USHPA Hang Gliding & Paragliding Vol36/Iss12 December 2006 by US Hang Gliding & Paragliding Association

Volume 36 Issue 12 December 2006 $4.95

A Publication of the United States Hang Gliding and Paragliding Association, Inc.

The United States Hang Gliding and Paragliding 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 USHPA supervision of FAI-related hang gliding and paragliding activities such as record attempts and competition sanctions.

Calendar of events items may be sent via email to editor@ ushpa.aero, 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@ushpa.aero, (425) 888-3856. For change of address or other USHPA business, call (719) 632-8300, or email info@ushpa.aero. U

E D S TAT

The USHPA 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, USHPA number, previous and new address, and a mailing label from a recent issue. You may also email your request with your member number to: info@ushpa.aero.

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.

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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@ushpa.aero. ALL ADVERTISING AND ADVERTISING INQUIRIES MUST BE SENT TO USHPA HEADQUARTERS IN COLORADO SPRINGS.

Hang Gliding & Paragliding magazine welcomes editorial submissions from our members and readers. We are always looking for well written articles and quality artwork.

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.

The material presented here is published as part of an information dissemination service for USHPA members. The USHPA 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.

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 6: Gregg Ludwig. REGION 7: Tracy Tillman. REGION 8: Gary Trudeau. REGION 9: Felipe Amunategui, L.E. Herrick. REGION 10: Dick Heckman, 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: Connie Locke, Jennifer Beach, Dutcher Sterling, Len Smith, Bill Bryden, Randy Leggett, John Harris, Jan Johnson. EX-OFFICIO DIRECTORS: Art Greenﬁeld (NAA).

DISCLAIMER OF WARRANTIES IN PUBLICATIONS:

OC. INC

USHPA Ofﬁcers and Executive Committee: Lisa Tate, President: lisa@soaringdreamsart.com Felipe Amunategui, Vice President: dr.amunategui@att.net Elizabeth Sharp, Secretary: Elizabeth.Sharp@heii.com Mark Forbes, Treasurer: mgforbes@mindspring.com

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

Jayne DePanﬁlis, Executive Director: jayne@ushpa.aero Rick Butler, Information Services Director: rick@ushpa.aero Martin Palmaz, Business Manager: martin@ushpa.aero Erin Russell, Ofﬁce Manager: erin@ushpa.aero Michelle Burtis, Member/Instructor Services Administrator: michelle@ushpa.aero

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

Ofﬁce Staff:

USHPA.Aero (ISSN 1543-5989) is published monthly by the United States Hang Gliding and Paragliding 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@ushpa.aero C. J. Sturtevant, Editor: editor@ushpa.aero Joe Hartman, Art Director: jhartman@brandingironmedia.com Martin Palmaz, Advertising: martin@ushpa.aero Thayer Hughes, Contributing Editor: thayer@ushpa.aero Staff writers: Lisa Colletti, Matt Gerdes, Jon GoldbergHiller, Rob Kells, Thayer Hughes, Dennis Pagen, Tracy Tillman Staff artist: Jim Tibbs

RAGLI

The United States Hang Gliding and Paragliding Association, a division of the National Aeronautic Association,

is a representative of the Fédération Aeronautique Internationale in the United States.

APCO Twister maneuver sequence Photo: Adam Wechsler

Flight Report: First Time Thermal Soaring . . .6

DEPARTMENTS Editor’s Corner . . . . . . . . . . . . . . . . . . . . . . . . 7 Pilot Brieﬁngs: News and Events . . . . . . . . . . 8 Airmail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 USHPA: Spotlighting the Winners: The 2006 USHPA Awards . . . . . . . . . . . . 14 USHPA’s New Instructor Liability Insurance Program . . . . . . . . . . . . . . . . . . . . . . . . . 19

THE TRUE SECRET OF FLIGHT Why can we ﬂy, we privileged few, when most of our species seem destined to live with feet ﬁrmly on the earth?

By James E. Torok . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25

PG Accident Reports . . . . . . . . . . . . . . . . . . 23 Site Guide: Colima, Mexico . . . . . . . . . . . . . 31 Towline: Part 103 Regulations: USHPA’s Tandem and Towing Exemptions . . . . . . . . . . . . . . 33 Flight Report: Mt. Hood Magic . . . . . . . . . . . 36

A PERFECT DAY IN COSTA RICA Right about now, you’re probably wishing you could be spending these winter days someplace sunny and soarable. How about Costa Rica?

Master’s Tips . . . . . . . . . . . . . . . . . . . . . . . . 38 Travel: Winter Thermals . . . . . . . . . . . . . . . . 45

By Andrew Harris . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27

Pilot Proﬁle: David Dagault . . . . . . . . . . . . . . 52 Gallery . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64 Calendar . . . . . . . . . . . . . . . . . . . . . . . . . . .68 New Ratings . . . . . . . . . . . . . . . . . . . . . . . . . 70

PUT YOURSELF INTO THE PICTURE USHPA’s photo archivist continues his series on how to get your photos from your camera onto the pages of this magazine.

Marketplace . . . . . . . . . . . . . . . . . . . . . . . . . 72 Classiﬁeds . . . . . . . . . . . . . . . . . . . . . . . . . . 74 One Last Thought . . . . . . . . . . . . . . . . . . . . 78 Index to Advertisers . . . . . . . . . . . . . . . . . . . 77

By Thayer Hughes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42

FINALLY! For many years the 100-mile ﬂight had been tantalizingly just beyond the reach of this skilled pilot, but on one magical day, everything came together and he ﬁnally reached his goal.

Volume 36 Issue 11 November 2006 $4.95

Photo: Steve Prepost

A Publication of the United States Hang Gliding and Paragliding Association, Inc.

Steve Prepost and Kimberly Post share the scenic beauty of a tandem ﬂight above the Connecticut River Valley and Morningside Flight Park. The Connecticut River below separates Vermont and New Hampshire.

By John Scott. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

In a few hours, it will all be recollection. In between, it's why you fly. Why settle for anything less than everything the experience has to offer?

LLS~

Nti

It's all about the flying.

WWW.WILLSWING.COM 500 WEST BLUERIDGE AVE. ORANGE. CA 92865 TEL: 714-998-6359 FAX: 714-998-0647

VERTIGO – RED BULL’S BALLISTIC BALLET Misty Flips, Rollovers, Inﬁnity Tumblings, Whoopie Wings, splashdown landings – all these and more were on the agenda at last summer’s Red Bull Vertigo/FAI Aerobatic World Championship event in Villeneuve, Switzerland. Copyright © 2006 by Dennis Pagen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56

DRAACHEN FLUG TAG, AND OTHER NEWS FROM REGION 7 Region 7 hang glider pilots come together for some psychedelic ﬂying at the ‘70s-style Draachen Flug Tag ﬂy-in.

By Tracy Tillman . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63

Gallery. . .64

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Photo: George Sturtevant

Happy holidays! It’s that time of year again – already! gliders as well. Tracy Tillman, Region 7’s director, organized – when we as individuals and clubs look back over the past the event and sent the text and photos that remind many of season and remind ourselves of who deserves some extra us of our early years in hang gliding. Calling on memories gesture of appreciation for contributing in some special way from about that far back in his past, James Torok reflects on to the flying in our areas. It really is important to make a why we – and not everyone else – are so lucky, to know the point of sending your landowners, support crew, and anyone “True Secret of Flight.” Treat yourself to a hot drink, put up who facilitates your pursuit of airtime a tangible acknowl- your feet, and enjoy their stories! With the weather less conducive to flying, this may be edgement of their generosity. Sure, we all say “thanks!” on a regular basis during the flying season, but that extra gift the time to sort through your photos with an eye to sendor card at this holiday season makes a strong and lasting ing us some to publish. Photo archivist Thayer Hughes continues his series on contributing photos in this issue, with impression. USHPA understands the power of honoring pilots and information and advice on how to get the best mileage from others who have been instrumental in keeping our sports the digital cameras that most of us can afford. As always, this issue includes several articles with alive and thriving. That’s the reason for the annual awards – the “commendation” and “special commendation” awards, the focus on education and safety. Tracy Tillman and Lisa for members and non-members respectively, are designed Colletti, in their new Towlines column, unravel some of the to express appreciation to any and all who have made a dif- mysteries of Part 103 and how it relates to aerotowing and ference. The 2006 awards recipients are listed in this issue, tandem operations. With the transition to Sport Pilot regulaand it’s a long and inspiring list! If you somehow missed the tions coming up fast, it’s helpful to know where we are right opportunity to honor someone in the last go-round, you can now with the FAA, and where we’re going to be heading make nominations for the 2007 awards – there are 11 cat- in the next couple years. On the USHPA pages, Riss Estes egories – at any time using the online form at http://ushpa. and Dave Broyles clarify our current insurance situation, and provide some facts and numbers that help make sense of aero/emailaward.asp. Even though it’s winter, some lucky pilots have written the recent addition of instructor liability insurance to our articles to assure us that there’s no need to hang up the membership benefits. Rob Kells’s Masters Tips column wing and wait for spring! Paraglider pilot Marcel Dettling showcases hydraulic winch towing of hang gliders, a trainfound some glorious “Winter Thermals” in between his ing method used very successfully by, among others, Pat skiing in snowy Switzerland, while hang glider pilot Drew Denevan of Mission Soaring in California. This month’s Accident Report is about incidents involvHarris opted for warm winter flying in idyllic Costa Rica. Karl Decker suggests a trip to Colima, Mexico, for summery tem- ing paraglider pilots, but Jon Goldberg-Hiller’s comments peratures, excellent XC options, and of course lots of friendly are relevant to all of us. He urges us to put more conscious locals and great Mexican food and beverages. If I weren’t awareness into our “routines,” so that a little interruption heading to Chile in just two weeks, I’d be feeling mighty jeal- won’t lead to a major oversight, such as not hooking in, or overlooking a crucial connection. While none of this month’s ous of these guys as I sit here in the cold November rain! For those who opt to stay inside when the weather goes paraglider incidents involve injury, each of them could have. bad, there’s always armchair soaring. Matt Gerdes profiles I urge you to read the Accident Report column each month, Dav Dagault, a paraglider pilot who’s flown in more places regardless of the wing you fly, and to contribute your own than most of us will ever visit, including some where, I have insights regarding incidents and accidents that you observe to admit, I have no real desire to ever go – but I certainly at your flying sites. The online form is easy to fill out, and is enjoy reading about Dav’s adventures! Dennis Pagen’s trip to here: http://www.ushpa.aero/emailacc.asp. As soon as I send this issue to the printer, and get the Switzerland was in the summer, when the weather is warm and the thermals are abundant; his report on the radical January issue ready for my art directors to lay out, George flying at Red Bull’s Vertigo event is well illustrated with some and I are off to Chile to celebrate Thanksgiving and our 30th anniversary flying our paragliders in summer sunshine! I amazing photos by John Heiney and Randi Eriksen. We all know that feeling of accomplishment, when we hope to come home to an inbox stuffed with tales of your finally attain one of our major flying goals. Alex Peterson’s trips and flying adventures, profiles of your flying buddies, personal-goal paraglider flight took him above the summit descriptions of your favorite sites or your local club’s activiof Oregon’s Mt. Hood for an awesome view of the Cascade ties. You can reach me, as always, at editor@ushpa.aero. volcanoes from nearly 12 grand. John Scott, who has been flying hang gliders for years in the Owens Valley in California, “Finally!” achieved his 100-miler, in spite of some challenges that most of us, luckily, do not have to deal with. Just for fun, Region 7 pilots celebrated 10 years of flying in Michigan with a goofy “Draachen Flug Tag” event, complete with ‘70s-style jeans and T-shirts and a few ‘70s-era

C.J. Sturtevant In the list of past recipients of USHPA awards published in the August issue, the newsletter The Flyer was listed with the editor/publisher as “unknown.” Attached to a nomination for a 2006 commendation was a p.s., identifying The Flyer as the publication of the San Diego Hang Gliding and Paragliding Association. Thanks to Tom Zylak for that information. The photos on page 60 of the November issue were incorrectly credited to Natalie Page; those two photos were taken by the article’s author, Paul Dees. A while back, two tiny regions were combined into one, with regional director Gregg Ludwig representing the combined Regions 6 and 11. At the request of many loyal members of the disbanded Region 6 (and their supporters, wearing “Region 6 Forever” Tshirts), the board agreed to “reconstitute” Region 6, and allow Gregg to be the ofﬁcial director of two low-population adjacent regions, 6 and 11. Welcome back, Region 6!

logs for each fl ight, and more informa- wing that’s closer to a paraglider than a Paraglider Magazine Has Changed tion on the contest itself, can be found speed-riding wing. Nervures offers the Ownership Sam Gaylord, founding editor of at http://www2.onlinecontest.org/holc/ Swoop in 10m 2, 14m 2 and now 16m 2 Paraglider magazine, sent this letter to all news.php. wing sizes. subscribers. We thought this information The Swoop is at home with either ski would be of interest as well to many who AVweb.com Announces FREE Classified or foot launch. Speed riding arrived ofare not currently on Paraglider’s subscrip- Advertisements For “Aircraft For Sale” ficially last winter in Europe in a few tion list. and “Aircraft Wanted” selected ski resorts; speed flying is now “While launching and growing By Karen Lund making its mark as the new kid on the Paraglider magazine has been a real AVweb.com, aviation’s premier news block. Skydivers are becoming increaslabor of love for me for over four years site, is now offering free “Aircraft For ingly interested in the Swoop because now, some family matters have made it Sale” and “Aircraft Wanted” advertise- it allows them to achieved the same impossible for me to continue and while ments in their Classifieds section. Go “swooping,” or ground effect, they so I’m sad to leave the magazine behind, I’m to www.avweb.com/classifieds, click on much love, without their having to jump thrilled to let you know that I’ve found “place a new” ad and follow the instruc- from an aircraft. The Swoop is designed a fantastic new owner to take over the tions to enter your free ad text and photo. to be launched from a slope only; it is not reins. Denver pilot Gregory Gillam is on In addition to providing the free ad- a jump-from-an-airplane skydiving confull speed bar as the new publisher, and vertisements, AVweb.com will promote traption. in 2007 Paraglider will resume its quar- this special page in their award-winning With skis on or not, the game with terly schedule. Avflash, a twice-weekly e-newsletter, and these tiny wings is to play in higher wind “Please know that I’m thankful to AvwebFlash Biz to over 150,000 sub- speeds. The Swoops are not parachutes each and every one of my subscribers for scribers. with large cells but very small paraglidboth your support and your encourageThis move is one of many improve- ers designed to fly fast. A few well known ment. Thank you for your trust when I ments in AVweb.com’s recently upgraded pilots like Eric Viret, Manu Bonte, Denis was selling subscriptions to a magazine and redesigned Web site. AVweb.com Verchere and a handful of others have that no one thought could work, thank was aviation’s first online news service, given outstanding demonstrations in you for your patience when I struggled introduced in July of 1995. the Alps, while showing the possibilities over the inevitable hurdles of growing a these new toys can offer. small business, and thank you for taking USHPA Presents XC Award to LongThe Swoop has been seen flying in 50 the time to be more than just a customer, Time Hang Glider Pilot km/h (over 30 mph) wind speed. Pilots but also good friends.” The USHPA congratulates L. “Pete” were running/crabbing up a mountain Lehmann of Pittsburgh, Pennsylvania, slope with their Swoops pulling them, as Swing Pilots Take Top Paragliding USHPA #30607, on his 437 km (262 has been done with traction kites. They Honors in the OLC miles) fl ight, earning for him the 250- would then fly back down while creating a beautiful aerial ballet, making passes The 2006 OLC (Online Contest), mile XC fl ight award. inches away from the grass at full speed with 2232 pilots from 25 countries parbefore softly landing at the bottom of the ticipating, has ended. Competitors sub- News From Sup’Air-USA slope to turn around and start all over mitted fl ights totaling 526,326 km to By Philippe Renaudin again. determine the international OLC winner Speed Flying: The New Kid on the It is totally possible to soar with the in paragliding. Alfredo Studer from the Block Swoop 16 and even the 14. The bigger the Swing-Mustang Jeans Factory Team, hill the easier it is to soar in the bigger flying a Stratus, was the overall winner in lift band, of course, and also the lighter the paragliding OLC for the third time. the wind strength needed to stay up. Manuel Croci (Swing developer and test This sport is an amazing thing to pilot) and Peter Gebhard (both from the watch, but beware: These wings are from Mustang Jeans Team) also came in the a different world! For the average weektop ten in the overall rankings. end pilot (most of us), it will be advisable A total of 275 Swing pilots covered to play in slower wind speeds. the fantastic distance of 59,613 km (1.5 It is reasonable to expect that there times around the world) in the 2006 will eventually be speed-flying schools season. Every fl ight has a story attached to it for the individual pilot. Even The French company Nervures is now opening in the States, as it is happening though Alfredo Studer led from the start, offering the Swoop paraglider in a larger now in Europe. Again a caution: Being the first-place position was never out of size, 16m 2. This is not a speed “riding” a paraglider pilot does not necessarily reach for other contenders, and the race wing (meaning used mostly on skis) but a qualify one to fly a speed-flying wing. became very exciting towards the end of speed “flying” canopy, leaning heavily on It’s a different game and we are starting the season. Full results, including track the foot-launch side of the story, a hybrid from square one as in the early days of

December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

paragliding. The wings are not certiﬁed, guidelines and rules are not yet in place, and there remain many unknowns in all aspects of this sport. Nervures is in the process of working with the French Paragliding Federation (the FFVL) to establish rules and guidelines for training and operation. These wings are not necessarily appropriate even for P-4 pilots, and this is why training centers will be there to teach potential speed-ﬂying pilots how to use these canopies safely. Already some European paragliding schools are using the Swoop 16m 2 to teach young pilots the paragliding basics on gentle slopes before strapping them below a standard-size paragliding wing. More information and additional photos can be found at www.supair-usa .com. Holiday Gift Ideas From xcshop.com By Hugh Miller

Fly Forever 2007 calendar: Cross Country’s renowned calendar collection returns with a stunning new offering for the new year. The 2007 Fly Forever calendar features 13 beautiful photos from the world’s finest free-flying photographers, with work from Jérôme Maupoint, Andy Busslinger, Ulrich Grill, and Olli Barthelmes. Skyscapes to keep you dreaming of the next epic day, printed as large and glossy as our presses could manage. Hang gliding over Rio, cloud surfing in the Alps, or gliding over

glistening winter snows... plus there’s space to write in your appointments. Fly Forever calendars are airmailed worldwide in secure, stiﬀ-backed envelopes. Available from www.xcshop.com, tel +44 (0) 1273 673000, or your local Cross Country dealer.

Produced by Kitchen Productions, and a meaty 109 minutes long, this DVD makes an ideal gift for the new pilots on your holiday list. Paragliding: Learn to Fly is distributed by Cross Country (tel +44 1273 67300) and available from all good schools, and www.xcshop.com.

Limited Edition technical jacket: We’ve produced a very short run of this highly technical flying jacket at a very affordable price. The Cross Country technical jacket has been designed and styled for Cross Country by UP International. Equally at home in the city or at cloudbase, it is both windproof and waterrepellent. The Cross Country technical jacket features mesh-lined hand pockets and an internal cell phone pocket and comes in sizes M to XL, in black, with a discreet silver Cross Country logo on the left breast. M is our most popular size for men. Women’s sizes to come soon! More information is available at http://r.vresp .com?CrossCountry/0349885546/72972 9/c5e04196af/17fe946. Paragliding: Learn to Fly DVD Recommended for all new pilots, this brilliant tutorial is packed with 3D animation – the perfect compliment to your school instruction. Paragliding: Learn to Fly is a comprehensive tutorial for all beginner and intermediate paraglider pilots. This DVD brings to life many of the hard-to-visualize concepts which are so important for us to understand, like airflow around hills and mountains, turbulence and convergence, dynamic and thermic lift, plus aerodynamics like lift and drag, speed to fly and so on. The production team have spent months on the 3D animation and video sequencing. Learn to Fly also focuses on equipment preparation, pro tips to help you perfect your forward and reverse launching, and the importance of fl ight planning. A bonus section includes an interview with Russell Ogden, 2005 British paragliding champion and Ozone test pilot. Russell talks through the wing design process from concept to testing, and gives some pointers to beginners and intermediates on buying your first glider, dealing with fear and other issues of interest to new pilots.

December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

Sup’Air Offers Infinite Tumbling From Red Bull Vertigo If you didn’t make it to Switzerland for the Vertigo/Aerobatic World Championship, you can still boggle your brain watching the Infinity Tumbling world record set by Raul Rodriguez, now available on DVD from www .supair-usa.com. Raul’s fi rst-place finish in the Aerobatic World Championship,

along with a good selection of the wild wackiness that characterizes Vertigo, is highlighted in Dennis Pagen’s article and John Heiney’s and Randi Eriksen’s photos, in this month’s Comp Corner.

fabric and fast-wicking smooth interior give comfort even during extended wear. An adjustable collar and a draw cord at the waist ensure a great fit. Its ergonomic shape makes it a comfortable choice for flying, writing, philosophizing and genA New Comprehensive World-wide eral leisure wear. Available in black, sizes Database for Paragliding Sites XS through XXL. Anyone can add to it. Go to http:// ADVANCE Thermo www.paraglidingearth.com/ to register Zip Shirt is made of or to find a site (there are hundreds stretchy jersey fabric listed). with a smart cuff-sleeve Davis Straub points out that there has design, and offers therbeen an international flying site guide for moregulation, fast wickquite a while on the Oz Report site. You ing and great freedom can access it here: http://ozreport.com/ of movement The arm sites.php. length is longer than normal and includes a well designed cuff News From ADVANCE And to Keep You Cozy While You’re with no seams to irritate you – cold wrists Emotions Are Flying High: A New Philosophizing will be a thing of the Campaign and Competition (or doing something to philosophize past! Stylish black, in ADVANCE’s new advertising cam- about…) size XS through XXL. paign is designed not only to showcase The ADVANCE Soft-shell Jacket 07 The Logo Beanie the company’s products but also to high- is a functional and good-looking highwill keep your brain light what the products trigger in pilots: performance jacket featuring a waterwarm and functioning high emotion and deep feelings about proof, windproof and breathable fabric. at peak efficiency on flying. In various ways ADVANCE is The hard-wearing and durable polyester launch or at your desk.

involved intimately in those indescribable moments that all pilots know only too well. With this in mind ADVANCE wants to stir up pilots’ thinking, and get them writing and philosophizing about their personal feelings towards ﬂying. ADVANCE, via its Web site, is oﬀering all pilots the opportunity to present their own emotions via images and words. All entries received by the end of February 2007 will go into a drawing to win an ADVANCE harness of their choice and 30 highly practical ADVANCE Walkingbags. More information can be found at www.advance.ch.

December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

It’s made of 100% acrylic, and sports a classy embroidered ADVANCE logo. Available in the season’s hottest color (black) and one size, to accommodate every head. More information on ADVANCE clothing and other products is available at www.advance.ch.

APCO Acro News At the Red Bull Vertigo/Aerobatic World Championship last August in Switzerland, APCO launched their new acro wing, the Twister. The glider gained instant popularity among acro pilots, who cited the superiority of Twister’s performance that allowed for never-before-seen acro tricks. The newest of these tricks is “Misty to Inﬁnity.” Pál Takáts, a 21year-old acro pilot from Hungary, was the ﬁrst to perform this manuever, and he says Twister made it possible. APCO forwarded this report from Pál: Misty to Infinity – The New Connection

By now almost 10 pilots have acquired the skills to do Inﬁnity so the competitors have to show something new to get the best results.

