USHGA Hang Gliding & Paragliding Vol33/Iss6 June 2003

Volume 33 Issue 6 June, 2003 $4.95

A P u b l i c a t i o n o f t h e U n i t e d S t a t e s H a n g G l i d i n g A s s o c i a t i o n • w w w. u s h g a . o r g

by Jim Palmieri

by Cheri Silvera

by Jenn Beach

801 255 9595 552 West 8360 S Sandy, UT 84070

www.4superfly.com info@4superfly.com

C OMNATY E, N 2T 0S 0 3

Departments Editor’s Notes...................................... 4 Pilot Briefings .................................... 5

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Santa’s List ........................................ 10 Calendar............................................ 12 Air Mail.............................................. 14 Accidents........................................... 24

A profile of USHGA Executive Director, Jayne Depanfilis by Jim Palmieri Palmieri...........

Product Lines .................................... 49

33

New Ratings...................................... 50

Lofty Ambitions

Master’s Corner ................................ 54 Sylmar Site News .............................. 59 Marketplace ...................................... 60 Windbag & Hog................................ 73 Gallery............................................... 73 (Images by J. Patrick Cudahy)

by Bruce Hall

by Cheri Silvera

Cover Image: Red Bull Air Force Team Pilot Othar Lawrence at Red Bull Vertigo, 2002.

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56

by Ken Hudonjorgensen

by Pete Lehmann

World Record Encampment

by Davis Straub

Using GPS as a Safety Tool by Peter Gray..............42 © Red Bull/Denis Balibouse 2002

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Picacho

Pleasure

by Jeff Goin

by Jenn Beach .............................................................................................................16 Hang Gliding & Paragliding: June, 2003

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EDITOR’S NOTES

Equality is in the eye of the beholder There’s a saying in politics, or more specifically in Congress, that if what you are doing has folks on both sides of the aisle upset, you are doing something right.

In other words, by seeking the middle ground, you are sure to upset the folks on the extremes. I hope that is the case for this magazine, too, because that would mean we are on the right track.

We are seeking that middle ground, and in doing so we’ve upset some pilots who are especially committed to their own form of free flight.

In the past few weeks, I’ve been told the first two issues of this magazine have been overloaded with too much hang gliding material. I’ve also heard we have too much paragliding material.

Some have stated that it’s obvious this is a paraglider magazine, with just a token hang gliding story tossed in here and there. On the other hand, I’ve been told that the magazine is ignoring paraglider pilots—the magazine is obviously focused on hang gliding with a rare tidbit tossed to paragliders.

Fortunately, the vast majority of comments we’ve heard are complimentary of the progress of the magazine, thus suggesting we are zeroing in on that middle ground. Still, as nice as it is to hear compliments, the complaints echo loudest in my ears. It may be an unattainable goal, but the editorial team here at Hang Gliding & Paragliding magazine wants to create a magazine that everyone will enjoy and appreciate.

To achieve that, we try to balance the editorial content to ensure coverage of both hang gliding and paragliding in every issue, though we can’t promise a perfect 50-50 split each month. For one thing, far too many of the stories and news items are ‘bi-wingual’ in nature so they can’t be designated hang gliding or paragliding specific.

For another, the natural flow of stories 4

into the magazine production pipeline means some months we may have more hang gliding stories than paragliding stories, while the next month, we may have more paragliding stuff to run. In other words, while each issue will have content for all pilots, we try to achieve an overall balance of content over the full run of the magazine rather than just within each individual issue.

I’m a realist, though, and I know we will always have our critics. That’s good. Change, innovation and improvement requires constructive (and sometimes vehement) criticism.

Please continue sharing your thoughts. By all means, feel free to tell us what we are doing right, but be sure you also tell us where we are going wrong. Give us some ideas for improving the magazine. What kind of stories do you want to read? Are you most interested in ‘personal flying adventure’ type stories, or ‘how-to’ stuff? Do you want information about equipment and flying gear? Or maybe straightforward site descriptions and recommendations?

This magazine has room to grow, adapt and improve. We need your help to guide that process and ensure we get you the best possible publication.

Feed me your ideas, comments and criticisms by emailing me at Dan@ushga.org.

Safe flights,

June, 2003: Hang Gliding & Paragliding

PILOT BRIEFINGS

USHGA Board approves PG tandem changes Common sense and experience provide evidence that each element of our equipment is susceptible to wear and tear over the years. Annual inspections, regular maintenance, replacements and upgrades come with the privilege of being a pilot. This important aspect of our flying becomes increasingly profound when two individuals take flight on the same aircraft.

In response to this situation, the USHGA Tandem Committee discussed an equipment safety proposal and, as a result, approved a revised equipment requirement. Beginning July 31, 2003, every Tandem Paragliding Pilot’s equipment must comply with following two requirements: 1. Steel carabiners must be used for the main attachment point between the spreader bar and the riser. This is consistent with the new DHV tandem requirement.

2. The reserve bridle shall be connected symmetrically to the spreader bar ensuring that pilot and passenger land suspended by the spreader bar in the event of a reserve deployment. This configuration suspends the tandem pair more evenly for improved passenger safety when landing under a reserve.

For more information, contact Chris Santacroce, via email: chris@4superfly.com Just recycle ‘em when you whack!

Paper hang gliders take to the air at

Kitty Hawk Kids used to make simple kites out of paper. Today, they make fullsized, fullyfunctional hang gliders out of paper!

Ten collegiate teams made paper gliders for the Energy Challenge competition.

The competition culminated in March when the pilots of Kitty Hawk Kites flew the paper hang gliders in a distance and flight duration contest. The entry from North Caroline State University flew into first place from launch at the top of an 80foot dune at Nags Head, North Carolina.

The competition, held in conjunction with the 100th Anniversary of the Wright Brothers First Flight, allowed the team to make three fl ights each with the wings they designed and constructed from paper materials, including corrugated paperboard or linerboard. The students took nearly 8 months to prepare for the competition.

Sponsored by the U.S. Department of Energy and the Institute of Paper Science and Technology, the Energy Challenge competition encourages innovation, interest in science and engineering, and promotes awareness of energy efficiency, manufacturing design, recycling, waste minimization, and pulp and paper industrial processes. The competition supports DOE’s Agenda 2020, a program to enhance the economic competitiveness of the U.S. forest products industry and to help the pulp and paper industry reach the vision of more energy efficient manufacturing processes in the year 2020.

The

Hang Gliding & Paragliding: June, 2003

industries are intense users of energy. This contest enables students to learn about energyefficient and environmentally friendly paper manufacturing.

pulp,

paper

and

Spartan School of Aeronautics (Tulsa, Okla.) captured second place overall (First in the Flight Contest) and Temple University finished third overall (Third in the Flight Contest).

The members of the winning team from North Carolina State were Jody Moss, Daphne Wang, Josh McCall, Bryan Ransom, Sarah Mertens, Trey Hathaway and Brandon Teague.

Participating teams included North Carolina State University, North Carolina Agricultural and Technical State University (Greensboro, N.C.), Georgia Institute of Technology, University of Maine, Miami University, Temple University, Savannah College of Art and Design, Spartan School of Aeronautics (Tulsa, Okla.), University of Central Florida and Western Michigan University. The flights accounted for 20 percent of the total points needed to win Energy Challenge.

Overall scoring for the event was based on best paper hang glider performance during a distance event, written reports, gross weight, material composition, sail area requirements, tear and tensile strength, moisture resistance, recycle content and novelty of design.

Each school was required to complete an H1 course at Kitty Hawk Kites, Inc.

paperboard 5

PILOT BRIEFINGS

Paragliding nationals soar into Rockies Comp set for Telluride, Colorado, Sept.

16-20 The 2003 U.S. Paragliding Nationals will be hosted by the Telluride Air Force at Gold Hill, Telluride September 16-20, 2003. The event is an USHGAsanctioned competition.

Pilot requirements for the competition include: P4, TUR & RLF sign-offs, previous comp experience, radio, local club membership (included with entry fee), and possession of a USFS hiking permit ($3 in town at Telluride Sports).

Registration preference will be given to ranked pilots. Supplemental oxygen is recommended (refills included w/entry).

The event will have GPS scoring; GPS units to be supported will be available in the comp details on the website

by June 15th. The competition will include cylindrical or FAI vector turnpoints, tasks could include race to goal with or without turnpoints, out and return, triangles, cat’s cradle’s.

Pre-registration $250—$300 after Aug31—(transportation is NOT included). Official practice dates: September 14-15, but pilots welcome anytime. Sept 21 and 22 are official weather dates. Pilots should plan enough time in advance of the comp for acclimatization.

Headquarters at the Telluride Ski and Snowboard Club (300 S. Mahoney

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PILOT BRIEFINGS

This ain’t no spy plane: Wills Wing unveils new U2

military plane, however, the Wills Wing U2 doesn’t require top -secret clearance to fly.

The newest hang glider to roll out of Wills Wing shares names with one of the highest soaring aircraft in the world—the U2. Unlike that

The U2 is Wills Wing’s newest model designed by Steve Pearson. It was conceived as a very

Drive, Telluride).

With the exception of local club members and volunteers, the flying site will be closed to free flying during the competition. Please come fly with us before (during the Telluride Blues and Brews Festival) or after.

For updates, registration forms and general info go to tellurideairforce.org or call Scott MacLowry at (970) 369-4696 for more details.

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Hang Gliding & Paragliding: June, 2003

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AIR MAIL PILOT BRIEFINGS

Specification Area (ft^2) Span (ft) Aspect Ratio Glider Weight (lbs) Hook-In Weight (lbs) Optimum Body Weight (lbs) Nose Angle (deg) Double Surface (%) USHGA Rating Vne (mph) Va (mph) Vms (mph) HGMA Cert.

Sugg. Retail

U2 160 160 33.1 6.8 68 160-260 170-210 125-128 84 3 53 46 20 3/20/2003 $4475.00

lightweight glider with performance approaching that of the much heavier, more expensive, and more challenging competition class wings. There are no bridles—all stability systems are internal—so cable drag is minimized. Standard on the U2 is the new Litestream control bar: a Slipstream-style, fully streamlined bar that uses the same streamlined aluminum basetube as the Slipstream bar, but with shorter chord, easier to grip, lighter weight Litestream downtubes. The U2 also comes standard with a Hydranet TM trailing edge panel. Hydranet utilizes spectra fibers for low stretch, and yet is soft for great handling.

The Wills Wing U2-160 was issued HGMA Certificate of Compliance # 20030320 - 01 on March 20th 2003, and the smaller U2-145 passed all flight and vehicle tests shortly after.

It, too, is now available.

Aerotowing, Euro style New fl ight park offers adventure for hang gliders (with future plans for paragliders!)

This spring, a new flight park opened just outside Avila in central Spain.

The new park, Avila Flight Park, boasts full service packages, with an assortment of wings (flex and rigid) available, as well as aero tugs, pilot retrieve, and non-flying activity planning for blown-out days (or nonpilot companions).

The planners at Avila Flight Park note that the core activity is the tugging, and initially the park will utilize a Hang Gliding & Paragliding: June, 2003

U2 145 145 31.3 63 140-220 140-170

$4475.00

mixture of 3-axis and weightshift trikes, with an emphasis on moving entirely to 3-axis over time.

What’s more, by 2004, the park plans to add static-line paraglider winching on an adjacent field (set a safe distance away). For more information, visit www.aerotow.com

USHGA meeting minutes available online Want to know what USHGA is up to? Just check out the organization’s website for the latest news.

The unofficial version of the minutes from the spring 2003 Board of Director’s meeting are posted on the USHGA website (www.ushga.org).

The complete fi le, saved as a Word Document, is available for download—the fi le size is 3 megabytes (160 pages). If you prefer not to download the fi le, you may view the draft version of the minutes in your browser window.

The links to the minutes are in the “Members Only” section. After you login, click on the “Board Information” button and then on the “Meeting Minutes” button and you’ll see the links to previous versions of the minutes.

The minutes for the Spring meeting are referred to as the “unofficial” version of the minutes because they can only become the official version after they are approved at the next BOD meeting in the Fall.

Owen’s Valley map offered, and its FREE! Flying the Owens Valley big air is hard enough without having to worry about getting lost! On cross-country flights, visiting pilots and chase crews frequently won’t know where they are, and hang gliding place names aren’t on most maps. Landing out after a hard flight can turn into a real problem when nobody can find you! After years of flying the Big

O, Hungary Joe’s Flying Circus has developed a flying map for the Valley.

Popular HG locations are in bold letters, so the map can be carried by both the pilot and chase crew to improve communication and to reduce navigation problems. The map includes lamination instructions for carrying it in fl ight on the control bar.

The free map is available by sending a self addressed stamped envelope to: Hungary Joe’s Flying Circus, 5051 Alton Pkwy #55, Irvine CA 92604.

Alternatively, request the map as a PDF file by sending email to: ghoag@brwncald.com Weather when you need it The USHGA store offers a new book for aviators. The book, A Detailed Explanation of Weather and FAA Weather Services. Fourth edition, provides the information pilots need to evaluate and understand weather. The book essentially provides an up-todate compilation of the FAA’s weather publications in one easy-to-understand and easy-to-use 442-page tome, divided into three parts.

Part I: Aviation Weather contains 12 chapters covering such topics as Clouds, Turbulence, Stable & Unstable Air and Air Masses.

Part II Aviation Weather-Over and Beyond continues with 4 additional chapters with such topics as high altitude weather, tropical weather and soaring weather.

Part III Aviation Weather Services contains 26 chapters focused on issues like Radar Weather Report (SD), Satellite Weather Pictures, Surface Analysis Chart, Aviation Routine Weather Report (METAR), US Low Level Significant Weather, and much more.

The detailed weather manual sells for$24.95 plus $5 s/h. Order today from USHGA by calling 1-800-616-6888, or buy online at www.ushga.org.

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S A N T A ’ S

L I S T

A “Significant Other’s” Guide to Understanding the Free Flight Pilot

H

By Chris Santacroce

ang gliding and paragliding have certainly put their fair share of strain on relationships over the years. But the sports bring immeasurable meaning and joy to our lives, making us (most of the time) better people. A close look at how these pursuits affect our lives reveals a profound question: Does a passion for free fl ight help our relationships?

We may never know the answer to this question, but we do know that some relationships prosper and even flourish as a result of “free flying” in a relationship. But it is important that both the pilot and the partner understand this lifestyle. Therefore, a little education, a few rules and some tricks ought to help the non-flying Significant Other understand their free flying partner.

With that in mind, here are some things that everyone involved in the Free Flight Lifestyle—or involved with someone who enjoys that lifestyle—must understand: • Flying is a special pursuit, it is not a sport. It falls under the category of ‘aviation.’ If anyone that you love proves lucky enough to be able to fly, consider them privileged—you should be happy that such a fulfi lling avocation is available to them.

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Being able to fly is like being able to go to space. If you get the chance, you do it (if you are that type of person).

• Flying demands a unique combination of mental and physical exercise. People who do it end up thinking differently as a result. It can open a person’s mind. If you notice a change in your partner as a result of flying, be happy for them. Change is generally good. People like to evolve and not all pursuits yield such results.

• Flying demands a certain level of commitment in order to be done safely. Smart pilots take intensive courses, practice consistently, study in every way possible and buy the best equipment available.

• It is impractical to think that you can make a person want to fly or not fly. People need to fly like they need to go to the bathroom.

It is not debatable. If someone in your life fl ies, then it is so. If you would prefer that they not fly, then you have little recourse other than helping them to fly so much that they burn out. In time, the need to fly may wane.

Or it might not.

• Flying is completely dependent on the weather. We cannot predict where, when or how we will fly, nor how long we will be in the air.

• If you are the spouse, partner or significant other of a person who

fl ies, you will need to be creative and accommodating over the years.

It can also help domestic tranquility if the non-pilot partner understands the ‘language’ of the flying spouse. In other words, it can be important to know the lingo. A pilot’s lexicon is a weird one—even for pilots. Therefore, here’s a primer on the pilot vocabulary:

launch

Take off area

LZ

Landing Zone, place where everyone lands

top land

Land where you take off

winds aloft

Speed of winds high above the ground.

These can tell us how windy it’s going to be where we fly.

soaring

Staying up

sledder

A flight from the top to the bottom without soaring

cross-country Take off one place and land at a distant location (not predetermined) shuttle

Drive to launch to retrieve the vehicle of a pilot who flew down

thermal

Rising column of air.

Also, the act of making circles in that rising air

aerotow

Tow up a hang glider behind an ultra light powered aircraft

maneuvers clinic A session where paragliders are towed up over water using a boat, June, 2003: Hang Gliding & Paragliding

S A N T A ’ S

then coached to do things that make them safer pilots WHACK

Any time the front part of a hang glider or paraglider hits the ground

launch potato Someone who sits on launch and waits unnecessarily gaggle

Bunch of hang gliders or paragliders flying together

ridge soaring Going back and forth on a ridge wuffo

Somebody who stands around and says, “What’s that for?”

bags

Paragliders (derogatory, HG)

plumbers

Hang gliders (derogatory, PG)

huck

Launch, take off

driver

You :^)

SOME OTHER THINGS TO CONSIDER: • The safest times to fly are early in the morning and late in the evening. Reward your favorite pilot for leaving home early and coming home late. Only advanced pilots fly during the middle of the day, especially in the summer. Help your significant other to show up early (AM) and launch late (PM) for the “nice” conditions.

• Never teach your significant other to fly. It doesn’t work.

Period. (Most pilots know this to be the case.)

Hang Gliding & Paragliding: June, 2003

• Don’t ask them to leave their glider at home when traveling. It’s not that they will fly it, it’s that it is nice to have the option. The next best thing to flying is being able to fly. Nobody asks you to leave your car jack at home even though you rarely get a flat tire.

• More men than women fly. Take that for what it is worth.

• Most pilots feel some pressure and incentive to soar and fly crosscountry. Flying doesn’t involve that for all pilots. Support your loved one by saying things like, “That’s nice, but why don’t you just take some of those simple flights where you just fly down?”

• Motorized paragliders and hang gliders are able to fly in more places and with greater predictability. If they want to buy a motor, let them. They will be home more often if they do.

• Flying is safest when there is a breeze on take-off and on landing.

Discourage flying in winds over 20 and also in zero wind environments.

• It is always helpful to know the wind direction on landing. If you are around, pull out a windsock (or a long ribbon of surveyor’s tape) and hold it up. Failing that, as your pilot sets up to land, kick-up some dust or stir up the dust with a vehicle. In other words, give your pilot an indication of the wind direction and strength.

• If you have a radio, talk to your pilot. It’s always useful to hear a quick report that is brief and to the point. Something like: “The truck is leaving the top” or “The truck is in the landing zone, the wind is south at 5”. It is not necessary to say, “This is Jane - does anyone copy?” Sometimes pilots are too busy to respond. Press the button and then talk with the mic about 8 inches or so from your mouth, speak clearly and say things twice.

If they do hear you and they have time, they will answer back. If you

L I S T

want to be able to give accurate wind reports, demand a wind meter (anemometer).

• Don’t announce on the radio where you hid the keys unless you want everyone within about five miles with a radio (or scanner) to know.

• Try to avoid giving specifics about your exact location over the radio; people can be monitoring the frequency and come stalk you for the sport of it.

• If you want to buy something for a pilot, ask their friends what they need. Gifts that enhance safety include: new reserve parachutes, new gliders, survival equipment like signal mirrors, signal smoke, radios, head sets, trips, training and tree rescue kits.

• Telling your loved ones to ‘be careful’ is a little bit silly. Pilots never leave the house thinking, “I’m going to be reckless today.”

More creative and appropriate salutations are: “sky out,’ “nail your landings,” “don’t end up on your belly (HG) / your ass (PG),” “don’t bother calling, I’ll just see you when you get home” or ”if you break down tubes today, then you have to wash my car”.

Above all else, remember flying is a lifestyle—that is, it is an important part of the pilot’s life. Respect that and support that—and demand respect and support in return for the things you love to do.

Next month, we’ll give non-pilot partners some tips and tricks for staying interested and entertained while your pilot flies.

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C A L E N D A R

Calendar of events items WILL NOT be listed if only tentative.

Please include exact information (event, date, contact name and phone number). Items should be received no later than six weeks prior to the event. We request two months lead time for regional and national meets.

COMPETITION

June 7-14, 2003 2003 Midwest Regional Hang Gliding Competition at Raven Sky Sports. USHGA Class B sanctioned, at Twin Oaks Airport.

N463 County Road N, Whitewater, Wisconsin 53190. Contact Brad Kushner, comp@hanggliding.com, (262) 473-8800, fax (262) 473-8801.

june 18-July 20, 2003 Texas Open 2003. A Hill Country aero-tow fly-in and competition. http://danbarb.org/txopen

June 20-22, 2003 Wild Wild West Regionals Region 2 Championships, Carson City NV. Contact Adventure Sports, Box 20066, Carson City, NV 89721. (775) 883 -7070 http://www.pyramid.net/advspts e-mail advspts@pyramid.net

June 25-29, 2003 2003 King Mountain Hang Gliding Championships - King Mountain near Moore, Idaho. Contact Lisa Tate, Meet organizer/director at (208) 376-7914 or (208) 484-6667, 11716 Fairview Ave., Boise, Idaho 83713 lisa@soaringdreamsart.com.

See rules online at www.soaringdreamsart.com/kingmeet

june 30-july 6, 2003 Chelan XC Classic - The USHGA class A sanctioned, held in Chelan, Washington. See www.cloudbase.org and click on 2003 Classic., or contact Steven Alford (425) 788-0308.

july 27-Aug 1, 2003 CLASS 1, 2 & 5 HG X-C MEETS: US Nationals, Big Spring, Texas Sanction: USHGA Class A sanctioned and CIVL/WPRS points meet: Flex, Rigid and Swift class.

See http://www.flytec.com

September 16-20, 2003 Paragliding US Nationals. USHGA sanctioned, hosted by the Telluride Air Force at Gold Hill, Telluride. Pre-registration $250/$300 after Aug31. Official practice dates : September 14 & 15. Sept 21&22 weather dates. Scott MacLowry at (970) 3694696, tellurideairforce.org

until Dec 31, 2003

The Michael Champlin World X-C Challenge. Open to paragliders, hang gliders, rigid wings and sailplanes. Visit http: //www.hanggliding.org or contact John Scott (310) 447-6234, fax (310) 447-6237, brettonwoods@email.msn.com.

F U N F LY I N G

june 7-8, 2003 Antique Hang Glider Fly-In, Cape Kiwanda Oregon. http://danimal.ats.orst.edu/antiqueflyin.html (info page) http://community.webshots.com/user/forbesmarkg (pictures)

june 7, 2003 Tiger Mountain Fly-In, Issaquah, WA. Contact Bob Rinker Brinker@roadway.com, www.paraglider.org.

june 13-22, 2003 Phil Smith of Midnight Sun Paragliding LLC and Super Fly are teaming up to host the “Ten Days of Solstice” Fly-In in Girdwood, Alaska. Visit www.midnightsunparagliding.com or contact Phil Smith at (907) 522-1242, flydawg@gci.net

June 28, 2003 Sylmar Hang Gliding Association (SHGA) celebrates their 20th Anniversary at the Sylmar Flying Site in the San Fernando. Enjoy a barbeque party at the end of the flying day in the LZ located at the end of Gridley Street.

aug 30-sept 1, 2003 Brad Koji Memorial Fly-In, North Park, Colorado Details at www.rmhga.org

CLINICS, MEETING, TOURS

august 7-9, 2003 Sierra Nevada Open Distance Hang Gliding Championships, Reno, Nevada area. Contact Rose Carter (775) 359-3933 or rose_carter@hotmail.com also heliumharris@worldnet.att.net

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June, 2003 Mid-Atlantic Airsports – France, Switzerland and Italy. http: //midatlanticairsports.com/france.html.

June, 2003: Hang Gliding & Paragliding

C A L E N D A R

june - july, 2003 Touch the Andes. Guided paragliding tours to the Central Andes of Peru by Jeff Cristol. Contact: cristol8750@hotmail.com.

june 1- july 31, 2003 Austin Air Sports is hosting their 2nd annual LSXC expedition in Edinburg, TX. www.austinairsports.com.

june 13-15, 2003 Paragliding Instructor Clinic with Dixon White & Juan Laos assisting. Ed Levin Park, Milpitas CA (in the Bay Area.) dixon@paraglide.com (928) 526-4579.

july 12-18, 2003 Sierra Nevada Safari. Contact Dennis Harris heliumharris@wor ldnet.att.net (775) 530-4393.

Calendar considerations

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Submission deadline fast approaching nd we need your help. The USHGA Hang Gliding Calendar & Paragliding Calendar relies heavily on our esteemed membership for photo contributions to these wonderful projects. If you have some spectacular photography, send it to us and send it today! Launching, landing, set-up, breakdown, truck/ aero/boat/dogsled towing, whatever. If there is a hang glider or paraglider in the photo, we want to see it! Imagine your mug/glider/site being immortalized for all the world to admire.

