Dan Johnson, Author at ByDanJohnson.com

Ultralights over Israel

By Dan Johnson || March 12, 2005 1 Comment (Edit)

One fascinating aspect of my aerial tour was a 100-mile out-and-return dash in a Super Drifter 912. We flew 70 mph at an extremely low height, compliments of Rami Bar, the pilot and owner.

Though many think of the country as dangerous, tourists flock to the beautiful beaches of the Mediterranean and enjoy sailing and fishing in the temperate water.

Five ultralights took a tour of the southern two-thirds of Israel during this special flight. Pictured here are: Left to right-back row: Abraham Kimchi (Kim), Yuval Gonen, Dan Tamir, Miki Raviv, Yochay Raviv, Heim Raveh. Left to right-front row: Shahar Niv, Nati Niv, Yoel Nir, Ran Sade. The tail numbers reflect Israel ("4X") and an ultralight aircraft type (the first "H").

This ancient land has structures far older than Europe or America. Here we flew over Mesada, an active archaeological dig of a mountaintop stronghold. Tourists flock to the site. The Dead Sea can be seen in the upper right.

Pilots, look carefully at this altimeter! Note the position of the 10,000-foot hand. With 200 feet before landing alongside the Dead Sea, this altimeter reads nearly 1,300 feet below sea level!

With help from the local deputy mayor, Israeli ultralight enthusiasts enjoy this well-kept airfield just a few minutes' drive south of the country's largest city of Tel Aviv. The airfield is home to some 60 ultralights.

If you look carefully, you can see people at the base of this ancient cavern. Set unusually in an otherwise flat plateau, the site had tour buses supplying a steady stream of visitors.

Nati Niv set up the magnificent tour of Israel where five to nine ultralights traveled as a group. Nati flies his homebuilt RANS S-6 Coyote taildragger while his son, Shahar, flies his earlier tri-gear Coyote.

This view of Jerusalem from an ultralight is unheard of in Israel because of heavy restrictions about overflying the city, which is sometimes the location of unrest. From 8,000 feet MSL, historic landmarks like the gold-crowned Dome of the Rock-slightly right of center-can be seen in the midst of a modern city.

In conformance with a typical Mediterranean diet, breakfast consisted of tea, pita bread with hummus and other dips, and fresh fruits and vegetables.

Heim Raveh flies this P-92 Echo shown en route from Jerusalem over agricultural fields in the northern half of Israel. Since its founding in 1948, the country has transformed barren desert into useful acreage.

The light-sport aircraft symposium was successful in attracting the newly appointed head of the CAA (Israel's FAA) and two of his top lieutenants. Pictured here (from left to right) are: Ariel Arielly, vice president of EAA Chapter 1346; Miki Raviv, EAA Chapter leader and symposium organizer; David Kendler, head of GA and light aircraft operations; Pavel Grandel, deputy head of CAAI; Udi Zohar, the newly appointed head of CAAI; Dan Johnson, symposium speaker; and Abraham Kimchi, president of EAA Chapter 1346.

Touring the country by air Touring Israel by air might, at first thought, seem an unlikely activity. Much of what we hear or read about this country suggests a history of serious conflict sufficient to squelch activities like recreational flying. If network news has given you that impression, I'm pleased to report it is completely wrong. Recreational aviation — flying for fun — is alive and thriving in Israel. I saw homebuilt projects (Dick VanGrunsven's RV series is popular), light-sport aircraft, powered parachutes, and weight-shift trikes. All were owned by motivated pilots enjoying their sport planes. What's Not on the News A trip to Israel from the United States starts with a long airline flight. My trip consumed eight hours to Amsterdam, an eight-hour layover at Schiphol airport, and four-plus hours to Israel. I left Minneapolis at 9 p.m. and arrived at 2 a.m. two days later. The president of EAA Chapter 1346, Abraham Kimchi — he prefers simply "Kim" — met me in the wee hours of the morning. He eased me through the security screening process, for which the Israelis are famous. An El Al airline captain for many years, Kim knew the process well, and all went smoothly. I appreciated his gracious hospitality. My original purpose for visiting Israel was to make a presentation about the sport pilot/light-sport aircraft rule at an Israeli aviation symposium. Miki Raviv was its principal organizer. I also participated in a panel with the Israeli civil aviation authority (CAA) to discuss regulations for recreational flying and support the Israeli pilot community's goal of encouraging rules similar to our SP/LSA rule. The seminar attracted the new head of the CAA, Udi Zohar, accompanied by his deputy and the head of general aviation and light aircraft operations for the country. The turnout included general aviation pilots, homebuilders, and ultralight, rotorcraft, and powered parachute pilots. Miki and Kim outdid themselves and may advance the cause of gaining additional privileges for operators of recreational aircraft in Israel. Listening to the conditions under which Israelis fly made clear the freedoms we enjoy here in America. For example, once an Israeli homebuilder's kit is assembled, inspected, and approved, the owner must thereafter take the machine to a certified mechanic for service. The homebuilder is not allowed to maintain the airplane he built. However, by the conclusion of the daylong symposium, Zohar and his aides appeared to gain much more comfort with the recreational flying community, and the possibility for positive changes seemed likely. Remarkable Country Important as the symposium was, my special unexpected treat was a spectacular tour of Israel by ultralight. Five aircraft crossed many miles of the Negev Desert to Faran near the southeastern tip of the country before turning north in a wide-ranging circuit of Israel. The opportunity was so unusual — even for the local pilots — that Nati Niv, the chairman of the Israeli ultralight association wrote, "How proud I was to be the organizer of an activity which meant to show you Israel and aviation in Israel in brief. As I stated many times and in both languages, by the end of the day I have no idea who was the one to enjoy it more, you or us." I can't answer his question, but I certainly extend the warmest possible thanks and appreciation to a group of pilots that I am proud to call new flying friends. Our aerial tour began at the Rishon airfield where some 60 ultralights are based. Six big, enclosed hangars house the aircraft, and a separate clubhouse allows the group to gather. Upon returning from our exceptional flight, many club members had assembled to greet the touring pilots with food and fellowship. The airfield was made available to the ultralight enthusiasts by the town's deputy mayor who is himself a pilot. It is mere minutes away from the country's largest city, Tel Aviv. Much of Israel reminded me of the western United States, particularly of parts of California, which is not only much, much bigger than Israel but also enjoys many more natural resources including vast natural forests. In many scenes that passed beneath our wings, I saw lots of trees, whole hillsides and valleys covered with them. "Most of the trees you see were planted," several of my aerial guides told me. They are planted by parents and children on family outings who nurture their saplings for years until the trees' roots reach the water sources below the bonedry desert surface. This fact is merely one piece of the puzzle that is modern Israel set in the most ancient of places where humans have ever lived. The accompanying photos tell the story of a flight of five planes traveling 150 miles south across the Negev Desert, then west toward Egypt (nine planes for breakfast in the desert), and finally northward to the Dead Sea where we turned west to fly over Jerusalem — permission rarely given — and back to the Tel Aviv suburb where we'd begun. It was a 400-mile excursion in two days. Along the way, in a course carefully plotted by the five pilots, we landed at airports where I would jump from one airplane to join another. Our group included several Italian-made aircraft: an ICP Savannah, Tecnam P-92 Golf, FlySynthesis Storch, and a EuroALA JetFox 97 — all of which are distributed here in America — plus an American Rans S-6 Coyote. When we reached the southern point of our travels, we landed at an airfield maintained by Rami Bar, a desert-flying guru and mechanic extraordinaire. That evening we enjoyed a delicious outdoor meal, visiting with a large group of ultralight pilots, all of whom were kind enough to speak English for my benefit. Early in the morning of the second day, nine ultralights and more than a dozen recreational flying enthusiasts flew 50 miles out into the Negev Desert for a breakfast picnic within sight of the Egyptian border. Everyone seemed to thoroughly enjoy the experience with the faster planes leaving later so we all arrived at a similar time. I felt like the honored guest as I accompanied Rami in his Rotax 912-powered Super Drifter. I took the back seat as he proceeded to give me a flight of dreams. Rarely on the 100-mile out-and-back journey were we more than 10-15 feet off the deck, whizzing by sparse desert vegetation at 70 mph. I swear Rami knows every rock in the vast Negev Desert, growing up as he has in this area. In a scene right out of daring Grand Canyon flying movies, we flew into small canyons where the exit could not be seen. At first I questioned the judgment of my accomplished pilot, but I soon came to realize he knew his way. After breakfast in the desert, the Super Drifter carried us back on an equally spectacular trip that had us flashing by four-wheelers enjoying the countryside. Rami showed me more of his desert landscape while the group of five ultralights on tour returned to his home field to top off their fuel tanks. On our return, the touring five ultralights reorganized, bid farewell, and headed north along the Jordanian border. Repeatedly we flew above immense agricultural enterprises involving what seemed to be square miles of greenhouses. In these vast structures, industrious Israeli farmers grow all manner of fruits and vegetables, much of which is exported to the United States and Europe. Along the way north, we landed near the Dead Sea where an airfield is approximately 1,500 feet below sea level (see accompanying photo). This fascinating body of water represents the source of nearly all of Israel's sparse mineral resources. Mining equipment and structures are coated with literally several feet of caked-on salt. The Dead Sea is about 25 percent saline; you can actually fall asleep in the water without sinking. Several luxury hotels are built along the Dead Sea, catering to unusual health spas. After taking off again, a highly unusual flight plan began to develop. Throughout the flight just described, we never flew more than 500 feet AGL, following the rules of a small country that preserves most airspace for transport or military. Fortunately for ultralight pilots, this is about the perfect height to take in the mysteries of a land inhabited for thousands of years. However, for a flight leg over the famed city of Jerusalem, we climbed to 8,000 feet MSL. For my compatriots on this aerial tour, this was a singular experience that demanded a special effort to obtain permission. Many of the Israeli troubles seen on network news occur in Jerusalem, so permission to overfly the city is never given. On this special day, we held at 4,000 feet AGL until a commuter airliner passed through nearby airspace. We were then cleared to fly over the ancient city, now modernized with freeways, skyscrapers, and sports stadiums. Jerusalem's most famous landmark, the Dome of the Rock, was easily recognized, as were other notable sites. After passing the biblically historic city, we descended to normal ultralight flying altitude and proceeded essentially east back to Rishon where the tour had begun. To say it was a most enjoyable event would be a significant understatement. But it was not the end of my experience. Overflying the Sea of Galilee The next day, Kim and Miki again took up their hospitality routine, transporting me northward toward Haifa where the symposium would take place on Sunday (a work day in a country where the religious Sabbath occurs on Saturday). On this day I decided to leave my camera behind and just enjoy the scenery, so I didn't photograph the Sea of Galilee (or Lake Galilee as the Israelis refer to it) — the location where Jesus is said to have walked on the water — the Golan Heights, or the river where John is said to have baptized Jesus. Heim Raveh and I also flew over a much greener northern Israel, but only after he demonstrated his aerobatic skills flying solo in a Drifter Red Rocket, one of a few such machines ever built. We logged nearly another 200 miles on this third day of aerial touring, stopping at more airfields and observing powered parachutes, trikes, and a sailplane operation — a whole country full of flying life. On this one day, I also visited three different RV projects in various stages of construction. By this time, I was headed toward sensory overload and running out of superlatives to describe my pleasure at seeing Israel in such a unique manner. "Amazing!" and "Thanks!" was all I could muster as Heim and I landed at the sailplane field, called Meggido, where one of the RV builders, Ilan Perry, met me with my luggage. He took me to his home where Miki Raviv joined us as we enjoyed the Perry family's hospitality and reviewed Ilan's homebuilding project. Time to Earn My Keep That evening, after a delicious dinner with several Israeli friends served by an Arab restaurateur in the port city of Haifa, Miki and his wife, Gaile, dropped me off at my hotel overlooking the Mediterranean. On the next day, we drove a short distance to the Technion University where the symposium was held. I finally had the chance to provide the lectures that had brought me to the Middle East. Miki Raviv, the action hero behind the symposium (and me getting to go to Israel) is modest about his achievement. When I complimented his success and enthusiasm in an email thank-you note, he replied, "For anything you write about us, it's just the spirit of the EAA, a thing we picked up at your place [Oshkosh]." As I entered the airliner en route home after six days in Israel, I looked at those who boarded with me. Of the businessmen, or the Israelis leaving on vacation, or all the departing tourists on the plane, I knew I was the only one who had flown over the country at 500 feet — from Tel Aviv to Jerusalem, Bethlehem, Nazareth, Lake Galilee — from the Mediterranean to Jordan, and from Egypt to Lebanon. My experience and Miki's words show aviation is a magical interest that spans political and geographic borders as easily as a jetliner flies overhead. Pilots around the globe speak a common language of recreational aviation. I hope to visit again and encourage others with an interest to visit this ancient land full of enthusiastic sport pilots. EAA Chapter 1346 members were my most gracious hosts, including: Miki Raviv (EAA Chapter leader, symposium organizer, and RV-7A builder), gmraviv@012.net.il Abraham "Kim" Kimchi (EAA Chapter president and Long-EZ builder), kim_kimchi@yahoo.com Ariel Arielly (EAA Chapter vice president and RV builder), a_arielly@hotmail.com Nati Niv (Chairman of the Israel ultralight organization), natun@netvision.net.il

Published in EAA Sport Pilot & Light Sport Aircraft Magazine

The Sport Pilot Rule

By Dan Johnson || March 9, 2005 Leave a Comment (Edit)

Of course, those who wish to fly under the freedoms of FAR Part 103 can still do so as long as their machine meets those requirements.

The rules under which operators of two-seat ultra- lights , like this T-Bird, fly will change when the sport pilot/light-sport aircraft rule is finalized. While there will be added regulations and cost for such folks, there'll also be added benefits| and the good should outweigh the not-so-good. The transition will be easier for those pilots and owners who have participated in an FAA-recognized ultralight training program and have logged their time.

