USHGA Hang Gliding & Paragliding Vol35/Iss1 January 2005 by US Hang Gliding & Paragliding Association

Volume 35 Issue 1 January, 2005 $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

J A N U A RY,

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

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

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

DISCLAIMER OF WARRANTIES IN PUBLICATIONS: The material presented here is published as part of an information dissemination service for USHGA members. The USHGA makes no warranties or representations and assumes no liability concerning the validity of any advice, opinion or recommendation expressed in the material. All individuals relying upon the material do so at their own risk. Copyright © 2004 Hang Gliding & Paragliding magazine.

USHGA Officers and Executive Committee: Randy Leggett, President, ias@ot.com Lisa Tate, Vice President, lisa@soaringdreamsart.com Elizabeth Sharp, Secretary, Elizabeth.Sharp@heii.com Felipe Amunategui, Treasurer, dr.amunategui@att.net. REGION 1: Bill Bolosky, Mark Forbes. REGION 2: Ed Pitman, 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: Russ Locke, Elizabeth Sharp, Dennis Pagen, Bruce Weaver, Jan Johnson. HONORARY DIRECTORS: Bob Hannah, Steve Roti, Tom Johns, Ken Brown, Ed Pitman, Alan Chuculate, Jennifer Beach, Tiki Mashy, Dan Johnson, Dick Heckman. EX-OFFICIO DIRECTORS: Art Greenfield (NAA). The United States Hang Gliding Association Inc. is an air sports organization affiliated with the National Aeronautic Association (NAA) which is the official representative of the Fédération Aeronautique Internationale (FAI), of the world governing body for sport aviation. The NAA, which represents the United States at FAI meetings, has delegated to the USHGA supervision of FAI-related hang gliding and paragliding activities such as record attempts and competition sanctions. HANG GLIDING & PARAGLIDING magazine is published for foot-launched air-sports enthusiasts to create further interest in the sports of hang gliding and paragliding and to provide an educational forum to advance hang gliding and paragliding methods and safety. Contributions are welcome. HANG GLIDING & PARAGLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLIDING & PARAGLIDING editorial offices email: editor@ushga.org. ALL ADVERTISING AND ADVERTISING INQUIRIES MUST BE SENT TO USHGA HEADQUARTERS IN COLORADO SPRINGS. The USHGA is a member-controlled sport organization dedicated to the exploration and promotion of all facets of unpowered ultralight flight, and to the education, training and safety of its membership. Membership is open to anyone interested in this realm of flight. Dues for Rogallo membership are $59.00 per year (of which $15 goes to the publication of Hang Gliding & Paragliding magazine), ($70 non-U.S.); subscription rates only are $42.00 ($53 non-U.S.). Changes of address should be sent six weeks in advance, including name, USHGA number, previous and new address, and a mailing label from a recent issue. You may also email your request with your member number to: ushga@ushga.org. HANG GLIDING & 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: January, 2005

2005

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

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 michelle@ushga.org.

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.

The Dragonﬂy, truly the ﬂagship of the Coupe Icare, soars over St. Hilaire, France Photo©Dick Jackson

DEPARTMENTS Editor’s Corner ..................................... 6 Pilot Brieﬁngs: News and Events ............ 7 Air Mail: Readers Write In ...................... 12 USHGA: Interview with Randy Leggett .. 15 Master’s Tips: Lord of the Lies..................19 DVD Review: Parahawking .................. 29 Poetry: Readers compose .................... 49

IN MEMORIAM: “UNCLE BILL” BENNETT, ONE OF HANG GLIDING’S FOUNDING FATHERS Josh Criss paints a vivid portrait of this colorful pioneer of hang gliding. By Josh Criss ...................................................................................... 22

THE WILLS WING SPORT 2: STEP THREE IN THE FIVE-FOLD PATH Staff writer Davis Straub ﬁnds out where the Sport 2 ﬁts in the Wills Wing schema of matching glider characteristics to pilot skills and experience. By Davis Straub ................................................................................ 26

HG Accident Reports: U.S. .................. 50 Calendar ............................................. 54 Site Guide: Buffalo Ridge, Virginia........ 56

A FRIENDLY XC GUIDE IN NEPAL A ﬂying companion in Nepal guides the author on an XC adventure.

Comp Corner ...................................... 59 Gallery ................................................ 63

By Jugdeep Aggarwal .......................................................................... 30

New Ratings ....................................... 67

FLYIN’ & BIKIN’ AT LAKE CHELAN

HG Accident Reports: Europe............. 68

Last April’s “Faces of the Future” pilot Kelly Lawson reports on the 2004 Chelan Fly & Bike Festival, where she placed ﬁrst (and only!) in the female hang glider division.

Marketplace........................................ 72 Classiﬁeds ........................................... 73

By Kelly Lawson................................................................................. 34 Index to Advertisers ........................... 77 Product Lines: By Dan Johnson ............. 78 4

January, 2005: Hang Gliding & Paragliding

HAVE WING, WILL TRAVEL: DIARY OF A HIRED GUN, PART 1 Hang glider aerobatic pilot John Heiney spent last summer on the road preaching the gospel of freestyle ﬂying to willing acolytes. This is the ﬁrst installment of his three-part travelogue. By John Heiney .................................................................................. 36

MAKING FRIENDS WITH THE MEDIA Region 9’s director offers suggestions for improving our public image.

By Dr. Felipe Amunategui ................................................................... 39

WE’RE NOT ALONE At many of our sites we share airspace with aircraft that are much larger and faster than our hang gliders and paragliders. It’s up to us to understand and follow the rules that keep everyone safe in the skies.

By Jeff Goin ....................................................................................... 42

GALLERY: Dick Jackson’s photos from the Coup Icare page 63

Hang Gliding & Paragliding: January, 2005

EDITOR’S

CORNER

Editor’s Notes Happy New Year! Back when I was teaching middle school, by December I’d be hating driving in to school every day long before there was any hint of daylight. But by the time I returned to work after the holidays, I’d C. J. Sturtevant see the sky losing that nighttime blackness as I drove. Those early-morning promises of longer days ahead provided tangible – and very welcome – evidence that winter doesn’t last forever. But meanwhile, for many of us, short days and stormy weather provide a lot of time for indoor activities. If your paraglider’s been bagged for so long that you’ve forgotten what color the wing is, consider pulling out your gear and repacking your flight bag for comfort and compactness, as per one of Chris Santacroce’s suggestions in this month’s Masters Tips. Or grab a hot drink and the sectional for your local flying area and keep both near at hand as you read Jeff Goin’s article on understanding airspace. His clear explanations of airspace restrictions and sectional markings can help all of us stay safe and legal in the ever-morecrowded skies. Mark Forbes suggests a more frivolous groundbound activity: composing fly-ku. Check out the fly-ku caption on one of the gallery photos, and find further inspiration and full instructions for participation on page 49. By now you’ve probably watched your favorite flying videos and DVDs till you know them by heart. Staff writer Thayer Hughes reviews a relative newcomer and finds both content and photography in the Parahawking DVD to be totally captivating. The documentary is set in the spectacular scenery of Nepal, and although the humans are flying paragliders, any foot-launch pilot will relate to this story. Many of us have favorite memories of sharing a thermal with raptors, and Parahawking leads the imagination one step further. In this month’s “light reading” selections, Jugdeep Aggarwal’s personal report of flying his paragliding in Nepal relates an experience that surely must be connected to the Parahawking story. Also in this issue, young Kelly Lawson provides a Falcon pilot’s perspective on a biwingual fly-in, and old-timer John Heiney reports on giving hang gliding looper lessons in Norway. Matty Senior’s description of his creative retrieve after his island outlanding will probably make you laugh, and perhaps will inspire you to look at your “stuff” with a more innovative mindset next time you’re in a tight spot. Even though it’s only January, you’re probably already thinking ahead to the return of thermals. Is competition in your summer plans? Be sure to check the Calendar of Events and the Comp Corner for the latest information on the scheduled events. Also in the Comp Corner, U.S. paragliding world team members continue their series of articles for aspiring competitors. 6

This month biwingual pilot Kari Castle offers sage advice – appropriate for both hang and parapilots – on working lift on a defined course line, and provides guidance for deciding when to hang in lift and when to move on. Bob Rinker, a paragliding competitor who considers himself low-key rather than hardcore, offers a lighthearted look at last summer’s Red Bull Divide and Conquer event. Aaron Swepston provides detailed information on the Speed Gliding Nationals in Chelan, and extends an invitation to experienced hang glider pilots to enter under “sport class” rules (and reduced entry fee) designed to encourage first-time participation in this racing event. Not into competing but still in the market for a highperformance hang glider with comfortable handling and cross-country potential? Staff writer Davis Straub suggests you consider the new Wills Wing Sport 2. Davis also reports in this issue on yet another hang gliding flight park, this one in Virginia, with lots of recreational amenities and historical points of interest right nearby. As of last fall’s BOD meeting, USHGA has a new president. Davis’s interview with Randy Leggett paints a clear portrait of Randy’s background and his vision for the future of both USHGA and USHGF. Dr. Felipe Amunategui, Region 9’s other director (Randy is also from Region 9) offers guidance for establishing positive contacts with local media personnel before our flying activities pick up again in the spring This month’s magazine contains two accident report columns. Our regular monthly reports typically cover only accidents that occurred in the U.S.; however, Dennis Pagen witnessed two frightening hang gliding accidents in Europe that he felt were highly relevant to our pilot community, and he asked me to publish his observations and analysis. Joe Gregor continues his coverage of the investigations of last year’s serious hang gliding accidents in the U.S. Many of you have commented that you turn first to the accident report column each month, so I know I speak for many in extending a heartfelt thanks to all who have been involved in the attempts to make sense of these tragedies. Sadly, the hang gliding community lost one of our pioneers last fall, when Bill Bennett died in an ultralight accident. Josh Criss had recently interviewed “Uncle Bill,” and he used these recent conversations and Bill’s collection of vintage hang gliding photos to compose a wonderful memorial to this icon of hang gliding. As always, I appreciate hearing from you. Send fly-ku, photos, articles and letters to me at editor@ushga.org. And please, make safe flying one of your New Year’s resolutions.

C. J. Sturtevant, Editor January, 2005: Hang Gliding & Paragliding

PILOT

USHGA Tandem Exemption Renewed for Two More Years USHGA Executive Director Jayne DePanﬁlis reports that USHGA’s Tandem Exemption Number 4721I was renewed on October 25, 2004. The new expiration date for the tandem exemption is October 31, 2006, unless it is rescinded before then. The conditions under which the exemption was originally granted remain unchanged today.

Jayne expects FAA to adopt this standard sometime during the next year. USHGA will operate under the terms of this standard for another two to three years, during which time changes and revisions may be made to the standard if necessary. FAA indicated they plan to open Part 103 and add tandem operations to the rule at the end of this ﬁrst trial period. The preamble to the new Sport Pilot rule makes reference to tandem operations, making special note that FAA considers tandem operations to be one of the last pieces to be managed by FAA during the next couple of years. Jayne points out that the tandem exemption may be rescinded before the October 2006 expiration date, but this should only happen in response to FAA having adopted the new tandem standard.

Hang Gliding & Paragliding: January, 2005

entire range. Anatoly describes the Salsa’s handling as having the “original APCO feel,” with more precise turn coordination and brake response that is “immediate and direct.” Additional desirable features include split A’s, a bright and highly distinguishable color design, and availability in four sizes (XS-L) covering a weight range up to 130kg. For more information on APCO wings and products, visit www.apcoaviation.com.

Two U.S. Hang Glider Pilots Compete in Red Bull Giants of Rio

APCO Announces Release of the Salsa, DHV1-2 Wing

Meanwhile, a tandem standard is being developed now under the auspices of the ASTM F37 Light Sport Aircraft committee. Work on this standard began in January of 2003 at the ASTM meeting at Fantasy of Flight museum in Florida. Bill Bryden chairs the Tandem Standard subcommittee. USHGA leads the standard-making process for tandem operations. Mike Meier and other long-time supporters of USHGA have been involved in this process from the start. Bill Bryden, Mike Meier, Dan Johnson and Jayne attended an ASTM meeting for the development of the consensus standards for Light Sport Aircraft, held in conjunction with the ﬁrst Light Sport Aircraft demonstration sponsored by Lockwood Aviation, late last October. The tandem standard will apply to tandem hang gliding, paragliding and powered paragliding operations. Jeff Goin, executive director of the USPPA, has also attended most meetings since USPPA requested an exemption to conduct tandem operations in 2003.

BRIEFINGS

According to APCO’s Anatoly Cohn, the new intermediate wing, Salsa, is the result of almost two years of intensive R&D. After several prototypes, the glider that emerged is lighter in weight than most of its competitors, although it is constructed of the same sturdy Gelvenor cloth as other APCO gliders. The Salsa is equipped with HIT valves, and has a wide speed range on accelerator and a safe glide across the

The world’s best professional and amateur adventure relay teams recently competed in a one-day team relay race through the toughest elements that Rio de Janeiro, Brazil, has to offer. On December 5th, 50 professional and 50 amateur 4-person teams met to test their skills in beach break swimming, mountain biking, speed hang gliding, and sand running, with a total prize purse of $50,000. The U.S. team members for the speed hang gliding event were Curt Warren, professional, and Dustin Martin, amateur. The “professional” team members were handpicked from the top U.S. athletes in each sport, whereas the “amateurs” were chosen through qualiﬁers in each sport. Dustin’s winning the 2004 U.S. National Hang Gliding Champion title qualiﬁed him as the hang gliding member for the U.S. amateur team. The Red Bull Giants of Rio began with a 1.8-mile beach break swim off Copacabana beach, followed by a 28-mile cross-country mountain bike course, up and downhill as well as single track, through old-town Rio 7

P DI LEOPT A BRR TI EMF IENNG T S

and the jungles of Tijuca National Park. Next came the speed hang gliding from Pedro Gavea around the statue of Christ, Cristo Redentor, with the ﬁnish gate on Ipanema beach. The ﬁnal leg of the relay race was an 8-mile run over asphalt, concrete and sand to end back on Copacabana beach. Dustin and Curt have promised an article on the event for a future issue of this magazine, and you can count on Red Bull’s photographers to provide high-quality photo documentation of all the action.

Competitor entry fees: Limited to 100 pilots $275 received and conﬁrmed by April 20 $295 received and conﬁrmed by May 20 $295 plus $10 late fee after May 20 Requirements: Paragliders only, current USHGA card, P-3, GPS, and good attitude! Non-competitor entry fees: Limited to 20 pilots $150, includes workshops, lunches, Tshirt, retrieval driver fees, awards party. Contact: Mike and Gail Haley

The Paraglider Rat Race Extended to Five Days!

1785 Britton St. West Linn, OR 97068 (503) 657-8911, gail@mphsports.com

A 60-minute film, Pura Vida Flying chronicles the fun flying expedition by three top hang glider and paraglider pilots. Bo Hagewood, Kari Castle and Chris Muller create a wonderful synergy as they explore the country—hang gliding, paragliding, surfing, kitesurfing, and more. There’s a lot of “unconventional” footage in the film with tremendous music, something that G.W.’s films have come to be known for. Pre-screenings of the film have produced such comments as, “This is the best free flying film ever made,” and “This film could save our sports.” With equal mix of hang gliding and paragliding, the film appeals to both disciplines. In the words of USHGA instructor Andy Torrington, “I have to buy one of these for all my family and friends—it shows exactly WHY I do what I do.” Available on DVD at www.justfly.com and from Just Fly dealers.

New Free Flight Film (Pura Vida Flying) Now Available NEW FLYTEC 5020 Photo: Gail Haley

At the request of many pilots and organizers, the third annual Rat Race will be extended to a ﬁve-day race to goal competition beginning Tuesday, May 31, and ending Saturday, June 4. This paragliding comp focuses on pilots new to competitions, and the mentoring program that was established last year will be continued in memory of Dixon White (Rat Race meet director in 2003). Registration will open on February 15; early registration is highly encouraged since this event ﬁlled last year. Registration fee includes a Monday night GPS training session and workshop, hosted by Mike Haley and the experienced comp pilots, on the strategies of a successful competition pilot. Also included with registration: the mentoring program, a registration night buffet, BLM land use fees, club donations, T-shirt, retrieval driver fees, sack lunches each day of competition, salads and beverages for the Saturday night awards dinner/party held at meet headquarters. 8

A free-flying feast for the eyes has just been released on DVD. Pura Vida Flying is the latest offering from film director G.W. Meadows. Pura vida—which means “pure life” in Spanish—is a commonly used term in Costa Rica where the DVD was filmed. G.W. and his crew set up their cameras on the Pacific Coast of this Central American country and caught some of the best footage ever in hang gliding and paragliding.

Flytec USA is pleased to announce the Flytec 5020, a brand new, extremely userfriendly, compact, GPS-integrated ﬂight instrument. It has many of the functions of our high-end 5030GPS instrument including an integral 16-channel GPS and a high-resolution display. While the 5020 is a highly advanced vario and ﬂight computer, it is also very easy to use. The display and all of the functions are customizable by the user through an easyJanuary, 2005: Hang Gliding & Paragliding

PILOT

to-use on-screen menu system. Some of the noteworthy features are: • High-precision pressure sensor for a very sensitive variometer • Large, high contrast, graphic LCD (160 x 240) • Ergonomic two-color tactile keypad • Extensive control over audio functions • Up to 200 waypoints can be defined • Up to 20 routes with 30 waypoints each • Automatic notification on enter/ exit of FAI cylinder • Indication of direction and distance to last lift • Up to 120 hours of FAI/IGC data logging memory • Track log records longitude, latitude, altitude • Simulation mode for all features and functions • Powered by 2 separated battery banks (2 AA alkaline or rechargeable batteries each bank) providing 2 x 20 hours of use. Automatic battery switchover always allows a complete use of the battery capacity—eliminates half-empty batteries! • Current voltage and remaining runtime display • Continuous display of battery status (banks 1 & 2) • Compact/aerodynamic housing (6.5” x 2.8” x 1.4”) • Eighteen user-selectable fields: • Wind speed • Wind direction • Time of day • Flight time

BRIEFINGS

vicinity • Ambient temperature (°F or °C) • Relative altimeter (A2) • Cumulative altitude (A3) • Barometric pressure (HPa/in Hg) • Glide ratio through air • Glide ratio over ground • Glide ratio to waypoint The firmware in the 5020 can be upgraded by the user using a PC and can be downloaded from the Flytec USA Web site. There are numerous improvements in development that should be available by the time you read this announcement. The 5020 comes complete with 2 AA batteries, owner’s manual, custom PC interface cable, protective carry bag, one-year warranty and unparalleled Flytec USA tech support. For more information contact Flytec USA at 1-800-662-2449 or (352) 429-8600, FAX (352) 429-8611, www.flytec.com, email: info@flytec.com.

Thinking “Inside the Box” Saves Paraglider Pilot from an Icy Retrieve By Matty Senior Photos: Jim Magnuson We’d been skunked three times at Rampart (in the Washington Cascades), but we finally got lucky. After boating around in the smoothest air for almost an hour with several local pilots, I noticed the ripples on the lake becoming more defined. Having had the most amazing flight already, I used the ripples as my cue to land before the valley winds increased.

• Ground speed • Wind component • Altitude over destination • Distance to destination • Bearing • Track • Direction to best climb in Hang Gliding & Paragliding: January, 2005

Earlier in my ﬂight I had spotted a relatively large lake about a quarter-mile back up the Gold Creek valley, an inviting place to play around a little on the way back towards the LZ. After having some fun and descending around 1000 feet, I could see that the water on this lake was almost sheet glass, and 9

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there was a large grassy picnic area located on the southwestern corner of the lake. I radioed to Jim Magnuson my intention to land by this lake instead of the regular LZ, and he decided to join me. We spiraled together towards the lake; I was probably about 200 feet below Jim when I exited my spiral to check the valley winds and set up my ﬁnal approach.

Right at this point I hit a bunch of bumpy air and opted to do one more ﬂat spiral to load the wing and make my ﬁnal over the lake. When I exited this last turn, I was in some weird, bumpy air 200 feet from the edge of the lake and going down at 700 fpm. With only 20 feet left before splashing into the water I caught sight of a thin strip of land off an island in the middle of the lake. I had nothing to lose at this point so I crabbed to my left, pumped the brakes a couple of times and somehow managed to land on this tiny strip of land in the middle of the lake. I was so stoked that I wasn’t tangled in my lines in 50 feet of water—the reality of my situation still hadn’t dawned on me. I watched Jim come in to land, and hit the same funky air I did. He also sank like a rock and missed the shore by about 10 feet, splashing down in waist-deep water. After exchanging a quick thumbs up with Jim, and acknowledging a very valid albeit late radioed warning about landing by that lake, my situation became very apparent: I (with my 40 pounds of gear) was stuck on an island!

no effect on the temperature of the lake. Still, it was a beautiful sunny Sunday afternoon, the lake was fairly busy with people, and I figured someone would have a canoe or kayak I could borrow to retrieve my gear. No such luck. I trudged up the valley a bit and talked to some homeowners, but again nothing. Having approached enough strangers in my underwear for one day, I jogged back to my car for some clothing. The Yakima box on top caught my attention: If I could get the top off that box and flip it upside down, maybe I’d be able to drag my gear back in it. Cool! Plan A takes it—all I needed was some string or rope so I could tow that box behind me and I’d be set. I flipped the Yakima shell over and plopped it in the lake, discovering to my delight that it drew very little water and would support a lot of weight. In fact, I was able to sit in it like a canoe and paddle out to the island to retrieve my gear. You can probably imagine how relieved I was not to have to swim in that icy water again! A bit later, warm and dry and reflecting with Jim on our epic adventure over a beer in the car park, I realized I’d left my sunglasses on the island. Without my little makeshift boat, I’d have abandoned those glasses without question, but I made one last trip out there, still warm and dry, and retrieved my glasses. Thanks, Yakima, for such a versatile cartop carrier that turned my potential ordeal into an adventure!

I chose to make a sprint for it and swim to shore, leaving my gear behind on the island. I stripped down to my underwear and dove in, only to ﬁnd the warm summer air had Hang Gliding & Paragliding: January, 2005

A I R

M A I L

Powered Pilots Beyond USHGA’s Ability to Control? Email, 11/6 For about 30 years now, the FAA and USHGA have had a working relationship that has basically satisfied both parties. The FAA issues the unpowered ultralight aircraft regulations designed to protect the general public or other aviation from us. The USHGA ensures compliance with those regulations sufficiently such that few incidents occur. The benefit of this 30-year deal is that USHGA (all of us) are not under the thumb of some federal bureaucrat. The cost is that we must somehow regulate pilot behavior such that a minimum of incidents occurs. We accomplish this task using peer pressure and the threat of loss of ratings and/or site access. Without such threats, we are like the referee in a WWF wrestling match with no means of enforcing anything. If we assume the responsibility for regulating powered ultralight pilots, the FAA will expect us to enforce regulations on those powered pilots also. But powered pilots have no use whatsoever for ratings or site access. They take off and fly and land wherever they want outside the watchful eye of the senior pilots who have a vested interest in keeping sites open and FAA off our backs. This leaves us in the position of the aforementioned referee, having the responsibility for the actions of the powered pilots without any means of enforcement. Down that road lies disaster. When the FAA concludes that self-regulation is no longer working, they will resort to other means. Mr. Hines (Airmail, Nov. ‘04) is likely correct that “the general public makes precious little distinction” between powered and unpowered wings; indeed if the last presidential election is any measure I would not be surprised if the majority in this country believes that Joan of Ark was married to Noah. But you can bet your whole paycheck that the FAA certainly makes such a distinction. Colin Perry USHGA #29639 12

Hang and Paragliding Just Different Manifestations of the Same Thrill-Seeking Mindset Email to Jayne DePanfilis, 10/31 Never have I heard the subtle but ageold rivalry between hang glider and paraglider pilots articulated with such grace, wisdom and clarity as in your recent column (October 2004). It should serve to not only bring those two groups’ mindsets closer together, but also foster some positive adjustment for all of us in our philosophies and attitudes toward all of the free-flight venues, including those yet to be discovered. Our commonality as aerial thrill seekers (finders!) and escape artists truly does outreach our semantic differences, and we should be reveling in it. On the note of geography’s often having a practical influence upon one’s choice in aerial cavorting, I joined the ranks of Thrill Seekers as a teenager while living in flatsville, Florida. Four years later, when I found myself living in South Carolina, and later Hawaii, with some semblance of “mountains” at hand, both hang gliding and sailplanes seemed like “logical” contenders for my aerial cavorting affections. Then, 13 years later, long since inactive and resigned to my residence in a non-mountainous region, I would owe my return from mothballs to the discovery of paragliding—a nifty form of free flight which, unlike its admittedly purer hang gliding brother, affords an airline pilot (or any regular traveler) the option of conveniently tossing his admittedly inefficient “lazy man’s” wing in with his luggage to grab—even during an appallingly short layover—some recreational air time otherwise out of reach. Despite being principally a paraglider pilot now, I think “paragliding” is a corny name anyhow. Why not consider a paraglider to be a soft, collapsible version of a hang glider and be done with all this schizophrenic nomenclature

nonsense? Why not put all foot-launch/ free-ﬂight horseplay under the esteemed, historic pioneering name of “hang gliding,” and break it down (for those nonlaymen who care) into “Fixed Wing” and “Flex Wing” divisions? We’d continue to have one magazine, one organization, and, the minority of malcontents who would exacerbate and exaggerate the disparities and discord between us would be overwhelmed by our solidarity. P.S. Can anyone recommend a good kite surﬁng instructor? Jamie Verner, USHGA #38822

Another Safety Suggestion for Drogue Users Email, 10/23 I just read Dennis Pagen’s article on drogue chutes in the September issue. Dennis says that he himself pulls out the drogue and holds the apex “in a finger of one hand while setting up the landing.” This looks a lot like what I do, except that I store the drogue in such a way that I pull it out by a loop that is attached to the apex. I hook this loop on my thumb, pull the drogue out completely, and go on flying my approach. Like Dennis, I can wait to final to either drop it or hold it (in case I’m low). The most dreaded danger Dennis points out, i.e. dropping the drogue in front of the speedbar, is next to impossible; from my thumb, it streams backwards and I could not drop it in front of the bar even if I extended my arm in front of me. I think this method would be worth mentioning... Bart Doets, USHGA #81824

January, 2005: Hang Gliding & Paragliding

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Pilots Request Return of Instructors and Cities to the New Ratings List Email, 10/26 I look forward to my monthly USHGA rag and especially this month as I was hoping to see my name in print in the ratings listings for a new rating I got back in late September (wasn’t in there...oh, well). I was really disappointed to see that the magazine has eliminated the instructor name and location of the newly rated pilot. I know there was some talk of this in months past for some political-type reasons or something, but this new printout just blows and is really almost useless information at this point.

her name associated with my rating. Yeah, that’s pretty political I know, but in a sport this small having a really great instructor is a badge of pride I want to wear and share. I’ve actually been to sites where I’ve been encouraged to ﬂy by the local pilots solely based on the reputations of my instructors, knowing that I will not likely blow a launch or do anything too stupid if I’m “an Airplay/ Aerial pilot.” That blew me away, but made me realize how important good instructors can be.