Deadline is April 30th!

We prefer horizontal slides—at this time, we are not accepting digital photos because of resolution problems with creating a 10-inch by 13-inch print. Please send your submissions to: USHGA Calendar, PO Box 1330, Colorado Springs CO 80901.

All photography will be treated with the utmost respect and properly returned. Don’t delay, send ‘em today! If you should have any questions, please call Tim Meehan at 303/420-4344 or email tim@ushga.org

June through july, 2003 Jackson Hole Paragliding, WY: June 13-15 Tandem (T-2 T-3); June 20-22, ITP; July 2-6: SIV Clinics at the Palisades Reservoir. Contact: www.jhparagliding.com scharris@wyoming.com 307 690-8726 (TRAM)

Hang Gliding & Paragliding: June, 2003

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hers), and we are making plans to go to Europe to hang glide our way through a marriage!

Soaring into a new life together You know that out of 32 years of hang gliding, I recently heard the best thing I’ve ever heard in the air! It was “I LOVE YOU!” coming from another glider alongside me.

Megret, my future wife, shouted that greeting to me in gratitude: “I Love You!” That’s pretty good to hear considering I’ve been through 2 marriages and am considered a vulture by most people.

I lived like a surf bum a lot though now I’m living in a nice home and am getting my contractor’s license.

We now have six hang gliders, two trucks with padded racks (his and

I quit teaching the sport about 10 years ago, and when she asked me to teach her, I emphatically said, “No! You are 54 years old and you are a woman! Too much responsibility for me.” But she bugged me endlessly, so I thought I’d end it by telling her she had to invest in $6,000 worth of equipment to start! She wrote me a check and said, “What’s next?” I asked her if she had ever had any dreams of flying. “All my life!” she said. That sealed it! I took her to Pepper Ave. (sand dunes) and she proved to be natural!

We fell in love—NATURALLY! My life is finally complete! Cool, huh?

I would love to see an epic PG flight article with pictures to give us a perspective from their pilot point of view. While it should be similar, I suspect there will be differences I’ve not thought of. Different challenges but similar goals.

I hope that the PG pilots also take the opportunity to read some of the HG articles as this may be a learning experience for many of them as well.

We have no PG pilots flying in our state on any regular basis so we rarely see them fly and almost never fly with them. I’ve done so at Point of the Mountain and I had no problem flying with them other than feeling nervous due to it being something new and different.

Kenny Westfall Editor’s note: Congratulations on the upcoming nuptials! Best of luck to both of you in your shared lives aloft.

Dan Nelson (Dan@ushga.org)

‘Magazine not as bad as I feared’ I found the combined magazine didn’t ruffle my feathers as much as I was afraid that it would. Like many, I had/have concerns regarding the coverage that hang gliding would have versus the paragliding and I feel sure that this is true vice versa.

I thought that the coverage was reasonably balanced if not weighted for hang gliding. I read all the PG articles and found them interesting and a couple of them were quite good. The pictures were very nice for both groups and I found the colorful PG’s quite pretty. I guess I’m just not PG-phobic.

I really enjoyed Mike’s Stalker article and have tried to say many of the things that Mike was able to express far better than I, regarding my perceived advantages of the rigid wings. I look forward to other rigid articles as these third and fourth 14

generation rigids continue to be delivered to the market place.

I’m sure there are some sites where friction has occurred between the groups and this may have caused some hard feelings. I see these pilots as seeking the same thing I seek, just a different way of getting there.

Wayne Hobbs

Magazine impresses I would like to congratulate all of you at USHGA for the combined magazine. As a hang glider pilot, I am quite impressed to learn more about my fellow feathered friends.

At Rocky Mountain Hang and Paragliding Association, we all get along very well, fly many common sites and support each other with weather and safety information.

However, it wasn’t until I read many of the PG articles that I was able to really understand and appreciate the magic and spirit of paragliding.

I have always wanted to become “biwingual” but mostly for the convenience that paragliding offers, while hang gliding when I want to do some “real” flying. How mistaken could I be; the articles in the combined magazine have made me realize that both types of flying are real and contain the magic and spirit June, 2003: Hang Gliding & Paragliding

A I R M A I L

of true birdlike flight. This realization would not have happened without the combined magazine.

Jack Knopinski Magazine needs sharper ‘edge’ As a hang glider pilot, I thought I might take this time to give you a little feedback. A great idea to combine the two magazines. Hang gliding can only benefit from the popularity and freshness of paragliding.

Also, I agree with the recent sentiment I’ve read in the magazine about being more edgy, less fearful of hurting anyone’s feelings, and not beating the safety-first drum quite so relentlessly. Of course we need to stress safety and responsibility at the appropriate times, but emphasizing the beauty, speed, thrill and yes, even the macho factor of hang gliding will go much farther to promote the

sport and attract young pilots. Would anyone out there care to argue that hang glider pilots are not a primarily male group with plenty of ego and friendly bravado to go around?

Potential pilots will share the same qualities. All I’m suggesting is that we recognize who our market is and try to appeal to them. Of course, our female membership will always be cherished, but because we are a predominately male group, I think our image and our magazine could stand a little more testosterone. The Flytec Ads are a good example of this, and they appear to be working. At least they are getting attention.

What I’m suggesting goes beyond sexy ads though. The USHGA should appeal to our sense of daring, courage, adventure, individuality, and rebellion. It should also appeal to our fondness for scantily clad beauties. As we all know, whether the politically correct among us would like to admit

it or not, young males are who we need to attract in order to grow or even survive in significant numbers.

I think of it as similar to surfing. For most people, it’s a mellow day at the beach spent with family and friends, enjoying a few small waves on a longboard. You’ll notice, however, that the popular surfing magazines don’t focus on this side of the sport, because that would just be too boring to read about. The industry showcases their sport with dramatic images, hardcore attitudes, and unapologetic mastery of advanced surfing by experts in extreme conditions.

More interesting, more compelling, more inspiring, more provocative, more sponsorship money—more everything. Oh, and by the way, although there are plenty of girls and women who surf, most surfers are guys, so surfing magazines are full of sexy ads.

Erik Delf

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Hang2 View:

Imperfect Balance

By Jennifer Beach

I developed a longing for flying when I was very young. The yearning remained until I one day took the steps to fulfill my life-long dream to fly. That want turned to a blaze so strong that, although passion was the word I used, obsession was a much more accurate assessment of my love of free flight.

flights in one day made it all seem worth it. I was down the next weekend. But the weekend after that found me at the training hill, ready to go. I still kept the aircast on my ankle and made my best effort to hide the pain of my first flare after a run on flat and level ground. But I loosened up enough to make three flights that day. There have been other flying adversities that I swept past. When you are obsessively chasing a dream, almost no price is too high to pay. To pay for lessons and to purchase my glider and gear, I re-financed my paid-for Jeep. I also lost a couple of friends that wanted to do things together but were unwilling to do them on a weeknight. My weekends were flying and only flying.

From Friday night to Sunday night I was absorbed in the world of free flight.

I was unmovable on that point. Some of my friends could not understand why I wouldn’t take even one weekend night to be with them. They found friends that were more available.

OBSESSION:

COUNSEL: (n)

PASSION: (n) A

powerful emotion, such as love, joy, hatred, or anger. Also: Boundless enthusiasm.

At the edge of the span of emotions , lies passion. Passion lights lives, ignites flames, writes stories, and blends chords into music. If you were to magnify passion many times over, what would you have? Obsession. One of my good friends once told me that after a day of flying I walked into the house with the energy of an AC/DC song.

(n) Compulsive preoccupation with a fixed idea or an unwanted feeling or emotion, often accompanied by symptoms of anxiety.

There is a fine line between passion and obsession. Evidence that I existed in the obsession zone was exhibited as early as my first two months of training.

A break in a towline just 20 feet above the ground left me a bit panicked. I pulled on speed to keep from stalling but didn’t bleed off enough of the speed before meeting the ground. I paid for the mistake with a sprained ankle and bone bruises on both elbows.

That was on Sunday night. The high of having had four-and-a-half scooter tow 16

Advice or guidance, especially as solicited from a knowledgeable person.

Sometime during my training my instructor gave me a warning. He emphasized that once I was on my own I was not to push myself too hard or be in a hurry to learn everything all at once. I could get seriously injured, killed or— even worse—scare myself out of flying. I listened and noted his concern. I promised myself I would try to remember his warning.

Something happened during the autumn just one year after I graduated.

It started with a wild flight in August at Kenosha. To this day I couldn’t tell you how many dives or high-banked 360s I did to get out of the air. I was focused

on one maneuver at a time. It was the strangest thing; I probably should have been scared out of my wits. Instead, I was thrilled to be doing things I would normally have been yelled at for doing. I pushed the turns as high as I could bank them, purposely slipping them to work my way out of the dangerous air. I think that flight was the beginning.

DANGER ZONE: (n) a perilous area

That same year, during Labor Day Weekend, I visited Bull Mountain. I kept within my flying limits and had the opportunity to enjoy some great air. While I had good landings, I let the nose pop on one of the launches and did an elevator up instead of controlling the glider without wire assistance. I should have had control of the glider at all times.

Undaunted I went on to William’s Peak a couple of weeks later. After hiking the gear up to the north launch and setting it up, the wind switched northwest. I growled and packed up the glider, hiked it back down to the truck and went to the northwest launch. By the time we were set up and ready to go, the wind had switched back to the north with light northwest lulls. One pilot backed off of launch, I went. I should have had control of myself at all times, especially frustrating ones.

This ride did scare me. My adrenaline pulsed my blood, my breathing was harsh. I was tossed around badly in what I think was rotor from the spines north of the launch. I got away from the mountain, shaken but alive.

Next there was the zoomed landing out at Lost Road that left me with a broken downtube. That convinced me it was time to get back into training. I spent two weekends scooter towing but something was missing. Some essential part of my flying had disappeared. I wasn’t feeling the glider very well and my typical bright smile after any flight had suddenly become forced. I couldn’t figure it out, let alone figure out a way to get it back. The more training flights I took, the more desperate I became.

Something inside me was screaming out June, 2003: Hang Gliding & Paragliding

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walk over to launch seemed forever. I stood on launch, picked my horizon point to fly to, breathed, then “clear!” walk, jog, run, “pull that glider into the air!”

The launch was strong and confident, I was airborne and my spirit with it.

Deep introspection over Lookout Mountain, Golden, Colorado and I couldn’t hear the words.

Time for a break and some introspection.

It dawned on me that the last opportunity I had had to go fly, I had made an excuse not to. I had to face it. I had doubt. For the first time since I had started flying, despite all the adversities I had overcome, I doubted my abilities, and my desire. I questioned if my life was worth it. Where before the answer had been an obsessive “yes,” now I had doubt.

HEALING:

(v) Restore to health or soundness; cure.

Sometimes, you can damage yourself without ever getting a bruise. A week after returning from a trip to Singapore I made this realization. I kept thinking, “flying is my dream, my obsession, my desire, how could I doubt what I’m doing is right for me?” I shared my thoughts with no one. I think I was too embarrassed. I had only shown everyone my bright passion for the sport, would anyone understand the dark time I was going through?

area where I lacked confidence in myself.

I had to fight back.

No one knew what was on my mind that day. I put on my normal face —as much as I possibly could, anyway. I wanted no one to see the dark fear behind my eyes.

I set up the glider and did my preflight check. The wind came around nicely at 7 to 10 mph. I suited up. It was during the “glance before going” at the glider, “pins in the tubes, safety rings in place, hang straps double checked, etc.” that I noticed my heart was racing and my breathing irregular. I felt as if I had just run a mile and still had another to go.

Reaching inside myself for my last shred of Zen, I pulled it out and focused. The

All at once it seemed I had found myself again. Somehow I had lost myself in the air, and in the air is where I had my reunion. I focused on scratching out as long a ride as I could. On a marginally soarable day I got 10 minutes. I was so thrilled with that short flight that I never once thought about Williams or Lost Road. I set up perfectly for the landing and pulled it off with a flare. This time, my smile was not forced; it was genuine as the sunshine on my face.

VICTORY: (n)

Success in a struggle against difficulties or an obstacle

Something is different now though, and feels a bit strange. I still talk fervently enough about flying that people stop what they’re doing to listen. Nearly every weekend is spent wanting for weather nice enough to fly. But when I look outside, at the blue sky and moving clouds, the obsessive desire to be in it is missing. It has been tempered, and in its place is the knowledge that I can be happy in the air, or on the ground. The obsession has altered into passion. The change is bittersweet.

Being true to my heart and flying again.

Just a week later I made arrangements to meet pilots at Kenosha. I had told my instructor I would come back to the training site, but I had something to prove, to myself. I had fallen off of the proverbial horse and I had let it beat me, laugh at me, and ridicule me into an Hang Gliding & Paragliding: June, 2003

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Editor’s note: As the world watches American and allied troops battle with the Iraqi Republican Guard, it’s worth remembering the people of the Middle-East. People, not unlike you and me, who are caught in the middle of a conflict not of their choosing. The story below illustrates that good people do exist throughout the world.

—Dan Nelson

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“Honey, I’m worried about you, please be careful! You know Turkey is a Muslim country and they don’t really care about women or Americans there...”

-- e-mail from my anxious mother as I’m traveling to Turkey to compete in a paragliding World Cup event.

I

awoke on the morning of September 11 in Erzincan, a town in remote eastern Turkey. In my windowless hotel room I was listening to the too-early morning call for prayer echoing off the walls, while on television CNN Turkey was replaying images of the WTC towers imploding upon themselves. I wondered what today, the one-year anniversary of the terrorist attacks, would hold in store for the world, and for us here in the middle of nowhere.

It was my first time in a Muslim country and I was traveling alone. Prior to the trip I didn’t know what to expect.

How would I be treated as an American and as a Western woman? How I should behave?

Fortunately, my travel itinerary gave me a very gradual immersion into this culture. First stop was touristy Istanbul straddling the Bosporus Strait, which divides the Asian and European continents. Istanbul is an urban melting pot of cultures, where the dollar speaks stronger than nationality, religion or gender.

Next I passed through beautiful Oludeniz, where the British have virtually colonized this beach resort and the women even get away with topless sunbathing. In Oludeniz, better known to free fl ight pilots as a paragliding Mecca with launch 6,000 feet above the azure ocean, I received a warm welcome from the Hang Gliding & Paragliding: June, 2003

local tandem pilots. My new Turkish friends were kind and generous, a theme that would continue throughout my time in Turkey.

As I left the touristy areas and headed east to Erzincan, I could tell there was a difference in the atmosphere. I saw lots of men—young and old— everywhere in the streets. I started to notice discreet (and less discreet) stares. The strangest thing, however, was that there were scarcely any women anywhere in public. Perhaps here I should start heeding my mother’s warning to be careful.

The beauty of cross-country paragliding is that more often than not, you land someplace you hadn’t planned on landing when you left that morning.

In competitive flying, the better pilots often land at goal (and win lots of points), but sometimes the better adventure is for those who don’t complete the task and land out in the sticks. September 11 would prove to be one of the latter for me.

It started out as another typical competition day.

The Erzincan flying site is like a cross between the Owens Valley in California and Tapalpa in Mexico: a dry, flat and wide valley with yellow, barren mountains on both sides with little villages dotting the valley floor. The day’s task of 49 km was set, and it consisted of racing up and down the ridge. After the first turnpoint I managed to lose the gaggle and spent the rest of the afternoon flying alone. At one point I was deep in the mountains trying to gain altitude before tagging a turnpoint in the flats when I spotted four golden-colored leaves floating around. I joined their thermal and for the next 10 minutes we drifted around in dreamy circles

rising up to cloudbase. The views of snowy mountain peaks and far-away lakes were breathtaking, and every time I turned my head, one of the leaves would drift by, nearly at arm’s reach.

It was magical, as if time had stopped.

As I forced myself away and flew to the turnpoint, I promised myself that no matter what my competition results were for that day, I wouldn’t complain because I was given one of those precious moments that remind me why I love to fly.

But that was just the beginning. Later that flight, just when I thought I had goal within reach, I hit the worst sink cycle of my week. On a 2 km glide to reach the final turnpoint, I averaged 1,000 foot per minute sink.

I saw my goal prospects disappear below the horizon as I sank out of the sky and virtually landed on top of the turnpoint, in a powerline-laced weed field in some unnamed village.

Immediately upon landing, a horde of wild children appeared out of nowhere to innocently trample on my gear. Fortunately, a man, clad in a stout

leather jacket, also appeared and took matters into his hands. Through sign language he indicated that he too had “jumped from airplanes”, and would take care of my equipment. The police came to check out the commotion and grudgingly redirected traffic so I could fold my glider on the asphalt street.

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Amidst the chaos, the local ladies appeared en masse, a novel and surprising sight to me since I had been in Turkey. They must have been just as surprised to see me, curious to check out the girl who had just dropped out of the sky. I accepted an offer from one for a cup of ‘chai’— Turkish tea that is served for all occasions, day or night. I could sense the excitement from my hostess as her son carried off my glider and I was led into her home. The boys guarded my glider bag outside, as the ladies in the neighborhood crowded into the simple concrete apartment to take a look at me. There was no common language, but through gestures and smiles we had a merry afternoon as I finally met my first Turkish girlfriends, young and old. The nearly toothless old ladies removed their head shawls to reveal locks of henna-dyed hair (the first women’s hair I’d seen in ages), and the younger mothers lit up their cigarettes. My hostess was my age with three kids and a household to run, in stark contrast to my nomadic life chasing thermals in faraway places. Within minutes a huge

had never called for a pick-up, they were savvy detectives.

meal appeared of stuffed grape leaves, dips, fried eggs, and things I know no names for. Regrettably, the afternoon was cut short when the competition retrieve drivers came knocking on the door to take me back to headquarters—even though I

And of course, thanks to my penchant for landing before goal, in the middle of nowhere…

20

I was completely blown away by the generosity and kindness I had received in Turkey; never did I feel threatened or unsafe as a female visitor. The men I had met throughout my visit were always friendly. But to have this opportunity to get to know the local women was especially memorable. The date of September 11 has become a symbol of the mutual fear and distrust between Islam and the West. For me, however, September 11 will be remembered as a day when I was welcomed wholeheartedly into a Muslim home and shared food and friendship with women whose lives are further from mine than is imaginable.

I have sacrificed material possessions and depleted my savings to indulge this addiction to paragliding and chasing competitions around the world. I may be broke at the end of the season, but my life is far richer for experiences such as this one.

June, 2003: Hang Gliding & Paragliding

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D

riving up Interstate 10 provides a prett y view even from the road. But this afternoon was destined for so much more.

After several days flying with friends and exploring the Tucson area via paramotor, it was good to be back on the road. My target was, eventually, San Diego; my mission: fly as many cool places as I could with both powered and unpowered paragliders.

GO I N

PICACHO Pleasure t

By Jeff Goin

Tucson PG/PPG pilot Dave Cook had already enthused about the area that I would drive through and how beautiful the mountains would be on such a clear afternoon. I savored the drive and its sights. Boy, was he right – the Picacho Mountains came into view a long way off, crisp in outline but diffused through many miles of air. Closeness brought their craggy rise into splendid detail.

The view from the road would clearly not be enough.

I answered the call of flight, exiting I-10 onto a frontage road to go looking for launch. It didn’t take long. What I found wasn’t much, admittedly, a clear dusty area between the road and a railroad track, but it would do. I stepped out and gawked over the mountains. Wow! Excitement with trepidation welled up inside. Amazement, too – here I was, still several miles away from the biggest of the peaks and so utterly small. Had it ended there, with that view, it would have made the trip worthwhile…but I was about to go explore the secrets of those peaks, to sample the air parted by their imposing presence, to get close enough to touch them if I dared. What a concept. In all my previous days, including many other forms of flying, I never even dreamed this would be possible – to pull off the highway, pull my aircraft out, launch into such a magnificent scene and go explore its grandeur from above.

Rising to the Occasion

Picacho Peak itself is on the other side of the highway and would also be good Hang Gliding & Paragliding: June, 2003

if conditions looked right. I chose the closer mountains, though, mostly for their higher “wow” factor. Plus they looked like they would give a better ridge ride; the northwest breeze easing down the road was just the right direction for both launch and ridge lift. The late hour meant it would be mostly a ridge component of lift, although the upwind side enjoyed enough solar heating to figure on some thermals too.

It took only a few minutes for all the cars to go by – in spite of it being such a long train it was in a big hurry. I’m glad I waited - a 70 mph line of freight cars puts out quite a blow! I laid the wing out again and got ready.

Setting up only 20 feet or so from the tracks, I was close enough that I didn’t want to have a train coming. But then, what are the chances I’ll have to wait for a train out here?

Launch is such a magical moment that I enjoy stretching it out gently, savoring it. After walking with the wing overhead for a few feet, I eased on more power, steering down the dirt road and

With a little tug on the “A’s” the Mistral billowed to life. I brought it up, turned and powered up…but just a little, and started slowly walking.

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gradually accelerating my pace as the wing first relieved me of the motor’s weight then began lifting me. A little more power, a touch of brakes and my steps grew long until I was skimming the road by just a few inches, following its contour. Wiggling into the seat made my transition complete and I entered the third dimension amid the Picacho Mountains.

In spite of the late afternoon hour it was still slightly bumpy as I explored the windward foothills, climbing in lift whenever possible and enjoying the mountains' grandeur. In addition to their beauty there was a foreboding.

I imagined that straying into the lee side of even the low peaks would earn me harsh treatment. They were in front of the main range and provided some very helpful lift.

As I climbed, the top of the mountain revealed a surprise – structures. It looked so primitive from the LZ but closeness brought clarity. Lord only knows who was there but they sure had a good view!

The dusty desert floor isn’t much to look at from the ground but it sure makes for

a good alternate LZ. Just about the entire area was landable! Fortunately I didn’t have to use that option.

were beginning to mark its course even though the sun was still 45 minutes from its final descent.

Exploring an area this way allows a fine test of places and air spaces otherwise off limits. And occasionally I’d find lift in strange places, but then I’m no crosscountry soaring expert. Generally I just stayed upwind of anything sticking up real high.

Finally, with the mountain’s lift ebbing, I sank to level with the rocks and headed back. The mellowing conditions would be perfect for some cruising around the desert floor.

Sweet Soaring

Reaching 1000 feet or so below the tops it got smooth. By the time I was level with the tops, I stayed upwind and felt the surge of lift that allowed me to idle the motor. The lift was steady, strong and obviously going to get me above the top so I shut off the motor.

Ahhh…smooth, quiet, serene, with only my music playing. This was sooo cool!

For nearly an hour I explored the ridge silently, took video, shot pictures and just soaked in the amazing fact of my presence here where no launch would otherwise avail the experience.

I could see 50 miles in any direction.

Pacocho Peak was 20 or so miles away; the highway merged into desert floor in both directions and lights of cars

And now it was smooth all the way down. About 500 feet above my motorhome LZ, I reached back for the start handle and pulled the little Top 80 to life. It would have been easy to land back at launch but I wasn’t through with this air yet.

Low & Slow

Dirt roads and paths spread out all around and there were few obstructions; the four-wheeler folks must have a real heyday here. After scoping out where power lines and fences were, it was time to play – and with the ultimate off-road vehicle!

Whether coring an elusive thermal, or mapping meandering terrain, the control available to a paraglider pilot is amazing, and fun exercise. Low

Earthbound crew of the star ship Enterprise, relaxing on shore leave.

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June, 2003: Hang Gliding & Paragliding

bushes rushed by as I carved gentle curves just inches above the road, following through shallow turns and occasionally steeper ones. Speed is slow enough that an engine failure would be a mere inconvenience. I’m sure dirt biking here would be great; but how could it compare to this?

Periodically when the urge struck I would power up and let a foot tickle a bush. On the smooth parts I would allow my feet to ride on the dusty surface, using throttle and brakes in a fine dance to stay at just the right height.

In the waning minutes of daylight I flew by the motorhome one last time before climbing up to 500 feet or so and shutting off the motor. The quiet glide down was the cherry on an exquisite airborne feast. I landed next to my launch site, brought down the wing, shut off the music and strobe and basked for a moment - basked in the incredibly good fortune to have added such an experience - one of many experiences that make life so worth living.

Opening the gift of flight is always sweet joy. Being able to bring it along and indulge that joy in the wherever of our travels makes it even more precious.

Jeff Goin is the president of the United States Powered Paragliding Association, whose world headquarters are located in Naperville, Illinois.

Hang Gliding & Paragliding: June, 2003

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doesn’t know what his canopy was doing but wonders if a deflation occurred, or just a turn sideways in weight shift.

By Peter Reagan

his month, we look at several accidents where flying skills were fine.

