Hang Gliding & Paragliding Vol44/Iss01 Jan 2014 by US Hang Gliding & Paragliding Association

JANUARY 2014 Volume 44 Issue 1 $6.95

HANG GLIDING & PARAGLIDING MAGAZINE

the Best Odyssey | photo by Jody McDonald. MEANWHILE, Mark Vanderwerf with tug pilot Eric Meibos just under the left wing and Morningside Flight Park under the right.

WARNING

ON THE COVER,Â Gavin McClurg flying untouched dunes during

Hang gliding and paragliding are INHERENTLY DANGEROUS activities. USHPA recommends pilots complete a pilot training program under the direct supervision of a USHPA-certified instructor, using safe equipment suitable for your level of experience. Many of the articles and photographs in the magazine depict advanced maneuvers being performed by experienced, or expert, pilots. These maneuvers should not be attempted without the prerequisite instruction and experience.

HANG GLIDING & PARAGLIDING magazine is published for footlaunched 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.

ADVERTISING ALL ADVERTISING AND ADVERTISING INQUIRIES MUST BE

SUBMISSIONS HANG GLIDING & PARAGLIDING magazine welcomes

HANG GLIDING & PARAGLIDING (ISSN 1543-5989) (USPS 17970) is

editorial submissions from our members and readers. All submissions of articles, artwork, photographs and or ideas for articles, artwork and photographs are made pursuant to and are subject to the USHPA Contributor's Agreement, a copy of which can be obtained from the USHPA by emailing the editor at editor@ushpa.aero or online at www.ushpa. aero. HANG GLIDING & PARAGLIDING magazine reserves the right to edit all contributions. We are always looking for well written articles and quality artwork. Feature stories generally run anywhere from 1500 to 3000 words. 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. 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, (516) 816-1333.

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.

SENT TO USHPA HEADQUARTERS IN COLORADO SPRINGS. All advertising is subject to the USHPA Advertising Policy, a copy of which may be obtained from the USHPA by emailing advertising@ushpa.aero.

POSTMASTER Send change of address to:

Martin Palmaz, Publisher executivedirector@ushpa.aero Nick Greece, Editor editor@ushpa.aero Greg Gillam, Art Director art.director@ushpa.aero

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

C.J. Sturtevant, Copy Editor copy@ushpa.aero

COPYRIGHT Copyright (c) 2013 United States Hang Gliding and Paragliding Association, Inc., All Rights Reserved; no part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise without prior written permission of the United States Hang Gliding and Paragliding Association, Inc.

Staff Writers Christina Ammon, Dennis Pagen, C.J. Sturtevant Ryan Voight

Advertising advertising@ushpa.aero

Staff Photographers John Heiney, Jeff Shapiro

YEARS of

On December 18, 2013, the United States Hang Gliding and Paragliding Association began its fortieth year. To comprehend where we stand today and our achievements over the years, history provides perspective. In 1971, the Southern California Hang Gliding Association was formed by hang gliding enthusiasts exploring and sharing this new form of aviation. Interest in the early days of freeflight was infectious but with unproven technology, many home-built gliders and little training available, fatality rates skyrocketed. Fifty-three percent of all the fatalities on record occurred between 1971 and 1983. As fly-ins or formal competitions were integral from the start, they provided an observation point during the coming evolution. Improving technology, for better performance and to preserve the lives of our friends, was a core concern of the pilot community. Competitions became the communal focal point of knowledge as well as the catalyst for advancement in both technology and safety. With explosive membership growth and dramatic fatality rates, it quickly became apparent that a new organization with a national perspective was needed to handle the demands of the member base and develop training programs for safer participation. Membership continued to grow and on December 18, 1973, the United States Hang Gliding Association launched as the national association in Los Angeles, California. The first and most important achievement of the organization was the development of pilot training programs. This crucial foundation demonstrated our ability to create suitable training and governance for hang gliding. Without it, it is unlikely we would have had the credibility to attain Part 103 in the Federal Aviation Regulations, nor our towing and tandem exemptions. We owe an enormous debt of gratitude to the early pioneers who had the vision to take these vital steps. Since then, two insurance

