USHPA Hang Gliding & Paragliding Vol36/Iss5 May 2006 by US Hang Gliding & Paragliding Association

Volume 36 Issue 5 May 2006 $4.95

A Publication of the United States Hang Gliding and Paragliding Association

www.ushga.org

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Office Staff: Jayne DePanfilis, Executive Director: jayne@ushga.org Martin Palmaz, Business Manager: martin@ushga.org Rick Butler, Information Services Director: rick@ushga.org Erin Russell, Admin. & Memb. Services: erin@ushga.org Michelle Burtis, Member/Instructor Services: michelle@ushga.org USHGA Officers and Executive Committee: Lisa Tate, President: lisa@soaringdreamsart.com Felipe Amunategui, Vice President: dr.amunategui@att.net Elizabeth Sharp, Secretary: Elizabeth.Sharp@heii.com Mark Forbes, Treasurer: mgforbes@mindspring.com REGION 1: Bill Bolosky, Mark Forbes. REGION 2: Jim Macklow, Urs Kellenberger, Paul Gazis. REGION 3: David Jebb, John Greynald, Tad Hurst. REGION 4: Steve Mayer, Jim Zeiset. REGION 5: Lisa Tate. REGION 7: Tracy Tillman. REGION 8: Gary Trudeau. REGION 9: Tom McCormick, Felipe Amunategui. REGION 10: Steve Kroop, Matt Taber. REGION 11: Gregg Ludwig. REGION 12: Paul Voight. REGION 13: Dick Heckman. DIRECTORS AT LARGE: Russ Locke, Elizabeth Sharp, Dennis Pagen, Bruce Weaver, Riss Estes. HONORARY DIRECTORS: Bob Hannah, Steve Roti, Connie Locke, Ed Pitman, Jennifer Beach, Dutcher Sterling, Len Smith, Bill Bryden, Randy Leggett, John Harris, Jan Johnson. EX-OFFICIO DIRECTORS: Art Greenfield (NAA). The United States Hang Gliding Association Inc. is an air sports organization affiliated with the National Aeronautic Association (NAA), which is the official representative of the Fédération Aeronautique Internationale (FAI), of the world governing body for sport aviation. The NAA, which represents the United States at FAI meetings, has delegated to the USHGA supervision of FAI-related hang gliding and paragliding activities such as record attempts and competition sanctions. HANG GLIDING & PARAGLIDING magazine is published for foot-launched air-sports enthusiasts to create further interest in the sports of hang gliding and paragliding and to provide an educational forum to advance hang gliding and paragliding methods and safety. Contributions are welcome.

may also email your request with your member number to: ushga@ushga.org. HANG GLIDING & PARAGLIDING (ISSN 1543-5989) is published monthly by the United States Hang Gliding Association, Inc., 1685 W. Uintah St., Colorado Springs, CO 80904, (719) 632-8300, FAX (719) 632-6417. PERIODICAL postage is paid at Colorado Springs, CO and at additional mailing ofﬁces. POSTMASTER: Send change of address to: Hang Gliding & Paragliding magazine, P.O. BOX 1330, Colorado Springs, CO 80901-1330. Canadian Post Publications Mail Agreement #40065056. Canadian Return Address: DP Global Mail, 4960-2 Walker Road, Windsor, ON N9A 6J3 DISCLAIMER OF WARRANTIES IN PUBLICATIONS: The material presented here is published as part of an information dissemination service for USHGA members. The USHGA makes no warranties or representations and assumes no liability concerning the validity of any advice, opinion or recommendation expressed in the material. All individuals relying upon the material do so at their own risk. Copyright © 2006 Hang Gliding & Paragliding magazine. Hang Gliding & Paragliding magazine welcomes editorial submissions from our members and readers. We are always looking for well written articles and quality artwork. Feature stories generally run anywhere from 1500 to 3000 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 or other USHGA business, call (719) 632-8300, or email ushga@ushga.org. IT

E D S TAT

NG GLID

OC. INC

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

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.

Jayne DePanﬁlis, Publisher: jayne@ushga.org C. J. Sturtevant, Editor: editor@ushga.org Joe Hartman, Art Director: jhartman@brandingironmedia.com Martin Palmaz, Advertising: martin@ushga.org Thayer Hughes, Contributing Editor: thayer@ushga.org Staff writers: Matt Gerdes, Joe Gregor, David Jebb, Dennis Pagen, Steve Messman, Jon Goldberg-Hiller Staff artists: Harry Martin, Jim Tibbs

RAGLI

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.

Chelan Butte Photo: This photo (along with several others) was “dropped” in the USHGA dropbox with no identiﬁcation. Photographer, please contact C.J. at editor@ushga.org.

Flight Report: First Time Thermal Soaring . . .6

DEPARTMENTS Editor’s Corner . . . . . . . . . . . . . . . . . . . . . . . . 7 Pilot Brieﬁngs: News and Events . . . . . . . . . . 8 Air Mail: Readers Write In . . . . . . . . . . . . . . . 10 USHPA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Pilot Proﬁle: Kids and Flying: Making the Mixture Work . . . . . . . . . . . . . 19 Master’s Tips . . . . . . . . . . . . . . . . . . . . . . . . 22 HG Accident Reports . . . . . . . . . . . . . . . . . . 25 Travel: Gliders in the Swamp – Pantanal, Brazil . . . . . . . . . . . . . . . . . . . . 29 Mountains, Thermals and Spuds . . . . . . . 46 Flight Report: Flight of Fantasy . . . . . . . . . . . 49 Comp Corner: 2005 Northern California Cross Country League . . . . . . . . . . . . . . . 52 Region 9’s 2005 Yearlong XC Contest Results . . . . . . . . . . . . . . . . . 54 USHGA Sanctioned Competition Notice . . . . . . . . . . . . . . . . . 58 Gallery . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64 Calendar . . . . . . . . . . . . . . . . . . . . . . . . . . .68 Marketplace . . . . . . . . . . . . . . . . . . . . . . . . . 71 New Ratings . . . . . . . . . . . . . . . . . . . . . . . . . 73

HOW DIVERSITY ENDED THE MONTANA TOWING JINX Montana hang glider pilots, frustrated by the ongoing jinx on tow-launch XC ﬂights, invited paraglider pilots to join the quest. The results were dramatically better than anyone expected! By Will Lanier, with Andy Macrae . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16

HANG GLIDER-RELATED PHILATELIC ART & GRAPHICS, PART 1 Our hang gliding philatelist has continued his search for postage stamps that feature hang gliders and paragliders, and presents his latest discoveries in this ﬁrst of a three-part series. By Terry Ferrer, ©2005 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23

THE NATIONAL FLY-IN, 2005 The 2005 National Fly-In, held on Memorial Day weekend in Alamogordo, New Mexico, boasted fabulous ﬂying, lots of prizes and plenty of good times for the dozens of pilots who participated. By Robin Hastings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35

Classiﬁeds . . . . . . . . . . . . . . . . . . . . . . . . . . 74 One Last Thought . . . . . . . . . . . . . . . . . . . . 78 Index to Advertisers . . . . . . . . . . . . . . . . . . . 70 Helmut Eichholzer passes the Bischofsmütze, near Salzburg, Austria, during the Red Bull X-Alps 2005.

SURVIVING SPIN AND SPIRAL ACCIDENTS Sudden, fast, continuous turns can cause almost instant and totally debilitating vertigo in susceptible individuals. There are ways to help ensure you’re not among the vulnerable.

By Dennis Pagen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

It's the way it all goes together in the morning calm, with the sun lighting up the colors in the sail. It's the perfect balance on the launch run, as the hill falls away, or the way you come out of the cart straight and true, the tug's wheels nailed to the horizon. It's that 'right-now' response as you bank into the first thermal and start your climb. It's the ground sliding away beneath you as you head for the next cloud, the horizon feeling closer than the ground. It's the sure, confident carved turns on approach, and the easy, two step touch down at the end of the day. It's the smile on your face the next day at work, when no one but you knows what you're smiling about. It's your new Wills Wing. Go ahead. You deserve it.

It's all about the flying.

WWW.WILLSWING.COM 500 WEST BLUERIDGE AVE. ORANGE, CA 92865

TEL: 714-998-6359 FAX: 714-998-0647

KING MOUNTAIN MAGIC 2005 King Mountain Hang Gliding Championships, Day 4 Pilots come to King Mountain for its big-air, big-miles ﬂying, and this participant in the 2005 King Mountain Hang Gliding Championships wasn’t disappointed. By Joe Evens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59

REALIZING THE DREAM OF FLIGHT A biwingual pilot’s XC landing at a gliderport leads him to reﬂect on the elegance of all forms of soaring ﬂight.

By Greg Brown. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61

Gallery. . . 64

Jay Carroll becoming one with Les Drus in the Chamonix valley Photo: Steve Roti

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

Photo: Chris Amonson

Also in the Comp Corner this month is Jugdeep Happy spring! The flying season will be well underway as you read this, but I’m writing these words Aggarwal’s recap of the 2005 Northern California XC in late March as spring still struggles to displace League meet. I pulled this article from the January winter. This issue was already in production during issue to maintain content balance, and somehow lost the March BOD meeting, so not all of the updates track of it; my apologies to Jug and the League pilots to procedures and policies then voted on could be de- for the delay. Staff writer Matt Gerdes travels to some of the tailed in this issue. Some of this information is on our ushga.org Web site, and all of the committee meet- most amazing areas for his paragliding adventures! ing minutes, with specific details, can be requested We join him this month for a competition in the Pantanal, a Brazilian wilderness, which translates from your regional directors. During my BOD trip to Colorado, art director literally as “swamp.” It’s not on my list of gotta-flyC.J. Sturtevant Joe Hartman and I drove to Publication Printers in before-I-die sites, but Matt is young and adventurous, Denver to see our April magazine in the process of and he tells a great tale. A bit less wild and a lot closer USHGA Becomes USHPA being printed. The staff at Pub Printers gave us the to home, Sun Valley, Idaho, is the site of this year’s The vote on your organizaVIP tour, from the making of the plates containing paragliding Nationals and is recommended by Chuck tion’s name was conducted at the text and photos, through the challenges of match- Smith for anyone who loves mountain thermals (and a special membership meeting ing the inked colors on the printed page as closely as good spuds). Fun flying and excellent food are requi- in Colorado Springs on March possible to those in the original photos, to the actual sites for any successful fly-in, and Robin Hastings’s 17. Of the 9678 members elipress run – which was started and finished in less report on the Alamogordo 2005 National Fly-In in- gible to vote, 2641 responded than an hour! Their presses are running 24 hours a dicates that last May’s event was successful on both – that’s 27.3%, which is quite a significant voter turnout! The day, so clearly we are only a very small segment of counts. name change was approved In honor of Mother’s Day, Wendy Campbell their clientele. I was impressed with the professionalby a margin of 1590 to 1014, profi les two moms who fly: hang pilot and Women’s ism of all the staff and their attention to detail. with 37 abstentions. Speaking of professionalism and attention to World Team member Linda Salamone, and parapilot The legal process for detail, I’d like to commend our volunteer accident Tina Pavelic. In celebration of diversity, hang pilot actually changing the name report authors. Joe Gregor compiles the bi-monthly Will Lanier teamed up with paraglider pilot Andy is expected to be complete by April 14, and as of this hang gliding reports, and with assistance from Brian Macrae to report on how their biwingual team broke writing (March 31) that proVant-Hull has prepared the annual summary (in a long-standing jinx on tow-launch XC flights in cess is proceeding smoothly this issue) as well. Jon Goldberg-Hiller writes the bi- Montana. And in celebration of the sheer elegance and on schedule. By the time monthly paragliding reports, with Jim Little taking of all soaring fl ight, Greg Brown’s feature, Dream you receive this May issue, on the annual report, which will appear in the June of Flight, suggests we all step back from our wing- the change is expected to issue. These pilots all have the same responsibilities specific prejudices and recognize our shared passion. be official, and the organizathe rest of us have, yet they make time in their busy Terry Ferrer, our flying philatelist, begins a new tion will be known as United States Hang Gliding and lives to provide us with information to keep us flying series on hang gliding and paragliding stamps of the safely. But THEY CAN’T DO IT WITHOUT world in this issue. Inspired by his earlier articles, Paragliding Association, or USHPA for short (to borrow OUR PARTICIPATION! No, I’m not suggesting I’ve arranged with the U.S. Postal Service to have a Dan Johnson’s phonetic you should go out and have an accident so they’ll special event cancellation for mail sent out from the spelling: Yooshpa). Unless have something to report, but if you do have a mishap World Meet at Quest Air on May 20th. Project co- there’s a glitch with the print– or even a little wake-up call – please fi le an accident ordinator Belinda Boulter will have souvenir photo ing of new cards, members report at http://www.ushga.org/emailacc.asp. postcards available on site that day. Belinda says, who renew after April 14 will receive membership cards More on the safety theme: Dennis Pagen’s feature “For people who want the postcard but won’t be here: with the new name. article, Surviving Spins and Spirals, contains sug- Send me $1 and your address, and I will mail back a Much of the content gestions to help paraglider pilots avoid succumbing Quest Air photo postcard, hand-cancelled with the for the issue was submitted to the vertigo brought on by unexpected maneuvers, commemorative postmark.” The $1 covers the cost of before the name change vote, and David Jebb’s Master’s Tips column details how the postcard and the postage; you can send your own and so you’ll find both USHGA to practice for a safe toplanding. pre-addressed and stamped postcards or envelopes, and USHPA acronyms in this issue. We hope to make evLast season was a memorable one for several which she’ll get postmarked for no charge. Details erything “official” in the next hang glider pilots. Joe Evens shares fond memories are on p. 72 of this issue. issue, although habits of 20of a long Idaho XC flight during the 2005 King Mt. Staff writer Steve Messman leaves us with One some years die hard! Look for comp and illustrates his route with photos from the Last Thought, an essay on our significant others, re- information on new logos that recent King Mt. Site Guide CD, produced by local minding us to express appreciation to our family and incorporate our new name pilots with assistance from a Foundation grant. An friends who make our flying possible and pleasur- and acronym in upcoming enthusiastic Denny Pistoll recalls a Flight of Fantasy, able. magazines. For now, our Web his first high-altitude fl ight at Lookout Mountain Please continue to submit your articles and photos. site remains the same; you’ll find more information on the Flight Park. Regular Comp Corner contributor Pete Even when I’m off on a flying trip you can usually vote at ushga.org. Lehmann reports the return to more normal XC con- reach me at editor@ushga.org. ditions for 2005’s Region 9 Yearlong XC comp.

works, are at http://www.birrendesign kayaks on display and lots of demos to .com/linknife.html. Peter may be con- paddle around on the flight park pond. tacted directly at peter@birrendesign In addition, Mountain Wings has a .com. certified hydraulic winch tow operation at the Ellenville Airport, located just three minutes from the shop in Ellenville. The tow site is a 4000’ grass strip alongside the runway at the base of the mountain. You can tow up once and soar the ridge if your skills are sharp, and if you miss the lift, for $10 they’ll tow you up again. The tow operation uses both foot-launch method and dollies. For more information on Mountain Wings Inc. call (845) 647-3377 or go to The NAA (National Aeronautic Peter Birren (on left) and Art Greenfield www.mtnwings.com. Association) Safety Award is given to an The Mountain Wings shop is also individual who has contributed to hang Mountain Wings Celebrates 25 Years in the home of Eville Outfitters, the East gliding and/or paragliding safety promo- Business Teaching Hang Gliding tion in some significant way that should Greg Black opened Mountain Wings Coast’s largest paragliding school, be recognized. Peter Birren’s Linknife in 1981 and is proud to announce its 25th which uses the same training hills has become an integral safety feature in year as a certified fl ight school. Mountain and mountain launch as Mountain many tow-launch pilots’ release system, Wings Inc. has grown to one of the Wings. Their contact information is at and also in the emergency evacuation ve- largest fl ight schools teaching foot-launch www.evilleoutfitters.com. hicle for the International Space Station! hang gliding in the country. Mountain NASA purchased Linknifes for use on Wings owns their own mountain launch Need a Job? Mountain Wings the X-38 International Space Station site and bowl-shaped training hill facing is Looking For Hang Gliding prototype “lifeboat,” designed to carry the summer’s prevailing winds, and has Instructors up to seven passengers home from orbit an exclusive contract for the use of a 200should an evacuation of the space station foot advanced training hill, the famous become necessary. Four Linknives are “Bee Hill,” arguably the best training hill 4FF UIF BE JO UIF &NQMPZNFOU used on each plane to cut away the initial of its kind on the East Coast. TFDUJPO PG UIJT NPOUI T $MBTTJà FET drogue chute if there’s a problem. Hang As of this writing (March 2006) glider pilots need only one Linknife, and Mountain Wings is building a 52’x75’ it’s often used as the primary release building on the side of the fl ight park APCO Launches a Campaign to (cutting the weak link) rather than as a to house a new shop (with showers and Conquer Paragliding World Records backup safety release. restrooms for students’ use) and to store Can worldPeter was nominated by USHGA and the trainer gliders set up and ready to go, record distance selected in March of 2006 by NAA for saving the time it takes to assemble and fl ights be made this honor. Art Greenfield, NAA’s direc- break down gliders every day. on stock parator of contests and records, attended the Mountain Wings’ location makes it gliders? APCO March 18th USHGA awards banquet in an ideal location for a family vacation. thinks so, and is Colorado Springs to present the award. The fl ight park borders the old D&H offering an amazPeter recently considered discontinu- canal/railroad bed, which is ideal for ing $25,000US in ing production of the Linknife; perhaps mountain biking and hiking, and there cash to the pilot all the publicity will renew interest in this are numerous spectacular waterfalls who breaks the little safety device and will make it finan- and caves for exploring, many within open-d ista nce cially feasible for walking distance. or declared-goal him to continue The Mountain Wings Pro Shop, locat(free fl ight) record production, even ed in Ellenville’s town square, has a 4000on a standard if on a smaller square-foot showroom/shop/lounge with APCO certified scale. For now, 25-foot-high ceilings so they can hang product from the Stuart Caruk gliders as well as have some set up on current range. Anatoly Cohn, APCO’s ( T o w M e U p display. Visitors and pilots are invited to founder and owner, explains: “I believe .com) has agreed to make and ship them come in and watch flying videos on one that now is the right time for this initiato Peter on an as-needed basis. of three big-screen TVs, or take a fl ight tive. Previously, world records have been More information about the Linknife, in a virtual reality simulator. Mountain made on specially built prototypes or and a brief animation showing how it Wings is also a kayak dealer with many comp wings which are not manageable Peter Birren Is Honored With NAA’s Safety Award

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

Photo: Vince Furrer

Photo courtesy GIN Gliders

the position on the polar curve and thus maximize performance. GIN expects the Boomerang Sport to be certiﬁed in three more sizes soon. More information is available at www .gingliders.com.

titudes of over 10,000’ MSL. “A self-launching hang glider opens a world of possibilities bringing unprecedented convenience. Pilots can operate out of fields close to work or home and they can practice cross-country tasks, then motor home when done instead of the hassle of arranging retrieves,” Hidden Mountain Flight Introduces adds Bruce. Next Generation Power Harness Matt Dettman of Las Vegas, Nevada, Hidden Mountain Flight (www .hiddenmt.com) has spent that last 20 recently took ownership of his new X1 months in research and development to and states, “This is the best investment produce a next-generation power harness I’ve made in hang gliding equipment for the hang gliding marketplace. The since my first glider 20 years ago.” The X1’s features include highnew harness, dubbed the X1, combines the best of previous harness designs with performance engine, exhaust, carbon silencer, electric start, articulating frame several innovations. Bruce Decker of Hidden Mountain and high-performance folding carbon Flight says, “Until the X1, power har- propeller. More information, including nesses for hang gliders were marginal in videos, can be viewed at http://www power, making them less than practical .hiddenmt.com or you may contact for pilots on the high end of the weight Hidden Mountain Flight at (720) 733range or pilots operating out of hot and 0459. high environments. Our harness is the first to use a new and more powerful Idaho Pilot Earns Paragliding Safe Pilot GIN’s Boomerang Sport (DHV 2-3) Now power plant. We also invested heavily in Award Certified in Size M propeller design, producing our own highThe USHGA congratulates David Designed performance folding propeller system.” Frank of Ketchum, Idaho, on his achieveWith the more powerful engine and ment of logging 4000 consecutive safe for crosscountry and greatly improved propeller efficiency, fl ights, earning him the 4th Diamond c o m p e t i - the X1 has dramatically shorter takeoff Safe Pilot Award. tion, this hot distances and superior climb rates. That new glider translates into more confidence, especialprovides top ly when operating in low-wind or higher performance elevation environment. The X1 was exwhile re- tensively tested in Colorado with heavy taining the pilots flying out of fields with density al(r e l a t i v e l y) user-friendly c ha r ac ter istics of a DHV 2-3 wing. GIN suggests that pilots who fly the Boomerang Sport have a few years experience flying DHV 2 or 2-3 gliders, and recommends at least 80 hours of airtime a year to fly this wing safely in all conditions. The Boomerang Sport, like GIN’s other competition gliders, is equipped with their patented Rigifoil System, a reinforcement of the leading edge that helps maintain the shape of The Buzzard Hang Gliding Club invites all hang glider pilots to come the airfoil, and holds open the air to North Carolina and join them for an anniversary fly-in at Moore inlets to allow fast and progressive Mountain to celebrate 30 years of flying at Hibriten Mountain and inflation and re-inflation. The unique 20 years of flying at Moore Mountain. Details on the fly-in are in this Kick-Down speed system provides enmonth’s calendar of events. hanced feedback through the speedbar, Just off launch at Moore Mt. allowing the pilot to be more tuned in to by a regular guy and which do nothing to promote paragliding. The real goal should be for stock/standard wings to break world records. We intend to prove that this is achievable, so the pilot on the hill flying APCO’s wing knows that this is the wing which broke the world record and he can do the same.” The record(s) must be FAI approved, fully documented and followed by a wellwritten story and a collection of printquality photos featuring APCO products used for the new record. APCO will also handsomely reward a publishable story with attractive photos telling of the attempt to break the world record on an APCO current wing – even if it was unsuccessful and just ended up with a remarkable fl ight. Pilots wanting to obtain an APCO wing for their attempt to break the world record may qualify for a discount on their purchase. See www.apcoaviation.com for more information.

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

The opinions expressed in the letters published in this column are those of the authors and do not necessarily reflect those of the magazine staff or USHPA officials. While every effort is made to verify facts stated in letters, readers are urged to check the accuracy of any statement before taking action or forming an opinion based on the contents of a letter. USHPA Today, But Next Year? (email, 3/19)

Although I am not surprised that USHGA is now USHPA, I can’t help but feel disappointed with this latest dilution of what used to be an organization exclusively focused on hang gliding. Now, in the fall of this year, suppose a new vote to include powered harnesses and gliders in the “USHPA” also passes. We are told there have been 4000 PPGs (powered paragliders) sold already. If a large number of PPG pilots joined USHPA, could we expect power to be included and could we expect this large block of voters to want another name change? Maybe we should consider the next name for the USHPA. How about USHPPA, or USHPPGA? How many more times will we change our focus and change our name, and will we ever make everybody happy? Karl Plischke, USHGA #77905

Falling In Love with Our Ideas (email, 2/14)

I think it’s safe to say that most strongly held opinions about anything – one’s patriotism, one’s faith, one’s politics or just about anything we feel the need to ﬁght for – when pushed too far, usually

lead to self-defeating outcomes. As we’ve seen lately, there are lots of strongly held opinions about the wisdom of including power-assisted launch and/or fl ightsustaining devices within the USHGA ranks. Almost anyone, at any time, can rationalize just about any “righteous” opinion that one can come up with. We’ve all heard it from others or done it ourselves at some time in our lives: I know the real truth (and you don’t); I know what God really wants us to do (and you don’t); I’m entitled to feel this way because I’ve been wronged/victimized/ discriminated against (and you haven’t); I am being faithful to the original purpose (and you aren’t); I really understand this (and you don’t); et cetera ad infinitum. Such thinking is exclusive rather than inclusive. You know: Let’s get rid of the folks with whom we disagree (the infidels /heathens/ unenlightened/others of any stripe). Let’s keep our organization, whatever its purpose, pure and holy. We are the true believers…the faithful. The USHGA has such a small membership in the grand scheme of things. Can we really afford to be excluding fellow fl iers who want to be part of us? The rest of the world thinks we’re all crazy. It seems as if we’re doing some kind of battle with them almost all the time just to keep from losing our sites. Does it make sense that we’re fighting among ourselves too? Are we so in love with our opinions about what’s right (and wrong) about this power issue that we’re willing to risk a weakening of our association by driving some of our members out? Sure, that feeling of being right is

a good feeling. After all, we’ve got the angels on our side, don’t we? During WW II, Germans and Americans, who shared the same religion, were praying to the same God with each side asking God to give them a victory over their enemy. Each side was sure that God was on their side. Each side rationalized the righteousness of their behavior in the war. They fell in love with their ideas. When taken to the extremes of war, they were willing to kill and to die for those ideas. Our solution to the world’s problems was to kill each other. Some solution! So, you warring factions out there, how about a little humility on this power issue? How about a little tolerance for other viewpoints? No one knows, for sure, who (if anyone) has a lock on the truth. All we have are our opinions, our conviction that our ideas are right and proper and our righteous indignation about the bad stuff that all of those “others” are doing. How about just letting go of all that egocentric stuff ? We are such a small community of sport fl iers. Don’t we need to stick together? Our similarities are much greater than our differences. OK, so the USHGA changes and adapts to new technology; so some of the original ideas about the purpose and scope of the USHGA change; so HG pilots in the flatlands motor up in a powered harness to soar and some PPG pilots just boat around under power until the gas runs out. So what? It’s not the end of the world. We’re just adapting and we’re growing and we’re supporting our brother and sister aviators even if they have a slightly different twist on how to do it. One of nature’s laws is that, over time, you either adapt or you die. Which will it be for us? Bill Finn, USHGA #38972

The Very First Time... (Web site, 2/15)

There was a day, I had the time oﬀ, I had some spare change, I thought...Hey, I would like to try hang gliding. I had been having dreams of running down the street and having my feet leave the ground since I was six. I had sat in the back seat of a plane my dad was learning to ﬂy when I was 10. I remembered that feeling of “dropping” when he leaned forward, and then the big hand pressing

