USHGA Hang Gliding & Paragliding Vol36/Iss7 July 2006 by US Hang Gliding & Paragliding Association

Volume 36 Issue 7 July 2006 $4.95

A Publication of the United States Hang Gliding Association

www.ushga.org

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.

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. U

E D S TAT

NG GLID

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 $69.00 per year (of which $15 goes to the publication of Hang Gliding & Paragliding magazine), ($90 non-U.S.); subscription rates only are $52.00 ($63 non-U.S.). Changes of address should be sent six weeks in advance, including name, USHGA number, previous and new address, and a mailing label from a recent issue. You may also email your request with your member number to: ushga@ushga.org.

HANG GLIDING & PARAGLIDING 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.

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.

DISCLAIMER OF WARRANTIES IN PUBLICATIONS:

USHGA Ofﬁcers and Executive Committee:

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

OC. INC

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

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

Ofﬁce Staff:

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.

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, Thayer Hughes, David Jebb, Steve Messman Staff artist: 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.

Flying a coastal site in the Dominican Republic Photo: Rob Whittall

Flight Report: First Time Thermal Soaring . . .6

DEPARTMENTS Editor’s Corner . . . . . . . . . . . . . . . . . . . . . . . . 7

THE SOUTHWEST MONSOON

USHPA: Note From the President . . . . . . . . . 17

Understanding weather patterns can help pilots make wise decisions about when and where to ﬂy. Anyone planning on ﬂying in the Rocky Mountains during the summer should have an understanding of the Southwest Monsoon.

Master’s Tips . . . . . . . . . . . . . . . . . . . . . . . . 24

By Lisa Verzella . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18

Pilot Brieﬁngs: News and Events . . . . . . . . . . 8 Air Mail: Readers Write In . . . . . . . . . . . . . . . 12 USHPA: Regional Director Nomination . . . . . 16

HG Accident Reports . . . . . . . . . . . . . . . . . . 26 Travel: The Airborne Planet Expedition . . . . . . . . 36 Matt and Mike Get Manic in Romania . . . 46 Comp Corner: The Caribbean XC Challenge . . . . . . . . . 53 If You Build It... They Will Fly! . . . . . . . . . . 57 Flight Report: Not Your Typical Mexico Thermal Clinic! . . 61 DVD Review: The Red Bull X-Alps 2005 . . . . . . . . . . . . 62

VIEW FROM THE OTHER SIDE Living in the shadow of Mt. Ararat for more than a year spurred a small group to overcome physical and political obstacles and, ﬁnally, to achieve the goal of ﬂying from this lofty peak.

By Dan Retz . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29

FLY: A CELEBRATION 30 YEARS IN THE MAKING

Marketplace . . . . . . . . . . . . . . . . . . . . . . . . . 71

Lookout Mountain Flight Park is celebrating 30 years of hang gliding this October. If you’ve ﬂown LMFP in the past – or have decided that it’s time to do that! – you’re invited to “Fly Home to Lookout.”

New Ratings . . . . . . . . . . . . . . . . . . . . . . . . . 73

By Jen Richards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34

Gallery . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64 Calendar . . . . . . . . . . . . . . . . . . . . . . . . . . .69

Classiﬁeds . . . . . . . . . . . . . . . . . . . . . . . . . . 74 One Last Thought . . . . . . . . . . . . . . . . . . . . 78 Index to Advertisers . . . . . . . . . . . . . . . . . . . 70

Volume 36 Issue 7 July 2006 $4.95

Labrador Hausi taking his owner Jose Zarich on a fun ﬂight around town

Photo: Stefanie Brendl and Jimmy Hall

A Publication of the United States Hang Gliding Association

www.ushga.org

INTERMEDIATE SYNDROME AND TALL GRASS Your instructor warned you about all kinds of potential hazards that could cause a pilot grief. His words may have been relevant back in your student days, but you’ve advanced beyond needing advice…or have you? By Rodger Furey. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39

July 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

THE SCOOTER-TOW CLINICS AT QUEST: IT’S ALL ABOUT SIZE The number of active hang glider pilots is declining, and the only way to keep the sport viable is to draw new participants into the fold. Scooter tow may be the perfect venue for training students to become active pilots. By Billy Vaughn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42

THE ADVENTURES OF SOARPEDO SQUADRON ZERO-FIVE Nine pilots from the Pacific Northwest, flying both flex- and rigid-wing hang gliders with power harnesses, enjoyed a spectacular four-day vol bivouac tour of some of the area’s most spectacular scenery. By Bruce Decker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50

Gallery. . . 64

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

Photo: Chris Amonson

It’s Memorial Day morning, and I’m at information for anyone else to follow his plan to headquarters for the Rat Race paragliding comp reinvigorate their local flying scene. On a similar in Oregon – the flying season is here! For some of “reinvigorating” note, Billy Vaughn and Michael us, it’s been a long, wet, flightless winter and we Robertson attended this spring’s scooter tow clinics, are very rusty, with bump- and crowd-tolerance partially supported by USHPA and USHGF, just about non-existent. By the time you read this, with the goal of training experienced hang glider though, we’ll all be back in the swing of things, and instructors in this user-friendly teaching technique. I’m counting on all of you sending me tales and Enthusiastic accolades from both instructors and students indicate that scooter tow instruction may photos of your memorable flights this season. But as this magazine comes together in May, be a significant part of our growth plan. July is the month for submitting nominations we’re still pulling our material from the many excellent articles you’ve submitted in the past. Staff for regional directors; there’s a form in the USHPA writer Matt Gerdes, in his usual irreverent style, section of this magazine, and you can also make your recounts a bone-chilling paragliding adventure he nomination online. Also in this section, association shared with Mike Küng in Romania. Luckily Matt president Lisa Tate reminds us that, although we was able to find a Romanian photographer who have a new name for our organization, we’re still can document that there really IS winter flying in the same motley aggregation of airtime addicts (my that country, in spite of his and Mike’s experience. words, not Lisa’s!), with far more common interests Matt also assisted Kris Coppieters with the second than differences. On the safety scene, Joe Gregor’s hang gliding installment of the Airborne Planet adventure, this one set in Costa Rica. Another traveling paraglider accident report column presents two sides of a midpilot, Dan Retz, who was stationed with the Peace air collision at a popular California coastal site. Corps in Armenia, documents his dream flight Having both perspectives of the incident provides an unusually well balanced view of what led up to from nearby Mt. Ararat. James Bradley’s flight report comes from Valle the collision, and how both pilots dealt with the de Bravo in Mexico, where he received some eye- resulting damage. Paraglider instructor David opening thermal instruction from an unlikely Jebb’s Master’s Tips article reviews the essential source; Rena Scott’s painting of El Peñon illustrates ingredients for a safe, smooth launch, and offers this article beautifully. P-2 pilot Brian Fowler writes some suggestions on improving one’s launch finesse. about his first comp experience, in the Dominican In stark contrast to these serious discussions, but just Republic, where he learned that when you venture as thought provoking, is Rodger Furey’s humorous far from home, the journey is often as memorable as article on the hazards of intermediate syndrome. the flying. That was particularly true at last summer’s Rodger writes from a hang glider pilot’s perspective, Red Bull X-Alps event, arguably the most grueling but his tongue-in-cheek comments are equally paragliding competition in the world – staff writer relevant to paraglider pilots. Thayer Hughes reviews the DVD that documents Staff writer Steve Messman wraps up this the 2005 X-Alps adventure. issue with his musings on the push-and-pull Most of us don’t travel to distant lands to get our between our yearning for airtime and honoring our flying fi x. On our East Coast, Lookout Mountain responsibilities that conflict with our desire to make Flight Park has been providing training and flying the best of every soarable day. opportunities for 30 years. Jen Richards from Finally, a mea culpa: Last year’s Rat Race was Lookout invites anyone who’s ever been to LMFP, unseasonably cold, and after several days of waking as well as anyone who’s yet to experience that scene, up to frost on my tent I was desperately in need to join them this October to help celebrate their of a HOT shower in a HEATED room. I went 30th anniversary – and launch from their brand- begging, and friends from Alaska with a luxury new concrete radial ramp. Lisa Verzella, a long- motor home offered me not only their shower (with time Rocky Mountains hang pilot, wrote a class a clean towel!) but a hot meal as well. I promised assignment on the Southwest Monsoon and how to acknowledge their generosity as I completed last it affects the flying in these high-mountain states. July’s editor column, but I totally forgot. So, a year Lisa correctly assumed that the information she later, and from the comfort of my motel room during compiled would be of interest to pilots as well as to this year’s rainy spell, I’d like to express sincere her instructor and submitted her paper to us; if you appreciation to Alaska pilots Bill Mendenhall, Bill fly the Rockies in the summer, this is recommended Ross and Bob Petersen. reading before venturing out on an unstable day! This time next year I’ll be building the summer Farther west, Bruce Decker gathered a group of issues from the articles and photos you send me power-harness rigid- and flex-wing pilots into the from this season. A high-interest, colorful, dynamic Soarpedo Squadron, and reports on their epic hang magazine can’t happen without your participation gliding tour around the Pacific Northwest. – please contact me (editor@ushga.org) about Mike Kelsey felt the need for some additional submitting your material. challenge at his local hang gliding sites in Arkansas and Oklahoma, and organized the highly successful Ouachita Mountains yearlong comp. Mike’s article, along with Roy Mahoney’s sidebar, provides enough

C.J. Sturtevant I’ve yet to produce the perfect issue of this magazine. Robin Hastings sent in this correction for the photo caption on page 36 in the May magazine: “The pilot in the blue paraglider is not Paul Briggs, but Doak Hoover, of El Paso, Texas.” On page 57 in the June issue, the last couple of paragraphs of Len Szafaryn’s article went missing when the low-res PDF was converted into a high-resolution version for printing. The complete article is online at http:// w w w. u s h g a . o r g / mag_0606_1.asp.

Hang Glide Chicago Opens In New Location, Under New Management Photos courtesy Hang Glide Chicago

In September of 2005 the hang gliding community in the Midwest suffered a great loss. Arlan Birkett, founder of Hang Glide Chicago, along with a student he was preparing to solo, died in an unexplained aerotowing accident. This left the local community without the glue that held a significant number of pilots together. Fortunately, at the time of the accident Arlan had been planning a move to a new airfield that Joe Yobbka was building – Enjoy Field. Joe had been involved with Arlan since 1999 when he became the second pilot that Arlan took to solo. Arlan also trained Joe to fly ultralights and provided some instruction in aerotowing. When Leland Airport, the original site of Hang Glide Chicago, was sold, Arlan moved his operation to Cushing Field in Newark, Illinois. Several pilots approached Joe to see if he could find a new and permanent home. In July of 2003, Joe purchased a 40acre parcel in Clifton, Illinois, 50 miles southeast of Cushing Field. FAA approval for aerotowing from this new field was granted in August of 2004, but final county approval was needed to house additional aircraft at the field. Last April, the county commissioners approved the use of the field as a fl ight park with a vote of 23-1. Hang Glide Chicago now has a new home dedicated to the hang gliding, paragliding, and ultralight communities. Maps, phone numbers and information on upcoming events are on the Web at www.hangglidechicago.com, or you can contact Joe at (219) 746-1480. Hang Glide Chicago continues in the memory of Arlan, whom we at Enjoy

Field and the flying community in gen- and married Jason Burtis; they now have eral will miss for a long time to come. three daughters: Elizabeth, age eight, sixyear-old Victoria and Amelia, age four. The photo shows Jason holding Elizabeth, New Web Site Aims to Provide Oneand Michelle with Victoria and Amelia, Stop Site Location For Traveling Pilots There have been several attempts in who “was a gift, just not unwrapped yet.” Michelle’s background in customer the past to produce a national site guide to help traveling pilots choose a vaca- service and data entry make her welltion destination and find contacts for qualified for handling USHPA’s memflying sites in an unfamiliar area. Dustin bership and instructor services. When Reynolds is the latest to undertake this you call headquarters, chances are daunting task, and is currently look- Michelle will be the one who takes your ing for pilot input to make his online call and handles your business. In addinational site guide as user-friendly and tion to working with USHPA members informative as possible. Still under con- as her “day job,” she is also taking classes struction, with only a dozen or so flying towards getting her second bachelors sites listed at this time (mid-May), his degree, this one in accounting, with the Web site can be accessed via both www goal of working as a CPA concentrating .hangglidingsites.org and www in forensic accounting. Meanwhile, USHPA appreciates .paraglidingsites.org. You can search for sites by state, or create a listing for a having Michelle on the staff, courteflying site by entering information in a ously answering the phone and efficiently handling the requests of members and quick and easy fi ll-in-the-blanks form. Dustin realizes that many sites are instructors. Welcome, Michelle! sensitive and that visitors need to contact a local pilot before flying. He’s provided Para-Ski Rating Now Available For a “sensitive site” option, with only a tele- Novice Pilots phone number or email contact listed for By Rick Butler those sites. If your local site would welSki resorts are great places to pop come visitors, either flying independently out the paraglider and get some airtime or hooked up with a local pilot, please in the winter. At some resorts, takeoffs take a minute and fi ll out the form. can really be a drag (literally) if you’re Once you’ve visited the Web site, con- post-holing every other step. Skis sometact Dustin (dustin@hangglidingsites times make the takeoffs so much nicer, .org) with input and suggestions for im- but until recently if you were flying at a provements. His site is designed to be resort that required a para-ski (PS) signcontinually evolving. off to launch on skis, unless you were an intermediate-rated pilot your choices Michelle Burtis Joins USHPA Office were to bag up the glider and find someStaff where else less snowy or start punching holes in every drift down the hill. In some places, it’s just not possible to launch without skis! Depending on the resort’s location, the requirement for high altitude (HA) and restricted landing field (RLF) skills might not be relevant; however, strong skills in a forward launch layout, keeping the glider stationary on steeper slopes, achieving and maintaining adequate forward speed on shallow slopes, reverse inflating, speed system use, and ski reMichelle, who has lived most of her tention are always required for launching life in Colorado Springs, attended col- from skis. During the 2006 spring BOD meetlege in Gunnison, Colorado, and then moved to San Diego for a couple of years. ing the Safety and Training committee She soon returned home to Colorado received and recommended, and the July 2006: Hang Gliding & Paragliding – w w w.ushga.org

was considerably higher and farther than most people guessed. Gordon entered the coordinates (749, 581), so he was just 3 and 5 pixels away from the exact spot. Honorable mention goes to Here Niessink in the Netherlands, who entered the coordinates (751, 590), just 5 pixels away in either direction. Now, Gordon and Here, about that radio antenna that I lost coming in for a landing in the high grass… Ozone’s New DHV 2 Wing Now Certified For Extra-Small Pilots

Photo: Belinda Boulter

Photo courtesy Ozone

on the 195. The Falcon 3 features a deeper bottom surface and a substantially cleaner sail cut, resulting in a noticeable improvement in both performance and handling. The Falcon 3 will come equipped with round downtubes and a round, speedbar basetube; the standard wire set will also be compatible with an optional Litestream control bar. Wheel options on the Falcon 3 are the 5” Hall wheels or the 8” Finsterwalder wheels mounted on the basetube, or, with the Litestream control bar, Wills Wing Streamlined Wheel kit. Wills Wing Builds Yet Another Better For more information, and a list of inBird ventory Falcon 3s, go to www.willswing Wills Wing announced in May the re- .com. lease of the Falcon 3 in the 170 and 195 sizes, with the 140 size release expected If You’ve Lost a Needle In a Haystack, by early summer. As this notice went to Here’s the Guy to Call… press, Falcon 3s were not yet in producOzone congratulates Gordon Bishop tion, but Mike Meier of Wills Wing ex- of the UK, who has won the Ozone pects the new Falcons to be in production glider of his choice in the Ozone “Win by the time you read this. an Addict” competition (see p. 2 in last The Falcon 3 has many new features February’s issue of this magazine). This and upgrades, but perhaps the most online contest was played by thousands significant feature for many will be the of pilots from 104 countries on every breakdown airframe, which will be a continent, including Antarctica. Cheers standard feature on all Falcon 3s. Pilots to all participants from the Ozone team will have the choice of packing up the – enjoy your fl ights this spring! glider in the normal, full length configuThe image shows where the winning ration, breaking down to a normal 2/3 pixel is, at the coordinates (746, 585). length short pack, or doing a full break- The XC pilot is climbing out in the disdown to six feet on the 170, or seven feet tance, under a nice cumulus cloud, and

Photo courtesy Ozone

board approved, a change in the requirements for the PS rating. Pilots wanting to add para-ski to their list of skills signoﬀs will now only need to have a novice (P2) rating. The requirements for HA and RLF are no longer required for PS. Para-ski isn’t for everyone in a snowy ﬂying area, as some would prefer not to fuss with skis and are able to foot launch without drilling in to their thighs. But this change now makes PS more accessible and generally brings the skill requirements into alignment with current acceptable practice.

The Falcon 3 features a deeper bottom surface, a cleaner sail cut and a short-packable breakdown airframe. July 2006: Hang Gliding & Paragliding – w w w.ushga.org

The Addict XS has just been certiﬁed DHV 2 in normal and in thin-line (ADDICT R) versions. Designer Dav Dagault and the Ozone test team report that through careful attention to the panel shaping and sail tension of the XS, it has maintained the same feeling and performance of the larger sizes while still remaining well within the DHV 2 category. The XS completes the Addict range of ﬁve sizes. Ozone recommends the Addict R for most pilots, saying that all DHV 2 pilots will appreciate the more direct handling

left hand also. The lateral pockets are wider and easier to access. Perhaps most signiﬁcantly, the belting at the base and the back have been improved to allow adjustment for greater comfort, including the option to assume a more seated position as compared to the previous iteration. The Woody Valley Web site, www .woodyvalley.com, has complete information on the VELVET2 and all Woody Valley products. NIVIUK Gliders: A New Paraglider Company

More information on this carry bag, and on all APCO products, can be found at apcoaviation.com.

Photo courtesy APCO

Woody Valley Updates Its Best-Selling Paraglider Harness

The Nooky

The new APCO bag is roomy, sturdy and comfortable to carry.

The 2006 APCO carry bag incorporates lots of new and improved features, and underwent thorough field testing (“traveling around the world with me,” says Anatoly Cohn) to make sure that everything works as advertised, and that the bag will stand up to typical pilot abuse. Woody Valley has a new version of its The bag is now in stock. All APCO bestseller VELVET2 paraglider harness. gliders will be delivered in this bag, and The belting geometry is unchanged, but it is also available separately. the new harness design incorporates a number of revisions based on the suggestions from pilots who flew with the previous version. The latest model has a slimmer shape and smaller color lines, but the most important changes are not in the appearance. The VELVET2 harness is now using Woody Valley’s new DHV-certified back protection. The rescue parachute pod has been modified as well, making the deployment easier – the deployment handle is nearer to the pilot and although it’s on the right side it can be grabbed with the

Photo courtesy Philippe Renaudin

and more responsive feel of the thin-lined Main Features: version, and claims that there is no com* Super-light (about 1kg) and strong promise in durability of the lines, which – made from durable lightweight nylon have been tested and proven very durable * Huge pack volume on the Mantra in 2005. Pilots who fly * State-of-the-art carry system and launch often in very rocky or difficult * Gel-fi lled shoulder straps terrain will appreciate the extra durabil* Fluorescent piping on front and fluoity of the standard line Addict. rescent tape on rear for night visibility Custom colors are just 100 Euros extra * Two net side pockets (for Ozone’s standard Porcher colors). * Removable zippered document front pocket, assembled on rubber cord to APCO Releases an Updated-For-2006 create an additional storage pocket (see Paraglider Bag photo) * Two additional huge pockets (front and top) * Compression straps on sides * Foldable into itself for storage

The NIVIUK team comprises designer Olivier Nef (former Advance designer) and Raul Rodriguez (2005 Paragliding World Aerobatic champion) as the expert and test pilot. A full glider line has already been certified (school level, intermediate, powered paragliding, advance, competition and tandem). In addition, there’s also the tiny Nooky – designed for the emerging sport of speed-flying, the Nooky comes in three sizes ranging from 9 to 16 square meters. All product information, stunning pictures and movies can be accessed at www.supair-usa.com. GreenIce Helmets Express Your Individuality You can impress anyone and look hot with a helmet that’s professionally custom painted by Philippe Renaudin. Each paint job includes computer-aided design that’s finessed (back and forth over the Internet) until the client is happy with the preview. The customer’s helmet (used or new) is shipped to GreenIce, where it gets degreased, scuffed and base-coated. The art comes next, and the clear finish coat follows a few days later. The clear

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

coating process is executed in a professional dust-free pressurized, temperaturecontrolled paint booth. The final product is buffed and the one-of-a-kind helmet is returned to the customer. Samples can be seen at www.greenice .com – go to “Gallery” and click on the “Helmets” section. FreeFlyingDuck Has Apparel For the Discerning Pilot “Your friends think you’ve got a screw loose. Colleagues definitely don’t get it. Even your family think it’s a bit crazy. Nobody gets the big picture, but with FreeFlyingDuck gear maybe we can help them grasp a few small details.” This opening statement from their Web site aptly introduces the recently formed design group that offers a wide variety of products, mainly apparel, with designs that range from “absolutely hilarious” through “simply groovy” to “slightly serious.” Rod Bailey, FreeFlyingDuck’s spokesman, says hundreds of hours of design work have gone into these products. “You wouldn’t believe it, paraglider and hang glider pilots working together – it’s a great thing to watch,” he quips. FreeFlyingDuck Gear is made to order and shipped direct from their product range, which is loosely divided into five categories: Authentic (“Below us, only envy”), Amusing, Quoted (“What is chiefly needed is skill rather than machinery.” Wilbur Wright), Defined and Clearcut (“The 3 rules of life: clip in, check you’ve clipped in, and don’t go first”). Visit www.freeflyingduck.com to find a T-shirt, sweatshirt, cap or mug with a graphic and statement that says it all for you.

Red Bull’s High-Profile Photography Contest: Give It Your Best Shot! The fast-paced Red Bull lifestyle does not mesh well with the long production schedule of a print magazine – hence the short notice on this contest that may be of interest to our best photographers. Just in case you missed it in the Oz Report, here’s the scoop in Red Bull’s own words: Photographers, Picture Th is: Your best action and adventure sports photographs. Celebrated, honored and exhibited in mind-blowing venues around the world. There’s just one catch: You’ve got to win first. Red Bull Illume Image Quest 2006 invites you to join your peers in a competition that pits your strongest images against theirs, shot for shot. We’re talking about the kind of photographs that inspired this contest in the first place. So, tell us: Are you game? Red Bull Illume Image Quest 2006 is the first-ever international photography competition that celebrates the world of action and adventure sports. The spirit, the grit, the edgy perfection – that’s what we’re here to honor. The top 50 finalists will get their work exhibited in biggerthan-life outdoor venues across the globe, providing the most dramatic compilation of action and adventure sports images ever assembled. The Image of the Year winner will be commissioned for the photo shoot of a lifetime. And did we mention the Opening Exhibition Ceremony? It’ll be huge. Finalist photographers will join Illume judges, hero athletes and special guests in honoring the winning photos and kicking off the exhibition tour. Open submission April 15 to July 15, 2006. For more information visit www .redbullillume.com.

