USHGA Hang Gliding & Paragliding Vol34/Iss7 July 2004 by US Hang Gliding & Paragliding Association

Volume 34 Issue 7 July, 2004 $4.95

A P u b l icatio n of the U nite d States H a ng G l i d i ng A ssociatio n • w w w.ushga .o rg

IT DOESN T MATTER WHATVOU THINK YOU WANT.... WE'VE GOT IT. 1

You want the most reassuring, most docile characteristics available in a DHV 1 entry level wing? You still want good handling and excellent soaring performance? We've got that- the Airwave Wave and the brand new Swing Axis 3. Been there and done that, and ready for a slightly more active wing with some more performance? Got that too - the new Swing Arcus 3. Ok, past that too, huh? Lots of time on the more docile DHV 1 and 1-2 wings, ready to try the top end of the performance spectrum in a more advanced DHV 1-2? Yep, we've got that too: Airwave Sport 2 and Swing Mistral 3- both brand new and both incredible. (If you haven't flown a current generation wing, you'll find it hard to believe how much performance a top end DHV 1-2 can offer these days.) Or, if you'd like to step up a little farther to DHV 2 class performance - there's the Swing Astral 3. Ok, who's left? Right, the veterans with multiple hundreds of hours that fly every weekend, usually both days - looking for a true high performance wing with cross country speed and glide, and ready for DHV 2-3 flight characteristics. We've got that too -the Swing Cirrus 3 and the Airwave Magic 3. Instructors? Looking for the ultimate tandem wing? Check out the Airwave Combi or Airwave Scenic- outstanding teaching tools for your school.

Who's that last guy over in the corner there? Oh yeah, the competition pilot. Yep, we've got your wing too. Airwave Magic FR or Swing Stratus 5- take your pick. Either way you've got the performance to win in a competition class wing.

So there it is. And you thought this was going to be hard.

BEGINNER

RECREATION

COMPETITION

MISTRAL3 SPORT2

MAGIC3

MAGIC FR

Wills Wing, Inc. 500 West Blueridge Ave, Orange CA 92865 TEL 714-998-6359 FAX 714-998-0647 e-mail: info@willswing.com

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Jayne DePanfilis, Publisher: jayne@ushga.org C. J. Sturtevant, Editor: editor@ushga.org Tim Meehan, Art Director: artdirector@ushga.org Steve Roti, Contributing Editor Matt Gerdes, Contributing Editor Davis Straub, Contributing Editor Office Staff Jayne DePanfilis, Executive Director, jayne@ushga.org Jeff Elgart, Advertising, jeff@ushga.org Trina Richard, Member Services, trina@ushga.org Joanne Peterson, Member Services, joanne@ushga.org Michelle Johnson, Member Services, michelle@ushga.org USHGA Officers and Executive Committee: Bill Bolosky, President, bolosky@ushga.org Mark Forbes, Vice President, mgforbes@mindspring.com Elizabeth Sharp, Secretary, Elizabeth.Sharp@heii.com Randy Leggett, Treasurer, ias@ot.com REGION 1: Bill Bolosky, Mark Forbes. REGION 2: Ray Leonard, Urs Kellenberger, Paul Gazis. REGION 3: David Jebb, John Greynald, Tad Hurst. REGION 4: Steve Mayer, Jim Zeiset. REGION 5: Lisa Tate. REGION 6: Len Smith. REGION 7: Bill Bryden. REGION 8: Gary Trudeau. REGION 9: Randy Leggett, Felipe Amunategui. REGION 10: Steve Kroop, Matt Taber. REGION 11: Dave Broyles. REGION 12: Paul Voight. DIRECTORS AT LARGE: Elizabeth Sharp, Bruce Weaver, Dennis Pagen, Russ Locke, Chris Santacroce. HONORARY DIRECTORS: Alan Chuculate, Tiki Mashy, Aaron Swepston, Steve Roti, Dick Heckman, Michael Robertson, Bob Hannah, John Harris, Ed Pitman, Jennifer Beach, James Gaar, Dave Broyles, Ken Brown, Rob Kells, Dan Johnson, Jan Johnson. 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 United States at FAI meetings, has delegated to the USHGA supervision of FAI-related hang gliding and paragliding activities such as record attempts and competition sanctions. HANG GLIDING & PARAGLIDING magazine is published for foot-launched air-sports enthusiasts to create further interest in the sports of hang gliding and paragliding and to provide an educational forum to advance hang gliding and paragliding methods and safety. Contributions are welcome. HANG GLIDING & PARAGLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLIDING & PARAGLIDING editorial offices 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: July, 2004

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HANG GLIDING & PARAGLIDING (ISSN 1543-5989) is published monthly by the United States Hang Gliding Association, Inc., 219 W. Colorado Ave., Suite 104, Colorado Springs, CO 80903 (719) 6328300. 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. Canadian Post Publications Mail Agreement #40065056. Canadian Return Address : DP Global Mail, 4960-2 Walker Road, Windsor, ON N9A 6J3 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 © 2004 Hang Gliding & Paragliding magazine. Hang Gliding & Paragliding magazine welcomes editorial submissions from our members and readers. We are always looking for well-written articles and quality artwork. Feature stories generally run anywhere from 1,500 to 3,000 words. If your topic demands more or less than this, you should discuss options 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 via email to editor@ushga.org, as may letters to the editor. Please be concise and try to address a single topic in your letter. Your contributions are greatly appreciated. If you have an idea for an article you may discuss your topic with the editor either by email or telephone. Contact: Editor, Hang Gliding & Paragliding magazine, editor@ushga.org, (425) 888-3856.

Cover: Red Bull photographer Christian Pondella captures the HG & PG action at the Red Bull Huckspedition in Monument Valley, Arizona.

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

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

PURA VIDA FLYING

DEPARTMENTS

Jeff O’Brien’s interest in photography led to sponsorship and an invitation to participate in a ﬁlming adventure in Costa Rica with U.S. Aeros and some of the world’s best hang and para pilots.

Editor’s Corner ..................................... 6 Pilot Brieﬁngs: News and Events ............ 7

Jeff O’Brien ......................................................................................... 23

Faces of the Future: Ryan Voight .......... 10 Air Mail: Readers Write In ...................... 11 USHGA: Publisher’s Note ..................... 15 Master’s Tips: Insured is Assured ........... 16 HG 101: Launch Technique.................. 19 USHGF: It’s Your Foundation ............... 29 Book Review: Secrets of Champions ....... 43 Pilot Proﬁle: Joe Greblo ......................44 Comp Corner: ..................................... 46 Marketplace........................................ 57 USHGA: Director Nominations................ 59

SYLMAR HANG GLIDING ASSOCIATION’S 20TH ANNIVERSARY CELEBRATION How a small group of activists kept at bay formidable antagonists with vast resources Richard Seymour ................................................................................. 32

AN EPIC DAY AT LAKEVIEW A mediocre-looking day at Lakeview turns into an epic ﬂying day, but the real adventure for this pilot begins with the landing.

Jugdeep Aggarwal ................................................................................ 37

Calendar ............................................. 60 Gallery ................................................ 63 New Ratings ....................................... 67 Index to Advertisers ........................... 71 Classiﬁeds ........................................... 72 Product Lines: By Dan Johnson ............. 78 4

REGION NINE’S YEARLONG XC CONTEST In spite of a horribly wet 2003, many Region Nine pilots managed respectable if not spectacular ﬂights throughout the year.

Pete Lehmann ..................................................................................... 48 July, 2004: Hang Gliding & Paragliding

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A HUNDRED YARDS FROM HOME You don’t get to ridge soar in Florida on just any day, but two lucky parapilots caught the perfect conditions for airtime on a tiny sand dune.

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Jeff Goin ............................................................................................. 52

THE FLYTEC CHAMPIONSHIP This year’s Flytec Championship scored the perfect combination of weather, site, facility, personnel and pilots, all together at one place on the planet in one short stretch of time.

Dennis Pagen ...................................................................................... 54

A TRIBUTE TO DIXON WHITE USHGA’s ﬁrst paragliding instructor of the year, 1958—2004.

Granger Banks .................................................................................... 69

Hang Gliding & Paragliding: July, 2004

E D I T O R ’ S

C O R N E R

Editor’s Notes Every so often, something happens in my life that really makes me sit up and ask myself what’s important and where I’m heading. Four weeks ago one of my best friends and favorite flying buddies had a devastating flying accident. C. J. Sturtevant Luckily there were many pilots, both hangs and paras, who were on the scene and were instrumental in keeping my friend alive until the professionals could get to him. Since the accident, members of both communities have pitched in with phone calls and hospital visits and have willingly offered to provide whatever sort of aid has been needed. All my teammates on the magazine staff have been wonderfully supportive of me—no surprises there!—but they’ve also made a point of letting my friend know that they’re pulling for him. He’s facing several surgeries this summer and two long years of rehab, but he has an incredibly positive attitude and is bolstered by the knowledge that so many people are rooting for his recovery. Dealing with the repercussions of a serious accident is a challenge to all involved, but I think we are all stronger and our community is healthier when we come together to help someone get through a tough time. Even more than those memorable flights with awesome scenery or incredible altitude gains or XC adventures, it’s this “togetherness” of the flying community that keeps me so totally engaged in our hang gliding and paragliding communities. As your editor, I am tasked with keeping our magazine truly a “hang gliding and paragliding” publication. I am gratified by how many of our contributors are taking that into account and are writing their information and instructional articles with a biwingual slant to appeal to our entire community. This month we have several “nuts and bolts” articles that are relevant to all of us: Dixon speaks of the importance of having medical insurance to cover such disasters as befell my friend. Jeff O’Brien recounts an adventure in Costa Rica that used the producing of a video as the perfect excuse for gathering a bunch of multi-talented pilots and all their water and wind toys for a tropical “working vacation” extraordinaire. Richard Seymour’s history of the Sylmar flying site provides some insights into what’s involved in keeping a flying site open, and even though its slant is towards hang gliding activities, those who fly at this biwingual site will be inspired by all that’s gone down in the past to keep Sylmar open. And Davis Straub uses this month’s Comp Corner to show pilots of all types of wing how to participate in a worldwide competition without the need to travel beyond the comfort of your favorite local sites. For your entertainment as well as enlightenment, you’ll find a profile of colorful California pilot Joe Greblo, who’s been a legend in the flying community for as long as I’ve been a part of it. Legendary pilots are the subject of Dennis Pagen’s latest book; 6

Mike Vorhis’s review of Secrets of Champions captured my attention and enticed me to send off right away for my copy. In this issue we have tales of hang gliding flights in the best and worst of times. Dennis Pagen’s account of the Flytec Championship speaks of the challenges and rewards of flying a competition when the weather is as close to perfect as can be imagined. On the other side of the weather coin, Pete Lehmann of Region 9 points out that even the most dismal conditions can’t dampen the enthusiasm of foot-launch pilots, and that persistence pays off in the long run. Paul Voight’s son Ryan, profiled in this month’s Faces of the Future, reminds us old-timers that the younger generation is still very much involved in today’s hang gliding activities. Paraglider pilots Jugdeep Aggarwal and Jeff Goin have tales of unexpected rewards for hangin’ in there or following a gut feeling. Jug’s cross-country flight in Lakeview, Oregon, has an ending that XC pilots can relate to, no matter what they fly: The adventure doesn’t end when the wing’s in the bag! Jeff Goin usually flies a paramotor, but he acted on a friend’s intuition and caught the perfect combination of wind and location for an idyllic day of footlaunched motorless paraglider airtime in the Florida sunshine. Early in June, just as this July issue was going to press, we lost one of the icons of the paragliding community. Dixon White, USHGA’s first Instructor of the Year, died suddenly and unexpectedly in his sleep. One of Dixon’s long-time friends wrote the tribute that appears in this issue. Everyone who knew Dixon, either personally or through his many instructional videos or articles, is touched by this loss. Dixon’s wife, Debra, has told friends that she and Dixon’s children are not in need of financial support. She suggested that anyone wishing to make a contribution in Dixon’s name to help support Merriam Flight Park in Flagstaff, Arizona, send a check to: Dixon White Memorial Flight Park Fund c/o Steve Konves 1500 E. Cedar #10 Flagstaff, AZ 86004 Thanks to all of you who have called or emailed to let me know that you’ve been enjoying your magazine lately, or to ask me how to get your article or photographs into its pages. Your input and submissions are the lifeblood of this publication—I count on you to provide the material that enlightens, inspires, and entertains us all. As always, I look forward to hearing from you—I can be reached at editor@ushga.org even when I’m on the road for a summer flying adventure.

C. J. Sturevant, Editor July, 2004: Hang Gliding & Paragliding

PILOT

Windtech Introduces Two New Gliders The Tactic, an Ultimate Racing Machine The Tactic was designed using the accumulation of Windtech’s years of knowledge and experience along with state-of-the-art CAD-CAM computer design software. All three sizes—24, 26, and 28—have a high aspect ratio and should be flown with a high wing loading to give the best performance possible. The wing’s exceptional sink rate, glide ratio and extremely efficient flat-turning capabilities allow the pilot to climb even in the most marginal of conditions, when others simply cannot. The Tactic has an updated version of Windtech’s SSS (Security Speed System), based on the “floating” leading edge reinforcements to give greater rigidity to the leading edge, especially when using the speed system. Now the seam joint is no longer made along the top and bottom panels, but instead to a special second fabric layer which makes a kind of “pocket” and leaves no seams whatsoever on the outside. Having no external stitching means a cleaner and more efficient airflow over the wing, and allows for smaller and lighter reinforcements, saving on both the weight and the cost. Another innovation is the new internal structure, with full diagonal ribs, giving better profile definition, greater durability, and an upper surface that is incredibly clean and crease-free. The lines have been reduced to an absolute minimum despite the fact that the C-D pyramidal upper linelayout, which has usually been on the outer wing, has now been separated into individHang Gliding & Paragliding: July, 2004

ual Cs and Ds. This alteration means that using the accelerator system does not kink the proﬁle as happens with the C-D pyramidal line-layout, and so the new angle of attack is more uniform. Additionally, the lines are cascaded in three levels instead of two. As a result, collapses are fewer and better behaved, and the wing feels more solid. The line attachment points are very minimalist in terms of their size. Made from 300 kg Dyneema line, they are extremely hardwearing and aerodynamic. With the Tactic (and Tempus) every cell has a different width, giving a more perfect shape. The Tactic’s handling is slightly less agile than the Nitro’s, but sink rate is better making the Tactic ideal for climbing in marginal conditions. The Tactic’s new accelerator system is smoother and can be applied effortlessly, due in part to an ample pulley-reduction ratio, as well as the new low-friction inner pulleys on the risers, which replace the metal D-rings typically used there. The Tactic’s speed system can be used more often, and more freely, because of the new carefully-balanced aerodynamic torsions in the wingtips of the glider which make them much more resistant to collapsing. The risers on the Tactic are only 15mm wide and are built with Diolem, a new webbing material which is particularly durable and resistant to UV as well as mineral and organic acids. Tempus Fugit! Windtech’s new DHV 1 wing, the Tempus, is already ﬂying around the skies above the factory. This wing will replace the Tonic and the Coral during the coming months. Four sizes are planned, and the size 29 has already passed the new DHV 1

BRIEFINGS

certification, tested by Alain Zoller at the SHV and by DHV test pilot Mike Kung. The new DHV 1 and 1-2 tests are much more demanding than the previous requirements, and very few gliders have managed to pass this new protocol so far. The new test rules make the glider more solid and stable since it is not allowed to surge forward more than 45 degrees from any maneuver and must return to easily controlled fl ight, with no more than a 180-degree turn, after inducing a spiral of -14 m/s. Also in the new rules, the wing must demonstrate that it can carry out big ears at full speed without any problems. By the time you read this, the DHV loadtest should be done and the DHV paperwork should hopefully be finished for the largest size. Sizes 27 and 31 should also be flight-tested, depending on the weather, and production already started since schools want to promote the Tempus in the best months of the season. For more information on the Tactic and the Tempus, contact your Windtech dealer or go to the Windtech Web site at www.windtech.es/gliders/index.htm.

Diamond Safe Pilot Awards The USHGA would like to congratulate Dennis Servetter, USHGA member # 74004, of San Diego, California, on his achievement of logging 1000 consecutive safe ﬂights, earning him the 1st Diamond Safe Pilot Award. Congratulations, Dennis! The USHGA would like to congratulate Allen Ahl, USHGA member #12731, of Niskayuna, New York, on his achievement of logging 1000 consecutive safe ﬂights, earning him the 1st Diamond Safe Pilot Award. Congratulations, Allen!

New Telluride-Based Company Organizes and Documents Paragliding Adventures Jeff Cristol is now offering video documentary production in skiing and climbing, as well as guided international paragliding tours and tandem paragliding ﬂights based in Telluride, Colorado. For more information, check out Jeff’s Web site, http://www. adventuretourproductions.com, or email him at cristol8750@hotmail.com.

XIX Announces New Performance Wing

2005 Airsports Expo to be Held in Ontario, California Nowhere on the west coast of the U.S. will you find more aviation enthusiasts gathered on the ground in 2005 than at the Airsports Expo in Ontario, California on February 10-12, 2005. Sailplanes, motorgliders, sport planes, Part 103-legal hang gliders and paragliders, motor harnesses and accessories will be on display in the main hall. Manufactures, distributors, dealers, school and flight park owners will be on hand with the latest gear and information. In the past, speakers on subjects ranging from performance flying to how to crash confidently have been well attended to the point of emptying the exhibitor hall. Plan on attending all three days to allow enough time to take in a number of overlapping speakers. Come to sunny Ontario, California, February 10-12, 2005 to see the newest flying gear, socialize with flying folk, learn a thing or two and maybe even fly. Go to www.SSA.org for information and speaker schedule. Vendor information is available from Gaynell@ssa.org.

Spirit in the Sky According to XIX, their new DHV2/performance wing, FORM 3, provides flying enjoyment in the broadest sense. Satisfied pilots report perfect launch behavior, good handling, tremendous performance, stable flight behavior and a good overall feeling. As with all XIX gliders, the highest standards in quality mean that XIX gives the FORM 3 a 3 year/300 hour warranty. For more information and pictures, visit the XIX Web site at www.xixgliders.com, or call +41 71 298 02 02. Test fl ights and brochures are available from your local XIX dealer. 8

James Crosley (JC), hang glider pilot of more than 25 years and long-time friend of many of the northern California pilots, died in a hang gliding accident on April 22, 2004. Those who have met JC are not likely to forget him. If you imagine the most friendly, helpful, colorful, modest, and multi-talented pilots in your ﬂying community all wrapped into one, that’s JC. He served several terms as president of the Cloud Street Gang Hang Gliding Club in northern California and was with the Redding Skymasters during the ‘70s. JC is survived by his wife, Dolly, a daughter, a son and a grandson. He lived a modest life, but shared so much. July, 2004: Hang Gliding & Paragliding

PILOT

rapher but know someone who has taken calendar-quality photos, please encourage the photographer to make a submission. Due to the ﬁne-art quality of our calendar, we prefer transparencies for the absolute best reproduction possible. But if you don’t take slides, don’t let that stop you from submitting quality photographs! Digital submissions must be at minimum 5 megapixels. Please email jeff@ushga.org for uploading directions.

A memorial fund for the Crosley family has been set up, and donations can be sent to: James Crosley Memorial Fund c/o Tri-Counties Bank P.O. Box 1130 Chico, CA 95927 Please make your check payable to Gloria Crosley.

Deadline is JULY 31st, so don’t delay. Send your best transparencies (horizontal format) to: USHGA Calendar, Attn: Jeff Elgart, PO Box 1330, Colorado Springs, CO 80901-1330. All contributors will receive conﬁrmation of receipt, and photos will be dutifully returned. Got questions? Call or email Jeff at 1-800616-6888, jeff@ushga.org. The Calendar Selection Committee is patiently waiting to see your outstanding photography!

JC loved to fly, and we believe he is here with us as we continue to fly. He is a Spirit in the Sky. Acrobatics Pilots Are Invited to Get Radical at the 7th Red Bull Vertigo, August 20-22 Photos wanted for 2005 USHGA Hang Gliding and Paragliding Calendars Due to popular demand, USHGA is once again providing two separate calendars for 2005. We need your help in procuring top-quality photos for these two publications. As in years past, we count on our members to obtain the photos for our world-renowned calendars. Relish the fame and fortune of having your photograph displayed, or your face and glider immortalized, for a whole month in the homes and offices of hundreds of pilots. Send your horizontal-format 35mm slides as potential candidates for this awesome project. Launching, landing, soaring, setting up, breaking down—we want to see them all! If you’re not a photogHang Gliding & Paragliding: July, 2004

The world’s best paragliding and hanggliding pilots will meet in Villeneuve, Switzerland, from 20 to 22 August to compete in the 7th edition of the Red Bull Vertigo, an event of the Acrobatics World Cup. The ﬁrst edition was held in 1998, and today the Red Bull Vertigo is considered to be the ultimate event for hang- and paragliding pilots. From the very beginning, the organization committee for Vertigo has focused on offering the world’s top pilots the best and safest conditions to demonstrate their skills. The main objective of

BRIEFINGS

Vertigo has been to gain recognition for acrobatics in paragliding and hang gliding as an ofﬁcial discipline by the world’s Air Sports Federation (FAI). This goal has been reached: the International Freeglide Committee granted the Red Bull Vertigo Organization Committee, led by Alain Zoller, permission to hold the 1st FAI World Acrobatics Championships in 2006. This summer’s event in Villeneuve will be the second-to-the-last meeting before the ofﬁcial World Championship in 2006. For more information, go to http://www.redbull-vertigo.com, and http://www.fai.org.

Magazine Staff Welcomes New Reporter for Hang Gliding Accident Report Column Starting this fall, the hang gliding accident report column will return as a regular bi-monthly feature in Hang Gliding & Paragliding magazine. Joe Gregor is currently receiving and analyzing accident reports submitted to USHGA about accidents and incidents involving hang glider pilots. Joe is the USHGA Region 9 examiner and an advanced pilot who has flown hang gliders recreationally for the last 12 years. Prior to discovering the joys of free flight, he flew fixed wing aircraft for the U.S. Air Force, where he obtained his ATP certificate and Lear Jet type rating. During non-flying days Joe works in the Research & Engineering department of the National Transportation Safety Board in support of civil and commercial aviation accident investigation. On flying days he drives a Talon 150 around the sky. You can email Joe at air_medal@hotmail. com. Please continue to submit your accident/incident reports online at http://www.ushga.org/emailacc.asp.

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perfectly. He easily picked up solo soaring in the following months, often wearing me out! Ryan got his first taste of competition at the Kitty Hawk Hang Gliding Spectacular when he was 15. By this time, he was flying a 143 Super Sport. Next, he flew the dickens out of a 147 Ultrasport. He has been a member of “Team Fly High” at the 2001, 2002, and 2003 Ellenville Fun Meets, which has placed first each year. We just returned from the 2004 Spectacular, where Ryan did very well in the advanced division.

Ryan Voight By Paul Voight Ryan Voight, a nineteen year-old with a hang gliding resumé spanning almost fifteen years of flying, is one of a new generation of pilots—offspring of us “older” hang glider pilots. Since I (his father) am in the hang gliding business, he grew up in an environment where flying hang gliders is as commonplace as driving automobiles. I am very lucky that Ryan was always attracted to flying. Before he could even talk, he would point to planes and birds in the sky, many that we adults could hardly see. As far back as I can remember, he was constantly creating flying toys, paper airplanes, styros, parachutes—anything that could be tossed and flown. At the age of four, he began flying tandem with me. At around age seven, I could let him do a large portion of the flying on any given flight. By the time he was ten, Ryan’s tandem resumé included mountain flying (with a two-hour, 17,000’ Telluride flight), aerobatics with smoke, truck towing, aerotowing, boat towing, condo soaring, and beach flying. He had somewhere around 20 sites under his belt, and had some great hang gliding friendships established all across the country. His log book showed about 80 tandem hours. On Ryan’s 12th birthday, I sent him into the garage to find his “hidden” birthday present. He bumped into the flag with which I had name-tagged his new 140 Falcon several times before he figured it out! Because his birthday is in the fall, solo training didn’t start until the next summer. Long story short… he trained at Ellenville and Morningside until he was 13…ALWAYS landing on his feet! At the end of that summer, we (a confident and only a tad nervous Mom and I) took him up to do his first solo “really high” flight at Ellenville. This landmark flight went 10

Currently, Ryan is flying a U-2 145, found “under” the Christmas tree. He is a Hang 4 and certified instructor, with about 160 solo hours accumulated. (We always added additional hours to his rating requirement just to make sure his progression wouldn’t be rushed!) Safety, as it should be, is an important part of this pilot report. Of all the facets that have made Ryan the proficient pilot that he has become, I am most proud and respectful of his safe attitude and conservative approach to his flying. He somehow figured out very early on that selecting fun, safe air is important, and that just because other wacko pilots are flying, doesn’t mean he needs to. He is often a voice of reason on launch, giving helpful advice to newer pilots who might otherwise be tempted to fly in inappropriate conditions. Obviously, I am very proud of Ryan. Other youngsters should look at his advancement in the sport as a model to follow. While he did have an unusual advantage of being “born into it,” anyone with the same enthusiasm could embark on a similar path. I recently received a letter from a pilot-friend who participated in a tandem clinic I put on, and which Ryan helped run. In its conclusion, this pilot wrote, “It was awesome to see the Voight father-son team in action. You are a very rich man.” Boy, did that one hit the mark! Ryan’s dad has been flying, photographing and writing about hang gliders since he first learned to fly in Kitty Hawk in 1972, as one of John Harris’s first students. He has been instructing hang gliding since 1980 and paragliding since 1990, and opened his flight school, “Fly High,” in 1984. Paul is rated H5/P4, is a USHGA administrator for both the Tandem and the Instructor programs, and has been Region 12’s director since 1989.

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Your letters are always appreciated. Please include your name and USHGA number—anonymous letters, even if they address worthy subjects or valid concerns, will not be printed. Please send email directly to editor C.J. Sturtevant at editor@ushga.org.

ﬂy paragliders, and not one is interested in a name change. I have supported the USHGA for all of my 30 years of hang gliding and would expect the powers that be will see the wisdom in keeping us the USHGA far into the future. Brad Hall, USHGA #16374

Long-Time Member Comments on Name Change (email, 4/27) I have to disagree with the two letters in the May issue written by Mr. Bradley and Mr. Schwartz. It always amazes me when someone with a USHGA number in the 70 or 80 thousands decides that the name of our association needs to be changed, after it has served the hang gliding community for over 30 years. I understood the reason that the paraglider community JOINED the USHGA was because we had a few things they needed (insurance, magazine). Are we now to be assimilated and re-named to fit the whims of those who voluntarily became a part of the existing association? Where is the big misunderstanding about what hang gliding is? I think the public is well aware of what a hang glider is after all this time. The ones that don’t know will ask the same questions they always have. What is so hard about saying, “I am a member of the USHGA, and I fly a paraglider”? Where is this big push to change coming from? I don’t hear it where I fly. Does anyone think the “Free Flight Association” will be any more descriptive of what we do? Sounds like a bird club or a save-the-whales derivative. How many of you eat “freedom fries”? If marketing is to become the focus of the USHGA, then market what we are, a national hang gliding association with the paragliding community under our umbrella. It’s the joy of flying that brings new pilots in and keeps them. The ones that are just out for a one-day extreme experience will not stick with it no matter what you call the association, and that is a good thing. Flying is not for everyone. I have talked to many fellow pilots, and yes, some of them do Hang Gliding & Paragliding: July, 2004

Why That Old Hang Glider on the April Cover? (email, 5/2) What is that old glider doing on the cover of the April magazine? Let’s see some state-of-the-art gear. I have lots of pictures of old equipment. Is no one sending in new photos? Bob McCord, USHGA #50656 Your editorial team did have some differences of opinion on that photo of an old glider, but we liked the composition and so we used it. I think I’ve received as many positive comments as complaints, which goes to show that in our diverse community we have a wide range of preferences and opinions regarding what makes a “good” cover shot. If you have vintage photos that you think should be showcased on the cover, please send them in! And we are always on the lookout for “current” photos of hang gliders that are suitable for covers, so if you are aware of a good source, please let me know and I’ll follow up on your lead. Thanks for taking the time to make your opinions and preferences known.