Photo: Victor Rolnikov

Photo: Martin Palmaz

Photo: Matty Zagoni

Photo courtesy APCO

Now an APCO team pilot, Pál started participating in acro competitions in 2005, and by 2006 was already achieving incredible results. He proved his talent for aerobatics by learning the Rhythmic SAT and the Infinity in a few months. SOL Welcomes Frank Brown to the Last September 30th, on a sunny Team Saturday afterFrank Brown noon at Mevo has joined SOL Hamma, Israel, as part of their Pál made his R&D team, and first Misty to will fly as a SOL By Pál Takáts Tumbling macomp pilot as neuver, and after well. His previa few attempts ous competition he built up the accomplishmaneuver to ments include: Infinity. • 1st, pre-worlds 2004 Pál at Mevo Hamma However • 3rd, FAI ranking 2005 it took a few turns to reach the perfect • 3rd, PWC 2004 angle in the rhythm. Pál thinks that with • 5th, PWC 2005 the new APCO Twister it is possible to • 6 times Brazilian champion ‘98, ‘99, Pál and the Twister enter the Infinity right in the first turn 2000, 2003, 2004 and 2005 • 2nd, world championships 2003 One of the latest aerobatic tricks, the directly from the powerful shoot of the • Pan-America winner 2000 Misty to Tumbling, was invented by Misty Flip. Pál says, “I had to concentrate not • 3 times winner Open International Herminio Cordido in 2003. This maneuver XC 2001, 2002 and 2003 (X-Ceará) starts with an extremely dynamic Misty Flip, only on the maneuver but on the moun• Pan-American XC record 2004 (340 which is a perfectly controlled 360-degree tain below, which is an old minefield km) spin of the glider with high pitch. During close to the Syrian border. My glider was the exit the pilot swings down with a big very stable all the way so I could just exit USHPA Board of Directors Appoints momentum and at the same time the canopy cleanly at the level of the takeoff. I am Region 9 Pilot to Fill Vacancy shoots forward very fast. Instead of stopping very happy because in my opinion this is L.E. Herrick it in front, the pilot lets the glider go beneath the most beautiful connection of all the was appointed at with full speed. If everything goes well the tricks and with the Twister it is very easy the fall USHPA following dive is big enough to pass above to get it.” Pál placed seventh in the solo paraBOD meeting to the wing in a Tumbling movement. To perfi ll the vacancy form this maneuver not only the pilot’s skills gliding section, and with his teammate created by the are necessary but a specific glider too. It is Gabor Kezi placed fourth in the synchro resignation of like Infinity Tumbling – only the best acro paragliding event, at last summer’s FAI Aerobatic World Championship compeTom McCormick, wings are suited to this. L.E. at the fall USHPA BOD meeting former regionUntil this year we could not see the Misty tition in Switzerland. al director in to Tumbling in acro competitions. One Region 9. L.E. is a P-4 pilot who, as she reason could be that it has the same coeffiputs it, has “been learning to fly” since cient in scoring as a normal tumbling, which she was first introduced to the sport in is way easier and safer to perform. So the 1990. Her home club is the Mountaineer small group of competitors who would be Hang Gliding Association, http://www able to learn this top-level maneuver are not motivated to put it in their routine because .mountaineerflyers.org/. L.E. can be contacted at (304) 866- it is too risky. Most of the acro pilots agree 3312 or le_herrick@verizon.net with any that the coefficient of Misty to Tumbling has comments or concerns regarding USHPA to be raised. Anyway when the Infinity appeared the BOD issues. Pál and Gabor Misty to Tumbling got into the background. December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

The Ozone Caribbean XC Challenge – Changes Announced Julian Molina, the organizer of the Caribbean XC Challenge, has announced that this year there will be a few important changes to the competition. First of all, the event will be held at a new site. This site is closer to Santo Domingo (and the airport), greener (and more humid) with lighter flying conditions, and easy to access, with a paved road to takeoff and a newly cleared large takeoff area. Ozone hopes that these changes are going to make this year’s competition even better than last year’s, which was truly excellent. What will remain the same: lots of prizes, XC coaching from Jocky Sanderson, open-distance OLC scoring with few rules, a low-stress environment, and a focus on fun. There will be enough prizes to ensure that every pilot in the competition will win something, and someone will win a new Ozone glider of their choice in the raffle at the end of the week! Competition dates: February 4-10, 2007. If you haven’t signed up already, go to http://2007.CaribbeanXC.com. What the Heck IS This Thing?

John Heiney captured this and several more images of these mutant hang gliders ﬂying in Switzerland last August. Dennis Pagen provides more details in his Comp Corner article in this issue.

December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

Approval for USHPA.aero (Web site, 9/30)

I like the look of the October magazine cover with the USHPA.aero title. It also sounds more modern than Hang Gliding & Paragliding. After all, we are the 21st century. Richard Regal, USHPA #20832

USHPA’s executive director Jayne DePanﬁlis responds: USHPA is aware of this advertising opportunity, and ran a complimentary full-page ad in the July 2005 issue of AERO. It is our understanding that we are entitled to one such ad per year. USHPA’s business manager Martin Palmaz has already designed and submitted an ad to be included in an upcoming issue of AERO.

Thanks, Kitty Hawk Kites! (email, 10/4)

My family wishes to thank John Harris and all the great instructors at Kitty Hawk Kites Hang Gliding School (KHK) for their dedication to our sport, years of service, and generosity. Thank you, Mr. Harris, for all the trouble and expense you go through hosting the KHK tactical dune competitions (the “Spectacular”) every year. Though the event has the thrill of the challenge, fun and friends have always been the order of the day. Thank you for your dedication to the preservation of our history, and for giving us the opportunity to meet Mr. Rogallo. Thanks to the instructors for your smiles, patience, and professionalism. You’ve made the trips up the dune worth every step and the lessons learned have proven invaluable. Most of all, thank you all for making us feel like we’re part of your family!

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Dune Rats William & Ariel Evans, USHPA #84178 & #82669

Free Advertising for USHPA in NAA’s AERO Magazine? (email, 10/16)

After reading the NAA article by Dustin Gouker in the October issue of USHPA’s mag, I was struck by the paragraph that states that USHPA has a presence in the NAA magazine AERO. Mr Gouker states that “NAA oﬀers a free full-page color ad to USHPA.” I looked through my last four copies of AERO and there is NO full-page color ad for USHPA. I am curious why. Thanks. Judy Hildebrand, USHPA #26593

December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

5HQHZ 2Q 7LPH If your USHPA membership expires on 12/31 we must receive your renewal BY December 14th or you will miss the January magazine. If your USHPA membership expires on 1/31 we must receive your renewal BY January 14th or you will miss the February magazine. 13

Spotlighting the Winners:

The 2006 USHPA Awards By C.J. Sturtevant Photos by Martin Palmaz, except where otherwise credited

nominee’s qualifications for the award. Deciding who “won” and who did not, for each award, was incredibly difficult because it was obvious that every nominee was, in fact, a winner in the quest to keep hang gliding and paragliding flourishing across the country. Below are the Awards committee’s selected recipients for the 2006 USHPA awards.

USHPA is an organization whose “staff ” consists mainly of volunteers. Aside from the executive director (Jayne DePanfi lis), the four members of the office staff, the magazine editor and art director and the photo archivist, all association work is done gratis by the likes of you: pilots who see a situation that needs attention and take appropriate action to meet that need. The elected officers and regional directors shoulder a good bit of the responsibility for keeping things running smoothly, but it’s the pilots across the country who spend the hours doing the grunt work. Interfacing with landowners and bureaucrats and the media, negotiating for site access, maintaining launches and landing zones, organizing flying and community service events, educating, training, presenting a positive image to the public – all of these and more are handled by local clubs and members who are passionately interested in assuring that opportunities to hang glide and paraglide will be available and accessible for as long as there’s anyone around who hungers to get airborne. Each year, USHPA solicits nominations for a variety of awards that recognize the services that members and nonmembers make to the flying community. At USHPA’s annual fall BOD meeting, the Awards committee reviews the dozens of nominations and selects those who are clearly deserving of recognition. Some awards are specifically designed to go to one “most deserving” recipient, and the committee often spends literally hours reviewing the nominations and weighing the information – knowing that, in many cases, several of the nominees are equally deserving of recognition. As a member of the Awards committee, I’d like to sincerely thank all those who took the time to make a nomination. Many of your letters were carefully worded and exquisitely detailed, clearly indicating that the nominator was passionate about the

THE PRESIDENTIAL CITATION is the USHPA’s highest

award, and is awarded to a member or non-member who has made significant contributions to the sport. The contributions need not have been made during the previous year. Bill Bolosky, past president and treasurer of USHPA, Region 1 director for the last decade, chairman of many USHPA committees over the years, was chosen from a among several highly deserving nominees. Lisa Tate, USHPA’s current president, sums up the essence of Bill’s contributions to our sports: “It has been my pleasure to work with Bill Bolosky the last few years. His ethics and professionalism have helped advance the organization in many ways. He has directly helped engineer the financial stability of the organization and we are greatly indebted to him for his significant efforts in this area.”

Photo: www.thermaltracker.com

THE INSTRUCTOR OF THE YEAR award recognizes the importance of our certiﬁed hang gliding and paragliding instructors in promoting safe ﬂying practices and contributing to the positive image and growth of our sport.

C.J. Sturtevant and Awards committee chair Len Smith reviewing DVD submissions

The 2006 Paragliding Instructor of the Year is Oregon pilot Kevin Lee. His students de-

scribe Kevin as “intelligent, patient, explicit, committed, hard working, pleasant, polite, funny, fun to be around, interesting, personable, reliable, and damn Kevin Lee and a student good looking.” Several indicated that the most important lesson that Kevin had taught them was to trust their intuition, and that they appreciated their instructor’s support when they made a decision not to ﬂy based on their knowledge of their personal limits. In one nominator’s words, “Kevin encourages you to examine and be honest with yourself as to where your limits are, and make wise decisions when ready to push the limit to the next phase. He seems to have a sixth sense about how much or little to say at precisely December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

the right moment to make that one little piece of info fit per- background music was written and performed by Ken’s wife, fectly into place and be permanently embedded into our fibers Janet. and brains.” The 2006 Hang Gliding Instructor of the Year is from the THE BETTINA GRAY AWARD was created to honor the woman Rochester (N.Y.) area: Henry Boessl. For the past 22 years who contributed so much to our sport through her photography. Henry has been actively supporting flying The award is issued to the photographer (male or female) whose in this upstate New York community, and work is judged to be the highest quality in aesthetics, originalat age 78, is still highly active and plays an ity, and a positive portrayal of hang gliding or paragliding. important role in local training and club Narrowing this down to one recipient was a difficult proactivities. He is the chief coordinator and cess, as all the nominees are talented photographers and regular head instructor of the Rochester area training program, volun- contributors to our magazine. The 2006 Bettina Gray photogteering a large amount of his time on a no-pay basis. A new pilot rapher is Darren Darsey, who lives in the Pacific Northwest. He is impressed with Henry’s “tireless effort in site maintenance, submitted a stunning selection of photos for the committee’s equipment upkeep, harness and glider repair, student morale, evaluation; you’ll see his images as centerspreads and in gallerand pilot morality,” and sums up the conclusion reached by the ies in upcoming issues of the magazine. Awards committee: “Henry deserves this award. He has made a difference.” BEST PROMOTIONAL FILM AWARD recognizes the videographer whose work is judged highest in aesthetics, originality, and a positive portrayal of hang gliding or paragliding. Darren’s photos have been used to and as the centerspread in the May, This year’s recipient is Todd Ruffner, who presented a well illustrate articles... 2006, issue. crafted interview with Ken Hudenjorgensen from the Salt Lake area. Through a balanced mix of dialogue, and flying scenes, this video presents both the aesthetics of flying and Ken’s perNEWSLETTER OF THE YEAR AWARD recognizes an outsonal opinions on a wide variety of aspects of paragliding. The standing club publication (printed or Web-based) that has been

December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

FLIGHT LINE

The publication of the Wings Of Rogallo Northern California Hang Gliding Association Volume-124,Number 8 Oct 2006

supportive of the sport and the sponsoring chapter’s activities. The award is based on service to members, layout, article variety, safety promotion, and promoting the sport. Colin Perry and the San Francisco-area Wings of Rogallo newsletter, Flight Line, which he edits are the committee’s

choice for this award. The opening page of the online newsletter points out: “The Wings of Rogallo provides its members a monthly newsletter that they can either receive in the real and delivered by the P-man or online via a click of the mouse.” Anyone, WOR member or not, can read the online version of this entertaining and informative publication at wingsofrogallo. org/newsletter/index.html.

Dan Murphy engaging in gratutious wing-tip dragging at Funston

Index: 1. 2. 3. 4. 5. 6.

All the News that's Fit to Eat Aug Meeting Minutes & Master's Tips Lakeview July4 & Obits Mingus and Owens Mingus continued & Editor's Psycotic Rambling Back Page

ALL THE NEWS THAT'S FIT TO EAT !! 2006 Summer Flying Calendar Sept 16-17 NorCal Cross Country League Jugdeep Aggarwal Oct 7-8 USH[A-Z]A Board of Directors Meeting: Crowne Plaza Hotel, 1177 Airport Blvd Burlingame CA. Oct 7 Second Somewhat-Annual BayArea Pilot Summit Contact: Ben Rogers 650-269-9036

WEB SITE OF THE YEAR AWARD recognizes an outstanding Web site, not necessarily club sponsored, that is exceptionally useful to those interested in hang gliding and paragliding. The award is based on information for pilots, layout, article variety, safety promotion, and promoting the sport. This year’s recipient is Wind Lines, the online newsletter of the Hawaii Paragliding Association, with Alex Colby as club president/Web master. If you’re heading for Hawaii, visit this

attractive site (windlines.net) for information on weather, ﬂying sites, local instructors and tandem pilots, and much more.

Oct 14-15 Octoberfest at McClure - Get-U-Sum

CHAPTER OF THE YEAR AWARD recognizes the USHPA

www.uhgpga.org

chapter/club that has conducted successful programs that reﬂect positively upon the chapter and the sport. Activities include, but are not limited to, site procurement, developThe north side of Point of the Mountain ment and retention, safety, membership development, and beginner and novice programs. The Utah Hang Gliding and Paragliding Association receives this award in 2006 for their tireless work toward

protecting the Point of the Mountain ﬂying sites from encroaching development. See Mark Gaskill’s article in last August’s magazine for one recent victory in the ongoing battle to save “The Point.”

www.wallaby.com

USHPA EXCEPTIONAL SERVICE AWARD recognizes outstanding service to the association during the year by any member or nonmember. Out of a ﬁeld of strong contenders, Mike Barber was chosen as the recipient of this award. Mike is well known in the hang gliding community for his expertise in all aspects and all levels of hang gliding. He is an instructor at Wallaby Ranch aerotow park in Florida, teaching both beginner pilots and those who are advancing their XC skills.

December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

Mike’s students agree that his quiet competence and patient instruction are instrumental in developing their own passion for hang gliding. Mike holds a number of world records, and has competed on the U.S. World Team and served as its captain. As a member of the Women’s World Team while Mike was team leader, I experienced first hand his many and varied talents. Not only was he a competent coach and strategizer, but he was as well an energetic and resourceful repairman – nearly every team member’s glider arrived in Greece with minor to severe damage, but Mike had us all in the air by the next day, no worries, mate. Mike’s total involvement with the sport, his unflappable good humor, his personal striving for excellence and his encouragement of other pilots as they stretch their own envelope, more than qualify him for this recognition of his exceptional efforts towards training and retaining competent and enthusiastic members of our association.

COMMENDATIONS are presented to any number of USHPA members who have contributed to hang gliding and/or paragliding on a volunteer basis in any areas including site development and retention, competition organization, public relations, heroic rescue efforts, and/or basically getting off their duffs and doing something for someone else’s enjoyment of flying and the promotion of the sport. The following pilots have been selected for 2006 commendations: Kari Castle: for being “a true champion, both as a pilot and a person” – specifically for providing assistance to locals and visitors to her home site in the Owens Valley, California, and for

www.karicastle.com

SPECIAL COMMENDATIONS are awarded to any number of organizations and non-members who have done exceptional volunteer work that has significantly enhanced and promoted our sports in the U.S. The Special Commendation is a way for our organization to recognize landowners, drivers, restaurant owners, government officials and any others who have contributed in a non-member capacity during the year. These volunteers are awarded 2006 special commendations: Ruth Middlecamp: for being extremely helpful to hang glider pilots who want to fly at Yosemite. Ruth is the park ranger who manages the use permit process. Valerie James: for going out of her way to ensure that Yosemite site monitors have a place to stay when they’re “on duty” at Yosemite. Valerie is the Wawona District campgrounds supervisor. Without the exceptional support and cooperation of these two park employees, hang gliding at Yosemite would not be possible. Marilyn Raines: for decades of tireless work with landowners, community members and the media in Chelan, Washington, that have kept Chelan Butte accessible for competitions and free-flying. Marilyn retired this season from her position as co-steward of Chelan Butte, along with Larry Majchrzak; in lieu of the traditional gold watch given at retirement, USHPA presents Marilyn with this award.

December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

her “professionalism, friendly attitude, knowledge and genuine concern for all pilots.” Len Szafaryn: for personal achievements in national and international paragliding competitions, for being a mentor of upcoming pilots, and for his instrumental role in improving the security of local flying sites (see below). Owen Morse: for purchasing, along with Len Szafaryn, property to secure the landing area at the Marshall/Crestline site in southern California. Darrel Wood: for his contributions of physical labor, behind-the-scenes negotiations, interfacing with the public and organizing the local pilots into a club, thereby greatly improving the flying opportunities for hang glider and paraglider pilots in southern California. Wes Jones: for his selfless donation of time, land, and equipment to support the Ohio Flyers. Wes provides a flying field, constructs and repairs just about anything (including the Dragonfly tug), and is continuously supportive of the sport and its participants. Dave Koehn: for extraordinary efforts in managing, maintaining and communicating news about the Mt. Utsayantha site in Stamford, N.Y. Dave Broyles: for his development of the low-power scooter-tow winch, and for his ongoing involvement with the instruction of new pilots and Dave Broyles (L) with Dennis the disseminating of flyingPagen related information in Region 11. Mike Kelsey: for creating and maintaining the Web site, ouachitahanggliding.com, for creating and refining the Ouachita Mountain Hang Gliding Series competition, and for general dedication to the flying community in Arkansas and Oklahoma. (See the article on the Ouachita HG Series comp in last July’s magazine.) Joe Greblo: for being “friendly, sincere, interested in providing pilots with the best experience, committed to a flying community that works” and for “the contribution he makes to everyone, everywhere, all the time.” David Scott Jewel: for his uncountable contributions to the Ellenville, N.Y., flying community. He instructed, observed, labored at work parties, edited newsletters, flew, drove, rescued, consoled, facilitated, and above all.... brought a great amount of levity to any situation. Scott passed away in his sleep very unexpectedly on July 24th, 2006, at 42 years old. He will always be soaring with us over Ellenville Mountain. Bill Helliwell: for his interfacing with government agencies and landowners for southern California sites, for keeping pilots updated on site status and landowner issues, and for addressing landowner concerns and creatively expressing the local pilots’ appreciation for use of the land. Adam Elchin: and all the friendly, safe, and positive-attitude pilots and crew at Ridgeley (Highland Aerosports, Maryland) for outstanding contributions to the sport of hang gliding. Adam and Lynn Graham: for their ongoing efforts to secure the LZ for the Sand Turn, Wyoming, flying site. (See Adam’s article on pages 14-15 in the February 2005 issue of this magazine.)

Photo: Bob Grant

Photo: Paul Dees

Larry Majchrzak: for decades of tireless work with landowners, nities to grow, and assisting with site acquisition and retention community members and the media in Chelan, Washington, in the Kitty Hawk area. that have kept Chelan Butte accessible for competitions and Jim Zeiset: for ongoing involvement free-flying. Larry retired this season from his position as with hang gliding over the years, includco-steward of Chelan Butte, along with Marilyn Raines; in lieu ing competition, positive media presenof the traditional retirement gift of a gold watch, USHPA prestations, and introducing the sport to ents Larry with this commendation. individuals and communities. Tina and Larry Jorgensen: for interfacing with landowners, Alan Chuculate: for his dedication organizing flying events and work parties, and keeping the to the sport throughout his life, as evihang gliding scene alive and thriving at denced in the many students he trained Dog Mt. in Region 1. and the numerous articles he published Tom Pierce: for once again runthat spread his excitement and love of JZ ning the highly successful Chelan XC flying to many others. Classic. (See articles in the November Peter (PK) Kelley: for his dedication toward preserving sites, 2006 Comp Corner.) mentoring new pilots, working with advancing pilots in the role Tracy Tillman and Lisa Colletti: of USHPA observer in Region 8, building landowner relationfor providing exceptional flying and ships, and in numerous other ways going “above and beyond” aerotowing instruction, safety clinics, the norm. consultation in equipment upkeep and Tommy Thompson: for professionalism, sincerity, enthusiTom Pierce testing, and a “bunch of high soaring asm, initiative and a great attitude about teaching and promotfun for the pilots in Region 7” for the past 10 years, as well ing hang gliding, even in times of site-related stress. as their involvement with making the transition to THE NAA SAFETY AWARD is given to an individual who has Sport Pilot regulations a contributed to safety promotion in some significant way that less stressful process for should be recognized. pilots who are affected Dr. Donnell Hewett , a physics professor at the University by this rule. (Tracy was of Texas at Kingsville, is “unarguably considered the father of profi led in the September modern towing, and has never been formally recognized for his issue of the magazine.) immense contributions to the safety of towing hang gliders and Rob and Diane paragliders.” With this award, USHPA rectifies that lack of Tracy and Lisa for their recognition. McKenzie: ongoing work to keep Crestline and the Andy Jackson airpark in southern California open and safe for hang glidTHE CIVL HANG GLIDING DIPLOMA, established by CIVL ing and paragliding, and for many other involvements with in 1978, may be awarded every year to an individual “who is instruction, information dissemination and community considered to have made the most contribution to the develinterfacing. opment of hang gliding by his initiative, work, leadership or Riss Estes: for pulling the central flying achievement.” No nominations were received for the Texas paraglider pilots together into 2006 award. a cohesive community, and for being “the go-to guy for weather updates, site As you read through the contributions in the above list of rebriefings, tow and footlaunch training cipients, you likely were reminded of someone in your commuand just plain flying enthusiasm” for nity who is equally deserving of recognition. Nominations are paraglider pilots in his area. currently being accepted for the 2007 awards – you can make Phillipe Renaudin: for his too-many- your nomination online at http://ushpa.aero/emailaward.asp. to-list involvements in the paragliding The 2006 awards will be presented at the spring BOD meetcommunity in the Long Island, N.Y., ing, in Colorado Springs. Awards committee chairman Len Riss area. Smith hosts a marvelous ceremony, to which recipients, guests Mike Meier: for his ongoing involvement in the safety, tech- and friends are invited and encouraged to attend. If one of your nology, history and politics of our sport, for clearly communi- flying buddies is being honored at the awards banquet, and it’s cating correct information and debunking within your means to be present, please come join us! Details misinformation, and because, as one will be mailed to the awards recipients early in 2007. nominator put it, “ a tall, skinny, goofylooking guy who appreciates Buddy Holly music needs any break he can get.” Bruce Weaver: for outstanding instruction, “going the extra mile” to provide his students and all new pilots with opportu- Bruce

December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

USHPA’s New Instructor Liability Insurance Program By Riss Estes, USHPA director-at-large and trustee of the Foundation for Hang Gliding and Paragliding

USHPA’s fall board of directors’ meeting in San Francisco covered by USHPA insurance. For example, if the instructor yielded one of the year’s most exciting developments in free has a car wreck on the way to work or runs over a spectator, that fl ight. The board accepted a proposal from our insurer, First has to be covered by the instructor’s auto insurance policy, not Flight Insurance Group, to provide our instructors with liabil- this new program. Similarly, if someone slips and falls in the instructor’s shop, that’s not directly teaching-related and has to ity insurance that covers their teaching activities. The new instructor liability insurance program may be tar- be covered by a general commercial liability policy. And, if the geted at instructors, but this initiative is something that benefits instructor gets hurt on the job, again this new insurance will greatly every one of us who enjoys free fl ight. The new program not come into play – that’s health and disability insurance and protects our flying sites from being closed down by lawsuits, covered by whatever health plan an instructor acquires. Fire, and it protects the instructors who pass their knowledge on to flood, and libel are other examples of other insurance issues that are not directly teaching-related and therefore not covered. This us and the future generations of free fl iers. For years, USHPA members have enjoyed liability insurance may seem like a long list, but every business of every type has which protects us if we cause damage to someone’s property or these exact same business risks to contend with, and they are all injure them. Additionally, USHPA has made available through readily insurable. The hard part has always been getting coverlocal chapters the landowner liability site insurance that covers age for the teaching liability. It’s also important to point out that the instructor liability the owners of our flying sites in case something were to happen on their land. Both of these have enabled us to fly in many sen- insurance program only covers the instructors themselves, as individuals. The new program does not cover the schools or sitive places we could not otherwise enjoy. However, critical liability insurance that covers the in- fl ight parks which hire instructors, or corporate entities of any structors that we pay to teach us and the future generations of sort, for that matter. That sort of coverage for business entities pilots the joys of hang gliding and paragliding has always been prohibitively expensive. Unfortunately, we live in a litigious society, and the threat of being sued has discouraged many excellent pilots from sharing their Covered: knowledge with us as instructors. Legal defense and damages directly resultStudent hurt while teaching and sues instructor ing from the act of teaching hang gliding and Family/dependent of student hurt while learning paragliding are now finally going to be covered by the new instructor liability insurance Rated pilot subsequently sues instructor for a teaching program. This includes claims brought by both oversight sometime after training completed the student and by other affected parties such Basic/Advanced Instructors and Tandem Instructors as students’ families and their dependents. It also covers teaching lawsuits that result from Legal defense and awarded damages accidents that occur after the student has graduated as well as during the actual trainNot Covered: ing. Basic instructors, advanced instructors, and tandem instructors are all covered under Issues not directly related to instructor teaching the new program. Corporations or other entities which employ instructors Note that our traditional member insurance still covers us for the property damage such as flight parks and schools and injury we might cause to others when we Items normally covered by other types of insurance: fly, and still covers certain landowners for suits Auto against them for their acts and omissions. This Home separate insurance policy remains intact and, Life importantly, is bolstered for us significantly by Libel the new insurance. Items that have never been covered under Fire and flood our traditional insurance policy, and which do Health and disability not directly arise from instructing, are still not

Instructor Liability Insurance Program

X X X

December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

is the domain of general commercial insurance policies, and such insurance still must be obtained separately. The deductible is $1000 and the coverage limits are $500,000 per occurrence and $1,000,000 aggregate per year. These coverage levels are considered by experts to be more than adequate. And, the new coverage will bolster our existing insurance programs. The instructors themselves are paying for the majority of the cost of the new insurance program since they are the most direct beneficiaries. However, we all benefit from having available professional instruction, so general membership dues are also funding part of the cost. The total cost for the new coverage is only $310 per instructor per year, which is an extraordinarily low figure for this type of insurance. Of this cost, $195 is being paid for directly by instructors through a dues increase, and general USHPA funds are used to cover the rest. To distinguish clearly between instructor-level memberships at the instructor price and

pilot-level memberships at the pilot price, USHPA expects to revive an unused designation and have two different types of memberships, pilot membership and rogallo membership. The only way USHPA could achieve such affordable rates is by including all of its instructors (basic, advanced and tandem instructors) in the program. While instructor liability insurance has been available for individual instructors to purchase for some time, it was so expensive that almost no one could afford it, and it remained so expensive because of the transaction costs of issuing individual policies and the low number of instructors that could afford the coverage. These are the same economic realities that go along with the individual pilot liability coverage we all have had for years as part of our USHPA membership. If we didn’t have coverage for all our fliers we’d end up losing flying sites, and the cost of the insurance wouldn’t be affordable unless all of our members were insured under the policy. The same is true for the new

instructor liability insurance program. Everyone agrees that our traditional pilot liability insurance has served us well, and the same can be expected of the new instructor insurance in the years to come. USHPA hopes to roll out the program in the third quarter of 2007. More details will be coming later. Some, mostly inactive, instructors may decide the many benefits of the new program are not worth the minor expense, but on the other hand a larger number of pilots will be encouraged to become instructors now that affordable liability insurance is available. It’s a net gain for the sport. All of us who enjoy free flight benefit from the new instructor liability insurance program. It will allow us to protect more of our flying and training sites from the threat of being closed down by lawsuits, and it protects the instructors who pass their knowledge on to us and the future generations of free fl iers. Don’t forget that February 14th is “Hug an Instructor” Day!