Increased benefits come with some costs and responsibility Are you excited by the proposed sport pilot/lightsport aircraft (SP/LSA) rule? Many experts say the long-awaited rule will offer aviation its best growth opportunity since the 1940s. Do you wonder if any new regulation can be that helpful? Some pilots remain apprehensive about SP/LSA. Naturally, those who will use the regulation to begin or expand their recreational flying welcome it. Some who don't feel the need for government involvement are less sure. Like most privileges, the new rule comes with some cost and additional requirements. Pilots of all stripes will grapple with those requirements, but it is important not to lose sight of what makes this a great piece of regulation. On this rare occasion, I find myself anticipating, even welcoming, a new federal rule. The Costs The proposed SP/LSA rule will reduce operating costs for many pilots, but ultralight pilots will experience some initial transition costs. For example, whereas EAA offers free pilot and vehicle registration, ultralighters whose machines do not meet the parameters of FAR Part 103 will need to transition themselves and their aircraft to SP/LSA status. There'll be one-time costs to take the FAA written and practical sport pilot tests and to have one's aircraft inspected and N-numbered. Once vehicles are registered, states will become aware that you own an aircraft and may assess sales or property tax levies. New maintenance requirements may necessitate that transitioning ultralighters participate in a maintenance seminar to do annual condition inspections on their aircraft. EAA stands ready to help its members make the transition as easily and inexpensively as possible. Volunteer designated airworthiness representatives (DARs) will be available to inspect aircraft, and EAA will incorporate maintenance courses into its EAA SportAir Workshops offered around the country, thereby making it easier to obtain the needed maintenance rating. The Benefits Adding up all the good things balances the added costs and requirements. Here are some of the benefits the SP/LSA rule will offer ultralight pilots and others who may choose to exercise the privileges of a sport pilot certificate or fly a light-sport aircraft. As an individual pilot, you may discover additional personal benefits in the final rule. Legitimacy - Many pilots who do not fly ultralights look at these lightweight aircraft with a prejudiced eye. Without knowing their flight characteristics, performance qualities, or safety record, some traditionally trained pilots do not welcome or accept ultralights. Some airport managers bar ultralights, effectively shutting off fuel sales and opportunities to market their other services while blocking ultralight pilots from access to under-used airports. With SP/LSA, both the aircraft and the pilots flying them will carry FAA certification. Special LSA will be required to meet FAA-mandated consensus standards for design and construction. Sport pilots will be required to demonstrate knowledge of airspace regulations and flight proficiency within the FAA system. Those vehicles once loosely known as "two-place ultralights" will undergo inspection and transition to experimental light-sport aircraft status. With N-numbers, these aircraft will be accepted at many more airports. Those airport operators who still resist may have to answer to the FAA. Simply put, a sport pilot certificate and a certificated aircraft are the right credentials to gain respect. Reduced Medical Costs - While ultralight pilots have never faced medical requirements, other pilots have had to undergo expensive testing to maintain their medical status. With the advent of the "driver's license medical" in SP/LSA, the cost savings to those pilots will be considerable. Concurrently, the new medical regulation makes the purchase of an LSA or other sport-pilot eligible aircraft a safer investment when you can be certain you'll be able to continue flying without added expense to prove your medical fitness. Flying Passengers - Ultralight pilots operating under a training exemption avoid words like "passenger" or "ride." All two-place ultralight operations take a "student" up for a "lesson," with few exceptions. Now sport pilots will be permitted to carry passengers in their N-numbered aircraft. That will be a great source of relief to many who don't care to act as an instructor on every flight. Ready-to-Fly Aircraft - You've been able to buy a ready-to-fly ultralight for 22 years, if it was a singleplace Part 103 ultralight vehicle or an ultralight used as a trainer under an exemption. But many two-place ultralights are actually kit-built two-seaters into which the owner invested hours of construction. Many pilots enjoy the task of building their own plane, but others only built because they lacked an alternative. With SP/LSA we will have it both ways. New, ready-to-fly aircraft will be available as Special LSAs. A new sub-category of aircraft called experimental LSA/Kit Built will allow manufacturers to create aircraft kits that are more than 51-percent complete. Many experimental amateur- built aircraft will be sport pilot eligible as well. Greater Variety of Aircraft - Single-place ultralights are limited to 254 pounds empty, while two-placers are limited to 496 pounds empty. Light-sport aircraft can weigh up to 1,232 pounds gross, or possibly more, thereby increasing greatly the number and types of aircraft we will be able to buy. The range of possibilities will stretch from powered parachutes and trikes to all imaginable forms of fixed wing airplanes, gliders, gyros, and even airships. Not all designs need to weigh more-trikes and powered parachutes being examples-but by allowing more weight the number of eligible aircraft grows sharply. Enlarged Performance Range - Ultralight vehicles are limited in speed to 63 mph (55 knots) for single-seat Part 103 vehicles and 86 mph (75 knots) for two-seat trainers. Lightsport aircraft will have a top speed of 132 mph (115 knots). Again not all LSAs need to fly at the highest operating speeds available, but with increased speed comes increased range, opening up new opportunities for using LSAs. Optimized Mission - In truth, two-seater ultralights that transition to experimental light-sport aircraft status will be flown solo a lot of the time. Surveys show four- and six-seat general aviation (GA) aircraft average 1.6 occupants per flight, meaning a sole occupant is common. In the past, twoseat trainers could only be flown solo under limited conditions. The SP/LSA rule allows solo or two-place flying in the same aircraft without restriction. Reduced Flight Restrictions - Under Part 103 you cannot fly over a "congested area" at any altitude. With SP/LSA you will operate under Part 61 that allows flights over areas that were forbidden under Part 103. Many privileges enjoyed by GA aircraft will be extended to LSAs. You also can't have more than 5 gallons of fuel on board your singleseat 103 vehicle or 10 gallons for your trainer. Under SP/LSA, there are no fuel limitations. As long as the fuel load doesn't cause you to exceed the maximum gross weight, you're good to go. Insurance - Obtaining insurance for ultralights has been difficult, if not impossible. The lack of registration and verifiable accident statistics has made it impossible for insurance companies to predict their losses. Consequently, most reliable insurance underwriters have refused to offer policies. With SP/LSA, those problems will be resolved. EAA's insurance agency, Falcon Insurance, has already announced a program for LSA. Other companies may follow suit. Financing - Without insurance, financing is impossible to obtain. Lenders want to know they can recoup their investment in the event of an accident. In addition, financing depends on knowing the whereabouts of the asset. With FAA registration, a company can keeps tabs on their investment. When a lender can establish a proper lien on an LSA, they'll be far more likely to offer financing proposals. Monthly payments can bring aircraft ownership within reach of many more aviators. Fortunately for those who don't want to finance, plenty of low-cost choices will also be available under SP/LSA. Rental Aircraft - With insurance and financing comes rental aircraft. While it is legal to rent Part 103 vehicles, it's not a common practice because insurance and financing aren't available. Under SP/LSA, rental of special LSA is acceptable; now a business may be successful in such a venture. Perhaps you won't need to buy an LSA; you may simply rent one. Log Time Toward Other Pilot Certificates - Time logged in any LSA will count toward other certificates or ratings. This is not true of ultralight time. If you fly a trike, powered parachute, fixed-wing aircraft, or a glider, gyro, or airship, you can log the time, if the aircraft qualifies under the new regulation. It's another form of acceptance within aviation. Properly Certificated - When operating under the training exemption to Part 103, you have to announce to your student that the aircraft you are about to fly is uncertificated and that your pilot credential is not an FAA certificate. While safety has been remarkably good for such operations, the mandatory statements and placards make some students nervous. As a sport pilot instructor, you'll hold a recognized FAA certificate, eliminating those negatives. Healthier Businesses - With more students for sport pilot instructors and other certificated flight instructors, more rental aircraft, more sales of all types of aircraft, and an increased need for maintenance services, lightsport aviation businesses should become stronger and enjoy increased revenues. In turn, that should translate into more services available for pilots and owners. Is That All? Others will discover additional ways SP/LSA will benefit them. The ideas above are only some of the good news. Yes, we'll all be faced with some fees and expenses we don't have under Part 103 and its exemption. But we gain more than enough to justify these costs. Let the fun begin! When the sport pilot/lightsport aircraft rule is final, you will be able to: Earn a sport pilot certificate in as few as 20 hours Earn a sport pilot certificate based on your prior ultralight experience Log time toward other pilot certificates Fly a passenger without having to become an instructor Fly a sport-pilot eligible aircraft with your driver's license as medical certification Fly with reduced flight restrictions Purchase new, ready-to-fly aircraft or more complete kits Fly faster, better-equipped aircraft Obtain insurance and financing easier Rent light-sport aircraft Conduct flight instruction in a special light-sport aircraft Operate a light-sport aircraft as a club or in a partnership Carry a passenger in your registered and converted trainer Maintain and/or inspect your light-sport aircraft by obtaining a repairman certificate through 16- or 80- hour courses.

Published in EAA Sport Pilot & Light Sport Aircraft Magazine

Europe’s Biggest Light Aircraft Show

By Dan Johnson || March 3, 2005 Leave a Comment (Edit)

Though some say it resembles the RV series, Germany's Impulse is fully carbon fiber to yield sleek compound curves difficult to achieve with aluminum. Gorgeously painted, Impulse is also a speedster with aerobatic capabilities|no wonder the RV comparison. Contact: info@impulse-aircraft.com or www.impulse-aircraft.com/us/index.html.

Like most United States air shows, Aero 2003 had a wide range of sport aircraft. In this intriguing composition, a sailplane takes the foreground to the EM-10 jet in the rear. Nearly all aircraft are displayed in several large indoor halls.

One of the few American designs on display at Aero, Flightstar has an active dealer who showed a couple Flightstar two-place machines and one single-seat Spyder. Contact: fstar@rcn.com or www.fly-flightstar.com

like these for advertising, and they do so in a dizzying array of sizes. Smaller ones flew regularly around the several great halls of Aero 2003. While most are radio controlled, one model can actually qualify for FAR Part 103, weighing only 154 pounds empty and using a powered paraglider seat and engine for its "gondola." Contact: Sales@evo.aero or www.evo.aero/

With its striking compound-angle leading edge, the Lambada shows off its motorglider abilities. Czech builder Urban Air has a gliderbuilding heritage but also offers the non-motorglider Samba and Samba XXL microlights. Contact: urbanair@libchavy.cz or http://aeroklubuo.macroware.cz/Lambadaen.html

It may look like a larger plane, but the Pioneer 300 is sold in Germany under that country's 472.5-kilogram limit (1,040 pounds). The 300 in the name comes from a retractable version that can allegedly hit 300 km/h or about 185 mph. Contact: Info@flugtechnik.de or www.pioneer300.com (use translator)

We haven't seen BMW engines on light aircraft in this country, though a German and a French company offer them on their trike ultralights. With the brand name's lofty reputation, perhaps the four-valve engine will eventually come to the United States. Contact: German Takeoff Trikes- e-mail: takeoff@swhamm.de, French Chapelet Trikes-e-mail: ulm@Chapelet.com

The United States now has its own entry in the fully faired trike sweepstakes (look for the Seagull Aerosports' Escape Pod shown at EAA AirVenture Oshkosh 2003 in next month's EAA AirVenture coverage), but the Silent Racer from Germany already has lots of field experience. Note the folding and faired main gear plus the folding prop. Contact: SilentFamily@web.de or www.silentfamily.com/

Rare as a jet-powered biplane, Solid Air presented this side-by-side trike carriage. With its smoothly faired body, the Diamant didn't seem overly wide (large Americans might feel squeezed). As English was not spoken, I couldn't determine the significance of the underside pipe and mirror. Contact: Solid-Air@t-online.de or www.schokopro.com/solidair/

Once of the most streamlined and highly refined designs is Aceair's Aeriks 200 from Switzerland. (It underwent test flying early this year.) Visitors to EAA AirVenture Oshkosh have seen it, but it otherwise remains an apparition to Americans. The Aceair is a high-tech, mid-engine, rear prop, retractable nosewheel work of art. Contact: info@aceair.ch or www.aceair.ch

We've seen it in this country with retractable gear, but the Slovak Republic's WT-9 Dynamic is built in a fixed-gear version as well. This speedy aircraft may fit LSA with the right engine and prop. Dynamic has a U.S. distributor, and prices start at $54,000. Contact: zaneta@skyshops.org or www.SkyShops.org (use plural for web address, though business name is singular)

You'll probably never see it looking this way, because if you buy the Dynamic from Skyshop, the U.S.-based company will help you with assembly through its builderassistance program.

An American marketer would argue against the whale-sized name "Orka," but you can't fault the streamlined fuselage on this rare twin-engine entry from Poland's Zaklady Lotnicze. It's Eastern Europe's fiberglass answer to the Air Cam with twin Rotax 912s. Contact: e.marganski@ pro.onet.pl or www.marganski.com.pl/

Though sleek, this Zephyr from Czech Republic's ATEC easily stays within LSA's 115 knot speed limit. The wings are fabric-covered plywood with composite leading edges. The body is all fiberglass. Contact: sales@atecvos or www.atecvos.cz/html.php

Aimed deliberately at America's light-sport aircraft rule is Light Wing's Ecolight. Expected to fit U.S. LSA definitions, Ecolight is spacious with room for two big people, or one pilot can carry a stretcher. Ecolight can even be used for sailplane towing. Contact: info@lightwing.ch or www.lightwing.ch

Americans may not realize it (yet), but they know the work of designer Hans Gygax, creator of the ultralight that later became the Flightstar. He is also the brains behind the Comco C-42, one of the most popular ultralights in Germany and widely used in flight schools.

One of the most interesting designs I saw at Aero 2003 was this Isatis prototype. If you think the engine area up front looks too small, you're right. The engine is in the rear with a drive shaft running under the console between the seats. Contact: isatis01@wanadoo.fr or http://perso.wanadoo.fr/isatis01/index2.html

From the pilot's point of view Isatis 01 makes lots of sense. It's roomy with great visibility, and the engine is mounted closer to the center of gravity.

The all-metal Kappa KP-2U Sova is an airplane known to a few Americans. It features retractable gear, though company officials told me a fixed-gear version of the 80-hp Rotax 912-powered aircraft could make LSA definitions. Contact: Info@kappa77.cz or www.kappa77.cz/e_default.htm

Besides the Swiss Aceair, only one other machine looks as dreamily smooth and speedy even while on the air show floor. The company had reportedly shown a light jet at earlier shows, perhaps explaining the design background for such a high-technology aircraft. All wheels retract, and the prop is placed at the rear. Contact: ameur.aviation@wanadoo.fr

An American name for a highly developed Italian aircraft available in fixed or retractable gear (as shown). Texan RG's cockpit is spacious, and the airplane is reported to have "remarkable flight qualities." The company also makes the more affordable Storch and Wallaby models. Contact: info@flysynthesis.com or www.flysynthesis.com/

Except for its engine, this fiberglass trike is neatly faired to yield a speedy appearance. Note the electronic scales under all three wheels. At Aero 2003, such scales were commonplace because producers of genuine ultralights (by European standards) wanted to prove their legal weight.

Though America dominates aviation fleet sizes in most aviation categories, Europe is far ahead with sailplanes. In fact, gliders are the most common way Europeans learn to fly. So the German Aero Club's display was on target having a half-dozen of these sailplane simulators. An expert is alongside to help, but the computer screen provides a fairly realistic sensation of actual flying.

France's Dyn'Aero has worked hard to keep its airplanes light using carbon fiber and clever design. With many aircraft in the German community bulging past weight limitations, the company wanted to boldly demonstrate its achievement. This sign says empty weight is 535 pounds, significantly less than other fast twoseaters. Contact: dynaero@aol.com or www.dynaero.com

European builder Aeropro created this Kitfox look-alike aircraft, and it's now represented in the United States by Rollison Light Sport Aircraft. Owner Rob Rollison, who attended Aero 2003, told me it is actually derived from Avid Flyer plans once sold in Canada. Contact: Info@RLSA.us or www.rlsa.us/eurofox.htm

Europeans are much more space restricted than Americans, who are accustomed to wide open stretches of land. Because Europe also has the world's largest concentration of sailplanes, this glider-like trailer for your ultralight is probably logical. The low-profile trailer is shown holding a Remos G-3 Mirage ultralight.

The most beautiful wings at the show, in my opinion, were on this Leonardo from Dewald. The continuously curved wings surround an also-wood tandem cockpit. The motorglider is projected to produce a 24-to-1 glide, but its looks will turn heads everywhere. Contact: dewaldleichtflugzeugbau@ t-online.de or www.dewald-leichtflugzeugbau.de/

Light-sport aircraft are a major part of Aero 2003 My first visit to the Aero show was in 2001. For years earlier, I'd been aware of this event in the far south of Germany, in the resort town of Friedrichshafen. After attending the show two years ago, I became aware of how important it would be to light-sport aircraft. Because Aero runs on alternate years, like many air shows in Europe, I determined I was going again in 2003, no matter what. Once again it was a worthwhile trip. Friedrichshafen sits on the northern shore of a giant lake called Bodensee or Lake Constance. Across the body of water to the south lies Switzerland. Bodensee's eastern edge borders Austria. The tourist attractions generated by the big lake come with picturesque scenes in many directions. Friedrichshafen is also home to the Zeppelin airship company. Famous for its creation of the Hindenburg, Zeppelin is the oldest continuously operating airship builder. In the Bavarian town Zeppelin calls home are two museums of the company's work. Logically, then, having a major air show in Friedrichshafen makes sense. That it is central to the rest of Europe helps draw aircraft makers and suppliers plus pilots and visitors from across the European community. For someone in my line of work- evaluating light aircraft-this show has become a must-go international event. The reason is simple: manufacturers of such aircraft feel like I do|they simply have to attend. Virtually every company serious about making light aircraft has a display at Aero. In one trip, I can see what all the manufacturers in Europe are developing. This article, then, will highlight many of the beautiful flying machines I found on the show floor. In some cases the aircraft are elaborate, even fanciful creations with modest growth potential. Others are mainstream products seemingly destined for American shores. Aero sees a generous share of new ideas, so some exhibitors are new commercial entities that hope to gain entry to the competitive recreational aircraft market. Throughout this article, I refer to most of these planes as "ultralights," "microlights," "VLA," or "light-sport aircraft (LSA)." Please understand that these terms are not used to define. Ultralight in Europe generally means an aircraft limited to 450 kilograms of gross weight (or, now, 472.5 kg if a ballistic parachute is installed). Microlight is a general term meaning any ultralight-like aircraft, while VLA (very light aircraft) means an aircraft that has European certification and is generally heavier than allowed under European ultralight definitions. LSA means an aircraft that could fit the proposed new FAA light-sport aircraft rule, in my opinion. Because that rule is not yet released and I cannot predict the actions of manufacturers, I ask readers to consider these terms as casual references only, please. Concentrated Light-Sport Aircraft As with major American air shows, Aero is a highly efficient way to bring together all the brands and models in one location. All of Europe may be half the size of the United States, but it's still large enough that traveling around to visit airframe makers takes lots of time and money. Going to Aero makes the job easier and in many ways more pleasant (though, of course, you cannot see the manufacturing plant where the airplanes are made). All new for Aero 2003 were freshly completed exhibition facilities. The old location, slightly closer to the center of town, was a scattered collection of large halls obviously added as necessity demanded. The new Friedrichshafen Convention Center is located right on the airport, across the main runway from the small terminal serving the town. The halls are now coordinated and more logically arranged. A large courtyard served food and housed a few military displays. Inside the seven great halls of Aero 2003 were aircraft from all over Europe. Eastern Europe was especially well represented among the ultralight and VLA set. Judging from the packed exhibit halls, the recreational segment of Euroland appears to be quite healthy, despite sluggish national economies and surprisingly high unemployment. Some corporate hardware was parked outside, but Aero remains a venue for fun flying. In 2001, the largest airplane on display was a Cessna 206. For 2003, now that the show is based at the airport, organizers started to cultivate the business crowd, too. On the whole, though, and to my personal satisfaction, Aero remains dominated by sport aircraft-overwhelmingly oneand two-seat machines that roughly fit various European definitions. With avgas running $8 to $10 per gallon and with autogas half that price in Europe, fuel efficiency is more than a buzzword. High taxes drive the price to three or four times what Americans pay. Flying Cessnas and heavier aircraft is largely only an option for a few well-heeled owners or corporations. Even suppliers like Diamond Aircraft offer diesel engines to battle the high cost of petrol. (Diesel fuel enjoys a financial advantage to accommodate European agriculture politics.) With their ubiquitous Rotax 912s-and even some diesel entries- the ultralight/microlight suppliers offer even better efficiency, and this draws interest heavily from the ranks of well-paid European workers, professionals, and aviation enthusiasts Take My Photo Tour The aircraft pictured on these pages do not represent all those present. Several brands well known to Americans, such as Skyboy, Sky Ranger, CT, and Zenair, had large exhibits and attracted plenty of interest, but they don't require further coverage right now. Some others simply seemed out-of-date or so niche oriented that I skipped them. Instead my search focused on aircraft Americans have not yet seen, new models being introduced or not available in the United States, and new technology, including some experimental designs that may never arrive on the market. My goal here is not to promote the photographed airplanes as models you will buy in the near future. You may, but that wasn't how I chose these machines. In my regular combing of light aircraft of all description, I look for those likely to become commercial successes or those with ideas and shapes that are sure to be coopted by other builders. Neither do I make any attempt to cover the corporate side of Aero, though many companies were present peddling their wares and services. More than 500 exhibitors filled the halls. I've only reported on 20-plus airplanes, so lots went unmentioned. To see all Aero offers, you'll simply have to go yourself. Aero 2005 is scheduled for April 21-24, if you're serious. Otherwise, I'll be going again; so perhaps in about 24 months you can take my new tour by camera. For now, enjoy Aero 2003. Perhaps one of these light aircraft will tickle your particular fantasy of flight. The contact information (at the end of most captions) lists a verified, Englishlanguage Internet address plus email, if available. If English is not available on the website, you can translate the site to English by using this website, http://babelfish.altavista. com/babelfish/tr, or by using Google's search engine and clicking its "Translate This Page" feature.