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

twice per week minimum to get better) but it also means flying numerous sites, flying cross-country, doing aerobatics, flying in competitions, different weather conditions, with different pilots, pioneering new sites, etc, etc. Right now in Florida pilots are running at cloudbase for 75-mile tasks, while here locally our skills are deteriorating as we wait out the rain. And at Peterson Butte pilots are GOING FOR IT, flying on rainy days, strong winds, muddy setup areas and going cross-country while we look out the window and decide to do laundry. How many reading this will experience the ecstasy of being all alone at The opinions expressed in the letters pub- Effort, Reward, Benefits 15,000 feet over a glacier-covered mounlished in this column are those of the authors (email, 4/13) and do not necessarily reflect those of the John Matylonek, who provides the third tain in a national park in the Canadian magazine staff or USHPA officials. While perspective below, forwarded me this in- Rockies 100 miles out from takeoff sharevery effort is made to verify facts stated in sightful series of posts from an Internet group ing a moment of unspoken communion letters, readers are urged to check the accu- site following a fly-in event that was less with a bald eagle? It will never happen if hang gliding is racy of any statement before taking action or well attended than usual. With permission forming an opinion based on the contents of from all three participants, their comments your last priority. a letter. are reprinted here. Rodger Hoyt, USHPA #37302 Paraglider Pilots: A Must-Read Article You Might Have Missed

Rewards of Hang Gliding Increase Exponentially With Effort Invested (email, 4/30) Why do I write fl ight reports? In a How many of you did what I did: saw word: Inspiration. Mike Meier’s article “Why Can’t We I’ve often said that hang gliding will Get a Handle On This Safety Thing?” (p. reward you exponentially for any invest26 in the April issue), saw the pictures ment you make in it. What does that of hang gliders whacking in and thought, mean? This must be some article about landing It means that if you double the effort hang gliders, and blew right by it. If you you put into hang gliding, you will get did, go back and get your April magazine, four times the reward. If you quadruple and read it. Mike comes up with a bril- the effort you put into hang gliding, you’ll liant way to explain how anyone, even a receive sixteen times the reward, etc. very safety-conscious pilot, can slowly It is my contention that most pilots, and unwittingly become dangerous. having numerous competing priorities, As an instructor I have tried to make fly just enough to scare themselves. They this point (less successfully) using this try to insert flying in after every other old tale: If you throw a frog in boiling necessity is addressed. That’s why most water, it will notice the abrupt change in pilots fly for a few years and then drop temperature and jump out. If you put him out. If you merely dabble in hang gliding, in a pan of cool water and slowly raise the you’ll never realize the incredible rewards temperature, the frog will not notice the the sport has to offer. slow changes and will boil to death. (Did Does that mean flying more often? some jerk boil a frog to find this out?) So Well, yes and no. If you simply rack up give the article a read, then check your airtime at the same site and the same frog’s temperature. time of day, that is mere repetition. Like Thanks, Mike. eating the same thing for dinner every Bill Laurence, USHPA #58677 day, it quickly becomes boring. Investing in hang gliding does mean flying more (I believe if you fly only once a week, you’re not improving; it takes

A Different Take On the Same Premise Rodger, your words are inspiring and I wish you that fl ight this summer. Like in all sports, some people embrace flying as a lifestyle, while others do it as a hobby. There is room for both. Unfortunately, life often gets in the way of our passions and we feel that we must compromise our desires by following the paths that those who went before us established (our parents). There is nothing wrong with those who make this type of decision. Fortunately, there are others who pursue their dreams of fl ight with reckless abandon and no worries about tomorrow. They are the ones we cheer for and rejoice in their achievements. As they criss-cross our country in pursuit of adventure and new sites, they often stop in and spend the night with us who have compromised, and we are glad to have their friendship and to hear their stories, for through them we can live a separate life in our imaginations. We continue to plod along in our own pursuit of fl ight excellence, but on a smaller scale with smaller steps and smaller rewards, but for us they are still milestones and within ourselves we rejoice. Wayne Hobbs, USHPA #41733 (not current)

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

…And What All That Means For Growing the Sport Roger Hoyt’s and Wayne Hobbs’s excellent exchange of perspectives (above) provides a balanced view of how people prioritize hang gliding. This explains well why events become less well attended over time. Ultimately we tend to reprioritize as life proceeds or we look at the reward of attendance more narrowly – through the lens of “how much airtime will I get?” The Lakeview (Oregon) event has undergone a similar decline because of this “cost/benefit” decision-making coming with skill and familiarity. Events like Frostbite (Washington), Oceanside (Oregon coast), and Lakeview provide newcomers with much more benefit because they learn all about the culture of hang gliding and get to see the many ways it is approached. Each event is still a great exciting novelty. Perhaps we can use site events like Frostbite and Oceanside to introduce newcomers into the sport by providing some kind of freebie or at least discounted experience. Even something as simple as a sign saying, “Go ahead, pick up the glider, let me help you.” Invite these newcomers to participate in some way, and even to pay for the pleasure. Throughout my promotional efforts, [John is probably the most active hang gliding instructor in the Northwest. – ed.] I have been trying to find those individuals who have the time and money to devote themselves to the lifestyle for at least a couple years of their lives. The time and effort provide personal rewards in that they finally consolidate their skills. It benefits the culture because it supports instruction, our manufacturers, our site events, and injects a needed enthusiasm into a sport, which can get a little selfish and jaded around the edges at times. Lately, I have discovered that small business owners are great prospects because they are mostly in charge of their time and have irregular hours that can be adjusted to the wind. If anyone can think of any other demographic group that could match the needed lifestyle please tell me about them. John Matylonek, USHPA #55568

sport aircraft.” This opens the possibility of flying at airports all over the country Sport Pilot? Isn’t that a new class of where previously they might have banned general aviation certification? And what powered ultralights. No more – these does it have to do with USHPA and foot- aircraft are certificated by the FAA and launched flying? The answer lies in the if an airport receives federal dollars for continued operation, that airport is reSport Pilot (SP) final rule: 1. The FAA agrees that USHPA quired to allow these types of aircraft. I got interested in flying trikes in should be considered an FAA-recognized ultralight organization and recognizes it February of 2005. By December I had earned my SP certificate for weight-shift/ as such. 2. The final rule permits an ultralight land. Here are a few key steps: 1. Find a local instructor for the type pilot registered with an FAA-recognized ultralight organization on or before of aircraft you wish to fly and discuss September 1, 2004, to obtain a SP cer- your goal of obtaining the SP certificate. tificate without meeting the aeronautical With the grandfathering provision, even knowledge and fl ight proficiency require- current powered ultralight organization ments of Sec. 61.309 and 61.311 provided instructors (USUA/EAA/ASC) can that person obtains the SP certificate no provide you instruction. Together you can insure that you cover the SP training later than January 31, 2007. What this means is that the folks at requirements necessary for you to pass USHPA headquarters were looking out the FAA written and practical exams. 2. Obtain from USHPA your letter of for us when the SP rule was being formulated. Through their continued efforts we “Certified Copy of Ultralight Training can choose to take advantage of grandfa- Records to Obtain Credit for Experience thering provisions that allow us to earn a in an Ultralight Vehicle. (14 CFR §§ SP certificate with less hassle and cost than might otherwise be possible. But the kicker is that we must Interested in joining USHPA? do this before Download an application at www.ushga.org/forms, January 31, 2007. RU FDOO DQG ZH¶OO PDLO RQH WR \RX If you have a curiosity about powered fl ight, then SP is a relatively inexpensive and less complicated (than private pilot) way to get a taste for that. The variety of aircraft a sport pilot can fly include weightshift (trikes) land/ sea, fi xed-wing land/sea, gyrocopters, powered If your USHPA membership expires on 07/31 parachute, and we must receive your renewal BY July 14th glider. Aircraft or you will miss the August magazine. that were before considered ultraIf your USHPA membership expires on 08/31 lights can now be we must receive your renewal BY August 14th certificated and or you will miss the September magazine. flown as “light Sport Pilot: The Clock Is Ticking

(email 3/31)

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

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61.52, 61.329, and 61.431).” This documents that you were a member of USHGA before September 1, 2004, and are eligible for grandfathering. One key piece of information on this document is the section Category/Class for pilot: You must tell USHPA which aircraft category/class you will be receiving instruction in. It does not matter whether you are a hang glider or paraglider pilot, that is not what the FAA is looking for here. Mine says “Category/Class for pilot: WeightShift/Land.” 3. Get trained up and, using your letter, take the FAA SP written exam. There are some very good online Web sites with Q/A, and study guidebooks. 4. Study the “Sport Pilot Practical Test Standards” in preparation for the practical (fl ight) test. Learn to fly these maneuvers. Perfection is not the goal, but consistent, safe performance is. 5. Find a Sport Pilot “Designated Pilot Examiner” (DPE) and schedule yourself for the practical test. This was the most difficult part for me due to the fact that the overall infrastructure for SP is “getting off the ground” slowly and there are no examiners in my area. The good news is that the DPE list is growing in all categories of aircraft. Discuss with the examiner your training and that you intend to use your USHPA grandfathering letter. Because I was a USHPA ultralight pilot, I ran into a few hassles by people either not understanding the SP rule and grandfathering provisions, or fl ight schools/instructors out to make a killing on the ratio of few examiners/lots of students. Again, this has eased as more and more SP instructors and examiners are now available. I had one school tell me that since I was a USHPA pilot, with no powered fl ight experience, I must go through their entire SP course. When I discussed the SP rule with them in depth, my current training, and specifically the grandfathering provisions (that include USHPA) they relented but still insisted I spend three hours qualifying with one of their instructors. It was absolutely not required by the FAA and at $140/hour I told them to pound sand. The good news is that there are many more good SP instructors and examiners

than bad. Do not let anyone buffalo you on this. The SP rule is clear and USHPA pilots can get in on the good stuff too. Read the rule and you will be prepared. While there is nothing like foot-launch flying, I have really enjoyed learning to fly a trike. The whole process of qualifying for SP has been a tremendous learning experience in all regards. If you have such an aviation inkling I recommend you consider earning your SP certificate. I have done some really fun cross-country flying and have met great folks with the same passion for flying as the USHPA pilots I’ve known. If you have questions please email – I’m happy to try and help. Mike Fontenot, USHPA #59113 mikef@apexconsultingservices.com

More On the Power Debate (email, 5/11)

I have been a member of the USHPA since 1980. After reading the many pro and con letters concerning powered hang gliding and paragliding, I reached the point where I had to put my two cents’ worth in. To start with, I don’t have a dog in this fight. I don’t own a power harness and I live only 7.5 miles from Lookout Mountain Flight Park’s launch. I do own a light trike that I fly from time to time, but it wouldn’t be covered in the proposed changes to the USHPA charter. I see this fight as a disagreement between the purist group who don’t want powered fl ight to be a part of the USHPA under any circumstances, and the realist group who see power as an evolutionary and necessary development in our sport. I am a one of the realists. The manufacturers of power harnesses aren’t trying to re-invent ultralight aircraft, but rather, they are just providing us another option to get airborne. After all, isn’t our sport really just about flying? My friend Steve Hill owns a sailplane with a small retractable motor that is used to get it to soaring altitude. It is a beautiful high performance (46:1 or something like that) aircraft that is a delight to watch. After attaining altitude, the motor is retracted and you’d never know it had one. I believe it still has a tow release in the event you want to tow it up. If needed, the motor can be extended and restarted in flight, and the sailplane flown with power. Steve seldom

has cause to do this (he’s a really good pilot), but considers this a safety feature...me, too. I really love this machine! Sounds to me a lot like our friends who fly power harnesses. Here are my thoughts on the purists (caution: some may be angered after reading this). I think the purist are a great bunch of people, but terribly misguided when it comes to the power issue. Ironically, the power harness may be the one thing that allows such pilots to keep flying if they lose their local flying sites in the future! In the meantime, they will still have the right and ability to pursue their purist philosophy even if the USHPA adopts power harnesses. I don’t see where they have anything to lose. Many of the purist letters I’ve read seem to express the fear that powered fl ight may cause them to lose flying sites. A simple solution to this is to not allow powered fl ight from their sites unless it is certain that powered flying will not cause the loss of a site. Also, rules covering the use of power at sites can be established so that noise is kept to a minimum and safety ensured – for example, not flying over area homes with less than 1000’ of altitude. If a pilot breaks the rules, ban him/her from the site. It is probable that some private LZ owners won’t allow powered fl ight from their land anyway. Simple! Problem solved. Another letter suggested that power harnesses be allowed only enough fuel on board to allow a climb to 2500’. This is a really silly idea. There are times, though not often, when the power harness can be a safety device by allowing a pilot to motor out of a jam. It would be really ironic to have a motor on board that could be restarted by the pilot in fl ight – except he has no more fuel. Now a minor problem that could be solved by the use of power turns tragic. I wouldn’t want that on my conscience! The writer of this letter in the May 2006 issue did have some good ideas, just not the limited fuel rule. There are other concerns about the additional cost for USHPA dues. A simple solution is for power pilots to pay the additional cost for their insurance (if there is any). That is fair. The one letter that really got my goat was the one that proposed that “WE

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

nant over the last decade. Power will attract many more people to our sport who live in the flatlands or don’t have the extra time to drive hours to a flying site. That is a real plus! I can foresee clubs in the flat Midwest that will lease or purchase land for their flying sites. This is possible almost anywhere in the country, not just the flatlands. As the number of power pilots grows, demand will increase and engines will be designed that will provide greater powerto-weight, higher reliability, and much less noise. Harness design will become more sophisticated and safe. Additionally, better training will be developed and safety will improve dramatically. The evolution of our wings will continue. We will have safer and better performing aircraft. There can be competition classes set up for powered pilots which will expose our wonderful sport to many more people around the country. This may turn out to be the best way to bring more people into our sport and secure its future. If you love this sport, what can be more important to you than its continued existence? Think about it.

back in 1995 and, knowing how irresponsible just blasting off the coast cold after five years would be, and believing those days were behind me, I sold it, lockstock-and-barrel. Anyway, I just wanted to tell you how hang gliding absolutely changed my life. There is nothing like soaring high on the thermal highway in a good solid hang glider... Nothing! Nope, not even topping out in the comfort of a nice, warm, comfortable cockpit. Someday... Someday I would like to catch a nice thermal and soar on out again! It warms my heart to see it’s still all happenin’! Say... just in case, are there any certified schools in my area? I’m currently living in Salem, Oregon. Fly safely! Gary Lyon, no longer a USHPA member, but may return to the fold!

I forwarded Gary’s letter to Region 1 director Mark Forbes, who has contacted Gary with information about getting back into the sport.

Tim Huﬀ, USHPA #35559

After a Long Hiatus, 1980s Hang Glider Pilot’s Recent Flying Dreams May Bring Him Back (Web site, 5/11)

I flew hang gliders for eight years, from 1982 to 1990. I was trained in Livingston, Montana, by a USHGA-certified instructor (his name slips my mind). I flew there, and at sites we pioneered around Helena, but my favorite site was outside Dayton, Wyoming, at a place we called Sand Turn. I moved to Salem, Oregon, in 1988. The flying around here is mostly coastal ridge soaring, some thermal (but minimal cross-country potential) flying just north of Eugene. I began pilot license training in 1990 and went on to earn a multi-engine VFR. I’m currently still loving flying, even if motorized. I have been having hang gliding dreams lately and having lots of memories from the many fl ights, friends, camping times, all the “hang waiting,” smells, sounds, everything! I flew a real nice UP Gemini. I was having “go fly” feelings

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

Matt Gerdes in the Dominican Republic

Photo: Marco Sicot

ARE POWERLESS AND NONTHREATENING,” or should be. Lordy, lordy! What a wimpy expression! This sport has not survived because we are a bunch of wimps! To be fair, I think this writer was speaking in regards to the use of powered gilders becoming a tool for terrorist, and the greater possibility of injury or property damage a powered glider can cause. Aren’t general aviation aircraft a much bigger concern in both regards due to their greater speed, weight, and payloads compared to a powered hang/para glider? I don’t hear Cessna owners expressing such lame thoughts. Lastly, I think there is a small group of purists who for some reason can’t even tolerate the thought of powered hang/ para gliding. I think they’d like to ban power for all pilots if they could. They hate motors and that is that. To these people who can’t accept technological advances I say go back to bamboo and plastic wings. Or better yet, bamboo and hemp canvas (more organic). Go back to carrying your gliders up the hill by foot. Have fun, but leave the rest of us alone. The wings you fly today are a direct result of incredible risk and innovation over the years by people who could see that change can be a good and positive thing. Power is no different. Think about it. The most important thing to think about in regards to power is this: There is a very finite number of flying sites in this country, and their number shrinks every year. Power harnesses open up many areas we normally couldn’t fly. Here are some other reasons we should embrace powered fl ight: It takes far less fuel to get a powered hang/para glider, pilot and harness to altitude than if a typical automobile is used. Th is is true efficiency. With gas at around $3 a gallon, this can save a pilot a lot of green. As stated above, power can be a real lifesaver. Having more options when confronted with even a minor in-flight emergency is a good thing. I found this out several times while flying my trike. One example is that I have the ability to go around if I’m not satisfied with my landing setup. It is a very rare thing to get a second chance at landing a pure glider. You are stuck with what you have, be it good or bad. Our sport has definitely become stag-

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)

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

USHGA/USHPA...What’s In a Name? By Lisa Tate, USHPA President

It’s no secret that our association is experiencing many changes. One big change is that we now have a new name. In March of 2006 the membership voted to change the name of the United States Hang Gliding Association to the United States Hang Gliding and Paragliding Association. The board of directors then agreed on the acronym USHPA. It is your association and our goal as your governing body is to respond to what you have told us you need from your association. Changing the name of our organization was extremely controversial. The board agreed on a painstaking process to insure adequate debate and discussion, as well as a fair and impartial voting procedure. This process incurred signiﬁcant resource allocation and cost; however, we felt it was in the best interest of our organization given the volatile climate

surrounding this issue. The name change vote was presented to the membership earlier this year and resulted in a very high percentage (over 27%) of members casting their ballots. Ultimately 1590 voted in favor of the change with 1014 against and 37 abstentions. The membership vote was then ratiﬁed by the board at the 2006 spring board of directors meeting in Colorado Springs. As you may recall, last October the board of directors approved our ﬁrst-ever comprehensive strategic plan. We can’t emphasize enough that this initiative is more than just a printed document. It establishes who we are, where we are going, and what we want the future to look like. Our sports will face serious challenges in the future and no organization is better positioned to help our sports grow than USHPA. Our association set

a bold vision for the future of our sports. We also know that USHPA needs to be seen as a professional, authoritative voice among our many constituent groups. At the same time, our collaborative approach is at the core of our organization and an essential element of our strategic plan. We will continue to work with developing our strategic plan implementation and our brand development. Our name and look are critical elements in communicating our goals to others. In reality, our work has just begun. The real work is to fulﬁ ll the goals set forth in our vision. It will take all of us – hang glider and paraglider pilots alike – working together to invoke the change we need not only to insure the survival of our sports, but to make them thrive.

Moyes Litespeed S: The most popular performance hang glider for the last four years...

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The Southwest Monsoon and Its Effects on Thunderstorm Development and Non-motorized Aviation in the Rocky Mountains By Lisa Verzella

The Southwest Monsoon, also known as the North American, Arizona, or Mexican Monsoon, defines a fairly predictable, annual weather pattern that significantly affects the summertime climate of the southwest United States. The most pronounced element of this pattern is the enhanced precipitation which, coupled with synoptic weather systems and high summertime insolation, ushers in frequent and potent thunderstorms along the Rocky Mountain range. These storms have a major impact on the planning, fl ight and survival of aviators in this region. While many think of the inundating rains of Southeast Asia, the primary component of a monsoon is a thermally driven wind. This circulation is a product of the gradient formed by the differential heating between a landmass and its nearby ocean. Since the heating changes from summer to winter, the wind direction is then seasonally reversed, leading to large seasonal differences in precipitation amounts.1 The Southwest Monsoon is the summertime component of a global-scale mountain-plain flow driven by the low pressure over the continental southwest U.S. and the adjacent high pressure over the Gulf of California and the Pacific Ocean. This flow brings moist air into the northwest region of Mexico, where convection lifts the near-saturated air up and over the Sierra Madre Occidental mountain range (thus the Mexican Monsoon moniker). When this rising air cools to dewpoint temperature, clouds form and heavy amounts of rainfall deluge the area. Nearly all of Mexico’s weather stations receive greater than 70% of their annual precipitation totals during the months of May to October. 2 The timing, location and strength of the summer monsoon season is affected by changes in the global circulation pattern, such as El Niño, La Niña, and the high and low North Pacific Oscillation (NPO). El Niño and high NPO influ-

ences produce a weaker and more southward displacement of the monsoon ridge. This leads to a later onset, with belowaverage totals for early summer rainfall and moisture ﬂux. Conversely, La Niña and a low NPO favor a stronger and northward-displaced ridge, resulting in early onset and above-average

precipitation totals.3 Soon after the monsoon winds deliver this moisture to Mexico, a subtropical high develops over the region in late June. The progression of this highpressure system reduces the local westerlies, allowing the southwest ﬂow to dominate with its accompanying moisture.

