USHGA Hang Gliding November 2002

November 2002 • $3.95

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

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Table of Contents Features The Big Springs U.S. Open — Davis Straub The People Make The Difference — David Glover Hang 2 View — Jennifer Beach The Real Origin of Thanksgiving — Scott Jewell Thermal Lore, Part 1 — Dennis Pagen Death and Taxes — Chad O. Koester 200 Miles From Pine Mountain — Tony Deleo A Slightly Different Approach — Tina Cyr Hang Gliding Competition Formats — Heiner Biesel Gallery Artist — Kari Castle & Cookie Ogilvie

Cover: "Team Defector" Robin Hamilton, Class 2 World Meet, Chelan Washington Digital Photo by Kari Castle and Cookie Ogilvie Contents: Riffe Lake, Dog Mountain, Washington Photo by Steve "Skin" Kincaid Centerspread: Rampart Ridge, Washington Photo by Kevin Cosley

8 13 16 17 18 22 24 27 32 41

Departments Letters ___________________________________________ 4 Updates __________________________________________ 6 Calendar of Events ________________________________ 14 Marketplace (Classifieds) __________________________ 43 Product Lines — Dan Johnson ______________________ 54

(USPS 017-970-20–ISSN 0895-433X)

Published by USHGA

HANS HEYDRICH DIES IN SAILPLANE INCIDENT Dear Editor, Hans Heydrich, former hang gliding champion from Arizona, was killed on September 7 in a soaring (conventional glider) accident north of Phoenix, Arizona. Hans was the current Arizona and SSA regional glider champion. He had many friends in both sports and will be sorely missed by all. Hans was a winner because he was good and very competitive, pushing the limits, but he finally pushed the limits too far.

Back in the 1980’s Hans and I shared many outstanding flights together, in particular, 218 miles from Flagstaff, Arizona to Cortez, Colorado. In the 1980’s 200 miles was unheard of. Hans and I, on a flight together, were the second to do that after Larry Tudor. And we were, and still are, the only hang glider pilots ever to fl y across the Grand Canyon. Great memories.

Hans was very into hang gliding, and was Arizona X-C hang gliding champion for fi ve years. However, injuries from a hang gliding incident necessitated that he switch to sailplanes a few years ago.

Hans had a lot of hang gliding friends around the U.S. He will be missed by many pilots in both sports.

Bob Thompson Bob was big into hang gliding for 23+ years. He was Region 4 Director, Publications Committee Chairman, held the world hang gliding distance record, and owned and operated a hang gliding school and dealership for many years. Bob is still in contact with many pilots in the sport.

— Ed.

comparison of school output, which was potentially misleading, unflattering or denigrating to the one-instructor weekend schools.

I’d like to propose bringing back a modified version called “Member Accomplishments.” This new version would list all ratings, Safe Pilot Awards, Lilienthal Awards and X-C awards. If anyone is actually earning FAI awards, those might be appropriate as well.

Unlike the old ratings format, with the school or rating official listed, I suggest that all we need is the member’s name, city and state. There is no need to list the rating official. I do believe that an annual summary would be interesting, but it would only summarize how many of each rating or award was granted during the year, not school production statistics that might have done in the old feature.

As a supplement to the simple Member Accomplishments list, I would really like to see a brief pilot bio for anyone receiving a Master rating. Since the H5/P5 rating is more of a special recognition, I think it would be appropriate to hold up our Master pilots to the membership as good examples. A short paragraph describing the pilot would be enough: how long they have been fl ying, where they fl y, preferred type of flight, how much (if any) competition fl ying they do, and whether or not they fl y other craft besides hang gliders or paragliders. Even a brief quote solicited from the new H5 or P5 would be nice.

Cragin Shelton Should we bring back the ratings column?

I like Cragin’s suggestions. — Ed. THE FLYINGEST FLYING

BRINGING BACK THE RATINGS COLUMN Dear Editor, For some time I have missed a feature that was dropped from our monthly magazine. That is the list of new ratings.

Someone told me that some of the schools had complained about the resulting 4

Dear Editor, I am writing to let you know about a documentary project that I have been working on for the past 14 months.

In addition to my day job with an environmental consulting firm, I have a sideline video production company for which I do freelance video and audio editing.

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).

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

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 PUB LI CATIONS: The ma te ri al presented here is published as part of an information dissemination ser vice 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.

Hang Gliding • November 2002

Although I have also produced a number of short experimental films, I had never undertaken a full-length project prior to starting this documentary.

It was while taking hang gliding lessons in June 2001 that the urge to create this film first struck. As you know, hang gliding and its culture can be somewhat removed from the mainstream. What I wanted to do was capture some of the sport’s real essence and make it accessible to a general audience. I found virtually everything about the sport fascinating, not only the romance of flight that we can all relate to, but hang gliding’s undisputed uniqueness, the equipment used, the wide spectrum of participants, and the way the sport tends to be viewed by mainstream society.

Based on those elements alone, I could create a 12-volume series of documentaries if I had the time or resources. As it is, I captured more than 30 hours of raw footage and conducted interviews with such notable (hell, legendary) figures as Bill Bennett, Bill Moyes, John Dickenson and Francis Rogallo. I have scoured the archives of the Air and Space museum (fortunately only a few miles away) and corresponded with the Otto Lilienthal museum in Anklam, Germany. The people at USHGA have also been very helpful in answering my requests for information, which at times likely reached the level of annoyance (statistics for this year, percentages for that year, participation levels across time — you name it, I bugged them for it). A great many USHGA members have helped me out as well. One pilot allowed me to interview him about the experience of throwing his chute following the failure of his glider after extreme aerobatic maneuvers. Some members have offered me photographic permission for their outstanding aerial shots, and others have let me use rare and unique video clips and stills from their own collections.

What I have tried to accomplish with The Flyingest Flying is to offer a detailed timeline of the sport’s origins — from DaVinci all the way to the first Lilienthal meet in May 1971 — along with a sampling of hang gliding culture as it is today. The bulk of filming was done at Blue Sky Hang GlidHang Gliding • November 2002

ing in Manquin, Virginia, where I learned to fly. Owner/instructor Steve Wendt and instructor Bill “Tex” Forrest were extremely tolerant of me perpetually invading their lives with a camera, as were many of Blue Sky’s regulars. Aside from a handful of remaining clips, filming is complete, and editing is now underway.

Although my estimate at the beginning of the year was to finish this project by the end of September or October, I now think that late December is more realistic.

Running time will be between 90 and 120 minutes. I have no distribution plan at this point; I am just trying to do the best job I can and occupy myself with other details once the film is finished. I am looking forward to being able to premiere The Flyingest Flying in the months ahead, and show all the people who have helped with the project that their contributions went to good use. In the past 14 months I have come to believe that hang gliding is the greatest sport in the world, and I hope to be able to share the things that led to that belief with a wide audience.

Josh Criss Precision Video Arlington, Virginia jcriss@marasconewton.com LESSONS FROM THE SAILPLANE WORLD Dear Editor, Hang gliding needs to study the sport of competition sailplane soaring and pick out the few things they do right, and not do the things they do wrong.

Soaring in sailplanes is either dying or downsizing because of cost, idiotic mistakes and a “yacht club” mentality that has lasted for generations. Hang gliding has gained a lot of ground on sailplaning, and hang gliding is now a larger and more successful sport I think. The reason is because sailplane racers and governing bodies did not take actions when they were needed, and took the wrong actions when they were not needed. Look at the “World-Class Sailplane” PW-5 fiasco for a prime example.

For God’s sake don’t make the same mistakes that were made in soaring. Make it so more people get interested in the sport, not fewer. Make it so more people can afford an entry-level hang glider with decent performance. Make it so that the average pilot has a great time at a contest, even if there have to be separate beginner’s and expert’s classes.

Landing out 90% of the time will make a large number of potential participants lose interest. It should not be too difficult to figure out a way to challenge experts and still keep others interested enough to enjoy contests. A 50-mile task for novices and a 150-mile task for experts does not add that much to the complexity of running a contest, but it will bring novices back next year until they can fly with the hotshots.

Keep politics and elitist snobbery to a minimum. For the love of Bernoulli, you guys have a sport that costs far less than sailplaning, yet your gliders are approaching sailplane performance. You have a front-row seat to watch the shenanigans that made sailplaning fall behind hang gliding in popularity. Wake up and learn from what’s going on around you.

Look at the fantastic job EAA has done with sport power-plane flying and ultralighting. EAA saved sport aviation a few years back when the government wanted to make a power move and take away huge chunks of airspace. The EAA had the money, lawyers and power base to do it because they grew their membership and their sport into a force to be reckoned with.

Please, take this sage advice from a stranger to hang gliding, but someone who watched sailplaning marginalize itself out of stupidity and snobbery. Don’t do it. Do whatever it takes to make people fall in love with hang gliding and stay in love with it, from beginners to competitions.

Bill Berle This letter originally appeared in Davis Straub’s OZ Report. — Ed.

5

Updates WWW.HANGGGLIDINGSPECTACULAR.COM WEBSITE OPENS! The Hang Gliding Spectacular website is now open! Finally there is another informative piece of hang gliding history on the World Wide Web. Originally named the First Tactile Flight Meet in 1974, the Hang Gliding Spectacular and Kitty Hawk Air Games have grown into the oldest continually held hang gliding competition in the world. The new website is big and contains all of the event information, history, past winners, pilot profiles, novice tips and a growing photo gallery. At the site you can learn about the instructor reunion, join our Yahoo group and even register online. The site will be continually updated and will keep growing with time.

Pilots from all over will travel May 16-19, 2003 to compete on the dunes of Jockey’s Ridge and at the Kitty Hawk Kites Flight Park for great trophies and prizes. We look forward to seeing everyone there. Check out all the details at our new site: http://www.hangglidingspectacular.co m/. For more information contact Bruce Weaver at bruce@kittyhawk.com or call (252) 441-2426.

BALLUNAR LIFTOFF FESTIVAL

The Ballunar Liftoff Festival took place on August 23-25, 2002. This is an annual event located on the grounds of the Johnson Space Center in Houston, Texas. The festival focuses on open house at JSC and the many hot-air balloons that come each year to compete. The midday portion of this event highlights other segments of sport aviation. This includes skydiving, motorized paragliding, gyrocopters, model rockets, RC planes and hang gliding.

The Houston Hang Gliding Association has attended the Ballunar Festival for the past seven years. We operated the hang gliding simulator and a booth that provided USHGA literature. We also provided demonstrations of hang gliding flight by aerotowing and truck towing above the spectators. Due to post 9/11, the Space Center did not have the open house, and security was tighter this year. However, we still had permission to fly at the event. We felt very privileged to be allowed to fly at a nationally known facility.

The aerotowing operation used a trike owned by some HHGA members, with Michael Williams as the tug pilot. The Saturday morning flights gave the spectators some action as Mike towed gliders up to 1,600’ over the festival. However, with only a 25-minute window, there was no time for finding thermals. The 2:25 PM window had a 10+ crosswind to the tow road. We decided to scrub this window and save some possible aluminum. By 5:25 PM the crosswind was still there but had lightened considerably. Mark DeMarino launched first and experienced a moment of side-skidding and wing-lifting during launch. He made it, however, and had his first tow of the day. Robin Hamilton showed up with his family and enjoyed two flights.

On Sunday, the 11:25 AM window had a sky full of small cu’s. The thermals were forming. Dennis Dornfest launched first and released at 1,600’. A nice thermal allowed him to stay at 1,800 feet while Mark DeMarino towed up. The FAA ceiling was 2,000’, so we were limited on our flights. Dennis used this time to take some pictures from a camera around his neck. After the flight, the club was invited to lunch in the sponsor’s tent. This was a treat. We had a buffet-style lunch and sat next to astronauts in the air-conditioned tent. It was hard to go back into the heat.

The second launch window was extended to 55 minutes and the thermals were waiting.

Mark launched first and had an extended flight by climbing to 2,000’, but bad luck soon joined him as he lost the thermal and had to land early. Dennis launched at around 2:10 PM and Mike released him right in a juicy thermal at 1,600’. Dennis rode the thermal located over Mission Control to 2,000’. He glided to the visitor’s center and arrived at 1,500’. Another thermal brought him up to 2,000’. Both of these thermals were almost stationary, so he was able to boat back and forth without losing altitude. He flew all over NASA and enjoyed the sights of the space center, including the Saturn V rocket below.

With good flying, a surprise lunch with some astronauts, and all the members who helped, we had a very successful Ballunar event this year.

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Hang Gliding • November 2002

Updates NEW 2002 TALONS GARMIN GPSMAP 76S AND ETREX VISTA — ENHANCED SOFTWARE

The new 2002 Talon 140’s and 150’s sport a significantly improved sail design and several new features which are immediately apparent, including an extended tip chord and an extended double surface which fairs in the hang loop, enhanced handling and low-speed capabilities, and improved L/D across the speed range. The Talon 160 sail cut was updated in January, and while the 160 does not have the bottom-surface hang loop fairing, it does enjoy significantly enhanced flying characteristics as compared to the original 160’s.

For full competition-level performance, add the Slipstream Performance control bar system with faired carbon or aluminum basetube and the Mylar sail upgrade. Additional available options include carbon leading-edge inserts. Ask anyone who has flown a 2002 Talon what they think. We think you’ll get an ear full! Full details at www.willswing.com.

PHOTO CREDIT Concerning the article about the 2002 Hang Gliding Spectacular in the September 2002 issue, we would like to give credit for all of the photos to Doug Haber’s fiancé, Michelle Broomell.

The Garmin GPSMAP 76S and eTrex Vista now offer several software features that simplify navigation, competition and record-keeping. By visiting the Garmin website customers with older systems may download this free software update for their GPSMAP 76S and eTrex Vista. The glide ratio and glide ratio-to-target features use GPS altimeter functions to help competitors determine if they can reach their target without passing a point of no return. The vertical speed-to-target feature uses GPS altimeter functions to recommend the optimal speed to reach a checkpoint in a gliding time trial.

In addition, the manual route transition feature helps users maintain an active leg to a checkpoint. The pilot sees an arrow pointing him in the direction he needs to fly in order to make it to the next checkpoint. Both the GPSMAP 76S and eTrex Vista incorporate GPS mapping capabilities, along with a barometric altimeter and electronic compass.

For more information, help, or to purchase a Garmin GPS contact: Aerolight International, LLC, 15020 SW 145 St., Miami, FL 33196, (305) 256-5650, fax (305) 232-5175, info@aerolight.com, www.aerolight.com.

NEW FLYTEC 4030 RACE FLIGHT COMPUTER Earlier this year Flytec USA started working with U.S. number one- and two-ranked pilots Paris Williams and Mike Barber to make substantial changes to the 4030XL. A list was compiled from Paris and Mike’s extensive X-C and competition experience, feedback from other world-class comp pilots, and deficiencies found in many other flight computers (including our own) that needed to be corrected. The goal was to take advantage of the 4030XL’s strong points and add new features and functions that would benefit serious cross-country and competition pilots. Today’s competition tasks are often won or lost on final glide; consequently, much emphasis was placed on improvements in that area.

Some of the new enhancements include: instant activation/deactivation of the final-glide computer; quick and simple, one-touch final glide headwind/tailwind entry; dramatically improved stability and reliability of goal arrival altitude; display of altitude above goal, arrival altitude and MSL altitude; real-time display of actual headwind/ tailwind.

Paris and Mike have tested the prototype of the 4030Race and are delighted with the performance. Paris commented after a day of testing that his glides with the new 4030Race were “the most steady, optimal final glides I’ve ever done.” Mike Barber, who is well known for emphasizing the importance of final glide and being a tough critic, was also very pleased. He commented, “Even Mikey likes it!” We expect the first production units of the 4030Race to be available in November.

There was discussion about adding an internal GPS. While at first glance this seems like a good idea, we believe that, considering the popularity of the current user-friendly mapping GPS units available from Garmin and others, that integrating a GPS into the flight instrument would actually reduce overall functionality and decrease battery life, while greatly increasing the price.

Free upgrades from the 4030XL to the 4030Race will be available to pilots who purchased 4030XL’s after September 1, 2002. 4030XL’s and 4030’s purchased prior to September 2002 may be upgraded for a charge.

For more information on the new 4030Race contact: Flytec USA, 1-800-662-2449 or (352) 429-8600, fax (352) 4298611, www.flytec.com, info@flytec.com.

Hang Gliding • November 2002

7

The Big Spring

by Davis Straub, photos by Tim Ettridge and David Glover

T

he notice of a new national hang gliding meet came along very late in the game in April, and right away I wondered if David Glover could pull it off. When David realized that there were only three sanctioned meets (one of them, the Chelan Cross Country Classic) he felt that there would be a demand for another points meet, especially one west of Florida.