Published in Experimenter Magazine

Light-sport aircraft are a major part of Aero 2003 My first visit to the Aero show was in 2001. For years earlier, I’d been aware of this event in the far south of Germany, in the resort town of Friedrichshafen. After attending the show two years ago, I became aware of how important it would be to light-sport aircraft. Because Aero runs on alternate years, like many air shows in Europe, I determined I was going again in 2003, no matter what. Once again it was a worthwhile trip. Friedrichshafen sits on the northern shore of a giant lake called Bodensee or Lake Constance. Across the body of water to the south lies Switzerland. Bodensee’s eastern edge borders Austria. The tourist attractions generated by the big lake come with picturesque scenes in many directions. Friedrichshafen is also home to the Zeppelin airship company. Famous for its creation of the Hindenburg, Zeppelin is the oldest continuously operating airship builder.

Product Lines – December 1999

By Dan Johnson || February 28, 2005 Leave a Comment (Edit)

ST. PAUL, MINN., -- As we head in winter and the holiday season, news for the next season appears to continue a focus on rigid wing hang gliders. Flexwings continue to do well in contest flying (and sales) but we simply aren't hearing as much about new developments as we have in years past... for example, the topless buzz is now getting to be some years old. ••• U.S. Aeros is preparing for sale of their new rigid wing, ominously named the Stalker. It either sounds like a challenger trying to take on the leader (Exxtacy and ATOS, by almost any reckoning), or like a johnny-come-lately rigid wing design. Certainly for a company that has shown the ability to compete in the worldwide hang gliding community -- for both sales, at which they've done excellently, and in competitions -- Aeros is somewhat tardy bringing their stiffwing to market. • On the other hand, this is a second generation offering like the Ghostbuster and ATOS. Indeed, like another long-awaited-but-still-unavailable wing, the La Mouette Top Secret, Stalker has bare leading edges, that is, the sailcloth does not cover the leading edge. Instead the LEs are painted. • In another difference, instead of spoilerons, the Stalker has ailerons. Aeros isn't first with this idea. In fact, before Laminar producer, Icaro, settled on working with ATOS, they had their own short-lived rigid wing called the Lumina which also employed ailerons versus spoilerons. Having a lot of experience myself with spoilerons (on the Cloud Dancer), I'll wait to hear more about the effectiveness of ailerons on the Stalker. For the speed range we fly in, spoilerons are hard to beat for efficiency and they promote proverse yaw -- as opposed to that kind we don't like: adverse yaw. • In truth, one of the earliest uses of aileron control that I know of was by my old friend, Tim Morely, who installed a pilot-weight-shift-activated aileron control system on a Mitchell Wing back in early 1984. On that pioneering rigid wing, ailerons were said to be surprisingly effective, but of course a rigid wing with drag rudders is a somewhat different flying machine. Control of the Stalker is said to be very similar to the method of Morely's Mitchell Wing. The ailerons are deployed when the pilot moves his or her body laterally. An internal control linkage moves a pushrod to activate the bell crank which moves the ailerons up and down." Whew! ...sounds complicated compared to pure weight shift, but this is something like the way most aircraft do it. • The Stalker followed the second generation pattern of cutting weight; it is said to weigh only 77 pounds. Initial price is reportedly set at $7,995 but may rise to $8,500. At the latter number it is the same as the '99 Exxtacy, not the undercut price which helped make the Stealth popular among topless flexxie pilots. In another second generation quality Stalker is similar... it won't be available until around April of 2000, the same as is reported for the ATOS. Ghostbuster, which currently has a less-established market position, is available sooner and I have no updated info on availability of E-7 or Ixbo. Stalker web info at justfly.com. ••• In only the second appearance of an American design competing on the rigid front -- along with Brightstar's Millennium -- Matt Kollman's Raptor is flying in a second generation design. I've reported on the Raptor in past columns ('95 and '97) but Matt is now said to be nearing production, something he's working out with Jim Marske, a longtime designer and kit supplier of ultralight sailplanes (Monarch and Pioneer). • The Raptor 2 uses very strong carbon rods in the spar, which Kollman says allows the spar/D-cell combination to hold 16-G loads (not that this means the flying wing can accommodate such big numbers). Further accounting for strength are Kevlar skins on the D-cell. Matt believes that the Kevlar makes his leading edges more durable than carbon fiber. • Like Millennium (and Morely's Mitchell), Raptor 2 uses moveable tip rudders, however, the tip rudders actuate when the pilot shifts the control bar, like the spoilerons on Exxtacy and ATOS. Instead of flaps like all the Euro designs, Raptor 2 uses spoilers (not spoilerons) to aid landing approaches. In concert with a tapered wing planform this allows landings in no-wind situations, claims Kollman. Matt writes that he's close to deliveries and the first ones will go for $7,500. Working at a great distance from Southern California HG designers, pilots in his area say Matt has been "flying away from their production gliders for years." • The Raptor 2 has a 41-foot span, 162 squares, weighs 75 pounds, and boasts a glide of 18 at 35 mph and a 130 fpm sink rate. Info: 614-436-3230 or kollmancomp@msn.com. ••• Back on the flexxie front, Moyes is blowing their horn over the Lightspeed's victories in the Brazilian Nationals. The Brazilian Nats was its first outing as a production glider though a prototype flew in the World Meet. Moyes' new wing took first and second place and the winner flew a "completely standard Lightspeed which easily passed US certification," the company said. (I did not independently verify certification status.) Icaro put five Laminars in the top ten along with one each Fusion, Topless, and Stealth. Moyes further trumpeted that in the six-day contest, "A Lightspeed won 1,000 points every day of the comp!" Congratulations, Moyes. Info: Moyes.com.au or FlyaMoyes@aol.com. ••• If you act darn fast, you might get one of Lisa Tate's new Soaring Dreams Catalog in time to order for Christmas. Her business offers unique HG and PG-related gift items and trophies. Lisa's color catalog is available for free. Info: 208-376-7914 or ZooLisa@aol.com. ••• USHGA's board recently met and a couple interesting things occurred. • In a repeat of last year's meet selection drama, Malcolm Jones' Wallaby Open narrowly won a bid for the time slot immediately following the big Sun 'n Fun airshow. The event -- which attracts over 600,000 pilots and visitors -- brings more HG tugs into the area, a resource valued by a tow meet organizer. So, the 16-22 April contest will again be followed by GW Meadows' meet at Quest. Info: Wallaby.com or justfly.com. • In the other news bit, David Glover was elected president of the association on a pro-growth platform. This oughta' be interesting to watch. Congratulations, David, and best of luck! ••• So, got news or opinions? Send 'em to: 8 Dorset, St. Paul MN 55118. Messages or fax to 651-450-0930, or e-mail to CumulusMan@aol.com. THANKS!

Published in Hang Gliding Magazine

ST. PAUL, MINN., — As we head in winter and the holiday season, news for the next season appears to continue a focus on rigid wing hang gliders. Flexwings continue to do well in contest flying (and sales) but we simply aren’t hearing as much about new developments as we have in years past… for example, the topless buzz is now getting to be some years old. ••• U.S. Aeros is preparing for sale of their new rigid wing, ominously named the Stalker. It either sounds like a challenger trying to take on the leader (Exxtacy and ATOS, by almost any reckoning), or like a johnny-come-lately rigid wing design. Certainly for a company that has shown the ability to compete in the worldwide hang gliding community — for both sales, at which they’ve done excellently, and in competitions — Aeros is somewhat tardy bringing their stiffwing to market. • On the other hand, this is a second generation offering like the Ghostbuster and ATOS.

Product Lines – November 1999

By Dan Johnson || February 28, 2005 Leave a Comment (Edit)

ST. PAUL, MINN. -- Airwave is back! Not long after I announced that the enterprise was for sale (June '99 "PL"), a deal was done and former European Wills Wing distributor Markus Villinger is the owner. By now, the new Austrian base for Airwave Gliders should be running and shipping gliders. They plan to add paragliders to the mix once again, although like so many PG vendors, they will have the wings sewn elsewhere. • Villinger Birdmen Enterprises will start by marketing the Pulse and Fly 2 (known to Americans as the Double Vision). Villinger also reports they will offer the Skye, which he calls "the next generation skyfloater." Most credit Villinger with inspiring Wills Wing to market their then-new Falcon for use in skyfloating -- and the recent 95 mile flight by David Glover using this posture proves it is viable for more than simply drifting around the launch site. As Markus puts it, his new Skye will be the glider that "brings the fun back to a lot of pilots." With that goal, I certainly wish him Good Luck! He finally reported that his newly expanded company will also work on a new high performance design. Info: fly@villinger.com or web: www.Airwave-Gliders.co.uk. ••• GW Meadows reported results from his Dinosaur meet. A surprisingly light turnout of pilots experienced the mildest weather of Meadows' several meets in this location. Perhaps strong conditions in the past caused some competitors to pass up the contest. Nevertheless, results show several of America's top pilots participated. Jim Lee continued his winning ways, taking first place in his Wills Fusion in flexwing class. And Dave Sharp took first in Class II flying his ATOS, distributed in the U.S. by Predator producer, Altair. • Among flex wing participants, the Aeros Stealth saw a great turnout, with seven (out of the 20 flexxies) participating. However, the top finishers were mostly other brands. After Lee's Fusion honors came Mike Barber's La Mouette Topless, Dustin Martin's Moyes CSX, Steve Rewolinski's Altair Predator, and Barry Bateman's Moyes CSX. • Following the seven Stealths came the Predator with three flying plus another trio of Moyes models, and a pair each of Fusions, CSXs, and Laminars. The Topless was a loner. Among rigids the meet hosted a couple Exxtacies, an ATOS, and an E-7. Unfortunately, as the number of competitors was small, the survey of models used is too limited for other than curiosity. ••• As we continue debate about control bar wheels for contests and general use, and as drag 'chutes remain a topic -- also in pursuit of better landings in our high-performance gliders -- a new idea arises from Norway. The Delta Dragger is an interesting variation on the drag 'chute theme. Imagine a small vertical tail on a glider not unlike that used by Seedwings. Now imagine this surface being able to open laterally, unfolding as it were from the front and hinging on a vertical tube at the rear of this dorsal fin. It would set up quite a bit of drag I'd expect, just like a 'chute. Except Delta Dragger can be retracted quite easily at which time it again acts like a tail fin, adding a measure of yaw stability to the wing. Seems like a nifty idea to me. The invention of Bjornar Ryeng (excellent English skills), Delta Dragger is now entering production. It is "produced in a solid plastic material and aluminum," Ryeng reports. Weighing less than two pounds, the drag device exposes "3.2 square feet of curved area facing the air flow," he adds. You must pull "no more than about 15 inches of rope" to get fully opened fins and you supposedly do not notice a difference in handling. Bjornar also says mounting takes five minutes when you get the Dragger and 20 seconds to fit during preflight assembly. You needn't drill any holes in your glider's tubing and Ryeng says it will fit "almost any glider." U.S. prices will be between $120 and $150 depending on initial production costs. Info: bryeng@online.co or see his website: www.infodist.no/delta. ••• Well, what did you expect? It's getting near that season when everyone scrambles to buy gifts for the holidays, so naturally, "Product Lines" has a couple early entries. Two items caught my attention recently. • First is a neat flying toy that some of us adults may enjoy but which certainly makes an interesting (and inexpensive) gift for youngsters that tend to surround many of us during Christmas. Zing Wings are a simple foam gliders that fold up uniquely such that they take up little more space than a No. 10 business envelope. However, when launched vertically, they flip open James Bond-style, and glide freely. It always amazes me how well a piece of flat-as-a-board swept foam with its trailing edge bent upwards can fly. But it does. A child can shoot it aloft with a provided rubber band and launch stick. It'll fly quite a distance depending on the prevalent wind (and thermal lift). And although the construction is ultra-simple, Zing Wings are quite durable... just don't play fetch with your dog. At 2 for $5, 5 for $12, or 10 for $20 plus $3 S&H, Zing Wings are a fun bargain for all the little ones on your gift list. Span is 18 inches when open, but just like a real hang glider, it packs to about half-span. To buy: 360-802-2426 or timhuff@wans.net. • Item two is a beautifully crafted scale model hang glider "to hang in your car, office, or home," says designer Nancy J. Benoit. A designer of etched metal products, Nancy was "inspired by the countless hours I spent sitting in the fields at Morningside Flight Park watching my husband... run down the training hill with a hang glider." She adds, "I've noticed that there isn't enough paraphernalia for hang glider pilots to buy... so here it is!" The sample I saw certainly shows the work of a professional and for $19.95 plus $3.95 S&H, it's a good value. If nothing else, show this column to your spouse (or kids) and let them buy it for you. Available only in dark blue and lime green -- plus bare gleaming metal -- the piece is attractive enough to display proudly. Glider manufacturers are invited to inquire about ones with their logo printed on the wing. About 7 inches in span. To buy: 1-800-395-2832 or NJBmetalwork@usa.net. ••• So, got news or opinions? Send 'em to: 8 Dorset, St. Paul MN 55118. Messages or fax to 651-450-0930, or e-mail to CumulusMan@aol.com. THANKS!

Published in Hang Gliding Magazine

ST. PAUL, MINN. — Airwave is back! Not long after I announced that the enterprise was for sale (June ’99 "PL"), a deal was done and former European Wills Wing distributor Markus Villinger is the owner. By now, the new Austrian base for Airwave Gliders should be running and shipping gliders. They plan to add paragliders to the mix once again, although like so many PG vendors, they will have the wings sewn elsewhere. • Villinger Birdmen Enterprises will start by marketing the Pulse and Fly 2 (known to Americans as the Double Vision). Villinger also reports they will offer the Skye, which he calls "the next generation skyfloater." Most credit Villinger with inspiring Wills Wing to market their then-new Falcon for use in skyfloating — and the recent 95 mile flight by David Glover using this posture proves it is viable for more than simply drifting around the launch site.

Product Lines – October 1999

By Dan Johnson || February 28, 2005 Leave a Comment (Edit)

ST. PAUL, MINN., -- The 1999 World Championships are over, and ho-hum, Manfred Ruhmer won... again. I don't mean to sound jaded by Manfred's winning performance but it sure seems predictable. He is indeed the undisputed champion, although he did have to prove his ability; it was not a runaway victory. In hot pursuit were some of the same Brazilian experts that did well at Wallaby and the Quest U.S. Nats earlier this year. Of course, Ruhmer flew the Laminar ST (topless) that has been his choice for many contests. • Andre Wolf was 2nd in his Laminar ST followed by Pedro Matos on a Laminar ST, and in 5th, Gordon Riggs on another Laminar. Betino Schmidt managed to squeeze in a La Mouette Topless in 4th to keep the Icaro model from totally dominating flexwings at the '99 Worlds. Richard Walbec and his Wills Wing Fusion represented the highest American brand in 6th place. • The U.S. Team was 9th overall, reports team member Jim Zeiset. Jim Lee finished 14th and Chris Arai was 24th as the top-placing Americans in Class I. ••• In the rigid class, Christof Kratzner took first on an ATOS, which overall dominated Class II as did the Laminar STs in Class I. Kratzner is provisionally the winner awaiting an appeal on photos from runner-up Johnny Carr, who came in 2nd in his European-built Swift. The two top guns were followed by Hansjoerg Trutman in 3rd on another ATOS, Dave Sharp in 4th on yet another, followed by Brian Porter in his modified-Millennium, the Utopia. The ATOS from Felix Ruhle's new A.I.R. company took 7 of the top 10 places, a convincing follow up to early-season ATOS successes. Quite a few ATOS gliders were entered and factory support was available on site to aid their pilots which surely helped both physically and psychologically. • Team USA Rigid was 3rd overall, but of the first three team scores, it was observed that the Yankees were separated from the Swiss and German rigid teams by only 139 points -- out of 10,000! Some 25 rigid pilots represented eight countries, a healthy turnout of Class II contestants. ••• The meet was regarded as one that, according to Zeiset, "started fairly slow but became quite grueling by the end." It enjoyed good safety but had a share of exciting moments. One was a parachute deployment as the meet ended. It seems that Guido Gehrmann was doing aerobatics in front of the main site of Monte Cucco. David Straub writes, "On his third loop his glider broke. The wires were attached up the down tubes a ways and he blew the down tubes out. He threw his 'chute, then shot his other rocket-deployed 'chute." He was OK. World Meet digital photographer and 1-800-Hang-Glide man, David Glover, thought the wires "were attached perhaps two-thirds of the way up the down tubes, in what I have to believe is a pretty modest -- but risky -- way to reduce drag. Some felt that Gehrmann learned a little about hang gliding structures that day. ••• From the Worlds came not one but two daily e-mail updates, one from Davis Straub, the OZ Report man, the other from Jim Zeiset. Between the two, wired pilots could keep up with the meet in an informative yet personable fashion. Competitions continue to garner good attention, despite the fact that less than 1% of USHGA members are involved with contest flying. While meet pilots probably attach undue significance to the events, it remains true that this kind of flying shows the recreational pilot majority what new designs are working well. • I'm hoping a full report follows this summary; certainly we have a good record of events thanks to the two e-mailers. ••• Back here at home, Mountain Wings operator Greg Black wrote an encouraging note saying, "I think hang gliding is back!" He goes on to say, "I have noticed that since I have been on the training hill myself, gliders are being sold and 90% of the intro students are signing up for the big training package... is it that we are attracting people with a lot of money? I sure am excited about whatever is happening. And it's fun, too." He notes that his business has "lots of gifted students, lots of gliders sales, lots of excitement from the students which [helps] them bring in friends for lessons. It's been... great!" This may be a local phenomenon by I'm pleased to hear it. Do other parts of the country feel this way? (Greg was reporting the late spring/early summer period.) ••• Videographer Paul Hamilton continues his prolific ways with a new production that schools, clubs, and growth-oriented USHGA members may want. "Starting Hang Gliding" is not a training video, although it has lots of basic information. I saw it instead as a promotional vehicle. It roves around the country to reveal scenes at several of the bigger flight schools. Paul and his wife have added interesting production values with some very nice animated graphics that show not only Paul's ability with the video camera but also his computer. The 30-minute video was very watchable, I felt, and has good flying scenes that cut quickly one to another maintaining a good pace and never boring the viewer. Get more info at his web site: adventurep.com or call 775-747-0175. ••• The San Diego community hosted a party for Leroy Grannis and his wife Katie. She turned 80 and they're celebrating their 60th wedding anniversary. Leroy -- who shot some of the finest pictures ever in our sport -- is also regarded as a legendary surfing photographer. "They are both doing well," says Brad Hall. "They're still surfing almost every day!" Leroy is 82. Both are planning to make a showing at this year's Telluride, Brad added. Congratulations Leroy and Katie! The active couple remains a fine example for "young" hang glider pilots. ••• In closing, I need to make a clarification. Ken Brown wrote to say that although he is indeed a rep' for Flight Design's Ghostbuster, this is only for the Southwest U.S. "I am still representing [French glider builder] Tecma in the USA. My support for the company and product is still high." His primary responsibilities are associated with the promotion and distribution of the Moyes product line. He adds, "I am stocking Dragonfly [tug] kits for immediate delivery as well as spares support." More info: FlyaMoyes@aol.com. ••• So, got news or opinions? Send 'em to: 8 Dorset, St. Paul MN 55118. Messages or fax to 651-450-0930, or e-mail to CumulusMan@aol.com. THANKS!

