USHGA Hang Gliding January 1991 by US Hang Gliding & Paragliding Association

• MEMBERSHIP APPLICATION • , •11111•··--------(Please Print)

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FULL MEMBER ANNUAL DUES: 0 l year: $39.00 ($47 foreign*, $42 Canada & Mexico*) 0 2 years: $78.00 ($94 foreign*, $84 Canada & Mexico*) 0 3 years: $117.00 ($141 foreign*,$126 Canada & Mexico*) * Foreign payments must be in U.S. FUNDS drawn on a U.S. BANK This accords me full membership in the United States Hang Gliding Assn., Inc., 12 issues of Hang Gliding magazine, effective with the current issue, liability and property damage insurance, and voting privileges. I need not be a rated pilot to be a member. SUBSCRIPTION ONLY 12 issues of Hang Gliding magazine only 0 l year: $35.00 ($47foreign*, $38Canada & Mexico*) 0 2 years: $65.00 ($89foreign*, $71 Canada & Mexico*) 0 3 years: $95.00 ($13lforeign*, $104Canada & Mexico*) * Foreign payments must be in U.S. FUNDS drawn on a U.S. BANK

FAMILY MEMBER ANNUAL DUES: $19 .50 for each Family Member, who resides in my household. Each will receive all Full Member privileges EXCEPT a subscription to Hang Gliding magazine. NAME: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ 0 NEW MEMBER O RENEW I USHGA # _ __

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0 3-MONTH DUES: $15.00. Full Member privileges, three issues of Hang Gliding magazine, liability and property damage insurance. I need not be a rated pilot to be a member.

0 Enclosed is an extra dollar for the World Team Fund. I understand that USHGA will match my contribution. Enclose check or money order for dues as indicated to the right. International checks must be drawn on a U.S. bank in U.S. dollars. Charge payments are subjectto $2.00 bank service charge. Charge my

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[LJN~lr[E[D §lrAlr[E§ HANG Gl~[D~NG A§§Na~ ~NCa P.O. BOX 8300, Colorado Springs, Colorado 80933 {719) 632-8300 FAX {719) 632-6417

revised 11so

Ssuccess continues The worldwide success story keeps going for the incredible XS . Now HGMA Certified, the XS 155 and XS 142 just keep on winning!

The 3rd annual Glide Contest in Morningside, New Hampsh ire was won by the XS 155 and XS 142. The longest flight of the meet was on an XS 142 with Coby Fins.

1st: Thomas Suchanek, XS 155, Australian Nationals, Mt. Elliot, Corfyong 1st: Paulinho Coelho , XS 155, Pre-World Championsh ips , Govenador Valadares, Brazil 1st: Peter Luke , XS 155, Golden Open XC , Golden, Canada 1st: Bob Mackey, XS 142, Chelan Classic, Chelan , Washington 1st: Thomas Suchanek, XS 155, First World Open XC , Wakayama, Japan 1st: John Durand, XS 155, West Coast Championships , Pine Mtn. , Oregon

At the Golden Open XC event in Alberta, 3 XS's were entered, and fin ished 1, 2, 3. "The XS seemed to excel in the light conditions at minimum sink and at best glide ... . ln solid cores as well, the XS produced exemplary climb rates ....Landing is a cake walk." - Dennis Pagen , Pilot Report, Sept. '90 Hang Gliding magazine

Become a success story, fly an XS .

Moyes Delta Gliders PIL .. 173 Bronte Rd.Waverley 2024 N.S.W. Australia.Tel. (02) 387 5114 Fax: (02) 387 4472 Moyes California 22021 Covello St. ,Califomia 91303.Tel. (818) 887 3361 Fax: (818) 7020612 Moyes lcaro 2000 S.R.L. via Santa Caterina, 151 /21038 Leggiuno Reno (Va) ltaly.Tel.(0332) 648335 Fax (0332) 648079

The Champions GHder.

Moyes Japan 124-6 2F Mukougaoka, Takatu-KuKawasaki-Shi Kanagawa Ken-213 Japan. Tel. (044) 8775044 Fax (044) 8557242

IMPROVE YOUR FL YING! Learn the secrets of the pros from hang gliding's most widely read author.

Hang Gliding Books by Dennis Pagen • Hang Gliding Flying Skills-Details on: Beginning to. interme_diate trainin~ * troubleshooting takeoffs * Landing problems * Selecting equipment * Glider maintenance * learning to soar* Traffic rules * complete index and much more! $9.95 • Flying Conditions- The road map to the sky-details on: General weather * turbulence * rotors * wind shadow * sea breezes * wind gradient * ridge lift * ther· mals and much more! $6.95 • Hang Gliding Techniques-For the novice to advanced pilot, this book continues the learning that began with Flying Skills. . . * Learn about thermal soaring-A full 31 pages on thermal techniques will have you soaring like an ace * Learn about speeds to fly * Learn about cross-country flying * Perfecting turns * Handling turbulence * Flying at altitude * Using ridge lilt * Design concepts * Parachutes * Performance tuning * Cardinal speeds * Harness adjustment * Competition and much more! $6.95. • Paragliding Flight-The most complete book available on the newest aviation sport * Learn to fly from ground zero to thermal soaring * Over 140 photos and illustra· lions * 208 pages. $19.95.

ALSO AVAILABLE •POWERED ULTRALIGHT FL YING Powered Ultralight Flying will answer your questions and improve your flying. This book is written for beginners to advanced pilots with over 125 photos and drawings to clearly illustrate even the more complex subjects. All our books are written from an ultralight pilot's point of view so you get the facts you need, not rehashed informa· lion from general aviation.

•POWERED ULTRALIGHT TRAINING COURSE This is the only training course written by an ultralight instructor. Twenty lessons and related groundschools make this an ideal text for self-teaching and training school (dual and single place). Learn to fly safely in a carefully designed step-by-step manner. This manual is used by safety con· scious schools internationally.

**DEALER INQUIRIES INVITED** isEND CHECK OR CASH TO: SPORT AVIATION PUBLICATIONS P.O. Box 101 [ MINGOVILLE, PA 16856 Please rush me the books listed below: I QUANTITY O Flying Conditions ......... $6.95 0 Hang Gliding Flying Skills .. $9.95 D Hang Gliding Techniques ... $6.95 0 Powered Ultralight Flying .. $11.95 I D Powered UL Training Course $9.95 D Paragliding Flight ........ $19.95 Save 10% order two or more books! Save-First five books for only 38.95! Total amount for al I books$ _ _ __ Postage and Handling $1.60 Overseas airmail if desired ($5.00/book) TOTAL ENCLOSED-----1 SEND TO (Please Print) NAME r ADDRESS CITY,STAT COUNTRY/ZIP

I l

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Features

Columns

21 The Four-Phase Final

12 Hang Gliding 101 © 199! hy G.W. Meadows G.W. calls for a drive for a fatality-free year. Right-of-way rules.

20 Accident Reports

26 The Learning Game

hy Doug Hildreth

hy Nelson Howe

Doug explains how the accident reporting system works, and asks for your help.

The third in our series of World Team member articles. Nelson tells how competition breathed new life into his flying.

43 USHGA Reports HGMA report by Mark West - Board of Directors meeting report by Gregg Lawless - USHGA paragliding update by Gregg Lawless - Glider theft insurance update by Pat Robbins - A 4uest for hang gliding's past by Jeff Elgart.

30 Development Of The

SWIFT hy flan Kroo and Eric Beckman, with Brian Rohhins, Ste\'e Morris and Brian Porter The design, construction and flight testing of a 25/1 foot-launched glider.

Page 30

67 Product Lines hy Dan Johnson Hawaiian hang gliding airpark, PacAir and Seedwings rumors ... and more.

38 Landing Out aritcle and photos hy Rodger Hoyt How to safely put your glider down in foreign territory.

49 FM Limits - Improvement Possibilities hy Russ Douglas Hints, tips and lots of' "how-to" advise on hang gliding communications.

Page 38 COVER: Leo Bynum takes his mother. Beth Bynum, on a tandem rlighl for her 60th birthday at Big Sur, CA. Photo by Leo Bynum. CENTERSPREAD: Greg Brauch soars the rugged Bugaboos in the Canadian Rockies. Photo by Marc Sero ta.

DISCLAIMER OF w ARRANTms IN PUBLICATIONS: The material presented here is published as part of an information dissemination service for USHGA members. The USHGA makes no warranties or representations and assumes no liability concerning the validity of any advice, opinion or recommendation expressed in the material. All individuals relying upon the material do so at their own risk. Copyright© 1991 United States llang Gliding Association, Inc. All rights reserved lo I fang Gliding and individual contributors.

JANUARY

1991

Departments 7 10 II 16 56 62 62

Airmail Update Calendar of Events Ratings Classified Advertising Index to Advertisers Stolen Wings

Gil Dodgen, Editor/Art Director John Heiney, Doug Rice, Leroy Grannis, Eric Raymond, Photographers Harry Martin, Illustrator Tim Rinker, Design Consultant

EDITOR'S CORNER

Office Staff

Jerry Bruning, Executive Director Pat Robbins, Advertising Greg Huller, Member Services Cindy Evans, Member Services Stu Clark, Member Services P.J. More, Office Operations Patti Sparks, Member Services Jeff Elgart, Merchandise Services USHGA Officers and Executive Committee:

Gregg Lawless, President Jim Zeiset, Vice President Russ Locke, Secretary Dan Johnson, Treasurer

REGION 1: Gene Matthews. REGION 2: Ken Brown, Russ Locke, Connie Bowen. REGION 3: Bill Bennett, Sandy King, Gregg Lawless. REGION 4: Mark Mocha, Jim Zeise!. REGION 5: Mike King. REGION 6: Ron Kenney. REGION 7: Marty Bunner. REGION 8: Bud Brown, Jr. REGION 9: Pete Lehmann, Jeff Sims. REGION 10: Matt Taber. REGION 11: Carl Boddie. REGION 12: Paul Voight, Paul Rikert. DIRECTORS AT LARGE: Dan Johnson, Jan Johnson, Dennis Pagen, Peter Zimmerli, Glen Nicolet. HONORARY DIRECTORS:G.W. Meadows, Tom Kreyche, Mike Meier, Rob Kells, Fred Stockwell, Terry Reynolds. The United States Hang Gliding Association Inc. is a division of the National Aeronautic Association (NAA) which is the official representative of the Federation Aeronautique Internationale (FAI), of the world governing body for sport aviation. The NAA, which represents the U.S. at FA! meetings, has delegated to the USHGA supervision of FAl-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, by a means of open communication and 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, selfaddressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publications. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLID· ING editorial offices: 6950 Aragon Circle, Suite 6, Buena Park, CA 90620 (714) 994-3050. HANG GLIDING (USPS O17-970) is published monthly by the United States Hang Gliding Association, Inc., 559 E. Pikes Peak Ave., Suite 101, Colorado Springs, Colorado 80903 (719) 632-8300. FAX (719) 632-6417. Second-class postage is paid at Colorado Springs, CO and at additional mailing offices. POSTMASTER: SEND CHANGE OF ADDRESS TO: HANG GLIDING, P.O. BOX 8300, Colorado Springs, co 80933-8300.

The USHGA is a member-controlled educational and scientific organization dedicated to exploring all facets ot ultralight flight. Membership is open to anyone interested in this realm of flight. Dues for full membership are $39.00 per year (of which $15goes to the publication of Hang Gliding), ($42 Canada & Mexico, $47 foreign); subscription rates only are $29.00 ($32 Canada & Mexico, $37 foreign). 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. JANUARY 1991

Volume 21, Issue No. 1

Hang Gliding Expands! A Call For Authors from your Editor

an effort to better serve our members and subscribers, Hang Gliding magazine is expanding its editorial content beginning with this issue. We hope to expand it even further as advertising picks up with the coming hang gliding season. Please let us know what you'd like to see in the way of feature stories or new columns and departments. Or, better yet, write an article or two for us. Don't worry if you don't have a degree in English or journalism; we're interested in information and ideas, and only hang glider pilots have anything of interest to say to hang glider pilots. I'm here to pretty up your prose. We'd like to see more "how-to" articles, product reviews, pilot profiles of interesting people (not necessarily famous by any means) and articles aimed at the newcomer to the sport. A little more humor might not hurt either. Our readers don't seem to be too thrilled with poetry, fiction or excessive competition reporting. However, I do encourage you to send in the results of your local and regional meets. Include a photo and a few of paragraphs about what went on, along with the top finishers and what gliders they flew, and we'll put you in the competition corner. Keep our lead time in mind though, and get the info1mation to me as soon as possible. Material received during the month of June appears in the August issue. I'm often asked about how to submit articles and photos, so here it is.You 're welcome to just write it up and send it in, but it might be a good idea to give me a call or drop me a note to ,mange the details. This might save some wasted effort if I have another article on the same topic in the works. If you're sending in hard copy please use a typewriter with a good ribbon, or a computer printer that produces near-letter-quality output. Laser printer output is great. I'm a oneman operation, so text that can be scanned is greatly appreciated. (I get enough typing practice.) It's also great to receive articles on disk. Ha11g Glidi11g is produced on a Mac-based desktop pub! ishing system with PageMaker and

Microsoft Word. If you're using a computer you can send me a 3-1 /2" hard-shell floppy from either a Mac or an IBM PC, but if you're not using MS Word you'll need to save the file as "text only" or ASCII (preferably with hard returns at the end of paragraphs only). A hardcopy backup is not a bad idea. A modem transfer is the best; it's instantaneous and error free. Give me a call to arrange a session. The worst thing (besides hand-written copy) is a FAX (except maybe a hand-written FAX). My character recognition program is only "artificially" intelligent, and gets very confused by them, so I'll have to (yuk) retype it. Send in photos in whatever form you have them. Keep in mind that our color is pretty much limited to the cover and centerspread (although I hope this can be remedied in the not-too-distant future) and I prefer slides. A good, sharp 8" x !O" print may be okay for color reproduction if the colors are dense. Black and white prints are best for black and white reproduction, but obviously nobody shoots B&W for his own use. Color prints are okay, but it's difficult to predict how they will print in B&W. Now that we are using a digital scanning process, color slides are fine for black and white reproduction. If you're an artist, any illustrations, graphs, charts or the like-that help get your message across-are greatly appreciated. If you have a computer I'll be thrilled to get Postscript or Encapsulated Postscript (EPS) graphics, and as long as they are saved in this fonn they can come from either a PC or a Mac. Again, a hardcopy backup is not a bad idea. If you aren't an artist, ideas for illustrations (or even crudelydrawn illustrations) are welcome. If I can't create or fix up the art I'll find someone who can. That's it. I hope to hear from some of you soon. I can be reached at: Gil Dodgen, Editor Hang Glidi11g magazine 6950 Aragon Circle, Suite 6 Buena Park, CA 90620 (714) 994-3050

AIRMAIL CLOUD CLEARANCE Dear Editor, In my "Big Sur Fly-In" article (December 1990 issue) I referred to flying over a "thin band of clouds over the coast ... with over 500' clearance." My statement was incomplete and could be interpreted as a violation of FAR 103.23. The clouds on our direct path to the LZ had dissipated to a light haze by launch time, and no regulatory violation occuned. Also, the fly-in was sponsored by Windsports of Van Nuys, CA-not by the Sylmar HGA. Many thanks to Kris Greblo of Windsports for organizing the trip. David Oberhettinger Valencia, CA

USHGA MEDICAL INSURANCE PROPOSAL Dear Editor, I am writing in support of Gregg Lawless' excess medical insurance proposal that he wrote about in the November issue. I believe this is one of the most worthwhile ideas that USHGA has come up with in recent years. I personally could have used the insurance in 1989 when I broke my ankle. After the surgery and the follow-up care, the bills came to $8,500. My medical insurance picked up most of the cost, but the deductible and copayments cost me $3,500. Frankly, I can think of other things to spend $3,500 on. As Gregg points out in his article, a stronger liability policy will make it much easier to acquire new flying sites. For the last several years, I have been working to open a new flying site. A major concern of the landowner has been the inadequacy of the USHGA policy in the area of participant insurance. Like most landowners, he is afraid of being sued by an injured pilot. Although he agrees that such a suit would most likely be tossed out by the court, he would still have the trouble and expense of hiring an attorney to fight it. If we had the proper insurance, our insurance company would handle the situation. If the membership were to adopt this program, our dues would probably be around $60. For those of us on tight budgets, perhaps our efficient headquarters could administer a split payment program-half down and the balance due in thirty days?

I urge the you, the membership, to seriously consider this proposal and to let your regional director know how you feel. George Hamilton West Sacramento, CA

SAFETY CONCERN Dear Editor, I am writing to share a safety idea that has been in the back of my mind for a long time. Before I begin, however, I would like to thank you and the staff of Hang Gliding for your excellent publication which has greatly contributed to the enjoyment and safety of the sport of hang gliding. It is clear to me that the modern hang glider-the glorious achievement that it isstill has an unfortunate tendency to cause serious head and neck injuries during what would seem to be very survivable crashes. I personally have laid in the dust stunned, my helmeted head rammed into the ground, after having stumbled during a difficult landing. It is a terrible thing to tentatively wiggle the fingers and toes to detetmine if one has a spinal injury. In retrospect, it is clear to me that the pendulum motion of the pilot and harness is pennitting the pilot's head to be rammed into the glider and/or ground during a crash. It is my opinion that this is a very serious problem in need of a solution. In the early days of the sport I participated in the training of beginning hang gliding students. We used commercial equipment and adjusted the prone harnesses per the manufacturers' recommendations. Invariably, some of the students would stumble during launch or landing, and far too many of these were putting their faces in the ditt. We solved this problem by adjusting the shoulder lines so that the students' bodies would hang at a 45° angle. This allowed the students the impression of prone flight, but most importantly, the harness and glider absorbed the momentum of their bodies during a crash. We went on to train hundreds of students with no serious injuries. The point I am trying to make is this: The harness and glider are wonderful mechanisms for absorbing the impact of a crash, if they are given the chance. I am suggesting that if the harness is configured in a way such that the upper body is restrained from exiting the tube and cable cage

of the glider during a crash, that the pilot would receive significant protection from injury. Consider the enormous strength and resilience of the glider, and how many G's the body could absorb if resisted only by a padded harness and the flexing of stainless steel cables and extruded tubes. The recent advent of harnesses with shoulder lines that are adjustable in flight is a big step toward solving this problem. However, for these harnesses to be an effective safety device, the shoulder line mechanisms will need to be strong enough to withstand crash forces and pilots will need to adjust them with safety having a higher priority over comfort, i.e., cinching the lines up sufficiently prior to launch, landing or an impending crash. I think there is a solution that would provide protection with less of a burden on the pilot. Consider an inertial reel similar to what is used with an automobile seat belt. Such a reel mounted on the tail bolt could control a cable that threads through the carabiner and down to an attachment in the shoulder area. The pilot could rotate alternately up and down, from the prone to the upright position, with the cable correspondingly paying in and out of the reel, but in a crash the reel would lock and the cable would restrain the shoulders. As we normally launch and land upright, and in a crash instinctively rear upright to avoid the oncoming ground, our shoulders would be sufficiently elevated when the reel locked to provide protection. Well, maybe this is just one more farfetched idea and then again maybe not. In any event, keep up the good work! William Rich San Diego, CA

ECONOMIC REALITIES AND HANG GLIDER PRICES Dear Editor, The hang gliding manufacturers may be facing one of their greatest challenges in 1991. In the prior two editions of Hang Gliding, I've noticed a major manufacturer's announcement that they have worked off their backorders and are able to immediately ship new gliders. I believe this may be the first subtle indication that the slowing economy is starting to have an affect on our sport. Almost weekly we read of major plant closings, aerospace manufacturing HANG GLIDING

tom apart in thunderhead-strength turhulence. Modem hang gliders are tested to structural standards that exceed those of many rnnventional aircrnfi. hut when tumed upside down in massive turhu/ence they too can hreak. The answer is not to fly when conditions suggest that this kind of turhulence may he present.Ed.

cutbacks, and huge (even with many major sales incentives) drops in new car purchases. As more and more consumers become concerned about the stability of their jobs, decreasing property values, and escalating gas prices, they tend to confine their major purchases to basic necessities. Coming off eight years of economic expansion many hang gliding manufacturers may not fully realize the impact of a real recession. Being a luxury, and now costing between $3,000 to $4,000, it seems certain that all hang glider manufacturers will, or are already feeling the effects of reduced demand. Astute manufacturers should follow the lead of the auto industry and initiate sales incentives as soon as practical. If they forestall such plans, it may well result in layoffs, the inability lo keep good employees, and conceivable insolvency. For the pilots who can afford a new glider in 1991, I believe they will have an exceptional buying opportunity. Also, used gliders should maintain their value through the slow-clown.

Dear Editor, It was with some surprise that we at the Moyes factory read about $100 uprights in Dan Johnson's "Product Lines." Our recommended price for an upright blank is $70. It is possible that not all XS pilots are aware that when an upright is broken, only the piece of tube need be replaced. The expensive polycarbonate fittings on each encl are easily removed and saved. A description of how to change an upright appears on page 24 of the XS manual.

Bob Schwartz San Diego, CA

Russell Golding Moyes Sailmaker

BROKEN GLIDER CONCERNS

PHOTO-POD CLARIFICATION

Dear Editor, Thanks for putting together a great magazine. I look forward to it every month. Dennis Pagen's article on the 1990 National Championships raised some concerns for me, however. I am quite new to the sport and am very (I hope not overly) concerned with safety. All my reading on the subject of hang gliding has left me with the impression that a modern, wellmaintained wing will not suffer a structural failure unless perhaps subjected to high-speed aerobatic flight loads. Dennis Pagen's article describes how, after encountering turbulence, Al Whitesell' s HP AT tucked and the base bar "broke in his hands." While I am very thankful that he escaped unhurt, I wonder if more needs to be said about this failure. At the ripe old age of 40 I worry about these things!

Dear Editor, I was quite surprised to read in "Mark and Kari's Excellent Adventure" in the October issue (in the paragraph entitled, "June 5 - Sink City") about the Photo-Pod© hang gliding photographic system. I was pleased to read that their group had heard good things about the Photo-Pod© but, on the other hand, I feel badly that they never got the system they wanted. This is because the Pod they were looking for is available exclusively from my company, Feather Free Flight Accessories. The confusion here may lie in the fact that certain cameras exist on the market which some pilots might assume have the capabilities and features of the original, radio-triggered PhotoPocl©. This is not the case. While I was not in production for the period of Nov. '88 to Nov. '89 the Photo-Pod© is available again.

Rob Storms Rochester, NY

Scott C. Wise Oakland. NJ

All aircraft have operating limitations and hang gliders are no exception. Even jets have heen JANUARY 1991

MOYES UPRIGHTS COMMENT

I I I I I I I I I I

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UPDATE The Yosemite Hang Gliding Association heen formed and is currently in the process working with Yosemite National Park to Glacier Point to hang gliding. A proSite Management Plan and Special Use have been developed and sul.J1nit1ed lo Yosemite's Chief Ranger for review and approval. The current goal is to receive Park approval of the proposal by Mardi 199 J and to have flying resumed by Memorial Day weckencl. However, there is still a significant amount or work to he done if these arc to lx: realized. The primary focus is to determine whal will be set Cor silc a membership clues level, rnonilors, defining lhc benefits of membership along with a hosl of other opera1ional"-typc issllcs and site monitor If you arc interested in par1ieipa1ing in the decision-making process as Gliding Association develthe Yosemi1c I ops ils and you arc not currently involved, contact Russ Locke at (408) TJ7-874S There will be a set !"or some time between mid Janu ary and mid"] which most lhe major the YllG/\ will be; resolved.

rather than to fill the allotted ten slots. As always, financial support is subject to the availability or funds. The BOD has supported a move on the part or the contest organizers to upgrade the Women's World Masters in Class Ill to Women's World Championship. Jan Johnson will act as Team Coordinator until such time as a Team Leader is designated. Questions may he addressed to the office or the selection cornmittee comprised of Ken Brown, Roh Kells and Jan Johnson.

VIRGINIA BEACH NEPTUNE FESTIVAL OCEANA i\IRSHOW

WOMEN'S COMl'ETHION UPDATE The USI l(li\ Competition Committee, after having received the appropriate docu menlalion, has Sl:lccted Kari Castle, /\lice Stapleton Engl:llrnrdt, and Sarah Bowman to fill slots allotled to U.S. pilots J'or the Women's World Hang Gliding Championship lo be held July I through Min Kossen, Austria. Nominations for the positions or Team I,ender, Coach and support personnel, as well as two additional competition pilot slots will be accepted until January I 1990. Interested parties should sGnd a letter of' intent and resume or compelition flying experience to the USHGA office be forwarded to the selection committee. The purpose or the championship is "provide good and satisfying contest flying in order to determine the Women's World Champion in Class land Women's World Master Class Ill and to reinforce friendship a111ongs1 women hang gliding pilots or all nations." silver, hrom.c, as well as cash prizes will awarded to top-"placing individuals. The USIIGA feels that, given the tion of the meel towards individual I.ion, it is appropriate to supporl five ]()

ler Hang Gliding Association with support from Hawk Kites performed at the Virginia Beach Neptune Festival's opening cvcnt, the Oceana Airshow, held on the Master Jct Base in Virginia Beach. The club, with the KIIK ATOI, tow vehicle and support crew, wowed lhc crowd with three tows during Saturday and mornings' I 0:45- I I: 15 I ime slot. tows were limited to 800-900 feet due to a low cloud cover. Sunday's lows lopped off at 1,500 feet with clear skies and cumies popping everywhere. The Base Operations Officer, along with the local FAA representative, were very impressed with the professionalism displayed by the towing operation and static display. The show is the l'irst in a series or public demonstrations ancl displays by the TIIGA lo give

hang gliding in the Tidewater area a boost and to bring a positive image to the sport. I would I ikc to thank Bo, Tex, Boosher and Kitty Hawk Kites for their support with the ATOL truck tow system and club members, Chris, Drew and Pete for lhl: ground support. -photos and story by John Basa

MOYES XS EASY 155 & XS 169 HGMA CERTIFIED The Moyes XS J69 was awarded llGMA cerlification on Sept. 20,1990 and is in full production. The XS 169 comes standard with streamlined control bar uprights and fiberglass t 70'Y<, double surface sail with enclosed dive sticks, hang, variable geometry syslem and ball-and-socket cross bar junction, All XS 169's will he mmlc with 5 oz. cloth main body and trailing and for fins. retail price for the standard XS 169 is $3,845. The I has also hl:en J!OMA from Moyes is recommended for intermediate skill level pilots, ancl, to !he manufac1mcr, l'eaturcs low takeoff and landing coupled with light con1rol pressure, docile handling and easy landing characteristics. The XS comes standard with streamlined kingposl and kingposl hang system. The has a fixed cross bar (no VG) and conventional style (no fiberglass tips). Options include streamlined control bar uprights, spceclbar and race sail options. Suggested rl:tail price for the standard 155 is $2,825. 169

Area 169 sq. rt. Span 35.5 rt. Aspect Ratio No. Battens Pilot Weight USHGA Rating

7.45 29 160-280 lbs. Advanced 155

Area 155 sq. ft. Span 31 ft. 4 in. Nose Angle 122° Aspect Ratio 6.33 22 No. Battens 68 lbs. Glider Weight 130210 lbs. Pilot Weight USHGA Rating Intermediate

BANC GUDTNC:

NEW VSHGA CHAPTERS USHG/\ welcomes the following new chapter clubs: Gliding Over Tyler Texas, # 177, Tyler, TX; Malibu Hang Gliding Club, 41176, Malibu, Ci\; Torrey Pines Paragliding /\ssociation, PC005, La Jolla, Ci\; Bay Arca Paragliding Association, PC006, Half Moon Bay, CA.

it to be placed at the wing tip for the best possible wide angle shots. Price $75. Feather Free is currently also developing or researching a windsurfing version of the Pod and a Video-Pod. Contacl: Scott Wise, Feather Free Flight Accessories, 198 Hiawatha Blvd .. Oakland, NJ 07436 (201) 337-9411.