Launch Etiquette a Part of Community Awareness (email, 5/1) I’d ﬁrst like to applaud Dixon White’s piece in the May magazine that addresses community awareness. His article brings up an issue I have been ruminating on for some time: launch etiquette.

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Like ridge rules, thermal rules, and other established guidelines that I assume are in place to promote good community relations in our sports, I feel promoting good launch etiquette is paramount to the atmosphere of good will and cooperation. I’d like to field this subject for discussion in our magazine and hear what high-profile and respected professionals like Chris Santacroce, Dixon White, David Jebb and the multitudes of other instructors have to say on the subject. (I’m a west coast bag-wing pilot.) Rather than ruminating, I feel it would be much healthier to bring subjects of possible contention out in the open, and in the spirit of foot-launch free-flight, nurture a healthy community. If nothing else, at least some of the budding fledglings who do not receive instruction in launch etiquette will have an opportunity to learn from this forum and further “Community Awareness” in our growing sports. John Kraske, USHGA #66527

Drinking and Flying (email, 5/9) On page 35 of the May 2004 issue of Hang Gliding & Paragliding, there is a photo of pilot Greg Chastain setting up his hang glider. I am assuming he is preparing to fly. In his right hand is a can of Coors Light. As a responsible pilot I would NEVER fly with anyone who had consumed alcohol before flying. Our sport is risky enough without the influence of alcohol impairing pilot judgments. In the future I would hope you would not publish photos of pilots drinking before taking flights. It sends the wrong message to our membership and to the general public at large. Ron Bedford, USHGA #78080 Ron, the next letter addresses your very valid concern. 11

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Kudos for Fly-In Article, and Another Comment on Drinking and Flying (email, 5/9) I want to compliment Davis Straub for the excellent article concerning the two national ﬂy-ins this season (May issue, p. 32). That said, the caption for the picture on page 35 has a few minor points that may be worth correcting. First, the very handsome gentleman depicted is not the world-famous record-setting Mr. Greg Chastain, but rather a large Texas pilot who goes by the handle “The Texas Lead Sled.” Secondly, I have it from a good source that “The Lead Sled” only wishes he owned the sleek topless glider depicted. Finally, all of the Texas pilots will attest that The Sled does not drink brew while setting up his glider. This privilege is one we all reserve for AFTER ﬂying our gliders. Regardless, Davis’s article was well done and certainly appreciated. I hope that many pilots from around the country will “come-on-down” and join us at the Texas Open/2004 National Fly-in at Leakey, Texas, July 23-25. I suspect that it will be a lot of fun. John Russell, H4, USHGA # 66054

Disappointed Pilot Wants to Unsubscribe (USHGA Web site, 5/2) I recently received a letter from [the USHGA ofﬁce] indicating that I may not un-subscribe to your magazine (and save that money to subscribe to a better magazine) because it’s in the by-laws. The argument you’ve stated for denying my right to choose, that it’s “because ...it’s a rule... in our by-laws,” is seemingly a weak one—you simply change the rule!!! and allow a free choice in the marketplace, based on quality. In the ﬁrst paragraph of p. 12 (in the 12

May issue), a contributor indicated that he had never heard of any paragliding accidents. This is not surprising as I can’t find any accident reports either. Where are they???? My first two instructors are dead of paragliding accidents and some good friends now have broken spines. My own objective data is that paragliding is a dangerous support if not approached in an objective and aware manner. I feel it is quite important to have accident data easily available to all pilots— experienced or those just beginning—so that informed choices can be made. Don Kruse, USHGA #68877 You raise some good points, Don. Our bylaws require your subscription to Hang Gliding & Paragliding magazine because USHGA must keep its members informed of all kinds of things that affect our flying, and the only way to guarantee that all members receive this information is to send our monthly newsletter, the magazine, to every member. As for the paragliding accident reports and safety-related material, please refer to p. 20 in the November 2003 issue, p. 60 in December, p. 23 in April of 2004, and Jim Little’s summary and analysis of all the 2003 paragliding accidents on p. 52 in June. You are not alone in wanting to learn about the causes of flying accidents and how to make oneself safer as a pilot. To that end, you should find a paragliding accident report column in every other issue, alternating with the hang gliding accident reports. Steve Roti (steveroti@hotmail.com), member of the paragliding accident committee, points out that the committee publishes annual paragliding statistics articles every year. The articles are printed in the magazine and posted on the USHGA Web site. Here are links to the annual reports from 1998 to 2003: 2003: http://www.ushga.org/article36.pdf 2002: http://www.ushga.org/article33.pdf 2001: http://www.ushga.org/article32.asp 2000: http://www.ushga.org/article16.asp 1999: http://www.ushga.org/article15.asp 1998: http://www.ushga.org/article14.asp July, 2004: Hang Gliding & Paragliding

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Thanks for taking time to voice your concerns. I’d like to think that our magazine is coming closer to meeting your standards for a publication worth the price of the subscription. We are always striving to improve, and readers’ input is a valuable tool for determining the areas that need some attention. After you’ve had an opportunity to look through the accident reports, and the rest of the content in recent issues, I’d love to hear from you again. You can email me directly at editor@ushga.org.

Another Request for Accident Reports (email, 5/1) Got your latest edition (May) and noticed the accidents article only included hang gliding data. Advisories that include recent accidents and their causes for prevention would be helpful. I know of many incidents from talking to pilots and have seldom seen these reported. Perhaps if you solicited these experiences more accidents could be avoided. Because I ﬂy in many countries and belong to the Malibu paragliding club which has pilots from around the world, I am sure that a lot of safety info could beneﬁt pilots if written in an incident report format in a timely fashion, i.e. a Web site. I often have to call people to get info that would otherwise take months to get in print. John Thee, USHGA #79604 We solicit accident and incident report information in every accident report column. In addition, accident reports are often printed on local hang gilding and paragliding lists as well as in the OZ Report (ozreport@davisstraub.com) which is published online almost daily. USHGA’s online accident report form is here: http://www.ushga.org/emailacc.asp.

Hang Gliding & Paragliding: July, 2004

Mostly-Satisfied Reader Makes a Few Suggestions (email, 4/27) You have been getting a fair amount of flack the last few issues. Well, April’s issue had fantastic content. The Juan Cruz interview and the Quadruplane article were great, as were several others. Also the photography has really improved. Of course we’ve been flying “Parangliders” in my area for ages now—they’re nothing new, really! I also get Skywings and Cross Country so I can’t help comparing magazines. The main difference that I notice is that your print is weak and a bit 1950-ish, and more humor would be fun. April’s issue was a winner. Well done, guys & girls. Mel Rowe-Clark, USHGA #70141

Hang Pilot in Remote Area Seeks Rating (USHGA Web site, 5/12) I am an unrated hang glider pilot in Girdwood, Alaska. When I started flying in the mid-nineties, I gave little thought to the future of the sport, or the fact that the unsanctioned site I was always flying would soon have a Fred Meyer in the LZ. I never became certified, though there were a few around in those days who could have signed me off. I never thought it would be important, here in the last frontier. I was shortsighted indeed. Now, I have moved to Girdwood, home to Alyeska Ski Resort, and one of the only sites in Alaska with an accessible launch and a good LZ. Paragliders are the only people soaring this site, and I would like very much to join them. I have made my investment and decisions about the technologies, and do not want to switch over to paragliding at this time. Nor can I afford a trip out of state to take classes

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and become certified in the usual way. Now that you understand my situation, my question is this: Is there any way to get a hang rating as a hang glider pilot in Alaska? Maybe one of you generous readers is an observer, already planning a visit to Alaska this summer. Maybe there is a loophole, or maybe a concession can be made that allows a para-observer to certify a hang glider pilot up to Hang 2 or 3. I’m not moving out of Alaska any time soon. I sure would like to be out soaring right now. Suggestions? Chris Flynn, USHGA #79702 (membership expired 9/30/03) Dave Broyles, head of USHGA’s safety and training committee, sends this reply: The regional director is the one who has to solve this problem. The regional director would have to appoint someone as a HG observer to determine if this pilot is actually qualified. The pilot being rated would have to produce some sort of logbook, or failing that, reconstruct a log book and swear to it. Since our logbooks are purely honor system anyway, this would be OK, but then the pilot would have to pass the appropriate level of flying and written tasks. If there is not a person available to be a special observer, then in order for the candidate pilot to be rated, he will need to travel to where there is an instructor or observer. The SOPs state that an observer can issue only ratings that he/she possesses, so a PG instructor could not issue a hang rating. A PG instructor/observer who is also a rated HG pilot actually would need a HG observer appointment to issue the rating.

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Para Pilot/Computer Geek Enjoys the Amenities of Quest Air During the Flytec Championship (email, 5/12) I’ve just returned from an extended visit to Quest Air in Florida, where I was a guest for the ﬁrst half of the Flytec HG Championship. It was a fantastic time and I wanted to share the experience with your readers and say “Thank you!” to the staff and crew at Quest.

In my experience, from arrival to departure the experience and accommodations were ﬁrst rate, top-shelf, big-time fun for everyone attending. Quest’s accommodations include a clubhouse with full kitchen and play room, a bunk room, pool, hot tub, lake, volleyball pit and (a special treat for me) high-speed wireless Internet access available from all over the site—all situated on a well-kept grass runway surrounded by Florida forest lands. It was a great experience.

half-hour away. I can’t think of a better, more family-friendly environment in which to enjoy our favorite sport. As has so often been my experience in the flying community, the pilots, their families, and all of the spectators and free fliers I met were fantastic company. All welcomed me with hugs and smiles wherever I was. I thoroughly enjoyed my visit to Quest and highly recommend a visit to everyone who loves to fly. Tim Meehan, USHGA #58950

If you’re a pilot and you haven’t ever visited Quest Air, you owe it to yourself to experience ﬁrst-hand the incredible hospitality and fun atmosphere that the dedicated professionals at Quest have to offer recreational hang glider pilots and their families.

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July, 2004: Hang Gliding & Paragliding

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Publisher’s Note: I am happy to announce that C.J. Sturtevant has accepted the position as executive editor of Hang Gliding & Paragliding magazine! I first met C.J. at Wallaby Ranch in 1998. She sold me a T-shirt to benefit the women’s world team and she would not accept no for an answer. She helped me realize it’s important to support the women’s national hang gliding team. I’ve been doing so ever since. C.J. was waiting for her brand-new competition Aeros Stealth to arrive at the Ranch. She was anxious to test fly it before that summer’s World Championships, an aerotow meet in Hungary. She was a member, and also was acting as team leader, of the U.S. women’s hang gliding team. I think my conversations with C.J., brief as they may have been at that time, helped me realize that women need to support each other in these sports. C.J. and I had a chance to spend time together again when the Northwest Paragliding Club invited me to be their guest of honor at the 2002 Annual Women’s Halloween Fly-in, held in Chelan, Washington. This well-attended annual event celebrates women who fly footlaunch aircraft. Women get their wings laid out or carried to launch by the guys, and are always allowed to launch first (or whenever they want to)! C.J. and I and a number of the other NW women pilots came dressed in our pj’s as the YaYa sisters. It was an unforgettably fun time for me. Our new editor is a Hang 5 and a Para 4. Her husband George, H4 and P4, still flies hang gliders occasionally but commits most of his flying time to paragliders now. Their lifestyle has evolved around flying for more than 20 years. C.J. is a highly regarded pilot in her local flying community. She is a member of both the Cloudbase Country Club and the Northwest Paragliding Club. She edited the CBCC’s newsletter many years ago, and last year co-edited NWPC’s online newsletter. We didn’t know it then but she was preparing herself to accept this new responsibility. I don’t need to sell you on her qualifications because she edited the April, May, and June magazines. These three issues proved her skills, and she is busy working on the August magazine now. Each issue of Hang Gliding & Paragliding magazine results from a truly collaborative process among the editorial team members. The editor is required to attend biannual board of directors meetings and to be a standing member of the Publications committee. C.J. works most closely with the art director, publisher, and Publications committee chair, Dan Johnson. Hang Gliding & Paragliding: July, 2004

Magazine art director, Tim Meehan, greatly appreciates C.J.’s emphasis on communication and teamwork. I do, too. C.J., Tim and I recently spent some quality time together at the Flytec Championship in Florida. I think that even though we don’t often talk about it, our working relationship and participation in the flying community are very special to us. C.J. edits the magazine from her home office in North Bend, Washington. She can be reached via email at editor@ushga.org. Congratulations to our new editor! Pause. “Now, let’s get back to work!” Jayne DePanfilis Publisher on behalf of the USHGA jayne@ushga.org

Meet Michelle Johnson, New Membership Services Employee at USHGA Office Michelle is a Colorado native—she loves this state, and can’t think of a better place to live. She’s been married four years; she and her wonderful husband, Eric, have no kids yet, unless you count their two dogs, Cody and Shasta. Michelle loves animals, and she volunteers with a local organization called Colorado Springs All Breed Rescue that liberates dogs from the humane society before they are euthanized. Then they place the dogs in foster homes until a permanent home can be found. Michelle finds it wonderfully satisfying working (and playing!) with the dogs, but more important is knowing that she is helping to save their lives. Michelle graduated from the University of Colorado at Colorado Springs in December of 2003 with a BA in communications. She started working at the USHGA headquarters on April 14, and thoroughly enjoys interacting with the office team and assisting the pilots who call the office with questions or concerns. The staff and members have, she says, taught her a lot about hang gliding and paragliding in the past couple of months. She’s never tried footlaunch flight, but she went parasailing once. “That was a blast,” she recalls, “but I am sure it was nothing compared to hang gliding and paragliding!” She is hoping to try hang gliding, paragliding, or both someday (“tandem, of course!”) so she can get a sense of just how amazing our sports are. If any of you T3s out there are willing to accommodate her, send an email to michelle@ushga.org, or call the USHGA office and ask for Michelle.

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To Insure is to Assure

By Dixon White

any of us have completely turned our lives upside down, without any hesitation, for our foot-launched ﬂying fun. We only rarely, in other activities in life, achieve those mesmerizing moments when we feel as though we’re intricately connected to the universe and time evaporates. Flying seems to be more addictive than just about anything because we experience this “expanded universe” on almost every ﬂight. You know exactly what I mean: Yeeehaaaa! There’s another side to our activities that needs attention, or we might have a rather sudden, and rude, awakening. The following ideas are a little dark, but they are worth thinking through.

withdrawal is a b@#ch! I owe special thanks to Paul Hamilton for getting me out flying on his motorized hang glider (trike) a couple of weeks ago. Anyone who’s had an injury with a significant recovery time will understand that I was going crazy! A third reason I’ve been feeling a little out of sorts is that it seems like our climate is changing. The world climate is heating up and the barometer is often very high. Thermals are ripping off the ground with unusual intensity, and although I’m bummed about not flying, I’m wondering if this being grounded is a blessing since the air seems more radical than ever this spring. At one of our favorite flying sites, a site where we have over 1,000 hours of accumulated experience, a couple of our local advanced pilots got completely tossed with turbulence never before seen. They were lucky they didn’t get hurt! Have any of you noticed this unusual intensity to the air this spring?

Another zone of concern for us is that we’re getting more visiting pilots coming through our area, and instead of The cost of emergency response and evacuation can reach tens of thousands For some reason this has been a sad spring checking in and seeking guidance or of dollars. for me. It’s hard enough to witness or hear help, they’ve been avoiding local pilots All photos by Steve Kincaid about terrifically bad accidents, but it’s and trying to fly on their own. When we even worse when such accidents are comfinally caught up with a group of these pounded by a few associated problems. pilots, we discovered that they had limited experience and irresponsible attitudes. Some of them have A number of this spring’s serious accidents, ones that probably been mail-ordering gear and trying to self-teach. In addition to cost more than $100,000 in medical expenses, involved pilots the fact that a local guru can really help you have a better flying who didn’t have any insurance. My first reaction is to be angry experience, he might actually keep you from getting pounded. It that anyone would ever take part in a sport as potentially dan- appears that we instructors need to spend more time coaching gerous as paragliding without insurance. Not having insurance our students to seek out the locals when traveling. puts tremendous stress on the general public and local communities who have to absorb the costs of these accidents. There’s An additional problem area is that some of the visiting pilots been some public debate about banning foot-launch aviation at show up with gear that is worn out and very dated. Gear that’s some sites because the local community has tired of absorbing total junk is getting sold over the Internet, and the naïve “wanna the huge medical expenses of uninsured pilots. Imagine losing be” pilot has no idea how bad this equipment may be. But even your favorite flying site because of an uninsured accident. seasoned pilots can experience gear-related problems. One of the bad accidents that happened this spring involved a highly experiOn the other hand, it’s just awful that the good ol’ US of A has enced pilot whose harness failed during a spiral. Upon examinareached a situation where so many folks can’t afford insurance. tion it was clear that his equipment was old and no longer airworMy medical insurance premium for our family hit $1300 per thy. Again, we instructors have a responsibility to instill in our month so we increased our deductible to $10,000, which lowered students the habit of checking gear carefully before each flight. our premium to $500 a month. That seems like big savings—HA! Five months after changing our plan, my ACL gave out and I just In any case, at whatever activity level of exposing ourselves to had $10,000 worth of surgery and follow-up care. In addition, I’m the public, there is absolutely no doubt that we must be beyond facing a total of six or more months off from teaching and flying. reproach. We can’t anticipate what events may raise public/land Without disability insurance I’m really scrambling. I’ve never management/government concerns about our activities, but it gone more than two weeks without flying, and I’m finding that happens, and too regularly. We must, as a responsible association 16

July, 2004: Hang Gliding & Paragliding

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of enthusiasts anticipating the worst, position ourselves with the strength to do battle against those who are determined to shut down our freedom to fly. There is no better way to survive scrutiny than to have nothing to scrutinize. There seems to be a frightening level of anti-ultralight public/land management/governmental behavior that has prevailed in shutting down sites, closing manufacturers, and putting instructors out of business. Many non-flying folks think ultralight pilots are crazy and can do harm to those on the ground, and it is an uphill battle to change this perception. Now that we’ve experienced airborne terrorist activities, we are under even more scrutiny. As a full time pilot, operator of a school, distributor of flying goodies and manager of a flight park, I’m very worried about being told my activities are prohibited. Imagine finding “closed” signs at your local flying site! It’s bad enough for us professionals in free-flight to worry about lawsuits, but to additionally worry that we may be grounded in a nationwide ban is the ultimate nightmare. This is not an unfounded concern—don’t forget that we were shut down for three weeks following 9/11. Wouldn’t it be wonderful if the nonflying public actually embraced our activities and offered lands for launching and landing? This does happen occasionally, but all too often we have to beg for launching and landing rights. Being insured as individuals seems like a baseline for responsibility for all pilots. In addition, responsible pilots are less likely to piss off land management folks, the public or the government. Responsibility means you manage your flight plan each and every time you fly so that it would be hard for anyone to file a legitimate complaint against your behavior. It means you don’t break rules by cloud flying, busting airspace restrictions, or by putting folks on the ground Hang Gliding & Paragliding: July, 2004

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Air Ambulance Insurance—Surprisingly Affordable Peace of Mind for Pilots Who Fly Remote Sites By Thayer Hughes, photos by Steve Kincaid A pilot who suffers an accident is often very far from an appropriate emergency medical facility. While sprained legs and broken arms may be treated at the nearest local clinic or hospital, the more serious injuries require advanced emergency treatment and the transport time needed to get to this care may often determine the odds in a life-or-death race. When extraction is needed in the field, an A helicopter evacuation from emergency rescue helicopter can usually Chelan Butte probably saved a paraglider pilot’s life. do the job faster than any other means. For subsequent transport over greater distances private jets are normally used. Both aircraft will include medical professionals trained in trauma care. Unfortunately, the costs incurred usually range from $4,000 to $12,000 or more per flight. And while “money is no object” when saving a life, the financial aftermath of a costly extraction will be an added burden to any recovery. General health insurance may or may not cover the costs of emergency air transport but pre-authorization is often required in any case and rarely is there time to get this authorization. There has been an increase in recent years of emergency air rescue services that offer air ambulance options included within a yearly membership rate, usually around $40 to $75. Most are based within a defined geographical area, but many are associated with other air rescue services around the region so that a wide coverage area is guaranteed to subscribers. There are also international rescue services available that offer immediate extraction from almost any world-wide location and the return of the member back to the United States for proper medical treatment. They will work with your insurance provider to recover their costs or, if necessary, absorb the expense entirely. Choosing to sign up with an air rescue service in advance of an accident is, like any insurance policy, a bet. Hopefully, you will never have need for it and the minimal yearly fee will provide peace of mind to your flying experience. But if you are ever involved in a critical accident where life or limb are at risk, the small yearly fee will protect you from the large expenses incurred and allow you to concentrate on the more important things—like getting well.

Pilots and local emergency personnel provide aid while awaiting the arrival of the trauma team.

Although a list of all available air ambulance services would ﬁll pages, a good place to begin is at HealthFind.org: http://www.thenewhealthﬁnd.com/Health/PublicHealthandSafety/EmergencyServices/ Medical/AirAmbulance/

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at risk by your flying “style.” It even means something as simple as not landing in a schoolyard full of kids or scaring someone’s horses. It means NEVER, EVER landing in power lines, or on a highway, or having any preventable accident. (I realize that accidents do happen, but reading endless accident reports has left me with the impression that almost all of the accidents were avoidable.) Our foot-launch flying activities are NOT for everyone, for a variety of reasons. Instructors should evaluate candidate students—not everyone can learn to fly with competence, just like not everyone can be an engineer, actor, astronaut, school teacher, backhoe operator, or anything else that requires skill and training. Arguing that additional fees, e.g. medical insurance, will prohibit the poor from learning to fly is naïve. Each pilot needs to self-insure, at minimum, accident and medical costs. Those wishing to get into our activities should consider the reality of an expensive accident—if you can’t pay the “fine” then don’t play. Having an unnecessary accident and then burdening the public with your accident costs is one more nail in our coffin as a flying community. Our school (along with many others) requires that applying students have medical insurance; we’d recommend this protocol to all other schools. But, alas, I’m not sure my thoughts here will be well received by some. I realize that the idea of getting good training, flying with safe gear, and having insurance is expensive and appears exclusive to those who live on a shoestring budget. But, for just a moment, for those of you who buck against these suggestions, imagine yourself limping through the rest of your life because your lack of training and worn-out gear caused your serious accident. Imagine also that your lack of medical insurance ruined everyone else’s ability to fly. Are you willing to pay that high a price for your recreation? This is a great deal to digest. I’m sorry to bring up these ideas; I just want to fly and reach those brilliant moments of oneness with my glider and the air, just like you. But, we all recognize the need to work for food, shelter, relationships, and most everything else. Flying requires a bit of work as well. Please help protect our future by doing what you can to keep us from unnecessarily losing our flying privileges. Please fly responsibly.

Dixon White died of a heart attack on Saturday night, May 29, in his sleep. Dixon’s articles, videos and personal interactions with pilots and the community were always focused on ﬂying safely and having fun. He will be missed by all who knew him as teacher, mentor, and friend.

July, 2004: Hang Gliding & Paragliding

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Launch Technique

he most dangerous things you can do in a hang glider are launching it and landing it. The obvious reasoning is that both of these things happen at or near the ground. The same statement could most likely be applied to any form of aviation.

We all know that with proper instruction, the actual flying of a hang glider is a very simple thing that almost anyone can accomplish with some proficiency. Launching and landing, however, are a whole ‘nuther thing completely. They are not passive acts and there are actions and reactions that must be applied instantaneously to be consistently successful. Launching and landing are precision maneuvers that require expertise gained from proper instruction. This article will contain lots of important tips on what to do and what not to do concerning launching a hang glider from a mountain or hill. As I’ve said before (and undoubtedly will say again), these instructional columns are meant to be used in conjunction with a good training program that can only be obtained at a good hang gliding school. Do not use this information to try to teach yourself how to hang glide. Doing so can kill you. For a certified hang gliding instructor in your area, go to www.ushga.org. The Launch One of the significant differences between hang gliding and most other forms of aviation is the fact that hang glider pilots (by majority) launch and land on their feet, as opposed to wheels. In fact if you think about it, that’s one of the many things that makes hang gliding flight much like the flight of the birds. Seldom, however, do you see birds screw up their take-offs and landings. That’s one area where we differ greatly from our feathered friends. A trip to the LZ of any local flying site will prove to you that we don’t spend enough time working on our landing technique. After all, it’s such a small part of each flight, right? (joke). A trip to launch will reveal much the same about launching. Luckily, launch is inherently more forgiving (in terms of recovery) than landing. You can get away with bad technique simply because you will usually have a certain amount of vertical area in front of the Hang Gliding & Paragliding: July, 2004

USHGA instructor Jack Slocum

Photo: Dean Funk

launch in which to recover from your bad form. That of course doesn’t mean that it’s acceptable to have bad launch form—it just means it can be survivable for a while. Consistently bad launch technique will eventually bite you. There are many areas in the East, and a few in the rest of the country, where almost any mistake you make in pitch during launch can be forgiven, because of the 300 to 500 feet of vertical nothingness that you have in which to recover from your screw-up. For much of the remainder of the sites, and especially out west, you find a lot fewer forgiving launches. Launches that have shrubs and trees close below them, and launches that are very flat with very little slope to run on are just a couple of these “less forgiving” kinds of launches. (Please keep in mind that my use of “less forgiving” in this context refers to your being successful at leaving the hill. Forgiving—in relation to what happens to you when you “blow” a launch—is a whole different subject, not covered here.) The Constant of Launching Constants are things that you always figure into any given situation or equation. They’re always a factor. There is one constant that should figure into all launches: wings evenly loaded. Having both wings evenly loaded simply means that both wings will have the same amount of upward force applied to them (created of course by the wind). A good way to think of wing loading is in pounds of force. If one wing seems to be pulling up with about 10 pounds of force on it, then you want the other wing to pull up at the same amount. This is quite a simple idea, and it should be relatively easy to know if your wings are evenly loaded when the wind is light enough to handle the wing without wire help. The trick comes in when you have wire help—especially at cliff launches—and you need to rely on the feedback of the people helping to hold you to the ground until you’re ready to fly. In this case, nothing—absolutely nothing!—beats good communication, 19

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and that begins before you walk to launch. Make sure your wing helpers know what you expect to hear from them. Launching with the wings loaded unequally will without a doubt result in an immediate turn. The more unevenly loaded, the more severe the turn and the quicker and more aggressively you will have to deal with it. When there is no wind, launching with your wings level—so that you create even loading as you pass through the air and create relative wind—is the key. These are things you should have learned on the training hill. If you’re rusty in this area, go back to the training hill either with your instructor or with a good knowledgeable observer to help you out. So now that we know that “evenly loaded wings” is a constant we strive to create, let’s tackle the variables. The Big Picture Launching is nowhere near as difﬁcult as some pilots make it look. Being smooth and deliberate will make launching much easier and more predictable. The pilots you see being really forceful, jerky and generally non-focused on launch are by and large

the ones you see having the most questionable and shaky-looking launches. There are only three major things that you need to focus on (outside of your constant). They are, in this order: relax, angle of attack and acceleration. That’s all. It’s really pretty simple and with practice (and proper diet) you too can soon be having conﬁdent, consistently primo launches. Relax Relaxation is something lots of us have a problem with in life in general. Some of my better friends have “type A” personalities that don’t allow for kickin’ back and just smelling the roses on occasion. All aspects of hang gliding should be approached in a relaxed mode and launching is no different. The hang glider is constantly trying to “talk” to you and give you feedback as to what it’s doing. The only way you can feel this feedback is to be relaxed enough to notice it. If you have a light, relaxed grip on the control frame, you’ll be able to “hear” the glider much better than if you have a tight grip. An overly tight grip will keep the glider from being able to communicate its needs to you. Relax your entire body and use a gentle, light grip to control the glider, from the time you’re standing on launch until you’re standing in the LZ. The more you relax, the more you’ll enjoy hang gliding.

