USHGA Hang Gliding December 2001 by US Hang Gliding & Paragliding Association

WHITE RWB HG POLO M, LG, XL S29.95 XXL $32.95

u s

USHGA PO Box 1330 Colorado Spring: co 80901-1330 1-800-616-6888 www.ushga.org

SHIPPING in the USA Up to 2 lbs add $5.00 3 - 4 lbs add $6.00 5 - 6 lbs add $6.50 lnt'l-email us for cost. Ushga@ushga.org

1 lb.

www.ushga.org

ntents (USPS 017-970-20 - ISSN 0895-433X)

14 President's Comer by USHGA President Jim Zeiset The srory of a long, bumpy road traveled, and where we are now.

24 See And Avoid

byjoe Grego,; illustrations by Harry Martin

Staying out of rhe way of ocher aircraft.

31 2001 Cloud 9 Labor Day Weekend article and photos by Bob Grant Grear flying with the Draachen Fliegen Soaring Club at Cloud 9 Pield near Lansing, Michigan.

32 Kari Castle - Record Breaker by Carol Binder T he story of Kari's rwo new world records.

47 Hang Gliding Photo Gallery

by Aaron Swepston Hang Gliding magazine incroduces a new feature: a hang gliding photo gallery.

This month's featured photographer is Aaron Swepscon.

Columns

Departments

Incident Reports, by Bill Bryden ......... 38

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

Produce Lines, by Dan Johnson ......... 54

Update .......... .. ........................ ................8 Calendar of Events ...................... ......... 11

Classified Advertising .......................... 40 Lndex to Advertisers ............................ .53

DECEMBER 2001

Dear Editor, NJ\SA, the Northeastern J\ir Sports Association, is pleased to announce the opening of their new launch ramp at the club's new launch site on Ellenville Mountain, New York. NASA locked down a l 0-year lease with the bndowner with an option to buy this great piece of land on Route '52. fr is only a quarter mile from the original Ellenville site. The landing area is a seven-acre parcel, owned by Mountain Wings, [nc. and used for their training hill, that lies across the road from the other LZ. NASJ\ was formed in l 995 by 10 pilots who knew of friur llying sites rhar needed TLC and insurance to be used. With that in mind, a USHGA Chapter dub was started. We put the word out that a new club was being formed, and within three weeks we had more than 65 members, mostly paraglidcr pilots. We starred looking for an new northwest site closer to home (Ellenville) than the traditional site. After contacting the landowner of the "North Knob" and telling him of our dilemma, he agreed to sign a coutract with the club. The first work party was incredible, with so many volunteers showing up that the launch was cleared in no time. T'hen we were swamped with materials and donations for the flrst in a series of ramps that were planned for rhe new site. One of our club members who wishes to remain anonymous even donated $1,000 to help build the second ramp that was being planned. Thanks so much for that dona-· tion. With that: big chunk of money we realized that we needed to register our club (USFIGJ\ Chapter #221) with New York State, and we received our not-for-profo, tax-exempt status. More memberships really started to pour in after the new launch was discovered, and we couldn't believe how many pilots cmne out of the woodwork who hadn't flown in a long time. The new ramps were designed to rnake launching both hang gliders and paragliders much safer and easier. In addion tion to landing at the seve11--:tere soarablc days pilots fly down the ridge to DFCLMlm~ 2001 VOUJME 31, ISSlJE No. 12

soar the higher, more constanr ridge above the Ellenville airport, and then land at the LZ used for tow opetations, which is a 4,500-foot strip of grass alongside the runway. 'fhere is always a party and barbecue going on afrer a day of soaring and towing. For more information and a membership form to join NASA, you can either call (84 5) or e-mail Mtnwings@catskill.net and we will send you the frmns. Or, srop by Mountain Wings Flight School at l 50 Canal Street in Ellenville. Greg Black Ellenville, NY

Dear Editor, The October issue of Hang Gliding was really great and worth the wait. I really liked the articles about the Aeros Stalker, rhc Eagle 1 and the article abom flying with a motor. The last was really well done and may help save a life who knows. A friend of mine just got a was perfect. motor, so the 1 also enjoyed Greg DeWolf's article in the September issue, but as you might guess, now I'm curious to sec what he'll have to say about "slips" in future installments, as he hinted that would be one of the future topics. The recent string of launching and landing articles by various authors has been a good read as well. Steve Seibel Wichita, KS

Dear Editor, This is in response to the question from Len Bedaw ("Air Mail," Sept. 2001) about why the elevator control on Pat Page's sailplane was not functional, leading to Pat's demise right after takeoff There is strong relevance here to hang gliding and paragliding, so please read on, With most sailplanes built more than 10 years ago there are several manual hookups on t:hc critical controls and HANG CUDINC

A look ,11 tl1c nic WincJ ,ir;cJ Wr1y It Workc, Skills to I r1c 13cc3irmcr Level Ski/ls to trw Novice Level F:lyinCJ CondiLicms C1l1c11ncJ fqu1pmcn1 More alJout tJ1c F)rinciplcs of Flight for I /1qr1 AltiLucJc 1:licjf11 Slclr1Cd in r.:mcJcrn &id row /Ji/01 Sr1oulcJ Know Glidir1q Terms 1r1c fJrn llic s" 0

Plus

$4. 75 /V]CX1( 0,

USHGA, PO Box I

Colorado Springs, CO 8090 l J -800-616-6888 fax (719) 632-6417 www.ushga.org

structural components, as there are on every hang glider and paraglider! If these hookups arc overlooked or incomplete, the attendant comrol surface won't work, or structural integrity will be compro· mised. Pora sailplane, the absolute worst case is usually the elevator, because, without that, you will almost certainly end up diving into the ground right after the tow plane yanks you off the ground. There is usually only one ourcomc. Pat Page was immersed in hang gliding for 15 years. While working in the industry he would often assemble and disassem·· ble IO gliders per day. He was very experienced and very carefol -- many would say obsessive. So, what happened? Well, a corn bination of factors was involved, as always. There was certainly rime pressure when he assembled his ship that morning. Nevertheless, Pat insisted on a final "positive control check" right before flight. This involves a helper who holds each control surface rigidly while the pilot makes certain that the control stick is positively connected to all surfaces. ·rhis must really make us all stop and think hard! lkre we had a highly experienced pilot, a passionate advocate of safety, top-class equipment, and no weather factors. How could this happen? Tt's not certain if the elevator control disconnected itself during takeoff or if it was never connected. After the crash it was found to he disconnected. The favorite the01y is that, despite a "positive comrol check," the elevator was actually never hooked up. Subsequent analysis identified a way that the illusion of a connected elevator could occur! Worse yet, over the past 20 years, several other pilots have died or been seriously hurt from exactly the same failure mode on the same make and model of sailplane. (Pat knew this last foct, and it made him properly cautious. Bur he did not know of the "illusion" phenomenon.) Here's what all pilots can take away from this: 1) Automatic and foolproof critical assernblies are always highly preferable. Upgrading older (manual) equipment can save lives! 2) Mistakes can happen in the very best of circumstances. 'T'hey can happen to any of us, at any time. 3) Know what is absolutely critical and

double-check it absolutely! 4) Work hard to find ways that failures can occur in your equipment:, and always avoid complacency with the attitude that "I am going to find a fail .. ure today!" I think Andy Grove of Intel once said, "Only the paranoid survive." 5) Share all knowledge on root causes of accidents so that others may avoid paying the ultimate price. Search out every bit of information available about your particular equipment:. 6) Use "aids" where they might help. Checklists and "remove before flight" banners are absolutely ingrained in military and comniercial pilots, because they have saved countless lives. The tragedy of Pat's loss may have some meaning if we all genuinely redouble our efforts and attitudes as noted above. Poree it on yourself and your friends! If anyone would like a deeper understanding of sailplane technicalities, just drop me an e-mail. And, by the way, the "Pat Page Memorial Fund" is still accepting contributions: Account 0049 6389 5183, Bank Of America, J 646, Highway 395, Minden, Nevada 89423. Len Bedaw also suggested some kind of memorial in the spirit oflearning. What a wonderful sentiment. I will follow up on that. Jim Herd Jf.Herd@home.com Pleasanton, CA

Dear Editor, Unfortunately, fhe word processing software "dropped" many of the web links during the conversion process for my article, "foot Launching With Power" (Oct. 'Ol !!Cr). These are the links that should have appeared in the article under "Manufacturer's and More Information":

Mosquito b ttp://www.swedishaetosport.se/ mosquito.htm

http://www.users.zetnet.co. u k/flylighr/

Booster--·· http:/ /www.pegasnsaviation.co.uk/ booster.htm Wasp http://www.waspsystems.co. uk/

Foot Launched Powered Hang Gliding Discussion List··-· http://groups.yahoo.com/ group/Hphg Oz Report, flying the Mosquito with the

ATOS---http://www.davisstraub.com/OZ/Ozv3n8 6.htm Tennessee Propeller-· http://www. tn··prop.com/ Richard Gibb'., web page http:// wind-drifter.com (this has a PDF version of the article with the above links included) Since I wrote the article Thave gained more usefol information in discussions with other flphg pilots. For the beginning flphg pilot it is very usefol to do some practice nms on flat ground with just the glider in very light wind conditions. Hying the glider on flat ground is a bit different than launching it from a hill, and you may find that there is only a small change in nose angle between a smoothly flying glider and pulling a drag chute. You want to learn that subtle differ-· ence without the sound and stress of a power takeoff Afrer you arc cmnfortable with the above step and have put on your harness and are ready for takeoff, start out nmning with only enough throttle to overcome tbe drag of the skids. At this point your goal is only to get the glider to fly itself (as in the practice above) without taking off Once you are sure that you have the glider flying properly and carrying its own weight, then smoothly increase your running speed and throttle together, withont changing your pitch angle. This approach will help ensure a smooth transition to takeoff One pilot reported that he felt he tended to swing forward (and push out the bar as a result) when the skids lifted off the ground another reason to be sure the bar is pulled in adequately during takeoff.

Explorer--· http:/ /www.airtimeproducts.com/

Doodlebug--

Richard Cobb Blacksburg, VA HANC CLIDINC

DEALERS CAUFORNIA

VIRGINIA

Dreamweaver - Doug Prather

Blue Sky - Steve Wendt

B.C.CANADA

NEW YORK Mountain Wings - Greg Black

Kim Jenner

(250) 453-9983

(209) 556-0469

(540) 432-6557

(845) 647-3377

drmwvrhg@softcom.net

blueskyhg@yahoo .com

mtnwi ngs@catskill.net

Looko1tt Mo11ntain Hana Glidina 800. 688. 56 57 - www. ltan9lid£.cont

Rve times as many students learn fO ffy at Lookout

Integrated Instruction of foot launch and aerotow tandem skills The Industry Leader for over 20 Years

Put Yourself in Expert Hands at Lookout Mountain Flight Park & Training Center Lookout Mountain, Georgia Since 1978

II Update MOYES LITESPEED SAFETY ADVISORY

oyes would like to advise all Litespeed owners to check the front-center section webbing strap that attaches the center section to the keel. There have been cases reported of wear on the front strap due to an abrasive edge on the center section. The wear would be most prominent on gliders that have been subjected to high loads, for example, gliders that are continually set up in windy conditions with the tail ro the wind. We recommend that all Litespeed owners check the strap and contact their nearest dealer for more information if there is any sign of wear. Retrofit parts will be supplied with fitting instructions, or your dealer will make the required modifications. The photo shows a strap that has been rotated ro show a severe case of wear. Contact: Moyes Delta Gliders, phone 011 61 (02) 9316 4644, fax 011 61 (02) 9316 8488, www.moyes.com.au, Moyes America, (530) 888-8622, FlyaMoyes@aol.com.

SUPERIOR DRAGONFLYERS AND THE DULUTH AIR AND AVIATION EXPO

he Superior Dragonflyers Club, USHGA Chapter #246, would like to thank the USHGA for its support during the Duluth Air and Aviation Expo 2001, which featured the Navy Blue Angels. The two-day event in August was attended by an estimated 60,000 people. USHGA provided a large amount of material for us ro distribute. We handed out hundreds of recent issues of Hang Gliding magazine, hundreds of "Get a Higher Education, Learn to Hang Glide" buttons, several To Fly videos, hundreds of reproduced articles from Hang Gliding magazine, and answered at least

a million questions! Needless ro say, we were very busy. The USHGA members who participated were Craig Austin (Tandem Instructor, ATP, H4), Gerry "Engine" Anderson (BFI, H2), Doug Johnson (Tandem Instructor, ATP, H5), and Dan O'Hara (Tandem 1, H4, Superior Dragonflyers Public Relations Liaison). Our Dragonfly operation at the Superior, Wisconsin airport has been very busy since. Thanks for the great contribution and support for this great event. We had a chance to talk to many dozens of people who, over the last few years, had seen our Dragonfly towing gliders aloft out of Superior. The questions and interest were great. Thanks a million! - submitted by Doug Johnson, Secretary/Treasurer, Superior Dragonflyers

"Proven Performance" "Over 100 satisfied Customers" 600 foot/min climb rate 100 foot take off and landing 22 HP engine Attaches to most hang gliders Easy to set up, break down and transport Ready to Fly, Not a KH SkyCycle Video Available

Fun, Convenient, Comfortable and Easy True Lightweight Soaring Trike 95 lbs. LookoMt MoMntoin Hons Glidins 800.688.5637 - www.ltan9lidE:eCOffl

H ANG G LI DING

BLUEYE FLYING GOGGLES

lytec USA is pleased to announce the addition of Blueye Goggles, state-of-the art eye protection, to their flight products line. Blueye Goggles are the ultimate wrap-around eye guard for air and extreme sports, and they look cool too! Their refined contours combine the innovative "vac-u-air flow system" with sensational form to deliver an exceptional sporting accessory. The frames are made from soft Santoprene which provides a rugged and comfortable fit. The lenses are made of impact-resistant polycarbonate, treated with FX2 anti-fog coating providing excellent eye safety, fog-free vision, and 100% UVA and UVB protection. Features include: • Impact-resistant Polycarbonate lens • 100% UVA and UVB protection • Interchangeable and replaceable lenses • Anti-fog coating to the inside of the lens • Soft santoprene rubber frame, aerodynamically shaped to provide flexibility and comfort while sealing the eye area from wind, dust and snow

• Small, circular perforations within the frame to allow air circulation to prevent fogging • Adjustable clip and elastic strap for comfort and safety • Unrestricted peripheral vision • Every pair of goggles comes with one extra lens • Available lens colors: blue/clear, smoke, yellow, rose, mirror • Low-profile design allows goggles to be easily worn under fullface helmets • Ideal for hang gliding, paragliding and ultralight flying For more information on Blueye Goggles please call your authorized Flycec dealer or contact: Flytec USA, 1-800-662-2449, or (352) 429-8600, fax (352) 429-8611, info@flycec.com.

NEWWORLD RECORD

erman pilot Marcus Hoffmann-Guben set a new world speed record on a 200-km triangle on August 22, 2001 . Marcus flew a Flight Design GhostBuster to accomplish this task at an average speed of 27.2 mph. The flight took place in the south of France at Saint Andre-Les-Alpes. Marcus is on the German team and will be coming to Chelan next summer for the Rigid Worlds, but will be flying the new Flight Design Axxess +.

DOODLEBUG FIRST TO OFFER ELECTRIC START irst Light Aviation's Wayne Bezner Kerr announces some new innovations and options available for the Doodlebug powered harness. "We are very excited about our new electric start option," comments Bezner Kerr. "It is a really neat system. It only weighs three pounds and has started the engine more than 120 times on a single charge, including 60 starts from completely cold. At only $300 including the battery, we expect that it will be a very popular option with pilots looking for easy . . m-air restarts.

))

FINALLY HERE IN AMERICA!

f lNSTERWALDER 'S EXCELLENT FLYING SHRINKABLE GLIDERS THE CONVENIENCE OF A PARAGLIDER WITH THE SUPERIOR SAFETY PERFORMANCE AND LOWER COST OF A HANG GLIDER

PERFEX

LIGHTFEX

FUNFEX

SPEEDFEX

(760) 7S2-97SS WWW.FEXAMERICA. COM

SEMINOLE-LAKE GLIDERPORT Located t 5 miles west of Disney World-Orlando (between Quest Air and Wallaby Ranch) Introduction to Sailplanes (40 : I glide ratio) by one o f our instructors or by Terry Reynolds (former hang glider w orld team member/ designer) in his own DG-505.

We offer: Instruction - Basic -Advanced - Cross Country

0 A variety of gliders to rent.

0 FAA Examiner on Staff

0 Hangars and tiedowns 0 Guest Rooms/RV Hookups O Swimming Pool B)SEM1NOLB-LAKE Gl.lDBRPOKI

E-Mail: soarfl@aol.com Website: www.soarfl.com Tele/fax (352) 394-5450

I 0% Discount with this ad for an FM glider rating.

PO Box 120458, Clermont FL 34712 (Hwy 33 at Hwy 561)

Update

First Light Aviation also announces several ocher options for Doodlebug pilots. "Our new folding propeller has been fieldrested for six months now, with excellent results. It is as strong and durable as our regular propeller, but folds back when the engine is switched off for minimum drag when thermal flying. " Bezner Kerr is enthusiastic, "With the folding prop, the minimum sink rate of the glider is basically unchanged from a conventional harness. However, you gee all the comfort and handling advantages of a modern suprone design. Thermal flying is a lot of fun chis way!" There are also several ocher new options for the 2002 Bugs. "New Doodlebug cusromers will enjoy a super-reliable, automatic engine decompressor, and internally routed kickstart lines. Kickstarcing is now as easy and simple to do in the air as on the ground. We also offer eight new color combinations and a bivouac bag for serious touring pilots in 2002. We'll be doing some cross-country touring next season, and we invite ocher powered harness pilots to come along. T he Bug really opens you up to chis kind of flying, and pilots get hooked on it pretty quickly. " For more information on the Doodlebug, eastern pilots should contact First Light Aviation at (607) 256-9149 or on the web at www.first-light.net. Western pilots should contact Las Vegas AirSports, the western distributor, at www.fly 10 I .com or by calling (702) 260-7950. Dealer inquiries are invited.

NEW VIDEO RELEASE FROM ADVENTURE PRODUCTIONS - "THE ULTRALIGHT TRIKE ODYSSEY -TOP TO BOTTOM, A POWERED HANG GLIDING ADVENTURE FILM

he Ultralight Trike Odyssey - Top to Bottom, A Powered Hang Gliding Adventure, cells the story of an extraordi-

nary cross-country trip. The Odyssey starts near beautiful Lake Tahoe and continues down the snow-capped High Sierra mountains ro Death Valley, and then back through the Nevada desert to return to Lake Tahoe. Four ultralight trikes were flown for six days covering 1,400 air miles. They landed at 16 different locations, including airports, dry lakebeds and roads. From the "rop," Mount Whitney, the highest point in the Continental U.S., to the "bottom," Death Valley, the lowest point in the Continental U.S. , the name "Top to Bottom" was born. The viewer is in the pilot's seat throughout the journey, with accomplished pilots Paul Hamilton of Adventure Productions and the "Hawaiian Flying Team" of Gerry Charlebois, Andy Doughty and Armin Engert on chis trip of a Lifetime. A moving map shows the viewer HANG GLIDING

Calendar of events items WILL NOT be listed if only tentative. Please include exact information (evem, dare, comact name and pbonc number). Items should be received no later tban six weeks prior to the event. We request two months lead tirne for regional and national meets.

COMPETil'ION UNTIL DEC. 3 l : The Michael Champlin World X-C Chct!lenf!,e. No enuy fees or pre-registration requirements. Open to paragliders, 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) 447--6234, fax (:l 1O) 447 6237, l>retto11woods(ibcmail.msn.com. UNTII. DEC. 31: 200 l 1;11lco11 Hang Glidinf!, Cross--Country Contest; Now includes any other single--surface flex wing. Sponsored hy manufacturers, dealers, instructors and the generous. Support invited. Where: All of the U.S. as divided into four sections to make skill, not flying sites, the determining factor for rhe winners (plus the rest of the world as a single group for foreign entries). r:or complete information and entry forms (e-mail preferred) contact: http://tckflighr.tripod.com/folconxc. html, tck@sner.net, or SASE to Tck Flight Products, Colebrook Stage, Winsted, CT 06098.

