Hang Gliding & Paragliding Vol40/Iss10 Oct 2010 by US Hang Gliding & Paragliding Association

www.USHPA.aero

OCTOBER 2010 Volume 40 Issue 10 $6.95 Hang Gliding & Paragliding | www.USHPA .aero

HANG GLIDING & PARAGLIDING MAGAZINE

On the cover, Loren Cox captures his shadow in California. Meanwhile, scratching in Groveland, Florida | photo by Larry Herndon.

MAGAZINE STAFF USHPA, Publisher: business@ushpa.aero Nick Greece, Editor: editor@ushpa.aero Greg Gillam, Art Director: art.director@ushpa.aero Martin Palmaz, Advertising: business@ushpa.aero Staff writers: Alex Colby, Chris Galli, Steve Messman, Dennis Pagen, Christina Ammon, Mark “Forger” Stucky, Ryan Voight, Tom Webster Staff artist: Jim Tibbs Staff photographers: John Heiney, Jeff O'Brien, Jeff Shapiro

OFFICE STAFF Martin Palmaz, Director of Business Operations : business@ushpa.aero Robin Jones, Information Services Manager : tech@ushpa.aero Beth Hollendorfer, Membeship Services Coordinator: membership@ushpa.aero Terry Rank, Office Coordinator : office@ushpa.aero

USHPA OFFICERS & EXECUTIVE COMMITTEE Lisa Tate, President: lisa@lisatateglass.com Mark Gaskill, Vice President: airutah@hotmail.com Rich Hass, Secretary: richhass@comcast.net Mark Forbes, Treasurer: mark@mgforbes.com REGION 1: Rich Hass, Mark Forbes. REGION 2: Dave Wills, Urs Kellenberger, Bill Cuddy. REGION 3: Bill Helliwell, Rob Sporrer, Brad Hall. REGION 4: Mark Gaskill, Ken Grubbs. REGION 5: Lisa Tate. REGION 6: David Glover. REGION 7: Tracy Tillman. REGION 8: Jeff Nicolay. REGION 9: Felipe Amunategui, Hugh McElrath. REGION 10: Bruce Weaver, Steve Kroop, Matt Taber. REGION 11: David Glover. REGION 12: Paul Voight. REGION 13: Tracy Tillman. DIRECTORS AT LARGE: Dave Broyles, Leo Bynum, Riss Estes, Mike Haley, Dennis Pagen. EX-OFFICIO DIRECTOR: Art Greenfield (NAA).

SUBMISSIONS HANG GLIDING & PARAGLIDING magazine welcomes editorial submissions from our members and readers. All submissions of articles, artwork, photographs and or ideas for articles, artwork and photographs are made pursuant to and are subject to the USHPA Contributor's Agreement, a copy of which can be obtained from the USHPA by emailing the editor at editor@ushpa.aero or online at www.ushpa.aero. HANG GLIDING & PARAGLIDING magazine reserves the right to edit all contributions. We are always looking for well written articles and quality artwork. Feature stories generally run anywhere from 1500 to 3000 words. News releases are welcomed, but please do not send brochures, dealer newsletters or other extremely lengthy items. Please edit news releases with our readership in mind, and keep them reasonably short without excessive sales hype. Calendar of events items may be sent via email to editor@ushpa.aero, as may letters to the editor. Please be concise and try to address a single topic in your letter. Your contributions are greatly appreciated. If you have an idea for an article you may discuss your topic with the editor either by email or telephone. Contact: Editor, Hang Gliding & Paragliding magazine, editor@ ushpa.aero, (516) 816-1333. ADVERTISING ALL ADVERTISING AND ADVERTISING INQUIRIES MUST BE SENT TO USHPA HEADQUARTERS IN COLORADO SPRINGS. All advertising is subject to the USHPA Advertising Policy a copy of which may be obtained from the USHPA by emailing the Publisher at publisher@ushpa.aero. The USHPA is a member-controlled sport organization dedicated to the exploration and promotion of all facets of unpowered ultralight flight, and to the education, training and safety of its membership. Membership is open to anyone interested in this realm of flight. Dues for Rogallo membership are $270. Pilot memberships are $75 ($90 non-U.S.). Dues for Contributing membership and for subscription-only are $52 ($63 non-U.S.). $15 of annual membership dues goes to the publication of Hang Gliding & Paragliding magazine. Changes of address should be sent six weeks in advance, including name, USHPA number, previous and new address, and a mailing label from a recent issue. You may also email your request with your member number to: info@ushpa.aero.

The United States Hang Gliding and Paragliding Association Inc. (USHPA) is an air sports organization affiliated with the National Aeronautic Association (NAA), which is the official representative of the Fédération Aeronautique Internationale (FAI), of the world governing body for sport aviation. The NAA, which represents the United States at FAI meetings, has delegated to the HANG GLIDING & PARAGLIDING (ISSN 1543-5989) (USPS 17970) is published USHPA supervision of FAI-related hang gliding and paragliding activities such monthly by the United States Hang Gliding and Paragliding Association, Inc., as record attempts and competition sanctions. 1685 W. Uintah St., Colorado Springs, CO 80904, (719) 632-8300, FAX (719) 6326417. PERIODICAL postage is paid at Colorado Springs, CO and at additional HANG GLIDING & PARAGLIDING magazine is published for foot-launched air- mailing offices. sports enthusiasts to create further interest in the sports of hang gliding and paragliding and to provide an educational forum to advance hang gliding POSTMASTER Send change of address to: Hang Gliding & Paragliding and paragliding methods and safety. magazine, P.O. BOX 1330, Colorado Springs, CO 80901-1330. Canadian Post Publications Mail Agreement #40065056. Canadian Return Address: DP Global Mail, 4960-2 Walker Road, Windsor, ON N9A 6J3

DISCLAIMER The publication of any submissions, articles or advertising in HANG GLIDING & PARAGLIDING magazine does not constitute an endorsement of the authors, advertisers, products, services, apparatus, processes, theories, ideologies, opinions, advice and/or recommendations presented, nor does it constitute an endorsement of the authors or companies involved. The statements of fact and opinions as well as any product claims in the submissions, articles, advertisments, artwork and photographs appearing in HANG GLIDING & PARAGLIDING magazine are those of their respective authors, contributors and advertisers and not of the USHPA. The USHPA makes no representation, express or implied, including the warranties of merchantability and fitness for a particular purpose, nor assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, advice, opinion, recommendation, apparatus, product, product claims or process disclosed, in such submissions, articles, advertising, artwork or photographs. All individuals relying upon any materials published herein do so at their own risk. The USHPA is not responsible for any claims made in any submission, article, or advertisement. Advertisers may not, without USHPA's prior written consent, incorporate in subsequent advertising that a product or service has been advertised in a USHPA publication. COPYRIGHT Copyright (c) 2010 United States Hang Gliding And Paragliding Association, Inc., All Rights Reserved; no part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise without prior written permission of the United States Hang Gliding And Paragliding Association, Inc.

The United States Hang Gliding and Paragliding Association, a division of the National Aeronautic Association, is a representative of the Fédération Aeronautique Internationale in the United States.

For change of address or other USHPA business call (719) 632-8300, or email info@ushpa.aero.

2010OCTOBER EDITOR

PILOT BRIEFINGS

ASSOCIATION

SAFETY

A CLOSER LOOK

CENTERFOLD

The third eye

TANGENT

Getting advice from other pilots

DISPATCH

RATINGS

USHPA STORE

PAGE 78

Trying out the flymaster b1 Nav Hands on with the instrument by Tim O'Neill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

by Denny Pystol. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

Aire evan What were you doing when you were 14? by Tiki Mashy. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

Mad Magical Madeira Good times by the sea by Joe McCarthy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

The tater experience A report from the 2010 competition by John W. Robinson. . . . . . . . . . . . . . . . . . . . . . . . . . . . 56

Himalayan odyssey Seven pilots set a course for the unknown. by Katrina Mohr. . . . . . . . . . . . . . . . 26

GALLERY

Paragliding World Cup in Greece | photo by Nick Greece.

Hang Gliding & Paragliding | www.USHPA .aero

all is here and another flying season is coming to a close in most of the continental United States. New personal bests have been shattered nation wide and as we get ready to hang up our flying accoutrements for the winter it’s hard to not go to the hill a few more times to get air under our wings. This is the best time, in my opinion, to reflect on the season and all of its ups and downs while you still can go out and stick one more launch and one more landing. This issue starts off with USHPA board member election statements. This group of amazing volunteers meet twice a year to steer the organization. Please take the time to check out what both new and returning board members have to say about why they should be elected to represent you. Several of the pieces in this issue deal with differing aspects of our culture. Denny Pystol explores how pilots learn from their peer group, while Chris Ammon delves into her feelings when she is wing-less, and Ryan Voight pontificates on what it means to be a “pilot”. The Himalayan Odyssey has landed and Katrina Mohr caught up with Eric Reed, and Brad Sander—USHPA members—after their 48-day team bivouac flight across 680 miles of the Himalaya last fall. This epic achievement was the brainchild of American pilot, Brad Sander. Tiki Mashy reports, from Jackson Hole, on the extraordinary teaching of their first 14-year old ace in only two weeks, and the coming of age of a new H2 pilot, and John Robinson reports back on his first competition experience in Boone, North Carolina. Whether hang or para, this year has witnessed outstanding achievements on many levels throughout the country. We hope you will keep your stories coming and share tales of this year for us to cherish as we brave the cold months ahead.

Hang Gliding & Paragliding | www.USHPA .aero

New | Improved | Buzzworthy

PilotBRIEFINGS

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 OZONE DELTA & BUZZ Ozone is pleased to announce that the Delta XS and Buzz Z3 XS have both been certified and are in production. Please contact your local Ozone dealer to get a test flight if you’ve been waiting for a demo in the XS size. More info on both wings can be found at www.flyozone.com The Buzz Z3 was certified EN B (same as all other Z3 sizes) and the Delta EN C (as other sizes).

 GRADIENT AVAX XC3 Gradient’s high performance wing, the Avax XC3, passed certification in all sizes. The whole Avax XC3 range has been classified EN-D. The XC3 22 covers a take-off weight range of 75-85

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kilos. The XC3 30 has a take off weight range of 110-130. With these wings Gradient offers an interesting option for very light to very heavy pilots who are looking for a certified high performance Cross Country/Competition wing. The XC3 range is ready for test flights from official Gradient dealers. More info: www.gradient.cx, or in the US www.atlantaparagliding.com.

 TANDEM TUMBLE The acro stars Pal Takats and Gabor Kezi for the first time performed the infinity tumble flying a tandem glider. They flew a special version of the U-Turn acro wing, Thriller, with a surface of 31 sqm with a strongly reinforced inner structure and a line plan that could withstand 8.2 tons of load. The need of a ‘galactic’ structure has become a must after a first attempt performed by Pal & Gabor in Oludeniz, when their already super-strong wing after the third infinity turn suddenly blasted breaking all the A-B-C lines. Even if the tandem pilot was Pal,

Hang Gliding & Paragliding | www.USHPA .aero

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because of the strength needed to steer the glider in the extreme configurations entering and exiting the infinity, all the manuevers were performed by both pilots using a double brake system, where Gabor was helping Pal to pull the brake at the right time.

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am approaching 10 hours in the air, I need to feel relaxed. In addition, the RANGE2 offers sensational air drag values with a real glide advantage!” Info: www.skywalk.info.

 EAGLE RADIO HARNESS Eagle Paragliding has designed its own Radio Harness. This radio harness is made in the USA. It has plenty of lanyards for your radio, camera, cell phone. It also has a sleeve for your radio antenna so the antenna doesn’t jab you in the face while you’re flying. For more info, visit www. eagleparagliding.com.

is looking for an

Executive Director

 SKYWALK RANGE2 The wind tunnel optimized competition/cross country harness, RANGE2, has been released by Skywalk. It features, among other things, a carbon seatboard, ergonomic cockpit, 17 cm foam protector and 5 different sizes from XS to XL. Oliver Teubert, cross country ace and a significant contributor to the design of the RANGE2 states, “A cross country harness has to be exceedingly comfortable. When I

USHPA Headquarters Colorado Springs, CO For job candidate background requirements and a complete job description, go to www.ushpa.aero. Submit resume, cover letter, and salary expectation before October 15th to: DrTTUSHPA@aol.com - or Dr. Tracy Tillman USHPA ED Search Committee Chair 11088 W. Coon Lake Rd. Webberville, MI 48892 NO PHONE CALLS PLEASE.

Introducing the new USHPA custom Visa Platinum Rewards Card.

The card with Flare. Submit your own image or choose one of these custom USHPA Platinum Rewards Cards.

• No annual fee. • $50 donation by the bank when you first use the card.* • Ongoing contributions made when you continue using your card. • Low Introductory APR on purchases and no balance transfer fee for 6 months.** • Enhanced Visa Platinum benefits, including 24/7 Emergency Customer Service, 100% Fraud Protection, Auto Rental and Travel Accident Insurance and much more. • Earn points at hundreds of participating online retailers redeemable for name-brand merchandise, event tickets, gift cards or travel reward options.

Use your own photo. Apply today at: http://www.cardpartner.com/app/ushpa The USHPA Visa car program is operated by UMB Bank, N.A. All applications for USHPA Visa card accounts will be subject to UMB Bank N.A.'s approval, at its absolute discretion. Please visit www. cardpartner.com for futher details of terms and conditions which apply to the USHPA Visa card program. Donation made when card is used once within 90 days of issuance. After this period a low variable APR will apply. Powered by CardPartner. The #1 provider of affinity credit card programs.

Membership | Policy | Involvement

ElectionSTATEMENTS The following statements have been provided by candidates for election to the position of regional director for the 20112012 term. These statements are unedited and should not be construed as an official position of USHPA. They have not been reviewed for accuracy.

REGION 1 | RICH HASS  Serving on the USHPA board has been my way of giving something back to the sport that has become a big part of my life since I took up flying in ’93. I’m just completing my second term as Regional Director in Region 1 and my third year as Secretary and a member of the Executive Committee. By way of background, I’ve spent 30 years in commercial real estate with an investment advisory firm—none of which prepared me for this job! Regional Directors usually serve on several committees. I’m currently chair of the Finance Committee and a member of the Organization and Bylaws Committee and the Competition Committee. Simply put, my goal as a Regional Director is to help make USHPA an organization that you are proud to be a member of and an organization providing value to its members. Membership surveys suggest we are succeeding but there’s always room for improvement. Please feel free to contact me with questions, ideas and suggestions.

REGION 2 | DAVE WILLS  Dear Region 2 Pilots: I have represented Region 2 as one of your Directors for 3 and 1/2 years now, and there is still much more I need to do. I have been the Chair of the Organization & Bylaws (O&B) committee for 2 and 1/2 years, and early this year I was asked by USHPA President Lisa Tate to be the Co-Chair of the Safety & Training (S&T) 10

Hang Gliding & Paragliding | www.USHPA .aero

Committee. As Chair of O&B, I am in constant contact with the USHPA Executive Director, the USHPA office staff, and frequently with Lisa Tate and the USHPA attorney, Tim Herr. Whenever a question or issue arises regarding the SOPs, I am called on to interpret the SOPs so they are implemented as the Board of Directors wishes. Often, changes are required to the SOPs as we continually improve them. To implement the changes, I am in frequent contact with the other Co-Chair of S&T, the Chairs of the Tandem and Towing Committees, other committee Chairs, and many of the other Directors. I also take the responsibility to notify members when important changes are made. You have seen this in the “Notice to Members” column in the recent USHPA newsletter and in Hang Gliding & Paragliding Magazine. As Co-Chair of S&T, I deal with S&T business on a nearly daily basis. S&T is responsible for the Pilot Proficiency Program (SOP 12-02), the Instructor, Examiner and Observer program (SOP 12-05) and the Rating Revocation procedures (SOP 12-07). The implementation of these programs requires constant attention and the S&T Committee works hard to keep our Pilot Proficiency Program running smoothly. As part of my S&T duties, I have started a national review of our Instructor Administrator and Instructor programs. My goal is to make sure that Instructor training and certification is available to all qualified pilots, and only qualified pilots become Instructors. It is important that our Instructors be held to high standards so that the pilots they appoint continue to maintain the safety records we want. During my review of the Instructor Administrator program, I found geographical gaps in coverage. If we are going to grow our sport, we need to make sure the gaps are filled so qualified pilots can be trained. I believe paragliding has reasonable Instructor representation around the country and this part of the program is doing well. Unfortunately, hang gliding is suffering not only from a lack of Instructor training clinics, but a lack of qualified pilots who wish to become Instructors. I have started to address this particular issue and hope to make more

progress in the coming months. In addition to all of this, I have been very active on other special projects. I was heavily involved in the implementation of the latest changes to the competition system which recently resulted in the new open distance, aerobatics and ACE events. I was asked to participate at the Competition Symposium in Salt Lake City last January and acted as the neutral facilitator for the meeting. I helped the sub-committees organize and submit their proposals to the Board last March, where all the changes to the program, including race to goal, were approved. I hope this long biography is informative. I take my roles as Director and committee Chairs very seriously and do my best to protect our organization and our sport. It is not an easy job, and I take it so seriously that it consumes an enormous amount of time. Sometimes you have to take steps which are not popular. This job is not about popularity, but rather, making sure we do our best to preserve our ability to fly and expand our flying opportunities. As before, it has been an honor and a privilege to represent Region 2 on the Board of Directors of USHPA. I ask for your support to continue this work.

current and new flying sites open. One element in reversing this trend is ensuring accessibility of training and quality instructors. Attracting and retaining new pilots is a key element, and I fully support and promote the Mentor program. Several pilots I trained with dropped out of the sport after receiving their H2. These pilots might still be flying today if the mentoring program had been more accessible at the time. Communication with the Region 2 membership will be one of my priorities. I will work with the current Region 2 directors, Urs Kellenberger and Bill Cuddy, to ensure all pilots are aware of ongoing USHPA activities, proposed changes, and current issues. I am an active pilot and fly a number of sites in N. California and Nevada. I will be flying with you and will always be open to your input. One of my first priorities will be to participate in the continued development of a comprehensive documentation package and templates to assist local clubs in the acquisition of new sites. My focus as Regional Director will be to represent the interests of Region 2 free-flight pilots, both hang gliding and paragliding, and promote both sports. I look forward to having the opportunity to represent you.

