USHPA Hang Gliding & Paragliding Vol37/Iss4 April 2007 by US Hang Gliding & Paragliding Association

Volume 37 Issue 4 April 2007 $4.95

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

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The United States Hang Gliding and Paragliding Association Inc. is an air sports organization afﬁliated with the National Aeronautic Association (NAA), which is the ofﬁcial representative of the Fédération Aeronautique Internationale (FAI), of the world governing body for sport aviation. The NAA, which represents the United States at FAI meetings, has delegated to the USHPA supervision of FAI-related hang gliding and paragliding activities such as record attempts and competition sanctions.

Calendar of events items may be sent via email to editor@ ushpa.aero, as may letters to the editor. Please be concise and try to address a single topic in your letter. Your contributions are greatly appreciated. If you have an idea for an article you may discuss your topic with the editor either by email or telephone. Contact: Editor, Hang Gliding & Paragliding magazine, editor@ushpa.aero, (425) 888-3856. For change of address or other USHPA business, call (719) 632-8300, or email info@ushpa.aero. U

E D S TAT

The USHPA is a member-controlled sport organization dedicated to the exploration and promotion of all facets of unpowered ultralight ﬂight, and to the education, training and safety of its membership. Membership is open to anyone interested in this realm of ﬂight. Dues for Rogallo membership 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.

Feature stories generally run anywhere from 1500 to 3000 words. If your topic demands more or less than this, you should discuss options with the editor. News releases are welcomed, but please do not send brochures, dealer newsletters or other extremely lengthy items. Please edit news releases with our readership in mind, and keep them reasonably short without excessive sales hype. You are welcome to submit photo attachments, preferably jpeg ﬁles smaller than a megabyte.

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HANG GLIDING & PARAGLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLIDING & PARAGLIDING editorial ofﬁces email: editor@ushpa.aero. ALL ADVERTISING AND ADVERTISING INQUIRIES MUST BE SENT TO USHPA HEADQUARTERS IN COLORADO SPRINGS.

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

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

The material presented here is published as part of an information dissemination service for USHPA members. The USHPA makes no warranties or representations and assumes no liability concerning the validity of any advice, opinion or recommendation expressed in the material. All individuals relying upon the material do so at their own risk. Copyright © 2007 Hang Gliding & Paragliding magazine.

REGION 1: Rich Hass, Mark Forbes. REGION 2: Dave Wills, Urs Kellenberger, Paul Gazis. REGION 3: David Jebb, John Greynald, Brad Hall. REGION 4: Steve Mayer, Jim Zeiset. REGION 5: Lisa Tate. REGION 6: Gregg Ludwig. REGION 7: Tracy Tillman. REGION 8: Gary Trudeau. REGION 9: Felipe Amunategui, L.E. Herrick. REGION 10: Dick Heckman, Steve Kroop, Matt Taber. REGION 11: Gregg Ludwig. REGION 12: Paul Voight. REGION 13: Dick Heckman. DIRECTORS AT LARGE: Russ Locke, Elizabeth Sharp, Dennis Pagen, Bruce Weaver, Riss Estes. HONORARY DIRECTORS: Connie Locke, Jennifer Beach, Dutcher Sterling, Len Smith, Bill Bryden, Randy Leggett, John Harris, Jan Johnson. EX-OFFICIO DIRECTORS: Art Greenﬁeld (NAA).

DISCLAIMER OF WARRANTIES IN PUBLICATIONS:

OC. INC

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

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

USHPA Ofﬁcers and Executive Committee:

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

Office Staff: Jayne DePanfilis, Executive Director: jayne@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

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, Jon GoldbergHiller, Rob Kells, Steve Messman, Dennis Pagen, Tracy Tillman Staff artist: Jim Tibbs

RAGLI

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

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

Flying along the Biafo glacier, looking for a good place to cross See article by Phillippe Nodet beginning on page 19.

DEPARTMENTS Editor’s Corner . . . . . . . . . . . . . . . . . . . . . . . . 7 Pilot Brieﬁngs: News and Events . . . . . . . . . . 8

FLYING IS… Paraglider pilot Beth Friesen waxes poetic on the magic of ﬂying.

Airmail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Foundation: Foundation Receives Contributions . . . . . . . . . . . . . . . . . . . . . . 13 Towline: Tug Qualifications, Ratings, Endorsements . . . . . . . . . . . . . . . . . . . . . 16 Master Tips: Pilots and Prostate Cancer. . . . 25 PG Accident Report . . . . . . . . . . . . . . . . . . . 29 Pilot Profile: Dr. Donnell Hewett . . . . . . . . . . 31 Travel: New Site in Dominican Republic . . . . 34 Pilot Profile: Oliver Laugero. . . . . . . . . . . . . . 51 Comp Corner: The 2006 Montana Cross-Country Challenge. . . . . . . . . . . . . 53 Region 9 Yearlong Contest . . . . . . . . . . . 55 DVD Review: Fresh Air Riders. . . . . . . . . . . . 59 Gallery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 Calendar . . . . . . . . . . . . . . . . . . . . . . . . . . .69 New Ratings. . . . . . . . . . . . . . . . . . . . . . . . . 71 Marketplace . . . . . . . . . . . . . . . . . . . . . . . . . 72 Classifieds . . . . . . . . . . . . . . . . . . . . . . . . . . 74 One Last Thought . . . . . . . . . . . . . . . . . . . . 78 Index to Advertisers . . . . . . . . . . . . . . . . . . . 70

By Beth Friesen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15

CROSSING THE KARAKORAM Some ﬂying adventures are too extreme for all but the most skilled and daring. Two intrepid paraglider pilots invite us to experience vicariously the thrill of crossing, unsupported and totally on their own, some of the world’s most spectacular scenery. By Phillippe Nodet, with Matt Gerdes . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19

KITTY HAWK KITES “SPECTACULAR” 2006 Next month, for the 35th consecutive year, pilots will gather in Kitty Hawk to celebrate the magic of soaring the sand dunes. Last year’s event was truly “Spectacular,” and the 2007 celebration promises to be even better.

By Paul Voight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36

FROM YOUR COMPUTER TO OURS: HOW TO SUBMIT AN ARTICLE Your editor provides some suggestions on submitting articles for publication, and explains the basics of the USHPA contributor agreement.

Photo: Olivier Laugero

Pál Takáts Inﬁnite Tumbling over the Mediterranean at Oludeniz, Turkey

By C.J. Sturtevant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42

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

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

LLS~

Nti

It's all about the flying.

WWW.WILLSWING.COM 500 WEST BLUERIDGE AVE. ORANGE. CA 92865 TEL: 714-998-6359 FAX: 714-998-11647

UP IN THE UP Hang glider and paraglider pilots in Michigan’s Upper Peninsula issue an open invitation to come join them for some unique airtime at their local site.

By Avrila Folles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

GOOD DAM FLYIN’ Launching in Utah and landing more than 100 miles away in Arizona after crossing Lake Powell – that’s some “dam” good ﬂying!

By Lisa Verzella . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47

THE RAVEN AND THE GLASSES Northwest ravens are known for being tricksters. This Northwest pilot proves that we humans can be pretty tricky as well.

By Steve Messman . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60

Gallery. . .62

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Photo: George Sturtevant

Spring is here! My daffodils are blooming, and yesterday enough in the end – except for the crow. Staff artist Jim we actually had a day without rain here in the Northwest! Tibbs once again provides perfect illustrations for a situation Yesterday was also our annual parachute deployment and that could never be captured on camera. repack seminar, and more than 60 hang glider and paraPhillippe Nodet’s feature story, “Crossing the Karakoram,” glider pilots chose to forfeit an opportunity for marginal (but recounts a truly amazing paragliding vol bivouac above, much needed) airtime and instead invest the day in stacking around and across some of the most spectacular and forthe deck in favor of safer flying once the season really turns bidding terrain on this planet. On another continent, a pair of on. I hope each of you will take a few minutes to inspect South African pilots undertook a biwingual vol bivouac and your harness and wing, make any needed adjustments and made a film of their adventure. Steve Roti reviews their DVD, repairs, remind yourself of what skills you need to brush up Fresh Air Riders. Most of us will never have experiences anyon, and do everything you can to assure your 2007 flights where near as intense as these vol bivouacs – thank goodwill be as safe and glitch-free as possible. ness for today’s technology that lets us enjoy their thrills I just returned from a trip to Brazil, where I had the good vicariously through their still photos and film! fortune to meet this month’s cover pilot up on launch. Pál Two pilots are profiled in this issue. Peter Birren interhas a great sense of humor and was delighted to hear he’s viewed Donnell Hewett, a pioneer in free flight who’s refeatured “upside down” on our April cover. You’ll encounter sponsible for many of the safety features in both land-based additional tricks and spoofs in this issue – if you’re not sure and aerotowing. Donnell has received the 2006 NAA Safety whether or not we’re pulling your leg, check the little “bug” Award for his contributions. For the second profile, staff at the end of the article. If the “bug” is oriented like the cover writer Matt Gerdes irreverently dug into the background photo, don’t take that story seriously! of one of my favorite paragliding photographers, Olivier We do have some articles that have a serious theme, Laugero, uncovering some interesting facts as well as some however. This month’s Paragliding Accident Report column foolishness, for a profile that fits well in this April issue. details some situations that are not uncommon, and that Paul Voight held off on reporting on last year’s Kitty typically have no ill effects. Jon Goldberg-Hiller’s analyses Hawk Kites Spectacular until this month, just so he could remind us that pushing the envelope or ignoring placarded stir up enthusiasm for the 2007 event. His story of the wild limits on equipment can have serious consequences. Rob and wacky hang gliding at the 2006 Spectacular may well Kells shares a personal situation in his Master’s Tips column, entice you to schedule some vacation time in North Carolina hoping that awareness of his experience will help others in mid-May! Or perhaps you’d rather spend some time in the avoid repeating it. I’ve known Rob as long as I’ve been flying, Midwest – Avrila Folles invites both hang glider and paraand I’ve never met anyone with such a powerful combination glider pilots to come to Michigan to experience some unique of strong will, stubbornness, optimism and good humor. Rob, airtime at Mt. Blount. Or, if you’re wanting an excuse to get a we’re all sending wishes for your good health, and thank you new stamp in your passport, consider heading to Dominican for looking out for ours. Republic, where Luis Rosenkjer has recently pioneered a The Foundation for Free Flight (formerly USHGF) contin- new paragliding site and would appreciate feedback on the ues to work behind the scenes to help pilots participate in site’s potential from any pilots who fly there. competitions, develop projects that are related to safety and/ This month’s One Last Thought… column certainly hit or education, and secure and protect sites. Steve Onstad home with me! When I retired from teaching, I had months and Stacy Cooper report on a recent site acquisition in the of accumulated sick leave, unused because I was never sick Northwest, and express thanks to all the pilots who contrib- and didn’t have the courage to do what Steve (finally) did. I uted to the Foundation in 2006. also was playing hooky at Saddle that same glorious weekHang glider pilots who aerotow need to keep a close eye end last fall – but, unlike Steve’s sixth graders, you didn’t on the changing scene as Sport Pilot rules come into effect. notice, did you? Finally, I encourage you all to read my feature article, Tracy Tillman and Lisa Colletti continue their Towline series designed to de-mystify this complicated transition process. “From Your Computer to Ours,” which contains information Several hang glider pilots obviously spent the cold, dark on submitting articles, and details on our new contributor winter days writing up tales of last season’s flying. Lisa agreement. This magazine is composed almost entirely of Verzella racked up 107 miles of “Good Dam Flying” from material contributed by those of you who are out there doing Utah into Arizona. Pete Lehmann provides his annual sum- what you love and capturing the wonder of flight in your mary of Region 9’s XC competition; his article, along with words and photos and artwork. I look forward to hearing Bill Snyder’s compilation of the Montana hang pilots’ best from you (editor@ushpa.aero)! XC flights, can be found in the Comp Corner. Sometimes the first flight after a long airtime-less winter has some interesting attributes that arise from rusty skills and, perhaps, sensory overload. Staff writer Steve Messman’s recent flight in the Northwest worked out well

C.J. Sturtevant Attention artists: The October 2007 issue will feature hang gliding and paragliding artwork – pen-and-ink, watercolor, altered photographs, sculpture, Tshirt designs, cartoons, oil on canvas, whatever your imagination can come up with – for our cover, centerspread and gallery. The deadline for submission to the October magazine is August 6. Contact C.J. (editor@ushpa .aero) if you need instructions on uploading high-resolution images of your artwork to the magazine dropbox.

In the March issue, two images were printed without credits. Dennis Pagen took the photo on the bottom of p. 64, and Olivier Laugero provided the one on p. 73.

Matt Gerdes would like to apologize profusely to Scott Harris for grossly misspelling his last name in the “Western States” article in the March issue of this magazine.

Paraglider Pilot Flies to Above 32,000’ in a Cu-nim, Survives to Tell the Tale On February 14, just as this magazine was going into production, Ewa Wisnierska, currently flying for the German paragliding team, was drawn up into a cu-nim while flying at the Manilla (Australia) XC Open competition. Ewa and many other world-class pilots were in Manilla “warming up” for the Paragliding World Championships. Many pilots landed early on this day as the clouds began to overdevelop; Ewa ventured too near a thunderstorm and was unable to lose altitude, even with aggressive spiraling. When she realized that she was not going to escape the powerful lift, she radioed at 13,000’ to tell her team leader of her predicament. No one expected her to return to Earth alive. But somehow, in spite of lightning, incredible cold, lack of oxygen at an altitude higher than Mt. Everest, and losing consciousness for about 30 minutes, she survived. Regaining consciousness at about 1600 feet above the ground, she was able to land safely, in spite of the ice on her flying suit and frostbite on her face. This is developing news as the April magazine goes to press. By the time you receive this, you’ll find much more information online.

sails from the ‘70s and ‘80s (does anyone even make those sails any more?) – if you have photos of one of those masterpieces, please consider sending those images our way for inclusion in next October’s magazine. The deadline for submitting material for the October issue is August 6th; we already have on hand a couple of fine works and are confident that many of you have worthy images still in your imagination or already in your studio or your photo albums. We need high-resolution images for publication; figure about 300 pixels per inch for the best quality reproduction. If you have questions about how to get your artwork into a format we can use, contact me at editor@ushpa.aero, or call 425-888-3856 (Pacific time). You can upload digital images to our dropbox by going to ushpa.aero/ magazine.asp and navigating to the ftp dropbox. And of course if you have “regular” artwork – photos you think should have a place in our magazine – please upload them as well. I look forward to hearing from you.

Planning a Vacation to South Africa? Check This Web Site Greg Hamerton, greg@eternitypress .co.za, writes: The complete Google Earth overlay for the free-flying sites in Back by Popular Demand: An SOUTH AFRICA is now available for “Artwork” Issue of Hang Gliding & free by joining the mailing list on www Paragliding Magazine .eternitypress.co.za. It will help you to By C.J. Sturtevant, editor plan your next flying holiday. The February 2006 issue of this magGreg suggests October/November azine showcased fabulous hang glid- and late January through February as the ing and paragliding artwork by pilots best times for “recreational” XC pilots to and non-pilots, in media ranging from enjoy the South African flying, avoiding pen and ink to oil on canvas to digital both the holiday crowds and the rowdy magic. We’ve had many requests to once summer air. again feature flying-related artwork in the magazine, so we’re soliciting non- Skywalk’s CULT-2 Harness: Lighter photography (or altered photography) Weight, More Safety Features artwork for the cover, centerspread, galThe CULT-2 harness offers several lery and filler images for the October upgrades from the original CULT. The 2007 magazine. If you don’t have the seat position is optimized, making the February 2006 issue on hand, you can CULT-2 suitable for an even broader view some of the artwork here: www range of pilot preferences. .ushpa.aero/mag_article.asp?id=2. Innovative high-tech side protecSeveral long-time hang glider pilots tors, developed in cooperation with the have suggested that this “artwork” issue motorcycle industry, can mean the difwould be a perfect time to show off some ference between a couple of bruises and of those gorgeous airbrushed hang glider a serious pelvic fracture. DHV accident

statistics indicate that most accidents involve rotation, so back protection alone does not suffice. If you’re thinking that with all this protection, the CULT-2 must have turned into a heavy, unwieldy harness, think again: Due to an intelligent mix of materials the CULT-2 is lighter than its predecessor! A host of small but significant details make the CULT-2 into an even better crossover harness suitable for the widest range of pilots. This new product from Skywalk exemplifies their motto: “More joy of flight.” More information is online at www .skywalk.info, via email at info@skywalk .org, or by telephone at +49 8641694840. New Web Site For King Mountain (Idaho) Hang Gliding Championships The Idaho Hang Gliding Association is proud to announce their all-new King Mountain Hang Gliding Championships Web site. This new site was made possible with the generous help of Web masters Ernie Camacho and Larry Roberts. The new site features online registration, rules, flight and area information. King Mountain is located in central Idaho and offers some of the most scenic mountain flying in the U.S. The King Mountain Hang Gliding Championships is recognized as a premier mountainflying competition, utilizing a handicap

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

Both images: Advance pilot Hans Bausenwein at the Monarca, Mexico

The Ozone Ultralight

Photo courtesy Ozone

Baeza flying a Boomerang 5; Alberto was even able to beat the world champion Steve Cox, who finished in the 8th position! Three ADVANCE pilots finished in the top eight slots, a great start for Team ADVANCE in the 2007 season. Congratulations to all pilots! ADVANCE Pilots and Products In the According to ADVANCE, “Flying Limelight is also a mindset of fun and groove” Mexican pilot Alberto Martinez – if you’re wearing the new ADVANCE Brunn, flying an ADVANCE Omega 7, cotton/polyester zip-front hoody, “you won the Serial Class at the 2007 Monarca show that you are able to take off also Open in Valle de Bravo, Mexico, last without a glider…” The heavyweight February. The competition at this event jacket comes in red with orange stripes, was fierce, as many top pilots from or orange with red stripes – “definitely around the world used the Monarca to not the model for grey mice!” prepare themselves for the paragliding claims ADVANCE. The World Championships later in February hoody is available in in Australia. (Valle de Bravo is also sizes S through XXL; the location for the 2009 Paragliding ADVANCE warns that World Championships.) because the jacket conSix tasks were run, sometimes in un- tains a lot of cotton it usually demanding conditions, between may shrink up to 5% January 29 and February 3. Serial-class when dried in the dryer. winner Alberto Brunn came second in More information at the overall results, just behind Santiago www.advance.ch.

Photos: Axel Baudendistel

scoring system, expert task and weather people and superb organization. The 2007 King Mountain Hang Gliding Championships will be held July 11-15. For more information, go to www .ﬂykingmountain.com.

Oxygen1 features include: * Slim and light automatic buckles from Sup’Air * Fully padded leg and back sections * Color-coded leg and chest straps * Generous back-storage area * Sleek and attractive design Given all of these features, the overall New Products From Ozone Extra-small size in lightweight harness weight is a surprising 1.3kg! The glider: Ozone’s Ultralite 19 is the lightest automatic buckles make putting on the version of the world’s lightest paraglider! harness a quick and easy task on launch, The Ultralite 19 is not flight-tested, only even if you are wearing crampons and load-tested, and is a smaller version of mountaineering boots. The padded and curved shoulder the DHV-certified Ultralite 23- and 25straps are commeter sizes. fortable and won’t At just 2.5kg, the Ultralite 19 is exslide off your traordinarily light for its size. Ozone’s shoulders, and concept was to create the lightest verthe overall packsion of a full-sized paraglider that is age looks sleek still safe to launch and land in difficult and attractive conditions at high altitudes. There are in harness and other, smaller, “mountaineering” wings backpack conavailable, but Ozone’s designer feels figurations. The that to go any smaller than 19 meters in area compromises the safety of the wing Oxygen1 is available alone or in combitoo much. In high alpine environments, nation with any of the three sizes of the safety and ease of use are critical factors, new Ultralite wing. More information on Ozone products and these factors are largely governed by is available at www.flyozone.com. wing loading. The Ultralite is now available in three sizes: 19m, 23m DHV 1-2, and 25m NOVA’s Newest DHV 2 Glider: DHV 1-2. Performance and Handling Worthy of Lightweight harness to comple- Its Name ment the Ultralite 19: The Oxygen1 is a NOVA’s new Ra, named after the lightweight harness and backpack com- Egyptian sun god, is a performancebination that was designed with both oriented wing with handling that’s comfort and technical details in mind. agile and direct with even the smallest

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

brake inputs – but it doesn’t need a lot of weight shift for efficient turning. The wing is not simply an updated version of NOVA’s popular DHV 2 Tatoo, but an entirely new concept, with focus on high flat aspect ratio (1:6) and an extremely reduced line geometry. Designer Hannes Papesh states, “We managed to find a very effective profile combination, which enables late but soft collapsing combined with good and fast recovery – all this without any tendency toward too impulsive reopening and cascades!” Size M (90–110 kg) has already passed the DHV test flights and is in serial production. Size S and L should be done quite soon. For detailed information, please check www.nova-wings.com.

more performance, comfort and is easier now even better! to handle. Tow Bridles: Here’s what the Visit the SOL Web site for more de- Montana paragliding XC record holder tails: www.solsports.com.br. had to say about the new Critter Split Tow Bridle – “I’ve used many different New/Updated Paragliding Accessories tow bridles both over the water and over From Critter the ground, and I haven’t seen a bridle By Richard Kocurek, Critter Mountain Wear as nice as the Critter Split Tow Bridle. Foot Stirrups: If you have ever The pin doesn’t get pulled when reverse struggled to get into your harness after launching, the speed assist is by far the launching, the Critter foot stirrup is the quickest and easiest to use, and there is answer. You can avoid the dangerous no more jiggling the bridle when trying habit of letting go of the control toggles to release under no tension – one pull to get yourself settled in your harness. and you’re off. Thanks, Critter!” (Andy This foot stirrup attaches to any harness Macrae, Bozeman Paragliding, Montana in just minutes and is sold ready-to-fly. A state XC record holder – 125 miles). It’s speedbar and a pair of Brummell hooks simple – the Critter Split Tow Bridle is (“sister clips”) are included. the first choice for tow pilots seeking the Flight Decks: The Critter flight deck best equipment. SOL Ellus 2: New DHV 1-2 Is Now and flight deck ballast container now If you have any product ideas or Available have more pockets and storage space. feedback, please let me know. Critter Ellus 2 is the successor of SOL’s “best Two expandable exterior pockets are Mountain Wear strives to be your seller” Ellus, which was the first SOL perfect for holding spare batteries, small paragliding accessory supplier. Critter paraglider certificated by DHV. The change and any extra little items needed Mountain Wear, 800-686-9327, www approval rate for the Ellus is confirmed in flight. A larger interior pocket on the .crittermountainwear.com. by over 1200 canopies currently flying lid is also accessible in flight and will in 65 countries. To succeed the Ellus, hold larger items such as a pen and paper SOL developed a paraglider that has or an energy bar. Last year’s best seller is