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

down on me when he pulled the “wheelie thing” back toward his chest. I remembered him having me memorize the four forces of level fl ight and having me recite them in bars to amaze his drinking buddies. Fun stuff. Later... I had been given a stack of old (well, 1972) Hang Gliding magazines by a friend to whom I mentioned my dreams after my father passed. My friend told me I should check it out. I looked in the back of the magazine, found the “instruction” column and dialed the number in the biggest ad. It was WindSports in Van Nuys (California) and they invited me down to the shop to hang in the simulator and either take a tandem ride or spend a day at the training hill. I chose the hill. Later... They (Ted Boyse and Andy Beem) got us students out to a nice little hill near Chatsworth and showed us how to assemble a glider. They even did some little demo fl ights from the lower slope. I was third in line, and while none of us left the ground on that first run, we all felt the weight lessen on our feet as we ran across the mostly flat ground. The next run was a little higher up the hill. I was thinking way too much and trying to find the perfect angle of attack, windspeed, direction down the hill, etc. Ted told me to relax. I finally yelled, “Clear!” and the three of us started running down the hill, Ted on one side of me, Andy on the other. I distinctly remember the feeling of weight on my feet on the first five steps, and then a little lessening, and then NOTHING touching the ground. I was flying! I was back in my six-year-old dreams, I was a bird, I was god. I think I stopped breathing. Remembering the feeling of that achievement still makes me smile. That incredible sensation of running, then lifting, then FLYING. There was just the sound of Ted saying, very calmly, the whole time, “Relax, relax, wiggle your fingers.” I was off the ground that first fl ight maybe two feet for a span of maybe five seconds, but I can slow it down in my memory and the power of that moves me even as I type it now. I’ve flown a good bit since then, but that first time comes to mind every time I yell “Clear!” or turn into lift now. The feeling of wrapping my arms around

a force that can just lift me without a sound (other than my annoying little vario, which I like to turn off when I can). There are many good times in my memory, but that “first time” – well, you know. You’re here. You’re reading. There are many things I find attractive in motors and propellers. I want to try them someday. I’ll join that club on that day. For now, though, I like the one I joined that first day. Sorry if I ramble. I just felt like sharing. I want to go fly (quietly) now. Larry West, USHGA #51753

Power For Launching Is OK, Power For Flying Around is Not

use fuel for the initial climb will satisfy this argument. I am 100% against any bylaw change that will result in allowing aircraft to simply cruise around on power. I believe that over the long run it would result in less support for soaring ﬂ ight, and the USHGA will no longer be what it is today. Currently we are probably going to change the name of the USHGA. This leads me to believe that if a bylaw change allowing fuel to be used is not carefully written we will once again end up changing our name. Soaring foot-launched aircraft may very well end up not being the priority of the organization. Dennis Johnson, USHGA #75396

(email, 2/16)

I am in favor of allowing foot launch- Mid-West Power Users Only Want able powered harnesses into the USHGA Access to the Sky for the purpose of climbing to soaring (email, 2/11) altitude. I was and am opposed to the For those of you who have foot-launch powered harness bylaw change that was sites nearby, I ask you to be respectful of brought to the membership the last time them and do what you can to preserve we voted on this. All of the articles for them. Here in Minnesota and Wisconsin, passing it talked about the need for the we lost all but one of our foot-launch current powered harness configurations sites to encroaching land values. In some to be accepted into the USHGA but the cases, landowners moved on and the wording in the proposed change to the new landowner had no interest in gliders bylaws reached out much farther than on his land. In other cases the land was that. The wording must include: sold for far more than our club members ° The USHGA exists to support foot- could afford. launched soaring aircraft. Ultimately this led to power. ° The use of powered harnesses is We didn’t want powered gliders but limited to solo fl ight. it is now our only access to the sky. For ° The use of a powered harness is those of you who object to power, conlimited to the initial climb. Such pow- sider the possibility that your site could ered harnesses must be designed to carry be closed at any time, and power may only enough fuel for a 2500-foot climb, be the only way that you can get off the and then must depend on soaring alone ground. Obviously the powered harness to sustain the flight. is too underpowered to just buzz around Limiting fuel to the initial climb will: – but it does admirably what it was in° Further indicate that the USHGA tended to do: get you up to the lift so you exists to promote soaring fl ight; can soar! I like to limit my fuel to a cup. ° Reduce fire hazards; Starting from your landing area, see how ² Help keep less responsible pilots far a cup of fuel gets you with your fourfrom going places they shouldn’t be or wheel-drive. flying low in areas where there is no safe For what it’s worth, I started in 1978 landing in the event of power loss. Th is and I was the last holdout in our club. will help to reduce the USHGA insur- I’ve been flying for 28 years – its not like ance carrier’s vulnerability to potential I don’t know what the flip side of my arliability, which will help to insure the gument here is about. Please keep that USHGA’s long-term future. in mind. Now that I am getting soaring A commonly used argument sup- time in again, life is better. porting powered harnesses is that there Now consider also that when your is no available mountain or towing is site closes, you will still want to fly, not available. Allowing them to only and without access to insurance your

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

possibilities will be extremely limited. Proactive vs. Reactive: Why the USHGA let him/her know why they should strive to keep the USHGA “powerless and nonThere are many places to fly in the U.S., Should Plan Ahead and Define the threatening.” but if you think that they are not threat- Home Turf To unify in order to fly in our naened in some way, then you live in a fat, (email, 2/14)) dumb and happy fantasy world. It hapThe historical evidence is quite clear. tional parks is one thing, but to unify pened to us and it can happen to you. Laws and definitions migrate toward in- in order to fly in our nation is even We here in Minnesota would prefer creasing complexity and specificity with more important. to foot launch at our old sites, but they time. It is ignorant to assume that future Brad Gryder, USHGA #48841 are gone forever. For those who fail to regulatory boundaries will remain as they understand what power is really about are today. It is wise to stake out defend- Small Wings for Big Winds? (hint: soaring), perhaps the point will able turf and then strategize to protect it. (Web site, 2/22) be made when one of us comes to your There is much greater probability that I am writing to share with everyone site to fly there. Will you be uncomfort- a person will do noticeable harm and some information that I found very interable if we have no insurance (especially damage with a powered ultralight air- esting/exciting. I was reading a friend’s if you voted to get rid of it)? Trust me, craft in the not-so-distant future than Kiteboarding magazine, January 2006 someone will show up, sooner or later. in an unpowered craft. Anyone who is issue, and came upon an article titled Simple, raw ignorance on your part in proficient at race-to-goal flying in both “Pushing the Envelope.” German parathis regard will be insufficient to stop types of craft can understand why this glider/kiteboarder Armin Harich made that from happening. It will be better is true. A few factors worthy of consid- kiteboarding and paragliding history. if we are all on the level about this: eration are learning curves, launch site Some may have heard of Armin as he Inclusion of powered harnesses in the to target count ratios, exposure times has participated on the World Cup cirUSHGA is a good idea. prior to launch, portability, pre-launch cuit. On September 22, 2005, he flew his As soon as power gets shut out, so visibility, en-route times and efficien- 17m kiteboarding kite off a 328’ hill. He will the education and safety programs cies, instrument (obscured) fl ight capa- spent 10 minutes soaring at about 450 we work so hard to maintain. It’s bad bility, weather sensitivity, remote-pilot feet in wind that was too strong for him enough that someone can buy a glider capability, etc. Studying all the factors, to fly his paraglider. Armin is inventing/ with no instruction – imagine what will the powered paraglider or powered para- pioneering a new sport and possibly findhappen with no instruction and power! chute ranks high on the shopping list ing a way for paragliders to fly in higher/ Having just read Peter Birren’s ill- of our hypothetical terrorist we’ll call stronger winds. considered conclusions in the February “Misguided Madman,” while the unpowThis may be something USHGA can issue of this magazine, perhaps I can ered hang glider or paraglider is relatively look into and talk to Armin about for a put this another way. What good will worthless as a terrorist tool. future article. the USHGA be to those of us who, After Madman’s gang succeeds in May the wind be in your face and your through no fault of our own, can no delivering a parcel or more of harmful feet off the ground. longer foot launch? If we can’t get the agent into a crowded open-air assemKevin Otlowski, USHGA #80617 insurance, heck, might as well drop the blage, the knee-jerk reaction will come membership. Then, if we show up at back fast and furious. At that point, we’ll Thank you for bringing Armin’s pioneeryour site, you will tell us that we cannot need a strong and unified voice yelling, ing flight to the attention of the readers, fly. But you don’t control the air; we’ll “WE’RE POWERLESS AND NON- Kevin. Since the articles in our magazine just launch and shut off like we always THREATENING!” It is wise to survey are written almost entirely by readers and do and fly anyway. But we won’t have our boundaries today, stake them out to- pilots like you, I’d encourage you to follow insurance because you said we couldn’t morrow, and begin construction of our up on this news that has piqued your interest, have it, despite our intention to soar un- anti-regulatory fortress tomorrow eve- make the contact with Armin and submit a powered like everyone else (that’s what ning. The further we can distance our- Pilot Profile article or Pilot Briefings item. these things are for, dammit!). There are selves from Madman and his renegade not enough of us to insure on our own suicide powered-wing squad, the better – so are you telling us that we simply chance we have of remaining airborne cannot fly anymore? What about some- after the next 9/11. SoCal Pilots Request Assistance in one new to the sport? They won’t see any So, yes, there is a chance that the cur- Saving a Flying Site use for the USHGA either. The public rent ultralight definition will be further (email, 3/6) does not see a big difference here – the sub-divided in the future. Similar to Your help is needed to help save the gliders look the same in the air! The risk the logic used in Germany after WWI, Blossom Valley flying site, located in to hang gliding if power is shut out is there may indeed be a provision for glid- Southern California. If you have ever profound. Vote yes for power... ers to continue gliding, while motorized flown at Blossom, we could use your help Ralph Karsten, USHGA #26710 craft are grounded or severely restricted. to preserve our access to this site. Please consider these and other factors, Blossom Valley has been flown then contact your regional director and continuously since 1979. Residential

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

Photos provided by Blossom Valley pilots

development has rapidly encroached around Blossom Valley, with the property encompassing our launch and bailout landing areas the last undeveloped remnants of a rural area. The most recent Tentative Tract Map (2003) for the 256acre property proposes 21 residential lots, of which 175 acres are biological openspace easements and 25 acres are hillside open-space easements. Only proposed lots 13 through 20 would directly aﬀect our soaring. Our goal is to maintain our access to soar Blossom Valley by utilizing the existing/proposed open-space and equestrian easements. It is important to note that we are trying to maintain access to Blossom Valley through easements (preferably existing/proposed open-space easements), and NOT by

prohibiting or restricting private development of the property. We, the representatives of the San Diego Hang Gliding and Paragliding Association (SDHGPA), are gathering this information to support either a negotiated settlement for a prescriptive easement to maintain access to Blossom, or to support fi ling a legal claim to establish such an easement. It is important that it is understood that we are looking only for truthful, unexaggerated, accurate information that we can depend upon. It is equally important to note that, should we be unable to negotiate an easement with the property owners/developers, the information you will be sharing with us will likely become part of the public record if and when we do fi le a case. It is important that you understand that, should we be forced to litigate this action, we will be depending on you to stand behind us as potential witnesses in support of this overall effort. We need to create a witness/pilotuser list for group contact, should that become necessary. This initial information gathering is not designed to create sworn statements that might later be admissible in court. It is strictly an information-gathering and who-can-wecount-on effort. Finally, if any of you have any photographic evidence of flying the site – especially photographs that show people flying Blossom in years past – please let us know, and if possible forward copies of photographs to us to prove that this is a site that has been used for years. If you are willing to assist us in our effort to save Blossom as a soaring site, please send the following information to THurst@ Chemnavigator.com: 1) Full legal name and date of birth 2) Mailing address 3) Telephone numbers (home, cell and work numbers) 4) Email address 5) USHGA and/or FAI license number 6) Preferred method

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

of contacting you should we actually need to litigate the easement issue 7) Your history of flying Blossom: We need a concise statement that tells us when you first flew the site (date, month, and year if you have it – which you should, somewhere in your log books) and information that tells us how often you fly Blossom and roughly how many pilots you typically see when you are there. Lyne Perry (USHGA #74477) and Tad Hurst, USHGA Region 3 director, for the SDHGPA Save Blossom Team

“Hooked In…Clear!” – A Simple Procedure That Could Save Lives (email, 3/7)

In the January 2006 accident report I read of a pilot who died because he launched not hooked in to his hang glider. The best advice to prevent this from happening, which I believe I read in this magazine about eight years ago or so, was this: Instead of saying, “Ready...clear,” replace the word “ready” with “hooked in” and as you pick up the glider, physically check to see if you are hooked in and then say, “Clear!” When your launch crew hears “hooked in” many of them verbally confirm this, too. But it should be YOU that does the confirming. I always tell my launch crew that I replace “ready” (which is truly a useless fi ller word to yourself) with the words “hooked in” and the action of physically turning around and checking the carabiner-to-hang-loop connection. This takes a split second. It is all about replacing “ready” with an actual check. I then tell my launch crew that once they hear “hooked in” to expect to clear my glider seconds after when I say, “Clear!” “Hooked in” must be said and done seconds before you say “clear.” Otherwise you could say “hooked in” early, then back away and have to unhook, then go back up to launch unhooked and forgetting. Sometimes I have to say “hooked in” more than once – big deal! All you have to do is say “hooked in,” grab your control frame low and lift the glider high so it yanks up on your hang strap – if your strap is short enough. Otherwise do the turnaround and check. Before I did this process, I did have two launches where I could have gone off unhooked, but by lifting the glider I

realized I was not hooked in. Years ago I read about how to make gizmos out of an old pen tube and string to tell you that you are not hooked in. I think physically checking is the best way. I think the USHGA should have a universal launch sequence that ALL pilots should follow, since takeoff is one of the most dangerous parts of flying. I mean EVERYONE calls out, “Clear!” so why can’t everyone be trained to say “hooked in” as part of that process? Then, if a newbie did not do this, it could be reported by the wire crew to the instructors that this person did not follow procedure seconds before taking off. It would save lives.

ders of unpowered fl ight – and a publication dedicated to its promotion – it would be very easy to skate over the harsh realities of when things didn’t go so well. Although I am very new to the sport of hang gliding I have been associated with aviation my entire life. It has been my observation that regardless of the particular sector of flying one is involved with, the immutable human factors of safe fl ight operations apply, be it related to elements of communications, complacency, distraction or decision-making. The fl ip side of human performance is human error, and though no one ever goes flying with the intention of having an accident, accidents occur. The marJohn Foley, USHGA #54094 velous safety record enjoyed in aviation today is due, in large measure, to the meticulous review of what happened when Safety Review is Healthy For the Sport we didn’t get it right. I hope you continue (email, 3/12) Painful as it is to read and review, I ap- to hold a mirror in front of all of us that plaud your efforts to publish the monthly poses the question: On a given day under summaries of accidents that occur within similar circumstances, could this be you? our community. In a sport with so many Denny Pistoll, USHGA #84290 glowing descriptions relating to the won-

Sooner or Later… (email, 3/6)

I read in the pilot profi le of Tomas Pellicci on page 34 in the February issue, about his new sprog-setting invention along with the quote: “I would not be amazed if sooner or later some manufacturer would supply an instrument like this as part of the standard equipment coming with a new glider.” Apparently it was sooner rather than later. If you download the C2 aircraft manual at Airborne.com you will find this sprog angle-setting method and template, which were also included with the original Climax hang glider manual in early 2001, five years ago. Jim Okamoto, USHGA #20431

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May 2006: Hang Gliding & Paragliding – w w w.ushga.org

2007 USHPA Regional Director Nominations Solicited Deadline July 14th.

USHPA is issuing its annual call for nominations to the national Board of Directors. Nine positions are open for election in October 2006 for a two-year term beginning January 2007. Nominations must be received at the USHPA oﬃce by July 14, 2006. Nominations are needed in the following regions. The current directors whose terms are up for re-election in 2006 are: Reg# 1 2 3 4 5

Current Director Bill Bolosky Jim Macklow David Jebb Steve Mayer Nominations are not needed in Region 5 for this election.

States within region Alaska, Oregon, Washington Northern California, Nevada Southern California, Hawaii Arizona, Colorado, New Mexico, Utah Idaho, Montana, Wyoming

6 7

As of January 2006, Region 6 and Region 11 were combined into Region 11.

Gary Trudeau

Felipe Amunategui

Steve Kroop

Nominations are not needed in Region 11 for this election. Paul Voight

Tracy Tillman

Illinois, Indiana, Iowa, Michigan, Wisconsin, North Dakota, South Dakota, Minnesota New Hampshire, Connecticut, Maine, Massachusetts, Rhode Island, Vermont Washington DC, Delaware, Kentucky, Maryland, Ohio, Pennsylvania, Virginia, West Virginia Alabama, Florida, Georgia, Mississippi, North Carolina, South Carolina, Tennessee, Virgin Islands, Puerto Rico Texas, Louisiana, Kansas, Missouri, Oklahoma, Nebraska, Arkansas New Jersey, New York

Ballots will be distributed with the October issue of HANG GLIDING & PARAGLIDING magazine. USHPA needs the very best volunteers to help guide the safe development and growth of the sports. Send candidate nominations for receipt no later than July 14th to USHPA, PO Box 1330, Colorado Spring, CO 80901-1330. Biographical information about nominees should be received no later than August 6th, for inclusion in the election issue of the magazine. Th is should include the following information: name and USHPA number, photo and resume (one page containing the candidate’s hang/paragliding activities and viewpoints, written consent to be nominated and willingness to serve if elected). Make a nomination by mail or via the USHPA Web site, at http://www.ushga.org/emailrdnomination.asp. You may nominate yourself if you wish. ******************************************************************************************************************************************** REGIONAL DIRECTOR ELECTION NOMINATION FORM

I nominate NAME

as a candidate for Regional Director for Region # USHPA#

REGION#

(Send to USHPA, PO Box 1330, Colorado Springs CO 80901-1330)

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

How Diversity Ended the Montana Towing Jinx Photos by Andy Macrae

Photo: Andy Macrae’s camera

Deciding which Montana sites were best for towing caused sink for hill veterans, para pilots and the Bozeman Paragliding crew. The pilots who survived the sink chose to test Shelby, Montana, a four-hour journey north of Bozeman. Shelby is upwind (west) of uncountable sections of unobstructed farmland (flat and no fences) that any retrieve driver could navigate. I don’t blame the others for not testing their plan closer to home and towing upwind of cavalry-swallowing ranchland. How many barbed-wire gates can a driver open, even if they do have permission? The Bozeman Paragliding team was not the first to choose Shelby (Woiwode and the Three-Buckle Guy towed there around 1998) but we were probably the first to dedicate six weekends over two and a half seasons. Besides excellent XC potential, we chose Shelby because retrieving pilots after truck tows is different from hill-launch retrieves. Montana tow pilots have under-estimated the effect that retrieval has on small-groups towing. Retrieves take time. The consequences of sinking out after a towing launch are less than after a hill launch, so pilots who are towing are able to launch more often. They also sink out more often and need to be retrieved, often during prime flying conditions. Towing at a site where the

Towing hang gliders in Montana had been jinxed for years: Whether static, ATOL or payout, fl ight lengths had been dismal. Since about 1989, six (not counting static tow contraptions) truck-towing teams had left the Montana hills and headed for the flats; none of the attempts had delivered fl ights worthy of mention. The disappointment caused by these attempts had made it hard to get pilots excited about towing. The hills are familiar. The median distance of the 12 winning Montana Cross Country Challenge hang glider fl ights is 69 miles, and pilots are still talking about 1987 when Carlin Onstead went 160 miles from a hill. Sure, pursuing records is not everything there is to hang gliding, but then neither is talk or flying expensive new gear around the same valley season after season. So my hang gliding future brightened when I met Andy Macrae and saw Bozeman Paragliding’s payout winch. Andy designed and built the winch, using a water saw to cut the massive spool. The winch has thick hydraulic plumbing and a 6.5hp electric-start gas engine that rips 5000 feet of line out of the air. I had to witness a few paraglider launches before applying my 20-year-old static-towing skills to launch a 162 Predator. Another half season passed before we understood just how much road and open space 5000 feet of line needed. I was hopeful that maybe the experience of a hang pilot plus the new para-attitude could beat the jinx, but we needed a big, flat site with lots of roads and no traffic, and more pilots.

Photo: Will Lanier

Andy and Will wearing Montana Cross-Country Challenge jackets, emblazoned with the 2005 logo.

driver can get to the pilots quickly is important. In small groups, finding downed pilots is even more important if you are trying to retrieve pilots who are needed to drive the next launch – yours. The terrain east of Shelby is especially flat, dry and wide open. As a colorful Montana senator once put it, “There’s a lot of dirt between light bulbs.” Highway 2 (also known as the “Hi-line”) runs straight east of Shelby all the way into North Dakota, and considering Montana fl ights that’s a lot of light bulbs, not to mention dirt! A county road system, that was constructed for farming but maintained for Minuteman missile transportation, fans out north and south of the Hi-line. The two-mile grid created by this road system allows any pilot to work the lift low, even right to the ground, without risk of creating a lengthy retrieve. In many cases it is possible to launch again from the landing spot. Flat terrain, no fences and predictable roads make finding pilots easy. The area east of Shelby is the best compromise between small groups towing and good XC flying, and a long drive – unless you live there, don’t expect to be home for dinner! What about a southwest wind (that the local swears blows all the time) pushing you over the border into the hands of the Royal Canadian Mounted Police?

A friendly Cessna pilot landed to check out our operation in Shelby, and reported a good SW shear about 2200’ AGL. View is looking northwest into Canada. May 2006: Hang Gliding & Paragliding – w w w.ushga.org

Looking down on the Bozeman Paragliding tow rig and an ideal tow road: straight, unobstructed, and plenty of room to land near the staging area

“No worries, eh,” says this Snowback. Carry complete identification and don’t leave anything you flew across with in Canada, and declare anything you bring back into the U.S. For more border navigation information search the Web for the “Montana Gliding Association” Web site and see the “FFA proposal.” Once we’d located this good towing site, we needed to solve the problem of a lack of pilots and drivers willing to go to Shelby. Meanwhile, it was just Andy and I. We practiced with weak links and winch settings and agreed, worst case, I would tow Andy up on his paraglider in light conditions if he towed me, tit for tat, in strong (hang glider) conditions. We hoped the advantages of towing from Shelby would reward us as well as any lucky day on the hills. It took us five trips to record some XC. Andy broke the Montana paragliding record in 2004. I retrieved him from Mateson’s stubble field 39.5 miles out, but the record held for only a day. Another fl ight by Todd Weigand from the highlands south of Butte, Montana, beat him by a few miles. The hill pilots were politely silent – or maybe unaware? We had to admit so far the hang driving:airtime ratio was not so good. Nonetheless we mastered the route, ground tested the http://nimbo.wrh.noaa.gov/otx/ aviation/soar/soar.php weather forecasts (courtesy Todd Carter, NOAA Spokane), and started waking up in Shelby for a Saturday morning breakfast at Patty’s. The locals were beginning to recognize us (one commuting between farms in his Cessna landed to check us out) and they were asking good questions. We almost entered the Toole County parade. The Customs and Border Protection agents were driving right on by, seemingly unconcerned by the number of radical bag

pilots in close proximity to the border. Saturday, May 14, 2005, was the sixth trip to Shelby, and this time we had students. Andy and I towed Sean, Kevin and Jules in light east, then south and finally southwest as conditions turned gently post-frontal. The crossroad (N48º 31.39’, W111º 45.16’) on King Road, three miles east of Shelby, is a convenient place to set up, tow and retrieve in variable conditions. That evening we watched the weather channel hoping that Sunday was going to be good. It was. Will’s flight I remember commenting that a band of high cirrus was moving past and we were going to get some direct sun. It seemed likely the wind would stay calm. The students, satisfied with the morning, agreed to drive and the day started to turn on. Prairie hawks were going up, small wind devils lifted bits of old wheat stubble and ohhhh, yes, small puff y marshmallow clouds were appearing. I was fi rst to fly, having done my duty driving Saturday. The tow was good but I missed finding a second worthy thermal and landed, unhappy but easy to find. Sean, an intermediate student, was downwind on his first serious XC. Andy pulled the pin at 12:45, and by the time I was back at launch, I knew he was flying far. When I found my second thermal right where I needed

it, I knew we both had something over the horizon. My Garmin GPS recorded the first approximately 30 miles in about 2.5 hours, circling in light but consistent lift between 11,000’ to 6000’ MSL while I waited for good clouds to form downwind. After 30 miles of exploratory probes and returns to old lift, my circles started to straighten out and the Predator began to cover ground. I porpoised the next 83 miles between 10,000’ and 6000’ MSL in about three hours. Kevin Swanson, new to retrieve driving, was great, grasping his task very quickly. We deduced from small bursts of well-timed static that Andy on his paraglider was out ahead with radio problems. Was I trying to catch him? Well, maybe, but what would be the consequences of flying farther than the winch owner? I didn’t have to worry; Andy was stabbing the white puffs in a straight line, like marshmallows on a long stick. Even through the static I could hear him chuckling at me circling to maintain the “stiff y.” It was a wonderful day, not too hot, not too cold, a thermal coming off every town and every other farmstead, and eager drivers made great by a predictable retrieval route. On the back side of the lift I watched the Sweet Grass hills disappear, remembering the mid-seventies when Jim

Flying above the Hi-line, heading east on ﬁnal, just past Havre and north of the Bear Paw mountains

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

Stabbing the last marshmallow of the day, close to Havre and over the Hi-line, maybe 1/3 of the way to North Dakota!

Wilson, Jim Verhagen, Charlie Russell and I explored them with Mueller standards. On the front side of the lift I saw the Bear Paw Mountains rise over the curve of the short-grass prairie and wondered how far Tiki Mashy (“local” pilot from Cowboy Up Hang Gliding in Wyoming) would work these conditions. I landed just short of Chinook, Montana – 113 miles, 5 hours and 40 minutes.

at about 12mph at altitude and nearly calm surface winds all day long. After six hours, averaging around 21mph, I landed at 6:45 just past Chinook for a total distance of 125 miles. Oddly enough, and although I was fully equipped with a condom catheter and food, I didn’t have the urge to pee and I never got hungry. All I knew before we headed up to try for the state records was that it looked partly cloudy with Andy’s tale decent winds. I didn’t do my homework. The tailwind-and-cumulus combina- Sometimes “going the distance” simply tion was perfect for paragliders. I flew means being available to go the distance, downwind with average groundspeeds and then getting lucky. This flight was of 38mph, and stopped to thermal up easy. I’ve worked harder to fly six miles to cloudbase (about 10,600’) from time than I worked to fly 125 on this day. It’s to time. I did this for six hours, staying about putting yourself in the right place, between 8000 and 11,000’ feet (ground and then waiting for the right time to level is about 3300’ MSL). I changed present itself. Such is life. course direction only about 5 to 10 I must say, having an awesome chase degrees at any given time in order to crew (Jules Danford and Kevin Swanson), head for the best-looking clouds down- a road under my feet at all times, no rewind. The cumies kept popping right in trieval or rotor-producing obstacles to front of me right when I needed them worry about, and a wing that won’t quit to. There was no over-development, no (Gin Zoom) all deserve more credit than gusty groundwinds, just a steady breeze the pilot on this flight. Thanks, guys!

***** A 47-year-old hang with 28 seasons and a 28-year-old para with eight seasons formed a team that won the 2005 Montana Cross Country Challenge. They ﬂew 113 and 125 miles, respectively, on the same day, following the same route, using para-style launches from the same payout winch. I want to acknowledge the part Andy Macrae’s equipment and attitude (“Say as I do, do as I say”) played in ending the Montana towing jinx. I oﬀer this article as partial payback to all those experienced wellequipped hang glider pilots whose rigs I rode up the hills in. Now that the jinx is broken and Carlin Onstead’s record is not so far over the horizon, if those same pilots show up I’ll pay them back the rest by driving their tows. Shift the paradigm by exploring diversity. Hang glider pilots and paraglider pilots, team up – because diversity is best.