I am now one of your three Regional Directors, having been elected in a special election just a few months ago. As your regional director, I make the time commitment required to keep our organization functioning so our flying opportunities are not compromised. I also will work on a committee to promote flying in the USA and to represent viewpoints of Region 3 pilots. I look forward to attending the fall Board of Directors meeting as your representative and will be very active in promoting our wonderful sport. I ask for your vote in the upcoming election. If you come to San Diego to fly, please contact me at (760) 500-1265 or billhelliwell@aim.com. I have been flying a hang glider in San Diego County for 20 years and know all the sites. If you fly a paraglider, I can also help you out and put you in contact with local paraglider pilots.

REGION 4 | MARK GASKILL  I think I’m one of the luckiest guys in the world. I get to fly at the world famous Point of the Mountain when I can break away from work. I am also fortunate enough to have the opportunity to introduce the sport of paragliding to others through individualized instruction and the tandem experience. I also get to help persons with spinal REGION 2 | JOHN BLOME  I am passionate cord injuries learn to fly through ABLE about flying, and I want to help hang REGION 3 | BILL HELLIWELL  We all just want Plot (a chapter of the USHPA). gliding and paragliding remain avail- to fly. If you have a place where you can fly Finally, I get to hang out with other ofable to current and future generations and the landowner, be it public or private, ficers of the Untied States Hang Gliding of pilots. I have been averaging approxi- doesn’t care that you are there, you are and Paragliding Association a couple of mately 100 hours per year and have been among the lucky few. Most places we fly times a year at the USHPA BOD meetan H4-rated pilot for the past year. I also have restrictions and landowner concerns ings. These meetings are busy, sometimes recently earned my P1 rating. I became about liability. intense, and often times fatiguing. Yet, an HG Basic Instructor in 2009 and acOur national organization addresses they are always rewarding and satisfying, cepted a USHPA Mentor nomination in these issues. In order to be effective, we because at the end of the day all who par2010. I am an active member of the Wings need to increase our membership and ticipate know we helped keep our avocaof Rogallo, Fellow Feathers, and attend encourage active volunteers. Many proce- tion and the organization alive, well, and Western Region events and competitions. dural steps need to be taken to satisfy our supported. Both HG’ers and PG’ers are concerned liability insurance policy requirements. I don’t fly as often as I did a few years ago, about the downward trend in the number Our regional directors are the workers but I still get between 50 and 100 hours in the air a year. I find that giving back of pilots and what this means for keeping who get these things done. Hang Gliding & Paragliding | www.USHPA .aero

where I can, through site preservation, multi-engine instrument-rated airplane any questions or problems that I can help service, organizational development and pilot, commercial-rated sailplane pilot, with, feel free to contact me by email at promoting the sport, is almost as reward- sailplane tug pilot, and a safety counselor mikesgnflyn@verizon.net, or by phone at ing. If I am selected to continue to serve, for the Detroit FAA FSDO area. 978-380-0440. Thank you! I will do so enthusiastically and without As an active pilot, instructor, and FAA regret. safety counselor, I believe that I can provide good representation for all of the hang glider pilots in our region to the USHPA, help our organization deal with many of the challenges that face our sport, and help provide a good interface for us with the FAA and other aviation organizations. .

REGION 7 | TRACY TILLMAN  I have served three terms as Region 7 Director and would be happy to serve for another term if elected to do so by the USHPA membership in Region 7. I am also the director for Region 13 (International), which is an appointed position. Over the last six years, I have participated on, and completed, projects for the Safety and Training, Tandem, Towing, and National Coordinating Committees. Since towing is the predominant method for launching hang gliders and paragliders in Region 7, I have been primarily involved with towing-related USHPA committee work, including the renewal of our aerotowing and tandem exemptions with the FAA, standardization of towing training curriculum, adoption of the new FAA Sport Pilot regulations for aerotowing and instruction, and revision of several written exams. My first hang gliding flight was in a Sun Standard in 1976. I started Cloud 9 Sport Aviation in Minnesota in the late ‘70s, teaching flying in an Icarus II, Easy Risers, and other ultralights from that era. I am still very involved in hang gliding and am a very active hang glider pilot, aerotow pilot, aerotow tandem instructor, and scooter tow instructor. For the past 14 years I have operated Cloud 9 Sport Aviation and the Dragon Fly Soaring Club (DFSC) with the help of my wife, Lisa Colletti, at Cloud 9 Field West (46MI) in Michigan. At our other airfield, Cloud 9 Field East (MI26), we operate North American Soaring, which is a company that specializes in unpowered and electric-powered ultralight sailplanes. Related to that—I am also a very active commercial and 12

Hang Gliding & Paragliding | www.USHPA .aero

REGION 9 | FELIPE AMUNATEGUI  Fellow region 9 members: It is time once again to ask for your vote on my behalf as your Regional Director. I have served on the board for longer than I can remember, but I have never missed a meeting. I have served as Treasurer and Vice President of the organization, and I currently serve as REGION 8 | MIKE HOLMES  Greetings, Chair of the Towing Committee. Region 8 pilots! My name is Mike Holmes While I am a Hang Glider pilot of and I’m running for Regional Director. over three decades, I am committed to Jeff Nicolay has decided to retire from looking after the interest of all my flying the position, and he nominated me. I ask constituents, regardless of discipline or that you take a minute to fill in the ballot launch method. and vote for me. Even though I’m the only Even though my roots are firmly plantcandidate on the ballot, it’s still important ed in foot launching, I have the good forto send in your vote. If you think of some- tune of participating in the operation of a one else who you believe would do a better towing co-op located in Northeast Ohio. My primary concern is keeping it safe and job, write in his/her name. Here’s a little info about me. I’ve been fun, so more people will want to do what flying hang gliders for ten years and am we do. rated H4. I’ve served as the president of If you vote for me, I will keep doing what the Vermont Hang Gliding Association I have been doing. Safe landings. for the past three years, and I’ve been very involved in flying site preservation projects. In my day job I work as an electrician and crew foreman, so I’ve learned how to work with a team to get hard work done on time. I’m a hang glider pilot, but I feel very strongly that it’s important for all sides of our flying community to work together in harmony. We’re stronger when we all focus REGION 10 | STEVE KROOP  I have been our efforts on our common goals of pre- on the USHPA Board of Directors since serving our flying sites and strengthening 2003 and have served on various USHPA our sport and membership. I’ll continue committees since 1995. I have chaired the that work as your regional representative Towing committee, and I am a member on the USHPA board. of the Safety & Training, Tandem and Thanks in advance for your vote of Competition committees, all of which adconfidence as I take on this new job. I’ll dress issues that are important to Region do my best to represent the pilots of our 10 and the overall health of hang gliding region at the national level. If you have and paragliding in the U.S.

Because of my association with Flytec USA, I regularly speak to and email many Region 10 members, as well as members from all over the US. Those members who have come in contact with me know that I am readily accessible by phone and email. I have a long history of working closely with and assisting the USHPA office staff and Executive Director in administering USHPA programs. I have not missed a single BOD meeting since I attended my first BOD meeting in 1995. In short, I am dedicated to the USHPA and the survival and long-term health of hang gliding and paragliding in the U.S. and would like to continue to represent Region 10.

REGION 12 | PAUL VOIGHT  Hello region

12, my name is Paul Voight. For those of you who don’t know me, I’m your current Regional Director. In case someone runs against me.... I’ll campaign for why you should vote for me. First, I’d go to the board meetings regardless of being a director.... just to make sure nothing wacky gets voted in. On occasion, transient “personal agenda” types show up at meetings, and I live to make sure we don’t make rash decisions based on their rantings. There are a number of directors from all over the country who, like myself, have been at it awhile... and we, therefore, have some continuity from meeting to meeting. We also have some exciting new blood on the board. I enjoy working with these folks and would like to continue. My “stats” are: Master H.G. pilot and advanced P.G. pilot, Certified instructor in both. Instructor program administrator for both. Chairman of the USHGA Tandem committee for about 12 years. I also chair the financial re-distribution committee, which can be a very taxing endeavor. I have owned and operated “Fly High,

Inc.”—a hang-gliding school and retail shop—since 1984 and look forward to retiring filthy rich from this pursuit.... eventually. My main objective in going to board meetings is to minimize the making of new rules and regulations. I was never a big fan of said evils. Along with Steve Kroop (Region 10) and Filipe Amanotageek (Reg. 9), we do our best to make sure the board doesn’t fix things that aren’t broken. And that’s about all I can think of for now. In conclusion, my standing election offer is, (as always)….. If you vote for me, I’ll buy you a beer. USHPA Annual Membership Meeting will be held

Saturday, October 23rd at 8:30 am in Bend, Oregon Phoenix Inn & Suites 300 NW Franklin Ave. Bend, OR 97701 Group Code:USHPA 888-291-4764 / 541-317-9292

Hang Gliding & Paragliding | www.USHPA .aero

Analysis | Preparedness | Incidents

SafetyBULLETIN

by staff writer Douglas Mullin

LANDING CHOICES  Almost every launch the ground hard. that’s worth the name comes equipped The pilot has no recollection of the with its own, easy to reach, straightfor- accident, so the report was submitted by ward LZ. So, just land there—what’s the witnesses and local pilots. It appears that problem? the winds at the LZ were changing direcThe first problem starts as soon as you tion. Instead of trying to land towards the fly XC. Arguably, the principle skill in XC center of the LZ (isolated from turbulence flying is to “select and keep a safe LZ com- and thermal triggers), the pilot seemed fortably within glide at all times.” intent on using the very edge of the LZ. The second problem is related to the It’s hard to know the pilot’s mindset. Did first; not all XC flights are planned. The he want to minimize the hike out? Was wind picks up, and the LZ that was within he assuming the wind direction wouldn’t easy reach is no longer available to you. Or change? In any event, he was flying right another pilot has had an accident and a he- beside some trees and terrain, which left licopter is coming in. Or the power lines him exposed to wind direction changes or you need to cross are looming up in front thermal induced turbulence. of you. In any case, you have to find your own LZ. The third problem is that not all LZs are created equal. My local site (in France) has a great, huge, friendly looking LZ—but three valleys meet there. Converging valley winds mean the LZ is best avoided on a summer afternoon. Some of the best flying sites around have LZs like this; they look easy but demand the greatest respect. Often, it’s better to land elsewhere. Lastly, the very properties that make a paraglider easy to land can play against you. The slow speed of a paraglider helps A contributing factor may have been when estimating glide angle, but it makes that the pilot was flying an unfamiliar, you more exposed to sudden sink or a higher rated wing. This could have conheadwind. tributed to an over-correction of the initial So this article is about a set of land- collapse. ing choices that pilots made this year. The pilot was very badly injured and Thankfully, all the pilots survived and are had an extended hospital stay; he’s making well on the road to recovery. But let’s pay a slow (but hopefully full) recovery. tribute to them as best we can, by learning Landing 2 – April 25 2010 what we can from their accidents. The accident occurred at a ski resort in Landing 1 – April 17 2010 Washington State. The pilot had been At his local mountain site, the accident snowboarding all day and went for a flight pilot launched into active spring condi- towards the end of the day. Before riding tions. The site has a huge LZ, but it is situ- the chairlift up, the pilot inspected a car ated at the confluence of several valleys; park and decided there were a couple of the wind frequently changes direction and “sufficiently car-free spots.” is interrupted by thermals. Treat the LZ While the wind was light, it seems to with respect and avoid landing there mid- have been variable; this is often the case at afternoon in spring and summer is the the end of the day. On his approach, the standard advice given. pilot encountered lift and found himself a As the pilot came in to land, witnesses little too high. He tried to change his apreported a right-side deflation at around proach, but he impacted a parked truck. 50 ft AGL. The wing spun to the left (inThe truck was dented, and the pilot had dicating over-correction), and the pilot hit a sore back for a week but recovered with-

“Did he want to minimize the hike out? Was he assuming the wind direction wouldn't change?”

out treatment. The accident pilot identified over-confidence as a likely factor in his accident.

Landing 3 – May 8 2010 An experienced pilot went for a second flight of the day at a well-known mountain site. The pilot intended to land in an alternative, but very popular, LZ that involves an approximately one-mile glide into (typically) a valley wind. Valley winds tend to get stronger nearer the ground, so generally progress and glide deteriorate alarmingly as you near the LZ. The pilot felt he could clear some power lines just before the LZ, but instead hit a gust or some sink. He jumped free as his wing got entangled in the lines. His wing burnt, and two-out-of-three power lines broke in the arcing process. The pilot feels he was “locked into” making his LZ; he flew over plenty of perfectly landable fields before hitting the power lines. Fortunately, he was completely uninjured.

Landing 4 – June 17 2010 An experienced pilot was flying with the lead gaggle at a competition. As he raced towards goal, he had to stop to build altitude at the last ridge. Rather than move to the front of the ridge (with better LZs and probably a better chance of finding lift), the pilot stayed near the direct route to goal. After failing to find lift, the pilot tried to head to the front of the ridge, but didn’t feel he had enough altitude. The pilot headed back, intending to land in a small clearing. About 10 feet from the ground, the pilot stalled his wing, while trying to maneuver it into a tight space. Turbulence from the trees around the clearing may have contributed to the stall. The pilot was badly injured but had prompt and expert assistance (and has the highest of praise for his rescuers). He feels that his accident can be largely attributed to being too much in “race mode” and not enough in “safe XC” mode; he is certain that in a normal XC, he would have moved to the front of the ridge.

Landing 5 – July 13 2010 A very experienced pilot was flying in a competition at a site renowned for strong conditions. He had reached goal and was

still in the air with a group of other pilots. A little late, he realized the wind had strengthened and he had a tricky glide to reach his intended airport LZ. He passed over a small but tempting LZ and just made the downwind edge of the airport. He got off his speed bar and was descending vertically to land; the wind was approximately 25 mph. About 60 ft AGL, he hit some very rough air. Neighboring pilots experienced the turbulence as well and were glad to escape it; it may well have been a nascent dust devil. Half his wing deflated, but he was still going up before his wing dove below him. He entered an extreme spiral and impacted just downwind of the airport in a shallow canyon. Fortunately for the pilot, expert help was immediately available. He was very badly injured but, after a prolonged hospital stay, is happily well on the road to recovery. As the accident pilot pointed out: If a large deflation causes your glider to turn, strong winds can leave you heading downwind at high speed. When you are on the edge of the LZ before the collapse, you can end up in some nasty territory— which, unfortunately, is what happened to the accident pilot. Like many accidents, it is hard to sort out all of the contributing factors. How much did the wind affect the (probably thermally induced) turbulence? would a lower rated wing have handled the turbulence better?

Conclusions Three of these six accidents involved horrible injuries which could have been much worse. We owe it to those pilots to learn from their experience. Conditions can change; give yourself as much room as possible (landings 1, 2 and 3). Choose an obstacle-free LZ (landing 2). If all you are doing is hoping you will make the LZ on glide, look for alternatives (landing 3). Don’t try to scrape over obstacles to get to your LZ (landing 3). Be conservative in choosing your LZs, even in the heat of a competition (landings 2, 4). If you have to use a small LZ or are toplanding or spot-landing, beware of using too much brake (landings 4 and 6). When the wind is strong, turbulence is much worse. A deflation is more likely and, if it turns you, can send you hurtling downwind (landing 5). When the wind is strong, getting to the center of a small LZ is much better than getting to the downwind edge of a huge

LZ (landing 5). There is a last conclusion that applies especially to pilots who fly in strong, thermic conditions and are landing in a spring or summer afternoon. Terrain clearance is very important in such conditions, but, by definition, when you are landing, you are near the ground. Once you are below 100 ft, you are very exposed, should you hit strong turbulence. There are things you can do to minimize the risk (e.g. pick a good location and actively look for some friendly air to land in), but some risk is always there. In both landings 1 and 5, the pilot was in the wrong place at the wrong time. Almost all of this year’s accident reports have come from the West Coast. Maybe that’s the only place people fly. Or maybe it’s the only place people have accidents. In any event, sharing information reduces the risks for us all. If you have had an accident (you hurt yourself) or an incident (you could have hurt yourself but were lucky), please complete an accident / incident report at http://www.ushpa.aero/emailacc.asp. It could save your fellow pilots’ life!

Landing 6 – July 26 2010 The pilot appeared to spin or stall his wing around 10 feet from the ground, while trying to spot-land at a coastal site in easy conditions. The pilot spent the night in the hospital but made a full recovery. There have been many accidents in spot-landings like this; the pilot is determined to make the spot and uses too much brake in the process. Another variation is over-controlling the glider when trying to top-land. And yet another is a late, sudden change to an approach (“honey, fly over me so I can get a photo”). It’s easy to relax when you are only 10 feet from the ground. You’re safe now, what can go wrong? But the mechanics of a stall or a spin mean you’re likely to land on your back, and plenty of pilots have been badly injured in these cases.

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A Closer Look

SpaceshipTWO

WILLS WING TAPPED FOR TEST  Wills Well-known hang glider and paraWing recently contracted with Scaled glider pilot and author, Mark “Forger” Composites to design and manufacture Stucky, was the Scaled Composites test a tow-release-system and to conduct pilot charged with the planning and exthe tow-taxi testing of Virgin Galactic’s ecution of the tow tests. Forger proposed SpaceShipTwo—the first commercial pas- involving Wills Wing in the process, besenger-carrying spacecraft. High speed cause he felt they had the expertise to take taxi testing is a normal part of any aircraft his conceptual design to a successful engidevelopment and testing program prior neering solution. “At top surface it looks to a first flight. Since the spaceship will like all that was required was to ‘superbe carried aloft by the WhiteKnightTwo size’ a 4-ring hang gliding tow release, mothership and will land as an unpow- but it was much more involved than that,” ered glider, the taxi tests needed to be said Forger. “I knew Wills Wing had exdone by towing the spacecraft to the test perience, not just with towing unconventional aircraft but also with high-speed speeds and then releasing it.

