garbed like

REGION 3 Ken Baier (R - 00) (760) 753-2G64 airjunl<ies@worldnet.att.net

REGION 6 Jeff Sinason (R 01) (314) 542-2473 jsinason@swbell.net

REGION 10 Matt Taber (R 01) (70G) 398-3433 fly@hanglide.com

John Greynald (R - O'I) (805) 682-3483 throgrog@aoLcom

REGION 7 Bill Bryden (R 00) (812) 497-2327 bbryden@hsonline.net

David Glover (R - 00) (70G) 657-8485 david@clavidglover.corn

Gregg Lawless (R - 01) (858) 484--2056 glawless@sempra-slns.com Rob Kells (H - 00) (714) 998-6359 rob@willswing.com

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REGION 9 David 'T'<andy" Leggett (R (G10) 258-6066 ias@oLcom Geoffrey Mumford (H - 00) (202) 33G-60G7 gmumford@apa.org

00)

Liz Sharp (H-01) (303) 530-0718 eas@cmed.com REGION 5 Frank Gillette (R 00) (208) 654-2G15 Watercyn@cyberhighway.net

Dermis Pagen (L 00) (814) 422-0589 hm pagenbks@lazerlink.com Chris DuPaul (H-00) (540) 672-0065 Krisdupaul@aol.com Art Greenfield-NAA (X) 1-800-644-9777 awgreenfield@naa-usa.org

REGION 13 (lnt'I) ,Jan Johnson (L 00) See Reg 12

01)

John Harris (H - 00) (252) 441-4124 ucanfly@outer-banks.com

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REGION 4 Mark Ferguson (R - 00) (303) 439-8542 mark@ballvarios,com

Larry Sanderson (H (505) 392-1177 Larryssa@aoLcom

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REGION 8 Douglas Sharpe (R - 00) (978) 318-9714 dsharpe@tiac.net

Gil Dodgen (Editor) (949) 888-7363 (949) 888-7464 fax gildodgen@aol.com

01)

srop. The crowd roared. The cameras whirred. YE whooped. BT had saved the day!

Some time later, after the interviews and all the stuff was packed away, YE inquired if anyone had seen BT. Someone related that he was in the bar drinking heavily with a snow bunny.

They were casing their pain and slurring war stories. She h;id been forced oil the hill by some invisible maniac speed-skier with a loudly flapping jacket and he had been flattened doing a favor for a crazy friend. Both had sore chests.

Taxes arc inevitable, as is dcarh, the saying goes. Arc pain and suffering analogous to taxes, something we need to con rributc to be able to experience the pleasure of living life's full measure? OBE believes in the "gain without pain" theory, rbat learning can happen without hurting and in the bigger sense that living can be eternally up. YE, it seems, keeps trying ro refute this philosophy. II

Steve Kroop (H - 00) (352) 331-G729 usaflytec@aol,com

REGION 11 Kent Robinson (R 01) (972) 960-0516 01) flydallas@aol.com REGION 12 Paul Voight (f~ 00) (914) 744-3317 flyhig h@frontierneL net Jan Johnson (L (914) G95-8747 janj@uarc.org

00)

Paul Rikert (L 00) (914) 946-938G Lars Linde (H 00) (732) 747-7845 larslinde@compuserve.co1r1

Michael Robertson (H - 00) (905) 294-2536 flyhigh@inforamp.net USHGA Executive Director Philip Bachman PO Box 13'.lO Colo Springs CO 80901 (719) G32-8300 wk (719) 632-6417 fax phbachman@ushga.org ushga@ushga.org EXECUTIVE COMMITTEE President-David Glover Vice President-Marl< Ferguson Secretary-Bill Bryden Treasurer-Geoff Mumford KEY: (R)-Regional (L)-At Large (H)-Honorary (X)-Ex Officio COMMITTEE CHAIRS: Competition-John Borton CompCommitte@aorcom

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)LJIY 2000

212 Miles From Wallaby DAVIS STRAUB SETS A NEW EAST COAST RECORD

by Ttki MttsnJ> photos t'tJUrttsy Dttvis Stt'ttttb

"\VTallaby Ranch, Florida, 9:30ish AM W (any morning, rypical banter): "Hey Tiki, you wanna yank Davis?"

"Hmm, how 'bout I just cow him up."

"Well, he's out there ready."

And sure enough, even before breakfast, at the downwind edge of the Wallaby field sics a lone Atos, and dangling from iris the tenacious Davis Straub. Apparently his awesome flight to Georgia the previous week - which netted him the Wallaby Thousand Dollars (a prize rhe Ranch put up that had remained secure for several years) only fueled his exuberance co get the first 200-miler on rhe Ease Coast.

Like a lot of us east of rhe Mississippi, chis barefoot flying boy was in hot pursuit of the first 200-miler, and nor since Michael "Hollywood" Champlin have I ever known a man so relentless and focused on accomplishing a specific flying goal. Bur unlike "Hollywood," Davis would see his goal come to fruition on a most unlikely day.

Moderate winds and high pressure were on rap for Wallaby char week. Saturday, in parricular, was predicted to see light winds all day with a convergence up the middle of the scare. Ordinarily, Davis would be our

16

early perched on the "launch pad. " Bur Saturday morning condicions coughed up nothing bur blue sky - no clouds, no wind, so no big hurry. Davis would lacer remark, "After all , I wasn't chinking of going

300 miles (nor yer)." Ir was almost a relief nor to field the usual quesrion from rhe pilots who often mill around waiting for rhe Wallaby breakfast bell: "Why's tlm guy launching so early?"

OF tl1e fo ur years he's been coming to Wallaby, it's been during the last two that Davis, like a shark (no resemblance co rhe Oz Report Editor), has clamped onto the 200-mile challenge with a vengeance tirelessly mon itoring the ebb and flow of the weather patterns, hauling his "junk" out to launch every morning to take another swipe ar rhe brass ring with the full support and complement of Wallaby Ranch. So it was unusual not to see Davis towing up before breakfast.

Bur chis day didn't look nearly as promising as me previous ones, which netred him weak lift and a headache from banging his head on ilie 3,500-foor inversion. An early start? N ope, nor chis day char is, until Mr. Cumie made an appearance overhead ar about 11 :00 AM. By 11: 19 AM Carlos had yanked Davis up with one of Wallaby's "super rugs" and neatly deposited him in a screamer. Suddenly me blue day had potential. Unfortunately, while conditions seemed on the H ANG GLIDI G

l

I

upswing at Wallaby, 30 miles into his flight chings goc desperate. Conditions deteriorated, resulting in low saves, slow climb rares, egg-bearer/butt-kick.in' turbulence, and co cop it off, a low inversion co ensure char the rowdy air stayed near the ground. Ac chis juncture Davis considered heading back co Wallaby; low and slow is nor the recipe for a 200-miler.

I remember when Davis arrived at Wallaby Ranch four years ago in search of the "arr and lure" of cross-country hang gliding.

Back then it would have been big deal for him co do a 60-mile out-and-return, buc now he had bigger fish co fry. However, chis day looked co be just another failed attempt.

Before heading back, Davis solicited advice from Mike Barber over the radio; he probably just wan red Mike co confirm rhac the day really did suck. Mike, who had just launched at Wallaby, advised Davis, "The day is slow, buc we should go ahead and keep going." This, of course, would prove co be stellar advice.

After plodding along low for several hours, skirting big lakes, small pastures and acres of forested area (all-coo-familiar sinkholes), there was ve1y liccle communication ]ULY 2000

Davis getting airborne a Jew days after his record-breaking flight.

17

between D avis and Belinda, his trusty chase crew, wife, navigaror and all-aro und good egg. Wow, did I say Davis had very lirtle ro say? WeU, only because he'd been gerring hammered by rhe sky gods for rhe pasr 60 miles. Somerimes you can rolerare gerting rhrashed around up high, bur when yo u're low iris posirively mjserable, because usually rhere's no place ro run ro excepr rhe ground. And rhere's no wo rse feeling then standing in a field as the convergence moves through. Larer, Belinda wo uld remark, "I don'r rhink D avis was having very much fun."

Morivarion came in rhe form of rhe co nvergence hovering in rhe disrance, still some 20 miles away. This flight was a crucible of Davis's perseverance over the gnarly condi rions. T he srrong lift was far roo ro ugh ro work, and rhe low stuff wasn'r much berrer. "Ir's all broken up," poor

18

Davis commenred, "I can't win and I'm nor enjoying rhe flighr. " Neverrheless, he pressed on roward rhe convergence.

After being in her vehicle for hours, Belinda sropped in High Sp rings for a resrroom break, and like a good soldier she carried her handheld rad io in ro rhe convenience srore. Suddenly all co nveruence srore acriviries ceased when Davis's voice thundered over rhe radio, 'Tm in rhe convergence, I'm in rhe convergence! " Finally, ar 125 miles our he hir his first cloud since leaving Wallaby. Now rhe fun srarred.

The air was still wrbulent, bur lift was visi ble and consistenrly marked by the clouds. Clouds are good like char. D avis followed the clouds, which paralleled the (how I love ya, how I love ya) Suwannee Ri ve r and the Wirhlacoochee River ro the norrhwesr, staying high and moving quickly as daylight was fasr becoming hisrory. However, rhe good news was rhar as it got larer rhe lift got better and less rurbulenr.

Close ro seven hours after raking off at Wallaby rhe sky gods saved rhe best for lasr and blessed him wirh 600 fpm ro 7, 600 feer and an easy glide over harvesred wheat fields inro Georgia. You can imagine how big D avis's smile was when, ar 6:49 PM, rhe

elusive 200-mile barrier gendy passed 3,400 feer below him. How iroruc rl1ar rhis was when all rhe clouds dissipared.

On Sarurday, May 20, 2000 - an unlikely, light-wind, blue day - Davis Srraub had launched from Wallaby Ranch, Florida (a srare rhar's pracrically an island), wirh rhe mission of being rhe firsr hang glider pilor to fly 200 miles easr of rhe Mississ ippi. Undaunred , his mission was accomplished afrer seven and a half hours when he rouched his scruffy bare feer down 212 miles away ar a farmhouse norrhwesr ofValdosra, Georgia. In one flighr he had managed to raise rhe X-C bar sigruficandy for Eas r Coast pilors. His flighr had yielded a new Easr Coasr reco rd, a Florida srate record, a Wallaby Ranch reco rd, and had changed rhe channel on rhe 200-miJe movi e.

T hanks Davis for showing rhe counrry whar we Floridians have known all along Florida flying is rhe besr-kepr secrer in hang gliding. Also, rhanks ro Wallaby Ranch for encouraging pilors (wirh supporr and cash incentives) ro keep raising rhe X-C bar in Florida. Davis srared ir quire nicely when he said, "Ir's nor rhe money, bur rhe facr rhar so meo ne (Malcolm Jones and Wallaby Ranch) has made ir meaningful ro accomplish rhis parricular rask. Ir sure focuses our arrenrion."

"So whar's next?" I asked Davis. Belinda smiled and replied, "Three hundred and ren. " In Florida?

For more details about Davis's flight check out http://www. davisstraub. com/Oz/ Ozv4nJJO.htm. -Ed. • H ANG GLIDI NG

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USHCiA, PO Box J 330, Colorado Springs, CO 8090 l J -800-6 J 6-6888 fax (719) 632-6417 www.ushga.org -

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USHGA is issuing its annual call for nominations to the national Board of Directors. Ten positions are open for election in November 2000 for a two-year term beginning January 2001.

USHGA rncmbers seeking position on the ballot should send to headquarters for receipt no later than August the following information: name and USHGA number, photo and resume (one page containing the candidate's hang/paragliding activities and viewpoints, written consent to be nominated and that they wi II serve if elected).

Candidates must be nominated by at least three USHGA members residing in the candidate's region.

2000

Nominations arc needed in the following regions. The current Directors, whose terms are up for reelection in 2001, are listed below.

Ballots will be distributed with the November issue of HANG GLIDING and PARAGLIDING magazines.

USHGA needs the very best volunteers to help guide the safe development and growth of the sport. Forward candidate material for receipt no later than August 20 to: USHOA, PO Box 1330, Colorado Springs CO 80901-1330.

E~tt I 2 3 4

5

Bill Bolosky Ray I,conard Ken Baier Mark Ferguson Frank Gillette

6

Nominations are not needed in Region 6.for this election.

7

Bill Bryden

8

Douglas Sharpe

9

Geoffrey Mumford

10

David Glover

11

Nominations are not needed in Region 1 J fiJr this election.

12

Paul Voight

States within-region Alaska, Oregon, Washington Northern California, Nevada Southern California, Hawaii Arizona, Colorado, El Paso TX, New Mexico, Utah Idaho, Montana, Wyoming Kansas, Missouri, Oklahoma, Nebraska, Arkansas Illinois, Indiana, Iowa, Michigan, Wisconsin, North Dakota, South Dakota, Minnesota New Hampshire, Connecticut, Maine, Massachusetts, Rhode Island, Vermont Washington DC, Delaware, Kentucky, Maryland, Ohio, Pennsylvania, Virginia, West Virginia Alabama, Florida, Georgia, Mississippi, North Carolina, South Carolina, Tennessee, Virgin Islands, Puerto Rico Texas (excluding El Paso), Louisiana New Jersey, New York

The following form is for your convenience.

****************************************************************************************** I hereby

REGIONAL DIRECTOR ELECTION NOMINATION FORM as a candidate for Regional

---------------------------,-------------------------------------------------------

Director for Region

1 understand that his/her name will be placed on the Official Ballot for the

2001 Regional Director Election if three nominations are received by August 20, 2000.

A dIn ide Summ ry

1

by Bill Bryden, U5rl(1~ Accident Review Chairman c'll examine the aggregate of incident reports for the year 1999 and sec what items stand out. Submissions were up substamially from last year, 85 versus 52.

Several pilots sent notes requesting that reporting be available on-line. Ir has been for two years and we have mentioned th is several times. You can print out a form and mail in a repon, use an on-line form and submit it electronically, or just send us an e-mail with the relevant data about the incident. The USI !CA Web site is at www.ushga.org. It seems that some instructors arc not informing new pilots about submirting reports and some instructors arc also failing to report accidems themselves. Incident reports arc only used to improve st-arist-ics and safety, and arc not used to a pilot's or instructor's detriment. Please help with this process.

The USHGA considered accidents, events in which a prudent person would seek professional medical attention. lncidcnts include accidents ancl arc just about any event, beyond just whacking a landing and bending a down tube, in which things could have been much worse and that can provide educational data.

In examining last year's reports we sec a similar phenomenon to the previous year, in that a majority of' the reports involve experienced pilots. We suspect that this is in part because they are more familiar with the reporting process, have a better understanding of the importance of it, and due to their longevity in the sport may have a stronger motivation to s11bmit the infor-mation. The incidents break down as follows: Student (S) ......................... .4 rxi Beginner (H 1) .................... 1irx1 Novice (H2) ..................... 19% Intermediate (113) ............ 24% Advanced (Hli) ................. 30% Master (HS) ........................ 7% Unknown/nor reported .... 13% )UIY 2000

The reports were categorized according

ro the phase of flight in which the incident occurred or in which the predominant problem occurred. For example, an incident in which a pilot screwed up his approach decisions, fixcing him to crash short of the I would be categorized as an approach problem rather than a land-ing problem. The grouping included ft)ot launch (nor tow), tow launch (surfaccbascd tows including foot-launched tow), acrorow, in-flight incidents, approach to landing, landings (problems with the actual landing unrelated ro approach errors) and other. The distribmion of the reported i ncidcnts is as fc)l!ows: Foot launch ............. 21 % 'fow (surfocc) ............ 7% Acrotow .................... 7% In-flight ................... 17% Approach ................ 26% J ,anding ................... 18% Other ........................ 5%

As with the previous year, many of the problems, especially during approach, were related to bad decisions. Seven were downwind landings with five of those involving decision errors and two involving the glider being turned downwind.

Five pilots simply overshot the LZ and crashed. Three pilots chose to fly when it was too dark or late in the day and could not sec adequately to land sa/;Jy. Seven pilots flew into strong roror conditions caused by the hill or trees or got into tur-bulencc they should have expected down·wind of trees and crashed. foot-launch incidents were similar to last year. Three pilots launched unhooked. lwo or thcrn immediately let go and tumbled or slid down the slope, sustaining minor injuries. The one pilot who held on accelerated down the hill and hit hard. His helmet came off and he suffered bad head injuries while tumbling to a stop. This problem continues to persist and was dis-

cussed in this column extensively last year.

Eleven foot-launch crashes were likely due to bad technique. Three launch incidcnts were wind or weather influenced but pilot decisions were certainly key iu creating vulnerability to the winds.

I:our of the six reported 1999 aero tow incidents were related to cart problems.