8

Hang Gliding • November 2002

Benny Shipman of San Diego drying off his rigid wing.

U.S. Open

But David proposed having an aerotow meet in a place that few pilots had ever flown — Big Spring, Texas, at the south end of the Texas panhandle. Sure, there had been some truck-towing meets there years ago, but few pilots remembered those meets. Would they come to Big Spring on such short notice? Without top pilots there would be few NTSS points to hand out to the attending pilots — the chicken and the egg.

Not only was there uncertainty about the value of the meet, but would David be able to organize all the resources that were needed to make the meet a success?

We’re talking about running an aerotow meet far away from a flight park. Sure, Bill and Vicki Moyes did this in Australia (in a burnt-out paddock south of Forbes), but could David get the tugs, trikes and the tug pilots to Big Spring?

David had been a big hit as the meet director at the Flytec Championships at Quest Air in Florida, but was he just a pretty face? Did he have the muscle behind the scenes to bring it all together?

Then there was the weather. The June and July charts showed that the winds in Big Spring could be too strong out of the south. Would August give us a respite and Hang Gliding • November 2002

allow us to get back to the abandoned air force base that was our launching pad, so we would not just run downwind every day?

Not to worry — organize it and they will come.

Thirty pilots, a bit of a low turnout but a number that wouldn’t overstretch the assembled resources, did come, and so did great weather with winds that brought appropriate challenges but weren’t too strong. And the clouds — oh, the clouds, wow, the clouds — every day there were nice fluffy cu’s enticing and often deceiving us.

Our operations were out of the Big Spring airport, a huge former air force base, with a new, small, general aviation terminal and a good-sized hangar that accommodated all the pilots, Dragonflies and trikes. The hangar kept us out of the wind and the sun’s heat as we assembled our harnesses on the concrete floor. The air-conditioned terminal became our headquarters for scoring and pilot meetings. All these human amenities certainly made for happy pilots.

First, Tim Meaney, IT director and scorekeeper for the U.S. Open, set up a wireless network in one of the air-conditioned rooms and handed out wireless network cards to anyone who brought along his laptop computer.

9

Race headquarters — A tangled web of laptops and wires.

costs), and was therefore the least expensive points meet of the year.

David and Tim Meaney checked out the validity of using virtual goals at the Flytec Championship, and found that it was just as accurate as using human goalkeepers — once again, folks put out of work by technology. Isn’t it about time that we used our GPSes to their fullest extent? In addition, the use of virtual goals means that scores are posted much more quickly (if pilots come back to the airport).

So, how was the flying? It was both great and plenty interesting. Did I mention the clouds? Yes, they were there, starting to build on all but one day at about 10:30 or 11:00 AM. And did they look inviting, promising and encouraging, or what?

The task committee planned to try to get the pilots back to the airport on most days, and one reason for this was that

The network was hooked up to the airport network which had parallel DSL lines connected to the Internet. Everything was very, very fast.

Second, the city and their airport development authority were behind us, helping in any way they could (see David’s sidebar).

I’d never seen such support from any political entity for our sport, and it looks like they want us back.

Third, having such a big facility meant that we could place our gliders just outside the hangar (hardly had to carry them at all), jump on a cart, hook in behind a Dragonfly and then roll down the taxiway. This made it a lot easier for both the hang glider and tug pilots.

Fourth, David is the kind of meet director who makes sure the pilots come first. He knows who the customers are and enlists them to help run their own meet. That way they only have themselves to blame.

The pilots’ task committee had full responsibility for calling all aspects of the daily tasks, and the pilots’ safety and protest committees had full authority over these aspects of the meet. David’s job was to make sure that everyone was working together and having a good time.

Fifth, virtual goals mean low cost. David is committed to the use of the GPS to tell the scorekeeper when a pilot crosses the goal line. This means no goal crew and less excitement at the goal, but less expense.

(Is there that much spectator excitement at cross-country meets to begin with?) The U.S. Open cost $195 plus $150 for the tows (which didn’t quite cover the towing 10

Hang Gliding • November 2002

they wanted to see pilots work upwind in this competition and not just flail off downwind. Upwind skills are a big part of competition, and we would have plenty of opportunities to test pilots’ abilities in this area.

The clouds proved to be both a blessing and a curse. They signal lift, but they also signal sink. That is, clouds can form quickly, and when they are fully formed they aren’t producing any lift, but are on their way to disappearing. You must go to the young clouds, or places where young clouds are about to form. A tricky business.

Not only were the clouds tricky, but glides between working clouds presented other problems. We found plenty of sink in these non-lifting areas — not just an absence of lift, but very active areas of sink.

If you are not going up, you are going down a lot faster than would be the case in many other flying areas. This means that you can forget about that final-glide computer on your fancy vario. The lift and sink probably won’t balance out on that glide to goal, and you should expect big sink instead. Of course, the task committee also added to our problems by making sure that the last leg was into the wind. Like I said, a real competition.

The first task was a triangle with a kink in the last upwind leg that was supposed to keep us from flying over a prison a mile to the north of the hangar (a definite fly in the ointment here in Big Spring).

Bo Hagewood, Chris Zimmerman and Jim Lee came in one, two and three on the first day, and Claire Vassort and Kari Castle came in fifth and sixth.

This set the tone for Class 1 in the meet.

Mark Poustinchian and Campbell Bowen came in first and second on this first day in Class 5, while Rich Burton and I ignored my good advice to ignore our varios and landed a kilometer short. It turned out that on every day that Mark was to make goal he would be the fastest to goal. Perhaps it was this speed that also put him on the ground on other days.

On day two, after calling off one task to the south because the clouds showed up earlier to the north, the task committee repeated the first day’s task. Mark Poustinchian would be the fastest to goal on his ATOS in two and half hours, but George Ferris would be the hero of the day, making it in five hours with a very circuitous route.

Hang Gliding • November 2002

At first, George flew north and not northwest, almost getting the last turnpoint (25 T), and after a big struggle he finally made it to the first turnpoint (27 T) against a 20-mph headwind. Each day the wind would blow out of the east at between 10 and 20 mph.

He whizzed downwind to the second turnpoint at Cole and didn’t have too much trouble making it to the last turnpoint at 25 T. Then past this turnpoint he turned around and went back downwind at least 10 miles in search of a thermal. When he found it he drifted farther downwind and away from goal. He finally got enough altitude after another thermal and was able to glide into goal (after a short stop) at 8:00 PM. On day three the clouds looked a lot more threatening than they did on the first two days, and the safety committee was

Tim Hoopes.

wondering if the darkness was dangerous.

It turned out not to be dangerous but difficult, since there was a large shadow over the airport and a number of pilots weren’t able to stay up.

Campbell Bowen and Jim Lee would be the only pilots to make it to goal after a 75-mile triangle to the south and a 20-mile last leg into the wind back to the airport.

Campbell’s strategy all along had been to go way off course line to get under the best-looking clouds. This had been working well for him in spite of the extra time that it took to complete the tasks, but at least he completed them.

Jim watched the few of us in front of him head out into very unpromising skies toward goal after the second turnpoint, and instead get way off to the north toward the few clouds forming in the blue hole where later Campbell would find lift. Jim

came in low over my head after I didn’t find lift under these clouds, and found it just to my north. It pays to go for the clouds, especially here in Big Spring. Now Jim and Campbell were in the lead and the meet was theirs to lose.

On the fourth day we called a 45-mile out-and-return to the north, in consideration of the threat of overdevelopment.

The low and high clouds on the day before made for smoother flying and less sink between thermals. With the wind consistently out of the east we would be flying crosswind on both legs.

There is a strong gust front and rain at the airport before we flew, and we postponed the action until it looked safe. Bo would be the first to launch, as is his want, at 1:45 PM. The rain had dampened things at the airport, and he and Chris Zimmerman would have to relaunch. I was right behind them and hooked a very light thermal over the town that became the beacon for everyone else who would launch behind me.

The rain was very local and we found good lift to the north. With such a short task almost all the pilots got back and did so quickly.

There was excitement at the goal line next to the hangar, as Bo Hagewood dived in to beat Glen Volk by two seconds and win the day.

Given the short task and the fact that we were always coming back to the airport, the pilots asked the task committee to call a long downwind task. But the wind was always out of the east, and if we went west we would run into the dry line, overdevelopment, and most likely rain toward Hobbs, New Mexico. Finally, the task committee agreed to call the longest task in U.S. hang gliding competition history — 150 miles to the north-northwest to Muleshoe, Texas. There was still a chance of rain and cu-nimbs.

Pilots were spread out and flying on their own after slow climbs at the airport due to the rain on the day before. With the five-mile start circles and the relative low number of competitors, combined with three start times, it is tough to hook up with other pilots. Of course, we would be happy to fly with other pilots on such a long task.

I found myself having to do a number of low saves and was not alone in this.

At about 120 miles out, there was a big cu-nimb just west of the town of Levelland 11

and right on the course line. This would put a number of pilots on the ground. I was way to the west of the course line in the sunlight, flying under cloud streets that had formed over hot, sunlit fields on the western edge of the cu-nimb. It sure was nice to be able to skirt this monster and be in the sun.

Unfortunately, there was another area of overdevelopment between me and the goal, and at goal there was another cu-nimb that was producing rain, thunder and lightening. Campbell Bowen would fly into it and get within five miles of goal, as well as get soaking wet. That’s what it took to win on this day. Jim Lee would land 11 miles from goal where it was still civilized but cleared of lift by the cu-nimb at goal.

One pilot had more than an interesting time before any of the storm activity. Jon Woodruff tumbled his Airborne Climax.

He said that he was thermaling. He had the bar at about his neck and he was banked up. This was pretty much the way all of us were flying here. The cores were tight and the bumps were big, so we were thermaling pretty fast with high bank angles. I often had the bar at my chest and was thermaling at 35 to 40 mph.

Instantly, the control bar was ripped from his hands. The forces he felt were far stronger than anything he had felt before while flying. It happened so quickly that he can’t remember all that happened.

The next instant he was in the apex of the control bar on top of the sail. Then the glider flipped back over and he was hanging in the control frame. He didn’t break anything on the glider, but the control bar was bent where one of his hands had been gripping it. He doesn’t know when the control bar was bent.

On day six the clouds didn’t show up on time. We postponed the start because we’d grown so used to them, but only for half an hour. We could see a few clouds in the distance as we were towed up, and, of course, lift in the airport area was still weak from the rain storm.

We had another 75-mile triangle task, this time off to the northwest over some difficult areas, made more difficult by the relative lack of clouds. Campbell Bowen (remember, he’s the one with the strategy of flying to the clouds) would go down very quickly. He would remain in first place, but everyone else was now a lot closer.

I found a cloud in the start circle and hung with it forever. I was the first to start with everyone else a half hour behind me, hoping for better clouds. They wouldn’t get 12

them, and it is a slog of a day for everyone but Mark Poustinchian, who came in to goal after I did but with the fastest time for the task. Jim Lee would be the first flexwing pilot in, with Bo and Chris right behind him. Jim and Chris would be leading, with Bo in third, going into the last day.

Well, it was the last day, and I might as well spill the beans. Jim Lee fell down. He was winning the meet and then he was on the ground.

Kari Castle and I were in the lead and flying together on the upwind leg when we did the same thing. We flew right to some new and good-looking clouds, but found nothing but sink and landed. Those pilots behind us (except Jim and Glen Volk) saw our failure, slowed down and looked everywhere for lift. They were able to find it, and once they got around the second turnpoint, raced to goal.

So, on the last day things changed a bit. Bo Hagewood moved into second and Chris Zimmerman won his first meet. Bo said that Chris almost blew it and let Bo win by racing with Terry Presley and getting down to 400 feet four miles out from goal.

Bo was flying really well and missed winning by falling down on day two.

Campbell held on to win in the rigidwing division, holding off a strong challenge from Mark and Rich.

Big Spring turned out to be a great place to have a major hang gliding meet. We had good weather, great soaring, strong support from the town, an excellent organizer and meet director in David Glover, and strong support from Quest Air, other flight parks and trike owners.

Many of us look forward to more meets in Big Spring, as well as eastern Texas. Texas is turning out to be a great place for major hang gliding competitions (many sailplane meets are held there).

Class 1 Results ZIMMERMAN, Chris

1

HAGEWOOD, Bo

2

LEE, Jim

3

PRESLEY, Terry

4

CASTLE, Kari

5

VOLK, Glen

6

VASSORT, Claire

7

GOODMAN, Bubba

8

ROBINSON, Kent

9

SEABERG, Dave

10

ROSSIGNOL, Jerz

11

TRYON, Michael

12

WOODRUFF, Jon

13

CHASTAIN, Greg

14

GREGORY, Oliver

15

MCGOWAN, Tom

16

PROCTOR, David

17

HOOPES, Timothy

18

CUTTS, Buddy

19

Class 5 Results BOWEN, Campbell

1

BURTON, Richard

2

POUSTINCHIAN, Mark

3

DEGTOFF, Mike

4

STRAUB, Davis

5

BRANDT, Dave

6

FERRIS, George

7

LAMB, James

8

STUMP, Mark

9

SHIPMAN, Benny

10

The full story can be found as always at; www.davisstraub.com/OZ

If Your USHGA Membership Expires On 11/31/02 We Need To Receive Your Renewal

BY NOVEMBER 20th Or you will miss the December Issue If Your USHGA Membership Expires On 12/31/02 We need To Receive Your Renewal BY DECEMBER 20th Or you will miss the January Magazine

Hang Gliding • November 2002

The People Make the Difference

by David Glover

A

rranging the resources to run a remote -outpost hang gliding meet was daunting, but the task was made much easier by all the people and support that came together to put on the U.S. Open. Not having the resources of a flight park in Big Spring, Texas made the thought of running a meet there somewhat scary. But luckily, the flight park came to Big Spring. As in the past two aerotow Texas meets, Quest Air of Florida invaded; there were more of Quest ’s tugs and helpers in Big Spring than back in Florida. Quest’s and Flytec’s dedication to helping is second to none, and I could not have done it without their selfless and generous support.

Aerotowing support was provided by the following Dragonfly tug owners: Flytec tug, Steve Kroop/Flytec USA; Turbine tug, Russell Brown/ Quest Air; White tug, Bobby Bailey/ Moyes; Yellow tug, Curt Graham; and the Topless trike, Don Goetz.

Their support was crucial and much appreciated.

TUG PILOTS Thanks go to Rhett “The Mountain” Radford, Russell “Always With a Smile and a Laugh” Brown, John “B1B Bomber” Krueger, Lois “Happy and Hardworking” Neubaeur, Curt “I Learned a lot” Graham, Rod “Come On Girls, Fly Behind the Trike” Brown, and Don “Super- Help!”

Goetz. Most of these tug pilots flew in for the event, and did everything possible to keep the planes flying and the hang glider pilots happy.

They are the reason people got in the air quickly and safely. Thanks guys!

THE CITY OF BIG SPRING Many nice people made the pilots’ stay in Big Spring special, but two folks were shining stars when it came to making the event run so well: Jim Curtiss, the airport manager, and Bobby McDonald, retired realtor and Big Spring citizen. Jim’s Hang Gliding • November 2002

openness and overall support of the event made our choice holding the competition in Big Spring an easy one. Once there, he provided important direction in locating resources.

Bobby McDonald was the numberone volunteer, and along with retired Colonel Jim Little he was our main contact with the town.

Two weeks before the event, Bobby wanted us to provide a list of everything we could think of that would make the event easy and memorable for the pilots. I really didn’t think he would be able to come through on many of the items on the “nice-but-not-necessary” list, but he did. Among things the townsfolk provided were a welcoming picnic sponsored by the town and hosted by the mayor and other Big Spring dignitaries, Boy Scout volunteers, a PA system, restaurant and store discounts, tables, chairs, ice, ice cream and sweets (thanks Joanne and John Stolcup), and the list goes on.

VOLUNTEERS There were many people who just came to help, and if I compiled a list I would undoubtedly leave someone out. They know who they are, and they know how appreciated they were. It was super to have pilots and drivers helping the hang glider pilots get prepared. There are, however, a few special notes. There was a strong Arkansas contingent led by the hardest-working person on the flight line, Gene. Sam Kellner of Leakey, Texas stayed up throughout the night, helping Rhett and Russell change out an engine on the turbine tug. Sam is the kind of person who just can’t stop constantly helping out. He was a super volunteer, from the World Record Encampment in Zapata, to the Texas Open (which he hosted), to the U.S. Open in Big Spring.

SCOREKEEPING When things go well the process is simple. Scorekeeping is objective,

but it takes a great mind to make sure that all facets of this task are working correctly. The most important attribute of a scorer is judgment. Testing and retesting before the event is imperative to make sure that the software and hardware all operate together properly. During the contest is not the time to try something new, fancy or unproven.

