USHGA Hang Gliding & Paragliding Vol33/Iss11 November 2003

Volume 33 Issue 11 November, 2003 $4.95

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 Contributing Editor: Davis Straub Copy Editors: C. J. Sturtevant and Dick Girard Tim Meehan, Art Director: artdirector@ushga.org 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 (ISSN 15435989) 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.

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

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.

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 email: 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: November, 2003

HATS • SHIRTS • BOOKS • VIDEOS • STUFF

GET YOUR HOLIDAY SHOPPING DONE EARLY FOR THAT SPECIAL PILOT ON YOUR LIST. LESS THAN DAYS LEFT…

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

CALL CLICK OR WRITE TODAY:

WWW.USHGA.ORG

1-800-616-6888 is a representative of the Federation Aeronautique Internationale in the United States.

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Critical Incident Stress Management: DEPARTMENTS Editor’s Notes: ...................................... 6

Tips for dealing with the post-traumatic effects of experiencing, or witnessing, an accident

by Sky Kershner

Pilot Briefings: News and Events ......... 7 Air Mail: Readers write in .................... 11 Calendar ............................................. 14 Santa’s List: Landing Safety................. 15 Landing safely takes some practice and forethought Master’s Tips: Dixon White................. 19 Travel well with Dixons Tips

Rogallo Launches a Lifestyle.

With Francis Rogallo at the controls, hang gliding takes flight.

by Joe Gregor

Accident Reports................................ 20 Protect your spine. You only have one.

Ratings................................................ 52 Gallery ................................................ 55 Jeff O’Biren captures images at Point of the Mountain Utah USHGA BOD contact list .................... 62 Marketplace........................................ 66 Index to Advertisers........................... 77 Product Lines: .................................... 78 Back in the back, where you like to see it.

Cover Image: Othar Lawrence at the Red Bull Vertigo event in 2002. Photographer Denis Balibouse took this long-lens shot flying alongside in a tandem glider.

We may soar like eagles, but come winter, northern pilots have more in common with ducks.

by Davis Straub, Bruce Tracy, Jeremiah St. Ours and Jeff Cristol

Site Guide: Lookout Mountain Lookout Mountain Flight Park, Georgia

by Matt Gerdes

Heaven on Earth Aerotow park perfect place to perfect flying skills.

by Bob Reed

Soaring the Sierras Special skills needed to enjoy special thrills of soaring California’s Sierra Nevadas

by Stu Alderman 4

November, 2003: Hang Gliding & Paragliding

NOVEMBER,

2003

The story of the evolution of hang gliding. With Francis Rogallo at the controls, hang gliding takes flight.

Now what do you do?

Page 23

page 27

Make Like a Bird and Head South for Winter 37

LMFP 54

58 Heaven on Earth, except that it’s called Wallaby Ranch.

The bright sun and warmth do breed thermals, but they’re often violent little things.

64 Jeff O’Brien at Point of the Mountain, Utah Hang Gliding & Paragliding: November, 2003

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EDITOR’S CORNER

Taking steps to improve communication Communication Improvements Needed Effective communication stands as one of the best ways to avoid confusion, misunderstandings and confrontations within an association. As USHGA’s new Director Dan Nelson of Communication, as well as editor of this magazine, I’m the first to admit our communication with the USHGA membership has been less than perfect to date. But we’re working on that.

The need for improved communication was highlighted by the recent debate over the ballot measures concerning possible changes to the associations’ Articles of Incorporation. We reported the proposed changes in the February magazines before the spring 2003 Board of Directors meeting and covered them again throughout the summer. But we didn’t provide enough detailed coverage of the debate that occurred at that meeting and after. We did try to rectify that, though.

To spur debate and discussion in the weeks before the vote, we launched a new (for USHGA, at least) membership forum: a digital Letters to the Editor column. We solicited comments and concerns about the ballot measures and posted all the letters we received online. We’ll continue to utilize digital communication tools in the future, but we’ll also work on our traditional communication methods as well.

To help avoid the kinds of misunderstanding and frustrations that some members felt about the vote on the amendments to the Articles of Incorporation, we plan to launch a series of “Committee Reports” in the magazine. Each month, we’ll provide an overview of the work of one of USHGA’s 6

Standing Committees. We’ll work with each of the committees at the fall 2003 Board of Directors meeting to make sure we can provide a clear overview of the committee’s actions and proposals.

This new “USHGA News” series will take time to launch, however. The lead-time required in the magazine production process means there is roughly a twomonth delay between real-time events and their coverage in these pages (for instance, this column was written in early September, before the board meeting occurred in early October). The first reports from the board meeting, therefore, will be in the December issue.

We can mitigate some of those delay problems, however, by anticipating events. For instance, at the Board Meeting, the Publications Committee will discuss ways to improve the use of the website (www.ushga.org) as an effective communication vehicle.

We want to post association news more regularly and encourage reader feedback in our online forums. We’ll also solicit ideas for other electronic communications tools—some ideas that have been floated and which we’ll discuss in committee include: sending out a regular email newsletter to supplement the magazine; hosting interactive online chat boards for members and USHGA directors; and running a regular “Director’s report” column in which each regional director would write at least one column for the magazine (and/or website) each year about events of interest in their region.

These are all just ideas at this point.

Not all will work out, but some will—enough that we’ll see continuing improvements in communication between the USHGA leadership and the USHGA membership.

If you have ideas and suggestions for us, please don’t hesitate to share them with us. Remember, effective communication requires participation by BOTH parties.

We can send out information, but if you don’t read it, we aren’t communicating.

Likewise, we need you to tell us when we come up short—without that feedback from you, we can’t improve .

You can send your thoughts to me at editor@ushga.org. Or call me at (253) 840-1372.

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November, 2003: Hang Gliding & Paragliding

PILOT

Critter Harnesses Climb onto Retail Shelves Critter Mountain Wear’s new paragliding harnesses have arrived. All models have a focus on comfort, safety, weight shift and feedback from your glider. Constructed to the same high quality standards as the Critter paragliding backpacks, each harness is built out Dupont Cordura, nylon webbing and buckles from Stubai and Charly and is double stitched for long lasting durability.

Intermediate and advanced pilots can look forward to the Critter Apex. The innovative auto side adjustment system allows the pilot to fly comfortably in any position, seated or reclined, without sacrificing safety or glider control.

The Critter Apex Cygnus harness is identical to the Apex. The zip-off Cygnus airbag plus the14 cm back protection allows for even more protection.

For the ambitious xc and competition pilot, the Critter Anarchy harness is loaded with features including aerodynamic shape, under seat reserve, ballast pocket and a large back pocket with space for a backpack, hydration system and many other flight essentials.

The Critter Amigo Pilot harness is a dedicated tandem pilot harness loaded with a split leg design for easy running and increased comfort. The Safety-T buckle system, large back pocket and right or left hand reserve handle option are features experienced tandem pilots will appreciate.

BRIEFINGS

The Apex, Apex Cygnus and Anarchy harnesses are now available in four different sizes - small through extra large. The harnesses fit pilots ranging from 4’10” to 6’4”. Each harness comes ready to fly with a pair of steel carabiners, foot stirrup, back protection and reserve diaper. A left-handed reserve handle position is available as a special order.

The Amigo Pilot is sold with a pair of steel carabiners and back protection.

All Critter paragliding harnesses and accessories including backpacks, stuff tarps, flight decks, radio harnesses and instrument holders are available from authorized flight schools nation wide.

For more information, visit www.critterm ountainwear.com, or email critter@creste dbutte.net. You may also call (800) 6869327 or write to: Critter Mountain Wear, PO Box 975, Crested Butte, CO 81224.

New Aviation Resources Directory Available

There’s an updated resource for pilots of all kinds available now. The 2003-04 edition of the World Directory of Leisure Aviation represents the joint 7

Thanks.

Dan Barker

WILLS WING U2 You undersold how good it really is. I have been flying Wills Wing gliders since my first SST. The U2 is far and away the sweetest glider you guys have ever built. The quality and finish of the hardware and especially the sail are second to none. The glider just feels like magic in the air. Bar pressure is light and easy, roll response is effortless and well coordinated. The VG if very effective and I really like the short pull and how little effort is required. The U2 slows down nicely and goes fast without any yawing around. Pulled in as far as I wanted, the bar pressure was easy to hold and didn't make my arms feel like Jell-0 after 5 minutes. You have a glider here without any discernable faults, that any pilot will find a joy to fly.

Thanks to all at Wills Wing, Brad Hall

WILLS WING EAGLE I have owned a Super Sport, HPAT, XC, and now an Eagle. Flew the Eagle for the first time yesterday and am hooked.

Ben Burril is my dealer and always gives excellent service, support, advice, and is a class person. WW is a class company.

Thanks, Tim Felder

WILLS WING FALCON 2 I just completed my Hang 1 and

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training coarse. My firs::.;t s~ijiai;;~• • Monday night in a Falo~ wanted to thank you guys fm: great product. The Falcon aerotowieeif d~~~~~=-~ (not much for mountains in Wisconsin) and flew effortlessly, making my first flight a wonderful experience. Thanks • for helping to make a long-time clream a reality!

PILOT

work of aviation publishers in four countries: The United States, Britain, France and Germany. The directory includes contact information, as well as photos, descriptions and technical data about a huge variety of hang gliders, paragliders, ultralights, home-built planes, paramotors, powered harnesses, gyros and helicopters. In all, more than 1,500 aircraft are included in the directory. There is also a comprehensive guide to engines and accessories, details of training, a calendar of international events and addresses of national and international sporting bodies.

The World Directory of Leisure Aviation is published jointly by Vol Moteur of France, Flugel der Welf of Germany, Pagefast Ltd of Britain and Ultra Flight magazine of the United States. The paperback book is complemented with an online version of the directory, the World Internet Directory of Leisure Aviation, found at www.widola.com.

The book boasts more than 250 pages and retails for $14.99. To order, visit www.pagefast.co.uk

Apco Offers New Novice/ Intermediate Wing Apco’s newest offering, the TETRA, earned certification for ACPULS/AFNOR Standard Class in all 3 sizes – S, M and L – at both trim and accelerated. The Tetra XS is currently undergoing testing for similar certification.

As a result of the completing the certification process, Apco began shipping the gliders in late summer and pilots have reported, “love at first sight (flight).” The design of the new Tetra utilizes Apco’s durable materials, quality of production, and innovative design standards to create a glider with a fresh feel and dynamic handling (many pilots have even used the Tetra in aerobatic maneuvers and acro flying).

modern beginner glider that will satisfy the most discriminating pilot and instructor. But the new model is NOT replacing the Apco Fiesta—the company managers report they will produce both Fiesta and Tetra as the two models compliment each other, boosting our range of standard gliders.

NEW FLYTEC 5030GPS

The Tetra also proved to be an excellent glider for paramotoring enthusiasts, especially when pilot needs a glider, which can be used for both paramotor and free flight.

The Tetra design features include: * Diagonal rib structure * Elliptical planform * Top surface color design * Split A-riser with A, B, C, D line attachment * Apco’s traditional cloth and lines used to insure long-lasting maintenance free service (Siliconised double coated cloth for top and bottom surfaces – 3 year/250 hour warranty and new range of Superaramid Cousin lines with 30% increase in breaking strength) * All metal parts Stainless Steel/ Aluminum

The Tetra is the fruit of a long intensive development process, aimed to create a Hang Gliding & Paragliding: November, 2003

BRIEFINGS

Flytec USA is pleased to announce the new Flytec 5030GPS. The 5030 is a highly advanced vario and flight computer combined with an integral 16 channel GPS. While the 5030 is very sophisticated, it is also very easy to use.

The display and all of the functions are customizable by the user through a very easy to use on screen menu system.

Some of the noteworthy features are: • Large, high contrast, graphic LCD (320x240) • Ergonomic two color tactile keypad • Extensive control over audio functions • Up to 200 waypoints can be defined • Up to 20 routes with 30 waypoints each • Automatic notification on enter/ exit of FAI cylinder • Indication of direction and distance to last lift • Up to 96 hours of FAI/IGC data logging memory • Track log records, longitude, latitude, altitude 9

PILOT

BRIEFINGS

• Total energy compensation • McCready STF and glide path • Simulation mode for all features and functions • 25 hour Internal NiMH battery • Current voltage and remaining run time display • Compact and aerodynamic housing (7x3.75x1.75”) • Twelve user selectable fields: Wind speed, Wind direction Time of day, Flight time Ground speed Wind component Altitude over destination Distance to destination Bearing, Track, Direction to best climb in vicinity Ambient temperature Relative altimeter (A2) Cumulative altitude (A3) Barometric pressure Glide ratio through air Glide ratio over ground Glide ratio to waypoint

The firmware in the 5030GPS can be upgraded by the user using a PC and can be downloaded from the Flytec USA website.

There are numerous improvements in development and should be available by the time of this writing. Some of these are: multiple graphic display options, addition of very popular 4030Race final glide functions, easier to read fonts, ability to customize size and number of user fields per page, compatibility with FlyChart software and much more.

The 5030GPS comes complete with NiMH battery, HG or PG bracket, improved owner’s manual, vehicle and wall charger, PC interface cable, protective carry bag, one-year warranty and unparalleled Flytec USA tech support.

For more information contact: Flytec USA at (800) 662-2449; FAX (352) 429-8611; email info@flytec.com. Or visit www.flytec.com.

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.

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November, 2003: Hang Gliding & Paragliding

Contact us at 719-632-8300 — or on the WEB at www.ushgf.org

PILOT

BRIEFINGS

Destination: Montana Soar the Big Sky Once upon a time, a handful of hang glider pilots knew of a unique place to soar: the wild Big Sky country of southwest Montana. They had a great lodge to stay in and a launch site all to themselves. The lodge closed down and the hang gliders disappeared.

Now under new ownership, the Horse Prairie Stage Stop again offers hang gliders the perfect retreat for some of the best ‘wilderness’ hang gliding in the country. Using the gradual elevation provided by the great divide, Jeff Davis Mountain offers the perfect launch for exceptional XC flights with unmatched scenery. The Stage Stop typically hosts an annual fly-in for local groups but with the growth of the Hang Gliding community we would like to start promoting this little known, but exceptional location to folks abroad.

The Horse Prairie Stage Stop is located in Southwest Montana within the tiny town of Grant, Montana. Grant is found about 95 miles south of Butte, and just 15 minutes west of Interstate 15 The Horse Praise Stage Stop comprises a historic restaurant, saloon and hotel.

The rustic lodge-type atmosphere of the 100-year-old Stage Stop matches the untamed landscape around town.

The Stage Stop offers lodging for up to about 25 people and RV slots with full service for 4 RV’s. After a day of coring thermals, pilots can relax in a new 8person Tiger Spa Hot tub.

Hospitality, good home cooking, comfortable accommodations, Digital big screen, pool, BOSE sound system, hot tub and outstanding flying in wilderness-like surroundings—are you ready to hang glide in paradise? Call (406) 681-3144.

Hang Gliding & Paragliding: November, 2003

AIR

Accident reports provided valued service As a new pilot in the 1990s I learned a lot from the monthly accident report column in the Hang Gliding magazine.

It taught me that no pilot is perfect. I learned to always evaluate my own flight procedures after reading that section to make sure I did not repeat those same mistakes. Regarding September magazine’s hang gliding accident reports, the way the magazine is currently reviewing these reports is not nearly as helpful. I would encourage the accident review committee to expand on each report with more information about what went wrong and how to avoid such mistakes in the future. I realize that your assessment may not always be correct about each incident, but the review of what you think might have lead to the crash is still valuable. The current publication reporting does not provide enough information to pilots on how to avoid such an accident.

I admit to being a pilot who did not write up an USHGA report back when I crashed as an intermediate pilot four years ago. I am not sure if anyone else wrote the report up for me. As a new pilot I did not even know there was a proper form that needed to be filed with USHGA. Today I find that information to be very valuable as an experienced pilot. I now log onto the USHGA web site the same day as the crash and fill out a report if I am the second or third pilot on scene. I am a volunteer firefighter who responds to most calls we have at Sandia Mountain under the Sandia Soaring Association (SSA) club membership.

As members of USHGA it is important that at least one member of the local club AND the crashing pilot file a report with USHGA. This way we get two perspectives: One report as the observer of the local flying conditions and one report from the pilot in command. Having multiple reports on the same scene will help the review

MAIL

committee provide feedback to readers on how to avoid these accidents.

SSA has just modified our own site rules as a result of the latest pilot crash involving an out-of-town pilot.

Requesting a local club member to write up a report may help other members realize that changes to launch or the way they operate at a site should be upgraded for the benefit of all pilots using a site. Unless we evaluate the mistakes as a group we will never grow in safety as an organization.

The development of the USHGA web site created an easy format to write-up incident reports for all pilots. I would like to see USHGA mandate a new skill for H2/P2 pilots. That skill would require all H2/P2 pilots to generate a sample incident report for submittal to their instructors. This skill would teach pilots that there is a system within USHGA for filing a report. This exercise would teach the student to make note of important issues with the accident, such as conditions of the site, what equipment was used, and what they think might have corrected the problem. With this new skill pilots will not be intimidated about going to the site to file a report and they will be familiar with the filing procedures. In many cases the same story you write up on the local club BBS can be used for submittal to USHGA in the narrative section.

USHGA should be able to modify the current web site with a new link for filing these test reports. The student could then print out the report just like the actual report allows and file that paperwork with his or her instructor.

I hope you find this to be a good suggestion for USHGA and its readers.

The most important thing to remember is we can never have enough reports filed on the same incident.

Tim O’Brien 11

A I R

M A I L

Combined calendar takes unification too far Combine the hang gliding and paragliding organizations? Yes, this makes philosophical sense. We share the air, we share the sites, and we share the dream of free flight. Combine the magazine? Yes, this makes operational sense. Similar topics, similar concerns, less overhead, less cost.

Combine the calendar? NO! I don’t fly paragliders. PG friends of mine don’t fly hang gliders. Let’s say the content is split 50-50—only fair, right? But that means that 6 months out of the year I’ll have my wall decorated with a completely uninteresting picture.

Co-workers coming into my office will invariably ask, “I didn’t know you flew those things.” My reply will be, “I don’t.”

“Then why do you have that calendar?”

Why indeed?

Combining the governing body, yes.

The magazine, yes. But combining the calendar is taking things too far.

Kevin Landel

Get GPS settings standardized In Volume 33, Issue 6, there is an article by Peter Gray titled “GPS: Don’t get lost, stay found.”

I agree whole-heartedly with Peter that using a local reference on your GPS involves far less communication to relay your current position, particularly when the pilot is busy flying, and the retrieval driver is busy steering. This is a time that you simply do not need to be specific within a couple of meters.

However, there are a couple of things about this method that Peter did not mention that would have a large bearing on it’s success rate.

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First, I have only met a few pilots who are interested enough in their GPS to learn how to use it to the point of being able to set up a waypoint using references. Adding or subtracting 180 degrees from the bearing reported by the pilot seems to be a stumbling

point. Newer units address this issue.

Second, the more simple units are limited to a reference distance of 99.9 miles or kilometers, reinforcing Peter’s view to use the most local reference available. That means changing the

CORRECTION: As we produce Hang Gliding & Paragliding magazine, we strive for accuracy and fairness. However, we can make mistakes. Last month, we erred in omitting the final results from the Rat Race Competition story. Here are those results: Finish

Name

Glider

Score

1 2 3 4 5 6 7 8 9 10 10 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 36 36 36 36 41 42 43

Brett Hardin Tim Pfeiffer Hayden Glatte Gary Scillian Dustin Pachura Jugdeep Aggarwal Sam Crocker Rick Tompson Wendy Hughes Tom Pipkin Devin Bailly Nick Greece Ron Faora Steven Pairie Bill Hughes Bill Gordon Fred Krusemark Brendon Pegg John Kloer Peter E. Warren Brian Kerr Thayer Hughes David Olson Dana Greaves Tom Beidler Toby Harris Karl Blust John Olson Josh Gelb CJ Sturtevant JuanCarlos Restrepo Rob Rinker Jose/Katia Rosas Topher McGarry Joe Rodriguez Jamie Fisher Gert Pokorny Kelly Kellar Leslie Sawyer Dan Keyser Andy Keller George Bruder Richard Ray

Apco Simba Apco Keara Nova X-Ray Independence Dragon Airwave Magic III Ozone Octane Gin Glider Oasis Gin Glider Oasis Ozone Vibe Advance Sigma V Apco Allegra Paratech P43 Swing Mistral II Independence Dragon II Gin Glider Bandit Gin Glider Nomad Windtech Quarx Advance Sigma V Advance SigmaV Airwave Sport Edel Live Apco Bagheera Gin Glider Oasis Ozone Octane Firebird Matrix Apco Bagheera Ozone Vibe Ozone Octane Swing Arcus Apco Presta Airwave Magic XIX Inter II Airwave Scenic (Tandem) Apco Futura Advance Epsilon III Swing Arcus Swing Mistral II Ozone Octane Airwave Logic Advance Sigma V freeX Moon Edel Saber Gin Glider Oasis

1811 1628 1483 1463 1447 1433 1408 1381 1287 1227 1227 1222 1206 1198 1106 1087 1052 998 959 937 905 872 827 823 817 813 761 709 644 633 555 523 471 445 395 297 297 297 297 297 263 165 132

November, 2003: Hang Gliding & Paragliding

AIR

reference during the flight for BOTH the pilot and the driver. That could get confusing for a driver that is chasing multiple pilots using different references because they are at different stages of their flight.

