USHPA Hang Gliding & Paragliding Vol37/Iss10 October 2007 by US Hang Gliding & Paragliding Association

Volume 37 Issue 10 October 2007 $4.95

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

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, David Jebb, Dennis Pagen, Steve Messman, Mark Stucky Staff artist: Jim Tibbs 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.

Labor Day fly-in lawnmower artwork in the LZ at Ellenville, N.Y. Photo: Paul Voight

Departments Editor’s Corner. . . . . . . . . . . . . . . . . . . . . . . . 7 Pilot Briefings: News and Events . . . . . . . . . . 9 Airmail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 USHPA: Election Information . . . . . . . . . . . . 16 PG Accidents. . . . . . . . . . . . . . . . . . . . . . . . 20 Comp Corner: The 2007 East Coast Championships . . . 23 Pilot Profile: The Renegades. . . . . . . . . . . . . 30 Flight Report: Anatomy of a World Record. . . . . . . . . . . . . . . . . . . . . . 44 Faces of the Future: Desiree Rhinesmith. . . . 49 Comp Corner: The 2007 Aerobatic Pre-World Dateline. . . . . . . . . . . . . . . . . . 50 Pilot Profile: Donnita Hall. . . . . . . . . . . . . . . . 56 Calendar . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 New Ratings. . . . . . . . . . . . . . . . . . . . . . . . . 70 Marketplace. . . . . . . . . . . . . . . . . . . . . . . . . 71 Classifieds. . . . . . . . . . . . . . . . . . . . . . . . . . 73 One Last Thought . . . . . . . . . . . . . . . . . . . . 78 Index to Advertisers. . . . . . . . . . . . . . . . . . . 77

What If…?

Some lessons we learn the hard way, but sometimes we are fortunate to be able to learn from the mistakes made by others. This P-2 pilot refined his launch technique both through analyzing his own error and by witnessing – and photographing – another pilot’s similar mistake. By Mike Frakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

The Dixon White Memorial Fly-In

Until his death of natural causes in 2004, Dixon White was one of the best known and most respected paragliding instructors in the country. Pilots, families and friends are invited to come to Arizona in mid-October to celebrate the joy of flying that is part of Dixon’s legacy. By Tanner Patty. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

Flight to the Borderlands, Part 2

In Part 1, Paul had been swallowed by a cloud that developed suddenly around him. He survived a crash landing, and now has to find his way out to civilization.

By Paul Gazis. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

Hang In There Part Deux – Learning the Takeoff Go/ No-Go Decision Volume 37 Issue 10 October 2007 $4.95

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

This month the gallery, cover, and centerspread images are works of art submitted by our USHPA members. “Thermaling” by Diane Gerard graces the cover of this issue.

To launch or not to launch: If something goes wrong once the takeoff run is initiated, do you know your point of no return?

By Mark “Forger” Stucky. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

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

IT TO BELi V

:ALK T

SOM ONE

Unless you have flown one of our current models. it'.s. goiing to be pretty much impo:Ssib!e:f,or-you to,believe how much bielter they are than the hang gliders of even just a few ye1u:s ago. So. yo1u sha1uld Hy one. D1r, yo111could talk, as we have, to some of the pilots and i.nsinJ,c tus out ther,e who hau-e,.

..Just wanted to congratulate and thank you again for designing such ihiglfl: quality wJings. Besides being i1111love with my new T-2.1 test flew a customer's Sport 2135 ve·sterday and ittlew great anlil was alil absoluoo pleasure to thermal. The Sport 2. In my estimation, is, the fim and only true "beg·nn·ng to a.dvanced· will11.g out there. I hav.e, new H-2 students doing extremely well on them and experienced H-4s.thail:fly XC and lo1Je them a,s.well. Thanks and well done. I think the Falcon and now the Sport 2 are truly Ile best things that have·happen.ed to the saf,ety and overall expe.riem:e for p,e:o~le learnint ow tD flV hang gliders s:ince· I· have been flyi1111g." ·J'eff Shapiro1 Five Valley H.G. "I finally got mv new Falcon 3 outfor asoaring flight yesterdav. What an a·me,zing glider! I feel like I am dri1ving a little sports, car aim11nd in the s,ky, It's an absolute joy to Uy," -Dean Slocum

"'Thanks so muc'lii 00 Wills Wing for lettiri.g me borrow their great new Fa con 3 110. The glider was a joy to tty I was confident in all the thermals no matter how wild. I could whip it aro,und withot1t a problem. I was pushing ourt and flving , d

at less than 19 mph." -Da11is Strnob latter his record 205 mile ftightl

"This wes by far lha best day I've had under a wmgl This 1s a great glitJerl" -Ken Foote (after demo flight on a Spar 2)

Browse the complete collection of pUot: comments at www.wmswin,g.com Crick on the glider model you're interes.te·d in from the hom:e page•.and the:n select "Pih1t Commenf ' on the left-side menu.

'0r. just g,o ·nvon.eI

It's all abo U1t tJlne fll y i n g .

LLSWlNG.C

One Flying Monkey’s First Time to Goal

The Flying Monkeys came from Hawaii to the Rat Race to show off their almost-too-subtle team T-shirts and to see how they’d fare in this flyerfriendly comp.

By Alex Colby. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47

Paula’s Journey

Every pilot’s journey from the dream of flying to first high flight contains elements of courage, endurance, frustration and pure joy. The story of Paula’s journey, with a full share of all of these elements, is an inspiration to pilots of all skill levels. By Denny Pistoll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54

Gallery. . .59

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

C.J at Dog Mt., May 2007

Photo: Aaron Swepston

It’s Labor Day weekend as I make the final fixes late to send us your images. Directions for uploadon the layout of this October issue. Like many of ing material are on the USHPA Web site at ushpa. the rest of you, George and I are at a fly-in for the aero/editorial_dropbox.asp. (A major kudos, by holiday weekend; we’re in Riggins, Idaho, at the the way, to all who invested the time to learn how Resurrection Fun-fly that you read about in the to use our ftp dropbox, and avoided the temptaAugust issue. This is a true biwingual event, with tion to send those huge image files via email!) I’d love to be able to state that the dust cover on the 20-plus participants about equally divided between hangs and paras. In spite of there being a this issue was in deference to the awesome artwork bit too much wind in these narrow valleys by mid- on the cover, but I can’t. The October magazine is day, we’ve been able to find a site where we could USHPA’s vehicle for getting to each member infly every day, and the hours we’ve spent hanging formation on the upcoming elections for regional out on launch has been prime time for sharing directors. Only a few regions have contested elecstories and getting to know the pilots who range tions this year, but please mail in your ballot – from novices through masters, and come from all that’s the dustcover of the magazine for most of us around the country. Fly-ins are a major factor in – even if your regional director is running unopkeeping hang gliding and paragliding alive and posed. Regional directorship is a time-consuming energized, and I’d like to personally thank all the and often thankless job, and your vote tells your folks throughout the country who put in the time, director that you’re paying attention, and that you energy and money to make each fly-in happen. support and appreciate his or her efforts. As this issue went into production, many of the You are appreciated! If you missed out on all the Labor Day fly-in summer’s big comps and flying events were history, opportunities, take heart – Tanner Patty and the and several participants had found time to comfolks at the Craters in Arizona invite us all to a pose their stories and sort through their photos to biwingual event in memory of Dixon White, one let the rest of us know how things went. All three of the icons of the paragliding community who Comp Corner articles this month are entertaindied of natural causes four years ago. Tanner’s ing and interesting enough to catch the attention feature article has more information on this up- of even those who profess no interest in formally coming event, and the Calendar of Events in both competing. Lauren Tjaden’s account of the “2007 the magazine and on the Web site have lists of East Coast Championships” emphasizes that you upcoming happenings that you might want to don’t have to be a big-ego, hotshot hang glider pilot to be a winner at a competition; Alex Colby’s check out. In case you’ve forgotten (or didn’t read my tale of his “First Time to Goal” at the Rat Race monthly reminders in this column), the cover makes the same point for paragliding comps. Staff surely brought it to your attention: This is the writer Dennis Pagen’s account and photos of the second dedicated “artwork” edition of the maga- biwingual “2007 Aerobatic Pre-world” competizine during my tenure as editor. Two days before tion in Norway may tempt you to head to the far the deadline last August 6, I was doubting that north for some spectacularly scenic flying – as parwe’d be able to pull off a full-on artwork issue. ticipant or spectator – even if you think you’re not But I was so wrong – a deluge of material arrived into aerobatics. Not all competitive flying takes place within in the dropbox at the last second, and we actually ended up with more artwork than we could an organized event. George Stebbins had an itch squeeze into this magazine. While it’s always to see if he could set an out-and-return distance fun sorting through photos trying to make the record in the Owens Valley, an area he often flies. best possible selections each month, I especially His journal-style “Anatomy of a World Record” enjoyed working with my contributing editor, provides some interesting insights into the trials, Matt Gerdes, to finalize the collection you see in tribulations and triumphs involved in meeting this issue. Many, many thanks to all the artists one’s personal goals, and in turning a personal who contributed their images – I hope you enjoy best into a valid world-record flight. A flight doesn’t have to be a record-breaker, or their flying-related creations on the cover, centerspread, gallery and filler images throughout even a personal best, to be memorable! Paul Gazis continues his “Flight to the Borderlands” saga in the magazine. As for all those T-shirt designs, paintings, dig- this issue; he’ll once again leave you in suspense, ital artwork and altered photos that we couldn’t but rest assured that the conclusion to this amazsqueeze in this month, look for them in the gal- ing true story will be in next month’s magazine. lery sections of the next several issues. And if you Mike Frakes was inspired to write his “What missed the August deadline for submitting your If?” feature story when he witnessed a paraglider artwork for this issue, it’s not – it’s never! – too pilot repeat a launch error that Mike had himself

Many of this month’s contributors are professional artists. If you are interested in purchasing an artist’s work and are unable to find his or her Web site or contact information by Googling the artist’s name, send me an email and I’ll put you in touch.

On page 4 of the September issue, the cover photo was inadvertently credited to Jeff O’Brien. Jeff’s cover shot will appear in a future issue; Aaron Swepston is the pilot and photographer on the September cover.

Harold Wick sent me this wonderful painting as a gift, along with a heartwarming note. Many thanks to all of you who have communicated your approval of the magazine over the years.

committed only a few days earlier. Mike’s hopes of making us all take a critical look a P-2, but his article is a good example of at our real-time launch decisions and achow we can all share insights and learn tions. Back when Mark was a beginner, from each other, regardless of our experi- pilots flew on swing seats from Sears, and “safety” meant fastening your seat ence level. What makes a pilot an “interesting” belt but did not include wearing a helmet personality, worthy of an appearance in or carrying a parachute. It’s amazing that this magazine? Staff writer David Jebb Mark survived his student days, as you’ll thinks that being part of hang gliding see when you read his “Hang In There” history from its very beginning is article- column. Our paragliding Accident Report worthy; his profile of Donnita Hall, “The writer, Alex Colby, provides analysis of Excitement That Never Ends,” intro- a recent paragliding fatality, as well as duces the first female hang glider pilot commenting on other less serious recent to those of you who haven’t been around accidents – some involving the helmets the sport long enough to have met her and parachutes that are now considered yourself. Nico Hellas is intrigued by essential safety equipment, and that the top-notch paragliding acro, and in “How accident victims credit with their escape to Get a Hangover” he interviews one from more dire consequences.. As always, staff writer Steve Messman member of the world-famous acro team, the Renegades. Ryan Voight may be a bit leaves us with One Last Thought to biased, but his Faces of the Future article, ponder; this month it’s a reflection on “Fun Fearless Female,” profiles a young our “Friends and Family.” Steve draws woman who seems destined to become a parallels between what we do with our solid member of the hang gliding com- “real” families that define a family as a munity. Denny Pistoll’s fellow student coherent, caring unit, and what we do was the inspiration for his documenta- with our flying buddies that also forge tion of “Paula’s Journey” toward becom- us into a similarly coherent, caring unit. ing a competent hang glider pilot. Many With “real” families often being sepaof us, whatever wing we fly, will relate rated by huge distances, isn’t it a blessing to Paula’s determination and spirit as she that we are able to share so much with our “adopted” family members – our struggled to attain her goal. On the theme of safety this month, fellow pilots? And that thought brings me, in a staff writer Mark Stucky recounts a tale from his early days of hang gliding in somewhat oblique manner, to the reason

why this month’s Editor column spans more than my usual allotted single page. It is with mixed emotions that I make this formal announcement, thereby “carving in stone” my decision to retire from my position as editor of Hang Gliding & Paragliding magazine. I can say in all honesty that I’ve truly enjoyed producing the magazine for the past almost-four years, and working with just about everyone who’s been involved in the production of each issue has been an immense privilege and pleasure. However, as you may know from reading my previous columns, my husband George retired just over a year ago, and he’s been having entirely too much fun working on projects and planning our trips and vacations. We agree that it’s time for both of us to be free to play outdoors when the weather is good, and to travel when we want to go, without my having to work around deadlines and carry my computer on every vacation. My current intention is to edit the February magazine’s content and send it to the art director for layout, and then celebrate Christmas 2007 in retirement mode. I’ll miss my professional interactions with so many of you, but I expect as a retired editor I’ll get to meet a lot more of you – all members of my “extended family” of flying friends – when George and I are free to travel to your sites, your fly-ins, your local comps. I am looking forward to turning the magazine over to an editor who can accomplish the Publication committee’s stated goal of “moving our magazine into the 21st century,” and to becoming just another reader who anticipates the magazine’s arrival in my mailbox each month. If you think you may be the right person to take over editing this magazine, please contact the USHPA office for more information. Meanwhile, until the February magazine goes to the art director in December, you can reach me at my usual email address: editor@ushpa.aero. As always, I look forward to hearing from you.

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

French Alps to land just a 60-km walk away from goal. Meanwhile Hofer’s westerly route looked fatally flawed. By dusk he was back on the ground near Gap in the Alpes de Haute Provence and cursing the gamble that seemed to have backfired. Unless he pulled a miracle flight out the next day, Hofer was sunk. As night fell Müller and Coconea settled into perhaps the most grueling section of the entire race: a final exhausting

Coconea on approach for a perfect touchdown in Monaco

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

march that was to last close to 24 hours. Müller knew the Romanian endurance king was hot on his heels and could easily destroy his 40-km lead should he slow his pace. By morning the gap had closed to 30 km; Müller was still walking stiffly, but incredibly, after almost 1000 km on foot, Coconea was running! Meanwhile Hofer was 130 km away from Monaco, on foot, and looking for a launch. Crossing the lake of Serre Ponçon, he launched and set off on a tenuous and

Photo © Vitek Ludvik/Red Bull

Red Bull X-Alps 2007: Switzerland’s Hofer Wins Second Title Swiss paraglider pilot Alex Hofer is the 2007 Red Bull X-Alps champion. A dramatic finish unfurled when the final leg of the race came down to a vicious route march for Toma Coconea (Romania) and Martin Müller (Switzerland), and a breathtaking flight that snatched victory from nothing for Hofer. On Saturday, Coconea and Müller started their penultimate day together high on the Col De Galibier, deep in the middle of the French Alps. A fantastic flying day unfurled before them and by early afternoon they were both airborne. Müller, a three-time Swiss paragliding champion, soon blew Coconea away with spectacular airmanship and, as the day drew to a close, had built a 40-km lead over the Romanian. Müller and Coconea were half of an elite group of four pilots who’d managed to break away from the rest of the athletes after passing the Eiger turnpoint. The party would have been three and, had it not been for Coconea clocking up an incredible 170 km on foot over a 30hour period, the Swiss trio would have had the game to themselves. Hofer, the 2005 Red Bull X-Alps champion, and fellow Swiss athlete Urs Lötscher joined the pair; together they steamed ahead to Mt. Blanc and built up an 85-km lead over Britain’s Aidan Toase, leaving him in fifth place. It was then that a crushing blow hit one of the leaders. After careful examination of Müller’s tracklog the race directors discovered that he’d flown through the restricted airspace around Sion, Switzerland. Müller was dealt a 36-hour penalty, to be served out on arrival at the final Mt. Gros turnpoint. The devastating effect of the penalty meant that if any other athletes arrived at Mt. Gros before Müller had served out his sentence, they would beat him – unless they too had a penalty to serve. Müller attacked the rest of the course like a man possessed, first dispatching Lötscher when the 50-year-old Swiss mountaineer stopped to fly before the Col De Galibier and failed to clear the high ground that Müller hiked over. Then, once the thermals kicked in, Müller cut a swath through the complex southern

a flight to aid Thomas de Dorlodot, from Belgium, who crashed. Honza Rejmanek, from California, was awarded the Outstanding Achievement prize for overcoming a slow start due to illness and finishing in 9th place overall. Coconea was named the Red Bull X-Alps Man for his never-say-die spirit that led him to the podium. Jan Skrabalek, Andy Frotscher and Honza won Nokia Nseries N95 devices for posting the best diaries. All the athletes’ diaries are online at redbullx-alps .com; Honza’s excellent photo journal is worth perusing, and indicates that he and his support crew Dave Hanning were taking full advantage of their Nseries devices during the race.

call in or return on Friday evening and the alarm was raised early on Saturday. The Civil Air Patrol began what they call a “route search”; although Geoff had not stated his intended route, pilots who had been in the air with him on Friday could provide a general suggestion. A handful of private powered aircraft also took to the skies on Saturday and searched a very wide area down to Bishop and Lone Pine and over eastwards to Tonopah and Hadley, without success. Jim Herd says, “Some concerned private pilots and their observers decided to concentrate on the likely areas of flight, armed with knowledge of the terrain and the weather on Friday, and Geoff’s soaring habits. Several of us know Geoff’s flying patterns very well. The soaring weather conditions were not good on Friday – mediocre lift and moderate SW winds with almost no clouds. This is a recipe for turbulence and Geoff knew that better than anyone after tumbling his hang glider and descending safely under canopy about 20 years ago. So the hunch was that he would not have gone too far off the beaten path where lift is usually best. “About five private planes fanned out to the southeast. I was in the second plane and as we approached Boundary Peak the first plane, which was in sight five miles ahead of us, reported that they thought they saw something. We followed over the same spot, and at low level over the crash site we saw debris almost buried amongst the small trees. It was U.S. pilot Nate Scales at takeoff at 10,300 feet and about two miles west Geoff Loyns Dies in a Sailplane Crash of the peak – the top of Boundary Peak in California is at about 13,500 feet. The site is just Excerpted from email postings by Jim Herd, used below the tree line, very steep with small trees and in an open area – not deep in a with permission Geoff Loyns took his last thermal on canyon. Bishop airport would have been Friday, August 10, fittingly at Boundary an easy glide from there. “Within five minutes the GPS coordiPeak in the Owens Valley, near Bishop, California. Geoff knew and loved this nates were relayed to CAP and then to entire area, which he had flown ex- Fallon Naval Air Station. The navy had tensively in both his hang glider and a fully equipped helicopter in the air in 40 minutes. The worst-case scenario was his sailplane. He was flying a well-trodden path confirmed about an hour later. Looking in his Ventus motorglider (“BM”) from at the site from above, it probably was all Minden, Nevada. His last radio trans- over very fast.” As this magazine went into production mission, at about 3:00 p.m., reported that he was about 80 miles outbound, at about in mid-August, Jim provided this update: 17,000 feet and doing OK. He did not “Seven of Geoff’s good friends from hang ©Michel Ferrer

technical flight through the mountains to goal. It looked impossible, but Hofer has a way of making impossible look easy, and every kilometer the Swiss ace edged further south put Müller and Coconea under even greater pressure. Hofer’s brilliance in the air wasn’t enough to beat Müller, though, who ran in to goal screaming with elation in the late afternoon. Müller was the first athlete to reach Monaco, but with his 36hour penalty he was forced to wait and allow those behind to overtake him. After a stunning flight, Hofer landed 13 km short of Mt. Gros and sprinted the final three hours of his race, to beat the exhausted Coconea into goal and win the 2007 Red Bull X-Alps. Coconea staggered on to launch five hours later, and Lötscher three hours later again. Lötscher, like Müller, had a 36-hour penalty to serve for the same airspace infringement, so Müller took the bronze and Lötscher finished fourth. Even if he did just miss a place on the podium Lötscher once more proved his mastery of alpine skills by taking one of the shortest routes with the second greatest proportion of flying (60%:40%, second only to Alex Hofer’s 61%:39%). X-Alps race director Steve Cox, a paraglider pilot of 18 years and former world champion, discusses penalties imposed on pilots for violating airspace: “In all cases, we first had to get hold of the athletes’ backup data and get a statement from them. Then the race committee had to get together and discuss the infringement.” In Martin Müller’s case, this took over 10 hours. From his data it was determined that Müller had entered the airspace of Sion, Switzerland, and he was given the 36-hour penalty. However, it emerged that Müller was flying in strong winds that forced him down over forest and rocks, and the only way to effect a safe landing was to land 1.3 km inside the airspace. “This was the reason we did not disqualify him,” explains Cox. Müller placed third, behind winner Alex Hofer, also from Switzerland, and second-place finisher Toma Coconea of Romania. Spanish pilot Ramon Morillas (who holds an FAI world distance record of 1105 km with his paramotor) won the Sportsmanship prize for cutting short

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

Notes and Gloats From the Paraglider Manufacturers: GIN Gliders, an official partner of the Red Bull X-Alps 2007, created the Boomerang 5 X-Alps, an ultra-light version of their last World Cup glider, the Boomerang 5. The Boomerang 5 X-Alps glider, exactly the same as the ones Martin Müller (3rd place) and Kaoru Ogisawa (5th place) flew the 838 km to the X-Alps goal at Monaco, should be available for sale by the time you are reading this announcement.

Following the ADVANCE successes at Ager, Spain last July, where Chrigel Maurer took podium position one and ADVANCE’s Eliane Ueltschli was victorious in the women’s arena, Chrigel again finished first at the PWC event in Como, Italy, in mid-August, closely followed by Andy Aebi. Old campaigner Christian Tamegger finished third. Yet again, Chrigel turned in a remarkably consistent performance.

Photo courtesy ADVANCE

gliding and sailplanes, including a sailplane buddy of Geoff’s (Andrew James) who just yesterday flew in from Wales with his wife and son, plus Robbie who is the father of Geoff’s granddaughter, just returned from a very tough day trying to hike up Boundary Peak in an attempt to retrieve Geoff’s GPS data logger. This was an officially sanctioned effort under the NTSB, with the objective of determining the events leading to the accident. We were not successful. We made it from 6000’ to 8300’ but after that the terrain underfoot was extremely steep and loose, like walking up a sand dune. The crash site is at about 10,500’. It is humbling to actually be amongst those mountains on the ground! Additional retrieval efforts may follow because this accident was not caused by a rookie mistake and so we must learn the cause.” Memorial services and celebrations of Geoff’s life were held in Minden and in the Bay Area shortly after the accident. Geoff’s family all live in South Wales, where he had hoped to retire some day. Five members of the immediate family, plus the James family, made the trek over from Wales to close out Geoff’s life in an orderly and dignified fashion. A report on the memorial celebrations and a deeper report on Geoff’s accomplishments in aviation will be offered at a later date.