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Secondly, and much more importantly to me, is that as a Region 5 pilot I scan the ratings section each month for new pilots in my area. There are so incredibly few pilots local to me (one) that I’ve had to sit out on many epic-looking days because I don’t want to ﬂy alone for safety reasons. The city listed with the newly rated pilots allowed me to keep running tabs on new people to my area (which there hasn’t been in four years. Maybe I should move...). Anyway, I hope you seriously reconsider for next month and put the cities and instructors back in—or at least the cities—nothing para-political about a city. Thanks for your time. Parker Beeson, USHGA #77807

For one thing I’m uber-happy with my rating instructor (Denise Reed) and want

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USHGA Web site, 10/26 Hi there! I received my magazine yesterday, and while perusing the pages, I saw that the new ratings page didn’t list where the pilots are located this time. I always look forward to this section to see if there is anyone new in my area since I know when my rating came out initially, local pilots called to welcome me to the ﬂying community. I’d like the opportunity to pass that tradition along in the future. Thanks. Linda Whittig, USHGA #82217

Linda and Parker were not the only ones to lament the condensation of information in the New Ratings section. You will deﬁnitely see the instructors and cities back on the list in the future. Tim and I were reluctant to eliminate that information, but there were so many ratings to be printed in November that we decided to compress the listing just that one time, so we wouldn’t have to cut out any content. Either route had serious drawbacks, but please be reassured that the December list will contain all the information that you are accustomed to seeing associated with new ratings. In the future, if there is another extra-long list of new ratings (and that’s a good thing for our sports!) we’ll keep the rating information intact and look elsewhere for space for other content. –

A Question of Semantics, and an Answer Email, 11/16 There has been quite a lot of discussion about what the intent of the USHGA founding fathers was when they drafted the words, “fuel-less ﬂight systems and aircraft capable of being launched by human power alone.” There has been recent speculation that the two terms, “fuel-less ﬂight systems” and” aircraft capable of being launched by human power alone” 14

refer to two separate forms of craft, that one term could apply to one sort of craft, while the other term could apply to another type of craft.

need to try to decipher what the Articles of Incorporation REALLY meant, or to get creative with our interpretations of how broadly we can stretch those limits.

The goal with this new interpretation is to try to make certain craft not currently represented by USHGA ﬁt under our umbrella, without the need to change any of our Articles to accomplish that.

We know that the Articles of Incorporation intended for our “primary purposes” to represent craft which were fuelless, foot-launchable craft, not fuel-less “and/or” foot-launchable. We know that our organization’s primary focus was to be motorless soaring and gliding, and if we are to maintain that as our “primary” focus, then there is no need to modify or change the primary purpose clause of the Articles of Incorporation.

In other words, one might argue that a hang glider or paraglider fits the criterion for being fuel-less, while a PPG or microlight (very small powered ultralight) could easily fit under the other criterion of being capable of being launched by human power alone. By creating a division between these two descriptions, we can easily see how it would open up the scope of our organization’s focus, thus allowing us to recognize and embrace other forms of sport flying. Some have maintained that the two characteristics were intended to apply to the same craft, that they not be separated and used discreetly for different types of craft, one characteristic for one craft and the other for another type of craft, but that the definitions written were inclusive, one and the same, applying to all the craft we fly.

Here is the excerpt from Lloyd Licher’s notes that makes this intent clear: “…we were just trying to cover a variety of possibilities, and perhaps some we couldn’t imagine then, such as paragliding. That would be a flight system capable of being launched by human power alone, but might not be considered an aircraft in the sense of fixed wing, or semi-fixed/flexible, such as the typical hang glider. Yes, we had in mind that the flight systems and the aircraft were both fuel-less and were both capable of being launched by human power alone.” Aaron Swepston, USHGA #25633

Rather than debate what the founding fathers’ intent was back then, Lloyd Licher, one of the founding fathers, was asked this question. His answer is clear, that the wording was intended to allow for some degree of evolution of craft, but that the organization was created to represent craft that were both fuel-less AND capable of being launched by human power alone. They did not intend for some craft to have no fuel-less restriction as long as they ﬁt the foot-launchable criteria. We now KNOW what the original intent was for the wording in question, and what the intended requirements were for craft that were to be acceptable for representation by USHGA. There is no January, 2005: Hang Gliding & Paragliding

U S H G A

The Presidential Interview: Staff writer Davis Straub interviews Randy Leggett, the new USHGA president.

hether you live in a red state, a blue state or a state of oblivion, you’ll probably find something in Davis’s probing questions and Randy’s thoughtful answers that address an interest or concern of yours as a foot-launch pilot. DS: You expressed reluctance to run for the office of USHGA president after serving on the executive committee as treasurer of the USHGA. Why did you choose to run? RL: My concerns about serving as president were primarily personal. My family and business responsibilities combined to give me serious doubt as to my ability to provide the time necessary to be president. My mentors on the BOD made a compelling argument that continuity was essential to maintain the course that USHGA has been on for the last four years, and so I accepted the nomination. DS: You have been described as anti-growth. Is this a fair statement about your position? RL: The “anti-growth” position is a classic whisper down the valley. I have made the argument (clearly stating beforehand that this was not my opinion but one belonging to members of my home chapter) that some USHGA members do not want growth because of site overcrowding and “new” pilots’ failure to follow site protocol. They sent me, as their director, to tell the board that USHGA should serve the members through our current programs and site initiatives, not through marketing for new members. It was important to me to voice the members’ opinion regardless of whether or not I agreed with it. There is a segment of members who feel pro-growth programs benefit the business side of HG/PG and not necessarily the pilots. Unfortunately those members don’t fully understand that without strong manufacturers, dealers and flight parks, and a growing (or at least stable) membership, the sport is trending downward. DS: The minutes of the August 30th EC meeting state, “Randy Leggett has contacted Dennis Wright of the SSA, who has shown an interest in combining overhead efforts...” Are you interested in “combining overhead efforts” with the SSA? How do you see the SSA and the USHGA working together over the next two years, or five to ten years? RL: In 1999 when I first joined the BOD, Larry Sanderson and Phil Bachman were engaged in an initiative to have the SSA and the USHGA work together to find common ground on which a relationship could stand. Finding ways to reduce overheads Hang Gliding & Paragliding: January, 2005

Randy launching his Falcon 195 at Pyramid Point, Sleeping Bear State Park, Michigan Photo: Michael Kairys

and fight common battles were the primary goals. Changes in leadership on both sides, combined with some internal (USHGA) operational situations, led to the project being shelved. USHGA and the SSA have little in common on an operational basis because the FAA provides the pilot proficiency program and the SSA does not have an insurance program. However, as paragliders reach performance levels previously only attainable in a hang glider and hang gliders reach for performance levels once only attainable in a low-performance sailplane, and airspace restrictions loom on the overseas horizon for all, it has become increasingly apparent that we have so much in common that working together would provide benefit for all. I foresee the next two years bringing the two groups together on a discussion basis, finding that common ground and leading to an ongoing relationship. How we make that work is very much up in the air (pun intended). DS: The USHGA has given $116,000 to the USHGF in 2004. As I recall, both you and Bill Bolosky say that this is the culmination of the financial plan adopted by the USHGA and the EC. Could you give us the details of the USHGA financial plan? RL: The financial plan adopted by the BOD in the fall of 2000 was a simple and straightforward arrangement. The plan is made up of three assumptions or steps. First, we were to budget all of our fi xed and semi-fi xed expenses to be approximately $100,000 less than revenue. Second, we accumulate cash until we have enough in the bank to cover all our current payables, three months’ operating expenses and all of our prepaid liabilities (the money we have collected from members but have 15

U DS EH PGA AR T M E N T

Randy’s home site of Kirk Ridge, Pennsylvania

federal legislation along the way. This legislation added hang gliding and paragliding as a permittable use for the entire Appalachian Trail corridor. Jack Eckert, Gus Johnson, Bill Waters and Mark Frasca did the bulk of the work. During that endeavor I learned a lot about federal land management, site preservation and the USHGA. From those experiences came a vision of how chapters and members could have a source of information and assistance that would apply to real-world ﬂying problems. For siteimprovement activities, legal assistance, instructional programs, research and competition, the need existed, and we just didn’t have any potential solutions. The new executive director, with limited resources, began to address those needs via chapter and site management assistance. The primary focus has been on the critical issues of insurance and communication.

Photo: Allison Peters

yet to provide the services). That reserve adds up to three or four times the maximum amount of cash the USHGA has ever had in savings before. The third step is where it gets exciting. Step three, once the reserve target is reached (we got there this spring), the accumulating surplus would be our hedge against unforeseen expenses. The potential for increases in insurance premiums, paper costs or legal defense are real. We would also fund BOD-driven one-time cost initiatives like a membership drive, membership votes, equipment replacement or upgrades. The unspent portion of the surplus would then be donated to the United States Hang Gliding Foundation. DS: This transfer to the foundation represents $11 per member per year. Do you feel that this is a level that the USHGA membership should be funding the foundation into the future?

In a perfect world, my year in office would bring nothing but safe launches and landings, a happy ending for all on the “vote,” a successful relocation and staffing of the office, and continued donations to the foundation. And maybe a 100-miler for me.

RL: Allow me to digress and give you a little history. In the early 1990s my home site, Kirk Ridge, Pennsylvania, was closed by the National Park Service. I called the USHGA ofﬁce and asked Bachman for help. His response startled me. He informed me that he was only authorized to talk with directors, not members. He also let me know that USHGA had no money or capacity to help sites at risk. When I asked how I could donate money to site preservation through the USHGF, he informed me that the foundation didn’t really exist. The foundation was later found literally in a shoebox in his lower desk drawer. The USHGF had no trustees and was nothing more than a slush fund with little or no slush in it. The Water Gap Hang Gliding Club fought for years, essentially alone, to reopen Kirk Ridge, forcing the passage of signiﬁcant 16

With the foundation’s involvement, sites have received funds or a pledge of financial assistance totaling thousands of dollars, and our world teams have received financial assistance for entry fees; 2004 brought the inauguration of USHGF assistance to educational programs. So is $11 too much? Considering it is $11 when most members have been paying dues for 10 to 20 years and it has never been done before, maybe it isn’t enough. How many closed sites can you think of? How many times has a U.S. world team had to beg or borrow to represent us in international competition? When was the last time an instructor certification program was run in your region?

Now we are able to provide financial assistance to these activities without the begging. The foundation trustees are acutely sensitive to the distribution of these funds. You will see only targeted funds granted for the vast majority of competition funding. This year only a few hundred dollars were taken out of the general fund to complete the competition grants. The people who support competition are able to donate to the foundation for the expressed purpose of competition. Members who support site preservation can donate to support only site preservation as well. DS: The members of the USHGF Board and the USHGA EC had a large overlap at the last meeting. Is there any conflict when the USHGF board members who are also on the EC vote to send funds from the USHGA to the USHGF? RL: The overlap is diminishing. When the USHGF was first created, the two boards were indistinguishable. The directors of January, 2005: Hang Gliding & Paragliding

the USHGA were to elect the trustees of the foundation except for the president and VP who automatically served on the foundation board as a function of their USHGA elected positions. When Jim Maze, the foundation’s ﬁrst elected president, set about bringing the USHGF into good standing with the IRS, he researched the legal relationship between the two 501C3 charitable corporations, and found a number of interesting but disturbing things. First, we had been totally non-compliant for years. Second, in order for the foundation to stand alone and be a legally separate entity, the trustees would need to be elected by a separate process. My suggested approach, and the one the full BOD voted to implement, had the existing BOD elect the trustees one last time (in the spring of 2004), and then set them free as a self-perpetuating entity. So for now the two boards look very similar. However, with three-year terms (two terms max) the foundation board of trustees will change rather quickly.

through the USHGF

Last, I do not see a problem with the increased separation between these two entities, because the only place the USHGF spends money is on the requests of USHGA members. This is the ultimate memberdriven process. DS: In 2004 the USHGA supposedly spent $10,000 following the Sport Pilot initiative, mostly for sending Bill Bryden and Mike Meier to governmentorganized meetings. Will this level of expenditure continue, and what do you feel we will get for this expenditure in the future? RL: The Sport Pilot team of Bill Bryden, Mike Meier, and Jayne DePanfilis worked relentlessly to protect and enhance our position with the FAA. It appears to have been done for far less (in dollars, not time) than anyone could have expected. The FAA has considered all of our requests, supported all our initiatives and renewed our tandem exemption. We received more than we had hoped for. The future will surely bring airspace and regulatory challenges that require budgetary allocations. We have to be prepared. DS: The BOD has called for a very slight change in the Articles of Incorporation. Do you support these changes? What legal advice have you received regarding these proposed changes? Should the USHGA continue covering powered hang glider harnesses using the present named unit system? What about powered paragliders? RL: During the membership vote made last fall, as a member, I voted against the initiative. The addition of “power” anything is something that I really didn’t want to see. As a member of the executive committee, I understood the need to reconcile the activities of the organization with our Articles of Incorporation. The members voted. Action needs to follow. Unfortunately we are a volunteer organization with a substantial human factor, and we screwed up. Legal counsel has advised the EC that we need to revote, first to void the flawed first vote and second, to approve or reject the new wording. Hang Gliding & Paragliding: January, 2005

➢ Site Preservation ➢ Safety and Education ➢ Competition Excellence The United States Hang Gliding Foundation supports activities that help ensure that the free-ﬂying community has a future. Make a tax-deductible contribution today. The USHGA will match your contribution up to $500 each year when you join or renew your membership.

U DS E HP GA AR T M E N T

As of this writing a new proposal is being reviewed, but we continue to be in limbo. (This relates to question #1, about my reluctance to run for president.) I want this to be rectified in a positive way. What we learned so far from the first vote is that the members want to include foot-launched power-assist devices and towing. What we also have learned is that we should have found a way to do that without having to change the Articles of Incorporation. Yes, we should continue covering powered hang glider harnesses and powered paragliders, but I have never been in favor of the named unit system. It is potentially too biased to commercial interests. If you build your own system you are not covered. If you buy brand Y you are covered but not if you buy brand X. I don’t think that is fair. The final solution should include generic wording that will cover powered hang glider harnesses and powered paragliders. DS: Are you going to continue to make sure that the minutes of the monthly EC meetings go out in a regular and timely fashion to the BOD? RL: Bill Bolosky implemented an open-door, full-disclosure policy and I support it fully. (I didn’t at first when Bill said Davis was coming to the EC meetings...but now I think it’s turned out terrific.) DS: At the last USHGA BOD meeting it was obvious to a number of observers that there was significant conflict between the EC and the executive director. From your point of view, what is the source of the conflict? What can you and the EC do to reduce this conflict?

DS: The executive director has stated that the USHGA SOP and database office procedure system is broken and needs to be replaced. Did you think that she has a case? If so, how high a priority is this for you? RL: Jayne has my complete support in her effort to untangle the database and office procedure issues. I know her effort to hire the right person for the job is about to bear fruit and we should be well on our way by the spring BOD meeting. DS: What would you like to see accomplished during your year (at least) in office? That is, what issues that are currently on the table will be dealt with? RL: In a perfect world, my year in office would bring nothing but safe launches and landings, a happy ending for all on the “vote,” a successful relocation and staffing of the office, and continued donations to the foundation. And maybe a 100-miler for me. Serving on the USHGA BOD has been a wonderful experience. Watching the process and learning to be a contributing facet of a very dynamic organization is extremely rewarding. The directors take their responsibilities very seriously and have a terrific time along the way. The USHGA BOD not only represents our members and our sport, it reflects it as well. The cast of characters and the camaraderie are the very best part.

RL: The source of the conflict was obvious to all who attended the Boise BOD meeting, and understood the backdrop. Tensions were high as we broke new ground. USHGA has never built an outreach program like the USHGF before. I believe it is the most significant thing any of us have ever done with regard to free flight. It wasn’t easy, but good things rarely are. Jayne has been the most successful executive director in the history of the USHGA and she doesn’t let anything happen without her questions being answered. To reduce the conflict, the answer is clear, concise communications.

Staff writer Davis Straub, on assignment www.ozreport.com

DS: The executive director has stated that the USHGA is understaffed and that she is overworked. Do you believe this to be true, and if so how would you help solve this problem? RL: Clearly the talk of a move has made it very difﬁcult for Jayne to attract the help she needs and that, combined with Sport Pilot and a host of other activities, has led to an exhausting situation for Jayne. The solutions lie in settling the ofﬁce location issue and supporting Jayne’s hiring initiatives. 18

January, 2005: Hang Gliding & Paragliding

M A S T E R ’ S

Lord of the Lies

By Chris Santacroce

very so often, a couple of misconceptions surface that start to cause problems and lead to incidents and accidents. Likewise, some silly practices become widespread and give us a chance to pause and in some cases, laugh. Let’s start off with some fun ones and work toward the more serious ones.

Backpack packing A common complaint is that the wing protection bags that we put our paragliders in are too small. The truth is that they are supposed to be small so that your paraglider, harness and helmet will fit into your backpack. We all tend to put a tie strap of some kind around our gliders. Why not put the strap on the outside of the protection bag so that there is no friction on the paraglider fabric directly? For some reason, most people tend to put the glider in the harness, buckle it in and then put the whole package into the backpack. It barely fits. Ten years of traveling with big heavy bags full of paragliders has taught me that the glider goes in first and that the harness gets folded in half and placed on top of the glider. Try it, it works. I once fit four paragliders, two harnesses and two reserves in one normal backpack. Again, the backpack’s purpose is to make your kit small and compact for travel. If it’s gigantic, it defeats the purpose. For you visual learners, this technique is demonstrated here. Incidentally, here are two tricks to keep your zippers healthy. 1) Spray them with food-grade silicon lubricant. 2) When you close the zippers, don’t use the convenient tab that is attached to the slider. Rather, pretend that the little tab isn’t there and put one thumb or finger on the inside of the slider. Zippers fail to function because the slider bends when you pull upward on the tab. A gentle Hang Gliding & Paragliding: January, 2005

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squeeze on the slider with pliers will either break the slider or correct this condition. Keep speed up for stability. Somehow hang gliding logic has carried over to paragliding with pilots remarking that they “let off the brakes to maintain stability,” particularly on landing. There are two situations where we think this is appropriate. 1) We do need to “let off” the brakes to some extent every few moments in order to make our larger brake inputs most effective against preventing deflation. 2) Likewise, when we land in anything less than a 10-mph wind, we do need to “let the glider fly” fast so that we have some energy to use for the flare. BUT, when there is a bit of a breeze and we detect that we could experience a deflation, we have an obligation to go to a somewhat deep brake setting as insurance that we will not be clobbered by a big deflation. Now, we aren’t talking about being anywhere near stall. Stall, it turns out, is a very deep brake setting that usually requires taking a wrap and having the hands below the seat for at least a few moments. Why does this matter? It matters because over the last few years some pilots have crashed because they were “feeling the brakes” nicely when they remembered some “wisdom” that had been propagated over the years and they “let off the brakes.” They did this, theoretically, to maintain stability/energy in the glider. With the glider somewhat un-attended, they took deflations and crashed. Some people wonder how I can justify guiding tours to places where newer pilots end up landing in turbulence. They wonder how I can take clients towing in the desert in the summertime during the middle of the day. The answer is that an instructor is in the landing area coaching the pilots to the “perfect” brake setting which will virtually guarantee that the pilots won’t take deflations on final approach or during the flare. Likewise, we ensure that the pilots are in a PLF position with their eyes on the horizon, to ensure against a loss of heading control that can result from a poor (legs and arms out, looking at the dirt) posture. Again, only when the wind is exceedingly light do we need to let the glider fly fast to retain energy. In that case, we still have an important obligation to add significant brake when we encounter turbulence. B-stalling the glider will fix a riser twist. I had never heard of such a thing, until recently. If anybody has ever tried it, please let us know if/how it works. 19

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Stall it completely if you stall it by accident. A show of hands in any group of pilots will show that the prevalent thinking on accidental stalls is that pilots should, in response, stabilize the glider in a committed full stall before releasing. This line of thinking is based on faulty logic. The suggestion is that a pilot might make gross control inputs and thereby cause the most dramatic event possible in a paraglider, a stall. Then, that said pilot might “shift gears” and perform a full stall, the most technically and physically demanding maneuver, with mastery. Nonsense. This technique is reserved for those pilots who have done a dozen stalls successfully. Said pilots don’t stall by accident. The best that we can expect ourselves to do in such a situation is to go to some sort of neutral position and allow the glider to return to equilibrium. I suggest this: eyes on the horizon, legs crossed at the ankles, knees bent, elbows in and hands at breast level. We used to say “hands up.” It turns out that we are ca-

Awesome photo: Sam Crater

See our website for details on our February trip to Brazil (During Carnival).

3 0 3 - 8 17 - 0 8 0 3

If you have a big cravat, stall it. If you have done a dozen stalls in your life, if you are feeling like a gimmick or a trick might work, if you have a few thousand feet of altitude and you are ready to give up five hundred or so of it, then go for it. It is fairly widely known that you need to release the full stall into a “tail slide” before the tip will come out. But, if you are looking for a more reasonable solution, give a tug on the outermost wingtip line (stabile) and see if you can free the tip. Before you do so, however, get some heading control with weight shift, brake and maybe even a big ear on the opposite side from the cravat/tangle. Next time you are flying, study your wingtip and figure out which line is actually connected to the wing tip. I will give you some hints: It isn’t the outer A or the outer D, and it’s usually a different color. Once you have identified it, keep your brake in hand and reach up there and touch it. Better yet, give a little pull on it. Nothing will happen other than a little tiny turn. Get good at reaching up and grabbing that line. It could come in handy and it’s a lot better than practicing stalls. Use opposite brake to stop a spin. I won’t say that you won’t need some opposite brake to stop the glider from spinning. But, I will say that this has been necessary in less than 10% of the spins that I have ever done. Realistically, I have done a lot of spins on a lot of gliders over the last 11 years. More often, simply letting off the brake that caused the spin will do the trick. More importantly, current wisdom says that a nice tidy posture with eyes on the horizon and hands at breast level is the best response to the inadvertent spin. This recovery technique might even work if you managed to spin your glider by accident at low altitude. Yes, we used to say “hands up,” but when taken literally, this doesn’t work to deal with the surges that result from spin, stall and asymmetric recoveries.

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pable of being more descriptive and that doing so results in better outcomes. Hands at breast level will 1) allow the glider to restart, and 2) prevent an excessive surge. A good body position discourages both under-reacting and over-reacting. Spread the word—good posture and hands at breasts is the solution to most major malfunctions. From this position, a decent inventory of the situation can take place and any appropriate inputs can be readily affected.

There’s a difference between a spin and a flat spin. Sure, there are some different types of spins. They are called spin, helicopter, ass chopper, mc twist, misty flip and even flat spin. But, the one that happens inadvertently is just a spin and the recovery from all but a few of the spins is (you guessed it): nice posture, eyes on horizon and hands at breast level. If you want something to think about beyond that simple prescription for good recovery, think about carving a smooth turn into normal flight. Make this turn, in the direction that you are already turning, IF your turn isn’t already too dramatic. January, 2005: Hang Gliding & Paragliding

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Dust devils are evil. In closing, I am wrong sometimes. For exLet’s not forget that if you are standing ample, 1) I used to tell people that deep stall Next time you are flying, in a dust bowl (which we often are), just was really, really evil. I have seen a lot of study your wingtip and about any thermal will make a dust devil. people practice it over the last few years and figure out which line is Likewise, a passing truck will cause a little it doesn’t seem to be as bad as it was on older actually connected to the spinner of a dust devil. In the interests of technology/before we had seen it so much. wing tip. I will give you some attaining/maintaining a comprehensive 2) We used to say “hands up.” As a result we hints: It isn’t the outer A understanding of how thermals work, we saw some malfunctions that didn’t need to or the outer D, and it’s need to choose our vocabulary carefully. happen. 3) For years, we practiced asymmetusually a different color. It’s isn’t really fair to lump all dust devils ric deflations over water with both brakes in into the same category. Sometimes there are hand. Recently, we have been able to achieve little tiny ones. This doesn’t mean that the thermals are little better/bigger/more realistic deflations by letting go of the brake and tiny. Rather, it tends to be the passing truck phenomenon. on the deflating side (the one you are yanking down on). A bigger thermal is in the area and you are seeing an “effect” at the edge of it. On the other hand, if the dust devil is a few Things change. Stay tuned, and take all information regarding hundred feet wide with debris in it, then you might want to go the flexible, multi-faceted, sometimes quirky and world’s worstthe other direction. If it rained the night before and the fields performing aircraft with a grain of salt. After all, that’s why we are all irrigated or in crops, then if dust devils are forming you love the aircraft, right? Next issue we may be talking about how might want to consider not flying. Again, if you are standing in we need to grab the risers, keep slack in the brake lines, spread a pile of dust, it might be nothing to worry about… In closing, our arms and legs and look at the glider the whole time… it probably isn’t fair to lump all events, incidents and accidents that happen in proximity to a dust devil in the same pile. Dust devils don’t just eat us for lunch. Experienced competition-level pilots fly into dust devils on purpose and don’t take any deflations. If a person takes a deflation near a dust devil, it wasn’t a dust devil, it was a deflation. My glider deflated on me. Collapses, or deflations, are not all bad. In the past, glider manufacturers have engineered paragliders that were more impervious to deflation than current models. They found, however, that there were certain adverse side effects. These gliders didn’t launch well, were clumsy, didn’t have good handling and worst of all, when they did deflate, they didn’t re-open readily. Likewise, sometimes these gliders would surge to the horizon and beyond without deflating. No tips, no front portion of the glider folded under to stop the big surge. Current paragliders are engineered to deflate to some extent. They rarely surge beyond the horizon without deflating which, in turn, stops the surge. In and out of turbulence, the paragliders yield to the air by letting the tips roll under slightly. With regard to larger asymmetric deflations, we have an obligation to prevent these along with big front deflations particularly when we are at low altitudes. If our hands move well between what I call minimum brake (the minimum brake you should fly around with) and maximum brake (the most brake that you can reasonably apply), then deflations shouldn’t happen. Even in the worst air, competition-level and other highly skilled pilots are able to prevent all deflations. In the event that we do let these deflations happen, we need to speak about them as such. “I let the glider deflate” is accurate, while “it deflated on me” is not. Hang Gliding & Paragliding: January, 2005

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In Memoriam: “Uncle Bill” Bennett, One of Hang Gliding’s Founding Fathers By Josh Criss ur sport lost one of its true legends on October 7th, 2004, when Bill Bennett crashed while taking a tandem ultralight lesson in Arizona. The crash marked an end to a long and legendary career of promoting and advancing the sport of hang gliding. Mr. Bennett is one of only a few ﬁgures about whom we can genuinely say that without his contributions, our sport would not be what it is today.