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

The opinions expressed in the letters pubBack issues of the magazine are available lished in this column are those of the authors for purchase at ushpa.aero/store. and do not necessarily reflect those of the magazine staff or USHPA officials. While every effort is made to verify facts stated in letters, readers are urged to check the accu- A Reflection on USHPA’s Past, Present racy of any statement before taking action or and Future forming an opinion based on the contents of (email, 2/9) a letter. Yes! Finally a great cover shot! Hey, Mom, I’m Famous! Wow, a good article on an American(email, 2/8) made blade wing. Thank you for putting Sparky, Steve ...and I was happy to find a jewel in the Kinsley and my picture in the February February issue of the organization’s magmagazine! Steve was my first observer, azine. Denny Pistoll wrote a beautiful Sparky my most influential. It’s just the flight essay – his “Through the Looking way it worked out for me. Glass” captured it for me. I am now an observer for Region 9. I am not happy with our organization, I have a few new pilots coming my way the way that it is being run now. Hang this spring from instructor Richard Hays. gliding is at an all-time low (participants) I’ll do right by them. and our organization is rife with change. How do I get a few extra copies of this I garner more information from the Oz issue for my mom and grandmother? Report than I do from the magazine and Shawn L. Ray, USHPA #78835 in my hierarchy of news search, the magazine is no longer a leader in our sport. However, I would like to applaud April 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

Denny for taking up hang gliding, writing his article, “goat roping” a couple of shots and submitting it all together to the organization. OB [Jeff O’Brien] is producing excellent photography, producing awesome video vignettes on our sport. This article and Jeff’s photography have the feel of the old magazine, the old organization, not the organization that failed, the one that has strength and filled with tradition. As we move forward in time, I would like to urge our leadership to reflect on where the sport came from, hang gliding, and find importance in guiding the magazine, a reflection of hang gliding where it should be going, hang gliding. The cover is a great place to start, the back page is not where it ends each month... Yes, I am a purist, I love all forms of foot launching. I used paragliding to get back into hang gliding and I love sharing the air with paragliders but I urge our leaders to not forget where they came from (the organization) and where they

hang gliding content submitted. We rely nities for membership involvement. It will on submissions from our members and our take all of us to turn our numbers around. I editor prints most, if not all, hang gliding hope you will join the effort. stories she receives. I have personally made an effort to bring more balanced content to our magazine and I urge you to do the same. As a member-empowered organization, USHPA’s direction is strongly influenced by our membership. USHPA leadership is our board of directors, which is comprised of reAdam Trahan, USHGA #42239 gional directors and directors-at-large. We are all volunteer members donating our time Lisa Tate, USHPA president, responds: to help our association and the sports we love. As part of USHPA’s leadership, I read with We also rely heavily on our committees, honinterest your letter to the editor. I am also a orary directors, and other volunteers. Our hang glider pilot who shares many of your paid staff is small and takes its direction concerns. As president of USHPA, I have from the board of directors. been traveling to clubs and chapters to disColin Perry (USHPA #29639) says, I urge you and all members to share your cuss the Association, our strategic goals, and concerns with your regional directors, and I “I am the old guy in tie-dye, photo left, to hear members issues, and I share those urge you to get more involved yourself. You wing starboard. I am screaming in terror issues with our directors. I have often heard are obviously passionate about hang gliding since somethin’ is clearly wrong with the concerns from our members that our maga- and I extend to you an open invitation to wing and I can’t seem to turn it to the zine content is unequal, weighing heavier participate in USHPA’s leadership by be- right. What can you expect when ya rent to paragliding. coming more active in your association. In a wing for a buck thirty-five? The tandem When I brought this concern to the the January 2007 issue of Hang Gliding victims’ names are unknown.” Publications committee and board, I learned & Paragliding magazine I described some why. The simple fact is, we have very little of the challenges we face, and some opportu-

Photo: Janet Q.T. Murdock

should be taking us. Hang gliding. This is the time to paint a picture of where we want to go instead of looking in the mirror to apply make-up. Our organization is strong; don’t forget where we came from. Thank you, Denny, I appreciate your article and OB, your photography is brilliant.

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

Hang glider and paraglider pilots share the air at Oceanside, Oregon

Foundation Receives Contributions In Excess of $91,000 in 2006

By Stephen Onstad Photos by Brad Hill and Maren Ludwig, BradandMaren@discoverparagliding.com Summary of 2006 Fundraising Activities

The Foundation for Free Flight, formerly the USHGF, is pleased to announce we received $91,990 in contributions in 2006; many thanks to all who contributed. This is a 3% increase over last year, and a breakdown of the revenue sources demonstrates a growing awareness of the Foundation and its contribution to the ﬂying community. Preliminary end-ofyear 2006 accounting shows total assets in the Foundation were $307,900. $18,137 (about 20%) of revenue came from pilots contributing when renewing their membership in the USHPA, a 9% increase over 2005. Six hundred ninetyfour pilots contributed from $1 to $500

under this program. The USHPA matches contributions made on the USHPA membership renewal form, up to $500 per member. This is a valuable program that benefits us all. The Foundation and grant recipients are very grateful to the USHPA Board, the membership, and the individual donors who make it possible. Direct contributions outside of membership renewals amounted to $55,716.28 in 2006, or 60% of the Foundation’s total revenue. Thirteen individuals and three organizations made this happen. We would specifically like to acknowledge Stacy Cooper, Bill Bolosky, Riss Estes and the Microsoft Corporation for their significant contributions. Together they

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

accounted for 80% of all direct donations in 2006 (see side bar from Stacy). These gifts make a big diﬀerence in our ability to meet grant requests and build an endowment for the future. Summary of 2006 Grants

The Foundation seeks to grow an endowment for the future while funding the immediate needs of today. To that end, 50% of moneys raised are invested for the future and 50% are made available for grants. The total contributions in 2005 provided the basis of funds available for 2006. Any grant funds not used are rolled over to the next year. Based on 2005 donations, the Foundation had $40,356 available to meet grant requests. In 2006 the Foundation was pleased to award three site preservation grants and two competition grants. The site preservation grants were to the Andy Jackson Airpark, in care of the Crestline (California) Soaring Society, for site management equipment

($4200); to the Lake Elsinore Landing Zone Easement, in care of the Elsinore (California) Hang Gliding Association, for LZ easement legal fees ($4180); and to the Point of the Mountain, in care of the Utah Hang Gliding and Paragliding Association, for securing the south side of the Point ($9000). Further, two grants were awarded to support the United States’ participation in the FAI World Hang Gliding and Paragliding Aerobatic Championships in Switzerland ($2336). [This writer was there and this was a great spectator event promoting our sport. Hopefully it will be held in the U.S. in the future.]

the USHPA staff for prior management contribution dollars are needed to furservices and assistance in making this ther our mission to preserve free flight. final step. The Foundation for Free Flight/USHGF Management and administrative exis a recognized 501(c)(3) charity, so your penses have held constant at about $1000 contributions are tax deductible. per month since 2000. The last six months You can contribute to the Foundation of 2006, under our direct management, when you renew your membership in operating expenses have remained at this the USHPA; your contribution will be level. These expenses include bookkeep- matched, up to $500, by USHPA. Or ing, telephone and phone management you can donate directly, either by mail service including teleconferencing, office or electronically on our Web site (for the supplies, postage, and directors and offi- time being it’s still www.USHGF.org). cers insurance. This represents an operat- Contact Connie Locke, our ED, for asing expense ratio of 13% of contribution sistance with donating other assets or revenue and 3% of total assets. Ratios planned giving. Donations may be prowill decrease as contributions grow. We vided either as unrestricted funds or allodo not anticipate an increase in operation cated to site preservation, education and expenses for 2007. All trustees, commit- safety, or one of the competition funds. Summary of 2006 Administrative We also need the help of volunteers tee members, officers and the executive Activities In 2006 the Foundation moved away director are volunteers and serve with- – of almost any skill. We frequently need from having USHPA provide manage- out any compensation or reimbursement legal and real-estate expertise as well as help with fundraising, marketing and ment and administrative support, and of expenses. Finally, the US Hang Gliding Web work. became fully autonomous. In March, the The Foundation for Free Flight is an USHPA and the Foundation developed Foundation is being renamed the a plan to accomplish this transition. The Foundation for Free Flight. Legal work accountable, non-profit organization staffed entirely by volunteers and funded effort was accomplished three months on this name change is still pending. by donors concerned with the future of ahead of schedule in July of 2006. The free flight. Thank you for your support. Foundation is grateful to the USHPA You Can Help! Executive Director Jayne DePanfilis and Our work will never end, and your

Saving the Oceanside Launch Site By Stacy Cooper

I started paragliding in May of 2005 – I had gone to the Starthistle ﬂy-in (near Medford, Oregon) to watch a friend ﬂy. While there, I took a tandem with Christian Rossberg and was instantly addicted. Four tandems later (we only stopped because it got dark!) I knew that this incredible beauty and freedom was something that I wanted in my life. Ten days later I started training with Brad and Maren of Discover Paragliding. I became involved with our local club, the Cascade Paragliding Club (CPC), and in the fall of 2005, John Matylonek of Oregon Hang Gliding showed up at the meeting with the news that one of the three lots making up the Oceanside launch was for sale. Oceanside is a coastal site much beloved by local pilots for its exceptional beauty (my instructors got married there). The meeting turned into a forum on whether we – as a club – could attempt to purchase the lot, or at least tie it up long enough to try to get the state to acquire it as a park. By the end of the meeting there was enough commitment of funds to make a respectable earnest-money deposit. A smaller group adjourned to a local restaurant, and over gumbo and mud pie we started working out the details. I’m a beginning pilot but an experienced realtor, and I offered to handle the transaction. Over the next few days, the news was grim – the price was higher

than had been reported, there was more interest in the property than we had hoped for, and while the state thought that a park was a great idea, it had no money to assist us. Even if we were able to arrange ﬁnancing, the mortgage payments on the property would be unsustainable for the CPC. At this point, one of our members stepped forward as a white knight. I drafted an offer and a few months later our knight owned the center lot. Because of this experience I decided that I wanted to donate the fee I earned in the transaction to the Foundation. Hopefully this will provide resources next time that a new site becomes available for purchase or an existing site is threatened. While not every club will be fortunate enough to have a white knight like ours, the money might allow a club to get their foot in the door while they search for additional funding, or even buy a more reasonably priced piece outright. Looking down on the Oceanside launch

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

Flying

is…

feet leaving the earth,

Your

Floating effortlessly,

Smiling,

The and

wind in your face,

the desire of your heart!

It is…

Grace and beauty,

Exhilaration, Absolute

wonder,

Playing with the Unseen, and the desire of your

heart!

Flying is… A miracle, a gift.

Photo: Nancy Kennedy

By Beth Friesen

Tom Allen ﬂying at one of Beth’s favorite sites, Blanchard Hill, Washington April 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

Tug Pilot Qualifications, Ratings, Endorsements By Lisa Colletti and Tracy Tillman

Photo: Bob Grant

Photo: Susan WallerFlaitz

In this issue of Towline we will con- ulation remains in effect, that regulation Lisa: They are the Aerotow (AT) tinue our discussion of Sport Pilot issues, and other normal FAA glider-related rating for the hang glider pilot and an this time in regard to the qualifications, towing regulations do not apply to ultra- Aerotow Tug Pilot (ATP) rating for the ratings, and/or endorsements that are relight tugs and USHPA-rated tug pilots. tug pilot. The requirements to get these quired of pilots for towing gliders. Tracy: OK, so what does the exemp- ratings are spelled out in the Part 104.11 Tracy: What factors determine the tion specify about towing with a powered “Hang Gliding Aerotow Ratings” section qualifications and endorsements that ultralight? of the “Pilot Proficiency System” porpilots must have in order to tow? Lisa: Regarding tug pilot requirements, tion of USHPA’s Standard Operating Lisa: The primary factor is whatever USHPA’s Exemption #4144 [ref. 2] states: Procedures [ref. 3]. Part 104.11.03 deis spelled out in FAA regulations. The “Individuals authorized by the USHPA scribes the requirements for the Aerotow secondary factor is how those regula- are granted an exemption for the FAR’s (AT) special skill endorsement for hang tions are applied, based on the type of to the extent necessary to allow unpow- glider pilots, and Part 104.11.01 describes tow plane that is used – such as whether ered ultralight vehicles to be towed aloft the requirements for the ATP rating for it is an ultralight vehicle or a certificated by powered ultralights.” It specifies that: ultralight tug pilots. aircraft. Towing clubs, insurance compa- (a) “Both pilots on both ultralights must Tracy: Looking at Part 104.11.01, I see nies, and commercial operators may have possess a current pilot rating issued by that to get the tug pilot (ATP) rating: (a) additional specific requirements for tug the USHPA,” (b) “Operations conducted The tug pilot must have at least 10 hours pilots – but they are specific to those or- under this exemption shall be in accor- of logged flight time in the type of ultraganizations and are outside the scope of dance with the safety and certification light to be used for towing, and be either our discussion for this article. rules and guidelines, as amended, estab- a licensed private pilot or have a miniTracy: So, what about towing with a lished by the USHPA, including those mum of 100 hours of logged powered ulpowered ultralight vehicle under FAA specified in paragraphs 1 through 12 in tralight time – unless it is a weight-shift regulation Part 103 [ref. 1]? the petitioners supportive information,” trike, in which case 50 of the 100 hours Lisa: Strictly speaking, according to and (c) “Each individual who operates may be satisfied with hang gliding exthe FAA’s interpretation of Part 103.1(b) an ultralight vehicle under the authority perience; (b) The tug pilot must make at of the regulations, we can’t tow with an of this exemption must be familiar with least five solo or tandem flights in a hang ultralight vehicle. Fortunately, as long as the provisions contained herein and must glider by aerotow, and must perform a USHPA’s exemption (#4144) to that reg- have in his or her personal possession a minimum of five tows of a hang glider copy of the authorization issued by the piloted by a Hang 4 (advanced) pilot who USHPA and a copy of this exemption. is highly experienced in aerotowing; and These documents shall be presented for (c) The tug pilot must either be a Hang inspection upon request by the FAA.” 4 (advanced) rated hang glider pilot, or Tracy: So, hang glider aerotow pilots have passed both the Hang 3 and 4 (inand ultralight tug pilots must hold cur- termediate and advanced) hang gliding rent USHPA ratings, and they both must written exams; and must pass an oral be able to show their current rating cards exam regarding aerotow vehicle operaand a copy of exemption #4144 to an tions, emergency procedures, and signals FAA official upon request. What are the per USHPA’s aerotowing guidelines Lisa and Tracy at Cloud 9 Field [ref. 4]. Tug pilots should also take the required ratings for these pilots? April 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

at least 20 hours of total flight time; and a Sport Pilot license first. But, since the pass an FAA Sport Pilot practical (oral training and practical test standards for and flight) test. the Private Pilot check ride are different Tracy: The minimum requirements for and somewhat more complex, it may be getting a private pilot license, are given more worthwhile and practical for many in Subpart E of Part 61 of the regulations tug pilots to just start working on the [ref. 8], and are similar to those for getting “private” license right from the start due a sport pilot license, except the pilot must to greater availability of instructors and hold a current FAA third-class medical aircraft suitable for training for the “pricertificate (not just a driver’s license), log vate” check ride. at least 20 hours of flight training from Lisa: There is a side benefit to having an authorized instructor, log at least 10 to get the “private” license in order to tow. hours of solo flight training, and log at Unlike towing with powered ultralights least 40 hours of total flight time. under Exemption #4144, we can tow on Lisa: We, like other tug pilots, tow be- a commercial basis using an LSA, even if cause we love to fly. We love to hang glide, it is an E-LSA [ref. 6]. too, but we like all kinds of flying. When Tracy: That is correct. The Light Sport it became obvious to us a few years ago Aviation Branch (LSAB) at FAA headthat at least a “private” ticket would be quarters in Oklahoma City recently inrequired to tow hang gliders for our club, formed USHPA headquarters of their we started taking lessons. Rather than determination that parts (a) and (g) of bemoaning the fact that it cost some time FAA regulation 61.113 [ref. 5] allow for and money, we saw it as another reason hired and/or compensated (cash) towing to fly more, as well as a way to become of unpowered ultralights and gliders if better and safer pilots. Getting a “pri- the aircraft is properly certificated and vate” ticket is very cool, and a lot of fun. if the tug pilot has a private pilot license Over the last few years, while continuing and meets the requirements of FAA to tow, fly our hang gliders as much as Parts 91 and 61.69 for towing. Actually, possible, teach hang gliding for our club, in preparation for this issue of Towline and maintaining our regular jobs, we got I called the LSAB office in Oklahoma our “private” tickets, instrument-ratings, City and spoke with an administrator glider and airplane commercial tick- there who confirmed that yes, that’s what ets, and tow endorsements. We are now they had told USHPA – we can tow on working on the CFI. a commercial basis with an LSA or ETracy: Some tug pilots, especially LSA, with a private pilot license and a trike pilots, may find it worthwhile to get tow endorsement.

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

Photo: Dale Guldan

aerotow (AT) written exam. Lisa: And, even if an ATP-rated ultralight tug pilot does not fly hang gliders, they must remember to keep their USHPA membership current, so that their ATP rating remains current and so that they can continue to be authorized by USHPA to tow under Exemption #4144. Also, they must remember that towing under Exemption #4144 may not be conducted as a commercial activity: “No charge, assessment or fee may be made for the operation of the towing ultralight except the actual expenses of the specific flight” [ref. 2]. Tracy: What if the tow vehicle is a heavy (fat) or two-place ultralight that does not meet Part 103 criteria for being an ultralight vehicle? Lisa: Two-place or “fat” ultralights are usually more powerful than very light ultralight tugs, and are therefore generally considered to be safer for towing than lower-powered ultralight tugs. Because they are too heavy to meet Part 103 criteria, they will be regulated as aircraft under the new Sport Pilot regulations. Nearly all of the current fleet of tugs towing hang gliders in the U.S. are either single-place overweight (“fat”) ultralights or trikes, or two-place trainers, and will have to be converted to E-LSAs (experimental light sport aircraft). Tracy: What pilot qualifications are necessary for towing hang gliders or ultralight gliders with an E-LSA or LSA? Lisa: While a sport pilot license is the minimum credential required to fly an LSA, a private pilot license is required for towing, per FAA regulation 61.69 (a)(1) [ref. 6]. Unlicensed tug pilots who have been towing with a fat ultralight will have to get at least a sport pilot license to fly the aircraft when it is converted to an E-LSA. The minimum requirements to be eligible for getting a weight-shift or fixed-wing airplane sport pilot license are spelled out in Subpart J of Part 61 of the FAA regulations [ref. 7]. This requires the pilot to be at least 17 years old; be able to read, write, and understand English; hold a valid drivers license or a current FAA third-class medical certificate; pass an FAA Sport Pilot knowledge written test; log at least 15 hours of flight training from an authorized instructor; log at least five hours of solo flight training; log

Lisa: How about telling folks what is involved in getting a private pilot tow endorsement? Tracy: According to FAA regulation 61.69 [ref. 6], the tug pilot must have, in addition to a “private” license: logged at least 100 hours of pilot-in-command time in the same kind of aircraft that the pilot will use for towing, received ground and flight training in unpowered ultralight vehicles or gliders from an authorized instructor, logged at least three flights of actual or simulated tows while accompanied by another qualified tug pilot, and received a log-book endorsement for towing from that qualified tug pilot. Lisa: And, for annual currency of the tow endorsement, each year the tug pilot must make three actual or simulated tows while accompanied by a qualified tow pilot OR make at least three flights as pilot-in-command of a glider or unpowered ultalight vehicle being towed by another aircraft. Tracy: Anything else? Lisa: If the tow plane has conventional gear, which means it is a taildragger, the tug pilot must get a tailwheel endorsement per FAA regulation 61.31(i) [ref. 9]. Fixed-wing tug pilots should try to do their primary training for their sport pilot or private pilot license in a tailwheel aircraft. However, such primary instruction in a taildragger is hard to find. More likely, the tug pilot may have to go to a taildragger specialist instructor. Tracy: What about resources that are available to help pilots get prepared for their written and oral exams, and check rides? Lisa: Well, a good instructor is the best resource. However, you and I did all of our ground-school preparation for the written exams for all of our ratings using the John and Martha King video tapes and CDs/DVDs from King Schools [ref. 10]. They now also offer a sport pilot course on CD. Due to our complex work schedules, we found them very convenient relative to trying to attend regularly scheduled ground-school classes in our area. The newer CD/DVD format is especially effective, interactive, and interesting. Similar courses are also available from Sporty’s, including their Transition to Gliders DVD [ref. 11].

Tracy: We should mention that Paul and Loretta Hamilton of Adventure Productions [ref. 12] have created an extensive set of DVDs, videos, books, and other material for sport pilot test preparation and ﬂight training. They have a great history of producing videos for hang gliding and paragliding. Two of their videos are available for free viewing on USHPA’s Web site [ref. 13]. Lisa: Sporty’s [ref. 11] carries several books for preparing for a tailwheel endorsement checkout ride. The Compleat Taildragger Pilot [ref. 14] is a good one. Tracy: Finally, there is a free tow-pilot training course available online from the Soaring Safety Foundation and Civil Air Patrol [ref. 15], the End of the Line glider pilot aerotow manual by Murray Shain [ref. 16] and the Towpilot Manual for tug pilots by Burt Compton [ref. 17], available from Cumulus Soaring. Lisa: Thanks, and that’s the end of the line for this issue of Towline!