PROPOSED USHGATECHNICIAN CERTIFICATION Ray Leonard of Adventure Sports, Carson NV will be sponsoring a hang gliding technicians seminar for those who own or work in a shop. The dates are April 15-16 for the certification portion, and April 13-14 for demos. Participants include Wills Wing, Pacific Airwave, UP, Seedwings and Moyes. Cost$ I00 per technician. Contact: Ray Leonard, Adventure Sports, 3680 Research Way 416, Carson City, NV 89706 (702) 883-7070.

NEW HALL BROTHERS BRACKET

KHK COMPLETES MOST INTENSIVE HG CAMP EVER Killy llawk Kites recently concluded one of its most comprehensive hang gliding camps ever. Ten students attended the week-long intense study of hang gliding, including lessons on Jockey's Ridge, tow flights at Currituck Airstrip and evening sessions in micrometeor"· ology and aerodynamics. lnstructors Tom Caclora, far lefl, and Roger Coxon, rear far right, conducted the classes. Kitty Hawk Kites offers such camps in the spring and fall. Contact: Kitty Hawk Kites, P.O. Box 1839, Nags Head, NC 27959 (919) 441-4124 FAX (919) 441"7597.

FEATHER FREE PHOTO-POD Feather Free Flight Accessories announces the release of the "Photo-PodC0 Direct," a "wired" remote 35mm camera. The minimum version weighs only 9.25 oz. This weight includes: camera, wing tip mounting bracket, film and batteries. Price $179.95. Available options include: basic shock-absorbing skid cushion for $10, and a fully enclosing PhotoPod@ body (non-wireless version) for $50. The company also has a Photo-Pod@body newly available for the most recent Ricoh Shot Master wireless remote camera. This custom body will protect the Ricoh from rough landings, cold temperatures and dirt contamina-tion. It also streamlines the camera and allows

.Ian. 18-21: Basic TCP, Houston, TX. Contact: Jeff Hunt, Red River Aircraft (512) 4672529.

Feb. 9-IO: Haney's Point 2nd Annual Fly-Out, Atkins, AR. Fun and games. Contact: Sail Wings (50 I) 227-4920 or (50 I) 641 1902. Feb. 21-March 9: World Championships, Governador Valaclares, Brazil. March 14-17: Torrey Winclsprints. $150/glicler, first 30 pilots only. Contact: Joe Bill Henry, Torrey Pines Flight Park (619) 452"3202 FAX (619) 452-3203. 11-14: World Freestyle Masters, Crescent Head, New South Wales, Australia. Contact: tel. (065) 66-0166 FAX (065) 660546.

llall Brothers announces a new, improved long bracket for their Hall airspeed indicator. The new bracket is sturdier and attaches lo round as well as streamlined tubing, which is increasingly popular on modern gliders. Contact: Hall Brothers, P.O. Box 1010, Morgan, UT 84050 (80 I) 829-3232.

April 15-16: Hang Gliding Technician Seminar. 13-14: Demos. Contact: Ray Leonard, Adventure Sports, 3680 Research Way 416, Carson City, NV 89706 (702) 883-7070. 18-21: Torrey World Paragliding Meet. Contact: Joe Bill Henry, Torrey Pines Flight Park (619) 452-3202 FAX (619) 452-3203.

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 six weeks prior to the event. We request two months lead time for regional and national meets. Jan. 5-12: Ninth Chilean Hang Gliding Open, Cordillera de Los Andes, Santiago. Entry $500, includes 8 days lodging, transportation to launch, lnneh, retrieval. Non-pilots $350. Contact.: Augusto Olivares, FAX 562334056 Chi le, Eric Hempstead, tel. (415) 932-0546 U.S. .Ian. 6-12: So. Cal. tour JI. Contact: Western Hang Gliders, P.O. Box 828, Marina, CA 93933 (408) 384-2622. Jan. 9-19: Forbes Flatlands hang gliding and paragliding competition, NSW Australia. Contact: Jenny Ganderton, "Boganol", Henry Lawson Way, Forbes, NSW 2871 tel. (068) 537220.

.July

3: 1991 National Team Championships, Dinosaur, CO. Five per team. Minimum of 450 WTSS points guaranteed. Each pilot's entry fee $225 postmarked before July l, $275 after. Contact: Chris Rcynolds/GenTcch Corp., Box 28 l, Coni-for, CO 80433.

March J 4-17: Torrey Winds prints. $150/glider, first 30 pilots only. Contact: Joe Bill Henry, Torrey Pines Flight Park (619) 452-3202 FAX (619) 452"3203. 9: Swiss Championships, south of Switzerland (Italian-speaking). Americans invited. Contact: Zurchcrstrasse 47, Postfach 130!, CH-8620 Wetzikon, tel. Ol/932-4353 FAX O1/932-42-82. 25-Junc 2: Lariano Triangle Competition, Lake Como, Ilaly. 1-14: Women's World Championships, Kossen, Austria

HANG GLIDING 101

Happy New Year and welcome to 1991. I sincerely hope that this year brings you all the things you need in life and most of the things you want. As you think about all the things you want to accomplish-new car, maybe a promotion at work, flying that site you've always heard was so good-keep in mind that you may die this year. You could be hit by a truck while crossing the street, your spouse could beat you to death, or you could die after barely clipping a bush with your wing tip, whacking in and breaking your neck as the glider contacts the ground at an angle a little different from what you had planned. You 're probably sitting there thinking, "G.W., what a ten-ible thing to say. Did you get a new job selling life insurance?" You 're right, it is a ten-ible thing to say (no I'm not selling insurance), but that doesn't make it any less true. Statistically, at least four and as many of 11 of the people reading this article will die in a hang gliding accident this year. Who are these people? Certainly we all know of people who tend to exhibit a lack of certain skills and knowledge, so obviously those people would be the most likely candidates to become this year's statistics. Right? Wrong! Face it, you and I both have a reasonably good chance of ending up with some memorial fund named after us this year. To pretend that death by hang glider can't happen to you is ridiculous, and probably enhances the chances of that very thing. Hang gliding, just like all aviation, is dangerous. Realizing the personal prospect of demise while hang gliding puts us on the proper path to prevent it. (You can quote me on that.) Okay, by now you've got the picture and you're 12

saying, "Hey, what do you want ME to do about it?" Good question, which leads me to the whole reason I decided to begin this article the way I did. Recently, USHGA prez Russ Locke wrote a letter to the board of directors of the USHGA stating that he'd really like to see a push in 1991 for a fatality-free year. When I read this I thought it was a marvelous idea and I was very glad he'd come up with it. Imagine my surprise when talking to others about it! Many people had the attitude that it was impossible, and some even thought it a ridiculous idea. Since then I've heard no more about it from Russ, which I think is a shame. It seems the whole point was lost in what Russ wanted to do. Yes, I think a fatality-free year would be marvelous, and with some luck and effort I think it is an achievable goal. Even if a campaign to have a fatality-free year were unsuccessful it might prevent at least one additional death. If that one additional fatality were you or your best flying buddy then it would have been personally worth it. So, I'm gonna take Russ' idea and run with it. For the next 12 months, I'd like to ask all pilots to make the buzz word at their flying site "safety." This means helping others to make the proper decision about when to fly and when not to. It means to be sure, and to make sure others have had a hook-in check, to give others assistance with the wind direction in the LZ. It also means to take greater personal responsibility for our own flying in these and other areas. I know that some of you are just too cool to be talking needlessly about this safety stuff. But how about doing everyone

else and eventually yourself a big favor and actively work toward lowering the fatality rate. Let's all put in a lot of effort and take that little extra time to check and double check all our flying systems. Nineteen ninety-one can be a pivotal year in hang gliding. Part of being safer is being more educated in our endeavors. I will do my best during this year to write about things, the understanding of which could possibly save your life. Now, you do your part and read them and put them into practice. If there's anything you don't understand or agree with, ask your instructor; he knows more than I do anyway. The purpose of this series is to get us all thinking safety. Paraphrasing the last journal entry of Scott of the Antarctic, at the death camp on the return from the Pole: "We take risks, we know we take them. Therefore, when things come out against us, we have no cause for complaint." To live is to be insecure. But to die from ignorance is a shame! We can do it in '91. Do your part! Thanks Russ! RIGHT-OF-WAY We all know that if we were the only people driving on the road then the likelihood of an accident would be amazingly low. Unfortunately, there are millions of little sheet metal missiles rolling down the road at any given time, making great targets for each other. Many lives are lost every day to the sad occun-ence of two or more of these manned projectiles trying to occupy the same space at the same time. It kinda makes hang gliding look tame doesn't it? Well, just as driving would be much safer if you were the only person doing it, so would

HANG GLIDING

HANG GLIDING 101 WARNING: The Instructor General has determined that using the information contained in this article without the assistance of a USHGA-certified instructor can break or kill you. Seek professional help!

Figure 1

hang gliding if you were the only pilot in the air. Fortunately (and incredibly), very few hang gliding accidents occur in the sky. Most of them take place while the pilot is trying to execute a maneuver that relates to the ground (usually leaving or returning to it). Depending on how many people fly the sites that you frequent, it might be expected that no two pilots would ever have a mid-air, or it could be a downright miracle that they don't. Fortunately, just as the state has painted lines on the roadway to let you know where you should be while driving, there are right-ofway rules so that in almost any given situation you can know what you should do relative to another pilot. This article will review those rules. RIDGE SOARING The rules for ridge soaring, just like all of these rules, are pretty straightforward and easy to remember with a little common sense. The first of these rules relates to head-on encounters while soaring a ridge. (Actually, this rule is meant for all head-on encounters.) When flying directly at a glider which is flying directly at you, give way to the right (Figure 1). This one is very easy to remember; it's the same as in driving (except in British-influenced countries). Gliders meeting head-on pass left wing tip to left wing tip. The next rule is just as easy to JANUARY 1991

remember, and also not only relates to ridge soaring but to all flying. Any time there is a glider higher than another, the lower glider has right-of-way. This one also makes a lot of sense when you consider that if you're flying a glider and there's another glider directly above you, you can't see him (Figure 2). However, he can see you quite easily. If the two of you are getting closer, the higher glider must bail out in order to avoid a collision. Next rule: When ridge soaring, make all turns away from the ridge (into the wind). This rule is in place for a couple of reasons. The main purpose of it is to make your turn direction predictable. The other reason is that a downwind turn near a ridge top can be very dangerous. A downwind turn has a wider radius than does a similarly-banked upwind turn. This has been known to catch more than a few pilots off guard. Another rule: If you and another pilot are both traveling the same direction down the ridge, but you're in a faster glider than he is, then you 'II overtake him. The proper way to do this is to pass the other pilot on the ridge side (Figure 3), between him and the ridge. There are a couple of reasons for this. One is that if he

Figure 3

"Blind Area"

, ,,

\ ~

Figure 2. Field of view.

wants to turn and he's following the rules, then he'll turn away from the ridge. If you coincidentally happen to be passing him at the same time, the only safe place for you to be is downwind (on the ridge side) of him. Another reason for this rule is that it's not cool to "box in" another pilot, which is exactly what would be happening if you flew past him on his upwind side. THERMALING The rules of thermaling etiquette are also easy to remember and involve common sense. As mentioned earlier, some of the same rules of the ridge also apply to thermaling. When approaching another glider head-on, yield to the right. When flying above another glider, the lower glider has right-of-way. Another thermaling rule: The first glider to enter a thermal determines the direction of the turn. No matter how much you like turning to the left, if you enter a thermal and there's a guy already there thermaling to the right, then you must also thermal to the right. It's important to keep in mind that while you 're in a banked tum (such as while thermaling), your visibility is greatly affected by the wing. For this reason we all tum the same

direction while in a thermal together. It's best to keep your speed and bank angle so as to position yourself about one quarter of the turn either behind or in front of the other pilot. This allows for the best overall visibility while thcrmaling at the same altitude with another pilot. Also, it's very important for all pilots in the thermal to turn symmetrically inside the thermal and not to make "cross-section" turns (Figure 4). One thing to keep in mind is that if the thermal is small and punchy, and you and another pilot arc getting very little accom plishcd, then just leave the thermal long enough for the other pilot to clirnb out. You'll be more relaxed and have the entire thermal to yourself.

SHOW YOlJR INTENTIONS Flying rules arc very simple and easy to remember, however they seem to be create an inconvenience, and sometimes it he downright deadly. Sometimes it is not

Figure 4. that a pilot is breaking a rule, but more that he is slow to show his intentions. Take for example: Two pilots arc soaring a ridge and they both notice that they're corn-

ing head-on at each other. Instead of one pilot making a move to his right to assure that both of them know which way to turn, sometimes each pilot will wait for the other to make a move, so that they are sure the other pilot knows which way lo turn. I have been in this situation many times and had l (or the other pilot) just initiated a proper move earlier in this predicament, it would have saved a couple of anxious mo-ments. Also, as l have stated in previous articles, when you're flying in close proximity with another pilot, remember to let that pilot know you arc aware of his presence. Looking at him (including squaring up your head in his direction) is the best way to inform another pilot that you arc aware of him. Thermaling with pilots who spend very little time looking in my direction makes me (as my buddy Junebug Covington would say) more nervous than a long-tail cat in a room full of rocking chairs. Let's know the rules. Let's fly by the rules. II

***

I] M (10-12)

[J L (14-16)

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(street address please)

NAME ___ ··------··-·----··~~----··-·--·-·--·~-----·---·-·---

p USHGA Kids P.O. Box 8300, Colorado Springs, CO 80933

HANG GLIDING

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THE ADVENTURE GETS BETTER

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UD BREAKTHROUGH! IS 15-1 FINALLY HERE? With its sleek, low-drag profile, the Sensor 51 OE defines a new level of wing shape efficiency. To fly one is to experience the greatest glide ratio currently available from any hang glider factory in the world today. The Sensor 51 OE is 1990 HGMA and DHV certified . Fly an E soon. You'll feel the astonishing flatness in glide angle immediately and experience remarkable stability and control .

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SEEDWINGS

41 Aero Camino, Goleta, CA 93117 (805) 968-7070 • Fax (805) 968-0059

RATINGS NOVEMBER, 1990, RATINGS The following ratings were processed in November, 1990. This does not necessarily mean they were awarded in November.

Safe Pilot Awards ROD C. HOSCHOUER

Lilienthal A wards

HI; W. Fulton - LESLI FUJISE: Kaneohe, HI; W. Fulton - JEFFREY STEINKAMP: Capistrano Beach, CA; K. deRussy/Hang Glider Emporium - LAWREN CE W. CHAMBLEE: West Hollywood, CA; M. Spinelli/True Flight Concepts - BRAD G. PISTOLE: Torrance, CA; M. Spinelli/True Flight Concepts - HAROON SAID: Pasadena, CA; M. Spinelli/Trne Flight Concepts - DANIEL URIAS: Los Angeles, CA; M. Spinelli/True Flight Concepts

Bronze DANIEL J. GRAV AGE BOB SUMMERS MICHAEL J. HEILMAN

BEGINNER RATINGS PILOT: City, State; Instructor/School Region 1 REIKO KOBAYASHI: Pullman, WA; J. Heiney - DAVID TI: Seattle, WA; J. Estrin/ Airplay'n of Oregon - MARK JIPSON: Bellingham, WA; T. Johns - DAVID DELONG: Fairbanks, AK; S. Burns/Austin Airsports Region 2 MARK DUGAN: Palo Alto, CA; P. Hystek/ Chandelle- ALISON WATTS: Martinez, CA; P. Hystek/Chandelle - ALAN PIKE: Daly City, CA; P. Hystek/Chandelle - DUANE CROMLEIGH: San Francisco, CA; P. Burns/ Windgypsy - NEIL MCPHERSON DAY, JR.: Mountain View, CA; J. Greenbaum/ Airtime of S.F. - JOHN E. CAVANAGH: FPO San Francisco, CA; P. Thornbury/forrey Flight Park - MARIA LAXO: San Francisco, CA; H. Bittner/Airtime of SF - JAMES BAKKEN: San Rafael, CA; J. Greenbaum/ Airtime of SF - PATRICK MURPHY: Las Vegas, NV; S. Burns/Austin Air Sports - MIKE LOCKHART: Sacramento, CA; K. Dearborn/ Airtime of SF - DAVID 0. HOAGLAND: San Francisco, CA; J. Greenbaum/Airtime of SF - ED LA WEE: Pacifica, CA; P. Hystek/ Chandelle - PAMELA ESTALIO: San Jose, CA; R. Engorn/Mission Soaring Center DENNIS STALLINGS: Sacramento, CA; J. Anderson Region 3 MIRANDA THOMSON; Santa Cruz, CA; R. Engorn - LARRY M. FRENCH: Honolulu,

Region 4 RICK PECKHAM: KAFB, NM; C. Woods/ UP over NM - MARK GLATT: KAFB, NM; C. Woods/UP over NM - EDWARD FLEDER: Mesa, AZ; D. Gordon/Arizona Windsports - SCOTT VAN RAMSHORST: Durango, CO; G. Greer/Colo. HG Ctr. -TODD BRITTAIN: Albuquerque, NM; C. Woods/ UP over NM - TERRY HUBBARD: Flagstaff, AZ; S. Mish/Bandito Action Sports GRANT R. KNOWLDEN, II: Tooele, UT; M. Knowlden, Sr./Rebel Wings HG - JEFFREY B. JOHNSON: Mesa, AZ; D. Gordon/ Arizona Windsports Region 6 WAYNE HALL: Mayflower, AR; L. Haney/ Sail Wings Region 7 WILLIAM C. HUBBARD: Concord, MI; B. Fifer - CHRISTOPHER L. HEBB: Columbus, IN; B. Bryden - ANDREW HART: Brookfield, IL; A. Mantas/Spectrum HG- RON M. VANASEK: Lombard, IL; B. Kushner/ Raven - PAUL R. MAYS: Chicago, IL; B. Kushner/Raven Region 8 DA VE FISH: New Bedford, MA; J. Hannus/ Aeolus - LA WREN CE LESSARD: Lynn, MA~ J. Hannus/Acolus MIKE WILLLIAMS: Swampscott, MA; J. Hannus/ Aeolus- KATHRYN KENNEDY: Litchfield, NH; J. Hannus/Aeolus - STEPHEN FITZGERALD: Brockton, MA; J. Hannus/Aeolus - FRANK ESCOBEDO: Revere, MA; J. Hannus/Aeolus - PETER MCCLUSKEY: Wallingford, CT; A. Davidson - KERRY MEIER: Beacon Falls, CT; J. Hannus/Aeolus - KARIN MULLER: Somerville, MA; J. Hannus - DOUGLAS TORGERSEN: Concord, MA; J. Hannus/Aeolus

Region 9 GARY LEWIS: Newport News, VA; G. Keohu/Kitty Hawk Kites - BRIAN P. SIPES: Pittsburgh, PA; J. Hostler - KRZYSZTOF DABROWSKI:Baltimore, MD; J. Middleton/ Silver Wings - KELVIN PIERCE: Vienna, VA; J. Middleton/Silver Wings - MONICA M. NEAGOY: Arlington, VA; B. Hagewood/ Kitty Hawk Kites - KENNETH R. MILLER: Baltimore, MD; S. Mendoza - WILLIAM PURDY: Bethesda, MD; J. Middleton/Silver Wings - JACKIE L. GEORGE: Alexandra, VA; J. Middleton/Silver Wings - KEVIN MADDEN: Rockville, MD; J. Middleton/Silver Wings - JOHN IMMELL: Chillicothe, OH; G. Reeves/Kitty Hawk Kites - THOMAS MILLER: Columbus, OH; G. Reeves/Kitty Hawk Kites - LAURA C. SMILEY: Washington, DC; G. Reeves/Kitty Hawk Kites JIMMY J. JOHNSON: Laurel, MD: G. Keoho/Kitty Hawk Kites - DEAN R. BALUCH: Cumberland, MD; J. Rowan MICHAELJ. MARCY: Virginia Beach, VA; G. Reeves/Kitty Hawk Kites - TRENT NICHOLS: Canton, OH; G. Reeves/Kitty Hawk Kites - JANET JUST AND RICHARD JUST: Silver Springs, MD; W. Vaughn/ Kitty Hawk Kites - PATRICK S. WEST: Philadelphia, PA; B. Umstattd/Mtn. Wings Region IO GERARD PALS: Memphis, TN; M. Taber"/ Lookout Mtn. - TOINE VAN ROSHALEN: Ft. Lauderdale, FL; J. Tindle/Miami HG - KIM MCLAUGHLIN: Nags Head, NC; G. Reeves/ Kitty Hawk Kites - KIRK MAYS: Columbus, MS; J. Reynolds/Lookout Mtn. - TONY WHITE: Smithfield, NC; G. Reeves/Kitty Hawk Kites Region 11 NITIN CHITGOPEKAR: Houston, TX; S. Burns/Austin Air Sports - BILL EIDSON: Austin, TX; S. Burns/Austin Air Sports - JAKE YETTERBERG: San Antonio, TX; J. Hunt/ Red River Aircraft - TED BARTO: New Caney, TX; J. Reynolds/Lookout Mtn. - HANK AMOS: San Antonio, TX; J. Hunt/Red River Aircraft - CHARLES FONTENOT: Houston, TX; H. Wise - RICHARD D. JOHNSON: Houston, TX; H. Wise - RICHARD KONGABLE: Austin, TX; S. Burns/Austin Air Sports

HANG GLIDING

RATINGS Region 12 KENNETH A. TRAVIS: APO, NY; G. Elhart/Nova-Air - RUSSELL W. ULBRICH: Troy, NY; G. Reeves/Kitty Hawk Kites- JOE DACUNHA: Cresskill, NJ; P. Voight -TIMOTHY MILLER: Warwick, NY; Mountain Wings - YARON INBAR: Princeton, NJ; B. Umstattd/Sky High - LOUIS J. DECIBUS: N. Brunswick, NJ; B. Umstattd/Mtn. Wings JOSEPH F. DANIELSEN: Somerset, NJ; B. Umstattd/Mtn. Wings - RICHARD MATOS: Bronx, NY; B. Umstattd/Mtn. Wings - JOHN L. RODRIGUEZ: D. Guido/Susquehanna FP

NOVICE RATINGS PILOT: City, State; Instrnctor/School Region I STEVE MILLER: Tacoma, WA; M. Wonser - ROBERT WELCH: Tacoma, WA; J. Reynolds Region 2 ERIK FORTUNE: Palo, Alto, CA; C. Crescioli/Western HG - OSCAR GRAY: Berkeley, CA; B. Smith - TAHIR SHEIKH: Fremont, CA; K. Dearborn/Airtime of S.F. - REX KLEIN: Anderson, CA; P. Sergent/H.G. Connection - ANDREW ROBSON: Munieta, CA; D. Skadal - CHRIS B. VANCE: Encino, CA; M. Spinelli/True Flight Concepts - ANNE DAUTUN: San Francisco, CA; D. Yount DONALD COOPER: San Jose, CA; J. Greenbaum/Airtime of SF - MARK BORGERT: Pacifica, CA; J. Greenbaum/Airtime of SF RICHARD RUMBLE: S. Lake Tahoe, CA; R. Leonard - PARIS WILLIAMS: Eureka, CA; D. Thomason/Silent Flight Region 3 STEVE JOHNSON Fresno, CA; C. Bowen/ Dunlap F.P. - MARK NEISSER: N. Hollywood, CA; J. Greblo/Windsports Int'l ARTURO ROBLES: San Fernando, CA; M. Spinelli/True Flight Concepts - KEST PORTER: Greenville, CA; G. Jepsen/Adventure Sports -TROY E. KIRBY: Oak View, CA; K. deRussy/Hang Glider Emporium - STEPHEN MURNYACK: Long Beach, CA; D. Skadal MATT YODIS: Los Angeles, CA; J. Greblo/ Windsports - DA YID L. SLAVIK: Santa Barbara, CA; A. Hageman - DA YID SANDERS: Fontana, CA; R. McKenzie - RANDY WHITE: Imperial Beach, CA; M. Fleming JANUARY 1991

MANUEL ROY ALCABA: Fontana, CA; R. McKenzie Region 4 ANDREW B. HIGH: Tempe, AZ; B. Holmes/ Sky Sails of AZ - MARC ANDERSON: Manti, UT; C. BaughmanNulture Gliders - SHERRY LOEFFLER: Zephyr Cove, NV; H. Amal/ Western HG - PERRY C. STEVENS: Corrales, NM; C. Woods/Up over NM - EDWARD FLEDER: Mesa, AZ; D. Gordon/AZ Windsports - STEVE LINEHAWN: Fannington, NM; T. Christenson - STEVE STUBBENDICK: Aurora, CO; C. Eatherton/Colorado Wind Park - JAMES H. ELWELL: Aurora, CO; C. Eatherton/Colorado Wind Park - STEVEN J. HEINZ: Denver, CO; C. Eatherton/Colorado Wind Park Region 5 JAY SALMONSON: Missoula, MT; K. Wolfe/Big Sky HG Region 6 ASHLEY AYMOND: Russellville, AR; L. Haney/Sail Wings HG - DAVID LINDEN: Conway, AR; L. Haney/Sail Wings Region 7 PETER DEMOS: Chicago, IL; P. Thornbury/ Sequatchie Valley - DON SCHANTZ: Madison, WI; B. Kushner/Raven - JOHN L. PARKS: Waukegan, IL; B. Kushner/Raven

Region 10 WES BEGLEY: Winter Park, FL; M. Taber/ Lookout Mtn. - GLENN H. CHAMPION: Wilburn, GA; B. Chalmers/Lookout Mtn. GEORGE H. FISHER, JR.: Aiken, SC; M. Taber/Lookout Mtn. - MICHAEL CRIBB: Montgomery, AL; B. Chalmers/Lookout Mtn. - HENRY L. STIRIZ: Pembroke Pines, FL; J. Tindle/Miami HG - GAERON G. BAKER: Louisville, KY; J. Kelley - MICHAEL PACINI: Alamonte Springs, FL; J. Reynolds/Lookout Mtn. - JEFF SCHMICK: Orlando, FL; J. Reynolds/Lookout Mtn. - CRAIG S. MCBURNEY: Nags Head, NC; G. Reeves/ Kitty Hawk Kites - REBECCA A. STEWART: Kill Devil Hills, NC; R. McKenzie JOHN REX LISLE: Nashville, TN; J. Reynolds/Lookout Mtn. - BARRY HUSKEY: Hickory, NC; B. Burri! Region 11 CHARLES A. SCHNEIDER: Austin, TX; J. Hunt/Red River Aircraft - GARY POINTER: Houston, TX; S. Burns/Austin Air Sports MIKE SPRADLEY: Lewisville, TX; D. Broyles/Kite Enterprises Region 12 DMITRI WOLKOFF: Dayton, NJ; P. Voight

INTERMEDIATE RATINGS PILOT: City, State; Instructor/School

Region 8 STEPHEN RICH: Framingham, MA; J. Nicolay Region 9 WAYNE ARTHUR: Euclid, OH; M. Delsignore/North Coast HG - CLYDE W. FISHER: Wayensboro, VA; C. Thoreson/Lookout Mtn. - STACEY L. FISHER: Wayensboro, VA; C. Thoreson/Lookout Mtn. - HENRY F. TURNER: Bowie, MD; J. Middleton/Silver Wings - DIDIER ROUSSELET: Rockville, MD; B. Hagewood/Kitty Hawk Kites - BEN MORRISON: Lewistown, PA; R. Cobb/Wind Drifter HG - MATT JOHNSON: Loysville, PA: R. Cobb/Wind Drifter HG - DEWAYNE RENWICK: Apollo, PA; J. Hostler/Mountian Top Rec. - BRIAN P. SIPES: Pittsburgh, PA; J. Hostler/Mountain Top Rec. - DALE SNADER: Fredericksburg, PA; B. Umstattd/ Sky High

Region 2 ERIC MIES: San Francisco, CA; K. Dearborn/Airtime of S.F. - JULIE LAWRENCE: San Francisco, CA; R. Canham - SHARON JOKELA: San Francisco, CA; J. Minnick ART THOMPSON: Cupertino, CA; J. Johns - ED MARTIN: Los Altos, CA; J. Woodward Region 3 ROD HOSCHOUER: Fresno, CA; C. Bowen - DAN GARLAND: Riverside, CA; D. Engel/ Southland HG - EARL V. BROWN, JR.: Santa Cruz, CA; E. Gama - MITCH MURRAY: San Diego, CA; M. Fleming/Torrey FP - RAYMOND S. MULLER: Boulder Creek, CA; B. Christie - ARADLANA SINGH KHALSA: Altadena, CA; J. Greblo/Windsports Int'!

