USHGA Hang Gliding August 2002

August 2002 • $3.95

A Publication of the United States Hang Gliding Association • www.ushga.org

o 74470 77855

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Table Of Contents Features Winter in Vallé De Bravo – Ed Bennet ________________ 8 Combining HG and PG Magazines – Jayne DePanfilis __ 16 USHGF Report – Jim Maze _______________________ 20 Talking Downdrafts with the Pear People – Eric Fair ___ 22 The 2002 Flytec Championship – Steve Kroop _________ 24 The Magic Wing – Alden Moffat ___________________ 32 Gallery Artist, Scot Trueblood _____________________ 41 Departments Letters ________________________________________ 4 Updates _______________________________________ 7 Calendar of Events _____________________________ 12 Marketplace __________________________________ 43 Product Lines – Dan Johnson _____________________ 54

Cover: Kurt Wimberglaunching his Exxtacy with a Carbon CG harness at King Mountain, Idaho.

Photo by Jodi Eberhard, from the collection of Scot Trueblood Contents: Curt Graham supervising students on the beautiful Lincoln hill, 1981.

Photo by Scot Trueblood Centerspread: Flytec Championship at QuestAir, Florida Photo by Jana Wheatman

(USPS 017-970-20–ISSN 0895-433X)

Published by USHGA

FOLLOW THAT THERMAL, TRIGGER! Dear Editor, In response to the well-thought-out and authoritative discussion of the origins of thermals by Peter Gray (May 2002), I would have to state that being authoritative in one’s statements does not enhance their validity. I agree that there can be no surface tension in the air. Furthermore, I agree that describing hot and cold air as oil and water is a poor analogy. However, to dismiss the concept of thermal triggers out of hand is going too far. The fact that full mathematical proof is not available does not make the concept of thermal triggers invalid. The existence of planets and other objects in our solar system was hypothesized before it was completely proven.

I will start with the most indirect mechanism by which hot air may suddenly rise in an organized fashion: The ground and air is heating in a field of standing wheat. The wind is blowing over the top of the wheat and amber waves shimmer, as can be observed from the air. Hotter air is trapped near the ground, and is in fact leaking through the top of the grass. The problem is, it is quickly whisked away and mixed. When the wind slows near the surface, the air is able to rise in an organized and possibly workable fashion.

This is a passive-type trigger.

A tractor acts by a more direct method.

The soil has been heating in the sun.

Depending on the type of composition, it may be heated above the ambient temperature for up to six inches of depth. The tractor stirs this soil up and into the air near the surface. The particles impart their excess heat to the surrounding air in a fairly rapid fashion. Sometimes dust devils occur directly behind a tractor. I will not argue that this is the best kind of thermal release, but I have made quite a few low saves in a field mixed up by a tractor.

Years ago, pilots flying Chelan Butte came up with the idea of asking their drivers to race up and down a dirt road in hopes of breaking a thermal loose. I have not seen this work, but if triggering a thermal were impossible, I suppose this would create no unfair advantage.

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Finally, many pilots have had the misfortune of falling into an unnaturally still field in the heat of the day. Shortly after pulling the nose of the glider out of the sand, the wind whips up and the pilot looks up to see one or more other pilots thermaling in the result of his misfortune.

I’ve been there. You could call me Trigger, but I’m not going to give you a ride back to your car.

Dave Little Olympia, WA

BORING VERSUS FUNNY

The author of this letter asked that it be published unedited, and I have granted his request. — Ed.

Editor in Chief: Gil Dodgen, GilDodgen@aol.com Art Director: Aaron Swepston, tontar@mindspring.com Contributing Photographers: Steve Rathbun, Mark Vaughn, Bob Lowe, David Glover Illustrators: Harry Martin, Tex Forrest Staff Writers: Dennis Pagen, Alan Chuculate, Rodger Hoyt, Dan Johnson –––––––––––––––––––––––––––––––––––––– USHGA Main Offices Executive Director: Jayne DePanfilis, jayne@ushga.org Advertising Manager: Jeff Elgart, jeff@ushga.org Member Services: Natalie Hinsley, natalie@ushga.org Member Services: Sandra Hewitt, sandra@ushga.org IT Administrator: Paul DeFranco, paul@ushga.org –––––––––––––––––––––––––––––––––––––– USHGA Officers and Executive Committee: President: Jim Zeiset, jimzgreen@aol.com Vice President: Mark Ferguson, mark@rmparagliding.com Secretary: Russ Locke, russ@lockelectric.com Treasurer: Bill Bolosky, bolosky@microsoft.com –––––––––––––––––––––––––––––––––––––– REGION 1: Bill Bolosky, Mark Forbes. REGION 2: Ray Leonard, John Wilde, Tim West. REGION 3: David Jebb, John Greynald, Alan Chuculate. REGION 4: Mark Ferguson, Jim Zeiset. REGION 5: Frank Gillette. REGION 6: James Gaar.

REGION 7: Bill Bryden. REGION 8: Doug Sharpe. REGION 9: Randy Leggett, Felipe Amunategui. REGION 10: Tiki Mashy, Matt Taber. REGION 11: R.R. Rodriguez. REGION 12: Paul Voight. DIRECTORS AT LARGE: Jan Johnson, Dennis Pagen, Russ Locke, Steve Kroop, Chris Santacroce. HONORARY DIRECTORS: Aaron Swepston, J.C. Brown, Ed Pitman, G.W. Meadows, Bob Hannah, John Harris, Larry Sanderson (SSA), Dave Broyles, Gene Matthews, Ken Brown, Rob Kells, Liz Sharp, Dan Johnson, Dixon White. EX-OFFICIO DIRECTORS: Art Greenfield (NAA).

––––––––––––––––––––––––––––––––––––––

Dear Editor, I’m writing this letter in hopes that this topic will generate responses from other hang glider pilots. It’s come to my attention that the Hang Gliding magazine has become a voice for a group I don’t really belong to, and I’m not talking about the paragliding community. It’s about boring versus funny.

I fly for fun. I’ve been flying for over 12 years. I fly mostly along the coast, but also fly in the mountains during the summer, and love both. I have just as much fun hanging out with my flying friends before, during, or after flying as I do flying. Well, almost. I’m grateful to be in a sport that has such a diverse palette of personalities. I do however wish more women and ethnic minorities flew. But back to the fun part.

I’ve never been in a competition, which Hang Gliding magazine chooses to fill much of it’s pages with, or do I think I ever will.

Not because I’m a lousy pilot, which I may very well be, but because they don’t interest me in the least, and strangely I feel I might not be alone in this.

Let’s consider what is the draw to us, all of us to fly. Here are some of the reasons I can come up with. I know I’m missing many good ones which I hope you’ll write in with.

Fun Desire to fly like a bird. Pride and ego coolness factor. To defy the most basic law of gravity. The adrenaline rush. The toys

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The United States Hang Gliding Association Inc. is an air sports organization affiliated with the National Aeronautic Association (NAA) which is the official representative of the Fédération Aeronautique Internationale (FAI), of the world governing body for sport aviation. The NAA, which represents the U.S. at FAI meetings, has delegated to the USHGA supervision of FAI-related hang gliding activities such as record attempts and competition sanctions.

Hang Gliding magazine is published for hang gliding sport enthusiasts to create further interest in the sport, and to provide an educational forum to advance hang gliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles, photos, and illustrations concerning hang gliding activities. If the material is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publications. Hang Gliding magazine reserves the right to edit any and all photographic or editorial contributions where necessary.

The Association and publication do not assume responsibility for the material or opinions of contributors. Send submissions to Hang Gliding editorial offices, attention Gil Dodgen or Jeff Elgart c/o: USHGA, P.O. Box 1330, Colorado Springs, CO 80901-1330.

The USHGA is a member-controlled sport organization dedicated to the exploration and promotion of all facets of unpowered ultralight flight, and to the education, training and safety of its membership. Membership is open to anyone interested in this realm of flight. Dues for full membership are $59 per year (of which $15 goes to the publication of Hang Gliding), ($70 non-USA); subscription rates only are $35 ($46 non-USA). Changes of address should be sent six weeks in advance, including name, USHGA number, previous and new address, and a mailing label from a recent issue.

Hang Gliding magazine (ISSN 0895-433x) is published 11 times per year, every month except for May, by The United States Hang Gliding Association Inc, 219 W. Colorado Ave., Suite 104, Colorado Springs, CO 80903 Phone: (719) 632-8300. FAX: (719) 632-6417 E-Mail: ushga@ushga.org.

PERIODICAL POSTAGE is paid at Colorado Springs, CO and at additional mailing offices.

POSTMASTER: SEND CHANGE OF ADDRESS TO: Hang Gliding, P.O. BOX 1330, Colorado Springs, CO 80901-1330.

DISCLAIMER OF WARRANTIES IN PUBLICATIONS: The material presented here is published as part of an information dissemination service for USHGA members. The USHGA makes no warranties or representations and assumes no liability concerning the validity of any advice, opinion or recommendation expressed in the material. All individuals relying upon the material do so at their own risk. Copyright © 2002 United States Hang Gliding Assn., Inc. All rights reserved to Hang Gliding and individual contributors.

you get to play with. Community. A way to release tension. A great opportunity to practice self improvement. And fun which I mention twice cause I’d gamble it’s a predominant reason many of us fly.

So where’s the fun? I remember my brother Dave Thor showing me an old issue with a fictitious article about a divot competition to see who could make the biggest divot in the ground with their body and glider. The article had some great whack photos and the article that was downright hilarious. If I can say one thing about the magazine now is there is positively no hilarious. If you think a photo a guy getting silly stringed at a competition is funny I’d suggest you take some comedy classes, because its boring, dull, lifeless, and well, it makes us look like a bunch of losers which I know we’re not. If nothing else, you can always say hang glider pilots are colorful people with twisted personalities. So I’d say this to USGHA. Lighten up.

Let’s laugh at ourselves more. Let’s reduce or get rid of articles about competitions which cater to a small group of the hang gliding community. Let’s make jokes at ourselves, and they need to be good or you’ll really s___k (stink?) in the eyes of your audience. Drop the “looking too cool attitude” and get another editor with the ability to truly dazzle us pilots visually (better more dynamic layout) with tales from and about the greatest sport on this planet.

And if you print this, I’ll know there might be hope for this magazine, sport, and community’s future.

COMBINING THE MAGS

Leifur Thor San Francisco

Marc Whisman

Dear Editor, I’m a hang glider pilot with 28 years of experience. I have also served as a USHGA Observer, am an ultralight instructor, and hold a current FAA pilot’s certificate for airplanes, sailplanes and helicopters. After giving careful thought to the combining of the USHGA magazines, I have come to realize how much I value Hang Gliding magazine and what it means to the sport I love the most. While the combining of the mags may seem to be in the best interest of some people, the reasons given do not substantiate the need, and I know there are others who feel the same way.

It’s true that pilots of both aircraft share the air, but we also share airspace with powered ultralights, sailplanes and general aviation aircraft. We certainly don’t expect hang gliding to try to represent all the various forms of aviation. Let’s not dilute the content of our two magazines trying to depict a part of both sports in one publication. I’d rather the mags stay separate and dedicate the major portion of their content to the sports they represent.

I do, however, appreciate the new look that appears in the combined issue, and I would like to see that look refined in Hang Gliding magazine. I have to believe the feeling is mutual for paraglider pilots.

If the USHGA is concerned about representing both sports, I suggest that we make a combined issue an annual event, so we can be exposed to offerings from both forms of flight.

August 2002

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Editorial – Photo Submissions

By Aaron Swepston, Art Director You may or may not have noticed the trends in photography evolving towards digital cameras and somewhat away from film-based cameras over the past several years. The boom in the consumer markets has been incredible, and all of the major camera manufacturers are joining in on the explosion. This has affected our magazines in various ways, some good and some not so good.

Digital cameras provide very good resolution for computer use, family snapshots that can be e-mailed back and forth, but for the most part the vast majority of digital cameras do not provide the resolution necessary for the ink-on-paper style of printing that the magazines are produced with. What may produce incredible inkjet images at home will generally come out as pixelated or blurry images if used in the magazines. That is, until more recently.

The megapixel rating of cameras is something that is getting to be well known terminology with even the most uneducated camera shopper, but how that relates to images that are to be published is yet another set of calculations. It woould probably be easier for me to provide a set of rough guidelines for what resolutions are needed for magazine printing, and then let you decide on whether or not your crrent or future camera will provide the goods.

A 6 megapixel (six million pixels) camera will produce an image that is 9.44 x 7 inches at a resolution of 300 pixels per inch, which is the image resolution that is optimum for the sort of printing that we use for the magazine. Computer monitors have a display resolution of 72 pixels per inch, so the difference required for printing is greater than four times that needed for screen display. Inkjet printers often require a resolution of 65 pixels per inch because of the blending that occurs with the sprayed on ink, so you can see that there is a huge difference between what you need for screen display or inkjet printing.

A 5 megapixel image will print in the magazine as an 8.5 x 6.4 inch image. A 2 megapixel image will print as an 5.3 x 4 inch image. It appears that even though the resolution of these cameras may double, the image size does not! That’s true, well, at least in terms of overall dimensions. Look at the pure numbers below.

6 megapixels = 2,832 x 2,128 pixels.

5 megapixels = 2,560 x 1,920 pixels.

2 megapixels = 1,600 x 1,200 pixels.

In other words, if you have a digital camera and want to get pictures in the magazine, shoot at the highest possible resolution, then send in the file either via e-mail, Zip disk or CD. We have been using digital pictures successfully in the more recent magazines and will continue to provide you with whatever help you may need in se;lecting cameras, film, or digital stock. If you shoot with film, it’s much easier.

Send slides, or prints with their negatives and we will do the scans.

Any questions, e-mail me at tontar@mindspring.com – Aaron 6

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August 2002

SPRING SOARING VIDEO Spring Soaring by Bill Roecker of Oceanic Productions is now available.

It was filmed at one of the nation’s most famous flying sites for unpowered aircraft, Torrey Pines, California, which has a history that goes back to Charles Lindbergh, who is said to have flown a glider there.

The soaring is good all year, but especially in the spring when pilots who have been flying there for the last 30 years return to the four-mile cliffs to enjoy some of the smoothest lift in the country. The sky gets thick with half a dozen types of aircraft and diverse pilots of all ages.

Spring Soaring features exciting action and comical events that make for great viewing by pilots, friends and families. The video has a total funning time of 55 minutes. Contact: Oceanic Productions, P.O. Box 586071, Oceanside, CA 92058, www.fishingvideos.com.

MIKE BARBER FLIES 438 MILES AT WRE At the World Record Encampment in Zapata, Texas, Mike Barber recently eclipsed the standing record of 435 miles. A review of Mike’s track log and start point showed that he flew 438 miles (705 km), which unfortunately is not enough to replace Manfred’s world record in spite of the fact that he flew three miles farther. Mike needed to fly one percent farther than Manfred’s 435 miles (700 km), and therefore he needed 440 miles. Mike landed near sunset on the road going west to Hobbs, New Mexico out of La Mesa, the town where Manfred landed last year.

WEATHER DIMENSIONS METEOROLOGICAL SYSTEM The new Weather Dimensions meteorological system is an exciting new way to monitor weather. A stylish, flat screen displays all of the essential elements of current weather in real time, 24-hour, seven-day or even full-year trend graphs. Four graph charts on the screen are easy to read and cleverly integrated, with a gust rosette showing speed and direction, a real -time gust meter, rainfall measurements, sunrise/set, tides and geographical coordinates.

The Weather Dimensions system efficiently illustrates the relationship between different weather factors. For instance, when a lowpressure system arrives, you watch the barometer change, the wind speed increase, precipitation accumulate, the temperature drop (with deviations from seasonal norm indicated), and more, all together on the flat-screen display.

Weather data are supplied by wireless instruments that can be remotely located on a rooftop, launch, or LZ. The instruments are durable and unobtrusive, allowing them to be placed almost anywhere. The system is absolutely perfect for monitoring weather at your home or local flying site, as the information it provides is equal to or greater than that which is provided on broad-scale media forecasts, customized to your exact location.

Complete systems include all wireless instruments, flat-screen display, hardware and software, and options such as the ability to upload or download information via the Internet and print charts are available as well. Complete systems start at around $1,500.

For more information contact: www.WeatherDimensions.com, (866) 932-4278 (toll free).

NATIONAL SPEED GLIDING CHAMPIONSHIPS AT LOOKOUT MOUNTAIN, TENNESSEE — SEPT. 12-15 CHATTANOOGA, TN — Pulled to an altitude of 2,000 feet by an ultralight tow plane, hang glider pilots are dropped, diving 600 feet down to the starting gate at speeds of over 80 mph. Shooting though the start gate

August 2002

just inches above the platform, contestants immediately crank into a sharp left turn to reach the first pylon. The pilots continue flying their highly tuned wings down through 1,300 feet of elevation to the 44-acre landing zone. As with other slalom sporting events, a fine balance of speed and turning control must be obtained to achieve maximum performance. The contestant with the shortest time to pass through the finish gate wins the event.

Even if you’re not personally competing in the 2002 National Speed Gliding Championships, which will be hosted September 12-15 from 9:00 AM to 5:00 PM at Lookout Mountain Flight Park near Chattanooga, TN, you’ll have your choice of great spectator seats. From the bottom of the mountain in the LZ or the edge of Lookout Mountain’s west brow, spectators will have an incredible view of the gliders.

The Speed Gliding Championships will also include an aerobatics competition in which contestants will complete loops in the sky. The contestant with the greatest number of loops from an altitude of 10,000 feet wins the event.

Lookout Mountain Flight Park instructors will be on the scene, offering tandem hang gliding flights with an instructor for those interested in experiencing flight in its purest form. Ultralight flights will also be available. Other activities at the flight park include swimming, volleyball, horseshoes and nightly bonfires. Food and refreshments from local restaurants will also be available.

For more information contact Lookout Mountain Flight Park, (706) 398-3541, www.hanglide.com.

Sponsors for the event are being sought. Speed gliding is a great spectator sport — fast moving and exciting — and it is a great draw for sponsors with high visibility for corporations. This event will cater to all aviation enthusiasts, and hang gliding is unique and cutting edge. One network will gain bragging rights to this sport and generate loyalty from fans. The structure and opportunity exist for a whole series on speed gliding with six events at different locations. For more information on sponsorship contact: Dan Zink, 1-800-688-5637, fly@hanglide.com, www.hanglide.com/speednationals.

MOYES MATRIX AND MATRIX XC HARNESSES The Matrix and Matrix XC are state-of-the art competition and X-C harnesses developed by the Moyes Team: Juan Corral, Kraig Coomber, Gerolf Heinrichs and Steve Moyes.

The Matrix features: exceptionally clean, low-drag profile for optimum performance; shoulder-to-knee, tapered, carbon-fiber back plate for comfort and lowest profile; angle-of-attack controlled by dorsal rope and friction device for hands-free adjustment; all tow mount attachments sewn in; ample internal storage compartments; hardwearing, long-lasting Dupont Cordura exterior fabric; landing rotation to 45 degrees with minimal effort thanks to the internal back slider; continuous webbing construction with adjustable leg loops.

Contact: Kenny Brown, Moyes America, flyamoyes@aol.com, www.moyesamerica.com, 200 Hillcrest Dr., Auburn, CA 95603 (530) 888- 8622, fax 888- 8708.

