USHGA Hang Gliding & Paragliding Vol34/Iss10 October 2004

Volume 34 Issue 10 October, 2004 $4.95

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

OCTOBER,

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

2004

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

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

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 USHGA Officers and Executive Committee: Bill Bolosky, President, bolosky@ushga.org Mark Forbes, Vice President, mgforbes@mindspring.com Elizabeth Sharp, Secretary, Elizabeth.Sharp@heii.com Randy Leggett, Treasurer, ias@ot.com REGION 1: Bill Bolosky, Mark Forbes. REGION 2: Ray Leonard, Urs Kellenberger, Paul Gazis. REGION 3: David Jebb, John Greynald, Tad Hurst. REGION 4: Steve Mayer, Jim Zeiset. REGION 5: Lisa Tate. REGION 6: Len Smith.

REGION 7: Bill Bryden. REGION 8: Gary Trudeau. REGION 9: Randy Leggett, Felipe Amunategui. REGION 10: Steve Kroop, Matt Taber. REGION 11: Dave Broyles. REGION 12: Paul Voight. DIRECTORS AT LARGE: Elizabeth Sharp, Bruce Weaver, Dennis Pagen, Russ Locke, Chris Santacroce.

HONORARY DIRECTORS: Alan Chuculate, Tiki Mashy, Aaron Swepston, Steve Roti, Dick Heckman, Michael Robertson, Bob Hannah, John Harris, Ed Pitman, Jennifer Beach, James Gaar, Dave Broyles, Ken Brown, Rob Kells, Dan Johnson, Jan Johnson. EX-OFFICIO DIRECTORS: Art Greenfield (NAA).

The United States Hang Gliding Association Inc. is an air sports organization affiliated with the National Aeronautic Association (NAA) which is the official representative of the Fédération Aeronautique Internationale (FAI), of the world governing body for sport aviation. The NAA, which represents the United States at FAI meetings, has delegated to the USHGA supervision of FAI-related hang gliding and paragliding activities such as record attempts and competition sanctions.

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.

For change of address, call (719) 632-8300, or email joanne@ushga.org or michelle@ushga.org.

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 & PAR AGLIDING (ISSN 15435989) is published monthly by the United States Hang Gliding Association, Inc., 219 W. Colorado Ave., Suite 104, Colorado Springs, CO 80903 (719) 632-8300. FAX (719) 632-6417. PERIODICAL POSTAGE is paid at Colorado Springs, CO and at additional mailing offices.

Hang Gliding & Paragliding: October, 2004

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: Jeff O’Brien Jeff O’Brien flying around the clouds over the Currituck, North Carolina airport.

Currituck is the aerotow facility for Kitty Hawk Kites.

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

Accidents happen, and Region 9’s director has formulated a set of standards and procedures outlining what to do in an emergency situation.

By Gary Trudeau ............................. 17

Air Mail: Readers Write In ...................... 10 USHGA: Executive Director’s Note ...... 12 USHG Foundation .............................. 14

TALL GRASS AND LARGE WHEELS

Faces of the Future: Beckingham Boys .. 15

Large wheels offer the option for safe landings in challenging situations.

Master’s Tips: Side Wires ..................... 21

By Christian Thoreson ..................... 31

Pilot Profile: David Barish ..................... 23 USHGA: Regional Director Bios............ 27

A SMALL REFLECTION ON GRAND ADVENTURES

Site Guide: Zillertal, Tirol, Austria .......... 42

Big air and a tiny ant remind one pilot of his mortality.

New Ratings ....................................... 52

By R.T. Tugger .................................. 34

Tow Lines ............................................ 53 Marketplace........................................ 57 Comp Corner: Chelan XC, Region 9 ... 59

SURFLYVOR 2004

Gallery ................................................ 63

Wallaby Ranch hosted this not-to-bemissed event that, in spite of adverse weather, was a winner for all involved.

PG Accident Reports .......................... 67

By Paul Voight ................................. 36 Calendar ............................................. 70 Classifieds ........................................... 72 Index to Advertisers ........................... 77 Product Lines: By Dan Johnson ............. 78 4

October, 2004: Hang Gliding & Paragliding

OCTOBER,

2004

COMBAT L: Man’s Best Friend?

Dennis Pagen is lured by the performance-to-price ratio of the Aeros Combat L—and discovers there’s a lot more to love in this user-friendly hi-per hang glider.

By Dennis Pagen ................................................................................. 48

Hang Gliding & Paragliding: October, 2004

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EDITOR’S

CORNER

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Editor’s Notes t’s coming up on Labor Day weekend as I write this column. Back when I was a teacher, Labor Day signaled the end of summer’s freedom and a return to work. But for many of us pilots, C. J. Sturtevant fall brings some of the season’s finest flying, a chance to get in some truly scenic and mellow soaring before the rain or snow shuts us down for the winter.

When Art Director Tim and I sat down to pull this issue together, we found ourselves with the difficult task of having to choose which of the many well-written, informative and entertaining articles we could include in the October issue and which will have to wait for next month. In my travels this summer I’ve crossed paths with so many of you, and I seem to be hearing from you that you’re pleased with the variety and the quality of the material in your magazine. Make no mistake, it is thanks to you, the members and contributors, that I have the luxury of selecting from such a wide assortment of text and photos for your entertainment and education each month. Please keep on writing and taking photos, and sending them in to share with all of us!

Regional director elections are coming up soon, and your ballot is on the dustcover of this magazine. The candidates’ bios are presented in this issue—even though most are running unopposed, each candidate took the time to compose and submit a brief outline of his flying and personal background, and his goals as your representative. These guys are the ones who do the behind-the-scenes work that keeps our organization moving forward. All but Paul Voight would really appreciate your vote— you’ll have to read his bio to see why Paul is the exception!

Region 8’s director, Gary Trudeau, has been diligently working for many months to standardize emergency procedures so that all of us can act more quickly and intelligently in the event of an accident. His article, Be Prepared, provides a clear outline of what we should do when an accident occurs. This topic should generate significant discussion at our club meetings this winter. Be sure to cut out the emergency procedures flowchart card from the dustcover of the magazine, and keep it with your flying gear.

This is the time of year when many of us start thinking about upgrading our wings and gear before next season. Once again our staff writers provide you with input on some of their favorite wings and things. Dennis Pagen’s review of the Aeros Combat L will be of great interest to any hang pilot looking for a user-friendly blade wing. Bill Bryden, who has extensive experience with all sorts of tow rigs, details the advantages and drawbacks of several tow systems in his Towlines column.

For you history buffs, staff writer Steve Roti takes us back to the very roots of paragliding with his interview of David Barish.

And for those of you hoping to travel far for your next flying adventure, Matt Gerdes suggests Austria as a destination for both hang and para pilots, and offers comprehensive travel planning information in his site guide article.

In the Comp Corner are two well-written articles about biwingual competitions on opposite sides of the country: Pete Lehmann provides details of last spring’s XC attempts in Region 9, and Kyndel Bannister presents a paraglider pilot’s viewpoint of the Chelan Classic in Region 1. Paul Voight’s article on the Surflyvor event at Wallaby Ranch didn’t make it into the Comp Corner, but even with Florida’s uncooperative weather last March, it appears that the Surflyvor participants were every bit as goal-oriented as any competitor in a cross-country contest!

Finally, on a reflective note, Executive Director Jayne DePanfilis addresses the ever-broadening palette of opportunities for us air junkies to get our fix of fun, and a wayward ant inspires R.T. Tugger to ponder the risks and rewards associated with our quest for airtime.

I’m off to China in a few days, probably the farthest I’ve ever traveled on a flying adventure. If I hadn’t been presented with this opportunity to compete in the Paragliding World Cup Selection Tour in Linzhou, I doubt I’d ever have considered a trip to China.

Flying hang gliders and paragliders has broadened my perspectives and enriched my life in so many ways that are only remotely connected with airtime. We are all part of this world-wide family of men and women who share our passion for foot-launch flight; wherever we gather to run off a hillside or tow up on the flatlands, it’s an impromptu family reunion. Enjoy the party!

Still on the topic of safety, Rob Kells revisits hang glider side wire incidents, and gives some tips on how to perfect your whack-free landing technique in his Master’s Tips column.

Christian Thoreson also has some pointers for hang glider pilots on how to land safely in tall grass. For paraglider pilots, the accident report column reminds us that while we are all responsible for our own safe flying, sometimes we also need to keep an eye on our flying buddies’ well-being.

C. J. Sturtevant, Editor

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PILOT

A Tribute to Reese Martin

By Dick Jackson On July 19, the local paragliding pilots shared a classic “glass-off” flight from Aspen Mountain that held greater meaning than the usual euphoric nature of our sport. A single over-developed dark cell positioned itself to the northwest, ominously poised to cut short our “golden hour.” Yet it remained comfortably stationary, as if respectfully aware of a friend both missed and intangibly present. One of the things I’ve always loved about the local paragliding club is the balance of diverse lifestyles that might not otherwise cross paths with one another. Reese Martin had become representative of that balance, perhaps more so than anyone else here in the Aspen valley.

Reese died on July 9th while competing in the Chelan XC Classic. In an accident that appears to have resulted from extreme turbulence, possibly a dust devil near the ground, Reese suffered a ruptured aorta causing nearly instant death. This news came as a shock wave throughout the Aspen community, not to mention the climbing and surfing worlds that greatly benefited from Reese’s involvement.

When Reese entered the paragliding scene several years ago, I was immediately impressed by his commitment to fly every day, especially as a rank beginner. His systematic approach was consistent with the passion he expressed in everything he did. He and his wife, Charlotte Fox, spearheaded local projects for the Access Fund through the American Alpine Club.

In short order, Reese joined me on several mountaineering paragliding adventures, flying from Mt. Elbert, the highest summit in Colorado. We spent five weeks together trekking and climbing in the Langtang Region of Nepal, “heli-hut” skiing in the Selkirk Range of British Columbia, and we enjoyed numerous opportunities to ski, climb and fly in our backyard’s Elk Range. Reese was a total Hang Gliding & Paragliding: October, 2004

pleasure to be with! His warm, calm manner accentuated his light-hearted flowing humor; yet he could get as “out-there” as most anyone I’ve ever known. We’ll miss his unique spirit for adventure and his stimulating conversations around the shop, on the rides up the hill, and over a beer or two later on.

Charlotte joined the group to fly tandem on that memorial flight in July, having only experienced one short winter flight a couple years back. Finding closure takes time, but it also takes the one item that we can control in our lives, that being the friends we’ve chosen or have been fortunate enough to share. Circling over Ruthies launch during that Golden Hour, Charlotte yelled down to those still grounded, “I get it...now I understand, I get it!” In that moment not only did Charlotte step into the air with Reese’s spirit, but everyone took a small step toward the acceptance that Reese has left us, if only in body. As we’ll all experience sometime…and alone…Reese is no longer linked to his coated wing with kevlar and nylon in order to fly high above it all. The miracle of flight initiates the ultimate transition to soar with unrestricted freedom. Just as one flies cross country and in a moment disappears from view into the deep blue sky over the horizon, Reese has achieved his personal record into the welcome embrace of those gone before him.

We miss you, Reese, but we’ll meet again beyond that faraway horizon.

BRIEFINGS

• Introduction and demonstrations of the German-certified Dragonfly C-model • Hang glider tuning and maintenance seminars • Competition and XC flying clinics EVERYBODY is invited! If you have not, in 37 years, flown a Moyes hang glider, this is your perfect opportunity. An added incentive to make the trip to Wallaby Ranch: Cypress Gardens will be opening in October, providing one more familyoriented activity in central Florida.

For updates go to http://www.moyesamerica.com

Paradrenaline.com

Paradrenaline, a relatively new company that hit the scene in early 2003, is creating quality brand-name paragliding apparel designed to satisfy the seasoned pilot while bringing a “hype” and valuable exposure to the sport. Paradrenaline, which stems from the purest sensation of paragliding flight, has seen a tremendous growth in its number of supporters.

Moyes Reunion Celebration at Wallaby Ranch The Moyes Boys are holding a reunion and 37-year celebration at Wallaby Ranch on October 23-24. The weekend events are open to all pilots, family and friends, and will include: • Party, festivities and visiting with old friends • All Moyes hang gliders and harnesses available for demo 7

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

GIN GLIDERS USA - SUPERFLY ::: tel. +1 (801) 255 9595 ::: info@4superfly.com ::: www.gingliders.com

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Boasting an ever-increasing product line, the company offers both men’s and women’s tailored clothing with products ranging from simple T-shirts to fleece hoodies in a variety of fresh colors.

Paradrenaline’s footprint on the paragliding community comes in the form of sponsorship of paragliding events, a monthly free T-shirt give-away, and P2 pilot discounts to encourage the growth of the sport.

With their keen sense of fashion and an open-door policy on clothing creation, Paradrenaline has set their sights high (as in their slogan “Never Comin’ Down”). Keep a bird’s eye view on this company—with a slew of new product innovations and unique designs, they are sure to satisfy your para-obsession whether you’re kickin’ it in a thermal or struttin’ your stuff on launch.

Products and company information can be found at www.paradrenaline.com.

ADVANCE Sends Paragliding Comp News From Europe

By Valéry Chapuis

5 by placing first on the second and third tasks. ADVANCE has five pilots0 in the nine first places! Karin Appenzeller, also an ADVANCE Team pilot, finished second in the female ranking, and German pilot Ewa Cieslewicz was the winner of the Open female ranking with her ADVANCE Omega 6.

Final ranking of the 2004 Swiss Championship: 1st Chrigel Maurer – Proto Advance Omega 2nd Alex Hofer – UP Targa 3rd Mathias Roten – GIN Boomerang 4th Michael Witschi – Advance Omega 6 5th Peter Von Känel – XIX Sens 6th Olivier Nef - Proto Advance Omega 7th Hans Bollinger - Gin Boomerang 8th Volker Nies - Advance Omega 6 9th Andy Birenstihl - Advance Omega 6 10th Jan Leibundgut - Gin Boomerang German Championships: The 2004 German Championship took place in Garmish from 26 to 31 July. Achim Joos on his GRADIENT Avax won the title.

The fi rst ADVANCE pilot was in the 5th position in the general ranking; this pilot is also the 2004 German female champion, once again Ewa Cieslewicz.

Jens Kierdorf fi nished 13th with his ADVANCE Omega 6.

Photo provided by Valéry Chapuis

The female podium of the 2004 German Open, from left to right : Elisabeth Rauchenberger, Ewa Cieslewicz, Petra Krausova

Swiss Championships: The 2004 Swiss Paragliding Championship took place in Davos from 22 to 25 July. Three tasks were organized, 73.20, 31.70 and 50.40 km (about 44, 19 and 30 miles, for those of you who are metrically challenged).

ADVANCE Team pilot Christian Maurer won the title of 2004 Swiss Champion

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Hang Gliding & Paragliding: October, 2004

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A I R

M A I L

Long-time Member Wants NoMagazine Membership Option (email, 8/3) First let me say this letter is not pointing a finger at any one person in particular.

Every year for the last 10 years when my annual membership comes up I’ve asked myself, “Why doesn’t the USHGA have a membership without the magazine?” Every year I cut the check and grumble that I have to pay for a magazine that I really don’t read. I was enthusiastic about the pictures and articles of Eric Fair’s (some of you seasoned pilots will remember “The Right Stuff”) when I was learning how to whack, but for the past 10 years out of 22 years + of flying dangle divers I’m finding it a nuisance to throw this now-heavier mag from one table to another. Hang gliding and paragliding are not my total existence. Between running a business, racing

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bicycles, rock climbing, snow skiing, scuba diving, flying ultralights, climbing mountains, riding and racing motorcycles, flying RCs and a number of other activities on the roster (yeah, I’m a busy guy) I manage to squeeze a few flights in on hang divers.

When I want to fly a site that requires a membership to fly, the thought passes through me that this is the only time I use my membership, aside from bitching in this column. I don’t have time to go to board meetings, I think insurance is a joke in ANY field of activity (people should take responsibility for their actions) and I’ve never seen a breakdown of how much money is spent from the membership fee to produce the magazine. It would seem that the organization could offer a “nonmagazine” membership at a much lower cost, which would only include what would be necessary to achieve ratings to

fly regulated sites. It might even bring back some of the people who have been lost due to the rising cost versus “how much do I fly?” syndrome.

When it comes right down to the bottom line, all some of us really want to do is fly.

Some of us don’t eat, breathe, and poop flying 24 hours a day. Some of us don’t care who’s in first place, how far they flew or what a bitchin’ time someone else had in another country flingin’ a wing. In fact, I’ll go so far as to say that the people who do enjoy getting the mag find that sticking an address label over a really bitchin’ shot is absurd. Can’t those machines put the labels on the backs of the magazines? That’s probably never gonna happen, the advertisers would get their panties in a wad...and we’re only to assume the mag is being supported by the advertisers...or is it? I guess the real question here is how much would it really

October, 2004: Hang Gliding & Paragliding

D E P AA I RR T M M EA NI T L

cost to be just a member when you take away all the hoopla?

right through the Washington DC area and then into Pennsylvania. Arghhh!

Paul Phillips , USHGA #34314

So you can probably imagine how closely we were following the forecasts, and the many discussions about postponement.

But the weather gods were kind to us: Isabel weakened considerably, and was nothing more than a strong low pressure system by the time it passed through Pennsylvania. So the decision was finally made on Friday: Our Festival was a go!

You are not the first to ask why USHGA doesn’t offer the “no magazine” option, Paul.

As the magazine editor I am, of course, crushed that you aren’t eagerly awaiting the arrival of each month’s issue!

Seriously, there is a good reason why you can’t opt out of paying for the magazine subscription. Our bylaws require that USHGA keep members informed about all kinds of things that affect our flying. Hang Gliding & Paragliding magazine is the official newsletter of the USHGA, and only by mailing the magazine to every member, every month, can we be certain that we are in compliance with the bylaws.

As for the placement of the mailing label, it’s postal regulations that the label be on the front cover of the magazine. I’m glad you appreciate the cover photos enough to be annoyed when part of a picture is obscured by that pesky label!

McConnellsburg Hang Gliding Festival a Great Success! (snail mail to Jeff Elgart, USHGA office staff, 8/8) The eleventh annual 2003 McConnellsburg Hang Gliding Festival, which you and USHGA so kindly helped support last year, was a huge success for the Capital Hang Gliding and Paragliding Association and the Maryland Hang Gliding Association.

After the disappointing weather conditions of 2002, we were eager for more flying and a return to the pilot turnouts that we saw in 2000 and 2001. But, initially, chances of this happening seemed exceedingly remote: Hurricane Isabel had set her sights on the Mid-Atlantic. Landfall was predicted on Friday, September 19th (the day before our event), with the track going Hang Gliding & Paragliding: October, 2004

As one of the organizers, I arrived late on Friday night to still-dreary conditions. My attempts to get a bonfire going were unsuccessful (even with the aid of lighter fluid!), so I retreated to a motel in McConnellsburg. But in spite of the soggy start, we were able to fly both days (Day One: the Pulpit/McConnellsburg; Day Two: Bill’s Hill), with close to 40 pilots participating. Some images of Saturday’s flying activities can be found on the Web at http://photos.sickinger. net/20030920_pulpit/index.html.

Day One was a challenge, with overcast skies, occasional decent launch cycles, and frequent lulls. I made the mistake of launching immediately after one of the local sky gods and was rewarded with a quick sled ride to the LZ. Although my instincts had said, “wait,” I was concerned that the wind direction would change, so I gambled but lost! One of my teammates did the same, and things were not looking good for our team, the Fo-Fums.

By 2:30 conditions dramatically improved, and pilots began their quests for some distance. A handful dove over the back for 5 or 10 miles, and two pilots did a ridge run for 14 miles out-and-back. Others managed a few miles down the ridge in the light conditions.

By the time I was back up at launch and set up (about 4:30), conditions just barely allowed for some ridge soaring. Further XC was out of the question at that point, so I just enjoyed the air and the westering sun.

At about 5:30, the inaugural paragliding flight from The Pulpit was made by Australian Dave Tymms, using an area between the hang glider launch ramps that the club had cleared that summer.

Dave was followed by local CHPGA pilot Matthew Graham, who became the first U.S. paraglider pilot to fly from the site.

And I had an opportunity to watch their historic flights from about 200’ over the ridge. What a great moment!

Day Two at Bill’s Hill was flyable, but conditions were again light, and no one (not even the paraglider pilots) was able to accomplish anything more than a sled ride to the LZ. With a 2-mile minimum for points in the cross-country competition, I launched, turned immediately downwind, and tried to eke out a flight that would count in the standings. But all I could accomplish was 1.75 miles, so my contribution to Team Fo-Fum was exactly zero points. Although we Fo-Fums did win (with an OTB flight and a ridge run by two members the day before), I certainly didn’t have much to do with it.

Hurricane Isabel definitely impacted the number of pilots who registered for our Festival. But overall it was still a great success, and I attribute this largely to the Pilot Raffle. For 2003, we had prizes worth over $2100 up for grabs. Many pilots who would have otherwise not attended (because of the weather) were drawn out because of the generosity of our raffle sponsors.

So, Jeff, we would like to thank you and the USHGA for your long-standing support of our hang gliding festival. Your contribution really made a difference, transforming what would have been a lackluster Fly-In into a memorable event with a treat turnout. We really appreciate your participation!

Mark Cavanaugh, USHGA #61291

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U S H G A

N E W S

Notes from the Executive Director

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of thinking, you’re only going to perceive things getting worse, because it is a fact that potential hang glider or paraglider pilots now have the additional option of trying kite boarding. This new sport makes sense if they live or vacation near the water.

hang glider pilot recently wrote the following in an email exchange with me:

Jayne DePanfilis

“…My contention is that paragliding has become a lazy man’s hang glider... a dangerous-to-fly, lazy man’s hang glider. I would venture to say there are more hang glider pilots learning to paraglide than the other way around... I feel that since USHGA adopted the APA, the sport of hang gliding is suffering for that decision... I for one choose not to support a magazine that caters to a sport I feel is killing the sport I love... Many newbies want it, now paragliders give it to them...”

I am very concerned about the prevalence of the notion among hang glider pilots, instructors, and school owners that paragliding is killing the sport of hang gliding. I haven’t witnessed this phenomenon during my 15-year tenure in this industry. However, I have witnessed over time that hang glider pilots who fly paragliders are also flying trikes, sailplanes, and even powered hang gliders and paragliders. Hang glider pilots are increasingly becoming “multiwingual” pilots in an effort to obtain (more) airtime.

You may be surprised to learn that quite a few pilots who learned to fly hang gliders when they were unable to commit the time or resources to obtain a private pilot’s license now participate in general aviation too. Many of USHGA’s ATP-rated pilots are also registered ultralight pilots with one of the three recognized ultralight associations and maintain basic and advanced flight instructor’s certificates.

I believe most hang glider pilots who fly paragliders continue to fly their hang gliders and other ultralights (and aircraft) as well. Some of them no longer fly hang gliders because they’ve opted for a more portable wing that can be flown in very light conditions. They fly at sites where light conditions might shut them out even in a single-surface hang glider. They like taking flying trips and the paraglider is much more portable than the majority of hang gliders.

If the paraglider (which is technically a Class III hang glider) had been available when many long-time hang glider pilots first made their decision to fly a fuel-less ultralight, they might have opted to fly a paraglider instead. An analogy: If snowboarding had been an option when we first learned to ski, many of us would have selected snowboarding instead. In my opinion, it’s the fact that you were already flying a hang glider when the paraglider became an option for personal aviation that makes it seem like paragliding is detracting from hang gliding. Well, if you subscribe to that way 12

I know a master-rated hang glider pilot who is also a novicerated paraglider pilot. He is an aerotow-rated pilot who tows hang gliders with the Dragonfly. He maintains an instructor rating with an ultralight association and provides two-place training in his first-rate trike. He provides tandem aerotow and foot-launch instruction, too. He’s taken sailplane lessons. He grew up near the beach. He surfs and did his share of water skiing as well. His latest passion is kite boarding. This guy is an air junkie and he refuses to limit himself to flight in just one venue or in just one vehicle. Does this seem extreme to you? It doesn’t to me if you are an air junkie and you want to optimize your opportunity for flying-related fun.

Regional director and past USHGA president Bill Bryden reminds us that “we don’t fly hang gliders and paragliders for logical reasons...” but I’m suggesting that the decisions made today about the activities we choose to participate in are made for much more practical reasons. If I live near the water and hang gliding or paragliding or surfing or windsurfing appeals to me, then I might just try kite boarding instead. I might hang glide and kite board or paraglide and windsurf. Why? Because at the end of the day I am pursuing a lifestyle, I want to have fun, these activities are accessible to me, and they increase my options for participating in water-, wind- or air-related sports.