13-19, 2002: 2002 Wallaby Open and U.S. Nationalr. Sanction: USHGA Class A Location: Wallaby Ranch, J805 Dean Still Rel., Davenport, FL 33837, (863) 424-0070 Entry Jee: $400, 50%) deposit required at registration. Docs not include rowing. Organizers: Malcolm Jones and Laurie Croft Meet Director. J.C. Brown Strjet1, Director. Malcolm Jones Scorekeeper. Peter Gray USHGA Meet Stewards: Jim Zeiser and J.C. Brown Awards and Prizes: A minimum of $5,000 prize money will be distributed as follows. Class 1: A minimum of $3,500 will be awarded in Class I. First: $1,000, Second: $700, Third: $500, Fourth: $300, Fifth: $250, Sixth: $200, Seventh: $175, Eighth: $150, Ninth: $125, Tenth: $100. Class 2: A minimum of $1,500 will be awarded in Class 2. First: $800, Second: $350, Third: $250, Fourth: $100. Mandatory pilot briefing: 12, 2002, 7:00 l'M at meet headquarters. APRIL 21-27, 2002: 2002 Flytec Championships at Quest Air. Sanction: USHGA Class A and CIVL/WPRS points meet Location: Quest Air Soaring Center, 6548

DECEMBER 2001

Groveland Airport Road, Groveland, Florida, 34736, (352) 429··0213, fax (352) 429-4846, www.flytcc.com. ,~,,,., , ..... $275 ($325 within 30 days of the meet). Docs not include towing. Meet Steve Kroop and the Quest Air Family Meet Director. David Glover Safety Director. Russ Brown Scoreheeper. David Glover US! JGA Meet Steward: John Borton Award5 and Prizes: A minimum of $5,000 prize money will be split over at least 13 places throughout Class l and Class 2 based on registration breakdown. Mandatory pilor briefing, Saturday, April 20, 2002, 5:00 PM ar meet headquarters. IMPORTANT INFORMATION TO RF.AD that applies to both meets: Registration begins on December 7, 2001 (see contact information above). April 20 is a rest/transition day. No official rest days are planned during the meets. No official practice days are planned. There arc no rain, weather, or contingency plans to extend or postpone the competition. Number of pilots: 90120 pilots, 65% of the available positions will be held for U.S. pilots for the first 30 clays of registration. Competitor enny requirements include: USJ!GA membership, USHGA (or foreign equivalent) Advanced pilot rating (Intermediate at Flyrcc) with /\erotow signo/I Glider/equipment entry requirements include Class 1 and Class 2 hang gliders. GPS receivers arc required for flight documentation. The following models of GPS receiver will he supported: Garmin models 38, 40, 45, 12, 12XL, 12 Map, II, III and Ill+. (Others may also be supported. Please contact: meet directors J.C. Brown ar jcbfly@qwcst.net and David Glover at david@daviclglovcr.com for more info.) The mccr format is cross-country race to goal with or withom rurnpoints. Rules: 2002 USHGA Competition R11lchook and the 2002 and Local Meet Rulebooks. Scoring: GAP/GAP modified.

CLINICS, MEETING, TOURS FEB. 7-9, 2002: Spring 2002 USHGA Bo11,rd of Director's Meeting and Air Sports Expo, Ontario, California. Contact: USHGA, (719) 632-8300, www.ushga.org. DEC.-MARCH: Mexico tours, Valle de bravo. Hang gliding and paragliding week-long rours, in and ouL on a S11nday. Transporr to/from Mexico City airport, lodging, guides. Cost: $895 with hang glider included. Paragliding $695. Contact: 00 I 5124672529, ,vww.flymcxico.com.

STATEMENT OF OWNERSHIP, MANAGEMENT AND CIRCULATION (Required by 39 U.S.C. 3685) 1. Title of publication: HANG GLIDING 2. Publication No. 0179-7020 3. Date of filing: October 2, 2001 4. Frequency of issue: Monthly 5. No. of issues published annually: ·12 6. Annual subscription price: $35.00 7. Complete mailing address of known office of publication: 219 West Colorado Ave., Suite 104, El Paso County, Colorado Springs, CO 80903-3338. Contact: Jeff Elgart (719) 632-8300. 8. Complete mailing address of headquarters or general business o1fice o! publisher: Same 9. Full names and complete mailing addresses of publisher, editor, and managing editor: Publisher: United States Hang Gliding Assn., Inc., P.O. Box 1330, Colorado Springs, CO 80901-1330. Editor and managing editor: Gil Dodgen, 31441 Santa Margarita Pkwy., Suite A-256, Rancho Santa Margarita, CA 92688-1836. 10. Owner: United States Hang Gliding Assn., Inc., 219 West Colorado Ave., Suite 104, Colorado Springs, CO 80903-3338. Its Officers are: Jim Zeiset, President, 13154 CR 140, Salida, CO 81201; Mark Ferguson, Vice President, 1173 Ridgeview Cir., Broomiield, CO 80020; Russ Locke, Secretary, 868 S. Mary Ave., Sunnyvale, CA 94087; Bill Bolosky, Treasurer, 2422 SE Mirrormont Dr., Issaquah, WA 98027. 11. Known bondholder, mortgagees, and other security holders owning or holding 1% or more of total amounts of bonds, mortgages or other securities: none. 12. The purpose, function, and nonprofit status of this organization and the exempt status for Federal income tax purposes: (1) Has not changed during preceding 12 months. 13. Publication name: Hang Gliding 14. Issue date for circulation data below: August 2001 15. Extent and nature of circulation: (A) Total No. copies printed: 7741 av./issue. preceding 12 mo.; 7728 for August 2001. (B1) Paid/requested outside-county mail subscriptions stated on Form 3541: 6733 av./issue preceding 12 mo.; 6759 for August 2001. (B2) Paid/requested in-county mail subscriptions stated on Form 3541: Oav./issue preceding 12 mo.; Ofor August 2001. (B3) Sales through dealers and carriers, street vendors, counter sales and other non-USPS pa·1d distribution: 541 av./1ssue preceding 12 mo.; 487 tor August 2001. (84) Other classes mailed through the USPS: 98 av./issue preceding 12 mo.; 82 for August 2001. (C) Total paid and/or requested circulation: 7372 av./issue preceding 12 mo.; 7328 for August 2001. (D1) Free distribution by mail, outside-county as stated on Form 3541: Oav./issue preceding 12 mo.; Ofor August 2001. (D2) Free distribution by mail, in-county as stated on Form 3541: Oav./issue preceding 12 mo.; Ofor August 2001. (D3) Free distribution by mail, other classes mailed through the USPS: 35 av./issue preceding 12 mo.; 32 for August 2001. (E) Free distribution outside the mail: 10 av./issue preced· ing 12 mo.; 8 for August 2001. (F) Total free distribution: 45 av./issue preceding 12 mo.; 40 for August 2001. (G) Total distribution: 7417 av./issue preceding 12 mo.; 7368 for August 2001. (H) Copies not distributed: 324 av./issue preceding 12 mo.; 360 for August 2001. (I) Total: 7741 av./issue preceding 12 mo.; 7728 for August 2001. (J) Percent paid and/or requested circulation: 99% av./issue preceding 12 mo.; 99% for August 2001. 16. This statement printed in: December 2001 issue. 17. I certify thatthe statements made by me above are correct and complete. Signed by: Jeff Elgart, Director of Circulation, 10/02/2001.

flies a 158. <;:nithusia:mc about the sport.

ofrhe

Docs not

WAAS-enabled 12,-paralleJ.,.d1a1111d recdver of North and America display (l 80 life storagt: (no me.mory t,art:cnes required)

Built-in

Row:c generatfon fr>r navigation Audible turn and destination North and " 19 MB ofimernal mem.ory for (fotutlcd 1naps Dedicated button for and locittions WAAS capability f<n High-contrast display(160 x Backlit display and k1~ypad " lightweight de$ign: just nine oz. " Watt:rproof construction to ii1:and ,uds Up to hours typical use on foui: AA l)attenes t.tp to 500 waypoints 1

The GPS enl1ancc(t tne1nory and rnrn-·IJY·tlLJrn touting, will pwve iclcal for vchicks, and the MAP with its display and will to be popular with X,.C pilots. al'c both coi:npatiblc with the will be compatible with instnunent: pod. l"or mort: ml',ornoatton GPS units as wdl as aviation line contact: Flyrec 429-8600, fax 429~8611, inh)@flytc:.c.oom.

DECEMBER 200'1

by]im ,vniat series of events put me in the top W leadership position of the volunteer group that makes up the Board of Directors of the United States Hang Gliding Association, and what am I going to do about it? I'm guessing it all started back in 1986 when the Competition Committee was looking for someone to take on the responsibilities of World Team Leader for the 1987 World Team. This team would reprc-· sent the U.S. in the World Championships in Switzerland. No one wanted the task, partly because the last team leader got beat up by a team member in Austria (actually, this may have happened in London). I volunteered on the premise that l would have control of the World Team fonds and be thing allowed to carry a 45. Well, the didn't: get approved, but I did get control of the World Team fonds. In the first team meeting I told the pilots that I was results oriented and had no time for whiners. I completed the travel arrangements for the Team, including entry foes, air transportation, housing and ground transportation. fn addition, I provided representation for the 1eam at the daily team-leader briefings and defended and brought protests to the meet director on our behalf. The whole thing went pretty well, even though we didn't come home with the gold. I did it because no one else would, I could do it, I had the time and, yes, it was a chance to get some airtime in Switzerland. The next project I took on for the USHGA was rectifying the financial collapse we suffered as a result of inept man-· agement of our operations in Pearblossom, California. I felt that we were considerably handicapped by being headquartered in California, and pushed hard for a relocation to anywhere that was a right-to~work state. After interviewing the staff it became obvious that no one was willing to move to work for us halfway across the country. Perfect! I had uncovered an embezzlement scheme that the Executive Committee (dominated by Californians) refused to prosecute because of some leftist labor standards unique to California. ·rhe Board of Directors evaluated a number of sites and eventually narrowed the choice to Boise, Idaho or Colorado Springs, Colorado. I, of course, was pushing for Colorado Springs and almost lost it to Boise because I pushed the BOD too hard. Ultimately; the home of the United States Olympic Committee won out:. With the help of several of my own employees,

USHGA President

Liz Sharp, and a couple of rental vehicles, the move was completed. Next, a hiring committee was formed, and aft:er many interviews an Executive Director was chosen. He pulled the whole mess together quite satisfactorily and I went back to my business. Within five years the organization's leadership demands outstripped his capa-bilities and, as we were faced with financial ruin again, I returned to jump into the fray. The hiring committee was formed again, and again I allowed myself to he swayed from my ideal candidate. I wanted to have a strong business manager with the ability to pay attention to detail. I wanted someone with experience in a hang gliding business, a pilot, someone who understood my passion. The Executive Committee at the time would have none ofit. They wanted a finger-crusher, shoulder-rubber, have-lunch-with--the-·other-USOC-ED's kinda guy. Believe it or not, I still had nor learned that you don't make things happen just because you're right. They hired the finger-crusher who wasn't sure if "hand glider" was one or two words, and I eventually supported it. ]Je got us back on our financial feet and things rocked for about three years. I think it was about the time that the Executive Committee abolished the Finance Committee and the Insurance Committee, placing those responsibilities on the back of our Executive Director~ that he started checking out. One day he came to a BOD meeting with an agenda item for an increase in dues. I was appalled because l was familiar with our budget from previous years of financial bailouts, but I had finally learned not to appear excited over

it. The BOD is made up of doers and watchers, and after 14 years I knew who the doers were. I gently lobbied the doers and convinced enough of them to send him a message: "Tighten the belt!" The dues increase was defeated. Ah, but that wasn't the end of it. Just before the next BOD meeting the Executive Director convinced the Executive Committee that things were so bad we would have to skip production of the magazine for a monrh. The Executive Committee summarily jumped the dues up five dollars without even consulting the Board of Directors. It is within their charter to take what they deem to be emergency action when the BOD is not in session. At the next BOD meeting the action was reported in the Executive Committee Report and I

freaked. Jimmy the bnlldog jumped up barking, and got knocked back in his seat by the gavel-wielding President, "Out of Order." He was right, and it was done and institnted. But I wasn't. I quietly went around to the doers and the watchers and lobbied for a new Executive Committee. At the end of the meeting elections were held, and a new Executive Committee was elect-eel to the man. The Executive Director stopped sending membership reuewal notices because of problems associated with the implementation of the new database processes, and it was this kind of action that sowed the seeds of impending financial problems. The ED had been directed to update the old database sofrware by the now relieved Executive Committee. }k had contracted a pilot to write new software, paying him in advance for his services and then checking out when the pilot-programmer wanted some defini-tion of parameters. The office abandoned the customized soft:warc when they were unable to easily incorporate the new system into their daily work processes. Essentially, there was a lack of project management with respect to the implementation of the new database and website processes. David Clover, the new President, worked diligently with the web designers, but the staff was still unable to incorporate the new database system into their daily operations. Things got even worse. I was consulted. I recommended that we combine Hang Gliding and Pr1rc1gliding magazines, take out a line of credit at the bank for $50,000, and see if the Executive Director wasn't interested in employment elsewhere. He was. At David's request I started to go into the office one day a week to try to keep a lid on things. I was absolutely blown away. As I drove away after each visit I would have a ritual scream and tear at my hair. By the end of eight weeks I was nearly bald. Something had to be done immediately. We needed foll-time management that could hit the floor running wide open, and it wasn't going to be a shoulder-rubber ifI could help it. We formed a hiring committee. I got more than 70 resumes from Monster.com. I'd been down this road before and this was going to be the last time. David moved to Colorado Springs and we kept things afloat. During one of our meetings I laid out the parameters for what I wanted in our next Executive Director. Twanted an MBA, a bang glider pilot, working knowledge of Microsoft Office, the ability to type as fast HANG GUDINC

as think, five years experience at a hang gliding or paragliding business and um, uh, oh yes, a woman. "Sounds like you want my girlfriend, Jayne DePanfilis," said Glover. Yes, I did. I asked for a copy of her resume*** and scheduled an interview. I knew right away that this person's qualifications stood head and shoulders above all other candidates, and she could hie the ground running. She was not a shoe-in, however, because it would not do for her co work under her roommate David Glover. David wanted co resign his post as President, but not right away because Jayne was initially hired on a 90-day contract. Her supervision was turned over to me. Jayne did hie the ground running, and in the three months of her contract unified the staff, stopped the financial bleeding, brought the accounts payable current, began to organize the accounts receivable, and identified financial drains and plugged them. I wanted her co come on board full time, but anything good is a struggle. Some people didn't want to hire a qualified candidate with industry experience. Reason prevailed, and we hired her. Ac that point David resigned as President, opening a position on the Executive Committee. I was about co lose control of all I had worked for. Jayne and I had developed a great working relationship, and David wanted co see me run for President. I was asked to run by several of the other doers on the BOD. David spoke individually co the swing voters to gee their support. The BOD met by teleconference and a quorum was established per the SOP's. David's resignation was accepted and an election for a new President was held. I was elected. With the confidence I had developed in Jayne's ability and passion to manage the office, I agreed co have Russ Locke, the Secretary, be her contact with the Executive Committee. This freed me up co gee back co my business and fly on the Rigid World Team in Algodonales, Spain, as well as attend the Hearne, Texas Nationals. By the time of the fall BOD meeting in Salt Lake City we were nearly solvent. We had $80,000 in the checking account, had paid back $22,000 to the USHGA Foundation that was borrowed by the previous ED, and had $150,000 in a Money Markee account, up from $34,000 in that account at the beginning of the year. USHGA was now "nearly solvenr" because the membership pays in advance for its benefits and services. Annual memberships total around $500,000 per year, 50% of which we must have on hand co pay back DECEMBER 2001

co our members in the event that we would have co instantly shut down operauons. I'm afraid the terrorises have won a big barcle in that they have cost us a lot of our freedoms that we cook for granted. I flew my twin-engine Cessna into Jeffco Airport in Denver, Colorado on October 30, and found myself driving home in a rental car because some terrorist threatened a nuclear facility, and there is one within 10 miles of]effco. General Aviation was grounded within 10 miles of all nuclear facilities uncil midnight, ovember 6. I think it might gee worse before it gees better. We are now well into the fall with winter fast approaching, and USHGA has nearly $300,000 in the bank, a dramatic improvement over where we were in January of chis year. I amibuce this improvement in our financials co the hard work and focused efforts of our new Executive Director and the USHGA staff. The Executive Committee intends co maintain a close working relationship with the Executive Director and co support her in her endeavor co maintain a solid financial foothold for the Association. The USHGA will also help fund the public, tax-exempt United States Hang Gliding Foundation, or USHGF, whose mission is co preserve sites, educate people about hang gliding and paragliding, and co provide a source of funds to support our future World Teams. More on this scuff next month.•

500 West Blueridge Ave, Orange CA 92865, USA ph: 714.998.6359 fax: 714.998.0647

'' I

swear by tractor thermals, " my friend Scott Rutledge, ace Chelan X-C pilot, said two years ago, "I just fly from tractor to tractor. It works every time." "Every time?" "Well, maybe not every time, but ... " A few days later I had my longest opendistance Chelan flight to that date, naturally, the day after the X-C Classic ended. "Scott, I flew almost to Davenport yesterday. Eighty-three miles, alone, and I

didn't use a single tractor thermal." "Of course not, silly." Scott scoffed, "It was Sunday and all the tractors were in their barns!"