Published in Hang Gliding Magazine

ST. PAUL, MINN., — The 1999 World Championships are over, and ho-hum, Manfred Ruhmer won… again. I don’t mean to sound jaded by Manfred’s winning performance but it sure seems predictable. He is indeed the undisputed champion, although he did have to prove his ability; it was not a runaway victory. In hot pursuit were some of the same Brazilian experts that did well at Wallaby and the Quest U.S. Nats earlier this year. Of course, Ruhmer flew the Laminar ST (topless) that has been his choice for many contests. • Andre Wolf was 2nd in his Laminar ST followed by Pedro Matos on a Laminar ST, and in 5th, Gordon Riggs on another Laminar. Betino Schmidt managed to squeeze in a La Mouette Topless in 4th to keep the Icaro model from totally dominating flexwings at the ’99 Worlds. Richard Walbec and his Wills Wing Fusion represented the highest American brand in 6th place.

Product Lines – September 1999

By Dan Johnson || February 28, 2005 Leave a Comment (Edit)

ST. PAUL, MINN., -- I don't believe I've noted so much buzz about a harness since Wills Wing first introduced the Z1-2-3... series. Maybe the Woody Valley from Europe, but even that popular brand name never created what you'd call a "stir." ••• Regardless of the past, Jay Gianforte's CG Carbon Harness has people talking (and writing in the case of Internet messages). Jay's enterprise, called Center of Gravity, first became known nationally in 1984 with the C-G 1000 and 2000 models. He says "We have created the Carbon C-G with carbon graphite molded into a durable aerodynamic shape and glass smooth finish." Gianforte says 30% of the drag on a hang glider can be caused by the pilot, so his sleeker solution may boost your glide angle. Certainly Jim Lee's futuristic hard-shell harness of year's back had some of this advantage, but the harness was not widely available. Center of Gravity is clearly hoping to capitalize on that interest only they'll do like the Dorito chip people... they'll make more. • The most interesting feature is the inflatable chest cushion and shoulder pads which reportedly do wonders for the pilot comfort. For "stiffy" pilots, this may be considered a necessary accessory, since those wings can make even better use of a more streamlined pilot. With water, radio and oxygen in pockets under one arm and the parachute mounted under the other, the hard shell smoothness is preserved. • Bob Lowe of Colorado writes, "Very warm, balanced, functional, automatic tail-lifting feature for take-off and landing works amazingly well... Jay must have really spent a lot of time on this one." After sometime "beta" testing with an early Carbon C-G, he feels "it will quickly be a 'must-have' in the world of hybrids [and] toplesses. • Jay makes one point succinctly, "If removing the king post helps, think what this will do." According to web writer, Davis Straub, "Jim Lee ordered one." Impressive! Info: CGravity@dreamscape.com. ••• In mentioning Wallaby regarding the Open and Quest Air for the Nationals, I left out the other active towpark in central Florida. Gregg MacNamee runs Graybird AirSports and operates the Dunnellon Airport. Located 16 miles west of main north-south route I-75 on Highway 484, he offers hang gliding, paragliding, paramotor and ultralight flying. Flight training, sales, and service are available seven days a week. Greg writes, "This airport has 500+ acres square clear space, two paved runways 4,875 feet long, a disc golf course, bathroom with hot showers, store/office, and hangar space." Info: 352-489-9969 or fly@graybirdairsports.com ••• Up north in the greater Chicago area, the Hang Glide Chicago group (1 hr. west) or Surf Air (NW of Milwaukee) each expect to have two tugs operating, according to Steve Revelinski. But instead of working exclusively with the Dragonfly, this group is using a modified Kolb Aircraft tug based on an apt-sounding combination of two of that company's models. Kolb is one of the most respected names in ultralight aviation and I've flown all their aircraft. They fly wonderfully but are slow enough that I can visualize them being great tugs when properly configured. Members of these operations, aided by Harold's Flying Service (at the Leland, IL site), have refined an early Kolb into a machine the company can reportedly now supply. They believe it is more stable in rougher conditions than a Dragonfly. • Steve also related a fascinating story about Harold's work on a DC-3 being modified so it can carry a dozen hang gliders! Back in early June it was in Indiana being refurbished. I'll bet we hear more about that project. Info: 414-557-4041. ••• Out west, the Sierra Dragonfly Club has been operating most of this year at the Carson City Airport. Steve Lantz (the founder of Second Chantz parachutes) "has built some real nice hangars on the airport to store all of our flying toys," writes Ken Munn. Some extra hangars were also available, though those things can change quickly. If you fly Nevada you should check out the operation. Info via AirMunn@aol.com ••• The Mosquito power harness continues to make converts from those who wouldn't have anything to do with power. One tale I was told, about a pilot who powered all the way to 14,000 feet on the gallon and a half fuel tank, makes the case pretty convincingly. Even if that story may stretch reality, the fact remains that some pilots who don't live near mountains -- and that means lots of Yankee pilots -- yearn for the ability to gain altitude for soaring. To some pilots, powering up and then shutting down is easier than towing which requires expert assistance. According to importer Bill Fifer, North American sales are past 50 units by now, at $4,700 a copy. Pilots compliment the relatively quiet and efficient operation, quick assembly, and general ease of use. Info: 616-922-2844. ••• In closing I have to tell you that my "day job" at BRS was exciting recently, after the JFK Jr. thing preempted every other news item in the country. Our company's rocket-deployed parachute system for the Cirrus SR20 4-seater aircraft was shown on numerous national television broadcasts for three days running. It nearly swamped the company with phone calls and the value of BRS stock shot up 175% on volume four times heavier than any prior single day. With remarkable timing, Cirrus finally delivered SR20 #1 to its first customer right in the middle of this Kennedy event. • John also flew a powered parachute ultralight and visited the BRS Oshkosh airshow booth two years ago. While lamenting the loss of a fellow sport aviator, BRS found itself in the spotlight of national attention. ••• So, got news or opinions? Send 'em to: 8 Dorset, St. Paul MN 55118. Messages or fax to 651-450-0930, or e-mail to CumulusMan@aol.com. THANKS!

Published in Hang Gliding Magazine

ST. PAUL, MINN., — I don’t believe I’ve noted so much buzz about a harness since Wills Wing first introduced the Z1-2-3… series. Maybe the Woody Valley from Europe, but even that popular brand name never created what you’d call a "stir." ••• Regardless of the past, Jay Gianforte’s CG Carbon Harness has people talking (and writing in the case of Internet messages). Jay’s enterprise, called Center of Gravity, first became known nationally in 1984 with the C-G 1000 and 2000 models. He says "We have created the Carbon C-G with carbon graphite molded into a durable aerodynamic shape and glass smooth finish." Gianforte says 30% of the drag on a hang glider can be caused by the pilot, so his sleeker solution may boost your glide angle. Certainly Jim Lee’s futuristic hard-shell harness of year’s back had some of this advantage, but the harness was not widely available. Center of Gravity is clearly hoping to capitalize on that interest only they’ll do like the Dorito chip people… they’ll make more.

Product Lines – August 1999

By Dan Johnson || February 28, 2005 Leave a Comment (Edit)

ST. PAUL, MINN., -- The tragic death of Michael "Hollywood" Champlin sent a wave through the hang gliding community recently. While others will surely document the incident, it causes me to think about my longtime support of rigid wings as a form of glider to supplement the flex wing. One thing we've added to the equation is control surfaces and for HG pilots without "stick time" (or something equivalent), the experience is genuinely new. That's a good thing except... When an expert tackles anything new, doubt can enter the equation. Experts don't always know they're in "learning mode." While discussing the loss, my wife Randee (an HG pilot herself) reminded me recently of the old hang gliding axiom that advises you only change one thing at a time. In learning to fly rigids, one encounters several new things at once, among them the use of controllable surfaces. ••• In the case of the Millennium, one further adds the joystick, and that's how I relate the story to Champlin. Here is a case of an expert and well respected weight-shift pilot getting familiar with a joystick aircraft. He was extremely knowledgeable in flex wings but was practicing spins in the Millennium. The practice isn't the problem; it's a good thing. You must know how to extricate yourself from a problem and practicing such maneuvers ahead of time and at altitude is one of the best ways to know the aerodynamic sensations so that you recognize the situation and act accordingly. Champlin was high and had already done two spins with proper spin exit. On the third his pullout involved excessive speed and the wing failed. (The subject of the failure itself and Brightstar's rememdies will be left for another report.) Some observers suggested Champlin had not gone through a training process to learn spin entry and recovery in a three-axis-controlled aircraft. Although Cessna training seems pretty distant from a Millennium, it may have been useful. And even if it would not have for Champlin, how about you? Maybe it's time we learned more -- as a group of experienced weight shift pilots -- about control surface flight? In any event, my sincere condolences to all who were close to "Hollywood." ••• We are learning more about rigids as they continue to have an impact on the HG world. And as we enter the "second generation" of rigids, the field continues to shift. Ken Brown has backed away from his import of the French Ixbo (a slightly refined Exxtacy), and has joined with North American Flight Designs. NAFD imported the Exxtacy gliders sold in the USA and will now add the new Ghostbuster to the mix. I've seen them both in France recently and the Ghostbuster -- like the ATOS -- is clearly a second generation model. Brown will reportedly deal for Flight Designs and recently visited Germany to learn more. ••• Another man who dedicated himself to learning more is Jim Zeiset, whose Pendulum Air Sports will import the E-7 from Josef Guggenmos. After logging 20 hours in his new E-7, JZ feels the glide is 18.5 as claimed (at 36-38 mph). He also ran some three minute glides in smooth air to find a sink rate of 140 fpm (138 is claimed). Zeiset also found the wing's small flaps don't help much on approach but instead are mainly "high lift devices." Back on the ground, Jim weighed the package twice to find a 70.5 pound weight. Look for a more thorough report in HG. ••• At an FAI-sanctioned contest in Euroland, evaluations done show about a 15% performance advantage (measured in average speed difference) for "stiffies" versus "flexxies." This suggests the hype about a 50% gain is overstated -- very similar to a comment once offered to me by leading designer, Steve Pearson, of Wills Wing. In fact, one participant in the glide-off wrote, "If the Laminar ST has a 14 or 15 glide, then ATOS is 16 or 17." ••• Briefly on the subject of the Laminar and glider selections... World Team members in various countries are making their choices for the big contest. Web writer Davis Straub reports that England's team will fly three Laminar STs, two Topless gliders, and an Avian Cheetah. ••• I haven't heard much from Bob Trampenau lately, but he wrote in late May that he believes "as strongly as ever that the high performance Rogallo-type hang glider is alive and well!" To prove it he's offering his "Carbon Cantilevered Spar and Flap equipped Sensor 610" with a new size coming (at 154 squares and 36 foot span). He expressed that "Today's rigid wings are twice the price and hassle for just a few extra points in glide" though not everyone may agree with his assessment. Bob is familiar with rigid design after developing his Sunseed back in the mid-'70s. But he felt too many compromises existed and that those same conditions hold today. His new carbon spar 610 has completed design and development work and Seedwings is building up inventory for production. The Santa Barbara company is also creating a web site to help disseminate information on the new wing and hopes to get a write-up in HG soon. ••• While Trampenau and other designers create new wings, other creations appear in aftermarket work. One such product is "Bill's Wing" tips from Bill Woloshyniuk in Cochrane, Alberta, Canada. His tips are trumpeted as a "lower cost alternative to factory carbon fiber tips." The colorful winglets (predecessors have been plain vanilla gelcoat white ones) have proven popular with prototype users and the tips are now being offered for sale. White-only versions start at $218 and colors add $26 more. You can get more info at 403-932-7303 or via e-mail at i4fx@telusplanet.net. ••• We'll wrap up this month with the return of the "Glider Condom" from Mountain Wings in New York. In case you forgot, these are simple plastic tubes (22 feet long and 6 mil thick) which "fit snugly over a hang glider to protect it from the weather, road dust, rain, etc." Proprietor Greg Black says that "when it rains, not only does your glider get wet, it also comes in contact with acids, oils, and fuels that are in the air as mist when you are driving down the road." For $16.95, the protection is cheap, well... like its namesake I guess. Info: MtnWings@aol.com or at 914-647-3377. ••• So, got news or opinions? Send 'em to: 8 Dorset, St. Paul MN 55118. Messages or fax to 651-450-0930, or e-mail to CumulusMan@aol.com. THANKS!

Published in Hang Gliding Magazine

ST. PAUL, MINN., — The tragic death of Michael "Hollywood" Champlin sent a wave through the hang gliding community recently. While others will surely document the incident, it causes me to think about my longtime support of rigid wings as a form of glider to supplement the flex wing. One thing we’ve added to the equation is control surfaces and for HG pilots without "stick time" (or something equivalent), the experience is genuinely new. That’s a good thing except… When an expert tackles anything new, doubt can enter the equation. Experts don’t always know they’re in "learning mode." While discussing the loss, my wife Randee (an HG pilot herself) reminded me recently of the old hang gliding axiom that advises you only change one thing at a time. In learning to fly rigids, one encounters several new things at once, among them the use of controllable surfaces. ••• In the case of the Millennium, one further adds the joystick, and that’s how I relate the story to Champlin.

Product Lines – July 1999

By Dan Johnson || February 28, 2005 Leave a Comment (Edit)

ST. PAUL, MINN., -- The glare of spotlights this month turns to GW Meadow's U.S. Nationals which took place at Quest Air the week after Malcolm Jones' Wallaby Open concluded. ••• Weather wasn't quite as cooperative and the organization was different, but the U.S. Nationals are now history and Jim Lee is our national champion, edging out top-ranked Mike Barber by a mere seven points (nothing, really, in the course of a whole contest week). Prior to the two Florida events, Barber had been #1 ranked in the U.S. team scheme though new stats will now be needed. • Neither man outdid the dynamic duo of Manfred Ruhmer and Oleg Bondarchuk (ranked #4 and #1 in the world scheme prior to these two meets). In addition, web writer Davis Straub also indicated several pilots from Brazil did well... as all these non-USA pilots had done at the Wallaby meet. • All in all, Florida was host to two grand events and both are angling for a repeat next year, so say the rumor mills. Yup, both Jones and Meadows will reportedly request meets at the same time of year for 2000. Wallaby would come first if this actually happens, again immediately following the Sun 'n Fun airshow just 30 miles down the freeway (in Lakeland, FL). Then GW plans a follow-on meet, no doubt along the lines of his Atlantic Coast Championships which occurred at Wallaby last year. Meadows' meet would supposedly be held at Quest again. This is great stuff in my east-coast-mentality mind and, if the meets come off as tentatively planned, aerotowing will continue its inexorable rise into the skies. • Surely a dandy report will appear with photos, so I'll move on for now, but both organizations (Wallaby and GW at Quest) deserve applause for good meets. It ain't easy to do one of these, folks! ••• Rigid wing news continued to break right as the U.S. Nats ended and pilots began to depart the area. The Guggenmos E-7 arrived and was flown by a few interested and qualified pilots. According to various reports, it is beautifully done, no surprise given Josef's wonderful reputation as a hang gliding design "artist." However, some felt the control surfaces were too small and the flaps too tiny to be effective. Various comments were voiced surrounding the roll rate of the E-7 and its performance was compared to the Exxtacy and the ATOS. • All this makes me think that we are still very much in the infancy of control-surface wings for hang gliding. I've been flying three-axis ultralight aircraft for many years now, and have more hours logged with control surfaces than I do with weight shift (which, I readily admit, I still prefer despite thousands of three-axis hours). I have yet to fly one of these rigid D-cell wings, but I've understood from several pilots what the roll rates are on these new wings. Reports ranging from 6 to 8 seconds for a 45¡-to-45¡ roll reversal are pretty sluggish in my mind. Many of the ultralights I fly are so fast, it's hard to measure the rates. Some are barely over one second for this same action. Of course, I know sailplanes are also pretty slow in roll but they have a rudder and many are quite dominated by rudder response for roll input. To me, this shows we are still new to the idea of control surfaces on our hang gliders and though I believe rigids are here to stay, I still see lots of opportunity for our beloved flex wings. ••• While I spent time at Wallaby in April, Malcolm introduced me to the art of Lori Sanchez. My goodness, what nice stuff! I'm hardly an art expert, but what I see of her work is simply outstanding. Wallaby had tee shirt designs by Lori and a series of quite lovely note cards with five different art images, each appearing to springboard from the art of famous artists. I liked the $25 note card set (10 cards and envelopes) so much that I couldn't bring myself to use them. If you'd like to see more or buy her hang gliding art, contact Wallaby Ranch. I think you'll be as impressed as I was. ••• How do you get very excited over a humble product like the Linknife? Oh, get yourself in a tough spot and don't have one; then you'll get the point, I submit. Just before the Florida contests were about to start, developer Peter Birren delivered ten more of his Tow Releases to NASA for use on the X-38 Space Station Lifeboat. Peter says, "NASA engineers worked for many months to devise a way of releasing a failed parachute deployment. Now after a year of successful tests, these releases have been proven to work, even under the heavy loads of a returning spacecraft with lives at stake." Birren added that this order brings the total of Linknifes delivered to almost 650 since its invention as a hang glider towing release in 1995 and they're still only $15 ("even to NASA," he adds!). Attaboy, Peter! Club and dealer pricing is also available. Info: 847-640-0171 or rhgpa@aol.com. ••• To close... On the national scene and from NAA comes the list of their picks for the top ten flights during 1998. Understand that NAA represents a wide range of aviation so some years we see no hang glider or ultralight flights commended. However, 1998 was a banner year. NAA cites a 179 statute mile flight from New Mexico to Texas by Will Gadd in his paraglider; Ramy Yanetz's 251 statute mile rigid wing flight, also from New Mexico to Texas; and Gary Osaba's 315 statute mile flight in his ultralight glider, from Kansas to Texas. Not bad, three of the top ten flights were from our "realm." Good thing Texas doesn't mind all these airborne visitors, huh? Thanks for the recognition, NAA. ••• So, got news or opinions? Send 'em to: 8 Dorset, St. Paul MN 55118. Messages or fax to 651-450-0930, or e-mail to CumulusMan@aol.com. THANKS!