Figure 1: The southerly ﬂow brings moist air from the Gulf of California into the southwest U.S.5 July 2006: Hang Gliding & Paragliding – w w w.ushga.org

This flow shifts the rains northward into A pilot flying along a cross-country Arizona and New Mexico (Figure 1). A route will seek cumulus clouds, as they recent two-decade climatology study generally are indicators of good vertical shows the onset of the monsoon occur- lift. These clouds are also the first stage in ring around June 20 in the Occidentals, the life cycle of a thunderstorm. During moving into Sonora, Mexico, by July 6, this period, moist air ascends in a series then into Arizona and New Mexico by of convective updrafts to the level where July 8.4 the temperature of the rising air matches The moisture-laden low-level winds the dewpoint temperature of the surthat are ushered northward provide rounding air. The parcel then becomes fuel for afternoon thunderstorms that saturated and the cloud grows. As water develop over the mountains east of the vapor condenses, the latent heat released Great Basin. These storms serve to ver- further enhances convection. Pilots will note early in the day, both tically distribute the moisture, which is then carried by mid- and high-altitude by weather reports and visible observawinds into the southern and central tion, what this growth rate is. If they see Rocky Mountains. Colorado Springs a rapid vertical expansion of the cloud, experiences an average of 26 days in they know there is a good probability of the month of July with thunderstorms, 6 overdevelopment. Technically speaking, while farther north the monsoon effect convective overdevelopment occurs when is slightly less, as storms in the Rockies the storm stops growing; it is so large it near the Montana-Wyoming border av- cuts off further insolation. However, to erage 22 days during each month of July aviators, overdevelopment, known as “OD,” is synonymous with a full-blown and August.7 Though the mountain-plain flow itself thunderstorm. Latent heat release and the entrainis rather weak, the convergence of the daytime upward flow component within ment of air on the sides of the cloud feed an unstable air mass results in these air- the updraft, bringing it above the freezing mass thunderstorms. While these storms level, where supercooled droplets and ice are typically categorized into either ordi- crystals exist together. The rate of energy nary or severe classes, each one is poten- release is directly related to the amount tially fatal to an aviator caught within its of water vapor being condensed.8 During confines. lift, the particles grow in size by colli-

sion and coalescence until they become large enough to start falling amidst the updraft. When the weight of the particle exceeds the strength of the updraft, or when the particle encounters a region of reduced updraft, it falls from the cloud in a liquid or solid state, depending on the freezing level. Again, technically speaking, this cloud effluent is not considered to be precipitation until it hits the ground, but don’t tell a pilot she is technically not experiencing precipitation while flying beneath this cloud! (Figure 2) Now the cloud has entered the mature stage, its most violent phase, when it can unleash heavy rain, hail, lightning and tornadoes. In this cumulonimbus cloud, which pilots refer to as a cu-nim, updrafts are now joined by the precipitationinduced downdrafts. Both entrained air and evaporative cooling strengthen these downdrafts. Lightning occurs soon after precipitation falls within the cloud.10 Studies in Montana show the average cloud-to-ground lightning highest in the presence of a cu-nim with moderate to heavy rainfall.11 Precipitation from a mature cumulonimbus can entrain literally tons of air, significantly accelerating the rain or hail velocities. The descending air, called a microburst, splatters upon contact with the ground and spreads downwind. The

Figure 2: The three stages of a thunderstorm9 July 2006: Hang Gliding & Paragliding – w w w.ushga.org

1000 feet below the base and use the lift to fly as fast as possible away from the developing cloud. If a pilot does get caught in this powerful updraft, there is an increased danger of hypoxia and hypothermia. Hypoxia, in which a lowering of oxygen in the bloodstream causes impaired thought and Figure 3: Diagram of a thunderstorm gust front12 function, can lead to unconsciousness and death. Crossleading edge of this cold, dense wind is called a gust front, often made visible by country aviators generally fly with an a wall of dirt lifted on its impact. A gust oxygen system to mitigate such risk. The onset of hypothermia can be front mimics a cold front, creating turbulent lift, clouds and shear turbulence rapid. As the pilot rises with air that is as it wedges under the warm air ahead of being cooled at the moist adiabatic rate, her body temperature is lowered. If the it (Figure 3). Eventually the downdrafts within duration of the ascent is long or the air is a cloud will strangle the updrafts, cut- cold enough, she will begin involuntarily ting off the cloud’s source of low-level convulsing, and could potentially freeze moisture and latent heat energy. During to death. Flyers in the Albuquerque, New this dissipation stage, precipitation and Mexico, region tell of the hang glider downdrafts weaken and cease. The great- pilot who disappeared into a cu-nim over est danger for the aviator has passed, and launch. A farmer found him the followshe may now experience sinking air of a ing day, “covered in rime ice and dead as a doornail.”14 much smoother texture. Unlike the land-bound populace, who Another hazard near base is the swift can mitigate danger by seeking shelter onset of precipitation. The sudden colwhen a thunderstorm hits, a pilot in the air lapse of an updraft can send precipitation is left to deal with several life-threatening down in a torrent. Rain, snow, virga and aspects of the storm. These include graupel showers severely impair visibility “cloud suck,” turbulence, precipitation, and can cause icing problems on the craft. lightning, microbursts and gust fronts. Hail can damage the craft and injure the The term cloud suck describes the pilot. Some of the worst downdrafts are tremendous updrafts experienced by an in a region of virga, where the evaporaaviator within the vicinity of the base tion process makes the air even heavier of a vertically growing cumulus. Even before the mature stage, updrafts can be greater than 100 miles per hour,13 sucking any non-motorized craft right up into the cloud. Once in a cloud, the pilot can suffer vertigo, a severe disorientation. Lacking instrumentation and visibility, she has no way to discern direction; a magnetic compass is rendered useless by turbulence, and GPS readings have often failed within the thick cloud walls. High forces from these uncoordinated controls can break the aircraft like a toothpick. The “sucking” effect begins at a distance below the cloud relatively proportional to the strength of the updraft. If I’ve made enough mistakes to find myself under a cu-nim, my personal rule of thumb is to maintain a distance of at least 16

and cooler. On a recent hang gliding fl ight in the King Mountain range of Idaho, I was flying beneath a building, dark cloud in order to stay on course (unwise). I suddenly smelled rain, and was immediately pelted by quarter-sized hail and a gush of rain. My sunglasses became safety goggles, as the wind-whipped ice flew onto my face. The patch of blue sky I had been aiming for had disappeared, along with everything else, and I was forced to turn around. Fortunately my high-speed exit quickly dried my wing, maintaining its performance. Strong winds including microbursts are considered the greatest and most probable risk to aviators. Downdrafts can be up to 50% stronger than updrafts and can occur anywhere under the cloud.15 Well below the prevalent danger at cloudbase, a pilot can encounter severe turbulence due to sharply changing wind speed or direction, known as wind shear. Salt Lake pilot Val Stephens was flying over Lone Peak when a thunderstorm developed and expanded over the mountains within minutes. The sky took on a green hue, and a funnel cloud developed a few miles away. Fighting virga and strong winds, Val struggled out to the valley and hovered down to safety. Closer to the ground, microbursts and gust fronts can render a craft uncontrollable. Because the air spreads out immediately upon hitting the ground, there is no cushioning effect for the craft, and it will slam into the ground. Gust fronts

Figure 4: The hazards to aircraft of a microburst

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shift winds up to 180 degrees and accelerate them vigorously amidst high turbulence (Figure 4). On the same King Mountain fl ight mentioned above, shortly after escaping the aforementioned storm cell, a former teammate was caught in a microburst and was smashed into the ground. Locating the body the next day, the coroner estimated his impact speed between 80 and 90 mph. The hazard from lightning is most prominent to the pilot on launch, or one preparing to land or in the landing field. Local lightning strikes have been strongly correlated to terrain profi le.17 Exposed ridges and summits are dangerous locales due to the buildup of charge and the usual preferred path of lightning to the nearest high point. Many hang glider launches in the Rockies happen to be in such areas (Figure 5). Cases of non-motorized aviators being struck while in fl ight are rare, since the aircraft must be directly in the line of the strike, and it is unlikely that the craft will hold enough charge to attract a strike. If there is lightning in the vicinity, the pilot may feel electric currents from light twinges to painful shocks, but these are not dangerous nor do they indicate the pilot is likely to be struck.18 Tony Barton, a U.S. World Hang Gliding Team pilot, was flying near a thunderstorm in Arizona when he spotted lightning. While rapidly descending

to set up a landing approach, his aluminum control frame suddenly shocked him. Fearing he would be severely injured upon making contact with the ground, he unhooked from the craft while still on final approach, and jumped out of the glider, falling the last 10 feet to the ground. Luckily he was uninjured. To the uninitiated, it may seem as though one could simply fly away from the cloud and be done with it. However, one characteristic of an air-mass thunderstorm fueled by monsoonal moisture is its sudden expansion in any direction. A pilot may be miles away from the developing cumulonimbus at one moment, and then within minutes caught within its confines. Downwind of the cloud one can encounter microbursts; upwind, rain and lightning; sideways expansion is just as swift. Figure 6 shows a thunderstorm in the vicinity of launch. During my King fl ight, my intent when flying directly away from the virga line was to aim crosswind to the west, toward the middle of Figure 6: Clearer skies above this Paradox, Colorado, launch tempt a pilot to fly near

Photo by the author.

Photo: C. Tipton

Figure 5: The author waits for the competition window to open on the Blue Mountain launch, Dinosaur, Colorado.

the valley. While doing so I spied a gust front line marked by a wall of dirt hundreds of feet in the air, spreading across most of the valley floor. As a thunderstorm will tend to suck air into itself from all directions, creating headwind outside the storm line, my only option was to turn south to out-fly the cell downwind and attempt to land quickly in the headwind before the gust front hit. Flying close to base, I could see the edge of the cloud ahead of me. I pulled in the control bar of my glider to lower the nose and achieve maximum air speed. At 50 mph I was barely advancing on the edge. Sudden drops of virga, which I had to circumnavigate, obliterated each clear patch of air for which I headed. After a 20-minute period that felt like 20 hours, I reached the edge, and hit the headwind. I spiraled down as tight as my glider would turn, landing just in time to flatten it to the ground and dive into a ditch to avoid the lightning. Veteran cross-country hang glider pilot Steve Rathbun has been flying in the Rocky Mountains for more than 20 years, logging several thousand hours and dozens of 100-mile-plus fl ights. I recently interviewed him about his experiences flying in thunderstorms during the Southwest Monsoon. Many of his memorable accounts originate from southern Utah adventures in July. Steve first commented on the difference in Utah flying conditions before and after the onset of the monsoon. He notes that drier air and a high cloudbase, frequently 18,000 to 20,000 feet above sea level (MSL), often characterize the

the thunderstorm.

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conditions in June, while the influx of moisture in July results in a lowered base and nearly constant threat of OD. Steve, like many aviators, has lowered expectations for cross-country fl ight during the monsoon, as there is likely to be a storm cell somewhere on course, which can cover the sky in minutes. Flying must be done earlier in the day or postponed until a drier day. No matter what type of non-motorized craft one attempts to fly during a thunderstorm, awareness and timing are key elements in survival. The pilot must recognize when the atmosphere is ripe for overdevelopment, when the cumulus cloud begins to develop into a cu-nim, and when it is imperative to land. Of the three standard glider types, sailplane, hang glider and paraglider, a sailplane can best handle many of the storm’s effects due to its enclosed canopy and superior performance, but even these crafts have been readily decimated by turbulence, shear and microbursts. Steve recalls a cross-country fl ight in

June of 1984, originating in Cedar City, Utah. The sky had the same appearance as the previous day, which had overdeveloped into a large thunderstorm over the range. Cumulus clouds were building fast by 11 a.m., with a low base of about 11,000 feet MSL, typical of the monsoon pattern. Deep into the mountains, over the higher terrain to the east, cu-nims were already forming with black bases, but the sky was only partly cloudy to the west and north. He rapidly set up his glider and launched, immediately found lift and ascended several thousand feet. Within 30 minutes, precipitation began over the mountains, virga developed to the north and a stiff wind picked up from the south. Steve flew out to a nearby landing field to try to land, but as the field was in direct sunlight, the thermic, buoyant air prevented his descent. With escape routes cut off in each direction, he managed to find an area of heavy sink and quickly cored it down while being blown across the ground from a strong southwest flow. He radioed a request for surface wind direction from his ground crew, and heard a delayed reply indicating a strong northeast, gusting from 5 to 25 mph, nearly 180 degrees from his current readings. Streamers placed in the field by his crew were pointing in every direction. Nearing the ground, Steve encountered severe turbulence. He felt “rocked” by a gust, became momentarily weightless and then was forced into a dive. Seconds later the nose of the glider was snapped upward, nearly

stalling the craft. Regaining control, he set up an approach for a northeast wind and was hovering down to the ground when a violent gust blasted him from behind. It shot him across the ground before pounding him into the dirt, fl ipping the glider over and breaking much of his tubing, and left him splayed upsidedown on the undersurface of the sail. He was uninjured. On another July fl ight from this same launch, the circumstances were quite different. During Steve’s fl ight, an easterly wind developed from the precipitationinduced downdrafts of the cumulonimbus behind launch. He rode the tailwind far to the west, while looking back to see immense plumes of dirt forming rooster tail designs at the mouth of each canyon. Sighting a dust devil, a vertically rotating column of air indicating strong lift, at the edge of the air mass, he dove toward it. He entered the whirling vortex at an altitude high above its ground source, ascending at a rate of more than 2000 feet per minute, toward cloudbase. The cold air descending from the thunderstorm had created a wedge under the heated valley air, lifting it high into the atmosphere. At the top of our legal airspace but still well below cloudbase, Steve chose to exit the lift and race under the cloud street into the headwind. Finding saner conditions away from the cell, he remained aloft for several hours, finally landing in gusty northwest winds nearly 85 miles from launch. There exist countless tales of such encounters with monsoonal thunderstorms, with widely varying outcomes. As with many weather-related sports, such as hiking, backcountry ski touring and even golfing, there are hazards involved. Understanding the nature of these thunderstorms greatly aids aviators in assessing the risk of each adventure. The predictable nature of the Southwest Monsoon, coupled with today’s ubiquitous outlets of weather information, computer models and forecasts, allow one to plan ahead and mitigate its dangers. Lisa Verzella has been flying hang gliders for about 15 years, and is a former member of the U.S. Women’s World Team.

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Notes and References: 1 Whiteman, 2000 2 Douglas et al., 1993 3 Castro et al., 2001 4 Xu et al., 2004 5 Whiteman, 2000 (adapted from Stensrud et al., 1995) 6 Whiteman, 2000 7 Barry, 1981 8 Wood, 1999 9 Danielson et al., 2003 10 Wood, 1999 11 Barry, 1981 (after Fuquay, 1980) 12 Pagen, 1992 13 Ibid. 14 author’s conversations with Albuquerque pilots; all further examples are author’s ﬁrst-hand knowledge 15 Pagen, 1992 16 Wood, 1999 (drawing by Hale et al., 1999) 17 Barry, 1981 18 Pagen, 1992

Danielson, E. W., Levin, J., and Abrams, E., 2003. Meteorology, 2nd ed. McGraw-Hill, Boston, 319-21. Douglas, Maddox, Howard, and Reyes, 1993. The Mexican Monsoon. J. of Climate, 6 (no.8): 1665-1677. Pagen, D., 1992. Understanding the Sky. Pagen Books, Pennsylvania, 238-52. Whiteman, C. D., 2000. Mountain Meteorology. Oxford University Press, New York, 107-16, 197, 333. Wood, R. ed., 1999. The Weather Almanac, 10th ed. Gale Group, Michigan, 89-95. Xu, Gao, Shuttleworth, Sorooshian, and Small, 2004. Model climatology of the North American Monsoon onset period during 1980-2001. J. of Climate, 17 (no.20): 3892-3906.

Photo: Jake Kilfoyle

References: Barry, R. G., 1981. Mountain Weather and Climate. Methuen, London, 288-9.

Castro, McKee, and Pielke, 2001. The relationship of the North American Monsoon to tropical and North Paciﬁc Sea surface temperatures as revealed by observational analysis. J. of Climate, 14 (no. 24): 4449-4473.

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Paraglider Launching Techniques By David Jebb, davidj@ﬂytorrey.com Photos by Bill Armstrong

liftoff only if the glider is at apex (di- • Get the wing centered overhead: rectly overhead). If the glider is behind “Fully loaded and perfectly overhead” or forward of the apex/straight-up posicreates the most deflation-resistant tion, liftoff will be temporary at best or configuration for a paraglider. If you will not occur at all. While airspeed is leap off the bluff with the glider behind an important factor in liftoff, a smooth you or in front of you, your chances of liftoff will not take place unless the glider sustaining a deflation are increased. is perfectly centered overhead. The primary reason for takeoff acci- The Implementation: David Jebb dents is glider deflations. A significant Once the glider is inflated, from either Statistics reveal that approximately launch deflation close to the ground will the forward or reverse inflation, increase 40% of fl ight accidents occur during the often result in the pilot rotating into the the forward speed gradually. It is importakeoff phase of flying. I believe that this bluff, or stalling one side of the glider, tant to lean into the harness. Standing extraordinarily high accident factor can causing a reverse rotation to the ground. upright and bending forward at the hips be significantly reduced by proper train- Deflations occur more easily if the glider is the least effective way to load your ing and developing perfect launching is forward or behind the apex (not cen- wing. In other words if you bend forward methods. If you follow some of these sug- tered overhead) on takeoff. at 90 degrees and start running, every Many takeoffs involve launching in time you hit lift or a gust, your body will gestions, you will minimize your chances turbulent or thermic air, and the glider tend to straighten upright, causing you of having a launch accident. The paraglider takeoff should mirror is most vulnerable to deflations when to lose constant loading and decreasing an aircraft takeoff. All too often we watch not fully loaded and directly overhead. your ability to maintain a constant runparaglider pilots doing “jackrabbit” or Therefore the two most critical factors to ning speed. The best method is to gradu“hopping” launches. Imagine yourself in a a safe liftoff are having the glider fully ally lean forward to 45 degrees during the commercial jet rolling down the runway, loaded and having it directly overhead. liftoff. In this position the loading on the hopping and skipping over the ground on Understanding this principle is the key wing remains constant, thereby making takeoff. There’s no question that this type to minimizing your takeoff risks. it easier to create airspeed and liftoff. of takeoff would put most passengers in There are several styles to effect this takeoff technique, sometimes called the a state of panic! Yet we witness jackrab- The Tools: bit hopping launches daily at many of our • Launch directly into the wind: Pilots “torpedo” launch. First, in Figures 1 and local sites and think nothing of it. will often run off launch not directly 2, notice that the pilot is not bent at the into the wind, allowing the wing to hips, but rather his body is in a straight The Concept: be pulled off launch instead of being line leaning forward. Hand placement What we have to understand is that flown off launch directly into the wind. can be to the rear and raised behind the liftoff is a function of airspeed and/or This demonstrates a lack of control and pilot (Figure 1), or raised in a forward position held about chest high. (Some lift over the canopy’s surface. All aircraft inadequate piloting skill. have to reach a predetermined airspeed • Accelerate gradually: We frequently pilots are unable, due to prior injuries before liftoff can occur. Pulling the airobserve pilots taking off running craft yoke back before reaching critical once the glider is overhead. Going airspeed will result in a temporary liftfrom zero miles per hour to 10 miles off for a powered plane, but without the per hour in three steps will inevitaproper airspeed the aircraft will drop bly place the glider behind the apex. back to the ground. This clearly illusPilots must learn to accelerate in such trates that liftoff is a function of airspeed a manner that the glider is always diand/or lift over the glider’s surface and rectly overhead. • Fully load the wing: As airflow and lift not brakes. To elaborate on the lift factor: We all increase, so should loading. Additional understand that a paraglider can lift off loading causes the glider to move faster without any forward running speed. This through the air. (Remember that critiis accomplished by simply moving into cal airspeed is necessary to create liftoff the rising airflow that is normally found if you are not in the lift band.) Also, a near the bluff ’s edge. However, moving fully loaded glider is more resistant to one’s glider into the rising air will cause deflation. Figure 1: “Torpedo” launch, hands back

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understand that liftoff is a function of or inflexibility, to raise their arms from proper apex, loading and airspeed/lift the rear position; therefore the hands-up over the canopy surface. position will more easily work for them – Figure 2.) The head should be held up, • Avoid distractions. Your fi rst focus and primary responsibility is to climb out looking forward and not downward at and get as far away from the ground as the ground. In most cases the belly harpossible. Additional ground clearance ness buckle will be shoved squarely into assures more time to work out probyour sternum and while it may create dislems, should any occur. After liftoff, comfort, this is the proper position. continue going straight out as long as you’re climbing. Once you start to level out you have established the outer edge of the lift band as well as gained the maximum ground clearance. • Ideally, you’ll either get into your harness before or right after liftoff. However, if you don’t slip into your harness easily immediately after liftoff, don’t worry about it. Again, your first responsibility is to climb out and obtain ground clearance. If you are still not in your harness after leveling out, turn back into the lift zone and, once safe, get into your harness. • Getting into your harness should Figure 2:“Torpedo” launch hands/arms up happen almost effortlessly. Remember to avoid rocking and swinging back and forth trying to get seated; this will Takeoff tips: create unequal loading on your wing. • In the reverse inflation, once the glider Don’t let go of your brakes in an atis stabilized overhead in the apex potempt to push yourself into your harsition, start moving slowly backwards ness (see Figure 3). You can use your into the wind. Too often the pilot biceps or forearms pressed against stands stationary in the reverse posiyour risers during the launch to press tion and as he turns to face into the your backside firmly against your harwind he inadvertently takes a step or ness (Figure 4). As long as you stay two backwards causing the wing to bent at the knees, leaning forward and drop slightly behind the apex. Moving have enough airspeed to create a perbackwards into the wind while turnfect liftoff, getting seated will elimiing creates one continuous forward nate one major distraction. But again, movement. “Once a body is in motion it tends to remain in motion,” according to Isaac Newton. • It is difficult to develop enough airflow over the wing if you are using brakes excessively. Learn to utilize shoulder and body input to make minor corrections on your wing while moving into the wind. It is important to move under the wing and not away from it; keep your body centered under the wing at all times during the takeoff. • Brake pressure should be slight, so that the pilot can feel the wing. Brake pressure will lessen as airspeed and loading increase. All too often, pilots assume that liftoff is a function of Figure 3: If you need to push yourself into your brake usage; however, you should now

this should not be attempted until one has mastered a perfect takeoﬀ. If you are not able to initiate a perfect liftoﬀ, then do not attempt to get seated until you have cleared the ridge. Many pilots utilize a double-step speed system to assist them in getting into their harness.

Figure 4: Bicep push to get seated into your harness prior to liftoff

The above launch training doesn’t have to be conducted at launch, but can be practiced on level or slightly sloped ground. So often we discuss ground handling only in the context of inflations and kiting. Turning smoothly and simulating running off launch with the wing centered overhead and fully loaded can also be practiced in the kiting field. Remember that any time you are able to fly off the ridge prior to stepping into the lift zone, you have put your glider into its most deflation-resistant mode. Liftoff occurs when the glider is directly overhead, is fully loaded and has reached proper airspeed. In my opinion the third and most important aspect of ground handling (inflations and kiting being the first two) is launching, yet in most instances this is the least emphasized aspect in groundhandling training. Simply stepping into an updraft and becoming airborne is not a launch “technique.” My own experience in refining launch techniques has ensured more solid, safer, deflationresistant launches even in the most radical conditions. See you in the sky!

harness, put both brakes in one hand.

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Two Perspectives On a Mid-Air Collision By Joe Gregor

In this month’s accident review column, two pilots relate in their own words how their two gliders briefly came to occupy the same space at the same time. It is a story that illustrates just how small the sky can become when times are exceptionally good…or exceptionally bad. It is a story in which many of us have narrowly avoided being participants – when scratching on a ridge on a marginal day, when circling in a large gaggle during a contest, or when converging on the LZ as conditions shut down. It is a story that begins, as many do, with great expectations for the day, and that ends with the realization that we all should appreciate how lucky we really are just to be alive. For our first pilot, “…Saturday had been a bust as to fl ight time. The wind gods chose not to cooperate. Sundays I had allotted to domestic time, not wanting to be one more victim of AIDS – you know, aviation-induced divorce syndrome. But this Sunday was different. I had made an agreement with my wife that I would cut the day short and take her to a movie. She was agreeable, knowing that fl ight time is critical to my mental health, and after a frustrating Saturday the winds on Sunday were on at Torrey Pines.” Our second pilot noted that “…On January 15, 2006, the winds at Torrey were great – 15 mph from the west-northwest, cumulus clouds, sunshine, and the company of many friends of the flying community. I’ve always enjoyed flying along the cliffs of La Jolla and have been doing it since 1989.” When our first pilot “…arrived at Torrey the skies were full of paragliders and hang gliders. I felt lucky to find a tie-down open to set up my Sport 2. Hustling with my early deadline in mind, I assembled my glider and launched for my first fl ight of the day. After 45 minutes or so aloft I headed back to the LZ for some camaraderie time. After I tied my glider down, Steve, the local tandem

pilot and hang/para repair/tune guru, approached me and asked if he could take a fl ight on my glider. Indebted to him for all the favors and great advice he’s provided over the years, I gladly encouraged him to take a fl ight. He flew for about 20 minutes and on his return he remarked as to how crowded the skies were that day. I paid too little attention to his remark. “Soon after Stack returned my glider I decided I’d better get aloft again. The conditions were ideal and my early deadline was approaching. After another hour or so of fl ight time, I glanced at my watch and realized it was getting to be time to land and pack up for home. It was another fabulous January day at Torrey with strong lift from a brisk onshore breeze.”