programs have been added which help protect the pilot and instructor communities as well as securing sites that are constantly under threat. We've come a long way from our initial days of ground skimming. We are dedicating this year to revisiting our roots, understanding our accomplishments and challenges, and sharing our vision and goals for the future. In addition to these articles, we are creating a history archive. Capturing the history of free-flight is an immense undertaking and will be a crowdsourced endeavor. A repository for digital submissions will be created soon to collect items relevant to the national, regional or local level. We encourage each chapter to begin recording interviews, digitizing films and scanning historical documents that you think are historically valuable. Before we lose our link to history from the pilots who witnessed it firsthand, please help us capture it with the pilots in your own community. Details on how to submit your materials will be published when the program is released. This 40-year XC flight has been incredible and it isnâ&#x20AC;&#x2122;t over yet. The tales of our journey will continue to unfold in the coming years. When we better understand our origins we will also be more prepared to achieve our future goals. We regularly face new obstacles that threaten sustainable access to free-flight, such as Unmanned Aerial Systems and the loss of launch sites. Your expertise is needed in keeping free-flight a viable aviation alternative for the future. Please consider volunteering and helping us protect the next 40 years in the sky, for you and us and all those to come. - Martin Palmaz, Executive Director USHPA# 40148: H-1, P-4

JANUARY 2014 FLIGHT PLAN

PILOT BRIEFINGS

ASSOCIATION

CENTERFOLD

RATINGS

CALENDAR

CLASSIFIED

USHPA STORE

THE 1

36 Confessions of an XC Addict

Upgrading to a New Wing When to make the move

A new foot-launch record

by COLIN KEMP

by GAVIN MCCLURG 20

The Chicken Whisperer  Breaking the Flugtag world record

by CHRISTINA AMMON

40 HG401: Do You PPF?

Test Shock A day with Allain Zoller

Advanced techniques and concepts

by RYAN VOIGHT

by TED SMITH 30

Landing a Job Folding wings for a living

by CHRISTINA AMMON

46 Flytec Race of Champions

Thinking Outside the Blocks Part III: Feel the heat

A new perspective on Crosscountry racing

by CLAUDIA MEJIA

by DENNIS PAGEN

HANG GLIDING & PARAGLIDING MAGAZINE

FLIGHT PLAN HAVE FUN! We hear that often in the freeflight world, and one of the great aspects of our sport is that it is up to the individual to define what “fun” means. Just as at ski areas where some like groomed runs while others like moguls or the park, flying has many features from which to choose. Rarely does, “It’s all good” actually apply in one’s life, but, in the case of hang gliding and paragliding, it is the perfect phrase for describing each of our endeavors. Sled rides still hold their place as being among the best flights of my life, as do sunset flights in smooth air, and more technical shots into the mountains. Really, it is all good. And while our concepts of fun may vary slightly, depending on a myriad of unique factors, we all share the spirit of a thrilling pursuit—flight. The first issue of the new year mirrors our shared passions and pursuits. C.J. Sturtevant checks in with USHPA’s new membership coordinator–Ashley Miller. Ted Smith spent time in Europe this year hanging with Alain Zoller who, after suffering an accident while testing gliders, put a stop to testing hot EN-D gliders, sending the paragliding design world into a halting slide. Ted reports back from the frontlines on what happened. Christina Ammon relates an amazing story about the children in Nepal and Mexico who work around the free-flight communities, folding gliders, to help sup-

port their families. Theories on the efficacy of this industry abound, and Christina is in a unique position to dig deeper into the reality of the lives of these workers. Gavin McClurg spent the entire summer traveling the world and chasing big-air flying conditions in the hopes of flying farther than he ever has. His dedication paid off with successively bigger flights, but the one for the books, the longest foot-launch flight through the mountains, ironically teed off right in his own backyard! With the help of Jody McDonald, adventure photographer extraordinaire, he douments the journey. Claudia Mejia is back with a chronicle of the distinctive Race of Champions where Flytec puts up big money for the best pilots to race for three days in one direction. Cannonball run meets hang gliding! Ryan Voight and Dennis Pagen are back with instructional installments that WILL make you a better pilot. As the winter ticks away, we look forward to escapes and contemplate flying ideas for the coming season. And we’re also likely to be focusing on having as much fun as possible, whatever that means to each of us.

TOP Cade Palmer. LEFT Mark Vanderwerf and passenger over Morningside flight park. RIGHT Bill Nikolai over Sand Dollar Beach, Big Sur, California.