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Winter in Vallé de Bravo Article and photos by Ed Bennet

I

t seems like such a long time since I got on the Internet and found an instructor through the USHGA website, when in reality it was only two and a half frustrating years. Working every other Saturday night, it took 10 weeks to complete my five lessons. My job required that I be in Israel for four months, so I took more lessons there. I then took an internal transfer and lost most of the fall relocating to Massachusetts, where winter shuts down flying rather completely.

The next summer I found myself working five and six days per week, then spending six more weeks in Israel. In all this time I racked up an impressive five hours of airtime in 60 flights at nine different sites.

It was a lot of fun to visit new sites and meet other pilots, but I also felt that maybe I was hindering my own progression 8

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through the learning curve.

As my third winter as a pilot approached I decided to take a winter flying vacation with FlyMexico (http:// www.flymex.com/mexico/) in Valle de Bravo, Mexico. At this point I hadn’t found and worked a thermal yet. At a fun fly-in in Dry Canyon I watched 10 or 12 pilots turn in a house thermal and managed to do the same, but that’s not the real thing. I figured at the worst I would have a nice, sunny vacation and accept the fact that I just didn’t have what it takes, or figure out how to thermal and start skying out. Well, I figured it out. I got it. I got high in Valle!

Valle de Bravo is a small town west of Mexico City where time seems to move differently — time governed by what you are doing instead of what you are doing governed by time. If it’s time for breakfast, then •

August 2002

eat. Who cares if it’s 8:00 AM sharp or 8:30?

Is everyone ready? Is the truck loaded? Then it’s time to go. “Jeff Time” we called it.

Jeff Hunt maintains two houses in town, without televisions in either or a clock where I stayed. The roosters provided a wakeup call, and if that didn’t work the sun would be your next clue. Cecilia cooked a great breakfast every day, and while we ate, Eman and Qique loaded the appropriate gear onto the truck. Jeff provided gliders, radios (if you didn’t have one) and a cooler full of beers. Eman and Qique would help you set up your glider, drive to wherever you landed, and if you needed it help you break your glider down. While flying, Jeff would coach you on the radio or provide worthy information in flight if you needed it. Shawn, flying a paraglider, once asked, “I’m at cloud base, now what do I

do?” I guess you had to be there.

I spent a week in Valle, with six days of flying. My first flight was a simple eightminute sled ride in rather bumpy air compared to what I was used to, but Jeff convinced me that this was smooth air for Valle. I wondered what he considered rough, but I had a good, strong launch and an acceptable landing so I was happy.

We lost Tuesday and Wednesday morning to weather — rain, which is apparently most unusual for Valle. Two more flights went the way of the first, although I started trying the turn-in-lift thing with Jeff ’s radio coaching, and my third flight lasted 15 minutes. I never got above launch, but I was starting to go down a little more slowly.

I should mention that launch is at 7,650’ MSL, 1,800’ over the LZ which is called the “Piano,” because that’s where you land if you fly like one. To the locals it’s a drag to land at the Piano, but to me landing there on my feet was something to be proud of, so I shrugged off the term.

By Thursday afternoon I was beginning to seriously wonder if I could do the mental mapping and tracking required to core a thermal. Would this turn out to be the end of my flying? I figured if I didn’t get it in the next couple of days, I never would.

You see, when it’s on at Valle it’s really on.

My vario had already produced a continuous beeeeep with the up bars pegged, so I felt that if I couldn’t learn to thermal here, I never would.

There were light winds at launch and some nice cumulus clouds developing, but the only soaring I had ever done was in ridge lift. The cycles at launch weren’t getting over 15 mph and were dropping to zero. How was I supposed to get up in nothing? As it turned out, rather easily. I chose not to wear my sweater this time because it was hot in the Piano LZ, and if I did manage to get up, being cold at altitude seemed like a small price to pay for getting high.

I launched in an eight-mph breeze and set a line for the saddle and the point where the house thermals reside. I flew there on the slow side and blundered into lift that took its sweet time pegging the vario. Turn!

It took me two full circles to stay in the lift for 360 degrees, but from 350 feet below launch I corrected and compensated, got rocked and bounced, and worked my way up to 1,500’ over launch. Too cool!

Either the lift ran out or I lost it, so I opened up my circle a bit, hoping to find something else. I found another ride up

Sarah Bradley, a really sexy redhead, on launch.

rather quickly, and was soon about 1,850’ over launch but starting to lose the thermal.

I set a mental goal of 2,000’ over, and applied my brand-new skills to attaining it. I am proud to say that I made it to 2,024’ above launch, then headed out to the LZ. It took a moment to locate what used to look like a pretty big field, due to how small it looked from up there, but I found it and headed toward it, intending to use big lazy circles to work my way down.

However, half way through my first circle I found myself in a big fat piece of 800 fpm up. Turn dude! Sometimes the universe deals you a nice hand, and I cored the thermal right off. From 950’ above launch altitude I rode it to 2,500’ over, and plans of landing went out the window. I headed back out to where I first got high and found a ride that got me everything I had lost along the way.

From here, a tour of El Peñon seemed appropriate, and on the way there I got to 3,094’ above launch. In jeans and a T-shirt, with a knee-hanger harness and flying a Falcon, I was 10,700’ above sea level. I guess adrenaline is a pretty powerful thing, as I really wasn’t cold at all, but this would be the last time I would leave my sweater in the truck.

I flew over the edge of El Peñon but wasn’t finding anything else, so it was back to the Piano to make big lazy circles again and set up a landing. Poor judgment of my altitude, flying more slowly than high-elevation LZ’s require, and not reading the wind August 2002

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streamers correctly resulted in drifting sideways while I flared into the edge of a corn field — not the best way to end my first thermaling flight, but no complaints. At 38 minutes this was not only my first thermal flight, but my highest and longest. No complaints at all!

I managed to get up on every flight after that. Sometimes it was only a couple of hundred over, but up is up, right? I want clean, strong launches (having blown one disastrously at Morningside Flight Park) and safe landings on my feet (having blown one disastrously at Dry Canyon), and see everything else as a gift. Friday and Saturday gave me focus again, as I started to make bad landings. I landed way short and on my belly twice, and on one landing found myself way high, high enough to clear the corn beyond the Piano (although I did find an open patch and flared into it), then I finally managed enough of a flare that I got my knees under me in the actual LZ. I decided to add a few more days. Jeff ’s next group was full, but Falcons were easily available and a paraglider pilot also wanted to stay longer, so Jeff found us a close place to stay. Five more flying days! I won’t bore you with every up-and-down adventure, but I will say that the flying was great, and one day I got to cloud base. It was sunny when I launched and I got to about 2,650’ over launch, so I put two and two together and pointed the wing toward where it was blue above me. It was very cool to climb beHang Gliding

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9

Heike, from Texas, landing. The children are running to be the one to get 10 pesos for breaking down the glider.

tween the clouds and see that they were “out” instead of “up.” Unfortunately, my landing after this flight was the first one on which the glider’s nose hit the ground, and although it hit very gently it was sad to blow it like that.

I also made my first X-C flight of four miles. From 2,500’ above launch I basically took a sledder to a big field, but four miles is four miles! To put the icing on the cake, my landing was textbook perfect. I also took a tandem flight in a paraglider with David “Cuervo” Prentiss. We got a couple of hundred over launch, I got to fly it a bit, and almost stalled it. For some reason I assumed that it would be like flying a hang glider — pull in to go fast, but those were brakes I was pulling on. Think! I must tell you, doing wingovers above the Piano LZ was an incredible experience. Never one to limit my own stupidity, when my feet hit the ground they stayed there (which is pretty good for a hang glider pilot) until Dave yelled, “RUN!” Oh yeah! I really enjoyed the paragliding flight, and can see going bi-wingal in the future. Hang gliding and paragliding are as different as apples and oranges, but both are good and I can’t see not enjoying both.

I’ve flown at 10 different sites now, and have repeatedly listened to pilots tell me what I need to do to improve my flying skills. I always listen, think about what I hear, and try to incorporate it into my flying because I really want to fly. Thus, it was the strangest thing in the world for me to 10

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hear Jeff tell pilots during the second week to “follow Ed,” and then hear my fellow pilots compliment me on my flying. I’m not full of myself, and am generally the first one to diss my own abilities, but I spent a lot of time looking down on other pilots’ gliders.

Make no mistake here, please. Most of the people I flew with were or are better pilots than I am — flying better gliders, working

so low that I would already have been in the trees, and consistently getting longer flights and going X-C — but it was way cool to look down and see where anyone else was starting to get up from.

Just to make the vacation a totally good time, my last flight was the best. I had gotten to 1,500’, then 2,000’ above takeoff a couple of times, but had always drifted back over launch in order to do it. This time I headed out over the point and caught the mother lode of up. I made 4,000’ over, so I figured that it was time to go. A straight line from launch to the Jovan (a cantina conveniently located next to a landable race track) took me over terrain that theoretically would be generating thermals, and it happened to have a rather large, gray cloud above it, so I flew that way. Since the cloud was somewhat wide and a bit gray (and Jeff had given me a warning over the radio) I felt that the downwind side of it would be my safest bet.

That line put me over some big fields surrounded by forests and one nice mountain peak.

I encountered cloud suck at about 3,000’ over launch and found that I could control my altitude with bar position, so I settled for 3,800’ over launch. I figured that if I needed more bar pressure to hold this altitude I would turn right to get out from under the cloud, but I held that altitude

Ed Bennet’s 13 mile XC ground crew.

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August 2002

More children looking for income, and no sense waiting ‘til Sean from Canada, finishes landing. El Penon in the background.

until I was in blue sky again. There was nothing else workable along the way, but I was plenty high!

I passed the Jovan, the next straight section of road, some developed areas and some forests, and figured from there I could make it back to the Jovan or forward to what appeared to be the last landable field outside of Valle. Although I really did want to land at the Jovan, I went for the distance.

One small part of the back of my mind regrets not pulling out the camera for a shot of the lake, but no complaints. Getting off safely, enjoying the ride and landing on my feet is all I ask.

I reached my field with plenty of altitude but there was nothing to indicate the wind direction. I made a big circle to pinpoint it, decided on my approach, and got verification of the wind from the treetops. I was still fairly high at that point when I found another big pile of up, and thought about turning in it, but I felt that if I didn’t hook it I would be too low to align with my chosen field. The lift went all the way to the ground, which really sucked when it came to setting up an approach in a skinny field surrounded by trees. Why does that happen? Why do they put lots of lift right where I want to turn onto final?

I was most concerned with flying it to the ground and keeping it out of the trees, and ended up flaring way too late. Effectively, it amounted to pushing myself back while I landed on the wheels and my belly.

Life goes on, eh?

I radioed Jeff that I was on the ground and okay, and thought I would have to break it down myself when five kids came walking over to me. This is the coolest thing about flying Valle, the kids who will pack up a wing for a few pesos. In the Piano LZ some of the bigger kids really know how to pack up any glider that lands there, but that’s not always the case if you land out.

Of the five kids none was over seven years

old and none spoke any English, but we got it bagged up nicely and out to the road. I gave them five pesos each, and the bigger one who helped me get the gear to the corner store got an extra 10. Four bucks, and well worth it.

The flight lasted about an hour and 15 minutes and I made about nine miles. I don’t have a GPS, but I think nine miles is pretty realistic (maybe a tad short).

My vario got weird on me so I can’t check the barographs for accurate time stamps, but it looks like I got 8.5 hours in 15 flights. It took me more than two years to get five hours of airtime, but less than two weeks to get eight and a half more.

Valle rocks! If you are curious (and haven’t figured it out already), I’m definitely sticking with this sport of ours. I realize that what I’ve done amounts to setting my feet firmly on the beginning of a path, but it’s a path that I look forward to following for the rest of my life. In fact, I have 16 weeks off this spring and early summer. I just ordered a new Eagle that should be ready at the start of my sabbatical, so I guess I’ll see you at cloud base. Life is good!

The author has some photos of his trip on the Internet at http://pointlessprocess.com. Click on photos, then figure it out from there. — Ed.

The author, standing with the Wills Wing Falcon 195 which he flew in Vallé de Bravo.

August 2002

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Calendar of events items WILL NOT be listed if only tentative. Please include exact information (event, date, contact name and phone number).

Items should be received no later than six weeks prior to the event. We request two months lead time for regional and national meets.

COMPETITION USHGA-SANCTIONED EVENTS HANG GLIDING SPEED GLIDING MEETS U.S. Speed Gliding Nationals, Sept.

12-15, practice day on Sept. 11, Lookout Mtn., TN. Contact: Matt Taber, 1-800-688-5637.

UNTIL DEC. 31: The Michael Champlin World X-C Challenge. No entry 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 (310) 447-6234, fax (310) 447-6237, brettonwoods@email.msn.com.

AUG. 31-SEPT. 2: 2002 Hang Gliding X-C Competition, Lake Elsinore, California. Three-day event with a $70 entry fee, $20 waived with EHGA membership. $1,000 in prize money, awards and a barbecue on the final day. Maximum of 35 entrants.

Open to all hang gliders, rigid or flex wings. Handicapped system scoring.

T-shirts for all who pre-register before July 19. Contact: Jack Barth, (714) 223-0543 or e-mail eteamjack@yahoo.com for more details and instructions.

SEPT. 20-22: 2002 Masters of Freestyle Hang Gliding Contest, to be held at the 37th annual San Diego 12

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Bayfair event. Bayfair will also host to the World Series of Power Boat Racing. Four contest rounds will be flown with a maximum of 15 contestants. Interested pilots must have freestyle contest and aerotowing experience.

Past Masters Contest participants will be given preferred consideration in the pilot selection process. The entry fee is $300 and includes tows, T-shirt, smokes, dinner and unlimited fun! For general event information check the Bayfair website at www.bayfair.com. For contest information contact: Aero Events, (818) 993-1022, www.aeroevents.org.

OCT. 6-12: Team Challenge 2002, featuring the famous Radial Ramp, Dunlap, TN. The Tennessee Tree Toppers warmly welcome pilots from around the world to this fun, friendly, team event. Bring a team or come join one, bring a glider for sale or find one, learn a skill or share one. This unique team flying event saw nearly a dozen personal bests and 1,000 miles flown last year. $95 for the week includes a mess of fly-in breakfasts and a prize pot topping $2,000!

Sign up soon; the field will again be reigned in at 45 pilots. Contact: members.aol.com/weathersci/ challenge.htm for info and applications, e-mail sbellerby@aol.com, or call Steve at (416) 588-2396, or Mark at (423) 949-4999.

FUN FLYING AUG. 19-25: Ellenville, New York 2002 National Fly-In, sponsored by the Southern New York Hang Glider Pilots Association at Ellenville Mountain. Party extravaganza on the 24th.

Show up, and have a marvelous time flying, camping, demoing and anything else that comes to mind — for a week straight. All “mountain-capable,” •

August 2002

Novice-rated pilots and above are welcome (and encouraged) to attend.

There will be a huge portrait of Elvis mowed into the landing zone and adjacent fields (almost twice the size of the previous Statue of Liberty inlay!).

This will be a “rockin’” event! Club membership requirement will be waived. Camping available creek-side in the LZ, and there are hotels in town and in nearby Middletown, New York.

Manufacturers encouraged to attend and provide contingency prizes.

There will be a large audience. Guest speakers welcome. Includes pilot artwork display, so bring your art. Much more in the planning stages. For more info, or to offer technical or manufacturer support, call Paul Voight at (845) 744-3317, or e-mail flyhigh@frontiernet.net.

AUG. 29-SEPT. 2: Region 9 Fun FlyIn. Rain dates Sept. 13-15. Fairview Airfield in Hyram Township, OH. Camping available at the site with no amenities, but camping with amenities is available nearby. Call or e-mail for details and directions. Aerotow meet only. Pay as you tow ($10/1k, 2k/tow limit). Tasks include X-C (GPS required), out-and-return (GPS required), duration tasks, bomb drops, and spot-landings. Fee: $30 if registered by July 15, $35 after. Fee covers porta-potty rental and land use fee for owner. Register by sending check or money order to: Felipe Amunategui, 3122 Huntington Rd., Shaker Heights, OH 44120, (216) 751-0347, dr.amunategui@att.net. Include name, address, phone, e-mail and a copy of your USHGA card. AT administrators will be available to sign off qualified participants. AT sign-off required to compete.

AUG. 31-SEPT. 2: RMHGA’s Brad Koji Memorial Fly-In, North Park, Colorado, for both hang glider and

paraglider pilots. North Park is located near the Colorado-Wyoming border, around Walden and Cowdry, West of Ft. Collins. The site offers launches facing several directions.

Required ratings are H2/P2 and up.

Aerotowing and scooter towing available. The spirit of the fly-in is to mentor, coach and assist pilots of every skill level, and to learn from each other. There is an X-C event with an amazing traveling trophy that will go to the weekend’s winner. For more details visit www.rmhga.org.

SEPT. 14-15: 12th Annual Pine Mtn. Fly-In, Pine Mtn., Bend, OR. Contact: Bill Taylor, (541) 408-2408, www.desertairriders.org.

SEPT. 22: Women’s Fly-In. Time for women to fly together! Men can fly after they drive the women up to launch. Friendly competition: duration, altitude, accuracy. Hosted by Wings of Rogallo flying club in Milpitas, CA. Mountain site at Ed Levin Park. P-1’s and H-1’s with instructor. H-2’s and P-2’s are sponsored by intermediate or above pilots. Contact: Kathy Wilde at wildeblu2@attbi.com, or Carmela Moreno at skyhighwoman@yahoo.com.

SEPT. 28-29: First Annual “Rudy’s Ridge” Team Challenge. Warm-up flyin. Located close to Huntsville, AL. Prizes for best duration of the day, best X-C of the day, and best three spots of the day. Fly during the day, and then enjoy Huntsville’s Big Spring Jam in the evening. Food/party Saturday night and T-shirt included for the $25 registration fee before Sept. 1, $30 afterwards. Aerotowing also available for a separate fee.

Come a day early and practice. For more information and directions contact: Ray, Ifly4funn@yahoo.com, (256) 518-9026.

OCT. 4-6: October’s Best Fly-In, at Sauratown Mountain near WinstonSalem, NC. The site offers south, southwest and northwest launches.

Come enjoy good fall flying, friends, food and fun. X-C, duration and spotlanding contests. The $35 entry fee includes a T-shirt. Check our website for more information. Use the Chapter/Club link from ushga.org or contact Jeff Reynolds (336) 983-5840 or (336) 994-9575.

2,000’ AGL flying site that takes every wind direction. Baldy has seen a lot of use over the last few years, and X-C records are routinely being set and broken. The site is located on private property, and requirements include a site-specific waiver, USHGA membership, P2/H3 rating, and a yearly site fee. (For this two-day event the site fee will be waived for any outof-state pilot or local pilot checking it out for the first time.) Guides will be on hand for pilot briefings starting at 9:00 AM on Saturday. Potluck Saturday at dusk in the LZ where camping at no extra cost is available. Contact: Rich Hass, richh@nwnexus.com, or Mike Eberle, napi@fun2fly.com.

CLINICS, MEETING, TOURS OCT 18-20: Fall 2002 USHGA Board of Director’s meeting, Orlando, Florida. Events to take place in the evening at both Quest Air and Wallaby Ranch. Meetings at the Ramada Inn off of 192 and I4.

Contact: www.ushga.org, (719) 632-8300.

OCT. 19-20: Fourth Annual Octoberfest at Baldy Butte. Both HG and PG pilots are welcome to this

August 2002

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Combining Hang Gliding and

Paragliding Magazines

by Jayne DePanfilis, USHGA Executive Director

A

s I prepared for my job as the Executive Director of the USHGA, I realized that no amount of preparation would eliminate the need to make a scary leap of faith into the great unknown. I had driven all the way from Lookout Mountain, Georgia to Colorado Springs, Colorado, only to be confronted with that uncomfortable feeling one often associates with change. I arrived in Colorado Springs with a few days to spare and navigated my way to the USHGA office a day or so in advance, just to be certain I would not be late for my first day of work.