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vehicle testing. I also felt they understood the Scaled design and testing philosophy and would be able to work with my unique design constraints and meet our aggressive deadline.” Steve Pearson and Mike Meier collaborated on the design and fabrication of the system, which included redundant releases that would be operated by a tow observer in the tow vehicle. Forger felt it was important to have the tow observer operate the release, because it would simplify the design, mitigate the risk of snapback damage to the spaceship, and leave the SS2 pilots free to concentrate on their test points during each run. This meant the primary release at the spaceship had a 100-foot actuation cable, so minimizing system stretch and friction would be incumbent to a successful design. Forger provided the tow rope, a 100-ft length of ¾” diameter Vectran, a remnant of the 1000-ft rope used years ago to aerotow him in an F-106 fighter for a NASA project. The rope attached to the SS2 release, which was then attached to the spaceship nose via the weak link—a loop of 6mm-diameter perlon cord. A soft orange “traffic cone” housed the metal-

lic portions of the release to protect the spaceship structure and nose-strut from any snapback after release. For the first five runs, Forger served as the release operator, strapped into the back of the tow truck in his paragliding harness, with Mike Meier coordinating the entire process. Forger then climbed into the SS2 pilot seat for the last run, which went to the maximum speed the F-350 truck was capable of. The spaceship is configured with wheels on the main landing gear and a skid on the nose. The skid is designed to provide most of the deceleration, and the smoke in the photo is from the wood skid pad doing its job. Per Scaled Composites news release (http://scaled.com/projects/spaceshiptwo ground tests): “...was a great milestone for the team. We performed five tests from 25 to 60 mph with two different pilots. All objectives were achieved. They were: condition the brakes and evaluate the landing gear/brake steering/skid shoe performance and general ground handling. The vehicle performed as expected, and we’re excited to move into the manned phase of the test program.”

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Trying out the

Flymaster B1 Nav by Tim O'Neill

Google Group, and I have seen requests general, the package is well-designed and from pilots go from idea to implemented robust. Noticeably missing from the ’ve been fortunate enough to have the firmware update in 48 hours. The value of packaging is a User Manual. For that, one opportunity to try out the Flymaster integrated flight instruments is their abil- needs to go online. This is a reasonable B1 Nav integrated variometer. The ity to reduce the pilot’s workload—to “get solution since documenting firmware upunit was delivered to me while I was flying things out of the way”—and allow him to grades can be done more efficiently with in the Chelan PWC event, and I flew it think about the task and the course. All an online revision to the manual. More without much prior knowledge of the ca- of the available units do this. My goal was about that later. pabilities and user interface (UI) of the to find out if THIS instrument does what is expected and also to learn what it does Getting Started unit. I usually carry an aging Flytec 5020 well. Out of the box the unit had firmware ver. and a Garmin 76S on my cockpit and am 1.16 so I went online and found that the very comfortable and familiar with the General Impressions latest version was 1.20. Downloading the combination. Adding the B1 Nav to the The B1 NAV comes boxed with a very Flash program and installing the revised mix would be interesting . . . especially nice storage case to protect the unit when firmware was simple and easy. I used adding it to my scan while competing in knocking around in your kit-bag. The GPSDump to load the Chelan waypoint a XC comp. I really didn’t know what to case is a hard case with zipper that protects file and, 15 minutes after plugging in the expect from this new instrument and had the screen from damage. A USB cable is USB cable, it was ready to aviate. Setting limited expectations since its price is quite supplied for unit charging and data trans- up the User Defined Fields (UDFs) was a bit less than other, comparable instru- fer, as well as a wall charger for fast charg- simple also. The list of options available ments on the market. ing the unit. The B1 has a nice”’feel”with for UDFs is extensive and expanding reguOne thing I had noticed was the enthu- a plastic case that is sturdier and more larly to meet the requests of pilots. There siasm displayed by those pilots using the streamlined than the Flytec 5020. The are two groups of six UDFs programmable B1 Nav, especially regarding customer ser- screen size is twice the size of the 5020, by the pilot, so having 12 UDFs available vice and the firmware improvements made with a resolution of 320X240, and is provides a large amount of visible informain response to user feedback. Cristiano similar in size to a 6030—a nice big dis- tion. Pereira, founder and software developer for play. The four UI buttons are easy to use The Guts The B1 Nav uses a 50-chanFlymaster, is very active on the Flymaster with gloves and their use is intuitive. In nel GPS engine system. The battery is a

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built-in Lithium-ion battery, charged by a USB cable. A wall charger is included and will fast-charge the battery. A connection to any USB port will slow-charge the unit. Battery life is reported to last over 20 hours. I prefer to have the ability to swap out batteries (like my 5020) but the versatility of the charging options and battery life make my bias moot.

“I grew to appreciate the information provided by the various growls and noises emitted from the unit.”

Use of the instrument integrated GPS units have failed to pro- but that you have entered an area of buoyThis unit has the standard variometer vide, while gleaning the best features of ant air that needs exploration. One thing features, which include a definable ca- the existing units. As an example, when that I experienced (and it seems universal) dence and frequency. I chose UDFs that programming the 5th task of the PWC was an initial feeling that the unit is way too suited the type of flying I was doing: XC in Chelan, the Flytec and Garmin units noisy. Soon though, after adjusting some competition Race-to-Goal. Every popu- were unable to program the task as as- of the audio parameters, and a desensitizalar UDF option is available and more signed. We all “worked around” the task tion period, I grew to appreciate the inforare being added with each firmware parameters to make the task definable on mation provided by the various growls and update. The screen shown at right is the our various units. The Flymaster, on the noises emitted from the unit. The Buzzer small vario version of the display, with six other hand, was able to allow definition of is a nice addition when scratching in weak UDFs visible. The display shown in the the entry/exit cylinders as assigned, while conditions and I found it very helpful. The Thermal Core Indicator Initially I top graphic is the large vario version with the top pilots in the world with the fanciest four UDFs. To switch from one group of GPS units were having fits to define the doubted the value of this feature. The B1 UDFs to the other involves the push of one task. Chris has been flying in competi- Nav looks at the rate-of-climb in 50-meter tions for many years and has developed a altitude slices and plots the location of the button. best lift. This feature is very helpful in reIt’s obvious that a lot of thought suite of very interesting features. For example: The Buzzer is an audible centering and staying with lift when climbhas gone into the programming of this unit. It has very useful features that other indication that you are not climbing yet, ing in winds and/or inversions. I actually

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Overall Impressions The Flymaster B1 when tasks are built with large cylinders. A Nav is a versatile, powerful, and robust inrecent post by Adrian Thomas noted: “Long floaty glides in the smoke til strument. The firmware is being revised about 10k from the turnpoint (set to keep often to meet the expectations and reus from going over the back of the hills), quests of the users. The presentation prothen long sinky glides to the turnpoint. vides plenty of information and has a user The flymaster pilots are good to know interface that is intuitive and easily naviwhen trying to find the tangent point on a gated. Most importantly, the guy who has 5k cylinder, I imagine all the other instru- driven this project and builds the B1 Nav’s ment makers will be upgrading software to back-end brains, is involved. Cristiano optimize routes round big cylinders now.” participates in dialogs with the pilots who I do not think the optimization in- are using his product and revising it to meet cludes wind factors in its calculation, so our needs. This is one of the most exciting there is still some room for the pilot to in- aspects of being a B1 Nav user. When a crease the optimization, but this feature is problem is encountered or an idea for a new feature is voiced, we have the ability a big help. Versatile Start and Finish Line to participate in the process. This is how a Programming The B1 Nav allows for the software driven instrument should evolve. I asked a local US dealer about service programming of tasks in all types of comgrew very fond of this feature. A word of petitions. In the aforementioned example for hardware problems, and he indicated caution, though. Less experienced pilots at a recent PWC event, we had to do a that most hardware service will be handled may become a bit too fixed on this “dot” normal “exit” start around a fix, then fly to locally, allowing a quick turnaround. The pricing of this instrument has aland not realize that it only plots the best a 50Km radius exit cylinder and back. The lift that you have flown through. It is still B1 Nav allowed the programming of both lowed many more pilots to consider an necessary to explore the area so as not to cylinders without problem. The program- instrument of this caliber. With a retail ming of a Finish Line, often used at PWC price below $700US, the B1 Nav is half miss the real core of the thermal. Route Optimization The B1 Nav will events, is also possible. A finish line is per- the price of comparable units. I got my unit through Santa Cruz plot a “least distance” course between turn- pendicular to the last courseline and a set Paragliding. point cylinders. This is of extreme value width (see graphic above).

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The

Third Eye by Denny Pystol

t was, as I recall, my 13th flight off the mountain. After a fairly respectable landing, I was walking off the LZ, not only gleaming with my accomplishment but with a slight air of smug satisfaction, hoping perhaps others may have been witness to my nascent display of airmanship in this newly acquired sport. When I was not quite to the breakdown area, Erik Graper, Lookout Mountain’s affable chief tandem instructor, came wheeling up in a golf cart. Ready to accept what could only be his congratulations and praise, I beamed appropriately as he neared—only to hear words I hadn’t expected. “Denny, I know we’ve told you the im-

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portance of keeping your speed up on approach, and I saw that you were getting way too slow as you turned final.” My gleam quietly dimmed. He went on to reiterate the importance of maintaining speed in the pattern, a procedure I knew only too well and thought I had done, but, quite obviously, had not. As he discussed my approach, Erik was always positive, never condescending, and stressed the efficacy of maintaining positive control with adequate airspeed throughout the landing profile. “It’s all we have, don’t forget that,” he concluded, as he drove off into the LZ. I had just been debriefed, or more correctly, critiqued. The very word critique connotes criticism. Let me tell you what you didn’t do right... more specifically, what you did

wrong. Whoa, hold on! This is a discretionary activity. We’re doing this because we choose to. We’re doing it for fun. Is there a possible upside to all this heavy talk, all this critique? Well actually there is. It’s called safety. Critique or perhaps the more politically correct term, performance feedback, is a vital part of learning just about everything. Unless your name is Mozart and you can create masterpiece compositions without a single error, you can probably join the rest of us and benefit from the process borne of someone else’s observation, from a “third eye,” watching what you do, how you do it, and seeing things you don’t necessarily realize you’re doing. One morning while I was making practice runs on our training hill, Bjorn

Nelson, a close friend and flying bud happened to be standing in the LZ. My landing was good—or so I thought—but Bjorn observed that my hands needed to be about 6” higher on the down tubes, thereby giving me better leverage in the flare. The next flight, and every one thereafter, was better for that unsolicited but well-timed and excellent advice. The lessons garnered in this process can be very subtle but ever so important. I’ve spent my entire adult life in commercial aviation and can say, unequivocally, that I’ve never flown a perfect flight. There were always corrections to make, infinitesimally small sometimes, but ways that any given trip or mission were improved by thoughtful input from fellow crew members. I view those exchanges as absolutely vital to maintaining the broadest possible margin of safety, and exchanges of processed information apply identically to our world of un-powered flight as well. But, if this is such a good thing, why don’t we do it more often? Well, giving critique—criticism, unasked for advice— to a fellow pilot is not easy. It’s actually difficult. First, there are a host of barriers to overcome: age, experience, physical size— yes, size does matter—as does attitude and personality. It’s hard for a younger person to advise someone older, someone [left] Denny on downwind for a landing at Lookout Mountain Flight Park. [below] Denny getting a wire assist on launch from Erik, Trevor and Clair.

with less experience to address the highly experienced. Some exude an attitude of high indifference, and some people are just plain hard to approach. From the other side, being able to choose the right words to express what you’re trying to convey can be an overwhelming challenge. The observer can be intimidated by any number of factors, thereby diminishing the gravity of the message. On the flip side of all this, the observer can also be over zealous. A case in point: Launching under windy conditions, a pilot did not have adequate control of his glider and scraped a wing on the ramp, followed by a severe pitch-up. It was, in full measure, the very definition of a blown launch. Fortunately, he recovered well enough to clear the ridge without further incident. One member of the wire crew was so upset that he jumped in his car and, with grim determination, motored down to the LZ to meet and berate the pilot for his botched launch and near accident. The observer was extremely upset and gave vent to his emotions. Although the observer’s feelings were understandable in human terms, how effective is this method of feedback? What would have been your reaction to such an excoriation? Is there a better way? Most of us are not polished speakers, teachers, or instructors, nor are we necessarily dialed into the emotional needs or mind-set of others we encounter. So, should we even bother to become involved and, if so, what tools do we have?

[left, top to bottom] Colin Hodsdon double checking and assisting before launching on aero tow. Denny foot launching at Valle de Bravo. After landing in Lookout, walking back to the breakdown area. [opposite] Dinner together with our cadre of flying buds. Clockwise; Colin Hodsdon, Roger Tubbs, Zack Castille, Denny Pistoll, Nydia Pistoll, Dan Davis, Melissa Ekman

I’ve been very fortunate in that among the wonderful community of pilots with whom I am privileged to fly, there also thrives a small core of us who more-orless began hang gliding at the same time and often fly together. We constantly watch each other closely and have no inhibitions about busting, joking, and bestowing the “Mr. Green Jeans” award on less-than-stellar landings. However, when it comes to safety, we are as humorless as a hatchet blade and equally as serious. None among us has pretensions of being an expert; we’re just trying to help each other and the feedback and discussions generated are mutually beneficial to our growth. So what do you do if you’re not directly linked to a cadre of flying buddies or you’re off at a new site and don’t know anyone at all? To begin with, you can ask. After an assisted windy cliff launch which I felt went well, I sought out one of the wire crew after my flight for his input. “You weren’t aggressive enough,” Jono Fisher said. Taken somewhat aback, I protested, “Hey, I was on the ramp edge and only took one step.” “Well, then that step should be as aggressive as you can make it.” This wasn’t said to make me feel bad or to emphasize his own importance. Quite the contrary, Jono was providing unvarnished guidance and sage words to live by… and I have remembered them ever since. Because everything went fine on that particular launch, it is doubtful that Jono would have sought me out to give that slim sliver of feedback. Sometimes we have to make the extra effort ourselves and seek it out. The other, and really the most important, piece of this puzzle, is our own level of openness and receptivity. We all have pride, and we all have egos which, when combined with the experience of years in the sport and hours aloft can delude us into believing we are above the critical observations of others. Only when we are 24

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broad-shouldered enough to subordinate those egos and recognize that pride can be a double-edged sword, are we poised to benefit from the value of critique sincerely tendered. Unlike the observing pilot who was upset and manifested his feedback in an emotional tirade, we have to realize that in all levels of feedback—instructors to students or pilot to pilot—the individual must leave with his or her dignity intact. If you destroy a person’s dignity, you can take it to the bank that your message failed as well. Good instructors know this intuitively. Another very important element in this process is that, as an observer, you must not be governed by your own com- when you see a flight well flown—wheth- the proper words to convey your mesfort level; that is to say, do not be driven er that be an excellent launch, approach sage. Ultimately, the sincerity of your away because you find the process uncom- or landing. Commenting to a fellow pilot effort will trump all aforementioned fortable. Spouses notwithstanding, telling what he did well is positive reinforcement barriers. In doing so, you will have cona fellow human being what he or she did for safe flying practices. A sincere compli- tributed a layer of safety that will make a wrong or could possibly do better is never ment is the highest motivational tool in material difference to our sport generally easy nor is it comfortable. Expect that. our interpersonal arsenal; don’t let such a and to your fellow pilots specifically. In turn, by being openly receptive to what Feedback and critique are not, and precious asset go unused. should not be, the exclusive preserve of Providing feedback with construc- can only be seen through a “third eye,” the negative. Equally edifying is making tive intent, in a timely fashion and keep- you, too, will enhance your own flying for the effort and taking the time to comment ing one’s emotions at bay, you will find years to come.

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Himalayan

Odyssey by KatrinaMOHR

By all counts, the first team bivouac paragliding expedition in the remote Himalayan region is an inspiring achievement, but behind the numbers is the realization that in this age of accessibility and information, when it seems that so much has been explored and adventurers have seen and done everything, there are still many wild places and desolate mountaintops and wide-open patches of sky.

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[previous left] Searching for anywhere less windy to launch. Day 43 near Udayapur, Nepal. [previous right] Near Trisuli (at 21,000 feet) in the Nanda Devi Sanctuary. [above] Last landing before waiting out a several day storm just 8 miles west of Dhorpatan, Nepal. Day 21.

he Himalayan Odyssey 2010 paragliding expedition took off on March 9 from Bir-Billing, India, with seven pilots composing the first team attempting to fly 1350 kilometers, unsupported, over the Himalayan range from northwest India through western Nepal, crossing back into India. The team consisted of American Brad Sander, who holds the paragliding altitude (7752 meters in Pakistan) and distance (249 kilometers in Asia) records, French Antoine Laurens, who founded Airzone Parapente and has been flying in the Himalayas since 2000, Austrian Mike Laengle, who has been flying in the Himalayas since 2001, American Eric Reed, who has competed in cross country racing for the US Paragliding Team since 2001 and was US champion in 2003, Spaniard Oriol Fernandez, who has been a paragliding pilot since he was 18 years old, Indian Dilip Kotecha, a record holder who has represented India in International PWC competitions since 2004, and Indian Sanjay Pendurkar, an international paragliding competitor who is the head of

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the Indus Paragliding School in India. Briton Lynn Jones co-ordinated logistics on the ground and, along with Indian Manoj Roy, updated the team’s website, making it easier for people to follow the expedition’s progress. Paragliding in the Himalayas is not uncommon. Pilots have gone from north India to the Nepal border, and this group’s three core members, Sander, Laurens, and Laengle, share 25 seasons between them flying in the region, but no team has attempted to fly across Nepal. Possibly due to Nepal’s remoteness, only two pilots have ever traversed large sections of it. In 2006, Luc Armant flew from Dharamsala, India, to Kathmandu, Nepal, and the late Philippe Nodet flew from the Nepal border to Jumla, Nepal. The route the team planned to follow from North India to Nepal’s border was first pioneered by Bob Drury and John Silvester in 1999, and that trip has only been repeated in a similar bivouac style three times since. Given the lack of knowledge of the route, the members really didn’t know what to expect going into

their expedition: “I set out to have an amazing adventure with some good friends,” Sander said. “I had no idea what was possible. Basically, we set a goal that I thought was impossible. That we got as far as we did exceeded my expectations.” The Himalayan Odyssey team’s success in the relatively uncharted flying territory may have been possible because of one huge advantage it had over the few previous flights: technology. The team set out with gizmos never dreamed of in 1999 or even in 2006—iPhones with solar chargers that allowed the team to blog about their progress, SPOT GPS trackers that uploaded the pilots’s positions via satellite every ten minutes and fed the data into an online Google Maps page, which, besides the safety element, allowed anyone with Internet access to follow the team’s progress and post comments and encouragement, satellite phones, and two-way radios, along with the standard paragliding variometers and personal GPS devices for route finding. “It was really useful to have tracks of our take-offs and landings accessible by phone,” Reed said. “If we couldn’t locate someone, we would call Manoj [Roy] and say, ‘Look online and tell me where Oriol landed. We can’t find him.’ I also took advantage of the technology by calling random friends in the United States and asking them to give us weather forecasts.” The team was flying state-of-the art gliders by UP and reversible Sup Air harnesses. Sander, Laengle and Laurens were flying Trango X-Lights wings and Altirando XP harnesses, and Reed was flying the new Trango XC wing and Altirando Hybrid harness. “It was my first time flying such a high performance wing,” Sander said, “and although that may have led to the situation when I had to throw my reserve,

48 46

days.

miles farthest flight.