References 1. “Ultralight Vehicles.” Title 14 CFR Part 103: http://ecfr.gpoaccess .gov/cgi/t/text/text-idx?c=ecfr;sid=789b a0399311fa791731cc2e09f93be8;rgn= div5;view=text;node=14%3A2.0.1.3.16 ;idno=14;cc=ecfr or http://www.ushpa .aero/documents/sop/sop-12-04.pdf 2. USHPA Exemption #4144: ht t p: //w w w.ushpa .aero/ h ndbook .asp#EXEMPTION4144 or http:// w w w.ushpa .aero/doc u ments /sop/ sop-12-02.pdf 3. Part 104 Pilot Proﬁciency System of USHPA SOP 12-2: http://www.ushpa .aero/documents/sop/sop-12-02.pdf 4. USHPA Aerotowing Guidelines: available from USHPA Aerotow Administrators 5. “Private Pilot Privileges and Limitations: Pilot-in-Command.” Title 14 CFR Part 61.113: http://ecfr.gpoac cess.gov/cgi/t/text/text-idx?c=ecfr&sid =ea83fd8f5a4822b85363941f6820a00 9&rgn=div8&view=text&node=14:2.0 .1.1.2.5.1.8&idno=14 6. “Glider and Unpowered Ultralight Vehicle Towing: Experience and Training Requirements.” Title 14 CFR Part 61.69: http://ecfr .gpoaccess.gov/cgi/t/text/text-idx?c=ecf r&sid=ea83fd8f5a4822b85363941f682

0a009&rgn=div8&view=text&node= 14:2.0.1.1.2.2.1.7&idno=14 7. “Subpart J: Sport Pilots.” Title 14 CFR Part 61: http://ecfr.gpoaccess .gov/cgi/t/text/text-idx?c=ecfr&sid=ea 83fd8f5a4822b85363941f6820a009& rgn=div6&view=text&node=14:2.0.1 .1.2.10&idno=14 8. “Subpart E: Private Pilots.” Title 14 CFR Part 61: http://ecfr.gpoaccess .gov/cgi/t/text/text-idx?c=ecfr&sid=ea 83fd8f5a4822b85363941f6820a009& rgn=div6&view=text&node=14:2.0.1 .1.2.5&idno=14 9. “Additional Training Required for Operating Tailwheel Airplanes.” Title 14 CFR Part 61.31(i): http:// e c f r. g p o a c c e s s . g o v /c g i /t /t e x t / text-idx?c=ecfr;sid=dcbf b045f bdada5 f64b597e8e5f5ﬀ0e;rgn=div5;view=tex t;node=14%3A2.0.1.1.2;idno=14;cc=e cfr#14:2.0.1.1.2.1.1.20 10. King Schools: http://www .kingschools.com. 11. Sporty’s Pilot Shop Training Materials: http://sportys.com 12. Adventure Productions Sport Pilot Training Materials: http://www .ap-store.com/ushpa.html 13. Discover Hang Gliding and Paragliding videos by Adventure Productions: http://ushpa.aero/videos .asp 14. “The Compleat Taildragger Pilot” by Harvey Plourde: Item #M170A from Sportys [ref 11]. 15. “Online Tow Pilot Course” by the Soaring Safety Foundation and Civil Air Patrol: http://soaringsafety .org/school/towpilot/tpctoc/htm 16. “End of the Line” Tow Pilot Manual by Murray Shain: http://www .soarmn.com/cumulus/books/Wander/ EndOfTheLine.htm 17. “Towpilot Manual” Tug Pilot Manual by Burt Compton: http://w w w.soarmn.com/cumulus/ books/Wander/TowpilotManual.htm

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

…pushing the limits of reality By Phillippe Nodet Edited and with a foreword by Matt Gerdes

Philippe, self portrait during a lull in the turbulence near Nanga Parbat

“Vol-bivouac” means, literally, fly-camping. At the fringe of what many consider to be an already fringe sport, vol-bivouac pilots are those who carry the necessary self-support equipment with them in flight and cross sections of mountainous terrain on foot and by air, using thermals and wind to cover sometimes vast distances over a period of several days or weeks. The vol-bivouac pilot’s mission is to launch in the mountains and fly as far as possible using thermals and wind, landing at the end of the flyable day near a suitable launch from which his or her expedition may begin again the next day. The amount of skill and planning that is necessary to make long vol-bivouac flights in big mountains is massive, due to the complexities of mountain weather and terrain. Volbivouac flying is most common in the European Alps, where more than 100,000 pilots live and fly, although the number of accomplished “vol-biv” pilots probably totals less than two hundred worldwide. In September of 2006, when the strongest and most turbulent thermals form in the Himalaya, two French pilots made what is now widely considered to be the most extreme vol-biv flight in the history of paragliding. Over a period of 10 days they circumnavigated Nanga Parbat, flew over the Trango Towers, and crossed the Hispar Glacier (one of the world’s largest) completely unsupported and alone. Although their achievement has set a precedent and a benchmark in the sport, Phillippe Nodet and Julien Wirtz returned to France and barely even mentioned their adventure. For the two seasoned instructors and crosscountry pilots, it was just another month off from work, which they spent flying in the Himalaya. There was no bragging or press releases after they returned, and I probably wouldn’t have known that they had gone at all if I hadn’t heard that they were planning a trip in the first place. They were so casual about their route and what they had done

Julien, with the Diamar face of Nanga Parbat in the background

Philippe ﬂying into the Nanga Parbat massif

that it wasn’t until we saw their tracklog on are ready for our mission, a vol-bivouac the map that we realized how serious a flight flight of nearly 300 miles over the highit was. est summits and biggest glaciers on earth. “Dangerous” is really the only way to de- This is the chronicle of our adventure. scribe their plan. “Reckless” wouldn’t fit, We swallow a few different medicabecause their skill and experience was more tions, such as aspirin and Diamox, to than sufficient to see them through the flight reduce the effects of hypoxia. We are plan they had drafted at home in France preparing to launch at 11,500’; in less using maps and Google Earth to map their than half an hour we will be flying at route. But the risk of taking a hit in the tur- over 21,320’. bulence above and between the largest mounOur first flight presents our first tains in the world and then being forced to major challenge. We will circumnaviland in unimaginably hostile terrain several gate the mountain of Nanga Parbat. The weeks’ walk from the nearest shred of civili- flight plan is 62 miles long, above mindzation with no way to summon help was all blowing scenery. The flight takes us over too significant. the three largest glacial faces in the world, What follows is an account of their trip, the Rupal, Diamir and Rakhiot glaciers, in their own words. each separated by a 19,700’ pass. If we land out, there are no roads or villages Tarashing, 8 September 2006, Nanga less than a few days walk, if we are lucky enough to land someplace relatively acParbat Tour Flight of approximately 60 miles cessible. There are plenty of other possible landing sites that would mean several For the first time in a week the sky weeks of walking and climbing in exis clear. We can see Nanga Parbat at treme alpine terrain, or worse. 26,633’ and the impressive Rupal face The first 12 miles of our flight go – 14,760’ of ice and rock. Nicknamed the quickly as we skirt along the Rupal face “Naked Mountain” because it rises alone under a rising cloudbase. The cumuabove the surrounding peaks, Nanga lus clouds are tall, and produce a fine Parbat stands out in the landscape on the hail that peppers our faces painfully in Himalayan frontier above the expansive the biting sub-zero cold. Suddenly, two Indus plain. tents appear high on the mountain at Our bags are packed with 10 days of more than 19,000’ on a spur. They are food, ice axes, crampons and our two clearly abandoned, and the image of Ozone Addict R gliders, custom-built the deserted human objects highlights with lightweight cloth and materials. We our vulnerability. April 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

We cross the Mazeno pass and glide into the western edge of the Diamir, where the cumuli seem smaller than on the eastern side. We fly carefully along icy walls devoid of thermal activity, but manage to advance without difficulty thanks to the numerous transversal ridges transporting heat up from lower elevations. Cloudbase has still not risen above 21,000’ and we are gliding far below the crest, where strong west winds propel massive plumes of blowing snow. In just four hours, we finish the Nanga tour and land in the Parishing valley, gateway to the high plateau of Deosai. It would have taken us more than a month to cover the same route on foot! Parishing to Skardu, 9 September 2006 Flight of approximately 60 miles

After we land in the Parishing Valley, we need to hike up a bit to find a good launch. About 3000 feet above the valley floor we find a nice launch where the atomic elevator is already working. Minutes later we are turning circles at a 22,960’ cloudbase, and needless to say the view is again amazing. We’re overlooking the entire Deosai massif, the highest plateau in the world. To the east, we see the Himalayan range with NunKun and Zanskar in the foreground. The view to the north is dominated

by K2 and the Karakoram range. We succeed in crossing the shoulder of the Deosai massif, hopping from one peak to the next in textbook alpine crosscountry ﬂying, and then we are in sight of the Indus valley near Skardu. We are now in the heart of Baltistan, called “Little Tibet.” Skardu, the capital of this former mini-kingdom, is located in the middle of a large and extremely arid basin. Despite the presence of the Indus River, the bottom of the valley is a desert in which the town of Skardu is a unique haven. We land near a series of sand dunes in an eerie peace, without the slightest breeze. But the calm is shattered after sunset, and Skardu disappears in a cloud of sand. The evening catabatic ﬂow descending from the glaciers rushes down the mountainsides like a storm, gusting to over 40 mph! Shigar to Askole, 12 September 2006, after two days of bad weather Flight of approximately 60 miles

As we set up to launch, the jokes stop and the mood becomes tense. We are focused and nervous as gigantic thermals rip up the mountainside, and the thermal winds blow dust devils in the valley and snow in the upper elevations. The sky is at a rolling boil, but even in these conditions our Ozone Addicts prove to be indestructible!

Philippe, gliding into afternoon shadows after another valley crossing April 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

Today we begin our flight by making a major route-finding mistake that forces us to turn around at the last moment, going back through clouds and a small snowstorm in order to avoid landing on a glacier. After a flight that takes us between the gaping mouths of cu-nim clouds, over labyrinthine glaciers and on forced glides in leeward conditions, we barely manage to reach the famous Baltoro glacier, which is laid out like a large avenue bordered by the highest summits on earth. From here we can see K2, Broad

On glide, crossing the Baltoro glacier

Peak and Gasherbrum, all over 26,200’ in altitude. Masherbrum, 25,600’ high, is directly in front of us and its summit is crowned with a beautiful cumulus cloud. But we are more attracted by the famous Trango Towers. We head for them and fly above their summits at more than 22,900’, both of us choked with joy. We are momentarily tempted to fly closer to K2, but the probability of landing on a glacier is high, and even if we managed to land safely we would still be forced to walk for more than a week through seracs and boulder-fields. The

image of that ordeal ends our daydream, and we decide to land in the village of Askole. Without warning, huge pinnacles of dust shoot skyward at the edge of the Biafo glacier. Nearly 10,000 feet above this, an enormous convergence slaps us around and up to 22,000’ in the middle of the valley. After a 20-minute battle to lose altitude, we land in the village in a light uphill breeze. An astonished and delighted crowd welcomes us. We are their ﬁrst visitors from the sky, and the ﬁrst white men

to arrive without any guides or Sherpas, having summited the highest peaks with only the strength of thermals.

Hispar glaciers forms the largest piece of ice on earth after the poles, and now we need to cross it. The first part of the flight follows Askole to Arandu, 13 September 2006 the Biafo glacier to the small village of Flight of approximately 40 miles Arandu. This route is spectacular, and fortunately causes us no problems. We Today promises to be even better than have become more accustomed to the yesterday, with cumulus clouds already brutally strong conditions. Julien even forming at 10 o’clock, some of them above plays with the clouds, climbing above 25,000’. We are only about 70 miles away 23,600’! We are also shooting countless from our goal and the comfort of the photos of the peaks and valleys, some of Hunza valley, but it’s 70 miles over ice! which are still unexplored by humans. The confluence of the Biafo-SnowlakeThe Biafo is a 45-mile stretch of

glacier, surrounded by alpine walls of mythical proportion and reaching more than 22,000’ in height, like the famous Baintha Brak, alias “The Ogre.” At the head of the glacier, the glacial desert that is Snow Lake opens its arms to us. Once at Arandu, we identify the complicated route to Hispar. It looks just like what we had seen on Google Earth while planning our route at home in France. It is a narrow valley, at just 18 miles wide, ending in the glacial wall that is the edge of the Hispar glacier.

It’s too late to continue up the valley, so we decide to land in Arandu. Arandu to Hispar, 18 September 2006 Flight of approximately 40 miles

We pay dearly for our choice of landing at Arandu with five days of bad weather. During the downtime, we pace in circles like caged animals, praying for a window of escape. Finally, the sky is blue again. We are now forced to leave because we only have two days of food left. The forced rest was not at all healthy because the village of Arandu is so poor that we were not able to eat sufficiently. We struggle up 3000’ of hillside only to find that the only possible launch site is steep and rocky. But we are desperate to get out of Arandu at any cost and cross the Hispar glacier, even if it means we end up mummified like Oetzi the Ice Man! The conditions that we launch into are not great. The air is stable and the thermals are blue. There isn’t much to work with, which makes the already uncertain route that much more difficult. We progress slowly, locking onto every thermal

we find and ignoring none. After a tense hour, we reach the top of the Bachish range, the beginning of the wall that separates us from the Hispar glacier. We need to be at least 19,680’ if we want to cross it. Finally, we climb to 20,300’ and dive over the back in an insane crossing Words can’t possibly describe the amazing scenery and our excitement. The vision of our wings over what looks like Antarctica is totally surreal. We are less than 12 miles away from Snow Lake and 19 miles of glacier away from terra firma! However, in our desperation, we have put ourselves too low on this transition, with no chance to catch any thermals on the opposite side. We are suddenly grabbed and sucked into the strong catabatic current of the glacier. Desperate, we find a small hanging terrace and land in major turbulence, narrowly avoiding a crash into the seracs of the glacier. About 150 feet below us, the Hispar glacier is a vicious snake that nearly killed us. We realize that we have played Russian roulette and lived. On this evening, life is stellar. At 13,000’, perched on a balcony above the most gripping spectacle we have ever seen,

we fall asleep rolled up in our Addicts. We do not fear the future anymore. Even though we are two very long days’ walk from the Hunza valley, our paradise, we are ﬁnally safe and ﬁnished with our incredible adventure through the Karakoram. The Final Summary:

• Approximately 270 miles covered in five flights and 13 miles on foot over 10 days of adventure. • All flights between 11,500’ (takeoff) and 23,600’ of altitude. • We each lost approximately 22 pounds in sweat, adrenaline, malnutrition and headaches. • The most fabulous cross-country flights of our lives! • The crime weapon: the Ozone Addict R (DHV 2), special light version… FANTASTIC! Big thanks to Ozone, Porcher Sport, Alixa and Petzl.

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

Photo: Trish Kells

Rob with a T2 at Crestline

Pilots and Prostate Cancer…

By Rob Kells, Rob@WillsWing.com

This magazine may seem like a strange place to read about this subject, but the average age of male pilots puts them in the target group that is most at risk. Ah, the dreaded “C” word – it seems that as we get older we are close to an increasing number of people who have cancer or are cancer survivors. We tend to think it’s “what happens to other people.” Well, unfortunately it has happened to me. I was diagnosed with prostate cancer which has metastasized into my bones. Most men get prostate cancer late in their life and die with it, not because of it.

I had a PSA result of 4.2 about three years ago and had a biopsy done. The results came back negative for cancer. Relieved, I got on with my life. But, this past year I was having increasing pain in my back and shoulders when flying. I went to see orthopedic surgeon Chris Wills and expected to hear that the pain was due to arthritis. Because I had none of the usual symptoms associated with prostate disease, I was surprised when tests showed bone density changes and a PSA score of 253. Typical symptoms of prostate disease include enlarged prosThere is a simple blood test you should tate, a frequent need to urinate, weak get every year called PSA (prostate flow, starting and stopping, blood in the specific antigen). Every man who is 40 urine, or pain when urinating. or older should have this test done on a You should also have a DRE (digital yearly basis. A result above 4.0 is consid- rectal exam), the dreaded finger-in-theered enough of a concern that a prostate butt exam (done with Vaseline, thanks biopsy should be performed…advisedly very much). A urologist should do this with a local anesthetic. to determine if the prostate is enlarged, April 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

or has unusual nodules. An unusual ﬁnding in the DRE is cause for your doctor to order a PSA blood test. Insist a PSA be done every year, because if prostate cancer is detected before it gets outside the prostate, it can be treated with hormone deprivation, or it may not require any treatment at all, depending on the Gleason score determined by biopsy. My oncologist is a maverick in the ﬁeld. He believes prostate cancers in general are highly over-treated. He does not recommend treating the vast majority of prostate cancers because they grow so slowly. Many times the treatment is more harmful than the cancer, so he only treats prostate cancers with a high Gleason score. The Gleason score is determined by looking at prostate cells under a microscope. The score ranges from 1 to 10; with 10 being the most aggressive, with rapidly dividing cells.

If the score is over 7, he gives his patients a triple hormone blockade therapy, and 15 treatments of low-dose chemo, along with an anti-angiogenic (blood depriving) drug. He also uses Leukine to super-charge the immune system and to stimulate the white blood cells that attack cancer cells. He doesn’t recommend radiation or radioactive seeds as treatment, as radiation can cause collateral damage to nearby tissues, and seeds can migrate through the veins to other organs. He never does a prostatectomy, because statistical data indicates that it does not prolong life, and it has many undesirable side effects. He doesn’t do surgical castration either, because once the hormone blockade treatment is complete, he gives his patients high doses of testosterone. A high testosterone level helps kill prostate cancer cells, keeps them from learning how to grow without the hormone, strengthens muscles, increases mental acuity, and generally restores energy, resulting in an overall feeling of physical and mental well-being. Through researching the increasing number of cancer events, I’ve learned there is a probable correlation with a reduced vitamin D blood level, most likely from less sun exposure and inadequate supplements. Vitamin D3 is actually a hormone that is naturally produced in our bodies when sunlight interacts with cholesterol in our skin. The hormone produced prevents cells from dividing fast, which is what cancer cells do. In the 1970s we started using sunscreen, wearing hats and covering up with clothing to prevent skin cancer. Since that time, breast, prostate, colon, and skin cancers have increased in younger people. Several clinical trials are being conducted using large doses of vitamin D (4000-12,000 IU/day) to help treat these cancers. The current recommended daily allowance for vitamin D is only 400 IU/day, which is just enough to prevent a child from getting rickets! The bottom line is get your PSA checked every year (if you’re male), have your blood level for vitamin D tested, take vitamin D supplements, and be proactive regarding your health. Having a positive mental attitude is important in fighting any disease. I know God’s in my corner, and with His help I’ll kick ass and beat this cancer. I know many members of the hang gliding and paragliding community who have battled cancer and won. I appreciate all who have kept me in their prayers and sent encouraging messages. I hope to be around a long time, doing what I love – flying! See you in the air…

Safety Tip Rob Kells: Be proactive regarding your health – get your checkups and take your supplements. 26

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

Paragliding Accident Report

line. In some cases this can lead to a “zippering” or cascading series of line failures. Although this is very rare, pilots flying outside the placard weight theoretically risk stressing lines to By Jon Goldberg-Hiller, staff writer their limit more quickly in one of these events. The pilot reports that his wing had about 100 hours of flight A P-4 pilot, 10 to 15 pounds over the placard weight on a DHV 1-2 wing, was flying cross-country in mid-day condi- time in addition to 50 hours of kiting time, and that the lines tions at an inland flying site. He was taking a new route for were in good shape prior to their failure; later inspection rehim, but flying with pilots experienced in the area. Near the vealed no abnormal abrasions. The breakage points near the edge of a canyon he noticed two companions coring lift; he canopy suggest that this was most likely a failure due to very high stress. In this case, the loss flew to where he thought it likely he of lines likely contributed to the could connect with the same ther[The pilot] felt himself suddenly drop. lack of control that the pilot exmal, but found nothing there. He Several seconds later, the wing – likely perienced, forcing the crash. This continued flying toward the far end pilot’s choice to fly with a working of the canyon, which was in sunhaving collapsed as it lost airflow – vioradio was critical to his quick relight, expecting to find lift there. As he approached, at 150 to 200 lently reinflated, breaking as many as nine covery from the remote crash site. In another accident, a P-5 pilot feet AGL, he reported that he felt lines near the canopy, including the pilot’s flying a DHV 2 glider during midhimself suddenly drop. Several secright stabilo. day at a familiar inland flying site onds later, the wing – likely having launched into reportedly smooth collapsed as it lost airflow – violently reinflated, breaking as many as nine lines near the canopy, conditions in unstable, buoyant air. The pilot had fewer than including the pilot’s right stabilo. Without adequate control of 10 flights on his new wing. He launched into a thermal cycle the right wingtip, the glider surged from the left, twisting the that took him immediately up and away from the hill. While risers. The pilot reports that he considered throwing his reserve attempting to secure himself in his harness immediately after but he saw that he was too low. He hit the ground in what he launching, the pilot reached with his foot for his stirrup but perceived to be a glancing angle after flying into and through likely contacted his speedbar instead. After he pushed against a small tree that slowed his descent. His arm was broken in the impact. The pilot recognized the need for an airlift from his remote location and he was able to radio to friends to start a search and rescue. He had surgery the same night to set the bone in his arm and expects a full recovery. Several issues may have contributed to this pilot’s accident. Scratching near the ground in mid-day thermic conditions is a high-risk activity; thermal turbulence tends to be stronger nearer the terrain. The pilot’s choice to aim for sunlight in search of lift, knowing he would arrive near the canyon wall, added some hazard to his cross-country strategy. Flying overweight on his wing may have been an indirect cause of the trouble he experienced once he reached the sunlit area. DHV-certified wings are not tested outside their weight envelope, and their responses to deflations are not necessarily predictable beyond this range. Extra weight is likely to make deflations and other maneuvers (desired or not) occur more quickly and therefore harder to counteract, but this may not have been the immediate cause of the difficulty. If the wing encountered a strong area of sinking air, or asymmetrically bisected a very strong thermal – two probable scenarios from the pilot’s description of the initial moments of the trouble – the wing may have distorted as parts of the canopy accelerated faster than the falling pilot. The extra pilot weight may have contributed to the violence of the reinflation, snapping the lines. Certified gliders are built with redundant strength in the lines to resist numerous failures. But previous accidents have shown that some reinflations occur in orientations capable of stressing individual lines beyond their capacities before proximate lines can be tensioned to limit the load placed on any single April 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

the bar, the wing took a very quick 70% asymmetric deflation nition in the first few seconds of a flight is to fly away from the with a substantial portion of the wing appearing to fall below launch, clearing obstacles and gaining altitude before attending the pilot. The wing rotated quickly to the right, swinging the to making harness adjustments. This pilot had little clearance, pilot hard into the face of the mountain from an altitude of making his failed attempt to find the stirrup an unrecoverable mistake. The potential of our feet making a wrong choice beabout 30 feet. tween speedbar and stirrup The pilot said to a witness looms large in most harness that he did not lose conscious- He was struck by a gust as he launched in reverse setups. We may all be safer ness, despite numerous injuries including two fractured ankles position, losing his footing as he pivoted to face the accepting an uncomfortable and a spinal fracture. He man- wind. He was dragged up the hill, over the guard- position for the few seconds it takes to assure ourselves aged to unbuckle himself from rail and through the parked cars. we have gained the clearance his harness to prevent being that can help us moderate or dragged over the ground. He then called his wife with his cell phone, asking her to contact recover from our own potential blunders. As in the first accident, this pilot was equipped with a means a fellow pilot who worked for the local fire department to help coordinate the rescue. The extrication of the injured pilot took to communicate and a plan to do so. A witness to the accident two and a half hours and included two helicopters. The pilot’s reports that members of the local flying club carry with them a left leg was amputated at the hospital where he also underwent sheet with radio frequencies and GPS coordinates of local flying sites to help direct rescue efforts. This is a useful idea for us all a series of five surgeries. His prognosis is good. The inadvertent contact with the speed bar likely contributed to practice. In another incident, a P-4 pilot set up his DHV 2 glider in to the collapse of the pilot’s wing, and may have magnified the effects of any mechanical or thermal turbulence near the launch. very strong conditions at a coastal site. In order to avoid a Increasingly, harnesses include or are retrofitted with stirrups parking lot bordering the upper part of the launch, he walked for comfort as well as safety; the reasoning is that if a pilot can down the hill about 50 feet. He was struck by a gust as he secure him- or herself in the harness without the need to release launched in reverse position, losing his footing as he pivoted to or transfer the brakes out of the hands or take the eyes off the face the wind. He was dragged up the hill, over the guardrail flight path, better control is maintained during the critical first and through the parked cars. He managed to miss two cars, but not the third. The vehicle absorbed most of the impact, few seconds when the pilot is near the ground. But this case shows the limit of this logic. The safest admo- and the pilot only suffered a minor injury to his wrist. With his sense of humor intact, the pilot reported no damage to the asphalt where he came to rest and a simple lesson: “Don’t ram Dodges.” Especially when dangerous obstacles are near, it is imperative to assure ourselves that weather conditions are benign enough to justify our decision to launch. The danger of gusts at coastal sites can be mitigated by learning to read the water surface for evidence of gusting conditions. In addition, extra minutes on launch designed to gain information about the wind is precious insurance that the conditions that enticed us to fly on our arrival were not simply a lull in strength or an unrecognized period between gusts. Where at all possible, launches that are not bounded by roads or power lines on the downwind sides should be chosen over the risk of obstacles such as this pilot encountered. As in all situations where launches are occurring in strong winds – a common situation in coastal flying – it is important to recall that the force of the wind is a geometric function of velocity. Gusts of even five miles per hour add significant complications to launches into soarable wind conditions. Gusts that pilots believe they can control were they flying through them can still imperil them if the gusts throw the pilot to the ground or cause him to lose secure footing. All pilots who launch in strong wind conditions should practice their kiting regularly so that they can accurately judge the skill they will need to control their wing in the conditions they are likely to encounter.