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

Kids and Flying:

Making the Mixture Work By Wendy Campbell

The sun is shining and cu’s are forming. It looks like a perfect day for flying – until a mini-tornado rips through the setup area. Dogs flee in panic, pilots duck flying debris. The howling, more strident than a banshee’s wail, slices through conversations. All eyes follow its progress. Is it a dust devil foretelling an awesome flying day? Not even close. It’s a toddler throwing a temper tantrum. You see them on launch. You see them in the LZ. Sometimes they are even along for a retrieve. Each year it seems more youngsters are showing up at flying sites. For most pilots, juggling our passion for flying with work and the demands of life is quite a feat. When you toss children into the mix, it’s akin to juggling with fire. Lose your focus and you’re likely to get burned. Believe it or not, there are some people who manage to fly, have children and retain their sanity. In honor of Mother’s Day we’ve asked two women share their stories and their secrets.

Tina Pavelic:

The pilot who became a mother

Tina and Elizabeth in eastern Oregon

Tina, a paraglider pilot from Oregon, has been flying for 15 years. Along with her P-4 rating she has a husband, a fiveyear-old daughter and a job as a pharmacist. How does she manage to juggle it all? “I work part-time, play part-time and parent part-time,” says Tina. “I’m a jack of all trades, a master of none.” It helped that Tina had 10 years of flying before having a child. “I had plenty of time to be totally obsessed with flying before adding Elizabeth to the mix,” she points out. Tina became interested in flying after reading articles about parapente in the French Alps being used as a descent method for mountaineering. “I was climbing the Northwest Cascade volcanoes and thought it would be a great way to avoid climbing down. When my partner and I both came home the same day with a brochure for lessons, we took it as a sign that we were meant to explore this new sport together.” Learning to fly is just what they did. Ten years and many flying vacations later, they had a baby. At first Tina didn’t cut back much on her flying. “I was nursing and could feed Elizabeth before handing her off to her father or friends at launch. She slept more and couldn’t express her opinion about the situation.” Elizabeth, with half a year of kindergarten under her belt, has no problem expressing her opinions these days. “She loves to tell people how boring it is to be taken to flying sites,” Tina explains. “She is unimpressed with both paragliding and hang gliding because they are such a common sight to her.” With a reluctant five-year-old in tow and a myriad of responsibilities piling up, how does Tina manage to fly at all? “I have a fabulous partner who is a great dad and co-parent. I fly locally and don’t go to as many fly-ins as I used to because it’s hard to justify a long drive with a kid.”

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

Snow play in the mountains near home in Bend, Oregon

In her ongoing eﬀorts to keep everyone happy, Tina tries to make trips to the hill fun for Elizabeth. She schedules play dates with other pilots’ children and they have picnics in the LZ. When they do manage to go on ﬂying vacations, she schedules child-friendly activities like swimming, park playgrounds, pony rides and aquariums.

Tina and Elizabeth pose with the cowboy in the Hang Gliding Capital of the West

few miles away. I saw cars that looked like ants and a plastic milk carton being carried up in the thermal we were in. And The mother who became a pilot then I saw me, as a little girl, with dreams about flying. I remembered jumping off a swing thinking that if I jumped at the right point of the arc, I would take fl ight. I’d forgotten I’d even had that dream, but here it was, right now, and I was flying!” Two years and one divorce later, Linda started lessons. “I worked full-time, relied on a babysitter during training and tried to be a single mother in between. At first I was so afraid of being out of control, Linda with her son Adam, 12, and daughter Emily, 14. Dana, age 18, was unavailable on family portrait day. of getting high and breaking my earthly Linda, a hang glider pilot from upper tether that all I did was sled runs, except New York state, has been flying for nine for those rare no-brainer days when you years. She has her H-4 rating and is could soar with plywood.” Then her friend Rob Richardson died a member of the U.S. Women’s Hang Gliding Team. She is also the mother of in a tragic towing accident in 1999. “Each three, has a pilot boyfriend and is work- time I trudged out to the hill I thought ing in biomedical research. How does she it should be my last. Finally another pilot talked to me about my attitude. He said manage to juggle it all? “I have always put flying ahead of most get in or get out. Or get killed riding social obligations: weddings, funerals, the fence. “I thought about Rob,” Linda conbaby showers, things like that,” Linda explains. “Last year I moved in with my tinues. “I thought about my kids being boyfriend, Mark, who fl ies hang glid- motherless. Then I thought about my ers, paragliders and a tug. He’s taken kids never seeing firsthand what it meant on some of the burden of maintaining a to really pursue your goals and conquer household, and I work part-time. That fear. I had lived in fear for too long. I’d has freed me up not only to fly more had enough.” Linda decided she could fly and be a often, but to spend more time attending to my kids, whose needs are greater now mother. Now she explains how the sport has given her more than she’d ever imagthat they’re teenagers.” Linda didn’t always like the idea of ined. “I have overcome personal fears, flying. “In 1995, the term ‘hang glid- learned to trust my judgment and rely on ing’ conjured visions of being battered myself. I learned that I am the kind of against rocky cliffs over an imagined woman who will fight to the end to get coastline. It seemed to me to be an out-of- through a dangerous situation – NOT control sort of thing. My marriage was the kind who will squeeze shut her already akin to being battered against a eyes and accept her fate.” That new selfrocky cliff – I didn’t need any more of confidence not only helped Linda rethat. I thought both skydiving and base- shape her life, it also gave her the opporjumping would be safer than hang glid- tunity to set an example for her children. ing. And I had three children, all under “These are the traits I want to pass on to the age of eight.” them.” Linda took her first tandem fl ight Now that flying has become such a while visiting her sister Laura, who big part of her life, how does she manage worked ground crew for a fl ight school. to juggle everything? Her children are Watching her sister take a tandem fl ight older now and becoming self-reliant. with Rob Richardson was enough to Dana, her oldest at 18, drives retrieve change her mind. at competitions. “The first tow, I barely remember, but “I don’t really have too many friends the second one changed my outlook on outside of flying,” Linda says. “I do feel life. Somewhere over 12,000 feet, I had guilty at times, I think every mother my little epiphany. I saw another pilot a does, but my kids wind up having a blast

Linda Salamone:

Photo: David Hurley

Having a child has impacted Tina’s flying, but not in the ways you might expect. She explains that parenthood hasn’t made her fly more carefully because she was a cautious pilot to begin with. And with less time to fly, she’s learned to cherish every little sled ride. Yet there have also been some difficult decisions. “At times I’ve had a hard time focusing on my flying. I’ve even chosen not to fly when conditions were strong and I felt I couldn’t give enough attention to the fl ight.” Tina admits that it’s been tough to give up some of those opportunities to take longer cross-country fl ights. And with everything else on her plate, she doesn’t see herself becoming a competition pilot. “Fortunately I’m not a very competitive person,” she explains. “It’s all about being in the air. I’m another bird trapped inside a human body and I’ve had flying dreams since I was a child. I never get tired of the beautiful views, of looking down from above. Flying is all about aesthetics for me.” Despite the ongoing battle for balance, being a parent and a pilot is worth the effort. “When I come in for a landing I love hearing Elizabeth’s voice call ‘Mamma!’ She helps fold my paraglider and I can’t wait until she is old enough to be hired as a driver!” What tips does Tina have for the rest of us? • Get creative in your search for childcare. She’s even had her husband trading tandem instructional fl ights for babysitting. • Use your resources. Let the in-laws take the children, or hire a babysitter and bring them along. She brought a sitter along on a three-week flying trip to France. • Contact fly-in coordinators and the Chamber of Commerce in towns near fly-ins to help coordinate babysitters for you. • On a vacation, fly fewer sites and spend more time at each one. You’ll feel more like a local and your child will have more fun too. “The search for balance in life never ends,” Tina says. “Keep on trying!”

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

wherever we go and they get to see a part of life that most people don’t see. “I have had to overcome a lot of barriers to learn to ﬂy,” she continues. “I think anyone who wants to be a hang glider pilot needs to have huge determination. It isn’t a sport to dabble in. That’s the reason I don’t want my children to do it. I want them to be inescapably DRAWN to it, not sucked in by close proximity.” In nine years Linda has transformed herself. She left an abusive marriage and her uncertainty behind. She’s found a wonderful partner, she’s working in biomedical research and she is the mother of three teenagers. And she is one of the best women hang glider pilots in the country. What tips does Linda have to share with other parent pilots? • Teach your children to cook and do laundry. • Talk them into driving for you. • Or, don’t have children, don’t have friends, don’t have a job... they all get in the way of ﬂying!

***** Some people say it takes a village to raise a child. Tina and Linda say it takes a flying community. Both women want to express their gratitude to all the people who have helped them and other pilot parents. From something as small as a smile or an encouraging word, to something as big as babysitting, every positive gesture is appreciated. These youngsters are experiencing a side of life that’s not available to many. The next time you’re at a flying site and see children racing around, remember that you are now part of their lives, part of their community and part of their world. And their parents thank you for it. Wendy Campbell is a freelance writer from Washington. She has one daughter, five-year-old Jessica. She started flying hang gliders in 1992 and learned to paraglide in 1998.

CALL FOR ENTRIES! 2007 Calendar Photos

HANG GLIDING & PARAGLIDING PHOTOS NEEDED :( 1((' <285 3+2726 Please send us your best-composed, most colorful horizontal-format 35mm slides or digital photos as candidates for the 2007 calendar project. Launching, landing, VRDULQJ VHWWLQJ XS EUHDNLQJ GRZQ ² LI \RXU SKRWR VD\V ´7KLV LV ZK\ ZH Á \ µ VHQG LW LQ 'RQ·W GHOD\ 7DNH DGYDQWDJH RI ZLQWHU·V GRZQ WLPH DQG GLJ RXW WKRVH RXWVWDQGLQJ SKRWRV WKDW \RX·YH EHHQ ZDQWLQJ WR VKRZ RII Since our calendars are printed large format at high resolution, we prefer slides for the best reproduction possible. Call or email Martin at 1-800-616-6888, martin@ushga.org with questions. May 2006: Hang Gliding & Paragliding – w w w.ushga.org

Additional tips for keeping youngsters happy at the ﬂying site: From Nona Wright, Oregon paraglider pilot and grandmother: • Our older grandchildren will hike down to the LZ. We give them a family radio so they can communicate with us while we ﬂy. • The younger ones always have an adult with them at the LZ, which can be seen from the launch site at Pine Mountain. From author Wendy Campbell: • Bring a friend along so your child has someone to play with. • Other pilots bring their children. Hire the older ones to baby-sit.

3+272 68%0,66,21 *8,'(/,1(6 Horizontal photos in print, slide or digital format with a MINIMUM of 3900 W x 3000 H pixels (11.7 megapixels), although highest resolution possible is preferred. Photos less than 3900 x 3000 will be considered but original pixel dimensions must not be less than 3120 W x 2400 H (7.5 megapixels). Do not resize photo. Submit unaltered. INCLUDE: photographers name, mailing address, phone, email address AND a photo caption, location, site name, pilot name, wing type. Please submit digital photos on CD RU '9' LI SRVVLEOH EXW )73 LV DOVR DYDLODEOH (PDLO PDUWLQ#XVKJD RUJ IRU )73 XSORDGLQJ GLUHFWLRQV Submissions deadline is 0D\ . Send your photos to: USHPA Calendar, Attn: Martin Palmaz, PO Box 1330, Colorado Springs CO 80901-1330. $OO FRQWULEXWRUV ZLOO UHFHLYH conÀrmation of receipt and photos will be returned upon completion of the project.

Tips and Techniques for Landing on Top By David Jebb

The hook turn that is used in low-level landing approaches is extremely effective for top-landing a paraglider. Top landings are inherently more difficult because they normally involve landing in turbulent, thermic, or windy conditions, typically in smaller areas that are frequently populated by other pilots and spectators. Moreover, because this landing approach involves setting up in front of, over, or behind the launch area, one risks the chance of flying into strong turbulence or rotor, as well as man-made and natural objects. Making a high-level landing approach is not recommended because it forces the pilot to spend more time descending through the rotor and turbulence, increasing the risk of deflations and canopy malfunctions. For this reason, pilots should attempt a top-landing approach from a lower altitude, which is a bit more demanding. Not only does the pilot have less time to plan and execute the landing, but the lower altitude also provides a lower margin for error. You must have a reasonable amount of experience launching from the site where you are attempting to top land. A firm understanding of the house thermals, thermal cycles, wind variations in velocity and direction are all required to make this approach safely. It is critical that you maintain airspeed throughout the approach sequence. Since a shallow landing approach is recommended for top landings, it is better to burn off excessive altitude out over the valley or in front of the ridge rather than behind the ridge or over the launch. Once you’ve reached an appropriate altitude, it’s time to consider your final set-up approach for landing. Toplanding approaches are angular, usually not more than 20 to 45 degrees recessed from the take-off area. The more elevation you have, the greater the angle you can use to implement the landing. You want to allow the wind to drift you or to utilize crabbing to move yourself behind the ridge. The final step is to get the glider turned into the wind as much as possible without flying through launch. You should lose as

much altitude as possible while drifting or crabbing parallel to the launch (see diagram). It is not always possible to turn the glider fully into the wind since you may not have enough altitude to do so safely. The problem with conducting hard banking turns close to the ground is that you can create the pendulumswinging, hard-impact landing. It is sometimes best to avoid hard banking turns and instead land the glider crosswind and utilize an asymmetric flaring technique: Start the flare with your upwind brake and then follow through with the downwind brake. If performed within a few feet of the ground, you shouldn’t have to worry about stalling the glider or any large surges from the asymmetric flare. Here are a few tips to keep in mind when attempting to top land using hook-turn landings:

1. The initial setup angle should never exceed 45 degrees relative to the cliff edge (see diagram). 2. You should not commit to the top landing until you can guarantee that you are above ridge level. Always be ready to turn back out away from launch if unexpected turbulence or sink are encountered. 3. Standing up in your harness provides additional drag, and will slow your forward speed slightly. More significantly, in the event of hitting sink or sustaining a deflation, you’ll come down feet first and not on your butt. 4. Realize that as you top land, the perceived speed is subconsciously magnified due to closing in on the ground. This might cause a novice to tense, resulting in erratic control or overcontrolling the wing, or worse yet stalling the wing. Higher ground/air speed

usually means lower sink rate, while extremely slow ground/air speed can result in a stall (high sink rate). Short of running into a fi xed object, the high sink rate and danger of stalling is considerably more perilous. The first step in learning to perform top landings is perfecting your spot landing techniques in a landing zone. Once you have become proficient at landing exactly where you intend in the LZ, then the top-landing techniques can be initiated. An ideal ridge formation for practicing top landing is a gently sloping hillside. Mountainous launch areas, particularly those with vertical cliff faces, are undoubtedly the most challenging and top landings at these sites should only be practiced by the most proficient and experienced pilots. Hook-turn landings are a process that involves learning in steps. Perfect the target landings, then the gentle-slope top landings and the shallow hook turn top landings will serve as additional tools to be used in a safe and effective manner for your fl ight enjoyment. Have fun, and fly safely!

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

As an artist, it’s my privilege to share these excellent hang glider illustrations and graphics with you so you can enjoy them too. One of the main reasons I research, collect, scan the images and write the articles on hang gliding philatelic material is to feature hang glider art – there just ain’t enough of it shown! The following presentation consists of hang glider art and graphics on first day covers (FDCs), souvenir sheets, cachets and postmarks. And why art and not photographs? I love viewing the hang gliding and paragliding photos in our magazine as much as anyone else involved in the sports. I’m a photographer as well as an artist and graphic designer – you may have seen my photos and art in past issues of Glider Rider and Hang Gliding magazines. But in my many years in the publishing business I’ve seen countless magazines criticized for being too much like the old National Geographics – all photos. Our national HG/PG magazine easily falls into this category. But it doesn’t have to be so. There are hang glider and paraglider pilots, their friends and family members who are artists too. You may recognize some of these hang glider artists’ names from the past and present: Paul Tankersley, Albia Miller, Hank Syjut, Alegra Davidson, Harry Martin, Bob Lafay, Dennis Pagen, Greg Shaw, Linh Vorhis, James Tibbs, myself, et al. If our magazine could afford to commission hang glider and paraglider illustrations and graphics, I’m sure we’d have a good balance between photos and art in every issue. Alas, such is not the case. Art takes time, patience, love and vision. And doing art on speculation just doesn’t cut it anymore. An artist wants to be compensated for his or her work. Freebies are fine for a while but they don’t pay the bills. Hopefully, we’ll get to view more art and graphics sprinkled throughout the magazine in the future. Meanwhile, enjoy these!

shown on souvenir sheets may or may not be perforated. A cachet (pronounced ka-SHAY) is an illustration made on an envelope other than the postmark itself. These illustrations are frequently added to first day covers to commemorate special occasions – like first fl ights or exhibitions. They are not postmarks. Thus we begin our second world tour via a quantity of unique hang glider artwork and graphics. As in my last series of articles, “Hang Gliding Postage Stamps Of The World (Parts 1-5)”, these hang glider philatelic items of interest are presented in a rough chronological order.

1971 FRENCH POLYNESIA

20 Franc denomination. Title: “Cerf-Volant Marin” translates as “Water-Ski Kite.” The stamp is part of a three-stamp set commemorating water sports in French Polynesia. The other two stamps in the set are scuba diving and surfing. Here’s a stamp for anyone who’s ever towed up to altitude behind a motorboat. In the past I used to tow up over Biscayne Bay in Miami, Florida, during the early, heady days of towing hang gliders. It was exhilarating to “pop-start” from the beach, your feet in shallow water, watching the line attached to the boat pay out rapidly as the boat accelerated on the water away from you. Then, bang! You’re yanked into the air, swiftly climbing into First, a few definitions of the philatelic terms depicted in this ar- the sky, holding tightly onto the basetube to keep the glider ticle: A first day cover (FDC) is a newly issued stamp affi xed centered above the boat’s wake. What a rush! to an envelope or card and postmarked on the first day So does the kite in this stamp qualify as a hang of sale at a city designated by the postal service. A glider? Maybe. You decide! This could be a flat skipostmark is any official postal marking. The term kite, although it appears like there’s some billow is usually used specifically in reference to cancelin the sail. Still, with enough speed it looks like lations bearing the name of a post office of origin, it could lift off the water and glide. the subject being commemorated and a mailing Being pulled behind a boat is the water-ski date. A souvenir sheet is a small paper sheet (8 x kite/hang glider. Lovely Polynesian decorative 10 inches or less) that includes one or more postswirls, substituted for the boat wake, recede into age stamps with additional printing or illustrations the distance. The pilot doesn’t have a harness, but beyond the borders of the stamp containing lettering is wearing water skis. He’s holding onto a tip-to-tip or design that identifies some notable event being combasetube. The drawing is simplified with soft, flat, commemorated. Souvenir sheets are very popular with collectors plementary tints of solid color, no blends or gradations. It’s the for several reasons. First, they are much larger than a standard drawing that gives the scene depth, not the colors. In keeping postage stamp and therefore are very suitable for framing and with the flying theme, the stamp is marked in French, airmail, display. Second, they are printed usually in far lower quanti- “Poste Aerienne.” If the pilot and glider were depicted in the air ties than a related postage stamp would be, sometimes making towing up behind the boat this could’ve been the world’s very them more scarce and hence, more valuable. The postage stamps first hang gliding stamp, beating out Indonesia by nine years. May 2006: Hang Gliding & Paragliding – w w w.ushga.org

Regarding the following ﬁrst day cover: The British (who issued the world’s ﬁrst postage stamp in 1840, and shared the joys, bumps and grinds of the early days of hang gliding with us), like us, don’t have a hang glider postage stamp. Neither do the sports-minded Germans, New Zealanders and South Africans.

glider pilots were active members of the Royal Air Force. Both the Quicksilver and the standard rogallo are missing most of their 1974 PILOT-SIGNED FIRST DAY COVER, flying wires, but are well HANG GLIDER CACHET ART & illustrated in a loose, linear POSTMARK drawing style reminiscent of one of my favorite illustrators, Ken Dallison. Nice that the tips of the Quicksilver extend beyond Subject: Mail Carrying Hang Gliders Issue date: January 25, 1974 the boundary of the cachet background. (first fl ight dates: January 21-January 25, 1974) The subjects of the Christmas stamp affi xed to the upper Denominations: 3.5 pence + 3.5 pence right corner are a peasant, good King Wenceslas, and a court Cachet title: First Flight of Mail by Hang Glider page. Shown here at: 100% The postmark reads, “First Hang Glider Mail Flight; 25 Description: Illustrated cachet of a fi xed-wing Eipper- JAN 1974; Uffington, Faringdon Berks.” Formance Quicksilver hang glider and a standard rogallo glider. This is a limited edition envelope published by The Royal Air ENVELOPE OVERPRINT DETAILS: Force, Abingdon, and sold by the RAF Museum at Hendon, The credit at the bottom reads: England. “Flown on a trial fl ight by Rogallo Hang-Glider from Milk Jolly good show! The British came close to being the first Hill, Marlborough Downs. country to issue a hang gliding postage stamp, but only got so Flight Time: 3 mins. 42 seconds far as to produce this remarkable piece of aero-philatelic history Pilot: Junior Technician A.G. Breen (Gerry Breen – he’s the – the first hang glider cachet art. British pilot who signed the envelope) This is a pilot-signed (between the Quicksilver wingtip and Then flown from the summit of Ben Nevis (4,406 ft.) in postage stamp) envelope celebrating the world’s first fl ight of Rogallo Hang-Glider and landed at Achriabhach, Glen Nevis official Royal mail by hang gliders. (100 ft. AMSL). The cachet image is a standard rogallo hang glider in the Height Drop: 4306 ft. Distance covered 4 1/2 miles. background and a mid-‘70s Eipper-Formance Quicksilver in Flight Time: 8 mins. 31 secs. the foreground. They’re flying over pale green foothills of rural Pilot: Junior Technician A.G. Breen. England. Both pilots carried backpacks of British Royal mail, Flight made in formation with and set “British records for highest fl ight and longest disanother Rogallo Hang-Glider tance covered in descent 17 February, flown by Sqn. Ldr. D.J. Willis, 1974.” The two AFC, RAF.” Both gliders are named as Rogallo wings, but the Quicksilver is a fi xed-wing hang glider. The mail was flown from Milk Hill, then flown again from Ben Nevis hill accompanied by the second glider.

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

Hang Gliding Accidents: 2005 Summary By Joe Gregor and Brian Vant-Hull

This month’s column summarizes the non-fatal hang gliding accident reports received by USHGA during the year 2005. Based on personal knowledge of many unreported accidents, these 19 reports no doubt represent but a small subset of the total number of accidents that actually occurred throughout the year. As a result, no attempt was made to compute statistics based on this information. Instead these stories are offered as food for thought for those pilots wishing to help prepare themselves for a safe flying year in 2006. In the future, I would like to solicit more complete stories from pilots who have experienced a mishap (or near mishap) that they think could provide some valuable lessons learned for their fellow aviators. This is the type of article you will find in AOPA, Plane & Pilot, and Flying magazines. Unfortunately, in addressing the unusually large number of serious accidents occurring over the last year or so, this column has emerged as a bi-monthly “fatality report” – misleading many lay readers into concluding that hang gliding is synonymous with insane risk and near-certain death. It is hoped that by providing greater focus on lessons learned by pilots who have walked away to tell the tale, this column can provide an even greater safety benefit.

the gap) and was involuntarily blown over the back. While on final approach into a field directly behind the ridge, the glider apparently hit turbulence due to rotor (from the winds curling over the top of the ridge just upwind of the landing site) and crashed. The control frame was wrecked, the heartbolt “noodled” and the keel damaged. The pilot suffered a concussion, broken ribs, shoulder and spine trauma, and bruising. June

An experienced pilot was platform towing in a private field with his wife acting as truck operator. Both individuals had been doing this for 10 years. An unnoticed loop in the VG pull string hooked around a bolt on the platform, causing the glider to roll upon release and immediately impact the ground. Extensive damage resulted to the glider airframe. The lucky pilot limped away with little more than a skinned knee. Lesson learned: Make sure all glider and harness lines are stowed when towing. After assisting several pilots at launch, an experienced pilot donned a new (untested) pair of gloves to launch. The gloves were very slippery, so during the fi rst steps of the launch run the glider slipped, the basetube caught against a rock, and May the pilot was cartwheeled into the rocky A pilot with moderate to low airtime ground. The rock that caught the control flying a single-surface glider made the de- frame prevented the glider from falling cision to fly alone at a familiar site. After off launch. Pilot was badly bruised. A pilot flying a coastal site with a carefully evaluating conditions and his mindset he performed a nice launch and motorized harness launched into benign began to soar in easy conditions. While conditions. Upon approaching the coast, chasing lift he got low on the ridge and he noticed decreasing temperature with sealed his fate by trying to cross a gap lower altitude, and increasing wind speed. in search of better lift, then circling in a The motor was switched off before beginbump halfway across. In the process of ning an approach pattern for landing. working this lift the pilot apparently dis- Turbulence increased with the descent, covered a proof for Bernoulli’s principle and the pilot released the VG and went (as illustrated by a region of increased upright at about 70 feet AGL. At about wind speed, or venturi, flowing through 50 feet a wing lifted strongly and the pilot May 2006: Hang Gliding & Paragliding – w w w.ushga.org

was unable to compensate via weight shift. The glider turned 180 degrees and subsequently stalled in a 45-degree bank. The pilot released the control frame just prior to impact and rolled into a ball. The glider suffered control frame damage only. The pilot suffered a fracture to one neck vertebra with no nerve damage. The pilot attributes the short list of injuries to the use of a full-face helmet and chest-mounted parachute. Several measures were listed that might have averted an accident, including performing a long straight final, maintaining VG and remaining prone in order to maintain speed in turbulence, and receiving extra training for landing in turbulence. Pulling in while attempting to correct for the initial turn might also have helped. An experienced pilot landing after a short XC into an unfamiliar area was forced to choose between a moderate downhill landing into the wind (est. 10-15 mph), or a downwind landing up the hillside. The pilot chose to land into the wind, but did not anticipate windshadow effects from a nearby house and was forced to execute a turn and fly over a fence to avoid outrunning the LZ. The glider’s wingtip struck the fence and spun the glider into the ground. The final tally included a broken downtube, concussion, and a cut over the right eye. The visor of the helmet sustained scuffmarks and apparently prevented worse injury. The accident pilot suggests practicing downhill and downwind landings under controlled circumstances before flying in areas with few flat fields. An advanced pilot with moderate airtime performed a cliff launch with full wire crew. Upon launch a wing immediately lifted and the pilot was not observed to take corrective action. The glider ended up flying parallel to the ridge but the wingtip struck a tree just as the pilot began to initiate a turn away from the terrain. The glider rotated into

the cliff face and the pilot impacted headfirst prior to settling back into a tree. The glider’s control frame and battens were destroyed. The pilot recovered from facial injuries and concussion but still has no memory of the event. An experienced pilot flying an intermediate glider at a high-altitude site after a stint flying single-surface gliders at sea level flared a little strongly and early into no-wind/slight downwind conditions. After ballooning, the nose of the glider rotated back down with wings a little uneven and the forward momentum of the pilot rolled the glider completely over onto the kingpost. Except for some strained body parts the pilot was uninjured, and plans a return to the training hill to practice flares.

altitude portion of the tow. The pilot failed to hook in prior to launch and held onto the control frame (assisted by the upper towline hanging over the bar) until he released at approximately 50 feet. The glider was locked out by this time as the pilot let go with one hand to effect the release. The pilot was propelled through a pine tree, dislocating his shoulder and breaking an arm. The reporter listed a number of factors contributing to this accident including moving the glider while wearing the harness unhooked; failure of pilot to perform a hook-in check, perhaps due to shared responsibility for the launch; fatigue at the end of a long day; use of a double release system that is difficult to locate in an emergency; poor radio communication with the tow operator; and possible lack of a weak link. An additional July An exceptionally experienced pilot factor may have been the high experiwas launching a new single-surface ence level of the accident pilot leading glider via scooter tow. The bridle system all involved to worry less about backup used employed two lines: one attached safety checks. high on the harness for the initial climbA student flying a training glider atout, and one attached lower for the high- tempted to compensate for an unintended

turn by shifting his weight to the wrong side. The student panicked and did not respond to radio instructions and ended up doing a downwind landing. Though the wings were level and the glider was rolling on big wheels, the student put out his hand prior to rolling to a stop and broke his wrist. An experienced pilot on an advanced glider under benign conditions was seen performing a spiraling dive into the ground and sustained massive internal injuries. There was no apparent explanation and no other reports. A visiting pilot on a topless glider got trapped behind the ridge in a valley with no landing zones. The accident reporter could only surmise that the pilot was aiming for a small clearing, then overshot and flared into a cliff face. The pilot ended up perched on a ledge with a broken leg and possible other unspecified injuries. The pilot was wearing a full-face helmet. Nothing more is known as no other reports were fi led.