SILLY RABBIT, WICKS ARE FOR CANDLES Scott has plenty of good company. The idea of "thermal triggers" is widely accepted, with several recent accounts in the USHGA magazines. My old friend and respected colleague, Dennis Pagen, wrote

about them in his excellent 1992 book, Understanding the Sky. In "Bird Man," an April 2001 Paragliding article about famous instructor Dixon White, Tom Harpole wrote that thermals can be "released mechanically by something as small as a rabbit running through them." In "Thermals: Collectors, Wicks and Triggers" (December 2000 Paragliding, January 2001 Hang Gliding) , Will Gadd describes similar "active triggers, " as well as passive ones such as ditches, hedges and HANG GLIDING

power lines that supposedly "trip" thermals loose or "wick" them into the sky. After many lively discussions and lots of research and calculation, here's my conclusion: tractors, cars, gliders, animals, power lines and assorted ohjects on rhe ground tire effective at breaking thermals loose just about as effective as rain dances arc at producing thunderstorms. PHYSICS FOR FUN AND DISTANCE Why do I say this? for a sense of scale, let's start with a brieftour of the math and physics. How big is a thermal large enough for us to soar in? ln theory, the minimum practical turning radius for a hang glider is about 40 feet at stall speed and a 45-degree bank, and a paraglider can reduce that radius to abour 22 foet. A steeper bank is rarely profitable, as it swaps a heavy sink rate toll for slight reductions in radius. In reality, a paraglider's inside wingtip in such a small turn would be far below stall speed. More realistic minimum rhermaling radii are on the order of 40 feet for a paraglider and 60 feet for a hang glider. The best climb rates are typically found by circling at about half the radius of the entire ther"" mal, and workable, small thermals are usually at least five times taller than their diameters. I've measmed thermaling circles with my GPS tracklog interval set at one second, map page at highest resolution, and have rarely found myself circling at smaller than a 200-foot diameter in a hang glider. For illustration, let's define a "small hang gliding thermal" as being 200 feet in diameter and 1,000 feet tall, while a small paraglider-workable one is 140 feet by 700 feet. (Note: [ emphatically do not suggest that real thermals are shaped like tennis ball cans, or that they have sharply defined

DECEMBER 2001

edges.) With that caveat, it can be enlightening to model them as simple cylinders. Using well-known values for air density, the paragliding thermal, at sea level on a warm day, will have a mass of about 400 tons, while rhe hang gliding thermal weighs l ,200 tons. (In my experience flying both aircrafr, the discrepancy in workable thermal volume seems less than 3: l, bur that's only a personal impression.) A common, large thermal would be J ,000 feet in diameter and 10,000 feet tall. That one has a mass of 300,000 tons. for comparison, a high-end nuclear aitcrafr carrier weighs some 9 l ,000 tons. 1oward the extreme but plausible end is a thermal of2,000 by 17,000 feet, weighing two million tons, equivalent to more than five Empire State Buildings. (Due to the net effects of pressure drop and cooling, such a thermal would expand to about a 2,300foot diameter at its top.) We can expect to

encounter thermals in a mass range of sev-, eral thousand to more than 100,000 terns. If these numbers sound, well, inflated, it's because we're accustomed to thinking of air as wispy, insubstantial stuff, partly because it is invisible. For another angle, compare a glider/pilot combo weighing 250 pounds, which T'l1 refer to as a Standard Glider (a medium-sized pilot on a high-performance hang glider, or a heavy pilot on a paraglider). Under typical conditions, one SG weighs the same as a sphere of air 18 to 20 feet in diameter. We all know that thermals, and weather in general, are solar-powered, but what does this mean in practical terms? Air under atmospheric conditions obeys the Ideal Gas Laws of physics to a very close approxima"" tion, so estimating the energy requirements for lift production is a matter oflooking up standard values, convening units, and

The "Bubble" Model. applying simple math, most of which I will spare the reader (for background and discussion, see http://www.ellrel.net/peterandlinda/thermal_physics.htm). Let's refer back to our Standard Glider. To produce buoyancy to balance one SG, we must heat a volume of air by adding 8.2 million calories. Within a reasonable range, the volume is irrelevant. With the same energy input, we cau get 250 pounds of buoyancy by raising the temperature of 314,000 cubic feet of air (one percent of a small hang gliding thermal) from 80° to 81.2° F, or by heating cubic feet (the 18-foot-diameter sedevel SG equivalent) to 620° F That example is for illustration, and I am not suggesting that every time the ground absorbs 8.2 million calorics of sun" light, a usable thermal will be formed. Instead, this energy (when conducted to air) creates one SC's worth of buoyancy. If we could contain the warm air in a perfoct" ly insulated, weightless bag, it would he just enough to suspend one glider and pilot. In reality, we can only utilize a small fraction of a thermal's lifting power. On the other hand, in sufficiently unstable air, a relatively small amount of warm air could evolve into a thermal capable of lifring a larger load than the raw energy input would indicate. But without solar heating, such a good lapse rare cannot lasr for long. The essential point: 8.2 million calories is a bare minimum for simply balancing one glider and pilot. How much solar energy might be available? At maximum, during June and July in the southwestern United States, abom one kilowatt of sunlight per square meter reaches horizontal ground at mid-day. At 3.6 million calories per kilowatt""hour, that translates to 14.6 billion calories per acre-

hour. If we assume that half of this energy heats the overlying air rather than reflecting into space or conducting deep into the ground, one acre will produce 15 SG's of buoyancy per minute. This raw buoyancy docs not tell us how large or frequent the resulting thermals will be or how quickly they will ascend. To make such predictions would require a sophisticdted fluid dynamics analysis beyond rhe scope of this article, bur we can make some observations: • Each 3° C (5.4° F) temperature increase will expand a volume of air by one percent, making it one percent less dense than tbc surrounding air. Por example, heating 3,000 tons of air by 6° C ( I 0.8° F) will produce a modest-sized thermal (of: say, 230-foot diameter and 2,000foot height) with 60 tons (480 SG's) of buoyancy. This requires four billion calories, roughly the output of one acre in a half-hour under ideal conditions. • For the same temperature change, a larg·· er thermal will have a higher buoyancy· to·drag ratio and will therefore accelerate more quickly and reach a higher tenninal velocity. • For the same total buoyancy, a smaller, hotter thermal will have less drag than a bigger one, and will ascend faster.

In light of rhc physical dimensions of thermals, how could dny objects such as tractors, gliders, or rabbits have any effect on them? Only if thermals are somehow stuck to the ground, yearning for the open sky, but tethered like hot-air balloons. What kind of force conld restrain a thermal wirh buoyancy in the tens of tons? Dixon White, according to "Bird Man," describes thermals in terms of surface tension: " ... surface bubbles of warm air [that] eventually exceed their inherent ability to swell, rbcn they burst and rise." So docs Gadd, who writes d1at rocks are" ... good wicks and passive triggers, as they tend to pierce the surface tension ... " In his book, Pagcn implicitly accepts the surface tension idea by describing a thermal as "a bubble ... that remains on the ground frlr a period of time before it· releases in a sudden rush."

BUBBLE THEORY Sorry to burst all these bubbles, but, sur-18

face tension is strictly a liquid phcnome-· non! It cannot occur within or between gasses. When 1 mention this, some people say, "Maybe it's not really surface tension, but it's something like surface tension." That's an unsatisfying explanation and it is quite an understatement. Water has relatively strong surface tension, but it cannot support a drop of condensation weighing more tban about 0.15 gram, or 1/200 ounce. A force capable of holding down a thermal would need to be some 10,000 rimes stronger than the tension of water. Anyone who demonstrates the existence of such a novel effect can earn a slam-dunk Ph.D., if not a Nobel Prize, in physics. But research efforts arc probably better spent in pursuit of cold fi1sion. What supports the Bubble Model of thermals? Firsr, the analogy of air or steam bubbles on the bottom of a heated pan of water is appealing because it occurs for similar reasons, it's neat and clear, and we can sec it happen! Second, we want to explain the cyclical nature of thermals. Discrete bubbles seem to behave the same way. As they grow, first they stick to the surface, then they pop loose and float upward. While a bubble is stuck to the pan, in unstable equilibrium, perhaps a tractor tbe size of a grain of salt could bump it loose. A fundamental principle of science says that we should only look for novel explanations when established theory fails to explain a phenomenon. Surface tension between masses of air certainly qualifies as

a novel hypothesis, previously unknown to science, so the burden of proof should be on those who propose it. On the other hand, can we explain onr experience wfrh thermals in terms of conventional flnid dynamics and thermodynamics? While some thermal sources produce lift more or less continuously for hours at a srrctcb, most of them are periodic, with bursts oflift alternating with lulls. Something must hold the air close to the ground while it warms and gains buoyancy, but surface tension is not required. The more prosaic forces of time and inertia can do the job. Let's look at two models in parallel scqnences of snapshots. In the Bubble Model, pools of air form above thermal generators or collectors. Tbe pools evolve into domes and then spheres of warm air that is trapped or stuck to the ground by surface tension. If a "triggering" object or event comes along, it can break loose the bubble, wbich will suddenly "bloop up into the atmosphere," according to "Bird Man." If tractors, rabbits and power lines are unavailable, the bubbles will "eventually exceed their inherent ability to swell, then they burst and rise." In the Realistic Model, thermals arc not so neatly defined. Air above heated ground gradually warms, expands and begins to rise. Meanwhile, it mixes to some extent with surrounding and it might be diluted by wind. As the air slowly rises, it forms an indistinct dome. Near the surface, cooler ambient air moves in to replace the rising air, and is in tum heated by the ground. This process continues in a gradually accelerating manner. When the rising, fuzzy blob of air attains a sufficient vertical speed, the heated ground below it cannot produce warm air fast enough for a continuous supply. 'The incoming air also ventilates and cools the warm ground. At this point, which might be a few minutes to as long as 30 or so minutes after the beginning of the sequence, the thermal cycle ends, and we go back to Frame I. What provides this leisurely cycle time? Rcrnembcr that significant heating (in the 5°-10° F range) of a modest-sized thermal produces lifting power on the order of 30 to 60 tons. We can call this the thcrmal's absolute buoyancy. However, the same thcr· mal's relative buoyancy, compared to an equal volume of surrounding air, is only one or two percent. If we hold a chunk of wood, waterlogged so that only two per.. HANC GLIDING

NEW MEMBER EMAlL

Month

Day

Year

***************************************************************************** Includes 12 issues of HANG GLIDING magazine (HG Div.) or 12 of PARAGLIDING magazine (PG Div.), liability insurance, and other membership benefits. Hang Gliding Paragliding [] I Division - $59.00 ($70.00 Non-0.S.*) Both Divisions - $84.00 U.S. ($100.00 Non-U.S. I Division - $27.00 (Fami~y Member(1) must sign separate releasefi·om Full Member) ........,.............................. ,....

Hang Gliding

(lncludes all benefits except the magazine. MUST reside with full member ofsmnc division.)

Paragliding

Divisions .. $39.50 (Must sign separate release from Full Memlm) ............................................,.................,...• Name and lJSHGA number of full ............. _ .......................,.......,..............,.............,.........................,.,'

I] Hang Gliding Magazine $35.00 U.S. ($46.00 Non-U.S.)

0 Paragliding Magazine $35.00 U.S. ($46.00 Non-U.S.) *International payments must be in

drawn on a U.S. bank.

*********************************************************************** addition to member/subscription costs.) 1ST CLASS MAIL SERVJCE PER DIVISION: ($24.00-U.S., Canada, & Mexico only) AIR MAIL SERVICE PER DIVISION: ($30.00-Wcstern Hemisphere, $40.00-Europe, $50.00-All Others) .. $

*********************************************************************** CJ USHGA GENERAL FUND

For the general use of USHGA .................................................................... . For the use of USHGA's legal issues ................................................................................ . [I HANG GLIDING & PARAGLIDING MAGAZJNE - To improve the quality & content. ................................................................. - ...... . l] USHG FOUNDATION INC GENERAL FUND·· For the general use of the Foundation .......................... . Ll DOUGLAS EV ANS FUND - To improve safety and training ................................................................................................ f] KOCSIS FUND - For the preservation of flying sites................................................................................... _,,............ - .. ,...... 0 WORLD TEAM I understand that USHGA will match this contribution. Ll Class I Flex Wings D Class II Rigid Wings Ll Speed (]liding _............ .. IJ Women's HG World Team Ll Class 111 Paragliding World Team

I] LEGAL FUND

**************************

****************************

Hang Gliding Today Please send me

l O min. video, NTSC format.

****

each ........ .

......... ...copy{ic.1) of the TO FLY video. ($9 Canada/Mexico; $13 Int'/; Add $5 ea. for

*********************************************************************** Any undefined overpayment less than $5 will he treated as a donation to the USIJCJA General Fund

VISA

AMEX

SIGN ME UP FOR AUTOMATIC ANNUAL RENEWAL Credit Card must expire a/ier your next renewal date. Email & Street Address

UNITED STATES HANG GLIDING

(719) 632-8300 (07/01)

INC., PO BOX 1330, COLORADO

FAX (719) 632-6417

co 80901-1330

AND In consideration of the benefits to be derived from membership in the USHGA, (Pilo~ and the parent or legal guardian of Pilotif Pilotis a minor, for themselves, their personal representatives, heirs, executors, next of kin, spouses, minor children and assigns, do agree as follows: A. DEFINITIONS 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 personal injury, and/or or injury 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 INJURIES"means and/or sustained by w

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/oti:.rproficiency 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 Pilotlaunches, flies and/or lands; e) Each of the property owners on or over whose property Pilot may launch, fly and/or land; D All persons involved, in any manner, in the sports of hang gliding and/or paragliding at the site(s) where "All persons involved" include, but are not limited to, spectators, hang glider and/or paraglider pilots, assistants, drivers, instructors, observers, and owners of hang gliding and/or paragliding equipment; and g) All other persons lawfully present at the site( s) during the PARTIESfrom any and all liabilities, claims, demands, or causes of action that I INJ'IJR,fFf however caused, even if caused by the negligence (whether active or passive) of any of the nu;;;;,r,.u;;;;,,.,.,s::v

against any of the loss or damage on account of INJURIES. If Iviolate this agreement by filing such a suit or making such a claim, Iwill pay all attorneys' fees and costs of the I THAT this shall be governed by and rnnc::1-v1 California. All matters whatsoever arising under, in connection with or incident to this Agreement of U.S.A. to the exclusion of the Courts of any other State or Country. E. If any part, article, paragraph, sentence or clause of this Agreement is not enforceable, the affected provision shall be curtailed and limited only to the extent necessary to bring it within the requirements of the law, and the remainder of the Agreement shall continue in full force and effect. F. I at least 18 years of age, or, that I am the parent or legal guardian of and am making this agreement on behalf of myself and If I am the parent or legal guardian of Pilot, I INDEMNIFY AND the for their defense and indemnity from any claim or liability in the event that Pilot suffers even if caused in whole or in part by the negligence (whether active or passive) of any of the nu;;;;,r,.u;;;;,1,;,,;;v

LAW. I have

and

to the above

Adlllt Pilot's Si[nJtllre

Date

Signatllre ofPilot's Parent or Legal G11ardian ifPtlot under /8 yms o/Jge.

Oate

MMR 12-97

cent of it shows above water when it floats, on the bottom of a pool, it will rise slowly at first. The same applies to our severalchousand-ton thermal. Ir's in no hurry. Here's one place where the bubble analogy falls apart. An air bubble in a pan of hoc water has a relative buoyancy of about 78,000 percent! A far better, but more difficult to see, analogue is the warm water chat forms actual thermals in a heated pan, visible against shiny metal in good light. That water makes indistinct, turbulent columns chat climb far more slowly than the nearby frantic bubbles. Consider Frame 3 in both sequences, and imagine chat the heat is switched off by a dense cloud shadow. In the bubble model, the thermal will stick to the ground indefinitely if nothing triggers it. After all, the surface tension chat holds it to the ground also isolates it from the surro undings, so it can only lose heat slowly

through conduction. In the realistic model, the thermal will not wait around, but will life off as a small, weak rune. Sound familiar? Ocher thermal behavior can also be explained without resorting to exotic surface tension theories. Yes, thermals rend to rise from sheltered bowls, but not because the air pools there or because thermals bump into tree lines or houses and are jostled into the sky, but because these socalled collectors are sheltered from the mixing and cooling effects of wind. Ridges can perform the same function, on their lee and windward sides. A ridge or ocher high ground reliably generates life, nor because it wicks air skyward, but because it usually has faces chat are more perpendicular to the sun than flat ground, ir rends to be sparsely vegetated, and it is well drained and dry (more about the role of water lacer).

THE ROOTS OF MYTH With such weak (I would say non-existent) scientific support, why is the surface tension/b ubble theory of thermals so popular? The main reasons are: 1) Appealing Explanation for a Mysterious Phenomenon. We humans seek neat, clean mental models, and if the process in question is largely invisible, we are quick to invent something to hold in our imagi nations. ("That thunderstorm came out of nowhere! There must be gods up there, throwing lightning boles and waiting for us to ask for favors. ") 2) Anthropocentrism. Humans have a natural inclination to see themselves at the center of the universe. Will Gadd writes, "How many times have you landed in a likely field only to watch

•

www.moJosgear.com for a TEXAS sized Holiday! From NOW until 12/ 15/ 2001 take 10% off any order at mojosgear.com totaling .~,. over $50.* To get your discount, place your order on the web and include this ~ecial item#: G121501. The system will calculate your qualifying discountJ ("maimum discount $250 per order. Di saiunt only available for orders placed at our secure onfinewebsila. We reserve tie rig ht b stop his sale early if tt gets too intense!)

fv1ojos Gear Ltd., Co, 1475 CR 220, Tow, Texas 78672 or call (800) 664-1160

LookoHt MoHHtaiH HaHa GlidiHS SOO. 6SS. 5637 - www. ltaH9lid£.COtM DECEMBER 2001

The "Real"Model. someone else climb out above you?" . The implication: "Since there was a thermal just after J landed, J rnust have caused it!' ("] t rained after we danced, therefore ... ") 3) Sampling Bias. A pilot who believes in tractor thermals will fly from tractor to tractor, thus meeting more thermals that seem to come from tractors than ifhe believed in parking lots or yellow barns or pinto ponies. (We perform our most intense rain dances after we've been afflicted by a long drought. And what defines the end of a drought? Rain!) 4) Selective Memory. People tend to remember data that supports their conceptions and forget what doesn't . . If you press someone who believes that flying low over a field can "release a thermal," you'll find a pilot who has landed plenty times after flying low over a field and triggering ... nothing! ("Sure, we danced last week and it hasn't rained yet, but we didn't dance hard enough.") 5) Coincidence With Reality. If a false theory leads one to correct decisions most of the time, it can be almost as good as an accurate understanding. When other factors can produce similar results, it's easy to forget that correlation does not imply caus11tion. This is a key element of a durable myth, so it is worth exploring further with some examples. CASE 1 Tractors stir up dust, so if a thermal lifts off nearby, the dust can help make it visi-22

ble. If the dust lies on the ground in a long trail, we ignore that tractor and fly toward the next one. This gives us insight into a key role of the tractor. Since they move rather slowly, why wouldn't a parked tractor in a five-mph wind work just as well as a moving one? Or bow about a barn in a light wind? T'hosc also disturb the field of moving air. But the best tractors are the active ones, because they raise dust. If I have to choose between two equally attractive dry fields, one with a tractor, one without, I'll favor the tractor, nor because I believe it will kick a thermal loose, but because it might provide usefol information. On the other hand, opting for a shaded field with a tractor instead of a sunnier one without can end a flight prematurely. Correctly understandiug the benefits and limitations of tractors can sometimes tip the balance between a low save and an early landing. CASE2 Ridges arc usually good thermal produc-· ers, not because thermals stick to them and drip upward off their crests, but f,Jr the reasons previously noted. The problem with the ridge,wicking and dripping model is that if it's over-applied, it can lead us to misinterpret conditions where ridges are worse thermal generators than the surrounding flatlands. One common example is an east-west ridge late in the day, in a west wind. It no longer faces the sun as well as the flats, the wind ventilates and cools it, and we give up precious ground clearance by flying over a ridge-· line rather than over the flats. CASE3 Pagen writes: "One site in Pennsylvania has a train that wends up the valley and releases thermals on schedule." Aside from the sampling bias and selective memory factors, real physical effects could also create the illusion that trains trigger thermals. Railroads are built in right-of-ways, cleared of vegetation, on mounds of gravel, topped with dark-colored tics and rails. That's a decent thermal prospect with or without a train. In addition, the engines' waste heat could be a sign.ificant contribution. One freight engine can produce up to 4,000 horsepower. Assuming that the engines arc one-third efficient and that the equivalent of two such engines are running at

full power, they will produce 16,000 to 24,000 HP worth of heat (depending on how much work goes into lifting the train up a grade versus heating the surroundings through friction), or 716 million to 1,074 million calories per minute. This in turn equals 88 to 132 Standard Gliders per minute (and per mile if the train is doing 60 mph), or six to nine optimal acres worth of sunlight. Since a 100-footwide right-of.-way amoums to J 2 acres per mile, a mile-long train might (briefly!) increase the area's thermal output by 50 to 75 percent. Can tractors also help us if they don't bump thermals loose from the ground? Not enough to bother with. Farm tractors come in the of about 100 to 400 horsepower. assume that an average one is 250 HJ), and (generously) that it operates at 200 HP constant output. Because the engine and drive train are only about 25% efficient, such a tractor actually creates 800 horsepower worth of heat, so assume that all 36 million calories per minute go into heating the air. That's equivalent to abont 0.3 acre in full sun. A typical field in eastern Washington covers one-quarter square mile (l 60 acres), so adding a tractor might increase the field's thermal output by one-fifth of one percent. This contribution could be more than balanced by the cooling effect of damp soil that the tractor turns over. Returning to the anthropocentrism and selective memory angles, if we believe in thermal triggers, why do we imagine that they generally work in our favor? What would cause a tractor to bump a thermal loose jusr when we happen to need it, not a few minutes too early or late? And, if a trigger did release a thermal, wouldn't it be one that hadn't HANG GLIDING

ripened to the point of bursting its surly bonds on its own? In other words, triggered thermals should be weaker than the ones that aren't so favored. As we've seen, it's all about energy, and human-scale vehicles or objects cannot contribute more than a minuscule fraction of the required heat. A freight train, possibly, but: not a tractor, glider, or rabbit. Psychology professor Gregory W. Lester explores the roots of myths in a fascinating article, "Why Bad Beliefs Don't Die" (Skeptical Inquirer, Nov./Dec. 2000, www.csicop.org/si/2000l l/bcliefa.html). Lester illustrates the crucial survival value of beliefa (conceptions of the world that do not rely on immediate sensory data), and be gives compelling reasons for resistance to changing our beliefa, even in the face of contradictory evidence.