The impression on the two Bills was enough for them to begin modifying and selling their own gliders. They assumed the promotional duties as well, and continually raised the bar for each other in what would become a legendary and celebrated rivalry.

I was lucky enough to interview “Uncle Bill,” as he was known by many in the hang gliding community, in 2002 while I was doing research for a documentary on the sport. Much of the information in this article—and all of the instances in which Mr. Bennett is quoted—comes from those recorded interviews. It was in 1966 that Bill Bennett first became aware that there was a new type of wing out there, capable of being towed behind a boat and carrying a water-skier into the air for long, fully-controlled flights. For years prior to that, Bennett, a professional water-skier with a resort on the Hawkesbury River in Sydney, had been among the Australian daredevils flying “flat kites” behind speedboats for eager crowds. Hardly more aerodynamic than a tilted hand stuck out a moving car window, these kites were notoriously hard to control and flights under them almost always ended in crashes. But in 1963, fellow Australian John Dickenson—another accomplished water-skier, living in Grafton—had been tasked by members of his own ski club to come up with an alternative to flat kites. Fortunately, Dickenson saw a magazine photo of the miraculous new “flexible wing” invented by Francis Rogallo, and spent six months coming up with a solo-pilot control design for Rogallo’s wing that featured a hanging, central weight-shift point and an A-frame control bar. Dickenson called the resulting hybrid the “Ski-Wing” and made demonstration flights around the region, hoping to generate interest. In 1966, one of those flights in Sydney caught the interest of one of Bill Bennett’s close water-skiing friends, Bill Moyes. Bennett and Moyes went as far back as grade school, and were already pushing each other to attempt such tricks as bare-handed water skiing and myriad stunts on flat kites. But one day, Moyes brought a Ski-Wing to Bennett’s resort. “It was like night and day, compared to the flat kites,” Bennett recalled. “It was unbelievable, like the jet age.” 22

“[Moyes] would fly to 500 feet and I’d go to six,” Bennett recalled. “He’d go to 750 and I’d go to 1000. He’d fly two miles and I’d fly five. It was just a matter of one person waiting to see what the other one did, to see how he could out-perform it. See, wherever Bill and I went, whatever we did, we were setting a world record. That’s easy, when nobody else has ever done it. You jump two feet, nobody else has ever jumped two feet, so it’s a world record. Next week you do three feet and four feet and so on. Eventually he towed up to ten thousand feet or something, and I had to go up in a hot air balloon to get even higher than that. Bill and I had the same attitude: No one else had ever done these things before, but we knew they could be done.”

Mr. Bennett is one of only a few ﬁgur about om we can genuinely say that without his contributions, our sport would not be at it is today.

By 1969, Bill Bennett had moved to Van Nuys, California, where he set up his own glider manufacturing company, Delta Wing Kites. From 1971 to 1978, Bennett’s company produced and sold more hang gliders than any other company in the world; several of his early designs are now on display at the annex of the Smithsonian’s National Air and Space Museum. Bill Moyes stayed in Australia and started his own company, and we all know how that venture turned out. Upon his arrival in California, Bill Bennett became the first person to fly a modern-era hang glider—a Rogallo wing with John Dickenson’s hanging weight-shift/A-frame control design— in the United States. And it was only a few months afterward that he performed the stunt he would always be best known for. “I thought, what a neat thing to do on the 4th of July,” Bennett recounted, “to fly over the Statue [of Liberty] and land on Liberty Island. So we went up there… and got in the water at Ellis Island, towed up to 1000 feet or so, cut loose, flew around the statue and landed on Liberty Island. “The harbor policeman was extremely nice. I’d landed and I was standing on the grass and he came up to me and said, Ìs your name Bill Bennett?’ I said `Yes, sir.’ He said `Now I want you to shut up, say nothing and listen to me, OK?’ I said `Yes sir,’ and he said `Now what I hear is that you’re going to fly over and around the statue and land on the island.’ And I opened my mouth and he said, `Remember what I told you? Keep quiet. Now my advice January, 2005: Hang Gliding & Paragliding

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Bennett’s Delta Wing Kite factory in Van Nuys, California

Bennett over the Statue of Liberty on July 4th, 1969

Bennett instructs Roger Moore on the set of Live and Let Die in 1972

Flying the mountains after a snow-ski launch

Bennett jumps into Death Valley in 1971

Playing with Chuck Connors on the set of Thrill Seekers in 1973

All photos from Bill Bennett’s archives

Bennett ﬂies over Texas during an exhibition

Hang Gliding & Paragliding: January, 2005

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Exhibitors will include Wills Wings and Moyes America

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to you, young man, is to pack up your tent and steal into the night.’ I said, `Yes, sir. Good-bye.’ “People always say to me, ‘How do you ever get permission to do these things?’ Well, of course, you don’t. It’s much easier to be forgiven than it is to get permission.” The promotional efforts of Bennett and Moyes—as well as the quest to outdo one another—continued. Moyes jumped off the Grand Canyon and was arrested for his efforts; Bennett’s only logical response was to jump into Death Valley in 1971. That was also the year of the ﬁrst Lilienthal meet, when a group of Californians brought their foot-launched gliders to a hill in Orange County—a gathering considered by many to be the ﬁrst organized hang gliding event.

I asked him if there was ever a time he was scared during any of those stunts. After all, the hang glider pilots of that era were usually sitting in plastic seats, without harnesses or emergency parachutes, and I occasionally ﬁnd myself unnerved even From 1971 to 1978, Bennett’s with those luxuries.

company produced and sold more hang gliders than any other company in the world; several of his early designs are now on display at the annex of the Smithsonian’s National Air and Space Museum.

The emergence of this amazing new sport, and the publicity being generated by the two Bills, wasn’t lost on Hollywood. In 1972, Bennett was hired as technical advisor and Roger Moore’s flying stunt double on the set of Live and Let Die. “The production company asked me if I wanted to do it,” Bennett recalled, “and they let me know that I would have to spend three weeks in Jamaica. So I thought, bummer.” [Laughs]. “They told me that I couldn’t hold up production if I broke a glider and didn’t have a replacement, so I should bring seven of my gliders and they would buy all of them. I offered that when the filming was done I would buy all my gliders back at 25 percent of what they had paid, and they agreed. So I spent three weeks down there and never so much as bent a single part on any one of those gliders.” In 1973, Bennett was featured on the 1970s television show Thrill Seekers, hosted by Chuck Connors. That same year, Sports Illustrated ran its first article about the new sport of hang gliding. Bennett and Moyes were clearly getting the word out, but occasionally the two paid a heavy price. Moyes barely survived a fall in Jamestown, North Dakota, during an exhibition, while Bennett broke his wrist, back, and neck in three separate flying incidents. But the worst of Bennett’s injuries took place before he even got into the air. “I was preparing for an exhibition in Wisconsin,” Bennett recounted, “and I was fitting magnesium flares to the tips of the glider, and the flares exploded in my face. I ran and jumped into some water to put the flares out, but the magnesium still burned, and I spent six weeks in the burn unit at the hospital.” Hang Gliding & Paragliding: January, 2005

“You have to realize the consequences of what you’re doing,” Bennett told me, “and that generates fear—but you weigh those risks against knowing your own ability. It’s hard to explain it when you’re doing something that no one else has ever done, like when I jumped into Death Valley, a mile high, and I made sure to look at the birds before I went off and made sure they weren’t in any rotors, that they were having a good old time. You don’t do it without any trepidation, I assure you.”

Among Bill Bennett’s notable accomplishments is that he was the first to produce emergency parachutes, in the mid-1970s. By the time Delta Wing Kites had closed its doors, Bennett had introduced more than 40 new hang glider designs to a fervent flying community. “I’m glad that Bill [Moyes] and I survived all this time,” Bennett told me, “because it is very satisfying to look back on the last 40 years and know that you started it all. That I was the first guy in America to fly one of these things.” I was lucky to get a chance to talk about those early days with Bill Bennett, and I will always remember how generous he was during my research. After a single telephone interview, Mr. Bennett shipped to me a lifetime of hang gliding photographs— including one-of-a-kind images that will hopefully end up in an aeronautical museum—on nothing more than my word that I would have everything back to him in a few days. I don’t know too many people who would have done that, let alone a true legend of his sport. As our interview wound down, he told me that he was lounging outside his home in Lake Havasu City, Arizona, looking up at the sky. “Sitting here under the stars, they’re as bright as they’ve ever been,” Bill told me. “The only thing I need to make it complete is a nice, cool drink in my hand.” So the next time you are looking up at the stars and happen to have a nice, cool drink in your hand, raise it in a toast to “Uncle Bill” Bennett, one of our sport’s greatest pioneers, a man who, along with Bill Moyes, did more than anyone else in the world to help make hang gliding a household name. Cheers, Uncle Bill.

E RP TA 2R TR EMV EI ENWT SD P O

The Wills Wing Sport 2: Step three in the ﬁve-fold path By Davis Straub, staff writer, http://ozreport.com

Davis reserves his monkey-bar landing approach for gliders that are exceptionally easy to land. Photo: Maureen Grant

ills Wing produces a full line of hang gliders to meet every pilot’s needs. This is both a very clever and a very difficult thing to do. Clever because it provides a path for pilot growth and skill that is fi nely incremented to keep the pilot as safe as possible, matching pilot experience to glider characteristics. Clever because it covers the marketplace—Wills Wing has a player in every niche. Clever also because it allows Wills Wing to sell an advancing pilot not just three but up to five different gliders as they progress.

Wills provides their customers with a ﬁve-fold path. Where does the Sport 2 ﬁt in the Wills Wing schema of matching glider characteristics to pilot skills and experience?

It is also a difﬁcult way to run a business. Wills Wing has to keep ﬁve separate models, well separate, along with each variation in size for each model. Their attention must be diffuse enough to cover a broad range or the focus must shift often enough to pay attention to the critical areas. Keeping so many slightly different pieces and parts for production, as well as scheduling production, can be a nightmare (but that’s what they have computers for).

Many new pilots will fly the Falcon 2 for a couple of years, depending on how often they can get out and fly, as they practice the fundamentals of hang gliding and learn to soar. The Falcon 2 is not made for cross-country flying, but then pilots go cross country in paragliders, so you can always give it a try.

After the very first training flights on a Wills Wing Condor (owned by the school and sold only to schools) or with an instructor on a Falcon Tandem, the first glider that you get to actually fly on your own will likely be a Falcon 2. This glider is built to be easy to launch, fly and land, so that you will be less likely to hurt yourself while you are first training your body to do the right things automatically.

The ﬁrst step up from a single-surface trainer is the Eagle, a doublesurface glider with easy handling for safe launches and landings. January, 2005: Hang Gliding & Paragliding

SPORT

Wills knows that people get out of the sport of hang gliding because they get over their head too quickly and scare themselves on a glider that they are not ready for, or because they hurt themselves flying a glider that they can’t quite control. The Eagle is meant to be a safe first step up with some performance improvement. The next step up is the Sport 2, and Wills Wing positions this glider as one with handling that is similar to the Eagle but performance that is similar to the U2, close to the best of both worlds. If you look at the graph below, you’ll see that Steve Pearson at Wills Wing figures the polar of the Sport 2 is pretty darn close to that of the U2, Wills’s top performing king-posted glider.

REVIEW

I had an opportunity to fly the Sport 2 155 a couple of times at the National Fly-In at Finger Lakes Aerosport Flight Park last September. It was very easy to land. In fact it was so easy that I tried out my monkey-bar approach for the first time on a flexwing glider. This technique requires flying the glider with your bare feet. Of course, in the regular landing position the Sport 2 was also very docile on landing and an intermediate pilot should have no trouble with it. And that’s right where the Sport 2 is aimed at, the intermediate pilot. Steve Pearson states, “The Sport 2 is not quite as pilot-friendly as the Eagle for two reasons. One is that merely having a VG on the Sport 2 adds a level of complexity, and therefore demand, on the pilot, that isn’t present on the Eagle. The other is that the Sport 2 is configured with the Litestream bar, which is just a little more challenging to hold than the round control bar that comes on the Eagle.” I wasn’t the only one to feel that the Sport 2 was easy to handle. Wayne Ripley wrote, “I have owned 13 gliders, with the Eagle being one of them, and I do agree that the Sport 2 and the Eagle handle about the same and land about the same (very easy on both counts).”

Wills Wing offers the Sport 2 as an alternative to the more demanding U2 so that a less experienced intermediate pilot flying the Sport 2 will be less likely to initiate a slipping (uncoordinated) turn on final. Pilots without experience with high performance gliders often won’t realize that they are in a slipping turn until suddenly they find the glider speeding up so quickly that the pilot panics and the glider crashes. High performance gliders can get going so fast so quickly because they are built to do just that. As a result, less experienced pilots can make a simple but fatal mistake. The Sport 2 just doesn’t fly as fast as the U2. In fact, its top speed is about 10 mph slower with the bar stuffed (55 mph vs. 65 mph). It is a lot less likely that you will start PIOing (PIO: pilot-induced oscillation) with a Sport 2 when you pull in for speed on your final approach than you would if you were flying a U2 or a Talon. The Sport 2 requires much less of a finely honed touch for landing. The Sport 2 has about twice the bar pressure of the U2 (which has hardly any bar pressure at all: three pounds per hand at full stuff). It is designed this way specifically to deal with this issue of inadvertently speeding up the glider. With more bar pressure it is more difficult to pull in hard enough to overspeed without thinking about it. Hang Gliding & Paragliding: January, 2005

I aerotowed the Sport 2 on both of my flights and I found it to be not quite as “on rails” as the U2, but I attribute this to the fact that I hadn’t been towing flex wings for a month beforehand, just rigid wings, which behave much differently on tow. I thought that the U2 handled the best on tow of any flex wing glider I have ever towed, and Wills Wing claims that the Sport 2 matches that. On my second tow that seemed a reasonable statement. Steve Pearson writes, “The U2 sets the bar very high in terms of its ease of aerotowing. The Sport 2 is also, in our experience, extremely easy to aerotow. On either glider it is far easier to maintain position behind the tug than on many other gliders that we’re familiar with. Whether the U2 is easier than the Sport 2 is an open question.” As mentioned by Steve earlier, the Sport 2 comes with a VG. Its VG and that on the U2 are the easiest VG systems I have ever used. I could pull the rope without any problem and a small pull made a big difference in the glider’s performance and handling. Put the VG all the way on, and the glider turns only with the utmost difficulty. Pull on 1/4 VG for towing and a little more for thermaling. Unlike with the U2, the bar position on the Sport 2 doesn’t change when you pull on the VG. Again this is a safety feature to keep you from over-speeding the glider. If you want to go fast, you will have to pull in on your own. 27

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I wasn’t able in my flights to compare the performance of the Sport 2 against the U2 in glide, but I was able to climb up past a heavier pilot flying a U2 160. Wayne Ripley writes, “The Eagle has a 10-to-1 glide while the Sport 2 is 13-to-1. Also I seem to sink at around 200 fpm in the Eagle and around 180 fpm in the Sport 2 (I hook in at 210 pounds). To me the Sport 2 represents a big step forward in performance at the same weight as the Eagle.” Paul Dees was trying to choose between a U2 and a Sport 2. He chose a Sport 2. He writes, “The Sport 2 offered the perfect blend between the ability to fly cross-country and the ability to boat around in weak thermals.” The Sport 2 was designed by Steve Pearson and built by Wills Wing after Steve designed the successful U2. He incorporated the high performance features that he put into the U2 including sprogs, curved tips, Litestream control frame, and a lightweight VG system. There are no luff lines at all on the U2, and only one luff line on each side on the Sport 2. How should you choose between a Sport 2 and a U2? The U2 requires a higher level of skill, that exhibited by a solid

intermediate (at least) pilot who is experienced going fast close to the ground. One who know how to coordinate turns near the ground and can recognize when he or she is in a slipping turn. But the Sport 2 is designed to be very easy handling with performance that in most cases will make for great cross-country ﬂying. The U2 offers higher performance at a cost of a little more weight, a little more difﬁculty in handling, and a requirement of a higher level of landing skill. You can make that trade-off. Look in the mirror.

Davis Straub has been flying flex-wing hang gliders for 20 years, and had his first really big cross-country flights on a Wills Wing Sport. While he admits that, being a performance glutton, his personal choice would probably be a U2 or a Talon, he also admits that he appreciates gliders such as the Sport 2 with easy handling and predictable landings, especially in turbulent air.

January, 2005: Hang Gliding & Paragliding

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By Thayer Hughes, staff writer Photos: Graham SG, Guy Baker ©Himalayan Frontier

s sure as every pilot has wished for a little help in finding that next thermal, this DVD fires the imagination with possibilities. Set in the foothills of Nepal, Parahawking documents the efforts of three pilots who, in the spring of 2001, succeeded in raising and training local birds of prey to soar with them. Adam Hill and Rajesh Bomjan, owners of Sunrise Paragliding flight school in Pokhara, Nepal, have been introducing thousands of people to paragliding in the beautiful Himalayan settings through their tandem flights, training school and guiding operation. Scott Mason, a falconer from England who was visiting the area, was attracted to the paragliding, and during a tandem flight was amazed to see the vast array of soaring birds sharing the thermals with them. What, they imagined, if they could teach these birds to reliably choose to soar with paragliders? Could hawks be trained to find and mark out thermals for the pilots? To be able to soar with birds of prey is one of mankind’s oldest dreams, but could they make this work in reality? After landing and discussing the possibilities over a few beers, Scott and Adam and Rajesh became unexpected partners in an amazing project when they teamed up to pool their skills and create the concept of “parahawking.” Adam and Rajesh would teach Scott to fly paragliders, while he in turn would train them in the ancient sport of falconry. This superb documentary follows the raising of Shadoko and Sappana, two Pariah kite chicks rescued from a local farmer who was preparing to eat them! Intended to be raised and trained as thermal indicators, the birds grew rapidly not only in size, but also in their importance as part of the flying family, with their own personalities and habits. Parahawking introduces the viewer to the investment of time, energy and money involved in raising and training birds, from feeding and weighing, to building aviaries, to the first short “bunny flights” from trainer to trainer, and then, finally, to the first true soaring flights the birds take with the paragliders. And as with most simple beginnings, the project grew into a life-changing experience that now affects people from around the world who journey to this incredible area for their own opportunity to “soar with the eagles.” It’s an amazing story set in a stunningly beautiful setting.

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deep cultural and religious traditions. Nepal, a country with a rich and ancient history, has attracted visitors to this exotic corner of the Himalayas by the incredible landscape, the measured pace of life and the generous hospitality of the Nepalese people. The Pokhara valley is the most picturesque of Nepal’s central valleys and is used as a base by many of the hikers and adventurers who have for centuries been lured to the mountains. Over the recent years the Pokhara valley, at an elevation of 800 meters, has also been recognized as an ideal base for pilots wanting to sample the superb soaring to be found in the area. It’s sort of, well, a pilots’ Shangri-La. In addition to the 42-minute main feature, Parahawking also includes a video documentary about Nepal, a photo gallery, information on the Himalayan Hawk Conservancy and Sunrise Paragliding, and may be viewed in ﬁve different languages (English in Dolby Surround 5.1). The video’s background music ideally suits the subject (i.e. not acid-rock) and helps draw the viewer into the exotic settings that most of us will never see in reality. Parahawking was the winner in 2003 of the Best Debut Film award in the prestigious Festival of Saint Hilaire and would certainly make a winning choice for your own video library. A Himalayan Frontiers Production, available on DVD & VHS. http://www.nepal-paragliding .com/parahawking.htm

The Himalayas are a mountain chain comprised of the youngest and highest mountains on Earth, and they envelop a region of Hang Gliding & Paragliding: January, 2005

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A Friendly XC Guide in Nepal Article and photos by Jugdeep Aggarwal

e did not even leave me an email address or his name. His (or was it her?) face is imprinted in my memory from those 60 minutes we shared together in the sky. It was the most intense experience I have ever had whilst flying—one of those times where you feel in total harmony with another pilot who is only inches away from you. His actions do not faze you and you enjoy the pure companionship. Why is it, then, that he left me without saying goodbye or even exchanging addresses? Why? To begin the story: I had spent a glorious three weeks flying in spectacular scenery around Pokhara, Nepal. On my last day I was keen to do some exploring. The flying conditions had been good and I’d flown every day but two. But I still wanted to go XC and explore a bit more. Maybe this last day would provide that opportunity.

It was the most intense experience I have ever had whilst flying—one of those times where you feel in total harmony with another pilot who is only inches away from you.

We piled into the truck to get to the launch at Sarangkot. As always there were plenty of kids willing to help us launch. I waited until folks were starting to get up before I readied myself. My friends Wes and Ned knew the deal. We needed 500m above launch before we could push over the back to the Green Wall. I had tried that route a week before but I’d gotten lost and bombed out with Ned. I was keen to make sure that I did not repeat the mistake. The thermal cycles started to sweep through launch and I took off in a good one. The air was moderately busy with some half-dozen pilots establishing themselves around launch. The thermals were not as well formed as the day before and I kept sliding out of them. The house thermal just behind launch was definitely working but was not allowing us to punch substantially higher than launch. A few of the large local raptors were in the air with us. They are wonderfully graceful to watch and fly with, and perhaps they enjoy our company as much we enjoy theirs. It is amazing to see them use their primary feathers to feel their way around the thermals. Over the course of the half hour or so the air became increasingly busy with 10 or so paragliders and a gaggle of some 30 raptors all confined to Sarangkot. It was no longer adequate to just keep an eye on the other gliders, but it was equally important to clear turns with the feathered pilots as well. I screwed up once for sure and watched a bird deploy his talons to show his anger. As the day went on, we were all slowly managing to get higher and higher. I watched my altimeter, waiting for the magic 2000m mark. Wes was below me as we wound ourselves up the weak core. I passed 2000m and stayed with the thermal, hoping for a little more height. Wes, some 100m below, popped out of the side of the thermal; rather than re-center, he headed north. I was amazed at his decision but decided to follow. A few minutes later he turned back to the ridge, whilst I felt comfortably set up for my glide across the valley to Gharmi Phedi. It was when Wes had left me that I realized that I was not alone; one of the raptors was with me. He was fantastically inquisitive. He flew over my glider so low that his shadow resembled a painted silhouette. I pulled out my camera to saver the moment and catch this feathered friend as he passed my leading edge. I managed only 30

January, 2005: Hang Gliding & Paragliding

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a single photo as I had come to the end of the roll of film. This friend stayed with me right across the valley. He flew off a few meters in front of me and then performed a delicate roll to the right to then sit on my right wing tip. We flew in unison, united by the air. When I neared the ridge by Gharmi Phedi, my friend left me. I had enjoyed such wonderful moments with him that I was sad to see him go, but I baked in the treasured memories of that valley crossing. The raptor moved on ahead and found a core just in front on the ridge and climbed in it merrily. I centered in the same core and proceeded to climb. My friend then dropped down the thermal to core it with me at the same height. I was gobsmacked. Has this guy just guided me to my next core? I knew that the chaps at Sunrise Paragliding had been training some raptors to seek thermals, but this was just incredible. I felt so humbled, so amazed, so inspired and lucky to have this guide. The thermal was not substantial for me, and once I had some height above the ridge I glided to a much steeper rocky slope that had to work. I left my friend. God, it was rough there! I hung on, fighting to stay up and ward off any collapses. It was hard work. I cruised the ridge for better triggers and was eventually rewarded with a decent core. The drift on it was substantial, taking me northwest. I headed to the school of Dickie Dande, perched on top of the ridge, where I had been told were great house thermals. They were there but very bitty; I fought with them and was rewarded with a climb. I pushed north on glide to the Green Wall—a 1000m-high cliff covered in dense lush forest. Was my friend back again? I asked myself, seeing another escort. This time he flew on ahead rather than with me. Maybe he was frustrated at how slow I was. As we glided on to the Green Wall, cloudbase started to drop. The summit was no longer free of cloud. We soared the ridge together in perfect harmonized bliss, exploring some of the steeper parts of the wall. And then he was gone. Had I pissed him off by not clearing my turns? He was gone. Hang Gliding & Paragliding: January, 2005

G. I INI

The res.ult~ A new OH . cXC m

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It was no longer adequate to just keep an eye on the other gliders, but it was equally important to clear turns with the feathered pilots as well.