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

August

A highly experienced pilot flying an advanced glider executed an approach into a small but familiar bailout field. Due to the slope of the field the pilot elected to perform a downwind, upslope landing into what he judged to be light winds. During final approach the tailwind turned out to be significant and the pilot overshot the field, flaring over brush at the far end at an estimated ground speed of 10-15 mph. The pilot balled up, but on impact broke his forearm. There was no significant damage to the glider. The pilot believes that a high-altitude LZ coupled with high wing loading exacerbated the problem, and speculated that a crosswind, cross-slope landing would have been a safer choice. An intermediate pilot crashed while landing in a familiar field on a fairly recently acquired intermediate glider. The VG was set at 25% and the pilot was in

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a one hand up, one hand down posture. While on final the glider was hit by a thermal and turned 90 degrees towards the trees. The pilot was unable to correct and impacted the trees several feet above the ground. The glider sustained a broken leading edge and keel, and some sail damage. The pilot suffered a mild concussion and possible cracked ribs. The pilot had been told many times that he had a tendency to fly too slowly on final approach, perhaps as a result of going upright too early. A pilot with 20 years of experience at the accident site launched his intermediate glider from a slot launch. While this launch was generally considered benign, there was a moderate gust factor this day. Within a few strides it was obvious the wing was not lifting, though the wings remained level. The pilot felt his nose angle was too low and pushed out to compensate. The result was a flop

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onto the ground, with some facial bruising and cuts, possibly mitigated by a full-face helmet. (Apparently much of this report was cut oﬀ, for it ends in mid sentence before possible reasons for the aborted launch are described. ~ Joe Gregor) September

A highly experienced pilot crashed while landing in a restricted field after flying for a photo shoot. The field had been inspected from the ground but never used as an LZ before. While on final the glider was hit by a thermal, lifting the glider approximately 50 feet. The pilot chose to turn towards the least threatening obstacle – a fence. He sustained a broken nose, wrist, kneecap, and numerous cuts. The degree of damage suffered by the glider was not reported. A new H-2 flying a single-surface glider crashed while landing from his second mountain fl ight. The accident

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May 2006: Hang Gliding & Paragliding – w w w.ushga.org

pilot had previous approach experience via scooter tow. The pilot had been instructed while walking the ﬁeld to enter the LZ from the corner where the trees are lowest. After a 15-minute ﬂight including some marginal ridge soaring, the pilot entered the LZ from the middle where the trees were highest. Though the initial approach was judged (from launch) to be at a safe altitude, the pilot turned away from the LZ to lose more altitude before entering across the high trees. The pilot clipped a wing on a tree and the glider spun into the ground. Damage included a bent control frame; injuries included a severe concussion, broken thumb, and an abdominal blow resulting in bloody urine. Nobody was in the LZ to observe the accident from close range, and the pilot does not remember the accident.

to the level of the hang glider. The hang glider pilot attempted evasive action by tightening his turn, but the tip wand impacted the body of the paraglider pilot. There were no injuries or structural damage, and both pilots landed safely. In discussion after the accident both agreed that although the paraglider pilot had erred by failing to maintain adequate vertical separation upon entering the thermal, the hang glider pilot should have reacted by diving instead of tightening his turn to avoid impact. December

A new intermediate pilot launched an intermediate glider from a cliff launch after a lengthy period of towing and training-hill launches. Winds were 1020 mph and several experienced pilots had already decided not to launch. The accident pilot had performed several cliff October launches flying a Falcon, but this was her An experienced hang glider pilot was first mountain launch with this new inworking a thermal when a novice para- termediate glider. While still several feet gliding pilot entered from above and sank from the edge, the pilot told her wire crew that she just wanted to pick up and feel the glider. One experienced pilot pointed out she was too far back from the Interested in joining USHPA? edge to launch Download an application at www.ushga.org/forms safely given the RU FDOO DQG ZH¶OO PDLO RQH WR \RX wind conditions. The accident pilot picked up and balanced the glider, then unexpectedly shouted, “Clear!” During the launch run her nose popped up and a wing lifted, spinning the pilot into the trees adjacent to launch. Pilot injuries and glider damage were If your USHPA membership expires on 05/31 both minimal. we must receive your renewal BY May 14th The combination Or you will miss the June magazine. of new glider, inIf your USHPA membership expires on 06/30 experience, and we must receive your renewal BY June14th the pilot’s fear of being near the Or you will miss the July magazine.

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edge were cited as contributing factors to the launch error. A highly experienced pilot flying an intermediate glider was soaring at a cliff site when two topless gliders approached on a perpendicular vector. One topless glider evaded with a near miss. The remaining two gliders collided, with the top of one pilot’s sail contacting the control frame of the other glider, resulting in a tear to the top surface and damage to the carbon fiber crossbar. All pilots landed without injury. The glider with sail/crossbar damage reported that his crossbar failed immediately after landing.

Writers wanted! Anyone interested in helping out their fellow pilots by sharing their less-than-stellar experiences and the lessons they learned from these, is asked to submit their story to this column. In hang gliding – as in any other form of aviation – firsthand lessons are often learned at great expense to the student. It is much less costly (and painful) to leverage on the lessons already learned by your fellow pilots. USHGA has accident/incident report forms, available both online and via your local instructor/observer, for your convenience in reporting an accident. These same forms can be used to submit a “flying story” describing what you did one fine day, why you did it, how things turned out, and what you (and your fellow pilots) have learned from the experience. Online form (preferred): http://www.ushga.org/emailacc .asp Download for printing and mailing: http://www.ushga.org/ forms/accidentreportform.pdf Form-haters can email narratives directly to ushga@ushga .org for routing to the accident report chairman.

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

Gliders in the Swamp –

A gaggle in front of launch on the ﬁrst day of the comp

Photo: www.jogosdopantanal.com

Pantanal, Brazil

By Matt Gerdes, staﬀ writer

rounded by the male heavyweight Brazilian bikini team, smoking a natural hand-rolled cigarette they had given her and sipping cold beer out of a glass that they were continuously refi lling. She was smiling broadly, and they were singing passionately to her along with an accordion, clapping hands. They had seen her, and later Farmer and me, magically drop out of the sky and land on their lawn. We were all three at the end of one of the most beautiful cross-country fl ights of our lives, at one of the most amazing sites we’d been to, and the locals had never seen a paraglider. They pointed to a passing airplane and cheered, excited that we had jumped out of it above their outpost in the Pantanal. Zabdi was pretty well settled in by the time Farmer and I’d arrived and had cold beer shoved into our hands, the men greeting us with cheers and exclamations of joy. A brilliant session of singing, drinking and smoking had ensued, and now we were saying goodbye. There is only one road in the Pantanal. If you do not land on this road (or worse, if you land in the swamp on either side of it), you could quite possibly be eaten by a crocodile, an anaconda, or mosquitoes for that matter. I didn’t believe it at first either, but

The Brazilian heavyweight bikini team leader with his catch, fresh out of the river

trust me, it happens every year. People really are sometimes devoured by crocs and giant snakes, and just as frequently they disappear in the swampland after becoming lost or disoriented. The Pantanal is one of the most hostile, remote, uninhabited, and beautiful places in the planet, and the ﬂying just happens to be great. Pantanal translates into English literally as “swamp,” although that doesn’t adequately describe what the Pantanal really is. It seems more like an endless, directionless, massive river system sprawling across the southwest portion of Brazil. The region is literally surrounded by mountains, and geographically it is the center of the continent, but it rests at an elevation of just 100 meters, which means the rivers that originate here ﬂow

Photo: Matt Beechinor

am hugging a sweaty 300-pound Brazilian man who is wearing nothing but a red Speedo and mafia-style sunglasses. He claps me enthusiastically on the back and shakes my hand, telling me in Portuguese that I must come back to go fishing with him and his friends soon. I give him the Brazilian universal expression of positive thumbs up, and smile. Zabdi Keen and “Farmer” (Matt Beechinor) are having similar experiences of warm affection with the other five men, all of whom are equally large, sweaty, friendly, and scantily clad, and are passing the three of us around for goodbye hugs like stuffed toys. It is strange but hilarious, and it is one of the reasons that I love to fly cross-country, because when you land out someplace, particularly in an extremely rural area of a foreign country, anything can happen. An hour or so earlier, Farmer and I had landed here on the riverbank at a small cluster of houses a short distance from the only road that passes through the Pantanal. I had found Zabdi sur-

Photo: Matt Beechinor

Rebecca Bredehoft, Brett Zaenglein, Matt Gerdes and others on launch

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

more than adequate, with four television cameras on launch the ﬁrst day of the paragliding competition. A two-day paragliding open-distance competition was part of the games, along with adventure racing and mountain biking, among other events. Chico outdid himself this time, working with the state to organize a free bus from Governador Valadares to Corumba, along with free lodging for the pilots once they arrived and enough prize money from the state to put a sizeable

Land on the road, or else!

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

dent in their already battered deficit. The day before the competition was a practice day, and pilots from all over Brazil and the world arrived to free fly before the event. Conditions were decent, with slightly disorganized lift making it difficult to really climb out. A pilot from Rio de Janeiro took a gamble and went searching for lift in the canyon to the east of launch, and after scratching for an admirable amount of time, didn’t find any. He landed in the trees less than a mile

Photo: www.jogosdopantanal.com.br/ingles/index1.asp

for a distance of almost 2000km while dropping less than 100m! From the air, it appears to be a verdant, inviting landscape of super-lush grasses and foliage. But much of this flora is actually floating, and to see the Pantanal from the surface you need a boat. Averaging two meters in depth, the Pantanal is hundreds of thousands of acres of water supporting a higher concentration of wildlife than any part of the Amazon. The swamp is teeming with fish, literally thousands of species churning the surface of the water in the mornings and evenings. Piranhas are as common as pigeons in the park, and crocodiles and anacondas are more numerous than stray dogs in Tijuana. There is a small mountain range that pokes out of the surrounding jungle and wetlands near the town of Corumba. These miniature peaks also happen to contain the richest deposits of iron and magnesium ore in Brazil, and launch sits atop the northernmost peak of a large strip mine. The entire mountain is the property of the mine and, aside from them requesting us to follow a few simple rules (no shorts or sandals on their property, long pants and shoes presumably being necessary as protection against snakes), they were unbelievably hospitable to our flying there, even escorting our bus up the well maintained road to takeoff. Launch faces north, the sunny side south of the equator, and it and the terrain below receive sun all day. The site works incredibly well, and in fact that week it was difficult to not go up in front of launch, there often being 4-6m/s thermals from directly in front of the takeoff all the way to cloudbase. The terrain around launch for several miles is dry for most of the year and if you land out away from the road or the official landing zone at the farm below launch, you won’t have to deal with swimming away from evil reptiles through reeds and lilies, but you might be hanging from tall hardwood trees in the jungle. We were convinced by Chico Santos of Go-up Brazil to come to the Pantanal largely because he swore up and down that it was an amazing place, but also to take part in the International Pantanal Games, an outdoor sports celebration sponsored by the state to increase tourism to the area. Media coverage was

The Pantanal swamp

Photo: Matt Beechinor

from the road, but by evening he was still lost and very alone in the jungle, barely able to see daylight, let alone landmarks in the forest. His voice quavered on his last radio transmission that evening as he announced that he did not know where he was and that he planned to spend the night in the jungle and continue his trek in the morning. It was almost noon the next day, after a less than pleasant night spent in the woods that supposedly hid panthers and all manners of poisonous snakes, when he finally found his way to the road, having been lucky enough to come across a power line cut and to have followed it in the right direction. The seriousness of landing out in the wrong area is certainly part of the allure and excitement of flying in the Pantanal. If you aren’t flying directly over the only paved road in the region, then you are either flying above dense jungle forest or the swamp, which is inhabited by an impressive variety of rather uninviting creatures. Needless to say, most of the pilots

followed the same route, never more than a glide’s distance from the highway. It is some of the most beautiful flatland flying that we had seen, however – the landscape is super-lush, hyper-verdant, with bright greens, blues, and earth tones broken only by pure white and multi-colored tropical birds who can be seen climbing out all the way to cloudbase from altitudes as low as six or seven meters. The first day of the comp, clouds were forming over launch before 11 a.m. By a quarter to noon, when the window opened, there was a cloudstreet stretching to the south for several kilometers and birds were climbing out effortlessly all around us. We had seen over a hundred birds since we had arrived two days before, and very few of them had flapped their wings between the hours of 10 a.m. and 6 p.m. Farmer, Brett Zaenglein and I launched early, not wanting to be too far behind the lead gaggle, but everyone ended up waiting at cloudbase over launch while the raciest pilots took off

towards the flatlands and almost immediately sank out, telling us that it wasn’t working out there quite yet. When clouds began to form over the last bumps before the swamp, we set out to catch them. On the first glide out of the mountains, we spotted what appeared to be a gaggle of rigid wings thermaling a few thousand feet below us and to the west. When they set out on glide, however, it was clear that they couldn’t be hang gliders as they were flying too close and too fast; it was then we realized that it was a flock of tuiuius (pronounced tooyooyoo) thermaling and flying cross country together. They are almost totally white, and have a wingspan of over two meters, with a prehistoric-looking long neck and tremendous legs. They are keen cross-country pilots as well, never wasting time in anything other than the best part of the thermals. You can count on a tuiuiu to show you the thermal’s core, and they are always flying full speed when they go on glide.

Matt Gerdes, Rebecca Bredehoft, and a Brazilian couple catch a ride with a local boat operator. May 2006: Hang Gliding & Paragliding – w w w.ushga.org

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Matt Beechinor right before his pet beast jumps and attacks

set out, wingtip to wingtip, on our final glide to the river where we spotted a few buildings and an inviting beach, and where we were destined to meet the 50plus male heavyweight Brazilian bikini team, and to discover Zabdi basking in the affections of them all. For an ultimate XC paragliding experience, the Pantanal lacks nothing. It is culturally rich and interesting, the landscape is stunning and unique, the flying is terrific without being too strong or too weak, and there are no crowds (or even local pilots, for that matter). The Pantanal Games were an epic opportunity for us to fly together above amazing terrain and to experience all of the classy bonuses that came with it: boat rides in the swamp where we saw six crocodiles, six thousand fish, and six trillion mosquitoes; drinking and singing with local fishermen on the banks of the river; and thermaling with tuiuius and friends almost 50km from launch.

Photo: Matt Gerdes

Photo www.jogosdopantanal.com.br/ingles/index1.asp

and consistent but still challenging, and of course all of this wearing only shorts and a shirt. Our faces were sore from smiling, my jaw muscles worn out from giggling every time my face touched cloud or the immensity of the landscape hit me. Of course the fact that 80% of the pilots in the comp were miles behind us also contributed to our giddiness, especially since many were ﬂying comp wings and we were cruising on DHV 2s, Farmer on his trusty Sigma 5 and I on my Ozone Vulcan. In our last thermal, a tuiuiu passed by Farmer, and I yelled at him to follow it so I could get a photo of them together. He did, and the tuiuiu led us straight into a thermal that was twice as smooth and twice as strong as the lift we had been groveling in a moment before. We whooped it up as the three of us climbed out together in one of the smoothest thermals in history. We made turns with one hand, no hands, and with hands on cameras. The tuiuiu set out on glide a moment before we realized that we had all topped out in the lift, and then we did the same, but in different directions – being a natural and integral part of this environment, the tuiuiu had no reason to follow the road, whereas we really had no choice. Farmer and I bade the huge bird farewell and

On the first day of the comp, a modest fl ight set a new Pantanal distance record. The potential for longer fl ights is great, especially for larger outand-returns or triangles due to inconsistent, and Matt Gerdes, 1st place and typically light, $1000US prize money winds. On the second day, clouds appeared later but in greater quantity. A start cylinder was called 10km upwind on the road, in order to encourage pilots to fly near the road and help prevent epic land-outs. After nabbing the turnpoint, I caught up with Farmer and we set out into the flatlands together, flying side-by-side for the next 40 kilometers. Conditions were as good as could be hoped for – perfectly sized clouds in a region with no real airspace concerns, climbs that were smooth

) - %.' ) (( * / ) %0' ) (( * "1' ' $ Photo: Matt Beechinor

2 ! ! 3) 34 (! !, - 5! ! + 6.& 6778 &96 & . ' : + : ! : ;! 6776< ) ( =& / 4 !> (! 3 ; ; ( ; * (( 2 3 ; () , ) (( * !;; 8 ! ; Gerald Dysart getting a tan on the Pantanal launch

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

The National Fly-In, 2005

Photo: Velma Baldwin.

By Robin Hastings

Sean Riley coming into the Cox Field LZ. The La Luz launch is in the distant right background.

Last year’s national ﬂy-in was a record feet above the town and 7000 feet MSL. setter. Not in terms of new site distance Its landing zone (Cox Field, after our derecords. Not in the number of pilots who parted friend Bill Cox) is huge, but it’s a came (34). Not in altitude gains – though 7:1 glide from launch, with few bailouts some amazing low saves did occur. No, it in between. was clearly the conditions that took the Alamogordo residents Tom and Cindy headlines. The week of the 2005 USHGA West obtained the USHGA sanction for National Fly-In saw both record heat and the event and worked for most of a year record rainfall in southern New Mexico. to make it come together. They had the But did that stop the Rio Grande Soaring full support of Alamogordo’s city govAssociation? Read on… ernment, parks department, Chamber The National Fly-In was scheduled of Commerce and surrounding federal for May 25 to May 29 in Alamogordo, agencies – principal among them the New Mexico, where it had been hosted U.S. Forest Service. In your darkest once before, in 1991. The main launch hours, when the work is overwhelming, is Dry Canyon, facing southwest, 2400 it’s nice to know that the taxpayers are May 2006: Hang Gliding & Paragliding – w w w.ushga.org

behind you. With help from the rest of the RGSA they got it all together in time, and a good time was had by all. The previous week had seen temperatures unusually hot even for our region, hitting 104°F for several days. But something about that and a big low pressure over Southern California dragged up moisture from the Gulf, and by Thursday evening we had cooler temps and over an inch of rain pouring in on the mountains. The good thing is (for pilots) that even when it rains out here it doesn’t rain long, and at least a few people flew on even the worst of days (Friday, May 27th). Some days, in fact, the flying was pretty darned good. A few Texas pilots drifted in on Tuesday, but things really started rolling on Wednesday morning. When I first reached the RGSA pavilion in the LZ, George Woodcock and Velma Baldwin handed me a yellow ribbon, made from the sail of Curt Graham’s Predator. (Curt died a year ago when his glider broke doing aerobatics over the field.) I began the festivities myself by taking off at the northwest launch at nearby La Luz, “The Sinkhole of the Southwest.” I gained 1500 feet, soaring with two redtail hawks, then made a run to Cox Field, about five miles south and west. Sean Riley got off just behind me, but after going up and down with the hawks for a while, he finally opted to touch down at the big LZ out there. Sean had come down from Denver with Bob Brockmann, and Bob drove for us, before soaring to 13,000’ at Dry when the winds turned southwest in the late afternoon. (Bob and Sean carried on a fierce if goodnatured struggle for the duration trophy over the next four days of the contest.) Prior to the wind shift, Kent Robinson of Dallas took a spin in his one-place trike, cruising up from the LZ to the Dry Canyon launch – a direct contradiction to the natural direction of the universe. Thursday saw stormier conditions, with a heavy overcast over the Sacramentos east of our sites. Still, there was something out there, and the winds came in

Caption: Photo: Velma Baldwin

Jim Stelzer (left) and Paul Briggs above Dry Canyon launch.

straight southwest. The day began with paragliding. A videographer came out and interviewed a ﬁrst-time tandem student in the LZ – certainly a great testimonial, if it ever gets broadcast. The afternoon was deﬁnitely soarable, and if you hit the up cycle, you could gain well, and stay up for hours. Sean and Bob each had more than four hours. Steve Ford

and Kent Robinson ﬂew 30 miles north to Three Rivers. But a lot of folks (like me) eked out only 20 minutes or half an hour, and when the sink cycles hit, we landed within minutes of each other. That evening the clouds thickened until a most unseasonable storm pounded the region. On the positive side, we always need the

water… The overcast conditions continued through the night, and on Friday morning the mountain launches were still socked in. More rain came that afternoon, despite the entreaties to the weather gods from pilots who’d gone uphill with hope in their hearts. But the day was not completely wasted. Four pilots got oﬀ in the

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

Photo: Velma Baldwin

Bob Brockmann in his U2 above Dry Canyon launch. White Sands is in the background to the west, Cox Field LZ is beneath his right wingtip.

thanks to Parker Hobson relieving me of my launch director duties, I was able to get high enough to go XC a few miles, as the sun broke up the clouds for a typical dry New Mexico afternoon. Greg Chastain of Dallas made a 50-mile ﬂ ight to Carrizozo – spending much of it drifting in circles only 1000 feet oﬀ the deck. But lift is lift, eh? Pete Hammer followed him as far as Three Rivers. There were

Photo: Velma Baldwin

late afternoon for extended sled runs, thus proving that any day is flyable if you just set your standards low enough! Things had to get better – and by Saturday, they did. That day, too, dawned overcast and gray, but at least it wasn’t raining. The first paraglider pilots, such as Bill Lemon and Paul Briggs of Albuquerque, did fine. Local Mike Ellsworth was first off for the hang gliders. At first he got low, but then found some lift over the West Ridge and got up higher and higher. That finally impelled a line of pilot-lemmings to start hitting the air. Again, it was a case of sink or soar – if you weren’t climbing, you were probably plummeting. Sometimes it was both. A couple of pilots got flushed, and Sean Riley made the most astounding low save that I’ve ever witnessed. He was low enough to grab jackrabbits, and miles from any LZ. Not knowing his identity, as launch director I felt obliged to radio down, “Pilot in the canyon! You’re in a dangerous situation. Get out of there!” He replied, “That’s easy for you to say!” Sean found his best thermal of the day a moment later and spiraled up 2000 feet. (And he liked it so much he did the same thing on Sunday!) When I finally launched at 3:30,

lots of landings in the LZ for the spectators, and Mel Glantz took several passengers for evening fl ights in his two-place trike. We had another thunderstorm that evening, which brought unexpected fortune: As a dozen of us finished dining at Chili’s that night, the power went off and stayed off, and the management ultimately declared that dinner was on the house. We left good tips, but we left. After all, we had important things planned for the morning. Sunday was clearer than Saturday – and the day started early. Ten to 15 pilots began a hike near the Space Hall of Fame at 7:15. Our goal was Curt’s Bluff, looming close above, named 30 years ago when Curt Graham landed on it, then forced his way through the ocotillos to the edge and launched again. He landed in time to fend off a rescue team, all set to go up after the pilot who had just crashed. Velma had made a windsock from Curt’s glider last spring, and this was the last of three sorties to the Bluff to set it up. It shows up beautifully from both launch and the LZ, and I can think of no tribute that Curt would have enjoyed more. His best friends and his fiancée were all there, a serene and lovely place to be on a fly-in morning. We were all back in the LZ by 9:30 and we had a good day of flying. There were high, thin clouds out, and the temperature rose to the 90s. Once again,

Kent Robinson and Suzanne Weber of Dallas, local Mike Ellsworth at right. Dry Canyon launch is in center background, above Kent’s head.

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

Photo: Robin Hastings

George Woodcock and Velma Baldwin at the barbecue, with trophies handmade by Tommy West

and lots of good talk before Meet Head Tommy West made his announcements and awards. Tommy began the program by presenting the aforementioned entities who sup-

port us, along with the High Rolls Fire Department (who handle our very rare launch emergencies), with some paintings by local artists. He also thanked all the others who’d helped make the event a

Photo: Jake Kilfoyle

the paragliders were off first, and soon gained 1000 feet over launch. Hang gliders began soaring at noon or so. There were no bad launches throughout the fly-in; everyone had their hang check and their buddy check (a second person looking at the glider) and Parker made sure the winds and traffic looked OK before any pilot took to the air. Thermals were turbulent but abundant, and most pilots got an hour or more. Gains to 10,000 feet MSL were common, and several pilots ran the pylon course (LZ to the White Sands Mall and back). Some tried the bomb drop, too, with small plastic bags of flour – it’s harder than you think! Spectators in the LZ enjoyed watching lots of good landings, several bomb drops, and a couple of non-serious whacks. Can’t make it look too easy, right? The longest XC fl ight was about 20 miles north. We had a superb meal that evening under our pavilion in the LZ, with drinks, barbecued beef and chicken, and plenty of salads, breads and desserts. There was a cake for Paul Briggs and his new bride Patricia, married just the week before,

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

former instructor Paul Michaud – but the names that kept coming up from everyone were Tommy and Cindy West. (Thank you, both of you!) George Woodcock had created a beautifully inlaid trophy of his own, just for them. The visiting after the awards ceremony was subdued but pleasant, under bright desert stars. The next morning saw us busily cleaning up around the RGSA shade structure, and organizing drivers for the pilots who didn’t have to start a long trip home. Conditions that day looked to be the best of the event – clear, hot, and winds a mild southwest. Andrew made his first XC fl ight ever! The National Fly-In ended quietly. Despite the storms and turbulence, everyone got to fly, and there were no injuries and hardly even a downtube broken. Lots of big smiles, too. Safe fl ights and good air to everyone – thanks for coming, and come again soon!