Model Span Aspect Ratio Nose Angle Glider Weight Pilot Weight

144 31 feet

6.7 120 degrees 54 lbs. 110 - 210 lbs.

Spectru,n

A smaller Spectrum for smaller pilots, the 144 brings first purchase high performance to a whole new group of pilots. A complete 7075 airframe and battens, drag reducing wingtips, optional streamline downtubes and speed bar, and AT hardware are featured on the 144. If you've been waiting for a high tech, high performance glider that's just your size, see your dealer about the new 144 Spectrum!

144

165 Spectrum In just a few months on the market, the 165 Spectrum has taken the recreational pilot market by storm. No glider before has combined this level of quality, performance, and value into a glider that is so much fun to fly and such a pleasure to own. If you are looking for a superior combination of advanced engineering, reponsive and predictable handling, and top of the stack soaring performance, backed by Wills Wing's unmatched record of customer service and satisfaction, check out a Spectrum today!

Model Span Aspect Ratio Nose Angle Glider Weight Pilot Weight

165 34 feet

7.0 121 degrees 60 lbs. 140 - 240 lbs.

~LU~Nti 1208H. EastWalnut • SantaAna •CA· 92701 •

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RATINGS

Region 4 LOUIS GODMAN: Alamogordo, NM; D. Sharp/New Mexico Soaring Academy - TIM SILVERMAN: Flagstaff, AZ; S. Mish/Bandito Action Sports - CRAIG NEWMAN: Flagstaff, AZ; S. Mish/Banclito Action Sports Region 8 DOUGLAS R. WHITE: Ashland, MA; R. Hastings/Morningside FP- HARLAND DUNBAR: Bucksport, ME/J. Nicolay/Morningside FP - BOB CHAPMAN: Skowhegan, ME; J. Nicolay/Morningside FP Region 9 DANIEL W. HAUBEIL: Chillicothe, OH; M. Delsignore/North Coast HG - PAUL S. SIROTTA: Whitehall, PA; G. Black/Mtn. Wings Region 10 BRIAN PARDUE: Greensboro, NC; M. Taber/ Lookout Mtn. Region 11 KELLY ROYCROFT: Henderson, TX; M. Hendrix Region 12 WILLIAMJ. WILSON: Cragsmore, NY; W. Wiand - JAMES TREMBLAY: Middle Grove, NY; G. Black/Mtn. Wings

JANUARY 1991

ADV AN CED RA TINGS PILOT: City, State; Instructor/School

Region 6 ROY B. HUBBARD: St. Louis, MO; D. Annstrong

Region 2 TORREY T. LYONS: Berkeley, CA; M. Damon/Berkeley HG Club- BRIAN KIBLER: Crowley Lake, CA; D. Conners/Caldera Air Sports - DA VE SENK: Milpitas, CA; G. Pornaras/Mission Soaring Ctr. - GEORGE PORNARAS: Fremont, CA; J. Woodruff/Mission Soaring - WOODY ABEL: San Francisco, CA; A. Whitehill/Chandelle - KIRCHHEIM OLIVER: Woodside, CA; J. Greenbaum/ Airtime of SF - PHILLIP W. MERRELL: San Francisco, CA; R. Canham

Region 9 STEVEN KINSLEY: Washington, DC; B. Hays/Expert Flight Systems - KEN FRAMPTON: Blacksburg. VA; F. Stoll

Region 3 JOHN K. BYUN: Canyon Country, CA; A. Beem/Windsports Int'! - ED GERETY: San Diego, CA; G. Lawless/Hang Gliding Ctr. BARRY PALMA TIER: Imperial Beach, CA; M. Fleming/Torrey Pines - JEFF MEYERS: San Diego, CA; M. Fleming/Torrey FP - SCOTT MEEHLEIB: San Diego, CA; M. Fleming/Toney FP

FOREIGN RATINGS Beginner: ANDREW LARKIN: Gloucester, Ontario, CANADA; P. Hystek/Chandelle ROD KNOWLES: Toronto, Ontario, CANADA; P. Hystek/Chandelle

Region 11 ERIC RASMUSSEN: Port Isabel, TX; J. Olson/Safari Mexico - STEVE D. STACKABLE: Austin, TX; J. Hunt/Red River Aircraft

Novice: GARY VENNING: Hamilton HM CX, BERMUDA; J. Reynolds/Lookout Mtn. FP

Region 4 CRAIG R. HESSE: Telluride, CO; J. Zeiset TYM COSTELLO: Cottonwood, AZ; K. McClure

ACCIDENT REPORTS

HovV The System Works by Doug Hildreth Wth the start of a new year and a new decade, I thought I would take the opportunity to go over how the accident review process works and re-emphasize how important each USHGA pilot is to the system. Mailing in the report is the most important step in the entire process. There are a handful of pilots who over the years have sent in dozens of reports. They are the backbone of the system, and have my deepest appreciation and respect. Many pilots have sent in a repo1t or two, and the rest of you have the opportunity to make a very important contribution to the sport that has given you so much. Some of the reports are chosen to be used in the monthly magazine articles. We attempt to present scenarios that are particularly educational. Hopefully, every pilot is able to learn a little something from the experiences of others. Some reports are very short, some very detailed, some from inexperienced pilots, some from very experienced pilots, some are newspaper/newsletter clippings, and some are a phone call. So considerable time is spent trying to determine what really happened. The second major source of accident data is the yearly questionnaire that accompanies the election ballot. Again I would fervently ask each of you who has forgotten to send in a report during the year to fill out this portion of the questionnaire. Although brief, it represents a significant part of our data collection. I do thank all of you who have filled it out. Then, the data is entered and the statistics appear. But, as most of you know from reading my articles, the principle problem is not getting reports. You've got to send them in. The most common excuses for not submitting an accident report are: Joe will send it in. This system is entirely voluntary so that means that how well it works, or if it works at all, depends on some pilot filling out an accident report form and sending it in. It is amazing how often dozens or even hundreds of pilots know of a fatality but noth-

ing is sent in to USHGA headquarters until months later. Everyone assumes Joe will do it, but he doesn't. Getting more than one report is NEVER a problem. It is extremely helpful to have more than one point of view. I don't have a form. The form is just a helper gadget. There is no magic about filling out an official accident fonn. You can scribble the info on some toilet paper. That will be just fine, but include all the information you can get and your opinion on cause and prevention. I don't want my name in the magazine. If you look carefully (or even if you look very uncarefully) at the published reports, you will see that the only way your name can get into this section of the magazine is for you to be dead. Confidentiality is a very important issue. Names of pilots involved in non-fatal accidents will never appear in print. If you print my accident even without my name, everyone will know it was me anyway. Think about it: The only ones who will know it was you are the ones who already knew it was you. Those who have not heard of your accident will not know. We go to great lengths to disguise and obscure pilot identity since it usually adds nothing to the lesson to be learned. Wei/, I am still worried. Then leave your name off the fonn. Write on the f01m: "Please do not publish this report in the magazine, I don't want anyone else to learn from my mistake." Seriously, if you ask to not have it appear in the magazine, it wont! It was only a minor accident, or it wasn't even a accident. We are trying to accumulate a data base. We are trying to figure out what is causing accidents, what the common factors are, and what we can do to prevent them. The mistakes made and the factors involved in a near accident, a minor accident and a fatality are identical! The only difference is a matter of luck. Please send in reports on any incident, event, mishap or potential problem that you experience. We need all the info1mation we can get. What 1fmy competitor across town asks to

have copies of the accident reports I've sent in? Tough! He wont get them We are well aware that you have sent in all of your students' accidents, and that he never does (in other words, how many accident reports we get has no relationship to how many accidents are happening). Confidentiality is very important. OK! OK! I' II do it next week. Sure, sure, unless it's soarable. Obey that impulse. DO IT NOW. The annual official accident report is printed in the March issue of Hang Gliding magazine. We try to summarize the data for the year and make a few constructive comments. For those who are interested, looking over past reports can be very infonnative. What is the hang gliding population? Can we have a real number? As you know, there has been a resurgence of interest in the fatality rate for "risk sports." To compute our rate we need two things. First is the number of fatalities. That's easy. Second is the number of participants. That's hard. The Board of Directors at their recent meeting directed that we determine the population. This means that we must find out how many people took at least one flight in a hang glider in the year 1991. So we count all USHGA pilots taking one flight or more. And how many non-USHGA pilots took one flight? How many of them are there in your region? How many student pilots took one flight? Will the certified instructors send in their numbers? What about other instructors? Now how about tandem? Will all of you who give tandem rides send in your numbers? For this we don't care about the piece of paper. And we want any tow flights not included elsewhere. Being able to calculate the most accurate fatality rate has some benefits. With a favorable rate comes the ability to get life insurance at a reasonable rate, perhaps better rates on our site insurance, continued freedom from FAA regulation, more "power" in site acquisition, more folks being willing to discover the joys of hang gliding flight, more respect from the general public and more positive publicity. If we can get a real number here, we can honestly present our best data and get recognition for the true safety of our sport. I would ask that you all help in this endeavor as we ask for info1mation about the denominator dming 1991. Thanks. Hang gliding is twenty years young and continuing to thermal up. Be there in the gaggle. • HANG GLIDING

the scattered islands of the South Pacific a particular bird nests in abundant colonies. Soldiers stationed on these islands in World War II named these birds "gooney birds." Such a name seemed appropriate, since the bird is a complete oaf on land. Its takeoff is laborious and landing is awkward at best, often ending with a beak in the sand. To science these birds are know as the black.footed albatross (Diamedca Niiripcs), one of the finest flyers to ever sail the sky. An albatross is the essence of grace and efficiency in the air, often spending weeks on the wing without flapping. And yet, it is known as a gooncy bird because of its inability to land with finesse. We hang glider pilots can draw a lesson here. No matter how artful we arc in the air, our reputation will only be as good as our last series of landings. Though we aspire to be an albatross our image may be that of a gooncy bird. There always seems to be a tallywackcr on hand to tally our whacks and yell "BEAK!" when we blow it.

THE FOUR-PHASE FINAL If your landings leave you as frustrated as a 35ycar-olcl nun then this article's for you. What JANUARY 1991

we are going to do is concentrate on final approach to final touchdown. This is just a ditty, but perhaps the most importaut aspect of the symphony of flight since it is the finale. Certainly much has been written about landings. Most instructors will tell you that landings take the longest for students to perfect and even intermediate pilots may have a lingering landing problem. So while reading yet another landing article may be as exciting as a UPS uniform, the need is well established. Furthermore, few articles over the years have spelled out in detail the various steps to a good landing. Recently a pilot came to me with a landing problem. He had been following the guidance of an article that had omitted Phase II of the landing approach. This pilot was trying to do a fast approach all the way to flare with less than beauteous results. So here in black and white are the four final phases: PHASE I A fast final approach. • PHASE U A rounclout to stop the dive. • PHASE Tll A glide in ground effect to bleed off speed and altitude. • PHASE IV A flare and gentle touchdown.

Fl6U/<e I.

These separate steps are illustrated in Figure 1. Now we will look at each in detail.

PHASE I - SPEED You may have heard your instructor or some other benighted soul preach about speed on final approach. The reason for extra speed on final is to combat the effects of wind gradient and turbulence. In truth, you should have already acquired extra airspeed before you start your final approach. We recommend pulling on extra speed at about 100 feet above the highest ground obstructions surrounding your landing field in order to enhance your maneuverability. By the time you are on final you should be flying about 10 mph faster than trim speed (hands-off speed) or 1- l /2 times your stall speed plus 1/2 the wind velocity. The latter guide is a standard rule-of-thumb in aviation .. For example, if your glider stalls at 18 mph and the wind is 10 mph, your approach should be at 11/2 x 18 + 1/2 x 10 or 27+5=32 mph. Of course, most of us clo not fly with airspeed indicators, but the guidelines give us a general feeling for the proper speed. Note that most inexperienced pilots approach too slowly. If in doubt, speed up. This speed is necessmy for safety, but there are two problems. First, things happen more quickly, but it's only for a little while, for we'll soon slow clown (Phase II). Second, you may find yourself oscillating in this fast mode. This "Dutch rolling" is pilot-induced oscillation or PIO resulting from too much input, too late. On many gliders the response to roll input at high speed is not the same as at low speed.

Generally you must input a roll correction sooner and hold it for less time when you're traveling fast to avoid PIOs, or clamp out a gust-induced roll/yaw oscillation. The key to overcoming such problems is to practice flying fast well away from the terrain-say 500 feet. Try a few turns with the bar at your chest, then at your stomach until you feel good in your heart about speed. As you know, we recommend that you peifmm your final approach in the standing position as shown in the figure. It is wise to practice flying fast in this position away from the terrain. You will have to pull your shoulders to the bar to maintain proper speed. Here's a pro tip: If you pull clown on the uprights you suspend some of your weight from the control bar and effectively lower the glider's center of gravity, thereby clamping out oscillations. This is a trick you can use to hold a fast, steady course on final approach which is the Phase I goal. Caution: Do not use this technique beyond Phase I, since your arms must be relaxed to sense the flare timing.

PHASE II -SLOWING We call the second part of our landing approach the "roundout." In this procedure we slow down to put a curve in our glide path and more nearly parallel the ground. The rounclout should begin below 15 feet. Stand and look out a second story window. If you are of reasonable height in a normal building you will be looking at the ground from 13 to 15 feet up. Use this as a height judgement guide. The rounclout should proceed in a smooth, gradual manner beginning at about 10 feet and

ending around five feet (all heights are measured from the basetube). If you begin the rounclout too soon you will have slowed clown too far away from the ground. If you begin too late you will have to raise your glider's nose too abruptly which will balloon you upward or make Phase III too short. Both of these consequences ultimately complicate the flare. On a properly trimmed glider you will have to be holding in on the approach and gradually lighten pressure during the roundout. The exact timing of the roundout isn't too critical, but your goal should be a smooth, gradual transition from fast flight to medium flight in ground effect.

PHASE III - GLIDING The third part of our landing consists of taking the excess speed remaining after the rounclout and converting it to buoyancy to hold yourself off the ground until you are going slow enough to flare. You clo this by slowly releasing back pressure to allow the nose to rise. The process should be gradual. If you slow clown too fast you will find yourself too high when it's time to flare. As can be seen from the figure, a slight descent should take place during this phase. Remember, the slowing is geometric which means as you raise the angle of attack the speed drops off faster. Although your airspeed is low, the changes are happening quickly. In Phase III your goal is to keep the wings level and to be going at the proper airspeed in preparation for Phase IV. Remember to concentrate and aviate.

HANG GLIDING

PHASE IV -TIMING That pesky flare is what does us in. It is so problematic that most pilots even spell it wrong. The secret to a good landing is 90% flare technique, and a good flare is a combination of proper position, good timing and correct action. Figure 2 shows a proper pre-flare position in no wind. Note that the basetube is about three feet above the ground. This is the place a proper Phase III put us (see Figure 1). The pilot's hands are placed about shoulder height, the elbows are in at the sides, anns back, head up, body at about a 45° angle, legs back and eyes looking clown the field. If you have trouble judging your height, use a foot to drag the ground like a cat's whisker. Eventually you'll see the proper height in your peripheral vision. During this and the previous phases your eyes should be directed ahead as

"You will note in the figure that the pilot isn't taking any steps. This should be your next goa( for only if you can produce a no-beak, no-step landing in normal conditions can you safely handle more difficult situations such as landing uphill, downhill, in high weeds or uneven ground."

Tudor Sets 1\vo World Records With 303 Mile Flight On Wills Wing HP AT Hobbs, NM - Wills Wing factory pilot Larry Tudor flew his HP AT 158 into the record books twice in one flight here recently, when he launched on an incredible 303 mile flight from Hobbs to Elkhart, Kansas. Tudor became the first pilot ever to fly a hang glider more than 300 mile· ',e "n;-,Jarir "is goal before !winch"·

Wills Wing Team Wins Fourth Consecutive League Meet Title

Wills Wing HPAT Pilots Take Top National and International Ranki Wills Wing HP AT Pilots Larry Tudor, Jim Lee and Randy Haney have garnered the top U.S. National and International competition rankings based on their recent competition performances. Tudor is both the number one ranked pilot in the

Wills Wing HP AT 158

H:r.:::;"(f; ('.'"'i'a -,,~1"

Highest Measured L/D

In a recent L/D contest held in Europe, the Wills Wing HP AT 158 recorded the highest L/D of all gliders

shown to help judge your position. Looking directly at the ground will only confuse you as things zoom by. Once you have flared, you can look clown to aid your foot placement on uneven terrain (as shown in Figure 1). Your hand grip should be relaxed (some pilots use a finger and a thumb in smooth air) so you can sense your glider's messages. If your harness drops you clown quite a bit or your arms are short, you may have to hold higher (about head height). However, the higher you hold, the more force required to flare and the more tendency there is for your body to rotate back as you push up to flare. The more vertically you stand, the more tendency there is for your body to move back (see Richard Cobb's analysis in the August 1990 issue). The 45° is about right since it JANUARY 1991

tested, at 12.49_ :I. Other competing gliders, in_ thr order of f1111sh 111 the contest, were the Enterpnse Wings Foil Combat 152, the Airwave Kiss K2_ I Moyes XS Race, the Bautek Zeph1r CX, the Air Kiss K2 155, and the Seedwin~- Sensor 510 F

Four of Six u.s. Team Pilots Choose Wills Wing HP AT For World Championships

Four of the six pilots qualifying for the 1991 U.S. Team FA! World Championships have chosen the Wills Wing AT 158 to fly in the World Meet. Known for its superiL combination of climb and glide perforniance, the HP A'1 expected to perforn1 especially well in the conditions ex at the site of this year's contest, which is to be held in B Many foreign pil0'·' ··1; also cl-- pn the HP AT fort~

• DRAGG!N6

A FOOT 77--IE G,'<.OUND CAN ---r-EL.f._ YOU WHeN YOl/ AR£ L.OW ENOUGH

7V FEEi-

-ro Fl-APE.,

directs your flare along an axis longitudinally through your body. If you hold too low or your body is too prone your flare may be directed properly but it won't have as much effective travel. Note the arms well back in Figure 2. This is for those hot, humid, no-wind days when soap melts in the dish. You need a vigorous full-arm-extension flare in this case in order to stop your forward motion. On days with more wind or thicker air you can get by with less flare action and the arms can be part way extended before you begin your flare. However, the most common flare mistake is gradually extending the arms as you slow down in Phase II until there is nothing left with which to flare. Note that some gliders (beginning to intermediate gliders as well as gliders with large VG travel such as the XS) like a slower flare action. But still you should be using full flare

travel, just at a lower speed. This brings us to the matter of flare timing. There are three items to consider in the flare process: I) when to flare, 2) how much to flare, 3) how fast to flare. When to flare is the critical matter. !feel the speed, note the sudden drop-off in speed, sense the glider settle and detect a change in bar pressure. Notmally you have to hold in on your glider all the way to trim speed, then when it's time to flare many gliders will start giving you back pressure. (This will be altered if your glider is trimmed fast or slow-this inf01mation applies to a glider trimmed just above stall.) In any case, the timing isn't as critical as many pilots think as long as you are at the right height above the ground, the air isn't still and thin and your glider is trimmed to stall equally on both sides. You can greatly compensate for

J3.

~.11ffe~~/l}~UJ/ffl~ F!G-U!<.E 3. 24

a mistimed flare by adjusting the speed and amount of flare action. If you start too late, a hard, full flare is required. If you start early, a slow, gentle (but full) flare is required and the bar must be held out as you parachute clown. In any case, the flare is a dynamic thing that can be altered in the process. If you flare late, you must push out and up rapidly. However, in most other situations you can begin slowly, note the reaction and finish accordingly. Remember, this judgement must take place when your arms are well back and you are committed to flaring. No slowing to half arm extension is allowed here. Your glider must stall both wings equally or you never will produce consistently good landings. If it drops off on one wing repeatedly, that wing is tighter than the other. Consult your owner's manual to correct this problem or enlist the aid of a good Samaritan trained professional. A proper landing sequence is shown in Figure 3. Here we see a pilot with good form at A. The pilot's feet are back, body angled up and hands about shoulder height. The pilot flares at B and exchanges the glider's last vestiges of airspeed for height. The climbing glider lifts the pilot and his feet come under him. Then he drops to the ground (knees bent to absorb any shock) and the glider settles to his shoulders. You will note in the figure that the pilot isn't taking any steps. This should be your next goal, for only if you can produce a no-beak nostep landing in nonnal conditions (one or two steps are allowed in no wind, at altitude or on a hot day) can you safely handle more difficult situations such as landing uphill, downhill, in high weeds or uneven ground. Landings and probably bad landings will be with us as long as we take to the sky and insist on using our feet as landing gear. Bad landings have a way of waking you up real fast or putting you to sleep forever. We cannot abide them. Use the four-phase final (remember: speed-slowing-gliding-timing) to clear up any landing problems you may have acquired along the way. The book Hang Gliding Flying Skills contains a chapter and a half on solving landing problems. It can help you earn the accolades of an albatross. Remember, as the saying goes, you may know a lot but you realize nothing until you practice. Go out and show those gooney birds how it's done. Here's one final goal: shoot for 10 perfect landings in a row. After you achieve this, the sky's the limit. • HANG GLIDING

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FAX

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"Competition is the best thing that happened to my flying ... It's challenging. It's fun. Most of alt it improved my flying skills."

Brazil, 1989: Larry Tudor, the rest of the team and I were working on a meal of grilled river fish, pork and beef, great hulking slabs of meat that were carved with a sword off a threefoot steel spit onto our plates. Salada mistahearts of palm, cold purple beets, green beans, thick slices of green tomatoes-and fajao tropeiro-fried beans, pork, flour, onionscrowded together beside the meat. Glasses of tonic water, cuba fibre, and bottles of Brahma beer were sweating against the wann Brazilian night. It felt good. We'd had a long flight that day, and we were tired. Larry turned to me. "This is why we do it," he said, gesturing at the restaurant, the street, the starlit night. "All the s- we go through. All the work, and the driving, and the hassle. This is it." He was right. Or perhaps he was partly right. Probably "why we do it" is why we all fly, something that's better simply understood than put into

words. But there is a difference between free flying and competing. For many pilots competition has a negative stigma. I've heard "competition pilot" come out of some people's mouths sounding like a dirty word. I suppose the idea of competitive hang gliding does seem a bit like trying to win at hacky sack or comparing paper grades in high school: egotistical, greedy, competitive. In spite of these conceptions, I have to say that competition is the best thing that happened to my flying. It eliminated the boredom of turning circles at my home sites, the aimlessness of open-distance cross country, the lethargy of general free flying. It introduced me to some of the best people I know, and got me flying some of the best sites in the world. It's challenging. It's fun. Most of all, it improved my flying skills. Competition is the best teacher I've found. Let me give you a few examples.

HANG GLIDING

There was a nice westerly breeze blowing in on the Gunter launch, but aloft the clouds were showing east. It would have been a good morning to be at Horseshoe Meadows on the other side of the valley, but we were in the Whites for the first clay of the '88 Owens Valley Cross Country Classic. Pete Lehmann and I were working out our nerves, looking at the sky, kicking dirt. We were talking about a conversation I'd had with Jeff Huey the last time I was in the Owens Valley for the '87 Nationals, my first competition. At the encl of the day Jeff had asked, "Did you get the convergence?" "No." "Oh," he had said. "Too bad." After some prodding, he had gone on to explain that on clays when the winds aloft are easterly and convection still makes it blow in on launch, you sometimes get a convergence over the peaks of the Whites. Pete and I were looking at the sky, kicking dirt and wondering if this might be one of those clays. We spoke in hushed voices. Strategy. Pete sounded excited on the radio: "Man this is wild up here. It's ... l 'll tell you later." As near as I could figure Pete was ten miles uprange somewhere near White Mountain Peak. I had just launched. Something was strange about his radio transmission. Pete's not one to be short of words, and why he' cl want to save something until later I coulcln 't figure. I started looking around, thinking maybe he was talking code. When I got to cloud base I knew why. Two distinct cloud streets had set up over the White Mountains. They ran parallel to each other but were separated vertically by 2,000 feet. I reached base over the more westerly of the two and when I looked east found myself staring at the side of a cumulus cloud. Both streets ran downrange to the north encl of the mountains at Boundary Peak. This was the convergence. Pete's cryptic radio transmission was intended not to clue in anybody on our channel who hadn't figured it out for themselves. I turned toward that cloud and flew north. Except for a few turns in one thermal where the street was broken, I flew straight for 70 miles and won the clay. I pulled a coup that clay, but soon found out I was slow at traditional flight. I could climb with Teel Boyse, but when we got to the top of the thennal he pulled in and went straight, while I pulled in and fell out of the sky. For a while I wrote it off as different air or bad luck, but after four clays of that I had to ask him what was going on. I didn't exactly come right out and ask; I still had a little pride. I was in third place by now, well behind Teel and Jim Lee, and just a JANUARY 1991

few points ahead of a lot of other pilots. I think I said something like, "Boy you sure go fast." He grunted in return. Ted's modest and he doesn't talk a lot. I could tell he was going to take a bit more prodding. "You leave me like I'm tied to the ground." I think he smiled at that. I went for it: "So how come you can go so fast?" "Ballast." ·'Ballast?" I was incredulous. "But there hasn't been any wind." I'd read something somewhere about ballast, the gist of which was that you need it for a headwind. ''I know." Like I said, Ted's not a big talker. '·So why do you use ballast?" I asked, a bit indignant. ·'There's 'thousand up' all over the Whites," he said. "With ballast you can get to the next thermal faster. You top out 'thousand up·, then stuff the bar to the next one. You get a better fast glide with ballast." I had to admit it made sense. That explained why he was gliding so much better than I was at speed. "How much?" I asked. I wasn't sure he'd divulge that kind of infonnation, but I thought I'd give it a try. "I don't know," he shrugged. "Probably forty or fifty pounds." "Jesus." He looked at me for a moment, obviously thinking, deciding a question in his mind. Then his expression turned confessional and he added: "I clump it once I get off Boundary. You have to slow clown on the flats."

Lany Tudor tends to fly conservatively. He's apt to stay high and cruise a little slower than some of the "racers," counting on them to race themselves into the ground while he makes goal clay after day after clay. That's how he got to be #l in the world. I followed him and Brad Koji at the beginning of a flight in last year's Brazilian PreWorld Championships. The three of us were at the top of the stack approaching cloud base one thermal out from the mountain. I watched Larry turn two more circles into the wispy bottom of the cloud (you do that in Brazil; it's legal, though not always wise, and sometimes pays big in altitude gained), and then the three of us headed out together. I was being a little careless, just steering the glider instead of flying it, looking at things instead of watching them, gliding. We anived at the next thermal at the same time, but Larry had 300 feet on Brad and me. If you gain 300 feet on somebody in one glide it's only going to take two or three glides

before you're a thermal ahead. That's how you go fast. The way Lany gained those 300 feet was by paying attention to everything. He maxed his altitude in the cloud and then he flew the best line, a technique that's part observation and part intuition. You read the sky (the cloud you're near, the clouds nearby, the wind, what you·ve been experiencing that clay in other air) and then fly where you think there will be the most lift or the least sink. It's not hard, and it doesn't always work, but you have to be paying attention. I found a good core in the next thermal and caught Larry. This time I topped out in the cloud and watched my line. I hit good air. A finger of Iift extended well beyond the edge of the cloud and kept me above the rest of the pilots coming in from behind. I moved on the field, got a thermal ahead of them and stayed there until citrns from a distant cu-nim shut us clown. I got stupid then. didn't follow the local hotshot, and didn't make goal. But I had managed to stay in front of the pack for a long time, an unusual occurrence for me. And I did it not by pulling the bar in and flying fast. but by flying efficiently and paying attention. Even if you're not trying to beat a field of competitors, speed and efficiency are important. If you're trying to go far. you need to move fast to cover the most ground possible before the day shuts clown. If you're trying to stay up, maximum efficiency will help you weather the clown cycles.

you want to learn, if you want to improve your skills, there is no better place to do it than competition. I've seen pilots doing things that I did not think were possible. On a clay when a 20 mile-an-hour headwind brought clown the field 20 miles short of goal, Ted Boyse was the only finisher by staying high and working deep into the mountains where the winds were lighter. Joe Bostik won a clay in the '88 Nationals by working consecutive fingers of ridge line as he dribbled his way downwind in conditions that put most of the rest of the pilots on final glide as soon as they headed out on course. In the '89 Brazil meet, Larry Tudor and Pepe Lopes traded clays of being the only finisher through sheer patience and clogged determination. I've watched Steve Moyes get up from low so many times in a row I was convinced he'd sold his soul. (When asked, "How do you do that?" Steve replied, "I just start flying around in circles 'till I make a thetmal.") Competition encourages you to push your limits. Nobody goes to a first competition without discovering they can do things in a hang

"There are times when competition is not fun. It can get tense, scary or boring. I started competing four years ago because I had grown bored with free flying ... I made a rule for myself then: no matter what happens, it has to be fun." glider they didn't think they could do. You do them because you are told to, and because you see other people doing them, and because you find out that you can. The argument that competition forces people to take greater risks than they no1mally would may well be true. But as in everything, the choice remains with you; if it's not safe, stay on the ground. There are times when competition is not fun. It can get tense, scary or boring. I started competing four years ago because I had grown bored with free flying. The next year I opted not to fly for a manufacturer because I was afraid the added pressure would kill the fun. I made a rule for myself then: no matter what happens, it has to be fun. I'm sponsored now. I've driven to a lot of meets in the last four years, and I've landed my glider in a lot of ugly places. But I haven't broken the rule yet. •

titians, starting with the first U.S. Nationals in 1975.