HYDRO-POWERED J JFT: NEW MYTH IN THE MAKING? Pagcn writes: "Ground that is moist after a rain is generally a poor producer of thermals because of the cooling effects of evaporation." Gadd writes: "Moist ground cover absorbs the sun's energy and uses it to evaporate water, a cooling process that kills thermals." Disputing this, Jim Palmieri (letter, April 2001 I!tmg Gliding) claims that water vapor is lighter than air, and is therefore good for creating lift. For example, a benefit of plowed versus flat fields is that the "furrows allow moisture to rise ... and then vaporize." 'Then, "the heated water vapor will rise, not so much because it is warmer but because water has a low molecular weight and is less dense than the rest of the atmosphere." In fact, water vapor has less than two-thirds the density of air. To equal the buoyancy of water vapor, we would need to heat an equal volume of air from 80° to 410° F! Sounds good, huh? Ample flying experience indicates that Gadd and Pagen arc right abour this one, but why? The key is energy. Evaporating a quantity of water requires 300 times more energy than raising its temperature by one degree Fahrenheit. Remember that making 250 pounds of air buoyancy consumes 8.2 million calories. Using the same energy to evaporate water produces only 20.4 pounds oflift, which makes water vapor less th:m l I 12 as effective! Also, the higher heat capacity of water DiHMl31:R 2001

vapor means that more energy is needed to raise its temperature (and volume), so it is about 13% less effective than air for producing lifr afier it evaporates. Yes, humid air is somewhat more buoyant than dry air at the same temperature, but it only reaches the same temperature at a tremendous energy cost, energy that could have gone into far more efficient dry-air lift production. There's a good reason rhat sweating works so well. I predict that the water-vapor-benefit notion will fail as a myth, despite its ostensible gronnding in physics, because it doesn't meet rhe Coincidence wirh Reality test noted above. After a few blunders into territory that I had forgotten was assaulted by thunderstorms the previous day, I'm not inclined to make the same error on purpose. It's no coincidence that few world records are set in regions that get more than 10 to 15 inches of annual precipitation.

BETTER SOARING THROUGH PHYSICAL CHEMISTRY While no one needs a formal education in thermodynamics to fly cross-country, a basic sense of the interacdons of air and energy can't hurt. I have already found that knowing about the sheer tonnage of thermals helps me understand how they arc affected by time, wind and terrain. Most of our myths do not drastically cm our perfrmnance, or we would soon abandon them. However, a sharper sense of what to search for and what to ignore can make the difference when we're at unzipthe-harness altitude, desperately scratching for one more climb. I hope this article represents a step in that direction. II

ee And VOl by Joe Gregor,

•

iLlustratiom by Harry Martin

Slowly I turned, step by step, inch by inch. I clawed my way aloft in a weak thermal 10 miles southwest of Dover AFB, Delaware. While circling at 3,000 feet AGL I looked for signs oflift, potential LZs, signs of the two pilots who had left hours earlier and were now on the ground somewhere nearby- anything but an approaching C-5 Galaxy. heard the traffic before acquiring it visually, at a distance estimated co be less than three statute miles. Three standard-race cums lacer, the jet passed directly beneath and 500 feet below me. I looked down with glee, the proverbial fly-on-the-wall, silent and unseen, spying on a C-5 crew flying past, blissfully unaware that they were not alone. Or, so I thought. As I strained co make out the cockpit crew directly below me, the C-5 made a 45° heading change co proceed direct co Dover AFB. Hmmm, perhaps they had seen me after all. le had always been my assumption that the average hang glider or paraglider was essentially invisible co a heavy jet. This experience made me wonder, and the results of a recent Navy study provided che hard information needed co verify my assumption. Why is chis important? As hang glider and paraglider pilots we are increasingly at risk for mid-air collisions, and not just with another hang glider or paraglider. Cross-country flying is rapidly gaining in popularity. Glider performance and piloting skills have increased co che point where multidecade flights and significant altitude gains are becoming routine, even under marginal conditions. This places us well

away from areas in which fixed-wing pilots are expecting co see an aircraft like ours. Compounding the problem is the face that airspace on the Ease Coast is becoming more and more crowded every year. This article was written co educate pilots as co the true nature of the situation, and co outline the best course of action for a hang glider or paraglider pilot faced with a near-miss scenario. I should begin by pointing out the "secret" of safe VFR flight operations. The reason planes don't plow into one another on an hourly basis, the reason chat the see-and-avoid principle works so well, is simply this: Ir's a BIG SKY. That's right, the real reason we don't routinely knock each ocher out of the sky is most often just dumb luck; it's extremely difficult co hie a moving object. For confirmation simply examine the statistics on mid-air collisions. Consider as partial proof the face that the vase majority of midairs occur where the sky is getting smaller: while entering, transiting, or leaving the airport traffic area. Granted that chance is acting in our favor, what can we do co farther increase the odds against becoming bug splaner on the leading-edge slats of a 737? Well, lee's see. First, we must see and recognize

the traffic conflict, and the earlier the better. How early is early enough? According co a Navy study a well-trained fixed-wing pilot needs 12.5 seconds: 0.1 second co see che object and recognize it as an aircraft, 5 seconds co become aware of the collision course, 4 seconds co decide on a course of action, 0.4 second co app ly control input to implement the avoidance maneuver, and 2 seconds for the aircraft co respond. This may seem excessively long, but I urge you not to discount the information. It is based on hard data, and is almost certainly closer HANG GLIDING

not to climb or descend very steeply. So, the further off the horizon a contact appears, the less likely it is to be in conflict. This means that you should emphasize scanning at or near the horizon throughout your flight. How many of us do that, really? Very few lift indicators or LZ's are right on the horizon, after all. Bue that is almost certainly where your next mid-air will come from. That covers elevation, but what about azimuth? Since hang gliders fly so slowly compared to fixed-wing traffic, a collision can come from virtually any quadrant, even from behind. To summarize, then: Where to look is all quadrants near to

to the mark than any "gee whiz, ir seems to me" rype assessment we might come up with. It goes without saying chat in order to see the traffic early enough to do anything about it, you must firs t be looking for it. I suspect that we as hang glider and paraglider pilots do a pretry lousy job in this regard. I take this from a critical assessment of my own behavior. When piloting a light aircraft I spend most of my time scanning for ocher traffic. When piloting my hang glider I find myself spending most of my time lookDECEMBER 2001

ing for thermal indicators and LZ's. Scanning for traffic is one of the subjects treated with mind-numbing thoroughness in general aviation rraining programs, and I'll not bore you with the derails except to highlight three basic principles. In order to maximize your chances of seeing and recognizing a traffic conflict you must know where to look, you must know how to look, and you musr know what to look for. Where to look is easy. Conflicting traffic will most likely be co-altitude, as general and civil aviation aircraft tend

the horizon. How to look is complicated by a biological quirk that illustrates the importance of understanding your equipment. When scanning a featureless sky the human eye will move in discrete steps called saccades, jumping from one fixed point to the next. Studies show that there is only a 35% probabiliry of detecting a target while scanning the sky, even if the target position is generally known. Often, the eye simply hops over the area occupied by the object. What can be done to mitigate this problem? One of the first things you learn in flight school is to develop a crosscheck. Pilots will check one instrument inside the cockpit, look outside to clear one area for traffic, check another instrument, clear another area outside, check another instrument, clear another area outside, and so on until all pertinent instruments and quadrants of airspace have been checked. Then they do it all over again. With time and practice it becomes automatic. As hang glider pilots we should develop and follow a similar procedure. Check your vario, scan for traffic, look for sources oflift, scan for other traffic, evaluate potential LZ's, and scan for other traffic. It is also important to fly with the sharpest vision possible. I began my Air Force career with 20/ 15 vision in both eyes. Six years lacer as an AWACS pilot I was routinely the last person in the cockpit to acquire traffic called out by ATC. The AWACS cockpit crew complement is four plus a jumpseat. When it got to the poim that several seconds would pass between the time that everyone else had the traffic and the time that I finally saw it, I decided to go see the flight surgeon. le turned out chat I was now 20/25 in

7able 1. one eye and 20/30 in the other. A slight degradation in vision, nnnoticcd in every·· day life, proved to be a significant handicap in the cockpit. Studies show that people with 20/20 vision are twice as likely to spot a target as those with 20/40 vision. Statistics showed that WWII pilots with 20/15 vision lived longer than those with 20/20. T believe it. A good pair of glasses can do a lot more than just keep the bugs out of your eyes. lt may help keep a Cessna out: of your face as well. So, now you know where to look and how to look. Just what arc you looking for? What should you expect to see when faced with a traffic conflict? It tnrns out: that an aircraft on a direct course for your eyeballs will appear to be stationary. In this case a picture is worth a thousand words. The figure shows two aircraft on different headings but on a collision course with one another. Notice that as the two aircraft approach one another, the angle between the conflict: aircraft remains constant. This means that the bearing to the other aircraft will remain the same throughout the encounter. If the relative bearing is changing, making the other aircraft appear to move across your field of view, you are not on a collision course. So, stationary targets, the ones least

lileely to attractyour attention, are the most dangerous. Since hang gliders and paraglidcrs fly so much more slowly than just about anything else in the sky, and since we spend the vast majority of our time spinning

Table 2. 26

around in tight little circles, essentially stationary in space, most aircraft on an intercept course will be heading pretty much directly toward us. This means that the most dangerous traffic will appear to be stationary in an aspect that prcsen ts the smallest possible cross-section. Viewed end-on from a distance, all that you will sec is a stationary object: abour the diameter of the aircraft's fuselage. Now at some point even an aircraft heading dead on for you will gain apparent motion via what is called the "blooming effect." Basically, the object appears small until it gets very close and then, in the last moments, explodes to life-size. As an illustration, rake the case of a Cessna 172 on a direct collision course. Plying at a typical cruising speed of 100 mph, and assuming that your glider is essentially stationary, you will have approximately eight seconds between the time you arc flrst able to see the traffic and the time of impact. During the first six seconds die aircraft will grow from a barely visible speck to an object the size of an automo-· bile seen from 340 feet away. One second later, the aircraft looks like that same antomobilc viewed from 170 feet away. One more second and you're hug splatter. Chilling, eh? Where did the eight seconds come from? The Navy study, of course, which determined that an object needed to occupy a solid angle of at least 0.2° to be visible to a person with 20/20 vision. This same calculation for larger aircraft

types is summarized in Table L Now, this is admittedly a worst-case scenario. If you are cruising with the bar stuffed on a collision course with a light aircraft it is conceivable that you could see a signiflcant portion of the wings (if the aircraft is in a turn) and/or fuselage. You would have more time to react in this case. But we spend an awful lot of our time thermaling, essentially fixed in space. While thermaling, an aircraft would have to approach us pretty much head-on in order to be in conflict. An intuitive feel for the situation can be obtained by considering how many circles we get in the time we have to spot and avoid a traffic conflict. The other table, computed using well-known formulas found in Pagcn's Performance Flying, gives the time and approximate turn radius for a 360° tum performed by typical entry-level and high-performance flex-wing hang gliders. It is apparent that;

at normal bank angles, you would have at most one to three turns between the time the other aircraft first becomes visible and the time ofcollision. Recall that you have at most eight seconds to see and avoid a light airplane. Unless you arc diligently clearing all quadrants at all times it is conceivable that you may never even sec it coming. At this point it's natural to ask: What are the odds that the other guy will sec us in time? Calculating the maximum amount of undersurfacc that a l 50 ft.2 glider would display to an oncoming aircraft, and applying the 0.2° rule from the Navy study yields best-case distances of between 0.5 and 1.5 miles, depending on bank angle and aspect. The distance would be virtually zero when the glider is pointed directly toward or away from the oncoming aircraft. Based on this analysis, a fixed-wing could not be expected to sec a hang glider in time to avoid a collision. But we have one very significant thing going for us motion. One reason that conflicting traffic is so difficult to spot is that it appears stationary. The human eye is drawn to motion. The blooming effect will impart motion to the object as it grows in apparent size, but only seconds before the collision too late to take effective action. But as hang glider and paraglider pilots we spend much of our time spinning aronnd, and this dramatically increases our visibility. How much? HANC CUDINC

I considered this problem too difficult to solve analytinlly, so I decided to collect some dA· . mstead. Plying a Cessna ] 72 tr .,cal aerotow operation one so;;,· • ,.tay, I found that I could easily spot hang gliders thermaling three to four statute miles out (as measured by Loran-C). Now, I knew what to look for and where to look for it, but even so, this is much farther than the physical cross-· section calculations led me to believe. And it is in agreement with the 0.2° rule of the Navy study if we take the turn radius of the thermaling glider a.~ the size of the object to be spotted. The results for various aircraft types using the turn radius of the glider in place of the span are summarized in Table 3. There is, in fact, not enough information to state with certainty that our visibility truly correlates with bank angle. This is a crude estimate at best. But it docs appear that the visibility of a thermaling hang glider is much greater than its physical size would seem to indicate. It also means that in a near-miss scenario, the other aircraft is likely to spot us first. Taking our visibility to be three miles, a Cessna pilot would have 75 to 110 seconds to accomplish a 12.5-sccond job. A 737 pilot would have 35 to 55 seconds, assuming that he is clearing diligently. This gives us three to twelve turns between the time we first become visible and the time the other pilot must actually clamp eyes on us in time to react and avoid a collision. While reassuring, this docs not mean that we arc relieved of our obligation to sec and avoid other traffic, an obligation imposed upon us by common sense and PAA regulations. Given that we are likely to be the last ones to know, it behooves us to take steps to avoid the likelihood of a traffic conflict in the first place. How can we best discharge this duty? 1)

Don't be there in the first place. Th is is probably the most effective remedy available to us. Since we arc less likely to spot other traffic in time to take corrective action, we arc obligated to stay well clear of areas where traffic conflicts might occur. This means remaining well clear of busy airports, be they towered or not, and any known departure, arrival, and typical sightseeing routes.

DECEMBER 2001

This is a public-domain transcript copied from Plane &Pilot magazine, Febrnary 2000. APPROACH.: "Cessna 771 lG, San Diego departure, radar contact, maintain VPR conditions at or below three thousand five hundred, fly heading zero· seven-zero, vector final approach course. PSA one eighty-two, traffic's at twelve o'clock, three miles out of one-thousand-seven-hundred."

CPT: "He was right over here a minute ago."

But the Cessna hadn't p1µsed to the right: The two aircrr1:ft collided three nautical miles.from the runway. CPT: "What have we got here?!"

FIRST OFFICER: "Got'em," PO: "It's bad! We're hit, man, we're hit!" CAPTAIN: "Traffic in sight." APP: "Okay, sir, maintain visual separation, contact Lindbergh tower, 133.3, have a nice cfa.y now."

CPT': ''Tbwer; wlre going down, this is PSA." TWR: "Okay, we'll call the equipment frn you."

CPT: ''Lindbergh, PSA 182 downwind." (Sound of stall warning itl the cockpit.) TOWER: "PSA 182, Lindbergh Tbwer, ah, traffic 12 o'clock on.c mile, a Cessna." CPT: "Okay; we had it there a minute ago. " TWR:

toger."

CPT: "I think he's passed off to our dght." TWR: "Yeah." 2)

CPT: "This is it. Brace yourself. Mom, I love you." (End of recording.)

A bystander 011 the ground caught an infamous snapshot of the flaming airliner just before it crashed into a San Diego residential area, killing all people from both airplanes, and Bc'Ven m~m: on the ground. It was a sunny day with I 0mile visibility.

Make yourselfas visible as possible. Spinning is good, but you can't spin 100% of the time. You should also take steps to increase your visibility during straight-line travel, when you may be nearly invisible to other aircrafr. Use a dingle ball. Better yet, obtain a battery operated emergency beacon (available at Sporty's Pilot

Shop) and mount it to your glider to serve as an anti-collision beacon. The regular pulsation is far less likely to be mistaken for a random groundbased reflection. 3)

Clear, clear, clear. Develop a crosscheck and make it an unbreakable Continued on page 30. 27

Continued from page 27. habit. Spend at least 50% or your time scanning for conflicting traffic. Clear all quadrants from just above to just below the horizon. Look specifically for stationary targets, as these are the most dangerous. 4)

Take immediate evasive action. Realize d1at by the time you sec the other traffic it is almost certainly too late for them to take effective evasive action. They must have already spotted you in order to avoid collision. Instead, you should take immediate

action to get out of the way. Dive away on a heading perpendicular to the oncoming aircrafr. A hang glider or paraglider can turn 90 degrees in a second or two. Moving perpendicular to the oncoming aircraft's flight path can get you out of the way at the rate of 66 fps (45 mph). Two to three seconds may be all you need to clear a small aircraft. If you have time to pick a direction, dive off to the right of the oncoming traffic. General aviation pilots are trained to deviate to their right to avoid oncoming traffic. They will be

expecting you to do the same. Note that 66 fps is equivalent to nearly 4,000 fpm. Diving is fine, it helps, but you will increase separation much faster by getting out of the way horizontally. 5)

Beware ofwake turbulence. If you chose to dive, recognize that passing closely below another aircraft may put you into the other aircraft's wake tur-bulence. Even under the rnost favorable conditions I suspect the result would be an unrecoverable tumble. Be prepared to throw your chute once well dear of the other aircraft.

The best remedy, in rny mind, is to stay well clear of areas ripe for potential traffic conflicts. Just barely outside of the dashed line won't necessarily cut it, as the Japanese fishing vessel Ehime Maru recently learned at great cost. Nine peo-ple lost their lives due to a collision that occurred 1,000 yards outside of the Navy equivalent of an aviation MOA. The fact that they were operating legally is cold comfort to the families of those lost. Today we recognize the need to regulate our personal flying habits at many local sites in order to keep those sites open to hang gliding and paragliding. We must realize that soon the same principle will apply to the big sky. Commercial pilots are becoming increasingly reliant on onboard systems to provide traffic avoidance. As more and more aircraft arc equipped with those systems, we will increasingly become an unpleasant surprise when we show up unregistered just outside of the windscreen. It may only take one collision between a hang glider or paraglidcr and a passenger plane to significantly change our regulatory status. If you don't do it for yourself; do it for the sport, or for the men, women and children onboard that other aircraft.