July, 2004: Hang Gliding & Paragliding

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Angle of Attack What is angle of attack? Simply put, it’s the angle at which the glider “attacks” the relative wind. If the wind is coming at the glider horizontally (for purpose of illustration, see Figure 1), the nose pointed slightly up is an acceptable angle of attack. The nose pointed toward the sky is a high angle of attack and the nose pointed downward is a low or negative angle of attack. If the nose is pointed (pitch-wise) directly into the wind, it is a neutral angle of attack. Our intent at launch is to start out with the proper angle of attack and maintain that angle all the way through the launch sequence. The “old school” method taught us to hold the angle of attack artificially low until we had built up a lot of airspeed and then quickly raise the nose to make the glider fly. Starting with and maintaining the proper angle of attack is, in my opinion, a more consistent means of producing a good launch. (If your instructor disagrees with this statement, then use his method.) OK, then, what IS the proper angle of attack? The proper angle of attack (depending on the glider type being flown) is an approximate 1015 degrees nose-high from parallel to the relative wind (Figure 2). Keep in mind that the angle of attack is compared to the relative wind and NOT to the horizon or even the terrain. The relative wind will change in relation to the terrain features that it is striking and will depend on the velocity at which it is striking that terrain (Figure 3). You must adjust your glider accordingly. Acceleration So we’ve got you relaxed now and the angle of attack is set where it should be. To get your glider reliably into the air, you have to accelerate it to flying speed while keeping the appropriate angle of attack. To get a glider to support its own weight takes roughly seven mph of airspeed on flat ground. If the wind is already blowing five mph, then only two mph of forward speed (coupled with proper Hang Gliding & Paragliding: July, 2004

angle of attack) will have that sucker off your shoulders and starting to tug at your harness straps. To get to this point, you have to get the glider moving. While you’re still supporting the glider’s weight on your shoulders and with your arms, you have to start the acceleration while not allowing the nose to rotate upward. The key to this is a gradual acceleration. In normal instructor jargon it’s referred to as “walk, jog and run.” Now of course there will be areas where you don’t have infinite amounts of launch room, so you have to shorten the time/ space in which the “walk, jog and run” takes place, but still, that concept should be in all launches you perform that require any steps at all. A common launching error that you want to avoid is the “jackrabbit” start. Since your entire body— the instrument you use to initially get the glider moving—is located UNDER the glider’s center of gravity, if you do a sudden acceleration, it will naturally tend to make the nose of the glider pitch up. For this reason, start with a “momentum” step, which will gently start the forward movement of the glider, then quickly but smoothly accelerate to flying speed. Now, you’ve started your acceleration by pushing with your upper body on the downtubes and the glider has lifted off your shoulders and is carrying its own weight, but it’s not yet lifting you off the ground. It’s important at this point to continue the acceleration without hesitation. Since you can no longer push the glider with your shoulders, continue to pick up speed (accelerate) by pulling the glider with the harness main. You now are using your hands only to adjust the flight angles of the glider as you continue this acceleration. As you accelerate through flying speed the glider will lift you off the ground and into the air, where you should increase the flying speed slightly to give plenty of maneuvering speed as you move away from the hill. 21

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Variables There are some variables on launch that we must consider. One is when the wind is blowing 10 mph or more. Remember that it only takes about seven mph of airspeed to get the glider to support its own weight. If the wind is blowing 10 mph or more, the glider wants to be off your shoulders and carrying its own weight. So, what do you do about it? Nothing. Don’t fight it. If you’re standing on the launch and the wind is blowing with enough velocity to make the glider want to rise up off your shoulders, let it—but control the angle of attack in a manner that gives you complete control. Actually, you’re one step ahead of the launching game at this point. The glider will be pulling up on your harness through the hang strap, and you will only have to accelerate the glider by running and maintaining the proper angle of attack to get airborne. Another variable is the windy cliff launch. Any time there is wind blowing up the face of a cliff, it will try to flow parallel with the face of the cliff. Because of this you will need to lower the nose more (relative to the horizon) to maintain the proper angle of attack. (Remember that angle of attack is relative to the airflow.) It is equally important to have good pitch control on this type of launch. “Popping” the nose or allowing for too high of an angle of attack on a windy cliff launch can lead to disaster—quickly.

air flowing evenly over AND under the wing. The accelerated air over the top of the wing will try to make it lift and pull the wing off the launch. (You can see this theory in action by taking a piece of paper, holding it under your lower lip and blowing across the top of it. The harder you blow the more the paper rises up. This is due to unequal pressure above and below the paper. The same thing is happening to your glider.) For this reason as well, you want a tail wire spotter. The best way to deal with ramp suck is to get out into the airflow as much as possible with the proper angle of attack. This can be a very unnerving thing to do, but it will help to equalize the pressures on the wing. Try not to fight the ramp suck, but operate within it—while having a rear wire spotter to pull you back if you feel the need. Conclusion Of course there is much more to launching, AND what I’ve given you here is a lot to digest. One thing is for sure about launching: A whole lot of information has to be processed and acted on in a short amount of time. This is best achieved by visualization and having a plan, coupled with a lot of practice. You can’t practice a cliff launch without a cliff, but you can simulate normal hill launches by running with the glider in a field to teach your muscles what a proper angle of attack feels like. This is critical to consistently good launches.

An additional variable associated with cliff launching is “ramp suck.” While this term may sound intriguing, ramp suck can actually be quite frightening if you don’t know what’s going on. In short: During a windy cliff launch, it feels as if you’re being sucked forward off the ramp. This is created by two phenomena. First, most people on a windy cliff launch will stand there with the nose of the glider too high. As a result of this, the glider helps to create a “tail rotor” that comes over the top of the sail and rotates under the trailing edge, trying to push it up (and thus the nose down and forward—see Figure 4). The fix for this is to let the nose rotate further downward at the launch. On many windy cliff launches, it is important to have a “tail wire” person to spot your tail wires in case you feel you’re being pulled off the launch before you’re ready to go. The other thing that’s helping to create the ramp suck phenomenon is unequal airflow over the top and bottom surfaces of the wing. Unlike a hill launch where the airflow is easy to move into, in many cases a windy cliff launch will not allow you to have the 22

H2 pilot launches from Saddle Mt. in eastern Washington Photo: George Sturtevant July, 2004: Hang Gliding & Paragliding

P U R A

V I D A

The making of the film Text and photos by Jeff O’Brien ast year I got serious about taking wing-mounted photography in my hang glider. After having a few pictures published in Hang Gliding & Paragliding magazine and in the USHGA calendar, I contacted the hang glider manufacturers over the winter and asked for some sort of sponsorship. I was hoping that my photographs would be enough of an asset to get a discount on a new glider, and I was pleased that several hang glider manufacturers agreed. GW Meadows of U.S. Aeros was my ﬁnal choice, and I excitedly put in an order for a new Discus hang glider and a Viper harness. Maybe a week later, I received an email from GW that went something like this:

Dear Jeff, Just brainstorming here: I’ve made plans to travel to Costa Rica this spring to film and produce a “free flight” film. I’d like to document a flying vacation that includes hang gliding, paragliding, kite surfing, and other activities in a tropical surrounding. I’ve asked Kari Castle, Bo Hagewood, and Chris Muller to be the pilots for the video. I was thinking that it would be really great to have the entire trip documented with still images. What does your spring schedule look like? Let’s talk!

Chris Muller over Playa Hermosa. Just Fly/ Jeff O’Brien photo

P U R A

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I couldn’t believe what I was reading! I was elated to be receiving a bit of sponsorship from this guy I’d never met, and now he was offering me a trip to an exotic tropical location for three weeks! I had a busy spring work schedule, but this was an opportunity too good to pass up. I immediately committed to the trip. My duties would be straightforward: take still pictures of our daily activities, and be responsible for glider mounts. I invested in an extra camera body and backup gear, and GW committed to shooting at least 20 rolls of slide film. We would be staying on the Central Pacific coast near the town of Jaco (pronounced hock-o), which my guidebook described as a westernized surf town with a lot of tourist traffic. GW, his wife Jan, Kari Castle, Bo Hagewood, and a couple of friends arrived with the flying toys—surfboards, Aeros kitesurf-

driven his Honda Civic off the road and into a deep ditch up against a boulder. In spite of the driver’s drunkenness and our poor Spanish, we managed to make a plan. With the three of us pushing, the driver red-lining the car and his girlfriend screaming in the passenger seat, we skidded the car back onto the road. The stress on the car left him with a flat tire, but we abandoned him to sober up and change the tire himself. With a wave, we continued on. We pulled up at our cabin on the beach just as the sun began to lighten the sky. GW and Jan were waiting in the yard like two worried parents. After the long flights and the all-night drive, we briefly considered sleep. But the surf was calling. The trip had just begun! The area around Jaco was chosen as the filming location for its

Chris Muller tows toward Jaco along the Costa Rican coastline. Just Fly/Jeff O’Brien photo

ing gear, Aeros paragliders, and two Aeros Discuses packed in a surfboard bag—and settled in a few days before I did. By shortpacking the Discuses to 7 feet and disguising them as a surfboard, GW managed to get the wings to Costa Rica for a mere $25 ﬂight charge!

close proximity to great ﬂying, surﬁng, kite sports, and tropical surroundings. Our cabin was at the end of a long dirt lane in the middle of a 1500-acre ranch. Around the house it was more common to see wildlife than people! We shared our beach with horses and our homestead with iguanas and frogs.

The adventure began the moment my plane landed in Costa Rica. My ﬂight came in at midnight, and three hours later Chris Muller—the last of our group to arrive—walked out of customs carrying a surfboard bag full of gear. He and I were buzzed from the long travel and Bo, who’d been sent to pick us up, was buzzed from all the little cups of coffee he’d consumed while waiting for us, so we decided to forego sleep and drive the two and a half hours back to Jaco. We each had our assignments: Bo piloted the van over the narrow, shoulderless, winding mountain road; I focused on the GPS track log he’d made on the way to the airport to ensure we didn’t miss a turn (we missed several); Chris rode in the back supplying the entertainment with his iPod and the radio.

Jaco was our daily grocery and Internet stop. Many of the locals spoke English, and U.S. dollars were accepted throughout town. The food was cheap, the locals were friendly, and the little surf town boasted almost all the amenities of home.

At 4 a.m. we rounded a curve and came upon a local who’d 24

Our two-week filming schedule was busy, but usually our days seemed more like vacation than work. Typically we’d be up with the sun. Jan would already have a pot of coffee on downstairs, and we would throw on our swimsuits and come down to grab a cup. After a quick survey of the surf from our porch, we’d all go out surfing for an hour. Then we’d snatch a bit of breakfast and pack the van for the flying du jour. In a typical day we’d hit one flying site before noon, eat a late lunch and then catch a second flying site in the afternoon. Most evenings we’d be home in time for some sunset surfing. July, 2004: Hang Gliding & Paragliding

P U R A

There were unique modifications to this schedule throughout the trip. One afternoon we took a canopy tour on zip lines stretched several hundred feet across and above the jungle floor. You harness up and scream from tree to tree on the cables with only a heavy leather glove to slow your descent. Other activities included a horseback ride up a mountain to a flying site, and participating in a rodeo. Costa Rican locals whistled and cheered when Bo, Kari, and Chris jumped into the rodeo ring to taunt bulls alongside the rodeo clowns. As I said, the time spent felt nothing like a film production work schedule! Although each of the pilots who participated in this adventure is unique, there is one common denominator: They all possess world-class skills in more than one “free flying” sport. Since it was my first time meeting each of them, I’m going to give my impressions rather than chronicle their flying accomplishments.

V I D A

Bo is a proficient surfer, tug pilot and hang glider pilot, and although his paragliding skills are questionable, it doesn’t stop him from trying. One of the paragliding sites we visited had a poor wind direction so we decided to try and launch from an “alternative” tree slot with only 10 feet of running room. Each cycle had to be timed perfectly with the inflation, and then only with perfect launch skills was it possible to clear the vegetation ahead of launch. Twice Bo inflated his canopy and charged headlong into the thorny bushes, even though it was obvious he wasn’t leaving the ground. We heard him cackle from within the bushes and had to send in a machete-wielding local to extract him. Kari Castle is certainly one of the most-decorated women in free flight, but even though she’s done it all, she retains the drive and willingness to learn of a novice. I’m sure that her level of motivation and persistence are the biggest reasons for her success. She’s intensely skilled at both hang gliding and paragliding and flies each with smooth, errorless confidence. Although she calls the Owens Valley and Bishop, California, home, she spends most of the year traveling the world following her flying pursuits. During the trip, Kari exhibited her persistence in learning to surf. Most mornings I’d wake up early and see Kari already out stretching on the beach with her surfboard next to her. She was the first one in the water and the last one out during our surfing sessions. She’d badger Bo and Chris for advice on her surfing technique. As a result, she was a proficient surfer by the end of the trip. Another of Kari’s winning attributes is boundless optimism. Traveling in a third world country and dealing with a language

Bo Hagewood is sometimes referred to as “hang gliding’s hillbilly,” and he lives up to his reputation. He travels simply—he only brought two pair of shorts on the trip and would alternate between them each day. Rather than buy himself clothes during our stay he would generously tip the locals who guided us around the countryside. As my wife and I waited with Bo for our ﬂights home, my wife offhandedly mentioned that she had lost her coat on the trip down and Salt Lake City, our destination, was going to be chilly. Bo instantly looked at the sweatshirt he was wearing, muttered something about Florida being warmer than Salt Lake, and took his sweatshirt off and offered it to my wife. The cliché holds true with Bo: He’ll give you the shirt off his back. Hang Gliding & Paragliding: July, 2004

Kari takes in the coastal view during a ﬁlming session over Puntajudas

Just Fly/Jeff O’Brien photo 25

D P E U P A M I EDN AT R R A T V

barrier can lead to travel mishaps. At times these mishaps can leave the most laid-back person frustrated and fuming. When travels were difﬁcult, I’d look at Kari and she’d be smiling and would always have something positive to say. She’s got an attitude that’s exceedingly pleasant to be around.

Kari heads out for another surﬁng session

If I were to describe Chris Muller in three words, they would be AGGRESSIVE, talented, and confident. He’s a guy who pushes the limits of his free-flying in a calculated manner that’s amazing to watch. His greatest asset is certainly his talent in such a wide variety of sports. He throws down advanced aerobatics on both paraglider and hang glider, he’s got skills in kiteboarding and surfing, and he’s learning to skydive.

Just Fly/Jeff O’Brien photo

Chris was our source for “extreme” paraglider flying using a deployment bag (D-bag) out of the tow plane. A D-bag is a zip-lock bag with a paraglider packed into it. The bag is then suspended from a fixed object and the pilot hangs below the bag. When the appropriate altitude is reached, the pilot pulls pins and the canopy deploys like a static-line skydiver. D-bagging was a relatively new maneuver for Chris and he spend a few hours strategizing with the tug pilot. The plan called for him to sit in the rear seat of the Dragonfly with the D-bag attached to the strut of the wing. At altitude, he would climb out and hang below the wheel before deploying. Multiple camera angles were set up to record the stunt. The deployment Chris performed went safely,

Chris Muller performs for the camera during ﬁlming of Pura Vida Flying with Jaco in background. Just Fly/Jeff O’Brien photo 26

Just Fly/Jeff O’Brien photo

Chris Muller gets in close during ﬁlming at Puntacalderas July, 2004: Hang Gliding & Paragliding

P U R A

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although the opening produced a wicked spin in the glider. After a few spins Chris stabilized the glider, and the camera captured the spinning canopy falling from the tow plane. During our stay in Costa Rica we flew six flying sites within an hour’s drive from our cabin. The one we flew most often was Hang Glide Costa Rica, the “all inclusive” hang gliding destination a few minutes south of Jaco. Johnny Benson and his staff offer towing, hang and paragliding tours, tandems, rentals, and scenic flights. With the airport located less than a mile inland, the scenery is breathtaking on tow. Immediately to the west stretches out the Costa Rica coastline, with the airport and geometric fields laid out below. Just to the east are the foothills at the base of the coastal mountains. Soaring conditions start early in the day with a reliable convergence setting up directly over the airport at 9 a.m. A couple hours later, you can be towed over to the foothills where the thermals and clouds are forming.

Bo, Chris and G.W. load up the ‘fun wagon’ with the necessary gear for the day’s ﬁlming. Just Fly/Jeff O’Brien photo

Scenic flights at Hang Glide Costa Rica are done in a twin engine ultralight called the air-cam. This airplane was designed with an unencumbered view for filming and picture-taking. Imagine a canoe-like fuselage with a windscreen at the front. We used the air-cam daily for air-to-air filming. The coastline, surrounding jungle valleys, and evening sun provided magical moments to be captured with the cameras. The other flying sites exhibited a wide variety of characteristics. An hour south of Jaco is a 2000’ mountain site above the town of Parrita. Getting to this launch is Costa Rica in a nutshell. A gravel road takes you first through a palm forest, then through a water hole filled by a waterfall cascading onto the road. Launch is a steep five-minute hike from the road, with leaf cutter ants sharing the trail. The view from launch is everything you’d expect from Costa Rica, with dense jungle ridges fingering out to meet lush pastures. One hour north from Jaco is a coastal ridge site above the town of Caldera, which could be called the Torrey Pines of Costa Rica. Behind the launch, which overlooks the ocean, is a restaurant owned by local paraglider pilot John Claud. The two-mile ridge is 400’ high and angles so that the north end is a sheer cliff that ends at the water. We usually arrived early at Caldera, set up our gliders, and enjoyed lunch at the restaurant while the sea breeze developed. Afterward, we flew the smooth coastal air until we’d had our fill, then landed on the beach. When John Claud witnessed Chris, Bo, and Kari flying his site, I overheard him whisper, “Never in my life did I think I would see this!” In addition to great flying, Caldera also has one of the longest point breaks for surfers in the world. On good days the break produces a mile-long wave, and you have to hike back or take a taxi (no kidding!) after riding it. Caldera also has good kitesurfing, as Hang Gliding & Paragliding: July, 2004

we found out after a day of flying there. Whatever the wind or water conditions, there was always something to do at Caldera. We found other mountain sites either with the help of local guides or by pioneering a local foothill. Additionally, we were treated to soarable conditions every day at every site with the exception of one. Whether we were flying from a 2000’ mountain site or a hill overlooking the beach, these skilled pilots reliably got high. For me, the most memorable flying story of the trip occurred one evening out at Hang Glide Costa Rica. We had planned a double hang glider tow at sunset. A camera was mounted to the nose of the Dragonfly and the pilots were planning to release at altitude and put their Aeros Discuses into synchronized flat spins. Rhett Radford would be the tow pilot. At altitude, Rhett waved both of his hands and Bo and Chris released into flat spins that took them out of the camera frame. Rhett waited a couple of seconds, flashed a little grin and wrapped the tow plane up into a wicked flat spin to match Bo and Chris. As the three spun earthward, 27

Rhett stole the show, losing 3000’ and going around 23 times (I counted!) with the setting sun on the coast whipping by. Upon pulling out of the spin, Rhett realized that both towlines had become entangled in the prop and empennage. With 500’ of altitude and no motor, Rhett landed the Dragonfly in a nearby field and set to work on untangling the tow ropes. With the camera still running, Rhett took off a few minutes later and headed back to the airport. Bo and Chris were already at the airport and we were all waiting for Rhett to emerge over the tree line. After a few minutes, he flew back and made a low pass over the runway, dropping the towlines. After gaining some altitude, he came back at the runway in a full dive with the engine at idle. With his cheeks buffeting from the speed, Rhett pulled up just ten feet off the grass into a full power loop right in front of all of us. He crawled over the top and came blazing down with an audible, “YEE-HAA.” We all were yelling along with him. I left the airport that evening marveling at the display I’d just witnessed and was excitedly buzzed for the rest of the night. (Warning: Rhett is the ultimate Dragonfly pilot. He’s obviously as lucky as he is skilled. Don’t try this at home!) Now that our trip is complete, the arduous task of paring down the 30 hours of superb footage into a 40-minute film has begun. As I write these words, GW is mired in the process of producing his video vision. Along with scrutinizing the hours of film, I’ve relished looking through the 1000 still images from the trip. I’m so thankful to have experienced this adventure and to be included in the video production process. Pura Vida (which literally means “pure life”) Flying will be released sometime in June. This expression is peppered throughout Costa Rican dialogue and gives insight into their cultural ideal of fun and fulfilled living. In my biased opinion, I’m sure the film will portray the ineffable experience we had, and will be an essential addition to every pilot’s free-flight video library. Pura Vida! Thanks! There were a few people involved in this production who have earned my deepest gratitude: GW and Jan Meadows of U.S. Aeros and JustFly; all those affiliated with Hang Glide Costa Rica, including Johnny Benson, Kathy, Rhett Radford, Bob, David, Carolina, and Oscar; our paragliding guides, Ruben and John Claud; our landlord, Kingsley; and our friends Tim, Jamie, John, and Amber, who shared our experience. For more information and some great photos, go to justfly.com, and hangglidecostarica.com.

July, 2004: Hang Gliding & Paragliding

USHG FOUNDATION

USHGF: This Is Your Foundation By Doug Sharpe, USHGF secretary

he United States Hang Gliding Foundation exists for the beneﬁt of hang glider and paraglider pilots. Its mission is focused on the Doug Sharpe needs and concerns of this constituency: site preservation, safety and education, and competition excellence. The USHGF has been evolving. This article is intended ﬁll you in on where USHGF came from, what it has done recently, and where it is going.

➣ Protecting training hills: A legal assistance grant from USHGF to USHGA Wind Riders Chapter helped keep the Embreville (Pennsylvania) training site open.

➣ Funding new education and training research: Alan Chuculate’s work to develop the “Slow Tow” paragliding tug plane concept is being partially supported through a grant from USHGF.

➣ Supporting competition pilots: The foundation has provided entry fee funding for world team hang gliding and paragliding pilots.

The foundation was started as an offshoot of USHGA in the late ➣ Support for competitions: USHGF has pledged assistance ‘80s. During the ‘90s, the foundation languished for a variety for the education of national meet organizers through a of reasons. In 2000 USHGF was re-invigorated by a new group grant to Davis Straub for mentoring new meet organizers. of visionaries who became its trustees. The revived USHGF first went through a “regulatory phase,” where its These are real, tangible projects that will have main goals were stabilizing its structure, resignificant impact on the flying community, formulating its mission and restructuring its and can serve as examples of types of projects bylaws, and solidifying a course that it could USHGF exists for the USHGA USHGF can be counted on to support in the follow to become a strong institution for our future. For more detailed information about community. This year marks the third year membership, and its purpose is each of these grant projects, see the USHGF the board of trustees has met since the founWeb site, www.ushgf.org. dation was revived. to provide support to members Where is the USHGF going in the future? The USHGF held its third annual meeting, with and members’ projects that foundation can only become what you—the its re-constituted board, during the spring pilot community, and the members and chapUSHGA BOD meeting last March. The reflect the foundation’s goal of ters of USHGA—make it to be. Ultimately, foundation’s board has decided to embark you are the foundation. USHGF exists for the on a stronger awareness campaign to help maintaining the long-term USHGA membership, and its purpose is to proUSHGA members and chapters better unvide support to members and members’ projderstand what the USHGF is and how they viability of our sports. ects that reflect the foundation’s goal of mainare connected to it. The current members taining the long-term viability of our sports. of the USHGF board (Steven Onstad, presiProjects whose success depends on strong fident; Randy Leggett, vice president; Douglas nancial support, and which need a nurturing Sharpe, secretary; Russ Locke, treasurer; John Greynald, Bill and fostering environment to be fruitful, are good candidates for Bolosky, Mark Forbes) all have considerable experience in sport USHGF funding. flying issues and are committed to USHGF’s mission. They provide a mix of both hang gliding and paragliding backgrounds, The USHGF board will continue to work closely with the flying as well as long-term experience with the USHGA board of direc- community. Our relationship with USHGA’s membership is crutors, which is critical in working effectively with the USHGA cial to the foundation’s success—we cannot exist without the inconstituency. USHGF’s board members also have vested inter- terest and concerns of this community. ests in the missions the foundation is pursuing, and are eager to see the USHGF succeed. In the next few years the USHGF plans to increase its fund-raising efforts and to improve communications with USHGA members, in In the past year USHGF has been involved with several projects: order to build up the foundation to where it can have real impact.

➣ Improving ﬂying sites: The foundation provided the Arizona Hang Gliding Club with matching funding for improvement of their Mingus Mountain ﬂying site. Hang Gliding & Paragliding: July, 2004

We on the foundation board hope that USHGA members will identify with our purpose and share in our vision of what is possible. We want you to recognize how individual contributions to USHGF will beneﬁt pilots and sites. This is part of a “grand scheme” that 29

U S H G

F O U N D AT I O N

takes a long-term view of our sport. Please take a stake in this longterm view. As the foundation grows, the possibilities for foundation assistance to members will increase. Please help us share in the vision of what can and will be possible with USHGF. Joining or renewing pilots may contribute to the USHGF by donating through the USHGA and requesting that USHGA match their gift up to $500, thus effectively doubling the value of the gift to the foundation. Donations may be made at other times, of course, but will not be matched. Gifts may be also be made directly to the foundation in any one of the USHGF fund categories (education, site preservation, and competition). In addition, a USHGA chapter can make group gift to the foundation. If USHGF is doing work that your chapter considers valuable, encourage other members of the chapter to join in making a chapter gift. This way a group of pilots who can’t afford individual gifts can still contribute to the foundation’s work. USHGA members and chapters may solicit USHGF for grant assistance by making a formal proposal for funding. Requests should conform to the grant proposal guidelines, outlined in a document available on the USHGF Web site. USHGF is willing to consider any proposals of funding concepts that meet the foundation’s mission and guidelines.

USHGF’s 2004 Trustees: President: Stephen Onstad Stephen comes from a ﬁnancial background and works in information technology in New York City. He has been a paraglider pilot for nine years, and is secretary of the Water Gap Hang Gliding Club in New Jersey. He became a trustee in 2001 and served as the foundation treasurer until this spring when he accepted the position of president. Stephen worked closely with Jim Maze, the previous USHGF president, to help guide the foundation though a needed “restructuring” phase from 2001-2003. Vice President: Randy Leggett Randy comes from a business background and resides in eastern Pennsylvania. He has been a hang glider pilot for 23 years and recently became licensed as a sailplane glider pilot. He has been involved with the USHGF since 1999 and was one of the main inﬂuences in restructuring the USHGF and expanding its mission to include site preservation. Randy is USHGA treasurer, represents Region 9 as regional director and serves as site committee chairman.

July, 2004: Hang Gliding & Paragliding

USHG FOUNDATION

Treasurer: Russ Locke Russ comes from a business background and resides in central California. He has been flying hang gliders for 25 years. Russ accepted a trustee position with the foundation at this year’s annual meeting last March, and looks forward to helping further its new mission. Russ brings a tremendous wealth of experience from many years on the USHGA board as a regional director and former member of the executive committee. He was instrumental in the initial establishment of the foundation in the early 1980s. Secretary: Douglas Sharpe Doug comes from an engineering background and lives in Massachusetts. He’s a biwingual pilot, hang gliding since 1974 and paragliding since 1989. He has been involved with the USHGF since 1999 and was one of the main influences in revitalizing the foundation. Doug was Region 8’s USHGA director for five years, and has experience working with other foundation boards. He is very interested in developing the foundation into a major contributor to sport flying.

through the USHGF

John Greynald: John is another California businessman, and has been actively flying hang gliders since 1981. He accepted the position as trustee of the foundation at the spring annual meeting last March. Currently John is one of Region 3’s USHGA regional directors and serves on the USHGA site committee. His experience with site acquisition and site retention projects, together with his knowledge of USHGA’s site committee issues, will be an asset to the USHGF in promoting and advancing the site preservation aspects of the USHGF’s mission in coming years. Bill Bolosky Bill is an engineer and a businessman residing in Washington state. He is the current USHGA president as well as Region 1’s regional director. A hang glider pilot for many years, Bill brings a wealth of experience and knowledge of the USHGA and the issues that face our sport. He has been very instrumental in the last few years in promoting the foundation to the USHGA board and membership. It is clear that the USHGF depends on the USHGA and its members, and Bill has been extremely helpful in bringing the two organizations together in constructive ways. Mark Forbes Mark is another engineer from the Northwest. He is a biwingual pilot from western Oregon, has been flying since 1994, and typically flies at the beach or one of Oregon’s inland coastal sites. He joined the USHGA board of directors in the fall of 2000, and is currently the USHGA vice president and chairman of the insurance and the elections committees. Mark willingly takes on responsibility for many of USHGA’s projects and brings a strong interest in sport flight to the USHGF. Hang Gliding & Paragliding: July, 2004

➢ 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.