Cadillac did the same. I avoided sudden death by going off the road altogether down into a gully, figuring he wouldn’t take his fancy car there. In this case I decided to let the oncoming glider choose, continuing to fly straight and level and hoping he would choose wisely. He pushed out and climbed over me, evading collision by less than a few feet. There was no time to relax when I saw a second glider approaching from the same direction, again on a collision course. Sticking with what had so far been a winning solution I stayed on course as he dove to go under me.”

“…All of a sudden a glider came into my vision above me and to my right. I was surprised to see a glider above me and Meanwhile our second pilot was flying between the ridge and me because I was on the ridge adjacent to another top- heading north and was lower (rules 8 and less glider. “After flying north to Torrey 18). I usually fly very conservative and am Pines Reserve, then flying south to the always looking around for traffic, but it is pier, I was heading back to the gliderport. easy to miss a glider when it is above you, I was flying a few hundred feet above the and to your right where [you would not ridge top at just over best glide on my expect a glider soaring the ridge to be]. Litespeed S. Torrey can be quite busy on He was only about 30 feet away when I a good weekend, so I was cautious of traf- tried to dive to get under him. It looked fic. Heading north along the west-facing like he tried to dive also.” ridge, I had to pass a slower glider that was to my left. I wanted to make sure “He almost made it but there was a if he turned away from the ridge that I loud whack and instantly I felt pain in would be clear.* I maintained a straight- my left foot. It turns out the noise wasn’t ahead course line…” his leading edge hitting my foot but his crossbar impacting the downtube/baseOur first pilot realized that “…getting tube junction of my glider. I grabbed the down in the lift band would be a chore handle of my parachute but quickly realso I took a westward heading towards ized the jarring impact hadn’t comprothe ocean where the air would be more mised my glider. It continued on course tolerant of a circling descent to approach with no sign of altered fl ight. I leaned out altitude. I had just leveled out heading to see if the side wire seemed OK and it west when out of the corner of my eye I was. Then I turned to look back at the saw a rapidly approaching topless glider glider that had hit me, hoping the pilot coming from my left on a direct collision still had control. There was a gaping tear course. My options were to dive or push in his top surface but he hadn’t thrown out to see if I could avoid him. A driving his chute and he seemed to have good experience from my college days, when control.” I found myself locked in a passing lane and rapidly closing with an oncoming “I didn’t quite make it under him and Cadillac, made me decide to do neither. his control frame hit the top of my glider In the driving experience I had moved on my right wing. He hit me at about a to the shoulder just as the oncoming 30-degree angle from my right. After July 2006: Hang Gliding & Paragliding – w w w.ushga.org

the impact I fi rst realized that I was not damaged physically, and then I realized that I was in a spin. I assumed the glider was broken and began to pull my parachute out of the harness when the glider started to fly again. Another instant of recognition and I realized I could control the glider. I didn’t pull my parachute and went immediately to the landing zone. I had to lose a small amount of altitude by making two to three turns, but was able to come in for a safe toplanding. I was glad to be alive. Upon inspection of my glider, I saw the sail was ripped and the carbon-fiber crossbar was broken on the right side. The middle of the right crossbar was broken at an angle of approximately 30 degrees, and fiber strands were all that held it together.”

ed or had an aluminum crossbar. Carbon ﬁber’s tenacity earned a great deal of respect from me that day. “When I was in training for my pilot’s license my instructor often repeated the phrase, ‘Keep rubbernecking.’ He wanted me constantly looking out for other aircraft. It’s a lesson I’ve never forgotten, but I must admit that I can remember times when I’ve focused on some object on the ground or watched another glider’s landing approach for longer than I should have. “The one lesson I did learn is never to assume another pilot sees you. If you have time, always take evasive action if you think there is even the slightest possibility of a collision, because he may not be looking your way. Another lesson might be to pay regular homage to your guardian angel. Ours were working overtime that day.”

gliding safer. If you choose to not follow right-of-way rules, you put yourself at a greater risk because others are less likely to see you. (2) Never assume that pilots will follow the rules, and when you think you’re looking everywhere, look even harder. You never know when someone will be where [you least expect them to be].”

What lessons have you learned from this true-life tale? What would you have done if faced with a similar situation? What could you have done to avoid being faced with a similar situation? For me this story brings home the point that on some days the sky can be very, very big; other days the sky can be very, very small. In areas subject to extreme congestion, rules are often devised The first pilot concludes, “Needless to to help regularize and make predictable say I feel extremely lucky to have escaped the flow of traffic. This is one reason why this incident with just a bruised foot and we have traffic patterns for landing in no injury to the other pilot. I hate to “The lessons I learned as I see them the LZ, rules of the ridge for soaring in think how things could have been differ- are: (1) Follow the site rules because they the mountains, and turn direction/rightent if the other glider had been kingpost- are there to make hang gliding and para- of-way rules for thermaling in gaggles.

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

These rules are designed to help increase the number of gliders that can safely utilize a scarce resource – clear airspace. However, rules are no substitute for using your eyes. Each and every pilot is responsible for clearing the airspace they are about to occupy, and for avoiding any confl ict that may arise, regardless of any right-of-way rules that may be in place. Likewise, it is an article of faith among those who have flown professionally that any decision, even a wrong decision, is better than no decision at all. No pilot should ever abdicate their responsibility to actively fly the glider at all times, and to take whatever action seems possible to avoid an in-fl ight collision, be it with another aircraft, an inconvenient structure, or the ground itself. Pilots are encouraged to follow the agreed-upon rules that are in place for any site they fly. These rules are not arbitrary; they are designed to permit everyone to share the sky safely. But pilots should not stop there, lest they find themselves really and truly stopping – quite

Clear, clear, and then clear again. Fly with your head on a swivel. This is the solemn obligation of every VFR pilot, no matter how or

*This description of position (pg.26) is not clear to me – could the reporting pilot have meant to say that the slower glider was on his right (between him and the ridge)? Accident reporter Joe Gregor was unable to obtain a clariﬁcation before we went to press, so the quote stands as written.

where or what they are flying. abruptly – while still well above ground effect. Clear, clear, and then clear again. Fly with your head on a swivel. This is the solemn obligation of every VFR pilot, no matter how or where or what they are flying. Maintain situational awareness with each and every nearby glider; know where they are, and where they are going, at all times. Consider giving wider berth to those pilots whose skills and habits you are unfamiliar with. If you discover that a glider has just dropped from your awareness, be afraid – be very, very afraid, because that’s likely to be the one that gets you. Fly defensively. Fly safe.

Safety Tips Don’t ignore or block out a fear until you’ve carefully analyzed the situation. Then, weigh the advantages of doing it or not. If the reward-to-risk ratio isn’t high, I suggest not doing it. – Kari Castle

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View From the Other Side

View of Ararat from Armenia

It was the summer of 2003, and after flying paragliders for four years I still had not made any progress towards a lifetime goal of flying off a big mountain. That was until catching my first glimpses of Mt. Ararat, on my first day as a Peace Corps volunteer in Armenia. Despite meeting plenty of new people and having my senses assaulted from a new culture that June morning, I spent a lot of time gazing at the mountain that was just 30 miles over the border. It was that morning that I decided I would fly my paraglider from the summit. Mt. Ararat and its smaller brother rise 5165m (16,941’) and 3925 m (12,874’) above sea level. A historic place, Mt. Ararat is the fabled resting place of Noah’s ark. Hayk, a descendant of Noah, founded the Armenian culture and Armenia became the fi rst country to adopt Christianity as its official religion, in 301 AD. Although the mountain was lost to Turkey in the early 20th century, the mountain is still a fundamental part of the Armenian culture. Almost every Armenian house has a painting of Ararat on display and I later discovered that proud Turks also display similar paintings of the mountain.

Despite a closed border with Turkey Corps volunteer) and Renee Richer, a biand no flying partner, seeing the moun- ologist. Renee and I would fly while John tain every time I traveled to the capital was content to stay on terra firma. We tried to arrange all the necessary was enough to keep my dream alive. Little information was available about forms and visas via Internet. We hired a flying from Ararat but I learned that at driver who would take the three of us and least two other pilots had been success- all of our gear from Armenia through ful a few years ago. As part of the trip Georgia and Turkey to Dogabyazit, the preparation I acquired an alpine harness town from where we would start the and lightweight reserve from Lars Linde climb. The roads were awful and I was of East Coast Paragliding. The small size sure our little car would break at the of the harness and reserve would allow seams under the load. Every hour or so me to climb the mountain with room for we had to fi x the roof rack that buckled the required mountaineering gear. It also allowed me to fly many new sites, most of them being hike-to-fly, over the next two years while I was living in Armenia. A date was set for late August 2005 for the most reliable weather and slightest storm threat. We were a group of three: myself, John Tease (another Peace View of Ararat from Dogubyazit

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

Photo: Dan Retz

By Dan Retz

Renee, John and Burhan with local shepherds resting at Camp One

Photo: Dan Retz

John and Burhan leaving Camp Two for the summit

and water. Burhan went way beyond the call of duty as a guide and offered to carry my glider, saying that I would never make it in the weak condition that I was in due to the stomach bug. I reluctantly agreed, knowing he was right. John later told me that he had seen dead people with more color than I had. I knew I could make it, however, and continued climbing despite some protest from the rest of our small team. The night was clear, giving a fantastic view of the stars and indicating the weather would be OK for flying. The route to the top followed a small twisting path with a combination of packed gravel terrain as well as lots of boulder hopping. As the sun finally came up, we reached the glacier with about 200 meters of vertical left. At that point we were all fairly knackered but anxious to summit. The surface of the glacier was soft that morning so we didn’t need our crampons or ice axes. The summit was clear of rocks and obstacles, other than a flag, providing an ideal launch site. Clouds blocked our view to the east towards Armenia, but thankfully our fl ight path toward the west was clear.

Photo: John Tease

Photo: Dan Retz

service and, after drinking four obligatory cups of tea, we learned he did not yet have our permit for ﬂying from the summit. That night at dinner, a chance connection introduced us to Metin, a local tour operator who spoke perfect English (which is rare in eastern Turkey). A few phone calls later Metin had managed to arrange all the required permits for us to climb with his company. The next morning we were introduced to his Overloaded taxi bringing us to the bus station cousin, Burhan, who would be our guide, and twisted as it precariously held our and we all went shopping for food tohiking bags and gliders on the roof of the gether. We met our porters at an elevation early ‘80s Russian-built car. Our driver of 2000 meters where our gear, gliders, had stopped at the church and prayed tents, cooking gear and lots of food were for a safe journey as we waited in the car loaded onto two horses that would go early in the morning. I wish I had said a as far as Camp Two. A young boy came along with us to lead the horses, wearprayer, too… Passing the Georgian border was easy ing worn-out ﬂat-soled dress shoes and and we arrived at the Turkish border bringing a few blankets to sleep on. We post making good time considering the felt quite guilty with our Gortex shells axle-breaking, pothole-ridden roads. A and titanium hiking poles… We reached Camp One, at 3100 meters, paperwork problem arose and our driver could not continue into Turkey, despite after a few hours and Burhan prepared our feeble attempts at bribery. Eager to a huge meal of chicken and other tasty get to our departure point, we hired a things. We arrived at Camp Two (4200 Turkish taxi driver to take us the rest of meters) around 1:00 p.m. I had developed some serious stomach problems since the the way. Contrary to safety warnings about night before, and I spent the rest of the Kurdish separatists who want to establish day in the tent feeling like death itself their own state independent of Turkey, we while John, Renee and Burhan did an found that the Kurdish people of Eastern acclimatization hike to 4400 meters later Turkey really like Americans. Apparently on in the afternoon. The plan was to depart camp at 2:00 President Bush is viewed as a friend of the Kurds and almost every Kurd that a.m. for our summit bid, but we decided learned of our American citizenship to leave an hour early to accommodate shouted “Super America,” and the equiv- my frequent trips to hide behind large alent of “long live Bush.” Needless to say boulders on the way. We left the warmth it was nice to meet some foreigners that of our tent and sleeping bags in the dark, lugging our gliders, crampons, ice axes, actually like our commander-in-chief. The next morning we met our guide and some warm clothes as well as food

Trail to Camp Two July 2006: Hang Gliding & Paragliding – w w w.ushga.org

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

Photo: John Tease

Burhan holding Renee’s wing

Dan buzzing other climbers on their way to summit

Photo: Dan Retz

Renee and the famous Turkish ice-cream

tural field and been rescued by a villager on a white horse who brought her back to the main road. Within an hour of our pickup we had showered and were asleep in the hotel room. My thoughts alternated between, “Wow, we did it!” and “Ah, poor John, I can’t believe he has to walk down.” We finally met up with John after he’d spent almost the entire day getting back down the mountain. The next day, we relaxed in a hamam, a traditional Turkish steam bath complete with full body massage, for only $3. Another $2 at a local barbershop afforded me the closest shave I have ever had, thanks to the skill of a 14-year-old barber wielding a straight razor. As soon as we arrived back in Armenia, it seemed everyone wanted to hear about our trip. For me it was an interesting opportunity to talk about the Turks and explain how kind and helpful they were

Photo: John Tease

Photo: John Tease Photo: John Tease

making a few turns where I thought the prevailing wind might create some lift. I then followed our recent ascent trail and buzzed a large group of climbers about 30 minutes from the summit. The only thought going through my mind was, “Ha! You suckers have to walk down!” In addition to being blessed with good weather and favorable wind, we’d also had the summit to ourselves, making it more special. So, after staring at Mt. Ararat for Renee hooking in on take-off more than two years and dreaming about We had planned on heading south to flying off the summit, I was finally actuget away from the mountain, and then ally DOING it! The early morning fl ight was very back west towards Dogabyazit. Renee would be first to launch, and we quickly smooth, allowing me to fly with my donned our harnesses and laid out her hands in my pockets for most of the 55 wing. On her second attempt her wing minutes it took to descend to the valley. started sliding down the mountain, and Being so high above the valley, it was I was afraid Renee would get dragged difficult to appreciate the scale of the across and down a steep slope. In my landscape. What had looked like random slightly hypoxic state, I ran and dove into jagged blocks of rock from the ground and onto her wing, attempting to stop it. was really a stunning display of ancient I didn’t figure on also sliding down with volcanic activity, complete with lava the wing, but luckily I got it under con- flows and giant craters. A strong valley wind prevented us from trol quickly. Her third launch attempt went fine and Renee forward launched going all the way back to Dogabyazit, and flew off towards Iran at 7:00 a.m. I and we both landed near the dirt access got off about 15 minutes later with a run- road near the main highway. Upon landning reverse and very aggressive run. The ing I immediately started to strip off my altitude did not affect our launching as mountain clothes, as the temperature in much as I thought it might, but the thin the valley was at least 90°F. Less than an hour ago I was freezing on the summit, air was noticeable in my lungs. Completely ignoring our agreed-upon 3000 vertical meters away. Renee had landed in a large agriculfl ight plan, I tried to soar the summit,

Villagers

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

Photo: John Tease Photo: John Tease

The long trail back down

Dan Retz started flying in 1999 and has to us. After the Armenian genocide in 1915, where the Turks killed 1.5 mil- just returned from Peace Corps service in lion Armenians, most Armenians have Armenia. When not flying or rock climbing, been taught to hate anything Turkish. he is working as an engineer in the field of From an outsider’s point of view, I can renewable energy. Renee Richer learned to fly in 1998 in see that the two cultures have a lot more in common than just fantastic views New Hampshire, but most of her hours were of Mt. Ararat. Getting a chance to see racked up in southern Africa were she worked both sides of the mountain, literally and as a biologist. She is currently teaching the figuratively, reinforced the idea that the next generation of Armenian environmenbest way to fight cultural ignorance is to talists, flying as much as possible, and still travel to faraway places and experience staring at Mt. Ararat every day. John Tease is serving in the Peace Corps, the culture. Adding a paraglider to the travel experience just makes it that much and hopes to become a pilot before our next trip, which is to climb and fly from Mt. sweeter. I would highly recommend using Kilaminjaro. This article is dedicated to John’s daughter, Metin’s guide service. They are not a big slick commercial operation, but a small Allison “Allie” Noelle Tease, 1982 – 2006. group of locals with family connec- “She was kind and gentle and enjoyed nature tions. You can contact Metin EMLEK in all its forms.” at Metin_04@hotmail.com. Some information can be found at Metin’s Web site as well: www.araratsummit.blogspot .com. Renee flying July 2006: Hang Gliding & Paragliding – w w w.ushga.org

FLY: A Celebration 30 Years in the Making

By Jen Richards Historic photos courtesy LMFP

ing a 30-year anniversary and reunion extravaganza celebrating all of the instructors, students, pilots, and families who are now or have ever been a part of this amazing place. Everyone is invited! Did you party at Thor Hollow? Were you judged by the people in the America’s Cup Building? Did you have to shower in the one-holer behind the mobile home? Has Old Joe ever pissed you oﬀ on the volleyball court? Have you ever been at tree level at Stidman’s Gap? Do you dance to Uncle Lightning? Did you huﬀ your glider up the training hills endless times? Heck, even if you always used the pansy-mobile, you need to be here! Lookout Mountain has been a desIn the ‘70s, Lookout Mountain was tination for pilots for years – 30 years, owned by Larry Newman, Bill Bennett, to be exact. This October 25th to 29th, and Tracy Kanuss. There was a ramp Lookout Mountain Flight Park is host- and, well, a ramp. Larry says they came,

The new radial ramp will be ﬁnished in time for the celebration.

flew, landed in a farmer’s field, packed up and went home. Things have definitely changed over the years. Were you here for the America’s Cup when teams came to Lookout from all over the world (Australia, Brazil, Canada, France and Great Britain)? This was before we were even thinking about

The Eighth Wonder of the World under construction (May 2006)

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

flying cross-country – because the gliders were not capable of such feats. The whole course could be seen from the ground and hundreds of people showed up to watch who could stay in the air the longest. Was your team uniform a red shirt with cute little white shorts? How about the Great Race? Lookout Mountain has developed into a hang gliding resort – you know, a playground for grownups (and dogs and kids). Over the years the LZ has grown, the pool and volleyball court went in, and the condos went up. And most recently the new ramp has been built. The old concrete slab is a thing of the past. Come fly the new RADIAL ramp composed of steel and concrete. Yes, concrete again, but you can burn wood. (Or is that old wood ramp being burned by locals an old wives’ tale?) The new ramp (the Eighth Wonder of the World!) is an engineering marvel and is a must-fly for all foot-launch pilots. We have many things planned for the beautiful month of October. There will be an instructor reunion (we want you all to be here), friendly flying competitions, great awards and prizes, bands, parties, and good eats. There’s also plenty to do for the non-flying members of your group. And don’t forget your costume for the Halloween party. Here’s something you can do to be involved: Enter the T-shirt design or poster design contest. The winners’ designs will

be the official T-shirt and poster of the photos in this article, or to submit some reunion. Our esteemed panel of judges is of your favorite LMFP photos, go to looking for fresh, new ideas reflecting the www.FlyHomeToLookout.com. theme “Fly Home To Lookout.” Entries in camera-ready art form should be submitted to christina@christina-holmes .com or mailed to Lookout Mountain Flight Park, 7201 Scenic Highway, Rising Fawn, GA 30738. The deadline for the poster design is August 1. The deadline for the T-shirt design is August 15. If you can come to the anniversary party, please email us at ImThere@ FlyHometoLookout.com. Return to hang gliding and remember the pilots you flew with, the instructors who taught you and the people you played with – or come for the fi rst time and help us create the next 30 years. It is going to be a great time to Fly Home to Lookout! For more information about the

Calendar August 15th

T-Shirt Design Entries Due

August 1st

Poster Design Entries Due

October 25th– October 29th

FLY – The 30 Year Celebration

NOW

Confirm your attendance

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The Airborne Planet Expedition Volume 2

By Kris Coppieters, with translation assistance from Matt Gerdes, staﬀ writer

Introduction by Matt Gerdes There are ﬂying sites all over the world, in many exotic and faraway locations. However, the vast majority of pilots who travel do so with a speciﬁc and well-known destination in mind. Sometimes these destinations are so overrun with pilots that they can only be described as soulless and predictable. But predictability is an asset for busy modern pilots who are desperate to log as much airtime as possible on their seven-day vacation, and launching from a concrete pad in Mexico, surrounded by other white Europeans and North Americans, is not perceived as a negative. Indeed, it seems that most pilots are keen to turn their adventure sport into as little of an adventure as possible, in favor of racking up the miles and hours in their logbooks at thoroughly played-out “cross-country” sites. The Airborne Planet Expedition is a journey back to the roots of our great sport, which is and always should be an adventure sport. In this multi-part series, Kris and Aude

Costa Rica

travel around the planet with solo and tandem wings, finding thermals and cross-country routes in totally unknown flying areas and giving tandem fl ights to indigenous people who have never even seen a paraglider before. It is a true story of adventure, pure flying, and inspiring generosity. My hope is that you too will be inspired to break away from the “gringo path” and experience the pleasure of a true adventure fl ight. Imagine landing in a village you didn’t know existed, to be greeted by generous and enthusiastic local people who take you into their homes and help you to find your way to your next launch site. Imagine breaking away from launch and not knowing where the next house thermal will be, relying on your training and instincts, and progressing as a pilot and a person with every decision you make during your fl ight into the unknown. There are thermals everywhere on this great earth, people! Enjoy them!