Joe Gregor has been flying hang gliders regularly since I 994 or so. He is a Hang IV with approximate!J 200 hours total time in hang gliders and is current(y.flying a Wills Wing Fusion. He holds an Airline Transport Piht certificate with a Lear-35 type rating and htis 11.pproximate!y 3, 000 hours fixed-wing time in both military and civilian aircraft, including the E-3A AWACS: Lear-35, Sabreliner, 7=.38, ]-3 cub, Pi.per Cherokee-! 80, r:md Cessna- I 72. II 30

Hi\NG GLIDING

omc pilots arrived at Cloud 9 on Fri-· day and experieneed ehallenging, light thermal flights. The majority of pilots arrived on Saturday and we were blessed with exeeptional thermal eonditions to near doud base at 5,000 feet. Larry Wright of Columbus, Ohio made the best flight of the day by staying in the air for well over four hours, making his seeond flight on a new Wills Wing UltraSport and staying high above evetyone most of the time. 'They 'fillman and his wife Lisa Colletti, owners of Cloud 9 Pield, exehanged towing duties so eaeh eould get some soaring time. 'fraey towed pilots in the early session, while Lisa got very high and traveled far away from the field and baek a number of times. 1 tried to keep up with Lisa, as she is a great pilot and usually at the top of the staek. While the thermals were still cooking, Lisa landed in order to let Tracy have a go at the great conditions on his new Wills Wing Talon, and sure enough, Tracy was very high and hard to eateh. To say the least, Saturday was an exeeptional day, and all the pilots had a wonderfol time. On Saturday evening, airline pilot Dave Peters and family, who live near Cloud 9, invited the pilots to try some water skiing the next morning. Maureen

DECEMBER 2001

Labor Day weele end, 2001 with the Draachen 1'1iegen Soaring Club at Cloud 9 Field near Lansing, Michigan was a blast, with wonderful weather starting Friday and continuing through Monday. and I showed up early at Dave's cottage frH a fantastic morning of skiing, and then returned to the tow field for another great day. Sunday was another beautiful blue--sky day with somewhat more challenging conditions. Pilots started towing to 2,500 feet around two o'clock, and again Larry Wright showed his superior flying skills by staying up fr)r more than an hour. A few other pilots made dose to one-hour flights but most ranged from 20 to 30 minutes. I took advantage of the light conditions and took three flights, doing a series of wingovers on my way down. After another wonderftd day of flying it was time for the studenrs to fly and get their first taste of hang gliding, whieh produeed many wide smiles. One of the young ladies was so exeited that she just eouldn't stop giggling throughout her tandem flight and for some rime after. T'his is one of the great treasures that instructors like Lisa and 'they can share making so many people so very happy. They also soloed another new and very happy pilot

at the end of the day. After a day of flying, many gathered in the rcereation eenter at Cloud 9 to play pool or ping pong, or to just socialize and share their many stories of the day's exeitement. It was great for us all to sec Mike and Marge Boska, who now live near Omaha, Nebraska and who made the long drive to be with their old friends. Mike and Marge were very active in the Ohio Flyers club, and Mike was previously the vice president of the Draachcn Fliegen Soaring Club before leaving Michigan for Nebraska. He and Marge have starred a new dub in Omaha, ealled the Cowboy Air Junkies. Monday was another pretty day, bm with light lift and a little more windy than most of us would have liked, so most pilots paeked up their gear and headed home. We all had a great weekend of flying, socializing with our many new and old friends, and celebrating the end of another fantastic summer flying season at Cloud 9 PielcL IIJ

Kari Castle Record Breaker THE STORY OF KARI'S TWO NEW WORLD RECORDS, JULY 2001, ZAPATA, TEXAS by Carol Binder

Kari Castle needs no introduction. Since she started flying in 1981 she has competed on just about every hang gliding circuit on just about every continent. Her first success was to become the first female US. Champion in 1988, a title she has held every year up until this date with the exception ofone.

he year 1993 saw Kari win the Sandia Classic in ew Mexico, which brought her overall U.S. ranking up to sixth place, then in 1995 she won the Canadian ationals. Kari lives in Bishop, California, with her local flying sire being the famous Owens Valley (the reason for her great muscles). Ironically, she spends little time there with her busy itinerary traveling from country to country, bur you're most likely to catch her in the air sometime between September and ovember, which is her favorite time of year to fly. In 1996 Kari won the Women's World Championships in Ausrralia after coming in second at the Women's Worlds in 1993 in Japan and 1995 in Chelan. She then won the Women's Worlds in Greece in 2000. Kari hasn't attempted roo many world records, bur one of her first attempts rewarded her back in 1990 in Hobbs, New Mexico when she claimed the women's open-distance record of 187 miles and a dogleg of 189 miles. In 1991 she then broke her own record and became the first

woman to fly over 200 miles (336 km) at Horseshoe in the Owens. Thar was Kari's longest flight, until now. Kari's record stood until Tiki Mashy (USA), flying also from Hobbs, broke chat record in July of 1998 with a distance of 219 miles. Five months later, Tove Heaney, the Norwegian from Down Under, flew 371 km from Lake Munga, New South Wales. Two years ago Kari injured her knee while launching her paraglider and was unable to fly for a year. During this time her motivation built, and she starred flying again at the Wallaby Open a year later with a new hunger. In July Kari decided to join the World Record Encampment in Zapata, Texas, which included Manfred Ruhmer, Davis Straub, Betinho Schmitz, Andre Wolfe, Paris Williams, Robert "Bo" Hagewood, Kathleen Rigg, paraglider pilot Josh Cohn and more. Most pilots were motivated by Thomas Suchanek's and Attila Berok's world-record triumphs in Australia last year. Zapata is located on the border of Mexico and Texas, and is the new hot spot for world records. Manfred describes Zapata as

a town that used to have a lake. Apparently it dried up five years ago. He says that the town is typically American: flat, dry and sparse. Tt's close to the Gulf of Mexico and delivers high··pressure systems and a good, moist airstream that produces cloud streets. The day after Manfred set his 700-km record (which is looked upon now as unbeatable and let that be a challenge) Kari made her first 200- mile flight since 1991. Not being overly excited by this after looking at Manfred's barograph, sbe returned to Zapata to make another attempt the next day. Everyone dsc opted fclr a barbecue and pool party. The new world-record holders have told their stories. Manfred, with his 700-km flight, finally beat the standing record of 308 miles (495 km) by Larry I11dor set in Wyoming back in July of 1994. Davis flew 651 km in his rigid wing, beating his own record of 559 km.· rhat day Kari decided to go flying. On July 20 Kari towed up to 6,000 feet at about 11 :30 AM, and proceeded to

descend to 100 foet at about the l 0-1nilc mark. At this point Kari suffered from a lack of motivation due to the blue conditions, but thought she might make just a few more turns and see if she could get back up with her lowest save ever. Kari thought back to a lecture given by Gary Osoba (world-class sailplane pilot, meteorologist and founder of Zapata as a record site) and his tips about dynamic soaring. She worked small areas oflift with motiva· tion from stories. During the next two or three hours the blue conditions prevailed, with clondbase at its highest at 4,000 feet at the I 00-mile mark. ]'hen, the clouds started to develop and base started to which made the going faster and easier. (It's funny how we all imagine that world-record days must have a minimum base of I 0,000 with cloud streets as far as the eye can see and a good tailwind.) At this point Kari's goal was to beat her own record of 200 miles, with a declared goal of218 miles. Ar rhe 190-mile mark Kari was and ready to land, again. a loser," having landed at

this point just the day before. She knew this ugly place all too well. 'This was the crux of the flight: She was getting lower, the hill counny was rising, and the thermals were fewer and farther between. Linda Sauer, her driver, offered words of encouragement over the radio from all the pilots back in Zapata, anxious for Kari to finally make it p;L~t this point. In her mind she could see all the guys sitting around the pool. There she was, out in the boonies, alone, with her flight about to end at the same spot, yet again. But Kari kept going and worked each and eve1y possible bubble oflift, trying not to keep looking for landing areas and ttying to work the sky. She contoured every ridge and plateau, and eventually climbed to the point where she could see the declared goal at Rock Springs. Now that she could actually see her goal Kari felt a little more confident. As she got closer to the top of the plateau she realized that she had it, 218 miles (350 km), but kept flying. She was now at 218 miles at 7:30 PM, 7.5 hours after launch and still flying. Kari was happy but realized that she wouldn't be able to make her distance attempt with the daylight houts slowly dwindling away: She started to lose her enthusiasm, and eventually landed at 229 miles at 8:00 PM, relieved to have reached her declared goal with a challenging flight. The following days during the encampment saw ve1y stable conditions. Pilots were and going, but Kari, Betinho, Davis, Bo, Paris and Josh all remained, with hopes of another good day to prove themselves. On July 26 Kari once again flew to that dreaded 200-mile mark. This time she was really hurting and frustration set in. She thought, "Next time I'm going for it," but her motivation was at an all-time low. She drove back to motel late that The next day, July the weather finally looked perfoct on the map for a chance at another record attempt: early cloud development (not perfect, but they were there) with 10-15 mph southerly winds. Normally, southeasterlies are good and drift a pilot directly on course, but southerlies arc better because you don't drift too dose to the Mexican border (with a chance of being shot). Laredo airspace is another concern, because you must battle a headwind or crosswind to avoid it. Kari showed up at the airport early and HANG GLIDING

rigged her Wills Wing Talon, ready to play the game, but what she really wanted was to take the day off. While going through the motions, Gary Osoba brought her new hope with words of encouragement, and because of his excitement about her flying Kari didn't want to let him down. He tried to help her prepare mentally for what lay ahead, but the sky didn't look as good as the synoptic chart showed. On the chart, the next day looked much better, and Kari was in need of a break. Then again, sbe could spend the day on the ground, moping around, thinking about the day before, and driving everyone crazy with the same old stmy of tbat dreaded 200-mile barrier. Or, she could fly. Finally she decided to fly. If it looked good at 50 miles she would keep going. If not, she would land and take a much needed break. At 11 :50 /\M Kari aerotowed to 6,000 over the airport. She pinned off, snapped a quick photo of the start point, made sure her Flytec 4030 was recording, and away she flew with a 14mph tailwind. She was getting much better climbs than the previous day and fdt encouraged about the day. The clouds that developed at first turned blue, but started redeveloping at mark. With 400- to about the 80CHpm climbs Kari at last felt comfortable, and at Laredo she decided to keep fly-· ing to 100 miles and then reevaluate the situation. Things were looking good. Base was higher at 9,000 feet at 200 miles, where she happily looked down on that jinx of a place without feeling threatened. Kari had always been too low at this point, struggling in light lift. But today was different. She was in a good position at 9,000 feet m 5:30 PM. The beginning of rbe hill country and a perfect cloud street lined up in front of her. But now she was in unknown territory, and this place looked like it would require a retrieval from a Mad Max movie. Underneath was no-man's land, but above was some sort of heaven. Words of wisdom came over the radio and told her to just fly, not to worry about the lack of roads and just look to the sky. She worked light lift, drifting, and eventually met up with a small road network. A little relieved, she again relaxed in her flying, knowing in the back of her mind that she could be found on a road by someone. Kari was happy knowing that her driver Don Boucher was DECEMBER 2001

3r:;

following her, never too far behind. At 230 miles Kari was low again but still drifting. At this point she knew she had her record back. Although she had hopes of reaching 300 miles (Kari likes round numbers), this seemed unlikely so late in the day. With an open-distance record of 250 miles and a declared distance-to-goal record of 219 miles, Kari was relieved, happy and satisfied -finally. On this same day Josh Cohn flew 200 miles (309 km), which gave him the distance record for a paraglider. Kari took off for Europe shortly thereafter and competed in the Red Bull Speed Run in Kirzbi.ihel and attended the Red Bull Vertigo meet in Switzerland, where we caught up. She's now cruising the world in search of a better flight. If you meet up with her, have a chat. You will learn something. So, what next? Kari says she will eventually try to better her distance record, but it will have to be fun. Although she's learned much from setting records, Kari says she still has a lot to learn. Her advice for potential record-seekers is to be prepared with the rules, paperwork, pro-

equipment backup, spare parts, and to be well organized. You really need to be prepared to get to the site, wait for it, and go for it, even when you think it isn't a classic X-C day. Don't forget that most records have been broken on days that looked pretty average. Ir's what you make of it. Keep your hunger. You've gotta want it bad enough!

cedures to follow, logiscics, and a good driver with enthusiasm. It is even better if yo u have yo ur own personal driver when yo u really get serious. You definitely need

Kari's note: I want to give special thanks to the people and companies that help make my dreams come true: Flytec and Steve Kroop, for sponsoring the World Record Encampment and providing varios, the Dragonfly and prize money; Red Bullfor believing in me and "giving me wings" and energy to keep going; and Wills Wingfor their wonderfal new curvy-tip glider, the Talon 150. I love it! Some ofmy technical gear is provided by Flight Connection, Arai Design, Oakley, Teva, Stonewear and Hi Tee, which makes my job so much easier. Thanks to everyone! Kari's website may be found at www. karicastle. com. - Ed. •

The Hall Airspeed lndicatorTM A precision in strument for the seriou s pi lot. Rugged. dependable and easy to read. Airspeed lndicator ... $23.50 Long Bracket ............. $7.00 Shon Bracket ............ $6.50

NEW ! SMALL HALL Great for hand-held wind measurement or paraglider Airspeed Indi ca tor us in g Bracket. Small Hall ............. ... $23.50 Paraglider Bracket .. .. . $6.50 ow available: Small Hall fo r hang gliders. 0 to 70 mph

Ha ll Br others, P.O. Box IO I0-H. Morgan, UT 84050. USA • Mastercard/VISA/C.0.D. Phone (80 I) 829-3232, Fax (80 I) 829-6349 hallbros@earthlink .ne1

Kestrel 3000 Pocket Weather Meter •Wind Speed • Temperature •Wind Chill •Humidity •Dew Point •Heat Index

•Rugged •Accurate • Waterproof •Easy to Use

Tel./ Fax 775-747 -0175 Nielsen-Kellerman

1.800. 784.4221 www.nkhome.com lnfo@nkhome.com

Order by web site, phone/fax, email or postal with Credit Card , Check or Money Order. Paul Hamilton, Adventure Productions 6553 Stone Valley Drive, Reno, NV 89523 USA

HANG GLIDING

........... 1/b ..1/b

PRIC:i; $10.95 $10.95

f<BIRDFUGHT: As the Basis of Aviation. Otto Lilienthal's flight documentation a century ago.1lb HANG GLIDING FOR BEGINNER PILOTS by Peter Cheney.Official Training Manual.250pgs ... 2lb TOWING ALOFT by Dennis Pagen/Bill Bryden. Covers ALL aspects of towing. 372 pgs .... ...... 3lb HANG GLIDING TRAINING MANUAL by Dennis Pagen For the beginner/novice pilot. 350 pgs.2/b PERFORMANCE FL YING by Dennis Pager1 For the Intermediate-Advanced pilots. 340 pgs . ... 3/b UNDERSTANDING THE SKY by Dennis Pagen. THE most complete book on micrometerology.2lb INSTRUCTOR'S MANUAL by Dennis Pagen, used in IP's. Illustrated. Check one CJ HG CJ PG2lb f<THE ART OF PARAGLIDING by Dennis Pagen *NEW'. Covers ALL aspects. 274 pgs ... .... 31/J PARAGLIDING-A PILOT'S TRAINING MANUAL by Mike Meier/Wills Wing. Covers all aspects.2/b RIGHT STUFF FOR NEW HG PILOTS by Erik Fair. Reprints of Erik's HG column. Classic ......... 1/b DOWNWIND by Larry Fleming. Share the experience of over 20 years of hg flight... . .... Jib A RISK MGMT MANUAL by M. Robertson. Includes Charts/Reliability Become a better pilot! .. 1/b DELUXE FLIGHT LOG BOOK 4.2!5" x T' 68+ pages. Log over 270 flights. . .. 3oz FLIGHT LOG BOOK The Official USHGA flight log book. 40 pages. Log those flights! .... 2oz ..2oz CERTIFICATION BOOKLETS Document your skill level sign-offs. Specify HG or PG. ...

$19.95 $29.95 $29.95 $29.9!5 $29.95 $24.95 $15.00 $34.95 $19.95 $ 8.95 $10.95 $ 9.95 $ 6.50 $ 2.95 $ 1.9!5

USHGA 2002 HANG GLIDING CALENDAR • Outstanding photography. USHGA 2002 PARAGLIDING CALENDAR· First ever! Outstanding photography.

QTY

TotaL\/Veight _TCJJJI.L

$_ _ _, $___ _ $_ _

$ _ __

,..,._,..,...,, All our videos are in USA/VHS NTSC format only. )'<TO FLY: DISCOVER HANG GLIDING TODAY Special promotional video. (10 min) .... .......... 1lb $5.00 -~<WEATHER TO FLY Dixon White educates us on this very important subject. (50 min) .. ........ 1/b $39.95 SPEED GLIDING:TEAR UP THE SKIES Great camera angles & animation. (24 min).. ... 1lb $24.95 $--··-·STARTING HANG GLIDING Basic preparation, attitude & what to expect. (30min)... . ....... 1lb $29.95 DUST DEVILS Fly with the Womens World Hang Gliding Team in Chelan, WA. (24 min)... ...... 1lb $19.95 $_ __ PARTY AT CLOUDBASE A hang gliding music video, set to hard driving music. (20 min)... . .. 11b $19.95 TELLURIDE AEROBATICS Follow the dynamic history of this event, from "81-95". (50 min) . ... 1lb $24.95 BORN TO FLY HG action. Meet Larry Tudor & Green team, fly Owens, Sandia, etc. (50 min) .. 1lb $34.95 HANG GLIDING EXTREME Fly spectacular sites in the US. Meet the top pilots. (50 min) .. ...... 1/b $34.95 )~<SPEED TO FlY World tour instructional video on XC PG flying techniques & tips. (70 min). .. 1lb $39.95 GROUND HANDLING & The Art of Kiting PG Instructional. Learn techniques & tips. (44 min) .. 1/b $36.95 A HIGHER CALLING Superb paragliding XC adventure in Nepal. Excellent editing. (45min) . .. 1lb $32.95 THE PERFECT MOUNTAIN Spans the globe for the quintessential paralgiding site. (44 min).. . 1lb $36.95 .... 1lb $29.95 BALI HIGH Exotic paragliding adventures in Indonesia. (38 min).. ..... 1lb $29.9!5 STARTING PARAGLIDING Basic preparation, attitude & what to expect. (30min).. MASTERS AT CLOUDBASE A paragliding music video, set to hard hitting music. (20 min) ....... 1/b $19.95 Fl Y HARD Rob Whittal & C. Santacroce paraglide the westcoast. Rock soundtrack. (36 min) ... 1lb $35.95 PG: THE MOVIE Owen's Valley world competition. Hot action, rockin' soundtrack. (40 min) ....... 11/J $35.95 CLOUDBASE PARAGLIDING Great intro. video. Meet the hot pilots, fly the hot sites. (36 min) .1lb $34.95 All our videos are in USA!Vr/S NTSC format only 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. . . .. Boz $ 2.50 ............ 2oz $ 2.95 LAPEL PIN Two color enamel. Check one O HG O PG USHGA EMBLEM DECAL Our original logo, in its original colors, on a 3" circular sticker.. .... 1oz $ .!SO LICENSE PLATE FRAME I'd Rather Be rlang Gliding or I'd Rather Be Paragliding (circle one) .. 1lb $ 6.50 PAYMENT must be included with your order. NON-USA orders must be in U.S. FUNDS drawn on a U.S. BANK! SUBTOTAL WEIGHT (for shipping)

SHIPPING (USA)

CHARGE MY VISA /MC/AMEX

Up to 2 LBS ADD $5.00 2.1-4 LBS .. ADD $6.00 4.1-6 LBS .. ADD $6.50 6.1-8 LBS .. ADD $7.00 8. HO LBS .ADD $8.00 Over 10 LB .. Call/fax/email NON-USA Slf/PP/NG-Ca/llfaxlemail

SUBTOTAL Colorado residents add 3% tax - - - - · - - - - Shipping (see chart) - - - - - - - -

Street Address (if pm;s1tileJ _______· · - · - - - - - · - - · · - - - · - · - - · · - · - - - - - - - - - - - - - - - - · - - - · - - - - - - - - - -

United ~tates (719) UcJL.-U,J\JU

., PO Box 1:330, Colorado Springs www.ushga.org fax (719) 632-6417 email: ushga@ushga.org

.WWW.

by Bill Bryden, USHGA Accident Review Chairman problem with the development of good soaring skills is that extensive amounts of flying can be accomplished with relatively few launches and landings. Landings have a wide range of quality and pilots tend to know if their landings good, so-so, bad, really bad, etc. How much they spend for downtubes each year is often one indica-tor. I heard of one pilot who purchased them a dozen at a tirne! So, we tend to have some indication or feedback if this skill is atrophying and needs improvement. Launches, on the other l1and, espe-· cially cliff launches, arc a different animal. [four technique develops some problems or bad habits bur we still get into the air successfully each time, we often don't perceive that a problem or weakness exists. Hey, the launch was

good enough to get the glider into the air so it can'r be that bad! Many pilots don't realize they h:we a problem even after they blow a launch really badly because they attribute it to a freak or one-time occurrence:.

and the glider balanced. lfowever, a wing dropped as he began his launch run and the glider launched and turned back into the hill. The pilot was uninjured.