S Y L M A R

Sylmar Hang Gliding Association’s 20th Anniversary Celebration By Richard Seymour

Last summer, on June 28, 2003, the Sylmar Hang Gliding Association (SHGA) celebrated its 20th anniversary.

he celebration honored all of the people who have, over the last two decades, given their time, energy and support to create and then maintain the existence of the club. Pilots, teachers, enthusiasts, spectators, family members, local officials and home owners all worked together to support the association and thus one of the oldest and most famous hang gliding sites worldwide. The story of how SHGA formed, grew and unceasingly fought to keep the Sylmar flying site open is a fascinating glimpse at how a small group of activists, never more than a dozen or so key players at a time, backed by no more than a few hundred club members, kept at bay formidable antagonists with vast resources. It is also an example to all hang gliding clubs worldwide of how to protect themselves and their interests. By learning and understanding what happened at Sylmar, any club can copy and adapt these survival skills. If we can keep our site open, you can keep yours. Sylmar before 1983 The history of the Sylmar/Kagel flying site has been published in newsletters, magazines, books and most recently on the current SHGA Web site. Club members Craig Baker and John Wickham have in particular written detailed descriptions of the formative years. Since Bill Bennett first flew Sylmar in 1969, this site has been at the forefront of the hang gliding phenomenon. Sylmar quickly became popular because of its excellent conditions: the right wind direction 300 days of the year and the moderately strong, reliable thermals. It was the closest mountain flying to one of the cradles of modern hang gliding, the California “beach scene.” Well-maintained roads, for the most part paved, combined with undeveloped landing zones (LZs), helped as well. This fortunate combination led to Sylmar being considered and called “The Hang Gliding Capital of the World.” Sylmar led all other sites in total pilot membership, accumulated flying hours, 32

and multiplicity of local hang gliding schools and glider manufacturers. Many of the innovations in the sport were created or at least tested here, and many of the pioneers of the sport resided locally, as some still do. Sylmar/Kagel can no longer claim to be the world headquarters, as the competitions, major meets and record attempts have moved elsewhere. Yet it is arguable that Sylmar is still the most visible site to the general public, due partly to its location in the L.A. metropolitan area and partly to the ﬁlm, television and media exposure this location provides. Whether featured in an episode of Blind Date, or a re-run of Baywatch, or a commercial showing Joe Greblo’s stunt company, Sylmar has exposed uncounted thousands of people to hang gliding in some way. However, the very popularity of the site set the stage for its nearcertain demise. From the very beginning, two factors began to confront each other. Two very different populations, with opposite ideologies, desires and dreams, collided head-on. On the one hand, the land hunger of the ﬂood of workers who manned the factories in the exploding aerospace, automotive and construction industries led to an unsurpassed building boom. This boom had already developed almost all of the city of L.A. The northwest corner of the San Fernando Valley at Sylmar was one of the few places left undeveloped. These people wanted a piece of the American dream, and a new house up near the mountains within commuting distance of their workplace was included in that dream. Once they got their dream, all of their energy (and money) was tied up in preserving it. July, 2004: Hang Gliding & Paragliding

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On the other hand there were the east of the wash. The City Planning hang glider pilots. Department requested that the developHang gliding, as Mike Meier of Wills ers accommodate all of the community Wing has said, started as a unique needs before beginning construction. Joe manifestation of its time, i.e. the counattended these meetings as well, where ter-culture movement of the late sixties he made sure that hang gliding would and early seventies. The counter-culture be included in the final plan. This plan rejected ties with traditional society, envisioned the developers giving title to and felt that suburban living in tract the west of the wash to parcels meeting houses was the epitome of everything the needs of the local college (LAMC), it despised. This was, of course, because the Little Leaguers (SIBL), and of course most of the pilots had grown up in the the hang gliders. Since a title has to be suburbs. The counter-culture celebrated given to an entity, the need to form (refreedom, rebelled instinctively against incarnate) a local club became obvious. any form of rules or authority, and had The early Kagel LZ, full of standards a tribal us-versus-them mentality. Not to This need became more acute when all photo © Bob Franklin mention the fact that most of the pilots of the remaining LZs in the Sylmar area were broke. Many of the best pilots of those days had these char- closed. The relentless forces of development closed Polk St., Olive acteristics—as do some of the best pilots of today! View Dr., and even the emergency landing zone next to the hospital. Still, if a club could be formed, and receive title to its own The pilots who flew over those little pastel-colored boxes believed LZ, then hang gliding in the area seemed assured. that they were special people, and they were. Unfortunately this was sometimes expressed as contempt for the mere mortals living Then disaster struck. A long pent-up resentment on the part of in the boxes. The neighborhood was quick to pick up on this atti- some of the neighbors caused an avalanche of bad publicity. tude, and its physical manifestations of trash, noise and disregard for safety and the residents’ peace of mind. A certain Mrs. Chaney, who was a retired PhD, wrote a letter of complaint to the local newspapers and to L.A. City Councilman Not content with this smoldering volcano of bad public rela- Howard Finn. The L.A. Times and the Herald Examiner ran articles tions, which was soon to erupt, the pilots had also managed to detailing the myriad problems caused by the pilots. Councilman annoy quite a few other organizations. The U.S. Forest Service Finn then proposed guidelines, which included the possibility was very concerned over pilots flying near and possibly blocking of banning hang gliding altogether. On the advice of the city the launch point of the rescue helicopters stationed at Camp 9. attorney, this ban would have to be city-wide. The city and county fire chiefs were tired of rescuing downed pilots from the mountainside, and putting out the fires caused Local pilot Jay Fred Lucas contacted the city to find out the deby pilots hitting the power lines. Southern California Edison, tails of the proposals. He then mailed copies (postage paid by the local power company, was likewise not amused. The LAPD the USHGA) to all the USHGA members in L.A. County, inviting and the county sheriffs were tired of answering calls from en- them to an emergency pilots’ meeting on October 30. Meeting in raged neighbors. The companies that rented and maintained the the garage of the Bennett house, on a rainy day, 75 pilots debated microwave relay station on Towers, notably ITT-Gilfillan, were the crisis and what to do about it. At that meeting it was agreed afraid of lawsuits by pilots who might suffer ill effects from mi- to reconstitute the SHGA as a California corporation, and officers crowave radiation. were nominated and elected. In early 1983, everything came to a head. 1983: The Critical Year In the beginning of that fateful year, Joe Greblo learned of plans to build Little League baseball diamonds in the Paicoma Wash LZ. The city of L.A. started to hold meetings to hear community input. Joe attended these meetings.

Little did those pilots who were gathered there that night realize that, for some of them, life would never be the same. A few of them became life-long political activists. They remained pilots; free at heart, but something had changed. If they wanted to continue ﬂying at Sylmar, they had to become committed to being part of society. The period of their rebellion was over. They now had to be good neighbors as well as good pilots.

At the same time, a group of developers known as Santiago Estates announced plans to build mobile homes on the plateau to

The hardest part was yet to come. To keep the site open, these new ofﬁcers had to police and discipline their fellow pilots, a

Hang Gliding & Paragliding: July, 2004

group that resisted rules instinctively, and the officers would suffer abuse because of this. Perhaps it was a mercy that none of the new officers realized where all this was headed. The club was formed, and battle joined! It was now that Rome Dodson came up with his petition idea. Why not find out just exactly where the pilots stood with the neighbors? Craig Baker organized the petition drive, and pilots spread out through the area, clipboards in hand. They went door to door in the immediate vicinity of the landing area. The results were surprising. It seems that 95% of the locals they sampled approved of hang gliding in their neighborhood! Meanwhile, the city council, at the behest of Councilman Finn, formed an ad hoc committee including all , interested parties to study the situaas Mike Meier of Wills Wing tion. At this first meeting Joe Greblo has said, started as a unique represented the national organization (USHGA) and Jay Fred Lucas, newlymanifestation of its time, i.e. elected president, the fledgling SHGA. the counter-culture movement Attendees also represented the FAA, homeowners, the U.S. Forest Service, of the late sixties and early the county fire department, local poseventies. The counterlice and Southern California Edison. According to Joe, with the exception culture rejected ties with of himself and Jay, there was not one traditional society, and felt person in that room who didn’t want hang gliding permanently banned. that suburban living in tract Fortunately, the Chief Field Officer houses was the epitome of for Councilman Finn made it clear everything it despised. that no attempt to impose regulation from the city would be made without an attempt to solve the problems locally. The councilman’s attitude was influenced by the petition results. This gave Joe and Jay the window of opportunity to try and come up with a modus vivendi with the community.

Hang gliding

At the ad hoc meetings, Joe and Jay managed to arrange a “consensus of courtesy” with the major players. Step by step their concerns were met, and their resistance to hang gliding began to subside. As a result, the committee agreed to recommend that a one-year period would be granted to the SHGA to make good on its promises of self-regulation. Hang gliding still had a chance at Sylmar. After 1983 The year went by, and because of the absence of complaints, the proposed guidelines were again tabled, where they remain to this day. The next few years saw the club growing, until it reached a total of more than 200 members. The activists and club officers vigilantly enforced the club rules. The newsletter was published regularly, and a strong site monitor program was established. Self-regulation was working. Still, the club was never really secure. As one city official told Joe Greblo, after being asked what would happen if after four or five years of safe operation a pilot crashed into someone’s 34

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house, “Jesus Christ, Joe, don’t let that happen! The city will have no choice but to close down your operations.” While most of the pilots recognized the need for the 10 (now 12) simple rules, there still was a “wildman” element that tried the patience of the club officers. Those most dedicated to the club met with the most abuse. This started a cycle which continues to this day; i.e. club officers are elected and sworn in, do their best to enforce the rules and maintain good relations with the neighbors, get burned out, and then resign or refuse to run for re-election. Whoever coined the phrase “herding cats” must have had hang glider pilots in mind. Still, there were activists who did not give up, and the skills and contacts made during 1983 came in handy during the following years. Towers launch was lost for a while, but after enlisting support from the city council and fire department, the Camp 9 pilots and ITT-Gilfillan bought into granting a 2-year permit. The (relative) absence of problems since has allowed this to remain a Hang IV launch. Nearby Whiteman Airport received a control tower in 1988, which upgraded the airport’s status to Class D, which then established an airspace restriction, that swallowed the new Sylmar LZ! A letter-writing campaign to the local politicos helped the club receive a special permit to retain flying at the site. During the late 1980s, a series of community involvement activities was started. Rome Dodson came up with the idea of an arson/ crime watch program that gained national publicity. The club began entering gliders and “floats” in the annual Sylmar Days parade. This led to SHGA being, for a while, a yearly entry in the infamous Pasadena “Doo-Dah” parade. Many service events and charity drives were held by the club to benefit cancer- and cerebral palsy-stricken kids. The club made arrangements with the Graffiti Busters, a program that places probationers with itchy spray paint trigger fingers in community service. Graffiti artists have pulled a lot of weeds in the LZ over the years, and have been exposed to something much more fun than vandalizing freeway overpasses!

could not, or would not, enforce the rules in a consistent manner. The financial situation grew alarming, and if not for a private loan from concerned pilots, might have become critical A series of events in 1996-97 showed that the club needed to take action, and it did. Dues were increased, and a new glider storage rack was begun, a project managed by Matt Spinelli. Rogue pilots were disciplined or suspended. Cindy Benti took over the newsletter and brought it back to monthly publication. New activists came on board, like John Wickham, Larry Chamblee and George Stebbins. Fred Weinmann, who served as president for three terms, set a standard for club involvement and vision. This renewed energy came at a fortuitous time, because the most important threat to the SHGA since its founding was about to reveal itself. The Great College Expansion Battle of 1998 In the early 1990s, the local community college (LAMC) received a $4 million state grant for expansion. This grant had a sunshine clause: it had to be spent/committed by the end of the specified time period. The college kept asking the state for extensions, avoiding the need to make any concrete plans. Finally the state said, “Enough!” and the college was forced decide how to spend the money. This led to an ill-advised plan. The college tried to railroad a plan through, bypassing the normal channels of environmental and community review. The club first became aware of the plan in January 1998. The college needed land to expand, so they offered to buy the neighboring El Cariso Golf Course. The L.A. City Department of Parks and Recreation supported this effort, providing the college built a larger, tournament-class golf course nearby. The new golf course was to be built in the Paicoma Wash, north of the LZ, absorbing the Hang II and Hang III LZ. At the very least this would turn Kagel into an Advanced-only site; more likely it would mean the end of Sylmar flying altogether.

These efforts to reach out to the community helped cement the bonds established earlier. However, throughout the early 1990s there were counter-currents that spelled danger to the club. Local sites continued to be closed, such as Soboba, Trancas and the local Simi Valley training hills. The newsletter began to be published intermittently, and the site monitor program slowly disintegrated. As the political pressures seemed to subside, some pilots became less aware of the need for self-regulation. Pilots began to shave, and then ignore some of the rules. The board of directors Hang Gliding & Paragliding: July, 2004

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Joe Greblo, Larry Chamblee and John Wickham began attending meetings and talking to the college and local politicians. They were shocked to discover that neither the college nor the politicians were interested in trying to modify the plan to include hang gliding. The attitude of the state assemblyman was, “How can you compare recreation with the needs of education?” This was an extreme crisis for the club, and the ofﬁcers got busy. The resources of USHGA were offered in the form of 28,000 postcards requesting support, which appeared in Hang Gliding magazine on October 5. A Neighborhood Appreciation Day was planned. All of the contacts and alliances from years past were used and drawn upon. The club joined the Chamber of Commerce. An environmental consulting ﬁrm was hired. Meetings with SIBL, the Santiago Estates Homeowners Association, and even the El Cariso Golfers Association were held.

Kagel Mt. has been closed twice over the past two years due to events not related to the local political scene. The events of September 11 closed the site for seven days in 2001, while the extreme fire danger in 2002 closed all launching from September 24 through the first week in December. The Future of the SHGA As of this writing, the future of flying at Sylmar looks bright. For 20 years the club has managed to survive, and is now an entrenched, recognizable and (generally) accepted part of the Sylmar community. The local political actors know that the club has strong friends in the area, and has the resources to mount quickly a support campaign if its interests are threatened. The site is now more secure than it has ever been. Despite that good outlook, no one who knows the history of the club can ever think that all the battles are over.

After five months of increasing opposiWhat could shut down flying at tion from the community, the college Sylmar? SHGA pilots pose for the camera, circa 1989 realized that their plans could never Joe Greblo believes that there are two photo © Wayne Yentis, 2003 be finalized in time to meet the endmajor worst-case scenarios that could of-the-year deadline for the $4 million end flying forever at Sylmar: grant. In December they announced that the plans were being dropped. The college had to forfeit the grant. Some time later the 1) a major aviation accident, such as a collision between a college president asked for an early retirement. glider and an airliner on approach to Burbank airport, or Recent Events at Sylmar The mobilization of the club and the victory achieved gave new life and energy to the club. The close shave woke up even the most somnambulant to the fragility of the political situation. Pilots were forced to imagine what their lives would be like without flying at Sylmar. The leadership of the club capitalized on this revived energy, and new plans were made to improve the facilities at the LZ. A new launch ramp made of dirt re-enforced with wire was bulldozed into place, providing the steepest, safest launch ever seen at Sylmar. The re-opening of the Dockweiler training hill in 1999 (Hang Gliding magazine, January 2000) proved crucial in reversing the downward trend in membership. This steady addition of new Hang II pilots (25 in 2002) promises to provide the nucleus of the next generation of activists and club leaders. Hopefully, this new generation will have the advantage of building on all the successes of the past.

2) a period or series of events that would alienate the residential neighbors and motivate the city to enforce their zoning laws. The ﬁrst scenario is not farfetched as the area is a mecca of general and commercial aviation activities and there has been more than one reported near mid-air collision between hang gliders and aircraft over the years. The second scenario is more likely, yet entirely avoidable. If the pilots obey the rules and maintain good relations with the neighbors, a cushion of good will should protect the club. In the ﬁnal analysis, as Joe says, “If we are good neighbors, and the community wants us, no one can get rid of us. However, if we are bad neighbors, nothing can keep this site open.”

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L A K E V I E W

An Epic Day

Lakeview

Text and photos by Jugdeep Aggarwal

he stories of paragliding in Lakeview were enticing enough to make me haul myself the 800 miles from Santa Cruz to this apparent flying mecca. The long drive was broken up by a few days of watching the Shasta almost be blown away by the strong southeast winds. I convinced myself that in Lakeview, out of the influence of the Central Valley, the winds would be more mellow. Little did I know. I picked up my pilot packet at the Lakeview Chamber of Commerce and registered for the Umpteenth Annual Festival of Free-Flight. Saying that I was new to the area was an understatement. Having only recently moved to the U.S. from that other flying mecca, England, I had no idea what this place had in store except for what I’d heard about exceptional flying in the most flying-friendly town in the U.S. I located the campground and found myself trying to mimic a B-line stall on my tent to keep it under control and prevent it from taking to the air without its pilot/inhabitant. I reassured myself that the strong winds were due to mid-day thermic action. Evening would bring fantastic glass-off conditions, or so I’d been told. The sunset view of Lakeview from Black Cap launch was spectacular, but I would have preferred to have been watching it from the air, rather than from the car being buffeted by the winds. So much for glass-off. Even retiring to my tent was a chore as it still wanted to fly. I did not by then.

Hang Gliding & Paragliding: July, 2004

The winds eventually dropped enough for us to enjoy the fly-in—nothing spectacular, but flyable. But on the last day of the festival, Jules’s weather forecast predicted epic conditions. It looked to me the same as the day before—nothing epic, but flyable. The forecast light southwesterly wind suggested that Black Cap was the site for the day. For the first time since we’d been in Lakeview there was absolutely no wind at launch. While we waited for those first thermic cycles to come through, our boredom was relieved by the distraction/ attraction of a local reporter, keen to get the scoop on paragliding, She was rewarded with full disclosure of the fine details of parawaiting. Shortly after noon the first cycles started to come through. The less-patient pilots launched and bombed. I still could not figure out why Jules had labeled the day “epic.” However, the cycles were becoming progressively stronger and longer and I decided to launch whilst retrieve vehicles were frantically rushing pilots back up for another chance to launch. I timed my take-off carefully and launched into the start of a long cycle. It wasn’t long enough and soon I was desperately listening for any beep from my vario. It was no good. I was going down. I knew that a bomb-out to the LZ would kill any chance of relaunching so I set down on a small spur below launch. I scrunched up my glider and tried to get comfortable for the hike back up. Mark flew overhead, jeering at my misfortune. I was pissed. As I neared take-off I could see Mark climb aboard the elevator to cloudbase. I was really pissed. Back at launch I recomposed myself with water and a rest whilst watching Steve take the same elevator to the sky. Rested and rehydrated, I relaunched. Rather than looking for thermals releasing close to the hill I elected to fly out in front. I found the mother—it was large and it was fast. Centering the core I rode up to 9,000’ with my vario singing a constant 800 fps. I lost the core and drifted behind take-off looking for another center. This one popped me up to 12,000’. Steve was out of sight but still in radio contact and heading towards Plush. I caught a glimpse of Mark heading north towards Abert Rim. My GPS showed a SW wind of some 10 mph which I gladly followed. Kitty offered a very welcome retrieve option as she was following me from the ground. I glided for some 20 minutes, finding no thermals whatsoever. By this time I was getting low and looking for easy landings close to Highway 140. Out of the corner of my eye I spied a rocky knob, 37

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not particularly high but certainly worth a look. Right over the top of it I found a solid 1000 fpm thermal to carry me back skyward. This trigger was definitely textbook quality, finally spitting me out at 13,000’. Gliding farther northeast, I spotted another paraglider to the north and tried to establish radio contact but got no response. Steve was now over Plush and definitely out of sight. I was staying high, enjoying the fantastic cloud development whilst pushing farther northeast. My map identified 8017-foot Drake Peak ahead of me. Hoping that this peak would trigger like the previous hillock, I went on glide, barely skimming the top. There was nothing. A little farther east the north face developed a well-defined rocky lip that, despite having had no sun and being covered in melting snow, was popping more textbook thermals. The view from 14,000’ was wonderful—epic, in fact! To the northeast I could see Plush and, farther on, the cliff that marks the edge of the Hart Mountain Range.

saline lakes reflecting the tremendous sky, crisp white salt deposits, and then between it all—nothing but miles of featureless high country desert with a smear that marked the road. And amongst it all was me, apparently alone, hanging below my blue Octane. I was cold at these heights with only a t-shirt and my flying suit to keep me warm. At times I was shivering uncontrollably and I’d lost feeling in my fingers. I hoped that some of my glides would take me lower to allow me to thaw out, so I booted on more speed bar. It was very strange to see my glider tremble as I shivered below it. I joined up with the beautiful cumulus clouds dotted around the sky with long glides, promising myself that if I got below 10,000’

It was very strange to see my glider tremble as I shivered below it.

I was ﬁ nally catching up with that glider ahead of me, which turned out to be Bob. We shared a few thermals but we appeared to have different agendas and soon headed off in different directions. Over Plush the clouds were exceptional with extensive lift and wonderfully large and generously lifting thermals. I pushed full speed bar to dolphin through the lift to get under a beautiful cloud street heading due north. In places the air was turbulent and I wasn’t certain how my glider would respond to collapses with full speed bar. Even though I had plenty of height I felt uncomfortable trying to barrage my way through some of the very rough air with full bar, so I eased off to halfway and pushed on.

I radioed my intentions to Kitty, suggesting she should head northwest towards Highway 395 where I would hopefully meet her once I reached that cloud street going north. Steve, however, had headed almost due east. He had flown here many times before and once I realized that my flight path was not maximizing my glide, I followed Steve’s route northeast towards the Hart Mountains. I felt badly that I had just sent Kitty on a wild goose chase and she’d have to backtrack. Bob had fallen behind and I had lost track of him, and since I was no longer hearing radio coms from Steve I figured he must have landed.

I would hunt hard for the next lift. I basked in the glory of all this altitude to play with. It could not have been more relaxing. I radioed my current position to Kitty, and learned that Bob was getting low and that they were now some distance behind me near the wildlife refuge. Scanning my map, I located a road heading north-south. I told Kitty I was heading to Highway 205, but she was unable to find it on her map and could not figure it out even with my description. I was now off her map and into uncharted territory. My last thermal had been 20 minutes ago, and it was now past 6 p.m. I was below my relaxed safety height of 10,000’ and I needed to fly conservatively. I raced to an actively-forming cloud only to arrive there as it decayed. I glided on, having lost distance to detour to the cloud. I called Kitty again to make sure she knew where I was. She replied in a broken signal that they were low on gas and were going back to Lakeview. Maybe it was hypoxia, but I was not the least bit concerned. I was traveling along a road and was convinced that there would be traffic to give me a lift back to Lakeview.

The views from 15,500’ were just unreal over this remarkable landscape: jagged cliffs running for what seemed hundreds of miles, 38

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I was down to 5,000’, the lowest I had been in six hours, and enjoying the warmth. Just a little ahead was a couple of houses with vivid green grass in an otherwise barren landscape. I watched a car pull into the compound and realized that this would be a convenient place to head towards should I have to land. Still on glide I made my last call to Kitty saying that I was going down. There was no reply. Just a mile past the houses my vario beeped. I was in zeros. What should I do: Take the zero lift knowing that it would take me farther from the road and the houses that marked civilization, or just go for the deck? I elected to take the zero lift and thermaled low and very conservatively, my body very tense as I felt my way round the weak core. My altitmeter showed minimal height gain despite the effort. I stayed with it, hugging that lift in near desperation. I must have been with that limp piece of air for 10 minutes before it released its true potential. With my body still tense I searched for the maximal lift which eventually developed and sent me on back to 7000’.

focused on them. A windsock across the road helped me line up for a perfect touchdown. It was only once I landed that my real adventure began. As I packed up my glider in a very unrushed fashion, two very young boys came bounding up to me and asked me where I had come from. They could not quite comprehend that I had just ﬂown from Lakeview, some 76 miles away. I was most delighted when one of them asked if I wanted to have some dinner. It was Christmas!! They raced back to their house whilst I ﬁnished packing up.

Hoping that this peak would trig ger like the previous hillock, I went on glide, barely skimming the top. There was nothing.

My next visitor was the boys’ elder brother, who arrived in his truck. I asked him if he would take me back to Lakeview that night for a fee. He thought it through and decided he needed to ask his folks, so I was carted off to the house and introduced to his folks, Stacey and Elaine. I explained that I wanted to get back to Lakeview tonight so that I could be in work the next day— I thought it sounded reasonable. I was informed that my mere 76 air miles would take some three hours to drive. It was a deﬁnite thumbs-down.

Looking out to the east I spotted a river, or maybe it was a railway line. No, that could not be—where is the road? My mind was racing, trying to interpret the feature in the distance. It had to be the highway, even though it glistened and reflected like a river. I was in trouble if it was not Highway 205! I noticed a small settlement and my map indicated that this was likely to be Roaring Springs Ranch. Why did my map not show the river that I could see? I was confused. I decided to push on anyway as it was almost 7 p.m., and I needed to find somewhere to land that was near some houses. It was only when I saw what had to be a car traveling along my “river” that I was certain where I was and that the farm was definitely Roaring Springs Ranch.

I called Bob’s motel and was shocked by the manager’s response that he did not recollect Bob staying there. I pleaded with him to check his records, and eventually he found that Bob was registered, but he was not in. I left a very carefully-worded message for Bob to call me back at the ranch.

I approached the farm at 5,000’ and noticed a well-deﬁned ridge immediately behind it. The ridge was working, and I soared it for a while whilst trying to decide where would be the best place to land. I was surprised that the lift band was so big that I found myself climbing. I pulled big ears but I had to wait it out for at least 10 minutes, hoping the locals would come out and see me land. After many beats along the cliff I found some patches of sink and

Twenty minutes later Bob returned my call. He had figured out where I had landed, and Kitty was prepared to come and pick me up—but not until the next day. I asked Bob to check with Jules about registering my flight for the cross-country competition. Not more than 10 minutes later Bob called again, asking about the runway at Roaring Springs. Yes, there was one and yes, it was sealed. Bob said he would fly over in the morning to pick

Hang Gliding & Paragliding: July, 2004

Maybe I could get Bob and Kitty to pick me up. Suddenly I was faced with the reality of my situation. I did not know which hotel Bob was staying at in Lakeview, and all my other contacts in Lakeview, I knew only by ﬁrst names. Elaine came to my rescue and called a friend who knew a friend who thought they knew someone in Lakeview who could help.

Chris Muller ﬂying an Aeros Discus over the breaking surf at sunset near Jaco, Costa Rica Photo: Just Fly / Jeff O’Brien

L A K E V I E W

I just could not wipe the smile off my face—my best XC distance, highest ﬂight, longest duration and to top it off a retrieve by airplane.

me up in his airplane, which was in Lakeview. What a retrieve!! I just could not wipe the smile off my face—my best XC distance, highest flight, longest duration and to top it off a retrieve by airplane. It must be Christmas and my birthday! Elaine offered me some apple pie and ice cream to celebrate my flight. Nectar from heaven! To top the day off they brought out a geological map of Oregon, and we pored over the map as I explained the geology to the family. How do you round off such a perfect day? Never before have I been shown such hospitality. Elaine took me to the bunkhouse where I could rest. Breakfast was available at 6 a.m. for all of the farm hands and I was welcome to help myself. I was exhausted but I just could not sleep. What a completely fantastic day. I woke early, showered (amazing!) and went for breakfast. It was nothing extravagant but very hearty and filling. Whilst having breakfast Bob called (he is a star!) and said that I needed to be back in Lakeview by 9 a.m. to register my flight for the competition. He promised to be at the ranch at 7:30 to get me back in time. Ten minutes later he called again with bad news: His car had a flat tire and the spare was flat, too. He would be delayed. I watched the clock ticking whilst I sat at the end of the runway waiting for Bob to drop from the sky. It felt like a decade before I heard the rumble of the aircraft. Bob carried out a low level pass before entering the circuit for a landing. I threw my gear into the back and was hustled into the front seat. We sped off down the runway and into the sky. I had only spent 12 hours at the ranch but every minute was stunningly memorable. The flight back was incredible—we were much lower over the terrain than I had been in my paraglider the day before, but the view was just as magnificent. I arrived in Lakeview with half an hour to spare to claim my prize for best accumulated distance in the last three days. I am grateful to Bob for his fantastic retrieve and to the folks at Lakeview for hosting such a wonderful event. This year’s Umpteenth Annual Festival of Free-Flight is scheduled for July 1-5 in Lakeview, Oregon. For details go to info@lakecountychamber.org.

