USHGA Hang Gliding & Paragliding Vol34/Iss8 August 2004

Volume 34 Issue 8 August, 2004 $4.95

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A U G U S T ,

Jayne DePanfilis, Publisher: jayne@ushga.org C. J. Sturtevant, Editor: editor@ushga.org Tim Meehan, Art Director: artdirector@ushga.org Staff writers: Matt Gerdes, Thayer Hughes, Dennis Pagen, Steve Roti, Davis Straub

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.

Office Staff Jayne DePanfilis, Executive Director, jayne@ushga.org Jeff Elgart, Advertising, jeff@ushga.org Joanne Peterson, Member Services, joanne@ushga.org Michelle Johnson, Member Services, michelle@ushga.org Jane Borg, Member Services, jane@ushga.org

POSTMASTER: Send change of address to: Hang Gliding & Paragliding magazine, P.O. BOX 1330, Colorado Springs, CO 80901-1330.

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

DISCLAIMER OF WARRANTIES IN PUBLICATIONS:

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: August, 2004

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Canadian Post Publications Mail Agreement #40065056. Canadian Return Address : DP Global Mail, 4960-2 Walker Road, Windsor, ON N9A 6J3 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.

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.

Cover Image: South African pilot Adam West flying (the bat-wing) over Point of the Mountain Utah, in his first ever submission to the magazine.

Adam currently resides in Salt Lake City where he is working on his PhD in Biology at the University of Utah.

SPIN DEFENSE Views you can use to avoid the blues

By Dennis Pagen .............................. 25

DEPARTMENTS Editor’s Corner ..................................... 6 Pilot Briefings: News and Events ............ 7 Air Mail: Readers Write In ...................... 11 USHGF: Success Story .......................... 15 USHGA: News ...................................... 17

PARAGLIDING LOSES A LEADER: A Tribute to Dixon White

By Dan A. Nelson ............................ 31

USHGA: Call for Awards Nominations . 20 Master’s Tips: Growth & Teaching ......... 21 Pilot Profile: Bruce Goldsmith ............. 22 State PG XC Records: Steve Roti ......... 54 Book Review: Stolen Moments .............. 55 Marketplace........................................ 57 Comp Corner ...................................... 59 Paragliding Accidents ........................ 61 Gallery ................................................ 63 New Ratings ....................................... 67 Calendar ............................................. 69

IN-TUNE TO THE WIND: The Next Step In Hand-held Anemometer Design Tuning into the wind and being able to detect discreet changes in wind speed and frequency of cycles is a very important skill for all pilots.

By Michael Dore.................................................................................. 36

EQUIPMENT REVIEW: The Brauniger Compeo and Flytec 5030 Varios/ Flight Computers Staff writer Davis Straub reviews the state-of-the-art vario/flight computer developed and marketed jointly by Brauniger and Flytec.

By Davis Straub, staff writer ............................................................... 39

Classifieds ........................................... 72 Index to Advertisers ........................... 77 Product Lines: By Dan Johnson ............. 78 4

August, 2004: Hang Gliding & Paragliding

A U G U S T ,

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A GOOD DAY AT RAMPART RIDGE: It’s All a Matter of Perspective What determines a “good” flight?

Sometimes it’s simply a matter of having the right attitude.

Page 63

By Steve Kincaid .............................. 47

GERTRUDE ROGALLO: The Other Half Of The Team That Invented The Rogallo Wing Gertrude Rogallo is honored by the NAA for her work in developing flex-wing aircraft.

By C.J. Sturtevant ............................................................................... 50

HANG GLIDING MARKS STAMPS OF THE WORLD: Part 2 Terry Ferrer continues his world tour of hang gliding postage stamps.

By Terry Ferrer ................................. 52

..................................................... 55

Hang Gliding & Paragliding: August, 2004

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E D IET PO A R ’RS T CMO ER NN T E R

Editor’s Corner It’s 4th of July weekend, and I’m not in Chelan.

My hang glider is on top of our Trooper, the back of the vehicle is stuffed with paragliders and camping gear, but we’re on hold over here on the west side of the mountains. The Chelan Cross Country Classic should’ve started on July C. J. Sturtevant 5th, but according to local hang pilot Steve Kincaid, “an owl picked up a chick for dinner and then landed on a transformer. He shorted the transformer and fell to the ground (presumably in flames) and started the fire. Firefighters found the charred owl under the blown transformer with the chick still in its talons.” This crash-and-burn occurred right across the Columbia River from Chelan Butte, so flying has been shut down while the firefighters work with helicopters and river water to control the blaze. Local news reports say the homes in the area have escaped unscathed, and it’s looking hopeful that the fire will be contained in time for the Classic competitors to get in at least a couple of good rounds.

For us in the Northwest, the Chelan Classic is the first big crosscountry event of the season. But in other parts of the country, the flying has been “on” for several months now. In this issue’s Comp Corner we have a unique perspectives on one of the early-season flying events: Mary Holtschneider writes of the Florida Ridge tow comp from the perspective of a Hang 2 volunteer. She makes a clear point that competitions aren’t only for the “big boys” and that up-and-coming (or over-the-hill!) pilots are as important a part of the comp scene as are the top dog competitors.

Dixon White was sorely missed at the Rat Race, which was held in Oregon in early June, and his absence will be felt by many pilots throughout the country for as long as pilots and instructors are focusing on flying safely. In this issue Dan Nelson, a student and good buddy of Dixon’s, compiled his own memories and those of many of Dixon’s friends into a thoughtful memorial to one of paragliding’s most outspoken and effective proponents of safe flying.

Also on the topic of safety this month we have Dennis Pagen’s suggestions on how to defend yourself against the insidious dangers of spinning your hang, para-, or rigid-wing glider. Mike Dore describes his interesting invention that allows pilots to “hear” wind velocity and fine-tune their ability to judge both wind strength and gust factor. Rob Kells puts out a call for instructors, and offers some insights into what can be done to entice more people to take up flying. Pete Reagan’s paragliding accident report column focuses on dealing with line tangles and strong conditions on launch. Pete has been writing these columns for more than six years, and is retiring from that position after this month’s article. His careful analyses and thoughtful suggestions have helped many of us improve our safety consciousness.

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As always, we have tried to provide you with a wide variety of reading material on a broad range of topics. For the technophiles, Davis Straub reviews the top-of-the-line flight computers, the Compeo/5030. Those of you who enjoy history will appreciate the glimpses of our flying roots in my article on Gertrude Rogallo. Staff writer Steve Roti also provides some historical perspective in his interview with Bruce Goldsmith, and in his summary of the paragliding cross-country state records.

For some vicarious travel enjoyment, we offer the second installment of Terry Ferrer’s “Stamps of the World,” which takes us once again to surprising places that have chosen to showcase hang gliders on their postage stamps. Staff writer Thayer Hughes reviews a beautiful picture book, Stolen Moments, that features paragliders flying at foreign sites where many of us have also enjoyed soaring our hang gliders. And just for fun, Northwest hang pilot Steve Kincaid shows how sunshine and the right attitude turned his less-thanperfect flying day into something memorable.

On the business side of flying, Randy Leggett updates us on Sport Pilot, Bill Bolosky revisits the vote on powered harnesses and aerotowing, Hal Hayden explains how the US Hang Gliding Foundation can seemingly work miracles for pilots and chapters who need support, and Jan Johnson asks that we once again take a close look at our flying communities and nominate deserving individuals and groups for the annual USHGA awards.

As always, I am grateful for your submissions, and I welcome your emails and phone calls. Thanks for letting us know what you like, and what you’d like to see improved. Enjoy your summer, and please fly safely.

C. J. Sturtevant, Editor

August, 2004: Hang Gliding & Paragliding

PILOT

USHGA Executive Director Announces Renewal of Towing Exemption Jayne DePanfilis reports that the USHGA’s towing exemption has been renewed for two more years, through June 30, 2006, “unless sooner superseded or rescinded.”

This is standard language. The application for renewal of the exemption was uploaded to the DMS on May 12, 2004.

All conditions and limitations of Exemption No. 4144, as amended, remain the same.

It is also noted in the FAA’s response letter that “FAA has determined that good cause exists for not publishing a summary of the petition in the Federal Register because the requested extension of the exemption would not set a precedent, and any delay in acting on this petition would be detrimental to USHGA.” Jayne believes this is also standard language now.

The tandem exemption expires October 31, 2004. Jayne will be working on the request for the renewal of this exemption soon, and will need to review and document any tandem fatalities that occurred during the current exemption period.

It should be noted that no towing related fatalities were reported to USHGA during the current exemption period.

Therefore, no towing related fatalities were reported to FAA. This, says Jayne, is a good thing.

North Wing Announces a Glider Specially Designed for Your ATF (“Light Trike”) Kamron Blevins reports, “We saw a need and did something about it. The North Wing Stratus glider is designed to give you our standard ongoing quality that our customers have come to expect. The Stratus with its all-new wing design is designed for improved sink rate that will finally let you shut down your engine with confidence. And with the new generation kingpost glider design you can clip Hang Gliding & Paragliding: August, 2004

a great glide as will. The Stratus can get you where you want to go!”

The Stratus uses stability technology from the topless hang gliders to improve performance. Using only one bridle line and an outboard sprog (washout strut), North Wing has achieved excellent pitch stability while reducing drag.

BRIEFINGS

parachute will be provided. Pilots must provide their own flight instruments and helmets. Ratings will be checked, so bring your USHGA card.

The Stratus uses a state-of-the-art airfoil that provides superb acceleration through turbulence while displaying very docile flight characteristics in yaw and pitch. The Stratus shows excellent stall parameters straight ahead and in turns.

Hang gliders are good on the light trikes but, says Blevins, “Let’s face it, in light lift most the time you will keep your engine on. Not with the all-new North Wing Stratus! What will amaze you is just how light the lift you can really play with and have fun.”

Speed Range .......................21-47 mph Trim ....................................28 mph Double Surface ...................75% Area ....................................182 sq. ft.

Span ...................................34.5 feet Nose Angle .........................132° Aspect Ratio .......................6.6 Top ribs ..............................21 Lower ribs ..........................8

Moyes America Providing Demos on New Suprone Flyer Harness Ken Brown, U.S. distributor for Flylight Aerosports, will have the Suprone Flyer harness available for intermediate, aerotow rated, pilots at the National Fly-In, being held September 1–6 at the Finger Lakes Aerosport Flight Park in Rochester, N.Y. This new harness features stable aerotow characteristics, comfortable seated position, large storage area, easy thermaling and great landing characteristics.

Demos on the Suprone Flyer will be done on a Moyes Litesport 4 or 5. A reserve

Suprone Flyer at Fort Funston Photo by Geoffrey Rutledge

Contact Ken Brown at sportwings@aol. com for earlybird registration.

Call for 2005 Competition Sanction Applications The Competition committee will be reviewing sanction applications for the 2005 competition season at the next BOD meeting in Boise, Idaho, October 1-3.

For this early submission, only the first page of the sanction application needs to be submitted via fax or mail to USHGA headquarters, or via email to elizabeth. sharp@heii.com. Fees and bonds are not required at this time, but will be due at USHGA headquarters by January 1, 2005, or 6 weeks prior to the first day of competition, whichever comes first.

Liz Sharp, chair of the competition sanctioning subcommittee, indicates that sanction applications will also be reviewed at the spring 2005 BOD meeting, but you will have a better chance of getting your preferred dates if you submit your sanction application at the fall 2004 meeting.

The sanction application package is available online at the USHGA Web site (www.ushga.org), at the bottom of the Competition Rulebook Web page. Hard 7

copies of the application forms can be requested from the USHGA office by calling (719) 635-8300, or by mail (PO Box 1330, Colorado Springs, CO 80901), and will be available at the BOD meeting in Boise.

Dixon White Memorial Flight Park Fund Joel Goldberger sends the following: We have received emails and phone calls from many of Dixon’s friends asking if they could contribute to a fund for his wife and children. His wife Debra has told me that this is not necessary, and she would prefer that contributions go to support the Merriam Flight Park in Flagstaff, Arizona that Dixon worked so hard to establish and maintain. The land for the flight park is held in a trust with Dixon and his wife as trustees. Debra will remain as trustee, and she has told me that she wants the park to remain open and available to the free-flight community.

To insure that the continued operation and maintenance of the flight park is not a burden to Debra, we have established a fund and we would hope that Dixon’s many friends and associates will contribute generously to preserve this facility that meant so much to Dixon and has been a home to free-flight activity for nearly 20 years. The fund is being managed by Steve Konves, Dixon’s long-time friend and business partner.

Please send contributions to: Dixon White Memorial Flight Park Fund C/O Steve Konves 1500 E Cedar #10 Flagstaff, AZ 86004

Extreme Paragliding Maneuvers Demonstrated by Mike Kung Staff writer Matt Gerdes sends the following from Europe (photos by Ines Sattler): The head-down balloon jump is not a new launch technique, but it is one of the most extreme and most seldom-performed maneuvers in paragliding.

Walter Holzmuller of Nova paragliders in Austria is widely credited with pioneering this technique in the mid-nineties. Here, Mike Kung, for whom Walter Holzmuller was a mentor then, “heads down” for his first time over Bavaria in winter, almost ten years after Walter executed his hair-brained idea for the first time (never having seen anyone else do it…), something that would have required true nuts of steel, in my opinion.

“When you are staring down at the glider from your stance on the balloon basket, it looks impossible,” Mike said. “Everything is a total mess. It looks like you will jump over it and the glider will just tie itself into an ugly knot, and as you fall by it, you still

At this time [mid-June] we are not able to accept either credit card or PayPal contributions, though we will try to do this in the future.

Thank you, everyone, for your kind thoughts, comforting emails and continuing support.

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August, 2004: Hang Gliding & Paragliding

PILOT BRIEFINGS

aren’t convinced.” But then, if the glider was laid out correctly, it all pops open with no problems… “But if you didn’t lay it out correctly, or if you didn’t time the rotation of your front flip properly, or if you accidentally jump through the lines... then you have some serious personal problems.”

Mike is freshly addicted to this launch technique and has already hucked out of a tram in Germany, and has plans to launch the Europa Bridge in Austria this season.

Christian “Chrigel” Maurer Flies More Than 320 km in the Alps!

Chrigel doing wingovers in front of the Jungfrau, in the Bernese Oberland © advance.ch

After the Oberalp Pass, in the Disentis/ Muster area, Maurer left the Rhine River valley going to Chur and entered a southeast valley heading in the direction of the San Bernardino Pass. Then he joined the Engadine valley (St. Moritz area), on the border with north Italy, where he climbed several times to 4000 m. He followed the Inn valley going northeast and crossed the Austrian border at 7:20 p.m. without any customs control… He arrived in Tyrol in the Inn valley, went beyond Tösens for some extra kilometers, and came back to land in Tösens at 8:20 p.m.

This is the longest distance ever flown with a paraglider in Europe. Except for the first part of the flight, which included a short jog south to catch the Rhone River valley, it is a direct distance flight. The straight-line distance between the launch in Niesen and Maurer’s waypoint beyond Tösens is 263 km.

The best European flight prior to Maurer’s extraordinary performance was made in 1997 by seven pilots of the French team, who flew 270 km in eight hours and 15 minutes. Maurer’s flight (323.48 km with three turnpoints) is exceptional in that he was flying the course alone. Amazingly, he made only 11 climbs in thermals during his flight, reaching a maximum altitude of 4242 m near St. Moritz.

On June 10, 2004, 21-year-old Chrigel Maurer launched his Advance Omega prototype paraglider from Niesen, Switzerland, south of Lake Thun above the small city of Spiez. More than 10 hours later he landed in Tösens, Austria, after having flown 323 km from his starting point.

Maurer flew first to the south to join the Rhone River valley near the Aminona ski area, 35 km from launch. Arriving there around noon, he climbed to 3800 m, and after that his GPS track shows no thermaling for the next 70 km, only straight flying along the ridges! He reached Fiesch around 1:30, and a half-hour later he was in the Furka Pass. He flew above Andermatt and the Oberalp Pass 45 minutes later.

Hang Gliding & Paragliding: August, 2004

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Maurer is a member of the Advance R&D team, and has been flying in both XC and Acro competitions since 1999.

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How to cross more country.

Gin and his factory test pilots invested over one year of developing, prototyping and testing the Zoom in practically every spot known for great cross country potential: Texas, Mongolia, Switzerland, France, Austria……and others well known for their difficult conditions: Japan, Korea and Portugal. Hundreds of hours in flight and many many kilometers flown.

The result? A new DHV 2 XC machine that is a masterpiece in performance, stability and simplicity…

With more than 15 years of designing experience, comfort has been one of his main focuses - “To perform well in-flight the pilot must feel confident and comfortable under his wing, without this he cannot use the performance” – Gin Song Gin’s goal was to design a new high performance wing without designing the safety out.

You’ll know it the minute you fly it, because you’ll always feel confident and comfortable under this wing.

With its racy looks, easy head wind transitions as well as smooth and efficient acceleration – you’ll be eating up the kilometers on The Zoom.

DHV 2 ::: 4 sizes

zoom x country Photos: Jerome Maupoint

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A I R

Memories of Dixon (email, 6/5)

Epic Story of a Royal Flight (email, 6/7)

I couldn’t believe the words when I read an announcement of Dixon White’s passing in his sleep. All too often we hear of death in the flying community connected with daring, dangerous and dumb practices. Not so for this flyer.

I laughed! I cried! Steve Kincaid’s “The Rise and Fall of King Climb-a-High-a” had me on the edge of my seat, and laughing out loud. If the gods of logistics and weather allow me a few unspoiled days, my Hang 2 training will begin, and if I could have been any more excited about continuing my hang gliding adventure, Steve’s exhilarating story just took it up a notch. What a flight! Soaring with hawks and riding dust devils over such a beautiful part of the country seems absolutely amazing to this new pilot. At the same time, his eloquent description of the highs as well as the lows of such a flight keep it all in perspective, as he repeatedly changes places from “superstar” to “idiot” in mere seconds. I dream of the day when I can make a flight like the one Steve describes, and his story has certainly contributed to my determination in getting there. So to the “King,” I say thank you, your majesty, for sharing your story.

This prince of a man, who championed safety and cautious flying, departed us far too soon. I had the privilege of taking a week of instruction on the Cage with Dixon in April of 2001. I journeyed to Flagstaff after many months of reading and research, and I knew I’d made the right choice as soon as I met him. Being a rare bird who wished to take up the Cage, I was treated to a number of days where Dixon and I were the only two out on the crater. I loved his easy manner and tendency toward humor, as I certainly needed both for my many blown launches. You see, launching the Cage is most easily done as a full reverse run and lift-off. I slid down the cinders on my back many times and often just lay there laughing. Dixon would walk up to me to see that I was OK, and commented that he really was enjoying working with me since I was maintaining a good attitude.

He also added that when he first worked on the Cage he spent a lot of time sliding down the hill just like me. Imagine that, a guy voted “Instructor of the Year” made the same mistakes as I did and didn’t hesitate to share his own learning gaffes.

Though our winged community has lost a great teacher and a wonderful person, I know his family has lost so much more.

My thoughts are with them as they struggle to make sense of Dixon’s premature and unfortunate passing.

Dennis Nendza, USHGA #74830

Hang Gliding & Paragliding: August, 2004

M A I L

been replicated. Whether they should be flown or not depends, of course, on the site chosen for such an event, but I would hope that it would always be a suitable site for standards, at the very least.

A few months ago I looked at Internet photos of the antique fly-in site in Oregon and I thought it would be a lot of fun to take my Eipper FlexiFloater, (a large “standard” Rogallo, for you young-uns) up there for the event. I sent an email to the contact information given for this event and never got a reply. Now I’m wondering if maybe they don’t want gliders of that vintage present. Since I am USHGA member #7, I thought that at least that might get some response from my email query. Well, anyway, it is a long way to drive from SoCal, but if I did make the trip, I would want my glider to be welcomed and hopefully appreciated for what it represents to our hang gliding history. It even sports an antique “Sail Feather” for improved pitch stability/recovery. If conditions and the site were right, I would definitely fly it again.

Frank Colver, USHGA #7

Paul Cavrell, USHGA #81585

Responding to Geren Wyke’s letter in AirMail, p. 12, June issue (email, 6/7) I agree with Geren on the premise that people should not be selling standard Rogallos on eBay, or anywhere else, to unsuspecting buyers. However, I was surprised to read the statement that the two Rogallos present at last year’s Antique Glider Fly-in in Oregon seemed out of place! If there is anywhere standard Rogallos should be, it is at an antique hang glider event, whether flown or not. Even better yet would be a Hang Loose (if one still exists) or any of the other gliders that sparked the beginnings of modern hang gliding. Who knows, some day people may even build replicas of these pioneering craft just for such events. After all, Montgomery, Chanute, and Wright gliders, among others, have

Mark Forbes responds: I just saw your letter to the editor; C.J. forwarded it to me. I’m the club president, and I can assure you we’d be absolutely delighted to have you and your gliders show up. I don’t know why you didn’t get a response; I’ve been answering inquiries and the “info@vvhga.org” address points to me. Last I checked it was still working properly. If I’d seen an email from you, I’d definitely have answered it. I had actually thought of calling you up to invite you, as the lowestnumbered active USHGA member, but I got busy and didn’t follow up. Sorry for the lack of communication; such was certainly not my intent, and we’d be really happy if you were to show up for the Fly-In. You’re exactly the kind of guy we want to have at the fly-in; this is an event for pilots, not a spectator show. I hope we’ll see you there, either this year or in some future year. Or any time you’d care to drop by!

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A I R

M A I L

Kudos for Site Guide Articles (USHGA Web site, 6/8) Wow! I love the “Site Guide” portion of the magazine—it gives me another (and maybe the best) incentive to hang onto the magazines after I’ve read them.

I can’t wait to assemble a big stack of them, which will provide me with a wealth of info on all of the sites in all of the states (I assume that’s the long term goal). This should make trip planning easier. Thanks!!

Bruce Andrews, USHGA #75826 Look for more site guides this fall, including guides to sites in Europe and winter flying destinations. If you have a favorite site that you’d like to introduce to others, I encourage you to write and submit a site guide article. Send me an email at editor@ushga.org if you’d like some assistance with pulling your information together into publishable form.

Bulgarian Reader Responds to Author of “Stamps of the World” (email to Terry Ferrer, 6/10) It was a pleasant surprise for me to see a Bulgarian postage stamp in the header of your article in Hang Gliding & Paragliding magazine (June 2004). I am Bulgarian born and incidentally involved in hang gliding since 1976. I can recognize the glider depicted on that Bulgarian stamp.

Not only that, but I can almost bet who is the pilot on this glider by the way he used to attach his glider bag on the keel tube.

The glider is “Zmei-10,” a very popular glider in Bulgaria at that time, similar to the UP “Gemini .” Zmei-10 was designed and manufactured by Emil Karlev, a pioneer of hang gliding in Bulgaria. He has managed to produce several dozens and I still own one of these beautiful wings. Emil Karlev died in a hang gliding accident in 1989, and since then there 12

has been no significant development in genuine Bulgarian hang gliding design. I suspect that the artist has almost traced a photograph that I have a vague recollection seeing in a magazine or some publication—and the reason is that glider bag attached to the keel tube. Probably the artist assumed the glider bag is a necessary part of the glider’s functionality and he didn’t want to take chances to get rid of it for the stamp image. The funny thing is that the pilot who used to fly this particular glider is also here in the USA, and I am going to “investigate “ the details. So far the harness and the glider match, and the red jacket is a match. Small world...