HANG GLIDING & PARAGLIDING MAGAZINE

PILOT BRIEFINGS

The wasp by bruce goldsmith

konvers: NIVIUK'S REVERSIBLE

SKYWALK MASALA2 ULTRA-LIGHT

Bruce Goldsmith Design (BGD) claims

This Konvers is the new hike-and-fly

Skywalk announced the release of the

that this EN-B wing is a great first

harness from Niviuk. This reversible

MASALA2, their new ultra-light all-pur-

glider, but also has the performance

harness/rucksack setup weighs 3.6kg.

pose wing. Skywalk states that the EN-A

to satisfy recreational pilots look-

Niviuk has upgraded the speed system

certified mountain glider suits beginner

ing for performance with security.

using Harken lightweight pulleys to alle-

pilots as well as experienced hike-and-

Goldsmith postulates that the Cord

viate high bar pressure. An optional pod

fly adventurers. They also claim that

Cut Billows on the leading edge of

attachment is available. Niviuk has cre-

starting from only 2.7kg, the combina-

this wing reduces fabric ripples, thus

ated a video instruction manual located

tion of latest technologies and light

creating a very clean profile shape

at http://vimeo.com/74112201. Contact

but still durable fabrics ensures that

that improves rib stability. Motor

Eagle Paragliding for more information,

the pilot will be able to enjoy the agile

risers are also available for the Wasp.

http://eagleparagliding.com, or 805-

handling of the ultra-light MASALA2 in

Contact Eagle Paragliding for more

968-0980.

every situation.

information: http://eagleparagliding.

The MASALA2 will be available in

com, or 805-968-0980.

two colors (lime and orange) and four sizes (XXS, XS, S, M) accommodating from 55kg to 110kg takeoff weight. More at www.skywalk.info.

MANTRA M6 CERTIFIED IN MS Ozone wants to take the performance three-line concept to its absolute maximum. The M6 is an evolution of the LM5, which swept the top five spots of the 2013 X-Alps race and saw Chrigel into goal in record time. They claim to have taken the best of the LM5, and added extra performance without weight restrictions for X-Alps teams. The M6 has 66 cells, a flat AR of 6.92, 23% line-drag reduction from the M4, and the Ozone Shark Nose technology. MS size is now available to order from your local Ozone dealer. Check out www.flyozone.com for more details and specifications.

HANG GLIDING & PARAGLIDING MAGAZINE

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HANG GLIDING & PARAGLIDING MAGAZINE

ASSOCIATION

ERIC By C.J. Sturtevant

t’s a new year, and USHPA is pleased to introduce a new staff member you’ll probably be interacting with. Towards the end of 2013 several members of the office staff moved on to other career opportunities; here’s the current roster: Beth Van Eaton, the new “old timer” among the office staff, came to USHPA in 2008 to manage membership services; after the recent redistribution of office duties, she’s now the official programs manager and unofficial office manager, with projects ranging from office accounting and documentation to re-designing the USHPA online store and implementing the new USHPA membership cards. And, she assures us, she’s still the go-to gal for chapters and the USHPA site and event insurance. Eric Mead, our IT guy since 2011, continues to handle everything technology related. Profiles of Beth and Eric appeared in the March 2011 and February 2012 issues of this maga-

HANG GLIDING & PARAGLIDING MAGAZINE

BETH

ASHLEY

zine, respectively. And now, meet the recent addition to the staff, Ashley Miller, who took over membership services from Beth.

website, shipping out merchandise/ magazines and membership materials, processing all that paperwork, and serving the members.

Ashley, what brought you to our association? I joined the USHPA staff on September 16, 2013. Although I am not a hang glider or paraglider pilot, I was intrigued by these sports and was given the opportunity to serve as the membership coordinator based on my educational and work background in sport administration.

What’s the best/most interesting or satisfying part of your job? The best part of this job is when a pilot calls in, all excited about a new rating or appointment, and describes his or her experiences.