Published in Hang Gliding Magazine

ST. PAUL, MINN., — The glare of spotlights this month turns to GW Meadow’s U.S. Nationals which took place at Quest Air the week after Malcolm Jones’ Wallaby Open concluded. ••• Weather wasn’t quite as cooperative and the organization was different, but the U.S. Nationals are now history and Jim Lee is our national champion, edging out top-ranked Mike Barber by a mere seven points (nothing, really, in the course of a whole contest week). Prior to the two Florida events, Barber had been #1 ranked in the U.S. team scheme though new stats will now be needed. • Neither man outdid the dynamic duo of Manfred Ruhmer and Oleg Bondarchuk (ranked #4 and #1 in the world scheme prior to these two meets). In addition, web writer Davis Straub also indicated several pilots from Brazil did well… as all these non-USA pilots had done at the Wallaby meet. • All in all, Florida was host to two grand events and both are angling for a repeat next year, so say the rumor mills.

Product Lines – June 1999

By Dan Johnson || February 28, 2005 Leave a Comment (Edit)

WALLABY RANCH, FLA. -- In a rare state of upset, the focus of American hang gliding -- even the focus of the world, perhaps -- is on the eastern half of the U.S. In two remarkable back-to-back weeks, Florida took center stage of world of hang gliding competitions. It all started with the Wallaby Open and ended with the U.S. Nationals, however, as this column tries to sneak off to the printer at the last possible second, I'll speak about the already-concluded Wallaby Open this month and next month will report more from GW Meadow's U.S. Nationals at Quest Air. Fair enough? ••• Malcolm Jones' kingdom of flight was the site of the Wallaby Open and I was able to make the opening once again as it trails the Sun 'n Fun airshow which I attend for work. • With good lift, fast racing, and superlative hospitality, the Wallaby Open was well received by a number of pilots who made comments, including the top two finishers, Manfred Ruhmer and Oleg Bondarchuk. • Manfred flies a Laminar and Oleg the Stealth; both are hot as a pistol. The first American in flex wing class was Jim Lee, flying his Wills Fusion to third place. South Americans filled several top spaces followed by Yankees Paris Williams (8th), Ryan Glover (9th), and Mike Barber (10th). In all, 44 pilots were registered in flex wing Class I. Only six pilots flew kingpost gliders, including a pair of Altair Predators in 8th and 19th with the rest being several Airwave models in lower positions. See "Airwave" below. • The big buzz at Wallaby, Quest, and throughout Europe has been rigid wings. With little more than two years behind the Exxtacy, the new wings are more vibrant than ever, and the excitement is the most I've noted in 20 years of following rigid wing news. For Felix Rühle, the meet results must have been especially satisfying. Not because of his own 9th place performance on an Exxtacy (now ironically built by his competitor), but because Dave Sharp flew Rühle's brand-new ATOS to first place in Class II (rigid wing) competition. The separate class was noteworthy with a dozen pilots entered representing over 20% of all contestants! The surprisingly strong field was comprised of the ATOS, a Millennium, Brian Porter's modified Millennium, the Utopia, and nine Exxtacys. Porter came in second in what e-zine reporter Davis Straub called a "spaceship" (see OZ report below). An Ixbo was flying at Wallaby but was not entered. • The much anticipated E-7 from Josef Guggenmos didn't make it until the last day of the Quest Nationals and the Flight Designs Ghostbuster follow-on to the Exxtasy didn't show at all according to last reports (though it was unveiled in Europe recently). ••• VERY LATE BREAKING NEWS included this from Quest. According to OZ-man Straub, "Jim Lee edged out Mike Barber by 7 points... for National Class I Champion. The Europeans (including the Ukraine [Bondarchuk]) and Brazilians kicked butt in Class I." Full results can be seen at www.justfly.com/natscore.htm. Straub's interesting daily OZ reports can be found at www.davisstraub.com/OZ/ ••• Despite all the excitement in Florida, some bad news arrived from Airwave in the UK. An electronic post from director Rory Carter says "Airwave is not able to continue in its present form." The company ceased trading at the end of April and is seeking a new owner, "either as a whole or for its individual valuable parts." Carter sees good parts sales for the many Airwave gliders in the hands of pilots. The assets will also include the rights to all their paraglider line and what the British call the "spares" business. • The company offers its wing design software and hardware and, for a qualifying company, their "Flexible Aerofoil Numerical Simulation tool" that can "predict the wing shape and simulate the flight characteristics of any cloth wing. It will also be able to measure the shape of paragliders and hang gliders in flight." Airwave values this project in development at about $1 million. No figures were mentioned for the entire company or any of its other parts. • With wings like the Magic, Klassic, Pulse, and Xtreme, Airwave is a brand we'll miss. Failing as the company did while the news is all about rigid wings makes me wonder if they're just the first flex wing builder to take a tumble. • I've stuck my neck out with a prediction that powered trike ultralights will eventually switch overwhelmingly to rigid wings... developed by hang gliding designers, just like the first wings that powered engineers used. If my prediction comes true, and assuming different skills for building carbon fiber structures rather than tube and bracket assemblies, we may see more flex builders disappear and new names appear. • Carter concludes his announcement with this reflection: "Airwave has... hopefully influenced the personal flight market in a positive way. It was only ever my intention to have some fun for a few years developing and building gliders. It grew to be much more than that, but got out of control when we took on paragliding." • I salute Airwave for a job well done over many years. ••• So much more news is happening; the season is hot! But it'll have to wait. So, got news or opinions? Send 'em to 8 Dorset, St. Paul MN 55118. Messages or fax to 651-450-0930. E-mail to CumulusMan@aol.com. THANKS!

Published in Hang Gliding Magazine

WALLABY RANCH, FLA. — In a rare state of upset, the focus of American hang gliding — even the focus of the world, perhaps — is on the eastern half of the U.S. In two remarkable back-to-back weeks, Florida took center stage of world of hang gliding competitions. It all started with the Wallaby Open and ended with the U.S. Nationals, however, as this column tries to sneak off to the printer at the last possible second, I’ll speak about the already-concluded Wallaby Open this month and next month will report more from GW Meadow’s U.S. Nationals at Quest Air. Fair enough? ••• Malcolm Jones’ kingdom of flight was the site of the Wallaby Open and I was able to make the opening once again as it trails the Sun ‘n Fun airshow which I attend for work. • With good lift, fast racing, and superlative hospitality, the Wallaby Open was well received by a number of pilots who made comments, including the top two finishers, Manfred Ruhmer and Oleg Bondarchuk.

Product Lines – May 1999

By Dan Johnson || February 28, 2005 Leave a Comment (Edit)

ST. PAUL, MINN. -- Well, whaddya know... this particular "Product Lines" column marks the end of 20 full years and the start of year #21. Sometimes that just sounds kinda unreal to me; 20 years of putting out this column every single month (except one where I was one day late on deadline and the publication went to press without "PL"). Anyway, I'm proud to do my little piece of work for our wonderful sport and I sincerely appreciate those loyal members who send me stuff for consideration in this column. I also appreciate the many comments I get from readers who often tell me "PL" is one of the first things they read in HG. • Finally, I want to repeat my thanks to Bill Allen who inspired this column with his own "Flying Bull" of the 1970s. Though his effort ran only for a short time (or so it appears with my ancient 20-year hindsight), his folksy style literally gave birth to "PL." He called for someone to take over "FB" in HG mag, and when no one did, I borrowed the style for Whole Air magazine which I'd begun to publish back in 1978. Gosh, that's probably more than enough meandering through the history of this column, but heck, once every 20 years or so, I may repeat this exercise. Now, on with the product news... ••• Partly thanks to Davis Straub's continuing stream of info via his e-zine (www.davisstraub.com), rigid wing news is plentiful. While flexwings from Wills, Altair, Seedwings, Moyes, La Mouette, Icaro, and others still comprise by far the majority of wings being sold in the U.S., rigids seem to have grabbed the limelight. • The ATOS from Exxtacy designer Felix Rühle is undergoing DHV (German) testing on their rig like HGMA's. Pitch stability was completed and apparently "values are good in the full range." Felix was expected at the Wallaby Open with the new wing. Undoubtedly he'll also show at Quest for GW's dual contests at that tow park. • The Ghostbuster is the new rigid wing from Flight Designs, manufacturer of the Exxtacy. The new wing is also slated for time on the German test rig. Straub reports that the Ghostbuster will be about 140 squares with a claimed weight of 77 pounds (which, like the ATOS and the new rigid coming from Aeros, is something like 20 pounds less than the Exxtacy). • Contrary to rumors at one point, E-7 rigid wing importer, Jim Zeiset, will fly the new Guggenmos rigid wing at the Wallaby Open. As it has been reported, the E-7 has already earned DHV approval, even before the ATOS was completed. Guggenmos is often described as a designer with the finesse of Bob Trampenau of Seedwings, so interested pilots may want to pay attention to his new rigid wing. • US Aeros reports that their new rigid will employ carbon D-spars with a tapered wing that uses ailerons activated when you shift your weight through a central hang point connection. Exxtacy and most D-cell rigids to date use spoilerons and the two do not operate the same aerodynamically (a discussion I may go into later). Allegedly, the spars on the Aeros rigid are not sail covered like all the others which will be interesting to examine. • By the time you read this, I hope to have seen all these new rigids as I attend the huge Sun 'n Fun airshow just down the freeway from both Wallaby and Quest. More later... ••• The web-based OZ Report also speaks about the new Laminar ST from Icaro. According to German team member Hans Bausenwein, the '99 version of the topless ST is quite a bit different than the '98 model. A new sail cut is said to "come with fully enclosed battens," and "the airfoil has changed a bit." The new Laminar reportedly has a new sprog system, though Davis adds that this system is not new and has been seen on gliders from Wills and Aeros. However, "the whole pitch stability system is a lot more rigid" we hear, allowing adjustments to the dive recovery devices which bring improvements in handling. Recently, Icaro extended their strong contest results with top finishes in the Brazilian Open. More info on Hans' opinions are available directly from him at info@aerosport.de ••• While on the subject of flex wings, it appears that La Mouette is gaining the strongest foothold I've seen in the U.S. market, thanks to importer Don Reinhard's deal with Mark Gibson and Mike Barber under the name Personal Flight. Straub reports that Wallaby hotshot Ryan Glover (brother of marketer David Glover) will fly a LM Topless in the Wallaby meet and at GW's Nationals up at Quest. In fact, based on current decisions (which can change as rapidly as the wind direction), about half the U.S. World Team may fly Topless gliders. ••• Up in Michigan, longtime instructor, Norm Lesnow has been operating a new 914-powered Dragonfly tug. He had an active last quarter of 1998 (despite the onset of winter) and is expecting a strong 1999. A new club was born as the Southeast Michigan Soaring Club, and they'll be offering tandem and solo tows plus training in both fixed wing and trike aircraft. Lesnow says he is operating "full-time, seven days a week" only a 40-minute ride from the Detroit metro. "Business has been real good," Norm relates. Info: 248-399-9433 or e-mail to nlfa@juno.com. ••• Flying Humans founder and Lookout Mountain Flight Park marketer David Glover called to say his 1-800-HANG GLIDE promotion is off to a flying start. He reports that "most of the top ten schools are involved" and that 40% or 76 of the 200 national area codes have already been bought. "Ads are coming" next he reports. Info: 706-657-8485, or dhglover@mindspring.com. ••• Wrapping up, National Geographic magazine wrapped their March issue with a promo for the statement "Ride the Desert Winds on a Propeller Powered Paraglider" above an image of a PPG over a group of camels. They gave this form of our lightweight soaring some fine coverage inside and indicated it would also be shown on their "NG Explorer" TV show aired on TBS. Pretty neat; National Geo has a vast subscriber audience. ••• Outta room again. So, got news or opinions? Send 'em to 8 Dorset, St. Paul MN 55118, or fax/message to 651-450-0930. Send e-mail to CumulusMan@aol.com. THANKS!

Published in Hang Gliding Magazine

ST. PAUL, MINN. — Well, whaddya know… this particular "Product Lines" column marks the end of 20 full years and the start of year #21. Sometimes that just sounds kinda unreal to me; 20 years of putting out this column every single month (except one where I was one day late on deadline and the publication went to press without "PL"). Anyway, I’m proud to do my little piece of work for our wonderful sport and I sincerely appreciate those loyal members who send me stuff for consideration in this column. I also appreciate the many comments I get from readers who often tell me "PL" is one of the first things they read in HG. • Finally, I want to repeat my thanks to Bill Allen who inspired this column with his own "Flying Bull" of the 1970s. Though his effort ran only for a short time (or so it appears with my ancient 20-year hindsight), his folksy style literally gave birth to "PL." He called for someone to take over "FB" in HG mag, and when no one did, I borrowed the style for Whole Air magazine which I’d begun to publish back in 1978.

Product Lines – April 1999

By Dan Johnson || February 28, 2005 Leave a Comment (Edit)