Photo: Benoît Chantre

Photo courtesy GIN Gliders

Chrigel summarized the conditions: “We flew something like 500 km in the week – more kilometres than have ever been flown in a world cup before. We could see thunderstorm clouds high above the Alps, but over thundery Lake Como there wasn’t a wisp of it. The flatland thermals were working really well, and this made for some very interesting tasks of between 73 and 107 km.” These two ADVANCE pilots usually row in the same crew – together with their boss Kari Eisenhut they make up The 2007 Hang Gliding World Two more Limited Edition GIN the ADVANCE test team, and use their Championships: Moyes Gliders Take Red Bull X-Alps gliders have also been competition experience on a daily basis Top Honors launched: the Zulu Explorer X-Alps, developing serial products. The most The competition ended early, after available in all sizes, and the Yeti 19 conspicuous of these is the high-end seven days of excellent racing on tasks X-Alps in an extreme lightweight size performance Omega 7, but Chrigel and ranging from 143 to 285 km, when of 19m 2 (limited production). More in- Andy also play significant roles in protropical storm Erin arrived in Texas with formation on GIN products is at www ducing beginner wings such as the new heavy rain and strong wind. Hungarian .gingliders.com. Alpha 4. Attila Bertok took first place, followed Chrigel and Andy currently lead the closely by Austrians Robert Reisinger PWC 2007 rankings. More information and Gerolf Heinrichs. All three winners about the PWC events is at http://new fly Moyes Litespeed gliders; indeed, 16 of .pwca.org/. the top 20 placing pilots flew Litespeeds. ADVANCE’s Valéry Chapuis comFull results for both individuals and ments on the R&D insights gained from teams, as well as track logs and links to the ultimate endurance race, the Red more comp-related information (includBull X-Alps. “It is exciting and fascinating the meet theme song, “Come Back to ing to follow the athletes live or by comTexas”), can be found at http://ozreport puter, but it is equally interesting for our .com/2007worldsscores.php. R&D department to see how the gliders made of extremely light material proved Martin Müller knew his GIN glider would give themselves in practice. Specially for this him top-notch performance, but he felt the need to pre-flight his rain gear before the Xrace a Sigma 6 was made for Urs Lötscher Alps race. and an Omega 7 for Nate Scales. Ramon October 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

Photo courtesy NOVA

The Ibex is the smallest DHV-certified paraglider.

thermals make this a unique event that is ideal for pilots of intermediate and above XC ability. Registration is open and the event is expected to fill up quickly, as it did in previous years, so don’t wait to sign up. More info: www.caribbeanXC.com. Need a quick and immediate flying fix? OZONE is now hosting a large number of flying videos available to download for free! Take a break from your day in the office and check them out at http://www .flyozone.com/paragliders/en/downloads/. Painting On a Paraglider Palette

Photo courtesy SKYWALK

it comes with NOVA’s full three-year warranty. Its low weight results from the small surface, its reduced line concept and the innovative choice of material: NOVA uses super-light 27g/m 2 Porcher Skytex cloth on areas that receive little stress, such as the bottom sail and the rear ribs and diagonals. The entire top sail and the stressed parts of ribs and diagonals are made from the proven durable 40 g/m 2 cloth. The Ibex has slightly reduced risers with a comfortable handling instead of twist-prone, ultralightweight versions. APCO’s Chairbag harness has received full DHV certification, including the airbag protection. Despite being very light, the Chairbag has proven very comfortable even on long cross-country flights and has built-in top-of-the-line crash protection: a double-valved, twochamber inflatable airbag. The Chairbag can be turned inside out and used as a full-size carry bag. It’s built from hightech, lightweight materials with gelpadded shoulder straps, and has adequate bag volume for any glider, helmet, flight suit and accessories.

SKYWALK is testing a new fabric that, if found satisfactory, will allow a new level of creativity in paraglider color design. The fabric will be printed before coating, meaning that the aging characteristics of the fabric won’t be affected on any level, and the design will retain the highest level of color-fastness and brilliance. Several of SKYWALK’s Mescal2 paragliders underwent stress testing last summer in flight instruction schools as part of the long-term flight research. If the lab results confirm SKYWALK’s expectations, then truly exceptional design opportunities will become available to manufacturers and customers. In principle, anything you can imagine will be possible to produce. SKYWALK urges pilots to “dream The Chairbag your own design!” More information OZONE is once again hosting the is available on their Web site, www Caribbean XC Challenge on the island .skywalk.info, by email at info@skywalk of Hispaniola in the Caribbean Sea, .org, or by calling 00498641694840. February 17-23. Over 100 pilots will be invited to participate in the event, which STC Introduces a Wireless Helmet Cam is a week-long stress-free open-distance System This new wireless helmet camera XC competition and clinic with coaching from the world-renowned Jocky system allows you to catch all the action! Sanderson and other Ozone team pilots. The wireless rechargeable camera attachDaily XC debriefings using 3D GPS es securely to your helmet with a flexible mapping software, XC coaching each Velcro pad or can be bolted directly. The day prior to flying, and mild tropical wireless rechargeable receiver features Photo courtesy APCO

Morillas relied on his normal comp glider, and was less concerned with its weight than with his confidence in dealing with extreme flight situations, gained over countless hours with this familiar wing. At the moment it doesn’t look sensible to us to make gliders for normal pilots out of these extremely light materials, because of their drastically reduced lifespan; but naturally our R&D team use this sort of event to test new materials to their absolute limits. To build a long-lived paraglider as light as possible was one of ADVANCE’s objectives from the very beginning. The flying behavior and safety of a glider, in old age as well, remains, as always, our first priority.” NOVA’s Ibex wing is one of the lightest-weight paragliders on the market, and the Ibex 15 and 17 are the smallest wings ever with DHV certification. NOVA touts the 17 as an ideal wing for “very lightweight pilots, who often could not penetrate with too strong a headwind, but who can now enjoy full control of their flying. As one very lightweight female pilot said, ‘For the first time ever, I had the feeling that I determine myself what happens. Before, I was being flown.’ A lot of lighter pilots are very likely to experience true ‘normal flying behavior’ with this small wing.” The Ibex 17 is rated DHV 1-2 for pilots in the 55-95 kg range. On the other hand, “for experienced pilots, flying with a much-loaded Ibex is an exceptional experience,” says NOVA designer Hannes Papesh. “I’m sure that quite a few pilots who have chosen the Ibex as a second wing for hiking, will fly it not only on alpinist tours – just because it is so much fun!” NOVA emphasizes that the Ibex is no fragile alpine glider made out of superthin and easily damaged cloth, and that

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

Larger-than-life Dragonfly Wings Roy Lautamo says, “I built this glider back in 1977 and finished painting it in ‘78. I thought a dragonfly wing was more suitable than all the butterfly designs I had seen. It was quite a large canvas and I don’t think I would do it again. The glider was topless and used aluminum struts rather than wires. I copied Manta’s

‘internal floating truncated tip’ for this design so it actually had what were essentially sprogs for positive pitch control. It flew much better than the old standards I learned on but I don’t think I would ever fly it again.”

Photo: Jim Chandler

a 2.5” LCD screen for live viewing or playback. Media is recorded on optional SD cards from 16MB to a whopping 2GB. The unit fits conveniently into your pocket, backpack or saddlebag and you never have to worry about wires or cables. More information at www.stchelmetcam .com.

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

better to have some good writing about the soul of gliding along with the upI just got off the USHPA Web site drafts and downdrafts. Thank you, where I reread Paul Klemond’s 1997 ar- Mr. Messman. ticle, “Flying the Crowded Skies.” Good Ellen Lilley, USHPA #52764 article and, considering today’s growing populations of new pilots, I think it Magazine Photos Are, Sometimes, warrants another printing, or at least a More Than Just Pretty Pictures! reading online. (email, 7/25) John Kraske, USHPA #66527 You published my photo of Kyle in the magazine this month. I have not been so Paul’s excellent article, written in excited for a long time! 1997, can be found at http://ushpa.aero/ Having Kyle in the photo is perfect article12.asp. since he is a local guy who struggles with wife, children, money and other chalNot Just Updrafts and Downdrafts lenges that would normally keep the (email, 7/22) average guy from flying. Besides that, I just want to say that the article “One he is just one of those quiet, unpretenLast Thought” on the last page was a tious people who would do anything for beautiful piece of writing – just poetic you but would probably never submit his – and it went straight to my heart. Mr. own photo. Steve Messman is a nature lover, that is Along with another of my flying budobvious, and the thing about hang glid- dies, Mike Butler, Kyle survived the ing is it gets you closer to nature in the early days with little or no training in way Mr. Messman wrote his piece. Mariposa, California (close to Yosemite). It has made the magazine so much Many hang glider pilots like us dream Flying the Crowded Skies

(email, 6/13)

of epic free flights but must make do with weekend leftover time and money budgets. No complaints – we still have fun and are very lucky. Kyle will be pleased to see you have published an image of one part of his dream. Dan Veneman, USHPA #71416

Unknown Hang Glider Pilot Receives a Belated “Thanks” (Web site, 8/1)

It was 17 years ago today, August 1, that a hang glider unknowingly saved my niece and sister. They were on the road between Ukiah and Willits, California. My brother-in-law was at the helm, my young niece rode shotgun, and my sister wore a headset in the back. A hang glider appeared in the sky above them, and my brother-in-law exclaimed, “Look, a hang glider!” As my niece bent over to look up, a rock from road construction flew through the window, grazing my niece’s scalp, and hit my beloved sister square in the headset.

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

Though she only lost a small patch of scalp that day, my niece deflected some of the power of that rock against my sister’s head. My dear sister suffered serious concussion but was saved by her own daughter. Thank you, unknown hang glider, for the gift of my niece and sister these 17 years. They have brought much joy and peace to the world. Virginia Dixon, not a member

USHPA a “Member-controlled” Organization, Or Merely “Memberrepresented”? (email, 8/1)

In August’s Air Mail, I believe the USHPA treasurer and Region 1 director defensively missed member Keesling’s main point, my interpreting his point as being that the USHPA heralds itself as a “member-controlled” sport organization but does not truly act as one. It’s like calling, believing, and hoping that the United States is a “citizen-controlled” nation but realizing it might be something else. It’s like our electing government officials to represent our concerns and then their acting like they seem to know what’s best for us. With all this in mind, maybe the USHPA should humbly rename itself a “member-represented” sport organization. Regarding Keesling’s point about the logo issue (which also was defensively retorted), he admits it’s a very small issue; nonetheless, the member-voting aspect might be indicative of unsettling recent practices. I, too, admit whatever the organization’s logo is, it’s a very small issue, but Keesling’s discomfort over how the member vote was handled should act as head-check for steering the future of our organization. We all know we can still buy an old-style sticker. I believe we all just want to feel that USHPA is still the grassroots, hippie-history, individual-freedomloving, pioneering group that it once was...and still might be. On a side note, I voted for the logo that won the popular vote. My voting was the first and only way I involved myself other than writing membership checks and reading the magazine. My fault? I’m just a new guy! But think for a moment how I got amped over being more involved, feeling like part of the old-

school USHGA even though I’m a highnumbered paragliding pilot – only to have my vote not count by Big Brother. Keesling and other members know your work is difficult and your intentions are honorable, just like the work and intentions of our elected government officials? Without being defensive, just understand how some members might have felt misled and might currently feel a lack of member-control and intellectual credit. Barry Rich, USHPA #83025

How Do They Do That? (Web site, 8/16)

I enjoyed the June 2007 issue. I saw a self-portrait by Aaron Swepston on page 2 using a “dangle-mounted” camera. It looked great! How about an article on all the ways to take pics and videos? Bob Brockmann, USHPA #43163

I’ve asked several of our photographers – John Heiney, Aaron, Jeff O’Brien and Jeff Shapiro – to write some articles on taking “mounted” photos. I hope to be able to bring you some photo-related articles this winter.

issues featuring multiple images of the same wing, apparently at various points along an actual flight path. Such photographs have obviously been constructed, and I interpret them as such. However my scam alarm went off when I noticed two “photographs” by the same person (pp. 37 and 39) showing the same wing in the same attitude on the same flight but mysteriously in impossibly different positions against the same mountain background. Other photos in the story can be seen to have been similarly doctored. This knowledge leaves me skeptical of the accuracy of many “photographs” appearing in our magazine. One great thing about our sport is that it is incredibly photogenic without special effects. If people want to submit photo montages, so be it – I only ask that they be labeled as such. I echo John Lennon in asking, “Just give me some truth!” Fred Stoll, USHPA #21190

To the best of my knowledge, our photographers are typically quite forthright in letting me know if their submitted images have been “altered” in any significant way. I should have noticed, as you did, and questioned this photographer.

Sharp-eyed Reader Asks, “Just Give Me Some Truth!” (email, 8/11)

Like other readers who have commented recently, I have enjoyed the format of our magazine the last couple years. Thank you for the great job. However, something has been nagging at me for a while, and an observation in the July 2007 edition suddenly clarified it for me. This is the fact that digitally altered photographic images have been passed off as photo documentation. I like both creative art and dramatic photography, but only if I know which one I am looking at. There have been “photographs” in past

Safety Tip High sink rate and little or no apparent wind may indicate that the paraglider is in deep stall. To get it flying again either push both A-risers forward or step on the speed bar.

Bumper sticker by Jean Cobb

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

my ineptitude, I have been learning to fly paragliders. So whether you’ve broken your last spare downtube at the beginning of a flying trip or spent hours untangling your risers from a thicket of poison oak, I can relate to your experience! Alas… The last time I ran for regional director, I felt that the biggest issues facing hang gliding and paragliding were communications and growth. Our communications are getting better – at least pilots are getting enough advance warning of things that might annoy them so that It’s been another busy two years and we can try to make some changes – but I’m asking for your vote once again as we still have a way to go. And as far as regional director. I’ve enjoyed meeting growth goes, we have only begun to admany pilots in our region and work- dress the very serious problem of bringing with you on local issues of concern ing in enough new members to keep our such as site access. This year I learned sports alive. I’ve been honored to take a whack at more about competition by helping out with the Rat Race and competing in the these issues on your behalf for the past Hang-On meet. It was a great experience, few years, and I’d like to keep on taking an intensive course in flying skills, and I a whack at them, because… well… hey… whacks are one of the things I do best! met some fantastic people. On the administrative side, I continue to chair the Elections and the Insurance Region 2: Urs Kellenberger committees, as well as serving as (Incumbent) USHPA’s treasurer. Our new instructor insurance program is now in place, providing much greater protection for those who teach. Our overall finances are solid and the association is in good shape. We do have concerns; a continued decline in new members and ratings is something we’re working on reversing, but the cure for this is a long-term process, not a quick fix. I’m confident that we will find lasting solutions that will preserve and grow hang gliding and My motivation for seeking a third paragliding into the future. Your vote would be appreciated. Even term as regional director is to continue if I’m the only one running for the po- helping Lisa Tate (USHPA’s president) sition, it still tells me, “You’re doing the and the executive committee execute the Strategic Plan and grow our sport. Hang right things, keep it up.” gliding and paragliding participation is declining, and lacking a plan to increase Region 2: Paul Gazis (Incumbent) I’ve been flying hang gliders for many our numbers, we face a bleak future. The years. How well I remember those early Strategic Plan is our best chance at getdays! The world seemed bright and new! ting our sport back in the public’s eye. As the Publications committee chairMankind had just mastered the use of fire! And a new invention – the “wheel” man, I look forward to continuing my – promised to revolutionize retrievals, effort to move our magazine into the 21st which up until that time had involved century. It not only needs more content, pack animals, sturdy ropes, and heavy but it also needs content for current pilots and new students as well as the curious stone sledges. Recently, seeking to extend the range public. A more robust magazine coupled of aircraft on which I could demonstrate with its current professional design proRegion 1: Mark Forbes (Incumbent)

vides USHPA with opportunities for nationwide exposure and potentially more members. Moreover, increasing Internet distribution would enable schools and clubs to capture new students at a lower cost. Our region is lucky to have three directors. These directors participate on nearly every committee at the BOD meetings. We report to each other and work together well. Paul Gazis, Dave Wills, and myself are a strong team that ably represents our interests to USHPA, in addition to the interests of pilots everywhere. Please vote and show your support for the organization. Region 2 is the largest in the nation and therefore has great influence on the organization’s direction. As always, I will seek your input and help, and I will strive to keep you updated with the latest organization news and events. With your support, I’ll continue these efforts to make USHPA better than it’s ever been. My personal stats: Urs Kellenberger, San Carlos, California, print broker (selfemployed), married with two boys ages 6 and 8, flying since 1988, private pilot license since 1996. Region 2: Connie Locke (Candidate)

My name is Connie Locke and I reside in Dunlap, California. Dunlap Flight Park was formed by me around 1980 and operated by me until the end of 1991. My flying career began in September of 1982 and my competition career existed throughout the United States and Canada from 1983 through 1991. I was a member of the Women’s World Team in 1988. Our flight park hosted several regional competitions, numerous fly-ins, and two national competitions. The capacity of competition director was filled

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

by me for half of these competitions. After a brief stay in Idaho, I returned to Dunlap in 1998 and took up the role of launch director once more. Past terms as regional director were a source of great pleasure and challenging tasks. Service as the chairman of Safety & Training brought about a new awareness as to the variety of issues needing attention throughout the country. Upon returning to California I missed the involvement on the board to the point that I attended as a volunteer for a few years and then was appointed as an honorary director in which capacity I have served for the past two years. Time served on the Competition committee has proven equally challenging and informative. It is very apparent to me the need for strong, informed, and devoted individuals to serve on the board. We are facing many challenges and more will come, which is why I agreed to run. Region 2 is a very large and geographically diverse region. I feel we need representation spread over as much of the region as possible. Currently we have three elected directors in the Bay Area, but the region is far more diverse and deserves extended representation. Quite often I am approached by individuals on launch with problems that need attention they are at a loss to solve. I would like to have the opportunity to help them and others. Currently I voluntarily serve as the executive director for the Foundation, handling the day-to-day business. The Grant committee is another area in which I voluntarily serve. My educational background is a masters in education administration. My business background is from successfully owning and operating an RV park/store/laundromat and the flight park for 20 years in Dunlap.

Region 5: Lisa Tate (Incumbent)

one Safe Pilot award, and am currently working to resolve an issue that threatens the closure of a paragliding site. I have been an active hang glider pilot for 33 years and was the founder and president of the Torrey Pines Hang Gliding Association. I served as the chair on the Torrey Pines Soaring Council multiple times and have a great deal of experience in dealing with local governments. My biggest concern is site retention. Many flying sites are threatened and more will be in the future. I think the USHPA can be a great asset in the preservation efforts. I am open to all concerns and suggestions regarding all hang gliding and paragliding issues. I am willing to do whatever I can to help any individual or club safely enjoy our sport far into the future. I am asking for your vote to reelect me as your Region 3 director. You can reach me at brad.reg3@gmail.com.

Region 3: Rob Sporrer (Candidate) I wish to help guide our organization, and so I am running as a Region 3 director. I spent a great deal of time working with both Dixon White and USHPA incumbent John Greynald, gaining experience. I have served as president in our local clubs and have been a part of the board for 10 years. I run a paragliding school in Santa Barbara, which has provided me with experience running a business, and I’ve completed the The Region 3: Brad Hall (Incumbent) Although I am running as the incum- Entrepreneur program at USC. I have bent for Region 3 director, I have only attended USHPA BOD meetings in the been in this position for a short while, past, and feel I can help our organization as I was elected to replace another RD realize and accomplish its goals. who resigned. I am not on any committees yet, but will join one or two at the Region 4: Jim Zeiset (Incumbent) No bio or photo submitted board meeting this October. I am doing my homework to decide where I can be the most effective. In my short tenure I have worked to get two new observers appointed, approved October 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

I am trying to remember why I am running again for Region 5 director. The job involves considerable negotiation, conflict resolution, tons of time and a high tolerance for abuse. But on the bright side, it keeps me single. The last guy I dated said, in the middle of what I think was supposed to be a romantic dinner, “All you ever talk about is hang gliding.” What else is there? I thought to myself. Then I thought, Oh, well, another one down the drain. What shall I order? This sport is an addiction, a religion, and the people who do it are the finest people I know. I am running again to help our sport and the people who fly hang gliders and paragliders in Region 5 and the U.S. I believe that being on USHPA’s BOD has allowed me to make a difference in our organization and sport. I have spent the last two years as president of USHPA as well as Region 5 director. Prior to that I served as association VP and chair of the Planning committee. During this time, USHPA produced our first comprehensive strategic plan and developed infrastructure to support our strategic direction. One thing I have learned from this experience is that no matter what decision you make in this sport, someone will be mad about it. The key for me is to exercise due diligence, educate myself on the topics, then make a decision on what I feel is in the best interest of the organization and sport. On the regional level I have worked on chapter fund-raising projects and securing sites; I helped bring the paragliding nationals to Sun Valley in 2006, and

I organize and direct the annual King Mountain Hang Gliding Championships for the Idaho Hang Gliding Association. Professionally, I have worked for more than 20 years in non-profit management and ethics with local, national, and international organizations. These have included charitable foundations, outdoor organizations, zoo/conservation industry, equestrian sports and North- and WestAfrican human-rights organizations. I got involved in hang gliding when I was 13 years old and have been flying for over 30 years. I am an advancedrated pilot and although I have not flown paragliders, I have gone tandem on a few very enjoyable occasions. Being a USHPA regional director takes dedication, energy, and commitment. I would like to continue to represent Region 5 on the board of directors for USHPA. Region 6/11: Gregg Ludwig (Incumbent)

My current term as director has been very productive and rewarding. We should all be proud of our successful campaign to re-constitute Region 6 with the new provision that allows a single director to represent two regions. During my term I have demonstrated a commitment to the BOD to complete important association business while at the same time representing the members in our region. Our regional focus has become site preservation, which requires funding, which creates a need for instructors to bring in new members. In other areas, I see opportunities to use public airfield facilities with Light Sport Tow Aircraft. As a naval officer (retired) and professional pilot I have experience working with the FAA and other government officials – I have the

been done by the association), we have initiated a poster program that is underway, we are initiating a mentoring program that will be reviewed by the BOD this fall, and we are reviewing a possible Internet ad program. I am stepping down Region 7: no election from the chairmanship but will continue to be active on that last committee as Region 8: no election well as on the Safety and Training and the Instructor Support committees. Region 9: LE Herrick (Incumbent) I hope that I can continue to represent I am seeking to represent the region because, in addition to being a pilot, I Region 10 and will try to keep everybody am a federal bureaucrat working in up-to-date with what’s happening. My Washington, DC. As a Washington in- email is hekdic@att.net. Contact me at sider, I am responsible for the formula- any time. tion, interpretation and implementation of federal regulations, legislative guid- Matt Taber: Region 10 (Incumbent) As a pilot, a hang gliding business ance, and federal policy. I understand policy development and I believe that the owner and an experienced director I national organization needs Washington am greatly concerned about the lack of representation in order to effectively pro- growth of our sports. I feel it is essenmote the interests of its constituency. I tial for the USHPA to be a leader and believe that USHPA would benefit from partner in the growth of our sports and I feel strongly that the USHPA needs to my experience. I am a P-4 pilot and have been flying be much more active in marketing and since first introduced to the sport in 1990 referrals. The strategic plan is a step in when I lived in Wenatchee, Washington. the right direction but the plan needs upI have traveled extensively to flying des- dating and a greater effort at implementinations in the U.S. and worldwide and tation is necessary. This needs leadership spoken with hundreds of pilots. I am fas- that is willing to try new things and to cinated by this sport and impressed with budget dollars to further the goals of the the level of dedication, commitment, and plan and the organization. As owner and operator of Lookout full-on fun exhibited by the participants. I would be honored to represent the Mountain Flight Park I feel I have a Region 9 pilots as their regional director. lot to offer in experience and leadership to help the USHPA grow. LMFP is a Region 10: Dick Heckman (Incumbent) successful growing flight park – we are having success growing our flight-school business and increasing the number of new pilots. We as an organization need to limit our focus to growth and pilot service – essentially anything that increases new members or supports and keeps the members that we have. All members should be concerned with membership trends and what is being done to change these trends. Pilots who have needed help resolving It’s been a fairly eventful two years USHPA issues have found me to be acand elections are coming up again. I hope cessible and able to help get their probthat I’ve been available to all of Region lems resolved. Please vote for me in the upcoming 10 during this time through email. I have been chairman of the Membership and election. Development committee for about five years. During that time we have com- Region 12: no election pleted two surveys of our former members and instructors (the first to have FAA AFS610 (Light Sport Aviation Branch) on my speed dial! We have much to do and I ask for your support for my re-election.