What’s your job title/description, and, in a nutshell, what do you do during a typical day at the office? As membership coordinator, I handle just about every aspect of membership ranging from paperwork—processing renewals and new member applications, ratings, instructor/administrator appointments—to answering phone calls. A typical day consists of responding to emails and questions submitted through our

Every new job has its challenges— what’s looking like it’ll be your biggest challenge at this point? At this point the biggest challenge is learning and understanding the complexity of hang gliding and paragliding so as to better relate to the members. Mastering this learning curve will be essential to managing the sanctioned competitions, which is going to be part of my job. Has your initial impression of hang gliding and paragliding changed since you’ve been working at USHPA?

I am absolutely captivated by this sport and my initial impression has changed significantly since taking over as the membership coordinator. I did not understand the meaning of various ratings and skills, or the experience and knowledge needed to obtain them.

We pilots tend to be single-mindedly passionate about our flying. What’s YOUR passion in life? My passion in life is basketball. I played four years in college, and now I coach at a local high school here in Colorado Springs. Tell us something about your family. I have an amazingly large family

and I would not trade them for anything. I have nine siblings, and we range in age from one to 25 years old.

What would you like us USHPA members to know/be aware of to make your job easier? There is quite a bit to know about this job and the processes of maintaining the aspects of membership, but I am doing my best to become knowledgeable and more efficient at what I do, so bear with me! Will we see you at any of our flying events this summer? Yes, I am hoping to get to at least one sanctioned competition this summer—hopefully a couple!

Solairus

Light Soaring Trike

ATF

Light Soaring Trike

Climb to cloudbase shut down engine and soar!

Martin Palmaz, Executive Director executivedirector@ushpa.aero Eric Mead, System Administrator tech@ushpa.aero Ashley Miller, Membership Coordinator membership@ushpa.aero Beth Van Eaton, Program Manager programs@ushpa.aero

USHPA OFFICERS & EXECUTIVE COMMITTEE Rich Hass, President president@ushpa.aero Ken Grubbs, Vice President vicepresident@ushpa.aero Bill Bolosky, Secretary secretary@ushpa.aero Mark Forbes, Treasurer treasurer@ushpa.aero

REGION 1: Rich Hass, Mark Forbes. REGION 2: Jugdeep Aggarwal, Josh Cohn, Pat Hajek. REGION 3: Corey Caffrey, Dan DeWeese, Rob Sporrer. REGION 4: Bill Belcourt, Ken Grubbs. REGION 5: Josh Pierce. REGION 6: David Glover. REGION 7: Paul Olson. REGION 8: Michael Holmes. REGION 9: Felipe Amunategui, Dan Tomlinson. REGION 10: Bruce Weaver, Steve Kroop, Matt Taber. REGION 11: David Glover. REGION 12: Paul Voight. REGION 13: TBD. DIRECTORS AT LARGE: Dave Broyles, Bill Bolosky, Steve Rodrigues, Dennis Pagen, Jamie Shelden. EX-OFFICIO DIRECTOR: Art Greenfield (NAA). The United States Hang Gliding and Paragliding Association Inc. (USHPA) 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. 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.

HANG GLIDERS  ULTRALIGHT TRIKES & WINGS ultrikes@northwing.com 509.682.4359

HANG GLIDING & PARAGLIDING MAGAZINE

ASSOCIATION T

he fall USHPA board of directors meeting was held in Renton, Washington, from October 10-12, 2013, with President Rich Hass presiding. The event, held over a three-day period, included a special election and a disciplinary hearing on day one. On day two, committees formed to work as groups on existing projects and new initiatives. The meeting was concluded

both the staff and Risk Management committee will review site-insurance applications. Mark Forbes reiterated the importance of reducing professional liability claims, as claims to date have exceeded projections, resulting in premium increases. He emphasized that we as an organization need to pay particular attention to pilot safety, pilot training, and tandem instructional flights, if we intend

Fall 2013 Board Meeting on day three with the board’s adoption of changes, and elections of officers for 2014. USHPA treasurer Mark Forbes reports USHPA is in good financial shape. The 2014 operating budget is in line with revenue projections and on budget. The current budget is $1.5M revenue with $1.5M in expenses and a net deficit of $4882. The complete financial report can be viewed by visiting the USHPA website in the members section, under the financials tab. Safety continues to be a high priority for USHPA. The board considered a number of ways to address safety issues and their effect on the association’s ability to provide third-party liability insurance as a membership benefit, and professional liability for Rogallomember instructors. The board learned the professional liability policy covering Rogallo members is likely to increase by at least 25% in 2014. To help offset this increase, the board raised the price of the temporary 30-day membership from $3 to $5. The cost of site insurance will increase by $50 per site in 2014, while leaving the tiered pricing system for multi-site discounts the same. In 2014,