KNOXVILLE, TENN. -- This edition of "Product Lines" comes to you from the combined convention of the Soaring Society of America, USHGA, US Ultralight Association, and the International Aerobatic Club. Signs showed the general public how to enter, referring to the event simply as "Air Expo 99." ••• Thanks to outstanding preparatory work by Yoo-shga Executive Director, Phil Bachman, the event generated a large amount of TV, radio and newspaper attention. At least two live broadcasts occurred from the convention floor, all three major network affiliates gave coverage, and the ABC affiliate Channel 6 repeatedly used the daily theme "Flying High Week" leading up to the convention. Radio station 98.7 gave a steady series of ads to get their place on the radio dial printed on convention badges. I'm not aware of this sort of market media saturation since all the Chattanooga TV affiliates and newspapers fawned over American Cup pilots back in the 1970s. • One result: over 2,000 members of the general public showed up and forked over $5 each to see the show. Though the SSA has run their convention at least back to the 1970s they've never before tried to solicit the public, making this year's non-pilot attendance count very exciting. Who knows what could happen in the years ahead! • Hang gliding displays and vendors increased several times over last year's Oregon convention. I spoke to many vendors and most expressed delight at their participation. US Aeros, Lookout Mountain, Paul Hamilton (the video king) and USHGA's merchandise czar, John Halloran, all said sales were substantial. It was good enough that the new president of Balloon Federation expressed a strong conviction that his group will participate in the next event in Albuquerque, New Mexico in early 2000. • Two full days of interesting speakers were assembled to entertain the USHGA membership which resides within a reasonable drive of Knoxville (all had been invited). • Pilots seemed to love it, too. This year's event grew nicely and many HG/PG enthusiasts expressed excitement about Air Expo becoming a sizable function that can draw larger and larger numbers of present enthusiasts as well as the general public. Lots of old friends got together; personally, I ran into a few flying buddies I hadn't seen for years. • Gee, there's more, but it'll have to wait until a subsequent issue when an article and photos should appear. ••• Meanwhile, on to product news... Rigid wing fever continues to rage. After the Exxtacy paved the way with its trail-blazing design, followers came, but more amazing to me is the "second generation" of design. Felix Rühle has introduced his new ATOS to quite a buzz of its own and I find this significant. Though Manta's Fledgling from the 1970s did go through a couple generations of its own, I don't recall the changes being anticipated so broadly. In those days, flexwings were ascendant, improving rapidly with each passing season. Rigid wings never caught on like today. • In recent editions of this column, I've reported Moyes America's import of the refined Ixbo and I've announced the coming of Aeros' yet-unnamed rigid entry as well as the coming and passing of Icaro's Lumina. Naturally Brightstar's Swift, which led to the follow-on Millennium, factors into this excitement... yet, as the late-night commercials shout, "There's more!" ••• Utah-based Altair won the distribution for the ATOS. The Predator and Saturn producer boasts that, "As expected, Exxtacy clones are now showing up in the market but they cannot match the performance of the ATOS which is clearly a more advanced design with an increased aspect ratio of about 20% and a significantly decreased static weight." • Altair has the exclusive distribution rights and has engaged former Exxtacy expert, Dave Sharp, as its rigid wing specialist. Earlier it was reported that Icaro would have distribution and this remains true for other areas. More info: 801-523-9544. ••• Color-me-green man, Jim "JZ" Zeiset, announced recently that his Pendulum Aerosports has purchased two lots of the new E-7 rigid wing from Germany's Josef Guggenmos; the first four should arrive soon. The new carbon fiber D-cell wing has German certification already and was built with some consultation from ATOS creator Rühle. Selling for $10,200, it is distinguished by its tapering wing (while the Exxtacy has a constant chord). Other specifications include: 152 squares, 10.4 AR, 39-foot span, 68 pounds weight. Glide is claimed to be 17:1 and sink rate a very low 137 fpm. Spoilers and flaps are said to fold up with the glider (they are removed on Exxtacy and Ixbo) and the spoilers, which are mounted at the airfoil's high camber point, "preempt any nose-up movement when deployed." More info: 800-WE-FLY-XC (or 800-933-5992). ••• Back in the world of still-dominant flex wings, prez Rob Kells expects a strong year for Wills, based on a winter that was so active the SoCal company couldn't build up inventory as fast as they'd prefer. "Normally we'd have 150 gliders in stock for the spring rush," said Kells; "this year we've got 50 and we need more." I'm sure they'll boost production to satisfy pilots, but it's good to hear the market leader trumpeting an enthusiastic start to the season. Visiting with Rob at the Air Expo, I asked if he now believes the WW-brand is the biggest in the world. He referred to good performances by La Mouette, Moyes, and Icaro, but figured that Wills will sell more gliders in 1999 than anyone. Based on what I hear, he may be right. ••• US Aeros announced more members of their growing team. Longtime pilot, Mike Degtoff, has left Seedwings to join US Aeros. Multiple woman's world record holder, Tiki Mashy, gave up the WW logo for the Ukrainian brand. Successful contest pilot, Mark Bennett, has also added his name to the roster as did Canadian World Team member, Tyler Borradaille. These pilots will join Mitch Shipley and Mark Bolt from last year's team, while top-ranked Oleg Bondarchuk continues to burn up the competition trail. US Aeros boss, GW Meadows, reports that "Oleg is now officially the #1 ranked pilot in the world!" ••• Last but far from least, HG marketer David Glover of Lookout Mountain, says his 1-800-HANG GLIDE scheme is enjoying good initial response. Under the business name Flying Humans, Glover proposes to feed interested persons to flight schools across the country using the easily-recalled phone number. Schools buy area codes in their area and the system feeds all inquiries with those codes to their business. A slick program, the special phone number and referral system seems very likely to help more people find hang gliding and paragliding. IMHO, the biggest problem facing hang gliding's growth is simply the problem of locating a place to get lessons and advice. Flying Humans' ambitious idea may change that. ••• Wow, outta room with loads more info waiting. So, got news or opinions? Send 'em to 8 Dorset, St. Paul MN 55118. Fax or voice mail to 651-450-0930 or send e-mail to CumulusMan@aol.com. THANKS!

Published in Hang Gliding Magazine

KNOXVILLE, TENN. — This edition of "Product Lines" comes to you from the combined convention of the Soaring Society of America, USHGA, US Ultralight Association, and the International Aerobatic Club. Signs showed the general public how to enter, referring to the event simply as "Air Expo 99." ••• Thanks to outstanding preparatory work by Yoo-shga Executive Director, Phil Bachman, the event generated a large amount of TV, radio and newspaper attention. At least two live broadcasts occurred from the convention floor, all three major network affiliates gave coverage, and the ABC affiliate Channel 6 repeatedly used the daily theme "Flying High Week" leading up to the convention. Radio station 98.7 gave a steady series of ads to get their place on the radio dial printed on convention badges. I’m not aware of this sort of market media saturation since all the Chattanooga TV affiliates and newspapers fawned over American Cup pilots back in the 1970s.

Product Lines – March 1999

By Dan Johnson || February 28, 2005 Leave a Comment (Edit)

ST. PAUL, MINN. -- Before we get started this month, I want to make note of HG editor Gil Dodgen's passage into his third decade of preparing our monthly magazine. If memory serves (and it occasionally doesn't these days), Gil has logged 21 years as this is written. Starting in January 1978, he preceded my own entry by a year or so. "Product Lines" is approaching a big birthday as well, clocking a full 20 years with the upcoming May issue. Geez! Twenty years of a column a month (I think I missed only one along the way)... gosh, are we all getting old? Naaah! We're all getting higher in better gliders and with greater ease than ever. What's to lament? So, on with the show. ••• Info arrived from a small survey of leaders in the worldwide hang gliding community coordinated by Dutchman Bart Doets, whose writing I long followed in Britain's SkyWings. He was asked to do the research by a fellow Netherlander who was considering an investment in a hang gliding business. Although the answers could have a low confidence factor (sample size too small), some highlights may still interest you. • Estimates run from 10-40,000 pilots worldwide to around 70,000. However, when they defined "active" as 25 hours a year, some respondents believe the number falls to 5-10,000 pilots. • They further estimate from 2-4,000 gliders to as many as 12,000 gliders are sold every year, including sales of perhaps 500 Class II hang gliders with Exxtacy no doubt leading this charge. If the high figures are used, the worldwide hang glider building industry generates perhaps $50 million. • One of the most poignant statements came from stats contributor, Harriet Pottinger of England: "I am full of admiration for anyone making a living out of hang gliding these days!" ••• Tell it to Matt Taber whose Lookout Mountain Flight Park, one of our largest HG businesses, reportedly grossed a million dollars in '98, their best performance ever! Congratulations, LMFP'ers. ••• You could work nearly 20 years like Matt Taber has done while building LMFP into a powerhouse. Or you could just buy an enterprise. A "formal notice" was posted for a boat tow-launched operation in Puerto Vallarta, Mexico. With a tourist draw reportedly over 2 million and good local flying conditions, the enterprise claims to be the "first and only legal operation of its kind" in Mexico. For an undisclosed amount of dough, you'd get the Mexican corporation, exclusive beach concession permit, boat, and know-how. I loved P.V. on a vacation a couple years ago and the opportunity sounds alluring. If you're similarly interested try rainbow@ cadvision.com or call Derek Holmes at 403-660-9577 for more info. ••• A good thing happened in Santa Barbara in early January. The "New Year's Day Hang Gliding and Paragliding Airshow" was held at Los Positas Friendship Park. This was a fund-raiser for Hang Gliding Hill that has provided launch and landings for many years. The 136-acre undeveloped portion of the park finished purchase payments and is using new funds raised for operational costs. With their in-town prize of a site, no wonder a good crowd showed to help with the upkeep for HG Hill as part of the overall Friendship Park. Their efforts garnered splashy color photos and text in the local News-Press paper as the new year began. ••• Moyes America is focusing on aerotowing, announcing that Dragonfly tug kits from Australia are now in stock in the USA. "The price of the basic Dragonfly kit is $10,800," they report. "For an additional $2,000 your kit can be assembled by [Dragonfly designer] Bobby Bailey, at your site or at [Bailey's home base of] Quest Air near Orlando, Florida," said a new year mailing. More info on the web at www.zip.com.au/~moyes. ••• The club in Superior, Wisconsin (Duluth, Minnesota area) is looking forward to a new season of using their D-fly. Last year they accelerated past 75 hours on the tug and had done hundreds of tows and tandems. A local FAA inspector was "very impressed with our level of preparation," said club officials, and the Duluth airport control tower manager also gave a thumbs up. "Life is good!" they exclaim while taking care to thank lots of HG leaders for help in getting them airborne under tow. Info: 218-624-4500 or 723-1738. ••• Another recent starter is the Cloud 9 Field in Webberville MI. This group, using a "TurboTug" (D-fly with Rotax 914 turbo engine), announced a "university-designed Cloud 9 GLV-B launch cart." They have carts on hand and ready to ship. Fully assembled, they cost $500 or you can take a partial kit for $350. Operators Tracy Tillman and Lisa Colletti say that last year they soloed "a lot of new students... and our DraachenFliegen Soaring Club membership has grown tremendously." As if it needed to be said, they added, "We are having a blast up here in Michigan." Info 517-223-8683. ••• Outta room once again. So, got news or opinions? Send 'em to 8 Dorset, St. Paul MN 55118. Voice mail or fax to 651-450-0930 (new area code is now mandatory). Send e-mail to CumulusMan@aol.com. THANKS!

Published in Hang Gliding Magazine

ST. PAUL, MINN. — Before we get started this month, I want to make note of HG editor Gil Dodgen’s passage into his third decade of preparing our monthly magazine. If memory serves (and it occasionally doesn’t these days), Gil has logged 21 years as this is written. Starting in January 1978, he preceded my own entry by a year or so. "Product Lines" is approaching a big birthday as well, clocking a full 20 years with the upcoming May issue. Geez! Twenty years of a column a month (I think I missed only one along the way)… gosh, are we all getting old? Naaah! We’re all getting higher in better gliders and with greater ease than ever. What’s to lament? So, on with the show. ••• Info arrived from a small survey of leaders in the worldwide hang gliding community coordinated by Dutchman Bart Doets, whose writing I long followed in Britain’s SkyWings.

Product Lines – February 1999

By Dan Johnson || February 28, 2005 Leave a Comment (Edit)

ST. PAUL, MINN. -- Based on the flow of information, the last year in the current millennium could be interesting. I have news about Altair, Wills, Brightstar, US Aeros, and the Exxtacy. As the first snow finally flies in a weirdly warm winter in Minnesota, all this flurry of news seems positive for an exciting 1999. Let's run through each briefly, but first a last minute gift mention or two for those of you who got cash for Christmas. ••• Lisa Tate has started Soaring Dreams, and offered a color catalog of tasteful gifts you might want to consider. Fortunately it isn't all Christmas oriented although some attractive ornaments are part of the inventory. Tate also has some very distinctive trophies to use for competitions, plus mugs and mobiles, wood and glass picture frames and more. Art takes form in several mediums and although we've seen gift offerings before, Lisa achieves a singular niche. Call for her catalog at 208-376-7914 or e-mail Zoolisa@aol.com. ••• Those of you who strike out on cross country flights will be thrilled to hear that another ground wind direction indicator is commercially available. Bob Ortiz has an ultra simple tubing "canister" packed with a colorful flag distinctively tipped to show the wind. He claims it also correctly identifies the velocity. You drop it as you overfly your target landing area. Lacking the pizzazz of the Dust Devil's CO2 cartridge-deployed system, at least Ortiz gets points for simplicity. If you'd rather buy than create yourself, call 510-223-6239. ••• Utah-based Altair announced their new small Saturn late last fall, and according to boss John Heiney, the company is hoping for certification by the time you read this. The 147 joins the Saturn 167, a design by Heiney with help from longtimer David Beardslee, and "master sailmaker" Dick Cheney. Their target was a sink rate performer, a goal they feel they reached conclusively. Some school operators are also enthusiastic, Altair reports. The single surfaced glider uses all the hardware developed for the Predator and comes standard with faired kingpost, downtubes, nosecone, extra strength speed bar, plus mylar leading edge stiffeners, and Profil cloth, "to insure good glide performance and penetration." A unique feature on both types of Altair gliders is their haulback system which lifts the kingpost and draws aft the crossbar with one effort. It certainly sounds like a lot of glider. For further details, call 801-523-9544 or e-mail altair@micron.net. ••• Market leader Wills Wing continues to work with two new projects: the drogue 'chute and a special rigid wing. About the first WW writes, " It is truly amazing how effective the Drogue chute is at cutting the glide while on approach." They add, "We're very enthusiastic about the prospects for this product to increase landing safety." Wills isn't sure when units will be for sale. • In advice to their dealers the company said they are "continuing the developmental work on the (Brightstar) Millennium fitted with a control bar." The project is a cooperation between the two American companies with exciting potential to get the USA into the rigid wing glider sweepstakes**. Wills writes to their dealers, "The glider is a lot of fun to fly, surprisingly easy from a pilot skill standpoint, and performs extremely well. We still don't know when, or even if, it will reach production, but we have great enthusiasm for the project." (**Actually one other all-American rigid wing is in development. This is Matt Kollman's Raptor on which I will have more later. I've seen it, it's real, and it looks competitive if it can be produced efficiently, a point under analysis at Wills, too, according to reports.) For more WW info, check their website at www.willswing.com. ••• Wills and most other producers have been challenged by the excellent prices of Ukrainian gliders during 1998. • GW Meadows has promised to accelerate his glider importing and marketing operation now that he has been freed of duties for the USHGA (although we can expect he'll remain a Director and steady contributor to Yoo-shga). Like La Mouette man Don Reinhard picked up Gibbo to help him, U.S. Aeros announced signing Jersey Rossignol to their competition team. The San Diego pilot has lots of contest experience and according to Meadows, "has started to progressively place higher and higher." Jersey says he is "incredibly impressed by the Stealth... I'm really looking forward to competing on the new Stealth 2 in '99." • As rigids continue to spark interest (see below, too), Aeros is working overtime to complete their new... well, they hadn't named it as of late December. But the Aeros Rigid Wing (for now) is coming by early April and will no doubt be seen at one of GW's meets in Florida that month. He reports it has the following specs: 143 squares, 39 foot span, 10.7 AR and weighs a mere 77 pounds. It will use discreet ailerons that have differential deflection (like most three-axis aircraft) to reduce adverse yaw, rather than the spoilerons of the Exxtacy. The control bar will also be fixed in position so the "sloppiness" of the Exxtacy bar won't be felt in the air or on the ground. Projected price -- naturally subject to final cost analysis -- is expected to be under $8,000, reports Meadows. • Get more info at www.justfly.com (where you can also sign up on-line for Great Worldclass Meets, BTW). ••• Speaking of new rigids, according to web writer Davis Straub, Exxtacy designer Felix Ruehle has left Flight Designs and is showing a successor to the Exxtacy called the ATOS. Shown at the end of 1998 in Germany, the ATOS comes in two sizes, a 125 and a 145 with the latter involved in test flying at present. We'll cover this more as it emerges but a couple stats might warm you up. • It's a high aspect ratio glider (over 12, versus 9.4 for the Exxtacy) and has a significantly lower weight (reportedly 73 pounds versus 95 for the Exxtacy). Span is up to 42 feet and area is 145 square feet. Ruehle claimed a glide that could approach 19:1 and sink rate as low as 140 fpm. Handling has also been improved and setup time has been reduced. Wow! So much good stuff and I haven't hit all the highpoints that Straub related. • Fascinatingly, the ATOS will NOT be produced by Flight Designs (who makes the Exxtacy). A new builder has been enlisted and one distributor will apparently be Icaro, who according to Davis reporting from Felix, "has stopped the Lumina [rigid wing] project." All this definitely screams for more follow up and you can read it here in the months ahead. If you'd like Davis' news directly, contact him at davis@halcyon.com. ••• Well, outta room with news overflowing my file jacket. So, got news or opinions? Send 'em to 8 Dorset, St. Paul MN 55118. V-mail or fax to 651-450-0930 or e-mail to CumulusMan@aol.com. THANKS!

Published in Hang Gliding Magazine

ST. PAUL, MINN. — Based on the flow of information, the last year in the current millennium could be interesting. I have news about Altair, Wills, Brightstar, US Aeros, and the Exxtacy. As the first snow finally flies in a weirdly warm winter in Minnesota, all this flurry of news seems positive for an exciting 1999. Let’s run through each briefly, but first a last minute gift mention or two for those of you who got cash for Christmas. ••• Lisa Tate has started Soaring Dreams, and offered a color catalog of tasteful gifts you might want to consider. Fortunately it isn’t all Christmas oriented although some attractive ornaments are part of the inventory. Tate also has some very distinctive trophies to use for competitions, plus mugs and mobiles, wood and glass picture frames and more. Art takes form in several mediums and although we’ve seen gift offerings before, Lisa achieves a singular niche.