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

STATEMENT OF OWNERSHIP, MANAGEMENT AND CIRCULATION, PS Form 3526. Stated on Form 3541: 8,884 ave./issue preceding 12 months; 1. Publication Title: Hang Gliding & Paragliding 8,539 for August 2007. 2. Publication Number: ISSN 1543-5989 15b2. Paid In-County Subscriptions Stated on Form 3541: 0 3. Filing Date: August 21, 2007 ave./issue preceding 12 months; 0 for August 2007. 4. Issue Frequency: Monthly 15b3. Sales Through Dealers and Carriers, Street Vendors, 5. Number of Issues Published Annually: 12 Counter Sales, and Other Non-USPS Paid Distribution: 0 6. Annual Subscription Price: $52.00 7. Complete Mailing Address of Known Office of ave./issue preceding 12 months; 0 for August 2007. 15b4. Other Classes Mailed Through the USPS: 56 ave./ Publication: 1685 West Uintah, Colorado Springs, El Paso issue preceding 12 months; 56 for August 2007. County, Colorado 80904-2969 15c. Total Paid and /or Requested Circulation: 8,939 ave./ 8. Complete Mailing Address of Headquarters or General Business Office of Publisher: 1685 West Uintah, Colorado issue preceding 12 months; 8,593 for August 2007. 15d. Free Distribution by Mail Springs, El Paso County, Colorado 80904-2969 15d1. Outside County as Stated on Form 3541: 0 ave./issue 9. Full Names and Complete mailing Addresses of Publisher, Editor, and Managing Editor: Publisher: United States Hang preceding 12 months; 0 for August 2007. 15d2. In-County as stated on Form 3541: 0 ave./issue preGliding and Paragliding Association, Inc., PO Box 1330, Colorado Springs CO 80901-1330. Editor & Managing ceding 12 months; 0 for August 2007. 15d3. Other Classes Mailed Through the USPS: 55 ave./ Editor: CJ Sturtevant, 502 Ogle Avenue NE, North Bend WA issue preceding 12 months; 54 for August 2007. 98045. 15d4. Free Distribution Outside the Mail: 10 ave./issue pre10. Owner: United States Hang Gliding and Paragliding Association, Inc., 1685 West Uintah, Colorado Springs, El ceding 12 months; 10 for August 2007. 15e. Total Free Distribution: 65 ave./issue preceding 12 Paso County, Colorado 80904-2969. 11. Known Bondholders, Mortgagees, and Other Security months; 64 for August 2007. 15f. Total Distribution: 8,949 ave./issue preceding 12 Holders Owning or Holding 1 Percent or More of Total months; 8,657 for August 2007. Amount of Bonds, Mortgages, or Other Securities: None. 15g. Copies not Distributed: 100 ave./issue preceding 12 12. Tax Status. The purpose, function, and nonprofit status of this organization and the exempt status for federal income tax months; 100 for August 2007. 15h. Total: 9,049 ave./issue preceding 12 months; 8,757 for purposes: Has Not Changed During Preceding 12 Months. August 2007. 13. Publication Title: Hang Gliding & Paragliding 15i. Percent Paid and/or Requested Circulation: 99% ave./ 14. Issue Date for Circulation Data below: August 2007. issue preceding 12 months; 99% for August 2007. 15. Extent and Nature of Circulation 16. Publication of Statement of Ownership will be printed in 15a. Total Number of Copies: 9,078 Average No. Copies Each Issue During Preceding 12 months; 8,947 No. copies of the October 2007 issue of this publication. 17. I certify that all information furnished on this form is Single Issue Published Nearest to Filing Date. true and complete. Martin Palmaz, Business Manager, August 15b. Paid and/or Requested Circulation. 15b1. Paid/Requested Outside County Mail Subscriptions 21, 2007.

Paragliding Accident Report

By Alex Colby, staff writer Two More Deaths

Our paragliding community has suffered another pair of fatal accidents since the two noted in the August issue. One was officially reported but with sparse details, and the other has not yet been reported except by news media and in online forums. The first was a novice pilot flying a high rocky mountain site in conditions noted for plentiful and smooth thermals. The pilot suffered a free-fall descent to the landing zone from a height of at least 60 feet above the ground, with his wing completely disabled. A pilot reported seeing the victim flying earlier at 2000 feet above launch and holding in big ears for 15 minutes before finally finding sink. As he descended, someone on the radio reported a shift in the winds to a direction likely to produce sink at the landing zone as well as turbulence at one particular edge of the landing zone. The pilot was seen flying above the landing zone in a nonstandard approach directly over the area most likely to produce turbulent air in the new wind direction. The incident that caused the wing to plunge into the rapid descent was not witnessed. The reporter concluded that inexperience with flying this site in thermal conditions contributed to his accident. He appeared to be uncomfortable with the altitude he had gained and was trying to get down. His choice to take an unorthodox landing approach, which put him in turbulence, was the final mistake that ultimately took his life. As usual, many questions about this tragedy remain unanswered. Did the pilot hear the radio warning, and even if he did, was he aware of the potential for turbulence at the edge of the landing zone? It appears that the pilot was not prepared for the abundant lift he encountered, and perhaps his subsequent anxiety and eagerness to descend confounded his thinking as he approached the ground. The reporter cited inexperience with thermal conditions as a primary factor. Confidence in thermic conditions grows best from a slow and progressive approach that exposes the pilot to in-

cremental increases in the strength and abundance of lift as the pilot gains experience over time. We don’t yet have enough details about the second fatality to address it meaningfully here, so that discussion will be saved for a future column. If you have any information to share, please do so using the online accident report form at http://www.ushpa.aero/emailacc.asp. Accident Reporting

I appreciate the time and energy it takes our members to submit reports for analysis, and I urge everyone to continue taking part in this important process. Timely and accurate accident reporting informs our understanding of the risk factors we face in the pursuit of free flight, and comprises a vital component of our ongoing discussions of safety. Thank you for providing such a wide variety of detailed reports – I can’t include them all in these columns, but each report will be tabulated in our annual compilation of accident statistics. I hope we can all work to improve the percentage and quality of the reports submitted, while at the same time diminishing the severity of the accidents. I look forward to writing columns dedicated exclusively to our close calls and near misses. I recently read a very entertaining column in one of my favorite magazines, penned by a top competition pilot, in which he questioned the benefit of accident reporting. The author proposed that such reporting steals the soul from our sport and overloads our less confident pilots with fear and anxiety. Perhaps the article was not completely serious, but let’s give our pilots more credit than that. My flying friends know that I am a prime example of a less-than-confident pilot, but my anxieties are not based on any rational perceptions of risk. If anything, the methodical analysis of accidents boosts my confidence. I am heartened to have heard from many of you who tell me you value the chance to learn from the less exemplary experiences of your fellow pilots, and that you always read the ac-

cident reports in the magazine with close attention. Even if many of us read them in order to confirm our denial of susceptibility to the particular foibles under discussion, we can still take away some worthwhile safety tips. Realistically, few of us are destined to share the achievements or safety records of our top competition pilots, but we appreciate their patience and kind assistance while we enthusiastically struggle to emulate their shining examples. There has also been some lively debate in recent months asking whether this association newsletter is the most appropriate venue for accident report publication, since this journal is at least partly a marketing vehicle. Some have suggested that our association should publish an entire book of accident reports, like the climbers do. I would certainly welcome that additional venue for publication of these reports, but I don’t think our association journal would be improved by their omission. My sense is that few mildly interested non-flying readers of our association’s magazine will be shocked to find that our sport is dangerous. And I don’t think we do any potential pilots a service by trying to hide our awareness of the risks we face, or our interest in improving our safety. Let the independent magazines airbrush their coverage of free flight to depict a sexy and idealized model of our sport – they are selling an appealing fantasy to a willing audience, fueling our dreams of growing up to be world-class competitors and intrepid cross-country explorers. But I hope our official association communications will continue to strive for a frank and sympathetic discussion of our flaws. And to our non-flying readers who have any interest in pursuing free flight: The risks are fairly easy to comprehend, but the rewards are immeasurable, and there are many pilots actively working to improve our overall approach to safety – like the pilots who submitted the following reports. Protecting Our Melons

The following accident was reported separately by two pilots, based on information provided by a third pilot who was the only one to actually witness the accident involving a fourth pilot. As in many incidents involving head injuries,

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

the pilot who crashed doesn’t remember any of it. Airing Our Dirty Laundry Moments after launching into strong winds from a low hill We have seen numerous reserve parachutes thrown in realin the open country of the south-central U.S., an intermediate life emergencies over the last couple of months. There were at pilot avoided one tree by kicking away from it, only to spin least five unreported reserve rides I know about – please conaway with twisted risers and fly up to perch momentarily in sider sharing your stories with us by filling out the USHPA acthe top of another, with the wing still briefly inflated overhead, cident report form! However, there were two officially reported before finally dropping back down onto the launch area. The reserve throws that are worthy of discussion, one a dramatic accident resulted in several broken ribs, a punctured and col- failed attempt, and the other an incredible success story, though lapsed lung, and a head injury that produced a concussion and not without injury. subsequent hematoma. A pilot in a competition took a collapse while scratching The pilot was wearing a Snell-l and DOT-certified motocross for a low save in a canyon, and spiraled to the ground with helmet. In reference to this choice of safety gear, one reporter twisted risers, struggling in vain to get his reserve fully denotes: Motocross-style helmets are much heavier-duty products than ployed in the fleeting seconds before impact. This was the pilot’s the puny helmets passed off as suitable for paragliding. After the first competition, and he had been doing very well up until this accident, the foam inside was compressed at the impact point point. Competitions can provide an excellent venue for many with an indentation equal in depth to the entire thickness of a pilots to push themselves a bit beyond their current comfort standard helmet. There has been a lot of discussion in various levels in a reasonably controlled environment. But it’s hard to online forums about helmet choices and certification standards. know how hard we should be pushing in our first competitions We have more choices than ever in our selection of head protec- – especially if we are at a stage in our flying career where we are tion, and many pilots have noted that the standards required vulnerable to the overconfidence of “intermediate syndrome.” for helmets used in other sports (motocross, skiing, mountain Several lessons are suggested by this accident. The first is biking) exceed those of the EN 966 standard boasted by most to preserve our customary wide margin of safety even while paragliding helmets. Of course there are other factors to con- exploring and expanding our skills in a competition environsider, such as weight, ventilation, and range of peripheral vision. ment. Newer competition pilots need to maintain more height In this case the pilot believes the helmet he was wearing was above terrain, and proximity to possible landing areas, than do responsible for his recovery without long-term brain damage. their more seasoned counterparts. Heroic low saves are only The decision to wear a motocross helmet seems to have been heroic when they result in a save. Counting on low saves over a great one in this case. What about the flying decision? As one reporter opines: It was a questionable decision to launch in winds so high. The wind was described in both reports as very strong but smooth. We all launch in strong winds, and we often get away with it – but let’s remember that doesn’t necessarily mean it was a good idea every time. Many pilots who fly windy sites are familiar with the feeling of being plucked off the hill as the wing comes overhead – windy conditions require a lot more attention to launch details because the margin for error is greatly reduced. The launch sequence is abbreviated, and it’s hard to check your lines for snags or to abort if you do notice a problem. I am far from faultless in this regard myself – my flying friends know that I have narrowly avoided injury on more than one recent occasion as a result of sloppy high-wind launches. We can all afford to improve our decision-making regarding whether to launch in windy conditions. Seeing others in the air will often be all the evidence we need to decide to launch. But let’s pause and take some time to observe more carefully the conditions as illustrated by our airborne colleagues – in this case, one pilot had already been caught in the venturi and had bailed out to the side, and another was about to land because he couldn’t comfortably make turns anymore. We also need to consider differences in skill levels and in the speed ranges of our wings when deciding whether we can safely join our fellows. Finally, we need to be wary of peer pressure and similar external factors affecting our launch decisions. In this case, the pilot had been acting as assistant instructor earlier in the day, and may have felt compelled to demonstrate a high-wind launch to the students.

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

inhospitable terrain moves us from heroic to foolhardy. Some might argue that it is foolish for any pilot, new or experienced, to fly low while far from a safe landing area. Perhaps great competition pilots know more about how to prevent trouble while flying low, or maybe they are better at mitigating the risks. The other important lesson is that we all need to be sure that we can get our reserves out when we need them, without hesitation. We need to practice throwing them, we need to make sure they are repacked frequently, we need to check our pins, and we need to reach for our handles periodically during uneventful flights to make sure we know exactly where they are. Just like the lucky pilot in the next report. A high-airtime intermediate pilot landed hard under reserve after taking a massive deflation immediately following a solid launch at a big-air mountain thermal site. He was only a hundred feet above and away from the hill. The report submitted by a fellow pilot is an eloquent and riveting tale: The pilot’s reaction to the collapse was immediate and instantly effective, an improbably dramatic low throw that very likely saved the pilot’s life. The pilot nevertheless landed hard enough under reserve to break one vertebra and fracture another, but is expected to make a full recovery after some time in a back brace. Conditions at the time of launch were described as moderately challenging, with high pressure and a pronounced inversion. The wind was moderately strong and noticeably cross, from a direction known to produce mechanical turbulence, and thermal cycles were strong and gusty. The pilot was first to launch into air that was described as unpredictable. The site is locally notorious for challenging conditions but remains popular due to huge altitude and cross-country potential. As the reporter concludes, the pilot attributed his survival to previous experience in strong turbulence, and to a significant amount of time spent visualizing when and how he would throw his reserve under various circumstances. He was saved by his reaction time and his presence of mind. Along with the rest of us, he will adjust his mental risk calculations relative to crosswind and thermal conditions at this site.

Visualization is another powerful and effective technique that we can use to increase our chances of a good reserve deployment. And I agree that reflexes and cool thinking made a huge difference here. But I think the reporter’s inadvertent characterization of the risk calculations as mental is appropriate. I sometimes find it hard to perform that kind of calculus with so many variables, but I know many of you can do the math, especially in the cool analytical light of hindsight: notorious site, strong crosswind, gusty thermals, intermediate pilot, sporty intermediate wing, and launching first. The reporter attributes the incident to bad luck, but I think it might be fair to give good luck equal credit here. And finally, as we’ve heard before, it seems that we are never too low to throw. At the risk of belaboring an obvious point, it’s worth emphasizing that a parachute deployment is not a guaranteed second chance, nor is it a routine descent maneuver like big ears or a B-line stall. The emergency use of a reserve parachute suggests a significant sequence of errors. Many pilots who throw their reserve and avoid serious consequences are often so elated by their luck and survival that they forget to make a thoughtful examination of the circumstances that forced them to reach for the last desperate resort at their disposal. Let’s continue to work on our throwing reflexes, but let’s also learn to recognize and avoid the situations that necessitate their use. Grounded by Ground Handling

Finally, let’s talk about safety while ground handling. Two pilots submitted reports about kiting incidents where they were popped up and came back down hard. In the more recent report, an intermediate pilot was kiting in strong and gusty winds at a small, shallow lakeside slope, and broke his ankle after being picked up and dropped by an unexpected gust of wind. In an earlier report, an out-of-town advanced pilot/instructor

.aero

was kiting at a high-altitude training hill in the Rockies on a windy day, and while enjoying some soaring hops, he was picked up by a strong cross gust. After engaging his speed bar to keep from blowing back, he took a big collapse, dropping back to the hill hard. The initial impact bruised his heels, and as he scrambled to kill the wing he sprained an ankle. As the second reporter says: Kiting in gusty conditions is asking for trouble. The pilot goes on to analyze his mistakes, second-guessing his choice to try and soar the training hill: I also should not have launched, [since] the higher altitude and gusts and turbulence did not care if I can kite at the coast. Kiting is probably the easiest and most constructive way to effect a concrete improvement in our launching and landing skills. Launching and landing are the most dangerous phases of our flights, since we are near the terrain and making the transition into and out of flight. But this danger also extends to the simulation of those flight phases, and we need to remember to approach kiting with extreme respect. For some pilots this means mandatory helmets and boots. Others set a strict ceiling of wind strength and gust levels. To most of us, ground handling on flyable days seems like a waste of a good flying day. But somehow that leaves us ground handling on the marginal days, when the winds are gusty and unforgiving even at the training hill or local park. Perhaps we can commit ourselves to kiting practice on the flyable days, too. Even an investment of a few minutes on a regular basis can accrue benefits in muscle memory and improve our ability to handle our aircraft.

.aero Please report accidents or incidents that you witness or participate in; the online accident report is at ushpa.aero/emailacc.asp. October 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

The 2007 East Coast Championships By Lauren Tjaden

Highland Aerosports owner Sunny Venesky

Paul Kelley (PK)

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

a great chance to chase his buddies across the sky and learn from them how it should be done, adding, “You don’t know how poorly you’re flying until you watch someone like Craig or Davis or Pete climb right through you and race off to the next thermal before you have a chance to follow them.” Not that anyone was out-flying him. His secret? “I was quite relaxed and enjoyed most of the flying. I think that helps me.” Keep your eyes peeled to follow his progress! New York pilot Linda Salamone’s success story was every bit as exciting as PK’s. Her second-place finish was the best scoring by a woman in a USHPAsanctioned competition since Kari Castle won the Sandia Classic in 1993. Linda has been flying for 10 years, competing for four years, and placed sixth in the Women’s World Championships in 2006. Anyone who knows Linda knows she can stay afloat in the cough of a hummingbird, and further, that she refuses to give up until she is perhaps 10 or 20 feet off the ground. Throughout the competition, her performance confirmed that she has both the spirit and the flair to get the job done.

Linda Salamone

Photo: David Glover

owned and operated by partners Sunny Venesky and Adam Elchin. My husband Paul and I traveled to the meet because we’d been longing to touch bases with our old buddies from Highland and the Capital Hang Gliding and Paragliding Association. Besides, I knew it would be lots of fun and I hoped to learn a little bit. For me, the meet hit a home run in all those categories. My friends and I – the old ones, plus others who’d traveled in for the event from all over the country – flew together plenty, of course. We also visited the beach together and wolfed down both sumptuous meals and fast food; we told each other outrageous stories and laughed a lot. In addition, I realized a few things about my flying. For instance, I found I was more relaxed and flew better over the flat, friendly terrain, concentrating on the lift instead of the fields, which convinced me I needed to practice small approaches, so I would feel that same relaxation and freedom when I flew over more challenging terrain. I wasn’t the only one who had a good time. Paul Kelley – better known by his nickname of “PK” – was the star of the show. He not only won the meet, but also never placed lower than fourth on any day (out of almost 40 pilots, including top international contenders) proving his ability to adjust to the conditions better and more consistently than anyone. When I asked him how it felt to be a hero, he just laughed and said, “Who would’ve thunk it?” This popular – and obviously modest – local pilot has been flying since ’88, but has only competed lightly for five years. PK said he competes because it offers

Photo: David Glover

The vast Delaware cornfield stretched around me. I’d reversed roles with my glider. She’d carried me for much of the day, but now I carried her, a listless, dead weight that pressed down on my shoulders. No breath of wind stirred her sail from its apathy. My harness dragged against my back, its boot bumping between the rows of tiny, green corn stalks. It felt as heavy as if it were packed with concrete. I plodded along, hot and sweaty, as wet as if I’d just stepped out of a shower, though nowhere near as clean. I spotted two farmers marching towards me. Oh no. The landowners. I hoped I wasn’t in too much trouble. But the farmers didn’t want to listen to my hastily stammered apologies. One waved his hand to silence me while he studied my glider. “Did you fly that thing here?” he asked. I nodded; I’d flown in from Maryland. “That’s remarkable,” he said. Then he smiled, adding, “You’re remarkable.” So I wasn’t in trouble. In fact, I had just become a star. The farmers drove out their fourwheeler to pick up my harness. I hiked my glider to the road, where they met me and told me to move my glider deeper into the crop to break down, so that I’d be safe from the cars speeding past. A passerby stopped and served me a cold beer while I was removing battens. Soon, I’d caused a little traffic jam, with people vying to give me food and beverages. Well. That’s the Delmarva Peninsula for you! I was home, back where I’d learned to fly, among some of the friendliest folks on earth. I’d come to compete in the USHPA- and CIVL-sanctioned East Coast Championships, held out of Highland Aerosports in Ridgely, Maryland, a tidy, thriving business

Speaking of spirit and flair, Ric Niehaus – another well-liked local –

deserves to be mentioned. He has a reputation for breaking site records and is also the only person to have crossed the Delaware Bay in a hang glider. Though he’s flown since 1993, Ric has limited competition experience. Nevertheless, he finished third at the ECC in spite of missing one of the four flyable days of competition due to his baby having a large, frightening lump on his neck that required surgery. His placing is even more remarkable since he made it to goal

line from about 4000 feet. I’ll never forget that.” The world-distance-to-goal recordholder who helped Dan was legendary Pennsylvania pilot Pete Lehmann. (Pete shares that title, earned at 321 miles, with equally-legendary Florida pilot Mike Barber.) Pete attended the ECC to sort out some equipment changes plus start getting into shape, both in anticipation of his annual trip to the world-record encampment in Zapata – or, as he refers to it, Effing Zapata. He said he’d only once flown his T2 since last fall, and that the Sport 2 had turned him into

Photo: Jim Rooney

(for the first time ever) on the second day – without the benefit of a vario for the last hour and a half of the flight. Wow! While he has 10 years of flying under his basetube, Virginian Dan Tomlison’s competition experience is limited to all three ECCs, all in the sport class. The first year, he ended up last. The second year he crawled up to the middle of the pack. And this year? He won! His attitude proves he’s a winner in more ways than one. He said, “The chance to fly for a week straight with other pilots, some of whom are among the best in the world, is a wonderful opportunity. If we were avid golfers, do we seriously think we’d get a chance to play with Tiger Woods? I don’t see myself saying, ‘Hey, Tiger, how about a swing tip – I keep slicing it to the right.’ But I didn’t have any trouble asking the worlddistance-to-goal record-holder how to deal with a crosswind track. I got an answer, and an explanation, too.” Dan’s best moment? “I always wanted to fly to the beach. While I didn’t land there, I got a good look at the surf

Pete Lehmann

a wussy. Pete got enough flying to largely satisfy his objectives. He reports, “It was loads of fun to actually hang out with friends and hang gliding strangers. The diminishing level of hang gliding in this region is sucking some of the fun out of going to the hill. The comp provides a desperately needed incentive for dragging pilots out of the bushes.” His favorite memory of the competition is the day he arrived first at goal, and got to enjoy it for nearly half an hour before anyone else showed up. “There’s something extraordinarily satisfying about that.” I would guess so – not that I’ve ever had that particular experience! U.S. World Team pilot Kevin Carter, who also lives locally, reported that his most rewarding moment came on a day when he fell into a great rhythm after getting separated from a group. He said, “It was one of those rare occasions when I could forget about the stress of ‘catching up’ to some invisible leaders that must be ahead. I was flying alone over unknown terrain, letting myself get wrapped up in

Celebrating 10 years of making Flight and Dreams come together! HORIZON ET 180 & 160 The easy-to-fly novice hang glider with performance that makes it a fun-to-fly glider for intermediate pilots! Easy landing, excellent directional stability for towing. Excellent slow-flight handling and sink rate

Radial curved tips, VG system for performance Streamlined kingpost and downtubes included

FREEDOM 170 The new, easy-to-fly hang glider with the perfect combination of features and flight performance! Very easy landing, excellent slow-flight handling. Quick set-up, kingpost hang system

Radial curved tips, 35% double-surface Streamlined kingpost and downtubes included

Freedom

The NEW high performance, single-surface glider!

View our aircraft and find a dealer at

www.northwing.com HANG GLIDERS  ULTRALIGHT TRIKES & WINGS

509.886.4605 ultrikes@northwing.com

North Wing Design  3904 Airport Way  East Wenatchee, Washington 98802

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

Photo: Jim Rooney

John Simon

Photo: David Glover

I grew impatient and flew as if they were better than they were. Fly with other gliders to increase the probability of staying up. Change gears quicker when the conditions change.” Larry’s best moment was climbing out of a hole on the second day when he thought he was going to land, sticking his glider in the gnarly, rough lift and riding it to cloudbase. Washington, DC pilot Hugh McElrath had some XC but no competition experience before he entered the sport class at the ECC. He attended because of strong endorsements from previKevin Carter ous participants and because his retrieval the longest flight.” would be set up. He felt that would help Carlos Weill, from Maryland, has to remove his inhibitions about leaving been flying more than 10 years, yet con- the towpark, and that in turn, his skills siders himself a newbie. Before the ECC, would improve and he would gain confihe’d had only four XC flights, two of them unplanned. In almost 200 flights at Highland Aerosports, he’d always made it back home. That’s sure not true anymore! If there was a personal achievement award, I’d vote for Carlos to win it. He said that it was the sport-class option that tempted him to enter. One specific skill he learned was how to stay Hugh McElrath with thermals in windy conditions. He said, “Before, I would always lose the center of the core in a couple of turns. dence for XC. Larry Bunner showed me how to turn the When I asked him how it turned wing sharper into the wind. It worked.” out, he said, “The worst day flying beats Larry Bunner just might know what the best day working. The activity was he’s talking about. He’s flown since 1975, laid-back, yet purposeful. I also saw a holds the Mississippi distance record of perceptible improvement in my XC per213 miles, and competed in the Class formance.” 5 (Rigid) World Championships as an John Simon, from Annapolis, holds individual in 2006. However, even he Highland’s site distance record of 109 learned a few things. “Fly the conditions! miles, and has been exceptionally suc-

Photo: David Glover

Photo: Jim Rooney

the feel of the air and the rhythm of the sky, focused on the possibilities available to me and not the ones presented to someone else. I landed satisfied that I had done the best I could. The bonus came later when I discovered I’d logged

cessful in the sport class in his previous four competitions. This ECC was his first open class, and he gleaned some lessons from the experience: “I learned not to leave the start circle at 1700 feet and head off on my own with more confidence than John Holmes in a sorority house. I learned the Combat is really fast but I’m a bit too fat for the small version (I learned I’m fat…). I learned you can fly and stay up in skies I normally wouldn’t bother to launch in.” John’s favorite moments included hearing Sunny Venesky recount his story of making goal by surfing the tree line and diving under the high-tension wires to make it in by a few feet; they also included watching Jim Rooney first running past on foot, then flying over in an ultralight, then barreling by on a golf cart and also a scooter, then taking off in a hang glider – all within the same hour, and all while filming. Further, John enjoyed beating David Glover at poker, and he was awfully fond of the keg of beer always in the clubhouse, and… OK, John, we get it. You liked it. And it’s no surprise you’re coming back. Me, too! Lauren lives in Groveland, Florida, has been flying for five and a half years, and competing for the last three. She was privileged to represent the United States in the Women’s World Hang Gliding Championships in 2006, where the U.S. team won the silver medal. Lauren’s philosophy: You only live once – make it count!