“The Himalayan Odyssey team’s success in the relatively uncharted flying territory may have been possible because of one huge advantage it had over the few previous flights: technology.” overall it handled incredibly turbulent air smoothly and inspired confidence. The wing just absorbed the bumps, giving plenty of feedback and no surprises. It’s super solid on speed bar and the great speed range increased safety when flying in strong valley winds, which were common.” The first leg of the expedition, from Bir-Billing, India, to each pilot’s scattered landing place about 30 kilometers from the Nepal border, lasted 13 days. According to Sander, the team encountered its coldest temperatures, best visibility, and more remote high altitude campsites during this time than during the rest of the trip. He said that flying conditions and route finding in northern India were fairly straightforward. When pilots got separated from the team, everyone eventually could be accounted for; they generally rejoined the majority in the air the next day and compared notes about what they experienced when they landed. As the group rejoined and split up over the first two weeks, they went through some rough weather, but, for the most part, they were able to cover some distance and top land. They spent most of their nights camping in remote areas—sometimes staying with

days of flying.

miles shortest flight.

15600 680

hours longest flight.

ft highest.

miles traversed.

(Dharamsala, India, to Bhojpur, Nepal, by flying and walking, only 48 miles short of their goal of Sikkim, India.)

pilots in the beginning.

pilots in the end.

lbs of body weight lost.

reserve toss.

machupucharee kisses.

(A gluttonous dessert consumed at The Olive Café, in Pokhara, Nepal, while waiting for the weather to improve.)

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[right] Brad Sander launch crew. Day 18. [below] Brad Sander. Day 7.

shepherds or in small villages. On Day 6, Kotecha suffered a back injury severe enough to prevent him from continuing with the expedition. The team was down to six pilots and soon would be down to five. After a rough top landing on Day 8, Pendurkar slipped and injured his wrist while packing his glider. It wasn’t a serious injury, but Pendurkar had achieved his personal goal of flying more than 300 kilometers with the team, so he decided to end his journey there. Days 7 through 9, the team encountered rough flying conditions, slowing their formerly good progress. They managed less than 8 kilometers on Day 9, after they had been averaging 50 kilometers a day. On Day 12, all the pilots managed to cover a good distance but landed about 10 kilometers away from each other near their goal in the Uttaranchal Mountains. They were only 30 kilometers away from the Nepal border and easily could have taken off and flown over the border into Nepal. However, recent stories in the news about a traveler’s being arrested in India because he had a satellite phone, as well as Al Qaeda’s allegedly buying paramotors to use for terrorist purposes, convinced the team to land well before the border and cross into Nepal by land. Sander said the news stories were blown out of proportion, but because they were doing their expedition so publicly, they wanted to be conservative about crossing the border and not risk trigger-happy border patrolmen shooting at them if they crossed in the air. By the night of Day 13, the remaining five pilots had reconvened at Champawat, Uttarakhand, India, and started towards the Nepal border on land. For the next five days the team shared their experiences from their previous journey, crossed the Nepal border, and prepared for the 500-kilometer crossing of west Nepal they were about to embark on. “What beautiful terrain we have crossed… so many vultures and eagles joining and leading us up to the clouds…where you feel like [you are] in heaven when you pop out over the inversion and you are on this other dimension where it’s crystal clear over this black inversion line. Half of the time we spent far up from civilization making fire, melting snow for water and food, cooking, sharing, waking up with a layer of ice crystals on the sleeping bag and a stunning view of the mountains, ready for the next adventure and not knowing where we would end up next. “Always when we landed near some shepherd’s house, the people welcomed us heartily. I remember one old lady: she told us she thought the gods were coming down when they saw us landing. One of the shepherd’s sons was living in England… and his father was living all year up in the mountains, sleeping outside in the cold near a little fire, with a gun by his side, protecting his sheep and goats from the tigers and leopard that turn up regularly. Today we stocked up on

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supplies for the next section until we reach Pokhara. We are all curious about the mountains and terrain and conditions.” Excerpts from Laengle’s March 22 (Day 14) blog entry. Day 16 presented a rough start to the west Nepal leg of the trip. Starting 30 kilometers from the Indian border and searching for two days for a suitable launch, the team eventually took off from a launch site in the Mahakali Mountains. Sander said that after he took off, a cycle came through that allowed him to climb 1000 meters without turning. Right after he took off, however, launch conditions became bad enough that the others were not able to get in the air, so Sander decided to look for a place to land and wait. He got into some strong turbulence, had a collapse and riser twists, and had to throw his reserve. Somehow Sander missed a cliff face and landed in a soft bush surrounded by tall trees in a forest. He reported that some locals saw him land and came up to help him get

his wing and reserve untangled from the trees. Sander [previous] The AR XP 1 spent the night apart from the team and quickly got Harness. [below] The Nova stuck in a strong valley wind when he took off in the Orxy. [opposite] Ozone morning, causing him to make a scary landing and Swift launching from the Eiger. camp out by himself for the second night in a row. On Day 18, the third day in west Nepal, Sander was able to escape stronger valley winds and join the team in the air. Everyone except Fernandez landed together, and everyone made good progress, flying more than 90 kilometers and averaging about four hours in the air. Fernandez had a five-hour hike to get to where the others were camped, and Laengle walked down to help him find the trail up and carry some of his gear. “If you break down the trip into any three days, there’s much of that type of stuff happening,” Sander said. “The confusion caused by people splitting up and unpredictable weather made the decisions that had to be made difficult. It was both rewarding and frustrating to be completing the expedition as a group Hang Gliding & Paragliding | www.USHPA .aero

[above] Antoine Laurens and Mike Laengle on a practice day near Bir, India. [opposite] Dozens of happy villagers competed to cover the pilots in red powder seconds after landing near Boni, Day 25.

and not racing as individuals.” few days to get back to his job as a fireman stationed Sander said it was also a wake-up call. No mem- in Barcelona. On Day 20 he got stuck in the Karnali bers of the team had ever flown in west Nepal; hardly River, and the rest of the group made the decision to anyone had even flown in the country. They expect- carry on, going 60 kilometers further. They waited a ed more difficult flying than in northern India, but day for him to catch up but then learned that his malnothing they’d known compared to what they en- functioning radio had been stolen, and he was having countered. Sander also said it was less remote than he difficulties finding a takeoff. It was an unfortunate, had thought it would be. Very few areas the team was but easy, decision for Fernandez to end his trip and flying over were uninhabited. travel by bus to meet the team at their next check“I threw my reserve in a supposedly remote area of point in Pokhara, Nepal. On Day 21, Laengle got trapped in a valley wind west Nepal,” Sander said. “But the locals saw it and ran up to me to help me get down. If you fly over a off of launch, sunk out within the first ten kilometers, wilderness area in the United States or Canada, it is and told the rest of the team to keep going, instead of probably more remote because no one lives there. In landing and waiting for him. He spent the next few Nepal, there seemed to be trails and Jeep roads every- days hiking and traveling on buses to get to Pokhara to meet up with the team. where.” “Some segments of the trip we passengers had to Throughout Days 19 and 20 Fernandez had radio trouble and was straying behind the group. He was push the bus or walk for a kilometer. We crossed worried about making his return flight to Spain in a rivers and sometimes had to walk…finally, I caught a

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[left, top to bottom] Second night in Slate Roof Camp, day 20. Morning, day 10 (from left to right) Oriol Fernandex, Mike Laengle, Antoine Laurens. Oriol Fernandez bivy east of Dharamsala, day 1.

night bus. I couldn’t get any sleep; being on the last seat I was constantly being bumped up half-a-meter all the way. Then in the middle of the night there was made a big noise and I was covered with broken glass. A part of a truck was just near my face… I was lucky.” Excerpts from Laengle’s April 2 blog entry. After Laengle sunk out, the remaining three pilots, Sander, Reed, and Laurens, flew in the most turbulent conditions they’d encountered so far in their flying careers. Sander said they were flying in really strong turbulence close to the ground, with all three of them being blown backwards at times and others keeping their wings open by sheer force of will. “Night 22: Scary flying yesterday. Howling today. Gusts to 80 or 90 km/hour. Low on food. Low on water. Low on energy. Low on information. High on camaraderie—a quiet kind. Unhurried day, smiling shepherd woman taught us tricks. Now, at 3600 meters, thunder, hail piling up outside and a little drifting through the roof of the perfect lean-to we are borrowing for the night. Bellies not full for days, cooking inside we are incredibly careful not to spill a drop.” Excerpts from Reed’s March 31 blog entry. On Day 23, the three pilots walked down to Dhorpatan, a small village south of Dhaulagiri. They had a solid meal and decided to head back up into the mountains to find a launch site the next morning. On Day 26, the three-member team arrived in Pokhara to get some much needed rest and share stories with Laengle and Fernandez who had already made it into town by bus and met up with team coordinator Jones. Overall the team had six flyable days in west Nepal and averaged 49 kilometers per day. “From the very beginning in Nepal, it was just one thing after another,” Reed said. “We were all challenged by what we encountered. It wasn’t every day, but there were many scary, dangerous days.” Sander said that resting in Pokhara was essential for them to continue their journey. All the pilots had lost weight. The team subsisted on ramen noodles, baby food, dried tofu, choco powder of cooked lentils and grains from an ancient family recipe of Kotecha’s mother called simply Dilip’s Mother’s Powder (DMP for short), and generosity from locals. Though the team greatly appreciated the meals of lentil soup, vegetables, rice, chapatis, and even rice wine that the locals cooked for them, this foreign food had given all of the pilots some sort of stomach bug. “The stressful flying conditions in west Nepal had taken a toll on us,” Sander said. “We really needed to have non-group time and to fatten up again. It was a personal time for me because Pokhara is the place I learned to thermal and fly cross-country. That was special—to be in the place where this type of trip had 34

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[right, top to bottom] Eric Reed and Antoine Laurens meet a Sherpa family near Udayapur, Nepal on day 43. Looking for a launch near Dhorpatan, after four days of stormy conditions. Brad Sander after landing on day 4, near Ani, India.

been a far-off dream and to have had it become a reality seven years later, was like coming full circle.” The team stayed a week in Pokhara, at first just to rest, but the strange pre-monsoon weather grounded them for more days than they wanted. On Day 29, the team launched with two guest pilots joining the team, but since neither could catch lift, they landed directly below the takeoff and returned to Pokhara to wait for better conditions. The team flew on for 45 kilometers but thick haze and few thermals convinced them to also go back to Pokhara to wait for conditions to improve. On Day 35 the team was in the air again. They headed east across central Nepal towards Kathmandu, their next destination, flying 56 kilometers in strong winds and thick haze that made route finding very difficult. Over the next few days, the team struggled to do more than 30 kilometers a day and continued to land lower than they wanted. Sander said he was flying in a T-shirt most days, the weather was so warm, but he could hardly see the next ridge, the sky was so hazy. Route finding became an issue, he said, because they were flying in convoluted valleys with very little ground clearance, but almost every night, the team spent the night in a village and ate with the locals. On Day 42, all three pilots flew about 50 kilometers, and conditions seemed to be improving. Day 44 was Laurens last day of the trip. Due to visa reasons, he had to fly out to a road and get to the border of Sikkim, India, to catch a flight back to France. Sander and Reed continued, but Day 46 changed everything. Sander said that after being pinned down on the ground for a few days because of the weather, they both took off on a lee side site and knew that the immediate area would be turbulent, but they hoped to climb out and away into calmer conditions. He said that Reed was right with him when a sudden west wind blew them 10 kilometers apart. “I think Brad [Sander] and I were both asking ourselves: What The F**K?” Reed said. “We were 10 kilometers apart, dealing with completely different wind conditions. I lost a battle to get myself to the windward side of terrain in a 20-30 mph SW wind, then turned tail and ran over the forested valley behind which only provided more strong sink. I tried to climb near the valley's southern ridge, expecting turbulence, but what I found was quite a bit worse, really violent. I remember looking up at the wing, stalled asymmetrically, not in a position I wanted to restart from, and down at steep rocky terrain, that was way too close for anything like this, fast approaching too close for a reserve. I had to go for the restart. It handled beautifully Hang Gliding & Paragliding | www.USHPA .aero

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“The people of the Himalaya are a deeply religious people... when someone lands from the sky in a paraglider, they take that as a good omen and good luck for the village.”

and I was out of the turbulence. I was so happy to be in one piece, and not under reserve, but I still had to deal with landing 10 mph backwards in a narrow forested valley with a few rice patties." Attempting to set up for a landing several hundred meters down valley, Reed quickly changed plans when he encountered a momentary lull and turned into the slope to touch down gently in a small rice patty he'd just passed. In between restarting his wing and landing, Reed got on the radio and said to Sander simply: "Really scary down here." “That was what called it,” Sander said. “When Eric [Reed] called me, that was the first time I heard emo- such as the kilometers flown and days spent on the tion over the radio from him. I knew something had ground. Sander said that at those times there would scared him, and, more than that, if he was injured, I always be an interaction that would wake him up. knew I couldn’t land where he was. I felt really help“In northern India, we landed right before a storm, less. We had been flying in conditions beyond the and we were all sitting around thinking ‘look at what scope of what was safe for paragliders to fly in. It was we did, we’re really hardcore,’” Sander said. “About an time to stop rolling the dice.” hour later, I was watching two 15-year-old girls carry Reed agreed, “I was enjoying every aspect of the about 80 pounds of wood on their backs. I went over trip. If there were mountains to follow and visas to to talk to them and picked up one of their loads, and make it legal, I would’ve kept going. But we kept find- carried it 100 feet or so. It was a huge effort. It hit me ing ourselves facing scary conditions and weather that that this is how these people live their lives, and they didn’t make sense to us. We were getting in over our do it with such grace and humor. It made it really heads.” hard to be self-absorbed.” Sander and Reed walked from their landing places The pilots all wrote about these kinds of genuine, after Reed’s close call and met up in Bhojpur, Nepal, generous, personal interactions with the villagers and decided not to continue flying. After 48 days, the every time they landed. Reed compared it to a typical Himalayan Odyssey was complete. Bhojpur is only month of travel in Asia, and how lucky they were to 90 kilometers away from the border of Sikkim, India, interact so much more with the locals. which was the team’s goal. “The whole time you’re traveling around, followAlong the way and especially once they were done, ing your Lonely Planet guidebook and searching for the team members posted blog entries to explain in one organic experience with the locals that will make their own words what they saw and did. They didn’t your trip worthwhile,” he said. “We were having unreally write about the dramatic scenery or thermaling forgettable experiences like that every time we landed or their longest flight or their ability to paraglide in in a village. It got to be a different thing, having these such extreme conditions. Instead they mainly wrote amazing exchanges be the rhythm of your travels inabout their time together as a group and the expe- stead of continually seeking out that one peak expeririences they shared with the villagers and shepherds ence of the trip.” they met along the way. Sander said that the villagers told them how lucky “I remember crowds who came to watch us after they felt that the pilots had landed in their village. The landing, bringing us some milk, or rice, helping us people of the Himalaya are a deeply religious people, pick up wood for the night. Mainly children but also and Sander said that when someone lands from the elderly adults, one time, more than 200, came up to sky in a paraglider, they take that as a good omen and our top landing area at 3400m from three different good luck for the village. Because of this, paragliding villages. We clearly, as they said to us, made every- goes from being very selfish to something that gives body happy; it was such an event for them. One told people happiness. me, at the takeoff as we were waiting for good condi“All these synchronistic events created a spiritual [opposite] Grass + 360 tions, “When you will go [sic], because we all have to feel to the trip,” Sander said. “We were on a jour- degrees + H2O + wood = go back to work and we cannot wait all day.” Excerpts ney and being shown and allowed to see things that correct choice for landing from Laurens April 7 blog entry. would change all of us. The Himalayan Odyssey was on the evening of day 7. [next page] Lounging in Sander said that one of the main goals of the trip an extension of how I live my life and why paragliding front of Nanda Ghunti and was to share with the people they encountered and to and travel in the Himalayas is so incredible. It makes Trisul, before last flight learn about their culture and their lives. It wasn’t sup- us pilots feel that it’s worthwhile when we share a in India, day 12. (L to R) posed to be a self-absorbed adventure trip, he said, but memory with the people we meet. They’ll always talk Mike Laengle, Eeric Reed, when conditions started to get bad, it became about about the time people landed in their village, and not Antoine Laurens and Oriol their just surviving the trip and worrying about things the neighbor’s village.” Fernandez. Hang Gliding & Paragliding | www.USHPA .aero

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THE HIMALAYAN VULTURE One aim of Himalayan Odyssey was to increase awareness about the diminishing population of Himalayan vultures and other raptors. Vultures in the region are facing extinction and are an important part of the ecosystem. A single vulture can eat up to a kilo of rotting flesh per day; this keeps carcasses out of urban areas and stops the spread of disease through rats and dogs that would otherwise feed on the dead animals. Populations have recently been decimated by Diclofenac, an anti-inflammatory used on livestock that causes kidney failure in vultures that ingest it by eating the carcasses of livestock treated with the drug. Sander said that during the expedition he met a local who said that when he was a kid there were so many vultures in the sky they would interfere with airline flights. Currently vulture populations only number in the thousands. Efforts have been made to inform ranchers about alternatives to Diclofenac and create safe areas where uncontaminated carcasses can be placed. For more information and ways you can help, please go to vulturerescue.org. More than 80 raptor species call Nepal home, which is one of the highest concentrations in the world. However, the populations of these birds of prey are struggling because of habitat destruction, poisoning, and the pet trade. Himalayan Raptor Rescue in Pokhara is the only bird of prey rescue center in Nepal. It takes in sick, wounded, and orphaned birds to rehabilitate them and release them back into the wild or train them for parahawking if they cannot fend for themselves. Recently a viewing area was built from money from parahawking flights and a contribution from Christina Ammon, who sold her grandmotherâ&#x20AC;&#x2122;s diamond ring to fund charitable projects around the world. For more information and ways you can help, please go to withthisringproject.org and himalayanraptorrescue.org.