July, 2004: Hang Gliding & Paragliding

B O O K

Book Review – The Secrets of Champions (Pagen, 2003) by Mike Vorhis

he winter breeze rustled the pages of a book for me these past months: The Secrets of Champions, the new compilation of master pilot interviews by Dennis Pagen.

R E V I E W

seemingly opposing views take on a symbiotic hue. You’ll have to get past what to me were a few tiny imperfections. Pagen’s habit of parenthetically translating every metric measure into an English one, no matter how obvious, can cause a smile here and there (did you know 100 meters ≈ 100 yards?).

The book proved something of an enigma. Its impact emerged as surprising as it was expected. Task descriptions of far-off major comps conjured visions of my own favorite terrain. The subject was famous pilots, yet became me.

Also, a few injected dates would help, as comments on strategy and performance are far more illuminating if Available at the USHGA web store, matchable with the generation of glider www.ushga.org technology to which they relate. And What stormed out immediately was the similarity of the great the chapter titles, sometimes clever (“Barber’s Cutting Edge”), can contemporary pilots to the rest of us. Who knew that some wres- stretch that quality just a hair when a pleasing pun isn’t anywhere tle with subtle measures of confidence, or even fear in strong con- within reach. But those are a very few wisps of virga in a much larger ditions? Who could guess that carrying homemade gliders up the sky; on balance, this book has probably the best chance of causing local hill (and not technological backing or government sponsor- epiphanies in flying style of any that comes to mind. ship…or steroids…) would be what catapulted Czech phenomenon Tomas Suchanek to greatness? Who’d have thought so many From the plethora of gems offered freely by the world’s best pievents resolve into clashes between intuitive approaches (Ruhmer, lots, you’ll find many dozens that either corroborate what you Bondarchuk, Schmitz), strategic ones (Heinrichs, Walbec), ce- suspect or resonate with you in a new and powerful way. There rebral styles (Suchanek), technologists (Lee, Arai), preachers of are diagrams of thermals shearing apart at hill crests and therdiligence (Wolf, Neimeyer), structured thinkers (Barber), experi- mocline seams, and tips on how to stay with them when they mentalists (Williams), loners, gaggle-followers, wizened warriors, do, and on how to find the next one without losing what you’ve teen wonders? Or that so many different—even diametrically op- gained. There’s advice on when to become bold, and when to posed—ways exist to conceptualize lift or climbing technique... be conservative, and by how much, with specific airspeeds no and yet each can be as viable as its antithesis? less. There are explanations of how sink can coagulate on one side of lift...local hill drills for improving XC performance...the The list of featured pilots reads as a reasonably complete Who’s mechanics of high-siding and why every top competitor pays this Who of world-class XC competition—Austrians, Brasilians, technique so much homage…lift cross-section profile concepts Aussies, Germans, Ukrainians, French, Yanks. They give as if in- and how they differ pilot-to-pilot...a handy point-by-point sumviting that advice to come back around some day to de-throne mary at end…and the ubiquitous but widely varying theories on them. And it could. how to think, or even whether to, while climbing. As with any single flight, gear performance remains a vital undercurrent but To provide some structure to the free-form chapters and so that is credited and dwelt upon modestly within this book’s pages, apples can be at least compared with pears, Pagen steers each the emphasis being on what a pilot does with what he or she is interview in a few common directions: thermalling technique, hooked into at the moment, and with what nature serves up. the broader subject of traversing distances, and methods of skill development. He also lets talk go where it will, explores personal Of the experts featured between The Secrets of Champions covers, histories, and invites competitors’ own theories of what skills or one is subtly present but conspicuously left out of focus. That concepts are most important. The range of opinions on that last person is the master hang gliding writer Pagen himself, who has one is an eye-opener to say the least. bent a life of study and flight toward compiling this ultimate collection of XC flying wisdom. The Secrets of Champions will put This book reads like a good mountain flies: initially you see the you in the harness on summer and winter nights for many years. differences spine-to-spine, and then inter-relationships between If read and re-read, it will change your flying, and advance your competitors and chapters begin to congeal. You go back and re- mastery of the art of flight. read a pilot’s words in a different mood, or after reading a later one, and a whole new level of understanding emerges. Sometimes Hang Gliding & Paragliding: July, 2004

P I L O T

P R O F I L E

guys in the ‘70s never took more than a few lessons! Why should it be different now?

Interviewing Joe Greblo.

By Richard Seymour

oe Greblo is one of the principal players in the Sylmar flying scene, past and present. This was the second time I’d had the fun of interviewing Joe, the previous occasion being the story of the re-opening of the long-closed Dockweiler Beach training hill. I remember at the time thinking that someone should write a story on just what an hour with Joe is like, so people who meet him for the first time can be prepared. Joe Greblo is one of those names in hang gliding that you are constantly stumbling over whenever you read about flying in the ‘70s and ‘80s. OK, the ‘90s and ‘00s, too! Joe has worn lots of hats over the years: competition pilot, instructor, flight school operator, USHGA regional director, SHGA club officer, movie stuntman. Joe can jump from one role to another in an instant, as you will soon learn. I first met Joe while I was a student at Windsports. I didn’t like him much at first. I couldn’t understand all this paranoia about safety. I just wanted to fly as soon as I could. I resented spending all that time and money on bunny hill lessons. I mean, all those

I know I tried Joe’s patience. As students go, I’m sure I was one of the worst. Still, he never stopped trying to give me pointers and advice. I eventually got my rating, and became a pilot. After a few “incidents,” I began to realize the value of the training. After a few more “incidents,” I realized that Joe’s relentless efforts to improve my ﬂying had probably saved my life. When I went to the Windsports store in Van Nuys (now moved to Sylmar) in the fall of 1999 for the Dockweiler interview, Joe was busy with a customer, so I went over to talk to his wife Kris. She is almost always at the store, answering whuffo questions and keeping the business going. She’s got this great big smile, which goes beautifully with her Cleopatra-style black bangs. After a few pleasantries, the customer left and Joe was free for the interview. He sat down at Ted Boyse’s old desk by the front window. I grabbed a chair, and started in with my list of questions. I’d barely begun when the phone rang. Kris answered it, and hollered from the back of the store, “You’d better ﬁeld this one, Joe!” It was some Hollywood-type second director who needed a stunt with hang gliders. It was fascinating to watch as Joe changed hats from “Dockweiler Political Activist/Historian” to “My Job is

July, 2004: Hang Gliding & Paragliding

P I L O T

to Make You (the second director) Look Good Stuntman.” After about 10 minutes on the phone, not only had Joe answered every question, but he’d fed that second director answers to questions he hadn’t even realized that he should have been asking! Joe hung up, and then switched back to “Activist/Historian.” “Do you see this box?” he asked, pointing to a large brown beatup container at his feet. “It contains all the records concerning Dockweiler.” He bent down, rummaging, and at the same time, he started to talk. And Joe talked for the next two hours straight. I know he must have taken breaths, but I never caught him at it. You know how those opera singers can breathe between notes on the sly, so you never see them do it? Joe taught ‘em! He didn’t just talk to me, of course. The phone would ring, and Joe would switch gears without missing a beat. A customer would walk in, and Joe would either steer them to Krissy, or he’d answer or volunteer comments as required. I couldn’t write down everything he said, of course. My wrist would have been permanently crippled. I did manage to get what I needed for the story. Indeed, I got enough for ﬁve stories. I eventually got out of there. I felt that I’d been in the presence of some elemental force of nature, like one of those Owens Valley thermals. When I got home it took a quart of homebrew to get that voice out of my head. Fast forward to 2003, in late February. Now I’m trying to get to the inside of the great political battles to keep the Sylmar site open. Joe agrees to another interview. This time we meet at the new store location, which is the “Windsports House” across the street from the LZ. I’m an hour early, thinking I’ll just go through old newsletters until it’s time. Joe is on the front lawn packing up a demo glider. He sees me, and invites me in. He can’t ﬁnd what he’s looking for, so he asks me, “Do you want to go for a drive?” “Sure!” I said. “Where are we going?” “To my house. I think the box is there.” We hop into the Windsports truck, and Joe starts talking. He talks for the next three hours. This time he has a cell phone. It rings even before we get off Gridley St. While Joe is talking he inadvertently takes the turn up to launch. We quickly correct and head off to his house in Tujunga. The phone rings again. Joe mutters, “Why did I ever list my cell phone in that ad?”

P R O F I L E

can’t divulge because they are her “clients.” Joe mutters sotto voce, “What do you WANT, lady?” We arrive at his house, a beautiful hand-crafted river stone house from the 1920s with walls about three feet thick. An old stonemason built it as a showcase—even the garage and the property line walls are stone. Joe gives me a quick tour while he’s ransacking the place, looking for…you guessed it, a box. A box containing Joe Greblo, a Sylmar legend old records and letters. We search the house, the cellar, and then the garage. Joe is up in the rafters, trying to drag a box clear of some junk, when he gets another call on his cell phone. It’s someone interested in the new Mosquito powered harness. Joe has a five-minute conversation with the guy, all the time on his hands and knees perched on the rickety rafters! Finally he gets off the phone, and drags the box down. It’s the same box I’d seen three years ago! He rummages through it until he finds the Dockweiler file. I remind him that we already did that story. We throw the box into the truck, and head back to Sylmar. While on the way Joe gives me a blow-by-blow description of him and Seabass flying with the Mosquito harness up around Magic Mountain two days before. “It was a gas!” says Joe. They could travel to places you could never launch from, and zoom down low to search for wildlife in the river gullies. Joe’s eyes light up with the memory. Just then Seabass calls on the cell phone, and I get to hear the same story again! Back at the Greblos’ house in Sylmar, we sit down in the office and talk about the events 20 years ago. Joe gives me some juicy tidbits that (of course) I can’t print. He tells me some of the actions of the local politicians that I can use. Of course, the phone rings, people walk in and start talking to him, etc., etc. After the third hour I’ve had enough. I’m suffering from sensory overload. I know I’m gonna need TWO quarts of homebrew this time. Still, I got what I came for. As I drive away from the LZ the last thing that Joe said sticks in my mind. After talking about all the close shaves the club has had, and all the battles fought, and the ones still to be fought, Joe relaxed a little and said, “You know, what keeps me from getting too stressed out is that I know 10 years from now all these politicians and issues will be gone, but I’ll still be here.” I’ll drink to that.

I don’t know what he’s talking about. This time it’s some pretentious woman whose “clients” want to take a tandem ﬂight but she needs more information for her “clients” whose identity she Hang Gliding & Paragliding: July, 2004

C O M P

C O R N E R

The Hang Gliding and Paragliding Online Contest (HOLC) By Davis Straub, contributing editor Photos by Oli Barthelmes There’s a cross-country contest for hang gliders and paragliders going on right now—in fact, there are a number of them. You can join up and strive for victory, and you don’t even have to leave your home site if you don’t want to. All you have to do is put together a string of six long ﬂights over the season and you to can be recognized as one studly dude (or dudette). The biggest contest, and the one open to all U.S. pilots, is the HOLC, found at http://onlinecontest.org/holc/ and at http://www.ozreport.com/ compOnlineXC.php. The Online Contest is the place where you can record your ﬂights and compare them with pilots from around the world on a daily basis. Flights are scored by class, country, and various other categories as seen from the HOLC menu:

has motivated the pilots to new and interesting flight routes. More and more countries have joined this competition, which was originally established by the gliders [sailplanes] a few years ago. The distance tactics and flight routes have become more transparent. The competition rules are more modern and much more fun for the pilots. “The winner of this year (2003) was Günther Tschurnig. He was closely followed by Toni Raumauf, and the results remained exciting up to the last day. [Günther’s] longest flight was a FAI triangle of 330 km (205 miles) over the Alps. “Overall, ten pilots had at least one flight of more than 300 km (186 miles), among them eight rigid wings and two flex wings! “Hansjörg Truttmann managed the longest destination flight of 406 km (252 miles) in Europe. He started at home in Fiesch (Switzerland) and flew along the main crest of the Alps in the eastern direction to Zell am See in Austria. His return was no problem: His Swiss flight friends who came back from the preworld championship in Kärnten-Embergeralm took him home. “The best flight day was on the thirteenth of August with cloudbase altitudes between 4000 and 5000 meters and low upper level wind were ideal for large triangles. “One hundred forty-seven rigid wing and 302 flex wing pilots participated in HOLC 2003.”

The HOLC is strictly a cross-country contest, not a race. You can take all day to do your long ﬂight. All that matters is how far you ﬂy, although you do get more points if you attempt a triangle and even more for an FAI triangle (shortest leg is 28% of the overall distance).

Here’s how things stood in early March 2004 in the World ﬂex wing division:

You can do your flights during a contest or on your own at your favorite site or multiple sites. You can enter as many flights as you want into the HOLC and your best six are chosen automatically. Your best three flights are used for your national contest and your best six for the world contest. All this is done automatically. Last year the HOLC was very successful and popular in Europe. Here’s what Adi Meierkord, who works at AIR, had to say about it: “The HOLC competition 2003 was an extraordinary success during this flight season! A dry summer brought for Europe unusually high cloudbases of more than 4500 meters (14,800’ MSL) and a lot of cross country flight days. Watching the OLC list after a flight day in the evening, was often more exciting than a thriller! “The OLC, already in its second year in Germany and Austria, 46

To understand how the HOLC works, ﬁrst carefully read the background material and discussion at http://www.ozreport. com/compOnlineXC.php. I am the United States coordinator for July, 2004: Hang Gliding & Paragliding

C O M P

the HOLC and have put up this Web page to make it easier for pilots to participate in the HOLC. I am always there to help U.S. pilots with any questions that they have.

C O R N E R

or datalogger, and create IGC files. Other programs, including CompeGPS (found at www.compegps.com), will allow you to combine your GPS and barograph data to create 3D flight tracks which are needed for the HOLC. We have a Florida cross-country flight competition going this year using the HOLC as our flight track log repository. You can find them on line at the HOLC right now. Just go to http://onlinecontest.org/holc/.

Toni Raumauf, second in the 2003 HOLC, ﬂies near a balloon.

To see how to enter and upload your ﬂights to the HOLC, go to http://onlinecontest.org/holc/ and then click on “OLC Rules and regulations download.” Download the “International OLC Competition Rules (.PDF)” and “Documentation according to OLC rules” and read them carefully to see how the HOLC works.

Toni Raumauf wanging in Hay, Australia.

Also at http://onlinecontest. org/holc/ click “Software and GPS requirements.” Here you will be able to download software that will allow you to download your ﬂight from your 3D GPS, or GPS and vario, or Flytec 5030 or Brauninger IQ-Compeo, or datalogger to make a 3D ﬂight track log in the IGC format. Pick the software that works for you.

MaxPunkte is free software that works well with the HOLC, and now version 4.1 is available in English (for the most part) at the German language site: http://www.flugplatz-beilrode.de/ maxpunkte/. Click the “MaxPunkte Setup” link to download Maxpunkte. The Power Point English language documentation referred to above shows you how to use it to create files that you can upload to the HOLC. You can translate the Maxpunkte Web site here: http://translate.google.com/translate_t. The flight analysis program SeeYou (found at www.seeyou.ws) provides a very good user interface to the HOLC and you can use it to upload your track logs, your IGC files, to the HOLC as well as to download flight data from your GPS or flight computer Hang Gliding & Paragliding: July, 2004

47 Lupi photo: Alejandrina

RD EE GP IA OR NT M9 E N X TC

by Pete Lehmann

s has been chronicled elsewhere, Region Nine experienced a horribly wet 2003, most notably during the traditional spring cross-country season. However, despite the abundant rain many pilots managed respectable if not spectacular flights throughout the year. Still, the fact that the Region’s longest flights were only 64 miles in length testifies to a gravely sub-par flying year. The joint winners of the 2003 Yearlong XC Contest are Mitch Shipley and our sage scrivener Dennis Pagen, respectively flying an Aeros Combat and a Moyes Litespeed. Their fl ights have been described in some detail in a previous article, so I will outline them here. The two pilots were flying at southeast facing Jacks Mountain on a very light spring day. Dennis had launched fi rst and was out in the valley struggling below launch when he found a redemptive thermal which Mitch was quick to launch at. Working together they climbed out and proceeded northeastward along the ridge. They team-flew well with the minor exception of a near mid-air along the way. Upon reaching the end of the 45 mile ridge they continued onward, thermaling in the open until landing at Turbotville, Pennsylvania, with a joint site record of 64 miles in 3 hours and 20 minutes. There had been nothing but ridge-triggered 48

thermals as there was no ridge lift. Nonetheless, the lift had generally been a reasonable 200-500fpm along with occasional 700fpm cores going as high as 6,400’ msl. After the fl ight Mitch wrote that while it was a fun fl ight he was itching for a typical 8,000’ msl spring day with a tailwind. Sadly, that was never to come, either for him or anyone else in the region. In third place is John Harper, one of Region 9’s new crosscountry pilots, who again proved that he will be a constant presence in future contests. His 60-mile fl ight on a Wills Talon was made on a spring weekday, May 13, from Tobacco Row, Virginia to near Burkeville. He was flying by himself on what was a fairly windy day that had few and unreliable cumies. After hanging around launch for a while John climbed out to his highest point in the fl ight, 8,000’ msl. With that thermal he left and managed to get over the mountains that barred his way into the open land beyond the mountains. Once into the piedmont his altitudes diminished and he was only getting at most to 6,000’, and usually only 4,500’ msl as he made his way over the countryside. He landed after a quick 2 hour 20 minute fl ight, of which only about two hours was en-route from the hill. With John, landing is only the mid-point of his cross-country adventures as he seldom has a driver to get him home. Instead, he relies on an ingenious tactic to increase the chances of his catching a ride: he carries in his harness a collared shirt, slacks and tie. After landing he dons his disguise July, 2004: Hang Gliding & Paragliding

RD EE GP IAOR NT M9 E X N C T

and begins hitchhiking, with astounding success. On this occasion it took him only two hours to return some 85 road miles to launch. That is brilliant. In fourth place overall is Ric Niehaus with an unusually late 57.3mile flight made on October 5 from Templeton, Pennsylvania, the site where he first cut his cross-country flying teeth. The humbling thing about Ric’s flight is that he came to visit, borrowed my Talon, and then smoked all of his old buddies by making the site’s longest flight of the year. This he accomplished on a day that began with light conditions on the small ridge, conditions which decked a number of other pilots before Ric launched and climbed away. With the clouds improving, Ric left his buddies for dead in the LZ and went off by himself under a decent cloud street that provided occasionally strong, even spooky, lift that once approached 1,000fpm. As the clouds evaporated late in the day he ran into the Allegheny Mountain trees too low to get across and landed at the base of the mountains in Glasgow, Pennsylvania. Fifth place produced another tie, this time with two flights of 57 miles, but flights made from different sites separated by almost

Hang Gliding & Paragliding: July, 2004

six months in time. The first of the flights was made early in the year by Nelson Lewis from Tobacco Row, central Virginia’s Magic Mountain that is assuming an ever larger role in the results of this contest. His March flight also figured in the earlier Regionals article, so I will sketch it here. Nelson launched his Fusion into an unpromising sky full of spreading heavy cumies and thick high cirrus. After climbing out in light lift to base he worked his way out from under the overdeveloped clouds. He then proceeded to work the cumies forming ahead of the overdevelopment, getting to 7,000’ msl in inconsistent lift of up to 500fpm. In the end, a very long glide brought him back to earth at Columbia, Virginia. Sixty Mile Class The second 57-miler, by Paul Kelley, is noteworthy in two respects. First, it is the winning flight in the Sixty Mile class. Perhaps more remarkable is that Paul was also flying a Wills Wing U2, the only kingpost glider to finish in the top 18 places. The flight was made to the southeast from Highland Aerosports’ flight park in Ridgeley, Maryland, on a post-frontal early-September day. Conditions were variable: easy at first under a street, then a 25mile struggle, and finally easy again at the end. Throughout the flight he was never very high, 4,000’ agl being the best he saw.

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# Pilot

Class

Glider

1 Pagen, Dennis

Open

Moyes Litespeed 4

1 Shipley, Mitch

Open

3 Harper, John

Distance

Site

Date

Jacks Mt.

4-May

Aeros Combat 2

Jacks Mt.

4-May

Open

Wills Wing Talon 150

Tobacco Row, VA

13-May

4 Niehaus,Ric

Open

Wills Wing Talon 150

57.3

Templeton, PA

5-Oct

5 Kelley, Paul

Sixty

Wills Wing U2

Ridgeley, MD

5-Sep

5 Lewis, Nelson

Open

Wills Wing Fusion SP

Tobacco Row, VA

22-Mar

7 Moreland, Shane

Rookie

Wills Wing Fusion 150

54.2

Tobacco Row, VA

12-Apr

8 Beckley, John

Sixty

Laminar MR2000

High Point, MD

27-Apr

9 McGowan, Tom

Sixty

Moyes Litespeed 5

49.7

Ridgeley, MD

6-Jun

10 Dullahan, John

Sixty

Moyes Litespeed 4

Woodstock, VA

12-Apr

11 Fink, Marc

Sixty

Icaro Laminar

Woodstock, VA

12-Apr

12 Carter, Kevin

Sixty

Moyes CSX

Woodstock, VA

2-Oct

13 Lehmann, Pete

Open

Wills Wing Talon 150

43.7

High Point, MD

30-May

14 Tjaden, Paul

Rookie

Litespeed 5

43.1

Ridgeley, MD

3-Oct

15 Gregor, Joe

Sixty

Wills Wing Talon 150

41.8

Ridgeley, MD

31-May

16 McAllister, John

Sixty

Wills Wing Talon

Woodstock, VA

12-Apr

17 Huffman, Larry

Open

Moyes Litespeed 3

38.7

Farview, OH

28-Jun

18 Ball, Larry

Open

Moyes Litespeed

37.1

Ridgeley, MD

29-Sep

19 Fenner, John

Open

Wills Wing XC 155

31.9

Templeton, PA

12-Apr

20 Kepler, Steven

Open

Sensor 610F

Tobacco Row, VA

23-Mar

21 Brooks, Pat

Open

Wills Wing UP/XC 155

26.2

Templeton, PA

26-May

22 Gardner, Mark

Sixty

Aeros Stealth 3

High Point, MD

27-Apr

23 Flynn, Tom

Sixty

Wills Wing Ultra Sport

23.5

Templeton, PA

24 Halfhill, Pat

Rookie

Wills Wing Sport 167

19.8

Templeton, PA

12-Apr

25 Dickert, Bacil

Rookie

PacAir Vision Mk. 4

18.5

Sacramento, PA

6-Apr

26 Schachtely, Uwe

Paraglider

Swing Ventus 1

Little Gap, PA

19-Jul

27 Leggett, Randy

Sixty

Bautek Twister

15.4

Little Gap, PA

13-Apr

28 McCourt, Dwayne Paraglider

Advance Sigma 5

9.3

Spruce Knob, WV

11-Aug

29 Lawrence, Rich

Open

Wills Wing Fusion

Ravens Roost, VA

24-Jul

30 Herrick, Ben

Paraglider

Swing

Seneca Rocks, WV

18-Aug

31 Herrick, LE

Paraglider

Swing Mistral

Seneca Rocks, WV

18-Aug

32 Huddle, Christy

Sixty

Moyes Litespeed 3

6.2

Fisher Road, PA

23-Nov

33 Claytor, John

Sixty

UP TRX 160

5.9

Blue Sky, VA

13-Apr

34 Alexander, Rich

Rookie

Wills Super Sport 143

5.5

Fisher Road, PA

23-Nov

35 Tomlinson, Dan

Sixty

Wills Ultrasport 166

4.2

36 Presley, Marvin

Rookie

Wills Wing Fusion 150

3.2

37 Donahoe, Gerry

Paraglider

Gin Oasis

2.3

Kirk Ridge, PA

4-May

July, 2004: Hang Gliding & Paragliding

RD EE GP IAOR NT M9 E X N C T

Also noteworthy is that his flight was not just an open distance downwind flight. Paul was actually attempting to make it to Assateague Island where he was to hookup with a surf buddy for a ride home. Paul had told his friend he would reach the island, or, failing that, call him by 5:00. Unfortunately for Paul, his buddy was already gone at 5:03 when Paul called after having landed on the mainland six miles short of his destination. Still, this was an excellent flight for a pilot of Paul’s limited experience. Rookie Class Shane Moreland’s April 12, 54.2-mile flight, from Tobacco Row to Rice, Virginia, is another exceptionally good flight for an inexperienced pilot. The flight on his Fusion has been described before, but to re-cap, the flight was actually his second flight that day. He’d made an earlier short XC before running into and being intimidated by some nasty tree-covered mountains. The enthusiastic John Harper picked him up, and, while berating him for having turned around, kept urging him to get back to the hill to set up and try again. To Shane’s credit that is what he did, and for his virtue he was rewarded with a blue sky flight that broke all of his personal bests. The day was, however, a very good blue day with powerful, possibly wave, lift going to 7,800’ msl. That altitude got Shane high enough to safely traverse the intimidating obstacles that had barred his way on the first flight. In second place is Paul Tjaden, another new cross-country pilot of promise. Flying a Moyes Litespeed from Ridgeley on October 3, Paul experienced a rowdy tow in brisk southerly winds before pinning off next to a climbing glider. The wind necessitated a quick departure decision, but with a couple of experienced pilots already on course ahead of him he decided to follow. As the sky was blue Paul wanted to catch them and team-fly in the cloudless conditions. However, the harder he chased them the lower he got, and he wisely decided to slow down and fly his own flight. Two and a half hours later Paul found himself approaching Wilmington, Delaware’s outer suburbs and a shortage of landing fields. Rather than press on and try to stuff his glider into a small LZ, he bagged the flight and landed in a big hayfield 43.1 miles from Ridgeley after having passed the pilots he had begun chasing. It was a particularly fine flight considering the blue conditions and generally weak, broken lift. But the clear air had provided him a spectacularly scenic flight up the middle of the Delmarva Peninsula, with a clear breathtaking view of the Chesapeake to the west and the Delaware estuary to the east. In third place is Pat Halfhill on his Wills Wing Sport. Pat flew 19.8 miles from Templeton, Pennsylvania, on yet another blue day. Pat is to be commended for having gone back up to re-fly after having been flushed to the LZ on his first flight.

Hang Gliding & Paragliding: July, 2004

Paragliders If the spring rains diminished the hang gliders’ cross-country flying, the rain utterly destroyed that of the paraglider pilots. Only one pilot even registered a short flight during the Regionals. The latter part of the year was still not very good, but at least some pilots managed to get a few miles. The class-winning flight was made by Uwe Schachtely. Flying from Little Gap, Pennsylvania, on his Swing Ventus he landed 18 miles later near Kemmertown. In second place is Dwayne McCourt who went 9.3 miles from Spruce Knob on his Advance Sigma 5. The Flying Herricks, LE and Ben, tied one another for third with their stereo seven milers made from Seneca Rocks. Best of the Rest Of remaining 2003 flights in the region, one is particularly worthy of mention. As we have read above, Mitch Shipley and Dennis Pagen had the longest contest flights of the year. However, they did not have the longest unrestricted flight. The contest allows only straight-line course distances. Out-and-return flights and doglegs are disallowed. That is most unfortunate for Kevin Carter, who is something of the wonder boy of Region 9. He is a relatively new pilot who has learned to fly at a high level in an extraordinarily short period of time. After a prolonged absence from the region, he finally returned home in the fall to again fly from Woodstock on Massanutten Ridge. Flying a borrowed Moyes CSX, he took off, turned right and flew five miles north from launch. Turning around, he then flew 45 miles southward along the ridge to its southern terminus at the Massanutten Ski Area. Thus far he’d done nothing unusual as pilots often run the ridge in that fashion. But Kevin didn’t land as most others do. Lacking a driver, he decided that the simplest thing to do would be to fly back to the main LZ below launch to get his car. And that is what he did, unaware of the fact that, while it had been attempted by others, no one had ever completed the round trip. In so doing Kevin accomplished a flight of 77 miles in total length, the region’s longest in 2003. Conclusion It is fitting that the last flight in this narrative is one achieved by a new cross country pilot—the one bright spot in what was an otherwise miserable cross-country flying year is the encouraging emergence of several motivated cross-country pilots. Of the long flights enumerated above, many of the best were flown by neophytes: John Harper, Paul Kelley, Shane Moreland, Kevin Carter and Paul Tjaden. It will be interesting to see what these pilots can accomplish this year if the weather finally returns to more customary patterns.