I understand that windsurfing lessons and gear became expensive in a relatively short period of time and the expense contributed to windsurfing’s demise in many places. It is a shrinking industry and sport. Maybe it is actually mutating or evolving into kite boarding. Hang gliding, paragliding, windsurfing and kite boarding all share certain attributes. The instruction and gear are relatively expensive, they are all relatively challenging and time-consuming to learn, and they are inconvenient, weatherdependent sports. They are niche sports. Surfing is relatively inexpensive to pursue, and even though it is very difficult to do well, it is a very popular sport. Scuba diving is relatively inexpensive, and it is very popular as well.

There’s no denying that surfing and diving are weather-dependent to a degree, but they still maintain mass appeal. I’m guessing statistically, based on the number of fatalities per 100,000 participants, that surfing and scuba diving are relatively safer than hang gliding, paragliding, kite boarding or windsurfing. There may be too few participants in some of these sports to know for certain.

I think there is a division among hang glider pilots now that is very detrimental to our sports. There is a stigma attached to October, 2004: Hang Gliding & Paragliding

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anyone who flies something other than a hang glider, a stigma attached to a pilot who flies a rigid wing instead of a flex wing.

This divisiveness is not beneficial to our sports. We should be encouraging pilots to get more airtime, not less. We should be talking about having more fun flying, not less.

There is no other ultralight vehicle that moves through the air like a hang glider does. This is what makes it so special and unique to us, but there are alternatives today that didn’t exist when you old-timers first started hang gliding. Pilots today may not have the luxury of pursuing hang gliding just because we think it is the “purest form of free flight.”

Some pilots maintain that hang gliding is the ONLY legitimate form of fuel-less personal aviation. I think this attitude is intimidating and it breeds exclusion. I had to come out of the closet when I admitted to a group of hang glider pilots that I had tried paragliding. Paraglider pilots don’t care if I hang glide. This attitude makes me feel better. Hang gliding and paragliding are complementary sports.

I watched GW Meadows’ new video, Pura Vida Flying, the “surfingest” flying video I have ever watched, and I was amazed to discover that Chris Muller, Kari Castle and Bo Hagewood fly hang gliders, paragliders and powered paragliders. They surf, kite board, ride horses, and hike as well. The video reminded me that it’s all about feeling good, being free, and having fun at the end of the day. When did we lose sight of this? When did we begin to act like a special-interest group whose sports are mired in politics? Do you know how many pilots secretly admit to me that it’s no longer fun to fly their local flying sites because of the politics? Do you feel the same way? And if you do, do you think the outside world senses this, too? We’re taking the fun right out of our sports because apparently there is something more important than having fun now.

Hang Gliding & Paragliding: October, 2004

USHGA is not the cause of the decline of hang gliding. Your association is not contributing to its demise. Hang gliding happens in your back yard, not in the association’s back yard.

The association doesn’t fly, you do. The association doesn’t set an example for the general public, you do. The association doesn’t greet new pilots at your sites, you do. The primary purpose of USHGA is to service members, but it’s under attack by some for not doing more to promote our sports. Sports associations with much larger marketing and public relations budgets generally benefit from a wealthier industry. Much of the advertising and promotion comes from within the industry and the association benefits from the industry’s generosity.

…hang gliding and paragliding can provide you with a lifetime of fun if you are patient enough to reap the rewards.

We really can’t afford to be so narrow-minded about how we get our flying fix. If you blame paragliding for the decline of hang gliding, you are focusing on the wrong culprit while the real one gets away. What if your children choose paragliding rather than hang gliding, or kite boarding rather than paragliding? Are you going to tell them that because you walked six miles back and forth to school every day they should do that, too? Are you going to tell them that they must learn to play the saxophone because you did? Are you going to tell them that they can’t try paragliding or kite boarding? I doubt it, because you want them to be happy and to have fun. When did flying stop being fun?

N E W S

I recommend reading Jim Yocom’s letter to the editor in the June magazine. One of our own, whom we like and respect so much, shares his thoughts on the obstacles to the growth of our sports. Like many of you, he spent the better part of his adult life explaining why he fl ies a hang glider and telling his friends and family about the joy, fun and fulfi llment associated with personal sport aviation. His lifestyle evolves around this sport. His non-flying friends may think he’s crazy, they may admire his courage, they may even want to try it one day, but they aren’t going to be convinced or cajoled into flying a hang glider.

Fixating on paragliding as the primary cause for the decline of hang gliding only distracts us from addressing the real issues. Hang gliding was once brand new, but it is no longer.

Now it competes with numerous other sports and recreational activities for our attention. It even has to compete with dinner in a nice restaurant or a night on the town in most resort areas. It has to compete for your discretionary income and it doesn’t provide an immediate fix. However, hang gliding and paragliding can provide you with a lifetime of fun if you are patient enough to reap the rewards. They are unforgettable and, for many, unimaginable as well.

Jayne DePanfilis Executive Director United States Hang Gliding Association jayne@ushga.org

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USHG

FOUNDATION

USHGF Contributions and Source of Funds

By Stephen Onstad, President, USHGF

T

he August 2004 issue of Hang Gliding & Paragliding magazine had an excellent article about the successful site improvements undertaken by the Arizona Hang Gliding Association at their Mingus Mountain site. The USHGF was pleased to provide the Arizona club a grant of $10,000 to assist them with this project. They were of great assistance to us, too, as this was our first site grant request and we had a lot to learn.

I would like to correct one statement in the article: “…the foundation was funded through USHGA member dues…” Our funding does not come from your dues, but even so, you are our best source.

The USHGF is a nonprofit public charity and receives its funding through contributions and grants. Our primary source is from the USHGA membership. Gifts come to us in the form of direct contributions and, best of all, contributions you make when you renew your membership in the USHGA. We say “best of all” because the USHGA has generously agreed to match renewal contributions up to $500. Thanks to all of you who take advantage of this offer.

You can also contribute directly to the foundation online through the USHGA Web site (www.ushga.org) or by mailing your contribution to the USHGF, PO Box 1330, Colorado Springs, CO 809011330. Whichever way you contribute, be sure to indicate where you want your contribution directed: the general fund, site preservation, safety and education, or one of the competition funds.

USHGF and Dixon White The foundation is coordinating efforts with the Dixon White Memorial Flight Park Fund. Details are still being finalized; hopefully by the time you read this you will be able to make tax-deductible contributions to the foundation’s Dixon White Memorial Fund.

Funds in this account will be targeted to the preservation of the Flight Park, and will form the financial base for grants made directly to cover the ongoing costs of supporting and maintaining this as a flying site. Check with anyone on the USHGF contact list (www.ushgf.org/contacts.htm) for details.

The United States Hang Gliding Foundation is an incorporated 501(c) 3 public charity dedicated to preserving and enriching the future of hang gliding and paragliding.

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FACES OF THE FUTURE

The Beckingham Boys

O

Article and photos by Doug Beckingham

ur family of four lives in Winnipeg (Canada) where soarable slopes are hard to find but tow roads are more numerous than dust devils in Chelan. In the spring of ‘94 my wife Janet tried tandem towing a few times, and although those flights left a lasting impression on her, she soon decided that she could not commit enough time to learning to enjoy solo flight.

Our oldest son Dru was introduced to the flying culture while we were on a family trip in the Qu’Appelle Valley in Saskatchewan in 1995.

Too young to fly at that time, he still loved to hang in his Jolly Jumper under our Double Vision while it was set up on launch. His squeals of delight provided everyone with a chance to laugh at his youthful exuberance. Not long after (at age 5) we had him tucked into a harness on the back of a platform system and towed up to 2,300‘ AGL. He took this as almost a solemn affair and he followed our directions perfectly. This flight left him with the sense of flying a hang glider being too gentle and perhaps easy. When I asked him later what the best part of the flight was, he piped up that leaving the back of the truck at high speed was undoubtedly the highlight. So much for him appreciating all of the subtle wonders of free flight!

Sometime later, while sharing the air with five other pilots on a ridgesoaring flight, I turned to Dru and asked, “Just how many eight-year-olds in the world went hang gliding today?” and he was quick to blurt out, “None.” Looking sideways at him through my sunglasses, I replied, “ No, probably just one—you!” The significance of that perspective seemed to have quite an impact on him. From there on I could see him settle into the flight and simply enjoy it—tough to do when you are an active eight-year-old boy. So far Dru has about six tandem hours and is quite happy to enjoy the bumps and dips of thermaling with me.

As the years have passed, I have been trying to learn about hang gliding from the kids’ perspective. How they relate to it and what makes it important to them has become a new area of interest for me.

Younger brothers often have it easier than their older siblings. Aidan was already asking to go flying by age four and by the time he was five, we were ready—almost. Janet had quite a tough time letting her “baby” go flying. Neither of us had anticipated these feelings and it was a challenge to deal with that anxiety.

Aidan’s first foot-launch tandem flight was 40 minutes, and wow! that left a good impression on me. The toughest part for him was the strain on his neck trying to look up with that Uvex helmet on. Aidan loves to talk and share his flying experiences with anyone who may believe him. I had learned from his older brother’s prior classroom exHang Gliding & Paragliding: October, 2004

Doug and Dru launch at the Qu’Appelle Valley in Saskatchewan.

periences that it was a good idea to let people in on some of his hang gliding experiences early in the school year. I made a point to visit the classroom and explain to the teachers that he had actually gone hang gliding that weekend so that his tales would not be viewed with doubt. Cost of fuel and supplies for the weekend: $210.00; cost of gear for the kids: $345.00; the look on the kindergarten teachers’ faces after being told that Aidan had airtime in a hang glider: priceless!

Both of our kids have grown up around a number of our friends, many of whom fly hang gliders or have flown them, so it was simply natural for them to step into the air at some point. In their minds this seemed to be just another “given.” Wouldn’t it be nice if life were always just so simple?

Now, admittedly not wanting to compete for airtime, Janet lets the boys clamor for the passenger seat on my tandem wing, knowing that some day she may be wire assisting all three of us on a windy slope.

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D CEE SP OAF RT H T EMF U E TNU RTE FA

Aidan and Doug make sure the camera is in working order before launch.

Many of my childhood dreams have been realized through the wonderful people in this sport. Hang gliding has brought a lot of wondrous things into my life. It is my hope that Dru and Aidan will find those same good things in their lives.

Doug Beckingham, USHGA #55183, started hang gliding in 1979 after realizing some of his flying dreams through the sailplane, and is now a level 4 pilot in Canada. A proficient mountain and tow pilot, Doug is also a former instructor and owner of the local school, and was the first HPAC-certified instructor in the province. He was instrumental in bringing the PDM (pilots decision making) course for hang glider pilots, the Risk Management Program and the Cockpit Communications Program to Canada. He holds USHGA Otto Lilienthal bronze and silver badges.

Dru’s introduction to hang gliding—hanging in his Jolly Jumper under Dad’s wing, 1995

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

16 Gliding & Paragliding

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P R E P A R E D

Being Prepared

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By Gary Trudeau

ou’re flying your favorite site with your friends and everybody is slowly sinking out, flying close to the trees and trying to scratch for every little bit of lift available. Suddenly you fly into some strong lift and start turning tighter and tighter, trying to stay in the core of the lift. A glance at your vario shows that you’ve just climbed nearly 4000 feet in about two and half minutes! Your friend, coring just as tightly and about 1000 feet below you, suddenly tumbles his glider and falls into the sail. With great relief you see his parachute open, and he starts drifting down to earth. What do you do now? How can you help your friend?

Left: Eastside Fire & Rescue team assist a pilot in the Tiger Mt. LZ in Washington State.

the best way to handle an emergency is to be prepared before one occurs.

Photo: Mike Eberle

The integration of safety into the fun of flying has always been a high priority of USHGA. We have standards for how and what we teach, and a rating system with special skill sign-offs to help keep new pilots as safe as possible while they gain experience.

We even have standards for safety requiring the use of helmets and reserve parachutes. But accidents do happen, and in an emergency situation it is helpful to have standards and procedures outlining what to do after an emergency has happened. Recently some members of the board of directors have taken up this issue with rescue squads and search and rescue personnel and have formulated a set of emergency procedures that address the categories of preparedness for site, pilot, and search and rescue.

Site preparedness: We all know the basic information about our sites like ratings needed, and whether helmets and reserve chute are required. But when an incident happens, this isn’t the information that helps deal with the emergency. What is important are the site-specific details—launch and landing location and elevation, names of access roads, radio frequency for local emergency crew contact, for example. The safety procedures recommend that this information be clearly posted at launch and in the landing zone.

In an ideal situation this would be a permanent, mounted sign with handouts. This may not be feasible at all sites but the local club can come up with what will work for them and the landowners.

The information that should be posted on the signs and in the handouts includes site protocols, general information such as required or recommended skill ratings and safety equipment, Hang Gliding & Paragliding: October, 2004

Crash-scene photos: Gary Trudeau 17

M RE EN DT B DE E P P A R R E T P A

and maps including street names and addresses, and specific direction to non-addressable places (launches and landing fields).

Many emergency response crews use GPSs and would be able to navigate quickly to a launch or LZ if given the coordinates, so these should be included. If the emergency crews are not GPSequipped, someone should meet them at a designated spot to guide them to the accident site. We also recommend posting emergency phone numbers. In most cases it will be 911 but might not be for all areas.

Getting in contact with pilots can be the most important first step in an emergency. It is recommended that local pilots program into their radios one or two emergency radio frequencies; we suggest 151.625 (USHGA 1) and 146.520. The first, 151.625, is one of USHGA’s licensed business band frequencies that most USHGA members already have programmed into their radios.

The second, 146.520, is the national simplex frequency and can be used by any licensed ham radio operator, and will not interfere with any radio repeater in the country. Both of these frequencies may be used by anyone in the event of an emergency.

A copy of these emergency procedures should be available on-site so anyone can refer to them if needed. Having this information on a handout is a good idea, so pilots can have it on their person if they are not near one of the posted signs.

In addition to information, every site should have a rescue kit.

This kit should be kept out of the weather and in a knapsack or something easily carried to a remote location, and should include rope, water, flashlight, compass, topographical maps, first aid supplies, space blanket, folding saw, and anything that might be site- or incident-specific.

Pilot preparedness: Knowing and doing some simple little things can make a big difference if a situation occurs. First, every pilot should be aware of general information and emergency procedures, and know and follow all the site protocols, before, during and after flying.

Second, each pilot should carry a few safety-related items and know how to use them. Of course you should always fly with a helmet and a reserve parachute. In addition, you should carry a radio, let others know what frequency you are going to use, and program your radio so you can easily tune into the emergency frequencies if needed. Having a GPS and knowing how to use it along with your radio will facilitate a rescue. The next few items are for your benefit if the emergency involves you. Dental floss is strong and compact, and can be lowered down to bring back up a rope in the event you are trapped above your rescuer. A whistle is also small and can be heard a lot farther away (and takes less effort) than yelling if you are injured. A short length of rope can allow you to tie yourself into a tree until help arrives. A mobile 18

October, 2004: Hang Gliding & Paragliding

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phone programmed with your friends’ phone numbers will allow you to contact them, or them to contact you, in an emergency.

Two last tips: When flying XC, try to make radio contact with someone every 20 minutes or so. This way searchers will have an idea where to look for you if you come up missing. Finally, get some sort of CPR and first aid training.

Prompt first aid may be the thing that saves your friend’s life.

P R E P A R E D

EMERGENCY PROCEDURES Upon recognition of INCIDENT:

IF NO TO ALL:

ALL PILOTS tune their radios to emergency frequencies (151.625 or 146.520) and CHECK IN.

A. Person in charge coordinates non-EMS recovery.

A. ONE PERSON takes charge of incident.

B. ANSWER 4 questions: 1) Is there going to be a delay of more than 5 minutes to make contact with pilot?

EMERGENCY

PROCEDURES

B. Search teams composed of at least 3 persons: – One of three should be trained in first aid.

– All should have radios and monitor emergency frequencies and injured pilot frequency.

C. Each group should have a GPS and know how to use it.

2) Is pilot injured requiring medical attention?

3) Is search and/or rescue required? (tree landing, water or power lines) 4) Are there too few pilots available to handle the situation?

D. Each search team carries rescue kit containing: – Rescue ropes – First aid kit – Flashlight & Compass – Water

IF YES TO ANY, ACTIVATE EMS: CALL 911 C. PERSON IN CHARGE MEETS EMS at designated location- and determines how we can assist them and integrate our special skills into their procedures.

REMEMBER: EMS CAN BE CALLED AT ANY TIME AS YOU REALIZE THEY ARE NEEDED

Search and rescue preparedness: The first D. INFORM ALL PILOTS HOW THEY CAN ASSIST EMS step is realizing there is an emergency involvPERSON IN CHARGE IS RESPONSIBLE FOR COMPLETE DOCUMENTATION OF INCIDENT ing a pilot. Stay calm and don’t put yourself IF NO TO ALL: AND FOR FILING AN INCIDENT REPORT WITH (see other side of card) THE REGIONAL DIRECTOR. at risk. You are no good to your friend if you get injured yourself. Once an emergency situation is recognized, every pilot should tune their radio to one of the site-designated emergency frequencies and check in. Someone needs to take charge, third: Are there any circumstances requiring professionallyand everyone else should follow the lead of that person, who will trained search and rescue personnel? These circumstances would coordinate everything until the rescue is complete. include the pilot having landed in water, trees, power lines, or on a cliff.

There are four questions that must be answered in order to determine how to handle the rest of the situation. fourth: Are there too few people available on-site to handle the situation? first: Is there going to be a delay of more than five minutes to make contact with the pilot, either by radio or through If you answer yes to any of these questions, the person in charge another person? needs to activate Emergency Management System (EMS, 911 or the site-specific emergency phone numbers).

If you can make contact with the pilot, keep him or her calm.

If the pilot is injured or might be in need of rescue, recommend If you answer no to all of these questions, this is probably a situto the pilot to stay in place, tie themselves in if in a tree or on ation that pilots can handle. a cliff, and wait for help to arrive. Try to get as much information about the pilot’s situation as possible. Include things like Recovery requiring EMS assistance: The person in charge has evalGPS coordinates, injuries, and any special situation that might uated the situation and determined that EMS should be called. The be involved like tree landing or power lines involved. Someone person in charge must make the call to EMS, the sooner the better should stay in contact with the injured pilot, but remember the so the pilot will receive proper care. A few points about calling injured person’s radio battery life. This could be an issue if the EMS: When you are calling from a mobile phone, EMS does not ausearch and rescue takes a while. tomatically know where you are calling from. So, first identify the town and state, then relay any pertinent information. This way If no one can make contact with the pilot, things become a little EMS will know who they need to send to handle the situation. more difficult. Locating the pilot is very important. If it can be safely done, someone can fly over the downed pilot and get a The person in charge needs to designate a location to meet EMS GPS fi x on his or her approximate location. Assess the pilot’s personnel. Once EMS is on the scene, the person in charge turns situation and relay this information to the person in charge. over control of the situation to the EMS personnel. The person in GPS coordinates, extent of injuries and specific details needed charge should also find how pilots can assist EMS and integrate for the rescue are all very important. our special situation into their emergency procedures. All rescues should be left for EMS to handle—they constantly train for these second: Are the pilot’s injuries severe enough to require situations and know the best way to handle them with minimal medical attention? input from us. The injured pilot’s safety is the most important thing here, so don’t let your ego get in the way.

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P R E P A R E D

If search and rescue is required, talk to EMS about the dangers of using a helicopter in the vicinity of gliders. It might be better to use a fixed wing aircraft instead of a helicopter. If a helicopter is required, make certain the helicopter pilots know not to fly over any gliders in the air or on the ground. All gliders on the ground need to be secured or moved when a helicopter is present.

When EMS response is not indicated by the four qualifying questions: In a situation that we pilots can handle without EMS assistance, the designated person in charge coordinates recovery, with all pilots assisting as needed.

Any searches should be done in teams of at least three pilots. All should have radios and each should be tuned to a different frequency, two radios to the emergency frequencies and the third to the frequency of the injured pilot. Each team should have a GPS and know how to use it. Once you find the pilot you can radio the other rescuers your location. Remember to store and report your GPS coordinates before you enter the woods or difficult terrain. That way you won’t need to be rescued. Carry water and a rescue kit. Note the time of the day and weather. Recovery may take a while. Are you going to need warm clothes, flashlights, or any other special gear?

When you find the pilot, administer first aid that you have been trained for. If the pilot is unconscious or you suspect a spinal injury, don’t remove the helmet or move the pilot in any way.

Remember, EMS can be called at any time when you realize the situation has changed.

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The person in charge is responsible for documenting the incident and reporting it to the regional director.

No matter where our members fly throughout the country, standardized emergency procedure should help minimize the risk to them after an incident has occurred. We hope that by standardizing emergency procedures everywhere, it will be easier for pilots to know how to respond, because the procedures will be the same as at your home flying site. We believe that standardized emergency procedures could also be a valuable tool for pilots trying to open a new site. Many landowners of potential sites will require emergency procedures to be in place before they allow flying.

Local clubs need to integrate these procedures at their flying sites and we need to get these procedures into the hands of every pilot. Included on the dust cover of this magazine you will fi nd a credit card-size cut out. This is a flowchart version of the search and rescue portion of the article. This allows every member to have a copy of these standardized procedures with them to refer to in case of an emergency. All this information in outline form, along with the credit card-size flowchart, is available on the UHSGA Web site, www.ushga.org. USHGA is also planning on mailing the credit card-size flowchart with membership renewals.

Now when an incident occurs, you and everybody you’re flying with will know the best way to handle the situation and minimize the risk to everyone involved.

October, 2004: Hang Gliding & Paragliding

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Are Your Side Wires Trying to Kill You? And Landing Principles, Part 2

By Rob Kells, diagrams courtesy of Wills Wing

Thank God the pilot was only six feet above the beach and not at six thousand feet in the mountains when the side wire broke!

R

ecently a pilot flying a Wills Wing Eagle 180 had a side wire fail in flight. Fortunately the pilot was unhurt. This glider was two years old, but it had only about 20 hours on it. It had many setups and breakdowns, and was being flown primarily on a small sand dune. The side wire that did not fail on this glider had broken strands showing just outside the nico at the crossbar/side wire junction, indicating it had been kinked also. We know of four side wire failures in the last 20 years on our gliders—each one of which was caused by a kinked cable that was not subsequently replaced.

Every Wills Wing owner’s manual discusses this problem. In the preflight section it states:

T I P S

cable end (so you don’t get poked by it) while you are waiting for your replacement cables.

In general aviation aircraft, an inspection must be performed every 100 hours by a licensed airframe and power plant mechanic.

We have no such law in hang gliding.

If your side wires are kinked (top and bottom), replace them!

Therefore, pilots must be very proactive about the inspection and replacement of all the components of their gliders, harnesses and parachutes. Do a very thorough pre-flight inspection before every flight, because YOUR LIFE DEPENDS ON IT. How old are your side wires, and are they straight?

“Check that neither the bottom side wire nor the top side wire have twisted or cocked thimbles”.

LANDINGS, Part 2 And in the maintenance section: “Every six months: Have a complete inspection performed on the glider and replace any suspension system component that shows any wear, and any cable that shows any kinks, wear, damage, corrosion, etc.

“Every year: Replace bottom side wires and hang loop.”

Also have another look at the April 2004 issue of Hang Gliding & Paragliding magazine. Page 21 shows a photo of both kinked and straight side wires, and the article contains a lot of information about cables and maintenance. Additionally, we have published a technical bulletin on the subject on our Web site at www.willswing.com.

The heat shrink we use to cover the end of the cable is transparent. If you cannot see through your heat shrink, that is a good indication that your bottom side wires are long overdue for replacement. If a cable has been kinked, it will exit the nico at an angle when it is not under load, instead of being straight. This is fairly easy to see even if the heat shrink is no longer clear.

You can also cut the heat shrink off to carefully inspect the cable for damage, and if none is found, tape over the uncovered Hang Gliding & Paragliding: October, 2004

We have all witnessed pilots arriving in the LZ in a less-thangraceful manner. Let’s focus on a few ingredients for better landings—in other words, ways to avoid having pilots screaming “WHACK” at us when we land.

LANDING DOWNHILL. This is nearly always a very bad idea. When you are gliding down a slope, the flare timing becomes MUCH more difficult and critical. You need to bleed off as much energy as possible or you will balloon up much too high when you flare. Flying the glider slower and slower until it’s almost stalled causes roll control problems, and if you get too slow and a wing drops, when you try to lift that wing you do a spin entry. Clearly another problem in landing downhill is running out of landing field and hitting obstructions at the far end of the field.

If you must land downhill, deploy your drogue parachute, fly your approach at the lowest speed that still allows for good control, and plan to start your final approach as far from the bottom of the hill as possible. Once you are close enough to the ground, dragging your feet behind you will help get you stopped in a shorter distance.