Instead, the accidents hinge more on the pilots’ understanding of what was happening around them: Mountain site, high altitude LZ A 75-year-old experienced pilot on a DHV 1-2 glider was landing in light conditions. He approached a gravel road and planned to skid to a stop on the gravel, as was his common practice.

Unfortunately the road had been sprayed with a stabilizing agent and he was unable to skid. He fell and broke both legs.

Mountain site mid-day, strong winds A 50-year-old advanced pilot on a DHV 1 wing launched with several other pilots and climbed to 1500 feet over launch. However, the base wind was strong enough that effective thermaling was curtailed and after 40 minutes he decided to land. He noticed his pilot friends struggling with turbulence in the normal LZ so he flew downwind in search of an alternative.

As he neared the ground he realized that he was being blown backwards over his chosen LZ—a meadow with scattered low trees in it. At about 20 feet AGL, he twisted in his harness to look behind him at trees he may be approaching.

At that point he recalls falling to the ground and landing on an outstretched arm. This caused a forearm fracture. He 24

Mountain site, light thermals A 53-year-old advanced pilot launched in light conditions on a DHV 2-3 wing and flew away toward an area he hoped would provide more lift, but which put him out of reach for the usual LZ. After failing to get elevation, he turned downwind, and encountered strong sink. He applied full speed bar 100 feet AGL going downwind toward a fairly distant field. Soon there was a large asymmetric deflation. His high performance wing did an immediate 180 degree turn and he was rocked forward so he was looking straight down at the ground 80 feet away. He crashed hard in scrub trees and was uninjured, though his glider had multiples tears in the top surface (implying that the deflation was still present on impact).

Tropical soaring site, comfortable ridge lift conditions An experienced pilot was making an aircraft-style landing approach (that is, downwind leg, base leg and upwind landing leg) to a field used as an RC park. This field is also a commonly used paraglider landing zone. On the base leg, before setting up for the final approach, the pilot visually checked and verified that all the RC traffic was clear and heading anyway from the LZ. One RC glider, however, changed direction.

Its new heading appeared to put the RC to the left of the paraglider pilot on a parallel course once the paragliding turned into the final approach.

Unfortunately, the RC pilot again changed direction which caused the RC plane to impact the paraglider on its right side, hitting the centerlines just below the canopy. The glider immediately went into full stall at 100 feet AGL. In this configuration, the pilot sailed over some low power lines then slammed into dirt just under some high voltage lines.

Luckily he landed on his back and the

harness took the brunt of the injury. A few lines were broken but the canopy itself was unhurt. The RC glider, about 6 feet long and weighing ten pounds, was totaled. The RC pilot was on his first solo flight, was in total tunnel vision and didn’t see the paraglider.

After this incident there was considerable constructive communication with the RC club involved.

Analysis: Situational awareness has several components and is a critical piece of piloting that takes quite a bit of experience to master. Lack of it is one of the most important reasons that inexperienced pilots need to allow a greater margin for error. Experienced pilots usually launch with a confident feeling that the outcome of their flight will be routine (otherwise they won’t launch). So even the most experienced among us need to be reminded that in our sport, an accurate assessment of what’s happening around us might be a matter of life and death.

Situational awareness requires a fair amount of concentration. If the pilot is busy learning a lot of new skills, or taking in a new landing zone, or simply flying a new glider, his ability to maintain awareness is compromised.

What we are talking about is the ability to imagine the possibilities, then guess the likely ones, and then be prepared for all of them.

In the first case, one possibility simply hadn’t been taken into account. Just before landing there may have been an opportunity to observe that change had taken place. However the wisest course is to always run out the landing, unless you are wearing skis and landing on snow. Skidding, either on your feet or on your harness, will always be higher risk.

In the second case, the pilot was essentially choosing a cross-country escape, hoping he could find better conditions than at his usual LZ. One June, 2003: Hang Gliding & Paragliding

A C C I D E N T S

unfortunate consequence is that he introduces a host of new challenges into the already difficult landing problem.

He also tries to rotate his harness close to the ground. This is not especially dangerous at altitude, but down low in high wind with a lot of potential turbulence, there is a high risk of loss of control. Landing facing backwards has been suggested in these situations but that is only rarely advantageous.

The experienced XC pilot running low downwind for a distant LZ with the speed system engaged experienced a predictable outcome. After the initial misjudgment, landing in the trees would have been safer than risking the low crash, even though the pilot’s luck saved him.

I include the fourth report as a reminder to all of us about different points of view. It is not likely had the new pilot actually been on board his aircraft that he would have not seen the victim, or accidentally turned into him. Since he was standing on the ground away from the actual crash scene, he was unable to judge the relative positions of the two aircraft. If the paraglider pilot had turned even slightly away, the RC may have been better able to guess what to do. One interesting observation in this incident was that the RC pilot was not aware even after the entire incident of the potential gravity of the situation.

Remember they don’t need a license to fly their things either.

Below is one final report which illustrates a problem that has become less common because of design improvements. But outcomes can be very severe and the scenario is almost always preventable. It should be noted that tandem flights are especially vulnerable to this problem.

Mountain site, light conditions An experienced pilot set up for a forward launch at a popular, well-groomed site where reverse launching conditions are more usual. Pilot pulled up the wing and Hang Gliding & Paragliding: June, 2003

ran hard. The launch was normal but immediately afterward the pilot noted a D-brake line tangle near the center of the glider. Forward speed diminished and the glider entered parachutage and then a full stall configuration. There was a surge and recovery but then an immediate negative spin. The glider entered 100-foot trees and the pilot at that point deployed his reserve. The pilot ended up hitting the ground on his back, but the wing and reserve both snagged in the trees, cushioning the impact. There were no injuries to the pilot.

This pilot feels that he should have noticed the tangle, but goes on to state that during light wind forward conditions it is not easy to check the wing out thoroughly before becoming airborne. He is right about this. Still air launches carry this very important extra risk. There is no way to reliably check out the wing as it comes overhead (You should do the best you can, and often you can notice the problem in time, but not always). Therefore, in this case, prevention is 99 percent of the cure: 1. Don’t rush your launch. It doesn’t matter how many people are waiting. An accident will shut down the rest of the afternoon.

2. Clean the launch area as much as possible.

3. Lay out the lines meticulously, one riser at a time. Check for tangles very carefully before you hook in. Separate the brake lines from the others, either outside or inside the other lines to prevent brake tangles.

4. Most important: milk your lines down after laying out each riser, so that the lower cascade lines are in loose coils at your feet.

This straightens the thin, more complex and more numerous upper cascades where all tangles

are most likely. This collecting of the slack in the B, C, and D lines also helps you verify that nothing is amiss in the upper lines and does more to prevent unexpected tangles than any other action you can do.

5. It’s occasionally helpful to ask others on the ground to help you check your inflation. But don’t count on them.

6. If you do see a tangle while you are still on the ground, abort the inflation. We all learn that we can usually pull out a tangle after launch. Thing is, you can’t count on it.

What can you do once you are in the air? This was a hotly debated topic back in the days when gliders had more lines and this scenario was more common.

The degree of danger is relative to the location and size of the resulting canopy defect. A big distortion midway out either wing is the worst. It will cause a lot of rotation in the wing and the pilot will need to compensate with a lot of weight shift or brake just to fly straight.

Unfortunately this makes the stall more imminent. Central defects are bad as well, but cause less rotation. Tip problems are the least consequential, and if they are fairly large can be dealt with by weight shift and perhaps a unilateral ear. Once loss of control is imminent it is almost always best to deploy the reserve.

We need to keep hearing from you all.

We all benefit by learning from each others’ mistakes. Saves a lot of bones. s

25

2 0 0 3

W R E

2003 M World

Record Encampment

Shoots for

500

By Davis Straub

aybe we should call it the Firecracker 500! just to show the roots of the World Record Encampment in the Deep South, in this case the deep south of southeast Texas. Right on the border with Mexico. Not far from Brownsville and the Gulf. Can’t get much farther south than that.

This is the year that hang glider pilots will fly over 500 miles and paraglider pilots will go over 500 kilometers (300+ miles) starting from Zapata, Texas. That’s not a guarantee, but it is as close as it comes in this business. The organizers of the World Record Encampment (WRE) will be back in Zapata in mid-June to camp out at the Lakeshore Lodge with an eager contingent of would-be world record holders.

The Big 500 is the stated goal and the expectation that we have for the WRE in 2003. Will Gadd, the world record holder in paragliders, feels that the 500kilometer mark will soon be reached, most likely in Zapata. Last year, on a poor day for Zapata, Will flew 423 kilometers, and during most of the flight he felt that he didn’t have the slightest chance to break the record as he was going too slow.

Last year, Mike Barber flew 438 miles on a day that I didn’t even bother with because the wind was too east, or so I thought. Mike had to struggle cross wind to get to his declared goal (along with Pete Lehmann), and could have gone much farther if he had just gone down wind and if he hadn’t started so late.

Gary Osoba, pointing out the cloud streets out of Zapata in the early morning, 2002.

David Glover photographer

2003 World Record Encampment Dates: Four oneweek sessions, June 21-July 20 Registration and Additional Information: www.flytec.com

26

June, 2003: Hang Gliding & Paragliding

2 0 0 3

W R E

Launching from the Zapata airport, 2001, Belinda Boulter photographer strong but gentle winds that come out of the Gulf around the huge Bermuda high, you can let nature do half the labor.

If you are really serious, bring a Volkslogger or Colibri IGC-certified datalogger with a small scooter battery to document your flight. The organizers will help pilots with their flight documentation also.

So we all feel that the twin 500 marks are very vulnerable. It is our expectation that there will be at least two very happy world record holders coming out of Zapata this year. Maybe the world records will be broken multiple times, so there could be different happy campers on any given day.

That doesn’t mean that there won’t be plenty of very happy pilots who have vastly exceeded their personal best flights, or set other world records that are there for the taking. The distance to goal records are in everyone’s sights this coming year. Kari Castle wants to smash her women’s distance record, and we are looking for other women with similar goals.

Last year was a disappointing year at Zapata for me, having not taken advantage of the two great days that led off the first week, before the unusual rains hit and continued for a month, breaking a drought in central Texas.

After my first two years in Zapata, I knew just how great this place can be, and it was disappointing to see such unusual weather. Of course, that didn’t stop all the pilots who did set world records.

I can hardly wait to get back there to go for the 500-mile mark. The flying is so pleasant that setting a world record is about as much fun as I can have. On a few days last year when it was raining to the north, we just went ahead and set world records in the local area.

As they did last year, the paragliders will be towing out of a ranch to the east of Zapata, so that they can more easily avoid the Laredo airspace and follow the nearby roads to the north.

Hang Gliding & Paragliding: June, 2003

Hang glider pilots will launch from the Zapata County airport and perhaps a new airport farther east. The organizers are still working out the details for additional airport access.

I expect that the biggest competition will be among the paraglider pilots. They know that Zapata is their main chance to really crack the 500 km barrier and that the glory is there just waiting for them.

With so many going for it, it will be hard to know who will come out on top at the end of the WRE in mid-July.

Will the former world record holder Godfrey Wenness come from Europe (where he summers when it is winter in Australia) to regain his record? He has indicated that he will. There are a bunch of French and Italian PG pilots who want the world record also. The WRE is always an international event.

If you want to fly in a place with almost perfect air, great open flatlands with plentiful landing areas, that almost guarantees huge flights without having to get into the stratosphere, then Zapata is what you are looking for. When the Bermuda high sets up in mid-summer, the winds blow in from the southeast every day, taking hang glider and paraglider pilots along with them right up to the Texas panhandle.

You can sign up for the WRE and find out more details at www.davisstraub.com/WRE .

Paraglider pilot on tow, 2002, David Glover photographer

David Prentice, who set the PG world record the day before Will Gadd did, is in Florida for three months practicing and getting ready for the WRE. There will be a national paraglider tow meet at the end of May in Florida with ten static tow rigs, just in time to get pilots tow-ready for Zapata. There are so many paraglider records that could fall this year, that it will attract the best pilots to Zapata.

The hang gliding target is a long ways out there, way up in the panhandle. It is almost unbelievable to think that such a distance is possible in a hang glider. Many sailplane records are less than that.

Still, we know what Zapata offers, and for the pilots willing to get going early in light conditions, a full day of flying (up to 13 hours) awaits them. Given the 27

G O D S

R E L E N T

A

fter a truly miserable spring last year, Region Nine pilots experienced a startlingly good summer of cross-country flying. Historically, the Region’s longest flights occur in the spring, or at the latest, by the first of July. But last year there were a number of exceptional summer flights. Most prominent among them are the Region’s second-longest flight ever, as well as the longest paraglider flight east of the Mississippi.

Indeed, only one of the year’s top five flights occurred during the traditional April-May cross-country season, and Ric Niehaus’ contest-winning 167-mile flight was flown on the last day of August.

THE EAST COAST PARAGLIDER DISTANCE RECORD Amidst an abundance of long flights worthy of mention, two of them stand far above the others. The first is Jim Maze’s class-winning 89.7-mile paraglider flight made on his Ozone Octane. Jim launched at noon on August 8 from east-central Pennsylvania’s Little Gap site. The conditions may have been

28

The 2002 Region Nine Yearlong XC Contest

By Pete Lehmann

June, 2003: Hang Gliding & Paragliding

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at the limit of a paraglider’s launch capabilities. The clouds were already fully developed, and the winds strong and gusty enough that he had to wait for a lighter cycle in which to launch.

After takeoff he ascended vertically seven hundred feet above launch where he discovered that the winds were stronger than his forward speed.

Unable to penetrate, he had to bail over the back in his floppy hang glider for a hair-raising, low-altitude transit of the rotor zone. He laconically notes that “the deflations were kept under control”.

Better him than me.

From that point on the lift was abundant, albeit not particularly strong.

Most climbs were in the 300 fpm range, with some to 450 fpm, and one spike of 884 fpm. However, Jim’s real struggle was not with gravity, but fighting to stay out of a succession of controlled airspaces, starting with Allentown soon after leaving launch. In view of a paraglider’s limited crosswind glide performance that must have been quite a challenge. Visibility was excellent, and Hang Gliding & Paragliding: June, 2003

Jim enjoyed a clear view of downtown Philadelphia as he passed well west of the city. Leaving the mainland and getting onto the Delmarva peninsula proved to be the end of Jim’s flight.

Despite there still being plenty of clouds in the sky, he landed at ten past four on Middletown, DE’s airport. One wonders how much farther he might have flown had he gotten into the convergence line that sets up southward along that peninsula. Perhaps next time.

RIC TRAVELS THE OHIO TURNPIKE The other astounding flight is Ric Niehaus’ 167-mile flight. Ric’s name has figured prominently in this annual series of articles on Region Nine’s crosscountry flying. He is unquestionably one of the Region’s finest pilots, but this year’s flight is in a class of its own. It is not merely that his flight is the Region’s second longest flight, nor that it was made at an exceptionally late date.

The astonishing feature of the flight is that it began at a small east-facing hill that has been fondly referred to as Bills Effing Hill. With one exception, every Regional hundred-miler has been flown from a northwest site to take advantage of the prevailing winds. On the other hand, east-facing Bills Hill is a 750-foot site that is most commonly viewed as being best suited for Hang Twos’ first high flights.

Ric hadn’t been terribly motivated to fly that day. After all, it was going to be a “Bills day”, with all that implied.

In the end he was only roused to go by the knowledge that a bunch of his old Pittsburgh friends were making the 2.5-hour drive east to fly Bills. But by the time he and the others arrived at the hill it had become apparent that the mediocre forecast might have been in error. Before noon the sky was already filled with unusually well-streeted clouds, and it was unquestionably soarable at launch. Dave Proctor jumped first and quickly proved to the skeptics that the day was happening.

Dave’s success spurred a lemming-like departure of Ric and his buddies. They all quickly got to base and a group of five left at 5,000 feet msl, or around 4,000 feet above the valleys behind launch.

R E L E N T

The early run was easy as the street was continuous; however, after ten miles the clouds began to dry up and become sparse and short-lived. At the fifteenmile point Ric and I were briefly trapped together on Tussey Mountain, too low to continue over the back. It was only when a lovely osprey flew by me and piled into a solid thermal that Ric and I could climb off the ridge and proceed on course. We continued together for another fifteen miles across a valley until running into the eastern escarpment of the infamous tree-covered Allegheny Mountain.

That mountain has played a role in many of the Region’s longest flights.

The difference this time was that we were encountering it from the east, which makes it difficult to judge one’s glide across the long, shallowly sloping tree desert on the western side. Further aggravating the problem was the fact that we were only getting to 5,500 feet msl and contemplating crossing a nearly 3,000 feet msl mountain behind which were miles of trees.

Ric successfully crossed the trees and glided into the Johnstown valley beyond. Climbing back to altitude was not easy in the valley as the clouds had by now become extremely sparse and the valley winds had picked up considerably.

As a consequence lift was fragmented and fairly weak at low altitudes. All the same, he steadily climbed back up, and actually got somewhat higher than before as the day was warming up.

Beyond Johnstown he next crossed Laurel Mountain, and then Chestnut Ridge, the last of the Appalachian Mountains. Ric was now flying into the rolling hills approaching his native Pittsburgh. As he started across this familiar country, skirting Pittsburgh’s airspace to the north, Ric became aware of the fact that the discontinuous line of fragmented clouds that he had been working almost since launch was becoming much more defi ned. The clouds were not particularly large or well shaped, but they clearly defi ned a lift street that seemed to stretch to the horizon. As the afternoon wore on he became ever more confident of

29

G O D S

R E L E N T

his aerial highway, and Ric began to pick up the pace. He began to pass up lighter lift and no longer topped out thermals once they weakened. The lift never became very strong, generally averaging 300 to 400 fpm, and he barely went over 6,000 feet msl even though the clouds were considerably higher later in the afternoon.

Soon after crossing into Ohio at the Turnpike’s tollbooths the magical street finally evaporated as sunset approached. Needing to find a landing field near Lake Milton, fifteen miles west of Youngstown, OH, Ric reasoned that it would be wise to land near people as he expected he had a long wait for a ride ahead of him. With that in mind, he chose a small lakeside public picnic area with a number of people present.

The small size of that field provided the flight’s most exciting moments.

Setting up his approach over the lake Ric had to turn low over the water,

30

cross the beach very low, and then flare before hitting the volleyball net.

His perfect landing was a popular success.

OPEN CLASS In any other year each of the following three flights might well have won the contest. However, this year even Nelson Lewis’ 110 -miler from Tobacco Row, VA is only good for fourth place. Nelson’s flight on his Fusion was another of the strangely late flights, having been made on August 23, but in what he describes as “very spring-like conditions”. In his five and three quarter hour flight Nelson saw solid lift of 700 fpm to almost 8,000 feet msl under cumies that lasted until dissipating shortly before he landed at seven o’clock.

He stayed high most of the time and only had a bit of trouble navigating due to the pronounced haze.

In third place, Mitch Shipley flew 132

miles from Pleasant Gap in central Pennsylvania. He landed his Aeros Combat at Elkton, MD at the northern end of the Delmarva peninsula dreaming of the day when he will encounter the fabled convergence line with which he hopes to continue southward. Mitch’s early track shows a considerable struggle to get on course. He had to shift laterally along two ridges until finally finding a solid climb that enabled him to accomplish a scary looking ten-mile glide across trees. After that Mitch stayed high and benefited from the 15-25 mph tailwinds aloft which gave him the fastest average speed (33 mph) of this year’s long flights.

My second place 144 -mile Talon flight from Templeton, PA to Harrisburg was one of the few long flights made during the traditional April-May cross-country season. It began at one o’clock in the afternoon with little promise as the lift was weak and

June, 2003: Hang Gliding & Paragliding

G O D S

trashy, and the ground fairly wet.

After narrowly avoiding a landing below the little ridge, I bailed over the back at 1,500 feet agl, and not really climbing. However, after early difficulties the lift steadily improved, and by the time I got to Allegheny Mountain I easily crossed it at 8,000 feet msl. Thermals were generally in the 300 - 600 fpm range, with a couple of spikes to 700 fpm, and as the ground continued to dry out I eventually got to over 9,000 feet msl.

Unfortunately, the clouds became extremely sparse toward the end of the flight and I finally decked it at 5: 40 p.m. after a misbegotten attempt to detour around Harrisburg’s Class D airspace.

made on the same day as my long flight. But while our tracks paralleled one another, his was some 65 miles to the south of mine and under quite different conditions. My flight enjoyed considerable amounts of clouds until later in the flight, while Mark’s was done in largely blue skies with only little wispies to indicate lift. Because of the scarcity of clouds Mark wisely adopted a conservative strategy of getting high, and staying high. And stay high he did, keeping to 6 -7,000 feet msl all day long.

However, in penance for having had such an easy flight, he registered a seismically significant whack on landing his Stealth southeast of Frederick, MD.

SIXTY MILE CLASS Class winner Mark Gardner promoted himself into next year’s Open Class with a fine eighty-mile flight from High Point, MD. Mark’s flight was

In second place is John Beckley with one of the few long tow flights in this year’s contest. John’s 60.4 mile flight on a Laminar was made eastward from Farview, OH into northwestern Pennsylvania. Dave Proctor takes third place with a 59.8 mile flight which cunningly keeps him within next year’s Sixty Mile class. Dave’s long flight was made on his Moyes Litespeed from the Pulpit site in southern Pennsylvania. He displayed commendable doggedness in flying again after having made an earlier sled ride. Once he had climbed off the ridge Dave dribbled across the twenty-five mile wide valley behind launch with the intention of landing at the High Rock LZ, site of a club party that night.

Fortunately Dave does not drink alcohol; therefore the lure of free beer was unable to induce him to land once he had gotten across the valley.

Up against South Mountain he found a boomer that got him to 7,900 feet msl, and with that altitude he easily crossed over and continued eastward out into the open country beyond, ultimately landing near Hanover, PA.

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Hang Gliding & Paragliding: June, 2003

R E L E N T

ROOKIE CLASS The Rookie class winner is John Harper with another late August flight, this one of 62 miles from Tobacco Row. Flying a Moyes Xtralite, he benefited from the same excellent conditions that enabled Nelson Lewis’ flight described above. John is a pilot who has only been flying for a year, and first went cross-country earlier this year. On the basis of this flight, one imagines that he’s going to be a very good pilot.

In second place is John Claytor with the 34.2-mile tow flight from Manquin, VA that won him the spring Regionals’ Rookie class.

Marvin Presley is in third place with his 22.4 -mile flight from High Point, MD. That flight took place on March 30 and was the earliest flight entered in this year’s contest.

PARAGLIDER CLASS Jim Maze’s 89.7 mile f light is the obvious winner of this class. Two other pilots entered f lights in this class, and both were from K irk R idge, PA. Stephen Onstad f lew his Ozone Octane for 7.8 miles, while Gerry Donahoe went 3.1 miles in his very first cross - country f light.

31

D E P A R T M E N T

ion . I C ion Pa1r1s W~U1a1ms. .oins ''Te m Ae os'' A r king a fl gh o llo~s -w co 1., P~ is d ddedl h sh ou Id lbe fl yw mg an Ae os lide fo his compe i 10n and world recorrd goals.

J'oining t~mrna,t:e a,nd former 1a 1onEII Champ Bo Hagewood on -he Aeros earn ha,s. crea ed .a great synergy for the- comi1119 season!

ror t

When i comes. to para u es. radio headsets, and elmet:s-we simply ave the be-st in the Jn us ry. o W eels - t e famous w eels wrll1 a brake, and ai ·ngs. s.pe-edsleeves, and v r os - t hey 're aill avai la b!e on o r secure 'ecommerc:e' we \S i e - OR- do i the ol -fashion way. Gii¥e u·H~ call.

32

June, 2003: Hang Gliding & Paragliding

S E E

A Personal and Revealing Dialogue with Jayne DePanfilis, Executive Director, USHGA

FLY!

J AY N E

W

By Jim “Sky Dog” Palmieri

hen I sit and contemplate my most memorable experiences in the sport of hang

gliding, I usually think about the people I have met rather than the flights I have taken. To me, the sport is about friendships with fellow pilots, dedicated instructors, landowners and the special people who take it upon themselves to make the sport better.

Hang Gliding & Paragliding: June, 2003

33

SEE

JAY N E

FLY!

R U N

J

ayne DePanfilis is one of these special people. To quote Jayne, “Flying is about the journey and not about the length of the flight.” Too often we concern ourselves with the length of the flight while we forget to experience the journey and the people we meet along the way, the very people who make it possible for us to experience out own personal journey.

I have known Jayne DePanfilis probably as long as I have been hang gliding. I first met her at Kitty Hawk Kites, where I learned to fly and learned to love the magic of the Sand Dunes. My first real memory of Jayne took place at Lookout Mountain Flight Park, Georgia. It was the end of the day and I was sitting on the edge of the LZ watching pilots finish their last flights. I remember this day because it was a beautiful and sunny summer at its best. Watching the gliders land at day’s end at LMFP is cheap entertainment.