And last, but certainly the most important. Peter did not mention that if you use this method, it is critically important to insure that ALL GPS’s have the same setting for the “North Reference”. The values that can be chosen are “True North,” “Magnetic North,” “Grid,” or “User.”

Mismatches of this setting between GPS receivers using reference position reporting will experience shockingly large differences, because the bearing the GPS is reporting is relative to this setting. In my part of the world, the difference between true north and magnetic north is about 22 degrees.

If you realize the error, the GPS can be set to match the pilot, and the waypoint corrected, but you have to realize that you made the mistake first, and know how to correct it.

This reference method of reporting your position has many advantages as Peter pointed out, I have been advocating it for many years in my experience as a retrieval driver.

However, this method does indeed require careful forethought and familiarity with the GPS before it is reliable. I still tend to get a full latitude/longitude position, if I can, once the pilot is on the ground, and I am pulled over on the side of the road.

Better yet, I have recently taken to using Kenwood radios with APRS. It is so easy, it almost feels like you are cheating. But that is another article.

Ted de Beaudrap

MAIL

Photographer perfectly captures scene

Photo: Hannes Schmalzl, Austria I just read the September issue of Hang Gliding & Paragliding. I’m a hang glider pilot only and never tried the paragliding thing. I just wanted to say the center spread of the magazine looked incredible.

The photographer did everything right with the ship, surf and the paraglider.

Big kudos for this one.

James Richardson

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Hang Gliding & Paragliding: November, 2003

13

C A L E N D A R

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 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 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.

JANUARY 8-20, 2004: Pre-World Hang Gliding Championships, Hay, NSW Australia. Practice days: Jan 6 &7th. hotdc@tpg.com.au

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: PG tour of Western Australia, P3 or higher. Contact Mike Eberle, North American Paragliding at napi@fun2fly.com, (206) 320-9010.

DECEMBER 5-17,2003; DECEMBER 27, 2003-JANUARY 8, 2004; JANUARY 22-FEBRUARY 3, 2004: Fly Ecuador this Winter! www.thermaltracker.com DECEMBER 28, 2003 – JANUARY 4, 2004: P2+ Tapalpa, Mexico Trip#1 Join Parasoft on their 10th year of flying trips in Mexico. Granger Banks (303) 494-2820. http://www.parasoftparagliding.com/MexTapal.html DECEMBER 2003–APRIL 2004: Valle de Bravo, Mexico and more. www.flymexico.com 1-800-861-7198.

fun flying NOVEMBER 8-9, 2003. Florida Ridge Grand Opening and Fly-in. 18265 State Road 80 between Clewiston and LaBelle. (863) 805-0440.

Info@TheFloridaRidge.com.

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 JANUARY 3-17, 2004: 7-day central Mexico tour w/Dixon White & Juan Laos. Contact Juan juan.laos@realpvs.com or (925) 963-7802 for reservations.

clinics, meetings, tours NOVEMBER 2-8, 2003: Ridge Soaring Clinic in New Mexico with Parasoft Paragliding School. www.parasoftparagliding.com/NewMexico.html NOVEMBER 7TH-16TH: Paragliding Manuevers Clinic (Boat Tow) Sarasota, FL. Contact Curt at: fly@warrenwindsports.com 941.485.3924 NOVEMBER 9-15, 2003: Ridge Soaring Clinic in New Mexico with Parasoft Paragliding School. www.parasoftparagliding.com/NewMexico.html NOVEMBER 7-10, 2003: Airplay Special Clinics. T-3/ITS seminar. Contact dixon@paraglide.com or (928) 526-4579 for details.

NOVEMBER 15-30, 2003: PG Thermal & XC tour of South Africa.

Contact Mike Eberle, North American Paragliding at napi@fun2fly.com, (206) 320-9010.

14

JANUARY 4-11, 2004: P2+ Iguala, Mexico Trip#1. Granger Banks (303) 494-2820. http://www.parasoftparagliding.com/mexico.html JANUARY 11-18, 2004: P2+ Iguala, Mexico Trip#2. Granger Banks (303) 494-2820. http://www.parasoftparagliding.com/mexico.html JANUARY 18-25, 2004: P2+ Tapalpa, Mexico Trip#2. Granger Banks (303) 494-2820. http://www.parasoftparagliding.com/MexTapal.html MARCH 1-10, 12-22, 2004: Traveling Brazil Tour, HG March 1-10, PG March 12-22. Check www.pyramid.net/advspts/brazil.htm for more details or call Adventure Sports (775) 883-7070.

NOVEMBER 8-9, 2003: Florida Ridge Grand Opening and Fly-in.

18265 State Road 80 between Clewiston and LaBelle. (863) 805-0440.

Info@TheFloridaRidge.com.

November, 2003: Hang Gliding & Paragliding

S A N T A ’ S

Don’t let the ground get ya

problem as long as there isn’t a strong horizontal component.

By Chris Santacroce

Landing Some people say that they are the most fun part, for some, the most dreaded. Either way, as the saying goes, “landings are mandatory.” I am a little biased, but if I am not flying, one of my favorite things is to watch people land. Needless to say, I am quite partial to watching people land in the water. Still, a lot can be learned from watching. Resist the temptation to look at the glider. Only the pilot, the posture, the hand movement and the trajectories are interesting.

Let’s take a few pages to dissect this all important element of every flight.

Common Problems First, there are some common problems and some common mistakes. As with most things in paragliding, some aspects of landing well are not intuitive.

Coming in too fast; If you are coming in fast, you should smile knowing that the speed that you are carrying across the ground can be used to bring you to a stop.

Landing too hard; If you are landing too hard, then you need to re-evaluate some aspect of your landings. Generally speaking, you need to manage the “energy” better.

Landing too fast; Landing too fast isn’t really a Hang Gliding & Paragliding: November, 2003

Can’t get the flare timing right; Flare timing is a big subject. First, you have to decide what type of landing you are going to make, then you have to make sure that you have yourself in the proper posture and that you are looking in the proper place, then you get to watch your hands do the perfect flare.

Preparation I often say that if we manage to get ourselves a long straight final and we are in the proper posture, that we are 60% of the way there. The remaining 40% resides in looking ahead while maintaining awareness about hand position.

Simple Flare Timing A “simple flare” involves 1) being in the proper posture and being pointed straight into the wind 2) allowing the glider to fly fast until at “some magical height” 3) applying brake smoothly from zero brake/ trailing edge deflection to full brake, arms straight down at our sides.

Dynamic Flare Timing A “dynamic landing” is one where we 1)point straight into the wind, in the proper posture while exercising zero brake 2) apply some small amount of brake that changes our vector from being vertical to horizontal 3)wait until we start to descend once again and then apply full brake before touching down.

L I S T

Taking Wraps Whether or not we take wraps depends on a huge variety of variables (too numerous to mention) from the length of the pilot’s arms to harness geometry to density altitude.

In any case there are some rules of thumb (so to speak): 1. Take the wraps while you are still high 2. Check to make sure that it is possible to put the hands up and have no trailing edge deflection on the glider 3. Apply some brake to check and see how much brake is needed before some change in pitch is affected One of the biggest barriers to achieving a successful flare is to let the paraglider, the slowest non dirigible aircraft on earth, to fly at full speed before applying full brake in a smooth and continuous fashion. To pull brake while high, to not allow the glider to fly full speed for a moment or two as any/ all oscillation subsides. These are the shortcomings of the flare challenged. We have all been flare challenged at some point.

Approach A poor approach can lead to a poor landing. Use a systematic approach every time even when it isn’t necessary.

Choose a system that has the potential to deliver you to a restricted landing zone in time of need.

15

S A N T A ’ S

L I S T

Landing Posture Most pilots stay reclined in their harnesses and rock upright into a landing/ standing position as they flare. This may be the worst crime in our entire sport. We lose a huge number of pilots each year to back injuries. This is a function of the fact that we have zero to little suspension in our spinal columns. Our back protectors work to help in this regard, but the record show that it is inappropriate to bet on these “last chance” support systems. Conversely, we have several feet of suspension built into our legs. Paratrooper, tree climbers, and uncoordinated people worldwide have been using this system for years.

See Your Hands A favorite instructor of mine once observed that pilots, particularly new pilots, lose consciousness when they begin their inflation and only regain it when they are comfortably seated in their harnesses. Likewise he observed that pilots often lose consciousness at about thirty feet AGL and regain it just after the glider hits the ground. I believe this to be true to a large degree. Ask a pilot who just blew a launch or landing what happened and they usually have little idea. Naturally, they seem to have little idea where their hands were.

In response to this dynamic, I encourage pilots to watch their hands during the inflation, as they transition into their harnesses and then again when they are final.

We demand that our students put their hands/ heads in a place where they can see their hands out of their periphery before during and even after their flare. This way, whether the takeoff or 16

landing goes well or not, the pilot may have some idea what determined the outcome.

Flare Timing We have already established that we’ll be in an upright, PLF posture with eyes on the horizon, hands visible in our periphery. When? When to begin the flare? Some say; ten feet, the height you would be at if you were standing on tall persons shoulders, roof top height etc. These are all decent benchmarks.

A smooth and deliberate pull on the brakes all the way down until the arms are straight is the key. But, there are rules and details; If you think that you might have started to flare too high; pause, then finish, never let off the brakes once you have begun to pull them.

One thing that results in bad landings is not finishing the flare. Many pilots will get do half of a flare and then touch down, ouch.

Another thing that doesn’t work is to flare way too high. This can result in unnecessarily hard landings. Most modern beginner gliders won’t stall if the pilot is in the weight range until the brakes have been held full on for a period of time. Generally speaking, it’s better to flare a little high than to not flare at all.

Style In case you are thinking that the best pilots you see stay reclined in their

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November, 2003: Hang Gliding & Paragliding

S A N T A ’ S

harness and flare late, please know that the top pilots in the world can be seen hanging from their leg straps in a true PLF position when they are making difficult approaches to difficult LZs. The stronger the conditions, the more upright the pilot.

The more experienced the pilot the better the landing posture. Simple.

The Big Picture We have to be students of landing.

We have to do exercises and drills to prepare us for the most difficult landings of our lives. Each landing is important as the next. Here’s a checklist of things that we can do in order to land better; Watch people land, look at their hands, and see if you can tell where they are looking Identify common landing mistakes avoid them Have a pre-landing check list; Wind Check Approach Planned Final, Long Wrap Taken or Not

to flare, put your arm out in a “bracing action” if you have sideways direction across the ground, land “off the wind,” hit people or things, try the dynamic landing before seeking instructor guidance, start slowing down when you are still high.

Thermal Conditions We have an obligation to “feel our brake” during the approach in thermal conditions.

We mustn’t allow our gliders to deflate when on final. Still we have an obligation to allow the gliders to fly faster for a moment in an effort to develop/ retain some energy to be used for the flare. This is more important in low/ no wind environments.

Thermal conditions demand that pilots be “trigger happy” on the flare. There are two possibilities in such conditions; getting “popped” or “dropped.” No one can predict which will happen. Because one pilot gets popped, another may get dropped seconds later. Expect either.

If you get popped up, then keep your hands in sight, maintain your good landing position (feet touching one another) BUT, be ready/ trigger happy on the flare. Make sure to finish the flare; this is the prime directive.

L I S T

energy usable for changing vertical energy into horizontal energy and for lowering ground speeds.

I have seen pro tandem pilots land ninety year old women in switchy, high, hot, humid landing zones with fast tandem gliders on slippery grass.

They minimize the vertical speed and let the horizontal speed (across the ground) take care of itself. Likewise, some skydivers fly less than 90 square foot canopies, that’s 8 square meters compared to the smallest paragliders, which are 18, square meters. Guess what, the speed across the ground is not a factor, their trajectory at the ground is the only factor.

Famous Last Words “I took extra wraps because I knew I’d need them.”

“I saw that I was downwind and turned at the last minute.”

“I saw that I was going fast and so I picked up my feet.”

“I thought my back protection could take it.”

“I stuck my legs out straight.”

Legs Down, Feet Together Hands Up, Elbow In

With the check list complete, say “flare timing.” Watch your hands and watch yourself make the perfect flare. R

If you get dropped; FLARE. We have to identify such conditions for what they are and know that an early and deliberate flare may be necessary if the air “feels” like it is “dropping out” if it feels as though you are landing in a “hole.”

Trigger happy…

Never: take extra wraps at the last minute, turn close to the ground, lose track of your hands, give up, forget

Pulling the brakes abruptly usually kills

Eyes on the horizon Hands in sight

Hang Gliding & Paragliding: November, 2003

Chris Santacroce is a USHGA Tandem Administrator and Instructor Administrator, doing his part to make more, better tandem pilot paraglider pilots and instructors.

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M A S T E R ’ S

Top 10 Travel Tips For Pilots

by Dixon White

A truly GREAT reason to get involved with footlaunched aviation is that many vacation spots might have some sort of ridge or thermal flying nearby.

You’ll get to discover more about the vacation area, make new friends you’d never have met, and have a hoot getting to fly while traveling.

It’s pretty darn easy to throw a paraglider in the car or on the airlines. If you fly hang gliders, do your homework: there’s a chance a school near your destination has a glider for rent. Better yet, plan an entire trip around your flying. There are some great tour companies offering fantastic trips that are virtually hasslefree. I want to thank Jeremiah St. Ours of Brazil Adventours and Matt Gerdes of The Free Ride Guide European Tours for their help with these notes.

So, here are some helpful ideas for your travels. I’m sure there are loads more, and hopefully this article will spark more contributions to the “Letters to the Editor” forum. This coming Winter season, with all the great travel deals, will probably see MANY pilots heading to Central and South America, New Zealand, Australia, the Alps, and so on.

1. Use the Internet or other directories such as the USHGA to find out what clubs or schools are located near the area you plan to visit. Send an e-mail or call and introduce yourself. Then actually make an appointment. You’ll be glad the local “guru” clued you in on the best local sites, the rules, and then helped you get the best conditions. Don’t wait until the last minute to make contact— give them plenty of time.

2. Make sure ALL your gear is actually airworthy and everything is ready to go. This means checking your radio/ vario/GPS batteries, having Hang Gliding & Paragliding: November, 2003

gloves, a freshly-packed reserve, and everything adjusted just the way you like it. Take some time to practice “gearing up” and do some kiting at the local park if you’re a little rusty.

3. Research the country you intend to visit before leaving. Go to the library and surf the Net to bone up on your destination’s history and culture, geography and climate. If you’re traveling to a place where they don’t speak English, get some tapes and practice the basics.

4. It’s a good idea to carry two photocopies of your passport, tourist visa, and plane ticket with you, placing them in two separate places—not with the originals.

Just in case anything gets lost or stolen, leave photocopies of all of your important documents at home.

5. Don’t overpack. Wash your clothes en route (carry some Woolite in a small squeeze bottle). Buy necessities like sunscreen and bottled water once you get there.

Reduce the number of chargers you need by buying a variable unit, then share it with your fellow pilots. Or forget chargers altogether—AA batteries are readily available all over the world.

6. Disassemble your harness to make it more packable. You can halve its size simply by compressing it with some straps (you may have to remove the protection to do this). Use the harness’s Kevlar sheet as an internal luggage protector. Roll up your wing tighter and smaller than usual and wrap it in a plastic bag before putting it in its stuff sack. Then pack it in the center of your luggage. Jeremiah knows a pilot who’s wing arrived at the baggage claim in Maui inexplicably soaked in oil! Fill your helmet and boots with gloves or whatever—leave no empty space.

T I P S

7. Have your paraglider wrapped by the shrink-wrap stands you can find at some airports, or use a large duffle to transport your glider so it’s not so obvious.

Tag your reserve handle with a caution labelled “Do not pull” and strap it down to avoid security deploying your reserve.

By the way, most places need you to use your hiking pack in order to have enough room for you to join a group, so don’t just take your stuff sack. Be sure to check your hook knives, tree saws, and anything else that might be considered a weapon. Carry your precious instruments as carryon. And remember that Security can make you give up too many extra batteries (there is a rule of no more than one set of extra batteries for an electronic device).

8. Take difficult-to-find items with you, like repair tape for your wing, suspension line material, an extra reserve deployment bag with appropriate handle, and an extra antennae for your radio.

9. Try and secure some type of travel insurance that will help get you home in the event of an accident. Diver’s Alert Network (D.A.N.) is popular and can be easily found on the Internet. Put vital information—such as your name, address, allergies, and blood type—on your helmet, just in case you wreck without friends.

10. If you head out on a paragliding adventure tour, and you’ve got family, be sure and call home every night—it’ll make it easier for you to go next time.

Have a GREAT time on your trips.

Dixon White is a Master Rated (P-5) pilot with more than 7500 injury-free flights.

He is a Paragliding Tandem and Instructor Administrator for USHGA. 19

A C C I D E N T S

PG Accident Report

by Peter Reagan

When we are first learning to fly, many of us imagine that conditions are just right for what we want, even though our senses are telling us a different story.

So we have a scary flight or a crash, and hopefully learn that we cannot wish for conditions and make them better than they are.

Unfortunately, the same is true of skill.

Flying is a very complex interaction, and skill can be the razor line between success and disaster. Part of “situation awareness” is to be aware of what one really can do, and not bank on what we wish we could do or what we know some of our friends can do.

That means that just because the local sky god can do something doesn’t mean you can. There is no dishonor in this. You will find after the accident that it’s much more embarrassing to be hurt. In case you are wondering, I’m mending well, but still have some time and work ahead of me before I get back under a canopy.

Here are some examples.

Mountain site, mid-day Trees are gradually growing in front of this site, making launches sketchier.

Thermals coming up the face and prevailing winds crossing over some trees from the right, causing some turbulence. Several pilots are in the air.

An intermediate pilot reverse-inflates a DHV 1-2 wing. He turns to run before the wing is solid and tries to pull out a tip fold. However, after becoming airborne very close to the trees, he has a greater than 50% right deflation.

Probably from too much left brake. He rotated left rather rapidly and spiraled into the ground.

Pilots ran down the hill to him. But by the time they arrived, he was standing 20

up, saying he was fine. He was then helped to walk back up the hill in increasing pain from his back. After briefly standing on launch, he decided to let a family member drive him to the hospital. But after a few miles, the pain became so severe that he asked that an ambulance be called. He had a lumbar fracture requiring surgery.

This launch is getting trickier. Turbulence from the trees is more common, especially when the wind is crossing.

It is important to immediately have a very good inflation at the top of the hill before launching. It is also important to continually reevaluate when this launch becomes unusable.

And lastly, there is the issue of his rescue. Pilots are an independent lot.

We are embarrassed if we are in any way incapacitated. After an accident, we have an almost irresistible urge to jump up and prove we are fine (been there, done that, VERY recently). And we also only gradually become aware of our pain (maybe at least 20 minutes before a fully-conscious victim has begun to appreciate the details of his injuries).

It’s very rarely necessary to move an injured pilot with back pain, and occasionally it is catastrophic to do so.

So a basic rule of thumb is this: If you are the victim, don’t decide to stand or walk for at least 20 minutes. If you have back pain, JUST STAY PUT and let your friends help you. You are incapable of assessing the severity of your injury. You owe it to your friends, your family, and of course to yourself.

The spinal cord is not a thing to be taken for granted. If you are a bystander/helper, find out if any back pain is present. If not, and the pilot wants to move, your job is to slow him down as much as possible, so he has time to sort out the details before he tries something rash. If there is back pain (I mean, obvious pain, but it doesn’t have to be severe), your

A C C I D E N T S

job is to insist that the pilot stay on the ground until professional help arrives.

Tell him he doesn’t know how badly his back is injured and it isn’t worth the risk.

