USHPA Hang Gliding & Paragliding Vol37/Iss3 March 2007 by US Hang Gliding & Paragliding Association

Volume 37 Issue 3 March 2007 $4.95

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

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Lisa Tate, President: lisa@soaringdreamsart.com Felipe Amunategui, Vice President: dr.amunategui@att.net Elizabeth Sharp, Secretary: Elizabeth.Sharp@heii.com Mark Forbes, Treasurer: mgforbes@mindspring.com REGION 1: Rich Hass, Mark Forbes. REGION 2: Dave Wills, 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). 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.

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 © 2007 Hang Gliding & Paragliding magazine. Hang Gliding & Paragliding magazine welcomes editorial submissions from our members and readers. We are always looking for well written articles and quality artwork. Feature stories generally run anywhere from 1500 to 3000 words. If your topic demands more or less than this, you should discuss options with the editor. News releases are welcomed, but please do not send brochures, dealer newsletters or other extremely lengthy items. Please edit news releases with our readership in mind, and keep them reasonably short without excessive sales hype. You are welcome to submit photo attachments, preferably jpeg ﬁles smaller than a megabyte. Calendar of events items may be sent via email to editor@ 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

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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 and Pilot membership are $69 ($90 non-U.S.). Dues for Contributing membership and for subscriptiononly are $52 ($63 non-U.S.). $15 of annual membership dues goes to the publication of Hang Gliding & Paragliding magazine. 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.

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 is published for foot-launched air-sports enthusiasts to create further interest in the sports of hang gliding and paragliding and to provide an educational forum to advance hang gliding and paragliding methods and safety. Contributions are welcome.

DISCLAIMER OF WARRANTIES IN PUBLICATIONS:

USHPA Ofﬁcers and Executive Committee:

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

OC. INC

Jayne DePanﬁlis, Executive Director: jayne@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:

HANG GLIDING & PARAGLIDING (ISSN 1543-5989) (USPS 17970) is published monthly by the United States Hang Gliding and Paragliding Association, Inc., 1685 W. Uintah St., Colorado Springs, CO 80904, (719) 6328300, 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 Matt Gerdes, Contributing Editor: mattg@FlyOzone.com Staff writers: Lisa Colletti, Matt Gerdes, Joe Gregor, Thayer Hughes, David Jebb, Steve Messman, Dennis Pagen, Tracy Tillman

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.

Photo courtesy Skywalk, www.skywalk.org

DEPARTMENTS Editor’s Corner . . . . . . . . . . . . . . . . . . . . . . . . 7 Pilot Brieﬁngs: News and Events . . . . . . . . . . 8 Airmail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 HG Accident Reports . . . . . . . . . . . . . . . . . . 13

AN EARLY CHRISTMAS PRESENT FOR ONE CRAZY KID An 85-year-old Colorado woman proves that one is never too old to try something new – in this case, paragliding!

Master’s Tips: Flight Fitness . . . . . . . . . . . . . 15 DVD Review: Paragliding - Learn to Fly. . . . . 20 Pilot Profile: Kenny Bryenton. . . . . . . . . . . . . 21 Flight Report: Soaring Small . . . . . . . . . . . . . 25 Flight Report: The Towing Thing . . . . . . . . . . 52 Pilot Profile: Matt Dadam . . . . . . . . . . . . . . . 56 Comp Corner: King of Kings . . . . . . . . . . . . 58 Northern California Cross Country League 2006 . . . . . . . . . . . . . . . . . . . . . .60 Gallery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 Calendar . . . . . . . . . . . . . . . . . . . . . . . . . . .68 New Ratings. . . . . . . . . . . . . . . . . . . . . . . . . 70 Marketplace . . . . . . . . . . . . . . . . . . . . . . . . . 72 Classifieds . . . . . . . . . . . . . . . . . . . . . . . . . . 74

By Riss Estes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12

TOWLINE:

CONVERSION OF ULTRALIGHT TUGS TO N-NUMBERED EXPERIMENTAL LIGHT SPORT AIRCRAFT Time is running out for tug owners and pilots to conform to the new ELSA regulations. Tracy and Lisa oﬀer some assistance in dealing with this complex task.

By Lisa Colletti and Tracy Tillman . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17

FLYING THE FREEDOM This experienced reviewer ﬁnds North Wing’s latest glider, the single-surface Freedom, to be exactly “what many of us want and dream about in our ﬂying fantasies.”

One Last Thought . . . . . . . . . . . . . . . . . . . . 78 Index to Advertisers . . . . . . . . . . . . . . . . . . . 77

HOW I LEARNED TO FLY: REFLECTIONS

Photo: John Heiney

Dave Lundquist soaring the North Wing Freedom at Dog Mt., Washington – see Dennis Pagen’s review of this glider beginning on page 28 in this issue

OF A NEWBIE OR, MY PERFECT VACATION IN UTAH A restless young man was sent to America by his mother, who hoped that traveling would calm him down. Instead, he met a mentor who helped him channel his energy into ﬂight.

By Tom Evans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

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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: 714-998-11647

FLY HOME TO LOOKOUT A novice hang glider pilot rejoices in his newly acquired ability to ﬂy, and reﬂects with gratitude on those who helped him gain his wings.

By David Carroll. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37

BELIEVE IT OR NOT, I’M WALKING ON AIR! A 10-year-old’s dream took 20 years to come true, but her first high flight proved to her that it is indeed possible to fly like a bird.

By Jennifer Hurley . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42

PARAGLIDING IN THE WESTERN STATES: THREE PHOTO ESSAYS Four free-spirited pilots take a road trip through the wild West, with some interesting and unexpected rewards and challenges.

By Matt Gerdes, staﬀ writer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46

Gallery. . .62

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C.J. on launch at Alto Hospicio, Iquique, Chile

Photo: George Sturtevant

Last month we gave you the “Weather Challenges” – Jugdeep Aggarwal spells out the details in his Comp edition of our magazine; this month it appears we’re Corner report on last year’s series. producing the “Technology Challenges” edition. Both Tracy Tillman and Lisa Colletti continue their Towline editor and art director had major email and Internet series of articles aimed at helping our tug pilots transimeltdowns during production, with way too many days tion to the new Sport Pilot regulations. Deadlines for spent retrieving lost data and re-structuring our sys- making transitions with a minimum of negative impact tems. A long time ago, someone told me that comput- are fast approaching, and there’s a lot to be done. Lisa ers were going to make our lives SO much easier… and Tracy provide dates and resources to make the But all’s well that ends well, as the Bard says, and changeover as low-stress as possible. the magazine once again is stuffed full of excellent Our safety-oriented staff writers, Joe Gregor with articles and photos contributed by our readers. With hang gliding Accidents and David Jebb with paraglidwinter coming to an end, these reminders that there ing Master’s Tips, bring to our attention that fitness will soon be days of epic soaring are most welcome! and currency are of paramount importance in keeping Two pilots are profiled this month: Long-time hang us safe in our pursuit of airtime. As usual, although glider pilot Kenny Bryenton was interviewed by John these columns are targeted towards one wing preferHeiney, and Matt Dadam, a newcomer to the paraglid- ence or the other, the lessons and tips are appropriate ing comp scene, by Steve Roti. I found the similarities for all of us. Please keep close tabs on your safetybetween these two seemingly disparate individuals’ consciousness; if you do have (or witness) an accident philosophies of flying to be interesting, and encourag- or an incident, it helps us all if you report your expeing. The bottom line: It’s all about having fun! rience and share your insights by filing an accident/ There’s a lot of material in this issue for, or by, or incident report. You’ll find the online form at http://ushpa about, our newer pilots. Staff writer Dennis Pagen .aero/emailacc.asp. reviews our cover glider, North Wing’s Freedom, a Also on the safety theme, in the Pilot Briefings single-surface hang glider that doesn’t seem to real- column you’ll find Steve Beach’s paraglider tow bridle ize that it’s supposed to be a lower-performance wing. warning, with photos illustrating a potentially disasNew-to-intermediate paraglider pilots will find lots of trous situation. If you tow your paraglider, please be good information in the DVD Paragliding – Learn to Fly, sure your release does not leave you vulnerable; Steve reviewed by staff writer Thayer Hughes. Features by provides a relatively simple modification that will elimiparapilots Jennifer Hurley and Tom Evans, and hang nate this particular release malfunction. glider pilot David Carroll, celebrate the joys of newlyFinally, staff writer Steve Messman reflects on the discovered flight. Riss Estes’s short feature, “An Early amazing gift we receive in each new day – the gift of Christmas Present,” will make you smile at the gutsi- time with friends and family, of time in the air, of time ness of an octogenarian going for her first paraglider to just be whoever and whatever we choose to be. tandem flight. Please fly safely, and with joy and exuberance It’s clear that long-time pilots can still experience and wonder. I look forward to seeing your stories and that same wonder and excitement that results from a photos of adventures big and small. You can reach me flight well flown. Paraglider pilot Jeff Goin’s “Soaring at editor@ushpa.aero. Small” is full of the goofiness that seasoned pilots who A reminder: The deadline for submitting material to have pushed unexpected limits can appreciate. Jim Gaither’s “The Towing Thing” is a collection of flight be included in a particular issue of the magazine is the reports from Montana hang glider pilots who pleas- 6th of the month, TWO MONTHS prior to the intended antly surprised themselves with big-distance flights publication month. However, due to technological difoff tow last season. Staff writer Matt Gerdes teamed ficulties on my end and the possibility that many of you are just coming out of hibernation, I’m publishing this up with photographer Olivier Laugero on a tour of the past-deadline calendar event here in my editor column. western U.S. Their photo essay, “Paragliding in the Telluride being high on my “wish list” of places to Western States,” captures the fun and frustrations of a fly is probably an influencing factor in this special not-so-typical road trip. treatment… The competition season is rapidly approaching April 6-8: Telluride, Colorado. Telluride Air Force – hooray! Alan Paylor’s Comp Corner article, “King invites P-3 or higher rated pilots to fly in one of the of Kings,” reminds hang glider pilots that the annual most fantastically scenic places in the world. USHPA King Mt. meet is an event not to be missed, with a membership required. Entry fee $25. Discounted lodgstrong infrastructure and spectacular scenery pro- ing, $20 lift access tickets for the Telluride Ski Area viding potential for some of the best flying you’ll ever for fly-in participants. More information: Josh Williams, joshpinetree@gmail.com. have. Paraglider pilots are invited to join the Northern California pilots for their 2007 XC League event

C.J. Sturtevant The inset photo on page 65 in the February issue was not captioned or credited. Chris Smith spotted and photographed this sign near Dinosaur, Colorado.

Paraglider Tow Bridle Warning By Steven B. Beach

As a result of a recent paraglider towing fatality, new pre-flight drills are being practiced by many tow parks. These drills consist of pulling the bridle behind the pilot both between the legs and also around the side of the pilot to simulate a towline release in which the pilot has flown past the winch. On at least one occasion, the act of placing the tow bridle in this position has resulted in a pin-lock that would be difficult or impossible to remedy in flight. It occurred when tension on the bridle was slackened (much like what happens at the end of a successful tow). The pin slipped out of the keeper pocket and fell through the closure loop of the bridle. When tension was re-engaged to complete the drill (much like would happen if the pilot continued straight flight past the winch), the closure loop tightened behind the head of the pin, making it impossible to release by pulling the release handle. It would be difficult to reach the pin with your hands or to cut the weak link, towline or bridle from this position in a real-life event. Ironically, one must consider the possibility that this scenario might have played a part in the accident that instigated the new drills. Figure 1 shows a correctly routed tow bridle pin. The pin is seated fully through the closure loop and secured by the pin pocket. Figure 2 illustrates what happened in the aforementioned drill. The pin has come out of the pocket, passed through the closure loop, and the loop has retightened behind the head of the pin. The fix for this accidentwaiting-to-happen is detailed in Figure 3. Simply sew the end of the closure loop into a small enough aperture that it is impossible for the pin head to pass through. Be sure to keep the loop loose enough for the pin to easily release. If you tow with a bridle that has not had this modification, it is imperative that you keep tension on the pin at all times prior to launch and be sure to release before flying past the winch – while you can still reach the pin, weak link, towline and bridle with your hands and hook knife.

Idaho Pilots Applying for a Grant to Document Hang Gliding at King Mountain By Lisa Tate

In the fall of 2006, the Idaho Hang Gliding Association applied for and received a grant to study the feasibility of filming an adventure-based documentary film from IdahoROCKS!, a tourism company located in Boise, Idaho. The subject of the film will be the King Mountain Hang Gliding Championships, and the film will be designed for entry into Banff and other related film festivals. The feasibility study is preliminary to a proposed grant request to the Idaho Film Bureau for sponsorship of the project. The project’s focus will be the documentation of the unique culture of foot-launched mountain XC hang gliding and the King Mountain hang gliding event, as well as the impact of hang gliding on a small rural community. For more information, contact Lisa Tate, project coordinator, at lisa@ soaringdreamsart.com or (208) 376-7914. APCO Introduces the Super-Light, Convertible Chairbag Harness It’s lightweight: under 2.5kg (about 5 pounds). It’s dual-purpose: a harness when flying, a backpack when traveling. It’s engineered for safety, with a full-size seat plate for comfort and weight-shift control, and an integrated Cygnus airbag system with a specially designed oneway air valve. The Chairbag harness was created for pilots on the go who want the comfort and safety of a fullMayday Reserve side-mounted feature harness for on Chairbag half the weight. Just flip the harness inside out, toss in your wing and you’re ready to go. Gel-padded shoulder straps and waist belt insure a comfortable, effortless hike to take-off. The Chairbag is fitted with quick-lock buckles throughout and aluminum loop-and-slide adjusters for easy in-flight use, providing lavish comfort where you least expect it. One size fits most. More information is available at apcoaviation.com. Flight Design Rigid Wing Pilots, Take Note! Manfred Böhm, who took over the Flight Design rigid line two years ago, reminds pilots who need parts or any other assistance with their Exxtacy, Ghostbuster, Axxess or Axxess + to contact him directly at fliegerboehm@nexgo.de. If you can read German, you’ll find more information on Manfred’s home page, http://www.fliegerboehm.de/.

March 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

Skywalk Releases a New DHV 1 Wing for 2007 Skywalk’s MESCAL2, certiﬁed DHV 1, is available in four sizes that accommodate pilots weighing from 55 to 125 kg, with the XL size (115-145 kg) under development. This glider incorporates the “high-stability concept,” a nearly selfstabilizing, adaptive wing proﬁle, which reacts to changes in the angle of attack (caused by turbulence or gusts) very gently. Combined with an optimized distribution of tension on the March 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

Skywalk’s MESCAL2

Photo courtesy Skywalk

WINGS OF CHANGE Paragliders Announce New U.S. Distributorship Gary Walker of Summit Paragliding and Greg Kelley of Vail Valley Paragliding have combined forces and created “Wings of Change USA.” Wings of Change Paragliders is owned by Psycho 4 Borderline, the new comp Marcus Grundhammer in wing from Wings of Change Austria. Markus has been flying paragliders for 20 years, and created the company in the late 1990s. He has the reputation of being one of the best acro pilots in the world and is known as the Acrominator from his formidable acro shows. Wings of Change has a range of paragliders for pilots of every skill level and interest. The Isis, DHV 1, is the typical fun-to-fly, solidly safe stressfree beginner wing. The DHV 1-2 wing, the Nemesis, has trailing-edge flaps for better handling in case of an inadvertent stall. The flaps open when the glider is close to stall, keeping the wing from moving backward at the impending stall and giving the pilot more time to react to avoid the stall. The Nemesis is very nimble and sporty for a 1-2, making it an appealing choice for thermal pilots and entry-level acro pilots. The Twister Xi is the DHV 2 glider, with stability and handling that make it a staple in the cross-country pool. It has the same flaps configuration as the Nemesis. New this year is the DHV 2-3 Predator. This glider is rated high in safety for the new 2-3’s with no sacrifice in performance compared with other wings in the new generation of gliders. Those who want performance and safety in a 2-3 wing should consider the Predator. The newest competition glider by Wings of Change, the Psycho 4 Borderline, has achieved cutting-edge design and technology with its 8.25 aspect ratio. The glider is sure to be of interest to those who want no compromise on performance, speed, and glide. After multiple prototypes Markus has achieved a glider that does not jellyfish around the sky, and is stable at trim and speed. Special Kevlar attachment points make this glider appropriate for all pilot weights. And finally, for both pros and the intermediate acro pilot, there’s the Acrominator. This acro wing has the stability of an intermediate glider and the handling of a true acro wing. Markus put his signature name on this glider. For more information, contact Gary Walker at (970) 3893118, or Greg Kelley at (970) 376-0495. Demos will be available by the spring for any pilots interested.

leading and trailing edges, this allows the glider to handle turbulence or wind shear with ease. Especially for pilots who have not yet learned how to fly actively, this provides a huge safety margin! As an extra bonus, every purchaser of a new Skywalk glider will receive a free pair of special pilot sunglasses, T-SPEC, valued at 79€! The lenses are made of nearly unbreakable polycarbonate that provides excellent protection from UV radiation and wind. The frames are an ideal shape that fits almost every face, and the glasses come with a detachable strap and microfiber bag, all Skywalk labeled. More information: www .skywalk.org.

Hang Glider Pilots Earn Safe Pilot Awards Hang glider pilot Douglas Shelton of Alexandria, Virginia, has logged 500 consecutive safe flights, earning him the Silver and Gold Safe Pilot awards. Jeff Beck of Bellingham, Washington, has logged 1000 consecutive safe flights, earning him the 1st Diamond Safe Pilot award. USHPA congratulates Douglas and Jeff on their achievements.

Red Bull Illume Image Quest 2006 Red Bull claims their international photography competition “illuminates the art of spirit, grit and edgy perfection” – this photo certainly supports that statement! More than 2000 professional and emerging photographers from over 90 countries submitted their best action-sports photographs spanning 10 distinct submission categories. Official contest judges consisting of esteemed photo editors and respected image experts from around the world selected five finalist images in each of the 10 categories: Wings, Playground, New Creativity, Lifestyle, Spirit, Energy, Close-Up, Sequence, Experimental and Illumination. This stunning image was the only hang gliding or paragliding photo to make the final cut. The 50 finalists’ images were on display in Aspen, Colorado, from January 24 through February 4, with other exhibitions around the world to be scheduled during the following months. To see the 2006 finalists’ photos, for locations of the world-wide tour, and for information on how to enter next year’s contest, go to www.redbullillume.com.

Max Biedermann, Team Vuelta, Austria, ﬂying above the Jungfraujoch, Switzerland

March 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

A Fitting End for Retired Paraglider Wings? (email, 11/17/06)

Not far enough from where I work looms the towering TriCities Recycling and Disposal Facility (TCRDF), a stupendous heap of trash. It gets bigger every day – big enough to soar – but reeks and is overrun by seagulls. I’m afraid if I chuck my old paraglider in the trash, it will end up at TCRDF, buried in nasty refuse. I’d like to think my old gliders that carried me safely aloft deserve a more ﬁtting retirement, say as windsocks or training wings. Perhaps manufacturers should start recycling programs, provide suggestions on how to repurpose ye olde PGs. Is there a better use than landﬁll for several hundred square feet of faded sailcloth and a thousand or so feet of fuzzy polyethylene? Meanwhile my trusty old Compact, Xyon, and Octane await their fate… Mike Kellogg, USHPA #61404

March 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

An Early Christmas Present for One Crazy Kid! By Riss Estes Photos by Julie Arndtson

Last December 3, 85-yearold (actually, 85-and-a-half, as she proudly points out) Eveyln Heuschkel expanded her long list of life experiences by taking a tandem paragliding flight in Santa Barbara, California. Evelyn, a long-time resident of Grand Junction, Colorado, was Evelyn shows the eye of the tiger out west visiting her son, Bob while launch assistants Riss Estes Hurblett. Bob is an advanced and Andy Palmer clip her in and tandem pilot Ron Faoro pre-flights paraglider pilot who celebrated his gear. his 60th birthday that week. At 85 (and 1/2), Evelyn is one of the more seasoned co-pilots to enjoy our sport – that crazy kid! Evelyn’s flight was at Santa Barbara’s scenic Skyport launch site in the mountains above Santa Barbara overlooking the Pacific Ocean. Evelyn’s tandem flight was piloted by her son’s good friend, Santa Barbara local Ron Faoro. Local pilot Andy Palmer and visiting pilot Riss Estes served as launch assistants, carrying Evelyn Pilots Riss Estes (left) and forward in her harness during the Andy Palmer (right) help Evelyn into her harness and launching run. prepare to carry her during the launch run, while tandem pilot Ron Faoro pre-flights his gear.