(Obviously, don’t do this in a rocky field.) As your speed and energy decrease, be very careful to keep the wings level. At what you judge to be the last possible moment, you must commit to a big flare 21

M A S T E R ’ S

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and get ready to run it out. Going for the flare and then letting the bar back in is the most common mistake, and usually results in the “WHACK” response, or broken glider parts, or worse.

HINT: For a strong flare, keep you feet behind you and your shoulders forward.

HINT: The best idea is to avoid landing downhill. If the wind is blowing up the slope, try landing crosswind/cross-hill.

Depending on the wind velocity and the steepness of the slope, it sometimes makes sense to land downwind up the slope. The steeper the slope, the more tail wind you can handle.

FULL FLARE? Full-flare landings in little to no wind require that your wings be level, and that you execute the proper rate of pitch-up, at precisely the correct time. It is easier and less critical to not execute a fullflare landing, but rather gradually slow until the glider nears stall, and then run out the landing doing a slower flare. Be careful not to prepare for the run by extending your feet forward! Running out a landing requires less precision and usually provides more consistent results. Windsports’ Joe Greblo has been teaching his students this technique for years with very good results.

HINT: Try running out some landings with a slower flare and see how it works for you.

PILOT POSITION In our drawings in the next column you can see that our happy pilot has his feet below and slightly behind him. The sad pilot (who is about to crash) has his feet out in front of him.

Notice how much farther back the happy pilot’s CG is. We are all tempted to put our feet in front of us to protect ourselves from an impact; it’s the natural thing to do. But putting your feet out front moves your shoulders back and your CG forward.

Conversely, the farther forward our shoulders are, and the farther rearward our CG is, the more flare authority we have.

Think about it this way: How much better might your landings be if your arms were a foot longer? That’s about the improvement you can expect if you normally land in a straight upright position, and change to a pre-flare position that has your torso inclined forward, your knees bent, and your feet behind you.

Don’t worry about getting your feet below you, as the flare will swing them down beneath you automatically.

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LOOK WHERE YOU ARE GOING! Looking ahead towards where you are going on final approach will allow you to see if you are drifting sideways, will give you a better reference to determine if your wings are level, and will make it appear that you are going slower. Mission’s Pat Denevan has observed that the pilots in his launch and landing clinics who are looking down instead of forward are more likely to execute a flare with a wing low, causing a turn or sometimes a crash.

HINT: Don’t look down on final approach—instead, look forward, towards where you are going.

Please fly safely.

Rob Rob@WillsWing.com

October, 2004: Hang Gliding & Paragliding

PDI EL O P TA R PT RM O E F INL T E

the Probable Inventor of the Paraglider

By Steve Roti

Photos provided by Philippe Renaudin of Sup’Air-USA

SR: As far as I know, nobody else was launching off hills with parachute-like aircraft in the 1960s. What made you decide to build and fly the Sail Wing?

on was the vortex ring parachute, from 1954 to 1957. In 1964 I really got going on the gliding parachute as a result of work I was doing under contract for the Army.

DB: The slope-soaring Sail Wing was an outgrowth of the Sail Wing used for skydiving, which existed much earlier than the slope-soaring version. NASA was looking for alternate means for recovery of their capsules, and it became obvious that something with higher performance than the skydiving version was needed. We developed a higher aspect ratio version and took it to Hunter Mountain in New York in September of 1965. The aspect ratio went up from 3 for the skydiving version to 5 for the slope-soaring version. There were other people involved in the development, including Dan Poynter and my son Craig. Slope soaring was a way of testing out the higher aspect ratio version of the Sail Wing.

SR: Is there anyone in particular who inspired you to pursue this form of aviation?

SR: What was your educational background that led you to develop the Sail Wing?

DB: I earned masters and professional degrees in aeronautical engineering from Cal Tech, graduating in 1950. I spent nine years in the Air Force as a pilot, including my time at Cal Tech. After the Air Force, the first parachute I worked Hang Gliding & Paragliding: October, 2004

DB: My own interest led me into the gliding parachute area. Of course, Lindberg inspired my whole generation.

SR: Were you aware of Francis Rogallo and the work he was doing?

DB: I was, and after we got into the NASA work with the higher performance version we did a lot of our wind tunnel testing at Langley, where Rogallo was working. Our work started out quite differently because Rogallo was interested in using metallic structures, and all of my work was without rigid structures. While we were testing at Langley one day I glanced over my shoulder and saw Rogallo looking at the models we had hanging in the wind tunnel and taking notes. Of course, he followed quite a different path.

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DDE EP PA AR RT TMME EN NT T

SR: Dan Poynter’s book, Hang Gliding: The Basic Handbook of Skysurfing, published in 1973, uses the term “paragliding” to refer to your activities with the Sail Wing. Do you know when and where the term “paragliding” originated?

DB: Not really. At the time we called it slope soaring. Someone else originated the term “paragliding” but I’m not sure who it was; it might have been Dan. Interviewer’s note: A phone call to Dan Poynter verified his use of the term “paragliding” in the 1973 book, but he wasn’t sure where the term originated. Dan also mentioned that 1973 was right about the time when the sport of hang gliding standardized on using aviation terminology rather than sailing terminology. Paul Klemond informed me that NASA used the term “paraglider” in the early 1960s to describe developments such as the Rogallo wing and the Parasev (Paraglider Research Vehicle). So in summary, it appears NASA originated the term “paraglider” in the early 1960s, David Barish invented the practice of foot launching gliding parachutes in the mid-1960s, and the term “paragliding” was first used to describe foot launching of gliding parachutes in the early 1970s.

SR: Did anyone else fly the slope-soaring Sail Wing?

DB: Yes, other people including Dan and my sons flew it, around 1966 or 1967. My son Craig was in his teens and he loved it.

SR: You mentioned flying at Hunter Mountain in New York State. Where else did you fly?

DB: I’ve always been a skiing enthusiast myself, so I got the idea of taking advantage of the ski lifts. I was sponsored by Ski magazine to travel around the country looking for the best ski areas for slope soaring. The best one I found in the east was the Stowe ski area. Unfortunately the trails at Stowe were fairly narrow and I wasn’t very skilled at staying over the trails and away from the trees—but I only had a couple of tree landings. I was discouraged at the other eastern ski areas because I thought there were too many trees. I went out west, but the weather wasn’t cooperative at the times I could get out to the slopes. The other thing about the 19651966 time period is that I wasn’t aware of the advantage one could get out of thermaling, so I was always doing my flying under calm conditions and not getting any thermal lift. It wasn’t until a few years later that it became obvious that I could use the thermals.

SR: What kind of response did you get from people who saw you out slope soaring back in the 1960s?

DB: Well, there weren’t many people around—the slopes were mostly deserted at the times we picked to do the flying.

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October, 2004: Hang Gliding & Paragliding

P I L O T

P R O F I L E

SR: What were your thoughts on the safety of what you were doing back then?

DB: We were young and foolish.

But in all fairness I’ve never been injured on a paraglider, nor while skydiving.

SR: Is there any particularly memorable experience from your early slope-soaring flights with the Sail Wing?

Hang Gliding & Paragliding: October, 2004

25

P I L O T

P R O F I L E

DB: I’ve always tried to be pretty careful, and in those days we were using the slopes as a way of checking out the effects of changes in the rigging and the aspect ratio and the cloth we were using. Our flights were really engineering flights.

We weren’t trying for spectacular flights.

SR: Did you have a vision for the future of recreational slope soaring back when you were experimenting with the Sail Wing?

DB: Probably because of my ignorance of the effects of thermals I didn’t really think about the amount of flying you could do. Again, that was largely due to ignorance on my part.

SR: Modern paragliders have advanced quite a bit in the last 20 years. Do you think we’ve reached the performance limits of paraglider wings, or are there still advancements ahead for the sport?

DB: There are still advancements being made and they will continue to be made. I’ve continued working to explore the extremes of designs to see where we could expand the envelope. I fly a paraglider that is probably somewhat higher performance than most. I currently have a glider with a flat aspect ratio of 8. I think there’s still plenty of room for improvement in materials and aerodynamic shape.

SR: Where do you fly your paraglider?

DB: These are still engineering flights and I have a training hill that’s adequate for that kind of testing.

SR: One instructor I know describes paraglider pilots as people who feel they are birds trapped in human bodies. Does that description apply to you?

DB: I don’t know if it applies to me, but I can certainly believe that it applies to a lot of other people. One is reminded of the old saw: “There are old pilots and there are bold pilots, but there are very few old, bold pilots.”

For more information about David Barish, read the article by Xavier Murillo that is reprinted on the Fly Above All Web site at this URL: http://www.flyaboveall.com/articles/davidbarish.htm.

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October, 2004: Hang Gliding & Paragliding

B O D

Regional Director Candidates Region1: Bill Bolosky (incumbent) When I first became a regional director, I said that my priority was helping the average pilot to be able to fly. That hasn’t changed in the eight years that I’ve been on the board, but in that time I’ve come to appreciate just how much has to go right in order to make such a seemingly simple thing happen. We have to have clubs to secure sites, instructors to teach people to fly, manufacturers to make the gliders, and the USHGA to secure insurance and to work with the FAA in order to keep the legal framework as reasonable as possible. If any one of these aspects falls down, eventually all of them will, and flying will become much harder for all of us.

Over the past two years, in addition to being regional director, I’ve also served as the president of the USHGA. This has given me the opportunity to see and affect what’s going on across the entire country. Our big challenges recently have been dealing with the FAA (from the national ground stop after the terrorist attacks in 2001, to Sport Pilot and its effect on aerotowing, as well as a half dozen other issues that have come up), and solidifying our financial position. I think that Sport Pilot came out about as well as we could reasonably have hoped, and we’ve had an amazing financial improvement since the end of 2000, when we were close to having our checks bounce. I think that the big challenges in the next few years will be to increase access to hang gliding instruction (paragliding seems to be doing better), to work with the FAA to see that the Sport Pilot transition for our aerotow pilots goes as smoothly as possible, and to keep engaged with the FAA as they contemplate changes to the rules for tandem flying. Access to airspace may also be an issue in the slightly longer term, and we really have to work hard to keep ahead of any potential problems there.

Bill’s first aerotow, assisted by Malcolm Jones at Wallaby Ranch Photo: Mark Forbes

If you reelect me as regional director, I will continue to work with the local clubs in order to help keep sites open, and to open new ones. I will do what I can to keep the peace when groups of pilots disagree (not that that ever happens in our region!). I’ll continue my work at the national level. And, I’ll never forget why I took this job in the first place: to make it easier for all of us to enjoy the flying that we love so much.

Region2: Ray Leonard (incumbent) This past term I have been concentrating on our local regional issues and basic programs, including site issues, ICPs and instructor renewals, FAA issues and working with our local state flight park to build a training hill. I feel that the most important job I have is to Hang Gliding & Paragliding: October, 2004

N O M I N E E S

keep flying safe and popular in our region. With the pilots’ support, both hang glider and paraglider, I will continue to do my best.

Region 2: Jim MacKlow (nominee) I have been flying hang gliders since 1993 and paragliders since 1998.

I learned to fly in Alabama, but then moved to the San Francisco Bay area in 1994, and lived there until 1998. I’ve been to many of the flying sites in the Bay area, and am (too) familiar with the politics at some of them, as well as the precarious existence of nearly all our launches and LZs throughout the country.

I moved to Southern California in 1998 and learned to paraglide.

Over the next few years our paragliding training hill was subsumed by development, and my local mountain site, Kagel Mountain, always seemed to be only a step or two away from closure due to local city politics, or encroaching development. The local club (Sylmar Hang Gliding Association) has done a great job of keeping Kagel flourishing despite the threats.

I moved to Las Vegas in 2002, only to find our mountain site under attack by other users of the land on the peak. We formed a USHGA chapter, the Desert Skywalkers (I am the vice president), and insured our sites. Everywhere I’ve flown, it seems that there is a site nearby that has been closed, or is in imminent danger of being shut down. As a regional director, one of my main concerns is site preservation, along with supporting those who are trying to open new sites. Without training areas and accessible flying sites, expanding our sports will be difficult.

I have also been involved in competitions. I’ve been a part of the SoCal Paragliding Open since its inception, doing the scoring and Web site each year. I also did the scoring at the East Coast Paragliding Regionals this year, a most memorable meet for those who attended. I’d like to see more competitions in the U.S., and as regional director I would work to find ways to support comp organizers, as there are only a few sanctioned paragliding comps each year in the U.S. More would be better.

Region 2 members: I would love to be your regional director. Those of you who’ve met me, please talk to other Region 2 members about the candidates and convince them that I am the best choice. For those who only have this short bio to base your vote on... I hope you’ll vote for me as well!

Region 3: David Jebb (incumbent) Thank you for allowing me to be your USHGA representative for the past two terms. Our organization is in a state of reflection, change and growth on many new and exciting fronts. I wish to continue to be a part of that process. I seek your support to continue to serve you as your regional director for the coming term.

Thank you once again, fly safe and have fun!

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D E P A R T M E N T

It’s Time for a Change!

VOTE JIM MACKLOW USHGA Region 2 Director

jim@macklow.com

Fall Sale For a limited time Flyer USD $ 219 Runner USD $ 319 More features and cost less then the rest.

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Region 4: Steve Mayer (incumbent) Steve Mayer, paragliding and hang gliding nut, entrepreneur, lover of anything that can fly, and proud new father, is ready to step up for another term as Region 4 director. Years of quality life experience and a plethora of knowledge have qualified me for the task. I graduated from the University of Colorado with a business degree in 1992 with the intent to enter the corporate finance world. Luckily life’s path led me to Salt Lake City where I learned to paraglide in 1993 from Chris Santacroce at the Point of the Mountain, and I’ve never looked back. In my first year, I logged over 300 days of flying! In 1995, I sought my instructor rating due to my sheer desire to share my passion with other people. I soon realized I could make a living doing something I loved. Most only dream of this opportunity and I would have been a fool to pass it up.

Early on, I took on a leadership role as the two-term president of the Utah Hang Gliding Association. During my tenure, I was instrumental in preserving the South Side at the Point of the Mountain Flight Park in Salt Lake City. I’ve also pioneered several flying sites in my flying travels around the world. On any day of the week, you can find me mowing grass at the local site, answering out-of-towners’ questions, driving everyone up the hill and enforcing site safety regulations. As an advanced and Tandem instructor, my depth of knowledge regarding paragliding and hang gliding and the industry as a whole, has continued to grow, as does my rapidly expanding flying business.

After three years of teaching, my business became the largest paragliding school in the nation. Today, Cloud 9 Soaring Center stands as a nationally recognized service provider for personalized flying instruction and top-quality products.

Region 7: Tracy Tillman (nominee) Bill Bryden will be a tough act to follow. He has made an enormous contribution to our sport and to our region. It would be an honor and a challenge for me to follow his lead as a director for Region 7.

I began hang gliding in 1977, and started Cloud 9 Sport Aviation in Minnesota in the late ‘70s, flying and teaching ultralight flying in an Icarus II and Easy Risers at that time. Now, I am a college professor at Eastern Michigan University, and operate the Draachen Fliegen Soaring Club (DFSC) with the help of my wife, Lisa Colletti, at Cloud 9 Field in Michigan. It is an aerotow club, and Lisa and I are instructors and tug pilots for the club. We also continue to operate Cloud 9 Sport Aviation in Michigan, which is a hang gliding equipment dealership. At the DFSC, safety and thorough instruction are our primary concerns.

In the Midwest, towing is now the predominant method for launching hang gliders. Starting and operating a towing or aerotow club and October, 2004: Hang Gliding & Paragliding

B O D

private airfield is a complex endeavor, and involves working with multiple levels of government and understanding many different and conflicting regulations. The initiation of the Sport Pilot rule will help to provide clarification of some of the problematic issues, but this time of change will likely involve some confusion and turmoil. I am a GA private and instrument-rated pilot, and am also a safety counselor for the Detroit FAA FSDO area. With my background, I hope to provide good representation of the pilots in our region to both USHGA and the FAA, and will try to help USHGA to deal with the many challenges that face our sport.

Region 8: Gary Trudeau (incumbent) I would like to thank the pilots of Region 8 for the opportunity to represent you at the national level for the past two years.

I have done my best to represent the pilots of Region 8, the members of USHGA, and the sports of hang gliding and paragliding.

I have attempted to accomplish several things; the biggest was improving communication between USHGA and its members. I tackled this problem several ways. First, I have sent out a summary of the BOD meeting after each session. Second, I have made an effort to attend at least one meeting of each club every year. I feel this is an important way to keep in touch with the pilots of the region, and to find out what is important to you. Then I can bring your issues to USHGA. During the past two years, I have realized that there are some shortfalls in USHGA procedures. The biggest was the confusion that ensued after a friend of mine deployed his parachute and needed to be rescued. This led me to enlist the help of many pilots to develop a set of emergency procedures that USHGA’s BOD adopted.

This incident also gave me an opportunity to do some public relations work for USHGA. I donated to the local Fire Department Technical Rescue Team, in the name of USHGA, two GPS units that I purchased. This donation was well received by them, and the photo in the local newspaper let the public know of our existence.

I have a few ideas that I am currently working on. I’m in the process of forming a regional committee to assist me in making decisions for Region 8. Several people can make a more informed decision than one alone. I still plan on communicating with as many pilots as possible, to make it easier for pilots in the region to bring their thoughts and issues to the people making the region’s decisions.

I am working with several pilots on a couple of programs, one to introduce hang gliding/paragliding into schools, and another to make it easier for pilots to open new flying sites.

As you can see, I have some unfinished business as Region 8’s director, and I would like to represent you for another term. I would appreciate your support in this election, and I thank you for your past support.

Hang Gliding & Paragliding: October, 2004

N O M I N E E S

Region 9: Felipe Amunátegui (incumbent) I am asking for your vote once more so that I may represent our region on the USHGA board of directors. Since elected I have attended all board meetings, paying close attention to Safety and Training, Towing, the Sport Pilot issue, and other organizational concerns.

Also, I have actively sought to support instructors and flight operations in our region by facilitating the issuance of ratings and appointments. With your support I will continue to play an active role at all of our board meetings, helping to making our board of directors more responsive to the regional and national concerns of the membership.

My flying is entirely recreational, and it spans over three decades.

I am part of an aerotow operation in northeast Ohio, so I am very aware that the Sport Pilot rule will have considerable impact on our mode of aviation. Also, I believe that our strength comes from our diversity in both our flight disciplines and modes of getting airborne, and that competitions advance our techniques and equipment. Therefore, I believe that the board of directors has to promote and support all aspects of our craft. I thank you for electing me as your director for two terms, and request your support once again.

Region 10: Steve Kroop (incumbent) I have served the USHGA in various capacities for more than nine years. One year ago I was appointed by the USHGA board of directors as a Region 10 director to fill the vacancy created by Tiki Mashy’s relocation to Wyoming. I have chaired the Towing committee for the past five years, am a member of the Safety and Training and Tandem committees and regularly attend the Competition committee meetings, all of which address issues that are important to Region 10 and the overall health of hang gliding and paragliding in the U.S. Because of my association with Flytec USA and Quest Air, I am able to talk with many Region 10 pilots, both on the phone and in person, and those members who have come in contact with me know that I am easily accessible in person as well as by phone and email. I have a long history of working closely with and assisting the USHGA office staff and executive director in administering USHGA programs. I have not missed a single BOD meeting in nine years (and I do not accept USHGA travel reimbursement).

In short, I am dedicated to the USHGA and the survival and long-term health of hang gliding and paragliding in the U.S. and would like to continue to represent Region 10.

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R A T

R A C E

2 0 0 4

Region 12: Paul Voight (incumbent) For those of you who don’t know me... I’m your current regional director. (That’s true for those who do know me, also.) I’ve been the Region 12 director since 1989. Jeez— that’s 15 years! Every two years the elections come around, and I usually run unopposed. On a good year I get a dozen votes. (This saves me money—I’ll explain later.)

Just in case someone runs against me, I’ll campaign for why you should vote for me.

First off, I’d go to the board meetings regardless of being a director—just to try and make sure nothing wacky gets voted in.

There is a number of directors from all over the country who, like myself, have been at it awhile, and we therefore have some continuity from meeting to meeting. I enjoy working with them. There are also, on occasion, “new guys” who get voted in. Most times they are a good, new, source of energy and ideas. Sometimes they are transient “specific agenda” types—and I live to make sure we don’t make rash decisions based on their rantings.

My “stats” are: Master HG pilot and advanced PG pilot. Certified instructor in both. Instructor program administrator for both.

Chairman of the USHGA Tandem committee for about eight years. I also chair the Financial Re-distribution committee, which can be a very taxing endeavor.

I own and operate Fly High, Inc. hang gliding and paragliding school and retail shop—since 1984—and I anticipate getting filthy rich in this pursuit...eventually.

My main objective in going to board meetings is to minimize the making of new rules and regulations. I was never a big fan of said evils. Along with Steve Kroop (Florida), we make sure the board doesn’t fix things that aren’t broken. We also seem to be the memory/reference resource for the office, as we are often called on to clarify program changes, etc. made at board meetings.

And that’s about all I can think of for now. In conclusion, my standing election offer is this: If you vote for me, I’ll buy you a beer. (That’s where getting only a dozen votes per election saves me money!)

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October, 2004: Hang Gliding & Paragliding

TALL GRASS & WHEELS

Tall Grass and Large Wheels

By Christian Thoreson

very year it seems that somebody learns the hard way about landing in the tall grass. If you know about the hazards and are prepared for them you can avoid pain, embarrassment, and expense. I have seen all of these three, and if my words prevent just one pilot from injuring themselves and/or their glider, then the time spent writing this article was well worth it.

Have you ever seen what happens to a moving hang glider when all of a sudden something comes into contact with the base tube?

If you have, you will probably remember it for your life. If you have been an active participant in this type of event, then you may not remember anything at all! When the base tube meets an object, a very simple law of physics creates a dramatic effect: The nose of the glider comes over so fast, and with such force, that it is all over before you even know what just happened. Usually the pilot is propelled forward, at amazing speed, impacting with the undersurface or the keel of the glider. Sometimes the nose plate and leading edges hit the pilot, pinning him to the ground Hang Gliding & Paragliding: October, 2004

by his head. Several times I have seen the glider nose over with such force that I am truly amazed that the pilot is able to walk away after the wreckage is cleared. Several times I have seen the pilot’s parachute inadvertently deploy just from the sheer force of the impact.

Once I witnessed two pilots (who were learning to fly tandem) propel themselves completely through the sail of a fairly new glider!

If you are one of the pilots who has decided that landing on wheels is safer for you than landing on your feet, then try to fly in a way so that you do not have to test your ability to perform off-field tall-grass landings. With proper technique, a pilot flying a glider that can be slowed down can reduce their risk and minimize the consequences of landing on wheels in tall grass. Keep in mind that landing in tall grass, downwind, or with a glider that doesn’t slow down well, is a tricky and somewhat risky endeavor that should be avoided.

If you are landing in tall grass, cornfields, wheat fields or the like, it is simply a matter of not allowing the vegetation to grab the base tube out of your hands. The grass (or whatever) will grab the base 31

TA L L G R A S S & W H E E L S

tube and stop its forward motion almost instantly—think of the grass as actually wrapping around your base tube and stuffing your control bar in. The glider rotates around the base tube and slams into the ground. Do not let the base tube come near the grass!

Several professional and well-respected instructors have written many articles and chapters all about the proper techniques for a perfect hang glider landing. The exact same techniques all still apply landing in tall vegetation. The only difference is that you need to consider the top of the grass as the ground. You will still need to level off about three or four feet above the grass as if it were the ground. Then, just before you lose all of your pitch control, flare hard, holding your body as far aft as you can. As the glider starts to plow through the grass, it may want to rotate over. If your aft weight is not enough to keep this from happening, then let go of the bar and prepare for impact. When you flare the glider, you will drop the extra distance from the top of the vegetation to the ground. Be prepared—it is a little bit like an early flare. Trust me, it is still way more gentle than letting the base tube get grabbed by the grass at high speed!

Because of the many articles that have been written about the proper method to execute the perfect on-your-feet landing, with diligent study and much practice at the training hill most hang glider pilots should be able to execute an almost-perfect landing every time!

With the advent of many aerotow parks around the country, people from many walks of life are learning to fly. People who previously could not fly hang gliders because of bad knees, bad hips, inability to use their legs, or other sorts of limiting physical problems that will not allow foot launching or landing, are now flying, and flying safely. Thus wheel landings, the safest and easiest way to consistently land a hang glider (yes, I know many people will have much discussion over that comment), are a viable option that allows pilots with physical disabilities to safely land their hang gliders. If you are one of these individuals, realize the limitations—cross-country flight is much more risky if you have to land on wheels, as is flying in an area with an unimproved landing zone. Recognize when you are choosing to dramatically increase your risk.