D 1E 0P 0A RY TA MR ED NS T

Article and photos by Jeff Goin It isn’t much. The “ridge” is only about 10 feet high, a quarter mile long, squeezes the pilot into a minimal landing area and grows paraglider-eating vegetation. But it’s close, very close, requiring only about four minutes in a car and five minutes of walking. This is Florida soaring sans the tow gear or motor, and it’s only slightly beyond Frisbee-throwing distance from my home. A recent trip to visit with Brad Weiss, an instructor (inactive at present) for both free-flight and powered, was intended to be a paramotor affair. That is why my motorhome (the Enterprise) was parked just west of Melbourne, Florida, at an expansive abandoned development called GDC, a perfect place for paramotoring. Amidst nine square miles of roads and grass there is little out there beyond the decaying pavement and wild vegetation. You can fly along the roads for miles at a few feet above the ground. The developers never even put up road signs. This wide-open vastness attracts “free-flight” model airplane people whose goal is to launch a powered glider into the air with no control beyond what they program in advance. You quickly see why they’d choose such a place. These airplanes can fly several miles and their control timers don’t always put them back at their start point. Fortunately, these dedicated folks keep much of the area mowed and they love us paramotor pilots: We help them find their out-landed gliders. I’d arrived late the night before in anticipation of morning’s calm. Motors make good use of calm. The deserted field was oh, so quiet and provided, I thought, a welcome opportunity for me to fetch some much-needed sleep. That wasn’t to be; when my phone rang, darkness still blanketed the world beyond my window blinds. “You’re in the wrong place,” a familiar voice boomed. “Its going to be soarable here and blown out there. You need to get over here right away!” Meaning oozed into the growing consciousness of morning brain as I realized it was Brad.

“Yes, but you’ve got to come get this air. It’s perfect!” I explained to him how pleasant it seemed to be in my little patch of nothingness. I even went outside to affirm that there was indeed almost no wind: perfect for motoring. But Brad was insistent. “No, it will be blown out there but soarable here. You need to come”. You don’t get to ridge soar in Florida on just any day, and even in my grogginess this prospect sounded appealing. Hmmm…Florida ridge soaring? Those who have seen these tiny sand humps of dunes will appreciate my skepticism, but Brad has a knack with such things. The fog of sleep gave way to desire and I relented. I arrived at his house just as day broke and we gathered our gear together into the Enterprise. After a very short drive we shoehorned the small motorhome into his “secret” parking spot and hiked the eighth-mile to our beach launch. We crested the hill to find an off-center wind, angling in from the south but fairly strong. The “launch” is a small spot where you must kite your glider to the edge and then essentially leap into the air. A pretty good blow is required to make this small rise soarable, and in those conditions kiting to the edge isn’t terribly difficult. It’s not even always necessary. One of the coolest things I’ve ever done with a paraglider is pull it up on level ground, back up to a little rise, and have the lift pick me up into sustainable soaring flight. That is essentially what we did all day long on these tiny dunes, and we found many ways to interact with the terrain, not just fly over it. Staying off the sea oats, a requirement designed to help reduce beach erosion, provided an interesting challenge. I’d kite my wing, holding it in such a position that allowed me to “walk” up the face of the little ridge. That in its own right was fun, but then being able to just push away with my feet and be soaring was a delectable treat. Being able to fly while reversed, something I’d learned from Alan Chuculate, proved a handy skill here, since I wasted no time in the turn-around.

“It’s early,” I protested. 52

July, 2004: Hang Gliding & Paragliding

D E 1P 0A 0R TY M A E R N D T S

Occasionally the lift would weaken and we’d have to run along the beach or ridge top before being lifted back up again. Very slick. Brad and I flew until we tired. A newer pilot, Chuck, showed up and got to share some of this magic air. He struggled a bit with the high wind but, with Brad’s help, did eventually succeed in finding the lift band. And a narrow band it was. My borrowed Independence Dragon offered an efficiency that allowed swooping to the beach on speedbar, grabbing a handful of sand, and then climbing back into the lift. Man, was that cool! Brad was flying his Independence Radical, a hotter affair that had about the same sink rate as the Dragon but at a noticeably higher speed. Given the narrow confines of the lift, I was quite impressed when he passed me and stayed in the air. For much of the day our toes were never more than a few feet above the bottom sand. Not long before the low sun threatened to shut us down I tried the Radical. I wanted it real bad, to stay up for this last little piece of soardom. But I was too late—the lift wouldn’t get me more than a couple feet off and I wound up running. And running. Never quite fast enough. When I looked back, the Radical’s downwind tip was just touching down. Sea grapes populate much of this ridge just behind its vertical part. They grow up to 15 feet tall and are endowed with special line-holding capabilities. Big, strong leaves grasp paraglider lines with a tenacity that is difficult to appreciate. Don’t ask me how I learned this fact. As Brad soared back and forth above me, he would occasionally call down to ask me how it was going. Eventually he took pity on me and landed to help extricate his poor wing from the clutches of those tenacious plants. Fortunately, after disentangling the lines we still had time to go back up and suck up a few more runs before the day finally ebbed its last. What an experience! I wish it could be poured into a cup and offered to those land-dwellers who can only imagine, to let them sip some measure of what it’s like run into the air and soar; and to help me avoid that selfish feeling of specialness that such flying evokes. I’d love to hear them say, “Ah. That really is good. Now I understand!”

Hang Gliding & Paragliding: July, 2004

P E R F E C T

N I N E

THE FLYTEC CHAMPIONSHIP: A Perfect Nine

was hemorrhaging altitude. I had completed 66 miles of a 76-mile task, had rounded a turnpoint to head to goal—and met a headwind. My flying companions were faring no better. We all were sinking in what felt like stable air. Lower and lower we glided until I had picked out my landing spot and unzipped my harness. Oh, well, it was only the third day, and I figured I’d have a few more opportunities to make goal in this nine-day meet. Little did I know the opportunities would be many, because during this competition we achieved what can only be considered perfection. To be sure, perfection is hard to come by in our world of personal aviation. This is especially the case when we speak of a flying event. A lucky combination of weather, site, facility, personnel and pilots must come together at one place on the planet in one short stretch of time. But in this imperfect world, miracles do happen. I believe I have recently experienced the perfect meet. The miracle occurred at the Quest Air fl ight park in Florida, this past April. The event was the Flytec Championship, an international meet featuring most of the best pilots from around the world. Fifteen countries were represented in the three classes of hang gliders. There were 66 flex wings, 18 rigid wings and 3 Swifts. The flying format of this meet is aerotowing in the bubbling Florida air. We tow to altitude, then we release and wait for the start clock to begin our race around a course to goal. When the goal is Quest, the fi nishers have the luxury of tying their gliders down on the hangar line and leaving them there overnight, so set up and breakdown are minimized. The flat terrain, open landing areas and juicy thermals surrounding the fl ight park make it an ideal place for the dedicated racers to tear the fabric of the fi rmament to shreds and virtually mock Mach’s speedof-sound limitation. But this is also an ideal location for boaters, punters, gagglers and lollygaggers who want to go far with friends or who are experiencing their fi rst comp miles. The skies are as friendly as the Quest crew. Quest Air has a reputation for being relaxed, a little cosmos of gonzo attitude with a serious philosophy: You can’t have too much fun. Around the periphery of the main event— flying— 54

The flat terrain, open landing areas and juicy thermals surrounding the flight park make it an ideal place for the dedicated racers to tear the fabric of the firmament to shreds and virtually mock Mach’s speed-ofsound limitation.

Well-ordered launch line at Quest All photos: Jeff O’Brien July, 2004: Hang Gliding & Paragliding

were the attractions of camping with an international crowd of pilots, riding the rope swing, bouncing on the trampoline into the lake, drinking around the pool, gaming in the clubhouse and enjoying the sensual pleasures. Among the last, we need to point out the sumptuous meals prepared in a fully equipped kitchen by master chefs Steve and Chris. Then there was dancing into the wee to the madcap antics and virtuosity of the band, The Red Elvises. They are originally from Russia with a retro persona and irresistible songs. I have never seen so many pilots and friends dancing with such abandon. We should mention the portable microbrewery that was housed in a large van with three spigots on the side. Of course, there was the usual unlimited keg every evening. We can’t forget Awesome Bob’s house band, and master of ceremonies David Glover, who had the crowd in stitches every pilots’ meeting. Then there were the films shown on various nights: the Red Bull Huckspedition, GW Meadows’ flying adventure film from Costa Rica, and his poignant film from this year’s competition. It featured video of the event and shots of flying friends, old and new. There were many other antics, gags, skits and spoofs too varied (or R rated) to detail. Oh, did I mention the Quest Bikini Girls? That French invention is their favored attire and on bikini day, they were most distracting as they worked on the flight line. No doubt that is why I failed to make goal on that round.

P E R F E C T

N I N E

But no meet can function without favorable weather. Perfect weather doesn’t mean the same thing every day, for this was a nine-day meet and nine days of vanilla sunshine would get boring. In fact, the first four days were cool—cooler than 1000 miles to the north—with significant east winds. It felt like spring until the famous Florida sunshine heated each succeeding day to bring us summer. We found lighter and lighter winds with a cover of cumulus clouds. Then wind came and went. In all, we had the whole gamut of weak to strong winds, weak to strong lift. We were tested in all of our abilities, but especially in our endurance. For out of nine scheduled days, we scored a perfect nine. Long tasks were made by a significant group of pilots on a daily basis, and nine pilots made goal every single day. Could you ask for more? It would take a whole magazine to describe all the rounds in ample detail, so we’ll settle for some highlights. On the first day, a goal was called which was too close to the huge aviation event, Sun ‘N Fun. The task committee realized that it was closing day for Sun ‘N Fun and the airways would be jammed. So we had a virtual goal which our GPSs would indicate. Many pilots made it, but since there was no designated “goal field,” all the fields south of Dade City were potential LZs. The locals thought the skies were raining winged aliens.

Competition activities from the air

Hang Gliding & Paragliding: July, 2004

P E R F E C T

N I N E

Task 3 was a run to the north, buoyancy the last few miles then back into the wind to and the glory of goal. Dunellen airport. This is the flight that had me lookOn task 7, healthy SE winds ing at landing 10 miles from with strong thermals comgoal at the opening of this pelled the task committee to article. The leaders had raced call a 126-mile straight-line to the turn point and found goal. We drank Red Bull, ate a healthy thermal. Those of our energy bars and took an us in the second gaggle found early tow. Waiting for the nothing but smooth sea breeze start clock was agonizing, for air heading back south. We we knew we had some serigot low enough to hear cattle ous miles to cover. But the Rigid wings prepare to launch with volunteer belching and kids yelling. I was cart-retrieval specialist Dan Duggan standing by wind drifted us to the gate, mentally planning my landing we topped off our altitude and setup when a glider started turning. We were on him like flies pegged our airspeed numbers. In a meet of this caliber, there is on offal, and our varios started giving out hopeful beeps. Then plenty of opportunity to fly with exceptional pilots and learn the lift consolidated and our dismal attitudes turned jubilant. their secrets. One astonishing thing is how fast we fly between We got high and pushed on, but the crossing headwind beat us thermals. We were typically burning air at 42 mph, while our down. We worked drifting, patchy lift closer and closer, until in still-air best glide speed is in the upper 20s. It’s that next-expecta desperate dive we headed home, grateful to find a blessing of ed-climb speed-to-fly thing. (continues on page 70…)

Read about fascinating ﬂying machines like the Pod Racer and Escape Pod on ByDanJohnson.com • Sign up today to be notiﬁed when the siteHang goes live. 56 July, 2004: Gliding & Paragliding

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N O M I N A T I O N S

USHGA is issuing its annual call for nominations to the national Board of Directors. Nine positions are open for election in October 2004 for a two-year term beginning January 2005. Nominations must be received at the USHGA ofﬁce by July 20, 2004. Nominations are needed in the following regions. The current directors are up for re-election in 2005: Region Current Director 1 Bill Bolosky Alaska, Oregon, Washington 2

11 Nominations are not needed in Region 11 for this election. Texas (excluding El Paso), Louisiana

Ray Leonard Northern California, Nevada

12 Paul Voight New Jersey, New York

David Jebb Southern California, Hawaii

Steve Mayer Arizona; Colorado; El Paso, Texas; New Mexico; Utah

Nominations are not needed in Region 5 for this election. Idaho, Montana, Wyoming

Nominations are not needed in Region 6 for this election. Kansas, Missouri, Oklahoma, Nebraska, Arkansas

Bill Bryden Illinois, Indiana, Iowa, Michigan, Wisconsin, North Dakota, South Dakota, Minnesota

Gary Trudeau New Hampshire, Connecticut, Maine, Massachusetts, Rhode Island, Vermont

Ballots will be distributed with the October issue of Hang Gliding & Paragliding magazine. USHGA needs the very best volunteers to help guide the safe development and growth of the sports. Forward candidate material for receipt no later than July 20th to USHGA, PO Box 1330, Colorado Springs, CO 80901-1330. USHGA members seeking position on the ballot should send to headquarters for receipt no later than July 20, 2004, the following information: name and USHGA number, photo and resumé (one page containing the candidate’s hang/paragliding activities and viewpoints, written consent to be nominated and statement that they will serve if elected).

This form is provided for your convenience. REGIONAL DIRECTOR ELECTION NOMINATION FORM I hereby nominate

Felipe Amunategui Washington DC, Delaware, Kentucky, Maryland, Ohio, Pennsylvania, Virginia, West Virginia

10 Steve Kroop Alabama, Florida, Georgia, Mississippi, North Carolina, South Carolina, Tennessee, Virgin Islands, Puerto Rico

as a candidate for regional director for Region # I understand that his/her name will be placed on the ofﬁcial ballot for the 2005 regional director election if nominations are received at the USHGA ofﬁce by July 20, 2004.

NAME USHGA#

Hang Gliding & Paragliding: July, 2004

REGION#

C A L E N D A R

Calendar of events items WILL NOT be listed if only tentative. Please include exact information (event, date, contact name and phone number). Items should be received no later than six weeks prior to the event. We request two months lead time for regional and national meets. For more complete information on the events listed, please see our Calendar of Events at www.ushga.org.

USHGA Sanctioned Competition July 5-10: Chelan Cross Country Classic. Sanctioned for hang gliders, paragliders and rigids. Register starting April 15 by phone (425) 788-0308, online at www.cloudbase.org, or at meet headquarters in Chelan on July 4. August 1-7: U.S. Hang Gliding Nationals‹Big Spring, Texas. USHGA sanctioned meet at a location with excellent soaring conditions and airport facilities. 75-pilot field limit. Flex, rigid and Swift classes. Cross country race to goal. Eligibility: USHGA membership, intermediate/ H3 rating with aerotow signoff, previous aerotow meet experience (or written approval from the meet director) and GPS required. Awards & prizes, fairly distributed. Meet organizer: David Glover. Registration: $290 before July 1, $350 after. Pilots responsible for tow fees. Mandatory pilot meeting July 31, 7 p.m. in the airport lobby. Registration opens April 30, 9 a.m. EST. Register online only at: www.flytec.com. Questions? Email: david@davidglover.com. August 21-28: U.S. Paragliding Open National Championship, Squaw Peak Lookout (Inspo), Utah. USHGA sanctioned Class A, also international FAI Category 2 sanctioned. High desert mountain flying. Launch is at 6760 ft. msl and the valley floor is about 4600 ft. msl. Climbs typically are to 11,000-14,000 ft. msl at a climb rate of 400-1200 fpm. P4 or higher rating required. Mandatory pilot briefing and registration August 20, 8 p.m. at the Hampton Inn, 10690 Holiday Park Drive (next to the I-15 freeway), Sandy, UT, 84070. Lodging at the Hampton Inn, call 1-800-426-7866 or (801) 571-0800. Entry Fee: $295 before June 1, $330 after. Meet director JC Brown, scorekeeper Peter Gray. Contact Ken Hudonjorgensen, Two-can Fly Paragliding, 474 E. Tonya Dr., Sandy, UT, 84070 www.twocanfly.com khudonj@qwest.net (801) 572-3414.

Competition July 1-3: Pemberton-Whistler Competition, Canada. This three-day paragliding competition will be held at the same site as the future PWC Canada in the summer of 2006 and employ the same scoring methods as the Paragliding World Cup. The competition will be an FAI Cat 2 event. The Whistler/Pemberton valley is studded with 9,000-foot peaks, and the valley ﬂoor is only a couple thousand feet above sea level. It is not uncommon to have 10,000-foot altitude gains; the views from these heights are simply stunning, with glacial ice ﬁelds and granite peaks as far as the eye can see. For more information please visit www.pwc-canada.com. 60

July 9-11: Compete at 12,200’ Copper Mountain. High-altitude flying at its best! Cost is $75. Details: www.summitparagliding.net or phone (970) 968-0100. July 23-24: Second event in the Aspen XC Series, an informal FUN paragliding cross-country contest series. Come fly XC with your friends in big air and high mountains. The series is open to any pilot with current P3 or higher rating and current Parapente Aspen credentials. Each event is $25, with open distance and race to goal tasks. The goal of this comp series is to keep it simple, safe and fun—it’s all about flying, not rules. There will be a mandatory pilot meeting each morning at 7:30 a.m. in front of Aspen Paragliding. Contact Reese Martin (970) 920-2084 or cell: (805) 312-5787, or email: rsm@reesemartin.com. August 7-8: Third and final event in the Aspen XC Series, an informal FUN paragliding cross-country contest series. Come fly XC with your friends in big air and high mountains. The series is open to any pilot with current P3 or higher rating and current Parapente Aspen credentials. Each event is $25, with open distance and race to goal tasks. The goal of this comp series is to keep it simple, safe and fun—it’s all about flying, not rules. There will be a mandatory pilot meeting each morning at 7:30 a.m. in front of Aspen Paragliding. Contact Reese Martin (970) 920-2084 or cell: (805) 312-5787, or email: rsm@reesemartin.com.

Fly‐Ins July 1-5: The Umpteenth Annual Festival of Free-Flight, Lakeview, Lake County, Oregon. Fly, schmooze and party with your buddies for 5 days. Fun contests with cash prizes and trophies. For details go to info@lakecountychamber.org. July 2-5: Southern New York Annual Fun Fly-in, Ellenville (N.Y.) Flight Park. Land owner/pilot/musician Tony Covelli has organized as many as 8 bands to perform on a temporary stage during the event, there will be another spectacular “field art” design by artist Roger Baker, local area fireworks displays on both Saturday and Sunday, Wills Wing demos, camping in the LZ (in the shade along the stream). Event format is relatively unstructured, and is open to all mountain-capable H2s & P2s on up. Entry fee: $20. For more info contact Paul Voight (845) 744-3317 or Tony Covelli (845) 647-1008, or email flyhigh@frontiernet.net. July 2-5: Annual Fourth of July pilots’ gathering in Creede, Colorado. Great flying for both hang gliders and paragliders. No entry fees for the gathering and the site is open to all, though high mountain experience is recommended. Contact Larry Smith at (970) 209-5212 or Bill Lemon at (505) 280-3552 or email: blemonbryconaz@aol.com. July, 2004: Hang Gliding & Paragliding

C A L E N D A R

July 23-25: 3rd Annual Texas Open—the National Fly-In in Leakey, Texas. Hang gliders, paragliders, aerotowing, platform towing, scooter towing, this year we even have a foot launch. Join us for fun after your record search in south Texas, or come on down and experienced the amazing soaring before heading up to the U.S. Hang Gliding Nationals in Big Spring. Fun competitions, great XC potential, great give-aways, prize money. Visit http://danbarb.org/txopen to register and get more info. August 30-September 6: Flaming Fall Foliage Festival and East Coast National Fly-In. At Long Acre Farms, Macedon, N.Y. Fun fly-in to include team competition, team songs, Saturday party, Sunday dinner, bonfires, the infamous burning glider finale, glider and equipment demos by Wills Wing, Moyes, Flytec, Rotor and much more. Seminars and in-flight training by Mike Barber and Dennis Pagen. Aerotow ratings will be available until Sept. 1 ONLY. This event is limited to 100 pilots, and pre-registration is preferred. While Finger Lakes Flight Park offers aerotow launching for hang glider pilots only, there are a number of foot-launch sites in close proximity to the flight park, facing several directions, and pilots of ALL launch disciplines are invited and encouraged to attend the fly-in! The flight park will be the “base of operations,” will host the extracurricular activities, and of course will offer aerotowng daily. Fees are $65 per pilot, $30 per adult spectator and $10 per child. Pilot fee includes 1-week membership to the RAF local mountain sites. Camping and showers available (camping fees are separate). Contact Marty at (315) 986-2931 or Joan at (315) 986-4202 or visit our Web site at www.fingerlakesaerosportpark.com. September 11-12: 14th annual Pine Mountain Fly-In, Pine Mountain, near Bend, Ore. Contact Phil Pohl at (541) 388-3869, philpohl@coinet.com. September 11-12: Annual Canadian-American challenge fly-in at scenic Black Mountain near Maple Falls, Washington. Silver Lake Park group camp area is reserved for Friday and Saturday nights. Competition Saturday and Sunday includes duration, turnpoint and spot landing, with optional race-to-LZ Sunday morning. Prizes. Pot-Luck BBQ Saturday night. Live music. Entry fee $25 includes camping both nights. Pilot meeting and registration Saturday 10:00 am. For more info contact Lori Lawson at (425) 898-8163 or email tom.lori@verizon.net.

clinics, meetings, tours July 1-4: Backpack powered paraglider clinic in cool Northern Arizona with Dixon White. Base fee $200. dixon@paraglide.com. July 2-4: Safety Maneuvers Training with Enleau and Ann O’Connor, Sonoma, California. Visit www.oconnorﬂightschool.com, or contact Ann O’Connor at ann@oconnorﬂightschool.com or (530) 227-4055. Hang Gliding & Paragliding: July, 2004

July 10-11: Gorge Games Paragliding Fly-In, Hood River, Ore. A Fun Paragliding Fly-In to be held at Bingen, Wa., Bald Butte, or Cliffside. This is a free event! Rain Dates: July 17-18. Contact: Rick Higgins, SunSports Paragliding (541) 387-2112, cell (541) 490-2643, SunSportsPG@aol.com, http://members.aol.com/ rsunsports/myhomepage. July 10 - 11: XC Course by Will Gadd based out of Boulder/Golden, Colorado. P3 & P4 pilots only. Free slideshow presented by Will on Friday, July 9th, open to all pilots. Weekend hosted by Peak to Peak Paragliding. Contact info@peaktopeakparagliding.com or www.peaktopeakparagliding.com. July 12-16: Contemplative Paragliding for intermediate/advanced pilots, with Josh Weinstein at Lake Tahoe, Nevada. Contact Kay Tauscher at (303) 817 0803, or email kay@peaktopeakparagliding.com. July 16-18: Thermal clinic with Ken Hudonjorgensen, Point of the Mountain and other Utah sites. For clinic description and prerequisites refer to Tow-can Fly’s Web site at www.twocanfly.com. July 16-18: Safety Maneuvers Training with Enleau and Ann O’Connor, Sonoma, CA. Visit www.oconnorflightschool.com, or contact Ann O’Connor at ann@oconnorflightschool.com or (530) 227-4055. July 16-18: Advanced kiting and high winds skills seminar at Point of the Mountain, Utah, with Chris Santacroce. Hosted by Peak to Peak Paragliding. All pilots. Contact Kay Tauscher at (303) 817-0803, or email kay@peaktopeakparagliding.com. July 17-24, and July 24-31: France Paragliding Tours with David Prentice and Daniel Schooneveld, Annecy, France. $1500 includes 7 days of flying, transportation from lodging to sites, XC retrieval, guide, and thermal clinic. Space limited to 6 pilots per tour. Contact David Prentice at earthcog@yahoo.com or Daniel Schooneveld at dvanschschooneveld@yahoo.com. July 23-25: Safety Maneuvers Training with Enleau and Ann O’Connor, Sonoma, California. Visit www.oconnorflightschool.com, or contact Ann O’Connor at ann@oconnorflightschool.com or (530) 227-4055. July 24-25: Tandem Clinic with Rick Higgins, USHGA tandem administrator in Hood River, Ore. T-1, T-2, and T-3 ratings to qualified pilots. Contact: Rick Higgins, SunSports Paragliding (541) 387-2112, SunSportsPG@aol.com http://members.aol.com/ rsunsports/myhomepage. July 30-August 1: Women with Wings Fly-In. All-women flying course hosted by Kay Tauscher with guest instructor Chris Santacroce. P1/P2 pilot levels. Contact Kay Tauscher at (303) 817-0803, or email kay@peaktopeakparagliding.com. 61

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August 1-8: France Paragliding Tours with David Prentice and Daniel Schooneveld in Annecy, France. $1500 includes 7 days of ﬂying, transportation from lodging to sites, XC retrieval, guide, and thermal clinic Contact David Prentice at earthcog@yahoo.com or Daniel Schooneveld at dvanschschooneveld@yahoo.com.

August 28-29: Tandem Clinic with Rick Higgins, USHGA tandem administrator in Hood River, Ore. T1, T2, and T3 ratings to qualiﬁed pilots. Contact: Rick Higgins, SunSports Paragliding (541) 387-2112, SunSportsPG@aol.com http://members.aol.com/ rsunsports/myhomepage.

August 5-8: Backpack powered paraglider clinic in cool Northern Arizona with Dixon White. Base fee $200. dixon@paraglide.com.

September 2-5: Instructor program and Tandem program in cool Northern Arizona with Dixon White. Base fee $300. dixon@paraglide.com.

August 6-15: Pearls of Switzerland. Join Peak to Peak Paragliding LLC for a tour of Switzerland’s finest flying sites with guide and paragliding legend Urs Haari. Urs and Peak to Peak’s Kay Tauscher will take you wherever the sun is shining at the time for some good XC flying. Intermediate/advanced pilots. Contact Kay Tauscher at (303) 817-0803, see www.peaktopeakparagliding.com for details.

September 10-12: Advanced kiting and high wind skills seminar at Point of the Mountain, Utah, with Chris Santacroce. Hosted by Peak to Peak Paragliding. All pilots. Contact Kay Tauscher at (303) 817-0803, or email kay@peaktopeakparagliding.com. September 11-19: Thermal XC clinic in Northern Arizona with Josh Cohn (U.S. National Champion many times) and Dixon White. Base fee $300/3 days. dixon@paraglide.com. September 25-26: Tandem Clinic with Rick Higgins, USHGA tandem administrator in Hood River, Ore. T1, T2, and T3 ratings to qualiﬁed pilots. Contact: Rick Higgins, SunSports Paragliding (541) 387-2112, SunSportsPG@aol.com http://members.aol.com/ rsunsports/myhomepage.

OF SWITZERLAND Flying the Swiss Alps with European Paragliding Legend Urs Haari. Fly the ﬁnest sites in Switzerland and Europe including 2-days of over-water SIV training.

August 6-15, 2004

September 25-26: Mountain flying clinic with Ken Hudonjorgensen, Point of the Mountain and other Utah sites. For clinic description and prerequisites refer to Two-can Fly’s Web site at www.twocanfly.com. October 22-24: Instructor training clinic with Ken Hudonjorgensen, Point of the Mountain and other Utah sites. For clinic description and prerequisites refer to Two-can Fly’s Web site at www.twocanfly.com. October 23: Instructor recertification clinic with Ken Hudonjorgensen, Point of the Mountain and other Utah sites. For clinic description and prerequisites refer to Two-can Fly’s Web site at www.twocanfly.com. October 30-31: Tandem (T2 and T3) clinic with Ken Hudonjorgensen, Point of the Mountain and other Utah sites. For clinic description and prerequisites refer to Two-can Fly’s Web site at www.twocanfly.com. November 4-7, Backpack powered paraglider clinic in cool northern Arizona with Dixon White. Base fee $200. dixon@paraglide.com.

303/817-0803

www.peaktopeakparagliding.com

July, 2004: Hang Gliding & Paragliding

On assignment in Florida, USHGA contributing photo editor Jeff O’Brien (jeffobrien4@yahoo.com) captures the excitement and tension of getting everyone into the air during the Flytec Championships.

Above: Mark Mulholland launching the Swift

Interesting view of the launch line

Bobby Bailey ﬂies back to the hangar with engine trouble.