Preparation for the dreaded first day paid off, and I arrived on time. The leap of faith paid off as well, and now I smile at the thought of having allowed the anxiety and 16

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August 2002

discomfort associated with this change to have affected me that way. Today, it is very difficult to recall these thoughts and feelings because they were not realistic; they were based on emotions I had conjured up in my mind. I was worried about things that never happened, situations that did not present themselves, and all for nothing.

I feel much the same way about most of the fears concerning a single Association publication. An unfounded fear of change is one way to justify not making a change that might be for the better.

Steve Roti, a Washington paraglider pilot, Chairperson of the Paragliding Accident Review Committee, guru for the USHGA database and valued member of the Editorial Task Force, recently e-mailed the following two quotes. The first one is by Georg Christoph Lechtenberg: “I cannot say whether things will get better if we change; what I can say is they must change if they are to get better.” A quote by Mahatma Gandhi followed that one: “We must become the change we want to see.”

This wisdom provides the inspiration required to manage the process of combining the USHGA’s separate publications into one monthly magazine. The title of this new monthly publication will be Hang Gliding and Paragliding magazine, and we expect to publish the first combined issue in March 2003.

The official count of eligible voter survey cards was delayed until July 1 to be certain that USHGA had received all of the voter survey cards postmarked on or before the publicized deadline of June 5, 2002. We implemented extreme measures to be certain that this count was an accurate one.

We entered each USHGA member number and corresponding vote into a spreadsheet that enabled the staff to determine that each vote satisfied the criteria for an eligible vote.

The voter survey card had to include a USHGA member number, the USHGA membership had to be current, the current member had to vote for one or the other of the options, and the voter card had to be postmarked on or before June 5, 2002. A card was deemed ineligible unless all of these requirements were met, and the spreadsheet report enabled us to make sure August 2002

•

that each vote was unique and counted only once.

As you can see from the chart that accompanies this article, the USHGA staff was also able to match the USHGA member number with the member’s division type. The official count of eligible voter cards totaled 1,198. There were 916 eligible votes in favor of combining the magazines compared to 282 eligible votes opposed to the combination. This represents a three-to-one vote in favor of combining our two magazines into a single monthly publication. Votes in favor of combining the magazine were comprised of 526 votes from hang glider pilots, 295 from paraglider pilots and 95 from pilots who are members of both flying divisions. Votes opposed to combining the magazines were comprised of 197 votes from hang glider pilots, 76 from paraglider pilots and nine from pilots who are members of both divisions. (The USHGA staff also counted an additional 52 ineligible votes that were not included in the official count because they were postmarked after June 5, 2002.

There were 35 ineligible votes in favor of combining the magazines and 17 opposed.)

All eligible voter cards postmarked on or before June 5 will be included in the drawing for prizes to take place on July 4, the results of which will be announced in the September issue of our magazines.

There were only five voter cards postmarked on or before June 5 that could not be counted because the membership was not current, the member number did not exist or the member had voted for both options.

We are pleased with the number of eligible votes. USHGA received a 10% return, and while this may seem like a small percentage to some of you, such a return is in fact better than average, a good return when you consider that about five percent of most association’s members choose to actively participate in decision-making processes. It is a fact of association management that most members are content to pay their dues and receive the expected benefits of membership.

Some members have criticized USHGA for implementing a public-relations Hang Gliding

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campaign in favor of combining the magazines, while others have criticized USHGA for not providing a thorough analysis of the issues concerning this vote. It is important to begin with the end in mind, and having stated that, the USHGA Publications Committee outlined a publicrelations campaign concerning the possible combination of the magazines last October at the fall Board of Directors meeting in Salt Lake City, Utah. This was one of the best-attended Board meetings by the general membership in quite some time, and it was during the Publications Committee meeting that I provided a detailed analysis of the pros and cons of combining the magazines. The Committee determined that USHGA members should be permitted to vote again on this important issue. The Committee supported the PR plan as a way to inform USHGA members about this vote. Interested pilots who attended this meeting also supported the PR plan and the need for the membership to vote on this issue.

The USHGA Publications Committee outlined the public-relations campaign in this meeting, and it began with an announcement by Dan Johnson, Chairperson of the Publications Committee, in his “Product Lines” column last November.

Aaron Swepston and Gil Dodgen coauthored an article expressing their views from the perspectives of Art Director and Editor, while the Executive Director’s article provided views from a business perspective.

Jim Zeiset, USHGA President, offered insights concerning some of the delivery issues involved with producing two monthly magazines. Finally, a full-color page ad announcing the May test issue and vote was published in the March and April editions of both magazines. USHGA printed a few letters to the editor expressing the contributors’ positive reactions to the possibility of one magazine. An anonymous member summarized some of the pros and cons of one monthly magazine in his article.

This member advocated voting according to your conscience.

The USHGA staff, including the editorial and design staff, did not receive a single article discussing opposition to the combination of the magazines. The staff received one or two letters to the editor opposing the combined magazine and these 18

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appeared in print immediately. USHGA is publishing one letter of opposition received at the end of May, and this letter will appear in the July magazines because we did not receive it in time to publish it before the final vote count. Why did these contributors wait until the end of May to publicly oppose a single monthly magazine when votes had to be postmarked on or before June 5, 2002? The USHGA staff did not discriminate against the opposing vote.

The staff observed that a number of USHGA members who contacted the office after the voting deadline to express their concerns about one magazine failed to cast their votes — and this, by their own admission. They did not take the time to vote even though a stamped card had been included in their magazine for their mailing convenience.

This was a vote about whether or not USHGA should combine two monthly magazines into a single publication. This was not a vote about whether or not you enjoy sharing flying sites, or feel good about some of the inconveniences associated with sharing a limited number of good flying sites. Voters had to rise above these feelings and vote according to whether or not they believed there was enough merit to the idea of combining the magazines. For those of you who voted, this was not necessarily an easy task. As a Novice-rated hang glider pilot who enjoys aerotowing in smooth conditions, and a pilot who flies with “big wheels” on my glider because I prefer to roll in on landings, I was already limited in my flying options and I had to rise above my bias about sharing flying sites to vote my conscience about the magazines.

I also evaluated the process by which paraglider pilots became members of the USHGA for the first time during the early to mid-1990’s. This evaluation took into consideration the context in which the process occurred, and it seemed as though USHGA did not begin this membership process with the end in mind, or that this “end” was no longer relevant to our current situation.

It made sense for paraglider pilots to publish their own magazine when they were members of the United States Paragliding Association. However, paraglider pilots were becoming members of the United States Hang Gliding Association, and for good •

August 2002

reason. It was necessary to consider the possibility that the way in which this “merger” took place perhaps led us to believe that “separate” was better. Paraglider pilots and hang glider pilots had become accustomed to separate publications, because they had in fact been members of different organizations. Separate magazines helped to facilitate this merger or union, at least until the paraglider pilots became assimilated into the organization.

The USHGA represents the interests of free-flight enthusiasts, and, in fact, the number one suggestion for an alternative title for the combined publication was Free Flight. The suggestion of Free Flight as an alternative magazine title indicates that it was a good idea to ask members to vote on this issue again. The popularity of this title indicates that the members who voted believe that the Association has evolved beyond the need for separate publications.

I might suggest that, in an effort to evolve as an organization dedicated to the principles of free flight, we are also reaching back to our roots as free-flight enthusiasts in an effort to bridge the gap of “disconnect” that was created when we decided that separate was better a few years ago.

I met USHGA member number 30, Bob Chase, at the Soaring Society of America Convention in Ontario, California, in February of this year. Bob approached the USHGA booth for the first time carrying a bundle of newsletters under his arm. He was very protective of this bundle, and explained that these were original copies of the Low & Slow newsletter booklets published in the early 1970’s by Joe Faust of Santa Monica, California. I reviewed these newsletters during my lunch hour, and later, Bob promised to make copies for me. The newsletters were entertaining and informative. They were written by imaginative and witty “birdmen.”

The introductory statement included in the premier issue of Low & Slow in March of 1971 emphasizes the following: “… Dare to fly daily. Dream. Bring your personal notes to this gathering place. We need each other.” The Low & Slow mission statement includes the following instruction: “We are to grow with the needs and ideas that will ensue on our adventure.” If I extrapolate

from the goals expressed in the L&S booklets, these goals are pertinent today: 1) Fellowship 2) Enjoyment 3) Advancement of the science of mechanical, free flight in the realm of minimum total cost 4) Encouragement of effective dreaming about free flight 5) Complete sharing of ideas… the lowering of inhibitions that keep us from letting others really enjoy the miscellany of our deep self… such miscellany that may give others a foundation for discovering really fresh vistas about soaring and other modes of free flight 6) Development of a literature that gives us all a set of keys to the many mansions of motorless and free transcendental flights 7) A regular development of the methods and technologies that pertain to the construction of systems of free flight which remain possible for a person with a very limited budget of time, money, space, mobility 8) Being a voice for “half-baked” ideas… in order to bare ideas that might otherwise have been lost concerning free flight Topics covered in Low & Slow included soaring, gliding, hang gliding, slope soaring, slope gliding, earth skimming, ground-

effect skimming, air man skiing, manned kiting, everyman’s glider, high joy-return gliding, guided parachutes, synthetic thermal makers, all-age near-home gliding, and an interdisciplinary approach to advancing the development of minimum flight. The list of topics is actually beyond the scope of this article, but I wonder if these birdmen would have differentiated between hang gliders and paragliders and their pilots the way we did when paraglider pilots joined the Association in 1993.

While some may argue that we have evolved into two completely separate sports since these newsletters were published, I maintain that we cannot afford to evolve into two completely separate sports, and that we cannot afford to give the public the impression that we have evolved into two completely separate sports. Perhaps our focus has become too limited in our ambition as birdmen and free-flight enthusiasts. Pilots argue that publishing one magazine for paraglider pilots and hang glider pilots is like publishing one magazine for skiers and snowboarders. I disagree. We simply do not have the luxury of the vast numbers of participants to compare ourselves to the participants in these other sports. Massive numbers of participants fuel growth and provide for effective lobbying.

Massive numbers of participants provide a potential for abundant retail sales. Massive numbers of participants support the production of a greater number of con-

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sumer publications and allow for differentiation. The market for these sports has grown to the point where differentiation became both possible and profitable.

However, the growth of our sports has not reached the point where it makes sense to differentiate us as two separate kinds of pilots flying two different types of motorless wings. This differentiation will not serve our interests as an association even though individual members may feel that it serves their interests in attempting to maintain separate flying sites. We need to focus on securing existing flying sites, obtaining new ones, and creating new pilots. We need to create more biwingual pilots. One publication will demonstrate that we are a unified group committed to such goals.

The Association’s publication should not discriminate against types of motorless flight. Hang gliders and paragliders evolved from the same desire to create a low-cost means of personal, free flight. Founding pilots shared their dreams of flying with each other in one venue. Hang Gliding and Paragliding magazine should be the place where we can say to each other, dare to fly daily, dream, and develop really fresh vistas about soaring and other modes of flying.

The USHGA will gain a great deal by publishing one monthly magazine. Combining our magazines will allow us to combine our voices, and our friends will be able to hear us better.

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The United States Hang Gliding Foundation A Charity Created For The FootLaunched Soaring Enthusiast

by Jim Maze, USHGF President, Jim_Maze@ushgf.org Did you know that there is a charity for the purpose of developing and preserving the flying activities we all love? The sports of hang gliding and paragliding have their own public charity, whose mission is to develop and preserve unpowered, footlaunched soaring flight activities — the United States Hang Gliding Foundation (USHGF). Here is a brief history.

In the mid-1980’s, when USHGA was still in California, some Regional Directors got together and decided that there ought to be a way to raise funds to support U.S. World Team competitors with tax-deductible donations. This organization needed to be separate from the Association, because at that time it was believed that the USHGA was ineligible for tax-exempt status. A separate public charity is not a new concept to support an activity like ours. The Soaring Society of America and the U.S. Olympic Committee each have separate public foundations to attract contributions and grants.

In response to this need, the Foundation was formed in 1987, primarily to help support the U.S. hang gliding world teams.

Unfortunately, not much happened with the Foundation for the next 13 years.

Following its formation, a series of events occurred that resulted in the Foundation being essentially neglected for most of the 1990’s. Why this happened, and the exact details, are hard to pinpoint, but this is really not important. In late 2000, some members of the USHGA Board of Directors resurrected the Foundation, but with a somewhat different mission. In addition to supporting the hang gliding and paragliding world teams, the Foundation would also support site preservation efforts.

A group of trustees was appointed to develop the Foundation, and to put it on a sound business footing.

Our initial efforts were primarily administrative. We worked with accountants, attorneys and the IRS to complete the necessary requirements for 501(c)3 20

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public charity status. Next, the bylaws were revised to include a new purpose, the preservation of open spaces (site preservation). The USHGF would now fulfill its mission with a focus on site preservation and education (such as soaring-related scientific research), and by supporting a U.S. presence in international competition.

The trustees are focused on establishing the Foundation as a viable and separate entity from the Association. This separation is necessary so that we can comply with the requirements imposed on us as a public charity. Although the Foundation is separate, the USHGF bylaws do provide that four of the seven trustees be members the USHGA Board (President, Vice President and two others) and the remaining three be selected by the Board from the membership or from outside the USHGA community, a common practice in many successful foundations. See the end of this article for list of current trustees.

While there is a great deal of overlap in the general purposes of the Association and the Foundation, the primary difference is in the type of organization. The Association is a member-supported organization. Funds are raised primarily from members in the form of dues, and for this fee the members receive membership services, including insurance, a pilot proficiency program, a magazine related to the activity, and other member services. Annual dues are not a taxdeductible expense.

The Foundation, on the other hand, has no members, collects no dues, and provides no direct services. It is a publicly supported charity that raises funds through solicitations and grants to further its taxexempt purposes, and all donations are taxdeductible. It is easy to contribute, and like any other public charity, donations are tax deductible. Better yet, the Foundation is eligible for matching donations from your employer. Employer-matched contributions can be arranged through the completion of a simple form. We will provide the required documentation indicating our tax-exempt status. You can make a contribution on-line at http://www.ushga.org/contribution.asp, and soon through the USHGF website at http://www.ushgf.org.

Even though both organizations endeavor to support hang gliding-related activities, the IRS looks at them very differently, and there are a number of requirements that the Foundation must •

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meet in order to maintain its exempt status.

One of the most important requirements is that a donor may not incur any economic benefit. In other words, there can be no quid pro quo. Donations to the Foundation may be earmarked for a specific purpose, however, this purpose cannot be so specific that a benefit would be received by an individual. For example, donations may be accepted and designated for the Women’s World Team or the Kocsis Site Preservation Fund, but we can’t accept funds that are earmarked for a specific competition, competitor or site. Note that if you want your donation to be earmarked exclusively for site preservation, or exclusively for the world teams, that is perfectly acceptable.

Over the next few months you will hearing more about the Foundation, how we are supporting hang gliding and paragliding activities through our efforts to preserve open spaces utilized for soaring, and how we are assisting U.S. World Team competitors. In the meantime, in order to fulfill our long-term mission, we obviously need assistance from you, members of the hang gliding and paragliding communities.

If you would like to learn more about the Foundation, or if you would like to donate time or help financially, please contact any of the trustees. We will be glad to discuss the United States Hang Gliding Foundation, a public charity created to benefit and perpetuate the sports of hang gliding and paragliding throughout the United States.

Officials of the USHGF include: Jim Maze, President; D. Randy Leggett, Vice President; Doug Sharpe, Secretary; Steve Onstad, Treasurer; Mark Ferguson, Trustee; Jim Zeiset, Trustee; Jayne DePanfilis, Executive Director.

Jim Maze has been a paraglider pilot since 1994. He holds a private pilot’s certificate and is also learning to hang glide.

He resides in New Hope, Pennsylvania with his wife Jean.

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21

Talking Downdrafts With The Pear People

by Erik Fair In response to Bill Buffam’s article, “Wuffo Encounters of the Weird Kind” (February 2002 HG), I promised to reprint Erik Fair’s timeless classic on this subject. This article originally appeared in Hang Gliding magazine in the early 1980’s, and reappeared in Erik’s book, Right Stuff For New Hang Glider Pilots. — Ed.

Y

eah, well, so here’s the deal. We all know there aren’t more than two or three bona fide guarantees runnin’ around loose on this planet — death and taxes, of course. Plus the fact that two out of 12 people on any given jury panel are complete idiots, seemingly programmed to misinterpret evidence and generally get everything wrong. I always thought that was about all a person could count on. So imagine my surprise when, just the other day, I ran — unsuspecting and headlong — smack dab into an eternal verity of modest but definite proportions.

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There I was. The Brea Mall, Brea, California. It was Super Bowl Sunday. I was just standin’ out in the middle between The Video Depot and Art’s Art Shop. To my rear, a pretty little hang glider all set up and shiny. Positioned neatly in front of me, a pile of Hang Flight Systems brochures and other apparati designed to compel passers by to — pause for a moment — then ask thoughtful, intelligent questions about hang gliding in general and my own swell shop in particular. I was, as we say in the trade, “working an action-agent-oriented, aviation-theme Mall show” in hopes of •

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drumming up some new business.

Ten grueling hours later I realized I had discovered a truth so pure and unwavering, a guarantee so crystalline, that it had to be ranked way ahead of taxes and just behind death on the master list of things a human can count on.

Here it is: Nine out of the ten people who stop at the hang gliding exhibit during a Mall show on Super Bowl Sunday — that’s nine out of the ten — will be shaped like a pear and will want to know all about downdrafts. Furthermore, the one out of ten will be whichever of your true blue

friends was kind enough to agree to bring you some lunch. It’s true — I swear it.

Anyway, as I was standing there jelling on the inside and grinning eagerly on the outside, I had lots of time to refine my responses to the questions presented unto me by the pear people. Any hang gliding Jedi warrior who has spent any time at all attempting to proselytize the general public has his own set of gently reassuring and pleasantly informative dialogue tapes for each of the frequently presented questions.

I’m going to share mine with you (yawn) just in case you ever have a chance to use them. May The Force be with you.

The good news is that I’m gonna give equal time to The Dark Side and present for your reading pleasure the answers to wuffo questions that I would love to blurt out just once — just once, to make up for missing Joe (Yoda) Montana’s dismantling of the hated Dolphins on that bleak and futile Sunday.

At a distant mall show, not so long ago…

the young pup, and just before he succumbs to his innate desire to “try it just once.”

Pears ask questions regarding hang gliding in a fairly predictable sequence, commencing with inquiries as to the cost of the inanimate and generally non-threatening equipment on display, and progressing to hushed and timorous wonderings about the evil, unpredictable air masses known to them as “pockets” or “downdrafts.”

What follows is a series of typical pear unit questions more or less in the usual sequence, with “correct” answers followed immediately by those I would like to give — just once.

RIGS Like I said, the first questions are about equipment. After all, a hang glider on display poses even less threat to a curious pear person than does a lawnmower in action.

equipment available for appreciably less than what I’ve just indicated, odds are it is outdated and unsafe by today’s standards.

DV (Darth Vadar alternative answer): Between $50 and $2,500. (Pause, appear bored.)

PU (Pear Unit): What’s the difference?

DV: Guts. (Inspect fingernails.)