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John Freitas launching from Whitwell Launch where the Tennessee Tree Toppers hold the Team Challenge every year in September | photo by Jono Fisher.

AIRE V A N

by TikiMASHY 42

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nbeknownst to “the Kid,” the lockout was inevitable. Yeah, it was going to happen, as sure as hang glider pilots love to tell the “oh shit, there I was, thought I was going to die” stories. And, for sure, this lockout would be of the brownyour-rompers variety. Bart Weghorst (tandem instructor, Cowboy Up Hang Gliding) quickly assessed “the Kid” (AKA Evan) as being, without a doubt, fearless, particularly since he beamed with recounts of numerous  motorcycle mishaps—some of which culminated in broken bones. That said, Bart’s biggest hurdle was to get 14-year-old Evan, an adolescent male, to take to heart that “hang gliding ain’t bowling.” Hang gliding can be dangerous, and its bite is worse than its bark. The question: How could he get Evan’s attention? The answer: Open the door to welcome “Señor Lockout.” By tandem lesson 14, Evan was a rock star, progressing fast; he’d mastered each skill and task Bart set before him on their tandem flights. The Kid was good, and he knew it. Yet, occasionally the Kid would get “sloppy.” So what’s the big deal? (I went bowling once, got sloppy, dropped the ball on my big toe—hang gliding ain’t bowling). Remedy for this student’s sloppiness: Señor Lockout, meet The Kid.

As the tandem flight reached 2,500 feet agl, Bart coaxed the glider into several gentle lockout situations, but the Kid was having none of it. He aggressively steered the glider back in line behind the Dragonfly, as he’d been taught. Though Bart and Evan had discussed lockouts in ground school, the Kid was clueless as to his instructor’s ultimate plan. Finally, Bart realized the Kid was just too good, too “on it” as it were. So after the second failed attempt to get the Kid to lockout, Bart took the surefire approach; he “cranked and banked”— a steep bank, diving hard, speed building, nose angling toward the ground. No way was Evan righting this situation. Release! Release! Release! Just kidding! Later, the tug pilot recalled hearing a loud shriek from the tandem glider, but perhaps it was a

[opposite and above] Evan and Bart at Palisades Resevoir, Wyoming. Photos courtesy of Cowboy Up Hang Gliding.

“Bart's biggest hurdle was to get 14-year-old Evan, an adolescent male, to take to heart that hang gliding aint bowling.” Hang Gliding & Paragliding | www.USHPA .aero

just a coincidental engine noise anomaly. It’s still unclear. So scared, while the marrow was sucked clean out of his bones, Evan kept his head and hit the release. After that, Evan never again got sloppy with his flying. But this all started when Evan’s father, Chip Davis (composer/producer of Mannheim Steamroller), called to tell us he and Evan were on the road from Nebraska to Jackson Hole, so we could teach his 14-year-old son, Evan, to fly hang gliders. Since they only had two weeks, it sounded a bit unrealistic to us, given Evan’s age. As we queried Chip while he was driving, we learned that, apart from RC airplanes, Evan had absolutely no flying experience. He had, however, taken a tandem paragliding flight at Jackson Hole Mountain Resort and was positive that he wanted to learn to hang glide instead. When Evan, a blondie with bright blue eyes, surfer-boy good looks and a baritone voice that would cause Louis B. Armstrong to sit up and take notice, and his charismatic dad showed, it was all about the flying. “We have ten days,” Chip said, “and Evan wants to get as many tandem lessons as possible.” We informed Chip that because of Evan’s age, we couldn’t possibly solo him before 20 lessons. Chip reiterated, “We have ten days, and we want to get Evan as much training as possible.” We shook hands, and said, “Let the games begin.” “Scary good” is how Bart described the Kid’s flying skills after the first tandem. The Kid is a natural, no doubt. Bart’s task now? How to train a kid whose only natural fear is a pop-quiz. Start with: “rein in” and “refine” and map the maturity. Each day Evan’s commitment and talent steadily grew. Chip, his strongest supporter, moved the pair out of their lavish hilltop home at Spring Creek in Jackson Hole to set up residence at a local hotel near our flying site, just so Evan would be on time each morning for his lessons. Rain, shine, wind…. no matter, Chip and Evan were there. Each morning Evan would thoroughly preflight the glider while Chip went off to get a round of pastries and coffee, returning to the site before the morning flying session began. As Evan’s feel for flying blossomed, there was an increasing awareness that the Kid might just solo before his 20th lesson. Since the average person takes between 20-25 tandem flights before soloing, Evan was seemingly on his way to becoming above-average. Once Bart reconciled the issue of a14-year-old male adolescent vs. maturity, Evan was good-to-go with regard to soloing. Four lessons following Señor Lockout, it looked as if the Kid was ready to solo. It was a big day, and 44

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[above and right] Evan soloing.

Chip and Evan’s last day in Jackson. Anticipation solo, weather conditions were not perfect for a first was hovering in the air that morning. On hand solo. was Chip (of course), close family friends who had As expected, there was disappointment, but flown into Jackson from Nebraska in Chip’s plane everyone respected Bart’s decision not to try to (in order to drive Chip’s car back to Nebraska) as “squeeze one in” on the Kid’s last day, even knowwell as the pilots who had flown his jet into Jackson ing how well-prepared Evan’s skills were for soloto take Chip and Evan home, so Evan wouldn’t ing. miss the first day of school. This was Evan’s last As it turned out, Chip put everything on hold day of flying. for one more day. They stayed, fingers crossed, for Bart and Evan readied themselves and towed up, an additional day, in hopes the weather would be as they had done for the past eight days. Evan did better for Evan’s solo. well with only minor insignificant mistakes. On August 8, 2010, after nine flying days and When they landed, the aire on the ground crew eighteen tandems flights, 14-year-old Evan Davis was crackling at a fevered pitch with anticipation. landed solo from a 3000’ tow in a 195 Wills Wing Bart, being the consummate instructor, looked at Falcon hang glider to the whoops and cheers of the weather and decided that even though it was friends, family and the hang gliding crew. The Kid’s a natural – AIR EVAN! Evan’s last day and Evan could “probably” do his

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AIRE V A N

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Mad Magical

Madeira

by Joe McCarthy

with a long, clean, right surf break out front. Grabbing our bags, asking a young ur big ole jet airliner banks in to- girl which way to our hotel; she responds wards Funchal, then banks hard with a smile and a follow me. again, flying low along the coast. We wind our way through narrow (This pilot must be a paraglider!) walkways past Joe’s Bar, left and left again. We hit the ground running, racing our I open a big wooden door leading into a cars south through Funchal, past the walled garden surrounded by our colour580m cliff face of Cabo Girao, ya baby! ful rooms and alfresco dining tables and Winding our way through tunnels and kitchen. Plenty of time to enjoy later. along cliffs to surfer’s paradise, Jardim do We’re off again! Winding our way up Mar. A beautiful, modernised old village to Arco da Calheta… at the top, just past

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takeoff, is Costa Verde bar. Fatama serving up cold beers and hot breaded chicken balls with piri piri sauce! Cooling out, we check out takeoff and get our site briefing by John, while Hartmut, the eccentric German owner, gives a loud short burst of launch etiquette and site conditions. Meanwhile, the London arm of the Polish Air Force take off. Soar the ridge, hook into some thermals and easily make good height over takeoff. Soon I feel the wind at my back. Hartmut shouts to Tomas, “Tell them to land!” Tomas gets on the radio: “LAND NOW!” Six of them make a bumpy ride down to the beach. Two wait too long and end up swimming, being picked out by local fishermen. What John Boy,Tomas and Hartmut had told us in the site briefings is that we would be flying the lee side of the island where a strong prevailing north wind would be cancelled out by a southerly sea breeze and thermals. Lesson learned: Always listen to the site briefing. And the site assessment does not stop once your feet leave the ground. After a few beers and photos of cut lines wrapped around wet boots, we head back to Surfers Hotel. Meet our landlord Henrique, son Ruben & girlfriend. Also Antonio Antunes from north Portugal, owner/shaper of some of the best surfboards in Europe (Manila Surfboards)! Enrique shows us his office—a small room with three large wooden kegs. One with cider, one with the best homemade red wine and one I don’t know. Around all four walls a high shelf with all sorts of 50

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home made rum. It turned out to be one of those nights! The next morning came far too earlyâ&#x20AC;Ś breakfast alfresco, then up to Arco da Calheta. The sea breeze filled and we all got off, from newbie to pro. With acro out front, thermaling above. and ridge soaring all around. For me it was flying enormous ridges. Close to raw, rugged beauty! I gained height and crossed the valley to the east. Past a spur onto a shear rock face, up to an evergreen forest out front, spiral down and do it again like a bird of prey. Finally landing on a very rocky beach and joining some of the others for lunch. Then an afternoon of play, leading into a perfect Madeiran sunset. The following day we drove the winding roads to Cabo Girao, the 580m cliff face and real reason for going to Madeira. Takeoff is lined with pine trees, so impossible to see what youâ&#x20AC;&#x2122;re going intoâ&#x20AC;Ślike opening a door and stepping out into the sky. A big blue sea stretches out to my right. To my left and far below, a shear rock face. In front, a spur with large pinnacles and the capital, Funchal, stretch-

ing out beyond. As I reach the corner above the pinnacles. I see a rainbow forming in the valley. The magical places a bit of cloth and a few strings take you! The rest of the week is filled with more sunsets and more rainbows. With a BarBQ at Hartmutâ&#x20AC;&#x2122;s and a party at Surfers Hotel. There are 18 sites on Madeira; it has the best surf in Europe. With great scuba diving, sportfishing, whale watching and canyoning. It is the Hawaii of the Atlantic! Contacts: John Welch www.flightculture.co.uk Manila Surfboards: Manilasb@hotmail.com Suffers Hotel: Maktub Guest House Henrique email: gustaviaes@yahoo.es Ruben Tel: + 351 911 986 083

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The Tater Experience by John W. Robinson

t’s eight minutes until the start, and I’m stacked in a gaggle of seven gliders in light lift. My group is a kilometer away from the start cylinder, but the pilots closer to it are really scratching to stay up. Except, that is, for a couple of gliders serenely positioned up high. So I’ll hang here for a few more minutes, before I go tag the start cylinder and be on my way to stylishly completing the task. That’s the optimistic plan, anyway. But even if I sink out after the first couple of waypoints, it’s all good. I’m having fun and learning a lot. This is the fifth annual Tater Hill Open comp. It’s held in early August and is based at Rich Mountain, or Tater Hill, North Carolina, just north of the town of Boone. Primarily a paragliding event, hang gliders are welcome too, and this year there are a few to share the sky with the paragliders. What’s special about this year’s Tater Open are the record number of pilots, about fifty, and the excellent flying conditions, which allow for five interesting and challenging tasks.

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At an elevation of 5000 ft. ASL, the pay off. Down to LZ1 I sink. Others get Tater launch is one of the highest in the flushed the same way, and we share stoeastern US, and the 2000 ft. of vertical ries in the shade of the trees in the LZ peover the landing zones offers lots of op- rimeter. We learn from our own errors in portunity to soar and otherwise work the strategy and wing handling, and we learn terrain. The site has been flown for over from each other. We learn from the expert thirty years, and the “old timer” hang pilots who get high and stay high and conglider pilots in attendance offer much sistently make goal. Evening activities during the comp wisdom on flying the area. During this year’s comp we got to experience particu- include cooking up some hearty feasts larly interesting convergence flying. This at the campsite or eating at one of the condition results when warm moist air comp-sponsoring restaurants in Boone, from the east meets the drier west side carousing around town, and telling stories air, and a wall of cloud forms. We soar around the campfire. Nights are delightbeside this cloud wall, in and out of the fully cool; in the wee hours the sound of corridors of mist. Later, this cloud flows snoring fills the campground. The third day of the comp holds promover the launch and the west face, and the view of it from the LZ elicits lots of oohhs ise of good conditions, but such never materialize and the task is ultimately called. and aahhs. I’m coring up, trying to get high However, time on launch is well spent in enough to make the next turnpoint, playing with small kites, watching the Martindale. There are several other glid- antics of a few pilots on speed wings, sharers in this gaggle over the spine between ing stories and inspecting each other’s Snake and Tater, and I’m elated to be equipment. Some of us hike the lovely trail with them. Two more gliders scoot over to to the north end of the ridge. We practice join us, as I fly away toward Martindale. I tree rescue rigging, and this turns into a tag the cylinder, but I’m too low, and my full-on knot fest. The international flavor of paragliding scrambling and scratching for lift does not

[left] Low, misty cloud covered the mountain most mornings. [above] The task board. Photos by John W. Robinson.

is always a delight, and the Tater Open is no exception in this regard. Present are pilots from Russia, Ecuador, Brazil, Poland, Czech Republic, the UK, Germany, and Slovakia. And from the US, pilots represent big cities like New York and Chicago, as well as the rural hills of West Virginia and Georgia. On the hill we socialize and get to know each other better as we await good conditions. Every day the task committee is challenged in coming up with a task which fits the expected conditions, and is challenging enough for the expert pilots while still being at least partially accessible to novice competitors. From a distance, I observe the task committee at work, and I find it quite educational to hear each pilot member of the committee contribute his or her particular expertise. The committee must achieve a delicate balance in designing the task to be neither too hard nor too easy, and I think the group is commendably successful. We fly to points with names like NPST, SPST, Bucky’s, Martindale, Old 421, Bang, and Mables. Besides having the route in our GPS’s, we write them out on paper attached to our flight decks and mentally check them off as we tag them. Chris Grantham, our dauntless scoremaster, knows GPS’s—I mean really knows them—and he graciously helps pilots with questions—not to mention the

occasional glitch—which arise. Also, the more experienced competitors help the beginners unravel the mysteries of creating routes and setting proximities, until everyone is up to speed with the process. Thankfully, in the Tater Open kindness and graciousness do not fly out the window in the heat of competition! The scoring system used in this year’s comp assesses handicaps for gliders based on published glide specifications. Lower performing wings are assessed less than higher performance ones, and this, of course, tends to help the less-experienced pilots in the scoring process and the standings. There are over thirty gliders in the air now, just after the start on task four, and conditions are excellent. It’s a joy to be a part of this bunch, to be living this day in this way. Lift is not too elusive and most of the pilots are going up and out. By now we recognize our friends, new and old, on their respective gliders. We’ve learned who’s flying which wing, and it adds to the camaraderie we feel. We’re all competitive, but we find ourselves invariably cheering each other on and being inspired by pilots way ahead and way above the rest of us. There’s so much to know and everyone here seems keen on learning. It’s midday on the hill and task five has been set. The launch window opens in 50 minutes. A light plane approaches the ridgetop at low altitude, and the hot shot pilot sideslips the plane low and slow over the launch. The pilot happens to be wearing the hat of the Chick Filet deliv-

IquiqueChile November 2010

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The overall winners of this year’s Tater are Luis Rosenkjer, Kari Castle, and James Bradley, and in the last task, these three renowned pilots arrive at goal within four seconds of each other. That’s racing. The ery man today, and he airdrops two bags worn cliché that all participants in the of fifty well-wrapped chicken sandwiches. Tater Open are winners is not far from the Cheers go up all around as the pilot honks truth, however. This year’s comp continues the Tater his horn, banks left and disappears to the south. As we munch our sandwiches, someone deadpans, “just another day at Tater.” The gracious and hard-working hosts and organizers of the Tater Open are Bubba Goodman and Beth Burgin, with able assistance from Jay and Kim Browder and others. Bubba owns the launch and has been flying the mountain for over thirty years. He created the Tater comp to share the experience of the beautiful flying to be had here, and to encourage pilots to delve deeper into free flight through competition. My fellow Tater competitors and I are constantly reminded of the dedication and generous spirit that Bubba and his helpers convey in creating and maintaining the integrity of the fun event that is the Tater Open. [above] Tater launch is at 5000 ft. ASL. Launch west. LZ’s are in the valley out of the picture. [opposite] Tater Class of 2010 in the LZ. [below] Hosts Bubba Goodman and Beth Burgin on launch. Photos by John W. Robinson.

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tradition of being highly successful in doing what it does best, that is, being a fun and relaxed regional comp in which pilots learn and get ready for more comps, and for flying at the national level. The style and format of the Tater Open is perfect for this goal, and there is strong sentiment that such local grass-roots “meets” are vital to the sport.

Read by hang glider and paraglider pilots in over 75 countries worldwide

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GALLERY

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[left] Larry Herndon 3500' over Lookout Mountain, GA | photo by Larry Herndon.

by Ryan Voight Life is full of defining moments: moments that define us, and moments where we define ourselves. A long time ago, I defined myself as a pilot and never thought twice about it. Recently I have come to realize that wasn’t my decision to make. What is it that makes us pilots, anyway? Is it simply that we choose to fly? Or is it something more? I’ve started to think that it’s more… that it’s a lifestyle… a mentality… a place that we visit deep within our own subconscious. Hooking ourselves to a wing in one way or another does not make us pilots. It’s something we do because we are pilots. As pilots, most of us live very different lives from “normal” people. We work flexible hours. We work outdoors. Some of us are lucky enough to work remotely, from wherever we please. Even if we work indoors, we know where the nearest window is… and we know what’s beyond that glass. Wind direction, velocity, clouds… we know. Were these choices that we made to be pilots? Perhaps. But, more likely, these were easy decisions because we are pilots; we never really had a choice in the matter at all.