Not only did skills advance, but where do you think the current crop of high pe,formance gliders came from? 111st about every high performance ship on the market made its debut in competition, and it's been like that for years. Notice that contest results are prominently featured in glider advertising. This is one of the few sports where factory-sponsored competitors and you, the customer, are using the same equipment. The 1990 U.S. World Team needs yo11r support to continue this exercise in the advancement of hang gliding. It costs far more to send a prepared team to a World Championship than glider manufacturers can afford. And no matter what you may think, the pilots themselves can't afford it. I mean Nelson is a teacher! I guess he could nm a side business, like an 24hour poem repair service, but that probably won't get him to Brazil in February. Help Nelson and the Team out by sending the price of a couple of vario batteries to the United States Hang Gliding Fo11ndation. If all 8,500 of you did so, the Team would have enough to go to Brazil and whomp the Aussies,

)

Brits and the rest of the world. Believe me, everybody in the World Meet deserves ,vhat' s coming to them. Especially the Aussies and the Brits! For a $10 donation we' II send you an e11amel World Team pin; $20 will get you a World Team tank-top shirt and $40 is good for a World Team sweatshirt with hood. For larger amounts raised, you are eligible for some great prizes, depending 011 the amount! See the October issue for details, or call the USHGA offices for more information. Everything from hook knives to BRS 'chutes, harnesses and an all e.\pense paid trip to Brnzil as a g11est of the Team is up for grnbs! Donations of $10 or more will automatically enter you in the product rnffle, with prizes rnnging from T-shirts to an FM rndio, oxygen system, Kevlar full-face helmet or the top prize-the new glider of your choice! All donations should be made ollt to the United States Hang Gliding Foundation, P.O. Box 8300, Colorado Springs, CO 80933. The money will be targeted for the Team fund and your contribution is tax deductible ( less the value ofprizes received). -Mark Mocha

*** Nelson Ho-we is 28 years old, and has been flying hang gliders for 10 years. He is the first alternate for the 1991 U. S. World Team. He won the 1990 East Coast Cha111pio11ships and took ninth place in the 1990 Govemador Valadares Pre-World 111eet in Brnzil. Nelson is sponsored by Enterprise Wings and flies a Foil Combat. He lives in Frnnconia, New Hampshire and is an English teacher. Nelson is right about competition ho11i11g flyi11g skills, but he 11eglected to mention that all pilots be11ej,tfro111 the contest e.\perience of competition pilots. E1•e11 if you don't fly in competition, the techniques you use in recreatio11al flying are a direct result of the skills learned by competitors. Think about it! Everything from spot landing skills to time-to-c/i111b calrnlations, a/011g with speeds-to-fly and final glide figures were first prncticed in compe-

HANG GLIDING

World Team Raffle Donations QTY.

5 5

ITEM

Tandem Instruction Session Thermal Snooper Sm. Air Bag Med. Air Bag Lg. Air Bag Right Stuff for New H.G. Pilots (1) Take off & landing clinic High Energy Sports Cocoon Harness Set "Blow-By-Blow" Ultrasensitive Mini Windvanes Sentck SX Digital Vario/Altimeter combo Mantis Harness Stained Glass Hang Glider Aerodyne Helmet (Lambie Lid) Basic Tow Lesson - 2-Day Deerskin Gloves w/sewn-on grip strips Sierra Cloudbase Video Flytec Sweat Shirt FlyTcc T-Shirts AIRCOTEC "ALIBI 2" Vario/ Altimeter "Data Flight" AV2015-f Vario/Altimeter

ITEM

DONOR

VALUE

QTY.

Leo M. Bynum Dig - Log Circits Co. Pacific Airwave Pacific Airwave Pacific Airwave Public Editions Mission Soaring

$ 100

S 98 $ 30 $ 40 $ 60 $ 8.95 ea. $ 95 ea.

High Energy Sports

$ 350

H.G. Necklace & EaITings 5 Pairs Quick Safe Wheels "FLY HIGH" Sweat Shirt USHGA Training Manual 30% off retail price of any Black-Hawk Harness 20 "I LOVE HANG GLIDING" $50 CASH Quick Release Carabiner 3 Day H.G. Course 2 H.G. "CHECK LIST" T-Shirts 5 Air Speed Indicator 2 Pairs V-Mitts 2-Channel Maxon Radio 4 T-Shirts I Roberts Altimeter Vario SEDA Kevlar Helmet Rubber Coated Speed Bar and Basetube 2 Hall Airspeed Indicators & Long Brackets Tandem HG Gift Certificate 1990 National Fly-In Autographed Windsock Variety of Merchandise Systek Vario

The Airflow Imaging Co. $ 25 Sentek Instruments Mantis Harness Mountain Wings Hang Flight Systems Pro Hang Gliders

$ 429 $ 600 $ 25 $ 75 $125

Sky Life Sierra Cloudbase Video FL YTEC/DODECA FL YTEC/DODECA

$ 45 $ 30 $ 30 $ 15 ea.

AIRCOTEC/DODECA

$ 675

FLYTEC/DODECA

$ 880

DONOR

VALUE

Crystal Air/Sky Gear Morningside HG Paul Voight/Fly High Lookout Mtn. Flight Park

$ 50 $ 45 ea. $ 25 $ 29.95

Silver Wings 30% off Sail Wings Hang Gliding $ 2 ea. $ 50 Wasatch Wings Thennal $ 49.95 Hang Gliding Emporium $ 225 Raven HG School $ 15 ea. $ 24.95 ea. McLaren Products Air Wear Sports $ 32 ea. Pendulum Sports $ 175 $ 15 Sandia Soaring Assn. Roberts Glider Insturments $ 275 Sequatchie Valley Soaring $ 70 Desert Hang Gliders

$ 90

$30.50ea. Hall Brothers Coroalla Flight/Fly Amer. $ 125 USHGA USHGA Systek

$ 50 $ 150

---------------------------------------------1990 U.S. World Team Fund-Raiser/Raffle Lots of hang gliding equipment prizes, including a GLIDER of your choice from:

Wills Wing -

Pacific Airwave -

UP International

$10.00 gets you a World Team pin. $20.00 gets you a World Team tank top. $40.00 or more gets you a team sweatshirt with hood. ONE ENTRY PER PERSON PLEASE. Enclosed please find: 0 $10.00 for a World Team pin. 0 $20.00 for a World Team tank top. Circle one: Sm. Med. Lg. XL 0 $40.00 for a World Team sweatshirt with hood. Circle one: Sm. Med. Lg. XL XXL Please add $5.00 more when ordering an XXL size. 0 Other contribution of$ to help out the team. I understand I'm entered in the raffle. Make checks payable to U.S. Hang Gliding Foundation. NAME: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~ ADDRESS: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ CITY: _ _ _ _ _ _ _ _ _ _ _ _ _ _STATE_ _ _ _ _ZIP_ _ _ __ PHONE: (

)_ _ _ _ _ _ _ SOCIAL SECURITY NO. _ _ _ _ _ _ __ Send to: USHGA, P.O. Box 8300, Colorado Springs, CO 80933

a to

HANC: CLIDINC

History This sailplane represents the marriage of two projects with similar goals undertaken by two groups with different expertise. In January of 1986, Brian Robbins, Craig Catto, and Eric Beckman set out to build a new hang glider with better performance than other gliders available at the time. As Bright Star Hang Gliders, Brian and Eric, with Craig's help, began the development of the Odyssey, a rigid wing hang glider. The Odyssey utilized a molded "D" tube of kevlar and carbon fiber with aluminum and foam ribs supporting a mylar skin. The first prototype was finished in March of 1986, and a program of night and vehicle-based testing led to its rapid development over the next two years. Brian Porter joined Bright Star as a team pilot in 1988 and went on to pilot the glider to first place in the 1989 U.S. National Hang Gliding Championships at Dunlap, California. Despite this success, it was apparent that there was much left to be done in the development of high-performance rigid wing hang gliders. Two hours south of Bright Star, at Stanford University, work had been underway since 1985 on the design of a very high-performance glider with some of the same objectives as those of the Odyssey project. Aeronautics professor Ilan Kroo offered coLtrse credit for the preliminary design work and soon a group of graduate students began running a lot of computer programs, generating a lot of paper, and coming up with some interesting aerodynamic design ideas. The perfonnance estimates looked impressive and the design became perhaps the world's most thoroughly analyzed glider, but time and building experience were in short supply, ancl the Stanford SWIFf design threatened to become just another academic exercise. In June 1989, Ilan and Steve Morris, a Stanford Ph.D. student, met with Brian, Eric, and Brian Porter to discuss the Odyssey and the SWIFf. By combining some of the Odyssey construction techniques with the SWIFf's aerodynamic features, it seemed that a truly practical foot-launched sailplane was possible. Four months later, in December of 1989, the Bright Star SWIFf took to the air over a small hill in Marin County.

Aerodynamic Design Sizing and Pe1forma11ce Limits The design of the SWIFf began with a study of the requirements for cross-country soaring. Lian had written an article in a 1982 issue of Hang

JANUARY

1991

10. 9. 8. 7. Hang Glider

SWIFT

5. 4.

3. 2.

o. 20.

30.

40. 50. Airspeed (kts)

60.

70.

Figure 2. Predicted sink rate versus airspeed.

"The study suggested that inter-thermal glide ratios of at least 15 to 18 in the presence of O.5 knots of sink were needed to make long X-C flights easily attainable. At that time/ only a dozen 100-mile flights had been made by hang gliders. Today, although flights of 300 miles have been made, most pilots (even most advanced pilots) have not flown 100 miles." Gliding Magazine describing the type of glider that would be needed for extended cross-coll!Jtry soaring based on distributions of thennals and inter-thennal down drafts measured by Dick Johnson. The study suggested that inter-thermal glide ratios of at least 15 to 18 in the presence of 0.5 knots of sink were needed to make long X-C flights easily attainable. At that time, only a dozen 100-mile flights had been made by hang gliders. Today, although flights of300 miles have been made, most pilots (even most advanced pilots) have not flown 100 miles.

One of the reasons for this is that thermals are commonly encountered for a rather limited time during daylight hours, and with average crosscountry cruising speeds of about 20 knots, one needs to fly for five hours to go l 00 miles. Tlws, extended cross-country soaring requires not only a good enough glide to make it to the next thermal, but a fast enough glide to get there quickly and in the presence of headwinds or sink. This is easily done by making large span sailplanes with high wing loading. But if the glider is to be foot-launched, it must be light (span not too large) and have a low wing loading. More refined studies of Johnson's data and barograph records from George Worthington's Mitchell Wing flights in the Reno area suggested that a foot-laLmched sailplane with the required performance was just barely possible. The following target performance figures were established and work began to define the aircraft geometry. The glider would have to achieve a minimum sink rate in a 100-foot radius turn of no more than 200 ft./min., a maximum L/D of about 20, remaining above about 15 at 60 knots. The stalling speed should be no higher than existing hang gliders for safe foot-launching and landing and the empty weight of the glider should be kept to under 90 pounds. Exceptional controllability for safe flight at low speeds was also considered an important design goal. The stalling speed constraint meant tliat even with large flaps, the wing area would be at least 120 to 140 sq. ft. With this much area, the high speed LID requirement would be very difficult, requiring an unprecedented level of

glider noses up slightly and trims at a lower speed. It may he deflected downward as much as 45° for landing and approach, cutting the L/ D down to a manageable value and slowing the glider down for stand-up landings. This use of the inboard flap surface for pitch trim gives thl, aircraft its name. At the risk of confusion with the long line of Swift aircraft----including one infamous hang glider and another "rigid" wing recently announced (Owens Swift)---the Bright Star SWIFT slands for Swept Wing with Inhoard Flap for Trim.

Sidi, Vii,w

Stahi/ify and Control

Figmc 3. SWU'T basic configuration.

aerodynamic streamlining. To achieve the desired performance, low drag airfoils and an extremely clean pilot fairing would he required. The sink rate polars in Figure 2 illustrate the importance of streamlining, especially for I ight weight gliders at high speed. The figure also shows how the predicted sink rate of the SWIFT compares with other gliders; it is clearly in a class above hang gliders, retaining its performance at high speeds more like a sailplane. Cm(/(r;uration Studies The performance of a glider is determined pri· rnarily by its span, area and streamlining. The selection of a configuration, whether conventional, canard, tailless, or something else, is based more on issues such as packaging, handling qualities, manufacturability, transportability, etc. In the development of the SWIFT, several configurations were studied. The results indicated very small performance diffcr-cnecs between tailless, conventional and ca· nard designs; however, the conventional design suffered some from the shorl tail length required for landing f'larc and takeoff ground clearance. The directional stability of a slightlyswept canard was poor, and performance was also compromised by the short coupling. The tailless design was statically-balanced, compact, and did 1101 pay the weight penalty that would be associated with a tail boom. Some of the well-known disadvantages of tailless aircraft were alleviated by the careful

3-D aerodynamic design of the wing. The combination of sweep, taper and twist was nrranged so that rather conventional airfoil sections with negative pitching moments (not reflexed airfoils) could be used. The pcnalt ies associated with too much twist were elimi-nated by changing the effective twist with trail· ing edge trim and control surfaces. One of these trim surfaces is a large (45% span) flap. When dcnectccl down for higher lift, the

As anyone who has ever tried to fly a very stiff, 38-foot span hang glider will auest, perrormance is not usable if the glider doesn't handle well. One of the primary goals of this project was to provide improved handling qualities to a foot-launched glider, and many of the SWIFT's features arc there to improve stability and control. The large tip chord provides additional pitch damping to increase the aircraft's dynamic stability and rcdnce the possibility of tumbling in extreme conditions. It ahm gives the elcvons increased control authority especially at low speeds. Aerodynamic pitch controls (actuated by a side-stick controller) make it possible to trim the glider over a very large speed range without large stick rorces or low stability and give the pilot positive control in rough conditions when weight shift would do little good. Thl\ stalling characteristics are also irnprovcd by the moderate taper, high effcct ivc twist, and vortilons--vortcx generators

Figure 4. Radio-controlled model of the SWIFT flies over Standford in 1987,

Hi\NC GLIDING

tion included thermal models, inter-thennal sink, and an aerodynamic analysis (panel model) of the design .

SWIFT Airfoil 3-10-90

.20 .15

.10 .05 .00 -.05 -.10

1.0

x/c Figure 5. SWIFT midspan airfoil section.

One of the primary goals of this project was to provide imprm1ed handling qualities to a foot-launched glider, and many of the SWIFT's features are there to improve stability and control. 11

originally invented in the development of the DC-9. The SWIFT's winglets are fixed surfaces. not rudders. They increase the effective span of the wing, but more importantly interact with the ailerons to produce favorable yawing moments and increase the roll control authority. Half-span elevons provide large roll control moments that could not be achieved with weight shift. These surfaces, in combination with the fixed winglets produce a nicelycoupled rolling and yawing motion without the delay or performance loss associated with drag rudders. The size of the winglets and elevons were determined from computer simulations of the glider's dynamics and from flight tests of two radio-controlled models built by Steve and Ilan. Ailfoil Del'e!opment Airfoils were designed by the Stanford group especially for the SWIFT. The sections have a small negative pitching moment and were designed to operate in the Reynolds number range of 700,000 to 2,000,000. They make use of laminar flow over the first 25% of the chord, if JANUARY 1991

they can get it. but are explicitly designed to experience little performance degradation if the ilow is made turbulent by rain or surface irregularities. This amount of laminar flow was selected based on the idea that the first 25'7c of the airfoil could be quite smooth and accurately constructed. The airfoil thickness at the flap and elevon hinge-lines was originally quite large to provide strength in this area. Tests on the first prototype suggested that the strength in this region was not a problem, but the gaps created by control deflections added a great deal of drag. The airfoils were redesigned with very thin trailing edges which successfully reduced the control surface gap drag. The airfoil is shown in Figure 4, for illustration purposes only. (Using this drawing as a template would be a real mistake.)

Wing Oprimi::ation The final step in the SWIFT's aerodynamic design involved complex trade-offs between wing taper. twist, flap size, flap cleilections. elevon deflections and wing area. Changes that might benefit high-speed performance might hurt thermaling ability or increase stall speed above acceptable limits. The final trade-offs were made by simulating a long cross-country flight on the computer and using a numerical optimizer to select the design with the best overall soaring performance. The simula-

Structural Design and Construction The structure of the SWIFT is designed to meet the demanding requirements of very low drag (fully cantilevered, accurate airfoil definition for laminar ilow) and light weight. The wing structure uses a D-tube covering the first 25'7c of the chord with ribs extending from there back to the control surface hinge line at 75'7c chord. The prototypes were constructed with an aluminum D-tube and mylar covering to reduce costs and one-off construction time. This made it possible to refine the design before committing to the molds from which production versions will be built. While the prototypes weigh about I00 pounds. production gliders should be substantially lighter with their Kevlar skins and graphite spar caps. The loads that need to be carried by the gl icier are very large. Low wing loading and high design airspeeds amplify the effect of gusts. To comply with FAA sailplane criteria''' the gl icier must be capable of withstanding positive and negative vertical gusts of 24 ft./sec. up to VNE. Since the maximum speed of this wing is above 60 knots, the required limit load is about 6 g·s. The prototypes were static loaded to 5 g's to be continues ...

*The glider 11·as designed /0 comp!r 1\'ilh FAA sailplane crirerio. 1\'ilh HGi'dA cenifirntion testing planned short!\'.

Figure 6. Vortex panel model used in aerodynamic analysis.

7. The SWIFT prototype's first trip lo Lhc Owen's Valley includes a flight of over one hundred miles. sure that 1hey could he tes1 flown. The pilot fairing is another important aspec1 or the design. Based on Brian Porter's experience with the Voyager and a fully·cncloscd fuselage was construcied with 20 .. mil lexan surrounding a cage of aluminum tubing. The pilot supports the glider with shoul· der straps on the ground and sits in a reclining position in night, supported by a retracting fabric sling.

Flight and Vehicle Eric and Brian Porter made the first flights from a 5() .. foot hillside in Marin County. The elcvons made control on the ground easy as the could be rolled easily even in the very light breezes that day. Running with the glider felt Cine, and control with only ajoy··slick came rather naturally (it was like a video game co11· !roller). The SWIFT took to the air easily and !kw and flew and fkw. After several ground-skimming flights, the glider was mounted on Bright Star's test rig, with a load cell to measure tolal lift. The glider

"7 knezv the S

would be faster and glide better, bu! J wasn't certain that my ability lo climb would be as good as the flex-. My uncertainties were quickly put to rest as I not only blew past gliders, but climbed through thenz as well." was free in pitch so that stick and clevon positions for trim could be measured. The glider was covered with yarn tufts so that we could observe where stall first began and adjust !he vortilon position, if necessary. Apart from some early separation associated with large flap gaps (climi11atccl in the second prototype), the tests

held rew surprises. Next stop was a srnoollH1ir flight from 2,0()().foot Mt. Tamalpais, then on lo coastal ridge lift al Ft. Funston. The glider flew well, but seemed a lilllc lacking in low .. specd performance and yaw stability (the necessary in grcdicnt.<, for good climbing ability) and land ing flare timing was tricky. A second glider was built with a new airfoil to improve low-· speed performance and more feedback at stall. New winglets were built for better yaw stability and performance at all speeds, larger control surfaces were added for better ban·· clling, and a new structure was designed for improved setup and streamlining. After IO or so hours or Clying time we were quite happy with the design. Launching and landing were as anxicty .. frec as a high performance Clex·wing. Sink rate improved al all speeds as Eric parked several spans above all flex wings in ridge lirt and then sped up lo 40 knots without gelling below them. Handling also was improved. But coastal ridge sites aw one thing, real cross-country condi·· lions arc another. So to determine the wing's

I lJ\NC: Gl.lDlNC:

performance and controllability, we took it to a real cross-country area: the Owens Valley. With a complete pilot fairing, radios and instruments, oxygen system, parachute and water, Eric and the SWIFf weighed in at 315 pounds. Despite the wing area of only 135 sq. ft., Eric had no trouble launching at 9,000 feet. He describes the flight as follows: June 21st I launched at 11:15 AM from the 9,100-foot (2,770 meter) MSL Wall's Point launch at Horseshoe Meadows. I was just over an hour behind the first of the 16 gliders that launched ahead of me. I knew the SWIFT would be faster and glide better, but I wasn't certain that my ability to climb would be as good as the flex-wings. My uncertainties were quickly put to rest as I not only blew past gliders, but climbed through them as well (though they weren't LaITy Tudor). One Sensor pilot radioed to his friends, ''I'm climbing in a good one but that rigid wing just climbed right through me

and took off like a rocket!" After making the crossing to Black Mountain, I could see only three gliders still ahead, and those too were passed by the time I got to Silver Canyon. After that I was all alone although I had been flying somewhat conservatively. Along the Whites I dolphin-flew between 14,500 and 16,000 feet, stopping only twice to thermal as there were no clouds this day. It was at this time that I began to use up my oxygen faster than anticipated (I hadn't brought enough for my short acclimation time) and as I tried to minimize my usage, I began to feel less than alert. I was approaching Mina, Nevada at 13,000 feet just after 3:00 PM when I radioed that I needed to come down. I had an intensifying headache and felt somewhat nauseous. After coring sink to get clown and lowering the flaps to act as dragproducing dive brakes, I made a safe landing in a 5-10 knot south wind at

Mina, disappointed with my physical perfonnance on what could have been a record flight. Still, a 140-mile flight on a not-so-strong day was not bad at all. With its unprecedented performance, positive control, and comfort (I am lying on my back and flying with one hand free to eat, drink, navigate, etc.), the SWIFT is truly an exciting wing to fly.

Concluding Comments-Future Work Where do we go from here? The basic aerodynamic characteristics of the SWIFf have proven very satisfactory. Bright Star Gliders plans to produce these wings in the next year. In the meantime, we will continue flying and testing the prototype and working on the composite version with the idea of keeping weight and cost to a minimum. The SWIFT promises to usher in a new generation of foot-launched sailplanes that will provide a continuum of soaring machines: from paragliclers and flexwing hang gliders to high perfotmance rigid wings and conventional sailplanes. We can't wait.•

BRAZIL RIO

SPORTSWEAR & TOURISM Your sports and travel agent in Brazil. Hang Gliding, Tandem Flights, Paragliding, ULM, Paralpinisme. Hotel reservations, car and equipment location, experienced guides (pilots). Tours to best flight locals. POPST AR VIAGENS E TURISMO (TRAVEL AGENCY) AV. N. S. de Copacabana, 680-S. 404 22050 - Rio de Janeiro - Brazil Tel. (021) 255-5590 Telex: 2137157 :'TVU Fax: 005521 - 255-3644

Don't miss the latest issue by failing to notify USHGA of your change of address! NAME_ _ _._ _ _ _ _ _ USHGA # _ __ OLD ADDRESS _ _ _ _ _ _ _ _ _ _ __ CITY_ _ _ _ _ _ _ _ _STATE ZIP_ _ NEW ADDRESS_ _ _ _ _ _ _ _ _ _ __ CITY__________STATE.___ZIP_ __

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Notify USHGA Early! Please Note: You must notify your post office that you will pay forwarding postage on your second class mail or you may miss an issue. JANUARY 1991

NEWS FLASH ... Is hang gliding a hot news item in your local paper? Please send clippings of stories, photos or articles to the Public Relations Committee through the USHGA office. We want to see your name, your club or your site mentioned in print! USHGA - Public Relations P.O. Box 8300, Colorado Springs, CO 80933

Friendly landowner posed wi!h aul.hm's Kiss, then

is the ultimalc re· " Dennis Pagc.n says cn1husiaslically. 1 What a 1hrill to 1akc a "walk in 1he sky" and liberate oncscll' from the secu· rity or the 1akeo1T hill 10 embark on an aerial lour; soaring ovt:r 01hcrwisc Ull·· launchahle mountains, new scenery and new adven1urcs. Bu1 how unfortunate lo spoil such a joyful flight by ending it with a damaged glider or an injured body, simply because you faik:d to properly "read" 11ic unfa. mi liar field in which you were ultima1t,ly forced lo come down. The poten1 ial dangers or landing 0111 make cross·counlry rtying 1101 wor1h the risk to many pilo1s. They are depriving 1hcmsclves need· my x.c landings arc act1rnlly bt,1ter lhan my lamling.zone landings because from altitude l have the luxury of selecting the best or several possible fields. Nevertheless, there arc some very real risks in landing out, ancl those dangers arc equal or the dis tance flown; you can just as have an incident one mile from 1akeoff as you can tlirCl'. hundred miles out. I low can you detect clan· gcrs rrom lhe air, and what clues do you look for in adv a net:') I low can you 1ell i r a field is safe and minimize the chances or tainling 1hc

him

ride' 30 miles back lo takeoff silc. A reprint of this photo was later mailed lo him.

memory or that grca1

with a lousy land

First of all, then: is no subs1ilu1L: for prior ground reconnaissance. Certainly you'd rather be your intended x.c ro111c than driving it, hut why 1101 use non·rlyable days to rccon· noitcr polcntial landing sites? One hopeful cross.country pilot spent an entire winter scout· landing areas along his intended route, dreaming of f111ure X·( "s whiiL, imagining how he would enter each field. Over subsequent years he actually used many of those fields. and his foreknowledge of them invaluable. Ir you arc aware or po1en· lial X·C routes in your area, investigate likely fields along those paths. Observe and rcmcm· her the loca1ion or power lines, slopes, fences, trees, buildings, ponds and anything else which could i111erf'crc should you have to land there someday. J\nothcr technique you can practice be· cross country is to read fore actually other fields while recreational flying a1 your local site. Observe likely clearings in your vi· cinity and devise a hypothetical approach in1o lhem. J\fkr your flight, drive by and sec how yo1ir plan would have worked had you really ilL'Cn landing there.

or your in advance grrnmd surveillance, if you fly cross·country olkn, will eventually compel you to land in a field you've never seen before. J\11 your powers or observation will he required because, barring a low save. yo11 have only one chance 10 note all the possible haz" arcls. Specifically, these hindrances include: POWER LINES: Treacherous because from aloft they blend with 1he ground, making them virtually invisible. But although 1he wires 1rn1y be camouflaged, their poles will alert yon to their presence. Occasionally, however even the; poles can be concealed trees, so assume there arc wires paralleling any roads and reach· ing to any nearby s1ruc1urcs. Maintain copious clearnnce. SLOPES: Fields which appear level from a few hundred feet can in fact have a consitlcr· able incl int> · calamitous if your chosen land ing direction ends up being downhill. If you inadvertently select a downslope field, and the strong, you can perform wind isn't a downwind, upslope landing. I witnessed Randy! Janey execute this maneuver on a steep hillside in l '.1·"20 mph winds: not recommended for novices, bu1 it docs demonstrate the fcasi·· bility of the technique. Practice it Cirst on grad· J [;\N(; CI.IDINC

ual slopes in light winds. I\ sloped field can be dist inguishcd from the air by observing certain characteristics: The lower port ion of the field wil I be greener than the higher ground due to water drainage. Creeks will always now 10 or through the lowest terrain. Plow rurrows run perpendicular to the slope. field adjacent to a hillside should be presumed to be sloping. FENCES: At the conclusion or an X C night a pilot approached a field with a green strip or grass in the middle. Although unable to sec a fence, he avoided the center. Once on the ground he noted the green steel fence posts which, although impGrccptihlc from altitude, had prevented the mower from reaching the thin line of grass that alerted him to the danger. This illustrates some fences' invisibility. cspc· cially the electric wire type. Watch for any distinctions or separations in a fit:ld; even iftl1c fence itself is nol visible you can detect its presence by color di ffcrcnces bet ween sections of the field. WATER: Likes and ponds assist landings by the tell-talc wind lines blowing on them, hut don't w,t literal about testing yonr glider's "sink rate!" Mmshcs, swamps and conspicuously glimmer from aloft, but cvcn ii' you riy with hip waders, dodge thcsl: quag·· mires because the muck can he like quicksand. TAJ ,L GRASS: /\n X-C pilol lwd same fot1r··l'oot ·tall grass tangle around hardware on one wingtip of his glider. instantly spinning him into the ground. Besides the obvious dan· gcr or grabbing your wires or control b,ir, tall

fields at upper right of photo. Note the house, trees, fence line across the field, bushes in the center, and darker lower portion slope, Mill pond at left center shows wind blowing from top to bottom of picture.

grass is a hassle to carry your glider through aflcr landing. You'll also inruriatc the farmer when he secs you trampling his rye grass that was for harvest. Tall grass Ciclds usually appear greener from the air than short-grass fields, or cm1 be scGII waving in signil'icanl wind. Short-grass fields will b,: drier or still have mower trails through them. rt's advisable to choose a shorter-cul field, but i r you must land in long grnss, acl as though the top of the

field at left. Be wary of the color division in center probable and adjacent to hill, slope. Note pond to show wind direction.

