USHGA Hang Gliding & Paragliding Vol33/Iss9 September 2003 by US Hang Gliding & Paragliding Association

Volume 33 Issue 9 September, 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

Jayne DePanfilis, Publisher: jayne@ushga.org Dan Nelson, Editor in Chief: editor@ushga.org Steve Roti, Contributing Editor: steveroti@hotmail.com Contributing Editor: Matt Gerdes CopyEditors: C. J. Sturtevant and Dick Girard

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.

Tim Meehan, Art Director: artdirector@ushga.org

POSTMASTER: SEND CHANGE OF ADDRESS TO: HANG GLIDING & PARAGLIDING MAGAZINE, P.O. BOX 1330, Colorado Springs, CO 80901-1330.

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: 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: G.W. Meadows, Aaron Swepston, Steve Roti, Dick Heckman, Michael Robertson, Bob Hannah, John Harris, Tom Johns, Ed Pitman, Jennifer Beach, James Gaar, 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 hang gliding and 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. 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 e-mail: editor@ushga.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 Rogallo 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. You may also email your request with your member number to: ushga@ushga.org.

Hang Gliding & Paragliding: September, 2003

CPM#40065056 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 Hang Gliding & Paragliding Magazine. Hang Gliding and Paragliding magazine welcomes editorial submissions from our members and readers. We are always looking for good material. 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.

The United States Hang Gliding Association, a division of the National Aeronautic Association,

is a representative of the Federation Aeronautique Internationale in the United States.

DEPARTMENTS Editor’s notes: Take ownership in your association ............................................... 6 Design Notes: Notice Anything Different? . 8 Air Mail: Letters from the members ........... 9 Calendar ................................................ 12 Pilot Briefings: News and Events ............. 15 USHGA News: Letters from USHGA’s President and Executive Director ..............17 Powered Points: USHGA debates the proper place of powered harnesses..................... 20 Santa’s List: Pop Quiz ............................. 26 Master’s Tips: Differential Air Masses ...... 30 Newly Awarded Ratings.......................... 51

Santa Barbara Where do you go for vacation when you want to fly but your significant other wants to hit the beach? Try Santa Barbara.

Gallery Artist: Brett Schreckengost .......... 55 Accident Reports..................................... 61

Marketplace ........................................... 63 USHGA BOD contact list ......................... 77 Product Lines: Back where it belongs....... 78 Cover Image: Photographer Jeff O’Brien in mid-skid as he lands at Utah’s flying playground, Point of the Mountain.

Kitty Hawk Kites hosts annual Hang Gliding Spectacular in celebration of free flight at the birth place of American aviation, Kitty Hawk, NC.

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September, 2003: Hang Gliding & Paragliding

SEPTEMBER,

2003

Spain’s soaring island: Fuerteventura in the Canary Islands, proves to be perfect soaring site.

Hang gliding played an important role in the long history of human aviation

by Sally Ann Puckett

35 Hang Gliding & Paragliding: September, 2003

By Joe Gregor

EDITOR’S

NOTES

Take ownership in your association The past few months, I’ve been flying (or trying to fly) as many different sites as possible. I want to experience all the flying sites I can, plus moving around to new sites lets me meet new people.

Dan Nelson

This experiment of mine has been an adventure of mixed blessings. I certainly have had less airtime doing this than if I had just stuck close to home. After all, my home site of Tiger Mountain tends to be consistently flyable most of the summer and by traveling out to new sites, I’ve been blown out, or left to stew in windless conditions, more times than I care to mention. But the ground time has given me more time to talk to pilots. Now, grounded pilots aren’t always the most enjoyable people to talk to, but complaints about too much wind, not enough lift and generally marginal conditions only go so far. Once the common gripes are gone, good conversations usually develop. During one windless afternoon, I met a long-time pilot who adamantly opposed membership in the U.S. Hang Gliding Association. He went so far as to try to talk current members into quitting the USHGA. After hours of conversation, I still struggled to understand the reasons for his dislike and distrust of USHGA. From what I could gather, his complaints were: membership fees are too high; magazine is too thin and doesn’t have enough worthwhile stories or photos (note: he hadn’t seen the new magazine, though he did ask me to send him a copy, which I did); insurance doesn’t matter to him because he doesn’t fly USHGA-insured sites; rules and regulations concerning ratings and instruction are too oppressive; and he just doesn’t like the association. When I left him (the winds picked up to soarable levels, fortunately) he had a little better understanding of USHGA and a little more appreciation for the work we do, though he wasn’t ready to join yet. That is, he wasn’t ready to cross over to our side of the fence, and he wasn’t even up on the fence yet, but he had taken several steps closer to the fence so he could at least see the other side. Doubtless, you know some pilots who are no longer members of USHGA (or never were members). These folks generally are good, compassionate people and fine pilots. Some of them just don’t like to ‘join’ any form of formal group or association. Some of them don’t like to spend money when they aren’t sure of the return. Some of them just don’t think about membership and its benefits. Many of these people may be as obstinate and set-in-their ways as my newfound friend, but some may be more inclined to accepting membership if they better understood what they get in return.

I’m going to tell you up front: I’m not the best resource for all the details on your membership benefits. But I do know there are benefits that we all reap by paying our dues each year, on time. I like to think this magazine is one very tangible benefit. We are working diligently to make it as informative, interesting, entertaining and fun as we can. We have come a long way with it, and we have a long way yet to go, but I hope you are enjoying our efforts each month. Insurance ranks as one of the big benefits as well. I’m not an insurance guru—I don’t know all the minute ins-and-outs of the USHGA insurance policy. But I do know that the third party insurance granted to each Rogallo member and Rogallo Family member does more than protect you at USHGA-insured flying sites, as my friend assumed. Rogallo members do not have to fly at only USHGA insured sites to be eligible for the third party coverage. Member pilots carry the coverage with them in most cases when they take to the air in North America. That is, according to our Executive Director, Jayne DePanfilis, the U.S. Hang Gliding Association provides third-party insurance up to $1 million per occurrence with a $1 million aggregate per policy period. That benefit is extended to all current Rogallo members and Rogallo Family Members, as well as USHGA-approved chapters and clubs. This policy is multi-faceted and in addition to third party coverage for bodily injury and property damage, it also includes site insurance for landowners, and event insurance for USHGA-sanctioned or approved events. Member pilots who reside in the USA or Canada are covered while flying in the USA and Canada. These same pilots are also covered while flying temporarily outside of these coverage territories (that is, they are covered world-wide provided their non-USA/Canada flying is done during visits to other countries—as opposed to during residence abroad). Pilots residing in countries other than the USA or Canada are eligible for the benefit only while they are flying in the USA as long as they are current Rogallo members. To qualify for Rogallo membership, I should note, you must meet three criteria: 1. Full paid annual dues, ($59US/year for U.S. Residents and $70 US/year for NON-US Residents; 2. An approved membership application on file in the USHGA office; and 3. An original member-signed waiver on file in the USHGA office. (If you are a non-member subscriber to this magazine, you are NOT covered by USHGA insurance. Folks who want to renew or apply for membership may download all the necessary forms from a link on the USHGA’s home page at www.ushga.org. Please make sure all forms are unaltered, completed properly with signatures and that hard copies are mailed to the USHGA office—new members may not join online, and existing members may renew online ONLY IF they have original hard copies of the waiver, with original signatures, already on file at USHGA offices.) So even though my new friend doesn’t fly at USHGA insured sites, he would benefit from its insurance program. But more than that, even as a non-member, he enjoys benefits from USHGA—that is, you the paying members are paying for his benefits. What benefits? Well, the September, 2003: Hang Gliding & Paragliding

EDITOR’S

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NOTES

site he regularly flies sits entirely on public lands. Though this is not a USHGA insured site, the land management agency understands that most pilots are members and their third party insurance provides the agency with enough confidence to warrant keeping the site open. What’s more, the same land management agency governs a parcel of land not too far away from my friend’s favorite site. Pilots used to enjoy this second site even more than the existing one, but it was closed to free flight because of, in part, liability concerns of adjoining (private) land owners. One possibility in reopening this site is having the local club apply for USHGA site insurance for landowner protection at this currently closed site. Becoming a Rogallo Member of the USHGA and flying with third party insurance coverage is one of the ultimate forms of site preservation. Certainly I could go on and on about the benefits of membership. My friend doesn’t like the rules and regulations associated with instruction and rating programs. But by supporting USHGA, you help ensure high standards of instruction and training of new pilots, meaning you’ll be sharing the air with more responsible pilots rather than a slew of random wannabes who buy wings on Ebay and think ownership of a glider automatically makes them a pilot. By supporting USHGA, you ensure your interests as a free flight pilot are recognized and respected by the FAA and other government agencies, which could, potentially, regulate you out of the air. By supporting USHGA, you support your sport, and your rights to enjoy safe, unfettered flight. There are a host of other benefits that could be mentioned, but this is a good start. By sharing these facts with your nonmember friends, you can help ensure USHGA remains strong and working for all pilots. So the next time you talk to a nonmember pilot, see if you can’t nudge them off the fence. Tell them to mail their membership fee and paperwork to USHGA —our free flight lifestyle needs their support. The USHGA is managing a number of complex, critical issues in an effort to protect our rights to free flight, to protect our flying sites and to ensure the integrity of our training programs. Please ask those non-member pilots to join USHGA today.

Dan Nelson, Dan@ushga.org

The insurance information in this article is for informational purposes only and confers no rights upon USHGA chapters, members or site landowners. The details of the coverage contained in this article are not intended to change, modify or negate any policy terms, provisions, conditions and exclusions. In order to determine the actual terms of the policy, the extent of the coverage provided or any applicable exclusions, please refer to the policy. For more information on the USHGA insurance policy, please contact USHGA Executive Director, Jayne DePanfilis, Jayne@ushga.org. 7

D E S I G N

N O T E S

Notice Anything Different? If you’ve been a subscriber of Hang Gliding & Paragliding magazine for more than a year, you may have noticed some distinct changes in our publication.

Some specific items of note in the magazine design so far are: A smoother, more inviting and approachable text flow throughout the publication. You’ll see a consistent text family throughout the magazine with a light, evenly cadenced and readable look to the text. Tim Meehan

The changes came about for a number of reasons including the desire to communicate more effectively with our members and to market our sport to a broader audience outside the USHGA. The changes you see here represent our strong desire to give our current readers an enjoyable, informative magazine as we also consider future readers: the changes we are making are designed to make our magazine compare favorably with the publications of other outdoor sports and lifestyle publications. I think we’ve accomplished that and more. And we’re only just beginning to realize the benefits of this new look. Our magazine is more than an association newsletter. It’s our first, best and most powerful picture of us— and our most powerful marketing tool. One goal of Hang Gliding & Paragliding magazine’s new look and feel is to present ourselves, our lifestyle and our sport to each other as well as to the general public. The advantages of this effort cascade forward, bringing benefit to the entire membership. One effort under development is marketing our magazine to larger, outside advertising resources. An exciting, more professional-looking publication garners credibility and interest with outside advertisers. Outside advertisers bring much needed financial support and ultimately provide for a better publication. Where we might have been considered a slick association newsletter in the past, our new look and newsstand-quality presence can give us the credibility to approach the likes of major automobile, sports equipment and consumer goods manufacturers for advertising dollars. With a solid, professional presence, we can leverage what is perhaps our strongest and most underutilized resource: our reader demographics. Almost 11,000 loyal subscribers, belonging to an enviable demographic group, having all the elements an advertiser is looking for: active, healthy, professionals with discretionary income. To put this into real-world perspective, if we can attract only one major advertiser from outside our sport, we all benefit. One additional full-page ad sponsor per issue can allow us to publish our entire 80-page publication in color. Three full-page color ads for a year can get us enough support to increase our page count from 80 pages per month to 96. This means more exciting content, more inspiring photography, more of what we love to see in our magazine.

Distinctive separation between departments. All your favorite departments and standing columns are beginning to appear in predictable and familiar placements. For example, Dan Johnson’s Product Lines is back on page 78 where everyone likes to see it. A more consistent overall page template and publication design. Our page headers show you icons at the top of each page, allowing you to quickly and easily determine the content type of the story you’re reading. You’ll also note a cleaner, more cohesive look throughout the magazine. For advertisers, a more predictable and structured approach to advertising placement. Look for more member benefits here in the future as we make it easier and more efficient for our advertisers to place effective ads that get noticed. That being said, a killer design is not the complete and only way for us to reach this goal. And a single designer is not the only method to get there. We rely on your contributions of interesting and compelling content to give our publication value and make it interesting to our membership and the world. Your stories, your product reviews, your inspiring photography are what make the magazine our printed ambassador to the world. Combining the two magazines presented for us a unique and powerful opportunity to enhance and change the way our sport is perceived in the public eye. For me, it was an opportunity to create the publication I’ve always wanted to create. To express my creative energy in a way that benefits a worldwide membership. (and, I get to go flying…) Personally, I look forward to your input, your opinion, and your constructive guidance on how we can make our magazine better. You may reach me at any time by email at: artdirector@ushga.org. To date, I’ve been impressed, flattered and amazed at all the professional-level talent and advice that I’ve received since starting this grand and rewarding project. Let’s keep the energy level high as we move forward with this mission.

Tim Meehan, Art Director artdirector@ushga.org

This is my vision of success in our magazine. 8

September, 2003: Hang Gliding & Paragliding

A I R

Photos need better care Thank you for using my photo on the cover of the May issue. It occurs to me that my first cover of Hang Gliding magazine (December ‘83) was also an Elsinore picture. It was a shot of “Dangerous Dave” Gibson free styling at the “E.” It was a great thrill to see my work in the magazine then, and it still is. Those who have flown Elsinore and even pilots who know it well might not recognize it in this recent photograph since the image was reproduced perverted. I have heard of the arcane publisher’s reasoning for wanting all things in motion (in a cover photo) to travel left-to-right in the direction of the opening of the book or magazine, but cut me some slack. That is an argument of psychology. I have to deal with physics. When I mount a camera on the side I consider the sun angle and the dominant direction of flight to achieve the best lighting. It does not always work out to mount on the right side. For the flight in question it was ridge-soarable in the afternoon at Edwards. My heading would be generally north most of the flight. In order to shoot “down-sun” I had to mount on the left side. I submit that in an esoteric sporting association such as ours, it is contrary to the very purpose of the publication (to inform and educate) to print a picture of a flying site that does not exist. Moreover, it drastically diminishes the enjoyment of the photo by flyers with experience at the site. People like to recall the details of a memorable flight, such as where they made that low save, where they hit that rad turbulence, where they stalled a loop and tumbled, that backyard landing, where their driver drove their car off the side of the mountain while they were enjoying a nice flight, that great restaurant. Well, maybe there are no great restaurants in the picture. My experience tells me that photographs of flying sites mean a lot to a lot of people.

M A I L

Perhaps it was just a mistake. For the future the copyright imprint, caption information and VG cord on the right are three clues that indicate the rightreading of the picture. I send only my best photos to Hang Gliding & Paragliding magazine. In order to make my photos more interesting and appealing I go to a great deal of effort to get other aircraft in the frame. It often involves harassing another pilot since I need to get very close. I consider a slide to be a discard if the tip of the other glider is “clipped” by the edge of the frame. I would not submit such a slide for publication. The paraglider (so ably piloted by Mr. Klika) is well inside the frame in the original slide. I spend an inordinate percentage of my income on expensive extreme-wide lenses in order to make these inclusive photographs. Whoever is responsible for the cropping of my photo in this way has cropped a little piece of my heart and soul. I understand that most of the people involved with the magazine are new, and that there are bugs to be worked out and lessons to be learned. I am patiently looking forward to a long and pleasant relationship with Dan, Tim and all others who are working hard to improve the magazine. You have my thanks for including caption info for the cover photo in the May issue. Please take this constructive criticism in the good spirit intended. I will happily continue to submit my humble contributions in hopes that you will find them worthy of this great magazine that is so important to all of us who worship the rising wind. Playing it cool, John Heiney

A IE LN T D EA PI AR R M T M

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Seek Professional Instruction I just read Dan’s Editor’s Column titled Accidents in the July, 2003 magazine. I feel deeply for his dilemma seeing friends getting hurt or dying from hang gliding or paragliding accidents then rationalizing his way back into reality and flying again. Most of us in these sports know of someone actually involved in a horrific and tragic event. With this in mind, HG and PG are indeed very well run support groups. Surpassing any 12-step meeting I’ve ever attended, and I have attended a lot. Pilots will continue to push their own comfort zone beyond the point other pilots dared to go or just couldn’t. I don’t know if it’s for bragging rights, right of passage or just being ignorant to the conditions and the world around them. But this will continue and when tragedy hits, someone will be there to pick up the pieces. I’ve seen it; I’ve helped pick up the pieces and will continue to do so as will many others. I’ve been a HG instructor since 1996, Tandem/Advance instructor in 1999; tug pilot, aero-tow administrator, and basic flight instructor teaching ultralight flying in 2000 then receiving my Master Rating this year. I’ve worked with Lookout Mountain Flight Park, Wallaby Ranch, Miami Hang Gliding, The Florida Ridge, Hang Glide Chicago and Quest Air flight parks. This brings me to a point; let’s take a possible situation. A group of footlaunch pilots with a foot-launchexperience-only instructor. The instructor picks up a truck towing rig, sets it up, then gives instruction on how to operate and tow with their new found toy. It would most likely end up in broken parts, broken bones and possibly death or paralysis. This scenario may or may not have happened but the point is clear when checking out a new method of launch: please seek the professionals in that method. When I was teaching towing in Florida and a student aches to learn foot launch, even though I have 10

taught foot launch for years I would recommend Lookout Mountain Flight Park because they teach foot launch year round and do an excellent job, and when students want to learn aerotowing I recommend Wallaby Ranch, or winch towing it’s Miami Hang Gliding. These are excellent places to learn and have a good solid history. Rather then saving a few bucks and have your friend/instructor that is out of practice or only teaches your desired launch method 2 weeks a year with a 6 month interval between each week. Go to a school that does teach your desired launch method enough times a year to be efficient and knowledgeable. It truly is worth the extra effort for quality instruction. I was teaching at an aero-towing operation for about a year when some students asked about foot launch. I instructed them on some ground handling and flat ground runs only to prep them for what was to come. I then contacted Lookout Mountain Flight Park and arranged a special group rate for the 12 plus pilots, and then the road trip began for the July 4 holiday week. We arrived in numbers, introduced everyone to some of the local pilots, turned them over to the instructors, then let them run, play and have the times of their lives. Everyone was excited about their awaited instruction, flying a new site and the stories around the campfire. By letting the professionals do the work I was able to fly, relax and enjoy the mountains (extremely low stress). This was their turf and I was the HG pilot on vacation as tour guide and fun patriot. The students and the staff were able to pull out the stops and have a great time. The Florida pilots proved it with their flying abilities and the hyped up energies around the campfire.

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instructors that has limited foot launch experience. It’s amazing to see Henson’s Gap pilots show up with cooler in hand to see the carnage. I’ve helped pull pilots from trees only because of the glory of the mighty dollar that goes to the instructor whom set up this almost death defying trip. Seeking quality instruction just makes good sense, not to mention all the newfound friends you meet and stories you get to tell everyone over and over that didn’t come. Fly safely and Fly for fun. James Richardson

For those who seek proof (when hang gliding truly becomes a spectator sport) of not utilizing quality instruction just head to Henson’s Gap when some towing-only pilots hook up with one of their own weekend warrior September, 2003: Hang Gliding & Paragliding

A I R

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Magazine on the right track I really like the new magazine format. It feels heftier and looks like a magazine that represents a solid sport. I disagree with the notion that just because our sport has mostly men participating that we should have ads featuring pictures of women. I would prefer to change the sport to have more real women. On a final note, the trend in articles will probably be that most of the foreign travel and exotic location articles will inevitably be about paragliding. It is simply easier to travel with a PG than a HG. Hang gliding can be represented in articles about competitions, cross country achievements, and speed racing —where it shines. I read other free flight magazines and they all seem to have eventually headed this way. Anyway, good luck and keep up the good work. James Brown (Niigata, Japan)

Hang Gliding & Paragliding: September, 2003

High performance doesn’t necessarily mean better flying Some thoughts on keeping flying fun, new, and relaxing for the typical pilot: I had been flying hang gliders for a few years when paragliding really started to take hold in America. For several years, I couldn’t understand why anyone would want to fly something with such low performance, nor could I understand why anyone would want to fly something that could so quickly and easily wad-up and cease to be an aircraft. For many years I had only an intermediate-level hang glider and thought my next purchase would be a high-performance glider. Finally, I got to know a couple paraglider pilots, and some fellow hang gliding friends gave paragliding a try. They all seemed to be having a great time, and boy, did it look convenient compared to hang gliding! Four years ago, I took my first paragliding lessons, and now I spend around half my airtime in paragliders. Becoming biwingual has been very fun and refreshing, and it has given me far more flying opportunities. Another thing that made flying more enjoyable was the purchase of a single-surface hang glider. I kept my double surface, but it sure doesn’t get much use anymore. I love carrying a 50-pound glider and setting-up in 10 minutes. I’m usually a thousand feet over launch for fifteen minutes before those with hotshot gliders are done stuffing battens. They can go farther faster, but they don’t get any higher than me, and far more often than not they don’t go cross-country anyway. Also, my landings usually look prettier, and my arms are less sore after a couple hours of thermaling than theirs. There are those with a hard-core competitive edge, who thrive on highperformance gliders and cross-country flying. More power to them, but I firmly believe MOST pilots would have more fun and be less likely to quit flying if they followed my example. Anyone who has the time and money to properly become biwingual should

M A I L

do so, and everyone should keep (or buy) beginner gliders long after becoming advanced-rated pilots. John Fritsche

No more complaints about combined mag I am really, really, really sick of reading letters about how great/awful the new magazine is. As a biwingual pilot, I personally prefer the paragliding stories, mostly because I’m a young guy and paragliding sometimes lends itself to stories, which involve more than trucks driving up and down mountains and 40+year-old guys drinking beer in town with the friendly locals. That said, I couldn’t care less what the focus of the magazine is, nor what the ratio of PG to HG articles is, as good writing is what makes the difference. The one sensible thing I have seen in the letters in the last few months has been this: (paraphrasing) “The design of the new magazine is terrible.” I like all the breadth of content, all the pictures, but for goodness sake, please stop printing text over pictures. It doesn’t look adventurous, it doesn’t look X-treme, and it for darn sure doesn’t look readable. I’ve basically stopped reading the stories entirely since I can now count on at least a third of the text being printed over a slightly dimmed photo or over jarring background color shifts. If there is a design professional handling the text layout and doing all of this, either sack them or get them to wise up. If there isn’t, please hire one. Design professionals and novices alike to whom I have shown the magazine have been literally appalled at the layouts and horrid font inconsistencies. I’m 22 and have 20/20 vision—I can only imagine what it must be like for the older readership. Morgan Venable, H3/P3

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. For more complete information on the events listed, please see our Calendar of Events at www.ushga.org

Competition SEPTEMBER 6-7, 2003: Open Distance GPS Competition sponsored by Summit Paragliding, at Copper Mountain Colorado. Entrance fee $50. (970) 968-0100 or email info@summitparagliding.net SEPTEMBER 21-27, 2003: Tennessee Treetoppers - Team Challenge, USHGA Sanctioned Competition. Limited spaces. David Glover - Meet Director. Information at http://www.treetoppers.org/ 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) 369-4696, tellurideairforce.org

SPECIAL MEMBERSHIP MEETING is scheduled for OCTOBER 4, 2003, during the Board of Director’s Meeting in Kitty Hawk, NC. Members are invited to attend.

clinics, meetings, tours SEPTEMBER 19-21, 2003: Ridge Soaring Clinic at Reader Mesa and Anvil Point, Colorado with Parasoft Paragliding School. www.parasoftparagliding.com/Reader.html, www.parasoftparagliding.com/ AnvilPoint.html SEPTEMBER 20-21, 2003: Paragliding Mountain Flying and Site Pioneering. Two-can Fly Paragliding/ Ken Hudonjorgensen, Draper UT, (801) 572-3414, khudonj@qwest.net, www.twocanfly.com SEPTEMBER 20-22, 23-25, 26-28, 2003: Dixon’s Airplay School in Arizona will is offering XC/Thermal clinics. Contact: dixon@paraglide.com (928) 526-4579 for details.