HANG GLIDER RESULTS: DURATION: Bob Brockmann 11:07, Sean

Riley 9:45, Greg Chastain 4:18 SPOT LANDING: Chris Chaney 15 feet, Bob Brockmann 24 feet, Riker Davis 25 feet OPEN XC: Greg Chastain 49 miles, Steve Ford 29.4 miles, Kent Robinson 29.4 miles BOMB DROP: George Woodcock 50 feet. DRIVER AWARD: PARAGLIDER: Patricia Briggs HANG GLIDER: Velma Baldwin

The 2006 National Fly-In is in Texas, July 28-30. More information is in this month’s Calendar of Events.

PARAGLIDER RESULTS: DURATION: Paul Briggs 2:58, Jim Stelzer

2:43 SPOT LANDING:

Jim Stelzer 13.2 feet, Paul Briggs 15.3 feet OPEN XC: Paul Briggs 13.1 miles, Jim Stelzer 8.5 miles BOMB DROP: Jim Stelzer 73 feet

Photo: Velma Baldwin

success. Pete Hammer of Dallas donated several items as thank-you prizes, as did Andrew Vanis of Albuquerque. Then Tommy started handing out handmade trophies. He had made enough to supply paragliders, flexies and rigids with first and second places and sometimes more. (We didn’t have any rigid wings at this event, but maybe they can be recycled for Columbus Day.) The results are listed below, but to summarize, Jim Stelzer and Paul Briggs won most of the paraglider awards, Greg Chastain maintained his XC dominance, and “Doctor Bob” Brockmann seemed to win or place in almost everything else. He even took the duration trophy, on which we usually just inscribe Sean’s name when we make it. There were some specials, too, like the Driver’s Award, “I Got Flushed” (Kelly Scroggins, with Andrew Vanis close behind) and “Going Nowhere Fast” (most miles recorded on GPS without any distance – to Bob Brockmann, 266.6 miles). “Aerobatics” went to Jim Freele of Albuquerque, and “Longest Drive” to hang pilot Sonny White of Oklahoma City and parapilot Jim Stelzer of Los Alamos. The “Safety” awards went to Riker and Parker for serving as launch director. Most prestigious, though, was the Curt Graham Memorial Trophy, inspired by his fiancée Shippie Davis. It is a perpetual one, a plaque with the names of those who do the most to promote flying in our area. Nominees for this fi rst one included Riker Davis, Curt himself, and

Steve Ford of Denver launches his Litespeed at Dry Canyon, with Warren Groom assisting and launch director Parker Hobson down ﬂat. Alamogordo is down below. May 2006: Hang Gliding & Paragliding – w w w.ushga.org

Andy Cu ﬂying, literally, into the wild blue yonder of Rampart Ridge, Washington Photo: Darren Darsey

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the reports cannot be missed. Quite a few other accident reports read the same. Accidents that happen to our fellow pilots are extremely regretful, and at the least demand two things: ﬁrst, that we learn as much as we can from the sad event and, second, that we do all we can to prevent a similar thing happening to others. I believe we already have all the necessary information to satisfy both of these requirements. (Note: In this piece I intend no reproach to those reporting these accidents and I applaud their efforts in keeping us alerted to these matters.)

These Olympic-caliber athletes have the skill and training to allow them to perform incredible feats in relative safety. For the rest of us, attempting such acrobatics would be just plain stupid. Please ﬂy intelligently!

Recently I have had a brain worm – a recurrent image in my brain which won’t go away. That image is of a paraglider twisting into the ground out of control until the pilot pounds. It wasn’t implanted there by some irrational fear of falling out of the sky, but from reading the October paragliding accident reports in this magazine. In that piece, two fatalities were reported,

Photo: ©Red Bull/Christian Pondella

Spin/Spiral Confusion

both resulting from either spins or spirals that continued until impact. These two recent events and others of a similar nature cry out for better understanding. In one case the accident analysis said: “Reports did not note any eﬀorts by the pilot to disengage from spiral or to throw a reserve.” In the other case, a witnessing pilot reported that he expects the victim panicked, “…as there was no apparent attempt to comply with radioed instructions to brake against the spiral or throw a reserve parachute.” The similarity in

We should make the problem entirely clear. Think about this: On a perfectly fine day pilots enter into a spin or a spiral through a control mistake or turbulence, then rotate all the way to the ground without moving a muscle or making any attempt to save themselves. Sometimes the altitude loss is many hundreds of feet with ample time to suss out the situation and act appropriately. Doesn’t such an occurrence seem strange? Don’t suspicions arise? Can we just write it off as happening to an inexperienced or overly bold pilot? Are we content to let an unknown lurk out there ready to snatch an unsuspecting fellow pilot? Or us? I have witnessed the above-described process five times and certainly others have, too. I get around, but no more than many others, so clearly we have a syndrome that is common enough and deadly enough that it needs to be addressed, figured out and fi xed. We’re trying to do that here. There is no doubt in my mind that we know the cause of these accidents, but I fear not everyone has paid attention. In the August 2004 issue of this magazine (“Spin Defense,” p. 25) we ran an article explaining the disorienting effects of sudden, fast, continuous turns. This article went into some detail on the matter and presented some solutions. It is clear that not every pilot understands what can go wrong and even if it is understood, not everyone knows what to do about it. I won’t duplicate all this previous material here, but we must revisit the highlights. First, researchers know that there are four physiological factors determining

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

Photo: Fernando Amaral

orientation in our bodies: two in the inner ear, plus our neck muscles and our eyesight. The sense of sight is allpowerful, but the other “orientators” have their moments of dominance. The problems occur when any or all of these orientation factors come into conflict. Basically, if there are confl icting signals, the automatic balance part of the brain gets wigged out. The results can vary from mild nausea to severe nausea to complete and utter disorientation where you don’t know which way is up and maybe aren’t even conscious. The two critical matters are: how severe the disorientation (also known as vertigo) is, and how quickly it comes on. Let’s look at these in turn. Most of us have experienced motion sickness. That’s the seasick/carsick/ airsick stuff. It’s no fun, but normally we can still walk and function, though we may just want to go dig a hole and lie down. This effect of the orientation system is brought on by the body feeling motion and the eyes saying not, or vice versa. Motion sickness doesn’t always follow our logic. For example, I can read in the back seat of a car over bumpy, curvy roads, but have little tolerance in a boat, as I have proved to myself over and over again (at least one time where I couldn’t escape for a month!). I have been airsick in a hang glider once in a hot, turbulent environment. But other times I have been thrown around like a rat in a dog’s jaws with no ill effects. The reader may have similar inconsistent experiences. Useful to our purposes here is to think about how sudden some of these attacks can come on.

Motion sickness is a mild form of disorientating cerebral effects, but they can be much more severe. One thing that can happen to airplane aerobatic pilots is they “fl ip their gyros” so that they think level fl ight is actually on a tilt. Many have tried to land with their wings at an angle to the horizontal. Sometimes it takes days or weeks to retrain the brain to straighten up in these situations. We have more data from airplanes than from any other form of flying because they have radio communication, little black boxes, instruments that hold their readings during a crash, and the skill of the NTSB investigators. All these data The world’s best athletes can make the most radical moves look easy. Unless let us know that dis- you’re among the world’s best, trying to emulate these moves could be hazorientation can be so ardous to your health. Please fly within your personal limits of safety and sanity. severe that the pilot – even those with high time – can be total- in clouds without proper training, or in ly disorientated to the point that they be- spins. How suddenly can it happen? I precome jelly-brained. Nothing can be done to save them and they can do nothing to sented my own experience in the previsave themselves. For airplanes, this dire ous article whereby I exited a cloud for situation occurs most often when flying the first time and as quickly as you can snap your fingers I experienced a severe and debilitating nausea (which lasted for hours after I landed). I don’t think I am unique, so I would postulate that any pilot can experience instant disorientation in the right circumstance. The severity of the disorientation can be anything from mild to overwhelming. In the worst cases (the accidents I know about) the brain is so addled that the pilot cannot possibly react. Make no mistake about it: disorientation can be so severe and sudden that a pilot of any type of aviation device can be rendered totally helpless and will watch the ground swirl up to meet him with often dire consequences.

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

trained to handle disorienting effects can All forms of aviation have their par- “lose it.” Witness the fact that four of the ticular aspects where potential dangers five disoriented pilots I saw come all the lie. For paragliders it may be collapses way down in a spin were competition followed by spins. A close second may be pilots. I have read the accident reports spirals. Spins are rapid turns where part on other comp pilots suffering such a of the wing is stalled. The reason spins fate. Truly our day-to-day flying doesn’t are severe in a paraglider is that with- prepare us for the worst case. So how do we prepare? Much out a tail or even sweep in the wing there is little resistance to rotation around a experience in airplane aerobatics has vertical axis. A spin can happen very shown researchers that you can train very readily to combat disorientation. Also, abruptly and proceed at a fast rate. Both the abruptness factor and plenty of paragliding acro pilots doing the spin rate add to disorientation. In helicopters, spins, etc. show that you can addition, a paraglider is the only air- survive the mind-jumbling stuff. But you craft I know of that you can spin back- don’t really get the quality training you wards – a very disorienting effect. Finally, need just flying around. We need to be swinging out under the wing (as opposed doing rapid turns. I am not to just turning helicopters) increases the talking aerobatics here, but first I would G-forces, which adds to disorientation. Spirals are tight, steep turns which recommend an remain coordinated. These turns can SIV course be disorientating due to their high Gs. (maneuvers Sometimes as few as three 360s in a clinic). I spiral can disorient a pilot. In many cases, know some a spin exit can lead to a spiral or vice ver- courses do sa for the inexperienced or unsuspecting not teach pilot. In that situation, the potential for spins due disorientation continues or gets worse to too many bad expedue to the change in motion. The bad news in all of this is that once riences. The disorientation sets in you probably won’t FAA stopped reget rid of it until you get your feet on quiring spins for a private pilot’s license solid ground. decades ago because they were killing too many pilots due Pound of Cure We are going to repeat that last to disorientation, and this was with an thought because it is so important and instructor on board! Then, under supervision of an experireally the crux of this whole matter. It does some good, but is not the answer, to enced pilot or an instructor, begin learning be aware of all we have discussed. It does spiral turns. The first spiral or diving turn some good, but is not the prevention, to should barely be a 360. Then progress to be generally resistant to disorientation two 360s, followed by three, and so on. (motion sickness). It does some good, but The idea is to build up the number (and is not an absolute lifesaver, to be prepared thus the disorienting effects) gradually. to throw a parachute at the first sign of Generally the more turns you do the spin trouble. The reality is, disorientation higher the G-forces can build. It is both can come on so suddenly – before you the G-forces and the length of the turncan think “control, parachute, survival” – ing spell that brings on disorientation. that all these supposed defenses are use- But by gradually increasing the number less. When disorientation hits in its se- of turns, you build up resistance. That is verest forms there is no going back to an the key. Do your practice in both directions aware state until motion stops. That won’t and do it often. It has been shown that happen when the glider is turning. The only defense for this dangerous how recent the practice has been is imsyndrome is training. It should be clear portant. If you haven’t had any practice to all pilots that even experts who aren’t at tight turns for a year you will be more Paragliding Vulnerability

Pilots who ﬂy aerobatics in close proximity obviously don’t suffer the vertiginous effects of their spins and spirals. Photo: ©Red Bull/Denis Balibouse

clogging the bathroom. This ground practice should include locating and throwing a chute after the twirling has gone on long enough to cause some disorientation. Other practices such as standing and spinning around or sitting on a rapidly turning merry-go-round in a playground may be equally effective and can be practiced by every pilot without access to a simulator. I suspect that we also need to train for a sudden onset of spinning, which may be done on a simulator. The preceding on-the-ground training is good for all pilots, but it is hard to infer the effects of altitude (the visual s u s c e p t i b l e input will be different aloft). That is to disorienta- why we need the in-air spiral practice tion and should described earlier. Spirals tend to be a start out retrain- slower rate of turning than spins, but perhaps their greater G-forces render them ing gradually. The critical timing just as good for anti-vertigo training. for most people is It should be noted that the average after 20 seconds of observer may not be able to distinguish turning, because that between a spin and a spiral, so in some is when the inner-ear reported accidents we don’t really know fluid settles down, but which maneuver led to the disorientation true-life experience and demise of the pilot. All these mathas shown that a rapid ters need to be explored by our leading initiation of an unusual instructors and schools. motion can cause the To repeat the crux of the problem: I sudden onset of disorientation. (You may have believe that disorientation or vertigo can experienced sitting on a come on so suddenly and severe that the bus when a vehicle next unfortunate pilot can’t think, can’t reach to you started to move. for a parachute. Once severe vertigo Detecting this motion out has set in, I don’t believe that it can be of the corner of your eye overcome in most cases, even if turning can make you think that motion stops. We must prevent the ocyou are moving backwards currence of vertigo, for there is no way and an instant moment of to stop it in time for salvation once it has disorientation can occur.) Don’t passed a threshold. In summary, I think we face a sin of take anything for granted. Even if you have a thousand hours you omission and we can correct it by takmay be susceptible if you haven’t ing immediate action. The disorientation syndrome happens rarely enough that built up a tolerance for rapid turns. I believe that the USH(P)A should it is off most pilots’ radar screen. But it include the subject of disorientation happens often enough that all of us are in the instructor curriculum to be add- in danger of losing friends (including ed to all schools as part of the basics. that friend in the mirror). Let’s make Even in the classroom situation it can be this next flying season safer by making it understood and trained for by hanging accident-free. Making it totally oriented a harness on a swivel and spinning the will help. Already my brain worm is making a students at a rate equivalent to that in a spin. Of course, the training should cocoon. proceed gradually just as in the air so we don’t have a bunch of green students

Mountains, Thermals and Spuds By Chuck Smith

The Pioneer Mountains with Ketchum/Sun Valley in the foreground

all the Rocky Mountain states, is a sports paradise, offering many forms of outdoor recreation. Sun Valley is a hub for these activities. Things started in 1935 when in an effort to boost ridership to the West, the chairman of the Union Pacific Railroad hired an Austrian count to find a location to build “a grand American resort.” (Apparently at the time there was some sort of correlation between Teutonic aristocracy and the ability to locate superior, undiscovered ski slopes.) Now 70 years later, along with the skiing, snowboarding, mountain biking and kayaking, paragliding is making its own modest but respected impression in this former center for sheep production and old mining town, now turned upscale resort. It’s a town that struggles to keep its sense of community and western identity as it becomes a playground for the wealthy and the Hollywood elite. Located where the flatlands of the Snake River Plain and the Columbia Plateau meet the Rocky Mountains, Sun Valley/Ketchum (5700 feet MSL) is nestled at the boundary of these totally different topographical regions. Mountains flank it on three sides. To the north are the Boulder, White Cloud and spectacular Sawtooth mountains. This area

also sits in a hollow between the Smoky Mountains to the west and the Pioneers to the east. Beyond the Pioneers is the Big Lost River Valley and the Lost River Range, home of the highest peaks in Idaho. This wonderful northwest/southeast-running range with its broad, westfacing valley is Idaho’s “little brother” version of the Owens Valley. With south and west winds aloft, XC fl ights that originate from Sun Valley commonly cross over to the Lost River Range and continue north. Honza Rejmanek set a new paragliding state distance record of 115 miles on August 28, 2005, flying such a route. In fact, he flew over 300 combined miles in three fl ights that week! There are several good flying sites in the area, but Bald Mountain is the best and most popular. “Baldy” is the top of the resort, at 9150 feet MSL, with launch sites suitable for essentially every wind direction. The summit is accessed primarily by the SV Company chair lifts, and all the launch sites are a short walk from the top of the lift, making logistics an ease. A world-class base lodge and a restaurant on the summit provide convenient amenities. The primary landing zone at River Run sits at the mountain base and is an easy three-minute

Photo: Craig Hutchinson – Cloud 9 Paragliding

Photo: Chuck Smith

The 2006 U.S. Paragliding Nationals are being held in Sun Valley, Idaho, from August 27 to September 2. For information about the competition, or about flying at Sun Valley in general, contact Chuck Smith at chuck@ flysunvalley.com or go to www.flysunvalley .com. After nearly 10 years of flying in Aspen, Colorado, life’s unpredictable twists and detours brought me to Sun Valley, Idaho. As often as possible, I travel the 2200 miles to my hometown on Cape Cod (Massachusetts) to visit friends and family. Occasionally I run into an acquaintance that I have not seen in many years. “How are things in Aspen?” they ask. “I’m not in Aspen anymore, I moved up to Idaho,” I reply. Some, particularly the geographically challenged, immediately adopt a look of puzzlement and confusion as they ask, “What ya move there for? There’re no mountains in Idaho.” I usually just grin wryly, shrug and say, “They have famous potatoes, ya know.” Saying goodbye and feeling impish, but with just a hint of guilt, I think to myself that yet again, one of the greatest kept secrets in the U.S. will remain a secret… Famous potatoes or not, Idaho, like

Launch on Bald Mt. May 2006: Hang Gliding & Paragliding – w w w.ushga.org

Photo: Chuck Smith

Flying tandem over Ketchum, Idaho

Photo: Honza Rejmanek

walk from the lodge and lifts. For many years, the Sun Valley area has held a reputation for difficult and demanding flying. Certainly some of these impressions are justified, others slightly exaggerated. Like all flying sites, given the timing, conditions can be big and challenging or as benign as a morning stroll. As pilots, we’re all familiar with the basic equation; fundamental skills, good judgment and knowledge, a cautious approach and respect for the variables will help keep fl ights incidentfree. In the typically dry summer, tight, punchy, high-pressure thermals combined with strong winds that venturi up the valleys from the open flatlands to the south, can make for a spicy recipe of active conditions. The normal dryness also means that this area is less prone to over-development compared to many other mountain flying sites. Cloudbases are often high and supplemental oxygen is a good idea. Midmornings tend to be an optimum flying window when thermal strength is good, but the valley winds have not yet picked up. Evening fl ights can be truly classic with the dramatic light of a setting sun, fat late-day thermals and a glass-off. The latter part of August, with its wonderfully warm days, combined with the cool nights of the approaching autumn, usually help in the creation of good lapse rates and excellent thermal flying. The strong valley winds of the summer have usually abated as well, making midday landings much less stressful. Through the generosity and cooperation of the Sun Valley Company, pilots have been flying from the resort since 1989. Pioneered by a few zealous recreationalists, flying here has remained a staple and welcomed visual attraction for locals and tourists alike. However, it is recently that the most active and eager local pilots have done a great job of getting out and putting up some impressive XC fl ights. The true potential here is becoming realized through their enthusiastic efforts. So, if you have a taste for beautiful scenery, quality mountain flying and savory spuds the size of Volkswagens, a visit to Idaho should be on the menu. Just don’t tell anyone.

Gliders ﬂying from Bald Mountain, Sun Valley, Idaho

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

Flight of Fantasy

Photo: Steve Givens

By Denny Pistoll

Denny Pistoll’s first cliff launch at Lookout Mountain Flight Park We all harbor dreams and fantasies and I was impressed with the people with instructor is right at hand to observe the of things we’d like to do one day but re- whom I spoke and gained even more re- performance and provide constructive feedback. It is up-close, personal, one-ongrettably, that “one day,” like trying to spect after meeting them in person. The LMFP approach to training mir- one training and they don’t miss a twitch. snatch mercury, seems to elude us. For an assortment of terribly sensible reasons rors that of aircraft pilot training as they They absolutely want you to succeed. Only when one’s launches and landwe tend to back-burner the pursuit of our are very structured, safety conscious to a dreams and moil in the status-quo world fault, thorough and professional. I signed ings are solid and consistent is the move up on the spot and in the early hours of made from the small hill to the big hill. of our self-created comfort zone. About a year ago, I decided I wanted a dewy fall morning I began my quest in The big hill, with its steep gradient and thrice times elevation, allows for some to experience unpowered fl ight; I wanted earnest. Hill training was the first step. The “serious” airtime. One goes from being 10 to try hang gliding. Actually, this was not a whimsical decision but rather a long- hills are tough. Veteran pilots have told feet above the ground to well over 100 standing dream kept at bay for some 35 me that hill work is the most difficult feet. The tasks move from launch and years. I first caught sight of hang gliders part of the learning process but, they landing to executing precision turns, resoaring the beautiful Koolau mountain emphatically add, the most essential part. versing turns, speed runs and landing on ridges in Hawaii in the early ‘70s. The Working the small hills develops excel- prescribed headings. The tasks are desport was in its infancy then, but the lent launching technique because, due signed to challenge, and challenge they pilots flying those early wings didn’t seem to the shallow slope, you, the pilot, have do. In this phase, all the skills come todaunted by that reality as much as they to provide the lifting energy by properly gether and one must move with alacrity. were encouraged by the cutting-edge balancing the glider and launching effi- It seems at first almost overwhelming but in time and with persistence, muscle ciently. challenge of what they were pioneering. Since every launch has a landing – or memory eventually kicks in and maneuAt age 63, I decided it was time. In checking around the country I discov- something that passes for it – the hills vers which had to be premeditated and ered the Lookout Mountain Flight Park provide plenty of practice. Developing carefully thought out, become naturally located in the very northwestern corner the eye for when to slow and flare the intuitive. It was a joyous morning indeed when I of Georgia. They are, I learned, the larg- glider is an acquired skill gained only est hang gliding school in the country through repetition. On every fl ight the completed my required hill work and was May 2006: Hang Gliding & Paragliding – w w w.ushga.org

“cleared” for the mountain One has to overcome a few million years’ Though saying this makes perfectly good sense and sounds and my first high-altitude to do so one has to launch. That very morning I survival instinct NOT to look where you’re reasonable, overcome a few million years’ went up to the office, which survival instinct NOT to look sits astride the mountain stepping when trotting to the edge of a where you’re stepping when launching pad, to draw a trotting to the edge of a 1300glider and get set up. I must 1300-foot cliff. This was the locus of my foot cliff. This was the locus of admit that all the while I my concern and I didn’t want was preparing I was carrying a 50-pound butterfly concern and I didn’t want to screw it up. As to screw it up. As Yoda might say, “Look down you must not!” around in my stomach! As I prepared to launch, my I was calmed somewhat Yoda might say, “Look down you must not!” world – my entire being – was by the busying task of focused like a laser beam on a setting the glider up and doing a much longer pre-fl ight than was the history and beauty of the place, I mountain peak some 15 miles across the really necessary. I was sort of dragging was preoccupied with other thoughts. valley. I believe I had achieved an almost my feet even though I realized that the Like a lot of things in aviation there are Zen-like, self-induced tunnel vision mountain wasn’t going to get any lower a number of elements that, to execute during my take-off run as I saw nothing with my dilly-dallying. After a while my properly, have to be done simultaneously. else. Because the winds were very light instructor came over and asked if I was In the case of cliff-launching a hang the glider needed some altitude to acready. Sounding far more confident than glider the MOST critical item, after set- quire flying speed. I sensed my left foot I felt at the moment I choked out, “Yep, ting the proper pitch attitude, is keeping stepping off into the void and felt the one’s eyes focused on the far horizon. glider sink, but it wasn’t the violent lurch I’m ready.” The launch sits atop a beautiful sweep- Looking out allows you to maintain that that I had expected but rather a gentle ing valley that was the site of a major critical pitch angle and therefore allows settling which consisted of about a 20- to battle during the Civil War. Despite the glider to be in a proper position to fly. 30-foot drop. Almost immediately I felt

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the harness tensioning against me and then supporting my body entirely as the wing began to lift. I was flying! My next task was to insure that I was flying AWAY from the mountain. A dropping wing would mean that I was in a turn back toward the cliff, and that’s the second thing you don’t want to do. But no worries, I was still heading straight for that distant peak and soaring as the terrain rapidly dropped away beneath me. Once airborne, my task was to check my airspeed, which was supposed to be between 18 and 23 mph; I was doing 20. It was then that I noticed, emblazoned on the rudimentary airspeed indicator, the watchword mantra of the day: RELAX. The message was not there by accident, of course, and I heeded the advice. The wind gently whispered against my face as I took the time at that moment to luxuriate in my surroundings – it was a gorgeous sight and a truly incredible feeling. It was unpowered fl ight. I was riding a ribbon of air and flying in the purest form possible for gravity-challenged earthlings. It was everything my fantasies imagined it would be. The glider was a dream to fly. The harness system put my body in a semi-prone position. From there short, controlled weight shift inputs – pointing my feet and hips in the direction I wanted to go – allowed me to bank the wings and turn at will. Unlike the training hills where everything happened in a compressed time frame, I now had the feeling of freedom and all the time in the world. I also experimented with moving my weight (center of gravity) fore and aft over the horizontal control bar (or basetube as it is called). Moving forward will pitch the nose down, descend the glider and increase airspeed, whereas an aft movement will cause a climb and slow the glider. How cool is this! My task as I neared the ground was to enter the landing pattern over the landing zone (LZ). With some variations hang gliders use the same landing patterns and nomenclature that airplanes use: crosswind, downwind, base leg and final. Since I had excess altitude I hung out (pun intended) in the “box” pattern. This consists of a series of 90-degree turns – picture an aircraft holding pat-

tern – over a designated part of the LZ real estate. You fly the box until you descend to an altitude where pattern entry is appropriate and you can complete the approach and landing. The LZ at Lookout Mountain is quite large and therefore forgiving should one seriously under- or over-shoot the target. As per procedure and to protect against an inadvertent stall, I pulled the control bar in slightly to increase my airspeed as I left the “box” and flew the pre-briefed pattern. Here, in estimating the glide path, is where some aviation background was probably helpful. The turn onto base and final went as planned and I flew the glider down to about five feet above the ground where I then slowed and flared to a soft landing. Wow, what a HOOT! Despite some initial muscle pulls, freezing cold mornings on the hills and other associated frustrations that accompany any new enterprise, the time and effort expensed was worth every minute. My newly acquired best friends at the Lookout Mountain Flight Park enabled this to happen. Their consistency, adherence to safety and thorough knowledge is absolutely first-rate and measures up with the finest fl ight schools in the world, civilian or military. The men and women at LMFP are top professionals and the nicest of people. Although my official training has ended I am, yet again, a rank beginner. Ahead, in the world of my newly acquired sport, many new challenges abound – challenges such as ridge soaring, thermaling and cross-country flying. Fantasies can become realities after all. My “one day” is here and I am anxiously looking forward! Denny Pistoll describes himself as “greener than grass” in hang gliding. A friend took a picture of his first H-2 cliff launch and upon receiving a copy of the photo Denny felt inspired to write this essay. “My inspiration was fueled, in part, with a deep gratitude for the spirit and professionalism of the staff and instructors at LMFP,” says Denny.