Lineup of pilots waiting for tow…

Oleg Bondarchuk, winner of the ﬂex-wing division

Alex Plonar, winner of the rigid wing division

Chris Muller pulls off a nice manuever during the ﬁlming of “Pura Vida Flying” in Costa Rica Just Fly/ Jeff O’Brien photo

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H-1 1 STEVE KOWALCZIK H-1 1 KENNETH HAWES H-1 1 COLLEEN GATELEY H-1 1 GARY HURLBUT H-1 2 JIM HACKBUSH H-1 2 RICHARD HAVER H-1 2 FREDERICK BICKFORD H-1 3 DOUGLAS MARTENS H-1 3 PATRICK LEHRMANN H-1 3 NIGEL HARRISON H-1 3 JOHN COOK H-1 7 ALLEN GIBSON H-1 9 GARY MCCLENNAHAN H-1 9 SUSAN MCEVILY H-1 9 PETER ROSAN H-1 9 WILLIAM ALDER H-1 9 MARK MOORE H-1 9 EVANGELOS HATZIS H-1 10 SCOTT GREENWALD H-1 10 CHRISTINA HOLMES H-1 13 JONATHAN BOARINI H-2 1 STEVE KOWALCZIK H-2 1 KENNETH HAWES H-2 1 COLLEEN GATELEY H-2 1 GARY HURLBUT H-2 1 ANDREY GUSEV H-2 2 MICHAEL EDELSTEIN H-2 2 NEAL CRUZ H-2 2 PATRICK WALKER H-2 2 HANS DAHLSENG H-2 2 SCOTT BERGSTROM H-2 2 RICHARD HAVER H-2 2 FREDERICK BICKFORD H-2 3 REYNALDO GONZALEZ H-2 3 PATRICK LEHRMANN H-2 3 GEORGE MOACANIN H-2 3 JOHN COOK H-2 3 JAROMIR WAGNER H-2 7 ALLEN GIBSON H-2 8 GAYLE SMITH JR H-2 9 SUSAN MCEVILY H-2 9 PETER ROSAN H-2 9 WILLIAM ALDER H-2 10 SCOTT GREENWALD H-2 13 JONATHAN BOARINI H-3 1 RODERICK NEWTON H-3 2 JAIME ARNDT H-3 2 OLEG MUSTEATA H-3 2 ALEX CUDDY H-3 2 PATRICK WALKER H-3 2 BRUCE BORCHERS H-3 3 JIM SHAW H-3 4 BILL FOREMAN H-3 6 DOUG DUBOIS H-3 7 BRIAN GEBHARDT H-3 7 MICHAEL VAN KUIKEN H-3 9 GENE TOWNS H-3 11 LEON HASSLER H-4 1 RODERICK NEWTON H-4 3 MARK MORRIS H-4 3 GREG ANGSTEN H-4 7 TOMMY THOMPSON, SR H-4 10 JOHN HAYWOOD, JR T-1 2 WILLIAM CUDDY T-1 10 AGUSTIN NIETO T-2 9 KELVIN PIERCE

COVINGTON WA EAGLE POINT OR WEST LINN OR SEATTLE WA APTOS CA SCOTTS VALLEY CA SONOMA CA RESEDA CA CARLSBAD CA LOS ANGELES CA LOS ANGELES CA WINNEBAGO IL MECHANICSBURG PA PITTSBURGH PA WASHINGTON DC GETTYSBURG PA WILLIAMSBURG VA GREAT FALLS VA OCOEE FL WILDWOOD GA GUATEMALA CITY COVINGTON WA EAGLE POINT OR WEST LINN OR SEATTLE WA MILL CREEK WA SAN FRANCISCO CA EMERYVILLE CA SQUAW VALLEY CA BERKELEY CA BAKERSFIELD CA SCOTTS VALLEY CA SONOMA CA VAN NUYS CA CARLSBAD CA LOS ANGELES CA LOS ANGELES CA LAWNDALE CA WINNEBAGO IL NEW LONDON CT PITTSBURGH PA WASHINGTON DC GETTYSBURG PA OCOEE FL GUATEMALA CITY ASHLAND OR PALO ALTO CA HAYWARD CA SPARKS NV SQUAW VALLEY CA SANTA CRUZ CA STEVENSON RANCHCA GREEN RIVER UT LAWRENCE KS EDWARDSVILLE IL NEW LENOX IL WALDORF MD PEARLAND TX ASHLAND OR SAN MARCOS CA LOS ANGELES CA EAST TROY WI TRENTON GA SPARKS NV MIAMI FL VIENNA VA

CHRISTIAN THORESON RODGER HOYT MALCOLM JONES RUSSELL GELFAN PATRICK DENEVAN STEPHEN SCHUSTER CLARENCE PRATHER PAUL THORNBURY ROB MCKENZIE PAUL THORNBURY JOE GREBLO ARLAN BIRKETT RICHARD HAYS CHRISTIAN THORESON JAMES TINDLE MALCOLM JONES STEVE BERNIER STEVE WENDT STEVEN PREPOST CHRISTIAN THORESON CHRISTIAN THORESON CHRISTIAN THORESON RODGER HOYT MALCOLM JONES RUSSELL GELFAN RUSSELL GELFAN JAMES TINDLE PATRICK DENEVAN DAN FLEMING THEODORE MACK JAMES GARDNER STEPHEN SCHUSTER CLARENCE PRATHER ANDREW BEEM ROB MCKENZIE JOSEPH SZALAI PAUL THORNBURY ANDREW BEEM ARLAN BIRKETT JAMES TINDLE CHRISTIAN THORESON JAMES TINDLE MALCOLM JONES STEVEN PREPOST CHRISTIAN THORESON RODGER HOYT THEODORE MACK STANLEY BOEHM RODNEY CHIN DAN FLEMING PATRICK DENEVAN JOE GREBLO STEVE STACKABLE LEN SMITH ARLAN BIRKETT ARLAN BIRKETT ALLEN SPARKS MALCOLM JONES RODGER HOYT STEVE STACKABLE JOSEPH SZALAI BRAD KUSHNER JAMES LINSCOME BRAD KUSHNER JAMES TINDLE PAUL VOIGHT

Hang Gliding & Paragliding: July, 2004

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P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-3 P-3 P-3

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1 RANDALL SPRAGUE CARNATION WA 1 EVAN JONES PORTLAND OR 2 LLOYD REEVES LOS OSOS CA 2 JUERG AUS-DER-AU MOUNTAIN VIEW CA 2 STEPHEN PERDUE OAKLEY CA 2 BRANDON OLINGER FREMONT CA 2 STEVEN MAN PAK YIP MOUNTAIN VIEW CA 2 LINDA MACHOL SANTA CRUZ CA 2 JIM BRONSON PALO ALTO CA 3 MICHAEL KJONAAS LONG BEACH CA 3 ED STOCKARD LA JOLLA CA 3 JEREMY MC GILL SAN DIEGO CA 3 LARRY MC GILL LA MESA CA 3 DAVID BLASSINGAME CARLSBAD CA 3 ROBERT GANNON CARDIFF CA 3 ANDREW BOWKER LA JOLLA CA 4 CARSON KLEIN SANDY UT 4 BRIAN PETERSEN SALT LAKE CITY UT 4 JOHN WELKER OGDEN UT 4 LYNDA HANSHAW EVERGREEN CO 5 TOM BRODEN BOISIE ID 5 SCOTT PALMER EAGLE ID 6 TIM ELLISON LITTLE ROCK AR 6 WILLY ZEP ST LOUIS MO 9 THOMAS GREEN ASHBURN VA 9 MUNGO MARSDEN CHARLOTTESVILLE VA 13 ALLAN DRURY MEADOW CREEK BC 13 ENGIN PULHAN ISTANBUL 13 TAHSIN BAKIR ISTANBUL 13 UFUK TURGUT MUGLA 13 BURHAN OZANSOY FETHIYE 13 ERTUGRUL BAKIRORGU ISTANBUL 13 ALPER TOLGA KOCAOGLU ISTANBUL 1 RANDALL SPRAGUE CARNATION WA 1 HEIDI NEIL BELLEVUE WA 1 EVAN JONES PORTLAND OR 1 SCOT LAMB OLYMPIA WA 2 LLOYD REEVES LOS OSOS CA 2 JUERG AUS-DER-AU MOUNTAIN VIEW CA 2 HAIG MIKAELIAN LIVERMORE CA 2 STEPHEN PERDUE OAKLEY CA 2 BRANDON OLINGER FREMONT CA 3 MICHAEL KJONAAS LONG BEACH CA 3 PIETER VAN ROOYEN SAN DIEGO CA 3 ED STOCKARD LA JOLLA CA 3 ROBERT MORRISON LA VERNE CA 3 RAYMOND BUHR LAKE ELSINORE CA 3 DAVID BLASSINGAME CARLSBAD CA 3 ANDREW BOWKER LA JOLLA CA 4 DAN ROLAND ASPEN CO 4 ERIC STEELE SANDY UT 4 CARSON KLEIN SANDY UT 4 BRIAN PETERSEN SALT LAKE CITY UT 4 JOHN WELKER OGDEN UT 4 LYNDA HANSHAW EVERGREEN CO 5 ETHAN JACOBS BOZEMAN MT 5 SCOTT PALMER EAGLE ID 6 TIM ELLISON LITTLE ROCK AR 6 WILLY ZEP ST LOUIS MO 9 THOMAS GREEN ASHBURN VA 9 MUNGO MARSDEN CHARLOTTESVILLE VA 10 JUAN SANTOS ORTIZ SAN JUAN PR 10 JOSE RODRIGUEZ GURABO PR 13 EROL DAGDEMIR ISTANBUL 13 UMUR CAKAR ISTANBUL 13 ALLAN DRURY MEADOW CREEK BC 1 CONRAD KREICK RENTON WA 2 MAYNARD MCREE SPARKS NV 2 NIALL DOHERTY SANTA CLARA CA

BOB HANNAH MAREN LUDWIG CHAD BASTIAN GEVER TULLEY JUAN LAOS JUAN LAOS RAY LEONARD TIM KUENSTER WALLACE ANDERSON CHAD BASTIAN DAVID JEBB GABRIEL JEBB GABRIEL JEBB LARS LINDE MICHAEL MASTERSON STEPHEN MAYER CHRIS SANTACROCE JAKE WALKER JONATHAN JEFFERIES STEPHEN MAYER CHARLES SMITH CHRIS SANTACROCE ROB SPORRER STEPHEN MAYER MARTY DEVIETTI RICKY RAY ARNOLD ROB SPORRER MUHAMMED SHIRALI MUHAMMED SHIRALI MUHAMMED SHIRALI MUHAMMED SHIRALI MUHAMMED SHIRALI MUHAMMED SHIRALI BOB HANNAH CHRIS SANTACROCE MAREN LUDWIG MICHAEL SMITH CHAD BASTIAN GEVER TULLEY HUGH MURPHY JUAN LAOS JUAN LAOS CHAD BASTIAN DAVID JEBB DAVID JEBB GABRIEL JEBB GABRIEL JEBB LARS LINDE STEPHEN MAYER ALEJANDRO PALMAZ BILL HEANER CHRIS SANTACROCE JAKE WALKER JONATHAN JEFFERIES STEPHEN MAYER ANDY MACRAE CHRIS SANTACROCE ROB SPORRER STEPHEN MAYER MARTY DEVIETTI RICKY RAY ARNOLD KEISHYA SALKO KEISHYA SALKO MUHAMMED SHIRALI MUHAMMED SHIRALI ROB SPORRER JAROMIR LAHULEK GABRIEL JEBB JUAN LAOS

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P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-4 P-4 P-4 P-4 P-4 P-4 P-4 P-4 P-4 P-4 P-4 P-4 P-5 T-1 T-1 T-1 T-1 T-1

AUBURN CA AUBURN CA ULUPALAKUA HI CARLSBAD CA SAN DIEGO CA MORRISON CO BLUFFDALE UT TETON VILLAGE WY TETON VILLAGE WY BLOOMINGTON MN NESQUEHONING PA OXFORD FL ROUND ROCK TX WOODINVILLE WA WOODINVILLE WA BELLEVUE WA SAN JOSE CA LAS VEGAS NV SANTA CRUZ CA ASPEN CO CARBONDALE CO BOULDER CO ARLINGTON VA CHEVY CHASE MD HERNDON VA VALLE DE BRAVO SEATTLE WA SANTA CRUZ CA BOULDER CO SALT LAKE CITY UT ARLINGTON VA

TIM KUENSTER TIM KUENSTER DAVID BINDER LARS LINDE LARS LINDE CHRIS SANTACROCE STEPHEN MAYER SCOTT HARRIS SCOTT HARRIS ROB SPORRER STEPHEN ONSTAD JEFFREY FARRELL DAVID PRENTICE DELVIN CRABTREE DELVIN CRABTREE MARC CHIRICO JUAN LAOS KEVIN BIERNACKI TIM KUENSTER ALEJANDRO PALMAZ ALEJANDRO PALMAZ GUILLERMO LUPI CHRIS SANTACROCE JUAN LAOS PAUL PEARCE PAUL VOIGHT JAROMIR LAHULEK TIM KUENSTER JULIAN LYNN RYAN TAYLOR CHRIS SANTACROCE

2 TIMOTHY GREEN 2 ANTHONY GREEN 3 JASON CROSS 3 DAVID BLASSINGAME 3 JASON CLAY 4 CHARLES WERNIG 4 WES BEGLEY 5 DANIEL ROOF 5 PETE MULDOON 7 STEVE CHERNE 9 MARIA CARDONA 10 RICHARD GOOD 11 MICHAEL JENNINGS 1 ERNIE FRIESEN 1 BETH FRIESEN 1 YARIV BEN-TOVIM 2 WAYNE CLINGINGSMITH 2 CARL APPELIN 2 YEVGENY KOKORIN 4 BRIAN MC CALL 4 ADRIAN AMALVY 4 JAIME ROESSLER 9 JUAN ORTIZ 9 JURGEN SCHMID 9 TOM CEUNEN 13 MIGUEL GUTIERREZ 1 LAWRENCE WALLMAN 2 YEVGENY KOKORIN 4 JAIME ROESSLER 4 PETER SCHAEFER 9 JUAN ORTIZ

July, 2004: Hang Gliding & Paragliding

D I X O N

W H I T E

A Tribute to Dixon White

By Granger Banks

joyous part of my life, spanning over four decades, came to a surprising end yesterday with death of my boyhood friend, Dixon White. Our families grew up together in Fort Wayne, Indiana, and Dixon is a part of so many of my favorite memories. I still recall Dixon tightrope walking on a chair lift cable in Aspen. In 1990 I received a call from Dixon inquiring about paragliding. He had recognized my name on the list of instructors in the American Paragliding Association (APA) and wanted to know how to do this sport in a safer manner. Dixon and a few friends had purchased a mail order paraglider and were jumping off the craters of Flagstaff in sandals without helmets. I told him that I was planning to drive from Colorado to Mexico that fall and I would be happy to stop by Flagstaff and give him some safety tips. I encouraged him to put on a helmet and some boots and learn some micrometeorology. I encouraged him to avoid flying in turbulent midday desert conditions and to get a reserve parachute. I marveled at the craters and encouraged Dixon to get a paragliding school started there if he could break away from his vacuum cleaner and cooking pot business. The following spring I got a thankful call from Dixon, saying that my visit had probably saved his life and that he had decided to open a paragliding school in Flagstaff. I applauded this and told him I was organizing an APA instructor clinic in Boulder, and invited him to attend. Later that summer I invited Dixon to come out for one of the first safety clinics in the country at Lake McConahay, Nebraska. Dixon learned more safety skills from Greg Smith, who was helping me run the clinic. In 1992 I invited Dixon to travel with me to Mexico and explore the flying there. We rented a VW bug at the Mexico City Airport, piled our gear in and drove to Valle de Bravo where we had heard there was hang gliding. The hang pilots had never see a paraglider at Valle before, and they warned us not to launch in midday conditions. So Dixon and I waited till nearly sunset before doing the first paraglider flights in Mexico! The flying was so remarkable that when we got back to the U.S., we pooled our students together and ran the first winter paragliding tours to Mexico. Dixon picked up the sport with enthusiasm, and in 1993 he registered for the U.S. Nationals in Aspen very early in his flying career. I remember Dixon had his first and only reserve deployment in some rough air over Aspen. He promptly extracted himself from some trees and walked down to the landing zone without a scratch. Hang Gliding & Paragliding: July, 2004

True friends appear when you are down. In 1995 I had a severe paragliding accident and Dixon flew from Arizona to my hospital bedside and encouraged me in my recovery. I only wish I could now race to his bedside. Dixon made some giant contributions to the sport of paragliding. He introduced to me the dynamic reverse launch in the late ‘90s when I brought a group of Colorado pilots down to Flagstaff for some Thanksgiving flying. At first I was a very skeptical about this cross between forward and reverse launches that Dixon—an acrobat—had pioneered. But as I used it more and more I began to appreciate its merits and soon it became the only way that I would teach introductory students to launch. I call it the “Dixon launch” as a tribute to the inventor. Dixon also produced with Paul Hamilton several excellent paragliding videos that the industry uses daily to instruct students. Lifting Air and The Art of Kiting are my favorites. In the fall of 2003, while working with USHGA to resolve my ratings issues, I paid my friend another visit. I wanted USHGA’s first Instructor of The Year to evaluate my teaching and flying skills and tell me if I had chosen the right profession 14 years earlier. Dixon responded with a resounding “yes” and helped me earn my ratings back. It meant a lot to me to receive this endorsement from someone I had brought into the sport 14 years earlier and who has become one of the industry leaders. I will always remember some advice that Dixon offered me that is as pertinent to the whole of my life as it is to paragliding: “Make all your actions irrefutable.” I have embraced those words of wisdom as I continue teaching paragliding. Thanks, Dixon.

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(…continued from page 56…)

North of Quest is a lake area we limped across to reach a maximum security prison. Woe to the one who lands in its ample grounds. Several pilots who did learned the meaning of ﬂight planning. The kicker is that some of the best thermals in the area rise from the conﬁnes of the compound.

Pilots everywhere were ﬂexing sore necks, combing out their helmet hair and smiling through the fatigue.

Temptation led us over the prison and we bungeed back up to traveling altitude at cloudbase. Farther north the sky markers winked white as pilots turned in the powerful lift. We hopped from climb to climb and cloud to cloud. One long patch of green trees found pilots diving low to a blessing of circling birds. When I hit the thermal, the bar was ripped from my right hand as my glider slammed downward, then jerked upwards. I cranked and banked, and soon was in a tight spiral screwing up at over 900fpm to cloudbase. After a few more generous thermals, the lift and the pack spread out. At about the halfway mark, a large blue area looked ominous, but it was too late to take a detour. Pilots ventured through in small flocks and many hit the deck. Some of us were saved low, and some of us were kicking dust in disgust. But eventually another cloud line formed and optimism blossomed. Birds came to join us as we found lift lines and we buried the bar to goal. The 126 miles to goal were spanned by the winner, Canadian Brett Hazlett, in 3 hours and 12 minutes. In all, 30 pilots made goal, and 24 pilots set personal best records on this task. Pilots everywhere were flexing sore necks, combing out their helmet hair and smiling through the fatigue. A meet of this quality is remembered by the superlatives. We flew a total of 592 task miles with nine pilots making every one of those miles. Myself, I racked up more than 32 hours flying time. Faster pilots got less, slower pilots got more. Every one of those hours was hard fought and focused, so the nine days seemed like nine hours. Time flies when you’re flying. Those who had the most fun were Oleg Bondarchuk in 1st, Mario Alonzi in 2nd, and Brett Hazlett in 3rd for the flex wing class. Alex Ploner, David Chaumet and Eric Paquette took the first three places in the rigid class, and Brian Porter won on the Swift.

Video impresario G. W. Meadows captures the spirit of the moment in Alex Plonar’s grin.

Well, let’s take that back about who had the most fun. Some of the biggest smiles were seen on the faces of the volunteers, the tug pilots, OK …and the staff. It turns out that when we come together in a meet like this we are in the middle of a family reunion. Everyone forms friendships with others who understand our special passion and perspective. The addition of great ﬂying is simply icing on the cake. When you score a perfect 9 at such a gathering, everyone included is a winner.

July, 2004: Hang Gliding & Paragliding

D E P A R T M E N T

INDEX TO ADVERTISERS

Adventure Productions ..................................................................... 57 Aerolight ...........................................................................................68 AIR ATOS........................................................................................... 57 Angle of Attack ................................................................................. 50 Apco Aviation....................................................................................44 Atlanta Hobby................................................................................... 58 Big Ears PTT ...................................................................................... 57 Birren Design .................................................................................... 58 Cloud 9 Soaring Center .................................................................... 57 Critter Mountain Wear ...................................................................... 29 Dan Johnson ..................................................................................... 56 Digiﬂy ...............................................................................................68 Dixon’s Airplay .................................................................................. 57 Flight Connections ............................................................................ 57 Flytec ...........................................................................................57, 80 High Energy Sports ........................................................................... 12 Independence/Fly Market ................................................................. 71 Just Fly .............................................................................................. 20 Kitty Hawk Kites ................................................................................ 57 Microgliders ...................................................................................... 57 Mojo’s Gear ...................................................................................... 58 Moyes America ...........................................................................34, 58 Peak to Peak Paragliding ................................................................... 62 Pro Design .......................................................................................... 8 Sport Aviation Publications ............................................................... 14 SuperFly ......................................................................................58, 79 Thermal Tracker ................................................................................ 42 Torrey Pines ...................................................................................... 18 Traverse City ..................................................................................... 49 U.S. Aeros ......................................................................................... 28 USHG Foundation ............................................................................. 30 USHGA.............................................................................................. 10 Wills Wing........................................................................................... 2 Hang Gliding & Paragliding: July, 2004

C L A S S I F I E D S

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. PARAGLIDING ADVISORY

Used paragliders should always be thoroughly inspected before flying for the first time. Annual inspections on paragliders should include sailcloth strength tests. Simply performing a porosity check isn’t sufficient. Some gliders pass porosity yet have very weak sailcloth. If in doubt, many hang gliding and paragliding businesses will be happy to give an objective opinion on the condition of equipment you bring them to inspect. BUYERS SHOULD SELECT EQUIPMENT THAT IS APPROPRIATE FOR THEIR SKILL LEVEL OR RATING. NEW PILOTS SHOULD SEEK PROFESSIONAL INSTRUCTION FROM A USHGA CERTIFIED INSTRUCTOR. FLEX WINGS

AIRBORNE STING XC 175 – New, perfect, 1 test ﬂight only $2,995 OBO (save $1,400). (863) 686-4299 or (719) 930-6967 in Florida. 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, www.hanggliding.com, http://stores.ebay.com/raven-sports FALCON 195 – Good condition, only two seasons use, magenta/blue/white $1,600. (301) 864-3431, mcelrah@verizon.net FALCONS CLEARANCE SALE – School use, one season. Falcon 1s and 2s. All sizes $1,250-$2,500. (262) 473-8800, info@hanggliding.com, www.hanggliding.com, http://stores.ebay.com/raven-sports 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. FUSIONS – Three sweet 150’s, low hours, great colors, spare down-tubes. Make Offers. Fly@TheFloridaRidge.com or (863) 805-0440 for photos, info. 72

LAMINAR 14 ST – 1999, very sweet handling. Well maintained and cared for $1,999 rvander1@san.rr.com, (619) 787-8653. MOYES XTRALITE 147 – Nice condition, frame & carbon fiber sail, handles great, 100 hours, XC bag included $1,200 OBO. (949) 257-9106, pdebellis@hotmail.com Crestline, CA. NORTHWING T2 TANDEM GLIDERS – Used, at attractive prices. (262) 473-8800, www.hanggliding.com , info@hanggliding.com, http://stores.ebay.com/raven-sports PACAIR KLASSIC 144 – Mint condition, 1994, flown twice, blue LE, teal panel $2,000 OBO. (530) 265-6856, shawn@windyman.com SATURN 167 VG – beautiful, near mint! (262) 473-8800, www.hanggliding.com, info@hanggliding.com, http://stores.ebay.com/ raven-sports TARGET 180 – Like new, only 2 flights, 1 hour total. White upper, dark blue lower surfaces $2,000. (512) 335-9459.

EMERGENCY PARACHUTES

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 INSPECTED RESERVES – For HG or PG $199+up. Used Quantum, all sizes $475+up. Some trades accepted. (262) 473-8800, info@hanggliding.com, www.hanggliding.com, http://stores.ebay.com/raven-sports METAMORFOSI CONAIR PARACHUTE – Like new $450. rvander1@san.rr.com (619) 787-8653. HARNESSES

ULTRASPORT 147 – Top condition! White w/red LE, 2 glider bags, Price harness, vario, helmet, WW equipment bag. Your 1st & best XC machine $1,200. (909) 887-3055, racarlisle@eee.org SoCal.

AEROS VIPER RACING HARNESS – Matrix claw outer skin, incredibly streamlined, very comfortable, sized for 6’-1” to 6’-4”. Barely used. New $1195, sacriﬁce at $695. rvander1@san.rr.com. (619) 787-8653.

WILLS WING SUPERSPORT 163 – Purple top, magenta/teal lower, ﬁns, winglets, custom WW wheels $500. (856) 829-4571, kmyers3360@aol.com

CG HARNESS – w/Lara Gold chute & swivel $1,500 OBO. Reggie Jones (619) 445-3633, reggieandvicki@cox.net

WORLD TEAM LAMINAR MRX 700 – 2003, loaded: MR A-Frame, high speed airfoil, carbon inserts on L.E. Hardly ﬂown. Perfect condition $4,600. rvander1@san.rr.com (619) 787-8653.

HARNESSES — 5’0”-6’5”. Cocoons $125+up. High Energy Cocoons $200+up, Pods $200+up. Inventory, selection changes constantly. Some trades accepted. (262) 473-8800, info@hanggliding.com, www.hanggliding.com, http://stores.ebay.com/raven-sports

WW TALON 154 – Excellent condition. 1 year old! Never broke anything! Full race Setup w/a sweet Mylar sail, slipstream performance control bar system w/faired aluminum basetube, carbon ﬁber leading edge inserts, new lever type rear batten tips and an extra set of wires $3,900. ronwiener@sbcglobal.net (310) 274-4946. WW TALON 160 – Glider in great condition, 125 hours. No dents, dings, rips or tears. Orange undersurface, hydranet trailing edge, spring battens, slipstream uprights. Located in Colorado $2,900. Work/days (970) 641-2937, eves/weekends (970) 641-5654. WWXC 142 – Near perfect condition. Best offer. Fly@TheFloridaRidge.com or (863) 805-0440 for photos, info.