Hang glider pilot and U.S. Open Scorekeeper Tim Meaney is without a doubt my hero. For fun I bet Tim dinner that he couldn’t score everyone from start to finish and post the results to the Web in less than 15 minutes. I lost.

SPECIAL MENTION G.W. Meadows is the guy who got me started years ago. Without his encouragement and help I would not be organizing and directing meets.

He had the idea of running the first U.S. points meet using aerotowing and I helped organize that event. He also hired me to run goal at a number of contests. The professionalism and execution of today’s meets are a testimony to his vision.

Bo Hagewood is an old friend who goes back to our instructor days on the dunes with Kitty Hawk Kites.

We arrived in Big Spring two weeks early, and I joked that we squeezed five days of work into two weeks. We were coming back from Zapata and the Texas Open and found ourselves in Big Spring a little bit early — oh well. To give you a hint about how we spent our days waiting for everyone to show up, let me just say that I have fond memories of sneaking beer into the matinee of Stuart Little 2 with Bo. Next time we’ll bring cans.

Thank you everyone for making the U.S. Open in Big Spring, Texas a safe, fun and fair hang gliding contest. Ask anyone who was there — we had a blast! Until next year…

13

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.

UNTIL DEC. 31: The Michael Champlin World X-C Challenge. No entry fees or preregistration 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.ms n.com.

COMPETITION

DEC. 28-JAN. 4: Australian Open, Deniliquin, NSW. Three separate comps in one. Floater gliders will have a short downwind task, kingposted gliders a medium-difficult task, and the Open the most difficult, with more emphasis on racing. Fly with the world’s best but compete against your peers. This competition suits all pilots of all skill levels no matter what glider you fly. Last year we had 150 pilots from all over the world compete in this new-concept event. JAN. 6-14, 2003: Bogong Cup, Mt. Beauty, Vic. JAN. 17-25, 2003: Australian Nationals, Hay, NSW. Contact: Tove Heaney, chgpgc@goulburn.net.au, or visit www.cool-ether.net.au/australianopen.

UNTIL DEC. 31: 2002 Falcon Hang Gliding Cross-Country Contest. Includes any other single-surface flex wing. Includes all of the U.S. as divided into four regions.

Prizes awarded for all areas in all “classes”: West Coast (west of Route 5, USHGA Regions 1, 2, 3); West (USHGA Regions 1, 2, 3, 4, 5 east of Route 5); Central (USHGA Regions 6, 7, 11); East (USHGA Regions 8, 9, 10, 12); World (for the rest of the world). Any Hang II and up. Pick the appropriate class to enter: Pro (Hang IV); Amateur (Hang III); Recreational (Hang II). Towing is permitted with a maximum release altitude of 2,000 feet. No entry fee, but a self-addressed, stamped envelope is required for any correspondence requiring a return (entry form, etc.). E-mail correspondence and entry forms are acceptable and preferred. Visit http://tekflight.tripod.com/falconxc.html or send an SASE to: Tek Flight Products, Colebrook Stage, Winsted, CT 06098.

FUN FLYING MAY 16-19, 2003: Hang Gliding Spectacular and Kitty Hawk Air Games. Pilots from all over will compete on the dunes of Jockey’s Ridge and at the Kitty Hawk Kites Flight Park for great trophies and

prizes. Check out all the details at our new site: http://www.hangglidingspecta cular.com/. For more information contact Bruce Weaver at bruce@kittyhawk.com or call (252) 441-2426.

CLINICS, MEETING, TOURS DEC. 2002-MARCH 2003: FlyMexico Tours, Valle de Bravo, Mexico, for hang gliding and paragliding. The Hotel Meson del Viento is now open, and our houses are still available. Week-long tours, in and out on Sundays, include transportation, lodging, guide and retrieval. $795 for paragliding, $995 for hang gliding. Contact: 1-800-861-7198, www.flymexico.com, jeff@flymexico.com.

MAY 20-21, 2003: Parachute clinic with Betty Pfeiffer at Kitty Hawk Kites, Nags Head, NC directly after the 2003 Hang Gliding Spectacular (May 16-19).

Tuesday’s clinic (May 20) will be geared toward pilots learning about parachutes and deployment. Wednesday’s clinic (May 21) will be tied in with an Instructor Certification Program and will be geared toward instructors teaching pilots about parachutes and deployment. The ICP will be held at Kitty Hawk Kites, May 20-22.

Contact: bruce@kittyhawk.com, (252) 441-2426, or www.hangglidingspectacul ar.com/eventinfo.html for more details.

The Internet Era

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HANG 2 VIEW – by Jennifer Beach <dragonworx@aol.com>

T

his is only the first article for what I am hoping will be a long-lived column. During my first club fly-in, while sitting in a hot tub at a wonderful little bed and breakfast with friends and other pilots, I was relating the story of my “birthday flight” when I noticed I had the attention of a Hang IV pilot. After I finished my story, Tim Denton looked somewhat distant for a moment and said he had really enjoyed the time I was just about to experience. His words were with me as I went to sleep that night. They echoed my instructor, Mark Windsheimer, who had recently told me that I had only opened the door to the world of hang gliding, but that I still had so much to learn. At 3:00 AM the idea for this column was born.

responses go something like this…

WHAT IS “HANG GLIDING”?

When I first started to learn to fly I told all of my friends of my passion for the air.

When I made Hang I, my friends called me a “pilot.” Those who knew me had a clear idea of what I was doing. If they had any doubts, they were certainly erased when I flashed my first summer photographs that were nothing but gliders, gliders and more gliders.

Not everyone I met over the last year understood the term “hang gliding.” Tormont Webster defines hang gliding by stating that it is “to fly by means of a hang glider” (1987). Well, that doesn’t help much. That same illustrated dictionary further defines a hang glider as “a device resembling a kite from which a harnessed rider hangs while gliding from a height.” I can imagine the look on my father’s face as he tries to draw that picture.

10)

Over the course of many introductions I began to catalog the responses I received when others asked about my “hobby.” The 16

1) 2) 3) 4) 5) 6) 7) 8) 9)

Completely blank stare.

Huh? (Usually followed by a completely blank stare.)

“I always wanted to jump out of a plane.”

“Oh! Like they do in Mexico behind the motor boats?”

“I see them at Lookout Mountain all the time. I love the color of those parachutes.”

“Is that where you get towed up behind an airplane?”

“Don’t you get tired of hanging there?”

“Do you have a death wish?”

“You must like bungee jumping too.”

“I saw them on the beach in Cali fornia.”

Okay. So about one out of every ten people has at least a vague idea of the sport.

The rest are virtually clueless. I try to educate the people who are interested. I describe the glider and some of the gear. For the advanced person I might even describe

how a hang glider flies. What I find most of ten is that I describe the flying.

The Zen of hang gliding I’ll save for another time. Suffice it to say that most people think becoming a hang glider pilot is like going to college. You go to class, do your research, write your papers, give your presentations, take your tests and “poof,” you’re a graduate. But hang gliding is not like that at all.

Don’t get me wrong. There is ground school, there are flights, and there are tests.

It’s the “poof” that’s different. Hang gliding is not simply a rank or a rating. Learning to be a hang glider pilot is like learning Karate, or Tai Chi, or Tai Kwon Do, or ballet, or playing the piano or the violin — hopefully you’re getting the idea. Logging hours in a classroom, or even hours on a glider mean nothing. It is the skill you allow yourself to develop that makes a hang gliding pilot. No time line can be attached to it. It is a lifelong study. I find it ironic that such a Western sport has such an Eastern philosophy.

So, what is hang gliding? My defi nition comes in two parts. The physical definition goes like this: It is the act of navigating the wind, on cloth stretched across metalframed wings, with the pilot suspended underneath using a triangle trapeze for control, looking a lot like a monarch butterfly.

The other part of my definition is that hang gliding is the act of allowing your spirit to soar through the use of proper attitude with a little help from an actual physical wing to gain altitude.

Photo Credits: Scratching for lift on a light ther mal day, the author begins to learn the art of soaring. Photo by Linda Windsheimer.

The author pauses to model her Moyes Sonic at Kenosha Pass in Colorado. Photo by Kiernan O’Donovan.

Hang Gliding • November 2002

The Real Origin Of Thanksgiving – by Scott Jewell

M

any people don’t know it, but Thanksgiving was actually a holiday started by the actions of the first hang glider pilots. Here’s the real story behind Thanksgiving.

Once upon a time, in a country far, far away, in a small mountain village lived a group of ground-dwelling hill people. Life in their village was peaceful and serene.

One day a ground-dwelling boy was sitting on a rock which overlooked the valley below the village. As he sat with his eyes closed, allowing the early morning sun to warm his cool skin, he felt a temperate breeze gently blow through his hair. His mind began to drift when he felt something hit him square on the forehead. The grounddwelling hill boy sat up with a jolt. As he did so, he could feel the moist trail of something oozing down his forehead onto his nose.

When he crossed his eyes, he saw a white blob with a black dot in the center. Curious as to where this substance might have come from, he first gazed around himself, and not finding the source, his gaze turned upward. His eyes then beheld the sight of a bird soaring and turning only 50 feet above his head. Aside from not being very bright, these particular ground-dwelling people were none to observant either. It seems they had never before noticed the buzzards that regularly soared gracefully above their homes. The sight of this bird mesmerized the boy.

The boy looked upon this wondrous bird that he’d never noticed before, and suddenly had a wondrous thought (but not before the bird had a chance to lighten its wing loading once more, with remarkable aim). The boy quickly ran back to his village where he spent the next two years constructing the world’s first raggallo-wing hang glider.

It was a June day when the boy first gathered his people together to witness his first public flight. The group of groundHang Gliding • November 2002

dwelling hill people met at the site where the boy had first witnessed the strange soaring bird. Not having any knowledge of the wind, or what it was that allowed the bird to soar, the boy hooked into his glider and ran blindly off the edge of the rock. Luckily, the wind was blowing in that day and he went straight up into the air. He first flew conservatively above gasping villagers, floating back and forth, doing his best to imitate everything he’d seen the bird do. Unfortunately for

the grounddwelling hill people below, he had a very vivid memory.

Like the star-bellied Snetches, it wasn’t long before the hill people found themselves being divided into two separate factions: those who wished to remain ground-dwelling hill people (the majority), and those who wished to be hill-soaring people. The hill-soaring people became social outcasts, ostracized and ridiculed by the ground-dwelling people. They endured as long as they could.

Then one day, in order to escape the persecution, they set sail for a land down

under where they heard of endless thermals and powerful lift. Distressingly, not only were the ground-dwelling hill people, now turned hill-soaring people, not too bright and none to observant, but they were appalling navigators. After months at sea, the hill-soaring people landed at what we now call Plymouth Rock.

During their months at sea they had consumed almost all of their food. Desperate for airtime and sustenance, they embarked on a journey into the wilderness with what little supplies they had. On the second week of their journey they came across a small hill that had several buzzards soaring above it.

Instinctively they rushed to the top, cleared a launch and prepared to fly.

While they were setting up, the wind had increased to what became marginal conditions. To make up for this, each hill-soaring person put several rocks into each of their harnesses.

Oh, it felt good to be in the air again! Once again, however, fate came into play. After two hours in rough conditions, one of the rocks in one of the hillsoaring people’s harnesses managed to work itself free.

The rock plummeted toward the ground. But before the rock could reach terminal velocity it impacted one of the buzzards, which in turn collided with another buzzard, killing two birds with one stone. The two birds then fell the rest of the way to the earth where the hillsoaring people ground crew retrieved them.

That night, the hill-soaring people sat down to a feast like they never had before. The aroma from their feast was so tantalizing, it lured a local Indian tribe to join them. The Indians, not wanting to be ungracious guests, brought with them corn chips and beer. Together, as they feasted on roast turkey buzzard, they gave thanks.

And that’s the true story behind Thanksgiving.

17

Thermal Lore — Part 1 Copyright © 2002 by Dennis Pagen

S

oaring pilots live and dream under the thrall of thermals. Sure, ridge lift lets us zoom around and play local hero, waves are a gift from the gods and convergence is a magic carpet when you find it. But only thermals are consistently present and readily exploitable by even newly fledged novice pilots. Thermals are intriguing because they are mostly invisible and they can take us to dizzying heights, in some cases higher than big brother wants our tender wings to go.

Another aspect of thermals is that they reward the development of certain skills, but involve an element of dumb luck.

Just as with fishing or picking up a new romance at a party, you can never be 100% sure about what you’re going to come up with when you go trolling. It is that element of expectation and surprise that adds spice to the endeavor. With thermals, we cast our net based on knowledge and how much height we have to spend, then hope for the best. The fact that it so often pays off is a tribute to our glider’s performance, the wealth of knowledge that has accumulated in the flying community and the abundant lift that nature affords. Many of us wish that fishing for seafood or mates had such a high rate of return.

This series of articles is intended to illuminate the many aspects and peculiar behavior of those elusive entities we know as thermals. The idea is to promote better flying through knowledge. Hopefully pilots of all skill levels will find some nuggets to carry with them into the wild blue yonder.

My approach will be to try to avoid too much technical detail, but offer references 18

for those who wish to delve deeper. I believe this format is appropriate for the vast majority of pilots, since much of thermal flying is (and should be) intuitive. But we do need a solid groundwork on which to let our intuitive nature roam free.

Much of what we discuss will come from conversations with the world’s top pilots, but also an important source has been research papers written on micrometeorology. These papers most notably appear in the OSTIV publications, which is dedicated to the technical aspects of soaring (sailplanes).

In the last decade or so there has been much interest in micrometeorology because of the development of drones, surveillance aircraft and other small flying objects. I’m dubious about the uses of these craft, but grateful for the advancement in understanding.

In the course of this series we will visit the subjects of thermal development, shapes, behavior, types and ways to exploit them. We will also look at special thermal situations such as the cause of cloud suck, the “dead zone,” high-pressure thermals, East and West differences and inversion encounters. Hopefully we will touch on some of the very core material that will make each of us a better thermal pilot, or at least informed enough to know why we hit the ground while others are scribing taunting zeros high over our heads.

THE THERMAL DAY Without going deeper into matters such as lapse rate and insolation right now, let’s look at the broad picture of how a thermal day develops. Most of us know that the air mass sitting over our area must be relatively

unstable for thermals to exist in abundance or usable form. What we mean by unstable is a certain temperature change in the air with changing altitude. On an unstable day, thermals rise spontaneously once solar heating gets underway and heats the surface adequately. Here’s the sequence: 1) The sun’s energy, in the form of visible light and ultraviolet radiation, mostly passes through the atmosphere and strikes the ground. The solid molecules on the ground catch the solar radiation and convert it to molecular vibrations and much longer wavelengths — infrared. We detect vibrations and infrared radiation as heat, and so does the overlying air. It is the transfer of heat from the sun to the ground and then to the air that allows the creation, birth and growth of thermals. Thus, solar energy gives rise to all life, including thermals that are born in the heat of the day.

2) In the morning, as the air overlying the surface gets heated, not much happens as a thin layer thickens and grows warmer. A slight sloshing around may occur here and there, but no real thermal activity happens until suddenly, all heaven breaks loose — thermals happen everywhere. What’s going on here?

The answer is that ground inversions stop the release of thermals until they have penetrated to the top of the inversion (we’ll discuss the nature of inversions in a later part). However, once this penetration occurs, the thermal release comes all of a sudden and from Hang Gliding • November 2002

widespread sources.

3) The abundant release of thermals may continue for half an hour or so, then frequently it shuts down for a spell before thermals reappear in earnest. After that, a more sparse but regular production of thermals occurs. This is when the thermal day sets in properly and we are apt to be successful when we cast our fate to the wind. The mechanism that causes the thermal production pause, then the more regular succession of thermals is as follows: The warming ground in the morning heats a large area (almost the entire layer) of air over the surface. Thus, there is a large reservoir of warm air to go up as thermals.

But this air can’t release because of the ground inversion. When the bonds of the inversion are broken, the thermals release with a vengeance. These early thermals may not be all that strong because the sun isn’t yet beaming down all that hard, but they come in rapid succession and often are fairly continuous streams as the warm air on the ground seeks restitution aloft.

Hang Gliding • November 2002

But when the warm air is depleted, it has been replaced by cooler air from aloft that takes time to heat. So we have a pause. In addition, without the presence of the widespread ground inversion, the thermals that do build can release when they grow to a certain size, or they are induced to do so by triggering mechanisms. The most common triggers are downdrafts impelled by the rise of other thermals in the area. Thus, we have a picture of a steady-state growth and release of thermals as long as the sun’s heat continues in sufficient strength. The size of the thermals depends on (among other things) how long they sit on the ground and grow before release. The initial release, then pause in thermal production, is often seen in the ridge and valley systems in the eastern U.S. 4) As the day progresses, thermals tend to climb higher and peak in strength just a bit after the peak solar heating. Then they dwindle in strength and frequency but still retain their maximum height.