Larry Bunner October 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

&zz Z

r r r ,· , -,-.~-·r l'T'll'CI..JIC: 'Z

T' R

lI1!tlZ:1f

A .....

.. ._ <:

r. ~ -=-~~

3.d.£,(k.~

-- _ -·· ..... .. -· ............_

DEMOS . ,. . W 1F NOWAIOM TIE FOf I C\WG OZONE DEALERS: QilJomlll

F\'NIIMM • tt,.a:Mtloom

......

EI059Eil5·3133

.,.

'1JP"

OOkltN O

Achentwe P.,..,.id nt Airtime ot U PIH'MOtt , .,....1e11no .it140pc.igld :;1Saow;a;m ~ 970274 1819 e60434 ~ 303.494 2820

DiacOMr ~.... Br1dand~lt0o,~llding,0Dffl 503M12n2

Tb.,.,.. 'n'aick« ...... .,.,, . .a.Jwccfn

..- ....

c...dl ....... Cdlnf:iili

Oftlollll OZONE~...._ MCI 1111epr1c11on RlifllnlAlr.,......... .....lt

208 "4 2243

541 89071.U:

ArlC

.....si,ec,..

eoce1esee1

Pang!JldeNftlell

ctffl~1'1Q81'1,Ml

808"'88663

\M,idzup

- ·-

WoOwindzup,QOm

eo, !!01 8300

80157$-

-··

aoz.m.n P.,...glldlng

'JoClb=oc I G l,O,.,,,.,. .g,ocrn

408 581 2955

tMW'Me.xico llcM'lllllln R,a,9, ..,. . . .

5 052284500

J ackton Nol• hnvlidint IOOttt"jhpM'tglldlng,con, 307 7391919

4!50229S612

www.~.co.n

Photo: Jonathon Jefferies

What If…? By Mike Frakes

The author letting his wing get ahead of him as he begins his takeoff run

The waiting pilot turned to face the view, feeling the thermal rise, watching it blow through the tips of the trees surrounding us, billowing the American flag below us and to our right. He readied his risers for a forward launch and raised them as he ran and stepped off the mountainside… Even for experienced pilots a new wing, or one rarely flown, can cause problems

what to look for. All of this information would help us in the future when we attempt launches from other sites, and the more experience we have, the more confidence we have in our ability to launch from such sites. After hiking up the hill and settling into a spot to take photos, I enjoyed the scenery while Jonathon was getting ready. Another pilot was already set up on takeoff before we arrived, and was waiting for a suitable cycle to launch. He and Jonathon had traded a few insider tips, and we came to understand that this was probably the third time he had flown this particular glider, although he was a very experienced pilot. As I continued to look around, a moment of déjà vu left me expecting something to happen, though I did not know what it was. similar to what a novice pilot (like me) Afterwards Jonathon told me he’d had a may experience for many flights as we similar feeling. become familiar with our equipment. I waited for, watched and felt the therNick and I, two newly rated P-2 pilots, mal cycle rise and get stronger, blowing accompanied our instructor Jonathon up the tips of the leaves surrounding us and to a launch site known as the “B” just out the American flag billowing below us to of Salt Lake City in Utah. Jonathon was our right. to launch; we were there to have a look The wing rose behind the pilot, my at the site and do some site evaluation, camera came up, and I captured in rising checking conditions and learning about concern the pilot’s glider overshooting

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

Photo: Mike Frakes Photo: Jonathon Jefferies

An unnamed pilot allows his wing to overshoot him and deflate as he gets airborne. He impacts the hillside but is not injured.

the time, some to do with how one would perform first aid up here, others to do with the realization that what I had just witnessed was almost an exact replay of Mike realized his wing was not pressurized and aborted this launch at West Mountain. the launch that I’d had to abort in a similar scenario those two days before. I had been trying the Ozone Rush, a his head and the right wingtip collapsing. I looked up briefly to determine whether sporty DHV 1-2 glider, and while it had he was going to be all right, hoping he taken me a while to get used to kiting it, would slow the glider sufficiently to get flying it felt good. I had forward launched back under it. I had for a second stopped and the wing had swept up and continshooting. He wasn’t going off the edge, ued over my head as I had not applied but the wing didn’t right itself. Knowing enough brake to slow it. The leading edge I couldn’t do anything to help, I went lost pressure and fell as I was running. back to my camera, watching as the par- Feeling the loss in pressure I stopped as tially deflated glider spun the pilot to quickly as I could, seeing the slope get the right and into the mountainside. I steeper as I approached the edge. had just seen and relived the mistake I’d I was a little concerned with launchmade a few days ago on West Mountain, ing that wing after this experience, but not that far away. I learned a few techniques to make it We all rose to get a better view of much safer. There is of course the reverse the pilot and caught his signal that he launch, which I did on the second atwas all right. He picked up his gear and tempt: pulling the wing up and getting made his way back up the mountain, and the glider under control before turning readied for another, this time very suc- and launching. But for forward launchcessful, launch. There were many what ing, another technique is to take hold of if? thoughts going through my mind at the middle A-risers, leaving the wingOctober 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

tips deflated to induce some drag and slow the power phase of the glider as it rises overhead. I learned a couple of lessons from my own and this pilot’s experiences, apart from getting back on the wing after it throws you – or more likely, after you allow it to throw you. It is important to know your equipment, become accustomed to it and understand what it is likely to do in certain situations. This comes from the experience of making mistakes, and sometimes, if you are lucky, being able to learn from someone else’s mistakes. It is also important to learn and apply good techniques to assist you in trickier situations. Trying different areas and perhaps even different equipment is something that should always be done with someone else, just in case one of those “what if?” scenarios becomes real.

How to Get a Hangover: An Interview with the Renegades

By Nico Hellas Photos courtesy OZONE

The hangover, sequence

What do a policeman, a car mechanic, an iron worker, and a city planner have in common? For one thing, a team name: The Renegades. Team members Wolf, Paul, and Tom were in Tenerife (in the Canary Islands) to perform a host of routines over four days for crowds at the beach. (Daniel, the city planner and the fourth team member, was unable to get away.) They have created a visually stimulating bridge using canopy relative work with paragliders that appeals to pilots and neophytes alike. Good thing for them, and for us, their real jobs usually give them enough time off to perform for the international community. I talked with Wolf (the policeman) about the team and what they’re up to.

with three of us attached: one pilot and NH: What does a Renegades’ routine two more on a t-bar swing apparatus that consist of? we have developed. The two on the swing Wolf: We usually start with a stack of D-bag* out and practice our linked ma- pilots, each using his feet to hold on to neuvers. We then all thermal back up and top land to set up to practice again. It is perfect! We also can do some great cross-country flying there, and it is directly above a great city so there is plenty to do. We all learned at the Air School in Salzburg. NH: How did you get into formation flying? Wolf: I started flying canopies in the army, for five years. After flying paragliders for a while I realized that is was possible to do the same thing. NH: How is training for your performances different from free-flying? NH: Where are you guys from? Wolf: We must train like a soccer Wolf: Our home site, in Salzburg, team to perform canopy relative work. Austria, is called Geisburg. It’s an amaz- We have to work with each other and ing site that allows us great possibilities train together sometimes more than two for practicing our maneuvers and flying times a week. Communication is key, as The hangover cross-country. We fly off in a tandem is trusting in each other.

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

A 2-stack (they also do stacks with all four of the team members)

the center A-lines of the Renegade below him, and all flying forward together. Then we transition into a three-glider downplane, called the Triple X, with our feet in the center. As we get closer to the ground one pilot detaches and the other two go back into a stack and land like that. NH: What are you working on for the future? Wolf: We are working on a maneuver where we will enter the Triple X and then start to rotate the pilots, who are attached at the feet, around in a circle, like a pinwheel. NH: Who makes your gear? Wolf: We use reinforced Ava harnesses that have a very small back compartment. This reduced compartment cuts back on the chances of one Renegade getting caught on another Renegade. The canopies we design with Ozone. We fly a very reinforced Atom with 2.5mm lines, and very big rapid-link maillons. There is a huge amount of pressure on all of the gear so everything must be extra strong. NH: When did you all learn to fly? Wolf: I have been flying since 1988, but Paul started flying in 2000, Tom in 2002, and Daniel in 2001. They have progressed very rapidly and we work very hard together. *Originally developed by BASE jumpers in the 1980s, a D-bag, or direct bag/deployment bag, is a device used to launch a paraglider or October 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

“Side by side”

other ram-air canopy from a static, “packed” position. The canopy is meticulously accordion-folded into the bag and the bag is closed with rubber-band stows using the top part of the canopy’s lines, which are then sequentially stowed on the outside of the D-bag. D-bags allow paragliders to launch from tandems, helicopters, balloons, other aircraft, even bridges – or basically from anything high enough. Daniel (left) and Wolf

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

Photo: Paul Alley

Stacy Alley soaring over the Painted Desert at Merriam Crater

The Dixon White Memorial Fly-In

Article and photos by Tanner Patty

We always seem to remember the bad, whether it’s bad weather, bad launches or bad food. Well, why not remember the good? For two years now the Merriam Flight Park Association has done just that, hosting a really good event that has brought together people from all over the U.S. and afar to share thoughts and goals and the one thing that keeps us all coming: flying! Dixon White – where do you start? Meticulous weather analysis, proper preflight check, mastering ground handling skills… The bottom line is, the man loved to fly, and he loved to teach others to fly, with an emphasis on safety. The second year of the Dixon White Memorial, in 2005, drew pilots from as far away as New York, Florida, and the Northwest. The Craters locals were there to help with organization and retrievals. Marty DeVietti from Santa Barbara came to help direct the event and show his support of the Merriam Flight Park. Let’s get to the flying. With a terrible forecast for the weekend, Friday looked to be our best shot for getting in

a bunch of flying, and Marty took the reins and got everyone going quickly. I had “business” to attend to while the morning conditions remained light and favored the novice to intermediate crowd. Everyone got a flight in that morning and when I’d finished up my “business” and went to check on Marty all I saw were smiling faces. Before his death in 2004 Dixon White had a mission: Secure as much of the property around Merriam and Sheba Craters as possible. Why? Have you seen the mine at Utah’s Point of the Mountain lately? Cinder mining and rural development were knocking at the door at the Craters and Dixon moved fast to get donations together and purchase the land for us. At the first year’s fly-in we had a plaque made in honor of Dixon and Marty spread his ashes over the Craters via his paraglider. This year the “business” I had to attend to was building a monument and placing the plaque in concrete on the north bench of Merriam, with a view of the San Francisco Peaks and the Painted Desert.

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

So when the morning’s flying was done Marty brought everyone over to admire my handiwork. The trip from Sheba to the north bench of Merriam got everyone out of the air before the wind moved in and shut us down for most of the afternoon. Pilots and friends enjoyed lunch, flew kites, or spent time lazing in the last warm rays that autumn would give us before winter clamped its icy hand on the high desert. The thermals and gusts began to settle down in the last hours of the day and the lower southwest-facing benches of Sheba became a playground to Marty and me, who kited up from the bottom to sample the air. We deemed it safe for most pilots there and we all flew until sunset. The

Looking down at the north bench from the top of Merriam

refreshments flowed and everyone was smiling again. Saturday’s forecast was not good at all, with very high winds (30+) expected to start early. We went to the hill anyway in hopes of finding a window of opportunity in the early morning hours. The Craters lie on the edge of the Little Colorado River (LCR) Valley. In the spring and fall, cold overnight temperatures cause the LCR to fill up with a pretty stout inversion. It sometimes takes quite a while for this to burn off, providing a nice window in the morning for a couple flights. And what do you know – it was our lucky day! We got the trucks turning as fast as they could fill up and I believe everyone got at least one flight. As the ground heats and things become more cyclic it’s usually a good sign that condi-

Pilots soaring the north bench on Merriam before the wind shuts down the fun

tions are about to change. We called it quits after a couple hours and watched the wind become the monster that was forecast. The evening party and BBQ was held at local pilot Brent Backus’s house, a great haven and escape from the ferocious wind that would have made any party at the hill a nightmare. All the pilots showed up, and family and friends of Dixon came out of the woodwork for great food, fun and an amazing surprise from pilot/magician Magic Mike. The food and entertainment lasted into the night; as I left to get some needed rest for the next day I turned and looked back at all the faces at the party. Once again smiles filled my vision. The final day of the fly-in started early with another bad forecast that meant morning flights only, which was OK as most

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

A lot of smiling faces

people had to leave that day. The front passed to the north of us overnight, giving us strong north winds on Sunday, thus making the north bench a fitting end to the event. The north bench is exactly what it sounds like: a small ridge that faces north and stems from the bottom 25% of Merriam Crater. It provided great flying for the pilots who were comfortable with a stiff 15-mph (or more) breeze. Many people soared for over an hour as the newly placed monu-

ment’s wind sock stood out proudly in the breeze. All too soon the event came to a close as the sun once again heated the ground allowing the wind and thermal mixture to take the smooth breeze and twist it into a gusty reminder of the looming forecast. Gear was packed away, pictures were taken, and goodbyes were said. I watched as the guests departed and, even though the weather could have been better and more flying could have been had, once

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

again they were smiling. No one thought of the bad – it was all good! I’ll often reflect upon memories of my lost friend, especially when I am teaching out here at the Craters. There were good times and bad times but it isn’t hard to figure out which ones make me smile! For the 2007 Dixon White Memorial Fly-in we are planning for even more smiles and more fun. This year we hope to incorporate glider demos, truck towing and more parties. We also have constructed a shop closer to the hill to allow for a quick getaway from the sun and dust if need be. The fly-in dates are October 19-21. You’ll find more information at http://azpg.blogspot.com/ or call Tanner Patty at (928) 699-2636. I hope to see you all very soon!

Flight to the Borderlands, Part 2

Article and scans by Paul Gazis Illustrations by Jim Tibbs, staff artist

In Part 1, Paul had been swallowed by a cloud that developed suddenly around him. After what seemed like hours in the white room, he’d emerged below the cloud, to find only tree-covered hills and valleys way too close below him. There weren’t any good places to land, not really, but I picked the best place I could, and headed towards what I thought was a flat spot (I was wrong) near what I thought was a settlement (once again, I was quite wrong). It felt strange to be setting up a landing approach for what was obviously not going to be a landing. Pull in, kick out of the harness, hands on the downtubes. Turn base, turn final, keep speed up, watch out for the rotor of the trees, and keep aiming for that spot which is not flat it’s not a landing zone it is a steep slope covered with trees this is not a landing this is going to be a crash!

…then I found myself hanging in my harness a few feet above the ground. I was alive! The world was a blur, for my glasses had been knocked from my face, I was stunned, I’d had the breath knocked out of me, and there was an ominous pain in my side, but I was still alive! I felt compelled to comment on this fact. “I’m alive!” I croaked. “Hunh! Hunh! I’m alive! “ My first move was to unhook from the glider. This was not an easy task because I was still hanging from the wing, but somehow I managed to unfasten my carabiner and drop to the ground. I replaced my glasses, squirmed out of my harness. Then for no reason that I can imagine, I sat The trees rushed up to meet me. I down, took out my logbook and made an pushed out to slow down, let go of the entry. Perhaps I wished to impose some control frame, and curled up into a ball. measure of normality on a situation that There was a moment of indescribable was anything but normal. This logbook entry sits here before me: Date: 3-11-90. violence...

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

Site: Big Sur. Glider: Sport 150E Full Race. Launch: 3200 MSL. Wind: WNW 15-25. Type air: cloud suck, clouds. Airtime: 1:20. Flight number: 624. Max altitude: 3800 MSL. XC miles: 4. Distance from spot: --. Good launch, cloud base dropped, clouds under me. Whited out, trapped in valley in rotor. Crash, almost died. Yow! This accomplished, I stood up to look around. My glider was tangled in a thicket of young saplings with its

cracked some ribs. If I’d been wearing a side-mounted parachute, or had hit a few inches to the right, left, up, or down, I might well have been have been incapacitated or killed. This was most certainly food for thought! Indeed, as I looked around, I realized that I was still in serious trouble. I was lost in the middle of impassible terrain. No one knew where I was, and they might not, as yet, even know that I was missing. Even if they called for a search, the ceiling was too low to allow a search from the air – I knew this from what can only be described as vivid first-hand experience – and there was no way they nose and right wing low. It looked very could hope to find me from the ground. strange there, like some alien visitor I had no food, for I’d eaten my emerfrom another planet, for this was not gency supplies several months ago when the sort of place that a glider belonged. I was hungry after a long flight; I had A large boulder, the size of a small car, nothing to drink, for my plastic water lay just underneath the control bar. There bottle had cracked open on impact; no were scrape marks in the moss that cov- radio, and I had no way to start a fire. If I ered the boulder, and matching scrape was going to be rescued, I would have to marks on my chest-mount parachute rescue myself. container. This explained the pain in my I also faced a rather gruesome time side. I had bounced off the boulder and limit. I had crashed into a thicket of

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

poison oak – the plant is unavoidable in the coast range – to which I am violently allergic. In twelve hours – a day at most – I could expect to be incapacitated. If I did not get out by then, I might never get out at all. For lack of anything better to do, I broke down my wing. My rationale – to the extent that I did indeed have a rationale – was that I didn’t want it to mislead potential searchers. I would try to walk out with the glider, abandon it if I couldn’t carry it, and then, if I still couldn’t make any progress, I would crawl back to where I’d left the wing, spread it out so it would be visible from the air, and hope that the weather would clear. My real reason, of course, was that I just couldn’t bear to leave the poor thing behind. The brush was so thick that I had to tie it out of the way with my helmet, harness bag, and sail ties, and partially disassemble the glider to break it down. There seemed no meaningful hope that I could actually carry it with me. But I set off, crawling downhill because the slope was steep, and any other direction seemed out of the question. Also, I recalled a brief glimpse of what I hoped was a settlement in that direction. It was fortunate that I chose to bring the glider with me, for I could never have escaped without it. The brush was impassible on foot. The only way I could move was to use the glider as bridge, pushing it ahead of me, crawling along the baggedup wing, then rolling off into the brush to repeat the process. At no time during this process did my feet ever touch the ground. At one point I abandoned the

glider and tried to continue without it, but this was more like swimming than walking, and it took me five minutes to advance six feet. When I turned around, I found it almost impossible to get back to the wing, even though it was only a few inches away from my outstretched fingers. I wasn’t scared, exactly. Instead, my feelings were a strange mixture of anger and frustration. I was in serious trouble, to be sure, but I was also stuck in this damned undergrowth. When was it ever going to end? And where was that clearing I thought I’d spotted from the air? After an hour of struggle, during which I covered perhaps two hundred yards, I came upon a glass jug, buried in the undergrowth. I did not find this very reassuring. True, it was a sign of civilization, but its implications were ambiguous. Glass is a durable material, and the design of glass jugs has not changed much over the course of the last century. The jug could plausibly have lain there since the time of William Randolf Hearst. But then, a dozen yards or so farther on, I came upon some beer cans. Better yet, they were aluminum beer cans. This was more like it! If these cans were made of aluminum, they couldn’t be much more than two decades old. Encouraged, I pressed onward, and a short time later, I burst out of the brush onto a jeep trail. For several minutes I lay on the trail, gasping for breath, with my glider half in and half out of the brush. Somehow, this seemed the right thing to do. Then I crawled to my feet and limped down the trail, leaving my gear behind. Once again, I chose to head downhill, for my condition was such that the other direction did not seem like an option. The trail ended in a small clearing. In the middle of the clearing, an ancient picnic table was moldering beneath the trees. This, it seemed, was the “settlement” I had seen from the air. No picnickers were in evidence, ancient or otherwise. After pondering this mystery for several minutes, I limped back to my glider and dragged it down to the table.

I couldn’t carry the wing any farther and this seemed like as good a place as any to leave it while I tried to hike out. I would take my harness with me, since it contained equipment that might be useful, and leave a note with the glider to let any potential rescuers know where to look for me. This note, written on the back of an old bank deposit slip, also sits before me: It is 1545 Sunday 3-11-90. I crashed about 200 yards uphill from here. I’m OK. I’m leaving the glider here and trying to hike out the jeep trail. Paul Gazis. I still had no idea where I was, but I wasn’t entirely without resources. I may not have had a compass, but I had an altimeter, which could be used for navigation. I had a pen and the back of my logbook in which to make a map. I had plenty of warm clothes, a toolkit and knife, and my harness and helmet might be good for something. Also, the existence of a jeep trail implied the existence of jeeps. I would hike up the trail and see where it led. Surely I couldn’t be more than an hour or two from civilization. After a stiff climb, I came to a fork in the trail. I marked this on my map along with its altitude, scratched an arrow on the ground, and left a pile of rocks as a marker. Then I turned left – because this was downhill – and continued through the trees. A short time later, I reached a dead end. Like the clearing with the picnic table, this dead end contained an artifact: a plastic garbage can with an old newspaper inside. I was afraid to examine the headline too closely for fear that it might say something like, “Truman Defeats Dewey!” or “Japanese Surprise Attack on Pearl Harbor! War Declared!” but this was still another sign of civilization. I marked the spot on my map, then headed back up the hill to try the other fork. I was sure this would lead somewhere useful. Ho ho. Little did I know. An hour passed, and then another. I found two more forks in the trail, each of which I marked on the ground and on my map, along with notes to record the altitude and direction of slope. That meant a total of three forks and five trails in all.

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

But none of these trails led to an exit. Each and every one of them led to a dead end. Needless to say, I was mystified. These were most certainly jeep trails, ruts and all, but they didn’t seem to go anywhere. In particular, there did not appear to be any way in or out of this place. How did they get the jeeps here? Did they airlift them by helicopter? Did they pack the parts in on foot, assemble the jeeps here for some purpose I could not even begin to imagine, then take them apart and carry the components back out when they were done? None of these explanations seemed plausible. Unfortunately another explanation was all too likely. It was possible that this strange and inexplicable maze had once been part of a larger system of roads that had been destroyed by the passage of time. There might no longer be a way out. If so, I was still in trouble. If I left this maze and pressed straight into the brush, my chances of escape were slim. It must have been around then that I heard the sound of a helicopter. I had no way to signal it, or even to see it, and I was also perplexed. What were they doing aloft in this weather? Were they looking for me? This seemed unlikely, for I’d only been missing for two hours; surely this was not long enough for a search to be organized. In this I was correct, for as I found out later, mine had not been the only adventure of the day. Whatever its mission, there was no way the helicopter could help me. I listened to the sound of rotors fading into the distance, then returned my attention to my map. Perhaps

it contained a clue. I had explored five dead ends. According to my notes, four of these contained some kind of artifact: a picnic table, a garbage can with a newspaper, an abandoned cooler, and some beer cans. The fifth dead end was empty. Why was it different from the others? It was certainly worth another inspection. To be concluded next month...

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

Painting by Marc Laferruiere Photographed by Jono Fisher

“Hang In There” Part Deux – Learning the Takeoff Go/No-Go Decision

Photo: N. Paul Stucky, pilot’s father

By Mark “Forger” Stucky, staff writer

Stucky’s first day of lessons, May 18, 1974 – notice the instructor ensuring the glider does not rotate sufficiently for flight.