Since the cloud was thickening quickly, I decided to head back. It was wonderful playing in the wisps of cloud that marked all of the regions of lift. Once securely away from the Green Wall, I thermaled through the wisps as they developed into more substantial clouds. Using the dim sun for reference, I climbed up inside the cloud and popped out into the glorious warmth of the sun. I glided across the top of the next cloud, just lapping up the thrill of the experience. [While cloud flying may not be illegal in Nepal, flying with minimal visibility is always risky. Definitely don’t try this at home—it IS illegal here—and please fly always with safety as your top priority. – ed.] Back over Gharmi Phedi I debated my action plan: head back to Sarangkot or bomb out in the valley below? I topped up on as much height as I could before committing to the glide to Sarangkot. I knew it would be tough but it was worth a go. I tensed my body for maximum streamlining and pointed the glider at the most obvious thermal trigger on the other side of the valley. I watched Hang Gliding & Paragliding: January, 2005

my height slowly decay, and before long realized that there was no way I could climb on this north side of Sarangkot. I glided to a grazed ﬁeld by the road and on landing was swarmed by a mass of excited kids. I baked in the sun and the glory of making it to the Green Wall, still mesmerized by the precious time spent with my raptor friend, enthralled by the experience whilst reliving each moment of that glorious ﬂight. And still I’m wondering, why did he leave me?

Jugdeep Aggarwal started flying paragliders in 1996 in New Zealand, where he lived at the time. He loves XC, especially at new and exciting sites, and went to Nepal specifically to fly with raptors at close range; he’s planning a trip to India this winter to do more of the same. When he’s not off on an adventure, Jugdeep runs a research lab at UC Santa Cruz, using isotopes to explore our world and the processes in it. 33

F L Y

B I K E

Flyin’ & Bikin’ at Lake Chelan

By Kelly Lawson Photos: Lori Lawson

utumn classes at the University of Washington, where I am a sophomore, began on September 29th, so I had one last chance to do something fun. What better way to spend the final weekend of summer than flying and biking at Lake Chelan? As fellow hang pilot Werner Schnitzler put it, this was a weekend of “beautiful flights in great smooth conditions and magic fall light, good entertainment at the bomb and landing targets, awesome company, and nice prizes.” For me it was the perfect last hurrah of summer, 2004. The smooth, buoyant air in Chelan at this time of the year always attracts paragliders to the Fly & Bike Festival, and they usually dominate the meet. However, this year the hang gliders must have heard the forecast for great weather, and participation was high. Almost all the hang pilots flew single-surface gliders for their easy handling and slower landing speeds, and with our Wills Wing Falcons we were able to soar comfortably over the butte before preparing for our spot landings. I had been looking forward to the Fly & Bike’s fall flying all summer, but I was dreading the bicycle race! The treacherous course climbs along the highway up out of the Columbia River valley, through the town of Chelan, and back down to Chelan Falls via a winding washboarded dirt road. Fly & Bike veterans had made it sound like the bike race was the most supreme test of strength and endurance that an athlete could undergo, and I was doubting my abilities significantly. But surviving the grueling contest earns you 50 points, so I had to try. Maybe the guys were just trying to psych me out, because the bike race turned out to be a blast… definitely not easy, though! Konrad Kurp of Anacortes, Washington, won best bicycler on his German-made cruiser. Konrad expected his aging bike to pitch him into the canyon of doom when he hit the corners too fast descending into Chelan Falls, but he managed to stay upright and earned a handsome prize for his efforts.

Top two: Werner Schnitzler parachutes in for a perfect spot squat Above: Konrad hits the spot Below: Joe Ulman – not quite a bullseye

Tom Johns of Redmond, Washington, took the “Iron Man” title again this year for the best combined ﬂying and biking scores. His spot landing and bomb drops were consistently high scoring, but he lost time in the bike race when he had to stop and remove a rock from his tire. However, he still landed the fastest time of his heat and a total score of 460 points. Best hang glider was awarded to Werner Schnitzler, also of Redmond, with a score of 390 points. Werner and Tom were in stiff competition for the coveted Iron Man title (which earns ﬁrst pick from the prize table), and it was a very close race with many 34

January, 2005: Hang Gliding & Paragliding

bulls-eye landings scored by both. Bill Avirett and Joe Ulman tied for second place at 210 points. Joe glided his Falcon farther than Falcons have ever glided before, lifting his feet up to clear the cement posts at the edge of the parking lot for a soft Kel hits the spot: Kelly Lawson, top-placing female hang pilot and safe landing on green grass! Best woman hang glider was awarded to yours truly for being the only female hang pilot at the meet, and a score of 145 points. The scoring was fun and fair, with full landing points awarded to all safe landings… even if the pilot had to take a few steps or fell on his butt. As a result most landings were safe landings. The river and trees claimed no pilots this year! The other aspect of the Fly & Bike Festival is the bomb drop competition. A separate target is set up beneath the downwind leg of the approach pattern and pilots are issued a “bomb” with their registration number on it, which they attempt to drop onto the bomb target. Points are awarded for landing it in the ring, and taken away for hitting the scorer. In the past bombs have usually been made from hacky sacks, but this year they were water-filled stretchy yo-yos with sparkles and floating fish. They were so fun to play with that many were lost—or the owners were unwilling to risk losing them!—and people were dropping substitute bombs. I saw everything from shoes to paraglider harnesses falling from the sky! The paragliders did well in the meet (although the Falcon pilots undeniably ruled the bomb drop), and many were clearly enjoying the great soaring. First place went to Gordon Grice with 295 points, second to Morgan Hollingsworth with 265. In third place was Abe Laguna, with 195 points and a fantastic tandem spot landing on Bill Avirett’s batten bag after the real spot had been removed. Matty Senior and Tom Allen tied for fourth place with 160 points. Best woman parapilot went to Lynn Bentley with 100 points. The 2004 Fly & Bike was fun, relaxing, and a big success for both hangs and paras. What better way to spend the last days of summer than flyin’ and bikin’ at Lake Chelan!

Bike participants (L to R): Kelly Lawson, Dan Munro, Werner Schnitzler, Tom Johns, Konrad Kurp Hang Gliding & Paragliding: January, 2005

H A V E

W I N G

John Heiney thermaling off the Lønahorgi launch near Voss, Norway

HAVE WING, WILL TRAVEL:

Diary of a Hired Gun, Part 1 © John Heiney ast year a pilot from Norway contacted fellow aerobatic pilot Dino Dinaso, looking for freestyle hang gliding instruction. Dino referred him to me. Long-story-short, the Norwegian came to San Diego and spent 10 days with me learning how to loop. Jon Gjerde is a farmer, and one of the most enthusiastic pilots that I have met. He had recently set a new open-distance record in his country and he had done his aerobatics homework. He was prepared to loop hang gliders. We spent most of Jon’s time here at El Mirage dry lake aerotowing with Jim Robison, who lives at El Mirage and has his tow-capable trike based there. Jon was an excellent student and went home satisﬁed, with many loops under his belt. This spring Jon emailed me with an idea. It is illegal to do loops on a hang glider in Norway, but Jon had organized a small group of pilots interested in learning aerobatics. They would be the archetype for development of a program for teaching freestyle safely. He had arranged a government waiver that would allow him to pursue this endeavor. Jon asked me to come to Norway in June to teach his group 36

and to do demos at an event that his town hosts called Extreme Sports Week. June 29, 2004: Greetings from Voss, Norway. I am at EKSTREMSPORTVEKO (Extreme Sports Week). I am not getting a lot of flying, but we did our aerobatic hang gliding demos for this event and had a great time. This is the fourth year of this event and the first year they have included hang gliding. On three evenings Jon and I mounted our smoke canisters, towed up and burned it into the town park. It was our job to introduce the other-sport participants and the townspeople of Voss to freestyle hang gliding. We got their attention. We did go mountain flying one day. I mounted a camera and got to cloudbase (about 8300 feet). It was damn cold up there, but the view was awesome! I flew for 1 1/2 hours and landed in rowdy air in town at the hotel LZ. About twenty pilots exited the mountain that day. I heard later that landings were rock and roll everywhere. This is a unique gathering since it includes several extreme sports in one big event. The sports are BASE jumping, rock climbing, skydiving, freestyle and XC paragliding, downhill mountain biking, whitewater kayaking, whitewater rafting, big air and freestyle hang gliding. January, 2005: Hang Gliding & Paragliding

W I L L

T R A V E L

Jon Gjerde “in the dive”

The government-subsidized National Hang Gliding and Paragliding Center in Vågå, Norway

The reason this event is held here is that this area is like a largescale version of Yosemite, maybe even better. Certainly better for hang gliding since there are no restrictions on soaring. There are natural venues here for all sports needing big mountains, tall cliffs and wild rivers.

Jon Gjerde soaring over Voss off aero-tow

Each evening of the event they show “Today’s Videos” in a big circus tent with a thousand participants and onlookers screaming. A team was on-site to receive and edit footage each afternoon for the evening’s screening. The screen is about 15 by 20 feet with a mondo sound system. They have concerts every night as well. The Wailers were here. They sounded great. Today most participants are gone, so I helped Jon on his farm. I worked hard all afternoon pitching hay with a three-tined

Hang Gliding & Paragliding: January, 2005

H A V E

W I N G

pitchfork. Jon’s girlfriend, Renate, cooked a ﬁne vegetarian meal for supper. She and Jon are careful about what they eat, but they still eat some mystery meats off the farm. Jon makes his own cheese, beer, smoked meats and sausage.

The sound was made by his basetube hitting his full faced helmet and chin, and/or by most of the batten toggles breaking on the right side, releasing the rib tension. He went into a nicelooking right-rolling maneuver and pulled out into normal ﬂight.

A farm down the road makes a good living just preparing sheep heads for consumption. They do not even raise the sheep. They just buy the heads from a slaughterhouse. The strawberries are great. The lilacs were in bloom when I arrived. It rains a lot here so it is beautiful in the summer. There are lakes, ﬁords, waterfalls and mountains all around.

He landed safely but his glider had to be taken apart for a complete inspection. His keel was dented and bent under the hangpoint perch. His harness back frame was broken. He must have pulled 6 or 7 Gs, maybe more.

My glider leaving the plane in Oslo, Norway

I taught freestyle to a group of very cool pilots over the week. They are good pilots and very enthused about freestyle. Three pilots did their ﬁrst loops during my seminar. In preparation they had taken some instruction with Raymond Caux from France a few months earlier.

I will be ﬂying to Lisbon on the 4th of July. Meanwhile I am enjoying the friendly town of Voss, hometown of Knute Rokne. His descendants still run the hardware store his family started here. Playing it cool, John Heiney

One pilot, on his second looping ﬂight, did one loop and went right into a dive for his next. He took a great deal of speed and found there was no pitch pressure when he went to pull up. When he pushed the bar out the glider pitched up abruptly, pulling many Gs. We heard a clunk.

The Norwegian freestylers Back row from left: Robin Strid, Stein Strandli, Jon Gjerde, Jostein Berge, Otto Baste, tug pilot Åge Andersstuen, John Front row: Audon Etnestad, Yorgen Kjellberg, Arnﬁn Markeng

Links for more information about hang gliding and paragliding in Norway: ekstremsportveko.com nordicventures.com nak.no/hp

January, 2005: Hang Gliding & Paragliding

M E D I A

Making Friends with the Media

By Dr. Felipe Amunategui

he evening news footage shows a wrecked ultralight aircraft. The reporter describing the incident calls the aircraft a “powered hang glider” and makes several references to the risk of ﬂying “this type of hang glider.”

A powered parachute disrupts a public event by deliberately landing in the center of the event. The media have a field day with footage of the landing and subsequent arrest of the pilot. The reporters covering the event refer to the aircraft as a “paraglider with an engine.” A local club holds a fundraiser on behalf of the local rescue squad. The event is well attended thanks to promotional efforts by members, and it is mentioned in the club newsletter. A large chunk of change is donated to the folks that fish us out of the proverbial creeks when we lose our paddles. The local media make no mention of it. These three scenarios, though hypothetical, reflect both the media’s ignorance about our equipment and our inability to communicate with media outlets. Incidents such as these are not that uncommon, and the inaccuracy of reporting goes a long way toward perpetuating misconceptions about who we are and what we do. With a little forethought, a few phone calls and a handful of letters, local clubs and chapters can help to inform the media and even have them help promote our events and activities. Taking a proactive stance with the media is relatively simple. It requires contacting local media outlets and identifying a point of contact they can access should they need information about local hang gliding and paragliding. The idea may seem intimidating at first, but after having taken some of the actions suggested below, I was surprised at the receptivity of both television and printed media to having a contact person. All it took was a couple of phone calls. All media outlets have a community liaison person or department, depending on their size. A telephone call to a local TV channel, radio station or newspaper is usually all it takes to find their point of contact. That individual or department is usually the same entity that deals with press releases. So you are really establishing a twoway relationship. They will benefit from your expertise in making their reports of incidents more accurate; we will benefit by having a venue to communicate with the local community about events and activities organized by the local club or chapter. We can minimize the damage done to our reputation through inaccurate reporting, and we can positively influence the way local communities view our clubs and activities. Often clubs hold Hang Gliding & Paragliding: January, 2005

F R I E N D S

fundraisers and other events intended to help an individual or part of the community; these events are often low-key and go unnoticed outside of a small group of pilots and those who benefit from the event. A press release describing a donation to the local rescue squad by a local chapter or club goes a long way toward challenging negative notions a community may have about paraglider and hang glider pilots in the area. There are very few requirements to do this. First, the individual acting as point of contact has to be willing to take on this role, and it helps if that individual is well regarded by the local flying community. Second, the individual has to be able to speak eloquently without much preparation. Third, the individual needs to have good written communication skills. Finally, the individual acting as media liaison needs to have solid people skills. Schmoozing is definitely an asset in this role!

A press release describing a donation to the local rescue squad by a local chapter or club goes a long way toward challenging negative notions a community may have about paraglider and hang glider pilots in the area.

So maybe you are the perfect candidate: willing, eloquent, personable and a good communicator. How do you go about establishing the contact with media outlets? As mentioned above, it all starts with a phone call to the local newspaper, radio, and television. The first objective is to get the name and telephone number of their community liaison. Larger media outlets have individuals that act as liaisons around specific issues such as sports, aviation, community events, and so on. Learn who they are. Then introduce yourself, give your “official title” (club president, director, whatever) and your contact information. Follow the telephone call with a short letter thanking them for speaking to you, and provide your contact information once again. Periodically renewing the contact is also a good idea, particularly if a long time has gone by since you’ve had any contact with a given outlet. A proactive approach to engaging the media involves little effort, and it will go a long way toward reducing misconceptions and promoting a positive image for our flight disciplines. We seldom think of how important this is until we are misrepresented due to ignorance. And even then it is usually a passing thought about how inaccurate the reporting may have been. Next time you get together with your flying buddies, talk about who may be a good contact person, and help him or her take the two steps of making calls and following up with a letter. Someone needs to do it! Safe landings, Head Heathen

Robin Strid pulling off a perfect landing on the ﬂoat at Extreme Sports Week Photo: John Heiney

A I R S P A C E

Copyright © 2004 Jeff Goin ur sweetly simple FAR 103 grants enormous flexibility. Its broad allowance comes with equally ambiguous restrictions—an arrangement that leaves a lot up to us. The sharp edge of this freedom is how easily we can cause problems or get “violated” by the FAA. While a violation is expensive, it is the problems that really need to be addressed. Experience suggests that the FAA isn’t out to “get” us—in almost all cases, violations stem from complaints or accidents involving the general public or law enforcement, not the FAA. Some rules are straightforward, and there is no excuse to violate them. Others open wide Pandora’s box of interpretations, but one thing is clear: If we cause damage to a non-participant, especially via colliding with an airliner, it will be bad for all. This exposé is presented as an aid to help minimize that chance. For brevity I will dispense with altitude boundary terminology (such as “at or above” and “up to but not including”). Always give boundaries several hundred feet to allow for altimeter inaccuracies. Right of Way When hang glider pilots were vying for a slice of the 1980s sky, the FAA said, among other things, “OK, but don’t get in the way of the existing aircraft.” It was codified in the rulebook as follows: 103.13 (a) Each person operating an ultralight vehicle shall maintain vigilance so as to see and avoid aircraft and shall yield the right-of-way to all aircraft. 103.13 (b) No person may operate an ultralight vehicle in a manner that creates a collision hazard with respect to any aircraft. The onus is entirely on us. And it’s very ambiguous; do we need to avoid altitudes where aircraft fly? Do we need to avoid flying anywhere near airports? It’s not defined; we must work it out on our own, but if we do cause a collision hazard there is no legal ground to stand on—it’s going to be our fault. If an airplane blunders through our local soaring area, it’s still up to us to avoid him. 42

Two’s Company Cu-pocked sky over a popular mountain site marked great conditions with strong thermals; several flyers rode them to cloudbase. One experienced pilot was making the best of it, cruising from thermal to thermal, and staying high the whole time, when he saw an aircraft. For the descending commuter flight it was just the usual bumpiness down low—air to be endured during the arrival’s last few minutes. Punching through and getting below the clouds makes for a rough ride that nobody likes in an airplane. The glider pilot saw the commuter approaching from at least a mile away but could do little besides a spiral. The commuter plane, probably flying about 230 knots true airspeed (about 400 feet per second), didn’t see the glider until they were only a half-mile apart. He banked sharply to avoid a collision—they likely came within five seconds of hitting. The first step to avoidance is knowing where airplanes will likely be. Secondly, we must know the airspace and its requirements. It’s not that difficult: In almost all of the USA, you launch in G airspace and climb into the overlying E airspace. That low layer of G airspace requires one-mile visibility and remaining clear of clouds. E airspace requires three miles visibility and staying 500’ below, 1000’ above, and 2000’ to the side of any clouds; I’ll refer to this common set of values as “5-1-2-3.” Airplanes, by law, are airspeed-limited below 10,000 feet ASL (above sea level). Above that they can go full out, easily topping 450 mph. Understandably, the visibility and cloud requirements are higher, too—if we’re above 10,000’ ASL we must have at least five miles visibility, stay 1000’ below, 1000’ above and at least one mile horizontally away from any cloud. These “high minimums” give us more distance to “see and avoid” to accommodate the incredibly fast closure rate. A collision would be disastrous enough, but having it happen while flying illegally would be devastating to “self-regulation.” Little tolerance will be granted to the individual or the sport after such a travesty. We fly at the pleasure of a nervous public who would just as soon ban us rather than tolerate risk January, 2005: Hang Gliding & Paragliding

A I R S P A C E

scratching up the wide, weak thermals and reaching a deep blue sky just 1800’ over launch. A curious student pilot took it all in and later asked him, “That looks like fun, but how could you see well enough to stay up?” “Well, there was probably one- or two-mile visibility, which is enough to stay oriented on direction, and the lift areas are pretty predictable here,” the experienced pilot replied. The curious student happened to be an FAA air safety inspector taking hang gliding lessons. He wasn’t out to “get” anyone and didn’t say anything then. But he did set out to do some research regarding visibility requirements. Was the high-ﬂyer legal?

from our operations. It doesn’t always seem fair, but that is the reality. Sectional Charts These charts are great tools; they form a basis for knowing where it is legal to fly, what our minimums are, and where airplanes are more likely to be. It bears repeating: We almost always launch in G airspace, then climb into overlying E airspace. We can legally fly in both all the way up to 18,000’ in most areas (Note: There is no F airspace in the United States.) We can dispense with discussion of A, B, C, and D airspace, since we can’t fly in these at all without permission from the controlling agency and almost always we’re required to carry and use an aircraft radio to do so. Thermal pilots need this knowledge most although, as our example will show, any ridge cutting through populated areas will likely have its share of restricted airspace. Charts can look daunting when unfolded for the first time, with colorful and frequently meaningless-appearing hieroglyphics splattered all about. But we only need a fraction of this information, and sectionals contain some interesting topographical tidbits to benefit our planning. For example, hills and mountains are depicted with elevations in 500’ increments (sometimes 250’). Our greatest concern to address with charts is, “Can I launch from here? And if so, what do I need to know about it?” After a 30-minute soaring flight with a toplanding, the experienced pilot enthused to several others waiting at launch about conditions. He was pleased that it was so buoyant despite milky visibility and that he could stay up in it. He described Hang Gliding & Paragliding: January, 2005

It turns out the visibility was indeed OK for launching—only a mile is needed. But the pilot left G airspace when he climbed more than 1200 feet above the surface; any higher required at least three miles visibility. He was blatantly illegal by his own description and the inspector could have easily started violation proceedings. A little knowledge on the part of the high flyer would have served him well here. Once assessing a launch to be within our skill, the next question should be its legality from an airspace and traffic perspective. One San Diego site (Horse) sometimes sees gliders soaring above 11,000’. It happens to be immediately under “PILLO” intersection—a major flyover point for inbound jets landing at the airline airport, Lindberg. Those jets are whizzing by doing 300 mph at 10,000’. Don’t assume that a collision with a jet would only mince the pilot—150+ pounds of pilot, harness and wing could potentially bring down an airplane. Example: Thousand Oaks Almost every popular launch site sits in G airspace with E airspace 1200’ overhead (sometimes 700’, as you’ll see). You must always have at least a mile visibility and be able to remain clear of clouds to launch. After climbing into the E airspace above, you must have three miles visibility and stay 500’ below, 1000’ above and at least 2000’ to the side (5-1-2-3). Airplanes on instrument flight plans fly through these clouds and need maneuvering room in case they’re surprised by you. Visiting the “White Room,” especially anywhere near airplane flight paths, is playing Russian roulette with your life, others’ lives, and our sport. Let’s look at some potential launch locations and other areas on the Thousand Oaks excerpt, which is just northwest of Los Angeles. 43

Pilot Proﬁle: Len Szafaryn

Pilot Proﬁle: Josh Cohn

Age: 45

Age: 32

Height and Weight: 195 cm, 97.5 K

Height and Weight: 5’9”, 150 pounds

Birthplace: Pittsburgh, Pennsylvania

Birthplace: San Francisco, California

Current Residence: Los Angeles, California

Marital Status: Single

Marital Status: single

Occupation: Buyer, independent music wholesaler

Occupation: President/CEO Bridger Control Systems, Inc.

Education: Masters, geology

Education: Masters, Business Administration

Glider type: Windtech Tactic 24

Glider type: Gin Gliders Boomerang 4

Reserve: Apco

Vario : Flytec 5030

Harness type: UP Boulder 2

Harness type: Woody Valley X-Rated

Home ﬂying site: Mt. Diablo, California

Home ﬂying site: Marshall Peak, California

First altitude ﬂight: Whaleback, California, 1989

First altitude flight: Marshall Peak, 1994 Ratings: P4, H4 Total airtime: ~1500 Hours Total reserve deployments: 0, but only because I was twice too low to toss. Life Philosophy: Get your reserve repacked every six months. Future flying-related goals: Attempt some world record distance flights. I compete: To have the opportunity to fly in organized cross-country competitions throughout the world. In addition, for an entire week you don’t have to make chitchat or small talk. Every time you meet someone or have dinner all you’re expected to talk about is flying. It’s great! I am sponsored by: Superfly – GinGliders, Flytec What’s the best thing about hang gliding and paragliding over two decades? The expansion of the sport across the globe has given pilots the opportunity to fly and make new friends at some of the coolest spots on the planet.

Ratings: P4 Total number of flights: ~2500 Total reserve deployments: 3 Criteria for hucking laundry: If you think you might die, get it out. Worst injury resulting from reserve ride: Blisters, from hiking down 4000’. Philosophy: Attitude is key: It is your reaction to events that determines your happiness more than the events themselves. While it’s good to be motivated, taking oneself too seriously often sabotages success. Favorite flight: Flying from Billing to Manali after the Pre-PWC in India in November of 2002 with nine others. It had only been done a few times before, was off our maps, and there were high passes in the way. The flight was fairly easy, though massively committing. The landing in 20mph valley winds on rice paddy terraces at the end did provide some excitement. Flying goals: Break the world open distance world record, go bivouac flying in a cool spot, win the U.S. Nationals again.

Secret to being a top comp pilot: Equipment – you need the best stuff out there.

I am sponsored by: www.paragliding.com, Windtech, UP, Flytec

Are you an instructor? I occasionally mentor up-and-coming comp pilots.

Top 5 Results

Five top competition results :

1st 2004 Monarcas Open, Valle de Bravo, Mexico

U.S. National Champion 2004, Salt Lake City, Utah

1st 2003 SoCal Open, San Bernardino, California

U.S. National Champion 2002, Owens Valley, California

Winner(tie), task 5 of 2003 World Championships, Montalegre, Portugal

Mexican National Champion 2003, Valle de Bravo, Mexico

World Declared Goal Record: 177 miles, from Edinburgh, Texas

Japan Cup 2002 – 3rd

U.S. National Champion 1999, Aspen, Colorado

SoCal Open 2001 – 2nd

A I R S P A C E

Spot 1: This would be a great site. It sits in G airspace with overlying E at only 700’ since it is within the magenta shaded area. The lower ﬂoor of Class E is fairly common in heavily trafﬁcked areas like this. Can I launch? It’s in G airspace, so yes, as long as you have one-mile minimum visibility and are clear of clouds. Climbout: Above 700’ AGL you must have 5-1-2-3. Maximum altitude is 18,000’ ASL. Soaring along the ridge to the southeast would be legal until reaching the dashed circle line just northwest of spot 3.

When looking at the chart (almost any chart, for that matter), assume that the surface is in G with overlying E airspace at 1200’ above ground level (AGL). Most G airspace (below 10,000’) requires one-mile visibility and remaining clear of clouds. In many populated areas or near airports, the overlying E airspace starts at only 700’ instead 1200’. This is marked by magenta graduated shaded areas (Spot 9 sits on one).