Anyway, thanks for your effort and the article. If you are interested, I know a lot about history of hang gliding in Bulgaria and also have a lot of pictures (slides) from that time (1976-1995), so feel free to ask.

Krassimir Kaltchev, not a member of USHGA

Women-Centered Articles Catch Attention of Former Hang Glider Student/Pilot (email sent to Kay Tauscher, 4/28) For the first time in years, I saw my girlfriend Shela reading my USHGA mag to find out more details of your Women with Wings classes. She was snagged by the “Flying Moms” article... good job, a great article!

Four years ago, she trained with me as a hang glider pilot, and got her H1, but was put off by the bulky equipment and a bit of a launch scare early on. That, together with the lack of an instructor and peers she could relate to, stopped her from getting back into the sport, despite a second concerted effort. I guess mainly she never found an instructor and peers to give her the support she needed.

Anyway, to cut a long story short, she was really interested in the Women with Wings classes you offer, and sounded pretty excited about trying paragliding.

Thanks so much for your initiative, Kay. As Chris Santa said, “Women are the pride and joy of our sport,” and I wish you every success in developing your Women with Wings concept further.

Adam West, USHGA #78964 Shela did attend the recent Women with Wings course in Salt Lake City. Kay Tauscher reports that she was the only “neverever”paraglider pilot in the course and she did wonderfully, getting a bunch of training flights off the south side and practicing lots of ground handling. Welcome back to the world of free-flight, Shela!

Reader Enjoys Magazine’s Direction, and Comments on Safety-Related Issues (email, 6/17) First, I wish to express my recognition and support for the “new” USHGA magazine. It may not yet be something to be bought off the shelf in bookstores, but why should it be, as our sport (freeflight) is so marginal, particularly in the U.S. The cover photo of the March issue, however, might well have made it a best-seller if it had been on bookshelves, particularly at airports!

Second, hats off to Matt Gerdes for his new and methodical approach to paraglider reviews (March issue)—a near “quantum leap” in our small world of free-flight (though long done in general aviation). The article further surprised me by an apparent skew towards freestyle: does this result from a personal bias by the author or are an increasing number of pilots looking to paragliding as an adrenaline sport? In the latter case, we instructors bear an ever more important responsibility for teaching our juniors the “invisible threats” of the air. The beauty of paragliding is the ease with which one can learn to fly on her own. But the August, 2004: Hang Gliding & Paragliding

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challenge is all the greater for instructors, who must instill the limitations by describing hidden and invisible dangers in the air. Manufacturers seem to confirm this tendency for freestyle, an interesting change of philosophy from the era of the Advance Omega 3 to the Omega 5, the pioneering era of XC. Finally, from my new place of residence in Trieste, Italy, on the border of Slovenia and Croatia where I’ve been living for two years, I bring three remarks: A] There is a huge amount of flying to be done here in spectacular regions (see http://Trieste-Eco-Tours. iitalia.com for examples); B] It’s common to see pilots doing aerobatics and flying leeside thermals at local sites—and it seems to me that the rate of accidents is concurrently high (no statistics available, however); C] Although no one checks ratings anywhere (this is NOT necessarily the reason for accidents), I wish USHGA would have a more active participation in international rating programs, such as the FAI—and I’d gladly offer to help in that direction. We have a sound rating system that is far more effective than many others.

I’ll respond to questions (within my available time) at NicolasCauchy@alum.MIT.edu.

Fly safely, and always with a smile of thanks for Mama Gaia!

Nicolas Cauchy, USHGA #60352

Reno-area Pilot Asks Assistance in Bringing Vandals to Justice (Email, 5/25) Cash reward are being offered to anyone who turns in information on the person Hang Gliding & Paragliding: August, 2004

or persons involved with the defacing of public or private property at hang gliding and paragliding sites in the Reno/Tahoe area. This cash reward will be paid on the arrest and conviction of any person or group of people between the present date and October 31, 2004.

Information that is needed includes the vandal’s name, address if possible, and vehicle license plate number; this will be given to the private landowners if applicable, or to the local authority if the vandalized site is on public property.

Following are some of the problems that have been experienced at the Reno/ Tahoe sites within the past year: Slide Launch: Removal of the snow stakes that were then pitched down the side of the hill, and painting on the guard rail. Nothing, I repeat nothing can be done to this guard rail. If you don’t like the rail, please launch at the pad where the paragliders launch. Or don’t fly Slide at all.

Slide LZ: This is private property.

Someone has painted a spot landing on the ground. How would you like it if someone painted a bull’s eye on your front lawn or your front door? Please exercise some common sense when using property that belongs to others.

Rainbow: Someone is driving up the east face of the ridge, which is private property and which we are not authorized to use.

Day Dreams: Someone has a copy of the Forest Service access key and is making copies and handing them out.

Last year the local pilots politely spread the word around. This year, since transgressions have continued, the consequences are more severe. We have no problem with those pilots who travel far and wide to fly our spectacular sites, but please just exercise some common sense. Ask if you don’t know. Most importantly, fly safely.

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If you have information about any of the above situations, please contact Dennis Harris at (775) 530-4393.

Dennis Harris, USHGA #43750 Hang Gliders Safer Than Sailplanes? (email, 6/10) I have been out of the sport of hang gliding for approximately six years due to family issues and time constraints, but I never lost the fire. Every time I see a nice white puffy cloud I am drawn upward and my imagination soars. Because of this I recently decided to start soaring again and, out of convenience, I went to the local sailplane port. I flew for an hour in an ASH 21 with a 20m wingspan. After about five minutes of getting to know stick and rudder controls, I was in full control and climbing like a pro (says my pilot in charge). After landing I met the lead instructor and he asked about my flying experience. I told him that I used to be a hang glider pilot, and his response was, “Well you lived through it.” That got me investigating just how dangerous hang gliding has become compared to sailplanes. To start, I have to say that all sport aviation is as dangerous as you make it. But my investigation discovered some very disturbing facts. I started my investigation by reviewing the last three years of sailplane accident reports on the Soaring Society of America Web page, ssa.org. It was very disturbing to say the least.

The number of sailplane-related fatalities compared to hang gliding is off the charts.

This year alone, there have been three sailplane fatalities in the U.S. The rates are even higher in Europe. Recent statistics put the chance of being killed in a sailplane at 1/1200, or for very 1200 sailplane pilots in the U.S., one will die each year.

From the information on sailplane-related Web pages, I discovered that the reason there are so many sailplane fatalities is there are a lot of things other than pilot error that can go wrong. Sailplanes are 13

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much more complicated and have a lot more moving parts than hang gliders, and this provides the opportunity for mechanical failure. Sailplanes fly differently, and because of their longer wingspans and high aspect ratio, have more of a tendency to spin or stall. Sailplanes fly faster, which makes bad things happen faster and reduces pilot reaction time. Sailplanes need a hell of a lot more landing space than hang gliders, and a good smooth unobstructed landing space to boot. The majority of the accidents/injuries reported on the SSA Web page were landing accidents. Hang gliders are definitely not alien to landing accidents, but hang gliders are not landing at 50+ knots, which makes any landing mishaps, kiss-your-ass-goodbye-haps!

Because sailplane manufacturers have been slow to incorporate built-in recovery systems, in-flight structural failures leave sailplane pilots with only one means of escape, climbing out of an out-of-control plane and deploying a personal parachute.

Statistics have shown that sailplane pilots have less than a 50% chance of safely getting out of their plane and deploying a parachute. That percentage is dramatically higher for hang glider pilots who simply pull a cord and ride down with the glider.

In the last 10 years hang gliders have become dramatically safer in construction and stability. Hang gliders can be landed in some of the most remote areas with limited space and uneven terrain. Hang gliders are slow to stall and, generally, not easy to spin. Hang gliders are designed to recover from stalls almost automatically.

Hang gliders land at speeds slow enough that a mishap will typically, at worst, cause a broken limb, and at least, a bruised ego. Hang glider pilots are outside in the open air, which makes them able to see and hear other aircraft in the vicinity, thereby reducing the possibility of collisions. Sailplanes have a history of running into each other, or hang gliders!

What does all this mean? Is it just the subjective rantings of an old fart hasbeen hang glider pilot? You decide. I will be out shopping for my new hang glider.

The next time I see that sailplane instructor, I will be sure to tell him he is lucky not to be a statistic like so many other sailplane pilots.

Be safe!

Brent Smith, USHGA #81068

There has been considerable comment on this topic in recent OZ Reports. Read these responses, beginning with V8, #125, at http://ozreport.com/.

U S H G F

USHGF Site Preservation Project Success Report: Mingus Mountain, Arizona

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By Hal Hayden, photos by Jerry Dalen

moved to Prescott, Arizona, in 1996, and I was amazed to find Mingus Mountain, one of the best mountain flying sites in the country, right in my back yard. I had learned to fly the previous year in central Texas, where the only foot-launch site within 400 miles was a 450-foot hill. I felt like I had stumbled into a very special flying situation at Mingus.

This well-known site, situated 4,300 feet above the LZ, has been flown continuously since 1975 by hang glider and paraglider pilots with the blessing of the U.S. Forest Service, which had sanctioned the launch to the Arizona Hang Gliding Association with a Special Use Permit.

The Mingus Mountain site offers a beautiful setup and camping area under mature Ponderosa pines at 7,800 feet msl, and has a beautiful vista overlooking the Verde Valley, the Sedona area and much more of the surrounding terrain (See magazine from October, 2003 issue of Hang Gliding & Paragliding). Many visitors from Phoenix and other parts of Arizona come here looking for cool relief from the desert heat and a lush camping retreat. The thing that amazed me was that the agreement with the Forest Service resulted in a sign posted just after the road passes the public campgrounds stating: “NO CAMPING. ARIZONA HANG GLIDING ASSOCIATION MEMBERS ONLY.” Through our agreement with the Forest Service we have an incredible camping, setup and launch area that is essentially our “private” flying retreat.

One of the first area pilots I met was Keith Evert, a Phoenix engineer who was the club president and an enthusiastic Mingus Mountain supporter. In 1996 the Forest Service had notified the club of its plans to significantly upgrade the various public campgrounds on Mingus, and were requiring the AHGA to upgrade the pilot camping area to the same standards in order retain its Special Use Permit. As you may have heard, the Forest Service does not move quickly, but by June of 2001 Keith and another club member, Jerry Dalen, had successfully developed a concept plan that was approved and signed by the forest supervisor. Now all we had to do was come up with the estimated $25,000 to $30,000 to pay for it!

Although the club intended to raise some money through member donations and “work-in-kind” contributions, it was clear that we would have to find some additional funding somewhere. Being much more of a “finance type” than a construction guy, I figured maybe this was something I could help out with. Although I had never written a grant request before, I volunteered to draft something and search for one or more agencies or foundations that would entertain a request.

Hang Gliding & Paragliding: August, 2004

Awareness of what the United States Hang Gliding Foundation (USHGF) is and who is at the helm is growing. After years of scratching in sinking air, the USHGF finally found lift in 2000. The USGHA board of directors, at the insistence of Doug Sharpe and myself, elected the foundation’s first board of trustees. Jim Maze (USHGF’s first president) and Steve Onstad (USHGF’s current president) brought professional financial skills and determination to set the foundation on course. Under the outstanding management of USHGA’s executive director Jayne DePanfillis, USHGA had regained stable financial ground. The USHGF grew in the wake of USHGA resurgence. Contributions are steadily increasing and our ability to fund projects within the scope of our charter has grown with those contributions.

USHGF’s purpose is to support education and safety, site preservation and competition. What we needed more than anything else was a project to focus on, preferably a site preservation project that would help the pilot population and gain exposure for our fledgling foundation.

The Mingus Mountain USHGF site grant application represented our best possible opportunity to showcase that potential. Hal Hayden and the Arizona club brought us the Mingus Mountain launch improvement and campground project as our first site preservation grant request.

After careful consideration and significant interaction between the project planners and the foundation, a twoyear $10,000 grant was awarded.

The months that followed provided our team of trustees the time to work through the many facets of the granting process. The results aren’t all in, although all indicators point to a resounding success.

USHGF needs your support. Of course we need your contributions, whether through your donations at renewal or by incorporating the USHGF into your annual charitable giving and estate planning. We also need your grant requests. Hang glider and paraglider pilots have operated without any assistance for so long that most would never even think to ask. With the USHGF to provide support, the possibilities are endless. The future is ours. Think big, dream big, give big, and don’t hesitate to ask the foundation to give big in return.

For more information about USHGF, and for downloadable grant proposal guidelines, go to www.USHGF.org.

Randy Leggett 15

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After several months with numerous phone calls and several meetings, I had been turned down by all prospects for various reasons, all basically amounting to the fact that our project didn’t match their funding criteria.

That’s when I put a call into Jayne DePanfilis at USHGA, hoping that she could give me a lead. She told me about the U.S. Hang Gliding Foundation, an organization dedicated to hang gliding and paragliding site preservation. Boy, did I wish I had called Jayne first!

Jayne referred me to Randy Leggett, who was on the board of the foundation, and I related to him my sad story about our need for a grant. Randy was very encouraging, explaining that the foundation was funded through USHGA member dues and that our project sounded like a good fit for its charter. Needless to say, I sent him the grant proposal pronto. The only hitch seemed to be that the foundation had set a limit of $5,000 for any single site project, and we really needed $10,000 to implement our plans. I requested the $10,000 anyway.

through the USHGF

A few weeks later Randy called me from the USHGF board meeting to ask a few questions the board had posed. These primarily focused on the assurance of having long-term access secured for landing areas, which we do have. The next day Randy called back to give me the good news: The foundation had granted our request for the full $10,000 over two years!

I am pleased to report that work on the Mingus campground improvement project is now in full swing and we are making great progress. Last summer we did the site engineering with volunteer services from club members; we laid out the new camping loop road, camp spurs and bathroom, and then cleared the trees that needed to be removed. Over the winter we received all of the many permits required from the Forest Service to begin construction, and in May we broke ground on the new bathroom.

So the next time you are in Arizona, give one of our club members a call and head to Mingus Mountain to enjoy great flying and great camping. Be sure to bring your USHGA membership card to gain access to this very special place.

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

Make a tax-deductible contribution today. The USHGA will match your contribution up to $500 each year when you join or renew your membership.

Contact us at 719-632-8300 — or on theAugust, WEB 2004: at Hangwww.ushgf.org Gliding & Paragliding

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President’s Corner: Articles of Incorporation

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By Bill Bolosky

s you might remember, this past fall we had a membership vote on amending the USHGA’s Articles of Incorporation (essentially our constitution) in order to clarify that aerotowing is an acceptable part of our programs, and also to allow us to have programs for powered harnesses. In conducting the vote, I learned many things about how (and how not) to go about having a membership vote on an important question. One of the most important lessons was always to get all of the paperwork approved by your lawyer before going ahead with the vote.

As is usual in life, I learned this the hard way. After we had completed the vote, but before we had filed the changes in the Articles, we were contacted by a member who was concerned that the titles on the ballot might have been misleading to some members casting votes. While I believe that the titles were not misleading, I asked the USHGA attorney for his opinion, and he said that it would be best if we didn’t file a change in the Articles based on that vote, but rather that we re-do the vote. Had I been smarter, we would have asked this before we printed, mailed, collected and counted thousands of ballots.

Which brings us to where we are now. We have not filed the change in the Articles approved by the members, and we will not do so until we take another vote. In going through the process the last time, it became clear that while most members supported both changes, a number of people were worried that the particular wording of the resolution wouldn’t accomplish what we set out to do. Therefore, we are going to follow a different (and somewhat longer) process this time around.

Rather than finalizing the wording and then presenting the question to the membership, I am asking for interested members to suggest what changes they would like to see. The Organization and Bylaws committee will consider the suggestions at the fall board meeting, and will select wording and present it to the full board. Once the board signs off on the wording, I (or the new president) will write another article for the magazine, describing the wording and the reasoning behind it. We will have several months in which members can write articles and letters to the editor commenting on the subject, and advocating votes for or against the proposals. We will conduct another vote at the annual membership meeting in the spring of 2005.

The current wording in the appropriate section of the Articles is: The specific and primary purposes are to engage exclusively for scientific and educational purposes in the development, study, and use of fuel-less flight systems and aircraft capable of being launched by huHang Gliding & Paragliding: August, 2004

man power alone, to make knowledge relating to these subjects available for the advancement of such scientific and educational purposes, to organize meets where the testing and flying of such systems and aircraft will be encouraged, to conduct generally a scientific and educational study and research of the design, construction and operation of such systems and aircraft, and to foster the future development of such science and flight.

The changes that we considered during the first vote were to remove the word “fuel-less” to allow powered harnesses, and to add the phrase “and methods and systems for getting these flight systems airborne” after “by human power alone” to clarify that aerotowing is an appropriate activity for the USHGA. If you have thoughts about the wording, or suggestions for alternate wording, please get them to your regional director before the fall board meeting, scheduled for October 1-3 in Boise, Idaho.

I hope that we will have a lively and constructive debate on this over the next few months, and that people on all sides of the issue will feel like they’ve had an opportunity to express their opinions before the vote. One thing that I’m sure of is that I will learn yet another unexpected lesson about how to conduct a membership vote. I’m hoping that it will be less painful than the last one.

American Society of Technical Materials (ASTM) Meeting Report

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By Bill Bryden

an Johnson (representing EAA), Mike Meier (representing Wills Wing) and myself (representing USHGA) attended the ASTM industry standards meetings in Salt Lake City on May 19-21. These meetings are for the creation of ASTM industry consensus standards for Light Sport Aircraft (LSA) in support of the expected new FAA rules. The primary purpose for our attendance is to best insure the standards will accommodate the design and certification of aircraft we may be able to use for aerotowing. Following is a summary of those meetings.

Weight Shift Subcommittee This subcommittee of the ASTM F37 Light Sport Aircraft committee has focused on completion of a standard for the design of weight-shift aircraft (trikes). Mike Meier has been a tremendous asset for this subcommittee, bringing exceptional experience in the design, certification and manufacture of numerous flex 17

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wings. With his excellent support along with extensive support from others, including manufacturers in Australia and France, this standard was approved by the sub-committee and the full LSA committee, and is awaiting final approval by the ASTM management. A key element of this standard is the inclusion of provisions for weight-shift aircraft capable of being used for aerotowing hang gliders.

Airplane Subcommittee This subcommittee of the F37 Light Sport Aircraft committee has focused on completion of a design standard for fixed wing airplanes, for manufacturer quality assurance procedures, for continued airworthiness system, and for production acceptance testing. Most of these standards have been completed and the design standard includes provisions for those requirements needed by an airplane used for towing hang gliders.

Hang Glider and Paraglider Tandem Operations This is a task group that has been established under the F37 Cross Cutting Issues subcommittee; it is working to establish industry consensus standards for tandem operations in hang gliders and

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paragliders, both powered and unpowered. The goal is to establish standards for organization programs to conduct these tandem operations under the provisions of exemptions to Part 103.

After a couple of years to test and improve the standards, the plan is to then move these standards into new rulemaking for Part 103. I chair this task group, which includes participation by the USUA, NAPPF, USHGA, ASC, SSA, Wills Wing, and several individuals. We are closing in on the completion of a document addressing the operation provisions that are patterned in large measure upon the USHGA’s program. We pounded through some last (hopefully) details at this meeting and intend to have a draft ready for balloting by the first of June. We will soon be commencing upon a document addressing how organizations should administrate their tandem programs. Because the FAA has requested it, we will likely need to create some kind of harness standard, and Mike Meier is leading the effort to figure this part out. The task group’s intent is to reference the HGMA, DHV, and BHPA for the hang gliders and paragliders and not create anything new for the wings.

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New Recreational Airpark Standard There was discussion about the need to create a standard for recreational airparks. This gathered steam and will be a task group effort under the Cross Cutting subcommittee, and I will be a member of it. The goal is to create a standard for the design of airparks used for conducting flight operations with ultralights and light sport aircraft. There are several benefits that will be realized from this.

The FAA has guidelines in Advisory Circulars for the design of airports, but they essentially mandate runway lengths far longer than are necessary for LSA and ultralights and have other requirements that would be burdensome. In the absence of some other kind of suitable standard, insurance companies and governmental entities tend to look to those FAA guidelines. With an ASTM standard for what are acceptable airparks, these entities would have a standard more suitable to reference. The National Association of State Aviation Officials (NASAO) has reviewed the preliminary draft, liked it and has joined this process. With NASAO endorsement of the ultimate standard, they will effectively drive acceptance of this standard into most state aviation departments. This could make the establishment of aerotow flight parks an easier achievement in areas adverse to their presence. It has the potential for addressing insurability concerns as well.

New Noise Standard Similar to the establishment of an airpark standard, there are benefits in creating a noise standard. The proposed standard would establish methods for noise measurement and noise levels. Again, NASAO will be active in this effort and would likely endorse the standard and drive for states to embrace it. We have already seen noise issues causing problems for several aerotow flight parks.

The lack of standards for the noise levels and how to measure them creates an ambiguous situation that allows area politics to have a stronger influence and affords litigation more probability of success. With national industry standards that are embraced by state aviation departments, disputes could be more quickly and definitively resolved, providing flight parks better footing to resist complaints and lawsuits. I will be a member of this new task group under the F37 Cross Cutting subcommittee.

Manufacturer Auditing Standard There was some discussion about a standard for how manufacturers should be audited. Dan, Mike and I attended that meeting; there was no decision to pursue a standard at this time, but discussion will continue. If a standard effort does evolve out of it, we will likely get involved with that to mitigate damage as best we can. There were a few people pushing this with suggestions of processes that could impose significant burdens upon manufacturers. The manufacturers of tow planes for hang gliders are small businesses and will be significantly burdened with the FAA-required standards.

Hang Gliding & Paragliding: August, 2004

Other Stuff There were several other meetings and subcommittees addressing things from powered parachutes to lighter-than-air ships. A new subcommittee will be getting underway to address standards for sailplanes. This is chaired by Dan Armstrong (representing the SSA and Homebuilders Sailplane Association), who has been an avid hang glider pilot since 1975 and still actively flies them. He has joined our Tandem Operations task group as well and is a good addition. While some meetings are of modest interest, such as the pilot operating handbooks and engine certification standards, most are of little interest to the USHGA. It should be noted that many of the people active in the ASTM industry standards process, including an FAA person, have been involved in hang gliding and our participation has been warmly welcomed and respected.

An FAA briefing on the NPRM was scheduled for Wednesday afternoon but it was cancelled. There was plenty of speculation about possible times for the announcement of the new rules but no hard news.

USHGA Office Seeking to Hire IT Business Administrator There is an immediate opening in the USHGA office for a fulltime IT Business Administrator with demonstrated project management and documentation skills. The qualified candidate must be a self-starter and thrive on a variety of work in a small office environment. Responsibilities include Web site and content management, maintenance of the USHGA network and the UNIX server, documenting office processes and IT troubleshooting.

Experience with Windows network administration and support a plus. Must be willing to relocate to Colorado Springs. Resumés may be faxed to (719)632-6417 or emailed in plain text only to Jayne@ushga.org.