One resulted in a fatality. I suspect that in the aftermath of that accident, and a pica in d1is column for cart incident data, we received a couple reports we might not otherwise have gotten. One of the other acrorow problems was related ro the bridle attachment to the keel being too far for-ward, coupled with the pilot pulling in during the roll-out, causing the glider to nose over. l n the last incident the Ii nc broke and the ring on the towline struck the passenger in the forehead.

There were six smfacc-bascd row incident reports including one fatality. Two were pladtlrm launches with equipmcrn and procedure problems. One pilot had a premature release and failed to avoid crashing into the stopped towboat. One glider hit another pilot's towline. An airplane struck a towline, entangling the line with the prop. The line severed, producing minimal damage.

The in--flight problems were varied.

Four pilots got too far back from safety, up a valley or behind rhc ridge, and couldn't land safdy. Three pilors had rumbles and deployed their parachutes. One chute deployed well and hrought the pilot down safdy. The other two gliders were low and impacted before the chmcs could fi_illy inflate. A couple of pilots encotmtcrcd rur-bulcncc while flying and crashed, one student stalled on the training hill and crashed, and one pilot simply flew straight into a hill when trying to fly over iL Oddly, there was no observed effort to avoid the crash or mitigate the impact. ·1wo pilots were scratching close to the hill, got turned and ended up in the trees. hJrrunately, there were no reported mid-air collisions and no reported acrobaticsrelated accidents.

In the "other" category we had a fi.:w interesting reports. One pilot prior to launching noticed the cap 011 his control bar pip-pin had come loose. These must be inserted from the front toward the back. This prevents them from being 21

pulled loose if snagged during a bunch run. During a parachmc clinic a couple of pilots performed an intentional rocket clrnrc system deployment. They were careful to point it away from anyone hut the rocket fired, turned 180 degrees and almost nailed one of· the guys in the head.

Be very care Cul around these devices.

Camera equipment distracted a pilot during launch preparations and he launched with the harness side lmckles unfastened and leg loops o!I Ile managed to fasten one buckle and Aew without incident.

This could produce results sin1ilar to bunching unhooked.

Equiptnem was a factor in several nontowing incidents. A pilot experienced a failure of'his VC system. The distraction while trying to release the VC caused him to miss his l .Zand he landed in a rocky wash. A pilot landed with om wheels, stumbled and broke his arm. One pilot made a flarcless landing without wheels, whacked, hroke his neck and was paralyzed from the waist down. A pilot's harness was hard to get upright in, and the associated distraction in part caused him to pop his glider during transition to the downtubes, stall and crash. l n the landing dcp,irrrnent, too many pilots waited until rhey were in ground effect and the glider was slowing before transitioning to an upright position.

Several accidcnrs resulted became pilots attempted this maneuver in the last moments prior to flaring.

The number of'reporrcd injury types was as follows: No significallt associated injury ...... 35 Head and foce ................................ 11 Neck ................................................. 3 Back and pclvis ................................. :3 feet and ,rnklc .................................. 3 Leg and knces ................................... 6 Arms and hands ............................. 20 Shoulders ......................................... A

The large number of arm and hand

injuries is significant and will be discussed more in a future column. A couple of the foot and ankle injuries might have been avoided if good ankle-supporting footwear had been worn. We discussed rhis extensively two years ago. One was a broken roe

22

and two were twisted ankles when rhc pilots' fret rolled under during landing.

Mier the dreadful number of tandem fatalities the previous year, we had only one tandem fatality in l 999. We still lost six pilots, and while this is an improvement over 1<)98, it was 100 painful.

A seven th Ena Ii ty actually occurred on Deccrnhcr 30, 1998, bur due to delays in getting data ir was not counted that year. ( :harlie Sham merer, visiting from Europe, died when he rniss--assemb\ed the control bar bolt 011 his glider and it fold-ed up afrcr an aerorow bunch.

Rob Richardson dic:cl during an Arizon:1 aerotow launch when the towline and bridle were accidenral\y rourcd under a portion of' the launch cart. This caused the cart to be held to the glider and sig·niflca ntly compromised control. Ray Rhan died when his glider crashed in turbulent conditions in Arizona. Robert 'll'ieff died in an accident that occurred while piloting his glider with a Mosquito motor harness in Virginia. It is suspected th;1r windy turbulence rnay have caused his low-altitude loss of control and the crash.

Michael Champlin was piloting a rigid wing glider and practicing spins.

J\f'ter his third spin and subsequent high· speed dive, ir scerns that he exceeded the glider's Vne speed and failed the glider.

There was no deployment at1empt frw unknown reasons. Eric Llmquisr was Hying in California nnd had a poor approach imo the LI,. His glider hit a tree and fell to the ground. Last, Debbie Young, an enthusiastic new pilot, was turned while srill low on row, did not correct or and the .situation rapidly transitioned into a lockout with impact a few seconds later.

Our hearts and prayers go out to the pilots and their families and I ask you all to redouble yom efforts to spare your loved ones similar heartache. \ thank all the contributors for their assistance. l especially thank Rob McKenzie, Christy lluddle and Lynda Wacht who submitted a good number of reports abom incidents in their areas, only a few of which were reported by the involved pilots. those reports coming and alter your so you need not 1111 one out. B

The Wills Wing Eagle 164

by Mark ''Forger" Stucky

Light rollforces enable easy turning.

It's been a Jew years since Tve done a glider review. With this, my third review ofa Wills Wing glider, I run the risk of being labeled as one of their pitchmen. My criteria for conducting reviews are simple: I get paid according to the desired level of effort and I submit my results for publication regardless of whether or not the company agrees with or appreciates the results of my labor. Since my last review, four different companies have contacted me for reviews. Only Wills Wing has agreed to these terms. ills Wing's new Eagle 164 is a glider designed to fill the niche between their successful Falcon and U ltra Sport models. T he Falcon has established itself as a great entry-level glider for novice pilots as well as a fun second glider for experienced pilots. T he Ultra Spore is a great-performing intermediate glider but achieves that level of performance at the expense of a jump in complexity and req uired pilot skill.

Of the handful of times I've soared a Falcon at Marshall Peak in Califo rnia, not once have I made the downwind hop to the higher Crestline ridge. Sure, I've watched other Falcons go back there, but the journey never met my risk-versusreward criteria; I just haven't been 100%

W

24

sure I could penetrate back to the LZ. While living in Houston I earned my aerotow rating on a Falcon. It was fw1 to thermal to cloud base but I noticed I had to keep a wary eye on my downwind drift in the weak coastal thermals because the single-surface design just couldn't penetrate the headwinds and sinki ng air like the gliders I was used to.

Intermediate gliders, with their doublesurface airfoils and greater spans, tend to be more difficult to fly than the Falcon. It isn't just because of a couple of points advantage in glide; they require more effort and finesse to turn, to fly fast and to tow. W ills Wing wanted ro design a glider that would address the penetration limitations of the Falcon and still be docile and easy ro fl y. Thus began the Eagle project.

H AN G GLIDI NG

Achieving the design goals meant more than making cosmetic changes or simply decuning an existing design. The Eagle is a medium-performance, double-surface glider with moderate sweep and aspect ratio. Every effort was made to minimize the additional complexity normally associated with double-surface designs. The Fusion-derived airfoil has approximately 60% double-surface and spores full-length Mylar leading edge inserts. The airfoil is defined by a single nose barren with seven mp-surface battens per side, rwo undersurface battens and a single tip batten per side. There are no washo ut struts to mess with so secup time is only slightly longer than a Falcon. The Eagle comes standard with a conventional speedbar basetube, and assem bling the glider requires tl1e installation of a single corner bolt and wing nut. I tend to drop wing nuts and safety rings so I recommend plunking down the extra $85 to upgrade to the justmo-cool optional fo lding basetube.

One feature that sets the Eagle apart is that it comes with a vertical fin as standard equipment. The fin quickly plugs into a set of holes at the rear of the keel and secures with Velcro. I made the majority of my flights with the fin attached but also made a few flights sans fin for comparison purposes.

The Eagle has neutral static balance, and at less than sixty pounds it rests easily on your shoulders. Unlike some other gliders that have excessive pitch-up tendencies when the winds pick up, the Eagle remains aerodynamically balanced when held at low angles of attack in moderate winds . The combination of easy balancing and not-mo-loose lower rigging mal<.es fo r a nice-launching glider. All of my flights were from slopes so I wasn't able to observe how the Eagle tows. Typically, the issues I've encountered under tow are pitch pressure and the ability to track the towline, both of which I'll address now.

Pitch pressures are light to moderate and progress nacurally as you depart from trim conditions. Only at greater than three-fourths full forward did I find that I needed more than finger force. I was pleasantly surprised to discover that extended high-speed glides don't require Schwarczenegger triceps. The Eagle Vne (never-exceed speed) is 53 mph and the Va (maneuvering flight /ro ugh air maximum) is 46 mph. I hook in at 185 pounds, and with full arm extension wo uld hit 45 mph JULY 2000

25

before stabilizing at 39 mph. I could get an extra couple of knots if I pulled my knees forward in my pod harness.

The Eagle slows down well , and gradual, level decelerations are characterized by an increasingly sluggish roll response. Stalls are straightforward and docile. Unlike drum-tight gliders, the Eagle can be held in a fully-stalled mushing descent while still responding co lateral weight shift (albeit at a very slow race) . The nose will drop, and stall recovery is immediate when yo u relax yo ur pushouc. Turning stalls are also docile with good pitch pressure feedback and no tendency co spi n, drop a wing, or abruptly roll out. Ifl forcibly held the Eagle in a turning stall it would eventually wrap up into a high-speed, tighcly banked spiral. I rate che Eagle's stall and departw-e characteristics as outstanding.

26

One of my criticisms of tl1e HP AT was the unstable lateral/ directional oscillation encountered at higher speeds wiili the VG loose. T his "looseness" is presenc co a lesser degree in many intermediate gliders and can be a primary contributor co certain models being labeled as difficult co aerocow.

Gliders can be made co track better with the addition of a vertical stabilizer at the aft end of the keel, but mis usually comes at the expense of other flying qualities.

I spent some time investigating the handling qualities at max speed with and without the tail fin. Even in turbulence, wiili che fin installed, the glider cracks straight and true without piloting input.

Try as I might, I couldn't even induce an oscillation with aggressive, in-phase, sideco-side lateral movements. Without the fin I could still track a straight lin e in smooth

ai r without input. Moderately banked oscillations could be induced by either my aggressive "stupid pi lot" technique or moderate turbulence. In all cases che oscillation would cease immediately upon countering the roll. In face, the glider wo uld straighten out ifI simply spread my hands apart on the basecube and held my body still. I rate the high-speed, lateral/ directional scabiliry as excellenc with the fin installed and good without ic. I am confident the glider will be easy co aerocow.

If a glider isn't easy co fly into and out of turns then it isn't fun co fly. I evaluated the Eagle's abiliry co do coordinated 30°ban ked turn reversals using a minimumalticude-loss technique. Simply meas uring the time co reverse does not paint an adequate picture. Other factors chat contribute co a pilot's assessment of a glider's H ANG G LI DING

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turning ability include the time delay fi-om the initiation of the weight shift, the instantaneous and average roll rates, and the amount of skidding and slipping dur-· ing the turn. The Eagle responds much more quickly to roll input than the higherperforming gliders T have evaluated, beginning the turn virtually simultaneously with the initiation of weight shifr. Since you do not have to hold your weight ''uphill" for a second or two awaiting a response, the perceived roll forces arc light. 1\ natural amount of adverse yaw initially occurs, but the glider rapidly aligns with the relative wind. The lack of yaw oscillations means you aren't being physically tweaked by cyclical lateral accelerations and that makes it easy to stay centered in the control bar.

'The Eagle has more roll damping than high-performance wings and quickly setdes into a moderate roll rate. The nearconstant 15°-per-second roll is very predictable, so it is easy to anticipate and be precise with your rollouts.

The combination of neutral spiral sta· bility and smooth roll response makes the Eagle extraordinarily easy t:o keep in a smoothly banked turn. T made a flight in very unstable pre-frontal conditions and enjoyed over a mile 01 alrirudc gain from part way down the 750-foor hill. I found it easy to thermal with one hand despite the turbulent l 500-fpm thermals.

I made several flights without the fin installed bur wasn't able to do any quantitative testing. 'The only thing T observed was that the lack of the fin appeared to slightly destabilize the spiral and slightly increase the workload while thermaling. ln fact, my big surprise was that the fin did not seem to make the glider sluggish or hurt the handling qualities or performance in any way. On the contrary, the fin appeared to make the Eagle even more enjoyable ro fly at low speeds and in turns.

I did a single extended glide for the sole purpose of comparing the glide performance to that- of a Falcon 195. We headed out wingtip to wingtip at 25 mph, and the Falcon slowly sank about 30 fpm faster than T did. After a couple of rninures I spiraled back down to his wingtip and we accelerated to 35 mph. The effect was dramatic; the Falcon now dropped away at an estimated 150 fj)m. It is apparent that Wills Wing has met their performance objectives with flying colors. The Eagle's performance is likely close to that of the original Comet, and I will not be surprised

28

when one breaks the 200-rnile barrier.

Remember that pre-frontal day?

Despite 25+ mph winds l had no trouble going downwind to Crestline and then flying a triangular out-aud--back course. l n fact, the only limiting factors on that flight were cloud base and the agreed-upon landing time. Speaking of cloud base, I had to work hard to escape it. Even at full speed the Eagle was still climbing. Throwing it up on a wing and not pushing out allowed for a quick, slipping spiral down to a safe altitude.

I normally make rhe assumption that an increase in performance means an increase in landing difficulty, but that is not the case with rhc Eagle. The glider has a broad flare window and is toleranr of different techniques. Surprisingly, I found the Eagle easier to spot-land than the easylanding Falcon. There isn't much you can do if you find yourselflow on short final on a single-surfr1cc glider. With the Eagle you can dive through the wind gradient into ground effect and extend your glide without the topless concern of gliding on forever. Conversely, in smooth air you can slow it down to degrade the glide while maintaining lateral control. Ou my first

flight on the glider I nailed the center of the spot with both feet, something l had not accomplished on a hang glider in more rime than J care to admit. The Wills Wing test team conducts a spot-landing contest every round of' flights. The one trend they have identified is thar it doesn't matter which pilots arc in the round, the pilot on the Eagle tends to be the winner.

The Eagle offers a great compromise between perfrmnance, fi.m and ease of flight. With the fin installed the Eagle is virtually just a higher-performing Falcon.

Even without the fin, the Eagle still requires significantly less skill than an intermediate wing. Would I recommend the Eagle as a good second glider for more experienced pilots? For my money, they may want to give serious consideration to making the Eagle their primary glider.

Currently the Eagle is only offered in the 164 size. J\ smaller prototype was pan of the development process and should be ready for the market in the noHoo--distant future.

A larger model will eventually lclllow.

The author welcomes reader comments. He rmiy be reached at stucky_mctrkrlhf.l()tmail.

com.

Ed.• HANC CUDINC

II

ilots who frequent Lookom Mm. Flight Park arc ve1y familiar with the diversity of pilots who fly there.

They come from all over the world to I nokout to experieuce its great spring thermals, reliable ridge lift, magnificent autumn colors, or sometimes imoxicating Wonder Winds. Quite a spectrum of pilots can be seen here, male and female, from new, doe-eyed mountain pilots ro older, seasoned "Ramp Dogs."

However, as our pilot population ages, the younger pilots really stick our. Those of us who have been flying for 2.0-plus years almost seem 10 marvel ar them. l'irst, we're happy to sec the new blood and those who will carry on our sport.

Second, we sec these pilots and they remind us or our own bold, brash youth.

We observe their flying, not wanting to interfere too much, bur offer, on occasion, some advice or tips to keep their flying safe and enjoyable.

Now and then we'll sec a pilot who is even younger than average a wonder kid, ir you will, who comes on the flying scene and amazes everyone with his abilities. You look at this youngster and think, "Wow! Here's a 12.-year-old who is a pilot!"

Craig Ogle is an average-looking, allAmerican kid. I first met Craig in the landing field ;n Lookout on a summer's afternoon last year. It was a light and variable day and rhc only way ro get any alri· tudc was to acrotow. Craig was driving the four.-whccl-drivc bunch can retrieval vehicle and was enthusiastically retrieving the bunch dollies after someone took off [ thought that he was the son of a pilot that was flying that day.

Well, I was partially right. As it turns out, Craig is rhe son of Mark Ogle, a novice pilot with only three months more hang gliding experience than his off. spring! J overhead a pilot asking Craig bow he liked his new Falcon l40 and, somewhat surprised, I inquired if he, too, was a pilot. He told me that be had just made his ninth mountain flight and his dad was up to around 2.0. Craig, it seems, was intrigued with hang gliding and got the desire to fly by watching his dad during lessons and his eventual mountain flight. Craig wanted to fly, so a tandem flight with Super 'fandem Dude, Mike Labado, was in order. This was like ]UIY 2000

article and photos by.John Stokes

shooting lighter fluid in a wastepaper basket foe and Craig signed up for lessons right after this flight.