* An experienced, Advanced-rated pilot An experienced, Advanced-rated pilot flying a topless-style competition glider to cliff launch in rnoderate but somewhar crossing coastal winds. lt was suggested that bis glider sfallcd during the launch and then was turned back imo the hill. The pilot sustained serious head injuries requiring extensive hospital·izarion but a fr1ll recovery is expected.

Hying an older competition-level glider atrempted a steep-slope launch. Before even starting to run, one wing was low m1d continued dropping dur· ing the run. The glider launched but was turning and turned back into the hill. The pilot escaped with only a few minor injuries. After any flight it's good habit to ask the launch crew or a skilled pilot observing your launch how it was. With concentration on picking a launch cycle, monitoring other glider traffic, some anxiety, and many other things going on, we generally do not trnly know how good our launch really was. Unless you

An Advanced--ratcd pilot flying an older compet·ition-level glider attempted to cliff launch in crossing, gusty winds. l1e waited for cooperMing winds and launched virtually the instant the wind seemed straight

We Manufacturer of Ultralights and tfang Gliders

No Mountain? No Driver? No Thermals? No Problem! Power up your Hang Glider with the A.T.F. Trike (Air Time Fix)

l ,ighrweight trike 90-lbs. Comfortable seating Anachcs on rn most hang 22.J-IP engine Electric start option In-air hand start

Breaks down to four fccr Landing suspension (front and rear) Four-point harness

your We have: Safe Edge Uprights

Downtubes Speed Bars Rigging Most all Frame Parts and Hardware Hang Gliders We Manufacture T2 (Tandem Illusion IOM and 1IM 3904 Airport Way E. Wenatchee, WA 98802 509-886-4605 fax 509-886·3435

trikcs@nortbwiirg.com www.no1thwing.com

us.

HANG GLIDING

videotape your launches, having someone critique it for you is predominantly the only method by which you'll objectively know if your technique was excellent, good, mediocre, or rather poor bur nor so bad as to cause a launch failure. For the cost of a dowmube or two, a launch and landing clinic cm usually be attended. These arc generally very good uses of a weekend. You'll have an experienced instructor present and often a video camera. '1 'hese are often conducted on a training hill with a shallow slope. This will often necessitate a lengthy launch nm which tends to unmask improper techniques. More importantly, there is generally an opportunity to conduct a series oflaunchcs and landings so improverncnts can be practiced in one day, not spread our over multiple days and weeks with only one or two attempts at correction made per day. The reporters in each of rhe above mishaps suggested that the employed launch technique or ;issociared judgment was somewhat flawed. We h;:ivc seen multiple occurrences in which rhe desire to fly overwhelmed prudence not to fly because of wind conditions. T don't know what can be said that will strongly affect people who are desperate to fly, especially when they've traveled great distances to the site. But just think of tl1e flrst pilot ;:ibovc. I-le wanted to fly in tricky crosswinds. Rather than canceling his flying for that one day, he chanced it and canceled flying for mond1s if not a year or more. Think abour that when debating conditions. Are you willing to potentially trade a year's worth of flying to get in one flight today in crappy wind? The second pilot also chose to fly in challenging crosswind conditions. "Challenging" means your skills will be tested and, by definition, a real pmemial exists that failure will ensue. If there was little chance of failure, those flying conditions wouldn't be very challenging, would they? 'The report does not describe the conditions or the events prior to launch in detail, so f cannot accurately comment about the pilot's judgment in DECEMBER 2001

selecting his launch cycle. However, experienced pilots know that the wind can be very tricky, and that it is necessary ro observe it a while to develop a feel for its behavior. In gusty and switching winds it is crucial to wait a few moments bdtirc launching when you think the wind has just gotten good. A wing tip is about flve meters away, and what suddenly feels good on your face may take a few moments to reach your wing tip. lf you quickly pick up the glider and assess its balance in just a second or two, you can easily be fooled. Gliders, especially heavier competition-type gliders, have inertia. This may make them fed balanced for a second or two when first picked up, but wait four or five seconds and then you'll know if the glider is bal,mced and ready to launch or nor. Count out five seconds; it's not quick. On assisted windy cliff launches, when I think the glider is balanced and l'm ready to go, T take a moment to look at the hands the wire crew on each side a couple of times. Even though they may both be saying "up, up, up," by looking at their hands and the side wires you'll be able w more accurately assess how mnch up they both have. One per· son might be holding IO pounds of"up" while the other has 40 pounds of "up." You can see this difference in their hands and often in the side wire. You'll know better if the glider is balanced and ready to launch. Launching is a step we do not want to hurry or short-circuit in our desire to get airborne. ft is also a skill that can develop deceptive weaknesses unknown to us until it fails us completely. Diligence in seeking feedback about each launch is one method to help keep tabs on this skill. Patience. We must be patient about when we electing to skip those days with tempting hut marginal conditions. And we must be patient: abom actually launching to be as certain as possible that the winds are steady and the glider is balanced and ready. II

by Rodger

orne cynics claim that when reduced to chemicals and base clements, the true value of a human heing is about the same as a McDonald's Happy Meal. Tc>day, after transporting the remains of my old PacAir KISS to the salvage yard, I learned that the true value of a hang is about $3.90 in scrap aluminum. [n a twist of irony, the 7075 tubing, introduced in the K[SS line and prized for its weight-reducing properties, actually hurt me, since aluminum is purchased al a set price per pound with out respect to grade. 6061, being would have been worth more. The roughly four bucks I pocketed fr)r the glider was, oddly enough, almost exactly 1/1000th of its original purchase price. 'fhc KISS (inadvertcnrly "retired" during an ill-fated top-landing attempt) had been trusted wing from its maiden voyage to final flight. After a noble flying tenure of 1l years, soaring alongside eagles and over rainbows includ-ing flights of up to 16,000 feet, l 08 my loyal miles and six hours duration friend will suffer the final ignominy of being melted down into sofr drink can or a Mrs. Smith's Pumpkin Custard pie plate. Next time I chug a Pepsi, I'll look fondly at the can and wonder, "Could it be?" lt's a sad conclusion to the life of' a disting11ished flying machine. Well, I've gotta go; f have $3.90 burning a hole in niy pocket. What? Why yes, I would like fries with that. And Super Size it!

Have a hot tijJ? rbhoyt@go.corn or mail RodgerHoyt; 956 Glcngrove !Ive., Central Point, OR 97502. !Ill contributors a usable photo will receive set II 39

HANG GLIDING ADVISORY Used hang gliders should always be disassembled before flying for the first time and inspected carefully for fatigued, bent or dented dowmubes, ruined bushings, bent bolts (espc, cially the heart bolt), re-used Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with non-circular holes, and on flex wings, sails badly torn or torn loose from rhcir anchor points front and back on the keel and leading edges, If in doubt, many hang gliding businesses will he happy t:o give an objective opinion on the condition of equipment yon bring them to inspect, Buyers should select equipment that is appropriate for their skill level or rating, New pilots should seek professional instruction from a USB GA CERTIFIED INSTRUCTOR,

DON'T MISS THIS STEAL! AEROS STEAITH TI 151 , Matrix cloth, billboard glider, white LE, red w/bluc undcrsurfacc (Aug '00 centerfold) 80 hours, price reduced to $1,790 OBO, Sacramento CA, Cell (9 16)798-71 56, reto_s(tilyahoo,corn DOUBLE VISIONS & FLY2 New and used, WALLABY RANCH (863) 424-0070, l•'.AGLES 145, J 6,1 Rental gliders at flight park, low hours, clean, priced rn sc!L (262) 173-8800, info@hangglicling,com EXXTACY NEW & USED IN STOCK, DEMO DAILY, WALLABY RANCH (863) 124-0070.

FLEX WINGS AEROS STEALTH lT 142 Must sell, flies great, 70 homs $1,500, (106) 668-7121, billxc@hotmail,com AIRBORNE SHARK, BLADE RACE, STING, BUZZ, New and nearly new, Demo daily, THE WALLABY RANCH (863) 124-0070, ATRWAVE SPORTSTER 148 Brand new $3,500, HPAT 158, excellent condition, 60 homs $850, (207) 883-5008 eve/wkends, Norman,Srcvcns(4'mainc,cdu ATRWAVE XTREME Topless <20lm, blue/whire, mint condition, stored inside, MUST sell $1,500 OBO, Jay (305) 793-3:\32 jbuddy l@bellsomh,net ALTA TR SAT URNS 147, 167 Rental gliders at flight park, low hours, clean, priced to sclL (262) 473," 8800, info@hanggliding,com

FALCONS 1/iO, 170, 195, 225 new and used, WALLABY RANCH (863) 424"0070,

Hl'AT 145 Good condition, new leading edge cloth and recent supcrpreflight $995,(262) 4738800, info@hanggliding,com Excellent condition, great climb KLASSJC 141 rnte $1,350 priced to selL (54]) 504-51il6, LAMINAR ST, llJ, 13 in stock WALLABY RANCH (863) 124-0070, MOYES CSX SX, XTL, XS3, XT, etc New and nearly new, Available immediately, Nation's largesr Moyes dealer, WALLABY RANCH (863) 424-0070, MOYES SX/i Great condirion, purple/white, very low hours $2,200, (262) 473"8800, info(Z,lhanggliding,com

Blue/white, $1,500 OllO, (619) PALCON 170 719-7970, jrav8@yahoo,com,

MOYES XT PRO 165 The model before the SON," JC, two available $1, 500,, $2,100, (262) 473-8800, info@hanggliding,com

FALCON 195 Demo, perfect condition $2,000, (518) 279-%60 NY,

MOYES XTRALJTE lli7 All white $1,100 OBO, (262) li73-8800, info@hanggliding,com

FALCONS CLEARANCE SALE School use, one season, All sizes $ l ,250"$2,500, (262) 473-8800, info@hangglidi11g,com

MRX200l LAMINARS ARE HERE Experience the highest performance flex wing available, New and lightly used STs also available, (760) 72 HJ70 I, indasky@yahoo,corn and www.icaro2000,com

HlEE PVC GLIDER STORAGE/TRANSPORT TUBE -- With the pmchasc of any new glider. (517) 223-8683, Cloud'JSA(,il:toLcom, Largest selection of new and used gliders in Michigan,

PULSE 11 M Like new, harness, Flytec 4010 $2,500, (8l8) 231-0392, mark73'7/o@aoLcom

FUSION Demo daily, WALLABY RANCH (863) 424-0070,

!'ULSES & VJS!ONS Bought-Sold-Traded, Raven Sky Spons (262) li73-8800, info@hanggliding,com

GLIDERS 35+ for sale, rigid ro single surface, Call/email for current list, Wallaby Ranch (86'l) 4240070 Florida,

RAMA!lZ 154 Very good condition, orange/white, sail srill crisp, w/winglcts $1,200 OBO, (770) 3M," 8475, cctravel@mail3,ncwnanutilities,org

USHGA CLASSIFIED ADVERTISING ORDER FORM 50 cents per word, $5.00 minimum Boldface or caps: $1,00 per word, (Does not include first few words which are automatically caps,) Special layouts or tabs: $25 per column inch, (phone numbers: 2 words, P,O, Box: 1 word, E-mail or Web address: 3 words) photos: $25,00, line art logos: $15,00 (1,75" maximum) DEADLINE: 20th of the month, six weeks before the cover date of the issue in which you want your ad to appear (i.e., June 20 for the August issue). Prepayment required unless account established, No cancellations or refunds allowed on any advertising after deadline, Ad insertions FAXed or made by telephone must be charged to a credit card, Please enter my classified ad as follows:

SECTION IJ Emergency Parachutes IJ Parts & Accessories

IJ Towing rJ Schools & Dealers IJ Ultralights

tJ Business & Employment rJ Miscellaneous O Paragliders O Videos

O Rigid Wings O Publications & Organizations IJ Wanted rJ Harnesses

O Flex Wings

Begin with 19__"____ issue and run for"--"·---··-"·--,"consecutive issue(s), My O check, O money order is enclosed in the amount of$ ___·----·--------·------"--"--' NAME: __ ·-"-""'"--"--··~-"~"--~---"-----~--------ADDRESS: "--------"""--·""--"-·---"·-----------"---"·---,--,--"-

Number of words:"__,_"'"-·---·--"-- @$.50 Number of words:_···-·"''"-- "·---·,··--·-,·-·-·- @$1,00

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

HANG GLIDING

(10@[}{]@£ IJ® [fil@)}:{ TI ~~@ ~O@lffJl@l@ ®IJ)IPfl[ij)@@ ©@ @@®@TI TI~~@ TI o@@@o@ TI ®o®@@@ O

©©[fil®@@Q!]§[fil@®o®[f@ @Im@~ @l}\l] OJJU\D~ ~(l!J@[fil@®o®[f@

~fl!J)IJ)fl[ii)@ @®©'l;

©~0©© QD@/A\ ~ ~ ©~o~@

'-=" ..-1,1,;,il,l,I

@@[ii)®~ ~ ~

@TI@ o~.io ~[Hiilil®B

Ask Den

The Internet Era Virtually every reader of Hang 6/icting magazine is wired to the Internet. It's the way we find information ... 2'1 x 7, up-to-date, and hassle-free (well OK, pretty much hassle-free) The ByDatt}ohnson.com Website will offer you over 20 years of "Product Lines" columns-for researching, or merely wandering through the history of hang gliding in the USA. You can also find flight reviews by Dennis Pagen for several modern gliders among hundreds of pilot reports and thousands of photos. Unique features like PlaneFinder, PlaneView, SpecCheck, or Pros & Cons will help you zero in on the right purchase for you. Or-just read it for fun. Coming, uh ... soon! Sign up now to be notified when the site goes live.

Corning Features

Dan...

the Man

2002 Buyer's Guide Ever wanted to compare specifications on the hang gliders that interest you? How about paragliders, or ultralight sailplanes, lightweight soaring trikes, or paramotors (powered paragliders)? Those interested in powered aircra~ might want details on trikes, ultralights, microlights, homebuilt designs, helicopters, powered parachutes, gyros ... the list goes on for 256 pages-all in full color. Photos of each wing (or aircra~), addresses of manufacturers, and lots more information on wings and aircra~ from the USA and Europe. Now, obtain your own copy of the World Directory of leisure Aviation. Only $9.95 + $3.95 Priority Mail. In stock nowsend a check for $13.90 to: Dan Johnson • 265 Echo Lane • South St. Paul MN 55118 • USA • (no credit cards or phone orders)

SPECTRUM CLEARANCE SALE Three 165 Spccrrums in near new condirion, w/all options $1,800-$2,600. One 144 Spectrum $1,500. Raven Sky Sports (262) 473-8800, info@hanggliding.com SM OKIN' DEAL!!! AimOS STEALTI I lII Oleg Racer 151 I.ate 2000, matrix cloth, amo-lowcring sprogs, ALL THE RACE G!ZMOS, carbon airfoil control bar! 2 hour rural time. Getting om of comp flying, price reduced to $2,695 OBO. Sacramento CA. Cell (916)798-7156, reto __ s@yahoo.com SUPERSPORT 153 Mint condition, 80 hours $1,100. High Energy harness, Quanrum chute w/swivcl & air rocket 6ft. + 3" $900. Ball M50 & Reflex helmet (L) $200. (530) 544-6601, GAfreespirits(filcs.com

WW FUSION SP! 50 Exccllem condition, w/only 70 hours, less than one year old, all white w/lcading edge inserts, spring tip battens, folding bascrnbe, 2 spare downtubes, removable WW wheels $3,250. Ron (31 O) 479-1 %0, dcniron62vbhormail.com WW FUSION 1 50+hrs, yellow LE, red (large), yellow asymmetric, black WW, winglers, folding speedbar $1,700 OBO. (509) 525-7281, lbbrown@bmi.net WW SPORT AT 167 Very good condirion, grccn/white/hlue, ripsrnp trailing edge, flies great $850. Joe (8/i7) 895-5858 Tllinois.

MII.1.ENNfUM Like new condition, BRS parachute, rudder pedals, training wheels & regnlar wheels, two transport bags, special car rack $6,500. Out East (819) 565--7249. NEW STAJ .KER From Aeros, located in Southern California $7,900 OBO. Marc (562) 429-8033, marcw@sprintmail.com As new, test flown twice. Denny (949) STALKER 661-5459, dennymallctt@hotmail.com

WWXC 142 Like new, 36 hours, winglets, xc bag $2,300. (530) 544-6601, GAfreespirirs(i1Jcs.com

SUPERSPORT 153 Reccnrly inspected, <50 hours $800 OBO. (314) 469-4227, jsinason@lswbcll.ner

WWXC 142 Very low hours, clean, near new condirion $2,400. (262) 473,8800, info@hanggliding.com

SUPERSPORT 153 Supemcar custom sail, very low hours, WW fin included $1,900. (262) 4738800, info@hanggliding.com

EMERGENCY PARACHUTES

SUPERSPORT 153 Clean, low hours $500. (307) 733-9175, kedardog@aol.com

GHOSTBUSTER PARTS Sail, flaps, spoilers, ribs, hardware, wires, everything bur the leading edges. (970) 641--9207, skyomll?!'webtv.net

20 CORE PDA w/swivcl $375. 20 gore $199. Used Quanrum 330s, 550s. Many more available. Raven Sky Sports (262) 173-8800, info@hanggliding.com HARNESSES

lJL'l 'RALT GI-ITS AIR SPORTS USA WWW.FLYFORFUN.NET .mEEDOM TH.IKE With WWXC 155, only 3 hours flying time, paid $9,000 sell $7,000. (803) 725J 226 days, (80'l) 649-4183 evenings,

WW Falcon 225 wing, Hirth F.33 engine, 2 5bp, electric srarr, adjustable pitch pro·· peller, F.GT/t:achomctcr standard, test flown. Many options available $7,295. (864) 862-1386, www.happyvallcytrikes.com

DOODLE BUG Motor harness, sales, service, instruction. Dealers welcome. www.flylOJ.com (702) 260-7050. 1llGH l\NERGY TRACER POD HARNESSES Sizes & styles change monthly, $300 500. Cocoons $200 each. T.MFI' pod, 5'9" $400. Kncehangers & srirrups also available. (262) 473-8800, infoQbhanggliding.com

WANTED EASY RISER Lower leading edge spars for restoration project, 1-1 /2 0.D. x .049" wall, 6061 T6 tube w/pre-fabricated bend. Need one, bm will rake 2--3. Call Dave in California (805) 473-3838 leave message, butzO@attglobal.net

WOODY VALLEY Brand new condition, grrnrnn-· teed $575. (608) 221 3681, gdinaa11er@aol.com I 00 gliders in smck. Lookont Mounrnin, www.hanglide.co1n

TRX 160 - Lasr one made, very crisp, red and white sail, never wrecked, 3 sets of tip fairings, cxrr:r tip wand, pans kit, manual, extra set of graphirc downrnbcs, flies grcar $1,500. (505) 821-0550. ULTRASPORT 147, 166 Renr,tl gliders at flight park, low hours, clean, priced to sell. (262) 473-8800, infoQbhanggliding.com

WWZ3 -- With llRS reserve, excellent condition, very low homs $650. ]hill 651 vario $200. (20/) 8835008 eve/wkends, Norman.Srevcns@lmainc.edu l'ARAGLIDERS MK!i needed. 1-800-688-5637. AIR SPORTS USA WWW.FLYFORFUN.NET RIGID WINGS

VISION MKIV 170 Excellent condirion $ I ,750. (51 O) 528--2300, sfl1g@home.com

ATOS Well kepr, wirh extras $6,700. EXXTACY 1clO--low hours $6,200. (206) 244-5122.