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2003 USHGA Awards Up for Grabs Nominations needed by October 1

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• Bettina Gray Award for Photography: Three examples of sport-related photography should be submitted. This award is given to one member per year.

By Jan Johnson, USHGA Awards committee ach year at this time, the Awards committee of the United States Hang Gliding Association’s board of directors begins the process of identifying and selecting the year’s award recipients. We again ask for your nominations, input and involvement in the process.

The following is a brief overview of the categories and criteria for each award.

• Presidential Citation: The highest honor given to a member of the association for outstanding contributions to the sport at the local, regional and national level.

• Exceptional Service: This award is given to a member in recognition of outstanding contributions to the association over the last year.

• Newsletter of the Year: Three sample issues are reviewed and judged in the areas of information content, support to members and clubs, layout, safety promotion and instruction.

• Chapter of the Year: This award is given to an official USHGA chapter for contributions to members and local communities, focus on safety, instruction and activities.

• Instructor of the Year: There is one award for paragliding and one for hang gliding. Nominations require three letters of support from students and a recommendation from the regional director. Criteria include skills as an instructor, serving as a role model for the sport within the pilot and general communities, and involvement in and support of USHGA and local club programs.

• Commendations and Special Commendations: These awards are given to USHGA members and individuals or groups in the community who have made significant volunteer contributions at the local, regional or national level, which serve to enhance participation in the sport and/or the image of the sport and the association.

• CIVL Diploma: The USHGA recommends to the CIVL an individual who has made a significant impact on the sport at the international level.

• NAA Safety Award: The USHGA makes a recommendation to the NAA regarding an individual whose activities have served to enhance safety.

Names, addresses and other contact information must be submitted for each person or group nominated, as well as for the nominating party. All concerned will be informed of the nomination and contacted when the recipient is selected.

For categories in which several pieces of documentation or support, are requested, please submit only the required number (usually three) as any extra submissions will not be reviewed.

Please submit all materials as one complete packet. All submissions should be sent directly to the USHGA office, P.O. Box 1330, 219 West Colorado Ave. #104, Colorado Springs, CO, 80901. The nominations and all supporting material must be received by October 1, 2004.

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Growth and Teaching Hang Gliding: A Call for New Instructors and Pilots!

By Rob Kells

I believe that the second reason we don’t have more hang glider pilots flying is because launching and landing on your feet is a difficult thing to do in anything but ideal conditions.

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here’s been a lot of discussion over the years about why more people don’t fly. Most of us enjoy flying Rob Kells so much we have a difficult time understanding why everyone doesn’t want to do it.

Third on my list is access and convenience. Before flight parks came on the learning scene 10 years ago, everyone who learned to fly did it the hard way, weekend after weekend of traveling to the flying site, only to see it rain, or have the wind blow the wrong way, or blow too hard!

The vast majority of instructors are engaged in teaching people to fly because they love to fly themselves and they want to share the gift of wings with others.

Surely no one is getting rich offering instruction, so the monetary return doesn’t explain why they teach. It is extremely rewarding to see the joy on a new pilot’s face after they advance to solo flight. It is also true that the best way to learn to be better at something is to teach it to others.

The USHGA Foundation is developing a plan to bring an instructor certification program to your area at a reasonable price. I believe there will be a minimum of five programs at various locations around the U.S., with more to follow if needed. By the time you read this there should be a schedule for regional instructor certification programs on the USHGA Web site. If you have an interest in becoming certified so you can teach others to fly, or you are just curious about what the program entails, check out www.ushga.org to find the program nearest you.

Site access is another growing problem. Here in California new houses are filling up landing areas, and we are seeing flying sites closed faster than new sites are being opened.

A future pilot ta

t at the beach. kes his first fligh Joe Aldendifer g Bi o: ot Ph

Another factor is that hang gliding has lost much of the “cool” mystique it had when it was new, and some schools claim that we as a sport are almost invisible.

Regardless of the order in which you put these issues, the future of the sport looks sort of bleak.

Chris Wills tries out a ch.

Condor at Dockweiler Bea Photo: Big Joe Aldendifer

So why isn’t hang gliding growing as a sport?

I think the single biggest reason that hang gliding has not grown much, is that aviation is dangerous. Let’s face it, flying is not for everyone. A few years back, a well-known sailplane pilot did a talk on the premise that driving to the airport is much more dangerous than the flying once you arrive there. To make his point he pulled out two lists. One list contained more than ten names of sailplane pilots he knew who had died while flying.

There was not a single name on his list of people that he knew personally who had died in car accidents! My list is very similar to his. So much for the old adage about flying being safer than driving…it’s not!

Hang Gliding & Paragliding: August, 2004

T I P S

Being forever the optimist, I believe there is some good news. Skydiving has nearly tripled its membership over the past 15 years. Some say it was the popular movies that glamorized the sport. I think that’s only part of the story. Tandem skydiving, and drop zones outside most major cities, make that sport far easier to access than ours.

I think after the Sport Pilot issues are settled, it is very likely that we will see a number of new aerotow flight parks open.

Easier-to-fly gliders designed to launch and land on fixed wheels will allow a larger percentage of the population to fly.

Think about bringing some friends into our great sport. We’ll sell more gliders, the USHGA will get more members, and with increased numbers we can open more flying sites.

Please fly safely!

Rob

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P R O F I L E

Bruce Goldsmith:

B

ruce Goldsmith has been a designer all his working life. He studied engineering design at London University and spent some years designing steel structures. Perhaps it was this connection with structures and frameworks that drew him into hang gliders (rather than paragliders) at first. Bruce began competing on hang gliders in 1985 and was on the British national hang gliding team the following year! In 1989 he started Airwave paragliders, and has been designing stuctureless wings ever since. A truly biwingual competitor, Bruce has twice been British champion in both hang gliding and paragliding, and has won the World Cup in both as well. He is still very motivated by competitions because, he says, it keeps him on his toes.

Bruce has wanted to fly for as long as he can remember. He wrote to a hang gliding school when he was just 13 asking to learn to fly, but he was refused because the minimum age for taking lessons was 16 in the UK. He eventually got started properly at the age of 19, and has not looked back since. In his opinion, teaching young people to fly is very important, but the flying federations, he feels, often do not welcome young people’s participation.

Competition, in his view, is a logical step in the development of a pilot. Step one, he says, would be flying straight from launch to the landing zone. Step two is soaring, step three is going cross country, and step four is competition. He explains that competition helps you develop as a pilot because in competition you get the chance each day to figure out the best tactics to complete a specified task. Every competition day is in effect like a lesson teaching you the best way to fly that day’s conditions and to improve your own flying and understanding of the air.

A Man of Many Talents Interview conducted by Steve Roti Photos contributed by Bruce Goldsmith 22

Bruce was educated as an engineer, and finds this background gives him an often-unique approach to paraglider design. He points out that designing a paraglider is extremely complex, and thinks that designing the wing of an aircraft is relatively simple by comparison. First, there is the circularity of the problem, meaning that the shape of the wing defines the airflow over it, but at the same time it is the airflow that defines the shape of the wing. Another factor is the curvature of the wing. Conventional aerodynamic theory is based on a wing being flat. These things, along with many others, mean that paraglider design is so complex that it is just about impossible to fully understand the whole subject with the limited resources available to designers. Bruce believes that the intuitive feeling of the designer is important, and points out that what he does by “gut feeling” may require years of thought and research and experience before he understands the scientific reasons why his intuitions worked.

The experience he has gained through competing has had a real impact on Bruce’s design process. Competition inspires him to design and it also enables him to see his designs and those of August, 2004: Hang Gliding & Paragliding

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others at their limit, which helps him to see how designs can be changed or improved. When he first started working at Airwave, Graham Deegan gave him a very important piece of advice.

When studying gliders, Graham said, only believe what you see with your own eyes—never take someone else’s word for it. In Bruce’s opinion, competition is the best place to do this. But it’s his test pilot experience that really gives him confidence in his wings. “What I experience in test flying is three times more radical than what I actually experience in competition flying,” says Bruce, “so in competitions I feel like I am flying very easily within my comfort envelope.”

One of Bruce’s competition wings, the Ten, has an amazing glide angle of over 10:1—he carefully measured it about 18 months ago at 10.25:1, and his gut feeling is that the glide angle on his current comp wing has gotten even better although he has not been able to reconfirm this with measurements. “At the time I designed the Ten, I compared it closely with the Boomerang,” Bruce explains. “The best glide on the Boomerang is around 9.6, but what makes the Boomerang good is its stability at higher speeds, and this was the weak point on the Ten. This is why we have brought out the new Magic FR. This still has the great glide, but is also more stable at high speed.”

When asked about the future of paraglider design in both performance and safety, Bruce says he expects that there are some more major improvements ahead. “What I would really like to see is more speed range. I like to measure the quality of a design by multiples of stall speed. If your stall speed is 25km/h and your top speed is 50km/h then this is a factor of 2. My comp wing achieves a usable speed range factor of 3, with a stall speed of 20 and top speed of 60km/h. If we could reduce the stall speed to, say, 15km/h we could get to a speed range factor of 4. That would be real progress!”

Bruce has flown hang gliders and paragliders all over the world, including “exotic” locations like Iceland and Reunion Island. He has some favorite sites: “For competition, my favorite location is St. Andre les Alpes in Southern France. This is because of the amazing variety of tasks that can be flown from there—you can fly in every direction from that launch. For recreational flying, Valadares [Brazil] has to be my favorite. Not only is the flying great and safe, but also the atmosphere of the country and the people is very special. I love that place.”

Last summer, U.S. paraglider pilot Scotty Marion disappeared in Switzerland on a cross country flight. Years ago, Bruce had an outlanding in a rugged area near the French-Swiss border and walked out. Clearly, flying in mountainous terrain like the Alps presents significant challenges and dangers, and requires serious preparation. Bruce suggests, “It is very important to fly with a means of communication, like a mobile phone. When I landed Hang Gliding & Paragliding: August, 2004

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D E P A R T M E N T

out in the Alps I only had a 2-meter radio and this was not good enough. I think we would have found Scotty if he had a mobile phone. It is now possible to tap into the movements of a mobile phone though the network it passes through; this will save lives when we can use this system properly. In Europe mobile phone coverage is very good. However, in the U.S. I guess this would not work as well.”

Many years ago, Bruce made a safety film titled Instability. At the time, he says, he also made up the rules of instability that the film teaches. These are as true today as when the film was made.

Bruce is planning on making Instability2 in the near future, to add some new lessons and to demonstrate the original instability principles on modern wings.

Designer, test pilot, comp pilot, film maker—Bruce Goldsmith plans to continue in the forefront of all these foot-launch flying activities, and many more, for years to come.

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D E F E N S E

HANG GLIDING : The pilot flew over the landing field and initiated a series of tight 360s. We watched in admiration since many of us were so newly fledged that mere continuous 360s were a thing of awe and admiration. The year was 1975 and we were at Dan Johnson’s Crystal Caverns flight park for one of the first big meets in the eastern U.S. The hang glider was a standard and the pilot was a well-known expert. His spiral turns continued lower and lower until we all expected him to level out and land with grace to the applause of the hundreds of spectators and pilots gathered around. But the final phase never occurred—the pilot augured into the ground in a posture that didn’t vary from the turn entry to the dust-flinging finale.

He slowly got up, shook himself off and sheepishly carried his glider off the field. I asked him what happened. “I lost it,” he said. “I just didn’t know what way was up!”

VIEWS YOU CAN USE TO AVOID THE BLUES

PARAGLIDING : Twenty-two years later we were standing at launch on top of a mountain in Turkey in the midst of the World Air Games. We watched as over a hundred paraglider pilots launched into medium-weak thermal conditions and gaggled up above launch to wait for the start clock. I happened to be looking up when I saw a pilot enter a spin and begin to descend through the flock. His rotation rate soon accelerated. I watched at least 20 revolutions until he descended below our position and out of sight. He never recovered and was in no shape to be questioned afterward. But our careful observation indicated he was in a frozen spread-legged what-do-I-do-now posture the whole way down. He never attempted any sort of recovery control and never went for his parachute. His hands never moved the whole time.

I have watched one other hang glider pilot hit the ground in a similar manner. I have also seen two other paraglider pilots spin in and heard detailed reports of several more. In my view, there is more to this spin question than meets the eye. I believe we need to understand a few quirks of human behavior and physiology in order to prepare totally for spin defense. Preventing spin accidents is not just a matter of flying faster so as to avoid a spin or learning the recovery or parachute procedures that will provide a happy ending. We must also be prepared for our inherent limitations and learn how we can best work within these limitations. In this piece we will attempt to show what can go wrong and how to apply an ounce ahead of time, rather than pound later.

IT DOES MATTER It doesn’t matter whether you fly a flex-wing hang glider, one of the various forms of stiff-wing hang glider or a shape-shifting paraglider. You can spin inadvertently. To be sure, a flex-wing hang glider is least susceptible to a spin, but here are the possibilities: You make a mistake in the setup so that an asymmetry occurs. Or, a tip wand breaks in flight. Or, you have a midair and receive some damage. Or, you are flying a new superwing with the VG on tight and you’re diddling along a little too slowly. Take your pick.

Hang Gliding & Paragliding: August, 2004

COPYRIGHT © 2004

BY DENNIS PAGEN Photos by Chris Santacroce 25

SD PE I PN A R D T E FM EE NN S TE

The current crop of rigid wings is notoriously able to spin, due to their long spans (meaning a large differential in tip speeds in a turn) as well as their fixed and relatively small degree of washout (wing twist). The secret of their high performance is the source of their spin susceptibility.

Modern beginning paragliders are spin resistant, but not so the high performance wings. These latter designs utilize long, thin wings with low fixed twist and so have the same spin susceptibility as a rigid-wing hang glider. There is also another factor affecting paragliders: when a wing When excessive brake is pulled on one side, the stalls, the added airfoil is so compromised that the airflow separates across drag retards the the top surface. canopy while the pilot keeps moving forward due to inertia.

This pendulum effect increases Subsequently that side will begin to retreat as the other side advances (a spin). the wing’s angle

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of attack and the severity of the stall. If the stall is asymmetrical, a sudden spin can result. Any paraglider can begin a spin if a gust stalls one wing severely.

In conclusion, no matter what glider you fly, spins are a possibility, so it does matter that we learn about the effects and dangers of a spin.

During some spin or asymmetric deflation recoveries, a riser twist can result.

THE TWISTED MIND The main theme of this piece is what happens to the pilot and how he or she reacts in a spin or a tight circling maneuver. The opening scenarios paint a picture of a pilot out of control. In general aviation, there is a phenomenon known as a graveyard spiral. It is as bad as it sounds, for it happens when a pilot who is not instrument-trained wanders haplessly into a cloud and starts

August, 2004: Hang Gliding & Paragliding

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turning inadvertently. The exit is often in an uncontrolled spiral dive followed by a deadly encounter with the third planet. The average remaining life span of a pilot (of airplanes) entering a cloud without instrument training is less than 2 minutes (!) according to the NTSB. Fortunately for us, our wings don’t have such a high dive rate so we have more time to sort things out, but confusion can strike just the same. A personal experience will serve to indicate the severity of the problem. In 1979 I was flying a wing which proved to be better performing than my previous gliders. I was feeling my oats and ventured over the back of our local mountains in a generous thermal. I left that free ride and went looking for another. I crossed the valley with a tail wind and picked up the next thermal after about four miles of gliding. I climbed with concentration and was rewarded with a close look at cloudbase.

I had never experienced or even heard of cloud suck before, and guess what—before long, I was wandering around in a white, eerie world with no visual reference. The cloud wasn’t so big, and I didn’t experience any turbulence, so it wasn’t hard to pull in and descend to the bottom. But as I broke free of the cloud, I experienced a sudden and severe confusion accompanied by instant nausea, equivalent to a cotton candy/multiple hot dog/ice cream cone/greasy French fries carnival ride. My forward motion in conjunction with the movement of the cloud confounded my brain (which in a normal state is only mildly addled), and I had vertigo with a vengeance.

What’s all this got to do with spins? Simply that the reaction of our brain and its co-dependent balance systems can have a powerful and overwhelming effect on our orientation and thus our survivability. Here’s what happens in the shell of a nut: Your brain and body have four orientation devices. They are your visual sense, your semi-circular canals and your urticle in your inner ear, and certain muscles in the neck called proprioceptors.

Each provides your unconscious mind with different information. The semi-circular canals indicate rotational changes (in all three axes). The urticle detects horizontal accelerations. The neck muscles tell the brain what your body orientation is, according to what muscles must tense to hold the neck up.

Finally we come to that all-powerful sense, sight. It is sight that we depend on so much for our orientation and relative movement data, but it is sight which can cause the whole system to wig out. If our sense of sight conflicts with any of the other inputs, confusion, disorientation and loss of physical control can result.

The severity of these effects depends on the degree of disagreement between the inputs, the orientation of the head when it happens and the extent of our past experience in these matters.

Common examples of such disorientation are the mild symptoms experienced when you get car, air or sea sick. In this case your Hang Gliding & Paragliding: August, 2004

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eyes tell you that you are moving one way, but the G-forces you experience (detected in the inner ear as well as the neck) tell you something else. These effects can be severe enough to lead to a death wish (as I found out working on a sailboat in the North Sea, and a fishing boat in the Gulf of Mexico in hurricane season). But usually, no matter how much you want to die, you won’t.

On the other hand, if you are the pilot in command of any sort of aircraft and “lose it” through the touch of the cold clammy hand of vertigo, you may literally lose it permanently. Vertigo in the flying situation can be so sudden and insurmountable that you lose conscious control of your ability to function.

Here is one more thing to consider before we look at practical matters: Humans have a curious behavior in the functioning of their sight. When we are turning continuously, our eyes will fixate on a distant object and those baby blues (or browns) will rotate from the limits on one side to the other. As soon as the limit is reached, the eyes quickly flick to the other side, acquire a new fixation and again rotate until the object passes out of view. This process continues for about 20 seconds and is called the quick flick reaction. Why does it stop? The answer is that when the fluid in our semi-circular canals settles down, the brain assumes we are no longer rotating or moving. At that point the eyes typically remain fixed and our vision becomes a blur as the world rotates around us. It is at this point that the untrained brain can suddenly become disoriented.

MIND OVER GRAY MATTER What we can learn from this little investigation could save our lives. It is my contention based on experience, discussions and study that pilots in a spinning situation for the first time often get disorientated and cannot even throw their parachute, let alone perform the right controls to exit the spin or spiral. Therefore, it doesn’t do us any good to study or practice spin recovery methods unless we can maintain equilibrium.

Fortunately, experience has shown that we can improve our body’s ability to handle strange situations or orientations and still come up a winner. What we are up against is this: the proto-humans did not evolve in an environment that required much turning motion. Whirling dervishes, Tilt-a-whirls and riding around in clothes dryers came long after we were “civilized” and our brain function mostly fi xed. So we shouldn’t expect to be able to automatically handle continuous spinning action. A case in point is that when hang glider pilots fi rst explored the world of fl ight there was a phenomenon known as the 360 syndrome. Pilots attempting a 360º turn for the fi rst time would sometimes get disoriented and hit the mountain below launch. We lost a few pilots in this manner. That is why the training manuals suggest starting with one 360 well away from the terrain and adding more 360s one at a time.

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Fortunately, paragliders, like airplanes, don’t leave the pilot so confused, because the turn occurs at a slower rate (and the seated posture helps since we practice when we use bicycles and cars), unless the pilot really cranks into the turn. Nonetheless, occasionally a pilot can get disoriented in a slow 360. I once had a student who would lose her sense of balance every time she started a turn.

So how do we practice to handle fast multiple turns associated with spins, continuous 360s or spirals? The answer has already been exposed: gradually. In a series of monographs that appeared in Sport Aerobatics magazine, one of the EAA’s publications, Dr. Fred DeLacerda* went into detail about how to gradually work up to the mind-twisting maneuvers that airplane aerobaticists encounter (these maneuvers are much more complicated, much snappier and involve much greater G-forces than anything we experience). The trick is to do a maneuver mildly at fi rst. In our case, we add more and more 360s while doing gentle turns. Then we start doing the turns more steeply in singles, then in multiples, adding more gradually.

Eventually we should be able to build up to a turn rate that is quite fast with no ill effects.

Pilots of All Wings

There’s much more to learn!

This normal 360 practice probably will not be as potentially disorienting as a spin. But you can add some severity by entering a spiral. A spiral is simply a diving high-G continuous turn.

On a hang glider we perform it by pulling in and turning. On a paraglider we turn with one brake while letting off with the other. In both cases, a spiral can be dangerous if we aren’t high enough above the ground and we are careless with the controls.

(This piece is not a tutorial on how to do spirals, so seek experienced advice when attempting them for the first time.) The point is, a spiral creates high G-forces, so even though it doesn’t rotate as fast as a spin, a spiral may be just as disorienting because it confounds the senses with a strong message that “up” ain’t really where it’s at after all.

Another factor in this turning practice is that currency plays a role. Dr. DeLacerda states that an inexperienced pilot may lose the ability to retain orientation in continuous turns in as little as 10 days. A more experienced pilot will lose the ability at a slower rate. We all should suspect a loss of resistance to confusion of the senses after a winter of not flying. In my own flying, I often auger down over a landing field when I come in high, just for the feel of it. I also practice tight spirals and reversing

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e-Mail: Pagenbks@lazerlink.com August, 2004: Hang Gliding & Paragliding

S P I N

spirals on a hang glider in order to stay prepared to escape cloud suck. Finally, I occasionally perform spins (flex hang glider only).

Despite all this practice, if I haven’t done any of this for a period of six months, say, I find I am more susceptible to vertigo in a high-G turn as it begins to stir my stomach, cloud my brain and stretch my eyeballs at the edges.

OTHER DIGRESSIONS There are a few more things to add about this turning/spinning/ spiraling situation. One is any extraneous motion of the head can worsen the disorientation effects. Try not to swivel your cranium if you can avoid it. Looking around to see what’s damaged or balled up when you have developed a fast turn rate is asking for trouble. Another problem that can occur (especially with a broken hang glider) is the development of a spin that is so fast that centrifugal force prevents you from pulling an arm in to reach a parachute.

D E F E N S E

...pilots in a spinning situation for the first time often get disorientated and cannot even throw their parachute, let alone perform the right controls to exit the spin or spiral.

Finally, we should point out that different gliders have some quirks not normally associated with spins on conventional aircraft (and therefore conventional experience doesn’t always apply). Firstly, rigid-wing hang gliders (and to a lesser extent, flex wings) can have a wicked spin reaction because without a tail our yaw stability is low. There can develop so much yaw rotation that the outside wing (the unstalled one) lifts much more than the inside one, thus steepening the bank and pitch angle. What often occurs is that the wing goes over on its back, partially or wholly. I have witnessed this action myself on a rigid, and have even heard of it happening on a flex wing.

With a paraglider an even stranger thing can occur: because of its slow speed and ability to change the rear of the airfoil dramatically (with the brakes), a wing can stop almost all of its forward motion and the inboard stalled portion can actually rotate backwards: the so-called reverse spin. The effects can be seen in some films where the trailing edge tries to blow forward. The result can be a severe and disorienting spin. An added factor is the pilot’s suspension well below the wing has him swinging around and creating more Gs than if he was simply rotating. Worse yet, if a canopy snaps into a spin rapidly, the result can be a twisting up of the lines which greatly hampers recovery.