Craig's first lesson was in early June and he apparently adapted quickly to solo flight. By July 18, 1999, Craig took his first solo mountain flight and became Lookout's '77th pilot in '99 to graduate to Novice Mountain Pilot status. When asked abom what he likes about hang gliding Craig said, "I like to sec things in a different way. Flying is graceful and it is peaceful and quiet." 1-Iis dad, Mark, agrees and added that he "likes everything about hang gliding!" Think about this: Craig is one of a few pilots who will literally outgrow his glider! As of this writing, Craig has made close to 30 mountain flights, with several one-hour-plus soaring flights, while Mark is approaching 50 flights. This father-and-son duo should h;we many years together as flying part·· ners. Who knows, maybe in 15 or 2.0 years Craig might have a son or daughter to join granddad and him in the skies over Lookout.

In Craig we've seen the younger side of our sport, so now we turn to youthful-· ncss. Chances are that if you've flown

Lookout you've probably either seen or mer Joe Sachno. Joe is a youthful 67 years old and looks like he could be Bea Arthur's brother. Joe has a slight Ukrainian accent, which is appropriate since he was born in the town of Lviv, Ukraine in 1932.. Joe and his family ended up in Germany and in 1945, when the Americans liberated the country, Joe's father went to work for the U.S. Army as an electrician. l n 1950, at the age of 18, Joe and his family boarded a Naval merchant ship to the U.S. and wound up in Greenville, Mississippi. I'm sure he cxpe· ricnccd a little culture shock, especially in the language department. Joe had to adapt his cars to interpret the good ol', deep-fried, southern "Merican" way or speaking. But, adapt he did. He was lucky enough to come here before the Cold War was ar permafrost level, so he experienced very little hostility.

Joe's family eventually "fled" Mississippi for the security or Newark, New Jersey. There he completed his high school education at night as he worked in a factory during the day. Joe then wen I to college and got his degree in engineering. He moved several more times and lived in

29

1111

Joe flnd his Fusion over loohout Mtn.

places such as ClcvcL111d, Akron and Houston, and in 1958 landed in Seattle and worked for Boeing for a year and a half Joe's first stay on the West Coast didn't last very long. He went back to Cleveland and eventually got married.

Nineteen eighty-six saw Joe's rcrurn to rhc west to San Jose, California where he went to work for PMC Corporation as a mechanical engineer. FMC: makes Bradley Fighting Vehicles which Joe describes as a cross between a personnel carrier and a tank. /\lso in 1986, Joe saw something in San Jose that changed his life a notice 011 a bullcriu board about hang gliding lessons. Ile went our to the flying school to warch and thought the pilots were a little crazy, bm the nying looked "very interesting." So, at rhe age of 54, when most people arc contemplat· ing retirement, Joe signed up for lessons with Jim Woodward and Dan Murphy of Mission Soaring Center.

Joe described his training hill days as, 'Tiell, but worth itl" He purchased a Dream 205 and flew many of the sites in

30

the Bay Arca including Fort Funston and Ed I ,evin. During this time, after his stint ar FMC:, he started a small electronics repair company, but unfcmunatcly it short··Circuitcd afrer just a short time.

When asked abom his biggest flying adventure in California, Joe recalled a day of flying at Big Sm when he made a unwanted landing in some really tall rrccs. "I spent from one o'clock in the afternoon to ten o'clock at night in a tree whose first limbs started at 60 feet! The reason I stayed up rhcrc so long was there was a really imponanr football game on TV. This g:1me had the mountain rescue team tied up for homs!" .Joe's next glider was a Magic IV l He took this glider with hirn when, in 1CJ<J2, he moved to Atlanta to live with his brother Walter. He moved to Atlanta 10 be closer to Lookout, where he flew 011 weekends. Dming this period he destroyed his Magic in a crash at Lookout. "It wasn't very Magic for me!" Joe remarked. He eventually got an I IP 1.5 and it was at this time that I first made

his acquaintance. l n 1994, .Joe moved to the J ,ookout area and started work for Matt 'Jaber at Lookout Mountain Flight Park in the sewing shop. While in the sewing shop he made his harness that he still flies with today. Matt eventually took him out of the sewing shop and had him test-flying new gliders. Joe also helped Matt design an ultralight tow plane. Joe became an instructor and spcllt many days reliving his training-hill days vicariously through his students. "l even helped them carry rheir gliders!" he declares.

I\ few years ago I went to l ,ookou t to get certified as a Basic Instructor. During one of the days l was out on the hill for my Apprenricc reaching lessons, and Joe came om to observe and assist with some of the instruction. I asked him how he was doing and he said, 'Tm rircd! I stayed up too !arc last night." "Did you have a hot date or were you just tying one on?" I inquired. "Oh, nothing like that, I just played Ninrcndo 100 long." 'fo me, that represents the youthful side of Joe. I guess if you think old, your body will follow. Joe is in pretty good shape for someone in his late GO's. When he plays volleyball he puts guys in their 30's a11d Ii O's ro shame. Joe says that he docs foci older at times. "I'm a litrlc slower than I used to he," he says. If he's slower now, he must have been a dynamo when he was younger!

Joe is c111-rcnrly an J\dvanced--rated pilot and flies a 150 h1sion. He also owns a 155 XC and a Stealth Wl Ii. (He is proud of and impressed with the Ukrainian glider.) Joe flies several times a week when conditions arc right, and bis zest for life is infectious. I recently over-heard some friendly banter between Joe and Mike Wall, a11ochcr lookout regular and LMFP employee. Mike saw Joe walking over to set up his glider and said, "Joe, you old bastard!" Without breaking stride, Joe's reply was, "Mike you young bastard, but your gonna be a bastard a lot longer than me cause my rime is almost up!"

I rather doubt rhat! Ten years from now they'll probably still be exchanging banter. M ikc will have aged a bit, bm T'rn sure Joe, with his yomhful spirit, will laugh, clip into his Super h1sion 2010, and launch into yet another strong soaring cycle. I hope when I'm Joe's age I'll still be as young! Ill HANC GLIDINC

- - -- - - -- - - - - - - 1

More On

' p SL I

s

And

by Steve Seibel

I hope that many ofyou enjoyed my article 'A New Perspective on Hang Glider Turns" in the February 2000 issue ofHang Gliding.

Im glad to see that I've sparked some discussion ofthese ideas (see Dennis Pagen's critique in the April issue) and I'd like to revisit these topics once again as I know that these ideas are challenging on the first pass through.

I

'Ualso offer comments on so me specific

points that Dennis made. I know that mosr hang pilors rake a practical, jusrdo-ir approach to flight, bur now rhar these topics are "out on rhe rable" I'd like to rake just a few more pages to help build a bercer understanding of how our wings work.

My February article dealt with a very

34

basic question: As we pull in or lee out che bar in a turn, does this have an effect on sideslip and yaw coordination? I began by giving a careful definition of sideslip as the sideways airflow created when che nose of a glider is poi ming slightly toward the outside or high side of a turn. This sideways airflow exerts a sideways force on th e glider,

which slows che turn rare and rends co swing the pilot toward rhe low side of the control bar. I explained how sideslip can be observed in a yaw string (telltale) and a slipskid ball or bubble. I relared some experiments chat I carried our in my Spectrum bang glider, a sailplane, and an airplane. In these aircraft sideslip occurred mainly whi le I was rolling into a rum (i.e., while the bank angle was increasing) and I suggested thar this was due co the combined effects of roracional inertia in rhe yaw axis, and adverse yaw . The latter seemed to be minimal in the Spectrum . Skid was seen while rolling our of turns. (In the rhree-axis aircraft, rhe rudders were nor used in these experiments.) In none of these aircraft did I see a link berween pirch inputs and sideslip.

These findings are ar odds with the general understanding of sideslip amo ng hang glider pilots. We seem to believe that aircraft show a general tendency to slip whenever a turn is nor correctl y "coordinated" in the pitch axis, i.e., wheneve r the G-loading is less than "required" by the bank angle, and the flight path is arcing downward, and the airspeed is rising. An all-our aerobatic lesson in a sa ilplane will quickly refute this idea - it will be clear that the deflections of rhe yaw string and slip-skid ball are largely independent of rhe dramatic and obvio us changes in G-loading as various radical maneuve rs are flown. As hang pilors we often fa il to distinguish berween a general sensation of falling or divin g due to inadequate G-loading, and a definite swing toward the low side of rhe bar which is tl1e mark of a sideslip. I chink that many of our magazine ar ticles and ffaining handbooks show some co nfusion about the basic physics of turning fli ght. The key points of interest are the ner force on an ai rcraft in a turn at various G-loadings, and whether the pi lor will "feel " a tendency to swing toward either side of the control bar, and whether rhe ner fo rce on the aircraft wi ll dri ve a change in the yaw rotation race which in a rudderless aircraft will involve a temporary slip or skid co mponent in the airflow. In my February article and my on-line article, I believe that I give an accurate treatment of these points and show why sideslip is driven primaril y by changes in bank angle and is general ly not affected by changes in Gloading due to pitch inputs.

In fact, I believe that our training materials and USHGA exams couJd be made both simpler and more accurate if we simply omitted many of the current references H ANG GLI DING

to sideslip. In many cases we should srick ro terms like "minimum sink speed," "high speed," "constant speed," and ''accelerating" or "diving" to describe various types o/" turns. These words arc clear and accurate and apply across the whole spectrum of hang glider designs. When rhc word "coordination" is used, we should be very clear whether we mean roll control to hold a constant bank angle (rhis is a loose but common usage), pitch coordination which controls our G-loading in the short nm and our airspeed in rhc long run (rhis is usually what we mean in the hang gliding context), or yaw coordin:-nion which is the prevention of sideslip and is largely beyond our control in a rudderless aircraft. Clearly we need to teach students about the relationship between anglc-of~auack (bar position) and turn performance, and also about :-ill the nuances of the sensations that they will foci in flight, includil!g the way that changes in C-loading relate to ;1irspccd con· trol. All these ideas can be communicated effectively and accurately without any rcfcr-encc to sidcslip. By the way, I'm not the lirst to have these thoughts; one hang gliding instructor has recently told me that he has been using a similar approach in his own teaching for many years. When we do talk about sidcslip I think we can improve the accuracy of our discussion, regardless of how deeply we choose to delve into the underlying physics.

The complete details of flex-willg aerodynamics arc very complex and J'm not arguing against the possibility of a coupling between pitch inputs and sidcslip in spccilk maneuvers in specific gliders, as long as this can be demonstrated through observations of a yaw string and slip skid bubble. Dennis Pagen and others have noted to me that particular high-pcrfclrmancc gliders such as the CSX will lose a grclt deal o(altitudc if the pilot pulls in 1hc bar while banked, but arc much more docile if rhc pilor pulls in fost and then banks. Again, J would emphasize the need to check out such dynamics wirh a yaw string before concluding that rhcy do in fact involve sidcslip in addition to the obvious changes in G-loading and airspeed.

In cases where particular gliders do show a correlation between pitch inputs and yaw coordination, I suspccr these dynamics also involve changes in the roll rate. For example, high-performance "blade wing" gliders have a lot of rotational inertia and adverse yaw, and so arc designed with a ]ULY 2000

Author Stevr Seibel hewing a blc1st in the Super ftotiler !11 Wa/lriby Ranch. lot ofanhcdral to increase roll response.

With enough anhcdral, such a glider will actually be unstable in roll, by which I mean that it will show a feedback effect between sidcslip and roll when rhc pilot makes a roll input or a wing is lifted in turbulence. A c:uchd look at the geometry suggests that the anhcdral effect might be signifrcanrly stronger at low angles-of. attack, so we might simultaneously drive both slip and roll by pulling in the bar while rolling. I need to emphasize that I've reached the hypothetical stage here; [ don't have experience with high-performance "blade wings" and don't know whether any actually behave this way. The real point rhat I'm trying to drive home is that we can't begin a thoughtful conversation about such interactions umil we set aside our prevailing idea rhat all gliders sidcslip whenever a turn is "uncoordinated" in pitch, i.e., whenever the C-loading is not properly matched to rhc bank angle. Nor can we make accurate observations in flight unless we arc clear on the difference between the sensations caused by G-loading changes and pitch-axis dynamics, and the sensations caused hy sidcslip.

Now I warn rn rake some rime ro briefly address some specific commc111s in Dcnnis's critique in rhc April issue. I stand by my statements about yaw rotational inertia and believe thar the rotational inertia of the glider plus pilot plays an irnportant part in yaw and roll dyn;unics. My basic analysis ol' the relationship between pitch and sidcslip is in no way based upon the assumption rliat adverse yaw is negligible, though it did

appear to play a minimal role in my Spectrum. I'm well aware that many hang gliders show more adverse yaw, as well as more rotational inertia, than rny Spccuurn. My Spectrum showed rhc most sidcslip once ir achieved a high roll rare, about one second after l started a wcighr--shifr roll inpnr. Tei me this suggests rhat yaw rotational inertia was more signi/Jcant than adverse yaw in rhis glider; at any rare there was a marked cl clay between the sran of my roll input and rhc resulting indication ofsideslip in all the yaw strings, including the primary one 60 cm in front of the base bar. This delay also showed that the yaw strings were not simply reflecting the local change in the airflow around my body.

Dennis asked ifl believe that a pilot will feel a force to one side when a wing is suddenly banked. My answer is that ir depends, but not upon what is happening in the pitch axis. Rather, it depends upon whether rhc aircraft is now in a smooth turn which is coordinated in the yaw axis, or is feeling a sidcslipping airflow due to the effects of rotational inertia or adverse yaw. When a wing is suddenly ripped by turbulence, the aircrah and pilot experience a slipping turn until yaw rotational inertia is overcome, or until the aircraft returns to wings-level. Sec the sidebar "Balancing yaw and roll stability" in my h:hruary article for more on this.

In case I haven't made it clear by now, I dis;igrce with rhc oft-expressed idea that "you can't st-;u-r a turn unless you make: a pitch input."

In my 1:cbruary article I included some notes on the subtle yaw string deflections seen in steady, constant-speed, constantbanked rnrns in my Spectrum. I'm sure that Dennis was correct ro point out that these cbaracrcrisrics may differ markedly from one glider to another. A complex and inter· related web o/" factors determine whether a glider will show a slight slip or skid in a steady turn; sec die latest edition of my on· line article for much more on this. The discussion about co11stant-spcccl, constant banked turns is really a separate issue from the question or how a glider behaves while rolling into a rum or while the C-loading is changing due to a pitch input. Again, in relation to Dcn!lis's critique (sec his Figure I): l did take airflow curvature effects into consideration, particularly in constant· banked turns. In fact, the most interesting and comical aspect of this whole investigation was the sight of my glider with yaw strings flying from the "bowsprit," base bar

"probe," and the rear of the keel, and the gyrations l made to view the rear yaw string while holding the glider in a steady turn.

Airflow curvature effects were visible in the positions of the yaw strings in a sustained, constant-banked turn, but were masked by other, larger slip or skid effects while the bank angle was changing.

As a side note, I was thinking about some of these dynamics quite a bit during a recent visit to Wallaby Ranch. It was obvious that many pilots preferred to fly with-

out the fins that new students use to learn aerotowing, saying that many gliders roll poorly and don't thermal well with fins. l n general I would actually expect a fin to increase roll rare by damping sideslip (sec the sidebar "Balancing yaw and roll stability" in my February article frir more on this), but the opposite would be true in the case of the hypothetical, roll-unstable "blade wing" with extreme anhcdral that we mentioned earlier. l took a couple of tows in the calm morning air (again, in my Spec-

trum) to look at roll rate with and without a fin, and found no measurable change. It is clear that a fin could markedly affect the way that a glider "grooves" along in a sustained, constant-bank thermal turn, as a subtle change in rbe slip or skid angle could also change the roll input required of the pilot. Again, this effect could vary markedly from one glider to the next, depending on the precise d ircction of the airflow at the rear of the keel. Some pilots at Wallaby stated rhar they preferred to sec a bit of skid

'N

......

Figure I. Turn "coordindted in both pitch tJndytJw. 36

Figure 2. lntJdequtJte G'-!otJding

Figure 3. Sideslip.

HANG CUDINC

to achieve a higher turn rate for a given bank angle. This point requires some care-· Fu! thought: ls the skid really doing anything to decrease the sink rate at a given rurn radius? This gcrs back Lo ;1 question l raised in my February article, "How much side frirce, and how much drag, is created by the spanwise airflow when a hang glider slips or skids?"