HANG GLIDING & PARAGLIDING MAGAZINE

to retain insurance. The board also discussed the importance of the insurance program for securing flying sites. Congratulations are in order for a number of newly elected directors. At the commencement of the board meeting, Josh Pierce was elected to fill a regional director vacancy in Region 5, and the board elected Bill Belcourt to fill a regional director vacancy in Region 4. Every fall, the board elects five members to serve as directors-at-large. This year, Bill Bolosky, Dennis Pagen, Steve Rodrigues, Jamie Shelden and Ryan Voight were elected to serve in these positions. The board elects its officers at the fall meeting. This year, the board re-elected Rich Hass, president; Ken Grubbs, vice president; Bill Bolosky, secretary; and Mark Forbes, treasurer. We are fortunate to have such dedicated members of our flying community volunteer on behalf of the pilot community. The board held a disciplinary hearing, following an investigation of a number of complaints regarding the conduct of two members in Region 2. USHPA bylaws provide for suspension or termination of membership by board

action when the board makes a goodfaith determination that the member has failed in a material and serious degree to observe the rules of conduct governing this corporation, as promulgated by the board, from time to time or has engaged in conduct materially and seriously prejudicial to the purposes and interests of the corporation. At the hearing and at a subsequent special hearing, USHPA acted to suspend the membership of Emily Hutchinson for a one-year period and permanently terminate the membership of Ward Carter. Competition rules and events were a hot topic at this year’s board meeting, and a number of issues were considered and adopted by the board. USHPA will develop and host an online competition series for USHPA pilots. The selection of National Champions will be changed to allow any FAI Category 2 sanctioning to be part of the national series of competitions and the Champion will be selected by taking the best (X) number of tasks flown in any Nationals event. “X” was to be defined by the Competition Committee by the end of 2013 and was not available at the time of publication. USHPA will obtain FAI sanctioning on behalf of the organizer for national events. Open-class paragliders will be allowed to compete in USHPA sanctioned events in their own class; however, they will not receive NTSS points or validity points. Hang gliding competitions sanctioned for 2014 include: May 18-24: Flytec Americus June 1-7: East Coast HG Championship Aug. 3-9: Big Spring Nationals Sept. 14-20: Santa Cruz Flats

Paragliding competitions sanctioned for 2014 include:

3 NEWto WSuappyorst your Sport

June 22-28: Rat Race/Sprint

just follow the links at

July 5-12: Chelan Flats

The association has an ongoing role in developing safe practices for the flying community. Accident reporting is important to the growth and understanding of our sport. USHPA encourages pilots to contribute to a culture of safety by self-reporting accidents. The accident reporting material provided by pilots remains anonymous, but the information is used in published accident reports and is often included in training materials. Members are required to report accidents involving third-party injuries or property damage, where an insurance claim may be made. Clarification was provided for a “reportable accident” for tandem instructional flights and can now be found in the standard procedures and training information packages. The board approved the Tandem committee's recommendations to adopt guidelines for tandem flying with children, addressing use of a solo wing, weight differences using spreader bars, and how to provide back protection for children. The board adopted these guidelines. The board-approved changes in the Tandem SOP 12-02.12, recommending tandem operations be limited to the manufacturer’s placard limitations. The board adopted the Towing committee’s recommended changes for the appointment of towing administrators, adopting the same process as tandem administrators for reappointment. The board also agreed to add language to the tow packet for a tow rating, stating, “It is the pilot’s responsibility to ensure that the towing operator is competent to provide this service.” The spring board meeting will be held in Colorado Springs from March 13-15. Members with an interest in USHPA and USHPA governance issues are encouraged to attend.