Spot 2: Pretend it’s a lake and you want to boat tow. This magenta dashed line deﬁnes the “surface area of Class E airspace” and is off limits to us. (Sec. 103.17 says, “No person may operate an ultralight vehicle within…the lateral boundaries of the surface area of Class E airspace designated for an airport unless that person has prior authorization from the ATC facility having jurisdiction over that airspace.”) Interestingly, this airspace has no top. When it was designed that wasn’t an issue because the

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A I R S P A C E

purpose was to require airplane pilots to have better visibility—it dropped Class E down to the surface. But latecomer FAR 103 used it to help separate us from other air traffic without having an upper limit—it goes up indefinitely. Spot 3: Blue dashes outline the D airspace surrounding nearly all tower-controlled airports, including this one just above Oxnard. They’re off limits unless you get permission from the control tower (possible with aircraft radios or by telephone). Just below spot 3 is a “20” in a box which shows their D airspace tops out at 2000’ ASL. Spot 4: Just like spot 3 except with the top at 3000’ ASL. Again, permission is required. Just below spot 4 is a restricted area, R2519. This piece of military airspace limits flying even if the airport wasn’t there—its controlling agency will be listed in the legend but, for pilots, a call to flight service is the most practical. They will likely give you a phone number to call. Call 800-WXBRIEF, explain that you’re a hang glider pilot and would like to call the controlling agency for R-2519. Can I launch? No, unless you have permission from NAS Point Mugu. It’s in Class D airspace where 5-1-2-3 applies. Climbout: Above 3000’ ASL, you get into E airspace where 5-1-2-3 remains in effect. Above 10,000’ ASL high minimums apply (1000’ below any cloud, 1000’ above and 1 mile to the side). Max altitude is 18,000’. Spot 5: Still in D airspace with a 2000’ top. That blue information tells how to contact the Camarillo airport using an aircraft radio—interpreting it is described on the chart’s legend. Runways are labeled by the direction of takeoff or landing. So runway 8 means an 80° heading (nearly east) for takeoff or landing. This helps us know what the air traffic will do when nearing or using airports, and how to stay clear. Blue airports have control towers and magenta airports do not, but both use the same symbology. All patterns to a runway are left unless otherwise noted with an “RP” (Right Pattern). This one has “RP 8” which means that traffic will normally fly right turns to final on runway 8—useful information to help us avoid where the airplanes are likely to be. Can I launch? No, unless you have permission from the Camarillo Tower. It’s in Class D where 5-1-2-3 applies.

frequently fly over. Although GPS navigation is far more commonplace, these stations still attract traffic that may be practicing procedures—they’re good places to avoid if over a few hundred feet. This one also happens to be inside the Class D airspace around the airport just west of it, and off limits without control tower permission. Spot 7: The line being pointed to has no meaning to us. Airplanes require an operating transponder that identifies them and their altitude to air traffic controllers; we can fly without one. Although not about airspace per se, this ring engenders many questions. Spot 8: All these eights are on the magenta dashed line surrounding the “Surface Area of Class E” airspace (just like spot 2) east of Camarillo airport. Unfortunately it excludes some otherwise good launches. It is intended to accommodate approaching airplanes into the three airports around Oxnard. Spot 9: This is just inside the shaded graduated magenta line (runs L to R) and would be a great launch site. Can I launch? Yes, it’s in G airspace and requires one-mile minimum visibility. Climbout: Above 700’ AGL you must have 5-1-2-3. Above 10,000’ ASL high minimums apply (1000’ below any cloud, 1000’ above and one mile to the side). Max altitude is 18,000’. Spot K: You’re getting closer to Los Angeles here and under their Class B airspace. In this area, the segment outlined by the blue shaded line goes from 7000’ to 10,000’ ASL. So it would be legal to launch and climb up to nearly 7000’. Be mindful that airplanes also do this and they congregate at the edges of and below these. A lot of airplane traffic plies the LA skies without talking to a soul—they skirt this tightly controlled airspace and some corridors get very busy. Can I launch? Yes, it’s in G airspace and requires one-mile minimum visibility. Climbout: Above 700’ AGL you must have 5-1-2-3. Max altitude is 7000’, which is the floor of LA’s B airspace.

Climbout: Above 2000’ ASL you get into E airspace; 5-12-3 remains in effect. Above 10,000’ ASL high minimums apply (1000’ below any cloud, 1000’ above and 1 mile to the side). Max altitude is 18,000’. Spot 6: This points to a VOR, a navigation aid that airplanes 46

January, 2005: Hang Gliding & Paragliding

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Spot 3: The blue line pointed at by 3 represents an “airway” that airplanes tend to fly along anywhere above about 2000’ AGL. We have no restriction associated with these airways, but extra vigilance or avoidance would be in order. Spot 4: The solid blue line with dots on the inside denotes a wildlife area. Pilots are “requested” to avoid flying in these areas below 2000’. It’s not much of an issue for free flyers given our silent nature. Can I launch? Yes, it’s in G airspace and requires one-mile minimum visibility. Example: Jackson Hole, Wyoming Getting away from the congestion near Los Angeles, we find lots of desert and open areas, perfect for our type of flying. But there’s still airliner traffic going into the main airport for Jackson Hole and so knowledge with vigilance is necessary when flying nearby. Here are some airspace considerations for the labeled areas. Spot 1: This launch in G airspace would be perfect—it’s away from all the airport activity and one only has to worry about gliders coming down from the airport near spot 2. Can I launch? Yes, it’s in G airspace and requires one-mile minimum visibility. Climbout: Above 1200’ AGL you must have 5-1-2-3. Above 10,000’ ASL high minimums apply (1000’ below any cloud, 1000’ above and 1 mile to the side). Max altitude is 18,000’. Spot 2: The airport just to the north should cause some concern when launching from here. It’s perfectly legal to do so, but in a northeast wind, the airplanes will be making right patterns to land towards the northeast. This is indicated by the “RP” under Driggs Reed airport info.

Climbout: Above 700’ AGL you must have 5-1-2-3. Above 10,000’ ASL high minimums apply (1000’ below any cloud, 1000’ above and 1 mile to the side). Max altitude is 18,000’. Spot 5: This is pointing at the blue dashed line depicting the D airspace around Jackson Hole’s airline airport. It tops out at 8900’ and its blue color means there’s a control tower. Spot 6: Launching here in the D airspace would require permission from the control tower. Spot 7: The magenta shading pointed at here is where the floor of E airspace drops down from 1200’ to 700’. This accommodates airplanes that may be flying into Jackson Hole—the idea is to lower the E which requires better visibility. They don’t want folks flying around above 700’ who can only see a mile. Spot 8: A wildlife area where pilots are “requested” to stay above 2000’ AGL. Spot 9: The VOR navigation aid that tends to congregate airplanes and is best avoided at higher altitudes (above about 2000’ AGL).

One of the more fun uses for these charts is telling gross elevations. There won’t be a lot of detail but most anyplace worth its rise will show up.

Spot J: Here is one of the few areas in the country where there is no overlying E airspace. The sharp edge of the blue shaded line marks the edge. That fact has almost no signiﬁcance to us except that we can get away with only a mile visibility up to 10,000’ ASL.

Can I launch? Yes, it’s in G airspace and requires one-mile minimum visibility.

Climbout: Above 700’ AGL you enter E airspace and must have 5-1-2-3. Above 10,000’ ASL high minimums apply (1000’ below any cloud, 1000’ above and 1 mile to the side). Max altitude is 18,000’.

Climbout: You’ll be in G all the way up to 18,000 feet ASL. By regulation, though, the visibility minimum goes up to three miles climbing above 1200’ AGL and goes up to high minimums above 10,000 feet ASL.

Hang Gliding & Paragliding: January, 2005

Spot K: This is just inside the E airspace area. Spot L: Just outside the E airspace area. Can I launch? Yes, it’s in G airspace and requires remaining clear of clouds and one-mile minimum visibility. Climbout: You’ll stay in G airspace all the way up. Above 1200’ AGL, although you still only need one-mile visibility, the cloud clearance goes up to what E requires: 500’ below, 1000’ above and 2000’ to the side. Above 10,000’ ASL high minimums apply (1000’ below any cloud, 1000’ above and one mile to the side). Max altitude is 18,000’. Besides keeping us legal, hopefully this knowledge can help us be more aware of our surroundings and honor the trust placed in us. The rules are ﬂexible indeed and have worked well for everybody concerned. But we must always be mindful that “we’re not alone up there.” If you have any questions regarding the article or the speciﬁc airspace issues it addresses, feel free to email jeffgoin@usppa.org.

time you The amount of h holding your stand on launc relates proporhang glider cor e potential to tionally with th . make a mistake Beginning with this issue, you’ll ﬁnd one or two random safety tips “posted” somewhere in the magazine. Fly smart— and safely! 48

ditions, lift Check your con ur glider, and balance yo then go. – Jim Reynolds January, 2005: Hang Gliding & Paragliding

POETRY OF FLIGHT

Goat Mountain Wall

— My beloved is a thermal breeze, ﬁnicky beyond belief. Now she lingers in the valley raiding the tree tops, now she teases the hillside ﬂagging tickling my feet. At last she whips around, jumping on my back from behind with a hard laugh that says: this airspace is mine. Many a time I have been standing at the edge of this cliff in the heat of the afternoon waiting for her cool face to meet mine,

FLY-KU Region 1’s director Mark Forbes enjoys working with words, and I occasionally go to him for help with making some of the technical or business-related articles more reader friendly. As a pilot from the Paciﬁc Northwest (sometimes spelled Northwet this time of year!) he appreciates the value of ﬂying-related diversions to get us through the winter airtime-withdrawal blues. “How about a haiku contest this winter?” he suggested last fall, and submitted a selection of his favorites. For those of you who are imagining martial arts leaps or something you manipulate with chopsticks, Mark provides this guidance: Five syllables start Then seven in the middle Five more complete it. Yes, it’s poetry, but that’s all there is to it! Three lines, count your syllables carefully, anything goes topic-wise. Some examples from Mark: Earth rises toward me Basetube hooks the sagebrush root Desert echoes...WHACK!

Sprogs? They’re new to me! Maybe they go in this way. Looks good. You go ﬁrst.

Bikini-babe tans Tug climbs for cloudbase delights Flight park ﬂying bliss

Hands off. The nose drops. Pull in to keep it ﬂying. Fat guys trim faster.

Tip wand can’t be bent. How shall I conquer its strength? Russ Camp knows the trick.

Almost time to ﬂare! Hands high. Push UP. Kick the keel. Whoa! Best landing yet!

From Northwest parapilot Beth Friesen comes this “double ﬂy-ku”:

often in vain… But ah, when she comes, the mountain begins to shudder and the air expands with lift as she picks me up in a swoop of joy.

I hear the crinkle, Bright colors soar from the dust. I’m flying again! Earth falls behind me. Cares and worries fly away. This isn’t a dream. Next time you’re stuck in traffic or the long lines at the return counter after Christmas, or are waiting for cloudbase to lift enough for you to launch, try wordsmithing your own fly-ku. Send your favorites to editor@ushga.org; include a high-quality/high-resolution photo or illustration and you might even make it into the gallery!

Herta Kurp, July 2004 Hang Gliding & Paragliding: January, 2005

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Hang Gliding Accident Report By Joe Gregor

n the previous two columns we delivered initial notiﬁcations for seven major hang gliding accidents. We then discussed in some detail the process we planned to use in investigating and reporting these types of serious accidents. As of this writing, the last few months have been mercifully quiet with regards to major hang gliding accidents. (I regret that such is not the case in the powered ultralight realm; I have just been informed that we have lost one of hang gliding’s founding fathers, Bill Bennett.) We have, however, continued to build up a respectable collection of minor hang gliding accident reports. As a working deﬁ nition, we consider a minor accident to involve glider damage greater than broken or bent downtubes, and injury not requiring urgent professional medical treatment. An incident, most of which go unreported to USHGA, would involve a situation that carried with it the potential for resulting in a serious accident, but which due to some combination of luck and/or pilot skill resulted in no glider damage or personal injury. Obviously, it is not practical to invest time and resources in investigating such minor accidents and incidents. Yet there is much to be learned from such events—perhaps even more than from major accidents, since the pilot is intact and available to provide their witness and analysis of events. How to handle such reports has been in the forefront of my mind as I’ve struggled to keep up with our ongoing major investigations. We owe a debt of gratitude to our volunteer investigators, whose on-scene efforts to working these majors have given your chairman time to think, and make this column possible. Kudos goes to Dean Funk, Paul Gazis, Bruce Weaver, Riker Davis, Urs Kellenberger, John Heiney, Gary Solomon, and many others. Be sure to give them your thanks, and perhaps an XC retrieve, next time you see them in the air or on the ground. So how can we best exploit this potential goldmine of information from minor accident reports? As I have stated earlier in previous columns, these report are often brief to the point of uselessness. They generally represent the eyewitness account of one individual, and we now know that eyewitness accounts are the least reliable pieces of information available to the accident investigator. Still, if handled carefully, we may learn some valuable lessons from these reports. One important caveat will apply to each and every discussion we have related to these minor reports: Do not expect to discover the “true” cause of the accident or incident in question. In discussing these minor accidents and incidents, bear in mind that no investigation has been performed. There has been no rigorous data collection, no fact-checking, no detailed and objective analysis intended to deduce a probable cause. Instead, we 50

will use these anecdotal reports as a jumping-off point, leading to a discussion of real safety issues that may affect other pilots in a similar situation. What we learn may not represent the “true” cause of the particular accident in question. Nevertheless, the lesson learned will be a valid one for those wishing to avoid the fate we assume befell the hapless pilot in the case currently under discussion. Following this column, on p. 68, is a related article and discussion, led by Dennis Pagen, of two hang gliding accidents that took place in Europe last summer. One was a fatal towing accident involving a little-known event called a “vertical lockout.” The second accident reported by Dennis involved what would have been called a “graveyard spiral” had it occurred in a fixedwing aircraft. The pilot in this second accident was lucky enough to survive the experience. Meanwhile, we have received final reports on three of our classA mishaps. These reports are far too large and detailed to include within the confines of this column. Instead, I will give you an executive summary, and refer you to the members-only section of the USHGA Web site, where you may view the reports in their entirety.

Executive Summary: Date/Time: March 30, 2004 / approximately 3:00 p.m. Location: Marion County, Georgia Pilot Rating: 42-year-old male, H-4. Equipment: Airborne Climax glider, Tenax harness, Icaro helmet. Wx: Mostly sunny skies, SW 5 mph A pilot flying cross-country from Lookout Mountain Flight Park crashed while attempting to land in a restricted landing field. The pilot impacted a parked motor home on the ground, sustaining fatal injuries due to blunt trauma. The pilot was reportedly in contact with a pilot on the ground for most of the flight, but there were no eyewitnesses to the accident. Logbook: The accident pilot held a USHGA H-4 rating with the following special skills signoffs: RLF, TUR, XC, AT, AWCL, CL, FL, and FSL. Most of the special skills signoffs were obtained in 2002. He had logged 107 hours total airtime and 240 flights prior to the accident flight. He had flown on only three days—in September 2003, January 2004, and February 2004—in the six months prior to the accident flight. Prior to September 2003, the accident pilot had been flying frequently. His last XC flight was on September 1, 2002; duration of 2:18, distance of 20 miles. January, 2005: Hang Gliding & Paragliding

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Coming in low over trees into a familiar ﬁeld is quite different from setting up a similar low approach into an unfamiliar ﬁeld for a cross-country landing. Photo: Peter Darian

at the time of the accident are unknown. Afternoon thermal activity and close proximity of trees around the LZ may have resulted in some turbulence in the LZ and during the approach. The accident pilot sustained fatal injuries from impact with the side of the RV, impacting about 2/3 of the way down on the right-hand side. He was found lying partially on top of the RV with legs dangling over the side. The glider sustained signiﬁcant structural damage. The accident pilot’s ﬂying harness and helmet exhibited no overt sign of damage from the impact. The pilot’s reserve parachute and drogue chutes were both undeployed.

Analysis: The pilot was not flying with a GPS unit or operational barograph, so we Medical: The accident pilot wore contact lenses while flying. can only speculate concerning the pilot’s approach setup and There were no known pre-existing physical conditions or ill- final approach path. Eyewitness accounts from participants nesses at the time of the accident flight. in the prom party in the adjacent field indicate that the pilot flew downwind south of the accident site before turning onto Synopsis: This was the accident pilot’s second fl ight of the day, base. The field within which the glider came to rest was severely the fi rst being a mountain launch from Lookout Mountain. restricted, so it seems likely that the pilot was setting up for After an extended sled run, the accident landing in the larger field to the west. This pilot towed up at approximately 2:30 field, 1000’ long and reasonably wide, Cross-country flying p.m. Radio contact was maintained with would have been a much better choice asis highly rewarding. It an individual on the ground during most suming that there was no party activity of the fl ight. The accident pilot reached going on here (none was reported). One gives us an opportunity a peak altitude of 4000’ AGL, and made scenario consistent with the known facts to dramatically a low save over a lake approximately would have the accident pilot setting up three miles south of the fi nal LZ. One for a long final and hitting significant increase our flying report indicated that the accident pilot sink on final approach. This is plausible, skills and pilotage. was flying “low and erratically” prior to as thermal activity was reportedly still It also dramatically reaching the LZ. Based on the position in occurring at the time of the accident. A which the glider and pilot came to rest, second scenario would have the accident increases the risks approach was made to the west. The area pilot attempting to land in the smaller, inherent in the sport. below the presumed fi nal approach was restricted field, diving under the power narrow (about 100’ wide) and lined with lines (which he may or may not have seen trees. This area was obstructed by a low power line which cut on approach setup), and attempting to land short of the RV, or diagonally across the field, and extended for about 300’ before to pop over the RV and land on the other side. A third scenario opening up to a larger field approximately 1000’ long. A dirt would have the pilot passing over the power lines, and attemptroad separated this smaller, highly restricted and obstructed ing unsuccessfully to pass over the RV on final approach. Given field from the larger one along the presumed approach path to the energy with which he impacted the RV, he should have been the west. An RV was parked on this dirt road at the time of the able to trade altitude for airspeed and clear the obstruction, accident. Another large field bordered the presumed LZ to the making this third scenario the least likely. A true and accurate south. This field was being used for an outdoor prom party at rendition of events probably falls somewhere between the first the time of the accident. Estimated landing time was 4:00 p.m. and second scenarios. EST. The fi nal position of the pilot and glider was 14.5 miles from Lookout (NNE) N35° 07.492’ W85° 31.137’ in Tennessee Probable Cause: Improper approach setup for the field and (16.2 miles measured by MS MapQuest). Conditions in the LZ conditions prevailing at the time of the accident. Failure to Hang Gliding & Paragliding: January, 2005

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select an adequate field for the approach, given conditions and pilot experience level. Discussion: Cross-country flying is highly rewarding. It gives us an opportunity to dramatically increase our flying skills and pilotage. It also dramatically increases the risks inherent in the sport. General aviation pilots routinely fly cross-country, but they do so only after a great deal of pre-flight preparation. The proposed route, if new, is generally mapped out and researched prior to the flight. The LZ is a known quantity, conforming to fairly strict rules of composition and form, with characteristics that are published and reviewed prior to and during the flight. The general aviation pilot knows he will find a paved or grass strip X number feet long, X number of feet wide, and facing in a certain direction. He or she will be familiar with the obstructions in the local area, and will find a windsock located within the field to show the current surface winds. The hang glider pilot has few if any of these benefits. He or she will follow a route dictated by the winds, surface topography, and thermal activity. Each route will be a new one, not truly planned or reviewed in detail prior to launching. The LZ will be the last field the pilot finds himself over before sinking out. The dangers are multiplied further if the pilot attempts to find lift in a marginally landable (or unlandable) area, and/or delays setting up the approach in an attempt to work lift low and get back up. Unseen obstructions, local wind variations due to thermal activity and terrain, and unperceived or misperceived topography (gullies, slope), add further to the dangers. A strange field will present fewer clues than a known field. Characteristics like tree height and the size of the field, which are known for the local LZ, must be estimated literally “on the fly,” while picking out and setting up for the strange-field landing. Even if the XC pilot were to commit early, pick a good field, and deduce the proper direction of landing, he or she may still misjudge the approach for one reason or another. In a glider, there are no low approaches—you only have one chance to get it right. Recommendations: When performing XC flight, select landing zones that provide a number of options, in case your evaluation of the LZ and/or weather conditions proves to be in error. Give yourself sufficient time and altitude to properly evaluate the LZ and conditions prior to setting up for the approach. Avoid fixating on one approach pattern and/or landing spot. Always remain within a sure glide of your chosen landing field while maneuvering for the approach. The aspiring XC pilot should begin by practicing extensively at various local flying sites, landing at a large variety of previously walked LZ’s and under a wide range of wind, weather, and lighting conditions. Practice evaluating LZ’s from the air, then later walking those same fields in order to match your in-air perceptions with ground-truth. Pick large, unobstructed LZ’s that provide a number of landing options, and continually evaluate your 52

approach performance to determine if there is a need to switch to plan B or C. As an example, before flying my first hang gliding XC, I flew as many sites as often as I could for several seasons. Even though I had roughly 3000 hours flying fixed-wing aircraft all over the world, I flew my hang glider locally only for several seasons before attempting my first XC in the mountains. On my first few XCs, I picked out flat fields large enough to land a 747 in. I still prefer them that way. Those who are interested may read the full report for this and other accidents by navigating to the members-only section of the USHGA Web site (https://www.ushga.org/member_login.asp).

Executive Summary: Date/Time: April 22, 2004 / 2:20 p.m. Location: Campbell hills/Sugarloaf Peak, California Pilot: 62-year-old male, H-4 Glider: Wills Wing Sport 150 Wx: Fairly steady 30-35 mph; 10-15 degree left cross. A pilot launching from a 200’ AGL ridge contacted the ground with his basetube immediately after launch and was turned back into the hill before he could re-establish aircraft control. The pilot sustained fatal neck injuries as a result of ground impact. The pilot had a known pattern of launching from this site and pulling in to buzz the area immediately in front of launch. Logbook: The accident pilot held a USHGA H-4 rating with the following special skills signoffs: AWCL, CL, FL, FSL, RLF, TUR, and XC. Most of the special skills signoffs were obtained in 1982. He had a total of 26 years hang gliding flying experience. No other logbook information was reported. The accident pilot’s recent flight experience—his currency level—is unknown. Medical: There were no reported pre-existing physical conditions or illnesses at the time of the accident flight. Synopsis: The pilot set up to launch from a part of the hill that presented a gentler slope than the usual launch spot. He employed a two-person wire crew to help stabilize the glider and, upon launching, immediately rose approximately six to eight feet with wings straight and level. As the pilot kicked into his harness and pulled in on the bar the glider descended and the pilot, control frame, and right wingtip impacted the ground about 10 feet in front of launch. The glider became airborne once again, and began turning to the right. The pilot attempted to correct to the left, away from the hill, but the glider accelerated downwind January, 2005: Hang Gliding & Paragliding

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along the hill to the right. After traveling about 75 feet, and in an estimated 45° bank, the right wing contacted the hill. Glider and pilot both pounded in hard. The pilot apparently died instantly. Analysis: The wing being flown was new to the pilot, being of a smaller size than his accustomed wing. Also, the launch position used by the pilot this day was more gradually sloped than the position that the pilot was accustomed to launching from. Bystanders at Foot-launching a hang glider is an extremely critical maneuver, and represents one of the most dangerous and complicated launch did not feel any phases of flight. Photo: Ron Gleason changes in wind velocity or direction (gusts) at the time of the incident. The accident pilot had a habit pat- the conditions prevailing. The flex-wing hang glider has, by the tern of gaining 10 to 15 feet immediately after launching, then nature of its design, limited control authority. pulling in to buzz the area in front of and below launch. Two factors unique to this launch attempt may have influenced events Recommendations: Remain clear of all obstacles while in-flight. for the accident flight: 1) The reduced sail area for the glider he was flying this day may have caused the pilot to over-control on Foot-launching a hang glider is an extremely critical maneuthe pull-in, and 2) the more gradual slope from which point the ver, and represents one of the most dangerous and complicated pilot chose to launch this day may have resulted in less ground phases of flight. During this maneuver the pilot is required to clearance than the pilot was accustomed to having immediately smoothly transition from ground handling to controlled flight after launch. while extremely close to the terrain. Top priority should be given to accomplishing this goal while rapidly increasing the space beProbable Cause: Failure to maintain proper clearance from tween your aircraft and any solid objects that may be nearby (e.g. the terrain, resulting in a loss of aircraft control. the ground). Discussion: This pilot had a habit pattern of launching, getting 10 to 15 feet into the air, then pulling in to swoop below and in front of launch at this site. At the launch point normally selected, the slope was steeper, providing greater ground clearance out in front of launch. The larger glider typically flown by this pilot would have responded more slowly in pitch to the pull-in after launch. Taken together, these two factors may explain the inadvertent ground contact immediately after launch. There may also have been a change in wind direction and/or velocity at launch, which went unnoticed by witnesses at launch. Once the glider was turned right across the hill, there was little the pilot could do but attempt to correct to the left. Success relied on the pilot having sufficient control authority to make this correction under Hang Gliding & Paragliding: January, 2005

Until next time, ﬂy high and fast, and safe.

C A L E N D A R

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

USHGA Sanctioned Competition April 15-23: Flytec U.S. Hang Gliding Nationals and Pre-Worlds, Quest Air, Groveland, Florida. Registration opens December 15, $375 early, $450 after March 15, tow fees extra. H-4, or H-3 with meet director approval, special skills XC, AT, TURB (or foreign equivalent) required. More information: www.flytec.com. May 1-7: East Coast Paragliding Championship. Practice day April 30. P-3 with tow signoff required. If you need the signoff, contact David Prentice, earthcog@yahoo.com, and plan to come early. Registration fee $200, tows extra, 35 pilot limit. Location (at one of the Florida flight parks) TBA. More information: David Prentice, earthcog@yahoo.com. May 3-7: Hang Gliding Speed Gliding Nationals, Chelan, Washington. Registration opens February 27. Entry fee $150, Sport Class entry $50. Contact: Aaron Swepston, tontar@comcast.net.com, (253) 826-1112. May 31-June 4: Third annual paragliding Rat Race, Woodrat Mt., Ruch, Oregon. Registration opens April 1, $275 early registration before April 20; includes BLM land use fees, lunches, awards party, T-shirt. Late fees added for registration after April 20. More information: www.mphsports.com/ratrace, or (503) 657-8911. June 5-11: HAS East Coast Hang Gliding Championship, Highland Aerosports flight park, Ridgely, MD. Hang Gliding Open. More information at www.aerosports.net/ECC. July 10-16: Paragliding Nationals, Chelan, Washington. More details to follow.