Bought -Sold-Traded. VTSTONS & PUT.SES Raven Sky Sports (262) 4"7:l-8800, info@hanggliding.com

ATOS Small, brand new, in srock. Not demos. Why wait? (262) 473-8800, info@hanggliding.com

WILLS WING SUl'ERSPORT 113

Black/red, intermediate, satisfactory condition, 40-80hts $830. (:lO!i) 925-1456.

ATOS For sale, price. David (719) 6303698, david@davidglover.com Yellow, 1999, good condition, EXXTACY 160 $5,000. (813) 6102526, Dspars never tysonr@tysonr.com

16,000

HANC CLJDINC

SCHOOLS & DEALERS

COLORADO

l'\ATlONAL SCHOOL NETWORK RINCS LOCALLY. for information call David (719) 630%98, david@davidglover.com ALABAMA LOOKOUT MOUNTAIN Fl.IGHT PARK ad under Georgia.

LARGEST HANG GLIDING SJIOI' In rhc Wesr! Om deluxe retail shop showcases rhe latest equipment and has two virtual reality hang gliding flight simulators. We stock new and uscd ... Wills Wing, Altair and Moyes gliders, and all the hottest new harnesses. Trade-ins arc welcome. Our comprehensive rraining program, located ar the San Francisco Bay Area's lincsr beginner sire feat:urcs: gently sloped hills," Wills Wing Falcons of all sizes and training harnesses! "FIRST FLIGHT" 15 minme video tour of our beginner lesson program shows a student's skill pro· gression $20 (shipping included). 1116 Wrigley Way, Milpitas CA 95035 (nerir Srtn Jose). (408) 262-1055, fax (408) 262-1388. www.hang.. gliding.com

Sec

Fnll,-rimc AlRTIME ABOVE HANG GLIDING lessons, sales, service. Colorado's most expericncccl' Wills Wing, Moyes, Altair, Acros, Airwavc, High Energy, Ball, Connccrions and much more. Call I, Evergreen, Colorado AirtirneHCG'haol.com CONNECTICOT MOUNTAIN WTNGS

Look under New York.

FLORIDA LOOKOUT MOUNTATN FLIGHT PARK

Sec

BUNNY.. THE HILL WITH IT!

CALIFORNIA Train on DREAM WEAVF.R HANG GLJD!NG state-of-the-art WILLS WING FALCONS. LESSON PACKAGES: One fom hour lesson $100. Three four hour lessons, plus tandem off 2,000ft. $300. Five lessons for $400. Ten lessons plus tandem $750. Complete lesson programs. Year-round instruction. Launching and landing and thermal clinics available. Call for group rates. Tired of hiking yom glider? I'll help you! Dealer for Wills Wing, Altair, High Energy Sports, Ball varios, Carnclbaks and more. We love trade-ins. I'm yom norrhcrn California MOSQO!TO HARNESS DEALER. ff you live in central northern California, give me a call or email to ulc Mosquito demonstration or clinic. Call or scheduling lessons five days ,1 week, Friday through Tuesdays. Ideal training hill, 11p to 150ft., 600fr. mountain. 1,200ft. mountain. Tandem insrruction. OSHGA Advanced fnstructor DOl/G PRATHER (209) 556-0469 Modem,, CA. drmwvrhg<illsoftcorn .net !'LY AWAY Hi\NG GLIDING Tammy Burcar (805) 957-9145, www.flyabovcall.com/flyaway.htm

[)

R P

R T

2800 Torrey Pines Drive San Diego CA 92037 Since 1928 HANC CLlDTNC AND PARACl.lJ)INC USHGA ccrrified instrnc1 ion, tandem flight instruc .. tion, sales, service, repairs, parachute repacks, and site

tours. San Diego's world-class soaring ccnrcr. Visa and MasterCard acccprccl. Call (858) 452.-9858 or 101! free J .. gT7.J'l.Y TEAM. Check us out and order online at www.flytorrcy.com

WE HAVE The mosr advanced gliding, reaching you in 1ime known to it rakes on training-BUNNY HILL, and with more in-flight air rime. YES, WE CAN TEACH YOU l'ASTER AND SAFER. For year-round rraining fun in the sun, call or wri1c Miami Hang Gliding

(:Hl5) 285-8978. 2550 S Bayshore Drive, Coconm Grove, Florida 3313:l.

Santa Barb,ua.

HIGH ADVENTURE Hang gliding, paragliding school. Equipmelil sales, service, rentals ar Southern California's mile high site, Crestline. USJJCA lnstrncror Rob McKenzie. By appointment year round. (909) 883-8488, www.flyrandem.com

DON'T RISK BAD WEATHER Bad instruction hills. 350 flyable days each year. or Learn skills safely and quickly. Train wirh C!Ts at world famous Dockweilcr Beach training slopes (5 minmcs from LA airport.) l'ly winrer or summer in gentle coastal winds, sofr sand and in a thorough program with one of America's most prestigious schools for over 25 years.

QlJES'J' AIR SOARING CENTER Your vacation hang gliding location. (352) 429-0213, fax (352) li29 48/i6. Visit our wd,site at: www.qncsrnirforcc.com or email ns: qucsrnir@sundial.net

Sell your

a deal! DECEMl3ER 200'!

!LLINOIS

GEORGI/\

H/\NG GLIDE C:l lIC/\CO Full service aeropark, 2 row planes. Full time certified instructors, ultra instmctors, East Coast record 213 miles. (815) www.\1angglidechicago.com The /\crotow Flight Park Satisfaction Guaranteed

JUST 8 Ml I.ES FROM DISNEY WORLD • YEAR ROUND SOARING • OPEN 7 DAYS A WEEK • SIX TUGS, NO WAITING • EVERY DIRECTION 50+ NICE demos m fly: Topless to Trainer Gliders: Laminar, Moyes, Wills, Airborne, /\irwave, Fxxtacy, J ,a Mouctrci Sensor; also harnesses) varios, et'c. Ages 13 To 73 have learned to fly here. No one comes close ro our level of experience and success with tandem acrotow instruction. A GREAT SCENE FOR FAMILY /\ND PRlENDS ... 10 motels & restaurants within 5 n1ins., hot showers) shade trees, sales, storage, ratings, rct:rievals, great weather, climbing wall, trampoline, DSS TV, ping pong, picnic tables, swimming pool, etc.

1-800-803-'1'788

l'Ul.L I-IOOK-UPS

Laundry, propane, recreation

LOOKOUT MOUNT/\TN FUGJ-IT P/\RK Sec our display ad. Discover why FOUR Tl MES ,is many pilors earn their ar Lookom than at any other school! We wrote Official Training Manual. Our spccialry.. rnstomcr satisfaction and fon with rbc BEST F/\CILJTTES, largest inventory, camping, swimming, volleyball, more! For a flying rrip, intro flight or lesson packages, Lookout Mountain just outside Chattanooga> your COMPLETE training/service center. Info? (800) 688LMFP.

R/\ VFN SKY SPORTS (262) lt73·8800. Please sec our ad under Wisconsin. infoti,llrnnggliding.com M/\RYI./\ND

Baltimore and DC's hill time /light park Tandem instruction, solo acrotows and equipmcnr sales and service. We carry Aeros, Airwavc, Flighr Design, Moyes, Wills Wing, l ligh Energy Sports, Flytcc and more.

Visit ns on the Web: http://www.wallahy.com

Please call us for references and video. I 8(Vi Dean Still Road, Disney Area, FL 33837 (863) 424-0070 phone & fax

Conservative

INDIANA

room. 1-800-803·7788

Vlights of over 200 miles and more than 7 hours. Articles in Hrmg Gliding, Cross Country and others. Featured on numerous shows, including Dateline NBC, The Discovery Channel & ESPN.

fly@wallaby.com I -800WAl .L/\llY

R/\VFN SKY SPORTS (:ll2) 360-0700, (815) 189-9700 or (2.62) 473-8800. 2 hours from 90 minmcs from Palatine or J.ibcrt:yville. best inst:ructors, the cquipmem, the best results in the Midwest. 7 days/week, March thru November. for combincd/imcgrnred foOI aero tow ceniflcmion, Apply 100%, of your intro lesson costs to ccnificarion program upgrade! Please sec our ad under WISCONSIN. info@hangpJidit1g.com

BUNKHOUSE

Twl> 1 15 HP Dragonfly tugs Open fields as far as you can sec

WARM&. COMFORTABLE lly l.MFP! 32 bunks, hot showers, open all year, 24 hour self registration. 1-800-80.3-7'788!

Only l ro I homs from: Rchoborh Reach Baltimore Washington DC Philadelphia

Reliable• State of the /\rt

IIAWA!T F.f-l.C. JNC./FI.YING FLORIDA SJNCE 1974

Come Fly with US!

Malcolm Jones, I.auric Crofr, Ryan Clover Carlos lkssa, Rhw Radford, Tiki Mashy Jeremie Hill, Torn Ramseur, Roger Shcrwd Neal Harris, Bart Weghorst, Paul Moncure Carolina DeCastro, Bob McFee, Kerry Lloyd

Ph 4 J 0.634.'?.700 Fax 410.63/i.2'775 2.li 038 Race Track Rd Ridgely, MD 21660 www.acrosports.net hangglidc(Z1laerosports. net

MEXICO MEXICO

Year-round, summer in Monterrey, winter in Valle de Bravo. 1-800-,861-7198, www.flymexico.cci1n BIRDS JN P/\R/\DISE Hang gliding & nlrralight on Kauai. CerriJ,cd tandem instruction. (808) or (808) 639-1067, hirdstiDbinlsir1paradisc.com www.birdsinparadisc.com

HANG CLIDING

MICIIIGAN

PENNSYLVANIA

CLOUD 9 SPORT AVIATION Acrorow special ists. \'1/c carry all major brand hang gliders. PREE PVC glider storagc/tra1tsport rnbc with new glider purchase. Now in stock: Wills TALON COMP!, XC 155, Falcons; Moyes Lit.cspecd Ii, Sonic 165; Magic Kiss 154. Outrigger wheels and other accessories iu stock. Call for spring tandem lessons and flying appoimmenrs with the Draachcnl'liegen Soaring Club at Cloud 9 Picld. 11088 Coon Lake Road West, Webberville, Ml 48892. (517) 223-8683. ( :loud9sat2haol.com. http://membcrs.aol.com/ elm td9sa MICHIGAN SOARING Delivering VALUE with the best. comhinarion of SERVICE, QUALITY & PRICE. ALL major brands of gliders and gear. Call Doug Coster (231) 887.-lt741t, wingman~htraverse.corn

AIR Sl'ORTS USA ·~ NYC's first and only certified paragliding, microlight.s (trikes), pow· Distribmors for Avian. Dealers for brands. Fnll service and cqniprnent at best most friendly service in the area. Store ,tddress: 29 31 Newtown Ave., Astoria NY. Phone (718) 777.7000, WWW.FI.YFORFUN.NET

HICHl .AN I) AEROSPORTS

Sec Maryland.

MOUNTAIN TOP RECREATION Certified instruction, Pittsbttrgh. (412) 767-4882. C'MON our AND PLAY! MOUNTAIN WINGS- Look under New York.

FLY IIICII HANC GLIDING, INC. ~ Serving S. New York, Connecricur, Jersey areas. Area's EXCl.[J. SfVE Wills Wing dealer/specialist. Also all other major brands, accessories. Certified school/instruction. since 1979. Area's mosr INEXPENSIVE prices. Excellent secondary insrrttction ... if you've started a program and wish 10 continue. Fly the moumain! Tandem flights! Contact Paul Voight, 51 Ci3 Rd, Pinc Bush, NY \2566, (81i5) 71tlt-3317.

PUERTO RICO FLY PUERTO RICO Team Spirit I fang (;Jiding, HG classes daily, randcm instruction available. Wills pilots. 1'0 Box Wing dealer. (;Jider rentals for 97B, Puma Sattti:igo, l'uerto Rico 00741. (787) 8'i0· 0508, tshg~Dcoqni.ttet 'f'F.NNESSEE

TRAVERSE CITY HANG GJ.IDERS/PARAGLJDFRS -- FULI.-TI ME shop. Cerri lied instruction, foot launch and tow. Sales, service, accessories for ALL major brands. VISA/MASTERCARD. Come soar our lt50' dunes! 1509 E 8th, Traverse City Ml li968/i. Offering paragliding lessons & dealer for the Fxplorcr & used units. Call Bill at (231) 922 2844, tchanggliderQ1)charrcrmi.com. Visit our paragliding school in Jackson, Wyoming. Call Tracie at (307) 739,8620.

H[GllT SUSQUEl!ANNA PARK Coopersrown, NY. Certified Instruction, Sales and Service for all major manufacturers. !JO acre park, 5 training hills, jeep rides, hunk house, camping, hot have the best facilities in showers, GOO' NW ridge. N. New York st,ne to you how to fly. c/o Dan Cuido, Box 7.93 Shoemaker Rd, Mohawk NY 131t07, C,15) 866-(,15\.

LOOKOUT MOUNTAIN Fl.IGHT PARK ad under ( ;eorgia.

Sec

TEXAS

NORTH CAROLINA

MINNESO'fA RAVFN SKY SPORTS (612) :340-1800 or (262) 413 8800. Please sec our ad under WISCONSIN. NEVADA ADVENT\ IRE SPORTS Sierra certiTours and tandems available. lnstrucrion fied USl!CA inst.rucrors with 25 years experience. Sales, service and insrrucrion by Carson City/Lake Tahoe NV. http://homc.pyramid.net/advsprs I.AS VEGAS AIRSPORTS instrucdon.

•

USHCA ccrrifled hang

Saks and scrvicc boat tow, soaring, XC. (702) 7.6() .. '7'ViO, 1

mountain www.flyl OI .com

• SEASONAi. OPERATIONS (JUN-NOV) • EXCELi.ENT XC !'LYING , TANDEM JNSTRUC:T!ON • AERO TOWINC , DRAGONFI.Y/TRIKF INSTRUCTION INTRO FOOT l.AUNC:H CLASSFS • FI.Y-INS AND CLINICS • SAi.ES AND SERVICE <,OO ACRF l'ACILITY Al.I. Fl.YINC BY RESERVATION ONLY Steve Burns 979.779.9382 email: .net 800B Pinc St., Hearne TX 77859 !'red Burns .. 281.471.1488 email: austinair@laol.com 3810 Bonita L,rne, La Porte TX WWW.AUSTINAIRSPORTS.COM

NEW JERSEY MOUNTAIN WINGS

Look under New York.

(512) 1672529 www.llytexas.cotn

NEW YORK AAA FI.IGIIT SCilOOI. MOUNTAIN WINGS I El.I.FNVII.I.F AIR SPORTS. Full service shop, park, 4500ft. row field, winch rowing, twoU. f.. training. Airwave, Alrair, Moyes, Acros, learn 2000, Flighr Star \J.I.., MOSQUITO powered harness, WOODY VALLF.Y harnesses in stock. The or original V-MITTS $29.00. (8it5) 647<"377 www.rntnwings.com, 150 Canal St., Ellenville, NY 12it28. The most complete H(; Pro, shop in the Nnnh East.

• TANDEM INSTRUCTION • AEROTOWING BOAT TOWING • BEACH RESORT • TRAlNJNG CAMPS • FOOT LAUNCH OPEN YFAR ROUND PARAGU])[NG EQUIPMENT SAi.ES AND SERVICE

(800)

NAGS HEAD, NC

lnrcrnet Address: E-Mail Address: info(Dkittyhawk.com

DECEMlllR 2001

HILL COUNTRY l'ARAGl.lDlNG INC I.earn complete pilot skills. Personalized USHCA certified trJining, ridge soaring, foot- & tow launching in ccnt ral Texas. MOTORIZED l'ARAGI.lDJNC INSTRUCTION & EQlJlPMENT AVAILABLE. (915) 379-1 185. I li75 CR 2.20, Tow TX 78672. KITE ENTERPRISES --- Foot lauuch, plat.form launch and aerotow instruction too. Training, sales)

rentals and repair. Airwave & Wills Wing. Dallas, Fort Worth and north Texas area. 7.11 1·'.llis, Allen TX 7'S002. (972) :190-9090 nights, weekends,

TOTAL AIR SPORTS Area's OLDEST Wills Wing dealer. Certified instruction available. "] only DEAL with WILLS". 16121 Lakeview, Houston TX T!OliO. ('713) 937-86l!i, toralairsporr I O@hotrnail.com

WASHINGTON HANGTIME Dealer of the MOSQUITO powered harnesses. Call for CLINIC elates. Right here in the pacific nonbwcst. (509) 525-3574, lbbrown@bmi. nct

UTAH WISCONSIN WASATCH WINGS Utah's only full service hang gliding school, Point of the Mountain, regional rnounrain sitcs towing. l)caler for Acros, Airwavc) Altair, Moyes, Wills Wings and much more. Call Zac (801) 244-719/i, wings@wasarcb.com www.wasatch.com/-wings 1

VIRGINIA

BT.UE SKY Fullrimc instruction and service at Manquin Flight Park near Richmond. Wills Wing, Moyes, Plight Design, Aeros and Airwavc gliders. Mid-Atlantic Mosquito dealer. Steve Wendt (540) 432-6557 or (804) 2/il-4324, www.blucskyhg.com, blueskyl1g@yal1oo.com HTGHLAND AEROSPORTS KITTY HAWK KITl•'.S

RAVEN SKY SPORTS HANG GLIDING AND PARAGLIDING The Midwest's Premier aerotow flight park, founded in 1992. Featuring INTEGRATED INSTRUCTION of foot-launch and aerotow tandem skills, at package prices to beat any in the USA. Seven beautiful, grassy training hills facing all wind directions. Four Dragonfly tow planes, no wait-ing! Four tandem gliders on wheeled undercarriages. WW Falcons for training from the very first lessons. lJSUA ultralight and tug instruction. Free camping. Sales/servicc/acccswries for all brands. Open 7 clays a week, March thru November. Contact Brad Kushner, PO Box JO 1, Whitewater WI 53190 (262) 473-8800 phone, (262) 17:-l-880 I fax, www.hangglicling.com, info@hangglicling.com PARTS & ACCESSORIES AEROTOWING ACCESSORIES Sec TOWING. THE WALLABY RANCH (863) 424-0070. AMAZINGLY LOW PRICES Bob@brokcrforyou.com

On all Ball varios!

Sec Maryland.

• ORDER ONLINE AND SAVE • Water/Dust Resistant Push Button • Field Replaceable Vinger Switch • Heavier Gauge Wire/I mp roved Plugs • lncreascd St rain Relief at ALL)oints Price $119.95. Extra switch $19.95 w/pur· chase. Dealer inquiries welcome. Call (9 L3) 2687946. MC/Visa. Visit our website at www.flightcorm.com Fl.YTFC 4030 Ball GC flight computer, Garmin Plus III, Garmin Pilor CPS, Ball 5 l vario w/barngraph, mini vario, "Wallaby" type tow bridle, wheels, oxygen system. (206) 214-5122. GHOSTBUSTER PARTS Sail, flaps, spoilers, ribs, hardware, wires, everything but the leading edges. (970) 641-9207, skyout1@webtv.net JIM LEE ARC BET.METS Out of production, but not out of clc111and. One is brand new, never used $350. Two others, used $200 each. (262)173-8800, info@lrnnggliding.com

Sec North Carolina.