ROTOR VULTO – New condition, only a few ﬂights, all black cordura. Size 155 04 for 5’8”-5’10’, 170lbs $600. (626) 332-3663, japarawlings@yahoo.com PARAGLIDERS

AIRSPORTS USA – www.powerparaglider.com, www.ﬂyforfun.net. Manufacturing the BP Parawing! Americas #1 selling backpack motor. GREAT BEGINNER PARAGLIDER PACKAGE – Edel Atlas, size large, second owner, good shape, recently inspected. Gin harness, new Gin reserve, new Gin backpack, new Icom hand held radio $1,600 OBO. Travis (208) 471-0420. July, 2004: Hang Gliding & Paragliding

C L A S S I F I E D S

RIGID WINGS

SCHOOLS & DEALERS

ATOS B – Excellent condition, low airtime, Rotor 5’11” harness w/Flytec instruments, helmet $4,500. (619) 701-3360, bennyshi@msn.com

ALABAMA

ATOS 125 – Like new, 70 hours $5,500. Woody Valley harness, absolutely like new, 5’10” 150lb $400. (608) 221-3681, gdinaauer@aol.com GHOSTBUSTER 2000 – Excellent condition, low air time, many extras included. Enjoy high performance, excellent handling of this beautiful rigid $3,900 OBO. Bill (858) 775-6543, wsbuchwald@yahoo.com GUGGENMOS ESC – Small 122, great glider. I’ve owned large ones and little ones. Never felt little on the big one or big on the little one, and I hook in at 205lb. Perfer the little one, snappy character. Superb carbon ﬁnish. We love these Gugges in Colorado’s big air. Very stable, as it has a twitch more dehydral and sweep than other rigids. Great service also. Larry with Pendulum Sports, (970) 209-5212. MISSION SOARING CENTER – Distributor for AIR Atos, worlds most popular rigid wing. New! Atos VX tandem or powered harness, incredible sink rate with a solo pilot. (408) 262-1055, www.hang-gliding.com ULTRALIGHTS

AIRSPORTS USA – WWW.FLYFORFUN.NET – W W W. P O W E R - PA R A C H U T E . C O M Manufacturing the DFS Single and DFS dual. Trike or Powered Parachute, check out our web site for this amazing plane! DRAGONFLY AEROTUGS – For up to $10,000 off the price of new ones! Enclosed trailer available for pickup/delivery. (262) 473-8800, www.hanggliding.com, info@hanggliding.com, http://stores.ebay.com/raven-sports SABRE TRIKE – F16 wing, Rotax 503, dual carb, tach, EGT, MPH, ultraprop 59” 4-blade, 2nd Chantz 750lb ballistic chute. $6,000 ﬁrm. (330) 721-2924. WANTED

WANTED – Trade in your old gliders, harnesses, parachutes, etc. (262) 473-8800, www.hanggliding.com, info@hanggliding.com, http://stores.ebay.com/raven-sports Hang Gliding & Paragliding: July, 2004

LOOKOUT MOUNTAIN FLIGHT PARK – The best facilities, largest inventory, camping, swimming, volleyball, more. Wide range of accommodations. hanglide.com, 877-hanglide, (877) 426-4543, hanglide.com ARIZONA

DIXON’S AIRPLAY PARAGLIDING – Dixon White & Marty Devietti: USHGA’S Instructors of the Year. Individualized instruction at perfect beginner training areas. Drive to uncrowded launches, land in wide-open ﬁelds, enjoy many ﬂights each day. State-of-the-art lesson plans and equipment. Importer for Windtech. Reservations required. POB 2626 Flagstaff, AZ 86003. Call (928) 526-4579 for Arizona or 509-782-5543 for Washington. www.paraglide.com or dixon@paraglide.com CALIFORNIA

AIRJUNKIES PARAGLIDING – Year-round excellent instruction, Southern California & Baja. Powered paragliding, clinics, tours, tandem, towing. Ken Baier (760) 753-2664, airjunkies@sbcglobal.net airjunkies.com DREAM WEAVER HANG GLIDING – Competitive prices, state-of-the-art equipment. Complete lesson programs. Northern California Mosquito harness dealer. Ideal training hill. Tandem instruction. USHGA Advanced Instructor Doug Prather (209) 556-0469, Modesto, California. drmwvrhg@softcom.net FLY ABOVE ALL – Year-round instruction in beautiful Santa Barbara! USHGA Novice through Advanced Certification. Thermalling to Competition Training. Visit www.flyaboveall. com (805)965-3733. FLY SANTA BARBARA – With Rob Sporrer of Eagle Paragliding. Award winning instruction and the nations best year round flying. www.FlySantaBarbara.com (805) 968-0980. THE HANG GLIDING CENTER – PO Box 151542, San Diego CA 92175, (619) 265-5320.

MISSION SOARING CENTER – Largest Hang Gliding Center in the West! Our deluxe retail shop showcases the latest equipment: Wills Wing, Moyes, AIR, High Energy, Flytec, Icaro. West Coast distributor for A.I.R. Atos Rigid Wings including the all new VX Tandem Atos. Parts in stock. We stock new and used equipment. Trade-ins welcome. Complete Lesson Program. Best Training Park in the West, located just south of the San Francisco Bay Area. Pittman Hydraulic Winch System for Hang 1’s and above. Launch and Landing Clinics for Hang 3’s and Hang 4’s. Wills Wing Falcons of all sizes and custom training harnesses. 1116 Wrigley Way, Milpitas, CA. 95035. (408) 262-1055, Fax (408) 262-1388, mission@hang-gliding.com., www.hang-gliding.com, Mission Soaring Center, Leading the way since 1973. O’CONNOR FLIGHT SCHOOL – Specializing in Safety In-Flight Training & Maneuvers Clinics and Aerobatic Instruction. Enhance your knowledge, increase your level of confidence, take your piloting skills to new levels. Over-thewater safety and aerobatics clinics. Enleau and Ann O’Connor, www.oconnorflightschool.com, (530) 227-4055 and reserve your clinic. 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 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 Sup’Air. 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). VUELO LIBRE SAN FRANCISCO BAY AREA – We offer the best no-hassle flying vacations. Just bring your wing and clothes! We provide airport and site transportation, camping gear, site intros, retrieves, Tandem flights, scenic tours and more. Contact us at www.eparaglide.com or (925) 964-0476, we’ll make it easy for you! 73

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WINDSPORTS – 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. (818) 367-2430, www.windsports.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 GUNNISON GLIDERS – Serving the western slope. Instruction, sales, service, sewing, accessories. Site information, ratings. 1549 County Road 17, Gunnison CO 81230. (970) 641-9315, 1-866-238-2305. PEAK TO PEAK PARAGLIDING LLC – New paragliding school in Boulder! Offering excellent state-of-the-art instruction. Equipment & tandems. Kay@peaktopeakparagliding.com www.peaktopeakparagliding .com FLORIDA

FLY THE RIDGE - At the epicenter of Florida’s converging coastal winds. XC over 75 miles in any direction. U2’s set up, harnessed and ready to fly. Professional management and staff, experienced aero-tow 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 GRAYBIRD AIRSPORTS — Paraglider & hang glider towing & training, Dragonfly aerotow training, XC, thermalling, instruction, equipment. Dunnellon Airport (352) 245-8263, email fly@graybirdairsports.com www.graybirdairsports.com LOOKOUT MOUNTAIN FLIGHT PARK Nearest mountain training center to Orlando. Two training hills, novice mountain launch, aerotowing, great accommodations. hanglide. com, 877-hanglide, (877) 426-4543. 74

MIAMI HANG GLIDING - We have the most advanced training program known to hang gliding, teaching you in half the time it takes on the training-Bunny Hill, and with more in-flight air time. Yes, we can teach you faster and safer. For year-round training fun in the sun, call or write Miami Hang Gliding (305) 285-8978. 2550 S Bayshore Drive, Coconut Grove, FL 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 & 2003 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 WALLABY 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 minutes, 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-ofthe-Art. F.H.G. INC., flying Florida since 1974. GEORGIA

LOOKOUT MOUNTAIN FLIGHT PARK – Discover why 5 times as many pilots earn their wings at LMFP. We wrote USHGA’s ofﬁcial training manual. hanglide.com, 877-hanglide, (877) 426-4543.

HAWAII

BIRDS IN PARADISE – Hang gliding & ultralight flying on Kauai. Certified tandem instruction. (808) 822-5309 or (808) 639-1067, birds@birdsinparadise.com www.birdsinparadise.com FLY TRIKES NA PALI – Kauai’s ultimate flying experience. Training in paradise. Full safety equipment and insurance. Craig McMillian, (808) 645-6316, www.flyforsport.com PROFLYGHT PARAGLIDING – Call Dexter for friendly information about flying on Maui. Full service school offering beginner to advanced instruction everyday, year round. (808) 874-5433, paraglidehawaii.com IDAHO

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. ILLINOIS

HANG GLIDING CHICAGO – Full service aeropark, 2 tow planes. Full time certiﬁed instructors, ultralight instructors, East Coast record 217 miles. (815) 325-1685, www.hangglidechicago.com RAVEN HANG GLIDING, INC. – Now booking reservations for training hill and tandem aerotow lessons at two locations! (262) 473-8800, www.hanggliding.com, info@hanggliding.com, http://stores.ebay.com/raven-sports MAINE

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

HIGHLAND AEROSPORTS – Baltimore and DC’s full time flight park tandem instruction, solo aerotows and equipment sales and service. We carry Aeros, Airwave, Flight Design, Moyes, Wills Wing, High Energy Sports, Flytec and more. Two 115 HP Dragonfly tugs. Open fields as far as you can see. Only 1 to 1.5 hours from: Rehoboth Beach, Baltimore, Washington DC, Philadelphia. Come Fly with US! Ph (410) 634-2700, Fax (410) 634-2775, 24038 Race Track Rd, Ridgely, MD 21660, www.aerosports.net, hangglide@aerosports.net July, 2004: Hang Gliding & Paragliding

C L A S S I F I F E D S

MICHIGAN

CLOUD 9 SPORT AVIATION — Aerotow specialists. We carry all major brand hang gliders. Free PVC glider storage/transport tube with new glider purchase. Now in stock: 2003 Upgrade Wills Talon Comp, U2 145, U2 160, Falcons; Moyes Litespeed 4, Sonic 165; Airwave Magic Kiss 154. Outrigger wheels and other accessories in stock. Cloud 9 Field, 11088 Coon Lake Road West, Webberville, MI 48892. Cloud9sa@aol.com http://members.aol.com/cloud9sa Call for summer tandem lessons and ﬂyingappointments with the DraachenFliegen Soaring Club at Cloud 9 Field (517) 223-8683, DFSCinc@aol.com http://members.aol.com/dfscinc 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. MONTANA

BOZEMAN PARAGLIDING – Montana’s connection for all things paragliding! Instruction, tandems, equipment, towing, XC, maneuvers, guided trips. (406) 522-3955 or www.bozemanparagliding.com for info. Come join the fun! NEVADA

FLY LAKE TAHOE/RENO – Hang gliding and paragliding. (775) 721-7456 or (775) 883-7070, www.pyramid.net/advspts 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. FLY HIGH, INC. - Serving New York, Jersey, and Connecticut areas. Area’s exclusive Wills Wing dealer. Also all other brands, accessories. Area’s most INEXPENSIVE prices! Certified instruction/service since 1979. Excellent secondary instruction! Taken some lessons? Advance to mountain flying! www.flyhighhg.com , 845-744-3317. Hang Gliding & Paragliding: July, 2004

SUSQUEHANNAFLIGHTPARKCOOPERSTOWN - 160’ training hill with rides up. 600’ ridgelarge LZ. Specializing in ﬁrst mountain ﬂights. Dan Guido, 293 Shoemaker Road, Mohawk NY 13407. (315) 866-6153, dguido@dfamilk.com PUERTO RICO

FLY PUERTO RICO WITH TEAM SPIRIT HG! – Flying tours, Rentals, Tandems, HG and PG classes, H2 and P2 intensive Novice courses, full sales. (787) 850-0508, tshg@coqui.net TENNESSEE

LOOKOUT MOUNTAIN FLIGHT PARK - Just outside Chattanooga. Become a complete pilotfoot launch, aerotow, mountain launch, ridge soar, thermal soar. hanglide.com, 877-hanglide, (877) 426-4543. 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, sburns@austinairsports. com. Fred Burns, (281) 471-1488, austinair@aol. com, 3810 Bonita Lane, La Porte TX 77571. www.austinairsports.com GO... HANG GLIDING!!! — Jeff Hunt. Austin ph/fax (512) 467-2529 jeff@flytexas.com www. flytexas.com HILL COUNTRY PARAGLIDING INC – Learn complete pilot skills. Personalized USHGA certified training, ridge soaring, foot & tow launching in central Texas. Motorized paragliding instruction & equipment available. (915) 379-1185. 1475 CR 220, Tow TX 78672. TX FLYSPORTS – Specializing in powered paragliding, certified instruction. Sky Crusier and other great ppg’s. US importer of MacPara Technology paragliders (Muse, Eden 2, Intox, Pasha). (713) 494-1970 Houston, www.macparaUSA.com 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 – Join Team Super Fly! We offer comprehensive pilot training programs, powered paragliding instruction, tandem ﬂights, maneuvers training, towing training/certiﬁcation and tandem pilot

training. We make great pilots! 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. Call about demo and used equipment of all kinds. Instructors Ken Hudonjorgensen, Chris Santacroce, Kevin Biernacki, Dale Covington, Jake Walker, Jeff Farrell. Lessons start at $65. (801) 255-9595 or www.paraglidingacademy.com VIRGINIA

BLUE SKY – Full time instruction at Blue Sky Flight Park near Richmond. Scooter, platform and aerotowing available. All major brands of equipment, with Mosquitos and Doodlebugs in stock. Steve Wendt (540) 432-6557, (804)-241-4324, www.blueskyhg.com SILVER WINGS, INC. – Certiﬁed instruction and equipment sales. (703) 533-1965 Arlington VA silverwingshanggliding.com WASHINGTON

AERIAL PARAGLIDING SCHOOL AND FLIGHT PARK - The premier place to realize your paragliding dream. (509) 782-5543, doug@aerialparagliding.com or visit www.aerialparagliding.com. WISCONSIN

RAVEN HANG GLIDING, INC. – Now booking reservations for training hill and tandem aerotow lessons at two locations! (262) 473-8800, www.hanggliding.com , info@hanggliding.com, http://stores.ebay.com/raven-sports WYOMING

COWBOY UP HANG GLIDING – Learn aerotowing, truck towing, foot launching, mountain soaring, tandem clinics. Jackson Hole www.cuhanggliding.com (307) 413-4164, see next Ad for JH flying details. 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) 75

C L A S S I F I E D S

MEXICO

FLYING VACATIONS – Valle de Bravo and beyond. www.ﬂymexico.com, 1-800-861-7198, Winter 04/05, in and out on Sunday, PG & HG. Discounts for returning clients, other discounts available. $895 PG, $1,095 HG w/glider included. Lodging at a Grand Hotel or houses, go ﬂying every stinkin’ day. PARTS & ACCESSORIES

CLEARANCE SALE – Raven Hang Gliding, Inc. inventory reduction sale. Save big on varios, radios, gliders, wheels, downtubes, basetubes, harnesses, helmets, parachutes…if you don’t see it, ask! (262) 473-8800, www.hanggliding.com,info@hanggliding.com, http://stores.ebay.com/raven-sports CLOTHING – Embroidered and screenprinted shirts and hats with sharp hang glider artwork. Raven, Wills, TTT, and other brands. (262) 473-8800, www.hanggliding.com, info@hanggliding.com, http://stores.ebay.com/ raven-sports FOR ALL YOUR FLYING NEEDS — Check out the Aviation Depot at www.mojosgear.com featuring over 1000 items for foot-launched and powered paragliding, hang gliding, stunt and power kiting, and powered parachutes. 24/7 secure online shopping. Books, videos, KITES, gifts, engine parts, harness accessories, electronics, clothing, safety equipment, complete powered paragliding units with training from Hill Country Paragliding Inc. www. hillcountryparagliding.com 1-800-664-1160 for orders only. Ofﬁce (915) 379-1567. FLYTEC 4005 VARIO – Like new, cost $475 new, asking $200. (856) 829-4571, kmyers3360@aol.com FLYTEC VARIOS – Like new, no scratches. 4020 $475; 4005 $325. Call (308) 632-5100, ask for Leroy or leave message 2pm-8pm mountain time.

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 OXYGEN SYSTEMS – 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. 1-800-468-8185. RISING AIR GLIDER REPAIR SERVICES – A full service shop, specializing in all types of paragliding repairs, annual inspections, reserve repacks, harness repairs. Hang gliding repacks and repair. For information or repair estimate, call (208) 554-2243, pricing and service request form available at www.risingair.biz, billa@atcnet.net SILVER CHAIN NECKLACES – With fused glass 2” hang glider pendant. $20 plus $2 shipping. Ask for photo and glass color options. l22r@la-tierra.com. TANDEM LANDING GEAR – Rascal™ brand by Raven, Simply the best. New & Used. (262) 473-8800, www.hanggliding.com, info@hanggliding.com, http://stores.ebay.com/ raven-sports TEK FLIGHT PRODUCTS – Camera mounts $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 WARM FLIGHT SUITS AT MPHSPORTS.COM - Flight suits flight suits flight suits flight suits flight suits flight suits flight suits flight suits flight suits flight suits flight suits flight suits. mphsports@comcast.net, (503) 657-8911.

GLIDERBAGS – XC $60! Heavy waterproof $100. Accessories, low prices, fast delivery! Gunnison Gliders, 1549 County Road 17, Gunnison CO 81230. (970) 641-9315, orders 1-866-238-2305.

WHEELS FOR AIRFOIL BASETUBES – WHOOSH! Wheels™ (Patent Pending), Moyes/Airborne & Wills Wing compatible. Dealer inquiries invited. (262) 473-8800, www.hanggliding.com, info@hanggliding.com, http://stores.ebay.com/raven-sports

HALL WIND METER – Simple. Reliable. Accurate. Mounting brackets, control bar wheels. Hall Brothers, PO Box 1010, Morgan, Utah 84050. (801) 829-3232, www.hallwindmeter.com

WINDSOKS FROM HAWK AIRSPORTS INC — PO Box 9056, Knoxville, TN 37940-0056, (865) 945-2625. World famous Windsoks, as seen at the Oshkosh & Sun-N-Fun EAA Fly-Ins. Hawk@windsok.com, www.windsok.com

PUBLICATIONS & ORGANIZATIONS

BIRDFLIGHT – Otto Lilienthal’s genius in scientific observations and analysis, documented in this work, became the basis for the experimentation of the early pioneers in aviational flight. The “hero” of the Wright brothers, Otto is considered to be “The Father of Gliding Flight.” Lilienthal’s definitive book has been out of print for almost a century, but is now available to everyone for a wonderful and absorbing journey into aviational history. 176 pages, 16 photographs, 89 drawings and 14 graphs. $19.95 (+$5 s/h) Call USHGA 1-800-616-6888, or order off our website www.ushga.org FLY THE WING! Hooking Into Hang Gliding, by Len Holms. This is the perfect book for those curious about the sport of hang gliding. Written at a level which will not swamp the reader with daunting amount of technical details, you will learn about hang glider wings and the skills needed to fly them. 84 pages with photos and illustrations. $12.95(+$5 s&h). USHGA, PO Box 1330, Colorado Springs CO 80901. 1-800-616-6888 www.ushga.org HARRY AND THE HANG GLIDER a beautifully illustrated, hardcover children’s book with 40 color pages written for pilots to share the dream of flight! To order: send $24.95 plus $3 shipping to SkyHigh Publishing, 201 N. Tyndall, Tucson, AZ 85719 or call (520) 628-8165 or visit http://www.flash.net/~skyhipub Visa/MC accepted. MAGIC WINGS – Author-publisher Alden Moffatt examines the dread, acceptance of fate, and elation of learning to soar. Filled with heartpumping action, adventure, gossip. Readers call it “excellent!” “a page turner!” 124 pages. Paperback. $10.95 + $3.95 shipping. Order from: A.G. Moffatt Publishing, 6400 Hwy 66, Ashland, OR 97520. SOARING — Monthly magazine of The Soaring Society of America Inc. Covers all aspects of soaring flight. Full membership $64. SSA, PO Box 2100, Hobbs NM 88241. (505) 392-1177, http://www.ssa.org THE ART OF PARAGLIDING – By Dennis Pagen. 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 July, 2004: Hang Gliding & Paragliding

C L A S S I F I F E D S

VIDEOS & DVDS

CLASSIFIED ADVERTISING RATES

VIDEOS FROM USHGA – WWW.USHGA.ORG

THE RATE FOR CLASSIFIED ADVERTISING are 25 words for $10.00 and $1.00 per word after 25. MINIMUM AD CHARGE $10.00. 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. April 20th is the deadline for the June issue. Please make checks payable to USHGA, P.O. Box 1330, Colorado Springs, CO 809011330, (719) 632-8300. Fax (719) 632-6417 or email: ushga@ushga.org your classiﬁed with your Visa/MC or Amex.

*NEW* STARTING POWERED PARAGLIDING – Great intro to powered paragliding. From t first lessons, first solo flight, to advanced techniques. Covers ground school w/simulator training and paraglider wing ground handling, equipment fundamentals , weather to fly, & expert pilots showing advanced techniques. 44 minutes $36.95 ALSO AVAILABLE IN DVD, same great price. WWW.USHGA.ORG *NEW* LIFTING AIR For Paragliding – How to Thermal and Soar. Master the principles of lifting air with Dixon White. 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. 40 minutes $39.95 ALSO AVAILABLE IN DVD, same great price. WWW.USHGA.ORG *NEW* PARAGLIDER TOWING Instructional. Learn the fundamentals of paraglider towing with Dixon White. Basic how-to and safety tips. 24 minutes $24.95 ALSO AVAILABLE IN DVD, same great price. WWW.USHGA.ORG MISCELLANEOUS

“AEROBATICS” POSTER – Full color 23”x 31” poster featuring John Heiney doing what he does best-LOOPING! See www.ushga.org under store/misc for example. Available through USHGA HQ for just $6.95 (+$5.00 s/h). USHGA, PO Box 1300, Colorado Springs CO 80933. (USA & Canada only. Sorry, posters are NOT AVAILABLE on international orders.) SPECIALAerobatics poster & Eric Raymond poster- BOTH FOR $10 (+$5 s/h). APPAREL, VIDEOS, BOOKS & POSTERS – Check out our web page www.ushga.org DON’T LEAVE YOUR GROUND-BOUND EQUIPMENT SITTING IN THE GARAGE. SELL IT IN THE HANG GLIDING CLASSIFIEDS. WORLDWIDE INTERNET PARAGLIDING TALK SHOW – WWW.WORLDTALKRADIO. COM Listen live or to the archives! Live Tuesday 9-11:00 am (PST). Call toll-free, 1-888-514-2100 or internationally at (001) 858-268-3068. Paraglider pilots and radio hosts David and Gabriel Jebb, want to hear about your stories, promotions/events or insight: they also take questions! Hang Gliding & Paragliding: July, 2004

STOLEN WINGS & THINGS

SOL YARIS XL & EQUIPMENT – Stolen Dec. 12, 2003 from car in HEMET, CA. Yellow top w/2 thunderbolts on undersurface, Paratech M3 harness, reserve, 2 stuff sacks, red/black back pack. Contact William Carpenter (909) 658-2929, blwhite84@hotmail.com HARNESS – Lost Sept 20, 2003 at SADDLE MOUNTAIN, WA. Hand-made harness in a 25lb green back pack. Also reserve, helmet, ﬂight instrument. Russ (206) 367-8963, russlfboe@concast.net TRIM HARNESS PACK & EQUIPMENT – Stolen Sept. 21, 2003 on the road to the Rampart Ridge launch at SNOQUALMIE PASS, WASHINGTON. Black/blue trim harness pack With blue/purple striped CG-1000 pod chest entry harness, 26 gore Odyssey parachute, white Uvex carbon ﬁber helmet w/PTT2 mike & headphone, Ball M-19e vario, Garmin Etrex GPS. Contact Gary (206) 283-2185, braundesign@msn.com 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 1820, 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@mullerwindsports.com, (403) 932-6760, fax (403) 851-0737 or contact Cst. H. Boilard, Cochrane RCMP (403) 932-2211, fax (403) 932-2842. APCO XTRA COMP PARAGLIDER & SUP’AIR HARNESS — Paraglider, stolen June 4th, 2003 from SEATTLE, WASHINGTON. Purple w/white underside, minor repair work. Purple Sup’Air backpack comp harness w/ whire rear mount reserve, log book, green Protech helmet. Terry Stuart, (425) 369-9920, upland_contracting@yahoo. 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.

OK, JUST ONE MORE… One good ride deserves another. Get your tandem passenger to drive you back to launch…

photo: Mike Smith 77

PD R EO PD AU R C T ML EI N ET S St. Paul, Minn. — Paraphrasing a famous speaker, “You can

Flying was expected to be operational as you read this, and

satisfy all of the people some of the time, or all of the people

they’re hoping someone will offer lessons and tandem ﬂights.

some of the time, but, well…that’s about it.” ••• I’m referring

The Wisconsin Hang Gliding club extends an invitation to

to my story about Raven Sky Sports—its sale, then non-sale,

area pilots. FMI: john gamble@cunamutual.com ••• In mid-

and the challenge to its name. ▲ First, I got in trouble for

March Ken Brown did some proselytizing to the bunch that

announcing a purchase by an Oregon-based pilot. He and

ﬂies powered ultralights. He was on UltraFlight Radio—an

founder/owner Brad Kushner could never quite close an

Internet broadcast—talking about suprone ﬂying. It was quite

almost-done deal. The would-be buyer was at ﬁrst very upset

progressive of radio show boss Roy Beisswenger to have Ken as

with me that I would share this news with the public without

a guest, giving him a chance to promote hang gliding to guys

getting permission (though I received an email announcement

accustomed to throttles rather than varios. I applaud Ken for

letter, as did numerous other recipients). We patched that up

reaching out to other pilot groups with the magic of soaring

between us but then the sale never happened. ▲ Next, I got a

ﬂight. But we also need to reach the general population with

very unhappy, but carefully written, four-page letter from the

our message. ••• With that in mind, I recently presented an

lawyer who had asked Kushner to stop using the name Raven

idea for a Light-Sport Aircraft Promotional Board to attendees

Sky Sports. He thought I characterized him in a poor light.

of the ASTM meeting. ASTM deals with certiﬁcation standards

In fact, I know Marshall McFarlane, owner of the ultralight

for aircraft above Part 103 in the aviation food chain. If you

business named SkySports. I just didn’t know the half of it, and

think about “Got Milk?” or the “California Raisin” commercials

Marshall wanted me to hear the rest of the story. It turns out

you’ve seen, what you witnessed was the work of an industry

he’s a USHGA member, an avid paraglider pilot and occasional

group that joins competitors together to approach new markets

hang glider pilot whose business is actually quite active with

none of the producers can afford to reach on their own. ▲ All

hang glider and paraglider pilots. “About 20% of my revenue

of aviation shares one common problem: We are seeing

is from this community,” he says. I’ll report more on the HG

little growth over a period of years, and the current population

and PG products SkySports offers in a subsequent issue. FMI:

of pilots is graying. Fortunately, we’ve seen enough new

airstuff.com. ▲ Twenty years ago, McFarlane bought the backup

entrants—paragliding has helped USHGA a lot—that we’ve

parachute business from SkySports, producer of the Kestrel

kept our numbers or grown slightly despite the loss of retiring

and other ﬁne hang gliders of its day. Except for a short period

pilots. But simply holding steady isn’t much of a future. ▲ You

when he sold it to another man, McFarlane’s SkySports has

think it doesn’t affect you? Well, may I observe that we once

continued selling parachutes and a wide range of other ﬂight

had several glider manufacturers in the USA and now we have

gear. ▲ As to the name dispute, he reports several times asking

one, basically. While Wills Wing is doing an excellent job, it is

politely for Kushner to cease using the name. After requests on

challenging to maintain development in a declining market.

SkySports letterhead were ignored, he sent one from his law

New enthusiasts will bring more money that can be used to

ﬁrm. Since he works in the area of trademarks he knew he had

create better products for current pilots. ▲ I’m hopeful that

the right to SkySports but preferred not to resort to legal action

the promotional board can form, start some good marketing

against a fellow hang gliding enthusiast. The matter has now

work, and begin solving the problem by appealing to the

effectively been laid to rest as Raven ceased operations. •••

general public in phases. I’m also hopeful that this effort, the

Fortunately for Midwest hang gliding fans, John Gamble sent

only one I know of, will include USHGA. ••• Trafﬁc on my Web

an update. “I wanted to pass along the following… The hang

site started gradually, but picked up nicely in May after I sent an

gliding pilots in the area were not about to give up our love of

email announcement to 1,700 folks who’d asked to be notiﬁed.

ﬂying so the Whitewater Hang Gliding club has been formed

Based on results in the ﬁrst half of May, ByDanJohnson.com

to replace the operation. The club has leased the airport and a

should exceed 150,000 hits for the month. ▲ USHGA pilots

hangar at the same location (Twin Oaks Airport) in Whitewater,

can read this column from January 2000 to the present; I plan

Wisconsin, and is nearly ready to begin the ﬂying season.”

to add the 1990s next. In this completely free area, you can

He reports the club is well organized, growing, and has the

search all of “Product Lines” looking for a speciﬁc reference.

support of a broad membership, presided by Terry Kramer

I’ll be adding regularly to the site, so even if you’ve already

who “has the help and support of many people to keep things

visited once, stop back periodically to see what’s new. And, of

moving along smoothly.” Tim Thompson purchased a tug and

course, if you’ve got news… but wait! …that’s my trademark

is establishing his own business, offering 7-days-a-week towing

ender. ••• So, got news or opinions? Send ‘em to: 8 Dorset, St.

to the club. Tim formerly worked for Raven and is a tug pilot at

Paul, MN 55118. Messages or fax to (651) 450-0930. Email to Dan@ByDanJohnson.com. THANKS!

the Florida Ridge operation in the winter, a plan he’ll continue. P

…