My heart is racing and my mouth is dry with the nervous anticipation of my first cliff launch. One reason I’m so nervous is the simple fact that I have not actually flown a hang glider before. So how did I get into this fright-and-flight situation? I bought this first hang glider, an 18-foot standard Pliable Moose, from William Shultz, my nearest Kansas dealer. Bill promised three sets of lessons with the sale but the first set did not go well. The student before me flared too abruptly and came down hard on the keel, snapping it in two. We were two hours from Bill’s shop and he didn’t want me to break his only other flyable glider, so my training day consisted of running full speed down the hill, pushing out enough to get light on my feet and then having Bill either pull down on a side wire or push up on a rear wire enough to have the control bar touch the ground. Time after time the glider nosed in with a resounding bang, my 100-pound body catapulting through the control bar and slamming into the earth. It was only my first day but I was already beginning to wonder about my instructor’s technique and to question whether additional lessons would really be helpful. It turned out to be a moot point, however, because Bill was enjoying a Father’s Day ride on his motorcycle when – to the horror of his wife and son who were following in the family car – his spirit was abruptly whisked from this planet courtesy of a drunk driver in a pickup truck. And so began my multi-month saga of trying to teach myself to fly. Actually, to be more precise, I hadn’t progressed past teaching myself to launch. Week after week I’d climb a hill and run down it in a vain attempt at flight. Perhaps Bill was a better instructor than I had given him credit for, because I wasn’t having any better success on my own. I would either nose in, stall, or drop a wing during the takeoff run. In retrospect, I can see that my biggest problem was how I was holding the control bar. Conventional wisdom at the time dictated that the harness straps needed to be tight prior to

commencing the launch run. In order to accomplish this, you had to lift the glider off your shoulders and hold it way down on the downtubes or even the basetube. Trying to balance and control 225 square feet of glider this way was extremely difficult for a kid that had the physique of the Charles Atlas 97-pound weakling. After a few weekends spent flailing my body into the terra firma I got the brilliant idea that I could probably fly a hang glider if I could only get past the difficult launch phase. And thus my dry mouth as I stood on top of Indian Rock. If you’ve never flown a hang glider before, a 50-foot cliff looks damn high. I tried to put it out of my mind as I rushed to assemble the glider before the sun set. As dusk approached the breeze faded away and by the time I fastened the seatbelt on my swing seat it was dead calm. When I was in the fourth grade I once stood atop a 10-meter diving platform for the better part of the afternoon, trying to muster the courage to jump. After hours of mental anguish my mind suddenly went blank and I stepped off the edge before rational thought had the chance to return to my cerebrum. My form must have left something to be desired because the force of the impact blew out the seams of my trunks, leaving me with a long and awkward walk home wrapped in a towel with my sister giggling the entire way. Regardless, I thought the “blank mind” technique worked successfully enough back then so I figured it might work this time, too. I balanced the glider and tried to put everything out of my mind. Once again rational thought abandoned me and once again I rushed into action, accelerating briskly towards the edge. But those few seconds of running took longer than simply stepping off a platform – long enough for the internal voices of reason to scream, “Whoa, are you out of your mind?!” My feet put on the brakes but the top of the sandstone cliff was slippery and to my horror I realized I was going to slide off the edge. Fear be damned, I went back to Plan #1, kicked my legs into high gear and charged off the precipice. Unfortunately for me, two quick steps and a leap of faith were not the proper recipe for a no-wind cliff launch. Like Wiley Coyote jumping off the cliff with his ACME wings, my “moose” was momentarily suspended in space and time as if somebody had pushed life’s big PAUSE button. Without flying speed, the glider then dropped vertically. Now mind you, there was nine feet of keel behind me. As I dropped, the rear keel settled on top of the cliff, rotating the nose downward into a near-vertical dive. Then whoever had put my world on PAUSE decided it was time to select FAST FORWARD. I remember seeing the blur of a couple of small trees zooming at me just prior to being perplexed as to why I was bouncing down the cliff without my glider. When the dust settled I was only scraped and bruised, lending credence to my mother’s assertion that God watches out for fools and babies. Caught by the trees, my glider was relatively unscathed but my plastic swing seat had snapped in two due to the sudden deceleration, ejecting me out the front even though the seatbelt remained fastened. I bought a replacement swing seat from Sears (no kidding!), October 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

returned to more gradual slopes and eventually learned how to take flight. And it was sweet. I survived being mostly self-taught but it was neither pretty nor a good use of my time. During my college years I taught initial hang gliding lessons part-time for Pliable Moose. In a typical weekend my students would acquire the basic takeoff and landing skills that had taken me months to learn on my own. The aborted takeoff is a common aviation accident scenario. When something goes wrong during the critical takeoff phase, a pilot needs to react promptly, precisely, and correctly to avoid disaster. Whether or not the situation warrants aborting the takeoff might not be cut-and-dried, but there should not be any gray area regarding whether you can abort or continue. Pilots of all aircraft need to know not just their takeoff performance but also their stop performance. It is paramount that you know the point of no return, that point where you are committed to flight, and you must always have awareness of this point or speed at all times during your takeoff. Have you ever been surprised by a yellow traffic light and for a few heartbeats couldn’t decide whether you should stop or go? That is my point. Imagine the increasing danger of a few moments of indecision if you were launching a hang glider and one wing started to drop or your paraglider tip tucked. Do you stop or deal with the problem while you continue the takeoff? The decision should be based on your best guess as to the potential

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

severity of the problem and the relative safety of continuing to launch or aborting. It is always a case of risk versus reward and will be dependent upon the launch site, conditions, and the potential emergency. If you have been blessed with a launch area that has a smooth, gradual grassy slope, then you may have plenty of time to analyze and either abort or go fly. If your launch is a one-step acceleration off a rocky cliff, then you may not have any abort option and you will need to carefully weigh whether you have the skills and the conditions to make the risks acceptable. Take the time to think about realistic emergency launch scenarios at your local sites, and know what you will do before it happens. (Examples might include failure to hook in or a sudden wing drop for a hang glider; improper hook-in, partial collapse, or a spectator yelling, “Knot in your lines!” for a paraglider.) If you’re new to a site then take the extra time to consider how your normal game plan might change due to the different conditions. And remember, let’s be careful out there!

Anatomy of a World Record By George Stebbins Photos by Jim Mercadante

Finding early-morning lift

Last year while flying the Owens Valley I had an idea: I thought that I could set the outand-return world record there. This is the story of how it happened. Think of it as an after-thefact diary.

the way back, it is clear that I misread the wind and the clouds, perhaps due to hypoxia. July 29, 2006: Son born. We didn’t cut it quite so close this time! September 2006: I have been June 25, 2006: My wife, J, tells thinking about that flight in July. I know me she’s getting stir-crazy and wants to I could have made it back. I wonder what drive XC for me. She’s seven months the local record is. I wonder what the pregnant. I spend some time talking to world record is. her. We don’t want a repeat of our last January 2007: I look up the world child – she had almost delivered that one record: 204.5 miles! I bet I could do that on Kagel Mountain! (See Hang Gliding & in the Owens. I contact Davis Straub Paragliding magazine, September 2005.) about how to go about breaking a record: July 1, 2006: The plan is to try “CIVL, Section 7D.” This becomes my something new: Fly from Walt’s Point mantra. to Boundary Peak and back to the Lone March 2007: I spend a long time Pine airport, or to the soda evaporators laying out waypoints and tasks, trying just below launch. The day is good, but to get the perfect world-record flight I have no oxygen. So I opt to stay below without pushing too much. It’s harder 14,000’. Mostly. I make great time to than I think. The rules require that you Boundary. On the way, I get to 16,000’ return to within 400 meters (1/4 mile) several times. I arrive there at that alti- of your start. Luckily the start doesn’t tude. Looking south, I decide that the have to be the same as launch. Being on wind has picked up and the clouds have the Sierras late in the day wouldn’t be drifted far behind the mountains. I decide smart, due to typical strong southwest to continue north instead of going back winds. So, I need to pick a start in the south. I stay lower after that, and because flats, close enough to launch to be able of it, land out near Mina Junction. On to get back even early in the day. I need a

turnpoint north of the end of the White Mountains and as far south as possible. Rats! It looks like I need to balance the startpoint against the turnpoint. To beat the record, I need to stretch them a bit. I decide that the start/endpoint location is most important, because the southerly winds usually are the limit when flying here. Final glide is probably the toughest part. April: I buy an EDS oxygen system. I recruit possible drivers. My friend Jim Mercadante needs guide services, so we decide that we can take turns flying. I’ll cherry-pick the days and guide him when it doesn’t look world-record good. His goal is Bishop (a bit over 60 miles). May/June: I contact Davis again. He helps a lot. Jim has to bail due to work. I contact other possible drivers and settle on Dana Tew, one of our locals. I start watching the Blipmaps. I talk to Hungary Joe, our local weather god. He gives me pointers on what to look for. We expect the best conditions from June 15 to July 15. June 13: The weather looks good for the 15th. We get ready to go. June 15: We leave at 5:00 a.m. We

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

Getting ready, Walt’s Point (Horseshoe Meadows)

stop at the proposed start/endpoint. It looks very different from the satellite photos. My planned landing area is under and surrounded by high-tension power lines. We pick another start and a new turnpoint. The computer won’t boot. We get that fixed, pick new waypoints and head up to launch. I have equipment problems and don’t get off until 11:42, almost an hour late. I get the start easily, but the day is slower than forecast. The Tahoe fires have sent haze hundreds of miles south and lift is weaker than I planned. I’m going too slowly. I won’t make it unless things improve quickly. The wind starts blowing from the west. I am almost to Tinemaha, the normal crossing, so maybe that’s OK. But I get drilled and pounded and decide I want out. I head for the valley and take some weak lift, go mostly across and realize that I’m too far behind. So I head for a road and land just south of Bishop. Maybe tomorrow. I’ve had multiple equipment problems: gloves, O2, computer, harness. It is good to have a practice day to get that all worked out. June 16: Wind is too strong. We head home, stopping to get coordinates of landable areas below launch. June 18: I make new waypoints based on data we collected on the 16th. June 23: Weather looks good for the 25th. I call Dana. June 24: As I’m loading the car that

George suiting up

evening I start to feel very ill. I spend the night bowing to the porcelain god. My kids and wife had this last week. RATS! June 25: I have my driver and three days off. I decide I’ll be better by tomorrow, so we head up late. The plan is that I’ll rest and be ready for the 26th. June 26: I am still not right, but feeling much better. We head up to launch. I realize that Dana’s USHPA membership isn’t current. To be an official observer she needs USHPA membership. I call USHPA. They help me get her (re)upped right there. I get ready but am late. This time I launch at 10:59. It is an even weaker day than last time. Within minutes of launch, I realize I’m airsick. I never get airsick. Clearly I’m not over my illness. I go for the start anyway and have a hard time getting back. I’m getting sicker and sicker and not really getting up. I decide that landing would make sense. I direct Dana back to the LZ. Tomorrow? June 27: I feel even sicker. The wind is strong. The lift is weak. We head home. Dana tells me she will be out of town for the next week or more. I need another driver. July 1: My friend Jim Mercadante calls and tells me he will be back in town. Would he like to go to the Owens? Yep. I start watching the weather again. July 3: It looks good for the 4th through the 6th. I can’t go the 4th, so I plan on three days starting on the 5th. I call Jim. We agree to go. July 4: Jim arrives and spends the night. July 5: Up at 4:00 a.m. Out the door by 5:00 a.m. Arrive on time. Set up ahead of schedule. I am (still!) queasy from last week, but only a little. I’m ready at 10:00 a.m. Spectators and another pilot show up. I think I should go. I think I’m too early. I’m nervous. I decide to start getting ready in time to get off at 10:30. I’m off the hill at 10:25. The Flight: I don’t get up, but I don’t sink out. I remind myself to be patient, that it is early. Finally, after 15 minutes or so, it starts getting better. I get up and head for the startpoint. I get it and come back lower than I’d like, but not tremendously so. I find a thermal right away. And so it begins. I make great time to Tinemeha. I even pass Mt. Whitney higher than the

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

top, which is unusual. At Tinemeha I have to fight to stay under 18,000 feet. I race away from the Sierras and start the 18.5-mile glide across the valley to Black Mountain. I get the worst glide across I’ve ever gotten, arriving at 8800’. Not terrible, but from 17,300’, I expected better. It is really nasty in the air here. Finally I get up and race up the Whites. It is getting bumpy, and above 16,000’ I have to stay away from the peaks, or I’ll get sucked up above 18 grand. Cloudbase appears far above that. I have no desire to go that high. Below 13,000’ it is harder to get back up, so I try to stay between 14 and 16 grand. I arrive near Boundary and climb to 15,200’. I dive off the end in lift, and race to escape it. I escape around 17,100’ and head for the turnpoint. I get it with a very nice glide and head back. The glide back is much worse, but I arrive at some foothills, get back up and race back down the Whites. Things are going well! It is now very bumpy and whenever I get above 16,000’, I have to go over 60 mph just to keep from getting above 18,000’. Several times I turn west to go out of the lift and get over the valley. I’m now south of Gunter launch. The glide from here to Black isn’t expected to be good, so I top off a bit. I’m getting pounded. Bad glide, turbulent air and it looks like I might not make it over the

across Westgard Pass. I arrive on the Inyos at 8700’ or so – not very high for the day, and the nearest LZ is far off. I manage to find some scratchy stuff and hang on for 10 minutes until it strengthens and smoothes out. At 16,000’, I realize that I am screaming skyward faster than I want again. I leave at 55 mph, still going up at over 1000 fpm. Oops. Now I’m going 65 or so and still going up at 1200 fpm. I pull the bar all the way in and change direction a bit. Wham! Now I’m in sinking air. Altimeter says 17,500’. Whew. I’m really tired. If I just go on glide, I’ll beat my previous longest flight. But I fight the evil voice in my head that’s trying to convince me to land. The wind has picked up, and now I have a headwind. My instruments say anything from 2 mph to 20 mph dependtop of Black. I remember my friend Grant ing on my altitude. I’ll need altitude to Hoag tumbled here in similar conditions. make final glide. A fighter jet screams under me, at least I fade right and go around the top, just a few hundred feet higher than the peak. It 3000’ below. Cool. I pass Mazourka, and know I can make an LZ. So I fade back seems a long time before I get up. Finally, I hit smooth 1200 fpm and into the mountains to get higher, just scream skyward. Baby-bottom smooth. north of Black Eagle. I’m fighting to stay And it doesn’t slow as I pass 15,500’. down again. So I angle out almost over Uh-oh. All of a sudden I am rotated 90 the valley. My driver tells me the car is degrees in yaw and pitched over so I’m acting up. I’m one climb from goal, so pointing at the ground. As it starts to I tell him to get as close to Lone Pine happen, I pull in. I hear no wind noise as possible, and I’ll hitchhike back if in my helmet. I tighten my grip. Then my necessary. I don’t need another climb. I keep glider pulls up and I’m flying again. My trusty driver (remember Jim?) says, “Did getting glides with negative glide angles. you just almost tumble? I can see you and I just drift into the mountains to go up, it didn’t look fun.” I agree and despite not and away from them to go down. I pass having as much altitude as I want, I start my expected last climb point without

stopping. I tell Jim I’m going to go on final glide from here. He says that the car is better, but not right. I take the 15-mile upwind glide to goal, but keep drifting sideways. I’m really tired. My instruments say I’ll get to goal with 5000’ to spare. I arrive at 3500’ AGL. Mostly that’s my poor flying due to fatigue. My path is not very straight, but I tag the goal. I’m too tired to even woo-hoo. I decide that the LZ a mile back is better, so I direct Jim there. He gives me great info and I land into a 12- to 20-mph west wind. It was southsoutheast at altitude, but there is no mistaking the direction on the ground. I have a fine landing, but my knees collapse. I’m out of fluids to drink. I’m barely able to walk. Jim takes my glider to the edge of the lakebed for me. I don’t find out for sure until later that I never went over 18,000’. At that point I didn’t care. Now, of course, I’m thrilled. I could easily have made the flight a bit longer. But that’s for another day… July 6: Jim doesn’t trust my car. We leave. That afternoon, there’s a big fire in Owens Valley. We got lucky. At home, we fill out record paperwork. July 11: I send paperwork to NAA. August 20: As this magazine goes to press in mid-August, the record is listed on the FAI Web site (http://records.fai .org/hang_gliding/) as “pending ratification.” That’s not bad news, and I try to be patient…

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

One Flying Monkey’s First Time to Goal Article and photos by Alex Colby

I flew high over the field in which I had ended yesterday’s flight, and scolded myself yet again as I recalled the illconsidered downwind leg of my landing approach – I had cleared the power lines that bisected the field by only a meter before turning back into the wind. But today that field was a postage stamp from this altitude, and I had flown a steadier pace in order to save some energy in the unlikely event I made it this far again. The task on this second day was almost a carbon copy of the first, in which nearly half the field had made it into goal, including fellow Oahu pilots and heroic first-time goal makers Jeff and Ray. A record number of pilots into goal and probably the best chance for anyone to make it, but I still hadn’t managed to put it all together. So here I was again, a bit higher now, but who was I kidding? This was my second year competing in the Rat Race, and of course I nursed a secret hope to make goal one day, but I knew I was still missing quite a few puzzle pieces. Like yesterday, I had tagged all the waypoints so far, but again I had blundered too slowly down the course line to take much advantage of the large

number of fellow competitors. But at least I had enjoyed the close company of my local flying buddy Jeff in many of today’s thermals, and we’d topped out the last waypoint at Woodrat Peak together and joined a very small pack of desperate stragglers. I was hopeful that Jeff would just repeat his flight of the previous day and show me the way to goal. He made his move, ducking straight over the back to cross a wide gully towards the tall tree-covered shoulder of the final valley, but I didn’t feel high enough to make such a bold move, and instead I tacked wide, out towards the foothills of the valley. Yesterday I had blindly headed out over that valley low and exhausted, hoping for a thermal genie to magically pick me up and save me. And here I was today, likely repeating the same mistake, but at least I was starting a bit higher. Maybe that would make some difference. And in fact I was surprised to find nice buoyant air all the way around my circuitous path, and by sheer dumb luck I arrived high at the same shoulder that Jeff had aimed for. He was there ahead of me but much lower, and I watched in

Goal is near the Applegate reservoir, way out there at the head of the Applegate valley.

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

At the last turnpoint with Jeff

smug horror as he started a long, slow descent into a field below, fighting in vain to scratch his way back up. I was smug because I was still flying, but horrified to have lost my guide. A couple of other stragglers were up there with me for a while, but they soon left to follow the ridgeline deep over some forested hills. Tired and alone, and still not quite willing to commit to the kind of deep backcountry flying I knew these comps required, I found myself bumbling along between thermals low over the foothills of the valley, in the general direction of the legendary goal point. At one point I glimpsed the retrieval school bus winding down the road in the opposite direction, crammed with happy pilots, and I suppressed a curse as I imagined them singing gleeful songs and toasting their good fortune with frosty beverages in red plastic cups. Hey, check it out, some poor bastard is still trying to get to goal! Or so I imagined a tipsy bus rider exclaiming as he looked up in my direction. After barely clearing a few more low ridges, I was feeling beat up and just about ready to quit. The valley floor was rising and the walls were drawing closer, and the valley wind behind me was accelerating and making it harder to track the drift of the little bullet thermals back there. I couldn’t even tell where the goal might be, exactly, among the dense little ridges along this last stretch. And didn’t I just see everyone leaving on the bus? Would there even be anyone left there at this point? Suddenly, I heard a calm but commanding voice on the radio: Alex, you are NOT high enough to make goal from there. Do NOT leave that thermal. Stay with it! I didn’t quite recognize the voice but it was eerily familiar. Whoever it was, he wasn’t telling me what I wanted to hear. This thermal was a chaotic mess, low and

Photo: “Ray” van den Bylaardt II

Paul Murdoch models the Flying Monkey’s team T-shirt while guiding Alex in to goal.

shredded. But I gritted my teeth and managed to stay in just long enough to find a tendril of strong lift that I could really grab hold of, and then I was exploding upwards and almost crying with relief. The voice continued: Yes, that’s good! You’ve got it now, come on over! I’m right here in this field waving the windsock! And then I recognized the voice – it belonged to my wonderful local friend and host Paul Murdoch, and I saw him and his windsock in a field that I could definitely reach from where I was!

I made a dizzy but determined approach and passed him to turn back and land, and as I touched down – last into goal that day – I noticed a few other folks there: Paul’s wife, son and daughter (and their dog), and Hawaii pilot Ray. I rolled onto my back and kicked my legs gleefully in the air like a little kid. Ray tackled me to deliver a big hug, and Paul and his family came over to offer their congratulations for my first goal ever. What an unforgettable experience! Thanks to all the Hawaii pilots for their encouragement and camaraderie, to Paul Murdoch for his advice and coaching, and to Mike and Gail Haley for bringing everyone together and making it happen. My first goal was just one of many milestones recorded by the pilots at these events: I know that 10 out of the 13 Hawaii pilots who attended the two consecutive Oregon comps (the Rat Race and the paragliding nationals) made goal for the first time. Several of them are newer pilots than I am, and I know we all took home exciting stories about many of our flights, but especially our first goals.

Alex gets a victory hug from Whitney Murdoch at Applegate goal.

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

Fun Fearless Female

Article and photos by Ryan Voight

A sunset portrait of Desiree and her non-stop smile

For those who don’t already recognize the title of this article, it is the theme (and tag line) for Cosmopolitan magazine – which might seem a bit out of place within the pages of Hang Gliding & Paragliding magazine. That is, until you meet Desiree Rhinesmith. Desiree was first introduced to the sport of hang gliding in 2004, when she visited Ellenville Flight Park to watch her dad, Tim Rhinesmith, fly. Tim had been hang gliding for some time, but this was the first time Des had come out to watch. After that introduction to the sport (and her simultaneous introduction to a certain romantic interest, who happens to be writing this article), Des spent many afternoons watching everyone enjoying the air in Ellenville. Des took a few tandem hang gliding flights with Paul Voight (father of above-mentioned romantic interest), and one tandem paragliding flight with local Ellenville pilot “Little Rat,” before taking her first hang gliding lesson on June 18, 2005. While working on her flying skills on the training hill, Desiree was also working full-time as a sales assistant at Cosmopolitan magazine, in Manhattan. Although it hasn’t been an easy feat, Des has managed to excel at both. She worked her way up the ranks at Cosmopolitan and now is promotions coordinator in their marketing department. She also worked her way up the training hill, taking her first mountain flight from Ellenville Mountain last July 22. Desiree also did quite well in her first competition experience, participating in the 2007 Kitty Hawk Spectacular in Kitty Hawk, N.C. “I would like to thank my top-notch and incredibly knowledgeable instructors,” says Desiree, and adds that she is “looking forward to working my way up the skill scale and being able to fly with you all one day… especially my dad.” Keep an eye on this Fun Fearless Female – something tells me she’ll be soaring higher than us all in no time!

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

Desiree at Fly High Hang Gliding’s training hill last July

Photo: Eli Østevold Fjose

nered the loudest expressions of awe and respect. I had to conclude that this sport was the extreme of the extreme. VOSS, THE VENUE Norway is a land of stark beauty. Flying over to Bergen on the west coast from Oslo, the capital in the east, you see a panorama of high, uninhabited mountains, decked with permanent snowfields and glaciers. Near the coast these glaciers have carved out spectacular fjords – long, steep trenches filled with deep sea water – extending more than 80 miles into the landmass. Voss is an hour and a half drive inland, northeast of Bergen. Mountains that A parachutist “swoops” by the crowd edge down to a two-mile-long lake, ideal at approximately 80 mph. for boat towing, surround it. A ski-lift gondola rises right out of town to end at a perfect takeoff. Right beside the lake in the middle of town is a park that serves as a landing area and boat-tow strip. The far end of the lake debouches into a river with enough force to form a standing wave used by surfers and kayakers to play COPYRIGHT © 2007 by Dennis Pagen with gravity and water. Voss sits at nearly 61 degrees north latiI went to Voss, Norway, late last June for distance or speed below a series of to witness some extreme sports. I got five-foot-high gates. There is also a foot tude (about the same as Anchorage) and a more than I bargained for. I thought I drag in water followed by an accuracy week after the summer solstice, the night was going to be part of the hang glid- landing task. You can think of swoop- was just a blink of the eye. You could land ing and paragliding aerobatic pre-worlds. ing as a short-distance speed-gliding in the waning light at midnight and by Instead, I was part of the tenth anniver- course. And yes, speed is of the essence, 2:30 a.m. it was bright daylight, as I soon sary of a weeklong extravaganza known so they fly very small canopies – smaller learned from personal experience. When as Extremesport. This event included than a normal parachute rig, which is you go to Norway in late June, plan to rafting, kayaking, sailboarding, sky- already dwarfed by a paraglider. And leave your sleep regimen at the door, for diving, BASE jumping, swooping, big get this: The pilots often choose to land this place parties around the clock. The air, free ride, rock climbing, mountain downwind to increase their zip or glide lubricant of choice is called Øl (sounds biking, long boarding and car racing as over the ground. We’re talking full-slide, like oil with an accent to me), which is well as the paragliding and hang gliding shoe-leather-shaving landings here. For Norwegian for beer, and is one of the first my money, swooping was about the jazzi- words a visitor learns. competitions. One afternoon the rounds finished These sports took place at different est thing going. That is, until I watched the daily early and we went flying at a branch of venues in and around Voss. For example, the big air (skiing and boarding aerials) videos. There was a large tent complex the huge Sognefjord, an hour’s drive from staged up on a glacier, while the kayakers selling beer, food and fun. Every night Voss. We didn’t leave until 4:00 p.m. and and rafters battled it out on a magnifi- a professional team of cinematographers flew at 6:30, but still the sun was high cent river right outside of town. There is presented a distillation – just the high- and light lift wafted through. The launch a skydiving center on the edge of Voss lights – of the day’s activities for all the was high and easy, and the views were where the swooping took place, while sports. It was projected on a large screen spectacular with steep rock walls defining the base jumpers traveled half an hour to and the crowd screamed and stomped at the imposing water trench stretching to a fjord offering a 4000-foot cliff and a 40- each daring exploit or spectacular failure. the horizon. second ride for the pilots (?) decked out There were ski jumpers slamming, parachutists balling up, rafters cartwheeling, THE FLYING COMP in flying suits. For the past couple of years we have Swooping is a relatively young para- bikers endoing, kayakers flipping and, of chuting competition wherein partici- course, paragliders cravating. Throughout been describing the aerobatic meets in pants with particular testicular courage all of this my non-calibrated sound meter these pages, so most readers are probably dive rudely at the ground and try to go indicated that paragliding aerobatics gar- familiar with much of the flying format.