PU: Come again?

DV: Well, a glider is pretty much a glider.

They’re all worth about $1,500 give or take a hunnert. If you find one for $2,500 it just means that the guy sellin’ it has lots of guts to ask that much for it. And, if you find one for $50, the guy sellin’ it is probably a gutless lily-livered puke who’s afraid to keep flyin’ cuz his mommy thinks he might get killed or somethin’ stoopid like that. How much you got, anyway?

Q: How much does one of them rigs cost?

Q: How much does that one there weigh?

PEAR PEOPLE Pears mostly travel in pairs and are easily identified by the shapes of their bodies, as illustrated in Figure 1. Kinda narra’ at the shoulder and broad at the hips, with varying layers of juicy, jiggly tissue masses troweled on in between. Male units usually sport brightly colored, wide, plaid, tripleknit pants to accent the port and starboard bulges that would otherwise seem dwarfed by those issuing from the fore and aft midspan. Males are far more verbal than their female counterparts and generally ask all the questions.

Female units, done up in rollers and floating freely in their Day-Glo muumuus, are usually content to stand beside and slightly behind their mates. In this position the female is at liberty to indulge in freeform facial contortions indicating varying degrees and blends of exasperation, martyrdom and panic as she listens to her mate talk “hand” gliding with some young pup who is obviously bent on separating her male from his money and his life.

The incredible strength of the female pear unit is evidenced by her unfailing ability to “vibe” the male unit the heck out of the mall just after he senses he has “impressed” her with his astute grilling of

JW (Jedi Warrior): Brand new intermediate-level hang gliders, which is what we recommend to our students, range in price from $1,500 to $1,900 depending on the model and the size. You also need a harness, a helmet, and an emergency parachute.

Harnesses cost $125 to $300 depending on the type. Helmets range from $40 to $80.

Parachutes go for $350 to $425. You can also get good, safe, used equipment for onethird to two-thirds the cost of new equipment, depending on availability and the level of performance you desire. If you find

JW: That one weighs 55 pounds. Modern gliders range from about 50 to nearly 80 pounds depending on the model and size.

DV: Pick it up and see for yerself, fella. If ya break it, it’s yers.

Q: Can you still get kits and put ‘em together yourself?

JW: Hang glider kits haven’t been available for some time due to the fact that the – Continued on page 38

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23

The 2002 Flytec Championship “Life Is Good”

by Steve Kroop Photos by Jana Wheatman, courtesy of Bobby Bailey

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hen Quest Air Soaring Center started selling “Life Is Good” T-shirts this spring we had no idea that the shirts were going to set the mood for the 2002 Flytec Championship.

The event may well have been the most enjoyable and successful competition in U.S. history. Yes, life is good.

Last year’s Flytec Championship was a great success and we knew that expectations, especially ours, were going to be high for this year. There are a lot of variables in making a great aerotow competition, and fortunately they all fell into place: good weather, good task calls, great food, plenty of tow planes, and, of course, great people.

MAKING IT HAPPEN The excitement for this event began when we opened registration, more than four months before the competition actually started. Within the first two weeks of beginning registration, all of the spots reserved for U.S. pilots were taken, and all of the remaining spots reserved for international pilots were filled shortly thereafter. All 90 spots were full, and the waiting list was growing daily.

The next four months were filled with preparations, building new tow planes, securing extra tow planes from as far away as Canada, lining up tug pilots and volunteers, and renovating and making site improvements. This was in addition to all of the normal preparations associated with hosting a world-class competition. After being thwarted for the 2003 Worlds, our hopes were to really shine and show that we could host the 2005 Worlds.

As we got closer to the competition date it became evident that we had secured enough tugs, so we decided to allow another 10 competitors. On the day before the meet was to start, six more pilots showed up during pilot check-in and we let them in as well. The final count was 106, making the Flytec Championship the largest aerotow competition for two years in a row. In retrospect, we could have comfortably let in quite a few more, and handled the number of pilots associated with the World Championship.

As is the case when putting on any major event, there are going to be some setbacks, and this event was no exception. On the day before the meet was to start, the

person whom we had hired to assist us in getting us up to speed on the latest scoring program informed us that he was canceling on us. Scoring is an essential part of any points meet. Accurate and timely scoring is crucial to the strategy of the top competitors, which is why we had hired someone to assist us. When that fell through we had to come up with another solution. Our backup scorekeeper was G.W. Meadows, who has probably scored more meets in the U.S. than anyone else. However, unbeknownst to everyone else, we had better plans for him.

The solution was to be found in Tim Meaney, one of Quest Air’s students who came all the way from California to learn how to fly, and who returned to Quest to volunteer for the meet. Tim is one of those computer genius guys, and when we told him of our predicament he calmly said, “Let me have a look at what you’ve got.”

We showed him to the room that we had designated for scorekeeping, presented him with the computers and the scoring software, and he said something like, “I really don’t see a problem here.” Dave Glover (meet director) and I looked at each other as if to say, “This guy is kidding, right?”

Kidding, Tim was not. We left him alone, and when we came back to check on him a little later he had two computers hooked up running the scoring program, in addition to a backup system. Tim had even networked

a third computer so the competitors could check the scores in real-time as the pilots pinned in.

For the next several hours Tim conducted simulations to make sure that the scoring was working properly. He sent out five of our volunteers to drive around central Florida on simulated tasks, and then scored the tasks. By the end of the day Tim had uncovered several bugs in the scoring software and had worked out solutions, and he was ready to score the first real task. In retrospect, the scorekeeper who canceled did us a great service. Because of him we recruited Tim, and I don’t think anyone could have done a better job. Isn’t it great when things work out that way? Life is good.

While Tim was sorting out the scoring issue, tug Jedi Bill Moyes, Bobby Bailey and Rhett Radford were feverishly working to get all the tugs ready for the first day of competition. The night before the meet was to start, no fewer than five tugs were in pieces. By the next morning all but one was flying, and that one was up and flying the next day. Way to go guys!

While Tim was conducting his own private road rally competition and the tug boys were working like a NASCAR pit crew, Dave Glover conducted the first pilots’ meeting. Dave has a different approach to running a comp than most meet directors. His demeanor is casual, candid, unaffected and humorous. I don’t think I heard

Swift Light on course.

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25

Meet organizer Steve Kroop with Kari Castle

him say a single harsh word to anyone throughout the entire event. Dave became more and more at ease and humorous each day, and by the third day I think the pilots, instead of dreading the pilots’ meetings, actually were enjoying them. I know I did and I know most others did too. Tish The Flying Fish wrote this about Dave: “I just wanted to say that I think Dave is doing a fantastic job as meet director. I’ve never really been in a comp where the director didn’t treat us like simpletons, and it’s very refreshing. He also has a great manner with the mic that keeps us laughing whilst still dealing with serious topics. I have never been quite so impressed by a meet director before.”

Dave also took a new approach at the pilots’ meetings with respect to thanking all of the volunteers and staff. Instead of waiting until the awards ceremony and taking hours to thank the throng of individuals who helped, Dave thanked a portion of the group each day. This way the thank-you’s didn’t take so long at the awards ceremony and the volunteers got a little more recognition.

Dave and I selected the task committee a little differently than usual. We decided to keep the group smaller (three instead of five) and we gave the competitors the opportunity at the first pilots’ meeting to add to or change our selection. We chose Chris Arai for his sensibility and experience, 26

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Davis Straub for his go-for-it attitude and understanding of the weather, and Steve “Revo” Rewolinski because he’s big, and no one was going to give him or the task committee any grief. I believe this plan was a success, since the pilots did not alter the task committee recommendations and there was only occasional and minimal grumbling about the tasks.

THE LAUNCH In addition to calling good tasks, one of the other key ingredients for a successful competition is launching and staging to launch.

Launch must be safe, orderly and expedient.

Staging must be organized and fair. From our experience in previous years we knew that we should not have any trouble. We had the fastest launching of any aerotow competition last year, and we wanted to do at least as well this year.

Launching on the first day of competition was fast, the second day was faster, and by the third day we had gotten the launch sequence fast enough that we did not want to go any more quickly. On the third day we launched the entire field in 29 minutes, breaking last year’s record of 36 minutes. A launch sequence of approximately 29 minutes meant that there was, on average, an aircraft either taking off or landing every six seconds, making Quest Air, for half an hour each day during the contest, the busiest airport in the world. Life is good.

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The essential prerequisite for a good launch sequence is good setup or staging.

Staging must be well thought out and organized. The hardest part of staging is knowing where to stage, and knowing where to stage is directly dependent on the weather (wind direction) which we all know is as changeable as it gets. Consequently, we consulted the weather forecasts first, then Davis and then Mike Barber, and then we did the opposite. Actually, we did pay attention to Mike and Davis, and consequently we did not need to move the launch lines once.

In order to be fair, and give everyone the same opportunity to stage where they wanted, we did not allow pilots to bring out their gliders until we designated and set up the staging area. When the staging area was set up, we signaled that staging was open by ringing the dinner bell. The downside of this Le Mans-style start was that each day we had about half of the competitors pushing the limit of our crowd control staff ’s good nature as they inched their way closer to where they could see us setting up. When the bell rang it was a mad dash across the field.

SEVEN DAYS OF FLYING The 2002 Flytec Championship was the first Florida meet to have a full seven days of flying. It also included the largest collection of top-ranked pilots at a U.S. meet.

These to factors combined to make the 2002 Flytec Championship the most valid meet in U.S. history. The following is a capsule of each day’s competition. A detailed daily account of the competition can be found in Oz Report issues 85 through 91 at http://www.davisstraub.com/OZ/.

DAY ONE The weather prediction is for a blue day, strong lift and light wind, and the task committee calls an 83-mile triangle. The lift turns out to be moderate and clouds form.

Christian Ciech wins Class 5 in 3 hours and 14 minutes, and there is an exciting flexwing finish when Curt Warren ekes out Gerolf by inches to win Class 1 in 4 hours and 49 minutes. Forty-one pilots make goal.

DAY TWO The weather prediction is for a blue day, moderate lift and 10-mph wind out of the west. The task committee calls a 66-mile

out-and-return. Clouds form during the launch window but the sea breeze moves in during the latter part of the task. Christian Ciech wins the rigids for the second day in 2 hours and 31 minutes, and Robin Hamilton wins the flexies in 2 hours and 57 minutes. Fifteen flex wings, four rigids and both Swifts make goal.

DAY THREE The weather prediction is for weak lift and light north winds. With predictions of poor lift and corroboration from the wind dummies, the task committee opts for the secondary task of a short, straight task of 44 miles. Early in the task the lift is very light and tops out low, but the lift improves as does the ceiling. Christian Ciech wins the rigids for the third day in 1 hour and 6 minutes, only three minutes slower than Brian Porter and Manfred in the Swifts.

Oleg Bondarchuk wins Class 1, just six seconds faster than Paris, with a time of 1 hour and 9 minutes. Seventy-seven pilots make goal, many for the first time.

DAY FOUR The weather/task committee has a hard time predicting the lift so they call a 68-mile straight task. The wind is out of the east at about 14 mph, cloud base is around 5,000’, and the lift is moderate but very turbulent. You guessed it, Christian Ciech wins the rigids for the fourth day in 2 hours and 1 minute, and Robert Reisinger wins the flexies in 2 hours and 2 minutes.

Thirty-eight flex wings, 20 rigids and both Swifts make goal.

DAY SIX The weather prediction is for overdevelopment and a chance of thunderstorms. The task committee calls a straight task of 68 miles to the south to try to stay away from the overdevelopment. A rain cell develops near goal and suppresses lift on the course line, decking the lead gaggle. Johann Posch wins the rigids in 2 hours and 53 minutes, 27 minutes faster than the next-fastest rigid but almost a full hour slower than Manfred in the Swift. Glen Volk wins Class 1 in 3 hours and 7 minutes. Fourteen flex-wing and seven rigid pilots make goal, most of whom were not in the top 10 standings for either Class 1 or 5.

DAY SEVEN The forecast is for winds aloft out of the south-southeast at 15 mph, good lift, and cloud base to be around 5,300’. The task committee calls a 70-mile fish bowl course (four turn points centered around Quest) that will be challenging but keep everyone nearby for the awards ceremony. A fairly strong headwind scrapes off most of the field after the first turnpoint. Alex Ploner wins the rigids with a time of 3 hours and 5 minutes, and Christian takes second, 11 seconds behind Alex. Mike Barber wins the flexies in 3 hours and 11 minutes. Brian Porter and Manfred run through the course

in 2 hours and 46 minutes and 2 hours and 37 minutes in the Swifts. Twenty-three flex wings and 12 rigids make goal.

AWARDS CEREMONY Each day Dave got more and more humorous, and by the awards ceremony he was in rare form. Dave missed his calling in life; he should be doing standup comedy. The awards ceremony was a real hoot. Dave told anecdotes and humorous stories about Bill Moyes and several of the competitors. The winner and the runner-up in each class were announced and presented with their awards and more than $10,000 in cash and prizes, including an Aeros Myth harness from U.S. Aeros, a Matrix Harness from Moyes, and several paid entries to the World Record Encampment from Flytec USA. Awesome Bob, who incidentally gave up his place in the contest (lucky for Oleg) to help make sure that everything went well during the competition, played with his band, “The Vee Gees.” The six kegs of beer we had were gone by 11:00 PM and we had to get more.

After the awards, and just when everyone thought it was time to settle down for some wine and song, Dave got on the PA and asked everyone to move over to the left side of meet headquarters so they could see the movie screen that had been set up earlier. Dave said, “Trust me, you really want

Tug pilot Luis Neubauer in the Dragon Fly specially modified for hand only control.

DAY FIVE The forecast is for winds out of the south at 15 mph on the ground but more westerly aloft. The task committee calls two tasks and gives the pilots the opportunity to vote, the pilots are evenly split so the task committee goes with a 53-mile triangle. Surprise! Christian Ciech does not win today.

Alex Ploner wins the rigids with a time of 1 hour and 46 minutes (Christian takes second four minutes behind Alex). Oleg wins the flexies in 2 hours and 10 minutes, with Curt “eye of the tiger” Warren just 16 seconds behind. Manfred rips up the course in one hour and 22 minutes in the Swift. Half the field makes goal: 35 flex wings, 15 rigids and both Swifts.

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to see this!” The lights were turned out, the play button was pressed on the video projector, and on the screen was “2002 Flytec Championship — Life is Good.” Throughout the seven days of competition, G.W. had been discretely and sometimes not so discretely filming and taking pictures. Everyone assumed that he was playing with his new digital gadgets and had no idea what he was up to. Surprise! While the meet was going on, G.W. filmed, edited, added a soundtrack with music, and produced this film in time for all of us to watch it at the awards ceremony (and there was still one more surprise). We all watched the film in

awe. G.W. not only made the film within the time frame of the contest, he successfully captured the essence and spirit of the event. At the end, G.W. received a standing ovation and we drove him to tears.

The other surprise? We had a copy of the video to hand out to each of the competitors. Life is good.

THANK YOU It takes an incredible amount of work to put on an event like this, and it simply would not have been possible without the help of so many people. Although we try to remember to thank everyone, invariably

and regrettably we may leave someone out.

So, on behalf of Team Flytec and Quest Air I would like to sincerely thank (the warm and fuzzy kind) the competitors, sponsors, tow pilots, ground crew, scorekeepers, goal crew, drivers, task committee, meteorologist, photographers, chefs, cleanup crew, and those who provided tow planes other equipment, as well as the beautiful site known as Quest Air. You all know who you are, and we could not have done it without you. It was an honor to work with each one of you, and I look forward to seeing you next year at the 2003 Flytec Championship, and hopefully at the 2005 Worlds.

Partial Cumulative Results (Full results can be found at www.flytec.com)

Place 1 2 3 4 5 6 7 8

Pilot BONDARCHUK, Oleg WILLIAMS, Paris VOLK, Glen, HAMILTON, Robin WARREN, Curt HAZLETT, Brett WIRDNAM, Gary WOLF, André

Class 1 Glider Aeros Combat 2 Icaro MR700WRE Moyes Litespeed Icaro MR700WRE Moyes Litespeed Moyes Litespeed Aeros Combat 2 Moyes Litespeed

Place 1 2 3 4 5 6 7 8

Pilot CIECH, Christian POSCH, Johann PLONER, Alex STRAUB, Davis GLEASON, Ron BIESEL, Heiner BARMAKIAN, Bruce CAMPANELLA, Mario

Glider Icaro Stratos AIR Atos AIR Atos C AIR Atos C AIR Atos AIR Atos AIR Atos FD GhostBuster

Place 1 2

Pilot RUHMER, Manfred PORTER, Brian

Glider Brightstar Swift Brightstar Swift

Nation UKR USA USA GBR USA CAN GBR BRA

Total 5841 5644 5584 5515 5440 5437 5434 5389

Nation ITA AUT ITA USA USA USA USA BRA

Total 5813 5367 5290 5020 5014 4735 4719 4716

Nation AUT USA

Total 6355 5115

Class 5

Class 2

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August 2002

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August 2002

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The Magic Wing © 2002 by Alden Moffat, President, Rogue Valley Hang Glider Association

The author flying at Woodrat Mountain near Ruch, Oregon. Photo by Ferhad H. Erdogan.

I had intended at first to swim in the oceans off Hawaii. I am a fish when properly immersed, but the Pacific here is cold and murky, so I looked to an ocean of another kind.

As I watched the hang gliders from my kitchen window across the lake, I knew that this was also to be my destiny, so I bought a glider with some of the proceeds from a business deal that would never happen again, and I set it up at a training hill.

Those first rides were low skims across the ground with long landings on the 12-inch wheels, with shoes and belly dragging and adrenaline pumping. My wife was there holding the video camera. She observed, “I think you need some instruction before you kill yourself!” I spent a lot of time and money repairing the glider, and that led me to meet Mike Stevenson, who came highly recommended by my doctor, Philip Stonebrook, a great Oregon pilot.

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Even with patient Mr. Stevenson instructing me, I was often discouraged by fear of heights, broken glider parts, winds that were too strong or not strong enough, and days that were too hot or too cold. I didn’t have an instinct for three-dimensional space either, so I’d land too close, too far, downwind, crosswind, in a tree — not very birdlike. I made 50 flights carrying the glider to a dry hilltop, followed by a long wait for that perfect uphill breeze, and finally a 10-second flight and usually a mediocre landing. Then there were another 50 flights from the petrifying heights of Hornbrook Hill. I remember saying to Mike, as we looked at that hill for the first time, “This will be the most amazing thing I’ve ever done.” Mike looked at me as if to say, “Boy, you ain’t seen nothing yet.” With an ulcerated knot eating a hole in my stomach I set up the glider against a backdrop of the dizzying heights of that •

August 2002

320-foot hill. There I spent half a year of scattered days.

Then Mike said I was ready for the ultimate, a mountain launch. When I started all of this, as my goal in life I set my sights on eventually gliding fearlessly, 20 feet off the ground at a bunny hill. How on earth did anyone ever convince me that I had to become a real live pilot and fly over the treacherous abyss off Woodrat Mountain? But I did have my own glider, and I did pay for lessons, so I had to do it.

My whole body seemed a bit knotted up that day. The ulcer in my stomach had spread out and become one with every cell.

I heard my dead ancestors turn in their graves. Perspiration squirted out of my face.

My hands were so tight on the downtubes I nearly crushed them, and in the background, where I could barely hear him, although he was right alongside me at launch, Mike Stevenson said, “Relax, light

touch. If you start running, run like hell and don’t stop running until your feet are 10 feet off the ground.”