Competition January 22-30: Monarca paragliding competition. Valle de Bravo, Mexico. www.monarcaparaglidingopen.com. February 21-26: Millennium Hang Gliding Competition and Fly-In, Valle de Bravo, Mexico. Meet director: David Glover; safety director: Jeff Hunt. H3 or above. More information: jeff@flymexico.com, www.flymexico.com, or (512) 467-2529. June 22-26: King Mountain Hang Gliding Championships, near Moore, Idaho. Best 3 out of 5 days of open distance XC along a specified route. Handicap scoring, bonus LZs, Open, Recreation, and Team classes, drivers award, staff choice award, BBQ, free camping, great prizes and trophies! $50 entry fee includes membership to the Idaho Hang Gliding Assn. Inc. and a full-color shirt designed by awesome renowned Montana artist, Dan Gravage! Many pre-registration incentives! For more info contact Lisa Tate, meet organizer/ director at (208) 376-7914 or (208) 484-6667, lisa@soaringdreamsart.com. See rules online at www.soaringdreamsart.com/kingmeet. 54

Fly‐Ins January 22-23, February 19-20, March 19-20 (full moon weekend of each month): Cotes Cliffs, Baja California, 80 miles south of Ensenada, Mexico. Flying in Mexico during our annual series of winter flying trips is awesome! Last year we were able to initiate several new members into the E-Team! Let’s see, we had the E-Bay Boys, and a Dr. Doctor who liked to play with fire to name just a few. The flying site is a 10-mile-long, 250-foothigh cliff located on a deserted Mexican beach. There are no facilities, so bring everything that you will need to have fun, flying or not. Also bring along any household donations that can be left behind for the local population. Via Con Dios. Contact Mike Hilberath (949) 455-0032, eteamer@cox.net or eteamerseat@hunnys.com.

clinics , meetings, tours Winter 2005: Winter flying tours, hang gliding and paragliding, Valle de Bravo, Mexico. Some of the most consistent flying on the planet. Conditions for all levels of experience. Basic package, Sunday to Sunday, in and out of Mexico City airport. Discounts for returning clients. Fly-In and Competition support, see Mexico Events on Web site. More information: 800-861-7198, http://www.flymexico.com. December 31-January 6 and January 8-15: Tours to Valle de Bravo, Mexico. Tours include thermal and XC coaching, shuttle service, hotel and guide service. Ken Hudonjorgensen and Kevin Biernacki. Contact Twocan Fly Paragliding, 474 E. Tonya Dr., Sandy, UT 84070, (801) 572-3414, khudonj@qwest.net, www.twocanfly.com. January 2-9 and January 9-16: Fly south this winter! The most affordable winter flying vacation ever! Group tour to Mexico, includes transportation, lodging and guide services. $675. P-3 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: 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-wheel-drive truck. Parasoft Paragliding School, www.parasoftparagliding.com, (303) 494-2820. January 15-17: Hang gliding tandem clinic with Steve Stackable and Alan Chuculate, San Diego, CA. T1-T3. Save $50 by pre-registering with a $50 deposit. For details, contact Alan at (858) 395-1552 or by email AlanC@San.RR.com. January 15-February 28: Join Doug and Denise of Aerial Paragliding in conjunction with WalkerJet and learn to paramotor in Arizona! More information: (509) 782-5543 or doug@aerialparagliding.com. January, 2005: Hang Gliding & Paragliding

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January 22-February 5: Come Fly Tapalpa, Mexico, with Juan Laos and Advanced Paragliding. This will be our sixth consecutive year guiding tours to this area, which boasts some of the best flying in Mexico. This is the site of the 2002 and 2004 PWC and is Mexico flying at its finest, without the crowds. Wide-open launches and LZs, long mountain ridges and escarpments for cross-country flying with easy retrieves. We will be flying Tapalpa, San Marcos, San Juan Cosala, and Guadalupe. All are within approximately one hour of our first-class lodging in the historic mountain town of Tapalpa. We will have four USHGA instructors on the tour for personalized thermaling and cross-country instruction. Just show up at the Guadalajara airport and we take care of the rest. The tour fills up fast so reserve early. $1800. More information: Juan@advancedparagliding.com, (925) 377-8810. January 29-30: The Arizona annual parachute clinic, scheduled with parachute manufacturer Betty Pfeiffer and premier parachute designer Bill Gargano. All hang glider and paraglider parachutes WELCOME! Re-packs $45.00. Send your chute or attend the clinic-same price. Equipment discounts at the clinic. REGISTRATION REQUIRED! Email: venture@commspeed.net, or call Greg (928) 308-2409. LET’S GET SAFE! February 1-10 and February 14-23: Fly Brazil, a pilot’s paradise. We will handle the details, you just need to show up with your wing! Fly four great sites: Belo Horizonte, Governador Valadares, Pancas, and Alfredo Chaves. Brasilero, Moses “Moka” Sodre, together with Chip Hildebrand and Matt Combs of Jackson Hole Paragliding, will be your guides. $1,500 per pilot includes transportation to and from the airport, all hotels, breakfast, Portuguese translation, transportation to launch, retrieval, and three guides in the sky with you! Limit eight pilots per tour, further guide service for extended stays will be available. More information: Chip, (307) 690-skyy, or Matt Combs, Mcparagliding@hotmail.com. February 12-20, and February 20-28: Fly Brazil. Nine-day paragliding tours start in Rio de Janeiro, and include flying over the white sand beaches of Sao Conrado, then on to Alfredo Chavez with a relaxed atmosphere and majestic views. Next stop world-famous Governador Valadares, site of the 2005 Paragliding World Championships. Tour includes transportation from Rio, lodging and guide services. Improve your thermal and XC skills with 2005 world team member David Prentice. More information: contact David at earthcog@yahoo.com. March 25-27: Paraglider IP Clinic in the San Francisco Bay area, open to aspiring instructors and basic instructors looking for recertification. Registration must be received no later than February 15, 2005. Hosted by Juan Laos, IP administrator, and Advanced Paragliding. More information: Juan@advancedparagliding.com, (925) 377-8810.

Hang Gliding & Paragliding: January, 2005

April 1-3: Advanced kiting & high winds seminar conducted by Peak to Peak Paragliding in conjunction with Super Fly’s Chris Santacroce. Focus is on heightening kiting and launching skills. Class meets each morning and afternoon at Point of the Mountain in Draper, Utah to practice hands-on skills. P-2 and above except with permission from course instructors. Contact Kay Tauscher, (303) 817-0803, kay@peaktopeakparagliding.com. April 22-May 8: Jackson Hole Paragliding SIV Clinics at Jackson Reservoir, Northeast Colorado. Improve your flying skills and gain confidence. For more info contact Scott Harris at (307) 690-8726 or www.jhparagliding.com. April 30-May 2, May 3-5, May 6-8: Over-the-water maneuvers/ safety paragliding ourses coached by Chris Santacroce, KING of over-thewater training. These courses are intended to provide a safe environment for pilots to do maneuvers that they wouldn’t necessarily want to try over the ground (at least the first time). Includes practice in basic safety maneuvers (e.g. asymmetric deflations and how to correct for them), more radical maneuvers used for safety or descent (e.g. spirals or b-line stalls), and/or acrobatic maneuvers such as wingovers, SATs and loops. Recommended for any level of pilot. Attend one, two or all three courses. Contact Kay Tauscher, (303) 817-0803, kay@peaktopeakparagliding.com. May 30-June 29: Touching The Andes of Peru Paragliding Fall Tour 2005. Jeff Cristol of Adventure Tour Productions has been visiting Peru to climb and paraglide since 1981. With his wife, a native of Lima, Peru, Adventure Tour Productions will return to visit sites on the Pacific coast and in the high Andes. More information: adventuretourproductions.com, or (970) 728-1754. June 3-5: Women with Wings I: for new women pilots or those continuing their skill development. The course may include towing over land or water as part of the skill development of the female pilot. The course will be held near Boulder, Colorado. Contact Kay Tauscher, (303) 817-0803, kay@peaktopeakparagliding.com. July 15-17: Women with Wings II: for new women pilots or those continuing their skill development. The course may include towing over land or water as part of the skill development of the female pilot. The course will be held near Boulder, Colorado. Contact Kay Tauscher, (303) 817-0803, kay@peaktopeakparagliding.com. August 19-21: Women with Wings III: for intermediate to advanced women pilots continuing their skill development. The course may include towing over land or water as part of the skill development of the female pilot. The course will be held near Boulder, Colorado. Contact Kay Tauscher, (303) 817-0803, kay@peaktopeakparagliding.com.

S I T E

G U I D E

Greg Mick drives tandem clients to the end of the runway.

Virginia Is For Hang Glider Pilots Article & photos by Davis Straub, staff writer on assignment, http://ozreport.com

e’ve parked our trailer along the eastern tree line at Buffalo Ridge Airsports, Ron Dixon’s 73-acre trike and hang gliding field, a mile north of Amherst on Highway 29, north of Lynchburg (not the home of Jack Daniels), Virginia. Ten miles to the west you’ll find the Blue Ridge Parkway and the Appalachian Trail. Here we’re looking west out over a beautifully manicured ridgetop grass field running north-south. We’re out in the countryside with plenty of open fields and tree lots all the way up to the wooded hills to the west. To the east is the Piedmont, open country for long cross-country flights. To the south and west there are foot-launch sites within 20 minutes of Amherst. Forty-five minutes to the north along Highway 29 you’ll find Thomas Jefferson’s house at Monticello. It’s a great place to send the spouse and kids while you’re spending the day flying. But then, there is plenty for the kids right at the airpark. As you turn off Highway 29 you drive right through the Lower Forty Acres donkey farm. There were 50 small burros there when we visited and they are accustomed to people because two 13-year-old local girls come by three days a week to feed and care for them. Then there’s the old Lynchburg hook-and-ladder fire engine right here at the field (should be a lot of fun to play on) and there is the swimming pool for when it gets hot. There are also plenty of op56

portunities to play in the woods around the field, or learn to fly on the training hill at the end of the runway (and down below). We came here to get a taste of that smooth Virginia mountain air and beautiful countryside. We’d driven up from Knoxville, Tennessee, on Route 81 which parallels the Appalachians and ends up in the Shenandoah Valley to the north of here. Up that way you’ll find many mountain sites used by Washington, D.C. area pilots including Woodstock (http://www.chgpa.org/SiteInfo/ SitePhotos/site_photos.html), a site favoring northwest winds. At Ron’s place we found a unique mix of trike and hang glider pilots that have formed a symbiotic relationship. The hang glider pilots give the trike pilots something useful to do, and the trike pilots get the hang glider pilots in the air. Sure, there are more local mountain launch sites than there are local mountain hang glider pilots, but it’s easy and fun to get together at the tow park and get into the air. Besides, I hear from various folks that the local legend, Nelson Lewis, keeps many of the mountain sites secret, and you have to prove yourself to Nelson if you want to fly there. (Nelson can’t aerotow. I found this out from Pete Lehmann, who knows Nelson and would call him from Zapata—where we were towing—and see how things were downwind at Leakey, Texas, where Nelson was trying to foot launch off a 400-foot hill that requires that you hike up.) One pilot who showed that he had the right stuff for Nelson was John Harper, a local who has only been flying three years. January, 2005: Hang Gliding & Paragliding

D SE I PTAE R TG M U EI N D T E

Nelson’s taken him out to the secret sites and after two years of flying John went out west to Sandia for some cauldron-fromhell action. John says that he flew nine out of fourteen days at Sandia, getting to 18,000’ and flying south along the range. Apparently he had the longest flight there a year ago at 98 miles. I mention this because he’s a great example of a new pilot who learned to fly right where we are camped here in western Virginia, taking lessons from Greg Mick. John was here on the second night we stayed, taking some additional tandem instruction from Greg on his way to getting his tandem instructor’s certification. He’s already an instructor. A number of the pilots here will be heading off for one of the instructor certification clinics in the fall to re-up their instructor certification. I originally contacted Greg when I thought of coming through Virginia on my way to the Northeast and New York, because I saw that Wills Wing would be having a demo day there. If it was a good enough place for Rob Kells or Jim Reynolds to stop, I figured we should come by and check it out. Greg teaches and gives tandem flights in the evenings and on weekends. Everyone here has a real job, so the activities at the tow field are pretty light during the weekdays, although I could have gotten a tow at one o’clock. I wasn’t ready so I had to wait until 4:30. On that flight, the trike pilot let me off in a house thermal to the west of the field and I was able to gain a thousand feet in light lift. It looked like there was a lot more thermal activity just a few miles to the west and if I’d had my radio with me I would have headed up into the hills under the long-lasting cumulus clouds. There was a lot of haze from moisture in the air but there were also quite a few cu’s over the hills and some over the rolling hills where we were located. There had been quite a few more cu’s earlier in the day, when the temperature was in the mid-nineties.

Top: Greg Mick gets ready to take up a tandem passenger Above: A hangar full of trikes

The ﬁre engine for kids to play on, the parking lot, the hangar, and the edge of the runway Hang Gliding & Paragliding: January, 2005

S DI ET PE A RG TUMI ED NE T

Greg took a couple up for tandem flights later, after my flight when everything calmed down. He uses the training hill here at the end of the runway as well as three other training hills in the neighborhood. He also has an ATV-powered “scooter” towing setup that he uses for training. He’ll also take students to the local mountain sites for high flights. You’ll find information about Buffalo Ridge Airsports at http://www.buffaloridgeairsports.com/. More about Greg’s operation is at http://www.davismick.com/ highpeak/, and more on the local area at http://members.cox .net/skywacker/.

bull’s eye Crashing on the ing. is still just crash – JC Brown

At Ron’s place we found a unique mix of trike and hang glider pilots that have formed a symbiotic relationship. The hang glider pilots give the trike pilots something useful to do, and the trike pilots get the hang glider pilots in the air.

It’s been great camping here. There isn’t any electricity (except from a generator which you can start up if you need a bit) and no phone lines. There may be electrical service next year (they’ve got to bury the

lines). John Harper could put in high-speed Internet access through the power lines if they get here. He does this sort of thing for a living. There is a large hangar where the trikes are stored and where Greg has his ground school and where tandem students watch videos. The hangar has a concrete ﬂoor and everything is kept in very good order.

The runway is quite long and the approach from either east or west is wide open. If the wind is crossing the air can be rowdy as there are trees on both sides of the runway. There seems to be some success in getting new pilots trained here and hopefully that can increase and improve. Greg Mick writes, “Most of the pilots trained in the area tend to gravitate toward mountain flying rather than coming to the flight park. Many pilots have long drives to the flight park just by the nature of the demographics. We have turned out a fair number of competent pilots. “Many pilots are from Roanoke, Blacksburg and areas in the valley across the mountain, which makes the mountain sites close to their homes more appealing. There are more mountain sites than pilots. For many pilots there is a mountain site within 15 minutes of their home, or they drive by three or four mountain sites on their way to the flight park, which for people in Roanoke is a two-hour drive. “With the culture of the older pilots in the area steering new pilots toward mountain flying, we are just now getting new pilots into aerotowing as a prime method of flight. Economically it is just less expensive to teach foot-launch flight as compared to aerotow flight (one instructor and one piece of equipment compared to aerotow which also requires paying for a tug pilot and tug) so most pilots learn to foot launch first and then aerotow simply because that is what they can afford.” I found Ron’s field a great place to fly, with many open fields and cross-country possibilities. The nearby hills are easily reachable, and it seemed quite possible to go farther west and get up on the higher mountains. Also flying east provides great flatland possibilities with many open areas.

January, 2005: Hang Gliding & Paragliding

CD OE M P P A RC TO MR EN NE R T

No Whining, Please By Bob Rinker

Photos: Christian Pondella, Red Bull

“All right, the first thing we need to let you know about tomorrow’s trail run is that there is no trail. In addition, there will be no passing allowed on the fixed rope sections and you must put your helmet on and keep it on once you reach the first glacier. Any questions?” There were none. In fact there was not even a peep in the room, even after the trail run start time was moved up to 0600. “OK, next, paraglider pilots: We have moved the start time up one hour as the valley winds have been picking up to 20-30 mph early and we want you guys in the LZ by 0900. So, the trucks will leave for the transition point at 0530. Be there with your gear and bring a jacket. It’s cold standing around at 12,000 feet waiting for your runner to come in. “ Still no questions. I was starting to grin. They just told the paraglider pilots to be in the truck to launch at 5:30 a.m. and there were no complaints. At my local club meetings back home we have argued for hours about outhouse privileges! But I was not back home. I was sitting with 67 other athletes in the courthouse in Silverton, Colorado, being briefed on the inaugural running of the Red Bull Divide and Conquer event. This was a four-leg relay race consisting of trail run, hike and fly, kayaking and mountain biking legs. No entry fee, free food and drink—how hard could it be? Hard. The “trail” run consists of an eight-mile race gaining 4000 feet in elevation over snow, scree, glacier and other terrain, none of it resembling a trail. At 12,000 feet the trail runners hand off the baton to their paraglider teammates, who hike 1000 vertical feet, again no trail, to the summit ridge of Kendall Peak, then hike back down 500 feet and launch to the valley below. After running through the transition arch, the paraglider pilots hand off to their kayakers who paddle for 21 miles through class 4 and 5 rapids to their take-out point, which is appropriately called “the point of no return,” as no one has successfully paddled downstream of that point on the Animas River. The kayakers then simply carry their boat up the 800-foot bank while wearing drysuit and life jacket in 90-degree heat, and hand off to their mountain biker teammate. From there it’s a bunt: a meager 3000-foot climb in the first three miles, and then just a 27-mile jaunt gaining another 4000 feet to the top of the Durango Mountain Resort ski area. It’s all downhill from there to the finish. Just jump the remaining 10 stairs down to the central square and turn in your ticket for a burger and a beer. Do the whole race in less than eight hours and you can finish in the top three. Hang Gliding & Paragliding: January, 2005

No entry fee, free food and drink—how hard could it be? Hard.

My team was one of 18 and consisted of our captain and mountain biker, Andy Hermann, John Smith our kayaker, Jason Campbell our trail runner and myself, Bob the hike-and-fly guy. Andy, John and Jason are all college students; I am 44. I think they could guess my age before I got out of my rental car, a grey Buick Century that I parked right behind the Red Bull Unimog with roof-mounted stereo speakers. We all met for the first time before the briefing meeting on Saturday, June 19th, the day before the race. After the introductions, my teammates immediately started chiding me about having the easiest leg. How hard is paragliding, anyway? It’s not that it’s hard, I explained, but the skill required to pull it off takes a long time to learn. They bought it, although in all fairness, the longest hike-and-fly time was one-third of the time spent biking or paddling. . In the end, our team members were not asked for interviews or autographs. There were several professionals in each discipline, including paraglider pilots Will Gadd and Othar Lawrence, who did give interviews. Will and Othar were kind enough to offer me a ride up on a practice day, and they let me tag along on a hike to the summit ridge. I did make it on camera on race day, though. I was complaining about the fact that the coffee shops in Silverton do not open until 0800, but we had to be on our way up the mountain at 0530. Hey, I am from Seattle—what did they expect? Bob Rinker is the father of two teen-age paragliding sons, and keeps in shape by hiking up Tiger Mountain (1700’ elevation gain, launch elevation around 1800’ MSL) on a regular basis. He lives in Seattle, home of Starbucks, and jump-starts his mornings on most days with (of course!) a big cup of coffee.

C OC MA PL E CN OD RA NR E R The start window opened, the gaggle left from a perfect position, and I was left alone and disappointed, working 50 up.

When to Leave Lift…or Not To! Article & photos by Kari Castle There I was, at the edge of the start gate, at cloudbase with all of the top guns, waiting to start the race. We had five minutes to go…everyone was as relaxed as possible in such conditions and just hanging out searching around in light lift waiting to go. I made a decision to check out the edge of the cloud, thinking the timing would be perfect. I’d cruise over there, lose a little on the way, get up to base all in time for the start of the race. Mistake number one: leaving the for-sure area of lift at a critical time in search for something better! I lost more than I expected on the way and got there only to find nothing but sink—oh, no! I panicked—by then everyone else who had just stayed put was at cloudbase! I searched for lift and of course I only found more sink. With only two minutes to go, I rushed back to the original source but found only really light lift. By this time I was more than 1000’ lower than everyone else, but I tried to work it regardless. The start window opened, the gaggle left from a perfect position, and I was left alone and disappointed, working 50 up. I left, too, then encountered 500 up—the one I was looking for! I felt only panic—they were all getting away!— so I flew through the lift in desperation mode trying to catch up to the leading gaggle So many mistakes made in a matter of five minutes! There are times to leave lift and times not to. The start cylinder is one of the few times when it’s a good idea to be happy working light lift or zero sink. The reason is, because you’ve normally been flying in the same general area for over 30 minutes (waiting for the start time), the pilots have probably found the best area of lift within the start cylinder. However, once you leave the cylinder, your race instincts should quickly convert to maximizing climb rates and minimizing times in weak climbs. So once you’re on course and the race has begun, the first question is, “Should I stay in this lift, or should I leave now?” The answer to this question will determine how fast you get to goal, or even if you get there at all. This is a critical decision worth looking into and analyzing. When racing, most new competition pilots are so happy to find a thermal on course line that they treat it like a long-lost relative. Experienced comp pilots try and keep things businesslike. After all, efficient flying is fast flying! A normal task for a paragliding or hang gliding competition usually calls for the fastest guys/girls to make it in to goal in two to three hours. If you’re a math whiz you can figure out exactly how many thermals, vs. the rate of climb vs. the distance equals to your time on course. Blah, blah, blah. I’m not one of those so I’ll talk in terms that I understand (and maybe you will, too). I find these are the common questions asked by new competitors: 60

January, 2005: Hang Gliding & Paragliding

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• When should I leave lift? • How do I know how long I should stay in a thermal? • What happens when I stay too long in lift? • Do I need to top everything out? • How do I know when I should work light lift? When should I leave lift? Let’s take for example my opening story. I made a quick decision not based on any reality other than I wanted to do something different. It was the wrong time to try something like that. Why? Because I had a good thing where I was, in a thermal that was going up lightly. I could maintain my altitude without worries and I was with the best of the best. What else could I ask for? I should have just stayed put and only moved if the lift deteriorated. Making quick decisions like that have cost me numerous times in the past. Let that be a lesson: Think before you act! Competition flying means that all your decisions have consequences and as in most other sports, the competitor who makes the fewest mistakes wins. How do I know how long to stay in a thermal? You have been flying for over an hour already, you find the average rate of climb in each of the thermals so far is 600 to 800 fpm in the strongest part of the climb. You find when nearing the top of the lift your climb rate has dropped significantly, down to 100 to 200 fpm as you approach cloudbase. First of all, you need to determine what time of day it is. For instance, if it is only 1 or 2 o’clock, it’s time to race and not waste any time working the 100- or 200-fmp lift. If its 6 p.m. and you know this might be one of your last climbs of the day you may want to hang onto every bit of lift, top it out and get the most for your money! What happens when I stay too long in a thermal or when I stay too long in light lift? If you were to climb at 200 fpm it would take you five minutes to climb 1000 feet, right? Your buddies left when the lift got weaker—they got ahead and found another good climb going up at 800 fpm. They climb 4000’ in the same time it took you to climb 1000’ and they’re out of here again, leaving you in the dust. The bottom line is to leave once the lift drops off, and then race ahead and find stronger cores. Flying in this manner increases your overall speed over the course. Try and keep track of the clouds, other pilots, and your own flight so far. Seeing multiple gaggles over the course line, or even watching how well the start gaggle climbs, provides good indication of how the day is shaping up. Do I need to top everything out? This is a good question! There are days/conditions when it’s a good idea. On a day with low cloudbase and when climbs are few and far between, you would want to top out each thermal at cloudbase. Often the glide at cloudbase is Hang Gliding & Paragliding: January, 2005

much better than down lower, due to less wind and perhaps some residual lifty air. Another time to top everything out is when it’s getting late and you’re not guaranteed to hit the big one as often up ahead. It’s a good idea to top out then and use your altitude for searching. Even on high-pressure days when the racing is slow, pilots still need to be as efficient as possible. After all, slow days usually don’t get better as the day goes on, so you have to fly as fast as you can in order to use the best part of even the bad days. If the winds aloft are counter to the course line with more favorable lower winds, you certainly are better off leaving the thermals earlier and using the wind direction in your favor. How come when I seem to stop at what I think is good lift, I see the guns blow by passing up what I think is a perfectly acceptable thermal? How do they know they will get something better up ahead? The answer lies with keeping track of where you’ve been and what you’ve been experiencing. Some pilots are better than others at this. I’ll never forget a day when the whole lead gaggle was working 600-800 up on the averager. Life was good and we were all ahead of world champion Manfred Ruhmer. We saw him coming from behind around our level. I thought, YIPPEE! We get to fly together! But he just slowed down while flying through our lift and then kept going. On the radio my teammate commented how Manfred doesn’t even stop for 800-fpm lift! It was amazing to watch his move: He picked a line ahead and sure enough, he found 1000 fpm and was soon climbing better than all of us. Of course we all ran to his thermal, but by the time we got there he was at the top and leaving! Each minute counts in a race. In the above case we probably were all comfortable in our little climbing gaggle and therefore didn’t bother to widen our search pattern for fear we’d lose the climb we had. The moral of the story: Always keep trying to find the best lift, don’t settle for less! As always, practice, practice and more practice when looking for the strongest part of any thermal. If you’ve got some altitude, make sure this thermal is at least as strong as your last before stopping…and if the day is just starting to heat up and you think there should be stronger lift somewhere, go find it! Keep your eyes open for any sign of better lift. Even while thermaling you can practice altering your search pattern to maximize your climbs. Using lift efficiently is a basic skill that newer competition pilots should invest a lot of time developing. Remember not to waste time with Uncle Fester working 50 up while your racing buddy works 800! Pay attention to your climb rates and get used to leaving lift when it’s starting to drop off instead of when the thermal has left you stranded and forced to make a move. Too often pilots get comfortable in having their decisions made for them, rather than making the decisions for themselves. Analyzing how the day is changing and what the lift has been doing are skills you can practice at your home site with each flight you make. Fly safe, fly fast, fly far.