Evelyn and Ron immediately after launch with Santa Barbara and the Paciﬁc Ocean in the background

March 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

Hang Gliding Accident Report By Joe Gregor, staﬀ writer

This month we hear from a highly experienced (100 hours) novice pilot who learned firsthand just how quickly we can find ourselves on the wrong side of the envelope. The accident pilots was 55 years old at the time of the incident, and was entering his sixth season in the sport, having flown the accident glider (a WillsWing U2) since September of 2003. “My accident occurred on a Monday afternoon early in April at a local East Coast airpark that is located on an airport with a 3000-foot-long NW/SE paved runway. The accident occurred on the airfield in a large grassy area used by RC hobbyists when they come out to play. I only aerotow from this site and do not fly during the winter. The morning was too windy to fly, but by midafternoon (the time of my launch) the wind had become variable 5-11 mph from the east to the southeast on the ground and maybe 15 mph above. There were periods of calm wind and what seemed to be thermals blowing through from time to time. The sky was clear and visibility unlimited. Several other pilots were present. I was flying a Wills Wing U2 160 with the streamline control frame and wheels, a High Energy cocoon harness and an Icaro full-face helmet. “Towing aloft toward the east, I found the air a little choppy but not too extreme; there were occasional punchy areas of lift and sink, the typical spring mixing bowl. I released early at about 1800 feet after having passed through what I thought was an area of decent lift. I spent the remainder of the flight drifting downwind pushing out in lift, diving out the back side in sink, coming around and then pushing out in the lift again, over and over again while losing altitude the whole time. The core was narrow and the edges sharp. It was all very tiring since I was pretty sore from flying the day before – the first time since October. I am not in very good shape this time of the year. “Since I was tired and the air was rowdy I decided to set up for a long conservative right-hand approach into the RC field. My downwind leg, heading west, was choppy; base and final were smooth until

“Highland,” and I wondered what I was doing at Highland. Someone said he told me I was at Highland “West” and that I laughed at this little joke. I hit a big bump of lift while coming in “When asked if I knew what day it on final at the threshold between the RC was, I thought about it and said I had field and an adjacent wheat field. All had no idea, after which the consensus was been fine until this point. quickly achieved to call 911. I could not “Now came the critical decision point remember my wife’s work number but resulting in the accident. As I was get- was eventually able to recall her cell. The ting bumped up, the first thing that ambulance arrived, there was some disentered my mind was, Crap, now I am cussion and a decision was made to airgoing to miss my spot and go really long. lift me to the nearest shock trauma unit, The next mistake was judging that I had just to be on the safe side. While waiting just gained enough altitude for a quick for the helicopter my memory faculties 360 to the left to come around for a new slowly began returning to normal. The lower final. My true altitude at this time helicopter ride was a surreal sensation of is indeterminate, but I’ll guess that I was motion, vibration and sound, with strobstill below 100 feet AGL. Going long ing sunlight reflecting off the ceiling. I would have presented no safety issues; I was in a trippy world. had plenty of clear landing area in front “At the hospital I was monitored, of me. The biggest impact would have scanned and checked thoroughly and been a longer walk back. Nevertheless, I eventually given a good bill of health. chose to execute the 360. The great folks there released me with “As I was turning I saw my altitude instructions to take it easy for a few dropping extremely fast and became very days and monitor myself for any adverse concerned but not panicky. I had false symptoms. I walked out with a cut and confidence. I pulled in as I banked left swollen nose, a minor laceration in back into the crosswind component. I then of my right knee, a slightly sore throat lost reference to my landing point, to the from helmet impact, a very sore neck, horizon and to my altitude. If I had been and the world’s worst hangover, feeling more clear-headed at this point I would extremely thankful for being spared any have turned the 360 into a 270 and major injuries. landed crosswind into the wheat field, “My helmet was returned to me at the which would have been better than what hospital; the mud residue on the forehead happened next. and chin guard area, along with the dirt “As I fixated on completing the 360 up my nose and in my mouth and my maneuver, I started pushing out and swollen nose indicated a full-face impact coming around in the turn. I watched as with the ground. The full-face ICARO the ground approached rapidly, saw that helmet and the soft ground of the wheat my left wing tip was about to impact the field were a significant factor in my not ground first, but somehow maintained having a major facial injury. I was still the false belief that I would recover it. prone when I impacted the ground and Then, like the transition between scenes there was a significant amount of dirt on in a movie, I went from the picture of my parachute, which had probably helped that wingtip to looking up at the sky cushion my impact. Both downtubes and with absolutely no memory of who I was, the lower flying wires on the glider rewhere I was or what time or date it was. quired replacement. Wills Wing repaired A whole bunch of strangers were look- a minor sail tear around the grommet for ing down on me. I had no idea that I had the right wand tensioner. Both glider and just crashed. I was probably out only for a pilot are back to flying again.” few seconds, although I actually have no idea how long I was out. In fact, I knew Conclusion: I could speak and understand English “I believe the primary factor contributbecause someone asked me a question, ing to this accident was poor judgment which I understood and answered. I during the landing phase of the flight, asked where I was and someone said, specifically, executing a low 360-degree

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turn during final approach in strong thermal conditions. Judgment may have been impacted by pilot fatigue, some laziness, overconfidence, and a lack of flight currency due to a long winter layoff. I would encourage all pilots to take things slowly after a prolonged layoff. Consider also making a commitment to avoid making 360-degree turns once the landing pattern has been entered.” Target fixation is a problem as old as aviation itself. To combat this very human tendency, pilots should continually re-evaluate their in-flight situation, and adjust their next planned courseof-action accordingly. Of course, in a

situation requiring split-second decisionmaking – like getting popped while on short final – there will be precious little time to conduct an in-depth analysis of the situation, followed by a comprehensive COA (course-of-action) evaluation and selection. The well-prepared pilot will have already have made most of these decisions on the ground – before the flight – so that his or her job in the air is reduced to a simple choice: continue with plan A or switch to plan B. The gears are well oiled to make these sorts of evaluations and split-second course adjustments when we are flying regularly and under a reasonable range of condi-

tions. After a long layoff, however, our decision-making process will initially take longer and our responses will be somewhat less certain. “Chair-flying” a wide range of possible scenarios before committing aviation can help, but there is no full substitute for recent experience (a.k.a. currency). Pilots are advised to exercise unusual caution whenever attempting a maneuver they have not executed in a long time – be it a landing under thermal conditions, an aerotow or foot launch, or any other flight-critical operation.

Writers wanted! Help your fellow pilots fly smarter and safer – share your less-than-stellar experiences and the lessons you learned from these. In hang gliding – as in any other form of aviation – firsthand lessons are often learned at great expense to the student. It is much less costly (and painful) to leverage on the lessons already learned by your fellow pilots. USHPA has accident/incident report forms, available both online and via your local instructor/observer, for your convenience in reporting an accident. These same forms can be used to submit a “flying story” describing what you did one fine day, why you did it, how things turned out, and what you (and your fellow pilots) should learn from the experience. Online form (preferred): http://www.ushpa.aero/emailacc.asp Download for printing and mailing: http://www.ushpa.aero/forms/accidentreportform.pdf Form-haters can email your narrative direct to info@ushpa.aero for routing to the accident report chairman.

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FLIGHT FITNESS

By David Jebb, davidj@ﬂytorrey.com

Hanging around on the Torrey Pines (California) launch, with marginal conditions prevailing, I park myself off to the side of the runway and watch. The study of those who fly is certainly an interesting pastime. The only persons chucking themselves off launch this day are the rookie pilots desperate for even a five-minute sled ride to the landing zone. The rest of us are hanging out for an afternoon of para-waiting. Then I observe a guy in his late for-

ties or early fifties, laying out his wing and getting set up to launch. The fastest growing segments of paragliding and paramotoring pilot communities are guys in this age range. They represent those who have finally convinced themselves that it’s about time that they start enjoying their life, after years of being fettered to their jobs and family responsibilities. They are willing to make the commitment to a regimen of training, a sizable investment in equipment and the necessary time and energy in order to obtain their certification and enjoy the art of foot-launched free-flight. While watching this gentleman set up, I conclude the following: He is 30 to 50 pounds overweight; judging by his movement he lacks flexibility; his breathing is slightly labored just in walking around the circumference of his glider.

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He flips his cigarette to the ground and then straps on his open-face bicycle-type helmet, hooks into his glider and does a forward inflation, just barely getting airborne near the edge of launch. The last thing I notice is the white soles of his tennis shoes as he gets lifted off the ground. Within a half-minute he sinks out and is soon below the ridge. I ask myself, “Why is it that the guys who are least able to survive adversity are so willing to throw their destiny to the wind?” Over the years I have seen the end results of pilots dealing with adversity when out of shape and ill equipped. Mental attitudes being equal, I think that we can all agree that those who are in better physical condition and using better equipment stand a better chance of surviving adversity. Pilots can improve flight safety and performance by

following a few simple steps. If you are overweight by 30 to 50 pounds, you’re carrying the extra weight of a complete paragliding outfit 24/7. Perhaps because it was acquired over time, it’s not noticed, until one starts hiking up a 600-foot hill, or takes a hard downwind landing. The first step towards improving flight fitness – losing those extra pounds – will ultimately result in enhanced performance and safety. Because paragliding involves a good deal of whole-body motion, flexibility becomes an important issue in kiting, launching and landing a glider. There are many ways to improve your flexibility, e.g. yoga, stretching and exercise. Achieving and maintaining good physical flexibility are key elements for preventing injuries due to the sedentary nature of our daily life. If you are the sedentary type who is now flying, you are especially vulnerable to back problems and other injuries. Stretching exercises performed on a regular basis will help increase range of motion and prevent injuries. Working on your flexibility prior to and after flying should be a programmed part of your flight procedures. I have definitely noticed that the degree of physical fitness affects one’s strength and endurance. You may think that because you’re not a high-altitude cross-country pilot conditioning isn’t essential. However, I would point out that most of paragliding accidents don’t occur on high-altitude cross-country flights. I would point out that paragliding and hang gliding are (in my opinion) the most physical forms of aviation. No other forms of aviation that I am aware of require as much strength and physi-

cal exertion. Fitness is essential for survival in the urban jungles in which we live, work and fly. I won’t lecture too long on the evils of cigarette smoking, but most smokers typically carry a carbon monoxide blood level of about five percent. This may raise your physiological altitude from sea level to about 7000 feet. A smoker is much more susceptible to hypoxia and can often feel the effects of hypoxia at lower altitude. Once a person stops smoking he or she immediately reduces smoking-related health risks and quickly derives many benefits such as having more energy, breathing more easily, and having more money to spend on other goodies. There has never been a better time and a better reason to quit smoking. There is a whole host of things that might affect your flight fitness and ultimately your flight safety. How many times have you flown with fellow pilots who are dealing with orthopedic conditions that impose varying degrees of pain, weakness, paralysis, limited range of motion or functionality? If you’re one who is orthopedically challenged, why not ask yourself if these weaknesses can be repaired, fixed or improved? If these limitations can be minimized or corrected, how much more will your safety and comfort be enhanced? Some pilots may unknowingly suffer from a degree of hypertension before or during flight. It may be possible to reduce tension by limiting the sodium (salt) in your diet, losing weight if overweight, limiting your alcohol intake and/or increasing your physical activity. A middle-aged pilot going off launch in a pair of tennis shoes and an open-face helmet would be taking risks equivalent to a baseball batter not wearing head protection, or a football lineman without shoulder pads. While young pilots are not exempt from injury, older pilots are more prone to injury and therefore it makes sense to utilize any and all protective gear that enhances your personal safety. Hang gliding and paragliding are ultimately about living life to its fullest. It’s time that we individually raise the bar another notch. Flying is a lifestyle and a way of thinking. We owe it to ourselves and our loved ones to maintain good physical conditioning in order to pursue our dreams with passion and vigor. To this end I wish you the fortitude and success to live your lives to the fullest. “I’m Safe” Checklist: Answering “yes” to the first five, or “no” to the last, should cause you to think carefully about your readiness to commit aviation. I Illness: Do I have an illness or any symptoms of an illness? M Medication: Have I been taking prescription or over-the-counter drugs? S Stress: Am I under psychological pressure from the job? Worried about financial matters, health problems or family discord? A Alcohol: Have I consumed alcohol within eight hours? Within 24 hours? F Fatigue: Am I tired or not adequately rested? E Eating: Am I adequately nourished?

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Photo: Bob Grant

Conversion of Ultralight Tugs to N-numbered Experimental Light Sport Aircraft By Lisa Colletti and Tracy Tillman

In this issue of Towline we will continue our discussion of Sport Pilot issues, particularly in regard to the conversion of our tugs to E-LSAs (experimental light sport aircraft). Converting an ultralight vehicle to an FAA-registered certificated aircraft requires an understanding of a wide range of detailed technical, regulatory, and paperwork issues that we will try to simplify for you as much as possible. Lisa: January 31, 2008 is the deadline for converting overweight or two-place ultralights used in our current fleet of tugs to FAA-registered E-LSAs. After that date, it will not be possible to convert an existing unregistered tug to an E-LSA. An overweight or two-place ultralight tug that is not converted to an E-LSA by January 31, 2008 can continue to be flown until January 31, 2010, but after that date it cannot be flown at all, as the FAA will consider it to be an unregistered aircraft without an airworthiness certificate. Very light tugs that actually meet the definition of a true ultralight may continue to tow hang gliders under Part 103 rules, without being Nnumbered, as long as USHPA’s aerotowing exemption #4144 remains in effect. Tracy: OK, what do we have to do by

the January 31, 2008 deadline to get our tug converted, certified as airworthy, and registered as an E-LSA? Lisa: One option is to go directly to the source and read thousands of pages of FAA regulations and advisory circulars to learn the details, such as the Sport Pilot Final Rule on “Certification of Aircraft and Airmen for the Operation of LightSport Aircraft” [ref. 1]; Title 14, Part 21 of the Code of Federal Regulations on “Certification Procedures of Products and Parts” [ref. 2]; FAA Order 8130.2F CHG2 on “Airworthiness Certification of Aircraft and Related Products” [ref. 3]; and other documents available from the FAA’s Light Sport Aviation Branch [ref. 4], such as “Light Sport Aircraft Registration” [ref. 5]. Tracy: Oh, a little light reading! You missed one. Encompassed in another thousand or so pages is the two-part AC 43.13-1B CHG1 [ref. 6] and AC 43.13-2A CHGH2 [ref. 7] FAA Advisory Circular document on “Acceptable Methods, Techniques, and Practices – Aircraft Inspection, Repair and Alterations.” That is the one we used for reference at the 16hour Light Sport Aircraft RepairmanInspection certification course that we attended last year [ref. 8].

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Lisa: Those official FAA documents and resources are the best ones to use, which is why we listed them, but it is very difficult to wade through all that information. Tracy: Ya think…? Lisa: For ease and practicality, the best thing to do is to just order the “ELSA Conversion Kit” [ref. 9] from the Experimental Aircraft Association (EAA) for less than 20 bucks. The conversion kit includes a very straightforward 15-page guide that explains the entire process in very simple terms, along with the FAA forms, a fireproof metal data plate, and labeling placards needed to convert an ultralight to an E-LSA. Tracy: OK, but then what do we have to do? Lisa: First, reserve a custom N-number if you want one. A reserved number is not required. The FAA will just assign one, selected at random, if you don’t care what number you get. But if you do want a special number, you should reserve it as soon as possible. The process is very easy: Just search the numbers that are currently available on the FAA’s Aircraft Registry Web site [ref. 10] and reserve the number online using a credit card. The cost is only $10, and the reservation can be renewed annually. Tracy: What’s the next step? Lisa: Second, prepare the aircraft to meet FAA airworthiness standards. This means making sure that all the hardware, covering, controls, instrumentation, wiring, engine and fuel systems are going to be considered “in a condition for safe operation” [ref. 11] by the DAR (designated airworthiness representative)/FAA airworthiness inspector. Ideally, it would mean that your aircraft components and systems would meet all the standards described in Advisory Circular (AC) 43.131B, “Acceptable Methods, Techniques, and Practice – Aircraft Inspection and Repair” [ref. 6]. However, due to the nature of ultralight design and construction, and other FAA regulations affecting experimental aircraft instruction, it is problematic to strictly apply all of the rules of AC 43.13-1B to ultralights transitioning to E-LSAs. Also, individual DARs/ inspectors may interpret each situation somewhat differently. It is the inspector’s opinion that matters, as he or she will be

Photo: Ralph Sickinger

the one who signs the airworthiness certificate [ref. 11]. None-the-less, it is important to apply AC 43.13-1B standards as much as possible to the components and systems. Examples of just a few of the things to check or change include use of aircraft-grade hardware, checking to make sure that bolts have enough threads showing beyond the nuts and that bolts that act as hinge pins use castle nuts and safety pins rather than nylocks, making sure that safety wiring is done properly, and installing proper instrumentation labels and operational placards. If you have a reserved N-number, do not place it on the aircraft at this time, if you still want to fly it. Tracy: In addition to AC 43.13-1B, I’ve found some good Web sites that have Dan Tomlinson towing up at Wallaby Ranch, Florida been developed and some good articles that have been written about conversion cluded in the EAA’s “E-LSA Conversion “E-LSA Conversion Kit.” In addition to to meet airworthiness standards, such as Kit” [ref. 9], along with specific directions documentation for weight and balance, Dennis Demeter’s “Getting Ready for about how the forms should be filled out. the DAR or FAA inspector will require a Sport Pilot” technical series in Ultralight When the FAA sends verification of your 3-view drawing or picture of the aircraft, Flying Magazine [ref. 12]. Some addition- registration and N-number to you on the a “program letter” that is basically a letter al references that are very helpful for fig- “Hard Card” FAA Form 8050-3 [ref. 17], to the FAA stating what your experiment uring out some of these technical details it is no longer considered an ultralight, it is and how you plan to use it [ref. 20], and are listed at the end of our article [refs. is considered an uncertificated aircraft. FAA Form 8130-6 “Application for U.S. 13-16]. What’s the next thing to do? You can no longer fly the aircraft until Airworthiness Certificate.” Also, have a Lisa: Third, register the aircraft by it has been inspected and certificated blank “Condition Inspection Checklist” ready for the inspector. Again, blank mailing in the FAA AC Form 8050-1 [ref. 18]. “Aircraft Registration Application” and Tracy: It is my understanding that forms and examples are provided in the FAA AC Form 8050-88A “Affidavit making small mistakes or having incon- EAA’s “E-LSA Conversion Kit.” of Ownership for Experimental or Special sistencies on those forms can create big Tracy: What about FAR 91.207? Light-Sport Aircraft.” Both forms are in- problems later, so it is very important to Lisa: Oh, you mean the regulation follow the directions and recommenda- requiring that all two-place fixed-wing tions given by the EAA in the “E-LSA airplanes must have an emergency locaConversion Kit.” What’s the next step? tor transmitter (ELT) installed. An ELT Lisa: Fourth, place the N-number, will have to be installed on a two-seat “Experimental” placard, and fireproof Dragonfly or other fixed-wing tug for the data plate on your aircraft, calculate the inspection, but an ELT does not have to weight and balance, and complete the re- be installed on a single-seat fixed-wing quired paperwork in preparation for the aircraft or on a weight-shift trike, even if Airworthiness Certification Inspection. the trike has two seats [ref. 9]. The N-number must have lettering at Tracy: Are we ready for the least three inches high and should be inspection? displayed horizontally on each side of Lisa: Yup. The final step is to have the the vertical tail surfaces or on the fuse- aircraft inspected by an FAA FSDO or lage sides for a fixed-wing aircraft . For a MIDO inspector, or a designated airwortrike, the numbering could be on a nose thiness representative (DAR). The FAA fairing or on a plate that is attached to has a list of available E-LSA DARs [ref. one of the tubes or structural members of 21] on their Web site, or you can contact the trike [ref. 19]. Dennis Demeter has your local FSDO to find an inspector. a very good article on calculating weight It may take longer to arrange for an inand balance for E-LSAs in the eighth ar- spection with an FAA FSDO inspector, January 31, 2008 is the deadline for converting overweight or two-place ultralights used in our ticle (March 2004) of his series [ref. 12], but they will not charge for the inspeccurrent fleet of tugs to FAA-registered E-LSAs. and examples are also given in the EAA’s tion. An E-LSA DAR may have better

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availability, but it is common for them to charge $300 to $400 for conducting the inspection. The aircraft must be complete and flyable and in a safe condition for operation [ref. 14]. Having engine and airframe logbooks that document all previous maintenance or inspections will help the inspector to determine that the aircraft is safe for operation. When the DAR or FAA inspector gives you your airworthiness certificate he or she will also specify “operating limitations” for your aircraft, which are considered a part of your airworthiness certificate [ref. 22], and which are based on the “program letter” documentation that you developed for the inspection. Among other things, that letter should describe the aircraft’s use for towing unpowered ultralights and LSA gliders, per the following statement from part 144.d(14) on page 145 of FAA Order 8130.2F CHG2 [ref. 3]: “No person may operate this aircraft for compensation or hire, except this aircraft may be used for compensation or hire to conduct towing of a light-sport glider or an unpowered ultralight vehicle in accordance with § 91.309. NOTE: When operating limitations (13) and/or (14) are used in place of limitation (12), limitation (13) applies to flight training and will expire January 31, 2010. Limitation (14) applies to towing, which has no expiration date.” Tracy: That is an extremely important statement, and verifies the ability for us to use our converted E-LSAs for towing indefinitely, whereas converted two-seat trainers can only be used for training until January 31, 2010. Would the tug now be ready to use for towing again? Lisa: Not quite. The “operating limitations” will specify a test-flight program period that will consist of a certain number of hours that are to be flown in a certain area until your test-flight program is completed [ref. 13]. This flight testing is meant to show that the aircraft is safe and controllable throughout all normal maneuvers and has no hazardous operating characteristics [ref. 22]. Tracy: Anything else? Lisa: After the tug is certificated as an E-LSA, the owner may continue to maintain the aircraft, but the aircraft must be inspected annually by an A&P mechanic or an LSA (maintenance) re-

pairman. The owner can perform their own annual inspection if they obtain an LSA (inspection) repairman certificate, by attending a 16-hour LSA repairmaninspection certification course. Because it is now an N-numbered aircraft, it can now only be flown by a pilot with a sport pilot (or higher) license, and it can only be flown for towing by a pilot with a private pilot (or higher) license with a tow endorsement. Tracy: Wow, that’s a great overview on what to do! However, the devil is in the details – and there are lots of details. The list of essential references provided below will guide readers to some excellent sources of detailed information and examples for converting an ultralight to an E-LSA. We’ll follow up with more information about requirements for tow pilots and maintenance in our upcoming columns.

References: 1.”Certification of Aircraft and Airmen for the Operation of Light-Sport Aircraft.” Sport Pilot Final Rule, FAA docket number FAA-2001-11133, July, 2004: http://dms.dot.gov/search/document.cfm? documentid=289219&docketid=11133 2. “Certification Procedures for Products and Parts.” Title 14 CFR 21.191(i)(1) : http://ecfr.gpoaccess.gov/cgi/ t/text/text-idx?c=ecfr&sid=be258181b80d 858cf96e35c6829561b7&tpl=/ecfrbrowse/ Title14/14cfr21_main_02.tpl 3. “Airworthiness Certification of Aircraft and Related Products.” FAA Order 8130.2F CHG2: http:// w w w. a i r w e b . f a a . g o v / R e g u l a t o r y _ a nd _ G u id a nc e _ L ibr a r y/r g O rd e r s .nsf /0/18b1d6 4bc8f 9 0136862571d4 0 072d8e1/$FILE/Order%208130F%20wit h%20chg%202%20incorporated.pdf 4. FAA Light Sport Aviation Branch information: http://www.faa.gov/about/ off ice _org/ headquar ters _off ices/avs/ offices/afs/afs600/afs610/. 5. “Light Sport Aircraft Registration”: http://www.faa.gov/licenses_certificates/ aircraft_certif ication/aircraft_registry/ light_sport_aircraft/ 6. Advisory Circular AC 43.13-1B CHG1: http://www.airweb.faa.gov/ Reg u lator y_ a nd _Gu ida nce _ Libra r y/ rgAdvisor yCircular.nsf/0/C827DB9B A AC81B86256B 450 0596C 4E?Open Document 7. Advisory Circular AC 43.13-2! CHG2: http://www.airweb.faa.gov/

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Reg u lator y_ and _Guidance _ Libra r y/ rgAdvisoryCircular.nsf/ACNumber/E53 3BB05389C90E486256A54006E47B2? OpenDocument 8. “Light Sport Aircraft Training Providers”: http://www.faa.gov/aircraft/ gen_av/light_sport/media/repairman_ course_listings.pdf 9. “E-LSA Conversion Kit”: http:// shop.eaa.org/html/elsa_conversion_kit .html?cart_id= 10. FAA Aircraft Registry Web site: http://www.faa.gov/licenses_certificates/ aircraft_certification/aircraft_registry/ n_numbers/ 11. “Preparing for an Airworthiness Inspection” by Michael Huffman, EAA Sport Pilot and Light Sport Aircraft magazine, April 2006. 12. “Propwash: Getting Ready for Sport Pilot” (9-part series) and “Propwash: Hard Facts about Hardware” by Dennis Demeter, Ultralight Flying Magazine, July 2003-May 2004. 13. “Sport Pilot Aircraft Certification Guide” Web site by Bill Czygan: http:// spt ra in ing2 .blog spot.com /2 0 05/02/ sport-pilot-aircraft-certification.html 14. “Guide to Converting your Ultralight to an Experimental Light Sport Aircraft” on ASC Web site: http://www .aerosports.org/new_page_18.htm 15. “Twisted Tails: Keep Your Act Together with Safety Wire” by Ishmael Fuentes, Kitplanes magazine, May 2006. 16. “Wingtips: Nicopress Fittings” and “Wingtips: The Fine Art of Making Cables” by Dennis Pagen, Ultralight Flying Magazine, December 2005 & February 2005. 17. “E-LSA Application” on ASC Web site: http://www.aerosports.org/elsa_appl .htm 18. “The E-LSA Registration” by Jim Groebner, EAA Sport Pilot magazine, December 2006. 19. “How to Get You Aircraft Ready for Sport Pilot” Web site by Amy Wiley and Chuck Wales: http://wileywales.com/dar .html 20. “Program Letter” example: http:// wileywales.com/dar98CW%20Program% 20Letter.pdf 21. FAA list of available LSA DARs: http://www.faa.gov/other_visit/aviation_ industry/designees_delegations/media/ DAR-Lightsport.pdf 22. “Transitioning your Ultralight” by Mary Jones et al, EAA Sport Pilot magazine, January 2005.