I ran, and quickly the ground fell away.

My teeth ground together but I tried to keep that light touch. By the time I was over the landing area I was exhausted and could barely decide what to do. I made a right turn, then a left one, then pulled in a little. The pond got awfully intimidating, and so did the power lines. And the trees got bigger. I put myself right between the trees and the pond and then slowed down so my final turn didn’t work. The tree got too close and there was no way to avoid it.

So, I decided, I might as well hit it square.

The glider stuck in the oak branches 15 feet off the ground and didn’t fall back. And there I dangled, kicking around helplessly, uninjured but pathetic, while a small crowd gathered.

Tim Tworog had been flying hang gliders for many years. I had one summer of high flight behind me. Tim called me early on a Sunday in September to see if I wanted to fly. The wind was just right for flying at several sites, but because it was more west than north that day we chose to pioneer a site that I had located the year before. We set out for the pastures where we would probably land along Emigrant Creek. Most of the valley was dry except for the few hundred acres where it was irrigated. The grass had been eaten down by cows but there weren’t many cows left to be seen. At a rustic house in mid-valley we located Rocky, who has been leasing the land for many years. We introduced ourselves and told him our plan. He said, “A hang glider pilot crashed here about 10 years ago. Said he flew here from Gold Hill, then crashed over there.” He pointed to a side valley. “He came to this house a little shaken up, to use the phone. Sure, you can land here. I have an open mind to that sort of thing. Just keep it clean and let me know when you’ll be here.”

Tim handed him a paper with our names and addresses on it. I said, “If it turns out good, other pilots may want to fly here. Otherwise, this may be the last anybody flies this area.” “I’ll let you know if it’s getting out of hand,” said Rocky. “If a bunch of people start landing on this property, we’ll probably have to tell the landowner. He doesn’t live around here.”

It was a sunny day and a light wind

was blowing up the valley from Emigrant Lake, a mile northwest. Tim set up a big flag on an old cedar post in the most desirable landing area, then we drove to several other places that were suitable for landing. The closest two LZ’s to the launch area were pitted by cow hoofs when the fields were muddy in the spring and had dried very rough, but they were big fields and could be used if we needed them. The wind seemed pretty steady from the northwest throughout the valley.

We drove up the Greensprings highway, stopping for a moment to contemplate a tiny field at a sharp bend in the highway, which would be our landing area of last resort if we failed to keep enough altitude to clear a Bonneville power line corridor which spanned across every possible flight path we might take. We could land there facing the hill, away from the wind, a situation that would surely do some damage to our gliders. We drove further up the highway, looking over some lava rocks that might generate thermals on the south slope of Tyler Creek, and we admired the view of Pilot Rock and the Siskiyous. We turned onto the dirt road at the summit for a little ways, then crept down the four-wheel-drive road that leads

the last half mile to a large west-facing meadow on Greensprings Mountain that would be our launch.

It took a few minutes to carry the equipment the last 200 yards to our setup area on a grassy hillside with an expansive view of the entire Rogue Valley. While we put together the gliders alongside some beautiful old trees, we listened carefully to the wind in the treetops. Thermals were coming up the hill but they were weak, and the prevailing wind was from the northwest at five to ten miles an hour. We needed a west wind to launch. It was about two o’clock. Tim looked at his altimeter: 4,760 feet. The landing pastures were at about 2,400 feet, and it was a little over two miles to the first good landing area.

As both gliders were assembled, the thermals had picked up a bit and were now about 40 seconds long with an equal time in between. But the prevailing wind was also getting stronger and our wind sock, which we had set up on the hillside, rarely came straight up the hill. We sat in the meadow for what seemed like a long time, talking about the route we would take, contemplating the stretch to our green pasture far below in the valley. We talked about the power lines and where best to

The author launching at Woodrat Mountain near Ruch, Oregon. Photo by Ferhad H. Erdogan.

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The author at an RVHGA Christmas party in 2001 at his house. He’s near the midle of the photo getting gray, but having fun in the process. Photo by Don Fitch.

cross them, because we could see the huge metal towers that supported the wires, but many of the lines were invisible to us. We would surely try to cross them near a tower.

Then we talked about how the wind must surely be wrapping in around Buck Point to the northwest of our flight path, and how this might affect the air we would fly through.

Tim stood up. “I’m not committed till my feet are off the ground,” he said. But then he put on his flight suit, hooked himself to the glider, and turned his wing around to face the wind. A few minutes went by with the wind twitching and lurching, and he stood there with his wing on his shoulders, feeling for some clue that would help him make a decision about whether to fly. Finally, he said in a low voice, “Maybe it never gets any better than this.” But then all the flags faced uphill and Tim charged forward to meet whatever lay ahead.

During the first hundred feet of the flight he was skimming across the ground, then he gradually gained altitude. His glider was bounced up and floated out over the gully. For a while his wing was rocked back and forth, jolted downward, then lifted back up again. The flight went on like this for several minutes until he had crossed the gully.

I still hadn’t put on my flight gear, and I watched Tim’s flight, seriously considering 34

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putting my glider back in its bag and carrying it safely home on top of the truck.

But then, as Tim approached a ridge on the south side of the gully, his flight became smooth and he began to rise steadily. He circled several times in a wide thermal and climbed quickly. He later told me that the air was rising at 600 feet per minute. Tim easily cleared the power lines at their highest point along the ridge and then he floated out into the open skies over the valley.

I harnessed up excitedly, all thought of driving home abandoned. I put on my helmet and locked my carabiner into the glider. I looked over the glider again and again, and could see nothing unusual. I tested my straps, then whipped the glider around to face the valley and the wind.

I noticed I was biting my lip and my hands were clammy. The downtubes slipped in my hands as I knelt under the glider, waiting for the right wind. Tim was circling over the wide, green field now, where he had left a flag. It was almost half an hour since he had left the hillside where I waited and waited. “Come on baby. Give me something I can work with,” I said to the wind. The wind said nothing much. Finally, the grass on the hillside bent over below me and I could see my thermal coming. I took a deep breath. Wind spread across the launch area. I picked up the glider and waited for it to balance on my shoulders.

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August 2002

Then I ran forward like my life depended on it, and it probably did.

I tried to relax my clammy hands on the control bar. I had a sense of being an explorer, and relaxation didn’t seem to be a part of the experience, but I tried to relax anyway and to tell myself that this was old hat, that I had been here before, although I had no idea if I was going to be alive in five minutes or what monstrous eddies lay ahead.

The bumps came. I was surprised that they weren’t more turbulent, considering what Tim had apparently gone through. A quarter mile out and over a rocky area that I couldn’t see from launch, a thermal picked me up. I didn’t turn to stay in it, although maybe I should have. I wondered about the consequences of falling out of it if it was small, so I kept going straight toward the south ridge where I had seen Tim circling.

The ground was far below me as I entered the turbulence in a rotor off Buck Point.

My glider was thrashed back and forth and I was falling, then I was tossed back up. I glided gently down toward the tree-covered hillside, constantly losing the altitude I would need to cross those horrible power lines. Why did they have to be there? I was practically even with the power lines when I arrived at the south ridge. Somehow I knew I would avoid the wires, but to do so it was looking more and more likely that I would have to land in that tiny field at the bend in the road. It really did look tiny.

But some luck came my way. Alongside the hill the winds compressed and I left the shadow of Buck Point. Up I went, above the ridge. I climbed smoothly in a straight line down the center of the ridge and was a quarter of a mile away from the power lines and 200 feet above them, when thermal or convergence lift kicked me up another few hundred feet. “I’m going to make it,” I said aloud. It was quiet so I heard myself talk.

But my hands were still clammy, even worse now, and I could feel nervous sweat dripping down my face. I assessed the wires and the tiny landing bailout again and again. A headwind made forward progress slow, and I kept drifting south to the back of the ridge top. I would correct the problem, then I would drift again. I struggled to stay just northwest of the ridge where it seemed like the lift was best. I was gaining altitude quickly and the power lines looked pretty narrow now, no wider than

my fist on the control bar looked. I looked at my clenched fist, then concentrated on relaxing it, with some effort. Was I high enough or were my eyes playing tricks? I tried to ignore the wires as I floated oh so slowly over them. I still wonder if I was safely high enough.

I began to lose altitude. A knob on the ridge was approaching and a side ridge was slicing the wind that gave me lift. If I could clear the knob straight ahead I’d float out over the main valley with a thousand feet to play with to get me to the landing area. If I had to swing around the top of the knob to the north I’d lose that margin of comfort. I pulled in the control bar a bit to speed the glider up through this sink hole, and I went over the top with 200 feet below me over the ground. The ground fell away quickly from that point and I found myself following the Greensprings highway several hundred feet above the cars that were driving on it. I thought about how dangerous that road was, how many accidents have occurred there, how many cars have lost their brakes going down that treacherous hill. There were a few thermal kicks off the highway and I flew straight through them.

For a few minutes I could relax as the ground became distant.

Tim had landed and was standing next to his glider. A car had pulled up next to him, someone who had watched the flight.

I passed the southern-most landing area with plenty of altitude, so I headed toward the field where Tim was taking apart his glider. I wanted to land in that green pasture. But more likely, I would have to land a bit farther south as I was sinking quickly in the cool air above Emigrant Creek. After a few turns and quite soon, I landed on a dry flat near the road.

Tim later said that when he touched down he swore that he’d never fly Greensprings Mountain again. I walked up the road to meet him. When he saw me coming he changed his mind about that resolution. If Aldo Nova can do it, anyone can. It really wasn’t that bad. We just had to find the way, like rock climbers have to find the crack in the rock that leads to the top.

There were a bunch more routes to try and endless conditions. Eventually we did fly there again, but that’s another story.

I’m more relaxed in the air than I used to be, and I wonder if I’m not letting my guard down too much. While I drive up to launch now, I wonder where the butterflies in my stomach have gone. I thought the fear was a healthy reaction that would keep

Alden Moffatt flying over Lost Creek. Photo by Russ Camp.

August 2002

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35

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Hang Gliding

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August 2002

me from making a mistake. When I set up the glider I go through automatic motions now, but I slap myself now and then, and force a look at every joint, every wire. Then standing on the mountainside with my little airplane overhead, I do look again at the angles, the Dacron; it’s what I’ve been told to do, although it seems as unnecessary now as a vulture inspecting its feathers before flight. A jet pilot must eventually trust the engineering and materials of his plane, so mine must be a normal reaction, trusting but wary.

I wait for the wind to howl up along the mountainside, then I step into its flow.

The elevator ride in a hot July thermal is familiar now. Hundreds of feet above launch I turn to follow the ridge like I have many times, past the microwave tower and on toward the highest point of Woodrat Mountain. The glide is silent, or almost so.

The wind in my face tells me that I’m moving forward fast enough to keep the wing from stalling. That’s the only noise, so I can sing to myself, and the music in my head is clear.

The glider is an instrument, finely tuned, played delicately. Small adjustments keep my course precise and the wings level, not unnecessarily dumping the precious upwind. Or it is a sailboat, the bow cutting smoothly through the chop.

Huge trees a few hundred feet below me are tossing in the wind. I turn my glider toward an invisible thermal that is the cause of the disturbance, then slightly south to accommodate the prevailing wind. My wing wires tighten and the wing flexes, so I turn to ride the thermal up, all the time singing to myself. The ground pulls away further like a camera zooming out, and as a thousand feet opens between me and the mountaintop, I gulp and quit singing. And there I hover.

Tim and Dave are flying higher however, in a thermal over the ridge that goes north-south. I can’t find a way up to their elevation, although I circle, then explore until I drop into the sharp downdraft at the edge of my thermal, then bust back into the wall of up air and zoom back to my platform at a mile above sea level. The edge of the thermal is frightening, but I leave and then repenetrate it again and again, sometimes being tilted sideways or kicking the sail with my feet during the sudden jolts. Tim and Dave are

way above my altitude. I finally give up on the knuckle-biting mountaintop thermal and head for the ridge thermal. The air for a minute is calm and not unpredictable. Then I stick the glider’s nose into an invisible elevator. It’s “elevator going down,” and I know the big one is coming. The control bar is yanked forward, almost out of my hands, and I pull it back toward me. I’m inside. This is Waimea Bay surf but you can’t see it, all you can do is speculate about where the waves are, and the churning, seething mass in front of them.

The elevator takes me to the tower. My altimeter now reads 6,900 feet. Tim flies around me, then behind me, then his glider passes beneath mine, clearing by only 30 feet. “Hi!” then he is gone. I look at my parachute handle and listen to the wing relax and stretch. Dave is up the canyon in yet another thermal and a bit higher. The canyons are starkly defined from here, pinwheeling from the highest hills out to the river valleys. The Applegate meanders from the Red Buttes to Grants Pass. Shasta and Mount McLaughlin poke into the sky. It is cold up here, even on a hot summer day.

The wind is crisp and a little ice is forming on the control bar. I head out toward the Applegate River, gliding away from the

thermal area into smooth air.

There are some people at the hang glider launch directly below. They are almost invisible in the distance. “You’re nothing but a bunch of specks!” I yell. But no one can hear me. A white glider is taking off from the main launch thousands of feet below, and it looks like a butterfly gently wafting in the wind, meandering back and forth near the treetops. Once upon a time, when I only longed to fly and watched other pilots step into the atmosphere with envy, I never dreamed that the journey from then to now would actually happen.

The path from there to this mile-high magic ride across an unimaginable wilderness was long and filled with anxiety. Now, danger lurks everywhere, in the seething, boiling atmosphere where there are violent downdrafts to tumble into, and elevator rides that make riding the most powerful roller coasters seem like candy store shopping. I don’t worry about it all that much anymore. I cruise silently and alone out over the ribbon of river glistening in the setting sun, comfortable, relaxed and confident, although the flight has been long and I’m getting tired. It can take a long time to descend.

The author flying at Woodrat Mountain near Ruch, Oregon. Photo by Ferhad H. Erdogan.

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37

–Continued from page 23

round of questions have generally developed a feeling for the person who is fielding their questions. Pears come up with some very interesting blends of awe, suspicion, envy, pity and parental concern as their questions begin to reflect a primal and empathetic bonding with the being in front of them who flies like a bird and talks too.

Pears want to understand you and help you realize that hang gliding actually is as dangerous as it appears to be to them. Of course, part of them wants to be just like you.

Q: Don’t your arms get tired?

JW: No, not really. You see, I don’t support my weight with my arms. I lie face down in a hammock kind of thing we call a harness.

It’s attached to the top of the glider at a carefully planned point called the center of gravity. So my body swings like a pendulum inside the control triangle which I grasp with my hands so that I can have leverage to shift my weight around.

design and fabrication of hang gliders has become a sophisticated and fairly complex process requiring knowledge, skill and equipment that is unavailable to a vast majority of consumers.

DV: Sure you can get kits. Just be sure to get the “snap-together” kind rather than the “glue-together” kind. The glue will fry yer brains, if you let it.

ground school-type material, i.e., what you saw was a pilot flying in ridge lift which is caused by blah blah blah.)

Q: Can you control those things?

DV: Man, we jump off anything we can set up on without gettin’ shot at. Most of us carry guns so we can shoot back. Ain’t no landowner gonna keep me from flyin’. Say, you live near a hill? Can I land on yer house?

Q: How safe is hang gliding— really?

GENERALLY SPEAKING Having exhausted their questions about whatever happens to be in their immediate field of vision, pears typically proceed to general, non-personal questions about the sport and the local terrain where the sport is practiced.

Q: Where do they jump from around here?

JW: (Gives brief description of local flying sites, taking care to use the phrase “fly from” as opposed to “jump off of.’’ Elicits description of what sorts of flying the person has seen, then explains it with 38

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DV: Yeah, but I just kind of tough it out. I figure you only go around once, so I’m willing to hang on for dear life and hope that my arms don’t get so tired that I’m forced to let go and plunge to my death So far, so good, if you catch my drift.

JW: (Shows pear unit Dennis Pagen’s article “The Safest Way To Fly?” and John Heiney’s “Hang Gliding — A Natural High.”

DV: Look, Bud. You want safe you go bowlin’. You want kicks and thrills you go hang glidin’. It’s that simple. Now either sign up or get outta here; yer makin’ the rest of these suckers jumpy.

HOW ABOUT YOU? Pears who stick around to emit the next •

August 2002

JW: I sure wouldn’t have much fun flying hang gliders if I couldn’t control them.

Actually, I control the glider by shifting my weight around. Since my weight is suspended from the glider’s CG, any motion I make will cause the glider to go in the direction of my body weight. If I want to go left, I shift my weight to the left. If I want to go faster, I shift my weight forward, and so on. Actually, hang gliders are so controllable that a properly trained pilot flying in reasonable conditions can land on or within a few feet of a bull’s-eye with regularity.

DV: We’re not sure, but we think so.

PU: You “think” so!?

DV: Well, we mostly all land within a quarter mile of where we think we want to.

PU: Quarter mile!?

DV: (Thinking out loud.) I suppose the wind could be just blowin’ us pretty close to where we’d kinda like to be.

PU: The wind!?

DV: Nah! I’m just kiddin’. The truth is, it all depends on your zoological sign. There are three zoological signs that seem to have more control over their gliders than the rest of us.

PU: (Slyly.) You mean zodiacal.

DV: Whatever. (Extremely long pause.)

PU: (Exasperated.) Well!?

DV: Well, what?

PU: (Loudly.) What three signs have control over their gliders? What sign are you?

PU: (Fumbles for ID, finds it, then shrieks.) ARIES! ARIES!

run. As your skill level progresses you can avoid being unduly scared by using good judgment and never allowing yourself to get into situations that leave you an insufficient margin for error.

DV: You know, I’m pretty sure that’s one of them.

DV: (Grinning insanely.) You damn betcha, boy howdy!

DV: Don’t worry about me bubba, what sign are you?

PU: (Whimpering.) Pretty sure!? (Passes out.)

Q: Is it scary?

JW: Not if you learn properly and gradually in accordance with a proven USHGAcertified instructional program. Better schools structure your learning experience so that there is never a time when you feel ill-equipped to handle the task at hand. For example, most schools have you run with the glider on flat ground for a while. This practice teaches you how to do a takeoff run without taking off, and also enables you to learn how to stop the glider by doing a landing flare at the end of your “takeoff ”

August 2002

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HOW ABOUT ME? The more venturesome of the pear units, having gotten this far, will invariably take the next step and make a couple of brazen inquiries as to the particulars of the training program at hand. It is at this point that a Jedi hang glider pilot can look into the eyes of the pear and actually “see” (à la Carlos Castaneda) the pear’s image of himself learning to fly a hang glider.

Q: What does it take to learn to fly one of these things? (Or, the sometimes corollary: Do you think I have what it takes to learn to fly one of these?)

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39

JW: It takes motivation more than anything else. You don’t have to be particularly brave if you’re involved with a competent instructor. If you are in reasonably good health and can run in an average manner, you can learn to fly a hang glider — if you want to. We have some instructional programs for those who are sure they want to fly and others for those who just want to see what it’s like. (Describes particulars of the training program in question, including opportunities to observe more flying, driving, watching a class at the training hill, etc.)

DV: Son, if you wanna fly these here divergibles you gotta have a whole lot of two things.

PU: Yeah, what’s that?

DV: Money and guts.

PU: Money and “GUTS”!?

DV: That’s right, chump. Give me some money and we’ll go out right now to see how many guts you got.

just fine.