It’s difficult to assign words, but as pilots I’m confident you understand. You never feel more alive than when you’re flying. It’s not about the adrenaline rush that spectators seem to think we’re after—it’s about doing what feels right. It’s about what feels “natural.” Flying, to a pilot, feels like home. The house or apartment where our ground-bound Clark Kent alter egos reside—that’s not home. Home is when your feet leave the Earth. Home is the great blue yonder. Home is where we can relax and be who we really are: Pilots. I have come to realize this more and more as I continue to open my “home” to new people. You see, I am a hang gliding instructor and tandem pilot. If the sky is “home,” then I’m just one of many little bed-and-breakfast stops where people can come and visit. I do what I can to welcome people to my home, and when I see pure joy and exhilaration on their faces, I know we have arrived. They are welcome to stay as long as they please. On a recent tandem flight, one of my passengers opened my eyes. After about half- an-hour of soaring smooth ridge lift, she quietly said to me, “This is nothing like I thought it would be… it feels like we’re flying.” To which I said the only thing that came to mind: “We are!” I realized, right then, that my passenger already knew, in her mind, body and soul, what flying felt like; she was just surprised to feel it hang gliding. I think if she read this, she just might understand about feeling like “home.”

[clockwise from above] Blue day over Quest, Quest Air, Groveland, FL. Over Lookout Mountain, looking north toward Chattanooga, TN. Scratching in Groveland, FL, low save over the orange grove outside of Quest Air. Photos by Larry Herndon. [next page, left] Jeff Shapiro launching and flying Missoula, Montana. [next page, right] Flying SoCal | photos by Jonathan Dietch.

by Christina Ammon

and order a new wing—which I had been planning to do anyway. hen I left my old Ozone glider But now a long two months have behind in Mexico, it felt like a passed, and I’m still awaiting the arrival good choice. I’d landed in a tree of my new Ozone wing. and the lines were snapped, the fabric torn. Meanwhile, it’s hot here at Woodrat A couple of local pilots nearly risked their at the height of the flying season, and I lives extracting it from the jungle canopy am sans-wing. It’s been so long since I’ve and then spent an entire afternoon care- flown that the fact that I ever flew at all fully patching the fabric and stitching seems like an abstraction. Some previous the lines back together. After all of their life. death-defying effort to salvage my wing, Without the organizing force of flying, it didn’t feel right to take it back. The of meeting atop Woodrat at 11:00 a.m. wing was getting old and was beaten by and again at 6:00 p.m., my summer days sand and salt-air. I figured I’d go home feel shapeless and everything suffers: work,

Voight's shade | hoto by Nick Greece 66 PaulHang Gliding & structure Paragliding | www.USHPA .aero

relationships, my entire mindset. My concerns are getting pretty lightweight. Like: I’m wondering what to wear later to a Girls-Night-Out to see the new Sex and the City movie. At the same time, I am lamenting that our society insists women be shoe-and-clothing obsessed. Worse, I am lamenting that I sort-of am. All of this makes me want to put my helmet on and block everything out. To run off the mountain, fly away, and see things in their proper perspective. An old pilot maxim declares that there is safety in altitude. This pilot was referring to terrain clearance, but what a metaphor ...

THE GREAT PURPOSE So waiting out these scorching hot days, I’m feeling like there is no point. And the contrast makes me realize the tremendous role flying now has in my life, making my days feel utterly compelling—each flight a contemplation of the earth, of freedom, and each landing a little survival that ignites the rest of the day. It is fitting that I should pass the time watching Werner Herzog’s film, The White Diamond, about a Brit who constructs a ridiculous looking blimp—the “Jungle Airship”—and transports it to Peru to test it under the incidental auspice of searching for medicinal herbs in

the cloud forest canopy. But really, it’s all about obsession with flying, with grandiosity. The movie starts with a brief summary of aviation history, narrated by Herzog himself. As he depicts the successes and failures of flight, from the first hot-air balloon ride to the Hindenburg, he proclaims flying “the great purpose.” As I pilot, I felt my spine straighten with pride when he said that: The Great Purpose! But the story quickly shrinks back to the Brit with his totally non-historical puffer-fish aircraft which, right before its first flight, gets rained on and turns into a wet rice wrapper. Days of waiting ensue, and Herzog’s camera first gets distracted by all manner of rainforest insects and then spaces-out for a spell on a local guy breakdancing on a rock outcropping. Any pilot can relate to this— the fine art of waiting on weather, the restless antic-inspiring boredom. Finally, after completing the preparations and exhibiting patience, the Brit launches the Jungle Airship and has a sinky flight, only to find he had put the motor in backwards. And so Herzog subtly lets the air out of this over-inflated endeavor. What is the purpose of flying, after all? There is none. But the irony, which Herzog captures, is that when you are up in the air, nothing could feel so compelling, so important, so crucial. It’s simultaneously profound and pointless. Above all, it is joyful. And in the end, as a wise friend of mine recently pointed out: “Joy is a purpose unto itself. Maybe the only purpose, along with love.” Reach Christina Ammon at flyinghobogirl@gmail.com

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DISPATCH

C A L E N D A R

C L A S S I F I E D

MEETINGS OCTOBER 21-23  Bend, Oregon. 2010 Fall USHPA BOD meeting. More info: infor@ushpa.aero. OCTOBER 23  Bend, Oregon. 2010 Annual membership meeting. 8:30am at the Phoenix Inn & Suites, 300 NW Franklin Ave., 888-291-4764 or 541-317-9292. Mention group code USHPA.

NON-SANCTIONED COMPETITION PG september 25-27 or OCTOBER 2-4  Owens

Valley. Northern California Cross Country League. 2010. The Cross Country league is an informal series of cross country competitions running from March through to October held at flying sites within driving distance of the Bay Area. The league is set to help pilots of all abilities in improving their flying skills by flying set courses with other pilots. These are essentially a ‘fly-in’ with a mission. For more information check out www.SantaCruzParagliding. com or email Jug at scpjka@gmail.com

clinics & tours SepTEMBER 30-OctOBER 9  Oludeniz, Turkey. Join Luis Rosenkjer and Todd Weigand for a flying adventure in Turkish paradise! Thermal above clouds, glide 5,000 feet over the blue lagoons of the Mediterranean, and land on beautiful sandy beaches next to your hotel! Enjoy great food, endless activities, a perfect family destination, and some of the most impressive flights of your life! More Information: www. paraglidingtrips.com. OCTOBER 1-4 Owens Valley, CA. Learn about the

sites, thermals and XC potential with the local who has 25 years of experience flying the Owens Valley!!! More Information: Kari Castle, 760-920-0748, or kari@karicastle.com.

OCTOBER 8-10  Owens Valley, CA. Learn about the sites, thermals and XC potential with the local who has 25 years of experience flying the Owens Valley!!! More Information: Kari Castle, 760-9200748, or kari@karicastle.com. october 15-17  Owens Valley Thermal and Cross Country Clinic with Eagle Paragliding. Many pilots are sure to get personal bests. View photos and videos from our last clinic at www.paragliding.com, or call 805-968-0980 for more information. OCTOBER 15-18  Owens Valley, CA. Learn about

the sites, thermals and XC potential with the local who has 25 years of experience flying the Owens Valley!!! More Information: Kari Castle, 760-9200748, or kari@karicastle.com.

OCTOBER 23-25  Owens Valley, CA. Learn about the sites, thermals and XC potential with the local who has 25 years of experience flying the Owens Valley!!! More Information: Kari Castle, 760-9200748, or kari@karicastle.com.

Hang Gliding & Paragliding | www.USHPA .aero

OCTOBER 24 - NOVEMBER 13  Tapalpa, Mexico. Fly south this winter! Improve your thermal and x-c skills with U.S. record holder David Prentice. Seven to fourteen day trips where we will fly several different sites including San Marcos, Colima and a coastal site near Manzanillo. Includes airport pick-up/drop off, lodging, transportation, guiding, x-c retrivals. To sign up or for more info www.earthcog@yahoo.com, or call 505-720-5436. OCTOBER 30 - November 1  Owens Valley, CA.

Learn about the sites, thermals and XC potential with the local who has 25 years of experience flying the Owens Valley!!! More Information: Kari Castle, 760-920-0748, or kari@karicastle.com.

NOVEMBER 2-15  Owens Valley, CA. Learn about the sites, thermals and XC potential with the local who has 25 years of experience flying the Owens Valley!!! More Information: Kari Castle, 760-9200748, or kari@karicastle.com. november 5-7  Instructor Certification Clinic with Rob Sporrer of Eagle Paragliding in Santa Barbara, California. This three-day clinic is open to basic and advanced Paragliding Instructor candidates, and those needing recertification. Visit www.paragliding. com, or call 805-968-0980 for more information. november 8-9  Tandem Paragliding Clinic with

Rob Sporrer of Eagle Paragliding in Santa Barbara, California. Classroom and practical training at our world class training hill. Visit www.paragliding.com, or call 805-968-0980 for more information.

november 9-16 &/or nov 18-25  Iquique, Chile. Join Ken Hudonjorgensen, and local guides. A great trip to what many pilots consider to be the best place to fly in the world, certainly more consistent than any place I have ever flown. Phone 801-5723414, or email twocanfly@gmail.com. More info: www.twocanfly.com. November 10-29  Iquique ,Chile. Join Luis Rosenkjer and Todd Weigand to fly the never ending thermals of the Atacama Desert! Soar endless sand ridges high above the Pacific Ocean, then land on the beach next to our 4 star hotel. As Chilean open distance record holders and Iquique Competition Champions, Luis and Todd also have 15 years of combined guiding experience in Iquique! A variety of trips for all levels, plus XC guiding, Acro displays, and master kiting tips! The conditions are so good at this time of the year that we guarantee you will fly everyday or get money back! More Information: www. paraglidingtrips.com. November 13- APRIL 9  Valle de Bravo, Mexico.

Yet again we offer week-long packages for all levels of HG and PG pilot. Winter flying fun and excitement with the longest running tour operator in Valle de Bravo. We’ve helped pave the way for the others but our knowledge can’t be beat. More Information: Jeffrey Hunt 512-656-5052, jeff@flymexico.com, or www.flymexico.com

DECEMBER - APRIL  Yelapa, Mexico. Come TOW

in paradise. We are offereing siv/acro clinics during the winter months in beautiful Yelapa. We have a great line-up of world class instructors, and state of the art equipment. Also a great place for non-flyers. More Information: Les Snyder, +52 322 209 5174, stingertail23@cs.com, or www. ascensolibre.mx.

december 12-13  Thermal and XC Clinic with

Rob Sporrer of Eagle Paragliding in Santa Barbara, California. This two-day clinic is open to pilots of all levels. The clinic includes ground school, and ground-to-air radio coaching in our local mountains. Visit www.paragliding.com , or call 805-968-0980 for more information.

DECEMBER 12 - JANUARY 30  Valle de Bravo,

Mexico. Fly south this winter! Improve your thermal and x-c skills with U.S. record holder David Prentice. Seven to fourteen day trips flying one of the most consistent flying sites in the world. Airport pick-up/ drop off, lodging, transportation, guiding, x-c retrievals included. To sign up or for more info earthcog@ yahoo.com, or call (505)720-5436 DEcember 19 - 31 and January 1 - 15  Capetown, South Africa. Join Charles Kirsten and Craig Papworth on safari in South Africa, flying the legendary sites of Cape Town, The Wilderness, and Graaff Reinet. 14 days and 13 nights. All accommodation with breakfast, ground transport, retrieves, airport pick up and guiding. Pilots $1990 and $1550 non pilots. Contact Charles at dragonfly@sopris.net or Craig at craigpapworth@gmail.com or www.paraworth.com. JANUARY 5 - 15  Governador Valadares, Brazil. One of the best known world class flying sites. Fly GoVal for 999$ for ten days. All your flying needs provided by Bi Wingual and Bi Lingual Adventure Sports Tours. Master rated advanced instructors make your trip worthwhile. Whatever your goals from novice to competition, it’s available. Best times to fly are JanMay. The 5th through the 15th of each month we will have tours. GV is a fun, flying friendly town with all the conveniences. Accommodations to suit your individual lifestyles are also available. For specific info, dates, times and group rates contact: Ray Leonard at skybirdwings@hotmail.com. JANUARY 2-9  Manzanillo, Mexico. P3 pilots

join us for thermal flying, ridge soaring and beach landings. Great place to bring the family as they can enjoy the beach while you fly in shorts and t-shirts. Airport pickup, private hotel room, breakfast, and guiding & coaching during 6 days of flying for $1,500. Details at http://www.parasoftparagliding. com/travel/iguala%20 _ mexico.php JANUARY 9-16 & 16-23  Valle de Bravo, Mexico.

Come join adventure paragliding for an unforgettable week long trip in Valle de Bravo, Mexico. We will focus on xc and thermal skills for beginner to advanced pilots. 1600 dollars includes airport transport, breakfast and dinner, accommodation in a very luxurious lake house with pool, transport between sites, and instruction. We have 12 years of flying expierience in Valle. Please contact Pine at 970-2741619, or visit www.adventureparagliding.com.

february 2-7  Southern Cal. flying trip. Join ken Hudonjorgensen on a trip to thaw out your bones and get your flying brain cells activated and ready for the new flying season. Phone (801) 572-3414, or email twocanfly@gmail.com. More info: www. twocanfly.com.

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pg) -HARNESSES (trainer, cocoon, pod) -PARACHUTES (hg&pg) -WHEELS (new & used). Phone for latest inventory 262-473-8800, www.hanggliding.com

BUSINESS & EMPLOYMENT Life Insurance for Pilots - Inexpensive life

insurance is indeed available to U.S. Residents that will protect your loved ones with complete coverage, Term or permanent life. Includes coverage while Hanggliding or Paragliding without exclusion. Call 619-721-3684 or email doug@8financial.com for more information. Ca. ins lic 0b18364

PARAGLIDERS 2009 Icepeak 3 - 29 meter comp wing - less than

50 hours. $1895. Awesome glider. White/Gray 714350-7860 turbobobryan@att.net

SCHOOLS & DEALERS ALABAMA LOOKOUT MOUNTAIN FLIGHT PARK - The best

facilities, largest inventory, camping, swimming, volleyball, more. Wide range of accommodations. hanglide.com, 877-HANGLIDE, 877-426-4543, hanglide.com.

CALIFORNIA AIRJUNKIES PARAGLIDING - Year-round excellent

instruction, Southern California & Baja. Powered paragliding, clinics, tours, tandem, towing. Ken Baier 760-753-2664, airjunkies.com.

EAGLE PARAGLIDING - SANTA BARBARA offers the

best year round flying in the nation. Award-winning instruction, excellent mountain and ridge sites. www. flysantabarbara.com, 805-968-0980

FLY ABOVE ALL - Year-round instruction in beautiful Santa Barbara! USHPA Novice through Advanced certification. Thermaling to competition training. Visit www.flyaboveall.com 805-965-3733. FLY AWAY HANG GLIDING - Santa Barbara. Best hill/equipment, glider shuttles up hill, tandems, sales, service, 20 years experience, Instructor Administrator Tammy Burcar. 805-403-8487, www. flyawayhanggliding.com. THE HANG GLIDING CENTER - PO Box 151542, San Diego CA 92175, 619-265-5320. Hang Gliding & Paragliding | www.USHPA .aero

STAINLESS STEEL! $10

www.ushpa.aero/store

Mission Soaring Center LLC - Largest hang gliding center in the West! Our deluxe retail shop showcases the latest equipment: Wills Wing, Moyes, AIR, High Energy, Flytec, Aeros, Northwing, Hero wide angle video camera. A.I.R. Atos rigid wingsdemo the VQ-45' span, 85 Lbs! Parts in stock. We stock new and used equipment. Trade-ins welcome. Complete lesson program. Best training park in the west, located just south of the San Francisco Bay Area. Pitman Hydraulic Winch System for Hang 1s and above. Launch and landing clinics for Hang 3s and Hang 4s. Wills Wing Falcons of all sizes and custom training harnesses. 1116 Wrigley Way, Milpitas, CA 95035. 408-262-1055, Fax 408-2621388, mission@hang-gliding.com, Mission Soaring Center LLC, leading the way since 1973. www.hanggliding.com

WALLABY RANCH – The original Aerotow flight park. Best tandem instruction worldwide,7-days a week , 6 tugs, and equipment rental. Call:1-800-WALLABY wallaby.com 1805 Deen Still Road, Disney Area FL 33897

WINDSPORTS - Don’t risk bad weather, bad

HAWAII

instruction or dangerous training hills. 350 flyable days each year. Learn foot-launch flying skills safely and quickly. Train with professional CFI’s at worldfamous Dockweiler Beach training slopes (5 minutes from LA airport.) Fly winter or summer in gentle coastal winds, soft sand and in a thorough program with one of America’s most prestigious schools for over 25 years. 818-367-2430, www.windsports. com.

GEORGIA ATLANTA PARAGLIDING - 21 years of experience, top instructors, top pilots, very consistent weather all year around. Your best choice on the east coast. www.atlantaparagliding.com 404-931-3793. LOOKOUT MOUNTAIN FLIGHT PARK - Discover why 5 times as many pilots earn their wings at LMFP. Enjoy our 110 acre mountain resort. www.hanglide. com, 1-877-HANGLIDE, 1-877-426-4543.

PROFLYGHT PARAGLIDING - Call Dexter for friendly

information about flying on Maui. Full-service school offering beginner to advanced instruction every day, year round. 808-874-5433, paraglidehawaii.com.

INDIANA CLOUD 9 SPORT AVIATION -

Michigan

See Cloud 9 in

COLORADO

MARYLAND

GUNNISON GLIDERS – Serving the western slope.

HIGHLAND AEROSPORTS - Baltimore and DC’s fulltime flight park: tandem instruction, solo aerotows and equipment sales and service. We carry Aeros, Airwave, Flight Design, Moyes, Wills Wing, High Energy Sports, Flytec and more. Two 115-HP Dragonfly tugs. Open fields as far as you can see. Only 1 to 1.5 hours from Rehoboth Beach, Baltimore, Washington DC, Philadelphia. Come Fly with US! 410-634-2700, Fax 410-634-2775, 24038 Race Track Rd, Ridgely, MD 21660, www.aerosports.net, hangglide@aerosports.net.