We had some difficulty finding the launch site, which is in the garden of a By Kris Coppieters Swiss man who landed here ten years Photos courtesy Airborne Planet ago with his motorcycle and glider bag. Costa Rica is a Central American His house has an excellent deck, right destination far better known for surfing in front of the launch! We spent most of and kitesurfing than it is for paragliding, the next four days soaring above a stundue mainly to the abundance of wind and ning green river lagoon and a black beach, waves. The trade winds are often above cruising back and forth along the cliffs. 35 knots, which makes for less than ideal The locals are friendly, the coastal site is paragliding conditions. But after con- excellent, and we were feeling very weltacting some locals we met a Costa Rican come in Costa Rica. pilot who told us to check La Caldera on After the excellent flying in La the west coast. Caldera, we traveled north in good spir-

Flying until sunset on the west coast of Costa Rica

its and with high hopes for the flying at the Miravalles volcano. There, we met a very accommodating family of rangers. The surrounding hills looked like perfect terrain for good flying – fields and hillsides entirely grass-covered, excepting the very tops, which are covered in jungle. Overall, the views are stunning. The first day, Aude and I hiked up two different hills to check the conditions. We both found perfect launch sites, and I found something even more exciting: a puma! It was a scary encounter as I was all alone, but the cat slunk off quietly. On

Walking through the jungle up to a possible launch site. What’s that growling? July 2006: Hang Gliding & Paragliding – w w w.ushga.org

Astonishing view over the cloudy Paciﬁc from the center of Costa Rica

her solo mission, Aude met a jumping long-tailed thing that was about ﬁve feet long with the head of a chameleon. And no, we weren’t eating jungle mushrooms! Unfortunately, strong northerlies surprised us the next day, and the rangers told us that this wind normally persists

for about three days before calming down. We reexamined the topographic maps and deﬁned a route through Costa Rica. Our main objective became an Indian reserve in the south, home to the Ujarras Indians. This tribe doesn’t have the best or most friendly reputation, but

they happen to live in a lovely mountain range. A couple of days later we arrived at this mountain range that had looked so brilliant on the map. The mountains are lovely, as forecast, but also completely inaccessible! The only way in is by foot or by horse, and we had no horses. Aude spotted a likely launch site with birds circling above, and we decided to hoof it. The sweat poured from our bodies while we struggled upwards under a scalding sun. Now and then, I’d catch a whiﬀ of burning skin – our skin perhaps? Shortly afterward, our lives ﬂashed before our eyes when a half-naked native man with a big machete charged us on the trail. Up close he appeared even more threatening, with scars all over his body, only one eye and very few teeth, and he spoke an incomprehensible language that sounded more like a series of foul and wet eruptions from the deepest portion of his throat. Luckily, he didn’t harm us and we continued our hike. Aude’s premonition that this would

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launch site straight towards Aude! By the time I top landed, the two natives were only 50 yards from Aude, one with an axe and one with a machete. They stayed at a safe distance, and we were quite relieved to see their smiling faces. They seemed reluctant to come closer, and it was only after a second fl ight that we made contact. They inspected our glidKris flying near El Esetor ers with big eyes and be a good launch site proved to be cor- then invited us to their home. Amazing rect and I quickly got airborne, caught – in just half a day we’d found a site with a thermal and soon had a great view of great thermals and a new home for the the mountains and valleys beyond. This following week! beautiful fl ight reminded me of what a Life is not so easy in these mounthrill it is to find new paragliding sites tains, but the natives took great care of – until I saw two armed natives running us. In the morning we helped out with from a hut about one kilometer above the the tasks for living by milking the cows and picking green mangos. There was no electricity, but plenty of fresh water from the river and fantastic flying. We gave the whole family of eight tandem fl ights, and they loved it! Only the grandfather feared the sky. Since he married a woman of another tribe, he no longer has the protection of his tribe’s gods, which he deemed crucial to surviving a fl ight in our glider. At the end of the week we were faced with another difficult good-bye, but other mountains and other native families were

waiting for us, and the supposedly impossibly windy Costa Rica had turned into a paragliding paradise. In Platanillo, central Costa Rica, we first followed a difficult and faint trail through the jungle to a tiny open area on the top of a 1000-foot cliff. Somewhere in the bushes about half-way up, a creature with a threatening and deep growl seemed to follow us, but never came within view. The launch we found was very tight, and our gliders just fit between the trees. But after launching, the flying was wonderful. Gorgeous views and easy crosscountry flying brought us almost all the way to the sea and back, for a great XC fl ight of over 40km! The next day, instead of walking up through the beast-fi lled jungle, we tried an open field next to the road. We had to avoid some power lines, but after launching we turned the corner and cruised up to the huge cliffs again, this time climbing above the peaks in thermals instead of in our boots! At Palo Seco, on the northwest coast, we met another family of rangers. Palo Seco is an established flying site, with good thermals and cross-country options, but we realized that the unofficial jungle site we’d just come from was even better. Palo Seco is excellent, though, and we flew tandem with the village children from the summit of Palo Seco back to their homes in the valley. Our last week in Costa Rica was spent here, and we enjoyed the flying and the people immensely. Our advice for travelers in Costa Rica Stay off the gringo trail, and take care of your belongings; drug traffickers who lose their drugs, and thus their livelihood, to competing gangs, will look for alternative wealth inside your luggage. They rarely stray from the lucrative gringo trail. And beware of Costa Rican cows: Aude was assaulted by an angry cow after landing in the corner of its field! Never assume third-world domesticated animals are actually domesticated.

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

Intermediate Syndrome and Tall Grass

By Rodger Furey Artwork by Jim Tibbs, staﬀ artist

Your instructor warned you about the long grass, how it can reach up and grab your control frame in the blink of an eye. You dutifully nodded your head in acknowledgement like the rest of the class but you had your doubts, that little voice that wondered if he wasn’t exaggerating things a bit. Sure, it made sense that the long grass would wrap around your control frame if you plowed through it at high speed but come on, mister knowit-all instructor made it sound like just touching the grass would stop you in your tracks.

Flash forward a year or so. You’re a mountain pilot now, approaching an LZ. It’s late in the season and the local farmer hasn’t hayed his field yet. The grass has got to be waisthigh. You recall that long grass lecture by Yoda, the all-knowing. Pretend that the top of the grass is the ground. Flare hard. Yada, yada, yada. Smarty-pants never mentioned anything about tall grass in light and variable conditions, now did he? Your little voice warns you about the pitfalls of trying to run out a flare with a tailwind and your feet in the air – a major whack situation if ever there was one. What would be the harm if you let the control frame settle into the very top of the grass before you flared? You steal a glance at the source of your little voice. A miniature you clinging to your shoulder, but this time the little bugger is wearing a hood so you’re unable to tell if he has horns or a halo. You’ve been aware for a while that advice from the little horned one is always bad,

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regardless of how good it might sound, and apparently someone has noticed that you’ve noticed. Indecision at the worst of times. What are you going to do? You can almost hear the laughter of the omnipotent as they wager on the outcome of your predicament. Grass, so fragile you can snap it between your fingers. How could such a thing stop a glider cold? The unique flavor of dirt is an acquired taste, one that you’ve never fully appreciated, particularly when it is lodged between your teeth and jammed up your nose. Your ears are ringing and for a moment you think you can hear the sound of divine currency exchanging hands accompanied by snickering and the clap of a cosmic high-five or two. It was amazing how quickly the tips of the grass had wrapped around your control bar, how powerful the force that drove you into the ground. Apparently your instructor knew what he was talking about after all. Perhaps it would be wise to review some of the other things you were told that you didn’t quite believe at the time…

With Saline, Michigan as a backdrop, Norman Lesnow and friend share a tandem experience. Photo: Eric Muss-Barnes

The Scooter-Tow Clinics at Quest: It’s All About Size By Billy Vaughn Photos by Alan Sparks and John Matylonek

If you’re an average hang glider or paraglider pilot, you’re probably saying to yourself, “Not another article on scooter towing!” But here is another one, oﬀered with one important observation as an introduction: Our national membership is fading away. The number of hang glider pilots has dropped by over 30% in the last 12 years, and if it weren’t for the inclusion of hang gliding’s pliable brethren, the USHPA would be smaller still. While the causes of our continued demise are many and complex, we can’t aﬀord to do nothing. Bringing new people into the sport is key, and the USHPA has declared the goal of doubling our membership in the next 10 years. So what’s the connection with scooter towing – it’s been around for years, right? Enter Davis Straub, well-known

Steve’s basic workhorse, the 50cc scooter

writer of the Oz Report and staff writer for this magazine. He’s arguably one of the most well traveled pilots in our clan, and as such is uniquely situated to make informed observations about flying around the country. Having seen just about all the fl ight park operations in the U.S., he declared that Steve Wendt of BlueSky had the best instructional operation he’d seen, and he nominated Steve for Instructor of the Year last year. When the USHPA announced its membership goal, Davis asked Steve about setting up a series of scooter-tow clinics, with the mission of training already certified instructors in his well conceived towing methods. Davis got this ball rolling (think Sisyphus) with both the USHPA Executive Committee and the United States Hang Gliding Foundation, and after much give-and-take, the result was the first series of clinics of their kind at Quest Air in Florida. Scheduled for four days each, the clinics covered the basics of setting up and using a small scooter towing system to assist instructors with their own programs. And they were offered free of charge (thanks to joint funding by the USHPA and the USHGF) to any instructor who could make the trip to Florida. The first clinic had eight people signed up

Students launch from right next to the scooter operator, who can easily check for wings level and balanced before initiating the tow.

for it, and was scheduled to begin on a Wednesday afternoon, allowing time for folks to arrive, and for basic introductory presentations to be made before the first training fl ights in the calm evening air. The only problem was that nobody showed up on time. OK, it was 29 degrees that morning (a record!), and the wind was blowing 30, but still… Steve was all dressed up with nowhere to go. This indicates the only real problem with the clinics as they were set up: Because they were free, nobody felt they “had” to show up. Future clinics of this type may require a refundable deposit, and if Davis has anything to say about it, a stipend will be available to instructor-attendees to help offset travel expenses. The first thing Steve offered was his overall position on scooter towing: He’s adamant about saying that his way is NOT the only way (in fact, you could say Steve was cajoled into running these clinics). Rather, he offers his system as the way that works best for him. He certainly didn’t invent scooter towing, but his method has evolved through years of careful experimentation and refining. And what Steve has discovered is that towing first-day students is all about one thing: size. The genius of Steve’s method hinges on the combination of a small, low-powered 50cc scooter and the huge Wills Wing trainer, the 330-square-foot Condor. This package has the advantage of using supersmall tow forces, and can easily keep a first-time student five to seven feet in the air for the length of the course. Steve uses a turnaround pulley, so he’s next to his students when they launch (he can easily see if their wings are level and balanced), and he pulls them gently along the course to a pre-determined release point marked by a cone. The release/landing point is well short of the turnaround pulley, and for the newest students, the release is not even used – the winch operator simply backs off the throttle and sets the student down gently. Advancing students release the towline and fly to a landing

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ators were able to experience some subtle differences. A bit more throttle is needed at launch, and then less throttle once the glider is in the air. Again, all the instructors quickly mastered the differences. The challenges really begin when students are ready for more altitude, and graduate to the larger scooter (125cc). While still a “low powered” winch, it definitely requires more skill on the The 125cc scooter can tow students up from a conventional aerotow dolly. The turnaround pulley throttle to keep the student at a constant altitude of five to ten feet. And towing with this winch is not for the Condor or easily fly back to the takeoff point. The for first-day students. It’s just too easy to point of this exercise was to allow us to over-pull – like moving the student up operate the bigger winch in a bit of wind, the training hill too soon. Conservative, and practice with the new throttle. This baby steps are the key to keeping all this higher towing requires the use of an oversafe. By the time Steve’s students are and-under bridle system, and increased ready for higher altitudes, they have re- diligence on everyone’s part. More wind, peatedly demonstrated their ability to higher tow forces and a more complex control the glider in both pitch and roll, bridle are all opportunities to foul someThe v-bridle, attached to the harness and to the even instigating small roll movements thing up, and the focus on safety must keel and correcting them while on tow, safely remain clear. The most important aspect of Steve’s in the conventional style. Steve uses a low enough to be “let down” without risk v-bridle, towing from both the student’s of serious impact. If they aren’t perform- system is also the hardest to convey: hips and the keel of the glider, allowing ing well at five to ten feet, they simply conservative judgment. The Condors he both pilot and glider to move together as don’t get towed higher. uses for first-day students are designed Once all the low-and-slow aspects specifically for low-and-slow fl ight, in a single unit and accelerate into the air as were covered (with many versions of winds less than seven mph. Wills Wing’s smoothly as possible. After Steve explained and demon- “that’s impressive!” coming from the at- Rob Kells came to the clinic to see what strated the basic setup, he let us tow each tendees), we used Steve’s 125 to tow each “towing” the Condor was all about, and other. The combination of experienced other to higher altitudes. With a five- to he couldn’t have been more impressed. pilots and inexperienced winch opera- eight-mph breeze and 1000’ of line out As the Condor has a very limited range tors allowed each to see the mechanics of to the pulley, we were able to tow from of applications, Rob offered the followthe system in a hands-on way. Learning a conventional aerotow dolly to 350’ and ing from Wills Wing: to keep the “student” just a few feet off the ground requires only a little finesse on the throttle, and everyone picked up on it quickly. Acting as “students” allowed the instructors to feel what it’s like for the student to be pulled along with the scooter – and a very mellow pull it is indeed. Setting students down at the end of the predetermined course is simply a matter of backing off the throttle slowly and letting them land. All of this is done on a 330 Condor and a 50cc scooter, in little to no wind. Once the basics of straight-and-level fl ight are mastered (as well as the task of releasing the tow line), students begin to fly a Falcon, and perform the same tasks of straight-and-level fl ight at five to ten feet, flying the length of the course, releasing the tow line, and landing. Towing the Falcon with the 50cc scooter is also a simple task, though the new winch oper- (L to R): Michael Robertson, Pat Denevan, Steve Wendt, Tim Ettridge, John Matyloneck, Shannon Allen July 2006: Hang Gliding & Paragliding – w w w.ushga.org

hill lesson before a tandem discovery “We don’t feel that towing, in the usual it’s certainly not foolproof. The advantages of such a system are fl ight were much more likely to pursue sense in which that term is understood, is in any way suitable on the Condor. We many, and some are quite obvious. A sta- hang gliding than students who simply recognize that if special techniques are tionary winch allows any relatively open took the discovery fl ight. Whether the skillfully used, towing with a very light field to become a “training hill,” taking students were overwhelmed by the and controlled pull can be used to simu- wind direction more or less out of the complexities of a tandem (thinking, “I late the gentle pull of gravity on a shallow picture. The turnaround point can be could never do that”), or satisfied by the training slope. Having directly observed moved to face the prevailing wind, and tandem experience (“Been there, done Steve Wendt’s techniques, I am com- the rig is small and simple enough to that”) is not exactly clear. But the fact fortable with the way Steve is using the move quickly. When faced with a wind that his “retention” is back up to 18% is Condor in his scooter-towing program shift at Quest, we moved the equipment cause for cautious optimism, and scooter – as I never saw anyone get more than and were set up at the “new hill” in less towing may make that introductory “hill” experience that much easier. seven feet off the ground and he tows than 10 minutes. And the fact that this “hill” is no hill John Matylonek of Oregon Hang it VERY GENTLY. It is extremely important, however, that anyone using the at all is another huge benefit. As Matt Gliding began to prep his students for Condor in this manner be fully aware of Taber of Lookout Mountain pointed the upcoming changes in his program all of the limitations of the glider, and out, students won’t be intimidated by via email from Florida, getting them consistently use techniques that properly having to run headlong down a hill. And psyched for scooter towing. Even the without a hill, the chances of a student aerotow crowd saw great possibilities for take those limitations into account.” There you have it. The tow forces are “getting away” from the instructor are stationary winch towing. Steve Kroop of Quest Air and Flytec fame was quick to so light, it’s like “the gentle pull of grav- minimized. And how about fatigue? Towing stu- point out the possibility of using scootity on a shallow training slope.” It’s a hill dents keeps them from having to carry ers to efficiently teach foot-landing skills without a hill. In reality, if the student can’t ground the glider back up the hill, keeping them to advancing tandem aerotow students. handle the glider, keeping the wings physically fresh and therefore more men- Small scooters could also be used to balanced on his or her own, the wind tally alert. They can fly more fl ights in tow experienced pilots to a low pattern is either too cross or too strong to safely the same training time, and actually get altitude much more cheaply and quickly tow. First-day students are deliberately more “air time,” allowing them much than aerotowing. Imagine getting ten kept low, so that any anomalies in wind needed repetition in the basics of entry- landings in an hour, always landing back at the “top” of the training hill, for about or pilot input can be dealt with by simply level pitch and roll control. backing off the throttle and letting the These winches are inexpensive as well: the cost of a downtube. Bo Hagewood pointed out another student land. In over 16,000 tows, Steve’s Even with a brand-new scooter, the entire only had a few broken downtubes and rig can be built for less than $3000, and potentially positive aspect for a fl ight only two minor injuries, so he’s definitely there are doubtless ways to save money park situation: a sense of camaraderie in doing it right. But as Steve is the fi rst to and refine the system even more. One working with a group of students. We admit, even these low-powered scooters instructor from California who attended always learn from watching others, and can be like a loaded gun: There is always the first clinic has already begun using a strictly tandem operation loses some of the potential for mistakes, and as in all a new system he built, incorporating a that group dynamic that helps students our flying, minimizing the potential risk tricycle-type arrangement on the scooter, progress. is all about judgment. What made these clinics truly sucmaking the whole rig even smaller and Like any new task in flying, towing of simpler. cessful was that, in addition to a motivatany kind should not be attempted withTo say that everyone was impressed ed group of instructors from around the out the proper instruction. Please, seek with the clinic would be a bit of an un- country and an excellent presentation by professional help! The bridle attachment derstatement. The buzz on the Oz Report Steve Wendt, they were also attended by a points on both the student and the glider has been heavy and positive, but perhaps “who’s who” of professional hang gliding: are not complex, but they can be critical Matt expressed his enthusiasm best in to teaching the proper launch and control actions louder than words: Before leaving of the glider. And let’s face it: There are Florida, he had already assembled a parts still some instructors out there with the list for his shop team at Lookout to begin “old school” mentality that states that if assembling two scooter systems, and he’d a student is having trouble getting into ordered a 330 Condor from Wills Wing. the air, just move them up the hill a little (As of this writing his fi rst scooter tow bit – which does nothing but put them system was just being tested). in harm’s way. While the low-powered Matt pointed out that an informal sta50cc/Condor combination is doubtless tistical analysis of his training program the easiest and least stressful kind of in- showed that first-time students who troductory fl ight we’ve managed to date, were taught an introductory training- Steve’s faithful choir: Pat Denevan and Michael Robertson

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Matt Taber from Lookout, Tracy Tillman be the greatest kind of flying there is? with a simple way to get more people into from Cloud 9 in Michigan, Jeff Nicolay Hopefully these small stationary towing the air. After that, the rest is easy. from Morningside in New Hampshire, systems will be used throughout the Michael Robertson of High Perspective country, and will provide our instructors near Toronto, and Pat Denevan of Mission Soaring in California. Both Pat and Michael are long-time Low-and-Slow, a Big Bird, and Smile Therapy instructors and stationary-winch enthu- By Michael Robertson, staff @flyhigh.com siasts, and they exchanged many knowing smiles, a faithful choir to Steve’s Having taught hang gliding and paragliding students almost exclusively with sermon. Michael’s enthusiasm for small, stationary winches for 10 years, I was excited to see Steve’s setup. My trip was stationary winches is neatly summed up rewarded with several insights. I was part of the last group. in his own words: “Using hills with most To begin, this guy is a teacher/coach by students for beginning training is oldprofession, a hang glider pilot at heart and a fashioned, even barbaric. Condors at two “McIver” by design. Nice combo. An example to five feet are so wonderful at building of the last was his “joystick” attachment on solid flying skills almost effortlessly that the 125cc throttle to make subtle changes in anything else is sort of silly.” Any questension easier. He also was constantly saying tions? things like, “Oh, yeah, I got the bearings from The other great benefit of having so Northern Tool and welded up this little block many professionals in one place was that for the turn-around pulley, works great.” At the business aspects of setting up and one point I quipped that he had probably done running a towing-based instructional this while towing the Condor into position. The 125cc rig program were openly discussed. The clinHe rigged a little spacer with a bungee to ics became, as John Matylonek pointed hold the brake on a bit so there was back pressure during line recovery, preventing out, more like a professional conference, backlash without anyone sitting on the winch. (Forgive me – these are stationary with ideas shared spontaneously and winches to me, whatever they are made from. I call SkiDoos snowmobiles and openly. The future of hang gliding and Windsurfers boardsailers.) Steve made his own harnesses, does sail repairs, mainparagliding rests with the instructors, tains his vehicles and starts at 6 a.m. Cool. Let’s clone him. and helping them is a key concern for our “Smile therapy” is a neat trick from national organization. Pat Denevan (Mission Soaring Center, These small scooter systems can be set California) and John Matylonek up for a relatively small capital invest- (Oregon). It often helps people release ment, and offer the professional instruc- their tight grip and frowning concentrator the flexibility of a “training hill in a tion. John had an excellent way of prebox.” Instructors can operate closer to venting gripping by leaving the hands population centers, and make learning to open and doing a sort of “quick draw” fly much more convenient, bringing this rotation/transition from grapevine to simple and straightforward training into bottle grip that worked well. Pat conthe public eye. The goal of doubling the tributed many worthwhile business ideas membership in the national organization and a nose-tied auto-release that we will Close-up of the 125’s spool is an admirable one, and the only way utilize. to achieve it is to support the instrucThe proof is in the pudding. Amid the 60 tows we logged in four sessions, with tors. These first scooter-tow clinics were a four- to eight-minute turn around, were three epiphanies! Two were gals who’d a great step in that direction. And while had 50+ tandems and had decided that hang gliding I can’t overstate the need for anyone who was beyond them. After a few low-and-slow tows they might use such a system to seek profesboth said, “I can do this!” The third was an older guy sional instruction and exercise conserwho’d taken a dozen tandems, plus hill and winch sesvative judgment, these small stationary sions elsewhere (not on a Condor). All he’d achieved winches and big, easy-to-fly gliders can were pulled muscles and a death grip. The big bird greatly increase the number of new pilots brought on his breakthrough. coming into our sports. If it was possible to come away even more enthusiHang gliding and paragliding are so astic about low stationary tows on a Condor as the way cool, we’ve made the mistake of thinking to go, I did so. they market themselves – just get somebody into the air, and presto! How could Michael Robertson, USHPA #1058 they resist the pull of what we know to July 2006: Hang Gliding & Paragliding – w w w.ushga.org

Matt and Mike Get Manic in Romania By Matt Gerdes, staff writer Photos of Romanian flying provided by Christi Tutunea Artwork by Jim Tibbs, staff artist

the hill where he is dragging his hands through the snow as he swings through the bottoms of terrifyingly high-banked wingovers, cameramen diving out of the way as he cuts through the scattering crowd. I chide myself for even getting my wing out in this wind, mumble out loud that I should feel grateful to not have hurt myself or been blown over the top of the hill when I was ﬂying backwards at full speed-

t is brutally cold. The wind is biting, stinging, thrashing my face into numbness. I cannot smile back at the locals who, quite fortunately, seem to understand that my tender (now drooling) Western face is not immune to the ruthless Romanian winter. I cinch my hood around my helmet and continue to follow Mike, who is giving a groundhandling demonstration in 45km/h winds. In his signature Adidas tights and running shoes, he is kiting his wing effortlessly forwards and backwards, skimming the ground, standing on cars and on the heads of the cameramen and photographers. He laughs and whoops, chuckling obnoxiously at me as my wing does the funky shrimp and drags me up the snow-covered hill. I am just trying to survive, and soon I realize that conditions are much too strong for me to have my glider out, that I shouldn’t have gotten it out in the first place, that Mike is about 40% heavier on his XS than I am on my S, and the main reason I’m about to pack my wing is that I am trying to ground-handle in conditions that are almost impossible for all but the world’s best pilots, who include, significantly, not me. Exhausted, I manage to cram my glider into its bag as shattered snow crystals sandblast my Gore-Tex shell and the crowd moves off to follow Mike farther up

bar. It’s the third time in as many days that I have felt compelled to think out loud that I am grateful for not having injured myself doing something dangerous. I wonder how long I would last in Romania if I moved here. Yesterday I felt my heart stop; I felt adrenaline in my ﬁngertips, and I laughed, with Mike. He was driving, as usual, much too fast. A hundred forty kilometers per hour isn’t too fast on the Austrian autobahn, and if you’re Mike it’s much too slow, so naturally it should be expected that 140 is his minimum speed on any highway in Europe. When Mike planned the drive on ViaMichelin.com he had expected to be going at least 140km/h for the Romanian half of the drive from Austria, but the Web site had failed to mention that there is no Autobahn in Romania. The highways in Romania are the widths of Italian alleys, and at this time of year a greasy brown crust of ice covers the paint stripes that would otherwise mark the boundaries of the road’s shoulder and center line, which would make it much easier to tell exactly how far those buses were coming into our lane and how much of our lane the almost endless string of broken-down cars were taking up. We’re going 140, and I am on the phone, writing something down in the dark. I look up when I feel Mike hammer

the brakes and hear the tires transition easily from rolling to sliding on the ice. Suddenly, what caused Mike to slam on the brakes materializes out of the darkness: A man in a dingy fur coat is standing behind his disabled, lightless semi-truck, frantically waving a dim redlens flashlight with dead batteries at us. It’s too dark to see the expression on his face, but the motion of the pathetic and tragically dim light sufficiently illustrates his terror; the three of us are facing immediate extinction. There is, naturally, a speeding bus coming from the other direction. Mike realizes that brakes aren’t helping, and lets off, timing his swerve into the opposite lane perfectly, inches behind the bus and a hair’s breadth from the corner of the truck. After a brief moment of silence we both scream and then break into hysterical laughter. “What the hell was that?” the guy I am on the phone with asks. “Oh, nothing, we just almost died in a gruesome Romanian car wreck. You were saying?” Mike calculated that the drive would take us around 12 to 13 hours, since ViaMichelin.com claimed 15 hours and Mike drives at least 25% faster than the common madman. In the end we spend more than 20 hours on the road, including border interludes. At the Hungary/Romania border, we tangle with the federal police. Sergeant Calin fl ings open the back of Mike’s van,

Romanian mountains offer fabulous ﬂying opportunities when the weather cooperates.