OCTOBER 1-18, 2003: Canungra Paragliding Cup 2003, Australia - Cat 2 CIVL Competition. For more information: canungracup@hotmail.com http://home.iprimus.com.au/plenderleithm/canungracup/

OCTOBER 3-5, 2003: Paragliding Instructor Training. Two-can Fly Paragliding/ Ken Hudonjorgensen, Draper UT, (801) 572-3414, khudonj@qwest.net, www.twocanfly.com

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.

OCTOBER 3-5, 2003: 2003 Fall USHGA Board of Director’s Meeting, Ramada Inn, Outer Banks Resort and Conference Center, PO Box 2716, Kill Devil Hills, NC 27948, Telephone Reservations: 1- 800-635-1824 or (252) 441-2151, Fax: (252) 441-1830 See www.ushga.org/hotnews.asp for more details.

fun flying

OCTOBER 4, 2003: Paragliding Instructor Recertification. Two-can Fly Paragliding/ Ken Hudonjorgensen, Draper UT, (801) 572-3414, khudonj@qwest.net, www.twocanfly.com

AUGUST 30 - SEPTEMBER 1, 2003: Brad Koji Memorial Fly-In, North Park, Colorado. Details at www.rmhga.org AUGUST 30 - SEPTEMBER 1, 2003: Dragonfly Cup Grand Finale and Wills Wing demo days at Cloud 9 Field, Michigan. See http://members.aol.com/dfscinc or call Cloud 9 Field at (517) 223-8683. SEPTEMBER 15-21, 2003: 1st Annual Flaming Fall Foilage Festival & Fly-In. Finger Lakes Aerosport Park, Macedon NY. (315) 986-9821, longacrefarms.com follow link to the flight park. OCTOBER 11-12, 2003: Annual Baldy Butte Oktoberfest and site fund raiser. Contact Mike Eberle of North American Paragliding, Inc. at napi@fun2fly.com, (206)320-9010 or Rich Hass at richh@nwnexus.com, (425) 453-7177. 12

OCTOBER 11-12, 2003: Paraglider Tandem Clinic (T2 & T3) Two-can Fly Paragliding/ Ken Hudonjorgensen, Draper UT, (801) 572-3414, khudonj@qwest.net, www.twocanfly.com OCTOBER 13-14, 2003: Paragliding ICP testing. If interested, please call ASAP as the paperwork and other pre-requisites must be completed prior to the 13th. Contact Mike Eberle of North American Paragliding, Inc. at napi@fun2fly.com or (206) 320-9010. OCTOBER 16-18, 2003: Paragliding Lake Powell Maneuvers (SIV) clinic. Two-can Fly Paragliding/ Ken Hudonjorgensen, Draper UT, (801) 572-3414, khudonj@qwest.net, www.twocanfly.com

September, 2003: Hang Gliding & Paragliding

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OCTOBER 19-25, 2003: Paragliding Lake Powell Deluxe Maneuvers (SIV) clinic. Two-can Fly Paragliding/ Ken Hudonjorgensen, Draper UT, (801) 572-3414, khudonj@qwest.net, www.twocanfly.com OCTOBER 26 – NOVEMBER 8, 2003: Tour to northern India, fly the Himalayas! Contact: Dale Covington, Big Sky paragliding (801) 699-1462 www.bigskyparagliding.com OCTOBER 25-NOVEMER 2, 2003: Paragliding trip to Oludeniz, Turkey, on the coast of Mediterranean Sea. Appropriate for any P2 or higher rated pilot. Contact Mike Eberle of North American Paragliding, Inc. at napi@fun2fly.com or (206) 320-9010. NOVEMBER 2-8, 2003: Ridge Soaring Clinic in New Mexico with Parasoft Paragliding School. www.parasoftparagliding.com/NewMexico.html NOVEMBER 9-15, 2003: Ridge Soaring Clinic in New Mexico with Parasoft Paragliding School. www.parasoftparagliding.com/ NewMexico.html NOVEMBER 15-30, 2003: Thermal and XC Tour of South Africa! Contact Mike Eberle of North American Paragliding, Inc. at napi@fun2fly.com or (206) 320-9010. NOVEMBER 23 – DECEMBER 6, 2003: Fly Nepal 2003. Contact: Dale Covington, Big Sky Paragliding (801) 699-1462, www.bigskyparagliding.com NOVEMBER/DECEMBER/JANUARY 2003/4: Mid Atlantic Airsports – Spain and the Canary Islands. http://midatlanticairsports.com/trips.html DECEMBER 13-20, 2003: Paragliding Southern CA trip. Two-can Fly Paragliding/ Ken Hudonjorgensen, Draper UT, (801) 572-3414, khudonj@qwest.net, www.twocanfly.com DECEMBER 15, 2003-JANUARY 3, 2004: Paragliding tour of Western Australia. Appropriate for any P3, or higher rated, pilot. Contact Mike Eberle of North American Paragliding, Inc. at napi@fun2fly.com or (206) 320-9010. JANUARY 3-10, 2004: Valle de Bravo Mexico with Ken and Kevin Biernacki. Two-can Fly Paragliding/ Ken Hudonjorgensen, Draper UT, (801) 572-3414, khudonj@qwest.net, www.twocanfly.com

Hang Gliding & Paragliding: September, 2003

PILOT

BRIEFINGS

Congratulations The United States Hang Gliding Association congratulates Stephen Wasson of Marina, California, on his achievement of logging 1,000 consecutive safe flights, earning him the First Diamond Safe Pilot Award. Corrections: We strive for accuracy, but errors do occur at times. When that happens, we want to set the record straight. In the July, 2003, issue of this magazine, photos that accompanied the feature story, Eagles of Fort Ebey were incorrectly attributed to the story author. Those pictures were actually taken by Karen Wallman. We apologize for the error. Also in July, 2003, the website address listed for Summit Paragliding was incorrect. Summit Paragliding can be found at www.summitparagliding.net. 2003 USHGA Awards Up for Grabs Nominations needed by October 1 By Jan Johnson, USHGA Awards Committee Each year at this time, the Awards Committee of the United States Hang Gliding Association’s Board of Directors begins the process of identifying and selecting the year’s award recipients. We again ask for your nominations, input and involvement in the process. The following is a brief overview of the categories and criteria for each award. Presidential Citation: The highest honor given to a member of the Association for outstanding contributions to the sport at the local, regional and national level. Exceptional Service: This award is given to a member in recognition of outstanding contributions to the Association over the last year.

Bettina Gray Award for Photography: Three examples of sport-related photography should be submitted. This award is given to one member per year. Newsletter of the Year: Three sample issues are reviewed and judged in the areas of information content, support to members and clubs, layout, safety promotion and instruction. Chapter of the Year: This award is given to an official USHGA Chapter for contributions to members and local communities focus on safety, instruction and activities. Instructor of the Year: There is one award for paragliding and one for hang gliding. Nominations require three letters of support from students and a recommendation from the Regional Director. Criteria include skills as an instructor, serving as a role model for the sport within the pilot and general communities, and involvement in and support of USHGA and local club programs. Commendations and Special C o m m e n d a t i o n s : These awards are given to USHGA members and individuals or groups in the community who have made significant volunteer contributions at the local, regional or national level, which serve to enhance participation in the sport and/or the image of the sport and the Association. CIVL Diploma : The USHGA recommends an individual to the CIVL who has made a significant impact on the sport at the international level. NAA Safety Award: The USHGA makes a recommendation to the NAA regarding an individual whose activities have served to enhance safety. Names, addresses and other contact information must be submitted for each person or group nominated, as well as for the nominating party. All concerned will be informed of the nomination and contacted when the recipient is selected.

For categories in which several pieces of documentation, support, etc., are requested, only the required number will be reviewed. Please submit these as one complete packet. All submissions should be sent directly to the USHGA office, P.O. Box 1330, 219 West Colorado Ave. #104, Colorado Springs, CO 80901. The nominations must be received by Oct. 1, 2003. Whoosh! Wheel hubs for airfoil tubes As hang glider manufacturers move forward with developments that improve glider performance, accessory makers often have to play catch-up. The use of airfoil base tubes as standard equipment on recreational gliders offers a

great example of this. Hang glider manufacturers such as Wills Wing are using airfoil tubes on their recreational gliders, but to date, wheel mounts have been restricted to traditional round tubes. That has changed, as Brad Kushner of Raven Sky Sports teamed up with Dan Morris of Blue Sky Fabrication to develop a wheel hub that allows common wheels to be mounted on airfoil tubes. The product Kushner and Morris created is the Whoosh™ Airfoil Speedbar Wheel Hubs (Patent Pending). “The design criteria was simple, but the engineering was challenging,” Kushner said. “To fabricate a machined plastic hub that would be flexible September, 2003: Hang Gliding & Paragliding

PILOT BRIEFINGS

enough to wrap around and close on the airfoil basetube like a clam shell, that wouldn’t slide sideways, and that would accommodate either of the two most popular bolt-together wheel types in hang gliding use today. Oh, yeah, and it has to allow for the normal use of the VG line, without the need to move the VG cleat.” Kushner notes that the Woosh hub is machined out of a solid block of plastic. “We did everything that we could to simplify the machining of this part, so as to keep the production costs down,” he said. “Still, like everything else in hang gliding that is built in batches of a few dozen at a time, and made in America, this wheel adapter will be fairly pricey. But, hey, this is hang gliding—need I say more?” For more information, contact Kushner at Brad@hanggliding.com. Or visit www.blueskyfabrication.com .

New Wings Windtech Updates Line Windtech’s replacement for the Serak, the Pulsar, recently passed DHV 1-2 certification in 3 out of 4 sizes. Windtech said they wanted to have all their proverbial ducks in a row before releasing the new glider. The Pulsar has maintained many of the characteristics that made the Serak popular; and the designers paid special attention to improving the handling and the trim speed (around 38 k/h) while maintaining the passive security level of the Serak. Planform and line set are the same, but the profile and the tension on the canopy have been improved, reportedly giving it more lively turning characteristics and Hang Gliding & Paragliding: September, 2003

more direct feel to the handling. For you motorheads, Windtech also released a totally new wing to add to their stable of products—a wing for specifically for paramotoring. The Kinetic features reinforcements in all the hang points and in the seams between the ribs and the inner surface. The risers have been shortened to 42cm to reduce the torque effect of the motor, and are made of super-strong material. A unique feature includes a special riser to pull big ears, and a fastener to keep them engaged without having to hold it in. The Kinetic wing also features a special cell configuration, and internal diagonals specifically designed with the powered paraglider pilot in mind. The wing is certified for paramotors by CEN/ACPUL. For more information, visit www.paraglide.com New Glider Brand flies into North America Aerodyne Paragliders has entered the North American paragliding market, with Blue Thermal Paragliding and Skybee taking on distribution in Canadian and the United States markets respectively. The product family of Aerodyne Paragliders consists of seven unique wings in every category from beginner to competition. Aerodyne features the designer Michel Le Blanc and the core team of managers and test pilots from the former manufacturer Flying Planet Paragliders. Flying Planet gained a cult-like following in Europe for producing high-quality, well-balanced wings but were never imported to North America because of litigation concerns by the former multi-national parent company, Zodiac. That apprehension of lawsuits eventually drove Zodiac to refocus on its core business of watercraft. Aerodyne Technologies, a well-known parachute manufacturer, purchased the paragliding business.

Aerodyne uses a combination of Gelvinor and Porcher Marine E85A water repellant cloth in its products, both of which are considered to have the longest long-life cycle of all current cloths on the market. For more information about Aerodyne paragliders, visit www.aerodyne.us Gin Gangster: A New Wing for Free Style Recognizing the growing popularity of free style and aerobatics flying, designers at Gin Gliders developed a wing with free style in mind. The Gin Gangster earned a DHV 2 rating, but it was also DHV loadtested beyond 12G

pressure (more than 12 times the maximum load in flight for the XS, S and M sizes). The increased load performance comes largely from a special, reinforced canopy and pre-stretched Dyneema lines. Gin reports the Gangster boasts a dynamic turn, with a lot of energy— a much-prized glider characteristic for freestyle pilots. The glider also comes with new designs on the wing—a traditional Korean mask logo is printed on the top of the canopy. Gin designers note the glider excels in freestyle flying, but it also serves crosscountry pilots well. With a high trim speed and an easy-to-use accelerated speed, the DHV-2 rated wing provides good performance in lift and on glide.

PILOT

BRIEFINGS

The Gin Gangster is currently being flown by the GIN Freestyle Team in international Acro competitions throughout this season. Pilots using the glider include: Enleau and Ann O’Connor, Mathias Roten, and Horacio Llorens. For more information, visit www.gingliders.com XiX ‘Smile’s’ at novices The Swiss company XiX has received DHV 1 certification on their newest wing: The Smile. Under the direction of international competition pilot Michi Kobler, the Smile is putting grins on a lot of faces. The company reports that pilots at the Glietschirm Testival proclaimed the glider a winner, saying “most designers in this class give the beginner glider

a somewhat soft canopy feel, but the Smile differs noticeably in this area.” For more information, test flights, dealer information, or pro-pilot deals please contact North American Paragliding, Inc. at napi@fun2fly.com or call (206) 320-9010. Firebird offers novel program Visiting pilots can Work and Fly Firebird Sky Sports launched a new venture this year called “The WF project” (Work and Fly). The WF Project is designed for pilots worldwide who wish to fly in the Bavarian Alps. The rules of the project are simple: In exchange for free accommodation, you spend four hours working for us. Jobs would vary but all

would be conducive to flying, taking advantage of the experience of our staff, and maybe even travelling with our Demo weekend trips. All of this is set in Füssen, the home of the castle used in the movie Chitty Chitty Bang Bang. We are surrounded by the most amazing flying sites Germany and Austria have to offer. The overall idea behind the WF project is an opportunity for all pilots world wide, who could not otherwise afford to travel, to fly in another part of the world as inexpensively as possible. For more details, contact: Kevin Payne, Firebird Sky Sports AG, Schäffler Strasse 15, D-87629 Füssen, South Germany. Telephone: +49 (0)8362 98322 Mobile: +49 (0)1712630850 Fax: +49 (0)8362 983219

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. 16

September, 2003: Hang Gliding & Paragliding

FROM THE PRESIDENT

Notice of Special Meeting of the Members

airborne” to the Purpose clause right after the words “human power alone?”

By Bill Bolosky, USHGA President

Bill Bolosky

n the August issue of Hang Gliding & Paragliding, we announced that we would be holding a special meeting of the members in order to consider two revisions to the Articles of Incorporation. The revisions relate to making it clear that it is within the purposes of the USHGA to support towing of hang gliders and paragliders, and expanding the purpose of the USHGA to include powered harnesses and backpacks for hang gliders and paragliders. As USHGA President, I am hereby officially calling this meeting. It will be held on Saturday, October 4, 2003, in the Ramada Inn at Kill Devil Hills, North Carolina, at 8:30 a.m. All members of the USHGA are invited and encouraged to attend. If you are unable to attend, you may vote by proxy. There is a return postage-paid proxy form included in this magazine. If you send in the form, but are able to attend the meeting, we will throw the form away and let you vote in person. Forms must be received in the USHGA office no later than Tuesday, September 30. The USHGA Executive Director will collect the proxy forms received by then and will be leaving to attend the meeting on Wednesday, October 1, so they have to be in before she leaves. The two propositions to be considered are: 1. Shall the USHGA Articles of Incorporation be amended in order to add the phrase “and methods and systems for getting these flight systems and aircraft Hang Gliding & Paragliding: September, 2003

2. Shall the USHGA Articles of Incorporation be amended to strike the phrase “fuel-less” from the Purpose clause? The first one simply makes it clear that towing is OK. I don’t think that it should be particularly controversial, since towing is such an integral part of many hang gliding and paragliding activities already. It’s possible to interpret the Articles as they’re written to include towing, and it’s possible to interpret them to exclude it; we just want to remove the ambiguity. The second question would allow the USHGA to have programs to support powered hang glider harnesses (like the Mosquito and the Doodlebug) and powered paraglider backpacks. There is another restriction in the Purpose clause that says that the aircraft must be “capable of being launched by human power alone,” which won’t be removed, so we’re not talking about trikes or heavier aircraft. If both amendments pass, the relevant part of the purpose clause would then read “The specific and primary purposes are to engage exclusively … in the … use of flight systems and aircraft capable of being launched by human power alone and methods and systems for getting these flight systems and aircraft airborne.”

the board to set dues differently for powered and unpowered pilots. We have been unable to work out the legal and administrative details of the new membership class in time for the October Special Membership Meeting, and so we are not proposing that change at this time. If a time comes in the future where the board believes that it’s necessary to have different dues rates for powered and unpowered pilots, we’ll propose the bylaws amendment at that time. I encourage each and every one of you to think about these changes, and to cast a vote expressing your opinion. I also encourage you to vote for the first proposition for obvious reasons. I believe that the second proposition makes good sense, too, primarily because many of the people who are flying powered harnesses are USHGA members who are using them to fly to soaring sites that are otherwise inaccessible. Many pilots, especially hang glider pilots, use the powered harnesses to get to a soaring site, and then turn the motor off to enjoy a soaring flight. As access to launch and landing areas continues to suffer in competition with land development and other uses, we increase the opportunity to fly by requiring only one place to both launch and land. More sites means more flying, and to me the real purpose of the USHGA is to increase the opportunity to fly.

Please note that in the article in the August issue of Hang Gliding & Paragliding magazine, a third ballot item was mentioned. For that item, we said we would propose an amendment to the USHGA bylaws authorizing a new membership class to contain powered pilots. We are not going to consider that measure at this meeting. Having a separate class would allow 17

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POWERED POINTS

Power: A question of responsiblity

’ve been thinking Jayne Depanfilis about powered harnesses for over a year now. I’ve considered the business management issues, database management, membership, magazine, the training and rating programs, and how powered harnesses would affect all of them. I’ve also thought a lot about our competition; the claims that other associations make, that they can best serve the interests of powered harness pilots. I’ve been thinking about the importance of our third party liability insurance to these pilots as well. Watching the PPG and PHG segment of the pilot population increase and evolve over time, I have to think that the sports of hang gliding (first) and paragliding (later) evolved in much the same fashion. I first became interested in this area because I believe there is a lot to learn about the way the sports of hang gliding and paragliding have evolved. I remember reading somewhere that the creation of the USHGA had a lot to do with the creation of a safetyminded pilot culture. That observation stuck with me. If the USHGA really helped to foster or nurture the safetyminded culture that has benefited our sport, then the USHGA may be the association best suited to continue this mission with PPG’s and PHG’s. Sure, as the USHGA’s Business Manager, I wonder if we’ll have a lot of new claims against our insurance policy. I wonder if our insurance premiums will increase due to a higher incidence of claims. But then I think about what our insurance broker asked me to consider: What is the chance that an incident/ accident involving a PPG or PHG could Hang Gliding & Paragliding: September, 2003

have happened to a PG or a HG? If we think there is a similar chance that an incident involving a powered harness could have happened with a nonpowered hang glider or paraglider, then are we really assuming more risk? I don’t see how we can make this decision for ourselves unless we stop to consider whether we think it is responsible or irresponsible for powered harness pilots to fly without third party liability insurance. As a group, if we think it is more responsible to fly with third party liability insurance, the USHGA is the only association that can currently provide this benefit. It’s just not available from any of the other competing organizations. I think that we will all be better off if these pilots have access to training programs and ratings. It gives them a way to objectively measure their skills against a standard, and it’s a reference for others to use when considering their experience. Every member has to vote based on their own judgment. The purpose of the vote is to ensure every member has the opportunity to choose what they think is right. I think that offering powered harness pilots a way to get training, ratings and liability insurance is the right thing to do. Jayne DePanfilis, USHGA Executive Director jayne@ushga.org

Putting Power in its place owered-assisted launch has become common in the free flight community. Paraglider pilots are towed aloft by boat, truck and static winch. Hang Gliders get airborne behind aero tugs or towed aloft by boat, truck or other ground-based towing operations. And both forms of flight benefit at times from powered harnesses. The U.S. Hang Gliding Association’s Articles of Incorporation—the legal document establishing the association— doesn’t recognize power-assisted flight, however. The Articles recognize only unassisted foot launch. Acknowledging that many pilots enjoy one or more of the various forms of powerassisted launch and flight, the USHGA Board of Directors are asking the general membership to vote on this issue. Within this magazine you will find a ballot (the ballot is referred to as a proxy) (postage prepaid) asking you to vote on this issue. There are actually two issues to decide: acceptance of towing as an acceptable power-assisted launch method, and acceptance of powered harnesses to assist foot launch of hang gliders and paragliders. The following commentaries on this same issue have recently come to the magazine, and we thought the issues raised by the first letter-writer—as well as the comments from the two responses to the letter— would be helpful in clarifying the issue. Please read on, then cast your vote: The ballot card (proxy) must be received at the USHGA office by September 30 in order for them to be tallied before the Fall Board of Director’s Meeting. Original signatures only. Fax copies are not acceptable. The special membership meeting will be held on Saturday, October 4 at 8:30 a.m. at the Ramada Inn, Kill Devils Hills, NC. —Dan A. Nelson, Editor 19