I distinctly remember watching a small glider launch at the very end of the day, and I followed its slow drift downward for what seemed to be an eternity. The approach was textbook and the pilot made a no-step landing about 30 feet from a cabin where Christian Thoreson was relaxing on the open porch after teaching all day. This young lady of small stature, flying a single surface Falcon 140, nails the perfect landing of the day. She simply unhooked, dropped her harness to the ground and walked up and sat on the porch. This young lady was Jayne DePanfilis. I knew her previously as the salesperson in the shop at launch but this is my first real memory of Jayne DePanfilis.

A lot of years have passed since this memorable day. I can honestly say that Jayne DePanfilis is one of the most intelligent, creative and motivated friends I have.

She can do the work of three people while still retaining

the ability to have fun and celebrate life. Several years ago after Jayne had just finished running the perimeter of Wallaby ranch, I approached her about doing an interview for this magazine.

I told her I did not want to do the standard ‘question and short answer’ type of interview but one where she would reveal the very fabric which constitutes Jayne DePanfilis.

Jim: I appreciate you doing the interview, but anyone who runs at the front will automatically make waves. Sitting in at the back of the pack is safe, but I just do not see you not taking chances. I think being out of the comfort zone defines leadership.

If there was one word you could define your fabric by, what would it be?

Jayne: The one word that really describes me is authentic or genuine. Whether I am having fun, or working, or administrating, bargaining or negotiating, or just listening and talking, I am genuine. I am either going to genuinely succeed or genuinely fail and while I prefer to succeed (who doesn’t), I don’t mind genuinely failing from time to time.

I think that my “fabric” or the very essence of who I am is marked by a sense that the only right path is the one I am on now. I am where I want to be in my life, in this pilot community, in this sport, in my next flight and in this realm.

Being successful at what I do seems more like just going with the flow in my life and failing at times is what makes me laugh quietly to myself. Failure isn’t funny; but looking back on the failure is funny for me.

Jim: The obvious first question I need to ask is how you found your way into the hang gliding community?

Jayne: In May of 1987, I graduated with an MBA from Old Dominion University and moved to the Outer Banks that same day to go surfing and hang out with the surfing boyfriend at that time. I was already destined to find a lifestyle sport, it was surfing then. It wasn’t until 1991 that I went to work at Kitty Hawk Kites and adopted the hang gliding, flying lifestyle. I immediately left the surfing

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Jayne’s windy cliff launch, assisted by Buzz Chalmers and Scott Heiple

...we can fly because we want to be free or we want to be alone, or we want to fly XC, but none of these things adequately explains why we fly.

lifestyle behind. I really identified with the flying culture and I felt right at home from the first moment I walked in the door at KHK. I had never felt that same way in the surfing culture but I liked their pursuit of a lifestyle-sport as well. I had a sense that I had arrived when I began working at KHK and I was actually able to have fun and earn money at the largest hang gliding school in the world, and the largest kite store on the east coast. We were paid to have fun because John Harris knew then, and he maintains today, that we can’t sell fun if we aren’t having fun. It was the most fun I had ever had in a job—and I was getting paid to do it.

Jim: Jayne, I chose the title for this interview as See Jayne Run because I have a strong mental image of you running all the time while I was flying at Wallaby Ranch. See Jayne Run also gives rise to the image of a young child. I am going to put you on the spot and ask you about your childhood, the memories and images which helped to mold the woman you are today.

Would you please detail your memories?

Jayne: These thoughts seem funny to me looking back on them. In grade school, I was a busybody and I loved to chase after the kids who were having the most fun at Hang Gliding & Paragliding: June, 2003

recess. Now keep in mind that I was all of 6 or 7 years old at the time but it seemed like the boys were having all the fun, so while I like to think that I was chasing after the kids who were having the most fun, I could have just been chasing the boys.

There I was in my patent leather shoes, and my school dress and hair ribbon, running around the merry-go-round one day, trying to keep up when I slipped and fell. What stuck out in my mind the most at that moment was that I should not have worn those patent leather shoes to school that day especially after I slipped and fell again. My mother had to pick me up early from school because I was so badly scraped from the falls on the pavement and I had a few “shiners” on my forehead. Those patent leather shoes were the only problem that I really walked away with that day. The rest was pure fun.

I was bored with my own schoolwork until I entered the ninth grade. It was not unusual for me before that time to do my complete schoolwork, and your schoolwork, and my neighbor’s schoolwork, too. I wasn’t cheating mind you; I was just helping my classmates to finish faster. I had to be the one to write on the chalk board, to stand in front of class and read aloud, I was the

student who always had her arm in the air and I just knew that my teachers were saying to themselves, “Oh, not her again.”

I had a real need to be heard, if you know what I mean.

Jim: Did high school hold the same experiences for you?

Jayne: I went to high school in Lunenburg, Mass. I lived there for about 15 years. High school academics were more challenging—finally I had arrived. I played the alto saxophone in the concert band and stage band. I had one sax solo throughout my entire band career and it was very problematic for me because I wanted to laugh every time I had to play the solo. I would literally laugh into the saxophone and this wonderful, shrill “honk” would result. My band director was absolutely furious with me. Music is what I remember most about high school. I attended a summer music camp in New Hampshire for gifted musicians and learned that I had taken up one of the worst musical instruments for my musical preference. I had discovered classical music that month and I was in love with it. How many classical works have been written with the saxophone in mind? I was devastated by this discovery.

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SEE

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I discovered running in my senior year of high school and wow, it was like I had been let out my of academic, musically oriented confine right smack into a new kind of freedom. I compare this new sense of freedom I felt when I went running to the same kind of freedom I have when I fly.

I just couldn’t wait to get out of the gate. I loved to run then and I went on to do quite a lot of it.

Jayne: At Kitty Hawk Kites, I experienced truck towing at the Currituck County Airport with Alan Chuculate and this was my first experience with hang gliding. I tried hang gliding for my job. John Harris told me that I should take at least one tandem flight and at least one lesson on the sand dunes at Jockey’s Ridge. I eventually did take that lesson on the sand dunes.

KHK employees piled into my car and off we went to the Currituck County Airport in 1991 to take our first tandem hang gliding flights from behind a truck.

Jayne: I can honestly say today that I don’t run for fitness, I don’t run for form, I don’t run to get somewhere and I’m not running from something, I run because I love to move. I love being in a constant state of motion, I think that this one dynamic describes who I am. I love to be in a constant state of motion, some people might say that I love to be in a constant state of flux, but this isn’t accurate. It is the sense that I am moving, without a purpose most of the time that I like so much. This is true with flying too. You can’t fly without participating in the flight.

You can run to unwind, you can run to get somewhere, you can run to burn calories, build muscle, but in the end, none of these “results” or “goals” is enough to explain why runners like to run.

As a hang glider or paraglider pilots, we can fly to unwind, we can fly to log air time, to develop our flying skills, we can fly because our friends are going flying, or we want to demonstrate flight, we can fly because we want to be free or we want to be alone, or we want to fly XC, but none of these things adequately explains why we fly. If we could package what it is that we take away with us from every flight, and if we could open that package and take some of whatever was inside, we would still fly.

I’ve logged many more hours and miles running around the perimeter of Wallaby Ranch when I lived there than I will ever log in a hang glider but there are profound similarities between the two experiences for me.

Jim: Speaking of flying hang gliders, where were you first introduced to actual flight?

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Photos this page: Dick Jackson

Jim: Running seems to be symbolic of freedom for you; does flying fulfill the same need?

Labor Day, 2002.

A momentous day in USHGA history. Jayne enjoys her first paragliding flight with Aspen Paragliding tandem instructor and co-owner Alex Palmaz.

It was prefrontal, the sky was dark, and the tandem glider shot off the back of the truck like a cannon, my stomach was in my toes, and Alan was telling me to breathe deeply. Nothing in my life up to that point had prepared me for the rocket launch that I had experienced off the back of that truck. This is how I remembered it anyway. To me, it seemed like we were blasting off and going to the moon. I did breathe deeply and I did open my eyes to look around and it was simply amazing to be able to see the North Carolina coastline from above. Before I knew it, Alan was preparing me for the landing, it was like a time warp really, and upon landing I literally dropped to my knees and kissed the ground. I wouldn’t admit to this except two farmers from West Virginia who wanted to fly had it all on tape. I showed that tape to everyone I knew, and I watched it many times myself when no one else was around.

The rest of the staff, they loved their flights, they didn’t drop to their knees and they were asking for more. It took me a little longer to become convinced that there was no substitute for the perspective you gain when you actually get above the world and look down. If I could find a replacement for this perspective, I might never fly again.

Just remembering your last flight is not enough, flying is not so much about what we take with us, and it is more about what we leave behind. If this weren’t true then it might be enough to try flight just one time.

Jim: When did you seriously entertain flying hang gliders as a sport?

Jayne: I didn’t seriously entertain the idea of learning to fly until after my father died of lung cancer in 1994. I was busy tuning June, 2003: Hang Gliding & Paragliding

SEE

into my position as Marketing Director at Kitty Hawk Kites before then. I wondered why it seemed like I had an awful lot of work to do.

I remember telling the instructors then that there was a trade-off for both of us, and this trade-off has proven to be too true over time: the instructors weren’t making much money but they were having a lot more fun flying and teaching others to fly; while I was making more money I was not having as much fun because I wasn’t flying.

This is one of the biggest challenges we face in our sport today. If you are good at managing the business of flying, you probably aren’t flying very much; and if you are good at teaching people to fly, you probably aren’t making much money.

The two should not have to be mutually exclusive. I would like to see the two become much less mutually exclusive. I would like to see flight instructors pair with business managers as a way of growing the sport, further allowing those of us who are good at managing the business of flight to fly more and those of us who are good at teaching people to fly to become better business managers—and besides, if we can “pair up” like this, I know that I will get to fly more!

Jim: Where did you have your first solo aerotow flight and what are your emotional recollections of it?

Jayne: I solo aerotowed at the Currituck County Airport on June 21, 1995. I had taken lessons with many hang gliding instructors because I was working in the industry, but it was Jim Prahl who was with me that day. I did a few tandem flights with him and he moved me forward to the solo.

I just could not believe that I was going to get into my harness, hook into the glider and get onto the launch cart to go fly. Jim Prahl and Chad Elchin made it happen. I was still Hang Gliding & Paragliding: June, 2003

talking to them as the cart was rolling across the ground for my first solo flight.

Jim towed me to 3000 feet and there I was. I’ve been told that the flight was a “textbook flight” but for me, I had never felt so free in my life while at the same time, I had never felt more responsible for my own health and well being, you know what I mean. What an alchemy if you ask me, the combination of feeling free for the first time in your life and being scared to death too. I remember thinking; this must be why “they” do it. I don’t think I have ever experienced a more rewarding time in my life, and when I landed, it was euphoric.

Jim: Jayne, I’d like you get a bit philosophical with us. Why did you learn to fly hang gliders, and please be detailed?

Jayne: I knew why I learned to fly after I had read a passage in Jane Mendelsohn’s book, I was Amelia Earhart. (I just discovered recently that while the passage was written by Mendelsohn, the premise originates from the Tibetan Book of the Dead) In Mendelsohn’s book, Amelia and her copilot have just crashed and they are in a separate state of consciousness and Jane Mendelsohn writes: “There is a time known as the between.

The between voyager travels through

JAYNE

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uncharted territory, navigating dangers, attempting passage into the next life. There are times in life, after a death of some kind, when we are open to the slightest shifts, when our powers are acute, when we can change the future.”

This is what Mendelsohn wanted her readers to know and this is what I want our readers to know, too. This time never announces itself, never tells us it is here, or coming. Life is the preparation. I had been risking my life without living it before.

Jim: From a more practical and less philosophical perspective, what attributes of the sport or of the training process allowed you to sustain flying hang gliders?

Do you see this as being important to new pilots and to the growth of hang gliding?

Jayne: I learned to fly as a life reaffirming experience after the death of my father. If you ask your flying friends and acquaintances about the circumstances in their lives when they learned to fly, or when they fully embraced the idea of learning to fly, you will find many similar threads of experiences. My desire to learn to fly a hang glider seemed silly, borderline ridiculous in 1995, I weighed 95 pounds, I was not considered to be athletic, except I was a runner. I was a petite woman who wanted to fly and I became even more determined to learn when folks reacted less enthusiastically than I would have liked.

I completely attribute my ability to get into the sport to the availability of tandem aerotowing as a training method. If it weren’t for the fact that I could fly tandem with an instructor by my side in a tandem hang glider, experience rolling launches from the ground-up, I would not be in this sport today and I would not have met most of you.

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Tandem aerotowing has made it possible for many people like me, who would not have been able to embrace the sport otherwise, to experience solo flight at altitude. I did go to the training hills to learn to launch and land after I had learned how to fly using tandem aerotow training and I was cleared to foot launch and land in just one day. However, to this day, I prefer to use wheel-landings because I feel I have more control over the glider on final. We develop a preference for the flying style we develop in our training process and I am completely comfortable “purposely landing on my wheels.” I have taken a lot of grief for this from pilots who learned that the only true test of your flying ability isn’t how long you stay up, but how well you “stick your landings.” I see this rugged, rights-of-passage attitude diminishing today, and well it should, because there are more pilots like me out there and even if you don’t think so, we stand a better chance of growing the sport if we minimize that attitude. It just doesn’t fit today, not with the docile flying characteristics of today’s modern gliders. Sure, I’m limited as to where I can fly because I choose to do wheel landings, but I still get to fly within my window of opportunity.

What’s more important to a pilot who wants to fly for fun and recreation, the ability to go fly or the need to perfectly execute the flight and landing?

Jim: Jayne, I can’t get through this interview without asking about your most memorable flight. Will you share that with us?

Jayne: My most memorable flight, that is pretty easy to answer. I was at Lookout Mountain Flight Park, Georgia, after I left Wallaby Ranch in 1997. The flight park office at LMFP is located at launch, 1,340 feet above the ground and the huge landing zone. I had never foot launched before arriving at Lookout Mountain. I had done a few tows but I wasn’t flying off the mountain. I was very intrigued by the idea of flying off of a mountain.

I was very intrigued by the possibility of actually doing something like this under my own free will. I watched and watched and watched and you know, you finally say to yourself; well, if so and if so can do it, I can too.

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Christian Thoreson set me to a whole up my Falcon 140, and I new world of fun. stepped onto launch. My This is where it significant other, David all started for Glover, disappeared me. John didn’t into the shop. I just know that I was Johnni & Jayne tandem-soaring stood there, winds were learning to fly the Costa Rican Pacific Coast blowing straight into the until he heard in March, 2003 cliff at less than 5 mph. that I had soloed Photo: David Glover I was still standing at the airport that there. Christian never day. You should cracked even though I was still standing have seen the look on his face, that look there, David reappeared and finally, I said it all, was Jayne going to show up for launched, if you can call walking off the work the next day or was she going to go cliff with a Falcon on your back, a hang fly? Ahh, herein lies the rub. Well, I can glider launch. The only reason I agreed report today that I did both. to walk off that cliff was because I never Flying for me was never quite like Claire wanted to stand on that cliff launch again Vassort had explained it, “you just go fly.” for my first flight.

I think it’s safe to say that I’ve flown with My eyes were closed when I finally did walk more tandem hang gliding instructors than off the launch, fortunately, I had Christian any other student pilot in the country. on my keel—he probably had to torpedo me Pilots were embracing tandem aerotow away from launch but before you knew it, I training at that time and I was the perfect was experiencing the most surreal moments student, I had a Hang One, I weighed of my life. When I opened my eyes, I 100 pounds, and most importantly, I was flying straight and level and I was was willing to go with them. This desire completely calm. I thought the aerotow solo continues today. was just incredible, until I had experienced the foot launching. I would never again walk off that cliff but I did launch from that cliff many times after that.

Jim: Jayne, I want to thank you for this revealing interview. I know it is not easy to open and expose oneself publicly.

You are now the Executive Director of the United States Hang Gliding Association and you must have hundreds of people to thank.

But if you could pick just two, who personally influenced you the most, who would they be?

Jayne: I would like to thank John Harris for hiring me as the Marketing Director at Kitty Hawk Kites in 1991 and for introducing

Jayne in Costa Rica, Photo: David Glover

June, 2003: Hang Gliding & Paragliding

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see Jayne run The Show

J

By Dan A. Nelson

ayne DePanfilis has a long, remarkable history in the hang gliding world, having worked for several of the most prominent flight parks in this country. Her future in the hang gliding world promises to be even brighter—for all of us.

As Executive Director of the U.S. Hang Gliding Association, Jayne leads the day-to-day battles in the fight to keep hang glider and paraglider pilots free to enjoy their favorite pursuits.

Jayne utilizes all the lessons learned from her past experiences as she carries the fight forward. And make no mistake; it is a fight to keep all the issues and agencies in check and under control.

Jayne notes that when she was first hired in the summer of 2000 by USHGA, it was simply to help organize and streamline the organization’s database. Later that year, the executive director resigned and Jayne was hired to temporarily fill in, as the office manager and CEO. She inherited an association with a very shaky financial position—less than $12,000 in the operating budge—but with a board of directors willing to make needed changes. In May 2001, after having initiated a number of measures to cut costs and increasing revenue, Jayne was formally named as Executive Director of USHGA.

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Two years later, the organization rests on a solid financial foundation, and Jayne is moving on to other issues of concern.

Indeed, the actions taken by Jayne and the USHGA Board of Directors—with whom she works closely— in the next year or two will help determine the fate and future of free flight in this country. Jayne notes that the pressing issues before us include: Insurance, sport pilot regulations (that is, governmental regulations and restrictions on recreational aviation), and membership development and retention.

Jayne brings her commitment to the free flight lifestyle to the table when addressing each of these issues, as well as to others that come up. She has led efforts to rein-in insurance costs while still keeping a solid, stable, effective policy in place. Jayne and a team of dedicated USHGA volunteers brought USHGA to a strong leadership role in working with the Federal Aviation Administration (FAA) to ensure that governmental regulations are designed to protect the needs of free flight pilots. And Jayne has initiated new programs and procedures to help spread the word about the joys and benefits of hang gliding and paragliding, thereby attracting new enthusiasts to this free flight lifestyle.

Jayne DePanfilis was officially hired as the Executive Director of the U.S. Hang Gliding Association just two years ago, but she has already left a mark, and helped set the future for the association, the sport, and the community of free flight pilots.

Support Our Future through the USHGF

➢ Site Preservation ➢ Safety and Education ➢ Competition Excellence The United States Hang Gliding Foundation supports activities that help ensure that the free-flying community has a future.

Make a tax-deductible contribution today.

The USHGA will match your contribution up to $500 each year when you join or renew your membership.

Contact us at 719-632-8300 — or on the WEB at www.ushgf.org Hang Gliding & Paragliding: June, 2003

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Tandem soaring over the Costa Rican Pacific coast. March, 2003.

DON’T GET LOST

YOU ARE HERE

O

By Peter Gray

n January 18, the last day of Mexico’s Monarca Paragliding Open at Valle de Bravo, Alfredo Ramirez—a competitor as well as an organizer of the competition– took a big collapse in a strong thermal a few kilometers from launch. A cravat (wingtip caught between his lines) led to a rapid rotation and three full twists in his risers. Alfredo managed to undo the cravat, but his brake lines were locked in the twisted risers, and his rapid, spinning descent continued. Although he had at least 1,000 meters of ground clearance, he decided to throw his reserve rather than risk more recovery efforts.

During his long, but surprisingly-rapid, descent (he’s thinking of upgrading to a larger reserve), Alfredo had a chance to report his situation by radio to “Control” (Eduardo Corona, our safety and retrieve coordinator). Fortunately, other competitors also spotted Alfredo

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as he came down. By al reports, twisted risers prevented him from disabling the glider, which was down planing.

He fell into a tall deciduous forest, with his wing snagged by a few lines in the thin top branches of one tree, and his reserve similarly caught in another tree. He dangled below the high forest canopy, with nothing but 25 meters of air between him and the ground. Even if he had been carrying a tree rescue kit, it would have been useless. Fortunately uninjured, he had nothing to do but sit tight and hope to be located soon. Alfredo read his GPS and radioed his position to whoever could hear him. (Note: although GPS —Global Positioning System— refers to the entire array of satellites, computers, and atomic clocks, we commonly use it to mean “GPS receiver,” the portable instrument we fly with.)

Within 10 minutes, I headed down the mountain with Eduardo (I was the comp director and scorekeeper).

Hang Gliding & Paragliding: June, 2003

We maintained radio contact with other rescue personnel. I wasn’t going to be a lot of help, but as backup I asked for Alfredo’s location. With radio communication, plus my lessthan-impressive Spanish, that took some time. Hoping I had all the digits right, I entered the position as a new waypoint. Down in the valley, we drove around trying to figure out which roads might get us closest to Alfredo, until we met his wife Monica, who was distraught after trying desperately and unsuccessfully to get information about his location and condition. I left Eduardo and, with radio and GPS in hand, I went with Monica. We drove to where the main road seemed to get closest to where we thought Alfredo was, and hiked up into the forest. We climbed to within one kilometer of his location, and then heard by radio that the rescue group had found a road from another direction, also to within about a kilometer.

F O U N D

Skipping ahead, everything turned out fine for Alfredo. The rescue team, including a local tree-climbing specialist, found him within a couple of hours. They retrieved pilot and glider, leaving the reserve for another day. Alfredo was lucky in several ways. He was close to well-known territory, he wasn’t hurt, and his radio and GPS functioned when he needed them. Many things, most of them out of anyone’s control, could have gone far worse.

One thing we can control, however, is the matter of position reporting.

After seven years of XC flying with GPS, plus a lot of other experience with navigation, surveying, and mapping, I have some ideas about how to communicate locations with a minimum of error and ambiguity. This is usually a matter of convenience, but the incident in Mexico reminded me that it could also make the difference between life and death.

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DON’T GET LOST

Most of us enter and edit our waypoint data in angular (latitude and longitude) coordinates, with the WGS84 datum— essentially a reference point for the coordinate system. In many ways, this is the most universal and up-to-date coordinate system for locating and mapping positions on Earth, and it is the “native environment” of the GPS system. As a side note that I won’t go into here, numerous coordinate systems and projection methods have been invented. The intent of this is not to confuse navigators. It is an outgrowth of the many different objectives of local, regional, and global mapping and surveying projects.

A sample location could be verbalized as: “North four seven degrees, two five point nine six four minutes. West one zero nine degrees, three seven point two eight five minutes.” A position in thousandths of a minute, or tenths of a second, gives a positional precision of two or three meters, which is better than the typical four- to seven-meter error of handheld GPS receivers, and much better than necessary for finding an incapacitated pilot. But there are several problems with transmitting locations in this format: 1) Identifying a position requires up to 15 numerals (on about 37 percent of the Earth’s surface); with as few as 12 digits on about

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one percent of the planet, a 2,200-km square centered in the Gulf of Guinea, south of the Ivory Coast and Nigeria. In an emergency, the time available for relaying the information, not to mention verifying it, is likely to be short. After a reserve ride or emergency landing in a canyon or forest, the GPS and the radio might suddenly become worthless. At best, a ground-to-air-to-ground relay of latitude/longitude coordinates is difficult. I’ve tried it! An error in reading, hearing, or transcribing just one of those numerals can lead to a large position error.

2) A GPS can be set up to display decimal degrees; or degrees and decimal minutes; or degrees, minutes, and seconds, without the difference being obvious.

The latter two options are commonly mixed up. Confusion as to which units are displayed can lead to a position error of up to one kilometer.

3) The default datum for lat/long is WGS84, but it is easy to choose another from among the numerous datums in use around the world. If some other datum

is in use, the error can also be on the order of one kilometer. The “wrong” datum can be selected by accident, or it might be an artifact of the UTM coordinate system, which pilots in some parts of the world often use.

4) The mistakes listed above might occur simultaneously, possibly leading to even larger errors, and further confounding a rescue.

What are the alternatives? The UTM system (Universal Transverse Mercator, a method of projecting the Earth’s curved surface onto a plane, so that it can be displayed on maps) is one possibility, and it has the minor advantage of giving metric locations.

However, the locations are in meters north and east of some arbitrary (and meaningless, for our purposes) reference point. UTM locations require 14 numerals, and they are highly susceptible to errors related to datum selection.

The approach I recommend is based on recognition that one’s absolute position on the planet isn’t important for our purposes, and that attempting to use a universal location format invites error and ambiguity. It is more appropriate to use a local reference. When Linda Brewer drives a chase vehicle for my friends and me, we give locations in

June, 2003: Hang Gliding & Paragliding

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The approach I recommend is based on recognition that one’s absolute position on the planet isn’t important for our purposes, and that attempting to use a universal location format invites error and ambiguity. It is more appropriate to use a local reference.