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

Peter Birren gets off the ground using static-line tow. Basic equipment includes Hewett 2:1 center-of-mass bridle, 3200 feet of 3/16” polypro towline and Linknife release; Dave Whedon observing. Photo: Darek Kozuch

Dr. Donnell Hewett,

The Father of Modern Towing By Peter Birren

Hang glider and paraglider pilots tion that is still in use today: (1) regulat- Tension regulation worldwide can thank many people ing the tow force, (2) applying that tow Early ground-based towing systems for the sport we know today: Francis force to the center of mass, and (3) identi- relied on boat or car speed that didn’t Rogallo, John Dickinson, Bill Moyes, fying the 12 criteria for safe towing. Any much consider the function of airspeed, Taras Kiceniuk, Bill Bennett, the Wills one of these developments alone would climb rates and glider stability. Don brothers, and many more who influenced qualify him for entry into towing heaven understood that an aircraft has a specific our wings and made major advances in – but he developed all three. flight envelope, and keeping the forces For his contributions, Dr. Hewett was within that envelope would avoid overthe sport. Among this list of dignitaries – newly and officially recognized – is Dr. presented the 2006 National Aeronautic powering the glider or pilot. Regulating Donnell Hewett, who is responsible for Association Safety Award at the March the tow force at the vehicle allowed the making towing the popular and relatively 2007 Board of Directors meeting. glider to climb at predictable and conForberger, Broyles, Moyes, Hewett trollable rates. safe endeavor we enjoy today. During the 1970s, methods and pro- and others worked in several directions One of Don’s early tension-sensing cedures of ground-based towing were on towing safety at a similar time. Hewett devices was a simple garage-door coil hardly scientific: Tie the towline to the openly published his detailed findings in spring attached inside a length of PVC glider’s basetube and drive the tow vehicle a newsletter that helped shape a better tubing, all bolted to the car’s front bumper. full-out. This particular setup resulted in understanding of how towing worked. Through a slot in the tube, a welded-on the fatalities of numerous pilots by help- These concepts were taken to wider prac- tab jutted out to hit his wife’s hand when tice during the early 1980s; this may proper tension was on the line; this was ing initiate and/or aggravate lockouts. Toward the end of the decade, Dr. have contributed to the dramatic drop in later developed into a hydraulic cylinder Hewett, a professor of physics at the hang gliding fatalities in the early ‘80s and pressure-gauge arrangement. This University of Texas/Kingsville and a (from 30 in 1979 to 8 in 1984). Until the system prevented over-towing or underlong-time hang glider pilot, realized that mid-1990s, towing was considered “ex- towing the glider by displaying to the towing was physics in action. Considering perimental”; today its safe and successful driver the need to speed up or slow down the problems, the good professor applied worldwide usage can’t be denied. to make the tow much more comfortable Here are brief summations of Donnell – and safer – for the pilot and equipment. his knowledge and analytical thinking to the development of a three-element solu- Hewett’s work in this area: April 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

Photo: Marzena Fryk

Peter Birren starting a static-line tow at the farm roads near Cullom, Illinois, on a late fall afternoon; Wes Shield observing

Center-of-mass bridle

Through trial and error, Don recognized that attaching the tow forces only to the glider removed much of the control authority of the pilot. By applying part of the tow force to the pilot, that control was returned and in many cases heightened. This ultimately developed into a bridle that places 1/3 of the tow force on the glider center-of-mass (CM) and 2/3 of the tow force on the pilot’s CM, not coincidentally applying the total force relative to the two elements’ weight distribution – the pilot weighs approximately twice as much as the glider. This 2:1 bridle permits a pilot to have total control over pitch, roll and yaw without the towline adversely aﬀecting the glider or

its trajectory. Further experiments with other forms of towing by various pilots proved the concept was viable; successful towing always keeps the tow forces pulling from the pilot/glider CM. The traditional 2:1 bridle is most often used for static-line towing, in which the direction of tow changes with the pilot’s angle to the vehicle. The bridle designs used in aerotowing, without question the most popular form of hang glider towing today, are directly descended from Don’s center-of-mass bridle concepts. The standard aerotow V-bridle system, although not 2:1, directs an equal amount of force to both the pilot and the glider, the bridle arrangement arising from the constant direction of tow force; the single-point systems used by some pilots directs 100% of the towing force through the pilot to the airframe. One could go even further and recognize the more recently acquired skill of paraglider towing. The bridle systems are exclusively single-point with the force directed only through the pilot. By using a proven system, the paragliding community did not have to endure a potentially

deadly trial-and-error learning period. These and other safe towing concepts were already well known and were immediately adapted to paraglider towing. The 12 Criteria for Towing Safety

The 12 Really Good Suggestions quantify and qualify a safe towing system and safe practices. Developed as a result of Don’s experiments and ﬁndings as he created the two concepts above, they are still relevant with respect to modern static-line towing, payout-winch towing, scooter towing (stationary winch) and aerotowing. These are Donnell Hewett’s original 12 elements of a good tow system. They are as viable today as they were in the early ‘80s when he wrote them. Group 1 – Accurate simulation

In order for an artiﬁcial gravity to accurately simulate natural gravity, it must have the same characteristics as natural gravity, namely (1) constant in direction, (2) constant in magnitude, (3) distributed the same as gravity and (4) acting only through the CM of each component.

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

Photo: Jaro Krupa

Paraglider static-line tow launch at Cullom, Illinois; “Herbie, the Love Tug” is 3200 feet ahead on the road.

Photo: Peter Birren

#1: CONSTANT DIRECTION: The direction of the towing force must remain essentially constant throughout every phase of the towed flight. Length of the towline must be long compared to the transverse motion of the glider... the faster the glider climbs and maneuvers, the longer the towline needed (500 feet or longer). #2: CONSTANT TENSION: The tension in the towline must remain essentially constant throughout every phase of the towed flight. Some tension regulation device must be used to keep pressures between 15 pounds above and below the ideal setting during every phase of tow. Settings should reflect a “comfortable” flight and “reasonable” climb rate. #3: CM DISTRIBUTION: The towing force must be distributed between the components of the flying system proportionally to the masses of the respective components. Pilot and glider move in relation to each other and the tow force needs to be evenly distributed. A 2:1 bridle is quite effective at this – 2/3 force on the pilot, 1/3 force on the glider. #4: CM ATTACHMENTS: The towline/bridle must be attached as closely as possible to the effective CM of each of the components and must not be allowed to touch any other part of the flying system. Violations of this produce

lockouts, adverse yaw and other loss-of- twice as high, fast, far, etc., as you’ve control problems. previously mastered. Learn in smooth air Group 2 – Safe transition before transitioning to rougher air.) Any system must be able to handle de- Group 3 – Practical implementation viations from the ideal case, pilot release, Perhaps the following are obvious, but excessive tow forces, and learning. safety should never be taken for granted. #5: GRADUAL TRANSITIONS: The #9: ADEQUATE POWER: The system transition to and from tow, as well as any must contain a source of power adequate variations while on tow, must be gradual to maintain the glider in a safe mode of in nature. Use of a long line that has suf- flight while under tow. ficient stretch – but not too much stretch #10: CAPABLE CREW: The system or driving will be difficult – allows tran- must be operated by a crew that is adesitions to be gradual. Towlines made quate in number and competent in ability from 3/16” or 1/4” hollow braided poly- to see that it functions properly. (Driver, propylene, polyethylene or nylon are spotter, launch assistant, pilot.) used successfully. #11: RELIABLE COMMUNICATIONS: #6: RELIABLE RELEASES: The release The system must provide a means wheredevices and their activation methods must by the pilot can reliably communicate be sturdy, rapid and reliable. Release acti- with the rest of the crew. Anything vation MUST be readily accessible to the longer that 500 feet of towline requires pilot regardless of where his hands are or a radio – minimum from pilot to driver where his body has shifted. Only single- – for pilot-in-command. Everyone must point release systems should be used. agree on what signals or commands will #7: INFALLIBLE WEAK LINK: The be used. system must include a weak link that will #12: SUITABLE ENVIRONMENT: The infallibly and automatically release the system must be operated only within the glider from tow whenever the towline environment and under the conditions tension exceeds the limit for safe opera- for which it was designed. tion. There is always the possibility that something unexpected can happen. The As is the case with many human weak link’s breaking point should be achievements, the true break-through appropriate for the weight and experi- ideas are those that withstand the test ence of the pilot, not to exceed the sum of time and are found to be applicable of the weight of all towed parts (1 G). across a broad spectrum of activities. #8: SAFE LEARNING METHOD: The Donnell Hewett’s concepts of towing system must include a method for safely systems (tension regulation, center-oflearning to use it by gradually advancing mass force direction) in conjunction with from one level of experience to the next. his above-listed Criteria for Safe Towing (NEVER try two new things at once. are unquestionably among the greatest NEVER allow yourself to be pushed SAFETY achievements in the history beyond your personal comfort level. of hang gliding (all inclusive) and perNEVER exceed the limits of your equip- haps one of the notable achievements in ment and skills. NEVER go more than modern personal aviation. Peter Birren, the inventor of the Linknife, was honored with the 2005 NAA Safety Award for that invention, and is president of the Reel Hang Glider Pilots Association. The RHGPA have been using Dr. Hewett’s systems for static-line towing since 1982, during which time they have not had a single ground-based towing fatality. Without Dr. Hewett’s efforts, the club’s track record and the Linknife would never have been realized.

Dave Whedon just off the ground with static-line tow launch, Sept.18, 2004 April 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

and tried it anyway. My nickname in the area is now “Luis Cabeza Dura.” After an hour of walking and looking at every single open spot to see if it would be usable to launch a paraglider, I finally met Nelson. He is the owner of the new flying site. After looking around a while for what I thought would be a perfect launch, and making a small donation, I convinced Nelson to gather some people to clean and clear a small area for us to use as a takeoff the next day. Late in the evening I walked down the mountain, enjoying that unique feeling that comes with having started a new project. This was not my first project related to developing new flying sites, but it had been a long time since my last one. By the time I got back down to where Bob had parked our car, he was already good friends with Luis Guevara and his family – although Bob speaks only five words of Spanish and none of the others speak any English. After some more talking I found out that Luis knows the only paraglider pilot in the area. Eureka! We soon met Roberto Arto Asensio from Spain, but we discovered that even though he does some free flying he has only flown his powered paraglider in this area, and had not found a decent takeoff for free flight during his two years living in the area. The next day – day number 3 – Roberto joined us; we drove up the mountain in a 4x4 truck, all three of us ready to use the new launch. Unfortunately, the place By Luis Rosenkjer, luis@atlantaparagliding.com needed some more cleaning. We made Photos by Robert Weber another small donation, and Nelson promised us that he would try to get some people to work on Sunday morning. I want to share with everyone a from Barahona following the beach. He would hang a red flag on a pole, indiunique experience I had in Dominican There are some 40 km of beautiful SE- cating to us that the takeoff was ready, if Republic recently. facing slopes and cliffs, almost perfectly he was successful. It was the only way we Bob Weber and I were headed to facing the wind all along, but not a single could communicate between launch and Argentina, but decided to stop by at place without trees besides some very low the LZ, but it worked fine. Santo Domingo for four days and scout spots between the road and the ocean. out some flying sites in order to organize After six hours of driving back and forth, soaring clinics and trips for our students talking to people, asking if paraglider at Atlanta Paragliding during winter- pilots had ever flown in the area, with time. I had the feeling there had to be no success, I found myself walking up good flying around Barahona (in the SW to one of the antennas located some 500 corner of the country). So during our first meters above sea level. We actually tried day, after a short stop (and flight) at La driving up with our little rental car, but Playita (next to Azua), we continued to after about a quarter of the way we had Barahona and found ourselves a hotel. to give up. Luis Guevara had told me we The next day we started driving SW wouldn’t make it, but I am hardheaded

Developing New Sites in Dominican Republic

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

Roberto Arto Asensio’s house coordinates: N 18 03 56 – W 071 06 22

(La Cienaga, around 10 km NW from the site) Roberto Arto Asensio’s phone numbers: 809-502-6562 or 829-898-2930 Roberto Arto Asensio’s email adchachos2@hotmail.com (no dress: Setting up on the new Paraiso launch

Internet in La Cienaga, so don’t expect quick answers!)

The next morning, there was the red flag! It took us a little longer to find a 4x4 truck on Sunday morning, but by 3:30 p.m. we were headed to the launch site once more. At 4:00, I finally took off. Even though it was late, and most of the slope was already in shade, I manage to soar for some 20 minutes and to gain some 30 meters above launch in very smooth air. If we’d been there one hour earlier, I am sure cloudbase would have been an easy task. Compared to a first run on an untracked new deep powder snow ski slope, this unique experience is probably 10 times more intense and satisfying. So, here is the information about the site for you to find it and use it:

Luis will arrange 4x4 trips up to the takeoff if you need transportation. Roberto will assist you with any flying questions you may have. Nelson, the launch site owner, will charge you 50 Dominican pesos ($1.70US) to use the takeoff. I hope this money goes towards improvements on the site. Nevertheless, I am sure he will accept donations to make specific improvements you may want to get done. Right now the clean area is pretty small, and could be enlarged. Also, the landing options are downwind from the site, and pretty far, but Luis is thinking about cleaning a landing site a lot closer. It needs some work, and of course some financing. You will be amazed what these guys can do from one day to another with Name of the site: Paraiso (which only $50US… Even though I strongly believe that means paradise, but that’s also the name this site will have wonderful ridge soarof the closest town) ing and smooth thermal conditions very Launch altitude: 475 meters Launch coordinates: N 18 00 39 – W consistently, it still needs to be tested. Conditions were perfect the three days I 071 09 05 LZ Mirador coordinates: N 17 59 57 got to check them out, before and while flying, but a good site will be only rec– W 071 09 07 (clean area on a slope) LZ Paraiso Beach coordinates: N 17 ognized as that after a year of data. My request to all of you, if you ever get to go 59 41 – W 071 09 28 Luis Guevara’s house coordinates: and fly this site, is that you send me an N 18 00 59 – W 071 08 31 (right email with your every day experience. I next to where the road starts going up will organize this information and post it in the Atlanta Paragliding Web site the mountain) Luis Guevara’s phone numbers: 809- (atlantaparagliding.com) for everybody 994-7566 (Luis or Teo); 809-778-5345 else to be able to check it out. I am very happy that this site belongs (Henry, messages for Luis ) to the local people and that it may help some of them to keep their small piece of land a little longer. I hope it stays like that …

Just off launch at the new site

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

Back in the ‘80s, when the APA (American Paragliding Association) was joining forces with the hang gliding-only USHGA, most of the hang glider pilots had little understanding of paragliders, and were leery of allowing these jellyﬁshlike craft to be taken under the umbrella of their organization. Paul Gazis, regional director for northern California at the time (and again today), well respected for both his wit and wisdom, attempted to alleviate concerns about the instability and unpredictability of paragliders with this brief article.

The Real Reason Paragliders Stay Up By Paul Gazis

There is a widely held but inaccurate belief that paragliders are held aloft by aerodynamic forces. Nothing could be further from the truth. Paragliders are held aloft by electrostatic repulsion. The canopy is charged with static electricity. This charge repels the ground and keeps the canopy in the air. The charge is also responsible for the rigidity of the wing and the apparent “inflation” of the individual cells, as the various components of the canopy repel each other. The initial static charge is produced by friction with the ground that occurs as the pilot “builds the wall” or “inflates” the canopy. (That’s why it’s easier to launch on certain kinds of terrain – some types of ground surface generate more of a static charge than others.) The charge is maintained by friction with dust particles and aerosols in the atmosphere. Paragliders ascend in thermals because thermals contain more dust. They descend in sink because sink, particularly underneath clouds, contains water droplets, which ground part of the static charge. Canopy collapses occur when the static charge shorts out over part of the canopy. This shorting is also responsible for the crackling, rustling, or snapping sounds that are often associated with canopy collapses and re-inflations. It is easy to demonstrate that this explanation is correct. If you construct two identical canopies, one made of conventional paraglider fabric and the other made from some conducting material such as steel or lead, you will find that the fabric canopy flies much better than the metal one. I hope that this information has been of some help.

KITTY HAWK KITES

“SPECTACULAR” 2006 Article and photos by Paul Voight

Bo Hagewood

At first glance, you might think this article about last year’s event is just a tad late. I planned it this way, however, so that it would hit the newsstands in the spring, and perhaps act as a spark to encourage pilots to attend the 2007 Spectacular. Besides, after a long winter, tales of warm beach flying should be a welcome change. Every year, for 34 years so far, pilots have gathered in Kitty Hawk, North Carolina, to participate in this fun competition held on the famous Jockey’s Ridge sand dune. Kitty Hawk Kites puts a tremendous amount of effort and resources into making this event a home run every season, and it just gets better

Oops! Billy Vaughn in the jinxed glider

every year. least one Hang 2 pilot. Pilots are also able As people who know me know, I have to fly individually if they don’t choose to become a fun-meet buff. After spending team fly. Everyone gets scored, in either the 1980s flying in “real competitions,” I the novice or advanced (H-3 and above) shifted gears and began hitting the social, divisions, and team scores simply add anfun-oriented flying events held all around other dynamic to the fun. the country. The Kitty Hawk Spectacular This year, my son Ryan and I, along is an event I try to hit every year. with some other Ellenville, N.Y., pilots, Kitty Hawk is a favorite spot for me, drove down early to get some practice personally, since that is where I first de- in. Dune flying is WAY different from feated gravity back in 1972, when I took mountain flying. We managed three solid a lesson from two long-haired hippie days of practice before the first day of the types who worked out of a roadside shack event, which got us really tuned in to in front of “the dune.” My life changed in dune flying. Unfortunately, the big winds one afternoon – thanks, John Harris! arrived on day one of the Spectacular, So, for myself and many others, re- and the meet directors called the day turning to this magic place to just play for safety reasons. The great thing about and fly and delve into grassroots, barefoot, this venue is, if you’re not flying, you’re low-level sandbox flying is a real blast. in a vacation/beach environment with And now, on to the 2006 Spectacular. PLENTY of fun options to enjoy! A very dedicated and able crew headed by The second day also brought strong Kitty Hawk Kites school manager Bruce winds, so we had pilots’ meetings every Weaver, along with Andy Torrington, couple of hours in hopes that it would have for the last several years run this calm down – but it didn’t. Again, the event using a very user-friendly yet chal- rounds were put off, now to day three. lenging format. Pilots arrive, sign up, Oddly enough, some of us went out and and form four-man teams, in most cases “flew” (parked on) a 15-foot dune anyway, spontaneously. Each team must have at which was pretty intense. One wrong move and POOF! You could find yourself upside-down 100 feet back behind the hill! We got to see Dune Gods like Rob Bachman, Bruce Weaver, G.W. Meadows, and Billy Vaughn make it look almost safe. Day three was perfect. After an earlymorning “on-the-dune” pilots’ meeting, we (approximately 35 pilots) started flying rounds off. The task is set up so you can try for as many pylons as you dare – pylons are set up OFF THE COURSE LINE to the bulls-eye – and then try to get a good bulls-eye as well. This calls for some very different decision-making from what usually occurs this close (one to ten feet) above the terrain. It was also advantageous to launch diagonally off the face of the dune, towards the pylons, which resulted in several “failures April 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

to get airborne.” Three Dune Gods flying the same glider all spun in to the left on launch (more on this glider later), which killed their chances to prevail in the meet. By the end of round four, I figured I was close to the lead of the advanced division – to my astonishment! – and Ryan was five points behind me. (The meet directors don’t divulge the results, so we have to keep track in our heads.) All that pre-meet practice had paid off! Next order of business was the relay race, an annual sub-plot to the meet, which only affects team scores. For this event, a start line (or “off-by” line) is established, and a finish line WAY out in the flats is set up. All members of a team hook into their gliders, establish who goes in what order, and then wait for the start flag. After the first pilot crosses the finish line, the next can launch, typical relay fashion. It gets really interesting trying to begin your run just ahead of the finish flag to gain a half second or so. Also, if you land short of the finish line, you have to run the glider across it before the next pilot can launch. Well, I borrowed the previously mentioned “jinxed-left-spinner” glider, and when my turn came, I ran like a madman (plenty fast), watched the dune edge go by, and then spun in to the left and hit the hill (really softly – sand is kind). I was surprised, embarrassed a bit, and laughing, as I haven’t had a “failure to get airborne” in probably 20 years. Then the judge yelled, “Your time is still running!” so I scrambled back up top, squared off, looked right and left to make sure the

glider was OK, and ran like a burglar. This time I got airborne and finished the course. Whew! What a blast! Needless to say, we didn’t win the race, although we did manage to come in second behind G.W. Meadows’s team. Next, the judges deemed there was time for one more “normal” round, so they set up a new course, and off we all went, one by one. Any of the higherplacing pilots still had a shot at winning the meet, so this was an important round. By the time Ryan and I got our numbers called to go, we knew we were in VERY good shape – at least in the top four. Our team was also really looking good, probably in first. I got called to launch first, and went for a pylon. Then I went for a second pylon. The third looked too hard to get and still make the bulls-eye, so I peeled off to go land. There was ANOTHER pylon, on the other side of the bulls-eye, that could be flown around marginally (occasionally) for an extra five points, and I went for it. As I rounded the pylon, I knew I’d blown it. I was at five feet AGL and still had to go 100 feet to the bulls-eye. I had gone that distance from that height before, but this time my energy was gone and I had to flare early to avoid dropping the bar (any landing is worth five points, as long as you don’t drop the bar), and I had to settle for three pylons and five points for a safe landing, and no bulls-eye. A few more pilots flew, and then it was Ryan’s turn. He ran off, and went for the first and second pylons, making them both. He then headed straight out to the bulls-eye and was looking good, but hot.