DVD Review: Paragliding – Learn to Fly By Thayer Hughes, staﬀ writer

created by two recently qualified French dangers such as airflow around hills and pilots who were having difficulty finding mountains, and more are covered. And, quality detailed, yet easy to understand, of course, no quality instructional video paragliding information. So, armed with would omit explaining flight rules, the prior video experience and fresh view- priorities among different aircraft catpoints on what was needed, François- egories, and the importance of underXavier Gourvès and Pierre Barthe have standing the ridge rules before the new created 109 minutes of solid paragliding pilot’s feet ever leave the ground. foundation basics to build upon. In the latter bonus portion of the DVD, With the investment of months spent Russell Ogden, 2003 and 2005 British just on the quality color video 2D/3D Paragliding Champion and Ozone test animation and video sequencing, each pilot, talks about the process used in of the six DVD chapters clearly illus- wing design, from concept to final testtrates and explains the basic, yet some- ing. He also shares valuable advice aimed times hard-to-visualize, concepts that towards beginners and intermediates inall pilots must firmly grasp in order to cluding choosing a flight school, buying fly safely. The nearly two hours of video a first glider and tips for dealing with (or comprehensibly cover the theoretical and avoiding some of the causes of) fear in practical bases, beginning with expla- flight... things best contemplated before, nations of paragliding equipment, wing rather than after, having to clean a nasty and harness, and important safety fac- spot from your harness seat. Because this DVD is aimed squareWith a fresh flying season ahead of tors involved. Next come the basic prinus, there are many new beginner pilots ciples of how wind and airflow affect a ly towards the new pilot, instructors, learning the ropes (or “lines,” as it were), wing, and the importance of pre-flight schools and clubs should also consider and plenty more newly minted inter- planning. Moving on, the DVD explains picking up copies to supplement trainmediates who should brush up on their how to prepare the equipment for flight ing curriculum or assist with introbasics before taking to the air in safety. and gives demonstrations and tips from ductions to paragliding. Paragliding And whether you are currently enrolled the pros on forward launching, reverse – Learn to Fly is available online from ushpa.aero or directly from the producin a flight school or have recently earned launching and basic wing handling. your wings, this month we review a DVD Another chapter devotes itself to the ers’ Web site, www.learnparagliding that you will find very informative and aerodynamics of just how a paraglider .com, in both NTSC or PAL format. educational. flies, illustrating the concepts of lift, drag, The producers’ Web site also offers some Paragliding – Learn to Fly is a com- glide ratio, minimum sink, and speed-to- screen shots and a nice trailer video to prehensive tutorial video intended for all fly. A following chapter deals with the give you some flavor of what is included. beginner and intermediate pilots wishing meteorology that directly and indirectly to freshen up on newly acquired skills affects a paraglider in flight. Fronts, what gained during early training. Released causes dynamic and thermic lift, breezby Kitchen Productions, the video was es, clouds, turbulence and convergence,

March 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

Kenny Bryenton was born in Boston, Massachusetts, in 1937. He is 69 years young, and more enthusiasm for hang gliding you will not find in one person. I interviewed him last spring while he was on his annual pilgrimage to Torrey Pines for the good springtime flying. After getting to know Kenny I cannot help but believe that he knows the Secret of Life. It appears to involve flying hang gliders and making people laugh.

C]ffq :jq]flgf k J]eafak[]f[]k gf ,( Q]Yjk g^ @Yf_ ?da\af_ Article and photos by John Heiney March 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

JH: When did you start flying hang gliders? KB: 1967 or ‘68. I am not sure. I would have to go and look in the archives of the Tribune. Of course I had to build my own back then. We didn’t have anything like what we are flying now. JH: Have you flown every year since you started? KB: Yes, except for one year. I couldn’t fly because I had a heart attack. JH: How did you know how to build the glider? KB: I saw a picture in a magazine. It was not quite to scale. It was more like a banana. I used one-inch tubing so I had to have two cross spars. I used rip-stop nylon and ski rope instead of cables. I had to put lots of supports on it because it was so willowy. I flew it behind a boat first, for safety. I released it and flew down to the water. Then we started towing it on the beach behind dune buggies, and then the desert. JH: With no parachute and no helmet? KB: No parachute and no helmet. (Smiling, chagrined and shaking his head) JH: Where did you first foot-launch your self-made hang glider? KB: Almost a mile south of Balboa Avenue, on Genesee Avenue in San Diego. There is an apartment building there now, but there was a small hill there then. On the first flight I nose-dived. I made adjustments to the ropes to change the basetube position and got it to fly just perfectly. (smiles) Well... I made several flights there, and then I looked for a higher hill. I found San Clemente Canyon Park and flew there. JH: How long until you got a factorymade gilder?

Kenny and his Falcon

KB: At least five years, but I made many more myself, each one an improvement over the last. JH: Why have you continued to fly so long? KB: Oh! How many people get their dreams fulfilled? I dreamed of flying. JH: Where do you live? KB: Ontario, Canada, but I plan to move back to Southern California. JH: What sites do you fly when you are in Canada? KB: I have flown Calgary, Thunder Bay, which is in Ontario, and I have flown on the East Coast. I finally got to fly on Prince Edward Island. The highest cliffs on Prince Edward Island are about 30 or 40 feet. Last year I managed to fly there in high winds. JH: Do you fly as much when you are in Canada as when you are in San Diego? KB: Not in Ontario. The only way I can fly in Ontario is by towing, and that is like kissing your sister, you know. I just have a scooter-tow and I can’t get up high enough to search around for a thermal. Then I have to impose on my non-flying friends to get me up there, and they all disapprove of my flying because my exwife has been sure I would kill myself. None of my kids were allowed to fly. I have flown in Quebec, but there is no good place to fly in Ontario. That is why I am planning to sell my farm and move back to Southern California. JH: Have you done any cross-country flying? KB: The first time I ever flew with a parachute was at Big Black Mountain. It gave me so much more confidence that I was able to fly out of the valley for the very first time. I landed behind my buddy’s house in Ramona, and I was just so excited. I was beside myself. I was so thrilled to be able to do that. (grinning) JH: Do you know how many hours you have? KB: Once I got over a thousand hours I didn’t bother keeping track any more. JH: Do you fly any other aircraft? KB: I had my pilot license, but all the flying I like to do is illegal. I like to fly 50 to 100 feet off the ground and watch the

March 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

trees go by. At twenty thousand you can’t tell if you are moving. I like to land out on the highways if there is no traffic, and land in the farmers’ fields and land out at the desert and fly down through canyons and fly through the clouds. You are not allowed to do any of that stuff. JH: Did you get in trouble for that kind of flying? KB: Well, I did get caught. I’m pretty lucky, actually. My partner used to say, “I’d rather have your luck than a license to steal.” JH: Have you had any serious injuries? KB: Just once. I had a concussion. I was soaring my modified home-built standard rogallo at Torrey Pines. My experimental applied trailing edge eventually made the glider uncontrollable. I got turned toward the cliff at the North Face. I might have gotten back in control, but there were some people standing at the cliff’s edge. I had to continue the turn to avoid them and flew into the ground. I didn’t know who I was, so they took me to Scripps Hospital. JH: What is your philosophy of life? KB: I try to be up all the time. I try not to be negative about anything. I always try to look on the positive side. JH: Heard any good jokes lately? KB: When Canadian geese fly in the “V” formation, do you know why one side is usually longer than the other? ‘Cause there are more geese on that side. JH: Do you have a most memorable flight? KB: One flight was at Soboba

Kenny deomonstrating his philosophy of life

“I ﬂy just for the sheer joy of being in the air.” – KB

[Southern California]. I rode up the mountain in the back of a truck with Bob Wills at the wheel. I was never so scared in my life. We were going up so fast! I was a stock-car driver, so I was used to speed, but we were on a single-lane road, and we couldn’t see if someone was coming from the other way. I got over to the side so I could bail out. I was flying my own home-built Phoenix 6-B copy. The air was so smooth and so buoyant that I flew way out over Hemet. I had been up for three hours so I decided to land. At about 100 feet AGL I got a pop and instinctively turned in it. I got right back up above launch again! To get back up like that after having my legs down for landing was just a great thrill. I flew three hours and 45 minutes on that flight. JH: Do you have a favorite flying site? KB: I would have to say Torrey Pines is my favorite flying site, although I was really impressed with Point of the Mountain [Utah] for a smooth inland flying site that is just unbelievable. JH: If you could change anything in your life, what would you change? KB: I should have moved to California sooner. When my dad bought me a motorcycle when I was 15, I was looking at a 125 cc. My dad said, “I don’t know much about

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two-cycles. Maybe we should get the 250 cc four-cycle.” And stupid! stupid! stupid! me, I said, “I like this one.” And I didn’t have it a week and I realized it was too small. I could not take anybody on the back. As it was, I broke my hand on the little one. If I had gotten the big one I might have killed myself, so it might have been a blessing in disguise. So actually I don’t have any regrets. (smiling) JH: When did you first come to Torrey Pines? KB: The first time was three or four weeks after my first flight. JH: Tell me about that day. What glider were you flying? KB: I was flying a glider that I had built myself, which had no kingpost. I wasn’t sure where the best place to launch was, so I launched from the North Face. Of course my glider wasn’t very efficient, but all I had to do was get off. I think I was the most tense that I’ve ever been, because it was so high compared to where I had been flying. It was so sudden. One step and you were totally committed. Everything went fine. My glider flew well. I flew down to the beach, and then I had the “hardly waits.” I could hardly wait to go again. JH: It wasn’t soarable that day? KB: No. I flew here almost two months

flying more than her. She must be right, because we are divorced now and I am still flying. (smiling) I think it is just what Leonardo da Vinci said. Once you have flown, you are not happy walking the earth. You just want to get back and fly more. It is probably the only thing I have done in my life that I would do if there was no one around to watch me. I do it just for the sheer joy of being in the air. I don’t have to show off for anybody. I just love it. JH: I have heard about those people who like to show off. What did you do for a living before you retired? KB: I was an ironworker. Also, I had my own welding shop in Lakeside for seven years. JH: On any day at Torrey Pines you can be seen talking to spectators in between your flights (which are numerous). You let them lift and get the feel of your glider and you explain how it works. Why do you do this?

before it was soarable. The first time that got a big enough glider for two people we I took off here when it was soarable, other went to Horse Canyon. They flew about pilots were flying. Al Adams was here. I a half hour and landed. When I landed launched and for the first time I went up I ran over to see how excited Becky was instead of down. I made a big wide turn after waiting all this time for her first at the end of the North Face and flew out flight. She had a glum look on her face, of the lift band and landed on the beach. and I thought, What could have gone I was so upset! I thought, Darn, why wrong? Just then in an inspiration I said, didn’t I make that turn sharper? I was so “Boy, I had to come down and land. I pumped up that I grabbed that glider and was afraid I was going to be sick. It was carried it up the trail without disassem- really turbulent up there.” Her face lit bling it. Al was flying over and he said, up! She was afraid she would not be able “I’ve never seen anybody do that before.” I to fly again because she had gotten sick. took off from the North Face and soared Normally I don’t think that fast. (smiling for a half hour. widely) JH: Who else was flying here then? Later Rich and Becky went to the KB: I remember the Wills broth- Owens Valley and set an altitude record ers, Chris Price, Bill Liscomb, John for two people on a hang glider of 18,000 Lindbergh, Chip Creach, and Rich feet. Matros. JH: What does hang gliding mean to Rich Matros’s wife Becky was a very you? experienced driver. When Rich finally KB: My wife was sure that I loved

The Secret of Life involves hang gliders and making people laugh.

KB: It’s almost as much fun as flying to see their faces when they pick up the glider and they raise the nose and the wind picks the glider up off their shoulders. Just seeing the joy on their faces and the surprise, is worth not flying for a while. If I can bring a smile to somebody’s face it is so satisfying to me. I always wanted to be a teacher, and I got my teaching credential. When you are teaching someone and they get what you are saying, it is such a feeling of accomplishment. And of course I always start with the good-looking ladies. (laughing)

March 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

Our soaring home-away-from-home

Photo: Jeff Goin

Humanity has always considered levitation magical. Many of us have dreamt of it in our youth and a few have pursued the dream through foot-launched flight. A recent paramotoring/soaring trip to Mexico’s Baja Peninsula was my most magical experience to date. What’s surprising is how the ridge of this story was not the most exotic, the tallest, or the steepest. In fact, its virtue became its smallness – the smallest I’ve ever soared, and I’ve soared some small ones. This trip was part of a flying, floating odyssey aboard Jeff Hamann’s 50-foot catamaran sailboat, the Gloria Maris. We had our power units there along with mountain soaring harnesses that we could wear or carry along. After a couple of days exploring with power, we stumbled on a promising site. It looked nicely soarable and had this perfect little landing. Alas, it was too late

Putting the motors to good use while we soar, south of camp

to try it that evening. The next morning, after breakfast, we set out for shore with rations, stuffing everything in the motors’ pouches. Laden with food, drink, mountain harnesses and a tarp we launched for our newfound promised land. It felt like an epic day of play ahead. After landing, we set up camp using our motors for tent poles, then donned our little soaring harnesses and hooked into the wings that brought us here. Magic started early. The taller of ridges was south of us. Shallow enough to walk up – about a 35º incline – we could inflate our wings on the beach and then kite up the hill. That’s so much easier! Done right, you’re pulled uphill with minimal effort. Gotta love a free ride. Each step begets stronger lift until you can turn around to run up the hill. Strides get longer and lighter and then give way to flight. Sand and rocks recede as you climb in the lift band. Magic. I would frequently let myself get lifted while reverse kiting and just continue to fly that way – a skill that I thank Alan Chuculate for showing me. Taking flight at the hands of wind’s puny perturbations originally came from mother necessity. Over a year before the subject of this story, during a PG/PPG (powered paragliding) trip to La Salinas, Mexico, strengthening afternoon winds tilted to blowout. We certainly weren’t going to motor in this gale, and the

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famous ridge behind us would be even worse. But the beach was wide, soft, and smooth. Yes the wind was strong, but steady too, so I opted for some highwind kiting practice. Fellow soar-freak Phil Russman went for his camera (no surprise) to record the carnage. Lo and behold, it was manageable. Being on a 22-meter wing didn’t hurt, either. After kiting on various small beach items I looked for a bigger challenge. How about the volleyball pole? It was sturdy and nearly a foot wide – perfect! Things went well at ﬁrst as I scaled to the top. That was cool. But after a moment, the carnage began. A gust forced me sideways. No problem, I’ll walk/kite across the net. That worked! Brieﬂy. This is cool, I thought, until the wind waned. No problem – I drifted to the ground, still kiting nicely. Then the rear lines pressed the net. Uh oh. That pulled the wing back, which forced it harder on

Above camp, heading north

Photo: Jeff Goin

Photo by Jeff Hamann, graphics by Jeff Goin

Soaring Small By Jeﬀ Goin

It’s just wide enough. Phil does a turn as efﬁciently as possible to stay in the lift band on this motoring wing.

lucky to walk away, still airworthy, with only a bent finger and sore back. All this was on the ridge’s larger south portion. Time to try the other side. It actually proved easy to cross the ravine without landing but it was more fun to land, slurp some drink then run up the other hill again and into flight. Eventually we started looking for little challenges and exploring the smaller reaches. The ridge shallowed to the north, gradually becoming flat. I started to experiment with how far north I could go and still make it back. What I found was truly amazing. The shape and wind were so perfect that I could soar down to about a fourfoot ridge. Phil joined me and we started pushing the envelope, swooping down to the sand, sliding then coming back into the lift band. At first, grabbing handfuls of sand was the trick, but that became too easy in this condition. There were rocks jutting out between the ridge and waves. We would alight on them from the ridge lift and just stand there. Kiting. Laughing. I did things that I’d never been able to do anywhere else. The soft sand mitigated some risk but, of course, it still lurked. We were playing a game of capture the cup – swooping down on a cup, picking it up then dropping it for the other pilot. One time I got a little too heavy-handed and pulled

Photo: Jeff Goin

inconveniently from the edges. All bad. But we formulated an out for that possibility – move sideways and land between the buildings. Plus we would keep speedbar and trimmers (my motor wing has these) in reserve to further reduce the nast-o-meter. It worked! We spent a couple hours taking turns soaring the building – kiting into the lift band, running along the wall then up, up and away. Well OK, at least up to 12 feet or so, moving back and forth along its 80-foot length. We could alight on one of two palm trees adorning its tiny lawn. Amazing! At first it was actually pretty easy. The strong wind was almost our flight speed so we could stay out in front of the building by 10 or 15 feet. It became more challenging with subsiding wind (less than 18 mph). The least little turning error, too wide, too inefficient, would dump us. Getting aloft was the most fun, though – kiting to the right place until Phil Russman captures the action at La Salinas being plucked upward or running along the D lines. Down came the wing, lean- the wall and leaping into flight – just like ing toward the other pole and dragging in my youthful dreams. The bunch of us, including mostlyme. Problem! It hauled me and that pole clean out of the sand. When everything motor pilots Michael and Jeff Hamann, stopped, I looked up to see Phil hovering consumed ridge lift with glee. It was easy above me with the camera rolling, laugh- flying but still carried risk, especially on ing. Great. “Now, would you mind help- these mountain harnesses with no back protection. One pilot sank out and landed ing?” I asked. The well-known and often-flown crosswind on rocks. That hurt – he felt La Salinas ridge rises 800 feet about a mile back – it’s the primary pilot lure. One common stayplace is the PG/PPG-friendly Baja Seasons Resort. It sports a small 14-room two-story building along the beach. On this day, it was aligned nicely perpendicular to the wind – the strong, steady wind. Phil made me do it. He did it first, in fact. I kept thinking about how nasty-painful going over the back would be: concrete, tiled roof wing-grabby things jutting

Phil doing a sand-scoop March 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

Photo: Jeff Hamann Photo: Jeff Hamann

things, using the wing as a silent motor – pulling, guiding, and levitating at the slightest input. Of course it didn’t always go as planned, but learning what worked and what didn’t was part of the fun. This type of wing interaction does more to improve handling skills that many hours of boating around. Nothing wrong with boating around, mind you – we did it plenty to relax – but this was where magic was made. a quarter-turn spin. Oops. My wing reThe ridge itself was essentially sand, so covered immediately upon reducing brake even rubbing it occasionally wasn’t a big pressure and I stayed in the lift. But I deal. Getting blown back was uneventful, got the message: Chill out and pay closer too, since it was ﬂat – just kite back to the attention. lip and re-launch. We kept playing, of course, with a bit There was, however, a bush. Not just more reservation. any bush: Velcro bush. It guarded a Even more fun was landing oh, so popular mid-section of the ridge. We softly in the seated position and just sit- each visited Velcro bush at least once. ting there – kiting – a few feet in front of The resulting extraction was a thorny 15the ridge. We could lean the wing over minute ordeal. I don’t think any of us did so it would start pulling, sliding us in it twice. the sand. Nudge the brakes a tad to get We all spent a full day here. Phil and lighter, slide faster, get lighter, acceler- I spent a second day, cavorting again ate and soon be lifted, laughing through with wind and sand and cups and rocks. the climb. Time and again we did these What a refreshing experience, to soar

until we’d had enough, then motor back for a nice dinner while reliving the day’s experience with friends. Watching Phil’s incredible HD footage of the day’s flying was icing on an already tasty treat. There were many other fun aspects of the trip but this was special. And it expanded what I thought was possible with our simple craft. In ways, paraglider flying is more like surfing than like flying an airplane. Its simple controls allow incredible precision for those willing to learn. Flying is magic; this was a brew of that magic that I’ll not soon forget. It’s too bad such locations are rare because the skills learned confer a finer mastery of energy, wind, ground and wing. I’ve got a lot to learn, for sure, and look forward to more such opportunities whenever I can. Now, about that dirt pile near home…

Phil and the author kiting/balancing on the rocks March 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

FLYING THE FREEDOM

INTRODUCING NORTH WING’S NEW NICHE GLIDER

Rarely in the history of hang gliding design has there been the introduction of an entirely new concept. I can think of shaped battens, outriggers, double surfaces, truncated tips, radial tips, curved tips, airfoil uprights, VG systems, reflex bridles, dive sticks and Mylar leading edge inserts as being sudden new innovations which moved performance or safety up a notch. These changes all took place in the first decade or so of our evolution – 25 or 30 years ago. More recently, the advent of cantilever cross bars and topless gliders was the radical step forward in design which incremented performance. But for much of our three and a half decades of existence, progress has been made in slow gradual steps, each new idea building on or refining earlier design elements. That’s how it should be, since safety and acceptance are key to success in this game. Indeed, there have been many innovations which were ahead of their time, perhaps requiring too much a leap of skill or adding too much weight (imagine the protest if a designer would have introduced a topless glider weighing 75 pounds back when second- or thirdgeneration gliders were weighing 50 pounds). No doubt some would argue that the topless revolution of the ‘90s suffered from some of these drawbacks, but that argument is best left to beer-addled post-flight pilot powwows. Now, along comes a new glider – the North Wing’s Freedom – which reverses the trend towards more weight, more difficulty, as progress marches onward. In truth, I don’t know if we should consider the Freedom a new concept or a complete synthesis of previous ideas. It doesn’t matter, for the end result is what many of us want and dream about in our flying fantasies: a glider that is easy to handle and land, stingy on the weight and generous on the performance potential.

THE LOOK OF FREEDOM

For 15 years I have been talking to anyone who would listen about an interesting experiment. Taking a cue from those great-climbing single-surface gliders of the past, I wanted to see a highaspect-ratio, single-surface glider with a tight sail and the batten density of current high-performance gliders. The idea

is that the single-surface airfoil develops a higher lift coeﬃcient than a doublesurface airfoil and thus the potential for a better sink rate. But single-surface gliders generally were made with low aspect ratios and loose sails to focus on ease of handling and landing. That is as it should be, for their primary market was schools and new pilots. But still there is an

The Freedom’s curved tip and sleek lines show the form of the thoroughbred hi-per gliders.

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A close-up of the curved tip

The simple, no-nonsense control-bar corner bracket assembles with a bolt, castle nut and safety pin.