ROTATIONAL DEFENSE With all of the above in mind, we have to add a new wrinkle to the classic spin defense policies. Of course, a prevent defense is the wisest choice. Paying attention to airspeed in turns, paying attention to the possibility of cloud suck (staying out of clouds) and paying attention to the position of other air traffic is the first step to staying healthily unspun. But there are other matters to consider.

One thing taught to sailplane pilots (with their very spinnable, long-spanned wings) is to make their turns—especially those down Hang Gliding & Paragliding: August, 2004

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low in the landing pattern—steeper. Steeper turns, although they result in a higher stall speed, reduce the difference in tip speeds between the inside and outside wing tips. As a result, the entire wing is less likely to stall. It is virtually impossible to stall a glider in a 60º bank, but easy to stall an inside tip in a shallow turn. The same approach applies in thermals. In particular, many new rigid wing pilots are fearful of spins and erroneously perform careful shallow turns in a thermal. This practice makes them more vulnerable to errant gusts and also makes them more likely to encounter these gusts at the edges of a thermal cylinder.

The second point we should consider is how important it is to be ready to throw a parachute early and immediately when a spin begins. This admonition applies especially to rigid wings and paragliders, and becomes a stronger argument the lower you are. An unfortunate occurrence of a spin fatality at the European Paragliding Championships last year indicates that no matter how experienced you are, you may not have time for any options but tossing silk and may be susceptible to the insidious pitfalls of vertigo.

Finally, it pays dividends for all of us to think about, discuss and explore our personal susceptibility to vertigo and confusion. Do we get motion sickness easily? Do we have problems orienting in thermals, especially with other gliders nearby confusing the issue? Can we spin around on the ground rapidly for over 20 seconds without falling down? It is useful to try this experiment to simulate what can happen in the air. No matter what our susceptibility to disorientation, it behooves us to practice continuous turns whenever we can.

Talk to your fellow pilots about the possibilities and remedies.

Complex reactions and accident syndromes such as the matter of vertigo are not totally solvable by individual self-exploration or study.

It takes the whole aviation community sharing experiences to help define the problem and come up with solutions in the first place.

We don’t expect to have accidents, but then we don’t expect to get sick either, most of the time. Yet it happens if we aren’t cautious or prepared. Spin/spiral disorientation/vertigo accidents do happen. They have been documented in all forms of aviation, so we shouldn’t consider ourselves exempt. We should be prepared so we don’t have to be repaired. (footnote)

* Dr. Fred DeLacerda initiated the Human Factors program of the International Aerobatics Club (their interest is airplane and sailplane aerobatics). His series of articles appeared in Sport Aerobatics from 1998 to 2000. He has discussed a number of topics relating to how the body and brain behave in the air.

We will be presenting more of this material in future articles.

Also, see the chapter entitled “Aeromedical Factors” in my book Performance Flying.

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W H I T E

Dixon White, 1956-2004 Paragliding Loses a Leader

By Dan A. Nelson

Less than five years. That’s how long I knew Dixon White. But in those five years, he had a profound impact on my life—for which I’ll be forever grateful.

D

ixon White, owner of Dixon’s Airplay paragliding school, died in his sleep sometime during the night of May 30. He was just 47 years old. Dixon started off in my life as a source for a newspaper story I was working on, but he soon became more—much more. In short order, Dixon became my instructor. As I grew into the sport and the world of paragliding, Dixon stepped in as my advisor. My mentor. My columnist. My colleague.

My sounding board. And, above all, my friend. He was a source of comfort when I needed reassurance or explanation about anything flying-related. And he was a source of entertainment when conditions didn’t allow flying—he was a masterful juggler, tightwire artist, classical pianist, and storyteller. I watched him juggle batons with a student who had also mastered that craft, tossing the bowling-pin sized batons across back and forth past his bewildered colleague and friend, Marty DeVietti. When the parawaiting hours stretched on, he’d talk about his family, about his flying, and about life in general. When he saw pilots get bored, he’d tell a joke. (My favorite was the story about seeing the blind man flying. The man would just get himself pointed off launch, then go. Once aloft, he’d feel the lift and be able to enjoy long, beautiful flights. But Dixon couldn’t figure out how he landed safely. “That’s easy,” said the blind man. “When my dog’s leash goes slack, I flare!”)

I met Dixon in 1999 while researching a story about paragliding for The Seattle Times. My spouse wanted to try to the sport and I wanted to get a good story, though at the time I wasn’t really too keen on pursuing paragliding once the story was filed. Dixon recognized that and never once pressured me to do more than I wanted. His focus was on making sure that I was right for paragliding and paragliding was right for me. Indeed, as I look back at the story I wrote, I can see that even then I realized I was being appraised and evaluated every step of the way: “White begins working on your safety before you ever set foot in the flight park,” I wrote. “He spends some time talking with each would-be student over the phone to gauge their interest, commitment and reasons for wanting to fly paragliders. He wants to make sure that each and every student he takes on has the proper drive and motivation not only to succeed in becoming a pilot, but also to succeed in becoming a safe and responsible pilot.

Hang Gliding & Paragliding: August, 2004

Photo: Dan A. Nelson

“Safety first is an oft-repeated motto at Airplay, and the instructors all insist on strong attention to detail and a serious attitude every time you clip into your harness.”

That, I believe, is one of Dixon’s most powerful legacies—the “safety-first” ethic he taught to each and every student enrolled in his school, and which became a core part of the teaching methods used by every instructor he mentored. That was one of the reasons folks flocked to Dixon’s school to learn. Hundreds, if not thousands, of pilots learned from Dixon and his core of likeminded instructors.

That widespread impact on the paragliding population was illustrated the morning after Dixon’s death. That Sunday morning, a random collection of pilots had gathered at Washington’s Fort Ebey State Park to fly the west winds coming in off the Strait of Juan de Fuca. As the word of the Dixon’s death went out, the pilots—nearly 25 in total—gathered together to share their thoughts and their grief. Though the pilots came from all over the Northwest—and two came from Texas—nearly every one of the pilots on hand had spent at least some time learning from Dixon. And if they hadn’t been taught directly by him, they had learned valuable lessons from his videos and magazine columns.

In short, Dixon helped all of us become better, safer pilots in one way or another.

That legacy of safe flying grew from his own personal flying habits. Dixon loved to fly, and he would fly whenever he could, but he did it safely. Dixon enjoyed more than 7,000 safe, injury-free flights in his long career, earning seven USHGA Diamond awards.

He was also USHGA’s first Paragliding Instructor of the Year.

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Dixon is now gone, but his passion for paragliding, as well as his drive to provide safe, high-quality instruction, lives on. In addition to his instructional videos and printed materials, Dixon left a legacy of top-notch instructors to continue his work.

His close friend and partner in instruction, Marty DeVietti— the second recipient of USHGA’s Paragliding Instructor of the Year—continues to fly and to teach. Rob Sporrer, the winner of the 2002 Instructor of the Year, learned from Dixon. His Eagle Paragliding School in Santa Barbara is a sister-school to Dixon’s Airplay, as is Washington’s Aerial Paragliding, owned and operated by Doug Stroop and Denise Reed, two young instructors who learned to fly from Dixon, and then learned to teach from him as well. Doug and Denise were first runners-up in this year’s voting for Instructor of the Year.

The list of instructors mentored and developed by Dixon is impressive, but Dixon’s real accomplishment—the one he seemed to take the most pleasure from—was helping individuals discover the joyous reality that they, too, could fly. Dixon would greet each day of class—be it with brand-new P1 candidates, or seasoned P4s looking for some cross-country tips—like a small child, gleefully clapping his hands and announcing, “We get to FLY today!”

As much as Dixon loved to fly, though, paragliding was a distant second in his heart. His true love was reserved first and foremost for his family. Seldom, if ever, have I encountered a more devoted husband and father. Dixon spoke frequently and fondly about his son, AZ, his daughter, Holly, and his beautiful, loving wife, Debra.

Dixon would sing their praises every chance he got and he wasn’t bashful about admitting they were the true center of his universe.

❦ Sunday, May 30, early weather models showed conditions at Fort Ebey that weren’t very promising. But we ventured out, nonetheless. We had to get out and at least see for ourselves. We had to spend time at a flying site on that gray Sunday morning.

The news of Dixon’s death pushed Donna and me into a mournful state. We didn’t know if we could fly even if conditions allowed it, but we knew we were at the right place on this awful day—a place to fly. And, as if someone on high were smiling down on us that morning, the rain stopped, the clouds parted, and a steady, smooth wind blew in from the west. All around, grey clouds lingered, but there on Whidbey Island, at the Fort Ebey launch site, the sun shone, the winds came in straight and true, and the pilots flew! Thanks for everything, Dixon.

—Dan A. Nelson

❦ 32

August, 2004: Hang Gliding & Paragliding

REMEMBERING DIXON

Several of Dixon’s friends, students, colleagues and fellow pilots shared their thoughts and feelings about Dixon with me, in hopes their insights could be shared with the rest of the flying world. Some, such as Fred Krusemark’s comments about Dixon’s sense of humor, were shared in conversations as we remembered our friend. One of Fred’s most salient memories was about Dixon’s efforts to get the folks on his Mexican flying trips to sample local foods—specifically, the spicy salsa made from pureed beetles. He was so successful in this, Fred notes, that everyone not only ate the salsa but also sampled the live beetles, with Dixon leading the way: He grabbed one of the bugs and popped it in his mouth, letting the beetle crawl across his tongue before munching it down.

Dixon had a well-honed sense of humor, but it was his passion for flying, and for life, that are etched deepest in our memories. Here’s what some of the folks I spoke with had to say about their friend, Dixon White.

❦ I first met Dixon in early 1995, shortly after we opened business as an ISP in Flagstaff. The guy who ran the computer store next to his vacuum shop brought him to my office to talk about registering domains and setting up a Web site. Dixon had never heard of the Internet and was making very limited use of his computer. He took great joy in telling of how I rolled my eyes and sighed when he couldn’t tell me what operating system he was running on the machine. He was just one of our customers for the next few years until we began seeing each other around the elementary school and at mutual friends’ houses.

His kids are close in age to my older daughters. My daughter Nikki and AZ are in the same grade and Holly is a year ahead of Natalie. The kids fell right in as close friends and Debra and Dixon became our closest friends here in Flagstaff. We used each other as emergency contacts for the kids and often swapped duties to pick them up when we had scheduling conflicts.

We happened to be at the 2Bar3 in December, 2000, having dinner to celebrate my birthday.

Dixon, Debra, Holly, AZ, Doug and Denise came in, and when Dixon learned that it was my birthday he not only bought us dinner, but also joined me in several rounds of Yukon Jack. Talk turned to paragliding and I asked where they flew. The next day my daughter and I headed out to Sheba to watch. We went back the next day. Two days later I emailed Dixon saying telling him how much I enjoyed everyone I met on the hill and that I wanted to take lessons. My instruction began the next day. I had a week of private instruction, just Dixon and me on the hills each day.

Our friendship with the Whites continued to deepen. I started helping Dixon with the maintenance of the Web site and doing house calls to help him with computer stuff. My kids adored Dixon, and our now 3-year-old took great pleasure in imitating him pushing a new pilot down the hill at the ranch as pictured in the Starting Paragliding video—she puts her arms out and runs across the room shouting, “Dixon does this!”

Photos: Dan A. Nelson

I feel lucky to have been not only one of Dixon’s students and close friends, but in the last year or so, one of his confidants. We had many long conversations about his business, his family life and his dreams for the future.

It is hard for me to think of special moments or stories that highlight my relationship with Dixon. I enjoyed his (often adolescent) humor, his passion for everything he did, his skills with people in any walk of life, his advice freely given on any subject, the sparkle in his eye and his selflessness.

—Joel Goldberger, Flagstaff, Arizona

❦ 33

REMEMBERING DIXON

❦ I don’t think that there is any reason to say anything now other than what I have been saying for years: If there ever was an instructor anywhere on the planet whose skill rivaled Dixon’s, I have not yet met him. Dixon’s ability to teach paragliding was, without question, unparalleled. I doubt that it will ever be matched.

Beyond that, and on a personal level, to say that Dixon was influential in my life would be a gross understatement. He changed my life by teaching me to fly, and modeled the way I see and enjoy this sport, which is now my livelihood and my passion. Dixon instilled in me his endless love for flight and for this I will be forever grateful. Too many instructors and people who make their living in paragliding lose sight of the reasons they began in the first place, and end up grinding away at another crappy job. Dixon’s love of the sport was never soured by his needing it to pay the bills; his desire to fly never faded.

Dixon was an incredibly intense person who invariably left deep impressions on the people he interacted with. No one who knew him will ever forget his intensity, his passion for flight, his caring, or his irreverent yet keen sense of humor. I feel vastly fortunate to have been his friend and to have been influenced by him.

The majority of my airtime has been accumulated overseas and I have flown in many places with many pilots. The more I fly, the more thankful I am to have learned from Dixon and Airplay. It hurts a great deal to think that I won’t be able to continue learning from him in the future. For every thing that is done, there is only one person who is the best at what they do.

Our friend Rob Whittal said, when he heard the news, “It happens to us all—his flight will be long.”

—Matt Gerdes, Austria

❦

34

August, 2004: Hang Gliding & Paragliding

REMEMBERING DIXON

As we know, Dixon was highly regarded in the paragliding community. His high standards for safety and attention to learning paragliding from the ground up made me ultimately stick with the sport.

His emphasis on perfecting launching, landing, and ground handling as a precursor to actual flight have guided my progression as a pilot. This level of skill is apparent in all of his students on launch, in flight, and in the landing zone.

I admired Dixon’s understanding of weather and how to interpret weather information when making the choice to fly. Again his emphasis on safety and fun was paramount. Dixon was an astute businessman.

With help from the excellent instructors he surrounded himself with (and trained), he built Airplay into one of the top paragliding schools in the United States.

His reputation for safety and skill-building attracted pilots from around the country to his school for training. His high standards and structured approach to teaching were passed on to the instructors he employed in his school. They will continue this legacy.

As much respect as I have for Dixon’s dedication to his business, I will always have more respect for the choice he made to dedicate himself to his family. In the years Dixon made the annual migration to the ranch in Washington to continue his instruction, he always expressed to me and others how difficult it was to be away from his family and how much he missed his wife and children. I was glad when he made the choice to remain in Arizona during the summer to be with his family.

As passionate as we can get about flying, there are things far more important in life, as is evidenced by his choice to be with his family.

Dixon had a profound influence on my life and I will miss him. Best regards to his family, and may they find peace with the understanding that Dixon was respected and highly regarded by us, his extended family.

—Andrew Gagne, Seattle, Washington

❦ “Imprinted” falcons are introduced to a human within a couple of days of hatching. They bind to that human for life. Even though the human partner doesn’t get to fly with the raptor, they are never separated in any permanent sense.

Hundreds of humans went through their fledgling flights and learned when to fly and how to fly as safely as possible with Dixon White. His precision as a teacher, his studied articulaHang Gliding & Paragliding: August, 2004

tion of weather patterns and his uncompromising insistence that we take care with all things have left his imprint on a form of flight that is indelible and unique. His thoughtfulness on a launch site for everyone there and his appreciation and understanding of the world beneath his feet and the atmosphere around him are encompassing, reassuring, and always didactic. His utter sense of balance, his control in any given moment—even as he watched the horizon and prepared for the immediate future—were uncanny.

I have written four articles for national magazines about Dixon. He phoned me a couple weeks ago to tell me a men’s magazine was interested in another story. But he was recuperating from knee surgery and he was sticking to the post surgery schedule—he was staying on the ground until August. That was “fine and dandy,” he said, because he would have more time with Debbie, AZ and Holly.

Photo: Ron Kuipers

❦

Dixon’s huge, sensitive heart was full of pride and love for Deb and the kids and for his parents. He managed to balance that with his yearning to fly and to teach others to fly.

“No one is balanced, everyone is balancing,” he told me a few years ago. He took the world moment by moment like a man on a unicycle—carefully, with momentum and playfulness. Like imprinted fledglings, we will never be separated from Dixon.

He has touched our lives in the most exhilarating and exalting ways possible. and he did it with some liberal doses of cornball humor. Thanks, Mr. Cider.

His pride was the safety his students enjoyed under his wing. He fretted and sought to improve and refine his teaching techniques constantly. We all will feel our bond, our imprinting, again and again, like an uplifting column of warm air. When we falter, or lose focus, or find ourselves in trouble, Dixon will be there, keeping us safe.

—Tom Harpole, Avon, Montana

❦ Additional comments, reflections, and remembrances can be found online in the Big Air Paragliding forums (bigairparagliding.com). Details about memorial contributions in Dixon’s name can be found at www.airplay.com.

35

A D N E P E M A RO TM ME ET NE T R

In-Tune to the Wind: The next step in hand-held anemometer design.

Article and photos by Michael Dore

• Disclaimer.

The following article is a news item, intended only to describe a concept that has been brought to fruition at this time for the inventor’s personal satisfaction. The inventors, authors, and photographers assume no liability for the use of this information by others.

There are numerous factors to be considered when trying to judge the wind.

Simply put, NEITHER THIS NOR ANY TOOL SHOULD EVER BE USED IN PLACE OF GOOD JUDGEMENT, TRAINING AND SKILL. The user of information contained in this article assumes all liability for use of these concepts.

• A sense of the wind.

There is no question a sense of the wind is quite important for pilots of light aircraft, especially during the first years of training. Tuning into the wind and being able to detect discreet changes in wind speed and frequency of cycles is a very important skill to develop. As a student kiting or a low-airtime pilot nervously awaiting launch, small changes are hard to notice. These small changes can, however, dramatically affect the pilot's safety if they go unobserved.

As students we learn to listen to the wind, feel the wind on our faces, feel the pull of the wing, watch the movement of the trees. After a bit of time and practice you can feel a breeze on your face and know how that would feel to your wing. We refer to this as experience, something you only seem to get just after you really needed it; and lest we forget, "judgement is always in question."

I learned this early along in my paragliding 36

career. While kiting unsupervised as a new P2, I found myself off the ground flying backward. I ended up face down in a pond. Going for a swim in the early spring of New England is quite unpleasant, and with a paraglider harness on it's simply terrifying. This experience taught me to question my judgement, and it cost me quite a bit of confidence. Not the result of any one mistake, this accident (like most) was brought about by a succession of events I’d overlooked, none more important than the fact the cycles were growing more frequent and the wind speed was slowly increasing. Not by much, but enough! Let's just say it’s a fine line and a short time between kiting well and getting dragged like hell.

• We built a guitar tuner?

For some weeks after this I was unable to kite with any confidence. I would pull my wing down at the first puff of wind and stand there, idle, contemplating anemometer readings. Then it came to me: Why not give the anemometer a voice!

With this in mind, my good friend Lyle Hazel and I set out to make an audible anemometer.

At first we just wanted an alarm sound to tell us when the wind was getting too strong.

After a short time we saw the real benefit was to produce a different tone (note) for each MPH. This way we could roughly tell what the wind speed was and we could clearly hear the frequency of the cycles. As the wind speed increases the tone increases, and as a natural response this grabs your attention. It almost forces you to listen to the wind!

For the alarm we chose to use alternating notes 1/5 apart, similar to a police or ambulance siren, except our alarm increases in increments as the wind continues past the threshold. This way you hear a noticeable change in sound when the alarm threshold is surpassed but you still get specific wind speed information.

We then modified a music stand to mount the anemometer about five feet high (manhigh). We chose a music stand because it was small, light and portable, and we found that mounting the anemometer man-high worked best because for our purposes the anemometer August, 2004: Hang Gliding & Paragliding

AD NE EP M A R O TM ME ET N E R T

should sense the wind relative to the pilot, not the wing.

Placement is, of course, crucial to getting the most factual information. On a flat field we found placing the anemometer at least 50 yards downwind of any obstacles and 10 or 15 feet in front of us delivered the best results. As for placing it on launch, we learned if we put the anemometer at the crest of the hill and angle it to match the slope we got the most accurate readings. You need to set the speed at which you want the tone to start (e.g. 8 MPH), then set the alarm threshold (maybe 18, my personal best) and you're ready to go!

• Train your brain.

Clearly the subject of wind is a very big one! Wind shadows, rotors, turbulence generated by obstacles, wind gradient, vertical components, horizontal components: There are simply too many variables to discuss in this article. The bottom line is you just can't trust an anemometer to give you the whole story. Still, with an audible anemometer placed properly and in front of you, the sound you hear is directly correlated with what you will feel on your face a second or two later. The game here is "train your brain"! It's about relative wind flow.

What you feel on your face, the pull of the wing and the sound you hear all come together. You are already doing this; the audible anemometer simply provides a tone giving you reference to a calibrated wind speed. Thus you quickly learn that breeze and that pull are about X MPH. • Why should I use a tuner? (It's an old argument.)

Being a bass player for many years, I have heard many arguments for and against the use of electronic guitar tuners. No matter which side of this argument you're on, most agree it will sharpen your ear to the subtle changes in waves you need to hear in order to tune your instrument. An audible anemometer helps you in the same way. You still see, hear, and feel the wind, but the audible sound lets you hear the texture of the air and the frequency of cycles in a more exaggerated format.

• A useful tool on launch.

With all this sound about, you might think it more of a distraction than a help, but I have placed the audible anemometer on launch at several sites without complaint. The tone is not intrusive or loud and it quickly blends in with the rhythm of the wind.

Furthermore it seemed to be quickly adopted by fellow pilots with little or no explanation.

• Never turn your back on the wind!

Our original intent was to build a training tool for ground handling paragliders, but along the way we discovered it has a place on launch, and not just for paragliders.

Hang Gliding & Paragliding: August, 2004

We live in the northeastern U.S., and anyone who has flown in this part of the country will tell you the word "laminar" rarely applies to the flow of wind here. Launches are frequently no more than tree slots or worse! Often the difference between a graceful launch and a scary one is the ability to judge the cycles.

The wind demands our attention, but we are not always able to listen. This is a universal problem, but with an audible anemometer you don't have to stop what you are

doing to take readings. Now you can hear what's going on at the crest of the launch even when you are setting up your gear in the wind shadow. With the sound of the wind being amplified, it won't matter what you are doing, you'll quickly get a sense of texture on the day’s wind. You’ll start to hear the rhythm of the cycles.

Typically if I'm on launch I set the tone to start at 8 MPH and to stop at 15 and the alarm to go off at 18. This way if I don’t hear sound or the sound is erratic I don’t bother trying to launch.

That’s my window of confidence, and this tool helps me find and stay within my abilities.

• Can I have one?

We have worked very hard on this project and spent a great deal of our own time and money, so we are in the process of obtaining a patent. We have spoken to several manufacturers and unfortunately, because we are dealing with such a small number of sales, none are willing to do an OEM manufacture for us. We are still testing the waters and don’t know if the free-flight community can support a start-up in the already saturated handheld anemometer market space. We are hoping to be able to offer a kit in the near future. For now we will help you to build your own, but only for personal use and only if you are willing to sign a hold-harmless and a non-disclosure non-compete agreement. For more information go to www.parawinproducts.com.