DV: The trick is you gotta keep your mouth wide open at all times and fly real fast as much as possible so that your mouth works like a big old ramjet scoop (see Figure 2). That’s why big-mouth guys always seem to fly higher than little-mouth guys. They got better air scoops. The other thing is, you gotta watch how long you fly around real slow in them thermals. The slower you fly, the less “ram” you get in your air scoop. Again, big-mouth guys always seem to do better in thermals.

Most of the time we’re all havin’ too much fun to pay much attention to how high or how slow we’re flying, so we try to supplement our ramjet air intake by making loud sucking noises in hopes we’ll suck in some stray chunks of oxygen.

Did I already mention the fact that the “organic oxygen starvation, brain death syndrome” that most of us experience after a half-hour flight is mostly reversible?

Q: What about downdrafts, air pockets and wind shears?

Q: How do you guys breathe up there?

JW: We’ve all heard about jets and other aircraft having problems with such phenomena, so there’s no doubt that parcels of radically turbulent air do exist in nature.

Radical turbulence, however, is generally associated with very strong meteorological conditions that no sane hang glider pilot would even set up in. Winds over 25 mph and overdeveloped cloud formations are very visible, easily identified warning signs to hang glider pilots. The point is that hang glider pilots who exercise a reasonable amount of caution, pay attention to the obvious signs around them, and refuse to fly in clearly questionable conditions will never have problems with turbulence of the kind you’re asking about.

JW: We breathe normally. Insofar as the sensation of wind is concerned, flying a hang glider is much like standing on the ground facing into a 25-mph headwind.

You feel it on your face and in your hair, but you breathe like you always do. The only exception is that hang glider pilots who fly at very high altitudes sometimes carry oxygen in order to avoid hypoxia. A vast majority of all hang glider flights occur at altitudes where normal breathing works

DV: We don’t never worry about them downdrafts or air pockets becuz we know the two are related. Ya see, when an air pocket falls out of the sky it causes a downdraft right under the place it fell out of. It don’t matter if we get caught up in the downdraft because once the air pocket hits the ground it becomes a landing cushion so we just land right there, get out from under our gliders, and thank our lucky stars that the wind blowed us over to a safe “air

PU: I haven’t got the money right now.

DV: Broke and gutless, huh? I guess you’re just not cut out to be a diver pilot, Mack.

WHEN THE WIND STOPS Pears always save their wonderings about downdrafts, air pockets and wind stoppages until the very end when they know that the panting Jedi is in a weakened condition.

Invariably they beat feet after hearing, but not believing, the Jedi’s responses to their questions about the air.

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pocket / downdraft / landing cushion zone.” We do fret some about wing shears though, cuz not one of us knows a thing about ‘em.

Q: What do you do when the wind stops?

JW: The wind stopping doesn’t cause us any problems. You see, hang gliders aren’t dependent on the wind for power. Gravity is what allows hang gliders to fly. The force of gravity causes the glider to move downward through whatever air mass the glider is in, and it is this downward motion through the air that enables the glider to fly.

You’ve probably seen hang gliders in the air that are climbing away from the ground. All that means is that the air mass the glider is in is moving away from the ground faster than the glider is moving downward through the air mass. Consequently, the glider is going upward in relation to the ground at the same time it is going downward in relation to the air mass.

Since wind flowing up and over a mountain is one of the things that means the air mass is moving away from the ground, once the wind stops, the glider simply flies downward through the stationary air mass until it lands safely on the ground.

DV: There ain’t but one thing you can do when the wind stops.

PU: Yeah, what’s that?

DV: Plummet, man, plummet.

THA’S ALL, FOLKS That’s all the drivel I got up my sleeve for this article. Hope you know this is all in

Gallery Artist - Scot Trueblood

Curt Graham supervising students on the beautiful Lincoln hill, 1981.

I

made my first hang glider flight in 1978 at the age of 21, but the desire to fly was spawned much earlier. Having been absolutely captivated by those early articles in Popular Mechanics in 1973, while a sophomore in high school, I decided to build my own glider. Picking from the many plans and kits available at the time, I selected a set of plans for a Free Flight 16-foot Standard Rogallo. I went to the Reynolds Aluminum warehouse in Fort Worth, Texas, and with hard-earned money from a part-time job, bought the specified lengths of 6061-T6 aluminum tubing and went to work in the garage. My parents watched in horror as I hacksawed, drilled, filed, swaged and riveted the airframe together. I had conned my mom into sewing the sail, as she was an excellent seamstress, but lack of funds and the discovery of girls probably saved my life, since the project stalled for a few years.

Time passed and I was living in New Mexico when hang gliding burst into my life in the form of Riker Davis and his student Curt Graham. Riker had been flying since about 1974 and was an instructor and dealer for Sky Sports gliders. We all considered him to be a sky god. Curt had a glider already, an ASG-20, but I had none, and we soon hit upon a brilliant plan. Curt had a Manta 17foot Standard which had fallen off the top of a car on the Los Angeles freeway and been run over several times, flattening out most of the tubing but leaving the hardware and sail intact. I just happened to have a pristine airframe for a 16-foot Standard. Bingo!

What resulted was actually kind of a sub-Standard with about an 80-degree nose angle. We referred to this as the “arrowhead configuration,” and proudly christened the contraption “The August 2002

Duck.” The amazing thing was that it actually flew, and I made quite a number of death-defying flights on the very large and beautiful training hills near White Oaks, New Mexico.

I was addicted, but it wasn’t long before I realized that this glider, although my pride and joy, was woefully inadequate for the inevitable graduation to flying Dry Canyon. I somehow conned Riker into selling me his Kestrel with a tote-the-note arrangement.

My hang gliding career was off and running. I destroyed the Kestrel on launch at Sandia Peak (yikes), then got Riker’s old Sirocco II, then through the years a Comet 1, Mystic, Magic, Foil, K2, and presently a Litespeed, although I have flown many times this number of other gliders.

However, it’s not about the gliders, it’s about the adventure, the friends, the camaraderie, the human experience.

It has been a long and winding road from that first day on a sand dune at White Sands National Monument to the present. It has been filled with unbridled joy and exhilaration, alternating with pain, frustration and sadness. Nevertheless, hang gliding is one thing that has truly made my life worth living. It has taken me to places I might not have visited otherwise, and I can now say that I have truly seen the power and the glory. Flying prone, in a bird-like or superman position, enables us to live one of man’s oldest dreams: to fly like the birds.

I would like to dedicate this photo gallery to the memory of my good buddy Bill Cox, who lost his life while hang gliding on June 16, 2001.

– Scot Trueblood •

Hang Gliding

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41

Riker Davis shows off a souvenir of some severe turbulence, 1983.

42

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Hang Gliding

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August 2002

Continued on page 47

MARKETPLACE HANG GLIDING ADVISORY Used hang gliders should always be disassembled before flying for the first time and inspected carefully for fatigued, bent or dented downtubes, ruined bushings, bent bolts (especially the heart bolt), reused Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with non-circular holes, and on flex wings, sails badly torn or torn loose from their anchor points front and back on the keel and leading edges. If in doubt, many hang gliding businesses will be happy to give an objective opinion on the condition of equipment you bring them to inspect.

BUYERS SHOULD SELECT EQUIPMENT THAT IS APPROPRIATE FOR THEIR SKILL LEVEL OR RATING. NEW PILOTS SHOULD SEEK PROFESSIONAL INSTRUCTION FROM A USHGA CERTIFIED INSTRUCTOR. ––––––––––––––––––––––––––––––––––––––––––––– FLEX WINGS ––––––––––––––––––––––––––––––––––––––––––––– AIRBORNE CLIMAX 13 — One nearly new $4,995; One demo, looks new $4,595. 1-800-688-5637, fly@hanglide.com ––––––––––––––––––––––––––––––––––––––––––––– ALTAIR SATURNS 147, 167 — Rental gliders at flight park, low hours, clean, priced to sell. (262) 473-8800, info@hanggliding.com ––––––––––––––––––––––––––––––––––––––––––––– AV8 - ICARO — The MRX700 World Record Editions are in stock.We also import the new STRATOS RIGID. (760) 721-0701, indasky@yahoo.com and www.icaro2000.com ––––––––––––––––––––––––––––––––––––––––––––– EAGLES 145, 164, 180 — Rental gliders at flight park, low hours, clean, priced to sell. (262) 473-8800, info@hanggliding.com ––––––––––––––––––––––––––––––––––––––––––––– EVEN-UP TRADES — Looking to move up from your Beginner or Novice glider, but can’t put up cash?

(262) 473-8800, info@hanggliding.com ––––––––––––––––––––––––––––––––––––––––––––– FALCONS — 140, 170, 195, 225 new and used.

WALLABY RANCH (863) 424-0070.

––––––––––––––––––––––––––––––––––––––––––––– FALCONS CLEARANCE SALE — School use, one season.

All sizes $1,250-$2,500. (262) 473-8800, info@hanggliding.com ––––––––––––––––––––––––––––––––––––––––––––– FREE PVC GLIDER STORAGE/TRANSPORT TUBE — With the purchase of any new glider. (517) 223-8683, Cloud9SA@aol.com. Largest selection of new and used gliders in Michigan.

––––––––––––––––––––––––––––––––––––––––––––– FUSION 150 — Low hours, meticulously maintained, excellent condition, one of the last ones built $2,100 or trade for? (262) 473-8800, info@hanggliding.com ––––––––––––––––––––––––––––––––––––––––––––– K2 155 — Excellent condition $1,000. New York area (718) 430-3456, hsosa@aecom.yu.edu ––––––––––––––––––––––––––––––––––––––––––––– KLASSIC 144 — By Airwave, excellent condition, great climber, green/blue $850. (541) 504-5416 ––––––––––––––––––––––––––––––––––––––––––––– LAMINAR MRX 2001 — Mylar 14, simply beautiful, white/ flouro red/magenta. E-mail for pics, 1 year old, babied.

Faired basetube, carbon ribs $4,000/best. Scott (310) 5591231, cloudbase@attbi.com ––––––––––––––––––––––––––––––––––––––––––––– MARK IV 17 — White w/red undersurface $900. High Energy Tracer harness, red w/white trim & parachute $350.

E-mail for pictures, ajtran@mchsi.com, (828) 693-5028 ––––––––––––––––––––––––––––––––––––––––––––– MOYES CSX4, SX4, SX5, MAX — Great condition, very

low hours, clean, each priced at under $2,000. Moyes Xtralite 147 — All white $1,100 or trade for? (262) 4738800, info@hanggliding.com ––––––––––––––––––––––––––––––––––––––––––––– MOYES XTRALITE 147 — Good condition, Mylar LE and sail, extra downtubes & battens $1,000. (970) 728-4991, (970) 728-7084, dwright@telluridecolorado.net ––––––––––––––––––––––––––––––––––––––––––––– SPECTRUM 165 — The Wills Wing novice model before the Eagle. Two available, low hours, clean, priced to sell or trade for? (262) 473-8800, info@hanggliding.com ––––––––––––––––––––––––––––––––––––––––––––– SPORT AT 150 — Excellent condition, excellent colors, green/lime green/blue , 93 hours, great noviceintermediate glider $1,050. (905) 476-1260 ––––––––––––––––––––––––––––––––––––––––––––– SPORTSTER 148 — Brand new, white and red, priced to sell or trade for? (262) 473-8800, info@hanggliding.com ––––––––––––––––––––––––––––––––––––––––––––– TALON 140 — Virtually new condition, no more than 2 hours, all white , $4200. (253) 826-1112 or tontar@mindspring.com ––––––––––––––––––––––––––––––––––––––––––––– TALONS — 150 all mylar w/slipstream control frame; 140 w/dacron sail & folding basetube. Both new, not demos! Special pricing, immediate delivery.

1-800-688-5637, fly@hanglide.com ––––––––––––––––––––––––––––––––––––––––––––– TARGET 180 — Near new, rental glider at flight park, clean, priced to sell. (262) 473-8800, info@hanggliding.com ––––––––––––––––––––––––––––––––––––––––––––– TR3 TOPLESS — Great condition, ˜30 hours, black LE. Must sell $1,000. (307) 587-6353 ––––––––––––––––––––––––––––––––––––––––––––– ULTRASPORT 135, 147, 166 — Rental gliders at flight park, low hours, clean, priced to sell. (262) 473-8800, info@hanggliding.com ––––––––––––––––––––––––––––––––––––––––––––– ULTRASPORT 135 — Flown 3 times, folding controlbar, $2,300. (714) 608-3451 ––––––––––––––––––––––––––––––––––––––––––––– VISION 17 — 2 hours, perfect $450. (310) 600-1174, barsperkins@labridge.com ––––––––––––––––––––––––––––––––––––––––––––– WW SPECTRUM 165 — Very good condition, white w/ blue undersurface, asking $1,200 includes shipping. (281) 376-2682, sgubser@houston.rr.com ––––––––––––––––––––––––––––––––––––––––––––– WW SPORT AT 167 — Very good condition, green/white/ blue, ripstop trailing edge, flies great $850.

Joe (847) 895-5858 Illinois.

––––––––––––––––––––––––––––––––––––––––––––– WILLS WING ULTRASPORT 147 — All new wires, folding basetube, cross country bag $1,250. (805) 569-3793, ramey@rrsd.com ––––––––––––––––––––––––––––––––––––––––––––– WWXC 142 — Like new, winglets, $2,300. mywebpages.comcast.net/4gs/XC.htm ––––––––––––––––––––––––––––––––––––––––––––– WWXC 155 — Like new, CG 1000, emergency parachute, extras. $2,000 takes all. (208) 232-0669 ––––––––––––––––––––––––––––––––––––––––––––– PARAGLIDERS ––––––––––––––––––––––––––––––––––––––––––––– AIR SPORTS USA — WWW.FLYFORFUN.NET ––––––––––––––––––––––––––––––––––––––––––––– EMERGENCY PARACHUTES ––––––––––––––––––––––––––––––––––––––––––––– 20 GORE PDA — w/swivel $375. 20 gore $199. Used

August 2002

•

Quantum 330s, 550s. Many more available. Raven Sky Sports (262) 473-8800, info@hanggliding.com ––––––––––––––––––––––––––––––––––––––––––––– HARNESSES ––––––––––––––––––––––––––––––––––––––––––––– CG 1000 — Used once, excellent condition $200 or best offer. (207) 729-9867 ––––––––––––––––––––––––––––––––––––––––––––– DOODLE BUG — Motor harness, sales, service, instruction.

Dealers welcome. www.fly101.com(702) 260-7950.

––––––––––––––––––––––––––––––––––––––––––––– HIGH ENERGY TRACER POD HARNESSES — Sizes and styles change monthly, $300-500. Cocoons $125-$200 each. Many others available. (262) 473-8800, info@hanggliding.com ––––––––––––––––––––––––––––––––––––––––––––– MOSQUITO POWERED HARNESS — New Prop, one hour airtime, complete super-preflight $3,500 OBO. 1800-688-5637, fly@hanglide.com ––––––––––––––––––––––––––––––––––––––––––––– MOYES CONTOUR HARNESS — Great condition, 2.5 years old, 5’6” - 5’9” $350. (732) 849-9485 paul@thecomputerguy.com ––––––––––––––––––––––––––––––––––––––––––––– RIGID WINGS ––––––––––––––––––––––––––––––––––––––––––––– BRIGHT STAR SWIFT — Outclasses everything, period.

60 hrs, excellent. Ballistic chute, ASI, Tangent flight computer, tow release, partial fairing, box, cover. Priced to sell $8,500 or offer. SoCal. (619) 232-0351, swift@finbar.net ––––––––––––––––––––––––––––––––––––––––––––– ESC 143 — 2001, excellent condition $7,500. (970) 7284991, (970) 728-7084, dwright@telluridecolorado.net ––––––––––––––––––––––––––––––––––––––––––––– EXXTACY 135 — Small, 80lbs, 70hrs, comes with extras. MAXIMUM HOOK-IN WEIGHT 230lbs $5,500 OBO. (206) 244-5122, redris1@attbi.com ––––––––––––––––––––––––––––––––––––––––––––– EXXTACY 160 — ‘99, orange/white $5,500.

SoCal (714) 897-9076, jkelect@prodigy.net ––––––––––––––––––––––––––––––––––––––––––––– GHOSTBUSTER PARTS — Sail, flaps, spoilers, ribs, hardware, wires, everything but the leading edges. (970) 641-9207, skyout1@webtv.net –––––––––––––––––––––––––––––––––––––––––––––

STALKER FROM AEROS — TEST FLOWN ONLY, IMMACULATE CONDITION $5,000.

LOCATED IN SOCAL (562) 429-8033 MARCW@SPRINTMAIL.COM ––––––––––––––––––––––––––––––––––––––––––––– ULTRALIGHTS ––––––––––––––––––––––––––––––––––––––––––––– AIR SPORTS USA — WWW.FLYFORFUN.NET ––––––––––––––––––––––––––––––––––––––––––––– DRAGONFLY TUG — Excellent condition, see www.geocities.com/kimdonndenman/tug.html for details.

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43

––––––––––––––––––––––––––––––––––––––––––––– SCHOOLS & DEALERS –––––––––––––––––––––––––––––––––––––––––––––

NATIONAL SCHOOL NETWORK — RINGS LOCALLY. For information call David (719) 630-3698, david@davidglover.com ––––––––––––––––––––––––––––––––––––––––––––– ALABAMA ––––––––––––––––––––––––––––––––––––––––––––– LOOKOUT MOUNTAIN FLIGHT PARK — See ad under Georgia.

––––––––––––––––––––––––––––––––––––––––––––– CALIFORNIA ––––––––––––––––––––––––––––––––––––––––––––– DREAM WEAVER HANG GLIDING — Train on stateof-the-art WILLS WING FALCONS. LESSON PACKAGES: One four 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 your glider? I’ll help you! Dealer for Wills Wing, Altair, High Energy Sports, Ball varios, Camelbaks and more. We love trade-ins. I’m your northern California MOSQUITO HARNESS DEALER. If you live in central through northern California, give me a call or email to schedule your Mosquito demonstration or clinic. Call or email, scheduling lessons five days a week, Friday through Tuesdays.

Ideal training hill, up to 150ft., 600ft. mountain. 1,200ft. mountain.Tandem instruction. USHGA Advanced Instructor DOUG PRATHER (209) 556-0469 Modesto, CA, drmwvrhg@softcom.net ––––––––––––––––––––––––––––––––––––––––––––– FLY AWAY HANG GLIDING — Santa Barbara. Personalized instruction. (805) 957-9145, www.flyaboveall.com/flyaway.htm ––––––––––––––––––––––––––––––––––––––––––––– THE HANG GLIDING CENTER — PO Box 151542, San Diego CA 92175, (619) 265-5320.

–––––––––––––––––––––––––––––––––––––––––––––

LARGEST HANG GLIDING SHOP — In the West! Our deluxe retail shop showcases the latest equipment and has two virtual reality hang gliding flight simulators.We stock new and used…Wills Wing, Altair and Moyes gliders, and all the hottest new harnesses. Trade-ins are welcome.

Our comprehensive training program, located at the San Francisco Bay Area’s finest beginner site features: gently sloped “bunny hills,” Wills Wing Falcons of all sizes and comfortable training harnesses!

“FIRST FLIGHT”15 minute video tour of our beginner lesson program shows a student’s skill progression $20 (shipping included).

1116 Wrigley Way, Milpitas CA 95035 (near San Jose).

(408) 262-1055, fax (408) 262-1388. mission@hang-gliding.com www.hang-gliding.com

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Hang Gliding

–––––––––––––––––––––––––––––––––––––––––––––

TORREY PINES GLIDERPORT — Come soar in San Diego!