By rhe way, I've reevaluated my anempr in my first article to quantify the side force and drag produced at a given slip angle in a hang glider and in a sailplane. The side frm:e produced by rhe hang glider appeared to be at least one fifrh of that produced by rhe sailplane, which would still be rather large considering the difference in the aircrafr weights and shapes, bur less than I origimlly reported. ·Like the whole calculation with a large grain o/' salt, and sec my Web article fi:ir more on this.

Gerti ng back to one more issue raised

by Dennis: In my earlier anicle I note that in my Spectrum, due in part to airflow cm·· vature effects, in an accidental excursion into cloud a yaw string will actually provide more information than other slip/skid inclicators such as a bubble level or floating compass ball. l need to emphasize again that the subtle slip/skid characteristics in a constant-banked turn may be quite different from one glider to the next, so this idea should not be generalized to any other glider withour careful thought and experimentation. l completely agree with Dennis\ warning that any such gadgets would be of very limited value in any real turbulence; in my opinion any imcnrional flight inro clouds without the aid or gyro instruments is foolish.

The question, "What is the best way to achieve a high sink rate in a hang glider?" appeared both in my original article and in Dermis's critique. I'll briefly relate an

unusual experiment that I carried out in an airplane, with a low power setting, my feet off the rudders, and the control yoke free to move in the roll axis hut Gxed in pitch (i.e., no pitch "coordination" inputs were possible). I irnmediately saw that rhe pitch axis dynamics operated on a longer time scale than the yaw dynamics; sideslip was seen mainly while the aircraft was actually rolling, while the airspeed and G-loading continued to rise for about ten seconds each time a steep bank was established. The observations o/' sink rate were taken over many thousands o/' feet of altitude loss; looking at the sink rate at any given moment would have led to quite different conclusions due ro the complex, dynamic interplay between airspeed and C-loading.

For example, every time the aircraft w;:is rolled into a steep turn the nose dropped sharply and then began to rise somewhat as the airspeed and G-loading built up and

Dedicated to Frcmds Rogallo Over SOO pages more than 100 contributors (im::ludes S/H)

Editc:m,: Jim Dog) Palmieri & Palmieri Illustrator/Cartoonist: Mike Vorhis

]ULY 2000

37

the glide path began to stabilize. When I rolled from a fast, steeply banked turn to the left into a similar mrn to rhe right, the nose rose sharply due to the excess airspeed and G-loading as the aircraft passed through wings-level, and then dropped sharply as described above as the h;mk angle steepened agai 11. On one of these reversals, I stopped the roll in the wings-level position which triggered a truly dramatic series of pitch oscillations as the excess speed ;md Cloacl bled off. I attained the highest average sink rate while holding the aircraft in a steep (GO-degree) bank. I also tried revers-ing the turn direction each time the airspeed and C-loacling peaked our; in rhis case the average sink rate was slightly less, presumably clue ro the lower average bank angle and a lower average airspeed. I also tried keeping the aircrafr const:rndy rolling between left and right 60-degree hanks to take the most adv:rnt:1ge of' the slips ;md skids created while the hank angle was changing. This method produced by far the lowest sink rate, again presumably because it involved the lowest average bank angle and airspeed. Clearly the slips and skids produced by adverse yaw and rotational inertia as the bank angle changed did not contribure a great deal LO the overall drag of

the maneuver, even with a fuselage and fin to "feel" the Cull force of the sideways airflow component.

These experiments gave a good illustra-tion of why we usually let om the har while rolling into a turn in a hang glider: Even if we want to end up in a fast, well pulled-in turn, we will accelerate more smoothly and avoid a dramatic pitch-down motion if we let the bar our a bit while the bank angle is changing. These dynamics in rhe pitch axis need not involve sideslip and yaw coordination; we arc simply stretching the total airspeed change our over a larger time span, and damping out any oscillations which might actually take the airspeed aliovc our target value.

How do these observations relate 10 the sink rate question in a flcx-wi ng glider?

When any aircrafr is in a tight, steeply banked turn, the curvature of the airflow in the pitch axis "pushes" up on the rearmost surfaces and so tends to lower the nose ,rnd decrease rhe overall angle of nmick of the for a given position of the control stick or control bar. At hang glider airspeeds and tllm radii this airflow curvature will be particularly noticeable, yet a flex wing will twist under load which will somewhat lessen the decrease in angle

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313

of attack. Also, a hang glider's lift/drag ratio will tend ro decrease as the whole wing distorts and "sheds G's" under load.

We also need to consider the effect of' a linkage between pitch inpms and sidcslip in any gliders where this can in foct be demonstrated. Considering all these effects, I would guess that for most hang gliders a sustained, steeply banked, folly pulled in spiral would the highest average sink rate over a long rime period, bur I'm awa.re that Dennis Pagcn's analyses and experiments support a method that involves pulling in the bar and reversing rhe rum direction each time the C-load and airspeed reach their peak. (Dennis rcccmly told me that be did these cxpcrimellls in a Sensor and a [(lassie.) At some point when I have lots of altitude ro burn I intend to further explore this question both 011 my Spectrum and on a higherperformance wing. By the way, I'm presenting this primarily as a point of aerodynamic i nreresr. l )cnnis's comments on the dangers of vertigo arc well taken, :md at any rate I'm well aware that in very strong lif't a glider must be flown out of the rising air mass before it can descend by any method. I should also emphasize that I'm not recommending any radical turning maneuvers for any gl icier that actually enters cloud.

At I his point I've taken up more than enough "bandwidth" in this magazine with my musings. Sec the latest edition of my on-line article at hnp:// dan imal.ats.orst.edu/VallcyVille.ht ml for much more on all these topics.

Believe it or not, my interest in these qucsrions began several years ago not as an aca-demic exercise, bur rather while trying to reconcile sorr1c details of whar I was rcad-ing in the (generally excellent) training h;indbooks with what I had experienced in flight in other aircraft and was just beginning to experience in hang gliders. I'm interested in learning more about all the experimemal work already done in flexwing dynamics, and in doing more experiments of my own on other wings. All my comments arc made in rhe spirit of inquiry, and T'm happy to discuss any of these points in more derail. I'll sec you all in the air!

The author may be rerJChed at seibel999@hotmail.com. h'd 11111

H1\NC GLIDJNC

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~ H t ! 1l.S. 1vat{ontT! Clwnpion)

USHGA SANCl=IONED COMPETI-TIONS FOR 2000 Lakeview-Nationals JuJy 16-22 (Class A) Lakev1ew,--Oregon G. eadows 252.480.3552 gwm@justfly:com ww .justfly.com Lone Star Champlonshij>s August 13-20 (Class B) Hearne,Texas Steve1J~rns 281.471.1488 sburns@alphal.ne Pan Ameri _ A) August 27- Sep · , er 2 Dinosaur Colorado G.W. Meadows 2 2 480 3552 www"Justtly:-com The SHGA encourages the participation of q~ilots in the above competitions. Contact the names associate~ach meet for more infonnation

© 2000 by Dennis Pagen, photos © 2000 by Lowell Tindell

The recent installment of the Wallaby Open was Like a four-course gourmet picnic. Each flight allowed us to savor the different aspects of flying in the Florida sunshine. We played, partied and piloted whil renewing.friendships and crowning champions.

A p,il;,,h, rime to head to Florida, for T-shirt weather beckons and cumulus pathways adorn the sky. Last year's perfect record - seven X-C days in a row - was hard to match, so we fow1d alternative entertainment on those days when a windsock full of westerlies kept us grounded. "Alternative" means biking, hiking, golfing, communing with Mickey, paint-ball wars, swimming poolside or hitting the surf. Bur we were there to fly and chat we did.

T he first day looked promising and the task call sent pilots north to Quest Air, so uthwest to Fantasy of Flight, then back to Wallaby. An unexpected thunderstorm spread out on the second leg and shut everyone down. The real sto ry was chat three pilots, H ans Truttman, Manfred Ruhmer and Luis Niemeyer, managed ro

skin the sro rm to fly east of Wallaby (the tw·npoint was 10 miles west), then back west into the wind. Ir was a bold, insightful move that nearly got them to goal.

The second flight rook place in strong westerlies. The task was a 48-mile flight due south ro Avon airpark. Manfred again won the task for the flexies while the rigid leader was Hans Trunman. No surprises there.

Wi nd wiped om the third comp day, bur the next roLmd was a fme flight stretching 107 miles south ro the Labelle airport. early a third of the entire field made goal with many happy pilots achieving their best personal distance. The ro und was won by Manfred Ruhmer (flex wings) and Hans Truttman (rigids) . Luiz Tiemeyer and Berhino Schmitz on flex wings and D avis Straub and D ave Sharp on rigid wings had great flights, finishing in the listed order.

Ir was this day that Ma Nacure chose to display her caprice. I was sitting in the

Wallaby Pole Barn lounge with Steve Rewolinski watching the activity along the line of some 70 gliders positioned for launch. Suddenly, grown men started whimpering and sprinting toward their thrashing wings. A powerhil, persistent dust devil was marching along the line, flipping gliders one hy one. Where I come from, dmr devils like to veer into a flock of sitting gliders, wreak a lirrlc havoc and move on. Not this one. It progressed along rhc entire line of vulnerable aircraft. Steve sat next to me lesrifying, for he was too Far away 10 do his glider any good. I !is mo110logue went something like this: "Oh look at that one. ( it's still going. Man, who's glider was that. Oh oh, it's getting close to mine. Aw ... there ir goes. Whoa!

Who was that?"

Who "that" was turned our to he my wile Claire. In an attempt 10 hold her glider down against superior odds, she was picked up bodily and flipJ>ed high in the air. She hit hard but had to scramble as ]UIY 2000

TOP TEN FLEX WINGS Jcaro MR 2.000 Icaro Laminar Aeros Stealth

AlJT BRA BRA BRA AUS

Pedro Matos

USA BRA BRA USA USA

Icaro Laminar

Pmis Williams Glen Volk

Hans Thittman Dave Shard

TOP TEN RIGID WINGS Air Atos Air Atos Air Atos Ghostbuster Ghostbuster

CHE

USA USA DEU USA

3165

3024 2980 2896 2848 2676

3368 3010 2969

4]

glider mortar rounds pounded all around her. She could shake off the physical abuse, hut her glider suffered two serious leading edge wounds and broken hattem. With rhe miracle of duct tape and barren splints we had her ready to go within liO minutes.

Other gliders suffered damage as well, and a few pilots couldn't repair in time to get airborne. 'fhe fomrh task turned out to be the last. The call was a 71 -mile triangle, west, north, then back. Over half the field made it and that night there were many happy pilots recounting their successes or bouts of bad luck. The day's aces were Manfred Ruhrner and Brian Porter.

After such good flying everyone was pumped to fly well and finish hard. But it was not to be, as unfriendly pressure sys·· terns set up ro whip vigorous winds dean across Florida for 1wo days and nights. The safety director, Malcolm Jones (AKA rhc organizer), had a heartbreaking decision to make when he cancelled the last two days of flying. Bur judging from the expressed sentiments of most pilots, it feels good to be in a meet where you never have to wor1y abour being pushed imo iHy conditions.

This year we came together with 67

44

flex-wing pilots and 20 rigid-wingers. All the new Class T gliders where represented while the Atos and Chostbusrer filled om the Class JI field (along with one Swifr, an ESC, an Exxtacy and one Millennium).

There were 3:5 foreign pilots from eight countries. lt was almost a mini-world meet. Naturally, Manfred Ruh mer won, but the hot Brazilians took second, third, fourth, scvenrh, eighth and twelfth. Are they stoppable? The U.S. ream is inspired to duplicate and bcncr the Brazilian suc· cess with a concentration on team flying, organization and practice. They deserve our support with such determination.

Manfred is another story. Since the flex and rigid wings flew the same tasks (with windows an hour apart), we can make a lit· tic comparison. Based on time, Manfred on his trick [ .aminar MR 2000 would have won the rigid class with his flex-wing performance. His times on tasks two, rhrec and four were faster than that of the Class I winners.

'T'he Wallaby Open series is a tow meet, first and foremost. But we, the patrons, don't just go there to nm a few more rounds. lt's the ambiance that brings us back and keeps us feeling w:mn and cozy.

Besides Malcolm and his able staff hired··· gun meet director J.C. Brown and his sidekick scorer Mr. Sunshine Moehn, lend their considerable expertise to the fun and fonction of the affair.

One of the highlights of the Wallaby format is breakfast and supper at tbc ranch under the big top lent. T'he fare is luscious food prepared by Jeremie Hill, C.H.E.E and his minions. The price for all you can devour: five dollars. Every day.

This year we all got a nice set of speed sleeves, a tote bag and another Lori Sanchez original artwork T-shirt as pan of the entry. Add to all these amenities little items like a repair facility, a flying shop, a scrcened·-in lounge, multiple bands, free beer nights, a group of dancing ic.)ols, a troupe of lovely ladies (ancl men for the minority fomale pilots) and a hos1 of aero· 1ugs with cager pilots waiting to row you up day and night, and what more could you ask for? How about a welcome as big as the Florida sky which stretches from Texas to the west coast of Spain?

Our final advice: Register early next year for more hm, more camaraderie and more X-C airtime. Life ar Wallaby is a gourmet picnic without the ams. Ill HANC Gllf)INC

PRl_q!;

:zooo

USHGA HANG GLIDING CALENDAR - CLEARANCE SALE!!! Reg. 9.95....... .. ... 1lb USHGA HG CALENDARS - More excellent photography. (Circle Yr) 1998 '91 '90 '89...... ...1/b

$ 6.00

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WINDSOKTM 1.5 oz. ripstop nylon, 5'4" long w/11" throat. Pink/yellow or pink/white (circle one) .. 2/b $39.95 ZING WING Flying toy. Launch it skyward and watch is soar. Set/ 2........................................... 802 $ 5.00 WINDSEEKER Hang glider flying model. It loops & soars. Lots of fun to fly, you'll want two ...... 8oz $ 3.00 USHGA EMBLEM DECAL Our original logo, in its original colors, on a 3" circular sticker ......... 1oz $ .50 USHGA SEW-ON EMBLEM Our original logo, in its original colors, on a 3" circular patch ........ 1oz $ 1.50 MTN. GLIDER DECAL Full color 6" rectangular, long-lasting vinyl decal. Very colorful............... 1oz $ 1.50 LICENSE PLATE FRAME I'd Ra/Iler Be Hang Gliding or I'd Ra/Iler Be Paragliding (circle one) .. 11b $ 6.50 *ERIC RAYMOND POSTER 24"x37" Eric 17,000' MSL over the Sierra Nevada Range ............... 1/b $ 5.95 "AEROBATIC POSTER 23"x31" Colorful keel-angle shot of John Heiney looping skyward ......... 1lb $ 6.95 *Posters are NOT AVAILABLE on International orders-Sorry!

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by Paul Vo~ght

n 1998 Wills Wing held its 25th anniversary party at Wallaby, which was extremely successful with a huge attendance from around t:he world, with custom-ordered weather allowing hundreds and hundreds of'flight:s (with the help of Malcolm Jones' Wallaby facility, sra/f, and five Ir went over so well that they did it again in 1999 for thcir nonbenchmark 26th anniversary. It too was a rousing success, leading ro this year's rhird-in-a--row event. In his "thank you" speech under the big tent this year, Wills Wing President Rob Kells asked the crowd outright if they thought rhis should be an annual gig, which coaxed accolades of whoops and hollers in the affirmative from the attendees. Seems as though we can look forward to watching this event escalate each year for who knows how long, and thm's a good thing!

I'll give you a review or my experiences at this year's event, and you can decide if you can relate!

'Through terrible planning, f had allowed my airline ticket to florida that was being held lapse in my rushed pace during the weeks prior to the cvem. (The Board of Directors meeting was the weekend before in Albuquerque, New Mexico, and I just had a lot going on.) So, it actually looked as though I wasn't going to ancnd the wingding as of the Sunday I Aew home from Albuquerque. (The thing would start the next clay.)

Two factors combined to keep me from

46

In tm article l wrote lt1.styear l lamented about how hard it is to attend till of the fun hang gliding events there are throughout the year, scattered all over the U.S. Well, 1,.uouldn'tya !mow h theres tmother one thatyou (and 1) real(y, really want to go to every year .from now on. It'., the annual tVill, Wing Armiversaiy celebration held in hang gliding dreamland

Wallaby Ranch, Florida.

being lazy and blowing the party off. i:irst, Jim /.cisct had told me at the Board meeting about his success in obtaining a lastminute ticket through Priceline.com. Second, I missed last party, and knew how that felt. So I rmdc a decision (actually, half a decision). JC] could convince my friend Pere Johnson to sponrancously drop everything and go with me, I'd try rhc Priceline thing and sec ifir worked. 'Jwo $175 round-trip tickers from New York to Florida later, Pete and I landed in Melbourne, Florida, minutes from Orlando.