Finally, only a few anemic old-maid thermals rise as the sun wanes and our soaring prospects dim. In the end, only dreams of the day’s glory remain unless special situations occur that continue

to result in the artificial release of heat from the surface. (The artificial matters may be buildings with internal heat sources, fires or water heated by some means other than the sun’s rays.)

5) As evening falls, the moon rules and the earth loses what it has taken from the sun. The heat re-radiates off as infrared, and this effect sustains the warmth of the air for a while, but with no new solar heat to tickle the earth’s surface, the surroundings soon grow colder.

Then, the air stills, chills, and a ground inversion layer develops. This layer thickens throughout the night until the sun again peeks over the peaks and warming begins again. The cycle is complete.

ADDING DETAILS Ground inversions can be anything from a few feet to a few thousand feet in thickness in extreme cases. The thickest inversions occur in deep valleys in desert conditions.

The reason for this situation is that desert conditions result in rapid and extensive radiation of heat from the surface because of the clear, dry air, and thus a much colder overlying layer. The high mountains surrounding the valleys drain these layers of cold air down into the valleys all night long until a blanket of cold air is pooled deeply in quiet repose.

The thicker the ground inversion

19

layer in a given area, the longer it takes to reach trigger temperature, which is where thermals break through the inversion in the morning. However, in desert conditions the sun’s heating is comparatively more intense, so trigger temperature is reached relatively sooner than in humid areas. In addition, thicker inversions often result in a longer initial release of thermals, and in this case there may be no pause between initial release and the onset of regular thermal production. The reason for this latter factor is that the thermals developing in a thick inversion are already rising high enough to promote the vigorous downdrafts that can trigger other thermals building on the ground. Thus, once the thermals begin their initial rise to full potential, the process continues unabated. This situation is often noticed in the Owens Valley and the Alps.

THERMAL STRENGTHS There are a number of factors that affect thermal strength.

These are in two main categories: the temperature profile of the air and the intensity of the solar heating. Let’s look at the heating factor first.

The more readily a surface on the ground is heated, the more it imparts this heat to the overlying air. Thus, we should expect to get good thermals above such surfaces. Take a barefoot walk across the landscape on a sunny day and see what you feel. Did your feet get burned on that blacktop? Did you enjoy the cool of the grass? How about the medium heat of bare dirt or fields in crops? We know from experience and common sense that the surfaces that heat most are more likely to produce the best thermals. But we also know that no surface stands alone. Everything is affected by everything else surrounding it, because the atmosphere is a dynamic system. It is moving and three dimensional, so sometimes an area that would normally be excellent for thermal production is constantly being swept with cooler winds or stable air and thus does not live up to its potential.

One such situation is beach areas. We have all burnt our feet on those littoral sands, but beaches are rarely great thermal producers because the constant inflow of the cool, stable sea breeze attenuates the effects of the heated surface.

A big factor in intensity of heating is the humidity in the air. When the atmosphere is dry, the solar influx goes right 20

to the ground with nearly its full power.

But in humid conditions, a good portion of the solar radiation gets scattered by the suspended water molecules, so the air itself takes up heat and less is available to heat the surface. You might think, “That’s okay, what we want is heated air and we just bypass the surface exchange in this situation.” Unfortunately, that’s not true. What happens in the case of humid air is that the sun’s beaming heat is scattered deeply throughout the air’s layers, so we don’t have the potentially unstable situation of a warm blob at the bottom of cooler overlying air pressing down. In fact, the hot, humid, summer doldrums are what we Eastern pilots dread, because the few thermals that do develop are weak. In the case mentioned here it

should be apparent that there are many factors that affect both the amount of surface heating and the lapse rate.

Two more factors that affect the solar heating of the surface are the sun’s position and the amount of cloud cover. We acquire an almost unconscious knowledge of the sun’s diurnal variation. We all know that only mad Englishmen and dogs go out in the heat of the day in the heart of Africa. So we know that the peak heating at the peak of the day provides peak thermal production. But put a little fudge factor in there because there is a lag in the whole process, so peak thermal production usually occurs a half hour to an hour after maximum sun height. Speaking of sun height, we should all be aware that June 21, when the sun is at its peak height, and December 21 when it is at its low point, are the acme and nadir of thermal production, all other factors being equal.

Clouds affect solar heating of the surface and thus thermal production simply by blocking the sun’s rays and scattering or absorbing the energy. Cumulus clouds denote thermals rising, so we are happy to see them around as long as they don’t throw a wet blanket on our fun by overdeveloping into sunshine-robbing shrouds. Clouds in general reduce the strength of thermals,

as well as their abundance. They also alter thermal behavior. A broad, weak, stratus cover may make the day less punctuated with thermal exclamation points, but also make the thermals more regular as the thermals spend more time building on the ground and are less interrupted by vigorous, cool downdrafts. We’ve also seen it happen that the approach of a stratus layer is accompanied by pre-frontal unstable air, so the thermals actually get stronger even as the solar insolation weakens. So, you can never talk absolutes in this game, which is what makes it a game in the first place.

WHAT YOU CAN USE This article speaks mostly in generalities in order to set the stage for our later discoveries. However, we can still glean a few straws of learning from the general discussion.

Perhaps the main point to recognize is that at many sites it is a normal process for the first thermals of the day to happen in the morning, anywhere from 10:00 AM to 11:59 AM. Then, after a flurry of thermal activity, things die down and nobody stays up until a bit later when the thermal day begins in earnest. It is important to recognize this occurrence, because you don’t want to be the early bird who gets to be in the landing field feeling like a worm. Learn to understand the behavior of your own site(s) in this regard. Does it happen nearly every good thermal day? Does it never happen? What are the conditions when it does happen?

(Hint: Clear nights with little upper wind, so a deep ground inversion forms. Note that these are the same conditions conducive to dew and frost formation.)

Once you have figured out your sites, carry your newfound awareness with you when you visit other sites. As you gain knowledge and experience you will perhaps be able to predict thermal behavior at other sites. It is this type of understanding that helps create great pilots, for after all, a great pilot is just like you and me but with more skill, more knowledge and more luck. I just wish there were some way to work on the luck factor.

We bypassed the discussion of lapse rates to avoid over-complicating this first installment. But next time we will give the subject its due, because it is important to the understanding of how thermals really work. For more information on the matter of solar heating, and thus thermal production daily variation, see Understanding the Sky, beginning on page 189.

Hang Gliding • November 2002

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Death and Taxes?

Sunday, April 15th 2001 - 3pm(ish) Prior Conditions As a brief introduction of the site for those who are not familiar with the Craters, Merriam specifically, they are volcanic cinder hills in northern Arizona northeast of Flagstaff. North from the site is the famous Monument Valley. Merriam Crater has a launch near 6800msl and the landing zone is near 5600msl. Running in veins from Merriam are old lava flows with pretty nasty rocks, but outside of those veins are open grazing ranges with cattle and antelope roaming virtually free. The tops of the Craters have many areas that are tiny porice lava bit rocks that get in everything. In places, you can set up your glider to find you basetube has sunk into the rocks and inch or two.

While working with students in the morning at position about mid way up the hill, I had watched Mick fly overhead with a mostly uneventful sled ride type of flight.

After finishing up with some morning student activities, it was time to head up the hill to get in a little airtime for myself.

Mid day conditions from the top of the hill looked extremely mild. Hazy and blah, the sky had not changed a bit since Mick’s earlier flight. I sponsored/supervised a few people off the top of Merriam and all was well. Mike, a new transplant from Kansas City, was flying my Sport 167, had gotten down near the knoll in front and had a nice low save (without a vario I might add) and was getting up. Mick had launched, boated around near launch then saw Mike getting up and went to join him. I was up next with the Fusion. Got a nice cycle took off and got very little and headed straight for the knoll to get under Mike and Mick.

I bubbled around for a while thinking I was about to get embarrassed and sink out while varioless Mike had gotten up.

Finally I locked into a core and got up to 7500 or so then worked around not climbing much and sinking down several times. Mike landed, and I kept flying a bit while drifting southeast. Within 15 minutes I had climbed above Mick and was now seeing a drift of southwest and the thermals were getting a little stronger 22

in climb and a bit stronger in turbulence.

Finally, Mick sunk out and I had drifted over Merriam almost straight toward Flagstaff about a little less than a mile.

With a student on the ground waiting, and my hands freezing at 11,500 with no gloves or bar mitts I decide an hour or so flight was fine...I should land and get other things done.

As I glided back toward the LZ, and having already sunk back down to 9500, I began to climb again while flying in straight lines. The next thing I knew, I was back to 11,500 and my hands were definitely feeling the cold. I began searching for sink (does this sound weird to you?) and found there was very little of it. After a long, sustained session of circling in what little sink I did find, it finally became lift, just like everything else. I flew straight from the Merriam LZ toward the Sheba LZ (a neighboring Crater) only to regain the 2500ft I had managed to lose by the time I traveled a quarter mile or less to the rock quarry. While looking around for sink, the drift is constantly changing and the lift is becoming more prominent and it is official, I am in a convergence. Butterfly’s’ that have recently escaped their pods riddle the air at altitude. At one point, I met up with a hawk and gave myself a momentary diversion by chasing him around. My

impression was that he did not appreciate it much as he made several evasive turns, flips, etc. He then folded his wings and dove away and I became jealous of his fine VG system. This continued in excess of fourty minutes and lower I managed to work myself the more turbulent it seems to get, never getting below 8500msl.

The EVENT! Flying with speed trying to get through lift to find sink I hit big lift (i.e 1200ish from 100ish) and pulled a quick 180 to try to keep away from lift as much as possible.

Having done this I had slipped my turn (intentionally) thus gaining quite a bit of air speed. Just as I was easing the bar out to relieve the speed, thus starting to pitch up, I hit another big up. I am not sure how big...no time to look. It was pitching me hard enough that I thought the only way to recover was to pull a hard wang out of it...

POP! I felt something in my harness give way, which startled me and I thought in an instant “I’m over stressing something, pull in to keep from breaking the thing!”

I pulled in to find myself in a total vertical stall. NOT GOOD. Scary quiet came, followed by a quick increase in a low tone of airspeed growing. I held on to the base tube for everything I could. As the glider began to tail slide, a very violent pitch over

Hang Gliding • November 2002

that ripped the bar out of my hands ensued and the ^#$* hit the fan.

All I can see is blurs of the base tube and other part of the glider violently moving about as I tumbled over and over, getting rag-dolled the whole time and trying to grab my parachute. The tumbles stopped after 5 or 6 full revolutions and everything stabled out in a dive with me at the bottom heading down. I quickly looked to find my chute handle since I was previously unable to do so, ripped it off my chest and looked for the open spot. I threw the chute to watch the deployment bag explode off the chute, but the chute remained wadded up and began drifting up and in toward the wreckage. I grabbed the bridle and gave one yank and saw the excess reeling back out again quickly and thought “let go before you get you arm ripped off!” The chute opened with the sweetest pop you have ever heard!

Now I am under canopy, but still at the bottom of the wreckage and upside down.

I climbed into the wreckage, managed to get it to flip over and grabbed my hook knife. Upon getting in the control frame, I realized that one downtube was broke and thought “this is NOT going to protect me well on impact”. I began climbing up the keel to get as high as I could. When I began to climb I looked up at the bridle to

watch it scrape back an forth on my rear wires and was thankful for plastic coating.

I climbed until my hands were at the haul back position, one above, one below. The parachute was occasionally surging forward and back (I think the wing was stealing air from the chute some) and I was descending for a barbed wire fence with metal poles along the road on the first part of the climb up Merriam. As I looked around to see what else was going on I could see my truck already in route, leaving a nice dust plume on the way.

Just as I was about to hit, I made sure my legs were slightly bent. The nose hit and then good downtube hit and took most of the impact. I quickly got a hold of the bridle and with my hook knife still ready incase it was going to drag me waited for help since I knew they were already close.

Within 15-20 seconds of impact, Mike was already there to wad up the chute.

They pulled the glider off of me and I had them look me over for injuries that I might not yet feel. Fortunately, my injuries totaled one cable burn on a finger from sliding down the haul back cable on impact, one bruise on one shin from the base tube being ripped out of my hands, and one bruise on one shoulder from taking out the downtube in the tumbles.

Upon surveying the glider onsite, the

right leading edge had failed. Initially, I thought this breaking was what brought the glider out of the tumble into the dive, but further inspection of the damage suggests it broke during the first tumble or two and which might explain why it was so violent and I was thrown through a downtube. The failure on my harness turned out to be the pitch adjuster line which further inspection indicates that one of those little rocks from launch had become lodged in my adjuster cleat. I also realized later that the bruise on my Left shoulder was from the RIGHT downtube. It was so disorienting that I only realized this after inspecting the wing a week later.

I feel fortunate that my instruction was such that I was never allowed to fly solo without being taught to deploy a chute, and had practice deployed many times.

My instructor, the late Rob Richardson, was very insistent on this matter (not that I argued) and I am grateful the quality of preparedness he instilled in me. Several days after the accident, I realized not only had his training saved me, but that his personal parachute had saved me. I had bought it from his estate to replace another chute sometime after his death. THANKS ROB! There were so many variables that could have changed the out come (i.e. uncoated wire could have cut my bridle, I could have landed in an old nasty lava flow, an older style chute could have still gotten by legs broke, etc.) that I count myself extremely lucky. The saying goes “only two things are certain, death and taxes.” On this day I went home and filed an extension, thus avoiding both!

If I had to do it all over again…I would have better performed a better preflight of the harness; once realizing the convergence got more turbulent at lower altitudes, I would have either just rode it out for an hour or two or picked a direction and kept going until flying out of it. When asked how I got tumble I reply, “I did not get tumbled, I tumbled”. It was my own actions that resulted in the vertical stall – Pilot Error!

Chad O. Koester

Hang Gliding • November 2002

23

200 Miles From Pine Mountain

by Tony Deleo

Pine Mountain in Southern California (N34° 38.158”, W119°18.336”) is located 20 miles north of the coastal city of Ventura, California. The elevation is 7,000’ MSL. It is 30 miles west of the Antelope Valley (more high desert than valley) which is the western gateway to the Mojave Desert.

The Antelope Valley lies between the San Joaquin Valley and the Los Angeles Basin.

It is in this area that the two air masses converge.

The site record for hang gliders, set 12 years ago, is 180 miles to Ludlow, California, and is held by a close friend of mine, Tom Truax. The distance record for para24

gliders is 139 miles to Trona, California, which I set in 2000. The best flying months are typically June through September, with the majority of longer flights being made in the months of August and September. Our best flying days are typically associated with the monsoonal flow that we receive from the southeast. This creates certain problems, in as much as we fly in an easterly or upwind direction for at least the first 65 miles to the town of Mojave on Highway 14. The longest flights have been made on days right after monsoonal events when the westerly flow from the Pacific Ocean begins to reassert itself. It is in these conditions that you

have a “tailwind.”

On Sunday, July 14, Tom Truax, our veteran pilot/driver “Fast Eddie” Scow, and I arrived at takeoff at 10:30 AM. On the previous day cloudbase had been at 14,300’, and John Scott had landed his hang glider short of Highway 14 at the 60-mile mark.

The weather report for this day was for a lower cloudbase and a drier day. At 10:45 AM Tom pulled his paraglider overhead and climbed to 10,000’. At 11:30 I launched my ATOS and climbed to 11,000’, which can be a marginal altitude to make the 10mile glide east to Lockwood Valley, the major lift source in the area. Instead, I headed Hang Gliding • November 2002

east to Haddock Peak where I hoped to transition to Lockwood Valley, but ended up flushing back to the east of takeoff and then climbing to 12,000’.

At Lockwood Valley I fished around until I climbed to 12,500’. The day before there had been much more development, with cloudbase at 15,300’. Leaving with 12,500’, which is lower than you’d like to be, I headed for the Tehachapi Mountains, which for the first 35 miles run northeast to southwest, and then turn north and south.

I dolphin-flew the crest at minimum sink.

Tom was at the base of the foothills, not wanting to get pinned back in the mountains in the south wind. We were both low over inaccessible terrain and seemed to be operating in the range of 6,000’ to 7,000’.

At the midway point on the Tehachapis the relief gets more defined, and at this point I was pushed off the crest of the mountains by the north wind into a south-facing bowl.