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CADE PALMER

Upgrading to a New Wing WHEN AND HOW TO MAKE THE MOVE by COLIN KEMP 16

HANG GLIDING & PARAGLIDING MAGAZINE

Make sure to get a name-brand wing currently in circulation with a track record. That way you will know the wing you are buying does not have any issues.

easoned pilots know what’s up on this topic, but new pilots like me need a bit of guidance when choosing a new wing. I hope what I learned in going through this process will help you streamline your decision-making. But first, a bit about me, so you will know where I am coming from. I started flying a year and a half ago and currently have accumulated 80 hours, 250 flights, and countless hours of kiting and para-waiting. My first wing was an EN/A, which was absolutely perfect for me. I chose it based on advice given by my instructor and by searching for information on the web. I live in the Sierra Nevada, which has amazing, but spicy, thermaling conditions. My first wing provided me with a ton of forgiveness, security, and passive safety. Its predictable feel was key to my comfort, as I started to venture out later in the mornings on my first long thermaling flights. My first SIV/ maneuvers class boosted my comfort

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HANG GLIDING & PARAGLIDING MAGAZINE

level as well. About a year in, I decided to buy an 18-meter hybrid wing, which taught me a lot and really helped my regular flying. If you decide to go this route, I recommend getting specific instruction on this type of wing. Having two different wings is a great tool for opening your mind to the mechanics of flight, requiring that you fly based on actual wing feedback and brake pressure, as opposed to a set hand position. Two wings also open up for you a wider range of operating conditions. At this point, I consistently got thermaling flights that were a few hours long, and I started to play with making small transitions from ridge to ridge in a particular zone. These transitions required me to use my speed system and to focus on efficiency. My EN/A wing did not let me make these transitions as efficiently as I desired. In some cases, other pilots were clearing ridges and making it to the windward side, while I was not. I felt as if I was milking the wing for all it could give me, and I wanted more performance. The question then became, “AM I ready?” By trade, I am a kayaking professional, and am

HANG GLIDING & PARAGLIDING MAGAZINE

by nature a product guy. I help folks answer this question all the time for boats, and my favorite piece of advice is: “Demo, demo, demo. Explanations of design, catalogues, websites, and stats are great, but they are no substitution for actually paddling a boat.” I found the same to be true for wings. The products of each company/designer will have a certain feel. Some will work for you and others won’t. That is OK. Don’t rush the process; it takes time. That is part of the fun! My instructor had three 13’ EN/B wings for me to try. I kited all of them, ridge soared all of them, and then took my favorites to the lake to put them through the paces of an SIV/maneuvers clinic. The ability to put the wings in an aggressive situation in order to feel how they responded was worth its weight in gold. Full frontals, full speed asymmetricals, and a host of other maneuvers were totally manageable. It was a blast to do wingovers and asymmetric spirals, while feeling the extra performance in an EN/B wing. Now I am back at home and have taken a few flights on my new wing. A hotter wing is better in every respect, until something goes wrong. At that

point, it is not as forgiving. I am making sure to actively pilot my wing to avoid testing that. At the end of the day, demo! Be sure to check with your local school/ distributor to see what is available for you to try. Try all of the good brands. Some distributors will send you a demo wing to try at home, giving you the opportunity to fly all of the top brands. Make sure to get a namebrand wing currently in circulation with a track record. That way you will know the wing you are buying does not have any issues. My selection criteria were performance and safety. I wanted the perfect blend of these two— who does not want that? Comfort equals fun, and that’s what flying is all about. “Comfortable pilots fly better” is the best advice I got during the process. A pilot who is comfortable on an EN/B will fly further than an equally skilled pilot who is uncomfortable on an EN/C. At this point, I don’t need an EN/C. Perhaps one day! A buddy with a similar level of experience opted for an EN/C wing, and it is working for him. Take your time and enjoy the journey. Colin Kemp learned at Super Fly in Utah and did all of his maneuvers with Chris Santacroce; he made a number of trips to Utah to get dialed in over the last two years. His first wing was a Gin Bolero 4, and his hybrid-type wing is an 18m Gin Bobcat. He has test flown the Nova Mentor 3, Gin Atlas, Gin Sprint Evo, Advance Epsilon 7, Ozone Buzz Z4, Skywalk Tequila, and Skywalk Chili. For Colin, the gliders that were available for demo over the water stood out. He chose the Advance Epsilon 7 based on the combination of feel, size, look, color, brand name, reputation, warranty and price.