Ariel Evans, Novice division winner, launching

He began a pumping, flaring motion as he approached the spot, and then committed to a full flare, about 15 feet up, at the far side of (past) the bulls-eye. He actually backed up one ring, and managed to hold up the bar on his landing. The math in my head said he was now five points ahead of me. It wasn’t until the awards dinner later that night that we all learned who had come out on top. In the novice division, which was VERY competitive, Ryan Coppola came in third, Chuck Sinon was second, and in first place was Ariel Evans, who had just turned 14 years old! In the advanced division, Kevin

Ryan Voight launching April 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

The winners (L to R): Kevin Coltrane, Ariel Evans, Ryan Voight, Chuck Sinon, Paul Voight, Ryan Coppola, Bruce Weaver, Center front: Francis Rogallo

Team wise, adding icing to the cake, our “Team Fly High” came in first – Bill Futch, Billy Vaughn, Ryan and myself. But wait! There’s more! At the end of each Spectacular awards dinner, the board of the Francis Rogallo Foundation inducts a new member into the Francis Rogallo Foundation Hall of Fame. John Harris, Kitty Hawk Kites owner, announced this year’s inductee: G.W. Meadows. G.W. gave an eloquent speech, thanking many of the people who helped him along the way, particularly his wife Jan, and received a standing ovation. He joins many other notables on the list of Hall of Famers, including Hugh Morton, Bill Moyes, Bill Bennett, John Dickenson, the Wills family, Terry Sweeney, Dennis Pagen, Dave Kilbourne, Bobby Bailey and Joe Greblo. And that’s how last year’s Spectacular ended. It took a few beers and a lot of jerk shrimp and crab legs at “Tortuga’s Lie” (the local hang gliding water hole) before it really sank in. We certainly had a great time as always, and to actually pull off a father-and-son top finish was just too cool. Several of us are going back again this year – we’ve already rented a beach house, several days early for practice! – and we’re looking forward to another fun Spectacular and beach vacation. Word has it that this year’s 35th annual event will be bigger and better than ever. Kitty Hawk Kites is putting an extra effort into locating as many alumni instructors as they can reach (there are hundreds of them) in order to have a massive instructor reunion as part of the event. We hope to see you there!

Ryan Voight “duning it up”

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

Photo: Bill Russ

Coltrane (last year’s winner) was announced as the thirdplace finisher. As is customary, the organizers gave the awards (tons of them – to literally every pilot), working up to first, and neither Ryan nor I had been called yet. WOW! Well…they announced my name as second-place finisher, and in first (by five points as I had calculated) was Ryan Voight. Needless to say, I was thoroughly ecstatic. Second place normally isn’t my preference, but to be second behind my son was a proud moment indeed!

“We’re putting the band back together…” By Billy Vaughn

While we were holding up the flag well as three national champions and a in the Fun Zone last May at the 34th couple of past USHGA presidents. With help from Bruce Weaver and annual Hang Gliding Spectacular, a handful of us noticed that the yearly in- the current gang at KHK, the instrucstructor reunion just wasn’t what it had tor list has grown to over 300 people, once been. Make no mistake – the meet and using the Internet and some wordwas a blast, (even though I swear that of-mouth, I’ve personally contacted glider had a left turn…), but this “roots over 100 – and probably 80% of them of hang gliding” scene was missing far have said they’re coming! too many of its alumni. The reunion itself will coincide with So for the 35th Spectacular, we’ve the Spectacular, May 18-21, and the decided to pull out all the stops and schedule of events will include parroust out as many of the old KHK in- ties both Thursday and Friday nights, structors as possible. This turns out to as well as a mass gathering of alumni be a pretty big task when you consider on Saturday evening for food, beverthat Kitty Hawk Kites has been “teach- ages, memorabilia and the like, foling the world to fly” since 1974. The lowed by the annual street dance. G.W. list of former instructors includes many Meadows has graciously agreed to put professionals still in the field, (includ- up a Web site, http://www.khkalumni ing Matt Taber of Lookout Mountain .com/Home.html, where we’re collectand Steve Wendt of BlueSky), as ing info about who taught when and

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

who we’re still looking for. And we’ve put up a few fun old pictures, too. Flying small dunes is at the very root of all hang gliding, back when the question at the end of the day wasn’t “How high did you get?” or “How far did you go?” but rather “How many flights did you make?” The Spectacular has always celebrated the flying, and this year we want to celebrate all the instructors who have ever taught on Jockey’s Ridge. Even if you or your instructor never flew there, chances are pretty good that he or she was taught by someone who did, or at the very least knows somebody who taught there. So spread the word, and ask around. There’s probably a missing KHK instructor lurking at a flying site near you.

Guido Gehrmann on the downwind leg of his approach to land on the deck of his private tour boat, which is steaming ahead at the perfect speed to guarantee a standup landing Photo: Denis Balibouse

From Your Computer to Ours:

How to Submit an Article

By C.J. Sturtevant, editor@ushpa.org

ticle – keep text and images separate. If it’s important that a photo or illustration be placed in proximity to certain text, make a note to that effect in your text, and the art director will make sure the artwork is where it needs to be. It’s in all of our best interest if you provide photos or artwork to support your article; text submitted without artwork may have to wait a while for publication, until we are able to locate something appropriate. If the photos were taken by someone other than you, please supply the photographer’s name and contact information. I’ll need to obtain permission to use the photos before I can publish them. Also, please include caption information for all submitted photos. Finally, when you’re satisfied with your final draft and have collected your artwork, you’re ready to submit. If you have Getting Your Ideas Ready to Publish Writing and submitting an article only text – no artwork or photos – you should not be a daunting task. If you can email the text to me at editor@ushpa follow a few basic guidelines for compos- .aero. Anything other than text needs to ing and editing your text, we’ll be able be uploaded to our dropbox. The most efto use your material with a minimum ficient way to ensure that everything gets of back-and-forth emailing, editing to us intact is to put text, photos/artwork and caption/credit/contact information and reworking. First, pay attention to the length of into a folder on your desktop, and title your composition. The majority of our ar- the folder with your first name and last ticles are between 1000 and 2000 words; name (firstname_lastname). Go to ushpa anything longer than that can be difficult .aero/magazine.asp and navigate to the to fit into an issue, and may necessitate keeping the article “on hold” until we can find adequate space. Second, when you’ve written your article and pared it down to a reasonable length, if possible have a friend or family member read it with a critical eye. Sometimes details that seem perfectly clear to you as writer are confusing to someone who wasn’t part of the experience. If there are still things in your article that aren’t clear to me, I’ll ask you for clarification. Next, give some thought to how you’d like to see your article illustrated. Never, ever embed photos in the text of your arArtwork: Jim Gibson

Recently USHPA’s photo archivist wrote a series of articles, “Put Yourself Into the Picture,” about contributing photos for use in Hang Gliding & Paragliding magazine. Readers’ response to those articles has been gratifying – many thanks to all of you who read the articles, digested the information and submitted your photos to our dropbox. The editorial staﬀ of this magazine strives to bring you the best possible product each month. But we are a very small group: editor, art director, photo selector, and our staﬀ writers who provide the Accident Report, Master’s Tips and Product Review columns. For most of the rest of the magazine’s content we rely on readers’ submissions of articles and photos. That’s you!

ftp dropbox; full directions for uploading are right there on the Web site. Upload your folder, send me a note telling me it’s there, and you’ll be in the queue for publication. Whose Story Is This?

Keep in mind that your material, even though you’ve “given” it to us to publish, remains your property. Our contributor agreement asks that you give us “first rights” to exclusive publication for a period of eight months after you’ve submitted it. That means that we’re expecting you to allow us eight months to find a place in our magazine for your work, and that we won’t have to worry about seeing it published in Cross Country just as our magazine containing your story or photos comes out! You are not, however, “prohibited” from self-publishing your material during the eight months of our “exclusive” rights, or even from having it published elsewhere – your work remains your property, to do with as you please. BUT we do ask for the courtesy of being notified if you’ve published it or sent it to be published elsewhere, so we can decide if we want to use it or not after it’s been printed in another magazine or Web site. If we have been sitting on your

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

material for eight months and haven’t yet used it, we thank you for your forbearance and we no longer expect that you’ll notify us if you’re sending it to another publication or publishing it yourself. Our contributor agreement states that, once we’ve published your material in our magazine, we retain “exclusive rights” to that material for two months after publication. This means that you agree not to publish the material anywhere else, including on the Web, until two months after it appeared in HG&PG magazine – unless you ask us and we say it’s OK. I can’t think of any cases where we’ve denied permission to re-publish material within that two-month period, but it’s important that you ask (for reasons related to both legality and courtesy). Many clubs are excited to see an article about their home site or their local pilots in the national magazine, and ask us for permission to reprint the article on their Web site. Because the article and photos remain the property of the author and photographer, I cannot grant permission for anyone to publish your work

on the Web or anywhere else – only you have that right, and I’ll ask you for written permission if someone has requested use of your article. However, USHPA does retain the right to publish your article and artwork in the USHPA electronic archive of the magazine, as long as your material remains within the context of the entire magazine in which it ﬁrst appeared. Your granting us the right to publish your article and artwork in the magazine also allows us to place your work on USHPA’s Web site without requesting additional permission to publish. Aside from the magazine, the USHPA archive and Web site, however, we would need to obtain your permission for any other use.

blood of this magazine. If you find yourself wondering why there’s never been an article about thus-and-so, the answer is simply that no one has written and submitted such an article. Your interest is the springboard for making things happen – if you have the requisite background, give it a try yourself; if you’re not the right person for the job, ask someone with the necessary expertise to take on the task. Some of our readers’ favorite articles are the personal reflections on an awesome flight or an amazing experience. We’ve all had those almost spiritual moments in our flying – that’s why we’re still doing it! If you have a story that’s been itching to be shared, write it up and send it in. Whether it happened last week or Look, Mom, I’m an Author! last century, if it’s about flying, it has a Contributors receive several com- place in this magazine. I look forward to plimentary copies of the magazine in hearing from you. which their article or photos appear. You may purchase additional copies of the magazine at the USHPA store, ushpa .aero/store. Your articles and photos are the life-

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

UP IN THE UP FLYING THE UNIQUE CONDITIONS IN MICHIGAN’S UPPER PENINSULA

Photo: Joshua Shroom

By Avrila Folles

Aaron Ersatz ﬂying his paraglider straight and level at Mount Blount

First and foremost, this is an open invitation for pilots of both persuasions and sexes to come flying. We would especially welcome female pilots because, well, the guys are guys, and as for me, I’m the only local gal with wings and it would be nice to talk about something other than hunting, cars and jock itch after flying. “We” refers to the Upper Peninsula Pendulators, a hang gliding and paragliding club located near Iron Mountain, Michigan. This congenial town sits near the Wisconsin border in Michigan’s upper peninsula, what we ’Ganders call the UP. It is also just a Frisbee toss over the time zone, in central standard, so you can party an hour later and not feel guilty. Now don’t think this is just a run-ofthe-mill rave from a lost little club praising the virtues of their sites. This is a lost little club claiming we have a local phenomenon not found anywhere else in the world (that we know of) and I’m not talking about the 20-foot winter snows or the drunken loggers found when the snowbanks melt in mid-May. Let me clarify the situation by explaining the local topography and geology. Michigan’s UP is a big finger of land that juts out between Lake Superior on the north and Lakes Michigan and Huron to the south. It is composed of rugged, mountainous terrain covered with lots of trees including the Hiawatha National Forest. However, along the coasts are escarpments and ample landing fields for cross-country flights. But it’s what’s under the terrain that makes things interesting and unique. This is iron country – an extension of the Mesabi Range runs from Minnesota right into Michigan – and the hills here are incredibly dense. It is said that this area was the last to rebound from the Ice April 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

Age depression because of its great weight. In fact, due to this ponderous geologic lode (and load), the mountain produces some pronounced and dramatic gravitational anomalies. Over the years there have been several Mystery Spots – tourist traps exploiting the unusual gravity effects. Near Iron Mountain itself, you can get a ball to roll slightly uphill. These attractions don’t stay in business long, for we only have a four-month (max) tourist season before the bitter winds barrel down from the hard interior of Canada across frigid Lake Superior to turn us into troglodytes or bar flies. So we take advantage of our short season to jam in as much flying as feasible while leading quasi-normal lives. But the flying itself isn’t normal. Our local site on 630-foot Mount Blount is typical of what happens in the area. First the conditions: Almost every day, the sea breeze comes in from the south so we have soarable conditions. If it ain’t raining, we’re floating and boating. Many of us have flexible jobs (I work as a yoga instructor and my students know to come in the morning or late at night) that allow us to fulfill our passion (obsession). You may think of sea-breeze flying as boring soaring, but we are far enough inland that the breeze picks up thermals and in addition, there is often a sea breeze coming from the north as well, especially with a high to our west. The result is a convergence zone that sets up and extends the entire east-west length of the UP. A glorious wide band of cumulus will usually mark this superior-highway. There have been two hang glider flights of over 100 miles along this aerial avenue, one by Jimmy Colonoso and the other by Gene DeFecht, both last June 14th. A paraglider pilot, Bob Weaver, has flown nearly 80 miles along the same general high-way on a different day. We plan to fly into Canada, about a 170-mile jaunt to the east. Mt. Blount is named Meniwacowassitt in the local Potawatomi Indian dialect. It is best translated as “mountain with strange effect on birds.” No one could figure out exactly what was going on until we started flying there. The truth is, the place is basically devoid of birds although it has the same habitat as surrounding areas where there are plenty

of feathered friends in the summer. But a few unwitting seagulls that wandered in from the lake demonstrated what was wrong. As they neared the mountain, they suddenly would veer off course and seem to get agitated and confused. More than one has landed to sit on the ground, refusing to fly even when harassed by local felines and canines. Then, two years ago we acquired a tow and landing field near the mountain. There is no road up Mt. Blount, so our previous flying had been limited to sites lower and farther away. As soon as we took our first tow, released and flew to the mountain we had our own jag of confusion, perplexity and then enlightenment. I’m glad I wasn’t among the first to fly, because some of those guys landed in the trees, and a couple came down quite disoriented. Here’s the deal: Mt. Blount is so dense that it warps the local gravitational field to the degree that the closer you get to the mountain, the more it feels that straight down is at an angle to the vertical. You can best visualize this by imagining that you are a piece of steel in the presence of two magnets placed at 90 degrees to one another. The closer you are to one or the other depends on which way you are attracted. Here at Blount, when you are real close to the mountain itself, the net attraction can be as much as 40 degrees to the true vertical. That means when your glider is flying at a 40-degree bank angle you are actually flying straight and “level.” You don’t turn. In fact, to make a turn in this situation, you merely put in the normal controls and the glider turns with normal forces, but on an incline. You can imagine the confusion this can cause pilots (and birds) who are unsuspecting of this phenomenon. We have since learned to cope with the potential disorientation, and in fact train new pilots for it. We have outfitted a bicycle with an outrigger and a weight that make it ride at a tilt. The student then rides this vehicle around our local A&P parking lot and develops a good head for heading. Besides disorientation, the gravitational anomaly causes other flying effects. The winds that hit the mountain are little affected by the gravity, yet a glider is. As a result, we find that it takes less wind to maintain altitude than at a normal

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site. The effect on thermals is even more dramatic. The air nearest the mountain is most dense, so there is a tendency for the buoyant thermal to drift away from the mountain as it rises (in zero to light winds), but more importantly, while its buoyancy is upward, the vertically downward gravitational pull on it is as little as seven-tenths what it is away from the mountain. We typically release over the summit and find a thermal within the first hundred yards or so. Then it’s easy to buoy aloft. In fact, we readily agree that the soaring capacity of this mountain is easily as good as that of a hill three times higher. The only trick is to not let your vision fool you and let your circles continue on a regular basis on an angled horizontal plane. The effect is weird, but you get used to it, and the different perception is great fun without the drawbacks of drugs. Here’s another reason why we tout our mountain and region. For over a hundred years, local folk have known that there is no danger of lightning, even in the most severe thunderstorms. The reason is, all that iron ore in vast masses near the surface acts as effective lightning rods. No one has them on their buildings or barns. Because of this, we often fly near thunderstorms as long as they aren’t too large and producing strong winds. Overdevelopment doesn’t worry us as much as it would at other sites. Last May I had an interesting experience while I was orbiting above Mt. Blount. A storm was approaching, but it wasn’t too big, so I stayed to enjoy the active air and widespread lift. As the cloud moved over it started to hail tiny particles. Because the hail was falling at a good rate, it wasn’t deflected by the mountain’s gravity, but I was pelted by a fusillade on my fuselage (my body) since I was flying at a slant. It was as if I was moving in a horizontal blizzard. A nearby paraglider pilot fared a bit worse. The sideways pelting of the hail actually folded his right wing. He recovered from the collapse, but it kept happening. If he turned the other way the same thing occurred on the opposite wing, so he had to fly away from the mountain and out of the best lift. After a while the precip quit and he was able to move back to the mountain and

Photo: Josh Morell

This pilot is ﬂying at “normal” orientation at Mount Blount – it takes some getting used to!

scratch back up. Incidentally, most paraglider pilots opt to walk up the mountain. Due to the 45-degree gravity, walking upslope is almost the same as walking on the flat – a mere 630foot jaunt! There’s more: Last summer I contacted one Dr. Klein, a professor in Michigan State University’s physics department. I explained our situation up here with the mountain and the strange gravitational effects. He was very interested and got back to me with a map of the various anomalies in the UP (it turns out our mountain isn’t unique). Pilots flying XC have reported having to adjust their orientation at different points along their route. Now we know why. More importantly, Professor Klein noted that although the gravitational field in the vicinity of Mt. Blount was a single entity altered by the presence of a highly concentrated mass, you could think of the situation as having two fields, one from the earth in general, and one from the mountain. Where they interact would be an area of concentration (read greater gravity) and at another point, an area of divergence. In the divergent area, the field would be weaker than either of the fields alone as if they cancelled each other. When we digested this information, light bulbs went off in our collective noggins – it was like a Christmas tree in our little clubhouse. We realized that we had been feeling such an effect on a random basis as we flew around. What happens in some places is we feel we get suddenly lighter; little force is felt on our harness and it’s as if we’re truly floating in the air. This phenomenal experience has to be felt to be believed. It is as if our true dreams of floating free of the earth have come to fruition. So there you have it. I think most pilots would agree that this is a unique flying situation, worth the drive to the far reaches of U.S. territory, up where the wolf can still be heard on cold shivering nights, up where the loon ululates on countless glacial lakes, up where trout rise in hordes to the tempting mayflies. We welcome any and all competent pilots to come and help us explore the strange gravity and its cockeyed effects in our pristine air. You won’t regret a little summer travel up to get up in the UP.

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Photo: Lisa Verzella

Gettin’ real high above Grand Staircase-Escalante National Monument

Good Dam Flyin’

with no expectations. It was already late, nearly 1 p.m., with the temperature hovering around 100°F and a few By Lisa Verzella clouds, seemingly in the stratosphere, about 100 miles crosswind. There was a Southern Utah in mid-summer is miles of challenging topography. healthy breeze blowing up the cliff-like just plain HOT. No, make that hot and On the summer solstice of 2006 I had slope, enough for a nice potential glassDRY. Add to the picture those numer- plans of going big from C Mountain off flight if it didn’t blow out before I was ous cloudless days, and you’d think it above Cedar City, Utah. I arrived at ready to launch. was simply too dang stable to waste all launch bright and early, armed with Most of the set-up time included that bodily fluid and energy for a hand- a good night’s rest, a hearty breakfast thoughts like, What am I doing here in ful of XC miles. Sure, dust devils may near a lighthouse in town, and ace driver this heat? and Geeze, this is uncomfortabound, but there’s rarely a cloudbase Sharon “Color Girl” Leopardi. able, but one must override those by foto reach for. Like you’d ever need an O2 Only the winds did not cooperate, cusing on the immediate task at hand. By system there! producing a light but steady cross from 1:45 I was standing on launch, dressed Prior to June 2006, during the de- the south during the entire set-up-and- for skiing. Since the site is at 4500’ MSL*, cades that pilots have been flying from wait period. After several phone calls to (1200’ AGL) and I’ve never flown above Hurricane, Utah, only one 100-miler Flight Service for updated conditions and 11 grand there, I decided to leave the had ever been accomplished. Bruce a final call to hubby/flying partner Steve Mountain High oxygen system in the Barmakian broke the century barrier Rathbun for advice, we decided to high- truck. Like they say, if you want to get back in 1996, launching from the saddle tail it to Hurricane. It was already 11:30 high, wear a T-shirt. next to Molly’s Nipple and cracking a a.m., nearly optimum launch time for a flight of 101 miles on a Wills Wing XC long flying day. If nothing else, I could *All further altitudes will be given in feet above mean 155. His technical route took him north introduce Color to a new site. sea level (MSL) unless specified as above ground over the Pink Coral Sand Dunes, across We drove up to the Hurricane launch level (AGL). April 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

Photo: Corey Anderson

Lisa launches from Hurricane, Utah

Launch was quick and uneventful. I spent the next half hour working Molly’s to the right and the highest basaltic ridges to the left. The heat had been baking the dark exposed rock for several hours, and thermals were just aching to punch higher. Slurry lines ringed the burnt terrain in nearly every direction. A vertical plume of smoke topped by a small cumulus cloud appeared far to the southeast. Though I didn’t know it at the time, this was the Warm Fire, just north of the Grand Canyon, which began on June 8. Its smoke would plague me several hours later.

Lisa’s route from Hurricane, Utah to Page, Arizona Artwork courtesy Steve Rathbun

Meanwhile over Hurricane, Molly’s teemed with turkey vultures. I counted more than a dozen hanging out with me in a single thermal. That gentle rocket of 400 feet per minute (fpm) nearly lifted me high enough to leave, but even the birds flew out front to wait for the next train. I raced south down the ridge to the highest point, and finally got my three grand to escape. I had a great glide on my Litespeed 3 over the back (ENE) to Gooseberry Mesa, a dependable red-tan-yellowstriped sandstone thermal factory that parallels Highway 59. The atmosphere always seems more convective there, and proved so again with thermals averaging 600fpm and topping out above 11 grand. The advantage of following the best lift along the ridge-and-road route heading SE comes at the expense of fighting the cross-wind SW upper air component. This was often a struggle in my former kingpost Laminar, but much more manageable in the topless Moyes. Since my normal downwind tactic

of making miles while circling was not going to work in this scenario, I pushed on when the lift weakened, gliding into Smithsonian Butte slightly below its 10grand peak level. The red rock of southern Utah played its favorite role once again by offering a 1000-fpm boomer that took me up to 13 grand. Not wanting to risk hypoxia, I managed to pull myself out of the juicy lift and glided toward Canaan Mountain, which again punched me up beyond 13,000’. The next obstacle, though, would be a challenge. Hilldale (also named Colorado City just over the Arizona border) is a Utah town best known as the former stronghold of once-fugitive polygamist Warren Jeffs. This secreted, isolated compound would be the last place to welcome a heathen pilot who lost her lift. But something about the curiosity of both townspeople and pilots, possibly combined with a surface venturi between the towering edifices on either side of the tiny town, sucks pilots down and terminates flight. The town sheriff instantly appears

Photo: Lisa Verzella

The Canaan wall juts vertically skyward as a nature-made dam.