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“Umm…” Mike and I stall, twiddling tantly caved in to Gabi’s insistent pleas to waving to his comrade. “What is this?” he demands, pointing our thumbs, shrugging at each other. I have us for dinner and as houseguests our look out the window – the line of waiting first evening. After that, Gabi said, we to our glider bags. “Umm, paragliders,” Mike answers. cars extends out of site behind ours, but would be put up in the nicest hotel at the resort. “We will have to stay with him “Umm, like, parapentas… and stuff.” Sergeant Calin doesn’t care. “Look,” he says, leaning forward with at his apartment for just one night, Matt Comrade Calin’s eyes brighten – he looks as though he has just caught us with a his hands clasped, “the reason I ask is – after that he says we will have a very load of opium. He ushers us into his this… You see, my girlfriend, she is nice hotel.” Mike is expecting the worst, booth office and quickly shuts the door, very crazy! She like to mountain climb, floor space in a Romanian flat. When to hike, to ski… but she never been we pull up to Gabi’s house, however, our motioning for us to sit. skiing… but she crazy, and now she want fears are dispelled. “So, you are parapenta sportsmen?” “You can leave anything that you won’t to Parapenta!” He looks up at us, smil“Umm, yes.” “So… please tell me, how much does ing, and we understand. We are not yet need tonight in your car,” Gabi says. “My guard will look after it.” He points to a screwed, we are being asked a favor. parapenta cost in Austria?” “You see,” he continued, “she have not stone turret above the wall at his gate Mike and I exchange glances, acknowledging to each other that we are much money, but she want to make fly where a guard is watching us unload our bags. now officially screwed; we’ll be forking parapenta!” At the door, we are greeted by Laura, Mike takes control, steps forward, over a bribe or paying out a tax on our “OK, no problem, look, here’s my card, Gabi’s fiancée, a walking piece of art that gear. and here’s my friend’s number, he sends is naturally about half his age. Laura wel“Umm… well, we get them for free.” “Oh, so you are representing company? gliders to eastern European countries comes us, saying that dinner will be ready all the time.” Our comrade brightens, soon, and that we should take a tour of the You are here on business trip?” “Umm, oh no, no, we’re like, indepen- thanks us profusely, and ushers us out the house. Gabi’s digs would have been considered luxurious on the shores of Lake door into our car, on our way. dent and stuff.” Romania proves to be a land of contrast. Tahoe or South Hampton, and would “So, how much does one pay for parapAfter speeding through 700km of poor, have passed inspection by any resident enta in Austria?” rural villages, we arrive in Brasov, where of Beverly Hills. As we enjoy our dinner Mike has arranged to meet the organizer and Mike rapidly falls in love with our of the event, Gabi Stan. Mike had reluc- host’s fiancée, I marvel at the view of the city’s lights at night, the sprawling suburbs populated by little people, crawling around beneath the likes of us, perched magnificently on the hill above Brasov. The first day of the event is cursed with gale-force winds and bitter cold temps. But everything else is flawless – Gabi Stan has left no item unaddressed, and the schedule is full. Mike is corralled for the first of several interviews to be broadcast on national television in front of a list of sponsors that would be impressive at any free-fl ight event. But Mike’s patience is wearing thin; like a child with attention deficit disorder,

“Rhapsody in Blue”: Romanian tandem pilot George Cotet and passenger enjoying an August ﬂight July 2006: Hang Gliding & Paragliding – w w w.ushga.org

Mike is jumping around, ticking nervously – he needs to fly. There isn’t much of a crowd because the cable cars are on wind-hold. One local pilot mentions that there might be some soaring possible at a nearby hill, and seconds later we are racing back down the mountain, swerving around horse-drawn carts and potholes the size of moon craters. You could fish from these potholes, they are so big. Ice fish, that is. When we arrive at the ridge-soaring site, only one pilot – Mike – bothers to unpack his glider. The rest of us watch from the sidelines, holding ourselves upright in the wind, stamping our feet in the snow. Mike has too much energy after just ridge soaring; he needs a solid session of acro to return his nerves to a reasonable level. He has so much surplus energy, in The winter flying in Romania that Matt and Mike never got to experience fact, that he actually allows himself to down on Romanian women; apparently, Air Games” is the same on all three days. be convinced by the locals to hit a disco- they aren’t encumbered by western ideals Gusty winds in excess of 50km/h, the – if you see one you like, it is expected temperature miles below freezing. The theque at the resort base area. In the resort disco I meet an American that you walk up to her and grab her by organizers have paid to have Mike Küng, who is living in Romania, visiting Brasov the arm, caveman style, take her danc- along with Sky test pilot and BASE for the weekend. He gives me the low- ing, and – well, you get the picture. The jumper Thomas Lednik, perform for the dance floor is public, and Mike is desperate to jump out crowded and 80% of something with his glider. He came women, almost here to jump from a helicopter and would all of them young settle for an ultralight, but the heli deal and gorgeous. fell through and the ultralight is groundI’m just about to ed like a sullen teenager. The ultralight is test his theory sketchy at best anyway, with wings that on one of them are “a bit small and thin,” according to when I notice her the pilot, and an engine that is “a little return to her table, bit weak.” The thing could be an antique where there are actually, silently rusting as the crowd of several conspicu- Romanians watch Mike inspect it, rubously large, mean- bing his chin as he tries to figure out looking men where exactly he would hang on to the wearing leather thing since there is barely enough room jackets and dark for the pilot, let alone a passenger and a sunglasses. The D-bag. Thomas Lednick expresses no conscene is repeated at several tables cern over BASE-jumping from the rickin the club. These ety machine. Without a D-bag a BASE girls are sporting jumper can hold onto anything anywhere. boyfriends who Thomas allows very little to concern him reek of Russian or to get him worked up, making him mafia. I decide to and Mike an odd couple: Mike is on fire, play it cool and jumping around at energy level HIGH watch from the for days at a time, and Thomas exudes the sidelines. mellow confidence of a Jamaican reggae The flying that star. This could possibly be due to his raw we are treated to food diet – Thomas eats nothing, literally during the “1st nothing, other than raw, uncooked fruit, Annual Romanian vegetables, and nuts. This diet has been

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working for him for almost a decade, and he cruises the earth in an admirable Zenlike state of calm. When the wind does die down to a reasonable level and the ultralight pilot calls for clearance from the Brasov air traffic control, the controller pisses on our party by denying the pilot permission to launch. Brutal. The organizers and the crowd are crushed, settling into an embarrassed silence. It’s the last day of the event, our last chance to fly acro for the crowd. Months of planning by the organizers is foiled by an air traffic

controller with a control issue and a mis- lived almost the same way it was a thouunderstanding of free fl ight. sand years ago, with shepherds in fur Gabi bids us farewell and apologizes coats ferrying their herds of sheep and unnecessarily for the weather during the cattle across windswept fields of crusty weekend. He and the rest of the coun- gray snow. Romanian hospitality is extry have treated us well, surprisingly well cellent, with or without the opportunity in fact, and the impression of Romania to fly. that we are left with is that of an impresThanks to Christi Tutunea for roundsively friendly country that is worth visiting up some photos to prove that the ing again. The city of Brasov is beautiful, winter flying in Romania can be as specwith medieval castles towering in the sur- tacular as we – and the event organizers rounding Transylvanian Alps. Dracula’s – had hoped for. legend lives on in the surrounding hills, and life just a few miles outside the city is

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The Adventures of Soarpedo Squadron Zero-Five

Article and photos by Bruce Decker

Flying west along the south edge of Grays Harbor

Some Background:

On the last week of last July, nine pilots gathered outside of Seattle, Washington, for the first organized power harness hang gliding event in North America. The event was inspired by the successful bivouac tours conducted in France and Great Britain. Conceived by Ken Osage, a Seattle hang glider pilot and maker of the X-1 power harness, X-Pedition 2005 was a shakedown run for future events. Open to pilots using any brand of power harness, the event was intended for participants to have fun and to learn how to organize and run an event of this type. Each day’s flying would cover distances of between 50 and 100 miles along the coast and inland. Vince Morson, flying a DoodleBug harness, obtained sponsorship for his fl ight, raising $500 for children’s heart research. The pilots for this event included Ken Osage, Dave Little,

James Dvorak, Roger Sharf, Vince Morson, Gary Thrasher, Jeﬀ Beck, Neil Santy, Gerry Farell and Bruce Decker. Ken’s dad (Senior) came along as cook and driver and was a never-ending source of good humor and culinary delights. When we were looking for artwork for our event T-shirt, we decided that we didn’t want yet another shirt with hang gliders. One pilot discovered that a torpedo bomber squadron based in Sand Point, Washington, had been decommissioned earlier in 2005. Since our power harnesses sort of resemble a torpedo, we decided to borrow the nose art from the military and dub our group “Soarpedo Squadron Zero-Five.”

ditional challenges. Transporting nine wings and 11 power harnesses, plus fuel and camping gear, requires planning and organization. Ken built a custom tandemaxle trailer that could accommodate the wings, harnesses, fuel and support equipment. He also organized a large class-C motor home to be used as a mobile base camp, chase vehicle, pilot lounge and kitchen facility. With the ground operations under control, we turned our attention to ﬂ ight. Some pilots wished to target local soaring sites, some were content to buzz around locally and still others wanted to ﬂy along the spectacular Washington coast. We decided to allow the weather to dictate our daily goals.

Challenges, Solutions, Goals:

Power harness ﬂying provides many The Event: conveniences unavailable in conventional Day 1 was spent on equipment prepahang gliding, but it also has some ad- ration. A few pilots managed to make July 2006: Hang Gliding & Paragliding – w w w.ushga.org

The ofﬁcial expedition T-shirt, borrowed from military nose art

some shakedown fl ight around the area. Our first base camp was set up at Elma, Washington, home of a small general aviation airport about 55 miles from the coast. Isael, the airport manager, was very welcoming and gave us an area adjacent to the GA hangars for our camp. The airport featured a paved east-west runway and a grassy staging area. The airport also sported a 1950s-style diner frequented by the locals. Soon, word had spread from the patrons of the diner that hang gliders were flying at the airport and we began to see more spectators. One local GA pilot commented, “This is the most excitement we’ve had here in years!”

On Day 2, the route of Elma to Westport was called. This was a 55-mile task west towards the ocean, down the spectacular Chehalis River valley. Ten miles west of Elma, the river opens to a large bay called Gray’s Harbor. We flew along the south edge of the bay, finally cutting across on a glide to Westport. At the coast, we were met with strong ground winds. Of the first wave of flexwing pilots, one pilot blew a downtube landing in rough air. Then Gerry Farell, encountering the same rough air, developed an uncorrected turn that led to a hard downwind landing. He was able to detach himself from the glider but was taken to a local hospital to be checked out and later airlifted back to Seattle for a thorough checkout. Thankfully, he received only a slight vertebra fracture and was released that evening, although his flying for the expedition was over. Observing the rough conditions at Westport, several pilots continued on to the beach and flew up and down the spectacular Washington coast past the towns of Ocean Shores and Copalis Beach before returning to Westport for landing. An analysis of the airport revealed that the pilots who landed at mid-field encountered rotor turbulence from a stand of trees a few hundred yards upwind from midfield. Those pilots who opted to land on the runway numbers encountered much less severe turbulence

Ken Osage and James Dvorak over Mossy Rock with Riffe Lake in the background July 2006: Hang Gliding & Paragliding – w w w.ushga.org

Ken Osage and James Dvorak on a sunset approach to Mossy Rock

and were able to pull off good landings. The lesson learned is that when landing in high winds at an airport, shoot for the runway numbers because steps have probably been taken to ensure that this area of the airport is least subject to rotors. If there was any silver lining to the cloud of Gerry’s accident, it was that he was given a morning aerobatic ride in an RV8, flew a power harness farther than he had ever flown, and got to fly in a helicopter – all in one day. On Day 3 we called a task from Elma to Dog Mountain, a local soaring site in the mountains southeast of Seattle and west of Mt. Rainier. We launched again in waves with the flex wings first followed by the rigids. We encountered nice lift on climb-out and spent some time with motors idle, earning our needed altitude the traditional way. About 45 minutes into the fl ight, we performed fuel checks and discovered that one pilot was experiencing a problem with his auxiliary fuel tank. We changed course and landed at Centralia airport, where the pilot discovered that a vent cap in the primary tank had cracked and was preventing the auxiliary from being siphoned. The ground crew arrived within minutes and we topped off with fuel and re-launched. By now, the sun was setting and it was a race to Dog Mountain. The scenery along the way was spectacular, with Mt. St. Helens trailing a small plume of smoke to the right, Mt. Adams straight ahead and Mt. Rainier flanking us ahead and to the left. As the shadows grew longer, the valleys became darker and it became obvious that we would not beat the sun to the LZ, so we diverted to Mossy Rock. During the fl ight, we reached over 6500’ of altitude due in part to orographic lift. Concerned that we had a lot of altitude

Reaching our target of Morton, Dave Little landed but Bruce Decker decided to power-down and soar one of the local sites, Panorama. Being directed to locate Dog Mountain to the southeast, Bruce soon found himself drifting over the back of Panorama and soared for another 45 minutes at Dog Mountain before landing in the LZ. The trip was phenomenal, with flying every day in a variety of conditions on the coast, inland and at soaring sites across Washington. The camaraderie was great not only among the power harness pilots but also with other GA pilots and spectators that we met along the way. A huge thanks to Neil Santy is deserved. As a new power harness pilot, he came along to learn, observe and possibly fly. He was an immense help and we would not have been nearly as successful without his assistance. But the largest thanks must On course departing Elma, Washington, overlooking the inoperative Satsop “WOOPS” nuclear plant. go to Ken Osage who invested his time, to burn before landing, we decided to tions. Unfortunately, one pilot, flying in energy and personal resources to make deploy flaps and descend as quickly as shorts, dropped a knee on landing and sure that each pilot was able to get the possible. Our leader’s radio had failed in was scraped up pretty badly. He and his most out of the trip. We are now comparing notes and fl ight so we queued in landing sequence flying partner would pass on the day’s and flew patterns over the town of Mossy task, leaving only Bruce Decker and refining our methods for next year. We Rock. The trailing pilots were puzzled by Dave Little for the final leg. Shortly hope to eventually have the systems the erratic approach pattern over Mossy after takeoff, we encountered 400-fpm in place to host power harness trips to Rock but after landing we spotted the lift, idled and worked natural lift before exotic locations like the Mexican Baja beer store across the street from the field heading on course. We flew over spec- peninsula. and realized that our leader was looking tacular rivers, huge grassy fields, scenic for more than just a large unobstructed mountain lakes and beautiful reservoirs. field. Across the field, a large truck and trailer approached very slowly. As they neared, we observed the rancher loading bales of hay into the trailer. Seizing a PR opportunity, Ken and I each grabbed bales and helped top off the trailer. The rancher was not only appreciative but also friendly, interested in our endeavor and welcoming of future landings at his field. His two-year-old son, Austin, was a bit shy but very curious about our wings so we took him over and let him try on our harnesses and helmets. Earlier in the day, the flex wingers had diverted from the Dog Mountain goal and had flown to the Toledo, Washington, airport. We loaded up from Mossy Rock and hit the road to re-join the flexies. Day 4 dawned hot and sunny. The task was set for Toledo to the Morton Ken Osage and James Dvorak flying their rigid wings with X1 power harnesses towards Chehalis with airport with soaring stops along the way. The flexies took off early to test condi- Mount Rainier in background

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Photo: Marco Sicot

The Caribbean XC Challenge: A Dominican Republic Paragliding Adventure By Brian Fowler, paraglider pilot from Ohio

mals, and many landing fields. The event drew 78 pilots from 19 countries with abilities ranging from novice pilots to a former world hang gliding and paragliding champion. Participants with varied backgrounds had the common goal of flying farther than they had even flown before. Jon and I shared that goal. Time Travel To get to the event site we flew into Santo Domingo and then drove into the remote mountainous region on the western end of the Dominican Republic. Along our route it seemed like we were driving back in time. The modern city

Photo: Marco Sicot

Challenge is one of the few competitions of its kind in which some of the world’s top paragliding pilots compete against pilots who have never before competed, or perhaps have never even flown cross country. Jon and I fit into the latter group. And so the journey continued. The Challenge was sponsored by Ozone who worked closely with Julian to provide a way to get pilots involved in competitive flying, to challenge pilots beyond their normal flying envelope, and to grow the Dominican paragliding business. The area in the central mountains of the Dominican Republic was chosen for its vast mountain range, abundant ther-

Photo: Marco Sicot

My journey into free fl ight perhaps began when as a child I would create small parachutes, climb up onto the roof of my house and throw the little paratroopers up into the sky to descend onto my front yard. It gathered momentum about seven years ago when a local restaurant owner, Jon Kelley, saw in a local newspaper a picture of me entertaining a group of school children with my paraglider. Jon and I were the only two pilots in northeastern Ohio, and we quickly became friends in quest of the common dream of free fl ight. This dream recently took Jon and me on the adventure of a lifetime into the mountainous regions of the Dominican Republic. I’d been researching trips to Mexico and Brazil but found them to be rather expensive. When I stumbled upon the Caribbean Challenge I sent an email to event organizer Julian Molina, asking one simple question: I am a P-2 pilot with lots of fl ights but little airtime – can I compete in your event? About an hour later I got an affirmative response. The Ozone Caribbean XC Paragliding

Julian Molina (in blue shirt) addressing the competitors

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Cow vs. SUV

Photo: Marco Sicot

First Day of Flying Our first day of flying was a practice day. We shared a cab (a beat-up pickup truck, actually) with five other pilots and headed into the mountains. About 20 minutes later the truck stopped, and we hopped out in the middle of a herd of donkeys. They would be taking our gliders up to the top. We had to walk! At the top about 30 pilots were prepping to fly. This was our fi rst exposure to the famous Jockey Sanderson, who gave us the prefl ight briefing and made himself available for anyone with a question. After the briefing, Jockey’s first concern was to locate a Slovakian pilot who’d sunk out behind the mountain the day before and was still missing. Jockey flew above the mountain to an altitude where he could make radio contact with the pilot. He got GPS coordinates and radioed to a rescue team of locals with donkeys and horses who went in and brought the pilot out. Everyone on the mountain flew that day, some for extended fl ights and others just sled rides to the valley. For my second fl ight I paid 100 pesos to ride a donkey up to launch. My fl ight lasted for about 45 minutes; I got above launch and eventually landed in the designated LZ with a few other pilots, none of whom spoke English. Very

quickly I was surrounded by local children willing to help me pack up my gear. The driver of a little motorcycle took me down the road to a tiny bar that probably had the coldest beer in the Dominican Republic.

Military assistance on launch

The next day we headed for Vallejuelo, the main flying venue for the competition. Our transportation for the comp was troop transport trucks belonging to the Dominican Republic Army, who would serve as our drivers, medics, and armed guards for the week. The trip to launch took about an hour every day, going first through the city of San Juan and then through the rural countryside. It was along this road that my journey changed from just another flying trip to something more important for me, for the local people, and even for paragliding. Here were army truckloads of “gringo” pilots parading through small remote villages where the people normally associated the military with only bad things. The small children waved cautiously at first but warmed up to us with each passing day.

Photo: Rob Whitall

Our day of traveling lasted 12 hours and took us to the town of San Juan de la Maguana, about 15 miles from the Haitian border. At our hotel we were greeted by Sonia, Julian’s wife, who quickly made us feel welcome and set us up in the Hotel D’Angel. We settled into our room and headed to the hotel bar, where we exchanged stories and shared

some ﬂying adventures with a couple at the bar. I later learned that I’d been talking to Rob Whittall. At the time I had no clue about his history in the sport – remember, I am a novice pilot from Ohio!

Photo: Marco Sicot

quickly gave way to remote towns and farmers’ ﬁelds. We yielded to cattle, passed by skinned goats in storefronts, and were oﬀered dead chickens when we stopped at intersections.