December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

So long as you’re thinking about insurance, now is a good time to make sure you understand your own personal health insurance and what it covers. USHPA provides no health insurance. Some insurers limit their coverage with respect to the activities they consider hazardous, and we would all do well to know exactly where we stand and how we would handle matters should fortune frown upon us.

Why Mandatory?

By Dave Broyles, Chairman, USHPA Safety and Training committee

The USHPA BOD has been characterized as arrogant for planning to institute mandatory instructor liability insurance. The words “arrogant” and “mandatory” are chosen to appeal to the emotions and inflame controversy. My response is not meant to be emotional, but to appeal to reason. Because it is meant to appeal to reason, it has to be more than a few catch phrases and soundbites. Please be patient and read it carefully. We require mandatory third-party liability insurance for our membership. We don’t call it that. Since this insurance actually benefits our membership, we call it what it is, a benefit. If it were not group insurance paid for by everyone, we could not have it. Having this group insurance also means that we are able to provide reasonably priced site insurance and meet insurance, which otherwise would be very expensive. If the insurance were not mandatory, a certain number of pilots would opt out, and unfortunately put our whole program at risk. Likewise, we have found that without a group plan for instructor liability insurance, individual policies that provide this benefit are so expensive that small schools and individual instructors cannot afford them. The only way that instructor liability insurance can be made affordable to the individual instructor or small school is by a group policy the cost for which all instructors share. However, the actual beneficiaries of a group plan for instructor liability insurance are not just the small schools and instructors, but all members of the USHPA. This is because our insurance program has to provide defense for some types of instructional accidents at our insured flying sites, and also would have to defend the landowner if sued by a student injured at the site even if caused by an instructor’s error or negligence. To prevent this possibility, we would have to ban all instruction, paid or unpaid, from our insured flying sites. Instructing would become very difficult or impossible for the small schools and instructors who provide at least 50% of our new pilots. Casual observation of our sport does not necesDecember 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

sarily show why losing new pilots would harm us, but in fact, we need a certain critical mass of pilots in order to make it reasonable for businesses to support the sport and for flying sites to remain in existence. An even more hidden benefit of instructor liability insurance is that there are many people who want to teach, but have decided not to do so because of the liability risks involved in instructions. It does not make much sense to try to support a family with a business that can be destroyed by an unreasonable lawsuit which will also in the process cost the family all of its assets and savings. These people would be provided with the means of running a business without unconscionable risk. Which of you would drive your car without liability insurance? Which of you would advocate that long-haul truckers on our highways operate without liability insurance just so we could buy products cheaper? The USHPA BOD is not arrogant. It is trying to benefit the sport by helping people to be able to run a hang gliding or paragliding business in a responsible and professional way.

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Paragliding Accident Report By Jon Goldberg-Hiller, staﬀ writer

him during my turns; I just maintained the assumption that the other pilot was evening fl ight at an inland mountain site. far away without confirming this.” This pilot’s lessons can be generalized. He was using an aircraft pattern and noticed, while turning to his base leg, that Because mechanical and thermal turbuthere was only one other pilot approach- lence can be strong near the ground, the ing the landing zone, on the downwind maintenance of relative positions beleg but far above and behind him. As the tween two landing gliders will likely vary lower pilot turned to final, he was high – sometimes rapidly – over time. The deand began to lose height through a series cision of this reporting pilot to make a of S-turns while choosing his landing series of S-turns after turning to final spot and gauging his glide. I’ll let the indicates either inexperience in judging the pattern or evidence of just this pilot tell what happened next. “At each turn I executed…I did not type of turbulent air. If a landing pilot see the other paraglider and I remained is maneuvering to maintain a desired under the impression that he was still far glide angle, there is no basis on which to behind me. This was the crucial mistake I predict whether a second pilot will exmade – I should have made sure by turn- perience lift or sink that will affect his ing my head more and clearing 360 de- position relative to the first pilot in the grees. At the end of what was supposed to pattern. Regularly searching for a proxibe the last S-turn I was approaching the mate pilot while in the landing pattern left edge of the landing zone….My plan does more than help prevent collisions. was to turn again, move to the center and A full awareness of what’s in the nearby from there approach the landing spot. I airspace can also facilitate taking actions heard one person on the ground shout- that enable sharing a landing field, and ing but I did not realize he was shout- can provide other clues about changing ing at me. I started to turn and I heard a wind conditions that will lead to a safer noise from my left side of the wing – like landing. Several tandem incidents were reportthe tip recovered from a small collapse. I also felt a jerk on the lines like they [had ed during the late summer months, and snagged] on something. I looked above they have broadly applicable lessons for and I saw the legs of the other pilot above all pilots. A T-3 pilot with 800 hours of my wing. Later, I found out he [had been] airtime and over 2000 flights had been trying to avoid me for a while.” hired for a day to give introductory flights The collision caused the reporting to a group of students at an inland mounpilot to change landing direction, and he tain site. He had been airborne on several eventually landed without incident in a fl ights for more than four hours before parking lot adjacent to the preferred field. this incident. During his prefl ight prepaThe avoiding pilot veered over a road and rations, the pilot failed to hook in one of a set of power lines, landing in a tree. He his student’s carabiners. He reports that was not hurt. his usual method was to hook one caraThe reporting pilot draws some les- biner, check all student harness connecsons from this experience. “I should have tions and helmet, and then connect the done a much better job clearing the turns, final carabiner, completing the procedure, and I should have been aware at all times but on this fl ight the last connection was where the other pilot was. Later, I un- not made. The pilot writes, “I had the derstood that while he was approaching student turn to launch and take a few the area in which I was doing S-turns he steps to get in the air. That’s when I knew tried to avoid me, but each time he chose my error. We started turning left and I one direction my S-turns were driving us countered with right control to about closer. I was too focused on my own glide shoulder height. I had her grab my right and landing maneuvers and not seeing leg to get us centered. I then wrapped my A P-1 pilot with three months’ experience was landing after a summer

December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

legs around the student. I continued to fly away from the hill and gain altitude, and headed directly for the LZ. I also lifted the student to grab my right-hand riser at the carabiner. I was reassuring her the entire fl ight and also monitoring if she could maintain hanging on for the [duration]. My concern was the turbulence that we often encounter on approach and making certain we came in straight.” They did not encounter turbulence and the student maintained sufficient strength for a walk-away landing. The pilot reports that he didn’t feel especially fatigued prior to the fl ight, but cannot say for certain that the earlier fl ights did not contribute to the non-completion of his hook-in routine. The sobering potential consequences of this mistake, however, have made him reconsider the nature of his prefl ight routine. It should also make us pause. Routines offer a rationalized approach to critical procedures, and well learned, they can allow us to practice our preparations with economy. But the routine as a noun does not capture all that we mean when we use routine as an adjective: When practices become routine, they also become somewhat habitual and unthought. All of us can recall small mistakes that we have made, such as twisting a riser set on hooking in or forgetting to link our speedbar prior to launch – evidence that routines do not always work. Taking a break now and then while out for a day of flying, even when fatigue is not the immediate concern, might help us monitor our routines so that they don’t become dangerously “unthought” and diverge from plan. Consciously exploring our remembered routines now and then, perhaps by explaining them to a knowledgeable acquaintance, may help us catch potential mistakes by maintaining a secondary set of thought processes interrogating why we do what we have become accustomed to doing. A second incident reinforces the importance of a more conscious prefl ight routine. A T-1 pilot, taking a P-3-rated pilot as a passenger, lost control of the glider soon after launch at an inland mountain site and landed in a tree. I’ll

let the pilot describe the incident. “The conditions were relatively strong all day. The passenger really wanted to

be down the mountain for the awarding of the prizes for a ﬂy-in, but we elected to wait a full hour after arriving on launch to wait for the cycles to die down. The wind speed did decay to an acceptable strength but became somewhat cross from the east. Launches were successful at that point but the crosswind ended up not helping us. We got clipped together and attached to the glider with several people helping, including one on the passenger’s chest strap for ballast. “I inﬂated the glider and it came up overhead and looked clean. When I turned forward to launch I saw my right brake line wrapped through the left-hand lines and then back to my right hand. I didn’t immediately understand the extent of the tangle so I called ‘STOP!’ It turned out to be just a fouled brake. I tried to abort the launch with the brakes. The ballast assistant let go of the passenger’s chest strap and he immediately fell to the left. I was unable to get the glider down before we started rolling along the side of the hill, being pulled by

the fully inflated glider in the crosswind. If the wind had been perfectly straight, we probably would have been blown back where more people were available to help us abort. Then, after we had put multiple full twists in the risers, the glider flew us off the ground. At this point my right hand was stuck in the mess of twisted risers (I was still going for them while we were being dragged) and I had to pull my hand out of my glove to free it.” The pilot flew away from the hill while facing backwards. He tried to reach above the riser twists to the clear lines in order to establish directional control. Slowly, he and the passenger rotated as the risers unwound, but before this process was complete the pilot and passenger snagged a tree, hanging by one riser. The pilot was equipped with a tree-rescue kit and he was able to secure his passenger and himself to the tree trunk; the two rappelled to the ground without injury. The pilot writes that the conditions on launch were not ideal but were acceptable to him, but that the pressure to

attend ceremonies below lent some tension to the decision to fly. This pressure may have also contributed to a break in routine. He reports that the fouled brake had become unclipped from its magnetic keeper during prefl ight and fallen to the ground. He failed to notice that its reattachment was routed through several lines from the opposite side, setting up the initial malfunction. The pilot may have been better off trying to steer with D risers rather than brakes once he noticed that the brakes were not easily at hand, and he writes that he is unsure whether he should have tried to abort the launch or simply fly away from the hill with the D risers. We all experience this lack of certainty about optimal decisions when learning new skills, especially skills as complicated as flying tandem. It is especially for times as these that we need to develop better prefl ight skills in order to eliminate an additional level of complexity.

December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

The True Secret of Flight By James E. Torok Artwork by Jim Tibbs, staﬀ artist

dune, tumbling and sliding a short ways. Climbing back up, he helped me over the crest and commented that I must be carrying too much weight with me. Owing to the fact I was only wearing my swim trunks I couldn’t understand how I could carry any less weight unless I was naked. Experiment ended and late in the day, we collected everyone and headed home. The following morning, I waited for a private moment when I could speak with my grandmother. I didn’t want anyone else to hear me ask the question that was burning in my mind and had made it nearly impossible to sleep that previous night. “G’ma?” “Yes, dear?” “Can Granddad really fly?” “You mean can he fly an airplane?” “No. Can he really fly, like with his arms?” She started laughing and asked why While I was out flying this last week- saw my grandfather standing on one of I would think such a thing. I immediend something hit me, hard. But before I the higher dunes a short distance away, ately felt embarrassed and wouldn’t say, say what it was, let me take you back, um, apparently looking out over the rolling but she took some delight in telling me waves. Dropping what I was doing I ran that the highest my grandfather had ever over 40 years... When I was, oh, about five or six over and joined him. After silently stand- been in the air was when he had fallen my family went to visit my grandpar- ing at his side for a while (and getting a off a ladder years earlier, and that must ents, who lived on the Atlantic coast. little bit bored), I finally asked him what speak something about his ability to fly. I was now truly confused, but not yet My grandmother did grandmother-type he was doing. disappointed. My grandmother appeared “I’m getting ready to fly,” he replied. things, baking cakes and cookies and What?! I thought. This was fantas- so matter-of-fact about it, yet my grandwhatnot. But my grandfather would take me out to do what little boys like to do tic news even to a “mature” six-year-old. father had spoken very seriously and I didn’t believe that he had been joking. – boating and fishing, building things in “Can you really fly?” I asked. “Can I?” “Well, certainly!” he told me without Maybe he had kept it a secret from her? I his workshop, teaching me about car engines and sailboats, and fi lling me with a hint of a smile. “First you must leave surely didn’t want to question my grandtales of life on the sea. That was the first all your cares behind. They only weigh father and call into doubt what he had time I remember really experiencing the you down. And,” he added, “most impor- told me, and I also felt blocked from power of the ocean, the feel and smell of tantly you have to believe in your heart asking any of the other adults. I guess I the heavy salt air and endless miles of that you can.” was afraid of what the answer might be Wow! I was certainly ready to believe! or what they might think of me asking it. sand, surf and seagulls. At my early age I easily believed that he had done it all and I watched him close his eyes and drop So, the matter was forgotten...at least for certainly knew it all. I was impressed in his arms down to his side, palms forward four decades. facing the ocean breeze. I did the same, every sense of the word. Eventually, I finished high school, The particular day that applies to this only peeking at him every few seconds college, got a job, mortgage, family, story was one in which he had taken me so I could watch when he actually lifted etc. I saw my grandfather some years and some of my younger cousins to the off the sand dune and flew. I guess I was later, shortly before he died. It seemed beach for the day. We kids were play- leaning into it a little too much because as though the weight of life had finally ing in the sand when I looked over and I lost my balance and fell forward off the caught up with him and extracted its due. December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

He was frail and withered and obviously in pain. His mind was now elsewhere and he didn’t recognize me. In truth, I didn’t recognize him either, and so that’s not how I remember him at all. In my mind he is still robust and all-knowing and I am just a child standing on a warm beach next to him, believing that both of us will soon be flying. In actuality, it was many years later that I took up hang gliding and, still later, paragliding. Although I’ve “been around,” as they say, for a while, it’s only lately that I’ve accepted why many of my friends, coworkers or acquaintances will only nervously laugh at the thought of themselves flying. “What’s the big the deal?” I used to retort. “You just do it.” But it IS a big deal. They’re afraid and unsure because, in their hearts, they “know” that they can’t fly. Even the few that I’ve dragged into the air haven’t really appreciated or understood what flying is about. Reluctantly, I’ve let them slip comfortably back to earth and have stopped trying to convince them of what

they’re missing. So, back to reality and this last weekend. I had gone to our local site to catch a few hours of airtime. The conditions were about perfect and after a couple hours of soaring, lost in thought, I realized how far I’d flown out in front of the mountain and over the lake, slowly losing altitude along the way. The other last two gliders had gone down and so I had the place all to myself. Turning back, I got into the light lift and started climbing back up, eventually topping out several hundred feet over launch. The sun would be down in another hour or two but the air was as smooth as butter and I could fly handsoff if I wanted. It was just too perfect and, looking around, I could truly appreciate my situation. I’ve realized, over the years of flying, that being in the air blots out the little problems that life brings along with it and puts everything back into perspective. Even then, without trying too hard, I couldn’t think of one thing that could pull my spirit down from that modest height.

Closing my eyes for a moment, I felt the warm breeze wash my face and was transported back in time. As a long forgotten memory of rolling surf and the cry of seagulls washed over me, I slowly released my fingers from the bar and extended my arms out. It was so easy and natural. I was flying just as I had imagined I could…as I knew I could. And that’s when the epiphany hit me, hard. Flying is not in the technology or the altitude. It’s all in our attitude and the dreams we carry within us. Opening my eyes, I realized so clearly why I was there and exactly what had brought me to this place and time. I can fly because I carry something special within me, in my heart and blood. I now understand that I was given the true secret of fl ight a long, long time ago by my grandfather, an old man whose feet had never left the ground.

December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

A Perfect Day in

Costa Rica Article and photos by Andrew Harris

osta Rica is best known for its coffee, rain forests, fishing, and world-class surf. And since the Pura Vida video, more people are aware of the beautiful flying that can be done there as well. I was fortunate enough to spend four months during the winter 2005-2006 season doing tandem hang gliding fl ights for Hang Glide Costa Rica.

short distance east of the Pacific Ocean and Playa Hermosa. I did discovery tandem hang gliding flights of altitudes from 1000’ to 6500’ depending how high the customer wanted to go as well as how much money they were willing to spend. We did the hang gliding in the mornings until the sea breeze kicked in too strong and made for very turbulent launching and landing (about 10:00 a.m.) and again in the late afternoons and eveHang Glide Costa Rica nings (after 3:30 p.m.) when the thermals calmed down and the Hang Glide Costa Rica is situated near Jaco on the central evening glass began. Pacific coast. Owned and operated by Jonny Bensen, Hang Solo gliders were towed during the same time frame as the Glide Costa Rica provides Central America’s only commercial tandems, although soaring was better in the morning because aerotow hang gliding operation. There are two tandem gliders, a convergence line set up EVERY DAY directly over the field. outfitted with a third keel and Quest-style landing gear, which The soaring wasn’t consistently spectacular, but the scenery was are pulled up behind a 582 Bailey-Moyes Dragonfly. Along breathtaking – not to mention the best cloud tours and sunsets with hang gliding, Jonny also does scenic jungle safari tours in the world. Every flight I took left me thankful that I had in a twin-engine Leza AirCam. The AirCam was originally discovered free fl ight 10 years ago. designed by Lockwood as a camera platform for a National In addition to all the amazing flying we were doing, we Geographic magazine article, and provides unobstructed views surfed essentially every day. I wasn’t a surfer when I arrived in since the wings are mounted above the fuselage. Hang Glide Costa Rica, but now it’s in my blood almost as much as flying is. Costa Rica operates out of Aeroporto Yolanda, a privately And Costa Rica, especially the central Pacific coast, has plenty owned grass airstrip roughly a mile long and situated just a of world-class surfing to offer the beginner and expert alike.

A good perspective shot of Boca, from Caldera

Towing high over Hermosa

The best way I can think of to explain how incredible Costa Rica is, is to describe what a perfect day there entails. So sit back, enjoy, and salivate! “Tube-riding time!”

It’s 5 a.m.; I’m rustled from my dreams (ﬂying, of course) by the sound of, “Time to go tube-riding!” Great. I’ll be ready as soon as I land my dream glider that handles like an Icaro Relax and performs like an Atos VX. Nope...lights go on and I’m jetting out of bed, grabbing my board shorts and rash guard along the way. Forty-ﬁve minutes later I’m paddling in the pre-dawn light out of a river mouth chock-full of crocodiles. Yup, crocs. Of course, I don’t see any (my buddy Pete, on the other hand, insists he saw a tail in the water), but I wasn’t looking. I’d rather not know what’s out there! Here’s when the epic journey becomes real – here’s when the perfect day begins.

Boca Barranca from the air – note how the wave peels along the coast for almost a mile!

We’re at Boca Barranca, 45 minutes north of Jaco on the central Pacific coast of Costa Rica. It’s also about 10 minutes from Caldera, the central Pacific coast’s mecca of ridge soaring. And before you get bored of reading about surfing, don’t worry, there’s plenty of flying to come! Boca is known as the third longest wave in the world, the second longest left break. And yes, it actually does break for a mile. Insane! Imagine riding a single

thermal, in smooth air, climbing at 1000 fpm, without the turbulence, in a singlesurface glider, from ground to 10,000 feet, and launching into it by simply hopping a foot in the air. It’s that good. I’m there with Peter Dreher, a buddy I met while teaching at Kitty Hawk Kites about five years ago, and Jonny. We surf for just over two hours. There are only eight other people in the water and we are able to pick and choose which waves we want to ride and for how long. I tell my students that every single flight is continuing education, no matter whether you’re a teenager fresh off the training hill or a Hang-5 superlegend, and surfing is the same. Just like every fl ight is different and special, so is every wave. And this morning is an especially enlightening session. I leave the water tired, wideeyed, and amped. We load up the car and head for breakfast: gallo pinto (rice and beans), a couple of eggs, white farmers cheese, chorizo and tortillas all smothered in hot sauce and lizano (a standard Costa Rican sauce). We wash it down with pineapple smoothies and start to truly feel the pura vida. Coastal soaring mecca

Towing towards Punta Mala

By now it’s about 9 a.m. so we call Jean-Pierre, who runs the restaurant/ bar that sits at launch at Caldera. JeanPierre’s report is more than favorable, not December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

surprising since Caldera is soarable more than 200 days a year on average, especially during the dry season. On the way there, we contact Peter Owens and James K., pilots in town visiting from Oregon and Manitoba, respectively. They agree to grab a few Aeros Targets, our harnesses, water and some bananas and meet us up there. The road to Caldera definitely keeps your reflexes sharp, with Volkswagenbeetle-sized pot holes, rough sections of uneven road, and psychotic Tico drivers who learned to drive at bumper-car driving school. We finally pull up to the LZ and check it out. It’s a fairly good-sized field with a few trees and cows to avoid, but it should be cake dropping a singlesurface glider into it. After the LZ verification and a few words of advice from Jonny, we head up to launch. It’s going off ! We scramble to set up, pre-fl ight, and get off the hill. Peter Owens launches first, then James, then myself. It’s epic. The wind stays consistent and we soar the mile-long ridge for over 2.5 hours. Soaring 800 feet over the ridge I can see the wave at Boca that we were surfing a mere three hours earlier. Dozens of frigate birds and black vultures share the sky with us, seeming not to even notice we’re there. It’s truly amazing. I’ve flown coastal sites on both the east and west coasts of the U.S., and they pale in comparison to Caldera. Looking south I can see the port of Caldera, full of freighters and, today, a four-masted 240-foot sailboat owned by some marine research company. North are the beautiful cliffs that separate Caldera from Boca and the entire coastline towards Puntarenas. The Nicoya Peninsula is clear across the pristine blue bay and there are at least four islands visible. It’s gorgeous. The wind is still honking when we all go down to land. Landing was fast, but fairly easy considering the strong winds. It’s going to be extremely hard to wipe these smiles off our faces! We’ve still got plenty of daylight left so we decide to eat empanadas and fruit on our way to Aeroporto Yolanda, laughing and talking about our already awesome day. Glory ring over Hermosa

Sharing our passion

We arrive at the field around 4:30 p.m. That’s a little too late for the good convergence flying, but when we get there, birds are still soaring above the field and, lucky me, we have a couple of people who want to take tandem fl ights. I fly with the first woman, a 40-something-yearold mom from Toronto, Canada. She’s nervous, but as soon as we break above the tree line and she gets her first glimpse of Playa Hermosa and the Pacific Ocean, she’s hooked. The air is smooth and the views are amazing. To the north, Playa Hermosa stretches out to a cliff edge that separates it from Jaco. To the south, the Tuline River opens up into the ocean just before Punta Mala, a rocky/reefy lava flow that stretches out into the ocean.In front of us is the blue Pacific with the Nicoya Peninsula visible just to the right. Behind us, the farmland leads right up to the base of a green mountain ridge that welcomes our gaze. It truly is breathtaking. The mom is completely taken by the ease and quiet of a hang glider as I give her the controls and coach her through the beginning of our fl ight after releasing from the tug. Then we join the gaggle of birds at about 1500 feet. The birds we saw soaring over the field are working the late-day convergence and we join right in. Black vultures are the norm, but as we circle we discover caracara below us and frigate birds above. There’s even a big white stork in the mix. I’m giddy and it definitely rubs off on her. After we land, she can’t stop smiling and gives me a huge hug. “Thank you so much for that. I cannot wait to do it again!” It’s hard to explain the energy that I feel as a tandem pilot, but there’s nothing like sharing a little bit of my passion with people. In a way, I get to continuously feel the same excitement and energy that I felt on my first fl ight. I feed off their energy and love spreading the beauty that is hang gliding. The couple leaves, thrilled with their fl ights. I check the time: 5:15. Perfect. There’s enough time for me to jump in the Target 180 and get a quick solo fl ight before sunset. After a pre-fl ight and a drink of water, Dragonfly pilot Mike Harris tows me off into the sinking sun and

December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

It doesn’t get much better than this!

butter-smooth air. The tow takes me to around 3000 feet and is easily one of my top 10 favorite ﬂ ights. Words won’t do it justice, so check out the picture for a taste of what sunset towing in Costa Rica is like. I land just after sunset and quickly put things away before the no-see-ums start attacking. We’re all exhausted and hungry so we hit up a local favorite spot for a delicious dinner and a few Bavaria Negra beers. It truly has been the perfect day. What else to do?