THE 2007 AEROBATIC PRE-WORLD DATELINE: VOSS, NORWAY

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

Looking up the Sognefjord from launch

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

Biwingual pilot Jon Gjerde and Frank (last name unknown) flying GIN’s lightweight Yetis at the Sognefjord

Photo: Eli Østevold Fjose Photo: Dennis Pagen

Photo: Dennis Pagen

The Sognefjord launch

he went from an infinite tumble (rotating around a horizontal axis) right into a helicopter with no hesitation. Talk about control, talk about flipping your gyros! The paraglider pilots had to land on the raft, and did – part of the time. There was a lot of incentive, for this year a large snow pack had the lake still filling with chilly glacial runoff. When the last pilot dripped dry, the winner of the solo comp was Raul in a repeat of his world-meet performance. As inventor of most of the more difficult maneuvers, he is clearly one step ahead of the rest of the field. The synchro rounds were run between the hang gliding and solo groups. In these displays, the two pilots went through a series of maneuvers, trying to perform as cleanly as possible with identical precise initiation, coordination of rotation and ending of a maneuver. The smoke trails streaming from each pilot told the tale as they tied Gordian knots in the air. This is extremely difficult flying and only the best were successful most of the time. My favorite team was the two large Norwegian pilots whimsically named AcroTeam Fat Boy Slim. But alas, they only came in fourth and the winner was the Spanish team, The FAT Brothers, formally known as the SAT brothers, consisting of none other than Raul and Felix Rodriquez. They are clearly crowdand judge-pleasing with their clean routines, showmanship and arm-pumping bursts of excitement.

Missing the raft meant a cold dip and a wait for the rescue boats.

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

Photo: Eli Østevold Fjose

Photo: Dennis Pagen

wings and brains. Hang gliders entertained with loops, split S’s, wingovers and even an attempt at the mystic rollover. The pilots were rusty, not having competed in aeros since last summer, but after a couple rounds everything was coming together. You could see some perfect loops and precision wingovers. When the dust had settled and Raul Rodriques in the takeoff/landing field the judges delivered their verdicts, the This year the unique thing was the tow winner was Norwegian Johnny Nielsen, launches. Three boats outfitted by Nordic wresting away the championship from Ventures, a company run by the versatile his fellow countryman, Jon Gjerde, who Jan Nielsen (he paraglides, hang glides, had won the world meet last year. But sky dives and sail planes), performed the Jon had his own moments of glory, most serial towing. The paraglider pilots foot- particularly by landing on the raft floatlaunched while the hang glider pilots ing in the lake and coming up high and used a dolly or cart. The cart was tied to dry. That is no small feat, considering the a long bungee that held it from plunging raft is no bigger than a walk-in closet. off the 10-foot drop into the lake. One The crowd went crazy, but the pilots circuit of the lake was enough to elevate were also pumped by the show of guts both hang gliders and paragliders high and gumption. enough above the water to start their The paragliding section had two parts aerobatic routine. The pilots dropped the again this year: solo competition and synline in the performance box, pulled their chro. By now the cognoscenti know that smoke canisters and wrung out their the synchro is a treat to watch, but the solo performances presented some brilliant flying with helicopters, Mactwists, asymmetrical SATs and infinite tumbling among the more mundane maneuvers like wingovers and spirals. Pilots didn’t get too crazy this time around, but excellence prevailed, most especially by that paragon of acro paragliding, Raul Rodriguez. While most pilots have problems getting the helicopter (that’s rotating around a vertical axis) started,

Photo: Eli Østevold Fjose

Synchro pilots describe perfect coordinated figures.

If it’s possible to have too much fun, I had it at the Extremesport extravaganza (and paid for it with lack of sleep). Throughout the event I was thinking, Hey, I could move here with all its natural splendor, beautiful Nordic women, outdoor activities and friendly community. And don’t forget the great flying... But then I remembered one ominous warning: The lilacs were in bloom when I arrived at the end of June… I just couldn’t believe the organization of all these wild sports, the presentation for the crowds, and the sheer number of spectators – tens of thousands. One example is the music that played every night. Fourteen groups from around the world did their stuff and one of my favorites was the U.S. band “Me First and the Gimmie Gimmies.” These guys were former members of bands like the Foo Fighters, NOFX and the Swinging Udders and are known for their punk renditions of old country standards. Ya had to be there. But next year I’ll be back to oversee the aerobatic world meet and revisit my friends. I’m betting it will be better than ever with a new wrinkle: The finals of the paragliding acros will use a helicopter to lift the pilots to altitude, they’ll D-bag, stabilize, then start their routines. That should be a kick. Hopefully the U.S. will have a team of contenders. In my view there is no better showcase for our sports than crowd-pleasing aerobatics. There were, we should note, no accidents, incidents or ugly rumors. Last year’s meet and this one have already generated much TV airplay – a goldmine of free publicity. What better way to show airplay than with airplay?

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

Paula’s Journey Photo: Nydia Pistoll

By Denny Pistoll

Paula relaxing with Jerry Shope after a day of flying

There is a saying in Maine that to truly enjoy the sweetness of spring, one must endure the bleak bitterness of winter. Perhaps true, though that’s not necessarily everyone’s idea of an encouraging expectation. Certainly how we face life and take its value varies with every individual. Accomplishment too means different things to different people. In the world of hang gliding many would rate their first high-altitude flight as their Mt. Everest; holding at bay the earthly forces of gravity, flying as the birds and sampling a completely unique experience. Further on, others take their measure of accomplishment with the logbook metrics of altitude gain, hours aloft and miles flown; still others with spot landings and aerobatics. We all have our individual focus and it is those concentrated interests that spur the challenges and give us, to use the pop psych slang, the warm fuzzy feelings of self-actualization. For some, however, the journey into this sport is not the stuff of glamorous pictures, poetic musings and delicious sensations. It’s none of that. Aviation, which has a time-honored history of passing out disappointments like candy on Halloween, has not missed our corner of the world. For some, this sport is a bristle-cone breakfast, a seemingly endless slog, frustrating and exhausting. For some this endeavor requires every dram of energy and commitment…and then some. Meet Paula. Paula is a trim 5’4”, quiet, unassuming

and demure, who has actually had two careers. Her initial background was in nursing where she worked as RN in an orthopedic unit. Earning her MSN, she later worked as a family nurse practitioner for a number of years. A change of course came to her and after a trip back to school, Paula re-invented herself and became a certified public accountant. Two fields that couldn’t be further apart provided the grist of challenge and the career accomplishment she sought, and sought with dogged determination. Paula is also a long-distance runner. Distance runners seem to have an internal fortitude meter that works inversely to the amount of pain felt – as the strain increases, the more ramped the physical response becomes to endure yet higher stress levels and go further. Although numerous studies have been made on this subject, it has never been clearly determined whether a person is naturally predisposed to such a response or if it is developed through continuous exposure. One world-class running coach put it in simpler terms: “To be successful [in distance running] you must go through the pain and get into the agony!” As with any human activity, the factors involved in how we face challenges and overcome obstacles are multifaceted and enigmatic. Paula wanted to know what it actually felt like to fly, and after trying skydiving she decided to take a discovery tandem hang glider flight. Following the tandem and after a flight or two on gradually sloping terrain, getting only inches off the ground, the BUG bit. This, she determined, was something she felt she could do…and something she would do. Her beginning was routine and unremarkable in the respect that she was progressing in mini steps, the same as most of us. Gradually, she progressed to the larger of two training hills. One morning there was a glitch in her launch followed by cross-controlling and sideways landing. As the glider contacted the ground the natural response to grasp the downtubes resulted in a spiral fracture of the

humerus, the bone between the shoulder and elbow. As a former nurse, Paula knew exactly what she was facing and it wasn’t pretty. Ironically, she found herself back again among old friends and colleagues in the orthopedic unit, but this time as patient rather than a healer. As rehab began Paula applied the same disciplines in recovery as she did with running. Four months after the accident, Paula was back in town! An accident that would have sent most of us packing did not deter this young lady; she re-entered the world of hang gliding no less determined. If pluck were a peregrine, Paula would be a swooping raptor. Paula never altered her view that the accident was completely her own doing. As one begins an activity of this nature, she maintains, you must take responsibility for yourself – YOU are the pilot. Her instructors were nothing short of thorough and meticulous. “Without their unending patience, nurturing and total professionalism I would have never realized my dream of flying,” she said. They say that once a cat walks across a hot stove it will never again walk across a hot OR a cold stove. Basic survival instincts endow humans with a similar reaction. It is only through desire coupled with tough-minded determination that one can override the “flight” response, look ahead, and get back on the pony. And that’s what Paula did. It wasn’t easy and neither did Mother Nature offer much encouragement with the hills getting winded out or rained out. Many trips were made where opportunities to train and fly were completely scotched by weather. Nevertheless Paula pressed on, and did so with a wonderful joie de vivre which, by comparison, made the rest of us look like Oscar the Grouch at a Lollapalooza convention! Beginning again on the small hill, Paula went back to basics. In time, she progressed once more to the big hill. More months passed while she battled her own work schedule, life, more uncooperative weather, along with the ever-present anxiety of taking on new challenges of the training regime. Time was not working for her as training lapses take their toll on muscle memory and she played the “one step forward, two steps

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

it made. Success in anything is never preordained nor is it necessarily permanent. Greatness is a prize that is always in play, never fully won but always there to be lost. And so the journey continues. As the pages of the next chapter are written, new challenges abound. It is perhaps in some of these pages that chronicle one person’s quest through a bitter winter that we too will taste the sweetness of spring... and in the process find inspirations that can be applied to journeys of our own.

Photo: Ray Helman

Author’s note: At Paula’s request, her last name was omitted from this essay. Denny has been hang gliding for three years and holds an H-3 rating. He and Paula met as students. Paula on launch, July 2007

back” dance routine. Frustrating? You bet. Nonetheless, she persevered. The day finally came when Paula qualified for the mountain. There are certain things that occur in one’s life that never diminish with time and, I believe, most would agree that a pilot’s first mountain launch definitely fits into that rarefied catalogue of never-to-be-forgotten events. In many respects Paula’s journey came to symbolize the can-do spirit or “the little engine that could,” the running athlete that despite the body’s breakdown and yearn to quit, quests the finish line. A small covey of friends gathered as Paula shouldered her glider and strode up onto the launch ramp. It was a resplendent morning with a crystal-clear sky and a slight breeze coming straight in. Even Mother Nature had a change of heart this day. Though her adrenaline was pulsing, Paula’s manner was calm. She was confident and completely focused. Finally we heard, “Clear!” – the signal that with the nose angle correctly set and wings evenly loaded, and the pathway free, she was ready to begin her launch run. With eyes lasered on the far horizon and wings nicely balanced, her launch was awesome. She stepped into the void. That first half-second as one settles off the ramp is the moment of truth, a testament of faith and the real litmus of training. Everyone held their breath. Maintaining the proper pitch is the critical element and she handled it with elegance: Paula was flying! With good airspeed control she flew away from the mountain – the first order of business – and then proceeded with the remainder of her flight plan, heading directly toward the LZ. Paula entered the landing pattern by flying the “box,” the initial entry that allows the glider to burn off excessive altitude while staying safely inside the field boundaries. At the proper elevation she increased her speed and turned downwind. The turn to final was crisp, balanced and controlled as she flew to the center of the LZ. Good airspeed control was maintained into ground effect where she slowed to trim speed and pulled a solid landing. WOW! Paula’s long odyssey to become a mountain pilot was accomplished. However, like all journeys, the end of one is but the beginning of another – making it is a far cry from having October 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

Bumper sticker by Jean Cobb

Probably at Mission Ridge in Milpitas, California, 1972. Photo: Bill Allen

The Excitement That Never Ends Donnita Hall: 1969 to Present By David Jebb, staff writer Photos courtesy Donnita Hall

“The first time I saw it I knew I just HAD to do that!” Sound familiar? In Donnita Hall’s case, “it” was a water-ski kite being towed behind a ski boat. The sport of hang gliding was still a year in the future. Donnita Hall is one of the original pioneers and the first woman in the sport of hang gliding, and after 38 years of flying she is still an active hang glider pilot and a regular at the Torrey Pines Gliderport. She has always been a low-key pilot, never interested in the limelight or noDonnita about two decades ago

toriety, but knowing that she was one of the very first hang glider pilots in the world and one of the founding pioneers of hang gliding I could not resist sharing her story. Here’s Donnita’s recollection of those early years. “It turned out that doing it wasn’t quite as easy as it looked. It took a few months of pushups to build enough arm strength to tow up out of the water on water skis while holding the wings level, taxi-ing along to build up speed and lifting off the water and into the air above. That first successful flight after all these years is still vivid in my mind today. By then, Bill Bennett had arrived in the U.S. with his far-superior delta-wing tow kite that was able to glide down to the water after releasing the tow rope from hundreds of feet, and the race to keep up with the fast pace of this sport was on. “The term ‘pioneer’ is used often to describe the early participants in the sport

of foot-launched hang gliding and it’s true there were many pioneers. In 1970, when the ski kite was scaled up large enough to foot launch, everyone became a pioneer builder, test pilot and instructor. The Northern California ski kites evolved into hang gliders when the water skiers built larger kites, found their own training hill, figured out how to get the thing into the air without a tow rope and,

“I designed and built my own hang glider in 1976, copying from a number of gliders that had been built by other designers. It had struts (no kingpost), curved tips, a 17-foot leading edge and a 13-foot keel. The custom sail was sewn by Albatross Gliders of SoCal.”

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

“My most memorable flight was during my first visit to Telluride, probably 1975. I was flying a homebuilt standard rogallo, and topped out at 17K.” “This is the first glider that was exclusively mine – it’s a standard 16’ rogallo. Dave Kilbourne gave it to me because he hated the sail colors. The sail was purchased from Bill Bennett who loved lots of color; I dubbed it the clown kite. This photo was taken in 1971 in Livermore, California at a motorcycle park we used to fly. Note the swing seat had a safety belt but we weren’t using helmets yet.”

finally, determined if their homebuilt was actually airworthy. “Coincidentally, folks in Southern California had been playing around with large, slow wings intended for ‘low-andslow’ flight. They soon became impatient with the idea of low-and-slow and started building gliders to fly faster and much higher. They, too, found themselves in the position of builder, test pilot and airworthiness certifier. “The northern and southern factions eventually merged, though most of the hardware design and manufacture was developed in Southern California. I will never forget the show Bob Wills put on at Coyote Hills Park in Milpitas, California, when he visited with his monstrous kite and awesome flying skills, effortlessly

conversing with us as he soared overhead. “It’s impossible to express the excitement of those first five years, when all dreams were possible, all enthusiasts were ‘designers’ and each week brought news of new design innovations, new flying accomplishments, new flying sites, new records. It was an incredible privilege to be a part of this history in the making, no matter what level or role. Gliders were homebuilt during that fledgling year, so you were either a builder or good friends with one if you wanted to fly. “I was at the right place at the right time with the right attitude, and I had a very generous friend and partner in Dave Kilbourne, who consistently provided gliders for me to fly, so I was the first female hang glider pilot. I got to tag along in the adventure and my main task was keeping up and staying in one piece. “After the kite towing and the foot launches there was the hot air balloon drop and my first soaring flight. Can you imagine that our first years were spent

speeding up and down the mountain roads, making as many 10-minute flights as we could in a day? We got really good at takeoffs and landings! “Once our gliders and our piloting skills improved enough to allow us to gain altitude and stay aloft, our sport took another quantum leap toward the sport as we know it today. As the equipment became safe, reliable and available from manufacturers, I was joined by a number of talented and adventurous women pilots, some of whom have led the way into the competition and world-records arena. For all of us, one of the biggest challenges was to maintain a level head

Lake Tahoe, 1970 October 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

1970 or ‘71

Donnita at Big Sur, probably 1993. The cove below is Sand Dollar Beach.

“I’m using a wrench to assemble the glider. I used to carry wrenches in my purse so that I’d never be caught without my tools.”

and not succumb to the celebrity that tion. As I look forward to my 60th birthday this year and hope to keep flying for comes with being the first. “By the mid to late ‘70s the pace began years to come, I realize my flying phito slow as the gliders became more reli- losophy hasn’t changed and it has helped able, the pilots matured and the record me to remain active in the sport all these setting became more difficult. As the years: I fly to have fun. I have frequently sport emphasis moved to cross-country asked myself while standing at launch, Is a whole new batch of ‘pioneers’ emerged, this going to be fun? If the answer is no, amazing the world with their tenacity then I won’t launch.” This simple question and honest and accomplishments. Again I’m grateful for the advances these cross-country answer has allowed Donnita to fly conpioneers provided in glider technology tinuously for the past 38 years. She says, so that my current glider is light-weight, “I am who I am today because of the sport strong, responsive, easy to fly and LOTS of hang gliding. The sport changes your personality. I know my capabilities; hang AND LOTS OF FUN! “I continue to share the joys of flying gliding has given me a strong core of with my husband and long-time pilot, confidence.” She concedes that there are Brad Hall, here in San Diego at Torrey other sports just as meaningful in shapPines Gliderport. I’m thrilled to see the ing one’s life, but still there is something community of female pilots increase in totally unique about our sport. Donnita Hall, in the opinion of this size as paragliding gains popularity. I strongly believe that women strengthen author, is one of the sport’s true icons. and enrich our sport by their participa-

July 2007

She epitomizes the spirit and character of the past and present. All of us who fly owe her our gratitude and our appreciation for her life-long contributions to our beloved sport.

Donnita’s Rules to Fly By:

1. FLY FOR FUN. 2. I am the only pilot in command (i.e. Git ‘er done) 3. Minimize the risks by staying fit, slowing down, planning ahead and focusing. 4. Know my limits. 5. HAVE FUN!

“The most important lesson I’ve learned: Don’t ever let anyone talk you into doing something you aren’t confident about. You are the only person who can make the judgment to fly or not.” October 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

Gallery

Hang gliders in chase over the lighthouse on Makapuu point, Oahu, Hawaii Mike Van Dorn, acrylic, 2007

Painting by Kat Crawford

Soaring With the Eagles: Climbing in a thermal at 9000 feet, above the Yakima River in Washington State Naomi Gray, oil on canvas, 2007

Sailing Joe Gilbert, oil on wood panel, 2002

Onramp to the Sky Naomi Gray, oil on canvas, 2006

Sculptures by Paul Villinski

Sculpture by Dave Lundquist

Bonita McClure carved these two hang gliding sculptures from a nicely figured piece of wormy butternut for a 49th bithday gift for her hang gliding husband, Lon.

A photo from 1975 (inset) shows Sam Nottage launching an Eipper 18’ Standard from “Ferns” on the west face of Haleakala, Maui, Hawaii. Original photographer unknown, retouching by Sam Nottage

George Worthington Art 1

George Worthington Art 2

Gliders in Fog

Terry Ferrer, pencil/graphite, 1981

Terry Ferrer, pencil/graphite, 1990

Clo, mascot and cover girl for Clover Stornetta Farms, finally wises up to the magic of free flight, in Petaluma, California. Photo: Ernie Camacho

Michael Rabon’s 1991 FXST Harley Davidson motorcycle, depicting him and his Wills Wing Sport flying in Yosemite National Park, 1993 Photos: Wendy Rabon

Calendar of events items WILL NOT be listed if only tentative. Please include exact information (event, date, contact name and phone number). Items should be received no later than six weeks prior to the event. We request two months lead time for regional and national meets. For more complete information on the events listed, please see our Calendar of Events at www.ushpa.aero. Competition October 6-8: Northern California Cross-Country League week-

clinics, meetings, tours October 5-8: Atlanta, Georgia. IP Clinic at Atlanta Paragliding. Con-

tact Luis Rosenkjer for more information: (404) 931-3793 or luis@ atlantaparagliding.com.

October 6-14: Nicaragua and Costa Rica. An 8-day tour with Nick Crane, instructor, tandem instructor and veteran Central American traveler. This tour is for pilots rated P-3 or above. Explore the great flying, awesome countryside and unique cultures of Costa Rica and Nicaragua. More information: nick@paracrane.com, (541) 840-8587, or www .paracrane.com.

ends, location to be decided three days before the weekend. All sites will be within a four-hour drive of the San Francisco Bay Area. Cost: $10 per race. More information: Jug Aggarwal, jaggarwal@es.ucsc.edu, or check the Web site for the Northern California XC League at http://www .sfbapa.org/ and follow the link for the XC League.

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

September 30-October 6: Dunlap, Tennessee. Tennessee Tree

October 11-14: USHPA fall BOD meeting. Red Lion Hotel, downtown

Toppers 2007 Team Challenge, offering Hang 3 pilots an introduction to competition and cross-country flying in “The Hang Gliding Capital of the East”! More information and online registration available at www.treetoppers.org. January 5-13: Forbes, Australia. Forbes Flatlands Hang Gliding

Championships. Registration/practice on January 5, competition January 6-13. More information: http://www.moyes.com.au/Forbes2008/ or email event manager Vicki Cain, Vicki@moyes.com.au.

skills 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) 7205436, www.earthcog.com. Salt Lake City, 161 West, 600 South, Salt Lake City, Utah 84101. More information from USHPA office, (719) 632-8300.

October 15-19, 22-26: Yoga and paragliding in Mexico. Healing

retreat near world-class paragliding sites Tapalpa and San Marcos. Natural hot springs, yoga, pilates, Gyrokenesis®, tandem paragliding, naturopathic consultation and therapy. XC from Tapalpa to retreat. (505) 3639748, www.rasaliland.com, (480) 363-1314, kimberlita@cox.net.