Unconventional retrieves from outlandings

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Photo: Brian Fowler

Gaggle over Vallejuelo

Each day we launched and the good pilots flew away on long cross-country fl ights, and others with skills comparable to mine flew for a while and then sank out to the security of the designated LZ. With each day’s flying we grew more comfortable and challenged ourselves to fly farther and higher. Flight of a lifetime Throughout the week the more experienced pilots shared their knowledge. Robbie Whittall, former world champion, shared with anyone within earshot, in his very subtle sarcastic British way. On the fifth day of competition I began to set up to launch when Rob suggested that I wait a bit before launching. When I asked if I should wait for him, he just nodded. I said, “When you go, I’ll follow.” About 40 minutes later Rob, Jon and I were all hooked in and ready. Rob took off and I followed. We headed out over the valley to a spot where other pilots

were beginning to circle. I Orphanage Visit joined Rob and began to The competition for me took an amazcircle with him in the rising ing twist while I was eating at a local resair. He yelled to get my at- taurant with about 40 other pilots. The tention, pulled out one of head of the local orphanage spotted me the toy parachutes that I had and walked directly up to me and asked given him and threw it out if it would be possible for me to land at into the center of the ther- their orphanage or if it would be possible mal where it began to rise for me to stop by and show the children with us. my equipment. Why out of all the people After several minutes he picked me I am still not sure, but you in the rising air the tem- may remember the beginning of this arperature began to fall and ticle where I mentioned that it was my it got darker. Rob stopped visiting a local school with my paraglider circling and headed off to that introduced me to Jon. I actually do the west – it was only then children’s programs for a living in Ohio that I realized that we were – but how could this stranger have known at the bottom of the clouds that? at 7800 feet! It was a surreal I told the missionary that I could feeling that I had never ex- not guarantee that I could land at his perienced before. orphanage, but I could promise that I From cloudbase we would visit. The following day we were headed off before we were unable to fly so I asked our army truck to immersed in the clouds. A drop Jon and me at the orphanage. We short time later Jon joined walked into the facility where we were me and we again climbed greeted eagerly by dozens of smiling to cloudbase. Nearly two children – children who had nothing, no hours later we headed out family or belongings except the clothes into the valley, looking for on their backs. There were 68 of them in a safe place to land. I spot- all, each with a different sad story of how ted a school in the distance they got there. One of the children had but we could not make it just a few days before been living on the there on a glide. Instead we streets of Santo Domingo, homeless and crossed the only road in the valley and alone! He could not have been more than picked a field to the south of the village eight years old. of Jorgillo. While Jon and I were on final I spread out my glider to begin my approach at about 200 feet we heard chil- demo, knowing that they did not speak dren screaming from below. The little village was clearing out and running to greet us in the pasture. We both landed softly among a small herd of goats and were immediately surrounded by about 40 smiling children of all ages. We were obviously one of the most exciting things to have happened in their neighborhood in some time! They all helped us pack our gliders and offered to carry our gear back to the village where they all escorted us to a small store that sold cold cervesa (beer). The villagers brought out plastic chairs for us to sit in while we drank. They all circled us and watched our every move. They could not have been friendlier. It capped off the best day of flying Jon or I had ever had, and it was the most amazing cultural experience one could hope for. Jon and Brian with new friends at the orphanage

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Photo: Jon Kelley

would return the smile and surround us. They got great joy out of chance encounter, as did we. Any time you travel you are changed forever by what you experience. Sometimes the change is for the good, sometimes not. Never before this trip had I ever felt so strongly about this. We often felt along our travels that we were living a scene right out of National Geographic magazine. The flying was amazing and so were the people – so poor and totally lacking in worldly possessions but nonetheless happy and willing to welcome in complete strangers from different races and a different world. Over 500 fl ights and landing were made and not one of the pilots had a bad experience landing in this foreign land. Everywhere we went rural Dominican Republic people treated us as welcome guests. It was amazing, simply amazing!

any English, but it did not matter. They were just happy that the truck had stopped and some of the pilots who had been circling high overhead all week had come to visit them. For once in their lives they were special. I placed one of the children in my harness and lifted him up, demonstrating how the harness works. I then inflated the glider high above the children to show them how the wing works. We gave each of the children a toy parachute and I was quickly reminded of my own childhood as 68 children threw their toys into the air and chased them across the schoolyard. The little boy who just days before had been living homeless on the streets of Santo Domingo was among the others playing with his new toy. Perhaps he too was dreaming of flying off to faraway places, like I had done 35 years ago. Perhaps for the first time in a long time he was not thinking about where he had come from or where he would beg for his next scraps of food. Perhaps! Every day throughout the week when we drove through the little villages the children would run out into the street waving their hands and toy parachutes. We had somehow become missionaries, dropping out of the sky. Our message was not one of religion but one of hope. They watched dozens of these colorful kites circling overhead hoping that one would land nearby for them to get a closer look. When we landed they would approach with caution until we smiled. Then they

Photo: Jon Kelley

Brian with a geared-up aspiring pilot

Event Note I cannot say enough about how organized, professional, and most of all welcoming the crew of Julian, Jockey Sanderson, Matt Gerdes, Rob Whittall and the rest of the crew were. These guys are perhaps some of the most knowledgeable people in paragliding and the sport’s greatest ambassadors. Whether it was a concern about the weather, a question about equipment or even a story about a flying site halfway around the world, they took the time to share what they knew. I highly recommend the Caribbean Challenge to anyone looking for a flying adventure. Where else could you circle in a thermal to cloudbase for the first time with a former world paragliding champion and land in a remote village full of smiling children?

A Dominican Republic child waiting for the perfect breeze to launch his new toy

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If You Build It... They Will Fly! A Grass-Roots Hang Gliding Series By Mike Kelsey

Mark Stump launching from Mt. Nebo south launch Photo: Jerry Gillard

After returning to hang gliding in 2003, I was really enjoying the flying in the Ouachita Mountains of Arkansas and Oklahoma, but I was missing some of the “competitive” spirit that I had enjoyed during the past 18 years when I was racing mountain bikes in Arkansas. There was occasional talk among local pilots of putting on a hang gliding competition, but all the challenges of doing such seemed out of reach for our small club. During the late 1980s I had helped put together a mountain-bike racing series for Arkansas; the series had a very positive effect on the local riding and racing scene, and continues to this day. Travel to races, collect points and track your progress online: It was great! Could something similar be made available to the local hang gliding community? My mind started racing… It was already October of 2004, which did not leave me much time to get something in place for 2005. Some things we already had going for us. We have five wellestablished mountain sites in Arkansas and Oklahoma, all with excellent crosscountry potential. There already was

a Web site highlighting the flying sites in the Ouachita Mountains, (www .ouachitahanggliding.com) to which the series could be attached. All we needed were some tasks, some rules and a means of keeping up with the efforts. My plan was to have a yearlong hang gliding series that would start on January 1st of 2005. The series would consist of a variety of tasks including crosscountry, duration, altitude and others. Pilots could fly just as they normally would – fly any day they had available, fly any amount of time or distance they wished, and if the fl ight fulfi lled a task they would get points. I would keep track of the points throughout the season and make them available for viewing online. All for bragging rights only. The five venues that I would make available for tasks and points were Mt. Magazine and Mt. Nebo in Arkansas, and Buffalo Mountain, Panorama Vista, and Heavener in Oklahoma. All of these are part of the Ouachita mountain range that runs east-to-west through Arkansas and Oklahoma. The obvious first tasks would simply be a challenge to see who could be first to

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launch from a specific mountain in 2005. The south can deliver up a wide range of weather in January, and these “first fl ight” points would go out to those willing to brave a little cold weather. Duration tasks are pretty easy to implement so a “longest duration” task for each mountain would be made available. And for cross-country, I wanted to provide “open distance” tasks as well as “pre-defined distance” tasks. I applied some points to each of the specific tasks and presented it for public viewing to the local flying community and awaited comment through our local Yahoo forum. I was very pleased to get input immediately from a number of the long-time local pilots. Some suggestions were as simple as renaming a task while other suggestions were more involved as they dealt with gradation of the point scales, defining how altitude would be calculated, setting pre-defined distance goals that were reasonable, and applying point values to reflect the task’s difficulty level. We were well into the season and we were still making changes and updates, but nobody seemed to be too concerned about that. It had become a community

eﬀort in ﬁnalizing the tasks and scoring system. There was much debate on some of the issues and we allowed everyone to provide their input. We knew we were

close to having it right, and everyone was patient and did not fret that some of the scores got changed a little bit during the early season. Some tasks, such as the pre-defined distance tasks, would be available to any and all who completed the task. For example, several pilots completed the predefined distance task of flying from Mt. Nebo to Mt. Magazine LZ during the weekend of the Mt. Magazine Fly-In. All who completed that task on that day, as well as any other pilots who completed that task throughout the season, got their 200 points. But other tasks such as duration, altitude above launch and open distance would of course only go to the pilot who obtained the longest duration, the highest altitude or the biggest distance. This meant that you could have some points applied early in the season for, say, an open-distance fl ight of 45 miles off Panorama, but could lose those points when another pilot beats that distance. And that is what happened to me early in mid-summer. A half-dozen pilots had gathered at Panorama Vista in Oklahoma for what looked to be a good day for cross country. I had the fl ight of the day and logged a 45-mile fl ight. I was informed that I now held the all-time distance record for that site, beating a distance of 45 miles that had been held for years by long-time Oklahoma pilot, Dave Morton. It was Dave who retrieved me on that day,

Photo: Tim Carls

Mike Kelsey launching his UP TRX at Mount Nebo at Mount Nebo State Park in Dardanelle

and he confirmed that I’d landed just one farm pasture beyond where he’d landed on his fl ight five years earlier. Well, I had excitedly blabbed my fl ight account over the ham radio, and pilots showed up in force the following day – and local Arkansas pilot Warren Flatte snatched both the distance points and the altitude points that I had gained the day before. He flew 64.6 miles and had an altitude gain above launch of 6930 feet. I didn’t mind, as I had the privilege of driving for him on that record flight. We wrote up some basic rules and some “rules clarifications.” The rules clarifications pertained to such issues as what altitude would be used to report highest altitude, which landing fields were valid for a pre-defined distance task, and whether a pilot could collect multiple task points in one fl ight. These could have been ruled a number of ways, and what we chose seemed to work best for our particular setting. All fl ight reports were on the honor system. The 2005 Ouachita Mountains Hang Gliding Series ended on December 31st, and we had pilots out on New Year’s Eve having one last shot at some points. On January 3rd of 2006, I went out and grabbed the first fl ight off Buffalo Mountain for some early-season points for the 2006 flying season. In reviewing the 2005 series, I can only conclude that it was a great success. For me and other pilots, the series not only encouraged more flying, but also made us fly smarter. The pilots spent more time studying the weather, took extra care and account of their equipment, and became better at picking what day to fly, as well as what time of the day to launch. Some site records were broken that had stood for much too long, and some personal records were set by a number of pilots.

Roy Mahoney preparing to launch his Wills Wing U2 from Buffalo Mountain in Talihina, Oklahoma

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Photo: Jerry Gillard Photo: Jerry Gillard

Chris Price heads for the ridge after launching from the Mt. Nebo east launch.

Many of the weekends ended with too should not have had the “bonus points.” many tired but excited pilots piled in one These were given to a pilot for best altivehicle as a hang driver rounded up the tude, distance, or duration “overall.” This pilots after their XC efforts downwind. made too many points available for a But it was all good, as new friendships single fl ight effort. Also, we should have were made and many great stories were ended the season some time in November, shared. so awards could be given prior to the next There are a couple things that we season starting. would like to have done differently. We During the season we made an effort to round up some prizes, and we were very pleased to have the support of Wills Wing, Flytec, and Mojo’s Gear. They all provided some very nice items for our awards ceremony. For 2006 we have added three of our Hang 2 sites. We also changed some of the tasks such as the duration task to be goal-oriented rather than best overall, thus allowing the Hang 2s and 3s to have more opportunities to earn points. For the Hang 3s and 4s we have added an “out-and-return” task. This will provide some XC tasks without having to be concerned as much about a long retrieval. Beyond our own benefit of having this series, I believe it’s a format that could Barron McKinley launching from the Mt Nebo east easily be adapted to suit other clubs and

small regions. Tasks, rules and points can vary to suit your club’s size, the number of venues, and the skill range of your pilots who will be participating. I encourage any club that has been looking for a way to instill some excitement into their season to check out the grass-roots series that the pilots who ﬂy the Ouachita Mountains have put together. This was not hard to pull together. Having Web access for publishing the information is important. Having an online community forum is helpful. And having someone who will be responsible for keeping track of all the data is a must. Once we had the tasks and points set, I served as the “task master.” I kept track of the points, and it was pretty easy and did not take very much time. All one needs is some basic Excel skills. I encourage you to make use of any of the information that we’ve posted at www.ouachitahanggliding.com to develop your own series. If you have questions feel free to contact me at kelsey.mike @gmail.com.

launch

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Comments From the Declared Winner By Roy Mahoney Mike says that I won the Ouachita Panorama when the winds were out of the Mountains Hang Gliding Series. From east. Returning to Mt. Nebo (with a little my perspective I think all the participa- better glider this time, a Wills Wing U2) ting pilots won. The awards ceremony really allowed me to pick up the Nebo highest almade that apparent. I received an extra- titude points and points for a goal fl ight to large cup that might hold more drink than Mt. Magazine, besides having an absolute the next in line, but the really fun part was blast at the Mt. Nebo end-of-season fly-in. the grab-bag style of awarding the prizes With more pilots interested in flying that had been donated by various sponsors. XC, more days became available with the You never knew what you’d be getting as proper logistics (available drivers, etc.) to each contestant selected from a table full actually take advantage of the good weathof brown paper bags. It defi nitely pays to er days. If it weren’t for the impromptu participate in this contest no matter what crew assembled to chase a group of us from level of points you ultimately achieve! Buffalo Mountain on a great day in midThe other way in which all pilots won July, I probably wouldn’t have recorded a is in how this contest served as a catalyst new personal best XC of 120 miles. Th ree in stimulating flying activity in the area. of us (Mel Hair, Warren Flatte and I) flew Pilots made it a point to visit sites farther a total of 258 cross-country miles that day. away from their home turf, in an attempt Thanks to Dave and Dianne for driving, to pick up a few more points. I made my and Warren for supplying the super refi rst fl ight at Mt. Nebo in almost 30 years. trieve vehicle! Until last year the only fl ight I’d had at Another fun part of the tasks is the Mt. Nebo was in a seated standard des- “site-to-site” goals. One of my more memotined for a tree landing a couple hundred rable fl ights last year was an attempt to fly yards short of the distant LZ. In the years upwind from Panorama to Heavener – a since, I’ve always opted for closer-to-home distance of only 20 miles – but it is upwind

over a major ridgeline and a lot of trees. The only reason for the attempt was the big 500 points that it offered. I succeeded in jumping over Blue Mountain but only made it three-quarters of the way to Heavener (shut down by overdevelopment). But what was really cool was that while I made my way upwind, Mark Poustinchian (with Ron Sewell not far behind) was headed in my direction flying downwind from Mt. Nebo into Oklahoma. That was the day Mark set the new Arkansas (and Region 6) record of 154 miles in his ATOS VX! So, overall I will certainly agree with Mike that the series came off as a resounding success – not because of the magnitude of the fl ights, but because of the variety of ways that pilots could accomplish tasks and goals, and the way participation by pilots of all skill levels was encouraged. It is definitely something we’ll want to keep doing and refi ning from year to year. Thanks, Mike, for the great idea and for your efforts as the “Task Master”!

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

Rena Scott’s pastel painting of el Peñon, Valle de Bravo, Mexico, and more of her hang gliding and paragliding artwork, are online at www.renascottstudios.com.

The birds surprised me, six or seven of them, black and crow-sized but bulkier, with a pair of white marks on the trailing edge of each coarse-feathered wing. I was circling happily in a rowdy thermal and a moderate breeze, above a ridge near Valle de Bravo, when suddenly there they were, next to me. As I shifted my circle into their midst and gained a few hundred feet per minute in climb, I saw that these birds didn’t circle the way hawks do, nor did they dart around the way swifts eating insects do. Instead they ﬂew in an organized rectangular pattern perhaps 100 yards the long way, mostly turning left, a couple of them always on the perimeter, others inside, sometimes turning just in front of my lines and banking away,

always at the same altitude as each other. I had never seen anything like it. Before I’d even ﬁnished one circle, though, they abruptly moved their whole rectangle 50 yards to the north. Anxious not to be left behind, I straightened out and ﬂew after them. No sooner had I caught up when they moved again. Again I chased. Abandoning all notion of circling, I zigzagged crazily around the sky after those birds, climbing strongly the whole time. In their wacky formation, they were mapping the snaking thermal in a way I never could have hoped to do alone, or even with other pilots to help. We rocketed through the inversion and on up to 11,000 feet exactly, where the birds abruptly disappeared. For once

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

I didn’t have to wonder whether I had lost the thermal or was I really at the top. When the birds had first joined me, I was level with Jacques de Villiers, a high-airtime flying buddy. He was in a nearby core, and I had just been wondering if I should leave mine to go where he was, as he seemed to be doing slightly better. Often Jacques climbs better than I do, but when the birds disappeared and I looked around for him, he resembled a butterfly, 2000 feet below. I’ll never be able to learn what those birds knew, but it sure was fun going to school!

Monaco on the French Riviera, tough all right, and not everyone f lying as much as possible and makes it to goal, but watching the walking when it is not. winners and f inishers make their The rules of the 2005 Red Bull f inal glide over Monaco you just X-Alps are simple: Pilots must f ly can’t help but be impressed with as far as possible in the turbulent the achievement of every particiair high over the Alps, land safely, pant. then hike with their f lying gear The race documentation is to their next chosen launch point, superb and the DVD well done. all the while sleeping as little as Building on experience gained possible, enduring grueling hours from the previous Red Bull Xand tremendous pains, day after Alps, the entire event was f ilmed day... Could this really be the in HD quality by professional world’s toughest race? “This is crews shooting from helicopters much more than just an Alpine and also by support crews using crossing; it’s an adventure, an advanced POV lipstick camexpedition and at the same time eras. This is as close as you’re a competition,” says Red Bull X- going to get to the race without The Red Bull X-Alps 2005 Alps mastermind Hannes Arch. having blisters of your own! The By Thayer Hughes, staﬀ writer “What makes this event so extreme stunning DVD features over 70 Photos ©Airpro GMBH. All rights reserved. is that the individual race stages minutes of documentary, pilot indon’t end in the evening; there’s terviews, photo gallery and lots ou’ve heard the old no camp where the athletes can more. It’s “All-Region” and will adage, “When the going kick back at the end of the day. play on DVD players worldwide. gets tough, the tough get The pilots will spend the nights So whether you are an aspirgoing”? To prove this point, here on the mountain so they can f ly ing ironman, or perfectly content is a DVD that does a fantastic job off f irst thing the next morning.” to extract your dosage of advenof conveying the trials and tribThe pilots were permitted a ture via your DVD player, after ulations of some of the best XC single support person during the watching The Red Bull X-Alps pilots in the world competing in race, who provided his athlete 2005 you’re sure to come away the toughest paragliding XC race with food, replacement parts, with a new level of respect for the yet conceived. equipment and information such human spirit ...and perhaps inSeventeen participants from as the daily weather forecast. But spiration to transcend your own Europe, the USA and Australia the video footage clearly conveys limits, f lying or otherwise. test their bodies, willpower and just how much inner strength f lying skills in a race across was required of each athlete, esThe Red Bull X-Alps DV D is 800km of the hardest, yet most pecially when slogging along in available online at www.xcshop scenically rewarding and awe-in- rain and snow with badly blis- .com spiring f lying in the Alps. The tered feet and dampened spirit; or race truly is an endurance test after climbing a mountain only to as the pilots race from Austria’s launch and be blown back, losing Dachstein Glacier to coastal distance earlier gained. Yes, it’s

DVD Review:

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

Photos this page from the Red Bull X-Alps DVD

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

Gallery

Launching from Galvera in Switzerland’s beautiful Fiesch valley, Bettina Mattia provides her passenger with an unforgettable ﬂight. Photo: Philippe Riga

A tandem student at the Woodrat Mt. (Oregon) Starthistle Fly-In takes on an appropriate launch posture. Photo: Josh Morell

Nona Wright, of Bend, Oregon, samples the air with a local professional tandem pilot during a visit to Coronet Peak, New Zealand. Photo: Nico de Wette

Kyla Cannon, age 8, experiences her ﬁrst ﬂight with Steve Prepost over Morningside Flight Park in Charlestown, N.H. Photo: Steve Prepost

Nona and her pilot-in-command in the New Zealand LZ Photo: Brian Stipak

A good day for tandem ﬂying at Torrey Pines Photo: Jerry Gillard

“I’m ﬂying!” declares Kevin Lee’s tandem student. Photo: Josh Morell

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

at www.seattleparagliding.com or contact Chris Santacroce at chris@ superﬂyinc.com.

September 16-17: Seattle (Washington) Aerobattle. A mix of cos-

August 31-September 4: Macedon, New York.

September 17: Torrey Pines Gliderport, San Diego, California. First annual “Parade of Sails” fund-raising benefit for YMCA Kinship children’s program. First-place awards for three hang glider and three paraglider categories. Paragliding is open to all ratings (less than P-3 must fly under instructor supervision), hang gliders H-3 and above only. Competition runs from noon to 5 p.m., low tide is at 1:08 p.m. Radio required (can SANCTIONED COMPETITION be rented on site). Judges and shuttle drivers back to Torrey provided by San Diego Hang Gliding and Paragliding Association volunteers. Your July 10-15: Chelan, Washington. Chelan XC Open paragliding comfamily can picnic on the grass at La Jolla Shores beach and watch you petition. Registration opens April 1, $275 through June 10, $375 after. compete. Entry fee $40, first 50 sign-ups get T-shirt with a Fine-Tuned More information at www.chelanXCopen.com. design. Dinner and awards dished out afterwards at Torrey. See flytorrey August 6-12: Big Spring Open. Includes Single-Surface and Sport- .com for rules and details or contact davidj@flytorrey.com. Class Nationals and Flex-Wing Pre-Worlds. Flex-wing advance registration opens March 15 for top 30 U.S. NTSS-rated pilots and top 50 CIVLFLY-INS 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. July 1-4: Seventh Annual Winds of a Hurricane Fly-In, Hurricane Ridge, Reduced fee ($195) for Single Surface and Sport Class. More informa- Utah. Last year’s intermediate and advanced hang glider and paraglider pilot participants got above 14,000’ and flew more than 80 miles! tion at Flytec.com. Intrigued? Contact Grant Hoag for more information: ghoag@brwncald August 27-September 2: Sun Valley, Idaho. U.S. Paragliding Na- .com. tional Championships. Registration opens February 15. Entry fee $325, July 2-3: Ellenville, N.Y. Third annual 4th of July Music Festival & after July 15 $400. More information at www.flysunvalley.com. Fly-In, organized by Tony Covelli, owner of Ellenville Flight Park, with help from the Southern N.Y. Hang Glider & Paraglider Association. Enjoy COMPETITION music in the LZ from numerous bands over the two-day weekend, afJuly 15-16, August 12-13, September 16-17, ter (hopefully) an afternoon of flying! The music festival goes on regardOctober 6-8: Northern California Cross-Country League week- less of flyability, and has been a huge success the past two years. Think ends, location to be decided three days before the weekend. All sites Woodstock with flying added in! More information: Tony Covelli (845) will be within a four-hour drive of the San Francisco Bay Area. Cost: 647-1008, tony@ellenvilleflightpark.com, or flynewyork@catskill.net. $5 per race. More information: Jug Aggarwal, jaggarwal@es.ucsc .edu, or check the Web site for the Northern California XC League at July 28-30: 2006 Texas Open/USHGA National Fly-In, Leakey, Texas. It’s been so much fun before, we’re doing it again! Hang glidhttp://www.sfbapa.org/ and follow the link for the XC League. ers, paragliders, rigid wings, whatever! Come on down. Aerotow, truck July through September: Intermountain League Paragliding tow, even foot launch, we’ll get you in the air! Fun competitions, great Series July 28-30: Salt Lake City, Utah August 4-6: Jackson, Hill Country soaring, cash prizes, family fun, real Texas BBQ, excelWyoming August 11-13: Warm up for the U.S. Nationals in Sun lent XC potential. Plan your trip now – don’t wait until it’s too late to Valley, Idaho September 22-24: season finale at King Mt., Idaho find lodging (Leakey is a Hill Country vacationing mecca). More info at Date TBD: Bozeman, Montana (put on by Andy Macrae) Entry $25, http://flexwing.org/txopen. all goes to drivers and prize money. This year Super Fly has generously offered to sponsor the Intermountain League, providing beer and support August 31-September 4: Steamboat Springs, Colorado. Second for thirsty pilots who want to brag about great days of flying. Contact info Annual Wildwest Airfest and Airmen’s Rendezvous, Storm Peak Hang Gliding and Paragliding. Get hours of high-altitude airtime and let your for each meet at leaguemeet.com. family bike, soak in hot springs, horseback ride and shop. Vintage airJuly 5-9: King Mountain Hang Gliding Championships, near Moore, planes, RC activity, balloons, skydiving, town BBQ, HG and PG awards Idaho. Five days (Wednesday-Sunday) of serious but fun XC competi- party, Fly to Pig Roast and Disco Party (possibly). Spectacular altitude tion with open, recreation and team classes, handicap scoring, bonus gains, over-the-Divide XC, awards for course flying, Harry Martin T-shirt. LZs, staff and sportsmanship awards plus driver awards. $60 regis- Launch 10,400’ MSL, numerous LZs (6660’ MSL). All site rules apply, tration includes full-color long-sleeve shirt with collectible Dan Gravage H-4/P-4, call to get your place and approval. Lesser ratings with spondesign, maps, awards party, movies, pilot briefings, prizes and sor on a case-by-case basis. Storm Peak HG/PG contacts: Ken Grubbs, more. Event is a fund raiser for the Idaho Hang Gliding Association. (303) 888-1255, kengrubbs@msn.com; Mark Cahur (970) 846-3824; More information and pre-registration packet from Lisa Tate, meet Tom Wood (970) 846-4427; Roberto Frias (970) 870-8873. Campdirector/organizer, 1915 S. Arcadia St., Boise, Idaho 83705, (208) 376- ing and conventional lodging contacts: http://www.steamboat-chamber 7914 or email to lisa@soaringdreamsart.com. .com/.

tume ﬂying, aerobatic demonstrations, friendly competition. Lots of airsports-related activities, as well as music, food, fun! See June Pilot Briefings column for details. $300 for competitors, donation to cover cost of tows requested from costumed and demo ﬂyers. More information July 2006: Hang Gliding & Paragliding – w w w.ushga.org

Fourth annual Flaming Fall Foliage Festival and Fly-In, Labor Day weekend at the Finger Lakes Aerosport Park in upstate New York. $75 per pilot includes Sunday dinner and all festivities. For further information go to www.ﬁngerlakesaerosportpark.com and click the bar for the 2006 Fly-In information.