F O U N D

the form of bearing and range to a waypoint that is in all of our GPSs. Before she started chase driving, Linda had virtually no experience or training in navigation or map reading, but she has taken to this method easily and naturally. As we fly past one waypoint, we all change our “Go To” reference to the next waypoint. For example, I might say, “Coulee is at eight point six kilometers and two six five degrees, and I’m getting low, so if you don’t hear from me, that’s where I’ll be on the ground.” (Okay, I admit it: in the U.S. I actually use miles. Old habits—and maps and road signs—die hard.)

Some advantages of this method are:

1) The total number of digits transmitted typically ranges from four to six; two to three times less than the count necessary for a lat/long location. This greatly reduces the chance of human error.

2) A relative location can be read immediately from one of the GPS navigation displays (as long as we have a “Go To” in effect). On the Garmin 12, for example, all three navigation screens display bearing and range, while only one gives current position coordinates—and that’s the screen I rarely use in flight.

3) A bearing-and-range location is less abstract than lat/long or UTM, so it can be imagined and remembered far more easily, in case the recipient cannot immediately take notes.

4) There is no error or ambiguity related to datum selection or angle format.

Several conditions are necessary for the bearing/range method to work well. First, everyone involved must share a set of identical waypoints. In most competition settings, this follows naturally.

For recreational flying, it is a good idea to have at least a few waypoints in common. If nothing else, launch is an easy one, and usually an LZ and a town or two can also be added.

Hang Gliding & Paragliding: June, 2003

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G P S : continued…

Second, it is best to use one of the nearest available waypoints as a reference. In terms of its own locational precision, one waypoint is as good as any other. The advantage of a nearby reference is related to limitations of the GPS receiver. The instruments are capable of calculating angles to one hundredth of a degree or better, but all of them that I know of can only give bearings and headings to the nearest degree, because their displays are limited to three digits. This means that the true bearing can be up to one-half degree different from the displayed value.

For example, at a range of five km, this error cannot be more than 44 meters, well within tolerances for fi nding a lost pilot, even in a thick forest. But at 100 km, the error could exceed 800 meters, which is barely acceptable. Another, if lesser, benefit of using a nearby reference is that most GPS units shift into a higher-precision mode (e.g., hundredths of a kilometer rather that tenths) at short range.

Third, pilots and potential rescuers should become familiar with how to use bearing and range data. The natural format that a pilot would use for relaying his or her position is, to borrow surveying terminology, a “fore sight.” That is, the angle read from the GPS is the direction from the pilot to the target. A rescuer would go in exactly the wrong direction by driving to the target waypoint, then heading off at the bearing reported by the pilot! To navigate to the pilot’s location, the rescuer could move around, more or less purposefully, until the bearing and range to the reference point coincide with what the pilot gave over the radio.

If all this makes sense to most readers, I hope it will become standard operating procedure for retrieves and rescues. Safe flying and happy navigation!

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June, 2003: Hang Gliding & Paragliding

LOFTY AMBITIONS

so, How Has Your Day Been?

S

By Bruce Hall

triding confidently to the steep side of the mountain, I gaze over the lush green valley floor several thousand feet below. I’m not looking at this awesome sight the way a regular mortal would, one who is limited to exist in a mainly two dimensional world. The sky calls my name, calling for me to come and play. The rugged, threatening ground below dares me “Go for it,”it taunts.

Standing at the edge of the cliff, my heart is pounding, all my senses are sharp and alive, the adrenalin is flowing through my veins. I have been using all my senses to determine the perfect time to make my move.

The wind rushes up the mountain in varying cycles, and I detect the pattern, the subtle temperature changes and different smells indicate the time is near. Tree branches far below begin to wiggle, and then start to wave.

The time is imminent; I spread out my wings and feel the wonderful sensation of the gentle breeze flowing gently under my wings, lifting me.

This gives me confidence. I detect the rush of the nearing thermal cycle as it comes straight in. My wings are balanced, and I am ready. After taking that fi rst step there is no turning back, no second chance.

I do it! I have to run, run with all my might, as if my life depends on it. I have to run as if I am determined to run straight down that cliff. My feet try to stay on the ground and run, but in an instance, with the combined momentum of my body plunging down the cliff and the force of the oncoming wind, my wings do their part. I am firmly yanked from the face of the earth and ripped into the sky. A confident smile comes over my face as I hear the fading, threatening screams of the trees as the

strong wind blows through their branches. I know I am safe now, but I am not yet free; I can fly, but can I soar?

Within two minutes I am a few hundred feet above the point where I left the earth, but then the lift stops and I start going down! I know I can’t stay here; it will be three minutes before the lift returns and I can’t wait; by that time I will be kissing the earth. I turn and make a beeline for a ridge—there has got to be lift there! As I near the ridge the nose of my glider suddenly tosses up.

This is a good thing, but I can’t allow the glider to react alone. Together we must respond to this wonderful phenomena.

If the glider is allowed to have its way alone, I will lose speed and ultimately stall, spinning out of control back to the outstretched arms of those nasty trees and rocks. Pulling in, the nose of my glider obediently drops back into position and I am back on track, rocketing skyward, I bank my wings in order to stay in the lift. The glider and I are in perfect harmony, the wings are an extension of my body, and we are one. I take authority and keep turning in the lift.

glider easily begins to turn.

This is not good; I have found the evil sink. I turn back quickly hoping to fi nd my elevator but it is elusive. “Where are you?” I cry, but there is no answer. I fly fast hoping to escape the sink, urgently searching back and forth, but the sink just won’t let go.

Suddenly the resistance is gone and the

Photo: Jeff Dodgen Hang Gliding & Paragliding: June, 2003

47

LOFTY AMBITIONS

I see the trees below quietly snickering.

They have become perfectly still, but I know what they are saying. I can’t loiter around any longer to be taunted by them; I’m outta-here. I head across the gap, where sink is inevitable, but it is my only hope. There may be lift over the switchbacks. Besides, the landing field is over there. Unwilling to concede without a fight; I realize I must be prepared to return to earth in a safe manner if I can’t find that elusive column of rising air. I am beginning to face the grim possibility that I am not going to get to soar today.

Then I see something, something that gladdens me and brightens my heart.

I am so excited, I can hardly contain myself. It’s an eagle, and he is low and turning. He’s going up! I am saved! I use up some more of my precious altitude, and turn it into speed, reaching the thermal about 300 feet above my savior. The thermal is strong and rough, tossing me about, but this is when it really gets fun. Banking the wing in a tight turn, I know that the core of a thermal like this is small and could easily toss me out. It’s not long, and my new friend has caught up to me. For an instant our eyes lock and there seems to be an understanding between us. I perceive that he knows true freedom and rules over his domain with great confidence. He has an air of superiority; as if he realizes I am one of those pitiful earthbound creatures who have attached a mechanical thing to my body, so as to poorly mimic what he does instinctively and so aptly. I sense he knows, even though I am so much bigger than he is, he is in charge. He turns his attention back to his task and quickly vanishes above my wing. I am enthralled, feeling like I have had an encounter with a great being and was acknowledged. WOW!

48

I am still going up, the air is getting colder and smoother. Working my way above the mountaintops, I can see forever. There are mountains, ranges, valleys and roads visible where poor mortals are confined to so many limitations. Alone and invisible, no one, nor anything, is able to break in on me.

The only sound is the wind rushing past my body and wings. This is the place I

feel totally safe, totally at peace; I have no limits. I can go where I want, and do what I want. It seems there are no rules here; I am free, truly free.

Now I am so high, the world below seems small and insignificant. My perspective of the world has changed and perception of reality becomes altered. When banking my wing to turn, I have no sensation of the altered course— the world below just spins.

Pulling in for speed, the only indication of change is the sound of the rushing wind. It feels like I am not even moving.

My friend, the sky, and I play for some time, but even time up here doesn’t really matter.

of my mortality. Frailty and limitations are a reality after all. One mistake here and it could result in a lot of pain or even a permanent departure from this restricted world. I am not ready for that yet, so combining all the knowledge and skill I have, I focus my attention to do this right. My legs come down; I swing my body upright and move my hands up the down tubes. The grass below is a green blur as I skim over it. I push out and up with all my might.

The nose of the glider obediently punches up and I gently touch the ground. Two easy steps and I’m still, bearing the full weight of the glider that has so faithfully carried me for the past couple of hours. There is no indication that the now burdensome object was an extension of my body only seconds ago.

A smile of satisfaction spreads across my face as I fold down the glider and place it on the car.

I call my wife to let her know I am safe, and that I am smiling.

She is smiling too; she knows she has a very happy hubby. On the way home I stop at the store to buy some milk. An acquaintance asks, “So, how has your day been”? I just say “fine, how about you?” I know if I tell him what I having been doing I will get the spiel about being nuts, how dangerous that sport is, and that I must be an adrenalin junky with a death wish. Well perhaps I am a nut, but a very happy one.

As I leave the store, an eagle screeches.

Could it be that he is calling for me?

Eventually I realize it is time to return to the limited world below. As I get low my senses must be sharp and completely alive, I have to think and decide which way the wind is blowing and which way to come in to land. The altitude, approach and speed have to be just right. This is when I am all too aware June, 2003: Hang Gliding & Paragliding

PRODUCT LINES

© By Dan Johnson <cumulusman@aol.com> www.bydanjohnson.com

surface gliders nor intermediate models. In fact, recent chatter among vocal pilots — many of whom pursue the competition circuit — has often been about noncompetitive gliders (although some of this attention stems from X-C prizes being offered for flights in such wings). ▲ Experts talk about the amazing handing and stability compared to the high performance models they choose for contests. Many took rides on new intermediates like the Aeros Discus, Wills Wing U2, Moyes Litesport and the Aeros Target single surface glider. After flying the most tweaked out bladewings which require more pilot input to extract their greater capabilities, several top-ranked pilots sounded delighted to relax while flying. Gee, relax while flying… what a concept! ••• Speaking of intermediates, Moyes is preparing to offer a bigger Litesport. As with its smaller siblings, Litesport 5 brings intermediate flight behavior, lighter weight and easier handling to what Moyes observers report is “the highest performing kingposted glider ever made!” Moyes itself says, “The Litesport performs similarly to a non-kingposted glider, but handles like an intermediate glider, making it suitable for many pilots whether competitive or recreational.” ▲ Preliminary specs for the Litesport 5 include wing area of 160 square feet (compared to 148 sq. ft. on the Litesport 4), wing span of 32.9 feet, and weight of 74 pounds.

Litesport 5 is best flown by a pilot weighing 187 pounds (not including harness or instruments). Big boys may want to pay extra attention. ▲ FMI: FlyaMoyes@aol.com or (530) 888-8622 ••• In another intriguing development, A.I.R. the highly successful rigid wing producer of the ATOS, released information about their tandem version called the ATOS VX. Besides beefier parts, the VX model distinguishes itself with some compound-angled wingtips which may aid slower speed handling, an important point in a glider made for training. According to factory personnel, the tips are raised to give more ground clearance on takeoff and landing. No wonder since the big ATOS has a 46 foot span and a wing area of 172 square feet. Sink rate is predicted to be a rather amazing 100 fpm. ▲ With these stats in mind and its design purpose, I’ll be surprised if the VX doesn’t end up on some light powered trikes. A number of pilots have been waiting for an appropriately sized and tested rigid wing for such a use. In fact with the VX wing molds costing upwards of $30,000, some wonder about the market for a tandem ATOS. When you factor in nanotrikes intended as motorgliders, recouping that investment might be more feasible. ▲ A.I.R. still has work to do. At press time the VX had not yet been flown with two on board, so, for example, the sink rate information has not been verified. Nonetheless, demand from flight schools and European flying clubs has reportedly surprised designer Felix Rühle. ▲ FMI: info@a-i-r.de ••• So, got news or opinions? Send ‘em to: 8 Dorset, St. Paul MN 55118. Messages or fax to (651) 450-0930. E-mail to News@ByDanJohnson.com or CumulusMan@aol.com.

THANKS!

St. Paul, Minn. -- Well, as this issue of Hang Gliding & Paragliding goes to press, one of the two big Florida two meets has finished and the other is about to begin. In the second week of April, after the Sun ‘n Fun airshow concluded, Quest launched into the 2003 Flytec Championships. ••• Two leaders won their classes, with Manfred Ruhmer taking first in his Flexwing class Icaro Laminar MR. Christian Ciech took the honors in his Rigid class Icaro Stratos …again! — each of these men achieved this result last year. Mark Mulholland was an American of distinction placing first among the four-competitor Swift class, flying the wing Brightstar invented. ▲ This year’s contest was significant for flying 110 competitors, up from last year’s 106 contestants. In addition, participation by international pilots was higher than ever. In Flexwing class, fully 50 percent were from the other countries! The top three Flex wing contestants were Manfred from Austria, Oleg Bondarchuk from Ukraine, and Kraig Coomber from Australia. Each flew a glider of his country (Icaro, Aeros, and Moyes). ▲ Yankees were nearly in the minority and last year at Quest, Americans placed higher. This year’s best performances were by Paris Williams in 9th (Aeros), down from his hot-as-a-pistol 2nd and 3rd place finishes at these two meets last year. Curt Warren (Moyes) placed 10th; Mike Barber (Moyes) and Kari Castle (Icaro) were 13th and 14th, Carlos Bessa (Wills Wing) was 16th, Jim Lee (Wills Wing) was 19th and Jerz Rossignol (Icaro) was 20th. ••• Icaro certainly has bragging rights with its brand winning both Flex and Rigid classes. The same two champion pilots flew their Italian gliders to victory two years running.

But you can’t judge new glider sales by looking at the top few performers, so I prefer to survey the entire field to see what it suggests about the brands competitive pilots are choosing. Since U.S. participants made up three-quarters of those in the bottom third of contestants, and since they may be more like you, it’s important to tally their brand choices. ▲ Though the world counts several more brands, some of which have strong regional followings, only six Flexwing brands were used at Quest. You might find it remarkable (or maybe not?) to hear that last year’s Quest and the 2003 event had the same brand loyalties.

Moyes again lead with 35 percent of the field (they had 35 percent in ‘02 as well), Wills had 22 percent (also identical), Aeros had 19 percent (yup, again, identical), Icaro 17 percent (getting bored? …yes, again identical), followed by AirBorne and La Mouette with 4 percent (OK, fine, once again identical to last year). I actually reviewed the results to be sure I wasn’t reading last year’s results.

Last year from Wallaby (which went first in ‘02) to Quest, the brands did vary slightly. We’ll see what happens this year as the event positions reverse. Once again, we saw no British gliders, though that country once dominated international contests; the French seemed to have replaced them. ••• Fortunately, the tight focus on competition in the spring doesn’t completely block the view of single P

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R A T I N G S

REGION PILOT

H-1 1 H-1 2 H-1 2 H-1 2 H-1 2 H-1 2 H-1 3 H-1 3 H-1 3 H-1 4 H-1 4 H-1 4 H-1 6 H-1 6 H-1 7 H-1 7 H-1 7 H-1 8 H-1 9 H-1 9 H-1 9 H-1 9 H-1 10 H-1 10 H-1 10 H-1 10 H-1 10 H-1 10 H-1 10 H-1 11 H-1 12 H-2 2 H-2 2 H-2 3 H-2 3 H-2 3 H-2 4 H-2 4 H-2 4 H-2 6 H-2 7 H-2 7 H-2 7 H-2 10 H-2 10 H-2 11 H-2 12 H-3 2 H-3 2 H-3 3 H-3 6 H-3 10 H-4 2 H-4 2 50

LEONARD MEYER BRIAN PADGETT JOE HALLIGAN JULIANN CHEN THOMAS HARRIS DON ANDERSON DOUGLAS DOTTER LEE ( JOE) TIEH YUAN ANZOR ZOURKHAEV MICHAEL WIMAN ANDY ZINN CHRIS GWIN RICK MOREHOUSE BERT RODRIGUEZ JONAS B BLANTON PAUL MITCHELL BRYAN MCGUIRE KIRA YOUNG JOB GODINO JAMES STOCKARD ALEK BEYNENSON DAVID SCALSKY BRANDON TEAGUE SARAH MERTENS ETHAN DUTY KATHERINE ALEXANDER TRICIA BEACH DUSTIN LUPTON LARRY REMER WALTER STOKER DANIEL CHAPMAN BRIAN PADGETT JOE HALLIGAN JRANS PETROSIAN FRANK HAVERMEYER DOUGLAS DOTTER MICHAEL WIMAN PAUL BUNN CHRIS GWIN RICK MOREHOUSE JONAS B BLANTON PAUL MITCHELL BRYAN MCGUIRE CHRISTOPHER LEFAY LARRY REMER WALTER STOKER DANIEL CHAPMAN JERRY GILLARD SEAN ABELLANA MARCUS VENTURINI, JR. ROGER FERGUSON JOHN HORTON CHRISTOPHER MCKEON DAVID GULICK

CITY

STATE

ADDY SANTA ROSA FREMONT BERKELEY HALF MOON BAY SACRAMENTO SAN CLEMENTE MONROVIA CULVER CITY GREENWOOD VILLG PITKIN ALBUQUERQUE SCOTTSBLUFF TULSA BATTLE CREEK SPARTA ALBION OSONO PHILADELPHIA LOUISVILLE CHEVY CHASE FT KNOX BOONE RALEIGH RAEFORD ORLANDO ATLANTA AURORA OZALA AUSTIN BAINBRIDGE SANTA ROSA FREMONT GLENDALE ARCADIA SAN CLEMENTE GREENWOOD VILLG EVERGREEN ALBUQUERQUE SCOTTSBLUFF BATTLE CREEK SPARTA ALBION LENA OZALA AUSTIN BAINBRIDGE SEASIDE ARROYO GRANDE SAN DIEGO FAYETTEVILLE HUNTSVILLE BRENTWOOD ALAMEDA

WA CA CA CA CA CA CA CA CA CO CO NM NE OK MI WI IN ME PA KY MD KY NC NC NC FL GA NC FL TX NY CA CA CA CA CA CO CO NM NE MI WI IN MS FL TX NY CA CA CA AR AL CA CA

RATING OFFICIAL

DALE SANDERSON PATRICK DENEVAN PATRICK DENEVAN KURTIS CARTER PATRICK DENEVAN GEORGE HAMILTON JOE GREBLO ANDREW BEEM ANDREW BEEM PARIS WILLIAMS RUSTY WHITLEY MEL GLANTZ CHRISTIAN THORESON ANDY TORRINGTON JAMES TINDLE CHRISTIAN THORESON JAMES GARDNER ANDY TORRINGTON KEVIN COLTRANE KEVIN COLTRANE JOHN MIDDLETON CHRISTIAN THORESON ANDY TORRINGTON KEVIN COLTRANE KEVIN COLTRANE ANDY TORRINGTON CHRISTIAN THORESON KEVIN COLTRANE ROBERT LANE FREDERICK BURNS MEL GLANTZ PATRICK DENEVAN PATRICK DENEVAN JOE GREBLO ANDREW BEEM JOE GREBLO PARIS WILLIAMS MARK WINDSHEIMER MEL GLANTZ CHRISTIAN THORESON JAMES TINDLE CHRISTIAN THORESON JAMES GARDNER CHRISTIAN THORESON ROBERT LANE FREDERICK BURNS MEL GLANTZ GEORGE REEVES THEODORE MACK STEVE STACKABLE ROBERT LANE DON MURDOCH KEN MUSCIO DAN HARDY June, 2003: Hang Gliding & Paragliding

R A T I N G S

REGION PILOT

H-4 2 H-4 3 H-4 10 T-1 4 P-1 1 P-1 1 P-1 1 P-1 1 P-1 1 P-1 1 P-1 2 P-1 2 P-1 2 P-1 2 P-1 3 P-1 3 P-1 3 P-1 3 P-1 4 P-1 4 P-1 4 P-1 4 P-1 4 P-1 4 P-1 4 P-1 4 P-1 9 P-1 10 P-1 10 P-1 13 P-1 13 P-1 13 P-1 13 P-2 1 P-2 1 P-2 1 P-2 1 P-2 2 P-2 2 P-2 2 P-2 2 P-2 2 P-2 3 P-2 3 P-2 3 P-2 3 P-2 4 P-2 4 P-2 4 P-2 4 P-2 4 P-2 4 P-2 4 P-2 9

BROOK RICE AARON LA PLANTE CARL BURICK GREG BERGER KAREN MCDERMOTT ROBERT REESE ERICK SANDBERG JANIS JACKSON TIM CARLETON NORMAN HENNINGSEN KIRK SCOTT MATTHEW EPPERSON DANIEL HARRISON SHARON ALLRED THEO WADDELL MARK GERASIMENKO THOMAS WESTERFIELD JAMES BURGESS JOHN TEFAN BOYD STRATTON SAMUEL HOOVER LUIZ MARTINEZ FILKO JOHN FETZ KEVIN MECHLING AARON OLSEN AMBER BRADBURY CORY HEYMAN SCOTT SCHNEIDER RAUL MARRERO MA CHIU KIT WILLIAM NIKOLAI JACK CARLSON CORMAC MITCHELL-LEES KAREN MCDERMOTT ERICK SANDBERG TIM CARLETON NORMAN HENNINGSEN NIALL DOHERTY ANNE TOMBELAINE MAYNARD MCREE KIRK SCOTT SHARON ALLRED RICHARD BENTLEY MARK GERASIMENKO THOMAS WESTERFIELD JAMES BURGESS JOHN TEFAN BOYD STRATTON LUIZ MARTINEZ FILKO JOHN FETZ KEVIN MECHLING AARON OLSEN AMBER BRADBURY CORY HEYMAN

Hang Gliding & Paragliding: June, 2003

CITY

STATE

SANA CLARA SANTA BARBARA TRENTON PRESCOTT EAGLE RIVER MERCER ISLAND HILLSBORO GRESHAM ANCHORAGE TACOMA SAN FRANCISCO ANTIOCH JAMESTOWN ATASCADERO BURBANK HONOLULU SANTA BARBARA PASADENA PROVO FRISCO EL PASO SALT LAKE CITY LAKE HAVASU CITY WEST JORDAN SALT LAKE CITY ROY SILVER SPRING WILDWOOD CAROLINA 4-8 CHING WAH ST VANCOUVER VANCOUVER DUBLIN 9 EAGLE RIVER HILLSBORO ANCHORAGE TACOMA SANTA CLARA SAN RAMON SPARKS SAN FRANCISCO ATASCADERO HUNTINGTON BEACH HONOLULU SANTA BARBARA PASADENA PROVO FRISCO SALT LAKE CITY LAKE HAVASU CITY WEST JORDAN SALT LAKE CITY ROY SILVER SPRING

CA CA GA AZ AK WA OR OR AK WA CA CA CA CA CA HI CA CA UT CO TX UT AZ UT UT UT MD GA PR BC BC AK OR AK WA CA CA NV CA CA CA HI CA CA UT CO UT AZ UT UT UT MD

RATING OFFICIAL

ERIC HINRICHS JAMES GARDNER CHRISTIAN THORESON JIM ZEISET BO CRISS DIXON WHITE KELLY KELLAR KELLY KELLAR PHIL SMITH MARC CHIRICO CHRIS SANTACROCE WALLACE ANDERSON ENLEAU O CONNOR HUGH MURPHY MARK LEAHY PETE MICHELMORE CHAD BASTIAN KYOUNG KI HONG STEPHEN MAYER BRUCE WALKER KYOUNG KI HONG STEPHEN MAYER KYOUNG KI HONG STEPHEN MAYER STEPHEN MAYER KEN HUDONJORGENSEN CHRIS BOWLES MARTY DEVIETTI ROBERT HASTINGS LESLIE SHARP PETE MICHELMORE JAMES REICH DAVID PRENTICE BO CRISS KELLY KELLAR PHIL SMITH MARC CHIRICO WALLACE ANDERSON MIKE GALVIN NICHOLAS GREECE CHRIS SANTACROCE HUGH MURPHY GABRIEL JEBB PETE MICHELMORE CHAD BASTIAN KYOUNG KI HONG STEPHEN MAYER BRUCE WALKER STEPHEN MAYER KYOUNG KI HONG STEPHEN MAYER STEPHEN MAYER KEN HUDONJORGENSEN CHRIS BOWLES 51

R A T I N G S

REGION PILOT

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

52

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

SCOTT SCHNEIDER MA CHIU KIT WILLIAM NIKOLAI JACK CARLSON CORMAC MITCHELL-LEES CARLOS MALDONADO JOSE MARTINEZ NORMAN HENNINGSEN ERIC HACK JOEL MCMINN JAMES COOK CRAIG NORMINGTON PAUL WEBBER LUIZ MARTINEZ FILKO RICHARD RAY JOE BARTNICK JAMES PARKER, JR HYNEK CIBULA WILLIAM NIKOLAI JACK CARLSON FORREST KELLER OWEN DUNCAN SAMUEL CROCKER NORMAN HENNINGSEN ANN SASAKI MARC BETTING ERIC HACK KURT RADEMACHER JONATHAN JEFFERIES MIKE STEEN PETER HAMMETT JAMES PARKER, JR PATRICK EAVES KENT DYER JONATHAN JEFFERIES MIKE STEEN CIARAN EGAN

CITY

STATE

WILDWOOD 4-8 CHING WAH ST VANCOUVER VANCOUVER DUBLIN 9 SEATTLE GRESHAM TACOMA ATASCADERO BENICIA SAN FRANCISCO CORONA POWAY SALT LAKE CITY TETON VILLAGE DALEVILLE ATLANTA SUGAR HILL VANCOUVER VANCOUVER VASHON MUKILTEO GRESHAM TACOMA PACIFICA SAN FRANCISCO ATASCADERO BOULDER DRAPER SALT LAKE CITY IDAHO CITY ATLANTA LOS OSOS BAILEY DRAPER SALT LAKE CITY NEW YORK

GA BC BC WA OR WA CA CA CA CA CA UT WY VA GA GA BC BC WA WA OR WA CA CA CA CO UT UT ID GA CA CO UT UT NY

RATING OFFICIAL

MARTY DEVIETTI LESLIE SHARP PETE MICHELMORE JAMES REICH DAVID PRENTICE MARC CHIRICO KELLY KELLAR MARC CHIRICO HUGH MURPHY JOSHUA MEYERS SCOTT GASPARIAN TIM NELSON GABRIEL JEBB STEPHEN MAYER THOMAS BARTLETT DWAYNE MC COURT J P SALDANA J P SALDANA PETE MICHELMORE JAMES REICH BOB HANNAH BOB HANNAH KELLY KELLAR MARC CHIRICO PHILLIP HIRST PHIL NERI HUGH MURPHY GEORGE RIDGIK STEPHEN MAYER STEPHEN MAYER CHARLES SMITH J P SALDANA BOB OSBORN KARI CASTLE STEPHEN MAYER STEPHEN MAYER LARS LINDE

June, 2003: Hang Gliding & Paragliding

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53

MASTER’S TIPS

By Rob Kells, illustrations by Mike Meier

H

ang gliders are among the most challenging of all aircraft to land.