Instruction, sales, service, sewing, accessories. Site information, ratings. 1549 County Road 17, Gunnison CO 81230.Call (970) 641-9315, or (866)238-2305.

FLORIDA ATLANTA PARAGLIDING - 21 years of experience, top instructors, top pilots, very consistent weather all year around. Your best choice on the east coast. www.atlantaparagliding.com 404-931-3793. FLORIDA RIDGE AEROTOW PARK - 18265 E State

Road 80, Clewiston, Florida 863-805-0440, www. thefloridaridge.com.

GRAYBIRD AIRSPORTS — Paraglider & hang

glider towing & training, Dragonfly aerotow training, XC, thermaling, instruction, equipment. Dunnellon Airport 352-245-8263, email fly@graybirdairsports. com, www.graybirdairsports.com. LOOKOUT MOUNTAIN FLIGHT PARK - Nearest mountain training center to Orlando. Two training hills, novice mountain launch, aerotowing, great accommodations. hanglide.com, 877-HANGLIDE, 877-426-4543. MIAMI HANG GLIDING - For year-round training fun in the sun. 305-285-8978, 2550 S Bayshore Drive, Coconut Grove, Florida 33133, www. miamihanggliding.com. Quest Air Hang Gliding - We offer the best instruction, friendliest staff, beautiful grounds with swimming pool, private lake and clubhouse, lodging, plus soaring in our super-famous, soft, Sunshine State thermals. Come fly with us! 352- 429- 0213, Groveland, FL, questairforce.com

Hang Gliding & Paragliding | www.USHPA .aero

MICHIGAN Cloud 9 Sport Aviation (hang gliding equipment), North American Soaring (Alatus ultralight sailplane and e-drive systems), Dragon Fly Soaring Club (hang gliding instruction), at Cloud 9 Field, Webberville, MI.More info: (517) 223-8683, Cloud9sa@aol.com, www.DFSCinc.org. TRAVERSE CITY HANG GLIDERS/PARAGLIDERS

Put your knees in our breeze and soar our 450’ sand dunes. Full-time shop. Certified instruction, beginner to advanced. Sales, service, accessories for ALL major brands. Visa/MasterCard. 1509 E 8th, Traverse City MI 49684. Offering powered paragliding. Call Bill at 231-922-2844, tchangglider@chartermi. net. Your USA & Canada Mosquito distributor. www. mosquitoamerica.com.

NEW JERSEY Pennsylvania Paragliding - Best paragliding

instruction in the NE. 1.5 hours from NYC and Philadelphia. Training hill and towing. 17 Years of combined experience. www.pennsylvaniaparagliding. com( 610)392-0050.

NEW YORK

PUERTO RICO

INTERNATIONAL

AAA MOUNTAIN WINGS INC. - New location at 77 Hang Glider Road in Ellenville next to the LZ. We service all brands featuring AEROS and North Wing. Contact 845-647-3377, mtnwings@verizon.net, www.mtnwings.com,

FLY PUERTO RICO WITH TEAM SPIRIT HG! - Flying tours, rentals, tandems, HG and PG classes, H-2 and P-2 intensive Novice courses, full sales. 787-8500508, tshg@coqui.net.

BAJA MEXICO - La Salina: PG, HG, PPG www.

FLY HIGH, INC. - Serving New York, Jersey, and

Connecticut areas. Area’s exclusive Wills Wing dealer. Also all other brands, accessories. Area’s most INEXPENSIVE prices! Certified instruction/ service since 1979. Excellent secondary instruction! Taken some lessons? Advance to mountain flying! www.flyhighhg.com, 845-744-3317.

LET'S GO PARAGLIDING LLC - Paragliding flight

school offering USHPA-certified instruction for all levels, tandem flights, tours, and equipment sales. More information: www.letsgoparagliding.com, 917359-6449. Pennsylvania Paragliding - Best paragliding

instruction in the NE. 1.5 hours from NYC and Philadelphia. Training hill and towing. 17 Years of combined experience. www.pennsylvaniaparagliding. com( 610)392-0050.

PLANET PARAGLIDING - New York City area's

finest instruction. Come fly with us. Beginner through advanced instruction. Best prices on new gear. Bill 203-881-9419, 203-206-3896, www. planetparaglidingtours.com. SUSQUEHANNA FLIGHT PARK COOPERSTOWN, NY.

160' training hill with rides up. Mountain site. Bunk house. Camping. Contact info: home (315) 866-6153 cell (315) 867-8011. dan@cooperstownhanggliding. com, www.cooperstownhanggliding.com.

NORTH CAROLINA ATLANTA PARAGLIDING - 21 years of experience, top instructors, top pilots, very consistent weather all year around. Your best choice on the east coast. www.atlantaparagliding.com 404-931-3793. KITTY HAWK KITES - FREE Hang 1 training with

purchase of equipment! The largest hang gliding school in the world. Teaching since 1974. Learn to fly over the East coast’s largest sand dune. Year round instruction, foot launch and tandem aerotow. Dealer for all major manufacturers. Ultralight instruction and tours. 252-441-2426, 1-877-FLY-THIS, www. kittyhawk.com

OHIO CLOUD 9 SPORT AVIATION -

Michigan

See Cloud 9 in

TENNESSEE ATLANTA PARAGLIDING - 21 years of experience,

top instructors, top pilots, very consistent weather all year around. Your best choice on the east coast. www.atlantaparagliding.com 404-931-3793. LOOKOUT MOUNTAIN FLIGHT PARK - Just outside

Chattanooga. Become a complete pilot -foot launch, aerotow, mountain launch, ridge soar, thermal soar. hanglide.com, 1-877-HANGLIDE, 877-426-4543.

TEXAS AUSTIN AIR SPORTS - Hang gliding, and LSA weight

shift control sales, service and instruction. Steve Burns (512) 736-2052, sburns@austinairsports. com. WWW.AUSTINAIRSPORTS.COM.

FlyTexas / Jeff Hunt - training pilots in Central

Texas for 25 years. Hangar facilities near Packsaddle Mountain, and Lake LBJ. More info: www.flytexas. com, (512)467-2529

UTAH CLOUD 9 PARAGLIDING - Come visit us and check

out our huge selection of paragliding gear, traction kites, extreme toys, and any other fun things you can think of. If you aren’t near the Point of the Mountain, then head to http://www.paragliders.com for a full list of products and services. We are Utah’s only full time shop and repair facility, Give us a ring at 801-5766460 if you have any questions.

Super Fly Paragliding – Come to world famous

Point of the Mountain and learn to fly from one of our distinguished instructors. We teach year round and offer some of the best paragliding equipment available. Get your P2 certification, advanced ratings or tandem ratings here. We have a full shop to assist you with any of your free flight needs. 801-255-9595, info@superflyinc.com , www.superflyinc.com.

VIRGINIA BLUE SKY - Full-time HG instruction. Daily lessons,

scooter, and platform towing. AT towing part time. Custom sewing, powered harnesses, Aeros PG , Flylight and Airborne trikes. More info: (804)2414324, or www.blueskyhg.com

WASHINGTON PENNSYLVANIA

Pennsylvania Paragliding - Best paragliding

instruction in the NE. 1.5 hours from NYC and Philadelphia. Training hill and towing. 17 Years of combined experience. www.pennsylvaniaparagliding. com( 610)392-0050.

AERIAL PARAGLIDING SCHOOL AND FLIGHT PARK

- Award winning instructors at a world class training facility. Contact Doug Stroop at 509-782-5543 or visit www.paragliding.us

FLYLASALINA.com. by www.BAJABRENT.com, He’ll hook you up! site intros, tours, & rooms bajabrent@ bajabrent.com, 760-203-2658

COSTA RICA - Grampa Ninja's Paragliders' B&B.

Rooms, and/or guide service and transportation. Lessons available from USHPA certified instructors. USA: 908-454-3242. Costa Rica: (Country code, 011) House: 506-2664-6833, Cell: 506-89508676, www.paraglidecostarica.com<http://www. paraglidecostarica.com>

MEXICO - VALLE DE BRAVO and beyond for hang

gliding and paragliding. Year round availability and special tours. Gear, guiding, instruction, transportation, lodging - all varieties for your needs. www.flymexico.com 1-800-861-7198 USA

PARTS & ACCESSORIES All HG Gliderbags, harness packs, harness zippers and zipper stocks. Instrument mounts and replacement bands. Mitts, straps, fabric parts, windsocks, radios. Gunnison Gliders. Contact at (866)238-2305 Flight suits, Flight suits, Flight suits,

Warm Flight suits, Efficient Flight suits, Light weight Flight suits, Flight suits in twelve sizes. Stylish Flight suits. More info: www.mphsports.com, (54) 702-2111 FOR ALL YOUR FLYING NEEDS - Check out the Aviation Depot at www.mojosgear.com featuring over 1000 items for foot-launched and powered paragliding, hang gliding, stunt and power kiting, and powered parachutes. 24/7 secure online shopping. Books, videos, KITES, gifts, engine parts, harness accessories, electronics, clothing, safety equipment, complete powered paragliding units with training from Hill Country Paragliding Inc. www. hillcountryparagliding.com 1-800-664-1160 for orders only. Office 325-379-1567. GLIDERBAGS – XC $75! Heavy waterproof $125. Accessories, low prices, fast delivery! Gunnison Gliders, 1549 County Road 17, Gunnison CO 81230. (970) 641-9315, orders 1-866-238-2305. OXYGEN SYSTEMS – MH-XCR-180 operates to 18,000 ft., weighs only 4 lbs. System includes cylinder, harness, regulator, cannula, and remote on/ off flowmeter. $450.00. 1-800-468-8185 SPECIALTY WHEELS for airfoil basetubes, round

basetubes, or tandem landing gear.(262)473-8800, www.hanggliding.com.

PUBLICATIONS / ORGANIZATIONS SOARING - Monthly magazine of The Soaring Society

of America Inc. Covers all aspects of soaring flight. Full membership $64. SSA, PO Box 2100, Hobbs NM 88241. 505-392-1177, ssa.org.

Hang Gliding & Paragliding | www.USHPA .aero

ADVERTISERS

REAL ESTATE

WANTED

Woodrat Mountain Custom Home - S.Oregon

WANTED - Used variometers, harnesses, parachutes, helmets, etc. Trade or cash. (262) 473-8800, www. hanggliding.com.

Ascenso Libre . . . . . . . . . . . . . . . . . . . . 57

3bed/2bath 2101 sqft 2.7ac. Across street from winery LZ. Clear view of launches. John Ivey, 541941-2415, johnivey@email.com, Windermere/ Investors Marketplace.

Atlanta Paragliding | Chile. . . . . . . . . . . 57

TOWING

Cross Country Magazine. . . . . . . . . . . . 59 Flytec - Blueeyes. . . . . . . . . . . . . . . . . . 70 Flytec - 6020. . . . . . . . . . . . . . . . . . . . . 69 Flytec. . . . . . . . . . . . . . . . . . . . . . . . . . . 80 Foundation for Free Flight . . . . . . . . . . . 17 Hall Wind Meter. . . . . . . . . . . . . . . . . . . 20 Kitty Hawk Kites . . . . . . . . . . . . . . . . . . 23 Lookout Mountain. . . . . . . . . . . . . . . . . 69 Moyes. . . . . . . . . . . . . . . . . . . . . . . . . . 69 North Wing. . . . . . . . . . . . . . . . . . . . . . 25 Ozone Paragliders. . . . . . . . . . . . . . . . . . 2 Parasoft. . . . . . . . . . . . . . . . . . . . . . . . . 20 Parasupply. . . . . . . . . . . . . . . . . . . . . . . 70 Parque Aventuras La Ceja. . . . . . . . . . . 15 Sky Wings Magazine. . . . . . . . . . . . . . . 19

1984 18ft 9in Correctcraft ski nautique

2001 with trailer. set up with elec wench and take off platform for boat tow hang gliding.$12.000 269-979-4356 or 269-965-7092 elsablanton@ sbcglobal.net 269-963-1221

SERVICE CLOUD 9 REPAIR DEPARTMENT - We staff and

maintain a full service repair shop within Cloud 9 Paragliding; offering annual inspections, line replacement, sail repair of any kind (kites too!), harness repairs and reserve repacks. Our repair technicians are factory trained and certified to work on almost any paraglider or kite. Call today for an estimate 801-576-6460 or visit www.paragliders. com for more information.

Get your annual inspection, repair or reserve

repack done quickly and professionally. Super Fly does more inspections, repairs and repacks than any service center in North America. Call or email for details and more information. 801-255-9595, info@ superflyinc.com.

RISING AIR GLIDER REPAIR SERVICES – A fullservice shop, specializing in all types of paragliding repairs, annual inspections, reserve repacks, harness repairs. Hang gliding reserve repacks and repair. For information or repair estimate, call (208) 554-2243, pricing and service request form available at www. risingair.biz, billa@atcnet.net.

WANTED - New or used apparel with old USHGA logo / artwork. Size L. Please contact Theodore at (530) 222-2447

MISCELLANEOUS kootenaytwistedflyers.ca - Handcrafted copper PG & HG models & mobiles that capture the energy & motion of flying. Make great trophies, or home and office accents. More info: www. kootenaytwistedflyers.ca, or (250) 358-2511.

STOLEN WINGS & THINGS STOLEN PARAGLIDING GEAR - Van broken into at a

truck stop in Buttonwillow, CA and all my paragliding gear stolen. UP Everest med harness, Niviuk Hook wing small s/n DZ1110, Ozone Rush2 wing med s/n R2M-K-33B-005, UP profile reserve 20 parachute, Flymaster B1 variometer, SOL flight deck, Garmin GPS 72, Yeasu FT60 radio, ICOM 2200h 50 watt mobile radio. Contact Forrest Brault at boatguardian@ hotmail.com, or (530) 533-5018.

STOLEN - Dual Tow System - Stolen from my home (Tuscon, AZ) in May, system was mounted on a trailer. Scooter tow system is powered by a 150 Honda engine, removed from the original scooter, mounted in a two inch square tubular frame. Fair lead is mounted on three feet of 2” square tubing and is removable. Handle bars are removable they mount on a plate and tubing standoff. Platform tow system has an aluminum hub, belt drive electric rewind motor, flexible hydraulic line to pressure gauge/release, mounted on a plate. Both systems have purple spectra line on them. If you need more info give me a call , I have pics. Vehicle seen leaving the area silver/ gray Ford expedition. Trailer was recovered systems were not. Any help finding my Tow System would be greatly appreciated. Eric 520-405-3814

Soaring Society of America. . . . . . . . . . 73 Sport Aviation Publications . . . . . . . . . . 16 Superfly. . . . . . . . . . . . . . . . . . . . . . . . . 21 Thermal Tracker Paragliding. . . . . . . . . . 13 Torrey Pines. . . . . . . . . . . . . . . . . . . . . . 79 US Parachuting Association. . . . . . . . . 53 Wills Wing. . . . . . . . . . . . . . . . . . . . . . . . 5 USHPA | 2011 Calendar . . . . . . . . . . . . 45 USHPA | Visa . . . . . . . . . . . . . . . . . . . . . 9 Photo by Marcus Venturini

Hang Gliding & Paragliding | www.USHPA .aero

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H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2

Lake Oswego San Ramon San Francisco San Francisco Vallejo Castro Valley San Jose Pasadena Studio City Tustin Tustin Tustin Anaheim Santa Barbara Woodland Hills Woodland Hills Riverside Sandy Draper American Fork Benton Canton Onalaska Naperville New Britain Essec Jct Lebanon Goffstown Frederick Fairfax Virginia Beach Dayton Woodbridge Roanoke Richmond Lynchburg Holly Springs Nags Head Mint Hill Kill Devil Hills Conyers Joelton Douglasville Mansfield Port Arthur Austin Hammondsport Schenevus Clifton Springs Bloomfield Pittsford Rochester Blairstown Elma Wawa, Ont Lake Oswego Belmont Las Vegas Los Gatos Santa Barbara Riverside Sandy Albuquerque Draper Kingman Edgewood American Fork Benton Fort Wayne Canton

OR CA CA CA CA CA CA CA CA CA CA CA CA CA CA CA CA UT UT UT AR MI WI IL CT VT NH NH MD VA VA OH VA VA VA VA NC NC NC NC GA TN GA TX TX TX NY NY NY NY NY NY NJ NY

1 2 2 2 2 2 2 3 3 3 3 3 3 3 3 3 3 4 4 4 6 7 7 7 8 8 8 8 9 9 9 9 9 9 9 9 10 10 10 10 10 10 10 11 11 11 12 12 12 12 12 12 12 12 13 1 2 2 2 3 3 4 4 4 4 4 4 6 7 7

Brent Prasnikar Phillip Fisher Mark Haselup A J Dinger Robert Booth Steve Tirado George Garibay Jon Kayyem Benjamin Oberman Helen Morse Dorothee Morse Hannah Morse Jose Cordova Mathew Broughton Olin Georgescu Nelly Jurczenia Glen Fafard Russell Obrien David Holmgren Spencer Anderson David Shuler Trevor Gildersleeve Dan Morgan Eric Oslos Roy Roccapriore David Wadleigh David Gaia Kano Eduardo Garza Mark Leahy Jonithan Brantley Ryan Derris Jim Farrell Amy Olson Brian Mitchely Sarah Silvia Cory Harbour Paul Sydor Gregory Eaddy Tyler Guice William Welch Ryan Brown Megan Mcconnell Renzo Scheidema Todd James Ashley Schad Sean Holbeche Timothy Alimossy Briar Roseboom John Piper Brian Odell Walter Morse John Norman Richard Norman Timm Phillips Kasper Makowski Brent Prasnikar Christopher Cook Adam Huston Brent Sumner Mathew Broughton Glen Fafard Russell Obrien Boyd Caddell David Holmgren John Williams David Coleman Spencer Anderson David Shuler Thomas Niblick Trevor Gildersleeve