You may be thinking, well, how hard can it be to land on your wheels? Is this guy so bored that he has nothing better to do than write an article about landing on wheels? I can assure you that I am not bored and if wheel landing are not properly executed, the consequences can be exactly like those of landing in tall grass.

I have been doing tandem wheel landings now for over 10 years.

I have also taught many new tandem pilots how to land on their wheels. Many of these very talented, experienced pilots had some amount of difficulty in properly executing a wheel landing. It is not as easy a skill as most people would think. (It should probably be considered a special skill for solo pilots by the USHGA, similar to the LGO for tandems pilots).

To begin with, one of the biggest hazards of landing on your wheels is that your base tube is very, very close to the ground, inches above it at the most. That is dangerously close to the grass, and we all know what can happen here.

Below are guidelines and suggestions to help you avoid pounding in when landing on your wheels.

1. Leave your ego at the door and fly with the biggest wheels you can find. The bigger they are, the higher off the ground your base tube will be, making it less likely to get caught by taller grass and giving you more margin for error in relation to how far over the bar your body can be when the wheels first touch the ground.

2. If you can’t fly with big wheels because you need your VG, then be extra careful on landings, or move your VG cleat and get bigger wheels. Or insure that as the wheels touch the ground you are behind the bar.

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October, 2004: Hang Gliding & Paragliding

TALL GRASS & WHEELS

rollout stops; then the keel will settle (advanced technique). This prevents the keel from immediately settling down to the ground, causing your harness to drag across the ground and the glider to turn.

The next time you are coming into a field that has tall vegetation, or you are landing on your wheels, remember these tips and suggestions. Now you have my two cents’ worth, and I wish y’all happy flying and many graceful and pleasant landings, because that is what it is all about!

Christian Thoreson has been actively f lying hang gliders since 1979 and has been the f light school director at Lookout Mountain Flight Park since 1990. Any question or comments can be directed to thor@lookoutmtnbrewery.com. You may or may not get a response.

3. Pick a landing area that is cut short and has no obstacles in it. If you have small wheels, uneven terrain can cause the base tube or control bar corner to dig in on landing with all the associated drama. Know where you are landing and what you are getting into.

4. Land into the wind. This slows your ground speed down.

(Ground speed vs. airspeed was on the Hang 1 test.)

5. One of the most important things about landing on your wheels is using proper technique. The idea is to treat the top of the grass as if it were the ground. As you are approaching the ground (top of grass), slow your glider down. It is similar to landing a small general aviation aircraft: Imagine the stall warning going off before you touch down. As you fly into your landing field and get into ground effect, level off by slowly coming to trim, keeping your wheels about four inches above the ground (top of the grass) at all times. Slowly start pushing out, pushing out and pushing out, all the while keeping the wheels four inches above the ground (top of the grass). There will be backpressure and eventually the glider will stall and settle to the ground at a very low speed. Your arms should be almost fully extended at this time. If the grass is tall, you can usually hold the bar out without it being torn out of your hands (the very slow airspeed is helpful). If the grass is very short and you don’t drop a lot when the glider stalls, you can gently apply a very small amount of pull-in pressure to the base tube to keep your keel off the ground until the Hang Gliding & Paragliding: October, 2004

Photos this page: Ellis Kim “leaves her ego at the door and flies with the biggest wheels she can find” in Tennessee.

Photographer: Ralph Sickinger

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R E F L E C T I O N S

I

A Small Reflection on Grand Adventures

By R.T. Tugger

am miles from nowhere and all around me is the hot, dry scrub of eastern Oregon, drenched in an unrelenting mid-day sun. I’m glad that I’m not out in it.

Squinting and looking up, I watch the sunlight flash and sparkle at irregular intervals with a rhythm dependent only on the wind and swaying branches. The grand old pine tree I am resting beneath protects me from the heat and, with my flight suit as a pillow, offers a very relaxing and pleasant refuge. Life is good. Closing my eyes again I listen to the wind as it tears through the upper branches. I’m glad that I’m no longer out in that, either!

This flight had lasted an anxious and extended full minute longer than I had wished. As I had fought to maintain control of my wing and land, I’d repeatedly been teased as the wind popped me up and down like a yo-yo over the rocks not far below. I had chosen to do battle with the wind gods and, up until landing and having the wing securely balled up under my arm, I was unsure who would win or what price I was going to have to pay for this flight.

But now I’m down, and my wing is packed and I have radioed to my friends that I am safe. I have won this round. Time now to think about my flight. Should I have launched and ventured away from the mountain? The thermals had been small and hard, punching my wing viciously, unwilling to make for an easy flight. There had been a lot of active flying and it was only because of my initial altitude that I made it this far. Out here, the consequences for a hard landing would be..., well, ...why think about that now?

What I’m thinking about is this big tree that I am lying beneath. How long has it been here, I wonder. Judging by its size I would guess a few hundred years. I imagine that I may be the first human to ever rest in its shadow. If I hold still I can feel the roots move slightly as they grip the ground and resist the force of the wind. Lucky for me that it is here.

I soon realize that I’m not alone as I feel an ant that has found its way into my pants leg, off on its own little exploration. I try to hold still and resist the urge to scratch and injure it. Having been granted a safe journey myself, I am feeling very benevolent.

I don’t know anyone who flies who feels that there isn’t some risk involved. Easy sledders or boating around on lifty afternoons may lull us into forgetting about that danger, but it is always there, waiting for an error to be made. Usually a short succession of mistakes ultimately pins us to the mat, but on easy days fate is generous and we may forget.

its bag. By testing ourselves, we hone our skills and improve our judgment. The only pitfall of continually pushing our limits is that someday we may fail. Hopefully, the price will not be ultimate and we will learn much from the experience. Flyers who toss themselves into the air without knowing the conditions will not learn as much from the experience as those who better understand the dynamics involved. Ignorance may be bliss but it can also kill you. My little ant friend is ignorant of its danger as it ventures farther up my leg. It wouldn’t have a clue as to why it died if I don’t hold still. I think that most of us, as pilots, are smarter than ants, but still, it makes me smile to consider the thought. What kind of ant am I? What don’t I know?

I like to test myself, to remind myself that I am mortal. Working at my job and living my life is all well and fine, but flying is an opportunity for me to quicken my heartbeat and focus my mind. It reminds me that I am alive. I used to climb technically challenging routes, which afforded then the same rewards I now get from flying. After many years I began to lose interest because I felt I could control or mitigate most of the factors involved. When we are sure of an outcome it is hardly an adventure. The more I learn about flying, the more I understand that we are never in total control. Flying closer to my limits reminds me of that and, if I pass, gives me a greater reward. I think we are all like that to varying degrees.

That ant has just about reached the limit so I stand up and shake it out of my pants, careful not to hurt it. Although it scurries frantically away, I’m sure that it, like myself, doesn’t understand all that has just happened. If it could, I wonder if it would tell its other little ant friends what it means to be off on an adventure, to risk injury or worse, and to survive to tell the tale. Is it possible to convey those feelings so that other ants can really understand? I don’t know.

Flying in “less than ideal” conditions reminds us that we are mortal. There is no doubt that it’s a test, if we know the conditions and accept the consequences, before we ever pull the wing from Hang Gliding & Paragliding: October, 2004

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glider into the significant wind for a spectacular, tumbling, glider-destroying finish!

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Article and photos by Paul Voight

ast March, the Wallaby Ranch hosted two not-to-bemissed events in the same week. One was the annual Wills Wing anniversary party and demo daze. The other was the first-ever “surflyvor” contest.

Mastermind Rob Jacobs and his wife Sandy brought this event to life with a lot of preparation and planning. The comp was slated to start on Wednesday, but was postponed a day because of the relentless eight-day “blowing like stink from the east” wind in central Florida. The organizers, well versed in the crapshoot of hang gliding event weather, made sure they had a contingency plan, and broke out the alternate tasks one by one.

With names like “Gambalang” and “Toogee,” “Walbanga” and “Madawanga,” the tribes were formed, the participants assigned, and the fun began.

Task 1, Thursday: Take a vintage glider through an obstacle course—unhooked. Each contestant had to maneuver between flags, the woods, and through the 15-20 mph breeze without allowing their wingtips to touch the ground. Not only was this the first of many “team building” events, but it also showed who was truly the best at ground handling.

One contestant had an ankle problem, so Malcolm Jones himself volunteered to take his place—and ran the entire course in 55 seconds, the best time in this task! Not bad for a tow-head!

Coming in second, at one minute, was Mark Vaughn and his Viking legs. The lowest score went to Sontra Yim, who unfortunately got his back to the wind and pinned the glider to the ground. The last contestant to complete the course was Peter Kelly of Vermont who crossed the finish line, then let go of the 36

Thursday’s “immunity challenge” was to construct a kite from basic raw materials. The first person to get their kite to the end of a 150-foot piece of string would win immunity. The first to reach this goal was Allan Standish, but when it was determined that his string was cut about 5 feet shorter than everyone else’s, immunity went to both him and Roger Sherrod. Kitty Hawk Kites sponsored this particular immunity challenge, and thanks go out to them and John Harris for providing the kite kits.

The nightly postcocktail-hour “Tribal Council” was held in a newly constructed pagoda at the Ranch.

A 100-foot diameter building, covered in palm fronds and moss and surrounded by tikis, the pagoda was truly a sight when all lit up at night. The contestants lined up one by one to vote off a member of their tribe who either posed a threat to them, or who simply didn’t pull their weight for the tribe.

In the background stood a huge 12-foot video screen showing bits and pieces of the day’s tasks—it all was a very elaborate production, and was truly a sight to see. After the formal vote-off was completed each evening, movies were shown on the big screen for those who weren’t too exhausted from the day’s activities.

Task 2, Friday: The still-raging wind brought a second set of ground-based tasks. As the tribes were stranded on a secluded island (Wallaby Ranch), they had to construct a signal that could be viewed from the air by passing aircraft. The organizers didn’t want to attract unwanted attention, so instead of SOS, they assigned the symbol “WR.” Each tribe had to construct their symbol from organic (naturally occurring) materials only, no paint, fire, etc. The tribes were given until 6 p.m. to perform the task, in case they wanted to enjoy other Florida attractions while it was blown out. At the end of the day the wind was still a bit strong, but the Ranch hands had a long enough window to fly over with the video camera to film the WR signals. These were shown later that evening on the big screen at Tribal Council, then voted on by the Ranch staff (with Lauri Croft at the helm). From wood, October, 2004: Hang Gliding & Paragliding

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Day 2’s immunity challenge was to use a water balloon slingshot to hit a target some 200 feet away. Tribes had the option to selflaunch, or to use members of their own tribe to launch water balloons into a circle. The day’s immunity was given to Dave Cameron and Mark Sanderson.

The Tiki hut

Rick Healy, launching out of a cart on a flying task

Malcolm Jones running the obstacle course with a glider

Tribal council was again held at 9 p.m. at the pagoda, and each tribe member stepped forward, wrote down the name of the member they hoped to get booted off the tribe, and the results were tallied and made known. All of this was video taped for public viewing later—the nightly migration to the pagoda was now a familiar and anticipated part of each evening.

Task 3, Saturday: At 7 a.m., the weather gave the pilots enough of a window to do a windy but successful flying task. With everyone clambering to get in their Wills Wing demo flights, and to get the tribes launched, the Ranch pulled every tug at its disposal out of the hangars and they were ready to roll with nothing short of raw efficiency. The task was to pair two contestants and drop them off simultaneously at 500 feet. The last one to land stayed in the game, with a 10-point bonus if they also managed to hit a spot.

This eliminated four more tribe members.

The kite-flying immunity challenge

to limestone, to flour and sand, these tribe members made very clear letters on the ground, one of which you could’ve seen from orbit! Tribe TOOGEE walked away with first place on this task.

Seeing all four signals on the big screen made it clear that all the tribes did a fantastic job. If you have the chance to fly over the Ranch, take a look!

Hang Gliding & Paragliding: October, 2004

Each tribe member had been accumulating points in the previous tasks. The tribe with the most points at the end of the comp won a “second prize,” and the individual with the highest score was the sole surflyvor. With the loss of time due to the wind, it all came down to points as opposed to being the last contestant standing.

The sole surflyvor was John Sumner, ($500), second place was Al Fishalow (IQSonic Vario), third place was Dan Walker (Wills Wing winter jacket), and honorable mention went to Tom Lanning for fourth place—he received a water balloon slingshot and a brand new bag of balloons! The first place tribe was TOOGEE, who got a prize package from Wills Wing and Wallaby Ranch including T-shirts, hats, and lots of other goodies.

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Rob and Sandy were begged by all to come back and do it all again next year. Surflyvor sure was a crowd pleaser, and the contestants and audience met a lot of new friends, took some great pictures and video, and brought home some long-lasting memories.

TOOGEE tribe:

Marco Weber, Allen Standish, John Sumner, Al Fishalow, Peter Kelly.

WALBANGA tribe:

Sontra Yim, David Labagh, Mark Sanderson, Dan Walker.

MADUWANGA tribe: Richard Healy, Tim Wasitic, William Estes, Tom Lanning, Dave Cameron.

GAMABALANG tribe: Roger Sherrod, Clayton Meadows, Israel, Mark Vaughn, Gerrie Covens.

Rob Jacobs (L) awarding John Sumner the winning $500 for best surflyvor score

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October, 2004: Hang Gliding & Paragliding

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We Couldn’t Have Done It Without These Folks!

by Rob Jacobs Sandy and I wish to thank all those who helped us bring Surflyver to life: Everyone at Wallaby Ranch—they gave us our space, rolled out the red carpet and truly made this a fun event. Malcolm Jones runs a class act in central Florida and never misses a beat.

Wills Wing, who provided support and advertising, demos for all to fly, and propped Sandy and me up every time the weather sank us into depression. They too had to deal with relentless wind for over a week, but allowed us to piggyback this event on the shoulders of their Demo Days. They are all truly, without question, the best at what they do.

John Harris and Kitty Hawk Kites for sponsoring our immunity challenge and filling our last-minute request.

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Special thanks to Jayne at USHGA for support, last-minute advertising, and hopefully our future support if we choose to do it all again.

We had prepped for 150 contestants, and by virtue of the endless phone calls and email to the Ranch, we would have easily hit that goal had the weather been cooperative. Opening this to Hang 2 pilots and up, and giving everyone a fair chance to win, made it a very popular concept. Next year, we hope to build on what we learned this time around. We plan to organize one of the best fun-flying events of the 2005 flying season! With a rumored date change to several weeks later in the season, the weather can be expected to be more eventfriendly!

Can YOU make it through a whole week, and become the sole “Surflyvor”? Join us next year and find out!

Mark Vaughn Photography for the logo design, artwork, color seps, and moral support over the months of planning that went into Surflyver.

Pilots of All Wings

There’s much more to learn!

The Hang Gliding Trilogy • Secrets of Champions 17 lessons from the world’s best— $29.95 • Preformance Flying Becoming a better pilot— $29.95 • Hang Gliding Training Manual Learning to spread your wings— $29.95

The Paragliding Bible • The Art of Paragliding The international best-selling guide to soft-wing flying— $14.95 • Understanding the Sky Learning what the birds already know— $24.95 • Towing Aloft All forms of towing explained— $29.95

P.O. Box 43 Spring Mills, PA 16875 USA 914-422-0589 Hang Gliding & Paragliding: October, 2004

e-Mail: Pagenbks@lazerlink.com

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Austria Site Guide: Zillertal, Tirol Article and photos by Matt Gerdes, staff writer

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rams that whisk you to a launch 5,000’ above the valley in a few minutes, cloudbases 10,000’ over the valley floor, peaks huge enough to make your brain hurt, valleys improbably green and climbs impossibly strong and smooth—the Austrian Alps strongly resemble free-flight Nirvana. Staff writer Matt Gerdes guides you through one of the better regions in Europe and espouses some of his OPINIONS on the flying there.

lies the Ziller Valley, oriented roughly north-south and home to some of the best flying in Europe. The town of Mayrhofen is the nucleus of free flight in Zillertal, and several well-used launches surround this ultra-quaint, almost surreal, town. At any given moment you might see locals dressed in Lederhosen or Dirndls, on their way to a family gathering or to play music. The locals dress in this fashion that has the strength of hundreds of years of popularity for their benefit, not yours, so resist the urge to pull aside for a photo that accordion-carrying man dressed in leather shorts and knee-high knit socks. In Austria the local culture and tradition are preserved for the people’s sake, not the sake of the tourists. Austrians are kind hosts, however, and have a keen sense of good hospitality, or Gaestlichkeit, as they call it.

Austria Site Guide: Zillertal, Tirol

I am depressed…Alpsick. After having been in the Alps for six weeks during the most unstable time of year in May and June, I have returned to the western U.S. But my home here doesn’t feel like home. Why do I live in a place where it is so difficult to get to launch or to find a lift-accessed mountain from which I can enjoy a 5,000-foot sled ride? What is this cruel armpit of the planet? In the week that I have been back in Matt Gerdes over the the U.S., my new white glider Karwendal has been brutally filthified by dirt launches, I sank out at a ridiculously small launch site that—get this—I actually had to hike up to. Thankfully the next time I launched, I did get up and fly away, but after I landed I realized that I was in the middle of freaking nowhere, without a train station or posh café in site! You people call this fun?

I know what you’re thinking: What a spoiled brat! I shall not contest this—I have undoubtedly been spoiled rotten by the flying in Europe.

There is a reason that there are so many pilots in the Alps, and that reason is the unparalleled quality and convenience of the flying there. Here I introduce to you one of the best regions in the Alps for paragliding, the Ziller Valley in Tirol, Austria.

Tirol is nestled snugly in the heart of the Alps and is known as the most mountainous state in Europe, covered entirely in rugged alpine terrain. Just southeast of the capital city of Innsbruck 42

Summertime in Mayrhofen is a relaxed time of year, the town being off the main list of European summer attractions.

Hordes of Americans and other tourists pass Mayrhofen as their herds blunder along the route from Switzerland to Salzburg and Vienna, the vast majority having no clue whatsoever of this alpine hamlet’s existence. On even the most beautiful summer days, the town is not crowded and there are always rooms to be let. The one exception is during the Schuerzenjaeger music concert in early August—avoid this weekend at all costs.

The Flying: The terrain around Mayrhofen seems to have been created specifically with paragliding and hang gliding in mind.

There is a launch for every wind direction, and a site for every type of flyable weather. It is flyable there often, probably 270 days a year, with only two weather phenomena that invariably shut down the vibrant free-flight scene in town.

First, clouds and precip, quite self-explanatory and never difficult to recognize; second, the dreaded Foehn. The Foehn is a high-level south wind that creates massive wave turbulence and strong, unpredictable valley gusts. The Foehn is easily forecast and is always mentioned in the daily weather report that is available at www.austrocontrol.at and on the teletext in your hotel room. Never fly on a Foehn day, regardless of October, 2004: Hang Gliding & Paragliding

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how sunny and nice it looks or how many tandem pilots you see in the air.

There are two main launches, one of which, the Penken launch, is accessed by the Penken gondola from town, and the other, the Hohen Strasse, by bus (buses to launch depart daily at 10 a.m.).

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EUROPEAN TRAVEL MYTHS 1. Europe is so expensive.

It ain’t Mexico cheap, but as my friend Jimmy Hall says, you can’t put a price on fun.

It is comparable to vacationing in the western U.S., even when you’re spending the now-soft currency we call dollars. In most of Austria, hotel rooms and restaurant food are far less expensive than in U.S. ski towns. Rooms in a comfortable bed-andbreakfast can be found for less than $25US per person, and a nice dinner can be had for under $15.

Dave Cherne approaching the Finkenberg LZ, near the gondola bottom station

The main advantage to the Penken launch is that it is accessed by the gondola all day long. Even if the conditions aren’t soarable, you can still easily get more than two hours of airtime in a day by just taking sled rides. Launch is just a few meters from the top of the chairlift, and the official LZ is a short walk from the bottom station in town. In the evenings the valley wind can make the entire north face of the hill in front of launch soarable, although most pilots glide out to the Ahorn mountain just south of town, where they frequently soar the smooth valley flow until 9 p.m.

The Hohen Strasse launch is a bit higher, at about 6,400’. It is generally considered the best XC start point in the valley due to the massive east face that culminates in a grassy bowl just to the left of launch. On a sunny morning it is difficult to not go up here, and there are several classic XC routes that begin at this launch.

The easiest and most commonly flown route is the Ziller valley 36mile “out and back.” From the Hohen Strasse launch, pilots fly north to the end of the valley using the east-facing slopes, hopefully arriving around 2-3 p.m., at the right time to cross to the valley and use the west-facing slopes all the way home. This may sound like a vague description, but anyone with a modicum of cross-country experience will recognize the route from the top of the first thermal over launch and will undoubtedly appreciate its simplicity.

2. The conditions are too weak/strong.

Choose your conditions by arriving at the appropriate season. Conditions are typical for the northern hemisphere, with wicked lapse rates and strong thermals during the spring and early summer; warmer, drier, more stable conditions in July and August; mellower conditions with occasional fronts passing through in the fall; and gentle, softedged thermals starting again in February during each winter.

3. It’s too regulated, too crowded.

Some sites are popular enough to warrant launch assistants and even people who will ask to see your rating card, but in the five years that I have flown in the Alps, I have never bothered to visit one of these sites.

Unless there is a competition happening at the site where you are, or you’re trying to fly Westendorf on a German holiday, average crowds in Austria could never hold a candle to Torrey Pines or “The Point” on a weekend, and most sites there are much larger.

4. I don’t speak European, they’re all gonna laugh at me.

Virtually everyone under 50 speaks enough English to give you directions, serve you food, check you into your hotel, etc. While learning a few essential phrases and the indispensable “Bitte, Danke” will certainly enhance your trip, speaking German is not a prerequisite. And if you want to save yourself the trouble, you can always hire a guide.

5. It is so hard to get there.

If sitting in a plane for nine hours is more than you can handle to get the best flying of your life, then I’m really sorry.

Another, more daring, route is across the Gerlos Pass to Zell am See near Salzburg, where most pilots land, but the most enthusiastic Hang Gliding & Paragliding: October, 2004

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Jimmy Hall in a wingover

Matt relaxing beneath Mt. Blanc in Chamonix

Dave Cherne over the Finkenberg LZ

pilots turn around to return to Mayrhofen. The route is a classic due to the south-facing series of ridges, and is frequently completed by hang gliders, paragliders, and sailplanes. On any good day in the summer season the route is a virtual free-flight highway with all kinds of thermal markers along the way. Stay out of the clouds, because some sailplane pilots don’t. The route is simply straight east from launch, but you’ll need a map and/or a guide.

Why Pro-Design?

• No compromise in safety • Top quality materials and finish • Ongoing research and development • Paragliders since 1986

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Call us at (970) 963-3558, (970) 319-9886 or check out our web page: www.patagoniaparagliding.com

Will this LZ be large and grassy enough for you?

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Effect II (DHV 1) Jazz (DHV 1-2) Titan II (DHV 2) Jazz-Bi (Tandem)

Larchenweg 33 6161 Natters/Austria Phone: +43 512 54644 Fax: +43 512 54644520 October, 2004: Hang Gliding & Paragliding E-mail: office@pro-design.at

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Non-flying activities not to be missed: Eat “Zillertaler Krapfen” in the lodge at the end of the Zillergrund valley, behind Brandberg.

This local delicacy is best washed down with a Zillertal beer from the lodge’s cooler (a tank with a constant stream of ice-cold creek water), and a Meisterwurz Schnapps.

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Matt Gerdes’s toes in the middle of an epic spring XC flight in the Austrian Alps

Goats keeping the grass short beneath the Brandberg kolm, above Mayrhofen

Hike to the Zimmereben restaurant and enjoy traditional Tyrolean food. The Zimmereben is accessed only by foot, on a trail that takes approximately 40 minutes to hike. And get this: The place stays in business, a credit to the Austrians’ love for fitness.

Cross training: On no-fly days, hook up with local pilot Mike Schoenherr of Action-club Zillertal for canyoning (epic), rafting, mountain biking, and more.

Matt Gerdes divides his time between the west coast of the U.S. and the Alps, flying acro and cross-country as much as possible. He is a USHGA-rated instructor and tandem pilot and a member of the Ozone team. For more information about the flying in Austria, or for guide service, contact him at Matt@TheFreerideGuide.com, or check his Web site at www.Paraguide.com.