Here’s another wrinkle (or lack thereof): The glider I had to play with sported a 100% Mylar sail. The cloth was PX10, the kind with the black thread net under the overlay, which you see on the big-boy topless stud gliders. That’s a hoot. I felt I was truly flying a new concept wing and didn’t feel I suffered from a lack of handling (see below) and no doubt had enhanced performance from the lowstretch cloth. This sailcloth is an option on the Freedom. As mentioned above, the Freedom doesn’t have a VG system as we know it, but the rear haulback tang has what they call a “fine-tune crossbar adjuster.” What you can do is change the position of a pin in the tang to vary how far back the crossbar is pulled during setup. There are three positions and you can go from a very loosey-goosey easy floater to a glider with more zip and positive feedback. I describe the effects I felt in the section on flying below. Other Freedom features we’ll mention in passing include safe-edge uprights, a kingpost hang system, a nose cone (not always used on a single-surface), three reflex bridles per side and an optional curved basetube with nicely padded (and insulated) hand grips. Safeedge uprights are faired (i.e., teardrop cross section) tubes with a rubber insert at the rear completing the teardrop shape. These uprights are fairly common on gliders, but for one who flies mostly highperformance gliders that do not use them, it is always a pleasure having these softon-the-shoulder, easy-grip uprights on a glider. Certainly they are very comfortable and comforting to a new pilot.

opening to expand the limits of singlesurface design. And I believe that Kamron Blevins, North Wing’s designer, has done so. Voila, the Freedom. The only thing the Freedom doesn’t have in keeping with my concept of the ultimate single-surface cruiser is the batten density of a topless and a VG system. Kamron had to make some choices. For lighter weight and setup convenience (and lower price), he used seven battens per side as opposed to say 10 on a comparable topless glider. The aspect ratio is 6.2 compared to 7.2 or a bit more on a topless glider. There is some debate whether or not a singlesurface glider would be able to control the washout with a higher aspect ratio. The Freedom does have curved fiberglass tip wands, which make it sleek and modern looking as well as efficient. Perhaps this is the first time such tips have been used on a single-surface glider. In truth, the Freedom is not strictly single-surface, for such a sail would produce too much drag at higher speeds (lower angles of attack). It has 35% of under coverage, but the high mean camber is preserved. While we are looking at the sail, we should point out that the Freedom has a leading-edge pocket with a Mylar insert to help maintain the pristine airfoil shape at higher FLYING FREEDOM speeds. That’s unusual for a simple singleThe glider came to me in the middle surface ship. of November, normally a time when only March 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

A close-up of the Freedom’s haulback attachment reveals the three-hole tangs that allow for sail tension adjustment.

Polar Bear Club members go out to fly. But this late fall was an exception here in the Northeast. While other parts of the country were wondering what happened to the promise of global warming, we were basking in Bahamian temperatures – well, at least Carolinian temps. So I went soaring week after week until the Christmas commercial season. I had one scratchy sled run and then multiple multiple-hour flights. I’ll describe a couple since they illustrate the capabilities of the Freedom. Perhaps the first thing the curious want to know about a glider of this type is, how does it perform? We can pretty much figure it is light and docile, so what else is there? A pilot seeking to transition up wants as much performance as he/she can handle. A pilot transitioning down (as a second glider or a lifestyle change into easier flying) wants to know how much performance he/she is giving up. Here’s my take on sink rate: I flew with

Photo: John Heiney

Safe-edge streamlined uprights and a well-padded belly bar make this single surface racer look…well, racy.

Kamron Blevins of North Wing on his latest design, the single-surface Freedom, at Dog Mt., Washington

between a Falcon (with its lesser aspect ratio), for example, and a Litespeed (with its higher aspect ratio). All else being equal, size (or rather wing loading) does matter in sink rate. I noticed that I could slow the Freedom down to 19 mph, as judged by my Flytec, in comparison to 21 mph for my topless gliders (same instrument, same position). Slow speed helps You have to look below the wing to say with thermal efficiency as well as landing ease, assurance, “Yep, it’s a single surface.” of course. Conclusion: I would give this several topless gliders in light to moder- glider an A on sink rate. ate thermals topping out about 1200 The interesting part of my test profeet above the launch point. Throughout gram was that we ended up flying several every flight we traded places being top times from a site known affectionately as cat, according to who found the thermal the Super Bowl. Two long, long ridges first. When I was climbing near another (one of them extends from Pennsylvania glider, it didn’t appear that I gave up any- to Tennessee) run parallel about five thing on climbing ability, and I especially miles apart and end up joining to make a think that handling gave me an adjust- bowl that wells up everywhere with lift in ment advantage if any sudden thermal winds from 180 to 250 degrees. Nothing pothole or surge was encountered. I felt wrong with that except the bottom has a quite comfortable working close to the healthy crop of trees that extend out far ridge or other gliders in this ship. Note enough to give a pilot pause, especially if that the Freedom I had is 171 square he is flying a single-surface glider. In fact, feet, a size proper for my weight, lying I have never flown one there before, only

know of one pilot who has decades ago (he didn’t make the landing fields, but put down in a small logging area that has since grown over) and helped one paraglider pilot fly off in ideal conditions (he made the nearest fields with not a lot to spare). The day I first flew the Freedom, it was obviously soarable, but I didn’t know if I could reach beyond the closest fields. The official landing spot (official only because it is huge and the Amish farmer likes us landing there) is one and a half miles out. That day I got up and out with 700 feet to spare over the landing. The air was buoyant and after an hour and a half, I rode a lifting line home. The second time I flew the Freedom from this edgy site, the winds were honking. It was at least 15 mph at takeoff. I again had to consider the fact that I was on a single-surface glider. Then I thought, “What the hell, it’s a rental!” I put the haulback on the tightest position and went flying. It turned out that the winds were cycling between 15 and 20 aloft according to my Flytec, whose

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it is sane to ﬂy a topless, with ample safety margin. So that’s a B grade on glide or, if you consider the Freedom’s class, it’s on the honor roll.

Photo courtesy North Wing

FEELING FREE

The Freedom at Chelan Butte, Washington

internal GPS provides a wind reading. We only got to about 900 feet over launch that day, partially because we couldn’t follow the thermals back too far. I was careful to keep a 45-degree angle to the front of the ridge, and even then determined that I lost more than I gained returning back out in the sink and headwind. So the ploy I used was to track upwind in a lift line, hit the core and take it back about to the top of the ridge. We all hung high like sailors swaying in a crow’s nest in a fresh blow. When it came time to land, we were in the far corner of the bowl that favored the wind direction. The GPS indicated I was 1.6 miles from the landing zone, directly upwind. I looked at the numbers. I had 600’ over takeoff, giving me 1650’ over the landing field. I headed out, flying 30 mph, while watching the wind reading on the Flytec deck. I was crawling directly into the stiff headwind and observed that it didn’t change with altitude all the way down until it was time for me to pay attention to the landing. I barely reached the landing field with enough clearance

to make one hooking turn and level out to final. (Of course, there were plenty of other suitable fields along the way, but I was on a mission from god to test this glider.) Later I calculated the numbers. Normally, I don’t presume to present hard values for maximum glide or sink rate because it is too hard to get accurate figures, as anyone who has tried to get a polar for their glider will tell you. But in this case, perhaps the most important thing to know is how the Freedom will handle higher winds. The calculations indicated I achieved a 5.28-to-1 glide over the ground. That doesn’t sound like much, but if we assume the headwind was 15 mph, and my flying speed was 30 mph, my net progress over the ground was then 15 mph giving me a sink rate of 2.84 mph or 250 feet per minute. That sounds about right. Now, if I had been flying in zero wind, this sink rate and my 30-mph forward speed would result in a glide of 10.5-to-1. If I were to slow to best glide speed in still air (around 26 mph), I perhaps would add a half-point of glide to achieve 11-to-1. This maximum glide is about 2 points of glide below that of a topless glider and I judge it to be true within a 10% error (sources of error are the headwind reading and the exact altitude lost). Clearly a topless glider gets a better glide than the Freedom – other comparisons in light winds demonstrated the similar numbers – especially at higher speeds, but I am now confident I can fly the Freedom at any site in my treeinfested region in any condition in which

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Handling is where this glider really shines. Of course! The reason to have a single-surface glider is to (1) enjoy light weight – at 54 pounds, I could haul the glider to launch without a twinge of physical regret, and (2) enjoy the light handling. When I first flew the Freedom it was set in the middle haulback hole. I felt the glider respond as I nudged it like a finely trained walking horse. In most situations there was no hesitation and little force involved. I felt I could put the glider anywhere I desired, except in the strongest of thermal shots, but even then all I had to do was wait a bit longer and the glider would respond. There was no necessity to pull in for extra control speed. Landing in the middle adjustment position took little or no cerebellum sweat. I just focused on where to set down so I wouldn’t have to walk too far to the cooler. Flaring was automatic and the widow was as big as a bay. Later I flew the glider exclusively on the tightest setting because I wanted the performance advantage. I hardly noticed the difference in handling. Perhaps there was a bit more effort required, but in the mildly active air I couldn’t tell. In both settings I tested the stall behavior by putting the glider into a medium bank (between 20 and 30 degrees) and pushed out. The glider never really stalled hard but dipped the inside wing and entered a spiral which stopped the instant I quit horsing around. This behavior is predictable and confidence-inspiring. The straight-ahead stall behavior in both settings was what you would expect: It never dropped the nose, but kept plugging

along like it was plowing through treacle. If an air variant passed by it would tend to dip a wing, but I could bring it back to center with a yaw input. I never did try the loosest setting on the glider, but I expect it would be even more docile. I’ll do it if a sled ride opportunity (hah!) comes up. One point that needs to be made clear is the Freedom is not your old man’s glider. By virtue of the kingpost hang, the pitch pressures are considerably lightened. As a result you can truly fly at the higher speeds of the glider’s range without feeling like a stevedore unloading a boatful of bowling balls. In other words, pitchpressure fatigue experienced on many single-surface gliders is greatly reduced on the Freedom. It will be interesting to see how the glider tows. With the reduced pitch pressures, it may be less critical to have the upper bridle on the keel when aerotowing. During landing I found the tightest setting to have a bit less of a flare window and I had to pay more attention to when and where to push. My best guess is that the Freedom flare factor in tight mode compares to most intermediate gliders. In the loosest mode, well, I imagine you would think you are flying a paraglider. Incidentally, I found that I could truly land easily in a small area by diving vigorously to burn off energy – one of the attributes of a single-surface glider.

tips are so much easier to deal with when the tip is sitting above your waist. Finally, I should mention that the haulback needs a bungee so it is easier to grab and pull back inside the keel pocket. I expect some of these points will be addressed in future iterations of the glider, but if not, they are all easy to aftermarket. There is something to be said to keeping it simple, especially when we look at the price. The rest of the Freedom setup is fine in my estimation, but be sure to preflight the reflex bridles for they can get caught on the battens. It is of interest to note that the new flip-clip batten ends would eliminate

frame, as well as the keel haulback and the kingpost attach point. There is a sorting bag for the battens and a cover for the basetube. Even packed and ready to truck, the whole package is comfortably light on your shoulder.

Who should own a Freedom? I would adjudge any pilot with novice or better skills who wants a convenient, light, easy and reasonably performing ride. I would also suggest any pilot flying a hiper glider who wants a second choice for those carry-in or iffy days when the effortto-payoff is in question with a heavy topless model. I guess that means practically everyone who can afford it, and at the attractive suggested retail of $3790, that means everyone with a job. So the Freedom doesn’t just fill a niche, it fills a sizeable gap. The major drawback to most single-surface gliders is their less-than-stellar performance in glide, especially at higher speeds, but I have found the Freedom to be quite remarkable in this regard and think we may be on a new path of convenient, yet potent gliders. We could all use a little more freedom in our humdrum quotidian lives. Check out the North Wing Web site this p o t e n- at www.northwing.com. You’ll find other tial source gliders as well as trikes there. of setup error. Breaking down the Freedom is quick and easy. You pull out the tip battens, then the tip wands, then unhook the crossbar and the rest is routine and rote. The bag comes with attached pads for the top and bottom of the control

OPENING AND CLOSING

Setting up the Freedom is fairly straightforward. Rather than recite the standard steps, I will mention a couple of points I would change. First, there is a no-nonsense bolt and castle nut to attach the basetube to the uprights. I would prefer a PIP pin with a keeper for speed (and to prevent a dropped nut when cold hands are fumbling). Secondly, I really like the curved tip wands. They aren’t too stiﬀ and are easy to insert, but now I am so used to having a keel kickstand that I wished the Freedom were so outﬁtted. If I bought one I would put in a sleeve and a detent button for a kickstand. Curved

GLIDER SPECIFICATIONS

FREEDOM 170 Features • Streamlined safety-edge uprights • Streamlined kingpost • Low-proﬁle keel pocket • Elliptical wing tips • Fine-tune crossbar adjustor • Kingpost hang system Options • Comfort bar • Mylar main body • Custom colors

Speciﬁcations Area (square feet) 171 Span (feet) 32.4 Aspect ratio 6.2 Number of ribs 15 Top Frame material 7075 Rib material 7075 Glider weight (lbs.) 54 Control frame (inches) 60 Pilot Hook-In Weight (lbs.) 150 to 235 USHPA rating 2 Suggested retail $3790.00

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How I Learned to Fly: Reﬂections of a Newbie Or, My Perfect Vacation in Utah

By Tom Evans Pantall, with Karin Lehnardt

Faris Alaboudy ﬂying tandem in Tooele, Utah Photo: Joey Allred

“My soul is in the sky.” ~Shakespeare, A Midsummer Night’s Dream I grew up in Scotland. My mother was a plain woman, kind, but plain. My father left shortly after I was born. My older brother felt he had to take my father’s place, so I was spared the usual obligatory role of sacriﬁcing my childhood for my family. While my mother and older brother kept house, no one was there to discipline my growing curiosity of the world, and I ran pretty much wild. I would run everywhere, like a kite let go in the wind. I often felt restless, restless and anxious. My mother sensed this in me and gave me enough money to ﬂy to America. We had relatives there, and she thought the trip would calm me. When I reached America, I didn’t want to sit still – I wanted to travel. I bought an old Toyota and began to drive. To make some money, I went to Utah to teach snowboarding. One day I was exploring the Great Salt Lake when I saw colorful parachutes dotting the clear blue Utah sky. Fascinated, I watched where they landed and tried to follow them. I drove around the rural circular roads until I saw a sign that pointed to Tooele

Valley Airports. I turned down the road and drove past several hawks perched on the chain-link fence. At the end of this road was a small, white bubble-like structure. Here is where I saw the skydivers. As I walked in, I was welcomed by many people, one of whom would turn my life upside down. Faris was to be my tandem jump instructor that day. He was a dark colored man, and the thought went through my mind that he belonged to a sophisticated mafia operation. But he turned out to be one the nicest people I’ve met in my life. As he went through jump protocol, he joked with me to put me at ease and to make me feel at home. I watched with respect as he carefully and methodically packed his gear and prepared us both for the upcoming tandem. The jump was perfect – amazing! – and I felt at last the complete freedom that I think I had been searching for. After we landed, I couldn’t stop talking about how much I loved the jump, and others pointed out that Faris also taught other forms of flight. They said his life was about flying and teaching others how to fly. They also said that if I was into dropzone politics or drama, or was a troublemaker,

I’d better stay away from him. He had little tolerance for such things because he just wanted to fly. I was particularly interested in learning to paraglide and BASE jump and asked Faris if he would teach me. He said that he would teach me both, but since I was a new skydiver, I needed to wait a bit before I BASE-jumped because I needed special training and experience with other types of flight. The same day of my first skydive tandem, Faris let me borrow his skydiving equipment, and we used the airport field to practice kiting parachutes in the wind. We practiced for two days, jumping and kiting our parachutes. With its wide-open space, grassy landing area, and enviable winds, the airport field was a perfect place for a new skydiver or paraglider pilot or anyone learning to fly. In fact, Faris often used the field to teach skydiving, paragliding, and BASEjumping. The owners of Skydive Utah were always happy to let him use the airport to teach students how to finesse and control their canopies and wings. After I received my skydiving certification and had made several jumps on my own, Faris felt I was ready to learn

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Photo: Holly Semanoff

and got up early, before it became busy, and practiced with his wing. One day, we drove about 15 minutes south of Tooele; Faris had me fill out the appropriate paper work and then took me on a tandem paraglide for free. After a few minutes in the air, he handed me the toggles, and said jokingly, “I’m going to take a nap. If you have any questions, wake me up!” Faris flying solo at Squaw Peak, Provo, Utah Unlike a skydive parachute that is designed to bring you to the earth after paragliding, and he let me borrow his freefall, the paraglider can stay in the sky paraglider to practice kiting it at the longer. I felt like we were going higher airport. He taught me several ways to and higher in the sky and as I looked lift the wing, and watched carefully as down, I could see the dropzone off in the I tried out each one. He told me about distance. What a view! the structure of the wing and the risers As I controlled the paraglider wing, and the purpose of the different parts of Faris taught me about turning, weight the paraglider. shift and reading the wind. He explained After a few tries under his direction, I the different ways the paraglider wing finally got the feel of the wing and how could fly. After we landed, he gave me it responded to both my input and the his equipment again and I kept playing wind. As Faris kept doing skydive tan- the rest of the day from small hills. He dems, assisted free-falls, coach jumps told me that in the air, a pilot always and video work, I stayed on the ground, needs to think about alternative landing practicing kiting the paraglider. Each areas in case the pilot misses the primary time he landed, he would come over and landing area. check on me and correct any mistakes I The next time we went out, we walked was making. I often slept at the dropzone a little ways up the hill, and he put a radio

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on me. After thoroughly reviewing the launch, emergency and flying procedures, I was soon airborne from the middle of the hill! Under his radio direction, I did a perfect flight, and I loved it more than anything. A few days later Faris took me on a different tandem paraglide from a larger mountain called Squaw Peak – it was quite a different ride because this was mountain flying. As we circled over trees and houses, I felt more like we were flying. I wondered if birds ever felt this kind of excitement and trepidation as they soar over the earth. The view of the valley from Faris’s paraglider and the feel of the wind in my face were breathtaking and made me excited to learn all I could about paragliding so I could reach the skill level required to fly the mountains on my own. Squaw Peak was great practice, and I learned how to land in areas surrounded by houses, power lines and fences. Paragliding and skydiving were rapidly becoming my life. I was eager to see the earth from this new perspective, from the perspective of a bird. After a few solo paraglider flights, I still wanted to learn to BASE jump.

Photo: Joey Allred

Faris ﬂying tandem in Tooele, Utah

Again, Faris took me to the airport field. He let me borrow a BASE rig with no slider and he told me to kite it in the field. The steering was a little different from a skydive rig, but I soon got a feel for it. It was different because while a BASE rig can either have a slider or not, a skydive parachute will typically always have lines going through a slider. When there is no slider on a BASE rig, the brake lines are much more free and loose. After a few more days getting used to the feel of a BASE rig and making more skydives, Faris flew us and a friend to the BASE-jump bridge in Idaho so he could fly back to go to work the next day. Before we left, Faris’s wife asked him not to jump because they were having a baby soon. But we ended the day with him doing a McConkey off the bridge. At the bridge, we went through extensive training sessions about exiting, landing, reading the wind as well as how to pack a BASE rig. That day I did five BASE jumps. I started with Faris PCAing, or pulling the parachute for me, and progressed quickly to handheld. By the end of the day, I was completely exhausted but exhilarated. Faris was not only my mentor, he is also my friend and I have invited him to my home in Scotland. He not only introduced me to the different types of flight, but he also stayed with me as I progressed in each sport to ensure I was safe and learning the technical skills necessary to progress. To keep me involved in the sports and to help me hone my skills, he informed me of upcoming skydive boogies and paragliding events. I accompanied him and his friends to several boogies and was impressed with how he was able to converse seamlessly with people from different sports and dropzones. He just wanted to fly and to teach others to enjoy flying as well. Faris gave me the gift of flight, and I will always be grateful to him. Not only did he teach me how to skydive, but he also taught me to paraglide and BASE jump at a very reasonable price. He encouraged me to push myself to levels of skill and confidence I never knew I could reach. I was sad to leave Utah and for my perfect vacation to end, but what Faris taught me will make a difference in all aspects of my life. I met many people in Utah who helped me fly, including all the skydivers at Skydive Utah and Ken from TwoCanFly. Now I am looking for my own gear, and am eager to continue to improve and to return to Utah to fly.

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Fly Home to Lookout Article and photos by David Carroll

Early morning at the new ramp

By way of introduction: I am David terested in going with him to Lookout Carroll, a 58-year-young new novice hang Mountain, as he wanted to continue his glider pilot living in Forks, Washington already-begun training in hang gliding. – husband, father, grandfather, fisherman, I accepted the offer of an adventure and outdoors person. I re-located to the Pacific asked him to sign me up for some small NW from Georgia 34 years ago in pursuit introduction to this new passion of his, of an adventure. Recently I flew “ home to as I wanted to share in his journey and Lookout”– back to Georgia – in pursuit of keep myself occupied during our planned week at LMFP. I had no expectations or another adventure. goals, just the appetite for an adventure I flew “home to Lookout.” In more and a journey. That journey began in early October ways than one those five words say so much about my beginning learn-to-fly ex- with us meeting at Sea-Tac Airport and periences at Lookout Mountain. Before I flying to Chattanooga, loading our beshare some of the highlights of my recent longings into a rental car and driving the trip to Lookout Mt. Flight Park (LMFP) short distance to a rented cabin at “The during the 30th anniversary “Fly Home Landing,” which is located on the edge to Lookout” bash, I would like to go back of the large grass field that serves as Lookout Mountain’s LZ and runway. a year to the beginning of my story. The very next day my life It all started when “Sonny,” my best friend of 30 years, phoned one day in CHANGED… After some ground school and practice August of 2005 and asked if I’d be inMarch 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

runs with a glider under the expert tutelage of the LMFP instructors I slowly progressed farther and farther up the small training hill until the slope and elevation afforded me room to run enough that my glider picked me off the ground and I was FLYING! And instantly I wanted …MORE! The next day I upgraded my training package to allow me more training hill flights and some instructional aerotow tandems. Every morning before dawn we went up Lookout Creek Road toward the training hills and waited by the closed gate, watching Lookout Creek, listening to the birds waking up, and walking up and down the old rock-and-cement steps to a century-old cemetery. It was a good place to stretch my legs, and a very quiet and peaceful spot, nestled in the hardwoods overlooking the creek.

we know that it would take a year for a slide show – yes, you heard correctly, a us to return, a year filled with reading, good old-fashioned carousel slide show dreaming, talking and dreaming more of some of the early days and people and about flying. But finally we did return for gliders of Lookout, garnished with shots a two-week stay that included the three- from other sites and launches, and approday celebration, “Fly Home to Lookout.” priately accented by OOOOs and Ahhhs This time my daughter came along of “I remember when’s.” for “the adventure.” What a bonus that The third and final night of official was for me! She “got air” on the training celebration was a Halloween gala with hill and enjoyed a tandem tow, as well costumes including a cu-nim cloud as the abundance of friendship, partying with a spray bottle of rain, a larger-thanand fun. It was like coming home to old life wind gauge, “jail bird and jail bait” friends and new friends alike. pumpkins, flying pigs, vampires, clowns, Hospitality does live in the South, the Jolly Green Giant and “Sprout” and and all the folks at Lookout do their part many others too numerous or too “colorand then some to keep it alive and well. ful” to mention here. Matt and Robin Taber take a personal During the days before and after and interest in the people who come there to in-between partying, the mid-October fly and to visit, as do all of the instruc- weather was fickle, providing much tors and crew. Our days of training hills “hang waiting” at launch, thankfully inand tandem flights, and visiting with and terrupted by some great launches and Halloween fun watching other pilots and friends, were flights. One day I saw a gaggle of mounSoon enough the crew and other stu- highlighted with three nights of wonder- tain launchers, including Matt Taber, as dents would arrive and off we would go ful food, music, dancing, beer, bonfires, well as those towed from below, finding to set up gliders. With the expert help friendships old and new, and of course lift and soaring high above launch. The and encouragement of Susi, Gordon, countless stories of flying and wanting excitement felt at the setup area around Christian, Dan and Christina, my skills to fly. “Pruning Paul” shared the story launch was electric as pilots seemed to progressed, as did my enthusiasm. My of the origins of his moniker. That story materialize from all directions – the confidence grew with every launch and I will leave to the active imaginations of word was out! During the days that followed, Sonny’s the readers… landing from that small hill. I had the opportunity to talk for a and my training and flying continued to Now I had a goal: I very much wanted to progress to the Big Hill where my while with Neil, a long-ago pilot with progress with both of us being newly flying friend Sonny already was. I wanted Lookout who had flown from Florida rated novice pilots cleared from the Big more time in the air – I had passed my in his tiny bi-plane, “Les’s Legacy,” to Hill to fly from the mountain via the written test and I wanted to become a participate in this gathering. There was new radial cement ramp. But the strong “beginner pilot.” I wanted to FLY! During the middle of the day, after hill instruction and before evening tandem flights, I spent hours at the launch. I watched new novice pilots progress from the Big Hill to foot launch from Lookout’s mountain launch. I watched intermediate and advanced pilots, and I was sure that those few steps from cement to air were steps that I very much wanted to take. On my fifth and final day at Lookout I was successful in clearing the small hill and moving to the Big Hill for my first longer flight. Five days – ground school, 20 training-hill flights, three aerotow tandems – I had found a new light in my life that will not soon dim. I was a beginner pilot! As Sonny and I flew back to Washington State, we were already planLaunch to LZ ning our next visit to Lookout. Little did

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new and old pilots alike to share in the history and remembrances and to make new friends and new memories. One of my favorite memories: being “parked in the sky” at 2000 feet after release from tow in a brisk headwind, looking at the fall colors of the valley spread out below me, listening to the wind and… silently ﬂying. I hope to see many of my new friends in the sky again. I am a new novice pilot who ﬂew “home to Lookout” – and will again.