1991

crop were ground level; flare above it and paraclmlc down through to the ground. Ditto ror sagebrush and hay bales (which arc heavy. solid, and distributed in an unfortu· natcly random ''checkerboard" pallcm). Iowa pilots, pray you never land in a mature corn field! SPR INK! .ERS: Jrrigat ion systems arc easy to spot from the air. To avoid protruding sprin· kier heads land between the pipes, parnllcl to them. A pilot l know laundcrL:d his glider, harnc'.SS, parachute and Hall 652 by landing in an irrigated field as the syslcm was acti· vatcdl DIRT FIELDS: Dry. dirl fields arc thcr· mal producers and cause turbulent approaches and intcrt:sting downlubc configurations. If you have a choice. damp or green fields arc prefer· able. LIVESTOCK: Moving Sheep and horses especially arc prone to panic and slam-· pcdc when you skim over them; cows arc less easily frightened. Cow fields arc normally large. shml-croppcd from and green for smooth approaches. Do NOT leave yom equip·· n1cnt unanendcd in cow fields; it has been scientifically proven that cows' cyl:S perceive hang glider sailcloth as premium alfall'a! A pilot lcrt his glider in ,1 field, assuming it was safe because the cows were at the opposite end, l/4 mile away. lk returned to rind heifers and I lolsteins congregated around his stuff, licking it, chewing it and stepping on it! Shoo the cows away but don't anger the farmer by chasing 39

them. If you use a drop flag, throw it far from animals so you don't skewer one. UPWIND OBSTACLES: Trees, barns, hills or other upwind obstacles of significant size, create rotors. If you can't land far enough back to avoid the rotor, choose another field. Your downtubes will thank you. TREES AND BUSHES: Several pilots I know have hit trees and bushes on final despite being aware of their presence. One suffered a spin-in from two hundred feet. From altitude, what seemingly is a small bush may really be much larger. It is beneficial to pick the biggest, most unobstructed clearing within your range to provide a safety margin in the event of a turbulence-induced turn on approach that could steer you into a tree. Now that you are aware of the primary hazards and how to see and avoid them, how do you determine wind direction for landing without the benefit of that big, orange windsock you're accustomed to in the regular LZ? Some who fly in uninhabited areas can get away with using smoke bombs; here, drop flags are the rule. Lacking these, there are other ways to judge wind speed and direction from aloft. Wind lines on water, blowing smoke, waving trees, flags or grass, all show wind conditions. Flying circles over your chosen field will reveal the glider's drift direction. Sometimes it will be obvious: still airborne, you tum your glider into the wind and come to a complete stop! This illustrates the importance of remaining OVER your intended landing site when you're uncertain of wind velocity. In gusty or unknown winds never turn your back on the LZ; you may get blown downwind of it and be unable to penetrate back. This article presumes you already have excellent spot landing abilities or you wouldn't be flying cross-country. Still, it's wise to review proper approach and spot landing basics. Use an airplane-type approach (downwind, base and final) if the field has downwind obstructions. Fix your vision on where you want to land and you will hit that spot. While still descending it's a good idea to start whooping and hollering to attract attention in case you are injured when landing, need assistance controlling your glider, or just require a landing witness for your club X-C contest-likewise if you're flying into a place crowded with people who are unaware of your approach from above. Upon landing your first priority is to secure your glider. Disassemble it or flatbar it, but don't leave it unattended for a gust to blow over.

How To Make A Drop Flag - - -Flag

- - - Fiberglass flag pole

- Replacement auto antenna mast - - - 7-inch spike nail

Hacksaw telescoping auto antenna to 6" length. Cut bicycle pole to about 60" (too short, and it won't protrude from tall grass; too long and it will fall over), and epoxy into antenna top. Saw head from 7" spike nail and insert into lower section of antenna and tighten set screw. Glue or tape flag material of choice on top. Secure to downtube or basetube with bungee cord. HANG GLIDING

Now that you're safely on the ground the real adventure has begun; you have to pacify that angry landowner with the vicious dog headed your way. I was once met by a drunken fa1mer blowing trumpet blasts in my face and threatening to sue (a six-pack ultimately bought his friendship). Despite the fact that you are an uninvited guest, your reception will usually be friendly and congenial. You are a novelty and a curiosity the property owner can tell his Uncle Harry about, so do everything possible to con-

vey maturity, responsibility and courtesy to landowners. Don't step on their crops, leave their gates open, kick their dogs or flirt with their daughters. They will be glad to have you (and other glider pilots) land there in the future. A thank you note or a photo mailed later is a nice touch. The fa1mer's dog is another matter. A local pilot had the crotch ripped out of his jeans by a protective fa1m dog, so be waiy approaching strange houses! Maybe ca1Ty some Alpo in

Out-Landing Etiquette by Bud Brown

anding out (synonymous with offfield landing) is the art of landing away from the primary airport or landing field." So says The Joy Of Soaring, a Soaring Society of America manual for sailplane pilots. There's a lot of pertinent infonnation to be gleaned from their publications. There is an ever-increasing number of hang glider pilots who are discovering the joy of soaring and are turning downwind from their favorite sites to explore new sky and unfamiliar countryside. Remember all you went through to arrive at that moment? Hot tips were pried from the local aces, stored in memory, tried and sorted. Hours were spent perusing sectional maps, driving along routes you hoped to fly and paying more than a little attention to the fields bordering those roads. Some of those potential landing areas held surprises when viewed up close! More time was spent pounding your head against FAA rule books, hoping for some kind of osmosis to set in. Where were the forbidden flight areas, and where would you spot the giant billboards that would lead you to your 200-mile flight? Lusting after a 300-miler might be a little piggish at this stage. More than a few flights with great cross-country potential were passed up while flying high above launch because of the psychological anchor keeping you moored to the mountain. The first cross-county flight was outstanding, was it not? It had to rank right up there with your very first flight on the bunny hill, and these are just a couple of the plateaus attainable in this great sport of ours. In addition to our sailplane friends, hot air balloonists routinely perform off-field landings. They recognize the landing as an

JANUARY 1991

important part of the flight by celebrating with champagne right there in the landing field, and include passengers, chase crew and landowner. Couldn't we do something like that? We can, but it doesn't necessarily have to include champagne. It can be something neighborly, like introducing yourself to the landowner, explaining your reason for landing in his field, and describing your glider and the details of your flight. Assure him that you did no damage to his property, that as members of USHGA we are covered by insurance and, obviously, offer to pay for damage if you did cause any. There are many stories of outrageous hospitality by landowners. Offers of the use of their telephones, meals, and even transportation to the pilot's vehicle have been made to pilots who took the time to be neighborly. This city slicker and some flying buddies were fortunate enough to have such an experience while flying in Canada, where fa1mers welcomed us with warm smiles when we landed in their fields. Several of us jumped at the chance to get up to our waists in mud to rescue a fa1mer's cow which had become trapped in an underground cistern. But often this scenario is not the case. Pilots and spectators walk over crops, drive across

your harness? Suppose there are no houses where you've touched down. Perhaps it's a remote area of desert, or an isolated rural location. A radioequipped chase driver is imperative in such a situation, but despite that fact numerous pilots continue to strand themselves in remote regions with no transportation out. An Oregon pilot intent on a few more miles landed in the Ochoco National Forest, requiring a 25-mile hike to the nearest road. Another pilot came

fields to pick up a glider instead of walking the glider to the vehicle, dismantle locked gates to gain access to closed sites, and so forth. Sure, some of it may have been done in the euphoria of the moment. For these people a word to the wise should be sufficient. Tell them what they just did and if "the light goes on" you've done your duty. For repeat offenders try talking to local pilots, clubs, a site director and your regional director in that order. The decision to take co1Tective action may be a difficult one, but it works. In Region VIII pilot representatives have initiated fruitful communication with local FAA offices and even the commanding officer of an air force base. Let's all do what we can to keep our launch and landing sites healthy.•

down in waisHlcep snow miles from anywhere and had to be rescued by snow--cat. Such events aren't rare. Every X-C season brings accounts or some pilot who landed rar from civilization and had to bivouac out there. [f you get into this si1w11ion lhc newer fully-cnclosccl pod harnesses make good sleeping bags lo protecl you from the cold, and the inside of your double surface can he employed as an emergency tent. I've also heard tales of battens used as spl inls and broken keels as crutches. If you fly Consequences of an improper X--C landing approach! over rernote terrain carry emergency equipmenl and rations: knife. space But no maller where you fly, the most blanket, first aid kit, flares, food and water, important rules for a safe X-C landing are: I) extra radio batwries, signal mirror, malches. :ilways st:iy within safe: gliding range or good (Mosl harnesses can be orden\d with optional l'iclcls, and 2) select your landing field EARLY, additional storage capacity.) One inexpensive safety item is a "HJ\NCJ GLIDER PILOT wit Ii ample time and allitudc to scrutinize ii for NEEDS RIDE TO CAR" from High Enhidden dangers and reach a secondary field if ergy Sports. II folds into yom pocket, and being necessary. "Go for it" is a elichc that can be fluorescent orange, doubles as a signal \'lag. overemphasized to compromise your safety.

NO SLIP mJBBER BUSHINGS Pf~EVENTS BASE TUBE ABRASION WHEN USED ALONE

X-C undoubtedly requires auicressrve"· ncss, bul moclerate your zeal with common sense and conservatism. Never au empt 10 stretch for one more mile, or one more thermal, and place yoursel r in a desperate situation. There's a mullitmle of clangers out there, but with forethought and caution none of them need ever bcl'all you. And perhaps, with persistence and fortuity, you may someday discover that fabled perfect X-C landing ricld. It's hundreds of acres in size, level, with short, green grass, and no obstructions. The owner is friendly, and generous with his telephone, bigscreen TV and jacuzzi. It's conveniently located near a sumptuous restaurant in which to relax and await your driver in air-conditioned luxury. If you find this place let me know! Meanwhile remember: a cross-country flight is only ,ls good as ils landing. Don't blemish Ilic enjoyment or an otherwise great flight by ending ii with a bad landing. Choose your field early and care Cully. 111111

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f-IANC Gl.lDINC

USHGA REPORTS UP AXIS 15 VISION MARK IV-19 XCEL 160

HGMAReport by Mark West In 1990 the HGMA discontinued its policy of publishing compliance verification specifications in Hang Gliding magazine. Instead, a cun-ent list of certified gliders, such as the one below, will be published on a bimonthly basis. The owners manuals for all HGMA certified gliders are required to contain a compliance verification specification sheet and description of stability systems. If this infmmation is missing it is recommended that you contact your dealer or the manufacturer for a copy. If the glider is not listed below, or you have any further questions concerning your glider's certification status, please contact the office of the president at: Hang Glider Manufacturers Association, Inc. (HGMA) c/o Mark West Star Rt. 3, Box 4400-111 Tehachapi, CA 93561 (805) 821-4406

HGMA Certified Glider List (CutTent through November 1990) 1984: COMET II 135 HP 170 LITE DREAM 161 LITE DREAM 185 MOYES GTR 162 (VG) PRO DAWN 155 PRO DAWN 175 SENSOR 510 160 VG SKYHAWK 168 SKYHAWK 188 1985: DAWN COMP 160 GZ 155 LIGHT DREAM 205 MYSTIC 166 VG MYSTIC 177 VG VISION ECLIPSE 17 1986: HP II LITE MYSTIC 155 LITE MYSTIC 166 JANUARY 1991

LITE MYSTIC 177 SENSOR 510 1608 VG STANDARD SENSOR 510 1608 VG SPORT 167 SPORT AMERICAN 167 VISION ECLIPSE 19 1987: GTR 162RACE HP II EURO MARK IV 17 SPORT 150 VISION VISION ECLIPSE l 4 "GENESIS"

1988: AMERICAN WINDWRIGHT Z-1 160 MAGIC KISS 154 SPORT AMERICAN 180 SUPER DREAM 185 UP AXIS 13

1989: HP-AT 158 MAGIC FORMULA 154 SPORT 167-AT SPORT 180-AT SPORT 180 1990: C-III 185 HP-AT 145 K-2 145 K-2 155 MAGIC FORMULA 144 MAGIC KISS 154 X-C/FR SENSOR 510E SPECTRUM 144 SPECTRUM 165 XS EASY 155 XS-142 XS-155 XS-169

USHGA Board Of Directors Meeting Highlights ~:Noven1ber1990~ by Gregg Lawless Competition Committee Named Pete Lehmann as 1991 World Team Leader. Approved Tom Kreyche's bid to hold the 1991 Nationals in the Owens Valley August 18 - 25. Instituted several rulebook changes. Recommended USHGA payment of the entry fee for the 1991 Women's World Team Meet to be held in Austria.

special skill was established to satisfy the aero tow exemption the USHGA was granted several years ago and recognize this unique method of towing. Developed a aero tow pilot rating to be awarded to aero tow vehicle (tugs) pilots. The above ratings/special skills will be added to membership cards soon after the first of the year.

Towing Committee Developed special tow ratings/special skills to address the needs of the towing community. These ratings/special skills begin with specific launch skill requirements of foot launch or tow launch. Upon receiving an initial rating, a pilot must have at least one launch method signed off by a qualified instructor. An aero tow

Safety and Training Proposed the development of a database to be used in accurately tracking accident statistics. Modified all rating requirements to eliminate the implication that ratings must be earned under foot launch conditions only. Recommended that the USHGA contract with a competent instructor/writer to re-write the instruc43

USHGA REPORTS tor certification manual and associated requirements.

Publications Approved the expansion of Hang Gliding magazine to approximately 70 pages per month. Approved an increase in advertising rates of approximately 20%. Approved a request by the office to take on the responsibility of producing the 1992 calendar. Magazine cover price will increase to $3.50 and annual subscription rates will increased to $35.

Site Management A significant amount of work on the site management manual has been completed. Additional action items were assigned to various committee members to finalize the data collection process. The completion of a draft manual is tentatively scheduled for the Spring BOD meeting. Exploration on the feasibility of a National "helmet sticker" program will be pursued.

Paragliding Approved a proposal to recognize the existing APA rating system and offer USHGA members paraglider ratings. Members will have the opportunity to select from two magazines when joining the USHGA. The first is Hang Gliding and the second is Paragliding - The Magazine published by Freel Stockwell. Members can also opt to receive both magazines for an additional subscription fee of $15 per year. Paragliding cards will be available for issuance to members shortly after the first of the year. CmTent APA president Peter Zimmerli, was elected as a Director-At-Large with Freel Stockwell being named as the chairman of the paragliding committee.

Insurance The Executive Director was asked to explore the cost and feasibility of a "key-man" insurance policy to protect the USHGA in the event the editor or the executive director were to pass away while employed by the USHGA.

Membership & Development Discussed ways to promote the Gift of Wings program. Chapter clubs will be polled for ideas. Recognized Doug Hildreth's efforts to provide the National Safety Council with accurate statistics regarding hang gliding deaths and accidents. Russ Locke will develop a questionnaire directed at schools and dealers in

an effort to determine what the USHGA can do to assist them in promoting the sport. Connie Bowen will draft an article targeted at building interest in the sport for use in various women's publications.

Finance Approved a $10 per year dues increase effective April 1, 1991 after reviewing the extensive analysis and five year projection of revenues and expenses submitted by the Executive Director. A full article describing the process used by the Board will appear in a future issue of Hang Gliding magazine. Approved an employee bonus program and salary plan as submitted by the Executive Director.

Bylaws Approved various policy manual items involving the rating system, the issuance of awards, and various employee issues.

Tandem Issued a statement informing all members that the current USHGA tandem exemption does not apply to Class III hang gliders (paragliders). Ron Kenney appointed as tandem administrator pending Rob McKenzie's approval. Dave Curry also appointed as a tandem administrator pending fulfillment of the remaining requirements. Greg DeWolf indicated his interest in putting together a tandem instructor manual. Verified that the tandem exemption had been extended to Oct 1992.

Editor's Report The 1991 Calendar was completed on schedule. Photos were selected by committee with a few exceptions where quality photos were received after the selection process. A proposal was received to have Jeff Elgart, office employee, coordinate the calendar project for 1992. Magazine advertising has seen an increase over the past year due to the influx of paragliding. Expansion of the magazine to approximately 70 pages has been discussed with the Executive Director.

Elections The following individuals were elected to the positions indicated: President Vice President Treasurer Secretary

Gregg Lawless Jim Zeise! Dan Johnson Russ Locke

Directors-at-Large (one-year terms) Dan Johnson Jan Johnson Dennis Pagen Peter Zimmerli Glen Nicolet Honora,y Directors (two-year terms) G.W. Meadows Tom Kreyche Mike Meier Rob Kells Freel Stockwell TeJTy Reynolds

USHGA Paragliding Update by Gregg Lawless Russ Locke's article in the December issue of Hang Gliding magazine discussed USHGA 's new paragliding services. USHGA Headquarters is now processing USHGA membership applications for those pilots interested in acquiring paragliding ratings. All computer program modification required to issue laminated membership cards containing paragliding ratings is complete and awaits your participation. To obtain a USHGA paragliding rating, a current USHGA member must submit a "new"

or "renewal" membership application to USHGA Headquarters along with the $15.00 annual membership clues required for paragliding activities. This $15.00 provides member access to paragliding ratings and six issues of Paragliding - The Magazine. (In the event a cunent member wishes to gain access to paragliding ratings prior to his/her n01mal renewal date, the $15 .00 should be prorated based upon the number of full months of USHGA membership which remain.) HANG GLIDING

USHGA REPORTS When submitting their membership application and dues, new members to USHGA should select which "division" of the association, hang gliding or paragliding, they wish to join. Upon selecting the "division" a pilot wishes to participate in, he/she will receive ALL the benefits offered by the USHGA to full members, ratings applicable to that "division," and the magazine, Hang Gliding or Paragliding - The Magazine, offered to participants in that "division." At any point in time, after joining the USHGA, a member may select to also participate in the other "division" by paying an additional dues of $15.00. The intent here is to have members receiving the magazine and all the information it contains applicable to the "division" in which they wish to receive ratings. "Hang gliding" members wishing to obtain paragliding ratings must cun-ently document to either a USHGA member holding a USHGA paragliding instructor rating, or an APA instructor, that all Class I or Class II ratings skills/requirements have been completed. For the time being, USHGA paragliding instructors should obtain their instructor ratings by satisfying all existing APA requirements for instructors. Once the qualified instructor is satisfied that all rating level skills/ requirements have been completed, he/she should sign off the appropriate rating application form. This form should be submitted to Headquarters along with the rating application fee of $7 .50 for either Class I or Class II. This process will be followed until such time as the USHGA Paragliding Committee establishes fonnal USHGA procedures. All member hang gliding ratings will be obtained under those procedures detailed in the USHGA Handbook. USHGA Headquarters will publish the effective date when fomrnl USHGA paragliding procedures developed by the USHGA Paragliding Committee will apply. This information will appear in the Update section of a future edition of Hang Gliding magazine. During this interim period, please direct your paragliding concerns or questions to your Regional Director or to USHGA Headquarters. For more detailed information on the availability of paragliding services, please refer to Russ Locke's article in the December issue of Hang Gliding entitled "USHGA Joins With the APA to Service Pilots."•

JANUARY 1991

Glider Theft Insurance, Or, Look What Happened To Fred's Friends by Pat Robbins Let me introduce myself. Some of our members know me as the person to call at USHGA to beg for a last minute advertising insertion. Other people, less fortunate, know me as the person you call to place a notice in the Stolen Wings section of the magazine. I'm the sympathetic ear on the other end of the phone who takes down all the information you can possibly remember about the stolen glider and accessories that just got ripped off from your favorite flying site, the top of your car, or worse yet, the middle of your living room! Unfortunately, there are people out there with no morals whatsoever, who do not even think once about swiping your beloved flying vessel. It makes me wonder just what they think they will do with it. After you speak to me to place your Stolen Wings ad, you call your insurance agent, if you have one, and ask what your coverage on this theft is. (S)He tells you, "Son-y, bud, but your car/house insurance doesn't cover specialty sports equipment, and we don't provide that type of coverage.'' Then, in the middle of the night, you sit up in bed. The light bulb goes on, you remember seeing glider theft insurance infonnation in those piles of USHGA mail you receive. Well, if you've got a brain on those shoulders, you call me back and say, "How can a person get a glider insured for theft? I want to sign up." Why is it that most of us don't worry about the theft of our most beloved personal possessions until something really bad happens? Imagine facing the bleak prospect of no glider and no dollars in the bank to buy a new one. Think of those endless hours spent customizing your personal thrillmobile. How will you fly again? Wouldn't you like to have the ability to replace it? LOOK WHAT HAPPENED TO FRED'S FRIENDS IN 1990: MAGIC KISS - Flouro. yellow L.E.,

white chevron, pink undersurface, airfoil, downtubes, pitchy, bar mitts, 2' skull and crossbones on wing tip, over Kiss emblem inlay, many skull stickers on glider. Serial No. KM 83707. Also HP AT 158 with Lt. blue L.E., red chevron on bottom, custom plan. Serial No. 22504. Stolen in L.A. with van 6-26-90. Van recovered without gliders. (619) 27 4-8254. 155 MOYES XS - Full race, stolen from side of road at IO I and Scheller exit, between San Jose and Morgan Hill. It was taken away with no bag or ties. Colors are: L.E.-orange, main-green, bottomwhite. Contact Kevin Dutt (415) 934-2189. ITALIAN MOYES XS - Red L.E., yellow, white T.E. Stolen from my home in Birmingham, Alabama on June 4, 1990. European tubing, l of 5 in U.S. Call Allen (205) 5958641. STOLEN FROM SALT LAKE CITY, UTAH 2/90 - 167 Sport Euro. Full Race. All white with day-glow orange undersmface. $300 reward for infmmation leading to recovery. Call Dave Rodriguez at (80 I) 572-1000. DELTA WING LIGHT DREAM 165 Stolen on l/12/90 from Reno, NV. Black L.E. Dark blue, light blue and yellow sail. If found, please contact Ray at (702) 885-1891 (High Sierra Sports). RAVEN 149, RAVEN 179 - Stolen at Guadalupe Dunes. Contact: John Newstead (805) 962-8999. HARLEY MAGIC 10 - Pink center, blue, green, yellow. Taken from truck in Yosemite Nat'! Park Sept. 1989. CONTACT: Simon Peck (303) 442-5876. HARLEY NEW WA VE 250 - Green, black & white. Stolen from car in Austin, TX, Aug. 1989. CONTACT: Dana Ellinger (512) 472-6679. LEESBURG, FLORIDA - 5 miles south on northbound 27, July 8, 1989 an AXIS 15 green, pink, and white with top surface all white, SER #Al510169 was stolen. Also, a blue Flight Designs harness with a G.Q. Secu-

USHGA REPORTS rity parachute - white with blue center. Contact: Al Sasser, 4627 Princess Anne Lane, Jacksonville, Florida 32210 (904) 388-0844. Reward of $400.00. Don't let this situation happen to you. It's really easy to sign up for theft and glider insurance through USHGA. No insurance geeks to deal with, just fill out the fonn, write a check and send it in. It's that easy. We searched high and low for an insur-

ance company to cover this type of equipment. We did it because you, the pilots, asked for it. Speak to your pilot buddies, remind them that if people don't sign up for this insurance by July, 1991, the whole glider theft insurance policy disappears just like the stolen gliders listed above. Enroll in the Glider Theft Insurance Program now! Avoid the disappointment of a theft. Take it from me, it's a bummer. You'll still be kicking yourself years later. •

A Quest For The Past (A Dream For The Future) by Jeff Elgart

was a depressing moment. I went to my favorite watering hole this evening for a few cold ones and some billiards, when suddenly I realized that the cost for a game of pool had just gone up to 50 cents! I have been patronizing this joint for 10 years now and have been playing pool for 25 cents a game all this time. Suclclenly, myth became reality; the 80's were actually over with. It was a passage of time, the encl of an era. Was this what it felt like in the late 70's, when the faithful standard Rogallo was put to rest? We look at the Magic Kiss, HP AT, Sensor, Axis, Moyes XS, etc., and think, "Man, this is it! With variable geometry, ballisticallydeployecl parachutes and all the instruments your control bar can handle, where could we possibly go from here?" I have to wonder, is this what the early-clay pilots (the early 70's, that is) were thinking with their Icaruses, Quicksilvers, Seagulls or even Pliable Mooses (what a name)? Yes, there have been several phases and changes in the sp01t of hang gliding, some noticeable and some more on the subliminal side. The people responsible for implementing these changes must have had a whole lot of fun. "The sky's the limit" was probably a popular saying. Battens must have been a real major concept at the time. What was the name of that British glider with no cross bar? Real funky design, from Riggings Anonymous! Being on the "injured reserve" list this past summer, my airtime has been severely 46

limited to tandem begging. So that has left me plenty of time to delve deeply in the depths of the hang gliding archives. Reading books such as Manhirds, The Right Stllff, Manned Kiting and those now-classic Ground Skimmer magazines, has really made me feel like I missed an exciting era in hang gliding. At the ripe age of 33, I first missed the 60's (knowing I would

"Come on guys, enlighten us-the up-and-coming pilots-about the old days. Your stories of trial and error are priceless. Next time you have a plumbing leak or broken lamp reach for that duct tape. It should jar a few memories." have probably made a good hippie). But as exciting as the early 70's were in hang gliding, maybe I'm lucky I missed that too. Gil Dodgen (our illustrious editor and survivor of a mailorder hang glider kit) occasionally reminisces and shares some of his "war stories" of the early clays with me. It seems that the art of continual pounding of one's glider was a staple

in '73. Bamboo, plastic and that ever-universal adhesive, duct tape, sou11ds airworthy to me. Pound! Slam! Whack! But the spirit was there. Pilots were flying seated (what's prone?) and even seated tandem. No helmets, no parachutes, and even no shoes. (Look for photos of the late Bob Wills, of Wills Wing fame, a person I've come to admire a decade and a half too late.) Safety took a back seat for a while, basically clue to, dare I say, blind ignorance. But these pilots had only one thing on their mind-airtime! Yes, looking back it would be easy to criticize that previous hang gliding generation, but all I can do is imagine what it must have been like. I had the right element of crazy in me (easy to say now), just not the right exposure. Sure, if I really wanted to take a flight down nostalgia lane I could go out and buy some oldtimer's Sparrowhawk (I'm sure he'd be glad to sell it to me), but that would be very stupid. I'm thankful that technology and safety have gone hand-in-hand in the continuing development of today's gliders, but I'd like to hear more firsthand accounts from the clays that I missed. I'd like to see some articles from the Bill Bennetts and Willi Mullers out there, reminiscing about clays gone by. Come on guys, enlighten us-the up-anclcoming pilots-about the old clays. Your stories of trial and error are priceless. Next time you have a plumbing leak or broken lamp reach for that duct tape. It should jar a few memories.