Enjoy the local fare much the way that Mayrhofeners did hundreds of years ago, in a 500-year-old building. At Wirtshaus zum Greina, local chefs prepare only local dishes, shamelessly (proudly, no less) serving meals as simple as potatoes and sliced cheese, on the pretense of tradition. Try the Wilderer Pfandl, a simple but hearty stew of local venison, and share a plate of Kaiserschmarrn, a delicious local dessert. Again, Meisterwurz is the essential “digestif.”

Lodging: Berggasthaus Steinerkogel: Located next to the Steinerkogel launch and perched directly above the house thermal source, this beautiful guest house has epic mountain views and features a restaurant with perhaps the best deck in the valley. Don’t expect the best customer service from the aging sisters who run the place, but do expect one of the quietest, most beautiful and romantic bed-and-breakfasts in Tirol. You’ll pay around 60 Euros a night for a double room with a view.

Hotel Edenlehen: The Edenlehen is the largest para-friendly hotel in the valley and is in the middle of the town’s official LZ. Fourstar accommodation and excellent food will ensure that you are well rested for the day’s XC adventures. Double rooms start at around 50 Euros.

There are probably 40 separate bed-and-breakfasts in town with prices ranging from 14 to 100 Euros per night. The Mayrhofen tourist office (www.Mayrhofen.com) will be glad to reserve you a room.

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DVD Review: Between Earth and Sky

By Thayer Hughes, staff writer Photos by Dick Jackson

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here are some places so exotic and exciting to experience that, having once visited you are destined to return, as Dick Jackson did last fall with six of his friends when he returned to the Himalayas. Nepal is a very popular destination with hikers and climbers and for most expeditions it is crucial to use the high altitude skills and stamina that the Sherpas have to offer. One of the goals of Dick’s team was to fly from the top of 21,000-foot Kyajo Ri. Dick’s other, loftier, goal was to introduce the Nepalese Sherpas, many of them already his friends, to the magic of paragliding. In effect, he wanted to “give back” some of the joy that he has experienced from knowing them, and offering the Sherpas an opportunity to fly seemed a perfect way to do this.

Women with En route to Luza peak

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The six-week expedition included Dick Jackson, owner of Aspen Expeditions and Paragliding; his wife, Paulina VanderNoordaa; Cherie Silvera, also of Aspen, Colorado; Frank Pickell and Brendan Kiernan, the co-directors and cinematographers, now of Boulder, Colorado; Chuck Smith of Sun Valley, Idaho; and Dale Covington and Lori Fitzgerald of Salt Lake City, Utah.

This group was the first to ever receive official permission to paraglide in Sagamartha National Park. (Sagamartha, which means “goddess of the sky,” is the Nepalese name for Mt. Everest.) After arriving by air in the town of Lukla (9,000’), the team trekked to Khumjung (12,000’) and then hiked and flew their paragliders from one of the nearby hillsides several times to become acclimatized to the altitude.

Although many of the locals were eager for a chance to fly—in particular the Sherpa porters who gladly carried the tandem gliders up the hill—not all believed that flying was “for humans.” And at 15,000 feet, it is difficult enough to get a tandem wing airborne even when you do believe! Dick, Chuck and Dale served as the tandem pilots who offered the gift of flight to the Nepalese. As all tandem instructors know, sharing a first flight with someone new is a joyful experience, and the camera’s wide-angle lens perfectly captures the big smiles on the faces of many of the locals as they take to the air.

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Khumbu’s first and only flight school

The team next went for their primary goal of climbing and flying from Kyajo Ri, but they were eventually stopped short when they discovered that cliffs were blocking their route up the peak. Bummed but not defeated, they opted for an adjacent mountain, Luza Peak, which appeared to have a good launch summit at over 20,000 feet. Of course, launching at that altitude was no easy task. The winds in the Himalayas can be tremendously strong and can blow for days or sometimes weeks, so getting off successfully in a paraglider would take, in addition to exceptional skill, more than a few prayers. Religious beliefs play a large part in Nepalese culture, and perhaps the Buddhist ceremony they had performed at the beginning of their journey was responsible for the group’s apparent “good luck.” The day they summited Luza was the only day they could fly, and, luckily, it also brought them perfect flying conditions.

What is it like to launch and fly in the shadow of the world’s highest mountains?

What does it take to travel such a great distance with no guarantee that you will get your high flight? As Between Earth and Sky conveys, “giving” can often provide us as much joy as “getting” and it brings its own rewards. Pema Dorje Sherpa, who has made three successful ascents of Everest, supported Dick’s team during the climbing and high altitude launches. After experiencing his first tandem flight he was asked by another Nepalese, “Are those the white monkeys, or are those the Gods?”

“I was so proud to tell them,” Pema replied, “those are my friends!” Could there be any better reward?

Between Earth and Sky offers viewers a glimpse of what it is like to fly in the shadow of the most scenic mountains on earth, and to share that experience with the people who consider those mountains their home. You’ll find yourself caught up in the drama of this mingling of cultures, and thanks to the outstanding skill of the camera and production crew, you’ll share the Sherpas’ awe and trepidation during their brief journeys suspended between earth and sky.

More information on Between Earth and Sky may be found at: www.overkhumbu.com.

For purchase information contact Aspen Paragliding at (970) 925-7625.

Hang Gliding & Paragliding: October, 2004

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MAN’S BEST FRIEND? Copyright © 2004 by Dennis Pagen

ometimes a new glider appears on my doorstep like a lost puppy. After a few days of obedience school, I learn to love it and write it up in a glider review. But then I have to give it back when the rightful owner—the manufacturer—comes to take repossession.

Parting is such sweet sorrow, especially when I’ve used it for a competition and it has treated me well.

Last year I acquired the subject of our current glider review the old-fashioned way—I bought it. The setup is this: every summer I teach a series of week-long cross-country seminars in various countries of Europe, along with my flying partner, Wayne Sayer, and other European instructors. The problem has always been shipping gliders over or borrowing them locally. After a couple of years struggling with the logistics, I decided to buy a glider just for Europe. I looked around for the best performance-toprice ratio I could find on the continent. The result was the Aeros Combat L. The Aeros gliders have always sold partially on the basis of their attractive price. But no doubt today they can claim a share of the performance pie as well. New materials and design improvements have given them a leg up. We’ll see about these factors as we take the Combat L out for a run.

BEST OF SHOW Early in the summer of ‘03, I got a call from a friend who swore he was selling his hang gliding gear and The Combat L is distinctive with its graceful uptaking up knitting. swept tips.

It seems many East Coast pilots had declared 2003 the year of the eternal soak. I didn’t have the heart to tell them that I’d had nearly 25 hours in a week and a half flying in Slovenia in July. All of these hours were on the delightful Combat L 145 (or the Combat L 13 in metric terms). Here’s what I experienced in those hours: The Combat L takes off as easily as any glider in its weight class.

About 50% of the launches I have had on it have been with a crossing wind—up to 60°—with no ill effects. Its behavior is predictable.

In the air I can fling it around at will, much like the other good handling topless comp gliders. However, it has its own 48

peculiarities that are worthwhile looking at. For one thing, we are talking apples and oranges here, or at least avocados and pears.

It seems that 24 years of design evolution have given us a generic form of flexible high-performance hang glider: a tight, tapered, swept flying wing, with curved fiberglass tips in particular. In fact, even some intermediate gliders are now sporting curved tips, despite the complexity and cost of such an arrangement.

Of the 11 world-wide manufacturers of flex-wings gliders, I can name only three who are making a square-tip upper-level glider: Avian (U.K.), Bautek (Germany) and Aeros of the Ukraine.

So why is the Combat L still “square”? The answer is the catchphrase: “If it ain’t screwed, don’t screw with it.” Aeros has demonstrated that their particular tip layout is efficient and does not slack or lack in the performance department. The glider employs a fiberglass tip fairing that simulates a Hoerner tip, a design made famous on general aircraft for its efficiency.

The reason for all this tip talk is that tip design affects handling and performance. With a curved tip you can get a little too slow in a thermal turn and usually the inside tip just mushes back a bit. In fact, there is a work mode whereThe Aeros Hoerner tip by you can push out too much and high side to get the glider to rotate around in a circle of smaller diameter than otherwise (don’t try this in turbulence). On the Combat L the tip doesn’t flex as much, so you can’t do the push out thing with constant control.

But it seems you don’t need to.

Here are the words of Mario Alonzi, nine-year French team member: “My Combat is more stable in a bank than my previous glider The Combat L’s square tips provide a handling (from another manadvantage. ufacturer). I may have to use more energy to start a turn, but I use less energy in the thermal keeping the glider in the desired position and bank angle. The net result is that I’m less fatigued and climb better. I weigh only 135 pounds, but I find I can keep up with anyone on glide as well, when I’m carrying 10 to 15 pounds ballast.” Mario’s results have backed up his statement, for he has improved noticeably since he jumped on the Combat L. Of course, one case doesn’t prove a point, but he certainly has a psychological edge and that is half the battle.

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Another top pilot, Guido Gehrmann, former World Champion, put it this way: “On the Combat I’m more relaxed in the thermals because it sits comfortably and doesn’t need a lot of babysitting. I can turn my attention to observing beyond the immediate thermal. Another amazing thing is that the glider doesn’t seem to nose up or down as much in turbulence. This gives me a more secure feeling.” The latter point may be a result of the airfoil choice, but in any case is a desirable trait.

Finally, listen to Paris Williams, U.S. national champion multiple times: “When I first flew the Combat, I was over-banking. The glider surprised me with how easy it was to maneuver. Now I use the good handling to an advantage to size up and finesse a thermal.”

My own impression is that I can’t steepen a turn as much with a quick push when thermaling as I can with a Litespeed, for example. On the Combat, a slight roll control and push out is required.

Neither can I hold the bar out as much in a continuous turn. On the other hand, with the Combat L, I don’t seem to have to, in order to obtain a climb rate equivalent to the other gliders in its class.

Another thing I found out is that you can adjust the tip twist with a simple change of a screw position that holds the tip insert, which in turn holds the sail strap. This adjustment is similar to that of earlier gliders, but I had forgotten how much you can affect the handling and thermal performance with this adjustment. By playing around with this adjustment, I found the best combination for my weight and handling/performance desires.

By turning the tips down, you achieve better potential glide. By turning them up you improve the handling and allow the glider to slow more in a thermal turn. The choice is up to the individual, according to the type of flying qualities so desired.

But what does this mean to the average pilot beating around at the local lump? As long as the glider is set to suit, I believe you can count on the Combat L to be predictable, comfortable and endowed with performance second to none when thermaling. In glide capability I have found it to be as good as any of the other safe stock gliders out there. Of course, it is a high-performance topless glider with the required qualifications to fly such a wing. But the weekend pilot doesn’t have to worry about keeping up razor-sharp skills in order to fly safely and exceptionally on the Combat L. LANDING HABITS Landing is the one facet of flight that often concerns or consternates pilots long after they are coursing through the skies on XC adventures. It’s a fact that high-performance gliders are a bit trickier to land than intermediate designs, due to greater spans, less sweep, tighter sails and other factors. It’s also true that we often sell our soul to the devil in order to gain an ounce of performance and resign ourselves to living with the consequences. But lately, designers have found ways to gain back some handling and Hang Gliding & Paragliding: October, 2004

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landing docility. One of the biggest factors is the super-strong crossbars which allow more crossbar movement fore and aft with VG usage without compromising structural integrity. The Combat L has taken advantage of such a ploy.

It is no secret that former Aeros gliders (Stealths) were not the easiest to land, but the Combat L has no such misbehavior. I landed my new glider 10 times on cross-country flights in a variety of conditions from zero wind to strong turbulence. On one day in particular, we got caught by a foehn wind that pushed in from the north and swept us off our south-facing ridge. Six of us landed in a big field in the lee of the mountain. I had no trouble keeping on track and touching down gently with the Combat, while others had to go to the aluminum store.

My only landing problem came when I crossed a field and encountered a surprise 18-inch ledge right where physics wanted me to end up. I pushed out to climb above the ledge and had no energy left to flare. Whack! You won’t have such problems, of course, because you will be a little more observant than I. Your landings should be as perfect on the Combat L as your old instructor wants them to be.

In sum, the handling of the Combat L is in my estimation easy, pleasant and predictable. Takeoff and landing characteristics are normal for a current hi-per glider. Performance is second to none as shown by the wins and upper places garnered by the factory competition pilots (both nationally and internationally). Rumor has it that all the comp pilots are flying production gliders, so the rest of us have no excuse if we don’t excel.

STRUCTURE AND APPEARANCE The Combat L is distinctive with its graceful upswept tips. You can always spot one in the air. But the rest of the glider is fairly conventional. Let’s do a quick run-through as we set the glider up.

The faired carbon base tube goes on with two PIP pins. On an older model I have flown, the pins consistently jammed in the fitting and had to be removed with pliers. On my new glider, there was nary a problem. While The faired carbon base tube goes we’re at it, let’s note the standard on with two PIP pins.

1x19 uncoated steel cables. These items have become standard fare on most high-end gliders.

Once you turn the glider over, you shove in 10 curved battens per side. There is an eleventh, but it normally stays in the sail, backed out a bit to relieve tension. Aeros does a smart thing in my estimation: They put the batten number on the forward tip.

That’s the working end and this number placement prevents you 49

from making an insertion error. The battens are fastened by Aeros’s new over-the-center clips.

They work fine, but I did pinch my finger in them a few times before I learned the technique. (I am not a beginner with these new-fangled type of batten ends, since I had some of the first ones on my Litespeed.)

Once most of the battens are in you can fasten the crossbar haulback. A trick I use on all gliders of the same ilk is to lift one wing forward and shake it.

This action walks the crossbar back and thus makes the pull of the haulback easier. Treated in this manner, the Combat L haulback attachment is moderately easy.

Inside the double surface

Numbers on the forward tips and new clips on the other end make stuffing and securing the curved battens an easy task.

Outboard you have to put in a batten to “square” the tip. This batten is hinged so you place one end in the sail, and the other on a hook, located on the leading edge. Then you push the batten straight and it stays tensioned as it goes past center. This batten is the only part of the setup that I don’t like. It is sometimes bothersome to locate the batten on the hook, but once you learn to bend the batten just right to start, the process involves less swearing.

Finish with the sprogs, tip fairings and the nose cone. The sprogs are simple and sensible. You merely put them in the double surface and zip up. An internal strap keeps the sprogs in position in flight. Aeros was the first to come up with this quick-zip arrangement and others have gotten rid of their loops and clips in favor of such intelligent design. Tip fairings go in easiest if you put the leading edge portion in first, then squeeze the fairing body and slip it into the sail opening to be held with Velcro. The nose cone applies in a normal manner. Some attempt has been made to avoid the common nose cone ledge, which is as ubiquitous (and unsightly) in our sport as helmet hair. The folks at Aeros have placed some short flaps behind the normal Velcro strips to help fair in the lift-tripping ledge. OK, now you can swivel the hang dangle to flying position, close the lower surface and pre-flight.

An important aspect of the Combat’s structure is the announcement of a new era. Aeros has now gone with what has become a standard in the industry: 7075 aluminum alloy. This tubing is quite a bit stronger and stiffer than Aeros’s former Russian tubing. As a result, the Combat L is noticeably lighter than even last year’s model and hence the designation L, for Lite. The old tubing would bend rather than break, but it would dent easier than 7075. I for one applaud the change and it is felt most particularly in my back. The manufacturer claims 73 pounds for the 145 (13) size (about 146 sq. ft.).

The only further structural matter we need to address is the uprights. They have been softer (easier to bend) than with other gliders. I’ve seen them break on foul landings which would have only slightly bent others’ uprights. But now I have uprights with reinforcing inside. They have two removable splines which can be used in any combination to adjust for the desired breaking strength. However, I feel it is above and beyond the call of duty to crash my glider to report on their limits. Perhaps if I get a raise…

The VG on the Combat L is a typical affair with all the force reduction pulleys up along the keel (none inside the upright). It is important to make sure this bundle is straight before pulling the haulback. The VG pulls with moderate force and a moderate length (it’s always a trade-off between the force of the pull and the amount of rope you have to pull). Two or three good pulls shifts from 50

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full off to full taut. The cleat and the rest of the arrangement are normal and satisfactory.

During the breakdown and pack-up comes the only point where I have a real (albeit nitpicking) gripe. I loathe any breakdown measure that is unnecessarily time-consuming. On the Combat L, the pad that protects the upright ends is a tight bag. That means you have to untie the VG knot and thread it out of the cleat and remove the base bar to use the pad. (and reverse the process on setup). Simply by making the pad a fold-over attached with Velcro, as on other gliders, the threading and knotting can be avoided. OK, I’ll take a pair of scissors, thread and Velcro on my next Euro excursion.

Above I have included the views of other experienced pilots. I believe that a variety of insights and impressions is beneficial to the reader. Let me add one more: Oleg Bondarchuk, winner of many international meets and Aeros factory pilot, had this to say about the development and philosophy behind the Combat L: “The Aeros designer, Sergei Drobychev, is very good. I tell him what I want and he works to design it. For this new Combat we wanted to have really good handling and glide. Sergei changed the leading edge construction using the Russian tubing we always had. The glider was lighter with some improvements, but still not the best. After more changes we decided to try 7075 tubing and everything came together.

“When we had a prototype ready, I went back and forth with it and my old glider to compare. The new Combat L was lighter by more than two kilos (about five pounds) and handles and performs better.

But the main difference is it doesn’t react as much in turbulence.

The air doesn’t feel as bumpy with this glider, so you have more confidence, more relaxation and less fatigue. Because of the handling you can use more VG when thermaling—up to one-half VG, I find.

The bar doesn’t move as much when changing VG, so it’s possible to land with less VG. The whole landing process is easier.”

Hang Gliding & Paragliding: October, 2004

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LAST WORDS All told, I like the Combat L very much. I’m glad I bought it, but I regret not bringing it home. I missed it right away and spent much time trying to figure an excuse to visit the old country before next summer’s seminars. I don’t think I will be wrong in saying this glider will be liked by any competent pilot who gives it a couple hours of his or her time. You may just find it follows you home.

To test fly a Combat L, check out the U.S. Aeros Web site to find the nearest dealer.

COMBAT L SPECIFICATIONS (from the U.S. Aeros Web site) Combat L 145 Combat L 154 Combat L 160 Area (sq. ft.)

146

154

160

Span (ft.)

33.94

35.09

35.09

Nose Angle

129-131°

129-131°

129-131°

Aspect Ratio

7.82:1

8.0:1

7.79:1

Min.Sink Rate

150 fpm

150 fpm

150 fpm

Best L/D

16+

16+

16+

Weight (lbs.)

73*

78*

80*

Pilot Clip-in Weight (lbs.)140-220

165-245

185-275

Tested Load

+6/-3

+6/-3

+6/-3

* weights based on lightest version and could be greater, depending on options

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NAME

H-1 1 H-1 2 H-1 2 H-1 3 H-1 4 H-1 4 H-1 5 H-1 7 H-1 9 H-1 10 H-1 10 H-1 10 H-1 10 H-1 10 H-1 11 H-2 1 H-2 2 H-2 2 H-2 2 H-2 3 H-2 4 H-2 4 H-2 5 H-2 7 H-2 7 H-2 8 H-2 8 H-2 9 H-2 9 H-2 10 H-2 10 H-2 10 H-2 11 H-3 1 H-3 3 H-3 3 H-3 4 H-3 4 H-3 4 H-3 5 H-3 9 H-3 9 H-3 10 H-3 10 H-3 10 H-3 12 H-4 2 H-4 3 H-4 7 H-4 7 H-4 10 H-4 10 H-4 10 H-4 10

DARREN DARSEY SEATTLE GLENN JAMES WILTON JAN SAFRANEK MONTEREY M. SILBERMAN ALHAMBRA PAUL AVELLINO HIGHLAND KEVEN REEDER TOOELE GLEN SIMPSON ROCK SPRINGS JOSE LOPEZ CHICAGO MICHAEL DEBRO CLEVELAND R. CHAMBERLIN HUNTSVILLE DAVID KOPP, JR ATHENS BLAKE EDWARDS MATTHEWS BEATRIZ NIETO MIAMI J. B. DE JESUS CAGUAS B. TAYLOR AUSTIN DARREN DARSEY SEATTLE REBECCA RUNDLE MENLO PARK BRAD JAMES ELK GROVE JAN SAFRANEK MONTEREY D. MARTENS RESEDA PAUL AVELLINO HIGHLAND KEVEN REEDER TOOELE GLEN SIMPSON ROCK SPRINGS JOSE LOPEZ CHICAGO DAVID ARNOLD NEW ALBANY KEVIN BYLER SOUTHBURY D. JORGENSEN LACONIA MICHAEL DEBRO CLEVELAND M. CHAPMAN ALDIE C. HOLMES WILDWOOD R. CHAMBERLIN HUNTSVILLE DAVID KOPP, JR ATHENS B. TAYLOR AUSTIN TERRY REID GRANTS PASS MIKE LOPEZ JOSHUA TREE F. WILLIAMS HONOLULU WESLEY NISTLER TAYLORSVILLE PHILIP PUGIN CANON CITY JASON MCKAY ALBUQUERQUE ROBERT GARRITY FLORENCE JOSEPH GILBERT SCOTTSVILLE RONALD ROHDE BRUNSWICK ALICIA DERIN MARIETTA CANDICE MILLER MARIETTA J. BATTERSON CARY JUAN DE LA CRUZ MAMARONECK S. WASSON MARINA ROBERT MORAN LAGUNA BEACH R. LINEBAUGH WHITEWATER NICOLAS ORAND NORTHVILLE A. AZURMENDI MARIETTA ROBERT DALLAS MARIETTA ROBERT CRUM PLANTATION J. GREENSTEIN DAVIE

CITY

RATING

NAME

P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1

CANICE HARTE PORTLAND MICHAEL WEST STERLING J. BAR-OR DAVIS MIN ZHOU SAN GABRIEL BRADLEY GEARY RAMONA C. HARE ENCINITAS BRETT GEARY RAMONA E. CHALBAUD BOULDER ADAM TRAHAN PHOENIX C. SZATKOWSKI PHOENIX CAMERON TREAT SANDY JOHN SLACK CLEARFIELD

52

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

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OFFICIAL

WA RUSSELL GELFAN CA BILL HEANER CA GEORGE REEVES CA ANDREW BEEM UT BILL HEANER UT PETER CJ ANDERSON WY BART WEGHORST IL ARLAN BIRKETT OHCHRISTIAN THORESON AL CHRISTIAN THORESON GA H BRUCE WEAVER III NC H BRUCE WEAVER III FL JAMES TINDLE PR KEISHYA SALKO TX CURT WARREN WA RUSSELL GELFAN CA BARRY LEVINE CA BILL HEANER CA GEORGE REEVES CA PAUL THORNBURY UT BILL HEANER UT PETER CJ ANDERSON WY BART WEGHORST IL ARLAN BIRKETT IN CHRISTIAN THORESON CT BEN DAVIDSON NH CHRIS LARSEN OHCHRISTIAN THORESON VA STEVE WENDT GACHRISTIAN THORESON AL CHRISTIAN THORESON GA H BRUCE WEAVER III TX CURT WARREN OR RODGER HOYT CA ROD MITCHELL HI THEODORE MACK UT BILL HEANER CO MARK WINDSHEIMER NM MEL GLANTZ MT JEFF SHAPIRO VA ANDY TORRINGTON OH LISA COLLETTI GACHRISTIAN THORESON GACHRISTIAN THORESON NC STEVE WENDT NY GREG BLACK CA GEORGE REEVES CA ANDREW BEEM WI BRAD KUSHNER MI LISA COLLETTI GACHRISTIAN THORESON GACHRISTIAN THORESON FL JAMES TINDLE FL JAMES TINDLE STATE

OR AK CA CA CA CA CA CO AZ AZ UT UT

OFFICIAL

BRAD HILL PHIL SMITH DOUGLAS STROOP CHAD BASTIAN DAVID JEBB JOSHUA MEYERS KYOUNG KI HONG KARL DECKER MARTY DEVIETTI MARTY DEVIETTI STEPHEN MAYER STEPHEN MAYER

RATING

NAME

P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-4 P-4 P-4 P-4 P-4 P-4 P4 P-4 P-4 T-1 T-1 T-1 T-1