David (in red helmet) enjoying the fall colors with his tandem instructor

and sometimes crossing winds would not cooperate and allow new novice pilots to launch, so we ﬁlled our time with working on our launches and landings on the training hills and aerotowing as we both worked towards solo and tow ratings.

When not ﬂying ourselves, we were enjoying watching and meeting many other pilots, all of them open, friendly and ready to share. It was indeed a privilege to be included in a celebration that truly welcomed

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I extend many thanks for the encouragement, training and efforts of Matt and Robin, Gordon, Christian, Christina, Lauren, Diana, Dan, Eric, Steve, Rex, Dave, Joel, Alex, Trevor, and Tina and Greg at The Landing. All of you helped my journey be more than a success.

Kiting on the inland side of the Golden Gate Bridge, in the Golden State Photo: Olivier Laugero

A view of the Canoa ﬂying site Photo from the Joel and Lana Collection

Believe It or Not, I’m Walking on Air! By Jennifer Hurley Photos by Kevin Fortune

My dad always takes me for “a good old march” around suburban Rochestown on the outskirts of Cork City, Ireland, where I grew up. In the ‘80s, though, when I was still in primary school, we hoofed through ploughed ﬁelds that stretched into our back garden, over great dirty ditches full of badgers’ sets and foxes’ dens, across the pear-drop hills above the Lee Valley in which nestles the city of Cork. One October, we had a huge harvest moon on our backs as we walked, rising up, blood orange, in a crisp still evening that kept my face cold while the heat on my skin caused rivulets of sweat

to run down my back. “Imagine if we could just step off this hill, like a bird, and fly into the evening sky,” my dad said, mesmerized, perched on a perfectly rounded hill. I was about 10, and I was full of enchantment at the thought. Fast forward 20 years. I’m standing on a cactus-crusted ridge, looking down about 40 meters over a Pacific Ocean beach, in a tiny place called Canoa in western Ecuador. “This time,” I say to myself. “Today, I’m going to step off this ridge and fly like a bird.”

Indescribable feeling (soaring, tumbling, freewheeling…?)

Nothing can prepare you for that feeling you experience when you fly, solo, totally on your own, for the first time. It’s the feeling that adrenalin junkies must get hooked on, searching for it again and again, bringing it to a higher level of risk each time. The feeling never changes but the action taken to achieve it increases in danger, inexorably. The focus I had on that first flight was painfully acute tunnel vision, beyond belief. There is no room for hyperbole here. It just was. Incredible.

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beach. Impossible, it seemed, up there on the launch site. Both the instructor and the pilot must give the go-ahead to launch. Visualization: What about the boats?

I saw myself going through the flight, imagined the moves I was going to make: the turns in the air, the landing approach, the final flare. The final flare, which slows you down to the point where you step gently onto the soft sand. Soft, soft sand – perfect for a beginner. So, now that I had imagined my first flight, I looked grimly at the beautiful brightly colored boats on the beach, just where I wanted to land! This is actually a common error that novice pilots make: fixation. If you fixate on a spot, an object, an obstacle, a potential crash target, you can bet your brand-new shiny paraglider you’re going to land right on top of it! Be Jennifer on launch at Canoa, her first flight with her it a bale in the middle of a wide-open new wing, June 2006 field, a stone in the middle of desert, or a Three days led up to this moment. boat on the beach, you can guarantee, if Hours spent on the beach, below the you fixate on it, think, Oh there is a boat! ridge, learning how to handle a wing (the and keep on looking at it, you can be sure paraglider) on the ground (ground han- you are going to land right on top of it. “Greg,” I whined to my instrucdling). Putting on the harness and hooking into the wing. Over and over, bringing tor, “what about the the wing up above my head, called an boats?” Not an uninflation, and then keeping it up in the reasonable question, air, kiting for as long as possible, and sure, but after saying responding rapidly to the wing’s shift- it 10 times perhaps ing diaphanously in the morning light it was beginning to sea breeze, or the afternoon sea breeze, grate on my poor a strong wind about 17 mph, when my instructor’s mind. “Look,” he replied, heels dug into the sand as I struggled to the voice of reason, hoist the wing into the air. Ground handling practice never ends “who is flying the once you begin to paraglide. It is even wing?” And that was recommended that you spend as much the most amazing time on the ground with your wing prac- thing about the first ticing your kiting as you do in the air. If time I flew solo: the you can proficiently kite your wing, while being in the moment. facing forward, without looking up to see The total dependency on myself. How well its movement, then you are a great pilot! But for now the aim is to inflate the will I react to errors wing with control and confidence, and or instability in react to the wing, bringing it above my flight? Simply, do I head with acuity, then turn as if to launch, react, or do I lose the bending forward, hands back and up off plot completely? the brakes (controls), running forward, all done in a slick constant motion. Then, Responsibility and only then, was I ready to take those No one else is steps on the launch site, high above the up there with you. road, the power lines, houses, boats and Who is pulling the March 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

Jennifer at Canoa

controls, smoothly and slowly without over-control (probably the most common error made by beginners)? I AM. Who is deciding when to approach the landing zone? I AM. Who is going into standing position 10 meters above the landing zone? I AM. Who is deciding to flare one meter above the ground? I AM. It is that simple, but to bring myself, up on the launch, with the wing kiting above my head, to turn and go, was immense. I took the first flight in the lightest of winds possible for a reverse launch, smooth 9 or 10 mph. It is quite hard to reverse launch in such light conditions; you can also forward launch, but the site in Canoa was not big enough for this.

Build a wall, inﬂate…and go!

With the wing spread out before me I inflated it a little in the wind, and let it collapse again neatly on the ground, so that the next time, when I bring it up above my head, it will be much easier. So up the wing went, and down again – I had not pulled enough on my A risers (the lines which lead to the leading edge, the front of the wing). Up the wing went again, and down again, up and down three times. Oh, God, those dastardly nerves! I knew that once I had it above my head, and in control, there was no excuse. I’d have to turn and go. And then I did. I got the wing above my head. I had to keep moving to keep it inflated in such low wind, but it was in control so I turned to the right quickly, without any hesitation and I ran, my back bent low, head up, arms back and up, like a water fowl (a hefty old duck) running along the ground before taking off. Running straight into the wind, fast until before I knew it I was being lifted into the air, before I was anywhere near the edge of the cliff. There is no sense of freefall in a paragliding launch. I stayed in an upright position, though, until I cleared the ridge, in case the glider did come close to the ground again. My instructor had told me: Never, ever sit back in your harness until you are clear of the ground you are launching from. You should always be in the standing position whenever you are 10 meters above the ground, and keep running in the launch – even when you feel the wing lifting you up, don´t slow down. Keep your hands up, off the brakes. As a novice it is far better to under-control the wing than over-control it. And there I was, clear of the ridge, sitting back into my harness, flying towards the beach. Relaxing, taking a deep breath and looking all around me. The baptism de l’air, as the French say. Just three minutes later I was flying over the beach, turning left, down to 10 meters, and standing up into the landing position. A sled run, these flights are called, or top-to-bottoms, basically meaning that you go directly to the landing site. I landed softly on the white sand, right beside a boat, no less, but beside it, at least. “Fixation lives!” Greg hollered, in his Kentucky drawl, but he was too far away for me to hear him. Not that I would if he had been right beside me, because I was a million miles away on Cloud Nine. “That was much easier than expected,” I said to Kevin, who was waiting for me on the beach, and who is, after all, my true inspiration, as he has been flying himself for six years. Hindsight, after all, is bliss.

Jen preparing to launch at Canoa

Fixation lives! March 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

Weather Systems: The Sea Breeze System and Coastal Soaring The ability for a pilot to get lift, and hence stay in the air along a ridge that faces the coast, is due to the natural phenomenon of the sea breeze. It is a cycle that is set up by the diﬀerent amounts of heating by the sun on the earth’s surface. “During the day the sun hits the ground which in turn heats the air, making it less dense. The water’s surface does not get heated as much because the sun’s rays penetrate the water, so the air above the water stays cool and dense. As a result, a ﬂow from water to land begins.” (Reference below) In general, the sea breeze is consistently gentle and smooth, perfect for learning to paraglide, and for learning to soar with your paraglider. In a place where there’s a sea breeze, within a few hours of training a novice can be up in the air for hours on end! Reference: The Art of Paragliding by Dennis Pagen. In my humble opinion, this book is the bible of paragliding for every person, no matter your level or experience.

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Canoa: Where to Stay Canoa is a sleepy out-of-the-way village on the coast of Ecuador, about 125 miles from the city of Guayaquil, and about 135 miles from Ecuador’s capital, Quito. Canoa has a massive, and usually deserted, beach, a great place to kitesurf, and surf, when it is up. The place to stay is the Hostal Coco Loco (Crazy Coconut) a brand-new hostel run by two easy-going kids from Holland and Belgium, Frans and Rika. Rooms range from dorms for $5 to a private room with bath and balcony for $16 per person. Email; rikadekam@hotmail.com Instructor and License Information: www.ﬂycanoa.com Greg Gilliam is a USHPA (U.S. Hang Gliding and Paragliding Association) registered and trained paragliding instructor. I completed my P-2 (novice-level license) practical and theory exams in three weeks, to become certiﬁed with USHPA, which is internationally recognized. Greg’s email is rouge_le_neck@yahoo.com.

Paragliding in the Western States: Three Photo Essays By Matt Gerdes, staﬀ writer Photos by Olivier Laugero

Soaring in epic conditions in Big Sur, California, after the fog lifted and a lovely anabatic ﬂow beat back the north wind

Big Sur, California

A local garter snake, patrolling his turf in Big Sur

The trip computer on our rented SUV is telling me that we are averaging about six miles per gallon while driving up the back road to the Big Sur launch. That’s not much, and it sounds even less impressive in metric terms, which I am calculating in my head in order to communicate this curious fact to Olivier Laugero, expert French pilot and our photographer for this trip. In French, 6mpg is 40L per 100km. “Thees car have a problem!” Olivier sneers in disbelief. “Eef every car is like thees sheet car, then no wonder the USA use so much oil!”

The rest of us, all Americans, erupt into peals of laughter and we continue to blunder up the steep hill, eight heavy cylinders of American steel propelling four pilots and nine gliders to our purely hedonistic and consumptive goal of flying into the very atmosphere that we are grossly polluting. It is the first stretch of sunny weather Loren and Gary at Big Sur here on the central California coast in more than three weeks, and some of the It’s late morning, and thin wisps of best conditions of the year so far. And marine fog are creeping down the coaston launch there is no one. Not a soul. line from the north, threatening to obThere is one local pilot who flies here scure all possible landings in a thick regularly when conditions are good, or at blanket of cloud cover. Loren pushes least that’s the rumor; a National Forest for an early launch, saying that we’ll be Service representative told us that “this absolutely screwed if the fog comes in guy” (he forgot his name) has “a couple as it often does here, because there are thousand jumps” from the hill. But today no bailout landing zones. Olivier, in a it’s deserted save the four of us: Loren textbook show of French nonchalance, Cox and Gary Begley from California, exclaims that we should wait and hope our photographer Olivier, and myself, that the fog does arrive, as it would be sometimes driver and sometimes up- “Fantasteek!” for the photos. Him being tight photo-shoot director, but always our raison d’etre on this photo shoot, the the main source of motivation for this Frenchman wins, and we pray to have our three-week road trip across the western landing zones whited out in the cause states of the good old USA. of art.

Loren and Gary enjoying a classic California sunset and butter-smooth air above Big Sur March 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

Jackson Hole, Wyoming

Olivier, Gary, and Matt, showing off their ‘Poorly Planned Landing’ Awards in Jackson Hole, a generous gift from the local ranger.

Wyoming is the most sparsely populated state in the U.S. The terrain is comprised of an abundance of uninhabitable mountain terrain and vast areas of tough grazing land, which has shaped the people into an independent and hardy culture. Ironically, the image of rugged mountains and threatening terrain has attracted the wealthiest and most pampered of Americans to Jackson Hole. Massive private jets sit gleaming on the town’s airstrip, the personal travel deGary Begley flying over the vices of the mega-millionaire movie stars coastal cliffs at Big Sur and politicians who own the majority of We launch together, and glide out the ranches in the area, some of which the south side of the ridge. After about are worth tens of millions of dollars. 30 seconds, it becomes apparent that The Jackson Hole Paragliding comthe north wind that had been thermal- munity is a proud bunch. They’re proud blocked in front of launch was not being of their cable car, their XC terrain, their blocked on this ridge, and we realize towing operation, and the skill of the that we’re in mild rotor and some rather local pilots. While daunting at first, uncomfortable sink, flying over a valley this pride is justified. After a brilliant with no landings at all. I look up at day of mountain flying along the Teton Olivier, who rarely holds onto anything other than his camera while flying, and Every year Olivier Laugero spends more time holding his camera instead see that he’s abandoned it in favor of his of the brakes and looking through the brakes, which usually means serious turview finder instead of at the horizon than most pilots spend in the air in tobulence. I look at Loren and Gary, and tal. Here Olivier casually shoots photos they’re looking at me. Then I look at the while Gary wrestles the strong spring lift above the Jackson Hole ski area. last patch of grass in sight, which is now directly below us – if we go much farther then it has become obvious that we’ll all be hanging in evergreen trees in about three minutes. I make a sharp right turn and side-hill land about 200 meters from the top of the ridge. Gary, Loren, and Olivier follow suit, and soon we’re sweating in the heat as we carry our wings back up to the windward side of the ridge to try and find another take-off. “Look on the bright side, guys,” I say. “Now we’re getting two flights instead of one!”

Range, the Jackson crew invited us out to the Palisades Lake to go towing. Conveniently, the downwind side of the lake has a two-mile road stretching across the middle of the dry section of the lakebed and is an ideal tow strip. In fact, with all sincerity, I have to say that this was the best tow operation I have ever seen. Since one is never enough, Scott MacLowry and Matt Combs suggest that we splice on a line attachment and tow two pilots together in “Y-bridle style.” It’s hard to imagine if you haven’t seen it, but basically the end of the tow line splits into a Y, and one pilot hooks into each side. On tow, the two pilots have to consciously avoid each other as the tow force brings them together, and the line tends to tension on one pilot and then the other. This means that as the line tightens on the first pilot he/she gains altitude and climbs above the second pilot until the line tightens on the second pilot, at which time the second pilot climbs past the first pilot who is then gliding with a slack tow line. This repeats until both pilots have leap-frogged to altitude and they release. The Y bridle is the recommended cure for the normally solitary tow ascension, and the best solution I’ve seen for flying XC with your friends after towing up. The next day, either the novelty of flying with us wore off, or the conditions weren’t worth skipping work for, because we found ourselves on our own in Jackson Hole. The local guys did give

March 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

us enough info to find Snow King launch, however, and by three in the afternoon we were sweating our way up the trail to the snow-capped launch above town. At the top, views to the north and west were incredible, with the Grand Teton range spread out before us on the other side of a vast valley. Although obviously thermic, it looked like the day wasn’t brilliant for XC so we opted to stay local and shoot some photos above town. After climbing out and boating around above the town a little, I got bored and glided out to a promising cloud a little farther into the valley, which promptly died. Instead of turning around and finding a landing zone in town, we decided to keep shooting photos with the beautiful unpopulated valley in the background and land at the edge of the massive field next to town (this was an emergency landing). Apart from Olivier being totally frustrated at me for interrupting his flight (Olivier is the greediest pilot I know and is never happy unless he flies until there is absolutely no more lift), it was a decent day…

until we looked up and saw a government truck with flashing lights pull up to us on the road. A young man in work clothes and no uniform jumped out and showed us his badge, advancing fitfully over the roughly cut grass in the field. “Good afternoon, my name is Officer Tytass and I’m here to inform you that you’ve landed in a National Wildlife Preserve!” I looked at our surroundings. About 20 meters from us, a large wooden sign said, “National Elk Preserve.” We were 10 meters from the fence, and across the street from a city block of houses. The huge sign that we hadn’t yet seen made it plain that we’d made a mistake, but the fact that we were literally within spitting distance of houses in town made it seem improbable that this was actually a delicate “wildlife refuge.” I looked at the officer, who was visibly irritated and demanding our identification. Olivier glared at me for forcing him to land here. Gary’s shoulders slumped,

Flying away from the setting sun at the Palisades, Jackson Hole

and we handed over our cards. “Errm, it was an emergency landing, sir,” I proffered. Officer Tytass was obviously a very dedicated man, as it was his day off but he’d nonetheless enthusiastically raced across town to arrest us when he saw us plummeting towards this crappy farm field that was supposed to be a Wildlife Area. After a stern lecture, we were awarded with some nice citations that were definitely the most expensive souvenir of the trip – two hundred dollars each! Stung, but happy to not be in jail, we hit the road for Utah.

Olivier, ﬂying with one hand again, with Matt on his wingtip at the Palisades in Jackson Hole

flying here sucks. For starters, it’s way too hot, which means that it’s not only uncomfortable, but dangerous. On most days the wind howls in six different directions as gargantuan bubbles of heat compete with each other to suck as much air away from the ground as possible. There are no good launches, and even fewer landings. The terrain is a mess of sandstone cliffs and loaf-shaped bumps cluttering the landscape. And to top it off, the town is crowded with sweaty cheapbeer-drinking, off-road-vehicle enthusiasts whose idea of fun is to roll their 4x4s Jake Walker’s trusty Toyota, taking us to a end-over-end off the only real sandstone remote launch in Moab cliffs in the USA that are legal to drive For this leg of the trip, we were joined on. by Utah pilots Mike Steen and Jake Yet, for all of this, I had one of the Walker. Jake was our guide, Moab expert, most beautiful afternoons of flying in my and owner of a sturdy Toyota 4x4 which life – the beauty of it hit me just after I he was thankfully eager to get rowdy had landed. with as we navigated over and around It was one of those ultra-rare scaldingthe massive sandstone boulders that turn hot but windless days, with gentle the horizon into a continuous row of breaths of air teasing us from all direcdull teeth. tions as we set up on top of a sandstone Moab is not really for paraglider head in the desert. The launch area pilots… actually, to put it bluntly, the was steep – about as steep as you can Moab, Utah

Gary cruising along a sandstone spine in Moab

Matt looking for a clean place to set his wing down in the Utah desert

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every direction except up. One at a time, we managed to get our wings up and launch to make a couple of turns before landing on the dirt trail at the bottom. It was a difficult launch, which sweetened the simple but gorgeous flight. After landing and while packing up my wing on the road, Jake flew directly over me, just a few feet above my head. In the middle of the desert evening, in dead calm, zerowind conditions, I heard better than I have ever heard before the sound that our lines make when cutting through the air. Totally unadulterated by the sound of wind in my ears (as I was standing on the ground) or any other background noise in the silence of the desert, the crystalclear whistle of air molecules bouncing off Kevlar was pure delight.

Jake Walker, Matt Gerdes, Mike Steen, and Gary Begley sweating it up the desert cliffs of Moab

The end

comfortably stand on and much too steep to comfortably launch from, with ﬂaky line-grabbing features and wind that seemed determined to blow our gliders in

Jake Walker getting ready to punch off into the desert air above Moab March 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

THE TOWING THING By Jim Gaither

mountain flying is rewarding and scenic, it is far more technical, with mechanical turbulence and terrain limitations being just a few of the obstacles that end potentially long flights. As more foot-launch pilots become accustomed to and accepting of towing, the flatlands will see a significant increase in cross-country mileage. I say, “Let the towing begin and the records fall!”

Photo: Bryan Steubs

Here are a few reports from Montana’s 2006 Cross-Country Challenge, written by the pilots.