37

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These replacement tubes are cut and precision milled so they’ll fit perfectly on: • Aeros • Altair • ATOS • Exxtacy • Ghostbuster • Laminar • LaMouette • PacAir • Seedwings • Stalker • UP TRX • Wills Wing. Don’t see yours? Call!

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• Conclusion.

No tool or device will ever be a substitute for solid training, sharp skills and good judgement. We did not set out to build a tool to make flying easier, only a bit safer. An audible anemometer can’t give you instant confidence, but it can help you tune your senses to recognize a 12 MPH wind when you feel one. The anemometer we built got us out practicing our skills more often, and in the end that’s the only thing that can make you a better pilot.

Side note: I cannot write this article without including a big thank you to Fly-Lyle Hazel, whose skill as a programmer gave life to this project! I will not forget the countless hours of time you spent not flying. Thank you, dude!

Also our thanks go to Richard Perdichizzi, senior technical instructor of aeronautics and astronautics at MIT, who proved to us that one hour in a wind tunnel is better than 10 hours with a slide rule. Thank you for taking the time to help our humble cause. We hope you find time to get back into the sky again soon.

About the inventors Michael Dore is a 39-year-old pilot from Burlington, Massachusetts, where he owns a small web hosting company. He’s been flying SEL and sailplanes for a decade or so, took up paragliding two years ago and currently has his P2 rating. Lyle (Fly-Lyle) Hazel, a computer programmer who lives in nearby Arlington, has also been active with air sports for more than a decade, and holds both P2 and H2 ratings.

Phone: 209.863.1400 Toll-Free: 888.530.9940 E-Mail: custsvc@angleofattack.net Website: http://angleofattack.net 100% Guaranteed. If not satisfied, return unused tubes for 100% money back. Major Credit Cards accepted.

38inquiries encouraged.

OEM/Dealer www.BirrenDesign.com

August, 2004: Hang Gliding & Paragliding

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R E V I E W

Equipment RevieW: The Brauniger Compeo and the Flytec 5030 Varios/Flight Computers The Compeo/5030 is a vario with an integrated GPS, and includes a flight computer, final glide calculator and data logger. Flytec is currently in the process of getting the instrument approved as an IGC-certified data logger, which is required for validating world record attempts.

The Brauniger Compeo and the Flytec 5030 are essentially the same instrument. The only differences (so far) are that the Flytec 5030 has a different key pad made by Flytec’s longtime key pad manufacturer that has more tactile feedback than Brauniger’s, and the model name of the instrument that you’ll see on the screen when you start it up. Otherwise all the functionality is exactly the same. Both manufacturers have put out Flytec-developed firmware updates at the same time.

by Davis Straub, contributing editor

Hang Gliding & Paragliding: August, 2004

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Bruce Goldsmith flying the Airwave Sport 2 over Monaco last January

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This is obviously an unusual arrangement, to have two competing companies developing and selling the same product, but so far it seems to work. They appear to be acting as two different distribution channels and customers can choose from whom they wish to purchase the instrument.

Pilots who wish to fly cross country or participate in competition will find the Compeo/5030 to be a very useful instrument indeed.

Vario: First, as a vario it has significant flexibility. The user has a wide latitude of control over the vario tone with the ability to set beep frequency, modulation, pitch, dampening, and threshold. Using Flytec’s FlyChart software (http://www. flytec.com/fc_downloads.html) the user can test all the settings on their computer to determine which tone is most pleasing

42

for what level of climb rate and then automatically program the Compeo/5030 for those settings. In addition, the vario portion of the Compeo/5030 has all the functionality of a high-end vario, just as you’d expect.

The vario flexibility extends to the display of vario information on the Compeo/ 5030’s screen. You can choose a dial view (like the Brauniger IQ-Comp) or a bar view (like the Flytec 4030). The somewhat ironic part is that the bar view was the first view available from Brauniger for the instrument. When Flytec came on board they introduced the dial view (see Figure 1).

Figure 1 Steve Kroop at Flytec USA comments that Flytec developed both types of displays for variometers. The 2020 (circa 1983) was the first hang gliding variometer that was microprocessor controlled, and was the first vario with a graphic LCD. The analog variometer on the 2020 had a vertical display. The 3000 series débuted the round dial as we know it today (0 ft/min in the 9 o’clock position, with lift clockwise towards 1 o’clock and sink counterclockwise towards 5 o’clock).

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Flytec also has the patent on the double scale that allows greater resolution in the same amount of space. Some pilots prefer the vertical display while others prefer the dial. It should come as no surprise that given the power of the 5030, Flytec would give pilots the choice of display since they developed both types.

According to Steve Pearson at Wills Wing, both display types were in development at Brauniger before Flytec and Brauniger agreed to jointly continue the development of the instrument. Steve writes that Flytec came on board later and has since made significant contributions to the software development.

GPS: Integrating a GPS with a vario adds significantly to the capabilities of a flight instrument. For a number of years most competition pilots have made do with patched-together vario/GPS combinations that were better than nothing, but less than satisfactory. Integrating the GPS into a full-fledged flight computer means that the GPS can be programmed to provide position data at a rate that makes for much more accurate calculations of wind speed and direction. These calculations were haphazardly carried out when varios were cabled to Garmin GPSs. Without integrated GPSs, pilots were reduced to purchasing streamlined shells that fit around the separate vario and GPS. Combining the two functions together in the Compeo/5030 means a significant weight reduction, reducing the mechanical stresses on the vario clamp and allowing for greater flexibility in instrument placement.

I mount my 5030 right on my base bar and have no problem with it attempting to rotate itself around the bar as long as I have a standard heavy-duty Velcroed clamp. There is no need for a special clamp or extra tie to steady the Compeo/5030, which is often required with the combined units.

tion to your last thermal, your optimum glide path to goal or next waypoint using the measured wind speed and direction, the component of the wind speed along your track and whether it is negative or positive. In addition, you get significantly more accurate values for height above best glide, projected height above goal or next waypoint, L/D over the ground, and L/D required to make goal.

Flight computer: The Compeo/5030 is not just a vario with a GPS. It is a flight computer that provides the pilot with more useful information than just how fast they are climbing or sinking and where they are. If you are a ridge rat, or you don’t want to optimize your cross-country flying experiences, you won’t need any of this information. If you are a competition pilot, it is absolutely essential.

Some high-end varios have had McCready rings for a long time. The McCready ring on my old Ball dial vario actually was a ring that I adjusted to what I thought would be the strength of the next thermal that I would run into. The Compeo/5030 has a McCready indicator that automatically points to the rate of climb that corresponds to your current air speed. You can adjust your airspeed to adjust the McCready indicator (pointer) to match the climb rate you expect for the next thermal.

The McCready indicator is displayed as a reverse (white) bar in the dial display or an arrow in the bar view at the top half of the Compeo/5030 screen (see Figure 2). You can line it up next to your average climb rate (shown in the outer ring of the dial in Figures 1 and 2) for the last thermal as a good guess at your next climb rate if you wish. With both the McCready indicator and your last average climb rate displayed you can choose to match the two values, but are free to choose any value of lift that you deem appropriate by just pulling in or pushing out on your control bar.

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Figure 2 You can fly at best glide speed or at best speed to fly or anywhere in between all with the flick of a wrist, and the instrument tells you just what you are doing.

The bottom half of the screen gives you a compass rose, as well as the possibility of showing up to seven user-selected variables each on three separately selectable displays (see Figure 3). You get three sets of user-selectable variables to display and you can change from one set to another by pressing the right arrow button on the keypad (see Figures 4 and 5 on page 44).

Figure 3

The integrated GPS also increases the functionality of the flight computer, allowing you to display distance and direcHang Gliding & Paragliding: August, 2004

43

D E P A R T M E N T

Figure 4:

Figure 5:

Flytec 5030 (Figure 4) and Brauniger Compeo (Figure 5)

I have configured my 5030 to display one set of variables that are useful for flying in the start cylinder before the start of a competition task, and two other sets that are useful for flying to a waypoint or going on final glide to goal. The pilot can easily set up these different displays in advance and simply select them in flight with a single button push.

When setting up a set of user-selectable variables to display, you have many variables to choose from and you just pick the relevant ones. For example, for the start cylinder display I have chosen to view these variables: Current Time, Distance to waypoint (start point), Bearing, Track, Wind Speed, Ground Speed, and Speed Differential. For my final glide screen, I have chosen to display Distance to waypoint (goal), Altitude above best glide, Altitude above waypoint (goal), Wind Speed, L/D required (for goal), L/D over the ground, and Ground Speed.

The bottom half of the screen also displays a compass rose with an arrow that points to the next waypoint (which may be the start point, a turnpoint, or goal). It shows me what compass direction (true in my set up) I am heading, and which direction it is to the next waypoint. I can just follow the arrow if I like. The compass rose also displays the optimum direction to fly to get to the next waypoint (taking into account the wind speed and direction), the direction to the next turnpoint after that, the wind direction, and the direction to the last thermal.

Of course, the upper half of the screen is continually displaying the normal variables that you would expect from a vario: averaged rate of climb, the instantaneous rate, and your altitude, as well as your current air speed. While this may seem like a lot of information, I find it to be just right.

The flight computer has a built-in, very sophisticated final glide calculator. It takes the wind speed and direction, altitude, climb rates, your air speed, and distance to goal into consideration and provides you with a calculation of your height above your best glide slope and the projected height that you will arrive above goal at your current air speed.

It also allows you to set the head wind or tail wind component manually (like the Tangent and the Flytec 4030 Race). You can use the calculated value of the wind speed displayed on your instrument and enter that value or modify it a little to represent what you think will be the wind speed throughout the layers of air that you 44

August, 2004: Hang Gliding & Paragliding

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will dive through to get to goal. You set this value by pushing the function buttons and using the arrow keys to raise or lower the value. I don’t bother, but former Tangent and Flytec 4030 Race pilots will swear by this feature.

The instrument tells you when you can go to goal by inverting the display of Altitude over Best Glide and Altitude over Waypoint (goal) in user-selectable fields. If you are in a strong thermal, the instrument will tell you to continue climbing so that you can go to goal with the optimum speed. You can look at your Altitude over Best Glide to know how much extra altitude (assuming all goes well, or at least not badly) you have on your way to goal, and you can pull in to speed up until your projected Altitude over Waypoint (goal) goes to zero (if you dare).

Jeff Huey has this to say about flying with his Flytec 5030 on the first day of the Florida Paragliding Tow Meet in May 2004: “I fly with a Flytec 5030 integrated vario/ GPS. It can really help. For instance, when I was drifting past the turnpoint in lift, I was watching the readout that shows the L/D required to make the turnpoint and the predicted altitude when you get there. It gave me the confidence to stay in the lift even as I drifted farther away. I was climbing fast enough that the L/D required to get back upwind to the turnpoint was decreasing.

“I ended up having to fly straight into the 12 mph wind to get the turnpoint. But the 5030 indicated that I had to pull a 3.5:1 glide and I figured that I could do it (just barely). I wasn’t guessing about the wind velocity or direction. That’s another piece of data provided by the 5030. No guessing.

“So I got the turnpoint at about 400 feet above the ground. I knew I had it because the 5030 announced it with a very pleasant chime. No mark/enter or other button pushing. Just a quick 180 downwind, looking for lift, confident that the 5030 had laid down a couple of track log points within the cylinder.

Hang Gliding & Paragliding: August, 2004

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“Drifting downwind, climbing slowly, then it was time for the ‘Last lift encountered’ function of the 5030. It works like this: When you’re in lift over 200 fpm, it keeps track with a continually updated waypoint. When the lift drops below 200 fpm, it shows where lift was last encountered and how far away it was. What this means is that if you lose the thermal, the 5030 tells you where it was.

“At first I was skeptical. I’ve been hang gliding (and now paragliding) for 28 years.

I thought I knew which way to go when I lost a thermal. Often I couldn’t find the thermal and I’d think that it had just quit.

Well, the 5030 has proven me wrong. Quite often it indicates a direction to the thermal that I don’t quite agree with. But, by following its indication I’ve re-acquired more thermals in the six months since I got it than I would have thought possible.”

Waypoints and Routes: You have the ability to upload and download turnpoints, goals, start points, and routes from your computer. Routes are easily defined in the instrument, but it is much better to download waypoints from a list on your computer. You can use SeeYou (www.seeyou.ws), CompeGPS (www.compegps.com), FlyChart (www.flytec.com), Maxpunkte (http://www.flugplatz-beilrode.de/ maxpunkte/) or other software (http:// www.onlinecontest.org/holc/index. php?olc=holc-i&spr=en&dclp=d541cda3b 5bfd158c1613bcacda1b61e) to do this.

In competition you are given a task, a start time (or times), the size of an entry or exit start cylinder, the size of turnpoint cylinders, and the goal location and type (cylinder or line). You can easily enter all this information into the Compeo/5030 and it will automatically guide you to the next turnpoint, tell you when you’ve left the start cylinder at the appropriate time, place track log points in the cylinders and get you to goal. The instrument automatically points you to the next turnpoint after you have successfully flown through the cylinder in the present one. Stand-alone GPSs often failed to do this successfully.

Data logger: After you’ve completed your flight, whether in a competition or cross-country, it is time to take a look at the flight record and the track log, and to review what you did. The Compeo/5030 keeps a 3D record of your flight, which can be easily displayed in flight analysis software like SeeYou (www.seeyou.ws), in 3D if you like, and can also be used for scoring purposes in competitions. You have a huge amount of track log memory so you can easily record data points every second or so if you want a very fine45

grained view of each twist and turn during your flight. I usually record a track log point every five seconds.

Flytec is currently in the process (the long process) of getting the Compeo/5030 validated as an IGC-certificate flight data logger so that it can be used to record world record attempts. It is a very sophisticated data logger and meets all the requirements necessary for this certification. I would love to have it now so that I didn’t have to carry a separate data logger when I’m flying in Zapata, Texas.

Mapping: There is a map screen that can be displayed on the instrument. I never use it. I hear that they are going to make it more useful by allowing you to upload detailed maps to the instrument. Frankly, with my 56-year-old eyes, I can’t see the big screen well enough for it to do any good until I’m on the ground. I just follow the arrow and look out at the big world spread out below me. I’ll have to try those wetted-on plastic magnifying lenses again in my goggles and see if they work.

Concerns: One thing that has been really great about this instrument is that it is very readily improved and updated through firmware upgrades. These are easily installed by the end users. The processor in the instrument is just so much more powerful than those that were available on the last generation of varios and flight computers.

Disclaimer: This is a review of the vario/flight computer that I choose to fly with. I only compare it with varios/flight computers that I have flown with extensively and know intimately. I make no claims about how this instrument compares with other instruments not named in this article.

You can find my original review of the Compeo/5030 starting here: http://ozreport.com/toc.php?7.155#2.

You can find other reviews of other instruments in the back issues of the Oz Report at http://ozreport.com.

Davis is a member of the U.S. National Rigid Wing team, holder of six world records in hang gliding, and one of three hang glider pilots to fly more than four hundred miles. He continues to do extensive beta testing on the Compeo and the 5030, and rewrote the manual for the 5030. He reviews this instrument, of course, from the perspective of a hang glider pilot, but if you think “step on” rather than “pull in” the bar, and ignore his comments on base bar mounting, his information works just as well for paraglider pilots.

I did happen to have some problems with my first 5030 due to a bad video RAM chip.

There was a bad batch sent to Brauniger and they caused some problems with interference with the GPS engine. Flytec has solved this problem with board swaps.

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August, 2004: Hang Gliding & Paragliding

R A M PA R T

A Good Day at Rampart Ridge:

U

R I D G E

By Steve Kincaid

gh. What a day. First I left the battens to my LiteSport in the garage. Luckily, I had my Falcon with me. Then I realized that I had forgotten my camera. Rats. Then, I broke my RC airplane. Well, that’s no big deal, I break that silly thing almost every time I fly it. Then I just… about… blow… my… launch. Whoodoggies, that was close. So there I was… in my Falcon, slowly sinking out, and the personal debate begins between me, myself, and I. “Your day isn’t going so well. Don’t do anything (else) stupid.”

“Yeah, but I have to TRY to stay up.”

“OK, I’m just saying… keep your options open.”

“Uh-huh, so flying through sinking air… away from the LZ… in a Falcon. Is that considered stupid?”

It’s All a Matter of Perspective

Looking up the valley beyond the cliffs Photo: Kevin Cosley

I glance back at the lakebed. “Screw it. I’ll land at the truck stop if I have to. Go find lift.”

“See? That’s what I mean by stupid.”

“Oh, get a grip, I’m not even 1000’ below launch yet. I have tons of room.” …and so the bickering in my head continues as I drift around the corner into the “first bowl” where I find light ratty lift. For once I’m happy to be in a Falcon. I’m turning a couple hundred over the trees and with the first 100’ gain in altitude the voices calm down. Still, I keep falling out of the lift and the result is a view of pointy pine trees that threaten to spear me as I scramble back into the broken lift. Eventually I gain 500’ and the lift is getting more organized and stronger. I finally get above the saddle before the cliffs. I look over at Andy who is working the cliffs, as I out-climb him. Ha ha! Sucker! I’m higher than you and I’m in a Falcon!

My attitude quickly comes back to bite me in the butt. The lift shuts off. I go into thermal-seeking mode. Once again, I wish I was in my LiteSport instead of the Falcon. I look over at Andy, who is farther up the valley, and he is not doing much better. He is still a couple hundred below me and he doesn’t seem to have anything keeping him up. Back at launch another pilot is climbing out nicely.

I arrive 1000’ over launch only to see the pilot I’m running after pass me going the other way as he heads up the valley for the cliffs. Over launch I hit the big one. This baby is about 10 feet

Hang Gliding & Paragliding: August, 2004

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R A M P A R T

R I D G E

A “glory-ous” view of the alpine lakes behind the cliffs Photo: Kevin Cosley

wide and as soon as my vario comes to life, I get spit out the other side. Everything goes quiet, the vario, the wind—and the glider noses over. Uffffff, whomp-whomp. My entire wing deflates and inflates again. I’m still wigged out from my crappy launch. My heart can’t take much more of this.

My vario seems happy enough, let’s flatten out this turn… Uffff, whomp-whomp.

Over the falls again with that nasty wing

“Get out of this rats’ nest.”

“What? That’s good lift back there. Go get it!”

“No, don’t go over the falls again.”

“Get real, you’re in a Falcon, you wuss. Go back and fight the good fight. No one’s ever tucked in a Falcon. Besides, you’re still a grand over launch.”

The cliffs at Rampart Ridge Photo: Kevin Cosley

Beautiful alpine lakes are hidden behind these cliffs Photo: Kevin Cosley

I crank it around and sure enough, that lift was right where I left it. Hard left bank… I’m in!

Everything goes quiet, the vario, the wind—and the glider noses over.

Uffffff, whomp-whomp.

My entire wing deflates and inflates again.

48

The first alpine lake, en route to the cliffs Photo: Steve Kincaid

August, 2004: Hang Gliding & Paragliding

R A M PA R T

deflation, but this time in a 45-degree bank. The result is a slipping dive followed by “Falcon-esque” big pull-up forces in the control bar. Yuck. I’m outta here.

I head back up the valley to find something less daunting. In the process of getting back to the bowl where I first climbed out, I lose over 1500 feet. I make the entire journey in sinking air. The voices are again agitated with my situation. Now lower than before, I work the ratty lift over the aging clear-cut. I lose another 500 feet or so and I decide that I’ve got to cut my losses.

Fine. Rats. Arrrrrrrgh.

I turn tail and head for the LZ. How could I surrender 2000 feet so easily? I give up the notion of making it all the way across the lakebed to the LZ and I push the bar out lightly. It will be a long walk if I land short, so there’s no reason to rush the process of sinking out. I hit a couple bits of light lift and I turn in them. Each time I lose enough height that I don’t stick with it and I press on. I make it all the way across the lakebed with plenty of altitude. I should have hung on longer back at the bowl. Why oh why did I give up so easily?

R I D G E

off the eight-foot-high embankment only to whack hard into the dirt below. Smooth move, Clyde. What was I thinking?

As I brush the dirt off, I look up at my buddies who are now happily soaring the cliffs. Sun, no clouds, and it’s 75 degrees.

It is such a beautiful day. There is no reason to be bummed out on such a beautiful day. I got in about 25 minutes of airtime.

That’s not so bad. Climbing up and sinking out is better than just sinking out… right? I think. Anyway, I launched and landed safely. Sort of.

So I decide to make the most of my situation, standing out there in the dirt all alone, with my buddies soaring high above me. I take off my shirt and I leisurely break down my Falcon so I can enjoy the solitude and the wide-open space. …and now I’m sunburned.

Steve Kincaid, a.k.a. King Climb-a-High-a (see his story in the June issue), stays way too busy with his job, his family, and Cloudbase Country Club, the Seattle-area hang gliding club of which he is chairman. As much as possible he gets out to enjoy the Northwest sunshine, in the air or on the ground.

I pull off an easy no-step landing in the LZ and kite my glider over to the edge. With a steady breeze blowing in my face, I run

A good launch at Rampart Photo: Steve Kincaid

Hang Gliding & Paragliding: August, 2004

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Gertrude Rogallo: The Other Half of the Team That Invented the Rogallo Wing

By C.J. Sturtevant Photo provided by Johanna Stein

F

rancis Rogallo is a name familiar to all pilots of footlaunch aircraft, but most of us are less familiar with his wife, Gertrude, and her role in the development of the wings we love to fly. Gertrude is the recipient of the 2004 Katharine Wright Memorial Award, presented annually by the National Aeronautic Association (NAA) to a woman who has “provided encouragement, support and inspiration to her husband and thus was instrumental in his success, or who has made a personal contribution to the advancement of the art, sport and science of aviation and space flight over an extended period of time.” An account of Gertrude’st support and active participation throughout the R&D years of the Rogallo wing provides a look into some interesting history of the early days of our sports.

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Gertrude Sugden Rogallo was born in January of 1914 in Hampton, Virginia. She met Francis Rogallo in 1936, when he moved to Hampton to take a position at the National Advisory Committee of Aeronautics (NACA) at Langley Field. At the time Gertrude was teaching elementary school in Gloucester, Virginia. During their courtship, Francis wooed her with tickets to the Hampton Little Theater, where he frequently acted in plays.

Shortly after their marriage in 1939, Gertrude and Francis were introduced to Orville Wright when he toured NACA. This meeting had a profound effect on Francis Rogallo’s work on the flexible wing, and fueled his spirit for invention. Gertrude assisted Francis as he pursued his dream of creating a vehicle that would make flight available and affordable for everyone. Francis drew plans, Gertrude sewed prototypes on her simple home sewing machine.

Francis suggested modifications, Gertrude sewed the changes.

The first prototype wing that actually flew was constructed by Gertrude in 1948 from an old set of kitchen curtains.

Once they had a created a wing that could fly, the next step was flight-testing. Francis and Gertrude spent many hours outdoors, in all kinds of weather, perfecting the design. They began receiving requests from people who saw them out testing and wanted to purchase this flying wing, so Gertrude took on the task of handling the correspondence for the small business of selling these wings from the attic in their Hampton home.

The patent for the flexible wing was awarded in 1951; to acknowledge Gertrude’s tremendous support in the invention of the Rogallo wing, her name is listed first on the patent application. Additionally, as the flexible wing has been recognized as an aviation accomplishment, both Francis and Gertrude Rogallo are always named as co-inventors.