He won’t be thinking along those lines right then—his priority is to prove to the world he’s OK. Beach site, variable wind An inexperienced pilot without a helmet was kiting on a sandy beach. The wind died and the wing was lying on the ground. A gust came and jerked the pilot forward. The wing inverted and the pilot tried to control it with brake lines. He was dragged across an asphalt road. He tried to get to his feet but ended up sliding on the road, taking a lot of abrasion on his harness, but also spraining his right knee.

things we have learned well, and it becomes harder to become expert at new skills. This pilot was observed on numerous occasions in the past to fly too slow, had been coached by several instructors about this, and was unable to get the hang of it. I hope his recovery is going well.

Protect that spine.

You only have one.

Any time you are hooked to a paraglider, you must be prepared to fly. And remember that kiting in a strong wind is every bit as dangerous as flying in one.

When he overshot the last good open patch, he reached up to pull ears but inadvertently pulled the A-risers. This caused a violent full-frontal deflation and a forward horseshoe configuration.

The pilot swung forward, then back hard, and fell 20 feet to impact.

Dry mountain site, midafternoon, early spring A relatively inexperienced visiting older pilot was seen approaching the LZ on a DHV 2 glider with his hands deep in the brakes. His glider was doing OK. But about four seconds later, he executed a right turn, still braking hard. And within a few seconds, the wing entered a right negative spin.

After about 360 degrees, the wing surged to almost horizontal. At this point, the pilot was not observed to dampen the surge. There was a very large deflation at that point and the glider rotated another 180 degrees, twisting the risers. The pilot impacted, going backwards at perhaps 30 MPH ground speed on a lightly upsloping surface, bouncing over his right shoulder into some fairly soft dirt.

He was unresponsive to helpers for the first few minutes, but breathing and pulse continued. He began to talk, but was unable to feel his legs or move his Hang Gliding & Paragliding: November, 2003

Mountain site, mid-afternoon, strong thermal conditions A very experienced pilot (but with no flights for 9 months) did a forward launch into a light thermal cycle and noticed a minor D-line tangle that was causing a distortion in the middle of the wing. The wing was fairly active in the thermally air, but the pilot worried that the snag was affecting its stability and tried to top-land immediately.

He had severe back pain, but no neurological deficit, so he walked with help 100 yards back to a waiting jeep.

He was driven to the hospital where he spent 2 1/2 weeks recovering from spinal surgery.

arms. He was kept immobile at the scene and rescued by ambulance within 30 minutes. The next day in the hospital, sensation had returned, but movement was only partial. We have no more recent update. I will comment again about the older pilot. I too am a member of that club.

This one reminds me a little of my own accident: an experienced pilot failing to take note of marginal conditions inside his own head. And here is another example of the heroic walker: yet again, luck was with him.

It won’t always be. Protect that spine.

You only have one.

I really appreciate these reports. Keep it up. You are doing important work.

As we age, our motions become subtly less fluid, and our responses less crisp.

Our skill decreases some, even for 21

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INCIDENT STRESS

he ambulance has just left with one of your flying buddies in pretty bad shape.

What remains of his gear is scattered around his crash site. There is some blood on the gear, some blood on the ground, and some blood on you. There are 10 other witnesses and on-the-scene helpers, all in various states of shock and disbelief.

Now what do you do?

The impulse might be to start packing up the gear and get to the hospital, or to go home. Is there anything else that can be done? Yes, there is one more thing to do: debrief the situation.

Any time there is a serious accident there are two kinds of trauma present. The most obvious is the physical trauma to the ‘victim’ of the accident. The second, and much more subtle, is the emotional trauma to the witnesses, the rescue workers, and anyone else connected with the person and the event.

Just as many of us are trained in CPR and Emergency Medicine, and it is good to know who those folks are in each local flying community, so it can also be important to have one or two folks in each local pilot group who are trained in the skills of helping members of the flying community deal with the effects of emotional trauma after a serious accident.

by Sky Kershner

Hang Gliding & Paragliding: November, 2003

Knowing how to deal with this emotional trauma requires the same kind of expertise and skill as dealing with the effects of physical trauma, and the stakes can be nearly as high. Of the 30 fatalities in paragliding in the US over the past 10 years – seven in the last year alone (see the article by Jim Little in the May 2002 edition)—there were many, many people affected: the family, friends, neighbors, and co-workers of the deceased, to be sure. There were also, at the event of the accident, the fellow pilots, the witnesses, and the emergency personnel, all of whom were impacted in some way by what they experienced. While all of these people are living with some aspect of the impact of the death in their life, some will bear particular scars related to the memory of the event, possibly for the rest of their lives.

23

INCIDENT STRESS

Stress reactions that occur after a traumatic event include difficulty sleeping and relaxing, an increase in the startle response and hyper-vigilance, worry, anxiety, panic attacks, intrusive memories, nightmares and flashbacks, difficulty concentrating, irritability, social withdrawal, increase in drug or alcohol abuse, and depression. The effects of these posttraumatic stress reactions to sport pilots can be significant, resulting in decreased performance, not wanting to fly any more, or giving up the sport all together.

The effect of post-traumatic stress (PTS) can also be severe and devastating and can result in job loss, divorce, and in some cases suicide. The significance of this kind of stress cannot be over stated. The war in Vietnam has provided us with many valuable lessons, including in the area of what happens when the reality of PTS is ignored. Of the US military who served in Vietnam, more have died after their return, as a result of PTS-related suicide, than were killed in action (58,200 were killed in action, estimates of the post-war suicide rate range from 80,000 to 200,000). Clearly we need to do better helping people get through the effects of experiencing severe trauma.

Critical Incident Stress Management (CISM) is the term used to describe the kind of programmatic approach used by most professionals in the field today to help deal with traumatic stress in a variety of situations. CISM team debriefings are now a required component for many emergency and military personnel as they deal with the after-effects of what they witnessed on the job or in the field, especially if there has been a line-of-duty death. CISM is a required component in the Red Cross recovery plan for dealing with major air disasters, and was the primary protocol in NASA’s dealing with the aftershock of the Columbia space shuttle tragedy.

CISM offers several important protocols in the event of a sport flying accident. The type of CISM protocol is determined by the amount of time that has elapsed since the event. The significant time for stress management intervention is in the first hours and in the first days after the event has occurred.

How fast the natural process of healing takes place is partially determined by how the first few hours and days go. A little attention to the first few days can mean a huge amount in terms of reducing the possibility of longer term, drawn out stress and suffering.

Much of post crisis stress management happens naturally and spontaneously. It is not unusual for pilots to gather to talk about an accident after it has happened, or to talk oneon-one about it. Often these talks will focus solely on the technical aspects of what happened, and the logistics of the aftermath. Sometimes stress reactions (in terms of thoughts, feelings, and physical reactions) will be discussed. These kinds 24

of conversations, however, are very easy to avoid, since they may bring up some painful memories, and most of us prefer to avoid pain.

The most common reason for not engaging in these discussions is that “I am doing okay, I don’t need any help.” This in fact may be true, but with post-traumatic stress, denial tends to also be a significant factor. Having the structure of a CISM protocol ensures that the bases will be covered, just in case my assessment of myself (or a group’s assessment of itself) is incorrect or slightly impaired. This is why, on many police forces, CISM meetings after a shooting were once optional, but are now mandatory. It’s not the kind of thing you want to do, but it can help if you do it. Like getting a tetanus shot, or dealing with a concussion, it can be hard to know just how bad it might be. You can probably get along fine if you just keep going, but it wouldn’t hurt to lay back a little and get it checked out.

Key components of the CISM model are “demobilization”, “defusing”, and “debriefing.” Each is similar in that they are all group meetings. Listed below are five kinds of stress management meetings that might take place after a serious incident.

1. At the scene, immediately after the victim is taken to the hospital, especially if it is getting late and the group is starting to break up.

2. A few hours later, either at the scene (if everyone is still lingering, as often happens), or at the hospital, or at a bar/restaurant, or at someone’s house.

3. Within two days of the event, either live, or via a conference call, private on-line conference room or email list serve.

4. On an anniversary (a week, a month, or a year), back at the scene of the event.

5. In the event of a death, within two to three days after the funeral or memorial service.

In addition to the group meetings, brief and informal oneon-one’s with someone trained in post trauma recovery can be very helpful. This might be a brief check-in offered by emergency personnel or fi rst responders as well as by hospital-trained people such as a nurse or a chaplain. It is not the length or the setting of the conversation that matters here; it is the timing and the focus. A 10-minute conversation within the fi rst day or two can fend off all sorts of reactions (like not sleeping) that can become entrenched for days or weeks.

November, 2003: Hang Gliding & Paragliding

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While the above outline of meetings might be an optimal guide, even holding one or two of the meetings would add some measure of help. Each of these meetings would have its own purpose and function in helping to reduce and manage the emotional impact of the trauma. As time from the event passes, there are certain predictable stages of how the mind and emotions are processing the trauma. Each of these is addressed by each of the five different meetings.

A first meeting (a “demobilization”), at the scene, immediately after the ambulance leaves would be very brief, and would assume that most people would be in some sort of shock. Just as in dealing with the physical trauma, someone must step up and take change of this, or it won’t happen. The purpose of this meeting would be to help normalize the situation by getting everyone one the same basic page about what happened and to develop a short and easy plan for what needs to happen next, like making calls to the person’s family members and to get his or her gear together. This is also a good time to check in with everyone and to see what each person’s immediate needs might be. It is also good to assess if anyone is having trouble, and if they might need the support of a friend or family member to get home. These kinds of mini-plans might seem very basic and obvious, but when someone is in shock, having someone else take charge and get things going can be very helpful. People sometimes make not-so-good decisions when in shock, so it is important that everyone have a plan regarding how they are going to take care of themselves. Another function would be to get a phone list or email list together so that one or more of the other meetings might be possible.

A meeting within the first two to 12 hours after the event (called a “defusing”) would be to check in with each other now that the emotional shock is starting to wear off. This is the time when most folks are trying to get the event clear in their heads.

There is a natural tendency to go over the event and to compare perspective with other folks who were there, and also to start informing and talking about the event with those who may be asking about it. A group meeting at this point can be very helpful in reducing misinformation, and in starting to piece the event together from each person’s perception. For some reason, the mind seems to hunger to have the whole story put together and to make sense of it. The more this can happen by talking in the meeting all together, the easier the healing process will be.

Hang Gliding & Paragliding: November, 2003

This being said, it is important to remember that every story will have gaps, there will always be a part of the story that will be missing, and that each person will respond to these gaps in their own way. Some will search out the technical aspects of why the event happened, others may search out the philosophical or theological significance, still others will prefer to ignore the event and a few others may react by becoming angry, guilty, phobic, withdrawn, obsessed, or depressed. Sometimes these reactions can be temporary coping strategies that are a part of dealing with and working through the event. Other times it can be as if a person gets stuck in them. Part of the purpose of CISM is to keep the dealing and healing process flowing so that no one gets too stuck in an unproductive loop.

A meeting several days after the event would be considered by many professionals to be the most significant, and is best lead by one or more trained and certified leaders.

The purpose of this “debriefing” meeting would be to discuss how each person’s internal processing of the event is going.

The conversation is very structured, leading through different aspects of what happened and of what each person is holding in their memory of the event. The group also discusses stress reactions and coping strategies that are working or not working.

By having this discussion in a group, individuals usually feel more connected and are often surprised and helped to find that others are going through very similar reactions.

Group members become resources for each other, and the strengths of the group become more apparent.

Logistically, this meeting, while probably the most important, might also be the most difficult to actually have. We pilots often travel long distances to gather at a flying site on a weekend, and several days after the event we are probably back home and into our workweek routines.

Luckily, modern technology gives us several second-best alternatives to a live face-to-face gathering, by having a group conference call or a meeting on-line in a private and secure chat room, where everyone involved can participate in the discussion.

Again, pulling this off would take some intentionality and forethought, including getting everyone’s phone number or email address at the scene of the accident, and then setting up a time and method so that everyone can participate.

If a death has occurred, two additional meetings might be in order. A second debriefing can be useful within a day or two 25

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after the funeral or memorial service, if there is one. Sometimes a memorial service stirs up new thoughts and feelings, especially about the person’s life and family apart from his or her flying.

Those who did not attend the service are sometimes helped to hear how the service went. A final short but structured anniversary gathering (a week, a month, or a year later) and check-in with impacted folks back at the site of the accident can also be helpful, especially if there is some understandable stress about flying at the site again. Some people may have trouble returning to the site. This meeting might be helpful in normalizing and reducing the unproductive stress that being back at the site can trigger.

Personal reactions after a critical incident, like witnessing a death, can be profound and life changing. This is not necessarily a bad thing. CISM is designed to reduce the unproductive stress that these events can bring, but awareness of the realties and risks that we face as pilots is healthy. The healthy stress of these realities is useful in developing our good judgment as pilots. Each of us chooses to fly or not to fly on any given day. Each of us flies for personal reasons, and each of us can choose to leave this sport at any time. The purpose of CISM is not to reduce the healthy stress connected with being in a high-risk sport. The purpose of CISM is to reduce the impact of unproductive traumatic stress so that we can enjoy our sport and our lives more fully.

Flying can be a dangerous sport, and as such, there is a chance that each of us will experience or witness some terrible things.

The emotional trauma that comes from being involved in a critical incident can be severe, long-lasting, and just as debilitating as the physical trauma. We need to do everything we can to have people in our local flying groups equipped and prepared to deal with all aspects of recovery from a serious flying accident.

Sky Kershner(P-2) is a pastoral counselor, licensed clinical social worker, and a certified CISM crisis response team member for the State of West Virginia. He has set up a web site to help educate sport pilots to the effects of critical incident stress, and is available to consult with local pilots groups, especially in the event of a critical incident. He can be reached at skershner@aol.com, at (304) 346-9689, and via the website www.pilotstress.org

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With Francis Rogallo at the controls, hang gliding takes flight in an early powered form of the flexi-wing.

The following story describes the evolution of hang gliding.

It is guaranteed to contain holes, inaccuracies, and inadvertent misrepresentations.

There are no scholarly studies of which I am aware concerning the history and evolution of our sport, no publications in peer reviewed journals, no PhD theses, undergraduate term papers, authoritative high-school book reports. All is hearsay.

But our sport is young enough that many,

if not most, of the primary sources and artifacts still exist out there somewhere.

Our sport is old enough, however, that such won’t remain true for much longer.

We should act to preserve, collate, and document this information now, before it is lost forever to the march of entropy.

Ken Derussey has made a start with the construction of a hang-gliding museum in Anacortes, Washington. Anyone who has information and/or artifacts to contribute is encouraged to contact Ken at WEFLYUNIV@aol.com. Similarly, any information that would enhance the accuracy and value of this series is actively solicited. I may be reached via e-mail at air_medal@hotmail.com.

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Francis Rogallo loved flying kites as a child.

As is so often the case, his avocation led to a vocation.

Frank found himself working as an engineer with the National Advisory Committee for Aeronautics (NACA), the predecessor of NASA. Frank loved doing hands-on work with low Reynoldsnumber (read “slow”) aircraft designs. But, as happens with time, career success took him away from the work he loved, and placed him in an office supervising others who got to do the work that they loved.

Frank found himself in charge of NASA’s large windtunnel complex at Langley, Virginia—a far cry from low and slow. What do you do when your work no longer answers? Why, you take up a hobby!

Frank re-discovered his boyhood interest in kite flying.

Only now, Francis Rogallo was an accomplished aeronautical engineer, and the kites Frank found available in the stores simply would not do. He knew that he could design much better himself. And that’s just what he did, receiving his first patent in 1948.

What is the L/D for a kite?

Same as that for any other wing, except that a kite is constrained by the force along a string to maintain a fixed position over the ground.

A few minutes of thought will bring you to the realization that the angle a string makes with the ground corresponds to the L/D for the kite! The magnitude of the Lift (L) component corresponds to the height the kite is lifted above the ground. The magnitude of the Drag (D) component corresponds to the distance along the ground the kite is dragged from the anchor point.

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Francis Rogallo tried repeatedly to interest his employer, NASA, in his unique, completely flexible kite design—a design that required no rigid supports, yet still obtained an L/D significantly higher than current designs of the day. But to no avail.

That quickly changed in 1957 with the Soviet launch of Sputnik I. At that time, America became interested in space—very interested—and Frank’s flexible kite design looked to be a promising mechanism for the controlled recovery of an orbital spacecraft.

Soon NASA was conducting full-scale wind-tunnel tests of Rogallo’s “kite” design. In 1965, astronaut Jack Swigert successfully piloted a proof-of-concept vehicle: a 6000-pound Mercury capsule with a Rogallo-style wing attached. This wing looked similar to the “standards” hang-glider pilots later flew in the 1970s, except that rigid support was provided by pneumatic tubes designed to inflate once the wing was extracted from it’s container after re-entry.

Meanwhile, Ryan Aircraft was contracted to investigate other potential applications for the “flexi-kite” design.

The Wright brothers understood this relationship, and kited all of their early glider designs in the high winds at Kitty Hawk in order to measure their performance. It was their disappointment over this measurement, and their inability to account for the discrepancy as a result of some deficiency in their design and construction, that led them to question Otto Lilienthal’s L/D tables.

These tables were considered absolute truth by all aviation researchers of the day. The Wright’s decision to design a proper wind tunnel with which to verify these numbers was key to their success, and their correction of Lilienthal’s tables was instrumental to the development of the aeroplane.

Between 1961 and 1966, Rogallo-style wings employing aluminum tubing for rigid support (keel, leading edge, and crossbar) were married to propeller-driven ground vehicles—and the Ryan Flex-Wing was born.

The original underpowered Flex-Wing was quickly superseded by the Fleep (for Flying Jeep). By 1963, the Hang Gliding & Paragliding: November, 2003

Flexi-Flyer was cruising high above the desert southwest.

Weighing in at 595 pounds (empty), this vehicle sported a low 24-mph stall speed, yet was capable of carrying payloads of up to 280 pounds at a top speed of 76 mph.

Other applications that were explored include radiocontrolled, self-steering, cargo-delivery gliders, and escape modules with pop-out wings designed for a controlled glide to safety. Rogallo wings were also attached to unmanned payloads. These packages successfully towed aloft without any external control whatsoever; demonstrating the remarkable inherent stability of the Rogallo wing at normal cruise speeds.

The first generation of unmanned aerial vehicles (UAVs)—so important to America’s national defense today—employed a 28 square-foot Rogallo wing married to a fuselage housing a 9-horsepower engine.

This little guy was capable of carrying 66 pounds of TV camera equipment as high as 5000 feet while cruising at 65 mph.

Rogallo-wing technology was being investigated because it offered one key advantage over parachutes for spacecraft recovery: maneuverability. Maneuverability would be extremely important if recovery were to be accomplished over land, as the Soviets were doing. But NASA ultimately chose a sea-based recovery.

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Returning spacecraft would splash down in the Pacific Ocean and the occupants would be rescued by the US Navy.

Maneuverability in the atmosphere was no longer a key requirement. Obstacle avoidance became a non-issue. The Navy could steam to the splashdown site, so there was little need for maneuverability.

Reliability and simplicity became the main drivers.

A parachute-recovery system was selected, and government-sponsored research into the Rogallo wing abruptly ceased.

This was not to be the end for the Rogallo wing, however. By this time, news of Frank’s invention had made it into the popular press. Publications like Mechanix Illustrated “How To Do Magazine” carried stories of ongoing NASA research on the flexible wing design. Imaginations were being fed. Amateur hobbyists began adapting these designs in pursuit of their own dreams of personal flight. In the U.S., one of the earliest experimenters was Richard Miller,1 editor of Soaring Magazine. Using Bamboo stiffeners, Richard created the Bamboo Bomber.

Others soon followed, building and flying experimental wings of their own. Dockweiler Beach, California, on the dunes of Playa Del Rey, soon became a west-coast Mecca for these self-styled sky surfers.

The first “International Hang Glider Meet” At this time, the rigid-wing Chanute-Herring-style glider was still the dominant form of foot-launched aircraft. In 1970, a schoolteacher named Jack Lambie designed a rigid-wing glider of this type (called the Hang Loose) as an exercise for his summer-school class.

When it flew successfully, he drew up plans for general distribution to interested parties, humorously writing “Our Price: $3. Cheap.” on one corner of the cover.

On May 23, 1971, in celebration of the 123rd anniversary of Otto Lilienthal’s birth, hang-glider enthusiasts from all over the world met on a grasscovered hillside in Newport Beach, California. Jack Lambie organized the first “International Hang Glider Meet” simply by posting the announcement in a soaring newsletter.