In addition to the “radical” surfing and epic flying, Costa Rica has so much more to offer. While we were there, a deep-sea billfish tournament was held at nearby Los Suenos Marriott Resort and Marina. The tournament showcased some of the world’s best fishermen and ended up breaking a few records as well. Even the inshore fishing was top-notch…we went rooster fishing a few times and

mountains, into the rain forest, along rivers, or simply for sunset on the beach. There’s also an active volcano not too far away along with hot springs, spas, and canyoning. Costa Rica truly is an outdoorsman’s paradise. Why do anything else? I mean, seriously, and why go anywhere else? Killer surf. Amazing flying. Delicious food. Wonderful people. Spectacular scenery. I will return to Costa Rica…and next time I may not leave! If you are interested in going to Costa Rica and would like to fly with the Hang Glide Costa Rica crew, visit their Web site at www.hangglidecostarica.com or contact Jonny Bensen at (802) 885-1135. Jonny can set up a weekly package that includes all flying, transportation, lodging, fishing, and food if you’d like. And don’t forget – all you need to bring is your bathing suit and a fun attitude. Everything else can be provided!

Drew Harris (on right) shows off his rooster-ﬁshing success.

had a blast every time, catching more than our share! Also while we were there, Los Suenos held the bi-annual Iguana Golf

Invitational at their beautiful golf course. (Rumor is that Tiger Woods bought a house here, overlooking the marina!) There are numerous horse trails up the

December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

Colima, Mexico

Article and photos by Karl Decker

Colima is one of my favorite flying des- cessed by a cool little cobblestone road tinations in all of Mexico for its friendly, winding up a steep hillside and arriving easygoing ambiance, not to mention the at the cumbre (summit) to reveal a clasgreat soaring! A scenic two-hour drive sic Mexican church right on the summit south from Guadalajara’s airport on well proper. Perched on top of this church maintained toll roads, or a one hour and is a beautiful statue of the Virgin Mary 20 minute drive from Tapalpa, takes standing at least 35 feet tall all by herself. you to this modern, attractive, and well It is a great landmark and reference point maintained city. The local pilots there for visiting pilots. The local pilots gave me a solid preare some of the kindest and most helpful bunch I have ever met anywhere. They fl ight briefing about restricted airspace warmly invited me to join them on their associated with the local airport behind soaring adventures as well as their associ- launch, and they made sure I was aware of all the safe LZs in the immediate area. ated post-fl ight festivities. Colima is only about 3000 feet MSL Last, they pointed out the location of the and a short 1 hour 15 minutes drive from main house-thermal generator. I hapthe coastal town of Manzanillo. A beau- pily gave them a small donation that they tiful and active 15,000-foot volcano cre- used to maintain the soft grassy launch ates a stunning backdrop for the city and – well worth it! Because Colima is so close to the can be made into an earth-bound adventure all by itself. The locals told me that ocean, the soaring window is very spethey soar about 300 days a year under cific. As the morning heating takes sunny skies and 80-degree temperatures. place the sea breeze starts blowing in Most of them were wearing shorts for all way down near the coast (Manzanillo) of their fl ights, even high-altitude XC and gradually makes its way toward the fl ights. The laid-back atmosphere and inland locations, namely the launch in the warm temperatures create a classic our case. As the seas breeze arrives the wind slowly starts trickling into launch fun Mexican-style fiesta for all. The flying is done from a quaint little and that is the time to go for it. It was hill, about 1400 feet AGL. Launch is ac- generally very obvious when to launch, with swarms of soaring birds revealing the thermic activity. This slightly cooler gentle sea breeze is perfect to release the thermals, acting like a mini cold front, and the birds and the pilots have little trouble soaring around the site. As the day wears on the sea breeze gets stronger and stronger until, under normal circumstances, the launch gets blown out. It is very important to have good timing and be prepared to launch as the sea breeze is first arriving so you do not get skunked. Once the sea breeze is established around the launch area the conditions begin to become more windy and stable, and the thermals are harder to find. Not to worry! The main LZ and the city itself are downwind from the launch. So, the key to having great fl ights in Colima is The church on the launch above Colima to simply surf the leading edge of the December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

sea breeze where it is acting like a mini cold front, continuously destabilizing and wedging up the warm air mass in its wake. It’s just like surfing a weak cold front. The best part is, this wave of lift takes you right up to the edge of the city for a very easy retrieve. When conditions are average this is fairly easy – I surfed the five miles to town every flight I had there at the least, and on the good days you could go much farther. I do strongly recommend identifying some of the best local pilots or having a good guide so that you can leave with them at the right moment in order to make the most of your fl ights there surfing the sea breeze. Catch the wave and you’ll be sitting on top of the world… literally. There is a lot of agriculture in the area as well and the primary way the farmers clear out their old crops is by the use of controlled fires – or let’s say partially controlled fires. On most occasions the smoke would reveal much about the air mass. You can easily judge the surface wind direction and speed by watching the leaning smoke columns. Many times several smoke columns would actually be leaning right toward one other. Most likely a fat thermal is drawing in the smoke from all sides where the fi res are located. If you have ample altitude to do a careful search between the smoke columns you will likely end up climbing in that thermal. This is a great way to learn

cluding myself, flew a large fire and it was wild! The floating ashes were everywhere and we could clearly see what the air was doing since the ashes drifted around exactly as the air was moving. It was easy to see where the ashes were shooting straight up like spray from a broken fire Matt from California, with the Nevado de Colima hydrant and once we flew to that area – in the background hang on and up we went! Pilots reported climbs in excess of 1500 fpm, something more about thermic behavior as well. At other times, especially with bigger to be respected for sure! We could also see the sinkier areas of fi res, the fi re itself acts as a trigger point for a thermal. The strong heating and lift the thermal as well. It was a like flying in from the fire will draw in warm surface a Star Wars movie when they go to light air and create a monster thermal. If you speed: Suddenly, when entering an ashy see the smoke going straight up and fast area, the ashes would be rushing past just over the fi re, this is most likely what is like the stars in the movie. It was surhappening. CAUTION! These thermals real and beautiful but a bit intimidating. can be used, but I recommend being at I got a few ashes in my wing but they least 1000 feet over the fire. It will be came right out during my clean-up after smoky and there may also be ashes. If the fl ight. I saw one local do an in-fl ight you are low there will be burning ashes, clean-out by performing a full stall – very effective but highly discouraged. and that can spell big trouble! On several occasions, the XC pilots, The lift at any altitude over a fire can be rough and should be approached only including myself, surfed the front well with safe altitude and skillful piloting. past Colima and on to the next town, Just feel the edges of the lift to see if you Comala. One day, while I was guiding will enjoy/survive it and only commit to a group of Americans, the locals decided it if you feel comfortable and you see no to call a fun XC task with the goal at sign of burning embers. No one wants Comala, a 20-mile fl ight. We all went for to go down in flames, and a reserve de- it and over half the pilots made it, includployment while on fi re may not end well! ing several XC rookies! Most of the pilots Please use good judgment and common stuck to the plan and landed in Comala, a beautiful town with the 15,000-foot sense! During one fl ight several pilots, inactive volcano as its backdrop.

That volcano acted like a giant magnet for me – I could not resist its pull. I went for it and I worked my way up its massive slopes. I was 3000 feet over my original launch altitude and the ground was coming up fast as I ﬂew up the lush volcanic terrain. I reached a deep canyon system separating me from the volcano. By this point I was low and in much need of Mexican-style refreshments, so I opted to land just short of the canyon in the interest of getting an easy retrieve back to the bar in Comala. That was the right choice for sure! After a quick radio call and ensuing retrieve from the super generous locals, I was having a beer and tasty appetizers. We had drinks and reminisced about our longer-than-20-mile ﬂ ights for hours with a diverse and interesting international crowd that frequented this popular restaurant/bar. Some even dared to sample the Tequila shooters; they had the most fun that night and the least fun the next day.

Sharing tales and beers after the day’s ﬂying

Karl Decker has been an active competition paraglider pilot since 2002. He has visited Mexican flying sites yearly for the past five years and is fluent in Spanish. He works as an instructor, tandem instructor, and site observer in Golden, Colorado, for Paraglide Colorado. Karl also enjoys many other vertical sports such as mountain biking, AT ski mountaineering, general mountaineering, and rock climbing, and also runs an R/C glider business. He will be conducting several tours throughout Mexico during their epic winter flying season in 2006-07. Karl is an active photographer and a regular contributor to this magazine. If you see him flying by, get his attention and then fly up close, low and slow and you may see your picture in HG&PG magazine. He can be reached at www.ParaglideColorado.com. The Nevado de Colima, which erupted most mornings

December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

Part 103 Regulations:

USHPA’s Tandem and Towing Exemptions

Photo: Bob Grant

By Lisa Colletti and Tracy Tillman

Lisa and Tracy

Welcome to “Towline,” a new editorial column by Lisa Colletti and Tracy Tillman. Note that this feature column (a) will use an editorial dialog team format and (b) is focused on towing. As such, we will try to present information about towing that is as factual as possible, but we will also interject our opinions on certain topics. We are both aerotow tug and hang glider pilots, ultralight instructors, and instrument-rated commercial airplane and glider pilots. Our primary area of expertise is aerotowing of hang gliders. Together, we help to operate the Draachen Fliegen Soaring Club (DFSC) in Michigan. Lisa is the primary tug pilot and Tracy is the primary instructor. The DFSC is an aerotow hang gliding club, but the club also uses a scooter-tow system and has built a small hill to supplement its aerotow tandem instruction program. The initial focus of this column will be on aerotowing, particularly the issue of transition to the new FAA Sport Pilot regulations that will aﬀect aerotowing of hang gliders in the U.S. Down the road, in future issues of this column, we will seek out and discuss other topics re-

ultralights. Part 103 of Title 14 (ref. 1, at end of article) of the Code of Federal Regulations (CFR) defines an unpowered ultralight – hang glider, ultralight sailplane, parasail, or paraglider, for example – as a single-place vehicle (not aircraft) weighing less than 155 pounds, that is used for sport or recreational purposes only. The unpowered ultralight does not have to meet FAA airworthiness standards, the vehicle cannot have an airworthiness certificate, and the pilot does not need to have a pilot certificate to fly the vehicle. Tracy: That’s good for starters. If that is the case, how can we legally fly and instruct using two-place, tandem hang gliders or paragliders? Lisa: Because of the USHPA’s good safety record and proficiency program for rating of pilots and instructors, the FAA has granted an exemption to Part 103.1(a) and 103.1(b) of the regulalated to all other forms of towing hang tions for the use of tandem hang gliders. gliders and paragliders. Exemption #4721 (ref. 2) permits pilots Lisa: Compared to the existing FAA to operate an unpowered ultralight vePart 103 regulations and exemptions that hicle with another occupant for the puraffect towing of unpowered ultralights, pose of sport, recreation and/or training the new Sport Pilot regulations appear – subject to certain conditions and limito be rather complex and confusing. We tations. Fundamentally, it requires both plan to organize and present the topic occupants to be USHPA rated, with one across a series of articles, focusing on occupant having at least a H-4 Advanced particular aspects of the transition of tugs rating and a Tandem 1 or 2 rating, or and pilots to FAA-certified Light Sport if training, a Tandem 3 and Instructor Aircraft and FAA-certified tug pilots. rating. Also, the individual allowed to Tracy: Right, we would not be able conduct tandem operations must have a to cover it all in one issue. To start with, copy of their USHPA Tandem authoriwe’ll clarify the pre-Sport Pilot situation, zation and a copy of Exemption #4721 in describing things as they currently stand, their possession, and available to present because it is necessary to know where to the FAA. one is in order to know where one is Tracy: So, if an FAA official shows going. Actually, as Region 7 director for up at our flying site, the tandem pilot-inUSHPA, I have found that many hang command and the participant must show glider and tug pilots across the country their USHPA rating cards to the official, are not as familiar as they should be and the pilot-in-command must also with Part 103 of the FAA regulations, produce a copy of the exemption for the or the USHPA exemptions to those official. Clearly, it is important to keep regulations. your USHPA rating and exemption cards Lisa: Sounds good. Let me provide handy when flying. But, what if we are an overview of some of the major points conducting two-place discovery fl ights as about Part 103 regulations as they spe- an introductory hang gliding lesson? cifically affect aerotowing of unpowered Lisa: In that case, the FAA exemption

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requires that the student have at least a USHPA student rating. Make sure you give the new student ground instruction, issue the USHPA student rating to that student, and make sure that the student has the little tear-off card from their 30day student membership form available to show the FAA official, as evidence of a student rating. Tracy: OK, so how can we legally aerotow unpowered ultralights using powered ultralights? Lisa: Due to an interpretation of Part 103.1(b) by the FAA that ultralights cannot be used for towing, USHPA made a request for an exemption to Part 103 to allow the use of powered ultralights to tow unpowered ultralights for recreation and training. Primarily, Part 103 of the regulations defines a powered ultralight vehicle just like an unpowered ultralight vehicle, being a single-place vehicle, except that it can weigh up to 254 pounds, can’t fly faster than 55 knots in level fl ight, has a stall speed of less than 24 knots, and carries less than five gallons of fuel. I recall that last summer, you

and Jayne DePanfi lis and others worked – or even worse, a determination by the on the request to the FAA for the renew- FAA to not renew USHPA’s tandem and al of Aerotow Exemption #4144 (ref. 3). towing exemptions. The aerotow exemption specifies (among Lisa: Our club has formally been inother things) that the pilots of both the spected twice by the FAA. Fortunately, powered ultralight and unpowered ultra- we had things in proper order for them. light must hold current and appropriate In fact, you helped to bring the FAA ofUSHPA ratings, which is an Aerotow ficials up to speed on the specifics of the (AT) rating for the hang glider pilot and regulations and exemptions when they an Aerotow Tug Pilot (ATP) rating for visited us. Tracy: Right. Having a good knowlthe tow vehicle pilot. Again, our pilots must show their rating cards and a copy edge of the regulations and the required of exemption #4144 to an FAA official documentation on hand for the inspection helped a great deal to convince the upon request. Tracy: So, just like tandem pilots, FAA inspectors that we were not yahoos, aerotow pilots should be sure to keep their and that we were complying with the USHPA rating card and the little #4144 requirements of the regulations and exexemption card provided by USHPA on emptions. We are a small and unusual hand when they fly, in case they have to facet of aviation, such that many FAA show it to an FAA official. Tug pilots officials may not be as familiar with the and aerotow hang glider pilots should regulations that affect us as they are with be aware that these are real regulations, regulations that affect general and comwith serious potential consequences mercial aviation. It is my understanding if we do not meet the requirements of that the FAA does not want to act as these regulations, such as getting fined, police, looking for infractions of the reguhaving equipment confiscated, having lations. However, they will usually follow the aerotow operation get shut down up on complaints, usually due to noise or

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activities that seem unusual, unsafe, or illegal to some folks. If someone voices a concern to the FAA, an inspection by the FAA can result at any towing or tandem hang gliding operation, anywhere. Lisa: While exemptions #4144 and #4721 have allowed us to expand hang gliding to flat parts of the country and to enhance quality of instruction and safety via tandem instruction, the regulations and exemptions do not clearly define how to perform tandem aerotow instruction in a practical manner. The problem is that an ultralight that’s been made to weigh less than 254 pounds lacks the power to safely tow and instruct using a tandem hang glider. Tracy: Right. Different aerotow operations have used different approaches to deal with this issue. Often, whatever is deemed appropriate depends on interpretations made by individual FAA officials per somewhat differing policies of different Flight Standard District Offices (FSDO’s). It is helpful, especially in your region, to know what precedents have been set. The FSDO in our area was happy with our approach, which was to use a two-seat ultralight as a tug, operating under the U.S. Ultralight

Association’s (USUA) two-place training Exemption #4721. Two-place ultralight training exemptions are also available from the Experimental Aircraft Association (EAA) and the Aerosports Connection (ASC). As such, we hold Basic Flight Instructor ratings from the USUA, and we keep our BFI rating cards and a copy of Exemption #4721 on hand when we tow. The mission of our club is to enhance safety through training, and we define every one of our fl ights, whether solo or tandem, as instructional. The FAA was particularly happy with our club’s focus on safety through continuous improvement of skills. Lisa: Part (2) of USPHA’s aerotow Exemption #4144 states, “No charge, assessment or fee may be made for the operation of the towing ultralight except the actual expenses of the specific fl ight.” How can aerotow operators deal with that? Tracy: Our approach, which was familiar to the FAA inspectors, is to be organized like a non-commercial sailplane club. As such, our club is able to cover its operational expenses for providing tows and training via membership fees, and fees for towing and use of equipment.

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Our current club structure will continue to work well under the new Sport Pilot regulations. While there are diﬃcult changes for aerotow operators to deal with, the new Sport Pilot rules will actually help to clarify the legal issues and requirements for being able to aerotow with appropriately powerful tugs, and will enable towing of light sport gliders and unpowered ultralights on a private basis, as a non-commercial club, or as a commercial enterprise. More about that in our next column… References: 1. Title 14 of CFR: http://ecfr.gpoaccess .gov/cg i /t /tex t /tex t-id x?& c=ecfr& t pl=/ ecfrbrowse/Title14/14tab_02.tpl 2. USHPA Tandem Exemption 4721: ht t p: // w w w.u s h g a . or g / h nd b o ok . a s p # EXEMPTION4721 3. USHPA Exemption 4144: http:// w w w.ushga.org/ hndbook.asp #E X EMP TION4144

Mt. Hood Magic

By Alex Peterson

August 7, 2006, 8 a.m.: My phone is ringing. It’s my new stuSelf-portrait on the author’s dent, Billy Lou, camera phone all ﬁred up. “It looks like you won’t be sheet rocking today, buddy. It’s working up here.” Not sure if I am waking or still dreaming, I turn around to fall back asleep. A few minutes later the phone rings again. My girlfriend, grumpy, wants to know what could possibly be interfering with our home improvement today, on a perfectly non-kitesurf-able day. My friend on the phone eagerly reports, “I radioed the fellow snowcat drivers at the top of the mountain and they reported an uphill breeze as well! Get on up here – today could be the day!” Sheet rocking, or specking out over Oregon’s highest peak? Tough call. It’s a onehour drive from Hood River, at 100 feet MSL to Timberline Lodge’s 5000 feet…

Photo: Alex Peterson

With my girl still nagging about the unﬁnished basement, I threw the paraglider in the car, and “sleepwalked” my way to the base of Mt. Hood, where I met up with my friend and driver for the day. We both hopped in his most unusual vehicle, a 17,000-pound snowcat made by Bombardier. Our next stop was the top of the Palmer Glacier, about a 35-minute cat ride or two-hour hike. We arrived on top of the ski area, where the Timberline Ski Patrol was having a little barbeque cookout. My mind was busy looking for signs of wind and lift, but nothing was

Our most unusual ride-to-launch vehicle

began questioning my decision to fly stirring yet. We piled back into the snowcat and at all today. God, that would be a long traversed to the eastern side of the ski hike out of that dusty rotor rock garden! area. By this time it was nearly two hours Luckily it turned out just peachy; I still after noon. I signaled to Billy that this made it over the ski area with 600 feet to was my stop, hopped out of the cat and spare, thinking to myself, Whew, at least claimed this launch. No waiting for any I can land at Meadows now. lines, no hangdogs, no windsocks, nothOn the windward side of the mouning that makes a paraglider launch famil- tain, I found smooth sailing. Over the iar. This was a ski hill, with a 5000-foot snow once again, there was ample ridge pile of rock towering just behind launch. lift along with with 200-fpm grovelers. I But here I was in the middle of summer, worked a few little ones and drifted up throwing my Gin Zoom onto the bright and back towards the snow line, where white, slushy snow and laying it out for black rock was exposed, accumulating the southeast cycle that was coming up heat and making some spicy thermals. the White River canyon. By the time Boom! After ten turns at 1300 fpm, it I was finally ready to go, the wind had was clear that I was aboard the elevator switched west. Nothing to be worried to the top. Billy radioed: “How high are about, though – these were just the fi rst you?” thermal drafts of the day, and a few pa“Can’t talk right now!” After one more tient moments later the wind turned circle I radioed to Billy that I was apsouth, which was perfect for launching proaching the top. But then the thermal Mt. Hood’s south face. The first cumu- increased and pegged the vario at 2000 lus clouds were forming over the peak as fpm, throwing me way into the back seat I made small figure-8 turns in light lift, and delaying my response on the radio. making very little headway in my pursuit After a few more circles and surges, the of flying above the top of this giant. big volcanoes to the north exploded into When I started heading over the ski view: Mt. Adams and Mt. St. Helens as area, I was climbing in 200-300 fpm well! Also now in view was a thick inver(foot per minute) lift. Searching farther sion line at about 12,000 feet. out from launch I hit an even bigger Cruising up past Mt. Hood’s 11,239thermal and took it up about 700 feet for foot summit I could see the ravens sitmore clearance from the slope. Bam! I hit ting on the top waiting to join me for a another one. After the vario had settled few victory turns. I topped out at 11,770 into a nice 600- to 800-fpm climb rate, I feet and radioed back down to Billy: “I stayed tighter in the core, climbing easily. made it! I’m 500 feet over the top of Mt. To my surprise, the upper level drift was Hood!” from the southeast – the usual direction From here I could see the towns is northwest at that altitude. I could see of Hood River and Parkdale as well as mini cumi-clouds forming and quickly Laurence Lake and other features only decaying, their shadows effortlessly racing visible from this vantage point. Looking over the gnarly terrain below. I continued to the south at Mt. Jefferson, some 40 turning in that second thermal, watching miles away, I could detect signs of a masthe ground dropping farther and farther sive storm brewing, an alarming sight to away and gaining altitude like crazy. a paragliding pilot. So far I’d had a really From a point directly above amazing fl ight and I figured I should Illumination Rock at about 10,000 feet, I “cash out” before the usually strong blastturned and pointed southeast and hoped ing northwest winds kicked back in. to get out of this gigantic thermal that I took that little 23-meter Zoom and had drifted me up and way back into headed south straight towards Timberline. the mountain. Making forward progress En route I took out my camera phone and now at about four mph, I crept back to deleted a few photos, made a few more where I had launched from, but now with turns and snapped a few pics for the 2500 feet of clearance, and figured I had record. the altitude to go check out Meadows ski I needed to find that massive sink area. I glided over the far side of White that I’d hit on the way up the White River, found massive 800-fpm sink and River canyon, so I flew over there, to core December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

that baby down – I can’t remember the last time I cored in sink, but it’s a really useful thing to do if you need to come down in a hurry! After descending to a reasonable and comfortable altitude, I felt a bit like Superman, looking at the amazing crevasses and the waterfalls inside them, all with a shadow of a paraglider silently darting over them. A snow bridge collapsed; there was dust rising up from where the massive blocks of snow fell after being wedged all winter long. After a few more descending circles, I got back on the radio and called out to my home boy: “Looks like that snowﬁeld is a bigger and softer landing ﬁeld than the hot parking lot – do you think I could jump back in that snowcat with you and get a ride down?” The radio crackled back: “Sure, man, come on down!” A moment later, I touched down 100 feet away from the cat. One of the ski patrollers stuck around to see the adventure, then waved goodbye and skied away. We climbed back aboard the snowcat and coasted down to

the truck. This epic one-hour ﬂ ight fulﬁ lled a lifetime goal of mine, and will forever change the way I look at Mt. Hood. Sheet rocking lasted till 6:00 in the morning…

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Alex Peterson lives in Hood River, Oregon, with his best girl Kathrin and her zoo. He’s really looking forward to an action-packed 2006-7 snowkiting season. Check out more of what he’s has been up to at www.alexpetersonkiteﬂight.com and www .ussnowkite.com.

Another Launch Method:

The Hydraulic Stationary Winch Article and photos by Rob Kells, Rob@WillsWing.com Pattern illustration courtesy of Mission Soaring

to the second spool on the winch. The second drum retrieves the towline. After the pilot releases, all the winch operator has to do is reverse the winch to bring the leader back to the start place and hook up the next pilot. The Program

Over the years we’ve used a number of ways to get into the air besides running off a hill. Those methods in general are: • Platform towing (a moving pay-out winch in a boat or truck); • Fixed-line towing with cars, boats, snowmobiles, horses, motorcycles, etc.; • Aerotowing with ultralights; • Stationary winch towing, which includes scooters. Not too many schools use the hydraulic stationary winch tow method for several reasons. It requires a large field, the equipment is expensive, and safe use of the winch requires a highly skilled operator. Generally speaking, the more power you have available in a tow system, the more potential there is for hurting the pilot. However, if properly used, the hydraulic winch is an efficient and inexpensive way to get into the air. I spent a day with Mission Soaring’s Pat Denevan at his training site in Hollister, California, which is about an hour’s drive south of his shop in Milpitas, near San Jose. He is fortunate to have found a field that has three small training hills adjacent to one another with varying degrees of slope. With 3:1, 4:1 and 5:1 slopes his students can learn excellent launch skills from the variety of terrain. Pat has continually updated his training programs, and has more than 30 years experience in perfecting methods to make learning the skills for flying safely easier for his students. Pat originally purchased the winch to

Pat’s small training hills

make tandem-training fl ights more efficient. After using it for a short time he discovered that his students were much more excited about flying solo on the winch. So Pat adapted his towtraining program into a specific progression of solo tows. Most often students now skip the tandem fl ights entirely.