Whether she knows it or not, Mara/ys Wills was my inspiration for writing this piece. I found her hook Manbircls to be i11formative, insightful and extremely touching. Thank you Mamlys.•

• Always there when you need them • Warm, comfortable, durable, slide easily across control bar • Instant bare hand dexterity for launch, CB, chute, camera • Quality construction, '!.·in. neoprene, nylon inside and out • Available in red or black S, M, or L only $32.50 dealer inquiries invited

THE Al RWORKS

3900 Van Buren NE Albuquerque, NM 87110 (505)

884-6851

HANG GLIDING

OPTIONAL USHGA MEMBERSHIP BENEFIT FORM THEFT

GLIDER

INSURANCE

COVERAGE PROVISIONS: • Provides actual cash value or $3,500, whichever is the less, including specified accessories and instruments. • NO deductible amount applies. • Policy Term = 1 year from membership renewal date. • Annual Cost = $60.00 POLICY CONDITIONS: • Coverage applies only to the theft of the ENTIRE GLIDER. • No coverage applies if individual parts, instruments or accessories are stolen separately. • Coverage costs are fully earned from the inception date of the policy. Mid term cancellations are not permitted. There are no cost returns after the policy start-up date. • Claims will not be processed unless you obtain and provide, at your own expense, a police report to the company. TEAR ALONG DOTTED LINE:

Retain UPPER portion - forward LOWER portion with your Membership Application and check for total amount due to USHGA, P.O. Box 8300, Colorado Springs, CO 80933

-----------------------------------------

APPLICATION DATA:

THEFT OF GLIDER INSURANCE

Name _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ USHGA # _ _ _ _ __ Address _____________________ Zip __________ Home Phone ( Work Phone ( )- - - - - - - - - - GLIDER: Make _ _ _ _ _ _ _ __ Model Year - - Serial# ________ Date Purchased _______ Cost$ _________ * Sail Color: Leading Edge _ _ _ _ _ Upper Surface Lower Surface____ ACCESSORIES: Altimeter ___ Variometer_ _ _ Harness ___ Flight Deck_ __ Parachute: Hand Ballistic Other: - - - - - - - - - - * Include cost of accessories. AGREEMENT: I understand this insurance will not reimburse me for the theft of accessories unless stolen simultaneously with the entire airframe and sail. I further agree that the cost of this insurance is fully earned and that I am not entitled to a credit in the event I sell or dispose of the identified glider prior to the expiration date of my certificate. However, I may replace my original glider with a different glider during the coverage period so long as a written notice is received by the underwriter prior to a covered loss. I understand that I nmst obtain and forward to the company a legible copy of the pertinent police report, at my own expense, if I were to file a clain1. I also understand and agree that coverage will be in effect on the first day of the month follo;.,ving approval of the application by the underwriter.

NOTE: A photocopy of this application shall be as valid as the original.

Signature _______________~ Date _ _ _ _ _ __ (See reverse side for Participants Accident Insurance Application)

OPTIONAL USHGA MEMBERSHIP BENEFIT FORM PARTICIPANTS

ACCIDENT

INSURANCE

COVERAGE PROVISIONS:

• 24 hour /365 day coverage, not just while you are flying. • Payment of $10,000 to your beneficiary in the event of your accidental death. • Benefit payment of $2,000 to you in the event of the accidental loss of a foot, hand or the sight of one eye. • Benefit payment of $5,000 to you in the event of the accidental loss of both feet, hands or the sight of both eyes. • Policy Term= 1 year from Membership renewal date. • Annual Cost= $48.00

TEAR ALONG DOTTED LINE:

Retain UPPER portion - forward LOWER portion with your Membership Application and check for total amount due to USHGA, P.O. Box 8300, Colorado Springs, CO 80933

----------------------------------------APPLICATION DATA: Name Address

PARTICIPANTS ACCIDENT INSURANCE Date of Birth - - - - - - - - Zip _ _ _ _ _ _ __

USHGA Rating _ _ _ _ __ Phone: Horne - - - - - - - Work - - - - - - - BENEFICIARY:

Primary _ _ _ _ _ _ _ _ _ _ _ Relationship _ _ _ _ _ _ __ Secondary _ _ _ _ _ _ _ _ _ _ _ Relationship _ _ _ _ _ _ __

AGREEMENT: I understand and agree that coverage will be effective on the first day of the month following approval of the application by the underwriter.

NOTE: A photocopy of this application shall be as valid as the original.

Signature _ _ _ _ _ _ _ _ _ _ _ _ _ _ Date _ _ _ _ _ __

(See reverse side for Theft of Glider Insurance Application)

During my travels this year I met more pilots L1sing FM than ever, some on two-meter, most on the USHGA band. Several users had difficulties with this new fo1m of communication, and that was the inspiration for this article. I plan to cover pilot/glider antenna options, Voice Operated Transmit or Push To Talk systems, backup battery ideas, speakermic or headsets and anything else I can come up with.

ANTENNAS FOR THE PILOT Remember those CB clays? The antenna never seemed to work quite right or the trailing wire would snag as you were well into a launch nm. Well, FM'ers can look back and laugh. The compact size of these new rigs makes them ideal, however the condensed signal requires some setup guidelines. For Rubber Duck (or cluck) users, the standard cluck can be compared to a speaker; the closer an object is to the sound path, the more the sound is blocked. For this reason your duck needs to be oriented 90 degrees from your body or clowntube. A Sllitable cure is to go to your local Radio Shack and purchase a BNC elbow. At the Nats this summer some pilots reported "night and day" reception differences using these. Adding a BNC can increase the chances of losing the duck, so I suggest some kind of safety line. A second possibility is the "in the harness" type. I've seen a harness with the BNC and co-axial mounted right in the back near the suspension line. Here, a long cluck can provide great performance. My High Energy pod has a zipper compartment above and below the chute. The top one is for my FM. Between my chute and inner harness fabric I routed a thin co-ax from the FM to the underside of the bridle where it leaves the chute container. Here I have a BNC female connector to plug my antenna into. This starts at my hip and runs between the chute bridle and the harness suspension line (illustration 2). Be EXTRA careful to not interfere with the operation of the chute bridles or deployment function. The SWR is tested while

hanging in the harness to check the effects of the body (may not be necessary to test the SWR). The results I've had air-to-air have been in excess of 175 miles and I use LOW power (about l/10 watt). The antenna is by AEA, shown in illustration 2. Another harness antenna idea is the co-ax dipole, probably the lowest-cost way to go. Some pilots may already have the materials. To build one refer to illustration I. You will need a piece of RG-58 co-ax (the multi-strand center conductor is prefen-ed) 36+ inches long,

clown toward the remaining plastic to get a bit of slack. Now get a pencil or small phil1ips screwdriver and work open the shield to expose the center where the outer plastic meets the exposed shield. Now bend the co-ax at this location and pull out the center conductor. Now it looks like a 'T'. The shield can now be stretched to max length and trimmed to the same length as the center conductor (i.e., 19 inches). Now if you have access to shrink tubing you can coat the shield for a clean installation. A second alternative is to get a wire 19 inches long and cut the shield 1/2 inch above the plastic coating and attach the wire there (illustration 1).

If that's not enough there's an antenna put out by a company called AEA known as the "Hot Rod." This is a two-meter, 1/2 wave, base-loaded telescopic antenna, designed to go on top of the Hand-held Transceiver or HT. ( AEA is not the only company that makes this type of antenna, I'm just using this as the example). This antenna can also work with the USHGA radios by sliding in the tip an inch or two. The beauty of this rod is the matching network at the bottom. This allows 1/2 wave to be used and supply a 1.1: I match. The result is a lot of signal area at a good match to the transmitter. CAUTION: THIS NEXT SECTION MAY CAUSE HEADACHES! Okay, so what does all this 1/4-, 1/2- and 5/8-wave stuff mean? Well, do you remember the beginning of The Outer Limits? There was an old oscilloscope wave-form controlling the vertical and the horizontal. This wave-fmm is measured in cycles per second (CPS). Two meters starts at 144 million CPS or 144 MHz. One cycle is one wave length. A two-meter signal refers to the length of the wave in meters. Now stay with me. The SWR is basically the measurement taken to find out if the radio's output frequency matches the antenna length. A 1/4-wave antenna with a 1/4-wave ground, like the co-ax dipole antenna, is naturally matched to the transmitter. This happens to be 50 ohms (not the kind you can measure with a ohm meter,

Improvement Possibilities

JANUARY

1991

by Russ Douglas

with a male BNC connector on ONE encl. The assembly is easy. Attach the male BNC to your radio on your harness. Route the co-ax to the desired path, making sure the antenna ends one or more inches below the biner. The SWR tests have shown primo results across the entire operating frequency range, provided the antenna is two or more inches away from my body. If you have an Equalizer or metallic framing, the same two inches applies. Next, strip back the plastic covering over the shield mesh on the co-ax. (This is from the biner, down.) Measure 19 inches for two meters, 18.5 inches for USHGA, and 18.5 inches for both bands. So now you have a piece of coax with the shield exposed. Push the shield

VHF Dipole- Possible installation

Illustration 1. Assembly Views

Center Conductor (Run up the suspension line)

19"

Shield

~ Plastic Ending (Run along the harness)

19"-

I Shield Schematic

19" Center

Any length RG-58

BNC

Lower Storage Shield

Chute

19" NOTE: Radio locations can also include shoulder strap. Co-ax shown for upper and side locations. Co-ax route not critical. Shield secured by thread show by x's. For fin-pod, use any functional installation.

-BNCMale

but the kind radios react to--reactance). A 1/2wave antenna, with a matching network, provides 50 ohms to the radio. The difference between the two is that a signal on a 1/2-wave is going over twice the area. This gives the 1/2wave antenna a perfo1mance advantage over the 1/4-wave. But more area does not mean a full-wave antenna is best. Antenna design is a kind of magic that requires reading a few books to really understand, however it is something like hang glider design; the best design maximizes performance for the input one gives it. (Hooking a walkman to a concert speaker system won't buy you anything.) The full-wave ends up taking up too much signal to be effective. The previously mentioned antennas are all anyone needs to put on a glider. The 5/8-wave is still better than the 1/2wave, but requires similar balance/matching hassles. The 5/8 is typically used on autos, base setups and on gliders with well-constructed mountings. If glider-mounted antennas are your thing, the rear keel, nose plate and kingpost can

be considered. The drawbacks are: co-ax routes, possible loss of power with connections, and mounting hassles. The good part is that a properly-mounted 5/8-wave antenna can provide a 3 DB gain over a 1/4-wave antenna design.

During my travels this year I met more pilots using FM than ever, most on the USHGA band. Several users had difficulties with this new form of communication and that was the inspiration for this article. 11

This can equate to IO times the range provided by a duck (even more for a stubby duck)! Other advantages are obvious when out-landings occur. Without an external antenna the cluck has difficulty transmitting more than two or

three miles, and less in forested areas. The bottom line is that a 5/8-wave will cause the signal to be "more focused" in the best possible omni direction. The 1/4-wave is more focused than a duck (like a flashlight as compared to a table lamp), and the 1/2-wave and 5/8-wave get a better signal focus still. I use the AEA 1/2-wave "Hot Rod" due to the stable match it has. (The "gain" of an antenna is measured in DB or decibels. The typical gain of the 5/8 is 3 DB, the 1/2 is about 2 DB, 1/4 is unity and the duck can be considered a loss.) Why all the importance placed on this? The better the SWR, the less the radio works at getting the signal out, and the longer the battery life. I'll wrap this up with a caution about installing an antenna near a vario. These days a vario will most likely be RF shielded, however if your radio wigs-out your vario, your antenna should be as far away as possible. continues ...

HANG GLIDING

The 1991 USHGA

Hang Gliding Calendar

---------------------------------------------Please rush me _ _ _ 1991 USHGA Hang Gliding Calendar(s) at $9.95 each. Shipping Charges Quantity Shipping 1-3 $3.00 4-6 $4.50 7-9 $5.50 10 $6.50 Shipped by first class or UPS - Canada & Mexico add $.75 per calendar International surface add $1.50 per calendar - International air add $5.00 per calendar

Calendar Subtotal- - - - - - Colorado residents add 6.5 % sales tax- - - - - - Shipping_ _ _ __ Total Enclosed (Make checks payable to USHGA) _ _ _ __ NAME~~~~~~~~~~~~~~~~~

ADDRESS~~~~~~~~~~~~~--~

CITY _ _ _ _ _ _ _ STATE_ _ _ _ZIP_ __

Mail to: USHGA, P.O. Box 8300, Colorado Springs, CO 80933 (719) 632-8300

Illustration 2. AEA Hot Rod Use

Possible installation Minimum 1.5" -

Telecopic Antenna

Antenna endT

Cut shrink

#10-32 threaded stud ~ after antenna is unscrewed

- - - Coil Section/ Matching Network

Antenna/co-ax between chute - - - • , bridle & suspension strap

Antenna AEA Hot Rod coil Female BNC and co-ax-

Schematic - AEA Hot Rod

I - 32.25" --1

~ For construction details see illustration 4.

CHASE VEHICLE ANTENNAS Most of the chase equipment cost includes the HT (hand-held transceiver), antenna system, maybe a 25-50 watt amplifier and an external power source. For business radios, there is a company that sells an HT holder that amplifies and supplies power through the cigarette lighter. Maxon comes to mind, but business users can validate this. Amplifiers to consider may be found at HAM swaps or at most ham radio shops for $70 to $90. These little amps will pump out about 30 watts, and that's enough to do the job. The other day someone approached me with an interesting antenna question. Could a CB antenna be converted to a VHF antenna? I thought about it a while and realized, why not! The antenna he had was called a Blue Max. This mag-mount, base-loaded CB antenna looked a little longer than my truck's 5/8 antenna, so we pulled out the hacksaw and began an experiment. We cut the plastic PVC-type coil cover lengthwise, 180 degrees apart, and 52

NOTES: With telescopic section removed, tape or velcro can hold coil and wire in place. Wire should be as flexible as desired. Length is the same as extended telescopic section. Store telescopic for out-landings. I've used alligator clip for wire to stud contact.

separated the two halves. Then we grabbed the jumbo-tron soldering iron, unsoldering the coil at one end. As shown in illustration 3, the star section shows a coil with a center tap. This means the shield and center are shorted. This is still another matching system (it won't work for our needs), so we removed the coil below the center tap. The antenna without the center tap had a capacitor hidden in the mag section. By simply clipping the cap off the co-ax center, the coil is ready for rewinding to five turns. You may want to start off with six turns and test the SWR before going to five. If a picture is worth a thousand words the sketch should get you started (see illustration 3). After making three of these I began to realize the potential for chase vehicle communication improvements. Frustration may be converted into satisfaction by a good antenna. Some radio shops will let you test drive an antenna before you buy to verify that it is appropriate for your needs. It would be helpful

to get someone who'll SWR your system. As previously mentioned, 5/8-wave antennas require a good 90° ground plane before one can begin to tune them accurately. This brings me to mounting location suggestions. I have tried several mounting spots and have found three that serve well. The encl of the hood near the dashboard works just like a trunk lip. The spot adjacent to the stereo antenna will allow gliders to be loaded or unloaded with minimal effect on the SWR while driving. Another spot is off the glider rack itself. I have seen some very clean antenna mounts welded right to the rack. This type of mount should include a spring on the antenna or a fold-over setup for loading and unloading gliders. The last option is a glass-mount type antenna. This should be used when all other systems just won't do.

VOICE-ACTIVATED SYSTEMS VOX. Some pilots get a bad feeling when they hear that word. It reminds them of that scratchy HANG GLIDING

Ill

Something for

long wi

Whip Spring

Coil housing washor Coil housing

Soldor points

Inside view a!ter modifyin_g

insido

Magnetic Base (ground)

Threaded inside

Tools needed· tap" if a cacoil sketch; coil tap.

Dremmil tol or equivalont Steel Cutters. Soldering gun and flux-core solder. Hack saw. Pliers and needle nose. St1rink tubing, 1" diameter to 1.3".

day when srnrn,onc's vario or nasal blast was the cause of constant transmission. Most of lhe pilots in my area use VOX for the purpose it was intended. Getting the hugs worked out was a battle, hut now the airwaves arc clean. J\11 easy fix is to install a I 0,000- to 15,000-ohm resistor in series with the rnic center conductor lead, up nexl to the headset. Another option is to get a 20,000 ohm trim-pol and install it in a box wilh plugs lined up with the headset plug. This way you can he sure of your adjusted value of resistance before install l have round l 0,000 ohms lo be; a good slart. To lest the sensitivily, place the boom mic above your helmel ancl simulate a voice level as though speaking to a launch assistant. The sec· ond test is lo drive clown the strcel in no wind. Get the vehicle up to 40 mph and stick the boom mic out the window. ff that the VOX then so will a dive out of' cloud suck. J\s far as added foam on the mic goes, it only helps with wind. Tile mic may still be too sensitive lo sounds like; vario beeps.

1991

Assembly: 1) Cut hole in mag base. pacitor connecting to co-ax center Hack saw off 2 sidc::is of "PVC" coil from each. 3) Unsolder top of coil and 5 turns, then scrape off varnish coating solder point 4) Trim steel rod to 46", top to tip. Install shrink wrap. Tune up!

Summit Magic Inc. 2765 Bechelli Lane Redding , CA 96002 (916) 221-1192 or 222-4712

Illustration 4. Base FED Antenna Design for 2 Meters AB

by Wayne Ashby

I I I I I I I

I I

DIMENSIONS: A,8=1/4 A,F=2-1/8 B,F=2 B,K=3-1/2 C,0=~3/8 C,E=3/4 C,H=~i-15/16

F GH

(1)

D,E=3/8 D,J=2 E,G=1 G,H=3/16 E,J=5/8 l,J=1/4 l,L=34-1/4 USHGA=33.75

I I I I I

I I I I

' ' I

I I I

I I I I I

I I

I I I I I I I

(2)

Exploded View (3)

NOTES: 1) Stiff heat shrink tubing. 2) 6 turns, 20 AWG bare bus wire. 3) 3/8 diameter plastic dowel drilled with 5/32 hole. 4) Flexible wire. i/8 diameter co-ax shield soldered to brass rod or use any flexible insulated wire. 5) 5/32 OD brass rod. 6) 18 AWG insulated strand wire covered with thin heat shrink for snug sliding fit. Remove some strands from stripped end to make it fit into the BNC connector pin before soldering. 7) Female BNC connector. ASSEMBLY & TUNING: Assemble (2) through (7). Solder coil ends at BNC ground and brass rod. Check SWR (away from any objects that could cause reflections). Fine tune by sliding assembled parts (2) through (5) over capacitor stub (6). Super glue assembled parts to prevent moving. Then cover the whole assembly with stiff heat shrink tubing.

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PUSH-TO-TALK PTI transmit systems work very well, however most pilots are flying with harnessmounted radios. Engineering a functional system is the key here. A speaker-mic works well but the front of the mic should be covered to reduce wind noise. I know of a few dudes in Arizona that have PTI systems installed in the foot area of their pods. (This wouldn't work for me because I push with my feet in healthy turbulence, but I like the concept.) RESERVE BATTERIES Here is an area in which the old CB days will help out. I use a Radio Shack AA battery holder that holds eight cells. I plug it into the bottom of my radio's nicad pack which allows external power to be used. That's okay for me, but what about those packs that don't have that option? Most radio shops should be able point you in the right direction.

JANUARY 1991

I I

I l

I I

CAUTIONS In Southern Montana last summer I was talking with a pilot and his support person. They were not to happy with the business rig they had just bought. Installing my test equipment, I found both the antenna and the radio to be okay. The booster/holder that the radio plugged into was the problem. What had happened was that the BNC had the center pin pushed back inside from the booster, and it did not make a connection. I was on my way home that day and I could still here the support person over IO miles away, through hills! So always check things out visually. Another caution is about the Yaesu Ff411. Although this is a feature-packed radio, it seems to receive a bit too well for hang gliding. A flying associate of mine was over Kansas, in the middle of nowhere, and he was picking up garbage that kept him from hearing the chase crew at times. My troubles with this radio were the same. This problem gets worse when flying near TV and radio transmitters. The radio works

very well, if you can live with the added distractions. The last caution is about the Larson glassmounted antenna. Two friends of mine were continually complaining about performance troubles. Some comparisons have led me to believe that this antenna may be no better than a rubber duck mounted on the roof of the car. This antenna costs over $70. One of the abovementioned pilots has purchased a 5/8 mag mount, at half the price, and has experienced a sensational perfmmance improvement. I'd like to mention an antenna by Hustler, the FX-2, a 5/8-wave mag mount with 3.4 DB gain in the $25 range. Also, for those who have a l 02-inch whip mount on their vehicle, Hustler makes a 7' I "-long antenna, the CGT-144, that claims a booming 5.2 DB gain! It sells for $47 or so. Remember, the gain of an antenna applies to receive as well as transmit range. • See Jim Zeiset's /el/er to the editor in the December issue, "Antenna Hints." Russ Douglas may be reached at (408) 764-8822. 55

CLASSIFIEDS 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 Rogallos, sails badly tom or tom 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 school. ROGALLOS AIR-ZONE-A - Towsters have the new Phoenix Soft Release and a Pagen glider dispenser. Just bring your harness. Jeff Reynolds (602) 482-9723. AXIS 15 - With extra pair of faired down tu bes, speed bar and lower flying wires. Less than 20 hours air time, $2,200. Ball vario with air speed indicator and total energy probe, $550. Black spaghetti harness, size large with parachute. Parachute repacked 3-90, $550. All equipment taken care of and in excellent condition. (708) 639-0647 AXIS 15 - Full race, low airtime. excellent condition $1,450. (412) 898-3219. COMET C-l 165 - Spectrum cloth, excellent condition, $650. Mike Johnson (818) 338-1222. COMET 185 - Low time, overhauled, $650. Raven 229, overhauled, all new wires, $575. (801) 254-9063. DELTA WING EXCEL 180 - Very good condition, Airstream harness and chute, Roberts vario, $2,000.00. Must sell! Steve Christie (619) 480-9098. DREAM 145 - Very low hours, very good condition, $1,000. Kim (619) 729-9504 (CA). DREAM 165 - Purple, lime, white, never used $1,150. (315) 724-4400.

HP AT 158 -

$2,650. (219) 845-2856.

HP II - Full race, blue/white, extra batten, flies great, $1,500. Vision MK IV 17, $1,400. Paul, evenings at (714) 676-4425. HP II - New blue L.E., magenta undersurface, low hours, superb handling, sail in excellent shape, will split shipping, $1,200 OBO. (702) 345-0612 HP II - 1989, full rce, beautiful custom inlaid sail, excellent condition, low hours. $1,500 OBO (505) 293-5165. HP JI - Sail/frame in very good condition. $850 OBO. (602) 893-6147. HP II- Full race, all white with speedbar, lots of hours, but well maintained, $1,000 OBO. (818) 336-1553. B. Asher. LIGHT DREAM 165 - Blue L.E., rainbow, white T.E. Like new JO hours $1,200. (805) 653-5781 Jordy. LIGHT DREAM 165 - Like new, 20 hours, designer colors, $1,450. Reuven (818) 347 -8266. MAGIC FORMULA - 1990, low time, mint condition, custom sail, Ball 652, new High Energy cocoon, harness, large-med., New 24-Hanbury chute. $2,400. (907) 456-5520 days.

SENSOR B - 1987, 3/4 race, "C" upgrade, new wires, good condition, $1,000. (602) 274-5103 eves. SENSOR 510 B VG - Full race, great sliape, $1,300. Jim Lee fiberglass pod, $300. Joe (215) 967-6690. SENSOR 510 B VG FR - Faired, all white, plus extra tubing, $1,100, will ship. (808) 878-1271. SENSOR 510 C FR - Two, each factory pilot owned, with optional #8 ribs, spanwise split lower, Hi-vis colors, pigtail wire compensator, big tail fin, low hours, excellent condition, will ship, must sacrifice, $2,150. Bill (603) 672-6629. SENSORS IO C-Full race, 120 hours, excellent condition. $1,900. OBO Chris (415) 531-2261. SENSOR 5 JO C - with pigtail and FR sail. Excellent condition, must sell, $1,200. (603) 529-20!0 SENSOR 5 JO C+ - 1989, 20 flights, full race, big fin, pigtail, pads, $2,500. (615) 949-2301 (TN). SENSOR 510 E - Very clean, sharp colors, $2,850. Steve (803) 292-8270 (SC). SOUTHERN CALIFORNIA USED GLIDER REFERRAL- BUY-SELL-CONSIGN, ALL MAKES, MODELS. CALL TODAY (619) 450-1894 OR (619) 450-9008.

MAGIC IV 133 - Short control bar, VG, Scorpio pod harness, Bell helmet with "bungie" head support. Perfect XC set-up for micro-pilot.$ l ,1500. (206) 888-3856 Seattle.

SPORT 167 EURO - Light tubing, light cloth, light handling, excellent condition. $1,600. (602) 581-9613.

MAGIC IV 166- New side wires, clean glider, JOO hours, $999. (907) 688-6080.

SPORT 167 EURO - or new AT $1,200 or $2,500. Mike (214)-475-4320 (TX) after 5:00 p.m.

MAGIC IV 177 -Sixty hours, $900. (317) 758-9239.

SPORT 167 EURO- Red/yellow/blue, 130 hours $1,100. (415) 649-8111.

MAGIC KISS - Awesome performance, light handling, great condition, $1,750 OBO will ship. Call Hang Flight Systems, (714) 542-7444.

SPORT 180-Full race. Clean, flown in Montana 70 hours. Wasatch wing cocoon, 6' with chute. Make offer. (406) 2521421 or (406) 652-1648.

MAGIC KISS - Two, late 1989 and 1990, $2,400 OBO. These gliders are in great shape and won't stick around. Call now for details, (619) 450-9008.

STREAK 160 - Low air time, like new, harness, parachute, Colver vario. All $1,200. (714) 974-5981.

DREAM 165 - 1989, great condition, $1,200. Sport 167, $1,100. Duck 180, $600. Call in trades/offers! (916) 9382061.

MAGIC KISS - $1,995 OBO. Blue with rainbow undersurface. (714) 654-8559.

UP Cl 185 - White, speed bar, extra base and down tubes, VGC, flies great, $500. (719) 687-1280.

DREAM 220-Excellent condition, only 15 flights (6 hrs.), $1,200. Mark (719) 528-8944 (eves), (719) 590-5359 (days).

MAGIC KISS 1990 -$2,000. Low hours. Call (616) 4694322, eves.

VISION ECLIPSE 14 (134)- Good condition, extra down tubes. Great for the smaller pilot, $950. Caldera Air Sports, Robin, (619) 934-2125.

DUCK 130 - Excellent condition, low air time, beauty. Best performing 130. $650 OBO. Donnita (619) 438-7804.

MOYES METEOR 190-Red/white, $500 OBO. Cloudbase spaghetti harness, with chute container, $75. (713) 2809005.

ENTERPRISE WINGS - Two 1990 Aeros, entry level intem1ediate, double surface, excellent, low hours, $1,400. (707) 644-4000 X500, (707) 552-8883.

MOYES XS - Happy New Year. Glide contest winner twice. Make reasonable offer. Call to demo. (209) 333-2575 or (209) 368-9665.

VISION VM 18 - 1984 in good condition, new flying wires, excellent trainer $475. Randy (805) 529-7221 Eves. VISION ECLIPSE 19 $995. (415) 487-3424.

Blue L.E. and spectrum colors.

FORMULA FX - New condition, excellent all around performer, $2,499. Oxygen system, commercial quality, $150. Also Sport European, $1,199. (714) 492-8192.