KLASSTC OR CONCEPT WTNGLETS Two pair. One pair brand new in the box, other pair slightly used. Best offer. (262) 1Tl-8800, info@hanggliding.com FT.Y AT VlRGJNlA'S NEWEST TOTAL FLIGHT PARK MANQUIN offers acrorowing, tandem lessons, platform truck towing, training hill and scooter towing for beginner thrn advanced pilots. Certified instruction, glider equipment sales, service and repair through "BLUE SKY" Virginia's leading hang gliding school. Try .3-axis flying with certified ultralit,hi· ins1ruction rhrough "FLY RAWLING", learn ro fly and soar the Super Floater. Just 2 hours somh of Washington DC, minutes NE of Richmond. Free camping and close to fast food, restaurants and Kings Dominion theme park. Visir www.blueskyhg.com. (540) 432-6557 SILVER WJNCS, fNC. Certified instruction and equipment sales. (703) 533,1965 Arlington VA, silverwingshanggliding.com

LAMINAR PARTS We have what you need and we are committed to same clay shipping. AV8 Call (760) 721,0701 or email at inclasky@yahoo.com

BEST 12" WHEELS AVAILABLE liglnweight, a must for in bushings. Only quantity discounrs. lmmcdiatc delivery. Lookom Mountain, (800) 688-LMFP.

(719)

gladly

MINI VARIO -- World's smallest, simplest vario! Clips to helmet or chinstrap. 200 hours on batteries, (}. 18,000 fr., fast response and 2 year warranty. Great for p,1ragliding roo. ONLY $ I 69. Mallcttec, PO Box 15756, Santa Ana CA, 92735. (71/i) 966-1240, MC/Visa accepted, www.mallcttec.com

HANG CLIDINC

The world.class XCR.180 operates up to 3 hours (iVl 8,000 fr. and weighs only 4\b. Complete kit with cylinderi harness) regubt.(>r) cannula and remote

on/off flowmeter, only $400.00. SPECTACULAR TROl'HlFS Awards&. Soaring Dreams (20B) :"r/6-7914,

TEK FLIGHT PRODUCTS

DON'T CET CAUCIIT LAND[NC; DOWNWIND! -- 1.5 oz. ripstop nylon, UV treated, 5'/i" w/ I I" throat. Available colors nuorcscent or fluorescent pink/white. $'$9.95 (+$5.00 Sill). Send to l/SHC:1\ Windsok, P.O. Box 1330, Colorado Springs, CO 80901 1330, C719) 6:32-WJOO, fox (ll 9) 632-6/i 17, nshga(iilushga.org VISA/MC accepted.

HAC IT! If you don't have your copy of Dennis Pagen's PERFORMANCE flYJNC yet, available $2').95 (+$5. 50 s&.h rhrough USHGA I for UPS/Priority Mail USJfC:A, PO Box 1'\30, Colorado Springs CO 80901. I --800-6 I 6.6888 www.ushga.org

BUSINESS & EMPLOYMENT WANTED l lang Cliding/Paragliding instnrctors. lmmediarc full time openings available. Live the California dream ... insrruct students at the Sau Fr:1ncisco Bay nrca s prr1nicr training site. Service shop cmploymcnr is also available. Ask for Pat Dcncv;rn (408) 7-62-l 055.MSCHC:@\10l.com 1

www.hang-gli(ling.corn

PUBLICATIONS & ORGANIZATIONS

HARRY AND TFIE HANG Gl.fDER is a beautifully illustrated, hardcover children's book with 40 color pages wrirrcn for pilots to share the dream of flight! To order: send $24.95 plus $3 shipping 10 Sky! [igh Publishing, 20 I N. Tyndall, Tucson, AZ 85719 or call (520) 628-8 I 65 or visit http://www.f1asl1.net/,,skyhipnb Visa/MC accepted.

Camera 111011m $48.50. Camera rcmorc (ask about rebate) $45. Vario mount $23. G" wheels $29.75, 8" wheels $34.75, Add $4 S&H per (US) included. TEK FLIGHT Products, Colebrook Stage, Winsted CT 06098. Or call (860) 379.1668. Email: tek~ilsnct.net or our page: www.tekflight.com

SOAR!NC Monthly magazine of The Soaring Society of America, lnc. Covers all aspects of soaring {light. Full membership $55. lnfo. kit with sample copy $3. SSA, P.O. Box 2100, Hobbs, NM 8821J I. (505) 392-1177.

HAWK i\lRSPORTS INC P.O. Box 9056, Knoxville, TN 379/i0-0056, (865) 9fi5.2625. World famous Windsoks, as seen at the Oshkosh & Sun·N· hm EAA l'ly-lns. I lawkQJlwindsok.com, www.windsok.com

a 0tCl:Ml11R 2001

Orro J ,ilicmhal's genius in scicnrilic observations and analysis, documenred in this work, became the basis for the experimentation of rhe early pioneers in avia-· tio11al flight. The "hero" of rhe Wright brothers, Ono is considered to he "The Farber of Gliding Flight." Liliemhal's definitive book has been out of print for almost a cemury, but is now available to everyone for journey into aviational hisa wonderful and tory. 176 pages, 1(i photographs, 89 drawings and lli graphs. $19.95 (,$5 s/h) Call lJSHGA l·il00-616-· 6888, or order o{T our websirc

TOWING AEROTOWING ACCESSORIES Headquarters for: The finesr releases, secondary releases, Specrra "V" bridles, weak links, tandem wheels, l:H1ncl1 can kits, etc. THE WALLABY RANCH (863) liH-0070. DRACONFIY !\-MODEL KIT Buih by Bobby Bailey $13,600. Rorax 582 fared and plumbed radiator, exhaust $6,626. Electric start, 6 blade lvo prop with clntch $1,100. Rear scat and controls $1,250. Brake kit installed $250. BRS 900 VLS $2,595. lnsrrurnent pack: Alt, AS], Tacho, temp gauges, Hobbs $1,017. Painted one color $1,200. Tow sysrem $.375. Total $28,01:\. A 50')/o deposit is required. Bobby Bailey can be available for basic training after comple1ion. Kenny Brown/Moyes America, 200 llillcrcst Drive, Atthurn CA 95603, (530) 888- 8622, fax (530) 888 8/08, flyamoycs<?Awl.corn, www.moycsamcrica.corn

VIDEOS & FILMS

MISCELT .ANEOUS

your support you saw

TO FLY: DISCOVER HANG GLIDING TODAY by Adventure l'roclncrions ONLY $5.00 FOR USHGA MEMBERS ($15.95 for non-USHGA members). Discover how modem hang gliding can easily help you realize your dreams ro fly. ONLY $5.00. Created to show how hang gliding has evolved into a safe, affordable, and fun way "To Fly". Filmed at sever· al major hg schools in the US "This production has my best fooragc packed inro a shorr 10 min me eye opener. ONLY $5.00. 10 min.! This is the video you show your family and friends! ONLY $5.00. WEATHER TO PLY, by Adventure Productions. A much needed insnuctional video on meteorology. Oixon White, Master pilor and USHGA Examiner, rakes you through a simple stcp·-by-stcp process show· ing where to acquire weather data and how to interprer it. This video will help pilots of any aircraft understand more about modeling and forecasting. You'll learn about regional and local influences and how to deter .. mine winds alofr and stability. "Weather To Fly" is an over.. all view packed with uscfol derails and includes great cloud footage. It is a straight-fotward presentation that is easy ro follow. 50 min. $39.95 STARTING HANG GLIDING, by Advcnntrc Producrions. Produced especially to promote the sport. Covers basic preparation, weather, proper attitude, ground handling, launching and rhosc firsr flights. 30 min $29.95. HANG GLIDING EXTREME & BORN TO FLY

by Adventure Productions, great hg action $.~4.95 each. Call USHGA (719) 632-8300, fax (719) 632·6/il7, email: ushga@ushga.org, or order off our web page www.ushga.org. Please add +$4 domestic s/h (+$5 for two or more videos). Great to impress your friends or for those sockcd .. in days. Perfect gifr for the launch potato t urncd couch potato. Also, ask us abom our paragliding videos!

"AEROBATICS" Full color 23"x 'l 1" poster foatm· ing John Heiney doing what he does best-I .OOPfNG! Available through USHGA HQ for just $6.95 (+$5.00 s/h). Fill that void on your wall! Send to USHGA Acrobatics Poster, PO Box 1300, Colorado Springs CO 8093:'l. (USA & Canada only. Sorry, posters arc NOT AVAJI.ABI.E on iutcrnarional orders.) SPF.ClAL-Acrohatics & Eric Raymond poster· BOTH FOR $10 s/h). Check the merchandise section of our weh site www.ushga.org for a color picmre of these bcautiftil posters.

purchased calendar l

From tbe Telluride Festival in l ')81, to the modern day freestyle competition. Follow the history of rhis dynamic gathering. $24.95 Call USHGA (719) 6328300, fax (719) 6:12-6417, order from om web site www.ushga.org. Please add +$4 domestic s/h.

today!

I DUST DEVILS

•

World HG Chelan, WA. 24

HANG GUDING Covers the

WEATHER TO FLY .. Dixon White helps us answer that very question. Instructional micrometeorology. SO min. SPEED GLIDING: TEAR UP THE Sl<IES .. Speed glicjing at Canada and Telluri<je, CO 24 min.

HANG GLIDING EXTREME .. Fly Owen's Valley, Telluride and Torrey Pines. 50 min. BORN TO FLY Fly witr1 the "Green Team", follow a cloud street, soar Guatemala & more. 50 min.

U.S.H.G.A. PO Box 1330

Colorado Springs, co 809 ] .. 8QQ .. 6] 6 .. 6888 www.ushga.org ....,.....,.....,.....,.~ Visa/MC/Amex Accepted

HANG CLIDINC

STOLEN WINGS & THINGS LA MO\/ETl'E TOPLESS 13.5M -~ Stolen August Ii, 7.00 I fro in WASHOE, NEVADA. Purple/green wi1h pink LE, missing (at the rime) 3 tip barrens on each side. Two worn areas (parched with grey duel rape) on 1hc green/purple 1mdcrsmfacc, 2" worn spots arc :l Jeer from keel resulting around heartbolr. Contac1 Dave Merriman (916) 798--070/i, asaccu~1ljps.ner FOUND On April 200 I. Flight suir left on launch at l.ookour Mountain l'ligbr Parle Call and identify, rbrmlupQllchattanooga.nct (70G) 820--0365.

--HANG GLJDTNG CHRISTMAS CARDS-style. $10 per dozen, $18 for for I 00. (Plus I 0% for Old black and wbire

shipping.) On the net: lmp://acreation.tripotl.corn or email tcl&ilsner.nct. Send a self address stamped envelope for an assortment selection sheer ro: TEK FLIGHT Products, Colchrool, Stage, Winsted CT 06098. Call in yom order, Visa/MC/I )iscover accept· ed, (860) 379-1668.

STOLEN WINCS arc listed as a service to USIIGA members. Newest entries arc in bold. There is no charge for this service and lost and found wings or equipment may be called in Cl 19) 637.-8300, faxed in (719) 632-6/i 1 or emailed at ushga@)ushga.org for inclusion i11 Gliding magazine. Please call to can-· eel rhe listing gliders arc recovered. l'eriodically, this !isling will be purged.

VlDFOS, BOOKS & l'OSTERS. ·· Check our our web page www.ushga.org DON'T I.EAVE YOUR GROUND-BOUND EQUJPMENT SITTING IN TIIF GARAGE. SELL

IT IN THE HANG GI.IDING CLASSIFIEDS. CI./\SSll'IED /\lWERTlSJNC RATES The rate for classified advertising is $.'iO per word (or group of char-· actcrs) and $1.00 per word for bold or all MJNJ. M\/M AD Cl!ARCJ,. $5.00. !\ fee ol" 15.00 is charged for each line art logo and $7.5.00 for each pho-· to. LINF/\RT & l'IIOTO SfZF NO 1.ARCFR TJJAN 1./'J" X 2.2'5". Please underline words to be in of tabs $25.00 per column inch. Pbone words. Email or web addrcss=:lwords. AD DEADl.lNI\S: All ad copy, instructions, changes) additions and c111ecllarions must be received in wri1ing 1.5 monrhs preceding the cover date, i.e. September 20th for the November issue. Please make checks payable to USJJGA, l'.O. Box 1330, Colorado CO 80901-1330, (719) (i328300. Fax (719) or email: your classified with your Visa or MasterCard.

Adventure Productions ...................... 36 Angle of Attack ................................. 53 Arai Design ....................................... 30 Dan Johnson ..................................... 41 Fex America ...................................... 10 First Light Aviation ........................... 55 Flytec ............................... 9,Back Cover Hall Bros ........................................... 36 Just Lookout Mtn. Flight Park ........... 7,8,21 Mojo's (;car ...................................... 21 Moyes ............................................... 23 Nielsen-Kellerman ............................ 36 North Wing ...................................... 38 Seminole-Lake Glider port ................ 10 Sport Aviation Puhlications ................. 5 Traverse City Hang Gliders ................. ? USHGA 19,37,41,52 Wills 55

And they'll also receive a $20 gift certificate redeemable off their 1st lesson from a participating school.

Phone: 209.543. 7850 Toll-Free: 888.530.9940 E-Mail: custsvc@ang leofattack. net Website: http://angleofattack.net

100% G1111m111teed. If not satisfied, return unused tubes for 100% money back. Major Credit Cards accepted. OEM/Dealer inquiries oncournged. Ad b Peter Birrnn: 847.640.0171

DECIMl3ER 2001

5.1

month' co]umn, J' s·r. PAUL, MINI~. lx,en to USHGA board of directors meeting in Lake City, Ul:ah. 1a LJroup of di invested many hours of Uwir ] unpaid, vo l.untE"er work pay most

's work i thl" committee recommended and an idea that w1 l iJ I Yooshga, nclucling both hang gliding and loU;, work Involved plan l:o combine our two magazines into one. A Now, before J angry, me ,;t that: you will n bo1·.h surrounding memben; will chance to t.houghU,. U1G waive:r EJorne ago , democracy can work) asked for their comments. A Of once the combined bac: k . Memi:ier,; were then, l:oo. However, t:hat so when you are ar;ked, l:' r; YOUR magazirnc; and benefit. Speak up! A My own thoughts are l:hal: c:ombinal: ion of magaz 1 makes lots of al.rm h<, l p UST1Gl\ market hang glid.i.ng paragliding Lo newcomers, sornc,Llli ng tl1roughoul: aviat:. ion. encourage you L:o tlle explanatory and to your feel ing,o Bul: llope you' Lh:is idea My commi debated lhi.s our J bc,came the commi.l:t:ee chai rp0,n,on oh··l.oo ago. We think we di.d the ght tiling. Now, wee ,rnk your t:hougl1l:s but . GM Altair is back! Of course, you been reported But words from proprietor Steve Schuster confirmed thE' new deveJ oprnent.s. m" lat:e "We are the new and ,John I Heiney I knows about l:11ern. " gom, on l:o r:ay, planning t:o conU. rrn bu i I dinq h gl iclers ... ancl hoping Lo add a larger Saturn single surface [glider] , and an.er that, a light topless. " like tliing,, happening and that. U1e SchustenJ about thei venture. Altair info: J3:irdy0959@ao1.com. GM Icaro has news of a new gl dc,r. Pilot Manfn,d Ruhrner llau " ightly :nodi fi.ed tlle i I of l:he MRX 2001" tile company proud to .int.roduce "new model Jor the 2002 cal Led MR700 & MRX700 World Record Edition." 'l'lley nol.<~ the new der Lion t.emporarily cal th' MR:\J2 and MRX2. MP7 00 cdlled their the MRX700 compel: i. t.:i on ol:h. " ava i.l abl in square (HO l':iO square A Jcaro al1;0 that, "from ,January onwards... 2S'L' w:iJ 1 ed by the Laminar l2MR. " ALI new.Ly developed hardwai:e on th,, Mff/00 wi 11 bf, appii to tJiici 110,w moclGJ wl:l 1. ·.rhc, company so bom,ted tllat "all our hang glid€:t: modelE; made time,

oul the be:;l tubc:s avn 707'i alumjnum alloy by 2\lurn<~n,:iktm," rc:spected th.Ls alloy E3wi ss tact orv. "We arE! convinced best mated for our producL, " says Icaro. Of course, 7 en al so widely on U.S.··based des i 9ns. Willl mode] pc,rcolating through Lhcdr pcoduct.ion Line, tlley state, "Starling from now, the MR and Ml~X ?.001 models will not bE, produced anymore." However, they wLI I continue supplying a J 11111111 Flytec, i.1rntrument and has non1e tor your winlrc•rU.me blues. tl1ey have some new Blueye Goggles goofy·· lookinq c,yeEJcr0,erw. 'l'hey .I ook morc hip that band in constrnct:i.on. Bor,s Steve Kroop writ.er,, "Their ceLi.ned contours combine 1·.hc innovative fl.ow r3ycitem' with scmsationa] form de 2rn excepL :i onal sporting acc:ec,sory ...and look cool, l:oo!" conl:inund expla1ninq, made ~rom ~,a:1toprene which pcovi ruggc,d and comforl:ab1 . 1'he lenses :nadc, impact cesi,;t:ant po Lycarbonal:e tr<c:ated with FX2 ant. i fog coating provi dinq vi on, and 100% UVA and UVB protection. " 'lhey come with second pair· of lenses and you can change them quickly and . Colors .include RosEc:, which Sl:ev0 r,ays .i optimal Lor cross counl.ry cloud-clarifying abili Ly, or you can have lue/Clc•cff, Mirror, or l.raditional Smoke, col He ,Jays you can put on fol 1 [aCl, helmet over the Bl uf:yeE> they fonn l:o your face and tl1at thE,y' durabl r;o long you don't go dragging tJwm around on I.he ground. 'J'hey sell foe $fl0; may i nq11:i re. A. a·l so bar; a second generation racing pod for nrit:rument:s. 'J'he reports, '"T'he two most. noU.c,,able cJiffercnces cost and l:hE, i molrumcmt i nsl:a] lat:ion. expected Lo be around $150, down about $100 from most of l:lle pods currently e." Tlle other big is that when you want t.o U1e Flytec im:1:n1ment i wil ·1 bo removed from .i sl:andcird bous:i nq, "thccreby mak i nq tllE, pod ] i ghtr.,r and more . " A Finally, Flyt.ec 1 :ry:Lnq to help top pilot:; Bo Hagewood and Paris Williams tend the Au,,1 J t3 1.. h1 ] ng a Flyt $°1':i, all wil 1 go to two couts. wants to help finaneially chaJlen~1ed llanq gli di.ng wai tuned up 1:lle ?.00?. conl:est srJason. Of they' both Flyl:cc<;porn:ored p:Llot.c,. Jlowr,ver, demonstrated by I.heir :mpporl of the Wor.l d Record Encampment ancl I.he spdngt 2\ir, flytec hafJ t:epped up significant sponsorships of wllat ql i der l:.hc;y goocHeu sllould for Christ.mas Info: 800·66:.:!-2449 or i.nfo@flyt.cc.com. lilllff So, got: news opinions? Send 'em l.o: 8 Dorset:, St. PauJ MN 55118. or f:ax to r,r-sJ-1]50·0930; no\:e my ac:kln.;,,s of News@ByDanJohnson.com. .. but use Cumu lHsMan(claol . corn .IA l "Product: Llli:, year

HANG GLIDING

www.vvillswing.com Our Most Popular Item These 2 piece wheels come complete with a brake kit so you don'1 "roll" down the hill while waiting on launch Only

Helmets•Drag Chutes• heels•PTT's•Hat1d Fai,i11gs•More Check us out ONLINE : www.Justfly.com

Our Latest Style New Design , Same Certification! Availab le in Silver and Carbon Optic Full Face Helmets From

Just Fly Aviation Gear 1125 H rborview Dr. Kill Devil Hills, NC 27948 252 480 3552 • stuf1@justfly.com

LU...,.,,.,,,NO

one way to go • • •

FlyTEC 352-429-8600 • soo.662-2449 • www.flytec.com