The student hangs in the simulator and learns how to use the two-string release. A trip-line auto release is attached to the nose of the glider so the release will open automatically if the nose gets too high or the glider gets too far off heading, or starts to lock out. The length of this line can be adjusted based on the skill of the pilot. Pat has the student hook into the glider and then has them attach a 20foot-long rope to the two-string release so he or she can practice a hand-pulled tow. The pilot then does a hook-in check by lifting the glider until the leg straps The Equipment go tight, making sure he is hooked in to the glider. Pat teaches his students how much pressure to expect and hold back against as he pulls on the rope. The student pilot stomps his foot twice on the ground to signal that he has the glider balanced and is ready to begin his launch run. He then runs about ten yards, to get an idea of what to expect with the winch. After walking back to the start, Pat and his winch the student hooks the winch leader to The winch was designed and built by his release, does his hook-in check, and Ed Pitman and cost about $16,000. A 100- Pat puts tension on the line. Two stomps horsepower Toyota truck engine powers of the foot and Pat adds enough to get it, and the hydraulic pressure controls launch tension. The pilot starts running the tow force. There are two spools that whenever he is ready. After five or six contain Spectra line. The line has a 200- running strides he’ll be in the air but just foot leader spliced on that is attached to five feet above the ground. The task is to fly towards two large red the pilot’s two-string release. From the pilot perspective the towline goes out flags located at the return pulley 3500 to a return pulley that is 3500 feet away, feet in front of them. Pat has a unique and then back towards the winch to go perspective. Being behind and slightly around a side pulley (that keeps the tow below his students, he can see any misand return lines separated), then back takes they may be making. He has total

The simulator

Practicing with a hand-pulled tow December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

The fl ight plan is a progression in skills that involves higher/longer fl ights, then turns, then pattern fl ights and finally accuracy landings and soaring techniques. It’s possible to do a tow every five minutes, so as many as twelve fl ights per hour can be accomplished. So far Pat’s record is 88 tows in one day with the winch. Pat has also used the winch to great effect in his launch and landing clinics. Lots of fl ight operations and some careful critiques identify problems with technique and can correct them much more quickly than a fl ight or two every other A student’s first tow launch weekend. Winch towing also is a fast way Usually it only takes one low fl ight for a pilot to regain his skills after being for a student to demonstrate that he can away from the sport for a long time. Unlike aerotowing, with winch towing handle the launch. On this fi rst fl ight students must only focus on a good launch, you don’t have the luxury to tow until you flying the course line, and a good landing. find a thermal to release in, and if you smiles on their faces just wouldn’t go want high tows, the stationary winch re- away! They do not use the release. The smiles and skills are the whole Next they will graduate to higher quires more room than a tug. The winch’s fl ights and will begin releasing them- advantages over a tug include its ability point. I invite your comments. selves from the towline. These fl ights can to do low-slow tows, it is quieter than a be 2500 feet long, but only 25 feet off the tug, and it costs much less to operate. I witnessed two different students ground. This is when the pilots begin to doing their first tows on the system. The get really excited. control over the “size of the hill” and length of their fl ights. If for example a pilot is wandering off the course, Pat can reduce the tension and the student will land almost immediately. Student and instructor can come back to the start and discuss why it happened.

December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

•

Niviuk team members playing in the Spanish skies.

Photo courtesy Niviuk Gliders

,,.

Put Yourself Into the Picture! Photo courtesy Aude Piercy/Airborne Planet/Ozone

By Thayer Hughes, staﬀ writer and photo archivist

several compression schemes when capturing each shot in order to optimize the Last month I offered a few general space in the camera’s memory. If your 3.1 MP camera has, say, 64 comments on digital cameras, interpolation and the actual resolution you can MB of memory, you might fit about 27 expect in your fi les. This round I would photos if you allow the camera to tightlike to touch on a few pros and cons of ly compress them (usually into JPEG the common fi le formats your digital format). Less compression requires more camera is likely to produce, how and why memory and may only allow 13 shots, but to maintain the integrity of your original the actual quantity is also relative to the image capture prior to forwarding it for complexity of each image that is compublication, and the bare-bones required pressed. RAW or TIFF format retains for printing enlarged photos in the all the information your camera was able to gather for the shot but also costs the magazine from your source image. most memory, resulting in perhaps only File Compression 5 shots on a 64MB card. File compression is synonymous Cheaping out on memory and comwith “acceptable loss of data,” and high pressing the hell out of your photos compression for the sake of extending just means that you’ll have lots of low memory will bite you later when you quality pictures in lieu of fewer high consider your photos for publication or quality ones, and that will determine enlargement. You may have captured the what you will later have to offer for a cover most astounding shot with your $1000 or center spread. Don’t let memory be a mega-megapixel camera, and still screw limiting factor – carry as much with you it up by compressing it to the point of no as you could possibly need or afford and, return. Pity. because fi le formats directly determine Compression is an extremely the quality of your photograph, choose important factor you must consider wisely depending on your intended purbefore pressing the shutter button and, pose for the shots. from the magazine’s standpoint, it will greatly determine how your photo may File Formats be used. Besides forgetting to take the RAW – All you really need to relens cap off, fi le compression is probably member about “raw” fi le format is that it the biggest culprit contributing towards allows you to produce the best possible ruined and “unusable” photos. Most digi- photos with the data that was captured at tal cameras allow you to pre-select one of the time you clicked the shutter.

Contributing Photos to USHPA for Publication

Basically, RAW format records everything your sensor captured and thus gives you the most to work with. JPEG always entails some loss of information as part of the compression process and this often causes problems later if you try to edit a JPEG fi le. RAW allows you to edit or manipulate the data with the power of your computer and software tools such as Photoshop before it is ever converted into a viewable fi le. RAW is also “high bit.” That means you have a much larger array of colors available and that fact provides you with more flexibility when doing color corrections. RAW is slower than JPEG to capture and, depending on your camera and memory write speed, especially with some point-and-shoot cameras, that may present difficulties when taking photographs in rapid succession. Having “fast” memory will alleviate or avoid this potential bottleneck. RAW fi les are large, cumbersome, difficult to work with, and they take up a lot of space on your hard drive. But being able to make modifications to the exposure, contrast and temperature before really processing the photo makes a huge difference. When you’re thinking of shooting some serious photography, shoot RAW. Then learn how to use your photo processing tools and perform any postproduction necessary to enhance your photos to suit your vision.

December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

Photo: Lori Thomas

The example photo composite 1a illustrates high vs. low levels of JPEG compression, with high compression on the left half and low compression on the right. (Note the clear loss of detail in the young model’s sweater, face and hair, and harness.) Photos 1b and 1c are enlargements of the same area of the photograph at diﬀerent ﬁ le compression levels.

December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

Photo 1d is a further zoom of 1c and better illustrates the eﬀect of DCT. The borders for each of the visible DCT blocks, each rendered here for example as an 8x8 texel (texture element) array, become glaringly apparent when enlarged – as is normally necessary for cover or centerspread use. Capturing and saving your photos in TIFF or RAW format avoids this degradation, but would require more memory space.

TIFF – Tagged Image File Format fi les are full-data fi les where each pixel contains the full numerical information for each of the three colors (red, green and blue). This is the reason TIFF fi les are huge and it’s the reason why they will fi ll up your memory card so quickly. At three bytes per pixel, our 3.1 MP camera taking a 2048 x 1536-pixel photo uses 2048 x 1536 x 3 bytes (9.5 MB) to store a TIFF fi le. But the advantage to TIFF is that each fi le contains all of the information for the final photograph. The next best thing to RAW for data integrity when saving and editing your fi les is TIFF. JPEG/JPG is the format standard created by the Joint Photographic Experts Group and has been generally adopted for cross-platform compatibility. Your camera, computer, Web site, email, etc. can display the same JPEG fi le because they all adhere to the JPEG standard. This standard specifies how the fi le will be reduced in size and includes several steps, one of which is the Discrete Cosine Transformation (DCT). DCT divides the image into 8x8pixel blocks and then decides what can be eliminated from each block. Higher or lower levels of compression discard more or less information and, due to the elimination of rounding errors, this data loss is permanent. Your image fi le is degraded even further along the borders of each 8x8 box. Visible distortion along these edges becomes more and more apparent as the fi le is compressed because the gross averaging of one box will be different from its neighbors. Areas of solid colors aren’t noticeable, but smooth shading such as sky, faces or skin, and wing surfaces are glaringly degraded and distorted. Wing wires or lines against a shaded blue background are noticeably terrible after compression. Something else to keep in mind when you are doing your fi le editing is that EVERY time you save your JPEG fi le the compression is performed, further reducing the original information. After a few iterations your beautiful photograph will have become so trashed that it may be unusable. If you are going to rework an original

If I were planning to buy a new camera here a few basics I would consider: 1. A megapixel CCD of 4MP or greater. Most “serious” photographers shoot with 6MP or higher but 5MP is more than most people require 2. Quality coated glass lens (larger is better) The Bottom Line 3. Optical zoom, higher is better Coming at this from the opposite direction, let us consider what is abso- (forget digital zoom!) 4. TIFF or RAW capable lutely necessary for the magazine photos. 5. Ample fast memory A magazine cover is 9” x 11.5” with 6. Comprehensive set of photographic bleed (the extra allowance that gets cut off at the printers) and at 300dpi that’s options 7. Image stabilization about 2700 x 3450 pixels or 9.3 MP. 8. Capability to use additional fi lters The magazine is printed at 300 dots per inch primarily because text (especially and lenses is a plus. 9. Not too expensive. You’ll have to black on white) needs this resolution so it doesn’t look jagged and diagonal lines judge that, but a few hundred dollars on contrasting backgrounds don’t appear buys a lot these days. 10. Comfortable handling with good stair-stepped. Photographs can often slip by with much less resolution because your access to controls 11. Intended usage. Will it be hanging eyes cannot discern the slight transitions in color, and tend to blend them. Your around your neck, or mounted on a wing or boom and triggered remotely? brain is doing its own interpolation. I would expect that, having made Now we already know that our little 3.1MP cameras are perfectly capable of good choices so far, you all will soon providing suitable 6.8” x 5.1” printed be capturing and sending in some photos. Good, you say, but not large fantastic flying photos! Next month I’ll enough for a cover shot? Au contraire, offer a few suggestions on how to manage Pierre! Through the magic of photo your growing library of photo fi les, and imaging tools your savvy editors can how to upload your best selections to the easily enlarge and enhance a suitable 5” USHPA photo database for inclusion in x 6” TIFF enough to provide an 8.5” x the magazine. May we reserve a cover or 11” cover. Slightly compressed JPEGs centerspread spot for you? can also easily make it into the photo galleries. The key is in not trashing your source image through compression. Another way to think about this is that your computer display is probably set at between 72-100ppi (pixels per inch). An 8.5” x 11” photo at 72dpi is only (612 x 792) 485K pixels; and at 100ppi our coverstions. sized photo is still less than one MP. What I’m trying to underscore is that more “mega” is not always more better, that quality counts, and that if you know Thayer currently manages the USHPA and utilize the full capabilities of your photo database and has worked professioncamera and keep your TIFFs intact, you ally in the graphics and design field for over might be surprised what mileage you can 26 years. He can be reached at thayer@ushpa get out of them. I would just like to em- .aero to answer any photo or database access phasize that a striking photo from a good questions. 3MP camera saved to TIFF stands a far better chance of making it onto the cover than a zoomed-in “12MP” camera saving compressed JPEGs. So what do you really need in a camera?

JPEG fi le with a photo-editing program such as Photoshop you should fi rst save it as a new fi le in TIFF or Photoshop’s .psd format and do your manipulations on that. Keep your original fi le as original as possible!

December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

Winter Thermals

Article and photos by Marcel Dettling

A fantastic day ends just after I packed all my gear

In November of 2005 I was working as a postdoctoral fellow in Baltimore, on the U.S. East Coast. On a cold and rainy evening, fi lled with boredom in my tiny apartment, I surfed the Internet. My next trip to my home country of Switzerland was just a few weeks away. Thus, obvious search subjects were “paragliding,” “Switzerland,” “winter” and “thermals.” Not surprisingly, but only adding to my frustration, the outcome was rather poor. As you may know, winters are cold in Switzerland, with deep snow, short days and usually little sun. Except for a few addicts, even passionate pilots prefer skiing over flying. I surfed forth and back, and what I found was mostly useless – until I came upon an article written by Urs Lötscher, a very experienced Swiss pilot who placed second at the X-Alps, edition 2005. He described a flying site in Graubünden, southeastern Switzerland

with: “...this site, named Alp da Traun, offers a nice launch just above a rocky face, where thermals trigger very consistently, even in winter.” The plan was made – I knew that I wanted to try this one day, in my unrest for good thermal flying. Let’s fast forward to January 10th, 2006. I’m in Switzerland. I even have a new glider that is almost unused, except for two short sled rides and a soaring fl ight. That’s because there was a lot of quality snow and great skiing conditions, so even I stayed away from paragliding. But now, a stable high has installed itself over central Europe, providing gorgeous winter weather that’s been lasting for over a week. The sunny days have made the snow drop from the trees on southerly exposed slopes and I’ve even heard of some fellows having short thermal fl ights in the days before. I’m working, sitting in front of my

December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

computer in Zurich. The sky is grey and foggy here in the lowlands, but thanks to the World Wide Web, I see that all mountain webcams show crystal-clear skies, there is almost no wind and even the balloon sounding doesn’t look too bad. Good thermal conditions? Maybe! Fortunately, as a scientist I’m my own boss, and without hesitating, I allow myself to take the rest of the day oﬀ.

The village of Trans, with its few chalets and the summit of Fulhorn (2529m) in the background

After a careful preﬂight procedure, I’m almost ready to go.

Alp da Traun is calling... After an hour’s drive I arrive in the village of Tomils, where the LZ is located. My original plan was to get a ride with the postal car all the way up the narrow, steep and winding road to the mountain village of Trans, where my trip was going to start. But now I find I’ll have to wait 45 minutes for the ride and I fear that this will cut my chances for good thermal flying. So I skip this plan and decide to drive by myself, thinking that I can always retrieve the car later in the day. Just barely and with some luck, I manage the snowy mountain road with my 2-wheel-drive car. I reach Trans, 1450 meters above sea level. The sun is shining, the temperature is mild – aaahhh, this feels great! However, the strenuous part of the flying day is about to follow: I want to launch from the meadow of Alp da Traun, from which I’m still separated by

The crew: co-pilot Loecky, wing Nova Mamboo, harness Supair Moovy. Pilot and porter Marcel is behind the camera.

a hike with 500 meters of elevation gain. In joyful expectation, I head on my way immediately, without the aid of touring skis (they would make a long thermal fl ight inconvenient) or snowshoes (just don’t own any). But fortunately, an old, packed ski trace eases my climb physically, and as soon as I hear the first thermals rushing through the trees, I also have plenty of mental support. After 75 minutes of hiking I reach the place I plan to launch from. My heart is pumping, but it looks promising – some thermals come through, and I’m very happy. The launch logistics prove difficult. At the spot I judge as most suitable for laying out my canopy, the snow is at least knee-deep. I carefully prefl ight my new Nova Mamboo, and I prepare a twometer-wide trace, which I can run on to launch. Finally, my gear is ready, but the wind has quit. I even have a slight tailwind now, which must be caused by the thermals that trigger from the tree line in front of me. I choose to wait and hope that a breeze will come through and allow for a more convenient launch. After 10 minutes of waiting, I still constantly feel the wind on my neck, so the thermal out front must be very consistent. I decide to give it a try, despite the less-than-ideal launch conditions. I start to run and after about 10 meters, I reach the end of my trace, where I deeply

The pastures of Alp da Traun, just a few meters below the place I launch from

sink into the soft snow and stumble. The wing wasn’t even above my head. “Holy cow, that’s gonna be difficult,” I say to myself. But I decide to give it another try; I immediately lay out my wing again and repeat the prefl ight procedure. I’m ready for the second try; the wind, however... still tailwind. I wait for what I think is a lull and give it a go. The wing comes over me, but I’m already at the end of my prepared trace. I try to make two more powerful steps in the deep powder, the terrain gets a little bit steeper and the wing starts to lift me off the ground. Yeeehaaah, I’m in the air! Without hesitation, I go hug the tree line. Slowly, my vario starts beeping, but then I lose a meter or so again, barely maintaining my altitude. It goes through my head that all my hiking effort was in vain, and won’t be rewarded with a thermal fl ight. But no worries, I won’t succumb to gravity so soon. After some passes along the tree line and the rock

December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

face below, I find a patch of stronger lift. I fly two quick figures-of-eight, then I’m high enough to start circling in this thermal. Slowly, I’m climbing above launch. “Whew, that was close to sinking out!” goes through my mind. After I’m about 60 or 70 meters over, things get easier. I start to find good thermals that easily yield another 150 meters of altitude. I’m now confident enough to explore the area and indeed find a spot where a solid thermal is coming out of the forested slopes below. About half an hour into my fl ight, the conditions improve further, and I get confident that I won’t sink out soon. Like this, I can enjoy my fl ight to the fullest: absolutely fabulous views, fairly mild temperature, no wind and consistent thermals. Could you find better conditions to learn how to communicate with a new wing? Quickly, we get more and more used to each other. I clearly start to understand how it indicates the edges of the thermals and I explore how to most efficiently turn the wing in rising and sinking air. After a while, a good thermal yields lift of up to 700fpm (feet per minute) and brings me up to about 400 meters above launch. That’s a mere 150 meters below the large mountain chain around the Stätzerhorn, which runs behind Alp da Traun. As the lift peters out, I go and try to work the mountain slopes behind. They are all snow covered and they simply don’t work yet, so early in the season. I struggle, but the Stätzerhorn lets me down. That’s no reason to be disappointed on such a beautiful winter day! I continue to have a lot of fun above the forests around Alp da Traun. I repeat almost the full DHV fl ight test program. However, my Mamboo reacts pretty unexcited to my hard yanks on risers and brakes. It does everything to build up my confidence.

A very nice ﬂight comes to an end with a soft landing in deep powder snow

Still too soon for my taste, after about 1.5 hours into my fl ight, I feel that the conditions are beginning to deteriorate. The thermals get weaker, because the sun is now already low on the horizon and hits the forested mountain slope below me in a less than ideal angle. I decide to resist gravity as long as I can and hop from one bubble of rising air to the next one. Nevertheless, after another 20 minutes, I go on glide towards the setting sun. While I could fly down to the LZ near Tomils in the valley floor, I decide for a convenient semi-toplanding near the village of Trans. Just a one-minute walk away from my car I touch down in a field with deep virgin powder snow. Just as I have my wing packed up, the sun sets behind the horizon. The smile on my face lasts considerably longer, and happily I drive back home through the darkness. Alp da Traun, I will come back one day, that’s for sure! Marcel is a native of Switzerland, but now lives in Baltimore. He’s been a fully licensed paraglider pilot since October 2004 and tries to spend as much time in the air as possible. He joined USHPA and has been P-4 rated since February 2005.

The place where I landed, with nice views towards Ringelspitz (3248m)

December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

Finally!

By John Scott Photo panorama by Mike Kunitani

I’ve been an advanced-rated pilot since 1987. In 1996 I placed 15th out of a field of 144 pilots at the U.S. Nationals at Dinosaur, Colorado, finishing ahead of half of the members of the U.S. team that had won the world championships not long before. That Dinosaur meet was the one and only major contest that I have ever competed in. I hold the site record for flex wings at Crestline, California. And, despite the fact that I do most of my XC flying with rigid-wing pilots, I still manage to “win the day” on occasion. In short, I got skilz. Well, at least some, anyway. What I don’t have, however, is a 100-mile flight to my name – not even after 20 years of trying in the Owens Valley, arguably the easiest place in the world to accomplish that goal. What has contributed most to my inability to reach the 100mile mark is the fact that I am one of those pilots who suffers from motion sickness. The longest I have ever been able to stay in the air is 4 1/2 hours; usually I’m grounded much sooner. However, with regards to the Owens Valley, there have been plenty of times when I have been sitting on the ground somewhere between Big Pine and Bishop feeling perfectly fine. In all my years of making the Owens pilgrimage, I simply haven’t been able to put it all together. That is, until July 8, 2006. On that date, I finally made what is to most Owens Valley pilots the 100-mile milk run from Walt’s Point to Janie’s. I try to make the Owens trip at least once a year, usually for the Memorial Day weekend or for the 4th of July. I didn’t make either one of those trips this year, and had no plans of heading up there for the weekend of the 8th. As a matter of fact, I wasn’t planning on flying that weekend at all. Ever since our first child was born 10 years ago, I’ve been a “once a monther” (if that) and I had just flown two weeks earlier. But, as per my normal mid-week routine, I checked the weekend forecast and conditions were looking pretty good for the SoCal desert: 14k tops with light south winds and hints of cloud development. “So, what are our plans this weekend?” I sheepishly asked my wife at dinner on Thursday night. “Why? Do you want to go flying?”

“Well, the weather has some potential…and, well, if we…” “Yeah, you can go if you want.” And so went the normal home routine. On Friday I called my flying partner, Tony Deleo, to let him know that I could come out and play. The only question now was where to go. Tony lives in Ventura so nearby Pine Mountain seemed like the logical place, but Tony was worried that it might be located a little too far west of the action. Sitting less than 30 miles from the Pacific, Pine is very much influenced by the marine air. The predicted south wind presented airspace issues for Blackhawk, one of our more consistent desert sites located near Big Bear. That left Garlock in Kern County, which, with its south-facing launch, and lack of air space restriction due north, seemed our safest bet for a long flight. Tony, however, was thinking of an even safer bet: the Owens Valley. I called my wife. “So, it looks like we might be going up to the Owens.” Dead air. “Lauren?” More dead air. Did I mention that we have a routine? After promising Lauren I’d drive back home on Saturday night, my plans were set. Tony and his fiancée and driver Carolyn would head up to Lone Pine on Friday afternoon; I’d meet them for breakfast Saturday morning at 7:00. That meant I had to leave my house by 4:00 a.m. Before going to bed I checked the weather forecast one last time. The models were all pretty much in agreement for the Owens: 15-16k tops with light south winds. All of the models indicated probable cloud development at around 16k. However, the National Weather Service (NWS) general forecast page made no mention of cloudy skies, partly or otherwise. The Reno NWS discussion page said that, while there was some hint of moisture, they were taking the chance of convection out of the forecast because of the moderately stable air mass. Moderately stable? I was looking at a winds aloft page for Bishop that was showing a 40°C spread between 6 and 18 thousand feet! I guess I’m not sure what the definition of instability is. I turned off the computer, raided the medicine cabinet for one dose of Phenergan, two Ibuprofen, three ginger pills, and one vitamin December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

B tablet, and then it was off to bed. Up with the alarm at 3:30, I took a quick shower, hit the medicine cabinet one last time, kissed my wife goodbye (I let our kids sleep), and was out the door at 4:00. It was dead calm in Mojave when I rolled in at 5:30; it’s usually blowing 80. I tanked up and in no time at all I was pulling into Lone Pine – 7:15 and the Sierras were already baking in full sunlight. What was missing, though, was the American Graffiti-like procession of hang gliding vehicles cruising through town. I spotted only one other truck. There would be only eight of us at launch, a far cry from the time when I first started making this trek. Back then, in the days of over-aggressive launch monitors and Port-a-Potty fees, you had to be at launch before 8 a.m. in order to get a set-up spot. Inside the High Sierra Café I ran into the Santa Barbara crew of Robert Millington, Bob Anderson, Greg Brown and Robert’s partner and driver (and photographer) Catherine Sanders. Tony and Carolyn showed up around 7:30; by a little after 8:00 we were loading up the gliders and heading up the hill. Already there was some cloud development above the Sierras – it looked like the boys from the NWS in Reno got it wrong. Despite the early cloud development, the cycles at launch were weak, and remained so when the first pilot, Andy Beem on a Falcon, took off at around 10:45. I launched sixth, and like everyone else climbed out nicely above the saddle. Once I climbed above Wonoga I could see that, while the skies were a bit ominous with overdevelopment deeper into the mountains, the front points were looking rather inviting. Of course, the Sierras have always been a bit loose in that regard. Sometimes you have to hold on for dear life, and sometimes you get kicked out when the west wind blows, but for the most part they offer easy passage. And with jade-colored lakes and snow-laced granite peaks, flying the Sierras is passage through one of the most beautiful and awe-inspiring places on earth. This day was no exception; I flew the next 40 miles between 12,000 and 15,000 feet. As I cruised north, Mt. Whitney was cloaked in dark clouds December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

and heavy rain; I made sure to give the cell ample berth. The sky opened up a bit to the north, but looking ahead and across the valley it appeared that Black Mountain was also besieged by overdevelopment. Robert and Tony, leading the pack, declared on the radio their intention to stay on the Sierras rather than make the crossing. It looked like my flight to Janie’s would have to wait for yet another year. A nice 100-miler to Mammoth, however, is not a bad consolation prize. Without a west wind, flying past Onion Valley was a nonevent (well, except for the trying to pee part – yes, ladies, there is such a thing as shrinkage). It was nothing like the time when Scott Angel, having gone head over heels exiting a shared thermal above Independence Peak, came down under canopy right next to me. Or still another time when I was sitting there all fat and happy at 16k on my way across the mouth of this valley only to be smacked down by the west wind and barely made it out to a retrievable LZ. This day, however, it was smooth sailing as I continued my trek north. As I climbed out to over 15k above Goodale Mt., Robert radioed that he was heading out over Coyote Flats on his way to Mount Tom. And then to my surprise Tony came back to announce that he had flushed off the Sierras. I was still in good shape so I continued on to give Robert chase. A little tank up at Birch Mountain, the last high spot before Coyote Flats, and then I would be on my way. Only Birch was not cooperating – not one beep. I was forced to angle out to the lower front points of Round Mountain. Even that was not assured as I was sinking fast. But a little skip above Glacier Lodge Road got me around the corner to a developing cloud just south of the Keough Hot Springs, where, on a past visit, a couple of us stumbled onto a man and a woman making a, ahem, home movie. The funniest part about the episode was that we all knew the leading man – he happened to be a Ventura hang glider pilot! Now, however, I was looking down on these natural hot tubs from 13,000 feet, wondering which way to go next. Tony somehow got himself back in the ballgame and radioed

that he was climbing through 8000 feet at Black Mountain. The overdevelopment that we had seen earlier had by this time either dissipated or moved farther east. From my vantage point it seemed that I would have a better chance of connecting with the Whites than with Mount Tom. But the deciding factor on whether or not I should stay on the Sierras was a line of wispy clouds running down the middle of the valley.