MOYES XS 155 - 1990, beautiful sail, excellent condition, $2,600. (616) 465-6594.

FORMULA 154 - Demo, like new, low air time, flies great, will ship, $2,300. (703) 533-1965.

MOYES XS 155 - Fifty hours, clean, Pacific blue/dark blue/white, $2,200 OBO. (415) 665-1520.

GTR I 62 WB - Full race option, red with steel gray L.E. Low hours, excellent condition. $1,975. Gary (615) 4532158.

MYSTIC LITE 177 -Never flown, new Airstream harness and parachute, $3,000. Steve Christie (619) 480-9098.

VISION MK JV 17 - Excellent condition, never crashed, hardly used. Harness, never used, truck racks, $2,000 for all, or make offer separately. (404) 487-3417.

MYSTIC 166- VG Full race. Many hours, good condition. Recent inspection, $400. (818) 366-8996.

VISION MK IV 17 - Two to choose from: Blue - $1,300. Orange - $1,600. (619) 450-9008.

GEMINI 164- Green L.E., spectrum midcamber and neon green trailing edge. Like new! Frank, eves, (804) 295-2585 HARRIER 177 797-1643.

Recent!)• inspected. New wires. (818)

VISION ECLIPSE 19 -Custom sail. Good condition. Bill, days (415) 978-3062. Eves (415) 346-7858. $1,000. VISION 20 - Excellent shape, low hours, $900. (509) 6273624.

NEW GLIDERS - Best Prices! Pacific Airwave, Wills Wings, Seed wings, Delta. Silver Wings (703) 533-3244.

-------~

HANG GLIDJNG

CLASSIFIEDS VISION MK IV 17 - Great condition. Blue trilam L.E., blue tmdersurface, $1,500. (6 l 9) 45 l-3970. VISION MKIV 17 and l9-3DCG, camera zippers, trilarn L.E. $2,235 ea. Test flown only, shipped anywhere. (303) 750-3226. WILLS WING- Sport 180, brand new, magenta, new blue and F. yellow L.E. Only 2 test flights, $ l, l 95. Harness, Wills Wing Zipperman II with parachute, $500. (50 l) 68 l5656 or (501) 851-7039 eves. and wknds. COLORADO HANG GLIDING (303) 278-9566 Region !V's oldest, largest, full time shop, 35 new and used gliders: $350-$3, 100 Too many to list. All insp. tested, with new hang straps and glider bag. Shipped anywhere. MC/VISA/AMEX/DISCOVER accepted. 100% satisfaction guaranteed on gliders. Heavy duty glider bags .. D.O.T. helmets ........ . Steel biners (2 min.) . Paragliders (demos) NAS vario/Alt ..... . Varios (demos, all brands) ...

.. $74 .... $50-$129 ........... $!4.80 .......... $900-$2,000 .. $388 ... $75-$500

On staff FAA cert. master parachute rigger. Never used chutes.... ...... $265 New NAS PDA chutes ....................... $388 All repacked/inspec. w/new bridle and deployment bag. Dozens in stock. 100% satisfaction guaranteed on parachutes.

GOLDEN WINGS l l 03 Washington A venue, Golden, CO 8040 l (303) 278-7181 Vision MK-[V 17, 19 Demos (like new) $1,900-$2,050 Vision 19 (used) (Exel Cond) ............. $1,800 Sport 167 Euro Demo (Exel Cond) .... $2,300 . ....... $2,000 Sport Amer. 167 ()0 hrs).. . . .... $2,800 HP AT, Demo .. .. Several other good used gliders ........ $450 - $ l ,000

\Ve have instruments and parachutes in stock.

(619) 450-9008.

ALABAMA LMFP - Two hours from Birmingham (see our ad under Tennessee.) (404) 398-3541. ARIZONA ARIZONA WINDSPORTS-Largest hang gliding center

WANTED WANTED - DREAM 220 and/or DREAM 240, may require photograph of glider. (415) 487-3424. Ask for Rudy. WANTED -MOYES MISSION 210, Jeff or Vicki. (503) 862-2922. WANTED- Used hang gliding equipment. Gliders, instruments, harnesses and parachutes. Airtime of San Francisco, 3620 Wawona, San Francisco, CA 94116. (415) SKY-1177 .

in the Southwest. Lessons utilizing the world's firsr man-

made trainer hill. All our sites face every wind direction. Highest percent of t1yable student days in America. Dealer for Pacific Airwave, Wills Wing, High Energy, Ball and Seagull classic parts. 1327 E. Bell De Mar Dr., Tempe, AZ 85283 (602) 897-7121. DESERT HANG GLIDERS - USHGA Certified School. Supine specialists. 4319 W. Larkspur, Glendale, AZ 85304. (602) 439-0789, 938-9550. ARKANSAS

RIGID WINGS CATTO AIRCRAFT 15 CA - can be motorized, been in storage, needs recovering, $500. (7 l 9) 687-1280. FLEDGE Ill -Six hours T.T., $1,500. (707) 443-2018. ODYSSEY - Foot launched sailplane. 16-1 glide ratio. lO minute set-up. Excellent condition. Includes transport box. $3,500. Dudley Mead. (415) 775-9560. PARAGLIDERS

THE HANG GLIDING CENTER .. New Magic Formula, in stock ....... New Magic K2 145 ........ Magic Kiss, like new . .......... $2,500 167 Sport AT.. . ....... $2,700 HP AT, in stock . ... ........................ New . S900 Magic Ill 166, great glider. ...... New Vision MK IV 17/19, in stock ..$1,200 Vision MK JV 17/19, used.... . .... $425 Equalizers, used s/m .. 4206-K Sorrento Valley Blvd., San Diego, CA 9212 l.

SCHOOLS AND DEALERS

CONDOR SPII - with harness, backpack, reserve, wind indicator, $1,500 or $1,300 without reserve. (415) 4873424. EXCALIBURs, EDELs, UPs - Instruction, all equipment, Southern California and European tours. (714) 654-8559. ULTRALIGHTS SOARMASTER - Trike unit, less wing. Excellent condition, strobe light included, 22 HP twin, $850. firm. (207) 846-6028.

*Specia1 travel incentives on some glider purchases.

SAIL WINGS HANG GLIDING - Full-time lessons, sales, service. Pacific Airwave, CG 1000. New, used, rental equipment. P.O. Box 321, Atkins, Arkansas 72823. (501) 227-4920. Haney's Point (501) 641-1902. We PROMOTE the sport! CALIFORNIA ACTION SOARING CENTER - In Lodi near Stockton. Personalized USHGA certified instruction, sales and service. Emphasis on special skills and techniques, T.O. and L. Call to demo XS, EZ, WB. Ask about row clinic. [689 Armstrong Road, Lodi, CA 95242 (209) 368-9665. AIRTIME OF SAN FRANCISCO - Hang Gliding & Paragliding. USHGA & APA Certified Instruction, Sales, Service, Rental. - Pac. Air, UP, Wills, Sensor, High Energy, Mantis, Second Chantz, B.R.S.///Pro Design, Apco Hilite, I.T.V., Edel, Skywalker and MORE! Large selection of 2nd hand gear(buy & sell). Next to Fort Funston. 3620 Wawona, San Francisco, CA 94116. (415) SKY-1177. AIRTIME UNLIMITED-SOUTHLAND HANG GLIDING SCHOOL - Pacific Airwave gliders in stock. Tandem instruction, ATOL towing. We need your used glider tradeins. c/o David Engel, 12120 Severn Way, Riverside, CA 92503 (714) 589-0109.

r--------------------------------------, I USHGA CLASSIFIED ADVERTISING ORDER FORM

40 cents per word, $4.00 minimum. Boldface or caps $.95 per word. (Does not include first few words which are automatically caps.) Special layouts or tabs $22 per column inch. (phone numbers-2 words, P.O. Box-1 word) photos-$25.00 line art logos-$15.00 Deadline-20th of the month, six weeks before the cover date of the issue in which you want your ad to appear (i.e., June 20 for the 1 August issue). Prepayment required unless account established. Please enter my classified ad as follows:

I l I I

I I I I I Number of words: I Number of words:

Section (please circle) Rogallos Emergency Chutes Parts & Accessories

Business & Employment Miscellaneous

Publications & Organizations

Begin with 19_ _ issue and run for consecutive issue(s). My check 0, money order a, is enclosed in the amount of $ NAME: ADDRESS:

@ .40 =

@ .95 =

Schools and Dealers Ultralights Rigid Wings

PHONE:

I I I I I I I

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L::b:. ~Months: _ _ _ _ USHG~.O. Bo~300, Colorado Spring~C~8093~719) 632-8300 _ _ _ _ _ _ _ _ _ _J JANUARY 1991

CLASSIFIEDS CHANDELLE SAN FRANCISCO, INC. Since 1973, complete hang gliding and paragliding sales service and instrnction. Dealers for Wills Wing, Pacific Airwave, Delta Wing, Seedwings, UP, High energy, CenterofGravity, Ball, BRS, Second Chantz, ITV, Firebird, Edel and more'. Northern California's most complete repair facility, including 7th class rigger's machine. New and used equipment, spare parts, and demos. Complete training, including introductory lessons, packages, clinics, ground school and tandem. Five minutes from Ft. Funston. 488 Manor Plaza, Pacifica, CA 94044. (415) 359-6800. COMPACT WINGS PARAGLIDING - Instruction, sales, service, Southern California and European tours, at Soboba (best site in S. Cal.) (714) 654-8559. HANG FLIGHT SYSTEMS - DIRECTLY across the street from WILLS WING. DEMOS and rentals available to qualified pilots. HP-AT small, medium & large SportAT's, Kiss, Mark IV, Genesis, Dreams and Axis. FLY 'EM ALL and decide what you like. We sell and service all major brands of gliders and accessories. USHGA certified XC clinics and training program. 1202 E. Walnut, Unit M, Santa Ana, CA 92701 (714) 542-7444 Near Disneyland. HANG GLIDER EMPORIUM - The best training hill in the west is in Santa Barbara, a hang gliding VACATION PARADISE. High quality PERSONALIZED instrnction focusing on the skills that most affect your SAFETY. Call for vacation info and glider inventory. Tues.-Fri. 10-5, Sat. 10-4. 613 N. Milpas, Santa Barbara, California 93103 (805) 965-3733.

SILENT FLIGHT - Fly all winter\ Towing year 'round. Demo Axis/Comets. Full service school/dealership. (916) 938-2061.

FLORIDA

TORREY FLIGHT PARK, INC. - At the launch of the world famous Torrey Pines Glider Port, one of San Diego's highlights! Unmatched convenience for pilots and spectators. Refreshments and souvenirs at the Cliftlianger Cafe. Certified Training program featuring tandem soaring lessons. New, used, rental and demo equipment by Delta Wing and UP. 2800 Torrey Pines Scenic Drive, La Jolla, CA 92037 (619) 452-3202. TRUE FLIGHT CONCEPTS - USHGA Certified Instrnction, Sales & Service. Become a better pilot in less time with our small personalized classes & tandem instrnction. Our head instrnctor has over 12 years teaching experience. Only minutes from our local Kagel Mountain flying site. 13185 Gladstone Ave., Sylmar, CA 91342. (818) 367-6050. WINDGYPSY - USHGA Certified school specializing in personalized tandem flight training. Full service sales & repair facility in Lake Elsinore - call for site info. Wide range of new & used gliders & flight accessories in stock. Mexico Hang Gliding Tours. Paul Burns, 3304] Walls St., Lake Elsinore, CA 92330 Phone (714) 678-5418; FAX (7 l4) 678-5425. WINDSPORTS SOARING CENTER - Los Angeles' largest and most complete school since l974. We specialize in personalized tandem instruction, sales and repair. Spend your winter vacation flying with us! 16145 Victory Blvd., Van Nuys, CA 91406 (818) 988-0111. "Professionals You Can Trust!" COLORADO COLORADO HANG GLIDING/PARAGLIDING USHGA School. All brands, rentals, towing. Open full time since 1972. (303) 278-9566.

i,'u"·l n ,'el ft. 1;o 'iJ LI J\J u u

'. lJ....') 1J\J .ii ':Ji,.;,,, -..,, -1 J- -- fl ,- 'l -rl ", · '2J :.::'J c;;i. ::!J ~ d~ '8 In<. 'J~.

MJAMI HANG GLIDING, INC. - has the most advanced training program known to hang gliding today. Certified instructors specialized in personalized tandem flight training. Full service and sales of parts for all gliders, makes and models. For more information call (305) 667-2392 or (305) 962-6968. ORLANDO - Solo in one hour. Paraplane (powered parachute). Flights on large private airfield. (407) 351-4510. LOOKOUT MOUNTAIN FLIGHT PARK Tennessee. (404) 398-354l.

See ad under

GEORGIA LOOKOUT MOUNTAIN FLIGHT PARK under Tennessee. (404) 398-354 l.

See our ad

IDAHO TREASURE VALLEY HANG GLIDING - USHGA CF!, service/sales, Pacific Airwave, UP, American Windwright, La Mouette, 11716 Fairview, Boise, ID 83704. (208) 3767914. ILLINOIS

COLORADO WIND PARK - "Come up for Air!" Sales, service, complete instruction on our 500-foot, 360-degree training hill. $JO/day lodging. Dealing all brands. 5526 S. Pitkin Ct., Aurora, CO 80015, (303) 762-6505 or (303) 6806443.

HIGH ADVENTURE-Full service facility located on site at Southern California's famous mile high mountains, Crestline. From sand hill to XC thermal flying, our 20 tandem accelerated training program is quick and thorough. lnstrnctor Rob McKenzie. Dozens of new and used gliders for sale or rent. Other services include, weather information, mountain shuttle, towing seminars, XC trips, repairs, ratings. (714) 883-8488. THE HANG GLIDING CENTER - Located in beautiful San Diego. USHGA instruction, equipment rentals, local flying tours. Spend your winter vacation flying with us. We proudly offer Wills Wing, Pacific Airwave, High Energy, Ball and we need your used equipment. 4206-K Sorn:nlU Valley Blvd., San Diego, CA 92121 (619) 450-9008. MISSION SOARING CENTER - Serving the flying community since 1973. Complete lesson program with special attention to quality take-off and landing skills. All major brands of gliders, parachutes and instruments sold. Sail repair and air frame service available. 1116 Wrigley Way, Milpitas, CA 95035. (408) 262-1055.

EAGLE'S NEST School of Hang Gliding - USHGA certified school. Dealer for Delta Wing, Pacific Airwave and Wills Wing. P.O. Box 25985, Colorado Springs, CO 80936. (719) 594-0498. GOLDEN WINGS - Sales, service. USHGA certified instruction. Tandem Towing Instruction. Dealers for Wills Wing, Pacific Airwave, Delta Wings, Moyes, UP. Clinics: Soaring, Parachute, Instructor, Mtn. Tours, Towing. 1103 Miners Alley, Golden, CO 80401. (303) 278-7181. L/D ENTERPRISES -Sail and harness repair - Equipment manufacturing - Towing winches and supplies - 5000 Butte #[83, Boulder, CO 80301 (303) 440-3579. PEAK PERFORMANCE PARAGLIDING SCHOOL Paragliding instruction/equipment sales. P.O. Box 213, Crested Butte, CO 81224. (303) 349-596 l. CONNECTICUT MOUNTAIN WINGS -

Look under New York.

RA VEN HANG GLIDING SCHOOL - Largest and most popular in the Midwest. Traditional cmriculum, ridge soaring, mountain clinics, tandem by Brad Kushner. Sales/ service/accessories for all major brands. 300 N. Green Bay Rd., Waukegan, IL 60085 (708) 360-0700. MICHIGAN PRO HANG GLIDERS - USHGA instruction since 1978, advanced instrnctor, observer, safety is #1. Towing specialists since 1978. Maintain and enhance your basic skills. We still foot launch - none of those platform blues you have been reading about. All brands sold and serviced. Contact Norman Lesnow, 569 W. Annabelle, Hazel Park, Ml, 48030. (313) 399-9433. T-N-T HANG GLIDING, INC. -Know how to fly? Want to learn to fly? Come see Michigan's first ATOL launch system in action. (3[3) 3823977. NEVADA ADVENTURE SPORTS - Spectacular Sierra tours, tandem & lessons. USHGA certified training and ratings. Dealers for Wills Wing, Pacific Airwave. Delta Wing, UP. Fly the Sierras with a full-service shop. 3680-6 Research Way, Carson City, NV 89706 (702) 883-7070. NEW JERSEY

NATURAL HIGH SPORTS - Lessons, equipment, jewelry. Debbi Renshaw-Arn1enta, P.O. Box 361, Running Springs, CA 92382. (714) 867-7961.

MOUNTAIN WINGS -

Look under New York.

HANG GLIDING

CLASSIFIEDS NEW MEXICO

PENNSYL \I ANIA

UTAH

UP OVER NEW MEXICO, INC. - lnstruction, sales, service. Sandia Mountain guides. Wills, Seedwings, Pacific Airwave, Delta, Moyes. Albuquerque, NM (505) 821-8544.

MOUNTAIN TOP RECREATION -Certified instruction, Pinsburgh. (412) 697-4477. C'MON OUT AND PLAY!

VULTURE GLIDERS - Glider maintenance shop. Certified school and landcm flying. Dealer for Center Gravity harness and Pacific Airwave. Charlie (80\) 254-9063.

MOLNTAIN WINGS -

Look under New York.

NEW YORK TENNESSEE AAA MOUNTAIN WINGS HANG GLIDING CENTER AND FLIGHT PARK - Now offering PARAGLIDING instrnction and sales. Base of ELLENVILLE i'v!TN. Four exclusive training hills. Arca 'sonly dealer for Pacific Airwavc. UP, Seeclwings and Della \Ying with demos in stock. \Ve are the largest, most complele H.G. acccs~ory and repair shop of its kind in the country. Jvlany new and used glider~ in stock. R/C supplies and kits, Ultra Pod camera systems. VISA and MASTERCARD accepted. Stop in and gel your flight pass and gate combo. 150 Canal St.. Ellenvilk. NY 12428. (91~1 6~7-3377. ln N.E. l-800-525-7850. FLY HIGH HANG GLIDING, \NC. - Serving S. Ne11 York. Connecticul, krc')c.y areas (Ellenville Ivltn.J . .\rea·'.-. EXCLUSIVE Wills Wing dealer/specialist. Abo all other major brand:;,. accC'.-,'.-,Oriec'). Certified school/instruction. Teaching ~incc 1979. Area\, mosL INEXPENSIVE prices/ repair~. Exctllenl ~econdary in~truction ... ir you ·vc fini~ht:d a program and wi~h to continue. fly the mountain! /\TOL towing! Tandem flighb! Contact: Paul Voigh1. RD 2. Box 561. Pine Bush, NY 12566. (914) 7~4-.1317. SUSQUEHANN,.\ FLIGHT PARK - Cooperstown. NY. Cenified Instruction. Sales and Service for all major manufacturers. -W acre park, 5 training hills. jeep rides. bunk houst:, camping, hot showers. 600' N\V ridge. \Ve ha\'C the best facilities in J\. :'\c,\· York state to teach you how co fly. RD 2. Box 348A. Cooper,town, NY 13326. (315 I 866-6153. THERMAL UP, INC. - Most complete hang gliding ,hop in area. Located on top of Ellenville lVlountain. USHGA Certified Instructor and Observer. Concentrating on hang gliding instruction with emphasis on lmmching and landing teclmiqu1.:s. Dealer for all major brnnds. Offering expert sale~ and 5ervice wilh lowest price in area. Large mail order inventory. Tom Aguero, P.O. Box 347. Crag:smoor. J\Y 12420. (91~) 647-3~89. NORTH CAROLINA FLY AMERICA, Corolla Flight-All imrncluctory !light, and lessons taught by USHGA Master Ra1cd, Advanced Tandem Instructor. Greg Dc\Volf instructs new through advanced students with ATOL and Tandem. Tow from your blanket or doorstep on beautiful Currituck Beach on the Outer Banks. Call (919) 261-6166 or write: Corolla Flight. Box 1021. Killy llawk. NC 27949. KITTY HA WK KITES, INC. - P.O. Box 1839. Nags Head, NC 27959 (919) 441--1-12--t-. L~arn to hang glide on Jockey's Ridge, the largest sand dune on the east coast. just south of where the \Vright Brothers· fir~t flight took place. Beginner and advanced k~son packages and camps offered. Advanced tandem tow instruclion, l 500 ft. plus up. Dealer for all major brand gliders, complete in\'entory of new and used gliders, acccs~orics and parts. OHIO i'v1ARIO iv[ANZO - Certified instruction. repair. inspection. CG-1000, 2259 S. Smith\"ille Rd .. Dayton, OH ~5420. (5\3) 256-3888 (eves.)

CRYSTAL AIR SPORT MOTEL- at Raccoon Mountain. Bunkhou:c:.e. private rus1ic rooms, regular& waterbeds, video in-room movies. private jacuzLi room, pool, sky gear gifts, fliers work program. FFJ: 4328 Cummings Hwy .. Chattanooga, TN 37409. (615) 821-2546. Chuck & Shari Toth. HAWK AJRSPORTS - New and improved hang gliding' Attention Novice and beginners! New 360 degree training hill designed and built specifically for you. Conveniently located. Fun! Fun! Fun! Clinch lVhn. - The longest ridge. two launches. The popular light wind indicator \Vinclsok. Brochure:-. available. Your satisfaction is the key lo our continued growth and succe:-.:-,,.. Ha\\'k /\ir Spans. Inc .. P.O. Box. 9056. Knoxville. TN. 379~0-0056, (6\5) 453-1035. LOOKOL'T MOUNT ..\JN Fl.lGHT PARK -Since 1978. Southea'.',t·~ largest USI [Gr\-cenificd mountain flight ~chool. Complete training. from grassy, gently-sloping training hills to :-,,oaring high abo,·e Lookout !vlountain. Our specialty: gelting you your first mountain flights. Les~on package.s.. LSI IGA rating.~. glider and mountain bike rentals. ca,nping. local site information. Largest in\'cntory of ne\\' and U\ed hang glider~ and mountain bike~. harncsse:,,, helmeh. instrumcnb. T--;hirts. Repair sen·ices. \Ve buy used gliders. equipment! Send S 1.00 for brochure. rate~, dire:cLions, accommodalion..., information. Twcnt) minutes from Chattanooga. Tenrn>,:.ee. Route 2. Box 21)-H. Dept. HG. Rising r:awn. Ci,\ 30738. (~0~1398-3541 or 398-3433. SEQL ..\TCH\E VALLEY SOARING SUPPLY. \NC. Ds:akr:-. for all major brands. Small training cl<t~\e"... with LSHGA certified instruction, including tandem flights with group rates available. r:amou.'> radial ramp located ju~r anos~ the street. Great fir~t mountain !light location with a huge landing zone and camping available with a comfortable clubhou\e. Fly O\'er 100 miles of ridges and enjoy cha\knging thermab with two launchc~. -;0011 to be three, right here in ·The hang gliding capital of 1he Ea~1.·· Fully stocked pro \hop. Rcntab. \torage, USHGA rating<:. and all the latest f;bhions. Proud dealers for \Vills \Ving. Seedwings and Delta \Ving gliders with reasonable pricing on all products. Brochun.:. maps. :,,itc info., Tennessee Tree Topper~ Club memberships a\'ailable. Visa, ivlastercharge and DiscoYer Card accepted. For per\onal service that you can trust call SVS. Rt. 2. Box 80, Dunlap, TN 37327 (615) 9492301. TEXAS AUSTIN AIR SPORTS - Still the one in central Texas. quality service since 1978. Instruction, sales, rental, and a complete airframe & sail repair facility. 17 l :!. \Vaterston, Austin. TX 78703 (5121 ~N-1669. KITE ENTERPRISES - Instruction, sales, repairs, platform towing. Dallas, North Texas area. 21 I Ellis, Allen. TX 75002 (214) 996-7706 daytime, (214) 727-3588 nights and weekends. Dealer Pacific Airwave. RRA=RED RIVER AIRCRAFT - The pro's shop. We specialize in turning students into piloLs. Flying trips. Jeff Hunt (512) 467-2529. Austin.

WASATCH WINGS - USHGA certified hang gliding school. dealers for \Vil ls \Ying, i\·1oyes and Pacific Airwave. Flight opera.lions at Point of the i'vlountain. Call Gordon (80\) '.'77-1042. WASHINGTON AIRPLA Y'N PRO SHOP & Hang Gliding School. The largest fu11 timc, full service hang gliding shop in \Vashinglon. All major brand~ sold and serviced. 800 :vtercer. Seattle. WA 98109. (206) 46786~4. INTERNATIONAL DEALERS SWITZERLAND SWISS ALP HANG GLIDING SAfARI- For quick, easy flying ivlay to October. call or wrire Ron Hur~t. Jostcnstr. 2 L 8854 Galgenen, Switzerland, Dir. Dial CSA Ol l-41-556~5129. fAX #: Ol l-41-55-645223. E~IERGENCY PARACHUTES ALL BRANDS - Bought, sold. and repacked. Inspection and repack S20.00 - Parachutes, bridles. inspecled and replaced. Airtime of S.F .. 3620 \Vawona. San Francisco. CA 94116. (4151 SKY-I I77. NEVER USED CHUTES' - 100'/c satisfaction guaranteed. S>26) each. All ~izc~. n~,\· bridle. deployment bag. repacked/inspected by FAA cert. ma~tcr rigger. (303) 2789566. TOWL\/G \,JAZDA 4X~ 1987 - 58K with TLS TO\\' RHi. relllll\"able glids:r racks. Complete and ready LO IO\\. S8.500. t619J 872-4810. Bishop. CA. PROTOTYPE P.-\ Y-OUT WINCH - LeYel-wind and all the goodies! Run~ great, well proven. mounh to any vehicle. Call Jon (303 I ~40-3579. TOW LAUNCH SYSTEMS - Our reputation for building safe. reliable equipment is well known throughout '.\/orth America. TLS will cuslom make your tow sys1cm for the line dia. you wish to use, 3/32" or l/4" ultraline ("'Dweebs"" only). COMPLETE TANDE~[ SYSTEMS WITH LAUNCH PLATFORM, $2,386.00. (personal instruction included). for a free info. package, contact. TLS@ 7010 Mark St.. San Antonio. TX 78218. (512) 824-1803. PARTS & ACCESSORIES BELL SOARING HELMETS - White, blue, red and neon. S129. plus NAS Distributiug. Call (303) 278-9566. Sold through dealers only. BRAND NEW i'v!AXON RADIOS - S175 shipped' Colorado rc:,,idcnts add 3.5Yc snles tax. Colorado \Vind Park. 5526 S. Pitkin St., Aurora, CO, (303) 762-6505 or (303) 680-6443.

NORTH COAST HANG GLIDING - Ccnified Instruction. New & used glider'.'>. Specializing in Pacific Airwave gliders. Mike Del Signore, 1916 W. 75th St., Cleveland, OH. 44102 (216163\-1144.

JANUARY 1991

CLASSIFIEDS DON'T PAY HIGH PRICES-Get colors (white, blue, red, neon) on a high-quality, open-ear helmet, DOT approved, finished brushed nylon liner with polycarbonate shell, only $48. NAS Distributing representative. Call (303) 278-9566 24 hours, for your nearest dealer. KEVLAR FULL FACE -Superlite full face cover helmet. Excellent vision, yet cold weather protection, S295. Visors $25. Pendulum Sports, Inc. (719) 539-3900.

LINDSAY RUDDOCK V ARIOS - Considered by good pilots on all five continents as the very best sensitivity and stability that money can buy. Many options including the (unique) averaged climb rate permanent display. Prices around £800, VISA/MC. Call or write: Bob Fisher, M & B Associates, 11003 Oasis, Houston, TX 77096. (713) 7284146, FAX 728-0438.

PARA-SWIVEL - Only £79.00. Ask your local dealer or call us. This is what you have been waiting for. Reduce the risk of your parachute wrapping up. WARNING: This swivel must be installed by a qualified rigger. Swivel installation, new bridle & repacking available. Call for details and prices. Available as a parachute manufacturer installed option. Dealer inquiries invited. GOLDEN WINGS, 1108 Miners Alley, Golden, CO 80401. (303) 278-7181.