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In 1952 the Rogallos moved to Newport News, Virginia, and Gertrude returned to education as teacher and principal of St. Andrew’s Episcopal Day School in Newport News. In addition to her teaching, she continued to enjoy sewing, playing bridge, church activities and the outdoors.

It was this love of the outdoors, shared by Francis, that eventually brought them to the Outer Banks of North Carolina. They bought a small beach home where they enjoyed family vacations, and when Francis retired from NASA in 1971, they built a larger home in Kitty Hawk, North Carolina. Not only did they love the

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August, 2004: Hang Gliding & Paragliding

N . A . A .

A W A R D

beauty of the Outer Banks, but knowing that the Wright brothers had made their first flight just down the road added considerably to their enjoyment of the area.

Gertrude and Francis became actively involved in their new community. Francis worked with many of the local aviation groups, while Gertrude pursued her own interests, including church work, gardening, volunteering for the Red Cross and working the polls as a volunteer with the Democratic Women of Dare County.

Gertrude and Francis became avid tennis players and often challenged their children and grandchildren on the court.

Along with all of these activities Gertrude still found time to hike up Jockey’s Ridge, the east coast’s largest sand dune, when Francis wanted to go hang gliding. This area became a mecca for hang glider pilots from around the country, who flocked to the sand dune to fly the large-scale Rogallo wing. Francis had taken up hang gliding himself for his 62nd birthday, when he received a hang glider as a gift. Gertrude was an active participant at all the kiting and hang gliding events they attended, where many enjoyed this inventive wing design.

The Rogallos have been honored by kiting and hang gliding associations around the world. This provides wonderful travel opportunities for them both; they’ve been invited to Japan, Switzerland, Germany, France, and Australia. In 1995 they were inducted into the Paul Garber shrine for their contribution to aviation. Their portrait hangs in the gallery at the Wright Brothers National Memorial in Kill Devil Hills, and their contribution to flight is also recognized at the Century of Flight Monument in Kitty Hawk.

Celebrating her 90th birthday this year, Gertrude continues living at home with Francis and enjoying their friends and family.

In 2003 both she and Francis were present at the Centennial of Flight celebration where they were able to rejoice in the accomplishments of another inventor, Orville Wright, whom they had both met in the early 1930s.

Gertrude and Francis Rogallo’s lifetime partnership led to the patenting of the Rogallo wing technology and to the birth of lowspeed aviation as we know it in hang gliding, paragliding and ultralight aircraft. Today thousands enjoy the freedom of flight as the fruit of this partnership. It is fitting that the 2004 Katharine Wright Memorial Award should go to Gertrude Rogallo. Her ongoing support of Francis, and her own personal contributions to the development of low-speed foot-launch aviation, more than qualify her for this honor.

Hang Gliding & Paragliding: August, 2004

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51

H G

S T A M P S

MARKS STAMPS OF THE WORLD,

By Terry Ferrer Say what? There’s hang gliding in Bhutan, Palau and San Marino? For the “geographically challenged” among us, information about little-known countries has been added where deemed appropriate.

one even captures the pilot looking at the viewer as he zooms by the camera. I hope he went out and bought a whole sheet of these stamps as a personal memento of the occasion, and framed them with an enlargement of the actual photo.

Regarding photography: It’s hard to critique a photo— the placement of the photo, yes, but not the photo itself— without viewing the slides or proofsheet from the photo-shoot to see what other choices were available.

The other two stamps of this Powered Ultralight Aircraft set are a butterfly-tailed Lazaire, and the notorious Weedhopper.

Regarding hang glider art on stamps: Do you really need more air space in front of a flying object? The following stamps from Djibouti and Mali show more air space behind the gliders. The stamp designer’s placement of text is a major influence on how an image is cropped. Generally, if you want to show an aircraft flying away from an object or site, put more air space behind it.

DJIBOUTI

MALI Subject: Powered Hang Glider Issue date: March 26, 1984 Denomination: 350 francs Stamp title: Ultra-Légers Motorisés (Motorized Ultralights)

Subject: Powered Hang Glider Issue date: March 12, 1984 Denomination: 85 francs Stamp title: Ultra-Légers Motorisés (Motorized Ultralights} Photo credit: Roxane • Atlas.

Shown at: 100% Description: Worm’s-eye-view photo of a powered, British Fulmar hang glider. The stamp is part of a set commemorating powered ultralights.

Here’s a good photo-portrait of a flying wing—the white “Jules” glider—mounted onto a motorized trike. It’s a fortunate pilot who gets a shot of himself and his glider on a large postage stamp like this one.

A photo of an aircraft almost begs to be placed on a large stamp because of all the detail that would be lost on a small one. This 52

The French territories of Alfars and Issas, located in East Africa, became the Republic of Djibouti on June 27, 1977.

Photo credit: Michelet

Color images of these stamps may be viewed on page 71.

Shown at: 100% Description: Worm’s-eye-view photo of a Delta Wing Lazor, with Gemini twin-engines, and a tailwheel (between the E and D of “Republique Du Mali.”) The stamp is part of a set commemorating powered ultralights.

A study in shimmering color, this captivating stamp entertains us with its eye-pleasing blue “palette.” The pilot is looking directly at the viewer. Another lucky man lands himself and his “airplane” on a postage stamp. Bill Bennett’s Lazor never looked better, and is forever memorialized in the hobby of Aeronautical Philatelics.

We can only wish we had a lightweight Gemini power unit like the one on this glider as we’re about to land after a long cross-country flight—on short final, with powerlines on one side and a treeline on the other. To land our hang gliders we make a sailplane approach, not an airplane approach. We can’t “go around.”

August, 2004: Hang Gliding & Paragliding

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The other stamp in this Powered Ultralight set looks like a Vision 600.

The Republic of Mali, formally French Sudan, gained its independence on June 20, 1960. The legendary city of Timbuktu is situated in this land-locked nation, located in West Africa.

S T A M P S

If there’s only one aircraft in an image, I like to see it with a slight nose-up attitude. The art on the Bulgarian stamp would’ve worked better in a vertical format. Turn the page 90-degrees counter-clockwise and look at it. This is the only stamp in the collection with the hang glider pointing down. It’s not objectionable, but some may look at it and think the glider’s falling instead of flying. In general, people are averse to seeing aircraft pointed at the ground.

HUNGARY Subject: Hang Glider Issue date: May 29, 1985 Denomination: 5 forints Stamp title: International Youth Year Shown at: 110% Description: Low-angle-view, stylized illustration of a hang glider above green foothills, with a small town on the horizon. The stamp is part of a sports set celebrating the International Youth Year of 1985.

The other stamps in this aviation-sport theme set are two sailplanes, three skydivers, and a linked group of skydivers.

Previously under the overlordship of the Sultan of Turkey, Bulgaria gained its independence in 1908. Bulgaria is located in southeastern Europe bordering on the Black Sea on the east and the Danube River on the north.

Due to the physical limitations of time and space (and magazine production) the stamps shown here are black-and-white representations of the actual stamps. Color images of these stamps may be viewed on page 71.

Another Iron Curtain country produces a hang gliding stamp before the West does. Good design. One wingtip of the glider is cropped to show the colorful sail to its fullest, but I’m not wild about the nose of the glider being cut off just to fit in some text.

The color coordination of the pilot’s flight suit, helmet and glider is cool. Combining flat colors with a few color gradations works well, too. The layout of the art elements on this stamp proves that you don’t have to show the entire glider for the design to succeed.

Artistic license was taken with the absence of a harness, placement of the hang strap, as well as the position of the pilot and control bar in relation to the wing. He’s pointing one way while the glider points another. It’s a sculptural effect. This stamp grows on you.

BULGARIA Subject: Hang Glider Issue date: Dec. 8, 1989 Denomination: 13 stokinkis Stamp title: 82nd General Conference of the FAI – Varna Shown at: 100% Description: Low-angle, rear-view illustration of a hang glider flying in the sky above the viewer. The stamp is part of an aeronautical set celebrating the 1989 World FAI (Fédération Aéronautique International) Conference held in Varna, Bulgaria.

Nice art. Bulgaria is the third Iron Curtain country to issue a hang gliding stamp before the West did. This is a well-illustrated scene of a red-and-white hang glider soaring beneath the clouds. The glider is precisely depicted. The angled text adds to the sense of movement.

Hang Gliding & Paragliding: August, 2004

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Unofficial State Cross-Country Distance Records

article in the USHGA magazine last May about the state records, I probably never would have ventured up to Montana!”

by Steve Roti This is the eighth edition of the paragliding state distance record list, and there are four new straight-line distance records to report: Arizona, Indiana, Montana, and Wyoming.

Wyoming: Jon Hunt sent this report: “The Wyoming record has been getting extended year after year with 2003 being no different.

For the two years previous to 2003, John Patterson held the record of 101 miles from Phillips Ridge (Teton Pass, Wilson, Wyoming) to Big Sandy Reservoir. On August 2, 2003, Jon Hunt flew from Phillips to Fort Washiki, 111 miles. The flight time was five hours, with a maximum height of 17,999’. This was the first flight over Gannett Peak (highest point in Wyoming, 13,785’) and the Wind River Range. Jon’s glider was a Large Advance Sigma 5.”

Arizona: This is old news, but I just heard about it in 2003 so I’ll reprint this notice from the September 2001 SAHGA Airtimes newsletter: “On Saturday, September 1, [2001] Pav Dygas finally achieved something he’s been working on this entire XC season: an unpowered paraglider flight from Miller Canyon to just past the New Mexico border, a flight of 78 miles. On a day If your flight should be listed here and it’s not, it’s only because I that found several hang glider pilots out on the same course, Pav wasn’t aware of it. Send me information about flights that should be kept up with the best of them, landing only 20 miles short of on the list and I’ll update it periodically. You can email cross-country Dustin Martin, a competition pilot of some stature (WTSS #14 flight reports to me at steveroti@hotmail.com, or send them by U.S. ranked in 2000) who himself had a very nice flight to Cotton mail to 1081 NW Stannium Road, Bend, OR 97701, or phone them Center, N.M. on a Moyes Litespeed. Pav has become a regular in to (541) 385-7184. Be sure to include your name, miles flown, at Miller this year, and is frequently seen tearing down Route duration, takeoff site, flight date, and make/model of glider.

90 on his dirt bike with the paraglider tied to the seat behind him. He’s had several great flights along Straight Distance the same route previously this year, twice flying past Bisbee International Airport. He PILOT MI KM DUR. TAKEOFF SITE DATE WING still hopes to make a flight to Rodeo, N.M. Jeff Bennett 31 50 2hr35 Cobb Mountain, AK 5/29/96 UP Vision Congratulations to Pav for an excellent Pav Dygas 78 125.5 4hr30 Miller Canyon, AZ 9/01/01 Nova Xenon flight and a fantastic achievement.”

Tom Truax 145 233.5 8hr10 Walt’s Point, CA 6/16/01 Gin Bonanza Indiana: Mark Lukey sends in the following report: “Indiana state record ... as far as I know. May 23, 2003: My first XC from Brownstown, Indiana via static tow to 1200’ AGL. Late in the day during overdevelpment. Top altitude 3200’ AGL. Distance 5 miles, on a Swing Mistral 33. I’ll do better next time. Watch out, Will [Gadd]!” There are currently only five paraglider pilots in Indiana, so I’m sure Mark would welcome visiting pilots.

Jeff Cristol

120

193.1

8hr

Telluride, CO

?/??/00 Advance Epsilon III

David Prentice/T

66

106.3

6hr

Wallaby Ranch, FL

4/11/02

Gin Boomerang

Montana: Todd Weigand likes flying in Montana, especially since he broke the Montana paragliding distance record on his first flight in the state on July 19, 2003. Todd launched his Ozone Vulcan at 3:20 p.m. from Red Mountain (9,675’) near the city of Butte, and landed 2 hours 21 minutes and 45.5 miles later in Bear Trap Canyon (4,513’).

His maximum altitude was 17,800’ with max lift of 1,430 fpm and max sink of 1,980 fpm.

Todd adds, “Thanks for keeping up-to-date on all our state records. If it wasn’t for your 54

Marc Hill

34

54.7

3hr15

Makapuu Light, HI

1/11/99

Swing Ventus

Honza Rejmanek

101

162.5

5hr35

King Mt., ID

8/23/00

Edel Sector

Mark Lukey/T

5

8

?hr

Brownstown, IN

5/23/03

Swing Mistral

David Morris

22

35.4

1hr

Mt. Tom, MA

5/11/01

Airwave XMX

Paul Lundquist/T

53

85.3

3hr35

Spring Hill, MN

6/15/97

Edel Saber

Todd Weigand

45.5

73.2

2hr21

Red Mountain, MT

7/19/03

Ozone Vulcan

Del. Water Gap, NJ

4/11/98

Edel Saber

Hobbs, NM

5/30/98

Firebird Cult

Jim Maze

43.6

70.2

3hr16

Will Gadd/T

179.9

289.6

6hr

Kevin Biernacki

62.8

101.1

3hr41

Goodsprings, NV

8/23/00

Gin Bonanza

Charles Warren

79.4

127

4hr13

Hammondsport, NY

6/08/01

Apco Simba

Rick Higgins

83.6

134.5

4hr03

Black Cap, OR

7/01/00

Apco Allegra

Jim Maze

89.7

144.4

4hr12

Little Gap, PA

8/08/02

Ozone Octane

Will Gadd/T

263

423.4

10hr38

Zapata, TX

6/21/02

Gin Boomerang

Bill Belcourt

154.1

248

5hr55

Snowbird, UT

9/15/00

Ozone Proton

David Morris

41.5

66.7

3hr30

Burke Mt., VT

6/29/02 Gin Boomerang 1

Mark Telep

120

193.5

6hr15

Chelan Butte, WA

8/02/97

Swing Ventus

Jon Hunt

111

178.7

5hr

Phillips Ridge, WY

8/02/03

Advance Sigma 5

/T indicates a tow-launch flight.

August, 2004: Hang Gliding & Paragliding

B O O K

R E V I E W

Review of Stolen Moments

By Thayer Hughes

All photos from Stolen Moments

Whether “stolen” or purchased, Jèrôme Maupoint’s latest visual feast is one that every paragliding pilot should consider acquiring. Since his first cover shot appeared in 1998, most of us have been exposed to Jèrôme’s stunning photography through major trade magazines such as Cross Country, Parapente, Flyair, Fly and Glide and Aerial. In fact, Jèrôme’s photos have been featured on the cover of Cross Country magazine more often than any other photographer. It’s little wonder that this book holds such appeal to anyone who picks it up.

Raoul Rodriguez in Spain

The level of quality for this jewel is immediately apparent.

Published by Cross Country International, Stolen Moments is a cloth-bound limited-edition, full-color 170 g/m2 gloss art hardcover, approximately 25 x 25 cm. In a style not unlike National Geographic, the selection of photographs draws the viewer into a world that highlights the joys of paragliding, rather than simply being a technical photo exploitation of what can be done in the sport. Jèrôme’s photos and accompanying narrations reflect everything from the excitement of acro and the beauty of flying areas around the world, to the quiet introspection of those who have been captured in front of the lens of his camera. The quality of color has been accurately transferred in the printing of the book, and the balance and layout of selected material show that some thought went into its composition. In a word, the book can be described as elegant.

The collection of over 150 photos is divided into four sections titled as Home, Friends, Travels and Perspectives. “Home” features shots of the author’s local flying turf around the French Alps and Annecy. Readers who have flown this area may recognize popular panoramas but many of the photos capture the intimacy of terrain, throughout the seasons, rarely noticed by those flying above it. The second chapter, “Friends,” includes many of the big names already popular in paragliding including Raoul and Felix Rodriguez, Greg Blondeau, Louise Crandal and David Eyraud.

Jèrôme’s tribute to these pilots, both on the ground and in the air, provides some insight into their lives and how flying plays its part. The stunning shots were taken at locations throughout the world, and the reader is rewarded by Jèrôme’s habit of keeping his camera ready at every moment. The “Travel” section gives a peek into the experiences not only of flying in India, Brazil, Mongolia and Morocco, but also into the lifestyles of the people who live there. These are the photos that you would likely find in a National Geographic article featuring paragliding in remote areas. Finally, “Perspectives” draws the book to a close with a selection of the author’s favorite images. Many of these are my favorites, also.

Hang Gliding & Paragliding: August, 2004

Marc Boyer, Ait Ourir, Morocco

Wingover, Ait Ourir, Morocco

Raoul Rodriguez and Peter Brinkeby over the Sierra Nevada

Morning flight at Olüdeniz, Turkey

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Born in Normandy, France in 1973, Jèrôme began his photographic career even before he began to fly. Already an active climber in France, he moved to Annecy in 1992 and soon turned his photographic attention to the color and action of paragliding.

He quickly gained acceptance into the local flying community, and earned his first tandem Jèrôme during a trek flights by offering his services in Morocco, 2003 as chauffeur and retrieve driver.

With photography still his main passion, Jèrôme would scale the trees next to launch sites, and occasionally the nearby mountain peaks, in order to capture perspectives not usually seen on film. Eventually he purchased his first wing and entered the sport as a pilot, never leaving his camera behind. Indeed, many of the most breathtaking photos featured in his book are the result of a talented photographer who flies rather than simply a pilot who carries a camera. It’s not just that he is ready for the moments but that he makes the moments happen.

At $45, is Stolen Moments worth the price? Admittedly, many pilots may have a hard time justifying that cost for a book, especially if it is kept hidden away on a bookshelf. Its true place is centered on a coffee table or on the corner of your office desk. The real value of owning a copy of Stolen Moments is its appeal to all readers. It has a tendency to stimulate discussion, not only about flying, but also about following one’s passions. If you have ever had trouble conveying the “true essence” of your sport to friends and family, or in describing paragliding to strangers, this book will help immeasurably. And even if you buy it just for yourself, every time you flip though the pages you will be reminded of what scenic rewards your next flight may bring you.

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

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C O M P

Volunteering at a Competition is a Winning Experience for All

By Mary E. Holtschneider s a recreational Hang II pilot who had never been to a hang gliding competition, I was intrigued by the thought of participating in the first annual South Florida Championship at the Florida Ridge in Clewiston. My husband, also a Hang II pilot, and I are members of this flight park, and we saw volunteering as a way to help the hang gliding community and the flight park while learning something in the process. It turned out to be an outstanding event, and I would encourage all pilots to try volunteering, particularly those who have never been to a competition.

Held at the end of April, the South Florida Championship drew hang glider pilots from all over the country, including Puerto Rico, as well as several international pilots. Many had just come from the Flytec Championship , held at Quest Air near Orlando the previous week [see the article in July’s magazine], and made the short trip to south Florida to participate in this competition.

C O R N E R

Once the competition starts, it is important to attend the daily pilot meetings along with the competitors. There will be a task committee that meets every morning to evaluate the weather conditions and decide on a suitable task for the day. The meet director then communicates this task to the pilots. Attending these briefings as a volunteer gives you insight into what is going on and helps you prepare for the day. For example, knowing when the launching will start lets you plan when you will set up the launch area, get the launch carts ready, and so on.

Be prepared for the intensity of the launch line. Typically the pilots all take off within a short timeframe, which means the staff and volunteers have to move quickly to get everyone up in the air efficiently. We had 29 pilots in the competition and ran two launch lines each day. Half a dozen or so staff and volunteers worked each line and kept things running smoothly. Some of the tasks associated with the launch line include logging in pilot names with their glider types, assisting with hang checks, retrieving launch carts, and performing final launch assistance.

Enjoy the flying! Volunteers can fly before the launch window and after the competitors are all in the air. I personally enjoyed As a long-time volunteer for other “non-flying” organizations, doing a tow in the morning, making sure I landed before the I found that volunteering at a hang gliding competition had pilot meeting. That way, I could focus on the volunteer duties many similarities to, and that needed to yet some differences from, be done while other volunteer activities. I still getting have described below some some airtime. of the lessons I learned Just be aware from my participation at of when you this specific event. will be needed on the ground First, realize that the first for volunteer day is truly a “learning duties and plan day,” in which you will accordingly. Or, hear about competition if you’re able to rules, terminology, and handle midother things that, even day conditions, Red-shirted volunteers keep the launch lines running smoothly. Photo: Dave Holtschneider if you are a pilot, you fly later in the may never have encountered as a non-competitor. Looking day after all the competitors are in the air and on their way. As back, I wish I had read more on the USHGA Web site about a volunteer you might be able to negotiate some form of comcompetition rules and terms before attending the event. For pensation for your efforts, and free tows are a great reward. example, I learned that during the launch window, a pilot who has already launched can choose to land back in the If at all possible, commit to the entire competition. My husfield and do another tow, i.e., “relight,” if he is not finding band and I were there for the full week, and only missed the enough lift to move forward with the task. There is no pen- last day. Consistency in volunteers is important for a variety alty for doing this. Such terms and rules become second na- of reasons. After you’ve been working for a couple of days, ture as you get more familiar with the competition format. you are trusted and relied upon by both the paid staff and the competitors—you are not a stranger. After that fi rst day’s steep learning curve, it becomes easier as you understand the Hang Gliding & Paragliding: August, 2004

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routine and know what to expect. As mentioned before, the terminology and rules become very apparent after the fi rst day and your comfort level with the entire process rises.

In addition, if you have been volunteering for a few days and a new volunteer comes on the scene, you’ll be able to orient him to the volunteer duties. You have already experienced what works and what does not, so you can train the new person accordingly.

Talk to the competitors, their guests, and other volunteers. I met a lot of people from all over the country and the world and learned about different flying sites, and I am looking forward to visiting some of these other sites in the near future. Since competitions draw pilots from so many different areas, your network of contacts is greatly enhanced beyond your own home flying sites.

View volunteering as an opportunity to improve your own flying skills by observing competition pilots. As George Blackford, a Hang III pilot and volunteer at this competition, states, “If you are a volunteer at a competition, you can listen to the description of the task, the weather, and all that goes into the decision-making. I volunteered to improve my pilot skills, as the more that I know about flying, the better decisions I can make.”

Ron Gleason, a competition pilot for the past four years, echoes these sentiments. “If you volunteer, you can learn a lot from hearing the tactics the competition pilots use concerning the timing of when to launch. You also get to see a variety of launch techniques. Most competition pilots are more than willing to talk to volunteers and share flying advice.” Ron adds that when a site hosts a competition, it can open up new perspectives on how to fly that site. “Competitions challenge pilots to fly in different directions and different patterns that otherwise might not have been tried before at the site.”

Be flexible! As weather is key in any hang gliding activity, so it is with competitions. Even though there might be days that 60

the pilots do not fly due to the weather, there are probably a lot of volunteer activities that need to be done that don’t have anything directly to do with the launch line. This includes taking care of meals, doing office work, meeting/greeting guests and spectators, and taking candid photographs, to name only a few. Your ability to be as flexible as possible with whatever needs to be done is greatly appreciated by the paid staff and the competitors.

Remember at all times that even though you are not getting “paid,” you are still needed and are essential to the success of the event. According to Bob Lane, Operations Manager/ Tandem Instructor/Tug Pilot at Quest Air, who has worked with many volunteers at competitions over the past few years, “Competitions would not happen if we didn’t have volunteers. I can’t possibly express how everyone’s help is needed.