POWERED POINTS

Dear Editor, I am a British serviceman just starting a three-year exchange program with the United States Air Force at San Antonio, Texas. I have been paragliding for the last 2 years in Southern Germany and brought my kit with me to Texas in order to carry on flying. On arrival in the United States I immediately took out membership of USHGA but, stupidly, I had not really taken into account just how flat Texas is – nor how punchy the afternoon thermals can be. So, I find that my closest flying site is some two hours away, and it is only really flyable early morning or late evening—not ideal. I had noticed the growth in paramotoring (PPG) in Europe before I left, and had discussed with flying colleagues the attractions, or otherwise, of the sport. Most of the people I spoke with agreed that PPG could not hold a candle to the more purist paragliding, but that it allowed many to fly when otherwise they could not; and that it was an excellent training tool for paragliders. I’ve lost count of the number of times that I have been paragliding and have convinced myself that an area away to my left, right or wherever was bound to be a thermal trigger – that there was bound to be lift over there. But I didn’t have the height to allow myself to get there and return to a safe landing area if I was proven wrong. A PPG gives you that freedom to explore your hunches. You can motor around, investigating possible thermal triggers and take the time to loiter if you are convinced that you just missed the cycle. If it all turns out to be a big mistake, you can motor back to a safe area. Of course if you do catch the thermal, you can switch off the motor and ride the lift to cloud base—paragliding. The BHPA (British Hang Gliding and Paragliding Association) recognizes that the two disciplines are but two 20

approaches to the same sport and makes no distinction between the two when it comes to the third party liability insurance extended to members of the Association. I had assumed the situation would be the same in America. So it was that I explored my local area, found a great flying site close to my home and ideal for PPG (but not a decent hill to be seen for paragliding!), confirmed that my canopy was suitable for a motor, and set about buying a paramotor and arranging some training. I was within a day of buying the motor and was wrestling with my conscience about whether I should take out insurance to cover an accident to myself – when I discovered that USHGA third party liability coverage for paragliders does not extend to PPG. I immediately had to put all plans on hold until I could resolve the insurance issue. In the UK it is compulsory to fly with third party liability, as a minimum. And quite rightly so. I was considering “accepting the risk” when it came to insuring myself – but to not insure oneself against injury or damage to others is monumentally irresponsible. In a country as prone to litigation as the United States damages could be immense and if you can’t pay it yourself, someone else will have to pick up the tab for you. As a newcomer to this country I am not exactly an authority on the subject, but it seems to me that one cannot get third party insurance liability for individual pilots—you must belong to the USHGA. Presumably this fact is recognized by the USHGA because membership of the Association does provide third party liability for paragliders. But why the distinction from PPG? In the eyes of the public, the two sports are the same; if an incident with a PPG receives adverse publicity you can be sure that it

will impact upon the public perception of paragliding, too. They are one and the same thing as far as Joe-public is concerned. It doesn’t take long to give a dog a bad name—but it can take forever to lose a bad name. And bad names will soon result in losing access to launching and landing sites. Perhaps the distinction is because there is a recognized training regimen for paragliding and so the third party insurance is being extended only to pilots of a known standard who have demonstrated not just the skills but also the correct attitude to flying. If this is not the case with PPG—then make it so. The answer is not to exclude PPG from coverage—this only serves to increase the problem—but to bring them fully into the Association and ensure that adequate training and safety measures are in place for PPG. Of course any association must define the extent of its membership. I understand that the USHGA was originally formed only for hang gliders, and that later membership was extended to include paragliders. Now, of course, there are motorized hang gliders as well as PPGs. Where do you draw the line? I think the criteria for membership is straightforward—whether one can foot launch or not. Thus, hang gliders, powered hang gliders, paragliders and PPGs should all come under the auspices of the USHGA. I understand that the Association will be reviewing this matter later this year. I would urge you to move quickly on this issue. Sooner or later an incident will occur with an uninsured PPG that might result in unwelcome— and unsympathetic— legislation. We all think that it will never happen to us; but it can. That’s why we fly with a reserve, right? Phillip Day, USHGA # 80704 September, 2003: Hang Gliding & Paragliding

POWERED POINTS

Response 1: Done properly, powered harnesses perfect for launching soaring flights

necessarily immediate. It is a given that “we” pilots (a small minority in the public view) will eventually be on the business end of dictates by the many of “them”(general public) if we don’t watch ourselves.

Phillip, As a proponent of powered and nonpowered paragliding, I have been allowed the opportunity to respond to your letter. First, I would like to note that your letter provided many astute observations. An amazing freedom occurs in free flight with the addition of power. With that though comes equal opportunity for abuse, for taking the paraglider to places where people are not use to it, to places where it doesn’t belong, and where those encounters can bring unwelcome exposure. Publicly-imposed constraints placed on the powered forms of flight can easily become applied to all free flight—meaning we all may suffer from tighter restrictions or prohibitions on flight when someone abuses any part of the sport. Besides the benefit of insurance, inclusion of the powered harness types into the ranks of the U.S. Hang Gliding Association will offer more opportunity for USHGA to have influence over those powered pilots. Inclusion offers the powered pilots the opportunity to join the free flight community of pilots—a community that will encourage responsible behavior. It’s so easy for PPG pilots to simply get training and then go out on their own, exploring—and sometimes exploiting—a freedom. Any misuse or abuse of that freedom threatens us all. The consequences of misuse or abuse of that freedom affect us all, even though the effects are not always obvious nor are they Hang Gliding & Paragliding: September, 2003

PPG is growing quickly in the States, probably faster than free flying. Like you, the leadership of the US Powered Paragliding Association (USPPA) feels that an embrace by the USHGA will serve us all best. Besides insurance, it will provide increased numbers to better support all efforts at preservation of hang gliding and paragliding sites and opportunities. It will allow more influence with government agencies and land managers. It will increase the pool of fliers who can help our cause, maybe even leading to the opening of new sites that would otherwise be off limits. Most importantly though it will offer better opportunity to preserve our freedom. As an enthusiastic flier of both powered and unpowered paragliders, I do hope we can join forces to help ensure our continued access to this precious freedom of flight. —Jeff Goin, USPPA President jeffgoin@earthlink.net

Response 2: Proper training, precautions necessary for powered harnesses Phillip, I have been asked to reply to your letter to the editor concerning the need for a USHGA program concerning powered paraglider harnesses (PPG). As a member of the United States Powered Paragliding

Association (USPPA) Training Committee, I directly contributed to the development of the pilot rating requirements. Also, as a member of the USHGA Board of Directors I am helping draft the USHGA Powered Harness Special Skill requirements for both PPGs and powered hang glider harnesses (PHGs). The USHGA’s insurance company currently provides third party liability insurance only for the Mosquito and Mosquito NRG powered hang gliding harnesses and then only while they are under power for the purpose of selflaunching and ascending to altitude. They have given verbal approval for coverage of other brands of powered hang glider harnesses as well as for power paraglider harnesses without some of the current restrictions that apply now to the Mosquito and Mosquito NRG. The BOD has postponed activating this coverage broadly because we realized we were putting the proverbial cart before the horse. It came to the attention of the BOD that, based on a straight-forward interpretation of the document, neither motor launching nor tow launching are technically within the existing scope of our charter, which specifies human powered flight. Because a general membership vote is required to address these issues, a General Membership meeting convenes October 4, 8:30 a.m., during the Fall 2003 USHGA Board of Directors meeting. During the general membership meeting, a vote will be taken to decide if we should accept powered harnesses and if this change is approved by the membership, the USHGA will follow through with insurance coverage for a broader cross-section of both PHGs and PPGs and with a pilot-rating program to provide for a new “Powered Harness Special Skill. This can all be approved at the membership meeting and put into place as soon as this autumn, perhaps. 21

POWERED POINTS

Should the membership approve of adopting powered harnesses (for both hang gliding and paragliding), the Powered Harness Special Skills requirement will be fully developed by a Board-appointed committee and—after discussion and possible modification during the board meeting—adopted by the Full Board of Directors. The USHGA Safety and Training (S&T) Committee will play a vital role in developing the requirement document as well. As we head into the development of that program, the following would be considered: • The programs for PPGs and PHGs will be similar but with necessary

September, 2003: Hang Gliding & Paragliding

POWERED POINTS

differences reflecting specific launch and flight characteristics of each harness type. • A Novice (P2) rating will be required for the paraglider PH Special Skill • An Intermediate (H3) rating will be required for the hang glider PH Special Skill • There will be required witnessed tasks to demonstrate to obtain either PH Special Skill • There will be a required exam to pass to obtain either PH Special Skill • There will be increased educational emphasis on understanding: • The requirements of FAR Part 103

Hang Gliding & Paragliding: September, 2003

• Airspace and interpreting aircraft sectional and terminal charts • ROW (Right-Of-Way) • NOTAMs (NOTices to AirMen) and contacting FAA FSSs (Flight Service Stations) • There will be requirements for understanding the ramifications of operating a powered aircraft: • The differences in launching, flying and landing techniques of powered and unpowered gliders • Powerplant safety practices regarding starting, prop blast and noise • Propeller forces and the effects they have on glider handling and control • Propeller and engine preflight inspection, maintenance and repair

Any member who has a concern regarding the details of the PH Special Skill is encouraged to attend the General Membership and the Safety and Training Committee meetings. If you are unable to attend those meetings, contact your Regional Director or the Chairman of the Safety and Training Committee—or contact me directly—and relay your thoughts, concerns and comments to us. — Alan Chuculate, USHGA Region 3 Director <alanc@san.rr.com> — David Broyles, Honorary Director and Chairman of the Safety and Training Committee, broydg@attbi.com

S A L LY TA K E S F L I G H T

I remembered the most important thing. It was: “You had to hold on to the pilot.” I started crying and my mom had to get my inhaler because I have asthma. I got it, took a breath and was better—I could now breathe. I got hooked into the glider and Mike kept talking to me to calm me down. I was a little better. I asked if we could go for no more than 20 minutes. He told me to hold on to him and I did. I closed my eyes and he said, “Here we go!” I wanted to scream, but I did not want to scream in his ears. I opened my eyes and the wind was blowing in my face. My hair was going back and it felt so good.

Pre-teen takes flight by Sally Ann Puckett It was my first time to hang glide and I was scared.

was at Lookout Mountain near Chattanooga, Tennessee. I was nervous and worried—worried I was going to get hurt or killed. I got this idea when I was signing the tandem papers and read that I could die or get injured. I nearly backed out. My dad talked to me and said, “Sally, you know I would not even think about sending you flying if I thought you were going to die. I have been doing this for about 24 years and I don’t want you killed.” I felt better and signed. I wondered if I was doing this stupidly or if I was going to like it. I kept saying, “I can do this! I can’t do this!”

Later that afternoon, I went down to the launch field and I got a nasty case of butterflies (my stomach hurt because I was so nervous). I stood around for a while just doing nothing. When my dad asked if I was ready, I screamed “No!” and ran to the bathroom. After I got out of the bathroom, my dad made me watch one tandem flight to make sure I wanted to go through with it and that I liked it. I thought it was really high! I finally was ready and went to get my stuff. I searched for my helmet and saw that the one I needed was not there. I thought I could get out of it now. Then the helmet came back. I was really scared again. I met my instructor, Mike, and he was nice. The women who had just returned from her first tandem flight, was jumping from foot to foot. I asked her if it was fun. She said, “You’re scared at first, but then you just…it’s so fun! You’re just like a bird!” My pilot went over the rules with me one more time before we took off.

I was just off the ground and the fear was all out of me. I was so happy! I looked down and I saw trees, little roads, hawks, barns, houses, dirt mounds, and little-itty-bitty people. It was cool. I asked Mike why some trees where dead and some were alive. He told me it was because there was a little beetle and the winters were not cold enough to kill them, so they eat the beautiful pines. When we were up flying, I kept asking how high we were. I think he got tired of me asking him and he told me to look at this instrument. It was telling us how high we where. When we reached 2,000 feet we were going to unhitch from the plane that was towing us up. “Is this going to bump when we let go?” I asked. “A little bump, but that’s it. Okay. 1,2, 3!” “Oh-my-gosh!” It scared me at first. After we let go of the towing plane, we took about 18 pictures of us flying. I was so excited to see the pictures, my parents let me go to the one-hour developer (only the second time they let me do that—the other time was when my sister was born!). September, 2003: Hang Gliding & Paragliding

S A L LY TA K E S F L I G H T

Landing was easy. It feels like your face is going to hit the ground. It is easier than what my dad has to do when he flies. He has to run to stop. He does not have wheels. All we had to do was sit and wait for the wheels to stop and then you stand up. When I was done with my fight, I was jumping from foot to foot, just like the lady before me. When I got back to our hotel, it just kept going through my mind how I felt like a bird right after I took off. I really want to go again. If I can, I would love to go again this summer.

Edgewood Lane Bedford, TX 76021. I hope to hear from you!

I liked telling you what I was like going on “My First Flight.” I think you should tell your story. If you would like to share your “First Flight” with me, you can send it to my dad’s email, wpchem81@aol.com or send it through mail to me at: 2816

“Last summer when I was back visiting Chattanooga Lookout Mountain, (I went to college and lived in Chattanooga for years) my oldest daughter finally asked to go tandem. Although I wanted to take her myself, I don’t have a current tandem

Hang Gliding & Paragliding: September, 2003

Warren Pucket submitted this story for his daughter, noting: “I’ve attached a story written by my 11 year old daughter, Sally. It is her account of her first hang glider flight. I have been flying airplanes for 28 years and hang gliders for 25 years. I feel safer flying than I do driving on the freeways of Dallas and love to fly more than anyone one should. My daughters have watched me fly all their lives.

rating. So I asked Matt Taber to give me his best pilot to take my daughter for her first hang glider flight. “She was very excited and nervous at the same time. When Mike (her pilot) told her she could have her money back if she did not come down smiling, it put her at ease. They did the flight without incident and it made us closer because now when I talk about my flying, she actually listens and understands. She was the hit of her friends at school for being gutsy enough to fly on a hang glider. My in-laws did not think much of it, but I felt like Matt and the guys at Lookout were professional enough that I would trust the very life of my child to them. That is saying a lot for an overprotective dad like me.”

DS A E N P T A AR ’ TS ML EI N S TT

6) The risk of over braking the open side of the glider during a big asymmetric deflation is that the glider may spiral: a) true

Pop Quiz

b) false 7) A stall can happen if you hit a big thermal: a) true

by Professor Chris Santacroce

b) false c) stalls can sneak up on you at anytime

Put away your books, boys and girls. It’s test day. Please choose all appropriate answers: 3) 1)

The best way to prevent a deflation is to: a) let your glider fly fast, faster is more stable

d) most people that think that they “get stalled” by conditions are really just suffering frontal deflations in which the glider drops back behind the pilot during the recover

A full frontal deflation can result in: a) a front horse shoe b) an open glider with big ears c) a deep stall

b) ride the brakes, it won’t deflate if you are pulling brake

d) a full stall

c) add and subtract brake in a flapping sort of action

f) B and C

e) A and B

b) true, but it would be better to put your arms at shoulder level, see if that works and then throw your reserve

g) A, B and C

d) allow the glider to fly faster when the air will allow and add brake in anticipation or in response to turbulence

If you don’t know what’s happening, you should just put your hands up and if that doesn’t work, throw your reserve: a) true

c) always stall it and then throw your reserve d) just throw your reserve 9)

The best response to a big asymmetric deflation is: a) a big brake input on the open side of the glider

A paraglider will re-inflate from an asymmetric deflation more quickly and easily if: a) it is allowed to turn

b) an average size input on the open side of the glider

b) the pilot applies opposite brake and holds a steady course

d) do nothing

c) the pilot pumps the deflated side like crazy

c) stall it

If, by accident one were to spin a paraglider, the best recovery would generally be to: a) stall it b) throw the reserve c) put your brakes at shoulder level and see what happens, throw your reserve if necessary d) put your hands up all the way, it always works

The risk of not braking the open side of the glider during a big asymmetric is that the glider may spin if you don’t: a) true b) false

September, 2003: Hang Gliding & Paragliding

S A N T A ’ S

c) throw your reserve d) exercise some opposite brake, look opposite the turn and weight shift out e) don’t worry, it won’t circle forever 10) If the tip is stuck in(i.e. cravatte), the best solution is: a) steer straight and go toward a safe location

f) throw your reserve if necessary g) scream “help me Mr. Wizard”

L I S T

can touch the glider b) the rope burns c) pulling just the right amount of B riser and then recovering in such a way that the glider definitely goes into normal flight f) combating the violent bucking and dampening the violent surges

b) pull a big ear on the opposite side and go toward a safe location

g) a great way to engage in an inadvertent maneuver course

c) steer straight and throw your reserve if the glider isn’t manageable

16) Which of the following are good B-stall technique: a) pull B stalls low and hold them until you touch down

d) steer as straight as possible and pull on the outer b line, the lines involved or do a big ears on both sides of the glider e) all of the above f) climb up the wing tip line and troubleshoot the problem

13) After suffering a full frontal deflation: a) brake it hard and don’t let it happen again b) check to see what shape the glider is in; if front horseshoe, stall it c) check to see what shape the glider is in; if big ears, pump them out d) wait until you fall under it and ignore the big ears, tap brake to open a front horseshoe and then make sure the glider is flying by allowing it to surge and re-start

11) The best place to look if you suffer riser twist is: a) at your reserve handle b) at the ground, so that you can see how high you are c) at the horizon so that you can decide which brake might need to be pulled d) at the glider so that you can see if it has any problems that might need to be fixed e) all of the above 12) If the paraglider is making circles(spiral) that you don’t want it to be making: a) stall it b) call a friend Hang Gliding & Paragliding: September, 2003

e) brake it hard immediately, then let it surge as far as you can 14) B line stalls are: a) easy as pie b) technically difficult and demanding of training and practice with instructor supervision c) a good way to make the glider go faster

b) make sure that you have the b risers c) pull deliberately and hold the b stall until you are back under the glider d) make large brake inputs to counter the surge as the glider re-starts e) only do little tiny B stalls and gently release when you do f) have your feet on the speed system in case the glider doesn’t re-start nicely during the recovery g) throw your hands up as you release, resist the temptation to brake and try for a nice surge as the glider re-starts 17) In the event that you are tracking backwards across the ground on approach to landing (negative ground speed while facing into the wind): a) keep the speed bar on until you touch down b) release the speed bar at 15 feet

d) an easy way to end up in deep stall and/ or in a spin

c) make sure that you stopped using the speed bar at 100 feet minimum

e) a good way to land

d) pull big ears

15) The major challenges with Bstalls are: a) climbing the lines until you

e) you probably made a bad decision, don’t make another

S A N T A ’ S

L I S T

b) a riser twist with a strong turn toward the hill just off launch c) a tip deflation d) an inadvertent stall e) a high g turn f) reserve draggin on the ground during steep hill, windy launch 18) Big ears: a) make you go faster, all speed tests for certification etc. take place with big ears engaged

22) It’s better to over react than to under react: a) true b) false

b) make you go slower

c) depends

c) are especially good for a steep approach to a difficult LZ

d) huh?

d) are a great way to deal with turbulence for beginner pilots e) look super cool on approach

23) Which maneuver can be safely practiced over the ground with instructor assistance: a) asschoppers

f) can be used with speed bar if the ears are pulled first and the pilot has been trained in this technique

b) pitch oscillations

g) will make you go blind

e) asymmetric deflations

19) If the glider is surging forward and it suffers a deflation: a) brake the open side primarily b) brake the deflated side primarily c) brake both sides d) yell at it 20) Which scenarios demand that the pilot lean back and allow the glider to organize: a) a high G spiral b) a deflation close to the hill

c) bad wing overs d) speed system use f) full frontals g) little spirals(say; 5 on the spiral o’ meter) h) big ears 24) Sometimes monsters come along and tie paragliders into pretzel shapes: a) true b) er, uh, um, well, thing is… golly, gulp, wow, darn c) false and there’s no such thing as santa claus

c) a full frontal at 3000 agl d) an asymmetric deflation in traffic e) an inadvertent spin f) an inadvertent stall g) a front horse shoe 21) Which scenarios demand a quick response with an appropriate and deliberate brake input: a) a stick or a tangle just off launch

25) When it comes to reserve parachute use: a) throw early and often b) only throw low c) they usually work really well, throw it if you suspect that you might need it d) they remind me of kindergarten e) they smell like flowers

26) The best person to ask about your paragliding maneuvers questions is: a) your local clergy person b) your wife c) the I ching d) Dr. Laura e) those guys on the Man Show f) a Quija board f.5) some overzealous, over worked, calloused and indifferent volunteer paragliding magazine contributor who flies a mouse pad more than a paraglider g) your paragliding instructor or a professional maneuvers coach i) Ms. Cleo j) some random dude with a tacky email address on an online forum 27) Big ears will prevent all deflations: a) false b) not true c) inaccurate 28) The trajectory of tobacco spit expelled in flight varies depending on whether or not you are into the wind: a) true b) false 29) The easiest ways to crash are: a) practice spiraling hard, do it low and promise not to throw your reserve b) enjoy simple flying in nice conditions c) take as much over the water training as you can manage but don’t let it goof up your mindset d) do bad wingovers low e) take B stalls to the deck f) fly under supervision with the safest equipment available g) if you ever stall of spin your

September, 2003: Hang Gliding & Paragliding

S A N T A ’ S

glider by accident, then be sure to make gross brake inputs and whenever the glider surges, stall it h) make big brake inputs in response to all adversity i) lean back with your hands up in response to a big asymmetric right next to the hill 30) The best way to know where to put your hands is: a) check dhv.de, find out the brake travel for your glider, buy a ruler… b) work with an instructor and establish a workable range of brake travel

L I S T

d) they can give you tunnel vision, make you see spots and even pass out e) you are a heavy rock in the end of a long sock f) you are a fast moving ding a ling on a string g) they can move your reserve handle to a new location where you won’t see it or find it h) they sometimes continue without end i) they are such a cool reason to throw your reserve that you might not be able to stand it

c) add and subtract brake throughout your flight so that you are constantly learning d) always put your brake toggles by your nipples e) hands at your eyes for nice air, ears for soaring, shoulders for turbulence and below your buttocks if you get scared f) they are either off or on, just keep flicking the switch g) this multiple choice shit is wearing me out 31) Paragliding is for: a) the socially inept b) misfits c) cheap outtakes d) old men e) has beens from other sports f) arm chair racers g) hot chicks h) people with money, time and a taste for danger 32) Spirals are dangerous because: a) they make you so attractive that people can’t stand you

Chris Santacroce is a USHGA Tandem and Instructor Administrator. His organization, Super Fly, is the US handler for Gin Gliders and Ozone. He is the head instructor at the Paragliding Academy(.com) and a member of the Red Bull Air Force(.com). Chris’ accomplishments span from being North American Champion to USHGA Instructor of the Year in 2001. His true passion, however, is for instructing others to be masterful pilots. He teaches more than two hundred people a year in his “over the water” safety training course.

b) they make your biceps swell and your shirts won’t fit c) they are so high G that they can break things

Answers on page 59… 29

M A S T E R ’ S

T I P S

by Dixon White. his past spring one of my solid intermediate students and very good friend lost control of his glider at less than 800 feet off the slope. He recognized that it probably wouldn’t start flying before using the available altitude, threw his reserve and ended up with a recoverable back injury, thanks to his excellent back protective harness. Four witnesses reported the same information and there’s certainly a great deal to discuss. The “victim” is taking the nightmare pretty well, but I know the witnesses aren’t entirely happy with paragliding. Witnessing anything out of control is usually pretty disturbing. This event was induced by the air. The pilot didn’t over-control the glider to cause a problem, nor did he miss a control move that might have prevented the loss of control, nor did he fail to make a control that would have returned the glider to level flight within the altitude he had available. Essentially, the glider quickly rotated, appeared to be in a “stall ball”, dove a few times and had multiple riser twists that prevented the pilot from making input. Should he have “seen” that the air would be so rough? Other pilots flying that day loved the air and felt that it was the kind of day you could fly high and far with relative comfort. The weather forecast for the day looked classically wonderful for thermal flying.