This family owned and operated flying site offers USHGA certified instruction, equipment sales, tandem flight instruction, motorized pg/hg instruction, parachute repacks, repairs, and site tours.We also have an extensive pg/hg outfitting shop and dining with a view when you eat at our own Cliffhanger Café.

Importers for ADVANCE, PARATECH,AVA Sport Accessories, Crispi boots, Center of Gravity helmets, Fly Mike flight suits, Gut Stuff gloves, and AustriAlpin carabiners and dealers for most other brands. Check us out online for sales and questions at: www.flytorrey.com, or call toll free at 1-877-FLY-TEAM.Also, tune in to the Internet ParaglidingTalk Show at www.wsradio.ws every Thursday 5-7:00 pm (PST).

–––––––––––––––––––––––––––––––––––––––––––––

––––––––––––––––––––––––––––––––––––––––––––– LOOKOUT MOUNTAIN FLIGHT PARK — See ad under Georgia. Nearest mountain training center to Orlando (only 8 hours).

–––––––––––––––––––––––––––––––––––––––––––––

THE BEST AEROTOW — Instruction available.The only U.S. hang gliding school with TWO NATIONAL CHAMPION INSTRUCTORS and U.S.WORLD TEAM MEMBERS Bo Hagewood 2000 National Champion And Paris Williams 2001 and 2002 National Champion. From your first tandem to advanced X-C racing instruction. Open every day with beautiful remodeled 90+ acre facilities. Plenty of other activities like our screened in pool, hot tub, private lake, canoes, fishing, volleyball and just minutes from Orlando attractions. Learn from the best.... at Quest! www.questairforce.com — Email: questair@sundial.net (352) 429-0213 Groveland, FL ––––––––––––––––––––––––––––––––––––––––

The Aerotow Flight Park Satisfaction Guaranteed JUST 8 MILES FROM DISNEY WORLD • YEAR ROUND SOARING • OPEN 7 DAYS A WEEK • SIX TUGS, NO WAITING • EVERY DIRECTION 50+ NICE demos to fly: Topless to Trainer Gliders: Laminar, Moyes, Wills, Airborne, Airwave, Exxtacy, La Mouette, Sensor; also harnesses, varios, etc.

DON’T RISK BAD WEATHER — Bad instruction or dangerous training hills. 350 flyable days each year. Learn foot launch flying skills safely and quickly. Train with professional CFI’s at world famous Dockweiler Beach training slopes (5 minutes from LA airport.) Fly winter or summer in gentle coastal winds, soft sand and in a thorough program with one of America’s most prestigious schools for over 25 years.

––––––––––––––––––––––––––––––––––––––––––––– COLORADO ––––––––––––––––––––––––––––––––––––––––––––– AIRTIME ABOVE HANG GLIDING — Full-time lessons, sales, service. Colorado’s most experienced!

Wills Wing, Moyes, Altair, Aeros, Airwave, High Energy, Ball, Flytec, MotoCom and much more. Call (303) 6742451, Evergreen, Colorado AirtimeHG@aol.com ––––––––––––––––––––––––––––––––––––––––––––– CONNECTICUT ––––––––––––––––––––––––––––––––––––––––––––– MOUNTAIN WINGS — Look under New York.

––––––––––––––––––––––––––––––––––––––––––––– FLORIDA –––––––––––––––––––––––––––––––––––––––––––––

Ages 13 To 73 have learned to fly here.

No one comes close to our level of experience and success with tandem aerotow instruction.

A GREAT SCENE FOR FAMILY AND FRIENDS...

10 motels & restaurants within 5 mins., camping, hot showers, shade trees, sales, storage, ratings, XC retrievals, great weather, climbing wall, trampoline, DSS TV, ping pong, picnic tables, swimming pool, etc.

Flights of over 200 miles and more than 7 hours.

Articles in Hang Gliding, Kitplanes, Skywings, Cross Country and others. Featured on numerous TV shows, including Dateline NBC,The Discovery Channel & ESPN.

Visit us on the Web: http://www.wallaby.com Please call us for references and video.

1805 Dean Still Road, Disney Area, FL 33837 (863) 424-0070 - phone & fax

fly@wallaby.com 1-800-WALLABY Conservative • Reliable • State of the Art F.H.G. INC./FLYING FLORIDA SINCE 1974

18265 E. State Road 80, Clewiston FL. (863) 805-0440, www.thefloridaridge.com

•

August 2002

Malcolm Jones, Laurie Croft, Carlos Bessa, Rhett Radford, Tiki Mashy, Jeremie Hill, Tom Ramseur, Roger Sherrod, Mike Barber, Neal Harris, Bart Weghorst, Carolina de Castro, Paul Moncure, Bob McFee, Emily Boespflug

–––––––––––––––––––––––––––––––––––––––––––––

NO MORE BUNNY… THE HILL WITH IT!

WE HAVE — The most advanced training program known to hang gliding, teaching you in half the time it takes on the training-BUNNY HILL, and with more in-flight air time. YES, WE CAN TEACH YOU FASTER AND SAFER. For year-round training fun in the sun, call or write; Miami Hang Gliding (305) 285-8978.

2550 S Bayshore Drive, Coconut Grove, Florida 33133.

––––––––––––––––––––––––––––––––––––––––––––– GEORGIA –––––––––––––––––––––––––––––––––––––––––––––

Lookout Mtn. GA/TN FULL HOOK-UPS — Laundry, propane, recreation room. 1-800-803-7788.

––––––––––––––––––––––––––––––––––––––––––––– LOOKOUT MOUNTAIN FLIGHT PARK — See our display ad. Discover why FOUR TIMES as many pilots earn their wings at Lookout than at any other school!

We wrote USHGA’s Official Training Manual.

Our specialty-customer satisfaction and fun with the BEST FACILITIES, largest inventory, camping, swimming, volleyball, more! For a flying trip, intro flight or lesson packages, Lookout Mountain, just outside Chattanooga, your COMPLETE training/service center.

Info? (800) 688-LMFP. ––––––––––––––––––––––––––––––––––––––––––––– HAWAII –––––––––––––––––––––––––––––––––––––––––––––

BIRDS IN PARADISE — Hang gliding & ultralight flying on Kauai. Certified tandem instruction.

(808) 822-5309 or (808) 639-1067 birds@birdsinparadise.com www.birdsinparadise.com

––––––––––––––––––––––––––––––––––––––––––––– IDAHO ––––––––––––––––––––––––––––––––––––––––––––– KING MOUNTAIN GLIDERS — Alluring site plus shop supplying all your HG/PG needs. Instruction, equipment sales, complete accessories. Visit our website www.kingmountaingliders.com or (208) 554-2224.

––––––––––––––––––––––––––––––––––––––––––––– ILLINOIS ––––––––––––––––––––––––––––––––––––––––––––– HANG GLIDE CHICAGO — Full service aeropark, 2 tow planes. Full time certified instructors, ultralight instructors, East Coast record 213 miles.

(815) 495-2212, www.hangglidechicago.com ––––––––––––––––––––––––––––––––––––––––––––– RAVEN SKY SPORTS — (312) 360-0700, (815) 4899700 or (262) 473-8800. 2 hours from Chicago, 90 minutes from Elgin, Palatine or Libertyville. The best instructors, the best equipment, the best results in the Midwest. 7 days/week, March thru November. Training program for combined/integrated FOOT LAUNCH AND AEROTOW certification.

Apply 100% of your intro lesson costs to certification program upgrade!

Please see our ad under WISCONSIN. info@hanggliding.com ––––––––––––––––––––––––––––––––––––––––––––– MARYLAND –––––––––––––––––––––––––––––––––––––––––––––

Baltimore and DC’s full time flight park Tandem instruction, solo aerotows and equipment sales and service.

We carry Aeros, Airwave, Flight Design, Moyes, Wills Wing, High Energy Sports, Flytec and more.

Two 115 HP Dragonfly tugs Open fields as far as you can see Only 1 to 1.5 hours from: Rehoboth Beach Baltimore Washington DC Philadelphia Come Fly with US! Ph 410.634.2700 Fax 410.634.2775 24038 Race Track Rd Ridgely, MD 21660 www.aerosports.net hangglide@aerosports.net ––––––––––––––––––––––––––––––––––––––––––––– MEXICO ––––––––––––––––––––––––––––––––––––––––––––– MEXICO — Year-round, summer in Monterrey, winter in Valle de Bravo. 1-800-861-7198, www.flymexico.com –––––––––––––––––––––––––––––––––––––––––––– MICHIGAN –––––––––––––––––––––––––––––––––––––––––––– CLOUD 9 SPORT AVIATION — Aerotow specialists.We carry all major brand hang gliders. FREE PVC glider storage/transport tube with new glider purchase. Now in stock: Wills TALON COMP!, XC 155, Falcons; Moyes Litespeed 4, Sonic 165; Magic Kiss 154. Outrigger wheels and other accessories in stock.

Call for summer tandem lessons and flying appointments

August 2002

•

with the DraachenFliegen Soaring Club at Cloud 9 Field.

11088 Coon Lake Road West, Webberville, MI 48892.

(517) 223-8683.

Cloud9sa@aol.com http://members.aol.com/cloud9sa –––––––––––––––––––––––––––––––––––––––––––– MICHIGAN SOARING — Delivering VALUE with the best combination of SERVICE, QUALITY & PRICE. ALL major brands of gliders and gear.

Call Doug Coster (231) 882-4744, wingman@traverse.com –––––––––––––––––––––––––––––––––––––––––––– TRAVERSE CITY HANG GLIDERS/ PARAGLIDERS — FULL-TIME SHOP. Certified instruction, foot launch and tow. Sales, service, accessories for ALL major brands. VISA/ MASTERCARD. Come soar our 450’ dunes!

1509 E 8th, Traverse City MI 49684.

Offering powered paragliding lessons.

Call Bill at (231) 922-2844, tchangglider@chartermi.net.

Visit our paragliding school in Jackson, Wyoming.

Call Tracie at (307) 739-8620.

–––––––––––––––––––––––––––––––––––––––––––– NEVADA –––––––––––––––––––––––––––––––––––––––––––– ADVENTURE SPORTS — Carson City, Sierra tours, tandems, sales. (775) 883-7070 http://home.pyramid.net/advspts –––––––––––––––––––––––––––––––––––––––––––– LAS VEGAS AIRSPORTS — USHGA certified hang gliding instruction. Sales and service, boat tow, mountain soaring, XC. (702) 260-7950, www.fly101.com –––––––––––––––––––––––––––––––––––––––––––– NEW JERSEY –––––––––––––––––––––––––––––––––––––––––––– MOUNTAIN WINGS — Look under New York.

–––––––––––––––––––––––––––––––––––––––––––– NEW YORK –––––––––––––––––––––––––––––––––––––––––––– AAA FLIGHT SCHOOL — MOUNTAIN WINGS INC. Your full service Pro Shop serving the North East. We sell and service all the best brands. www.mtnwings.com mtnwings@catskill.net 150 Canal Street, Ellenville, New York 12428 V-MITTS $25.00 Paragliding, Ultralights, Towing.

(845) 647-3377 –––––––––––––––––––––––––––––––––––––––––––– AIR SPORTS USA — NYC’s first and only certified hang gliding, paragliding, microlights (trikes), powered paragliding. Distributors for Avian. Dealers for most major brands. Full service and equipment at best prices.

The most friendly service in the area.

Store address: 29 31 Newtown Ave., Astoria NY. Phone (718) 777-7000, WWW.FLYFORFUN.NET –––––––––––––––––––––––––––––––––––––––––––– FLY HIGH HANG GLIDING, INC. — Serving S. New York, Connecticut, Jersey areas. Area’s EXCLUSIVE Wills Wing dealer/specialist.Also all other major brands, accessories. Certified school/instruction.Teaching since 1979. Area’s most INEXPENSIVE prices. Excellent secondary instruction...if you’ve started a program and wish to continue.

Fly the mountain! Towing! Tandem flights! Contact; Paul Voight, 5163 Searsville Rd, Pine Bush, NY 12566, (845) 744-3317.

–––––––––––––––––––––––––––––––––––––––––––– SUSQUEHANNA FLIGHT PARK — Cooperstown, NY. Certified Instruction, Sales and Service for all major manufacturers. 40 acre park, 5 training hills, jeep rides, bunk house, camping, hot showers, 600' NW ridge.

We have the best facilities in N. New York state to teach you how to fly. c/o Dan Guido, Box 293 Shoemaker Rd, Mohawk NY 13407, (315) 866-6153.

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45

––––––––––––––––––––––––––––––––––––––––––––– NORTH CAROLINA –––––––––––––––––––––––––––––––––––––––––––––

–––––––––––––––––––––––––––––––––––––––––––––

Kitty Hawk Kites Flight Park

Fly At The Beach!

• TANDEM INSTRUCTION ––––––––– • AEROTOWING • BOAT TOWING –––––––––––––––– • BEACH RESORT • TRAINING CAMPS ––––––––––––– • FOOT LAUNCH • OPEN YEAR ROUND –––––––––––– • PARAGLIDING • EQUIPMENT SALES AND SERVICE

(800) 334-4777 NAGS HEAD, NC Internet Address: http://www.kittyhawk.com E-Mail Address: info@kittyhawk.com ––––––––––––––––––––––––––––––––––––––––––––– PENNSYLVANIA ––––––––––––––––––––––––––––––––––––––––––––– HIGHLAND AEROSPORTS — See Maryland.

––––––––––––––––––––––––––––––––––––––––––––– MOUNTAIN TOP RECREATION — Certified instruction, Pittsburgh. (412) 767-4882. C’MON OUT AND PLAY! ––––––––––––––––––––––––––––––––––––––––––––– MOUNTAIN WINGS — Look under New York.

––––––––––––––––––––––––––––––––––––––––––––– PUERTO RICO ––––––––––––––––––––––––––––––––––––––––––––– FLY PUERTO RICO — Team Spirit Hang Gliding, HG classes daily, tandem instruction available. Wills Wing dealer.

Glider rentals for qualified pilots. PO Box 978, Punta Santiago, Puerto Rico 00741. (787) 850-0508, tshg@coqui.net ––––––––––––––––––––––––––––––––––––––––––––– TENNESSEE ––––––––––––––––––––––––––––––––––––––––––––– LOOKOUT MOUNTAIN FLIGHT PARK — See ad under Georgia.

––––––––––––––––––––––––––––––––––––––––––––– TEXAS ––––––––––––––––––––––––––––––––––––––––––––– HILL COUNTRY PARAGLIDING INC — Learn complete pilot skills. Personalized USHGA certified training, ridge soaring, foot and tow launching in central Texas.

MOTORIZED PARAGLIDING INSTRUCTION & EQUIPMENT AVAILABLE. (915) 379-1185. 1475 CR 220, Tow, TX 78672 ––––––––––––––––––––––––––––––––––––––––––––– KITE ENTERPRISES — Slope, stationary winch, platform launch and aerotow training, sales, rentals and repair. Wills Wing, Moyes, Northwings. Dallas, Fort Wor th and nor th Texas area. (972) 390-9090, www.kite-enterprises.com.

––––––––––––––––––––––––––––––––––––––––––––– GO...HANG GLIDING!!! — Jeff Hunt. Austin ph/fax (512) 467-2529 jeff@flytexas.com www.flytexas.com

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Hang Gliding

• SEASONAL OPERATIONS (JUN-NOV) • EXCELLENT XC FLYING • TANDEM INSTRUCTION • AERO TOWING • DRAGONFLY/TRIKE INSTRUCTION • INTRO FOOT LAUNCH CLASSES • FLY-INS AND CLINICS • SALES AND SERVICE • 600-ACRE FACILITY • ALL FLYING BY RESERVATION ONLY Steve Burns - 979.279.9382 email: sburns@austinairsports.com 800B Pine St., Hearne TX 77859 Fred Burns - 281.471.1488 email: austinair@aol.com 3810 Bonita Lane, La Porte TX 77571 WWW.AUSTINAIRSPORTS.COM –––––––––––––––––––––––––––––––––––––––––––– ` UTAH ––––––––––––––––––––––––––––––––––––––––––––– WASATCH WINGS — Utah’s only full service hang gliding school, Point of the Mountain, regional mountain sites, towing. Dealer for Aeros, Airwave, Altair, Moyes, Wills Wings and much more.

Call Zac (801) 244-7494, wings@wasatch.com www.wasatch.com/~wings ––––––––––––––––––––––––––––––––––––––––––––– VIRGINIA –––––––––––––––––––––––––––––––––––––––––––––

––––––––––––––––––––––––––––––––––––––––––––– HIGHLAND AEROSPORTS — See Maryland.

––––––––––––––––––––––––––––––––––––––––––––– KITTY HAWK KITES — See North Carolina.

––––––––––––––––––––––––––––––––––––––––––––– SILVER WINGS, INC. — Certified instruction and equipment sales. (703) 533-1965 Arlington VA, silverwingshanggliding.com ––––––––––––––––––––––––––––––––––––––––––––– WASHINGTON ––––––––––––––––––––––––––––––––––––––––––––– HANGTIME — Dealer of the MOSQUITO powered harnesses. Call for CLINIC dates.

Right here in the Pacific Northwest. (509) 525-3574, lbbrown@bmi.net ––––––––––––––––––––––––––––––––––––––––––––– WISCONSIN ––––––––––––––––––––––––––––––––––––––––––––– 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 waiting! Four tandem gliders on wheeled undercarriages. WW Falcons for training from the very first lessons. USUA ultralight and tug instruction.

Free camping. Sales/service/accessories for all brands.

Open 7 days a week, March thru November.

Contact Brad Kushner, PO Box 101, Whitewater WI 53190 (262) 473-8800 phone, (262) 473-8801 fax, www.hanggliding.com, info@hanggliding.com ––––––––––––––––––––––––––––––––––––––––––––– PARTS & ACCESSORIES ––––––––––––––––––––––––––––––––––––––––––––– AV8 — LAMINAR PARTS. We have what you need and we are committed to same day shipping. AV8.

Call (760) 721-0701 or email at indasky@yahoo.com ––––––––––––––––––––––––––––––––––––––––––––– BRAUNIGER IQ BASIS VARIO — Never used, $300 OBO. Kenwood TH-22AT Radio, like new $200 OBO. Erika or Jeff (307) 734-4450, erikaboggs@yahoo.com ––––––––––––––––––––––––––––––––––––––––––––– SUMMER SPECIAL $99.95 - Free Express S&H

BLUE SKY — Fulltime instruction and service at Manquin Flight Park near Richmond. Wills Wing, Moyes, Flight Design, Aeros and Airwave gliders.

Mid-Atlantic Mosquito dealer.

Steve Wendt (540) 432-6557 or(804) 241-4324, www.blueskyhg.com, blueskyhg@yahoo.com –––––––––––––––––––––––––––––––––––––––––––––

FLY AT VIRGINIA’S NEWEST TOTAL FLIGHT PARK — MANQUIN offers aerotowing, tandem lessons, platform truck towing, training hill and scooter towing for beginner thru 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 ultralight instruction through “FLY RAWLING”, learn to fly and soar the SuperFloater.

Just 2 hours south of Washington DC, minutes NE of Richmond. Free camping and close to fast food, restaurants and Kings Dominion theme park.

Visit www.blueskyhg.com. (540) 432-6557

•

August 2002

• ORDER ONLINE AND SAVE • Water/Dust Resistant Push Button • Field Replaceable Finger Switch • Heavier Gauge Wire/Improved Plugs • Increased Strain Relief at ALL Joints Extra finger switch $19.95 w/purchase.

Dealer inquiries welcome.

Call (785) 843-1842. MC/Visa.