Hang glider pilots from all over are welcome to volunteer.”

Lastly, I would add that even though the event is a competition, it is still fun. Keep this in mind and your volunteer experience will be rewarding. Being part of the support crew for a competition is a good way to learn about competing and can help you decide if competing is something you would like to strive for as a pilot.

Mary and her husband Dave both originally learned to fly in the late 1980s and actually met taking lessons at Kitty Hawk Kites in Nags Head, N.C. They stopped flying for a while and relearned at Lookout Mountain in the late 1990s. Both are Hang IIs currently working on their Hang IIIs. In addition to the Florida Ridge, both enjoy flying at Lookout Mountain and at Blue Sky in Manquin, Virginia, and traveling to different flying sites and flight parks. Mary works as a critical care nurse educator at Duke University Health System in Durham, N.C., and serves on the national board of directors of the American Association of CriticalCare Nurses (AACN). Both she and Dave are active amateur radio operators and have served in the past as volunteer emergency medical technicians for several local rescue squads.

August, 2004: Hang Gliding & Paragliding

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Paragliding Accident Report

By Pete Reagan Early spring has seen several instructive launching events, which serve Pete Reagan to remind us that experience and training don’t replace vigilance and the right attitude on launch. We’ll start with a group of reports about launches with snagged or knotted lines, some involving creative and occasionally effective ways of compensating for the malfunction.

Accident description: Forward inflation with no wind. A highly experienced pilot did the usual visual check of his DHV 1 canopy, but did not see that a brake line was tangled at wing center and the trailing edge of the wing was pulled down.

Ten seconds into flight, away from the hill, the pilot attempted unsuccessfully to untangle the line with a quick tug. He continued to fly the glider with hands up, although it was close to stall speed. The glider entered parachutal stall, and then full stall after flying into a light wind gradient. It recovered with a surge, but then began to spin 50’ over 100’ trees. While falling through trees the pilot threw his reserve, which snagged the trees and saved him from injury. The entire flight lasted less than 25 seconds.

Accident description: Late in the day, rushing to get off the hill, an experienced pilot saw a slight fold in the left tip on inflation. He had launched before with tip folds so he figured he would just work it out in flight. Seconds later he was 100 feet off the deck, struggling to maintain straight and level flight without stalling. Intentional asymmetric deflations wouldn’t clear the knot and each time the tip unfolded the wing dived to the knotted side. He flew down with big ears and a slight weight shift to the opposite side to a soft landing.

Accident description: This was the end of a long day of top landing various locations Hang Gliding & Paragliding: August, 2004

and flying cross-country. The sun was setting; there was no wind. The pilot was in a hurry, and inflated the wing with a small stick tangled in the lines. Shortly after launch, the pilot realized the wing was not flying. In fact, it was in a deep stall with a slight left rotation. He carefully applied opposite weight-shift with a slight opposite control input, to evenly deep-stall into the hill from about thirty feet. The landing was lighter than that of a parachute.

The prevention and management of tangled lines is a crux of paragliding engineering and also pilot training. Forward launches in low or no wind are particularly vulnerable to this problem, as are tandem launches.

Over the years we have had many injuries related to this and have written repeatedly about it. As with all accidents, prevention is FAR preferable to optimal management after launch.

The bottom line is this: CAREFUL LAYOUT. As we all gain experience, we find ourselves doing a high preponderance of reverse inflations with reasonable uphill wind. We stop practicing those “elementary” forward launches in light winds. We develop a lot of confidence in our ability to inflate cleanly, and forget that a big part of the reason is the favorable wind and the reverse inflation.

The first step in preventing these snagrelated incidents is remembering that low-wind forward launches have special risks. Treat them with respect. Rushing is hazardous to your health.

The forward inflation requires a perfect layout every time. There are several good methods. I prefer to lay out my wing smoothly with a bit of a horseshoe. Then I carefully separate the A lines. Next I “milk” the B, C, and brake lines so the slack in those lines is at my feet, not up in the second cascades. In this process I verify that all lines are clear. Since the slack in the lines is then at my feet, and involves relatively few and relatively large lines, tangling is not much of an issue and is almost always very apparent.

Once the launch run has started, one should be ready to abort if the wing is asymmetric. No-wind launches are in principle often easier to abort than stronger wind inflations, but it is a lot harder to decide whether to abort. Just remember that while you can usually clear a snag, you can’t count on clearing it, and being in the air with a significant tangle is very frightening and quite dangerous.

The location of the tangle in the wing is most important. The most insidious locations are in the B, C or D lines, midway out the wing. These snags are most likely to allow launch but lead to stalls in the air.

If you are flying with a snag or tangle, the pilots mentioned above have shown you several remedies to consider. Avoid braking any more than you absolutely have to, and steer with weight shift only. If ears or a single ear can pull down the tuck, that is often the best option. Consider your reserve. Even at a low altitude, it will inflate behind you if you throw it before you are deep stalling.

Accident description: An intermediate pilot on a DHV 1-2 wing noticed the cycle strength was increasing and decided to reverse inflate using cross-brake technique.

(The pilot had only tried this in light winds; brake-swapping technique was his habit for strong winds.) A strong gust came during launch and the wing inflated unevenly. He needed to correct or abort, but hesitated and input was late. By the time the pilot tried to turn and fly away, the wing had started to fall and came down sideways. He was dragged over the rocky terrain. Injuries were a bruised right forearm, twisted right knee, and strained right shoulder.

Since then, the pilot reports practicing the cross-brake inflation so he can more successfully correct uneven inflations and use cross-brakes more confidently in thermic conditions. It is important to practice this on a level, soft surface like grass or sand, because of the risk of dragging.

Practicing on launch does not give you 61

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enough margin for error. Finally, when thermals get strong enough to drag and bruise you, it’s time to very seriously reconsider the level of risk you are interested in taking.

(Been there, done that. Trying to be better.)

Photos: Josh Morell

Accident description: An experienced but older pilot inflated rather strongly, and as the glider came up, he used a fair amount of brakes to control the surge from the inflation. This lifted him off the ground, and spun him around after he left the launch. Obviously surprised by this, the pilot used a lot more brakes, and because he seemed off balance still, it appeared that his left hand (and brake toggle) were still below his seatboard as he lifted higher into the upslope wind. Moments later, his glider spun, and he swung left and landed hard against the hill, sustaining back, wrist, and spine injuries not requiring hospitalization.

Apparently when he lost his balance, and was lifted, his instinct was to use his hands to steady himself, even in the air, which is why his left hand was so low for so long.

This is a classic problem. It is called the parachute reflex, and it’s established in humans by six months of age. It is a littleknown fact that older people can’t overrule instinctive behavior patterns as well as younger, well-trained athletes can. As we age we therefore, unfortunately, become less adept at using learned behavior to override instincts. There is no good rule of thumb here, but at least consider this an issue for the older pilot, as well as for the inexperienced one.

Accident description: A popular alpine ski area site has good thermals over the valley, but catabatic winds on launch as well as a profusion of ski lifts. At the time 62

of the accident, light lee side thermals were strong enough for a reverse inflation. Only seconds after a successful launch, the right wingtip brushed one chair and got briefly snagged, then brushed a second chair, changing the course of flight. The glider was rotated to face the hill, causing a crash before the pilot was able to initiate a flare.

Chest, back, and ankle injuries caused hospitalization.

The pilot made the following comments: “Listen to your instincts. Earlier that day I wasn’t feeling well but began to feel better and decided to take part in the fun with the rest of the pilots. Also when traveling, even though you are excited about flying a new place, take all things into consideration.” If a launch area looks complex, it probably is.

Just because a site is popular, that doesn’t automatically mean it’s straightforward.

This will be my last paragliding accident report. I’ve been writing these now for more than six years. It has been an honor and privilege to be entrusted with this duty. I feel that we have made real progress in safety during that time and I have been pleased to play a part. I want to sincerely thank all of you who have submitted reports, and all who have read them and given me feedback. I especially want to thank Steve Roti and Chris Santacroce, who over the years have so consistently made certain that the content of these reports was accurate and easy to read.

I continue to enjoy solo flying and the company of a worldwide community of pilots, but at my own advanced age, and with four young grandchildren within 30 blocks of home, new priorities evolve. I am thrilled that my friend and mentor, Jon Goldberg Hiller, has agreed to take over this role, and I am certain you will all benefit from reading his thoughts. Please keep sending him your reports. And continue to appreciate paragliding’s magical calling.

-Pete Reagan August, 2004: Hang Gliding & Paragliding

A mixed bag of well-composed images this month from a broad variety of contributors, some familiar, some new to the magazine.

Wills Wing test pilot Ken Howells test flying a customer’s new U2 over Lake Elsinore, California, prior to delivery Photo: Gene Atkins

Tandem flight over Mexican countryside Photo: Karl Decker

Jan “Loopy” Voegli over Lookout Mountain, Colorado Photo: Karl Decker

Terry Hawkins exhibiting precise wing control near Point of the Mountain, Utah

Photos: Chris Santacroce

Lone Peak near Salt Lake City, Utah Photo: Adam West

Ray Pine on Mingus Mountain, seconds before soaring out over the Verde Valley in the spring.

Photo: Gill Couto, www.gillcouto.com

Thomas Gartlan in flight over Hyner Run, Sproul State Forest, Pennsylvania Photo: Ron Lutz

Hang Glider: Aeros Discus Paraglider: Swing Mistral Camera: Canon EOS Rebel 2000 Film: Fuji Velvia Lens: Tokina 17mm f-stop: 1/250 sec. auto Photographer: Jeff O’Brien

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GRANTS PASS PRUNEDALE SANTA FE SEASIDE SEASIDE RENO ANTIOCH HACIENDA HTS THOUSAND OAKS LOS ANGELES MONTEREY PARK WOODLAND HILLS HOLLYWOOD JOSHUA TREE LOMA LINDA MONROVIA SAN DIEGO BUFFALO LAWTON LAWTON FREDERICKSBURG ENOLA BELLEFONTE ATHENS WINSTON-SALEM POWDER SPRINGS LONGWOOD SPRINGHILL BRANDON MONTREAT NORTH BERGEN WEST MIDLANDS GRANTS PASS WALNUT CREEK RICHMOND SANTA FE SUNNYVALE THOUSAND OAKS THOUSAND OAKS JOSHUA TREE LOMA LINDA MONROVIA BAILEY BUFFALO CHARLOTTE BELLEFONTE WINSTON-SALEM POWDER SPRINGS LAKE WORTH LONGWOOD SPRINGHILL BRANDON NORTH BERGEN NEW YORK WEST MIDLANDS MILL CREEK ASHLAND LOS ALTOS BELLINGHAM SOUTH PARADENA CANOGA PARK

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CA CA CA CA CO CA CA CA CA CA WY OK OK VA PA PA GA NC GA FL FL FL NC NJ OR CA CA CA CA CA CA CA CA CA CO WY VT PA NC GA FL FL FL FL NJ NY WA OR CA CA CA CA

OFFICIAL R. HOYT E. HINRICHS M. GLANTZ P. DENEVAN P. DENEVAN P. DENEVAN C. ANDERSON P. THORNBURY P. THORNBURY P. THORNBURY P. THORNBURY P. THORNBURY P. THORNBURY R. MCKENZIE R. MCKENZIE R. MCKENZIE S. STACKABLE A. PAYLOR T. GRAHAM T. GRAHAM A. TORRINGTON J. MIDDLETON R. GROVE A. TORRINGTON B. GRYDER C. THORESON M. JONES R. LANE R. LANE S. BERNIER T. COVELLI R. LANE R. HOYT B. LEVINE K. CARTER M. GLANTZ P. DENEVAN P. THORNBURY P. THORNBURY R. MCKENZIE R. MCKENZIE R. MCKENZIE M. WINDSHEIMER A. PAYLOR A. TORRINGTON R. GROVE B. GRYDER C. THORESON D. CRITCHETT M. JONES R. LANE R. LANE T. COVELLI T. COVELLI R. LANE J. SZALAI R. HOYT N. MORA T. MACK J. GREBLO J. SZALAI

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H-3 4 BRETT HOGLAN H-3 5 JOHN KANGAS H-3 6 KEITH SMITH H-3 7 GARY SOLOMON H-3 8 SONTRA YIM H-3 10 BARRY AUCHLY H-3 10 GRAHAME CLARKE H-3 12 RUSTAM ZAL DAVAR H-3 13 ERAN DONSKOY H-4 2 LIJIAN LIU H-4 2 WILLIAM MARTENS H-4 2 ERIC CARLSON H-4 3 SHAWN ZABO H-4 4 STEVE TOMANY H-4 8 PETER PERRONE H-4 8 JONATHAN NICHOLS H-4 9 JOHN WISEMAN H-4 10 MICHAEL COTTS H-4 10 JOHN HORTON T-1 4 DUSTIN MARTIN T-1 6 THOMAS GRAHAM T-1 10 KEVIN CARTER T-1 13 KARL DINZL T-2 3 PETER DEBELLIS

BAILEY BOISE ST.LOUIS CHICAGO NEWMARKET FLORENCE SAINT PETERBURG BROOKLYN BAT-YAM EMERYVILLE JANESVILLE SAN RAMON IRVINE ALBUQUERQUE DANBURY CORNISH FLAT NEWTOWN DAVENPORT HUNTSVILLE SCOTTSDALE LAWTON GROVELAND HAMILTON LAGUNA HILLS

CO ID MO IL NH AL FL NY CA CA CA CA NM CT NH PA FL AL AZ OK FL ON CA

S. FORD K. FROST A. BIRKETT A. BIRKETT G. TRUDEAU C. THORESON M. JONES M. JONES M. JONES E. TALL CHIEF J. SZALAI P. DENEVAN S. STACKABLE M. GLANTZ B. DAVIDSON J. NICOLAY S. MACDUFF M. JONES M. ROBERTSON D. GLOVER S. KENDT D. GLOVER D. GLOVER J. RYAN

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1 1 1 1 2 2 2 2 2 2 2 2 2 2 2 3 3 3 3 3 3 4 4 4 4 4 4 4 4 4 4 4 5 5 5

GAIL BLUNDELL DOUGLAS JOHN MIKESH SUMNER ALICIA HARMON SEATTLE BRIAN HAGGERTY SEATTLE STEVE NIX GARBERVILLE GLORIA BECK SANTA MARIA JAMES SMYTH SACRAMENTO LORIE TEICHERT-SMYTH SACRAMENTO THOMAS CHAPIN OAKDALE JEAN CHAPIN OAKDALE SCOTT HOOPER DUBLIN HEATHER HOOPER DUBLIN JOSEPH BARTLE II VACAVILLE R GAMMA SAN JOSE JARED EDGEL LAS VEGAS PAUL YOUKER ANAHEIM MOSHE HEN RESEDA SCOT THORSTAD KAILUA KEVIN HOWE SANTA BARBARA NEIL HILTZ SAN DIEGO JAMES CLARK CRESTLINE DANIEL HENDRICKSON GOLDEN STEVE HANSON WINDSOR RONALD ALLMON DRAPER DAVE TOOKER LOVELAND MARK SANTURBANE SALT LAKE CITY BUZZ HOLLINGSHEAD WOODLAND PARK ALAN LOFTON SILVERTHORNE DAMEAN CORWELL SALT LAKE CITY ERIK COPELAND SALT LAKE CITY CURTIS BRIMLEY SALT LAKE CITY RON KESLER BLUFFDALE LINDA WHITTIG BOISE PATRICK THORNBERRY JACKSON THOMAS HAIGLER GREEN RIVER

AK D. REED WA M. CHIRICO WA M. DEVIETTI WA R. RINKER JR CA C. FISET CA H. MURPHY CA J. GREENBAUM CA J. GREENBAUM CA J. VAN METER CA J. VAN METER CA J. LAOS CA J. LAOS CA J. LAOS CA J. LAOS NV S. MAYER CA C. BASTIAN CA E. ZAX HI P. MICHELMORE CA R. SPORRER CA R. SPORRER CA T. NELSON CO B. WALKER CO C. SANTACROCE UT C. SANTACROCE CO C. SANTACROCE UT C. SANTACROCE CO E. O CONNOR CO G. KELLEY UT HUDONJORGENSEN UT M. STEEN UT S. MAYER UT S. MAYER ID C. SMITH WY J. M. COMBS WY M. STEEN

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R ATING/R EGION

CITY

P-1 5 STEVEN JOHNSON THAYNE P-1 6 DANIEL HARRIS SALEM P-1 6 MARK WILLIAMS SHAWNEE P-1 8 A. BARRETO DE FREITAS FRAMINGHAM P-1 8 JOSHUA CRANE GRT BARRINGTON P-1 8 MICHAEL DOWNER SANDISFIELD P-1 8 FRANK CROCITTO WALTHAM P-1 9 PETER THOMPSON UNIONTOWN P-1 9 DEAN PLYMALE SALEM P-1 10 KEVIN CARTER GROVELAND P-1 10 LEANDRO AGUDELO HIALEAH P-1 10 WILLIAM CONNER BRASSTOWN P-1 12 STEVEN BASS AVOCA P-1 12 JAMES MCNIEL GLEN HEAD P-1 12 VICTOR MCLAUGHLIN NEW YORK P-1 13 EVELYN MCLELLAN VANCOUVER, P-2 1 JOHN MIKESH SUMNER P-2 1 ALICIA HARMON SEATTLE P-2 1 BRIAN HAGGERTY SEATTLE P-2 2 STEVE NIX GARBERVILLE P-2 2 GLORIA BECK SANTA MARIA P-2 2 THOMAS CHAPIN OAKDALE P-2 2 JEAN CHAPIN OAKDALE P-2 2 SCOTT HOOPER DUBLIN P-2 2 HEATHER HOOPER DUBLIN P-2 2 JOSEPH BARTLE II VACAVILLE P-2 2 R GAMMA SAN JOSE P-2 2 JARED EDGEL LAS VEGAS P-2 3 PAUL YOUKER ANAHEIM P-2 3 GERALD KUBICK CARDIFF P-2 3 MOSHE HEN RESEDA P-2 3 TONY DO TEMECULA P-2 3 SCOT THORSTAD KAILUA P-2 3 KEVIN HOWE SANTA BARBARA P-2 3 NEIL HILTZ SAN DIEGO P-2 3 JAMES CLARK CRESTLINE P-2 4 DANIEL HENDRICKSON GOLDEN P-2 4 STEVE HANSON WINDSOR P-2 4 RONALD ALLMON DRAPER P-2 4 DAVE TOOKER LOVELAND P-2 4 MARK SANTURBANE SALT LAKE CITY P-2 4 BUZZ HOLLINGSHEAD WOODLAND PARK P-2 4 ERIK COPELAND SALT LAKE CITY P-2 4 CURTIS BRIMLEY SALT LAKE CITY P-2 4 RON KESLER BLUFFDALE P-2 5 PATRICK THORNBERRY JACKSON P-2 5 THOMAS HAIGLER GREEN RIVER P-2 5 CHRIS HEALY BOZEMAN P-2 5 STEVEN JOHNSON THAYNE P-2 6 TIM HAWKINS BROKEN ARROW P-2 6 DANIEL HARRIS SALEM P-2 6 MARK WILLIAMS SHAWNEE P-2 7 CHARLES SAVALL MILWAUKEE P-2 8 JOSHUA CRANE GRT BARRINGTON P-2 8 MICHAEL DOWNER SANDISFIELD P-2 8 FRANK CROCITTO WALTHAM P-2 9 PETER THOMPSON UNIONTOWN P-2 9 TODD WICHMAN GERMANTOWN P-2 10 LEANDRO AGUDELO HIALEAH

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STATE

OFFICIAL

WY S. MAYER OK D. JEBB KS S. MAYER MA J. NICOLAY MA K. LEE MA K. LEE MA R. SPORRER PA A. MACRAE VA D. MC COURT FL D. PRENTICE FL CASAUDOUMECQ NC S. MAYER NY M. GUTIERREZ NY R. SPORRER NY T. NELSON B.C. B HEANER WA M. CHIRICO WA M. DEVIETTI WA R. RINKER JR CA C. FISET CA H. MURPHY CA J. VAN METER CA J. VAN METER CA J. LAOS CA J. LAOS CA J. LAOS CA J. LAOS NV S. MAYER CA C. BASTIAN CA D. JEBB CA E. ZAX CA K. KI HONG HI P. MICHELMORE CA R. SPORRER CA R. SPORRER CA T. NELSON CO B. WALKER CO C. SANTACROCE UT C. SANTACROCE CO C. SANTACROCE UT C. SANTACROCE CO E. O CONNOR UT M. STEEN UT S. MAYER UT S. MAYER WY J. M. COMBS WY M. STEEN MT S. MAYER WY S. MAYER OK D. BROYLES OK D. JEBB KS S. MAYER WI HUDONJORGENSEN MA K. LEE MA K. LEE MA R. SPORRER PA A. MACRAE MD D. MC COURT FL CASAUDOUMECQ

R ATING/R EGION

CITY

P-2 10 WILLIAM CONNER BRASSTOWN P-2 11 DAVID WALKER LEAGUE CITY P-2 12 STEVEN BASS AVOCA P-2 12 JAMES MCNIEL GLEN HEAD P-2 12 VICTOR MCLAUGHLIN NEW YORK P-2 13 EVELYN MCLELLAN VANCOUVER P-2 13 ANDREW MCLELLAN VANCOUVER P-3 1 TYLER SCHLICTING NESKOWIN P-3 1 MATT SENIOR SEATTLE P-3 1 KEN ANDREAS YELM P-3 1 DEVIN BAILLY WEST LINN P-3 1 DAN WELLS PORTLAND P-3 2 MICHAEL BECK LOMPOC P-3 2 JOHN BURCH ATASCADERO P-3 2 GLENN TOTH INCLINE VILLAGE P-3 3 ROBB MILLEY MOORPARK P-3 3 DOUG MC KEE VISALIA P-3 3 JERRY GILLARD SAN DIEGO P-3 3 PIETER VAN ROOYEN SAN DIEGO P-3 3 JASON KINCH PASADENA P-3 3 JAMES BOWKER OXNARD P-3 3 JOHN FUNNELL LA JOLLA P-3 3 MICHELE LAYTON CRESTLINE P-3 3 GLEN GILLETTE APPLE VALLEY P-3 3 NADEEM CHAGTAI ORANGE P-3 3 FAUSTO SILVEIRA IRVINE P-3 3 CONNIE RHEEM CORONA P-3 3 CHARLES RHEEM CORONA P-3 3 JAMES BRADLEY LOS ANGELES P-3 4 RONALD ALLMON DRAPER P-3 4 LISA VERZELLA SALT LAKE CITY P-3 4 CHRIS WEBSTER DENVER P-3 4 MIKE MCKILLIP WESTMINSTER P-3 4 SCOTT SEIGLE BOULDER P-3 4 MIKE TEGER COLORADO SPGS P-3 4 BILL LHOTTA GOLDEN P-3 8 RENATO PAIVA BLACKSTONE P-3 8 VANDUIR DA SILVA LAWRENCE P-3 9 ELISABETH KIM ARLINGTON P-3 10 LEANDRO AGUDELO HIALEAH P-3 10 VICTOR ABRAHAM MD WILMINGTON P-4 2 STEPHEN MAHER PLEASANTON P-4 2 VICTORIA BOLAM SANTA CRUZ P-4 3 MICHELE LAYTON CRESTLINE P-4 4 BERNHARD HERRMANN ASPEN P-4 4 GERALD MACE SANDY P-4 4 DAVID HANNING SANDY P-4 5 SHANE EBERSOLE WILSON P-4 7 RICHARD METZ MAPLE GROVE P-4 8 CARLOS MADUREIRA MIDDLETOWN P-4 8 GEORGES CHAHINE FORESTDALE P-4 13 STAN DRDLA HAMILTON P-4 13 LENKA DRDLA HAMILTON T-1 2 GEVER TULLEY MONTARA T-1 3 CHARLES ALLEN SAN DIEGO T-1 3 CLINTON ANDERSON SAN DIEGO T-1 5 STEFAN MITROVICH BOZEMAN T-2 1 ALLAN WOOD REDMOND T-2 8 JAMES VERNER FAIRFIELD

STATE

OFFICIAL

NC S. MAYER TX R. SPORRER NY M. GUTIERREZ NY R. SPORRER NY T. NELSON B.C. B. HEANER B.C. B. HEANER OR K.LEE WA L. CHIRICO WA M. CHIRICO OR R. HIGGINS OR R. SCHMALTZ CA F. RODRIGUES CA H. MURPHY NV K. KI HONG CA C. BASTIAN CA C. SANTACROCE CA D. JEBB CA D. JEBB CA D. JEBB CA K. KI HONG CA K. KI HONG CA M. DE BARROS CA M. DE BARROS CA M. DE BARROS CA M. DE BARROS CA M. DE BARROS CA M. DE BARROS CA M. LEAHY UT C. SANTACROCE UT D. COVINGTON CO J. VOGEL CO S. HARRIS CO S. HARRIS CO W. LAURENCE CO W. LAURENCE MA J. NICOLAY MA J. NICOLAY VA MARC FINK FL CASAUDOUMECQ NC P. PEARCE CA D. SONDERGELD CA H. REJMANEK CA M. DE BARROS CO A. PALMAZ UT J. FARRELL UT S. MAYER WY T. BARTLETT MN C. SANTACROCE RI J. NICOLAY MA J. NICOLAY ONT P. VOIGHT ONT P. VOIGHT CA J. LAOS CA D. L. METZGAR CA R. PISAR MT A. MACRAE WA M. CHIRICO CT HUDONJORGENSEN

August, 2004: Hang Gliding & Paragliding

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 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 11,00014,000 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.