Morrell (Psycho) Mountain

Towing has been a dream-becomereality up here on the east front of the Rockies since Carlin Onstad built his own towing contraption back in 1990. Carlin was always trying to convince me that towing was the best method for getting long-distance flights here in Montana. While I agreed with him on the distance possibilities over the flatlands, I was hardly convinced that getting into the air via a scary string, without any training, on a farmer-built tow rig, was the safest way to achieve this objective. After all, we had been successfully flying the flatlands by launching from our mountain site and heading downwind. This is the technique that Carlin used to set the state record of 155 miles in 1987. It also did not help my confidence when Carlin, although having had a few successful tows, managed to survive towing himself into the ground, destroying his glider and his enthusiasm. Fast forward to May of 2004. Cowboy Up Hang Gliding had come to Montana for an aerotow clinic. Upon discovering that Bart Weghorst and Tiki Mashy from Cowboy Up were instructors in payout towing, the wheels began to turn. Now I could get the training necessary for the safe operation of the tow rig, for both operator and pilot. The next obstacle was this: Could I reconstruct the farmer-built tow rig into a safe payout

Pilot: Jim Gaither Date: June 24, 2006 Launch: Floweree/Antelope Lake Tow Roads – payout winch Landing: 5 miles south of Shelby, Montana Distance: 62.3 miles Duration: 4:25

winch? Well, after two years of trial and errors and finally ending up with a Curt Graham winch, the answer was “yes.” With instruction and encouragement from Cowboy Up, we were off and towing. While having limited success with the tow rig, and a small number of flights (30 or so) in 2005, our maiden year, we did manage an impressive start. Pilots had flights ranging from 25 to 92 miles, with nine flights over 50 miles. Our hopes were heightened for 2006, when the Missoula pilots announced they had gotten the kinks worked out of their own tow rig, giving pilots more opportunities to get airborne. Although fun and camaraderie is the priority with Montana pilots, it is still everyone’s goal to break Carlin’s 20-year-old distance record of 155 miles. On a side note, we do have authorization from both U.S. and Canadian officials (Border PatrolFAA-Customs) for lawful crossing of the border into Canada. Bozeman Paragliding has been towing along the Highline of Montana with very good success in recent years. Paraglider pilot Andy Macrae set the state distance record in May of 2005 with a remarkable flight of 123 miles; there also has been a 113-mile hang glider flight from the same site. Most Montana pilots get their crosscountry flights in the mountains. While

The day started out with a promising forecast, although not record-breaking. We had towed the day before with limited success due to high winds and winch problems. Peter Bovingdon and I were on hand to give it our best shot along with our trusty tow operator Cherie and chase driver Dennis. We were greeted with very light southeast winds – a very rare wind direction for this area – upon arrival at the tow paddock. I towed first, with little success other than flying with a red-tailed hawk. Peter launched into building conditions and scratched his way up to 6500’ (3000’ AGL). He boated around the area for an hour and landed just as I was launching for the second time. This launch was aborted because of a low-level lockout. My third attempt was finally successful with the weak link breaking in a bullet thermal at 1800’. Slow climbs were on order for the next hour as I tried to break through a shear layer at 7000’ and make my way north to the beckoning clouds. I got the proverbial low save from 480’ after seeing a wheat-field vortex just as I crossed the Teton River where the clouds were forming. This thermal produced a solid climb of 800 fpm. I was able to finally break through the shear layer and get close to cloudbase at 9250’ MSL. The chase crew of Peter and Dennis had caught up to me by this time. The

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forecast to be straight west but ended up blowing north-northwest. I was the fifth pilot to tow up and Karl and Jeff were already on their way toward Ft. Benton. John Breen had just flown his first cross-country flight of about six miles in his new Sport 2. I tried to take a lull in the wind, because it was crossing hard, and that worked out well for the tow. But after I released I entered some of the worst sink I’ve ever encountered and I was down to 800 feet from 1900 feet in less than a minute. I worked a few bubbles, but the drift was so fast, it was difficult to center the fragmented cores. I landed back at the staging area and thought about another tow, but we all decided a swim was in order instead. After a dip in the cool waters of Tiber Reservoir, Chris, Josh and Bob and I took all the rigs south to meet the boys at Ft. Benton because the winds for Sunday were forecast

Staging for a ﬂight

Photo: Bryan Steubs

clouds that were beckoning in the distance were now in front of me in long white streets. However I still faced the turbulence of the shear and having to crab against the southwest flow aloft. Cloud hopping and not taking anything less than 400 fpm was a welcome relief after the low and slow start. This racing along and “being greedy” almost grounded me at 850’ AGL, just before I found the best core of the day (1000 fpm) and got to cloudbase at 9750’ MSL. From cloudbase I got a grand view of all Montana has to offer: green lush wheat fields and the turquoise blue Marias River threading its way eastward into Tiber reservoir. To the west there was Lake Francis and the Rocky Mountain front extending as far as my eyes could see. I entertained thoughts of flying past Shelby and on into Canada – it was only 5:00 p.m., I had a chase crew right underneath me and plenty of daylight. I believed I was in for a long flight! I’d only flown 45 miles in three hours and 15 minutes at this point so I knew this flight would not exceed the century mark. But I flew on with a smile upon my face, enjoying the scenery and the awareness that we fly for moments like this. Of course, that was when the cumies that had been solid white streets a few hours ago started to dissipate and thin out, making progress slow again. My strategy now was to stay high and work what lift there was. The next hour passed with slow climbs and short glides; as I arrived at the Marias River the sky turned completely blue. What little lift I found north of the Marias was drifting me away from roads and my intended route. What altitude I’d gained I used up getting back on course. Shelby was now eight miles away as I glided down Interstate 15; it was fascinating to watch as the cars sped by at 75 mph with not a clue that I was directly above them! Dennis and Peter arrived just as I touched down in an LZ along the frontage road. With the southeast wind direction this flight is very uncommon. I never even considered flying from Great Falls towards Shelby. Although not a momentous flight in regards to distance, it will be long remembered for its magnificent beauty and the joy I felt while soaring over familiar territory. Having wonderful friends below, offering encouragement and enjoying the chase was truly the icing on the flight. This “Towing-Thing” is pretty cool! Pilot: Bryan Steubs, on a Litespeed 4S Flight Date: July 9, 2006 Site: Antelope Lake Rd, northeast of Great Falls, Montana – platform towing Distance: 62.8 miles

Last May 7, a beautiful Friday evening, Bob Garrity and I joined up with Missoula pilots Jeﬀ Shapiro, Karl Hallman, Josh Winstead, Chris Gibbish, John Breen and driver Ann Benson at the Tiber Reservoir on the east side of the great Rocky Mountains of our state. My newly acquired towing skills from Jim Gaither’s mid-May Tow Jam needed a bit more honing, so I was eager to give it another try. Jeﬀ and Karl said their payout rig was working like a Swiss watch. After that weekend, I’d have to agree! Saturday morning we staged on Road 366 running east-west just south of Lake Elwell (Tiber Reservoir). The winds were March 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

Trying to get over the back at Morrell

Photo: Bryan Steubs

to be 5-10 mph at 180° (Karl flew 64 miles to Geraldine and Jeff flew 92 to Denton). After spending a beautiful Saturday night on the cliffs overlooking the Missouri River near Carter, on Sunday morning we staged our payout winch operations at the intersection of Floweree and Antelope Lake Rd. This is just three miles off Highway 87, northeast of Great Falls. The winds were light and shifting around in the early afternoon but settled on SSW by 1 p.m. Chris Gibbish towed first, to the east, and couldn’t establish a climb in the weak, disorganized lift. Next, Josh Winstead towed to the south and was able to maintain for a half-hour. I was next to stage on the rig at about 2 p.m. for the fifth platform tow of my life. I took a good tow to 1900’ AGL, released, then quickly reversed course to find the thermal I had towed through at about 1000 feet. It was still there. I climbed up to 3000’ AGL over the staging area and began moving downwind, as I could see an ominous high stratus layer drifting toward us from the southwest. I set a northeast course, grabbed another good thermal over a dark dry field and climbed to 3500’ AGL. I was tracking to cross the Teton River drainage at Road 564. Huge sink and a rogue headwind made the crossing interesting. I made it over to the north side of the Teton with about 700’ AGL. It was time to settle down and “work it like a job,” as Jeff had suggested over the radio earlier. Well, I “worked” it in earnest, and my Litespeed 4S treated

me well, responding eagerly to every twitch and pump on the basetube. I must have spent 25 minutes and spun hundreds of 360s over a farmhouse there on the north bank of the Teton River. It was in this thermal that a pair of prairie falcons decided to come over and check me out. I climbed at least half a mile up through the big (cloudless) sky with these two mentors just below me. Jeff said over the radio that he encountered the same pair when he flew through 45 minutes later! Feeling good and full of encouragement, I left this thermal at approximately 8600’ MSL and made a northeast course to intercept the paved Road 223. Each time I descended close to 2000’ AGL, search mode kicked into my brain. The basetube would inch forward, the VG rope slackened the sail and all of my senses would strain for signs of lift. Just west of Goose Bill Butte, I snagged a fantastic, solid thermal core with climb rates bumping 1400 fpm. This ripper I couldn’t resist and I took it nearly all the way to the top, to 12,500’ MSL. At this attitude I was about 9000’ above the flat farmland below and really had a commanding view of the area. My mind wandered a bit, taking in the views of the Teton and Marias rivers winding their way to the great Missouri waterway. I was struck by the thought of Meriwether Lewis’s journey with his men up the Marias and his harrowing encounter with young Piegan Blackfeet horse thieves 200 years ago. His party’s 24-hour, 100-mile ride on lathered horses, to escape certain retribution for killing a young Piegan horse thief and wounding another, seemed epic and almost mythical from my perspective as I drifted over that historic ground at 12 grand, suspended under Dacron, aluminum and carbon fiber! It was hard to believe, only 200 years have passed. I was also thinking that it wasn’t very cold at altitude, just refreshing compared to the shimmering 95-degree heat on the ground. I hit another ripping thermal on the way to Chester and again climbed to 12,500’. This time I was under a very nice lone developing cloud, the first of a smattering of clouds I could see as I looked east along the Highline. The invitation to fly another 100 miles was there… I think. I just needed to get to those clouds, about 10 miles to the east. That was the plan – or my plan, anyway! Jeff had finally caught up with me but had been flying lower and racing. I never did see him in the air. He headed straight north for Chester and the Laird road, which takes you to the east side of the Sweet Grass Mountains. March 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

Photo: Bill Smith

March 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

Photo: Jeff Shapiro

I cut the dogleg at Chester from Rd. 223 to intercept Hwy. 2 and headed east, passing Joplin and Inverness. Unfortunately, the sink I encountered on the way to those clouds was deeper than my aspirations. I put it down with a satisfying two-stepper flare near a farmhouse three miles west of Rudyard. I had just hauled my glider and gear the 200 yards to Hwy. 2 when Bob Garrity arrived with my truck and a cold PBR waiting for me in the cooler. I definitely owe Bob a serious retrieve the next time! My impression of the flying out there is that you have to be in the air when it gets good. Carry good maps with [ham radio] repeaters marked and frequencies entered in the memories of well-powered radios. Cell phones work fairly well, too. Fall colors over Missoula Bring along extra water, mosquito dope and a little bit of tenacity to grunt it out looked promising, but by the time we from down low. Thanks, guys. It was a were set up and ready to fly, the clouds great weekend. had vanished and the only development was approximately 40 or 45 miles away at the south end of the Bears Paw Pilot: Jeff Shapiron Antelope Lake tow road: Great Falls, Mountains. The sky looked washed out with high pressure building but I figured Montana that the earlier we could get on course, if Distance: 117 miles we were able to stay in the air, the better Jeff Shapiro makes it to “easy street” chance we would have of using the best part of the day to cover ground before having to shift gears again. There was no wind so we’d probably be able to squeak out a few miles, but I was not super hopeful for a long flight. Jim Gaither took the first tow and although he worked hard, he hit the deck a few miles away. His driver and tow operator extraordinaire, Cherie, left to go get him for a re-launch as Bill yanked me It’s about a three-hour drive to the up. With zero push I figured it would be tow road; I picked up my good friend Bill slow and challenging as I tried to work Smith and his glider around dawn and my way north and east to get to the south we drove to Great Falls with hopes of end of the Bears Paw and the clouds. It getting some miles under us. When we was forecast to have a touch of west in arrived we were pleasantly surprised that the uppers later in the day farther north. some of our friends from other parts of I reasoned that if I could make it to the the state were already there staging with north end of the range I might be able their tow rig. Bill had just bought and to get over the Highline highway under started flying a new wing, which he had clouds and head downwind. not towed yet, so instead of taking some My flight indeed started off slow and “test flights” he selflessly offered to give difficult, with punchy high-pressure me a tow for the best part of the day and thermals. They were very snaky and disto chase me down. organized and I had to make a couple of I began to set up with cu’s starting to low saves – with one VERY low save at pop and street up both to the west and about 100’ over the dirt – but after some northeast of the staging area. The day sweating I made enough ground to final-

ly get under the clouds. I was rewarded with a nice climb to base and I relaxed, but the lift lines were west-to-east and had long stretches of blue (and sink) between them. By the time Bill had finished towing some of the other guys and got on chase I was getting low, close to the town of Box Elder approximately 60 miles out. Bill pulled up to the field that I was planning on landing in and gave me the conditions on the ground and some much needed encouragement. As I approached I made one last-ditch effort to find lift in a dry field next to my potential LZ – and managed to save from about 300’ AGL! I had to laugh out loud because I felt like I was so barely making it. After a long climb averaging 200 or 300 fpm I continued north. A few more jumps and I was able to cut the corner across the north end of the Bears Paw with the town of Havre passing by off to my left. I was now over the highway and under clouds, but because of my slow pace the day was late. I had buoyant glides but the last few climbs were painfully slow at less than 100 fpm. I was feeling tired but satisfied on a day where not a single one of us thought we were going anywhere! I landed next to the highway with Bill parked in the LZ, 117 miles from the tow road. The flight took me about four hours. Thanks again, Bill – I owe you one, brother!

An Interview With Matt Dadam,

2006 U.S. Paragliding Champion Photos: Ryan Pinette

By Steve Roti

Matt snowboarding at Mt. Bachelor, Oregon

SR: What ﬁrst got you interested in

MD: I had my second paragliding flight near Flagstaff, Arizona, under the guidMD: I didn’t know much at all about ance of Doug Stroop and Dixon White paragliding until my dad, Jack, started in the spring of 2001. I went on to train talking about flying. My brother Jake was with Doug Stroop and Denise Reed of the first of us to take lessons. He trained Aerial Paragliding in Cashmere, which at Point of The Mountain, Utah, in was a sister school of Dixon’s Airplay. I 2000 and my dad learned at Ed Levin in could not have asked for a better learning California shortly after. When I went to experience! The manicured, grassy slopes visit them for the holidays in California that make up their training hills are they decided that I would probably enjoy perfect for first flights and kiting. This, a flight. After a five-minute kiting tuto- along with the professionalism of these rial they guided me off the training hill instructors, gave me a definitive advanand watched as I wobbled my way down tage right out of the starting gate. Some and gracelessly landed outside the main of my most memorable flights are from LZ. We all decided that professional in- the flight park in Cashmere, including struction was the only way to go. my very first XC flight. SR: As I recall you learned to paraSR: After learning to fly, what came glide from Doug and Denise at what next? used to be Dixon White’s school in MD: After getting signed off as a P-2 Cashmere, Washington, and is now at Aerial Paragliding, I was living and Aerial Paragliding. Tell us about your working in Seattle and flying a couple learning experience. different sites around the Northwest on weekends. I was flying mostly with pilots who were at my level, which was novice. We stayed safe because of good instruction, but without solid day-to-day mentorship our progression was slow. The more experienced pilots around were not reaching out to help and we were probably a little reluctant to ask for guidance, being new to the scene. It wasn’t until I Matt studying at the Escuela de Parapent, Valle moved back to Bend, Oregon, to continde Bravo, Mexico ue my college education that I was able to

Photo: Jeff Huey

ﬂying?

take my flying to the next level. A small but core group of pilots that make up the Desert Air Riders club were shorter in numbers but very long on experience. Suddenly I had some guidance. Local pilots like Jeff Huey, John Van Duzer, Pete Keane, and Bill Burkes, just to name a few, had been flying since I was learning how to tie my shoes. They were out sending big XC flights and throwing down insane acro moves that were inspirational. Not only did they give me valuable insights on flying, but they didn’t hesitate to let me know when I was pushing too hard or making foolish mistakes. The true mentorship I received from the pilots in Central Oregon was invaluable to my progression as a pilot. SR: Who were the pilots you learned the most from as you progressed to crosscountry flying and competition? MD: As a novice pilot I was very fortunate to be able to hook up and learn from some of the world’s best pilots. After just a few months of flying, my dad, my brother, and I went to a maneuvers clinic with Enleau and Ann O’Connor in Northern California. Although we were a little apprehensive at first, Enleau immediately gained our complete confidence as an instructor and had us over the lake pulling large collapses, B-line stalls, and asymmetric spirals. Fear eventually turned into elation and I became fascinated with paraglider dynamics. The fact that I joined a maneuvers clinic and even pulled a SAT before I ever turned in a thermal probably makes me an anomaly in paragliding, but I would not trade that experience for anything. The lessons I learned with the

March 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

Photos: Ryan Pinette

March 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

Photos: Ryan Pinette

portantly, flying in Utah has forced me to adapt to a relatively new kind of flying for me: big mountain flying. I had flown the mountains here and there but was mostly accustomed to the high desert flatlands. I think that learning to fly a new type of terrain forces you to reassess your perspectives and vastly improves your overall skills. SR: What was your secret to winning the 2006 U.S. national championships in Sun Valley? Was it the Red Bull? MD: Yes, definitely the Red Bull. SR: Why were you flying a Gin Boomerang Sport, a DHV 2-3, in the nationals? Was that an advantage or a disadvantage compared to the other Matt snowboarding at Mt. Bachelor, Oregon pilots flying competition wings? O’Connors certainly kept me safer when MD: I had been flying a Gin Gliders I returned to Pine Mountain for a try at Zoom (DHV 2) for two years before rowdy spring thermals. jumping onto the Boom Sport. It was In the winter of 2002 we joined a a logical progression for me. I flew the guided flying tour of Hawaii with Super Zoom until I was absolutely comfortFly. Guides Chris Santacroce and Ryan able on it and was craving something Swan kept us flying high for a week in more. I’m not sure that I will ever feel the islands. Chris is one of the country’s the need to fly a comp glider; right now I most accomplished pilots and there is am completely satisfied with the 2-3 catabsolutely no substitute for learning to egory. Flying is about much more than thermal with him on the radio. Ryan just competition for me and I need to shared with us tips from his success as feel safe to have fun. I know for certain a top competition pilot. Watching these that I fly my best when I am confident in guys fly was mind-blowing and opened my equipment and my Boomerang Sport up a whole new door of possibilities seemed to do just fine performance-wise for me. alongside the comp gliders in Sun Valley. We were so happy with the Super Fly SR: How did you like the flying in tours that we hired Chris to guide us in Sun Valley? Any favorite tasks or routes? Valle de Bravo, Mexico, the following MD: Sun Valley was without a doubt winter. Air-to-air instruction, strong the best five days of flying that I’ve ever thermals, XC, good food, and wonderful experienced – with or without scoring camaraderie characterized our Mexico well in the comp. I am not the most extrip. We hooked up with David Prentice perienced guy around when it comes to while we were down there and I followed competitions but I thought that the orhim on a personalized aerial tour of the ganization was very good, the tasks were area with a highlight of surfing the con- ambitious yet doable, and best of all, the vergence line back to a lakeside landing weather was great. The mountains were and cold beer. Each new flight in Mexico huge and the thermals were insanely became my “best flight ever” and I was strong at times. I was glad that this comp once again amazed by the possibilities came near the end of the season when of flying. I was most current with my flying. The SR: In 2005 you moved from Bend, strength of the air in Sun Valley would Oregon, to Salt Lake City, Utah, with a have been overwhelming had I not been larger and more active pilot community. flying much beforehand. Did the move to SLC help take your SR: What are some of your other faflying to a new level? vorite flying sites in the U.S. or abroad? MD: There are many talented pilots in MD: My favorite site always seems SLC and it has been a privilege to fly with to be whatever my home site is at the and learn from many of them. Most im- time. The Wasatch Front in Utah and

Matt at Mt. Bachelor

Pine Mountain, Oregon, are great sites. Chelan [Washington], Valle de Bravo, and the Lumby Valley in British Columbia are among my favorites. I love skimming around barefoot on sand dunes and towing over the lake in California with the O’Connors. The sites that I daydream most about are the ones that I have not yet flown. There are so many great flying destinations in the world and so little time. SR: Any tips or thoughts you’d like to share with new pilots who are just getting into the sport and who might want to eventually progress to cross-country and competition? MD: Just enjoy your flight. Don’t get caught up in going XC or staying up forever right away. It can be frustrating watching the top guns go big when you sink out, but we all have to go through it. Drive the chase car and learn the XC routes from the ground. You will get the chance to hear all about the pilot’s flight and you will need the favor returned one day. When I sink out I try to remember that a simple top-to-bottom flight is actually pretty neat, when you think about it. The big flights will happen naturally when you are ready. Most importantly, seek out the guidance of the best pilots that you can reach. Whether it is hounding the local sky god at your home site with questions or going on a tour with the pros, the knowledge gained will absolutely make you a better and safer pilot. There are not many sports where “Average Joe” has the option to train with the best in the world. As paraglider pilots we have that option. So take advantage, it will be worth it.

King of Kings: The King Mountain Hang Gliding Championships By Alan Paylor Photos by Gail Paylor

Imagine adrenaline-pumping, highflying soaring dreams coming true in a prepackaged fun-flying competition. Include in this fantasy a hard-working staff that takes care of almost everything for you. All you have to do is show up and have fun. This dedicated staff neutralizes obstacles and challenges you will encounter while flying King Mountain. So, why not follow an already established journey of pilots who know where to go, what to do, and how to do it? It’s not a fantasy – the official King Mountain Hang Gliding Championships await you! (July 11-15, 2007 – see the Calendar section for more information.) Our Idaho site name, King Mountain, implies a sacrilegious flying site. Crosscountry (XC) pilots flock to King on their annual pilgrimage for true big air that’s entwined with soul-soaring fulfillment. Every XC pilot with ambitions of big-air miles and all recreation pilots with dreams of seeing their first highmountain view must fly King Mountain at some point during their flight career. Lisa Tate and her dream team, Terri, Donna, Blaine and John, (plus many

Setting up at King Mt. upper launch

others) along with donation supporters, are nothing short of dream makers. They have perfected hang glider-pilot and dedicateddriver satisfaction to the ultimate blessing in disguise. These folks really understand what makes your flying more fun, safer, and increasingly more rewarding. Let’s get to the facts about how and why you need to start your trip planning. First, make sure you and your team tune up your wagon. King Mountain is not a paved road to the top of a small bump slightly above sea level. The road is four-wheel-drive to upper launch. It’s geographically located a few miles south of the tallest mountain in Idaho. This descriptive direction is Route 1, nicknamed the “milk run” because it can be so easy. It’s extreme at times for sure, but King has the best of two worlds: big air and great glass off/wonder winds. Secondly, King Mountain is one of only two flying sites in the country to have an official altitude waiver approved by the FAA, allowing pilots to thermal up to 23,000 feet MSL legally when the waiver is activated. YES! for pilots who have oxygen systems and are dressed

properly. How many pilots at your local sites warm up a couple of days before your local meet begins with an evening glass-off up to 17,999 feet, or a 70-mile milk run to the local hot springs? I know truckloads of pilots who do, prior to the King meet each year. I personally enjoy the glory and challenge of such flights on a regular basis. I know many pilots, including myself, have been to other sites or events with the intention of conquering “the mountain” or “kicking assets and taking no prisoners,” only to find themselves completely overwhelmed with a new environment and many distractions. Smart pilots recognize and learn from this dilemma. To help pilots, the King Mountain Hang Gliding Championships provides a cross-country route guide on CD. This indispensable CD is included with your registration packet. Combine this with warm, friendly staff and a local hang gliding store (King Mountain Gliders, LLC), and you quickly realize pilots cannot get any closer to hang gliding heaven until after they launch, soar up, and reach out and touch the face of God. Before you actually attend such an event anywhere, do some research, no matter what your skill level. It’s called “BIG AIR” for a reason! Charley Warren says, “And it gives those who can’t spend the whole time there, a chance to be competitive. I love it that there’s a chance to get to 20 grand! In a hang glider! It’s the BIG AIR Baby!” Kurt Wimberg sums it up very nicely regarding what to do when we push our envelope and start to have too much fun – he says, “When in doubt, pull in and think about it.” This really works and it’s saved my bacon several times. It’s always great advice, especially in the black-diamond air that seems to develop during peak cross-country season at King Mountain.