October 16-18: Roosevelt Lake, Arizona. Paragliding maneuvers

clinic with Brad Gunnuscio. More info from Carlos Madureira, CARLOS@ gliding competition. Registration on January 15, competition January 16- FLYHIGHPARAGLIDING.COM, (480) 266-6969, www.flyhighparagliding .com. 23. More information: Vicki Cain, Vicki@moyes.com.au. February 17-23: Dominican Republic. The Ozone Caribbean XC October 27-28: Utah. Paraglider tandem (T-2 and T-3) clinic Challenge is a low-key, education-oriented paragliding competition with Ken Hudonjorgensen. More information about the clinic and prewith few rules, stress-free ambience, pure XC flying, amazing location, requisites for participation: (801) 572-3414, twocanfly@gmail.com, coaching from expert pilots and the assistance of Jocky Sanderson to www.twocanfly.com. help maximize your time in the air. Categories and prizes for pilots flying October 31-November 11: Travel tour in Michoacan, Mexico. DHV 1, 1-2, 2 and 2-3 (CEN A, B, C and D) wings, plus an Ozone glider We will fly several different PG sites as we travel across the beautiraffled among competitors. Registration opened on September 15. More ful state of Michoacan, including Patzcuaro, Escalera and Zitacuaro. information: http://www.caribbeanxc.com. Tour includes airport pickup/drop off, lodging, transportation, guiding, XC retrieval. More information: David Prentice, (505) 720-5436, www Fly-Ins .earthcog.com. September 26-October 1: LA SALINA, Baja Mexico. Second Annual Full-Moon “Fiesta Del Cielo” Fly-in at La Salina Flying Ridge. Inter- November through March: Valle de Bravo, Mexico. Again afmediate and advanced hang and paragliding pilots welcome. Also open ter over 14 years, FlyMexico keeps going and growing. Sunday-Sunday to PPG, ultralight trikes and others. La Salina is Baja’s most diversified packages, hang gliding and paragliding. Every stinkin’ day we go flying! airsport venue with various launches and LZs. Located 1/2 mile east of Contact: www.flymexico.com, 1-800-861-7198. the Pacific Ocean (and La Salina beach). Launch from the 700’ ridge, November 2-4: Utah flying sites. Paragliding instructor training and soar for hours in ridge lift combined with strong thermal conditions and instructor re-certification clinic with Ken Hudonjorgensen. More informaland on the sandy beach. Bajabrent will handle accommodations at his tion about the clinic and prerequisites for participation: (801) 572-3414, beachfront B & B or other local facilities. XC and flying task competitions twocanfly@gmail.com, www.twocanfly.com. Friday-Sunday. More information: www.FLYLASALINA.com or www .BAJABRENT.com, or call Bajabrent at (760) 203-2658 or 01152-646- November 4-11: Phoenix, Arizona. Escape the winter cold – fly three nearby sites. Details at www.parasoftparagliding.com/travel/ 155-4218, or email bajabrent@msn.com. phoenix.php. October 19-21: “The Craters” near Flagstaff, Arizona. Dixon White biwingual memorial fly-in (HGs need to provide racked vehicles for drive to launch). Paraglider demos, truck towing, foot launch, XC, soaring, parties – come celebrate Dixon’s legacy and love of flight. More information: http://azpg.blogspot.com/ or call Tanner Patty at (928) 699-2636. January 15-23: Mt. Beauty, Victoria, Australia. Bogong Cup hang

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

November 12-December 11: Oaxaca, Mexico. Improve your January 5-12, 12-19, 19-26, February 2-9, 9-16, 16thermal and XC skills with top-ranked U.S. PG pilot David Prentice. Fly 23, March 1-8, 8-15, 15-22, 22-29: Costa Rica with Nick over the world-famous Monte Alban camp of pyramids. Week-long tours Crane, paragliding instructor, tandem instructor and veteran Costa Riinclude airport pickup/drop off, lodging, transportation, guiding, XC re- can traveler. Small groups, quality accommodations, safe and fun flytrieval. Plenty of fun and adventure for the family. More information: ing for all levels in exotic Costa Rica. Fly over tropical forests and land on uncrowded beaches. Share the sky with toucans, macaws, king vul(505) 720-5436, www.earthcog.com. tures and pelicans. We have pioneered some of best sites in Costa Rica. November 15 through Feburary 17: Valle de Bravo, Mexico. For details contact nick@paracrane.com, (541) 840-8587, or www VOL VALLE! allows pilots to choose what level of service they want, from .paracrane.com. just a room to everything including guide, meals, transportation. Based on the sprawling Rancho de San Ramon, a large hacienda with stunning January 6-11: Big Island of Hawaii. Mauna Kea paragliding therviews that can house up to 20 guests. A 10-minute drive from Valle de mal clinic with Achim Hagemann. Mauna Kea (13,796’) has flying sites Bravo with its own large LZ, on the route to the butterflies. Nightly shut- at various altitudes. Pilots should expect big air, high-altitude takeoffs tles to and from Valle de Bravo included. Lots of activities for the family: and challenging XC flying as well as relaxing coastal flying. Skill requiresailing, hiking, mountain biking, horseback riding, sightseeing. More in- ments: Novice or better. Cost: $375, includes 4x4 transportation, airport pickup, guide service, free camping, daily state-of-the-art weather formation: David Prentice, (505) 720-5436 or earthcog@yahoo.com. report. Contact: Paraglide Hawaii, flyaglider@yahoo.com or (808) 895November 17-December 3: Iquique, Chile. Luis Rosenkjer and 9772, http://paraexpeditionshawaii.blogspot.com. Todd Weigand guarantee you’ll fly every day of your tour or get your money back for non-flyable days! Don’t take our word for it – check out our January 6-13: Tapalpa, Mexico. P-2 week with Parasoft Paratrip program for more details. Luis is a multiple Argentinean PG cham- gliding School. We’ve been taking pilots to fly in Mexico since 1991. pion and owner of Atlanta Paragliding. Todd has been seasonally guid- The P-2 week focuses on long easy flights from 2500’. Details at ing, instructing, and perfecting his acro and XC skills in Chile since 2001. www.parasoftparagliding.com/travel/tapalpa%20_mexico.php. Both hold open-distance records in Argentina and Chile. Multiple tours January 13-20: Mexico. P-3 week with Parasoft Paragliding School. available. www.atlantaparagliding.com, info@atlantaparagliding.com, We tailor our weeks to your pilot skills. In the P-3 week we focus on wallowaparagliding@gmail.com. thermaling and short XC flights. After starting in Tapalpa, we fly both December 12-January 14: Valle de Bravo, Mexico (site of the San Marcos and Colima. Details at www.parasoftparagliding.com/travel/ 2009 world PG championships). Improve your thermal and XC skills with colima.php. top-ranked U.S. PG pilot David Prentice. Week-long tours include airport February 2-15: Dominican Republic. Big Sky Paragliding will spend pickup/drop off, lodging, transportation, guiding, XC retrieval. More infortwo weeks flying the varied sites in the Dominican Republic with local mation: (505) 720-5436, www.earthcog.com. pilot Sebastian Mier. Green and mild to dry and strong, this small island December 27-January 7: Valle de Bravo, Mexico. Guided PG has diverse conditions appropriate for most pilots. $1600 includes transtour with thermal and XC instruction with Bill Belcourt (from 12/30 to portation, lodging, breakfast and coaching. Contact Dale Covington at 1/7 only) and Ken Hudonjorgensen. More information: (801) 572-3414, (801) 699-1462 or visit www.bigskyparagliding.com. twocanfly@gmail.com, www.twocanfly.com. February 10-17, 2008: Southern California PG flying trip with Ken December 28-January 2: Forbes, Australia. Open to any pilot Hudonjorgensen. More information: (801) 572-3414, twocanfly@gmail who orders a new Moyes hang glider to be picked up at the factory .com, www.twocanfly.com. in Oz in December 2007. It’s not a competition but more of a tuning/ February-March: Governador Valadares, Brazil. Leave the cold training seminar to get dialed into your new glider before the comps. northern hemisphere and enjoy the beauty and warmth of Brazil. FebMaximum 30 pilots, no entry fee, just tow fees. We’ll tow out of Forbes ruary and March are the best months for soaring and consistently good for a couple of days then, weather permitting, set goal to another desigthermaling with flying virtually every day. With 10 years of flying in GV nated town, tow out of there for two days and move on again. Gerolf Heiwe can offer bilingual guide service, USHPA hang gliding and paraglidnrichs and Jonny Durand Jr. will host this event. More information: Vicki ing instructor, transportation, retrieval, hotel accommodations and a Cain, Vicki@moyes.com.au. warm welcome at the GV airport. Limited to 4 - 6 pilots at a time to inDecember 30-January 22: Nepal. Big Sky Paragliding will host sure personal attention and service. Every level of pilot skill welcome. 10 two 10-day tours in the most stunning and unique flying sites in the days: paragliding $1500; hang gliding $2000 with your glider, or with world. Mild conditions, big mountains and big birds. Thermal and XC our equipment $2500 single surface, $3000 double surface. Special coaching with Dale Covington. $1600 covers all transportation with- airfares available plus assistance with all your travel plans. Adventure in the country, lodging and breakfast. For more information visit www Sports Tours, (775) 883-7070, email skybirdwings@hotmail.com, more info at http://www.pyramid.net/advspts. .bigskyparagliding.com, or call (801) 699-1462.

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

Ra t i n g s i s s u e d d u r i n g J u n e 2 0 0 7 Paragliding Division Rating Rating Name

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 P-2 P-2 P-2

1 1 1 2 2 2 2 3 3 3 3 3 3 4 4 4 4 4 4 4 4 5 6 8 8 8 9 9 12 13 1 1 1 1 1 1 1 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 3 3 3 3 3 3 4 4 4 4 4 4 4 4 4 5

City

Robert Mcwhorter Bend Jane Mcwhorter Bend Danny Luttrell Scappoose Michael Wilson Creston John Votino Loomis Dudi Shmueli Cupertino Rollan Kim Palo Alto Gary Bickford Fontana Oh-young Kwon Torrance James Flynn Chula Vista Thomas Glaser Goleta Joel Dejong Santa Clarita Bahman Rad Sante Fe Springs Jeffrey Burrill Albuquerque Martin Pokorny Socorro Nicole Austin Draper Joey Moya Hernandez Michael Spence South Jordan Eric Olsen Payson Darren Hansen Logan Randy Riddle Holladay Gabriel Schofield Missoula Nicolas Del Grazia St Louis Richard Ruggiero Northfort Otis Lougheed Gt Barrington Richard Ruggiero, Jr. Northford Benjamin Brooks Rockville Anne Mcginness Shaker Hts Thomas Baisley Afton Gerardo Borja Vaud Robert Mcwhorter Bend Jane Mcwhorter Bend John Mann Seattle Eddie Bamba Marysville John Stormon Olympia Sinead Pollom Seattle Danny Luttrell Scappoose William Floyd Las Vegas Francis Doumet Palo Alto Jeffrey Freeman Pleasant Hill Shahin Saadati Santa Clara Bowen Dwelle San Francisco David Zbin San Jose Carl Steinbach Palo Alto Alberto Cecioni San Francisco Michel Davenas Pebble Beach Morgan Wilson San Francisco Dean Hobb Walnut Creek Lars Sorensen Lafayette Michael Wilson Creston Thomas Gonder Aptos John Votino Loomis Gary Bickford Fontana Oh-young Kwon Torrance Arnold Frankenberger Newport Beach Thomas Glaser Goleta Joel Dejong Santa Clarita Michael Price Del Mar Jeffrey Burrill Albuquerque Martin Pokorny Socorro Nicole Austin Draper Joey Moya Hernandez Michael Spence South Jordan Eric Olsen Payson Sandy Coleman Bluffdale Darren Hansen Logan Randy Riddle Holladay Richard Gillespie Jackson

State Rating Official

OR Kevin Lee OR Kevin Lee OR Maren Ludwig CA Bruce Kirk CA Jeffrey Greenbaum CA Jeffrey Greenbaum CA Jeffrey Greenbaum CA Rob Mckenzie CA Kyoung Ki Hong CA Kyoung Ki Hong CA Rob Sporrer CA Rob Sporrer CA William Hall NM William Smith NM T Lee Kortsch UT Dale Covington NM William Smith UT Jonathan Jefferies UT Jonathan Jefferies UT Ken Hudonjorgensen UT Patrick Johnson MT Stephen Mayer MO Jonathan Jefferies CT Ken Hudonjorgensen MA Nick Crane CT Ken Hudonjorgensen MD James Kaplan OH Jeffrey Nicolay NY Jose Casaudoumecq Murat Tuzer OR Kevin Lee OR Kevin Lee WA Marc Chirico WA Robert Rinker Jr WA Marc Chirico WA Jaromir Lahulek OR Maren Ludwig NV Ron Peck CA Jeffrey Greenbaum CA Jeffrey Greenbaum CA Jeffrey Greenbaum CA Jeffrey Greenbaum CA Jeffrey Greenbaum CA Wallace Anderson CA Jeffrey Greenbaum CA Jeffrey Greenbaum CA Jeffrey Greenbaum CA Jeffrey Greenbaum CA Jeffrey Greenbaum CA Bruce Kirk CA Hugh Murphy CA Jeffrey Greenbaum CA Rob Mckenzie CA Kyoung Ki Hong CA Bill Armstrong CA Rob Sporrer CA Rob Sporrer CA Bill Armstrong NM William Smith NM T Lee Kortsch UT Dale Covington NM William Smith UT Jonathan Jefferies UT Jonathan Jefferies UT Jeffrey Farrell UT Ken Hudonjorgensen UT Patrick Johnson WY Scott Harris

Rating Rating Name

P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-4 P-4 P-4 P-4 P-4

5 6 8 8 8 8 9 9 9 9 10 10 11 11 12 13 1 1 1 1 2 2 3 3 3 3 3 3 3 3 4 4 4 4 5 5 8 9 10 1 3 4 4 5

City

Gabriel Schofield Missoula Nicolas Del Grazia St Louis Richard Ruggiero Northfort Otis Lougheed Gt Barrington Aviv Hirschenbein Boston Richard Ruggiero, Jr. Northford Carlos Garzon Ewing David Mundy Charleston Jack Semanoff Lehighton Benjamin Brooks Rockville John Frazier Carnesville Richard Davis Atlanta Myung Shin Austin Marc Spillman Austin Thomas Baisley Afton Emre Gulterin Fethiye-mugla Chad Loreen Bellingham Peggy Drinkwater Bellingham Brian Mckenzie Kennewick Danny Smith Boring Mihir Lala Sunnyvale Ronald Hanfland Union City Larry Ainbinder San Diego Christian Manss Hermosa Beach Jose Madrigal Chula Vista Danielle Cole Solana Beach Henry Baker Holtville Markus Freese Trabuco Canyon Richard Graham Santa Barbara David Hatfield Chula Vista Jim Murray Golden Larisa Kats Salt Lake City Nicholas Francis Salt Lake City Robert Eakle Grand Junction Kathleen Kristenson Ketchum Jason Rolfe Jackson Masashi Saito Newton Magda Lovei Bethesda Curt Warren Venice Vaughn Thomas Anacortes Benjamin Haug Santa Barbara Salvador Lara Glenwood Springs Chris Webster Golden Walter Neser Ketchum

State Rating Official

MT Stephen Mayer MO Jonathan Jefferies CT Ken Hudonjorgensen MA Nick Crane MA Ciaran Egan CT Ken Hudonjorgensen VA Dwayne Mc Court WV Dwayne Mc Court PA Thomas Mccormick MD James Kaplan GA Luis Rosenkjer GA Luis Rosenkjer TX Jeffrey Hunt TX Paul Greenwood NY Jose Casaudoumecq Murat Tuzer WA Delvin Crabtree WA Delvin Crabtree WA Scott Harris OR Kelly Kellar CA Wallace Anderson CA Wallace Anderson CA Gabriel Jebb CA Marcello De Barros CA Joshua Meyers CA Gabriel Jebb CA Gabriel Jebb CA Bill Armstrong CA Gabriel Jebb CA Joshua Meyers CO Jan Voegeli UT Gabriel Jebb UT Mike Steen CO Etienne Pienaar ID Nicholas Greece WY Scott Harris MA Ciaran Egan MD Laszlo Lovei FL James Matt Combs WA Etienne Pienaar CA Bo Criss CO Etienne Pienaar CO William Laurence ID Charles Smith

Hang gliding ratings issued in June are on p. 72.

THERMAL NUCLEAR DETECTION

Use your Glider, or our STRATUS Glider!

North Wing A.T.F. Soaring Trike

HANG GLIDERS  ULTRALIGHT TRIKES

509.886.4605

www.northwing.com October 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

AN ET .c

Useful URLs and phone numbers: For magazine submissions: http://ushpa.aero/magazine.asp For accident reports: http://ushpa.aero/emailacca.asp

Skateboards Paragliders Sunglasses Unicycles Kites

Y D IN

For membership info, change of address, and other USHPA business: info@ushpa.aero (719) 632-8300 Members only section: https://ushpa.aero/member_ login.asp

Toys DVDs Books Clothing Long Boards

Hang Gliding Division H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2

1 1 2 2 3 3 3 3 5 6 7 9 9 9 10 10 10 10 10 10 10 10 10 10 10 11 11 12 12 12 13 1 1 2 2 3 3 3 4 6 7 7 8 9 10 10

Gregory Petersen Justas Tanner Gregory Brown Brad Darfler David Aldrich John Kimmons John Dillencourt Ruben Umana Nathan Grimes Harlan Block Kyle Oslos Justyn Brown Douglas Dougherty Valerie Rasmussen Charles Buxton Kenn Walker John Hudson Socrates Zayas Sam Levine George Brisson William Clark Bron Bradley Lynn Bradley John Pignatelli Philip Martin Gary Fabian David Dodd Denis Kondakov Jacob Morin Dana Nelson Ginny Clother Gregory Petersen Justas Tanner Chris Lemay Gregory Brown David Aldrich Janyce Collins John Kimmons Liz Holt Harlan Block Ricardo Gasia Kyle Oslos Jean-joseph Cote Henry Phillips Kenn Walker John Hudson

City

Mill Creek Ferndale Las Vegas San Francisco Rancho Cucamonga Palmdale Irvine Reseda Pinedale Carthage Naperville Madison Boalsburg Fairfax Station Nags Head Miami Lawrenceville Davic Orlando Rising Fawn Mauldin Centre Chattanooga Duluth Marietta Houston Ennis Kendall Rochester Rochester Wiltshire Mill Creek Ferndale Fresno Las Vegas Rancho Cucamonga Los Angeles Palmdale Salt Lake City Carthage Lake Zurich Naperville Lunenburg Lexington Miami Lawrenceville

State Rating Official

WA Jeff Beck WA Jeff Beck NV Rob Mckenzie CA Patrick Denevan CA Rob Mckenzie CA Rob Mckenzie CA George Hamilton CA Lynden Vazquez WY Eric Smith MO Gordon Cayce IL Daniel Zink VA Andy Torrington PA Randy Grove VA Adam Elchin NC Andy Torrington FL James Tindle GA Gordon Cayce FL Gordon Cayce FL David Rosner GA Daniel Zink SC Gordon Cayce AL Gordon Cayce TN Gordon Cayce GA Gordon Cayce GA Gordon Cayce TX Andrew Beem TX Jeffrey Hunt NY Henry Boessl NY Henry Boessl NY Henry Boessl Gordon Cayce WA Jeff Beck WA Jeff Beck CA Dan Fleming NV Rob Mckenzie CA Rob Mckenzie CA Andrew Beem CA Rob Mckenzie UT Peter Cj Anderson MO Gordon Cayce IL Tommy Thompson, Sr IL Daniel Zink MA Steven Prepost KY John Alden FL James Tindle GA Gordon Cayce

Rating Region Name

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

10 10 10 10 10 10 10 11 11 12 12 12 12 13 1 1 2 2 2 3 10 10 10 10 12 13 2 10 10

Socrates Zayas George Brisson William Clark Bron Bradley Lynn Bradley John Pignatelli Philip Martin Martin Jaeger Tom Sterner Chad Middlebrook William Barnum Iii Jacob Morin Marlin Salmon Ginny Clother Robert Stephens Scott Silver David Margolin Alan Deikman Daniel Dunbar Frank Havermeyer Kevin Dawkins Brian Nelson Nate Newkirk James Wesche Andrew Bilinsky Keith Warren Lionel Marks Luis Agosto Molina Christopher Lefay

City

Davic Rising Fawn Mauldin Centre Chattanooga Duluth Marietta San Antonio Rhome Shortsville Springwater Rochester Batavia Wiltshire Hillsboro West Linn Mountain View Fremont San Francisco Arcadia Mobile St Petersburg Nashville Stevenson Queens Nl Oakland Canovanas Lookout Mountain

State Rating Official

FL GA SC AL TN GA GA TX TX NY NY NY NY

OR OR CA CA CA CA AL FL TN AL NY CA PR GA

Gordon Cayce Daniel Zink Gordon Cayce Gordon Cayce Gordon Cayce Gordon Cayce Gordon Cayce Jeffrey Hunt David Broyles Martin Beckenbach Henry Boessl Henry Boessl Henry Boessl Gordon Cayce John Matylonek John Matylonek Patrick Denevan Patrick Denevan Barry Levine Len Szafaryn Richard Healy Malcolm Jones Daniel Zink Daniel Zink Steve Wendt Michael Robertson Scott Seebass Robert Hastings Daniel Zink

HANG GLIDING FLIGHT “Argosies of magic sails. . .”

Tennyson

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

Stamp design: Terry Ferrer

Rating Region Name

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.

PARAGLIDERS ADVANCE SIGMA 5 – Great condition, $750. Nova Aron, great condition, $750 OBO. California, (805) 2761852. APCO TANDEM PLAY 42 – good condition, white, blue. Trimmers/split A’s, 4 years, $800. skypilotbrian@ yahoo.com.

Powered paragliders LA MOUETTE SOLO 210 POWER UNIT – Older but good. Runs great. Pilot weight to 190 lbs. Extra 4-blade wood prop. $1700. skypilotbrian@yahoo.com.

If in doubt, many hang gliding and paragliding businesses will be happy to give an objective opinion on the condition of equipment you bring them to inspect. BUYERS SHOULD SELECT EQUIPMENT THAT IS APPROPRIATE FOR THEIR SKILL LEVEL OR RATING. NEW PILOTS SHOULD SEEK PROFESSIONAL INSTRUCTION FROM A USHPA CERTIFIED INSTRUCTOR.

QUICKSILVER SPRINT ULTRALIGHT – New, partially built. No Sport Pilot license required. $7500. California, (805) 276-1852.

FLEX WINGS

ALABAMA

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.

ATLANTA PARAGLIDING – 20 years of experience, top instructors, top pilots and very consistent weather conditions all year around, make us your best choice on the East Coast. www.atlantaparagliding.com, (404) 931-3793.

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.

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

Emergency Parachutes

ARIZONA

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.

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.

EMPLOYMENT

CALIFORNIA

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).

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.

THE TORREY PINES GLIDERPORT – lease will be up for bid in 2008. HG/PG instructors, tandem pilots, pilots, and other personnel are being sought to explore forming a consortium to bid on the site. This is an explorational announcement to determine the level of interest in this project. Anyone interested should call Bob Kuczewski at (858) 204-7499.

HARNESSES HARNESSES – 5’0”-6’5”. Cocoons $125+up. High Energy Cocoons $200+up, Pods $200+up. Inventory, selection changes constantly. Some trades accepted. (262) 473-8800, info@hanggliding.com, www.hanggliding .com, http://stores.ebay.com/raven-sports.

ULTRALIGHTS

SCHOOLS & DEALERS

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.

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

MIKE BUTLER HANG GLIDING SCHOOL – Located just 30 minutes west of Yosemite National Park. WW and Flytec dealer. mbutler@sti.net, (209) 742- 8540. MISSION SOARING CENTER – Largest hang gliding center in the West! Our deluxe retail shop showcases the latest equipment: Wills Wing, Moyes, AIR, High Energy, Flytec, Icaro. West Coast distributor for A.I.R. Atos rigid wings including the all-new VX Tandem Atos. Parts in stock. We stock new and used equipment. Trade-ins welcome. Complete lesson program. Best training park in the West, located just south of the San Francisco Bay Area. Pittman Hydraulic Winch System for Hang 1s and above. Launch and landing clinics for Hang 3s and Hang 4s. Wills Wing Falcons of all sizes and custom training harnesses. 1116 Wrigley Way, Milpitas, CA 95035. (408) 262-1055, Fax (408) 262-1388, mission@ hang-gliding.com, www.hang-gliding.com, Mission Soaring Center, leading the way since 1973. O’CONNOR FLIGHT SCHOOL – Specializing in Safety In-Flight Training & Maneuvers Clinics and Aerobatic Instruction. Enhance your knowledge, increase your level of confidence, take your piloting skills to new levels. Overthe-water safety and aerobatics clinics. Enleau and Ann O’Connor, www.oconnorflightschool.com, (530) 2274055 and reserve your clinic. TORREY PINES GLIDERPORT – Come soar in San Diego! This family-owned and operated flying site offers USHPA certified instruction, advanced training, equipment sales, tandem flight instruction, motorized pg/hg instruction and site tours. We also have an extensive pg/ hg outfitting shop offering parachute repacks and fullservice repairs. Bring your family for our amazing sunsets and dining at the Cliffhanger Cafe. Importers for Para-tech and Independence gliders. We also carry AustriAlpin, Center of Gravity, Crispi and Sup’Air. Check us out online for sales and questions at: www.flytorrey.com, or call toll-free at 1-877-FLY-TEAM (359-8326). Also, tune in to the Internet Paragliding Talk Show at www.worldtalkradio .com every Tuesday 9-11:00 a.m. (PST). WINDSPORTS – Don’t risk bad weather, bad instruction or dangerous training hills. 350 flyable days each year. Learn foot-launch flying skills safely and quickly. Train with professional CFI’s at world-famous Dockweiler Beach training slopes (5 minutes from LA airport). Fly winter or summer in gentle coastal winds, soft sand and in a thorough program with one of America’s most prestigious schools for over 25 years. (818) 367-2430, www.windsports.com.

COLORADO AIRTIME ABOVE HANG GLIDING – Full-time lessons, sales 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 ATLANTA PARAGLIDING – 20 years of experience, top instructors, top pilots and very consistent weather conditions all year around, make us your best choice on the East Coast. www.atlantaparagliding.com, (404) 931-3793. 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

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.

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. Oneon-one 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

NEW YORK AAA E-VILLE OUTFITTERS, Mountain Wings Inc. – A eros, 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.

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.

SUSQUEHANNA FLIGHT PARK COOPERSTOWN – 1 60’ training hill with rides up. 600’ ridge – large LZ. Specializing in first mountain flights. Dan Guido, 293 Shoemaker Road, Mohawk NY 13407. (315) 866-6153, dguido@dfamilk.com.

INDIANA

NORTH CAROLINA

Cloud 9 Sport Aviation – See Cloud 9 in Michigan.