(Being flexible helps get Priceline tickers!)

Yahoo!

The evrnt actually srancd in earnest on ·Ii.tcsday with the arrival of Rob Kells in his red Ford pickup, which had towed a trailer carrying 30 gliders and a trike all the way from California (by way or the Board of Directors meeting in Albuquerque). Every flavor and size of Wills Wing hang glider was on board and avaibblc for demoing,

many in duplicate. The new Wills Wing Eagle, a double-surface, step-up glider (from the entry-level Falcon line) would debut at this venue. (I think there were four or them.) Wills Wing designer Steve Pear-son and Linda Meier (she runs the joinr!) arrived by Wednesday. With the rental tent erected and in place, the party was on!

People got to fly all with three to five tugs running all day, and they got to fly any Wills Wing they wished to try. Wills \'ving owners received custom tune-ups from Rob Kells and Steve Pearson. (Rob tightrned the gliders, Steve loosened them.)

Pere and I got there Friday and realized that we had some catching up ro do. By then everyone was in "tl1e lifestyle." (Cet up, fly all day, party, and do it again the next day.)

Ir you've heen to Wallaby you know what I me;in. Th1t place has a very magical way about it. When you pull inro the dirt road leading into the facility you pass through a tree line, under a "Wallaby Ranch" sign, 1-li\NC Cl IDINC

and then rhe terrain opens up, and it's like Dorothy walking our of her house after landing in Oz. You're on another planet.

Orlando (and, for that matter, the rest of our world) is a million miles away.

This year about 150 various persons enjoyed being immersed in Wills Wing's demo parry in Lala Land. Wills Wing sponsored several meals, every night's libations, and threw a full-on, all-nighter parry on the last Saturday evening.

Aviation proper (for Pere and me) began

48

Saturday morning, having urilized Friday to socially acclimate. We got what we thought was an early start, but found plenty of flying had begun earlier. A decent-length line had formed already by 9:00 AM . I commandeered one of rhe new Eagles and got in the fast-moving line. Tandems and newer tow pilots were the mainstay in the line until just before 10:00 AM when Davis Straub made a real low save and went to rhe moon in a demo Fusion SP. Several more pilots started clamoring to

get on the line and things got busy. Then I learned about breal<fast. After running to my car to get fresh batteries for my camera, I returned to my glider to find that everyone (including tug pilots) were doing breal<fas t. I actually had my harness on, and was like . . . what happened ? What they do is stop everything at about 10:00 and do breal<fast so everyone is taken care of, fed, and ready for the upcoming "good" part of the day. Oh yeah, they have a full-on chef on site at the Ranch named Jeremie Hill

who cranks our rhese culinary masrerpiece meals morning, noon and night.

With breakfasr our of rhe way, yanking resumed in earnest. I gor a nice row ro 2,500 feer and encoumered absolurely no lift after release. I did enjoy the 10-minure descent in rhe Eagle and decided immediarely upon landing w jump righr back in line. Even though rhe line was now abour 40 gliders deep, ir went incredibly fast. The Ranch has abour 15 dollies, and rhe rugs were departing like it was LAX airpon.

JULY 2000

W irh all rhose cam rhere is no time losr, and when a rug lands ir's immediarely hooked up and off again - really, really impressive. In no rime ar all I was back ar 2,500 feer and rhe day had turned on.

Mark Vaughn gor delivered jusr below me, and I had a marvelous cime sraying on rop of him in rhe Eagle! The day rurned our w be as good as ir gers - anywhere. There were perfect clouds scanered evenly abour rhe sky ar abour 7,000' AGL. During my rwo-and-a-half-hour flighr I never gor

below 5,000', and rhis included lots oflong our-and-rerurn forays. Even rhe suongesr rhermals in Florida are exrremely userfriendly. They don'r have the sharp edges I'm accusromed ro. Whar a day!

I was very impressed with the way rhe Eagle flew. Ir's exactly what yo u'd expecr: good handling, reasonable performance, geek-proof rhermal coordinarion, outstanding climb (I mean very competicive in rhis regard), and just plain fun! W ills Wing has

Continued on page 56.

49

HANG CL!l)JNC ADVISORY Used h:rllg gliders shollld always he dis:rsscmhlcd bcli,re flyillg for rhe f,rsl rime alld illspccrcd crrdirlly /,,,. fatigllcd, belll or dell[· cd dowlll\lhcs, rllilled IHrshillgs, belll bolts (especially the he:m holr), re-used Nvloc nuts, loose rhimbles, frayed or rusted cables, tangs with non-circular holes, and 011 flex wings, sails hadly torn or tom loose from thl'ir ;1nclwr point:-. front and b;1ck on the keel and

leading edges. lf'in dollht, mally hang gliding hllsillcssc\ \vii! he happy to givL· ;rn objective opinion on the condition of' cquipmcnl you hring them to inspect. ll11ycrs should select equipment rli:rt is appropriate for their skill level or r:rtillg. New pilots should seek sillnal illsrrucrion from :t USI IC:/\ CFRTIF[F]) INSTR UC TOI, FLEX WINGS AFROS STFJ\l.TI I 151 Topless, beaurifid glider, cxccllcnr condition, sire record holder, only /i() hours, price reduced $2,2'!5. (.fl(,) ')22 5(,') I NC AIRBORNE - SIIARK, BLADE RACE, STINC, BUZ/.. New and nearly new. Demo daily. Tl IE WJ\(,..

J.J\IW RANC:ll (86:l) li2k0070.

J\IRW;\ VF J(J.J\SSIC: 155 <:ood condition, pre· dic1:1hk h:cndlilll', $ I ,'.,00. (.l60) 7'>3-li'J5:l leave mes-

FALCONS JliO, 170, 195, 225 new alld u.sccl.

WALLABY RANCH (86:l) li2/i-0070.

FALCON 1')'i Blnc/whitc, migillal owner, very clean $1.700. (61')) li/iO 197.l Sall Diego.

1:Al.CO;,.IS Cl.EAl,1\NCI". SALE · - School use, one season. All sizes $ i ,2'i0 $2,500. (262) iiTl-8800, i nfo(fl)h;i riggl idi11g.co1n Tandcrn gliders, three ro choose from, and up. (:U,2) lil.l-8800, i11fo(i1)hanggl id i ng.corn

l'l.Y 2

KLJ\SSJC t:l.l I gor nw-ried and no longer allowed to flyl Thi.s like new, crisp, dll hours, high performance wing ha\ alw:iys hccn stored indoors. LL·ading

edge blne, panels one and two-orange wirh a hluc "K". l':uwl three-blue. C:usrorn hlue wing rips and a blue keel pockcr. i'v1y cost $'i,OOO. Sell to you for only $1, JOO. ((,2(,) 285-'58 I 0.

$7,, I 00

FREE PVC GLIDER STORAGE/TRANSPORT TUBE Wirh the purchase of any ncw glider. (517) 27.3-8(18.l, ( :loud'JSJ\G1J.,1ol .conr. I .ar1;csr sci cu ion of new and ll.'icd glidvrs in fVlichigan. l'l !SION IIi I Excellent condi1io11, willglcrs, white LF, bright orange undcrsurfocc, WW wheels, xc hag, never honked' $.'l,500. (520) 7'JO-.l507,

KI.J\SSIC: I/iii Crisp, or:u1ge 1.Flyellow under, 17 hours $2,200. (21 Ci) li76-2?..l'J. Ycllowlwhi1c, ahsolurc mint condi

KLJ\SSIC I/iii

rion, 5 hours tL'iC and then .'itorcd indoor,s, for

years

$2,800. l<lassic 155, 80 hours, cleall .tl,500 OBO. (2(,2) /il:).fl800, infoG1Jl1:mgglidi11g.com LAMINJ\R IIJST (512) li67252'J.

Flying in Texas $2,200 will ship.

a1,:1ir/()i]s((1\:s.c<lrn

F\JSJUN 150 ·- Mint condirion, 20 hours in rhc NW, red/blue rips, folding spccdbar $:l,700. (.l60) 897-6/i(,.J, fredly1(1lnwrain.co111

M,mi'rcd Rumor 2000 STs JC:J\RO I.J\J'v11NJ\I< available now. New and like new ST's :111d l.:1111inar R models in stock. (/(,0) 721-070 I, ind:1skyv11 yahoo.corn

I')')l, hLick/blne, iiO hours .fl,500.

LAMINAR ST, iii, 13 in stock. WALLABY RJ\NCI I (865) ii2/i-0070.

Demo daily. WALLABY RANCJ I (863)

wheels, recent nujor service, can incll!dc li,irncss

sage.

l'\JSION 150 C:SX 5

l !PAT 1li5 Com! colldirion, new leading edge cloth and 1ccelll supcrprc!lighr, $1,400.(2(,2) liTJ-8800, inf<)UJh;111ggliding.con1

Moyes topless $2,'JOO. ('i 12) liG7-25)').

MARK JV I')

DOUBLE VISIONS & FLY2 New and 11scd.

WALLABY RANCJI (863) li2ii-0070.

FUSION li2/i-0070.

( ;ood rnlldirio11, spare clow111 ubes and

wlchut<' $2, I 00 ClBO. John (6'50) 7/iO 0065, Joh nSWi mcr(lf\vorldn ct .al 1. net

FA(;l.l'T Creal trainer, 2 harnesses $250. Javelin 209, 20 hours, w/spaghclli h:n11ess, chute $ii50. (570J Ci7.'J-051.2, kobvilhot11r:1il.corn

GLlDFRS ··-· 35+ for sale, rigid to single su1-f'ace.

Call/e1nail for rnrrcnt list. Wallaby IZanch (8(1.'l) li2/i0070 Florid,,, gliders(illwallahy.corn

MOYES CSX -- SX, XTL, XS:l, XT, ere. ',j,w and nearly new. Av;1ilahlc immediately. N,uion's largc:-.t

Moyes dealer. WALLABY RANCI I (86J) li2ii-0070.

EXXTAC:Y ~ NEW & USED lN STOCK, DEMO DAILY. WALLABY RJ\NCI I (86:l) ii2/i-0070.

r----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: line art logos: $15.00 (I 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 J Flex Wings IJ Emergency Parachutes J Parts & Accessories J Business &Employment IJ Miscellaneous IJ Paragliders J Videos

IJ Towing IJ Schools & Dealers IJ Ultralights IJ l={igid Wings IJ Publications & Organizations IJ Wanted U Harnesses

issue and run for - ~ - - - Begin with----·-·---·----consecutive issue(s). My U check, IJ money order is enclosed in the amount of$ NAME_ ADDRESS:

Number of words: Number of

JLJIY 2()()()

_ _ _ @$50 @$1.00

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

MOYES CSX6 Creen/whiLc\ 15 hours, like new $2,900. (970) 209-5900.

MOYES SX5 -- Clean glider, grcar condiLion, honrs $2,200. (520) 790-3507, azairfoils<i1)cs.com

UL'J'Ri\SPORT H7 40hrs, folding l'inster wheels, vertical stabilizer 11hilgood((1lrhcgrid.nct ULTRASl'OR'J' 117, 1(,6 Rental at flighr park, low homs, clean, priced to sell. (2Ci2) liTl-8800,

Cood condiLion, new MOYES XTRJ\LIT!c l Tl hall bearing pulleys $500. C:all Russ (91i9) GG!-8982, hrow11 rjG:1)homc.co111

MOYES XTRALITE 137 Well kept, blue/green/white $1,500 OHO. (262.) liTl-8800,

MOYFS XTRALITE 1(iii Mylar $700. Moyes XS16') $300. Borh flown for 5 years. (925) 8:17-42.61, lmmoj<iilworld11eL.at t.net MOYI\S XT l'RO 165 -- Novice/intennediaLc double surfoce, two available $1,(,00., $2,300. (262) li'/38800, infofilhanggliding.com PULSES & VISIONS Bought-Sold-Traded. Raven Sky Sports (262) liTl-8800, '92, grc;it time, <10 hours, nice colors, wheels ncss, pranirnlly new, -5'9", 1751b $300. (815) 627-2981.

Excellent condition, spare downSPECTRUM llili tubes and wheels, wires replaced $1,500. John (6'>0) 7/i0-0065, Joh11SWirner&1lworldnet.att.11e1 SPECTRUM I G5 -- 19%, <5 hours, flaired dowll· tubes, folding specdbar, I ligh Energy harness w/clrntc.

Best oiler. (Hl7) 6895710.

SPFCTRL/M CLEARANCE SALE

Three I 65 Spcctrums in nc;n new condition) w/;1!\ opLions $2,100-$.,,200. lt,vcn Sky Sports (262) li'!:l 8800, info(;1)lranggliding.corn lkaurilid exccllrnL condiS'J'Fi\L'J'l l 151 tion, hluc/ycllow, only 10 hours $2,/i9'i. (:l:l(,) '!22· 56'! I, jakesoarsC<i\,ol.com SUl'ERSl'ORT Iii} - 65 hours, blue/magenta $900.

(51 O) 528-3/i8 t.

SUl'ERSl'ORT J 'i:l Supcrncat custom sail, very low homs, WW /,n included $2,100. (2(,2) liTl-8800, infc)(11)J1anggliding.c()lll

I .Ml'P POD 1-11\RNFSS 5'9" w/hclmet, paraclmtc, never used $1,200. 1"·800-8'/ 1-li9%.

McNETT TRAJNJNC llARNESSFS Light, strong, simple, durable. Thousands ol" srudents have trained in this harness over tire past IO years. (207) 729-9867.

$_C\OO. Formula I !iii $800. Both LIP CEM!Nl 15/i good gliders, some extras. (:360) Ii 17-558'!.

VISION MKIV 17 - Cood condiLion, wheels $600.

(6 I 7) li9 I -5002, halsLcaM1lmcdiaone.ner VISIONS & !'ULSES Bought·"Sold-Traded. Raven Sky Sports (262) lil:l-8800, infov1lhanggliding.corn

TfRFD Cll' TOWJNC! Tired of

to flying

sites? ( :re.ire your own, power up the sensible way with

WW Ri\MAIR I 58 ( :rcen Team glider, cxccllenr condition $800. (')'/0) 209--5')00.

WWX(: I 12 Winglcts, outboard wheels, white IY, magenta/real 11ndcrs11rfocc $7-,500. 1-ligh Energy harness w/Quantum clrute, 2nd Chantz air rocket, 5'7" 5'9" $1,000. (715) .'l<J9-81i8.'l, jbundcrdogti1laol.co111

SWEDISH AEROSPORTS MOSQUITO HAR NESS. LightweighL, power!irl, affordable and most import:mtly-Frm! Call BILL of T.C. HANG GLIDERS, your U.S. SUPPLIER at 231-'!22-281/i. PS: SEEING JS BELIEVING, new video made by Fast Coasi Video, now available $13 inclrrdes shipping.

Tchangglider~"j,1110.rn,n Pi\RAGUDERS

WWXC: lli2 1.ikc new, <10 hours $3,500 OBO. ('!Tl) 398-li917 1 noon NJ. WWXC: 155 "--" Purplc/m:tgcnta, locued in l'lorida $1,(,50. (61 '/) Ii'! I-Tl(,'/, admin<c1lfonrra.lcs.mit.cdu

AlR SPORTS CSA -WWW.Fl,YFORFUN.NF'I' OVFR 50

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I Ti\RNESSES

BOOSTFR ls Lhc revolutionary new motorized hang glider harness by Solar Wings. The llooster.;1 hard composite shell ilttcd with a Racine Rake, 120 motor and folding composite propeller. ft is very light and quite. Priced at $/i,500. U.S. Airllorne Sport /\viation Center (509) 213-/;988, Email: ltsairhon)C(Pho1nc,com

BRAND NF\>v' Moyes Contour, 5'8"-6'1", never been used $600. i\ircot,·c l'iccolo l'lus-ncvcr used, w/airspeed $!JOO. ( :rnig l-"888-8Ci3-li057,

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SOI.AR WJN<;S New Cl:rss ?. wing, the Eclipse.