I’ve had the same type of event four times in my flying career. One even caused me to throw my reserve at only Dixon White 400 feet off a confluence of spines—it was only a 4-second reserve ride. I had been sweetly climbing for about a minute at about 400 feet/minute, maybe 800 feet AGL. I noticed lots of leaves and chaff coming at me just prior to the glider going nuts. I knew I was going to be hit and was prepared, but it didn’t seem to matter, the air had its way with my glider. Lucky me! About 50 people watched when I had my event and I later heard that there was an almost unison chorus of them yelling to me to throw my reserve. They even got a few pictures! By the way, I went back up and flew again later that evening, I really believe in getting back on that bird/horse. One time I had a helicoptering wing over my head. It rotated fully open about four times and completely braided my lines, in about two seconds—no brake was then useable and I didn’t dare try and pull on them. Moments before the event started I had been flying along climbing in 300 feet/minute lift without a worry, and it had been easy flying for the previous hour of flying. In this case the air may have been tumbling at an inversion layer. After the quadruple rotation of the glider overhead, with me still facing the same direction, the glider dove below me a number of times, did some intense spiral dives and was WILD - I was sure I’d fall into my lines or fall into my glider. It all took a minute and about 2,000 feet of altitude to sort itself out, but it did sort itself out. I wasn’t about to throw my reserve until I got down to about 1000 feet over the ground. Robbie Whittal came running up to me later to ask, “Was that you? Continues on page 60…

“Where there’s energy and something hard nearby, there’s a chance it can hurt you.”

—Dixon White

S.O. SITE GUIDES

In Site with your Significant Other by Matt Gerdes, Contributing Editor

Nestled snugly on the coast between the Santa Ynez Mountains and the Pacific, it is far enough away from the urban sprawl of Southern California to make it a holiday destination for residents of LA, but close enough and large enough to prevent anyone from mistaking it as a rural locale. On the list of worldwide locations that are ideal for pilots traveling with significant others, Santa Barbara rates highly. For non-pilots, or resting pilots, Santa Barbara offers an impressive range of activities, from chartered yacht cruises in the Channel Islands and wine tasting in the Santa Barbara wine country north of town

to shopping on State Street and surfing lessons at the beach. When the heat roiling up off of the south faces of the Santa Ynez Mountains blocks the prevailing north winds and thermals begin to organize, some of the best coastal thermaling in the world develops here. The flying in Santa Barbara is good year round, with launches perched high in the Santa Ynez Mountains above town yielding the best conditions from late fall to early spring. Very few sites have the meteorological and geographical criteria necessary for quality thermaling within site of a major body of water, and the flying here can best be compared to the flying along the south coast of France, namely Monaco. The geographical orientation of the mountains and the magic of the ‘Catalina Eddy’ create predictable, consistent flying weather during most of the year.

All pictures by Rob Sporrer

f we could all arrange our schedules to have plenty of vacation time for free flight as well as vacation time to devote to our families and significant others, then the world would be a better place. But for most of us that isn’t the case, and most of us do have other non-flying people in our lives who may not be particularly excited about sunbathing in the desert heat of Igualla, Mexico while we sky-out overhead on a free flight vacation. So, in the spirit of fostering our loved ones’ respect—or at least tolerance for our flying habits—we introduce a guide series to first-class holiday destinations where world class flying can be found.

Hollywood celebrities, Spanish style villas, yacht clubs and vineyards; Santa Barbara is reminiscent of the Mediterranean Coast of France and has often been referred to as the American Riviera.

Hang Gliding & Paragliding: September, September, 2003 2003

S.O. SITE GUIDES

Launch itself is a steep, small, grassy affair that hangs above the canyon and was cut out of the brush by local pilot Tom Truax nine years ago. I was nervous, but the way local-pilot Rob Sporrer described the flight plan and gave the site briefing made it all seem okay, and I was spurred on by the site of his newest students laying out their wings with confidence. In the right conditions, buoyant air bubbling up off of the south facing mountains around launch make local XC flights uncomplicated, the glide out to the LZ is easy, and the power lines aren’t a problem. Shortly after launching my wife and I were both climbing out with views of the Channel Islands and the Pacific coast, and some of the other fresh P2’s and even a student or two were climbing easily in thermals closer to the Parma Park LZ. That week we racked up several hours of airtime thermaling in the mountains above town, and the quality of soaring and the overall ambience have brought us back every year since. In more recent years, some of the most memorable flights have included launching from the Alternator and heading east down the range to the ‘R&R’, taking in views of the Santa Ynez Valley to the north and the Pacific Ocean to the south, continuing east to the Skyport launch, then climbing high enough at the Thermal Factory to 32

thermaling- a seemingly perfect ‘wick’. Resist the urge to search for lift here and do not for any reason fly within 500 horizontal feet, or 200 vertical feet of this house- its owner is sensitive. The main LZ for the Skyport is located just to the south of Sheffield Reservoir on El Cielito Road, and is called Parma Park.

make the 5 mile glide to the beach for a dip in the Pacific. Before you cross Highway 101 you must be below 1500 feet in order to be clear of SBA airspace. The Alternator Launch is near the end of West Camino Cielo near the power lines. The Skyport, on Gibraltar Road, is probably the most popular mountain launch in Santa Barbara. On soarable days throughout the year an equal number of hang and para pilots congregate at the launch area and there is seldom a lack of wind dummies. From the Skyport, a variety of out and return flights are possible in either direction along the mountain range that parallels the coast. If you want to end your flight rock-star style, plan to gain enough altitude on your final climb to reach the beach, generally around 4,000msl when above the mountains for paragliders and 3000 msl for hang pilots. Looking southeast towards the ocean from launch, you will see a round house perched on the ridge top at what is an ideal location for

In contrast to the hot mountain air just a few miles inland, the cool laminar flow of the Wilcox cliffs offers coastal soaring at its best. Trees line the top of the cliff, extending the lift band that occasionally reaches to 800 AGL. You can land on the beach below, or on launch, but be aware of the fact that launch is also a popular footpath for the locals and there is often unsuspecting pedestrian traffic along the top of the cliffs. Wilcox is a cliff launch in a sensitive area and because of that, it is a P4 site. No matter what your rating or skill level please do not attempt to fly here without a local guide out of respect for the local pilots and the preservation of this beautiful but fragile site. Other Activities: Just over two hundred years ago Father Junipero Serra introduced wine grapes to the Santa Barbara coast which now boasts some of the finest wineries in California and is one of the world’s premium regions for Chardonnay and Pinot Noir varietals. No less than fifty wineries are located in the Santa Barbara Wine Country, in and around the towns of Los Olivos, Santa Ynez, and Solvang. The barrel cave and Provencal tasting room at the Sunstone Vineyards outside of the quaint Danish town September, 2003: Hang Gliding & Paragliding

All pictures by Rob Sporrer

The first time I stood on the Skyport Launch in the Santa Ynez Mountains, I was a new P2, and the view made me slightly apprehensive. Power lines bridge the canyon below launch, and it’s a long glide out to the main LZ. The first alternate LZ is called the ‘postage stamp’ (to give you an idea of its size) and all LZs are bordered by a dense covering of manzanita and hardwood shrubs that blanket the landscape like a carpet of eight-foot deep glider Velcro from the mountains to the coast.

S.O. SITE GUIDES

of Solvang is one excellent example of the many tasting tours available (www.sunstonewinery.com), but the largest concentration of wineries is just north of there in the town of Los Olivos. Most tasting rooms are open from late morning to late afternoon, so plan to visit wine country mid-day, which will allow for you to catch a sunset back in Santa Barbara at Butterfly Beach, one of the few west facing beaches on the south facing SB coast. For dinner, sample the elegant fare of the Sage and Onion restaurant (www.Sageandonion.com), where an excellent selection of local wines are featured (expect to shell out around $150 for dinner/drinks/dessert for two). On the other end of the scale is the Natural Café (805-692-2363), a local pilot’s favorite that serves a variety

Hang Gliding & Paragliding: September, 2003

of healthy meals for less than $8, and Pascucci Restaurant (805-963-8123), an excellent choice for mid-range dining with entrees available for around $10. The coastal waters off of Santa Barbara are teeming with wildlife and contain the highest concentration of feeding blue whales and humpback whales in the world. The Channel Islands, 20 miles off the SB coast, are a National Marine Sanctuary and are well worth the short trip by boat. Although they are within site of one of the largest urban areas in North America, they have escaped development and remain in a largely pristine state. Condor Cruises (www.condorcruises.com) guarantees a whale sighting on their acclaimed Channel Islands tour to the painted cave at Santa Cruz Island. Half

and full day cruises on their high-speed catamaran range from $35 to $75, and on weekend evenings the Double Dolphin Catamaran (www.sbsail.com) offers dinner cruises from the Santa Barbara harbor for $42 per person. The Santa Barbara Adventure Co. offers tours, trips and adventures of all sorts and specializes in catering to individual groups; for info on Mountain Biking, Kayaking, Surfing, etc, visit www.sbadventureco.com. For those interested in a less orthodox but fully luxurious and very romantic form of accommodation, El Capitan Canyon Resort (www.elcapitancanyon .com) offers 100 cedar cabins tucked away at the base of the Santa Ynez Mountains 20 miles north of town. The ultra-plush cabins are equipped

S.O. SITE GUIDES

with full bathrooms, linens, towels, and kitchenettes. A less expensive beach-side option is the Blue Sands Motel, (www.bluesandsmotel.com) walking distance to the downtown shopping areas and just a few meters from the beach. The Santa Barbara Soaring Association www.sbsa.info/ and The South Coast Paragliding Association are the two local clubs, and their excellent websites are full of valuable information for visiting pilots, including info on local flying regulations, a guide list, and how to join the SBSA and SCPA; dues fund Debbie the wind-talker at the top of the mountains, and help to preserve these amazing flying sites that are located in a rather densely populated area. Joining

the local club is an excellent way to show your support and good will as a responsible visiting pilot. Santa Barbara is also home to 2002 USHGA Instructor of the Year, Rob Sporrer, a Southern California native and an impeccable guide, host, and instructor. His rates for guiding and advanced instruction are very reasonable; he can be reached at www.flysantabarbara.com. The Fly Above All Paragliding School, www.flyaboveall.com is also based in Santa Barbara and has been consistently ranked as one of the best schools in the US; www.flyaboveall.com.

Contacting a school and arranging for a site guide will help guarantee that you get the best flights possible and will prevent you from inadvertently jeopardizing any of the local sites.

When you begin to make arrangements for your visit to Santa Barbara, be sure to contact one of the local schools.

September, 2003: Hang Gliding & Paragliding

HISTORY OF FLIGHT

ince the beginning of recorded history, it seems, man has yearned to fly free – like the birds. Early manifestations of this desire are found recorded on the surfaces of stone temples in meso-America and handed down in Greek legend. In 13th Century Europe, an artist named Leonardo DaVinci took one of the first steps toward transforming this magical dream to objective reality. DaVinci’s designs – employing man-powered wings or ship-type screws to provide motive power – fanciful as they were, provided impetus for those who were not content merely to dream. But early experimenters attempting to use DaVinci’s designs uniformly met with a less than happy fate. Ultimate success would have to wait for the scientific method and the industrial revolution, which combined to provide the theoretical basis and materiaal wherewithal required to transform this age-old dream to reality. On Nov 21, 1783, a balloon designed and constructed by the Montgolfier Brothers carried Francois Pilatre de Rozier (aristocrat and scientist who first worked with “inflammable air”) and Marquis d’Arlandes 9000 ft horizontally over a 25-minute period. Man had finally flown. Or had he? To many, this seemed simply an opposite extreme from the act of falling. Man had been falling, successfully, for thousands of years. Falling was not considered flying. Neither was the mere act of floating, to these early pioneers. What they wanted – the DREAM – was something in-between: controlled flight, whereby man could remain aloft and decide when and where he would go next. To fly like a bird.

By Joe Gregor

Many individuals contributed substantially toward the realization of this dream prior to the Wright Brother’s ultimate success. Sir George Cayley, a Baronet from Yorkshire, England, constructed perhaps the first device designed to study the lift function of wings. He was amongst Hang Gliding & Paragliding: September, 2003

HISTORY OF FLIGHT

personal flight. the first to recognize the fundamental forces of lift, drag, weight, and thrust, publishing a series of influential articles entitled “On Aerial Navigation” in 1809. Cayley’s ‘Governable Parachute’ is purported to be the first mancarrying glider. In 1853, a Triplane version carried Caylay’s coachman on a harrowing ride 900 feet across Brompton Dale in Northern England before crash landing. The result of this effort was the loss of the family coachman: “I wish to give notice sir – I was hired to drive, not to fly.” Other experimenters followed – Jean-Marie la Bris, Louis Pierre Moulliard among them – each experiencing little more success than good old Sir George. True success was first achieved by a German engineer named Otto Lilienthal. He studied the birds – the only successful model offered by nature – and performed detailed calculations to determine the energy required for man-powered flight. Convinced that our physiology would forever prevent this version of the dream, he focused on the soaring birds. Recognizing that man could remain aloft in this fashion – using wings that were fixed in shape – he proceeded to conduct detailed experiments to determine the lift and drag characteristics of various wing shapes. His numbers were slightly flawed (as were Cayley’s) due to the nature of his experimental method, but they represented the first body of true engineering data applied to the problem of heavier-than-air manned flight. Otto published his findings in a seminal text entitled “Birdflight as the Basis for 36

To invent an airplane… is nothing. To build one… is something. But to fly… is everything.

Aviation” in 1889. This book is now available in reprint form (see sidebar). Proof that Lilienthal was not just another aviation experimenter, but truly the first hang glider pilot, exists is his personal writings: “TO INVENT AN AIRPLANE…IS NOTHING. TO BUILD ONE…IS SOMETHING. BUT TO FLY…IS EVERYTHING.” His was truly a dream of

Otto Lilienthal completed some 2000 successful flights prior to his untimely demise in a flying accident. To facilitate his experiments he constructed his own training hill - complete with a hangar built into the apex - near Steglitz, Germany. He designed his gliders so that the wings could be folded up for ease of transport and storage. Otto’s hill was 33 feet tall and built to offer launch points facing NW, W, and S – the direction of the prevailing winds in the area. In the process, he learned the first adage of hang gliding, as expressed his journals: “The wind, it must be understood once for all, cannot be depended upon.” Present day pilots may find the specifications of Otto’s most successful design – the so-called ‘Normal Glider’ – of particular interest: 151 sq ft sail area, 44 lbs empty weight, 5.4:1 glide angle (L/D), cloth over willow frame construction. This glider could hover in winds of 15-18 mph, implying a 13-16 mph stall speed. Comparable performance to that found in a modern-day training glider. Otto learned many things during his selftraining that present-day pilots must learn to fly safely, such as: 1. The wind [glider] would “rearup” as the pilot cleared the edge of the tower structure. This effect disappeared when taking off from shallower slopes – cliff vs. slope launch characteristics. 2. Do not use your legs to brace the impact, shift them against the turn to recover – never stop flying the glider. September, 2003: Hang Gliding & Paragliding

HISTORY OF FLIGHT

– put it all together in seven short years, their efforts culminating in the first successful (read controlled) manned flight of a heavier than air vehicle at Kitty Hawk, NC, on December 17, 1903.

3. The pilot must keep his weight forward if he encounters a gust, to avoid falling after the wind abates – keep your speed up on approach in rough air. 4. The pilot must keep his weight forward just prior to landing so he can throw it back at the last second to abate forward motion – keep your body forward as you slow in ground effect, so you have sufficient authority to flare the glider.

5. Flying prone would be a much more advantageous position. Most significantly, he recognized (as did the Wright brothers after him) that a person must learn to fly. Aviation enthusiasts of this period were roughly divided into two camps, the chauffeurs and the pilots. The chauffeurs considered the problem to be primarily one of engineering. Design the aircraft properly, they thought, and people would be able to fly it around with little more difficulty that driving Hang Gliding & Paragliding: September, 2003

an automobile. The pilots felt that learning to control the craft in the air was of paramount importance. Louise Pierre Moulliard, in 1881, wrote another seminal work on early aviation entitled “Empire of the Air” in which he argued that people should gain experience in gliders before they could successfully pilot a powered aircraft. Many individuals tried to design and fly stable, powered aircraft on their first attempts at aviation. All of these efforts were ultimately doomed to failure. The glider pilots showed them the way to success, one step at a time. Otto Lilienthal’s greatest contributions to the cause of manned flight lie in the experience he gained, and in the large body of experimental information he compiled, in the course of his flying. The success of his activities convinced the skeptics that manned flight was indeed possible. Recognizing the superiority of cambered wing shapes over flat wings, he constructed an apparatus used to experimentally measure the lift/drag of various wing-shapes, and published tables of his results. Though flawed, these tables, and Otto’s example, served to spur two bicycle engineers to concentrate their prodigious engineering talents on the problem of manned flight. Those two brothers – Orville and Wilbur Wright

One of Otto’s Normal Gliders now hangs in the Early Flight hall of the Smithsonian Air and Space Museum in Washington, DC. Labeled the “Lilienthal Hang Glider,” this aircraft is the direct predecessor of the wings we fly today. It is the ancestor of every other craft contained in that museum and flying in the skies today. But we are getting ahead of ourselves. Lilienthal began his flight experiments in 1891 launching from what we would today call a training hill in Derwitz/ Krilow, near Potsdam. By 1893-4 he had settled on a successful design – the ‘Normal Glider’ – an elliptical shaped wing made of cloth over wooden spars arranged in a radial pattern, employing a vertical tail for yaw stability. The pilot - Otto himself, who was an accomplished athlete – hung by his armpits from two parallel bars embedded in the wing. He controlled the glider by true weight-shift, swinging his legs to-and-fro to change the CG of the system. The acrobatics required to control the glider this way were quite strenuous, and this critical lack of control authority cost Lilliethal his life one windy day in 1896. It was this accident that reportedly spurred the Wright brothers to finally commit to their airplane project, and the limitations of weight-shift control led them to devise an alternate method – wing warping. The Wright’s recognized, correctly, that weight-shift could never 37

DI S E TPOAR Y R T H O FM FEL ING T HT

The Wright Way History repeats itself time and again

In September/October 1902, Wilbur and Orville Wright traveled from their home in Dayton, Ohio to the sand dunes of Kitty Hawk, North Carolina with their newest prototype glider. Their ultimate goal was to succeed at what most of the world thought was an unachievable dream—build and fly a manned and powered aircraft. On this trip, they accomplished their current (1902) goal: successfully fly the glider that would provide the frame for next year’s powered glider. They made history with their 1902 glider and then became immortal on December 17, 1903 with their Wright Flyer; the first manned powered aircraft. This fall, Kitty Hawk, N.C., hosts an array of celebrations of the 100th Anniversary of the remarkable fi rst powered fl ight. The USHGA Board of Directors meets at Kitty Hawk, NC, Oct. 3-5. Events are also slated for Dec. 17 to honor the day the Brothers took fl ight. For more information on events—and especiallly hang gliding events—surrounding the100th Anniversary of Flight, contact Kitty Hawk Kites, www.kittyhawkkites.com

provide adequate control for an aircraft large enough to carry both man and engine in sustained flight. In the wake of Lilienthal’s death, and the Wright’s success at Kitty Hawk, other experimenters took up the cause. Percy Sinclair Pilcher, a Scottish engineer, learned of Lilienthal’s work, took lessons, and purchased a Normal Glider. He later went on to create several gliders of his own design in 1895, including the ‘Bat’, the ‘Beetle’, and the ‘Gull’, a 300 square foot, 55 lb monstrosity that was reportedly impossible to handle on any but the calmest days. He finally found success with the ‘Hawk’, a bamboo and cloth glider using kingposts and piano wire for support. This glider reportedly achieved glides on the order of 800 ft and sported a 300 feet/min sink rate. In 1899, while demonstrating the glider at Stamford Hall, Market Harborough, a support wire for the tail failed (this glider sported a horizontal stabilizer) and the pilot crashed to his death. Back in the States, a college professor named John Joseph Montgomery had reportedly flown a man-carrying glider as early as 1883. Although the exact dates and relative success of this endeavor are in some dispute, his experiments were described by Octave Chanute in 1894 in “Progress in Flying.” He was granted the first US ‘aeroplane’ patent in 1906. Between 1903-05 Montgomery exhibited a tandem wing glider called the Santa Clara, named after the college at which he taught. In the spring of 1905 Daniel J. Maloney, a circus performer and parachutist, successfully piloted the aircraft from 4000 via balloon drop, achieving a 1520 minute flight with an estimated sink rate of 200-270 fpm and L/D of 5.5:1. Moloney died on a subsequent attempt, when the glider became damaged just prior to release from the balloon. In the mid-west, a man named Octave Chanute was conducting experiments of

his own. A civil engineer by profession, Chanute developed an interest in heavier than air manned flight when it was still considered the purview of kooks and charlatans, not to be spoken of in serious scientific circles if you wished to maintain your reputation. Chanute published a series of articles on aviation in Railroad and Engineering Journal reporting on the work ongoing in the field. He eventually compiled all that he had collected into an 1884 book entitled “Progress in Flying.” Sought out by the Wright brothers during their initial literature search, Chanute contributed substantially to the cause, even though the complete solution ultimately eluded him. Together with his crew – Augustus Herring, William Avery, and William Paul Butusov – Chanute developed and tested several types of weightshift gliders from the sand dunes on Lake Michigan, at Miller Beach, Indiana, during the summer of 1896. Augustus Herring had previously purchased and flown gliders from Otto Lilienthal, making Otto not only the first hang glider pilot, but the first dealer/manufacturer, as well! The most promising glider flown at the Indiana Dunes, however, was of a trussed biplane design. Reportedly proposed by Herring, it clearly shows the influence of a civil engineer in the structural elements of its design. This glider was not only light, it was strong. Strong enough to sustain significant abuse. Chanute and the Wright’s both recognized this as an important characteristic for any experimental aircraft, especially one that must withstand the rigors of training of new pilots. The successful modern-day hang glider exhibits this same characteristic, to which anyone watching the antics in the LZ can attest. The Chanute-Herring “double-decker,” as it was called, formed the basis for the Wright Flyer, and it lived on September, 2003: Hang Gliding & Paragliding

AYR OTF MF LE I N HDI SET P OR G HTT

for many years afterward in various incarnations. Powered aircraft became the focus of professional interest and research after the success at Kitty Hawk, but hang gliding and the dream of personal flight was not dead. Hobbyists entranced by the idea of personal flight continued to experiment, build, and fly foot-launched, weight-shift aircraft; many of these based on the ChanuteHerring biplane design. In 1944 Volmer Jensen could be found flying the VJ-11, his own creation, a three axis foot-launched version of the ChanuteHerring design employing aerodynamic controls. Twenty years later, people could still be found flying the So-Lo (another biplane variant) off of training hills around the country. These were fringe activities however, undertaken by a dedicated few, and would remain so until a more maneuverable, rugged, and easily transportable alternative could be found. That eventually came to be in the early sixties, courtesy of a NASA engineer known well to us all: Francis Rogallo. (Continued next month)

This article is excerpted from a talk entitled Hang Gliding and Fantasies of Flight, delivered at the Smithsonian Institution last March. The Capitol Hang Gliding Association has sponsored a static display at the annual Smithsonian Kite Festival for many years. This past year, we were invited to deliver a one-time seminar in conjunction with the 2003 Smithsonian Kite Festival, under the auspices of the Smithsonian Resident Associates Program. We had approximately 40 people turn out for the inaugural seminar, and hope to reach even more next year (check http://www.residentassocia tes.org/ for more information). We will also be taking it on the road. A version of this talk has been booked as a part of the College Park Airport Museum 2004 Lecture Series (check http://www.pgparks.com/places/ historic/cpam/ for more information). College Park Airport is one of the endangered DC-3, located in College Park, Maryland, directly under the ADIZ/FRZ for Washington, DC. It is an airport with a rich and important history, having been founded in 1909 by the Wright Brother’s for the instruction of the first military aviators.