Photo: Sharon Leopardi

and whisks the outsider to the outskirts of town. This time I had altitude on my side to combat the tremendous sink past Canaan. Resisting the urge to punch into the headwind and out to the highway (now named 389), I stayed relatively deep over the higher terrain as I bee-lined toward Fredonia, Arizona. It’s humbling to be 10 grand over one moment and a mere three grand over minutes later, especially when the low part is directly over the Kaibab-Paiute Indian Reservation. Lift actually improved once I was away from all the discombobulated peaks, which may have been shearing oﬀ the best thermal columns. Skirting the Fredonia airport, I took advantage of a downwind leg and re-crossed the Utah border. Heading toward Highway 89 with Color Girl paralleling my course, I noticed several gnarly dust devils on the plateau just south of the Cliﬀs en route to Buckskin Mountain. Color and I chatted on about their intensity and how it would be unwise to land anytime before sunset.

Lisa in the Page, Arizona, landing zone; Navajo power plant stacks in the background

and take in the scenery. All long flights demand some recoup time, and this was mine. I could see the smoke plume, flattened out and much closer now, still to my south. The beautiful but scary Vermillion Cliffs country was truly aweinspiring. Slurry rings surrounded areas of soil turned blue by the intense heat. To the east, at the southern terminus of the Grand-Escalante National Monument, rose an entrancing ridge named The Cockscomb, home of Cads Crotch and meeting place for the Paria River and Cottonwood Creek. At 5 p.m., the sun had been cooking the Monument plateau for nearly seven hours. The lift generated over this entire region was widespread and vigorous, and before I knew it I was climbing at a steady 1000 fpm, through 15 grand, and freezing. There was no indication of the therIn fact, we talked so much that I wore mal edge; it was as if the entire region down my fully-charged Icom battery, was exhaling upward. Having sacrificed the balaclava for aland had to switch to a fresh one. Which titude, my speech was slow and slightly brings me to the turbulence. Surprisingly, there was very little to garbled due to my numbed cheeks. I speak of while high above the terrain. But once over the dust-devil-infested flat ground, I noticed a shear right about 11 grand. When approaching from below, the thermals would weaken significantly and shift direction. Right about the time I heard the incessant beeps of a dying battery, I was slowing my glider to find that directional shift. Suddenly I was pitched forward, going weightless. I held on tightly to the base tube as the glider dove to regain speed, glancing quickly toward my parachute handle. Within seconds came the life-affirming TWANG of the side wires, confirming that the glider was once again flying and not falling. Knowing that I had just been spit out of the ticket up through the shear, I quickly circled around to find the lift again, this time armed with speed and a mental map of the air. I hooked it, and once again headed up through 13 grand. Only then could I feel more comfortable about taking a hand off the bar to change the battery. It was also at this point that I knew I had surpassed the farthest Utah flight for that summer, Cody Dobson’s 70-miler from Heber. With fresh batteries, a snack, some cold water and a comfort zone above the shear, I was able to relax for a bit

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Photo: Lisa Verzella

Lake Powell emerges from the smoke, bejeweling Highway 89.

asked Color to talk me through the next section, to keep me alert while I stuffed the bar in an attempt to descend to a warmer, more oxygenated place. It took several minutes to find the sink, or at least the non-lift. At 13 grand I stopped shaking. As I flew over tiny settlements along Highway 89, I could see the deep, narrow canyons of the plateau converging to the southeast, into Lake Powell. My goal became clear: Stay high over the road, head to the lake, and if I got lucky enough, cross. Hopefully the wall of smoke would give me a window. By 6 p.m. I was down to four grand over, still high but no guarantee. The 100-mile mark was just before the Glen Canyon Dam bridge, and appeared very landable from a distance. I would certainly need a huge cushion to feel comfortable crossing Powell, even if it was barely a half-mile. Color Girl was right below me, encouraging me every inch of the way. I slowed down, trying to work the

light lift near the lake bank, and noticed the smoke thickening around me. It actually seemed to be providing lift, although to go any higher would mean reduced visibility. I radioed down my indecision about crossing, until realizing that I was already over the lake and had a smooth glide – no problem. I angled my path directly over the dam and watched Color drive my little red Toyota over the bridge. I pulled out my (unattached) disposable camera, but it wouldn’t click down, so I figured I was out of shots. Later I realized I simply hadn’t wound it all the way. Doh. It was a beautiful sight. I knew I had cracked a hundred, had my personal best from Hurricane, my first major dam crossing, and the longest flight in the state thus far. Now my goal became finding a comfortable landing spot and setting down safely before the smoke or the Navajo Indian Reservation overwhelmed me. Visibility and trespassing issues were not a problem where I was, but would be farther south or east.

Narrowly skirting the unrestricted Page airport, I keenly watched the departure pattern of a plane below. In the distance were the three looming towers of the Navajo Generating Station. My best bet was to glide just past this and try to land next to the road to avoid trespassing. Winds were light as Color, watching my final glide, raced down the road to witness my touchdown. Also racing me on final was a beautiful Mustang horse, about 20 yards away. I descended gently into the LZ at 6:50 that evening, for a total flight time of just over five hours. GPS calculations showed 107 miles, which I thought might be a record but I wasn’t sure at the time. The map showed that we were just barely outside the reservation. My driver was right there with cold drinks, and the night was still young. Though I’ve flown farther for longer, this was definitely the best dam flying I’ve ever done!

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Olivier Laugero: The Anthology By Matt Gerdes, staﬀ writer

total lack of beauty in his photographs present the results at an exposition of his seems to deepen the suspicions of his photos, “Madagascar From the Sky,” in Louis and Catherine Laugero are family that their child possesses the most Paris. Frequent motor breakdowns force bizarre of dispositions: Olivier returns Olivier to regroup his equipment (and to ecstatic: a son is born! June 30, 1975: Two hands, two feet, from his forays with well composed pho- find love) in a remote village. Repaired two eyes: The child looks normal, but tographs of gutter toads, mangy mice, and invigorated, he takes to the sky again to complete his mission and return to somehow he clearly is not, displaying a and snakes. strange attitude of earnest expectation May 1994: Olivier experiences his Paris. After the Paris exposition, Olivier and total discontent. He refuses to stop first flight in a paraglider, in the Vosges collaborates with Photo Altitude, the flapping his arms like an eager nestling, Mountains of eastern France. Images of agency of Yan Arthus Bertrand, of frantic to escape. the present landscape and his past dreams “Earth From Above” fame. April 1, 1986: The child is clearly dis- stream by in his vision. In his epiphanic November 1999: After spending more turbed, his passion singular: birds. He daydream he sees himself researching than a year on a Caribbean island, where spends days and nights with his head the Guyana forest hummingbirds, the he soared above the coastal lagoons buried in bird identification books. hornbill of the Senegalese savannah, and and submersed himself in the tropiDesperate, his father, a paraglider pilot, the paragliding magazines in his father’s cal life, Olivier is hit by another vision proposes to the child that he try flying bathroom… Eureka! From then on, while browsing through a paragliding himself as a passenger in a tandem para- Olivier knows that his destiny is to fly magazine: He will become a paraglidglider. The response is immediate: NO! like a bird, and that the way to realize his ing instructor, and move to the Alps! Instead, the 11-year-old demands to be destiny is from the wings of a paraglider. His path to the next chapter of his destaken to see the nesting sites of the perOctober 1997: Three months in tiny is a circuitous one, passing through egrine falcon. Madagascar! Olivier, having secured a Brazil, Chile, and Peru, where he hopes October 1991: Olivier receives his grant from the Ministry of Youth Sports to break his personal XC distance record first camera, a Nikon F601. He wanders in France, is fully funded to fly his para- of… six miles. In Iquique, Chile, Olivier the urban forest that is downtown Paris, motor around the island to take photos meets the Rodriguez brothers and searching for natural subjects. But the of the landscape, flora and fauna and to witnesses the magic of the SAT, and October 1, 1974, the 20th District of Paris: Screams shred the night. John

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realizes the breadth and depth of the paragliding universe. June 2000: Olivier’s luggage comes to rest in Chamonix, France. He begins work as a paragliding instructor and tandem pilot, a profession that still funds many of his adventures around the world. For the past six years, Chamonix has been Olivier’s base camp, from where he launches his frequent ﬂying expeditions, which take up more than seven months of his life each year. In the 21st century, so far: Since establishing his home in the Alps, a classic log cabin above the village of Argentiere,

Olivier’s life has been a continuous stream of paragliding adventures. Few humans on this earth have soared in such a variety of obscure and exotic locations. He has completed flights of almost 300 km in the flatlands of Brazil, circumnavigated Mont Blanc (one of the most classic and most difficult flights in the Alps), completed vol-bivouac flights on the high plateaus of Ethiopia, been to 22,000 feet in the Himalaya, brushed wings with vultures in India and condors in the Andes, and wagga’d the dunes of France and even Saudia Arabia. To Olivier, the planet is only one massive paragliding site and an inexhaustible source of photographic images. In this century alone, Olivier has flown in Argentina, Chile, Peru, Bolivia, Brazil, USA, Caribbean Islands, France, Switzerland, Italy, Morocco, Algeria, Tunisia, Niger, Ghana, South Africa, Namibia, Lesotho, Mozambique, Ethiopia, Turkey, Saudi Arabia, Pakistan, India, Indonesia, and Malaysia. Olivier’s current wing is an Ozone Mantra M2 and a 6907, and his services have been retained by Ozone Paragliders as resident adventurer/ photographer. Olivier and his Canon EOS1 are driven purely by the pleasure of flight.

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on May 6, Don Lepinsky turned in a 44.3mile flight from Bull Mountain, landing 12 miles east of Townsend. Then on May 12, Dan Gravage tried to duplicate his flight from Bull Mountain two years ago, By Bill Snyder but it was not meant to be. He was forced by storms to land below the “M” at the south end of the Bridger Mountains for a nice 52.4-mile flight. The next day L.J. O’Mara and five other pilots met at my house while I was at work and went up to Two Bear Ridge. L.J. paid his entry fee to Keith Myhre and then launched in weak conditions. He flew almost home to Cody, Wyoming – a 46-mile flight and a new site record! Also on May 13, Jules Danford turned in the first paragliding flight. She had her first cross-country flight of 13 miles off tow on the Highline. It was looking pretty good for the mountain pilots until the end of May when pilots started towing on the Highline. On May 21, Jeff Shapiro flew 69.6 miles and Karl Hallman flew 26.3 miles from a tow road near Great Falls. Jeff and Karl returned to the Highline, Looking over to the Absaroka Range near Tiber Reservoir, on June 5. They Montana has some beautiful flying award an Oz Report mug to the “first had a late start because they had to test sites, but because of difficult mountain flight over 15 miles” to get the season their new tow rig, but Jeff managed 94.7 conditions and large “jumps” across no- started. The second category is the “lon- miles and Karl flew 83.0 miles. On June 18 Jim Gaither flew 64.15 man’s-land the distances flown generally gest flight” of the season. The pilot with tend not to represent the cutting edge. the longest flight from each division will miles, launching from the Antelope With the addition of truck towing in the be immortalized on one of two traveling Lake tow road. The next day, Jeff towed northern part of the state, or what we call Plaques of Fame. Third is the “combined up again and got the longest flight of the the “Highline,” the envelope has been competition,” where the pilot’s three lon- season, landing short of Harlem, for a pushed and flights originating from tow gest flights are combined. The pilot in 117.1-mile flight. Jim Gaither flew the have dominated the competition the past each division with the most miles wins last long flight in June, towing up near an embroidered vest. The last category is Great Falls for a 62.3 miler. couple of years. Jeff and Karl wrapped up their lead in Roger Lockwood started the Montana the “XC marathon” where we combine Cross Country Challenge (MXCC) in each pilot’s flights that are 10 miles or the Combined and XC Marathon com1984. It was then taken over by Perry longer. The winner earns a stained-glass petitions on July 2, when they returned to the Highline and flew 91 miles and Jones who carried the torch for many hang glider built by Bill Snyder. To start the 2006 season, we had 63 miles respectively. The next day, Jeff years. It is currently being handled by the Billings Cloud Street Drifters. The the competition for the mug. On April locked up the lead with a 68-mile flight. MXCC has evolved throughout the 9, hang glider pilots John Davis and Jeff and Karl, both from Missoula, also years into a conglomeration of four cat- Don Lepinsky fought it out over Bull egories of competition. The main rule is Mountain near Whitehall, Montana. that flights must originate in Montana, Don in his topless Talon was no match but to encourage the Wyoming pilots to for John in his single-surface Falcon 2. join, we allow flights from the Sandturn John landed along Highway 287, north site because it is close to the border and of Three Forks, for a 22.4-mile flight. is a local site for a few Montana pilots Don flew a dogleg to land with John, but came up a little short for a 21.6-mile as well. There are two divisions: paragliding flight. Rumor has it that Don is thinking Shimmering with satisfaction – Jeff Shapiro and hang gliding. The four categories of trading his Talon in for a Falcon 3! after landing in Harlem, Montana The competition really got going when of competition are as follows: First, we

Photo: Bill Smith

Photo: Dan Gravage

The 2006 Montana Cross-Country Challenge

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turned in a number of “local” mountain flights to add to their total of flown miles for the season. There were many other flights flown in this season’s competition including a nice flight of 62.6 miles by Brian Steubs off tow in mid-July. Don Lepinsky did his best to represent the mountain pilots by turning in seven flights and taking third in the Combined and XC Marathon competitions. I guess we will call him the King of the Mountain. Andy Macrae captured the longest flight in the paragliding division with his 44.4-mile flight off Mount Ellis on September 9. I have really enjoyed receiving flight reports from all of the entered pilots but

Montana ﬂatlands in all their glory

especially from Whitefish pilot, Greg Brauch. In particular, I enjoyed reading about his flight from Jewel Basin. Getting low and spotting “the” scary farmer in his field, Greg flew north into a slight headwind, over Columbia Mountain in strong conditions and hit a king-size rotor. Strong lift took him to 9500 feet, right in front of Glacier Park, where he shut it down and landed at the golf course. The burly four-hour flight was only good for 26 miles, but the view and experience must have been spectacular! Pilots continued to turn in crosscountry flight reports up to the last day of the season, when Taylor Blain flew 38 miles from the Hog Back to the Big

Timber Airport on September 30. I must apologize to those pilots who did not get credit for their flights in this article, but there were too many flights to mention. We had 26 pilots enter this year’s MXCC. Fifteen of them turned in cross-country flight reports for a total of 1909.91 miles. Congratulations go out to Jeff Shapiro for raising the bar. He had the longest flight, 117.1 miles, and averaged over 100 miles per flight in the Combined competition. Jeff also kicked ass in the XC Marathon with a total of 563.40 miles. I can hardly wait until next year!

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Photo: Jim Gaither

Photo: Bryan Steubs

Discussing a route

SOMETIMES AVERAGE IS ACCEPTABLE: Region 9’s Yearlong Cross-Country Contest

Article and photos by Pete Lehmann

Region 9’s weather is finally, slowly returning to the cross-country norms of years past. While not a brilliant crosscountry year, 2006 produced a considerable number of decent flights, and a few very good ones across much of the region. Ironically, the season’s best flight did not qualify for inclusion in the contest, but omitting it would be an injustice, so Larry Bunner’s extraordinary 107-mile out’n’almost-back flight will be discussed below. The Region 9 Yearlong XC Contest is in most respects really a log of the crosscountry flying done within USHPA’s Region 9, an area encompassing the eastern Midwest to the Delaware Atlantic

The vario says it all: 103 miles from takeoff, above the Pulpit launch at over 4000’ April 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

coastline. Flights are measured straightline, with no allowance for doglegs, triangles or out-and-returns. Hang glider pilots in all their variety are encouraged to submit flights. Unfortunately, the slacker paragliding class is represented here by only one flight, while the rigids have two. In other words, this article is essentially a log of regional flex-wing flights. LET THE GAMES BEGIN The year’s XC flying commenced in the southern, more temperate part of the region with a March 19 flight of 37.8 miles by Larry Ball. His flight was a classic big-ridge run done along Virginia’s Massanutten Mountain. A week later, Nelson Lewis made the year’s third longest flight of 61.5 miles with an over-theback flight from another Virginia site, Tobacco Row. After that, things picked up considerably for a period of three months before dropping off precipitously after mid-June. The year’s most rewarding period was a six-week stretch from May 1 until June 16, providing 63% of the year’s longest flights. While this year’s flying was particularly concentrated in time, it points out the general need for Region 9 cross-country pilots to make hay while the sun shines. OPEN CLASS PLUMBING The author had the good fortune of making the year’s longest straight-line cross-country flight, one of 103 miles from Templeton, Pennsylvania, southeastward to the Pulpit flying site at McConnellsburg, Pennsylvania. Flying from one hang gliding site to another has been a minor hobby of mine, and I have fantasized about flying from Templeton to the Pulpit for over 20 years. Long ago it symbolized the magical goal of a hundred-mile flight in Pennsylvania. In the interim several Templeton pilots have flown past the Pulpit to the north or south, although none had ever made it to launch. But this year I succeeded in doing so on an unlikely day, and after an unpromising start. There’s seldom an easy day to go crosscountry from a 500-foot hill, and May 23 was not one of them. I and others had been trying hard over the past few weeks, but the conditions had never quite come

together for a truly long flight. The previous day had been howling strong and crossed, while May 23 proved to be both very light and also quite crossed. The sky was gorgeous-looking, and in my impatience I was seduced into launching too early. Miraculously, I survived just long enough on the ridge to eke out a top-landing, one of Templeton’s saving graces. I then compounded my first mistakenly aggressive launch decision by relaunching just as a cirrus band came over to shade the area. Once again I was saved from the folly of my impatience as the shading seemed to trigger off some thermal activity and I managed to climb off the ridge to a lofty 1800’ AGL where the thermal quit. Too far behind the ridge to get back to launch, I headed downwind expecting a quick glide to the usual retrieve road, PA 66. But the fast-moving high cirrus band pulled through quickly enough to reenergize the highly unstable air mass and allow me to climb. I was never truly low, but it took 25 miles before the thermals became coherent and stronger. Lift became progressively better and easier to find under reliable cumies until I glided into a blue hole at the 45-mile mark of Carrollton. To worsen my troubles, the terrain there rises to almost 900 feet above Templeton’s launch altitude. I was becoming worried when, at about 1000’ AGL, I piled into a nasty thermal that ignited my tumble spooks. Holding on for dear life, and consequently thermaling too fast for efficiency, I eventually climbed back out towards the re-generating clouds at 6800’ MSL. This was providential as it brought me to the base of an almost continuous cloudstreet that safely led me across the 2500’ MSL Allegheny Mountain tree desert west of Altoona. At this point, about 60 miles from launch, I began to angle southward towards the town of Breezewood, intending to land there to keep the retrieve from becoming too unmanageable. My friend Pat Halfhill had volunteered to chase me after he had been flushed back at the hill, but my conscience was bothering me, and I figured getting to Breezewood would be a fine flight. However, Pat kept prodding me to go further so I told him I would try for the Pulpit, my dream destination.

By detouring somewhat to the south, my new route of flight had the unfortunate consequence of leaving behind the well developed clouds to the north and bringing me into an increasingly blue area. Nonetheless, there was still abundant, if mediocre, lift as I crossed the wide-open valley before running into Tussey Mountain and the trees behind it. I should have continued southward along the mountain until finding a good thermal with which to cross a fairly ugly patch of trees behind Tussey. Instead, I made a greedy, stupid decision to dive back onto the tree-covered plateau in an attempt to get to the rather mature but still seductive-looking cloud above the trees. Unfortunately, even before I began gliding in that direction the cloud had begun to dissipate, and by the time I arrived beneath its last fragments there was nothing but a bump or two. The next reasonable LZ lay about five miles ahead of me and was invisible beyond an intervening ridge. Fortunately I was familiar with the area and reasonably sure of my memory so I was only marginally worried. Still, I was angry at myself for having gotten trapped in a blue zone over the trees. I finally made it across the intervening ridge and into the triangular valley between the Bill’s Hill and Fisher Road hang gliding sites. Getting into that valley gave me another 1000 feet of altitude above ground and time to find another thermal.