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So off to Janie’s I went. Scratch that last factor; I flew past those clouds with nary a pop and was down to 7000 feet just short of the Whites. There were clouds along the top of the range, but nothing above the spine closest to me, at least nothing above the front point where I would be coming in. There was, however, a cloud above the next front point, but I was unsure whether I was high enough to make it there. I opted to go for it anyway. The Whites are similar to the Sierras in that they too allow easy transit. However, if you’re coming in from the other side of the valley, you have to know the secret handshake, a handshake everyone and their brothers and sisters knows but me – at least until this day. At 6800 feet I locked into a ripper, a thermal where the bottom was falling out as often as it surged me higher. And trying to stay concentrated on the core was not easy while at the same time I was losing my breakfast, or least trying to with dry heaves. Did I mention that I have a problem with motion sickness? But, things opened up a bit as I got higher and I was soon topping out at 14,000 feet in smooth lift – I’m in!! After all these years I was finally in a position to make Janie’s. I had 30 miles to go, but it might as well have been three, at least the flying part. Given how I was feeling, it seemed like 300. Because I’d only had the dry heaves and hadn’t actually thrown up I was now feeling absolutely terrible. Fortunately, the Whites were really going off so I just had to dolphin fly for the most part the rest of the way in. Unfortunately, I was flying against a slight head wind so it seemed to be taking forever. I radioed my intentions: I will be landing at Janie’s and will not be following Tony to points north, (Tony flew 206 miles.) Robert, who was about to put it down at Lee Vining because of overdevelopment in Bridgeport, radioed an offer to pick me up, sparing me the long turn-around chasing Tony. It was at least an hour out of his way back to Lone Pine so his offer was very much appreciated. I left the foothills of Boundary Peak for the glide to Janie’s. About halfway there my GPS clicked to triple digits. I’d December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

finally done it! The only remaining problems were how to get down, and determining the wind direction. The entire valley was going off. Close to Janie’s I circled in anything that was not going up; at the same time I checked my GPS for ground speed. NE heading: 40; North: 37; SW: 27. Southwest landing it is. Oops, wrong call. Down winnnnd…aaand…Whack! Right in a pile of horse manure. Luckily the desert has a way of drying things up quickly. I made a quick damage assessment of both body and glider, and then stood up to unhook, whereupon, I really lost my breakfast. Did I mention that I suffer from motion sickness? Feeling a lot better, I hauled my equipment over to the shade of some small trees near the ranch. Shortly after I was packed up, Robert and Catherine, along with Bob Anderson who had landed near the Mammoth airport, swung by to pick me up. On our way back to Lone Pine, with black skies, gust fronts and spectacular lightning strikes, the Owens put on quite a show… as if it was just a little upset that I had finally made goal.

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December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

Notes from photographer Mike Kunitani:

“Sierra Panoramic” was shot just after Memorial Day 2002. Amazingly, it was captured with a Canon G1 (3mp consumer-level camera) using an Olympus B3 teleconverter. I slept on Mazourka Peak and early the next morning set up a tripod to capture this 14-shot panorama. After RAW conversion it was stitched with Panaview Image Assembler. In the lower right and center of the image one can clearly make out cars and trucks on Highway 395. This was always a view that captivated me – I could never get enough of staring at it. Pilots seem to really like the labels as we can relive our thrilling memories of working our way down the ridge. In particular I remember once many, many years ago getting flushed on the north side of Goodale flying back into the canyon, VERY close to those huge granite spires that look all the world like giant teeth ready to chomp on your glider! I have flown the Owens every year, except two, since about ’83 and have several dozen flights over 100 miles in the Owens myself, so I know the area well.

Notes on the Progression of and an Interview

By Matt Gerdes, staﬀ writer

It’s the spring of 1988, in the Maritime Alps near Nice, France. A 39-year-old man is standing at the bottom of a steep grassy hill, each of his hands covered in a red sock. His 12-year-old son is standing about 1000 feet higher on the hill and is clipped into his father’s seven-cell paraglider. The plan is that father will guide son through his first fl ight by waving red socks on hands: Right hand down means right brake, both hands down means stop. This plan is nearly fail-safe because the father is an experienced pilot – he recently took two days of lessons, during which he learned that paragliding is easy, and his son would probably love it. Fortunately, at least one of his suppositions proved to be correct. His son is David Dagault, who learned to love paragliding even sooner than he learned to fly. On Dav’s first launch, 1000 feet above his father and being guided by red socks, his brakes were so tangled around his risers that he couldn’t turn or flare the wing, predestining him to land somewhat ungracefully, but safely, at the bottom of the hill.

Photo: Eric Knorr

David Dagault, The next phase of David Dagault’s Nationals in his first year of competition. progression was more advanced. He and At this time, because he was a member his father draw a white circle in a prom- of the French national team and of age ising field below a mountain, in order to to begin the compulsory French military identify their landing zone from the air. service, Dav found himself entering into Then they climbed the 4500 feet to the an agreement with the French Military top of the hill and launched into mid-day and the French Paragliding Association thermal conditions and a wind which – he would fly for the army. After three immediately blew them both over the weeks of boot camp, Dav spent the rest back of the mountain into completely of his time competing and training in the unknown terrain in the opposite direc- French Alps, perfecting his alpine crosscountry flying and honing his competition of the white circle… Eventually, Dav’s father graduated tion skills. At the end of 1996, Dav finished with to a new wing, and passed his old wing onto Dav, who noticed that while his 9600 points out of 9600 points in the dad had no problem soaring in wind and French national ranking. Needless to say, flying mid-day, on Dav’s first fl ight he in order to do this one has to win the vast was blown backwards, again, into rotor majority of the year’s tasks. Famously, in this time, eventually landing on a soft April of that year, Dav had one incredible patch of grass between a few hard rocks. week of flying. On Tuesday of that week, Together, they surmised that perhaps an Dav broke the world record for speed over an FAI triangle at Monlambert, 85-pound weight difference did matter. Similar lessons followed, many of France (although in the end, paperwork them lessons on simple theory and prac- prevented the record from being ratified). tice that we take for granted 15 years later. On Wednesday, Dav and the rest of the In 1994 David Dagault found himself French team traveled to Chamonix to fly finishing in the top three at the French an open-distance task to the south. After December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

launching early, Dav found himself in the Red Bull X-Alps race in second place front and alone, and eventually landed and flew more of the X-Alps course than south of St. Vincent after almost 10 any other pilot. And finally, because he hours and 202 km. On Thursday, in light not only designs wings but actually tests wind conditions, Dav launched again them first-hand on a daily basis, he unfrom Chamonix and flew a 177-km FAI derstands paragliders, in a general sense, triangle in 6 hours 30 minutes. Friday as well as is humanly possible. was to be the grand finale, when Dav and a teammate flew 280 km from Grenoble MG: You came to Ozone in the birth to central Switzerland in almost 9 hours. years of acro: tell us about it from a pilot’s During this windy fl ight Dav remembers standpoint, from a designers point, and flying backwards over the tops of peaks as an industry leader. and marveling at huge wave clouds formDD: Acro has grown up a lot. The ing over ridge tops. Classically, the wind number of figures hasn’t increased a lot at the Furka Pass was somehow blowing in the last three years, but the pilots in exactly the opposite direction and im- are getting better very quickly and now mediately stopped them there. the top guys are really impressive. Raul By 1997 Dav was competing full time [Rodriguez] is for sure the leader and the and totally immersed in the competition driving force behind all new maneuvers. and French national team scene, but alThe current fashion is to develop acro ready he could sense that competition wings suitable for competition, which was not his favorite thing in life. has obliged the manufacturers to design Dav felt he was wasting too much wings that are dramatically smaller than time waiting to be told where to fly, and those of the past, and much faster also. then needing to fly in places that he often Because of this, the real “acro wings” are had no desire to fly in order to win. The no longer accespleasure of fl ight began to wane and was sible to the genreplaced by the stress of competition. He eral public. knew that what was more important was However, I to prove his abilities to himself, not to have to say that the rest of the world, and so he did. Since acro is not just then, Dav has focused on enjoying life about getting and living and flying the way he wants to u p s i d e - d o w n fly, with much success. with your wing! During the end of his competition I would strongly career, he found himself going from recommend to being an Airwave team pilot to working every pilot that with Bruce Goldsmith on the new glider you go and spend designs as a young test pilot in the south a week on a sand of France. It was then and there, in the dune at least spring of 2000, that Dav found Ozone, once in your life. and the rest is history. It’s amazing fun, In the following paragraphs Dav will and [on the dune] offer some answers about himself and you can prachis thoughts on flying, but before we go tice a lot of lowthere let me say a few things about Dav altitude tricks that he won’t say about himself: He is – not necessarone of the most well rounded and highly ily radical tricks skilled pilots in the world. I can only – that are very enthink of two or three pilots on the entire joyable. And this planet who are capable of triple tumbles, will also greatly perfect helicopters on any wing in any improve your conditions any time and at the same time ground handling massive XC fl ights in the most challeng- control, which ing conditions. The worlds’ most talented is one the keys pilots tend to adhere to either XC or acro, for safe flying but Dav has mastered both. He finished (launching and December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

in ﬂ ight both) and acro progression. MG: Do you have a speciﬁc design philosophy? DD: Designing wings is as much intuition and feeling as it is science and technology. Perfection in a wing is a dream, and you would need an entire lifetime to achieve true harmony in a design… in fact you would need more than a life to get there, but you’d be closer to it at the end. Life and designs are following the same paths. At each stage you think you’re doing well, or even bad, but in the end you’re still learning and going forward, improving. What’s exciting is the fact that there is no routine: Each new proto is like a living thing. It’s got its own identity and it’s like a new child we learn from. Because I believe that theoretical “on paper” performance is not the key to this sport and in fact shouldn’t be the factor you use to choose a wing, I make wings that don’t push the limits in this

Photo: Eric Knorr

between the positive factors I mentioned and a reasonable performance proﬁ le. If the wing has good stability, comfort, and handling, then the pilot can use the full range and performance of the wing comfortably, which is a huge advantage and is the essence of “true performance.” The Mantra was my best example of this. It is a high-performance wing, but is such a comfortable glider to ﬂy that it routinely beats open-class wings in competition.

MG: After all these years, are you sick of flying yet? What would you rather be doing? DD: Flying is so great that even after 18 years, I still love it. One of the keys is the fact that I really enjoy it. I mean I’m totally unafraid to go flying. Fear is Dav about to tow launch in South Africa, and managing to stay conscious in the desert heat wearing his cloudbase gear something that people don’t talk about enough – it seems to be taboo! But I category. I prefer a compromise between at a price – it makes the wing heavy and think it’s an important topic. Why do comfort, handling, simplicity and a solid complicated, hurts the inflation charac- pilots stop flying? Excluding family, level of performance for each category. teristics, increases inertia in the air, hurts money, work problems… You either stop For instance, increasing the amount of the handling, increases pitching during because you’ve had an accident, or becells in the wing or adding diagonals deflations, slows re-inflations, etc … I cause the fear you experience while flying and complex internal structures comes prefer a cleaner design with a balance is greater than the pleasure. I recommend

December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

strongly that pilots fly a safe wing in a many in France, what are your thoughts? safe manner for a long time and focus DD: Starting young is definitely a most on honestly enjoying paraglid- very good thing. All the young kids I’ve ing. If you progress slowly, with more seen practicing are amazing. Their skills experience you get stronger and you’re quickly progress to be way above average. less likely to be overcome by fear. They learn very fast, they develop the Thankfully, I still love to fly. The right feel and the correct attitude very design and development of wings is soon. In many cases they’re more likely also very exciting. I’ve been through the to be safer compared to older pilots that competition part of paragliding, the XC spend years practicing without developpart, the acro part, and now the design ing “the feel.” So I’d like to see more kids of wings is a new facet that I can’t get flying, but the image of the sport [as an enough of. I love it! expensive adult aviation sport] and the Apart from designing, what I love cost are probably the main reasons that most of all nowadays is the adventure deter the involvement of young people. part of flying, like vol bivouac and flying in high-altitude mountains. Also I reMG: What about choosing a wing cently discovered how much fun you can – what advice do you have for pilots lookhave with a paramotor, and I’m totally ing to buy their next wing? hooked! And of course outside of flying, DD: We fly for fun – it’s about the what really blows my mind is kite surf- pleasure first. This means that above all ing in nice smooth waves or carving fresh else you have to feel confident with your powder! wing and love flying it. You should love the way it turns, and the way it feels overMG: What do you think about the head. The last thing you should consider progressions of young (like 12-year-old) is the advertised performance figures and pilots? After having been one, and seeing the DHV report. Of course, you have to ask yourself which category of wing you want to fly depending on your experience and the frequency of your airtime. But the detailed DHV report is not as exact as most people think, and it’s not relevant to what you’ll have to deal with while flying your wing. So you should never compare the test results between two wings in the same category. It would be pointless. Fly them, and see if you feel that one is easier December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

Photo: Matt Taggart

Photo: Pascal B./Ozone

Photo: Matt Taggart

Dav enjoying some of the “other” ways of getting airborne

Catching some air above the surf

than the other one, or if you prefer the launch, the handling, the overall feeling in fl ight. Flying will be your reality, so it’s only by flying the wing that you can see if it’s for you or not. Concerning the performance: First of all, it’s so hard to give precise and universally accurate figures that a real measurement is nearly impossible. There are too many variables for the published performance numbers of a wing to be relevant to the pilot who ends up buying it. Secondly, for 95% of the pilots what matters most are climb, sink rate, and the ease with which the pilot can stay in the air with that wing. Flying is enjoyable if you can stay in the air and climb well. Even when you’re doing serious XC or competitions, you’re only the king when you climb well. So, the important factors are not calculable. You have to fly the wing and see if you feel at home with it and can use 100% of its performance. At the end of the day, you want to fly safely and you want to enjoy your flying, which means that you don’t want to be shitting your pants all the time, which means that you’ve got to be comfortable most of all. All pilots are different and all wings are different. The difference in performance within a category is very small, but the difference of feeling between wings is very important!

Vertigo

Red Bull’s Ballistic Ballet

The First Aerobatic World Meet I wasn’t paying much attention to the announcer. He was speaking in the French lilt of lower Switzerland and said something about the “oopees.” I turned back to what I was doing, but a few minutes later I looked up and saw three paragliders making their patient way to the edge of the lake and the performance box. Two of them carried some strange device hanging a couple meters below the pilot’s seat. I couldn’t see what it was, but it looked like a kite and my curiosity was piqued. Then all of a sudden the cargo dropped, and quickly arched away to follow an independent glide path. The kites rocketed from the paragliders and buzzed around like hopped-up hornets. They swooped and gyrated until they were lower and I could see to my amazement that they were tiny wings carrying full-sized pilots! The flying contraptions augered down and it was apparent that they were zooming faster than a speeding paraglider, faster than a speeding hang glider, almost faster than a speeding bullet. In fact, as they neared the water the pilots dropped their feet and skipped across the surface on what appeared to be wakeboards. They skimmed for about 50 meters until they slowed to a standstill then slowly sank. Except, they didn’t sink, they floated. For the wings themselves were inflated and they could easily be mistaken for a tot’s water toy. As the pilots and wings were picked up and paraded past the crowd on the shore, I was jumping up and down with the rest of the crowd. I remember having one overriding thought in all this, and it was: “I want one!” I soon found out all about these wings from the designer, who showed up in the exhibit area; I learned they were called Whoopie Wings, which was what the

Photo: John Heiney

Sunset landing on the lake

announcer was saying, dummy. These by headquarters, judging stands, music wild wings were just a microcosm of all stage, vendors’ booths, glider prep, food the wonderful crazy things that went on pavilions and, of course, two Red Bull for ten days in late August of this year. rocket tents selling little blue cans of pure The event that held us in thrall during jitters. The spectators were everywhere. that spell was the First World Meet of This year we had marvelous weather – we Aerobatics at Villeneuve, Switzerland. only lost one day – so the crowds turned out in droves, especially on the weekends. In ten days the estimate was over 40,000 THE VENUE If you head up from Geneva along in attendance. We needed them, for the the curved backbone of Lake Geneva budget was one million Swiss francs (over you come to the area known as the Swiss $800,000). Riviera. Its beauty is unsurpassed, but encroaching urbanization is whittling away THE COMPETITION at the charm. After about an hour’s drive, Last year the pre-world meet was an you pass through Lausanne, Vevey and all-comers event. This year pilots had to Montreux and you arrive at the extreme qualify in their respective countries and end of the lake and the little village that be selected by their national aero club to time forgot, Villeneuve. It is here that be on the team representing their country aerobatic madness has happened every (typical procedure for world meets). There summer for the last nine years. were 40 pilots from 18 country teams in The place is perfect for the needs of solo paragliding, 18 two-man teams in wild-at-heart aerialists. The mountains synchro paragliding and 10 pilots from rise in steep ramparts very close to the ﬁve countries in hang gliding. Here’s a lake’s borders, and paved roads wind their synopsis of how the game unfolded: way up them with typical Swiss engineering ingenuity. The launch for the compe- Hang Gliding tition is about 2500 feet above the lake in The U.S. showed up with one good an area called Sonchaux. On a good day contender: John Heiney. Aaron Swepston, the pilots can reach the performance box who performed well last year, simply over the lake in front of Villeneuve with couldn’t get through the airport red tape. 2000 feet of play space. John’s solution was to borrow a fairly new The fact that the ﬂying takes place glider in Europe. Unfortunately for him nearly in downtown Villeneuve means it wasn’t exactly tuned and he had probthat it is a spectator magnet. The epicen- lems spinning it until later in the comter of all the activity was a park taken over petition. The initial leader was Ignazio December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

axis (imaginary lines along and across diving in over the trees, downwind, to the flying box with which each maneuver about three feet over the ground. He held had to align) and continuity of perfor- that position for about fifty meters and mance. All the top pilots moved grace- then paid off speed to climb up, do a 180, fully from one maneuver to the other, but and proceed to dive back down into the Jon continued serving up fluid perfor- wind. His girlfriend had moved into the mances. He moved into first place on the field and as he approached her, she squatfifth round after Guido had a bad show- ted down and they did a perfect high ing. Guido seemed to be thinking of his five/low five as he passed over her head girlfriend, for he missed his rollover axis to land without a step. and generally had trouble keeping lined up. The pleasant surprise that day was Paragliding Solo John Heiney won the round. He finally The solo pilots were required to pergot his glider working and put it through form set maneuvers in the initial rounds its paces. This performance vaulted him – wingovers, helicopters and SATs (see up to fourth place, just behind Ignazio. box). Later they could choose to make A strong showing on the last day would up their own program from an extenhave him on the podium. sive list. That’s when things got interSaturday was the last official round esting. The air-inebriated pilots swung, and everyone was either looking to move twisted and gyrated to a tune all in their A Whoopie Wing coming in for a landing up or hold their own. A new wrinkle own head while trying to show reasonwas that pilots were supposed to land on able respect for altitude, orientation Bernardi, from Italy. Ignazio is a formi- the raft that had been used only by the and gravity. It wasn’t always easy to do. dable competitor in XC comps; however, paragliders up to that point. The float- Imagine the self-imposed difficulty faced his 15 minutes of fame comes from being ing landing pad was only about 12 by 15 by Christian Maurer (Swiss) when he the designer of the Woody Valley hang feet, so it was a true spot-landing process. intentionally hooked his harness into his gliding harnesses. But within a couple Each pilot complicated his approach by rounds that powerhouse of performance, the irresistible need to zoom past the Guido Gehrmann from Germany, fi- crowd with full-VG, gonads-to-the-wall, nessed his way into first place. Guido low-level passes only to pull up and aim for the raft. Needless to say, after the handily won the pre-meet last year. As the rounds progressed from the round was over the score was pilots zero, compulsory program (wingovers, loops Neptune ten. Not a single landing ended and spins) to the selected program, pilots up on the raft, but several were close with began putting in more difficult maneu- the pilots dragging through the water to vers and Guido’s star began to shine. He flop agonizingly short or, in the case of was one of the few who attempted a roll- Jon, to slide across the entire ramp on his over. Picture this: The pilot dives to Mach belly like an otter (see the centerspread in 10, lets the glider start its natural pullout last month’s magazine). But up in the air, the two Jo(h)ns perclimb, then rolls 90 degrees so that when the glider is completely upside down it formed slick routines while their closest is heading perpendicular to its original contenders faltered. In the end, Jon Gjerde path. Then, on the way down from this won the meet and John Heiney moved precarious position the roll continues into third place to garner a bronze medal another 90 degrees so that the pilot ends – only two points (out of 378) ahead of up coming out of the ensuing dive head- Ignazio. Italy won the team medal with ing in the original direction. Too hard to Norway second and Switzerland third. In my view, it’s a pity we couldn’t have imagine? You gotta get the DVD. But this year Guido had competition sent a full team of three pilots, for there from a dark horse. Jon Gjerde of Norway is no doubt that the U.S. would have won started flopping, fl ipping and flying the team trophy. We have rarely been the with aplomb and precision. He gradu- first place team in either hang or para ally moved into second and Guido was gliding in any discipline. looking over his shoulder. Jon simply had Perhaps the best image I will take an edge on respect of the flying box (a from the hang gliding impressions oclarge rectangular performance window curred one afternoon when I was in the defined by markers on the water), the hang gliding landing field. Guido came December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

Photo: John Heiney

Trafﬁc jam on the landing raft!

wing backwards and performed the entire compulsory program facing the rear of his wing and looking over his shoulder. The announcers went wild and the crowd followed their lead. The crazy antics of the intrepid pilots reminded me of a line from Dylan’s song, “Mister Tambourine Man”: “Let me dance beneath the diamond sky with one hand waving free, silhouetted by the sea…” In the past several years there has been a dominant force in the para-aerobatics world. His name is Raul Rodriguez, and his brother, Felix, closely follows him. It was no surprise that Raul moved into first rather early and continued to feed his lead. He was, after all, the inventor of the SAT maneuver (see box). He was also the first one to take it to the next level by making it an asymmetrical SAT, then a tumble. And now he unveiled the ultimate paragliding trick: the infinity tumble. To get the top score in the infinity tumble, the pilot must tumble continuously ten times. (Raul holds the record with 111 consecutive tumbles!) There is a confusion factor to this practice that would leave us mere mortals wondering which way is heaven, which way is hell and which way to aim as we lose our lunch. So Raul performed nearly flawlessly, but on the last day missed his second transition into a helicopter, then ended with an impressive sweeping wing touch on the water (high score) followed by a

graceless plop into the water near the raft (low score). But he still owned ﬁrst place, winning the meet with 6.5 points to spare. It was the second-place position that was hotly contested. Felix ran solidly all through the meet, but on the last day the pressure was too much and he had an uncommonly troublesome helicopter. This standard maneuver (for him) refused to heli and looked more like a hexi. It was the young Frenchman, Antoine Montant, who slipped into second at the awards ceremony. The U.S. had three paragliding pilots in the meet. They were Jake Walker from Salt Lake City and the twins Anthony and Timothy Green, originally from Grass Valley, California, and now living and studying in Paris (see the box for a bio). These three young pilots have been competing in aerobatics for only a couple years, so we expect great things in the future. Synchro Paragliding

applause from the crowd. Another interesting dual maneuver is the rodeo spiral. In this practice one pilot performs a helicopter while the other does a spiral around him, keeping at the same level and as close as possible. The same thing can be performed with the inside pilot doing a SAT. I especially liked the leapfrog performance, where one glider dives then slows so the other passes over him. Then the upper glider dives and slows as the first glider passes over the second and so forth in succession. You’d better get this right or the team is coming down, balled up in unison. Next there is the McTwist and the Misty fl ip (who names these things?). The fi rst maneuver is performed by creating a spin in the middle of a wingover, then snapping back down in a dive. For the second maneuver, the pilot does a helicopter at the top of a wingover and finishes with a vertical dive. Doing either of these maneuvers together in close proximity takes skill, practice and just a dash of craziness. One of the hardest things to do is to perform a helicopter one way, then stop and rotate it the other way. The glider tends to want to dive out of the first helicopter and avoid stalling again to spin in reverse. However, the team of Rodriguez and Rodriguez (yep, them again) managed to perform the feat side-by-side perfectly synchronized. You can’t get any better than that. Then they proceeded to go from a wingover into a SAT, which they fl ipped progressively over the top until they were finally tumbling together in unison. It was easy even for a naïve viewer such as I to see why they were the best and why they ended up taking the synchro gold. Of course, one of the favorites had to be the identical Green twins. Just the concept of twins flying acro-synchro is enough to pique the crowd’s interest (see our interview). Sadly, they missed the cut before the last round, but they will be taking their performance to the next level if intention and perseverance have anything to do with it.