DON'T PAY FOR A NAME, PAY FOR QUALITY. High quality short shell, open car helmets at an affordable price. MEETS & EXCEEDS the new 1988 DOT standards. Well finished brushed nylon liner with High strength Polycarbonate shell. ONLY $55.00. Golden Wings: Colorado's New Hang Gliding Supply Source, (303) 278-7181. FREEFLIGHT RESERVE- container and extra large knee hanger harness - all in fair to excellent condition. Only S 150 takes it all. Call Joe at (714) 924-5229.

LITEK IS BACK! - With a new model E variometer. This $275 instrument has the fastest response time of any we make. Many new features: longer battery life, takes Ball clamp both sides and bottom, all metal rugged, all controls and audio now face pilot, audio level infinitely adjustable, and ... they're in stock! Free brochure. At your dealer, or direct (VISA,MC,AMEX) from Litek, (503) 479-6633, 4326 Fish Hatchery Road, Grants Pass, OR 97527. MAXON RADIOS - $325. New synthesized, programmable VHF FM 5 watts. Includes 6 channels (3 USHGA and 3 weather), charger, case, antenna and warranty. Best prices on Maxon hand-held, mobile and accessories plus fast, reliable service facility. One watt Maxon, $169.95. Quantity discounts available. Pendulum Sports, Inc. (719) 539-3900. NEW NAS VARIO/ALT COMBO - Extremely accurate +/- 10 ft. at 10,000 ft. One-fool increments alt., digital, radio shielded, up and sink readout and alarm. Five year parts and labor replacement 100% guarantee or money back. $380 each. NAS distributing representatives (303) 278-9566.

GRADE A SHEEPSKIN HAND FAIRINGS-Wann hands in all conditions. Endorsed by Kevin Christopherson, "I wonldn't fly without them." Special orders and dealer inquiries welcome. Send $47.00 to Wyoming Aerolitcs, P.O Box 880, Casper, Wyoming 82602 (307) 235-3367.

QUICK RELEASE CARABINER - $49.95. Extra ball lock pin, $29.00. I 0,000 lbs., dealers welcome, patent pending. Thennal 19431-41 Business Center Drive, Nonhridge, CA 91324. (818) 701-7983. SAILMAKING & RIGGING SUPPLIES - All fabric types. Massachusetts Motorized, P.O. Box 542-G, Cotuit, MA 02635. (413) 736-2426. SPORT KELLER HIGH TEC II PODS - Regularly $850! Winter special on demo and new pods: Neon orange, height 5'7"-5' 11 ", chest 43", one flight, $550. Red, height 5'7"5"1 J ", chest 43", three flights, $500. Neon yellow, height 5' 11 "-6'3", chest43", new, BRS holster unit with new frontmounted parachute from BRS, total value, $1,700, your cost, SI, 100. Black, height 5' 11 "-6'3", chest 43", used, in excellent condition, $350. Call Hang Ventures at (206) 3221184 and press 3, then the pound(#) sign, before the beep on your touch tone phone.

PARAGLIDING EQUIPMENT FOR SALE - A complete line of equipment and accessories available. Whatever your needs, from Alpine descents to ocean, thermal, and ridge soaring, we have it. PEAK PERFORMANCE PARAGLIDERS INC., P.O. Ilox 213, Crested Iluttc, CO, 81224. Tel/Fax (303) 349-5961.

HANG GLIDING

CLASSIFIEDS MOUNTAIN WINGS - ls looking for advanced hang gliding and paragliding instructors. Salaries negotiable. Full and part-time positions available. Manager position available-requires knowledge of computer systems. Call Greg or Judy at (914) 647-3377. Send resume to 150 Canal St., Ellenville, NY 12428.

Don't get caught landing downwind! Perfect that no-step landing by watching our \Vindsok. Constructed with 1.5 oz. ripstop nylon. UV treated to maintain its brilliant color. 5'4" long with an 11" throat. Available colors are tluorcsccnl pink/yellow or fluorescent pink/white. S39.95 (plus $4.00 shipping/handling) Colorado residents add 6.5'k tax. Send to: USHGA \Vindsok, P.O. Box 8300, Colorado Springs, CO 80933-8300, FAX (719)632-6417, PHONE(719)6328300. VISA/MC accepted. X-C SMOKE BOMBS - S5.00. Signal mirror. $6.00. Jack the Ripper cutaway knife, $15.00. Silva compass, SI00.00 Pendulum Sports, Inc. (719) 539-3900. BUSINESS AND EMPLOYMENT OPPORTUNITIES ATTENTION -LICENSED HANG GLIDING INSTRUCTORS. Contact us for free infonnation on opening your own Paragliding School. \Ve provide everything you need to start a school, and train you to use our proven methods of instruction. Free introductory Paragliding ground school and flight to Licensed Hang Gliding Instructor!:>. For information on your own Paragliding School, contacl: PEAK PERFORMANCE PARAGLIDERS INC., P.O. Box 213, Crested Butte, CO 81224. Tel/Fax (303) 349-5961.

Southern Cal(fom!a'a

HANG GLIDING FOR BEGINNER PILOTS - by Pete Cheney. The Official USHGA Training Manual. Learn to fly with the World's finest hang gliding manual. Complete flying instructions from the training hill to soaring techniques. Over 260 pages, with more 1han 160 easy-to-understand illustrations and photos. Guaranteed to satisfy the most inquisitive pilot. NOW AVAILABLE FOR $29.95 (plus $4.00 shipping/handling) Colorado residents add 6.5'k tax. SEND/FAX/PHONE TO: USHGA, P.O. Box 8300, Colorado Springs, CO 80933-8300, FAX (719) 632-6417, PHO'lE t 719) 632-8300. VISA/MC accepted.

INSTRUCTORS WANTED - Prefer ce11ified but will train qualified people. Advancement opportunities include tour guiding and management. \Vestern Hang Gliders, P.O. Box 28882, Marina, CA 93933. (408) 384-2622.

JANUARY

1991

CROSS COUNTRY - .. T .. shirts, long sleeved, IOO'k cotton, with full color design, send S 15.00 + S 1.50 PIH and size to \Vindriders .. T" Shirts, 17-6th Avenue, Wilmington, DE 19805. USHGA DELUXE LOG BOOK COVER - Be proud to show off your flights wilh our deluxe log book cover. American made from "reconstructed" gray vinyl. Looks and feels like leather and .. debossed" with the Mtn. Glider design. \Vill fit any hang gliding log book! Only $9.95! (plus $2.00 S/H) Colorado residents add 6.59, sales tax. ORDER YOURS TODAY' USHGA, P.O. Box 8300, Colorado Springs. CO 80933. (719) 632-8300. FAX (719) 632-6417.

**SPECIAL NEW PILOT EDITI01'** -Covering many aspects of hang gliding for the beginning pilot. S4.SO plus SI.SO S/H. SEND/FAX/PHONE TO: USHGA, P.O. Box 8300. Colorado Springs, CO 80933-8300, FAX (719) 6326-l I 7. PHONE (719) 632-8300. VISA/MC accepted. PARAGLIDE USA - Subscribe to North America's most widely read paragliding magazine. S25/year/l2 issues. VISA/ MC 12662 Soflwind Dr., Moreno Valley, CA 92388 (714) 924-5229 or FAX (714) 242-nIS. SOARING- Monthly magazine of The Soaring Society of America, Inc. Covers all aspects of soaring flight. Full membership $45. Info. kit with sample copy $3. SSA, P.O. Box E, Hobbs, NM 88241. (505) 392-1177. VIDEOS & FILMS VIDEO TAPES FOR HANG GLIDER PILOTS-Flatland Flying-ATOL towing and XC flying Texas style with Larry Tudor and Joe Bostik. Mountains High-Festival flying al Silverton and Telluride, CO. TELLURIDE!-\Vorld Champion Aerobatic competition. Each tape $37 (Calif. Res. add state tax) plus $3 shipping per order to: Robert Reiter. 800 Heinz Street 119, Berkeley, CA 94710, (415) 649-8111.

INSTRUCTORS WANTED - Basic-Advanced, Tandem, also Paragliding. Top pay and great working and flying conditions year round. Send resume to 16145 Victory Blvd., Van Nuys, CA 91406.

MISCELLANEOUS

USHGA POSTER! - Full color, 24" X 37" poster of Eric Raymond doing oxygen at 17,000' MSL over the Siena Nevada Range. S5.95 plus S2.00 S/H. USHGA Poster, P.O. Box 8300, Colorado Springs. CO 80933 (719) 632-8300. USHGA Ei\-lBLEM T-SHIRTS - The original, revised for the 90's! Bright neon colors. Your choice: a white tank top or black t-shirt. Both IOO'k cotton. Please specify type and size. Available in S, M, L, XL. Only S9.95 each (what a deal!)+ S2.00 S/H. Colorado residents add 6.S~c tax. Send lo USHGA, P.O. Box 8300, Colorado Springs. CO 80933 (719) 632-8300.

*NEW* "HANG GLIDING TODAY" - The official USHGA Headquarters membership video. Produced by Robert Reiter and na1Tated by Russ Locke, covering member programs and benefits. $9.95 plus $3.00 S/H. Send to USHGA Video, P.O. Box 8300, Colorado Springs, CO 80933.

CLASSIFIEDS BALL VARIO - With total energy probe, electrical tape securing battery. Lost in Hemet (So. Cal.) in early Spring of 1990. Located in black fanny pack, can describe the contents of the pack (6 l 9) 480-132 l. MAXON - Three-channel radio, lost or misplaced at the Telluride Aerobatics Competition. Serial No. 81171758. (602) 745-6739 days, leave message.

·.$

/~5£4 z"')!~ 1

ULTRA GOLD WINGS - YOUR STATEMENT OF FLIGHT (in fine jewelry) NEW DESIGN Available in 14K gold or sterling silver. Satisfaction guaranteed. Contacr Antero Jewelers, 130 F St., Salida, CO 81201 (719) 5397611. 14K ss Necklace and chain S119.00 $39.00 $32.00 Tie tack or pin $99.00 Add $3.00 for shipping and insurance. VISA and MASTERCARD accepted. WANTED TO LEASE - or purchase a hang gliding site in New York, Vermont, New Hampshire, Massachusetts or Connecticut. Send information to P.O. Box 428, Lumberton, New Jersey 08048 or call (609) 859-3894. HAVE YOU SENT FOR YOUR NEW 1991 USHGA MERCHANDISE ORDER FORM TODAY? FREE! CLASSIFIED ADVERTISING RATES: The rate for classified advertising is $.40 per word (or group of characters). Minimum charge, $4.00. A fee of $15.00 is charged for each line art logo and $25.00 for each photo. Bold face or caps within the text $.95 per word. Please underline words to be in bold print. Special layouts of tabs S22.00 per column inch. AD DEADLINES: All ad copy, instrnctions, changes, additions and cancellations must be received in writing I 1/2 months preceding the cover date, i.e. October 20 for the December issue. Please make checks payable to USHGA: Classified Advertising Dept. HANG GLIDING MAGAZINE, P.O. Box 8300, Colorado Springs, CO 80933 (719) 632-8300 or FAX (719) 632-6417. STOLEN WINGS

BRAND NEW I-llGH ENERGY COCOON - Stolen along with contents of my vehicle in Durango, CO in early May, 1990. Stripes from toes to shoulder, brown, tan, orange, yellow, red. Red stuff sack with yellow, orange and brown patches. Please contact Tim at (213) 375-8438. Leave message. 155 MOYES XS-Full race, stolen from side of road at 101 and Scheller exit, between San Jose and Morgan Hill. It was taken away with no bag or ties. Colors are: L.E.-orange, main-green, bottom-white. Contact Kevin Dutt. (415) 9342189 ITALIAN MOYES XS - Red L.E., yellow, white T.E. Stolen from my home in Binningham, Alabama on June 4, 1990. European tubing, I of 5 in U.S. Call Allen (205) 5958641. STOLEN FROM SALT LAKE CITY, UTAH 2/90 - 167 Sport Euro. Full Race. All white with dayglow orange undersurfacc. $300 reward for information leading to recovery. Call Dave Rodriguez at (80!) 572-1000. FIREBIRD COBRA PARAGLIDER-24m2, yellow, pink, orange. Stolen from car in Kentfield, CA on 4-15-90. Call (4 l 5) 456-7272. STOLEN WINGS are listed as a service to USHGA members. There is no charge for this service and lost and found wings or equipment may be called in to the office for immediate inclusion in Hang Gliding. Please call to cancel the listing when g1iclers are recovered. Periodically, this listing will be purged.

INDEX TO ADVERTISERS Adventure Sports .............................. 25 Air Wear Sports ............................... 15 AirWorks .......................................... 46 Ball Varios ....................................... 25 Bredel Tours ....................................... 4 BRS .................................................... 9 Enterprise Wings ................................ 6 Flight Dynamics ............................... 25 Hall Bros ............................................ 4 High Energy Sports ............................ 4 Lookout Mt. Flight Park ................... 19 MBNA .............................................. 66 Morningside Hang Gliders ............... 42 Moyes ................................................. 3 OA USA ........................................... 42 Pacific Airwave ................................ 68 Performance Designs ....................... 25 Popstar .............................................. 37 Pro Design/Summit Magic ............... 54 Roberts Glider Instruments .............. 62 Safari Mexico ................................... 54 Second Chantz .................................. 65 Seedwings ........................................ 15 Sentek ............................................... 42 Siena Clouclbase .............................. 15 Sport Avia ti on Publications .............. .4 USHGA ..................... 2, 14,51,63,64,65 Wills Wing .................................. 18,23 Windgypsy ....................................... 65 World Team ..................................... 29

SWCE 1,n; ROBERTS IHSTRUJIEJirs HAVE·BEEN R E ~ FOR THEJR SEJWTl'flTY A/If} OIi/CK RESPONSES.

AND THAT'S WHAT COUNTS Iii MARGINAL CONDITIONS.· OVER ~51) P/L(!'IJ,,!!lfiUDIN.G F~US NAl,IEI;, cFL.Y 1HE!I( THI;'(, SHOULQ KN!)W.

MILITARY DUFFLE \VITI-I EQUIPMENT-Large green duftle containing red Wasatch Wings spaghelti harness. With high energy parachute and two 1v1axon 3-channel radios in red cordura cases with Maxon headset and Roberts Alt/vario. White helmet stenciled with #39490. Also, black Region 4 championship duffle with HG hardware and smoke bombs, blue Columbia poncho with grey sweater. Home burglarized in Craig, CO. 9-17-90. Scott (303) 824-2454 leave message. MAGIC KISS - Fluro. yellow L.E., white chevron, pink undersurface, airfoil, down tubes pitchy, bar mitts, 2' skull and cross bones on wing tip, over Kiss emblem inlay, many skull stickers on glider. Serial No. KM 83707. Also HP AT 158, serial no. 22504, with Lt. blue L.E., red chevron on bottom, custom plan. Serial No. 22504. Stolen in L.A. with van 6-26-90. Van recovered without gliders. (619) 2748254.

HANG GLIDING

USHGA Scramble Knit Sweater by Nutmeg Mills

$39.95 •100% Cotton •Full-Color Embroidered •Natural Color •Athletic Cut (Big) Your Choice O Crew Neck or O Vee Neck 0 Small O Medium O Large O XL MC or VISA (circle choice) $2 service charge _ _ _ _ _ _ _ _ _ Exp. _ _ Sig ._ _ __ __ _ __ _ __ $

Scramble Knit Sweater - $39.95

$_ _ _ Colorado res. add 6.5% tax

SHIP TO : (street address please)

$ 4.00

Shipping and Handling

NAME_ _ _ _ _ _ _ __ _ __ _ __ _ _ _ _ __ _ __ _

$_ _ _

$2.00 charge card (if applicable)

ADDRESS _ __ _ _ _ _ _ __ _ _ _ __ _ __ _ __ _

$_ _ _ TOTAL

CITY/STATE/ZIP_ _ _ __ _ _ _ _ __ __ _ __ _ __ USHGA Sweaters, P.O. Box 8300, Colorado Springs, CO 80933

Show Off With these quality USHGA gifts! American made with reconstructed vinyl-has the look and feel of leather. Debossed

with the Mountain Glider design.

Quantity

Portfolio/Letter Pad @ $29.95 Circle choice of colors: 0 Burgundy O Navy SHIP TO: (street address please) NAME _ _ _ _ _ _ _ _ _ _ __ _ _ __ _~

Deluxe Log Book Cover @ $9.95 (gray only) USHGA Desk Clock @ $6.95

ADDRESS _ _ _ __ _ __ _ _ _ _ __ _ __ _ CITY/STATE/ZIP _ _ _ __ _ _ _ _ _ __ _ __ MC or VISA (circle choice) $2 service charge _ _ _ _ _ _ __ exp.___Sig ._ _ _ _ _ _ _ __ Shipping : U.S. , Canada & Mexico $5-$9.99 add $2 $20-$34.99 add $4 $1 0-$19.99 add $3 $35-$49.99 add $5

$50+ add $6 lnt'I Air $8 extra

USHGA, P.O. Box 8300, Colorado Springs, CO 80933

$_ _ __

Subtotal

$_ _ __

Colorado residents add 6.5% tax

$_ __ _

Shipping (see chart)

$_ _ __

Credit card service charge ($2.00)

$_ __ _

TOTAL

AMATEUR ATHLETIC SAVINGS CARD!

ODDODDDODD

000000000000000000000000000

USHGA Headquarters is pleased to announce the immediate availability of the U.S. Amateur Athletic Savings Card. The U.S. Amateur Card provides discounted prices for travel and lodging to scheduled USHGA events and brand name merchandise savings to USHGA members. USHGA receives an enrollment fee and airline ticket credits based upon membership use. Take 40% off regular coach rates; 25% off daily room rates. Drive Alamo rental cars for $16.97 per day with unlimited mileage and purchase AVIA, Reebok, Bassett Walker, etc.,

OOOOOOOOOOODOOOOOOOOOD

sportswear-150 top-of-the-line items-at 40%-60% discounts. Take advantage of ALL these membership benefits for one LOW fee of $74.95! This fee covers your immediate family only-parents, legal guardians, brothers, sisters, spouse, or children of a member in the same household. ACT NOW AND SAVE when participating in this year's scheduled hang gliding events. Call USHGA Headquarters at (719) 632-8300 for more details, or complete and forward the U.S. Amateur Card application form to the address shown.

United States Hang Gliding Association (USHGA) While You're Going for Gold The Athletic Savings Card™ Will Help You Save Gold, Silver and Copper.

Athletic Savings Card™

AMATEUR ATHLETES SHOULD S'IOP

For an annual membership fee of $74.95, your entire family can enjoy the following Travel Saving Benefits all year.! • Top Off Already Low Airfares ... fly Northwest and Delta Airlines to registered USHGA events Within the U.S.A. Take an additional 5% discount on all special promotional airfares, or choose an unrestricted, penalty-free 40% USAmateurrn discount off regular coach rates.

PUTIING OUT 100% To Order . . . send $74.95 to: USAmateur""

Western Division, 1205 Shasta Drive Colorado Springs, CO 80910 Payment: Dch1;Ck DMC OVisa Card NO.

Exp. Date

• Bikes Fly Free ... An immediate $60 savings! Free bicycle boarding passes from Delta and Northwest let you pocket the savings every time you travel!

I I I I I I I I I 11 I 11 I I I [IJ[IJ

• Special Low Rates From Alamo and National Rent A Car ... Alamo offers rates starting at $16.97 with unlimited mileage, any day of the week at all rental locations. National Car Rental guarantees savings nationwide; 20% off local daily rates; 10% off all promotional rates.

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INJRODUCING THE

"POCKET ROCKET"tm PATENT PENDING

A REVOLUTIONARY NEW CONCEPT IN ROCKET DEPLOYED RECOVERY SYSTEMS FOR HANG GLIDING AND PARAGLIDING

.,.,. New and Used Gliders in stock. .,.,. Complete line of MOYES GLIDERS from the 'MARS' Trainer to the exciting new XS. .,.,. Replacement parts in stock for MARS, MISSION, GTR, XS . .,.,. Fast delivery on custom glider orders. Demos available to qualified pilots.

Area: 142 sq. ft. Span: 32 ft. Aspect Ratio: 7.5

NO MODIFICATIONS TO MOST HARNESSES NEEDED . AIMABLE HAND-DEPLOY ABLE USE YOUR CHUTE OR ONE OF OURS. INTENSIVE TEST PROGRAM SINCE 1985. WE ARE THE ORIGINATORS OF THE ROCKET IN THE HARNESS CONCEPT AND HA VE BUILT OVER 4000 RECOVERY SYSTEMS FOR ULTRALIGHTS SINCE 1983, WITH OVER 25 LIVES SAVED.

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Nose Angle: 130° Speed Range: 14-60 mph Best Glide: 30 mph

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DEALERS AND CLUBS: Contact us for Moyes Demo Days in your area. (ICPs and Tandem Clinics also available)

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fiiilD · 1 · 1 Ill ..11_.:::_ ii! · ~ '•

Special New Pilot Edition! Hang Gliding Magazine

• Rull's To Live By • Kecpinr; Up Your Flight Log • Selecting Tlw Equipment You'll Nl'ed • Your First Solo • Dual lnstrnclion • Al lang Gliding Glossary • Choosing An · Instructor _- _ _ And Mo3:""""I';'!~ ~

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Hn11g Gliding magazine presents its first-ever new pilot edition-an entertaining and informative publication designed for up-and-corning pilots. Topics include: • Selecting the equipment you'll need. • Your first solo flight. • Tandem instruction. • Choosing an instructor. • Keeping up your flight log. • How gliders are certified. • And much more ...

Please rush me copies of the new pilot edition of Hn11g Gliding at $4.50 each. (Shipping: 1 copy-$1.50, 2-6 copies- $3.00) Colorado residents add 6.5% sales tax to m.agazine subtotal (not shipping). Enclosed please find a check or money order for $ _ _ _ _ __ NAME 1

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ST PAUL, MINN -Aloha! With his wife, Toni, Jerry Forburger completed his deal with airpark developer, Bill Fulton. The ATOL' ers have begun employment with Sport Aviation Hawaii and will begin by offering tandem intros to the islands' millions of visitors. Tourists and students will get to soar some the smoothest lift in the world (" ... after about 700 feet, lift seems to fill the whole valley.") , viewing spectacular scenery: incredibly steep green mountains, cascading waterfalls, and an uncommercialized tropical landscape. Few outsiders have ever set foot in the Kaaawa Valley 'til Fulton made his deal with the Kualoa Ranch family. Says Fulton, "We've had visits by several experts. Many think Sport Aviation could be one of the world's largest schools." To qualify for such a title, the business will count an expected 20,000 Japanese tourists a year flying on the world's longest Hang Glider Simulator®. Fulton orchestrated hang gliding participation in the Navy Hydrofest '90, a fund raiser (needed after budget cuts) to help the Navy provide recreation for the thousands of sailors who regularly dock and restock at Pearl Harbor. The Navy opened the facility to the public for the first time ever, drawing the largest crowds of any Hawaiian event. Fulton and the Forbu::-gers provided 70 ATOL tows during three days of optimum Kona (non-t radewi'ld) conditions, earning a repeat invitation from the Navy or,ganizers. USHGA provided colorful merchanciise which was displayed in Sport Aviation's booth. • • • PacAir is experiencing good response to the little K2s. "Performance from our 190+ pound K2-145 pilots (seems to show] that the K2-155 will be 'the large version'. 11 Deliveries are reasonable now, about 6 weeks. • • • The Salinas outfit ran a survey (as they often do) . A plurality of their dealers wanted PacAir to get involved with paragliders (though most weren't themselves actively involved). PacAir will discuss with Airwave UK plans to oring in the British company's Black Magic line. Topp2-ng the request list was a tandem glider, surely reflecting the growth of this activity as a teaching medium and "cash crop. 11 PacAir promises a Double Vision (cute, huh?). Possible specs: 212 ft~ area, 6 .15 aspect, weight range 220-420 ( ! ) pounds. Unlike regular Visions, this one will probably r_ave an exposed crossbar. Surprisingly, they claim weight is only 61 pounds. • • • Down the coast in Santa Barbara, Seedwings has attracted wel~ -known, repatriated sailmaker

Bob Schutte to chief the loft. Owner Bob i , Trampenau was pumped about the company's latest version of their venerable 510 series. In II certifying the E model to the tough 1990 HGMA standards as well as the German Gi.i.teseigel ("Seal of Approval"), Seedwings performed many performance tests. Says Trampenau, "We think [we're experiencing] 15:1 [with] fully streamlined airframes and harness. Min sink is on the order of 155 fpm." You' 11 have to fly one and decide for yourself of course. Trampenau feels 15: l is achievable; though he observes the "real world flying, like at the [Morningside] glide angle contest" doesn't fully exploit the performance. Nor, he says, did Fagen in his magazine report, as the test 510 was a precertification model. Fagen' s glide-angle report

in the Sep '90 issue concluded a top glide of flights with pilots trying their hardest. Seedwings 15: 1 claim may reflect glide "potential," but glide "performance" by real pilots in real air seems to be much lower. • • • Further south in Santa Ana,

, 10. 5 based on 133 test

Wills has released their smallest 144 Spectrum. They rate the beginning glider at 130 to 200 pounds. Order taking began about Oct 1 and deliveries should now be underway. ••• Wills Wing raised prices in October, reflecting the declining value of the dollar and their heavy purchases of cloth and tubing from Europe. Interestingly, the company reports that bright yellow accounted for 23% of the total colored cloth sewn into wings. They express consternation over the effort of stocking a wide variety of colors when these must all be imported and those distant mills change colors frequently. • • • Greg "Fly America 11 DeWolf was at the Washington D.C. board meeting. He reports settling in nicely at his cross country destination: Kitty Hawk. Having amassed a great , deal of towing experience, it seemed logical to begin offering tandem instruction on the beaches of the popular resort t01vn. After his first summer, Dewolf reports delivering nearly 1,000 tandems (at $65 each) . "Local officials have been very accommodating." • • • Finally, bad news ... the first aerotowing-related fatality in Tennessee. After release, the ultralight tug pilot apparently suffered a structural failure (flying-wire shackle?). The glider pilot is OI<. More news on this unfortunate incident in next edition. • • • Outta room. Got news or opinions? Send 'em to: 8 Dorset, St. Paul MN 55118. Call 612/ 457-74 91 (days) . Fax 612/ 457-8651. THANKS'

' ,

' , '

SOAR UP THE PERFORMANCE tADDER SOAR UP TO PACIFIC AIRWAVE Pacific Airwave builds the ultimate gliders for every level of pilot. Period. Vision MK IV 17/19, a time-proven standard in excellence. If you are a student looking for double surface performance and a glider that will take you to your first X-C flights you are looking for a Vision MK IV. Available in two sizes, the Vision MK IV allows you to maximize your enjoyment with the confidence that comes standard on a glider that is #1 with USHGA Certified instructors. The Vision MK IV is the lightest, most suitable entry level, double surface glider available.

Magic Formula 144/154, for the next tier in your soaring career. Until the release of the Magic Formula there was limited choice for the recreational sport pilot. Now there is one choice glider, the Magic Formula. "Top of the stack" sink rate. Smooth responsive handling. Broad speed range. Pacific Airwave fast set up. 50 MPH VNE. What more could you want from a glider with an already long list of standard features.

The new

.k. 145/155, a superb high performance glider.

Refinements on the top end allow the~to exhibit superb tracking characteristics. Cross bars tensioning is easier with new hardware and design. The V.G. system is the finest ever. Indexed line and a clever pulley/cleat allow for finite adjustment with minimal effort. Dynamically load tested in excess of 10 G's for a 200 lbs. pilot and pitch tested to 65 mph the k.. is a confidence inspiring glider. For serious X-C or Competition pilots, the k.. offers more smiles per mile. Service, we don't just do it, we engineer it into all our gliders. At Pacific Airwave service is our #1 priority. Just ask any hang gliding professional. Pacific Airwave has been continuously setting the standards in customer service and support for years. This same philosophy is applied to every aspect of our design and day to day business.

Pacific AIRWAVE

PACIFIC AIRWAVE LTD D P.O. Box 4384 D SALINAS, CA 93912 D TEL. 408-422-2299 D FAX 408-758-3270