That saving thermal was nasty, and neither very strong nor going very high. Still, it got me out of the valley and on my way to the Pulpit. All I needed was one last bit of lift to attain my goal. In search of that last thermal, I glided to one of a number of curiously high late-day cumies forming in front of me. Arriving over US 30 at Sideling Hill I found the day’s fattest thermal and best altitude as I climbed at 400-500 fpm to base at 7900’ MSL. From there I could spit at the Pulpit launch, and spent the next 45 minutes cruising around taking pictures and generally enjoying a magnificent lateafternoon vista. To complete a wonderful day, Pat arrived at my LZ with beer even before I had completely broken down the glider. For those interested in the numbers, the flight measured 103 miles from Templeton’s launch to the Pulpit launch; lift was a fairly ordinary 250-400 fpm with occasional bits up to 700 fpm; the tailwind averaged 16 mph, and the entire flight took four hours and 15 minutes. In second place overall, and the winner of the Sixty Mile class, is Bruce Engen with a flight on a Wills Wing T2 that was both long and a bit unusual. Bruce is a new pilot who in 2006 devoted a remarkable amount of effort to going crosscountry, and was well rewarded for his trouble, making several 40- and 50-mile flights. However, his best flight was the 66-miler he made from Woodstock on

Pete’s trusty T2, at the end of his ﬁnally-realized-fantasy ﬂight from Templeton to the Pulpit

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

May 6. The Woodstock launch features prominently in the results of this contest; however, virtually all of those flights are made as ridge runs along the 45-milelong main ridge. Bruce’s flight differs in that it was a classic downwind flight that crossed the 3000’ MSL Blue Ridge 15 miles behind launch before continuing out into Virginia’s coastal plain. Launching near two o’clock, Bruce soon began a steady climbout to 8100’ MSL that allowed him to head over the back. Before crossing the high Blue Ridge he found another thermal that got him to a comfortable 7000’ MSL for the glide into the plains beyond. It was during the period before and immediately after crossing the highest mountains that Bruce saw the best climbs of the day, averaging 300-400 fpm, with occasional bits of 800-1000 fpm. However once he’d crossed into the flats both the climb rates and absolute altitudes dropped off considerably. Altitudes now ranged between five and six thousand feet rather than the six to eight thousand in the mountains. By the time he had gotten to the 45-mile mark southeast of Culpepper, Bruce was in deep trouble, down to some 800 feet off the deck. He persisted in working some zero sink garbage for five minutes Rank

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25

Pilot

Lehmann, Pete Engen, Bruce Lewis, Nelson Niehaus, Ric McGowan, Tom Rowan, Jim McAllister, John Kelley, PK Proctor, Dave Dullahan, John Kinsley, Steve Fenner, John Harper, John Kepler, Steven McElrath, Hugh Ball, Larry Simon, John Brooks, Pat Huffman, Larry Dickert, Bacil Wright, Larry Tomlinson, Dan Halfhilll, Pat Gardner, Mark Moreland, Shane

before it turned on and gave him his last decent climb of the day to 5900’ MSL. But thereafter each successive climb was weaker and went less high than had its predecessor and he finally landed in the infamous Virginia wilderness country at near five o’clock. The flight is his best, and one of the site’s longest as well. Third place in the Open Class is shared this year by two pilots with flights of identical distances, but which otherwise could not have been more different. Nelson Lewis’s flight is distinguished by its early date, March 26, while Ric Niehaus’s long flight was made off tow at Ridgely, Maryland, on June 16 at the end of the good spring flying window. Nelson’s flight has already been described in an earlier article, so I will only briefly recap it here. Nelson described his flight as a ridge run, “super-sized.” As mentioned above, the ridge is actually about 45 miles in length; however, what Nelson did is fly 10 miles north from launch to the end of the ridge. Arriving at the northern point there were still abundant thermals, so he continued a bit beyond the ridge before marking a waypoint from which to start the flight. He then proceeded southwards along the ridge under overcast

Class

Glider

Site

Date

Miles

Open Sixty Open Open Sixty Open Open Sixty Open Sixty Sixty Open Open Open Sixty Open Sixty Open Open Sixty Open Sixty Sixty Open Sixty

Wills Wing T2 Wills Wing T2 Wills Wing Talon 140 Wills Wing T2 Moyes Litespeed 5 Wills Wing T2 Wills Wing Talon FB Wills Wing T2 Moyes Litespeed 5 Moyes Litespeed 4 Wills Wing Talon Moyes Litespeed 5 Wills Wing Talon 150 Moyes Litesport 4 Wills Wing U2 160 Wills Wing T2 Aeros Discus Wills Wing U2 160 Moyes Litespeed 3 Wills Wing Eagle 145 Wills Wing U2 160 Wills Wing U2 160 Wills Wing S2-FB Aeros Stealth 3 Wills Wing Fusion SP

Templeton, PA Woodstock, VA Tobacco Row, VA Ridgely, MD High Point, WV High Point, WV High Point, WV Ridgely, MD Ridgely, MD Woodstock, VA Ridgely, MD Templeton, PA T- Row SE, VA Woodstock, VA Woodstock, VA Woodstock, VA Ridgely, MD Templeton, PA Templeton, PA Woodstock, VA WesMar, OH Woodstock, VA Templeton, PA Bills Hill, PA Tobacco Row, VA

23-May 7-May 26-Mar 16-Jun 14-Apr 15-Jun 15-Jun 4-May 9-Jun 20-May 4-May 6-May 25-Aug 26-Mar 2-May 19-Mar 9-Jun 15-Jul 15-Jul 20-May 27-May 9-Apr 29-Apr 6-May

103 66 61.5 61.5 58 53.3 53.2 52 50 49 49 43.3 42.3 40 39 37.8 35 26.5 22.5 20.3 18 16.3 16.1 14 8

Rigid Rigid

ATOS VR Millenium

Ridgely, MD Ridgely, MD

2-Apr 17-Jun

59 42.9

Para

Ozone Vulcan

Little Gap, PA

8-Aug

24.7

Rigids

Bunner, Larry Titone, Christian Paraglider

Maze, Jim

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

The Pulpit launch

but quite thermally conditions. Turning was necessary as the ridge lift was weak and unreliable along the way. Once he reached the southern terminus of the ridge run at Massanutten Peak, Nelson dove off the end and worked some zero sink garbage for a while. Upon finding a steady weak thermal he hung with it as it drifted onto the Blue Ridge, hoping that it would turn on and enable him to get across. However the thermal died and Nelson glided out front to land. Ric’s flight was quite different, in season, geography and intent. He was towing from Highland Aerosports’ Ridgely, Maryland, flight park in the flat land of the DelMarVa peninsula on a lovely warm summer’s day. Ric’s plan was to fly 65 miles southeast to land at the Assateague National Seashore’s campground where his friend and boss Bert Seither’s family was camping for the week. His highly pregnant wife Karen agreed to drive, bringing along their son Jabin for a family excursion. Ric quickly climbed out of Ridgely on his Wills Wing T2, getting to 6000’ MSL in unusually strong lift for the Eastern Shore. The “sporty” air tickled Ric’s tumble spooks such that he left a few thermals in search of friendlier cores. But that was no penalty as there was abundant lift to be found as he pushed his way towards the shore. Upon reaching Salisbury he encountered a blue hole. A decision was required. The fine clouds and lift he had seen thus far were tempting Ric to abandon his barbecue run in favor of an attempt at serious miles down to the southern tip of the

peninsula. That would have meant a detour to the west of However, Tom wisely decided to continue eastward at base beSalisbury’s airspace. However, problems with his radio led him neath the glorious cloudstreet. It was easy going for the next after all to decide to continue around Salisbury to the east and 20 miles, when both the street and Tom’s flight came to an then onward to Assateague. end a little over two hours in the air. His landing near Harpers But as soon as he got around Salisbury he attained the day’s Ferry proved fortunate as resident and long-time pilot Christy best altitude of 7000’ MSL and he finally succumbed to the Huddle was at home and willing to drive Tom back to his car. temptation of long miles. He could have easily glided to the All in all it was a remarkably efficient day of XC flying. beach, but instead headed southward towards the Chesapeake Taking third place in the class is PK Kelley with another of Bay Bridge. Unfortunately, the coastal convergence clouds had the increasing number of Ridgely runs to the beach. PK denow moved inland and he never saw another thermal before scribes it as “a quick trip to the beach” with only one rough spot landing at the curiously named village of Snow Hill, Maryland, along the way. But his difficulties were solved by the Milleniumafter three hours in the air. All was not lost, however, as Karen flying Christian Titone who found PK a thermal to continue on was nearby and the family soon got to swim and cook out at his way. The lift was entirely blue, and he found the last thermal the beach. by following a black vulture along a lift line. That climb got him to 6000’ from where it was a 15-mile glide to the beach. SIXTY-MILE CLASS After a stuck-harness-zipper scare he had a perfect landing into As was mentioned above, Bruce Engen’s overall second-place an onshore breeze at the beach. Being the Boy Scout that he flight of 66 miles is also the winning flight in this class. is, PK pulled out his swim trunks and refreshed himself swimIn second place is Tom McGowan with an April 13 flight of ming with a group of dolphins that were surfing the waves. 58 miles from Cumberland, Maryland’s High Point site southeast to Harper’s Ferry, West Virginia, in the distant suburbs STIFFIES AND BAGS of Washington, DC. Flying a Moyes Litespeed 5, Tom enWhile this contest is open to all classes of hang glider, only countered fine conditions of fat lift and well-streeted cumulus two rigids and one paraglider pilot submitted any flights. Larry clouds above 7000’ MSL. At the 35-mile point the two others Bunner, a very well known Wisconsin/Illinois pilot who has with Tom decided to angle southeast across a huge blue hole in recently moved to Region 9, is now flying his ATOS VR from an effort to get around the Washington airspace to the south. the Ridgely flight park. Exploiting the exceptional glide of his wing and desiring to minimize retrieval problems, Larry has been attempting out-and-return and triangle flights. His best flight of the year was an attempted out-and-back flight that fell 11 miles short of making it home. Still, it was a magnificent 107-mile flight. The long outbound leg was 59 miles to the south (that would be the scored distance for the purposes of this contest). During the first leg he was generally getting to 5200’ MSL in abundant but mediocre lift. But after getting past Salisbury he saw that the clouds were dying to the south and he decided to turn around to try and make it back to Ridgely. However, soon after he’d turned around things began to deteriorate. The air became quite trashy as he passed through a convergence zone, and he was motivated to check the chute handle a couple times. After that things calmed down, but as the clouds evaporated he was finding himself progressively lower at each succeeding thermal. He picked up the last one in the blue at 1200’ AGL and took it to 4800’ AGL. After that it was a final glide to the deck. The flight had taken five hours and 15 minutes. One other Rigid flight was submitted, by Christian Titone, flying a Millenium. He flew 42.9 miles toward the goal of his house, 82 miles north of Ridgely. Perhaps he will get there this coming spring. The only paraglider flight submitted for the contest was by Jim Maze, a very good cross-country pilot whose flying has declined in the face of domestic responsibilities. Still, he managed a respectable 24.7-mile summer’s flight from Little Gap, Pennsylvania, on his Ozone Vulcan.

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

Video Review: Fresh Air Riders By Steve Roti

flying cross-country, it doesn’t get much under the South African sky. better than this. For Greg Hamerton and There are as many different reasons Johan Anderson, longtime pilots from for flying as there are pilots. When we the Cape provinces of South Africa, it first learn to fly, every flight is a unique sounded like so much fun they took along experience and every new flying site a camera crew and made a video titled brings a fresh view of the world. But Fresh Air Riders so the rest of us could as we spend more time in the air at fashare in their adventure vicariously. miliar sites the uniqueness may start to Fresh Air Riders was filmed in the fade into sameness. Fresh Air Riders is an mountains near the towns of Porterville antidote for sameness, a break from the and Barrydale, but it doesn’t take long flying patterns we all tend to fall into. for the pilots to leave civilization behind. And even though a vol bivouac trip may and at times the film crew has to work be more than most of us can fit into our hard to keep up with them. Air-to-air busy schedules, the vision of these two footage from both the paraglider and the South African pilots has the power to hang glider shows us the similarities and inspire us to try something new and to rethe differences in their points-of-view. experience the uniqueness of our sports. Video details: 26 minutes long, availAs you might expect, there are times when conditions favor one type of wing able on DVD in both NTSC (USA) and over the other. For example, one windy PAL (European) format. Soundtrack by Imagine yourself on a biwingual vol day Hamerton, the paraglider pilot, is The Famous Roaches. For more informabivouac trip, one paraglider and one hang forced to wait on launch while Anderson, tion see http://www.eternitypress.co.za/ glider flying over spectacular countryside the hang glider pilot, soars overhead. But riders.htm. during the day and camping out at night. more often the two pilots fly together, For pilots who enjoy the adventure of land together, and eat dinner together

The Raven and the Glasses By Steve Messman, staﬀ writer Artwork by Jim Tibbs, staﬀ artist

What can anyone say about the Northwest winter of 2006-07? First it rained for nearly 40 days in a row. Flooded rivers took entire houses to their eventual resting places in the ocean. Sixty-mile-an-hour winds swept through the state. That toppled trees, and those knocked out power. Then the weather gods, as if they hadn’t already flaunted their limitless anger, flung snow and ice on our roads so many of us mortal incompetents could weave hundreds of vehicles into huge masses of tangled plastic and steel. But the really bad part, the slap to the face, the final insult, was all the snow that piled up on the local mountaintops. If you ski or snowboard, then that snow was probably perfect. But, for some foot-launch pilots, winter simply represents a long, frustrating period with no airtime. The weather this year had been so bad that I hadn’t seen my wing in over two months – but then I live in an area far from any flying even when the weather is good. I don’t live close to Tiger, or the Oregon coast, or even Toutle. Everything is a long drive for me, except for one mountain – South Mountain, away from everyone, in the middle of nowhere, but normally an hour from my front door to the top. It is my private sanctuary. When I woke today, something was different. The gods’ anger had been spent. Today was going to be the perfect winter flying day. The winds were SW to WSW at about five miles per hour. The sun was shining brightly. No clouds blanketed the top of South Mountain yet, a fact both amazing and unusual. I was ready! Since the mountaintop is nearly 3000 feet AGL, I was prepared for that inescapable hike in the snow. I had water, food, energy bars, my wing, and a great deal of desire. After an hour and a half of sweaty struggle through ankle- to knee-deep snow, I arrived at the top. The winds on top were good, but not great. I sat and assessed the weather, the lift and the clouds that were beginning to fill in. I drank water to hydrate, and I ate an energy bar. I needed to beat the clouds, so I prepared

the wing and myself, and then I launched. The launch was perfect, considering my lack of recent practice. The flight began as perfectly as the launch. I caught a little ridge lift. I caught some small thermals. I could not get more than a few feet above launch, but I could maintain altitude and stay airborne. After a couple minutes of gliding, I was comfortable and settled. I leaned back in my harness to savor the moment and the sweet air. Out of habit, I pushed on the bridge of my glasses to set them back on my nose. Glasses! Damn! Where are my glasses? I mentally reviewed the launch, and again, it was perfect. There was no way I knocked those glasses off. It hit me like a small explosion. In my mind’s eye, I saw those glasses sitting on the rock, exactly where I placed them in order to put on my helmet. Crap! I turned toward the mountain to consider a top landing. The radio tower that “someone” put on the top this year, combined with thermals and ridge lift that only sustained my altitude, said otherwise. I turned to the mountain again for one last consideration. No way! As I looked at the peak this second time, though, I could see the rocks where I had placed my gear, but I was too far distant to see my glasses. I did see the raven that perched next to where they should be. This bird, unfortunately, lived up to its reputation. Smart. Witty. A passion for bright, shiny things. The beast flapped its wings once, grabbed my titaniumframed, anti-glare, anti-fog, transitionlens prescription glasses in its claws and flew off. I could not believe my eyes. Of all the bad luck! I knew that my own stupidity caused this one. I just didn’t want to admit it at the time. I watched the raven fly straight toward me. The glistening black bird caught a small thermal that lifted him about 50 feet above the mountaintop. This bird began taunting me with my own glasses. As the raven turned in front of my flight path, it looked directly into my eyes and let loose an unmistakable laugh. This bird knew exactly what it was doing. I

stared into its steely eyes, and I hatched the plan. The bird circled in the small thermal in a counterclockwise direction. I was close, close enough to see the bird’s nostrils, so I caught the same thermal. I began to circle clockwise, opposite the direction of my tormentor. The bird stared at me. I held its gaze. It smiled. I sneered. I continued to circle just under the steely-eyed, large-billed, winged creature. The raven, however, had moving wings. He flapped to stay about 10 feet above me. I smiled, and continued to move in on my unaware query. The bird turned to fly directly at me, a move, I am sure, that was meant to tease, sort of like, “Look what I have. Nah, nah, nah.” Now it was my time to move. I suddenly leaned hard right and intentionally pulled even harder on my right brake. My circle turned into a spiral. My left wingtip suddenly shot straight up to the same level as the raven. I watched the bird’s open-mouthed, wing-fluttering reaction as it tried to scream and brake, but it was too late. The bird was snared by its own over-confidence. I caught the sneaky eagle wannabe in the outer cell of my paraglider. The black bird began to scream raven-type profanities that I had never heard come from a beak. It was stuck headfirst in the cell of my wingtip. Its wings were dysfunctional fans that flailed helplessly at my resilient fabric. The bird used its feet to try to push itself backward, but couldn’t because the fabric was too forgiving. Not only that, but my glasses were in the

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

bird’s way. Its feet were useless if he intended to keep my glasses. The bird knew what it had to do, and did so without further hesitation. My precious glasses began their tumbling freefall toward the giant trees and the huge forest some 2800 feet below me. The raven remained stuck in my cell, and continued to yell and cuss in raven language at the top of its lungs. The glasses tumbled past me just out of reach. My reaction was both instantaneous and instinctive. I wanted those glasses! I jerked hard on my right brake and leaned as far as I could to the right. The spiral that had originally caught the crow became an extremely steep spiral dive. The glasses were only two seconds below me, and continued their tumbling dive to the earth. I could see the dark lenses and the shiny frame rotate back and forth. I knew I had only about 10 seconds, and the glasses had only eight, until it would be too late. Still in the tightest spiral I have ever flown, I reached for the b-lines and pulled for all I was worth. This was the most difficult b-line I ever performed. The centrifugal force was tremendous. My own weight seemed immense, but the wing collapsed and the spiral continued, now with a stalled wing. The momentum was tremendous. Wind whistled through my helmet. My unprotected eyes streamed tears. But, I gained on my glasses, as I both turned and descended faster than I had ever done before. Eight seconds. Seven. Six. The glasses were almost within reach. One more 360 had to do it. I passed the tumbling glasses in my downward, stalling spiral, and let go of the b-lines. The wing popped instantly and violently back into flying position. The giant “thrump” ejected the still-screaming bird from my wing. I only saw that raven for a fraction of a second – it looked undoubtedly stunned at first, but soon spread its wings to regain control. My own spiral continued without interruption. One hundred eighty degrees later, half of a 360, I swung my left arm into the air and snagged my falling glasses in mid twirl. The treetops appeared to be about two more seconds away. An outward lean, a couple of major modifications to wing pressure, and I was heading for a clearcut. Now under control, I placed the glasses into the pocket of my flight suit, and flew the wing. As luck would have it, about 300 vertical feet away from landing was another small thermal. A few circles and I was high enough to comfortably make my normal landing zone. As soon as I landed, I took the helmet off, put my glasses on and looked to the air. I yelled to that bird “HAW! HAW! You’ve been out-flown by a paraglider, my friend. Go find your friends and hang your head in shame. You’ll never live this one down!”

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

Andy Rhude, scorching treetops at Mach 7! Photo: Andy Rhude

Gallery

A former Olympic long-jump contestant relives his glory days with the help of a hang glider. Photo: Bob Ormiston

Running off into very thin air in Nepal Photo: Joe McCarthy

Feeling very small near Mera Peak, Nepal Photo: Joe McCarthy

Alexender Aimard springing through spring light at the Col du Jolie, France. Photo: Olivier Laugero

Voo livre, Carioca style, from Pedro Bonita, Rio de Janeiro, Brazil Photo: Josh Waldrop

Steve Mayer taking some ground-handling advice from a four-legged local on the south side of The Point, Utah Photo: Mike Semanoff

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.

May 1-5: Chelan, Washington. 2007 Speed Gliding Championships. Registration opened 2/27, closes 5/1. Entry fee $150, Sport Class $75. H-3 or above. More information: Aaron Swepston, (206) 826-1112, (206) 235-0773, tontar@mindspring.com. June 7-10: Riﬂe Roan Cliffs, Colorado. Part of the paragliding South-

SANCTIONED COMPETITION

west League fun comp circuit (more League dates to follow). Comp designed as a fun learning event; a good warm-up for the Rat Race and the PG Nationals. P-3 or above required. More information: Pine Pienaar, (970) 274-1619 or Greg Kelley, (970) 376-0495.

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

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

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.

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, April 15-21: Quest Air, Groveland, Florida. Flytec Championship hang breakfasts, free camping, super-extra-special trophies and all that... gliding competition. Registration opened January 20, limited to 80 flex plus the envy of the HG world – shirts by Dan G. (suitable for framing)! wings, 30 rigid wings. Entry fee $350 + $200 tow fees. More informaEntry fee of $60 includes pilot packet, shirt, maps, awards party, and a tion: www.flytec.com. ton o’ fun! Contact Lisa Tate,1915 S. Arcadia St. Boise, ID 83705, (208) June 17-23: Woodrat Mt., Ruch, Oregon. Paragliding Rat Race. 376-7914, lisa@soaringdreamsart.com. Registration opens February 15, and the meet has filled up on that August 7-19: Big Spring, Texas. 2007 World Hang Gliding Champiopening date in past years. Maximum 130 pilots, USHPA memberonship. See the world’s best hang glider pilots in action. More info: http:// ship and P-3 rating required. $375 entry fee includes land use fees, www.flytec.com/Events.htm. daily lunches, retrieval, awards party, T-shirt, mentoring program, training sessions and more. Additional information and registration September 30-October 6: Dunlap, Tennessee. Tennessee Tree details at www.ratracecomp.com. Toppers 2007 Team Challenge, offering Hang 3 pilots an introduction to competition and cross-country flying in “The Hang Gliding CapiJune 24-30: Lakeview, Oregon. U.S. Paragliding Nationals. Registal of the East”! More information and online registration available at tration opens February 15. Max 130 pilots, USHPA membership and www.treetoppers.org. P-4 rating (or P-3 with XC and turbulence endorsements). $350 before April 15, $400 after. Fee includes daily energy smoothie, retrieval, no-fly day basFLY-INS ketball tournament with $500 prize money, street dance with the Ladies of Lakeview, lots of prizes. Additional information and registration details at April 6-8: Telluride, Colorado. Telluride Air Force invites P-3 and www.vip2comp.com. P-4 pilots to fly in one of the most fantastically scenic places in the July 22-30: Lakeview, Oregon. “Hang-on” hang gliding competi- world. USHPA membership required. Entry fee $25. Discounted lodgtion. Registration opens March 15, $295 before May 15, $350 May 15- ing, $20 lift access tickets for the Telluride Ski Area for fly-in particiJuly 22. Max 130 pilots. USHPA membership and H-3 with turbulence pants. More information: Josh Williams, joshpinetree@gmail.com, www and XC endorsements. Trophies and general prizes will be awarded .tellurideairforce.com. in rigid wing, flex wing, sport class, single surface. More information: April 12-14: Florida Ridge, Clewiston, Florida. Wills Wing demos and www.mphsports.com. glider delivery. More information: Miami Hang Gliding, (863) 805-0440. July 29-August 4: Boone, North Carolina. Tater Hill Paragliding April 16-21: Wallaby Ranch, Davenport, Florida. 10th annual Wills Open 2007. Registration opens March 15. Cross-country race to goal at Wing demo days and party – come celebrate Wills Wing’s 34 years in the a site friendly for first-time competitors; GPS and comp strategy sessions hang gliding business with demos, seminars and parties. Catered dinner included. More information at www.flytaterhill.com. and dance band on Saturday. It’s the perfect time of year to fly in Florida! More information at http://www.wallaby.com/, or contact Malcolm Jones, (863) 424-0070, fly@wallaby.com. COMPETITION May 18-20: Glassy Mountain, near Greer, South Carolina. Springtime Fly-In – come enjoy flying and competing (spot, duration, XC, balnia Cross-Country League weekends, location to be decided three days loon toss, etc.) at this beautiful south-facing mountain. Plaques awarded before the weekend. All sites will be within a four-hour drive of the San to 1st, 2nd and 3rd place finishers in all competitions (except balloon Francisco Bay Area. Cost: $10 per race. More information: Jug Aggar- toss). $20 entry fee for competition flying and $10 for fun flying. Fly-In wal, jaggarwal@es.ucsc.edu, or check the Web site for the Northern T-shirts are available. Glassy launch is 1500’ AGL. Contact: Paul Peeples, California XC League at http://www.sfbapa.org/ and follow the link for PO Box 2121, Brevard, NC 28712; (828) 885-2536 (home); (828) 5533777 (cell); pbrannenp@msn.com. (Due to tree restrictions at launch, the XC League. paragliders cannot be flown at this site.) 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.