Operating on the principle that it is better to ask for forgiveness than to ask for permission, he selected an inviting, unmarked hillside as the site for the meet.

Jack appointed an organizing committee composed of exactly zero individuals. People would just show up and fly. No one would be in charge. If the authorities wanted to shut down the meet, they would have to approach each and every pilot individually and ask them to leave.

The plan worked brilliantly! When police showed up with bullhorns requesting that meet officials identify themselves, nothing happened. People looked up momentarily, shrugged their shoulder, and went about their business: flying. Police were left to mill about while trying to figure out what law was being broken and just what to do about it. Soon the landowner arrived. Upon surveying the scene, he promptly told the police they could just leave, because everyone present had permission to use his land.

Fifty pilots, along with 18 gliders, ultimately showed up for the event: 11 Hang Loose gliders, Richard Miller’s Conduit Condor (a single-surface, rigid, mono-wing), a Jib Sail, a Bleroit-type monoplane, and Taras Kiceniuk’s Bamboo Butterfly (the only Rogallo wing at the meet). Thousands of spectators stopped to enjoy the antics.

The rigid-wing biplanes, by their very design, had a superior L/D. They could be foot-launched (and

While Jack was away at Kitty Hawk serving as technical advisor on the movie Orville & Wilbur (starring Stacy Keach), these plans found their way into Sport Plane magazine—billed as the “$24.86 airplane you can build.” Jack came home to a full mailbox. Four thousand sets of Hang Loose plans were eventually sold! The dominance of the biplane rigidwing design was soon to change, however.

Rich Miller - Conduit Condor Photo ©2000 George Uveges

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more or less landed) with consistency. But they were effectively constrained to straight-line ground skimming, however. Taras’ Rogallo wing, by contrast, could not be successfully foot-launched from the available slope due to its low L/D. But once airborne, it could be effectively maneuvered.

Taras solved his L/D problem by engaging a team of people to grab ropes and manually tow him up off the hillside! The result of his efforts captivated the audience. Taras would gain up to 30 feet under tow, then release and proceed to turn and bank his glider; landing on his feet at a spot of his choosing. Now, this was flying!

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Taras achieved glides of up to 300 feet on this day (average L/D of 4:1). His rule of thumb: “Never fly higher than you are willing to fall.” Wise advise, given the technology and knowledge of the day. Besides the obvious reliability limitations inherent in the duct-tape and plastic-sheet sail construction, the Bamboo Butterfly employed the same parallel-bar pilot-suspension system used by Otto Lillienthal and Octave Chanute. Aircraft control was marginal and required a great deal of athleticism.

The innovations employed to mitigate this problem sprang from an unexpected source—the Australian water-skiing community.

Jack Lambie’s HangLoose

Bill Estes’ Bamboo Butterfly

Paul Dees’ BATSO

Dockweiler Beach

Never fly higher than you are willing to fall

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In the early 1960s, a man named John Dickenson was approached by the Grafton Water Ski Club and asked to fly a ski kite in the Annual Jacaranda Festival.

Accomplished water skiers and showmen, having long since mastered the maneuvers possible on water, started looking for something a little more radical. It began with the ski-jump. When the ski-jump alone ceased to excite, other methods to

Bill Bennett at the Statue of Liberty, July 4, 1969

maximize airtime were contemplated. In 1964, a French ski champion named Bernard Davis began copping increased airtime by employing a flat kite. Flat kites operate mainly in drag and required a significant tow force (on the order of 100 lbs) and a powerful ski boat! The flat kite was fixed in both pitch and yaw. Roll control was affected—with great physical effort—using weight shift.

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If the boat stopped abruptly for some reason (like running out of gas), kite and skier would come down like the proverbial rock. John, upon researching the safety record for this activity, resolved that a better way must be found if he was getting involved. An electrical engineer by profession, John became familiar with Rogallo’s work at NASA through press coverage of NASA test flights.

all-aluminum (except for a mild-steel control frame), wire-braced, battened nylon wing designed with a pivoting crossbar, permitting easy breakdown for cartop transport.

Birth of the “Standard”

Bennett and Moyes

John decided to investigate this new design as a safer alternative to the flat kite. Armed only with photographs, he reportedly came up with a workable new design inside of six months. His most significant innovation was to add a trapeze-bar control frame (like those used in the flat kites) to the Rogallo wing.

The resultant hybrid, dubbed John’s Ski Wing, was an instant success.

The first-generation Rogallo “Standard” was born. Bill Moyes and Bill Bennett took lessons from John using his new kite design. Both liked what they saw. Moyes went on to fly this new kite on exhibition all around the world. Accompanied by his wife, Molly, Bill crisscrossed North America giving hang-gliding exhibitions (by being towed aloft behind a dune buggy) at fairs and flight shows across the continent.

This new wing was more easily controlled than the flat kite. If the towboat abruptly stopped for some reason, the skier could easily and gently glide to a safe landing. And it required roughly a third of the tow force exerted on the flat kite, significantly reducing wear and tear on pilot, kite, and towboat alike.

John corresponded with Francis Rogallo, who had anticipated just such a thing in a 1951 article he wrote for the Ford Times: “One of these days we’re going to make one of our kites large enough to lift a man, and supply him with some controls which have already been developed on our small kites. A further development, already worked out with small models, would allow the kite to be flown as a glider.”

With eyes wide open, Frank graciously decided not to enforce his patents for the Rogallo wing—making the technology freely available to anyone who wished to pursue the dream of personal flight. This gift made the sport of hang gliding possible.

We would not be flying today had the burden of licensing been imposed so early on. We owe Francis Rogallo an uncountable debt of ratitude for his overwhelming generosity each and every time we fly.

Of course, technology alone is not enough. People must know that the technology exists. For that particular service, we have others to thank—two Australian water-ski performers who got wind of Dickenson’s new toy and decided that this was just the thing. By 1966, John was marketing his Ski Wing—an Hang Gliding & Paragliding: November, 2003

In March of 1967, Bill towed up to a world record 1045 feet behind a speedboat. In1969, he foot-launched off of La Perouse, in Sydney, for a 32minute soaring flight— yet another first (although John Dickenson reportedly achieved a 2-hour endurance record in 1966, this was presumably under tow).

In 1970, Bill flew 4000 feet down from the rim of the Grand Canyon, landing at Phantom Ranch. Bill and his son Steve were later featured in a 76-minute documentary film entitled The Birdmen of Kilimanjaro, which profiled their expedition to the top of Kilimanjaro, and their hangglider flights back down to the valley below.

All this exposure eventually led to a command performance before Prince Phillip while on a state visit to Australia. A scheduled performance before the Shah of Iran was cancelled when General Khatami, a close advisor to the Shah, was killed in a gliding accident.2 Hang gliding was subsequently outlawed in Iran. To this day, Moyes remains one of the most successful hang-glider manufacturers in the world.

As the 1960’s came to a close, Bill Bennett decided to move to California, and he took one of Dickenson’s new ski-kites with him. There he exhibited the new Rogallostyle wing at the National Water-Ski Champion-ships 33

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in Berkley, and performed at Cypress Gardens, among other venues.

On July 4, 1969, Bill boat-towed up and flew around the Statue of Liberty, landing on Liberty Island at the very feet of the statue itself. Those who recall the hanggliding scenes from the James Bond movie “Live and Let Die” should know that it was actually Bill Bennett, not Roger Moore, who piloted the hang glider down into Mr. Big’s island redoubt.

Bill Bennett went into the hang-glider manufacturing business as well. Delta Wing Kites and Gliders, founded in 1969, manufactured hang gliders for 20 years. One of the first individuals to fly a Rogallo-style hang glider in the U.S., and the first to fly over a mile high in a hang glider, Bill was ultimately inducted into the NASA Space & Technology Hall of Fame.

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The two Bills have been among the most extravagant practitioners of this new sport, but they were certainly not the only practitioners. The late 1960s and early 1970’s were a period of intense personal exploration. In the wake of the 1971 Lillienthal Meet, the sport of “sky sailing” gained national exposure. National Geographic ran an illustrated article in the February 1971 issue profiling the event. And people began to take notice.

All over the country, adventurous souls caught a glimpse of the possible, and took concrete steps to make their dreams of personal flight a reality.

Three Californians from Santa Ana,

November, 2003: Hang Gliding & Paragliding

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inspired by the National Geographic article, got bitten by the bug. Bob and Chris Wills, together with friend Chris Price, took

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measurements directly from the magazine illustrations, like this: “Figure the guy in the picture is 6 feet tall, the angle is about this, so this part must be X feet long.”

From this meager information, they constructed their first Bamboo Bomber.

The Wills brothers soon graduated from bamboo and plastic sheet to aluminum and dacron cloth. By February of 1973, they too had a company—Sport Kites, Inc. (now known as Wills Wing)—up and running, manufacturing aluminum and dacron Rogallo “Standards.”

A cottage industry was forming as hundreds, then literally thousands, of enthusiasts began trying their hands at the nascent sport of hang gliding.

Growth in the coming decade would be positively…thermonuclear.

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This month’s guest designer is Peter Birren. A professional graphic designer, Peter has earned 15 national design awards for business-to-business advertising and displays, and has never missed a deadline.

Peter took up hang gliding at age 30 in 1977. Since that time he’s become president of the Reel Hang Glider Pilots Association, a member of the Manbirds Hang Gliding Demonstration Team performing in 29 airshows, written several articles for HP/PG magazine and invented the popular Linknife Towing Release.

Most recently, Peter has authored a book on astronomy, titled “Objects in the Heavens,” a deep-sky viewing list for small scopes and binoculars (ISBN 1-55369-662-X). peterb@ameritech.net http://www.birrendesign.com

Hang Gliding & Paragliding: November, 2003

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Footnotes In the wake of the 1971 Lillienthal Meet, the sport of “sky sailing” gained national exposure. National Geographic ran an illustrated article in the February 1971 issue profiling the event. And people began to take notice.

1

Another Californian, Barry Palmer, reportedly flew a Rogallo wing as early as 1961, making him the earliest U.S. hang glider pilot on record.

2

This accident was reported in the October 1975 issue of the Ground Skimmer magazine, the monthly publication of the U.S. Hang Gliding Association.

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November, 2003: Hang Gliding & Paragliding

D W EI NP TAE R TT M R AE VNE L T

Southern Migration Make Like a Bird and Head South for Winter Hang glider and paraglider pilots soar like eagles, but come winter, northern pilots have more in common with ducks.

When the weather turns wet and cold, pilots in northern latitudes frequently head south to find warmer weather and better flying conditions.

For hang gliders and paragliders alike, the choices of where to go can be daunting.

Should you make the big leap to Australia to enjoy world-class soaring Down Under?

Or visit the tropical hang glider hang outs in Costa Rica? Take a budget trip to Mexico, or head further south to Brazil? Maybe way south and hit the coastal sites on the tip of Peru. Of course, even the balmy climes of Florida and Southern California offer a drastic change for snow-bound northern pilots. Quest Air, Wallaby Ranch, Torrey Pines Glider Port and the inland sites around Santa Barbara all offer outstanding warmweather flying vacations for snowbirds.

We can’t provide details of all the possible southern destinations-we don’t have the space to print that much informtion, nor the resources to dig up details on the endless array of launches around the southern hemisphere. But the following stories provide a glimpse at some of the sites pilots have enjoyed in the last year or two and which you might enjoy in the future.

Hang Gliding & Paragliding: November, 2003

Get High Down Under Round-up of hang gliding sites in Australia

By Davis Straub

f you would like to go for an all-time best hang-gliding or paragliding vacation during this northern hemisphere’s winter, then Australia is the place for you. What more could you ask for than a huge, friendly, peaceful country with a limitless variety of flying possibilities.

Well, how about lots of helpful hang-glider pilots to provide local guidance? Or numerous organized meets and flyins for pilots with different skill levels? Beach, ridge, mountain, and flatland flying? Some of the most enjoyable flying conditions in the world? Well that’s just a few aspects of an unforgettable trip to Australia.

So you think I sound like a travel agent working for a commission? All I can say is that I’m trying to overcome all the resistance you might have to taking on the task of actually getting you, your glider, and perhaps your significant other, all the way around the world. It can seem daunting at first, but the reward is so amazing that you’ll be thanking me for helping you get out of your winter rut and experiencing summer as a full-time possibility.

My wife and I and our gliders have made the trip to Australia for the last six out of seven winters. Last year we went early and stayed for four months. With that much time, we got to experience just that much more of the wonderful country and see a lot more of the non-competition side of the hang-gliding community. However much time you can spare, you should, because you will fill it up and still have a desire for more.

We first went to Australia in December, 1996 with the goal of participating in the three major high-level Australian competitions. These actually take place near each other in central New South Wales and northern Victoria. Chris Arai had written about his dreadful experiences in the tow paddock in Hay, NSW, for Hang Gliding Magazine. But instead of putting me off, that only encouraged me to go.

Of course, that was the start of the Oz Report (http: //ozreport.com), which originally was just a newsletter back to my fellow pilots in the Pacific Northwest, written to bring back stories of the larger world of hang gliding. And, of course, I’m still on that mission, writing now to entice you to explore a beautiful, dramatic, enchanted place that will never disappoint you.

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We were not alone in coming from foreign lands to compete, as we met many European pilots who also had come to participate in the pre-Worlds in Forbes, NSW, as well as in the competitions leading up to the pre-Worlds. Australia was, is, and will be again this year, a microcosm of the world of flex-wing hang gliding, because, again, the pre-Worlds are in Australia, this year at Hay, NSW. The competition scene in late December and through January and early February in Australia can be quite intense: three nine-day (or greater) competitions lined up back-to-back.

If you love competition at the highest level, then this is paradise. But, if you are not ready to go big day-after-day (or your support team isn’t), then it can be overwhelming.

Personally, I feel that it doesn’t get any better in the world than this. Find the Australian competition schedule at http://ozreport.com/calendar.php.

But this is only one aspect of Australian hang gliding, because hang gliding and paragliding takes place throughout the country in many venues, most of them far from the high-level competition scene. This is a country with a large and strong hang-gliding and paragliding community that puts the U.S. to shame in their support for the sport. For example, with one tenth the population of the U.S., they support two world-class hang-gliding manufacturers.

Australia is a coastal country with 95% of the population living on or near the coasts. The real Australian outback is, as you can imagine, pretty dreadful, and little in the way of hang gliding takes place there, although every once in a while, Bill Moyes drags some go-for-it guys out to the eastern edge of it at Wilcannia, NSW, for some record attempts.

Being that most of the folk are near the coast, this is also where a lot of the hang- and paragliding takes place. And while the ocean breezes aren’t as favorable to big cross-country flights as those found eight or so hours back into the interior, there are plenty of perfectly wonderful sites for both beach flying and cross country, a few hours back from the beach.

One site that almost all hang- and paraglider pilots, no matter where they are from, have heard about is Stanwell Park. One hour south of Sydney, the spot where most foreign pilots land

in Australia, it is a convenient and exciting place to get a first taste of the new summer and have a wonderful little fly. When it’s on (southeast) at Stanwell, the Moyes pilots are out there test-flying the new gliders, and the local pilots (so many live in this tiny burg) are out racing up and down the coast.

You actually launch from 500’ Baldy Hill, which forms the north limit of a hamlet of Stanwell Park (not a park at all) and is part of the Royal National Park (indeed a park), which stretches almost all the way back to Sydney. From Bald Hill, you can head north toward Sydney (and difficult-to-access beaches if you land), or jump the gap south over to the 1,500’ escarpment, which provides you with as many miles of smooth ridge-lift as you are willing to race through.

A couple of hours north of Sydney you’ll find Newcastle, site of the Airborne factory, and home to a thriving club of coastal and inland pilots with multiple sites. Big cross-country is available a bit to the west in the lower Hunter Valley, and all the way up to Godfrey’s place at Mt. Borah, Manilla. There are numerous launches in Merewether just on the south side of Newcastle.

The coolest place to fly there? The dunes to the north. Huge!

The Airborne guys put on a great little friendly aerotow meet a few hours west of Newcastle in the wine country near Gulgong in late November. If you are in the country then, definitely make plans to attend.

Mike Barber coming across goal at 2002 Australian Nationals in Hay. Photo by Lionel Orford

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Byron Bay and environs further north is another great area with both coastal and inland flying. A teaming backpacker, tourist, resort, and adventure trip area, the local flying schools

Getting ready to car-tow at Conargo tow paddock near Deniliquin during 2003 Australian Open 38

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make their bucks with tandem flights in town. North of there are numerous beach sites, and 15 miles south, Lennox Head is a hoot.

Southern Queensland offers-among many other flying sitesMt. Tamborine and the Canugra Classic in October. Northern Queensland is tropical and the competition here is early in the season. Get a hold of the club officers to pay for day use. Of course, like in all sites in Australia, you’ll need to be a member of the HGFA. You can sign up most likely at Stanwell Park.

I’ve only barely touched on a few of the numerous possibilities for great flying that you’ll find in Australia. I haven’t even mentioned sites in Western Australia, and around Melbourne, Adelaide and Cairns.

I’ve set up a special web page on the Oz Report that will connect you to Australian hang- and paragliding resources at http://ozreport.com/oz.php. It will tell you how to get a car, how to transport your glider to Australia, who to contact, and much more.

ex-patriot John Durand and his son Jon Durand, Jr. live not too far away. Drew Cooper, ex-Australian team member, lives in the hamlet of Canugra below launch. Tim Cummings and his wife are also nearby. On the weekend, pilots meet at the restaurant on the south edge of town before going to the top.

The launch is a rounded grass field that ends in Gum trees further down, so you will want a nice breeze in your face. Go to the right to work up the steeper faces. Once nice and high, you head west toward the flats or more lower ranges. On a good day, you can get to the remnants of an ancient volcano to the left of launch. This divides New South Wales and Queensland.

Newcastle and Environs Most of the beach launches are in Merewether on the south side of New Castle, although you can fly over the town proper.

They vary from Dixon Park at about 50 feet (the most accessible site) to Dudley, which is quite a carry in and may not be in shape to fly when you’re there. Depends on whose been trimming the bushes.

THE AUSSIE SITE GUIDE Mt. Tamborine http://www.triptera.com.au/canungra Site of the Canungra Classic, 25 miles inland from Surfer’s Paradise, this west-facing thermal site is the jump-off spot to inland flying in South Queensland. Located next to a popular road that winds through the hills, it is easily accessible from a number of local suburbs and small country towns.

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Tish the Flying Fish, soaring ledge at Anna Bay

Merewether Heights: Take the Pacific Highway (111) north to the Merewether Heights (Scenic Drive) turnoff to the east. The next right is Hixson. Take it and park at the water tower.

This is the launch at the Glenrock Recreation Area, situated over a sewage treatment plant and in the bush.

Follow the path through the trees out to the launch.

You’ll not want to wait too long to launch, as the sea breeze from the east can come up and leave you with a downwind launch. There are plenty of open paddocks to the west and some designated landing zones as well. The site is often used for triangles and out-and-return tasks, although it is possible to fly further west into the interior of Queensland from here.

This site is used when the wind is more southerly than southeasterly. The launch is shallow and you start from about 20 to 30 feet back from the lip. The left side of the launch has a bit of rotor in more southeasterly days (go to the other launches).

There are a number of nearby sites that may be more applicable on a given day. You’ll want to contact the local club members for a day pass and for help choosing which site to go to. U.S.

Dixon Park: Head north to Dixon Park, a tiny bluff in the middle of the stretch of the beach at Merewether. You can also drive there down Scenic, which becomes Frederick. Turn right

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photo: MARK VAUGHN Banked up over Wallaby Ranch in his Talon 5.

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on Berner and around to the parking lot at Dixon Park.

The launch is a small hill to the left of the lifeguard station.

The LZ is the beach or Dixon Park itself. You start your launch up by the road above the sidewalk and make a quick left turn to fly along the front of the bluff. With a little more south than southeast wind, you’ll be turning downwind.

The bluff is a little lower at the northeast end and you should be able to get your left wing over the top of the bluff and climb even better. Make a quick turn at the end of the bluff (200-300 feet) and work your way back up. Don’t make it? Land on the beach and try again.

If you get 100 feet over the bluff, you can now make it down the beach further to the next two launches. If you have a little tailwind, that will help get you to the next little head just before Susan Gilmore Beach.

If you come into the

Monument: This launch is on Shepards Hill just past Susan Gilmore Beach. There is no parking area there. Take Memorial road, which goes along Bar Beach, and then up the hill. I noticed as I flew over the launch that there were two small white crosses on it.