Visit our website at www.flightconn.com, mikedillon@flightconn.com

Continued from page 42.

“South Side Silhouette”, Point of the Mountain, Utah, 1998 Riker Davis runs it off the hill, 1983.

August 2002

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47

George hits the deck as Curt Graham runs into a stiff wind.

High above Granite Canyon, Grand Teton National Park, Phelps Lake in background.

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August 2002

August 2002

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49 SPont of the Mountain, Utah, photo by Jodi Eberhard.

The wind beckons...

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August 2002

––––––––––––––––––––––––––––––––––––––––––––– FOR ALL YOUR FLYING NEEDS — Check out the Aviation Depot at www.mojosgear.com featuring over 1000 items for foot-launched and powered paragliding, hang gliding, stunt and power kiting, and powered parachutes. 24/7 secure online shopping.

Books, videos, KITES, gifts, engine parts, harness accessories, electronics, clothing, safety equipment, complete powered paragliding units with training from Hill Country Paragliding Inc. www.hillcountryparagliding.com 1-800-664-1160 for orders only.

Office (915) 379-1567.

—————————————————————

–––––––––––––––––––––––––––––––––––––––––––––

The world-class XCR-180 operates up to 3 hours @18,000 ft. and weighs only 4lb. Complete kit with cylinder, harness, regulator, cannula and remote on/ off flowmeter, only $400.00.

––––––––––––––––––––––––––––––––––––––––––––– TEK FLIGHT PRODUCTS

DOUBLE BAG! — XC $60., heavy waterproof $100.

Harnesses, accessories, used parts. Low prices, fast delivery!

Gunnison Gliders, 1549 County Road 17, Gunnison CO 81230. (970) 641-9315, orders 1-866-238-2305 http://gunnisongliders.com/ –––––––––––––––––––––––––––––––––––––––––––– GHOSTBUSTER PARTS — Sail, flaps, spoilers, ribs, hardware, wires, everything but the leading edges.

(970) 641-9207, skyout1@webtv.net –––––––––––––––––––––––––––––––––––––––––––– HANG GLIDING BOAT — For sale , see at www.fly101.com.

(702) 260-7950.

–––––––––––––––––––––––––––––––––––––––––––– KLASSIC OR CONCEPT WINGLETS — One pair left, brand new in box $350 OBO or trade for?

(262) 473-8800 info@hanggliding.com –––––––––––––––––––––––––––––––––––––––––––––

Camera mount $48.50. Camera remote (ask about rebate) $45. Vario mount $23. 6" 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@snet.net or our page: www.tekflight.com ––––––––––––––––––––––––––––––––––––––

SPECTACULAR TROPHIES

–––––––––––––––––––––––––––––––––––––––––––––

DON’T GET CAUGHT LANDING DOWNWIND! — 1.5 oz. ripstop nylon, UV treated, 5’4" long w/11" throat.Available colors fluorescent pink/yellow or fluorescent pink/white. $39.95 (+$5.00 S/H). Send to USHGA Windsok, P.O. Box 1330, Colorado Springs, CO 80901-1330, (719) 632-8300, fax (719) 632-6417, ushga@ushga.org VISA/MC accepted.

––––––––––––––––––––––––––––––––––––––––––––– PUBLICATIONS & ORGANIZATIONS –––––––––––––––––––––––––––––––––––––––––––––

FLY THE WING! Hooking Into Hang Gliding, by Len Holms.This is the perfect book for those curious about the sport of hang gliding. Written at a level which will not swamp the reader with daunting amounts of technical detail, you will learn about hang glider wings and the skills needed to fly them. 84 pages with photos and illustrations. $12.95 (+ $5 S&H).

USHGA, PO Box 1330, Colorado Springs, CO 80901.

1-800-616-6888 www.ushga.org –––––––––––––––––––––––––––––––––––––––––––––

AWARDS & GIFTS! Free catalog.

Soaring Dreams (208) 376-7914, www.soaringdreamsart.com, e-mail to lisa@soaringdreamsart.com –––––––––––––––––––––––––––––––––––––––––––––

MINI VARIO — World’s smallest, simplest vario! Clips to helmet or chinstrap. 200 hours on batteries, 0-18,000 ft., fast response and 2 year warranty.

ONLY $169.

Mallettec, PO Box 15756, Santa Ana CA, 92735.

(714) 966-1240 MC/Visa accepted, www.mallettec.com

HAWK AIRSPORTS INC — P.O. Box 9056, Knoxville,TN 37940-0056, (865) 945-2625.

World famous Windsoks, as seen at the Oshkosh & SunN-Fun EAA Fly-Ins. Hawk@windsok.com, www.windsok.com

August 2002

•

BAG IT! — If you don’t have Dennis Pagen’s PERFORMANCE FLYING yet, available through USHGA Headquarters $29.95 (+$5.50 s&h for UPS/Priority Mail delivery).

USHGA, PO Box 1330,Colorado Springs CO 80901.

1-800-616-6888 www.ushga.org

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51

–––––––––––––––––––––––––––––––––––––––––––––

––––––––––––––––––––––––––––––––––––––––––––– DRAGONFLY B-MODEL KIT — Built by Bobby Bailey $13,600. Rotax 582 fitted and plumbed radiator, exhaust $6,626. Electric start, 6 blade Ivo prop with clutch $1,100. Rear seat and controls $1,250. Brake kit installed $250. BRS 900 VLS $2,595. Instrument pack: Alt, ASI, Tacho, temp gauges, Hobbs $1,017.

Painted one color $1,200. Tow system $375. Total $28,013. A 50% deposit is required. Bobby Bailey can be available for basic training after completion.

Kenny Brown/Moyes America, 200 Hillcrest Drive, Auburn CA 95603, (530) 888- 8622, fax (530) 888- 8708, flyamoyes@aol.com, www.moyesamerica.com –––––––––––––––––––––––––––––––––––––––––––– VIDEOS & FILMS –––––––––––––––––––––––––––––––––––––––––––––

HARRY AND THE HANG GLIDER is a beautifully illustrated, hardcover children’s book with 40 color pages written for pilots to share the dream of flight!

To order: send $24.95 plus $3 shipping to; SkyHigh Publishing, 201 N. Tyndall, Tucson, AZ 85719 or call; (520) 628-8165 or visit; http://www.flash.net/~skyhipub Visa/MC accepted.

–––––––––––––––––––––––––––––––––––––––––––––

Otto Lilienthal’s genius in scientific observations and analysis, documented in this work, became the basis for the experimentation of the early pioneers in aviational flight. The “hero” of the Wright brothers, Otto is considered to be “The Father of Gliding Flight.”

Lilienthal’s definitive book has been out of print for almost a century, but is now available to everyone for a wonderful and absorbing journey into aviational history. 176 pages, 16 photographs, 89 drawings and 14 graphs. $19.95 (+$5 s/h) Call USHGA 1-800-616-6888, or order off our website www.ushga.org ––––––––––––––––––––––––––––––––––––––––––––– SOARING — Monthly magazine of The Soaring Society of America, Inc. Covers all aspects of soaring flight.

Full membership $55. Info. kit with sample copy $3.

SSA, P.O. Box 2100, Hobbs, NM 88241. (505) 392-1177.

––––––––––––––––––––––––––––––––––––––––––––– TOWING ––––––––––––––––––––––––––––––––––––––––––––– AEROTOWING ACCESSORIES — Headquarters for: The finest releases, secondary releases, Spectra “V” bridles, weak links, tandem wheels, launch cart kits, etc.

THE WALLABY RANCH (863) 424-0070.

––––––––––––––––––––––––––––––––––––––––––––– COMMERCIAL PAY-OUT WINCH — $3,200. Excellent condition, includes parachute, 3,000’ Spectra, level line, nose release, tow bridle. New commercial pay-out winch $5,900. Call James (305) 285-8978 or Heidi (305) 232-1302.

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WEATHER TO FLY, by Adventure Productions. A much needed instructional video on meteorology. Dixon White, Master pilot and USHGA Examiner, takes you through a simple step-by-step process showing where to acquire weather data and how to interpret 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 determine winds aloft and stability. “Weather To Fly” is an over-all view packed with useful details and includes great cloud footage. It is a straight-forward presentation that is easy to follow. 50 min. $39.95 STARTING HANG GLIDING, by Adventure Productions. Produced especially to promote the sport.

Covers basic preparation, weather, proper attitude, ground handling, launching and those first flights. 30 min. $29.95 HANG GLIDING EXTREME & BORN TO FLY by Adventure Productions, great HG action, $34.95 each.

Call USHGA (719) 632-8300, fax (719) 632-6417, e-mail: ushga@ushga.org, or order from our webpage at www.ushga,org. Please add $4 domestic S&H ($% for two or more videos). Great to impress your friends or for those socked-in days. Perfect gift for the launch potato turned couch potato. Also ask us about our paragliding videos!

–––––––––––––––––––––––––––––––––––––––––––––

––––––––––––––––––––––––––––––––––––––––––––– MISCELLANEOUS –––––––––––––––––––––––––––––––––––––––––––––

“AEROB ATICS” — Full color 23"x 31" poster featuring John Heiney doing what he does bestLOOPING! Available through USHGA HQ for just $6.95 (+$5.00 s/h). Fill that void on your wall! Send t o U S H G A A e ro b a t i c s Po s t e r, P O B ox 1 3 0 0 , Colorado Springs CO 80933. (USA & Canada only.

Sorry, posters are NOT AVAILABLE on international orders.) SPECIAL-Aerobatics poster & Eric Raymond p o s t e r- B OT H F O R $ 1 0 ( + $ 5 s / h ) . C h e c k t h e merchandise section of our web site www.ushga.org for a color picture of these beautiful posters.

––––––––––––––––––––––––––––––––––––––––––––– CHARLEY INSIDER HELMET — New condition, xsmall, blue $100. susan-springer@webtv.net ––––––––––––––––––––––––––––––––––––––––––––– HAND KNIT — Glider logo hats, any two colors $20.

L22r@la-tierra.com ––––––––––––––––––––––––––––––––––––––––––––– UTAH REAL ESTATE — The perfect launch site, 15 acres on canyon rim, 2,600 vertical drop $39,500. Agent (435) 738-3000.

––––––––––––––––––––––––––––––––––––––––––––– CLASSIFIED ADVERTISING RATES The rate for classified advertising is $.50 per word (or group of characters) and $1.00 per word for bold or all caps.

MINIMUM AD CHARGE $5.00. A fee of $15.00 is charged for each line art logo and $25.00 for each photo. LINEART & PHOTO SIZE NO LARGER THAN 1.75" X 2.25". Please underline words to be in bold print. Special layouts of tabs $25.00 per column inch. Phone number=2 words. Email or web address=3words. AD DEADLINES: All ad copy, instructions, changes, additions and cancellations must be received in writing 2 months preceding the cover date, i.e.

August 20th is the deadline for the November issue.

Please make checks payable to USHGA, P.O. Box 1330, Colorado Springs, CO 80901-1330, (719) 632-8300. Fax (719) 632-6417 or email: ushga@ushga.org your classified with your Visa/MC or Amex.

Index to Advertisers

From the Telluride Festival in 1981, to the modern day freestyle competition. Follow the history of this dynamic gathering. $24.95 Call USHGA (719) 632-8300, fax (719) 632-6417, order from our web site www.ushga.org.

Please add +$4 domestic s/h.

•

August 2002

Adventure Productions .......................................... 23 Airborne ................................................................ 15 Attack Tubes .......................................................... 53 Blue Sky Avionics .................................................... 7 Flytec USA ............................................... Back Cover Hall Brothers ......................................................... 19 Lake Chelan Flyers ................................................. 50 Just Fly ............................................................ 13, 19 Lookout Mt. .................................................... 21, 36 Mojo’s Gear ........................................................... 36 Moyes ...................................................................... 6 Northwing ............................................................. 15 Sport Aviation Pub. ................................................ 31 Traverse City .......................................................... 21 US Aeros ............................................................... 31 USHGA ............................................... Various Pages Wills Wing ................................... Inside Front Cover

Visit www.ushga.org August 2002

•

G U A R A N T E E D

ATTACK TUBES STILL ONLY

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LOWER THE COST OF REPAIR Attack Tubes are about half the cost + of most glider downtubes, and are often stronger than stock tubes.

These replacement tubes are cut and precision milled so they’ll fit perfectly on: • Aeros • Altair • ATOS • Exxtacy • Ghostbuster • Laminar • LaMouette • PacAir • Seedwings • Stalker • UP TRX • Wills Wing. Don’t see yours? Call!

We have aluminum replacements for most “safe edge” tubes and blanks, and we can fill your custom orders as well.

We’re so sure you’ll be 100% satisfied with Attack Tubes that we’ll pay for return shipping if you’re not satisfied.

Be prepared for that, errrrr, uhhhhh, lessthan-perfect landing at about half the cost. * HP-AT VG-side and Exxtacy Attack Tubes are higher price, call. + half-price compared to an average of manufacturer’s prices.

Phone: 209.543.7850 Toll-Free: 888.530.9940 E-Mail: custsvc@angleofattack.net Website: http://angleofattack.net 100% Guaranteed. If not satisfied, return unused tubes for 100% money back. Major Credit Cards accepted.

OEM/Dealer inquiries encouraged. www.BirrenDesign.com

Hang Gliding

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53

ST. PAUL, MINN. — Well, diver fans, the combined May issue of HG/PG has been seen and the voter cards are in. I won’t spill the beans about the exact count but I can tell you that the early votes were heavily (76%) in favor of combining combining.

Total votes at the time of this writing were around 10% of the membership base, suggesting the issue didn’t strongly motivate pilots. So, the other 90% of you evidently thought it was a good idea and/or that it would happen anyway. ◆ USHGA Executive Director Jayne Depanfilis gave Board members a review of the effort to announce this combined issue and its vote. She feels that many steps were taken to NOT surprise the membership with this idea. She also emphasized that “every opposing letter received was printed” in the magazine, though not many were received. Maybe some who would’ve written opposing letters felt it was a done deal.

If so, they were wrong, and failing to act cost them a chance to make their point. I watched all this from an insider’s position and I feel USHGA handled it quite fairly. ◆ No definitive word yet on what members think of the magazine’s new art design, however, lots of words have been flowing in e-mail discussions. As with much art, some loved it, some hated it. ••• The 2002 edition of the World Record Encampment is underway as you read this, in fact, I hope the electronic press already has word of a new record (and, hopefully!, no mishaps). Again, Steve Kroop’s Flytec company is sponsoring WRE ’02 and has supplied two tugs for the event plus prizes worth several thousand (if record setters fly with a Flytec vario). One of the two tugs that will be present is the Super Tug or — because I feel it’s more to the point — the Turbine Tug Tug. This amazing invention of Quest Air’s Russ Brown is its turbine engine. Yup, not a mere Rotax-914 Turbo, but an actual turbine — in reality an APU (Auxiliary Power Unit) as used on most jetliners. I’ll have more on this in a future installment as I’m working on an article for Kitplanes magazine. I think the powered flying world needs to know what the lil’ ole hang gliding industry is able to do… well, at least what a rather motivated Russ Brown can do. The new “Sport Pilot” rule currently has a line barring turbine engines engines, so the Turbine Tug has an uncertain future as a towplane. But such a cool development can’t remain hidden away in some remote flying location. Meanwhile, the Turbine Tug has been doing duty towing gliders and Kroop says it is a dream to tow behind behind, with no vibration coming down the towline — as is discernible with piston en-

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gines, he says. ••• Let’s ponder for a minute hang gliding’s Big-Five manufacturers manufacturers. I’ve heard from a few folks who, apparently not following the brand name game too closely, were surprised at the distribution of these top wing builders as represented in April’s aerotow meets. Based on contest pilot choices — which may not match purchases by rank-and-file pilots — Moyes of Australia presently has the lead, followed by Wills Wing of the good ole US of A, followed by Aeros of Ukraine, then by A.I.R. of Germany, and finally by Icaro of Italy. Currently, no country dominates as sometimes occurred in hang gliding history. ◆ In the ‘80s La Mouette had a huge share of the market and reportedly produced 1,800 gliders a year. Of course, the French outfit is still very much a player, though the French Nationals recently ended with no French gliders among the top five flex wings (three Litespeeds, a WW Talon, and a Laminar). ◆ A decade or more ago, British pilots were top of the roost, regularly winning competitions with tightly-organized teams. Yet today British gliders compose a small fraction of competitors and their much-vaunted team concept seems to have given way to individual stars. ◆ American brands were once more prolific but have narrowed sharply as our favorite sport matured and became increasingly globalized. Once, the U.S. invented the industry and composed some of its primary brands.

Remember names like Seagull, Sky Sports, Electra Flyer Flyer, and UP who once sold cutting-edge gliders Seagull III, Kestrel, Cirrus (Seagull Cirrus, and Comet Comet)? All gone today. ◆ Despite keeping my eye on this for decades and recognizing the global market concept, I’m still amazed that the Big-Five are each from a different country. And note that one of the Big-Five is a rigid wing wing; a new fact as best I can recall. Who can guess what will happen in the next decade? ◆ Following these Big-Five are Flight Designs of Germany and La Mouette of France. With smaller-yet shares of the market we find AirBorne of Australia, Avian of England, Altair of USA, and Guggenmos of Germany. ••• Among American companies, the obvious leader is Wills Wing. Other current players have niche roles, although boutique designers like Bob Trampenau occasionally devise concepts that are ultimately purchased or co-opted successfully by the Big Five. No gliders from Seedwings, Altair, or North Wing were seen at Florida’s major contests. ••• So, got news or opinions? Send ‘em to: 8 Dorset, St. Paul MN 55118.

Messages or fax to 651-450-0930; please note my new e-mail address of News@ByDanJohnson.com. THANKS!

August 2002

Upcoming Issues: Future Gallery Photographer – Inez Roberts (Sample above) Region 9 Regionals, by Pete Lehmann Deployment Article, by Lauren Tjaden Women’s World Meet and more...

August 2002

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Hang Gliding

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55

~~~o

June.2002 Longest flight ever in a hang glider Longest flights ever in a paraglider Longest fligbts to a declared goal Fastest 100 km tdangle-Flexwing

438 mdes: Mile Barber

240 and 263 milss: Darm Pr-en&e and Wtll Gadd 321 mt/es: Pete LelJmann andMti.e Barbar

Bo "Htllbl'1Jy'1 Hagewood

Five flights Five great guys Five varios ... All Flytec S#1/1Pf8 lefl' lo rlgbk Rkll R ~ Bo IJagtWOOd SJalltling lefl f.o pjg/11: .Andrf&; "IIM Dmwr" H-alr.pia, ,\lilr."ft Bttrbcr, Pet.s 1,ebmamt, RuMtt-J. IJrowm, and G(Iry Omlb.a

Da-u Prm/Jajl.ys 24() bnwiing /Jl't!fH)ius

/JfZNglrdmg ~ . 8~1 ha~ m 5 (1..W,, fbtt Ni!.XJ day unt/ /(JlgS tli' l'ill 6ddd. wm uJurm lhe faoor byflJr.n, 163 mJ1e,s,

all pilots who strive to do 11,m·r bfJSI.

Ifill CaiJd, bw.b OlifIF' lhe Taas bill aiufflry, rm bi& M'fZ! lo a ffft) "1COrr1-163 m,'les. ,mttc bp ~ !ilDi ml tiut•-OICtffl', WI:!: urpnlw

We congratulate Mike, Pele_Dave, Will, Bo and

FlyTEC

352-429·8600 • 800··662~2449 • www.flytec.con1 1