Stunning perform:mu·, effortless to fly, fully retractiug llaps degrade glide to '/.1 for easy landiug. PedcCL for fi"cc flying, acro1owing or with rlrc new llonsrcr power pack. U.S. i\irllornc Sport Aviation Center (509) 2/i}-li988, Email: usairbornc~1lJwrne.com lJl:TRATJGHJ'S i\TRBORNE EDGE TRIKE -- Tug, trainer, fresh engine, electric start, quiet kit, 3 blade lvo, lirll instrument package, inLercom system headsets and hclrncts, parachnte also. EXC1':LLENT CONDITION $12,900. I will cr:uc &. ship. (808) 822Sl09. /\JR SPORTS US/\ WWW.FI.YFORHJN.NE'r SUP TRIKE No mountains or tow parU No problem, scll'.launclr and soar! mosr comCall or email f,ir free pact, most brochure; rdimd:1blc $IO lrH video. Liberated !'light (lJlil) 722·21Tl IJBFLJGIIT~Ilaol.corn

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100 gliders in stock. l.ooko1t1 Mountain,

52

IIICII ENERCY POD 1-lARNJ,:SSl,:S Sizes & monthly, $30()../iOO. CC I OOO's $),50. each. LMl'P pod, 5''!" $/iOO. & stirrups also available. (262) 4'13-8800,

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Needed, or whole glider

I li\NG GLIDINC

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CAIJFORNIA DRF.AM WEAVER 1-IANG GLIDING~ Train on st;ttc-or1hc art WILLS WIN(; FALCONS. LESSON PACKAGES: One four hour lesson $100. Three four hour lessons, plus tandem off 2,000ft. $:300. Five lessons for $/iOO. Ten lessons plus tandem $750.lntroduce someone new to our sport. For each 11ew student 1h,1t you introduce rha1 rakes three or more lessons from me, yo11'1l get a free lesson or $50 off

GL

DFf'(POf'<T

2800 Torrey Pines Scenic Drive San Diego Cf\ 92037 Since /928

a future p11rchasc. ( :omplctc lesson programs. Year-

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rm your

northern California MOSQlJITO HARNl•~5S DF.ALER. l( you live itt central 1hro11gh northern California, give me a call or email to .schedule yo11r Mosq11iro demonstration or clinic. Call or email, scheduling lessons f,ve days a week, Friday 1hro11gh T11esdays. Ideal training hill, up to 150(1., 600ft. mounrain. l,200(1. mountain. Tandem instruction. \JS] ]CA Advanced Instructor DOUG PRATHER (209) 556-0li69 Modesto, ( :A. c1,·,rn,.,u,·1 ..,t,Ornl

HANG Cl IDINC AND PARACLJDINC lJSJ !CA ccrtiGcd instrucrion, tandcnl flight- instruci-ion, sales, service, repairs, parachute repacks, and site tours. San Diego's world-class soaring center. Visa aud

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More than 10,000 hang enthusiasts read

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than 20,000

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Dealer for major /light and aerotow equipment, 1.5 honrs from Disneyworlcl. Call (:)52) /i89--9%'J. www.graybirdairsports.co111

)ULY 2000

5)

LOOKOUT MOUNTAIN FLIGI IT PARI(

Sec

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50 1 NJCJ:: demos to fly: to Trainer Gliders: l.:uninar, Moyes, Wills, Ajrbornc, J\irwavc, Exxtacy) I ,a Moucnc, Sensor; also harnesses, varios, etc.

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IU.INOIS

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('312) }600700, (8Vi) RilVFN SKY SPORTS IJ8')-9700 or (262) li?.o-8800. hours from Chicago, 'JO minmes from Pal:ninc or 1.ihcrtyvillc. The best instructors, the equipmrnt, the hest results in the Midwcsl. Tnining program for combined/integrated foot launch and ,1cTotow ccnil"cation. Apply I OO'Y<,

Flights of over 200 miles and more than 7 hours.

Articles in Hang Glidi11g, Ki1p/m11:s, S!qwi!lgs, Cross Country and others. l'calllred on n11rncrous TV shows, including FSPN, Dateline NBC & Discovery Channel.

of your intro ksson costs 10 ccrrification program

Visit 11s on the Web: b1tp://www.wallaby.com

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Please call us for references and video.

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MARYLAND

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LOOKOUT MOUNTAIN FI.ICIJ'I l'J\RK Sec our di.splay ad. Discover why !'OUR TIMES as many pilots earn their wings at l.ookom 1h,111 at any other school! We wrote USHCJ\'.s Official Training M:urn:d.

C)ur spccialty-"cus1omcr satisfaction and Cun with rhc BEST FACII.JTIES, larges\ inventory, camping, swimming, volleyball, more! !'or a flying trip, intro flight or

MilRYl.ilND SCI 1001 OF I IJ\NC CLIDIN(,, INC. ... Ccnificd in.stmction, in Coot launch. Dealers fcir Wills Wing, Moyes, I energy, 527-09'/'i, year round instruction.

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lesson packages, Lookout Mo11ntain just outside 1

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S4

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MICHlGAN

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CLOUD 9 SPORT AVIATION -- Acrotow special i.m. We carry all major br,1nd gliders. !'rec PVC: glidc1 storagc/rranspon tuhc with new glider purch;1sc, Now in stock: La111i11ar ST; Wills h1sio11, XC, Ul,rasport, l'alcon; Moyes Li1cspccd, So11ic; /\cros S1calt!1 Kiss. Outrigger wheels, L1uncli c;rn kirs, and

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accessories in stock. Call for summer tandem lessons

UP OVER NFW MEXICO

,

Instruction, sales, service. SandL1 Mounr;1in guides. \X1 ill,-;, Airwavc.

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a11d flyi11g ,q1poinr111en1s witli the Drallche111'\iegrn Soaring Club at C:lond ') l,cld. 11 OHS C:0011 1.akc Rd. W., Wcbherville, Ml liHH92. (517) 22\-8(181 C:Joud'Jsa~''ao!.c0111 ht t p://mcmhers.aol.com/ cl011d'>sa

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•

undt.'m.s, t\vo-placc C.L. training. J\irwavc, Altair, Moyes, Acros, lrnro 2000, Flight Star U.l.., MOSQUI-

TO powered harness, WOODY VALLEY harnesses in stock.

N

LI

IN

NORM LFSNOW'S l'LY!NC 1\DVFNT\JRFS Since 1<)78. l·~xpcricncc &

arc ttl. J\crotowing

and hill i111roductory llights

full ra11gc ol. lcsson

programs for beginner to ;1dv:mccd. J\crotow clinic, &

US} ICA appropriate r,nings availa\,\e. US} !CA certified school. Please contae1 Norm I .csnow-M:mcr l'ilot,

The

V.·MITTS $29.00. or (9H) 61+7-.DT! 150 Canal Sr., Ellenville, NY

Fast.

1\IR SPORTS LJSA NYC:'s first and only ceniGcrl hang gliding, 1i:1rag\iding, microliglm (trikes), powered paragliding. l)istrihutor.s for Avian. l)calcrs for most major brands. l'u\l service and equipment at best prices.

The most fricndk service in rhc :m::1. Store address: 29 ,ll Newtown J\ve., AS1oria NY. Phone (718) 7000, WWW.FLYH)RHJN.NET

• TJ\NDFM INSTRlJC 1·10N • AFROTOWINC • BOJ\T TOWINC • BF.AC :I! RESORT • FOOT Li\ lJ N Cl !

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l'I.Y l llCI I l li\NC CI.ID!NC, INC. -- Serving S. New York, C:onnecrirnt, .Jersey areas (Ellenville Mtn.) Arca 's FXCUJSJVF Wills Wing dcalcr/spccialisr. Also

(800) 334~4777 NAGS HEAD, NC

all other major hrand:i, acn·ssorics. (:ertiricd

l111ernc1 Address; hup://www.kittyhawk.co111 !•.,Mail Address: info~r1ki11yhawk.corn

TRAVERSE CITY IIANG CLIDERS/PARAGLIDFRS -- FIJLLT]MF shop. C:enil,cd instruction, l,101

scliool/instruction. Tc;icliing since 1979. Area's mo:it

launch and tow. Salc.s, service, acn:s,<,orics for ALL

INEXPENSIVE prices. Excclknr seco11dary instrnc-

major hrands. VISA/MASTF.RCARD. C:omc soar om li50' duncs 1 1509 E 8th, Traverse C:iry Ml fi<J(,8/i.

Otkring \HlW<'ITd p:1r:1glidi11g lessons & dealer for the Fxplorcr & u,scd 1111i1s. Call llill ar (lll) 97.,:28/ili, Lch,111gglidcr(11)j11110.com. Visit otn par;1gliding school in l,H:k.1011, Wyoming. ( :all Tracie at C\07) 7."l'J-86?0.

tion ... if you've flnlshcd a program and wish to contin-

MINNESOTA RAVI N SJ<Y SPORTS - (612) .lli0-1800 or (;>62) li7.l-8800. l'bsc sec 011r ad under WISCONSIN.

ue. 1:Jy rlw 111oun1ain! 1\TOl. towing! Tandem 11ights!

Contact l'a11\ S l 61 Searsvillc Rd, Pinc Bn.sh, NY 12.56(,, (<Jlli) 17.

SUSQlffl IANNI\ I I .IC ;11T 111\RK Cooperstown, NY. Certified Instruction, S,rlcs and Snvicc for all major manufac1urcrs. 10 acre park, 5 training hills, jeep rides, hunk house, hot showers, 600' NW ridge. We have 1he best in N. New York sra1c lo teach you how 10 fly. c/o Dan C11ido, Box 2')3 Shoemaker Rd, Mohawk NY 1Jli07, (315) 866-6 I 53.

NEVADA NORTH CAROLINA J\DVENTU!U: SPORTS Sicrr,1 soaring at irs hcst.

Tours and t:rndems available. lns1niction from certil,ed lJSI !CA instrucrors with 7.'i yc:irs experirnce. Saks,

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PUFRTO RICO FLY PUERTO RICO Team S11irit (;\iding, I IC classes daily, tandem ins1r11ction Wills Wing clc,dcr. Clidcr rentals for qualilfod pilots. I'() !lox 978, Punta S:rnriago, Puerto Rico 007/i I. (787) 8500'i08, tshgi''lcoqni .tlel TENNESSEE

service ;1nd instrl!ction by appointment C,1r.\Oll

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IA'i VEC1\S ;\IRBORN W;\Tl·RSPORTS llSI IC;\ certified hang gliding irntruction. Sab and service, ho,11 low, rno111Hai11 soaring, XC:. (702.) 2.(,() 7')'50 www. virt ualh,,srs.11ct/sky.s:1il/111ai11. ht rn NEWJFRSl'Y

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MUlJNT;\JN WINC:S --1.ook under New York.

]lJIY 2000

ss

Hang Gliding Fun For Everyone!

44 Acre Mountain Retreat

Five times as many students learn to

at Lookout than at any other school in the country.

fly

20 minutes from Chattanooga, 2 hours from Atlanta, Knoxville, Nashville, Birmingham and Huntsville Country Club Flying: lodging on site, swimming pool, volleyball, bath house, clubhouse, food service, pro shop Ages 11-76 have learned here Full Time Pro Shop and Custom Sew Shop Equipment sales , rentals, service, repairs, storage

Continued from page 49. a winner wich chis design.

I finally landed (ic cook some effort to gee down!) and was completely reseed, albeit frozen . I went co Florida and froze!

Go figure.

Throughollt the flight and the rest of the day it was just a flying parry. There were several of every current rigid wing on hand, and everyone was swapping ollt and seeing how the ocher's flew. Pilots were flying co Quest Air and back, easily and routinely.

Arou nd mid-afternoon, landing pilots were greeted wi th a margarita machine churning our tasty green concoctions at the push of a burcon. With a margarita in hand I sat under the gazebo co watch landings and began encountering old friends. This is che kind of event where you bump into people yo u haven'c seen in a long while. Ir seemed like everyone was chere.

As dusk approached rhe band began co set up. Rob Kells asked for help wich a beer ru n, so several of us cook a quick journey co the grocery store (to buy 30 cases of beer in

56

Master chefJeremie Hill, carving stuffed pork for dinner. Photo by Paul Voight.

12-packs). You wanna have some fun? Go to a large supermarkec, get four carriages,

and clean out cheir cold beer section. Fill a fifth cart with bags of ice and then go co che checkollt counter! The whole srore was buzzing abollt rhe guys buying che beer. 1t was really a hilarious scene.

Anyway, once back ac the Ranch, che parry fully engaged . The guys from Quesc Air had flown in, and everybody had a greac

rime rill I can'c remember when. The dinner was a scuffed-po rk affair, wich fancy vegecables and several side-dish options . At the conclusion of dinner proper there were speeches and thank yo u's, after which the parry escalated. Gerry Charlebois had a cosmic, glowing ball that would come out of his shire pocket, fly around in front of him , and recurn all on its own - no one could figure it our. Rob Kells ran over USHGA Presidenr D avid Glover's foot, stopping exacdy on top of it when people yelled STOP! At char point Rob thoughc everyo ne was kidding (chac he was on someone's fooc) so he finished a sentence or cwo wich someone before rolling forward. D ave was apparenrly all righc chough, since he danced che night away, doubling as a lawn sprinkler spraying sweat everywhere.

I circulated abo ut and chacced wich locs of friends, old and new. Ir reminds me of rhe Telluride festivals char used to draw 250 pilots. I chink chat's where this event is headed. Ir's such a good venue, with lots to do besides the flying. (But with flying that H ANG GLIDING

• Best training results in the country: 98 percent of our Beginner rated pilots earned their Novice Mountain Solo or Aerotow ratings at Lookout in 1999 • Lookout Mountain provided more tandem instructional and introductory flights than any other flight park in 1999 • Lookout Mountain specializes in the Integrated Instruction of foot launch and aerotow tandem skills

• 65' and 125' training hills and 1340' novice mou ntain launch on site, the best training hills in the country • Foot launch and aerotow certification • First Full time Aerotow Flight Park, Four Tu gs • Mountain launch supervision • Best priced Learn to fly packages and camps in th e country • We wrote the USHGA's official training manual

Call Lookout Mountain at (800) 688-5637 good yo u mighc not get to any of it!) Ir's a greac place any rime, and an omrageous place when Malcolm and Wills Wing wam to throw a party.

Sunday was a breezy day, Ayable bur breezy. There were obvious signs of people utilizing che day as a rest (recovery) day.

The tow lines were a bic shorter and the pace more relaxed. Lacer in the afternoon che Wills crew packed up the few gliders char would go home on che trailer (many had been purchased during che week, by Wallaby, Wallaby customers and ocher Wills Wing dealers). The Brauniger variomerer rep was chere and gave a seminar on operacing their currem line of varios, which Wills Wing now disuibures. Flycec rep Steve Kroop had also been on sire during che week, which simply added to che "rrade show" flavo r of the event.

Everyone opted to "go out to eat," so we journeyed om imo the real wo rld fo r a pleasant, event-ending dinner. Although a ve ry large number of pilots were staying on (several competitions were on che agenda in JULY 2000

the Orlando area in che following weeks), chis was, unfortunately, che end of this party. Pete and I concluded, along with rhe others ar dinner, char chis had been a grear mm1-vacauon.

I'd like to rhank W ills Wing for rheir generosity, and Malcolm and everyone at Wallaby for their hospitality and the amount of effort they put into providing

•

www.hanglide.com

such good times, and such wo nderful, safe flyi ng. I'd also like to chank Pete Johnson for bailing out of work on a moment's notice to go on chis impulsive adventure.

As I sac on che plane on the way home I couldn't help bm begin the process of rationalizing how] can work chis evem into my schedule every year, 'cause for a hang glider pilot, that's the place to be. •

57

VIRGINIA

TEXAS

PARTS & ACCESSORIES AEROTOWING ACCESSORIES-- Sec TOWINC. THE WALLABY RANCI I (863) 424-0070.

AMAZINCLY I.OW PRICES Bol,01lbroke1foryou.rnm

Un all Ball varios!

llALL VARIO Model 652, audio vario, altimeter, airspeed. $6:l5 uew, $250. (216) li7G-223'l.

BLUE SKY

• YEAR-ROUND XC !'LYING• THRFE TUCS • TANDEM TRA[NJNC • OPEN DAY A WEEK • AERO TOWINC • DRACONFLY TRAJNINC • WlNCI l TOWING• TRIKE TRA[NINC • POOT LAUNC:J l • RY lNS AND CLINICS • PARACIJDINC TOWS• 600 ACRI' IW:JLITY • SAI.FS ANl) SERVICE• 7,200' IZUNWA Y Steve Burns li09.279.9.o82 email: sburnsG1)alpha 1.net Fred Burns - 281.li71. l li88 email: austinairQ1'.wl.com

l'ulltirnc instruction and service at Manquin Flight Park near Richmond. Wills Wing, Moyes, Flight Design, Aeros and Airwavc gliders. Mid-· Arlantic Mosquito dealer. Steve Wendt (5/i(J) li}2G557 or (80ii) 2/i l-li371i, bh 1eskyhgv''yahoo .com KfTTY I lAWK KITI\S. - Sec North Carolina.

SILVER WINGS, INC. Certified instruction and eqt1iprnem sales. (703) 'i33 ] 965 Arlit1g10t1 VA.