In a lee-side thermal I climbed to 9,000’. I was now passing the airport at Tehachapi and transitioned to Double Mountain, the prominent peak in the area.

I climbed to 11,000’ and took an easterly approach, skirting the down air and windmills. Five miles ahead was a cement plant where I finally ran down Tom, five miles west of Mojave. The flight up until this point had been relatively cloud free.

The prior day had seen overdevelopment in many areas.

Together we turned northward toward Barren Ridge which runs north and south, paralleling Highway 14 from Highway 58 to Jaw Bone Canyon. I was heading toward a pronounced south-facing bowl with a developing cloud overhead, but unfortunately the cloud was upwind of the bowl and I was on the lee side of the convergence. It was at this point that I fell off the mountains.

Midway between Highway 14 and the mountains, and down to 5,500’, I crossed Hang Gliding • November 2002

over a small, scruffy area where I contacted a small, slowly climbing thermal drifting northward. Ten miles north was a developing sky. While in this thermal I had the sense that I was in the convergence, but not wanting to take any chances I thermaled up to 9,000’. This area is known by sailplane pilots for a north-south convergence and they run pedal-down into Nevada and back.

Unfortunately, Tom was in lee-side sink in flush mode to Highway 14 and landed at the 73-mile mark.

At Jawbone Canyon I dove back over Barren Ridge onto the windward side, and climbed in strong lift to cloudbase at 13,500’. I was heading northward five miles west and parallel to Highway 14 in a sky filled with clouds, with 55-75 mph on the GPS and 1,500+ up on the vario. Picking only the fully developing clouds on the course line, I dolphin-flew to Boomer Ridge which runs east and west from Highway 14,

west of Inyo Kern. This is the go-to spot for the sailplane guys.

At this point I transitioned onto the Sierra Nevada Mountains. Kennedy Meadows, which is a low spot on the Sierras and notorious for blowing down, was just ahead. The convergence had bowed away from the Sierras and had taken a more northeasterly track. My options were to stay on the Sierras with the next cloud five miles ahead, or to fall off to the cloud street. I was reluctant to give up the high ground and forge ahead on the Sierras, but unfortunately I was blown off at Kennedy Meadows.

With chase below I fell off to Little Lake and the cinder cones. I had landed there the year before and was fully aware of the west winds. At 7,500’ I reconnected with strong, smooth lift and climbed to cloudbase. The cloud street was now headed northeast toward the Saline Valley and off my intended course line. This line would leave me east of Owens Lake with an upwind glide to the Inyos. Five minutes later a cloud formed on the course line and I flew upwind to it.

I was just east of the Haiwee Reservoir on glide for the next cloud, which was southeast of Owens Lake. I climbed to cloudbase at 15,300’ in ratty, broken air just south of the Cerro Gordo mine, and it was at this point that all the scary stories and memories of flying the Inyo Mountains came back to me.

My last cloud was at Cerro Gordo, but the sky was “blue” (cloudless) past Mazurka Mountain. The sailplane guys warn, “Don’t go to the Whites (White Mountains) if they

25

are blue.” It has been my experience that if either of these ranges is blue, it is generally because of the presence of a southeasterly flow over the back of the ranges, which puts you in the lee.

I was concerned about not being able to penetrate out from Cerro Gordo to the westernmost point at the beginning of the Inyos. As I turned the corner northbound I jumped back on the spine of the Inyos. In a slowly descending glide, with no appreciable lift, I neared a shaded Mazurka Mountain, and was still on the spine with the next cloud two miles ahead. Unfortunately, my last few thermaling attempts had not given me any net gain, and when coming into the wind my instruments were indicating a 20mph southeasterly wind which nearly left me parked out. The south side of Mazurka Mountain is a large, shallow, alluvial fan, and it was at this point that I took what altitude I had left to fly around a shaded Mazurka Mountain.

It was now 6:15 PM and I was in flush mode in the shadows. The wind reports I was receiving from the ground were conflicting with what I was feeling in the air, and at this point I was having trouble seeing, apparently because the glare had left me somewhat snow-blind so I was unable to see in the shaded areas. Up ahead was Big Pine and the site record. With uncertain landing conditions and the lava fields in between, I was unwilling to boat down the road.

I landed at 6:30 PM in a light southerly wind, 10 miles south of Big Pine and adjacent to Highway 395. I had flown over 200 miles (174 miles Great Circle). Tom and Fast Eddie were in chase and arrived in minutes.

I had always wanted to fly to the Owens Valley and here I was. I knew that this course with its dog-leg would be more difficult when it came to obtaining maximum mileage. At times I would have to fly five miles before my GPS indicated a mile gained. The course line actually turns back toward takeoff the farther north you go up the Owens Valley. This flight validated my feelings that longer flights from Pine Mountain could be made in south to southeasterly winds.

Thanks again to Tom and Fast Eddie.

It seems that the three of us are always out there, with one or the other flying with the other two, lending moral support.

26

O

Labor Day Flight

n Labor Day, Monday, September 2, I made another flight of 176 miles from Pine Mountain to Baker Grade. Launch was at 2:30 PM and I landed five hours and 20 minutes later at 7:50.

Sunday looked as if it had 200+ mile potential, but unfortunately I had to work. Team Topa was in high gear on Monday with a meeting time of 8:00 AM. Tom Truax, John Scott, Steve Smith, Todd Quayle, driver and girlfriend Caroline and I arrived at takeoff at 9:30 AM. By 10:30 the Sundowner had his paraglider overhead, taking off in light, over-theback conditions. John Scott was off the hill next in a light cycle. They both got established over the gorge after climbing out in weak lift. Unfortunately for the 15 or so other hang glider pilots the conditions were building over the back, putting us in the lee. The paraglider pilots headed for the north takeoff, and within 45 minutes many were drifting overhead near cloudbase at 14,500’. We hangies, being too lazy to break down and move to the north takeoff, watched the building development and the paragliders flying overhead. At 1:00 PM, hang glider pilot Terry Taggart managed to get off the hill and was on course eastward at cloudbase. He landed at the 150-mile mark near Barstow at 6:00 PM with his radio dead.

By 2:30 PM the clouds had diminished long enough to let the sun shine through, and there were launchable cycles on takeoff. Steve, Todd and I got off in one of these cycles. We rapidly climbed out, and at 12,000’ my glider violently pitched nose down but recovered nicely. It’s nice to get those kinds of things out of the way early! I took a southeasterly course south of Mt. San Guillermo. The development had taken a southeasterly track over Alamo Mountain and Pyramid Lake, on to the Libre Mountains which run southeast, forming the southernmost boundary of the Antelope Valley.

At Grade Valley I contacted strong lift which took me to 12,000’, and at this point I passed a condor who was headed west. In light hail I headed southeastward toward the convergence which was now east of Pyramid Lake, with the first cloud deep in the Libre Mountains.

I arrived at 8,300’, deep in the Libres. In broken lift and with landing not an option, I slowly drifted toward the conver-

gence. Thirty minutes later I proceeded to penetrate back upwind to the Libre Mountains and was confronted with two options: proceed easterly toward Palmdale (which was 20 miles away and is a notorious sink hole), or turn toward a cloud street 15 miles away, which was forming directly northeast over Highway 138 which runs east and west.

I arrived at the cloud street which was forming on the south side of Rosamond Dry Lake and Edwards Airforce Base. To the south of me was a wall of haze climbing to 9,000’+, which I took to be virga from overdevelopment on the San Gabriel Mountains. To the north was the restricted airspace of Edwards.

My concerns were that the virga was going to move across the course line, forcing me to land in strong conditions away from retrieval. As I slowly drifted east past Edwards it was apparent that I needed to climb, or I might end up spending another night in the desert. Being close to the 100-mile mark I was excited about the possibility of obtaining that goal with such a late takeoff.

Chase was near, since they had picked up Todd and were closing in on both John and Steve. Radio communication was good. North of El Mirage Dry Lake I climbed to 13,500’, with Silver Lakes and gathering gloom to the east of me. Crossing Highway 395 and the 100mile mark, I set my sights on Barstow which was ahead. At this point I realized that the smoke and haze were just that, being drawn into the convergence running parallel to the San Gabriel Mountains and northeastward to Barstow.

I arrived at Barstow at 7:00 PM, leaving the last cloud and descending onto the leading edge of the smoke which was marking the convergence and the 150mile mark. I looked over my left shoulder to watch the sunset. At this point I was leaving Barstow, with 50 percent of the town obscured in smoke, heading northeastward at 9,300’. At 7:40 PM I arrived at the 176-mile mark, five miles short of the site record, and landed 200 yards from Highway 15 in no-wind conditions.

Thank goodness for good chase.

It took three veteran pilots to figure out where I was. Thank you guys! We arrived back in Ventura at 3:00 AM on Tuesday morning.

There is nothing more rewarding than flying with your friends.

Hang Gliding • November 2002

A Slightly Different Approach Meet The South Carolina Hang Gliding Association

by Tina Cyr

I

’m not a pilot; I’m a cyclist, which might make you wonder why a cyclist would be writing an article for Hang Gliding magazine. Honestly, I got hooked on photography by accident and I am always trying to get some shots of cycling. I have taken to carrying a camera with me on all but the fastest training rides.

One beautiful fall day I set out for a ride and happened by the LZ of the South Carolina Hang Gliding Association (SCHGA). Hang gliding is a sport that begs to be photographed. Add to that a really great group of people and one thing leads to another. So, here I am now, a cycling photographer writing an article for Hang Gliding magazine, which shows that you never know where life will take you or how the people you meet can change you.

The SCHGA came into being around 1976, although pilots have been flying Glassy Mountain since 1975, long before I knew them or even started cycling. Steve Tedstone is one of the landowners of the two launch sites. He comments, “We are very fortunate to have landowners who provide us with landing fields, especially the Harrison’s, who own the Glassy landing field. Their generosity has been overwhelming over the last 24 years.”

Hang Gliding • November 2002

In the last 22 years, Steve says that a lot has changed. For instance, club membership has varied from 10 to 25 pilots. The youngest pilot was probably Tim Conover who was 22 when he first joined, and the oldest member is Otto von Rosen who is 75. Otto and Tim Felder are charter members of an elite group that refer to themselves as “Flying Old Farts.”

The club has held an annual fly-in for the last few years called “The South Carolina Springtime Fly-In at Glassy Mountain.” The event is designed and organized by Paul Peeples and is held in May. Typically, the event draws about 30 pilots from the surrounding area.

Several kinds of competition take place, including duration and spot-landing events, with prizes awarded for three places. A non-flying competition, the balloon toss, has also become a pretty popular event. Another cool thing about the fly-in is that Paul generally recruits students from his class to work the event, which helps expose the young public to the sport.

Even though the fly-in is held at Glassy, the SCHGA actually has two launch sites, Glassy and Pinnacle Mountain. The Glassy launch faces south and is 1,470’ AGL. It’s located in northern Greenville County, South

Carolina, and is a Hang III site, although a Hang II pilot with mountain experience will be allowed to fly.

The Pinnacle Mountain site is located southwest of Hendersonville, North Carolina, faces north, and is 1,550’ AGL. It’s also a Hang III site. There is usually someone flying at one location or the other, although Glassy is the more likely location.

Steve DesRoches, current club president, says Glassy is an ideal flying site, simply because, “It has so much exposed rock and faces almost due south, which makes it work so well in a variety of conditions.” Another great thing about the Glassy launch is the park-like setting. The road is paved all the way to launch, but it is located in the Cliffs of Glassy development, so visiting pilots will need an escort. Anyone visiting the area who would like to fly can contact Steve Tedstone at (864) 292-8270. As great as Glassy might be, as everyone is well aware, any club is only as good as its members.

Bryan Haslam was one of the first pilots I met that fateful fall day. It turns out he is the new kid on the block, and has only been flying for a little over a year. He is 34 and a half (his words) and resides in Asheville, North Carolina. He’s currently flying a nine-meter 27

Pacific Airwave Pulse because, “It’s an awesome novice/intermediate-level wing. I’m small (130 pounds), so the nine-meter wing really suits my 150pound hook-in weight. It is my first and only glider so far.” His first lessons were at Lookout Mountain Flight Park in October of 2000, with his first solo in May 2001. Also an accomplished climber, Bryan is one of only three American Mountain Guides Association certified Rock Guides in the south.

He has 12 years of climbing experience, nine of it as a professional.

Flying-wise, however, he’s pretty proud of a 90-minute flight and getting to 1,500’ over launch with four saves from low altitude. He believes in “taking a slow, respectful amount of time to build a wealth of experience in flying.” I’m guessing that some of this respect crosses over from his climbing experience. When I asked Bryan what his goals were, flying-wise, he replied, “Cross-country! And to become a Hang III and Hang IV pilot when I’m good and ready.” Another bit of wisdom that he’s carried over from climbing is recognizing “intermediate syndrome” and how to avoid the dangers of “getting good, but not that good.” New blood is essential in any sport, I believe, and you have to love the enthusiasm — it catches!

The thing that has really impressed me about hang gliding, even more than the enthusiasm, is the diversity of the pilots, their goals and lifestyles. Tim Felder is another one of the pilots I met that day. Tim will be 62 in April, and lives about eight miles from the Glassy Mountain LZ. He started flying in 1991 with a single-surface Light Dream, and says, “I retired my X-C 155 when Wills Wing introduced the Eagle and have been flying it ever since. I haven’t achieved anything in hang gliding except that I started out having fun 30

and am still doing that. With all my flying, more or less 600 mountain flights, I barely have 200 hours.” Tim is known to duck questions from spectators in the LZ (ask me how I know this) and considers himself a recluse, although he is still a really nice guy.

When I asked him about his plans for flying in the future he responded Tim-style, “The future is now and I am doing it.” You can’t argue with that.

He does have some unique insight into flying. I have noticed that people come and go in hang gliding, and Tim had this to say about it, “People fly for different reasons. I have seen some that were intensely competitive, even as beginners, and if they failed to progress became frustrated and dropped out.

Some as beginners were fearful and forced themselves to fly, maybe just to prove they could. Those also dropped out. The rest, fearful or fearless, competitive or not, skilled or not so skilled, have stuck with hang gliding and to them it is a part of their life. Each has his own goals. Mine is to continue to fly safely and have fun.”

Safety was and is a primary consideration for Steve DesRoches, club president, and he feels that Wills Wing gliders are outstanding in that regard.

Steve is another example of the diversity of pilots in this club. He is 40 and lives in Fletcher, North Carolina. Steve started flying in 1979 when he was just 17.

His first glider was a Sky Sports Kestrel, but these days he is flying a Wills Wing Fusion SP because his last glider was a Wills Wing. He comments, “I liked it so much. The one I have now is a thirdyear Fusion. I test-flew one and I really enjoyed it, so I bought it! They are just so well built.” He joined the SCHGA in 1986 and is a competitor. He flew in the Atlantic Championships in 1998 and 2000, and the Nationals at Quest Air in 1999. When I asked him if he

placed, he responded, “Yeah, but not very high. But I flew head to head with some of the best pilots in the world, and that is very exciting.” In the future, however, he says he would like to fly on the U.S. World Team, but observes, “That is a long-range goal. My immediate goal is to fly over 100 miles.”

Steve has already flown in a variety of locations, including the Austrian Alps in 1995. He won a raffle and the prize was a trip to Switzerland, so he immediately began looking for a place to fly.

Since the Alps are farther south and the conditions are better, he arranged to fly while he was there. Concerning hang gliding as a sport, Steve would like to see it become a little more mainstream and get some of the recognition he feels it deserves.

Speaking of recognition, there is also Dave Ledford. He’s been featured in Hang Gliding magazine many times in the past, and was one of the founding members of the SCHGA as well as another of the launch site landowners.

Dave won the Masters Competition at Grandfather Mountain one year. I had hoped to interview Dave for this article, but was unable to get in contact with him. Apparently he is out flying.

My goal in writing this article was to give this great club some exposure, and by telling you a little about the variety of pilots and their goals, I feel I have accomplished that. Each of these pilots is promoting flying in his own unique way. Nothing speaks more for a sport than the caliber of people who participate in it. These pilots all have a sense of adventure and a lust for life that I recognize so well from my cycling buddies. I may even have to take up flying myself. If I could only leave the bike alone…

Hang Gliding • November 2002

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by Heiner Biesel

Hang Gliding Competition Formats 32

M

any years ago, when we were young and much hairier, we flew in contests that consisted primarily of short flights between pylons, followed by spot-landings. Perhaps there was a bomb drop as well, always good for a hoot. That was the best we could do with the gliders available back then.

Over the years our hair got shorter and grayer, our gliders got much faster, and we got smarter and better at flying distances. Nowadays we have some contests that measure aerobatic skills, others for pure speed over a short downhill course, and competitions that test various cross-country skills.