Book reprints now available Birdflight as the Basis for Aviation, Published in 1889, this text is now available in reprint form thanks to Mike Markowski - an aeronautical engineer who, in 1972, was instantly converted to hang gliding after exposure to an original Lilienthal text in a Boston bookstore. I highly recommend this as an enjoyable XC read, for those interested in the historical chain of events that led to their being in that field waiting for a ride back to launch. This book is available from the USHGA store at www.ushga.org

We now have an opportunity to bring the knowledge of hang gliding’s historic importance to the evolution of manned f light; and to spread the word that this form of aviation still lives on in hearts, minds, and skies around the world.

Hang Gliding & Paragliding: September, 2003

Spanish Dancing: A pilot and his glider perform a delicate dance on the beaches of Fuerteventura, Spain, in the Canary Islands. The old rusting hulk sits offshore as a testament to the power of the winds that sweep in over the Atlantic and buffet the coasts of the Canary Islands. Paraglider pilots can, at times, take advantage of these winds to do some kiting and dune soaring on the long beach strands.

Pilot: Mike Kung Photo: Hannes Schmalzl, Austria

S P E C T A C U L A R

2003 Hang Gliding Spectacular lives up to its name

By Doug Haber

he 31st annual Kitty Hawk Kites Hang Gliding Spectacular and Kitty Hawk Air Games were truly Spectacular. Now I know what you’re thinking, it’s another play on words, but honestly it was spectacular and I can prove it! There were several features added to the program that helped to make the event so much fun this year and I think everyone, including all the spectators, would agree. Two new events were added to this year’s agenda. The Wright Brothers ring grab contest was designed by the trio of Bruce Weaver, Doug Haber (a.k.a. Houg Daber) and Andy Torrington. The idea was simple but very exciting. Pilots flying through the normal pylon course could deviate towards a small plastic ring elevated about a foot above the ground by a bright wacky noodle. That’s right, wacky noodles are not just for beating your spouse or padding your hang glider rack! The first pilot in each round to grab the

ring without dropping it would win one of the pre-announced prizes. After several pilots flew the regular course and didn’t go for the ring, the prize list began to grow with each new pilot. Before you knew it the stakes were high and pilots such as Andrew Harris, Ken Brown, Doug Haber, Fred Carter, Jim Prahl, and Russell Brown were all going for the ring—which at one point was conveniently placed in one of the two-foot rain ponds at the bottom of Jockey’s Ridge! The second new event was the exciting team relay that was to be held every second round. The goal was for each team to fly one pilot after another in an attempt to get the quickest time around the novice course. The novice pilot on each team went first and didn’t have to launch until the conditions were good. If a pilot jumped the start or hit the start gate they had 10 seconds added to their time. Any missed cones added five seconds to their score. If a pilot fell short of the finish line they were allowed to run the glider across the finish line any way they could without any help. The team’s time started when the first pilot crossed the starting line and ended when the last pilot crossed the finish line. Just picture a group of gliders racing one after the other off the top of Jockey’s Ridge, which is currently about 90 feet high. The relay strategies varied from team to team. Some pilots decided to go for pure speed and ignore the novice course and take the penalties. Others were more conservative and focused on good solid flights. And one of our buddies, Lance, had another plan: fly an Eaglet 195 training glider and run it out at the bottom, and that’s what he did! Everyone was cheering for him as he landed pretty far from the finish line and then turned on the foot power like Fred Flintstone. I’m sure that was the first time that ever happened during a speed-gliding contest!

September, 2003: Hang Gliding & Paragliding

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This new event was obviously very fun and in the end, the Flytec Bikini Team was victorious! Andrew Harris, Bo Hagewood, Jamie Shelden, Flavia Vieira, and Luis Neubauer were clearly the fastest team, beating Team “D” by almost 6.5 seconds! Kitty Hawk Kites has defiantly taken speed gliding to the next extreme. This team relay was so popular and competitive that I will be holding a wire stripping, sprog-lowering and harnessmodification clinic the Thursday before next year’s Spectacular for my team. See you there with your speed sleeves. This year’s main event also proved spectacular. The winds were blowing out of the east-northeast around 10 mph, which allowed the event to be held from high atop the East Coast’s highest sand dune. It’s been several years since we’ve seen these perfect conditions but it’s been well worth the wait! I had the privilege of announcing and interviewing pilots throughout the comp, so the crowd could follow along, and what a great time it was. During each flight we introduced the pilot and then gave the play-by-play as to how they were doing while flying through the pylon course. It got pretty exciting for the crowd when the mass pilgrimage of Quest Air pilots had the task of foot launching (Quest Air is an aerotow hang gliding park in the flatlands of Florida) but I won’t name any names. Sure, we had a couple of gliders bash into the sand off launch but they weren’t all from Florida. We did have a couple locals trip it up on launch and the crowd loved it!

Photos: Paul Voight

Also, an old idea was reborn to the happiness of the novice pilots. Kitty Hawk Kites decided to run both the novice and advanced divisions together as long as the weather permitted. The idea was simple and just required two courses with different colored cones for each division. Apparently this went very well and will be on the program again next year. Another regular event was the world famous bowling pin competition. If you don’t know about this here it goes. Throughout the course we have thin plastic tubes about three feet high set up in the sand. Pilots fly down low and knock over the pins any way they can for points. The pilot with the most pins at the end wins the coveted Bowling Pin trophy, donated by the local bowling alley of Nags Head, North Carolina. Usually Kenny Brown of Moyes America takes the trophy home but obviously Kenny didn’t figure in all the factors such as Luis Hang Gliding & Paragliding: September, 2003

Neubauer. With a little launch assistance from those at the top, Luis was able to collect the highest amount of pins and took home the much-desired beat-up Bowling Pin trophy. Well, I guess Kenny will have to wait another year to set up a bowling lane at his new house. Unfortunately, the weather was not great for the remainder of the week so the official contest ended there. Here are the winners for both advanced and novice divisions on the sand dunes. Advanced: 1st place: Bo Hagewood, 2nd place: Ken Brown, 3rd place: Kevin Coltrane. Novice: 1st place: Dude, 2nd place: Byron Dail, 3rd place (tie): Chuck Sinon and Everett Bacon. It was great to see some new faces in the winner’s lineup and get to see some new pilots join the growing Spectacular family. We really had a great crowd this year! Speaking of Spectacular families, this year had a special side event before the scheduled Dune event on Saturday. Yours truly and the beautiful Michelle were married on the dunes of Jockey’s Ridge with all of our friends and family watching nearby. The wedding was short and sweet and ended as both of us walked up to the top of the ridge with cloudy skies and honkin’ 25mph northeast winds blowing sand across our ankles. Kind of gloomy you say? No, it was perfect. When living on the Outer Banks, if the winds are strong and northerly, we pilots are happy and Michelle and I couldn’t have been happier. We were very blessed to have everyone there and even had the honor of the first place winner, Bo Hagewood, donating his trophy and prizes to our wedding cause, although he did keep the shirt because he needed that. Our friend Kevin Coltrane also gracefully did the same thing but kept the trophy. Great job, guys! There were also many other unexpected gifts. So Michelle and I would like to say, “Thank you” to everyone who helped make our wedding Spectacular! And yes, I did go and soar the beach shortly after the ceremony! What a woman, eh? As we all know, there are some very kind people in our sport. At this year’s Spectacular we were all treated to some kindness unfortunately through a tragedy. As many of you know, the hang gliding community lost a special guy named Chad Elchin. For those of you who didn’t know Chad, he was co-owner of Highland Aerosports Flight Park in Ridgeley, Maryland. Since his loss, there have been many, many donations to the park to help out with expenses. When our friend Will Thornton 43

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heard about Chad, he told me we should have a silent auction for Chad’s pristine K4 glider, which was in storage. We set the glider up as the competitors arrived and allowed the bidding to begin. When it was all said and done, Tito Chinchila of Nags Head, NC won with a bid of $650. So Tito gets the sweet kite and Highland gets the donation. Thanks to Will, Tito and everyone else who bid for this noble cause! As always, when the Spectacular gets weathered out we find a way to have some fun. We were blown out on the second day of the comp but the winds were strong enough for all the advanced pilots to go to the local North Nub. The Nub is a north-facing dune about 20 feet high and maybe two glider lengths wide. It’s parked right next to a small one-story motel and makes a great little bowl to soar on those strong northerly days. It truly is amazing to see how high a pilot can get just from a small dune. Everyone gathered there and pretty much hung out and flew the Nub while some pilots flew down the beach and did some condo soaring just like last year!

So here are some tips for next year. First, show up even if the weather is forecast to be bad! I later found out a few people (I won’t mention any names, Bill) decided to watch Sharon on the Weather Channel and planned against showing up. This was a bad mistake. We are very confident that even if we can’t compete we can often fly at some of our other sites and/or just have fun. Sometimes we have go-cart races, bowling or just show up at our favorite local joint, Tortugas Lie (www.tortugaslie.com) for some Guinness on tap! Second, be prepared for some more exciting relay and ring grab contests. Third, stay tuned to our website for updates as we will add content and information at least once every month. This year’s photo galleries can be found at: www.hangglidingspectacular.com Also don’t forget to send in your pilot profile with a photo to: bruce@kittyhawk.com. And remember, if you’re grinnin’ you’re winnin’! See everyone next year!

September, 2003: Hang Gliding & Paragliding

C A N A R I E S

des, Story By Matt Ger r. Contributing Edito

Schmalzl, Photos by Hannes Austria.

s) i t a h t s, d n a sl I y r a (Th e Ca n FUERTEVENTURA, Canary Islands, Spain, 59 miles off the coast of Morocco

“My wife is going to skin me!” I screamed out loud. The two front wheels of the rental car were buried axle deep in the beach sand, the black hatchback tilted forward like a stink-bug in action. I dug frantically on my hands and knees, scooping the sand away from the front of the car, desperately trying to create a runway of escape for the little French Renault. I’d pulled over and parallel-parked in a row of thirty cars an hour earlier, Hang Gliding & Paragliding: September, 2003

not realizing that fifteen of them were stuck, much like I was now. The women standing beside the rental car in front of me had only smiled and nodded their heads as I pulled over and sunk the lower halves of my two front tires into the deceivingly soft sand, subsequently destroying any chance I had of getting out after spinning the front wheels a few times. They then told me that there is a regular tow truck that drives along, pulling people out of the soft shoulder,

but he isn’t here today for some reason. “A regular tow truck, here every day?” I thought to myself. It was like a sick joke—all of the tourists pulling over and getting stuck, luring each other into the trap, and then waiting for the daily tow truck to come yank them all out. I continued digging, and glanced at my watch. I had promised my wife that I’d be back to the hotel by six for dinner, and that I was just going for some quick beach flying on the north end of the island. It would have been perfect—I’d have had an hour of waga-style barefoot dune soaring by now if I hadn’t been so 45

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busy digging. The wind was straight in and light (for Fuerteventura) at just 18 mph. The thought of being late for our evening on the town with a nice little tow-truck bill in hand spurred me on to dig like a crazed terrier.

an easy solution and thankful that I was fortunate enough to have it offered to me. “Muchas Gracias, amigo!” I said, “Muchas Gracias!” “No problem,” he said as they walked off, still smiling. I jumped in the car and tore off for the hotel, the first afternoons’ flying plans up in smoke.

Just then, a group of laughing local Spaniards happened along. They were laughing at me. “Yes, yes, very funny! Very funny!” I said. One of them laughed and shook his head, “Not like that my friend, here, watch me.” He reached inside my car, took out the rubber floor mats and crammed them beneath the two front tires. Then he hopped in and drove the car up onto the mats, gaining enough momentum to pull back onto the highway. Brilliant! Ingenious! Why hadn’t I thought of that?

We had arrived in Fuerteventura just a few hours before. At the airport, a river of European tourists flowed out of the terminal to buses and rental cars. The steady flow staunched only by discount tour guides holding up signs with the names of their companies on them, dispensing holiday information to ultra-pale Germans and Brits fresh off the plane after a winter in the northern latitudes.

I threw my hands into the air and smiled, embarrassed that there was such

Outside the airport, a steady NE breeze forced the palms into lopsided shapes,

all of their branches on the SW side of the trunks. The windsocks and flags stood straight out, almost motionless in the humid laminar flow. I had been lured here by Mike Kung’s tales of deserted sandy beaches, rounded volcanic peaks, tropical water temps, and the claim that: “The entire island is just one big windy soaring site!” Apparently the locals were friendly, hospitable, and totally not worried about private land or liability issues—you could fly everywhere on the island, coast to coast. Mike’s description, coupled with the thought of escaping from our cold little mountain town in the Alps for a week, was enough to get us on a lastminute flight from Munich to Puerto del Rosario. And here we were.

On day two, having learned not to be suckered into parking on sandy

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C A N A R I E S

shoulders no matter how many other cars are making it look fine, I was kiting up a barn-sized dune at Sotavento beach on the South side of the island. Near the midway point of the dune, I turned around, back towards the water, and stepped forward, eased into my harness and the smooth coastal lift, and weight-shifted south down the beach, climbing quickly until I was well over the top of the dune.

face a little too far south, and I headed back to the north to land at the beach, where kiteboarders and windsurfers were rigging up their gear for an afternoon session in the lagoon.

The dune varied in height, generally between 60 and 80 feet, and gradually morphed into a cliff after about two miles, where it was of course soarable as well, although its rough character demanded that I exercise more terrain clearance than while above the harmless looking white sand dune that had obviously demanded that I fly wingovers and steep banked turns on its face.

By mid-summer, it is impossible to sunbathe comfortably on the beach without a shelter of some sort, and the locals lie naked in the sun, protected from the elements only by crescentshaped half-igloos made of black volcanic rock. Birds struggle futilely to fly upwind, losing ground as gusts roll across the hot, undulating volcanic terrain.

After about four miles of soaring down the coastline, the cliff curved around to

Fuerteventura means, literally, “Strong wind.” Beginning in the late spring, the trade winds’ strength increases, and their direction becomes more predictable (generally NE).

“Fuerte,” as it is affectionately known, may also be the site of the world’s speediest dust-devils, which skip across the ground faster than you can run,

shaking scrub-brush and wrapping windsocks around themselves. Whitecaps dotted the aquamarine lagoon in front of the dunes, which would have normally kept me on the ground, but Mike had warned, “Don’t wait for the whitecaps to go away, or you will be waiting forever.” The terrain behind the cliffs and dune was flat and smooth, though, and getting blown back would be uneventful except for a rather high wind landing on a rather hot ground—in the black volcanic cinders, puddle temps are routinely 130°F. However, the air coming onto the coast was pure unadulterated laminar wind, without even the slightest hint of a bump or disturbance. Reclined lazily in my harness, gazing to the northeast, Morocco was almost visible in the distance, the west coast of Africa seeming to shimmer through the marine haze. The waves that rolled onto the coastline here weren’t how I had always pictured the Atlantic in my head—they were crystal clear, a tropical shade of azure blue that was comparable to any south pacific island (the color of the Atlantic in Florida or the Bahamas). Sandy foothills stretched out behind me, slowly crawling upwards into the rocky volcanoes of the western coast. Sand dunes and volcanic cinders are the rule on Fuerte, and highways on the north side of the island wind through hundreds of acres of white sand dunes that run straight into the crystal-clear Atlantic. Sand blows across the roads like snow in a Montana blizzard, and the dunes must be pushed back periodically by bulldozers when they begin to creep into the north-bound lanes. During the spring week that we were there, we did not see any other gliders on the island. A few European pilots come down during the mid-winter months when the wind is lighter and less predictable, but by mid-spring, any adventurous-looking person getting off the plane is more likely to be carrying a kite-surfing foil than a paragliding wing. 47

C A N A R I E S

A local kite-surfing instructor told me that the wind was generally lighter in the mornings (not surprising) and I should check out the volcanoes then. A mini mountain range stretches through the western half of the island from north to south, the largest volcano topping out at around 2600 ft, the summit just a few miles from the water. At 7 a.m., a smooth NW wind was caressing the windward slopes of the Montana Aguda, making for some of the best mountain soaring on the planet. The volcanoes are joined together at the shoulders, linked side by side on the coast, making the short crossings from peak to peak a cinch. It’s possible to fly the entire length of the Playa de Cofete on the southwest side of the island, 14 km of which are above a picturesque white sand beach. Later, thermals began to feed flat-bottomed cumulus that stretch across the horizon from one end of the island to the other, a 70-km cloud street. The clouds are just a few hundred feet over the tops of the mountains, but linked together like a freight train and developing just far enough east of the peaks to allow the entire western faces to bask in the sun.

Fuerteventura is one of the eastern-most Canary Islands, just 59 miles off the coast of northwest Africa. The Canaries—a chain of young volcanoes that bubbled up out the Atlantic plate just a few million years ago—were routinely sacked by pirates and traded back and forth between several governments before finally ending up as the property of Spain in 1821. Prior to mid-century, the value of the islands was unclear, but now more than 10 million tourists visit the Canary Archipelago every year, and the islands of Tenerife and Gran Canaria rival Japan in population density. In contrast, Fuerteventura is inhabited by 70,000 goats (which apparently eat rocks, since the landscape they graze on is exactly as fertile as the moon) and only 44,000 locals, with barely one percent of the island being covered by urban development. The quiet atmosphere and the abundance of beaches (more than any other Canary island) has earned it a reputation as a great family destination, and it isn’t uncommon to see 15 to 20 strollers parked outside of a hotel restaurant, like choppers at a southwest biker bar.

September, 2003: Hang Gliding & Paragliding

C A N A R I E S

The Canary Islands are an idealistic winter location for ridge lift and even thermal flying, with enough different volcanoes, cliffs, and dunes on Fuerteventura alone to keep an outgoing group of pilots busy for a couple of weeks. There are countless activities besides flying, amongst which are scuba diving, kite and windsurfing, mountain biking, and deep-sea fishing. The most popular activity is undoubtedly sunbathing, and the more centrally-located beaches are surrounded by hotels and clogged with oily Euros dancing in the surf. The busier towns are nothing but hotels and restaurants—think Club Med with hardly a semblance of good taste. And as far as normal tourism goes, toss any notions of the larger Canary Islands being an exotic or original destination right out of your head (10 million tourists visit the Canaries every year). For paragliding, however, Fuerte is still an unpopular destination, with just a handful of European pilots visiting each winter, and plenty of remote soaring still largely undiscovered. It is one of the windiest islands in the Canary archipelago, so soaring is the assumed norm. But in the interior of the island, thermals are the rule. The island of Lanzarote to the north has been a popular HG destination for years, and is where Felix Wolk’s excellent HG/PG movie “On the Run” was filmed. The neighboring, less-windy island of Tenerife boasts 300 flyable days a year for paraglider pilots, with flying options ranging from coastal cliffs to massive inland volcanoes. And, each April, there is a gathering of indigenous pilots on the southwestern-most Isla de El Hierro for an annual fly-in. If you plan to visit Fuerte or Lanzarote at any time of the year, be sure that your high-wind launching and landing skills are well in order before you get there.