Test Shock A DAY WITH ALAIN ZOLLER by TED SMITH

HANG GLIDING & PARAGLIDING MAGAZINE

Alain Zoller after a wet test flight. OPPOSITE Preparing for the shock test. LEFT

ho is Alain Zoller? Look up the certification report for just about any paraglider, and it will most likely have his name on it. If not, it will almost certainly bear the name of his company, Air Turquoise, the world’s largest paraglider certification house in the world. Located in the quiet Swiss village of Villenueve, on the shore of Lake Geneva, Alain Zoller has been test-piloting paragliders for 25 years. Air Turquoise not only certifies paragliders (the EN rating), but also harnesses and reserve parachutes. I first met Alain seven years ago when I was vacationing with my wife in her hometown of Montreux, right next to Villenueve. Since I had my paraglider with me, I thought it would be great to take an SIV course there. As fate would have it, I managed to get a private SIV with one of Alain’s test pilots, Claud Thurneer— probably the best test pilot in the industry. At the time, I had no idea what kind of company I was keeping. I subsequently was introduced to Alain. Now, whenever I visit Villenueve, Alain generously allows me to tag along with the locals. This past summer, I returned to Montreux with a few paragliding pals. I asked Alain if he would have some time for an interview. He replied, “What are you doing tomorrow morning? I’ll pick you up at the train station at 8 a.m.” OK. We’re there. Alain picked me up the next morning and, after a short drive into

the middle of a cabbage field, stopped the van. He and his wife, Randi, hopped out to take a quick assessment of weather conditions: “Looks good; no wind.” We all piled out of the van, after which Alain opened the back and rolled out five brand-new gliders in their stuff sacks. Randi explained that they are in the process of doing shock testing of these gliders and asked if I would like to help. Shock testing requires about five people to hold a glider open on the ground. The risers are connected via a weak link, rated to one metric ton, to a rope that is connected to Alain’s van. Randi distributed protective gear as she explained the procedure and set up a video camera to document the proceedings. After “the staging” was set, Randi signaled Alain. Alain began driving his van very fast down the dirt road in the middle of the cabbage field. WHACK! The rope went taut, the glider surged; then, POP, the weak link broke and chaos ensued. Nothing can really prepare one for what happens during a shock test. It’s quick and violent, even difficult to fathom. I was definitely appreciative of the protective helmet. (I might have opted for a cup as well.) When the weak link breaks at one ton of

force, the glider and the risers fly all over the place. A glider passes this test by not ripping to pieces, prior to the weak link’s breaking. After the shock test, the gliders are repacked and inspected for damage before undergoing further testing. We tested five gliders that day. All of them passed. The next day the gliders were scheduled to undergo load testing, prior to their test flights. After a morning of trying to rip apart gliders, Alain invited me back to the shop for a tour and conversation. Alain has all the equipment and space needed to conduct all sorts of tests at the Air Turquoise shop. He showed me his harness tester, which, besides measuring impact force, allows him to exert all types of force on harnesses (again, basically trying to rip them apart) as part of the testing procedure. Another machine on the other end of the shop bends lines back and forth thousands of times, prior to being tested for breaking strength. Even the lines have to be tested for glider certification. An entire wall in the shop is filled with identical boxes, each labeled with the name of a glider. Alain explained that after testing has been completed, the glider is packed, along with a copy of all reports and video footage of the tests conducted and its specifications, and then stored for 11 years in a vault somewhere (like some kind of super Swiss bank account?). Alain stated that since manufacturers submit all testing information

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The broken one-ton weak link. Alain demonstrating the harness certification testing machine.

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BOTTOM

and every specification of the glider, enough information is given to actually reproduce a new, identical wing. The certification process is, then, very specific. For a production glider to maintain its certification, the manufacturer must produce exactly the same glider that was submitted for certification, down to the very materials from which it is constructed.