CLINICS, MEETINGS, TOURS 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. July 20-23: Chelan Flats, Washington. Paragliding Towfest 2006 – 100-mile flights possible! Three or more tow winches operating. Free on-site camping, swimming pool, DJ music, outhouses provided. Hotels available in Chelan and Wenatchee. Towing fee of $100/day includes unlimited tows and retrieves. Instruction available from Chris Santacroce and Nik Peterson. To secure your spot contact Mike Zuchetto, (509) 951-5308 or Even Von Ranson, (509) 220-9839. More info at upsessionparagliding.com. 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. 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.

INDEX TO ADVERTISERS ACE SIM . . . . . . . . . . . . . . . . . . 58 ANGLE OF ATTACK . . . . . . . . . . . 6 CRITTER MOUNTAIN WEAR . . . 38 FLYTEC USA . . . . . . . . . . . . . . . 80 HIGH ENERGY SPORTS . . . . . . . 22 JUST FLY . . . . . . . . . . . . . . . . . . 28 MOYES AMERICA . . . . . . . . . . . 17 NORTH WING . . . . . . . . . . . . . . 27 O’CONNOR FLIGHT SCHOOL . . . 54 OZONE . . . . . . . . . . . . . . . . . . . . . 2 SPORT AVIATION PUBLICATIONS . . . . . . . . . . . 60

SUPERFLY . . . . . . . . . . . . . . . . . 49 THERMAL TRACKER PARAGLIDING . . . . . . . . . . . . 11 TORREY PINES . . . . . . . . . . 48, 79 TRAVERSE CITY HG&PG . . . . . . 34 USHPA CALENDAR . . . . . . . . . . 37 USHPA DVD . . . . . . . . . . . . . . . . 72 USHG FOUNDATION . . . . . . . . . 23 USHPA RENEW . . . . . . . . . . . . . 13 WILLS WING . . . . . . . . . . . . . . . . 5

MARKETPLACE ADVENTURE PRODUCTIONS. . . 71 CLOUD 9 SOARING CENTER . . . 71 FLIGHT CONNECTIONS . . . . . . . 71 FLYTEC USA . . . . . . . . . . . . . . . 71 JUST FLY . . . . . . . . . . . . . . . . . . 71 KITTY HAWK KITES . . . . . . . . . 71

LOOKOUT MOUNTAIN . . . . . . . . 71 OZ REPORT . . . . . . . . . . . . . . . . 72 THEWINDYPLANET.COM . . . . . 71 USHPA BOOKS . . . . . . . . . . . . . 72 USHPA XC FLIGHT AWARDS. . . 72

December 3-10: Southern California and the Baja Peninsula. Fly where it is still warm - we pick you up at the airport and handle the rest. Details at http://www.parasoftparagliding.com/travel/Southwest.php. 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. January 7-14: Mexico with Parasoft Paragliding School. We’ve been

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

taking pilots to ﬂy in Mexico since 1991. We have been to Valle de Bravo and Igualla, but Tapalpa is world–class. The P–2 week focuses on long easy ﬂights. Mexico P–2 pilot details at http://www.parasoftparagliding .com/travel/tapalpa%20_mexico.php.

October 20-22: Point of the Mountain and Utah ﬂying sites. PG

January 14-21: Mexico P–3 week. We tailor our weeks to your pi-

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

January 21-28: Mexico P-4 week. Geared towards ﬂying XC from 4

October 20-21: Point of the Mountain and Utah ﬂying sites. PG in-

sites. www.parasoftparagliding.com/travel/iguala%20_mexico.php.

structor re-certification clinic. For clinic description 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.

October 7-8: Utah ﬂying sites. PG mountain ﬂying clinic. For clinic

lot level; second week focuses on thermaling. P–3 pilot details at http:// www.parasoftparagliding.com/travel/colima.php.

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.

Nico Assael in front of the Aiguille du Midi, France

November 12-December 2: Fly Iquique (Chile) and Mendoza (Argentina) this November with Luis Rosenkjer and Todd Weigand. Luis is a multiple Argentinean Champion and owner of Atlanta Paragliding. Todd is a top internationally ranked competition and acro pilot from Oregon and has been seasonally guiding, instructing and perfecting his acro and XC skills in Chile since 2001. Multiple tours available. Choose your week at www.atlantaparagliding.com. Contact Todd at (541) 4756935, wallowaparagliding@gmail.com or Luis at (404) 931-3793, info@ atlantaparagliding.com. November 12-19: Phoenix, Arizona. Escape the winter cold – ﬂy three drive-up sites minutes from the airport and more sites around. Details at http://www.parasoftparagliding.com/travel/phoenix.php.

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

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New Pilot Ratings Ratings issued during March 2006 Hang Gliding Division Rating Region Name City H-1 3 Allen Binder El Segundo H-1 3 Dennis Hall Redondo Beach H-1 4 Richard Milla Fort Worth H-1 7 Janet Mcrobb Clarkston H-1 9 James Smith Littlestown H-1 10 John Dichiara Atlanta H-1 12 Kristof Ostlund Ithaca H-1 12 Maureen Nelligan Brooklyn H-2 1 Neil Youra Portland H-2 1 Lloyd Martindale Portland H-2 2 Abhishek Sethi Santa Clara H-2 2 Alan Arrowsmith El Cerrito H-2 2 Nito Serna Sheridan H-2 3 Scott Tacquard San Bernardino H-2 3 Craig Perkins San Clemente H-2 3 Aric Essig Santa Monica H-2 4 Richard Milla Fort Worth H-2 7 Robert Scharffenberg Iron Mountain H-2 8 Barry Antel Branford H-2 8 Rachel Ostlund Middletown H-2 9 Ryan Coppola Chester Springs H-2 10 John Bishop Alto H-2 10 Paul Harrison Davenport H-2 13 Grant Lafontaine Ontario H-3 2 Monte Cole Vacaville H-3 2 Robert Newman Napa H-3 4 Erik Semrau Las Cruces H-3 4 Richard Milla Fort Worth H-3 5 Juergen Lang Moscow H-3 9 Kurt Hirrlinger Derwood H-3 10 Steven Rickert Lutz H-4 4 Kevin Kennedy Flagstaff H-4 7 John Gamble Waunakee H-4 10 Doralisa Sherrod Orlando H-4 13 Miyoki Komai Ibaraki

Paragliding Division State Rating Ofﬁcial CA Paul Thornbury CA Paul Thornbury TX David Broyles MI James Tindle PA Richard Hays GA Michael Jefferson NY Christian Thoreson NY Paul Voight OR John Matylonek OR John Matylonek CA Patrick Denevan CA Barry Levine NV Robert Lane CA Rob Mckenzie CA James Gardner CA Rod Mitchell TX David Broyles MI Malcolm Jones CT Robert Lane CT Gordon Cayce PA Jon Thompson GA Christian Thoreson FL Steven Prepost Michael Robertson CA Patrick Denevan CA Rafael Lavin NM George Woodcock TX David Broyles ID Charles Baughman MD Steven Kinsley FL Malcolm Jones AZ Greg Berger WI Tommy Thompson, Sr FL Steven Prepost Robert Lane

Rating Region Name P-1 1 Lars Jacobsen P-1 2 Harry Sandoval P-1 2 Thea Kerron P-1 3 Tony Nannini P-2 1 Gabriel Evans P-2 1 Ole Kanestrom P-2 1 Nathan Braun P-2 1 John Foltz P-2 2 Jamie Thomas P-2 2 Kimberly Hayden P-2 2 Don Graham P-2 2 Harry Sandoval P-2 2 Cliff Hacker P-2 3 Jim Simmons P-2 3 Brian Cox P-2 3 James Davis P-2 3 Carlos Alonso P-2 4 Ron Oliver P-2 4 Greame Parkes P-2 4 Jerry Reed P-2 5 Dan Hogan P-2 5 Matt Hogan P-2 9 Michael Lorincz P-2 10 Jose Beltran P-2 13 Alejandro Abriola P-2 13 Vanessa Suarez P-3 1 Adrian Beebee P-3 1 Lisa Darsonval P-3 1 Eric Darsonval P-3 1 Eben Von Ranson P-3 1 Chester Lindgren P-3 1 Ryan Pinette P-3 1 Michael Zuchetto P-3 1 Stephen Torgesen P-3 1 Meredyth Malocsay P-3 2 Tristan Ainsworth P-3 2 Gloria Beck P-3 2 Andy Miller P-3 2 James Wells P-3 2 Nathan Wells P-3 2 Tom Bair P-3 2 Tyler Wells P-3 3 Mimi Bourquin P-3 3 Ku Wing Nang P-3 3 Gerald Kubick P-3 3 Kevin Howe P-3 3 Scotty Scott P-3 3 Andrew Palmer P-3 3 Chris Rowland P-3 4 Frank Colony P-3 4 Calef Letorney P-3 5 Tuck Fauntleroy P-3 7 Orlando Joya P-3 10 John Di Chiara P-3 13 Nataliya Polchenko P-4 1 Troy Henkels P-4 1 Laddie Shaw P-4 1 Fred Krusemark P-4 1 Mark Lindgren P-4 1 Eric Darsonval P-4 1 Bradley Smith P-4 2 Les Snyder P-4 3 Michael Forbes P-4 4 Jim Eskildsen P-4 4 E Pell Wadleigh P-4 5 Karl Steslicke P-4 12 Carmine Colangelo P-4 12 Marko Georgiev P-4 13 Alex Chi Vi Tang P-4 13 Stephen Kurth P-5 1 Bob Hannah

City Bonney Lake Pacifica Camino Altadena Portland Port Townsend Bend Port Orchard Pismo Beach Incline Village Pahrump Pacifica Soquel Waianae San Diego Ventura Pukalani Glenwood Springs Cave Creek Sandy Lakeside Lakeside St Thomas Santurce Queretaro Queretaro Anchorage Bend Bend Spokane Seaside Bend Spokane Seguim Fall City Marysville Santa Maria Windsor San Luis Obispo San Luis Obispo San Francisco San Luis Obispo Corona Del Mar El Segundo San Marcos Santa Barbara Hilo Santa Barbara Santa Barbara Holladay Boulder Wilson Northfield Delray Beach Burnaby Bc Eagle River Anchorage Seattle Portland Bend Anchorage Puerta Vallarta Los Angeles Tempe Page Teton Village Putnam Valley Springield Chai Wan Yt Seattle

State Rating Ofﬁcial WA Chad Bastian CA Jeffrey Greenbaum CA Jeffrey Greenbaum CA Rob Sporrer OR Kelly Kellar WA Chad Bastian OR Steve Roti WA Marty Devietti CA Kinsley Wong NV Jason Gilbert NV Chad Bastian CA Jeffrey Greenbaum CA Joshua Meyers HI Marty Devietti CA Gabriel Jebb CA John Van Meter HI Jason Cross CO Etienne Pienaar AZ Carlos Madureira UT Stephen Mayer MT Marty Devietti MT Marty Devietti VA Robert Hastings PR Robert Hastings Robert Chevalier Robert Chevalier AK Rick Ray OR Irene Revenko OR Irene Revenko WA Nik Peterson OR Jose Rosas - Zarich OR Steve Roti WA Nik Peterson WA Kyoung Ki Hong WA Kelly Kellar CA Kyoung Ki Hong CA Hugh Murphy CA Gregg Hackett CA Kinsley Wong CA Kinsley Wong CA Jeff Wishnie CA Kinsley Wong CA Kyoung Ki Hong CA Marcello De Barros CA Gabriel Jebb CA Rob Sporrer HI Gabriel Jebb CA Rob Sporrer CA Rob Sporrer UT Jake Walker CO Dale Covington WY Scott Harris IL Etienne Pienaar FL Kyoung Ki Hong Alejandro Olazabal AK Rick Ray AK Rick Ray WA Douglas Stroop OR Jose Rosas - Zarich OR Irene Revenko AK Nik Peterson AP David Binder CA Rob Sporrer AZ Alan Chuculate AZ Rob Sporrer WY Scott Harris NY Lars Linde NJ Sander Koyfman John Mcdonald Rick Higgins WA Mark Forbes

Tandem instructor Marty DeVietti landing with a student at Santa Barbara, California Photo: Stefan Mitrovich

HANG GLIDING ADVISORY: Used hang gliders should always be disassembled before flying for the first time and inspected carefully for fatigued, bent or dented downtubes, ruined bushings, bent bolts (especially the heart bolt), re-used Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with non-circular holes, and on flex wings, sails badly torn or torn loose from their anchor points front and back on the keel and leading edges. PARAGLIDING ADVISORY: Used paragliders should always be thoroughly inspected before flying for the first time. Annual inspections on paragliders should include sailcloth strength tests. Simply performing a porosity check isn’t sufficient. Some gliders pass porosity yet have very weak sailcloth. If in doubt, many hang gliding and paragliding businesses will be happy to give an objective opinion on the condition of equipment you bring them to inspect. BUYERS SHOULD SELECT EQUIPMENT THAT IS APPROPRIATE FOR THEIR SKILL LEVEL OR RATING. NEW PILOTS SHOULD SEEK PROFESSIONAL INSTRUCTION FROM A USHGA CERTIFIED INSTRUCTOR.

FLEX WINGS EVEN-UP TRADES – Looking to move up from your beginner or novice glider, but can’t put up cash? (262) 473-8800, info@hanggliding.com, www.hanggliding .com, http://stores.ebay.com/raven-sports. 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. MOYES LITESPEED S4 – Mylar sail, carbon RLE, inserts and sprogs. New condition, Orange/Purple, 30 hours, $4950, (541) 504-5416. MOYES SX5 – Good condition w/wheels, $1000. jamesthecop@hotmail.com. PAC-AIR 154 FORMULA – High Energy Pod with BRS PDA chute. Under 20 hrs. Excellent condition. $1500 OBO. (719) 687-1280. PREDATOR 142 - Screaming fast! New wires, speed ribs, <125 hrs. on sail (blue and orange). Located in SLC, Utah. $1300 OBO. Craig (801) 699-9889. RAMAIR 154 – Excellent condition, $450. AT 154 – Flown once, brand new. $450. Ken, (303) 888-1255.

EMERGENCY PARACHUTES 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.

EMPLOYMENT 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 ac-

cepting 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. MOSQUITO POWERED HARNESS – Pre-NRG $3500. Larry (810) 630-1296, Michigan.

RIGID WINGS 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.

ULTRALIGHTS 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. KOLB FIRESTAR II – 503 dual carb, dual ignition, excellent condition. BRS, new covering, always hangered. $13,000 OBO. (435) 789-0721 or (435) 790-6655.

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.

CALIFORNIA AIRJUNKIES PARAGLIDING – Year-round excellent instruction, Southern California & Baja. Powered paragliding, clinics, tours, tandem, towing. Ken Baier, (760) 753-2664, airjunkies@sbcglobal.net, airjunkies.com. DREAM WEAVER HANG GLIDING – Competitive prices, state-of-the-art equipment. Complete lesson programs. Northern California Mosquito harness dealer. Ideal training hill. tandem instruction. USHGA Advanced Instructor Doug Prather, (209) 556-0469, Modesto, California. drmwvrhg@softcom.net. FLY ABOVE ALL – Year-round instruction in beautiful Santa Barbara! USHGA Novice through Advanced certification. Thermaling to competition training. Visit www.flyaboveall.com, (805) 965-3733. 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.

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. GUNNISON GLIDERS – Serving the western slope. Instruction, sales, service, sewing, accessories. Site information, ratings. 1549 County Road 17, Gunnison CO 81230. (970) 641-9315, 1-866-238-2305. PEAK TO PEAK PARAGLIDING LLC – 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.

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FLORIDA

GEORGIA

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

LOOKOUT MOUNTAIN FLIGHT PARK - Discover why 5 times as many pilots earn their wings at LMFP. Enjoy our 110-acre mountain resort. www.hanglide.com, 877hanglide, (877) 426-4543.

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 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.

HAWAII 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. 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.

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.

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.

PROFLYGHT PARAGLIDING – Call Dexter for friendly information about flying on Maui. Full-service school offer- SUSQUEHANNA FLIGHT PARK COOPERSTOWN ing beginner to advanced instruction every day, year round. – 160’ training hill with rides up. 600’ ridge – large LZ. (808) 874-5433, paraglidehawaii.com.IDAHO Specializing in first mountain flights. Dan Guido, 293 Shoemaker Road, Mohawk NY 13407. (315) 866-6153, dguido@dfamilk.com. IDAHO KING MOUNTAIN GLIDERS – Alluring site plus shop supplying all your HG/PG needs. Instruction, equipment sales, tandems, complete accessories. Visit our Web site www.kingmountaingliders.com or (208) 390-0205.

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.

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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 CLOUD 9 SPORT AVIATION – See Cloud 9 in Michigan.

PUERTO RICO FLY PUERTO RICO WITH TEAM SPIRIT HG! – Flying tours, rentals, tandems, HG and PG classes, H-2 and P-2 intensive Novice courses, full sales. (787) 850-0508, tshg@coqui.net.

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

TEXAS AUSTIN AIR SPORTS – Hang gliding and ultralight sales, service and instruction. Steve Burns (512) 236-0031, sburns@austinairsports.com. Fred Burns (281) 471-1488, austinair@aol.com, www.austinairsports.com. GO...HANG GLIDING!!! – Jeff Hunt. Austin ph/fax (512) 467-2529, jeff@ﬂytexas.com, www.ﬂytexas.com.

UTAH CLOUD 9 SOARING CENTER – Once again, we are the closest shop to the Point of the Mountain. Utah’s only full-time PG/HG shop and repair facility. Contact 1-888944-5433 or www.paragliders.com.

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

WYOMING 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).

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

PARTS & ACCESSORIES 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. 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.

ry, 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.

RISING AIR GLIDER REPAIR SERVICES – A full-service shop, specializing in all types of paragliding repairs, “FLYING BY THE SEAT OF YOUR PANTS: A HANG GLIDannual inspections, reserve repacks, harness repairs. ER PILOT’S VIEW OF LIFE” is a self-help book written by USHPA member Chris Waugh who started flying in 1974. Hang gliding reserve repacks and repair. For information or repair estimate, call (208) 554-2243, pricing and ser- She uses hang gliding as a metaphor for how you can succeed in a world of change and uncertainty. Full of phovice request form available at www.risingair.biz, billa@ tos and inspirational flying quotes, it sells for $14.95 and atcnet.net. shipping is FREE. Buy it at www.reNvision.com. TANDEM LANDING GEAR – Rascal™ brand by Raven, simply the best. New & used. (262) 473-8800, FLY THE WING! HOOKING INTO HANG GLIDING – By Len Holms. This is the perfect book for those curious www.hanggliding.com, info@hanggliding.com, http:// about the sport of hang gliding. Written at a level that will stores.ebay.com/raven-sports. not swamp the reader with a daunting amount of techWHEELS FOR AIRFOIL BASETUBES – WHOOSH! nical details, you will learn about hang glider wings and Wheels™ (Patent Pending), Moyes/Airborne & Wills Wing the skills needed to fly them. 84 pages with photos and compatible. Dealer inquiries invited. (262) 473-8800, illustrations. $12.95(+$5 s&h). Call USHGA at 1-800www.hanggliding.com, info@hanggliding.com, http:// 616-6888 or order off our Web site, www.ushga.org. PO stores.ebay.com/raven-sports. Box 1330, Colorado Springs CO 80901. 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.

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.

PUBLICATIONS & ORGANIZATIONS

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.

*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. 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 centu-

TOWING TANDEM BOAT TOW HG SYSTEM – Complete w/boat, glider, winch & ﬂoats. New and ready to go. $20,000. hangglidewithjames@msn.com, (360) 671-3037.

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. Wing-

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

mounted 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.

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 USHPA, 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 USHPA 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.

*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.

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.)

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

Jerome Canaud ﬂying above False Bay, South Africa

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

Photo: David Dagault, david@ﬂyozone.com

DVDS-VIDEOS-BOOKS-POSTERS – Check out our Web store at www.ushga.org.

South Mountain is visible for mere seconds during my drive home. It calls to me, though, as it hides behind tall forests and deep ridges. I hear the whispered words blown by soft winds from its cloud-covered top. The disembodied voice floats through mountain mists, drifts through thousands of tree-planted acres and glides over miles of valley floor directly to my vulnerable consciousness. “Steve… Steve… Come fly me.” The words are haunting, alluring, powerful and alive. More commanding than the songs of the legendary Sirens, the mantra permeates my physical being like red dye dripped into crystal-clear water. The flowing waves of ghostly energy soon consume my thoughts and attempt control of my body. In the fashion of Odysseus, I lash myself to the car. I double-knot the seat belt and ziptie my hands to the steering wheel. I must. I can’t go to the mountain. Not today. It’s only Monday. South Mountain first captured my flying lust while I was still a Pnothing student. Even then, the mountain screamed out to me. While I often found the inhospitable

gates to private property propped open, I accepted the risk of being locked inside so that I could find a route to the top. Once I stood on the summit, once I saw the beauty of what could be, I knew that South Mountain was destined to become a legal flying site. I sat on top of that mountain a dozen times without flying. I logged it onto my GPS. I took pictures of it. I emailed my instructor and asked his advice. I walked the would-be launch area. I studied wind movement and patterns by observing smoke, streamers and birds. I sat on the near-vertical edge and dreamed of ripping thermals, of unlimited cross-country flights, of flying with the hawks and eagles that so easily tread on those invisible waves of moving air. It had to be done. I did my research. I digested accident statistics. I studied the Washington law that protects private landowners from recreational land users. I combined both helmet cam and handheld videocam to make a short fi lm. Finally, I was ready for an appointment with the landowner’s head forester, public affairs officer

and head of security. To cut the story short, I was successful. The giant timber company gave permission to fly on weekends and holidays. So weekends it had to be. I have had only a couple of dozen flights off this mountain. I have found the launch to be particularly technical with short launch runs, strongly compressed winds, wing-twisting rotor, screaming thermals and excessively long glides to nothing but logging-road landing zones. But I have often reached the clouds and had cross-country fl ights of several miles. The flights will become longer with the inevitable increase of site-specific knowledge and experience. Learning this mountain is difficult since I get only those rare weekends when the winds and the weather happen to be just so. In the meantime, every time I see it, every time I come close to it, the mountain calls my name, taunts me, tempts me to cheat on the weekend rule. It calls to me. It calls my name. Steve... Steve... Come fly me.

Photos taken in the French Alps by (top) Brian Stipak and (bottom) Bruce Tracy

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

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