Very few contests are still based on pure distance, for several reasons. Flying long distances is at least in part a test of endurance, and the long retrieval times make it very difficult for a competitor to return and have a good, long flight the next day following a long flight. A single exceptionally long flight can skew the overall results as well.

As a longtime cross-country pilot I have some deeply ingrained preferences and biases concerning contest formats. I have learned to fly mostly alone, to evaluate routes and thermals in the absence of other gliders marking them for me, and to make my decisions based upon the need to stay aloft and make good progress for many hours during changing conditions. Racing along a course defined by turnpoints toward a not-too-distant goal requires additional skills, as well as decisions and choices that would not necessarily be optimal on a pure X-C flight. Often, while flying a contest task, one flies faster than would be prudent if one were going for long distances, relying instead upon the ability of the gaggle to locate lift that one would be hard-pressed to find if he were flying alone. There are various tactical games that can be played with the starting time and along the course, and positioning within the gaggle becomes ever more critical until the last thermal is taken.

Many competitors enjoy this aspect of competitions, and the current GAP scoring systems reflect their preferences. I tend to prefer simpler formats that emphasize the strategic choices of a single pilot flying a course alone. I am not alone in this, but I suspect that pilots who view things as I do form only a minority among current world-class competition pilots. Nevertheless, I will outline some alternative tasks and scoring methods that appear to me to bring more of the spirit of cross-country flying into the competition scene.

The July 2002 issue of Hang Gliding contained an excellent article by Peter Gray in which he described the 2002 Wallaby Open and U.S. Nationals. Peter served as scorekeeper for the event, while J.C. Brown was meet director. The trials and tribulations of trying to run a world-class meet with flaky software and occasionally difficult weather conditions make for interesting reading. The tasks for this contest, as well as Hang Gliding • November 2002

those at the Quest Flytec Open and the World Championships at Chelan in July, were scored using one version or another of the GAP system. Indeed, this system is mandated for Category 1 meets by CIVL. J.C. Brown used GAP 2002 for the Wallaby Nationals while the folks at Quest stuck with GAP 2000. It is not possible to tell whether the standings would have been different if this had been reversed, unless one were to score both contests with both systems and compares the results. Although GAP 2002 increases the rewards for early departures with additional points for leading at least some of the time, this bonus is usually not sufficient to offset the advantages of flying in a gaggle. Unfortunately, the precise algorithm for either scoring method is not easily accessible, nor are the tactical implications of these algorithms described in sufficient detail in order for most pilots to make optimal flying decisions on course.

In fact, it is not possible for a competitor to know how well or poorly he has done, until all the flights for that day have been evaluated. The performance of other pilots not only affects speed and arrival points, but also the validity of the day, which in turn affects the total points available for that day.

The results produced by the GAP system can be surprising, even counterintuitive At the World Championships in Chelan, the task for the second day consisted of a 138-km flight to goal, passing around Hang Gliding • November 2002

two turnpoints. Only one pilot made goal, yet the task was scored with full validity, with 1,000 points going to the lone pilot who completed the course. This result was unexpected to most, including Peter Gray, the scorekeeper for the meet, since the day’s validity is a function of the number of pilots who complete the task.

Usually this fraction is set to around 20% to 30%, which means that if either a lot fewer or many more pilots complete the task than this nominal percentage, the day’s validity is reduced, resulting in a maximum score of less than 1,000 points. The rationale for this in the GAP system is that tasks that only a very few pilots complete are largely crapshoots, and thus are not good measures of pilot skills, while tasks that are completed by most pilots are too easy to serve as good discriminators of pilot ability.

Nevertheless, day two was scored as fully valid, in spite of only one competitor making it to goal. Ex post facto explanations provided by the meet officials suggested that the score algorithm is clearly not fully understood even by those who administer the contest.

Peter wrote: “Does a scoring system need to be fully comprehensible to all pilots to be valid? I don’t believe this is necessary… If competitors understand the rationale behind the algorithm, they can devise a nearly optimal plan from the start.”

I couldn’t disagree more. A scoring 33

system so complex that no one can even predict the validity factor for a given day — never mind the placement of the pilots for any day — is clearly not optimal from a pilot perspective. The explanation offered on-line for the GAP 2002 program tries valiantly to explain the philosophy behind the various means of getting points, and provides some advice on good strategies for scoring well under GAP 2002, but this is merely a beginning. An ideal scoring method must be simple enough to be clearly understood by every competitor, it must be fair to all competitors, and it must permit each competitor to make clear choices about what decision to make at each stage of the flight. Flying an X-C task is difficult, and requires numerous choices concerning speed, altitude, gaggle flying, takeoff time, start time, and so on. These choices should not be made more difficult by an opaque scoring system.

In contests using the GAP system, it usually does not pay to leave early and leave the gaggles behind, because the usual fate of those who attempt this is that the gaggle as a whole flies a bit faster overall — since it is able to find and exploit lift more effectively than a single competitor — with the result that the lone pilot may arrive first at goal, but still come in fifth or sixth place. I experienced this personally on day four at Quest, which used GAP 2000. I departed 15 minutes before the main group, flew most of the task by myself, arrived first in my class, but came in fifth for the day because a gaggle of four other pilots gained 10 minutes on me over the two-hour task. I received 43 departure points, compared to 26 points for the fastest pilot in the gaggle. He also received 445 speed points while I got 332. Overall, that meant 85 more points for flying faster in a gaggle than flying first and alone.

34

The GAP scoring system is designed to exaggerate small differences in speed and arrival times for the fastest competitors, which creates a dash for goal among those pilots who are on final glide together. Ideally, one arrives at the last thermal slightly behind and above everyone else, gains just enough altitude to be able to glide to goal at high speed, and flies to goal as fast as this altitude permits. There is comparatively little difference in the raw performance of the top gliders, and so it comes down to ballast, reduced drag of

Kari Castle, John Woodruff and

Claire Vassort.

pilot, glider and harness, and tactical tricks, as well as the ability to climb well and to choose good lines of flight.

Since I fly an Atos I can only comment on the rigid wing pilots with whom I’ve flown. The best of the flex wings are able to mostly keep up with stock rigid wings.

When a top pilot with a clean harness, and streamlined control bar and downtubes flies a rigid wing, with perhaps some ballast, flex wings are typically not able to keep up with him, with one exception. During the final glide flex wings fly at very high speeds, faster than most rigid wings can sustain.

This is due to the aeroelastic deformation of the flex wings, which reduces the pitch forces they experience when encountering gusts or vertical air currents at these speeds.

Rigid wings become hard to control at high

speeds because they do not deform, and the pilot experiences sharp and unpleasant changes in pitch forces.

The pilots with whom I’ve flown fall into roughly four overlapping categories.

The very best of them — Christian Ciech, Alex Ploner, Hans-Joerg Truttmann, Johann Posch, and one or two others — are of roughly equal ability, fly the best equipment available, and with ballast are able to pull away from the pilots in the next category.

Some combination of ability and equipment account for this difference. The very best of them are also young, fly year-round, and have factory support.

The next group of pilots flies almost as well as the first, but will often be left behind on inter-thermal glides. Any one of them can win an individual day, but the probability of one of them winning a contest in which pilots of the first group are competing is fairly low. There are perhaps five or six American pilots in this group, and probably three times as many in Europe and the rest of the world. These pilots also fly with the best equipment they can obtain, including low-drag harnesses, etc., but they do not enjoy factory support, probably do not fly as often or in as many contests as group one does, and are as a group a bit older.

Perhaps the largest group of competitors consists of competent and seasoned pilots who have not taken full advantage of all the means available to speed up their gliders. Many of them compete relatively rarely. Some are new to the contest scene, while others are old-timers who enjoy an occasional contest but can’t or don’t want to commit the large amount of time, energy and money required to be competitive at the very top.

Finally, there are a number of pilots who fly in only an occasional contest, or who Hang Gliding • November 2002

are primarily recreational pilots who fly in a competition for the fun and the learning experience.

THE SKILL SET It has often been said: “The race is in the vertical.” I certainly used to believe this statement. Nowadays I’d say that perhaps half the race is in the vertical. The current scoring methods award points for finishing ahead of other competitors, even if the time difference is only a few seconds. This favors fast gliders and high speeds on the final glide.

Pilots flying in gaggles can usually cover distances faster than a single pilot can, since the gaggle has a much better chance of locating lift. However, there is usually no advantage to being the first to leave a thermal and hunt for the next. Pilots staying behind in the very light lift commonly found at the top of thermals, and watching the progress of other gliders, can choose those lines that appear to produce the least sink. Being slightly behind and well above numerous other gliders is the ideal position to take advantage of a gaggle.

This fact produces gaggles that continue to circle in weak lift at the top of a thermal, waiting for some glider to be the first to leave. According to speed-to-fly theory, one should leave light lift once it falls below a threshold value, in the expectation of finding stronger lift in the next thermal, but Hang Gliding • November 2002

this is a sub-optimal strategy when flying with others in a contest gaggle. A consequence of this is that being able to climb well is an asset, but not as much of an asset as one might think. One must be able to climb at least as well as the average pilot in the gaggle, and a bit extra is a help as well, to make up for perhaps falling behind in inter-thermal glides. But being able to climb much better than the gaggle is not as

great an advantage as it might seem, since one will just have to wait at the top for the gaggle to catch up, and for some gliders to head off for the next thermal.

To do well in the current competitions one needs to be able to keep up with the lead gaggle no matter what. For many competitors it is a common experience to be slowly left behind by the faster pilots in a gaggle. After a couple of thermals they arrive at the bottom of the thermal as the faster pilots are leaving it at the top. At this point they have essentially lost contact with the gaggle. The lift is likely to have weakened, and they will be far behind on the flight to the next thermal. The only way to catch up now is to find stronger, better lift along a different course line, and to hope that the gaggle runs into areas of weak lift.

Occasionally this happens, but not often enough to make it a viable strategy.

There are several different styles of thermaling. Most common appears to be that of following the other pilots, keeping essentially to the same size circle as everyone else. This has the advantage of minimizing disturbances in the gaggle, and of gaining altitude at the same rate as the average member of the gaggle. More adventurous pilots search for better cores and constantly adjust the position and diameter of their circles. This gets them a better climb rate if they do it well, but it also annoys other pilots who often have to adjust their circling to avoid collisions. Of course, once a better

35

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core has been found, everyone congregates to it, and the game begins anew. Although the roll and yaw behavior of rigid wings and flex wings are different, skillful pilots can fly these two types harmoniously in the same thermal.

Inter-thermal glides can make the difference between good and excellent performance. Typically, pilots fly considerably faster than speed-to-fly theory would suggest, and on these fast glides it is very important to minimize every form of drag.

It is very frustrating to watch another glider pull away, and to be unable to do anything but watch. Top pilots pay great attention to every part of their glider, harness and equipment, and seek the most streamlined form for everything. They maintain an optimal body position, tuck away anything loose, minimize strings and supports, put fairings around their hang strap, and they fly with as much ballast as they can carry.

Without ballast even a very good pilot cannot keep up on long glides, because the additional weight affects the entire polar of a glider.

As a first approximation, the best glide angle remains the same, but occurs at a higher speed. Of course, minimum sink is increased as well, but the small increase is usually more than offset by the faster inter-thermal speed one can achieve. Ballast presents problems in two situations: on landing, and when conditions get light and one wants to minimize sink rate. In both situations one wants to get rid of the ballast quickly, and therefore containers of water or sand which can be quickly emptied are recommended. Unfortunately, such containers are bulky, can leak, and modern racing harnesses make it difficult to place these inside the harness. Some pilots fly with lead weights. While these are compact, they present a danger during landings and especially during crashes, and they cannot be jettisoned.

ALTERNATIVE CONTEST FORMATS I do not enjoy flying in gaggles at contests.

I do it to the extent that it is necessary, but I am always seeking alternatives. HowHang Gliding • November 2002

ever, current contest tasks, and the scoring systems used, almost demand that pilots fly in gaggles until the final race to goal, if they wish to place well in the contest. I have already outlined the reasons for this and would like to suggest alternative tasks and scoring methods.

Since thermal lift is distributed semirandomly, and produced sporadically, a cooperating team of pilots will always have a better chance of locating such lift and of optimizing the use of it in performing some soaring task. This much is undisputed, and with current tasks and scoring systems this results in gaggles of pilots who cooperate until the moment when they are able to go on final glide. Since the final glide is rarely longer than 10 miles, while most tasks are longer than 60 miles, this means

that a serious competitive race exists typically only during the last 15% of a task, the remainder being a semi-cooperative search for lift and jockeying for position within the gaggle.

If the intent is to place more emphasis on and to reward individual strategy, rather than collective flying in gaggles, some means of offsetting the advantages of gaggle flying must be found. Assessing penalty points for excessive gaggle flying, based upon an examination of track logs, has been suggested, but I think that this would not

only be unworkable, it would also increase the complexity of an already overly complex scoring method.

More and more sailplane contests are flown in a format called distance-overtime, in which each competitor chooses his departure time and has a fixed amount of time (say, three hours) during which he must cover the longest possible distance.

Variations on this scheme include specifying an initial turnpoint for all competitors to get everyone to start in some specific direction, as well as a bonus for returning to the launch location after completing the timed portion of the task.

This sort of task does not prevent cooperating pilots from flying in a gaggle, at least initially. However, unlike our currently defined tasks, there is no specific location for goal, no maximum distance to be flown, and no great advantage in remaining with the gaggle until the final dash for goal.

Instead, the rewards for remaining with the gaggle decline continuously over time, while the rewards of finding a better line or a stronger thermal increase, so that the dispersal of gaggles is more likely to occur earlier.

There is nothing sacred about our current scoring systems of the GAP variety, and they are only mandated for CIVL Category 1 competitions The GAP system has evolved over time to suit the preferences of some competition pilots, and has been tuned and tweaked to overcome what are perceived to be deficiencies. The coercive power of gaggles has been recognized for 37

Jim and Kathy Lee.

some time, and GAP 2002 and OzGAP are attempts to reward risky leading flying, in order to encourage more early departures and individual choices on the part of the competitors. Unfortunately, the scoring algorithms are now so complex that the optimal choice in any given situation is no longer clear.

The rewards of leaving early and leading versus the penalties of flying slower and losing speed points are not knowable while flying on course, so pilots are usually best served by flying conservatively with the gaggle. Flying conservatively and finishing at goal each day will almost always result in placing quite high in the contest.

To break out of this rut, new tasks and new scoring systems should be created, rather than ever more complex modifications and additions to the existing ones. The fact that scoring via the GPS track log is now almost universal makes such new approaches possible. As an alternative to the GAP system and the distanceover-time format, consider the following scheme: On a 38

day with relatively light and constant winds, each competitor is assigned his own individual turnpoint, in some random direction, and at the same distance as every other competitor. Some pilots will have tasks that are mostly upwind followed by downwind

returns, others will have two crosswind legs, and all will have tasks of roughly comparable difficulty, if the assignment of turnpoints takes the local topography and abundance of lift into account. Certainly, some competitors will have tougher tasks than others, given the conditions on any given day, but judicious choices of directions and distances can minimize this inequality. Over several days of flying, such factors should average out.

Alternatively, a list of different tasks, including triangles, out-and-return flights, and straight-distance flights could be generated each day, along with different difficulty ratings for each. Pilots could choose their own tasks, basing that choice upon their evaluation of the conditions for that day, their need to accumulate points, and their confidence in being able to complete the task. This approach contains the seeds for protests of unhappy pilots who feel their performance on a given day was not scored sufficiently highly, but since the maximum scores for each task could be pre-computed, such pilots would only have themselves to blame for making a poor choice. A more advanced form of this approach would permit each competitor to create his own task for each day by means of an interactive program. The software would compute the

Hang Gliding • November 2002

difficulty and maximum score for each such task, based upon established criteria as well as an accurate assessment of the expected weather conditions. It might also suggest alternative tasks with higher or lower scores, based upon the preferences of each pilot.

It could be argued that this approach turns hang glider pilots into computer nerds, earnestly seeking to find the easiest task with the highest possible score, a situation where an understanding of the program’s criteria for assigning difficulty to a task might outweigh one’s ability to fly the task. This objection could be overcome by judicious programming, and by making all generated and selected tasks public and permitting pilots to change their selection.

Rather than using the present convoluted scoring system, which awards points for departure, for arrival, for “leading,” for distance, and for speed, one might provide additional flexibility by permitting each pilot to select tasks that are scored purely on distance flown, or pure speed tasks, or various combinations of each.