Scenic: The higher, northern-most launch is at Strzelecki Scenic Lookout. There is a white picket fence, which you’ll need to climb over on the left-hand side. The launch looks shallow (and it is), but it ends in a steep cliff. I noticed a lot of lift as I flew over it. You’ll want to launch with level wings and good speed to deal with the strong uplift at the cliff.

It’s real easy to launch from Dixon Park and get to the sites to the north. You can also launch from Merewether Heights and get to all four launches.

The beach sites here are quite civilized and not nearly as majestic nor as lengthy as the Illiwara escarpment, which is accessible from Bald Hill at Stanwell Park.

Dudley is an east-facing site about five kilometers to the south of Merewether. This is a site used for easterly and northeasterly winds. The launch site (there are a couple) is at the end of a path through the Awabakal Nature Reserve from a parking lot just past the Dudley Nursing Home on Ocean Street. Dudley is just north of Red Head, home of the Airborne factory. Take the Dudley exit off the Pacific Highway.

There is very little beach right below the launch, but the bailout is the beach to the left. You fly there when you can get up, and if you do, you can get up and go over the back to Red Head beach for an easy retrieve. The Airborne folks can test gliders there and fly back to the swamp behind the factory-Red Head International.

rock face at or just above the white picket fence, then continue around with your left wing as close to the top of the rocks as possible. If you were able to get up at Dixon, you will now find good ridge lift as you scoot downwind climbing on the cliff face.

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These are all the sites close in just south of Newcastle. But the best place of all to fly near Newcastle is the dunes to the north. Drive 20 miles out to Anna Bay when it is coming in, and you can soar a four-foot sand ledge or miles of dunes.

You might be able to contact Conrad Loten, Tony Barton (former US Champion), or Tish (the Flying Fish). Stop by the Airborne factory in Red Head just a few miles to the south and pick yourself up a glider and maybe a trike.

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The Republic of Flight Doing the Dominican Republic Epic flight ends with armed escourt in Dominican Republic

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By Bruce Tracy

o creo que Usted es un espia.[spy]”-- A trooper at el fortaleza Dahamon, Dominican Republic.

Having just paraglided some 70 kilometers from San Juan de la Maguana to Villa Anacoana on the Dominican Republic / Haiti border, I was greeted first by a small, withered, but spry old woman with a very large goiter and very few teeth. “Senor, el campo es a mio!”

She took my hand in hers, beaming with pride that I had just come from the sky to land in her field, on a hillside less than a kilometer from Haiti. Immediately the field filled as children crowded in, to be joined by puzzled-yet-smiling adults, and the usual T-shirt wearing officer with a handgun stuffed in his pants. After helping with crowd control and wing folding, he pleasantly informed me that I was his “guest.” He took my Leatherman tool as “a donation” (fortunately, only temporarily), then escorted me to a car where another armed soldier joined us. We drove north to see an officer in charge of an outpost at Restauracion.

This was all thrilling, but my 3-hour flight had held me captive too, with 5 meters per second lift to cloud base at 6300 feet and above. I flew across tropical mountains resplendent in luxuriant vegetation.

I had dreamed of this—well, not the armed escort part—for months while my home flying sites in Washington state lay dormant under snow, inaccessible and bereft of thermals all winter. Restless from the increasingly taxing demands of my work as a rural family doc, I was ready to tangle with whatever epic flying this large mountainous Caribbean Island could provide. After stumbling onto Julian Molina’s website: www.carib beanfreeflying.com last November and ogling over the lovely photos of successful and yet to be accomplished mountain XC, I was hooked.

My flying buddies David Verbois and Dan Heath agreed to join me, and my 23-year-old son Dominic—who just graduated at the top of his class at Washington State University— would come too, as a graduation present.

Now, back to the opening tale: we had hiked up some 1000 feet in the intense Dominican sun and high humidity, while our packs were carried up by small horses. The launch site, called Hang Gliding & Paragliding: November, 2003

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Aquita, sits on the southwest slopes of the Cordillera Central near San Juan de la Maguana.. Most of the major XC potential lies in the Cordillera Central valley. NOTE: Do not carry your pack here, if you have access to beasts of burden.

On launch (3360 feet) conditions were overly strong, with cycles to 30 mph. Simon went first, yanked up from the rock and yucca-spiked launch with less than his usual elegance. Dave went next, executing a perfect takeoff. I was next. The C-risers were yanked so hard from my hand I couldn’t control my wing—an Advance Omega 5 that I had become totally confident with over the past year. I was dragged 50 feet, bouncing the wing and myself on some rocks before gaining control. The resulting large bruise on my right thigh would mark me for the trip.

Setting up at a spot a little lower but marginally more friendly, I launched with Dan assisting. I needed a half hour to snag a decent thermal from the blown-out trash coming up the slope. Dan and Dominic prudently decided not to fly. Meanwhile, Simon and Dave had vanished into clouds heading northwest to the reservoir about 3 miles behind launch. Simon had coached us about accepting the need to do some cloud flying as a reasonable price of going XC where cloud bases tended to be at or below mountaintops. Not once in 9 days flying did we see a single HG, sailplane, or powered aircraft. Clouds would be shared only with vultures, or very rarely, with another pilot. Possessing a GPS and a mechanical compass, I was game for some discrete cloud flying.

Once at base (about 6000 feet), with the 44

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aquamarine reservoir above Sabaneta shimmering far below, my chance to make good on XC dreams was at hand. Drift was brisk, so dynamic and thermic lift could yield synergistic lift. I found a 1400-feet-per-minute thermal just beyond the reservoir and took it gleefully up 3000 feet to steep grass slopes. Along these I flew, from one steep ridge and slope to another, always finding lift after glides wherever I expected/needed it. For 10 miles I stayed out of clouds, working leading edges of an archetypal street. The terrain was well oriented to exploit dynamic lift. After a while, maybe 20 miles from launch, ground speed decreased from 30 to 15 mph as the wind began to clock around from southeast to south. The Haitian border was nearing and in the distance north-drifting smoke confirmed that a south wind was well established to the east. I had been fully warned not to land in Haiti, where desperate living circumstances and political instability prevailed. Consequently, to set down in Haiti could risk a bad end to a pilot, and even if a friendly reception were had, return to the DR could be complicated. But even as I

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savored the lovely splendor of Dominican mountains, I had no idea how unanticipated would be my eventual disposition after landing on the “correct” side of the border.

The DominicanHaitian border zigzags widely along rivers and mountains. I crossed into Haiti where it bulges into the Dominican Republic near Pedro Santana. Soon I found myself miles within Haitian territory, and alas, was sinking out. The forested range of the southwestern cordillera was now behind me, and mostly barren earth sprawled far east and north. A ridge thousands of feet higher than my meager elevation now stood between me and a return northeast to the Dominican Republic. I would have to climb out and breech this ridge, of face the consequences in Haiti.

The crux of the flight was now at hand: find a thermal now, or land. With only 300 feet to spare, an ill-tempered “bullet” yanked hard at my wing. Three or four 360’s later I knew there was enough power in this narrow thermal to get me up again, if I could just stay with it.

Fortunately, I did. By taking it back up 4000 feet I had a chance to reach the next crux: a glide northeast to the high ridge situated 5 miles west of the Dominican Republic border.

The lift held all the way back to this ridge, which when breached, yielded some of the most spectacular cloud dancing of the flight.

While clouds were forming far below, I could still find lift along walls of cummies while staying in open rising air feeding clouds high above. Upon cresting the ridge at 7300 feet, the imperative was now to descend east, crabbing against a light prevailing, to reach the border and a safe conclusion to a record XC trip.

I flew east over an expanse of barrenness, some desperate Haitians were doubtlessly preparing to cross the river to a possibly better, but still harsh life. (I would later meet some of them that night, where I would be detained at the regional military fort where illegal Haitian émigrés would be rounded up before deportation.)

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Having crossed the border safely with 1500 feet to spare, light thermals tempted me to push further. The only open terrain fit for landing after flying further would be northeast at the town of Restauracion. I did not find enough lift to climb out of the valley, so I cruised the border a short while until choosing a small but plausible field to squeeze into. At 2 hours 42 minutes via a “J”-shaped flight path of 70 km., I was down, and I was happy.

I now found myself in good company. Dominicans congregating at my field were excited by meeting a Norte Americano arriving miraculously from the sky. But I don’t speak Spanish and I was now, in fact, a hostage to military folks uncertain about the intentions of strange visitors like myself.

After packing up the gear, my “hosts” led me to a small SUV. A pretty drive to a barracks at Restauracion, and a tedious dialogue with a military man ensued. An English-speaking teacher was found to assist. Redundant questions over the next half hour, included: “Where is your permit to fly here?”

of my fate. I had lost what I had never fully appreciated before: freedom to go where I please. The night dragged on. I sent out for food, then gave most of it to the guards, being too stressed to really care to eat. The guards chattered all night; crickets and large bugs crawled about my room.

The Colonel was in fact a gentleman, sharing half his breakfast with me over this desk, surrounded by attending staff. My passport was returned, and after handshakes, I was free to take the long bus rides back to my little PG adventure team.

In the following five days, I would be detained by the military twice more upon concluding good flights over previously unexplored free flight terrain.

Some advice for those aspiring to fly in the Dominican Republic: be honest with yourself and with your very capable and trustworthy hosts about your flying capabilities and intentions.

1) Expect to be mal-acclimated to the humid heat. Always plan for having more water than you might need.

Consider bringing Halozone tablets for emergency purification.

What airplane did you jump from?

Why do you fly here?

2) Bring only light clothing that dries easily after a sinkwashing. Bring a sink drain plug. They typically don’t exist in inexpensive hotels.

Most exasperating was the reality that there was no telephone service in this little town. My companions could not therefore be notified of my safe landing or current situation until much later.

3) Protect yourself from the sun.

After getting nowhere with the officer, I offered to demonstrate how to launch a paraglider. A faint breeze behind the compound allowed a plausible inflation, lending some credibility to my improbable story of free flight from far away in the southeast. Then I brought up in-flight digital pictures of the XC. The man was convinced I was the weird adventurer I claimed to be. He decided that I would be sent an hour’s drive north, opposite my intended direction of return, and my expense.

4) Bring detailed maps. Like us, you probably will not find them anywhere near the main foot-launched flying sites. If you are serious about XC, have your passport, extra money, a letter of introduction from Julian and/or perhaps the RD tourist bureau attesting to your intents and harmlessness to the national security.

5) Be patient and humble with these kind people.

6) Learn/speak Spanish.

I felt more alone than I did while in the sky, yet was now in constant company. An army captain at the next fort pocketed my passport. I would not see it again until interviewed by the Colonel the following morning. I would have to stay in the fort at Dahamon.

Finally, a cell phone was located allowing a short call to Julian.

How great to hear his voice: “Bruce, nice flight, you must have set a record here. Let me speak to the men who arrested you.”

A brief but inconclusive conversation ensued, cut short by expiration of allowable user time. At least my son and the group finally knew I wasn’t lost, or worse. But I was not yet the master 46

7) Fly with toothbrush, flashlight, and if possible, a cell phone with country wide coverage.

8) Become a student of 3rd-world-poverty and how your own country impacts it.

Special thanks to my trip companions Dave, Dan and Dominic, for accepting graciously my disruptive PG meanderings into the mountains. Thanks to Julian and Simon for invaluable support and encouragement. And thanks to Advance for designing a superb and well-mannered Omega 5.

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The Wilder Side of Brazil Exploring the wild air of Brazil

Bruce Tracy, one of the pioneers of paragliding in the Pacific Northwest (and in the country), died September 18, 2003, while competing in the 2003 Paragliding Nationals Competition at Telluride, Colorado.

Bruce began paragliding in 1987 in Washington State.

He was a physician at Okanogan Valley Clinic in Omak, Washington. Memorial contributions may be made in his names to Doctors without Borders, www.doctorswithoutborders.org.

Bruce also enjoyed writing and sharing his love of paragliding with readers of this magazine, and the FlyPaper newsletter of the Northwest Paragliding Club. Many years ago, he wrote a story of his first days of flying, sharing tales of the thrills and frights from those early flights on tiny wings (3:1 glide ratio, with more than 500 fpm sink). He wrote candidly about accidents and fatalities he witnessed. And he spoke of the love and passion he felt toward this sport.

As a physician, as a early pioneer in a dangerous sport, Bruce knew and accepted the risks inherent in paragliding. He kept on flying because, really, because he was a pilot— and pilots fly. Bruce will be missed by his family, including all those ‘brothers and sisters’ of the air who flew with him over the years.

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By Jeremiah St. Ours Photos: Randy Chavez

veryone dreams of exotic adventures, but few really make them happen. My friend Jack Leiman is different; we’ve climbed, paddled and flown together for 21 years, and I’ve never once seen him miss an opportunity. So, when he emailed me about joining Scotty Marion’s March 2003 trip to renowned Governador Valadares in Brazil-I knew he was serious.

Since Jack’s a teacher and could only spare a week, I called some buddies to see if anyone could go and stay longer. Fortunately, my old Valle de Bravo partner Randy Chavez rose to the occasion, and we were off.

Governador Valadares, or GV, is a city of 300,000 that straddles the Rio Doce at the foot of Ibituruna, a 3000-foot high crag surrounded by green, rolling plains. A couple of small, dusty roads scale its flanks and lead to the launch area, near a series of communication towers and a statue of the Virgin Mary. From the summit you can see just how large a city lies before you, but you don’t get a sense for how this town has embraced Vôo Livre, or free flight, until you walk its streets.

All around town there are signs, sculptures and shops that pay homage to our sport. Paragliding in the US is a fringe activityhere it was surprisingly mainstream.

Scotty promoted his trip as an intensive thermal clinic, and it was just that. We flew everyday under his tutelage, and that of Moka, the Brazilian comp pilot and part-time military policeman that Scotty had hired to join us. Moka volunteered to “show me around,” so I leapt at the chance to join his tandem.

After flying for three hours and traveling 53 miles, I’d say he kept his word!

Now, I don’t want to say it’s easy, because it’s never that easy, but thermaling here was like nothing I had experienced before.

Unlike the strong, ratty, bullet thermals we’re used to in the southern Rockies, these were fatter, slower, gentler and better organized. Cloud base is low, usually less than 7000 feet, and it’s possible to fly in shorts and T-shirt all day.

Launching at 1 p.m. I encountered decent lift right out in front. I turned timidly at first, since I was unaccustomed to flying with so many pilots; the sky was full of brightly colored nylon of every shape and description. Eventually, I gained a few hundred feet and moved around the corner. Once establishing myself at cloud base I plotted my strategy. Moka advised to always keep an eye on the competition.

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Our week in GV continued to offer good weather and great flying, and it seemed everyone in our group gained confidence and skill. Still, I was already looking forward to the second part of our journey, when Randy and I would strike out XC. Or rather, XB-Across Brazil.

We booked a local guide service, Brazil advenTOURs. Based in Rio de Janeiro, they travel the breadth of Brazil. Our guide, Bruno Collaço, showed up right on time and helped us load up. We were eager to leave behind GV’s urban atmosphere, and take a walk on the wilder side of Brazil. The first stop on Brazil advenTOURs’ NorthWind route was Baixo Guandú. The launch-or ramp, as they’re locally known-was about 10 kilometers out of town up a slippery clay road that cut imprecisely through a rampart of black granite. The area looked like Patagonia, with the approach inhabited by serious-looking Brahma bulls.

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Ibitruna

The launch was sculpted as if God himself was a pilot. It was large, low-angle and grassy, and had a perfect rolling lip.

There were no turbulence-causing trees or boulders. It faced right into the prevailing breeze, and hovered immediately over a number of textbook thermal generators.

All I could think was, “Where has this launch been all my life?”

Flying over the Brahmas gave me added incentive to remain aloft, as I climbed my way up to cloud base. When the coffee trees and towering cliffs began to get fuzzy, I’d merely fly out to the edge of the cloud and lose enough altitude to remain safely in view. After a spectacular flight I landed along our planned retrieval road. Randy had landed earlier in what looked like a grassy field. When he emerged from his thrash he explained that the “grass” was actually six feet tall!

The next day found us in the tiny hamlet of Pancas, which

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sits in a tight valley surrounded by granite walls. Were Pancas in the US, it would be designated a National Park on par with Yosemite.

Although the striking topography makes Pancas truly unique, what we remember most is the friendliness of its people. Even Bruno remarked, “Brazilians are friendly, but Pancasinos are unbelievable The flying in Pancas is equally memorable. The ramp is located high above town at nearly 2000 feet AGL-straight down. The granite monolith upon which it sits is called Pedra da Colina, and is privately owned by a little old granny who controls access with a makeshift gate. She only asks that you preserve her land and sign her logbook. We stopped to visit with her family, share fresh fruit from their garden, and read through her book to see who else had passed this way. Six years worth of names filled about 10 pages, including only two US pilots.

As I laid out my wing, light cycles made me question the recommended flight plan, as the standard LZ looked unreachable under the circumstances. My skepticism proved correct as I hit the severest sink I’ve ever encountered. Down, down, down my vario bonked, as my mind raced for solutions. Take evasive action. Find something closer-a lot closer! Ignore that the village is built flush with the rock walls surrounding it.

See though the labyrinth of power lines that weave hither and yon like dew-drenched spider webs. Tune out the cacophony of howling dogs and screaming children. Look for signs of swaying trees that might indicate stronger valley winds below.

Pull your ears and put it down in that tree-rimmed kid’s soccer field-NOW! Touchdown.

Falsely thinking my trials were over, I had succeeded in doing the opposite of the felon who is whisked away from the jailyard in a daring helicopter escape. I had flown into a prison.

The deserted soccer field was surrounded by a cement wall and high chain-link fence, with barbwire coiled along the top.

There were three doors, but all were locked. Hanging from the power lines in the middle of town may have been the better landing option after all.

Suddenly, three kids peered in from the fence as I tried to look undaunted by my self-imposed imprisonment. The apparent leader was about 13, his sidekick 11, and their tiniest compadre only 5. Like a remote-controlled, surveillance drone they sent the little guy through a small hole that dogs had dug under the fence. His mission was to discover who I was, why I was there, and how the heck I intended to get out?

Speaking Spanish, I explained my predicament to the junior ambassador. He then relayed my story back to his Hang Gliding & Paragliding: November, 2003

buddies, translating in Portuguese.

Within minutes they had devised a plan and ironically shouted for me to “Wait there,” before vanishing down a dusty, narrow alleyway.

TRAVE L

Rio

A half hour later my newfound pals returned to one of the gates along with the caretaker who held the golden key. He was a slightly hunched-over, grizzled character, shirtless, tan, and wearing a beat-up, broad-brimmed straw hat. His kind eyes revealed hints of cataracts. I thanked him for my release, as he smiled and firmly shook my hand.

Our next destination was Alfredo Chaves.

The local pilot hotel sits immediately adjacent to the coconuttree-lined LZ, but its proprietor lives in town. Without an attendant we were Pancan Spread forced to honk the horn-we had arrived at 1:30 a.m.-until one of the guests awoke. We explained our situation, and he grudgingly let us in.

The next day we headed up the hill. From the high, grassy launch you can see the ocean in the distance and feel a gentle sea breeze. Two Canadian pilots launched first, followed by a few Brazilians. I observed for a few minutes to map the lift, and then off I went to join them. It took a while to find a thermal strong enough to climb out, but once high, the view of the ocean and surrounding countryside was magnificent.

There was a lot of blue sky and the lift was weak, but it was also relatively abundant. I was fighting a headwind that grew over time and impeded my forward advance.

When I finally landed in a corn-

Castelo 49

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stubble field, it was only because I was starting to forget my increasingly complex return route.

along Pico da Pedra and over the waves to land in the grassy LZ next to the beach, high fives all around.

I started hiking in the sweltering heat back from whence I came.

I soon crossed paths with a fellow hobo who carried everything he owned in a satchel on his back. He greeted me as though we were “brothers of the road,” and asked where I was headed as he told me of his goal. Two hours into my hike, Bruno, Randy, and the Brazilian pilot who saw me strike out, came barreling along in our car.

Our last night in Rio was as unforgettable as the trip. Bruno’s partner Indiana joined us for dinner, and then took us out on the town. We visited a craft fair, Sugarloaf and the famous Christ statue, a number of nightclubs, and the infamous Help Disco. Our guides were as knowledgeable and helpful with showing us their hometown as they were clearing our lines at launch. Without them, we wouldn’t have been able to see or do a fraction of what our two-week tour entailed, on this, a trip of a lifetime.

The following day we embarked on a holygrail-type mission to find an obscure ramp named after the village of Castelo.