BRAD JEZEK JACKSON WY JAMES MATT COMBS RONNIE MOOTZ KAW CITY OK DAVID BROYLES DEB MOOTZ KAW CITY OK DAVID BROYLES SOYOUNG BARK ADDISON IL KYOUNG KI HONG JARED TRINE MINNEAPOLIS MN NIK PETERSON W. BUTCHER BOLINGBROOK IL STEPHEN MAYER JOSEPH CHETCUTI NEW MILFORD CT FABRICIO RODRIGUES JOSHUA SIM LYNDEBOROUGH NH JEFFREY NICOLAY PATRICK JONES GREENSBURG PA DWAYNE MC COURT DENNIS JOYCE NEPTUNE BEACH FL GREGORY KELLEY E. GONZALEZ REYES SAN JUAN PR J. CASAUDOUMECQ T. SHERIDAN ASTORIA NY BENOIT BRUNEAU L. YUK SING PETER TAI PO, HONG KONG DENISE REED TONI LESKELA 01650 VANTAA KYOUNG KI HONG REX SIMENSEN VANCOUVER WA BRAD HILL GAL BAR-OR PT REYES STATION CA DOUGLAS STROOP J. BAR-OR DAVIS CA DOUGLAS STROOP JAMES SMYTH SACRAMENTO CA JEFFREY GREENBAUM L. TEICHERT-SMYTH SACRAMENTO CA JEFFREY GREENBAUM MIN ZHOU SAN GABRIEL CA CHAD BASTIAN BRADLEY GEARY RAMONA CA DAVID JEBB C. HARE ENCINITAS CA JOSHUA MEYERS BRETT GEARY RAMONA CA KYOUNG KI HONG ROBERT GANNON CARDIFF CA MICHAEL MASTERSON SANDERS CRATER BOULDER CO GREGORY KELLEY J. FULLENKAMP BRECKENRIDGE CO GREGORY KELLEY ADAM TRAHAN PHOENIX AZ MARTY DEVIETTI C. SZATKOWSKI PHOENIX AZ MARTY DEVIETTI CAMERON TREAT SANDY UT STEPHEN MAYER JOHN SLACK CLEARFIELD UT STEPHEN MAYER BRAD JEZEK JACKSON WY JAMES MATT COMBS RONNIE MOOTZ KAW CITY OK DAVID BROYLES DEB MOOTZ KAW CITY OK DAVID BROYLES SOYOUNG BARK ADDISON IL KYOUNG KI HONG JARED TRINE MINNEAPOLIS MN NIK PETERSON W. BUTCHER BOLINGBROOK IL STEPHEN MAYER JOSEPH CHETCUTI NEW MILFORD CT FABRICIO RODRIGUES JOSHUA SIM LYNDEBOROUGH NH JEFFREY NICOLAY M. WIDOFF HANSCOM AFB MA K. HUDONJORGENSEN E. GONZALEZ REYES SAN JUAN PR J. CASAUDOUMECQ T. SHERIDAN ASTORIA NY BENOIT BRUNEAU L. YUK SING PETER TAI PO, HONG KONG DENISE REED TONI LESKELA 01650 VANTAA KYOUNG KI HONG ROGER ROBISON BOTHELL WA DELVIN CRABTREE CHET MORITZ KENMORE WA KYOUNG KI HONG RUSSELL AGNEW GIRDWOOD AK PETER GAUTREAU J. LINHART REDWAY HI BRAD HILL CELIA PENDER SAN FRANCISCO CA JEFF WISHNIE KEA EVANGELISTA KAMUELA HI BRAD HILL BOB JOHNSON HONOLULU HI DAVID BINDER BRUCE ELDER LA JOLLA CA JOHN (TAD) HURST BRETT GEARY RAMONA CA KYOUNG KI HONG HELENE BARIBEAU ORANGE CA MICHAEL MASTERSON JUNE AKERS HONOLULU HI PETE MICHELMORE MICHAEL FORBES LOS ANGELES CA ROB SPORRER JAMES TRUJILLO BROOMFIELD CO ROSS ROBINSON DAVID BOOKO THREE RIVERS MI ROB SPORRER BILL PENROSE PHILADELPHIA PA WILLIAM UMSTATTD C. CARRASCO BROOKLYN NY LARS LINDE TONI LESKELA 01650 VANTAA KYOUNG KI HONG WENDY HUGHES BEAVERTON OR BRAD HILL BILL HUGHES BEAVERTON OR MAREN LUDWIG R. KRAUTSTRUNK FRESNO CA HUGH MURPHY R. PELOQUIN CAMARILLO CA CHAD BASTIAN DOUG CANNALTE GOLDEN CO MIKE SMITH WM CARPENTER HEMET CA DAVID JEBB PHIL BROESAMLE HEMET CA DAVID JEBB MATT BEECHINOR KETCHUM ID CHARLES SMITH JEFFREY COULTER JACKSON WY JAMES MATT COMBS ALLEN SPARKS BOONSBORO MD PAUL VOIGHT SHAWN MACDUFF BERNVILLE PA PAUL VOIGHT ROBERT CRUM PLANTATION FL JAMES TINDLE J. GREENSTEIN DAVIE FL JAMES TINDLE

5 6 6 7 7 7 8 8 9 10 10 12 13 13 1 2 2 2 2 3 3 3 3 3 4 4 4 4 4 4 5 6 6 7 7 7 8 8 8 10 12 13 13 1 1 1 2 2 3 3 3 3 3 3 3 4 7 9 12 13 1 1 2 3 4 3 3 5 5 9 9 10 10

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October, 2004: Hang Gliding & Paragliding

T O W

Dear Tow Lines, I am considering buying a payout winch. There are versions that use a disc brake and ones that use hydraulics.

Which one is safer and would be better for towing my paraglider?

Bill Bryden

The first thing to understand about towing safety is that the procedures and towing methodologies that you employ are vastly more significant than the fundamental aspects of how the winch generates drag as it pays out towline. Good mentors and instruction are paramount and I suspect that with those two things in abundance, you’ll then know the answer to your questions.

Regardless, there are a few things that you should look for and may make one system fit your needs a bit better than the other.

First, let’s make sure folks understand the fundamental differences between the two systems to which you are referring.

The basic payout winch is simply a sturdy drum with a bunch of towline wrapped around it and a braking device that allows the drum to rotate, unspooling line when the towline is pulled hard enough. When flying a toy kite in a strong wind, you hold tension on the line to fly the kite but let the line out in a controlled manner so it gains altitude. The process is essentially the same for the payout winch and glider. Note that heat is generated in the process. Consider how hot your hands would get if you grasped a rope hanging off a tall bridge and slid down at 10 miles per hour (15 feet per second). The winch essentially performs the same stunt, often spooling out 2000 feet or more of towline at 10 to 15 mph while under 150 to 200 pounds of tension. So the winch needs some kind of braking device to hold tension in the line, and a method of dissipating heat when line is spooled out under tension.

The hydraulically braked winch consists of a winch drum connected to an oil pump. As the line unwinds from the reel, it turns the pump. Oil is drawn from a reservoir tank and the pump forces it through a pressure regulator. The regulator is essentially a valve with a spring on it that controls the pressure required to open the valve and release some of the oil. The higher the pressure required to flow oil through the regulator, the higher the towline tension will be. The heat generated during the process heats the oil that in turn will need to be cooled.

The friction brake winch typically employs a car- or truck-style service brake to oppose the rotation of the winch drum. As the towline pulls out the line, the brake resists this motion and heat is generated in the brake system. The brake disc or drum, along with the friction material, will get quite hot and reject heat to the air that flows around the system.

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The hydraulic braking method is a more predictable, smoother system than a friction brake. The mathematical relationship between the pressure regulator setting and towline tension is generally very predictable and consistent. Tension is essentially unaffected by oil temperature or by light corrosion on the system when the system sits for a few weeks. Usually, these systems are pretty easy to operate, which is good if various pilots will be taking turns operating the winch.

Some geometry influences, caused by drum sizes and the angles the line is pulling off the drum, can affect line tension. Those apply to friction brake systems as well and are enough to comprise an article themselves, so we’ll save that discussion for another time.

Hydraulic Systems: Hydraulics are used extensively on many kinds of industrial, construction and agricultural equipment.

Components from those applications can be assembled into winch systems that are similarly extremely robust and highly reliable.

Provided the pressure regulator was properly designed or selected for this application, the pumping of oil through the regulator is usually very smooth, resulting in smooth drum rotation. Beware of over-valuing this smoothness advantage, however, since how the rope is wrapped on the drum prior to a tow can affect tow smoothness substantially more than the braking system.

The downsides of the hydraulic winch systems are generally weight, size, cost and complexity. A payout winch tow system can be required to dissipate four to five horsepower (HP) and even as much as 10 HP when towing tandem gliders. This is a lot of heat. A 1000-watt burner on a stove is only 1.3 HP. This heat goes into the oil, so the oil will need to be cooled. If the system has 10 to 15 gallons of oil, usually enough heat can be rejected just by the hoses and reservoir tank during and between tows to preclude the need for a radiator-type oil cooler. Smaller capacity systems may require a cooler to prevent excessive temperatures that will compromise the oil and its lubricating properties.

Hydraulic pumps can also function as a hydraulic motor. An electric motor can drive a small hydraulic pump and push oil into the outlet of the drum’s pump, thus driving the drum in reverse for winding up the towline. However, hydraulic systems have some fundamental inefficiencies necessitating a much larger electric motor and battery. If the motor is used to turn the drum directly with a belt, chain or gear drive, the hydraulics can still create parasitic drag and again a larger electric motor and battery are usually required. Consequently, small gas engines often drive towline rewind systems on hydraulic payout winches, and these add weight and complexity as well as requiring fuel and maintenance.

Oil weighs about six pounds per gallon, so the oil alone can contribute 60 to 90 pounds to a system’s weight. Add the pumps, valves, hoses, regulator, drum, tow line, support frames, rewind 53

D E P A R T M E N T

engine and pump, and a hydraulic system can be fairly large and heavy. Most hydraulic winches are large and heavy enough to require mounting in the back of a pickup truck or on a trailer.

Photo 1 shows a hydraulic system in a pickup truck that is one of the most compact designs I’ve seen. It is about 3 feet wide, about 1.5 feet tall and about 2.5 feet front to back. Much of it was constructed from aluminum but it still weighed well over 200 pounds and 12 years ago cost $7000. It is no longer in production. Some designs in recent years have ranged from about $5000 to $9000 depending upon features and options.

Friction systems: Friction brake systems are generally less complex, less expensive and should be lighter in weight than hydraulic systems. These systems usually employ a disc brake system from an automobile or truck.

The brake system can get very hot but dissipates heat directly to the air so no oil, reservoir or oil cooler is needed.

Photo 1

The brakes on a vehicle are generally actuated with hydraulic pressure from brake fluid pushed into the brake unit by the brake pedal. The master cylinder on the brake pedal that creates this push can be mounted on the winch or inside the tow vehicle and used to actuate the brake system on the winch for remote control of the winch tension.

The fundamental drawback of a friction brake system is the variance between the pressure of the actuation fluid, which is easy to measure, and the actual braking action on the disc or drum. For a given brake fluid pressure, a bit of rust on the disc or drum can cause the braking effect, and hence towline tension, to be substantially higher. If the friction material gets excessively hot during the tow, the braking effect and tension will substantially fade. If the brake gets wet from a brief rain shower, the braking effect can be reduced. Wear can also affect the tension.

To compensate for these issues, there are various measures the operator needs to periodically employ. At the start of each day a test pull or two should be done with the towline anchored to a tree, post or car to wear any dirt and rust off the friction surfaces.

If the system does not employ a method to read line tension directly, then re-calibration tests of line tension to the brake fluid actuation pressure should be periodically done. Proper design and operation are required to minimize overheating of the brake 54

October, 2004: Hang Gliding & Paragliding

T O W

and potential brake fade. With these taken into consideration, a friction brake unit can be quite adequate.

Automobile manufacturers want to keep vehicle weight low for better fuel economy, so lightweight brake components are plentiful. There is no oil or large reservoir tanks. The towline tensions are usually only up to 200 pounds, possibly 300 pounds when towing tandem hang gliders. Unfortunately, many friction brake systems are excessively over-built and heavy. I have seen some systems that could likely handle tensions of 5000 to 8000 pounds and their weight reflected this. There have been a few friction brake winches on the U.S. market in the past decade that were well designed and weighed less than 100 pounds, but to my knowledge most are out of production. One person could easily lift some of the smallest.

I’ve seen a couple friction brake systems intended for towing paragliders and hang gliders (not using a platform launch method) that could simply be plugged into a receiver trailer hitch.

This is very convenient and makes most vehicles with this hitch suitable for towing. Launching a hang glider with a platform launch method requires a cradle system to support the glider during the launch, and a pickup truck or a trailer is typically re-

Hang Gliding & Paragliding: October, 2004

L I N E S

quired for this procedure. For this tow method, size and weight of the system are generally not important unless the pilot will be regularly removing and installing it in the vehicle or trailer.

Automobile components are usually quite reasonably priced in the after-market arena due to the high volumes. The frames and drums need not be complex affairs. Prices for friction brake units tend to range from about $1500 to $5000 depending upon various features such as hang glider launch cradles or level wind systems.

There are a few key features that are desired with either type of payout tow system.

The tension control should allow the operator to rapidly dial down the tension to 10 to 20 pounds of line tension without risk of the drum free-spooling and creating a line tangle. If a paraglider begins to have a problem on tow, it is generally preferable to reduce tension in a controlled manner instead of releasing or cutting the towline. A sudden loss of line tension can cause the pilot to pendulum back under the wing very aggressively, which can be dangerous at low altitudes.

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T DO EWP A L RI TN M E E S N T

The system should have a line cutting system. There are emergency situations where it can be vital to slice the towline while the line is paying out at a rapid speed. Many operators think that if there is a problem, a hook knife is adequate to cut the towline to free it from the winch. However, cutting a line moving at 10 to 30 mph with a hook knife, especially with bare hands, is far easier said than done, and most operators have never practiced it.

It is far better to be able to pull a lever or push a button and have the towline instantly cut irrespective of the line speed.

After a tow, it is important to wind the towline onto the drum with good tension. If the line is loose, then the top layer of rope can be pulled down into lower layers as the line is pulled off the winch under high tensions during a tow. This makes for very rough and jerky tows and can result in rope jams. A method of modestly tensioning the towline during the rewind is important.

Regardless of whether a drogue parachute is used at the towline end or some kind of friction is produced in the line guide, the rewind system must be capable of rapidly retrieving the line with some tension on it.

Wide drums should have some kind of level wind system to evenly distribute the towline. The systems in Photos 1 and 2 have line guides that move back and forth, guiding the line onto the drum. The guide system in Photo 1 is hydraulically actuated and automatic. The operator manually actuates the one in Photo 2 using the red handle at the top left of the drum. The system in Photo 3 is a simple product with no line guide. The operator manually guides and tensions the line with a cotton towel wrapped around the line (and ideally a glove for added hand protection). Narrow drums generally do not need a level wind system, but unless the drum has a very large diameter, these tend to have more towline tension variance as the amount of line on the drums changes diameter.

Photo 2

Photo 3

Obviously the winch needs to be well designed and properly built.

Simple is usually indicative of good design. Excessive weight and over-building are sometimes warnings that the designer didn’t truly understand the loads and forces involved, and so put excessive material into the design to play it safe.

Many tow winch manufacturers have come and gone in the U.S. over the past two decades. Since a winch can be a significant investment, availability of parts and service is an important consideration. A manufacturer that sells his product too cheaply often won’t stay in business after the fun and novelty of the enterprise has worn off. The manufacturer needs to be making a reasonably 56

good profit to keep it worth his while for 10 years or more, thus providing you a source of parts, service and assistance as needed.

Products that are too expensive will similarly often disappear from the market in short order because they just don’t sell enough.

Designs that employ mostly off-the-shelf components assembled into a system are good since parts can generally be obtained even if the manufacturer disappears. Systems with complicated custommachined parts should be more carefully considered. Will the special custom parts have a potential to fail? Can local machine shops or talented flying buddies replicate the custom parts when the manufacturer is gone?

An often overlooked consideration is customer training. Most tow systems have some uniqueness and unless you have lots of experience with various tow systems and are mechanically inclined to handle maintenance and calibration, then training is generally very well advised. Some manufacturers over the years have included training in the price; others have provided it as an extra service.

The quality of the operation manual and maintenance sections can also be significant indicators of manufacturer quality and professionalism. Does the product come with a manual? Does the manual address how to use the system and troubleshoot problems?

Are assembly diagrams and parts lists with source information provided? For example, if an automotive caliper disc brake is used in the system, do they tell you what model and year of vehicle brake pads to use? Some manufacturers have kept this kind of information secret, wanting customers to come back to them for parts and to protect their engineering and testing from copying by competitors or do-it-yourselfers. But what happens to the customer when the manufacturer quits the business in three to five years (pretty common duration)?

Purchasing a winch is not a simple process. It behooves a pilot to do plenty of homework. Inspect the systems in person. Ask around and get recommendations from other pilots. Find out how long the manufacturer has been in the sport and how many units he has sold. Consider exactly what kind of towing you plan and if size and weight are critical criteria or are not particularly important. Will there be lots of different semi-skilled people operating the system, making operation ease and idiot-proofness critical? These kinds of questions and issues are the important things to sort out and will often determine the kind of braking system for you.

Hopefully this will get you started. A lot of additional information on winch systems can be found in the textbook Towing Aloft, available from the USHGA. Also, a towing group on the Internet at http://groups.yahoo.com/group/skysailingtowing/ can yield some good perspectives if you average the advice and don’t pay too much heed to any one person.

October, 2004: Hang Gliding & Paragliding

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for the day. Then the scene turns serious as we hear that a pilot has not reported in. Reese Martin is unaccounted for.

Chelan XC Classic, 2004: Second Chances

By Kyndel Banister Dust devils! I was dirted in a low spot without a building, tree or cloud anywhere to be seen. My wing had, for once, behaved nicely, but I had made a huge mistake in judging the terrain on the flats. There were no thermal sources in this bowl between the rim and the power lines. I stomped towards a road, sucking on my water supply in a vain attempt to replace all that was pouring out of my skin. If only I had played the rim longer, I might still be up in cool air with a chance of winning the event.

I watched Morgan Hollingsworth and Rich Haas speck out to the east, looked at my watch, and kicked a sagebrush. There were five more hours for them to rack up air miles while I logged foot miles. Morgan would get 63 miles on me that day.

Five days later, I finish the 2003 Chelan Classic a distant 2nd —60 miles behind Morgan. He flew great. Quick off the Butte, few risks, great job of following lift lines. I only saw him falter once, when he got low out near Hartline.

Another year, another chance—at the 2004 Chelan Classic, I have a chance to redeem myself, to be the bride instead of the bridesmaid. This year will be different. Steve Alford, the meet director, has put forth the extra effort to get the 2004 Classic USHGA sanctioned for paragliders as well as hang gliders. The face of the competition is different in three ways: • Morgan says he has a personal focus on out-and-returns and triangles, for easier retrieves and tasks that are more like a race and, of course, for the points multiplier for these types of tasks, • Sanctioning has attracted several ranked pilots whom we do not normally see at the Butte, • Wildfires have reduced the competition to three days rather than the scheduled six.

Day 1: West winds are predicted and indicated above the Butte.

I yo-yo below the winds beyond Mansfield. Why fight it? I turn north and surprise myself with a 49-mile flight to Omak. I get all excited when I hear that I am ahead of Tom McCune and Morgan. Then I get the news that Brad Gunnuscio tagged waypoints on the flats for 70 miles. Any sane person would be happy with second place, but I have never been called sane.

Day 3: Not the same drill. Everyone is worried about Reese.

There is lots of discussion about which route he flew, and where he might be. Some of us decide to try to fly over what we think was his last known position. This time the wind is predicted SSE and there are some medium-high clouds moving in from the west. Tom and I go north to Highway 20 at Loup Loup Pass. Tom is ahead by about four miles when he gets a bad line and lands. I divert about two miles east from his path and get a better glide, then a series of thermals. With Oroville and the Canadian border in view, the sky grows completely overcast, and turbulence at cloudbase becomes a problem. Soon the final glide of the day ends with no forward speed, and the realization that I have flown into a gust front coming down out of Canada. There is a large plateau behind a line of hills to the east that looks like a safe place to land going backwards. I hear over the radio that Rich Haas is experiencing the same thing not far away. Fortunately we both get on the ground safely. I’m in first place for the day, but who cares with a pilot missing? Steve Forslund and Tom give me a ride back to Chelan.

We try the radio occasionally on different frequencies, hoping to hear from a pilot who has been walking out all night.

The campground talk is all about risks and reserves.

Sunday morning brings the news that Reese’s body has been found. At this time there is no obvious reason for the Biwingual flying at the Chelan Classic loss of this good man. He flew Photo: Aaron Swepston without ego, without the competitive demons that drive so many of us to take risks. In person, he was always kind and gentle, complimentary and easy to like. You knew he was genuinely happy to be outdoors experiencing life and the people who shared his passion.

Reese was from Aspen, Colorado. Brad Gunnuscio (who won the paragliding class in this competition), and the others from Aspen bore a heavy burden on their way home. Reese was my friend, but he was part of their family. I have a lighter burden—it is a nice plaque for 2nd place. Reese, I have your trophy. If it had been given to you it would say, “1st Place at being the pilot—and the person—we all should be.”

Day 2: Same drill, only this time Tom and Brad turn north and score 82 and 69 miles respectively. I get 62 miles. What’s a guy to do? These ranked pilots are just tough to beat. I score third place Hang Gliding & Paragliding: October, 2004

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Spring Returns to Region 9

By Pete Lehmann The good news is that this spring’s flying was better than last year’s. The bad news is that unless one had a southwest-facing launch site it was hard to tell the difference. Region 9’s two prior springs had been essentially washed out by record rainfalls. This year the rains diminished to more normal proportions, but the wind direction was peculiarly southwest for much of the spring.

And for a region in which most launch sites face northwest or southeast along the Appalachian Mountain ridges, southwest winds are often useless. One of the few southwest-facing sites in the region is the tiny Avonmore site located 30 miles east of Pittsburgh, and it is no coincidence that this spring’s winner flew all three of his flights from that 430-foot ridge. Indeed, few of the contest’s better flights were flown from the region’s traditionally best northwest-facing sites. The contest’s longest flight, Ric Niehaus’s 104-miler from Highland Aerosports’ Ridgely Flight Park in Maryland, was flown in a highly unusual NNE direction.

The Region 9 Regionals is a contest in which pilots may fly anywhere in the region on weekend days from mid-March until the end of May. A contestant’s score results from adding up the three longest flights flown within that time frame, with a maximum of 60 miles scored for any one flight. In other words, a perfect winning score would be 180 miles.

The contest is divided into a number of classes. The Open Class includes all hang glider pilots who had flown more than 60 miles before the contest’s start in mid-March. The Sixty Mile Class contains pilots who have flown more than 25 miles, while Rookies are those pilots who’ve never flown as far as 25 miles. There is also a Paraglider Class for all paraglider pilots.

Open Class I was this year’s overall winner with three flights totaling 150.9 miles on a Wills Wing Talon; all three flights were made from the above-mentioned southwest-facing Avonmore site. Perhaps most remarkable is that the two longest flights were both made from the same site, on the same weekend, and after mediocre forecasts. The Saturday flight began with a (perhaps premature) noon departure from the hill. The climb off the ridge got me to 2,900’ AGL, high enough that I decided to leave. However, I promptly glided down to about 500’ AGL before beginning a desperate 15-minute drifting climb out of that hole. By the 15-mile point I was finally high enough (7,400’ MSL/6,100’ AGL) to feel comfortable under the increasingly good-looking clouds. I proceeded to move swiftly, hopping from one cloud to another, never getting low and becoming ever more certain that my needed 60-mile contest flight would be easily achieved. Unfortunately, my confidence was founded on one grave misconception. I was quite sure that if I were to reach Interstate 80, I would have gone 60

60 miles and could land. Unfortunately, as I neared I-80 I began to realize that I might need to get a few miles past there in order to attain the 60 miles. Even more lamentable was the fact that there was nothing but trees on the far side of the interstate, and I was too low to continue into the woods in search of a thermal. I therefore landed at 58.2 miles, feeling stupid after what had been an otherwise well-flown flight.

The very next day produced a similarly mediocre forecast that produced even better flying conditions. After 15 minutes on the ridge, I left in a thermal that didn’t get me massively high, but which left me under a well-defined line of clouds. The lift under them allowed me to dolphin fly for 10.5 miles while only losing 700 feet. This flight was far easier than the previous day’s, although I again nearly boxed myself into the I-80 tree corner. But with the previous day’s mistake in mind, I altered course to the west early enough to pass across I-80 at DuBois, Pennsylvania.

After that I found one more good thermal to get me past the 60-mile mark. I then continued on into the mountains until I could find a safe, fat LZ in Penfield, Pennsylvania, 66 miles from launch.