Because sailplanes and airplanes are equipped with wheels, the flare timing and landing speeds are much less critical than landings we make on our feet.

It’s NOT OK To Crash Many pilots feel that it is perfectly normal and acceptable to break downtubes. We actually use more down tube material to manufacture spare parts each year than we use building new gliders. Every broken downtube is an aircraft CRASH, and a chance of injury to the pilot’s EGO or worse, not to mention the cost of repair and general wear and tear on your equipment. I capitalized the word EGO because it is one of the primary motivations to make bad decisions. Most pilots (Yup, I’m talking to you!) have larger than average EGOs. In Tom Wolf’s The Right Stuff, Gordo says to his wife, “Who’s the world’s best test pilot?” He replies, “You’re lookin’ at him!” Now, understand that a healthy dose of self confidence is an absolute requirement to be any kind of pilot, but, EGO, if left unchecked, can get you into all kinds of trouble in a hurry….

I believe that the more important contributing factors to landing success are the ones discussed below along with the decisions you make based on those factors. For an excellent treatment on the subject of decision making in flying, please read Mike Meier’s article “Why Can’t We Get A Handle On This Safety Thing?” Published in the September 1998 issue of Hang Gliding Magazine, and also available online at:

As for currency, obviously the more landings you do, and the more recent they are in your experience, the better your landings are.

Hint: Do lots of landings Landing Conditions It’s easy to land on your feet when the air is glass smooth, and the wind velocity is

density altitude, and a new Acme Turbo high-performance glider, and suddenly you are fighting for your life!

Reality can be observed in most LZs, where there will usually be one or more crashes per day. Go to any airport and watch landings for a day, typically you will not see a single crash.

Hints: • Walk the LZ before you have to land there, inspect the land-able terrain for any slope • Know where all the wind indicators are • Get to the LZ with plenty of altitude so you have time to observe the trends • Fly upwind to see what’s coming

http://www.willswing.com/Articles/Article.asp?reqArticleName=HandleOnSafety or http://www.willswing.com/Articles/Articlelist.asp

Hint: Don’t Crash!

close to the stall speed of your glider. This perfect condition allows you to approach the landing with a very low ground speed taking the ground rush and need for precise flare timing out of the equation.

If these perfect conditions existed all the time, a much greater percentage of the general populace could learn to fly.

your way. If you run into strong lift just upwind of the field, you can climb in it and drift down wind waiting until the estimated base of the thermal has passed your approach and landing corridor. Then fly upwind again, repeating the process as necessary

Pilot Skill and Currency While pilot experience is important,

Now, take a restricted LZ with light, switching winds, turbulence, high-

• Remember that if you arrive at the LZ low, you don’t have as many options Type of Hang Glider Glide performance is not a big deal in a large level landing area when the wind is blowing. Landing a high performance glider in other than ideal conditions can be very challenging. Many pilots are flying gliders that require a higher level of skill than they possess. More pilots leave the sport for this reason than any other.

Here’s that EGO thing again. If you own a glider that’s above your skill / currency level, get something easier to fly and start having FUN again!

When we are test flying new customer gliders, the test pilots usually prefer to fly

54

June, 2003: Hang Gliding & Paragliding

MASTER’S TIPS

the simple fun gliders - fewer battens to stuff, lighter to carry, and much easier to land.

Flare timing and flare authority are both critical to a safe landing in difficult conditions. The timing required and authority available varies greatly between glider models. In the mid ‘90s most of the designers moved the control bar apex attachment point behind the hang loop.

This made a dramatic improvement in flare authority.

Control authority right down to stall is helpful, and as for stall speed, slower is clearly better.

As for static balance, there is increasing evidence that a glider that’s statically tail heavy (all else being equal) tends to settle tail first as opposed to dropping the nose.

Hint: Fly a glider that’s within your skill level HARNESS ISSUES Leg Loop Length The adjustment of the leg loop length has a direct impact on your flare authority. In the diagram below you can see that the lower you hang in the upright position, the further behind the downtubes you are due to the rake in the control frame. In most harnesses it is pointless to have any more slack than absolutely necessary. Some harness makers use an adjustable leg loop buckle that can loosen up in flight. If the pilot forgets to snug them up before going upright, they find themselves six to ten inches too low. It is very easy to actually feel the difference in flare authority in one inch, so imagine the difference ten inches will make! Landing with too much slack in your leg loops is much more difficult.

Leg loops too long:

Shorter leg loops give better flare Hang Gliding & Paragliding: June, 2003

Hint: After you have determined the proper leg loop adjustment, get a qualified person to sew them so they will not adjust themselves.

Harness Type Soft back harnesses are generally easier to land with than harnesses with back plates.

Most of the harnesses with back plates will not allow you to get in a full upright position for landing. If you are accustomed to being inclined 45 degrees forward during your approach and landing, this forward tilt actually increases your flare authority.

This is because your shoulders are further forward relative to your downtubes by more than a foot! The problem comes when a pilot tries to climb up the down tubes to get into a more upright position.

To climb the downtubes in a harness with a back plate requires that you exert a lot of force on the downtubes in a downwards direction and grip them very tightly. The tighter you grip the downtubes, the less control feel you will have. Also if the apex of the control frame is aft of the hang loop, and you hang from the downtubes high enough, the nose of the glider will actually pitch up, making it difficult to maintain adequate speed on final.

Note how far the control bar apex is behind the hang loop Hint: Don’t fly with a back plate harness unless you are committed to landing inclined forward Single Suspension I believe there should be a line that goes from the carabiner to the front of the harness to limit the travel of the harness in the head down direction. The harness should be adjusted to go about 15 degrees head down, and no further. There have been a number of avoidable face and neck injuries because there was no limit to how far the harness could pitch head down.

Hint: If you have a single suspension harness rig a line from the carabiner to the front of the harness

Hang Height The closer you hang to the base tube when prone the better your control authority will be. Many pilots confuse prone hang height with upright hang height. What you want is the lowest prone hang height

your elbows can tolerate, and the highest upright hang height for flare authority.

If you are adjusting your prone hang height higher off the base tube so you are higher when upright, shorten your leg loops or if that doesn’t do it for you, get a different harness.

Transition From Prone There are many schools of thought on when to transition from prone to upright. Generally, the most conservative time is during the downwind leg of your approach so you are in the landing position early, and can focus on the task at hand. Some pilots like to have one hand on a downtube and keep one on the base tube until short fi nal, and still others do the transition just before it is time to flare. One thing that is clear is that if you do your transition on fi nal, close to the ground, and miss a downtube, the glider will generally turn. The severity of the turn will be determined by the speed you have when you miss it, and the bar pressure of the glider you are flying. It is best to do the transition near trim speed where the glider will fly hands off, as there is a much lower risk of losing control.

Flying Upright Most pilots spend a very small amount of airtime in the upright position. This is not too smart when you realize that all the time spent closest to the ground is in the launch / landing phase of the flight, upright.

Hint: Get into the upright position when soaring. Do roll reversals, thermal that way, spend some of your airtime getting very comfortable in the most important flying position.

There are many other considerations for consistently doing good landings, like approaches, terrain, landing downhill, landing uphill, landing down wind, the use of drogue chutes, etc….

Fly often, and fly the best glider for your skills. Remember that aviation is dangerous, so please fly carefully.

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PIONEER SPIRIT

Pushing T the Limits: Living with the Pioneer Spirit

he art of pioneering and exploring is hazardous and exciting; satisfying and frustrating; life enhancing and life taking.

It’s mid-winter, 2003, and as I sit listening to the coverage on the tragic explosion of the space shuttle Columbia, I feel emotions that connect me with much of our pioneering spirit in paragliding. Columbia was the largest, fastest and most complicated ‘glider’ to ever fly through the atmosphere of Earth. The interaction between Columbia and Earth’s atmosphere at the time of transition from spacecraft to glider created the destruction of the craft and the deaths of the seven pioneers on board.

Pioneers take chances and sometimes put their lives at risk in order to experience excitement, to fi nd new insights, and to extend the knowledge and understanding of themselves and others. Explorers do this because they love it. They enjoy the process of feeling more brain synapses fi ring with the coming of new thoughts, of accomplishing something no one else has ever done before, of creating a new sensation within themselves, of learning something no one else has ever learned. Humans love the experience of learning. It is what makes us all explorers.

By Ken Hudonjorgensen

Foot launched aviation boasts countless pioneers and explorers. Free flight pilots don’t fly at Mach 18, but we do fly through the Earth’s atmosphere and explore our ability to use its volatility to stay aloft for longer periods of time over longer distances.

The faster an aircraft flies through the atmosphere, the less it participates in the experience of that particular piece of atmosphere. Paragliders and hang gliders can circle in a thermal, mapping its width, height, strengths and weaknesses; the changing nuances of lift/sink, density and moisture content, heat and cold, lapse rate and condensation, energy dispensation and transfer and many other specific interactions between our wing/body

56

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������ ������������ ���������� ������������ ������� ������������������������� �������� ������������������������ ���� ����������� ������������������������������� ������������������������������������������������������� �������������������������������� �������������������� Hang Gliding & Paragliding: June, 2003

and our planet’s atmosphere. No pilot in an enclosed powered aircraft can experience and participate with the atmosphere in the way that foot launched, free flight aviation can.

The pioneering spirit proves especially strong when free flight aviators stand atop a never-beforeflown site. When you pioneer a new flying site, you are responsible for extending the limits of the sport. Likewise, if you develop a new aerobatics maneuver you are creating a new understanding of managing the energies of a wing in a coordinated, intentional manner.

When one of us flies over the length of a mountain range that has never been flown over before or flies for a longer time or distance, we take risks. Some of our numbers have died plunging into such risks.

Some have died pushing their own personal limits, learning how to land or soar or thermal, or how to choose the proper glider for themselves or how to best balance finances with quality of instruction. These can all produce death or add to life, depending on what we choose.

Extending our limits (whether in space, in the atmosphere, or in our hearts) increases our risk of survival and also our quality of—and excitement for—life.

NASA constantly hones in on safety, focusing huge amounts of energy toward that end. Deaths tend to happen more frequently when involved in any pioneering activities. This fact demands that we learn from every fl ight, from every interaction with another pilot, from every story we hear.

When exploring cross-country routes, we learn what works and what doesn’t over an extended period of time. The sailors who established routes across the Atlantic learned to avoid the Sargasso Sea, to use the Gulf Stream current etc. We have an XC route in Utah where we fly around an area labeled “The Red Hole” on a state map. We avoid it, like the sailors avoided the Sargasso

Sea, because everyone who has flown over it has experienced massive sink, losing sometimes over 10,000 feet of altitude in just a couple miles of travel. We have learned, at least for the first part of the flight, where we are most likely to find lift and sink.

The Columbia Astronauts could have stayed home and watched TV and might still be alive today but would their lives have been as fulfilling?

How much quantity of life are we willing to give up in order to add quality? We each choose.

A pioneer stretches limits. Whether you stretch your own personal limits or those of your species you are taking chances with your life. Do it wisely, with as much preparation and understanding as you can gather. This won’t guarantee your safety, but it will stretch a fulfilling smile through your heart that will last forever.

Photo: Brett Schreckengost

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58

June, May, 2003: Hang Gliding & Paragliding

SYLM A R CE LE B R AT E S

Sylmar Hang Gliding Association Celebrates 20th Anniversary

O

n June 28, 2003, the Sylmar Hang Gliding Association (SHGA) will celebrate 20 years of continued existence. There will be a number of events involving local and visiting pilots, current and retired, as well as activities shared with our Sylmar neighbors, and the community at large. There will be competitions, exhibits, and a commemoration, followed by a Barbeque at the LZ located at the end of Gridley St. This celebration is in honor of all of those people: fliers, teachers, enthusiasts, spectators, family members, local officials and home owners who have, over the last two decades, given their time, energy and support to at first create and then maintain the existence of the club, and thus the availability of one of the oldest and most famous hang gliding sites worldwide.

The significance of this upcoming event cannot be understated because the pride of accomplishment the club members sense and the pleasure that will be felt by them as they celebrate will be underlined and accented by the fact that, by any objective view of the history and geography of the area, it is nothing short of a miracle that this is still a major flying site.

The story of how SHGA formed, grew and unceasingly fought to keep Sylmar open, is a fascinating glimpse at how a small group of activists, never more than a dozen or so key players at a time, backed by no more than a few hundred club members, kept at bay formidable antagonists with vast resources.

It is also an example to all hang gliding clubs worldwide how to protect themselves and their interests. By learning what happened at Sylmar, any club can copy and adapt these survival skills.

By Richard Seymour

populations, with opposite ideologies, desires and dreams collided head on.

On the one hand the land hunger of the flood of workers who manned the factories in the exploding aerospace, automotive and construction industries led to an unsurpassed building boom. This boom had already developed almost all of the City of L.A. The northwest corner of the San Fernando Valley at Sylmar was one of the few places left. These people wanted a piece of the American dream, and a new house up near the mountains within commuting distance of their workplace was that dream. Once they got their dream, all of their energy (and money) was tied up in it.

On the other hand there were hang gliding pilots. The pilots who flew over those little pastel-colored boxes believed that they were special, and they were. Unfortunately this was sometimes expressed as contempt for the mere mortals living in the boxes. The neighborhood was quick to pick up on this attitude, and its physical manifestations of trash, noise and disregard for safety and their peace of mind.

Not content with this smoldering volcano of bad public relations, which was soon to erupt, the pilots had also managed to annoy quite a few other organizations. In early 1983, everything came to a head.

1983: The Critical Year.

In the beginning of that fateful year, Joe Greblo learned of plans to build little league baseball diamonds in the Paicoma wash LZ. The City of LA started to hold meetings to hear community input. Joe began to attend these meetings, representing the flying community.

Since a title has to be given to an entity, the need to form (reincarnate) a local club became obvious.

Sylmar before 1983.

Bill Bennett first flew Sylmar in 1969 and since then, the site has been in the forefront of the hang gliding phenomenon. However, the very popularity of the site set the stage for its near certain demise.

Local pilot Jay Fred Lucas contacted the City to find out the details of a proposal to ban hang gliding. He mailed copies (postage paid by the USHGA) to all the USHGA members in L.A. County, inviting them to an emergency pilots meeting on October 30. Meeting in the garage of the Bennet house, on a rainy day, 75 pilots debated the crisis and what to do about it. At that meeting it was agreed to reconstitute the SHGA as a California Corporation, and officers were nominated and elected.

From the very beginning, two factors began to confront each other. Two very different

The club countered the proposed ban with a play to have the flying community police itself.

If we can keep our site open, you can keep yours.

Hang Gliding & Paragliding: June, 2003

Joe and Jay managed to arrange a “consensus of courtesy” with the major players. Step by step their concerns were met, and their resistance to hang gliding began to subside. As a result, the committee agreed to recommend that a one year period would be granted to the SHGA to make good on it’s promises of self-regulation The Future of the SHGA. As of this writing, the future of flying at Sylmar looks bright. For 20 years the club has managed to survive, and is now an entrenched, recognizable and (generally) accepted part of the Sylmar community. The local political actors know that the club has strong friends in the area, and has the resources to mount quickly a support campaign if it’s interests are threatened.

The site is now more secure than it has ever been. Despite that good outlook, no one who knows the history of the club can ever think that all the battles are over.

What could shut down flying at Sylmar?

Joe Greblo believes that there are two major worst case scenarios that could end flying forever at Sylmar.

1) A major aviation accident, such as a collision between a glider and an airliner on approach to Burbank airport.

2) A period or series of events that would alienate the neighborhood.

The first scenario is not farfetched; there was a FAA complaint last year that a glider came within 500ft. horizontal of a commercial aircraft near the West Towers area.

The second scenario is more likely, yet entirely avoidable. If the pilots obey the rules, and maintain good relations with the neighbors, a cushion of good will should protect the club.

In the final analysis, as Joe says, “If we are good neighbors, and the community wants us, no one can get rid of us. However, if we are bad neighbors, nothing can keep this site open”.

It is with this in mind that the Sylmar Hang Gliding Association invites all pilots to come celebrate with them on June 28, and meet the neighbors. They won’t bite. In fact, you might meet some you’ll like a lot.

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M A R K E T P L A C E HANG GLID I N G A D V I S O RY

Used hang gliders should always be disassembled before flying for the first time and inspected carefully for fatigued, bent or dented downtubes, ruined bushings, bent bolts (especially the heart bolt), re-used Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with non-circular holes, and on flex wings, sails badly torn or torn loose from their anchor points front and back on the keel and leading edges.

PA R A G L I D I N G A D V I S O R Y

Used paragliders should always be thoroughly inspected before flying for the first time.

Annual inspections on paragliders should include sailcloth strength tests. Simply performing a porosity check isn’t sufficient.

Some gliders pass porosity yet have very weak sailcloth. If in doubt, many hang gliding and paragliding businesses will be happy to give an objective opinion on the condition of equipment you bring them to inspect.

BUYERS SHOULD SELECT EQUIPMENT THAT IS APPROPRIATE FOR THEIR SKILL LEVEL OR RATING. NEW PILOTS SHOULD SEEK PROFESSIONAL INSTRUCTION FROM A USHGA CERTIFIED INSTRUCTOR. FLEX WINGS

AEROS STALKER — New, blue/white $9,000.

Call Highland Aerosports (410) 634-2700, hanglide@aerosports.net AEROS STEALTH 2 KPL 151 — 60 hours, black/ yellow $1,500. Call Highland Aerosports (410) 634-2700, hanglide@aerosports.net AEROS STEALTH 3 151 — <10 hours, blue/ yellow $3,500. Call Highland Aerosports (410) 634-2700, hanglide@aerosports.net AEROS STEALTH 129 — Topless, excellent for smaller pilot, original owner, purple with gray tip, $1,195.00, csperry318@aol.com AIRMAX HANG GLIDER SHOP — Magic 4 166 $800. Training harness $95. Prime cocoon harness $120. Prime XC cocoon harness $179.

XC glider bag $59. Multipurpose MP glider bag $69. Waterproof TRANSPORT glider bag $99. Glider bag kits $39. GEAR BAGS $39.

Speed bar blanks, downtubes, upright blanks, radios, varios, shock cord, leech line, harness rope, sail cloth, thread, sail repair material, bolts, nuts, washers, safety rings, saddles, ball pins, tubing end caps. What LEAF was, we are. Ask for our catalog. (505) 824-5098, email airmax2u@yahoo.com 60

AIRBORNE CLIMAX 13 — One nearly new $4,995; One demo, looks new $4,595.

1-800-688-5637, fly@hanglide.com AIRWAVE KLASSIC 144 — Excellent condition, great thermal glider $800. (541) 504-5416.

AV8 — ICARO The Laminar MRX 700+ is now available. Fly the glider that is flown by the current US National Champion and both the Men and Women’s World Champions. (760) 721-0701, indasky@yahoo.com and www.icaro2000.com EAGLES 145, 164, 180 — Rental gliders at flight park, low hours, clean, priced to sell.

(262) 473-8800, info@hanggliding.com EVEN-UP TRADES — Looking to move up from your Beginner or Novice glider, but can’t put up cash? (262) 473-8800, info@hanggliding.com FALCONS — 140, 170, 195, 225 new and used. WALLABY RANCH (863) 424-0070 FALCON 195 — Single owner, like new, excellent condition, 13 hours, light & dark yellow $1,650. (808) 924-9996.

FALCONS CLEARANCE SALE — School use, one season. Falcon 1s and Falcon 2s. All sizes $1,250-$2,500.

(262) 473-8800, info@hanggliding.com FREE PVC GLIDER STORAGE/TRANSPORT TUBE — With the purchase of any new glider. (517) 223-8683, Cloud9SA@aol.com.

Largest selection of new and used gliders in Michigan.

FUSION 150 — Excellent condition, flies sweet, best offer, will ship. (305) 285-8978.

FUSION 150 — Low hours, meticulously maintained, excellent condition, one of the last ones built $2,100 or trade for?

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

MOYES SX4, MAX — Great condition, very low hours, each priced at under $2,000. Moyes Xtralite 147 — All white $1,100 or trade for?

(262) 473-8800, info@hanggliding.com MOYES SONIC 165 — Excellent condition, low hours $1,900 OBO. (205) 823-5121, rhilton103@aol.com MOYES XTRALITE 147 — Flies great, excellent condition, original owner $1,200. (231) 352-4908.

PULSES AND VISION MARK 4s — Low cost novice gliders. (262) 473-8800 info@hanggliding.com SPECTRUM 165 — The Wills Wing novice model before the Eagle. One left, low hours, clean, priced to sell or trade for?

(262) 473-8800, info@hanggliding.com SPORT AT 167 — Flies great, very good condition, ripstop trailing edge, green/white/ blue $795. Joe (847) 895-5858 Illinois.

SPORTSTER 148 — Brand new, white and red, priced to sell or trade for? (262) 473-8800, info@hanggliding.com TALON 150 — Excellent condition, <23 hours, light blue/white w/small eagle custom sail pattern, aluminum speedbar $3,850. (970) 879-3935, tom@thomaswoodloghomes.com TARGET 180 — Near new, rental glider at flight park, clean, priced to sell.

(262) 473-8800, info@hanggliding.com TRX 160 — $600. WW Sport $700. kob7150@hotmail.com, (727) 733-1450.

ULTRASPORT 147 — Low hours, blue w/ white leading edge, Hall wheels, extra downtube, XC bag $1,900 OBO. (707) 9659159, LOUTRIUMPH@prodigy.net WW ULTRASPORT 147 — New, red/ blue $3,500. Call Highland Aerosports (410) 634-2700, hanglide@aerosports.net

FUSION SP 150 — White mylar, excellent glider, low hours, flies great, lands sweet $2000. (702) 480-4499, eteamer1@aol.com

EMERGENCY PARACHUTES

LAMINAR 14 ST — 1999, sweet handling, well maintained and cared for, turquoise & yellow, $2,400. Russ Van Der Biesen (858) 550-0704 San Diego

20 GORE PDA — w/swivel $375. 20 gore $199. Used Quantum 330s, 440s, 550s.

Some paraglider reserves too. Inventory changes monthly, some trade-ins accepted.

Raven Sky Sports (262) 473-8800, info@hanggliding.com

MARK IV 17 — Wheels, carrying case, Tracer harness, parachute, helmet, all excellent condition $1,300. (781) 248-5800.