Product Lines – January 1999

By Dan Johnson || February 28, 2005 Leave a Comment (Edit)

ST. PAUL, MINN. -- At the recent Board of Directors meeting in Colorado Springs (USHGA's home), our capable Executive Director Phil Bachman presented a typically thorough report. In his presentation, Phil referenced several recent statistics which might interest you. • Membership sits at a bit over 9,500 members of which 71% are HG pilots and 35% are PG. The numbers don't add to 100 as they include Dual memberships. We're almost exactly a two-thirds, one-third split these days. • Nearly 20% of all members are new, a figure that surprises many old timers. In fact, though, we lose about 20% every year as well, so we're staying about even. If we could trim some of those losses and keep adding a few extra new members, we could grow at a comfortable pace. Attrition comes from HG; growth in PG makes up for the difference numerically. • Thirty percent of HG ratings are Is and IIs, a healthy total of learning pilots, I feel. Among PG pilots, the majority consider themselves as advancing novices, an honest-sounding response that makes sense with the newness of PG compared to HG. • In newer, "nearly done" survey results on the magazine-combining issue, close to two thirds reported a high level of satisfaction with the test issue and 68% said to go ahead and combine while 32% said keep them separate. All this is from 1,236 responses, a significant eighth of the total membership. • We're having a bummer year with fatalities up sharply, to thirteen for the year. A report will be available elsewhere, but in the meantime, help yourself and your buddy to fly safely please! • Thanks to Phil and his capable staff for this and MUCH more info. Armed with knowledge your directors can make better decisions. BTW, USHGA has several new staffers. Longtimer Jeff Elgart's wife Elaine joined him as did Natalie Hinsley, Joanne Peterson, and John Halloran. The total is one less than years ago, but USHGA is running well enough today that Bachman believes he can manage the operation with this present group. Keep up the good work, all! ••• American rep' for La Mouette gliders and Cosmos trikes, Don Reinhard, is making a move to create more presence for the French giants in the USA. After years of uneven representation, it will be interesting to see the effects of Don's effort. He's rather new to HG but has been dealing successfully in powered and unpowered paragliding equipment. To shore up his hang gliding operation, he's hired Mark "Gibbo" Gibson and Mike Barber. Both are known figures in competition and cross country flying, in fact, they recently started the World Team Academy to pass along their experience at such advanced flying (more on this in a future edition of "PL"). • Reinhard is showing himself to be a quick study of what works in HG marketing as he scores a couple leading pilots to help him represent this side of his growing enterprise. Gibbo and Barber will be representing La Mouette hang gliding equipment, but also the lightweight trike, the Samba. As an owner of one of these neat contraptions myself, I'm pleased to know expert help is available. To remind you, the Samba is similar to the Freedom Machine -- and others just entering the market from Polaris and Northwing. All are different from most powered trike ultralights. I prefer to call my Samba a "hang glider ultralight," but my entire reason to own this rig is to go hang glider soaring, that is, engine off. I merely accept carrying my "ride to launch" with me and don't mind the seated flying position with wheels to ease the landing under a La Mouette Topless hang glider. Gibbo sees increasing demand for these machines, too, calling them "an airpark in your backyard." • Beyond the powered hang gliders, Gibbo and Barber will also promote powered Sky Bikes for paragliding enthusiasts who also want their engine along with them in flight. ••• While we're discussing power -- Yipes! ...in our HG mag!?! -- Gerry Charlebois reports selling "lots of Mosquitos," thanks to several articles the well-known photographer has published. "Charlie-Boy" says he has over 100 hours on his. Gerry's involved with powered ultralight trikes as well. He runs a very active business in Hawaii giving tourist lessons on Australian AirBorne trikes. It has gotten busy enough that he's enlisted John "Ole" Olson and is looking at some other candidates to help out. Now, you may sneer and say, "Well, big deal. He's giving ultralight rides." Wrong! First of all they aren't "rides." They're legitimate lessons by people with the right approvals. And perhaps more importantly to USHGA members, he and Olson (and the others to come) are pushing hang gliding. It just so happens that they're doing so with powered trike ultralights. Some purists will still refuse to accept this as a way to get more people in hang gliding, but Gerry and crew try to direct their satisfied students to HG schools once they leave Hawaii. For more info from Gerry's Birds of Paradise enterprise, call 808-822-5309. ••• Charlebois and Mosquitos, Reinhard and SkyBikes, Gibbo and Sambas, Taber and Freedom Machines... What's happening? These aren't hardly isolated trends anymore plus more machines are coming to fill this emerging niche. • Interestingly, outgoing USHGA prez GW Meadows introduced this topic at the board of directors meeting. He (and numerous others) think USHGA should embrace powered aircraft IF they are genuinely intended for soaring flight. Of course, it is only at the discussion stages now, and some USHGA directors vigorously oppose adding any powered craft to our member ranks. We'll see how it plays out politically, but the market has already decided these superlight ultralights are appropriate for hang gliders and paragliders. ••• One of the most interesting things I heard from Gibbo (while talking about his new role with La Mouette) was this: "Gerard [Thevenot, director of La Mouette], and Don [Reinhard, the U.S. distributor for La Mouette and Cosmos] are in the process of finding and buying a flight park in Florida where we can showcase our product line and give year 'round instruction of the trikes and sky-bikes." Gee! I wonder if Wallaby founder Malcolm Jones ever envisioned so many followers to his towpark concept. After Wallaby kicked into gear, along came Quest and Graybird, two other towparks in central Florida. Now perhaps La Mouette/Reinhard, and I'm also aware John Harris of Kitty Hawk Kites is looking around central Florida. What a hot bed of soaring potential for a state that's flat as a board. ••• Hey! Outta room with news to spare. So, got news or opinions? Send 'em to 8 Dorset, St. Paul MN 55118. Vmail and fax to 651-450-0930 or e-mail to CumulusMan@aol.com. THANKS!

Published in Hang Gliding Magazine

ST. PAUL, MINN. — At the recent Board of Directors meeting in Colorado Springs (USHGA’s home), our capable Executive Director Phil Bachman presented a typically thorough report. In his presentation, Phil referenced several recent statistics which might interest you. • Membership sits at a bit over 9,500 members of which 71% are HG pilots and 35% are PG. The numbers don’t add to 100 as they include Dual memberships. We’re almost exactly a two-thirds, one-third split these days. • Nearly 20% of all members are new, a figure that surprises many old timers. In fact, though, we lose about 20% every year as well, so we’re staying about even. If we could trim some of those losses and keep adding a few extra new members, we could grow at a comfortable pace. Attrition comes from HG; growth in PG makes up for the difference numerically. • Thirty percent of HG ratings are Is and IIs, a healthy total of learning pilots, I feel.

Product Lines – December 1998

By Dan Johnson || February 28, 2005 Leave a Comment (Edit)

ST. PAUL, MINN. -- I recently paid a visit to Lookout Mountain Flight Park. What changes! Back in the early '80s, I ran a flight shop and school called Crystal Air Sports. I'd been at it five or six years when Matt Taber came to Chattanooga. He took over the already-well-known site at Lookout and quickly proved to be a worthy competitor. Eighteen years after his arrival, his business shows the results of long hours and hard work. Its a sprawling, ambitious enterprise of million-dollar proportions. ••• Recently, Wallaby Ranch's David Glover jumped tracks and took employment from Lookout after several years with Malcolm Jones' operation in Florida. On my visit, Glover had logged a couple months in north Georgia and was becoming quite comfortable with his new digs. He and Taber gave me the royal tour of the place, although they couldn't produce quite the right conditions for me to sample some of the park's flight toys. • To cover it all would take too much space, but highlights are the flight park and mountain launch with a large shop plus manufacturing, repair, and storage facilities, sales of gear and accessories, the aero tow operation, manufacturing of the Xtreme hang glider and Freedom Machine soaring trike, capped off with truly impressive lodging facilities. • As Glover cleverly puts it, "We've got 50 working bathrooms in the landing field." He doesn't mean a large bathhouse -- though one is available with generous facilities for day visitors. No, what David refers to is the combination of dwelling units, Taber's and other's. Lookout rents six slick units which are planned to grow to more than 20 in the months ahead. • On the other end of the field is Greg Glover's operation (no relation to David). The Landing boasts several rows of tastefully appointed trailer sites, plus a dozen or so private cabins. In front is a huge wing-shaped building that houses a wide, glassed-in common room with a magnificent view of the entire half-mile LZ and airstrip. Behind the common room are some 40 bunks for overnight accommodations. Privacy is in short supply but the cost is low and the capacity should handle even big events. • Besides the Landings clubroom, Taber is just finishing his own large clubhouse, right at show center and right beside the landing zone parking lot. I can only guesstimate the investment that Taber, Glover, and others have made to bring Lookout Mountain Flight Park to its present state, but visitors certainly enjoy its appeal. Lots of pilots keep a regular dwelling for their flying enjoyment. • None of the real estate development crowds the flying. For aerotowing or trike flying, Lookout boasts a 2,600 foot strip that must be close to a thousand feet wide. Though the site is known for turbulent conditions at times, it offers flying in many conditions common to the area. ••• I've never seen any airpark taken this far. Nope, not Kitty Hawk, Wallaby, Quest, anywhere out west, or anyplace I've visited in Europe. If a more developed flight park exists, I'm not aware of it. A "Good Job!" is due to Taber, Glover, and their staffers. ••• While Robert Combs and his Watergliders operation gets up to speed (see article in this issue), another fellow is making progress in delivering hang glider-like flight to tourists. Thanks to American Airlines' on-board magazine I discovered Brock Meadows (no relation to Yoo-shga prez, GW). Brock runs Splash Water Sports on St. Thomas, USVI employing an Italian Polaris (brand) dinghy-trike. This is a regular powered ultralight trike fitted with a small rubber pontoon boat as its landing gear. A single surface wing assures a good weight shift feel. Splash gets $60 for a 15-minute flight near the tropical Caribbean islands of St. Thomas and St. John. Passengers can take the control bar with his supervision. True, many HG purists don't think powered trike flying is hang gliding... and it isn't. But it's closer than most aircraft, and tourists can get a good taste of the excitement we all feel. Headed south for the winter? Info: 340-715-3122. ••• Of course, you true Sky Gods probably don't want to go trike flying. Maybe you'll want some silent soaring south of the border? Last time I mentioned Jeff Hunt's GO Hang Gliding. His Flymexico group has put together a full line of Wills Wing hang gliders for your to use in Valle de Bravo, that premier site frequented by north of the border Yankees. Longtimer Ole Olson is helping Flymexico organize tour groups for February and March. But you should check soon as good time slots were already filling up a month ago. "We are seeing lots of interest from the UK," reports Hunt. Various packages are available. Info: 800-861-7198 or check www.flymexico.com. ••• We'll close another year with good news from Wills Wing. The American giant has again reduced prices on their top-of-the-line Fusion topless model. You must order from inventory, which means no custom colors but lots of choice otherwise. If you go for it soon -- the deal expires December 15th -- you can buy a Fusion for under five grand: $4,975 to be exact. Custom colors add $300 and a folding speedbar adds $85 (a non-folding speed bar is standard). WW and their dealers are earning less to give wintertime buyers a good deal. • In a related statement, Wills said their 141 Fusion is now in production. • They also reminded dealers that when designer Steve Pearson won the annual glide angle competition at Morningside Flight Park, they'd taken the seminal event 3 of the last 4 years! Pearson clocked a glide of over 14 to 1. Wow! ••• So, got news or opinions? Send 'em to 8 Dorset, St. Paul MN 55118. Vmail & faxes to 651-450-0930. Send e-mail to CumulusMan@aol.com. THANKS!

Published in Hang Gliding Magazine

ST. PAUL, MINN. — I recently paid a visit to Lookout Mountain Flight Park. What changes! Back in the early ’80s, I ran a flight shop and school called Crystal Air Sports. I’d been at it five or six years when Matt Taber came to Chattanooga. He took over the already-well-known site at Lookout and quickly proved to be a worthy competitor. Eighteen years after his arrival, his business shows the results of long hours and hard work. Its a sprawling, ambitious enterprise of million-dollar proportions. ••• Recently, Wallaby Ranch’s David Glover jumped tracks and took employment from Lookout after several years with Malcolm Jones’ operation in Florida. On my visit, Glover had logged a couple months in north Georgia and was becoming quite comfortable with his new digs. He and Taber gave me the royal tour of the place, although they couldn’t produce quite the right conditions for me to sample some of the park’s flight toys.

Product Lines – November 1998

By Dan Johnson || February 28, 2005 Leave a Comment (Edit)

ST. PAUL, MINN. -- Following on bits left over from October's "Product Lines"... ••• In the land of hurricanes and tropical storms, we find the East Coast's Turbulent Talent Triangle... I'm referring to the movement of talent, to headhunting (yes, within our little sport!) and to new relationships among leading east coast centers of hang gliding activity. But let's set the record straight. The east may not have the mountain peaks or the sky-high reputation of the west coast but more students are trained in the east than anywhere in America. Look at the list published every month. Nine months into '98, three schools accounted for 45% of all Hang Is issues and 35% of all Hang IIs issues (LMFP has 28% and 24% by themselves). From these flight factories come people with experience and that's the point here. • David Glover, until recently manager of Wallaby Ranch is now at Lookout Mountain Flight Park. In doing so he completes a tour that included Kitty Hawk Kites and Wallaby Ranch, the Big Three of flight schools. In fact, many "trainees" came out of Kitty Hawk's University of Hang Gliding Management & Marketing. Longtime LMFP owner Matt Taber himself apprenticed in the Outer Banks. • In turn Wallaby gave another bunch their jump-off, the group everyone now knows as Quest. So Wallaby's success has spawned managers for two other sites as Kitty Hawk has probably done for more than a dozen schools. Kitty Hawk even had a west coast influence with the operation in Monterey, California. • But most of this torrid moving around occurred in the east. You could wonder if this has any connection to airparks. Certainly, hang gliding is steadily moving toward being able to provide training at more sites. This brings new students to spend money and create jobs which need management and marketing. Private sites allow commercial developments needed to add students and jobs. More of those seem to exist in the east. ••• For example, this summer I heard from the Rocket City Airsports bunch who told me they've "been enjoying our Moyes-Bailey Aerotug and the super skills of Aerotug pilot Mark Cizek since last October ('97)." They fly every weekend from the LZ at the foot of Keel Mountain, a site which saw Alabama's first 100-mile XC last year. Foot launching is also available as are tandem lessons from experienced instructors. Local operator Rocket City Airsports is about two hours west of Henson Gap and Lookout Mountain, near the space-business capital of Huntsville. The business owns the Keel Mountain site and recently, "purchased eight more acres adjacent to the launch area and are building a better access, parking, storage, and plans for a new shop at Rudy's Ridge." Training director Jeff Cole uses Falcons, has a great safety record they report, plus RAS offers a full line shop and, doggone it, they're (rightfully) proud of it all but add, "Sometimes we feel that we are the best kept secret in hang gliding." You can eMail them at robtepat@ro.com (Robert Patterson). ••• Speaking of unsung heroes, Bill Genteman and Arlan Birkett have been serving the sport as Aero Wing in the Illinois/Wisconsin part of the country. I spoke to both these fellows at the giant airshow in Oshkosh last summer. Bill says he's the owner of prototype Kolb tub (demonstrated for the crowds at the show BTW) and Arlan is Bill's partner. Heartland individuals like these two show a quiet revolution is going on in hang gliding, a slow move toward towing (though mountains still dominate launches... we think). Midwest pilots can get information at 414-659-8594 (Bill) or 815-495-2821 (Arlan). ••• Here's the Something Different Dep't: If Amazon.com doesn't have "Harry and the Hang Glider," they ought to... this is a dandy book for kids. I'm not sure of the age target as the book actually delves into introductory terms and techniques quite deeply, but it is beautifully done. Using 38 all-color pages, "Harry & the HG" is lavishly illustrated in detailed cartoon drawings by D. D. Mullins and typeset text. The book tells a story about a cottontail who finds a hang glider that has fallen off a hang glider pilot's truck. The happy owner -- a hang glider school it turns out -- is glad for the rabbit's honesty in reporting the loss. Skyhigh Hang Gliding offers lessons which the delighted hare eagerly accepts. Harry goes through intensive (always proper) training and finally flies while his little bird friend Ollie watches. It's, well... cute, and you know what, kids might go for it. Better yet, bookstores might. Need a $25 kid's gift anytime soon? Call writer and publisher Randy Kerchill at 520-628-8165 or eMail at skyhipub@flash.net ••• In the Way-Different Dep't is the not-for-sale "Selected Works of Bob Rouse,1982-1997." Not sure what I had in my hands at first, I became more and more amazed at the scope of what I was viewing. This 90-page book is literally a work of 15 years that starts with Bob's early store-bought gliders, a Leaf Talon and a Phoenix Mariah. That's when he began his own tinkering, joining parts of a Seagull IV with the Talon and the Phoenix to make an original glider. "Weird but dull," you say? Unusual maybe, but "Selected Works..." proved to be quite entertaining as I moved through the years with Bob. His artist's studies -- work leading to the actual art -- showed fascinating development over the years. • Again you ask, "Is this just a hobby?" I'll let Bob answer his way: "I design, build, and test fly original concepts in Hang Gliding -- as an artform (his emphasis). I have a working studio in an artist colony called 'Mother Dog' in the old warehouse district of downtown Houston. I complete one glider per year and show it during the annual 'Art Crawl' -- when the entire art-warehouse district opens simultaneously." A formerly active pilot, he says "all this fell away as I became more focused on my creative work." • As I got deeply into Rouse's "art," I realized just how much energy he was spending on this. "Crazy!" you say? Maybe not. Listen to Bob's story further: "At least one individual is investigating concepts that are non-rogallo and non-paraglider. And even though all my designwork comes from my personal bias and whimsy, it is still possible that I might stumble across something that is practical, or that contains elements/ideas of use to other designers. • By the most recent years Bob's work has taken on some genuine birdlike appearances, elaborate constructions of immense detail every one of which Bob actually flies! Yet these unusual wings can sometimes also pack down to very small lengths. Too bad you may never see this compilation of art and artistic labor; Bob Rouse's work deserves mention. ••• Well, couldn't get to all the news. Next month, we'll talk about some Mexico tours that are booking up already. Until then, for those that know they like these flying escapades, try Jeff Hunt's Flymexico at 800-861-7198. ••• Got news or opinions? Send 'em to 8 Dorset, St. Paul MN 55118. Vmail or fax to (new area code/same number) 651-450-0930 or eMail to CumulusMan@aol.com. THANKS!

Published in Hang Gliding Magazine

ST. PAUL, MINN. — Following on bits left over from October’s "Product Lines"… ••• In the land of hurricanes and tropical storms, we find the East Coast’s Turbulent Talent Triangle… I’m referring to the movement of talent, to headhunting (yes, within our little sport!) and to new relationships among leading east coast centers of hang gliding activity. But let’s set the record straight. The east may not have the mountain peaks or the sky-high reputation of the west coast but more students are trained in the east than anywhere in America. Look at the list published every month. Nine months into ’98, three schools accounted for 45% of all Hang Is issues and 35% of all Hang IIs issues (LMFP has 28% and 24% by themselves). From these flight factories come people with experience and that’s the point here. • David Glover, until recently manager of Wallaby Ranch is now at Lookout Mountain Flight Park.