MAINE DOWNEAST AIRSPORTS – Paragliding & hang gliding instruction using tandems & scooter towing for easy safe learning. Quality equipment sales. www .downeastairsports.com, in_a_cloud@hotmail.com, Marc (207) 244-9107.MARY

MARYLAND HIGHLAND AEROSPORTS – Baltimore and DC’s fulltime flight park: tandem instruction, solo aerotows and equipment sales and service. We carry Aeros, Airwave, Flight Design, Moyes, Wills Wing, High Energy Sports, Flytec and more. Two 115-HP Dragonfly tugs. Open fields as far as you can see. Only 1 to 1.5 hours from Rehoboth Beach, Baltimore, Washington DC, Philadelphia. Come Fly with US! (410) 634-2700, Fax (410) 634-2775, 24038 Race Track Rd, Ridgely, MD 21660, www.aerosports.net, hangglide@aerosports.net. MARYLAND SCHOOL OF HANG GLIDING – Sales, service, instruction since 1976. Specializing in foot launch. www.mshg.com, (410) 527-0975. Proudly representing Wills Wing & Moyes.

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.

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

OHIO Cloud 9 Sport Aviation – See Cloud 9 in Michigan.

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

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

SOUTH CAROLINA ATLANTA PARAGLIDING – 20 years of experience, top instructors, top pilots and very consistent weather conditions all year around, make us your best choice on the East Coast. www.atlantaparagliding.com, (404) 931-3793.

TENNESSEE ATLANTA PARAGLIDING – 20 years of experience, top instructors, top pilots and very consistent weather conditions all year around, make us your best choice on the East Coast. www.atlantaparagliding.com, (404) 931-3793. 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. 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.

WISCONSIN FREEFLIGHT AVIATIONS – The Midwest’s largest hang gliding school. Using both aerotow tandem and on-site training hill, 7 days a week, April through November. For the traveling hang glider pilot, rental equipment is available. (920) 728-2231, tommy@freeflighthanggliding.com, FreeflightAviations.com.

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 COSTA RICA – Grampa Ninja’s Paragliders’ B&C (bed and coffee). We offer rooms and/or transportation and guide service. Lessons available from USHPA certified instructors. Open January through April. United States: (908) 454-3242. In Costa Rica: (506) 877-5604 (January through April). www.paraglidecostarica.com. BAJA MEXICO – La Salina: PG, HG, PPG www .FLYLASALINA.com, www.BAJABRENT.com, He’ll hook you up! rooms, tours, & intros, bajabrent@bajabrent .com, 760-203-2658. MEXICO – VALLE DE BRAVO and beyond for hang gliding and paragliding. Year-round availability and special tours, Gear, guiding, instruction, transportation, lodging – all varieties for your needs. www.flymexico.com, 1-800861-7198 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. CRITTERMOUNTAINWEAR.COM – 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, wind speed 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. 1-800-686-9327. 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. 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 $450. 1-800-468-8185. PARA SUPPLY – Flight suit $130, PTT $49, Radio 5 watts+PTT $129, flight desk/backpack $45, fastpacking tube “Cocoon” $39. www.parasupply.com. 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.

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

WHEELS FOR AIRFOIL BASETUBES – WHOOSH! Wheels™ (Patent Pending), Moyes/Airborne & Wills Wing compatible. Dealer inquiries invited. (262) 473-8800, www.hanggliding.com, info@hanggliding.com, http:// stores.ebay.com/raven-sports. WINDSOKS FROM HAWK AIRSPORTS INC – 1673 Corbin Lake Rd, Rutledge, TN 37861, 1-800-826-2719. Worldfamous Windsoks, as seen at the Oshkosh & Sun-N-Fun EAA Fly-Ins. Hawk@windsok.com, www.windsok.com.

PUBLICATIONS & ORGANIZATIONS *NEW* And the World Could Fly – And the World Could Fly tells the story of how piloting for the masses became a possibility and then a reality. This is a tale of free flight in every sense of the term. Edited by Stéphane Malbos and Noel Whittall, And the World Could Fly contains contributions from many parts of the world as well as much new writing. Together, the editors have more than fifty years of undiminished enthusiasm for foot-launched flight. And the World Could Fly is produced by the International Hang Gliding and Paragliding Commission (CIVL) to celebrate the centenary of FAI. It is a book which will appeal to anyone with an interest in free flight, whether an old-stager who can remember the early California days or a newcomer who wonders where it all came from. Call USHPA 1-800-616-6888 or order off our Web site, www .ushpa.aero. PO Box 1330, Colorado Springs CO 80901. BIRDFLIGHT – Otto Lilienthal’s genius in scientific observations and analysis, documented in this work, became the basis for the experimentation of the early pioneers in aviation. The “hero” of the Wright brothers, Otto is considered to be “The Father of Gliding Flight.” Lilienthal’s definitive book has been out of print for almost a century, but is now available to everyone for a wonderful and absorbing journey into aviation history. 176 pages, 16 photographs, 89 drawings and 14 graphs. $19.95 (+$5 s/h) Call USHPA at 1-800-616-6888 or order off our Web site, www.ushpa.aero. PO Box 1330, Colorado Springs CO 80901. *NEW* Cloudsuck: The Life and Death Struggle for the Hang Gliding World Record. Davis Straub tells the story of the dramatic 10-year race to fly “farther than anyone has ever gone in a hang glider.” From the historic 1990 flight that first broke the 300-mile barrier, through 10 years of adventure and challenge, this is a first-hand account of the driven individuals who struggled against each other and against nature to set the next hang gliding world distance record. $17.95. Call USHPA 1-800-616-6888 or order off our Web site, www.ushpa.aero. PO Box 1330, Colorado Springs CO 80901. *NEW* Condor Trail, Paragliding the Central Andes – the guidebook to paragliding and traveling in the Central Andes. It’s packed with 256 pages of maps, site descriptions, local lore, free-flight contacts and photos, all the information you need to plan your own Andean paragliding adventure. Most of the launch and landing access throughout the Andes is done with cheap public transportation. Condor Trail gives you bus routes to catch, areas to avoid, traveler tips, and contacts for the local flying communities throughout Ecuador, Peru, Bolivia, Northern Argentina, and Northern Chile. Call USHPA at 1-800-616-6888 or order off our Web site, www .ushpa.aero. PO Box 1330, Colorado Springs CO 80901.

FLY THE WING! Hooking Into Hang Gliding – *NEW* Instability 2 DVD – Bruce Goldsmith’s new By Len Holms. This is the perfect book for those curious film is set to become the new benchmark in SIV instrucabout the sport of hang gliding. Written at a level that will tion. In 1992, the Airwave designer co-presented “Instanot swamp the reader with a daunting amount of tech- bility,” a film which helped thousands of paraglider pilots nical details, you will learn about hang glider wings and gain insight into tips and tricks learned by the professionthe skills needed to fly them. 84 pages with photos and al test pilots. $41.95. Call USHPA 1-800-616-6888 or illustrations. $12.95(+$5 s&h). Call USHPA at 1-800- order off our Web site, www.ushpa.aero. PO Box 1330, 616-6888 or order off our Web site, www.ushpa.aero. Colorado Springs CO 80901. PO Box 1330, Colorado Springs CO 80901. *NEW* Never Ending Thermal – This DVD is an SOARING – Monthly magazine of The Soaring Society “Endless Summer” for the free-flying generation. The acof America Inc. Covers all aspects of soaring flight. Full tion-packed documentary features the adventures of Venmembership $64. SSA, PO Box 2100, Hobbs NM 88241. ezuelan pilots Herminio Cordido and Jorge Atramiz as (505) 392-1177, ssa.org. they embark on an around-the-world paragliding odyssey. $41.95. Call USHPA 1-800-616-6888 or order off our Web site, www.ushpa.aero. PO Box 1330, Colorado REAL ESTATE Springs CO 80901. OWN 10 OR 20 ACRES next to paragliding/ hang gliding site in beautiful Flagstaff, AZ. Pris- *NEW* Paragliding: Learn to Fly DVD – This DVD brings to life many of the hard-to-visualize concepts tine property with wide-open views. To view go to www which are so important for us to understand, like airflow .northernarizonamls.com. Enter listing #s 123164, 123165, around hills and mountains, turbulence and convergence, or 125465. Call Debra White, Dallas Real Estate, (928) dynamic and thermic lift, plus aerodynamics like lift and 853-0761. drag, speed to fly and so on. The production team have GORGEOUS 2.5 ACRES in Flagstaff. Surrounded by spent months on the 3D animation and video sequencbeautiful homes with access to national forest. Close to ing. $44.95. Call USHPA 1-800-616-6888 or order off town yet only minutes to paragliding and hang gliding. Call our Web site, www.ushpa.aero. PO Box 1330, Colorado Debra White at Dallas Real Estate, (928) 853-0761. Springs CO 80901. CUTE 3 BEDROOM 2 bath with 2-car garage on 1 acre horse property in Flagstaff. Has been rented for $1450/ month. Only $279,900. Call Debra White at Dallas Real Estate, (928) 853-0761.

VIDEOS & DVDS VIDEOS FROM USHPA – WWW.USHPA.AERO *NEW* BROKEN TOE ACRO – Broken Toe Acro is a full instructional-encyclopedia for paragliding SIV and acro maneuvers. Each chapter is six to 14 minutes and contains descriptions of the maneuver, explanation on how to (and how not to!) perform it, as well as in-flight examples from many simultaneous camera angles. All instruction and narration is by Enleau and Ann O’Connor, leading experts in Safety-in-Flight training. Two hours and 40 minutes running time! Call USHPA, 1-800-616-6888, or order off our Web site, www.ushpa.aero, or via snail mail, PO Box 1330, Colorado Springs CO 80901.

*NEW* Performance Flying DVD – When it comes to making paragliding films, Jocky Sanderson doesn’t pull any punches. The suave Englishman’s slick production skills were first evidenced in his debut films, “Security in Flight” and “Speed to Fly.” Jocky’s latest film, produced with Ozone’s test team, hones in on the finer piloting skills of flying XC, acro and SIV. $42.95. Call USHPA 1-800616-6888 or order off our Web site, www.ushpa.aero. PO Box 1330, Colorado Springs CO 80901. *NEW* Red Bull X-Alps DVD – Red Bull X-Alps 2005 finishes in Monaco! This stunning DVD features over 70 minutes of footage, including pilot interviews and wild POV camera angles. $41.95. Call USHPA 1-800-616-6888 or order off our Web site, www.ushpa.aero. PO Box 1330, Colorado Springs CO 80901. RISK & REWARD – By Jeff Goin. This 70-min. DVD exposes the risks and rewards of powered paragliding in a fun, action-packed adventure. You owe yourself this inside look that could easily save your life. Three years in the making, Risk & Reward gathers wisdom from a long list of instructors. Spectacular video from around the world sheds light on essential concepts with clarity and realism. $29.95. Order yours at www.ushpa.aero/store.

*NEW* DARE DEVIL FLYERS – The 94-minute digital video docupicture covers all thirty years of hang gliding and all seventeen years of paragliding. It begins with the Bob and Chris Wills story – they founded Wills *NEW* Speed/Security DVD – “Speed to Fly” and Wing, the only surviving American manufacturer/dis- “Security in Flight” are two great films designed to help tributor of hang gliders and paragliders. Two legendary you progress in paragliding, packed with stunning air-topilots guide the audience through these extreme sports air footage. $48.95. Call USHPA 1-800-616-6888 or with their narrative. The docupic features competition in order off our Web site, www.ushpa.aero. PO Box 1330, the extreme sports of aerobatic hang gliding, speed hang Colorado Springs CO 80901. gliding and high-altitude cross-country paragliding. Wingmounted POV cameras provide the docupic with an inthe-air thrill ride from the Rocky Mountains to the Pacific coast. Narrator Bobby Carradine threads us through the three decades. Call USHPA at 1-800-616-6888 or order off our Web site, www.ushpa.aero. PO Box 1330, Colorado Springs CO 80901.

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

USHpA Magazine Archive 1971-2004 – The DVD set holds the history of our sport, from the earliest days of bamboo and plastic to the present. Within these pages you’ll find the evolution of foot-launched flight from the first days of bamboo dune-skimmers to the modern variety of hang gliders, paragliders and rigid wings. Each PDF file is one complete magazine, just as originally published. Pages with color are produced as color scans, the rest scanned as black and white images. Future issues will be available on an update disk. Each disk includes Adobe Acrobat Reader Version 7 for Windows, Macintosh and Linux systems. $30 for members and $90 for nonmembers. Call USHPA at 1-800-616-6888 or order off our Web site, www.ushpa.aero. PO Box 1330, Colorado Springs CO 80901.

MISCELLANEOUS “AEROBATICS” POSTER – Full color 23”x 31” poster featuring John Heiney doing what he does bestLOOPING! See www.ushpa.aero under store/misc for example. Available through USHPA HQ for just $6.95 (+$5.00 s/h). USHPA, PO Box 1300, Colorado Springs CO 80933. (USA & Canada only. Sorry, posters are NOT AVAILABLE on international orders.) DVDS-VIDEOS-BOOKS-POSTERS – Check out our Web store at www.ushpa.aero. WORLDWIDE INTERNET PARAGLIDING TALK SHOW – WW.WORLDTALKRADIO.COM. Listen live or to the W archives! Live Tuesday 9-11:00 a.m. (PST). Call toll-free, 1-888-514-2100 or internationally at (001) 858-2683068. Paraglider pilots and radio hosts David and Gabriel Jebb want to hear about your stories, promotions/events or insight; they also take questions!

Gradient Aspen – My paraglider equipment was stolen from my vehicle on November 7th in San Diego, California. The wing was a red, gradient Aspen 26m, SOL Large CX harness, SOL 33 CELL reserve, Ozone red and gray backpack. REWARD, no questions asked, $250 or please contact me with any information regarding the equipment. David Thulin, davidthulin@hotmail.com or (307) 690-5792. Stolen 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 lostand-found wings or equipment may be called in to (719) 632-8300, faxed to (719) 632-6417, 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.

Index To Advertisers Cloud 9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Deimos Paraglider . . . . . . . . . . . . . . . . . . 21 Flytec USA. . . . . . . . . . . . . . . . . . . . . . . . . . 80 Foundation for Free Flight. . . . . . . . . . . . . . . . . . . . . . . . 32 Hall Brothers . . . . . . . . . . . . . . . . . . . . . . 57 High Energy Sports. . . . . . . . . . . . . . . . . . 52 North Wing . . . . . . . . . . . . . . . . . . . . . . . . . 24 O’CONNOR Flight School. . . . . . . . . . . . . . 53 OZONE. . . . . . . . . . . . . . . . . . . . . . . . . . . . 26-27 Sky Wings. . . . . . . . . . . . . . . . . . . . . . . . . . . 36 SOL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 Sport Aviation Publications . . . . . . . . . 28 SSA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Super Fly . . . . . . . . . . . . . . . . . . . . . . 2, 35, 43 Thermal Tracker. . . . . . . . . . . . . . . . . . . . 51 Torrey Pines. . . . . . . . . . . . . . . . . . . . . . . . 31 Traverse City HG & PG. . . . . . . . . . . . . . . . 55 USHPA Calendar. . . . . . . . . . . . . . . . . . . . . 34 USHPA Contributing Member . . . . . . . . . 13 USHPA DVD. . . . . . . . . . . . . . . . . . . . . . . . . . . 39 USHPA Bank of America Card. . . . . . . . . 79 Wills Wing. . . . . . . . . . . . . . . . . . . . . . . . . . . 5

MarketPlace Adventure Productions. . . . . . . . . . . . . . . 71 Flytec USA GPs . . . . . . . . . . . . . . . . . . . . . . . 71 Flytec USA Thermal . . . . . . . . . . . . . . . . . . 71 Kitty Hawk Kites . . . . . . . . . . . . . . . . . . . . . 71 Lookout Mountain. . . . . . . . . . . . . . . . . . . . 71 NOrth Wing . . . . . . . . . . . . . . . . . . . . . . . . . . 71 MPH Sports. . . . . . . . . . . . . . . . . . . . . . . . . 72 THewindyplanet.com . . . . . . . . . . . . . . . . 72 USHPA Books . . . . . . . . . . . . . . . . . . . . . . . . . 71 USHPA Stickers. . . . . . . . . . . . . . . . . . . . . . . 71 XC Flight Awards . . . . . . . . . . . . . . . . . . . . 71

CLASSIFIED ADVERTISING RATES – The rate for classified advertising is $10.00 for 25 words and $1.00 per word after 25. MINIMUM AD CHARGE $10.00. Phone number=2 words. Email or Web address=3 words. AD DEADLINES: All ad copy, instructions, changes, additions & cancellations must be received in writing 2 months preceding the cover date, i.e. November 15th is the deadline for the January issue. ALL CLASSIFIEDS ARE PREPAID. If paying by check, please include the following with your payment: name, address, phone, category, how many months you want the ad to run and the classified ad. Please make checks payable to USHPA, P.O. Box 1330, Colorado Springs, CO 80901-1330. If paying with credit card, you may email the previous information and classified to info@ushpa.aero. For safety reason, please call your Visa/MC or Amex info to the office. No refunds will be given on ads cancelled that are scheduled to run multiple months. (719) 632-8300. Fax (719) 632-6417

GPS GARMIN 76 CSX – The last day of the Rat Race, after the tracklog information was downloaded, someone picked up my GPS from the table. It has white tape in the upper left corner with my pilot number 326 written on it. If you discover this GPS in your possession, please contact me at USHPA. Martin, 800-616-6888. I borrowed the GPS from a friend, so it would be an enormous relief to have it returned.

Lawnmower art in the Ellenville, New York, LZ

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

Photo: Ryan Voight

STOLEN WINGS & THINGS

Friends and Family By Steve Messman, staff writer

All the cosmic forces have been strangely aligned recently. This has not been all good for me, except that those same twisted cosmic forces have caused me to do a tremendous amount of soulsearching, and remembering. Mostly, I have been remembering my family of families. Hundreds, thousands of mental pictures come to mind. I was there when both of my sons were born, and I remember both of those times with awe and immense love. I remember their first bikes, their first hikes in the woods, teaching them how to get “unlost” from the woods, shooting their first weapons, fishing, learning archery, soccer, baseball. I remember parties with their friends, afternoons spent shooting hoops, and (yuck!) working on their cars. I really hated that, but they both loved it. My sons are older now. I remember the days they moved out, the quietness of our house, their weddings, their first homes, and their kids, my grandkids. Memories are a wonderful thing. We should make lots of them. My grandkids taught me that. But, as I said, my sons are gone now, busy with their own homes, families, careers. I, on the other hand, seem to have found a strangely similar replacement. That was never more obvious than one recent weekend when our flying club hosted one of its several annual events. On this evening, we sat around the campfire deep into the evening, all 38 of us. In that group of mostly pilots were many significant others, and even more children, from little pacifier suckers to 12-year-olds. Remarkably in that weekend, we were nothing less than a family, doing what families do: reminiscing, recalling past memories, and building new ones. Our time around the campfire gave the appearance of a tribal meeting. One elder recalled some harrowing event in his flying life. Hands took the shape of

day’s activities and of events past. We spoke of launches and flights, of airtime, and of wings new and old. We spoke of landing techniques, of botched landings, of aborted launches. But the most rea wing. Graceful arcs made their way markable thing of all was that every one near imagined clouds. The graceful flight of us – young or adult, old adult or young of glowing hands was replaced by the adult, male or female, pilot or non-pilot motion of sudden sink as wing-hands fell – each person became involved in the disto the earth, only to swoop back toward cussions, in the learning, in the activities the heavens. The eyes of the younger of family, because that is what families children sparkled in the campfire flames; do. They build memories, lots and lots of their mouths were held agape in wonder. memories. And so my memory file, the one with Even the youngest pacifier sucker seemingly held intently to the story, capti- hundreds or even thousands of pictures, vated by the sounds of flickering flame, has a new folder. This one is marked the graceful motions of flying hands (or “Flying Family.” Inside that folder are some very special memories of a different maybe just the feel of the pacifier). family. But the pictures are so very similar. First flights rather than first steps. First hard landing rather than first fall. I was there when Mike hit his first thermal, and when Chris went cross-country for the first time. I remember being there when they took their first collapses, worked on their first new site, flew Bremer for the first time. I remember the campfires of this weekend, and last year at Saddle. I remember Ed’s very first flight, and how he lost radio contact during that flight. I remember how nervous he was to start, and how happy he was in the end. I know that I felt his fear, his anticipation, his elation. And, I Another elder spoke, and then an- know that I will remember all of these other. Each recalled some event. Each people, these events, these memories by told his or her story. Those non-pilots the hundreds, or by the thousands. We are nothing less than family, this among us added their comments. Some brought laughter from the crowd. Some group of people who are so diverse. We were thought-provoking because of their live scattered around the southwest different perspective, that being the per- corner of our large state. We range from spective of a significant other. Often the retired to entrepreneur, from quite young circle would go silent while the lesson to social-security beneficiaries. But we was absorbed. But soon, wing-hands have that one commonality that binds us would again take to the air. A new story all, holds us together, and keeps us together. We fly, we love to fly, or we love would be in the making. They will be retold many times, those someone who loves to fly. That makes us stories that hold promise of teaching. We one. That makes for wonderful memories, all learned from them, and we will con- and that makes us family. tinue to, just as we learned from our fathers’ stories of play, of work, of survival so many years ago. On this fine evening, we spoke of the October 2007: Hang Gliding & Paragliding – w w w.ushpa.aero

The United States Hang Gliding Association Platinum Plus® Visa®Credit Card

VISA

BankofAmerica ~ USHPA

\IMftD IJATUI HNtlO Gt.DN0 .. NMCIIJCWO M*:11::M,'IIOf!

Power. Prestige. Flexibility.

•

There is a card that truly deserves to be the only card in your wallet. We cou ldn ' t be more proud to ofter you the U.S. I-Imi g G liding Assoc ic1tion Platinum Plus® Visa® cred it card at competitive rates. Exceptional Benefits

•

No Annual Fee

• • • •

Low in troductory Annual Percentage Rate (APR)* Generous credit lines as high as $ 100,000 Emergency card replacement Cash access at thousands o f' ATMs worldwide

'World-Class Service • • • • •

24-hour Customer service Billing dispute advocates Complete onl ine account access and bill pay features Instant cred it line decisions Trave l planning serv ices

Complete Secu rity

•

Around-the-clock fraud protect ion

• • •

Zero liabi lity for fraudulent charges Secure access to your account o nline, all the time Common Carrier Travel Accide nt Insurance coverage

\Vhat's 111orc, each ti1nc you rnakc a purchase ,vith your c redit card, a contribution is 1nadc to the U.S. I lang Glid ing i\ Ssociation - at no additional cost 10 you.

Learn more-call toll-free 1-866-438-6262. TT Y users, ,c all 1-800-833-6262. Please refer to priority code FAAI PR when speak ing w ith a representa tive to apply. * For infon'nation about lhc ratc.s, fees. other costs, and benefits: associated \Vi th the use of the card; or to apply. plc.asc call the above toll-free nu1r~bcrs.

This credit card program is issued and administered by FIA Card Services, N.A. Any account opened in resJ)'onse 10 this applica tion shall be governed by the Ja,vs of 1he state ofDe)a,vare. Travel planning services are provided to Dank of A1nerica Custo1ners by an independently owned and operated travel agency registered 10 do business in California (Reg. No. 2036509-SO): Ohio (Reg. No. 87890286) Washington (Reg. No. 6011 237430) and other states. as required. Visa is a registered trademark of Visa International Service 1\ ssociation. and is used by the issuer pursuant to license front Visa U.S.A .. Inc. Bank of A1nerica is a registered rrade1nark of Dank of America Corporation. ,'12006 Bank of Ami:ric:n C1upclr:11ion

~i lS(. 60-U>C) J.()-I 1306

» sexy A6RDDYNAMIC t>6.slt:;N » FAST6ST MOST POW5R:Fl,,(,L. CPt.<t

'° 30'f!, .SMALL.e re TH"AN n-t~ S030 » U..SB rNTSR;FAC.S » ~U.,tSTOOTH- c:;t>.s OUTVUT

J WID~ST AIR.sP66:'P R.A:Nejl'5 AVAIL,Ai&l-6(12-120 MPft)

> (.,(,S BR. 'R .6PL..A.:C6A&L6' PITOT TL1.:& B »ALK.4.UN6 OR. R6CHARL:i6A'B-L6AA BATT6R.16S

»· Auro~swrrCHtNG l;.6TW~f;N 'PRIMARY ANT> sS'C.ONPAR.Y "SATT6R.t6.s ,p BK!l-T-tN Dl..(AL Cl-tAR,4~R w,Tf't INDIVID,! ,{AL Let,) .STATlA.5

;. M&MOR.Y CARD SLOT 1 rNT6qRAreP A6R.OD:YNAM,I C 1>0R.T 0DV6R..$

> ANALOG VARJO ON MAP PAc::'.j6 I- .S rMPLIF# 51:) fi!.,lNCT,1 .0N ,ACC6S.S ~ lMPR.OV6P M6Nt.<. STR.t.,tC:r1,tR.6

1, SAMe <:;iR. 5AT FL'(T6'C .St(P:POR.T AND SeR.VICS 1

Flyr Ee www.flytec.con1 • 800. 662. 2449 • www.braunigerUSA.com