Hang Gliding & Paragliding: September, 2003

C A N A R I E S

W H E R E T O E A T, S L E E P, D R I N K , A N D F L Y

Puerto Del Rosario, Fuerteventura, Spain, is the only airport on the island. Cheap direct flights can be found from many major European destinations, and from some in the US (normally via Madrid). A rental car is essential, and a 4WD rental car is not a bad idea, although most roads are passable even in a small 2WD car. Eat: The town of Caleta de Fuste, a few kilometers south of the airport, has one of the largest collections and definitely the best selection of restaurants and hotels—the blue ribbon definitely going to the “Portuguese Restaurant O’ Fado” on the main street in town. Passable Indian, Greek, and Chinese food can also be found. Sleep: The Barcelo Fuerteventura Hotel is a centrally-located and reasonably-priced four-star hotel. A decent collection of bars and nightclubs can also be found in Caleta de Fuste. English is widely spoken. Fly: The entire island is one big, windy, soaring site. The best dunes are on the Playa de Soatavento de Jandia on the southeast side (use during easterly directions), and epic volcano soaring can be found near the Playa de Cofete and the entire west coast (westerly directions). The island’s landscape is wide open, and a cursory exploration of the entire island can be made in a day. An anemometer is essential. And bring your own windsock—you won’t find any there. In general, the best time to visit is from November to February, which also happens to be the busiest time for tourism. Because of the remote nature of the majority of flying sites on the island, and the generally strong wind speeds and high lapse rates due to the scorching hot ground, Fuerteventura is a more appropriate destination for stronger P3 pilots and up—it’s not “just soaring.” In an emergency, dial 144. Because of the massive amounts of German tourists, German doctors can be found in almost every major city on the island. Look for the “Deutsche Arzt” sign if you don’t fancy medical care from a local Spanish doctor. GSM and tri-band mobile phones work fine on most of the Canary Islands, and a radio frequency recommended to me by one German pilot is 148.200.

September, 2003: Hang Gliding & Paragliding

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H-1 H-3 H-2 H-4 H-3 H-2 H-1 H-1 H-1 H-1 H-2 H-3 H-1 H-2 H-1 H-1 H-1 H-2 H-2 H-2 H-4 H-2 H-1 H-1 H-1 H-1 H-2 H-2 H-2 H-2 H-3 H-4 H-4 T-1 H-4 H-4 H-1 H-2 H-4 H-3 H-1 H-2 H-1 H-3 H-3 H-3 T-1 H-1 H-1 H-1 H-1 H-2 H-4 H-1 H-2 H-3

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Name

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Hang Gliding & Paragliding: September, 2003

City

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PATRICK DENEVAN DON BURNS GEORGE HAMILTON GEORGE REEVES GRANT KIMBELL MALCOLM JONES PATRICK DENEVAN PATRICK DENEVAN PATRICK DENEVAN PATRICK DENEVAN PATRICK DENEVAN PATRICK DENEVAN RAY LEONARD RAY LEONARD ANDREW BEEM ANDREW BEEM ANDREW BEEM ANDREW BEEM JOE GREBLO JOE GREBLO JOE GREBLO JOSEPH SZALAI ROB MCKENZIE ROB MCKENZIE ROB MCKENZIE ROB MCKENZIE ROB MCKENZIE ROB MCKENZIE ROB MCKENZIE ROB MCKENZIE ROB MCKENZIE ROB MCKENZIE ROB MCKENZIE ROB MCKENZIE STEVE STACKABLE GEORGE HEWITT RUSTY WHITLEY RUSTY WHITLEY RUSTY WHITLEY STEVE BURNS WILLIAM HOLMES WILLIAM HOLMES ANDY TORRINGTON ARLAN BIRKETT ARLAN BIRKETT BRAD KUSHNER GREGG LUDWIG JEFFREY NICOLAY JEFFREY NICOLAY ANDY TORRINGTON CHRISTIAN THORESON CHRISTIAN THORESON GREGORY MICK JAMES TINDLE JAMES TINDLE JAMES TINDLE 51

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FRED SCHOFIELD FRED SCHOFIELD RANCE RUPP MICHAEL WIMMER GARY TURNER VICTOR LABOY MANUEL CHURION MANUEL CHURION PAUL WEISMAN, MD MARK BROWN MARK BROWN ROBERT FOLKER ROGER ELLIS ROGER ELLIS BRONNY MICHAEL BRONNY MICHAEL JOSEPH TALAFOUS CHRIS BJORNSSON TERESA DESANTIS JIM IDE TIM JACOBS GREGORY KRAFT JAMES (TED) MOONEY DAVID STOOKEY MARK DAWSON THOMAS IDE JIM IDE JAMES (TED) MOONEY DAVID STOOKEY MARK DAWSON GURPREET BAL BORIS SHULMAN BORIS SHULMAN LEONARDO LUNA PETER OLLOS PETER OLLOS PIERRE-EMMANUEL PETIT PIERRE-EMMANUEL PETIT

SHAVERTOWN SHAVERTOWN FREDERICKSBURG CHARLOTTESVILLE FAIRFIELD QUEBRADILLAS MIAMI MIAMI NORTH MIAMI WINTER HAVEN WINTER HAVEN ATLANTA ORLANDO ORLANDO GREENVILLE GREENVILLE AUSTIN RENSSELAER WEST ONEONTA CHEEKTOWSGA ROCHESTER STRYKERSVILLE ROCHESTER WALWORTH SPENCERPORT BUFFALO CHEEKTOWSGA ROCHESTER WALWORTH SPENCERPORT PLAINSBORO BROOKLYN BROOKLYN VANCOUVER TORONTO TORONTO PARIS PARIS

PA PA VA VA OH PR FL FL FL FL FL GA FL FL TX TX TX NY NY NY NY NY NY NY NY NY NY NY NY NY NJ NY NY BC ON ON FR FR

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City

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1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 2

BRIGITTE GREGNER KRISTINE CASSELS STACY MOON STEVE KOWALIZIK STACY MOON STEVE KOWALIZIK FERHAD ERDOGAN FERHAD ERDOGAN KIRK LEWIS KIRK LEWIS KIRK LEWIS KIRK LEWIS ROBERT HAND ROBERT HAND RAY VAN CLEAVE HAYNES SHEPPARD

BREMERTON SEATTLE FERNDALE COVINGTON FERNDALE COVINGTON ASHLAND ASHLAND FALL CITY FALL CITY FALL CITY FALL CITY ISSAQUAH ISSAQUAH TACOMA BERKELEY

WA WA WA WA WA WA OR OR WA WA WA WA WA WA WA CA

H-1 9 H-2 9 H-2 9 H-2 9 H-2 9 H-3 10 H-1 10 H-2 10 T-2 10 H-1 10 H-2 10 H-3 10 H-1 10 H-2 10 H-1 11 H-2 11 H-1 11 H-1 12 H-1 12 H-1 12 H-1 12 H-1 12 H-1 12 H-1 12 H-1 12 H-2 12 H-2 12 H-2 12 H-2 12 H-2 12 H-1 12 H-1 12 H-2 12 H-1 13 H-1 13 H-2 13 H-1 13 H-2 13

P-1 P-1 P-1 P-1 P-2 P-2 P-1 P-2 P-1 P-2 P-3 P-4 P-1 P-2 P-4 P-3 52

R A T I N G S RatingOfficial

JOHN BILSKY JOHN BILSKY STEVE WENDT STEVE WENDT TRACY TILLMAN BRUCE HASTINGS JAMES TINDLE JAMES TINDLE JAMES TINDLE MALCOLM JONES MALCOLM JONES PATRICK DENEVAN ROBERT LANE ROBERT LANE HUGH ROSS HUGH ROSS JEFFREY HUNT DANIEL GUIDO DANIEL GUIDO HENRY BOESSL HENRY BOESSL HENRY BOESSL HENRY BOESSL HENRY BOESSL HENRY BOESSL HENRY BOESSL HENRY BOESSL HENRY BOESSL HENRY BOESSL HENRY BOESSL MICHAEL ROBERTSON PAUL VOIGHT PAUL VOIGHT JOE GREBLO MICHAEL ROBERTSON MICHAEL ROBERTSON WILLIAM HEANER III WILLIAM HEANER III RatingOfficial

ABE LAGUNA ABE LAGUNA DENISE REED DENISE REED DENISE REED DENISE REED KEVIN LEE KEVIN LEE LAN DO CHIRICO LAN DO CHIRICO LAN DO CHIRICO LAN DO CHIRICO MARC CHIRICO MARC CHIRICO PETE MICHELMORE ANN SASAKI September, 2003: Hang Gliding & Paragliding

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T-1 P-1 P-4 T-1 P-1 P-2 P-3 P-3 P-1 P-1 P-2 P-4 P-4 P-1 P-2 P-1 P-1 P-2 P-2 P-1 P-1 P-1 P-1 P-1 P-1 P-2 P-4 P-1 P-2 P-2 P-3 P-3 P-1 T-1 P-1 P-1 P-2 P-1 P-1 P-1 P-2 P-2 P-2 P-3 P-1 P-2 P-1 P-1 P-2 P-4 P-2 P-2 P-2 P-3 P-3 P-1

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2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 4 4 4 4 4 4 4 4 4 4

JEFF WISHNIE SAN FRANCISCO CA AMOS WHITING ASPEN CA TOM MORRIS SAN LUIS OBISPO CA TOM MORRIS SAN LUIS OBISPO CA SEAN BROOKS SAN FRANCISCO CA SEAN BROOKS SAN FRANCISCO CA STEVE CLYATT MEADOW VISTA CA JEFF LAWRENCE SHINGLE SPRINGS CA GEOFF COOLIDGE SANTA CRUZ CA SIDNEY PINNEY ROSEVILLE CA SIDNEY PINNEY ROSEVILLE CA LEE GARDNER MARINA CA MIKE PEKIN MONTEREY CA TIMOTHY BARNES SEBASTOPOL CA TIMOTHY BARNES SEBASTOPOL CA MATTHEW HOLT SAN FRANCISCO CA VICTOR DURANTE SAN FRANCISCO CA MATTHEW HOLT SAN FRANCISCO CA VICTOR DURANTE SAN FRANCISCO CA WES STETSON ANGELS CAMP CA JAMES LEE UNION CITY CA BERNARD PASSEMAR SANTA ROSA 95405 CA CELIA PENDER SAN FRANCISCO CA KENNETH RUSSELL SAN JOSE CA RAIMAR VAN DEN BYLAARDT II KANEOHE HI RAIMAR VAN DEN BYLAARDT II KANEOHE HI BRET DANIEL LA JOLLA CA JOHN WILSON PH D SAN DIEGO CA JOHN WILSON PH D SAN DIEGO CA JOE PAYSSE DOWNEY CA PAUL EZELLE IRVINE CA YOUNGMOO KO GRAND TERRACE CA JENNIFER CHASE LAKE FOREST CA ERIC CHASE LAKE FOREST CA RYAN HOOVER SAN DIEGO CA JOE FRANKO TUJUNGA CA JOE FRANKO TUJUNGA CA PAUL GAIGALAS SANTA BARBARA CA DENNIS URASAKI OXNARD CA STEPHEN TOMLINS REDONDO BEACH CA PAUL GAIGALAS SANTA BARBARA CA DENNIS URASAKI OXNARD CA STEPHEN TOMLINS REDONDO BEACH CA WILLIAM HALL LOS ANGELES CA JASON BRENNAN HUNTINGTON BEACH CA JASON BRENNAN HUNTINGTON BEACH CA DAN ROLAND ASPEN CO LYNN GRAHAM SALT LAKE CITY UT LYNN GRAHAM SALT LAKE CITY UT LUIZ MARTINEZ FILHO SALT LAKE CITY UT MIKE MCKILLIP WESTMINSTER CO SCOTT SEIGLE BOULDER CO JEFF SMITH WOODY CRK CO CORY WIDAU TELLURIDE CO MORRIS BROWN TUCSON AZ MATT MASARIK SALT LAKE CITY UT

Hang Gliding & Paragliding: September, 2003

City

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R A T I N G S RatingOfficial

CHRIS SANTACROCE DICK JACKSON GABRIEL JEBB GABRIEL JEBB JUAN LAOS JUAN LAOS JUAN LAOS JUAN LAOS KYOUNG KI HONG MONDIE BEIER MONDIE BEIER RAY LEONARD RAY LEONARD ROB SPORRER ROB SPORRER SCOTT GASPARIAN SCOTT GASPARIAN SCOTT GASPARIAN SCOTT GASPARIAN WALLACE ANDERSON WALLACE ANDERSON WALLACE ANDERSON WALLACE ANDERSON WALLACE ANDERSON DOUGLAS HOFFMAN DOUGLAS HOFFMAN GABRIEL JEBB KYOUNG KI HONG KYOUNG KI HONG KYOUNG KI HONG KYOUNG KI HONG KYOUNG KI HONG MARCELLO DE BARROS MARCELLO DE BARROS NICHOLAS GREECE ROB MCKENZIE ROB MCKENZIE ROB SPORRER ROB SPORRER ROB SPORRER ROB SPORRER ROB SPORRER ROB SPORRER ROB SPORRER RUTH MASTERS RUTH MASTERS ALEJANDRO PALMAZ ANDY MACRAE ANDY MACRAE DALE COVINGTON GRANGER BANKS GRANGER BANKS JAKE WALKER JOSH WALDROP KYOUNG KI HONG MIKE STEEN 53

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P-2 P-2 P-2 P-1 P-1 P-1 P-2 P-2 P-2 P-4 T-1 P-1 P-2 P-1 P-2 P-1 P-2 P-4 P-1 P-2 P-3 P-3 P-1 P-2 P-1 P-2 P-2 P-1 P-2 P-1 P-1 P-2 P-1 P-2 P-1 P-2 P-1 P-2 P-1 P-1 P-2 P-2 P-3 P-3 P-4 P-4

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4 4 4 4 4 4 4 4 4 4 4 5 5 5 5 5 5 7 7 7 7 7 9 9 10 10 10 10 10 10 11 11 11 11 11 11 12 12 13 13 13 13 13 13 13 13

MATT MASARIK KEVIN WELLS RUSS WEBBER JERRY BARNARD ADAM GALLEGOS SIDDHARTH GHARPURE JERRY BARNARD ADAM GALLEGOS SIDDHARTH GHARPURE TOD RUFFNER DAVID DIXON GENEVIEVE WALSH GENEVIEVE WALSH B J HANSEN B J HANSEN GRANT FRY GRANT FRY JEFF GOIN STEVEN LAWSON STEVEN LAWSON NATE DEMERS JOHN SAUER DON TAYLOR DON TAYLOR GEORGE WOOD GEORGE WOOD BRUCE HOPKINS CAPT. GREG HOOD CAPT. GREG HOOD JOSEPH PHILLIPS III JEFF HOWARD JEFF HOWARD KARL GARDNER KARL GARDNER KLAUS ZIEHER KLAUS ZIEHER PATRICIA SARIC PATRICIA SARIC CARLOS CARSOLIO MONICA URANGA CARLOS CARSOLIO MONICA URANGA CARLOS CARSOLIO MONICA URANGA CARLOS CARSOLIO MONICA URANGA

SALT LAKE CITY MESA PHOENIX STANSBURY WEST VALLEY SALT LAKE CITY STANSBURY WEST VALLEY SALT LAKE CITY SANDY BLUFFDALE BOZEMAN BOZEMAN TETON VILLAGE TETON VILLAGE JACKSON JACKSON NAPERVILLE BRITTON BRITTON CHINA METAMORA NORFOLK NORFOLK LINCOLNTON LINCOLNTON FORT LAUDERDALE FORT LAUDERDALE FORT LAUDERDALE HOBE SOUND PORTLAND PORTLAND HOUSTON HOUSTON SLATON SLATON CLIFFSIDE PK CLIFFSIDE PK MEXICO CITY MEXICO CITY MEXICO CITY MEXICO CITY MEXICO CITY MEXICO CITY MEXICO CITY MEXICO CITY

UT AZ AZ UT UT UT UT UT UT UT UT MT MT WY WY WY WY IL SD SD MI IL VA VA NC NC FL FL FL FL TX TX TX TX TX TX NJ NJ DF DF DF DF DF DF DF DF

RatingOfficial

MIKE STEEN ROB SPORRER ROB SPORRER STEPHEN MAYER STEPHEN MAYER STEPHEN MAYER STEPHEN MAYER STEPHEN MAYER STEPHEN MAYER STEPHEN MAYER STEPHEN MAYER ANDY MACRAE ANDY MACRAE SCOTT HARRIS SCOTT HARRIS THOMAS BARTLETT THOMAS BARTLETT ALAN CHUCULATE DENISE REED DENISE REED KYOUNG KI HONG RAY LEONARD TIM NELSON TIM NELSON CHRIS BOWLES CHRIS BOWLES JAKE WALKER RYAN SWAN RYAN SWAN WALLACE ANDERSON BRIAN SCHENCK BRIAN SCHENCK NANCY STANFORD NANCY STANFORD STEPHEN MAYER STEPHEN MAYER BENOIT BRUNEAU BENOIT BRUNEAU MIGUEL GUTIERREZ MIGUEL GUTIERREZ MIGUEL GUTIERREZ MIGUEL GUTIERREZ MIGUEL GUTIERREZ MIGUEL GUTIERREZ MIGUEL GUTIERREZ MIGUEL GUTIERREZ

September, 2003: Hang Gliding & Paragliding

Gallery Artist:

Brett Schreckengost

Telluride pilot Neal Michealis on approach to the town park landing site over the Victorian mining town backdrop of Telluride, CO.

Hang Gliding & Paragliding: September, 2003

Top: Pilot Judah Kuper launches from the morning Telluride site on Temptation gully. Above: Pilots pull up to the 12,000-foot Gold Hill launch site for a morning session. Right: Donn Pinkney glides past the aspens in full color during a September flight near Telluride, Colorado Background: The 14,000-foot Wilson Peak is the scenic backdrop behing local Telluride hang glider pilot David Wright as seen from the Gold Hill launch site in evening soaring conditions.

I have been photographing paragliding ever since I first noticed one in the air above Telluride, Colorado, when I moved here in 1994. I finally got in the air in the spring of 1999 with the help of friend and instructor Scott Maclowry.

Since then I have followed my advanced pilot friends around on flying trips to Utah, Idaho, Wyoming, Hawaii and Nepal on filming and photo trips. The fact that many of my friends were gettting their tandem ratings and needed a USHGA-rated test dummy to fly with enabled my to log some good mountain thermaling hours while having the hands free for the camera.

G A L L E R Y

Telluride has a small but dedicated local pilot community made up of both hang glider and paraglider pilots; the Telluride Air Force. Nestled in the bottom of a steep, narrow boxcanyon, Telluride is the site of the 2003 US National Paragliding Championships The San Juan Mountains

on September 16 -20.

and Telluride are still my favorite places to fly and photograph.

The scenic beauty and ever-changing landscapes make it the perfect place to get really dramatic images and flights.

September, 2003: Hang Gliding & Paragliding

S A N T A ’ S

“hands up” then, test pilots etc. helped us to realize that shoulder level was a better compromise. This way, if some mild surge dampening can happen automatically and if the pilot decides to make a brake input, it is easy and convenient.

(…continued from page 29)

Maneuvers

Pop Quiz Answers

Choose all appropriate answers: 1)

D, although C might work

A, in the tests, re-inflation happens more quickly when the glider is allowed to turn. Obviously this isn’t an option close to obstacles.

G, C only happens as a result of a poorly trimmed glider or bad technique however. A and B happen fairly often and it’s good to expect those outcomes and know what to do in response to them.

B, A doesn’t work because a BIG input can stall the open side of the glider. C is just silly. D will work if you are really high on most gliders, but it’s not worth betting on.

B, it will spiral in response to a big asymmetric. People get this one wrong because they characterize a dramatic turn as a spin. In paragliding, “spin” is something different.

B, over braking the open side of the glider in response to a big asymmetric deflation is that the glider will spin, as in; the open side was so deformed that it stopped flying and it fell back(retreated) a la spin. FYI normally the deflation does open but the pilot is stil in trouble. Spins take a minimum of altitude to recover. It’s obviously better to sort out the asymmetric without making the glider spin.

B, we used to recommend

Hang Gliding & Paragliding: September, 2003

L I S T

in a bunch of wind, near big clouds and storms, in the middle of the day in the middle of the summer and Hell Ya there are monsters and pretzels and all that. 25)

C, D

26)

G, E

27)

ALL OF THE ABOVE

10)

A, B, C, D

28)

11)

12)

C, D, F, G

13)

14)

B, D

B, airspeed is airspeed, your glider flies just as good downwind as upwind, it’s no more stable and it turns just the same, it’s only your ground speed that changes

15)

C, G

29)

A, D, E, G, H, I

16)

B, C, F, G

30)

B, C, G

17)

C, you can’t afford to be flying an unstable glider low to the ground in wind. Imagine what would happen if you suffered a big asymmetric or frontal low. You’d rip through a hundred feet in no time. Just let yourself blow backwards while facing into the wind. Oh, and E!!

31)

All of the above

32)

ALL OF THE ABOVE

18)

B, C, D, F and E or G, pick one, but not both

19)

A and maybe C, D happens automatically for some

20)

C, E and F until the glider starts moving out front, then deal with that movement as normal. When it’s behind your head, just wait.

21)

A, B, E, F and D but only when, you guessed it, the glider is out in front.

22)

C and D

23)

B, D, H and not G, cause there is no such thing as a spiral o meter

24)

B, because in really creepy air, they can take on some funny shapes. The idea of flying in nice conditions is a predictable one and no monsters will likely “get you.” Fly in a lee side area, 59

M A S T E R ’ S

T I P S

…continued from page 30 That was unbelievable!” What causes these intense problems? I’m not reviewing the classic and basically pretty common frontal or asymmetric fold event that a well-trained pilot can avoid or handle; I’m reviewing the rare total “slam job” in this discussion. Here’s my image of the air. In all four of my cases, and in two other cases I’ve watched, and in now hearing about my friend’s event, the pilot was already climbing in a healthy thermal when the pounding occurred. I think part of the problem may be that another thermal, or different air mass crosses through the thermal that you are already flying within. Imagine one bubble/column of air crossing another, and both bubbles/ columns are already disturbing the existing airmass. We already know that the air on the outside of a thermal is sinking with shear between the rising and sinking air. So you get this interface where the glider momentarily is “robbed” of airflow across the wing and then the other twisting thermal or air mass rotates this momentarily non-flying glider. I suppose this could happen in an interface with just one thermal, but it’s less likely. The key is that there needs to be enough of a wind shear change of sinking air or opposite wind to create a gap of airflow across the glider and for the meat of another thermal or air mass to grab at the glider before it can once again gain airflow. Haven’t we all felt that odd moment when it all gets quiet and the glider just momentarily gets mushy, even dives ahead seeking airflow? At this very moment the glider can be tossed around like a plastic grocery sack. It doesn’t usually happen when there’s just one thermal, although the glider can go asymmetric, because it gets enough time to regain airflow as it sinks just before it encounters the thermal. If you don’t have airspeed, you’re stalled, and if another thermal 60

gets hold of your glider, it can be rotated (looks like a spin). There have been a few times that I’ve been in a thermal and can hear another thermal come through my body, but it doesn’t hit the glider. This is another reason I believe thermals or air masses can collide with enough violence to rotate a glider quickly. Just because you’re flying a beginner or intermediate glider doesn’t mean you’re immune to these events, but certainly a simpler glider should recover faster. So what to do? A healthy base premise is to first recognize that if there is lift in the air, there’s a chance you can be pummeled by differential air masses. There have been a few situations where ridge soaring pilots have encountered a thermal that has caused them to lose control, so don’t just assume ridge soaring doesn’t include potential for air-induced events. A first solution to avoiding “events” is to fly only in sled-ride conditions. Since most folks want to soar, they need to be constantly vigilant. Anticipate violent conditions any time of year and at any time of day. I have seen pilots encounter rough air just before dark and early in the morning. Certainly we’re going to usually encounter more straightforward conditions in the mornings or evenings, but you still mind the store. Remember that you can never have enough ground clearance, especially if you’re rusty. At a coastal site while running a weather class we all watched a ridge soaring pilot at 1pm flying without holding his controls for well over 30 minutes. A hundred yards from him was a dust devil—very scary. When low, if you find your glider rotating, or in a bunched up condition (stall ball), then throw your reserve—chances are that all hell is going to break loose, regardless of the glider rating. It could take more than 1000 feet of altitude for the glider to recover, especially

As soon as pilots steps on launch, they need to be ready for any possible thermal activity. Here, a pilot launches in front of a dust devil. He kept his head and controlled his wing through the mixing air currents.

Photo by Dan A. Nelson if the lines are twisted and your brakes are locked up, or if you have a cravat. Having spent time kiting and then practicing maneuvers over the water helps pilots understand how a glider behaves, but some zones of air are so nasty that glider behavior is unpredictable. Don’t become complacent just because you believe you are well-trained and practiced. I hope this helps. I know that for me, and I’m guessing for others, these types of things can put the “fear inta’ ya”! Let’s face it, paragliding is dangerous fun. After 13 years, about 7,200 fl ights and having been through and seen some pretty crazy situations, I still feel that this amazing activity is worth the risk, for me. Although I do have friends who have been hurt and killed, I have had many more friends hurt and killed skiing and riding motorcycles. I equate the risk with riding horses, which can spook and jump sideways, throwing you off, just as fast as a glider can go asymmetric. One of my wife’s friends died from one of these events. I can compare flying September, 2003: Hang Gliding & Paragliding

A C C I D E N T S

a paraglider to hitting gravel on your bicycle or hitting ice while skiing. Where there’s energy and something hard nearby, there’s a chance it can hurt you. After 13 years of being immersed I notice that younger athletic pilots—especially pilots involved in athletics that involve quick eye-hand coordination—who are well trained, seem more resistant to accidents than others. If you’re older (over 35), or have been behind a desk too much, consider backing down from the more demanding flying conditions. I’m 46 and although I’ve spent my life being an athlete (although never a natural) I’m acutely aware that I’m slowing down – so I’m backing off from more aggressive conditions and acro. I love my family and I care about our sites. I also don’t want my friends to quit the sport. If I have an accident it could stress the thing I love most, let alone ruin me for future flying and other athletic activities. HEH, bottom line – pick conditions you like and think you can handle, be current and well-trained! Use your skills and intuition, but don’t be afraid to throw your reserve - there can be those rare events that no one could have predicted.

2003 U.S. Hang Gliding Accident Mid-Year Update

By Thomas Johns

he good news is that USHGA has received only 14 reports of hang gliding incidents and accidents through June of 2003. The bad news is; USHGA received only 14 reports of hang gliding incidents and accidents through June of 2003. The significant decrease in reports from previous years may be the result of improvements in training and equipment, as well as a general increase in the judgment, skills, and experience among the pilot population. However, the shorter stack of reports may also reflect declining vigilance in reporting. Recent Reports Here’s a brief summary of the few reports received in the first half of 2003: 1. Pilot intentionally flew into 6- to 8-inch deep snow to avoid overshooting LZ. Wheels immediately bogged down, and ensuing high-energy nose-over resulted in fractured vertebrae. 2. Student pilot over-flew ditch in LZ just before touchdown. Wheels contacted the second lip of the ditch, and abrupt stop resulted in broken arm.

Dixon White earned USHGA’s first ever Paragliding Instructor of the Year Award in 1999. Since 1992, he has supervised more than 25,000 student flights. Dixon himself has logged more than 7200 safe, injury-free flights and is a Master Rated (P-5) pilot. He is an Advanced & Tandem Rated Paragliding Examiner for USHGA.

Hang Gliding & Paragliding: September, 2003

Avoidance maneuver resulted in crash landing in rocky area. 5. Observer hit by leading edge of launching glider, knocking him unconscious. Launching pilot successfully continued. 6. Pilot intended to self-launch on ramp. Left wing lifted by gust. Pilot continued attempt to launch and was quickly turned back into hill. 7. Mid-air collision with sailplane destroyed right wing of hang glider. Successful parachute deployment. Minor damage to sailplane. 8. Fatality: 4/9/03, Wood River, Sun Valley, ID (No other details provided with accident report). 9. Fatality: 4/16/03, Groveland, FL. Advanced pilot crashed while maneuvering to land at Quest Air Park. According to witnesses, the left wing hit the ground and the glider ground looped hard. 10. Attempted tandem aerotow in 15 mph, 90-degree crosswind conditions. Tug pilot released rope at approx 30 feet AGL. Tandem pilot had insufficient airspeed/altitude for recovery. Crash landing resulted in only minor injuries.

3. During aerotow instruction, pilot released from cart early. Glider settled back until the base tube contacted the ground, slid momentarily, then dug in and nosed over hard. Minor injuries. Wheels had been left off base tube in order to attach tow release.

11. Beginner pilot intended to test fly intermediate glider at training hill. Pilot went prone after launch and stayed prone until the base tube (no wheels) contacted the ground. Glider nosed over hard, resulting in cracked/dislocated wrist bones.

4. Pilot who had just landed started moving across LZ while accident pilot was on short final.

12.Thermaling shortly after takeoff, pilot decreased bank angle for traffic, then suddenly pitched 61

DA E P C A C R I D T M E NE T N ST

over and tumbled three times. Deployed reserve. Landed gently in trees with no further damage. 13. While on final at 60 feet AGL with wings level and good airspeed, glider suddenly dropped rapidly, and subsequently rolled left. Pilot attempted flare, but impacted ground with high sink rate, breaking a downtube and helmet chin-guard, and dislodging parachute from chest pack. Glider was then flipped over by a gust, with pilot still attached, resulting in further damage and injury. 14. Pilot experienced increasing control difficulty in flight, and determined that the left spoiler was not deflecting. Attempted landing in regular LZ, but lost control in ground effect. Right wing tip impacted ground. Ensuing crash landing resulted in significant glider damage and a minor knee injury. Subsequent investigation revealed spoiler control had not been properly secured. Dwindling Data The number of hang gliding accident reports received by USHGA has declined sharply since the late 1990s. The table below is a summary of the totals for the last several years. What Can I Do? Hang gliding accident report summaries and analyses have been almost non-existent over the past couple of years. Publication of accident information can help to educate the pilot population, resulting in fewer accidents. Accomplishing quality analysis can be a little tough with a volunteer workforce, but it is possible, as evidenced by the excellent paragliding accident summaries (see the 2002 U.S. Paragliding Accident 62

Summary by Jim Little, in the May 2003 issue). The paragliding contingent has demonstrated that quality accident analysis is possible, but quality analysis starts with quality data. Your job is to submit the accident reports to USHGA!

USHGA Accident Report form at: www.ushga.org/emailacc.asp The report is automatically forwarded to the Accident Chair and will become part of the annual accident summary

Comparison of hang gliding accident report totals from previous years Year

Reports

Serious Injuries

Fatalities

2003*

2002

(2002 data not available)

2001

2000

1999

1998

1997

*(2003 information through June 25) What to Report Accidents: Any hang gliding flight related event resulting in serious injury to the pilot or another person. “Serious injury” can be defined as broken bones, internal organ damage, injuries requiring overnight hospital stay, etc. (paraphrasing NTSB Part 830). Incidents: Safety-significant events which did not result in serious injury, but which had the potential for injury. This would include tumbles, parachute deployments, tree landings, collisions, and any other “there I was” event from which you miraculously emerged unscathed, or with only minor injury. If you’re unsure whether an event should be reported, send it in! Don’t hesitate to submit a report if you think the information may be of value to other pilots. It’s Easy The simplest and quickest reporting method is to fill out an on-line

review. Electronic reporting will facilitate development of an inexpensive database system to enhance our future accident data analysis capability. Paper copies are still welcome if you’re allergic to computers. All reports used in the magazine are treated with sensitivity and the pilots remain anonymous. It’s Valuable The information provided in your accident report may help to prevent similar accidents in the future. Don’t let your hard–learned lesson go to waste. By submitting a USHGA accident report you will be helping to make hang gliding safer for all of us.

We recommend submitting hang gliding and paragliding incident/accident Reports online at www.ushga.org. Reports are automatically distributed to the appropriate accident review committee members. September, 2003: Hang Gliding & Paragliding

M A R K E T P L A C E

HANG GLIDING ADVISORY

Used hang gliders should always be disassembled before flying for the first time and inspected carefully for fatigued, bent or dented downtubes, ruined bushings, bent bolts (especially the heart bolt), re-used Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with 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

AIRBORNE CLIMAX 13 — One nearly new $4,995; One demo, looks new $4,595. 1-800-688-5637, fly@hanglide.com AV8 — ICARO The Laminar MRX 700+ is available. Fly the glider flown by the US National Champion and both the Men and Womens World Champions. (760) 721-0701, indasky@yahoo.com and www.icaro2000.com DOUBLE VISION 215 TANDEM — Good shape, rarely used, lands easy, lots of extras $1,400 OBO. Andy (928) 525-2657. 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 Hang Gliding & Paragliding: September, 2003

FALCONS — 140, 170, 195, 225 new and used. WALLABY RANCH (863) 424-0070. FALCONS CLEARANCE SALE — School use, one season. Falcon 1s and 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.

TALON 160 — 15 flights, red LE, white undersurface, hydranet, Slipstream control bar w/wheels $4,500. danarmstro@aol.com, (661) 821-0346, Calif. TARGET 180 — Near new, rental glider at flight park, clean, priced to sell. (262) 4738800, info@hanggliding.com TRX 160 — BRAND NEW, perfect condition $1,995. (310) 488-0060, Bilswing@vzavenue.net

FUSION 150 & 150SP — Low hours, meticulously maintained, excellent condition, two of the last ones built $1,700 or trade for? (262) 473-8800, info@hanggliding.com

ULTRASPORT 147 – Beautiful geometric sail design in red, blue and black, 100 hours flight time, Hall wheels $1,500 OBO. (315) 785-3639, imaginehg@aol.com

LAMINAR 14 MRX 700 — Excellent condition! Extras include 2 spare downtubes & an extra set of wires. Only $3,900! (310) 779-5348, deniron62@hotmail.com

WWXC 132 — Brand new sail, white LE, lilac, white XC, blue asymmetric, new mylar, 5 hours, folding basebar, new wheels, new wires & luff lines, extra downtube, brand new shape flies perfect $2,400. (530) 283-3046, Northern California, ralphyde@merlincorp.com

MOYES LITESPEED 5 — Excellent condition. (406) 253-7078 Montana. MOYES SX4 — Great condition, very low hours, under $2,000. Moyes Xtralite 147 — All white $1,100 or trade for? (262) 473-8800, info@hanggliding.com MOYES SX5 — Very good condition, minor scrapes on nose, complete w/batten patterns, extra downtube & PVC “hanger”, $700 or trade for WW Falcon. (509) 4643534, cranknbank@aol.com MOYES XTRALITE 137 — 120 hours, XC bag, spare downtube $700. (720) 733-0313, dgcrabb@hotmail.com PULSES AND VISION MARK 4S — Low cost novice gliders.(262) 473-8800, info@hanggliding.com SATURN 167 — ~20 hours, perfect, VG, all options $3,000. SurfAir@execpc.com (262) 783-7747. 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 SPORTSTER 148 — Brand new, white and red, priced to sell or trade for? (262) 473-8800, info@hanggliding.com

WWXC 142 — $1,200 OBO. (303) 464-1487, rmartin@ball.com E M E R G E N C Y PA R A C H U T E S

AUTHORIZED CHUTE REPAIR — And service center for APCO, Elan, Chiron 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, www.mojosgear.com RISING AIR PARAGLIDING SERVICE AND REPAIR — Since 1988, specializing in all types of paragliding & powerchute repairs, repacks, inspections. Pricing and service request form available at www.risingair.biz, badbones@risingair.biz. (208) 554-2243. 63

M A R K E T P L A C E

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 HARNESSES

DOODLE BUG — Suprone power harness. Stability, performance and comfort. Climb to altitude on your terms! Complete harness ready to fly. Electric start, silencer, bivvy bag for XC. Delivered $5,346. Ken Brown (530) 888-8622, sportwings@aol.com HIGH ENERGY TRACER — $300, 6’ 200lb, very clean, no scuffs, black w/yellow stripe . SurfAir@execpc.com (262) 783-7747. HIGH ENERGY TRACER POD HARNESSES — And other brands, too. 5’ to 6’6”. Sizes and styles change monthly, $300-500. Cocoons $125-$200 each. Many others available. (262) 473-8800, info@hanggliding.com

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. 64

PARAGLIDERS

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

ADVANCE SIGMA 4 M, new A lines $900 970/544-5161

DK WHISPER GT — Great shape, low hours, electric start, w/two 38” 3-bladed prop & guard, one 47” prop & guard, large Pro Design wing $3,500. (715) 582-2915, michaelbberger@cs.com

AIR SPORTS USA – WWW.FLYFORFUN.NET APCO KEARA All-up wt. 170-220 lbs, $2300. 970/544-5161 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) 7266218, fax (208) 726-8474, mcg5B@aol.com GIN BOLERO — Small, blue, 8-10 hours, small Gin harness, never deployed reserve, still sounds crisp $3,000. (917) 328-7538. PERCHE ECCO — Medium, 85105Kg, new $2,000. (970) 728-1754, cristol8750@hotmail.com

IN MEXICO — Your best source and best prices for paragliding and paramotoring, www.paraglidings.com. (Local distributor zone restrictions may apply in orders and prices.) RIGID WINGS

ATOS B — 2001, good condition, 5 flights since thorough April 03 annual, 135 total hours, mostly flown in comps, latest V-tail and other upgrades, many extra parts $3,000 OBO. Tom Vayda (530) 521-6500. AV8 — STRATOS RIGID. World championship rigid wing. We stock Stratos and Atos parts. Call (760) 721-0701 or email indasky@yahoo.com

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) September, 2003: Hang Gliding & Paragliding

M A R K E T P L A C E

EXXTACY 160 — 1997, excellent condition $3,000 OBO. (714) 898-4121, grimjay@oco.net EXXTACY 160 — New in 2001, less than 10 hours!! Clean, almost new, priced to sell. (262) 473-8800, info@hanggliding.com ULTRALIGHTS

AIR SPORTS USA — WWW.FLYFORFUN.NET PARAPLANES — Two, good condition, asking $5,000 for both. Jennifer (775) 463-7106, stevetrenten@aol.com SCHOOLS & DEALERS ALABAMA

LOOKOUT MOUNTAIN FLIGHT PARK — See ad under Georgia.

Hang Gliding & Paragliding: September, 2003

ARIZONA

CALIFORNIA

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 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

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 THE HANG GLIDING CENTER — PO Box 151542, San Diego CA 92175, (619) 265-5320. SAN FRANCISCO HANG GLIDING CENTER — Tandem instruction, solo lessons, gliders new and used. Ultralight seacraft instruction over San Francisco Bay. Apprenticeship program. (510) 528-2300, www.sfhanggliding.com

M A R K E T P L A C E

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

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.

FLY ABOVE ALL — Experience year-round paragliding instruction in beautiful Santa Barbara, CA! Our friendly, experienced staff offers hands-on, personalized, radio-controlled 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.

LARGEST HANG GLIDING SHOP — In the West! Our deluxe retail shop showcases the latest equipment and has two virtual reality hang gliding flight simulators. We stock new and used…Wills Wing, Altair and Moyes gliders, and all the hottest new harnesses. Trade-ins are welcome. Our comprehensive training program, located at the San Francisco Bay Area’s finest beginner site features: gently sloped “bunny hills,” Wills Wing Falcons of all sizes and comfortable training harnesses! “FIRST FLIGHT”15 minute video tour of our beginner lesson program shows a student’s skill progression $20 (shipping included). 1116 Wrigley Way, Milpitas CA 95035 (near San Jose). (408) 262-1055, fax (408) 262-1388. mission@hang-gliding.com www.hang-gliding.com

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.worldtalkradio.com every Tuesday 9-11:00am (PST).

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.com 66

September, 2003: Hang Gliding & Paragliding

M A R K E T P L A C E

CONNECTICUT

GEORGIA

MOUNTAIN WINGS — Look under New York. FLORIDA

WE HAVE — The most advanced training program known to hang gliding, teaching you in half the time it takes on the trainingBUNNY 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.

18265 E. State Road 80, Clewiston FL. (863) 805-0440, www.thefloridaridge.com GRAYBIRD AIRSPORTS — PARAGLIDER TOWING, XC, thermalling, instruction, equipment. Dunnellon Airport (352) 2458263 www.graybirdairsports.com LOOKOUT MOUNTAIN FLIGHT PARK — See ad under Georgia. Nearest mountain training center to Orlando (only 8 hours).

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 Hang Gliding & Paragliding: September, 2003

The Aerotow Flight Park Satisfaction Guaranteed JUST 8 MILES FROM DISNEY WORLD *YEAR ROUND SOARING *OPEN 7 DAYS A WEEK *SIX TUGS, NO WAITING *EVERY DIRECTION 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... 10 motels & restaurants within 5 mins., camping, hot showers, shade trees, sales, storage, ratings, XC retrievals, great weather, climbing wall, trampoline, DSS TV, ping pong, picnic tables, swimming pool, etc. Flights of over 200 miles and more than 7 hours. Articles in Hang Gliding, Kitplanes, Skywings, Cross Country and others. Featured on numerous TV shows, including Dateline NBC, The Discovery Channel & ESPN. Visit us on the Web: http://www.wallaby.com Please call us for references and video. 1805 Dean Still Road, Disney Area, FL 33837 (863) 424-0070 - phone & fax fly@wallaby.com 1-800-WALLABY Conservative . Reliable . State of the Art F.H.G. INC./FLYING FLORIDA SINCE 1974 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

FULL HOOK-UPS — Laundry, propane, recreation room. 1-800-803-7788. 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 specialtycustomer satisfaction and fun with the BEST FACILITIES, largest inventory, camping, swimming, volleyball, more! For a flying trip, intro flight or lesson packages, Lookout Mountain, just outside Chattanooga, your COMPLETE training/service center. Info? (800) 688-LMFP. HAWAII

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 67

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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) 874-5433 for more information or check us out at WWW.PARAGLIDEHAWAII.COM IDAHO

MEXICO

MICHIGAN

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

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, U2 145, U2 160, 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. Cloud9sa@aol.com http: //members.aol.com/cloud9sa. Call for fall 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

MARYLAND

KING MOUNTAIN GLIDERS — Alluring site plus shop supplying all your HG/PG needs. Instruction, equipment sales, complete accessories. Visit our website www.kingmountaingliders.com or (208) 390-0205. ILLINOIS

HANG GLIDE CHICAGO — Full service aeropark, 2 tow planes. Full time certified instructors, ultralight instructors, East Coast record 217 miles. (815) 325-1685, www.ha ngglidechicago.com RAVEN SKY SPORTS — (312) 360-0700, (815) 489-9700 or (262) 473-8800. 2 hours from Chicago, 90 minutes from Elgin, Palatine or Libertyville. The best instructors, the best equipment, the best results in the Midwest. 7 days/week, March thru November. Training program for combined/integrated FOOT LAUNCH AND AEROTOW certification. Apply 100% of your intro lesson costs to certification program upgrade! Please see our ad under WISCONSIN. info@hanggliding.com MAINE

DOWNEAST AIRSPORTS — Paragliding and hang gliding instruction; quality equipment sales. Specialize in “biwingual” cross-over training. Extended training/tour packages with lodging in magnificent Acadia NP available by reservation. in_a_cloud@hotmail.com, Marc (207) 244-9107 www.downeastairsports.com, 68

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

TRAVERSE CITY HANG GLIDERS/ PARAGLIDERS — Put your knees in our breeze and soar our 450’ sand dunes. FULLTIME SHOP. Certified instruction, beginner to advanced. Sales, service, accessories for ALL major brands. VISA/MASTERCARD. 1509 E 8th, Traverse City MI 49684. Offering POWERED PARAGLIDING. Call Bill at (231) 922-2844, tchangglider@chartermi.net. Your USA & Canada Mosquito distributor. NEVADA

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

MOUNTAIN WINGS — Look under New York. NEW YORK

AAA FLIGHT SCHOOL — In Ellenville. Mountain Wings Hang Gliding and Eastcoast Paragliding Center. The Northeast’s oldest, largest and most professional training center. Sales, service, demos, towing , ultralight training, pro shop and the “best damn training hill” anywhere. mtnwings@hvc.rr.com www.mtnwings.com (845) 647-3377. September, 2003: Hang Gliding & Paragliding

M A R K E T P L A C E

AIR SPORTS USA — NYC’s first and only certified hang gliding, paragliding, microlights (trikes), powered paragliding. Distributors for Avian. Dealers for most major brands. Full service and equipment at best prices. The most friendly service in the area. Store address: 29 31 Newtown Ave., Astoria NY. Phone (718) 777-7000, WWW.FLYFORFUN.NET FLY HIGH HANG GLIDING, INC. — Serving S. New York, Connecticut, Jersey areas. Area’s EXCLUSIVE Wills Wing dealer/specialist. Also all other major brands, accessories. Certified school/instruction. Teaching since 1979. Area’s most INEXPENSIVE prices. Excellent secondary instruction...if you’ve started a program and wish to continue. Fly the mountain! Towing! Tandem flights! Contact Paul Voight, 5163 Searsville Rd, Pine Bush, NY 12566, (845) 744-3317. SUSQUEHANNA FLIGHT PARK — Cooperstown, NY. Certified Instruction, Sales and Service for all major manufacturers. 40 acre park, 5 training hills, jeep rides, bunk house, camping, hot showers, 600’ NW ridge. We have the best facilities in N. New York state to teach you how to fly. c/o Dan Guido, Box 293 Shoemaker Rd, Mohawk NY 13407, (315) 866-6153. PENNSYLVANIA

HIGHLAND AEROSPORTS — See Maryland. MOUNTAIN WINGS — Look under New York. PUERTO RICO

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

LOOKOUT MOUNTAIN FLIGHT PARK — See ad under Georgia. Hang Gliding & Paragliding: September, 2003

NORTH CAROLINA

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) 379-1185. 1475 CR 220, Tow TX 78672. TX FLYSPORTS — SPECIALIZING IN POWERED PARAGLIDING, certified instruction. Sky Crusier, Fly Products, Fresh Breeze. US importer of MacPara Technology paragliders (Eden II and Muse) (713) 494-1970 Houston, www.txflysports.com UTAH

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

Internet Address: http://www.kittyhawk.com E-Mail Address: info@kittyhawk.com TEXAS

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 - 979.229.2699 email: sburns@austinairsports.com Fred Burns - 281.471.1488 email: austinair@aol.com 3810 Bonita Lane, La Porte TX 7771 WWW.AUSTINAIRSPORTS.COM

CLOUD 9 SOARING CENTER — Once again, we are the closest shop to the Point of the Mountain. Utah’s only full time PG/HG shop and repair facility. Contact 1-888-944-5433 or www.paragliders.com 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

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 69

D EA PR AK RE TT M N C T E M P LE A

KLASSIC OR CONCEPT WINGLETS — One pair left, brand new in box $350 OBO or trade for? (262) 473-8800, info@hanggliding.com BLUE SKY — Fulltime instruction and service at Manquin Flight Park near Richmond. Wills Wing, Moyes, Flight Design, Aeros, Doodlebug and Mosquito dealer. Steve Wendt (540) 432-6557 or (804) 241-4324, www.blueskyhg.com, blueskyhg@yahoo.com

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

WASHINGTON

2 year warranty. Great for paragliding too.