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WASHINGTON CO ... IIANC GU])]NC;!!! -- Jeff Hunt. Austin ph/fax (512) li67-2529 HILL COUNTRY PARACLIDINC INC Learn complete pilot skills. Personalized USHCA certified

U.S. AIRBORNE SPORT AVIATION CENTER -Trikes, light trikes, powered]'(;, paragliders, harnesses etc., Sohr Wings Fclipsc, La Mouenc and Top Secret. Importer l,ir the

training, ridge soaring, foot & low launching in cent ml

Miniplanc powcrcdPC. Sales new and used. Beginner

Texas. MOTORIZED PARAGLIDING INSTRUCTION & EQUIPMFNT AVAILABLF. (9Vi) 17') 1185. l li75 CR 220, Tow TX 78672.

thru advanced insrrucrion for trikes, powcredPC and U.S. AirBorne (509) 24J-li988. Send $3 for info pack (specif), inf,,. requested) PO Box 57'), Asotin WA 99ii02. Email usairbornc~1)home.com, Website

KITE ENTERPRISES

Foot la11nch, platform

launch and ;.icrotow irnaruction too. Training, sales) rentals :rnd repair. Airwave &. Wills Wing. Dallas, Fort

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TOTAL AIR SPORTS - Area's OLDEST Wills Wing dealer. Certified instruction available. " [ only DEAi. with WILLS". 16121 Lakeview, llousron TX /'IMO. (711) 'r378Gili.

CTAH CLOUD 9 SOARlNC CENTER~- The nation's paragliding and hang gliding shop, is now offer-· ing gliding lessons, guide scrviccs repairs and sales at l'oinr of the Mo11nrain, Utah. Comact us for :m information packet or stop by the shop. (801) /,li60, l 255(i S. Mimncrnan Dr. Ii 1 Draper, UT 8407.0.

1

58

Super tough, Builr-in a mnst for rraining, tandem bushings. Only USA built 12" wheel. $1i2.'J'i, quantity discot111ts. Immediate Lookom Mountain, (800) 688 I.Ml'P. FLIGl IT CONNECTIONS, INC. FIT 11

WISCONSIN RAVEN SKY SPORTS JIANG C:I.IIJINC: AND PARACI.IDINC The Midwest's Premier aerotow flight park, founded it1 1')')).. l'catming INTFGRAT~ ED INSTRUCTION of foot-launch and acrotow tandem skills, at package prices to beat any in the USA. Seven beautiful, grassy training hills facing all wind direcrions. Fot1r Dragonfly row planes, no waiting!

Three tandem gliders on wheeled undercarriages. WW l'alco11s for training from the very first lessons. lJSU1\ ulrralight and tug instruction. Paragliding rows. Free camping. Salcs/servicc/:iccessories for all hr:tnds. Open 7 days a week. C:onrncr Brad Kushner, PO Box 10 I, Whitewater WI 53190 (262) liTl-8800 phone, (262) ftTJ .. 8801 fox, www.hanggliding.com, inf,,Citlhangglid. ing.corn

WASATCH WINGS-~ lltah's only full service hang gliding school, Point oC the Mountain, rcgion;1l m01u1tai11 sites, rowing. De,1lcr for Aeros,. Altair, Wills Wings, Moyes, Airwave and much more. Call Zac (801) 2Ali-71i'!li, wingsGtlwasatch.com

Sell your unused equipment here.

BEST 12" WHEFI.S AVAILABLE

TANDFMS, LESSONS --· Sales and service. ,)l1<cu:u1z111;, in acro1owi11g and p;1y-out winch rowing.

Makers of Cround Ccar, tow rakcoff/1:rnding gear. www.s11rf:.air.com (2.(,2) 783-77/i/.

• Newand Improved • Water/Dust Rcsist:111t Push Brn1on • l'ield Replaceable I'inger Switch • I lcavier Gauge Wire/Improved Plugs • Increased Strain Relief at Al.l.Join1s Price $99.95. Fxtra finger switch $1'J.95 l Jealer inquiries welcome. Call (91.1) 268-79/i(,.

MC/Visa. Visit our website at

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

HANG CUDINC

OXYGEN SYSTEMS

C/\TF Si\ VFRS -- Send $'i plus $ I s/h 10 Rodger Hoyt, 'JS6 Clengrm·c· live., Central Point OR 97502, (5/i I) 66/i-5') 1'i.

/\1.L /\CCFSSORII·:S IN STOCK! Flytcc li005, (Ju,mturn :-UO, call! I .ow prices, fo.st delivery! ( ;u1mison C:liders, 15/i'J Cou111v Road 17, C:unnison C:O 812.10. (')70) MI - ')3 I 'i, http://g1muisonglidcrs.com/ I li\NC: C:J.]l)ER C:/\MER/\ 1'1\C:I</\C:E Wired remote, includes u10un1, wide angle w/infinitc standby, auto /lash , 35m111 auto rewind. Super light \Vcight only 'i .. l m everything you need $18'). ( :ornplctc. Visa welcome. 1702) 260-7')50. h It p://www. vi n11alhmts. net/skysail/camera.ht rn

1-l!CI I PERSl'EC:TIVF WI IFFI.S Rc:tl life savers' 12", light, tough. I'it.s all gliders. Send $11.95 , M.50 shipping pn pair to S11or1 Aviation, PO Box IO I, Mingoville I'/\ I (,8'i(,. Ask about our dealer prices.

KlWI I IF.I.MFTS C:RISl'l HOOTS Two worldwide recognized !t;dian manufocturcs ol line hang glid ing and paragliding accessories avaiL1hlc now in the US/\. Kiwi helmets arc designed and tested in compliance with the CF stand,nds. Linings arc m,1dc or polycthylrnc and shells arc made or carbon composite fibers. The helmet opcnillg was studil·d 10 allo\v 11ux. vi<.;ihility ;rnd ins1:1lb1ion nC carplinnc.-; and microphones. Shells ,tn: [>:tinted in color \,lack 01 white and protected by clear coating. Sizes XS (21 l /2") to XI. (2/i /Ii"). Kiwi open face Pick Up $7'i (25 011nccs). l<iwi r11ll face Plain $ I <JO (28 mmccs). l<iwi fi,11 face Evolution $).2.0 (27 ounces).

Crispi boot.s arc lll,lCk with the finest materials in the industry; watnproof' suede, Vihram sole, Kevlar shockah.sorhlng hordcr and hottom, rcmovahlc rc;ir insert and velcro hand to k,·cp laces in place. No hooks.

C:rispi Airborne $2/iO (:l2 ounces).

For order.., or further information ahorn Kiwi hcln1cts or ( :rispi boors pkasc con1act /\FROl .f(;l IT US/\, Inc. Tel. (lOS) <,YJ-Yno. f':,x C\05) G3')-30SS, Email: in/,1(i1lacroligh1.corn \Y/eb: www.aerolight.com L/\IV!IN/\R P/\Rl'S \Ve have what you need :tnd we arc committed 10 same cby shipping. /\ V8 Call (760) 721 -070 I or email at indaskytiilyahoo.com

MIN I VARIO World's smallest, simplest vari,il.

Clips to helmet or chinstrap. 200 hours on batteries, 018,000 ft., fost response and 2 year warranty. ( :rcat fot paragliding too. ONI.Y $1G9. Mallctrec, PO \\ox I 57'i6, Santa Ana C:/\, 927:,5. (l I Ii) %6-12.liO, MC/Visa accepted, www.malkllec.com

More 10,000 hang gliding enthusiasts read our magazine every month. 1_,hat's more than 20,000 eyes seeing your ] UIY 2 ()()()

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TEK FLIGI IT PRODUCTS

mounts

C:,1mcra mount $1,8.50. Camera remote (ask abom rebate) $45. Vario mount $15. 6" wheels $2').75, 8" wheels $:Jli.7'i S&fl included. TEK FLICIIT Products, C:olchrook Stage, Winsted CT OG098. 01 call (8GO) :\79--1668. Fmail: tek(11 sncr.net or our page: ht qi:/ !teldligln .tripod.com

ll/\WK /\IRSPDRTS JNC P.O. Box 9056, I<noxvillc, TN :J7'Jii0-005G, (865) 91i5-2G25. World famous \Y/iudsoks, as seen at tl,c Oshkosh & S1111--N Fun Li\/\ Fly-Ins. [ lawk~tlwindsok.com, www.windsok.,,om

Sell your unused equiprnent here.

DON'T CET CJ\UCHT LJ\NDINC DOWNWIND! 1.5 oz. ripstop nylon, UV treated, 5'/i" long w/11" throat. Available colors flllorcsccnt pink/yellow or f1110rcscent pink/white. $39.9'5 (+$4.75 Sill). Send to US] ]CJ\ Windsok, P.O. Box 1330, Colorado Springs, CO 80901-1330, (719) 632-8300, fax (719) 63H,li17, ushgaG'llushga.org VISA/MC: acccprccl. Check the mer. chandisc section of 011r web site www.ushga.org for a color picture of this awesome windsok.

WOODY VALLEY Harnesses, The best, All Models-In Stoel!

MOSQUJTO Powered harness, Take off from 1hr grollnd·/n Stoel, ATOS The Best, l lighcst performing, Ridged Wing-In Storie LIGHT SPEED Second Generation Topless-In

Stock SATURN Best in class, Two size demos-In Stock Glider Condoms The ultimate glider protection-In

JIii.TON HEAD JS/.J\ND, SC Beamift,J island setting, good pay. Comact Randy Pratt (843) 3415590, rpsai\7 cs(ilmsn.corn \l(!ANTED Hang Gliding/l'aragliding instructors.

Immediate full time openings available. Live tbe California dream ... instruc1 srudents ar the San Francisco Bay ;irca's prernicr training site. Service shop ernploymcllt is also available. Ask for !'at Denevan (lt08) 262- I 055. MSC! !Ct71Jaol.com

l JARRY AND Tl IF l JANG Cl.IDER is a beautifolly illustra1ed, hardcover children's book with !iO color to share the dream of llight! To pages written for order: send plus $3 shipping to Sky! ligh Publishing, 201 N. Tyndall, Tucson, A'/. 85719 or call (520) 628-8165 or visit http://www.llash.net/-skyhipub Visa/MC accepted.

WANT TO BF l'lNANCIAI.l.Y !'REF? STOP WORKINC!! --· Is hmd work giving you a \i/C' of fi,i illlrnent, wealth and freedom' Discover how the rich do it. ,~top working f,,r your money; instead, start money 10 work for you. Take control o/" yolll No more money worries! World wide opportunity! Send an Email ro: lncillc~''soltec.11e1

SOJ\RJNC Monthly magazine of The Soaring Society o/" America, l nc. Covers all aspects o/' soaring flight. Full membership $55. Info. kit wirh sample copy $3. SSA, P.O. Box 2100, \fobbs, NM 882/il. (505)

PlJBLJCAT!ONS & ORGANIZATIONS

Storie V·Mitts The ORIGINAL and still the best, NEW for 2000-/n S1od, Moyes, Altair, Acros, J\irwave, Airbomc

C:Al.1. USHCA !'or a magazine back issue order form. From the early Cround Skimmer to the present I fang Gliding. Cl I'!) 6.'32-R:lOO.

<llidn:I", liarnrsscs, J!elrnrts, Radios, Flif!.f,1 Suits, W'heds,Doum Tuhes,

:l'J2 I 177.

TOWING AEROTOWING ACCESSORIES Headquarters for: The finest releases, secondary releases, Spectra "V" bridles, weak link.s, 1:1ndc111 whccl.s, launch can kits, etc.

Ill E W /\LI .ABY RANCH (863) li24-00'/0.

TUl<J\N TRJKF TOW l'J\C:KAGF R01ax 5Cl.3, expansion chamber, rigged for towing, launch dolly, clutch, .starter, 1railcr, extras! Will deliver! Asking $ lli ,500. (850) 98/i-0070, blumax008(ii\1ol.com

Mountain Wings lnc. www.Fli.ghtschonl..net n1 tir,,·ill.gs&f)aoJ. cotn Ellenville, New York (914) fili'/-33'1'7 since 1981 We will not be undersold

UITRAUNE In stock, ready to ship. 3/16"x3000' $105 .."l/ I 6"xli000' $ J li5 included. Cajun llang Cliding Club, 110 Lafayette l.J\ '70508. (J 18) ')81-8372.

BUSINESS & EMPLOYMENT DRAGONFLY TOW CLUB -- The succ<:ss is in tl1<: smiles! Dragonlly kits available NOW for $10,8001 l'nfly huilt for $12,800 plus yon get Bobby Bailey to train yon at your site. Call for details. l<en Brown dba Moyes America (415) 753·953/i FlyaMoyes(ii\wl.com FOR SJ\LE Arizona bang gliding business. Rednccd ro half pricc-251<! J\ll wind directions ma1H11adc hill with ten ac1Ts. Excellent location close 10 Phoenix/Tucson and near mountain sires. Ciani shop & stock. (li80) 77T8(i0'1.

Classified advertising: new life for your equipment and cash in your pocket. What a deal!

60

BJ\C IT! Tr you don't have yom copy of Dennis Pagen's l'ERFORMJ\NC:E FI.YINC yet, available thrnngl, US!!(;/\ Hcadquarrcr.s $29. 95 ( 1$5. 50 s&h for UPS/Priori1y Mail delivery). USHC:J\, 1'0 Box 1330, Colorado Spring.s C:O 80901. 1·800·-616-,6888 www.u.sl1ga.0rg

()ur advertisers appreciate your support and patronage. Tell . .,.~,,,....,. you here. saw their

Attention USHGA members! New hang gliding promotional video available. Special member price only $5.00 ($15 for non-members). Call l-800-616-6888 to order yours today!

HJ\NC GlllllNC

two or more videos). Crcat to impress your friends or

VmEOS & FILMS

MISCEJ,LANH)lJS

for those socked-in days. J>crfc-ct gili for 1he launch polato tllrncd coucli potato. Also, ask us about out

paragliding vidrns!

*NEW" TO FLY: DISCOVER HANG CLIDING TODAY by i\dvenrnre Producrions ONLY $5.00 FOR USJ-JGA MEMBERS ($15.95 for non-US! I< ;A rn.cmbers). Discover how rnodcrn hang gliding can eas-

ily help you realize your dreams to fly. This video was created ro show how hang gliding has evolved imo a safr, affordable, and li111 way "To J:ly". Ir shows how

SPEFI) Cl.IDING: TEAR \JP THE SKIES By Adventure l'rorhrctions $2/i.95 Covers the speed gliding contest in 1<'1mloops, British C:olumhi,1 and then onto Telluride, Colorado.

Superior graphic ,1nim;nion, great camera angles. 2/i

modern technologies cornhincd wirh enhanced training

minutes.

rcdrniques have made hang gliding easier to learn and safer rhan ever before. Filmed ar several major hang [~lidin1; schools in the United State.s "This production has my best footage packed into a short 10 rninme eye

TELLURIDE SPFED c;UDTNC By Tatum l'rnduc1ions $19.95. Complete coverage of' this event.

The sound oC die glider~ p~1ssing 1hrough the control gates is 101ally awesome. 33 111inurcs.

opener. \X/c were ah!c to cover the and easy training for beginners, as as, the extn:mc aspens hang gliding which make it educational,

Cdl US! JC/\ (71 'J) 6:12 8'l00, fox (719) 632 6/i 17,

entertaining, and fun to watch." Says producer Paul I lamilton. 10 min. 1 This is the video you show your family and friends! *NEW* WEATHER TO FLY, hy Adventure Productions. i\ much uecded irnrructional video 011 meteorology. Dixon White, Master pilot and \JS!!(;/\ Examiner, rakes you through a simple step-by-step showing where 10 acquire weather da1a and 10 imcrprer it. This video will help pilots of' any aircraft undcrsrnnd more about modeling and l,1recas1ing. You'll learn abou1 regional and local in/111cnces and how to de1crminc winds alofi ,rnd stability. "Weather To l'ly" is an over-all view packed with usdid details and includes grea1 cloud footage. It is as1rau,l\t·lorw,ml presenrarion 1ha1 is easy to follow. 'SO min. *NEW" STARTING HANG CLJDING, by Adventure Productions. Produced especially 10 pro1notc the sport. Covers basic preparation, wcarhcr,

order from our web site www.ushga.org. Please add ,.$/i

.s/h in 1he USA.

Frnrn the Tcllurid,, Festival in J ')g I, to the modern day fi-ecstyil' hillow the history of this dynamic gathering.

Call US! !Ci\ (7\'J) 632-8.lOO, fax (71 ')) (,32 (,Ii 17, order Crom our web site www.ushga.org. !'lease add ,.$/i domestic s/h.

enthusiasts read

)ULY 2000

tmc or these heautifiil J'Osrcrs.