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This is a crucial concept to understand. Glider certification is not a safety rating for the glider. Perhaps the better word to use is the original French, homologation, which is really saying that the glider has demonstrated that in a scientifically reproducible and verifiable way, it has been demonstrated to conform to a certain standard. It is not actually a

statement about the safety of a glider. Homologation is verification that the glider will behave consistently in a certain way under a certain set of circumstances. It is not a statement about the performance of the glider or how the glider may behave in circumstances other than those of the testing procedures. This concept is at the heart of the next half of our conversation. Villenueve is the perfect place for testing paragliders, because the air is exceptionally calm and a tall mountain, Sonchaux, rises 3000 feet directly above the shore of Lake Geneva. It’s like a laboratory for testing gliders. Each glider is test flown in basically the same calm atmospheric conditions with collapses, spins, and stalls induced intentionally by carefully directed pilot input. Since he has basically flown every paraglider design over the last 25 years, I asked Alain what he thought about recent design trends and the direction he sees the industry going, especially in regard to certification of wings. Alain replied: 1) Certification is not a statement about the safety of a wing. “Safety” of a wing is a combination of the performance of a glider, the certification, and the skill of the pilot. He noted that most designers are in effect “designing to the test,” i.e., making the wing able to pass a certification test which would suggest a high passive safety, but, in reality, producing performance wings that require performance piloting. Alain expressed concern that marketing is driving

some of these trends and that pilots are being lulled into a false sense of security by wings that can test in the EN B category, for example, but actually are higher performance wings which require more skilled piloting than a beginner-to- intermediate might have. 2) Alain noted that 80-90% of pilots today are leisure pilots who “fly around their flying site, land, have a beer with their friends, and go home”—pilots who will most likely never realize the full performance capabilities of their gliders. He questioned the trend of manufacturers’ trying to squeeze every last drop of performance out of the lower category gliders. 3) Alain stressed that when selecting a glider, it is just as important to match the performance of a glider to the skills of the pilot as the EN rating. A higher performance glider, regardless of rating, flies faster and responds more quickly, and, therefore, requires faster, more precise, inputs from the pilot to be safely piloted. Again, he stressed that EN ratings are conducted in controlled conditions. An EN rating does not comment on how a glider reacts or performs in turbulent/active air, nor does an EN rating indicate how prone a glider is to collapse. 4) Alain also commented that some of the design ideas that are being marketed as “new” have really been around for a while and restated (as in #2) that many trendy performance enhancements offer little in achievable performance for the average pilot and in his opinion actually sacrifice user-friendliness and comfort in flight. 5) Alain acknowledged that it is human nature to push the envelope of performance in any class of glider, especially competition gliders. He

also believes that for the sport to continue to grow and develop, this quest for ever-greater performance is healthy and necessary but needs to be kept in perspective. Shortly after the CIVL decision that all PWC comps had to be flown on EN-certified gliders, Alain found he was in the position of conducting EN certification tests on a new generation of competition gliders, so-called “guns.” During a test flight, the glider responded very violently, resulting in Alain’s having to throw his reserve over Lake Geneva. He awoke in the hospital with a shattered shoulder blade and several fractured vertebrae. Shortly afterwards, Alain wrote his “Open Letter: Where We Go with Paragliding Sport” that was widely posted and read on Paraglidingforum.com; I remember reading the letter when he first posted it. I asked Alain if his thoughts have changed during the two years since the CIVL decision to ban open-class gliders and his accident. In response, Alain, again, made several points: 1) He still feels that decision is destroying the EN D category of gliders. He believes there should be a special category for competition gliders. He sees the EN D category as becoming the category of competition gliders, and feels that many manufacturers are increasingly reluctant to produce two levels of EN D gliders, i.e., a “real” D glider for “regular pilots” and a competition D glider for competition flying. 2) This reluctance to produce two EN D gliders puts performance pressure on the manufacturers of EN C category gliders to try to design and produce gliders that have EN D performance with an EN C rating. Of course, it’s only human nature to

want the top-performing glider in any given category. If you’re going to fly a C glider, you might as well fly the highest performance C glider on the market. 3) This rush to have the highest performing glider in its category is pushing its way down to the EN B category with manufacturers feeling increasing pressure to produce “high-end” B gliders. Alain commented that there is such a world of difference in performance between “easy B” and “high B” gliders that this category should potentially be split into two separate categories. Here, it is most apparent that manufacturers are “designing to the test,” with the ability to tweak a wing design for it to test as an EN B for marketing purposes. I asked Alain what he thought would be a good solution. Alain reiterated that although an EN rating is often used as such, it is not a safety rating, nor is it a performance rating. It’s the performance of a glider that needs to be considered when matching a pilot to a paraglider. Ultimately, re-designed certification criteria are what are needed—designs that can better reflect the passive safety as well as express the performance level of a glider. