USHPA Hang Gliding & Paragliding Vol37/Iss8 August 2007 by US Hang Gliding & Paragliding Association

Volume 37 Issue 8 August 2007 $4.95

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

:lli' R.X Designed by David Dagault. Felix Rodriguez., and the Ozone Team. the Ozone FLX is the aero wing of choice for the wortd~s top pilots. With a pitch stable l)<Ofile, the same Characteristics that keep the FUC open and p<e$$Urized during Ille Infinite Tumble and lhe Helicopter make It forgMng and manageable in all maneuvers and during recoveries from failed maneuvers. Ozone Team Pifota flying the FLX: Felix Roc*iguez • Chatt!e Plocok> • Hermink> Cordkfo

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USA: Matt Combs- Mike Steen - Nova Dasalia

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USHPA, Publisher: info@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: Alex Colby, Lisa Colletti, Matt Gerdes, John Heiney, Steve Messman, Dennis Pagen, Tracy Tillman

Office Staff: Rick Butler, Interim Operations Manager: rick@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 USHPA Officers and Executive Committee: Lisa Tate, President: lisa@soaringdreamsart.com Felipe Amunategui, Vice President: dr.amunategui@att.net Elizabeth Sharp, Secretary: Elizabeth.Sharp@heii.com Mark Forbes, Treasurer: mgforbes@mindspring.com 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). 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. 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. 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. The USHPA is a member-controlled sport organization dedicated to the exploration and promotion of all facets of unpowered ultralight flight, and to the education, training and safety of its membership. Membership is open to anyone interested in this realm of flight. Dues for Rogallo membership and Pilot membership are $69 ($90 non-U.S.). Dues for Contributing membership and for subscriptiononly are $52 ($63 non-U.S.). $15 of annual membership dues goes to the publication of Hang Gliding & Paragliding magazine. Changes of address should be sent six weeks in advance, including name, USHPA number, previous and new address, and a mailing label from a recent issue. You may also email your request with your member number to: info@ushpa.aero.

HANG GLIDING & PARAGLIDING (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. POSTMASTER: Send change of address to: Hang Gliding & Paragliding magazine, P.O. BOX 1330, Colorado Springs, CO 80901-1330. Canadian Post Publications Mail Agreement #40065056. Canadian Return Address: DP Global Mail, 4960-2 Walker Road, Windsor, ON N9A 6J3 DISCLAIMER OF WARRANTIES IN PUBLICATIONS: The material presented here is published as part of an information dissemination service for USHPA members. The USHPA makes no warranties or representations and assumes no liability concerning the validity of any advice, opinion or recommendation expressed in the material. All individuals relying upon the material do so at their own risk. Copyright © 2007 Hang Gliding & Paragliding magazine. Hang Gliding & Paragliding magazine welcomes editorial submissions from our members and readers. We are always looking for well written articles and quality artwork. Feature stories generally run anywhere from 1500 to 3000 words. If your topic demands more or less than this, you should discuss options with the editor. News releases are welcomed, but please do not send brochures, dealer newsletters or other extremely lengthy items. Please edit news releases with our readership in mind, and keep them reasonably short without excessive sales hype. You are welcome to submit photo attachments, preferably jpeg ﬁles smaller than a megabyte. Calendar of events items may be sent via email to editor@ ushpa.aero, as may letters to the editor. Please be concise and try to address a single topic in your letter. Your contributions are greatly appreciated. If you have an idea for an article you may discuss your topic with the editor either by email or telephone. Contact: Editor, Hang Gliding & Paragliding magazine, editor@ushpa.aero, (425) 888-3856. For change of address or other USHPA business, call (719) 632-8300, or email info@ushpa.aero.

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.

Woodrat Mt., Oregon Photo: Josh Morell

DEPARTMENTS Editor’s Corner . . . . . . . . . . . . . . . . . . . . . . . . 7 Pilot Brieﬁngs: News and Events . . . . . . . . . . 8 Airmail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Foundation . . . . . . . . . . . . . . . . . . . . . . . . . . 15

THE RIGGINS RESURRECTION FUN FLY If you thought King Mt. and Cowboy Up Hang Gliding are the only places to ﬂy hang gliders in Idaho, think again! A ﬂy-in that’s been dormant for 22 years is about to be resurrected, and you’re invited to join the fun.

PG Accidents . . . . . . . . . . . . . . . . . . . . . . . . 26 Master’s Tips . . . . . . . . . . . . . . . . . . . . . . . . 29 Pilot Proﬁle: Bob Kuczewski . . . . . . . . . . . . . 50 Travel: Hanging Out in Paradise . . . . . . . . . . 54 Towline: Gettig the USHPA ATP Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Calendar . . . . . . . . . . . . . . . . . . . . . . . . . . .68 New Ratings. . . . . . . . . . . . . . . . . . . . . . . . . 70 Marketplace . . . . . . . . . . . . . . . . . . . . . . . . . 71 Classiﬁeds . . . . . . . . . . . . . . . . . . . . . . . . . . 73 One Last Thought . . . . . . . . . . . . . . . . . . . . 78 Index to Advertisers . . . . . . . . . . . . . . . . . . .69

By John Bilsky and Mark Hollon. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21

TAKEOFF STRATEGIES AND TECHNIQUES A “perfect” launch is one that gets away cleanly with minimum fuss and no close shaves, and results in the best possible chance of getting up – soaring – given the conditions of the day. This article begins a series that will lead pilots toward perfecting their launch skills. COPYRIGHT © 2007 by Dennis Pagen . . . . . . . . . . . . . . . . . . . . . . . . . .33

MORE LIKE JIMMY Jimmy Hall died in a BASE-jumping accident last May. His long-time friend and frequent partner in full-on fun adventures tries to sum up what made Jimmy so special.

By Matt Gerdes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38

THE FLYING EXPERIENCE It’s unlikely that anyone – pilot or otherwise – will ever fully understand what you experience when you go ﬂying, no matter how carefully you explain. How does this hang glider pilot’s typical ﬂying experience compare to yours?

Volume 37 Issue 8 August 2007 $4.95

Photo: www.madmikekung.com

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

Mike Küng climbing the only tree in sight in the Namib Desert, Namibia, Africa

By Glenn A. Rogerson . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42

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

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SOARING WEST AFRICAN SKIES The government of Ghana would like to make its annual paragliding festival at Kwahu Ridge a highlight of the international calendar. But their ﬁrst priority is to get Ghanaians ﬂying.

By Graeme McElheran . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46

WOULD YOU LIKE TO SWING IN A SEAT? It’s not uncommon to hear pilots making good-natured jabs at those who ﬂy those “other” wings. This song, composed by one of those “rubes who ﬂy a glider made of tubes,” is a lighthearted reminder not to take ourselves too seriously. COPYRIGHT © 2007 by Dennis Pagen . . . . . . . . . . . . . . . . . . . . . . . . . .53

Gallery. . .63

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

C.J at Dog Mt., May 2007

Photo: Aaron Swepston

I’ve just returned from the Rat Race, one of my favorite potential for hang gliding and paragliding, but we’ve never annual paragliding events. More than 110 pilots hucked flown there. That’s about to change – we’re heading to themselves off Woodrat Mt. in southern Oregon for seven the “Riggins Resurrection Fun Fly” this Labor Day weekdays straight, although one day’s task was stopped, and end. If you have no plans for that holiday, check out John eventually canceled, due to increasing wind and decreas- Bilsky’s and Mark Hollon’s feature article, learn why it’s a ing lift. I’m not a high-wind pilot, so I’d launch early and “resurrection” fly-in, and come join us! if the wind built to beyond my comfort level, I’d just go Tracy Tillman and Lisa Colletti continue their Towline land. As you can imagine, I placed near the bottom of series this month with information on the USHPA aerotow the pack. tug pilot rating. The entire series of Sport Pilot-related But here’s the thing: Nobody seemed to care! I didn’t Towline columns are on USHPA’s Web site at ushpa.aero/ have to go to the back of the margarita line, or wait till info_sportpilot.asp. the big boys got their lunches before I could pick up mine, You see the ad for the Foundation for Free Flight in and I never felt like I was too much of a loser to join the every issue, but do you know what the Foundation actugaggles with the hotshots. That’s true about every comp ally does to support your flying? Rob McKenzie’s “Taking I’ve participated in – you get to choose whether you’re Initiative” details how some determined California pilots, competing for world-team points, or in the leisure class, with assistance from the Foundation, have rescued one or somewhere in between. As long as you’re enjoying site from the threat of development. The Foundation your flying, and making decisions that don’t put you or exists for exactly that purpose: to provide a helping hand anyone else in harm’s way, it’s all good. If you haven’t to those who’ve done their best to fund a worthy projyet tried competing, you’re missing out on some really ect but are still in need of just a bit more. You can find fun times! information on the Foundation’s grant opportunities at What’s your typical flying day like? Glenn Rogerson’s ushgf.org. “The Flying Experience” is one man’s attempt to describe Alex Colby, our new paragliding Accident Report colthe essence of a day of hang gliding, with full knowledge umnist, analyzes two recent fatalities, both P-2 pilots, and that there’s no way to capture in words the most impor- provides us with food for thought regarding our personal tant elements of our airborne moments. Also in this issue, choices and our preparedness to deal with the unexpectDennis Pagen begins a new series aimed at strengthen- ed. A letter in the AirMail column, from a close friend of ing our launch techniques; his Cloud Conscious series one of the victims, offers further insight. will resume this fall. Peter Gray’s Master’s Tips column The flying community lost one of our more colorful focuses on the other inevitable in every flight: the land- members last May, when Jimmy Hall died in a BASEing. I often fly hang gliders with Peter, and always ap- jumping accident on Baffin Island. Jimmy, along with his preciate his thoughtful insights on techniques to improve partner Stefanie Brendl, was USHPA’s 2005 Bettina Gray my skills. photographer; we use his photos frequently in the magaI received a pilot profile article from John Heiney and zine. Staff writer Matt Gerdes’s eulogy for Jimmy, written a silly song from Dennis Pagen that simply had to be for both this magazine and Cross Country, suggests that if published together. John interviewed Bob Kuczewski, a people could live their lives “More Like Jimmy” the world California pilot who flew – all on the same day, at the would be a much happier place. By now most of you are aware that Jayne DePanfilis same site – a hang glider, paraglider, RC and sailplane. Dennis’s goofy song pokes fun at all of us who fly any has left her position as USHPA’s executive director. USHPA of those. If your childhood included “Would You Like to is searching hard for someone to fill Jayne’s shoes – fully Swing on a Star?” be warned – you’ll find yourself hum- aware that finding a replacement is not going to be an easy task. If you think you might be qualified for this posiming Dennis’s little ditty at the oddest moments. It’s always a good season to travel to a flying site! tion, see the ad in the Marketplace section of this magaDenny Pistoll and his hang gliding buddies did their zine for application information. Finally, Steve Messman’s One Last Thought… column first road trip, to Wallaby Ranch in Florida, last spring. “Hanging Out in Paradise” is Denny’s tale of this very suc- points out that we’re all dependent upon each other to cessful venture. Graeme McElheran, a non-pilot freelance retain the freedom of flying in today’s crowded world. writer and photographer, almost got airborne during a Steve “Bought a Key Today” to a site he expects to fly business trip to Ghana. An afternoon storm shut things only rarely. What’s your role in keeping our community down just before he and his tandem pilot could get off strong, open and friendly? I look forward to seeing your photos and reading your the hill, but his story and photos document this African country’s well organized attempt to make Ghana a vaca- tales of your spring and summer adventures. You can reach me at editor@ushpa.aero. tion destination for both hang gliders and paragliders. My husband George and I have driven through Riggins, Idaho, numerous times – it’s obvious this area has great

Last call for artwork!

This is it! The deadline for submitting your artwork for inclusion in the October magazine is August 6. October’s issue will feature hang gliding and paragliding artwork – pen-and-ink, watercolor, altered photographs, roadside billboards, sculpture, Tshirt designs, cartoons, oil on canvas, whatever your imagination can come up with – for the cover, centerspread, gallery and ﬁller photos. Email editor@ushpa .aero if you have questions or need assistance uploading high-resolution images of your artwork to the magazine dropbox (ushpa.aero/editorial_ dropbox.asp).

4. Zip up the bag. The Skywalk storage bag is available 5. Roll it up and put it away. online from the Skyshop – go to www. 6. Laugh at everyone else still strug- skywalk.info for more information or to gling with their wings in the breeze. place an order. You can contact Skywalk via email at info@skywalk.org, or by “Concertina-ing your wing keeps the phone at 00498641694840. Mylar reinforcing from getting creased and gives better inflation and high speed U.S. Red Bull X-Alps Teams Report In, stability. Plus you’ll maintain a better One Month Before the Race second-hand value on your wing,” says Bruce Goldsmith, Airwave Paragliders’ designer and the 2007 paragliding world champion. Eric Roussel, general manager of GIN Gliders, states, “If the leading edge reinforcements are wrinkled or broken, the glider’s inflation will be worse, and you Nate (L) and Honza starting their could lose some performance, too. We daily hike from the campground up to launch at the Rat Race strongly advise this packing method if the glider has GIN’s Rigifoil or Rigifoil Max system. Once you’re good at packHow do you train for a paragliding ing this way your glider will pack away race as grueling as the Red Bull X-Alps? more compact and smaller!” Honza Rejmanek and Nate Scales, the The XCertina Bag is available in two two U.S participants, were hiking up It’s an accepted fact nowadays that the way you pack and store your paraglider sizes, both priced $61.95/€49.95 from all to the Woodrat launch each day during directly affects its longevity and perfor- good shops and from www.xcshop.com, the Rat Race. Apparently they’re in mance. Careless packing can crease and office@xcmag.com. great shape already, as they’re flying well damage the Mylar sections that reinforce enough – after three tasks, they’re tied at the internal cell walls at the front of the Keep Your Wing Overhead! 19th place in a field of 110. wing. These sections are crucial in formSince this issue went for layout during ing the clean leading-edge profile that the Rat Race, Honza and Nate providyour glider needs to get the maximum ed an up-to-the-minute report on how performance out of its design. Concertina they’re preparing both physically and folding your wing is the surest way to mentally for the X-Alps. Here’s what protect the integrity of your leading edge, they typed just before the start window but until now it’s been an awkward and opened on Wednesday, June 20: time-consuming task that is difficult Honza: “I am looking forward to on your own and almost impossible in a the X-Alps since I love flying and enjoy strong wind. hiking. The amount of scenery we will be The new XCertina Bag makes packing exposed to will be amazing. The one part up faster than any conventional system, I dread is having to wake up after a short and increases the longevity and helps night’s sleep. I hope to get just enough retain the performance of your wing over rest to keep my flying smart, since 20 time. This could be the easiest way to minutes of flight could save five hours pack up in a strong wing, and better still of hiking. I want to thank my ground it’s a low-hassle and quick way to unpack Skywalk (www.skywalk.info) as- crew Dave Hanning and all others who and get ready to fly. sures us, “Nope, we haven’t developed have joined our team. I should have some You can view the packing video at another genetically modified apple for great stories to share when I return.” You Tube and www.xcshop.com. Here’s a you!” Instead, they offer this intelligently Nate: “With the X-Alps quickly apquick summary of how to pack your wing designed storage solution for your para- proaching, time seems to be acceleratinto the XCertina bag: glider. In this unique bag, your wing is ing – there is soooo much to do! What 1. Bunch your wing as usual and drop loosely stored, and the cells will not be have I gotten myself into? When I’m at it on top of the open bag. pressed against each other for months on home, I get up early and try to run for 2. Gather all the Mylar together and end during the non-flying season. The an hour and a half before work, then I secure with straps. mesh element ensures good ventilation, do construction all day. Maybe I’m teas3. Stuff the rest of the wing into the and if you hang it up with the attached ing myself, but I call it cross training. bag any way you like. strap, you’ll save on floor space, too. After work I come home and try to get

Photo: Nico Hellas

Cross Country XCertina Bag

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

Michael Gebert getting ready for Red Bull X-Alps 2007

©Martin Nink/Red Bull Photoﬁles

850km adventure race across the Alps, has been updated to include vector file measurements. As the participants hike or paraglide their way from Krippenstein (Dachstein range) to Monaco, their movements are being monitored via an interactive map on www.redbullxalps.com. Vector measurement means fans will be able to measure precise distances between athletes, turnpoints and the start and finish at any time. RED BULL X-ALPS 2007: A High-Tech Web site visitors using Live Tracking Event Goes Even Higher! are also being shown links to the latest The Red Bull athlete diary logs, with the exact posiX-Alps, surely tion on the course where the entries were one of the most made pinpointed via small pop-up boxes technologica l ly that appear on the map. advanced sportThe race launched on July 23; athing events in the letes have been world, has gone making diary higher-tech in s u b m i s s i o n s 2007, providing since May. participants with According to Nokia Nseries the June logs Honza Rejmanek mobile devices (when this magto help bring Live Tracking technology azine went to to the race’s thousands of followers. Live press), rain in Tracking, which pinpoints the exact lo- Europe had limcation of every athlete undertaking the ited flying time, Nate Scales

Photo: Jack Grisanti

Photo: Josh Morell

another couple hours of exercise before dinner. Fortunately I have the best wife in the world, who will be my partner in the event. She has been doing a massive job keeping me fed, studying the route with me and learning how to take care of feet. I have also received a huge amount of support from all of my friends, gathering gear and raising money. Thank you to all of you – it is going to be a great adventure!”

while Alex Hofer (SUI1) was experiencing 100% humidity in China. Thomas de Dorlodot (BEL) had been running with a pack ﬁlled with 12kg of books and Raul Penso (VEN) scaled a 4765m mountain in the Andes. During the race pilots are making daily uploads using Nokia Nseries N95 mobile devices. The features include a

five-megapixel camera that can shoot DVD-like quality videos; Nokia N95s also enable them to listen to music as they hike, use the built-in GPS mapping tool and of course stay in contact with their supporter with calls or SMS. The Nokia Nseries devices also provide a crucial link between the athletes’ navigational equipment and the Live Tracking Web site. Bräuniger Competino systems use Bluetooth technology to transmit GPS data to the Nokia N95s, which then send that information every few minutes to the Red Bull X-Alps server for immediate updates on the Live Tracking map. High quality clothing is provided for the athletes, supporters and crew by Peak Performance, and the Red Bull XAlps organizational team is chasing the athletes through the Alps with Nissan Sports Adventure vehicles. GIN Gliders is the Official Paragliding Supplier to the Red Bull X-Alps and are additionally sponsoring three competitors: Kaoru Ogisawa (JPN), Martin Muller (SUI3) and Vincent Sprungli (FRA1). While the race continues you’ll find

Live Tracking and athletes’ diaries at www.redbullxalps.com. Get Up, Stay Up – Get Down, Motown! By Tracy Tillman

costs apply for ﬂying. In addition to aerotowing, introductory groundskim scooter-tow ﬂights will be available. We will have awards for:

Come to Draachen Fliegen Soaring Club’s 2007 Draachen Funk Fest to help us celebrate the DFSC’s 11th season of ﬂying in Michigan! With a ‘70s Motown funk theme, we also will be celebrating over 30 years of hang gliding in the Detroit area. Bring your old ‘70s gliders, and dress funky. Details:

• What: 2007 Draachen Funk Fest – DFSC 11th season annual picnic/ party • This year’s theme: Get up, stay up – get down, Motown! • When: Saturday, August 11 • Where: Cloud 9 Field, 11088 W. Coon Lake Road, Webberville, Michigan • Host: Draachen Fliegen Soaring Club (DFSC) • Cost: Picnic and party is $10 donation, or no charge for pilots who bring a ‘70s-era glider! Regular club

• Best ‘70s glider • Most outrageous ‘70s funky clothes/ costume • Best bikini (we hope that this award goes to a female!) • Most spot landings in one day • Longest time aloft • Highest altitude • Most spectacular whack (without glider damage/injury) • Longest ﬂight from the training hill • Oldest glider to ground-skim scooter tow Big Joe, our neighbor, will cater this event (like last year’s Flug Tag). Saturday evening picnic/party will be held rain or shine. To help us plan for Joe’s barbeque, RSVP with Tracy or Lisa at (517) 2238683 or cloud9sa@aol.com.

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

The opinions expressed in the letters pub- for the inclusion of powered harnesses. lished in this column are those of the authors Strangely, this vote was retracted, as the and do not necessarily reflect those of the board felt that they knew better than the magazine staff or USHPA officials. While members. Fast forward a few months to every effort is made to verify facts stated in the retraction of the logo “vote.” Why are letters, readers are urged to check the accu- we offering things up for a vote when we racy of any statement before taking action or are not prepared to accept the will of the forming an opinion based on the contents of members? a letter. For the record, I am not a poweredharness pilot, but I would drop USHPA Democracy In Action? in a heartbeat if another truly democratic (email, 5/17) organization came about to serve the I could not help the feeling of deja needs of “purists” and “foot-launched vu when reading the article on the new prop heads” alike. I bet I’m not the only USHPA logo in the May 2007 magazine. one ... It seems like we have been here before. “Adapt or perish, now as ever, is nature’s To be fair, I really like the new logo. inexorable imperative.” – H.G. Wells I do think it is strange that the winJustin Keesling, USHPA #77348 ning entry was not created by a USHPA member. It would have been nice to see Mark Forbes, Region 1 director and a promotion from within, but this is not USHPA treasurer, responds: You characterthe point of my letter. ize the logo poll as a “vote.” It was not. It It seems that our organization has the was an advisory poll to gauge opinion. It façade of a democratic organization with- was not, and was never intended to be, the out the benefits of one. It was not all that final decision on a new logo. When the rules long ago that USHPA members voted for the contest and the whole logo process were August 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

settled on by the USHPA board, we agreed that the final decision would be made by a jury. The five-member jury considered the poll results as a “sixth juror,” and weighted it accordingly. The members of the jury voted five to one for the logo choice – the poll/sixth juror being the lone dissenting vote – and the board ratified their decision. In hindsight, there are some things we could have done differently. We might have pre-qualified the entries and eliminated those that didn’t meet the basic technical requirements we’d laid out at the start. Had we done so, the top 25 choices would have been reduced to three or four, of which the chosen logo was one. But we decided not to change the rules mid-stream, thinking that would cause even more confusion. USHPA’s management structure is not a democracy. While we do have some topics for which membership votes are required, and others where an advisory vote may be a good idea, the final decisions are made by your elected representatives, the regional directors. This was the case with powered harnesses, for example. I’m one who was strongly

to masster. in support of including powered harnesses. know this is flight 499. I need to break Stories of moons and planets and such 500 without having an accident.” It must But once I saw the legal analysis of what it came fasster. would take to include them, given the way have been a self-imposed, self-fulfilling Butt, how could it continue? When our Articles of Incorporation are presently prophecy. My 499th flight lasted all of ten would it—ah—end? worded, I had to agree that doing so was not seconds. That would be about eight sec- Apparently, one hoped, when I was practical. And so I voted to end that effort, onds up and two seconds down. The land- able to bend. despite my personal desire to include such de- ing was an uncontrolled crash brought on vices in our association. by mostly bad decisions and bad choices, The days grew in number, and so did my mail. If we take an advisory poll and then make and a little bad luck. The results were not There was one of the comet with the a decision that is not in line with that out- as bad as they could have been, all things shiny black tail. come (for good and practical reasons) we’re considered: a single compression fracture, Another of seeing the moon next to considered out of touch with the members. If a dislocated (if not broken) rib, and a Venus. They assked, “Can you blame we just make the decision and don’t take a bruise that covered my entire right cheek us?” poll, we’re ignoring the members and their and then some. No, not the cheek on my “No, I can’t, butt not Venus,” wishes. So what to do? My own feeling is face. That single bruise was the subject I answered. “Instead, it’s the planet Uranus.” that polling for member opinion is a good of more pun-discussion on the Google thing, and we should keep doing it. But at group list than you can possibly imag- The fun, I thought, had its end in view. the end of the day, it’s *just* an opinion, and ine. I thought I would commiserate the It happened one day when some we have to make the final decisions based moment in poem, so a lot of this comes others flew. One looked up and saw the quarter on all the facts, not just on the outcome of a from my fellow group members. moon. membership poll. Take warning. This might be too graphic for you. If you don’t like the He yelled to the other, “Messman’s flying too soon!” words butt or ass, stop reading now. If Paraglider Suspension Lines Integrity you don’t mind, then read on. (email, 5/21) His friend assured. “Let’s make no misAlways physically treat your comtakes. plete glider/harness/parachute system CR-ASS-H!! Messman’s not flying. His butt really aches. with utmost care. That includes risers The wind was wrong, the wing was wrong. If it truly were Messman, you’d not see and your suspension lines. Do not walk the void. over or stand on them, as unintention- But, since last I flew had been too long. Messman’s not a moon, but a big ally demonstrated by the instructor in With wing on top my lift just died. assteroid.” the photo on page 25 of the May 2007 And I, with a collapse, a spin, and a issue. Depending on the sharpness of the I am lucky to be able to make fun of crash, just cried. objects on the ground, this may seriously this accident, and I am lucky to have such weaken the integrity of the line core ma- I hit the ground. My butt waved rip- good friends who have shared in my forples. terial. tune. As I lay in the dirt those seemingly I compressed my spine. My ribs poked Christian Mulack, USHPA #57090 infinite minutes after this accident, I benipples. lieved that I was either going to die, or I Nothing was broken, but damn, that OK, I Had an Accident! was going to be in a wheelchair for the hurt. (email, 5/24) I groaned. I moaned. I brushed off rest of my life. The pain was more than dirt. It was the strangest week. The club’s I had ever experienced in my life. Just group email list buzzed about accidents short of unconsciousness, the grimacing that were “bound to happen at that site I could feel it first, that lump on my smile on my face when I finally wiggled cheek. that is now so unsafe.” One of the club I pulled down my pants and dared to my toes must have been unimaginably members, who happens to also review pitiful. The lessons were cheap, as it peek. USHPA’s accident statistics, sent an I wrote my friends to tell them I turned out. I pass them on to you. Never crasshed. email that said something like, “Wow! be so confident that you believe you can Lots of them out there. Watch out and They assked for more. What else had I control your wing in bad air. Study hard. basshed? fly safe.” Of course I got online to tell Practice. Know your skill level, your abilpeople that I believed the site to be safe. ities, your limits. Use them. Fly high, fly My friends. They wrote. They sent flir“You just need to use your textbook-good safe. tations. launch skills.” Someone else pointed out They sought the bruise’s next asspiraSteve Messman, USHPA #75614 that the site is very unforgiving, good tions. skills or not. I rationalized, “Heck! Every I said the bruise made nothing but mo- Magazine Kudos and Criticisms From A tions site I fly is unforgiving!” And really, that Qualified Critic Recognized as growing to asstronomi- (Web site, 5/30) is a true fact. cal proportions. All this bravado, though, was just exJust a quick note about the June 2007 actly that. Secretly, I told my wife, “You And so, asstronomy became the pun issue of our magazine. I was particularly

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impressed with Summer Barham’s story, “Traversing Chilean Skies,” and Denny Pistoll’s article “Frog Hairs.” “Chilean Skies” was nicely written – I was surprised to ﬁnd out Summer’s a high school student. Colorful imagery, a sincere and enthusiastic emotional tone made it very personal, and the photos were excellent. I hope you have more contributions from her, as this in my mind is the quality of journalism and photography the magazine I’m sure would like to have throughout every issue. Likewise, “Frog Hairs” – although dealing with a potentially dry topic the author managed, by mixing his anecdotes throughout the piece, to do what for many writers is impossible: creating a sense of suspense – “what’s the next vignette going to be about?” – that made me want to keep reading. Plus his writing style and the content of what he had to say was very valuable and gave me new insights into the term “pilot error” and the nuances therein.

A few more stock visuals might have helped break up the “wall of type” impact of the ﬁrst spread, though. Also, some bold headers here and there, such as with each new subtopic, would have made it visually a little more appealing. I almost didn’t read it when I saw all that type. If you ever read Oz Report, you’ll notice pilots routinely skip the longer entries and concentrate on more pithy and succinct postings. Visually the Gallery was again full of beautiful and dramatic photography. That’s become a really strong part of the mag. Likewise, “Turkish Delight” was a refreshing journal with good comments to support the strong photography. You can’t go wrong by emphasizing the visual aspect of a magazine, as I believe mags are predominately visual media, at least for sports magazines. Being a writer, of course I’m probably harder to please than many in the readership by stories like the Wills Wing tour

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(“Bill and Angela’s Big Adventure”). Alas, had there only been some real adventure in it, or something more than a laundry list of departments and activities. Think of the possible comments from Linda and Mike and Steve reflecting on 30+ years of building hang gliders! Back to the kudos! It was good to read how Mingus has come along through the dedication of local fliers. I flew there in the ‘70s when we were happy to make it to the LZ directly below launch. It’s quite a site and I hope to go back there and enjoy the improvements. Although I’m a hang glider pilot, I enjoyed “Learn to Paraglide!” Nice, short and satisfying to see a family adventure like that, at a hill I flew at myself in 1996 when I got back into hang gliding. I also enjoyed “From Blanchard to the Border.” Keep up the good work! I look forward to every issue. Having been a magazine editor for eight years, and a freelance writer/photographer since 1980, I appreciate how quickly that ship date comes up

every month and I applaud your visible efforts at improving the book. I also wish Jayne the best of success wherever she goes. I think she must have done a great job and the organization benefited from her tireless efforts. Jim Lawrence, USHPA #2222

June Magazine: A Bit of Praise and a Few Suggestions (email, 6/4)

I wanted to commend you on the June 2007 issue. Every article was interesting but two really stood out. Summer Barham’s description of benching up from Chile’s Palo Buque site was outstanding. Her words really captured the beauty, freedom, and essence of freeflight. I’m going to Xerox those paragraphs and hold them in reserve for the next time somebody asks me why I fly footlaunchable soaring aircraft. Back in the heyday of the online hang gliding digest, Paul Gazis stood out for his ability to not just tell a great story but to also make us all bust a gut laughing. He did so again with his “Two Memorable Thermals” story. Please encourage Paul to write a monthly column! Anytime I read about an XC flight I want to know some basic statistics: how far, how high, and how long. I think Matt Senior’s memorable “Carpe Diem” flight to the Canadian border was about 25 miles but I had to use Google Earth to come up with my guesstimate. I remember in the ‘90s when the magazine published the story of two guys who flew their hang gliders across the Sierras. There was no mention of the distance nor was there a map or a clear description of the launch and landing points! I’m sure I’m not the only one that feels an XC story is incomplete without such vital information. Lastly, I appreciate how the look of the magazine has slowly evolved over the last couple of years. For a while I felt the magazine used excessive special effects just because the software supported it – not because the effects actually complemented the readers’ experience. I encourage more use of drop shadowing the captions that overlay the photos to enhance legibility. Mark “Forger” Stucky, USHPA #9380

Ham Radio License and Training in Radio Usage Could Prove Invaluable in an Emergency (email, June 7)

Peter Birren’s comments (AirMail, June 2007) should be diligently observed: Everyone who flies should have an amateur radio license. For us hams who attend flying events with fellow pilots, it is somewhat unnerving that so many use the ham frequencies without being licensed. As Peter remarks, it is illegal to do this. Suffice it to say, training in the use of two-way radios is not some tactic used by the FCC (and hams, in general) to burden the public with useless complications and red tape. It has a practical side: How are radio operators to conduct communications during an emergency? Ever had one of those? A paraglider pilot had one a few weeks ago in Pueblo, Colorado. It is uncertain whether her death could have been prevented if radio communications had not failed at a critical time. But if all of the pilots present that day had been trained amateur radio operators, that training might have decreased the likelihood of someone having accidentally held down his transmit key during a critical time and so prevented communications from the ground to the air. While the frequencies used were the official USHPA FM channels, how many pilots using them had passed the test and paid the fee? To say the least, merely taking an exam does not prepare one to handle an on-the-air emergency. While pilots should not rely on their two-way radios in order to fly safely, it does not hurt to be trained in case things go wrong and one needs some help from the ground: “Judy, this is Had, TURN INTO THE WIND AND LAND! We are down here in the white truck – can you see us? We’ll grab you so you don’t get dragged….” I wish I could have communicated with her – it might have helped. Hadley Robinson, USHPA #84424, K3FQE

This accident is discussed in the Accident Report column in this issue.

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Taking Initiative

By Rob McKenzie, with Alan Crouse and Ken Howells Photos by Julie Hayes

Heather Reid at the training hill August 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

Rob McKenzie driving Steve Watkins and his glider at the training hill

An Uncertain Future

My wife Dianne and I recently had the privilege and honor of driving the Wills Wing truck across the country from California to Florida for the annual Wills Wing party and demo days at Wallaby Ranch. Present at this gathering was, as usual, a sampling of the wealth of friends and family that we collectively have in our sport. To help pass the time on the road, a close friend had loaned me a book entitled Death by Black Hole. Perhaps as the direct inﬂuence of this reading material, I spent some time thinking about our ongoing concern for the future of hang gliding and paragliding. (For the rest of the article I’ll say “hang” gliding, but I intend it to aﬀectionately mean both sports.) In

the black hole book is a description of the theoretical singularity where everything is shrunk to zero size. Could this be the future of hang gliding? Surely with all the energy we have in our flying population we will not just evaporate or collapse into oblivion. Just say it ain’t so! I have faith. I truly believe that we have within our group the resources to forge a long-lasting stand. We have spent the last three decades creating equipment and training methods. Not to take away from these efforts, but I propose that we must now direct our attention to the biggest hurdle of all: securing flying sites. In some places where population has already encroached we have already seen this fight taking place, with mixed results. The following is a description of how individual initiative and help from a national foundation combined to give the Andy Jackson Airpark in San Bernardino, California, a more secure future. An Airpark is Born

Let me give a brief history of the site. From the ashes of a city ban on hang gliding in San Bernardino in 1977, came two local heroes – Andy Jackson and

his wife Juanita. They purchased a small tract of land within city limits and, despite the ordinance banning flying, Pine Crest Air Park was established. Within the next 10 years, Andy died of prostate cancer; Juanita persevered and then the State of California descended onto the park to obtain it for expansion of a hydroelectric project. Pilots banded together and, with Juanita’s endorsement, we found ourselves the recipients of a custom-made LZ. The California Department of Water Resources (DWR) spent a lot of money (half a million) providing a place for us that, as it turns out, is better than our original LZ. Lobbying a government agency is like pushing a freight train. When it’s not moving or is going the wrong direction it is very tough to change. But if it’s going the direction you like, eventually you reach your goal. All you need is patience. The lobbying effort to get this LZ took nearly five years and could be the basis of entire book all in itself. The Plot Thickens

Fast-forward 12 years to 2005. The

The training hill under construction

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land under our approach apron in the prevailing wind is owned by a couple of diﬀerent landowners. One part is in what we suddenly discover is a proposed housing development, and the other is a single-house tract, which has had this one house on it since the creation of the LZ. Like a double sonic boom, in a short period of time we are told of the impending housing development and also that the single-house tract is up for sale. The developer has a bid in on this singlehouse tract, to add to his development. Two local pilots, Owen Morse and Len Szafaryn, purchase the single-house tract to prevent the developer from holding all the cards. One of the toughest decisions I have had to make is whether or not to rally up a war against the developer. Such a war would likely lead to a second war against the DWR, which would risk a complete reversal of the DWR’s decision to provide us a replacement LZ. When you blow up a balloon and tie it oﬀ, you never know if another breath could have been pushed into it without bursting the balloon. As much as I believe we are secure to keep what the DWR made for us in

Ken Westfall launching from the training hill

1993, I am not so sure about starting the whole process up to have the DWR take on substantial additional expense on our behalf. That freight train has long since stopped moving. The alternative to war would be to negotiate an agreement with the developer, keeping the lawyers and DWR out of the

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mix-up. As we got down to details, it appeared that the developer was willing to sacriﬁce eight premium lots, which he would count as part of his “open space” requirement. From this we would get a

Heading up for another ﬂight

base and final approach over open area. We in turn would be losing the open space under our downwind leg. Since a modified figure-8 approach could allow safe landings, I opted to make the concessions. Details of these negotiations also allowed us to obtain a non-exclusive easement on a southwest-facing training slope under the final approach and for the LZ to be provided with stub outs for full utilities, namely water, gas and sewer. For Better or Worse

The new training hill is partly on the single-house lot, so it is only of value if that property remains secured. Now, Owen and Len are not unintelligent chaps to say the least, so it was with huge heart, more than head, that they generously purchased this part of our approach. They are losing about $1500 a month, which is the diﬀerence between their cost and the rental income. I asked Len what their intent was.

We would offer $500 a month to the ranch for access and water, leaving Len and Owen each about $500 a month in losses. Improvements were focused upon. We now had the opportunity to physically combine the original LZ acreage into the many acres of the newly acquired approach apron. We could open up the new training slope. And there was a natural shape to the ranch that allowed a second training hill, this one facing south. Perhaps most important of They would like some assistance with the all was the presence of year-round spring losses and to see that the property would water. There is enough water to likely improve the flying site. Their land is offi- allow watering the entire LZ. Wow! But cially named the “Cross-Country Ranch.” we needed a way to inexpensively do all Len said they would give it three years these projects. We needed a landscape and if what they saw was status quo, they tractor. Renting would be prohibitive. The next step in the “ long story” – the tale would probably sell the property and let the new owner (whoever that may of how CSS and Gracie-the-tractor accombe) build what they would on it. There plished the seeming impossible – can be found is the potential and probability that this on the CSS Web site, www.crestlinesoaring property, if developed, would severely .org. The shortened version (edited to fit into limit the types of approaches available, this magazine) continues here. resulting in the LZ becoming only suitable for paragliders and low-performance Enter the Foundation for Free Flight If you are lucky enough to be obsessed hang gliders. So “status quo” is not an option with (or is it “unlucky” enough?) with your a future. We would either see improve- local flying site and you decide you want ments or a potentially huge negative to give back to hang gliding, then you impact on the site. The tough got going. will no doubt find obvious local vehicles We considered raising the $530,000 to through which to direct your assistance. buy the ranch from Owen and Len. Our If, however, you are among the majority first estimate only showed an ability to of pilots who have many flying sites that raise a bit under $200,000. So the next you frequent and your embrace is with option was chosen by our membership: the sport as a whole, then please consider

Folding up in the LZ

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The huge landing ﬁeld is a great place to practice kiting.

helping through donations to the Foundation for Free Flight. The trustees of this 501(c)(3) organization are perhaps the most respected and trusted members of our flying community. Their goal is to help secure the future of flying in all parts of our country. I direct you to visit their Web site at http://www .ushgf.org. (See also Mark Forbes’s sidebar to this article.) The Foundation generously provided 50% of the funds for the CSS to purchase its tractor. Their $9000 went a long way toward making our site improvements possible. I don’t plug the Foundation simply because they helped us out. Instead I am using their donation to CSS as an example of how the Foundation is there to help all of our flying sites. Where There’s a Will There’s a Way

Please excuse the low-budget pun – the message is intended to be made with high-budget clarity. I prefer the old expression, “charity begins at home.” Take care of yourself and your spouse and children. After that, please consider the sport of hang gliding as part of your extended family. A vehicle available for you to accomplish this is the “revocable living trust.” A Google of this will provide plenty of information. Consider Becoming a 501(c)(3)

One of the other key initiatives we undertook was to become recognized as a tax-exempt charity under section 501(c)(3) of the federal tax code. This exercise started with several strikes against it and required almost two years of effort, and the support of every club member. Much of the task involved correcting or completing well-intentioned efforts from the past, and a new organization starting from scratch would find the process much simpler. Having persevered, the CSS has proper standing at both the state and federal levels. Our club does not pay taxes to either government, and best of all, it can accept donations and provide charitable donation receipts for goods, services and cash received to further our mission. Being Worthy

Working to save a flying site is something that begins with the local flying population. You should not expect that waving a flag to draw attention to your need will bring help running. You need to show initiative and begin the process yourself. Large groups are much more likely to provide assistance if the local flying population is showing that they are willing to take direct action with personal risk and sacrifice.

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Looking Forward

The future is never fully secure, but Andy Jackson Airpark is thriving and improving. We have a working agreement with the developers to our east, tremendous support from the pilots owning the property to the north, and the loader procured with support from the Foundation for Free Flight. Improvements are already showing results with a new training hill in place, an expanded landing area, and new grass ﬁlling in, fed by an expanded irrigation system. The pilots are busy installing a new on-site storage locker for their wings. The ﬁrst 30 years of hang gliding have seen exciting improvements in our sport; we look forward to enjoying the next 30 years of hang gliding improvements over the skies of Andy Jackson Airpark.

You want to buy a WHAT? Or, How Your Contributions Allowed the Foundation to Support the Crestline Tractor Project By Mark Forbes, trustee, Foundation for Free Flight, http://www.ushg f.org/

When the Crestline Soaring Society ﬁrst approached the Foundation for a grant to fund the tractor purchase, we had to give it some serious thought. Was this really a “site preservation” project? As we learned more about it, we decided that it certainly was, and in fact it was a smart move by the club to accomplish their long-term goals for the site at minimum cost. With strong support from local pilots who made

Gene Embree driving Gracie

generous donations to the project, the Foundation put up $9000 in sitepreservation grant money to match their contributions, and made “Gracie” a reality. The vision and dedication of Rob, Dianne, Owen, Len and all the Crestline pilots give us a great example of how a site can be saved and enhanced by working together. On a larger scale, the Foundation provides pilots throughout the country a way to work together, and even save some money on their taxes. The Foundation for Free Flight (new name for the U.S. Hang Gliding Foundation) is a 501(c)(3) registered charity, and contributions are taxdeductible under the IRS rules. What this means to you is that every dollar you donate really only costs you about 65 cents, depending on your tax bracket. You can specify what your donation should support if you choose to, or you can direct it to the general fund, which is used to support all three of

the Foundation’s core purposes: site preservation, safety and education, and competition. With contributions from pilots just like you, the Foundation has helped fund worthy projects that preserve sites like the Andy Jackson Airpark, Point of the Mountain and Henson’s Gap. Your contributions help out the competition teams with part of their entry fees for World Championship meets, and fund efforts to develop and promote new training methods like scooter towing. It all starts with pilot contributions, though, and your support is essential to our collective success. The bulk of the Foundation’s donations and grants go toward site preservation projects. As development continues to consume open space, our flying sites become ever more expensive and harder to keep open. Many of our favorite sites are just one sale away from becoming tract houses or shopping malls. As land prices increase, it becomes harder for landowners to resist the big payoff of a sale, rather than keeping the land open for pasture, wildlife habitat or fliers like us. We must act now, while we can still afford it, to preserve these precious sites through purchases, longterm leases or easements. Your donations to the Foundation make this possible. Like the pilots at Crestline, we need to be thinking ahead and planning now for the future. By the time the “For Sale” signs go up, it’s usually too late to do more than cry as yet another site is covered with buildings. Your taxdeductible donations today will help to insure our ability to fly free for years into the future.

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The Riggins Resurrection Fun Fly Article and photos by John Bilsky and Mark Hollon

Getting a Whitebird view in early March, 2007

The white piece of paper neatly tucked behind the windshield wiper of my ’93 Jeep Cherokee with the three hang gliders on top quickly caught my attention. I was parked off road but from 20 yards away it looked like a parking ticket. Oh great! Just what I need 2500 miles from home. That idea passed quickly as soon as I realized it was a note. I began to read: “Hello! My name is Mark Hollon. I’m a local HG pilot. What-R-you guys up to?? I don’t meet many glider pilots at Riggins… call me at 628-3500 if you wish. Mark” I had been in Riggins for less than 24 hours and it was about to impact my life. There were no “you guys” just yet. The only reason I had three gliders on the roof was that in a week I was going down to Salt Lake City to meet three friends (two pilots + one driver). We were starting our summer vacation there and intended to fly Dinosaur, the Tram at Jackson Hole and any other place we could find including Tiki Mashy’s aerotow operation. Mark’s note would prove to be the start of something very interesting. A quick phone call and a short drive put us together. Mark is a 43-year-old hardworking businessman raising a 16-year-old daughter, Makaila, and a 13-year-old son,

Cade. By his own admission he has the most gorgeous bride a man could wish for. For 10 years, family has been his focus and his trusty UP Comet was dormant, occasionally calling out to him to go fly. But Mark is an “airhead” at heart and his beautiful wife Michelle supports his soaring dreams. Back in the early days they actually flew tandem together and the memories are still fondly locked in their consciousness. It had come as no surprise to Michelle when Mark renewed his USHPA membership. After contacting his mentor and being told that his Comet is tried and proven, he began to accumulate some hours. Naturally flying alone isn’t as much fun but he didn’t have many other choices. Realizing that he was living in a yet-to-be-discovered hang gliding mecca, Mark’s thoughts soon began to revolve around firing up the old Labor Day Fly-In. This is where I came into the pic-

Mark and Michelle, Lewiston, Idaho, 1989

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ture. I’m a H-4 advanced instructor and tandem instructor as well as a 54-year-old single soon-to-retire high school science teacher. Mark and I hit it off immediately and within a day we were flying off the Lucile launch. As soon as Mark told me some of the history of hang gliding in Riggins and his dream of bringing back the Fun Fly, I told him that I would help. I’ve been the president of the Southern New York Hang Glider Paraglider Association for three years now, so I am a little familiar with hosting such an event (even though Paul Voight, our treasurer, has always done the VAST majority of the work putting our Fun Fly together.) I may be impeached for not attending our SNYHGPA Labor Day event this year but no one else wants the job so I’m probably safe. So this is IT – here’s the story! A long, long time ago, in a state not especially known for its hang gliding fame, there was an annual fun fly in Riggins, Idaho. To Mark’s best recollection, the last known event was in 1985 and it brought close to 30 or 40 gliders into those friendly skies. It is time to resurrect that event, and that time is this Labor Day Weekend. The event will run from Friday, August 31 to Monday, September 2, 2007.

No doubt by this time, average readers are asking themselves a litany of questions. “Where the (universal word) is Riggins, Idaho? Never heard of the place.” Or maybe, “There are flying sites in Idaho besides King Mountain and Tiki’s towing operation Cowboy Up? Since when?” You may even be a fun-fly addict willing to go anywhere, but still harboring the ever-present question: “What’s there to do there if the air runs out and I can’t fly?” Or even: “Was I flying in 1985?” Well, folks, we have the answers for you right here, so sit back, relax and become informed. The more you know the more fun you’ll have. Read on. When you’re finished reading there will be a test, so pay attention.

Riggins, Idaho, is one of the easiest places to find in the USA. It’s so easy that you don’t even need a GPS. Imagine that! A simple paper map of the state will do. According to the Riggins Chamber of Commerce Web site, http://www .rigginsidaho.com/, the little town of 410 people lies on US Highway 95, and sits at the confluence of the Salmon and Little Salmon Rivers in west-central Idaho. Since Rt. 95 is the only highway on the left side of the state for a long distance, a child of 12 could find it. Presumably the reader is older than 12 and should have no problem, but some may consider using their own child or renting the neighbor’s kid as back up. The actual community population is closer to 1500 and a large tourism base helps explain how a town of “410” can have three excellent bars, twice as many

churches, several restaurants and motels including a Best Western, and numerous successful businesses geared toward guiding and outfitting you on famous rivers and spectacular mountains. That should answer your first question. King Mountain may be famous and be holding the King Mountain Championships again this year and also have a faithful following of pilots but Moore, Idaho, just can’t boast of having more foot-launch sites than pilots like Riggins can. And simply because Tiki can tow you into the sky in 360°, that’s still only ONE place. (Sorry Tiki… but I still love you!) Riggins, on the other hand, with its huge pilot base, still has more flying sites than people to fly them. The following sites immediately come to mind: Whitebird, Lucile, Graves Point, Movie Screen and Seven Devils

The thriving metropolis of Riggins, Idaho

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Mountains. And there are probably another half a dozen or so more that for now will remain nameless. For the truly intrepid, just about all the ridges in the area are launchable, with suﬃcient LZs to keep the pucker factor to a minimum. The town of Riggins itself has no fewer than three places to land, including an old airstrip that has zero airplanes. (Riggins also has a few great watering holes and restaurants to boot. But you should already know this.) This LZ tally doesn’t include a couple of spots that could be used as bailout areas “just in case.” In aggregate, the launches face practically every direction on the compass, a perfect wind rose. Geologically speaking, the place has been there for millions of years (give or take a few days), but it went into stealth mode a few decades ago for reasons unknown. That is about to change

and you can become part of it. Let’s take a look at what the fun fly was typically like back in the days when flying was done on gliders like Ravens, Ducks, Harriers, UP Comets, and Sensor 510A’s. There was no such thing as a topless and the Viagra wings were unheard of. On Friday, everyone would assemble and make the 25-minute drive to Whitebird and fly the ridge there. Some folks would top land on the huge open flats when they got their fill of air and others would opt to land out. Whitebird is the most forgiving site in the Riggins area and one of the best all around. Any place you can top land has to be good. If the wind was from the wrong direction for Whitebird, pilots would launch from Graves Point facing west into the Hells Canyon of the Snake River. Labor Day Saturday, pilots would

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launch one big gaggle in the early afternoon and soar several hours over the Riggins area. The typical “bomb drop” would be bags of candy at the city park now populated with all those rented 12year-olds. Landing would be at the airport across the river. Winning the spot landings, duration and other such events was a big deal because the pilot received prizes donated by the local businesses (think watering holes and T-bone steaks). Then on the last day (Sunday) the gang would head to the Seven Devils Mountains and launch from about 7600’ MSL to ﬂy back to Riggins (1800’ MSL), a distance of about seven miles. It’s almost a sled ride – a long dogger, a glide to goal, but a couple of bumps would make it easy. With there being plenty of alternate landing choices en route, it makes for a great ﬂight. Once Riggins

was within glide, pilots had the option of landing at the upper football field, which is wide open (no goal posts or wires), or across the river at the aforementioned airfield. The options are still there. Oh yeah, THIS was a real fun-fly! Now for the third question: What would I do in Riggins if the air runs out and I can’t fly? Since this question implies that you are in touch with your inner wuffo, it will be easy for you to blend in with the locals. Bring your toys, gals and guys, because the outdoor recreation opportunities are limited only by your imagination. There are day float trips on the Salmon River for starters. Hook up

Photo: Frank Mignerey

Mark launching from Whitebird last March

Graves Point Lookout

with an outﬁtter or get some guidance from a local and do it yourself. Mountain biking and road biking are for real, and the hiking trails are more than you could walk in a month. You could even pan for gold in the Salmon River. The 2007 Labor Day festivities will kick oﬀ at noon on Monday, September 3, with an assortment of fun things to do for the kids at the park. This eventually

evolves into grown-up activities which include a horseshoe tournament, a local celebrity dunk tank, a BEER garden and much more, winding down with a pig-roast dinner/spaghetti feed at 6 p.m. Then it’s time for the live music and dancing the night away. In short, it’s the way life should be. Relaxed. Unfettered. And fun! This all beneﬁts the Riggins Salmon River Dive and Rescue Team, a volunteer

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

we were kidding? Quit your whining and deal with it. It’s only a test, not a true emergency. TRUE or FALSE:

1. 2.

Riggins, Idaho, is easy to find. Cowboy Up and King Mountain are not the only flying sites in Idaho. 3. Riggins has more flying sites than pilots. 4. The Labor Day festivities benefit a great organization. 5. The Riggins Resurrection Fun Fly is going to be a blast and is open to both hang gliders and paragliders. For the answers to the questions and more information, contact the entire hang glider pilot base in Riggins. He happens to be Mark Hollon and can be reached at marknmiss@ Mark on the Lucille launch frontiernet.net. You can also contact his friend John Bilsky in squad of dedicated men and women who may risk their lives for Orson, Pennsylvania, who will definitely be at the Resurrection others when the need arises. possibly awaiting impeachment. John can be reached at Finally, let’s move on to answer to that last nagging question udaleaf@nep.net. about your where-abouts in 1985. Here’s a hint. If your curRiggins loves glider pilots of all sorts and will treat you like rent girlfriend is now 34 years old, she may have been running the Sky Gods and Goddesses that you are. On the Labor Day around in the park in Riggins with her curly red hair trailing in weekend 2007 we will be soaring the skies above “the narrowthe wind and her blue eyes turned skyward anxiously waiting est little town in the country.” Come and join us. for one of those crazy guys in their crazy aircraft to drop a bag of goodies for her. You may have been the kid she shared her candy with … but I doubt it. So, as promised here’s the test at the end. What? You thought

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

Paragliding Accident Report

By Alex Colby, staﬀ writer

flights in the morning, after which overdevelopment and increased winds caused by passing thunderstorms put the clinic on hold during the early afternoon. After a couple of hours, the winds backed off to a light level again, and over the next couple of hours the cloud development broke up in the immediate vicinity of the clinic. A pilot was launched to test the winds aloft and the conditions were determined to be safe. Another pilot was then towed up, and landed safely back at launch. After pre-flights and radio checks, two pilots were subsequently launched within about five minutes of each other. Shortly thereafter, the two-meter radio frequency being used by clinic participants became jammed, presumably by a keyed microphone; this foiled all attempts at communication from that point onward with the pilots in the air. It is not known how much, if any, of subsequent conversations was understood by the victim, who released from tow but did not respond to the instructor’s coaching. The pilot wandered left and right, made some circles, and finally tried big ears followed by speed bar. Around the same A P-2 pilot died this spring while time, participants on the ground noted a participating in a safety and maneu- sudden increase in the surface winds to vers (SIV) clinic at a high-plains site what most reporters estimated to be 20in the foothills of the central Rocky 25 mph, or possibly higher. After making no forward progress, the Mountains. The pilot had been signed off for one week, and had logged 48 flights first pilot finally turned downwind, posand less than 10 hours of total airtime. sibly in an attempt to gain clearance from The clinic was conducted by two instruc- the downwind edge of the water, which tors performing consecutive payout tow was bordered by a dam that could prolaunches by boat over a reservoir with duce rotor turbulence because of the low water level. While the second remaining a dam. On the second day of the clinic, most airborne pilot was successfully talked participants were towed up for successful down behind a different area of the dam (via FRS radio), the first pilot flew downwind past the dam and out of sight of the instructor. Three participants gave chase by car from the launch area, but soon lost sight of the pilot. They drove around searching without any luck, before finally following EMS vehicles to the scene of the accident. The pilot was located a mile downwind of the dam at the base of a power-line tower, On tow, location unknown

Gabriel Jebb assisting a pilot with his ﬁrst tow during a 2006 clinic in Oregon

the lone obstacle in front of a wide-open area. Emergency personnel had been called by witnesses at a nearby picnic. The picnickers reported seeing the pilot fly overhead fast and out of sight followed by a loud explosive sound. It appears that the pilot never turned back into the wind, and impacted the lines or the poles, or both, at a high downwind speed, finally falling 30 feet to the ground. EMS personnel were unable to revive the pilot, and the coroner determined the cause of death to be blunt-force trauma. Most of the lines on the glider were found to be completely severed upon later inspection. Both instructors and three participants submitted very detailed reports outlining the preceding series of events. We also have news reports and weather observations from skydivers at a nearby airport. All the reports cited numerous factors that contributed to the tragic outcome, and posed questions for both instructors and regular pilots to consider. Some of our questions cannot be answered. Why did the pilot fly

Boat towing in Oregon during a 2006 clinic

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

Photo: Josh Morell

Photo: Bo Criss

I have been asked to take over as paragliding accident report columnist from Jon Goldberg-Hiller, who has ably served in that role for the last three years. I hope I can do justice to his legacy of insightful analysis over the years. Thanks to everyone who takes the trouble to file accident reports – while I am confident that I could pack each column with the variety of highly educational incidents we see at my home sites, including many of my own mishaps and close calls, I appreciate the chance to share your report submissions and your lessons learned from around the country. Please keep those reports coming, and let’s continue to use them as starting points for our discussions of safety. You can file a report online at ushpa.aero/emailacc.asp. I received many excellent reports in this last two-month period, and all of them hold important lessons that bear discussion. But I will have to save most of them for a later column, since in this period we have also seen two fatalities and a tandem accident that demand our serious attention.

Photo: Josh Morell

The photos accompanying this text are stock photos taken from the USHPA archive and are not associated with the accidents reported in the article.

a mile downwind without turning back into the wind? Why did the pilot collide with the most obvious and most dangerous obstacle? We can speculate that the inexperience of the pilot was a significant contributing factor. Reporters noted that the pilot had some experience flying airplanes and hang gliders, which we might count as additional helpful airtime and experience, but both of those aircraft have vastly different performance characteristics and the pilot didn’t have enough time paragliding to gain a solid appreciation of the difference. Managing an emergency landing over unknown terrain in a sudden gust front would be a challenge for most new novice pilots. Another likely challenge for any pilot would be navigating terrain and obstacles, and estimating glide, while barreling downwind with a 45-mph groundspeed. Object fixation could have been a factor here as well, as the pilot approached the power poles. We will all face unexpected increases in wind strength while airborne. One instructor submitted some important points to keep in mind in such cases: “When dealing with wind, it isn’t always best to get down quickly; sometimes if a pilot is patient, he or she will find that conditions change for the better. Also, when pilots are towing to more than 2500 feet, they need to be open to the idea that they might find varying levels of wind, and they may need to land somewhere other than the designated landing zone. In this case, it would have been better to turn, in favor of an alternate landing zone, much earlier, with more altitude. Big ears make us go slower, and using them can seem like a good idea, but they may actually force us to miss our landing zones when dealing with wind. Being able to maintain an into-the-wind heading consistently throughout a flight is an important skill – in many situations, a bit of wandering can make a pilot blow back or miss a landing zone. At some point, a pilot might need to cut his/her losses and set up to make an emergency landing in a tree, in some water (if wearing a PFD) or in a lessthan-ideal landing zone.” The immediate crisis was precipitated by an unexpected gust front. Most reports cited a need for improved weather judgment and analysis. “We underestimated the power of the developing storms in the distance. Our previous experience with storms dissipating in the late afternoon to early evening at the reservoir had lulled us into a false sense of security.” As one report suggested, there are multiple airports and weather stations in the vicinity that provide real-time surface weather information. One airport 20 miles upwind in the traditional venturi corridor from the mountains provides real-time updates from an AWOS service available by phone – periodic calls to the automated number, perhaps before each tow-up, could provide a valuable warning of approaching gust fronts. We all know it’s unrealistic to wait for perfect weather during any scheduled event – we’d never have any clinics or competitions or fly-ins if we were that picky. But we should at least admit that when we compromise on the weather we are undertaking increased risks. What about the radio failure? Radios are excellent communication tools for pilots, but they are far from reliable. And this unreliability is compounded when push-to-talk systems are in use, due to the chance of imperfect cable connections. When radios fail us on a normal flight we are disappointed, but it is August 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

A P-2 pilot died this spring in an unwitnessed late-day accident at a site in the northwestern Rocky Mountains.

He had been flying earlier in the day and had called his wife to check in shortly before his last flight of the day. A local instructor speculates: “From where we found the pilot, [it appears] he tried to launch, started to fly, and had some sort of collapse that swung him into the hill hard. His helmet was found down the slope with a broken chin strap. He was found a couple hundred feet below launch.” The instructor describes the winds as generally light all day, with the exception of a strong wind in a direction that would have been cross at launch, that was reported by several people in town around the time of the accident, lasting for 10-15 minutes. The pilot had logged about 50 flights and 10 hours of airtime; he had flown the site a dozen or so times before the accident. The instructor told the local newspaper that the pilot was conservative and made good decisions, and that the conditions that day were ideal for flying. Our information about this accident

is extremely limited, since there were no witnesses and no other pilots involved. As suggested, it’s possible that a brief increase in wind from a cross direction at launch contributed to the accident, producing mechanical turbulence from upwind obstructions at just the wrong moment. But we are primarily left with unanswerable questions. The instructor who reported the accident suggested the possibility of lines tangled at launch. The fact that this flight took place 40 minutes before sunset could have made it difficult to spot any potential problems with the lines. The best recommendation I can make for newer pilots is to fly with other people whenever possible. Flying alone can offer its own special joys and dangers, but it is an indulgence more suitable for seasoned pilots. Having a flying buddy around who can help judge conditions and assist with our pre-flight checks can dramatically increase our odds for safe flying, especially while we’re new and still gaining experience. And if a serious accident happens, having another pilot on hand to summon assistance during the golden hour can improve the chances of a positive outcome. We might all take a moment to consider how we might prepare for an accident that befalls a flying partner, from CPR courses and first-aid kits to working cell phones and emergency contact numbers. A T-1 pilot and his tandem participant were injured in a crash at a southwestern site this spring in the afternoon, as the wing rotated into the side of the ridge after a collapse and partial recovery. A pilot located at

the LZ witnessed the accident and filed a detailed report. The report described the site as switchy, meaning that thermals flow up the ridge from a variety of directions. After a good launch, the pilot worked patchy lift to sustain the flight for 5 to 10 minutes, until arriving at a deep gully that is known to be shadowed by cycles originating from the southwest. The gully also generates the house thermal. The wing suffered a 50-60% collapse as they worked the lift just above the gully; after losing some altitude the

A tandem pilot and participant preparing to launch during the 2006 Starthistle ﬂy-in

wing began to recover, but made just a half-rotation before the pilot and student impacted the hillside. Pilots called emergency services and rushed up the hill to help. They found the pilot-in-command unconscious, with head injuries that included at least 200 facial fractures, while the participant suffered lower back, foot and ankle injuries. Emergency services took at least 30 minutes to reach them and over two hours to stabilize them, before they could be evacuated by helicopter to the hospital. Both are expected to make a full recovery. For pilots of all persuasions, this accident reminds us of the importance of maintaining clearance from the terrain while thermaling, especially at a site with strong and switchy conditions. Most pilots will find that scratching low for lift in a leeside gully is not a habit that will promote their longevity and health. But for tandem pilots, this accident holds special significance: Tandem flights with “student” participants demand our strictest protocols. These participants are the ambassadors between the flying and the non-flying populations, and they deserve our very best efforts to provide diplomatic immunity from any incidents. While T-1-rated pilots are still learning their trade they are required to follow all tandem protocols, and are expected to be particularly attentive to allowing an extra margin for safe recovery from any incidents.

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

Photo: Josh Morell

rarely a disaster. But when a low-airtime student needs instruction and can’t get it, it becomes a more urgent matter. There are ways to increase the odds of good communication. Equipping a student with two radios, on two separate frequencies, leaves instructors with an excellent backup option. Radios affixed to students’ helmets are a better option for clinic environments than push-to-talk systems with their numerous cables. And finally, as one instructor noted, pilots need to be briefed and fully prepared to fly without radio instruction in the event of any technical problems. We are always trying to increase our advantage in the ratio between risk and reward when we make flying decisions – we realize we will inevitably have to allow some slight amount of risk in order to reap the potential rewards in our sport. Taking an SIV clinic in the first place might be an example of a small investment of risk for a large payoff in increased confidence and skills. But let’s also remember to continue to improve our weather information, our communications, and our emergency plans.

Some Thoughts on Landing Hang Gliders

Article and artwork by Peter Gray Hard to land?

Based on numerous intermediate to advanced pilots who ask for advice about their ﬂying, problems related to landing seem to outnumber all other issues combined. A common perception of hang gliding on the part of close observers (paraglider pilots) is, “It sure looks like fun, but…they’re so hard to land.” To some extent this should be no surprise.

Landing probably always will be the most demanding phase of each ﬂight, and this is compounded by the fact that once we go beyond the bunny hill, we spend such a small fraction of our airtime in the landing phase. After many years of observation, I’ve concluded that most landing problems stem from a few basic errors, and that a modest amount of practice can

Figure 1: Sketch of example crosswind landings in a 10-mph wind

Figure 2: Graph of groundspeed as a function of track angle, with 20-mph airspeed and winds of 5, 10, and 15 mph. A 0º ground track indicates heading directly upwind; 90º is perpendicular to the wind. August 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

make the experience a lot more successful and enjoyable. Landing a hang glider consistently is not as diﬃcult as it might appear. Ignore That Windsock!

Well, not really. But, despite what we were taught from day one of lessons, landing straight into the wind is not always the best idea. The obvious reason for landing upwind is to minimize groundspeed at touchdown, but the benefit of landing exactly into the wind is not worth a lot of effort, attention, or compromise on other aspects of safety. All too often, pilots on approach watch the windsock so intently that they pay too little attention to airspeed, slope, obstacles, and traffic. Or they become flustered by minor changes in wind direction and cannot relax enough to fly the glider to an accurate, gentle landing. Figure 1 shows a few examples of crosswind landings in a 10-mph breeze, with simple vector addition: air velocity + wind velocity = ground velocity. The data plotted on the graph in Figure 2 are from the same vector addition applied to a range of crosswind angles, which should give some perspective on the effects of crosswind on ground velocity. The graph assumes a landing speed of 20 mph (32 kph), and wind speeds of 5, 10, and 15 mph (in winds of 20 mph or more, our final glide is so steep that landing crosswind is rarely an issue). The angle range on the X-axis represents ground track relative to the wind, and the scale ends arbitrarily at about the crosswind angle that results in a 20-mph groundspeed, as in a no-wind landing (and usually if the crosswind track exceeds 90º, one could approach from the opposite direction). Crab angle is the number of degrees between the direction the glider’s nose is pointing and its ground track. For simplicity we can visualize a north wind and a final approach between north and east, so that angles on the graph correspond to compass directions. The Y-axis indicates both miles per hour and angle in degrees. Note that landing crosswind costs us very little in terms of higher groundspeed. At all three wind velocities, landing 45º cross increases landing speed by less than two miles per hour compared to landing

Groundspeed vs. Crosswind Angle with Airspeed = 20 mph Windspeed

Groundspeed Crosswind Track Glider Heading

Drift angle

15.51

16.15

17.03

19.36

Fear of Flying (upright)

20.07

10.7

11.64

13.03

17.32

20.1

105

Many pilots run into minor trouble, or sometimes worse, because they’re distracted by the dreaded transition from prone to upright – typically during the last few seconds of flight. Although some pilots can pull that off beautifully, this is a time when one’s attention should be on flying the wing, not on changing position. The landing approach is also when we should be flying considerably faster than trim, especially in strong conditions. With pitch-down pressure on the control bar, switching hand positions can lead to unnecessary entertainment for spectators. Pilots typically deal with going upright in one of three ways. Some slow down to trim, which briefly reduces their safety margin above stall. Others continue flying fast, and move one hand and then the other to the uprights, which tends to put the glider in a turn, particularly when the bar gets away from them and they spend time grabbing for it. Still others wait until the last second, when they’ve slowed almost to flare speed; a transition at that point can interfere with flare control and timing. There is another option, which I’ve been using for many years, but that I rarely see anyone else use: I go upright early in the approach, when I’m a good distance from the ground and don’t yet need to focus on traffic, obstacles or other distractions. As a side benefit, the extra drag makes the approach steeper, faster, safer, and more accurate. Most of us fly upright for less than five seconds of each flight: one or two during launch and two or three just before landing. Lack of practice, along with fears that flying upright could mean loss of control, seems to be the main reasons that few go upright early. Maybe they think it looks geeky, too, but to me nosing in looks worse. One reason I became comfortable with flying upright was that I did a lot of long-duration flights in the early days when even the best harnesses were uncomfortable…and I couldn’t afford the best. So I had to spend a few minutes flying upright once or twice per hour to relieve shoulder and back pain. The other reason was that I did a lot of tandem flights, at sites where wheel landings weren’t practical, and it’s really a bad idea to transition late in the game when a second person is on board. I recommend at least getting comfortable with flying upright for most of the approach, even if you don’t choose to do it every time. To become comfortable, stand up for a while during earlier parts of the flight. Do some maneuvers, explore the speed range, core a thermal… I’ve done it a lot and have never felt a lack of control. It is impractical to do a bar-to-the-knees dive while upright, but we don’t need that part of the speed range anyway during a normal landing approach.

5.55

6.35

7.71

13.23

19.99

112

Figure 3: Summary table of the effects of crosswind on landing speeds and crab angle.

directly upwind. Even at 90º cross, the wind gives us some reduction in groundspeed compared to no wind, and that benefit goes up as the wind increases. You might be surprised to see that in a 15-mph wind, we can land 22º on the downwind side of 90º cross, and have the same groundspeed as in a no-wind landing. That’s because the wing heading is 72º, so we still get a lot of benefit from an upwind velocity component. These graphs show that within a wide range of angles on both sides of upwind, there is no good reason to compromise on obstacle avoidance, traffic, and slope. The landing speed and accuracy benefits of landing up a gentle slope, for example, are much greater than the benefits of landing within 45º of upwind. This information should also give us the confidence to make our best estimate of the prevailing wind early in the approach, then make a plan and stick to it rather than correcting for every little waft of the sock all the way to the deck. When the wind is light, variable, and hard to predict second by second, it makes little difference which direction we land. In stronger air, final direction still doesn’t matter much as long as we don’t land within 60-70º of straight downwind, and there’s less chance of finding ourselves in that position inadvertently. So why don’t we land crosswind? The main reason is that most of us aren’t comfortable with the idea, so we don’t practice it. That said, a crosswind landing does work better with some technique, but the trick is simple and consists of two parts. First, just before flaring, roll the upwind wing down slightly; a bit more in stronger wind or greater crossing angle. Second, and more important, run in the direction of travel over the ground. This combination will prevent groundlooping and make it easy and natural to come around into the wind after touchdown.

Note that as wind speed increases, the drift for a given crossing angle goes up. But with our castering landing gear, it’s easy to land crosswind on a foot-launch glider, compared to most aircraft. With confidence inspired by the data above, I hope readers will practice crosswind landings at familiar sites before they need to use the technique under pressure in a tight field on an XC flight.

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

Full-Flare Fixation

The dramatic, nose-to-the-sky, no-step landing flare is a technique that everyone of intermediate or higher skill level should know. However, the main situations where this type of flare is useful are: • Spot-landing contests • Downwind landings • Landing in tall brush or other obstacles • Impressing friends and bystanders (?) Otherwise (i.e., most of the time), a full flare adds nothing to the safety or the aesthetic quality of a landing, and in strong or rough conditions it increases the risk of embarrassment, damage, or injury. Also, anxiety about precise flare timing often distracts attention during the entire approach, and it tends to make a light touch on the bar – essential for good flare timing – difficult. In most conditions, landing is easier, safer, and more consistent if we plan to run onto the ground and do a gentle flare. Precise timing is less critical, but if you have trouble judging when to flare, try the following method. During most of the approach, when you should be flying at higher than trim speed (and you’re upright, as suggested above) force yourself to fly with a light touch by holding the downtubes with an open grip, palm on the outside of the tube, fingers curved loosely around the inside. This way you can’t help but feel accurate pitchpressure feedback. Fly fast on final, round out low, and fly level by smoothly reducing pitch-down pressure. Flare within about half a second after the pressure drops to zero. Since most of us trim our wings at about minimum sink speed, this works like a charm on almost any glider. Back to the minimal-flare technique: The key here is to try to run out ahead of the glider as soon as your feet touch the ground. Doing this is not as easy as it sounds, because our instincts tell us to use our legs as brakes, which almost guarantees a nose-in. The faster we run, the less running we need to do. When we accelerate ahead of the glider, the wing can’t help but pitch up, fall behind us, create far more drag than we can overcome, and bring us to an immediate, gentle stop. All proficient pilots should at least be comfortable with a running, low- or no-flare landing.

techniques, and plenty of obnoxious preaching to other pilots about how it should be done, I still occasionally find myself pointlessly trying to divine the exact wind velocity, or overthinking and stressing about my approach. That’s when I’m likely to end up with tunnel vision, an iron grip on the control bar, a sloppy final glide, and an awkward touchdown – not because the LZ or conditions are particularly challenging. One last technique seems to help avoid this syndrome. Rather than perceiving the landing sequence as a rarely-performed task separate from flying, try making the approach into a seamless part of the flight. “There’s the target, now it’s time to fly there, and when I get to the ground, I land. No worry, no big deal.” I wish I could do that every time… Happy landings! Peter Gray is an advanced and tandem instructor, H-5/P-4, who has been flying and thinking about flying for almost 30 years. He and his wife Naomi live, and do most of their flying, in eastern Washington State.

The Final Should be Final

By the time we turn onto final, our assessments and decisions about wind, obstacles, and traffic should be behind us, leaving us to focus on the real jobs at hand: maintaining airspeed, keeping the wing straight and level, and adjusting as necessary to stay on a consistent glide to our target. This doesn’t mean losing situational awareness, and there are exceptions, such as tight, obstacle-strewn emergency outlandings, dust devils or large objects suddenly appearing in the LZ, or encounters with pilots who aren’t paying attention to traffic. But these events are rare, and earlier phases of the flight should be used for avoiding them rather than letting them ambush us at the end. Treating the final as final means that we should make corrections to stay on our planned glide, but not significant changes in direction based on a wind streamer wafting one way or another. Despite years of thinking about and trying these landing August 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

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jump?” That’s at least half the time. So since we’re going to take off, it makes sense to get it right…right? What’s right from this viewpoint? Safe, off and up, in a simple phrase. To elaborate, we should hope every launch gets away cleanly with minimum fuss and no close shaves. That’s the safety factor. In addition, we should strive for launches that result in the best possible chance of getting up – soaring – given the conditions of the day. Certainly the fickle, feckless hand of fate has some small role in this act, but the principle player is the pilot. In this series of articles we propose to present as much information as we can to help pilots master the launch situation. The opinions expressed here are mine, based on several decades of flying and close observation of thousands of launches at hundreds of sites as well as critiquing takeoffs at world meets and continental championships for both hang gliding and paragliding.

Photo: Josh Morell

THE ANSWER, MY FRIEND…

Rat Race 2006, Woodrat Mt., Oregon

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We have often heard the quip: “Takeoﬀs are optional, while landings are mandatory.” Well, probably someone who didn’t understand the true passion of personal ﬂight invented that quote. We are engaged in sports that at certain

times absolutely demand that we take to the air. For example, when the wind is coming in warm and smooth, cumies are broad and abundant, birds and gliders are augering upward and a few wuﬀos of the opposite sex are asking, “When ya gonna

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

…Is blowing in the wind. In fact, before we can really discuss takeoff techniques we must first look briefly at the conditions surrounding takeoff. This is not a weather essay, per se, but unless we understand conditions near launch, we won’t understand how to handle them. To begin, let’s look at wind strength. Each glider/pilot combination has a maximum safe wind strength at launch, mainly based on control and penetration. More experienced pilots should be able to exercise a bit more control than a rank (or even sweet-smelling) beginner, chiefly due to the expert’s feeling and responding to imbalances in the wing much sooner. But even so, there is an upper limit of wind strength beyond which even the most experienced pilot is rolling dice on the playing felt of life. In this case the dice are loaded to come up snake eyes. If a wind is perfectly smooth, it may be possible to take off when it’s blowing up to 50% more than stall speed (as is sometimes practiced at coastal sites). But since the force of the wind increases by the square of the strength, we can easily argue that doubling the wind strength reduces safety to one quarter. Hmmm. It is also important to distinguish the

source of the wind. Generally there are three sources we encounter on takeoff. They can influence the wind individually or in any combination. The sources are: 1. Overall pressure systems. A wind from this source is what is predicted by the weather services. 2. Slope heating effects. This source is the upslope flow or anabatic winds we are so familiar with. 3. Thermals. If a wind is caused by pressure systems only, other than the turbulent effects of obstructions near the ground, it should be fairly smooth, and more importantly, show little variation or cycles. The same can be said for the upslope ef-

Starthistle 2006, Woodrat Mt., Oregon

Photo: Josh Morell

Photo from the USHPA archive

fects. But thermals will usually make the wind strength and direction (which combined is velocity) very variable. We’ll take a close look at thermal effects below. It should be noted that it might be hard to distinguish effect 1 from 2. In fact, the only way to be reasonably sure of what you got is to get a weather report (or launch a helium balloon or RC model, as we often do locally). Here’s an experience I had before I was too experienced: I traveled to Southern California to fly in the 1979 hang gliding nationals. I arrived early on top of Crestline peak near San Bernardino. The wind was coming in at a good clip – 20 to 25 mph – at ten in the morning, so I went into mourning because I concluded the day was blown out. Around 11 a.m. pilots began showing up and putting their gliders together. I watched with great curiosity. Then they took off and I was filled with even more curiosity to note that they were turning circles and barely drifting. That day I learned the difference in flying East and West. The upslope flow due to heat-

ing on the very high and dry California mountain was the cause of all that wind, and there was very little overall wind. I eventually launched and learned to love desert ﬂying. CROSS-CUTTING WIND:

If wind is cross at launch, there are three situations that may straighten it out. The ﬁrst is if the inﬂuential pressure system in the area moves. Pressure systems always move, eventually, but perhaps not soon enough (or in the right direction) to save the day. Another way the wind gets straightened is if the upslope breeze becomes powerful enough to drive the

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ment. Then the wind tends to straighten out (come into launch) and often smooth out with more strength than before (step III). We are now inside the belly of the thermal. As the thermal continues to pass, its back side reaches us and again we will experience the wind get more variable, often whipping back and forth or making an abrupt change (step IV). Finally, we are back in the general wind with its previous velocity. Of course, there can be many variations on this script. The thermal may be moving very slowly or rapidly; it may be a weak thermal or a strong one; it may be fairly circular or elongated along the line THERMAL CYCLES of the wind direction, which greatly exThermals affect our launches because tends the time it takes to pass by launch. they are not static – they pass through, We’ll see below how important it is to bringing a change of wind direction or observe the thermal cycles to ascertain strength or both. Let’s imagine we are the nature of the day’s thermals. standing on launch observing as a therThe final matter to note here is that mal passes through. A typical cycle may sometimes you can detect other thermal start with a steady wind coming straight characteristics besides its effects on the in due to the large-scale wind or anabatic wind. It may be accompanied by sound, flow. As the thermal approaches, it often for example. In areas where the thermals reduces the wind coming into launch are robust, you can often hear them roarsince the thermal draws air into its fur- ing up the slope as they approach. In nace and up its stack. This effect is shown areas where trees abound, it is very easy in Figure 1, step I. Next, we see the wind to see a thermal coming as it rustles the pick up and swirl or whip back and forth leaves and sways the branches in front of a bit as the turbulent thermal border launch. Often thermals bring on a temreaches the launch area (step II). This perature change as they pass. The air may effect can be seen in the changing wind feel warmer in the midst of the thermal, streamers and trees, brush, grass and and cool as it passes. A common experience is to be in a other movable features of the environ-

Mark Cavanaugh running off High Rock, Maryland, assisted by Hugh McElrath and Brian Vant-Hull

Photo: Ralph Sickinger

flow straight in. Most of us have had the experience of launching into a straight-in wind only to find it quite cross away from the hill. The final wind straightener is thermals. Thermals typically tend to move right up the slope of a mountain (up the fall line), so they can straighten the wind after their initial swirling. There are many sites that often require a passing thermal to get off either because of direction or strength. Some well-known examples are Dinosaur in Colorado, Sandia Peak in New Mexico, Sugar Hill by Lakeview, Oregon or Monte Cucco in Italy.

launch situation with light winds and perhaps questionable soaring possibilities. A sudden increase of wind may seem to say, “It’s time to launch.” But often this increase may be faster moving air brought down from aloft. It is only by noting the temperature in comparison with the ambient air that we can tell if it is sink or a passing thermal causing the increase. Launching in sink will result in a fast sled ride in addition to providing a challenging launch if the takeoﬀ-run area is shallow. So it is quite important to take into consideration the feeling of temperature, especially in areas where the upper winds are generally higher than those on the ground (in the eastern U.S., for example). CYCLE PSYCH-OUT

To reinforce an important impression, note that it is thermals that cause the noticeable changes in wind in the course of minutes. They also are accompanied by turbulence as they swirl past, so we’ll look at them closely with an idea to ﬁgure out the what and when of safe conditions. In all this discussion we will consider the typical case, but the reader should be aware that there are many possible variations – the winds are not as predictable as, say, a woman! The ﬁrst thing to do when you arrive at launch and check out conditions is to start observing the variations. Both August 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

Photo: Josh Morell

strength changes and direction changes are important. Whether you are preparing your glider or standing in the launch lane, listen for and feel the wind’s changes. Try to detect three things: how much the strength changes (what is the peak wind and what is the weakest value), how long the cycles last and how abrupt are the changes. Concerning the strength, you should be aware that thermals altering the wind will sometimes create peak velocities greater than you would normally fly at the particular site. Often this is OK as long as the cycles don’t last for more than a few minutes and the wind backs down to a reasonable strength after the thermal has passed. At any rate, note the highs and lows and also be conscious of any general trends. Many times we arrive at launch to perfect conditions only to find that the wind gets too strong as thermals mix the higher winds aloft down to our level. Of course, sometimes the opposite effect occurs (or it dies out to become unsoarable). Note that this strength change may be very slight in stronger winds or with weak thermals passing through. On the other hand if the wind is very light, the change in strength may be quite noticeable. The length of the cycles (how long they last) has two aspects: the timing between thermals and how long the thermal winds blow at the launch point. On days when it takes, say, a half hour between thermal cycles at launch, it may be difficult to stay aloft without ridge lift, but on the other hand, sometimes the thermals are not coming into launch very well but track up the slope more frequently elsewhere. Once you know how long it is between

thermals, it may help you plan your launch a bit. If thermals are frequent it isn’t so important to grab the very next one, but if there is a long time between thermals it is best to be ready and in launch position to avoid missing the train. If thermals are a rare occurrence on a particular day, it will be the prepared pilot who gets the ride. Then there’s the problem of launch potato accusations… If the thermal wind blows for more than a couple of minutes, then it should be easy to get off the hill provided it isn’t too strong. I am reminded of a recent flight in a competition in Italy. The wind was essentially nil, or even from the back, but thermals pushing through launch made takeoffs easy in groups. There would be no wind on the shallow launch, then slowly the streamer would start fluttering, turn sideways for a bit, then straighten to provide about a 10-mph breeze. Ten to twenty pilots would launch in a cycle until it quit, then we waited about five minutes for the next ticket out. It went like clockwork. If thermals are very shortlived, it may be impossible to get off in their midst and you may have to launch before they arrive and catch them in the air. It is necessary to be able to see them coming by the signs we mentioned previously in order to employ this trick. The final matter we’ll consider this month is the abruptness of the wind’s change brought about by thermal cycles. Perhaps most thermal pilots recognize the great variety of thermal characteristics including how ragged the edges are on some, and how smooth on others. These differences in thermal nature will carry over to the thermals’ effect on launch winds. A thermal that is rough on the edges in the air will really stir the winds at takeoff as it passes. An abrupt thermal in the air will be an abrupt thermal on the ground in most cases. This abruptness should be understood with a word of caution. It may be necessary to hold on to gliders carefully, even when the wind is very light, if abrupt thermals are coming

through. I can remember countless ﬂying days in the U.S. West when such a scenario was the case. Another word of caution is to be aware that an abrupt beginning of the thermal usually means an abrupt ending. This eﬀect has implications for performance as well as safety as we shall see next month. For now, be careful to launch well away from either the beginning or ending of a thermal. SUMMARY

Our brief survey of the launch cycle situation assumes the thermal cycles are regular. Most often they are, at least within the period of a couple hours. Of course, heating changes brought about by sun-angle progress or cloud buildup will alter thermal production and thus the cycles at launch. But in the course of arriving at launch, unloading and preparing a glider for flight, it is surprising how often conditions and cycles are regular and reliable. Observe them and use them. The breeze we feel at launch comes from three sources: the general wind, anabatic flow and thermals. By far, thermals cause the most changes we feel as cycles. It is important to check the thermal cycles for strength changes and direction changes as well as length of the cycles. Thermal characteristics to consider are: how abrupt, how strong the max, how much swirling. Remember, safety goes down as the max strength goes up, the abruptness goes up or the cycles get shorter. Also, be aware that in crossing conditions changes can occur suddenly, so extra caution is required, even when the wind cycles perfectly into launch for a spell. We all get occasional uncontrollable urges to take to the sky, but we must temper those urges with a careful look at conditions. One of the greatest benefits to soaring and safe practice is reading conditions. Hopefully these articles will help you develop good reading skills. Next month we’ll look at launching strategies when the wind is cyclic.

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shameful points, and laughed at your expense, you couldn’t hate him. He was essentially just too good of a person, and that is how everyone who knew him will forever remember him. I don’t know where Baffin Island would rank in Jimmy’s long list of adventures, but for me it was definitely near the number-one spot, if only because it was another adventure with him. In top form during the 24 daylight hours that we had each day, Jimmy was constantly the center of our attentions. It just naturally occurred that way; in the big tent, sitting around and sipping hot soup or coffee, another radical Jimmy story would just naturally begin and we’d all be on the edge of our seats listening about the time that the Guam Hash House Harriers By Matt Gerdes, staff writer nailed him with the old Atomic Sit-up Photos by Jimmy Hall trick, or staring wide-eyed at photos of It’s amazing how one person can Because of that, not only was every expe- his sailboat anchored in front of an eruptchange your reality so much while you rience rawer and more reckless, but also ing volcano, deep in the south Pacific. Or calmer and more assured. His humble watching footage of him petting, literally are in his presence. That quality some people have, that confidence and constant smile were for- petting, a great white shark in Hawaii. Jimmy never went anywhere without ability to actually change the way you ever reassuring. Here is a simple test: Go do something a few hundred pounds of camera equipexperience the world, is sometimes called charisma, energy, personality, or an aura. fun by yourself that you’ve already done ment, and on Baffin he had the world’s with Jimmy. Then gauge the fun, and largest waterproof “Pelican Case,” which We all have it, to a certain degree. But this energy that we sometimes lament. He’s like a drug, and it’s hard to served as the base of operations for his struggle to describe was not the same say that life is better sober. Now really, we small mountain of digital video and in Jimmy Hall. If most people exude a shouldn’t say that life isn’t better sober… camera equipment and was inevitably slightly perceptible aura of personal- but in this case it’s not. Life is better where all the most exciting things happened while the expedition team was ity, then Jimmy blasted the earth and while under the influence of Jimmy! It leaves us wondering how to fill this hanging out inside. Jimmy was Master of its mostly less-impressive inhabitants with a positive energy beam of fu- new void. I think the answer is to be more the Ceremony and bearer of all images, and we spent hours leaning over his turescientific proportions. No one was like Jimmy. What if you focused every day on the shoulder watching him orchestrate 1200 immune. His energy was virile, and good in life and on being positive, and digital photos into a high-definition time terribly contagious. When you are near a source of great made positive vibes and fun adventures lapse, or review footage that he’d shot positivity it becomes the guiding light, your single life mission? of the other wingsuit jumpers streaking What if you lived your life in such a across the face of the granite walls. the reference for how to act and feel. Just knowing that Jimmy was there was way that everyone you touched came to On Baffin, like anywhere, Jimmy was enough to change everything. You auto- love you? the planet we orbited around and gravitatWhat if no one ever had anything bad ed toward. On the hike up, if you wanted matically smiled more and naturally were more excited about everything you were to say about you? And what if you went to listen to jokes and laugh your way to doing. The ridiculous became possible, out of your way to never say bad things the top of the hill, you hiked with Jimmy. fantastic ideas became great plans, and about others, and simply laughed at those If you wanted to sip Captain Morgan’s reckless brainstorms became wonderful who tried to hurt you? and forget about the cold for as long as What if you never waited to do the Jimmy spun yarns, and until he remindexperiences and then all-time stories. Too often when playing in the out- things you dreamed of doing? ed you that it was -25°C (a child of the Lest I exalt Jimmy too much, let me tropical ocean and a Hawaiian by trade, doors with Jimmy, life was pushed to within millimeters of the edge. But you say this: He also enjoyed (frequently) Jimmy felt the cold on Baffin as much knew that if anything went wrong he testing one’s patience and tolerance levels as any of us), you sat with Jimmy. And would be there, always competent and for his biting wit. In this way he taught most of all, if you wanted to be stoked level-headed, even while in the middle of humility not only by example. But even beyond belief to be BASE jumping on one of his world-famous peals of laughter. when he had nailed your weakest, most Baffin Island, you jumped with Jimmy. Jimmy Hall died in a BASEjumping accident last May.

MORE LIKE JIMMY

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Most of us never wanted to let him out of our sight. Even when we didn’t know that his life would be cut short, we knew that time with him was precious. While we are alive, it is diﬃcult to gauge the impact that we have on other people’s lives. I don’t think Jimmy could

have known how much so many people loved and respected him, but if he was looking down upon the party we threw in his honor, I’m sure he would have been pleased. During a memorial service that was without a doubt the most awesome imaginable – and more impressive than a president or even a rock star could hope for – hundreds of Jimmy’s friends on the North Shore of Oahu came together for a day of celebration. The morning began with a blessing by a Hawaiian kahuna, and then moved into the deep and tranquil Pacific where several hundred people climbed aboard boats, canoes and surfboards to watch Jake Kilfoyle, one of Jimmy’s closest friends and one of the members of our Baffin Island expedition, leap from an airplane carrying Jimmy’s remains and swoop his parachute into the center of the floating crowd. Stef and Linda, Jimmy’s long time girlfriend and his mother, spread the ashes in the ocean and in the Hawaiian custom, we all jumped in. Thunderous screaming, splashing and cheering ensued. There

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were hundreds of people in the water, all swimming and hugging and laughing with the beauty of the moment. Later, we took more of Jimmy’s ashes out to his pet sharks three miles oﬀ shore and mixed them with chum. Stef and Linda then fed Jimmy to the sharks, exactly as he had wanted, and as the sun set a massive crowd gathered for an all-night party that could never be adequately explained here. Jimmy spent his last few days and minutes on this earth in much the same way that he spent his entire life: living an incredible adventure that he had dreamed of, and at the same time brightening other people’s lives by blasting them with positive energy in the form of jokes, love and goodwill. Because of that, Jimmy died with more true friends than anyone could hope for. Jimmy, we love you and we miss you more than you could have ever known.

Kyle Lindquist (WW Sport) launching from Glacier Point, Yosemite, with Half Dome in the background, May 27, 2007 Photo: Dan Veneman

The Flying

Experience By Glenn A. Rogerson

If you’re like me, the typical “flying experience” actually starts on Wednesday or Thursday as you start looking forward to the weekend. You check the macro weather to see what the fronts of the different pressure zones are doing. You check the forecasts for all the different flying sites within a reasonable drive. You start communicating with your friends, because, even though the actual act of flying is a solitary thing, it takes a community of support to get you there, to keep it available, and to pick you up when you land “out.” You make one last check of the conditions on Friday night, and you start gathering your gear together. Hang gliding is a highly gear-intensive sport, and you’ve spent a lot of time and money on your gear. Luckily most of it is capital investment. Other than gas to get to the flying site, and tow fees if you choose to tow, there aren’t a lot of operating costs to go flying. On the drive to your chosen site you go over your parameters, where you’ll set your limits. Will you accept a “sled ride”? Or will you wait and see if the thermals you need to stay up will develop? Will you launch if it’s cross? How much cross is acceptable? You go over your flight plan if you know the site: how you’ll launch, what you want to work on, where you’ll look for lift, how you’ll set up your approach to the landing zone (LZ). When you get to the site, the first thing you do is check out the LZ. Are there obstacles or hazards (power lines, fences)? Which way is the wind blowing? Where is the windsock? Do you need to put up a sock? Your LZ evaluation done, if it’s a mountain site you drive up the

Matthew Graham helping Mark Gardner launch off the Pulpit, McConnellsburg, Pennsylvania

Evening beach soaring

Photo: Ralph Sickinger

Photo: Mike Cosner

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mountain, while recalculating your flight plan with the new data from the LZ. Upon arrival at the mountaintop, or if you’re towing from an airfield, you walk out to the launch area and evaluate the launch conditions. Are the cycles too weak, too cross, too strong? Is the launch site clear of hazards? Does the tow pilot look really hung over? Does the tug look well maintained and airworthy? Assuming everything is within your launch parameters, you start evaluating the actual flying conditions. Can I stay up? Can I accomplish my flight plan? Will the thermals get better if I wait, or is this as good as they’ll get and I’m losing flying time? Am I willing to set up and tear down if it doesn’t get better? Or am I willing to take a sled ride straight to the LZ? Will I be the “wind dummy,” or let someone else go first to test the conditions? How much UV am I willing to

expose my sail to, while I just wait? In all this there is the endless chatter of opinions and advice from those also trying to make the same decisions. But ultimately the decision is yours and you decide to set up. The community has weighed in and each pilot has made his or her personal choice. On your truck is an 18-foot-long roll of aluminum, Dacron, and steel cables. From this cocoon will sprout your flying mount – a bird, a dragon, a butterfly, a marvel of modern magic. The alchemists responsible are properly called Engineers. You return to a solitary state of mind as you set up, alone in your thoughts as you assemble your glider and, yet again, reevaluate your parameters, conditions and flight plan. You’re also devoting some attention to watching others launch or land to further evaluate conditions. But the majority of your attention is

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Photo: Ralph Sickinger

Photo: Mike Cosner

East-coast dune soaring

focused on the setup. For most pilots this is a time for “connecting” and getting their “heads in the game,” and if they speak to each other at all, it’s in almost reverent tones. Many pilots do not like to have this process disturbed. As you assemble your glider, your

Photo: Ralph Sickinger

mind goes over each piece as a tick mark on a checklist. You’ve developed methods and procedures that allow you to assemble the glider in an almost Zen-like manner. You start to meld your consciousness into the parts. As you give each step in the process the attention it deserves, you are investing in your safety, you are investing in a mental image of becoming one with the wing that will support and sustain you. Once in the air, there is no life independent of your flying mount. Once you are assembled and have triple-checked everything with a pre-flight inspection, you re-enter the community. You get in line for launch, and you assist others in launching. If you had decided not to fly, then you would most likely have stayed here assisting all along, always evaluating the everchanging conditions. Flying is a mental game with physical aspects. Up to this point, it has been almost all evaluating and planning. Now, at last, it’s your turn to launch. For the next few minutes, you are the center of attention. You are in charge. No one will say a discouraging word or make any negative comments. If you are new, or if you ask, you’ll receive advice. Your flight crew will help you double check everything, but you are in command, for only you will take those last few steps that commit you to the air. You give any last commands to the crew and in a clear and confident voice you announce, “Clear!” and take that first and last step. There is no aborting a launch once it is initiated, not really – the time for second thoughts has passed. Now, whatever happens, you’ll deal with it. In that moment, that single moment, all thought

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Starthistle 2006, Woodrat Mt., Oregon

disappears, you see nothing and yet you see everything. Muscle memory kicks in, all those launches on the practice hill, all your habits, good and bad, kick in. Every sense is alert for anything unfamiliar... And the moment passes.... As your overloaded senses release your brain back to conscious thought, you realize that you’re flying. You can’t remember a single detail of your takeoff, yet you know it was a good, strong launch. Nothing went wrong, you’re out front, flying with all the control you need because you put plenty of energy into your run. From this moment on, you are all too aware of the passing of time, knowing that even if it’s the setting sun that forces you down, this flight will end. Without additional energy your airtime will be measured in mere minutes so you try everything you can to find the lift. You fly back and forth along the ridge, working the rising air. Or, you fly out into the valley looking for those elusive thermals. Then, if you are lucky and skilled enough to make it “stick” for any period of time, you work on technique. You watch the weather, you watch the other pilots. You’re constantly evaluating the distance to the LZ, your altitude, the wind speed, everything, because it is still a mental game with physical aspects. If you stay up for any length of time the physical aspects begin to take their toll. Your arms and shoulders begin to

ache from shifting your weight. Your neck gets sore from holding your head up. Your eyes get tired, sore and dry from constantly looking into a 25-mph wind. Even with sunglasses, your temples are crusted with your dried tears. If you weren’t expecting to get this high, you may not have dressed warmly enough and now you’re cold. If you weren’t expecting to ﬂy this long you may have brought nothing to drink. If you did bring something to drink, your bladder is now full. Even with all this, you ﬂy on, because these moments are all too few. This freedom, these feelings are all too rare. But eventually, whether it’s your choice or not, it’s time to land. You check the conditions in the LZ. You plan your

Glenn, a computer consultant currently working in Ohio, started flying in Alaska in 1985. He took 12 years off to start a family, then re-learned to fly from Steve Dewey in Colorado in 1996. He’s been flying far too infrequently since then, from mountains and via various tow rigs. He’s now a member of the Ohio Fliers club, and plans on trying something new: flying with instruments. “I expect it’ll help,” he says.

Steve Kinsley launching from High Rock, Washington County, Maryland

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Photo: Ralph Sickinger

Photo: Josh Morell

approach, commit to it, and descend. In those last few hundred feet you have another moment of oneness with body, glider, environment, and consciousness. And as with launching there is no aborting – you will be landing, one way or another. There’s a saying: “Launching is optional, landing is mandatory.” You flare, and with good timing and technique, you touch down softly. You unhook, and remove yourself and the glider from the LZ as quickly as possible. The flight is almost over. You still have to tear down and pack up, and as you do so, reflecting on the day’s events, your glider returns to you those bits of your consciousness that you lent it as you and your wing became “one” for a time. And once again it becomes an 18-foot roll of aluminum, Dacron, and steel cables. And as you drive away you realize: No one will ever fully understand your flying experience, no matter how you explain it. But you have to try.

Soaring West African Skies

Article and photos by Graeme McElheran

A tandem pilot and passenger at Kwahu Ridge

group of Ghanaian boys and girls stood near the edge of a cliff on Kwahu Ridge, trying to figure it out. Tucked out of the way at the bottom Based on right-hand corner of the launch, they’d my sole exalready watched a handful of pilots take perience under a canopy off – men and women, all white folks, during a single skydive more than 10 some with tandem passengers – who’d years ago, I held court. simply taken a few downhill steps to Warm wind, I explained, blows up a open their canopies and then drifted up cliff face and it will lift a canopy that’s into the African sky above Nkawkaw, in already filled with air, so the pilot won’t central Ghana. fall. It can be steered by pulling on certain How come, the kids wanted to know, strings attached. If a pilot wants to land the canopy went up instead of down when quickly, I said, he can pull down on one it reached the edge of the cliff? How did side of the canopy, and you’ll see it spiral the pilot steer it? How did he make it downward. Landing is easy, using such land? They asked these questions to me controls, I said. “It’s like this.” I hopped. because I was the only oboruni – the word “The landing is just like that. Soft.” The means white man, European, foreigner kids nodded. That pretty well summed – standing nearby, which made me the up my knowledge, and my lecture. It wasn’t nearly enough. “What if de facto expert on aviation technology.

there is a hole?” one 11-year-old asked. I had a handkerchief in my left hand because tropical heat makes me sweat constantly. I unfolded it and held it out. “What if there was a hole in this? Would it just fall?” He shook his head. “It would only fall if it had a very big hole, or if there were many, many little holes. The paraglider is the same.” I pointed up the hill to the top of the launch where a handful of pilots were preparing the next flight. “If you really want to know how it works you should go and ask them. They are experts.” We turned to watch the next takeoff. The pilot, a tall black man with an English accent and long dreadlocks who the kids called “Rastaman,” popped his wing up and wrestled with the lines; a crosswind wanted to pull him left into the forest. He managed to get airborne but only by a few feet before his paraglider switched direction and he came flying straight at us, low enough that we had to duck or risk getting bowled off the cliff. But Rastaman cleared our corner, barely, and soared away. The kids cheered, loving it. “Do you want to try it?” I asked the one boy. “Yes, I want to try and do it.” “Are you going to try it today?” His smiling face fell. “No,” he said. “It is too much money.” For kids under 18 a tandem flight at Ghana’s third annual paragliding festival, held over the 2007 Easter weekend, cost 300,000 cedis, roughly $33 USD. For grownups the flight cost half a million cedis, or $54 USD – cheap by any standard in the world where paragliding is popular, but still a prohibitive price for average or lower income Ghanaians who make around 500,000 cedis in a month. Prices went up from the 2006 festival because the pilots couldn’t keep up with demand. So in 2007 organizers found themselves in the unusual position of curbing access to Ghanaians, the very people they need participating in order to make the event fly. “It is essential to get more Ghanaians involved,” Jake Obetsebi-Lamptey, Ghana’s Minister of Tourism, told me during the festival’s opening ceremony, after tribal chiefs blessed the launch

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site with the local custom of a Schnapps to vouch for the thermals at Kwahu ablution spilled into the red earth. The Ridge. But Obetsebi-Lamptey has faith Ghanaian government appears to be – enough to justify a $54,000 investment promoting the festival by the book; it from the Tourism ministry that brought requested permission from Kwahu vil- in a dozen pilots from the United States, lage elders before hacking out trees to Europe and South Africa and put them build the launch, and once construction up at a hotel in Nkawkaw, spitting disof the launch site is completed some of tance from the soccer pitch where parathe revenue generated by the festival will gliders from Kwahu land. For the pilots, the festival is another supposedly be invested into community infrastructure like roads and schools that opportunity to practice their passion. most African villages are sorely lacking. “There’s always an updraft here,” said “The festival is a trigger,” said Obetsebi- Scott Webb, a 36-year-old American Lamptey. “If you can get something like pilot from Atlanta, Georgia, who spent this festival to bring people, to open 18 years of his youth skydiving and their eyes at what this place has to offer – took up paragliding six years ago. Not especially the businessmen of the area yet a tandem pilot, Webb recently took who concentrate on trading – if you can a job with Delta Airlines in Accra, the give them this product it becomes some- Ghanaian capital, and leapt at the chance to fly at Kwahu Ridge, after he’d heard thing to do, and people will come.” The festival already has a lot going for rumors of five-hour flights from the site. it: veteran pilots, corporate sponsorship, “The topography and climate are great,” primo location. “The thermals here are he said. Kwahu Ridge rises from the west unique,” said Obetsebi-Lamptey. “I’m told this is one of the more magical lo- side of Lake Volta, the largest manmade cations.” Having never glided himself he water source in Africa, that provides relies on experts, such as Walter Neser Ghana and neighboring countries with and his international team of pilots, hydroelectricity. “It’s very easy to stay up

Romain Beaugey, a French pilot, as he pulls an acrobatic maneuver moments after taking off from Kwahu Ridge August 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

Scott Webb, an American pilot living in Accra, Ghana, preparing to launch from Kwahu Ridge.

here, the thermals are very gentle, very easy, and there’s lots of them,” said Neser, a South African who, together with Obetsebi-Lamptey, masterminded the festival after Ghana’s national elections in 2004. Both men claim they discovered Kwahu independently but shared the same thought when they saw it: paraglide. It was an activity Obetsebi-Lamptey had once seen in Rio de Janeiro; for Neser it was a lifelong obsession. During the New Patriotic Party’s campaign for reelection the party hired Neser to fly above Nkawkaw beneath a canopy emblazoned with their logo. “During the campaign me and Jake met and talked about the festival and decided to go for it,” said Neser. “The weather is perfect for this kind of paragliding that we want to do here. Very easy, very gentle thermals, no turbulence, lots of birds that mark the thermals, there are always vultures turning so you can say, ‘There’s the thermal.’ You just fly and join the vultures and off you go, up.” The launch site on south-facing Kwahu Ridge sits at 670 meters MSL, 2.3 kilometers from the landing zone for a drop of 426 meters. Regulation is straightforward: Nkawkaw is a VFR (visual flight rules) area where flying is allowed well below the flight paths between Accra and two other main cities, Kumasi and Tamale. Neser makes a courtesy call to the government before and after he flies. The terrain around Nkawkaw is also known for its hiking and biking trails. “It’s great to look at as well,” said Neser. “The scenery and stuff around here is beautiful, flying over the forest and the cliffs.” But there’s often a crosswind on Kwahu Ridge, as Rastaman demonstrated. And he wasn’t the only pilot to struggle on Kwahu; several made false starts, biting the steep dust on takeoff, and

one miscalculated badly enough to be pulled into the trees just below the cliff – nothing too severe, according to Neser and Webb, but enough to require a rope rescue that stirred local media into a brief frenzy. In Ghana, paragliding is largely unknown and not well understood, and a single crisis, if serious enough, could clip the festival’s wings before they spread. “I don’t want any incidents or accidents,” said Neser, who typically brings only pilots he knows personally to Kwahu Ridge, but made an exception for the rescued pilot. “Probably (the pilot) is fine, probably it was just a freak accident kind of thing. But I’d prefer to not have any incidents at all, so I’m generally kind of trying to be very careful.” Caution and connections seem to be paying off. Eighty-four tandem passengers flew from Kwahu over five days – more than either of the festival’s previous two years, with an increasing number of Ghanaians participating. “The cost is not too much for middle-class Ghanaians,” said Frank Gadzekpo, a Ghanaian entrepreneur who brought his kids to fly. Ghanaian politics and economy have been stable for six years or so, making it a model of prosperity in West Africa and allowing the emergence of a middle class with disposable income, he said. “(Paragliding) is not something people know about or understand. This is our first time. Then we’ll go back and tell our friends and they’ll come and try it.” They’d best call ahead. Despite the higher numbers this year, more than half of the 185 people who registered for tandem flights were denied the joy and got their money back instead. “There were not enough tandem pilots and there was bad weather,” said Tourism director Martin Mireku. “But for these two

factors we would have been able to fly about 150.” Timing is everything. When it was almost my turn to fly a sudden gust front shut things down for the day. Clouds had begun overlapping, bringing distant echoes of thunder, and when the smoke from garbage fires down in Nkawkaw suddenly switched direction, blowing west, Marinus Brenkman knew it was over. “We don’t go up in that,” the South African pilot said, pointing to a weird mist overtaking the peak of Kwahu Ridge. “You’d die.” The rain followed moments later in a torrent that lasted six hours. Ghana’s rainy season typically starts in earnest in April, so organizers are planning the 2008 festival for late March, two weeks earlier, to catch the good weather. If interest in the festival continues to grow, Obetsebi-Lamptey hopes Kwahu Ridge will become a major highlight on the international paragliding cir-

Carlos Ampeh, a 27-year-old Ghanaian man from Kwahu South village in Ghana, and Marinus Brenkman, a South African pilot, as they prepare to launch from Kwahu Ridge

cuit. Within two years he wants to see at least 70 pilots from all over the world come to compete in acrobatic events and team ﬂying. That might not be easy. Neser’s team of handpicked tandem pilots can make $500 USD a day in other parts of the world, he said. They have to bring their own gear and volunteer to take

Pilot and passenger landing at the soccer pitch in Nkawkaw, 400 metres below and 2.4 kilometres from Kwahu Ridge

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Destination: Ghana Most flights to Ghana from the U.S. are routed through London, although Delta Airlines flies direct from New York to the Ghanaian capital, Accra. $2000 USD return airfare is a reasonable deal. There is a broad range of accommodation available in Accra, e.g. the Calvary Methodist Church Guesthouse, $25 a night (tel: 233-024-234507); the Millennium Guesthouse, $35 a night (tel: 233-024-226738); the Paloma Hotel, $70 a night (tel: 233-024-228700). Ground transportation to the two key paragliding sites in Ghana is cheap and easy to come by. Accra’s Visitor Centre can be reached at 233-024-252186 or bentsifi@ighmail .com for tourist information in Ghana.

A pilot and passenger – both accomplished solo pilots – beginning their launch run at Kwahu Ridge

passengers on uninsured flights. “It’s not every tandem pilot that’s prepared to do that at all, in spite of the fact that they’re getting a free holiday here. It’s still hard to get people to come and do this.” In 2008 Neser wants an incentive package in place offering a free ticket to tandem pilots who bring a group of five solo pilots to Kwahu. “It’s like a tour package. That would make (the festival) much more sustainable.” As for competition, conditions at Kwahu aren’t right for cross-country flying because the cloudbase hangs low, making transitions between thermals more risky, he said. But a category-2 competition could work. “You could have a very good race with three or four turn

Walter Neser standing at the top of the launch on Kwahu Ridge above Nkawkaw in central Ghana. Neser helped found the festival in 2005 and organizes the team of pilots.

points, going out, back to takeoff, out, do another one, back to takeoff, out again. Something like that, where you would have quite a lot of action. From takeoff or from landing you’d be able to see people going out, rounding a turn point, coming back. It’s definitely feasible.” Longer-term planning involves a training school in Ghana where, ultimately, Ghanaians will teach Ghanaians to fly. Of course, that initial instructor pilot needs to be trained first, but setting up a school is a job that Neser turned down. “I’m not the one who’s going to do that,” he said. “I’m not the one that’s spending enough time in Ghana to do that. Maybe somebody else, an instructor that’s willing to spend that amount of time here.” The festival introduced more than a few potential students to the sport. Now if the government can drop the price for locals and overcome that initial inertia of the unknown, paragliding in Ghana just might take off. Graeme McElheran is a freelance writer currently traveling through West Africa. He hopes his next chance to fly won’t be rained out.

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Kwahu Ridge is a prepared site that is also suitable for hang gliding. Nearest services: Nkawkaw, Eastern Region, central Ghana, 160 kilometers northwest of Accra Access: by road, hired local taxi ($1) Transportation: Take either the VanefSTC bus from Lamptey Circle (233-024-227373) toward Kumasi ($8) and get off at Nkawkaw (pronounced ‘Nko-ko’) or else ﬁnd a small van called a tro-tro heading that way from the park near Nkrumah Circle for half the cost and half the comfort Accommodation: plenty in Nkawkaw (e.g. Hotel Ropu, $35 a night, tel: 233024-42222), limited in Kwahu South. Other activities: hiking, mountain biking (rentals available), bouldering and rock climbing (natural) Osusduku Mountain is a wild mountain that is only suitable for paragliding. It makes for a good day trip from Accra. Nearest services: Akuse, Greater Accra Region, southern Ghana, 85 kilometers northeast of Accra Access: road, rented 4X4 and foot; without 4X4 one-hour walk uphill Transportation: see above, but ask for Akuse Accommodation: in Accra. Other activities: swimming, horseback riding

TRI-WINGUAL PLUS A Four-fun Day at Torrey Pines Article and photos by John Heiney, staﬀ writer, johnheiney.com

Bob and his Dream

Bob Kuczewski August 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

Bob (R) with his RC mentor Parviz Kamiab

Last April 21 Bob Kuczewski made flights in all four of the glider types normally flown at the Torrey Pines Gliderport, near San Diego, California. Bob flew an SGS 2-33 sailplane towed up by the club’s stationary winch, an Arcus paraglider, a Dream 205 hang glider and an EasyGlider RC model. Considering the newness of paragliding and the infrequency of sailplane flying at Torrey, I figure this is the first time such a thing has happened. To fly four different types of craft on the same day might not seem like so much of an accomplishment, until you consider the time and effort expended ahead of time in becoming a competent pilot in each flight regime. Bob started his aviation career in March of 1976 when he jumped out of a fairly good airplane at the U.S. Army’s Fort Benning jump school. As a paratrooper in the U.S. Army Rangers, Bob made many jumps from diverse aircraft including the C-130 and the C-141 jet transports. He also exited the Chinook twin-rotor and the UH-1 (Huey) helicopters. Bob started flying airplanes at the Fort Monmouth Army Flying Club in February of 1978, and began flying hang gliders at both Fort Lewis (Washington State) and Cape Kiwanda (Oregon) later that year. He earned his private pilot’s license in February of 1979, and his seaplane rating in May of ‘80. He earned his Bachelor of Science degree in Aeronautical and Astronautical Engineering in 1983. His senior project involved the testing of a model hang

glider in the University of Washington’s small-scale (octagonal) wind tunnel. Bob’s hang gliding took a back seat for many years as he pursued his career at General Dynamics, TRW, and Northrup Grumman. In 1990 he began flying paragliders and flew his first solo at Little Black (near San Diego). Bob started his own consulting company in 1998, which eventually

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

Steve Pacura and Bob in the SGS 2-33

allowed him the freedom to spend half of his week flying. Bob sought instruction from some of the best hang gliding and paragliding instructors in southern California. The signatures of Joe Greblo, Ken Baier, Rob McKenzie, Alan Chuculate, and others occupy Bob’s rating cards. Bob earned his H-4 rating from Steve Stackable in 2005, and his P-4 rating from Ken Baier in 2006. Last year he began flying RCs with the Torrey Pines Gulls, and in 2007 he began to work on adding a sailplane endorsement to his private pilot’s license (which is still in progress). In addition to his flying, Bob has also worked to support the Torrey Pines Soaring Council, which represents pilots of all wings at the Torrey Pines Gliderport. Bob is a for-fun pilot, and last April 21 was four times the fun!

Bob kiting his Arcus

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Would You Like to Swing in a Seat? By Dennis Pagen

(Sung to the tune of Would You Like to Swing On a Star?)

H-5 aerobatics pilot Steve Alford on Chelan Butte

Verse 3: Or would you like to impress the chicks, swoop the wuffos, astonish the hicks, Get a daily adrenalin fix, or would you rather fly RCs? RC models are for old men and boys, who settle for substitute joys. Multi-wingual pilot Bob Kuczewski at Torrey Pines I can’t believe that they think that’s flight; but they’re so damn nerdy that I guess they might! It’s gotta be some strange disease, this urge to fly those dumb RCs.

Photo: John Heiney

Verse 2: Or would you like to hook in your lines, with an air bag protecting your spine, Then run right down an incline, or would you rather fly a glider? Bob Kuczewski, profiled on page A glider is a long, heavy, fiberglass affair; ya better 50 of this magazine have a million bucks to spare, The wings are wide and ya gotta buy a tow; they need an airstrip, better watch out where ya go. Being all enclosed is the decider: It ain’t much fun to fly a glider.

Photo: John Heiney

Photo: Aaron Swepston

Photo: Jeff Cristol

Photo: Greg Babush

Photo: Andrew Vanis

Verse 1: Would you like to swing in a seat, far above the stress on the street, Fly a wing so light it’s a treat, or would you rather ﬂy with tubes? Tubes are a hang glider pilot’s delight; their gliders aren’t convenient, small or light, They take an hour to set up, then it rains; they break down again, gettin’ wet, what a pain, I gotta pity all those rubes, who ﬂy a glider made of tubes!

Photo: Greg Babush

End Tag: And all the monkeys ain’t in the zoo, in the air you meet quite a few, So you see it’s all up to you – you can avoid stupidity…just learn to ﬂy a canopy!

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Hanging Out in Paradise

Roger Tubbs airborne on tow

Jim Whittaker, the first American by Malcolm Jones, a one-time world-class to summit Mt. Everest, once described competitor and now a settled family challenge as the core and mainspring of man with two children. An easier-going all human activity. It was perhaps that person would be hard to find. Beneath the very spirit of challenge that inspired affable, laid-back exterior, however, is an us as we contemplated a trip to where individual who is laser-focused on safety; legendary flights are more the norm Malcolm wants people to not only enjoy than the exception. We were going to the sport of hang gliding but to do so the proper way. Concern for safety is evident central Florida. Our small group, sometimes locally everywhere and foot-stomped in every referred to as Official Trailer Trash, met aspect of Malcolm’s operation. Frequent alternatively in training and on the LZ at “chalk talks” on subjects such as approach Lookout Mountain, Georgia. Over time, and landing techniques, towing conthrough mutual interests and shared pas- siderations, weather and traffic patterns sion, we all became good friends. After are held informally by different instrucalmost three years of flying at Lookout, tors and tug pilots in an effort to share the idea emerged to seek out another their perspectives and lend a broader unvenue and expand our horizons. Wallaby derstanding of the whole picture. These Ranch in central Florida surfaced as the mini tutorials are done in ad hoc fashion as pilots gather with an instructor to dislogical choice for our first road trip. Wallaby, located about 30 miles south- cuss different issues and topics. The “Ranch” is huge. It is a 500-acre west of Orlando, is owned and operated

The author and his glider at Wallaby

Photo: Courtesy Gin Gliders

Photo: Bjorn Nelson

By Denny Pistoll

spread with launch and landing possibilities in every direction. Living conditions consist of both small and large comfortably appointed cabins, RV parking and, of course, unlimited camping options. Although the Ranch is tucked away well oﬀ the road, hotels and other city amenities can be found only a few miles away.

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Photo: Roger Tubbs

The Ranch also has a swimming pool with a shady tiki hut beneath which are two iced kegs available 24/7. YIKES! A sign by the pool cautions (or urges?) users that swim suits are optional. There is also a screened-in dining hall providing wellprepared buffet breakfasts and lunches for $5 a meal. All of this, including the tows, is handled on the honor system – before you leave, you simply tally what you did and settle up with the office. Our group consists of a rather eclectic assemblage of characters. We have Colin, a British ex-pat living in Nashville who drives 18 wheelers; Roger, a lawyer out of Mississippi; Zach, a computer whiz from Houston; Bjorn, an airline pilot based in Atlanta; and myself, a retired dude from Pennsylvania. Our age range goes from 26 to 65. Most of us have trailers stationed in Lookout’s LZ, hence, the (much undeserved) OTT moniker. Flying in a cohort has been significantly beneficial to all of us as we’ve progressed in the sport. Though no opportunity to jab, embarrass or otherwise

humiliate is ever, EVER missed, we are also very supportive of one another. Every launch and landing is closely observed and discussed afterwards. This constant stream of feedback has been invaluable as there are many things we all do unconsciously that an astute observer will catch as quickly as a leopard spots a limp. Flying a new location is laced with challenges. Old comfortable cues no longer apply, and site-specific protocols and approach patterns exist to accommodate differing operations. None of this is necessarily difficult per se but, as we’ve all learned in aviation, any differences however slight beget challenges which, in a heartbeat, can evolve to anything but slight. Spring appears to be an ideal time to be in Florida. The stronger winds are abating and the moisture-rich thermals tower in the early afternoon. However, not everything is quite so simple nor, when weather is involved, ever completely predictable or accommodating. In central Florida sea breezes, both from

the Atlantic and the Gulf, tend to seesaw with one another, sometimes creating convergence zones that slinky across the state. These phenomena can bring tremendous lift as well as tremendous sink coupled, of course, with tremendous turbulence. While in the queue one afternoon waiting to launch we saw a most unfortunate accident. An intermediate pilot, who was flying a new glider for the first time, began inducing oscillations shortly after lift-off from the dolly. A chorus of yells to straighten up went unheard as the glider swerved ever more steeply then sharply to the right. He was headed for a lockout: when the glider being towed and tug plane are on a diverging course. This is a dangerous situation with only one solution – terminate the tow. With alacrity the tug pilot released the tow rope, thereby allowing the glider to go into free flight. The glider pilot, already in a nose-high right bank, continued in his right turn and was now careening downwind and heading for a small building by

Bjorn (L) and Colin trying out clothes for that “special evening” August 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

Photo: Bjorn Nelson

Roger Tubbs, ready to tow his Airborne Sting 2 XC

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

Photo: Bjorn Nelson

ate and dissect what we had seen. Even though we all witnessed the accident it is hard to be absolutely conclusive as to the exact chain of events. Suffice to say that aerotowing requires on-the-ball flying from power-up to release. In this case, fortunately, the only injury the pilot sustained was to his pride. To our collective benefit, Mike Barber, unofficial (only because he didn’t break the record by enough percentage points) cross-country world-record holder, had open time in his schedule and offered a thermaling and cross-country seminar. We quickly signed on. Mike, with hollow bones and a sixth sense as to where the lift is residing, was a joy to see fly. What to our eye is comRoger Tubbs on the cart and ready to go! pletely invisible is to him as conspicuous as a tarantula on top of an angel-food a stand of trees. The pilot zoomed above the word came back almost immedi- cake! Mike’s seminar was an attempt the building but without enough energy ately that the pilot was totally unhurt. to enlighten us as to the fundamental to clear the treetops he flew between Evidently, the wing had completely ab- elements of thermaling, and enlighten it did! It was both interesting and reltwo tall pines, pretzeling the wings. The sorbed the impact. glider and pilot fell to ground, disappearThereafter others launched, but after evant. Though going cross-country is ing beneath the low-lying foliage with a witnessing that event our group passed still not quite in the cross-hairs of our heartbreaking crunch. It wasn’t pretty on any further flying for that day and job description, the seminar gave fasciand we all held our breath. Fortunately, assembled by the pool to commiser- nating insight to this as-yet-unexplored

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

dimension. Mike Barber is an articulate spokesman for our sport, a top professional and the nicest of people. It was an unvarnished privilege to spend two afternoons in the company of a legend. The flying at Wallaby Ranch was nothing short of outstanding. When you want to fly, all you have to do is wheel your glider to the upwind end of the LZ. Within minutes of turning your dolly into the wind – the signal you’re ready – a member of the staff, followed shortly thereafter by a tug plane, will be out to tow you up. How cool is that! When a number

Denny Pistoll (L) and Dennis Clark hangwaiting by the pool at Wallaby

of gliders, including “discovery” tandems, are ready to go the Wallaby operation moves with the military precision of an aircraft-carrier deck – no lost motion and absolutely no cutting corners. Our week flew by and before we realized it, it was time to leave. I think we’d all agree that a sure sign of a successful trip is when it’s time to go, you’re far from ready. So how did our trip measure up to expectations? We did indeed make some personal bests on this trip, with flights to over 7000’ and durations of two hours, but in the process we discovered that a trip of this nature is much more than simply the accumulation of logbook metrics. For us, the trip to Wallaby was an epiphany of sorts. It was a grad course in flying awareness with the challenges associated with a new venue and differing weather patterns. Along the way we picked up valued pointers from instructors and advanced pilots and made new friends in the process. Road-tripping to Wallaby Ranch was a total win-win experience for all of us. Now armored with new skills and knowledge, we look forward to a return. Next time, however, we’ll be re-visiting old friends and will look forward to enjoying the warmth of rich camaraderie that defines Wallaby... and for a while spending time just hanging out in paradise. For more information about Wallaby Ranch and the World Team Academy course with Mike Barber, visit www.wallaby.com. Denny, 65, is retired and has been flying hang gliders for three years. He holds a Hang 3 and aerotow rating and lives with his wife, Nydia, in Stroudsburg, Pennsylvania.

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

Photo: Colin Hodsdon

“Whatdaya mean 8 minutes... that was at LEAST a two-hour ﬂight!” – Roger Tubbs revising his ﬂight log.

Photo: Joe Katsafaras

“Hi, Mom!” – Tracy, ready to tow

Getting the USHPA ATP (Aerotow Tug Pilot)

Rating by Lisa Colletti and Tracy Tillman

Well, we thought that we had adequately covered the Sport Pilot transition topic in previous issues of our “Towline” column, but apparently that was not the case. We just received a great question from a reader about getting the USHPA ATP rating, which is a topic that we should cover in more detail so that it is well understood.

trikes and fixed-wing ultralights, and airplanes. How do I become a USHPArated ATP, and will I then be able to tow using a Light Sport Aircraft?” Tracy: Under USHPA exemption #4144 [ref. 1], you will be qualified to tow hang gliders and other unpowered ultralights if you have a USHPA ATP rating and if you use a powered ultralight that meets the definition of a Part 103 Question of the Month: “I am a low- legal ultralight [ref. 2]. You will also be time private airplane pilot, and I have able to tow unpowered ultralights using a a variety of flight time in hang gliders, heavy or two-place ultralight for a short August 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

time – until January 31, 2008 – which is the FAA’s deadline for conversion of heavy or two-place ultralights to registered Light Sport Aircraft (LSA) [ref. 3]. Lisa: The USHPA rating is not a qualiﬁcation that allows you to tow using an N-numbered LSA tug. To tow with an LSA tug, you will need to hold an FAA tow endorsement [ref. 4]. However, as we discussed in our June 2007 Towline article [ref. 5], you can use your USHPA ATP rating to help you get the FAA tow endorsement, under FAA regulations

Photo: Bob Grant

61.52 “Use of Aeronautical Experience Obtained in Ultralight Vehicles” [ref. 6]. Tracy: Right. You can get your official FAA tow endorsement if you show documentation to a CFI that you hold a current USHPA ATP rating, and that you have met the aeronautical experience requirements for towing per FAR 61.69 [ref. 4]. According to 61.69, the tug pilot must have, in addition to a private-pilot license: logged at least 100 hours of pilot-incommand 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 logbook endorsement for towing from that qualified tug pilot. Basically, if you present your current USHPA card that shows your ATP rating on it, and show the CFI your log book that documents at least 100 hours of pilot-in-command time in the same category of aircraft used for towing and at least three actual tows, properly logged per 61.51 [ref. 7], the CFI will grant the FAA tow endorsement to you and make a note of it in your log book [ref. 8]. Lisa: With the variety of flying experience that you have, getting the USHPA ATP rating prior to the FAA tow endorsement makes a lot of sense. The requirements to get the ATP rating are spelled out in Part 104.11.01 “Hang Gliding Aerotow Ratings” section of the “Pilot Proficiency System” portion of USHPA’s Standard Operating Procedures [ref. 9]. Tracy: As we discussed in our April 2007 Towline article [ref. 10], USHPA Part 104.11.01 requires the ATP candidate to: (a) have 10 hours of logged flight time in the type of ultralight to be used for towing, and be either a licensed private pilot or have a minimum of 100 hours of logged powered ultralight time – unless it is a weight-shift trike, in which case 50 of the 100 hours may be satisfied with hang gliding experience; (b) have at least five solo or tandem flights in a hang glider by aerotow, and conduct a minimum of five tows of a hang glider piloted by a Hang 4 (advanced) pilot who is highly experienced in aerotowing; and (c) either hold a Hang 4 hang glider pilot rating, or have passed both the Hang 3 (intermediate) and 4 hang gliding written exams; and have passed an oral exam regarding aerotow vehicle operations, emergency procedures, and signals

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

Photo: Bob Grant

Tracy as pilot-in-command during a tandem tow

Photo: Bob Grant

per USHPA’s Aerotowing Guidelines [ref. 11]. Tug pilots should also take the USHPA Aerotow (AT) written exam. Lisa: You will have to go to either a USHPA AT supervisor or AT administrator to get your ATP rating. To give the rating, the rating oﬃcial must also hold the ATP rating himself. You can locate an AT supervisor [ref. 12] or administrator [ref. 13] using USHPA’s Web site, ushpa.aero. Tracy: Aerotow supervisors and administrators are provided with packets containing information about towing that they should share with you. They should review FAR Part 103 and USHPA Exemption #4144 with you, and explain why you must have a current ATP rating as shown on your USHPA membership card, and have a copy of the Exemption #4144 with you when you tow. They should provide copies of the USHPA Aerotowing Guidelines and Tug Pilot Guidelines to you, and go through them with you. Then, they can administer the AT written exam and ATP oral exam to you. Of course, you may not need to take the AT written exam if you are already a rated aerotow (AT) hang glider pilot and took the exam when you got your AT rating. In any case, the administrator or supervisor should discuss each question and its correct answer with you to make sure that you understand all concepts and ramiﬁcations of issues covered by the exam. Lisa: If you do not hold a Hang 4 rating, you will also have to take the Hang 3 and Hang 4 written exams to get your ATP rating. If the AT supervisor or administrator also holds advanced instructor or observer appointments, they should be able to administer the Hang 3 and 4 exams to you. If not, you will have to go to an advanced instructor or observer to take those exams. Tracy: You will have to show the AT supervisor or administrator your logbook

as a record of having at least 100 hours .com [ref. 17] with your questions. We are of ultralight time (see above) and having always looking for a good new “Question experienced at least five solo or tandem of the Month”! aerotow flights in a hang glider. Then, in the presence of the AT supervisor or administrator, you will need to demonstrate at least five tows of a hang glider piloted by a Hang 4 pilot. Lisa: Obviously, it is better to get some dual towing instruction with another ATP or with the AT supervisor or administrator prior to trying to perform your five solo tows for the supervisor or administrator. Tracy: Once you get your ATP rating, you will be listed as an ATP on USHPA’s Web site [ref. 14]. Lisa: Finally, if you intend to use your USHPA ATP rating to help get your FAA tow endorsement [refs. 5, 6], and if you fly a taildragger LSA-registered tow plane such as the Dragonfly, don’t forget that you will have to hold a private-pilot license, and that you will also have to get a tailwheel endorsement per FAA regulation 61.31(i) [ref. 15]. Tracy: As a reminder, our Towline articles and links to other Sport Pilot-related information are posted on USHPA’s “Sport Pilot” information Web [ref. 16]. We are happy to receive questions directly from individuals regarding Sport Pilot and other towing-related issues, and encourage you to email us at cloud9sa@aol

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References 1. USHPA Exemption #4144: http://www .ushga.org/hndbook.asp#EXEMPTION4144 or http://www.ushga.org/documents/sop/sop-12-02.pdf .aero

2. “Ultralight Vehicles.” Title 14 CFR Part 103: http:// ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr;sid=789ba03 99311fa791731cc2e09f93be8;rgn=div5;view=text;node=14 %3A2.0.1.3.16;idno=14;cc=ecfr or http://www.ushga.org/ documents/sop/sop-12-04.pdf 3. FAA Sport Pilot Rule: http://www.sportpilot.org/ learn/index.html 4. “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=ecfr&s id=ea83fd8f5a4822b85363941f6820a009&rgn=div8&view= text&node=14:2.0.1.1.2.2.1.7&idno=14 5. “Towline: Sport Pilot Good News Update” by Lisa Colletti and Tracy Tillman, Hang Gliding & Paragliding magazine, June 2007: http://www.ushpa.aero/article.asp?id=48

6. “Use of Aeronautical Experience Obtained in Ultralight Vehicles” Title 14 CFR Part 61.52: http://ecfr.gpoaccess.gov/ cgi/t/text/text-idx?c=ecfr;sid=6f7d10f756d2af33aebd08f7b c916758;rgn=div5;view=text;node=14%3A2.0.1.1.2;idno=14 ;cc=ecfr#14:2.0.1.1.2.1.1.31 7. “Pilot Logbooks” Title 14 CFR Part 61.51: http://ecfr .gpoaccess.gov/cgi/t/text/text-idx?c=ecfr;sid=6f7d10f756d2 af33aebd08f7bc916758;rgn=div5;view=text;node=14%3A2 .0.1.1.2;idno=14;cc=ecfr#14:2.0.1.1.2.1.1.31 8. “Required endorsements in accordance with CFR, part 61, section 61.69 if you are a registered aero tow pilot with USHPA” http://www.faa.gov/licenses_certificates/ airmen_certification/sport_pilot/media/towing_req.pdf 9. Part 104.11.01 USHPA Aero Tow Vehicle Pilot Rating requirements: http://www.ushga.org/documents/sop/ sop-12-02.pdf 10. “Towline: Tug Pilot Qualifications, Ratings, Endorsements” by Lisa Colletti and Tracy Tillman, Hang Gliding & Paragliding magazine, April 2007: http://www .ushpa.aero/article.asp?id=43 11. USHPA Aerotowing Guidelines: available from USHPA aerotow administrators and supervisors 12. USHPA list of aerotow supervisors: http://www .ushpa.aero/appointment_types_table.asp?appt=AT+Super visor&div=Hang+Gliding 13. USHPA list of aerotow administrators: http://www .ushpa.aero/appointment_types_table.asp?appt=AT+Admi nistrator&div=Hang+Gliding 14. USHPA list of aerotow tug pilots: http://www.ushpa .aero/appointment_types_table.asp?appt=Aero%2DTug+P ilot&div=Hang+Gliding 15. “Additional Training Required for Operating Tailwheel Airplanes.” Title 14 CFR Part 61.31(i): http://ecfr .gpoaccess.gov/cgi/t/text/text-idx?c=ecfr;sid=dcbfb045fbd ada5f64b597e8e5f5ff0e;rgn=div5;view=text;node=14%3A 2.0.1.1.2;idno=14;cc=ecfr#14:2.0.1.1.2.1.1.20 16. “Sport Pilot” USHPA Web page: http://ushpa.aero/ info_sportpilot.asp 17. Tracy and Lisa’s “Cloud 9 Sport Aviation” email address: cloud9sa@aol.com

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

Gallery

Stan Kosczelack launching at Crestline, California Photo: Julie Hayes

Darren Darsey carving back inland with no landing zone in sight, at Anderson’s Lookout on the Oregon coast Photo: Darren Darsey