ET!IFIH:J\I. SPORTS World wide light avi,llion directory. FREE services. ht I p://www.crhcrcalspons.com

ushga(i!)usl1ga.org)

Europe's rnost dramatic mountains. Also cornmctHs from i-op pilots &' great animation. 21/ min $35.'JS Currendy om hottest selling video'

www.ushg'1.org. Pkasc add -1 $Ii domestic s/11 (, $5 l,,r

section of our web site www.ushga.org for a color pic-

or

check

our

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www.11shga.org

More than l 0,000 hang

email: lL'ilJgJ~1\1shg:1.org, or order off' our wch p,1gc

1

VlDF.OS BOOKS & POSTFRS your Merchandise order liirm (71 ')) 6:12-8300, email:

proper ani1udc, gronndhandling, launching and those first flights. :10 min $29.95.

TURNING POINT - IN ALPINE THERMALLING, by Dennis Trott/Alpine Flying Centre.

50'H, He;, 50% ]'(;, Discover techniques to tame the elusive alpine thermal. Beautiful

AERONAUTS - lli\NC GLIDING MASTFRS, hy Photographic Expr:ditions. A dornme111ary o/' hang gliding today . .Superb i(Hnagc, graphics & interviews. li:l rnin $29.95.

PARTY i\T CLOUDBASE A hang gliding music video by Advrn1ure Produuions $19.95.

11/\NG GLIDING EXTREME & BORN TO FLY by i\dvcnt11re Productions, grear hg action $3/i.95 each.

I !A WAII/\N FLYIN by Space 'J, soaring in paradise, amazing launches $.H.00 Cdl US! 1,;A (719) 6.l28300, fox (719) 6526417,

"AEROBATICS" hill color 2:J"x 51" poster katur ing John! lci11ey doing what he docs hcst-1.UOl'INC' i\vailable through US] ICA llQ for just $6.'J5 ( $/i.00 s/h). Fill 1ha1 void on your wall! Send 10 US! ICJ\ i\crobatics Pos1cr, ]'() Box 1300, C:olorndo Springs C:() 809:l.1. (US/\ & Canada only. Sorry, arc NOT i\V;\11.ABLF on international & Eric lbymond posterC:li\l.--i\crobatics BOTI I !'( lR $10 s/h). Check the merchandise

nights. C;ive 'cm a uy' 2 /cir $5 /.ing Wings, PO Box 1/89, Enumclaw Wi\ 1)8027-. www.'l,i 11g'\vi ng.corn

our magazine every month. That's more than 20,000 eyes seeing your ad.

DON'T LEAVE YOUR CROUND-llOUND EQllIPMFNT SITTING IN TITF GARAGL SELi. IT IN TI IE l lANG GLIDING CL/\SSIFIEDS. Cl .ASSJFIED ;\DVERTISINC RJ\Tl,:S The rare for cLissificd advertising is$. 50 per word (or group or characters) and $1.00 per word for hold or all c1ps. MIN!MlJM i\D Cl li\R( ;1,: $5.00. 1\ kc or $15.00 is charged for e,tch line

art logo and $25.00 f,ir each JJhnlll. l.INF/\RT & l'l lO TO Sl/.F NO LAR(;FR Tl fi\N 1.75" X 2.25". Please ,mdcrlinc words tD be in hold print. layouts of' tabs $25.00 per col11nm inch. Phone words. Email or weh addressdwords. AD DFi\llLINFS: All ad copy, i11s1ructirn1s, changes, additions and cancclbtions 11111st he

received in 1.'S months the cover date, i.e. July 20th for Septcmlx,r issue. make checks payable 10 US] f( ;,\, P.O. Box I.l.lO, Colorado

C:Cl 80'!01-\\:10, (71 ')) <,32-8l00. F,ix (71 'l) or email: ushg"«'lushga.org your classified with your Visa or MasterCard.

61

Soaring Society oj'America STOLEN WINGS & THJNGS

Fl.IC] IT DESIGN S2VT Two paragliders lost by the US postal service, shipped fi-om CJ\Lll'ORNJ/\ to 1 l/\WJ\fl parcel post on August 1')th, 1')'J'J. One large w/purplc one medium w/orangc top. Lois l lulrncs {530)

!.EFT WJNCLET Lost /c,r a WWXC 155, at CLASSY MOUNTAIN, SC on October 28th, l'l')'J. Original wingkr (not a newer version). Painted deep blue w/whirc lightening bolt. (Would /il,e to rcpfr11.'t it or sci! my r~e;ht wing wing/el Jin· 11 jitir price.) Paul Peeples (828) 885-25%, pbra11ncnpCi>CfTC:OM.NET /\EROS STF/\LTl I 152 - Stolen li0111 QUEST J\!R FLICJ IT PJ\RI<, l'L on May 1st, 1999 (last 01'1hc Nats.) Red rmdcr, blue rip, mylar top. Call (2ii8) 39/i-1227 111holtglide(iaol.corn

STOLEN WINCS arc listed as a service ro US! JC/\ rncmhcrs. Newest entries ,nc in bold. There is no charge f,,r this service and lost and l,,und or equipment may he called in (719) 632-8:100, in (719) (i:l2 ..(,fi 17, or emailed at lc,r Cliding magazine. Plca,sc to cangliders :ire recovered. Pcriodicnlly, be pmgcd.

listing Academy of'Mode! !lerona11tic, www.rnodclai rcraft ,org 800,-435-9262

Hrif!oon Federation ofAmerim www,bfa.nct 51 5.. 9(i 1-8809

Helicopter Club ofAmeric,t www.vtol ,org 703-684-6777

international Aerob,11ic Club www.iac.org 800-843-% 12

www,ssa,org 505-3921 177

US. Hang

Association

www, ushga.org 719 632-8300

U.S. Pc1rachute Association www.uspa,org 703-8%-3495

US. Ultmlight Associcttion www,usua.com 301-695-9100

National Aeronautic Association www, naa-usa.org ] .8()() .. (;44.9777

INDEX

ADVERTISERS

Adventure Prod11ctio11s,., .... ,, ,,,,,,,,,. ,, ., .9 Ai rcorcc,., ................ ,..... ,............... ,.. ,37 Angle of Attack .. ,........... ,........ ,......... 62 Arai Design ....................................... 22 Dan Johnson .. ,........ ,......................... 39 Plight Design ................. ,.................... 9 Flyi-cc ,............................................... 23 I-I all Bros ...... ,............................. ,........ 9 High Energy Sports .. ,.......... ,............. 27 J llSl Fly .............................................. 19 Lookout Mrn. FlighL Park ............ 56/57 Mastadon [)csigns ............... ,, .. ,........... '.)

Moyes ............................... ,........ ,........ 'S Ncilscn-I<ellcrman ..... ,............ ,...... ,.... 5 Dog Publications ............ ,........... 37 Sport Aviation Puhlications, .. ,,,, ........ 27 Team Challenge ........................ ,....... 10 U,S. Acros ............ ,.,, ........................... 2 USHGA ............ ,..... 5, 11, 1<),31,38,45,57,62 West Coast Atos .... ,........... ,........................ 27 Wills Wing ............ ,............ Back Cover Women Fly .... ,,,, .. , ................. ,.......... :39

IA Phone: 209.543.7850 Toll-Free: 888.530.9940 E-Mail: custsvc@a ng leofattack. net Website: http://angleofattack.net

USHGA PO Box I 330 Colorado Springs CO 80901 l -800-616-6888 fax (719) 632-641 7

1110% G1111r11nteed. If not satisfied, return unused tubes for JOO% money bark. Major Credit Cards mceptod.

OEM/Dealer inquiries encouraged.

Ad by Peter Birren: 847.640.0lTI

62

HJ\NC GLIDINC

ST. PAUL, MINN. , 'I'he Ea again! Two spectacular flights within clays of one anol:her pul: a focus on the hal of the U.S. Jnterm,t authoi: Davis Straub wr i l:ef;, was ab] e Lo stay lon9 enou9h the air to break the current coast rian9 91idinq record by ?O miJ e,,. I flew my ATOS 212 miles from Wallaby Ranch L.o northwest of Valdosta, Geor9ia about sc-cv1cm and a half hours. crtih, break,] the previouc; record set by Mark Poustinchian of 19? mi does not: Pet12 L12hmann' flex wing hanq dinq record of 182 mi. les 997 Tc"mpleton, PA." So the $1,000 prize offe.rc-:d some a<Jo by Wallaby boss Malcolm

lleinricbs. 'l'he Moyes Boys say that: alt.bough many down.sized qlider,-; mere] haw, some span removed at the root, "The t.espeed 4 uses a different design approach based more on :c;oa l i nq and then mod:i fying. " For example, despi Le a sborLer span and les,3 area, the 4 ha,; the ,;ame number of upper surface balten;:) as the tespeed 5 rninimizinq leacJinq odqe di,;t_ortion. 'J'be 4 is opt zed for pilots weiqhin~1 155 pounds. ••• US Aeros reportr;, "We've just gotten in our first shipment ot Pulse 3s in the medium (] 0 meter) size, They were debuted at the Kitty Hawk Kites annual Spectacular ovent and the fi impresciions w0re very good. ft's basically a 1

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,Jones contc'mplating anothc,r XC pri,ce to c,pur forther ach-i c,vement. (111411111 Shortly afLer thfr, exco.l lont accompLishmenl: Aeros distributor GW Meadow,o wrote (with understandable" pride), "Larry Bunner flew 213 miles [rom Leland, l on a three-year-old Stealth l. Thir; fl i.qht not only a new Easl: Coast flex record, also eclipses Diwis' rJ ight on the ATOS last week. Larry spent five and a ha] l1mirs thee air ancI Ielt he had anoUier couple of hours worth of energy in him when he landed. Larry landed only six mi1c,s from the Indiana/Ohio Border! " ••• , 9uys ... Well done! B11t wow, only a differenc,:. ! ? Al tllouqh BurmE,r I ogged l:wo his Uight, he soared over two states' worth Le. If you'd likcc, to n,ad his detailed acco,mt a,; we1] one from Davis wait no more. As i L ou L-_, because Bunner wrote of s f 1 i gh t to Straub, bol:h accrnmtc; can bE, found on Davis' webcd.te (davi.sstraub.com). One hopes thic,,;e wiJ] miqrat:c, L.o L:he magaz.ine f:or those unwired (or Internel:---weary) pilots. ••• Seedwings desigm"r and boss Bob Trampenau wri Les, "Been pretty busy with i;ome very interes t:Lng st_uf . " lie was kind enough to in the blanks. A "My airtoLI downtubes are gettinq favorable responc,C,c, from Uie Nl'OS pc,ople." lie adds that A'l'OS desiqner Fe] .i R11ehle ha,; tnbing sample 1ceady to go into the Uni.ven,ity of Stuttgart wind l:unnel. Bob i,_, wiJ ling to se]J "Tramp' s Tube" Lo any other wing producers. A Seodwings continues to produce \ hr:o Sensor 610 with kingpost and s del tho highest

Airwave Sportster at the Spectacular. They were ov0,rwhelmed by a po,,it:ive r-eacl_ion from attending pilol:_s. J:mporter JVfeadowc, i,c; pleased with trie new o[ferinq, say:inq, "WiLh a very ,,;exy, curved look, this qlider aero\-ows like it':; on Sportstor also ha,,; a cam VG l:ha l-_ makes addinq some more performance? ac, easy as a thumb and forefinger pull.

"1'hi qlider land,; as easy as any qlidor you' evor Flown, " he adds. A 148 size available on an fl week order and a 159 wi be available soon. Subsequently, a 134 should be out by the end of the su:nmEff, Moadows l:orecasts. ••• Shifting from product news, I found intriquinq that both Steve and Bill Moyes have been invited to join the Olympic torch relay for the Sydney Games. Obviously the Aussies wanl: to inc] ude the_i r native sports rK"roes, and 'm proud to hear thaL hang glidi nq iqurer; in l:he:ir 1-_hinking.

Conqratu laLionf;, Bill and St_eve ! 8811 Final] y, my old friend Ken de Russy ha,; made, J-1 i_s own impact on hanq gliding, pul_t:ing to work his years of pursuit of banq qlidinq memorabil:ia. 'l'he pn,st:igious Seattle Museum of Flight has enqaged his di;;play or: the sport; and will run it from \:be present until Februaly 2, 2001.

Attaboy, Ken! A Museum vis tors can explore evolution of hang qli dinq, from leqendary tales of soaring 4,200 years ago to the, modern L.i.mes. Ca"_led "Ride The Winch The Story of Hang Gliding, " the de Russy show a col I ection of qJ i_ders, accessoric,s, photo,; and videos to provi an overview. t:ors may al;;o try their hanq gJ i din9 ,3ki 11 in an interactive simulator and can review decades of glider technoloqy in a proqress_i on from bamboo and linen, to plast:ic and synthetic fabrics, to a Luminum tubing and Dacron matorials, Reproduct i.ons of the ng lfl93 Lilienthal GLidor, 1896 Chanute Herring CJ] ider, and 190? Wriqht g] i.der part of the show. l•'Loating above Lbe exhibit, will bo an array of "modern" qLiders such a,, l:ho diamond-shaped Ba\:c:o, biplane Icarus , delta Roqallo standard desiqns, and the ultramodern Ghostbuster. Ker de Ru,-;sy, 51, is a Life Member of USI-IGJ\ wJ-10 has held a hanq gli_dinq instructor cert.ificahon lonqer than anyone on the planet:. He resides in Anacortes, War;hington with his wife Bonnie Nelson. For more infomiation on hang glidinq lice can be contacted at 360-293-86~1 o~ by e-mail a "WeFlyUniv@aol.com" The Museum of Fl:i9bt located al: 91J04 Easl: Marginal Way Sout:b Seattle, and i_s open daily from 10-5, and until 9 on 'l'hursdays. eff So, qol: news or opiniorn::'? Sc-:::nd 'em \:o: 8 Dorset, St. Paul MN 'i5118. Messages or [ax to 651--450--0930, or to Cumu1usMan@ao1.com. A All "Product " columnE, will aL www.ByDanJohnson.com. THANKS_! be available

performance

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the money.

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111

Sensor L-_he only hang glider i_n the world with flaps." (...we] l, other than the gids). A Of his l:opl ess CF3, says chancJes include, "straighter leading edge, tubc,s and a noUceably straiqhter luff."

He adds, "The wrap on t:be :is one inch greater, the purpose of which i_s significant midspan twist reduction and grea l:er performance. " Since Seedwinq. com ( note, speJLinq ! ) s I: LI under construct: on, you can e--maiJ Bob aL,;eedwing,;(dearl:hl ink .net or ca1.l fl05 68 0604. A 'l'rampenau r-ecei vin9 some he] p from RC Dave Freund. or: h:i s pc,rsona l J y tweaked Sensor, be wri i:c's, "J 1_ seeJnc; to w'_t_h the riqi_d,; at 40 mph. A fec,w of .Lly good o Ld t:imer,; say it :is Lhe most bemitifu-1 winq \:hey have seen I can i.ve witl1 this. " 988 Moyes released the Litt: 1 e; Litespeed 4 sayi.ncJ i " i s comp Lr,te and in fu U production. " With all the ,,ame desiqn fl,at:ures thee, J ,i_ tespced ,_-i, l..ho 4 's smaller winqspan and 1 woilJh\: a i:x,rfec1high perf:onnanc<, solution for the Ligbter pi lot, Moyes fee-].,,. 'I'he work wa,3 accomp] ished for the, Aussie

JlJ LY 2 ()()()

news relates to the debu~~ of thE-1 new

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1 50

SP

THE BEST PERFORMING GLICER WE'VE EVER BUILT. PERICO.

Wills Wing is proud to present the new Fusion 150 SP. We developed this glider to provide our competition team with the highest level of performance. Prototypes of the 150 SP have won the last two annual Morningside Glide Angle contests by wide margins. In its fully equipped competition configuration, the 150 SP has demonstrated nearly two points in l/0 performance increase over the original Fusion.And now this glider is available to you.

The Fusion 150 SP features an all new airfoil and sail cut,(now standard at no extra charge on all 150 Fusions), which significantly enhance both performance (by almost a full point in LID), and handling. Additional individually selectable options allow the pilot to customize the glider to whatever level is desired. Sail upgrades include premium Hydranet trailing edge cloth, fully enclosed spring tip battens, carbon fiber inserts to support and enhance the leading edge of the airfoil, and an option for an all mylar top surface.

Airframe upgrades include afolding speedbar, a faired carbon fiber speedbar, or afull carbon control bar wit h minimum profile streamlined downtubes, basetube, and narrow gauge, low drag lower wires.

www.willswing.com

USA 500 West Blueridge Ave. Orange, CA 92865 tel 714.998.6359 fax 714.998.0647

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e-mail: flywills@ping.at