D I X O N ’ S A I R P L A Y PA R A G L I D I N G — Please see our classified ad under Arizona. www.paraglide.com

•

WISCONSIN

• Water/Dust Resistant Push Button

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 manmade hill under development. Four Dragonfly tow planes, no waiting! Four tandem gliders on wheeled undercarriages. WW Falcons and Falcon2s 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 PARTS & ACCESSORIES

Don’t Pay Retail for your Flying Gear

ONLY $169. Mallettec, PO Box 15756, ORDER

ONLINE

AND

SAVE

• 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

Santa Ana CA, 92735. (714) 966-1240, MC/ Visa accepted, www.mallettec.com FOR ALL YOUR FLYING NEEDS — Check out the Aviation Depot at www.mojosgear.com featuring over 1000 items for foot-launched and powered paragliding, hang gliding, stunt and power kiting, and powered parachutes. 24/7 secure online shopping. Books, videos, KITES, gifts, engine parts, harness accessories, electronics, clothing, safety equipment, complete powered paragliding units with training from Hill Country Paragliding Inc. w w w. h i l l c o u n t r y p a r a g l i d i n g . c o m 1-800-664-1160 for orders only. Office (915) 379-1567.

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) 6419315, orders 1-866-238-2305. The world-class XCR-180 operates up

Certified Full Face Helmets $149 www.OnlineFlyingGear.com onlineflyinggear@mindspring.com MC/Visa/Paypal 70

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. September, 2003: Hang Gliding & Paragliding

M A R K E T P L A C E

SOARING DREAMS

SPECTACULAR TROPHIES, AWARDS! — Hang gliding & paragliding gifts and accessories. Contact Lisa Tate, 11716 Fairview Ave., Boise ID 83713, (208) 376-7914 or (208) 484-6667, www.soaringdreamsart.com

PUBLICATIONS & ORGANIZATIONS

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

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

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 TEK FLIGHT PRODUCTS 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) 6288165 or visit http://www.flash.net/~skyhipub Visa/MC accepted. Camera mount (A or B) $48.50 ($6 S&H). Vario mount $23 (S&H included). 6” wheels $29.75, 8” wheels $34.75, $10 S&H pr. Web page www.tekflight.com for more. TEK FLIGHT Products, Colebrook Stage, Winsted CT 06098. Or call (860) 379-1668.

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.

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 DON’T LEAVE YOUR GROUND-BOUND EQUIPMENT SITTING IN THE GARAGE FOREVER. SELL IT IN THE MAGAZINE CLASSIFIEDS.

Email: tek@snet.net Hang Gliding & Paragliding: September, 2003

M A R K E T P L A C E

VIDEOS & DVDS

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 REAL ESTATE

EL RANCHO LAUNCH — Tehachapi, Calif. 1,800’ vertical, launchable SE to W, excellent reliable site. Access within Bear Valley Springs, gated community, amenities (golf, camping, swim, tennis, etc). 100 mile views to the Sierras. Approx 20 acres, water/power to prop line, water meter in. $44,000. danarmstro@aol.com, (661) 821-0346. TOWING

AEROTOWING ACCESSORIES — Headquarters for: The finest releases, secondary releases, Spectra “V” bridles, weak links, tandem wheels, launch cart kits, etc. THE WALLABY RANCH (863) 424-0070. COMPLETE SCOOTER TOW RIG INSTRUCTION PACKAGE -- Includes fabricated tow rig for trailer & reel for scooter w/3000’ Spectra, release, 6 3-loop releases, 3 training harnesses $1,000 for all or will consider selling items individually. (315) 785-3639, imaginehg@aol.com STATIONARY TOW WINCH — Super safe unique system, professionally built, adjustable tow pressure, level wind, can train to operate $2,000. (330) 425-9460 Ohio. TLS PAYOUT WINCH — Currently fitted for Toyota Extra Cab 4x4, 2500’ line, great fun $600. danarmstro@aol.com, (661) 821-0346, Calif 72

*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, same great price. *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, same great price. *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, same great price. 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 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 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 ALSO AVAILABLE IN DVD, same great price. 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; Garmisch-Partenkirchen, 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. September, 2003: Hang Gliding & Paragliding

M A R K E T P L A C E

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 ALSO AVAILABLE IN DVD, same great price. 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 ALSO AVAILABLE IN DVD, same great price. HANG GLIDING EXTREME & BORN TO FLY by Adventure Productions, great hg action $34.95 each. ALSO AVAILABLE IN DVD, same great price. Call USHGA (719) 632-8300, fax (719) 632-6417, 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.

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.) 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. NEW APPAREL, VIDEOS, BOOKS & POSTERS — Check out our web page www.ushga.org

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 Hang Gliding & Paragliding: September, 2003

WORLDWIDE INTERNET PARAGLIDING TALK SHOW — WWW.WORLDTALKRADIO.COM Listen live or to the archives! Live Tuesday 9-11:00 am (PST). Call toll-free, 1-888-5142100 or internationally at (001) 858-2683068. Paraglider pilots and radio hosts David and Gabriel Jebb, want to hear about your stories, promotions/events or insight: they also take questions! 73

M A R K E T P L A C E

ADVANCE SIGMA 5’S — Two, stolen April 10th, 2003 from LAHOLLA 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 PINBALL MACHINE — 1976 Bally ‘Hang Glider’ theme machine, lovingly restored. Several to choose from. (262) 473-8800, info@hanggliding.com STOLEN WINGS & THINGS

APCO XTRA COMP PARAGLIDER & SUPAIR HARNESS — Paraglider, stolen June 4th, 2003 from SEATTLE, WASHINGTON. Purple w/white underside, minor repair work. Purple SupAir backpack comp harness w/whire rear mount reserve, log book, green Protech helmet. Terry Stuart, (425) 3699920, upland_contracting@yahoo. TRACER HARNESS — By High Energy Sports, stolen Feb. 9, 2003 from car at VALLE DE BRAVO, MEXICO. Magenta with blue stripe and new parachute. Also taken: panoramic helmet size small, wills wing back pack. Please contact Somer Hughes, somer@austin.rr.com GIN BANDIT — Stolen May 4th, 2003 from pick up truck in GREELEY, COLORADO. Size x-small, purple w/ Jackson Hole Paragliding logo, w/blue Critter stuff bag. Contact Matt Combs (307) 690-7555, mcparagliding@hotmail.com

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) 402-5767, 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. 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 months preceding the cover date, i.e. July 20th is the deadline for the September issue. Please make checks payable to USHGA, P.O. Box 1330, Colorado Springs, CO 80901-1330, (719) 632-8300. Fax (719) 632-6417 or email: ushga@ushga.org your classified with your Visa/MC or Amex.

September, 2003: Hang Gliding & Paragliding

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M A R K E T P L A C E

EDEL PARAGLIDING EQUIPMENT Importer: WA ~ OR ~ CA ~AZ ~ ID soaring the journey of discovery

Reserves ~ Helmets ~ Flying Suits ~ Kites

Paragliders ~ be-all, live, promise, excel, ace, mt8000, prime

Harnesses ~ evo, revo, racer xc

Dealer and School inquiries welcome. Volant Technica, Inc. ~ 503-262-7476 FAX 1835 SE 10th Avenue ~ Portland, OR 97214

edel@volant-technica.com

www.volant-technica.com/paraglider.html

September, 2003: Hang Gliding & Paragliding

2003 BOARD OF DIRECTORS

REGION 1 Bill Bolosky (R - 04) 8426 316th Pl SE Issaquah WA 98027 (425) 222-7702 bolosky@microsoft.com Mark Forbes (R - 03) 1840 SW Allen St Corvallis OR 97333 (541) 766-2515 mgforbes@mindspring.com Aaron Swepston (H - 03) 3717 163rd Ave Ct E Sumner WA 98390 (253) 826-1112 tontar@mindspring.com Bob Hannah (H - 04) 9920 51st Ave S Seattle WA 98118 (206) 328-1104 bhannah@paraglidewashington.com Steve Roti (H - 04) 3024 NE 18th Ave Portland OR 97212 (503) 284-0998 steveroti@hotmail.com Tom Johns (H-05) 10704 206th Ave NE Redmond WA 98053 (425) 898-8163 cascadesoaring@hotmail.com Ed Pitman (H-05) 34039 Hwy 19 Kimberly OR 97848 (541) 934-2711 ed@good-deal.com Dan Nelson (Editor) PO Box 1537 Puyallup WA 98371 (253) 840-1372 dan@ushga.org

Tim West (R-03) 18 Salada Ave Apt 4 Pacifica CA 94044 (650) 355-3115 tim3west@yahoo.com

Liz Sharp (H – 03) 5555 Bowron Pl Longmont CO 80503 (303) 530-0718 Elizabeth.Sharp@heii.com

Felipe Amunategui (R- 04) 3122 Huntington Rd Shaker Heights OH 44120 (216) 751-0347 dr.amunategui@att.net

Russ Locke (L - 03) 868 S Mary Ave Sunnyvale CA 94087 (408) 737-8745 russ@lockelectric.com

Dixon White (H – 03) PO Box 2626 Flagstaff AZ 86003 (928) 526-4579 dixon@paraglide.com

Dennis Pagen (L - 03) 318 Bitner Hollow Rd Spring Mills PA 16875 (814) 422-0589 pagenbks@lazerlink.com

Ken Brown (H - 03) 200 Hillcrest Dr Auburn CA 95603 (530) 888-8622 flyamoyes@aol.com

Jennifer Beach (H-05) 11533 E Alaska Ave Aurora CO 80012 (303) 365-9215 dragonworx@aol.com

Art Greenfield-NAA (X) 1815 N Ft Meyer Dr Ste 500 Arlington VA 22209 1-800-644-9777 awgreenfield@naa-usa.org

REGION 3

REGION 5

REGION 10

David Jebb (R - 04) 2800 Torrey Pines Scenic La Jolla CA 92037 (858) 452-9858 davidj@flytorrey.com

Frank Gillette (R - 03) 903 East 500 South Declo ID 83323 (208) 654-2615 watercyn@pmt.org

Matt Taber (R - 03) 7201 Scenic Hwy 189 Rising Fawn GA 30738 (706) 398-3433 fly@hanglide.com

John Greynald (R - 03) 2774 Puesta del Sol Santa Barbara CA 93105 (805) 682-3483 throgrog@aol.com Alan Chuculate (R - 03) 6709 Salizar St San Diego CA 92111 (858) 292-1552 alanc@san.rr.com Rob Kells (H - 04) 500 W Blueridge Ave Orange CA 92865 (714) 998-6359 rob@willswing.com REGION 4

REGION 2

Steve Mayer (R - 04) 12665 S. Minuteman Dr #1 Draper UT 84020 (801) 576-6460 stevem11@mindspring.com

Ray Leonard (R - 04) PO Box 20066 Carson City NV 89721 (775) 883-7070 advspts@pyramid.net

Jim Zeiset (R - 03) 13154 County Rd 140 Salida CO 81201 (719) 539-3335 jimzgreen@aol.com

John Wilde (R- 03) 3553 Jefferson Ave Redwood City CA 94062 (650) 556-1320 wildeblu@attbi.com

Chris Santacroce (L - 03) 552 West 8360 South Sandy UT 84070 (801) 255-9595 chris@4superfly.com

Hang Gliding & Paragliding: September, 2003

REGION 6 Len Smith (R - 03) 13141 Bluejacket St Overland Park KS 66213 (913) 897-7857 SmithLl@bv.com REGION 7 Bill Bryden (R - 04) 6608 North 100 East Rd Seymour IN 47274 (812) 497-2327 bbryden@hsonline.net Dan Johnson (H - 04) 8 Dorset St Paul MN 55118 (651) 450-0930 CumulusMan@aol.com REGION 8 Gary Trudeau (R - 04) 595 Outlook Avenue Cheshire MA 01225 (413) 743-0147 gtet595@aol.com

John Harris (H - 04) PO Box 1839 Nags Head NC 27959 (252) 441-4124 ucanfly@kittyhawk.com Steve Kroop (L - 03) 6548 Groveland Airport Rd Groveland FL 34736 (352) 429-8600 steve@flytec.com Dick Heckman (H - 04) 3401 Lookout Dr Huntsville AL 35801 (205) 534-1461 hekdic@worldnet.att.net GW Meadows (H-03) 1125 Harborview Dr Kill Devii Hills NC 27948 (252) 480-3552 gw@justfly.com REGION 11

REGION 9

R.R.Rodriguez (R - 03) 1980 Hilltop Drive Wimberley TX 78676 (512) 245-2400 rr@swt.edu

D.”Randy” Leggett (R - 03) 7112 Little Creek Rd Bangor PA 18013 (610) 258-6066 ias@ot.com

Dave Broyles (H-04) 203 Whisenant Dr Allen TX 75013 (972) 390-9090 broydg@attbi.com

REGION 12 Paul Voight (R - 04) 5163 Searsville Road Pine Bush NY 12566 (845) 744-3317 info@flyhighhg.com Jan Johnson (L - 03) 70 King Rd Middletown NY 19041 (845) 695-8747 jjohnsn2@hotmail.com REGION 13 Michael Robertson (H-04) 1150 Hwy 7, RR 1, Locust Ont, Canada L0H 1E0 (905) 294-2536 Michael@flyhigh.com EXECUTIVE COMMITTEE: Exec Director-Jayne DePanfilis jayne@ushga.org President- Bill Bolosky Vice Pres.- Jim Zeiset Secretary-Russ Locke Treasurer-Randy Leggett R=Regional H=Honorary L=At Large X=Ex Officio COMMITTEE CHAIRS: Competition-Ron Gleason xcflying@earthlink.net Mem.& Dev-Matt Taber Site Mgmt-Randy Leggett HG Accid.-Tom Johns PG Accident-Steve Roti Awards-Jan Johnson ByLaws-Liz Sharp Nat’l Coord.-D. Pagen Planning-Russ Locke Safety&Training-Dave Broyles Tandem-Paul Voight Towing-Steve Kroop Publications-Dan Johnson Insurance- R.R.Rodriguez Finance-Randy Leggett USHGA FOUNDATION: President-Jim Maze paramaze@aol.com Vice Pres-Randy Leggett Treas.-Stephen Onstad sonstad@worldnet.att.net Secretary-Doug Sharpe dbsharpe@earthlink.net Trustee-Jim Zeiset Trustee-Bill Bolosky Exec Director-Jayne DePanfilis Rev 7/29/03

P R O D U C T

L I N E S

Kushner’s towpark in Wisconsin. At home I hope to catch thermals after motoring aloft in an Escape Pod. FMI: 952473-1480 or Mike@fly-seagull.com ••• Speaking of flight parks, welcome another one to the fold. New Hampshire’s Morningside, run by long timer, Jeff Nicolay, added aerotowing to their many activities as summer began. Most HG pilots don’t have objections to the noise a tug makes -- though some neighbors do. Morningside was enlisting signatures to turn back some pockets of resistance. To help or FMI: www.flymorningside.com (has a terrific launch page I watched from beginning to end!) ••• Still on towparks, Kushner’s Whitewater, WI operation called Raven Sky Sports has kept up with Wallaby and Quest Air very well (considering he doesn’t enjoy the year-round weather of the Florida enterprises). Now he’s keeping up in a new way, offering wireless high-speed Internet service to those who visit. FMI: www.hanggliding.com ••• Just when you thought you’d heard everything about towing, along comes aerotowing a paraglider. Oz Report (davisstraub.com) had a short story on what participants believed was “the first ‘successful’ aerotow of a paraglider behind a Moyes-Bailey Dragonfly.” They used close to 1,000 feet of line and a “drag device” to keep tension on the line. Dragonfly designer Bob Bailey was able to tow Dave Prentice to 250 feet. More experiments are planned.  Hans Bausenwein of Germany indicates that he has a paraglider pay-out winch intended to be mounted on the towplane. Submitting to the Oz Report, Hans says, “This little payout winch only weighs 44 pounds, has a Kevlar drum and an exact means of setting the thrust. It has a guillotine to cut the rope in an emergency. The drum has 2,000 feet of 3 mm spectra line. The unit even has a DHV certification.”  Neither project represents the first aerotow of a paraglider. Frenchman Gerard Thevenot of La Mouette tried this in the mid-90s but gave it up.  Also, in February of 2000, Albuquerque powered PG pilot Eric Dufour towed an unpowered PG at the end of 100 feet of line. They report climbing to about 200 feet but landed for safety reasons. Their web report says, “Eric knew it could be done, but technically, it is dangerous.” ••• Another fixed wing tug is coming. I’ve been asked not to say too much about it yet, but players I know in the ultralight industry are preparing a tug to compete with the Dragonfly. I hope to see the first example at the big Oshkosh airshow starting shortly after this column is submitted. More next month. ••• Finally this month, Scott Heiple started a mail order business doing sail repairs, carbon repairs, and custom carbon fiber helmets. His specialty is leading edge repairs and replacements. Since he’s kept his overhead cost low, he says he can do carbon fiber work beginning at $400 plus shipping. This kind of work is not widely available, so those of you with carbon in your hang glider might want to look at his website: www.geocities.com/franknaxis2001. ••• 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. -- At this fall’s meeting of the USHGA board of directors debate will continue regarding the inclusion of powered paragliders and powered hang gliders in our national club. This debate won’t go easily or swiftly. Many pilots of either wing type feel engines don’t belong in USHGA or at their flying site. Yet the popularity of these flying machines is growing and they are more like us than powered ultralights.  Last month’s story about the Minnesota pilots exceeding 10,000 feet of vertical gain might not have happened without the Mosquito powered harness allowing those pilots to find thermals. Besides, the old questions exist: Doesn’t the tow vehicle have an engine? Don’t we have to drive up to most mountain launches? Ironically, the Mosquito engines may use less fuel to get pilots up than a monster 4x4 often used at mountain sites.  So, perhaps you won’t be surprised to read that editor Dan Nelson has asked me to include more power coverage in this column. For even longer than my work to create “Product Lines” I’ve been involved with powered aviation. I communicated back to Dan that I did not want to have only powered coverage, but that I’d watch developments closely and chronicle them in this column. With that in mind… ••• I can hardly contain my excitement! A product I’ve been hoping for and waiting for is almost ready. Michael Riggs of Seagull fame (two decades ago) plans to show his Escape Pod at the Oshkosh airshow in early August. He’s been working seven days a week for months. It isn’t quite ready to fly, but it’ll turn lots of heads at the big event. This is the fully enclosed “pod” for hang gliders with fully retractable gear and inflight adjustable hang point. With only a single “mast” connecting pod to glider, the pilot will have wide-open visibility. Flown seated like most trikes, Riggs believes the frontal area will only be a bit more than many hang glider harnesses. The Escape Pod is the powered version with its powered paraglider-type Cors-Air engine fully enclosed aft of the pilot, separated by a sound-deadening bulkhead. Also in this area will be a BRS rocket parachute system. Kevlar straps connecting BRS to the top of the wing will hide in a special channel on the aft side of the mast. Next month, I’ll provide more details and in the future, I’ll probably write a flight report… because I’m going to the show with my checkbook to be the first buyer.  Now, for those silent flyers who don’t want to hear anything about powered hang gliding, the Pod Racer is not far behind. This model of Seagull Aerosports’ line will not have an engine. It was my original request and is still what I find the most exciting aspect of Riggs’ endeavors. But look at the logic: the soaring season dwindles as fall stretches on and the giant Oshkosh airshow in August gives a better chance to show off a powered aircraft. Come next year’s Sun ‘n Fun airshow, Mike will feature both Escape Pod and Pod Racer. Even more importantly to the hang gliding and paragliding crowd are the twin Florida contests where Mike can truly show off the Pod Racer …a coming-out party. Hooo Boy! I predict an interesting season for Seagull Aerosports. I know I’ll be doing more hang gliding with a Pod Racer for rent at places like Wallaby or Quest or Brad P

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INDEX TO ADVERTISERS

Adventure Productions................................................76 Aerolight USA .............................................................76 Angle of Attack ...........................................................75 Apco Aviation .............................................................65 Baja Thermal Clinic .....................................................13 Big Sky Paragliding .....................................................13 Brazil Adventours ........................................................76 Cloud 9 ......................................................................33 Critter Mountainwear .................................................34 Dan Johnson ..............................................................64 Dixon’s Airplay............................................................79 Fly Market/Independence ...........................................50 Flytec USA ....................................................................2 Hall Brothers ...............................................................10 High Energy Sports .....................................................11 Mojo’s Gear ................................................................74 Moyes.........................................................................22 North American Paragliding..........................................3 The Paraglider Network ..............................................73 Paragliding Adventure ................................................47 Pro Design ....................................................................9 Sport Aviation Publications .........................................46 SuperFly......................................................................80 Thermal Tracker ...................................................29, 74 Torrey Pines Gliderport ...............................................48 Traverse City/Mosquito ..............................................23 US Aeros ....................................................................75 USHGA .............................................................7, 22, 59 USHGF........................................................................16 Volant Technica...........................................................76 Wills Wing...................................................................18 Hang Gliding & Paragliding: September, 2003