Herve Delaunay crossing through misty mountains at El Bolson, in Patagonia, Argentina Photo: Olivier Laugero

Mike Semanoff doing some delicate ground-handling at the south side of the Point of the Mountain, Utah Photo: Joe Semanoff

If we could only get a little bit higher…! Pilots soar the North Carolina dunes under an impressive sky. Photo: Mike Cosner

Mike Semanoff soaring at West Mountain, Utah. Late winter light reveals ice still covering part of Utah Lake in the background. Photo: Joe Semanoff

Herve Delaunay enjoying just enough wind at Bariloche, Patagonia, Argentina Photo: Olivier Laugero

Lael Moreland captures her father Shane’s launch into Yosemite Valley. Inset: Mike Küng in the middle of the world’s ﬁrst indoor rollover launch at an indoor swimming pool in Berlin, Germany. Altitude: 270 feet. Photo: www.madmikekueng.com

Calendar of events items WILL NOT be listed if only tentative. August 31-September 2: Riggins, Idaho. The Resurrection Fly-in Please include exact information (event, date, contact name – bringing back a blast from the past, last celebrated circa 1985. Hang and phone number). Items should be received no later than six glider and paraglider pilots, come see what Idaho has to offer: excellent weeks prior to the event. We request two months lead time flying, great parties, plenty of family fun. More information: Mark Hollon, for regional and national meets. For more complete informa- marknmiss@frontiernet.net or John Bilsky, udaleaf@nep.net. tion on the events listed, please see our Calendar of Events at September 1-3: Mingus Mountain, Arizona. Come enjoy the beautiwww.ushpa.aero. ful views, pine forests, free camping, and the great flying at almost 8000 feet above sea level. Help the Arizona Hang Glider Association celebrate at our annual fundraiser to keep and maintain this world-class site. XC COMPETITION tasks and a spot landing contest are planned. More information on our Web site, www.ahga.org, or contact Jerry Dalen at (623) 217-1561 or August 18-19, September 22-23, October 6-8: NorthAlan Housel at (520) 235-0868. ern California Cross-Country League weekends, location to be decided three days before the weekend. All sites will be within a four- September 26-October 1: LA SALINA, Baja Mexico. Second Anhour drive of the San Francisco Bay Area. Cost: $10 per race. More nual Full-Moon “Fiesta Del Cielo” Fly-in at La Salina Flying Ridge. Interinformation: Jug Aggarwal, jaggarwal@es.ucsc.edu, or check mediate and advanced hang and paragliding pilots welcome. Also open the Web site for the Northern California XC League at http://www to PPG, ultralight trikes and others. La Salina is Baja’s most diversified .sfbapa.org/ and follow the link for the XC League. airsport venue with various launches and LZs. Located 1/2 mile east of the Pacific Ocean (and La Salina beach). Launch from the 700’ ridge, August 7-19: Big Spring, Texas. 2007 World Hang Gliding Champisoar for hours in ridge lift combined with strong thermal conditions and onship. See the world’s best hang glider pilots in action. More info: http:// land on the sandy beach. Bajabrent will handle accommodations at his www.flytec.com/Events.htm. beachfront B & B or other local facilities. XC and flying task competitions September 30-October 6: Dunlap, Tennessee. Tennessee Tree Friday-Sunday. More information: www.FLYLASALINA.com or www Toppers 2007 Team Challenge, offering Hang 3 pilots an introduction .BAJABRENT.com, or call Bajabrent at (760) 203-2658 or 01152-646to competition and cross-country flying in “The Hang Gliding Capi- 155-4218, or email bajabrent@msn.com. tal of the East”! More information and online registration available at www.treetoppers.org. CLINICS, MEETINGS, TOURS FLY-INS August 3-5: Leakey, Texas. USHPA HG/PG National Fly-in/Texas

Open. This year the whole world is coming! International pilots coming to Texas for the 2007 World HG Championships are already starting to sign up. Hang gliders, paragliders, rigid wings, whatever – come on down and fly with some of the best pilots in the world. Aerotow, truck tow, even foot launch – we’ll get you in the air! Fun competitions, great Hill Country soaring, cash prizes, family fun, real Texas BBQ, excellent XC potential. Plan your trip now! Don’t wait until its too late to find lodging – Leakey is a Hill Country vacationing mecca. More information: www.flexwing.org/ txopen, (830) 486-8031.

flying clinic with Ken Hudonjorgensen and Stacy Whitmore. Eight great mountain sites from 450 feet to 6000 feet vertical. Pioneering instruction and gorgeous views with huge LZs. For clinic description go to www .cuasa.com or contact Stacy Whitmore, (435) 896-1839. September 14-16: Utah flying sites. Paraglider thermal flying clinic with Ken Hudonjorgensen. More information: (801) 572-3414, twocanfly@gmail.com, www.twocanfly.com. September 29-30: Utah flying sites. Paraglider mountain flying clinic with Ken Hudonjorgensen. More information: (801) 572-3414, twocanfly@gmail.com, www.twocanfly.com.

August 11: Cloud 9 Field, Webberville, Michigan. 2007 Draachen

October 6-28: Tapalpa, Mexico. Improve your thermal and XC skills

Funk Fest. DFSC 11th season annual picnic/party – Get Up, Stay Up, Get Down, Motown! $10 donation, no charge for pilots who bring ‘70s-era gliders (but regular club costs apply for flying). Aerotowing and introductory ground-skim scooter-tow flying. Lots of awards for flying as well as theme-related wings and attire. More information in this month’s Pilot Briefings column, or from Tracy or Lisa, (517) 223-8683 or cloud9sa@ aol.com.

with top-ranked U.S. pilot David Prentice. Week-long tours include airport pickup/drop off, lodging, transportation, guiding, XC retrieval. Plenty of fun and adventure for the family. More information: (505) 720-5436, www.earthcog.com.

August 27-September 3: Ellenville, N.Y. East Coast National

Fly-in 2007. Tony Covelli (Ellenville Flight Park owner) and the Southern New York Hang Glider & Paraglider club will host a fun fly-in for both hang gliders and paragliders, from Wednesday through Monday (Labor Day). The “big party” will fall on Saturday evening in the LZ. Come enjoy flying, music, camping & camaraderie in the Hudson Valley of New York. For information contact Tony Covelli at (845) 647-1008 or covellitony@yahoo .com, or Paul Voight at (845) 744-3317 or flyhigh@frontiernet.net.

August 16-18: Richﬁeld, Utah. Central Utah paraglider mountain

October 27-28: Utah. Paraglider tandem (T-2 and T-3) clinic

with Ken Hudonjorgensen. More information about the clinic and prerequisites for participation: (801) 572-3414, twocanﬂy@gmail.com, www.twocanﬂy.com. October 31-November 11: Travel tour in Michoacan, Mexico. We

will fly several different sites as we travel across the beautiful state of Michoacan, including Patzcuaro, Escalera and Zitacuaro. Tour includes airport pickup/drop off, lodging, transportation, guiding, XC retrieval. More information: David Prentice, (505) 720-5436, www.earthcog.com. November 2-4: Utah flying sites. Paragliding instructor training and instructor re-certification clinic with Ken Hudonjorgensen. More information about the clinic and prerequisites for participation: (801) 572-3414, twocanfly@gmail.com, www.twocanfly.com. August 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

November 4-11: Phoenix, Arizona. Escape the winter cold – ﬂy three nearby sites. Details at www.parasoftparagliding.com/travel/ phoenix.php. November 12-December 11: Oaxaca, Mexico. Improve your

thermal and XC skills with top-ranked U.S. pilot David Prentice. Fly over the world-famous Monte Alban camp of pyramids. Week-long tours include airport pickup/drop off, lodging, transportation, guiding, XC retrieval. Plenty of fun and adventure for the family. More information: (505) 720-5436, www.earthcog.com. November 15 through Feburary 17: Valle de Bravo, Mexico. VOL VALLE! allows pilots to choose what level of service they want, from just a room to everything including guide, meals, transportation. Based on the sprawling Rancho de San Ramon, a large hacienda with stunning views that can house up to 20 guests. A 10-minute drive from Valle de Bravo with its own large LZ, on the route to the butterﬂies. Nightly shuttles to and from Valle de Bravo included. Lots of activities for the family: sailing, hiking, mountain biking, horseback riding, sightseeing. More information: David Prentice, (505) 720-5436 or earthcog@yahoo.com.

INDEX TO ADVERTISERS AEROLIGHT . . . . . . . . . . . . . . . . 19 CLOUD 9 . . . . . . . . . . . . . . . . . . . 6 FLY LA SALINA . . . . . . . . . . . . . 17 FLYTEC USA . . . . . . . . . . . . . . . 80 FOUNDATION FOR FREE FLIGHT . . . . . . . . . . . . . 10 HALL BROTHERS . . . . . . . . . . . 61 HIGH ENERGY SPORTS. . . . . . . 55 NORTH WING . . . . . . . . . . . . . . 44 O’CONNOR FLIGHT SCHOOL. . . 31 OZONE. . . . . . . . . . . . . . . . . . . . . 2 SSA . . . . . . . . . . . . . . . . . . . . . . 52 SKY WINGS. . . . . . . . . . . . . . . . 39 SOL . . . . . . . . . . . . . . . . . . . . . . 14

SPORT AVIATION PUBLICATIONS . . . . . . . . . . . . 9 SUPERFLY . . . . . . . . 13, 32, 34, 37 THERMAL TRACKER PARAGLIDING . . . . . . . . . . . . 25 TORREY PINES . . . . . . . . . . . . . 27 TRAVERSE CITY HG&PG. . . . . . 58 USHPA EARLY BIRD CALENDAR . . . . . . . . . . 57 USHPA BANK OF AMERICA . . . 79 SHGA DVD MAGAZINE ARCHIVE . . . . . . . 60 USHPA RENEW . . . . . . . . . . . . . 62 USPA . . . . . . . . . . . . . . . . . . . . . 24 WILLS WING . . . . . . . . . . . . . . . . 5

MARKETPLACE ADVENTURE PRODUCTIONS. . . 71 FLYTEC USA GPS . . . . . . . . . . . 71 FLYTEC THERMAL . . . . . . . . . . 71 KITTY HAWK KITES . . . . . . . . . 71 LOOKOUT MOUNTAIN . . . . . . . . 71

MOYES . . . . . . . . . . . . . . . . . . . 71 NORTH WING . . . . . . . . . . . . . . 71 USHPA BOOKS . . . . . . . . . . . . . 71 USHPA STICKERS . . . . . . . . . . . 71 WINDY PLANET . . . . . . . . . . . . 72

November 17-December 3: Iquique, Chile. Luis Rosenkjer and Todd Weigand guarantee you’ll fly every day of your tour or get your January 6-13: Tapalpa, Mexico. P-2 week with Parasoft Paramoney back for non-flyable days! Don’t take our word for it – check out gliding School. We’ve been taking pilots to fly in Mexico since 1991. our trip program for more details. Luis is a multiple Argentinean cham- The P-2 week focuses on long easy flights from 2500’. Details at pion and owner of Altanta Paragliding. Todd has been seasonally guid- www.parasoftparagliding.com/travel/tapalpa%20_mexico.php. ing, instructing, and perfecting his acro and XC skills in Chile since 2001. January 13-20: Mexico. P-2 week with Parasoft Paragliding School. Both hold open-distance records in Argentina and Chile. Multiple tours We tailor our weeks to your pilot skills. In the P-3 week we focus on available. www.atlantaparagliding.com, info@atlantaparagliding.com, thermaling and short XC flights. After starting in Tapalpa, we fly both wallowaparagliding@gmail.com. San Marcos and Colima. Details at www.parasoftparagliding.com/travel/ December 12-January 14: Valle de Bravo, Mexico (site of the colima.php. 2009 world PG championships). Improve your thermal and XC skills with February 10-17, 2008: Southern California flying trip with Ken top-ranked U..S pilot David Prentice. Week-long tours include airport Hudonjorgensen. More information: (801) 572-3414, twocanfly@gmail pickup/drop off, lodging, transportation, guiding, XC retrieval. More in.com, www.twocanfly.com. formation: (505) 720-5436, www.earthcog.com. December 27-January 7: Valle de Bravo, Mexico. Guided tour with thermal and XC instruction with Bill Belcourt (from 12/30 to 1/7 only) and Ken Hudonjorgensen. More information: (801) 572-3414, twocanfly@gmail.com, www.twocanfly.com.

John Wright launching his Falcon to join a “local” falcon, Crestline, California Photo: Brad Wright

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

Ratings issued during March 2007 Paragliding Division Rating Region

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

1 2 2 2 2 2 2 2 3 3 3 3 3 3 3 3 4 4 4 4 4 4 7 10 10 10 10 10 11 11 11 11 12 2 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 4 4 4 4 4 4 4 4 4 4 4 4 4 5 10 10 10 10 10

Name

City

Robert Leonard Enumclan Bowen Dwelle San Francisco Craig Roberts Lafayette David Zbin San Jose Carl Steinbach Palo Alto Patrick Buckley San Francisco Sebastian Collet Sebastopol Alberto Cecioni San Francisco Brian Sheets Murrieta David Baldwin Jr Santa Barbara Michael Wellborn San Marcos Darrick Dalton Perris Kate Johnson Mountain View Kelly Scoggins Oxnard Joseph Burkert Hilo Carmen Devietti Ventura Charles Woods Albuquerque Matt West Salt Lake City S Browning Sandy Jim Heidenberger Santa Fe Mitchell Riley Gunnison Thomas Hoskins Randolph Aron Olson Roselle Charles Cozean Panama City Beach Tim Kaiser Naperville Mark Camillo Atlanta Nathan Beane Franklin David Hunnicutt Madison C. A. Smith Dripping Springs Stacy Olson Austin Karl Smith Austin Shannon Lucas Austin Emilie Lincoln New York Dennis Boic Redding Brian Sheets Murrieta David Baldwin Jr Santa Barbara Steven Starwalt Chula Vista Christopher Larkin Escondido Michael Wellborn San Marcos John King San Diego Ron Schooler San Diego Darrick Dalton Perris Daniel Schooler Poway Markus Freese Trabuco Canyon Kelly Scoggins Oxnard Gaurav Deshmukm Carlsbad Joseph Burkert Hilo Carmen Devietti Ventura Mary Anne Vandegrift Springville Charles Woods Albuquerque Ryan Lewis Salt Lake City Shane Idleman Phoenix James Spurgeon Prescott Matt West Salt Lake City Marty Ewer Salt Lake City S Browning Sandy Jim Heidenberger Santa Fe Mitchell Riley Gunnison Heather Cherry Salt Lake City Thomas Hoskins Randolph Gerry Wingenbach Park City Jason Sewell Carbondale Miyuki Ushida Bozeman Charles Cozean Panama City Tim Kaiser Naperville Mark Camillo Atlanta Nathan Beane Franklin David Hunnicutt Madison

State

Rating Ofﬁcial

Rating Region

Name

City

State

Rating Ofﬁcial

WA Lawrence Wallman P-2 12 Thomas Pray Princeton NJ Hugh Murphy CA Jeffrey Greenbaum P-3 1 Ken Rice Anchorage AK Frank Gillette CA Wallace Anderson P-3 1 Ken Rector Chelan WA Christopher Langan CA Jeffrey Greenbaum P-3 1 Iain Frew Duvall WA Lan Chirico CA Wallace Anderson P-3 2 Richard Zwinger Windsor CA Phil Neri CA Jeffrey Greenbaum P-3 2 Dave Kornberg Avila Beach CA Kinsley Wong CA Wallace Anderson P-3 2 Craig Addleman San Anselmo CA Jeffrey Greenbaum CA Jeffrey Greenbaum P-3 2 Jim Wilson Davis CA Wallace Anderson CA Chad Bastian P-3 3 Bob Mc Gowan San Diego CA Bill Armstrong CA Chad Bastian P-3 3 Eric Weinert Papaikou HI Bill Heaner CA Philip Russman P-3 3 Sean Remnant San Diego CA Bill Armstrong CA Rob Mckenzie P-3 3 Michael Murphy San Diego CA Bill Armstrong HI Kirkeby Deffebach P-3 3 Tremain Petersen San Diego CA Bill Armstrong CA Rob Sporrer P-3 3 Ryan Bloum San Diego CA Bill Armstrong HI David Binder P-3 3 John King San Diego CA Bill Armstrong CA Marty Devietti P-3 3 Mike Znachko Encinitas CA Bill Armstrong NM Dale Covington P-3 4 Jeff Hamilton Scottsdale AZ Bill Armstrong UT Kevin Hintze P-3 4 Michael Semanoff Orem UT Jonathan Jefferies UT Kevin Hintze P-3 4 Diana Davis Glenwood Springs CO Etienne Pienaar NM William Smith P-3 4 David Levin Boulder CO Granger Banks CO Jonathan Jefferies P-3 4 Cade Palmer Alpine UT Chris Santacroce UT Kevin Hintze P-3 9 Michael Jenovic Wickliffe OH Bill Armstrong IL Bill Armstrong P-3 12 Dennis Hughes Andover NJ David Binder FL David Binder P-3 13 Brendon Mckenna Brackley, Pe David Jebb FL Chad Bastian P-3 13 Amir Malik Pardes Hana-karkur Tom Morris GA Luis Rosenkjer P-3 13 Ohad Suchovolsky Tel Aviv Tom Morris NC Luis Rosenkjer P-4 1 Ken Rector Chelan WA Christopher Langan AL Luis Rosenkjer P-4 1 Andy Farrington Shelton WA Othar Lawrence TX Paul Greenwood P-4 1 Meredyth Malocsay Fall City WA Rob Sporrer TX Paul Greenwood P-4 2 Elisabeth Boonin Oakland CA Jeffrey Farrell TX Paul Greenwood P-4 2 Haynes Sheppard Berkeley CA Gregg Hackett TX Paul Greenwood P-4 3 Stephen Anderson Springville CA Alejandro Olazabal NY Jeffrey Greenbaum P-4 5 Peter Volf Jackson WY Thomas Bartlett CA Nik Peterson P-4 6 Darius Lukosevicius Lenexa KS Kelly Davis CA Chad Bastian P-4 7 David Booko Three Rivers MI Rob Sporrer CA Chad Bastian P-4 9 Laszlo Lovei Bethesda MD Juan Ortiz CA Bill Armstrong Hang Gliding Division CA Bill Armstrong CA Philip Russman Rating Region Name City State Rating Ofﬁcial CA Bill Armstrong H-1 1 John Vanderwal Clearlake WA James Fieser CA Philip Russman H-1 2 David Suits Santa Cruz CA Patrick Denevan CA Rob Mckenzie H-1 2 Konstantin Othmer Los Altos Hills CA Patrick Denevan CA Philip Russman H-1 2 Steve Clapper Vacaville CA George Hamilton CA Bill Armstrong H-1 3 Foster Winter Redondo Beach CA Paul Thornbury CA Rob Sporrer H-1 3 Bill Brick Yorba Linda CA Paul Thornbury CA Bill Armstrong H-1 7 Christopher Carlen Annandale MN H Bruce Weaver Iii HI David Binder H-1 8 John Noone Danbury CT Andy Torrington CA Marty Devietti H-1 10 Joshua Flannigan East Point GA Gordon Cayce CA Alejandro Olazabal H-1 10 Bradley Bentson Bonita Springs FL James Tindle NM Dale Covington H-1 10 John Caldwell Augusta GA Gordon Cayce UT Bill Heaner H-1 12 Theofanis Mermigkousis Brooklyn NY James Tindle AZ Carlos Madureira H-2 1 John Vanderwal Clearlake WA James Fieser AZ Carlos Madureira H-2 2 James Bowe Morgan Hill CA Michael Jefferson UT Kevin Hintze H-2 2 Scott Pierce Milpitas CA Michael Jefferson UT Stephen Mayer H-2 3 Steve Murillo Manhattan Beach CA Paul Thornbury UT Kevin Hintze H-2 6 Capt. Matthew Pearce Enid OK Malcolm Jones NM William Smith H-2 10 Jay Orr Groveland FL Malcolm Jones CO Jonathan Jefferies H-2 10 Joshua Flannigan East Point GA Gordon Cayce UT Jeffrey Farrell H-2 10 Bradley Bentson Bonita Springs FL James Tindle UT Kevin Hintze H-2 10 John Caldwell Augusta GA Gordon Cayce UT Chris Santacroce H-3 6 Alan Atkins Little Rock AR Daniel Zink CO Othar Lawrence H-3 6 John Jenkins Dardanelle AR Philip Morgan MT Andy Macrae H-3 10 Edwin Ayala Caguas PR Robert Hastings FL David Binder H-3 10 Jesus Burgos De Jesus Caguas PR Robert Hastings FL Chad Bastian H-3 10 Anthony Fabiszak Cleveland TN Marc Fink GA Luis Rosenkjer H-3 12 Chad Wildman Pemberton NJ Greg Black NC Luis Rosenkjer H-4 1 James Tibbs Grants Pass OR Robert Gillisse AL Luis Rosenkjer H-4 2 Robert Bay Chico CA James Reynolds H-4 8 Toni Szarek Pelham NH Jeffrey Nicolay August 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

THERMAL NUCLEAR DETECTION

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

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Job Announcement Executive Director Position USHPA Headquarters, Colorado Springs, Colorado

For a complete job description and application information, go to www.ushpa.aero No phone calls please.

A pilot ﬂying from Fort Hill launch to J.G. Turner’s “back lot” LZ, Victor, N.Y., 1975 Photo: Henry Boessl

August 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.

FLEX WINGS 135 SPORT 2 – less than 30 hours, perfect condition. $3300. Litespeed 5S-mylar sail, great condition. $2650 (970) 641-5654. 2005 LAMINAR 07 13.7 – Mint condition. Purple/Green. $2500 Call Steve Lee (423) 949-2176 - TN. EVEN-UP TRADES – Looking to move up from your beginner or novice glider, but can’t put up cash? (262) 473-8800, info@hanggliding.com, www.hanggliding .com, http://stores.ebay.com/raven-sports. FALCONS CLEARANCE SALE – School use, one season. Falcon 1s and 2s. All sizes $1250-$2500. (262) 473-8800, info@hanggliding.com, www.hanggliding .com, http://stores.ebay.com/raven-sports.