C O M P

C O R N E R

USHGA-Sanctioned Competition Notice: 2005 Chelan Speed Gliding Championships/USHGA Speed Gliding Nationals Date:

May 3-7, 2005

Location:

Chelan, Washington

Registration:

Opens February 27, 2005, 8 a.m. Paciﬁc Standard Time, and closes May 3.

Fee:

$150. Sport class also available, entry fee $50.

Meet ofﬁcials:

Meet director: Clarice Alford; other ofﬁcials TBA

Mandatory Meeting: Pilot brieﬁng, 7:30 a.m. on Tuesday, May 3, 2005, at Lakeside Park in Chelan Other info:

USHGA Intermediate rating or above. Site information is available online at www.cloudbase.org.

Contact:

Steve Alford, (425) 788-0308, or (425) 445-0730, airczr@hotmail.com, or Aaron Swepston, tontar@comcast.net.com, (253) 826-1112

2005 Speed Gliding Nationals Event Description By Aaron Swepston Traditional Course Plan: The traditional course plan used on Chelan Butte has proven to be an excellent test of skill and performance, and will be used as the primary (default) course, although we may add a new course to the event for 2005. New Course Plan: We’ve been studying the terrain on the Butte over the past couple of years in order to determine if it was possible to lay in a new course line that would provide for good racing as well as allow for a range of gliders to make the course. We’ve kept the glide angles within a respectable range, honoring the sentiments that anything steeper than a given angle is just too fast and too steep, and so we’ve managed to keep this new course line a bit ﬂatter than some that we’ve seen develop over the years. This should satisfy the majority of pilots as well as reduce the potential for any loss of control due to excessive speed combined with turns. A few of the criteria that factor into a new course design are speed, racing excitement, safety, spectator availability, and a certain friendliness for the Sport Class of pilots. 62

Sport Class: The Sport Class is tailored for pilots new to speed gliding, and by eliminating any penalties for passing over the gates instead of through them, does not require inexperienced speed gliding pilots to fly closer to terrain than they feel comfortable. Additionally, setting the glide angles of the individual legs no flatter than a given angle, say 7 or 8 to 1, also allows virtually any glider to make the course, opening the Sport Class to a very wide spectrum of interested race pilots. In any sport the future depends on the newcomers, so providing an avenue for new pilots to enter is equally important as catering to the full-on race pilots. Open Class: Now for the race pilots. Designing a course that satisfies the need for speed yet tests the individual pilot’s skill is also an interesting challenge. Some people like lots of turns, while others like lots of hard, fast straights, so mixing both up in a course accommodates both preferences. Both the traditional course (which will be the primary course used this year) and the new course have some shorter, tighter legs, with a couple of longer, faster legs to finish it off. We’ve once again positioned the pylons in such a way that if a pilot blows past too fast and can’t quite maintain directional control, he won’t end up a spot on the hillside. Having flown courses that aren’t forgiving of mistakes or unexpected oscillations, we know what it is like to have no way out of a problem situation. Speed gliding is extreme enough that we don’t have to set the stakes unreasonably higher by designing in Darwin-traps. We like our fellow pilots! Spectators: Attracting spectators to the sport was one of the primary reasons for developing speed gliding in the first place. Competition-minded pilots and the organizational culture tend to evolve things toward more highly competitive events at the expense of spectator availability, to the point where many events have absolutely no possibility of accommodating spectators. The philosophy of accommodating spectators has always been factored into the Chelan courses, and has been a consideration when developing this new course line. While the traditional course can be seen from nearly anywhere, the new course line has been set up to negotiate the terrain along the road up the mountain, so the pylons and gates are easy to get to with little to no hiking. As always, the finish line is easily accessible with any vehicle, bicycle, or by foot, and will accommodate a vast number of spectators. It features a final, low fly gate so those present cannot miss the thrill of the final, fast pass. Flight Times: Because this event is early in the year, conditions ideal for racing last much longer in the mornings than would be the case later in the season. Whereas some sites require that pilots be up at the crack of dawn, and fly just following sun-up, this has not been the case in Chelan. The launch window typically opens at 8:30, and flying can begin at that time or even later, as conditions allow. Occasionally, conditions may allow for rounds to be flown in the early evening, but that is totally dependent on the assessment of the air quality at that time.

January, 2005: Hang Gliding & Paragliding

Dick Jackson, proprietor of Aspen [Colorado] Paragliding, captured these images of wild and wacky hang gliders and paragliders at this year’s Coupe Icare festival, held each September at St. Hilaire du Touvet, France.

G A L L E R Y

Photos: Dick Jackson

Pilot: Ryan Voight Photographer: Bob Grant Fly-ku caption: Mark Forbes

Almost time to flare! Hands high. Push UP. Kick the keel. Whoa! Best landing yet!

With a vintage glider like this, who needs a costume? Event: 2004 Coupe Icare Pilot: Unknown Glider: Seagull clone, design circa mid-1970s Photographer: Dick Jackson

N E W Region

H-1 2 H-1 2 H-1 2 H-1 2 H-1 2 H-1 2 H-1 3 H-1 3 H-1 4 H-1 5 H-1 7 H-1 7 H-1 8 H-1 8 H-1 8 H-1 8 H-1 8 H-1 8 H-1 8 H-1 9 H-1 9 H-1 9 H-1 9 H-1 10 H-1 10 H-1 11 H-1 12 H-1 12 H-1 12 H-1 13 H-1 13 H-2 2 H-2 2 H-2 3 H-2 3 H-2 3 H-2 6 H-2 7 H-2 7 H-2 7 H-2 8 H-2 8 H-2 9 H-2 10 H-2 10 H-2 12 H-2 12 H-2 12 H-2 13 H-2 13 H-3 1 H-3 1 H-3 1 H-3 3 H-3 3 H-3 3 H-3 4 H-3 6 H-3 9 H-3 9 H-3 10 H-3 10 H-3 10 H-3 10 H-3 10 H-3 11 H-4 1 H-4 2 H-4 3 H-4 5 H-4 10 H-4 10 H-5 3 Region

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

1 1 1 1 1 1 2 2

Name

City

State

Rating Ofﬁcial

JOHN BASS BERKELEY CA BARRY LEVINE ELMIRA LYNCH SAN FRANCISCO CA CLARENCE PRATHER JOSE FLORES MOUNTAIN VIEW CA PATRICK DENEVAN STEVE HIGGINS SAN JOSE CA PATRICK DENEVAN A. DE GUZMAN SAN JOSE CA PATRICK DENEVAN J. ZHANG ZHUGE SAN JOSE CA WALLACE ANDERSON DANA ARCHER GRANADA HILLS CA PAUL THORNBURY TOM GARBISCH KAILUA HI THEODORE MACK KATHY RUSCONI MONTROSE CO RUSTY WHITLEY KEVIN CLARK BUTTE MT STEVE BERNIER ANDREW DAYLOR OSWEGO IL ARLAN BIRKETT JAMES SHADOAN CADILLAC MI PARIS WILLIAMS WILLIAM MAUZEY IVORYTON CT ALEGRA DAVIDSON JEFFREY CURTIS DUNSTABLE MA STEVEN PREPOST PETER CASAVANT S BURLINGTON VT STEVEN PREPOST M. WHIDDEN CAMBRIDGE MA STEVEN PREPOST KALI HUFF SUNAPEE NH STEVEN PREPOST J. COTE LUNENBURG MA STEVEN PREPOST ERIN RAPACKI ENFIELD CT STEVEN PREPOST ARIEL EVANS GEORGETOWN DE ANDREA ZEGER M. CHERRY DALE CITY VA JOHN MIDDLETON K. PODRASKY RIDGELY MD PAUL VENESKY ROB WATSON ROCKVILLE VA STEVE WENDT FRANK HERR St. PETERSBURG FL C. THORESON GARY CREMEENS RAMER AL MALCOLM JONES ARTHUR CAYER FRIENDSWOOD TX GREGG LUDWIG RICARDO PASSY ELIZABETH NJ C. MC GUINESS N. GOSWAMY LONG BEACH NY JAMES TINDLE R. VELAZQUEZ BROOKLYN NY KEISHYA SALKO D. JACKSON-HOBBS WORCESTERSHIRE MALCOLM JONES M. LITTLEWOOD CUMBRIA PARIS WILLIAMS C. VALLEY SAN MATEO CA DAVID YOUNT BRIAN FOSTER SAN FRANCISCO CA PATRICK DENEVAN C. BEAVERS LOS ANGELES CA PAUL THORNBURY B. VAN ZANDT HOLLYWOOD CA PAUL THORNBURY TOM GARBISCH KAILUA HI THEODORE MACK COLLIN SMITH FORT SMITH AR CURT WARREN ANDREW DAYLOR OSWEGO IL ARLAN BIRKETT DAVID PHILLIPS CHICAGO IL BRAD KUSHNER JAMES SHADOAN CADILLAC MI PARIS WILLIAMS PAUL GRAHAM CAMBRIDGE MA CHRIS LARSEN ANDREW FISCHER STOW MA STEVEN PREPOST K. PODRASKY RIDGELY MD PAUL VENESKY R. MC COY, JR GREENSBORO NC BRADLEY GRYDER GARY CREMEENS RAMER AL Malcolm Jones RICARDO PASSY ELIZABETH NJ C. MC GUINESS N. GOSWAMY LONG BEACH NY JAMES TINDLE R. VELAZQUEZ BROOKLYN NY KEISHYA SALKO D. JACKSON-HOBBS WORCESTERSHIRE MALCOLM JONES M. LITTLEWOOD CUMBRIA PARIS WILLIAMS RICHARD MINTER HILLSBORO OR LARRY JORGENSEN CHRIS CULLER BOTHELL WA RUSSELL GELFAN S. KOWALCZIK COVINGTON WA S DOUG CAMPBELL CHRIS SMITH LOS ANGELES CA JOE GREBLO HAIM AMIR INDIO CA ROB MCKENZIE DALE MATTICE KAILUA HI THEODORE MACK SCOTT YOST CRESTED BUTTE CO RUSTY WHITLEY PHILLIP CARTER ELK CITY OK SONNY WHITE CARLOS GARZON EWING VA BRADLEY GRYDER STEVEN JARVIS WILLIAMSBURG VA GREGORY MICK EMILY BOESPFLUG JACKSON WY BART WEGHORST R. MC COY, JR GREENSBORO NC BRADLEY GRYDER RICHARD BREMER WAYNESVILLE NC BRADLEY GRYDER K. MEDINA MAPLE NC H BRUCE WEAVER III APRIL MACKIN WINTER GARDEN FL ROBERT LANE JACKIE YOUNT MONTGOMERY TX GREGG LUDWIG BRAD PEARSON BURIEN WA ROD BROWN M. SODERSTROM OAKLAND CA CLARENCE PRATHER CHRIS PALMER SAN CLEMENTE CA BILL SODERQUIST LISA TATE BOISE ID JAMES PRICER J. ANDERSON MONTGOMERY AL DON MURDOCH CHIK SHANK COCONUT GROVE FL JAMES TINDLE KENNY WESTFALL LAKE ARROWHEAD CA JOHN (TAD) HURST Name

City

P. ANDERSON VASHON SCOT DUPRE MAPLE VALLEY RICHARD SWIFT EVERETT M. BOGDEN NORTH BEND C. MOICEANU BELLEVUE WITT ANDERSON SHERWOOD C. ADDLEMAN SAN ANSELMO KATHRYN OLDS SAN MATEO

State

Rating Ofﬁcial

WA F. SCOTT JOHNSON WA JAROMIR LAHULEK WA JOHN KRASKE WA MARC CHIRICO WA MARC CHIRICO OR RICK HIGGINS CA JEFFREY GREENBAUM CA TIM KUENSTER

Hang Gliding & Paragliding: January, 2005

Region

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

2 2 2 2 2 3 3 3 3 4 4 4 4 4 4 4 4 4 4 4 4 5 5 5 5 7 7 8 10 12 12 12 13 1 1 1 1 1 1 1 1 2 3 3 3 3 4 4 4 4 4 4 4 4 4 5 5 5 5 5 7 8 10 12 12 12 13 1 1 2 3 4 4 4 10 4 4 5 5 10 11 12

Name

City

State

R A T I N G S Rating Ofﬁcial

YOKO HYAKUNA SAN FRANCISCO CA TIM KUENSTER KIRKLYN SMITH DAVIS CA WALLACE ANDERSON LESLIE STAVIG RICHMOND CA WALLACE ANDERSON E. DUMAUAL BERKELEY CA WALLACE ANDERSON KARL STAGEN MILPITAS CA WALLACE ANDERSON S. MATHEWS ESCONDIDO CA DAVID JEBB PHIL EDWARDS IRVINE CA KYOUNG KI HONG ERIK KOLBERG SAN DIEGO CA KYOUNG KI HONG C. HUECKSTAEDT ENCINITAS CA KYOUNG KI HONG CRAIG NUTTING FRASER CO GRANGER BANKS ANDREW BE GRAND JUNCTION CO GRANGER BANKS A. BOUCHERAT BROOMFIELD CO GRANGER BANKS CAMILLE FOOTE COLORADO SPRINGS CO GRANGER BANKS HELENA OLSSON VAIL CO GREGORY KELLEY W. MITCHELL LITTLETON CO KAY TAUSCHER BRETT TERNING LAYTON UT MILOS KRIVKA NATE TERNING LAYTON UT MILOS KRIVKA GARY JOHNSON TAOS SKI VALLEY NM STEPHEN MAYER RICK JOHNSON MANITOU SPRINGS CO WILLIAM LAURENCE RICHARD KRENEK AURORA CO WILLIAM LAURENCE TODD DAWSON ALBUQUERQUE NM WILLIAM SMITH R. MASSIE BOZEMAN MT ANDY MACRAE MARK MC INTIRE EVANSTON WY K. HUDONJORGENSEN DICK TERNING WHITEFISH MT STEPHEN MAYER P. SCHNEIDER LANDER WY WILLIAM LAURENCE V. BENNETT JACKSON MI KENNETH MUNN JACEK LUPINA CHICAGO IL KENNETH MUNN JOSEPH BEASLEY SOUTHBORO MA KAY TAUSCHER R. COVINGTON PARKLAND FL DAVID BINDER M. PAGLIARO HELMETTA NJ BENOIT BRUNEAU M. CALLADINE ANDOVER NY DAVID BRIEN M. JUNG-MENET EDGEWATER NJ LARS LINDE STEFAN PIASECKI NEW WESTMINSTER BC DION VUK P. ANDERSON VASHON WA F. SCOTT JOHNSON GINNY MILLER SHORELINE WA JAROMIR LAHULEK SCOT DUPRE MAPLE VALLEY WA JAROMIR LAHULEK RICHARD SWIFT EVERETT WA JOHN KRASKE JIM WHITNEY ISSAQUAH WA LAWRENCE WALLMAN M. BOGDEN NORTH BEND WA MARC CHIRICO C. MOICEANU BELLEVUE WA MARC CHIRICO WITT ANDERSON SHERWOOD OR RICK HIGGINS B. LAMBAISO FPO AP KINSLEY WONG STEVE PAWLING TEHACHAPI CA ROB MCKENZIE S. MATHEWS ESCONDIDO CA DAVID JEBB PHIL EDWARDS IRVINE CA KYOUNG KI HONG ERIK KOLBERG SAN DIEGO CA KYOUNG KI HONG CRAIG NUTTING FRASER CO GRANGER BANKS CAMILLE FOOTE COLORADO SPRINGS CO GRANGER BANKS MAX SULLIVAN BOULDER CO KAY TAUSCHER BRETT TERNING LAYTON UT MILOS KRIVKA NATE TERNING LAYTON UT MILOS KRIVKA GARY JOHNSON TAOS SKI VALLEY NM STEPHEN MAYER RICK JOHNSON MANITOU SPRINGS CO WILLIAM LAURENCE RICHARD KRENEK AURORA CO WILLIAM LAURENCE TODD DAWSON ALBUQUERQUE NM WILLIAM SMITH LINDA WHITTIG BOISE ID ABE LAGUNA R. MASSIE BOZEMAN MT ANDY MACRAE MARK MC INTIRE EVANSTON WY K. HUDONJORGENSEN DICK TERNING WHITEFISH MT STEPHEN MAYER P. SCHNEIDER LANDER WY WILLIAM LAURENCE JACEK LUPINA CHICAGO IL KENNETH MUNN LAURO BRUNO MELROSE MA JEFFREY NICOLAY R. COVINGTON PARKLAND FL DAVID BINDER M. PAGLIARO HELMETTA NJ BENOIT BRUNEAU PHIL HAMMOND ROCHESTER NY DAVID BRIEN D. STONER OWEGO NY DAVID BRIEN STEFAN PIASECKI NEW WESTMINSTER BC DION VUK RENA SCOTT MEDFORD OR KEVIN LEE RONALD SCOTT MEDFORD OR KEVIN LEE JAMES LEE UNION CITY CA PHYL HAMBY DAVID HAIGHT SANTA BARBARA CA ROB SPORRER MICHAEL ENDO SALT LAKE CITY UT CHRIS SANTACROCE B. KAUFFMAN SANTA CLARA UT KARI CASTLE H. MCMANUS DRAPER UT KARI CASTLE GARY GROSS RIVIERA BEACH FL J. CASAUDOUMECQ TOM TEXLER AVON CO GREGORY KELLEY GRANGER BANKS BOULDER CO STEVE STACKABLE JAMES GAITHER GREAT FALLS MT BART WEGHORST N. GREECE JACKSON WY J. MATT COMBS CHIK SHANK COCONUT GROVE FL JAMES TINDLE BILL ARMSTRONG SHREVEPORT LA JOHN (TAD) HURST DANIEL MENET EDGEWATER NJ LARS LINDE

A C C I D E N T S

SUMMER 2004 ACCIDENT REPORTS By Dennis Pagen Recently two unrelated hang gliding accidents occurred in Europe, which may have some lessons for us. I had flown with and knew both pilots. My descriptions and analysis are based on eyewitness reports in the first case and the fact that I witnessed and talked at great length to the pilot as well as examined the wreckage in the second case. FATAL TOWING ACCIDENT The first accident occurred in Germany at an aerotowing competition. The pilot launched with his Litespeed and climbed to about 40 feet when he encountered a thermal that lifted him well above the tug. After a few moments, the glider was seen to move to the side and rapidly turn nose down to fly into the ground, still on tow, in a classic lockout maneuver. The impact was fatal. Analysis This pilot was a good up-and-coming competition pilot. He had been in my cross-country course three years ago, and this was his second year of competition. What happened to him is not too unusual or mysterious. He encountered so much lift that although he was pulling in the base bar as far as he could, he did not have enough pitch-down control to get the nose down and return to the proper position behind the tug. This situation is known as an over-the-top lockout. I am personally familiar with such a problem, because it happened to me at a meet in Texas. Soon after lift-off the trike tug and I were hit by the mother of all thermals. Since I was much lighter, I rocketed up well above the tug, while the very experienced tug pilot, Neal Harris, said he was also lifted more than he had ever been in his heavy trike. I pulled in all the way, but could see that I wasn’t going to come down unless something changed. I hung on and resisted the tendency to roll to the side with as strong a roll input as I could, given that the bar was at my knees. I didn’t want to release, because I was so close to the ground and I knew that the glider would be in a compromised attitude. In addition, there were hangars and trees on the left, which is the way the glider was tending. By the time we gained about 60 feet I could no longer hold the glider centered—I was probably at a 20-degree bank—so I quickly released before the lockout to the side progressed. The glider instantly whipped to the side in a wingover maneuver. I cleared the buildings, but came very close to the ground at the bottom of the wingover. I leveled out and landed. Analyzing my incident made me realize that had I released earlier I probably would have hit the ground at high speed at a steep angle. The result may have been similar to that of the pilot in Germany. The normal procedure for a tow pilot, when the hang glider gets too high, is to release in order to avoid the forces from the glider 68

pulling the tug nose-down and into a dangerous dive. This dangerous dive is what happened when Chris Bulger (U.S. team pilot) was towing John Pendry (former world champion) years ago. The release failed to operate in this case, and Chris was fatally injured. However, Neal kept me on line until I had enough ground clearance, and I believe he saved me from injury by doing so. I gave him a heart-felt thank you. The pilot in the accident under discussion was an aerodynamic engineer. He had altered his glider by lengthening the front cables and shortening the rear cables to move his base tube position back. The amount was reportedly 10 centimeters, or about 4 inches. This is well within the acceptable range, according to Gerolf Heinrichs, the Litespeed designer. Why the pilot altered his bar position in this manner is anyone’s guess, but my guess is that it was because he felt the bar was too far out on the glider with the VG off. This Litespeed was the pilot’s first topless glider and I expect he wasn’t informed that most of the new topless gliders experience a great movement of the base tube as the VG is pulled through its range. The result is that the bar is so far out and the pitch pressure so strong with the VG off, that the standard procedure is to take off and land with at least 1/4 VG. If the pilot didn’t know this he would have been tempted to move the bar. Factors that attributed to this accident in various degrees were the pilot’s experience, the conditions and the alteration of the base tube. To begin, he wasn’t greatly experienced aerotowing, although he had learned and spent much of his flying with surface tow. It is difficult to assess the effect of the turbulence, but suffice it to say that it was strong enough to project him upward, well above the tug. Finally, the alteration of the base tube position could have been a contributing factor because he certainly would have had more pitch authority if he hadn’t done that. It is impossible to tell, but perhaps the thermal that lifted him would not have done so as severely if he had had a bit more pitch travel. What We Can Learn To begin, alteration of our gliders should not be done without full agreement and guidance from the factory or their trained representatives. Even with such approval, be aware that the factory might not know how you will be using your equipment. Changing the pitch range of a glider is a fairly serious matter and should only be done with full understanding of all the effects. Secondly, over-the-top lockouts are not frequent, but common enough in big-air towing that tow pilots should all have a plan to deal with them. Think about this: When we are lifted well above the tug, the tow system forces becomes similar to surface towing, with the limit of tow force only being the weak link. The susceptibility to a lockout is increased in this situation. January, 2005: Hang Gliding & Paragliding

A C C I D E N T S

My experience leads me to believe that a strong thermal hitting when low can push you vertically upwards or sideways before you have time to react. If this happens when I am low, I ﬁght it as hard as I can until I have clearance to release safely. If I am high above the tug, I stay on line with the bar pulled in as far as possible and keep myself centered if at all possible. I fully expect the tug pilot to release from his end if necessary for safety, but in the case of a malfunction, I would release before endangering the tug. We are taught to release at the ﬁrst sign of trouble, and I fully support that general policy, but in some cases, the trouble happens so fast and is so powerful that a release low would have severe consequences. In my case, I was instantly high above the tug with a strong turn tendency and a release at that point would have been ugly. The main point for us to understand is that we must gain our experience in gradually increasing challenges so we can respond correctly when faced with different emergencies. It should be made clear again that a weak link will not prevent lockouts and a hook knife is useless in such a situation, for the second you reach for it you are in a compromised attitude. Thirdly, experienced pilots should be aware that towing only from the shoulders reduces the effective pull-in available to prevent an over-the-top lockout. Like many pilots, I prefer the freedom of towing from the shoulders, but I am aware that I must react quicker to pitch excursions. Sometimes reactions aren’t quick enough and emergency procedures must be followed. It seems to me that we shouldn’t be overly eager to encourage lower airtime pilots to adopt this more advanced method of aerotowing. Normally, we tow topless gliders with about 1/3 VG pulled to lighten pitch forces and increase speed. Intermediate gliders are often towed with as much as 1/2 VG pulled for the same reasons. Pilots must understand these matters when aerotowing. Finally, I think it is appropriate to remind all dealers, instructors and pilots in general to inform their customers and friends that the new topless gliders exhibit the notable bar movement with VG travel as explained above. As such, it is normal to take off and land with 1/4 VG on in order to place the bar in a position to roll easier and to reduce the pitch pressure. It is much easier to maintain safe control speed with the VG pulled 1/4. [The mechanism by which a lockout occurs is not clearly understood by this investigator. What is clear, however, is that the practice of towing a deltawing aircraft using a powered ultralight creates a dynamically unstable system. The pilot being towed must respond with a continuous series of control inputs in order to maintain a stable attitude while on tow. Experienced aerotow pilots make these numerous small inputs almost without thought. Move out of position far enough, however, and the required control forces can rapidly exceed the pilot’s ability to correct. At this point, the situation will worsen as time moves on. If you, as the pilot, feel that you are able to release from a bad situation while still maintaining aircraft control, you should do Hang Gliding & Paragliding: January, 2005

so. If you feel that a controlled release is unlikely—due to the control forces being experienced, and the release system being used—you should strive to maintain stability while gaining sufficient altitude to recover from any postrelease unusual attitude that may be experienced. -- JAG] NON-FATAL SPIRAL ACCIDENT The second accident occurred at the site near Aspres in France. The pilot was approximately 3000 feet above the mountain, soaring in moderate thermal conditions with some turbulence. His glider had had a strong right turn on his previous flight. The glider was a UP Speed, which is a first-generation topless glider. He had me inspect it on launch and I noted it was symmetrical, although I have never flown this model and was unfamiliar with its intended shape. When the pilot took off, we noted that there was no turn tendency, and he reported the same on his radio. He had flown around for about a half-hour and gained altitude in a thermal cycle that lifted the approximate 20 pilots at the site to various heights. He reported later that he entered a right turn and the glider over-banked, either from an inherent problem or from turbulence. He was perhaps overly concerned from the previous day’s effects and made a vigorous left control. The glider rolled hard left and entered a steep left spiral. At this point I spotted him and thought it was just a pilot getting radical and spiraling out of the sky. This perhaps indicates that his motion wasn’t anything I hadn’t seen before performed voluntarily. However, I watched turn after turn take place and began wondering if there was a problem. I carefully looked at the wing and saw that the angle was steep, the 360s at a steady state and both wings were bowed up, indicating the pilot was pulling quite a lot of Gs. All this was indicative that the glider was in a spiral, not a spin. In my experience, you have to work to keep a glider in a spiral, and perhaps, if I had more time to think, I would have realized that this difficulty meant something was wrong with the glider in order to maintain such a steep spiral. In any case, while watching the pilot turn more than 20 turns, I became alarmed as he got lower and lower at a rapid rate. I kept expecting (hoping) to see him pull out at any moment. Suddenly, his shadow came up to meet him and he plunged at a very steep angle into the pines on top of the mountain. I felt sure I had witnessed a fatality and called to my ground crew to drive over to the accident area. I was able to direct them nearby and they walked down the mountain, calling out. They were answered and miraculously they found the pilot with only a small scratch on his nose. The glider didn’t fare as well. It was totally demolished. The carbon crossbars were broken in several places, as were all the other major tubes. There were branches as large as a man’s calf broken from the trees. The pilot reported that he had tried to make many controls to level the wings, but nothing he did would alter the spiral. He then tried to reach for his parachute, but his hand would waver in front of it and he could not reach the handle due to the G forces. Finally, he 69