April 14-15, May 12-13, June 9-10, July 14-15, August 18-19, September 22-23, October 6-8: Northern Califor-

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

May 18-21: Jockey’s Ridge State Park and Jockey’s Ridge Cross- May 26-June 4: FRANCE, SWITZERLAND, ITALY. Experience the ing (milepost 12.5), Nags Head, N.C. 35th Annual Hang Gliding Spec- Alps where it all began! Join Luis Rosenkjer and Todd Weigand on an tacular – the oldest continuous hang gliding competition in the world. unforgettable tour to some of the most beautiful paragliding sites in the Some of the best hang gliding pilots in the world compete in friend- world. Fly every day at world-famous sites such as St. Hilaire, Annecy, ly competition on the dunes of Jockey’s Ridge State Park. Demon- Chamonix, Mieussy, Verbier, La Madeleine, Les Saissis and more. Luis strations, instructor alumni reunion, street dance and awards cere- has been guiding international pilots to France for the last five years monies are all features of this spectacular event. Families can enjoy a and, due to popular demand, is now offering the trip to U.S. pilots as rock-climbing wall, hang gliding simulator, kite making, face painting well. More information: Luis at www.atlantaparagliding.com, luis@ and a visit by Wil Bear Wright. 877-FLY-THIS, (252) 441-4124, www atlantaparagliding.com, or Todd at wallowaparagliding@gmail.com. .kittyhawk.com. June 1-3: Jackson Hole, Wyoming. Paraglider tandem certification May 26-28: King Mountain, Idaho. 2007 Spring Fling at King – clinic presented by tandem administrator Scott Harris at Jackson Hole start your XC season off right with this fun fly-in. All-you-can-eat din- Mountain Resort. More info: www.jhparagliding.com or call (307) 690ner and dessert. Cash prizes for greatest XC HG/PG flights. Free 8726. camping as usual. More information: (208) 390-0205, email goxc@ kingmountaingliders.com, full details at www.kingmountaingliders.com. June 6-10: Albuquerque, New Mexico. Sandia Soar’n, HG XC-fun fly. 2006 was tons of fun with many 100+ milers, 3 at 150+ and one May 26-28: Woodrat Mountain, near Ruch, southern Oregon. 31st at 185 miles. www.flysandia.org, Andrew Vanis, (505) 304-5306, annual HG/PG StarThistle Fly-in. Come fly Woodrat’s legendary thermals, vanis13@yahoo.com. join fun contests, barbecue and general good times. Registration info June 8-10: Jackson Hole, Wyoming. Paraglider instructor certificaand site orientation at http://rvhpa.net/index.htm; organizer Ron Scott, tion program presented by instructor administrator Scott Harris. More (541) 858-2800, RonScottFlintlocks@msn.com. info: www.jhparagliding.com or call (307) 690-8726. 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 June 16-22: Girdwood, Alaska. Join Peak to Peak Paragliding for many 100+ milers, including 3 at 150+ and one at 185 miles. More paragliding under the midnight sun. Kay Tauscher will lead a group information: Andrew Vanis, (505) 304-5306, vanis13@yahoo.com, of pilots to Alaska’s beautiful mountainous countryside for long days of great flying. The primary destination will be Girdwood, Alaska, but www.flysandia.org. other sites may be visited as well. Call (303) 817-0803 or email info@ June 15-24: Girdwood, Alaska. Arctic Air Walkers’ annual 10 Days peaktopeakparagliding.com for more information. 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 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) 817-0803. 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.

INDEX TO ADVERTISERS CLOUD 9 . . . . . . . . . . . . . . . . . . . 6 DEIMOS PARAGLIDING. . . . . . . 21 FLYTEC USA . . . . . . . . . . . . . . . 80 FOUNDATION FOR HG&PG . . . . 10 HALL BROTHERS . . . . . . . . . . . 49 HIGH ENERGY SPORTS. . . . . . . 37 KITTY HAWK. . . . . . . . . . . . . . . 54 NORTH WING . . . . . . . . . . . . . . 32 O’CONNOR FLIGHT SCHOOL. . . 27 OZONE. . . . . . . . . . . . . . . . . . . . . 2 SKY WINGS. . . . . . . . . . . . . . . . 43 SOL . . . . . . . . . . . . . . . . . . . . . . 52 SPORT AVIATION PUBLICATIONS . . . . . . . . . . . 24

SUPERFLY . . . . . . . . . . . . . . 28-29 TORREY PINES . . . . . . . . . . . . . 46 TRAVERSE CITY HG&PG. . . . . . 38 USHPA BANK OF AMERICA . . . 79 USHPA CALENDAR . . . . . . . . . . 61 USHPA CALL FOR CALENDAR PHOTOS . . . . . . . . . . . . . . . . . 39 USHPA DVD. . . . . . . . . . . . . . . . 26 USHG FOUNDATION . . . . . . . . . 10 USHPA RENEW . . . . . . . . . . . . . 58 USPA . . . . . . . . . . . . . . . . . . . . . 12 UTAH PARA COMP . . . . . . . . . . 30 WILLS WING . . . . . . . . . . . . . . . . 5

MARKETPLACE ADVENTURE PRODUCTIONS. . . 72 FLYTEC USA GPS . . . . . . . . . . . 72 FLYTEC 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

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

Ratings issued during December 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-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-4 P-4 P-4

1 1 2 3 4 4 4 4 5 13 1 1 2 2 3 3 4 4 4 4 4 4 5 10 13 13 2 2 2 2 4 5 5 1 3 3

Name

Hang Gliding Division City

Scott Harding Ashland Winter Ramos Chelan Shahin Saadati Santa Clara Claude Schmidt San Diego Michael Semanoff Orem Edward Wenker Ojo Caliente Shane Idleman Phoenix Robert Eakle Grand Junction Clancy Umphrey Weiser Weimin Chien Kaohsiung Scott Harding Ashland Winter Ramos Chelan Karen Holtemann San Jose Anthony Jackman Paciﬁc Grove George Tamez Los Angeles Claude Schmidt San Diego Michael Semanoff Orem Zack Heim Mesa Michael Hurley Cripple Creek James Strickland Colorado Springs Edward Wenker Ojo Caliente Robert Eakle Grand Junction Clancy Umphrey Weiser Ludmila Blazkova Lawrenceville Naser Matloob Mugla Weimin Chien Kaohsiung Kurt Niznik Napa Dale Munsterman Carnelian Bay Kenneth Munsterman Carnelian Bay Shigeru Harada Pleasanton Mark Young Sandy Brady Scott Firth Colby Cox Jackson Hole Samuel Mulder Tillamook Lee Kahn Santa Barbara Jorge Atramiz Torres Honolulu

State

Rating Ofﬁcial

OR Kevin Lee WA Dale Covington CA Jeffrey Greenbaum CA John Ryan UT Faris Alaboudy NM Kevin Mcginley AZ Carlos Madureira CO Kari Castle ID Jonathan Jefferies Chinlong Yeh OR Kevin Lee WA Dale Covington CA Jeffrey Greenbaum CA Hugh Murphy CA Gabriel Jebb CA John Ryan UT Faris Alaboudy AZ Jim Eskildsen CO Granger Banks CO Granger Banks NM Kevin Mcginley CO Kari Castle ID Jonathan Jefferies GA Hynek Cibula Murat Tuzer Chinlong Yeh CA Ann Sasaki CA Juan Laos CA Juan Laos CA Jeffrey Greenbaum UT Ken Hudonjorgensen ID Bill Heaner WY Scott Harris OR Kelly Kellar CA Rob Sporrer HI Pete Michelmore

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-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-4 H-4 H-4 H-4 H-4

1 2 3 4 6 6 9 10 10 10 10 2 2 4 9 9 9 10 10 10 10 10 2 2 2 4 9 1 1 4 9 12

Name

City

Kevin Vanlandingham Ari Levitt Randahl Fitts Boyd Caddell Paul Dickinson Mohit Chopra Tom Seymour James Wesche Davis Cohen Albert Gelabert Brian Penney Jonathan Toomim John Simpson Shadd Heaston David Churchill Chris Angrisani Kedar Apte Luis De Jesus Clemente James Wesche Davis Cohen Albert Gelabert Brian Penney Eric Brown John White Detlef Meincke David Taylor Denny Pistoll Peter Owens Steve Seibel Larry Major Peter Kane Greg Lindemann

Scio Palo Alto North Hollywood Albuquerque Conway Little Rock Harrisburg Stevenson Savannah Hollywood Clarksville Berkeley Paciﬁca Draper Chevy Chase Arlington Easton San Juan Stevenson Savannah Hollywood Clarksville Los Angeles San Francisco Fremont Highland Stroudsburg Corvallis Corvallis Cottonwood Sandston Ellenville

State

Rating Ofﬁcial

OR John Matylonek CA Patrick Denevan CA Paul Thornbury NM Mel Glantz AR Chris Price AR Chris Price PA Randy Grove AL Gordon Cayce GA Gordon Cayce FL James Tindle TN Gordon Cayce CA Barry Levine CA Patrick Denevan UT Peter Cj Anderson MD John Middleton VA John Middleton PA Paul Voight PR Keishya Salko AL Gordon Cayce GA Gordon Cayce FL James Tindle TN Gordon Cayce CA Joe Greblo CA Jim Woodward CA Patrick Denevan UT Peter Cj Anderson PA Matthew Taber OR John Matylonek OR Raymond Berger AZ Tim Costello VA Steve Wendt NY Tony Covelli

Janni a landing HIgh Rock, Maryland GerryPapakrivos Pesavento coming soaring for Cotes Cliff in at Baja, Mexico Ralph Sickinger Photo: Bruce Bousﬁeld

THERMAL NUCLEAR

ET .co AN

Skateboards Paragliders Sunglasses Unicycles Kites

DETECTION

Y D <Wa[ IN ,>,[

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

Photo: Doug Hildreth

The 2005 Washington County Fair in Cambridge, New York, presents the latest in hang gliding simulators.

Petroglyph - Painted Desert, New Mexico Photo and editing: Jerry Gillard

Matt Gerdes treading on his rental car at Pismo Beach, California April 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

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

EMPLOYMENT FOR SALE – Queenstown New Zealand. Hang gliding & paragliding business. Busy, established foot-launch business with good turnover. Can be run as summer only (October - April) or all-year business. All equipment included. Vehicles, gliders, contracts, Web site etc. Price on application. For details, email gottaﬂy@clear.net.nz. Tel; 0064-3-4425747. 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 FLEX WINGS 135 SPORT 2 – less than 30 hours, perfect condition. $3300. Litespeed 5S-mylar sail, great condition. $2650 (970) 641-5654.

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.

2001 LAMINAR MRX – 14-meter, great condition, 65 hours, lime green and orange, $2250 OBO. Call Bruce Waugh (541) 765-3191 brucewaugh@hotmail.com.

ULTRALIGHTS

2004 WILLS WING TALON 150 – Brand-new glider. 0 hours. Test flown only. Custom red/orange flames on undersurface. Only Talon with red leading edge. $5000 OBO Rich “Marty” Collins (949) 525-0621. RWCCADD@ YAHOO.COM 2005 LAMINAR 07 13.7 – Mint condition. Purple/Green. $2500 Call Steve Lee (423) 949-2176 - TN. 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.EMER WILLS WING FALCON 170 – Excellent beginner glider. Complete with matching knee-hanger harness and emergency chute. Helmet and training wheels also included. Blue/fuscia. Very little airtime. $3000. dmkball@bellsouth.net.

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.

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.

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

COLORADO

HAWAII

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

FLY 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.

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

ALOHA! ISLAND POWERED PARAGLIDERS/THERMALUP PARAGLIDING – The Big Island’s only choice for USHPA certified instruction. Both free flight and powered tandems year round. DVD of your flight included. One-onone lessons from our private oceanside launches and training facilities. Contact Yeti, (808) 987-0773, www .ThermalUp.com or www.IslandPPG.com. Aloha! 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

FLORIDA FLORIDA RIDGE AEROTOW PARK – 18265 E State Road 80, Clewiston, Florida, (863) 805-0440, www.thefloridaridge.com. GRAYBIRD AIRSPORTS – Paraglider & hang glider towing & training, Dragonfly aerotow training, XC, thermaling, instruction, equipment. Dunnellon Airport, (352) 245-8263, email fly@graybirdairsports.com, www.graybirdairsports.com. LOOKOUT MOUNTAIN FLIGHT PARK – Nearest mountain training center to Orlando. Two training hills, novice mountain launch, aerotowing, great accommodations. hanglide.com, 877-hanglide, (877) 426-4543. MIAMI HANG GLIDING – For year-round training fun in the sun. (305) 285-8978, 2550 S Bayshore Drive, Coconut Grove, Florida 33133, www.miamihanggliding.com. 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.

IDAHO 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.

TRAVERSE CITY HANG GLIDERS/PARAGLIDERS – Put your knees in our breeze and soar our 450’ sand dunes. Full-time shop. Certiﬁed instruction, beginner to advanced. Sales, service, accessories for ALL major brands. Visa/MasterCard. 1509 E 8th, Traverse City MI 49684. Offering powered paragliding. Call Bill at (231) 922-2844, tchangglider@chartermi.net. Your USA & Canada Mosquito distributor. www.mosquitoamerica.com.

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

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. MARYLAND SCHOOL OF HANG GLIDING – Sales, service, instruction since 1976. Specializing in foot launch. www.mshg.com 410-527-0975 Proudly representing Wills Wing & Moyes

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.

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

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. LEARN TO FLY WITH SUPER FLY, CHRIS SANTACROCE AND A WORLD CLASS TEAM. With very small classes, a fantastic training site (Point of the Mountain) and brand-new, state-of-the-art training equipment, you can’t go wrong. Over-the-water maneuvers coaching, optional paramotor training and experience in both high and low wind help us to output a very well rounded pilot. Contact chris@superﬂyinc.com or at (801) 706-6076 to schedule your intensive paraglider training course. Don’t want to come to Utah? Learn with one of our 50+ instructor/ dealers throughout the continent.

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

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

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.

WYOMING

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.

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).

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.

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.

CRITTER MOUNTAIN WEAR – your one-stop Web site for paraglider equipment and accessories. You can find a full line of backpacks, stuff tarps, flight suits, clothing, GPS and vario holders, flight decks, ballast containers, radio holders, tow bridles, windsocks, boots, helmets, hook knives, varios, windspeed meters and much, much more. Everything you need to have the ultimate day flying your paraglider. Critter Mountain Wear also imports and distributes lightweight wings and harnesses from Nervures. Go Wild. Escape from overcrowded takeoffs to launch with cool serenity, share a mountain flight with good friends, or travel the world in search of poetic flights amidst stunning landscapes… that’s what the pilots and designers at Nervures dream of. crittermountainwear.com, 800-686-9327.

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* 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 that first broke the 300-mile barrier, through 10 years of adventure and challenge, this is a first-hand account of the driven individuals who struggled against each other and against nature to set the next hang gliding world distance record. $17.95. Call USHPA 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.

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

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

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.

VIDEOS FROM USHPA – WWW.USHPA.AERO

*NEW* RED BULL X-ALPS DVD – Red Bull X-Alps 2005 *NEW* DARE DEVIL FLYERS – The 94-minute finishes in Monaco! This stunning DVD features over 70 digital video docupicture covers all thirty years of hang minutes of footage, including pilot interviews and wild POV gliding and all seventeen years of paragliding. It begins camera angles. $41.95. Call USHPA 1-800-616-6888 with the Bob and Chris Wills story – they founded Wills or order off our Web site, www.ushpa.aero. PO Box 1330, Wing, the only surviving American manufacturer/dis- Colorado Springs CO 80901. tributor of hang gliders and paragliders. Two legendary RISK & REWARD – By Jeff Goin. This 70-min. DVD expilots guide the audience through these extreme sports poses the risks and rewards of powered paragliding in a with their narrative. The docupic features competition in fun, action-packed adventure. You owe yourself this inthe extreme sports of aerobatic hang gliding, speed hang gliding and high-altitude cross-country paragliding. Wing- side look that could easily save your life. Three years in the mounted POV cameras provide the docupic with an in- making, Risk & Reward gathers wisdom from a long list of instructors. Spectacular video from around the world the-air thrill ride from the Rocky Mountains to the Pacific sheds light on essential concepts with clarity and realism. coast. Narrator Bobby Carradine threads us through the three decades. Call USHPA at 1-800-616-6888 or or- $29.95. Order yours at www.ushpa.aero/store. der off our Web site, www.ushpa.aero. PO Box 1330, *NEW* SPEED/SECURITY DVD – “Speed to Fly” and Colorado Springs CO 80901. “Security in Flight” are two great films designed to help you progress in paragliding, packed with stunning air-to*NEW* INSTABILITY 2 DVD – Bruce Goldsmith’s new film is set to become the new benchmark in SIV instruc- air footage. $48.95. Call USHPA 1-800-616-6888 or tion. In 1992, the Airwave designer co-presented “Insta- order off our Web site, www.ushpa.aero. PO Box 1330, Colorado Springs CO 80901. bility,” 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* NEVER ENDING THERMAL – This DVD is an “Endless Summer” for the free-flying generation. The action-packed documentary features the adventures of Venezuelan pilots Herminio Cordido and Jorge Atramiz as they embark on an around-the-world paragliding odyssey. $41.95. Call USHPA 1-800-616-6888 or order off our Web site, www.ushpa.aero. PO Box 1330, Colorado Springs CO 80901.

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.

*NEW* PARAGLIDING: LEARN TO FLY DVD – This DVD brings to life many of the hard-to-visualize concepts which are so important for us to understand, like airflow around hills and mountains, turbulence and convergence, MISCELLANEOUS dynamic and thermic lift, plus aerodynamics like lift and drag, speed to fly and so on. The production team have “AEROBATICS” POSTER – Full color 23”x 31” poster spent months on the 3D animation and video sequenc- featuring John Heiney doing what he does besting. $44.95. Call USHPA 1-800-616-6888 or order off LOOPING! See www.ushpa.aero under store/misc for our Web site, www.ushpa.aero. PO Box 1330, Colorado example. Available through USHPA HQ for just $6.95 Springs CO 80901. (+$5.00 s/h). USHPA, PO Box 1300, Colorado Springs CO 80933. (USA & Canada only. Sorry, posters are NOT *NEW* PERFORMANCE FLYING DVD – When it comes AVAILABLE on international orders.) to making paragliding films, Jocky Sanderson doesn’t pull any punches. The suave Englishman’s slick production DVDS-VIDEOS-BOOKS-POSTERS – Check out our Web skills were first evidenced in his debut films, “Security in store at www.ushpa.aero. Flight” and “Speed to Fly.” Jocky’s latest film, produced WORLDWIDE INTERNET PARAGLIDING TALK SHOW – with Ozone’s test team, hones in on the finer piloting skills of flying XC, acro and SIV. $42.95. Call USHPA 1-800- WWW.WORLDTALKRADIO.COM. Listen live or to the archives! Live Tuesday 9-11:00 a.m. (PST). Call toll-free, 616-6888 or order off our Web site, www.ushpa.aero. PO 1-888-514-2100 or internationally at (001) 858-268Box 1330, Colorado Springs CO 80901. 3068. Paraglider pilots and radio hosts David and Gabriel Jebb want to hear about your stories, promotions/events or insight; they also take questions!

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

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.

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

Friday off. Actually, it was only a small lie. But, it worked. I got a substitute teacher, and Friday was mine. I spent the rest of Thursday with the remaining drugs hidden deep inside my pocket so I would be certain to feel absolutely terrible. I wanted to present the nasalstuffed look of a man in congested misery. Inside, I wore a secret smile and sang a furtive chant. “Nah nah nah na naaaa naaaaaaa. I’m going flyin’ on Friday. I’m going flyin’ on Friday.” If I could have danced through the halls, I would have. I couldn’t though. I was totally miserable – really! The guilts didn’t hit until I was actually driving to Saddle. I drove past the school about 6:30 Friday morning. A two-faced conscience pulled me from the side of obvious good to some other not-so-good side. The one-person argument was inescapable. Go ahead. Take this exit and go to work. Nooooo! I’m not going to. Yes, do it. You need to tell your boss the truth. You’re not sick. No. I am sick. I am! I have the drugs to prove it. You shouldn’t be flying with drugs anyway, By Steve Messman even if they are legal. Come on. Do the right thing. Go to work. The Photos by Vince Barry drugs’ll be worn off by the time I get to Saddle. I’m going to fly. No! Go to work! No, I’m going to fly. I’m going to Saddle. I really must have As I write this, I am 55 years old. If you happen to be a sixth grader, been sick. Not only was I talking to myself, I was answering myself. that means I probably used to eat dinosaur eggs for breakfast. If you It was a true argument: one person, two sides, no clear winner. No happen to be on octogenarian, then 55 isn’t even at the base of the clear winner unless, of course, you consider Saddle Mountain as a hill. But, if you are me, then you believe, like the octogenarian, that winner’s reward, because that is exactly where I went. 55 isn’t nearly old enough. But all that’s a whole different story. This A thought occurred to me during that argument between my story is about my mother-induced, Catholic-inspired feelings of deep slightly devilish side and my truly angelic side. I had never in my 55+ guilt, the incomprehensible shame I felt when for the first time in my years used a sick day for anything except being sick. The more awful life, at the ripe old age of 55, I took a sick day off work in order to truth is that I could probably count my real sick days off on one hand, go play. and give back three fingers change. How sick is that? I continued the I woke up on Wednesday, and did my normal morning thing – drive to Saddle, determined to use this sick day for play. I also was checked my emails and the weather. My club, the Rainier Paragliding determined not to feel guilty about it. I deserved this day. How many Club, had scheduled a fly-in at Saddle Mountain for the coming week- other people can say they have never taken a sick day off just to play? end. Since I was the guy responsible for the club’s social activities, I As time passed, as the sun warmed and the sky blued, so I felt better got an early start on this one. I had been keeping a keen eye on the and better. At 55 years of age I came to rationalize that I should have weather all week, and at the same time, I had also been sending out been doing this all my life, once a year at least. massive numbers of emails designed to keep everyone psyched by As it turned out, I found this to be the most psychologically healthy long distance. But today, I had a personal problem. I had a massive day I have ever spent: a work day without stress, a work day withheadache, not unlike the pain of bludgeoning my head against a boul- out worry, a work day without the harsh reality of a demanding job. der at the bottom of launch. And more, my chest felt like one of my Instead of spreading germs, I soaked up sunshine. By Monday, I justisixth-grade lockers – complete with the sixth grader stuffed inside. fied, I would be perfectly healthy – guilt-free and healthy, both inside But, I did the email thing anyway. I advised my club about the great and out. wind direction. I informed them about the sun. I let them all know about the neat temps. And then, I went to work so I could spread my germs. The next morning, I noticed a dramatic change in my illness. I felt many times worse. This time, though, I was smart. I stuffed some of the world’s modern, over-the-counter wonder drugs into my pocket. I signed on to my computer to check the weather and the club emails. People were already firming up their plans for the weekend. Holy Holidays! Someone was heading to Saddle on Friday! I can’t go on Friday. I have three classrooms full of middle-school kids that depend on me. So, my germs and I went to school again. The drugs did their jobs and kept me alive throughout the school day. In fact, they made me feel so good that I took some time during lunch to check my personal emails again. Long winter shadows at Saddle Mountain OHMYGOSH!! Now a whole group of people are going on Friday! An hour or so later, the drugs began to wear off. I approached my boss meekly and apologetically. He could see that I was miserable, and he understood perfectly when I told him that I needed to take

Guilty Pleasures

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

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