OR CA NV CA CA CA UT NM UT AZ NM UT AR IN MI

John Matylonek Michael Jefferson David Yount David Yount Michael Jefferson David Yount David Yount Andrew Beem Joe Greblo Andrew Beem Andrew Beem Andrew Beem Joe Greblo Tammy Burcar Joe Greblo Joe Greblo Zac Majors Thomas Baumann Thomas Baumann Kevin Koonce Gordon Cayce Tracy Tillman Daniel Graham Johns Gordon Cayce Steven Prepost David Miller Steven Prepost Steven Prepost Rob Mckenzie John Middleton Eric Meibos Gordon Cayce Steve Wendt Johnathon Bland Christopher Bodin Eric Meibos Steve Wendt Eric Meibos Benjamin Burril Andy Torrington Gordon Cayce Gordon Cayce Gordon Cayce David Broyles Gordon Cayce Jeffrey Hunt Henry Boessl Daniel Guido Henry Boessl Henry Boessl Henry Boessl Rick Brown Greg Black Andy Torrington Tracy Tillman Steve Wendt Eric Hinrichs Rob Mckenzie Harold Johnson Tammy Burcar Zac Majors Thomas Baumann Mel Glantz Thomas Baumann Rob Mckenzie Mel Glantz Kevin Koonce Gordon Cayce Tracy Tillman Tracy Tillman

Hang Gliding & Paragliding | www.USHPA .aero

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H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-3 H-3 H-3 H-3 H-3 H-3 H-3 H-3 H-3 H-3 H-3 H-3 H-3 H-3 H-3 H-3 H-4 H-4 H-4 H-4 H-4 H-4 H-4 H-4

Naperville Frederick Dayton Tavares Nags Head Conyers Joelton Douglasville Mansfield Port Arthur Delmar Hoboken Clifton Springs Bloomfield Pittsford Santa Rosa Oakland San Clemente San Diego Manhattan Beach San Diego Prescott Northville Kingston Frederick Lancaster Derwood Trenton Canton Mansfield Egersund Gardnerville Fremont West Sedona Greenland Hanover Bowling Green Gainesville Mansfield

IL MD OH FL NC GA TN GA TX TX NY NJ NY NY NY CA CA CA CA CA CA WI MI MA MD PA MD GA GA TX

P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2

Salt Lake City UT Estes Park CO Edwards CO Aspen CO New Castle CO Farmington UT Gunnison CO Crested Butte CO Draper UT Salt Lake City UT Corrales NM Vail CO Billings MT Wilson WY Boise ID Jackson WY Chatham IL North Branford CT New Bedford MA Harrisonburg VA Elizabethtown PA Dulles VA Charlottesville VA Chalfont PA Brevard NC Miami FL Ft Lauderdale FL El Paso TX El Paso TX Austin TX Yonkers NY Montclair NJ Warsash, Southampton Fareham, Hants Tehran Wuerzburg Talgarth, Powys Kingston, Act Abbotsford, Bc Ankara Mississauga, Ont Issaquah WA Morton WA Bellevue WA Roy WA Roy WA Sterling AK Auburn WA Issaquah WA Fairbanks AK Issaquah WA Pleasant Hill CA Oakland CA Lotus CA San Martin CA San Martin CA Shingle Springs CA Yosemite Natl Park CA Lotus CA Sparks NV Wells NV Lake Elsinore CA Santa Barbara CA San Diego CA Los Angeles CA Kailua HI Honolulu HI Honolulu HI Long Beach CA Del Mar CA Kihei HI

7 9 9 10 10 10 10 10 11 11 12 12 12 12 12 2 2 3 3 3 3 7 7 8 9 9 9 10 10 11 13 2 2 4 8 8 9 10 11

Eric Oslos Mark Leahy Jim Farrell Bryce Shipley Anthony Varga Ryan Brown Megan Mcconnell Renzo Scheidema Todd James Ashley Schad John Morse Nikolay Stoyanov John Piper Brian Odell Walter Morse Thomas Cook Anthony Tagliaferro Gwen Clark Brian Mcmahon Steve Murillo Jay Janda Joe Julik Scott Souther Stuart Bernstein Mark Leahy Alan Ayers Greg Sessa Josiah Stephens Charles Hannon Todd James Tina Soggemoen Steven Grattan Michael Denevan Hugh Hoglan Stephen Bacon Stacy Patterson Lucas Ridley John Corry Todd James

NV CA AZ NH NH KY GA TX

Gordon Cayce Rob Mckenzie Gordon Cayce Mitchell Shipley Jon Thompson Gordon Cayce Gordon Cayce Gordon Cayce David Broyles Gordon Cayce Daniel Guido Black, Greg Henry Boessl Henry Boessl Henry Boessl Eric Hinrichs Scott Seebass Dallas Willis Rod Mitchell Fred Ballard John Heiney Alan Paylor Gordon Cayce Steven Prepost Rob Mckenzie Gordon Cayce John Middleton Gordon Cayce Gordon Cayce David Broyles Scott Seebass William Cuddy Patrick Denevan Paul Hogan Steven Prepost Jeffrey Nicolay Matthew Taber Mel Glantz David Broyles

PARAGLIDING

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P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1

Morton Roy Roy Sterling Auburn Issaquah Beaverton Fairbanks San Leandro Half Moon Bay Santa Cruz Shingle Springs Yosemite Natl Park Sparks Wells Lake Elsinore San Diego Kailua Honolulu Honolulu Long Beach Del Mar Kihei Silverado Oceanside Wailuku Madrid

WA WA WA AK WA WA OR AK CA CA CA CA CA NV NV CA CA HI HI HI CA CA HI CA CA HI NM

1 1 1 1 1 1 1 1 2 2 2 2 2 2 2 3 3 3 3 3 3 3 3 3 3 3 4

David Auman Leah Irwin Robert Irwin James Muntz Joshua Latta Matt Becker Micah Bartron Coty Mayo Arthur Santos Scott Solomon Chris Ryan Stephen Thilenius Reginald Powell Iii Cheyenne Simoncini Clinton Conley Brian Dahl J Ryan Barnds Thomas Prindle Jack Crouse Andrew Zoechbauer Bruce Campbell Spencer Stein Philip Gillett Chris Buening Jesse Pennepacker Mark Short Dave De Mill

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Charles Smith Kevin Hintze Kevin Hintze Denise Reed Denise Reed John Kraske Maren Ludwig Samuel Crocker Wallace Anderson Jeffrey Greenbaum Wallace Anderson Bradley Geary Robert Peloquin Bruce Kirk Brad Gunnuscio Patrick Eaves Max Marien Pete Michelmore Pete Michelmore Pete Michelmore Rob Mckenzie Max Marien David Binder Bradley Geary David Hanning David Binder David Prentice

4 4 4 4 4 4 4 4 4 4 4 4 5 5 5 5 7 8 8 9 9 9 9 9 10 10 10 11 11 11 12 12 13 13 13 13 13 13 13 13 13 1 1 1 1 1 1 1 1 1 1 2 2 2 2 2 2 2 2 2 2 3 3 3 3 3 3 3 3 3 3

John Glime Todd Jirsa Loren Dumont (virginia) Jenny Hamilton Gordon Kyser Leslie Hooper William Marshall Michael Burke David Jungst Emily Yates Michael Stefan Derek Redd David Healow Mike Bickley David York James Rooks Ron Roberts Leslie Blatt Daniel Chisholm Randy Weber Daniel Dewitt Erik Olerud Rowan Hildreth John Phipps Shane Parreco Remy Swaab John Hansbrough Anja Auwermann Denae Nemanic Jacob Reese Ramon Llenado Sawahiko Shimada Graham Newman Ian Mcintyre Abdolreza Boshtavaei Lisa Rossmann Philip Lawford Katherine Mitchell Chris Uganecz Olcay Ozturk Zsolt Klimaj Julie Williams David Auman Gregory Ignatov Leah Irwin Robert Irwin James Muntz Joshua Latta Matt Becker Coty Mayo Nicholas Becker Jan Passion Kyle Kearney Greg Didriksen Bruce Hachtmann Brian Hachtmann Stephen Thilenius Reginald Powell Iii Justin Boyd Cheyenne Simoncini Clinton Conley Brian Dahl Claudia Barreda J Ryan Barnds Tom Goldstein Thomas Prindle Jack Crouse Andrew Zoechbauer Bruce Campbell Spencer Stein Philip Gillett

STATE RATING OFFICIAL

Kevin Hintze Granger Banks Gregory Kelley Alejandro Palmaz Etienne Pienaar Jonathan Jefferies Rusty Whitley Brad Gunnuscio Ivo Salomon Christopher Grantham Charles Woods Gregory Kelley Andy Macrae Scott Harris Kevin Hintze James Matt Combs Ron Kohn Benoit Bruneau Luiz Fernando Costa Christopher Grantham James Griffith Mike Steen Chad Bastian Terry Bono Stephen Mayer Ken Hudonjorgensen Kevin Hintze Hadley Robinson Hadley Robinson David Hanning Bruce Kirk Terry Bono Murat Tuzer Murat Tuzer Murat Tuzer William Smith Murat Tuzer Murat Tuzer Etienne Pienaar M Can Gul Kyoung Ki Hong Lan Chirico Charles Smith Lawrence Wallman Kevin Hintze Kevin Hintze Denise Reed Denise Reed John Kraske Samuel Crocker John Kraske Jeffrey Greenbaum Jeffrey Greenbaum Jason Shapiro Jeffrey Greenbaum Jeffrey Greenbaum Bradley Geary Robert Peloquin Jason Shapiro Bruce Kirk Brad Gunnuscio Patrick Eaves Rob Sporrer Max Marien Marcello De Barros Pete Michelmore Pete Michelmore Pete Michelmore Rob Mckenzie Max Marien David Binder

J U N E RTNG REGN NAME

CITY

P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-3 P-3 P-3 P-3 P-3

Oceanside CA Jamal CA La Jolla CA Oceanside CA Wailuku HI Madrid NM Salt Lake City UT Estes Park CO Edwards CO New Castle CO Farmington UT Gunnison CO Crested Butte CO Draper UT Salt Lake City UT Salt Lake City UT Billings MT Jackson WY Wilson WY Bozeman MT Boise ID Jackson WY North Branford CT Bew Britain CT Harrisonburg VA Elizabethtown PA Dulles VA Frametown WV Charlottesville VA Chalfont PA Brevard NC Miami FL Austin TX Yonkers NY Montclair NJ Warsash, Southampton Fareham, Hants Tehran Wuerzburg Kingston, Act Abbotsford, Bc Ankara Mississauga, Ont Mexico Df Medford OR Portland OR Portland OR Port Angeles WA Sequim WA

3 3 3 3 3 4 4 4 4 4 4 4 4 4 4 4 5 5 5 5 5 5 8 8 9 9 9 9 9 9 10 10 11 12 12 13 13 13 13 13 13 13 13 13 1 1 1 1 1

Ubaldo Morales-talavera Kyle Wilkes-anvelt Tess Ulrich Jesse Pennepacker Mark Short Dave De Mill John Glime Todd Jirsa Loren Dumont Gordon Kyser Leslie Hooper William Marshall Michael Burke David Jungst Emily Yates Trevor Morrell David Healow Jason Bruni Mike Bickley Matthew Paine David York James Rooks Leslie Blatt Jose Dias Randy Weber Daniel Dewitt Erik Olerud Robert Hall Rowan Hildreth John Phipps Shane Parreco Remy Swaab Jacob Reese Ramon Llenado Sawahiko Shimada Graham Newman Ian Mcintyre Abdolreza Boshtavaei Lisa Rossmann Katherine Mitchell Chris Uganecz Olcay Ozturk Zsolt Klimaj Jose Quintana Karl Blust Steve Newman Daniel Randall Joseph Hartley Bruce Burris

STATE RATING OFFICIAL

Max Marien Bradley Geary Max Marien David Hanning David Binder David Prentice Kevin Hintze Granger Banks Kris Husted Etienne Pienaar Jonathan Jefferies Rusty Whitley Brad Gunnuscio Ivo Salomon Christopher Grantham Steve Mayer Andy Macrae Scott Harris Scott Harris Andy Macrae Kevin Hintze James Matt Combs Benoit Bruneau Ciaran Egan Christopher Grantham James Griffith Mike Steen Dwayne Mccourt Chad Bastian Terry Bono Stephen Mayer Ken Hudonjorgensen David Hanning Bruce Kirk Terry Bono Murat Tuzer Murat Tuzer Murat Tuzer William Smith Murat Tuzer Etienne Pienaar M Can Gul Kyoung Ki Hong Miguel Gutierrez Kevin Lee Brad Hill Nick Crane Rob Sporrer Douglas Stroop

RTNG REGN NAME

P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-4 P-4 P-4 P-4 P-4 P-4 P-4 P-4 P-4 P-4 P-4 P-4 P-4 P-4 P-4 P-4 P-4 P-4 P-4 P-4 P-5

1 1 1 1 2 3 3 3 3 4 4 4 4 5 5 8 8 9 9 9 10 10 12 12 13 13 13 13 1 1 1 1 1 2 2 2 2 3 3 3 8 8 12 13 13 13 13 13 3

2 0 1 0 CITY

RATINGS STATE RATING OFFICIAL

Joe Stermitz Orondo WA Rishi Nair Issaquah WA Travis Forsman Corvallis OR Scott Farnsworth Trail OR R Bruce Bundy Santa Cruz CA Tom Goldstein Los Angeles CA Bonita Hobson Kaneohe HI Maria Teresa Montero Terry Santa Barbara CA Spencer Stein Del Mar CA Chad Fleischhacker Sandy UT Leroy Evertsen Glendale AZ Jeffrey Keddy Los Alamos NM Michael Pesek Denver CO Mike Bickley Wilson WY James Rooks Jackson WY Edmar Santos Bridgeport CT Clark Bailey Burlington VT Richard Gillespie Charleston WV David Addams Mechanicsburg PA Suellen Lustoza Mechanicsburg PA Michael Raza Alpharetta GA Jeffrey Weiss Daytona Beach Shores FL William Mccullough Fpo AE Ozgun Babur New York NY George Mackenzie Calgary,ab Abdolreza Boshtavaei Tehran Olcay Ozturk Ankara Zsolt Klimaj Mississauga, Ont Jaromir Lahulek Maple Falls WA Daniel Randall Portland OR Pauline Hsieh Bellevue WA J Carson Stitt Peshastin WA Matt Cone Seattle WA Noel Mills Carmel CA Mark Santurbane San Luis Obispo CA Jessica Love Roseville CA Mark Haase Reno NV Martin Hearne Kula HI Alexey Gagarin Northridge CA Jared Carlson Honolulu HI Craig Panarisi Bondville VT Israel Obando Northfield NH Ozgun Babur New York NY Martina Lang Agassiz, Bc Emrah Akar Kadikoy, Istanbul Abdolreza Boshtavaei Tehran Olcay Ozturk Ankara Zsolt Klimaj Mississauga, Ont Bret Daniel La Jolla CA

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Douglas Stroop Bob Hannah Kevin Lee Nick Crane Brad Gunnuscio Marcello De Barros Pete Michelmore Rob Sporrer Max Marien Mike Steen Roy Zaleski William Smith Jeffrey Farrell Scott Harris James Matt Combs Heath Woods Mike Steen Charles Givans Hugh Mcelrath Hugh Mcelrath Luis Rosenkjer Bill Heaner Bob Hammond Jr James Bradley Ken Hudonjorgensen Murat Tuzer M Can Gul Kyoung Ki Hong Mark Heckler Nick Crane Denise Reed Douglas Stroop Douglas Stroop Kyoung Ki Hong Chris Santacroce Rob Sporrer Jonathan Jefferies David Binder Darius Lukosevicius Pete Michelmore Max Marien Kevin Lee James Bradley James Reich Murat Tuzer Murat Tuzer M Can Gul Kyoung Ki Hong Robin Marien

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MAGAZINE COLLECTION 1971-2008

ou hold the history of our sport, from the earliest

38 great years of free flight fun are packed into these digital

F I L M S

New 2011 Calendars are on the way. Available mid-November. This is the best calendar you've ever seen, purchased, used, hung, scribbled on, lived by, and proudly displayed for all to behold. Photos from here in the United States and photos from exotic desintations abroad. We know - you have a calendar on your iPad and your iPhone and your iWhatever. Get a real calendar for your real wall and live the dream 24-7-365.

HG & PG MAGAZINE ARCHIVES ON DVD | $30.00 Within these pages you’ll find the evolution of foot-launched flight from the first days of bamboo dune-skimmers to the modern variety of hang gliders, paragliders and rigid wings. Each PDF file is one complete magazine, just as originally published. Pages with color have produced as color scans, the rest scanned as black and white images. Blemishes or imperfections are present in the original source magazines, some of which were the only known copies remaining.

2011 HG & PG CALENDARS | $15.00

? ? Ydays of bamboo and plastic to the present.

B O O K S

Complete

MAGAZINE

COLLECTION

PLAY GRAVITY DVD | $41.95

A P P A R E L

BIG BLUE SKY DVD | $29.95 FOR SALE IN THE US ONLY.

Big Blue Sky is a feature length documentary about hang gliding, the first extreme sport, and how it started. Big Blue Sky is the story of the Lost Frontier of flight, tracing the origins of hang gliding from the 1880s thru today, focusing on the golden years of this exciting sport, the 1970s. The story is told by the pioneers of the sport, and their stories are illustrated by exciting neverbefore-seen vintage movie clips and still images. They describe their part in history, and the profound effect hang gliding had on their lives. Big Blue Sky is written, directed, produced and edited by Bill Liscomb, a pioneer in the sport of hang gliding. Through his experiences and personal friendships with the pioneers of hang gliding, Big Blue Sky tells an engaging story in a way that no one else can…..

FLEECE JACKET | $35.00 - 45.00

Speedflying, paragliding,

So you just made 10K

BASE jumping. A plethora

and sent it over the

archives. Watch technique and

of multi-sport action packs

back. No retreive? Why

technology evolve. Learn how

this slickly produced DVD

let that stop you? Be

with more great moments

prepared for a chilly

sites have opened and closed. 1971 - 1973 Low & Slow 1972 - 1976 Ground Skimmer 1976 - 2003 Hang Gliding 1993 - 2003 Paragliding 2003 - 2008 Hang Gliding & Paragliding

Get to know the old school.

1971-2008

than a Mariah Carey holiday

hike out. In Zero Viz