My final flight was also from Avonmore, and promised to be a similarly good one. I climbed straight off launch, but the early thermals were mediocre and went to nowhere near cloudbase. At the 20-mile mark I finally did get high (7,700’ MSL/6,400’ AGL) in a strong thermal and figured that it would be a cakewalk after that. I was gravely mistaken, and lost over a mile of altitude gliding to land at 32.7 miles near Nicktown, Pennsylvania, in a viciously turbulent LZ. I had misinterpreted the terrain on approach, and had chosen to land in the mother of all lee rotors, fortunately without consequence.

In second place is Nelson Lewis with a total of 140.5 miles on his new Wills Wing Talon 140. His longest flight of 79.3 miles was one of the few truly good flights flown this year from a traditional northwestfacing site, in this case, Tobacco Row, Virginia. Even more unusual is that while it was a classic post-frontal day, it was still essentially blue. However, lift seemed to be lined up in a blue street and he got to 6,700’ MSL, landing after four hours and 40 minutes at Warrens Store, Virginia. Nelson’s second flight was one of 51.5 miles that was accomplished along the well-known Massanutten Mountain ridge. He launched at Woodstock and flew north some 10 miles to its north end to establish a remote start point. From there he ran the entire ridge to the south end before jumping off into the open where a final thermal got him to near Port Republic, Virginia. Along the ridge he’d had the assistance of a thermal-marking osprey while making the toughest gap crossing.

Nelson’s final flight was made in the reverse direction of his second one. For this flight he launched at the southern end of Massanutten Mountain in southwesterly winds on a blue day.

October, 2004: Hang Gliding & Paragliding

C O MC PA LC EONR DN AE R

In third place is John Dullahan on his Moyes Litespeed with a longest flight of 32 miles along the southeast-facing Jacks Mountain ridge. His other flights comprised a 19-miler from the Highland Aerosports flight park, and a 12-miler from the Ravens Roost launch on Skyline Drive.

Tom McGowan launching from High Rock Photo: Ralph Sickinger

After being stuck at launch for an eon, some cumies passed off to his east and he dove for them. Climbing slowly, but with the benefit of a decent tailwind, he covered considerable ground drifting on the way up to 5,500’ MSL. From there he describes his flight as basically downhill with some good field-to-field scratching at the end.

In third place of the overall contest we find Tom McGowan with a total of 122 miles on his Moyes Litespeed. Cunningly, Tom accomplished this feat while retaining his membership in the Sixty Mile class, of which he is also the winner. Tom’s longest flight, and his longest east of the Mississippi, was one of 57.4 miles, flown on a northwest day from High Point, Maryland to Front Royal, Virginia. The day had begun overcast, as forecast, but cleared up to allow Tom his fine flight. His second longest flight was one of 42.7 miles from the north-facing Sacramento, Pennsylvania, site to a landing in the heavily Amish area around Ephrata, Pennsylvania. Tom spent a lovely couple of hours introducing Amish kids to the wonders of his modern GPS and vario technologies while at the same time waving to the adults passing in their eighteenth-century horses and buggies. Tom’s final flight of 13 miles was done on a blue day from the Highland Aerosports tow facility in Ridgely, Maryland. Tom followed some gliders ahead of him along what he reasoned was a blue lift line. The line worked for 13 miles before he lost it and landed.

Sixty Mile Class As was mentioned above, Tom McGowan, along with placing third in the overall contest, also won this class. Following him in second place is John McAllister, a.k.a. “Homer,” flying his Talon 160FB (Fat Boy) for a total of 83 miles. John’s longest flight occurred on April 9 from High Point, Maryland, the same day on which Tom McGowan made his longest flight. As Tom tells it, he was breaking down and reveling in his personal-best flight when John flew over and put him in his place. John continued on, crossing the Blue Ridge and landing at the edge of the Washington, DC airspace for a 60-mile contest flight. His other flights were an 18-mile flight, also from High Point, and a five-miler made from the Seneca Rocks site in West Virginia.

Hang Gliding & Paragliding: October, 2004

Rookie Class The Rookie Class winner is Marvin Presley with an excellent personal-record flight of 55 miles from High Point, Maryland to Berryville, Virginia. Flying his Wills Wing Fusion on Good Friday, Marvin got to 7,400’ MSL and made it to base seven times, concluding his dream flight with a no-step landing.

Marvin has been trying hard for several years now, and it is heartening to see him achieve such a fine flight. His second and third flights were 4.8 miles from High Point, and 3.5 miles from North Mountain.

In second place is Pat Halfhill with 62.6 miles on his big-boy Wills Wing U2 160. Two of his flights were made from the Avonmore site that has been so generous this year. The first, Pat’s longest in the east, was 31.7 miles to Rochester Mills, Pennsylvania, and the second was 18.3 miles to Creekside, Pennsylvania. The third flight was 12.6 miles over the back from High Point, Maryland.

Pat is a pilot who flew long ago in California, but had left the sport for an extended period before returning recently. His crosscountry flying has re-awakened his pleasure in hang gliding, and it is a delight to hear his appreciation of the entirety of crosscountry flying, including encounters with hospitable land owners to whom he preaches the Rogallo gospel.

Taking third place is Bacil Dickert, whose two flights on an Eagle totaled 27 miles. The first flight of 15.5 miles was made from Woodstock, Virginia, during which Bacil observed two golden eagles locking talons and tumbling through the sky at 4,600’ MSL. His second flight took him 11.5 miles along the Jacks Mountain ridge, and concluded with local kids showing him a secret path through a barbed wire fence.

Paragliding Class This year has seen the emergence of a new regional star in the paragliding firmament. Tom Ceunen, a Belgian pilot of broad experience, has begun to fly cross-country in Region 9, and in a season that has not been congenial to flying of any sort, he’s done amazingly well. Like me, he benefited from his access to a southwest-facing site on the same weekend that served me so well. His two longest flights were achieved on the same days as were mine.

Tom’s two longest flights on his Advance Sigma 5 Serial 28 were made from Daniels Mountain, Virginia, a spur of the Blue Ridge Mountains. After a tricky take-off, Tom was flushed off the mountain toward an LZ. Setting up to land, and down to about 200 feet, he eased into some zero sink. It slowly improved and 61

C OC MA PL E CN OD RA NR E R

he began to climb without turning. Once high enough to do so safely, he began flat-turning and drifting with the thermal for almost half an hour before finding better lift and finally getting high, 7,200’ MSL. Continuing onward, and working the foothills, he found two more thermals before landing near Woodville, Virginia with 27.8 miles.

Tom’s second flight, the very next day, was of an entirely different character. Unlike on the previous day, when he was working in the foothills of the big mountains behind, this flight took him up on top of the range’s main spine. Eventually getting as high as 6,200’ MSL, he was at one point in the flight barely a thousand feet above Old Rag Mountain, with hikers waving at him from below. Throughout the flight Tom was concerned by the fact that he was far up on treecovered ridges that made reaching landable areas a difficult problem for someone flying a glide-challenged paraglider.

Tom’s third flight of 12.7 miles was a pioneering flight in that it was the first paragliding cross-country flight from the Pulpit, an ancient hang gliding site. Paraglider pilots have only this year managed to clear themselves a suitable launch slot at the site, and Tom was the first person to exploit its latent potential. His flight was only 12.7 miles, as he had spent over two hours stuck on the ridge before getting to 5,000’ MSL and bailing over the back. By then, the late-March day was dying and he landed in the valley behind. Still, it is an historic flight and points out the Pulpit’s potential for paraglider cross-country.

In second place in this class is the bi-wingual Ellis Kim flying her Swing Arcus. Her five-mile, first-ever paragliding XC flight was made from Bills Hill, Pennsylvania, on a lovely wonder-wind evening flight that ended in a German woman’s field. While awaiting her ride, the German-speaking Ellis accomplished some Teutonic bonding and discussed the landowner’s recurring nightmares of paratroopers appearing over the hill. Ellis’s second flight was one of 6.5 miles over the back from the Fairgrounds launch at Cumberland, Maryland. That was only the beginning of her adventure, however, as the retrieve required a two-hour epic involving getting a vehicle across a decaying wooden bridge 20 feet above a rocky creek.

Finally, in third place is Carl Dennis who had his second-ever XC flight, 3.3 miles on his Advance Epsilon 4, flying from Daniels Mountain.

Best of the Rest Having listed the respective class winners above, there are of course still other pilots who had notable flights this past spring.

Most remarkable by far is the flying of Ric Niehaus on his Wills Wing Fusion. Ric only flew XC twice this spring due to the scheduling difficulties of family, work and weather. However, he made the most of it with two flights that got him into fifth place. But 62

Pilot

Class

Glider Flight

1

2

3

1

Lehmann, Pete

Open

Talon 150

60

58.2

32.7 150.9

Total

2

Lewis, Nelson

Open

Talon 140

60

51.5

29

140.5

3

McGowan, Tom

Sixty

Litespeed 5

57.4

42.7

21.9

122

4

Fenner, John

Open

XC 155

60

36.4

11.9 108.3

5

Niehaus,Ric

Open

Fusion 150

60

26.5

6

McAllister, John

Sixty

Talon FB

60

18

5

83

7

Ceunen, Tom

Paraglider Omega 5

27.8

24.5

12.7

65

8

Presley, Marvin

Rookie

Fusion 150

55

4.8

3.5

63.3

9

Dullahan, John

Sixty

Litespeed 4

32

19

12

63

10 Halfhill, Pat

Rookie

U2 160

31.7

18.3

12.6

62.6

11 Dave Proctor

Sixty

Litespeed 5

26.4

17.8

11.7

55.9

12 Gregor, Joe

Sixty

Talon 150

26.2

11.7

4.7

42.6

13 Gardner, Mark

Open

Stealth 3

21

15

5

14 Kepler, Steven

Open

Sensor 610F

31.3

15 Kelley, PK

Sixty

U2 145

29

16 Dickert, Bacil

Rookie

Eagle 145

15.5

11.5

27

17 Rowan, Jim

Open

Talon 150

13.3

9

22.3

18 Brooks, Pat

Open

U2 160

19.2

19 Tjaden,Lauren

Rookie

WW Eagle

7.7

20 Ball, Larry

Open

Litespeed

12.7

21 Kim, Ellis

ParagliderSwing

6.5

22 Tomlinson, Dan Sixty Ultrasport 166

9

23 Harper, John

Open

Talon 150

8

8

24 Schad, Joe

Rookie

Falcon

6.8

6.8

25 Dennis, Carl

Paraglider Epsilon 4

3.3

3.3

86.5

41 31.3 29

19.2 7.3

3.5

18.5 12.7

5

11.5 9

best of all was his 104-mile site record from Ridgely, Maryland, northeastwards to Dublin, Pennsylvania. The flight required five hours and 14 minutes and was done at relatively low altitudes, only once reaching as high as 4,700 feet. As a bonus, Ric’s extraordinary flight earned him the $1,000 site bounty offered

by Highland Aerosports for the first 100-mile flight, and will go toward Ric’s new glider fund. I will treat Ric’s flight in greater detail in a subsequent article, but this flight is one of Region 9’s truly extraordinary flights, and it is now the third of his that may be so characterized.

The one other pilot who broke the 60-mile limit this spring is John Fenner, whose 62.9-mile flight from Avonmore got him into fourth place overall when combined with his other two flights. John is also distinguished by the fact that his flights were all made on a kingposted Wills Wing XC 155. No toplesses for that boy!

Conclusion This spring was another mediocre one in a recent string of disappointing flying seasons. Nonetheless, it was closer to normal than we have seen in a long time, allowing five pilots to accomplish flights of 60 miles or better. One can only hope that these are harbingers of better flights to come.

October, 2004: Hang Gliding & Paragliding

Gallery GALLERY GALLERY

GALLERY

Reed Gleason flying with Ancil Nance at Oceanside, 2003 Photo: Ancil Nance

Terry Hawkins flying along the beaches of Brandon, Oregon Photo: Airlee Owens

Top: Red Bull Acro Team members over Australia in 1998 Photo: © Alex Escher, Red Bull Center:Red Bull Acro Team member Guido Gehrmann in Australia Photo: © Alex Escher Bottom: Joseph Salvenmoser at the Red Bull Speed Run, Kitzbuhel, Austria Photo: © Bernhard Spottel, Red Bull Backdrop: Peter Swanson pulling VG on a Wills Wing Talon 150, Crestline, CA Photo: Gene Atkins

Austria’s Team “Blue Project” landing at the Red Bull Vertigo 2004, Villeneuve, Switzerland Photo: ©Denis Balibouse, Red Bull

Brewery thermals: a pilot’s ambrosia Photo: Brett Schreckengost

A C C I D E N T S

Paragliding Accidents

By Jon Goldberg-Hiller USHGA has been notified of three U.S. paragliding fatalities so far this summer. Reese Martin died during the Chelan Classic competition July 9. His body was found the following day in a wheat field southwest of Brewster, Washington, in the second of two impressions. There was no evidence that he had moved after impact. There were no witnesses to the accident.

wing was appropriate for his skill level, but the drowning appears more a medical than an aeronautic issue.

Finally, Britton “Britt” Chambers died August 1 in the nation’s first tandem fatality, during a crash landing in Nevada. Britt was a student pilot flying with a tandem instructor in a cross-country flight from Mt. Rose Ski Area near Slide Mountain. The instructor was severely injured. There have not been official reports from all of these accidents at the time of this writing; I hope to have much more to say about these tragic events in future columns.

Greg Vayda died on May 8 flying at Fort Ord, Sand City, California. He was flying for the first time a used intermediate Fatalities are always sobering remindwing that he had just purchased. The ers of the inherent dangers in our sport, Getting quickly flying site is a low coastal site. Greg waitbut they don’t always provide the most ed out strong onshore winds until midimportant information for safety pracback on the horse afternoon when the winds dropped to tices and prevention, in part because may prove a poor 12-15 mph. A friend who was flying with subjective accounting is frequently lost. him reported, “I launched and headed Nonetheless, there are important general nostrum for a north, making a number of passes along lessons that we can glean. Greg Vayda’s sport enjoyed the ridge north of launch. After playing death serves as an important reminder with [his new wing] for a few minutes, that unusual health conditions capable so far from the Greg launched in pretty mellow condiof impairing our judgment or consciousground. tions. We passed each other as he headness during flight should be assessed by ed north. He flew about a mile or mile medical personnel before flying resumes. and a half north, while I stayed closer to Friends should be willing to provide a launch. After a few minutes he reversed gentle reminder to follow up and should direction back to the south. I was flying caution those recently experiencing disnorth, about a half mile north of launch orientation. Those of us who have excitas he approached. I noticed that his legs were hanging down and edly flown soon after arriving in Europe, or some other distant that he was in an upright, rather than seated, position. The glider destination where jetlag can create somatic disorientation, can was flying straight along the ridge about 150 feet over the beach, appreciate these problems. Despite feeling alert and prepared on maybe 50 feet above ridge height. His posture was unusual, but launch, dizziness and confusion may quickly erode the excitethe glider was in good position and flying well. ment, turning inner feelings of wellbeing into frantic calls to Mr. Wizard. These flights for me are always logged as my worst and “After we passed I could not remember if his hands were on the most uncomfortable, and they provide an empathic perspective brake toggles, but he often flew hands-off in stable conditions at from which to counsel others who confide or exhibit unusual the beach and I was not concerned. I turned and followed about health problems. three or four hundred yards behind him. His glider slowly edged farther out over the beach, closer to the water and gradually lost Caution is also advisable following any minor paragliding misaltitude, eventually turning straight out and landing in the surf, hap. A student with three flights flying at a coastal site this spring maybe 100 feet from the beach. Greg made no control input to followed his instructor’s incorrect advice “after a moment of dysthe glider during any of this time. I saw no sign of movement lexia” and turned the wrong way, hitting the hill on a fast beat from him before or after he entered the water.” without flaring. The pilot reports that he “was pleased with my instructor’s reaction, which was to discuss the mistake, brush me Greg had reported to his friend that he had experienced an epi- off and quickly re-launch me,” but a few minutes after being airsode of dizziness while driving several weeks before his accident, borne he began to feel pain indicating what was later diagnosed but was able to stop his car safely until he felt better. He is re- as a fractured tailbone. He fortunately landed without incident. ported not to have followed up with a medical evaluation. An Getting quickly back on the horse may prove a poor nostrum for autopsy found no evidence of a medical condition, leaving his a sport enjoyed so far from the ground. Fear is not the only conapparent lack of consciousness unexplained. Greg had been fly- sideration that we need to combat after injury. Knowing that we ing for eight years with many hours of flying at this site and the are operating at peak performance and are unlikely to experience Hang Gliding & Paragliding: October, 2004

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in-air complications is an obvious necessity. Delayed pain, which we can expect to follow even a minor injury such as a banged knee from a blown launch, can be sufficient to distract us and impair judgment in the air.

The circumstances of Reese Martin’s death may yield more information, but the lack of witnesses makes this accident especially difficult to analyze. It serves to remind us that desert and high-land conditions can be treacherous upon landing. In my second year of flying I hit what I have always assumed was a dust devil near a low desert hill, devilish in no small part because it was invisible. I suffered a full collapse upon hearing a whirring sound, and looked up to see a ball Paragliding of laundry suddenly and unspectacularly regain the shape of my involves a subtle Meteor, just 400 feet over the LZ. tension between I have always pondered what I doing what we want would do if I encountered someto do because it thing similar at lower altitudes, feels natural and but I know that the abruptness and unexpected quality of these fun, and doing frightful encounters near the what we ought to ground will always challenge my do despite our alertness to this possibility.

best instincts and perceptions.

A report from the late Dixon White, who witnessed the following mid-day accident from a Flagstaff LZ this past spring during high-pressure conditions and moderate to strong thermals, gives some idea of the speed at which planned landings can be disrupted.

“I saw no dust devil action in the grass, and I looked since that can be a valuable thing to observe when flying midday. Pilot was at 50 feet AGL and out of his seat in the PLF position (recommended approach for midday conditions). He appeared to be actively piloting in that he was not holding risers and I could see him making subtle braking corrections on his approach. Without any pitch or roll movement, the glider suddenly took a massive frontal and rotated quickly, then dove, swinging the pilot into the ground and on his side. He bounced, his helmet flew off and I figured the impact killed him.” The pilot shattered a vertebra and broke his pelvis; he is expecting a full recovery in six months. Avoiding midday conditions might provide an additional margin of safety, but as Dixon added in his report, “I’ve seen dusties in the evenings and at 8 a.m.—so be aware, there are air sharks out there.”

Situational awareness is certainly good advice, but might it have its own limitations?

Mentally preparing for the possibility of a quick reserve deployment at sufficient altitude is often a prudent tactic. A P4 pilot with about 500 hours of experience encountered an unusual reaction after releasing big ears 500 feet above a west coast mountain site this summer and instantly decided on a reserve toss. He writes, “When I released the split A lines the canopy surged violently forward, the right side did not inflate and [the glider] went immediately into a spin. The risers were twisted twice.

I was 400 feet above ground. I threw the reserve, which opened immediately and brought me down safely without a scratch. I think I was in a parachutal stall and did 68

October, 2004: Hang Gliding & Paragliding

A C C I D E N T S

not recognize it.” While the conditions described in his report are not likely weather-related, the pilot’s quick reactions were a good solution to a surprising situation. (It is worth noting that parachutal stalls often are surprisingly difficult to diagnose except in hindsight).

between doing what we want to do because it feels natural and fun, and doing what we ought to do despite our best instincts and perceptions. Many of us learn that we may have to trust ourselves a little less to fly safely.

A final issue I’d like to address in this column poses another perNovices, however, haven’t the experience upon which to recog- spective on the problems of awareness, especially for more comnize the unusual, and several accidents this summer seem to sug- petent pilots. An accident reported from a west coast mountain gest that their practiced awareness is posite involved a P4 and T3 rated pilot who tentially counterproductive. A P1 pilot was observed to engage in wingwalking flying at a west coast mountain site this on a friend’s glider top, apparently withpast June believes he miscalculated his out prior discussion of the maneuver and altitude for a safe landing in the stanin very lifty conditions. The gliders were dard LZ. “I misjudged the amount of of different makes. The lower pilot’s wing What are our altitude necessary to complete a proper was lifted up in a strong thermal into the social practices downwind leg and came in too low. I walker’s feet and was deformed as the that can was also too far over the trees and didn’t walker’s boots entangled with the lower help encourage allow for a clear shot onto the LZ (60 deglider’s lines. It remains unclear from safe decision‐ gree rule). As low as I was, I still could the report how the pilots disentangled, have turned onto my base leg earlier, but no one was hurt. In another report making and but didn’t. I was too hung up on followfrom a coastal site, a pilot was seen acting moderate unsafe ing the standard pattern in terms of the erratically in the minutes and days leadbehaviors that landmarks of the LZ. Those are merely ing up to a crash in which he broke his affect us all? guidelines…By the time I responded to pelvis. One witness writes, “The pilot flew my predicament, it was too late. Turning clipped into his wing backward (with left base, my wing tip caught a tree and I riser hooked into the harness’s right side dropped straight down about 30 feet.” and right riser into the harness’s left side) The pilot was transported to the hospiso that he launched facing the wing and tal by fire and rescue on a backboard and flew facing the trailing edge of the wing. was released soon after with only minor On the days prior to the accident one piback injuries. The lessons learned by this pilot are vital, apparent lot reports he saw the injured pilot curling up in a fetal position in his own self-reflective words, and likely to serve him in good on top of his laid-out wing. Another witnessed him rolling on his stead in years to come. They also illustrate just how difficult it is back kicking his feet in the air. When approached and asked why to mentally practice adequate situational awareness absent expe- he was flying backward, he behaved belligerently and stated ‘I’ve rience. He was taught to visualize a pattern, but he imposed that been flying backward for 5 years.’” pattern inappropriately.

In both of these cases an important question emerges regarding Another low-airtime pilot working on her student rating set up the limits of good judgment. While individual judgment can be her landing too high for her intended landing spot. Her instruc- built of experience and while instructors endeavor to instill attor radioed her that she should just fly straight ahead as there was titudes to nurture the growth of good judgment, we can see from a broad area in which to land safely without any obstructions. these two accidents that it is insufficient for safety to remain Instead, the pilot turned back at low altitude to be closer to where solely an issue of individual conscientious practice. As we know, she was originally planning to touch down for an easier retrieve. some pilots are less conscientious than others. But what are our She promptly flew into a small rut that appeared to be the only social practices that can help encourage safe decision-making hazard possible to hit, injuring her ankle. The perils of target and moderate unsafe behaviors that affect us all? How can we fixation—when we are uncannily attracted to those obstacles we learn to best talk about safety together in our clubs, among our carefully monitor to avoid—are a lesson that many of us teach friends, and on our launches? I hope to engage this question at ourselves early in our careers after similar incidents. Target fixa- greater length in future columns. tion impedes rational awareness of our situation, just as imposed moral grids on the landscape (e.g., “I should land here for an easier retrieve”) and fixed landing patterns serve to orient us in potentially dangerous ways. Paragliding involves a subtle tension Hang Gliding & Paragliding: October, 2004

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C A L E N D A R

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

Fly‐Ins October 8-11: Come fly the Craters and celebrate Dixon’s work to secure the land around the Craters. Fun flying for all paragliders and hang gliders. $50 flight park donation per person. Contact Tanner Patty for more details.

(928) 699-2636, tannerpatty@msn.com.

clinics , meetings, tours October 1-3: USHGA fall BOD meeting, Doubletree Hotel, Boise, Idaho.

October 8-10: Safety Maneuvers Training with Enleau and Ann O’Connor, Sonora, California. Visit www.oconnorflightschool.com, or contact Ann O’Connor at ann@oconnorflightschool.com or (530) 227-4055.

October 14-17: Hang Glider Instructor Training Seminar, Denver, Colorado. AIRTIME ABOVE: 1372 Sinton RD, Evergreen, CO 80439 USA. Voice: (303) 674-2451. Mark Windsheimer.

October 9-11: Dry Canyon Columbus Day fly-in, Alamogordo, New Mexico. Sponsored by the Rio Grande Soaring Assn. Contest, trophies, shirts, dinner, etc. Good flying and food (not to mention the liquid refreshments).

Entry $15.00. The USHGA National Fly-in will be held here in May of 2005, so come check out the site! Sponsored by the Rio Grande Soaring Assn.

For more information, contact Tom or Cindy West, (505) 437-5213 or email tommy716@charter.net or cindy1112@charter.net.

October 15-17: Hang Glider Instructor Training Seminar, Orlando, Florida. WALLABY RANCH: 1805 Deen Still Rd. Davenport, FL 33837 USA. Voice: (863) 424-0070, Fax: (863) 424-0070. Malcolm Jones.

October 9-11: Morningside Flight Park (Charlestown, New Hampshire) Columbus Day Fly-In for both hang and para pilots. Fun comp, prizes, barbeque, Demos. All abilities welcome. Huge “Halloweenie” bash on October 9th. Fireworks, treasure hunt, “masquerade” party. More information: www.flymorningside.com or www.mailways.net/MFP/index.htm.