October 6-10: Southern California Paragliding Open. Marshall Peak and Lake Elsinore, Clifornia. Meet HQ-Andy Jackson Airpark. Advanced rating and GPS required, $250 entry fee. XC/Race to Goal. Contact Len Szafaryn, (562) 650-2535, flymrpuffy@aol.com.

Competition August 6-8: Intermountain League Meet, Jackson Hole, Wyoming.

Come join us for a low cost, no stress, no rules introduction to competition paragliding. $25 entry fee. All the money goes toward prizes, retrieval drivers and beer. Contact (208) 720-7482, or mattbeechinor@yahoo.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.

September 10-12: Intermountain League Meet, King Mountain, Idaho.

The final round of this low cost, no stress, no rules introduction to competition paragliding. $25 entry fee. All the money goes toward prizes, retrieval drivers and beer. Contact Matt Beechinor, (208) 720-7482 or mattbeechinor@yahoo.com.

Hang Gliding & Paragliding: August, 2004

September 17-20: 9th Annual Masters of Freestyle Hang Gliding Contest. Four contest rounds are planned with a maximum field of 15 competitors. All pilots who have flown in any of the past Masters contests are pre-qualified for the 2004 competition. All other pilots must submit a resume and entry form. Entry fee of $300 includes event passes, aerotowing, two catered dinners, a fireworks show, portable toilets, T-shirt and many prizes!

Contact: dinodd@juno.com. More information on the “What’s New” page at www.aeroevents.org <http://www.aeroevents.org> .

Fly‐Ins August 30-Sept. 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.

October 29-31: Annual Cape Cod Halloween Fly-In. Seascape Motor Inn, N. Truro, Massachusetts. Always a fun time!! Fly the east side or the west side! Play in the air, on the sea, and on the land! Dress up! For information and/or directions, call the Seascape at 508-487-1225, or check out the Web site at www.seascapemotorinn.com.

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clinics , meetings, tours 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.

August 1-8: 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.

Contact David Prentice at earthcog@yahoo.com or Daniel Schooneveld at dvanschschooneveld@yahoo.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 Peak to Peak at Kay Tauscher at (303) 817-0803, or see www.peaktopeakparagliding.com for more details.

August 13-15, 20-22, & 27-29: Safety Maneuvers Training with Enleau and Ann O’Connor, Sonora, California. Visit www. oconnorflightschool.com, or contact Ann O’Connor at (530) 227-4055 or ann@oconnorflightschool.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.

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

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 Marty DeVietti. Base fee $300/3 days. Marty@paraglide.com.

September 25-October 2: Contemplative Paragliding with Josh Weinstein of “A Higher Calling” fame, and sponsored by Kay Tauscher/Peak to Peak Paragliding, in Telluride, Colorado. $675 includes 3 meals a day for the 9-day course, and lodging either in a rustic cabin or tent camping.

Minimum of 5 participants (P3 or higher) needed. Deposit required. For more information or to register, contact Kay at info@peaktopeakparagliding.com, or call (303) 817-0803.

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.

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 1-3: USHGA fall BOD meeting, Doubletree Hotel, Boise, Idaho.

October 15-18: Women with Wings Owens Valley paraglider XC clinic with Kay Tauscher and special guest instructor Kari Castle. Experienced P2 and P3 women pilots looking to learn how to fly thermals and begin XC flight.

Instruction, hands-on training, and guidance during XC flights. For more information, email info@peaktopeakparagliding.com or download information from www.peaktopeakparagliding.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 22-24: 11th Annual Baja thermal clinic at La Salina, Mexico, sponsored by Torrey Pines Glider Port. www.flytorrey.com, (858) 452-9858.

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 Marty DeVietti. Base fee $200. Marty@paraglide.com.

September 17-20: Owens Valley paraglider XC clinic with Kay Tauscher and special guest instructor Kari Castle. Advanced pilots. Instruction, hands-on training, and guidance during XC flights. For more information, email info@peaktopeakparagliding.com or download information from www.peaktopeakparagliding.com.

November 28-December 11: Nepal tour with Dale Covington and Kevin Biernacki. Fly with gentle thermals and big birds next to some of the highest mountains in the world. A unique culture and stunning scenery make this an unforgettable trip. Thermal and XC coaching, as well as over-the-water maneuvers training. $1800 for 2 weeks includes just about everything but your airfare to Nepal, lunch and dinner. Small group limit, so contact us early. Dale Covington, Big Sky Paragliding, (801) 699-1462, www.bigskyparagliding.com.

September 24 -27: Women with Wings Owens Valley paraglider XC clinic with Kay Tauscher and special guest instructor Kari Castle.

Strong intermediate and advanced women pilots. Instruction, handson training, and guidance during XC flights. For more information, email info@peaktopeakparagliding.com or download information from www.peaktopeakparagliding.com.

January 9-16: Tapalpa#1, January 16-23: Tapalpa#2, January 23-30: Tapalpa #3. Fly three world cup sites only 1 hour from Guadalajara International Airport. Pickup, hotel, and guidance for 6 days, only $1,200.

Coached and guided by Granger Banks. Group size limited to 5 pilots each week to give you personalized attention and space in Parasoft’s 4-wheeldrive truck. Parasoft Paragliding School, www.parasoftparagliding.com, (303) 494-2820.

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August, 2004: Hang Gliding & Paragliding

H G S TA M P S

(IN COLOR)

From pages 52-53…

Bulgaria

Hungary Djibouti

Mali

Hang Gliding & Paragliding: August, 2004

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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

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.

LAMINAR 14 ST – 1999, very sweet handling. Well maintained and cared for $1,695 rvander1@san.rr.com, (619) 787-8653.

MOYES LITESPEED 5 – Excellent condition $3,700. Call Mike (909) 798-2588 Southern California.

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NORTHWING T2 TANDEM GLIDERS – Used, at attractive prices. (262) 473-8800, www.hanggliding.com, info@hanggliding.com, http://stores.ebay.com/raven-sports SATURN 167 VG – Beautiful, near mint!

(262) 473-8800, www.hanggliding.com, info@hanggliding.com, http://stores.ebay.com/raven-sports TARGET 180 – It’s a steal! Like new, only 2 flights, 1 hour total. White upper, dark blue lower surfaces. Price lowered to $1,800.

Call with questions. (512) 335-9459.

ULTRASPORT 166 – Purple/blue, excellent condition $1,600. Mosquito NRG harness, folding prop, excellent condition $3,400. $4,800 for both. (704) 756-4029. Looking for a U2 160.

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

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

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 $595. rvander1@san.rr.com. (619) 787-8653.

GIN GENIE XO HARNESS – Large, babied for 50 hours, like new condition, will include optional side pro at no cost $450.

Erik Larsen (970) 708-9035.

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 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.

ALL WINGS HAVE LOW (20-50) HOURS And are in great condition. If you don’t like the price, make me an offer. Bill Hughes: (503) 705-1312, bill_hughes@comcast.net.

Ozone Vulcan (L) red/yellow $2,200. Firebird Ignition (M) red $900. Gin Bandit (L) yellow/red $1,400. Apco Bagheera (L) red/white $800. Gin Bonanza (L) white/red $600.

RIGID WINGS

GHOSTBUSTER 2000 – Excellent condition, low air time, many extras included. Enjoy high performance, excellent handling of this beautiful rigid $3,800 OBO. Bill (858) 775-6543, wsbuchwald@yahoo.com 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!

August, 2004: Hang Gliding & Paragliding

C L A S S I F I E D S

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 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 SCHOOLS & DEALERS ALABAMA

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

AIRJUNKIES PARAGLIDING – Year-round excellent instruction, Southern California & Baja. Powered paragliding, clinics, tours, tandem, towing. Ken Baier (760) 753-2664, airjunkies@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.

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.

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

Hang Gliding & Paragliding: August, 2004

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.

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) 260-3370, we’ll make it easy for you!

Now B&B. 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.

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, Florida 33133.

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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@mpinet.com (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 74

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. Extended training/tour packages with lodging available. www.downeastairsports.com, in_a_cloud@hotmail.com, Marc (207) 244-9107.

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 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 flying appointments 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. Full-time shop.

Certified instruction, beginner to advanced.

Sales, service, accessories for ALL major brands.

Visa/MasterCard. 1509 E 8th, Traverse City MI 49684. Offering powered paragliding. Call Bill at (231) 922-2844, tchangglider@chartermi.net.

Your USA & Canada Mosquito distributor.

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.

SUSQUEHANNA FLIGHT PARK COOPERSTOWN – 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 August, 2004: Hang Gliding & Paragliding

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

TENNESSEE

VIRGINIA

PARTS & ACCESSORIES

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.

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

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

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

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

TEXAS

AUSTIN AIR SPORTS – Hang gliding and ultralight sales, service and instruction. Steve Burns (512) 236-0031, sburns@austinairsports.com.

Fred Burns (281) 471-1488, austinair@aol.com, 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 Hang Gliding & Paragliding: August, 2004

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

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)

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 VARIOS – Like new, no scratches.

4020 $425; 4005 $325. Call (308) 632-5100, ask for Leroy or leave message 2pm-8pm mountain time.

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.

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

MEXICO

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.

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.

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 75

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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.

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 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 BUSINESS & EMPLOYMENT

3 USHGA T3 PARAGLIDING INSTRUCTORS NEEDED - Must have T3 license, two years tandem and teaching experience in high altitude. Mail resumes to Aspen Paragliding, 426 S. Spring, Aspen CO 81611.

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 76

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, 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 VIDEOS & DVDS

VIDEOS FROM USHGA – WWW.USHGA.ORG *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 911:00 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!

CLASSIFIED ADVERTISING RATES

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 80901-1330, (719) 632-8300.

Fax (719) 632-6417 or email: ushga@ushga.org your classified with your Visa/MC or Amex.

August, 2004: Hang Gliding & Paragliding

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

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

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.

INDEX TO ADVERTISERS

Adventure Productions ...........................57 Aerolight .................................................71 AIR ATOS.................................................57 Angle of Attack .......................................38 Apco Aviation..........................................26 Atlanta Hobby.........................................57 Big Ears PTT ............................................57 Cloud 9 Soaring Center ..........................57 Critter Mountain Wear ............................34 Dan Johnson ...........................................56

OK, JUST ONE MORE…

Digifly .....................................................51 Flight Connections ..................................57 Flytec ..................................................... 80

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

High Energy Sports .................................53 Independence/Fly Market .......................32 Just Fly ....................................................30 Kitty Hawk Kites ......................................57 Microgliders ............................................57

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

Mojo’s Gear ............................................71

STOLEN FROM MULLER WINDSPORTS, Cochrane, Alberta, Canada between July 18-20, 2003. APCO ALLEGRA MEDIUM YELLOW #600271, in purple stuff sack; APCO FIESTA MEDIUM RED #765452 , new; APCO PRIMA 24 VIOLET #25818 , faded bag, w/first harness; APCO FRONT MOUNT RESERVE MAYDAY 20 w/Y bridle; APCO CONTOUR LARGE HARNESS, black/ blue; UP TETON HARNESS, large, grey/blue.

Please contact us if you have any information: fly@mullerwindsports.com, (403) 932-6760, fax (403) 851-0737 or contact Cst. H. Boilard, Cochrane RCMP (403) 932-2211, fax (403) 932-2842.

SuperFly ............................................58, 10

Hang Gliding & Paragliding: August, 2004

Moyes America .................................46, 58 Peak to Peak Paragliding ...................50, 57 Pro Design ................................................8 Sport Aviation Publications .....................28

Thermal Tracker ......................................60 Torrey Pines ......................................20, 24 Totally Awesome Flying Sports .................2 Traverse City ...........................................18 U.S. Aeros ...............................................42 USHG Foundation ...................................16 Photo: Adam West

Wills Wing...............................................79 77

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

PD R EO PD AU R C T ML EI N ET S St. Paul, Minn.--Wow! Feel the chill! Am I nuts, talking about chill in August? Even in my home state of Minnesota (just south of the Arctic), it’s summer and steamy with mosquitoes the size of B-52s. However, the year-round conditions on top of Mount Everest never get steamy… except maybe when a powered ultralight trike puts on an airshow for hardy mountain climbers who made it to the world’s highest peak. This news was first reported at the end of May by AvWeb.com, an Internet-only aviation news outlet. ••• Headline: “MICROLIGHT CONQUERS EVEREST —So, what would you do if the turbo-intercooled Rotax 914 engine powering your Pegasus Quantum trike, flying under a Pegasus XL wing, was so hard to start that it flattened two batteries before finally catching? Perhaps they were mildly hypoxic, but Angelo D’Arrigo and Richard Meredith-Hardy chose to fly that engine (typically capable of 115 hp) over the world’s highest mountain—towing a hang glider (a rigid-wing ATOS 2 from Icaro 2000) for good measure. In Tibet on Sunday [May 24, 2004], microlight pilot Meredith-Hardy hauled hang glider pilot D’Arrigo to the rarified air of Mount Everest and put on what must have appeared to be the world’s highest air show for a group of climbers tackling the peak through the more conventional method—on foot. But it’s a show that almost didn’t get off the ground, according to Meredith-Hardy’s account of the adventure. Weather is almost always the limiting factor on Everest, but on Sunday the conditions were as good as they ever get: clear skies and almost no wind. MeredithHardy said the engine on the aircraft always starts on the first try, but it wouldn’t catch on Sunday. It wasn’t until repeated attempts almost killed the on-board battery that they remembered that a plastic bag had been put over the air cleaner to keep dust out. All those air-less aspirations had flooded the engine and it took a second battery to get the engine going. ...Extreme Low Temperatures And High Drama: Once the Rotax was running, it pulled the two aircraft up at a rate of about 450 fpm from the 12,000foot-high base camp. There was a lot of circling involved in getting up to the height of Everest to enjoy the minus 40degrees Centigrade temperatures. At times, MeredithHardy noticed that D’Arrigo was being ‘bounced around’ by turbulence. As they approached the peak, the tow line broke and D’Arrigo was on his own. Without the hang glider in tow, Meredith Hardy said the aircraft ‘shot up’ and he did three fly-bys of the peak, before an audience of about six climbers standing on the peak and four or five others inching up the final few feet. Meanwhile, D’Arrigo was on an adventure of his own. He was supposed to make it back to the base camp but instead ended up at a remote high-altitude scientific research station. He was bruised from a rough landing (those higher highaltitude groundspeeds can be rough on the legs) but was otherwise safe and awaiting a helicopter ride to the base camp as of the last Web site posting.” If you want more detail, go to Meredith-Hardy’s Web site at http://www. flymicro.com/everest/index.cfm ••• A little more downto-earth, USHGA Executive Director Jayne Depanfilis reports from only a mile high (Colorado Springs) that in early June, “The USHGA’s towing exemption has been renewed for two more years, through June 30, 2006.”

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That’s certainly good news even while folks like Jayne, Bill Bryden, and Mike Meier work at ASTM meetings to gain a more permanent foothold for towing of hang gliders (and perhaps eventually paragliders). In a related note, Jayne adds, “It should be noted that no towing-related fatalities were reported to USHGA during the current exemption period.

Therefore, no towing-related fatalities were reported to FAA. This is a good thing.” ▲ Additionally, Jayne reports, “The tandem exemption expires October 31, 2004. I will be working on the request for the renewal of this exemption soon. I will need to review and document any tandem fatalities that occurred during the current exemption period.” Thanks to Jayne for staying on top of these vital approvals from FAA. ••• Even lower but still on top of the mountain, New Yorker Greg Black reports that he and his brother Charlie bought part of a mountain where he’s had a launch for years. “It is done, signed, and now owned by the ‘Blacks’,” Greg reports. ▲ He elaborates, “The launch area called the North Knob is a 1,000-foot point that sticks out of the side of the Ellenville Mountain just a quarter mile north of the ‘other’ Ellenville launch site. The launch site area is about 10 acres and now has a 16-by-25-foot ramp facing WNW, and because of the shape of the ‘knob’ we will soon have launches facing NNE and going all the way around to west.” ▲ Greg also owns the landing area, where he has a flight park and training hill. The LZ is only seven acres but is surrounded by about 50 acres of fields. “The whole piece we bought is 88 acres, with a building site that houses the trailer known locally as ‘the house thermal.’ The trailer is about 600 feet up the side of the mountain and can be reached from the flight park by way of the rail trail that actually borders the flight park. This trailer will be used by the local hang gliding/paragliding club, called ‘NASA,’ as its clubhouse. Dues to fly and be a member are $60 per year.” ▲ Black further reports, “We now have all permits and approvals to erect our new 40-by-75-foot building with showers, toilets, and a 75-foot porch for getting out of the sun and rain. A large pond has been dug next to the new camp area as well.” FMI: mtnwings@catskill.net or call (845) 647-3377. ••• Aircotec distributor Achim Hagemann now has the XC Trainer in stock. Using the Top Navigator software (with free future updates), Achim reports, “The instrument has created quite a buzz in Europe because of its size, weight, and performance. It is the smallest and newest GPS flight instrument design on the market.”

An interesting and convenient feature involves a battery that can be recharged like a cell phone using current from 110-240 volts. “No extra charger is required,” says Hagemann. For 2004, he says, the glide calculator is new, as is final glide calculator, auto switching from map mode to thermaling mode, adjustable vario sensitivity, metric/ English measurement switch, and a special intro price of $799. Look over the English language manual at aircotec. net. FMI: aircotec@yahoo.com ••• Interested in some other fun reading? You might enjoy a humorous—but genuine—comparison of an F-15D Tomcat and a Wills Wing AT 125 paraglider by Stuart Broce, who flies both. You can’t get much farther apart on the aviation spectrum. Go to http://www.flyaboveall.com/willswing_grumman.htm for the story. ••• So, got news or opinions? Send ‘em to: 8 Dorset, St. Paul MN 55118. Messages or fax to (651) 450-0930.

Email to Dan@ByDanJohnson.com. THANKS! n

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THE

ALL NEIN INILLS INING

SPORT

HOW THE SPORT 2 COMPARES: GLIDE PERFORMANCE Lowest

Highest

Falcon

Eagle

Ultra sport

Sport 2

U2

Talon

LANDING CHARACTERISTICS Easiest Falcon

Most Demanding

Eagle

Sport 2

U2

Ultrasport Talon

OVERALL HANDLING QUALITIES Easiest Falcon

Most Demanding Eagle

Sport 2

U2

Ultrasport

Talon

COST Lowest Falcon

Eagle

Highest Ultrasport Sport 2

U2

Talon

SPECIFICATIONS SPORT 2 155: Area (tt2) 155 Span (ft) 31.5

Aspect Ratio 6.4 Glider Weight (lbs) 59 USHGA Rating 3 Sugg. Retail $4275

There's a new kid on the block - the new Wills Wing Sport 2 Wills Wing's newest glider is based on our oldest idea: the high-performance glider that's easy and fun to fly. While some have always been willing to accept gliders becoming more difficult to fly as the price of higher performance, Wills Wing has focused on making better-performing gliders that are also easier to fly.

We pioneered the concept of "the high-performance glider you already know how to fly" 30 years ago. Nearly 20 years ago, with the introduction of the original Sport 167, we firmly established the parameters of the "Sport Class" glider, a true high-performance glider that an intermediate level pilot can fly effectively, and have fun on. Today, first with the U2, and now with the Sport 2, we've brought that concept to its highest levels of refinement. The Sport 2 is our latest, and arguably our best, in a long line of easy, fun to fly gliders that offer extraordinary levels of performance. Unlike other high-performance kingposted gliders intended for pilots with advanced skills, the Sport 2 is suitable for even a true intermediatelevel pilot. At the same time, the Sport 2 provides performance that will satisfy an experienced veteran.

The Sport 2 utilizes internal sprogs for stability along with a single reflex bridle per wing. Equipped standard with the ultra-low-drag Litestream performance control bar and an effective VG system, the Sport 2 offers glide performance across the speed range that is just slightly below that of the U2. The Sport 2 tracks straight and true at any speed, with no tendency towards oscillations. The Sport 2's "on rails" directional stability makes aerotowing a breeze, and allows for confident, accurate landing approaches. The Sport 2's exceptional slow-flight handling and performance give it a climb rate in thermals that is unsurpassed. Its unusually light weight and good static balance make ground handling and launching easy.

Landing characteristics are also easy and forgiving, ensuring that even the end of your flight will be something to enjoy. And finally, the Sport 2 comes with all of the built-in quality, and is backed by all of the extensive support, that you've come to associate with Wills Wing.

If you're in the market for a glider that you can enjoy right now, and continue to enjoy as you advance your skills and expand your experience for many years to come, take a look at the new Sport 2.

Quite frankly, we've never made a better glider. And neither has anyone else.

Hook-In Weight (lbs) 150- 250 Optimum Body Weight (lbs) 150- 200 Vne (mph) 53 Va (mph) 46 Vms (mph) 19

LEARN MORE AT WWW.WILLSWING.COM

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