A C C I D E N T S

reported that just before he reached the trees he gave a Herculean effort and pushed the bar out and ﬂattened the turn. I saw him go in vertically, so the glider’s reaction must have taken place after he cleared the treetops. Analysis From the start I suspected that the glider had been set up wrong. The turn of the previous day was also an improper set-up, since we eliminated the possibility of bent tubes. I began by speculating what could make a glider enter a turn that was difﬁcult or impossible to recover from. All signs pointed to spiral instability caused by too much anhedral. On the other hand, folded Mylar in the leading edge can simulate too much anhedral. In my experience, folded Mylar makes the glider stall and drop towards the folded side. But I had checked for folds when the pilot complained of a dropping turn the previous day. When we inspected the glider on launch of the fateful day, I saw no Mylar irregularities. I thought that perhaps he had launched with his lower surface zipper open, or with a side wire wrapped around his upright. Both of

This glider is well above the tow plane, which has just left the ground. Probably the glider pilot had pulled in and not maintained trim speed position during the take-off roll. The excess ground speed resulted in a “pop-up” launch on exiting the launch cart. The glider pilot is “pulled in” now, but it is likely too late. This is a hazardous position for the tug pilot because the tension on the towline is pulling up on the tail of the tow plane (driving his nose down). The tug pilot will likely release the towline if the glider pilot is unable to regain control of his vertical position in relation to the tug. Photo: Dale Guldan Caption: Steve Kroop

these faults could cause the glider to behave as he described, but they wouldn’t explain the turn to only one side the previous day. We thought that that might have been a totally separate problem. When he and a friend went to retrieve the glider the following day he looked for these possibilities, and found the center zipper to be closed and the side wires to be routed properly. I scratched my head for several days contemplating this conundrum. A number of other pilots had seen the accident and they were equally perplexed. I inspected the wreckage in detail to see if I could ﬁnd a clue, to no avail. Finally, I hit on an idea that seems to be the most likely possibility. This glider has square tips and a straight tip batten which plugs into a stud on the leading edge, much like a Klassic or Fusion tip. It is possible on the Fusion, at least, to put this tip in so that it goes under the outboard washout strut, rather than above it as it is supposed to. If this happens, the washout strut will hold the tip down and the glider will have a turn to the faulty side and behave similarly to what the pilot described. This is an easy mistake to make, especially if the pilot isn’t aware that it can happen. On the two days in question, there was a steady breeze on take-off and the pilot set up tail to the wind. This wind pushed the tips down during set-up and made it easier to make this mistake during set-up. I speculate that on the ﬁrst day with a right turn he only did the wrong set-up to the right wing. On the second day he would have done it to both wings. Having both wing tips pulled down in this manner would make everything worse, because not only would the glider want to wrap in when in a steep turn, but the low wing would have a tendency to stall. The operative word here is speculate. The glider had been dismantled and bundled for transportation back to civilization, and there was no way to tell if this was the solution or not. Right now I believe this is the most plausible explanation. What We Can Learn When a glider develops a sudden turn (and it hasn’t been totally dismantled and put together wrong), it seems to me that it can only be due to two things: either there is a bent tube (or other critical part), or the glider was set up wrong. What can go wrong

January, 2005: Hang Gliding & Paragliding

are: kinked or wrapped side wires, open zippers either in the center or at outboard access holes, folded Mylar, reflex bridles under batten ends, insufficiently seated or cracked tip wands and tip battens inserted below washout struts. That’s about it. Battens not attached, forgotten nose batten attachment, floppy nose cones and other mistakes will probably not be noticed. If a turn is detected which hadn’t been apparent before, the wisest policy is to keep bank angles very shallow. For most of the above maladies this policy works. Go out and land as soon as you determine the degree of control you have, unless the situation is manageable with a reserve left for safety. If a glider enters a severe, rapid spiral or spin, your problems mount considerably. For one thing, the likelihood of disorientation is high. Frankly, considering how fast the glider was turning (about one revolution per second) I am amazed that the pilot could remain coherent all the way down. (See the article “Spin Defense” in the August 2004 issue of this magazine.) For another thing, the G forces may prevent you from reaching your parachute. It is better to throw earlier than later, in this case. When we were discussing this accident and the pilot’s reactions, another pilot mentioned he was in a similar rapid-turning situation and he was able to reach his parachute handle by letting go of the control bar completely and using two hands to guide and muscle his pulling hand. It is wise to think of such possibilities ahead of time so you know your options when adrenaline clears your mind. This pilot was incredibly lucky. The accident could have turned out to be very much worse than a totaled glider. As it is, he walked away with lowered confidence and a thinner credit card. We don’t have to mention how important a thorough pre-flight is to our safety. Most pilots have it drilled into their heads. But subtle factors can affect our glider’s handling and some are easy to miss. Pilots flying gliders with the type of tip described are well advised to include that tip orientation in their close inspection routine. Folded Mylar and this particular tip problem are made more likely when a strong wind is blowing on the tail of the glider. .

In both of these accidents there is room for interpretation. In the first case, the ideas of experienced aerotow pilots and tug pilots are welcome in order to better define the proper procedures in different incipient lockout situations. Certainly my experience indicates that tug and glider pilots must operate in combination to maximize the survivability and minimize the dangers to both individuals. Only communication will establish the best procedures. In the second accident, the cause is not definitely established. We welcome other inputs from those knowledgeable in such matters, either due to having had similar experiences or knowing the UP Speed’s characteristics.

Hang Gliding & Paragliding: January, 2005

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HANG GLIDING A D V I S O RY

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 A D V I S O RY:

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

EVEN-UP TRADES — Looking to move up from your Beginner or Novice glider, but can’t put up cash? (262) 473-8800, info@hanggliding.com, w w w. h a n g g l i d i n g . c o m , http://stores.ebay.com/raven-sports. 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. MOYES LITESPEED S 4.0 - New, great price $5,000! (850) 653-1635, applebeepa@yahoo.com. MOYES XTRALITE 164 – 26’ RDP chute, cocoon harness $1,800. (951) 849-5732, msintangable@aol.com. NORTHWING T2 TANDEM GLIDERS Used, at attractive prices. (262) 473-8800, www.hanggliding.com , info@hanggliding.com, http://stores.ebay.com/raven-sports. PACAIR VISION 17 – 50 hours, stored for 5 years, pod harness, BRS chute. Best offer or will trade for drums/congos. (719) 481-8685, hamal3210@yahoo.com. Hang Gliding & Paragliding: January, 2005

PULSE 9M – Orange/blue/white, under 40 hours, sail-off inspection, new flying wires at 35 hours $1,900. Bryan (929) 231-1941 NC. SATURN 167 VG - Beautiful, near mint! (262) 473-8800, www.hanggliding.com, info@hanggliding.com, http://stores.ebay .com/raven-sports. SUPERSPORT 163 – Excellent condition, 78 hours, orange/lime green, includes many accessories, not flown since last annual Feb 04. $1,000. (408) 224-4378, nowack@spcglobal.net. TARGET 180 - Great beginner glider. As close to new as you can find and your for half the new price. White upper, dark blue lower surfaces. Priced to sell at $1,500. (512) 335-9459. TRX 140 – High time, fair condition, many long flights. Includes new bag, wheels, upright adapters. Lands great, original carbon uprights $500. (970) 252-0098. ULTRASPORT 147 – Practically brand new, low hours, red/yellow under, white gold flake LE $1,500. (310) 720-1604, rlett@robertlett.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. RESERVE PARACHUTE RE-PACKS $45.00 Includes clinic on Saturday and Sunday, January 29th and 30th in Arizona, or shipping. email venture@commspeed.net or call Greg (928) 308-2409.

HARNESSES

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. PA R A G L I D E R S

AIRWAVE SPORT – Virtually new ~3 hours, DHV 1-2, 80-100kg, blue w/green stripe, must sell $2,000 OBO. Igor (949) 331-8050, igorshen@yahoo.com. P O W E R E D PA R A G L I D E R S

AIRSPORTS USA — www.powerparaglider.com, www.ﬂyforfun.net. RIGID WINGS

AIR MIDWEST – ‘04 ATOS VX, red, 50hrs. $12,500 US. ’04 ATOS V, blue, 60hrs. $11,500 US. Both in pristine condition. Delivery positions for new gliders secured. Parts for replacement, maintenance, or upgrade; most are in-stock. Jim Lamb (319) 378-6751 or (319) 360-2118, jlamb@inav.net. EXXTACY 135 – Excellent condition, ~90 hours, extra downtubes and bags $3,500. (501) 207-3935, cprice1@arkansas.net. EXXTACY 160 – Outstanding condition, 6 hours, high performance with excellent handling. Call Neal (608) 781-6113. GHOSTBUSTER 2000 - Excellent condition, low air time, many extras included. Enjoy high performance, excellent handling of this beautiful rigid $3,600 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. U LT R A L I G H T S

AIRSPORTS USA — WWW.FLYFORFUN.NET WWW.POWER-PARACHUTE.COM. 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. 73

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LEARN TO FLY A TRIKE DVD - Learn what it takes to ﬂy a trike and get your trike pilot certiﬁcation. Paul Hamilton, NAFI, EAA UFI-E, ASC/USUA AFI. 56 minutes. $39.95 + $5.85 shipping. Call (775) 747-0175. www.AP-Store.com. WANTED

BRAZILIAN INSTRUCTOR Marcio Callegari - Seeks used Reserve HG/PG parachutes & used Varios: Flytec, Brauniger & Digiﬂy. If you have used stuff, contact ﬂyhighbrasil@ig.com.br. WANTED – Trade in your old gliders, harnesses, parachutes, etc. (262) 473-8800, www.hanggliding.com, info@hanggliding.com, http://stores.ebay.com/raven-sports. SCHOOLS & D E A L E R S 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. CALIFORN I A

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. Thermaling to Competition Training. Visit www.flyaboveall.com (805) 965-3733. FLY SANTA BARBARA - With Rob Sporrer of Eagle Paragliding. Award winning instruction and the nation’s 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 74

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 1s and above. Launch and Landing Clinics for Hang 3s and Hang 4s. Wills Wing Falcons of all sizes and custom training harnesses. 1116 Wrigley Way, Milpitas, CA. 95035. (408) 262-1055, Fax (408) 262-1388, mission@hang-gliding.com, www.hang-gliding.com, Mission Soaring Center, Leading the way since 1973. TORREY PINES GLIDERPORT — Come soar in San Diego! This family owned and operated flying site offers USHGA certified instruction, advanced training, equipment sales, tandem flight instruction, motorized pg/hg instruction and site tours. We also have an extensive pg/hg outfitting shop offering parachute repacks and full-service repairs. Bring your family for our amazing sunsets and dining at the Cliffhanger Cafe. Importers for Paratech and Independence gliders. We also carry AustriAlpin, Center of Gravity, Crispi and Sup’Air. Check us out online for sales and questions at: www.flytorrey.com, or call toll-free at 1-877-FLY-TEAM (359-8326). Also, tune in to the Internet Paragliding Talk Show at www.worldtalkradio.com every Tuesday 9-11:00am (PST). VUELO LIBRE SAN FRANCISCO BAY AREA - We offer the best no-hassle flying vacations. Just bring your wing and clothes! We provide airport and site transportation, camping gear, site intros, retrieves, tandem flights, scenic tours and more. Contact us at www.eparaglide.com or (925) 260-3370, we’ll make it easy for you! Now B&B. WINDSPORTS - Don’t risk bad weather, bad instruction or dangerous training hills. 350 flyable days each year. Learn foot launch flying skills safely and quickly. Train with professional CFI’s at world famous Dockweiler Beach training slopes (5 minutes from LA airport.) Fly winter or summer in gentle coastal winds, soft sand and in a thorough program with one of America’s most prestigious schools for over 25 years. (818) 367-2430, www.windsports.com. COLORADO

AIRTIME ABOVE HANG GLIDING — Fulltime lessons, sales, service. Colorado’s most experienced! Wills Wing, Moyes, Altair, Aeros, Airwave, High Energy, Ball, Flytec, MotoComm and much more. Call (303) 674-2451, Evergreen, Colorado AirtimeHG@aol.com.

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

GRAYBIRD AIRSPORTS — Paraglider & hang glider towing & training, Dragonfly aerotow training, XC, thermaling, instruction, equipment. Dunnellon Airport (352) 245-8263, email fly@graybirdairsports.com, www.graybirdairsports.com. LOOKOUT MOUNTAIN FLIGHT PARK - Nearest mountain training center to Orlando. Two training hills, novice mountain launch, aerotowing, great accommodations. hanglide.com, 877-hanglide, (877) 426-4543. MIAMI HANG GLIDING - We have the most advanced training program known to hang gliding, teaching you in half the time it takes on the training-Bunny Hill, and with more in-flight air time. Yes, we can teach you faster and safer. (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. 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. January, 2005: Hang Gliding & Paragliding

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A great scene for family and friends. 10 motels & restaurants within 5 minutes, camping, hot showers, shade trees, sales, storage, ratings, XC retrievals, great weather, climbing wall, trampoline, DSS TV, ping pong, picnic tables, swimming pool, etc. Flights of over 200 miles and more than 7 hours. Articles in Hang Gliding, Kitplanes, Skywings, Cross Country and others. Featured on numerous TV shows, including Dateline NBC, The Discovery Channel & ESPN. Visit us on the Web: http://www.wallaby.com. Please call us for references and video. 1805 Dean Still Road, Disney Area, FL 33837 (863) 424-0070, phone & fax, ﬂy@wallaby.com, 1-800-WALLABY. Conservative, reliable, state-ofthe-art. F.H.G. INC., ﬂying Florida since 1974. GEORGIA

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

BIRDS IN PARADISE — Hang gliding & ultralight flying on Kauai. Certified tandem instruction. (808) 822-5309 or (808) 639-1067, birds@birdsinparadise.com, www.birdsinparadise.com. 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 Web site 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. Hang Gliding & Paragliding: January, 2005

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! (410) 634-2700, Fax (410) 634-2775, 24038 Race Track Rd, Ridgely, MD 21660, www.aerosports.net, hangglide@aerosports.net. M I C H I GA N

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 spring 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. www.mosquitoamerica.com. N E VA D A

HAMILTON FLIGHT TRAINING SYSTEM - For Trike, Ultralight & Sport Pilots. Paul Hamilton, NAFI, EAA UFI-E, ASC/USUA AFI. Call (775) 747-0175. www.Sport-Pilot-Training.com. NEW YORK

AAA FLIGHT SCHOOL — In Ellenville. Mountain Wings Hang Gliding and East coast 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. AIRSPORTS USA — www.powerparaglider .com, www.flyforfun.net.

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. S U S Q U E H A N N A F L I G H T PA R K 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, H-2 and P-2 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. 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. U.S. 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. 75

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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.

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

VIRGINIA

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

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. WASHING 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. WISCONS I N

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. WYOMIN G

JACKSON HOLE PARAGLIDING — 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).

BIG EARS PTT - $99.95. Includes speaker and microphone, radio connection, sealed ﬁnger switch. Choose the full-face or the openface model. www.bigearsptt.com (805) 965-3733. 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.

FOR ALL YOUR FLYING NEEDS — Check out the Aviation Depot at www.mojosgear. com featuring over 1000 items for footlaunched 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 1-800-6641160 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.

INTERNAT I O N A L

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

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.

MINI VARIO — World’s smallest, simplest vario! Clips to helmet or chinstrap. 200 hours on batteries, 0-18,000 ft., fast response and 2year warranty. ONLY $169. Mallettec, PO Box 15756, Santa Ana CA, 92735. (949) 795-0421, MC/Visa accepted, www.mallettec.com.

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.

OXYGEN SYSTEMS - The world-class XCR180 operates up to 3 hours @18,000 ft. and weighs only 4 lb. 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 reserve 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. TANDEM LANDING GEAR - Rascal™ brand by Raven, Simply the best. New & Used. (262) 473-8800, www.hanggliding.com, info@hanggliding.com, http://stores.ebay .com/raven-sports. WARM FLIGHT SUITS AT MPHSPORTS.COM — Flight suits flight suits flight suits flight suits flight suits flight suits flight suits flight suits flight suits flight suits flight suits flight suits. mphsports@comcast.net, (503) 657-8911. WHEELS FOR AIRFOIL BASETUBES - WHOOSH! Wheels™ (Patent Pending), Moyes/Airborne & Wills Wing compatible. Dealer inquiries invited. (262) 473-8800, www.hanggliding.com, info@hanggliding.com, http://stores.ebay.com/raven-sports. WINDSOKS FROM HAWK AIRSPORTS INC — PO Box 9056, Knoxville, TN 37940-0056, (865) 945-2625. World-famous Windsoks, as seen at the Oshkosh & Sun-N-Fun EAA Fly-Ins. Hawk@windsok.com, www.windsok.com. 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 aviation. 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 aviation 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 Web site 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 a 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. January, 2005: Hang Gliding & Paragliding

C L A S S I F I E D S

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. T OWING

HG TOW TRUCK – 1987 Chevy pickup, good running condition, completely set up for towing, pay-out winch $1,500. Tom (917) 270-5669, atkins@coned.com. VIDEOS & DVDS

DVDs, VIDEOs, BOOKs - Paraglider, Powered Paraglider, Hang Glider, Ultralight, & Sport Pilots. Paul Hamilton, Adventure Productions. Call (775) 747-0175 for FREE catalog. www.AP-Store.com. USHGA VIDEOS – 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. 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. Basic how-to and safety tips. 24 minutes $24.95 ALSO AVAILABLE IN DVD, same great price. WWW.USHGA.ORG. MISCELLANEOU S

“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).

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

WORLDWIDE INTERNET PARAGLIDING TALK SHOW — WWW.WORLDTALKRADIO. COM. Listen live or to the archives! Live Tuesday 9-11:00 am (PST). Call toll-free, 1-888-514-2100 or internationally at (001) 858-268-3068. Paraglider pilots and radio hosts David and Gabriel Jebb want to hear about your stories, promotions/events or insight; they also take questions!

INDEX TO ADVERTISERS

AIR ATOS.................................................72 Angle of Attack .........................................5 Cloud 9 Soaring Center ..........................72 By Dan Johnson ......................................45 Flight Connections ..................................72

CLASSIFIED ADVERTISING RATES

The rate for classified advertising is $10.00 for 25 words 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 to ushga@ushga.org your classiﬁed with your Visa/MC or Amex. STOLEN WINGS & THINGS

MOYES LITESPEED – Stolen Aug. 1, 2004 from home in TEMECULA, CA. Blue.red/blue mylar sail, no markings, speed frame. Contact Bill Soderquist billsod@ez2.net, (909) 677-7015 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 to (719) 632-8300, faxed to (719) 632-6417, or emailed to 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. JUST ONE MORE… Dick Jackson captured this budding photographer at the Coup Icare in St. Hilaire

Fly Mexico...............................................72 Flytec ............................................... 72, 80 High Energy Sports .................................70 Independence/Fly Market .......................48 Just Fly ....................................................28 Kitty Hawk Kites ......................................72 Mojo’s Gear ............................................55 Moyes America .......................................35 Peak to Peak Paragliding .........................20 SSA Convention ......................................24 Sport Aviation Publications ..................... 13 SuperFly ............................................32, 72 Thermal Tracker ...................................... 11 Torrey Pines ............................................71 Totally Awesome Flying Sports .................2 Traverse City ...........................................58 USHGA.............................................. 21, 10 USHGA World PG Team ..........................44 USHG Foundation ................................... 17

APPAREL, VIDEOS, BOOKS & POSTERS — Check out our Web page www.ushga.org.

Wills Wing.........................................72, 79

Hang Gliding & Paragliding: January, 2005

P DR EO P D A U C R TT M L IE NNE TS ST. PAUL, MINN.—Happy New Year, all! ••• Jon Szarek wrote to say, “I noticed that you lead off Product Lines [in October 2004 with] a bit about the release of the Sport 2 135. We have been looking for a medium to (low) highperformance glider for my wife Toni for the last two years. She only weighs 105 pounds and is 5’4” so our options were severely limited.” Jon and Toni looked at the Eagle, Ultra Sport 135, the small Sting (118 sq. ft.), and the LaMouette Topless (121 sq. ft.). “Simply put, there just wasn’t a good glider for her to transition from her Falcon,”

might have caused them to consider that the real problem was not an imbalance but a fuel leak. ▲ But they saved the airplane... The investigators said that Captain Robert Pich’s skill in conducting the subsequent engines-out deadstick landing saved the lives of the 306 passengers and crew on board. The glide began at 18,000 feet, lasted 19 minutes, and traversed 65 nautical miles. Bet they were glad to see that airﬁeld! ••• As EAA is my client these days, I keep an eye open for organization news of interest to the soaring crowd. ▲ A new “Tribute to Ultralight Pioneers” exhibit in the EAA AirVenture Museum highlights the

Jon continued. ▲ Rob Kells and Steve Pearson kept telling them to be patient because “something” would

three-decades-old ultralight movement. ▲ The exhibit will feature eight ultralights from the EAA collection, including a Kiceniuk Icarus V from 1973 and Larry Mauro’s Solar Riser (a solar-cell-powered Easy Riser biwing hang glider),

be coming. ▲ “When Rob came out for Demo Days at the beginning of September, Toni had a chance to demo,” says Jon. “She towed up and spent two hours and 45 minutes darting all over the sky above Morningside. She was ecstatic upon landing. Handling is good—though she takes 10 pounds of ballast when the wind is over 710 mph—and foot launching is easy with the 62-inch downtubes.” Wills is no doubt smiling, as they should be.

along with a series of pioneering powered ultralights. EAA’s world-class museum will feature expanded information at visitors’ ﬁngertips via an interactive touchscreen display. If you can’t go to Oshkosh, Wisconsin, the on-screen presentation will be made available on the “virtual museum” at www.airventuremuseum.org. ▲

••• I’ve also heard good comments about Pura Vida Flying (“Pura Vida” means “Pure Life”). The DVD ﬂick stars top pilots Bo Hagewood, Kari Castle, and Chris Muller and features original music. Marketed under their business name Lone Palm Motion Pictures, all creative efforts were handled by GW Meadows and his wife, Jan. In the production you travel to Costa Rica for three weeks of hang

••• In parting…Bill Bennett continued to attract news after his death in a trike accident in October. No less a journal than the New York Times carried a readable story by Douglas Martin. You can see the entire article at www .nytimes.com/2004/11/17/sports/othersports/17bennett .html?oref=login&oref=login (Registration but no payment

gliding, paragliding, kitesurﬁng, and other adventures. ▲ You can see a trailer of the movie on the JustFly.com Web

is needed). An excerpt follows. ▲ “William Edward Norman Bennett was born in Korumburra, Australia, on Sept. 26, 1931. He served in the Australian Royal Navy as a machinist, and afterward continued to pursue activities related to water, in particular water-skiing. He was ranked eighth in the world in barefoot water-skiing in the

site. Enjoy! ••• Many years ago the rule in the American Baseball League was that that Yankees would win and everybody else would ﬁght it out for second place. The hang gliding analogy of late is that Manfred Ruhmer would win and everybody else would do his or her best to beat him—or at least learn from him. Well, aspiring contest winners, 2005 may be your year. The undisputed champion contest ﬂyer is taking a year off…to teach. He’s enjoying the experience of teaching other folks that which comes so naturally to him after 16 years of the comp

1960s. ▲ Even then, the path to hang gliding was being established. First, Francis Rogallo, working with his wife, Gertrude, developed a ‘ﬂexible kite’ for NASA to use for spacecraft reentering the atmosphere. ▲ John Dickenson, an Australian electronics technician, saw a picture of the Rogallo invention in a magazine, and used it as the basis for making the ﬁrst human-carrying gliders in 1963, according to the Smithsonian. Mr. Bennett and his friend Bill Moyes, friends of Mr. Dickenson through water-skiing, took up the sport; Mr. Moyes began making and selling

circuit. ••• Talk About a Long Glide… This ofﬁcial report makes for good aviation reading and speaks to the value of being able operate a glider—even if it is a huge and heavy one. The pilots of an Air Transat Airbus A330 glided to a landing in the Azores after responding incorrectly to a fuel leak over the Atlantic Ocean, according to the ofﬁcial report released recently. The pilots, reacting to what they thought was a fuel imbalance, fed fuel into the leak, and soon succeeded in inadvertently pumping all their fuel overboard, far from land. The report said the pilots acted from memory rather than utilizing a checklist, so they never saw a “Caution” note in the Fuel Imbalance checklist that P

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hang gliders in Australia, Mr. Bennett in California.” ▲ A worthy written tribute, but personally, I’m still bummed that Bill couldn’t make the Moyes Boyes Reunion at Wallaby near the end of October. Bill would’ve been in his glory, telling tall tales and ﬂashing his trademark grin after a joke. ••• 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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