Castelo was well worth the trek. It was another perfect ramp rimmed with coffee trees that overlooked a stunning valley. With its massive rock walls, cascading waterfalls, and interesting colonial churches, it was hard to remember that we were there to fly.

Randy bailed off after I had landed, and just as the conditions were starting to pick up. He soared out over the valley with big clouds all around as he tried to penetrate to the soccer field where I was packing up. As the wind grew stronger and changed direction, he pulled his ears to safely land beside a picturesque pond full of snowy egrets.

Big Air South of the Equator: The Best Of Peruvian Paragliding Sites.

P

By Jeff Cristol eru is a diverse country spanning three distinct zones; the jungle, the coast and the Andean mountain range.

The jungle is wet and openings rare in the thick forest canopy, making paragliding difficult and problematic.

The Southern two thirds of the coast is empty desert stretching into Chile. Pilots can fly endless sites. Accumulating airtime is simple. The best season here is the Southern Hemisphere’s summer. During Peru’s winter an overcast haze inundates the coast, and must dissipate before the on-shore breeze comes in. Still, flying is good most days year-round, and of course the ocean from the air at sunset is always beautiful. However, when the days begin to run together, coastal soaring becomes routine, and the flying less captivating, a higher realm of paragliding calls. It is time to head inland to the mountains.

Finally, we arrived in Rio de Janeiro, the last stop on our XB tour. The launch at São Conrado lies high above Rio, and is used by commercial hang-glider pilots who fly tourists out over the Atlantic. It’s a well-built double-decker ramp that allows hanggliders to launch above, while paragliders launch below.

The third geographic zone is part of one of the world’s great mountain ranges, the Andes. This is the heart of Peru; fertile valleys and steep hillsides terraced into cultivated parches since before the time of the Incas. Campesinos (country folk) still speak Quechua, dress in traditional hand-woven clothes and live an agrarian lifestyle barely changed through the centuries.

As special as the landscape and culture, the flying is magnifi cent. Three high elevation areas stand out as the best paragliding destinations.

The ramp is steep and a bit intimidating, especially due to the unfamiliar surroundings. Tropical vegetation, high-rise apartments, and pounding surf let us know that we weren’t in Kansas any more! Randy and I relished our final flight out

Chupuro is six hours from Lima, near the city of Huancayo.

Switchbacks above the small town lead to the main launch, above 13,000 feet MSL. The summit is rocky and harder to reach at 14,600 feet MSL.

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November, 2003: Hang Gliding & Paragliding

WINTE R

TRAVE L

Hupuro is a purely thermal site. June is the beginning of the flying season with good weather, light lift and low cloudbase. The Peruvian Nationals, previously held in August, were changed to July because conditions were too strong for most visiting coastal pilots. Huaycha, a nearby evening glass off site with excellent launch and landing, compliments Chupuro perfectly.

The Pre-Incan ruins of Sondor sit atop a ridge looking out at the high mountains cradling Machu Pichu. This site is magic.

Thermals rise from the valley thousands of feet below. The bowl of terraced fields holds countless landing zones.

Sondor is an hour combi (mini bus taxi) ride from Andahuaylas.

Several other sites and potential for more surround this valley.

The Sacred Valley of the Urubamba is the “big air” site of Peru.

Downstream from the famous lost Incan City of Machu Pichu, Urubamba is a quiet rural town only slightly impacted by the tourism of nearby Cuzco. On one visit during the “wet” season (Oct-May) almost everyday was flyable, with very strong conditions and daily overdeveopment. Of course, in the high mountains bad weather can come at any time of year.

The best-known launch is off the radio tower spiked hill.

Though there are other good launches in the area, this peak consistently produces very strong thermals. Pilots should exercise extreme caution flying here. Cloud base often tops twenty thousand feet, making cross-country flights easy. Use good judgment and land before over development makes flying and landing dangerous.

Local pilots Franz Schilter and his wife Petit-Pois own an exceptional hotel in Urubamba. When time allows, Franz guides advanced pilots to the local flying. Contact them at Solluna@terra.com.pe

Jeff Cristol is a T3 pilot from Telluride Colorado. He has been a world traveler, skier, climber and pilot for most of his life. Contact him at cristol8750@hotmail.com .

Hang Gliding & Paragliding: November, 2003

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Region

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

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R A T I N G S

Name

CHERIE TYLER MICHAEL BRINKLEY MICHAEL BRINKLEY ARNEL SANCHEZ ROIE BEARD JIMMY WANG PHILIP FERREIRA SUSAN SUTTON JESSICA SHUGART STEPHEN VONG ENOCH WALL GENE GARRETT JIM CASSIDY KOLLIN TIERLING AMAR SINGH MICHAEL DENEVAN DETLEF MEINCKE STEVE MULLINS ROSS PETERSON BRIAN HOUSTON MICHAEL DENEVAN KATHY MOSIER RAUL GONZALES GAURAV KOHLI ALEX CUDDY ALEX CUDDY MARK SWENSON BOBBI BRONSON BOBBI BRONSON SUZANNE BEDARD DERRICK TANGA ART FAVELA TOM SORCE KENNETH HURST CHARLES BYERS ART FAVELA TOM SORCE J MICHAEL LAMPER GEORGE BOSWELL RICHARD HENCH PETER JENNINGS JOHN FIFE JOHN FIFE JOE PEDERSON ROSS DAVIS JOE PEDERSON ROSS DAVIS KEN FOOTE KEN FOOTE BRENT MUELLER MARIE LOTHON MARIE LOTHON MARIE LOTHON JEAN-PAUL CHEVALIER JEAN-PAUL CHEVALIER WILLIAM COMSTOCK DANIEL MC MANUS GAIL PAYLOR ROBERT GARRITY ROBERT GARRITY KELLY OHAVER ANGELICA KUSHI BRIAN HARRISON RICHARD MCCORMACK SCOTT FORTHOFER MANIKA ARORA CHRIS ELLIS

RatingOfficial

DANIEL TYLER JR JEFF BECK JEFF BECK BODHI KROLL CLARENCE PRATHER DON BURNS ERIC HINRICHS GREGG MINOLLI KURTIS CARTER MICHAEL FOY MICHAEL FOY NICANDRO MORA NICANDRO MORA PATRICK DENEVAN PATRICK DENEVAN PATRICK DENEVAN PATRICK DENEVAN PATRICK DENEVAN PATRICK DENEVAN PATRICK DENEVAN PATRICK DENEVAN PATRICK DENEVAN PATRICK DENEVAN PAUL GAZIS RAY LEONARD RAY LEONARD ROB MCKENZIE JAMES GARDNER JAMES GARDNER “JESSE FORBUS, JR” “JESSE FORBUS, JR” JOE GREBLO JOE GREBLO JOE GREBLO JOE GREBLO JOE GREBLO JOE GREBLO JOSEPH SZALAI JOSEPH SZALAI PAUL THORNBURY PAUL THORNBURY ROB MCKENZIE ROB MCKENZIE CHRISTIAN THORESON CHRISTIAN THORESON CHRISTIAN THORESON CHRISTIAN THORESON GREG BERGER GREG BERGER MARK WINDSHEIMER MARK WINDSHEIMER MARK WINDSHEIMER MARK WINDSHEIMER MEL GLANTZ MEL GLANTZ WILLIAM HEANER III WILLIAM HEANER III ALAN PAYLOR JEFF SHAPIRO JEFF SHAPIRO BRAD KUSHNER KEVIN COLTRANE TRACY TILLMAN TRACY TILLMAN TRACY TILLMAN TRACY TILLMAN TRACY TILLMAN

Region

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

7 7 7 7 7 8 8 8 8 9 9 9 9 9 9 9 9 9 9 9 9 9 9 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 12 12 12 12 12 12 12 12 12 12 12 12 13 13 13

Name

RatingOfficial

BRIAN HARRISON RICHARD MCCORMACK SCOTT FORTHOFER MANIKA ARORA CHRIS ELLIS EVAN BUXBAUM TODD BRICKER THERESA BRICKER MATT JANSON KEVIN CARTER JOSEPH GILBERT DUSTIN EMBREY NICK STARLING JILL WEEKS DUSTIN EMBREY NICK STARLING JILL WEEKS NICK CRAM NICK CRAM KENNETH SWINGLE ALEK BEYNENSON JAMES GROSCH JOB GODINO WAYNE WALKER WILEY CAIN HEATHER CAIN JOSHUA KISSEL DENNIS OSBORN JAMES GRIFFIN IRFAN CANLITURK JOSEPH LUNCFORD HOWARD HOCKLEBERRY TERRY N REYNOLDS LARRY KNOX WAYNE WALKER WILEY CAIN HEATHER CAIN JOSHUA KISSEL DENNIS OSBORN JAMES GRIFFIN IRFAN CANLITURK JOSEPH LUNCFORD RICHARD BRANNON GERALD DOUCET K MICHELLE EDWARDS GERALD DOUCET K MICHELLE EDWARDS STEVEN LARSON AGUSTIN NIETO PER GUSTAFSSON MICHAEL GILLHAM MICHAEL GILLHAM ROBERT HOFFMAN KURT ALEXY TIM RHINESMITH GREGORY KRAFT SCOTT GREGORY MARSHALL ROARICK BERTRAND DELACROIX JULIE KELLER P DOUGLAS ALLEN P DOUGLAS ALLEN ANDREAS TEN CATE ANDREAS TEN CATE ANASTASIO VILLA ANASTASIO VILLA ANDREW MACISAAC

TRACY TILLMAN TRACY TILLMAN TRACY TILLMAN TRACY TILLMAN TRACY TILLMAN CHRIS LARSEN STEVE BERNIER STEVE BERNIER STEVE BERNIER ALLEN SPARKS ANDY TORRINGTON CHRISTIAN THORESON CHRISTIAN THORESON CHRISTIAN THORESON CHRISTIAN THORESON CHRISTIAN THORESON CHRISTIAN THORESON ERIK GRAPER ERIK GRAPER JOHN MIDDLETON JOHN MIDDLETON KEVIN COLTRANE KEVIN COLTRANE CHRISTIAN THORESON CHRISTIAN THORESON CHRISTIAN THORESON CHRISTIAN THORESON CHRISTIAN THORESON CHRISTIAN THORESON CHRISTIAN THORESON CHRISTIAN THORESON CHRISTIAN THORESON CHRISTIAN THORESON CHRISTIAN THORESON CHRISTIAN THORESON CHRISTIAN THORESON CHRISTIAN THORESON CHRISTIAN THORESON CHRISTIAN THORESON CHRISTIAN THORESON CHRISTIAN THORESON CHRISTIAN THORESON CHRISTIAN THORESON JAMES TINDLE JAMES TINDLE JAMES TINDLE JAMES TINDLE JAMES TINDLE JAMES TINDLE JAMES TINDLE JEFFREY NICOLAY JEFFREY NICOLAY GREG BLACK GREG BLACK GREG BLACK HENRY BOESSL JACK SLOCUM JEFFREY NICOLAY MALCOLM JONES MALCOLM JONES MARTIN BECKENBACH MARTIN BECKENBACH WILLIAM UMSTATTD WILLIAM UMSTATTD CHRISTIAN THORESON CHRISTIAN THORESON KEVIN COLTRANE

November, 2003: Hang Gliding & Paragliding

RNAET W I N GRS A RT EI PNOGR ST

Region

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

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

Name

WIL BROWN JACK BROWN PETER PARK ANDREI AKAIKINE JOHN DE GOEDE SARAH MASONIS JOHN DE GOEDE SARAH MASONIS BRADLEY DUNCAN SAMUEL MULDER JEFF MORGAN JEFF MORGAN KYNDEL BANISTER BURCE WASILL SCOTT TOMLINSOM BURCE WASILL SCOTT TOMLINSOM MICHAEL BERRY MICHAEL JONGMA MICHAEL BERRY LOLA ASPINWALL DALE RICHARDSON DAVID HORTON MARK WOLOCHUK DAVID HORTON MARK WOLOCHUK RICK RAY DANE GOMM DANE GOMM CASEY JOWERS ROBYN ORR FRANK WAIBEL ROBYN ORR FRANK WAIBEL IDMARI HORN IDMARI HORN CHRIS COGHLIN CHRIS COGHLIN HENNADIY REZ BRENT ERDMANN JAI PAL KHALSA JAI PAL KHALSA MICHAEL DAWSON TIM CHESSER KEN WILLIAMSON JAMES BURGESS TED HERING HANS BUDNAROWSKI HANS BUDNAROWSKI RUSSELL SCHECHTER RUSSELL SCHECHTER ANTHONY DAVIS JARED BOASEN JARED BOASEN RYAN HOOVER DAVID BEATTY DAVID BEATTY GRANT SOLDER GRANT SOLDER IGOR SHEN ROD TYLER ROD TYLER LAUREN BALL LAUREN BALL ELISABETH OTTOLINI RON JOSEPH MD KEITH SMITH KEITH SMITH KAY TAUSCHER

RatingOfficial

CHAD BASTIAN CHAD BASTIAN CHRISTOPHER LANGAN DELVIN CRABTREE DOUGLAS STROOP DOUGLAS STROOP DOUGLAS STROOP DOUGLAS STROOP J C BROWN KELLY KELLAR LAN DO CHIRICO LAN DO CHIRICO LAN DO CHIRICO MAREN LUDWIG MAREN LUDWIG MAREN LUDWIG MAREN LUDWIG MIKE EBERLE MIKE EBERLE MIKE EBERLE PHIL POHL PHIL POHL RICK HIGGINS RICK HIGGINS RICK HIGGINS RICK HIGGINS RICK HIGGINS STEPHEN MAYER STEPHEN MAYER STEVE ROTI JUAN LAOS JUAN LAOS JUAN LAOS KIM GALVIN MIKE GALVIN MIKE GALVIN ROB MCKENZIE ROB MCKENZIE WALLACE ANDERSON WALLACE ANDERSON CLAUDE FISET CLAUDE FISET DAVID JEBB DAVID JEBB DAVID JEBB DAVID JEBB GABRIEL JEBB HUGH MURPHY HUGH MURPHY KYOUNG KI HONG KYOUNG KI HONG MICHAEL MASTERSON NICHOLAS GREECE NICHOLAS GREECE NICHOLAS GREECE PETE MICHELMORE PETE MICHELMORE ROB MCKENZIE ROB MCKENZIE ROB MCKENZIE STEPHEN MAYER STEPHEN MAYER TIM NELSON TIM NELSON ALEJANDRO PALMAZ ALEJANDRO PALMAZ CHRIS SANTACROCE CHRIS SANTACROCE CHRIS SANTACROCE

Hang Gliding & Paragliding: November, 2003

Region

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

4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 5 5 5 5 5 5 5 5 8 8 8 8 8 8 9 9 9 9 9 10 12 12 12 12 12 12 13 13 13

Name

ALAN DECKTOR DAVID DECKTOR JEFF ROHRBACKER GREG SMITH JEFF ROHRBACKER GREG SMITH A J FRYE A J FRYE SAM MONROE CASEY AAKHUS-WITT GREGORY (JAKE) BREY TIM TIEFENBACH TERESA WALTERS THOMAS OTOOLE TODD PROFFIT THOMAS OTOOLE JOSH DAVIS CHRIS AHRENS THOMAS KEOUGH THOMAS OTOOLE RONALD JONES JUAN VAN DER DYS RAQUEL SANTAMARIA JAIME ROESSLER JUAN VAN DER DYS RAQUEL SANTAMARIA JAIME ROESSLER JUAN VAN DER DYS RAQUEL SANTAMARIA JAIME ROESSLER JUAN VAN DER DYS WILLIAM FRAZIER BRVAW BOWKER BRVAW BOWKER MIKE TEGER BILL LHOTTA MIKE TEGER BILL LHOTTA EUGENE KOKORIN JON HUDSON MARK JOHNSTON IAN LYMAN MARK JOHNSTON IAN LYMAN TRAVIS ZERBA TRAVIS ZERBA CHRISTOPHER BRINDISI JOHN BEATTY MICHAEL TURNER MICHAEL TURNER MICHAEL RYDEEN STEPHAN PFAMMATTER CARLOS MADUREIRA CARLOS MADUREIRA MARTIN PALMAZ JEFF GONZALEZ TERRY BONO STACEY GONZALEZ BRAD KATES RAUL MARRERO HENRY BERGER HENRY BERGER RONALD ALVARADO RONALD ALVARADO SEAN MCDANIEL SEAN MCDANIEL CRAIG TAFEL PARVIZ HOMAYOUN PARVIZ HOMAYOUN

RatingOfficial

DAVID PRENTICE DAVID PRENTICE DIXON WHITE DIXON WHITE DIXON WHITE DIXON WHITE DWAYNE MC COURT DWAYNE MC COURT GRANGER BANKS GRANGER BANKS Granger Banks GRANGER BANKS GREGORY KELLEY GREGORY KELLEY GREGORY KELLEY GREGORY KELLEY GREGORY KELLEY GREGORY KELLEY GREGORY KELLEY GREGORY KELLEY GREGORY KELLEY GUILLERMO LUPI GUILLERMO LUPI GUILLERMO LUPI GUILLERMO LUPI GUILLERMO LUPI GUILLERMO LUPI GUILLERMO LUPI GUILLERMO LUPI GUILLERMO LUPI GUILLERMO LUPI J C BROWN ROB SPORRER ROB SPORRER WILLIAM LAURENCE WILLIAM LAURENCE WILLIAM LAURENCE WILLIAM LAURENCE WILLIAM LAURENCE WILLIAM LAURENCE ANDY MACRAE ANDY MACRAE ANDY MACRAE ANDY MACRAE JAKE WALKER JAKE WALKER RANDY ALFANO SCOTT HARRIS JEFFREY NICOLAY JEFFREY NICOLAY JEFFREY NICOLAY LARS LINDE MARCUS SANTOS MARCUS SANTOS ALEJANDRO PALMAZ D BRADFORD HILL D BRADFORD HILL MAREN LUDWIG WILLIAM UMSTATTD BRUCE HASTINGS DENISE REED DENISE REED FABRICIO RODRIGUES FABRICIO RODRIGUES JEFFREY NICOLAY JEFFREY NICOLAY Gabriel Jebb STEPHEN MAYER STEPHEN MAYER

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Hang gliding in the deep south Lookout Mountain Flight Park, Georgia.

L

by Matt Gerdes

ookout Mountain was an established free flight site in the American South even before I was born. Okay, so that’s not long ago, but it’s still pretty old for our sport. Located a short XC flight’s distance from the borders of Alabama and Tennessee in northwest Georgia, Lookout Mountain is one of the nation’s busiest hang gliding locations with plans to become biwingual before summer of 2004.

Lookout Mountain Flight Park’s launch ramp and landing zone… (photos: Matt Taber)

The Lookout Mountain Flight Park is one of a few US flying sites that is also a destination resort. With aero-towing and available on-site lodging and extracurricular activities, the LO Flight Park is a full-service operation for hang glider pilots. Lookout Mountain Hang gliding school manages and maintains the flight park, and is one of the largest hang glide schools in the US. Owner Matt Taber has plans to cut in a new paragliding-friendly launch at the top of the ridge before the summer of 2004.

The existing LZ is huge—a half-mile long and a thousand feet wide, and only a 3.5:1 glide from the top of the ridge.

The Site: Lookout is a ridge that faces into the prevailing Northwest winds.

The ridge is frequently soarable throughout the year with excellent thermaling and XC possible when L+V conditions set in, and ridge soaring possible with each passing front. A typical XC day in the fall or spring would be gains of approximately five to six thousand feet, 54

with gains of up to nine thousand over the top of the ridge a less frequent treat.

Spring and fall are the best seasons for XC; (April to June and September to November). In July, light ridge soaring is possible the majority of the time, and in August the weather tends to be the most stable. The flying in this area of the southeast is best during drier years, particularly when Texas experiences periods of drought.

A more common XC route is the flight from Lookout northeast along the ridge to Chattanooga and back, a 22 mile out and return.

Site Briefings/Fees: Lookout Mountain is privately owned and it is necessary to purchase a $25 site pass for the day or an annual $99 pass. The ridge launch is a mountain cliff, and pilots must be current USHGA members with at least a H2 rating and mountain launch experience.

Aerotowing: There are three Turbo Dragonfly tugs, one trike, and five pilots who fly them on hand at Lookout Mountain. The LZ/Runway accommodates the Tugs well, and each tow to 2500 feet AGL costs $20.

Paragliding: Soon, but not yet. The existing cliff launch is currently not para-friendly, but a new launch should be established before summer 2004, and will make Lookout Mountain one of the better paragliding sites in the southeast.