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

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8 01. 2 5 5 . 9 5 9 5 51

2005

Northern California Cross Country League

Country League, there are three winners that this intention has been fulfi lled. Unlike “big” competitions, the tasks in three different categories based on devised in the league events are modest glider performance. This gives all pilots and designed to allow pilots of all abili- a chance of winning in their own class. ties to tag some of the waypoints. The The three categories are competition and tasks are split into three parts. In the DHV2-3 gliders (aka Sky God categofirst part, the waypoints are set relatively ry), DHV2 (aka Muppet category), and close together and within easy glide of a DHV1 and 1-2 gliders (aka P-3 Gaggle large LZ in the hope that all pilots will Novice). This has proven to be quite sucmanage this part of the competition. In cessful. This season’s winners in the catthe second part of the task, the waypoints egories are: are farther away and require some degree SkyGod: Eric Reed of commitment with the LZ in a less acMuppet: Jugdeep Aggarwal cessible location. For the final leg of the P-3 Gaggle Novice: Tim O’Neill task, the waypoints are quite distant and require commitment to be able to access In order to help pilots assess their perthem. The last is meant to allow the more formance after the competition, all track gifted pilots to stretch their abilities. If logs are downloaded with the help of this is not enough, then pilots are en- CompeGPS. These track logs are overcouraged to continue on for a personal laid on a Google Earth map with the Mark Bernier on launch at Dunlap best distance from the goal. In many oc- waypoints, and saved as an animation so The 2005 Northern California Cross casions this format has worked well with that it is possible to replay the competiCountry league was epic on many ac- all pilots achieving personal best perfor- tion – an excellent learning tool for all. counts. The season kicked off in March mances. At Potato Hill, for example, a The league has been fortunate to be at last year’s favorite site, Potato Hill, task of 25 miles was set. Six folks made sponsored by many companies and orand culminated in a completely blown- it to goal with another four going on for ganizations that have donated money for out weekend in October at Owens Valley. 30 more miles. Wonderful indeed! software, trophies and prizes. The lower In the Northern California Cross value prizes were given away in raffles Despite this, 10 of the possible 16 league tasks were flown. The league has gained in popularity with folks coming not only from the Bay Area but also from San Luis Obispo and Los Angeles. Over the course of the season we were fortunate to hold tasks at Potato Hill, Tollhouse, Dunlap and Woodrat Mountain. At most events there were about 20 competing pilots ranging in ability from P-3 Gaggle Novice through the Muppet class to our very own Sky God class. It has been a lot of fun. The intention of the competitions is not only to introduce pilots to the competition scene but most importantly to train pilots in their flying abilities and in using the air more efficiently. I am confident from the feedback from many pilots Jug Aggarwal and Tom Moock dueling for altitude at Dunlap, California

Photo: Peter Rexer

Photo: Julie Spiegler

The League Season Has Finished But the Memories Linger On…

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

Photo: Linda Machol

Photo: Steve Prairie

Pilots posing at Paiute launch in Owens Valley

and the larger ones were used for end-ofseason prizes. In total over $3000 worth of prizes were donated for the league this season alone. Without the sponsors it would have been harder to organize the league and gain the interest. I am therefore indebted to the following groups for their very generous donations: Bay Area Paragliding Association Wings of Rogallo Advanced Paragliding Adventure Productions AirTime of San Francisco Cloud Nine Soaring Center Critter MountainWear Cross Country Magazine FlyAboveAll Flytec USA Merlin Flight School Mojos Gear MPH Sports Paraglider Magazine Superﬂy SkycoSports Torrey Pines Glider Port Vuelo Libre

Pilots queuing to launch Woodrat Mountain, Oregon

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The competitions are low-key and are in essence a ﬂy-in with a mission. Join in the fun, especially now that there are several league meets around the country. For more information on the Northern California Cross Country League please contact Jugdeep Aggarwal, jaggarwal@ es.ucsc.edu, or check out the Web site at www.sfbapa.org and follow the links for XC league. www.superflyinc.com

Interesting stats for the competitions: Cash value of donated prizes: over $3000

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Number of pilots participating: 39

Total number of track logs recorded: 150

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Animation screen shot of a league task. May 2006: Hang Gliding & Paragliding – w w w.ushga.org

8 01. 2 5 5 . 9 5 9 5 53

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Photo: Chris McKee

By Pete Lehmann

Towing up into an XC sky at Ridgely

After a number of truly awful years of cross-country flying, Region 9’s flying improved in 2005, with the longest average distance of fl ights registered in the past seven years, 44.0 miles per fl ight. There was but one fl ight over a hundred miles, and only five longer than the 60mile benchmark for long regional fl ights. Nonetheless, there were considerable numbers of entirely respectable 30-, 40and 50-mile fl ights. To some degree that might reflect the fact that there are fewer rookie participants entering their first cross-country fl ights. Even so, two of the eager rookies had fl ights of over 45 miles, including John Simon who was in sixth place overall with a remarkable flight of 58 miles on an Aeros Discus.

Talon from Templeton, Pennsylvania, southeastward to just west of the state capital of Harrisburg. Th is fl ight was a conventionally long regional crosscountry fl ight – that is, it was made on a post-frontal spring day with a moderate northwest wind and enjoyed altitude gains to as much as 7200’ AGL/8500’ MSL. The fl ight had a late start, with a launch at 2:20, well after the day had begun. I immediately screamed off the ridge at 700fpm in what proved to be the day’s best thermal, and that eventually got me to cloudbase. For the next 100 miles I was stylin’, always comfortably high, and dolphin flying under unusually well-streeted clouds. The lift at altitude was nothing special, seldom as good as 400fpm, but the clouds were reliable and Open Class the sink moderate. Many of the year’s longest fl ights have As I approached Allegheny Mountain already been described in a previous ar- and its associated tree desert, the mounticle on the earlier Region 9 Regionals. tain was producing darker and betterFor that reason they will be treated in a shaped clouds at 8500’ MSL just where I somewhat cursory fashion. most needed the extra height. Thereafter The year’s longest fl ight was one things went very well for two more therof 128 miles I made on a Wills Wing mals that brought me into the heart of

the mountains around Mount Union. However, the altitudes and climb rates were slowly deteriorating, and the clouds were becoming ever more sparse. By the 100-mile mark I had been in the air for two and a half hours, but things were about to become much more diﬃcult. Just as conditions were beginning to deteriorate I made two mistakes. I had recognized that the clouds were drying out on the northern edge of my route, but foolishly I didn’t angle south while I still had the altitude to do so. Instead, I chose to continue under a diminishing street in front of me. Second, I simply missed a thermal. My barograph shows that I had a solid climb that I somehow botched. The result of these two errors was that I was suddenly getting low in an area of multiple, wooded mountain ridges that were a bit short on clouds and landing areas. I successfully dribbled across a number of ridges, but ﬁnally came up against Tuscarora Mountain with no hope of diving over the back. I picked a notch on the mountain that I presumed would be ridge soarable and that would

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Photo: Ralph Sickinger

Lauren Tjaden landing at the ECC

allow me to hang out waiting for a satisfactory exit thermal. But the notch wasn’t working and I spent the next 26 minutes sliding along the ridge to the northeast, almost perpendicular to my course line, while working over half a dozen nasty little thermals that went nowhere. At first I was losing altitude as I played the game of working little thermals that went sideways back into the trees. But then the climbs improved slightly and I gradually gained a bit of altitude with each thermal until I had accumulated enough altitude to glide out front into the valley. There I was hoping to find coherent lift beneath one of the few late-day clouds forming above the valley. Frankly, I was getting tired and frustrated. I just wanted to take a shot at getting off the damned ridge after half an hour of fighting. Fortunately the gamble paid off, and I lucked into a solid climb off the cursed ridge. But by now it was ten to six in the evening, the sky was blue and the climb only went to 5700’ MSL before petering out. I then began an undisturbed 14.3mile glide to my LZ. The fl ight distance was 128 miles, done in three hours and 47 minutes at an average speed of 33.8mph. In second place on a Wills Wing Talon140 is one of this contest’s perennial contenders, Nelson Lewis, with a fl ight of 84.1 miles from Lynchburg, Virginia’s Tobacco Row site. His long fl ight too was in the traditional mold of one made on a northwesterly day accompanied by juicy, streeted clouds at 7200’ MSL. What was unusual about his fl ight was that it was done quite early in the season, on March 20, when cross-country flying is usually just beginning in the region. Things went swimmingly for Nelson until he neared Richmond, where the lovely clouds became too much of good thing, overdeveloping and beginning to drizzle. At that point Nelson turned

around and picked what he reckoned to be a field convenient to a neighboring road. Unfortunately the field was in fact virtually encircled by water, and it looked like Nelson was going to be swimming out of there. However, Cathy Harper found the property’s owner who then showed her a way in to rescue Nelson. If first and second places were taken by the usual suspects (Nelson and myself), in third place is a new face, Paul Tjaden. In addition, Paul was flying the first rigid-wing glider to figure in the results of this contest. The glider is an ATOS VX which Paul refers to as his “old man’s cheater glider” in response to some of my disparaging remarks. Despite the fact that Paul had to resort to dubious equipment, he nonetheless deserves to be recognized for a great fl ight. Unlike the above two fl ights, Paul’s was made off tow at the Highland Aerosports fl ight park in Ridgely, Maryland. That site produces consistently good flying; however as a cross-country site it has serious limitations. For one thing, the DelMarVa Peninsula on which it is located is effectively an island surrounded by water on almost all sides. That means that cross-country fl ights in most directions end at a beach. And even if one might succeed in going in the two directions that allow longer fl ights, there are issues of airspace, and of the convergence phenomena resulting from the various on- and offshore airflows. Paul began by flying southward together with his wife Lauren on her much

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8 01. 2 5 5 . 9 5 9 5 55

lower performance Wills Wing Sport 2, and they remained together until approaching Salisbury’s Class D airspace. Lauren became nervous about her ability to successfully glide over the top of it with her Sport 2, and chose to land. However Paul and his cheater glider safely made it across the airspace, and then had an easy run of it down into the narrowing neck of land and into Virginia, where he landed. As Paul says, unless someone encounters a perfect convergence line above that narrow arm of land it will be very hard to continue much farther than his 82.4 miles. Displaying his mastery of the full range of cross-country skills, Paul landed within walking distance of a store at which he could procure a six-pack of malted adult beverages. Purchasing some of his preferred Mexican horse urine, and limes with which to make it palatable, he settled down to wait while using the Corona to wash down gourmet microwaved hamburgers. The man is a natural cross-country pilot.

which John was the only student. With his world-class guide, and fabulous conditions, John was easily able to reach his stated goal of “the beach” near Ocean City, Maryland. Paris and John were getting to 6500’ AGL and seeing 600fpm climbs all day long under long streets. What a fabulous introduction to crosscountry flying! In second place is Lauren Tjaden, whose fl ight has already been alluded to above. Lauren was flying her Sport 2 in company with her husband Paul on his Rookie Class rigid wing. Conditions were good, with Usually, this article would next rec- constant 300-500fpm climbs on the avognize the 60-Mile Class winners. erager and gains to 5000’ AGL above However, the winner of the Rookie Class, marvelously flat country. After deciding John Simon, did such a remarkable job to land rather than chance an airspace that I will now discuss his class. As was violation at Salisbury, Lauren had gotten remarked at the top of the article, John 45.3 miles and a promotion out of the flew 58 miles on his Discus. But what is Rookie Class. extraordinary is that his only previous But with Lauren, the best stories usucross-country fl ight had been one of 1.1 ally occur on the ground, and so it was miles. Proving that his fine fl ight was not this time. After landing she was surprised just rookie luck is the fact that he later to hear voices yelling at her from above. had fl ights of 46 and 31 miles. A new Puzzled, she looked up to see three skycross-country pilot is born. divers descending above her. She had just John’s long fl ight was made from the landed next to a drop zone. Soon after, a Highland Aerosports fl ight park during carload of jumpers screeched to a halt and a mid-week cross-country class with offered her beer. Once she had broken past U.S. Champion Paris Williams in her glider down, they sent a truck to haul

Photo: Chris McKee

Flights of 60 Miles and Better The year’s only two other ﬂ ights of better than 60 miles were both made from Tobacco Row as part of that site’s

general spring XC orgy. Indeed, John Harper (72.4 miles) and Steve Kepler (63.6 miles) actually made their ﬂ ights on the same day, May 1. This was a day on which their mentor Nelson Lewis had been reluctant to launch due to the absence of soaring birds (see pp. 52-55 in the October 2005 issue). John and Steve had had no such qualms, and launching ahead of Nelson had found the clouds to be reliable, and climbs good (400600fpm) along their routes.

Paul Tjaden launching his ATOS at Ridgely last year

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

her and her wing to the airport where she then whiled away the afternoon drinking beer, eating Slim Jims and learning about skydiving. In third place is Joe Schad who made a 7.5 mile ﬂ ight from the Woodstock site on Virginia’s Massanutten Ridge.

thermaling. Upon reaching the end of the mountain he dove out into the valley beyond where he made the flight’s first 360s before finally landing near Grottoes, Virginia. Paul Kelley (PK) took second with a 41mile fl ight from Ridgely, flying his Wills Wing U2 along with Lauren Tjaden. It Sixty-Mile Class was a delicious fl ight: good company, The class winner is John Dullahan on light lift, little drift, and Paul Tjaden a Moyes Litespeed. John made his fl ight driving below. For the first time he also from the above-mentioned Woodstock managed to cross the Chesapeake and site, performing the full ridge run. That Delaware Canal, the man-made canal involves first flying 10 miles to the right that effectively renders the DelMarVa of launch to establish a remote start Peninsula into an island. The only fly in point at the ridge’s northern end. One the ointment was that PK walked out then turns back to the south, flying from his landing through poison ivy, sufpast launch and continuing to the end fering the consequences for a month afof the 45-mile-long ridge. Conditions terward. were such that once John had achieved Finally, Dan Tomlinson finds himself his northerly start point he was strug- in third place with a fl ight of 28 miles gling against a head wind for the entire from Woodstock on his Wills Wing southerly leg. Fortunately the ridge was Ultrasport. What is most interesting soarable enough that he could accom- about this fl ight is that it was actually a plish the upwind gap crossings without wave fl ight. The Massanutten ridge is one Rank 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28

Pilot Lehmann, Pete Lewis, Nelson Tjaden, Paul Harper, John Kepler, Steven Simon, John Dullahan, John Niehaus, Ric Rowan, Jim Proctor, Dave Beckley, John Tjaden, Lauren Fenner, John Huffman, Larry Kelley, PK Gardner, Mark McAllister, John Pagen, Dennis Wright, Larry Ball, Larry Tomlinson, Dan Dickert, Bacil Brooks, Pat Shiever, Eric Neuman, Mike Schad, Joe Weill, Carlos Vant-Hull, Brian

Class Open Open Rigid Open Open Rookie Sixty Open Open Open Open Rookie Open Open Sixty Open Open Open Open Open Sixty Sixty Open Open Open Rookie Rookie Rookie

Glider Wills Wing Talon 150 Wills Wing Talon 140 ATOS VX Wills Wing Talon 150 Sensor 610F Aeros Discus Moyes Litespeed 4 Wills Wing Fusion 150 Wills Wing Sport 2 Moyes Litespeed 5 Moyes Litespeed Wills Wing Sport 2 Moyes Litespeed 5 Moyes Litespeed 3 Wills Wing U2 145 Aeros Stealth 3 Wills Wing Talon FB Moyes Litespeed 4 Wills Wing U2 160 Moyes Litespeed Wills Ultrasport 166 Wills Wing Eagle 145 Wills Wing Sport 2 Wills Wing Fusion 142 Wills Wing Fusion Moyes Litesport+Falcon PacAir Pulse 10M Wills Wing Falcon 170

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of the few places in the world where hang glider pilots regularly fly in wave conditions. In this case the wave lift was strong enough that Dan was having trouble getting down and avoiding being engulfed by the clouds. Conclusion Flying in Region 9 during 2005 was ultimately fairly good. If conditions were neither spectacular nor consistent, most of the region experienced periods of decent flying. This contest has registered fl ights that traversed parts of Ohio, Pennsylvania, West Virginia, Maryland and even Delaware. If there were disappointments, one might point to the declining number of fl ight submissions and the complete absence of paragliding fl ights from this year’s results.

Site Templeton, PA Tobacco Row, VA Ridgely, MD Tobacco Row, VA Tobacco Row, VA Ridgely, MD Woodstock, VA Ridgely, MD High Point, MD Ridgely, MD Farview, OH Ridgely, MD Templeton, PA Templeton, PA Ridgely, MD Pulpit, PA Woodstock, VA Ridgely, MD WesMar, OH WesMar, OH Woodstock, VA Pulpit, PA Templeton, PA Templeton, PA Templeton, PA

Date 27-May 20-Mar 23-Jul 1-May 1-May 31-May 29-May 29-May 18-Apr 18-Jun 10-Jul 23-Jul 27-May 8-May 25-Jun 18-Sep 29-May 6-Jun 17-Apr 29-May 19-Nov 17-Sep 6-Apr 10-May 8-May

Pulpit, PA Pulpit, PA

17-Sep 18-Sep Average

Distance (in miles) 128 84.1 82.4 72.4 63.6 58 56 56 52.5 47.6 47 45.3 45 45 41 40 39.4 39.1 35.5 34.5 28.2 22 19.2 19.2 15 7.5 5 4.4 44.03214286

USHGA Sanctioned Competition Notice: 2006 Chelan XC Open (Paragliding) Dates: July 10-15 Event Description: Race to goal with turnpoints (GPS required for turnpoint veriﬁcation and scoring) Location: Chelan, Washington

Rules: 2006 USHGA Competition Rulebook, http://www.ushga.org/ comprule/2006CompetitionRulebook .pdf. Equipment requirements: Must adhere to the rules regarding equipment, section 4.2, Equipment

Registration: Opened April 1 Method of payment: Check or money

order to Aerial Paragliding, Doug Stroop/Denise Reed, 8101 Hay Canyon Rd., Cashmere, WA 98815. Foreign pilots contact doug@paragliding.us. Competitor entry requirements: USHGA

issued P-4, or a P-3 with Turbulence and Cross Country special skills endorsements, or foreign equivalent. Current USHGA membership, must show card at registration. Foreign pilots may purchase a 3-month membership from USHGA at www.ushga.org (see below).

More information: www.chelanXCopen .com Fee: $275 through June 10, $375 after Mandatory Meetings: Sunday, July 9 in the Park Room at Campbell’s Resort in Chelan. Registration from 3:00 to 7:00 p.m., pilot meeting at 7:00 p.m. Awards and Prizes: Open, Women’s, DHV 2, DHV 1-2

Serial,

More information on sanctioned events is available at www.ushga.org/calendar .asp.

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

KING MOUNTAIN MAGIC

We’d been plagued by southwest winds convection. I sank to 13,800’ while I was and overdevelopment from the north, so vacillating, but I radioed to my driver the task committee called route three to Dawn to hit the road, and I blew over the Henry Lake, my favorite. It’s essentially back in smooth sink. As I headed downwind towards Saddle flatland flying with the south end of the Lemhi and Beaverhead ranges to help Mt., I noted 85mph ground speed on my you along, then 50 miles of flats to Island GPS. In the wave over King, I had noted Park (98 miles). Just north of Island Park 10-12mph penetration at minimum sink. is the Centennial Range, which can be Love that density altitude! (23 miles) Birch Creek Valley approaching 4 Corners I neared the leading edge of the len- Bonus LZ a help or a hindrance for continuing to ticular overhead, and over the Howe Henry Lake, 114 miles from King. Flying high across Four Corners in I launched at 12:30 after the first Valley road at 10,000 feet the sink slowed gaggle climbed out and immediately hit to 100fpm, then to zero, then switched glassy air, I continued to the cement a really nice 600-800fpm up elevator to to 100 up. Holding position relative to plant, arriving at 10,500 feet at the top of 12,000 feet, where everyone topped out. the cloud I began making passes, easing the lift. Forty-five miles out in one hour Not high enough to leave King, (10,500’), windward and leeward, searching for the – not bad! I turned crosswind direct to I dropped back over the peak and slipped sweet spot. Slowly the glassy lift built to Dubois and plummeted to 500 feet AGL into a nice little wave, apparently coming 600fpm as I climbed past a 10-mile-long for the obligatory low save, and climbed off Coyote, and eased up to 14,500’ in line of classic rotor clouds. Working in back to 11,000’ while drifting several and out mapping the wave, I’d begin to miles off course in 18mph south winds. glassy 200-300fpm lift. While climbing and observing that feel texture near the rotor clouds so I’d I spotted the first small cu just east of the Lemhi’s were shaded, I spotted the ease back out front and simply hold mini- Dubois, but I had to glide crosswind culprit, a broad lenticular cloud over mum sink as the lift decreased to 300, to about 10 miles to get to it. Amazingly, it the Howe Valley. Torn between using 100, and finally to zero right at the lead- was still there. This was the pattern on the flats that my altitude advantage and my desire to ing edge of the cloud. While I was climbdo some pimping, I floated out over the ing, my worst penetration at minimum day. The cu’s were small but very long lasting, at 13,000 feet. The lift was large, crowd milling around at the top of the sink had been 13mph. From 17,000 feet over the Howe smooth, and easy to find. Working a 45Valley I could almost see King Mountain degree crossing tailwind made for easy launch. Two miles below I saw two glid- glides, sinking to about 10,000 feet MSL between clouds. ers landing near the road. Four thermals later I’d passed Kilgore, Keeping the knife-edge of the cloud about 100 feet off my left wing tip, I flew and was under a cloudstreet leading to the about five miles to the southerly end of foothills of the Centennial range. Ninety the cloud and turned downwind towards miles out put me over the south flank Four Corners. My ground speed imme- of the Centennial range, under better diately went to over 80mph, so I pulled in clouds. The south slope of the range (3 miles) King Mountain looking ENE towards Lemhi Range a bit just to see 100mph on my GPS. is basically 10 miles of lump country

(7 miles) Approaching Lemhi Range

(17 miles) Saddle Mountain in Lemhi Range

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

(85 miles) Kilgore Area

between the highway and the peaks, but it drops steeply to the north, making it reasonably safe to approach at peak level. Climbing steadily but drifting up the slope at 20mph, I found a fat one just south of Mt. Jeﬀerson and got to base for the ﬁrst time, topping out at 14,800’ over the peak. Adequately high over the peaks considering the wind velocity, I headed for my goal, Henry Lake Airport. Over

(91 miles) Approaching Kilgore Area Bonus LZ

(100 miles) South ﬂank of Centennial Mountains

Two weeks later I was at Chelan, plodHenry Lake I hit a couple of bumps off the range and was soon over the airstrip ding through the thick air, seldom seeing 50mph on my GPS. Great flying? Yes. at 12,000 feet. Downwind lay Yellowstone Park, and Fast? Not! because I did not have a clear picture of the possible routes through or around the The first time I came to King park, I decided to burn it off, take the Mountain, I arrived about sunbonus LZ, and make it easy for Dawn, down. The three paragliders parked my girlfriend and driver extraordinaire. It took me 25 minutes to get down, and over Moore at 14,000 feet got me when I landed on the nice grass runway thinking. Wave? at 3:55, Dawn was waiting for me with a I have flown King 15 times, flying cooler full of cold ones. After a leisurely wave lift on portions of six flights. I breakdown on clean grass we were on the road back to headquarters at Moore. have always been able to penetrate The drive back to Moore was even easily at minimum sink, due in part to fun. Flying low along the wide-open density altitude. Several times condiIdaho back roads at 80-100mph with my tions were so light and sweet as to Atos on top of Dawn’s Kia put us back in be easily within the performance Moore at 7:30, in time for the barbecue the town puts on for us – great steak and capabilities of any model of hang or chicken with all the fi xin’s. Life is good! paraglider. Although conditions were not ideal Recognizing wave conditions is on the range during the 2005 meet, due another matter. The information is to daily overdevelopment, by launching available, but is scattered through 50 early and flying fast I was pleased to have three out of my five fl ights exceed 100 years of sailplane and meteorologimiles, and I was back before sundown cal text. I have seen very little written every day. The high altitude and breezy about light-wind wave lift. Maybe it conditions made 2.5- to 3-hour 100-mile is time to expand the envelope. We fl ights seem routine. The high density altitudes allowed interthermal groundneed to open our minds and look speeds usually in excess of 70mph. beyond old notions that wave flight is beyond the capabilities of our ultralight soaring machines.

The photos for this article, and identical photos with all landmarks labeled, are taken from the CD King Route Guide. Detailed photos along all four of the standard King Mt. routes are on the CD, which was sponsored by the Idaho Hang Gliding Association and produced by Boise pilot John Kangas (Above & Beyond Air & Space Imagery) with assistance from a grant from the USHGF. For information on obtaining a copy of the CD, contact Lisa Tate, lisa@soaring dreamsart.com.