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 23-24: Moyes Boys Reunion and 37-Year Celebration at Wallaby Ranch. Open to all pilots, family and friends. The weekend schedule of activities will include party, festivities and visiting with old friends; all Moyes gliders and harnesses available for demo, introductions and demonstrations of the German-certified Dragonfly C-model, tuning and maintenance seminars; competition and XC flying clinics. The entire hang gliding community is invited.

If you have not, in 37 years, flown a Moyes glider this is a perfect opportunity.

Cypress Gardens will be opening in October, adding to the available activities in central Florida. For updates go to http://www.moyesamerica.com/ or contact Ken Brown, flyamoyes@aol.com.

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.

October 30-31: Annual Halloween Women’s Fly-In, Chelan, Washington.

Fall flying conditions suitable for hangs and paras of all skill levels.

Come in costume, bring a potluck dish for the party on Saturday night.

Prizes for best costume, best flying contraption, diners’ choice and most Halloween-appropriate potluck items, more. Contact Jaye Wilson, tsunami_day@hotmail.com or Jan Olsen, janolsen2003@yahoo.com or jolsen@voaww.org.

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October 15-17: Safety Maneuvers Training with Enleau and Ann O’Connor, Sonora, California. Visit www.oconnorflightschool.com, or contact Ann O’Connor at ann@oconnorflightschool.com or (530) 227-4055.

October 22-24: Hang Glider Instructor Training Seminar, Georgia / Tennessee. LOOKOUT MOUNTAIN: 7201 Scenic Hwy Rising Fawn, GA 30738 USA. Voice: (706) 398-3541, Fax: (706)-398-2906. Matt Taber.

October 22-24: Safety Maneuvers Training with Enleau and Ann O’Connor, Sonora, California. Visit www.oconnorflightschool.com, or contact Ann O’Connor at ann@oconnorflightschool.com or (530) 227-4055.

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. Contact 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.

October, 2004: Hang Gliding & Paragliding

C A L E N D A R

November 4-7: Backpack powered paraglider clinic in cool northern Arizona with Marty DeVietti. Base fee $200. Marty@paraglide.com.

November 5-7: Safety Maneuvers Training with Enleau and Ann O’Connor, Sonora, California. Visit www.oconnorflightschool.com, or contact Ann O’Connor at ann@oconnorflightschool.com or (530) 227-4055.

November 5-7: Hang Glider Instructor Training Seminar, Southern California. WINDSPORTS: 12623 Gridley ST Sylmar, CA 91342 USA. Voice: (818) 367-2430, Fax: (818)-367-5363. Joe Greblo.

November 12-14: Safety Maneuvers Training with Enleau and Ann O’Connor, Sonora, California. Visit www.oconnorflightschool.com, or contact Ann O’Connor at ann@oconnorflightschool.com or (530) 227-4055.

November 19-29: Touching The Andes of Peru Paragliding Fall Tour 2004. Jeff Cristol of Adventure Tour Productions has been visiting Peru to climb and paraglide since 1981. With his wife, a native of Lima, Peru, Jeff and Adventure Tour Productions will return to visit sites on the Pacific coast and in the high Andes. Please see adventuretourproductions.com for more information, or call (970) 728-1754.

November 26-28: Safety Maneuvers Training with Enleau and Ann O’Connor, Sonora, California. Visit www.oconnorflightschool.com, or contact Ann O’Connor at ann@oconnorflightschool.com or (530) 227-4055.

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.

December 10-12: Safety Maneuvers Training with Enleau and Ann O’Connor, Sonora, California. Visit www.oconnorflightschool.com, or contact Ann O’Connor at ann@oconnorflightschool.com or (530) 227-4055.

December 17-19: Safety Maneuvers Training with Enleau and Ann O’Connor, Sonora, California. Visit www.oconnorflightschool.com, or contact Ann O’Connor at ann@oconnorflightschool.com or (530) 227-4055.

December 23-January 2: Christmas and New Years special. Enjoy the festive holiday atmosphere of Valle de Bravo, Mexico and some of the best flying you’ve ever had! Improve your thermal and XC skills with 2005 world team member David Prentice. Includes transportation, lodging and guide services. Limited space. For more info contact David Prentice, (505) 417-6593 or earthcog@yahoo.com.

January 2-9, 2005 and January 9-16, 2005: Fly south this winter! The most affordable winter flying vacation ever! Group tour to Mexico, includes transportation, lodging and guide services. $675.

P3 required. Improve your thermal and XC skills with 2005 world team member David Prentice. Limited space. For more info contact David at earthcog@yahoo.com or (505) 417-6593.

January 9-16, 2005: 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.

January 22-30, 2005: Monarca paragliding competition. Valle de Bravo, Mexico. www.monarcaparaglidingopen.com.

December 3-5: Safety Maneuvers Training with Enleau and Ann O’Connor, Sonora, California. Visit www.oconnorflightschool.com, or contact Ann O’Connor at ann@oconnorflightschool.com or (530) 227-4055.

December 3-5: Hang Glider Instructor Training Seminar, Whitewater, Wisconsin. FREE FLIGHT AVIATIONS: N463 City Hwy N Whitewater, WI 53190 USA. Voice: (920) 728-2231. Tommy Thompson, Sr. December 3-15: Mexico Travel Tour. This 12-day adventure will take you to several of the best flying sites Mexico has to offer, Monterrey, Valle de Bravo, Molinalco, Orizaba, Veracruz, Oxaca. We will also visit several ancient pyramids, historical museums, cultural and ecological sites. Includes transportation, lodging and guide services. P3 required. Limited space.

Leaves Houston, Texas, December 3rd. For more info contact David Prentice at earthcog@yahoo.com.

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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

FALCON 140 – White with teal leading edges, extra downtubes and basetube, very good condition, well maintained and cared for $1,600. coffevn@hotmail.com.

FALCON 195 – Wheels, great condition, blue/green $1,200. (541) 504-5416.

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.

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.

GREAT HANG GLIDING PACKAGE – 10m Pulse, Free Flight reserve chute w/paraswivel, CG2000 harness $1,800 OBO. (607) 432-4625 Oneonta NY, markvlflyguy@hotmail.com.

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.

LAMINAR MR 14 – 2003, excellent condition $4,500. Laminar MR13, 2001, very good condition $3,500. Laminar dealer since 1994, call Steve Lee (423) 949-2176.

LAMINAR 14 ST – 1999, very sweet handling. Well maintained and cared for $1,495 rvander1@san.rr.com, (619) 787-8653.

LAMINAR MRX 700 – Mylar sail, A-frame choices, orange/blue, great condition $3,700.

(541) 504-5416.

FLEX WIN G S

AEROS STEALTH KPL 129 – Mint condition (no kidding, it’s like NEW), two extra downtubes $800. Also, Genesis 135 $300. Jimmy Pricer (208) 376-7914.

AIRBORNE STING II XC 154 – Almost new, flown 4 times, LMFP GT XC harness 5’8”-5’10”, Flytec 4020 vario w/bracket, 20 gore reserve, Hall airspeed indicator w/bracket, wheels $4,700. (205) 655-4165, cswebster2@juno.com.

AIRWAVE MAGIC III 177 – 25 hours $650.

Wills Wing Sport 150 $500. Both in great shape. kob7150@hotmail.com, (570) 629-0522.

DREAM 165 – Good condition, low UV, careful storage, flown twice in 4 years, training harness, helmet, wheels $600. (503) 997-2761 Portland, OR. 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.

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LAMINAR MRX 700 – 2003, loaded: MR A-Frame, high speed airfoil, carbon inserts on L.E. Hardly flown. Perfect condition $4,400. rvander1@san.rr.com (619) 787-8653.

MOYES LITESPEED 54 – NEW, only test flown, $5,000. (850) 653-1635, applebeepa@yahoo.com.

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! www.hanggliding.com, info@hanggliding.com, h t t p : / / s t o r e s . e b a y. c o m / r a v e n - s p o r t s .

(262) 473-8800 SPORT 150 – Brand new condition $1,000.

ATOL launcher, brand new $1,000. UP Gemini 165, crispy $600. (712) 276-5238 Sioux City IA, windy@avalon.net.

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 147 – Practically brand new, low hours, red/yellow under, white gold flake LE $1,500. (310) 720-1604, rlett@robertlett.com.

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.

WW SPORT EURO 150 - Spare downtubes, rib chart, owners manual $600. WW Ram Air 146, pristine, spare downtubes and nose cone, rib chart, owners manual $1,200. WW Falcon 140, pristine, spare downtubes, rib chart, owners manual $1,200. WW Falcon 225 tandem, pristine, 6061 and 7075 LEs, spare downtubes, wheels, rib chart, owners manual $1,800. WW Z3 harness, tricked out for XC, 5’7”-6’1” $250. alasdearizona@comcast.net.

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

E M E R G E N C Y PA R A C H U T E S

AUTHORIZED CHUTE REPAIR – And service center for APCO, Elan, Chiron powered parachutes and UP/Perche/Independence paragliders and more! We have a full-time loft available with quick turn around for small to huge repairs and annual inspections. Ship your chute to MoJo’s Gear Ltd. Co., 1475 CR 220, Tow, TX 78672 Attn: REPAIR or INSPECTION. Include a note about the service(s) you require as well as a contact phone number and email.

We will contact you with an estimate prior to starting the work. Office: 915-379-1567, www.mojosgear.com.

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 $350. 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 $549. rvander1@san.rr.com. (619) 787-8653.

October, 2004: Hang Gliding & Paragliding

C L A S S I F I E D S

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.

POWERED PARAGLIDERS 04 – Mosquito, harness and 15hp engine, 15 hour, not NRG, asking $2,000. Houston cell (832) 689-1420 or masherhangglide@yahoo.com.

PARAGLIDERS

AIRSPORTSUSA–www.powerparaglider.com, www.flyforfun.net. Manufacturing the BP Parawing! Americas #1 selling backpack motor.

NOVA Pheron M, brand new, backpack, owners manual $1,700. NOVA X Ray 22, good condition, repair on top $500.

Email Scott alasdearizona@comcast.net.

OZONE VIBE 2003 – Medium-large, 2 hours, w/Ozone backpack, 2000 Pro Design Jam harness, reserve chute, 2003 Flytec vario $4,000 OBO. (970) 376-2545, msousa@eastwestresorts.com RIGID WINGS

GHOSTBUSTER 2000 – Excellent condition, low air time, many extras included. Enjoy high performance, excellent handling of this beautiful rigid $3,700 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!

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.

Hang Gliding & Paragliding: October, 2004

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.

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

MISSION SOARING CENTER – Largest Hang Gliding Center in the West! Our deluxe retail shop showcases the latest equipment: Wills Wing, Moyes, AIR, High Energy, Flytec, Icaro. West Coast distributor for A.I.R. Atos Rigid Wings including the all new VX Tandem Atos. Parts in stock. We stock new and used equipment. Trade-ins welcome. Complete Lesson Program. Best Training Park in the West, located just south of the San Francisco Bay Area.

Pittman Hydraulic Winch System for Hang 1’s and above. Launch and Landing Clinics for Hang 3’s and Hang 4’s. Wills Wing Falcons of all sizes and custom training harnesses. 1116 Wrigley Way, Milpitas, CA. 95035. (408) 262-1055, Fax (408) 262-1388, mission@hang-gliding.com., www.hang-gliding.com, Mission Soaring Center, Leading the way since 1973.

O’CONNOR FLIGHT SCHOOL – Specializing in Safety In-Flight Training & Maneuvers Clinics and Aerobatic Instruction. Enhance your knowledge, increase your level of confidence, take your piloting skills to new levels. Over-thewater safety and aerobatics clinics. Enleau and Ann O’Connor, www.oconnorflightschool.com, (530) 227-4055 and reserve your clinic.

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 – Full-time 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.

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C L A S S I F I E D S

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

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. www.hanglide.com, (877) 426-4543, 877-HANGLIDE. 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. (305) 285-8978, 2550 S Bayshore Drive, Coconut Grove, Florida 33133, www.miamihanggliding.com.

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. 74

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-of-the-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.

H AWA I I

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

FLY TRIKES NA PALI – Kauai’s ultimate flying experience. Training in paradise. Full safety equipment and insurance. Craig McMillian, (808) 645-6316, www.flyforsport.com.

PROFLYGHT PARAGLIDING – Call Dexter for friendly information about flying on Maui. Full service school offering beginner to advanced instruction everyday, year round.

(808) 874-5433, paraglidehawaii.com.

IDAHO

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

ILLINOIS

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

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

MAINE

DOWNEAST AIRSPORTS – Paragliding and hang gliding instruction, quality equipment sales. Extended training/tour packages with lodging available. www.downeastairsports.com, in_a_cloud@hotmail.com, Marc (207) 244-9107.

M A RY L A N D

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 and accessories. Cloud 9 Field, 11088 Coon Lake Road West, Webberville MI 48892. Cloud9sa@aol.com http://members.aol.com/cloud9sa Call for fall tandem lessons and flying appointments with the DraachenFliegen Soaring Club at Cloud 9 Field. (517) 223-8683, DFSCinc@aol.com http://members.aol.com/dfscinc.

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.

October, 2004: Hang Gliding & Paragliding

C L A S S I F I E D S

NEVADA

FLY LAKE TAHOE/RENO – Hang gliding and paragliding. www.pyramid.net/advspts.

(775) 883-7070.

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’ ridge- large LZ. Specializing in first mountain flights. Dan Guido, 293 Shoemaker Road, Mohawk NY 13407. (315) 866-6153, dguido@dfamilk.com.

PUERTO RICO

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

TENNESSEE

LOOKOUT MOUNTAIN FLIGHT PARK – Just outside Chattanooga. Become a complete pilot- foot launch, aerotow, mountain launch, ridge soar, thermal soar. hanglide.com, 877-HANGLIDE, (877) 426-4543.

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.

Hang Gliding & Paragliding: October, 2004

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.

U TA H

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

SUPER FLY PARAGLIDING ACADEMY – Join Team Super Fly! We offer comprehensive pilot training programs, powered paragliding instruction, tandem flights, maneuvers training, towing training/certification and tandem pilot training. We make great pilots! We are the closest shop to Point of the Mountain, open year round and supported by the Super Fly, Inc. distribution and service center just minutes away. Call about demo and used equipment of all kinds. Instructors Ken Hudonjorgensen, Chris Santacroce, Kevin Biernacki, Dale Covington, Jake Walker, Jeff Farrell. Lessons start at $65. (801) 255-9595 or www.paraglidingacademy.com.

VIRGINIA

BLUE SKY – Full time instruction at Blue Sky Flight Park near Richmond. Scooter, platform and aerotowing available. All major brands of equipment, with Mosquitos and Doodlebugs in stock. Steve Wendt (540) 432-6557, (804)-241-4324, www.blueskyhg.com.

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

WA S H I N G T O N

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).

I N T E R N AT I O N A L

FLYMEXICO – 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.

PARAGLIDING COSTA RICA – With the locals. (908) 454-3431, ftg@fast.net.

SOUTH AMERICA FLYING EXPEDITIONS – Fly Argentina this winter! November-March, 12 day custom trips for small groups. $1,850 everything included! You’ll only worry about charging your radio pack. www.flysur.com.

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

Smart tow winch system, everything you need to tow, 4000’ line $3500. Ground Launch Vehicle for HG, collapses for transport $200.

Email Scott alasdearizona@comcast.net 75

C L A S S I F I E D S

CLEARANCE SALE – Raven Hang Gliding, Inc. inventory reduction sale. Save big on varios, radios, gliders, wheels, downtubes, basetubes, harnesses, helmets, parachutes…if you don’t see it, ask! (262) 473-8800, www.hanggliding.com, info@hanggliding.com, http://stores.ebay.com/raven-sports.

CLOTHING – Embroidered and screenprinted shirts and hats with sharp hang glider artwork. Raven, Wills, TTT, and other brands. (262) 473-8800, www.hanggliding.com, info@hanggliding.com, http://stores.ebay.com/raven-sports.

FLYTEC 4030 – Race and cables $395. New WW drogue chute $65. New Hot Wheels $89.

(541) 504-5416.

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.

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. (949) 795-0421, MC/Visa accepted, www.mallettec.com.

OXYGEN SYSTEMS – The world-class XCR-180 operates up to 3 hours @18,000 ft. and weighs only 4lb. Complete kit with cylinder, harness, regulator, cannula and remote on/off flowmeter, only $400.00. 1-800-468-8185.

RISING AIR GLIDER REPAIR SERVICES – A full service shop, specializing in all types of paragliding repairs, annual inspections, reserve repacks, harness repairs. Hang gliding repacks and repair. For information or repair estimate, call (208) 554-2243, pricing and service request form available at www.risingair.biz, billa@atcnet.net.

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TANDEM LANDING GEAR – Rascal™ brand by Raven, Simply the best. New & Used. (262) 473-8800, www.hanggliding.com h t t p : / / s t o r e s . e b a y. c o m / r a v e n - s p o r t s info@hanggliding.com.

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.

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.

VIDEOS & DVDS

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.

PUBLICATIONS & ORGANIZATIONS

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

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

FLY THE WING! Hooking Into Hang Gliding,

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

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

VIDEOS FROM USHGA – WWW.USHGA.ORG *NEW* STARTING POWERED PARAGLIDING – Great intro to powered paragliding. From the 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.) SPECIAL – Aerobatics 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. October, 2004: Hang Gliding & Paragliding

C L A S S I F I E D S

WORLDWIDE INTERNET PARAGLIDING TALK SHOW – WWW.WORLDTALKRADIO.COM Listen live or to the archives! Live Tuesday 9-11:00 am (PST). Call toll-free, 1-888-514-2100 or internationally at (001) 858-268-3068.

Paraglider pilots and radio hosts David and Gabriel Jebb, want to hear about your stories, promotions/events or insight: they also take questions!

OK, ONE MORE…

INDEX TO ADVERTISERS

Adventure Productions ...........................57 Aerolight .................................................54 AIR ATOS.................................................57 Angle of Attack .......................................50 Apco Aviation..........................................10 Atlanta Hobby.........................................57 Big Ears PTT ............................................57

CLASSIFIED ADVERTISING RATES

Cloud 9 Soaring Center ..........................57

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. September 20 is the deadline for the November 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.

Critter Mountain Wear ............................20 Dan Johnson ...........................................16 Digifly .....................................................28 Flight Connections ..................................58 Flytec ............................................... 58, 80 Hall Brothers ...........................................47 High Energy Sports .................................47 Independence/Fly Market .......................24 Jim Macklow ...........................................28 Just Fly ....................................................30 Kitty Hawk Kites ......................................57

STOLEN WINGS & THINGS

MacPara Technology ................................9

MOYES SX5 – Stolen July 28, 2004 from a car in LLOYD MINSTER, CANADA (right on the Alberta/Sask border). White w/lavender under, 1 broken dt, camo/pink bag. Contact Bill (870) 741-0809, lovedove@alltel.net.

Mission Soaring ......................................57 Mojo’s Gear ............................................58 Mountain Sky Gallery .............................45 Moyes America ................................. 57, 68 North Wing ............................................69 O’Connor Flight School ..........................54

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.

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.

Hang Gliding & Paragliding: October, 2004

Parasoft ...................................................33 Peak to Peak Paragliding .........................46 Pro Design ..............................................44 Sport Aviation Publications .....................39 SuperFly ..............................................8, 57 Thermal Tracker ......................................35 Torrey Pines ......................................18, 32 Totally Awesome Flying Sports .................2 Traverse City ...........................................55 U.S. Aeros ...............................................38 Red Bull “Fly to” Giants of Rio event Photo: ©Ulrich Grill, Red Bull

USHGA Calendar.....................................58 USHG Foundation ...................................14 Wills Wing.........................................58, 79 77

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

P RD OE DP U A CR TT M L IE NN ETS St. Paul, Minn. – Wills Wing has released their new Sport 2 model in the 135 square foot size. The company says, “The Sport 2 135 is a high-performance glider for lighter pilots that’s easy to fly and land. All of the HGMA vehicle tests are completed, and we are releasing the glider for sale at this time.” The new model comes with their popular Litestream control bar and an aluminum faired base tube. WW reports that the Sport 2 can achieve a glide of about 13:1. The smaller model weighs only 54 pounds (your shoulders will love it!) and, as it’s mainly intended for smaller pilots, the control bar is three inches shorter than on the larger 155 model. ▲ More stats: Span is 29.3 feet (versus 31.5 on the 155), hook-in weight is 130 to 200 pounds (versus 150 to 250), and it will work best for someone with a body weight of 130 to 160 pounds (versus 150-200 for the larger model). Deliveries should be underway as you read this for a reasonable price of $4,275. ▲ Wills plans a 175 model for bigger pilots but no release date has been set. FMI: www.willswing.com ••• The “Moyes Boys” are hosting a “Reunion and 37-Year celebration” later this month. Make your way to Wallaby Ranch during the weekend of October 23-24 to join the party. According to U.S. representative, Ken Brown, the weekend festivities will include a demo days experience with Moyes gliders and harnesses available for demo flights. Additionally, he plans to introduce the Dragonfly C model that has won German certification. You can also get in on tuning and maintenance seminars, or competition and cross-country flying clinics. ▲ Ken also notes that nearby Cypress Gardens will reopen in October. This onetime tourist resort was where many folks saw hang gliders for the first time—and, interestingly, many of them were Moyes gliders many years ago.

FMI: www.moyesamerica.com or dial (530)888-8622. ••• What Ken may not know is that just a few days later, the Sebring (FL) U.S. Sport Aviation Expo will occur at the airport owned by the famous auto racetrack. Just down Highway 27 from Wallaby, the Sebring Expo runs October 28-31. Visitors will be able to see a wide array of lightsport aircraft that now fall under FAA’s newest rule. The first-year event is the first of its kind, dedicated 100% to light sport flying machines and exhibit space was totally sold out in the summer of 2004 (though organizers may add some additional spaces). EAA will present forums of all kinds to educate visitors about the new rule and other matters and all day long, LSAs should be flying around and giving rides to those interested. To my knowledge, no hang glider or paragliding companies will be present, but I don’t have the complete list of exhibitors. FMI: www.sport-aviation-expo.com ••• Little trikes and big P

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trikes for hang glider pilots...Michael Rigg’s Seagull Aerosports has his Escape Pod fully-faired trike nearly ready for flight testing. He hopes to be ready in time to attend the Sebring Expo and, if so, would stay in Florida and make his way around to the various hang glider flight parks of the Sunshine State. The Escape Pod shown at the huge Oshkosh AirVenture airshow was a marvel of engineering achievement with its tiny paraglider engine tucked neatly away in the pod’s body along with a rocketdeployed parachute system. Escape Pod is obviously the powered version but an unpowered, towable model called the Pod Racer may also be completed by this fall.

For now, Seagull’s Web site is up and running for you to see and read more. FMI: www.fly-seagull.com or dial (952) 473-1480 ••• From Alan Chuculate comes news of his aptly named “SlowTow.” This is a project to build a special-purpose trike suitable to aerotow paragliders. Alan has been doggedly pursuing this for months and progress is becoming visible. In mid-July he reported that Floyd Fronius completed construction of the trike. ▲ It stands taller than most trikes to accommodate a very large prop (72 in.) with generous ground clearance (18 in.). The wheel track (width) was also broadened to increase stability with the very large wing needed to fly slowly enough to safely aerotow paragliders. ▲ Testing started with taxi runs to verify the steering precision, the suspension effectiveness, and the bicycle-style front disk brake. All worked fine. Alan writes, “We then mounted the modified Condor wing on it for the first time. We had adequate prop clearance beneath the keel and the rear wires. Floyd made three flights of the SlowTow for a total of one hour of airtime in midday summer thermal turbulence with gusty winds.”

Alan wisely chose to wait for a mellower day so “my first flight would be fun and easy.” ▲ Alan and Floyd planned to be out on the El Mirage dry lakebed in the high Mojave desert (4,000 feet MSL) for additional testing later in the summer. Alan projected, “If everything is go after some trike-only flights, we intend to make our first attempts at towing. We will probably start with a solo hang glider because neither Floyd nor I have any experience as a tug pilot. We may also try towing the Light Hawk ultralight sailplane that Danny Howell will be bringing.

When it comes time for paraglider towing Floyd will be the tug pilot and I will be the paraglider pilot.” This is an exciting development that could open up the flatlands to paragliding (without a back-pack engine, that is).

AT PRESS TIME, Alan relayed the news that that the SlowTow suffered a crash. Trike pilot Floyd Fronius has suffered some injuries but is recovering satisfactorily. More news as it becomes available. ••• 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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This November 1et 1ut an• v1te tor s1mething ima1rtant ...