November, 2003: Hang Gliding & Paragliding

Utah Pilot-Photographer Jeff O’Brien captures the flying lifestyle on the ground and in the air around Point of the Mountain Utah.

Contact: Jeff O’Brien 801/360-3027 jeffobrien@yahoo.com

Two paragliders, (pilots unknown) kiting at sunset at POTM. Canon EOS Rebel 2000 Tokina 17mm wide angle lens Fuji Velvia, autoexposure

Pilot Billy Purden sunset Soaring at “The Point.”

Canon EOS Rebel 2000 Tokina 17mm wide angle lens Fuji Velvia, 1/45@f-19

Above Left: Predator at the South Side.

Canon EOS Rebel 2000 Tokina 17mm wide angle lens Fuji Velvia, 1/45@f-19

Above Right: Suburban Sprawl on the North Side.

Canon EOS Rebel 2000 Tokina 17mm wide angle lens Fuji Velvia, 1/45@f-19

HEAVEN ON EARTH

I

am sitting in Heaven on Earth, except that it’s called Wallaby Ranch. The path I took to get here is somewhat obscure, with luck, frustration, word of mouth, and perseverance all playing a part.

Flying my first High Performance Glider, a Wills Wing SST, at Greenpoint, Michigan, about 2 seconds after launch.

A little history about me. I’m a Michigan Hang-2 pilot with about 60 hours of air time. I started flying in 1979, flew until ’85, and then slowly dropped out of the hang-gliding world with about 30 hours because I was tired of driving 250 miles each way to get to a site and then not fly, repeating this 6 times each summer to get in one day of flying.

In the winter of ’98, I got interested in hang gliding again when I found out about aero towing, giving a pilot the ability to plan on flying and actually doing it! So back into hang gliding I went, and I will say that the first flight I took, off a small ridge over Lake Michigan and soaring for 45 minutes, makes me almost want to suggest to all pilots to take 8 years off so they can fly again for the first time!

Text and Photos By Bob Reed

So off I went back into the world of flying. After going through some training and getting my Aero Tow rating, I started to look around for flying sites around the country that would let me get some airtime, which to me meant sites with lots of vertical.

I flew some in LA, eastern Washington State, Arizona, and Tennessee. The flight that opened my eyes was Tekoe, in eastern Washington State. This was the first time I figured out that I needed some additional instruction. Tekoe is a 1400-foot hill located in rolling farmlands in northeastern Washington State with a base at 1500 MSL. Nice launch, endless LZ in every direction—what could go wrong?

Tekoe, in northeastern Washington State As I arrived that day, I found a disappointing 5-to-7 mph wind coming more or less straight in, so I knew I could get a sled ride

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November, 2003: Hang Gliding & Paragliding

HEAVEN ON EARTH

off, but waited, hoping it would pick up so I could soar. It is a pretty remote site, so I was a bit surprised to see other pilots show up and start to set up. This should have been my first clue that maybe more than a sled ride was available!

After waiting for a few hours, the wind dropped to 3-to-5, so I decided I better launch before the wind dropped even more.

I really didn’t want to do a no-wind launch at 3000 MSL, so expecting nothing more than a 5-minute sled ride, I picked up my glider, a Falcon 195 I had rented from a local instructor, and headed over to launch.

But just as I headed over, another pilot stepped up to launch, so I was now after him.

Little did I know how this would affect the flight to come! There had been a few launches—mostly paragliders— but nobody had done much, so I didn’t understand why the pilot in front of me was waiting so long. After 30 minutes, I didn’t think he was ever going to launch! 15 minutes later he did. And what seemed really odd to me was that as I prepared to launch, he hadn’t lost any altitude!

I launched and headed over to the little bump in the hill he had been hanging near, and I didn’t go down either! How cool. And after about 5 minutes trying to stay in that area, I had enough altitude to slide over the top. This was the first time I had ever gone up in a thermal. I was geeked!

It was good timing because I had brought a few co-workers along to show them what hang gliding is all about and so they could get some pics. Now I had a new goal for the flight—to get up high—and it was actually looking like it might happen.

I was blundering about, finding zero here, 50 there, and slowly climbing, trying to stay in the up, versus down, watching my altitude, and tracking every 10 feet of up I got. After about 15 minutes, things started to get easier—everywhere was going up 50 to 100 fpm, and sometimes I could find 200.

Life didn’t seem like it could get any better! But I did start wishing I had worn a little more clothing, and maybe some gloves.

But no big deal, I could always go down when I wanted to…well, things started happening a little faster. Lift had improved to 200 to 400 fpm and was so smooth. So life had gotten better!

It wasn’t but a minute or two when I hit my first peak of 650+ fpm, which was off my initial scale on my old Ball 652 vario.

Hang Gliding & Paragliding: November, 2003

How cool, I had to switch to my higher setting!

Life just seemed to be getting better all the time. But I was getting really cold now, but who cared, I could handle it a little longer, and since I was already at 5000 feet, I might as well endure it for another minute or two and get up to 6000 feet, and then go down.

That was the plan. So up I went, freezing my ass off, hands aching, to six grand, where I stuffed the bar and headed down. But my bar-stuffed dive was 100 fpm up! Suddenly things started to get scary.

On the way up, I was already so cold my hands were painful. Now they where almost unbearable. I was getting very, very cold. I tried flying out of the lift, but after about 4 minutes I was still gaining altitude.

So I started into cork-screwing reversing diving wingovers. To be honest, I am not sure of all the things I did, but it did slowly get me back down. Scared and painfully cold as I was, I appreciated the fact that if it weren’t for being cold, I would have just kept getting higher, and possibly gotten sucked up into the could.

Something I had never thought about. And it was then that I started looking for some further instruction.

I got to the skill level where, on an easy day, I could thermal up about half the time, but I never felt that I knew what I was doing. I had been looking for a site with an instructor/school that would enlighten me on how to thermal consistently, but hadn’t yet found a site that was consistent, with a school focused on budding thermal pilots that I could afford.

I am a single parent raising a son, so my time away has to be focused. So I was looking for one-on-one instruction, not really wanting to do a group event with the limited time I had available. After checking into some adds in the magazine, I had started to wonder if I could find a way to make it happen without spending $2000, and was starting to think I would have to retreat back to group instruction.

But as I was hanging at a chute clinic, whining about my dilemma about what to do, someone said, “Go to Wallaby.” So I called up, found that they had an instructor/school for budding thermal pilots that I could afford, and planned the trip. The rest is history now, but as I sit here writing this, I have flown as I 59

HEAVEN ON EARTH

have always wanted, up high amongst the clouds, like a sky god.

I came to Wallaby with some background. I had 30 current hours, read every Hang Gliding magazine twice, read Performance Flying front to back five times, and listened to every pilot I could. But after spending just a few short days with the World Team Academy, I now have a good understanding of thermal flying, something I have been trying to get for several years.

I arrived at the Ranch at 7 a.m. on a Monday. After wandering around for a while, I found someone who said, “coffee’s done and at 8 a.m., the place will come alive.” So I started heading in the general direction I had been pointed in and what did I see? A commercial popcorn popper, sitting next to a dual-tap beer cooler. A quick test showed it to be working and further investigation showed it to be Killiens Red, one of my favorites! By 7:30 a.m. I was starting to wonder, but by a few minutes to 8 a.m., everything was moving.

Tugs, gliders and pilots were being pulled up like they had been doing it for hours. The instructors focused on me just long enough to make certain I didn’t need any early-morning sledride tows, and then said talk to them after breakfast. And it continued nonstop until 9:55 a.m. Why 9:55? Because breakfast is served at 10 a.m., sharp! And what a breakfast it was: bacon, eggs, fruit, bread, and more.

After eating the first of many superb meals, I connected up with Malcolm to get my lodging set up. I was lucky enough to get a small cabin, beautifully finished by George Ferris with kitchen/bathroom/ balcony/AC and more.

And then it was time to learn! I got introduced to my instructor Mike, and then we started into some ground school.

And what we started with was not what I expected—it was a general program of how to view the day and manage the decisions that need to be made.

The content I had expected—weather 60

patterns, cloud formations, flying technique—were to come later. Later in the day I did a tow to show the Ranch I knew how to fly, and then another fabulous meal. Thanks to Jeremy (the Chef), I ate better at the ranch than I have ever eaten in my life!

After dinner my instructor mentioned to make sure my batteries where charged up, and when he found out I had only used my radio once before, he decided to check it out, and ended up helping me install it into my harness so I would always have it. This is important so that the day I find myself in the right spot and time to go cross-country, there will be one less thing to stop me. His rule is to work on equipment at night when there is time to do it right, not on the day your flying.

Tuesday started out beautiful, and we casually set up our gliders as we progressed through the decisions that needed to be made to stay in the air.

About 1 p.m. Mike said, “It’s time.”

Thirty-five minutes later I was pinning off next to Mike at 2,500 feet. Mike had pinned off at 800 and already found a nice thermal for me! For the next 40 minutes or so, Mike would search out the sky, find what was good, and then talk me into it.

In those 40 minutes I got more experience thermaling than I had achieved in the last year of trying!

Between that flight and my next four, I got almost five hours of airtime. And the magic of flying long periods of time at cloudbase was priceless. Life at cloudbase was something I had dreamed about and wondered if I would ever achieve. Just those five hours made my year.

Later that night I overheard some conversation about records, and was amazed to find out that my instructor was no other than the person who had flown a hang glider 438 miles but didn’t get the record because it wasn’t enough over the last record.

Sometimes the people who are amongst the best in the world make for very poor teachers, but Mike Barber was able to clearly explain to me with a clear curNovember, 2003: Hang Gliding & Paragliding

HEAVEN ON EARTH

Today, as I sit here and read about my time at Wallaby, I still can’ t keep the huge grin off my face. But I do have a different per spective than back in March. A s I sit here now, I can think about my last five logged flights, with four of them being successful thermal flights totaling about three hours of airtime with a max altitude of 6 0 0 0, a max gain of 45 0 0, and one flight when I decided to come down!

One flight, I started to see some high climb rates— 85 0 average, 12 0 0 peak—understood it to be cloud suck, and calmly e xited out to the edge of the life zone before it got hairy.

I attribute this to the instruction I was able to get. It took me a long time to find a place, method and instructor where it was to be had, but the search was well worth it.

riculum of many hours of ground school why some people stay up and some don’t. Mike is a great instructor.

And there was no way I would ever have learned this by reading or talking.

It was only after being told what to do and why, and then going into the air and experiencing it that it really sunk in. And not only did I learn a lot that everybody would need to know, but Mike was able to find and correct problems unique to me that I didn’t know existed.

be a way. And with that perspective, thinking about my harness, I figured out that what I needed to do was to pull on a line that adjusted the attitude of my harness, pitching up my head and allowing me to look up.

After another flight Mike asked how my vario was doing because he thought the way I was flying indicated a questionable vario. We compared my old Ball 652 to his Flytec and found huge differences. Mine showed no difference in tone between 100 up to 300 up. Needless to say, I now have a new vario!

Even when Mike was nowhere around, he still saw what was going on. One flight, after I decided to come down and Mike kept flying, I didn’t flare hard enough and flopped down onto my wheels. I was happy that Mike wasn’t there to see it! But several hours later, when Mike came down, his first comment was that I had landed in a wind shadow. I couldn’t believe he watched me land, even when he was at cloudbase!

And I could go on. In a few short days, I feel I have multiplied my understanding 100 times. And not only did I learn more than I ever expected, I finally got to experience hang gliding from the perspective of a competition pilot with hours up at cloud base. I don’t know that I will ever be a big cross-country pilot, but I do know that what I have learned during this time at the Ranch will enable me, over time, to get up and stay up where I want to be—at cloud base.

To be able to have this happen at a place like Wallaby Ranch was the frosting on the cake. I was able to stay at the Ranch in an inexpensive hut (I was lucky to get the Taj Ma Hut,) eat meals prepared by a chef, and hang with the friendliest people I have ever had the pleasure to be around.

The swimming pool, draft beer, popcorn and hot tub didn’t hurt either! Combining all of that with hanging at cloud base for hours with Mike Barber makes me feel that Wallaby Ranch is truly Heaven On Earth. My thanks and complements to Malcolm Jones, Mike Barber, and the crew of Wallaby Ranch for giving me the experience of a lifetime.

On the first flight, Mike asked me why I wasn’t looking up. I told him I was and he said no, your not. I kept trying to convince him I was looking up as much as possible, when I finally figured out that since Mike was telling me to do it, there must Hang Gliding & Paragliding: November, 2003

61

U S H G A

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) 1081 NW Stannium Rd Bend, OR 97701 (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

B O D

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@comcast.net

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

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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: Insurance- Mark Forbes 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 Elections/AllocationsMark Forbes 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 8/31/03

November, 2003: Hang Gliding & Paragliding

M A R K E T P L A C E

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 goesGliding live. & Paragliding: November, 2003 Hang

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) 63

SIERRA

SOARING

A Sierras Soaring the

Special skills needed to enjoy special thrills of soaring California’s Sierra Nevadas

By Stu Alderman

fter a handful of summers chasing thermals on the east side of the Sierra Nevada near Lake Tahoe, I’ve come to a couple of conclusions regarding this elusive prey. First is that most of the theories propounded by Dennis Pagen and other masters of the air are correct. Second, the dynamics of rising air are so complex that you need to form your mental model based on the particular area you fly and the specific weather at that time.

The east side of the Sierras is a desert.

This means we’re under a more or less continual high-pressure system.

In a high-pressure system, air is descending. It heats as it falls, providing the sunny, hot and dry weather we’re famous for. The bright sun and warmth do breed thermals, but they’re often violent little things as evidenced by killer dust devils and the adage of “Don’t fly in the middle of the day.” Looking at temperatures on

64

the top of the mountain compared to temperatures at the bottom is a good indicator of thermal activity. But also check the pressure. When the barometer is high, watch out for dust devils and bullet thermals. Lower pressures seem to correlate with steadier and wider thermals that are a lot more forgiving.

There’s been a lot of debate on the subject of thermal triggers. I don’t think anyone has conclusive proof on how they work, but my pet theory is that they assist at the beginning of a thermal by providing a path-of-leastresistance. Consider the top of a rock outcropping. There’s a layer of air very close to that rock that is being nicely heated. As the air near the top of the rock moves up, it’s making room for air that is lower on the rock to move up and take its place. The flow travels along the surface of the rock and the slope below, gaining both heat and momentum the entire way. Once this mass of air starts moving, it will tend to keep moving as long as a good thermal gradient exists.

November, 2003: Hang Gliding & Paragliding

SIERRA

This action may attract hot air from flatter areas nearby, resulting in a much stronger thermal.

Our area does not lack thermal triggers.

Every pine tree, juniper and pile of rocks is a thermal trigger. When flying close to the terrain, you’ll feel a series of bumps as you pass over these triggers.

A good way to visualize these tiny thermals is to compare them to the tiny roots that combine and get larger as you travel upward toward the trunk of a tree. While scratching for altitude, you may hit several nice bumps in a row. Each little thermal may be too small to turn in, but if you can get up a little higher, they may coalesce into something bigger that you can core.

If you can find a path through these thermals where you’re getting more up than down, you may be able to rise into the core. Often I find myself turning in an odd, circuitous route through two or three small thermals before I find myself in one big enough that can be cored through an entire revolution.

I’ve found that turning a perfect circle to core one of our thermals is more the exception than the rule.

In addition to strict thermal development, you must consider the terrain, any prevalent winds and surprisingly enough, the snow cover that may be in the area.

One model that seems consistently overlooked is that of convergence. There are some very good discussions on leeside thermals and pure orthographic convergences. But aren’t two small thermals that combine into one larger one a convergence? One phenomenon that many Sierra pilots have noted is the increased presence of thermals at the edge of the snow line. A likely explanation is the cool air sliding down the face of the snow meets the warm air traveling up the hill causing a convergence that is often quite useable.

At one of our sites there is a ridge that runs directly into the mid-morning sun. By noon, both sides of the ridge have heated and a set of thermals can almost always be found along this ridge.

There is usually a small component of wind crossing this ridge from one side Hang Gliding & Paragliding: November, 2003

SOARING

Coring in Sink Sucks One of the strongest skills I’d desperately like to unlearn is coring sink. I think we’ve all been there, where pilots all around are rising and our own vario is stuck on that sickening down tone. The best thing to do is get out of there ASAP. We tend to study lift, but don’t try to learn a lot about sink.

My first objectives while in sink are to get out as soon as possible and have a landing zone available if that fails.

Since a strong downdraft can be traveling downward several times faster than your glider’s normal sink rate, it may be best to maximize your forward speed at the expense of a little more sink rather than spend more time stuck there.

Paragliders need to lean back, streamline their bodies, and if the air is smooth, use their speed bar. A hang glider may consider dropping the nose.

Be ready to reduce speed and engage the paraglider’s brakes in case you hit a thermal or turbulence. You should always stay alert. The good news is, if there’s strong sink in the area, there’s probably some good lift nearby.

or the other, but due to vagaries in forecasts and the terrain at launch, you often don’t know which side. The strongest thermals are slightly to the lee side, accompanied by some strong sink slightly further downwind. By working these odd-shaped columns up the ridge, you can often make it up to the top of the mountain and find a really large thermal where all the small updrafts have combined.

So now let’s say you’ve gotten on top of that big thermal and you’re several continues on page 76…

65

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 in spected 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

AEROMAX MAGIC 4 166 - $500. Beautiful Aeromax glider bags & Prime harnesses.

(505) 523-5181, airmax2u@yahoo.com AEROS STEALTH KPL 2-13 - White w/purple undersurface, very clean glider $1,400.

(909) 676-4523, lkcostanza@earthlink.net 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 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 66

FALCONS — 140, 170, 195, 225 new and used. WALLABY RANCH (863) 424-0070.

FALCON 140 - Pristine condition, 1998, <11 hours all aerotow, stored at flight park, blue/fuchsia, includes: spare downtube, batten patterns, small knee-hanger harness, Charlie outsider helmet, extras $2,000. Pamela Andrews, (416) 365-1947, clarity@deepsky.com FALCONS CLEARANCE SALE — School use, one season. Falcon 1s and 2s. All sizes $1,250-$2,500. (262) 473-8800, info@hanggliding.com FALCON 195 – 40 hours, excellent shape $1,200 OBO. WW harness w/parachute $500 OBO. (505) 325-7157 winks@fisi.net FREE PVC GLIDER STORAGE/TRANSPORT TUBE — With the purchase of any new glider.

(517) 223-8683, Cloud9SA@aol.com. Largest selection of new and used gliders in Michigan.

FUSION 150 & 150SP — Low hours, meticulously maintained, excellent condition, two of the last ones built $1,700 or trade for?

(262) 473-8800, info@hanggliding.com K4+ - Custom sail, great condition and flies great $500. MOYES harness, new, never been flown, all the extras, includes towing package and front mount chute, red/black, fits 6’1” $450. (209) 532-1302 anytime.

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 LITESPEED IV - Zoom frame, 30 hours, High Energy Tracer harness & chute $3,500. (408) 866-2545, cell (408) 761-1670, craig@aerialchair.com MOYES LITESPEED 5 – Excellent condition, white mylar top, yellow/purple, round speedbar $4,000. (321) 724-8576.

PACAIR PULSE 10M – Excellent condition, faired downtubes, speedbar, includes harness, helmet, vario, manuals & batten patterns $2,000. 1-800-943-3620, jgjoern@sisna.com PULSES AND VISION MARK 4S — Low cost novice gliders.(262) 473-8800, info@hanggliding.com

SATURN 167 — ~20 hours, perfect, VG, all options $2,900. 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 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 TRX 160 - Dark blue/light blue/white, 2 extra downtubes, fin $750. (810) 630-1296 Michigan 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 WWXC 142 — $1,100 OBO. (303) 9211508, rmartin@ball.com WWXC 142 – Low hours $2,500 OBO. Call at 12noon (973) 398-4817 Middleton NY. 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 November, 2003: Hang Gliding & Paragliding

M A R K E T P L A C E

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.

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

AEROS XC - Like new, 5’11” pilot, includes Conair emergency chute and drag chute $200. (909) 676-4523, lkcostanza@earthlink.net THE BUG / SUPRONE POWER HARNESS - Stability, performance and comfort.

Climb to altitude on your terms! Complete harness ready to fly. Electric start, Silencer kit, Prop lock & more... $5,688 delivered.

US Distributor & Service Center, Ken Brown (530) 888-8622, Sportwings@aol.com

OZONE PROTON GT XL - DHV 2-3, good shape, red/blue, min. flights, good sink rate $1,700 OBO. Tandemrudy@hotmail.com, (510) 776-2341 PERCHE ECCO - Medium 85-105kg, new $2,000, 6 months/90 hrs old $1,400.