Product Lines – October 1998

By Dan Johnson || February 28, 2005 Leave a Comment (Edit)

ST. PAUL, MINN. -- I very rarely refer to something already Published in Hang Gliding MagazineHG mag, but this time I feel driven to make an exception. The subject is accidents, a topic eruditely addressed (as always) by Mike Meier in the September issue. ••• Before getting to his essay, I first read what I viewed to be a disturbing set of statistics: 10.1% of respondees to USHGA's survey (of 1,169 members) reported an injury accident. Two thirds of these among hang glider pilots and more than half the time medical or professional treatment was needed; one sixth required overnight hospitalization. Good heavens! Odds of one in twenty needing a doctor in the next year are not encouraging. Over half appear to be at launch or landing. ••• Combine those sobering facts with Meier's compelling message about pilot decision making as the primary determinant of safety. We'll need to work hard if we are to alter the scenario. And, paragliding may be worse! ••• In the July 1998 issue of their combined magazine, Skywings, the British HG/PG association (BHPA) published their own accident investigation. Their overall figures were much less at 2.2% of members injured, however, that broke down further to only 1.6% for their 2,188 Hang members. Balancing the scale was a significant 4.5% of their 4,276 Para members. As disturbing as the American figures was a high degree of moderate or major injury resulting for 69% of Hang pilot injuries and 58% of Para injuries. ••• Look, very few people like to read this type of information, but when the stats are this glaring, they need consideration... PLEASE fly safely! ••• Turning to cheerier news but drawing from the same USHGA survey, you could read for yourself the mix of glider brand market share enjoyed by various manufacturers. The numbers are self-explanatory, but I think I might add a little perspective that mere recitation of the facts won't bring. Market leader Wills Wing has been on an upward track, gradually but steadily taking an ever-increasing share of the American market. The new survey showed them at a 1990s high of about 47%, no surprise to anyone, right? Maybe... but I say it's got to be higher, maybe a lot higher. Pacific Airwave is long gone, yet they claimed 25%!? That can't last and next year or the year beyond, WW will be branded on 60% or more of all gliders sold in America, I'd guess. • Another sleeper is the consistent growth of Moyes, now up to over 12% of the U.S. market. Certainly, new Moyes America director Ken Brown deserves some of the credit for this, but the pattern has been long forming. They've grown steadily since I started following closely in the early 90s when they had a modest 3% of the market. • Seedwings remained small but steady at 3% of the U.S. output. Exxtacy, Millennium, or other rigid wings didn't show up on the radar at all, nor did Predator, Laminar, Extreme, or Topless, further showing how these statistics lag behind current events. ••• In fact, rigid wing expert Dave Sharp (who claims he's really a mild mannered family man, not a "hot shot") compiled a few stats of his own. He states, "With the exception of the Nationals, the [D-cell rigid wing] Hybrids have won every major meet this summer." He lists the ACC and Millennium, Sandia and Exxtacy, the U.S. Nats title and an Exxtacy, Region 2 Regionals and a Millennium, the Chelan XC meet and an Exxtacy, plus the Wild West and a Millennium. I don't know the validity of the survey and I'd say it doesn't matter much. This new wave of wings is more pervasive than anything in years. Even topless flex wings don't look quite as new in their shadow. • Since Dave also referred to the wave of rigid wings as "Stiffys," I guess it shows we still don't know what we want to call these aircraft. "Rigid wings" doesn't sound as accurate as we once thought. Oh well, such heavy issues are better decided over beers or sodas in the LZ. ••• But all this is hang gliding. The other world we inhabit is paragliding. And that carries us to yet another survey. The "combined issue" of Hang Gliding in July had a survey form in the centerfold. As of late August, nearly 700 had arrived with a reported 8-10 more included in every day's mail. • Did you like it? The early answer: 15 said they were NOT satisfied, but 406 (64%) stated they were "highly or medium highly satisfied." The bigger question is, "Do you think it is time to combine our flying activities into one magazine?" Out of 655 responses, 17 didn't answer, 454 "voted" to combine, 183 "voted" not to combine. That breaks down to 71% FOR and 29% AGAINST the idea (discounting "No Answer" replies). Voters included 62% Hang pilots, 26% Para pilots, and 12% Both pilots. • Executive Director Phil Bachman, in okaying the early release of figures said, "Be sure to point out that this input is only one of the several factors that must be brought into the equation before the Board of Directors can make a decision to combine or not combine." He cited examples of cost analysis, advertiser's schedule and related cost effects, subscription revenues, and other details. • Obviously, it's too early to tell much, but the topic is less contentious than I thought it might be. Cheers to tolerance! ••• Stories ahead include more towparks, a book review, Mexican wintertime flying, and the East Coast "Turbulent Talent Triangle." ••• So, got news or opinions? Send 'em to: 8 Dorset, St. Paul MN 55118. Vmail or fax to (new area code!) 651-450-0930 or eMail to CumulusMan@aol.com. THANKS!

Published in Hang Gliding Magazine

ST. PAUL, MINN. — I very rarely refer to something already Published in Hang Gliding MagazineHG mag, but this time I feel driven to make an exception. The subject is accidents, a topic eruditely addressed (as always) by Mike Meier in the September issue. ••• Before getting to his essay, I first read what I viewed to be a disturbing set of statistics: 10.1% of respondees to USHGA’s survey (of 1,169 members) reported an injury accident. Two thirds of these among hang glider pilots and more than half the time medical or professional treatment was needed; one sixth required overnight hospitalization. Good heavens! Odds of one in twenty needing a doctor in the next year are not encouraging. Over half appear to be at launch or landing. ••• Combine those sobering facts with Meier’s compelling message about pilot decision making as the primary determinant of safety. We’ll need to work hard if we are to alter the scenario.

Product Lines – September 1998

By Dan Johnson || February 28, 2005 Leave a Comment (Edit)

ST. PAUL, MINN. -- Response to the mention of Mondial De L'Air (the French light aviation airshow) was surprisingly strong. Though I believed Americans were only mildly interested in international hang gliding news, evidently some readers perceive that European innovations are worth following more closely. Examples of recent impactful developments include topless gliders and D-cell rigid wings... both ideas sailed across the Atlantic to significantly affect the wings we buy and fly here at home. Fascinating. • Anyway, let me provide an address to write for info (several of you asked). Contact: Edition Retine (the same as the publishing office of Vol Libre), 3 rue Ampere, 94200 Ivry-sur-Seine, FRANCE. Call: 011-33-1-46-72-74-60 or fax to 011-33-1-46-58-97-52. Though a 1999 event appears certain, no date has been announced to my knowledge. ••• John Heiney's new Altair company is about to offer their new Saturn hang glider, proving this isn't a one-glider company. Every now and then a new glider comes along, but failing to acquire enough market mass, it disappears without a follow-on design ever emerging. Altair appears to have passed this point. • However, while we await more news on the Saturn, Heiney is justifiably proud of achievements by his kingposted Predator in a competition world of topless gliders. John writes, "Paris Williams -- who travels for us on the demo circuit -- flew his first season of competition this year, and so far he has finished ninth overall at the Sandia Classic and ninth overall at the Nats. Of course the foreign pilots whipped up on the Yanks again, but Paris finished third among the Americans." Understandably impressed with Williams, Heiney added, "And this on a stock, kingpost glider (Predator, of course). With the tragic loss of Brad plus the retirement of Lee and Howe, Paris could be one of the new world team boys. The thing about Paris that impresses me is his consistency. He finished right around ninth every day of the Nats. He really enjoys competition and wants to make the world team." ••• Davis Straub and his "Oz Report" kept wired pilots informed of meet results out in Washington state (a familiar stomping ground for Straub). The Chelan XC Classic attracted almost as many pilots as big national contests, known as it is for excellent over-the-desert cross country potential. • The unofficial results according to Davis show an impressive performance by the Exxtacy -- and odds are this isn't just because Exxtacy is what Straub flies these days. Both top spots were filled with Exxtacy gliders, in the hands of Scott Rutledge in first place and Dave Sharp in second. Wayne Leuth took third in a SX. The first ten places included a total of four Exxtacys, two Fusions, and one each of the SX, a CSX, a Klassic, and a Ram Air. • Though kingpost and topless had more equal numbers than the Atlantic Coast Championships or the Nationals, the continued success of the Exxtacy may foretell the future of competition gliders. No question -- certainly when you add the Brightstar Millennium -- D-cell rigid wings are enjoying their time in the limelight (although we've seen no proof they'll knock off topless or even the better kingpost gliders). • Straub himself ended up in sixth place. Thanks for the news, Davis! ••• Also out west, the 1998 King Mountain Meet drew well, counting 38 pilots with a score at the end. More notably than at the big national meets with top-ranked pilots, the King Mountain event seemed to deliver fun in a contest environment. Anyone who supports competition agrees that such regional meets are important to develop top pilots for world meets. • Letters via eMail give lots of credit to explain the enjoyable experience many had. "Lisa Tate did an excellent job as meet Director and kept it safe and fun," wrote Kevin Frost. Agreeing that it was a well-run meet, Randy Chaffin added, "Lisa Tate... deserve[s] all the credit in my book." • The winner was Heiner "Pete" Biesel, followed by Al Whitesel and Ken Muscio in third. • Among product observations in the contest (a hallmark of "Product Lines" reporting), Frost expressed, "I didn't notice the topless gliders really doing much better than the blade wings... but the Exxtacy clearly was a superior wing." ••• To finish, we return to the Mondial story from July's column. You may recall I wrote excitedly about a French D-cell glider called the Ixbo. Since that story broke, Moyes America honcho, Ken Brown, faxed to say that his organization has secured the distributorship to Tecma's Ixbo. He expected to have two on hand as you read this, and will sell them at $9,495. To see more on this high performance wing on the Internet, use http://members.aol.com/tecmasport. Call 415-753-9534 or eMail: FlyaMoyes@aol.com. • Moyes America also felt required to note that the replacement Moyes sails available from Airfoil Sales of Australia (mentioned in July 1998 edition of this column), "are not in any way similar to an authentic Moyes Delta Gliders Replacement sail." The U.S. Moyes distributor detailed their comments saying that Airfoil Sales patterns, "are over five years old and do not include factory specified updates." Airfoil surely thinks their sales will work fine and that the customer should choose. Moyes agrees adding, "Buyer beware." • Moyes America is proud to announce that six more Dragonfly tugs are up and running since it took over Moyes distribution in the USA. A great plane and improved support, "are encouraging flight parks to utilize the Dragonfly as the primary tool of the trade," boasts Brown. ••• Outta room again. So, got news or opinions? Send 'em to 8 Dorset, St. Paul MN 55118. Call (new area code!) 651-450-0930, or eMail: CumulusMan@aol.com. THANKS!

Published in Hang Gliding Magazine

ST. PAUL, MINN. — Response to the mention of Mondial De L’Air (the French light aviation airshow) was surprisingly strong. Though I believed Americans were only mildly interested in international hang gliding news, evidently some readers perceive that European innovations are worth following more closely. Examples of recent impactful developments include topless gliders and D-cell rigid wings… both ideas sailed across the Atlantic to significantly affect the wings we buy and fly here at home. Fascinating. • Anyway, let me provide an address to write for info (several of you asked). Contact: Edition Retine (the same as the publishing office of Vol Libre), 3 rue Ampere, 94200 Ivry-sur-Seine, FRANCE. Call: 011-33-1-46-72-74-60 or fax to 011-33-1-46-58-97-52. Though a 1999 event appears certain, no date has been announced to my knowledge. ••• John Heiney’s new Altair company is about to offer their new Saturn hang glider, proving this isn’t a one-glider company. Every now and then a new glider comes along, but failing to acquire enough market mass, it disappears without a follow-on design ever emerging.

Product Lines – August 1998

By Dan Johnson || February 28, 2005 Leave a Comment (Edit)

ST. PAUL, MINN. -- Long recognized as the premier hang gliding contest of the year, the 1998 Nationals are over and we have a winner. Well, in a sense, "we" don't because the two top placing pilots in flex-wings (Class I) are not Americans. Congratulations to one of the world's winningest pilots, Manfred Ruhmer, flying his Icaro Laminar ST. In second place was a Ukrainian not well known to U.S. pilots. Oleg Bondarchuk flew his Aeros Stealth KPL past the first Class I American, Chris Arai, in his Wills Wing Fusion. All three pilots deserve a virtual round of applause. As with other contest reports, I'll leave the main story to a follow-up article, but in this edition of "Product Lines" we'll look at the gliders that made up the field. ••• Certainly the U.S. Nationals bore more than a passing resemblance to the Atlantic Coast Championships last April (both directed by USHGA president GW Meadows, by the way). Among flex-wing models entered, the first eight placing gliders and 21 of 22 of the top-finishing hang gliders were topless types. Logging a respectable performance were two kingposted Altair Predators in positions 9 and 23. Like their prices or not, topless gliders are apparently here to stay -- at least in the rarefied world of competition flying. ••• Unlike the ACC, new rigid wings did not make up a substantial portion of the field. That did not prevent these new D-cell constructed machines from doing well, though. When you mix Class I and Class II results (meaning they are not the official results), the smaller showing of rigid wings did very well. • Exxtacy put three of the four entered among the top 15 finishing pilots with Utah hot shot Dave Sharp coming in second overall. Veteran pilot Jim Zeiset came in fourth place in his Exxtacy and Davis Straub took the #15 spot. • With only two entered -- and one removed from competition early on -- John Borton (aka "JB") took fifth place in his Millennium. JB is the western distributor for Brightstar's new rigid and he must be enjoying another respectable performance for the new wing (one placed first at the ACC). As it turns out Brian Porter, flying the prototype Millennium, was forced to deploy his parachute when a tip/rudder connection failed in flight. Reportedly, he had not noticed prior damage in this area stemming from a launch crunch the previous weekend. All is well with Brian, but this left only JB flying the new wing in the Nationals. ••• Laminar was the winner not only by securing first place but by having the highest number of aircraft in the meet: 13 gliders or 21% of models listed in the final standings. Of these 13 gliders, 3 of them or 23%, ended up in the top 15 places. • Also with 3 in the top 15 were Exxtacy (75% of those entered), and Moyes' CSX (43% of those entered). Two of six Fusions also fit into the top 15 but the balance of the top-finishing gliders were different: one each of Stealth, Millennium, Predator, and Xtreme. ••• Looking at all gliders entered according the final results list were: Laminar at 21% of the field, the CSX and Stealth at 11%, Fusion at 10% and Exxtacy at 6%. The preceding accounts for all models with at least four examples represented. • In the next "tier" were three each of the Predator and Klassic, and two each of the Millennium, La Mouette Topless, TR3, K5, and Moyes SX. • A series of single examples made up the remaining eight gliders entered. The final contest results listed a total of 62 participants. • The Dinosaur Nationals were decided based on six rounds of tasks ranging from 78 to 158 kilometers (49-99 miles). ••• Wills Wing announced that they've released their 135 Ultra Sport with certification expected by the time you read this. The new model joins the 147 and 166 Ultra Sports in WW's "high performance intermediate" glider line. It sells for $3,975 suggested retail. This new 135 model is rated for pilots weighing between 120 and 145, effectively covering most women pilots and lighter males although Wills says it will be certified for pilots up to 210 pounds. The company reports that it has "pleasant, easy, well coordinated handling characteristics, a great climb rate, and an extended VG range for maximizing cross country glide." ••• In related announcements to their dealers, Wills indicated engineers are working on a smaller 141 Fusion. They are now flying the second prototype reporting that "the results have been very encouraging." WW also fielded questions about a rigid wing in their future. After a number of dealers and customers asked them about one they state that at present, "We have no such plans. However, if it turns out that this type of wing is what a large percentage of hang gliders pilots want, we will seriously consider such a project." For the present, WW feels that "it's not clear that enough pilots are willing to pay the substantially higher price, and put up with the substantial increase in weight and transportation difficulty to make it economically feasible for us to develop and market this type of wing." ••• Wrapping up, Airwave USA is boasting the competition successes of their Xtreme 150 topless glider. Designed by Mark "Gibbo" Gibson at Lookout Mountain Flight Park, the new glider is credited with a win at the ACC and the 1998 British Open. ACC flex-wing winner Mike Barber also came in tenth at the Nationals flying the only one entered. • Gibbo reported that Airwave (UK) went through a reorganization and is now guided by Toby Parker. They feel good about their future with the Xtreme doing well and with a World Championship paraglider in their line. In a modern evolution, R&D is no longer done at the factory what with Bruce Goldsmith working on paragliders in the south of France and Gibbo doing his development in the USA. Gibson reports that work is proceeding on a 138 Xtreme to join the already-certified 150 model. • Departing from the K4, Klassic, and Concept, the Xtreme uses a "very high aspect, nearly 100% double surface wing with ultra state-of-the-art components." Gibbo adds, "This glider shares nothing from our past machines." Thanks to lightened parts, he says the 150 Xtreme weighs only 73 pounds and has "great static balance." In addition the Xtreme boasts an easy-to-pull VG system ("only one pull required for full VG"). The glider, developed behind a tug, is said to tow well and claims a very wide flare window. Delivery is 4-6 weeks with standard colors and every glider is flown by Gibbo "to assure customer satisfaction." Info: phone 706-398-9545 or eMail to gibbogear1@aol.com. ••• That's it! So, got news or opinions? Send 'em to 8 Dorset, St. Paul MN 55118. Fax or Vmail to 612-450-0930 or use CumulusMan@aol.com for eMail. THANKS!

Published in Hang Gliding Magazine

ST. PAUL, MINN. — Long recognized as the premier hang gliding contest of the year, the 1998 Nationals are over and we have a winner. Well, in a sense, "we" don’t because the two top placing pilots in flex-wings (Class I) are not Americans. Congratulations to one of the world’s winningest pilots, Manfred Ruhmer, flying his Icaro Laminar ST. In second place was a Ukrainian not well known to U.S. pilots. Oleg Bondarchuk flew his Aeros Stealth KPL past the first Class I American, Chris Arai, in his Wills Wing Fusion. All three pilots deserve a virtual round of applause. As with other contest reports, I’ll leave the main story to a follow-up article, but in this edition of "Product Lines" we’ll look at the gliders that made up the field. ••• Certainly the U.S. Nationals bore more than a passing resemblance to the Atlantic Coast Championships last April (both directed by USHGA president GW Meadows, by the way).