It is no secret that this event is spectacular to watch. That’s because the two gliders dancing together give a perspective to each maneuver that can be lost with just a single glider thrashing around up there. They often finish their routine with a synchro spiral. In this pas de deux, MEMORIES OF VERTIGO both gliders are rotating down in a highThe first world meet of aerobatics g turn, canopy to canopy. The good teams came off with hardly a hitch. There were touch canopies, which brings a surge of two incidences of note. A hang glider December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

pilot, attempting a loop, found himself upside down without enough airspeed in his safety deposit box. He flung his parachute and floated down to the lake, surrounded by the rescue boats. One paraglider competitor blew a maneuver and suffered a cravat (a wingtip through the lines) quite low. He came down under silk, drifted toward the crowd but landed in the water just short of the shore with the announcer amping up the excitement with a real-time running account. The only real accident occurred to an exhibition skydiver. The young lady was using a flying suit with webbing between the arms and body and between the legs to provide a glide ratio slightly better than a stone. As she approached deployment altitude she pulled and her chute opened perfectly. The only problem was she couldn’t reach the control toggles with her one hand because the zipper on her underarm webbing was stuck. Consequently she landed at full glide speed with no flare and broke both femurs (yikes). She was helicoptered out and reportedly became romantically involved with the paraglider pilot who administered first aid. There has to be an easier way! These flying suiters, along with regular skydivers, were part of the crowdpleasing antics between rounds and events. The Whoopie Wings were my favorites, but there was something for everyone: aerobatic airplanes, formation jet air shows and vintage hang and para glider fl ights. There was a replica of David Barish’s early paraglider (from the late ‘60s). It was a single surface with long stabilizer panels running down the lines. The pilot launched it by dropping from a paraglider. On one of the occasions the rig failed to inflate so the crowd got to see another parachute save. And don’t forget the crowd-watching, with throngs of the Riviera’s beautiful people milling around. The last Sunday was the crowd pleaser, known as the anything-goes Expression Session. It didn’t count for competition, but an aero pilot can’t resist a show. And oh, was it a show! There were four- to sixman teams of paraglider pilots all doing semi-coordinated simultaneous routines. They weren’t so worried about the box and, judging from the near misses, weren’t so

worried about consequences. Hang glider pilots pulled out the stops and tried some of the more difficult maneuvers with some sort of success. They also attempted the raft landing again. Apparently without the pressure it was easier, for several pilots touched down perfectly…dry. This first World Meet is over, but the next one in Norway should have equally exciting aerial shows. There is no doubt that this sort of flying has captured the public’s fancy. I just got word from my Swiss friend that a major channel had a 45-minute program covering all aspects of the Vertigo World Meet during prime time! Imagine that in the U.S. Who knows what new maneuvers will be on tap in a couple years. I can see all kinds of possibilities for connected pilots in synchro. Several of the top pilots had small gliders built especially for aerobatics. With the extra speed and energy retention, the sky’s not the limit. We wish to give a big thank-you to the Foundation for Hang Gliding and Paragliding (formerly USHGF) that sponsored the U.S. hang gliding and paragliding pilots by paying entry fees. In our view, this is the type of investment that will pay off dividends in the form of publicity and attraction to the public for our sports. THE FIRST WORLD MEET FINAL STANDINGS Paragliding Synchro

1. Raul Rodriguez/Felix Rodriguez (Spain) 2. Christian Maurer/Peter Neuenschwander (Switzerland) 3. Bernd Hornboeck/Alexander Meschuh (Austria) Hang Gliding

1. Jon Gjerde (Norway) 2. Guido Gehrmann (Germany) 3. John Heiney (USA) Paragliding Solo

1. Raul Rodriguez (Spain) 2. Antoine Montant (France) 3. Felix Rodriguez (Spain) Best women in Paragliding Solo (Women Championship not validated)

1. Judith Zweifel (Switzerland) 2. Seiko Fukuoka (Japan) 3. Maeva Giacommetti (France)

December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

4 THE WHOOPIE WING Photos: John Heiney

® ®

4 60

December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

The carefully laid-out wings, ready to launch

in the winter, but at Vertigo they were launched below a paraglider. To accomplish this feat, the Whoopie pilot had to stand with his wing under the paraglider’s lines. Then the paraglider inﬂated and they started running. The paraglider lifted early, but the Whoopie pilot had to run about thirty yards down the hill, not to get ﬂying speed, but so the paraglider lifted high enough to hoist him. The Whoopie has a single large tube in it – a crossbar holding the span outward. It breaks down to about a six-foot package and is easy to take on a train or

a chair lift. The inflation is accomplished with two little fans run by batteries from power tools. They come along for the fl ight, but once the glider is flying two scoops below the wing keep the whole thing inflated. The pilot hangs below in a simple harness and holds two vertical poles that allow steering. It all works pretty much like a hang glider. Push and pull for pitch, move the poles to the side for roll. With such a straightforward approach a pilot can swoop, slide down a slope, wang around and generally create so much fun it should be illegal.

A deﬂated Whoopie The Whoopie Wing riding the rescue boat – note the inﬂated tail and the landing board December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

Upside down, the Whoopie Wing shows its air scoops.

Photo: Randi Eriksen

Imagine an air mattress shaped like a flying wing with a vertical puff y tail. Who would have thought that it would fly with a pilot hanging below, making easy swooping turns? But imagination has landed on reality and we have the Whoopie Wing, named for its resemblance to those cushions of dubious purpose and the yell of pure exuberance heard when you fi rst fly one. They are small – 5 meters span (16.4 ft.), 10 square meters area (107.6 sq. ft.) and 10kg (22 lbs.) – but they fly like any glider, albeit faster. They are typically flown on skis

THE SAT MANEUVER Perhaps the most important paragliding aerobatic maneuver is the SAT. This is because so many other maneuvers branch off from the basic SAT. The SAT was invented by Raul Rodriguez and named for the Safety Acro Team, founded by Raul. A SAT is essentially a spiral where the axis of rotation is between the pilot and the glider canopy. The canopy is rotating forward and the pilot is rotating backwards as indicated in the accompanying figure. To get into a SAT, the pilot fl ies fast, wraps a brake line around one hand and pulls a hard spiral entry, while simultaneously pushing the unwrapped hand against the risers to enhance weight shift. The glider will enter a spiral (hopefully) and the pilot pulls more brake and maintains weight shift. After about two circles the glider slows its descent (usually), slows its rotation and enters the SAT. This is a steady maneuver, but from there the pilot can induce an asymmetric or dynamic SAT, then go on to a tumble as the axis of the SAT precesses more and more to the horizontal. Finally, a pilot with enough moxie, motivation and mental fortitude can perform a rhythmic SAT and a switchy SAT, maneuvers designed to let most of us know we don’t have enough lives in the bank. Caution: Heed the pro. Raul emphasizes the necessity to get training before any pilot should even think of trying anything as advanced as a SAT. He learned by experimentation, but then, he has thrown his parachute 12 times!

Photo: Randi Eriksen

THE GREEN SYNCHRO TEAM

Anthony and Timothy Green are the perfect synchro duo. After all, they are identical twins – they look the same, think the same and fly the same. I sat down with them during the meet when we had a mutual breather from all the frenetic activity. Here is their brief history Anthony and Timothy Green…or is that Timothy and Anthony? of how they arrived at the World Aerobatic Championships. “We sorta started flying paragliders about four years ago when we bought a sky-diving parachute on eBay. We towed it up with a golf cart, released then glided down. Then we tried running it off small hills near Paloma, California. It only had a 1-to-1 glide ratio and we were looking for something better. We discovered paragliding on CSI and the Internet and found a glider for sale near Tahoe. It was a six-year-old Flight Design S2VT. It had a deep stall problem, but what did we know? “We had been flying RCs and had airplane lessons, so we knew about thermals and other weather stuff. We flew mainly in the morning and evening and had hundreds of fl ights from low shallow hills. We got real proficient at kiting, landing and taking off. Then we gradually flew higher and moved into stronger conditions. By the time we turned 16 years old we got our P-2 rating by demonstrating all the required skills. “Around then we met Enleau O’Conner, who said we would benefit from an SIV course. We got funded by the Scotty Marion fund for new pilots and took the course. We liked the new experiences and the feeling of control. We

started working for Enleau for the summer, saved our money and bought a Gangster wing. We also used the rest of our earnings to fly to Europe and lived in Chamonix, France. We flew and skied every day that first winter. “We started competing in the Vol et Ski (fly and ski) meets. You have to take off on skis and fly down, touching spots painted on the snow, poles and other tasks. We took first in Corchevelle and went from that to talking to Aerodyne about sponsorship. They gave us a small contract and cost on wings. We finally were able to buy new gliders. We got two extra-small Dune wings, practiced for a week and went to the Acrofolies in Annecy (France). It was a good learning experience and we took 12th out of 14 teams. This was May of ’05, when we were 19. We finished the summer flying then enrolled in the American Business School in Paris, but now attend the American University in the same city. “Our contract with Aerodyne ended, so we contacted Ozone and they agreed to support us. We finished fi rst and second at Corchevelle, then went on the road (or in the air) for them. We went to Tenerife and the Dominican Republic to help out with the Ozone Caribbean Challenge. We’ve also been to Saudi Arabia and Turkey on their behalf. Next we will go to the UK for the Home Grown Festival where we will D-bag from a helicopter, then it’s off to St. Hilaire for the fall fun flying festival.” I can’t help but admire – or rather envy – their footloose, fanciful lifestyle. I think maybe it’s time for me to sell my business and do a long sky and ski bumming stint. Maybe I too can learn to dance in thin air like this identical team. But then, maybe my genes have been around so long that all the dance has been leached out. At least I can watch the aerial antics of teams like the Greens and dream of higher pursuits. December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

Draachen Flug Tag, and Other News From Region 7

By Tracy Tillman, Region 7 director

• •

Spot landing: Floyd Cadwell (Atos) Longest time aloft and highest altitude gain: Roger Rabold (U2 145) Most spectacular whack: (none, no whacks!)

DFSC VP Mark Dugan and Guido, the Sun King (Dan Maslanik)

Photo: Lisa Colletti

•

We definitely accomplished our goals of (a) playing around and acting (but not being) stupid, like the old days; (b) having a fun, not real serious contest; and (c) getting both new and old pilots back out to the field. In all respects, our Draachen Flug Tag was a success, with members and guests coming together from Michigan, Canada, Ohio, and Indiana. We look forward to many more fun and safe years of flying. The aerotowing season for the DFSC at Cloud 9 Field is May-October. Cloud 9 Field has the FAA identifier of 46MI, but it is not a public airport. To preserve its viability as a private airfield, prior permission is required before coming out to the field. If you would like to fly with us as a guest of the DFSC at Cloud 9 Field, please call Tracy or Lisa at (517) 223-8683 or email us at DFSCINC@aol.com prior to your visit.

Photo: Dan Walker

Photo: Lisa Colletti

Photo: Bob Grant

primarily an aerotowing club, modeled after typical non-commercial sailplane clubs that provide tows and instruction for members. The current DFSC club structure will work Guido, the Sun King well with the FAA requireLast August 19, guests and mem- ments associated with their new Sport bers of the Draachen Fliegen Soaring Pilot regulations. The club also has a Club (DFSC) celebrated their tenth new scooter-tow system, used for groundseason of flying in Michigan by holding skim instruction, and there is a training a Draachen Flug Tag, loosely modeled hill available to club members at Cloud 9 after Red Bull’s Flugtag (Flying Day) Field, as well. Our Draachen Flug Tag had a 1970s series of “flying” contests (see http://www theme, to celebrate over 30 years of hang .redbullflugtagusa.com). The DFSC currently has about 20 gliding in the U.S., in addition to celevery active members, 40 reasonably brating our club’s tenth season. We asked active members, and many others who folks to wear ‘70s clothes/costumes and we would like to see more often. The to bring out their old ‘70s gliders (and DFSC was formed as an aerotowing club ground-skim scooter-tow them, if dein 1997, when Lisa Colletti and Tracy sired). It was a real hoot to see the old Tillman began towing with their first standards fly again, by scooter tow. Many Dragonfly at Saline airport, near Ann pilots got their first scooter-tow experiArbor, Michigan. A picture of our club ence, in Wills Wing Condors. members in 1997 is shown on our club’s Web site at http://members.aol.com/ dfscinc/gy-97.htm. Many of those original members are still actively flying in the club. The club moved to Cloud 9 Field in Michigan in 1998, and has been flying there since. (For more information about Cloud 9 Field, see Davis Straub’s article in the June 1995 issue of Hang Gliding Chris Bratsis in his ‘70s flying clothes, scooter& Paragliding magazine. The article is towing a beautiful Brock v18-foot standard reprinted with permission on our club’s Web site, at http://www.skydogsports The barbeque picnic on Saturday eve.com/dfsc/ushga.htm.) The DFSC is ning was catered by “Big Joe,” a neighbor to Cloud 9 Field. We all had a blast, and the following awards were given: • Best ‘70s glider: Ralph Rumsey (CGS Falcon) • Most outrageous ‘70s costume: Dan Maslanik (aka “Guido, the Sun King”) • Oldest glider to scooter tow: Chris Bratsis (Brock Standard) The author on the training hill, in proper bell• Longest fl ight from training hill: bottom attire, ready to launch in the fierce and psychedelic Draachen Flug Tag L/D competition Dan Walker (WW Falcon 225) December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

Gallery

Photo by John Heiney Don Quackenbush on a Predator at Monument Valley during the ﬁlming of an

Italian travel agency commercial

Photo: John Heiney

Andy Hediger of Switzerland meets Guido Gehrman of Germany during a practice ﬂight at the Red Bull Vertigo . Photo: © Denis Balibouse

Advance team pilot ﬂying the Omega 7 Photo courtesy Advance

Incipient whack? Photo: Jerry Gillard (pilot unknown)

Martin Beresford launching at Fort Funston, California Photo: Geoffrey Rutledge

Twentieth-century gliders set up on launch at the Pulpit, Pennsylvania Photo: Sheila Boyle

Zoom pilots race to catch their shadows. Photo curtosy Gin Gliders

Kenny Brown on launch at the Eliminator, Santa Barbara, California Photo: Drew Harris

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.ushpa.aero. SANCTIONED COMPETITION June 17-23: Woodrat Mt., Ruch, Oregon. Paragliding Rat Race. Reg-

istration (via snail mail only) opens February 15, and the meet has ﬁlled up on that opening date in past years. Maximum 130 pilots, USHPA membership and P-3 rating required. $350 entry fee includes land use fees, daily lunches, retrieval, awards party, T-shirt, mentoring program, training sessions and more. Additional information and registration details at www.ratracecomp.com. June 24-30: Lakeview, Oregon. U.S. Paragliding Nationals. Regis-

tration opens February 15. Max 130 pilots, USHPA membership and P4 rating (or P-3 with XC and turbulence endorsements). $295 before April 15, $350 after. $25 discount if registering concurrently for the Rat Race. Fee includes daily energy smoothie, retrieval, no-fly day basketball tournament with $500 prize money, street dance with the ladies of Lakeview, lots of prizes. Additional information and registration details at www.vip2comp.com. COMPETITION December 30-January 1: Bright, Victoria, Australia: Australian Free Flight Festival 2007. PG/HG landing accuracy and open XC. HQ and registration at the Outdoor Inn, Bright. Up to $3000 is up for grabs (dependent on number of entries) along with barbecues, film nights and parties. Register now online at www.xcflight.com or info@xcflight.com, or call Carol Binder at 0429 403 606. January 3-10: Forbes (Australia) Flatlands Hang Gliding Champion-

ship. Aerotow-only, HGFA and FAI sanctioned, 72 pilots max, $200 entry fee includes welcome party and awards dinner, $300 aerotow fee includes unlimited tows from January 2-10. More information: Vicki@ moyes.com.au. January 13-20: Mt. Beauty, Victoria, Australia. Bogong Cup Hang

Gliding Championship 2007. AAA sanction. Contact: Carol Binder, info@ xcﬂight.com or www.xcﬂight.com.

FLY-INS January 6-7, February 24-25 & March 24-25: Full-moon

flying weekends at Cotes Cliffs, Baja California, 80 miles south of Ensenada, Mexico. Flying in Mexico, especially with the E-TEAM, is inexplicable! Last year we made a new ramp on the 250-foot cliff launch. This year, we have to try it out! Bring everything that you have that flies! The flying site is a 10-mile-long, 250-foot-high cliff located on a very deserted Mexican beach. There are no facilities, so bring everything that you will need to have fun, flying or not. Also bring along any household donations that can be left behind for the local population. Vaya Con Dios. Contact: Mike Hilberath, (949) 455-0032, eteamer@cox.net or eteamer@ yourmothersplace.com. CLINICS, MEETINGS, TOURS November through March: Prime Valle de Bravo season with FlyMexico. We have over 15 years at this and no one matches our knowhow, facilities, or service. Lower priced packages available without airport transportation or instuctor/guide. Week-long base packages, in and out on a Sunday, $895 PG, $1195 HG (includes glider). Base package includes airport transpo, lodging, guide and transpo all day wherever you go. www.flymexico.com, 1-800-861-7198. 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. December 9-January 20: Valle de Bravo, Mexico. Improve your thermal and XC skills with world-team pilot David Prentice. Week-long tours include, airport pickup/drop off, lodging, transportation, guiding, XC retrieval. Plenty of other fun and adventure for the family. More information: (505) 720-5436, www.earthcog.com. December 16-23: Costa Rica Paragliding Tour. Fly the tropical skies of Costa Rica. Week-long tour includes airport pickup and drop-off, lodging with breakfast, guiding. Suitable for all levels, small groups lend flexibility to our adventure. Contact Nick Crane, (541)840-8587, info@ paracrane.com, details at www.paracrane.com. December 31-January 7, and January 7-14: Valle de Bravo, Mexico. Enjoy consistent, summer-like paragliding with good thermaling and excellent cross-country potential. Conditions are appropriate for a broad variety of skill levels, however a minimum of P-2 rating is recommended unless otherwise discussed with Kay. Includes thermal & XC clinic as well as instruction in active flying. Call Kay Tauscher, (303) 817-0803 or email info@peaktopeakparagliding.com for deposit and fee information.

February 4-10: Dominican Republic. 2007 Ozone Caribbean XC Challenge. Seasoned pilots as well as XC apprentices. Experienced XC pilots have plenty of choices flying in Vallejuelo, an outstandingly versatile site, with two major valleys and three different mountain ranges January 3-14: Valle de Bravo, Mexico. Thermal and XC inwithin reach, while novice XC pilots enjoy the expert advice from Jocky struction tour. For more information and prerequisites go to www Sanderson and the rest of the Ozone team, turning each flying day .twocanfly.com or contact Ken Hudonjorgensen, (801) 572-3414, into a great learning experience. More information and registration at twocanfly@gmail.com. http://2007.CaribbeanXC.com. January 3-15 and January 24-February 5: Ecuador 2007 Adventure Tour. This is not a vacation, it’s an Adventure! Advanced inFebruary 10-17: Bright, Victoria, Australia. Australian Open Paragliding Championship. AAA sanction. Contact: Carol Binder, info@ structor Kevin Lee of Thermal Tracker Paragliding has been leading paragliding adventures in Ecuador since 1996 and is supported by two Ecuaxcflight.com or www.xcflight.com. dorian guides/pilots who know and fly the local sites. Two-thirds of our tour is spent among some of the most beautiful peaks in South America, one-third soaring and relaxing on the warm coast, exploring miles of smooth coastal ridge sites, in addition to swimming, fishing, and eating great sea food to your heart’s content. More information from Kevin, (541) 890-7142, info@thermaltracker.com, www.thermaltracker.com.

November 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

January 6-13, January 13-20, January 20-27: Costa Rica

Spring 2007: Super Fly’s Chris Santacroce and Peak to Peak Para-

Paragliding Tours. Fly the tropical skies of Costa Rica. Week-long tours include airport pickup and drop-off, lodging with breakfast, guiding. Explore the land of Pura Vida, pure life! Contact Nick Crane, (541) 8408587, info@paracrane.com, details at www.paracrane.com.

gliding’s Kay Tauscher will team up again in late April and early May in Colorado for a week of paraglider over-the-water courses. These courses will be focused toward supporting pilots ﬂying Advance, Gin and Nova gliders. Three consecutive 3-day courses will be offered. Exact dates and more information available at www.peaktopeakparagliding.com or (303) 817-0803.

January 7-14: Mexico with Parasoft Paragliding School. We’ve been

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

pilot level; second week focuses on thermaling. P-3 pilot details at http://www.parasoftparagliding.com/travel/colima.php. January 21-28: Mexico P-4 week. Geared towards ﬂying XC from 4

sites. www.parasoftparagliding.com/travel/iguala%20_mexico.php. February 3-10, February 17-24: Costa Rica Paragliding Tours. Fly the tropical skies of Costa Rica. Week-long tours include airport pickup and drop-off, lodging with breakfast, guiding. Plenty of time to explore nearby beaches, enjoy fresh seafood, etc. Non-pilots will love it too! Contact Nick Crane, (541) 840-8587, info@paracrane.com, details at www.paracrane.com.

June 6-10: Albuquerque, New Mexico. Sandia Soar’n, HG XC-fun ﬂy.

2006 was tons of fun with many 100+ milers, 3 at 150+ and one at 185 miles. www.ﬂysandia.org, Andrew Vanis, (505) 304-5306, vanis13@ yahoo.com. June 16-22: Girdwood, Alaska. Join Peak to Peak Paragliding for

paragliding under the midnight sun. Kay Tauscher will lead a group of pilots to Alaska’s beautiful mountainous countryside for long days of great ﬂying. The primary destination will be Girdwood, Alaska, but other sites may be visited as well. Call (303) 817-0803 or email info@ peaktopeakparagliding.com for more information.