March 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

Unloading at King Mt. upper launch

However, prepare yourself with proper gear, guidance, attitude, and the rest of the basics, but do not be overly intimidated. Our Web site, www .kingmountaingliders.com, has a list of suggested gear/equipment that I recommend for King. That information is under the retrieval services link on the main page. King Mountain and the surrounding mountain ranges are not something to fear, especially if you’re prepared. Aviation requires respect. Flying King is an exciting challenge with the possibility to set personal bests in everything we do as pilots. Recreation pilots can usually enjoy late-afternoon launches in smoother air and 50- to 70-mile fun runs down range. Imagine your very first XC flight over 100 miles! H-2s have done this here at King. Ben Dunn said, “You need not be an XC pilot to enjoy this event. Alex got his Hang 3 just this spring and had a three-hour flight over King at 13.5 K!” Ron Matous adds, “For me, the King Mountain meet each year provides one of the few chances I get to fly with that many good pilots mapping out the air over one of the most stunning mountain ranges in the West.” All pilots remember their first real XC flight. Mine was at Miller Canyon, Arizona, on an L&V (light and variable) day while I was flying a Dream 205…yada yada…. You have to visit the King Mountain Store to hear

King Mt. upper launch setup area

the rest of this dream story. Looking down to lower launch from the upper launch at King Mt. King is a H-4/P-4 flying site for very good reasons, too. Pilots must understand their flight skills and improve upon them all the time. Our quest as pilots is to manage our glide, conquer extreme thermals, maximize light lift, smartly approach venturi gap crossings, enjoy high altitude gains, utilize fast ground speeds (oh, yeah, and I mean fast! My personal best is 114 mph – no diving, either), while slowing down enough to soak in the views that very few humans will ever, further for the upcoming 2007 year. She ever see. This is what pilots must do at informed me, “We applied for and received a small grant to study the feasibilKing Mountain. If you have not started planning for the ity of making an adventure film focusing King trip, you should visit the Sonoma on the King Mountain Hang Gliding Wings Web site, because these folks Championships…The project focus is know how to travel and plan for a flying documenting the unique culture of foottrip, and they provide excellent King data. launched mountain XC hang gliding and If you need a quick visual of the flying the King Mountain hang gliding event, situation during the meet simply look at a as well as the impact of hang gliding on King Mountain Route CD for the spec- a small rural community. It’s a project tacular ranges and route-driver planning. we have been working on for about a This CD is also available anytime you’re year now.” Dr. Paul Allen categorizes our flying ready to head to King. You can email me at goxc@kingmountaingliders.com to situation at King Mountain succinctly: purchase this great CD. “We Idaho pilots don’t have much comKing is king when it comes to partici- pany most of the year. We are few and pating in fun-flying hang gliding contests. scattered. I very much anticipate this We thermal-soaring, ridge-running air annual gathering of the winged. I love junkies of true free-flight fly anywhere the competition, I look forward to swapand anytime possible. During the meet, ping tales, but most of all, I dig the comthanks to the many contributors, at- panionship of people who share a passion. tendees can win prizes every day for five It feels like family – a big, nutty, peculiar days straight. In addition to daily raffles, gang of persons sharing a passion. What pilots receive the best meet T-shirt on fun we have!” the planet, an incredible steak dinner, In the last several years I have tried to plus sponsored breakfasts. The top three say this to everyone: “It’s simply a matter winners in two separate categories (open of fund-raising – no way could the Idaho class and recreation class) receive highly pilots pull our ‘meeting the needs’ withcoveted trophies made by Lisa Tate of out you.” Now you know some of the Soaring Dreams. Several other catego- reasons we have our friendly flying comries receive trophies also. This entire ex- petition. So what are you waiting for? pertly prepared package, including all the Schedule your vacation, quit your job, perks, in a small-town atmosphere where load the wagon, and mark you calendar you feel welcome and appreciated, costs for July 11-15. Come out to help us, but around $70. Oh, I left out free camping most importantly, come out to improve for everyone. King is king! yourself. You will never regret it and will The King Mountain Hang Gliding always remember it! Fly safe, fly far, and Championships last a full five days; have fun. you’re scored on your best three days. If you attend you will test your endurance and decision-making process for sure. The staff is here to make your flying easier and more fun. Lisa Tate, our 20year veteran meet director, went even

March 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

Photo: Eugene Kokorin

Jug Aggarwal, Tom Moock and Mark Bernier above Potato Hill

Northern California Cross County League 2006 By Jugdeep Aggarwal

Photo: Eugene Kokorin

The 2006 Northern California Cross Country League, which concluded last October, was most deﬁnitely a great success. This was the third year that I had run the league and the number of participants has certainly been growing, with pilots attending from Seattle, Las Vegas, Los Angeles and Virginia. Word has gotten round that this series of unsanctioned competitions is low-key, with the emphasis on fun and on keeping

Pilots Jug Aggarwal, Tom Moock, and Celia Pendar above Potato Hill

tasks appropriate for a wide range of pilot skill levels. As in previous years, tasks ranged from very modest to positively ridiculous. Early season tasks were short – sometimes less than 16km (10 miles) – while at the height of the season distances were over the 100km (60-mile) mark. The tasks were all challenging in their own ways. Setting tasks for this comp has sometimes been quite diﬃcult, since the aim of each task is to keep the most junior pilot, as well as the XC veteran, appropriately challenged. The tasks are built in three parts, with the ﬁrst part set on easy course lines across friendly terrain to ensure that the least experienced pilots can enjoy the fun of competing without feeling overtasked. The second part of each task is usually a little more involved, with perhaps a valley crossing or two and maybe a leg requiring a venture into

some more challenging terrain. This section is meant to test the more able pilots. The final segment of the task is set up across more committing territory, where the aim is to stay in the air to avoid a horrendous walk out. These final legs are designed to give the better pilots a run for their money. While the skill levels among the pilots are clearly not equal, the competition is set up so that pilots are only competing against their equally skilled peers. The field is divided into three categories: Those flying competition and DHV2-3 gliders are in Category 1, those flying DHV 2 gliders are in Category 2, and those flying DHV1 and 1-2 gliders are in Category 3. This has resulted in a muchleveled playing field. One of the key objectives of the league is to allow those pilots who cannot make all 16 tasks an opportunity of winning. So, similar to the PWC league, pilots’

March 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

Memorable Events for 2006:

Photo: John Clifford

*One pilot, who landed out some seven miles from a road, took a full 14 hours to make it to the road. *On a particularly challenging task, a pilot on a DHV 1 glider made it to goal, along with only three other pilots – one flying a DHV 2-3 wing and the other two on competition gliders. The DHV 1 pilot’s smile wrapped all the way around the back of his head! *The Owens Valley tasks – at least half the pilots at that weekend’s event had personal best distance flights

At launch in the Owens

Photo: Eugene Kokorin

Photo: Josh Cohn

final scores are taken from their own scores for half of the tasks set, enabling a pilot to win even if he or she did not fly every task. Clearly, however, it is more advantageous to attend as many tasks as possible. New for the 2006 league were two major developments. The first was using a full competition scoring system. Previously a simple system was used for scoring pilots, but in 2006 it was decided to implement the normal scorEric Reed at Dunlap ing system employed in sanctioned competitions. This has the advantage of giving pilots a better idea of how the scoring system generates scores, and makes it fairer to reward pilots based on how they flew. In addition all scores are now posted on the Leonardo Web site, http:// norcalxcleague.pgcomps.net/comps/, which gives pilots the opportunity to view their flights, download their tracklogs and play animations for the competition. In addition, Leonardo offers sponsors a much higher profile by showing logos on every Web page. This means that our sponsors this year – Flytec, MPH Sports, Critter Mountain, Thermal Tracker, Wing Envy, Adventure Productions and Eagle Paragliding – were very visible. With the 2007 season about to kick off, it would be great to see just as many pilots participating as did in 2006. Further growth would be great but it introduces the danger of this no longer being a “fun” competition. Indeed, perhaps the continued success of the league over the previous years has meant to some this is no longer mainly a “social” league but is now a more serious competition. It would be great to keep the perspective that the league is really just a fly-in with a mission. Keep it fun, and see you in the air…

*Digging out a truck that got mired in the snow en route to launch Heading up to Potato Hill launch in March

Some stats: Total number of tracklogs submmitted: 176 Total number of participating pilots: 48 Total value of donated prizes: $3200 Total cumulative distance flown for all competing pilots: 3717 miles – the equivalent of flying from Santa Cruz to Kamchatka (Russia), or somewhere warmer such as the Caribbean, or even Colombia! The cumulative distance ﬂown by 2006 participants: California to Columbia!

The winners for 2006 were: Category 1

First place: Josh Cohn Second place: Tom Moock Third Place: Eric Reed Category 2

First place: Jugdeep Aggarwal Second place: Nova Dasalla Third Place: Peter Rexer Category 3

First place: John Caletti Second place: Tom O’Neill Third Place: Daniel Curylo

March 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

Dates for 2007 with provisional locations: March 17-18: Potato Hill April 14-15: Dunlap May 12-13: Tollhouse June 9-10: Dunlap July 14-15: Potato Hill August 18-19: Tollhouse September 22-23: Dunlap October 6-8: Owens Valley

Gallery

Spring avalanches have scoured the hanging seracs behind this pilot in Chamonix, France. Photo: David Casartelli

Looking down the ramp at Mingus Mountain, Arizona Photo: Val Stephens

Soaring painted rocks Photo courtesy Dudek Paragliders

Loren Cox and Matt Gerdes playing on the grassy dunes of Pismo Beach, California Photo: Olivier Laugero

Pilots checking out the whitecaps at the “Map of Africa” soaring site, on the southern coast of South Africa

Inset: Ken Brown ﬂying suprone at Ft. Funston Photo: Geoffrey Rutledge

Feeling the pressure? Setting up to launch in front of a few hundred spectators, in St. Hilaire, France Photo: Dick Jackson

Dennis Pagen and his girlfriend Diane Harshberger launching for a soaring ﬂight at Plan Joux, near Chamonix, France Photo: Koos De Keijer

Scott Silver and Mt. Hood, Oregon Photo: Jane Forsyth

Mike Steen and a friend launching in the early morning light above Moab, Utah Photo: Olivier Laugero

The late great Chris Muller in a massive loop over Monument Valley Photo: Christian Pondella

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 April 7-13: The Florida Ridge, Clewiston, Florida. U.S. Hang Gliding

Nationals. Practice days April 5 and 6. Registration opened December 15, closes March 15, $285 + $215 tow fees. Sport-class nationals $195 + tow fees. More information: theﬂoridaridge.com.

July 11-15: Moore, Idaho. King Mountain Hang Gliding Champion-

ships. Pilot briefing and multimedia show of the area on Tuesday evening, July 10. Lots of fun and superb flying in some of the most scenic mountains in the world. Open, recreation, and team classes. Open-distance XC along a specified route with bonus LZs and handicap scoring. BBQs, breakfasts, free camping, super-extra-special trophies and all that... plus the envy of the HG world – shirts by Dan G. (suitable for framing)! Entry fee of $60 includes pilot packet, shirt, maps, awards party, and a ton o’ fun! Contact Lisa Tate,1915 S. Arcadia St. Boise, ID 83705, (208) 376-7914, lisa@soaringdreamsart.com. August 7-19: Big Spring, Texas. 2007 World Hang Gliding Champi-

onship. See the world’s best hang glider pilots in action. More info: http:// www.ﬂytec.com/Events.htm.

September 30-October 6: Dunlap, Tennessee. Tennessee Tree Toppers 2007 Team Challenge, offering Hang 3 pilots an introduction gliding competition. Registration opened January 20, limited to 80 flex to competition and cross-country flying in “The Hang Gliding Capiwings, 30 rigid wings. Entry fee $350 + $200 tow fees. More informatal of the East”! More information and online registration available at tion: www.flytec.com. www.treetoppers.org. June 17-23: Woodrat Mt., Ruch, Oregon. Paragliding Rat Race. FLY-INS Registration opens February 15, and the meet has filled up on that opening date in past years. Maximum 130 pilots, USHPA member- March 24-25: Full-moon flying weekend at Cotes Cliffs, Baja ship and P-3 rating required. $375 entry fee includes land use fees, California, 80 miles south of Ensenada, Mexico. Flying in Mexidaily lunches, retrieval, awards party, T-shirt, mentoring program, co, especially with the E-TEAM, is inexplicable! Last year we made training sessions and more. Additional information and registration a new ramp on the 250-foot cliff launch. This year, we have to try it details at www.ratracecomp.com. out! Bring everything that you have that flies! The flying site is a 10April 15-21: Quest Air, Groveland, Florida. Flytec Championship hang

mile-long, 250-foot-high cliff located on a very deserted Mexican tration opens February 15. Max 130 pilots, USHPA membership and beach. There are no facilities, so bring everything that you will need P-4 rating (or P-3 with XC and turbulence endorsements). $350 before April to have fun, flying or not. Also bring along any household donations 15, $400 after. Fee includes daily energy smoothie, retrieval, no-fly day bas- that can be left behind for the local population. Vaya Con Dios. Conketball tournament with $500 prize money, street dance with the Ladies of tact: Mike Hilberath, (949) 455-0032, eteamer@cox.net or eteamer@ Lakeview, lots of prizes. Additional information and registration details at yourmothersplace.com. www.vip2comp.com. April 12-14: Florida Ridge, Clewiston, Florida. Wills Wing demos and July 22-30: Lakeview, Oregon. “Hang-on” hang gliding competi- glider delivery. More information: Miami Hang Gliding, (863) 805-0440. tion. Registration opens March 15, $295 before May 15, $350 May 15- April 16-21: Wallaby Ranch, Davenport, Florida. 10th annual Wills July 22. Max 130 pilots. USHPA membership and H-3 with turbulence Wing demo days and party – come celebrate Wills Wing’s 34 years in the and XC endorsements. Trophies and general prizes will be awarded hang gliding business with demos, seminars and parties. Catered dinner in rigid wing, flex wing, sport class, single surface. More information: and dance band on Saturday. It’s the perfect time of year to fly in Florida! www.mphsports.com. More information at http://www.wallaby.com/, or contact Malcolm Jones, June 24-30: Lakeview, Oregon. U.S. Paragliding Nationals. Regis-

July 29-August 4: Boone, North Carolina. Tater Hill Paragliding

(863) 424-0070, ﬂy@wallaby.com.

Open 2007. Registration opens March 15. Cross-country race to goal at a site friendly for ﬁrst-time competitors; GPS and comp strategy sessions included. More information at www.ﬂytaterhill.com.

May 18-20: Glassy Mountain, near Greer, South Carolina. Springtime Fly-In – come enjoy flying and competing (spot, duration, XC, balloon toss, etc.) at this beautiful south-facing mountain. Plaques awarded to 1st, 2nd and 3rd place finishers in all competitions (except balloon COMPETITION toss). $20 entry fee for competition flying and $10 for fun flying. Fly-In T-shirts are available. Glassy launch is 1500’ AGL. Contact: Paul Peeples, March 17-18, April 14-15, May 12-13, June 9-10, July PO Box 2121, Brevard, NC 28712; (828) 885-2536 (home); (828) 55314-15, August 18-19, September 22-23, October 6-8: 3777 (cell); pbrannenp@msn.com. (Due to tree restrictions at launch, Northern California Cross-Country League weekends, location to be deparagliders cannot be flown at this site.) cided three days before the weekend. All sites will be within a four-hour drive of the San Francisco Bay Area. Cost: $10 per race. More informa- May 26-28: King Mountain, Idaho.”2007 Spring Fling at King” – tion: Jug Aggarwal, jaggarwal@es.ucsc.edu, or check the Web site for start your XC season off right with this fun fly-in. All-you-can-eat dinthe Northern California XC League at http://www.sfbapa.org/ and follow ner and dessert. Cash prizes for greatest XC HG/PG flights. Free the link for the XC League. camping as usual. More information: (208) 390-0205, email goxc@ kingmountaingliders.com, full details at www.kingmountaingliders.com. April 12-15: Big Cypress Seminole Reservation, near Ft. Lauderdale, Florida. U.S. National Powered Paragliding Convention. More information: http://www.southfloridappg.com/2007convention/home.htm.

March 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

June 6-10: Albuquerque, New Mexico. Hang gliding XC fun ﬂy-in – launch from 10,678-foot Sandia Crest. 2006 was tons of fun with many 100+ milers, including 3 at 150+ and one at 185 miles. More information: Andrew Vanis, (505) 304-5306, vanis13@yahoo.com, www.ﬂysandia.org. June 15-24: Girdwood, Alaska. Arctic Air Walkers’ annual 10 Days

of Solstice fly-in at Alyeska Resort, with tram service, in the land of the midnight sun. More info: www.arcticairwalkers.com. Register for maneuvers clinic held during the fly-in and hosted by Chris Santacroce: http:// www.midnightsunparagliding.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. March 1-8: Brazil. We have room for 8 very fun paraglider pilots and/

April 12-14: Florida Ridge, Clewiston, Florida, and April 16-19:

Wallaby Ranch, Davenport, Florida. USHPA in conjunction with Wills Wing is sponsoring scooter-towing seminars with Blue Sky’s Steve Wendt. These programs are free to instructors who are interested in learning this great teaching method. Contact Rob Kells, Rob@WillsWing.com, so the organizers know how many instructors and pilots to plan for. Spring 2007: Super Fly’s Chris Santacroce and Peak to Peak Para-

gliding’s Kay Tauscher will team up again in 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) 8170803. May 1-24: Alpine, Wyoming. Paraglider maneuvers training courses

by Jackson Hole Paragliding at the Palisades Reservoir, Alpine, Wyoming. Come and tow and maneuver with the Jackson Hole team – coaches Scott Harris and Matt Combs. Information and reservations: (307) 6908726, www.jhparagliding.com. May 26-June 4: FRANCE, SWITZERLAND, ITALY. Experience the Alps where it all began! Join Luis Rosenkjer and Todd Weigand on an unforgettable tour to some of the most beautiful paragliding sites in the world. Fly every day at world-famous sites such as St. Hilaire, Annecy, Chamonix, Mieussy, Verbier, La Madeleine, Les Saissis and more. Luis has been guiding international pilots to France for the last ﬁve years and, due to popular demand, is now offering the trip to U.S. pilots as well. More information: Luis at www.atlantaparagliding.com, luis@ atlantaparagliding.com, or Todd at wallowaparagliding@gmail.com.

or guests to “Rock It in Rio” – a guided paragliding tour of Rio De Janeiro and beach party for three days. Then travel overnight by sleeper bus to “Go for the Gusto in GV.” Governador Valadares is the perfect thermal and cross-country site and a favorite spot for pilots like twice worldchampion John Pendry. Instructional coaching, room with breakfast and ground transportation in RIO and GV are included. We are going to have a blast and a half, and it’s only $1650. Special deals may apply for those continuing on to Peru and Chile with us. Contact Kelly Kellar at www.maxroc June 1-3: Jackson Hole, Wyoming. Paraglider tandem certification .com, info@maxroc.com, (503) 464-6140. clinic presented by tandem administrator Scott Harris at Jackson Hole March 8-11: Colorado Springs, Colorado. USHPA spring BOD meet- Mountain Resort. More info: www.jhparagliding.com or call (307) 690ing. Members are invited and welcome! Annual awards presentation 8726. banquet on Saturday evening. More information online at ushpa.aero, or June 6-10: Albuquerque, New Mexico. Sandia Soar’n, HG XC-fun email info@ushpa.aero. fly. 2006 was tons of fun with many 100+ milers, 3 at 150+ and one March 12-18: Peru with Kelly Kellar and Jose Rosas. Come fly your at 185 miles. www.flysandia.org, Andrew Vanis, (505) 304-5306, paraglider at the increasingly famous Marriot in Miraflores, Lima, Peru. vanis13@yahoo.com. Tighten up your thermal skills and technique at Pachacamac and join our June 8-10: Jackson Hole, Wyoming. Paraglider instructor certifica40k group flight attempt. Then on to tear it up in Paracas, and return to tion program presented by instructor administrator Scott Harris. More Lima for more flying. Our tours are really a full-blown clinic for pilots of info: www.jhparagliding.com or call (307) 690-8726. 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 lodg- June 16-22: Girdwood, Alaska. Join Peak to Peak Paragliding for ing with breakfast and all ground transpo with your instructor guides. paragliding under the midnight sun. Kay Tauscher will lead a group We will make time for sightseeing for those interested. Book now at of pilots to Alaska’s beautiful mountainous countryside for long days www.Paratravels.com. 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@ March 21-26: Chile with Kelly Kellar and Jose Rosas. Come parapeaktopeakparagliding.com for more information. glide over the city of Iquique, fly past skyscrapers and land on the beach right in front of your hotel. Then off to Palo Buque 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 sightseeing 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.)