(109 miles) Approaching Henry Lake and Airport Bonus LZ

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

Realizing the

Dream of Flight Article and photos by Greg Brown

Obviously, many of these are interrelated. Taken together, these factors can be thought of as degree of elegance. Soaring birds epitomize elegance. For them, there is no setup or breakdown; presumably, they are totally comfortable in the air all of the time (they certainly seem to be); they can turn on a dime and have incredibly efficient glides with minimal drag; they have a huge speed range – anyway, you get the idea. In our dream above, we are birdlike; that is, we are truly elegant. To be elegant in real life, we must consider all of the factors involved (i.e. safety, performance, convenience, and so on). I’m sure that what I’m about to say will offend some if not all readers (I don’t discriminate). Nevertheless, if we are going to be honest, we must accept the shortcomings along with the advanUnidentified paraglider pilot, Griefenburg, Austria, July 2005 tages of our choices of wings. The bad Almost everyone has had a flying driving time to get to the site. (Obviously news is: No single form of human fl ight at this time maximizes all of the aspects dream at some point in their lives. Some you flew there.) Well this is just a dream, right? But of elegance listed above, no matter what of us spend most of our lives dreaming about fl ight. Undoubtedly there are many as recreational free-fl ight pilots, we’re anyone says. The good news is: Thanks different versions of the dream. Being always trying to make some version of to all of the brilliant designers, manufac“birdlike” is one of my personal favorites. that dream a reality. We may never suc- turers, and test pilots out there who have For example, you are standing at the edge ceed completely, but the closer we get, the worked, risked, and sacrificed since the of a cliff overlooking the sea on a warm, better. Let’s consider the important as- days of the rogallo and beyond (can you say “Leonardo”?), today we have many sunny day. You hear the waves lapping pects of fl ight involved in our endeavor: wonderful choices, and we are closer than • Safety against the shore. You spread your arms, dive into fl ight, and voila! You are soaring - ease of launching and landing/margin ever before to fully achieving the dream. Well, a surprising number of people effortlessly over the water. Now you hang for error these days will be more than happy to a left and glide for a mile or two before - stability in fl ight tell you why their chosen form of fl ight finding a fat thermal to ride up to a puff y - appropriate flying conditions is superior to all others. Just ask ‘em! cloud. Then it’s back on glide for another • Performance Many of us got started through friends several miles before landing smoothly on - maneuverability/turning who turned us on to one or another activthe sand next to a beautiful, scantily clad - speed range ity. We just did what they did, we dug it, woman or man (take your pick). Darn, - glide and we got hooked, simple as that. Only there went the alarm clock again! • Convenience If we ask ourselves what it is about - ease of setup and breakdown, amount later did we discover other “tools of the trade,” so to speak. For many of us, as such a dream that makes it so appeal- of time required for each beginners and newcomers, these other ing, the answer is easy: It’s the freedom - weight forms of fl ight were not talked about in of being able to fly wherever we want, - ease of transportation of equipment our presence, and if we asked about them, whenever we want, totally effortlessly. - ease of storage of equipment we were either told that they were clearly Did you notice the infinite glide? How • Comfort inferior (and perhaps given reasons why), about the perfect spot landing? Not to • Cost or the subject was quickly changed. If we mention the lack of setup, breakdown, or May 2006: Hang Gliding & Paragliding – w w w.ushga.org

Dutch pilot Hadewych van Kempen on launch at Griefenburg, Austria, July 2005

were seen talking to these other pilots in the LZ, we were engaged in potentially treasonous behavior, and behind our backs, concern was expressed among our elders that we were being tempted by the dark side. As we grew and became elders ourselves, we naturally adopted the ways of our culture, and now we know why our chosen tools are superior to the others, and why we were kept sheltered in the beginning. If and when we take apprentices under our wing (no pun intended), we see to it that they don’t succumb to the temptations of other crafts (the way we almost did). Is it just me, or is there something dreadfully wrong with this picture? Thankfully, for many of us, there is another picture entirely. Some of us were introduced to other forms of fl ight somewhere along the way, and maybe we tried but never quite took to them because of time, money, or personal circumstances. Nevertheless, we experienced differences that we learned from, helping to make us better pilots, and to appreciate the pros and cons of different types of aircraft. Or, perhaps we did become multi-wingual and still are to this day, happily benefiting from the advantages of what each type of aircraft has to offer. The sum in this case is much greater than its parts, because we can choose to fly what is most elegant for the circumstances at hand, and because much of our learning transfers easily from one discipline to another

and is “connective” (i.e. like a neural network). I had the good fortune to land at a sailplane gliderport in Europe at the end of a cross-country fl ight this summer. I wasn’t flying a sailplane, yet the people there greeted me with open arms and smiles. While I waited for a retrieve, we talked about my fl ight, their fl ights, and various aspects of each, over beers. They were very curious, asking me many questions, which I gladly answered and asked of them in return. They gave me a brief tour of their facility, and we all learned a great deal from one another. It was a wonderful experience, and I hope to fly a sailplane someday. These people clearly recognized that we all have very similar desires and goals, but that we are using different yet equally interesting and valid means to achieve them. The bottom line is that all major forms of free fl ight are equally elegant for different reasons. We should recognize that fact and celebrate it, since progress in each discipline brings us all closer to making our dreams of fl ight a reality. Greg Brown is a pilot from Santa Barbara,, California, with almost four years of experience paragliding (P-4) and nearly three years hang gliding (H-3).

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

“Building a wall” on Between the Rocks launch, Chelan

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

Above Chelan Butte, looking SW Photos: Stefan Mitrovich

Gallery

An Ozone Mantra pilot beneath the Aiguille Vert, Mt. Blanc, in Chamonix, France Photo: Olivier Laugero

Franz Vettiger at 15,500’ AGL in front of Mt. Whitney, Calif. Those with sharp eyes can spot a visitor to the highest outhouse in the lower 48.

Jon Hunt in front of the Grant Teton Photo: Brad Gunnuscio

Helmet: $180 Parachute: $400 King-posted glider: $4700 Skying out your buddy and his Atos: Priceless Location: Rampart Ridge, Washington Photo: Darren Darsey

Paul Voight enjoying an awesome early morning ﬂight at Yosemite National Park Photo: Paul Voight

Calendar of events items WILL NOT be listed if only tentative. June 18-24: Vulcan, Alberta, Canada. Canadian Hang Gliding NationPlease include exact information (event, date, contact name als. Aerotow. More information at http://events.dowsett.ca/?q=2006/ and phone number). Items should be received no later than six hgnats/vulcan. weeks prior to the event. We request two months lead time June 23-25: Rone Cliffs, Rifle, Colorado. Paraglider XC competifor regional and national meets. For more complete information, spectacular spring flying! P-3 minimum requirement for comp ention on the events listed, please see our Calendar of Events at try, strong P-2s welcome for fly-in. $40 entry fee plus local club fees www.ushga.org. – transport, retrieval, beer and camping included. For more info contact Pine at www.adventureparagliding.com or call (970) 274-1619. SANCTIONED COMPETITION June 26-July 1: Chelan, Washington. Chelan Cross-Country ClasMay 7-13: Tater Hill Paragliding Open, near Boone, North Carolina. sic. XC competition for hang gliders and paragliders. Entry fee $75, afMore information at flytaterhill.com. ter June 10 $90. No racing – pilots call their own tasks and are scored on their best 4 of the 6 days. A Single Surface/Sport Class hang glider May 18-27: Groveland, Florida. 10th FAI Women’s World Hang Glidmeet will be included as part of the CXCC. Hang glider pilots who do ing Championships, 3rd FAI World Hang Gliding Class 5 Championships, well in the CXCC are eligible for reduced entry fees in the Single Sur16th FAI World Hang Gliding Class 2 Championships. More information at face and Sport Class Nationals (August 6-12, Leakey, Texas). Contact http://www.naa.aero/html/airsports/index.cfm?cmsid=83. tommyp_25@yahoo.com for more information. May 30-June 3: Woodrat Mt., Ruch, Oregon. Paragliding Rat July 5-9: King Mountain Hang Gliding Championships, near Moore, Race. Registration opens February 15, $295 before April 1, $350 Idaho. Five days (Wednesday-Sunday) of serious but fun XC competibefore May 20. More information at www.ratracecomp.com. tion with open, recreation and team classes, handicap scoring, bonus June 4-10: Highland Aerosports, Ridgely, Maryland. East Coast Hang LZs, staff and sportsmanship awards plus driver awards. $60 registraGliding Championships. Registration opens March 15. Entry fee $225, tion includes full-color long-sleeve shirt with collectible Dan Gravage design, maps, awards party, movies, pilot briefings, prizes and more. Event after May 20 $275. More information at www.aerosports.net. is a fund raiser for the Idaho Hang Gliding Association. More informaJuly 10-15: Chelan, Washington. Chelan XC Open paragliding comtion and pre-registration packet from Lisa Tate, meet director/organizer, petition. Registration opens April 1, $275 through June 10, $375 after. 1915 S. Arcadia St., Boise, Idaho 83705, (208) 376-7914 or email to More information at www.chelanXCopen.com. lisa@soaringdreamsart.com. August 6-12: Big Spring Open. Includes Single-Surface and SportSeptember 15-17: Seattle (Washington) Aerobattle. Paragliding Class Nationals and Flex-Wing Pre-Worlds. Flex-wing advance registra- aerobatic competition. More information at www.seattleparagliding.com tion opens March 15 for top 30 U.S. NTSS-rated pilots and top 50 CIVL- or contact Chris Santacroce at chris@superflyinc.com. rated pilots, and all rigid-wing pilots. Flex-wing general registration opens April 1. Entry fee $350 during first month of registration, add $100 after. FLY-INS Reduced fee ($195) for Single Surface and Sport Class. More information at Flytec.com. May 19-21: South Carolina Springtime Fly-In at 1500’ Glassy MounAugust 27-September 2: Sun Valley, Idaho. U.S. Paragliding Na- tain, near Greer, South Carolina. Come and enjoy flying and competing tional Championships. Registration opens February 15. Entry fee $325, (spot, duration, X-C, balloon toss and more). Plaques awarded to 1st, 2nd and 3rd place finishers in all competitions (except balloon toss). $20 after July 15 $400. More information at www.flysunvalley.com. entry fee for competition flying, $10 for fun flying. Fly-In T-shirts are available. Contact Paul Peeples, PO Box 2121, Brevard, NC 28712; (828) COMPETITION 885-2536 or (828) 553-3777 (cell); pbrannenp@msn.com. (Due to tree May 13-14, June 10-11, July 15-16, August 12-13, Sep- restrictions at launch, paragliders cannot be flown at this site.) tember 16-17, October 6-8: Northern California Cross-Country May 19-22: 34th Annual Kitty Hawk Kites Hang Gliding SpectacuLeague weekends, location to be decided three days before the weekend. lar! Fly where the Wright Brothers flew. Fun team and individual comAll sites will be within a four-hour drive of the San Francisco Bay Area. petition for everyone from H-1 to H-5. Prizes for every competitor. Street Cost: $5 per race. More information: Jug Aggarwal, jaggarwal@es.ucsc dance, instructor reunion, Rogallo BBQ (meet Francis Rogallo). Dune .edu, or check the Web site for the Northern California XC League at competition Friday-Sunday, tow competition Monday. 1-800-FLY-THIS, http://www.sfbapa.org/ and follow the link for the XC League. Kittyhawk.com, hangglidingspectacular.com. May 19-22: 34th Annual Kitty Hawk Kites Hang Gliding Spectacular! May 27-29: 30th Annual Starthistle Fly-In, Woodrat Mt., Ruch, See entry in Fly-In section (at right) for more information. Oregon. RVHPA’s fundraiser to cover operating costs for Woodrat. H-3/ June 2-8: Mt. Yamaska, Quebec, Canada. Canadian Paragliding Na- P-3 ratings required, or H-2/P-2 with signoff by an instructor familiar tionals. More information at http://events.dowsett.ca/?q=2006/pgnats/ with Woodrat. $25 entry fee covers site insurance donation, door prize entry, Saturday night BBQ, fun fly-in entry. More information at www yamaska. .rvhpa.org. June 10-17: 2nd Annual Ozone Chabre Open, Laragne, France. Serial-class cross-country paragliding event, with lots of extras. Entry fee May 27-29: Spring Fling at King. King Mt., near Moore, Idaho. $20 130 Euros includes transport to launch, retrieves and entry to all of the orga- entry fee. The Fling is a great time to introduce yourself to King. Hang nized events including skills seminars and parties. Limit of 120 pilots. Reg- and para pilots warm up for the upcoming mountain XC season or simistration opened in December, www.flylaragne.com for more information. ply ridge soar for hours. King Mountain Gliders is the place for the 5th

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

annual all-you-can-eat dinner. XC cash prizes for HG/PG. More information at kingmountaingliders.com or call Alan Paylor, (208) 390-0205.

May 2006: Touching the Andes of Peru Spring Tour. Join Jeff Cristol and Adventure Tour Productions to the Andes of Peru, Jeff’s 10th trip to the high mountains of Peru where he intimately knows sites throughout May 27-29: The 26th Memorial Day Fly-In at Dry Canyon, Alamogorthe country. The fall 2005 tour flew 10 different sites in 12 days and dedo, N.M. A traditional fun fly-in with awards, banquet dinner and a party livered an incredible experience of the Andean people and culture as well on Sunday evening. $25 entry fee, pre-registration not required. T-shirts as superb flying. More information at adventuretourproductions.com. For available and discounted for registered pilots. Open XC, duration, race questions or to reserve a spot contact jeff@adventuretourproductions to goal, and spot landing. Free camping at the RGSA LZ and the Big G .com. LZ. Sponsored by The Rio Grande Soaring Assn. (www.flywithrgsa.org). Contact George Woodcock at (505) 585-4614, bigglz@tularosa.net, or May 4-24: Maneuvers Training Courses by Jackson Hole ParaglidMike Ellsworth, (505) 378-1219. ing at the Palisades Reservoir, Alpine, Wyoming. Coaches Scott Harris and Matt Combs. Two Pro-Tow Hydraulic winches, both water and truck June 2-4: Moore Mountain, North Carolina. The Buzzard Hang Glidtowing. Call to reserve your days. (307) 690-8726, www.jhparagliding ing Club “30 Years of Hibriten Mountain” Fly-In Celebration. For more .com. information contact Vince Furrer at (704) 398-2303 or by email at zweimoon@aol.com, or David Smith at (828) 758-7590. May 12-14: 7th Annual Tow XC Clinic in The Grasslands of NE Colorado. Two winches will tow you high to do easy XC flights without the June 14-18: Albuquerque, New Mexico. JOIN THE MILE HIGH CLUB! stress of mountain flying — up to 97-mile flights have been made here! Five days of fun hang glider XC flying from 10,678’ Sandia Mountains. Details at http://www.parasoftparagliding.com/lessons/xc_clinic.php. See USHGA Feb. 2006 mag for last year’s event write-up. No entry fee but must be a SSA member. Contact Andrew Vanis at vanis13@yahoo May 12-14: Hang gliding instructor program using scooter tow, pre.com, (505) 304-5306, www.flysandia.org. sented by IP administrator Dave Broyles, broydg@comcast.net. For more information on scooter tow, check http://www.kite-enterprises.com. June 16-25: Alaska’s fourth annual “10 Days of Solstice” Fly-in, hosted this year by the Arctic Air Walkers and Midnight Sun Paraglid- May 19: Point of the Mountain and Utah flying sites. PG advanced kiting, LLC. Fly Alaska’s premier sites of unsurpassed beauty and take ing and inflation techniques clinic. For clinic description and prerequisites part in contests, prizes, and camaraderie. Chris Santacroce will in- go to www.twocanfly.com or contact Ken Hudonjorgensen, (801) 572struct an over-the-water safety clinic on days 7-10. More information at 3414, twocanfly@gmail.com. www.midnightsunparagliding.com. May 20-22: Point of the Mountain and Utah flying sites. PG therJuly 1-4: Seventh Annual Winds of a Hurricane Fly-In, Hurricane Ridge, mal clinic. For clinic description and prerequisites go to www.twocanfly Utah. Last year’s intermediate and advanced hang glider and paraglid- .com or contact Ken Hudonjorgensen, (801) 572-3414, twocanfly@gmail er pilot participants got above 14,000’ and flew more than 80 miles! .com. Intrigued? Contact Grant Hoag for more information: ghoag@brwncald May 25-28: Utah XC flying sites. PG cross-country competition clinic. .com. A friendly introduction to cross-country flying with instruction from U.S. July 28-30: 2006 Texas Open/USHGA National Fly-In, Leakey, and North American XC record setter and 2005 U.S. National Champion Texas. It’s been so much fun before, we’re doing it again! Hang glid- Bill Belcourt, and Ken. All aspects of XC & competitions will be covered. ers, paragliders, rigid wings, whatever! Come on down. Aerotow, truck More information and prerequisites at www.twocanfly.com or contact tow, even foot launch, we’ll get you in the air! Fun competitions, great Ken Hudonjorgensen, (801) 572-3414, twocanfly@gmail.com. Hill Country soaring, cash prizes, family fun, real Texas BBQ, excellent XC potential. Plan your trip now – don’t wait until it’s too late to May 26-29: Peak to Peak Paragliding, near Denver, Colorado. 4find lodging (Leakey is a Hill Country vacationing mecca). More info at day XC special course focused on honing active flying skills and learning (or improving) cross-county flying. This is a great way to experihttp://flexwing.org/txopen. ence beginner to advanced XC flight in Colorado without the stress of mountain flying. Depending on the class size, we may have two tow CLINICS, MEETINGS, TOURS rigs for maximum flights. Get individual instruction from Chris SantaMay 2-4 and/or May 5-7: Over-the-water maneuvers/safe- croce (SuperFly) and Kay Tauscher (Peak to Peak). $400 for the ty paragliding course. Coaching by SuperFly Chris Santacroce and 4-day course. Contact Peak to Peak Paragliding, (303) 817-0803, Kay Tauscher. Attend one, two or all three courses. Cost: $600/3- info@peaktopeakparagliding.com. day course. Class size is limited. Course location TBA, but within 2 hours of Denver. Contact Peak to Peak Paragliding, (303) 817-0803, June 2-4: Tandem Certification Clinic – Presented by tandem administrator Scott Harris at Jackson Hole Mountain Resort, Wyoming, last info@peaktopeakparagliding.com. year of Aerial Tram! More information: www.jhparagliding.com or (307) April 2006: India Odyssey Paragliding Tour. Join Jeff Cristol and Ad- 690-8726. venture Tour Productions to the spectacular Himachal Pradesh in Northern India and fly the foothills of the Himalaya. From friendly conditions June 3-4: Utah flying sites. PG mountain flying clinic. For clinic deand beautiful grassy launches and landing zones to huge cross-country scription and prerequisites go to www.twocanfly.com or contact Ken out-and-return over jagged snowy peaks, the flying is simply astound- Hudonjorgensen, (801) 572-3414, twocanfly@gmail.com. ing. We stay in a mainly Tibetan village below the site, so the cultural and June 9-11: Jackson Hole, Wyoming. Instructor Certification Program religious aspects of the adventure are enormous. More information: ad- presented by instructor administrator Scott Harris. More information: venturetourproductions.com. For questions or to reserve a spot, contact www.jhparagliding.com or (307) 690-8726. jeff@adventuretourproductions.com.

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

June 18-25: Midnight Sun tour, Alaska. Peak to Peak Paragliding’s

Kay Tauscher will lead a group of pilots to Alaska’s beautiful mountainous countryside for long days of great ﬂying. Primary destination is Alyeska Resort, but other sites may be visited as well. $750 for guiding and advanced instruction for one week. A ﬂight from Eagle Glacier on the evening of the summer solstice is available at an additional cost. Accommodations and food not included. info@peaktopeakparagliding.com or (303) 817-0803. July 7-9: PG maneuvers (SIV) clinic with Chris Santacroce and Ken

Hudonjorgensen. For clinic description and prerequisites go to www. twocanﬂy.com or contact Ken Hudonjorgensen, (801) 572-3414, twocanﬂy@gmail.com.

INDEX TO ADVERTISERS ACE SIM . . . . . . . . . . . . . . . . . . 74 ANGLE OF ATTACK . . . . . . . . . . . 6 CRITTER MOUNTAIN WEAR . . . 39 FLYTEC USA . . . . . . . . . . . . . . . 80 HIGH ENERGY SPORTS . . . . . . . 36 JUST FLY . . . . . . . . . . . . . . . . . . 63 KITTY HAWK KITES . . . . . . . . . 26 MOYES AMERICA . . . . . . . . . . . 27 O’CONNOR FLIGHT SCHOOL . . . 30 OZONE . . . . . . . . . . . . . . . . . . . . . 2 SPORT AVIATION PUBLICATIONS . . . . . . . . . . . 58

SUPER FLY . . . . . . . . . . . 51,53,55 THERMAL TRACKER PARAGLIDING . . . . . . . . . . . . 62 TORREY PINES . . . . . . . . . . . . . 79 TRAVERSE CITY HG&PG . . . . . . 70 USHPA CALENDAR . . . . . . . . . . 50 USHPA CALL FOR PHOTOS . . . . 21 USHPA DVD . . . . . . . . . . . . . . . . 14 USHG FOUNDATION . . . . . . . . . 38 USHPA RENEW . . . . . . . . . . . . . 28 WILLS WING . . . . . . . . . . . . . . . . 5 WOMEN’S WOLRD TEAM . . . . . 34

August 5-12: Snowbird, Utah. Snowbird-to-Colorado XC record at-

tempt. For event description and prerequisites go to www.twocanﬂy.com or contact Ken Hudonjorgensen, (801) 572-3414, twocanﬂy@gmail .com. September 9-10 (11 rain date): Paragliding tandem instructor

clinic with Bob Hannah and Jeff Greenbaum, at a non-coastal location in the San Francisco Bay Area. Applicants seeking a T-3 (tandem instructor rating) should have achieved, prior to this clinic, requirements stipulated in Part 104 guidelines including minimum 25 ﬂights as a T-1. Pilots can also attend to pursue a T-1 rating. Please review Part 104 for full tandem requirements. Contact: jgreenbaum@sftandem.com.

MARKETPLACE ADVENTURE PRODUCTIONS. . . 71 CLOUD 9 SOARING CENTER . . . 71 FLY AXIS . . . . . . . . . . . . . . . . . . 72 FLYTEC USA . . . . . . . . . . . . . . . 71 JUST FLY . . . . . . . . . . . . . . . . . . 71 KITTY HAWK KITES . . . . . . . . . 71 LOOKOUT MOUNTAIN . . . . . . . . 71

OZ REPORT . . . . . . . . . . . . . . . . 72 POCKET PTT . . . . . . . . . . . . . . . 72 SUPERFLY . . . . . . . . . . . . . . . . . 71 THEWINDYPLANET.COM . . . . . 71 USHGA BOOKS . . . . . . . . . . . . . 72 USHGA XC FLIGHT AWARDS . . 72 X1 HIDDEN MOUNTAIN . . . . . . . 72

September 22-24: Point of the Mountain and Utah flying sites. PG thermal clinic. For clinic description and prerequisites go to www.twocanfly.com or contact Ken Hudonjorgensen, (801) 572-3414, twocanfly@gmail.com. October 7-8: Utah flying sites. PG mountain flying clinic. For clinic

description and prerequisites go to www.twocanfly.com or contact Ken Hudonjorgensen, (801) 572-3414, twocanfly@gmail.com. October 20-22: Point of the Mountain and Utah flying sites. PG

instructor training clinic. For clinic description and prerequisites go to www.twocanfly.com or contact Ken Hudonjorgensen, (801) 572-3414, twocanfly@gmail.com. October 20-21: Point of the Mountain and Utah flying sites. PG in-

structor re-certification clinic. For clinic description and prerequisites go to www.twocanfly.com or contact Ken Hudonjorgensen, (801) 572-3414, twocanfly@gmail.com. October 28-29: Point of the Mountain and Utah flying sites. PG tan-

dem (T-2 and T-3) clinic. For clinic description and prerequisites go to www.twocanﬂy.com or contact Ken Hudonjorgensen, (801) 572-3414, twocanﬂy@gmail.com. January 3-14, 2007: Valle de Bravo, Mexico. Thermal and XC

instruction tour. For more information and prerequisites go to www .twocanfly.com or contact Ken Hudonjorgensen, (801) 572-3414, twocanfly@gmail.com. February 10-17, 2007: Southern California tour. For more information and prerequisites go to www.twocanfly.com or contact Ken Hudonjorgensen, (801) 572-3414, twocanfly@gmail.com.

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

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May 2006: Hang Gliding & Paragliding – w w w.ushga.org

New Pilot Ratings Ratings issued during January 2006 Hang Gliding Division Paragliding Division Rating Region Name H-1 1 Sam Gutkuecht H-1 2 Brenor Brophy H-1 2 Robert Hannum H-1 3 Tommy Austin H-1 3 Rene Herrera H-1 3 Greg Ulrich H-1 3 Scott Pratt H-1 9 J Elliott H-1 9 Donis Emslie H-1 9 Marc Pickett H-1 9 Mark Powelson H-1 10 James Murray H-1 11 James Jones H-2 4 Arthur Striker H-2 10 James Murray H-2 10 David Epner H-2 10 Fynn Glover H-2 11 Zach Baker H-3 2 Yishai Hope H-3 2 Changiz Moradkhani H-3 4 Jerry Hain H-3 4 Ushga Testmember H-3 9 Matthew Cunningham H-3 9 Shawn Ray H-3 9 Craig Hassan H-4 2 Michael Oleary H-4 2 Joe Weeth H-4 3 Markus Schaedler H-4 3 Geoffrey Moore H-4 3 Gregory Brown H-4 8 J.d. Guillemette

City Bellingham San Jose Mountain View Los Angeles San Clemente Santa Monica Venice Columbia West Lafayette Baltimore Pataskala Miami Beach Fort Smith Denver Miami Beach Pembroke Pines Chattanooga Arlington Oakland Los Altos Tucson Colorado Springs West Chester Chambersburg Beavercreek Vallejo Mckinleyville West Hollywood San Diego Santa Barbara Cumberland

State WA CA CA CA CA CA CA MD OH MD OH FL AR CO FL FL TN TX CA CA AZ CO OH PA OH CA CA CA CA CA RI

Rating Ofﬁcial Jeff Beck Patrick Denevan Patrick Denevan Paul Thornbury Paul Thornbury Paul Thornbury Paul Thornbury H Bruce Weaver Iii Gordon Cayce John Middleton Gordon Cayce James Tindle Chris Price Malcolm Jones James Tindle James Tindle Tommy Thompson, Sr David Broyles Patrick Denevan Patrick Denevan Eric Smith Ushga Ofﬁce Robert Hagewood Allen Sparks Robert Hagewood Jon James David Brose Joseph Szalai Rod Mitchell James Gardner Robert Lane

Buzzard Hang Gliding Club pilots lined up to launch Hibriten, North Carolina Photo: Vince Furer

Rating Region Name P-1 1 Donald Comstock P-1 1 Tim Case P-1 2 Peter Rosen P-1 2 Jerry Beach P-1 2 Shigeru Harada P-1 2 Hausammann Philipp P-1 3 Brian Cox P-1 4 Antonios Printezis P-1 4 Mark Young P-1 4 Andrew Lane P-1 11 Matteo Gattini P-2 1 Sid Lindquist P-2 1 Donald Comstock P-2 1 Tim Case P-2 1 James Lee P-2 1 Travis Dennison P-2 1 Mike Adkins P-2 1 Frank Volpata P-2 1 Vanessa Lee P-2 4 J Prentiss Donohue P-2 4 Darwin Gattini P-2 4 Mark Young P-2 4 Andrew Lane P-2 4 Sean Marino P-2 5 Blayde Mc Intire P-2 7 Phil Morgan P-2 7 Scott Schillak P-2 9 Daniel Broxterman P-2 9 Dominic Vitantonio P-2 11 Matteo Gattini P-2 13 Ismail Dinc P-3 1 Russell Ondeck P-3 1 Per Hammarlund P-3 3 Theda Silver-pell P-3 3 Jeff Eggers P-3 3 Bradley Geary P-3 5 Mark Mc Intire P-3 9 Marc Bowser P-3 12 Steve Byrne P-4 12 David Dalva Iii P-4 12 Carlos Carrasco

City Medford Central Point Big Sur San Francisco Pleasanton El Sobranie San Diego Scottsdale Sandy Sandy Dallas Mount Vernon Medford Central Point Aloha Anchorage Cheney Seattle Eagle River Boulder Dallas Sandy Sandy Longmont Evanston Indianapolis Minneapolis Takoma Park Twinsburg Dallas Fethiye/mugla Everson Hillsboro San Diego San Diego Ramona Evanston Warren Hoboken New York Brooklyn

State OR OR CA CA CA CA CA AZ UT UT TX WA OR OR OR AK WA WA AK CO TX UT UT CO WY IN MN MD OH TX WA OR CA CA CA WY OH NJ NY NY

Rating Ofﬁcial Kevin Lee Kevin Lee Ray Leonard Jeffrey Greenbaum David Binder Jeffrey Greenbaum David Jebb Jim Eskildsen Ken Hudonjorgensen Jonathan Jefferies David Broyles Delvin Crabtree Kevin Lee Kevin Lee Kelly Kellar David Binder Douglas Stroop Marc Chirico David Binder Kay Tauscher David Broyles Ken Hudonjorgensen Jonathan Jefferies William Laurence Ken Hudonjorgensen Chad Bastian Chad Bastian Allen Sparks Chad Bastian David Broyles M Can Gul Delvin Crabtree Kelly Kellar Jim Eskildsen David Jebb Joshua Meyers Ken Hudonjorgensen Nik Peterson Sander Koyfman Sander Koyfman Lars Linde

HANG GLIDING ADVISORY: Used hang gliders should always be disassembled before flying for the first time and inspected carefully for fatigued, bent or dented downtubes, ruined bushings, bent bolts (especially the heart bolt), re-used Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with non-circular holes, and on flex wings, sails badly torn or torn loose from their anchor points front and back on the keel and leading edges. PARAGLIDING ADVISORY: Used paragliders should always be thoroughly inspected before flying for the first time. Annual inspections on paragliders should include sailcloth strength tests. Simply performing a porosity check isn’t sufficient. Some gliders pass porosity yet have very weak sailcloth.