February 10-17: Southern California tour. For more information and prerequisites go to www.twocanfly.com or contact Ken Hudonjorgensen, (801) 572-3414, twocanfly@gmail.com. March 1-8: Brazil. We have room for 8 very fun paraglider pilots and/ or guests to join us for thermaling and XC in Governador Valadares. To celebrate and top off the trip we will be going to Rio De Janeiro for more paragliding and a beach party! All your instructional coaching, room with breakfast and ground transportation in GV and Rio are included. $1650, special deals may apply for those continuing on to Peru and Chile with us. Book online at www.paratravels.com or contact kellykellar@hotmail .com, (503) 464-6140. March 12-18: Peru with Kelly Kellar and Jose Rosas. Come fly your paraglider at the increasingly famous Marriot in Miraflores, Lima, Peru. Tighten up your thermal skills and technique at Pachacamac and join our 40k group flight attempt. Then on to tear it up in Paracas, and return to Lima for more flying. Our tours are really a full-blown clinic for pilots of all skill levels. Non-flying guests and student types are welcome to join us at a reduced rate. $1650 includes: Airport pickup and return, all lodging with breakfast and all ground transpo with your instructor guides. We will make time for sightseeing for those interested. Book now at www.Paratravels.com. March 21-26: Chile with Kelly Kellar and Jose Rosas. Come paraglide over the city of Iquique, fly past skyscrapers and land on the beach right in front of your hotel. Then off to Palo Boque in the late afternoons for some magical paragliding sessions you will not forget. This is all to get you primed for the 80K open-distance flying of the weekend. Nonflying guests and student types are welcome to join us at a reduced rate. $1650 includes: Airport pickup and return, all lodging with breakfast and all ground transpo with your instructor guides. We will make time for site seeing for those interested. Book now at www.Paratravels.com. (NOTE: You can get in on both the Peru and Chile trips for $1475 each and we will include your lodging for the 19th and 20th at no charge.) The Nervures SWOOP Photo courtesy Philippe Renaudin

November 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

Ratings issued during August 2006 Paragliding Division Rating Region

P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2

1 1 1 1 1 1 1 2 2 2 2 2 2 2 2 2 3 3 3 3 3 3 3 3 4 4 4 4 4 4 4 4 4 4 4 4 4 8 8 9 9 9 9 9 9 10 10 10 10 11 11 13 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

Name

City

Bethany Brown Silverton Jens Steinhagen Seattle Dallas Holmes Corvallis Josh Morales Eagle River Periann Davis Seatac John Mann Seattle Joseph Hartley Port Orchard David Jewell Apo Tony Dosanjh San Francisco Hsi-cheng Chu San Jose Don Wilkinson San Jose Mark Hilliard Fair Oaks Riley Hilliard Fair Oak Alberto Cobas Scotts Valley Nat Ely Los Olivos Josh Johnson Weed Corey Teebken Canyon Country Peter Johanson Irvine Henry Baker Holtville Cornel Manu San Diego William Macdonald Honolulu Christine Kerner Kailua Nancy Huber Kula Steven Starwalt Chula Vista Paul Alley Flagstaff Bill Houser Brigham City Patrick Murphy Slc Nicholas Franas Park City Ryan Cutter Park City Chad Fleischhacker Cottnwood Heights David Jackson Bisbee Jonathan Jackson Bisbee Joseph Jackson Bisbee Stacy Alley Flagstaff Vaughn Cook Mapleton Adam Robinson Slc Jason Stott Layton Robert Trueworthy Winsted Patricio Forno Salisbury Rene Copeland Pikesville Charles Mann Lutherville Betsy Scolnik Washington Stuart Scolnik Washington Saadat Ali Annandale Patrick Clark Arlington Marc Jorrens Kill Devil Hills Michael Stein Hope Mills Jason Mccall Shone Alpharetta Douglas Lapointe Alpheretta Micheal Canﬁeld Caddo Mills Chris Howell Brownsboro Kerem Hasbakkal Istanbul Brian Mckenzie Kennewick Doug Marshburn Bellingham Scott Strand Oregon City Heather Smallwood Richland Greg Keating Hillsboro Jens Steinhagen Seattle J. Kirk Linton Portland Dallas Holmes Corvallis John Mascavage Bellevue Hans Lambert Seattle David Griswold Port Townsend Christina Degoede Mossyrock Elizabeth Marzolf Seattle Andy Wood Sammamish Gavin Mcclurg Redmond Jesse Velilsanje Colville Glen Mc Devitt Seattle

State

Rating Ofﬁcial

OR WA OR AK WA WA WA AP CA CA CA CA CA CA CA CA CA CA CA CA HI HI HI CA AZ UT UT UT UT UT AZ AZ AZ AZ UT UT UT CT CT MD MD DC DC VA VA NC NC GA GA TX TX

Kelly Kellar Steven Wilson Kevin Lee Scott Amy Marc Chirico Marc Chirico Marc Chirico Peter Gautreau Jeffrey Greenbaum Jeffrey Greenbaum Jeffrey Greenbaum Mike Steen Mike Steen Jeffrey Greenbaum Rob Sporrer Kevin Lee Rob Mckenzie Rob Mckenzie Bill Armstrong Kyoung Ki Hong Kevin Mcginley Kevin Mcginley David Binder Bill Armstrong Tanner Patty Stephen Mayer Nik Peterson Mike Steen Mike Steen Carson Klein Stephen Mayer Stephen Mayer Stephen Mayer Tanner Patty Mike Steen Stephen Mayer Stephen Mayer Jeffrey Nicolay Christopher Grantham Stephen Mayer Chris Santacroce Chad Bastian Chad Bastian Dwayne Mc Court Dwayne Mc Court Marc Chirico David Prentice Luis Rosenkjer Luis Rosenkjer David Broyles David Broyles Murat Tuzer Douglas Stroop Delvin Crabtree Larry Pindar Denise Reed Larry Pindar Steven Wilson Larry Pindar Kevin Lee Lan Do Chirico Douglas Stroop Denise Reed Denise Reed Douglas Stroop Lan Do Chirico Jeffrey Farrell Douglas Stroop Bob Hannah

WA WA OR WA OR WA OR OR WA WA WA WA WA WA WA WA WA

Rating Region

P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3

1 1 2 2 2 2 2 2 2 2 2 3 3 3 3 3 3 3 3 3 3 3 3 3 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 5 8 8 9 9 9 9 9 10 10 11 11 11 13 13 13 13 1 1 2 2 2 2 3 3 3 3

Name

City

Jorge Vega-alvarado Tacoma Robin Cherrett West Linn Mitchell Dougherty San Jose Paul Fracolli Fremont David Jewell Apo Don Wilkinson San Jose Mark Hilliard Fair Oaks Riley Hilliard Fair Oak Nat Ely Los Olivos Dennis Derley Monterey Josh Johnson Weed George Karris San Diego Corey Teebken Canyon Country Peter Johanson Irvine Ravi Prakash Pasadena Deantoni Lionel Los Angeles Jason Berend La Jolla Alex Merk Kihei Heidi Chu Thousand Oaks Cornel Manu San Diego Nicholas Stroumtsos San Diego William Macdonald Honolulu Christine Kerner Kailua Nancy Huber Kula Paul Alley Flagstaff Bill Houser Brigham City Jakub Tomaszewski Colorado Springs Patrick Murphy Slc Nicholas Franas Park City Ryan Cutter Park City Keith Hansen Fort Collins Jennifer Miller Phoenix David Jackson Bisbee Jonathan Jackson Bisbee Joseph Jackson Bisbee Stacy Alley Flagstaff Mark Carl Denver Vaughn Cook Mapleton Victor Rybovich Draper Adam Robinson Slc Jason Stott Layton Bradley Cherry Draper Colby Cox Jackson Hole Patricio Forno Salisbury Ben Mackay Babson Park Mason Basten Monroe Rene Copeland Pikesville Tom Brice Kensington Betsy Scolnik Washington Stuart Scolnik Washington Michael Stein Hope Mills Patrik Pavlica Lawrenceville Micheal Canﬁeld Caddo Mills Chris Howell Brownsboro Mike Crothers Dallas Jennifer Hurley Co Cork Enrique Gonzalez Calderon Aguasatientes Pedro Robles Sutti Aguascalientes Fabian Castro Madrigal Leon Patrick Chewning Beaverton Michael Berry Portland Todd Raymond Las Vegas Todd Hanson Roseville Mike Fiﬁeld Rocklin Gary Rhodes Los Osos Kris Skrinak Carlsbad Zack Gonzalez Makawao Chip Bartley Somis Abhay Morrissey Haiku

State

Rating Ofﬁcial

WA OR CA CA AP CA CA CA CA CA CA CA CA CA CA CA CA HI CA CA CA HI HI HI AZ UT CO UT UT UT CO AZ AZ AZ AZ AZ CO UT UT UT UT UT WY CT MA VA MD MD DC DC NC GA TX TX TX

Lan Do Chirico Hugh Murphy Jeffrey Greenbaum Jeffrey Greenbaum Peter Gautreau Jeffrey Greenbaum Mike Steen Mike Steen Rob Sporrer Hugh Murphy Kevin Lee Bill Armstrong Rob Mckenzie Rob Mckenzie Bill Armstrong Claude Fiset Bill Armstrong David Binder Kevin Mcginley Kyoung Ki Hong Bill Armstrong Kevin Mcginley Kevin Mcginley David Binder Tanner Patty Stephen Mayer William Laurence Nik Peterson Mike Steen Mike Steen Granger Banks Kevin Mcginley Stephen Mayer Stephen Mayer Stephen Mayer Tanner Patty Scott Harris Mike Steen Milos Krivka Stephen Mayer Stephen Mayer Jeffrey Farrell Scott Harris Christopher Grantham Scott Harris Dwayne Mc Court Stephen Mayer Bill Armstrong Chad Bastian Chad Bastian David Prentice Luis Rosenkjer David Broyles David Broyles Scott Harris Greg Gilliam Miguel Gutierrez Miguel Gutierrez Miguel Gutierrez OR Kelly Kellar OR Kelly Kellar NV Kyoung Ki Hong CA Kyoung Ki Hong CA Kyoung Ki Hong CA Hugh Murphy CA Kyoung Ki Hong HI David Binder CA Marty Devietti HI Kyoung Ki Hong

December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

Paragliding Division (continued) Rating Region

P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-4 P-4 P-4 P-4

3 4 4 4 5 5 8 9 11 12 13 13 13 1 1 1 1

Name

City

Nicholas Stroumtsos San Diego Rasa Lila Albuquerque Joe Gigliotti Pueblo Lance Murray Stansbory Park Geoffrey Sharp Wilson Justus Mayer Jackson Roland Zahn Boston Alan Kessler Philadelphia Gary Leach Austin Joseph Rutledge Mahopac Enrique Gonzalez Calderon Aguasatientes Pedro Robles Sutti Aguascalientes Fabian Castro Madrigal Leon Dave Cantrell Sherwood Kassie Vo Issaquah Bruce Comstock Ashland Jose Martinez Gresham

State

Rating Ofﬁcial

CA NM CO UT WY WY MA PA TX NY

Robin Marien David Prentice Kay Tauscher Ken Hudonjorgensen Scott Harris Scott Harris Bianca Heinrich Gabriel Jebb Paul Greenwood Paul Voight Miguel Gutierrez Miguel Gutierrez Miguel Gutierrez Kelly Kellar Marc Chirico Kevin Lee Kelly Kellar

OR WA OR OR

Rating Region

P-4 P-4 P-4 P-4 P-4 P-4 P-4 P-4 P-4 P-4 P-4 P-4 P-4 P-4 P-4 P-4 P-5

1 2 2 3 3 3 4 4 7 8 8 10 10 10 10 13 4

Name

City

Jared Lyman Seattle Timothy Barnes Sebastopol Heather Hooper Dublin Miriam Servetter San Diego Jeremy Bishop San Diego Ivan Appoloni Lajolla Carter Brown Boulder A J Frye Colorado Springs Frank Arthmire Royal Oak Peter Williams Haydenville Charles Stoner Rocky Hill Paul Terrier Miami Micah Tarazi Miami Jose Rodriguez Miami Augusto Espinosa Miami Alejandro Perez Rayon Huixquilucan Edo Alejandro Palmaz Aspen

State

Rating Ofﬁcial

WA Lan Do Chirico CA Randy Liggett CA Juan Laos CA Kyoung Ki Hong CA Gabriel Jebb CA David Jebb CO Chris Santacroce CO Scott Harris MI Rick Higgins MA John Gallagher CT John Gallagher FL Gabriel Jebb FL Gabriel Jebb FL Sebastian Zavalla FL Dale Covington Miguel Gutierrez CO Stephen Mayer

Hang Gliding Division Rating Region

H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2

2 2 2 2 2 2 2 2 3 4 4 4 7 7 8 9 9 9 9 10 10 10 10 10 10 10 12 12 12 1 1 2 2 3 3 3 4 4 7 7 8 8 9 9 9 9 9 9 10

Name

City

Vitaliy Solomakha Santa Clara John Taylor Boulder Creek Joseph Jackson Iii San Carlos Daniel Dunbar San Francisco Yotam Margalit Castro Valley Peter Wemm Danville Patrick Utter San Jose Vincent Martin Roseville Kent Ridl Redondo Beach Richard Alcantar Albuquerque Andrew Ritzdorf Centennial Ford Shanahan Denver Chad Klompenburg Grand Rapids Tim Michaud Chicago Bradley Wright Storrs Brian Leisenring Downingtown Steve Cole Jewell Ridge James Calhoun Dufﬁeld Lucas Ridley Bowling Green James Whitehurst St Croix Carroll Liverman Jr Washington Rebecca Kelner Gainesville Whitney Petty Marietta Timothy Fairchild Huntsville John Bradford Fayetteville Chris Bradford Fayetteville Jim Davis Washingtonville Mackenzie Davis Washingtonville Beth Mau W Orange Scott Silver West Linn Richard English Tulalip Larry Howe Grass Valley Brett Woollum Union City Peter Marino Iii Dana Point Yuto Shinaguwa Los Angeles Harry Liu Los Angeles Ford Shanahan Denver Ryan Reynolds Provo Chad Klompenburg Grand Rapids Kurt Holtzman West Lafayette Daniel Boocks Derby Carla Barzetti Redding Michael Lee Charles Town Michael Harrison Tunhhannack Daniel Haley Downingtown Steve Cole Jewell Ridge James Calhoun Dufﬁeld Lucas Ridley Bowling Green Kevin Meurer Nags Head

State

CA CA CA CA CA CA CA CA CA NM CO CO MI IL CT PA VA VA KY VI NC FL GA AL TN TN NY NY NJ OR WA CA CT CA CA CA CO UT MI IN CT CT WV PA PA VA VA KY NC

Rating Ofﬁcial

Barry Levine Patrick Denevan Patrick Denevan Steve Wendt Patrick Denevan Patrick Denevan Patrick Denevan Patrick Denevan Paul Thornbury Mel Glantz Mark Windsheimer Gregory Mick Tracy Tillman Steven Prepost Steven Prepost Andrea Zeger Gregory Mick Christian Thoreson Gordon Cayce Andrew Cooper H Bruce Weaver Iii Robert Lane Christian Thoreson Gordon Cayce Christian Thoreson Christian Thoreson Gordon Cayce Gordon Cayce Christian Thoreson John Matylonek Jeff Beck George Hamilton Patrick Denevan John Heiney Paul Thornbury Andrew Beem Gregory Mick Peter Cj Anderson Tracy Tillman Jon Thompson Ben Davidson Kevin Coltrane Paul Venesky Steve Wendt Malcolm Jones Gregory Mick Christian Thoreson Gordon Cayce Andy Torrington

December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

Rating Region

H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-3 H-3 H-3 H-3 H-3 H-3 H-3 H-3 H-4 H-4 H-4 H-4 H-4

10 10 10 10 10 10 10 10 10 10 12 12 12 13 2 2 2 8 10 10 10 10 2 2 4 4 13

Name

City

James Whitehurst St Croix John Kaeck Fletcher Tony Houlton Hingsville Todd Thomas Garner Rebecca Kelner Gainesville Marcos Poueriet Gil San Juan Whitney Petty Marietta Timothy Fairchild Huntsville John Bradford Fayetteville Chris Bradford Fayetteville Jim Davis Washingtonville Mackenzie Davis Washingtonville Glenn Wagner Hewitt Jeff Lee Ontario Armand Gutierrez San Jose Heather Stoddard Oakland Abhishek Sethi Santa Clara Michael Holmes Tewksbury Roger Tubbs Tupelo David Kissick Harrison David Skinner Longwood Bjorn Nelson Morrow Bruce Kovac Fremont James Lee Union City Michael Glasgow Salt Lake City Dan Hannula Draper John Smith Duneden

State

VI NC GA NC FL PR GA AL TN TN NY NY NJ CA CA CA MA MS TN FL GA CA CA UT UT

Rating Ofﬁcial

Andrew Cooper Steve Wendt Malcolm Jones Steve Wendt Robert Lane Keishya Salko Christian Thoreson Gordon Cayce Christian Thoreson Christian Thoreson Gordon Cayce Gordon Cayce Kevin Coltrane Chik Shank Patrick Denevan Ken Muscio Nicandro Mora Gary Trudeau Christian Thoreson Christian Thoreson Malcolm Jones Christian Thoreson Joseph Szalai Patrick Denevan Peter Cj Anderson Peter Cj Anderson Ron Knight

WWW.PARAGLIDERS.COM

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Safety Tip I’m always aware of the feeling of the air. When it starts to get weird I start ﬂying more cautiously or move to another area. — Mark Gibson 73

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.

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.

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.

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 USHPA CERTIFIED INSTRUCTOR.

FLEX WINGS 2003 LAMINAR 700 – 14-meter, mint condition. Red/ purple $3000 OBO. Call Steve Lee (423) 949-2176. 2004 LAMINAR 07 – 13-meter, mint condition. Purple/ green. $3000 OBO. Call Steve Lee (423) 949-2176. 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. VISION PULSE – 10 meters. 15 hours, ﬂies great. Must sell $2100. (646) 379-7479, located in New York City, Email yuri3342@aol.com. WW TALON 150 – Mylar sail, custom undersurface. Low airtime, excellent condition $2500. (970) 879-3935. tom@thomaswoodloghomes.com.

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 FLORIDA RIDGE FLIGHT PARK is searching for a paragliding and powered PG instructor. Partnership option available. Contact Arnie, (954) 846-8186, arnie@arvp .com. NORTH WING DESIGN – is accepting applications for metal shop/wing and trike airframe mechanic. Also accepting applications for sail maker and sewing machine operator. Send application to: 3904 Airport Way, E. Wenatchee, WA 98802 or Fax (509) 886-3435 (www .northwing.com).

HARNESSES

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.

RIGID WINGS

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.

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

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

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

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 USHPA 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

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.

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.

FLY ABOVE ALL – Year-round instruction in beautiful Santa Barbara! USHPA novice through advanced certiﬁcation. Thermaling to competition training. Visit www.ﬂyaboveall.com, (805) 965-3733.

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

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

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.

December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

FLORIDA

HAWAII

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

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

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. WALLABY AEROTOW FLIGHT PARK – Satisfaction Guaranteed. Just 8 miles from Disney World. Year-round soaring, open 7 days a week, six tugs, no waiting, every direction. 50+ nice demos to fly, topless to trainer gliders: Laminar, Moyes, Wills, Airborne, Airwave, Exxtacy, La Mouette, Sensor; also harnesses, varios, etc. Ages 13 to 73 have learned to fly here. No one comes close to our level of experience and success with tandem aerotow instruction. A great scene for family and friends. 10 motels & restaurants within 5 minutes. Camping, hot showers, shade trees, sales, storage, ratings, XC retrievals, great weather, climbing wall, trampoline, DSS TV, ping pong, picnic tables, swimming pool, etc. Flights of over 200 miles and more than 7 hours. Articles in Hang Gliding, Kitplanes, Skywings, Cross Country and others. Featured on numerous TV shows, including Dateline NBC, The Discovery Channel & ESPN. Visit us on the Web: http://www.wallaby.com. Please call us for references and video. 1805 Dean Still Road, Disney Area, FL 33837 (863) 424-0070, phone & fax, fly@wallaby .com, 1-800-WALLABY. Conservative, reliable, state-ofthe-art. F.H.G. INC., flying Florida since 1974.

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

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

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

INDIANA

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

CLOUD 9 SPORT AVIATION – See Cloud 9 in Michigan.

NORTH CAROLINA

MAINE

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.

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.

December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

OHIO CLOUD 9 SPORT AVIATION – See Cloud 9 in Michigan. 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) 4711488, 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.

WASHINGTON AERIAL PARAGLIDING SCHOOL AND FLIGHT PARK – Award-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, Gear, guiding, instruction, transportation, lodging – all varieties for your needs. www.ﬂymexico.com, 1-800-8617198 USA.P

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 $75! Heavy waterproof $125. Accessories, low prices, fast delivery! Gunnison Gliders, 1549 County Road 17, Gunnison CO 81230. (970) 641-9315, orders 1-866-238-2305. MINI VARIO – World’s smallest, simplest vario! Clips to helmet or chinstrap. 200 hours on batteries, 0-18,000 ft., fast response and 2-year warranty. ONLY $169. Mallettec, PO Box 15756, Santa Ana CA 92735. (949) 795-0421, MC/Visa accepted, www.mallettec.com.

plete kit with cylinder, harness, regulator, cannula and remote on/off ﬂowmeter, only $400. 1-800-468-8185. RISING AIR GLIDER REPAIR SERVICES – A fullservice shop, specializing in all types of paragliding repairs, annual inspections, reserve repacks, harness repairs. Hang gliding reserve repacks and repair. For information or repair estimate, call (208) 554-2243, pricing and service request form available at www.risingair.biz, billa@atcnet.net. TANDEM LANDING GEAR – Rascal™ brand by Raven, simply the best. New & used. (262) 473-8800, www.hanggliding.com, info@hanggliding.com, http:// stores.ebay.com/raven-sports. WHEELS FOR AIRFOIL BASETUBES – WHOOSH! Wheels™ (Patent Pending), Moyes/Airborne & Wills Wing compatible. Dealer inquiries invited. (262) 473-8800, www.hanggliding.com, info@hanggliding.com, http:// stores.ebay.com/raven-sports. 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.

PUBLICATIONS & ORGANIZATIONS *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 USHPA 1-800-616-6888 or order off our Web site, www .ushpa.aero. 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 century, but is now available to everyone for a wonderful and absorbing journey into aviation history. 176 pages, 16 photographs, 89 drawings and 14 graphs. $19.95 (+$5 s/h) Call USHPA at 1-800-616-6888 or order off our Web site, www.ushpa.aero. 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 USHPA at 1-800-616-6888 or order off our Web site, www .ushpa.aero. PO Box 1330, Colorado Springs CO 80901. “FLYING BY THE SEAT OF YOUR PANTS: A HANG GLIDER PILOT’S VIEW OF LIFE” is a self-help book written by USHPA member Chris Waugh who started flying in 1974. She uses hang gliding as a metaphor for how you can succeed in a world of change and uncertainty. Full of photos and inspirational flying quotes, it sells for $14.95 and shipping is FREE. Buy it at www.reNvision.com. FLY THE WING! HOOKING INTO HANG GLIDING – By Len Holms. This is the perfect book for those curious about the sport of hang gliding. Written at a level that will not swamp the reader with a daunting amount of technical details, you will learn about hang glider wings and the skills needed to fly them. 84 pages with photos and illustrations. $12.95(+$5 s&h). Call USHPA at 1-800616-6888 or order off our Web site, www.ushpa.aero. PO Box 1330, Colorado Springs CO 80901. 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.

VIDEOS & DVDS VIDEOS FROM USHPA – WWW.USHPA.AERO *NEW* DARE DEVIL FLYERS – The 94-minute digital video docupicture covers all thirty years of hang gliding and all seventeen years of paragliding. It begins with the Bob and Chris Wills story – they founded Wills Wing, the only surviving American manufacturer/distributor of hang gliders and paragliders. Two legendary pilots guide the audience through these extreme sports with their narrative. The docupic features competition in the extreme sports of aerobatic hang gliding, speed hang gliding and high-altitude cross-country paragliding. Wingmounted POV cameras provide the docupic with an inthe-air thrill ride from the Rocky Mountains to the Paciﬁc coast. Narrator Bobby Carradine threads us through the three decades. Call USHPA at 1-800-616-6888 or order off our Web site, www.ushpa.aero. 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.ushpa.aero/store.

OXYGEN SYSTEMS – The world-class XCR-180 operates up to 3 hours @18,000 feet and weighs only 4 lbs. Com-

December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

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.ushpa.aero/store. *NEW* USHPA 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 USHPA at 1-800-616-6888 or order off our Web site, www.ushpa.aero. PO Box 1330, Colorado Springs CO 80901.

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. November 15th is the deadline for the January 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 info@ushpa.aero. 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

MISCELLANEOUS “AEROBATICS” POSTER – Full color 23”x 31” poster featuring John Heiney doing what he does bestLOOPING! See www.ushpa.aero under store/misc for example. Available through USHPA HQ for just $6.95 (+$5.00 s/h). USHPA, PO Box 1300, Colorado Springs CO 80933. (USA & Canada only. Sorry, posters are NOT AVAILABLE on international orders.) DVDS-VIDEOS-BOOKS-POSTERS – Check out our Web store at www.ushpa.aero. FELLOW PILOTS! Replace ALL your other supplements with IntraMax, a 415 nutrient, organic all-in-one, economical supplement. Contact Dr. Mike at Dr_Mike@juno. com, www.DrMikesVitaminsandMinerals.com, (706) 6540813.

INDEX TO ADVERTISERS ANGLE OF ATTACK . . . . . . . . . . . . . . . . . . . . . 6 CRITTER MOUNTAIN. . . . . . . . . . . . . . . . . . . .21 FLY BRAZIL . . . . . . . . . . . . . . . . . . . . . . . . . . .57 FLYTEC USA . . . . . . . . . . . . . . . . . . . . . . . . . 80 FOUNDATION FOR HG&PG . . . . . . . . . . . . . . 34 HALL BROTHERS . . . . . . . . . . . . . . . . . . . . . .47 HIGH ENERGY SPORTS . . . . . . . . . . . . . . . . . 53 JUST FLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 NORTH WING . . . . . . . . . . . . . . . . . . . . . . . . 15 O’CONNOR FLIGHT SCHOOL . . . . . . . . . . . . . 16 OZONE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 SKY WINGS . . . . . . . . . . . . . . . . . . . . . . . . . . 54 SPORT AVIATION PUBLICATIONS . . . . . . . . 35 SUPER FLY / ADVANCE. . . . . . . . . . . . . . . . . 10 SUPER FLY / NOVA . . . . . . . . . . . . . . . . . . . . 26 THERMAL TRACKER PARAGLIDING . . . . . . . . . . . . . . . . . . . . . . 59 TORREY PINES / PARATECH . . . . . . . . . . . . 79 TRAVERSE CITY HG & PG . . . . . . . . . . . . . . . 50 USHPA CALENDAR . . . . . . . . . . . . . . . . . . . . 20 USHPA CHRISTMAS . . . . . . . . . . . . . . . . . . . 39 USHPA DVD . . . . . . . . . . . . . . . . . . . . . . . . . . .12 USHPA LOGO CONTEST . . . . . . . . . . . . . . . . 73 USHPA BANK OF AMERICA CARD . . . . . . . . 22 USHPA RENEW . . . . . . . . . . . . . . . . . . . . . . . 13 USHPA STORE. . . . . . . . . . . . . . . . . . . . . . . . 30 USHPA SUBSCRIBER CARD . . . . . . . . . . . . . 37 WILLS WING . . . . . . . . . . . . . . . . . . . . . . . . . . 5

MARKETPLACE ADVENTURE PRODUCTIONS. . . . . . . . . . . . . . 72 CLOUD 9 SOARING CENTER . . . . . . . . . . . . . . 72 FLYTEC USA . . . . . . . . . . . . . . . . . . . . . . . . . . 72 KITTY HAWK KITES . . . . . . . . . . . . . . . . . . . . 73 LOOKOUT MOUNTAIN . . . . . . . . . . . . . . . . . . . 72 MOYES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 OZ REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 SUPERFLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 THEWINDYPLANET.COM . . . . . . . . . . . . . . . . 72 USHPA BOOKS . . . . . . . . . . . . . . . . . . . . . . . . 72 USHPA XC FLIGHT AWARDS. . . . . . . . . . . . . . 72

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!

Raul Rodriguez pulls off an incredibly long water strike – and follows it with a raft landing! Photo: Randi Eriksen

December 2006: Hang Gliding & Paragliding – w w w.ushpa.aero

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