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

EMPLOYMENT 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 HIGH ENERGY SPORTS POD HARNESS – with reserve, built 1992. Low airtime, $300. (425) 221-5741 or defcon53@mac.com.

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. XC HG HARNESS - NEW! This is a high-class harness suitable for HG competition or XC ﬂying. Pitch adjustment, parachute attached directly to karabiner and more features for all XC and competition pilots. $795. See pictures, and more information http://www.jazztrike.com, (630) 533-1288.

RIGID WINGS ATOS VR – New May 2006. Excellent condition, 50 hours, $14,000. (336) 922-5691. SCHOOLS & DEALERS

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.

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

MISSION SOARING CENTER – Largest hang gliding center in the West! Our deluxe retail shop showcases the latest equipment: Wills Wing, Moyes, AIR, High Energy, Flytec, Icaro. West Coast distributor for A.I.R. Atos rigid wings including the all-new VX Tandem Atos. Parts in stock. We stock new and used equipment. Trade-ins welcome. Complete lesson program. Best training park in the West, located just south of the San Francisco Bay Area. Pittman Hydraulic Winch System for Hang 1s and above. Launch and landing clinics for Hang 3s and Hang 4s. Wills Wing Falcons of all sizes and custom training harnesses. 1116 Wrigley Way, Milpitas, CA 95035. (408) 262-1055, Fax (408) 262-1388, mission@ hang-gliding.com, www.hang-gliding.com, Mission Soaring Center, leading the way since 1973. O’CONNOR FLIGHT SCHOOL – Specializing in Safety In-Flight Training & Maneuvers Clinics and Aerobatic Instruction. Enhance your knowledge, increase your level of confidence, take your piloting skills to new levels. Overthe-water safety and aerobatics clinics. Enleau and Ann O’Connor, www.oconnorflightschool.com, (530) 2274055 and reserve your clinic. TORREY PINES GLIDERPORT – Come soar in San Diego! This family-owned and operated flying site offers USHPA certified instruction, advanced training, equipment sales, tandem flight instruction, motorized pg/hg instruction and site tours. We also have an extensive pg/ hg outfitting shop offering parachute repacks and fullservice repairs. Bring your family for our amazing sunsets and dining at the Cliffhanger Cafe. Importers for Para-tech and Independence gliders. We also carry AustriAlpin, Center of Gravity, Crispi and Sup’Air. Check us out online for sales and questions at: www.flytorrey.com, or call toll-free at 1-877-FLY-TEAM (359-8326). Also, tune in to the Internet Paragliding Talk Show at www.worldtalkradio .com every Tuesday 9-11:00 a.m. (PST). WINDSPORTS – Don’t risk bad weather, bad instruction or dangerous training hills. 350 flyable days each year. Learn foot-launch flying skills safely and quickly. Train with professional CFI’s at world-famous Dockweiler Beach training slopes (5 minutes from LA airport). Fly winter or summer in gentle coastal winds, soft sand and in a thorough program with one of America’s most prestigious schools for over 25 years. (818) 367-2430, www.windsports.com.

COLORADO AIRTIME ABOVE HANG GLIDING – Full-time lessons, sales and service – Colorado’s most experienced! Offering foot launch, tow and scooter-tow instruction. Wills Wing, Moyes, North Wing, AIR, Altair, Aeros, High Energy, Finsterwalder, Flytec, MotoComm, and more sold and serviced. Call for more info (303)-674-2451, Evergreen Colorado, Airtimehg@aol.com. GUNNISON GLIDERS – Serving the western slope. Instruction, sales, service, sewing, accessories. Site information, ratings. 1549 County Road 17, Gunnison CO 81230. (970) 641-9315, 1-866-238-2305.

PEAK TO PEAK PARAGLIDING LLC – THE Front Range paragliding school, located in Boulder. Offering excellent state-of-the-art instruction. Equipment & tandems. (303) 817-0803, Info@peaktopeakparagliding.com, www .peaktopeakparagliding.com. 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. QUEST AIR – #1 site for US competition & the biggest flights on the East coast. No-wait, 1-on–1 lessons from first tandem to advanced XC training. Towing 8amsunset everyday. All amenities including on-site accommodations, time-honored clubhouse, pool, hot tub and private lake. Demos, rentals, sales, storage & repairs. Minutes from Orlando in Groveland, FL. Phone (352) 429-0213, fax (352) 429-4846, www.questairforce.com, questair@ mpinet.com, 1-877-FLY-QUEST. WALLABY AEROTOW FLIGHT PARK – Satisfaction Guaranteed. Just 8 miles from Disney World. Year-round soaring, open 7 days a week, six tugs, no waiting, every direction. 50+ nice demos to fly, topless to trainer gliders: Laminar, Moyes, Wills, Airborne, Airwave, Exxtacy, La Mouette, Sensor; also harnesses, varios, etc. Ages 13 to 73 have learned to fly here. No one comes close to our level of experience and success with tandem aerotow instruction. A great scene for family and friends. 10 motels & restaurants within 5 minutes. Camping, hot showers, shade trees, sales, storage, ratings, XC retrievals, great weather, climbing wall, trampoline, DSS TV, ping pong, picnic tables, swimming pool, etc. Flights of over 200 miles and more than 7 hours. Articles in Hang Gliding, Kitplanes, Skywings, Cross Country and others. Featured on numerous TV shows, including Dateline NBC, The Discovery Channel & ESPN. Visit us on the Web: http://www.wallaby.com. Please call us for references and video. 1805 Dean Still Road, Disney Area, FL 33837 (863) 424-0070, phone & fax, fly@wallaby .com, 1-800-WALLABY. Conservative, reliable, state-ofthe-art. F.H.G. INC., flying Florida since 1974.

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

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

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.

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.

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.

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

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

MICHIGAN CLOUD 9 SPORT AVIATION – Aerotow specialists. We carry all major brand hang gliders and accessories. Cloud 9 Field, 11088 Coon Lake Road West, Webberville MI 48892. Cloud9sa@aol.com, http://members.aol .com/cloud9sa. Call for summer 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.

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. TENNESSEE TREE TOPPERS – #1 club in America. Home of the world famous Radial Ramp; great XC, easy launch, huge LZ. Just north of Chattanooga. www .treetoppers.org.

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.

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

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 fulltime PG/HG shop and repair facility. Contact 1-888-9445433 or www.paragliders.com. HANG GLIDE UTAH! LLC – The one and only fullservice hang gliding school in Utah! We provide lessons 7 days a week, including tandem instruction. We also provide mountain tours. Currently in stock: New Falcon 2 140 and North Wing Horizon ET 180, as well as a variety of used equipment. Please visit our Web site at www .hangglideutah.com, email pete@hangglideutah.com or call (801) 232-1964. 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. REVOLUTION FLIGHT SCHOOL – with Bill Heaner and the Revolution Instructor Team. Closest paragliding school to the Point of the Mountain! Learn true wing mastery from some of the greatest instructors in the world. We offer P-1 through P-4, tandem flights, instructor certification, tandem certification, over-the-water courses, paramotor instruction, guided tours and a full-service shop within five minutes of the Point of the Mountain. Campground, shopping and hotel accommodations within walking distance of our shop. Contact Bill Heaner, 800-7072525, bill@rpmppg.com, to get on our schedule. www .rpmppg.com/school/facility. VIRGIN

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, (804) 241-4324, www.blueskyhg.com.

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

WYOMING JACKSON HOLE PARAGLIDING – A perfect ﬂying day: Launch the Jackson Hole Mountain Resort Aerial Tram in the morning, tow at the Palisades Reservoir in the afternoon. Contact: scharris@wyoming.com, www.jhparagliding.com, (307) 690-TRAM (8726).

INTERNATIONAL 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.

MOUNTAIN HIGH OXYGEN - Complete Pulse Oxygen system. $650 OBO. Marc@caltech.edu, (707) 254-5701. 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.

MEXICO – VALLE DE BRAVO and beyond for hang gliding and paragliding. Year-round availability and special tours, PARASUPPLY – PTT $49, Radio 5watts+PTT $129, inGear, guiding, instruction, transportation, lodging – all varieties for your needs. www.ﬂymexico.com, 1-800-861- novative ﬂight deck/backpack $45, fast-packing tube “Cocoon” $39, overall $139. www.parasupply.com. 7198 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. FLIGHT SUITS, FLIGHT SUITS, FLIGHT SUITS, Warm Flight suits, Efficient Flight suits, Light-weight Flight suits, Flight suits in twelve sizes. Stylish Flight suits. www .mphsports.com, (503) 657-8911. FOR ALL YOUR FLYING NEEDS – Check out the Aviation Depot at www.mojosgear.com featuring over 1000 items for foot-launched and powered paragliding, hang gliding, stunt and power kiting, and powered parachutes. 24/7 secure online shopping. Books, videos, KITES, gifts, engine parts, harness accessories, electronics, clothing, safety equipment, complete powered paragliding units with training from Hill Country Paragliding Inc. www .hillcountryparagliding.com, 1-800-664-1160 for orders only. Office (325) 379-1567. GLIDERBAGS – XC $75! Heavy waterproof $125. Accessories, low prices, fast delivery! Gunnison Gliders, 1549 County Road 17, Gunnison CO 81230. (970) 641-9315, orders 1-866-238-2305. 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.

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

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 *NEW* INSTABILITY 2 DVD – Bruce Goldsmith’s new USHPA MAGAZINE ARCHIVE 1971-2004 – The DVD Hang Gliding World Record. Davis Straub tells the story of film is set to become the new benchmark in SIV instruc- set holds the history of our sport, from the earliest days the dramatic 10-year race to fly “farther than anyone has tion. In 1992, the Airwave designer co-presented “Insta- of bamboo and plastic to the present. Within these pages ever gone in a hang glider.” From the historic 1990 flight you’ll find the evolution of foot-launched flight from the bility,” a film which helped thousands of paraglider pilots that first broke the 300-mile barrier, through 10 years of first days of bamboo dune-skimmers to the modern vagain insight into tips and tricks learned by the professional adventure and challenge, this is a first-hand account of test pilots. $41.95. Call USHPA 1-800-616-6888 or or- riety of hang gliders, paragliders and rigid wings. Each the driven individuals who struggled against each other der off our Web site, www.ushpa.aero. PO Box 1330, Col- PDF file is one complete magazine, just as originally puband against nature to set the next hang gliding world dis- orado Springs CO 80901. lished. Pages with color are produced as color scans, the tance record. $17.95. Call USHPA 1-800-616-6888 or rest scanned as black and white images. Future issues order off our Web site, www.ushpa.aero. PO Box 1330, *NEW* NEVER ENDING THERMAL – This DVD is an will be available on an update disk. Each disk includes “Endless Summer” for the free-flying generation. The ac- Adobe Acrobat Reader Version 7 for Windows, Macintosh Colorado Springs CO 80901. tion-packed documentary features the adventures of Ven- and Linux systems. $30 for members and $90 for non*NEW* CONDOR TRAIL, PARAGLIDING THE CENTRAL ezuelan pilots Herminio Cordido and Jorge Atramiz as members. Call USHPA at 1-800-616-6888 or order off ANDES – the guidebook to paragliding and traveling in they embark on an around-the-world paragliding odys- our Web site, www.ushpa.aero. PO Box 1330, Colorado the Central Andes. It’s packed with 256 pages of maps, sey. $41.95. Call USHPA 1-800-616-6888 or order off Springs CO 80901. site descriptions, local lore, free-flight contacts and our Web site, www.ushpa.aero. PO Box 1330, Colorado photos, all the information you need to plan your own Springs CO 80901. MISCELLANEOUS Andean paragliding adventure. Most of the launch and landing access throughout the Andes is done with cheap *NEW* PARAGLIDING: LEARN TO FLY DVD – This “AEROBATICS” POSTER – Full color 23”x 31” poster DVD brings to life many of the hard-to-visualize concepts public transportation. Condor Trail gives you bus routes to featuring John Heiney doing what he does bestwhich are so important for us to understand, like airflow catch, areas to avoid, traveler tips, and contacts for the LOOPING! See www.ushpa.aero under store/misc for around hills and mountains, turbulence and convergence, local flying communities throughout Ecuador, Peru, example. Available through USHPA HQ for just $6.95 dynamic and thermic lift, plus aerodynamics like lift and Bolivia, Northern Argentina, and Northern Chile. Call (+$5.00 s/h). USHPA, PO Box 1300, Colorado Springs CO drag, speed to fly and so on. The production team have USHPA at 1-800-616-6888 or order off our Web site, www 80933. (USA & Canada only. Sorry, posters are NOT spent months on the 3D animation and video sequenc.ushpa.aero. PO Box 1330, Colorado Springs CO 80901. AVAILABLE on international orders.) ing. $44.95. Call USHPA 1-800-616-6888 or order off FLY THE WING! HOOKING INTO HANG GLIDING – our Web site, www.ushpa.aero. PO Box 1330, Colorado DVDS-VIDEOS-BOOKS-POSTERS – Check out our Web By Len Holms. This is the perfect book for those curious Springs CO 80901. store at www.ushpa.aero. about the sport of hang gliding. Written at a level that will WORLDWIDE INTERNET PARAGLIDING TALK SHOW – not swamp the reader with a daunting amount of tech- *NEW* PERFORMANCE FLYING DVD – When it comes to making paragliding films, Jocky Sanderson doesn’t pull WWW.WORLDTALKRADIO.COM. Listen live or to the nical details, you will learn about hang glider wings and any punches. The suave Englishman’s slick production archives! Live Tuesday 9-11:00 a.m. (PST). Call toll-free, the skills needed to fly them. 84 pages with photos and skills were first evidenced in his debut films, “Security in 1-888-514-2100 or internationally at (001) 858-268illustrations. $12.95(+$5 s&h). Call USHPA at 1-8003068. Paraglider pilots and radio hosts David and Gabriel 616-6888 or order off our Web site, www.ushpa.aero. Flight” and “Speed to Fly.” Jocky’s latest film, produced with Ozone’s test team, hones in on the finer piloting skills Jebb want to hear about your stories, promotions/events PO Box 1330, Colorado Springs CO 80901. of flying XC, acro and SIV. $42.95. Call USHPA 1-800- or insight; they also take questions! SOARING – Monthly magazine of The Soaring Society 616-6888 or order off our Web site, www.ushpa.aero. PO CLASSIFIED ADVERTISING RATES – The rate for of America Inc. Covers all aspects of soaring flight. Full Box 1330, Colorado Springs CO 80901. classified advertising is $10.00 for 25 words and $1.00 membership $64. SSA, PO Box 2100, Hobbs NM 88241. *NEW* RED BULL X-ALPS DVD – Red Bull X-Alps 2005 per word after 25. MINIMUM AD CHARGE $10.00. Phone (505) 392-1177, ssa.org. finishes in Monaco! This stunning DVD features over 70 number=2 words. Email or Web address=3 words. AD minutes of footage, including pilot interviews and wild POV DEADLINES: All ad copy, instructions, changes, adVIDEOS & DVDS camera angles. $41.95. Call USHPA 1-800-616-6888 or ditions & cancellations must be received in writing 2 order off our Web site, www.ushpa.aero. PO Box 1330, months preceding the cover date, i.e. November 15th is VIDEOS FROM USHPA – WWW.USHPA.AERO Colorado Springs CO 80901. the deadline for the January issue. ALL CLASSIFIEDS *NEW* DARE DEVIL FLYERS – The 94-minute ARE PREPAID. If paying by check, please include the folRISK & REWARD – By Jeff Goin. This 70-min. DVD exdigital video docupicture covers all thirty years of hang lowing with your payment: name, address, phone, catposes the risks and rewards of powered paragliding in a gliding and all seventeen years of paragliding. It begins egory, how many months you want the ad to run and the fun, action-packed adventure. You owe yourself this inwith the Bob and Chris Wills story – they founded Wills classified ad. Please make checks payable to USHPA, Wing, the only surviving American manufacturer/dis- side look that could easily save your life. Three years in the P.O. Box 1330, Colorado Springs, CO 80901-1330. If making, Risk & Reward gathers wisdom from a long list tributor of hang gliders and paragliders. Two legendary paying with credit card, you may email the previous inof instructors. Spectacular video from around the world pilots guide the audience through these extreme sports sheds light on essential concepts with clarity and realism. formation and classified to info@ushpa.aero. For safety with their narrative. The docupic features competition in reason, please call your Visa/MC or Amex info to the $29.95. Order yours at www.ushpa.aero/store. the extreme sports of aerobatic hang gliding, speed hang office. No refunds will be given on ads cancelled that gliding and high-altitude cross-country paragliding. Wing- *NEW* SPEED/SECURITY DVD – “Speed to Fly” and are scheduled to run multiple months. (719) 632-8300. mounted POV cameras provide the docupic with an in- “Security in Flight” are two great films designed to help Fax (719) 632-6417 the-air thrill ride from the Rocky Mountains to the Pacific you progress in paragliding, packed with stunning air-tocoast. Narrator Bobby Carradine threads us through the air footage. $48.95. Call USHPA 1-800-616-6888 or STOLEN WINGS & THINGS three decades. Call USHPA at 1-800-616-6888 or or- order off our Web site, www.ushpa.aero. PO Box 1330, der off our Web site, www.ushpa.aero. PO Box 1330, Colorado Springs CO 80901. GRADIENT ASPEN – My paraglider equipment was stoColorado Springs CO 80901. len 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.

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

STOLEN FROM THE ANDY JACKSON AIRPARK CALIFORNIA, May 14, 2007. Falcon 195 #25038. Silver leading edge, red bottom surface, white trailing edge. Contact Rob or Dianne through www.ﬂytandem.com or (909) 883-8488. WW XC 155 – White upper surface, white l.e., assymetric blue and green lower surface with XC logo. Chris Smith Cloudbase pod harness, purple. Lee full-face helmet, red. Flytec 4030 Race with airspeed. Taken from TTT Henson Gap LZ late afternoon Wednesday, June 5, 2007. Dan Shell at danshell@bledsoe.net, (423) 9496912, or (423) 667-9457. 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.

Dave Cherne below Mount Cheam, gliding back towards launch.

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Photo courtesy ProDesign

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ProDesign’s new Jalpa 2

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

Safety Tip Landing in a tree is never a good thing, but in many cases an intentional, planned tree landing is safer than an unintentional, haphazard tree encounter. 77

I BOUGHT A KEY TODAY

Photo: Gerrie Pierce

By Steve Messman, staﬀ writer

A glorious view from one of the Northwest’s gated sites

I sat on a wondrous hillside one afternoon a while back. It was early spring, so early that the flowers, some would call them weeds, had not yet bloomed. So early, in fact, that the trees were not yet showing their leafy buds. It seemed that the only thing to blossom so far this year was a sky full of raindrops. Because of the year’s strange weather, flying was not yet a frequent occurrence, but today was going to increase the percentage. The view across the lake was phenomenal. The water shimmered in response to the gentle winds like diamonds sliding across a mirror’s surface. The mountains to the north and to the west refused to give in to the sun’s ever-increasing directness, and stubbornly held on to their snow-capped peaks. The west winds flowed straight up the hill, and they were consistent except for the very predictable thermal cycles that surged up as well. It was time to fly, except for one more thought that had to pass through my brain. That thought was of the tremendously complex sequence of events that made this moment possible. The final step in that sequence happened only an hour earlier. I bought a key to the mountain. It cost me $60, but having it grants me access through the gate and to the top of this awesome mountain. That mountain allows me to fly in winds that blow anywhere from the southwest all the way to north. It is versatile. It is beautiful. It offers very nice opportunities for cross-country. It provides views that rival any cathedral built by man in honor of his god. And now, I can sit here and watch, or I can launch and fly anytime I choose. I really want you to think about the “complex sequence of events” that I mentioned. I don’t know the

specifics about this particular mountain, but I have opened private sites myself, so can imagine the complexity with a certain amount of authority. First, some dreaming pilot sneaked onto the property and sat on that same hillside. Probably, he or she took pictures and looked at the lake to check out landing sites on the beach. That person sat there this first day, dreaming of flights across the valley to the mountains on the other side, or of cross-country to the town in the distance. Our dreaming pilot took those pictures to friends, maybe club members, and told them how beautiful this site was, how easy landing would be, how great it would be to fly across the valley. Sooner or later, they hiked up the hill with their wings, or took their chances by driving up when the logging company’s gate was left open. One or several pilots took a few illicit flights. Someone, though, was determined that they had to legalize this site rather than risk going to jail. They located the owners of the property, set up meetings, made presentations, and eventually received permission to fly. This time, though, for this mountain, that permission had a price in real dollars. Now these pilots would define the true measure of commitment. The price included the annual purchase of site insurance. How badly did they want it? Could it be done? Could the club raise the money to make this happen? Obviously it happened. Part of the solution of course, was to sell keys to pilots who were not members of the club. This mountain is 2 ½ hours from my house, and I probably won’t fly there more than a few times in any given year. This is the second such key I have purchased. The first was

for a mountain over 3 ½ hours from my house, and I flew that mountain once a year if I was lucky. My wife asks why? Why spend that money on keys I will rarely use? To be truthful, it’s an easy question to answer. We all do it. We all spend money on things we rarely use. We all buy life insurance. We all pay for car insurance. We have all paid for parachutes that we hopefully only see once a year; and many of us own a GPS that we stick on our decks but rarely even turn on. Most often, we spend that money for things we don’t often use for one simple reason: So we can use them if we want to. But there is a second and more important reason for buying these keys, and that reason, in one word, is support. The two mountains I have spoken of have private owners who require expensive leases and insurance. Therefore, we provide what support we are capable of providing. We buy the keys so we can fly the mountain if we want to. If we don’t want to fly there, then others can because we have done our part to help make it possible. Go through the list of sites you know that would disappear if not for the efforts of local clubs. How many clubs have opened your favorite sites on private land? How many clubs safeguard some of our favorite sites, improve them, and open them to everyone? How many of those sites require thousands of dollars in annual leases and insurance? How many such sites have you flown? How many have you supported? Support is the name of the game. That said, the thought has completed its path through my brain. Now it’s time to fly.

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

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