To minimize cooperation and collusion between pilots, one could require that no more than five pilots fly substantially the same task on any day, and that pilots who have flown the same task on a previous day

Hang Gliding • November 2002

must select different tasks from each other on following days. In addition, pilots electing to fly similar tasks might be required to select start times that differ by at least 10 minutes. This sort of open task scheme would require at least 30 terminals for 100 pilots, and sufficient time prior to launch to create and select tasks. At present, contest organizers are not prepared to provide this level of computer support, but it is certainly within the realm of the possible, and should be considered for national-level competitions and for comps with significant international participation.

The United States has gone from a system of regional contests which qualified competitors for national competitions, to an open Nationals format and a few large open competitions which are attended by pilots from other nations as well, and some regional contests that typically do not provide points for national or international ranking. Other nations stage more numerous contests at local and regional levels, or operate in a league format, both of which provide more opportunities for pilots to enter contests and gain experience.

This difference is reflected in the number of pilots who fly in contests, and in the quality of the competitors fielded by each

country. In the U.S. we have relatively few young pilots, and only a very few of our pilots are competitive at the world level. In part this reflects the declining numbers of active participants in our sport, and in part it is probably due to our system of contests which requires that a successful competitor devote a large amount of time and significant finances to traveling to and flying in contests.

In particular, it almost necessitates travel to Australia or South America during the winter months, or to Europe during the summer. A more extensive contest scene in the U.S. might reduce or eliminate this need for travel, but the relatively small number of competitors and the expense and difficulty of organizing good contests make this an unattractive option for most clubs and organizations. This dilemma will likely persist unless we can significantly increase the number of new pilots entering our sport, or reduce the cost of staging and attending contests. More small and mid-size regional contests with varied and interesting tasks, which provide points toward a national ranking, would help. Such competitions would be the ideal testing ground for new and alternative contest formats.

39

USHGA MERCHANDISE ORDER FORM CALENDARS

USHGA 2003 - A must have for all! Outstanding photography. Check one HG PG ......... 1lb

PRICE $ 10.95

QTY Total Weight TOTAL ____ ______ $________

FLY THE WING by Len Holms. The perfect hg book to give to the curious. 84 pages ................1lb HANG GLIDING SPECTACULAR 70 great flying stories, over 250 pages, w/comp CD .............1lb BIRDFLIGHT: As the Basis of Aviation. Otto Lilienthal s flight documentation a century ago......1lb HANG GLIDING FOR BEGINNER PILOTS by Peter Cheney. Official Training Manual.250pgs. ...3lb TOWING ALOFT by Dennis Pagen/Bill Bryden. Covers ALL aspects of towing. 372 pgs. .............3lb HANG GLIDING TRAINING MANUAL by Dennis Pagen For the beginner/novice pilot. 350 pgs...3lb PERFORMANCE FLYING by Dennis Pagen. For the Intermediate-Advanced pilots. 340 pgs. .....3lb UNDERSTANDING THE SKY by Dennis Pagen. THE most complete book on micrometerology.. 2lb INSTRUCTOR'S MANUAL by Dennis Pagen, used in IP's. Illustrated. Check one HG PG... 2lb THE ART OF PARAGLIDING by Dennis Pagen *NEW *. Covers ALL aspects. 274 pgs. .......... 3lb PARAGLIDING-A PILOT'S TRAINING MANUAL by Mike Meier/Wills Wing. Covers all aspects. . 2lb RIGHT STUFF FOR NEW HG PILOTS by Erik Fair. Reprints of Erik's HG column. Classic...........1lb A RISK MGMT MANUAL by M. Robertson. Includes Charts/Reliability. Become a better pilot!. .... 1lb DELUXE FLIGHT LOG BOOK 4.25 x 7 68+ pages. Log over 270 flights. ................................ 3oz FLIGHT LOG BOOK The Official USHGA flight log book. 40 pages. Log those flights! .............. 2oz

$12.95 $24.95 $19.95 $29.95 $29.95 $29.95 $29.95 $24.95 $15.00 $34.95 $19.95 $ 8.95 $ 9.95 $ 6.50 $ 2.95

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______ ______ ______ ______ ______ ______ ______ ______ ______ ______ ______ ______ ______ ______ ______

TO FLY: SPECIAL PROMOTIONAL VIDEO. Check one HG (10 min) PG (7 min)....... 1lb WEATHER TO FLY Dixon White educates us on this. (50 min) Check here for DVD instead. . 1lb SPEED GLIDING: TEAR UP THE SKIES Check out this new sport! (24 min) Check for DVD .. 1lb STARTING HANG GLIDING Basic preparation & what to expect. (30min) Check for DVD ...... 1lb PARTY AT CLOUDBASE A hang gliding music video, rock music. (20 min) Check for DVD .... 1lb TELLURIDE AEROBATICS Follow the dynamic history of this event, from "1981-95". (50 min).. .1lb BORN TO FLY HG action. Fly Owens & other. Meet Team Green. (50 min) Check for DVD.... .1lb HANG GLIDING EXTREME Fly many US sites, meet the top pilots. (50 min) Check for DVD.. 1lb SPEED TO FLY World tour instructional video on XC PG flying techniques & tips. (70 min) ..... 1lb SUPER FLY HARD Rob, Chris, Othar & Pablo assault the world s premier PG sites. (40 min) .. 1lb GROUND HANDLING & The Art of Kiting (PG) . (44 min) Check here for DVD instead ........... 1lb A HIGHER CALLING Superb paragliding XC adventure in Nepal. Excellent editing. (45min) ....... 1lb THE PERFECT MOUNTAIN Searching for the ultimate PG site. (44 min) Check for DVD ....... 1lb BALI HIGH Exotic paragliding adventures in Indonesia. (38 min) .................................................... 1lb STARTING PARAGLIDING Basic preparation & what to expect. (30min) Check for DVD ....... 1lb MASTERS AT CLOUDBASE A paragliding music video, set to hard hitting music. (20 min) .........1lb FLY HARD Rob Whittal & C. Santacroce paraglide the westcoast. Rock soundtrack. (36 min). .. .1lb CLOUDBASE PARAGLIDING Great intro. video. Meet the hot pilots, fly the hot sites. (36 min)....1lb All our videos are in USA/VHS NTSC format only.

$ 9.95 $39.95 $24.95 $29.95 $19.95 $24.95 $34.95 $34.95 $39.95 $35.95 $36.95 $32.95 $36.95 $29.95 $29.95 $19.95 $35.95 $34.95

____ ____ ____ ____ ____ ____ ____ ____ ____ ____ ____ ____ ____ ____ ____ ____ ____ ____

______ $________ ______ $________ ______ $________ ______ $________ ______ $________ ______ $________ ______ $________ ______ $________ ______ $________ ______ $________ ______ $________ ______ $________ ______ $________ ______ $________ ______ $________ ______ $________ ______ $________ ______ $________ DVD=1/2 LB EACH.

PUBLICATIONS

VIDEOS

..DVD

MISC.

$________ $________ $________ $________ $________ $________ $________ $________ $________ $________ $________ $________ $________ $________ $________

WINDSOKTM 1.5 oz. ripstop nylon, 5'4" long w/11" throat. Pink/yellow or pink/white ...........2lb $39.95 ____ ______ $________ ZING WING Flying toy. Launch it skyward and watch is soar. ....................................................... 8oz $ 2.50 ____ ______ $________ ______ $________ RED/WHITE/BLUE DECAL Two color on white vinyl, UV coated. Check one HG PG ........ 1oz $ 1.00 ____ ....................................................... 2oz $ 2.95 ____ ______ $________ LAPEL PIN Two color enamel. Check one HG PG USHGA EMBLEM DECAL Our original logo, in its original colors, on a 3" circular sticker. ......... .1oz $ .50 ____ ______ $________ ______ $________ LICENSE PLATE FRAME: I'd Rather Be Hang Gliding or I'd Rather Be Paragliding . ......1lb $ 6.50 ____ PAYMENT must be included with your order.

NON-USA orders must be in U.S. FUNDS drawn on a U.S. BANK! SUBTOTAL WEIGHT (for shipping) ______ -------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------

SHIPPING (USA)

CHARGE MY VISA /MC/AMEX

Up to 2 LBS ADD $5.00 2.1-4 LBS .. ADD $6.00 Acct#_______________________ 4.1-6 LBS .. ADD $6.50 expires_________ 6.1-8 LBS .. ADD $7.00 8.1-10 LBS .ADD $8.00 signature____________________ Over 10 LB..Call/fax/email NON-USA SHIPPING-Call/fax/email Email____________________

SUBTOTAL $___________

Colorado residents add 3% tax $____________ Shipping (see chart) $____________

TOTAL $___________

Send To: ___________________________________________________ USHGA #___________ Phone_____________________ Street Address _________________________________________________________________________________________

United States Hang Gliding Assn., PO Box 1330, Colorado Springs CO 80901-1330 (719) 632-8300 1-800-616-6888 www.ushga.org fax (719) 632-6417 email: ushga@ushga.org

BE SURE TO CHECK OUT OUR NEW APPAREL AT WWW.USHGA.ORG

Rev 08/21/02

40

Hang Gliding • November 2002

Gallery Artists — Kari Castle & Cookie Ogilvie

Kari Castle is a multi-talented athlete (aviation, rock climbing, mountain climbing, snowboarding, skiing, inline skating, running, hiking, kite surfing, wind surfing and mountain biking). Her sponsors include Red Bull, Oakley, Clif Bar, The North Face, Critter Wear, Stonewear Designs, Deckers, Aria Design, Icaro 2000 and Windtech.

Kari’s records and titles include: 2002 U.S. Women’s National Hang Gliding Champion (13 times); currently ranked number six overall in the 2002 U.S. ranking system; 2001 World Record Holder for Feminine Open Distance/Declared Goal, Zapata, Texas; 2001 U.S. Women’s National Paragliding Champion; 2000 Women’s World Champion, Greece; 1996-1997 Women’s World Hang Gliding Champion; 1995 Canadian National Champion (overall); U.S. Women’s National Paragliding Champion, 1995-1996; 1993 and 1995 Silver Medalist, World Championships (Japan and U.S.); 1994 U.S. Women’s Open Distance Paragliding Record Holder; 1991, first woman in the world to fly a hang glider over 200 miles.

Kari has made frequent television appearances over the past 13 years, including several major talk shows and on sports and news channels, both domestic and international. She has also been featured in eight fulllength, professionally produced action videos. Over 20,000 copies have been sold.

In addition to multiple full-page articles and centerfold pictorials, Kari has been featured on the cover of numerous magazines, two international posters, calendars, product ads and more. Major magazines, including Women’s Sports and Fitness, Gravity, National Geographic Explorer and Outside, offer continuing coverage.

Kari has also received several prestigious awards from national and international agencies, including the National Air and Space Museum, commemorating the world records she has set.

Kari comments, “Nothing competes with the visual impact and environmentally friendly image that a soaring aerial sport can offer!”

Hang Gliding • November 2002

41

Team USA in motion.

World Peace Toni and friend.

42

Hang Gliding • November 2002

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), re-used Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with noncircular 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 –––––––––––––––––––––––––––––––––––––––––––––– AEROS STEALTH II — Excellent condition, extras $900 OBO. (970) 728-3905.

–––––––––––––––––––––––––––––––––––––––––––––– AIRBORNE CLIMAX 13 — One nearly new $4,995; One demo, looks new $4, 595. 1- 80 0 - 68 8 -5637, fly@hanglide.com –––––––––––––––––––––––––––––––––––––––––––––– AIRBORNE SHARK 144 — Excellent condition, 30 hrs, folding basetube $1,900. Located in Virginia, (540 947-0238, shanemoreland@mindspring.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 –––––––––––––––––––––––––––––––––––––––––––––– FALCON 195 — Near new, Z4 harness, helmet, chute, plus extras. Trade or best offer. Sam (530) 343-7512, sail@shocking.com –––––––––––––––––––––––––––––––––––––––––––––– FALCON 195 — Excellent condition, blue/yellow/white $2,495. (919) 829-0455 central NC. dlilleyjr@aol.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.

Hang Gliding • November 2002

–––––––––––––––––––––––––––––––––––––––––––––– FUSION 150 — Low hours, meticulously maintained, excellent condition, one of the last ones built $2,100 or trade or? (262) 473-8800, info@hanggliding.com –––––––––––––––––––––––––––––––––––––––––––––– GLIDER — FALCON 140, red/white/blue, bought in January 2002, test flown and used in only five training hill launches. Ideal for beginner pilot. HARNESS - High Energy Sports knee hanger harness. HELMET - Charly Insider helmet, small white. ALSO - two spare down tubes. Glider and equipment in in excellent/new condition.

Complete set for only $2500 OBO. Will consider selling items separately. Please contact Holly (412) 421-1508, holly1709@yahoo.com –––––––––––––––––––––––––––––––––––––––––––––– K2 155 — Excellent condition $1,000. New York area (718) 430-3456, hsosa@aecom.yu.edu –––––––––––––––––––––––––––––––––––––––––––––– MOYES CSX 4 — Great condition, low hours, blue/ yellow/white, 149 topless $1,200 OBO. (208) 237-9157, cava@ida.net –––––––––––––––––––––––––––––––––––––––––––––– 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 SX5 — Like new, ~50 hours $1,400 OBO (303) 347-0618, tgknelson@earthlink.net –––––––––––––––––––––––––––––––––––––––––––––– PREDATOR 142 — Near perfect condition, low time $2900. Bob (954) 803-6139, awesomebob@hotmail.com –––––––––––––––––––––––––––––––––––––––––––––– PREDATOR 142 — Like new, 20 hrs, blue spectrum w/white top $2,699 buyer ships. (787) 890-3894.

–––––––––––––––––––––––––––––––––––––––––––––– 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 167 — Flies great, very good condition, ripstop trailing edge, green/white/blue, $850.

Joe (847) 895-5858 Illinois.

–––––––––––––––––––––––––––––––––––––––––––––– SPORTSTER 148 — Brand new, white and red, priced to sell or trade or?

(262) 473-8800, info@hanggliding.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 –––––––––––––––––––––––––––––––––––––––––––––– TALON 150 — Almost new, 5 hours $3,800.

See http://www.buffam.com/talon.html (610) 344-0704.

–––––––––––––––––––––––––––––––––––––––––––––– TANDEM GLIDERS — PacAir Fly2 $1,500. Northwing Tandem 2 w/giant redtail hawk design $1,950. San Francisco Hang Gliding Center (510) 528-2300, sfhg@attbi.com.

–––––––––––––––––––––––––––––––––––––––––––––– TARGET 180 — Near new, rental glider at flight park, clean, priced to sell. (262) 473-8800, info@hanggliding.com

–––––––––––––––––––––––––––––––––––––––––––––– TURBO'S DEMO DAYS! — RamAir 146, good condition, flies great $750. WW 225 Falcon, low hours, only $1,395.

Call Turbo Bob @ (714) 350-7860, or (949) 495-8051.

Wanted, Air Creations trike floats!!!

–––––––––––––––––––––––––––––––––––––––––––––– ULTRASPORT 135, 147, 166 — Rental gliders at flight park, low hours, clean, priced to sell. (262) 473-8800, info@hanggliding.com –––––––––––––––––––––––––––––––––––––––––––––– ULTRASPORT 147 — Almost brand new, <1 hour, speedbar $2,500. (310) 720-1604, hangdiver@infinitedata2000.com –––––––––––––––––––––––––––––––––––––––––––––– W W FUSION 150 — 2000, excellent condition, 50 hours, red/blue $2,000 OBO. (602) 750-0798, thepines@cox.net –––––––––––––––––––––––––––––––––––––––––––––– WWXC 155 — Very good shape, green w/black quarter panel $2,000. Pat (970) 878-3594, patcam@quik.com –––––––––––––––––––––––––––––––––––––––––––––– PARAGLIDERS –––––––––––––––––––––––––––––––––––––––––––––– AIR SPORTS USA — WWW.FLYFORFUN.NET –––––––––––––––––––––––––––––––––––––––––––––– EMERGENCY PARACHUTES –––––––––––––––––––––––––––––––––––––––––––––– 20 GORE PDA — w/swivel $375. 20 gore $199. Used Quantum 330s, 550s. Many more available. Raven Sky Sports (262) 473-8800 info@hanggliding.com –––––––––––––––––––––––––––––––––––––––––––––– HARNESSES –––––––––––––––––––––––––––––––––––––––––––––– 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. 1-800-688-5637, fly@hanglide.com –––––––––––––––––––––––––––––––––––––––––––––– RIGID WINGS –––––––––––––––––––––––––––––––––––––––––––––– EXXTACY 135 — 80lbs, 70hrs, comes with extras.