AUTHORIZED CHUTE REPAIR — And service center for APCO, Elan, Chiron June, 2003: Hang Gliding & Paragliding

M A R K E T P L A C E powered parachutes and UP/Perche/ Independence paragliders and more! We have a full-time loft available with quick turn around for small to huge repairs and annual inspections. Ship your chute to MoJo’s Gear Ltd. Co., 1475 CR 220, Tow, TX 78672 Attn: REPAIR or INSPECTION. Include a note about the service(s) you require as well as a contact phone number and email. We will contact you with an estimate prior to starting the work. Office: 915-379-1567,

NERVURES KENYA 26 — Alpine light & compact paraglider, 10 lbs., 5.5 gallons, weightload 155-200 lbs. (www.nervures.com/ anglais/Kenya.htm). Excellent coondition, 50 flights, 2 inspections $950. (610) 543-5191, madpentiste@aol.com

HARNESSES

SOL QUASAR — Small, purple, good condition $200. (801) 583-2432, lisaverzella@hotmail.com

www.mojosgear.com

AIRMAX HANG GLIDER SHOP — Training harness $95. Prime cocoon harness $120.

Prime XC cocoon harness $179. XC glider bag $59. Multipurpose MP glider bag $69. Waterproof TRANSPORT glider bag $99. Glider bag kits $39. GEAR BAGS $39.

Speed bar blanks, downtubes, upright blanks, radios, varios, shock cord, leech line, harness rope, sail cloth, thread, sail repair material, bolts, nuts, washers, safety rings, saddles, ball pins, tubing end caps. What LEAF was, we are. Ask for our catalog. (505) 824-5098, email airmax2u@yahoo.com

PACIFICO IMPORTS — www.smartgroups.com/groups/parapentismo SERAK — Medium, 10 hours, like new $1,800.

(972) 712-4609, alberto@albertovoli.com

SOL PRYMUS — Medium, yellow $1,400 OBO. SupAir Evo HARNESS, medium, red/black $350. SupAir Freestyle RESERVE, medium, never deployed $300. All equipment in perfect condition. Under 3 HOURS airtime.

(650) 245-1961, patrickb@cpa2biz.com WINDTECH QUARX — Large, red/white/blue, low hours $1,800. (509) 243-4988.

P O W E R E D PA R A G L I D E R S

CENTER OF GRAVITY — Chest entry, excellent condition, 5’ 9”, $300. (541) 504-5416.

HIGH ENERGY — Custom aerobatic harness.

Excellent condition, includes new LARA parachute, fits 5’ 6” - 5’ 9” $650. (970) 2520098, delconi@frontier.net HIGH ENERGY TRACER POD HARNESSES — And other brands too. Sizes and styles change monthly, $300-500. Cocoons $125$200 each. Many others available. (262) 473-8800, info@hanggliding.com MOSQUITO POWERED HARNESS — 5 flights, great shape $2,750. (205) 254-3288, don@highlandmusic.com

EXXTACY 160 — 1997, good condition, new/reinforced keel $5,500 firm. (315) 99862931, (585) 202-8090.

EXXTACY 160 — Strong, easy to fly, great performance, w/spare practically new complete sail, extra downtubes, XC bag, split bags $4,800. (775) 848-1895, Stephen.Rudy@IGT.com GHOSTBUSTER — 2000, excellent condition, plus spare downtubes & custom xc bag $7,000. Steve Wertheimer (415) 385-0423, swerthei@earthlink.net.

GHOSTERBUSTER — Full race control frame w/extra downtubes and back up flaired basetube

by Wills Wing, extra stock downtubes, leading edges have the “viagra strips” installed $6,500.

Carbon CG harness w/Lara Gold chute $1,500.

Eric Raymond harness w/tandem chute & swivel $800. Full face Icaro helmet w/2ea. clear and 1ea. tented visors, also attached Brauniger IQsonic vario and push-to-talk wiring $350. Tangent flight computer w/mount and 12map GPS also to include Jim Lee’s competition pod to hold it all in $650. Reggie Jones (619) 445-3633, reggieandvicki@cox.net

AIR SPORTS USA —WWW.FLYFORFUN.NET PACIFICO IMPORTS — www.smartgroups.com/groups/ poweredparagliders DK WHISPER GT — Great shape, .low hours, electric start, w/ two 38” 3-bladed prop & guard, one 47” prop & guard, large Pro Design wing $3,900. (715) 582-2915.

WANTED

WANTED: NEW OR USED — ThinAir or Vapor harness by ThinRedLine. Contact rudyvisaya@attbi.com, (510) 579-4661 SCHOOLS & DEALERS ALABAMA

LOOKOUT MOUNTAIN FLIGHT PARK — See ad under Georgia.

ARIZONA

PA R A G L I D E R S

AIR SPORTS USA —WWW.FLYFORFUN.NET

Hang Gliding & Paragliding: June, 2003

AV8 — STRATUS RIGID. Go rigid for under $10,000. Call (760) 721-0701 or email indasky@yahoo.com

U LT R A L I G H T S

MOSQUITO POWERED HARNESS — New Prop, one hour airtime, complete superpreflight $3,500 OBO. 1-800-688-5637, fly@hanglide.com

EDEL ATLAS — Medium, cobalt blue, flown 3 times, Balance harness, Pocket Rocket reserve, Brauniger alti/vario, Yaesu FT-11R radio, all excellent condition. Ed (208) 726-6218, fax (208) 726-8474, mcg5B@aol.com

RIGID WINGS

THE MINIPLANE — Is the paraglider pilot’s paramotor, very comfortable harness, weight shift option, low weight, very quiet, clutch w/ quick break down frame and custom travel box. www.usairborne.coom, (509) 243-4988.

DIXON’S AIRPLAY PARAGLIDING - Dixon White: USHGA’S Instructor of the Year! Airplay: Top ranked school for years and featured in the best selling paragliding training videos “Starting Paragliding”, “Weather to Fly”, “The Art of Kiting”, “Paraglider Towing” and “Lifting Air”. Airplay and it’s sister schools 61

M A R K E T P L A C E are dedicated to thorough and competent instruction at perfect beginner training areas. Drive up to 360 degree treeless, rockless and uncrowded launches. Land in wide-open fields, beginners enjoy many flights each day. Excellent individualized instruction with state-of-the-art lesson plans and equipment. Comprehensive ground schooling with an emphasis on micrometeorology. Great new and used gear, specializing in Windtech, Gradient, Swing and Airwave. In Arizona or Washington RESERVATIONS are required.

POB 2626 Flagstaff, AZ 86003 call (928) 526-4579. www.paraglide.com or dixon@paraglide.com CALIFORNIA

AIRJUNKIES PARAGLIDING — Join KEN BAIER for your “Pursuit of Paragliding Excellence” in the land of year-round, excellent paragliding: Southern California and the Baja. Courses for Novice, Intermediate, Advanced and Instructor ratings. Powered paragliding, soaring and maneuvers clinics, guided tours, tandem and towing instruction and special events.

USHGA certified. Handling the latest equipment. Call (760) 753-2664 for information, airjunkies@worldnet.att.net

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THE HANG GLIDING CENTER — PO Box 151542, San Diego CA 92175, (619) 265-5320.

DREAM WEAVER HANG GLIDING — Train on state-of-the-art WILLS WING FALCONS. LESSON PACKAGES: One four hour lesson $125. Three four hour lessons, plus tandem off 2,000ft. $400. Five lessons for $550.

Ten lessons plus tandem $1,000.

Complete lesson programs. Year-round instruction. Launching and landing and thermal clinics.DON’T HIKE YOUR GLIDER YOURSELF, I’LL HELP YOU! Dealer for Wills Wing, Moyes, Aeros, High Energy Sports, Rotor harnesses, Ball varios, Flytec, Brauniger, Garmin GPS, Camelbaks and more.

80 MILES EAST OF BAY AREA. I’m your northern California MOSQUITO HARNESS DEALER. Call or email to schedule your Mosquito demonstration or clinic. Giving lessons five days a week, Fridays through Tuesdays. Ideal training hill, up to 150ft., 600ft mountain, 1,200ft mountain.

Tandem instruction.

USHGA Advanced Instructor DOUG PRATHER (209) 556 -0469 Modesto, CA. drmwvrhg@softcom.net

LARGEST HANG GLIDING SHOP — In the West! Our deluxe retail shop showcases the latest equipment and has two virtual reality hang gliding flight simulators.

We stock new and used…Wills Wing, Altair and Moyes gliders, and all the hottest new harnesses. Trade-ins are welcome. Our comprehensive training program, located at the San Francisco Bay Area’s finest beginner site features: gently sloped “bunny hills,” Wills Wing Falcons of all sizes and comfortable training harnesses! “FIRST FLIGHT”15 minute video tour of our beginner lesson program shows a student’s skill progression $20 (shipping included).

1116 Wrigley Way, Milpitas CA 95035 (near San Jose). (408) 262-1055, fax (408) 262-1388. mission@hanggliding.com www.hang-gliding.com SAN FRANCISCO HANG GLIDING CENTER — Tandem instruction, solo lessons, gliders new and used. Ultralight seacraft instruction over San Francisco Bay. Apprenticeship program. (510) 5282300, www.sfhanggliding.com

June, 2003: Hang Gliding & Paragliding

M A R K E T P L A C E

EAGLE PARAGLIDING — ROB SPORRER: USHGA’S 2002 INSTRUCTOR OF THE YEAR! We are an Airplay sister school, and teach the same high quality program which has made Dixon’s Airplay a top ranked school for years. We specialize in beginner instruction. SANTA BARBARA caters to paraglider pilots of all levels. Our training hill is unparalleled. We offer year round instruction, equipment sales, SERVICE, and support. By appointment only. www.FlySantaBarbara.com (805) 968-0980.

Hang Gliding & Paragliding: June, 2003

FLY ABOVE ALL — Experience year-round paragliding instruction in beautiful Santa Barbara, CA! Our friendly, experienced staff offers hands-on, personalized, radiocontrolled lessons. Enjoy soaring the best training hill in the Western US and when you land, shuttles will whisk you back to the top for your next scenic flight. USHGA certified, solo, tandem and powered paragliding instruction, equipment sales and tandem flights. Visit our Website at www.flyaboveall.com or call at (805) 965-3733.

TORREY PINES GLIDERPORT — Come soar in San Diego! This family owned and operated flying site offers USHGA certified instruction, advanced training, equipment sales, tandem flight instruction, motorized pg/hg instruction and site tours. We also have an extensive pg/hg outfitting shop offering parachute repacks and full-service repairs. Bring your family for our amazing sunsets and dining at the Cliffhanger Cafe. Importers for PARATECH and INDEPENDENCE gliders. We also carry AustriAlpin, Center of Gravity, Crispi and SupAir. Check us out online for sales and questions at: www.flytorrey.com, or call toll-free at 1-877-FLY-TEAM (359-8326). Also, tune in to the Internet Paragliding Talk Show at www.wstadio.com every Monday 8-10:00 am (PST).

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M A R K E T P L A C E

The Aerotow Flight Park Satisfaction Guaranteed JUST 8 MILES FROM DISNEY WORLD

DON’T RISK BAD WEATHER — Bad instruction or dangerous training hills. 350 flyable days each year. Learn foot launch flying skills safely and quickly. Train with professional CFI’s at world famous Dockweiler Beach training slopes (5 minutes from LA airport.)

Fly winter or summer in gentle coastal winds, soft sand and in a thorough program with one of America’s most prestigious schools for over 25 years.

COLORADO

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

FLORIDA

*YEAR ROUND SOARING *OPEN 7 DAYS A WEEK *SIX TUGS, NO WAITING *EVERY DIRECTION 50+ NICE demos to fly: Topless to Trainer Gliders: Laminar, Moyes, Wills, Airborne, Airwave, Exxtacy, La Mouette, Sensor; also harnesses, varios, etc.

Ages 13 To 73 have learned to fly here.

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

A GREAT SCENE FOR FAMILY AND FRIENDS...

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

WE HAVE — The most advanced training program known to hang gliding, teaching you in half the time it takes on the training-BUNNY HILL, and with more in-flight air time. YES, WE CAN TEACH YOU FASTER AND SAFER. For year-round training fun in the sun, call or write Miami Hang Gliding (305) 285-8978. 2550 S Bayshore Drive, Coconut Grove, Florida 33133.

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

GRAYBIRD AIRSPORTS - PARAGLIDER TOWING! XC, thermalling, instruction, equipment. Dunnellon Airport (352) 245-8263 www.graybirdairsports.com

Flights of over 200 miles and more than 7 hours.

LOOKOUT MOUNTAIN FLIGHT PARK — See our display ad. Discover why FOUR TIMES as many pilots earn their wings at Lookout than at any other school! We wrote USHGA’s Official Training Manual. Our specialty-customer satisfaction and fun with the BEST FACILITIES, largest inventory, camping, swimming, volleyball, more! For a flying trip, intro flight or lesson packages, Lookout Mountain, just outside Chattanooga, your COMPLETE training/service center. Info? (800) 688-LMFP.

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

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

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

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

1805 Dean Still Road, Disney Area, FL 33837 (863) 424-0070 - phone & fax fly@wallaby.com 1-800-WALLABY Conservative . Reliable . State of the Art F.H.G. INC./FLYING FLORIDA SINCE 1974 Malcolm Jones, Laurie Croft, Carlos Bessa, Rhett Radford, Tiki Mashy, Jeremie Hill, Tom Ramseur, Roger Sherrod, Mike Barber, Neal Harris, Bart Weghorst, Carolina de Castro, Paul Moncure, Bob McFee, Emily Boespflug

GEORGIA

FULL HOOK-UPS — Laundry, propane, recreation room. 1-800-803-7788.

June, 2003: Hang Gliding & Paragliding

M A R K E T P L A C E HAWAII

HANG GLIDE CHICAGO — Full service aeropark, 2 tow planes. Full time certified instructors, ultralight instructors, East Coast record 217 miles. (815) 325-1685, www.hangglidechicago.com

MICHIGAN SOARING — Delivering VALUE with the best combination of SERVICE, QUALITY & PRICE. ALL major brands of gliders and gear. Call Doug Coster (231) 882-4744, wingman@traverse.com

M A RY L A N D

BIRDS IN PARADISE — Hang gliding & ultralight flying on Kauai. Certified tandem instruction. (808) 822-5309 or (808) 639-1067, birds@birdsinparadise.com www.birdsinparadise.com

PROFLYGHT PARAGLIDING — Imagine a 1000’ foot training hill with nothing but grass between the launches and landing zone. Imagine a paved road that would offer easy access to multiple launches. Imagine that road continuing up to a launch at 6,500’ AGL. Imagine telling your spouse that the next flying trip will be to Maui. (SNAP!) Now wake up and make your dreams a reality. Join Dexter Clearwater and his team at Proflyght Paragliding for an experience of a lifetime. Never flown before?

Spend two weeks in paradise and go home with your rating. We offer complete instruction from beginner to advanced. Call (808) 8745433 for more information or check us out at WWW.PARAGLIDEHAWAII.COM IDAHO

KING MOUNTAIN GLIDERS — Alluring site plus shop supplying all your HG/PG needs.

Instruction, equipment sales, complete accessories. Visit our website www.kingmounta ingliders.com or (208) 390-0205.

ILLINOIS

RAVEN SKY SPORTS — (312) 360-0700, (815) 4899700 or (262) 473-8800. 2 hours from Chicago, 90 minutes from Elgin, Palatine or Libertyville.

The best instructors, the best equipment, the best results in the Midwest. 7 days/week, April thru November. Training program for combined/ integrated FOOT LAUNCH AND AEROTOW certification. Apply 100% of your intro lesson costs to certification program upgrade! Please see our ad under WISCONSIN. info@hanggliding.com Hang Gliding & Paragliding: June, 2003

Baltimore and DC’s full time flight park Tandem instruction, solo aerotows and equipment sales and service. We carry Aeros, Airwave, Flight Design, Moyes, Wills Wing, High Energy Sports, Flytec and more. Two 115 HP Dragonfly tugs. Open fields as far as you can see.

Only 1 to 1.5 hours from:• Rehoboth Beach • Baltimore • Washington DC • Philadelphia Come Fly with US! Ph 410.634.2700 Fax 410.634.2775 24038 Race Track Rd Ridgely, MD 21660 www.aerosports.net hangglide@aerosports.net MEXICO

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@charter mi.net. Your USA & Canada Mosquito distributor.

N E VA D A

ADVENTURE SPORTS — Carson City, Sierra tours, tandems, sales. (775) 883-7070 http://home.pyramid.net/advspts NEW JERSEY

MOUNTAIN WINGS — Look under New York.

NEW YORK

AAA FLIGHT SCHOOL — Mountain Wings Inc, 150 Canal Street, Ellenville NY 12428, www.mtnwings.com mtnwings@catskill.net, (845) 647-3377.

MEXICO — Summer in Monterrey, winter in Valle de Bravo. 1-800-861-7198, www.flymexico.com MICHIGAN

CLOUD 9 SPORT AVIATION — Aerotow specialists. We carry all major brand hang gliders. FREE PVC glider storage/transport tube with new glider purchase. Now in stock: 2003 Upgrade Wills Talon Comp, Falcons; Moyes Litespeed 4, Sonic 165; Airwave Magic Kiss 154. Outrigger wheels and other accessories in stock. Cloud 9 Field, 11088 Coon Lake Road West, Webberville, MI 48892. Call for summer tandem lessons and flying appointments with the DraachenFliegen Soaring Club at Cloud 9 Field. (517) 223-8683. DFSCinc@aol.com http://members.aol.com/dfscinc

AIR SPORTS USA — NYC’s first and only certified hang gliding, paragliding, microlights (trikes), powered paragliding. Distributors for Avian. Dealers for most major brands. Full service and equipment at best prices. The most friendly service in the area. Store address: 29 31 Newtown Ave., Astoria NY. Phone (718) 7777000, WWW.FLYFORFUN.NET FLY HIGH HANG GLIDING, INC. — Serving S. New York, Connecticut, Jersey areas. Area’s EXCLUSIVE Wills Wing dealer/specialist. Also all other major brands, accessories. Certified school/instruction. Teaching since 1979. Area’s most INEXPENSIVE prices. Excellent secondary instruction...if you’ve started a program and wish to continue. Fly the mountain! Towing! Tandem flights! Contact Paul Voight, 5163 Searsville Rd, Pine Bush, NY 12566, (845) 744-3317.

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M A R K E T P L A C E SUSQUEHANNA FLIGHT PARK — Cooperstown, NY. Certified Instruction, Sales and Service for all major manufacturers. 40 acre park, 5 training hills, jeep rides, bunk house, camping, hot showers, 600’ NW ridge. We have the best facilities in N. New York state to teach you how to fly. c/o Dan Guido, Box 293 Shoemaker Rd, Mohawk NY 13407, (315) 866-6153.

PUERTO RICO

USHGA’s dedicated staff of professionals are anxious and eager to assist you. Call today and order your genuine USHGA-brand apparel, accessories and peripherals.

LOOKOUT MOUNTAIN FLIGHT PARK — See ad under Georgia.

NORTH CAR O L I N A

AUSTIN AIR SPORTS *CHECK WEBSITE FOR SCHEDULE OF EVENTS *ALL FLYING BY RESERVATION ONLY *DRAGONFLY/TRIKE INSTRUCTION *INTRO FOOT LAUNCH CLASSES *AEROTOWING/WINCH TOWING *EXCELLENT XC FLYING *TANDEM INSTRUCTION *SALES AND SERVICE Steve Burns - 979.279.9382 email: sburns@austinairsports.com 800B Pine St., Hearne TX 77859 Fred Burns: 281.471.1488 email: austinair@aol.com 3810 Bonita Lane, La Porte TX 77571 WWW.AUSTINAIRSPORTS.COM

Kitty Hawk Kites Flight Park

Fly At The Beach!

FLY PUERTO RICO — Team Spirit Hang Gliding, HG classes daily, tandem instruction available. Wills Wing dealer. Glider rentals for qualified pilots. PO Box 978, Punta Santiago, Puerto Rico 00741. (787) 850-0508, tshg@coqui.net T EN N E S S E E

T EX A S

GO...HANG GLIDING!!! — Jeff Hunt. Austin ph/fax (512) 467-2529 jeff@flytexas.com www.flytexas.com HILL COUNTRY PARAGLIDING INC — Learn complete pilot skills. Personalized USHGA certified training, ridge soaring, foot & tow launching in central Texas. MOTORIZED PARAGLIDING INSTRUCTION & EQUIPMENT AVAILABLE. (915) 3791185. 1475 CR 220, Tow TX 78672.

SUPER FLY PARAGLIDING ACADEMY — The nations foremost training paragliding center offering comprehensive pilot training programs, powered paragliding instruction, tandem flights, maneuvers training, towing training/certification and tandem pilot training. We are the closest shop to Point of the Mountain, open year round and supported by the Super Fly, Inc. distribution and service center just minutes away.

Instructors Ken Hudonjorgensen, Scotty Marion, Chris Santacroce, Kevin Biernacki, Dale Covington, Jeff Farrell and Ryan Swan.

Lessons start at $65. (801) 816-1372 or www.paraglidingacademy.com VIRGINIA

BLUE SKY — Fulltime instruction and service at Manquin Flight Park near Richmond.

Wills Wing, Moyes, Flight Design, Aeros and Doodlebug and Mosquito dealer. Steve Wendt (540) 432-6557 or (804) 241-4324, www.blueskyhg.com, blueskyhg@yahoo.com HIGHLAND AEROSPORTS — See Maryland.

KITTY HAWK KITES — See North Carolina.

SILVER WINGS, INC. — Certified instruction and equipment sales. (703) 533-1965 Arlington VA, silverwingshanggliding.com

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

TX FLYSPORTS — SPECIALIZING IN POWERED PARAGLIDING, certified instruction. Sky Crusier and Airfer power units, US importer of MUSE and EDEN II paragliders. (713) 494-1970 Houston, www.txflysports.com

HANG GLIDER AND PARAGLIDER TOWING — Aerotowing for hang gliders with tandem lessons and training. State of the art platform truck and scooter towing for hang gliders and paragliding. See Blue Sky ad above. 2 hours south of Washington DC, minutes NE of Richmond. (540) 432-6557

(800) 334-4777 NAGSHEAD, NC

U TA H

WA S H I N G T O N

WASATCH WINGS — Utah’s only full service hang gliding school, Point of the Mountain, regional mountain sites, towing.

Dealer for Aeros, Airwave, Altair, Moyes, Wills Wings and much more.

DIXON’S AIRPLAY PARAGLIDING — Please see our classified ad under Arizona. www.paraglide.com

Internet Address: http://www.kittyhawk.com E-Mail Address: info@kittyhawk.com PENNSYLVA N I A

HIGHLAND AEROSPORTS — See Maryland.

MOUNTAIN WINGS — Look under New York.

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zac@hangglideutah.com www.hangglideutah.com

HANGTIME — Dealer of the MOSQUITO powered harnesses. Call for CLINIC dates. Right here in the pacific northwest.

(509) 525-3574, lbbrown@bmi.net June, 2003: Hang Gliding & Paragliding

M A R K E T P L A C E U.S. AIRBORNE SPORT AVIATION CENTER — Full service flight school $ sales.

Paragliders, hang gliders, paramotors, light trikes, Explorer harnesses, AirBorne trikes, aero towing, flight suits, Lynx helmets and headsets, BRS, tours and a full line of accessories. USHGA advanced paraglider instructor, ASC advanced flight instructor: trikes and paramotors. Nice bluegrass strip near the Blue Mountains of SE Washington and Hells Canyon. Scott $ Terri Johnson, www.usairborne.com, (509) 243-4988.

WISCONSIN

RAVEN SKY SPORTS HANG GLIDING AND PARAGLIDING — The first and oldest aerotow flight park in the USA, open 7 days a week since 1992. Featuring INTEGRATED INSTRUCTION of foot-launch and aerotow tandem skills, at package prices to beat any in the USA. Seven beautiful, grassy training hills facing all wind directions and a new 360 degree man-made hill under development. Four Dragonfly tow planes, no waiting! Four tandem gliders on wheeled undercarriages. WW Falcons and Falcon 2s for training from the very first lessons.

USUA ultralight and tug instruction. Free camping. Sales/service/accessories for all brands. Open March 1st thru December 1st. Contact Brad Kushner, PO Box 101, Whitewater WI 53190 (262) 473-8800 phone, (262) 473-8801 fax, www.hanggliding.com, info@hanggliding.com WYOMING

PA R T S & A C C E S S O R I E S

ABSOLUTE LOW — Ball/Blue Sky VARIO prices! www.websitetrafficbuilders.com/ vario.htm, email bob@websitetrafficbuilderscom FOR ALL YOUR FLYING NEEDS — Check out the Aviation Depot at www.mojosgear.com featuring over 1000 items for foot-launched and powered paragliding, hang gliding, stunt and power kiting, and powered parachutes.

24/7 secure online shopping. Books, videos, KITES, gifts, engine parts, harness accessories, electronics, clothing, safety equipment, complete powered paragliding units with training from Hill Country Paragliding Inc. www.hillcountryparagliding.com 1-800-664-1160 for orders only. Office (915) 379-1567.