March 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

Ratings issued during November 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-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 P-4 P-4 P-4

1 2 3 3 3 4 4 4 4 4 4 6 8 8 9 10 10 11 12 12 1 1 2 2 2 3 3 3 3 3 4 4 4 4 4 4 4 4 5 5 5 6 8 8 8 9 9 10 10 10 11 12 12 12 1 1 1 2 3 3 4 8 9 12 2 2 12

Name

City

Patrick Johansen Sherwood Ken Bliss San Luk Obispo Isaac Friedman Kula Scholl Guin Coto De Caza Robert Bradshaw Camarillo Wolfgang Stiller Colorado Springs Leroy Evertsen Glendale Brad Luber W Jordon Bill Powell Springville Roman Rampton Salt Lake City Christin Choma Lehi Roger Hill Minatare Adam Shain Fairfield James Highsmith Iv Sunderland Paul Kiendl Arlington Petr Hala Tucker Christian Hoelzl Spartanburg Taylor Jordan Jasper Jorge Rivas Astoria Michael Dreyfus New York Doug Jackson Jefferson Cheree Smith Eagle Creek Jerry Beach San Francisco Eyal Ben Moshe San Mateo Ken Bliss San Luk Obispo Tom Swanson Ontario Jeffrey Mccloud Waianae Isaac Friedman Kula Scholl Guin Coto De Caza Robert Bradshaw Camarillo Wolfgang Stiller Colorado Springs Brad Macmonagle Longmont Dan Kelly Centennial Brad Luber W Jordon Bill Powell Springville Roman Rampton Salt Lake City Jorge Arango Phoenix Christin Choma Lehi Jeff Schlabs Bozeman Todd David Jackson Kelsi Oser Jackson Roger Hill Minatare Adam Shain Fairfield Larry Boehmler Springfield James Highsmith Iv Sunderland Paul Kiendl Arlington Robert Vonfrisch Weatherly Clement Lafond Christiansted Christian Hoelzl Spartanburg Ricardo Fiallo Miami Taylor Jordan Jasper Yuriy Kozhynov Atlantic Highlands Jorge Rivas Astoria Michael Dreyfus New York Randall Wilson Renton Michael Treacy Issaquah Chris Jones Issaquah Kimberly Hayden Incline Village Ed Stockard La Jolla Stephen Nowak Huntington Beach Todd Nelson Riverton Adao Barreto De Freitas Framingham Tom Brice Kensington Fred Nordstrom New York Mike Fifield Rocklin Harry Sandoval Pacifica Clark Carr Teaneck

State

Rating Ofﬁcial

OR Larry Pindar CA Patrick Eaves HI David Binder CA Chad Bastian CA Chad Bastian CO Kay Tauscher AZ Carlos Madureira UT Stephen Mayer UT Mike Steen UT Stephen Mayer UT Brad Gunnuscio NE Stephen Mayer CT Christopher Grantham MA Christopher Grantham VA Stephane Pascal GA Christopher Grantham SC Christopher Grantham TX Stephen Mayer NY Christopher Grantham NY Christopher Grantham OR Pindar, Larry OR Greg Gilliam CA Rob Sporrer CA Jeffrey Greenbaum CA Patrick Eaves CA Rob Mckenzie HI Pete Michelmore HI David Binder CA Chad Bastian CA Chad Bastian CO Kay Tauscher CO Granger Banks CO William Laurence UT Stephen Mayer UT Mike Steen UT Stephen Mayer AZ Carlos Madureira UT Brad Gunnuscio MT Andy Macrae WY Christopher Brindisi WY Christopher Brindisi NE Stephen Mayer CT Christopher Grantham VT Jeffrey Nicolay MA Christopher Grantham VA Stephane Pascal PA Ciaran Egan VI Robert Hastings SC Christopher Grantham FL Pedro Tirado TX Stephen Mayer NJ Ciaran Egan NY Christopher Grantham NY Christopher Grantham WA Bob Hannah WA Bob Hannah WA Marc Chirico NV Ray Leonard CA David Jebb CA Marcello De Barros UT Stephen Mayer MA Marcus Santos MD Gabriel Jebb NY Ciaran Egan CA Tim Kuenster CA Jeffrey Greenbaum NJ Chris Santacroce

Jake Walker getting perpendicular to the valley horizon in Moab, Utah Photo: Olivier Laugero

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-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 3 3 3 3 3 7 9 9 10 10 10 10 10 11 11 12 12 13 13 2 3 3 3 3 7 8 8 8 10

Name

City

David Suits Santa Cruz Cris Solomon Walnut Creek Afshin Sarbaz Concord Sieu-hoa Thoi Morgan Hill Aaron Fouch Mariposa Ben Curren Sunnyvale Terry Watson Westlake Village Mark Sorensen Running Springs John Riedel El Seguno Steve Shin Los Angeles Hunor Tasnadi Los Angeles Robert Drake Nashville William Evans Georgetown Rusty Tylenda New Cumberland Bill Jacques Boca Raton Dayna Moudy Orlando Jeff Bozarth Atlanta Makbule Baldik Clinton Scott Adams Chattanooga Robin Rogers Austin David Charbonnet New Orleans Gavin Riley Tarrytown Jordan Gianforte Chittenango Eduardo Amorelli Brasilia, Df Marcelo Silva Brasilia, Df Jesse Byler Berkeley Terry Watson Westlake Village Dion Rezaei Santa Monica Mark Sorensen Running Springs Steve Shin Los Angeles Robert Drake Nashville Robert Reynolds N Clarendon Samuel Schweighart Watertown Brian Argenta Prospect Bill Jacques Boca Raton

State

CA CA CA CA CA CA CA CA CA CA CA IN DE PA FL FL GA TN TN TX LA NY NY

Rating Ofﬁcial

Patrick Denevan Patrick Denevan Patrick Denevan Patrick Denevan Mike Butler Patrick Denevan Joe Greblo Rob Mckenzie Paul Thornbury Kyoung Ki Hong Paul Thornbury Gordon Cayce Andy Torrington Richard Hays James Tindle Malcolm Jones Gordon Cayce Gordon Cayce Gordon Cayce Jeffrey Hunt Christian Thoreson Paul Voight Daniel Guido Gregg Ludwig Gregg Ludwig CA Barry Levine CA Joe Greblo CA Paul Thornbury CA Rob Mckenzie CA Kyoung Ki Hong IN Gordon Cayce VT Jeffrey Nicolay MA Steven Prepost CT Alegra Davidson FL James Tindle

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

10 10 10 10 11 11 11 11 12 13 13 2 2 3 3 3 7 8 10 10 12 13 13 13 13 1 4 5 7 9 9 10 12 13 13

Name

City

Dayna Moudy Orlando Jeff Bozarth Atlanta Makbule Baldik Clinton Scott Adams Chattanooga Corinna Bethke Conroe Christopher Hill Houston David Douden Houston David Charbonnet New Orleans Gavin Riley Tarrytown Eduardo Amorelli Brasilia, Df Marcelo Silva Brasilia, Df Jason Brush San Francisco Peter Wemm Danville Malury Silberman Alhambra Cody Sipos San Diego Steve Shin Los Angeles Jeff Edstrom Elgin David Cannon Monroe Wayne Walker Marietta Trevor Childress Rising Fawn Karl Link Fairport Charles Mathieson Burnaby, Bc Eduardo Amorelli Brasilia, Df Marcelo Silva Brasilia, Df A Meldan Kutertan Ontario Patrick Kruse Bend Charles Glantz Albuquerque Matt Millsap Lander Keith Messingschlager Traverse City Hugh Mcelrath Hyattsville Claude Hengst Iii Fort Valley James Brown Groveland David Lewis Thompson Ridge Eduardo Amorelli Brasilia, Df Marcelo Silva Brasilia, Df

State

Rating Ofﬁcial

FL GA TN TN TX TX TX LA NY

Malcolm Jones Gordon Cayce Gordon Cayce Gordon Cayce Jack Yount Jack Yount Jack Yount Christian Thoreson Paul Voight Gregg Ludwig Gregg Ludwig CA Patrick Denevan CA Patrick Denevan CA Joe Greblo CA Rod Mitchell CA Kyoung Ki Hong IL Tommy Thompson, Sr CT Ron Knight GA Daniel Zink GA Daniel Zink NY Karl Fanghanel Eric Thorstenson Gregg Ludwig Gregg Ludwig Michael Robertson OR Charles Baughman NM Mel Glantz WY Johann Nield MI William Trombly MD Robert Lane VA Steve Wendt FL Robert Lane NY Paul Voight Gregg Ludwig Gregg Ludwig

Janni Papakrivos coming for a landing at HIgh Rock, Maryland Photo: Ralph Sickinger

THERMAL NUCLEAR

ET .co AN

Skateboards Paragliders Sunglasses Unicycles Kites

DETECTION

Y D <Wa[ IN ,>,[

*WWS[ +TW\PQVO 4WVO *WIZL[ March 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

Safety Tips The decision to deploy a parachute must be based on altitude and not a visual interpretation of your altitude and rate of descent. Waiting to deploy until you sense the urgency of the situation (low altitude and rapidly rising terrain) is waiting until too late and is likely to result in serious injury or death.

Safety Tips Remember: Launches are optional, landings are mandatory. Think about it. Matt Gerdes treading on his rental car at Pismo Beach, California March 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

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.

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.

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 135 SPORT 2 – less than 30 hours, perfect condition. $3300. Litespeed 5S-mylar sail, great condition. $2650 (970) 641-5654. DISCUS 160 B-MODEL – new in ‘05, ﬂown once. Red, yellow and white. $4000. Matching Moyes X-treme harness and chute for 5’11” pilot. $350. Call Rod (425) 2522789. 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.

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 INSTRUCTORS NEEDED FOR THE 2007 SEASON – I am looking for experienced hang gliding and paragliding instructors to work in Ellenville, New York, at Mountain Wings Inc and E-Ville Outﬁtters Flight park. Call Greg at (845) 647-3377 or email at www.mtnwings@verizon.net. 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.

ULTRALIGHTS

M2 GLIDER TUG – less than 100 hours airframe and engine, plus enclosed trailer. $15,000. Call Tom (530) 2335125.

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. 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. 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. THE HANG GLIDING CENTER – PO Box 151542, San Diego CA 92175, (619) 265-5320. MIKE BUTLER HANG GLIDING SCHOOL – Located just 30 minutes west of Yosemite National Park. WW and Flytec dealer. mbutler@sti.net, (209) 742- 8540.

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 AIRTIME ABOVE HANG GLIDING – Full-time lessons, sales, service. Colorado’s most experienced! Wills Wing, Moyes, Altair, Aeros, High Energy, Ball, Finsterwalder, Flytec, MotoComm and much more. Call (303) 674-2451, Evergreen, Colorado. AirtimeHG@aol.com. GUNNISON GLIDERS – Serving the western slope. Instruction, sales, service, sewing, accessories. Site information, ratings. 1549 County Road 17, Gunnison CO 81230. (970) 641-9315, 1-866-238-2305. PEAK TO PEAK PARAGLIDING LLC – THE Front Range paragliding school, located in Boulder. Offering excellent state-of-the-art instruction. Equipment & tandems. (303) 817-0803, Info@peaktopeakparagliding.com, www .peaktopeakparagliding.com.FLO

March 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

FLORIDA

IDAHO

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

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

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. 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.

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

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

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

MARYLAND HIGHLAND AEROSPORTS – Baltimore and DC’s fulltime flight park: tandem instruction, solo aerotows and equipment sales and service. We carry Aeros, Airwave, Flight Design, Moyes, Wills Wing, High Energy Sports, Flytec and more. Two 115-HP Dragonfly tugs. Open fields as far as you can see. Only 1 to 1.5 hours from Rehoboth Beach, Baltimore, Washington DC, Philadelphia. Come Fly with US! (410) 634-2700, Fax (410) 634-2775, 24038 Race Track Rd, Ridgely, MD 21660, www.aerosports.net, hangglide@aerosports.net.

MICHIGAN CLOUD 9 SPORT AVIATION – Aerotow specialists. We carry all major brand hang gliders and accessories. Cloud 9 Field, 11088 Coon Lake Road West, Webberville MI 48892. Cloud9sa@aol.com, http://members.aol .com/cloud9sa. Call for spring tandem lessons and ﬂying appointments with the Draachen Fliegen Soaring Club at Cloud 9 Field. (517) 223-8683, DFSCinc@aol.com, http://members.aol.com/dfscinc. 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.

SUSQUEHANNA FLIGHT PARK COOPERSTOWN – 160’ training hill with rides up. 600’ ridge – large LZ. Specializing in ﬁrst mountain ﬂights. Dan Guido, 293 Shoemaker Road, Mohawk NY 13407. (315) 866-6153, dguido@dfamilk.com.

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

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

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

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

TEXAS AUSTIN AIR SPORTS – Hang gliding and ultralight sales, service and instruction. Steve Burns, (512) 236-0031, sburns@austinairsports.com. Fred Burns, (281) 4711488, austinair@aol.com, WWW.AUSTINAIRSPORTS .COM. GO...HANG GLIDING!!! – Jeff Hunt. Austin ph/fax (512) 467-2529, jeff@ﬂytexas.com, www.ﬂytexas.com.U

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.

NEW YORK

VIRGINIA

AAA E-VILLE OUTFITTERS, MOUNTAIN WINGS INC. – Aeros, North Wing (845) 647-3377, mtnwings@verizon .net, www.evilleoutﬁtters.com, Ellenville, N.Y.

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.

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.

March 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

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 BAJA MEXICO – La Salina: PG, HG, PPG www .FLYLASALINA.com, www.BAJABRENT.com, He’ll hook you up! rooms, tours, & intros, bajabrent@bajabrent .com, 760-203-2658. 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 ALL HG GLIDERBAGS, harness packs, harness zippers and zipper stocks. Instrument mounts and replacement bands. Mitts, straps, fabric parts, windsocks, radios. Gunnison Gliders, 1-866-238-2305. BIG EARS PTT – $99.95. Includes speaker and microphone, radio connection, sealed finger switch. Choose the full-face or the open-face model. www.bigearsptt.com, (805) 965-3733. FLIGHT SUITS, FLIGHT SUITS, FLIGHT SUITS, Warm Flight suits, Efficient Flight suits, Light-weight Flight suits, Flight suits in twelve sizes. Stylish Flight suits. www .mphsports.com, (503) 657-8911. 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. HALL WIND METER – Simple. Reliable. Accurate. Mounting brackets, control bar wheels. Hall Brothers, PO Box 1010, Morgan, Utah 84050. (801) 829-3232, www. hallwindmeter.com. MINI VARIO – World’s smallest, simplest vario! Clips to helmet or chinstrap. 200 hours on batteries, 0-18,000 ft., fast response and 2-year warranty. ONLY $169. Mallettec, PO Box 15756, Santa Ana CA 92735. (949) 795-0421, MC/Visa accepted, www.mallettec.com. OXYGEN SYSTEMS – The world-class XCR-180 operates up to 3 hours @18,000 feet and weighs only 4 lbs. Complete kit with cylinder, harness, regulator, cannula and remote on/off flowmeter, only $400. 1-800-468-8185.

RISING AIR GLIDER REPAIR SERVICES – A 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. 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. *NEW* INSTABILITY 2 DVD – Bruce Goldsmith’s new film is set to become the new benchmark in SIV instruction. In 1992, the Airwave designer co-presented “Instability,” a film which helped thousands of paraglider pilots gain insight into tips and tricks learned by the professional test pilots. $41.95. Call USHPA 1-800-616-6888 or order off our Web site, www.ushpa.aero. PO Box 1330, Colorado Springs CO 80901.

*NEW* CLOUDSUCK: The Life and Death Struggle for the Hang Gliding World Record. Davis Straub tells the story of the dramatic 10-year race to fly “farther than anyone has ever gone in a hang glider.” From the historic 1990 flight *NEW* NEVER ENDING THERMAL – This DVD is an that first broke the 300-mile barrier, through 10 years of “Endless Summer” for the free-flying generation. The acadventure and challenge, this is a first-hand account of tion-packed documentary features the adventures of Venthe driven individuals who struggled against each other ezuelan pilots Herminio Cordido and Jorge Atramiz as and against nature to set the next hang gliding world dis- they embark on an around-the-world paragliding odystance record. $17.95. Call USHPA 1-800-616-6888 or sey. $41.95. Call USHPA 1-800-616-6888 or order off order off our Web site, www.ushpa.aero. PO Box 1330, our Web site, www.ushpa.aero. PO Box 1330, Colorado Colorado Springs CO 80901. Springs CO 80901.

March 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

*NEW* PARAGLIDING: LEARN TO FLY DVD – This MISCELLANEOUS DVD brings to life many of the hard-to-visualize concepts which are so important for us to understand, like airflow “AEROBATICS” POSTER – Full color 23”x 31” poster around hills and mountains, turbulence and convergence, featuring John Heiney doing what he does bestLOOPING! See www.ushpa.aero under store/misc for dynamic and thermic lift, plus aerodynamics like lift and example. Available through USHPA HQ for just $6.95 drag, speed to fly and so on. The production team have spent months on the 3D animation and video sequenc- (+$5.00 s/h). USHPA, PO Box 1300, Colorado Springs CO 80933. (USA & Canada only. Sorry, posters are NOT ing. $44.95. Call USHPA 1-800-616-6888 or order off AVAILABLE on international orders.) our Web site, www.ushpa.aero. PO Box 1330, Colorado Springs CO 80901. DVDS-VIDEOS-BOOKS-POSTERS – Check out our Web store at www.ushpa.aero. *NEW* PERFORMANCE FLYING DVD – When it comes to making paragliding films, Jocky Sanderson doesn’t pull any punches. The suave Englishman’s slick production skills were first evidenced in his debut films, “Security in Flight” and “Speed to Fly.” Jocky’s latest film, produced with Ozone’s test team, hones in on the finer piloting skills of flying XC, acro and SIV. $42.95. Call USHPA 1-800616-6888 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. *NEW* RED BULL X-ALPS DVD – Red Bull X-Alps 2005 finishes in Monaco! This stunning DVD features over 70 minutes of footage, including pilot interviews and wild POV camera angles. $41.95. Call USHPA 1-800-616-6888 or order off our Web site, www.ushpa.aero. PO Box 1330, Colorado Springs CO 80901. 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* SPEED/SECURITY DVD – “Speed to Fly” and “Security in Flight” are two great films designed to help you progress in paragliding, packed with stunning air-toair footage. $48.95. Call USHPA 1-800-616-6888 or order off our Web site, www.ushpa.aero. PO Box 1330, Colorado Springs CO 80901. *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.

WORLDWIDE INTERNET PARAGLIDING TALK SHOW – WWW.WORLDTALKRADIO.COM. Listen live or to the archives! Live Tuesday 9-11:00 a.m. (PST). Call toll-free, 1-888-514-2100 or internationally at (001) 858-2683068. Paraglider pilots and radio hosts David and Gabriel Jebb want to hear about your stories, promotions/events or insight; they also take questions! CLASSIFIED ADVERTISING RATES – The rate for classified advertising is $10.00 for 25 words and $1.00 per word after 25. MINIMUM AD CHARGE $10.00. Phone number=2 words. Email or Web address=3 words. AD DEADLINES: All ad copy, instructions, changes, additions & cancellations must be received in writing 2 months preceding the cover date, i.e. 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

STOLEN WINGS & THINGS GRADIENT ASPEN – My paraglider equipment was stolen from my vehicle on November 7th in San Diego, California. The wing was a red, gradient Aspen 26m, SOL Large CX harness, SOL 33 CELL reserve, Ozone red and gray backpack. REWARD, no questions asked, $250 or please contact me with any information regarding the equipment. David Thulin, davidthulin@hotmail.com or (307) 690-5792. STOLEN WINGS ARE LISTED AS A SERVICE TO USHGA MEMBERS. NEWEST ENTRIES ARE IN BOLD. THERE IS NO CHARGE FOR THIS SERVICE, AND LOST-AND-FOUND WINGS OR EQUIPMENT MAY BE CALLED IN TO (719) 632-8300, FAXED TO (719) 6326417, OR EMAILED TO INFO@USHPA.AERO FOR INCLUSION IN HANG GLIDING & PARAGLIDING MAGAZINE. PLEASE CALL TO CANCEL THE LISTING WHEN GLIDERS ARE RECOVERED. PERIODICALLY, THIS LISTING WILL BE PURGED.

March 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

INDEX TO ADVERTISERS CLOUD 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 FLIGHT ON FIRE MOUNTAIN . . . . . . . . . . . . . 16 FLYTEC USA . . . . . . . . . . . . . . . . . . . . . . . . . 80 FOUNDATION FOR HG&PG . . . . . . . . . . . . . . 39 HIGH ENERGY SPORTS . . . . . . . . . . . . . . . . . 27 NORTH WING . . . . . . . . . . . . . . . . . . . . . . . . .14 O’CONNOR FLIGHT SCHOOL . . . . . . . . . . . . . .11 OZONE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 SKY WINGS . . . . . . . . . . . . . . . . . . . . . . . . . . 15 SOL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51 SPORT AVIATION PUBLICATIONS . . . . . . . . 35 SUPER FLY . . . . . . . . . . . . . . . . . . . . . . . . . . 33 TORREY PINES . . . . . . . . . . . . . . . . . . . . . . . 36 TRAVERSE CITY HG & PG . . . . . . . . . . . . . . . 54 USHPA CALENDAR . . . . . . . . . . . . . . . . . . . . .12 USHPA CALL FOR CALENDAR PHOTOS . . . . 30 USHPA DVD . . . . . . . . . . . . . . . . . . . . . . . . . . 22 USHPA BANK OF AMERICA CARD . . . . . . . . 79 USHPA RENEW . . . . . . . . . . . . . . . . . . . . . . . 53 USPA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 UTAH PARA COMP . . . . . . . . . . . . . . . . . . . . 43 WILLS WING . . . . . . . . . . . . . . . . . . . . . . . . . . 5

MARKETPLACE ADVENTURE PRODUCTIONS. . . . . . . . . . . . . . 72 FLYTEC USA GPS . . . . . . . . . . . . . . . . . . . . . . 72 FLYTEC USA THERMAL . . . . . . . . . . . . . . . . . 72 KITTY HAWK KITES . . . . . . . . . . . . . . . . . . . . 72 LOOKOUT MOUNTAIN . . . . . . . . . . . . . . . . . . . 72 MOYES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 MPH SPORTS . . . . . . . . . . . . . . . . . . . . . . . . . 73 THEWINDYPLANET.COM . . . . . . . . . . . . . . . . 72 USHPA BOOKS . . . . . . . . . . . . . . . . . . . . . . . . 72 USHPA XC FLIGHT AWARDS. . . . . . . . . . . . . . 72

Useful URLs and phone numbers: For magazine submissions: http://ushpa.aero/magazine.asp For accident reports: http://ushpa.aero/emailacca.asp For membership info, change of address, and other USHPA business: info@ushpa.aero (719) 632-8300 Members only section: https://ushpa.aero/member_ login.asp

Photo: Shane Nestle

The Gift

awareness firmly into the forefront of my consciousness – finally. When I topped the ridge, the trees parted, the sky opened above. The azure dome glowed through a veil of morning clouds that would soon be ©2005, Steven J. Messman and Messman Family Enterprises discarded in favor of the rising warmth. To my front lay the entire length of the Chehalis River valley. I couldn’t see the river from my position nearly a mile away, but I could see the fog layer that mirrored the river’s path. I smiled, totally in awe of the coniferous trees that poked their pointed silhouettes above the fog layer, sentinels standing guard against any evil intent on visiting the valley. On the far eastern horizon, I could see huge, billowing clouds building their bulbous pillow tops – nature’s reaction to the warming sun on a crisp, clear morning. One or Wallaby Ranch, Florida two cirrus clouds glowed fluorescent pink as they settled in the western sky, I left the house very early this morning. I had been up disappearing ever so for an hour, and it was just now an eye-propping 6:30. My slowly. I smiled. The club was sponsoring a chute repack at a church about two morning was beauhours from my home. The plan was to repack our reserve John Olson, tiful. My heart and parachutes until approximately noon. Then we would Anderson’s Viewpoint, Oregon coast my spirit felt good. carpool to some yet undetermined flying site. Which site I began to focus exactly depended entirely on the accuracy of the local on the “special-ness” weather forecasts. In truth, where we would ultimately fly of this day that had made no real difference. Other than the normal monthly meetings, we had not come together as a group in ages. It would been given to us. I looked past the obvious beauty, and reflected be good to fly with real friends again. The winter had been far on the business of the day. This day is ours to be especially safe. too long, and airtime for me had come in very short bursts on It is to be a day of checking things over after long periods of days that were way too far apart. Today would be a time for sporadic use by most, or long periods of intensive use by others. stories, a time to renew friendships, a time to fly with someone It is to be a day of being with friends to help and encourage them to be safe as well. Maybe, it would also be a day of flying. besides my other great friends, the birds. My car was headed mostly east, pretty much on autopilot. The The beauty of this day suddenly struck me as being infinitely rolling hills and the tall, nearly harvestable trees kept the dawn more profound than the view that initially greeted my eyes. The sun at bay, and kept me mostly in shadow during the first part fog boundary that snaked its way along the path of the river, of the trip. As my car continued its apparently predetermined the sentinel trees, the pink cirrus against a deep blue sky, were path along the winding road that paralleled the Satsop River, wonderful beginnings, but were in fact nature’s affirmation that intermittent streaks of shadow and light began to penetrate beauty is only skin deep. I realized that the real beauty of this the early morn- day lay more importantly in how we were going to use it: to be ing mist. Light with friends, to pursue our passions, to do it safely. I realized and shadow al- that in fact, this is true of every day. The real beauty of each day ternately bounced lies in how we use it. Today is a precious gift. It has been given off the car and off to us for only twenty-four hours, then it will be gone forever. the retinas of my Say “thank you.” Then, use it wisely. still-sleepy eyes. The on-and-off bursts of sunlight pounded themselves into my Quest Air, Florida senses, wedging

March 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

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