MAXIMUM HOOK-IN WEIGHT 230lbs $5,500 OBO. (206) 244-5122, redris1@attbi.com –––––––––––––––––––––––––––––––––––––––––––––– GHOSTBUSTER PARTS — Sail, flaps, spoilers, ribs, hardware, wires, everything but the leading edges. (970) 641-9207, skyout1@webtv.net –––––––––––––––––––––––––––––––––––––––––––––– ULTRALIGHTS –––––––––––––––––––––––––––––––––––––––––––––– AIR SPORTS USA — WWW.FLYFORFUN.NET –––––––––––––––––––––––––––––––––––––––––––––– COMPLETE & READY TO FLY — 30hp Flight Design trike in excellent condition, includes parachute and glider, 40 hours $4,995. (608) 757-1201 after 4pm Central.

43

Classifieds

–––––––––––––––––––––––––––––––––––––––––––––– COSMOS — 1999 Samba soaring trike w/PacAir reinforced K4 wing,VG, 22hp Zenoah, 65 hours TT on engine and wing, CHT, EGT, tiny tach, includes BRS soft pack parachute system, always hangared, excellent condition $6,000.

Matt (717) 697-1450 PA, mjohn91424@aol.com –––––––––––––––––––––––––––––––––––––––––––––– DR AGONFLY — 2 place, 50 0hrsT T, overhauled 582 / Moyes r adiator, new BRS 90 0 par achute , enclosed trailer $18,000. Rod 011-61-073-219-3442 or flockhartrod@hotmail.com –––––––––––––––––––––––––––––––––––––––––––––– SCHOOLS & DEALERS ––––––––––––––––––––––––––––––––––––––––––––––

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

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

–––––––––––––––––––––––––––––––––––––––––––––– COLORADO –––––––––––––––––––––––––––––––––––––––––––––– AIRTIME ABOVE HANG GLIDING — Fulltime lessons, sales, service. Colorado’s most experienced! Wills Wing, Moyes, Altair, Aeros, Airwave, High Energy, Ball, Flytec, MotoCom and much more. Call (303) 674-2451, Evergreen, Colorado AirtimeHG@aol.com –––––––––––––––––––––––––––––––––––––––––––––– CONNECTICUT –––––––––––––––––––––––––––––––––––––––––––––– MOUNTAIN WINGS — Look under New York.

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

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

–––––––––––––––––––––––––––––––––––––––––––––– ARIZONA –––––––––––––––––––––––––––––––––––––––––––––– EVER THINK ABOUT PARAGLIDING? — www.paraglide.com –––––––––––––––––––––––––––––––––––––––––––––– CALIFORNIA –––––––––––––––––––––––––––––––––––––––––––––– DREAM WEAVER HANG GLIDING — Train on state-of-the-art WILLS WING FALCONS. LESSON PACKAGES: One four hour lesson $125.

Three four hour lessons, plus tandem off 2,000ft. $400.

Five lessons for $550. Ten lessons plus tandem $1,000.

Complete lesson programs. Year-round instruction.

Launching and landing and thermal clinics.

DON'T HIKE YOUR GLIDER YOURSELF, I'LL HELP YOU! Dealer for Wills Wing, Moyes, Aeros, High Energy Sports, Rotor harnesses, Ball varios, Flytec, Brauniger, Garmin GPS Camelbaks and more. 80 MILES EAST OF BAY AREA . I’m your nor thern California MOSQUITO HARNESS DEALER. Call or email to schedule your Mosquito demonstration or clinic. Giving 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.

44

50+ NICE demos to fly: Topless to Trainer Gliders: Laminar, Moyes, Wills, Airborne, Airwave, Exxtacy, La Mouette, Sensor; also harnesses, varios, etc.

TORREY PINES GLIDERPORT - Come soar in San Diego! This family owned and operated flying site offers: USHGA certified instruction, equipment sales, tandem flight instruction, paramotor 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 Cafe. Importers for: ADVANCE, PARATECH, and INDEPENDENCE paragliders; and dealers for most other brands. Accessories include: Center of Gravity clothing, gloves, UV stuff sacks, and helmets; Crispi boots; AustriAlpin Carabiners; Fly Mike flight suits and helmets; and GutStuff gloves. Check us out online for sales and information at: www.flytorrey.com and email us with your questions at info@flytorrey.com, or call toll-free at 1-877-FLY-TEAM. Also, you can tune in to the only Internet Paragliding Talk Show every Monday, from 9:00-11:00 am (PST) at www.wsradio.com.

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

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

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.

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

Hang Gliding • November 2002

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

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

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

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.

Hang Gliding • November 2002

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

Classifieds

–––––––––––––––––––––––––––––––––––––––––––––– MEXICO — Done Vallé? Try Colima... it's HOT! Safari Mexico rides again! Experienced thermal pilots only. Solid foot launch skills required. Seven days $695 includes glider.

John "Ole" Olson is your host at RANCHO DELUXE. Antiguo Aeropuerto Colima dil direct: 01152 312 312-4469, USA (360) 403-3199, HG-Mexico@learntoflytrikes.com –––––––––––––––––––––––––––––––––––––––––––––– MARYLAND ––––––––––––––––––––––––––––––––––––––––––––––

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

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) 390-0205.

–––––––––––––––––––––––––––––––––––––––––––––– 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) 489-9700 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 –––––––––––––––––––––––––––––––––––––––––––––– MEXICO ––––––––––––––––––––––––––––––––––––––––––––––

MEXICO — Summer in Monterrey, winter in Valle de Bravo.

1-800-861-7198, www.flymexico.com

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 –––––––––––––––––––––––––––––––––––––––––––––– 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 fall tandem lessons and flying appointments 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 ––––––––––––––––––––––––––––––––––––––––––––– 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 ––––––––––––––––––––––––––––––––––––––––––––– NEW JERSEY ––––––––––––––––––––––––––––––––––––––––––––– MOUNTAIN WINGS — Look under New York.

45

Classifieds

––––––––––––––––––––––––––––––––––––––––––––– 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.

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

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

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

46

• 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 ––––––––––––––––––––––––––––––––––––––––––––––

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

Hang Gliding • November 2002

USA Team Strategy.

The three World Champions Manfred Ruhmer, Christian Ciech and Kari Castle

"May I have your autograph?" Rosie Brahms, Eiki, and Corinna Schweigershausen.

Hang Gliding • November 2002

47

The Three Amigos — Jeff Koler, Scott Rutledge and Dan Ukytil.

Launching.

48

Hang Gliding • November 2002

The launch.

Marilyn Raines at goal.

2001 Class 2 World Cha

mpion.

Hang Gliding • November 2002

49

Manfred at

work.

Play girls.

Task Committee.

50

End Hang Gliding • November 2002

–––––––––––––––––––––––––––––––––––––––––––––– 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 –––––––––––––––––––––––––––––––––––––––––––––– ABSOLUTE LOW — Ball/Blue Sky VARIO prices! www.websitetrafficbuilders.com/vario.htm, email bob@we bsitetrafficbuilderscom –––––––––––––––––––––––––––––––––––––––––––––– BRAUNIGER GPS — Carbon fiber flightdeck package. Top shelf. New $1,300, asking $900. Perfect. (970) 728-3905.

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

––––––––––––––––––––––––––––––––––––––––––––– GHOSTBUSTER PARTS — Sail, flaps, spoilers, ribs, hardware, wires, everything but the leading edges.

(970) 641-9207, skyout1@webtv.net ––––––––––––––––––––––––––––––––––––––––––––– KLASSIC OR CONCEPT WINGLETS — One pair left, brand new in box $350 OBO or trade for?

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

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/

Hang Gliding • November 2002

SPECTACULAR TROPHIES

AWARDS & GIFTS! Free catalog.

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

FLIGHT CONNECTIONS, INC. PTT II

• ORDER ONLINE AND SAVE • Water/Dust Resistant Push Button • Field Replaceable Finger Switch • Heavier Gauge Wire/Improved Plugs • Increased Strain Relief at ALL Joints $119.95 Extra finger switch $19.95 w/purchase.

Dealer inquiries welcome.

Call (636) 390-8919. MC/Visa.

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

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

Classifieds

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

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

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 /of f f lowmeter, only $400.00.

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

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

HAWK AIRSPORTS INC — P.O. Box 9056, Knoxville, TN 37940-0056, (865) 945-2625. World famous Windsoks, as seen at the Oshkosh & Sun-N-Fun EAA Fly-Ins. Hawk@windsok.com, www.windsok.com ––––––––––––––––––––––––––––––––––––––––––––––

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

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

51

Classifieds

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

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

ground handling, launching and those first flights. 30 min. $29.95 NOW IN DVD, same great price.

HANG GLIDING EXTREME & BORN TO FLY

by Adventure Productions, great HG action, $34.95 each.

NOW IN DVD, same great price.

Call USHGA (719) 632-8300, fax (719) 632-6417, email: 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!

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

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

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.

–––––––––––––––––––––––––––––––––––––––––––––– 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.

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

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

1-800-616-6888 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.

52

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 NOW IN DVD, same great price.

STARTING HANG GLIDING , by Adventure Productions. Produced especially to promote the sport.

Covers basic preparation, weather, proper attitude,

From the Telluride Festival in 1981, to the modern day freestyle competition. Follow the history of this dynamic gathering. $24.95 Call USHGA (719) 6328300, fax (719) 632-6417, order from our web site www.ushga.org. Please add +$4 domestic s/h.

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

“AEROBATICS” — Full color 23"x 31" poster featuring John Heiney doing what he does best-LOOPING! Available through USHGA HQ for just $6.95 (+$5.00 s/h). Fill that void on your wall! Send to USHGA Aerobatics Poster, PO Box 1300, Colorado Springs CO 80933. (USA & Canada only. Sorry, posters are NOT AVAILABLE on international orders.) SPECIALAerobatics poster & Eric Raymond poster-BOTH FOR $10 (+$5 s/h). Check the merchandise section of our web site www.ushga.org for a color picture of these beautiful posters.

–––––––––––––––––––––––––––––––––––––––––––––– 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.

October 20th is the deadline for the January 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.

Hang Gliding • November 2002

Index to Advertisers Adventure Productions ................. 19 Attack Tubes................................... 53

By Dan Johnson............................. 15 Flytec USA....................... Back Cover

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Hall Brothers .................................. 19 Just Fly ........................................... 14 Lookout Mt. .............................. 21, 36 Mojo’s Gear .................................... 36 Moyes ............................................... 6 Sport Aviation Pub. ....................... 31 Traverse City .................................. 21 US Aeros ........................................ 31 USHGA ....................... Various Pages Wills Wing ........... Inside Front Cover

CLASSIFIED AD PRICES: 50 cents per word, $5.00 minimum Boldface or caps: $1.00 per word. (Does not include first few words which are automatically caps.)

Special layouts or tabs: $25 per column inch. (phone numbers: 2 words, P.O. Box: 1 word, E-mail or Web address: 3 words) Photos: $25.00, Line art logos: $15.00 (1.75” maximum) DEADLINE: 20th of the month, 10 weeks before the cover date of the issue in which you want your ad to appear (i.e., September 20 for the Nov. issue). Prepayment required unless account established. No cancellations or refunds allowed on any advertising after deadline. Ad insertions FAXed or made by telephone must be charged to a credit card.

SECTIONS: Hang gliders • Towing • Emergency Parachutes • Schools & Dealers • Parts & Accessories • Ultralights • Business & Employment • Publications & Organizations • Miscellaneous • Wanted • Harnesses • Videos Contact Jeff@USHGA.org for additional details USHGA P.O Box 1330 Colorado Springs, CO 80901 (719) 632-8300 • fax (719) 632-6417

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Hang Gliding • November 2002

53

ST. PAUL, MINN. -- Tucks and tumbles and tails and winglets. What’s happening out there? Rigid wings had good showings at recent competitions and their participation in places with stronger conditions has revealed the value of a fixed tail. Aeros has also fitted sleek winglets to their Stalker 2. My guess is that more controlling surfaces are headed our way.  At last summer’s Worlds approximately a third of the rigid wing pilots flew with tail-equipped wings. Some pilots have even made the normally fixed tails moveable. Alex Ploner reportedly installed an electric servo motor on his tail which allows him to set the angle of the tail for climb and glide.

At minimum, tails cause a damping of control bar movements which helps in distance flying by reducing fatigue. It isn’t clear if the tail alters the likelihood of the glider tucking or tumbling, but contest pilots have said they’ve been helped with a higher confidence level.  Recently at a large ultralight airshow in France, I saw a trike flex wing that had controllable surfaces fitted; controllable surfaces seem destined for experimentation on flex wings if for no other reason than their acceptance on rigids.  Going all the way, we arrive at the stick-controlled Swift. Is its popularity growing?

According to a Q&A session with Brian Porter, US Airsports Net (usairnet.com) reported the following exchange which began with their question: “Approximately how many Swift gliders are there in the US?” Brian answered, “The exact number of Swifts in the USA is unknown to me. Bright Star produced around 60 Swifts over a two-year period. Many of these Swifts were shipped to Europe. On the other hand, Aeriane also has produced even a greater numbers of Swifts, some of which have been shipped to the USA. Twelve Swifts [were] expected to be shipped into the country to participate in the… World Meet in Chelan.”

Even a couple of hundred Swifts can’t be considered a large segment of the market. On the other hand, it’s arguably the most successful stick-controlled hang glider ever made.  Rigid wings don’t rule the roost, though. Flex wings still dominate recreational and contest flying. For those who have traveled by airline in the last year, the process has become burdensome (putting it euphemistically).

If you try to take your hang glider with you, it can be even more challenging. One German producer, Finsterwalder, has long addressed this problem with their Fex line of gliders that pack down to a mere six feet -- you can actually carry it backpack style.

Actually, all Fex models break down to your choice of 6, 12.5, or 18 feet. With new U.S. representation we may see more than the occasional odd example.

Using Thomas Finsterwalder’s “bayonet-style tele-

54

scoping fittings,” these designs break down readily to the short length with an assembly time that adds only 5-10 minutes over a conventional wing, with no tools required. They possess German DHV certification and are available in five models: Speedfex (top of the line, high performance), Airfex, Funfex, Perfex (good for training use), and Lightfex. The latter is claimed to weigh less “than most paraglider bags,” or more specifically 43 pounds. It is the lightest of the Fex line but they all feature surprisingly low weights. You may find these gliders worthy of further investigation. FMI: FexAmerica.com or call 760-752-9755.  Another glider of interest to non-competition pilots is the newly offered Seedwings Shadow. Though the brand name is familiar, this is not the Seedwings from the USA. It the European version, and the Shadow is sold in the USA by Just Fly who positions it as an “intermediate” glider.

Like Just Fly’s Aeros line of gliders, the Shadow is reasonably priced at $4,395 and deliveries are said to be fast (“4-6 weeks”). Proprietor GW Meadows says the wing has “a virtually perfect combination of performance and ‘ease of flight’.” Three sizes are available: 133, 146, and 158 square feet. Lots of info is available on their Apple-inspired website; in fact, you may have trouble deciding between Just Fly’s broad line. But isn’t this how shopping should be? FMI: JustFly.com or call 252-480-3552.  John “Ole” Olson is again taking up residence in Mexico. He will move from his U.S. base way up in the northwest corner of America (north of Seattle) to a point south of Puerto Vallarta, a familiar resort destination.

About 100 klicks southeast down the west coast of Mexico, one arrives at Colima. Since his 1989 Mexico Safaris, Ole has become “Mexico’s original gringo guide,” not missing a season. This winter, he’ll again locate at the old airfield in Colima’s Antiguo Aeropuerto. Olson says he will “begin work on a flight park named Rancho Deluxe.” Foot-launching will be the order (and his personal preference) this season, but eventually he hopes “to offer towing from the runway, too.” He expects to be operational by the first week in December “when the flying season really kicks in,” and he’ll remain in his Southern home until the end of March. He provides the gliders, the guiding, and the Spanish language. Mexico provides the sunshine and thermals. If you want to get the flavor of flying in Mexico, I recommend you go to the following site, where entertaining writer Ole spells it out in colorful detail: www.learntoflytrikes.com/ WeFlewMexico.htm  So, got news or opinions? Send ‘em to: 8 Dorset, St. Paul MN 55118. Messages or fax to 651-450-0930. E-mail to News@ByDanJohnson.com or CumulusMan@aol.com. THANKS!

Hang Gliding • November 2002

Parting Shot

Behind the scenes – During the recent Publication Committee meeting this cover was presented, and while it seemed to be a fantastic shot, and a fantastic cover for the members to enjoy, the final decision was that it might be misunderstood by readers outside the sport. However, it is so perfect that we couldn't let it go entirely. So here you have it, the "Vetoed Cover", featuring three of the Italian World Team members following the 2002 rigid and women's World Meets held in Chelan, Washington.

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