GHOSTBUSTER PARTS — Sail, flaps, spoilers, ribs, hardware, wires, everything but the leading edges. (970) 641-9207, skyout1@webtv.net

XC $60., heavy waterproof $100. Accessories, used stuff. Low prices, fast delivery! Bar mitts, harness packs & zippers. Gunnison Gliders, 1549 County Road 17, Gunnison CO 81230.

(970) 641-9315, orders 1-866-238-2305.

KLASSIC OR CONCEPT WINGLETS — One pair left, brand new in box $350 OBO or trade for? (262) 473-8800, info@hanggliding.com

• ORDER ONLINE AND SAVE • Water/Dust Resistant Push Button • Field Replaceable Finger Switch • Heavier Gauge Wire/Improved Plugs • Increased Strain Relief at ALL Joints SUMMER SPECIAL $99.95 Extra finger switch $19.95 w/purchase. Dealer inquiries welcome.

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

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

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

ONLY $169. Mallettec, PO Box 15756, Santa Ana CA, 92735. (714) 966-1240, MC/Visa accepted, www.mallettec.com TEK FLIGHT PRODUCTS

JACKSON HOLE PARAGLIDING — Come to Paragliding Paradise and enjoy Alpine flying at its absolute best! Jackson Hole Paragliding can help turn flying dreams into reality with our quality instruction and guide service.

Long known as an outdoorsman’s paradise, Jackson Hole has evolved into a Mecca for paragliding activities. JHPG offers tandem flights, beginner through advanced instruction, mountain thermal clinics, XC clinics, towing, maneuvers training, aerobatic demonstrations and paramotoring. A perfect flying day-Launch the Jackson Hole Mountain Resort Aerial Tram in the morning, Tow at the Palisades Reservoir in the afternoon. Contact: scharris@wyoming.com www.jhparagliding.com (307) 690-TRAM (8726) Hang Gliding & Paragliding: June, 2003

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

Camera mount $48.50. Camera remote (ask about rebate) $45. Vario mount $23.

6” wheels $29.75, 8” wheels $34.75, Add $4 S&H per (US) included. TEK FLIGHT Products, Colebrook Stage, Winsted CT 06098. Or call (860) 379-1668. Email: tek@snet.net or our page: www.tekflight.com 67

M A R K E T P L A C E SOARING DREAMS

HAWK AIRSPORTS INC — P.O. Box 9056, Knoxville, TN 37940-0056, (865) 9452625. World famous Windsoks, as seen at the Oshkosh & Sun-N-Fun EAA Fly-Ins. Hawk@windsok.com, www.windsok.com

SPECTACULAR TROPHIES, AWARDS! — Hang gliding & paragliding gifts and accessories.

Contact Lisa Tate, 11716 Fairview Ave., Boise ID 83713, (208) 376-7914 or (208) 4846667, www.soaringdreamsart.com DON’T LEAVE YOUR GROUND-BOUND EQUIPMENT SITTING IN THE GARAGE. SELL IT IN THE HANG GLIDING CLASSIFIEDS.

FLIGHT SUITS

DON’T GET CAUGHT LANDING DOWNWIND! — 1.5 oz. ripstop nylon, UV treated, 5’4” long w/ 11” throat. Available colors fluorescent pink/yellow or fluorescent pink/white. $39.95 (+$5.00 S/H).

Send to USHGA Windsok, P.O. Box 1330, Colorado Springs, CO 80901-1330, (719) 632-8300, fax (719) 632-6417, ushga@ushga.org VISA/MC accepted.

FLY THE WING! Hooking Into Hang Gliding,

by Len Holms. This is the perfect book for those curious about the sport of hang gliding. Written at a level which will not swamp the reader with daunting amount of technical details, you will learn about hang glider wings and the skills needed to fly them. 84 pages with photos and illustrations. $12.95(+$5 s&h). USHGA, PO Box 1330, Colorado Springs CO 80901. 1-800-6166888 www.ushga.org

PUBLICATIONS & ORGANIZATIONS

Starting at $139.95 We offer a Broad range of sizes.

5 STYLES IN STOCK *Perufly Paragliding Suit. *Featherweight

*Desert

*Flame Retardant

*Hang Gliding

24 HOUR SHIPPING, MC/Visa Accepted.

MPHSports.com (503) 657-8911

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Otto Lilienthal’s genius in scientific observations and analysis, documented in this work, became the basis for the experimentation of the early pioneers in aviational flight. The “hero” of the Wright brothers, Otto is considered to be “The Father of Gliding Flight.” Lilienthal’s definitive book has been out of print for almost a century, but is now available to everyone for a wonderful and absorbing journey into aviational history.

176 pages, 16 photographs, 89 drawings and 14 graphs. $19.95 (+$5 s/h) Call USHGA 1-800-616-6888, or order off our website www.ushga.org

BAG IT! — If you don’t have your copy of Dennis Pagen’s PERFORMANCE FLYING yet, available through USHGA Headquarters $29.95 (+$6 s&h for UPS/Priority Mail delivery). USHGA, PO Box 1330, Colorado Springs CO 80901. 1-800-616-6888 www.ushga.org SOARING — Monthly magazine of The Soaring Society of America, Inc. Covers all aspects of soaring flight. Full membership $55. Info. kit with sample copy $3. SSA, P.O. Box 2100, Hobbs, NM 88241.

(505) 392-1177.

June, 2003: Hang Gliding & Paragliding

M A R K E T P L A C E 40’x60’ barn, fenced pasture and out buildings.

Enjoy “glass off” from the comfort of your deluxe hot tub. A must see @ $325,000. For additional information call Charlie at Village Land Shoppe @(928) 526-8747 or email lashercat@hotmail.com. More info and photos @www.northernarizonamls.com listing #104814.

TOWING

HARRY AND THE HANG GLIDER is a beautifully illustrated, hardcover children’s book with 40 color pages written for pilots to share the dream of flight! To order: send $24.95 plus $3 shipping to SkyHigh Publishing, 201 N. Tyndall, Tucson, AZ 85719 or call (520) 628-8165 or visit http://www.flash.net/ ~skyhipub Visa/MC accepted.

THE ART OF PARAGLIDING — By Dennis Pagen. HOT OFF THE PRESS!!! Step by step training, ground handling, soaring, avoiding dangers, and much much more. 274 pages, 248 illustrations. The most complete manual about paragliding on the market. $34.95 +$5.00 s/h. USHGA, PO Box 1330, Colorado Springs CO 80901. (719) 632-8300, fax your MC/Visa/Amex to (719) 632-6417, www.ushga.org, ushga@ushga.org

ATTENTION PILOTS — Fly home to 40 acres as your personal LZ! only minute away from a 360 degree launch site. Unique “off the grid” timber frame house w/large deck and spectacular views of the painted desert and craters.

Hang Gliding & Paragliding: June, 2003

AEROTOWING ACCESSORIES Headquarters for: The finest releases, secondary releases, Spectra “V” bridles, weak links, tandem wheels, launch cart kits, etc. THE WALLABY RANCH (863) 424-0070.

DRAGONFLY B-MODEL KIT — Built by Bobby Bailey $13,600. Rotax 582 fitted and plumbed radiator, exhaust $6,626.

Electric start, 6 blade Ivo prop with clutch $1,100. Rear seat and controls $1,250. Brake kit installed $250. BRS 900 VLS $2,595. Instrument pack: Alt, ASI, Tacho, temp gauges, Hobbs $1,017.

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

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

A HIGHER CALLING by Dawn Treader Productions. Winner “People’s Choice Award” at the Banff Mountain Film Festival 2000. A story of six friends attempting to fly cross country together as a group through western Nepal, where finding launches & landings becomes a daily routine. Become immersed into the Nepal culture upon every landing. Superb editing. 45 minutes $32.95 *NEW* STARTING POWERED PARAGLIDING is a great introduction to the sport of powered paragliding. It shows what to expect from first lessons, first solo flight, to advanced techniques. Covers ground school with simulator training and paraglider wing ground handling, equipment fundamentals of the wing and power pack, importance of weather to fly, and expert pilots showing advanced techniques. Features animated modeling to illustrate climb/descent attitudes and flight patterns plus spectacular in-air footage and great soundtrack. 44 minutes $36.95 Also available in DVD.

*NEW* LIFTING AIR For Paragliding-How to Thermal and Soar. Master the principles of lifting air with Dixon White, Master Pilot, USHGA Examiner, and USHGA 2002 Instructor of the Year.

Learn where to look for thermals and ridge lift, how to stay in the lifting air to climb efficiently, and deal appropriately with the dynamics of the soaring conditions. This is for beginner, intermediate and the advanced pilot wanting to brush up. A must for all paraglider and powered paraglider pilots. Divided into 5 sections: Prerequisites for Lifting air, Active Piloting, Ridge Lift, Thermal Lift, and Cross Country. 40 minutes $39.95 Also available in DVD. *NEW* PARAGLIDER TOWING Instructional.

Learn the fundamentals of paraglider towing with Dixon White, Master Pilot, USHGA Examiner, and USHGA 2002 Instructor of the Year. Basic how-to and safety tips are covered along with a discussion on towing rigs. Gives you a better understanding of paraglider towing.

24 minutes $24.95 Also available in DVD. SUPER FLY HARD by Super Fly. A worldwide flying adventure film featuring Chris Santacroce, Rob Whittall, Othar Lawrence and Pablo Lopez.

Filmed at the most beautiful flying locations in the world-Hawaii, Switzerland, Turkey & Utah.

This films shows the beauty of flying, the latest aerobatic maneuvers and an introspective look into why we fly. 40 minutes $35.95 SPEED TO FLY with Jockey Anderson. A complete video guide to cross country paragliding. Great air-to-air and in-board footage with Jockey as he takes you around the world, providing flying tips and interviewing the top pilots. Covers thermaling, decision making, competition flying and speed to fly. 70 minutes $39.95 BALI HIGH, by Sea to Sky Productions. A paragliding adventure film. Great flying and a great adventure on the exotic island of Bali, Indonesia. A result of wild imaginations, weeks of filming and three unsupervised pilots in a land of serious fun.

Great flying footage. 38 min $29.95.

PARAGLIDER GROUND HANDLING & THE ART OF KITING, by Adventure Productions.

Learn techniques and tips for easy ground handling with this instructional program. Get in tune with your glider and improve your flying skills while on the ground. Various wind conditions are covered with the successful and proven industry-standard techniques of Dixon White-Master rated pilot, USHGA Examiner and USHGA’s PG Instructor of the Year. This is for the beginner, intermediate & advanced pilot who wants to do some brushing up on his skills. Be a master of your paraglider. 44 minutes $36.95 NOW AVAILABLE IN DVD, same great price.

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M A R K E T P L A C E IN SEARCH OF THE PERFECT MOUNTAIN

By Adventure Productions. Searching for the perfect mountain, perfect flight, and the perfect experience that challenges our essence and satisfies our quest for adventure. This paragliding odyssey takes you to St. Anton, Austria; GarmischPartenkirchen, Germany; Sun Valley, Idaho; Point of the Mountain, Utah; and Jackson Hole, Wyoming.

Features in-air footage, aerial maneuvers, and local pilot tours. 44 minutes $36.95. NOW AVAILABLE IN DVD, same great price.

WEATHER TO FLY, by Adventure Productions.

A much needed instructional video on meteorology. Dixon White, Master pilot and USHGA Examiner, takes you through a simple step-by-step process showing where to acquire weather data and how to interpret it. This video will help pilots of any aircraft understand more about modeling and forecasting. You’ll learn about regional and local influences and how to determine winds aloft and stability.

“Weather To Fly” is an over-all view packed with useful details and includes great cloud footage. It is a straight-forward presentation that is easy to follow. 50 min. $39.95 NOW IN DVD, same great price.

Call USHGA (719) 632-8300, fax (719) 6326417, email: ushga@ushga.org, or order off our web page www.ushga.org. Please add +$4 domestic s/h (+$5 for two or more videos).

Great to impress your friends or for those socked-in days. Perfect gift for the launch potato turned couch potato.

HANG GLIDING EXTREME & BORN TO FLY

by Adventure Productions, great hg action $34.95 each. NOW AVAILABLE IN DVD, same great price

From the Telluride Festival in 1981, to the modern day freestyle competition.

Follow the history of this dynamic gathering. $24.95 Call USHGA (719) 632-8300, fax (719) 632-6417, order from our web site www.ushga.org.

Please add +$4 domestic s/h.

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SEEKING OTHER PG/PPG PILOTS — Near Oklahoma City. Bruce (405) 751-4077, blackvet@cox.net STOLEN WINGS & THINGS

Periodically, this listing will be purged.

TO FLY: DISCOVER PARAGLIDING TODAY — USHGA’s 7 minute promotional video, now only $9.95 PLUS FREE SHIPPING (in the USA).

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

STARTING HANG GLIDING, by Adventure Productions. Produced especially to promote the sport. Covers basic preparation, weather, proper attitude, ground handling, launching and those first flights. 30 min $29.95.

STARTING PARAGLIDING by Adventure Productions. Covers basic preparations, weather, proper attitude, ground handling & those first exciting launches. 30 min $29.95.

NOW AVAILABLE IN DVD, same great price.

SPECIAL-Aerobatics poster & Eric Raymond poster-BOTH FOR $10 (+$5 s/h). Check the merchandise section of our web site www.ushga.org for a color picture of these beautiful posters.

TO FLY: DISCOVER HANG GLIDING TODAY — USHGA’s 7 minute promotional video, now only $9.95 PLUS FREE SHIPPING (in the USA).

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

“AEROBATICS” — Full color 23”x 31” poster featuring John Heiney doing what he does best-LOOPING! Available through USHGA HQ for just $6.95 (+$5.00 s/h). Fill that void on your wall! Send to USHGA Aerobatics Poster, PO Box 1300, Colorado Springs CO 80933. (USA & Canada only. Sorry, posters are NOT AVAILABLE on international orders.)

ADVANCE SIGMA 5’S — Two, stolen April 10th, 2003 from La Jolla Village (close to Torrey Pines Gliderport, La Jolla CA). One Advance Sigma 5, 28 meter, aqua, serial #26702, w/ black & dark blue bag. One Advance Sigma 5, 31 meter, serial #26813, w/ yellow & black bag.

Reward $$$ Bob Ryan (714) 350-7860, turbobobryan@cox.net VISION CLASSIC — Stolen October 25th, 2002 from a van in SAN ANTONIO, TEXAS. Size small, orange/white. Small women’s harness, black w/orange trim, w/ front mount reserve chute. Flight bag w/ helmet, boots, pants, etc. Trisha Ross (360) 4025767, diligentanesthesia@yahoo.com SMALL GIN BOLERO #31247 & Genie II Harness by fraud ring in Singapore at Jl.Gandaria IX No:4, Gandaria kebayoran baru, City: JAKSEL, JKT-IND. Also fraudulently ordered by delta_trikes@astaga.com: Alinco DJ-195 radio, Gin Flight Suit, Gin Reserve and Lazer helmet. Contact granger@parasof tparagliding.com or (303) 494-2820.

GIN BOLERO & PARAGLIDING GEAR — Stolen May 17th, 2002 from car at REDMOND, WA. Gin Bolero, blue, X-small.

SupAir Evo harness, small red/black w/tan trim & rear mount reserve container w/ extra velcro strips along both sides of the reserve container area, it also has black clips attached to the tops of both shoulder straps.

Gin SS 30m2 reserve parachute (inside the harness). Tree kit. Contact Annie Sohn, (425) 493-2289, asohn@combimatrix.com SOL AXIOM - stolen with Toyota truck in Salt Lake City, Utah in late March 2002.

Wing is size small, purple with pink stripe along the underside; also Sol Charly harness (small/medium), grey Leedom helmet, Flytec vario, reserve. All items were packed in a homemade black and green PG backpack.

Contact Damion Mitchell, (801) 518-0768 or dzmitchell@hotmail.com June, 2003: Hang Gliding & Paragliding

M A R K E T P L A C E STOLEN WINGS are listed as a service to USHGA members. Newest entries are in bold.

There is no charge for this service and lost and found wings or equipment may be called in (719) 632-8300, faxed in (719) 632-6417, or emailed at ushga@ushga.org for inclusion in Hang Gliding & Paragliding magazine. Please call to cancel the listing when gliders are recovered.

Periodically, this listing will be purged.

CLASSIFIED ADVERTISING RATES

The rate for classified advertising is $.50 per word (or group of characters) and $1.00 per word for bold or all caps. MINIMUM AD CHARGE $5.00. A fee of $15.00 is charged for each line art logo and $25.00 for each photo.

LINEART & PHOTO SIZE NO LARGER THAN 1.75” X 2.25”. Please underline words to be in bold print. Special layouts of tabs $25.00 per column inch. Phone number=2 words. Email or web address=3words. AD DEADLINES: All ad copy, instructions, changes, additions and cancellations must be received in writing 2.5 months preceding the cover date, i.e.

April 20th is the deadline for the June issue. Please make checks payable to USHGA, P.O. Box 1330, Colorado Springs, CO 809011330, (719) 632-8300. Fax (719) 632-6417 or email: ushga@ushga.org your classified with your Visa/MC or Amex.

Hang Gliding & Paragliding: June, 2003

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M A R K E T P L A C E Jayne DePanfilis, Publisher Dan Nelson, Editor in Chief Steve Roti, Contributing Editor Tim Meehan, Art Director Aaron Swepston, Contributing Art Director Office Staff Jayne DePanfilis, Executive Director, jayne@ushga.org Jeff Elgart, Advertising, jeff@ushga.org Sandra Hewitt, Member Services, sandra@ushga.org Natalie Hinsley, Member Services, natalie@ushga.org Bob Archibald, IT Administrator, bob@ushga.org USHGA Officers and Executive Committee: Bill Bolosky, President, bolosky@ushga.org Jim Zeiset, Vice President, jimzgreen@aol.com Russ Locke, Secretary, russ@lockelectric.com Randy Leggett, Treasurer ias@ot.com REGION 1: Bill Bolosky, Mark Forbes. REGION 2: Ray Leonard, John Wilde, Tim West. REGION 3: David Jebb, John Greynald, Alan Chuculate. REGION 4: Steve Mayer, Jim Zeiset. REGION 5: Frank Gillette.

REGION 6: Len Smith. REGION 7: Bill Bryden.

REGION 8: Gary Trudeau, REGION 9: Randy Leggett, Felipe Amunategui. REGION 10: Tiki Mashy, Matt Taber. REGION 11: R.R. Rodriguez. REGION 12: Paul Voight. DIRECTORS AT LARGE: Jan Johnson, Dennis Pagen, Russ Locke, Steve Kroop, Chris Santacroce.

HONORARY DIRECTORS: Aaron Swepston, Steve Roti, Dick Heckman, Michael Robertson, Bob Hannah, John Harris, Larry Sanderson (SSA), Dave Broyles, Ken Brown, Rob Kells, Liz Sharp, Dan Johnson, Dixon White.

EX-OFFICIO DIRECTORS: Art Greenfield (NAA).

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

HANG GLIDING & PARAGLIDING magazine is published for foot-launched air-sports enthusiasts to create further interest in the sports of hang gliding and paragliding and to provide an educational forum to advance hang gliding and paragliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles, photos and illustrations concerning paragliding activities. If the material is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other hang gliding and paragliding publications. HANG GLIDING & PARAGLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLIDING & PARAGLIDING editorial offices email: editor@ushsga.org. ALL ADVERTISING AND ADVERTISING INQUIRIES MUST BE SENT TO USHGA HEADQUARTERS IN COLORADO SPRINGS. The USHGA is a member-controlled sport organization dedicated to the exploration and promotion of all facets of unpowered ultralight flight, and to the education, training and safety of its membership. Membership is open to anyone interested in this realm of flight. Dues for full membership are $59.00 per year (of which $15 goes to the publication of Hang Gliding & Paragliding Magazine), ($70 non-U.S.); subscription rates only are $42.00 ($53 non-U.S.). Changes of address should be sent six weeks in advance, including name, USHGA number, previous and new address, and a mailing label from a recent issue.

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INDEX TO ADVERTISERS

HANG GLIDING & PARAGLIDING (ISSN 0895433X) is published monthly by the United States Hang Gliding Association, Inc., 219 W. Colorado Ave., Suite 104, Colorado Springs, CO 80903 (719) 632-8300. FAX (719) 632-6417. PERIODICAL POSTAGE is paid at Colorado Springs, CO and at additional mailing offices.

Adventure Productions .................13

POSTMASTER: SEND CHANGE OF ADDRESS TO: HANG GLIDING & PARAGLIDING MAGAZINE, P.O. BOX 1330, Colorado Springs, CO 80901-1330.

Angle of Attack .............................57

DISCLAIMER OF WARRANTIES IN PUBLICATIONS: The material presented here is published as part of an information dissemination service for USHGA members. The USHGA makes no warranties or representations and assumes no liability concerning the validity of any advice, opinion or recommendation expressed in the material. All individuals relying upon the material do so at their own risk. Copyright © 2003 United States Hang Gliding Association, Inc. All rights reserved to Paragliding and individual contributors.

Hang Gliding and Paragliding magazines welcome editorial submissions from our members and readers.

We are always looking for good material.

Please send copy as a Word attachment or text pasted into an e-mail, directly to the editor at editor@ushga.org. Photo captions and byline credit are critical. Please remember to include your name and a title for the article in your copy.

Feature stories generally run anywhere from 1,500 to 3,000 words, however, your topic may demand more or less than this. You may discuss this with the editor.

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. You are welcome to submit photo attachments, preferably jpeg files smaller than a megabyte.

Calendar of events items may be sent to the e-mail address above, 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 e-mail or telephone.

Contact: Editor, Hang Gliding & Paragliding Magazine, editor@ushga.org, (253) 840-1372.

Aerolight USA ...............................13

Apco Aviation ...............................63 Cloud 9 Soaring Center ................58 Critter Mountainwear ...................20 Dan Johnson ................................78 Dixon’s Airplay..............................79 Flight Design ................................23 Fly Market/Independence .............46 Flytec USA .......................Back Cover Hall Brothers.................................31 High Energy Sports.......................29 Lookout Mountain.......................6-7 Mojo’s Gear ..................................78 Moyes ..........................................56 Skyco Sports .................................44 Sport Aviation Publications ..........15 Summit Paragliding ......................43 SuperFly .........................................2 Thermal Tracker ...........................71

The United States Hang Gliding Association, a division of the National Aeronautic Association,

Torrey Pines ..................................45 Traverse City/Mosquito ................62 US Aeros ......................................32

is a representative of the Federation Aeronautique Internationale in the United States.

USHGA .................Multiple Locations USHGF..........................................39 Wills Wing ......................................8 June, 2003: Hang Gliding & Paragliding

G A L L E R Y

This month’s gallery artist:

J. Patrick Cudahy

Hang Gliding & Paragliding: June, 2003

73

, I

All of the photos were taken at The Eliminator, a coastal mountain site overlooking Santa Barbara, California.

The launch (approximately 3500 feet MSL) is a smooth, moderately steep dirt ramp.

The launch sits at the edge of a wide overlook along a paved mountain road.

The pilots in these photographs include some of the ‘top guns’ of the Santa Barbara flying community.

The images here were captured last November with a Nikon D-100 Digital SLR (6.2 megapixel resolution) Camera.

J. Patrick Cudahy, a USHGA member, is a professional photographer from Arcata, California.

Whassuupp?

“What’s taking so long with your Website?” — “Are you ever going live?”

I’m aware some of you have been waiting anxiously so you can read almost 25 years of “Product Lines” columns, Dennis Pagen flight reviews of several modern gliders, or hundreds of other pilot reports with thousands of photos.

OK, maybe “anxiously” is a little strong. But after all these ads, you’re curious, aren’t you?

To speed up the effort of posting all the articles, I’ve hired Whole Air magazine editor Starr Tays Weiss to help, and our former teamwork will pay off once again.

So, really — I mean it — ByDanJohnson.com IS coming. Please sign up now to be notified when the site goes live.

Brand New 2003 Buyer’s Guide Last year’s edition sold out.

And the new 2003 model is bigger and better than ever.

WDLA has got: 36 pages of paragliders, 16 pages of hang gliders, 10 pages of ultralight sailplanes, 19 pages of powered hang gliders or paragliders… plus… over 1,000 aircraft including powered parachutes, trikes, ultralights, kit-built aircraft, rotorcraft… and… contact info for many suppliers, schools, dealers, and clubs.

Thought you’d seen it all? Hardly!

Get your own copy of the 2003 World Directory of Leisure Aviation. Only $9.95 + $4.95 Priority Mail. Limited stock—send a check for $14.90 to: Dan Johnson • 265 Echo Lane • South St. Paul MN 55118 • USA • (no credit cards or phone orders)