(970) 728-1754, cristol8750@hotmail.com RIGID WINGS

AEROS STALKER - 2002, w/tips, white/blue, under 10 flights, under 10 hours, best offer. (315) 498-5112, mclark@lodestonebanking.com ATOS – Small, low hours, extras $5,500.

(608) 221-3681, gdinaauer@aol.com AV8 — STRATOS RIGID. World championship rigid wing. We stock Stratos and Atos parts. Call (760) 721-0701 or email indasky@yahoo.com EXXTACY 160 — 1997, excellent condition $3,000 OBO. (714) 898-4121, grimjay@oco.net

HIGH ENERGY TRACER — $300, 6’ 200lb, very clean, no scuffs, black w/yellow stripe .

SurfAir@execpc.com (262) 783-7747.

EXXTACY 160 - Good condition, splits in half, padded waterproof bags, XC bag, tandem control bar $3,500. EK (970) 209-8376

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

EXXTACY 160 — New in 2001, less than 10 hours!! Clean, almost new, priced to sell.

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

AEROMAX GLIDER BAGS & HARNESSES – Regular $59. XC $58, waterproof $90.

PRIME XC cocoon $189, PRIME X cocoon $159, Prime Trainer $125. (505) 523-5181, airmax2u@yahoo.com CG HARNESS – w/Lara Gold chute & swivel $1,500 OBO. Eric Raymond tandem harness, chute, swivel $800 OBO. Reggie Jones (619) 445-3633, reggieandvicki@cox.net M-2 – Fits 6’ pilot $250. (619) 920-4140 San Diego.

PARAGLIDERS

AIR SPORTS USA – WWW.FLYFORFUN.NET APCO SIMBA - Medium $900.

(509) 662-7966 Hang Gliding & Paragliding: November, 2003

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

GHOSTBUSTER 2000 - Very clean, complete w/recreational control frame, wheels, full race Wills Wing control frame, extra downtubes, extra carbon fiber base frame, spare keel, XC splite bags, many many extras: complete make up for racing $5,500. http://members.cox.net/reggiefiles/glider “More Bang For the Buck”. Reggie Jones (619) 445-3633, reggieandvicki@cox.net ULTRALIGHTS

AIR SPORTS USA — WWW.FLYFORFUN.NET COMPLETE AEROTOW TRIKE OPERATION — w/Rotax 503, 3-blade Ivo prop, 2-place seat, tow release, emergency chute, LaMouette Gulf wing, custom trailer, launch cart $8,000 gets it all. cctravel@mail3.newnanutilities.org for pixs or (770) 304-8475.

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

SCHOOLS & DEALERS ALABAMA

LOOKOUT MOUNTAIN FLIGHT PARK — See ad under Georgia.

ARIZONA

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 67

M A R K E T P L A C E

CALIFORNIA

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

Call (760) 753-2664 for information, airjunkies@worldnet.att.net 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 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

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Come fly with Rob Sporrer (USHGA’S 2002 INSTRUCTOR OF THE YEAR!) and the rest of Eagle Paragliding’s excellent instruction staff. 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).

November, 2003: Hang Gliding & Paragliding

M A R K E T P L A C E

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.

FLY THE RIDGE - At the epicenter of Florida’s converging coastal winds. XC over 75 miles in any direction. X2’s set up, harnessed and ready to fly. New management and staff, experienced aerotow pilots, friendly instruction, camping, swimming, fishing. One hour from either Florida coast on State Road 80 between Clewiston and Labelle. (863) 805-0440. www.TheFloridaRidge.com

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 CONNECTICUT

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.

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 22,000 + EYEBALLS LOOKING AT YOUR AD IN THE MAGAZINE EVERY MONTH. QUALIFIED PROSPECTS, SOLID VALUE. HARNESS THE POWER OF CLASSIFIED ADVERTISING — IT’S YOUR MAGAZINE. MAKE IT WORK FOR YOU.

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

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).

Hang Gliding & Paragliding: November, 2003

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DME APRAK RE T M LE ANC TE T P

GEORGIA

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

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

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

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,

ILLINOIS

for combined/integrated FOOT LAUNCH

MD 21660 www.aerosports.net hangglide@aerosports.net MICHIGAN

CLOUD 9 SPORT AVIATION — Aerotow specialists. We carry all major brand hang gliders. Free PVC glider storage/transport

AND AEROTOW certification. Apply 100% of your intro lesson costs to certification program upgrade! Please see our ad under

tube with new glider purchase. Now in stock:

WISCONSIN. info@hanggliding.com

Airwave Magic Kiss 154. Outrigger wheels

MAINE

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Baltimore and DC’s full time flight park

IDAHO

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

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

MARYLAND

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

2003 Upgrade Wills Talon Comp, U2 145, U2 160, Falcons; Moyes Litespeed 4, Sonic 165; 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 November, 2003: Hang Gliding & Paragliding

M A R K E T P L A C E

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.

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.

NORTH CAROLINA

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.

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 Hang Gliding & Paragliding: November, 2003

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.

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 GO...HANG GLIDING!!! — Jeff Hunt. Austin ph/fax (512) 467-2529 jeff@flytexas.com www.flytexas.com

• 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

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.macparaUSA.com 71

M A R K E T P L A C E

UTAH

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

U.S. AIRBORNE SPORT AVIATION CENTER — Full service flight school & sales.

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

WISCONSIN

RAVEN SKY SPORTS HANG GLIDING AND PARAGLIDING — The first and oldest aerotow flight park in the USA, open 7 days a week since 1992. Featuring INTEGRATED INSTRUCTION of foot-launch and aerotow tandem skills, at package prices to beat any in the USA. Seven beautiful, grassy training hills facing all wind directions and a new 360 degree 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 WYOMING

MEXICO

FLY BAJA MEXICO - Join us for our twelfth year paragliding at La Salina, Baja, Mexico, February 21 to 28, 2004. Some of the most consistent flying conditions in North America.

Beach front accommodations and all ground transportation to and from San Diego Airport included. Beginners welcome: $1,175 includes all instruction and equipment. Para 2 and above rated pilots with their own equipment: $899. Call 1-800-PARAFLY or visit our web site at www.paraflypg.com

HOW’S WINTER FLYING WHERE YOU ARE? - Come to VALLI DE BRAVO for a flyng vacation.

Visit us at www.flymexico.com, 1-800-861-7198

PARTS & ACCESSORIES

AEROMAX GLIDER BAGS & HARNESSES – Regular $59. XC $58, waterproof $90. PRIME XC cocoon $189, PRIME X cocoon $159, Prime Trainer $125. (505) 523-5181, airm ax2u@yahoo.com Don’t Pay Retail for your Flying Gear

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 WASHINGTON

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 72

JACKSON HOLE PARAGLIDING - Come to Paragliding Paradise and enjoy Alpine flying at its absolute best! Jackson Hole Paragliding can help turn flying dreams into reality with our quality instruction and guide service. Long known as an outdoorsman’s paradise, Jackson Hole has evolved into a Mecca for paragliding activities. JHPG offers tandem flights, beginner through advanced instruction, mountain thermal clinics, XC clinics, towing, maneuvers training, aerobatic demonstrations and paramotoring.

A perfect flying day-Launch the Jackson Hole Mountain Resort Aerial Tram in the morning, Tow at the Palisades Reservoir in the afternoon. Contact: scharris@wyoming.com www.jhparagliding.com (307) 690-TRAM (8726)

Certified Full Face Helmets $149 www.OnlineFlyingGear.com onlineflyinggear@mindspring.com MC/Visa/Paypal KLASSIC OR CONCEPT WINGLETS — One pair left, brand new in box $350 OBO or trade for? (262) 473-8800, info@hanggliding.com November, 2003: Hang Gliding & Paragliding

M A R K E T P L A C E

SOARING DREAMS

XC $60., heavy waterproof $100.

Accessories, used stuff. Low prices, fast delivery! Bar mitts, harness packs & zippers.

Gunnison Gliders, 1549 County Road 17, Gunnison CO 81230. (970) 641-9315, orders 1-866-238-2305.

FLIGHT SUITS

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

5 STYLES IN STOCK *Perufly Paragliding Suit. *Featherweight *Desert *Flame Retardant *Hang Gliding 24 HOUR SHIPPING, MC/Visa Accepted.

MPHSports.com (503) 657-8911

MINI VARIO — World’s smallest, simplest vario! Clips to helmet or chinstrap. 200 hours on batteries, 0-18,000 ft., fast response and 2 year warranty. ONLY $169.

Mallettec, PO Box 15756, 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.

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 VARIO SALE - 15%-20%-25% off! Varios and flight accessories, call Valley Wings (308) 783-2080 6AM-10AM mountain time

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

• ORDER ONLINE AND SAVE • Water/Dust Resistant Push Button • Field Replaceable Finger Switch • Heavier Gauge Wire/Improved Plugs • Increased Strain Relief at ALL Joints SPECIAL PRICE $99.95 Extra finger switch $19.95 w/purchase. Dealer inquiries welcome. Call (708) 484-6490. MC/Visa.

Visit our website at www.flightconn.com, mikedillon@flightconn.com Hang Gliding & Paragliding: November, 2003

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

Camera mount (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.

Email: tek@snet.net 73

D M EA PR A K ER TT PML EA N C E T

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

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.

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

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 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.

REAL ESTATE

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 74

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 (scooter/trailer not included) TLS PAYOUT WINCH — Currently fitted for Toyota Extra Cab 4x4, 2500’ line, great fun $600. danarmstro@aol.com, (661) 821-0346, Calif 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.

F LY G U AT E M A L A : D e c 1 5 - A p r i l 1 5 , hang gliding & paragliding tours. w w w. h a n g g l i d i n g - g u a t e m a l a . d e gpscablestore.com - Check our large selection of communication and power cables, adaptors, remote antennas and accessories. Smokin’deals and free shipping

HANG GLIDING CHRISTMAS CARDS Black and white etching style. $10 per dozen, $18 for 2 dozen, $33 for 50, or $60 for 100.

Plus 10% for shipping. Send a self addressed stamped evvelope for an assortment selection sheet to: TEK FLIGHT Products, Colebrook Stage, Winsted CT 06098 or call (860) 3791668. On the net: http://www.acreation.org or mail cards@acreation.org

M A R K E T P L A C E

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

VIDEOS & DVDS

*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.

Hang Gliding & Paragliding: November, 2003

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.

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 HANG GLIDING EXTREME & BORN TO FLY

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

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

1-800-616-6888, www.ushga.org STARTING 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.

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 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.

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STOLEN WINGS & THINGS

INDEPENDENCE DRAGON - Stolen August 29th, 2003 from a car in SAN DIEGO, CA. Red & Grey, size XS, 2” white patch on upper canopy, taped broken sheath, 3rd right D riser, upper line. Medium P4 harness, rear/top mount reserve, gloves & radio antenna in pockets.

Both in light grey Independence backpack.

Reward. Diana Tung (760) 271-0425, dineorama@yahoo.com PRO-DESIGN TARGET – Paraglider, stolen August 8, 2003 from car at WINTER PARK RESORT, COLORADO. Red w/large comp numbers “42” on underside, Pro-Design Concept Air harness & reserve, blue helmet, Ball M19e vario, Yaesu FT-411E radio, Hanwag boots. Contact: Mark Ziegler 970-887-3066 mzig@rkymtnhi.com STOLEN FROM MULLER WINDSPORTS, Cochrane, Alberta, Canada between July 18-20, 2003. APCO ALLEGRA MEDIUM YELLOW #600271, in purple stuff sack; APCO FIESTA MEDIUM RED #765452 , new; APCO PRIMA 24 VIOLET #25818 , faded bag, w/first harness; APCO FRONT MOUNT RESERVE MAYDAY 20 w/Y bridle; APCO CONTOUR LARGE HARNESS, black/blue; UP TETON HARNESS, large, grey/blue. Please contact us if you have any information: fly@mullerwind sports.com, (403) 932-6760, fax (403) 8510737 or contact Cst. H. Boilard, Cochrane RCMP (403) 932-2211, fax (403) 932-2842.

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) 369-9920, 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

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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 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.

SIERRA SOARING (…continued from page 65)

thousand feet above the peak. Where to now? Lacking a cloud street (or any form of clouds), you’ll probably follow a ridge or a line of peaks in some direction. But which direction? Many sites on the eastern side of the Sierras will generally see a shift from east to west each day in the prevailing winds.

Unless you carry a radio and find someone in tune to current weather, you’ll have to guess and experiment on how the winds are behaving as you start out on that cross country. Which side of the peaks have the best lift—the hotter side, or is it the lee side?

If lift is strong, you may opt to take a direction that includes a tailwind component. My experience is that when you are flying into the wind, rather than coring, you’ll stay in a thermal that is rising up and toward you longer that one having a tailwind component.

Of course if you’re coring a thermal, it will drift you in the direction of the prevailing wind. You’ll have to factor in whether you’ll be doing more coring or drilling straight through a series of bumps that form along a ridge.

Finally, examine the risks of each decision and always have a bailout plan if things turn bad. Mountain winds are often capricious and you’re never quite sure when they’ll switch and give you a whole bunch of sink (see article in Sidebar). Always have a landing site in mind that is achievable in moderate sink. Turbulence is a fact of life in the Sierras, so fly a wing that is comfortably within your skill level.

Be careful and have fun!

November, 2003: Hang Gliding & Paragliding

M A R K E T P L A C E

JUST ONE MORE…

USHGA Executive Director Jayne DePanfilis and former USHGA Board President David Glover stand with Francis and Gertrude Rogallo at the new Monument to a Century of Flight.

In 1948, Francis and Gertrude Rogallo enjoyed the first successful flight of their flexible wing, a revolutionary glider that was constructed from Gertrude’s kitchen curtains and developed from research conducted in their in-house, homemade wind tunnel.

Hang Gliding & Paragliding: November, 2003

INDEX TO ADVERTISERS

Adventure Productions..................18

MPH Sports ..................................22

Aerolight USA ...............................22

The Paraglider Network ................65

Angle of Attack .............................35

Paraglider Magazine .....................45

Apco Aviation ...............................48

Pro Design ......................................7

Brazil Adventours ..........................51

Sport Aviation Publications ...........63

Critter Mountain Wear ..................22

SuperFly........................................80

Dan Johnson ................................63

Thermal Tracker ...........................20

Dixon’s Airplay..............................79

Torrey Pines Gliderport ...........26, 44

FlyMexico.com .............................51

Traverse City/Mosquito ................63

Flytec USA ......................................2

US Aeros ......................................43

Hall Brothers ...................................6

USHGA .........................................16

High Energy Sports .......................13

USHGF..........................................10

Mojo’s Gear ..................................64

Wills Wing.......................................8

Moyes America .............................34

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P R D R U T C T D E O P A M EL NI N T E S

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

St. Paul, Minn. -- Again with the motor news…? These little contraptions are making quite a… how nicely can I put it?

-- “joyful noise.” The vote is now history. As I write this in late September, the count has not been made but trends pointed toward acceptance.  Time to take a breather and then move on. Let’s realize that we only have a few hundred of these motor guys. Some flying sites will have to work out compatibility issues, but for the most part powered harnesses, powered paragliders, and nanotrikes allow flight from places closer to home. When they do fly in the company of unpowered hang gliders or paragliders, they are among the quietest of ultralights as their engines have commonly been developed in noise-sensitive Europe.  This column will continue to track the field. But these tiny rigs are simply engines on hang gliders or paragliders and the wings still fly the same (they may even have similar wing loading through the use of larger wings). So, I’ll still be looking for news among unpowered hang gliders and paragliders. If you’ve got some… well, you know the drill. ••• After last month’s review of some soaring trikes on display at the giant Oshkosh airshow, I have one more update. At this event, with 15,000 aircraft on the grounds, many are spectacular showplanes. Nearly all of these are judged for the quality of craftsmanship in building or restoration. Teams of judges, often themselves experienced builders, swarm around the best planes evaluating them so carefully that even such minutia as bolt positions and decal straightness are intimately examined. Those that win are astonishing works of the builder’s art, commonly taking thousands of hours to complete.  Among those feted at the big show was Steve Rewolinski’s nanotrike, which EAA called simply, “Soaring Trike.” Steve’s effort garnered him the prestigious Ultralight Reserve Grand Champion award. Rarely do soaring machines of any kind qualify for this honor and Steve should be beaming that big smile of his. Congratulations to him for putting a hang glider in the ranks of flying machines celebrated at Oshkosh. (Despite the brouhaha over powered harnesses, powered paragliders, and nanotrikes, I believe Rewolinski’s “soaring trike” is indeed a hang glider as it had a Laminar MR700 wing atop Steve’s highly streamlined creation. He intends it for soaring flight and has often used it that way.) ••• Still thinking of soaring news at Oshkosh…

Last month I mentioned a new hang glider tug. Tentatively called “Breese AT,” the new entry is built by M Squared of Alabama. Proprietor Paul Mather is a three-decade veteran of the ultralight industry, 17 years of which were at Quicksilver Aircraft. Naturally his models bear a significant likeness to those from the company he left. Paul stayed with an airframe shape he knew and beefed it up for larger engines and harder work, like training …or towing.  The story develops as former Second Chantz parachutes owner -- plus hang glider and paraglider pilot -- John Dunham, approached Mather and M Squared. They struck a deal where Mather will built P

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the customized rig and Dunham will market and distribute it.

Dunham is already very familiar with M Squared airplanes as he leases one he owns to TV production studios as a filming platform. He explains, “I’ve been working with Paul to develop a new aero tug to compete with the Dragonfly. We will be doing flight and hang glider tow testing in Alabama, and then I will be flying it around to all the Florida parks to show it off.

I’ll be the exclusive marketing agent to the HG community.”  In explaining his request to M Squared, John said that he wanted it to be, “…based on the M Squared Breese single place design with the two-place, single surface, slow, strutted wing, a Maule-type tow hook release under the rudder, tundra tires, and a specially-built 670 Rotax... almost 100 hp at the same weigh as the 582.”  About his hybrid model Mather is convinced, “She’ll climb all day at 25 mph while towing a hang glider. The climb angle is a real eye opener.”

The M Squared model is reportedly lighter than a Dragonfly which explains some of its impressive performance. Another reason is the low-speed single membrane airfoil (a direct derivative from the Quicksilver hang glider of the 1970s).

As of Oshkosh, Mather had starting test flying but towing had not been accomplished. Some adjustments are likely to get the tow angles and releases perfected, but these tasks shouldn’t unduly slow progress.  With about 50 operating, no new tug will overtake the Dragonfly anytime soon. But choices are always good. John told me, “I plan on marketing it for around 25 grand ready to fly, including a BRS 750 VLS [vertical-launching emergency parachute] system.” FMI: jdunham@sbcglobal.net.  Neither Mather nor Dunham have overblown expectations; they only hope to sell a few a year.

But since M Squared is a viable enterprise in ultralight aviation, a few extra sales a year are useful if the development cost isn’t too high. ••• Of great relevancy given the powered harness and paraglider debate is Seagull Aerosports’ unpowered Pod Racer. This engine-free, substitute-for-a-harness is still a trike and one that does not allow for foot launching; it is designed to be towed. Perhaps such a soaring trike doesn’t interest you but it’s hard to argue the Pod Racer isn’t a hang glider. What is it otherwise? It isn’t an ultralight; it has no engine. The tandem rigs used for instruction at most towparks take off and land on wheels all the time yet we still think of them as hang gliders. Tow launches so important to modern flying often start (and sometimes end) on wheels. Are we so attached to “foot launch” that the Pod Racer would be disregarded? My point is not to create extra static in an atmosphere crackling with tension over the powered harness or paraglider. Yet the Pod Racer is coming. How will we regard it? …Next month, a return to some unpowered information. ••• 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! i

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Award Winning Instructors USHGA Instructors of the Year Dixon White & Marty De Vietti

PERFECT PROFILES

Team Pilots Josh Cohn World Declared Goal Distance Record - Nitro 2003 Winner Florida and So. Cal. Open - Nitro 2002 US Natl. Champion Serial Class - Syncro 2001 US Natl. Champion Serial Class - Quarx Kari Castle 2002 US Nat. Female Champion - Quarx

2001 US Natl. Female Champion - Quarx!Serak

Specializing in beginner instruction.

Arizona, California, Colorado, Hawaii, Maine, Oregon & Washington

Visit our updated website to order from our convenient on-line store and for information on our specialized clinics.

S.I.V., Thermal and tours to Mexico, Brazil and Austria.

Videos, Books and much more!

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