EVEN-UP TRADES – Looking to move up from your beginner or novice glider, but can’t put up cash? (262) 473-8800, info@hanggliding.com, www.hanggliding .com, http://stores.ebay.com/raven-sports. FALCONS CLEARANCE SALE – School use, one season. Falcon 1s and 2s. All sizes $1250-$2500. (262) 473-8800, info@hanggliding.com, www.hanggliding .com, http://stores.ebay.com/raven-sports.

SUP’AIR EVO-SIDE, med, red, hardly used $275. LARA 175, 20-gore PDA, never thrown, $200 each. Ball variom19, $150. Edel Quantum med. $300 OBO. (310) 3781180.

RIGID WINGS

FALCON 195 with harness and helmet, all bought new in 2000. Red and gray. EXCELLENT (LIKE NEW) CONDITION! Less than 5 hours airtime! Prefer selling together. $3000 for everything OBO. Glenn (435) 840-2697 or glenn@tvsc.aros.net.

MISSION SOARING CENTER – Distributor for AIR Atos, world’s 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.

LITESPEED 3, all mylar, $2900 OBO; Airwave K2 145 $500 OBO, both in great condition, huddlec@yahoo.com, (304) 535-2759 (WV).

ULTRALIGHTS

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.

SPORT AT 167 – Good condition. $450. Sport AT 167 – Bad sail. $150. High Energy Sport Harness and parachute $200. Florida tomprahl@gainesville.com, (352) 481-3322.

FLEX WINGS

EMERGENCY PARACHUTES

2003 LAMINAR MR-14 with options red/purple. Excellent condition $3000 OBO. 2004 LAMINAR 13.7 07 purple/green. Excellent condition. $3000 OBO. Call Steve Lee, (423) 949-2176.

INSPECTED RESERVES – For HG or PG $199+up. Used Quantum, all sizes $475+up. Some trades accepted. info@hanggliding.com, www.hanggliding.com, http://stores.ebay.com/raven-sports, (262) 473-8800.

DRAGONFLY AEROTUGS – For up to $10,000 off the price of new ones! Enclosed trailer available for pickup/ delivery. www.hanggliding.com, info@hanggliding.com, http://stores.ebay.com/raven-sports, (262) 473-8800. EASY RISER KITS – $2200. Retro hang gliding is here. Fun and adventure from the ‘70s. Information $10. Larry Mauro, Box 374, Mulberry FL 33860. FLIGHTSTAR TUG – single seat Loadstar w/582 rotax. Aerotow kit, BRS, great shape, ready to aerotow hang gliders/sailplanes. $13,500. (703) 855-7397, www.blueskyhg.com. QUICKSILVER SPRINT II ULTRALIGHT KIT – ready to build. Wife threatens divorce. Best offer. (805) 276-1852.

EMPLOYMENT FLORIDA RIDGE PARAGLIDING SCHOOL FOR SALE – www.ﬂoridaparagliding.com. Contact Arnie for details, (954) 846-8186, arnie@arvp.com. MOUNTAIN WINGS — New York’s oldest HG school is looking for both advanced and basic HG instructors. Not yet certiﬁed to teach? We’ll train you. For more information contact Greg Black at (845) 647-3377 or mtnwings@hvc.rr.com. NORTH WING DESIGN – is accepting applications for metal shop/wing and trike airframe mechanic. Also accepting applications for sail maker and sewing machine operator. Send application to: 3904 Airport Way, E. Wenatchee, WA 98802 or Fax (509) 886-3435 (www .northwing.com).

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.

PARAGLIDERS FIREBIRD FLAME – (large-yellow $200), Edel harness (large with reserve $250), Ball vario ($300), Yaesu radio ($200), includes storage duffel and backpack, all excellent condition. Call Alan, (956) 227-2773, adiaz111@hotmail .com. FOR SALE 2005 SOL “BIG BOY” TANDEM PARAGLIDER – Fine condition, orange, with less than 20 hours ﬂight time. $1450. Call (209) 602-2701.

GIN BEETLE – Tandem 130/280 kg, best offer. (805) 276-1852.

SKYCYCLE – Falcon II tandem wing, record-setting CorsAir Black Devil engine, Flytec instruments, airspeed indicator, GPS and much more. The ultimate light WT slow speed soaring machine. $12,000 OBO. (802) 496-3381.

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

ARIZONA FLY HIGH PARAGLIDING.COM – over 10 years of experience, offers P-2 certification, tandem flights, towing, new and used equipment, the best weather to fly in USA. (480) 266-6969.

CALIFORNIA AIRJUNKIES PARAGLIDING – Year-round excellent instruction, Southern California & Baja. Powered paragliding, clinics, tours, tandem, towing. Ken Baier, (760) 753-2664, airjunkies@sbcglobal.net, airjunkies.com. DREAM WEAVER HANG GLIDING – Competitive prices, state-of-the-art equipment. Complete lesson programs. Northern California Mosquito harness dealer. Ideal training hill. tandem instruction. USHGA Advanced Instructor Doug Prather, (209) 556-0469, Modesto, California. drmwvrhg@softcom.net.

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

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.

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.

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.

EAGLE PARAGLIDING – SANTA BARBARA offers the best year round ﬂying in the nation. Awardwinning instruction, excellent mountain and ridge sites. www.FlySantaBarbara.com, (805) 968-0980.

PEAK TO PEAK PARAGLIDING LLC – THE Front Range paragliding school, located in Boulder. Offering excellent state-of-the-art instruction. Equipment & tandems. (303) 817-0803, Info@peaktopeakparagliding.com, www .peaktopeakparagliding.com.

LOOKOUT MOUNTAIN FLIGHT PARK – Discover why 5 times as many pilots earn their wings at LMFP. hanglide.com, 877-hanglide, (877) 426-4543.

FLORIDA

HAWAII

FLORIDA RIDGE AEROTOW PARK – 18265 E State Road 80, Clewiston, Florida, (863) 805-0440, www.theﬂoridaridge.com.

FLY HAWAII – Hawaii’s hang gliding, paragliding/ paramotoring school. Mauna Kea guide service. Big Island Hawaii, Achim Hagemann (808) 895-9772, www.aircotec .net/ﬂyhawaii.htm, ﬂyaglider@yahoo.com.

THE HANG GLIDING CENTER – PO Box 151542, San Diego CA 92175, (619) 265-5320. MISSION SOARING CENTER – Largest hang gliding center in the West! Our deluxe retail shop showcases the latest equipment: Wills Wing, Moyes, AIR, High Energy, Flytec, Icaro. West Coast distributor for A.I.R. Atos rigid wings including the all-new VX Tandem Atos. Parts in stock. We stock new and used equipment. Trade-ins welcome. Complete lesson program. Best training park in the West, located just south of the San Francisco Bay Area. Pittman Hydraulic Winch System for Hang 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. O’CONNOR FLIGHT SCHOOL – Specializing in Safety In-Flight Training & Maneuvers Clinics and Aerobatic Instruction. Enhance your knowledge, increase your level of confidence, take your piloting skills to new levels. Overthe-water safety and aerobatics clinics. Enleau and Ann O’Connor, www.oconnorflightschool.com, (530) 2274055 and reserve your clinic. TORREY PINES GLIDERPORT – Come soar in San Diego! This family-owned and operated flying site offers USHGA certified instruction, advanced training, equipment sales, tandem flight instruction, motorized pg/hg instruction and site tours. We also have an extensive pg/ hg outfitting shop offering parachute repacks and fullservice repairs. Bring your family for our amazing sunsets and dining at the Cliffhanger Cafe. Importers for Para-tech 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 9-11:00 a.m. (PST). WINDSPORTS – Don’t risk bad weather, bad instruction or dangerous training hills. 350 flyable days each year. Learn foot-launch flying skills safely and quickly. Train with professional CFI’s at world-famous Dockweiler Beach training slopes (5 minutes from LA airport). Fly winter or summer in gentle coastal winds, soft sand and in a thorough program with one of America’s most prestigious schools for over 25 years. (818) 367-2430, www.windsports.com.

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

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 – For year-round training fun in the sun. (305) 285-8978, 2550 S Bayshore Drive, Coconut Grove, Florida 33133, www.miamihanggliding.com. QUEST AIR - FROM 1ST FLIGHT TO 1ST PLACE – From your first tandem to advanced XC racing, fly with the innovators of aerotowing and champion instructors. No-wait lessons. Higher tows = more airtime. 7 Dragonfly tugs. Safer carts. Huge LZ. Demos. Rentals. Storage. Sales & repair of everything HG. Clubhouse with kitchen, PC, satellite TV, cool toys, kegs, snakeboard races. Pool. Hot tub. Shade. Free wireless. Private lake. Rooms. Bunkhouse. Tent camping. RV hookups. Indoor/outdoor showers. Laundry. Bobby Bailey sightings. Flytec Championships. 2006 Worlds. Largest U.S. HG record/comp sponsors, helping to keep it all going for YOU. Minutes from Orlando in Groveland, FL. www.questairforce.com, questair@mpinet.com, (352) 429-0213. SEMINOLE-LAKE GLIDERPORT – We specialize in hang gliding/paragliding transition to sailplanes. Located between Quest and Wallaby in central Florida. (352) 3945450, www.soarfl.com. WALLABY AEROTOW FLIGHT PARK – Satisfaction Guaranteed. Just 8 miles from Disney World. Year-round soaring, open 7 days a week, six tugs, no waiting, every direction. 50+ nice demos to fly, topless to trainer gliders: Laminar, Moyes, Wills, Airborne, Airwave, Exxtacy, La Mouette, Sensor; also harnesses, varios, etc. Ages 13 to 73 have learned to fly here. No one comes close to our level of experience and success with tandem aerotow instruction. A great scene for family and friends. 10 motels & restaurants within 5 minutes. Camping, hot showers, shade trees, sales, storage, ratings, XC retrievals, great weather, climbing wall, trampoline, DSS TV, ping pong, picnic tables, swimming pool, etc. Flights of over 200 miles and more than 7 hours. Articles in Hang Gliding, Kitplanes, Skywings, Cross Country and others. Featured on numerous TV shows, including Dateline NBC, The Discovery Channel & ESPN. Visit us on the Web: http://www.wallaby.com. Please call us for

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

GEORGIA

ISLAND POWERED PARAGLIDING & THERMAL UP PARAGLIDING – The Big Island’s source for USHGA certified instruction. Power or tow from a private 25-acre ranch. Guided site and flight tours. Equipment rental, service and sales. Call Yeti, (808) 987-0773, www.IslandPPG.com, www.ThermalUp.com. PROFLYGHT PARAGLIDING – Call Dexter for friendly information about flying on Maui. Full-service school offering beginner to advanced instruction every day, year round. (808) 874-5433, paraglidehawaii.com.IDAHO

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.

INDIANA CLOUD 9 SPORT AVIATION – See Cloud 9 in Michigan.

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

MARYLAND HIGHLAND AEROSPORTS – Baltimore and DC’s fulltime 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.

MICHIGAN CLOUD 9 SPORT AVIATION – Aerotow specialists. We carry all major brand hang gliders and accessories. Cloud 9 Field, 11088 Coon Lake Road West, Webberville MI 48892. Cloud9sa@aol.com,

http://members.aol.com/cloud9sa. Call for spring tandem lessons and ﬂying appointments with the Draachen Fliegen Soaring Club at Cloud 9 Field. (517) 223-8683, DFSCinc@aol.com, http://members.aol.com/dfscinc.

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

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.

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 1-888944-5433 or www.paragliders.com.

NEW YORK AAA E-VILLE OUTFITTERS, MOUNTAIN WINGS INC. – Aeros, North Wing (845) 647-3377, mtnwings@hvc .rr.com , www.evilleoutfitters.com, Ellenville, N.Y. FLY HIGH, INC. – Serving New York, Jersey, and Connecticut areas. Area’s exclusive Wills Wing dealer. Also all other brands, accessories. Area’s most INEXPENSIVE prices! Certified instruction/service since 1979. Excellent secondary instruction! Taken some lessons? Advance to mountain flying! www.flyhighhg.com, (845) 744-3317. SUSQUEHANNA FLIGHT PARK COOPERSTOWN – 160’ training hill with rides up. 600’ ridge – large LZ. Specializing in first mountain flights. Dan Guido, 293 Shoemaker Road, Mohawk NY 13407. (315) 866-6153, dguido@dfamilk.com.

NORTH CAROLINA KITTY HAWK KITES – FREE Hang 1 training with purchase of equipment! The largest hang gliding school in the world. Teaching since 1974. Learn to ﬂy over the East Coast’s largest sand dune. Year-round instruction, foot launch and tandem aerotow. Dealer for all major manufacturers. Ultralight instruction and tours. (252) 441-2426, 1-877-FLY-THIS, www.kittyhawk.com.

OHIO

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

WASHINGTON AERIAL PARAGLIDING SCHOOL AND FLIGHT PARKAward-winning instructors at a world-class training facility. Contact Doug Stroop at (509) 782-5543 or visit www.paragliding.us.

WISCONSIN RAVEN HANG GLIDING, INC. – Now booking reservations for training hill and tandem aerotow lessons at two locations! www.hanggliding.com, info@hanggliding.com, http://stores.ebay.com/raven-sports, (262) 473-8800. WEEKEND SOARING TOURS – Wisconsin area bivouac tours based on the infamous biannual British Powered Hang Gliding Invasions of France, only we won’t tolerate warm beer. Operating every weekend in May through June from small airports throughout Wisconsin and Illinois. Routes ﬁnalized 24 hours before Friday afternoon launch. Visit www.weekendsoaringtours.blogspot.com or call Paul Olson (262) 770-0253.

CLOUD 9 SPORT AVIATION – See Cloud 9 in Michigan.

WYOMING

PUERTO RICO

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).

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

INTERNATIONAL

TEXAS

MEXICO – VALLE DE BRAVO and beyond for hang gliding and paragliding. Year-round availability and special tours, winter 05-06. Fly the extinct volcano, vagabond tours for those with wanderlust and more sites in the Valle area. Standard package in and out on a Sunday, $895 PG $1095 HG - includes all transpo, lodging, guiding and HG rental. www.ﬂymexico.com, 1-800-861-7198 USA.

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.

VOLER PARAGLIDING – Argentina, Chile, Brazil – Guided tours with certiﬁed instructors info@ volerparapente.com.ar – Transportation, lodging, guiding. More Info www.volerparapente.com.ar.

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.

UTAH

PARTS & ACCESSORIES ATTACH ANYWHERE SUPERLIGHT HG INSTRUMENT MOUNT – $30ppd! Replacement mount bands: $10 pr. Flat-folding harness packs: $25-50. Harness zippers? Straps! Varios. Gunnison Gliders, 1-866-238-2305. BIG EARS PTT – $99.95. Includes speaker and microphone, radio connection, sealed finger switch. Choose the full-face or the open-face model. www.bigearsptt.com, (805) 965-3733. CLOTHING – Embroidered and screen-printed shirts and hats with sharp hang glider artwork. Raven, Wills, TTT, and other brands. (262) 473-8800, www.hanggliding .com, info@hanggliding.com, http://stores.ebay.com/ raven-sports. FLIGHT CONNECTIONS PTTII – for Yaesu, Icom, Maxon, Kenwood and most other 2-meter radios. $99.95. (913) 530-8829 md@flightconn.com. FOR ALL YOUR FLYING NEEDS – Check out the Aviation Depot at www.mojosgear.com featuring over 1000 items for foot-launched and powered paragliding, hang gliding, stunt and power kiting, and powered parachutes. 24/7 secure online shopping. Books, videos, KITES, gifts, engine parts, harness accessories, electronics, clothing, safety equipment, complete powered paragliding units with training from Hill Country Paragliding Inc. www .hillcountryparagliding.com, 1-800-664-1160 for orders only. Office (325) 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. 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. MINI VARIO – World’s smallest, simplest vario! Clips to helmet or chinstrap. 200 hours on batteries, 0-18,000 ft., fast response and 2-year warranty. ONLY $169. Mallettec, PO Box 15756, Santa Ana CA 92735. (949) 795-0421, MC/Visa accepted, www.mallettec.com. OXYGEN SYSTEMS – The world-class XCR-180 operates up to 3 hours @18,000 feet and weighs only 4 lbs. Complete kit with cylinder, harness, regulator, cannula and remote on/off flowmeter, only $400. 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. WHEELS FOR AIRFOIL BASETUBES – WHOOSH! Wheels™ (Patent Pending), Moyes/Airborne & Wills Wing compatible. Dealer inquiries invited. (262) 4738800, www.hanggliding.com, info@hanggliding.com, http://stores.ebay.com/raven-sports.

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

WINDSOKS FROM HAWK AIRSPORTS INC – 1673 Corbin Lake Rd, Rutledge, TN 37861, 1-800-826-2719. Worldfamous Windsoks, as seen at the Oshkosh & Sun-N-Fun EAA Fly-Ins. Hawk@windsok.com, www.windsok.com.

SOARING – Monthly magazine of The Soaring Society of America Inc. Covers all aspects of soaring ﬂight. Full membership $64. SSA, PO Box 2100, Hobbs NM 88241. (505) 392-1177, ssa.org.

PUBLICATIONS & ORGANIZATIONS

TOWING

*NEW* AND THE WORLD COULD FLY - And the World Could Fly tells the story of how piloting for the masses became a possibility and then a reality. This is a tale of free flight in every sense of the term. Edited by Stéphane Malbos and Noel Whittall, And the World Could Fly contains contributions from many parts of the world as well as much new writing. Together, the editors have more than fifty years of undiminished enthusiasm for foot-launched flight. And the World Could Fly is produced by the International Hang Gliding and Paragliding Commission (CIVL) to celebrate the centenary of FAI. It is a book which will appeal to anyone with an interest in free flight, whether an old-stager who can remember the early California days or a newcomer who wonders where it all came from. Call USHGA 1-800-616-6888 or order off our Web site, www .ushga.org. PO Box 1330, Colorado Springs CO 80901.

TOW SYSTEM – trailer mounted, MK III, by Tow Launch Systems. 3000’ line, remote control/readout system. Custom extras, 600 successful tow track record. $1000. (208) 237-9157.

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 at 1-800-616-6888 or order off our Web site, www.ushga.org. PO Box 1330, Colorado Springs CO 80901. *NEW* CONDOR TRAIL, PARAGLIDING THE CENTRAL ANDES – the guidebook to paragliding and traveling in the Central Andes. It’s packed with 256 pages of maps, site descriptions, local lore, free-flight contacts and photos, all the information you need to plan your own Andean paragliding adventure. Most of the launch and landing access throughout the Andes is done with cheap public transportation. Condor Trail gives you bus routes to catch, areas to avoid, traveler tips, and contacts for the local flying communities throughout Ecuador, Peru, Bolivia, Northern Argentina, and Northern Chile. Call USHGA at 1-800-616-6888 or order off our Web site, www .ushga.org. PO Box 1330, Colorado Springs CO 80901. 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 that 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). Call USHGA at 1-800616-6888 or order off our Web site, www.ushga.org. PO Box 1330, Colorado Springs CO 80901. SEMINOLE-LAKE GLIDERPORT – We specialize in hang gliding/paragliding transition to sailplanes. Located between Quest and Wallaby in central Florida. (352) 3945450, www.soarfl.com.

VIDEOS & DVDS VIDEOS FROM USHGA – WWW.USHGA.ORG *NEW* DARE DEVIL FLYERS – The 94-minute digital video docupicture covers all thirty years of hang gliding and all seventeen years of paragliding. It begins with the Bob and Chris Wills story – they founded Wills Wing, the only surviving American manufacturer/distributor of hang gliders and paragliders. Two legendary pilots guide the audience through these extreme sports with their narrative. The docupic features competition in the extreme sports of aerobatic hang gliding, speed hang gliding and high-altitude cross-country paragliding. Wingmounted POV cameras provide the docupic with an inthe-air thrill ride from the Rocky Mountains to the Pacific coast. Narrator Bobby Carradine threads us through the three decades. Call USHGA at 1-800-616-6888 or order off our Web site, www.ushga.org. PO Box 1330, Colorado Springs CO 80901. PURA VIDA FLYING – By GW Meadows. 3 pilots, 3 weeks, 1 jungle, no rules. A trio of competition hang glider and paraglider pilots discover the true meaning of “pura vida” as they enjoy the jungles and beaches of Costa Rica. Hang gliding, paragliding, ultralight towing, kiteboarding and more. Awesome flying. $24.95. Order yours at www.ushga.org/store. RISK & REWARD – By Jeff Goin. This 70-min. DVD exposes the risks and rewards of powered paragliding in a fun, action-packed adventure. You owe yourself this inside look that could easily save your life. Three years in the making, Risk & Reward gathers wisdom from a long list of instructors. Spectacular video from around the world sheds light on essential concepts with clarity and realism. $29.95. Order yours at www.ushga.org/store. *NEW* USHGA MAGAZINE ARCHIVE 1971-2004 – The DVD set holds the history of our sport, from the earliest days of bamboo and plastic to the present. Within these pages you’ll find the evolution of foot-launched flight from the first days of bamboo dune-skimmers to the modern variety of hang gliders, paragliders and rigid wings. Each PDF file is one complete magazine, just as originally published. Pages with color are produced as color scans, the rest scanned as black and white images. Future issues will be available on an update disk. Each disk includes Adobe Acrobat Reader Version 7 for Windows, Macintosh and Linux systems. $30 for members and $90 for nonmembers. Call USHGA at 1-800-616-6888 or order off our Web site, www.ushga.org. PO Box 1330, Colorado Springs CO 80901.

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

MISCELLANEOUS “AEROBATICS” POSTER – Full color 23”x 31” poster featuring John Heiney doing what he does bestLOOPING! 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.) DVDS-VIDEOS-BOOKS-POSTERS – Check out our Web store at www.ushga.org. WORLDWIDE INTERNET PARAGLIDING TALK SHOW – WWW.WORLDTALKRADIO.COM. Listen live or to the archives! Live Tuesday 9-11:00 a.m. (PST). Call toll-free, 1-888-514-2100 or internationally at (001) 858-2683068. Paraglider pilots and radio hosts David and Gabriel Jebb want to hear about your stories, promotions/events or insight; they also take questions! 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=3 words. AD DEADLINES: All ad copy, instructions, changes, additions & cancellations must be received in writing 2 months preceding the cover date, i.e. March 15th is the deadline for the May issue. ALL CLASSIFIEDS ARE PREPAID. If paying by check, please include the following with your payment: name, address, phone, category, how many months you want the ad to run and the classified ad. Please make checks payable to USHGA, P.O. Box 1330, Colorado Springs, CO 80901-1330. If paying with credit card, you may email the previous information and classified to ushga@ushga.org. For safety reason, please call your Visa/MC or Amex info to the office. No refunds will be given on ads cancelled that are scheduled to run multiple months. (719) 632-8300. Fax (719) 632-6417

STOLEN WINGS & THINGS PRO-DESIGN TITAN II – Stolen mid-December 2005 from a locked car in Honolulu, Hawaii. White, yellow at back of bottom sail with Pro-Design MOVE harness, Kiwi helmet. $1000 reward for recovery of gear in good condition. Contact Ken Berry (808) 479-2115. SKYWALK CAYENNE – Stolen mid-December 2005 from a locked car in Honolulu, Hawaii. Black with yellow and white striping, with Pro-Design Jam Pro harness, Kiwi helmet. $1000 reward for recovery of gear in good condition. Contact Ken Berry (808) 479-2115. 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) 6326417, 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.

That Significant Other My wife is a truly wonderful human being. I can’t begin to fathom the amount of my crap she has put up with. And, bless her heart, she continues to do it. I first started flying hang gliders back in the late ‘70s in Germany. I still can’t believe she let me get on those “death traps” way back then. That is her term for the training gliders we used, by the way. I lived long enough to buy my own glider when I returned to the states. It was named the “Dove,” and was very gentle and stable. When I landed it in the trees at the top of a ridge one day far too windy for the docile Dove, my wife was right there with both kids, helping me extract the wing, put it on the car and take it to a local shop for repair. As this was long before the Internet and prodigious amounts of weather information from anywhere in the country, I used to drive for three and a half hours one way to a great flying site (The Pulpit) in Pennsylvania to fly. As often as not, I would have to turn around and drive back without taking the wing off my Subaru. She and both kids were with me every time. When I got tired of driving and not flying I decided to build a motorized Mitchell Wing. As I didn’t have a garage at the time, this wing got built in my living room and an upstairs bedroom. If you know the Mitchell Wing at all, you know that it was a fi xed wing, spruce frame, stretched-and-dopedfabric airplane. That thing CONSUMED my living room for a year while I was building it. The center section was 18 feet long and had a cord, if I remember correctly, of six feet or so. It had two detachable wing tips, each eight feet long, not to mention the little winglets, the frame, motor, propeller, etc. Since I didn’t have a garage (remember?) guess where the airplane got stored. If you can believe it, the center section hung from my living room ceiling. At the absolute minimum, you could say that it was a very good conversation piece. The pilot’s frame sat in the living room and made a great chair to watch television from. And yes, my wife is still with me. Having gotten through the flying, motorcycles, scuba diving, and now back to flying phases of my life, she still goes with me on occasion to watch me fly. The kids, luckily, are grown and on their own. Otherwise, we would still be dragging them along too. I was and still am the only one to fly, but it was always a family affair. All those thoughts poured through my mind today, the second of a threeday trip she has given me. I have been following the sun for two days as I write this. She on the other hand, stayed home. Can you blame her? For me it has been a wonderful trip. I got to hike. I got to fly. I saw some things I have never seen before. Today I saw some spring flowers that were remarkably beautiful. When I saw them, my thoughts went immediately to my wife. She is, after all, why I am here. I wanted to pick a handful of the yellow daisies, and throw in a few of those flowers that looked like daisies, but were lavender. The many color variations and possible combinations were striking. Of course picking those flowers would have been stupid, so I thought of my camera, which of course was in the car. It would have been cool to PIC-ture some of them for her. So, my beautiful, tolerant wife of 30-plus years gave me the gift of a free weekend. In return I gave her thoughts of pictures of flowers. Can you believe it? She’s still with me after all these years.

Photos: Andy Stocker

May 2006: Hang Gliding & Paragliding – w w w.ushga.org

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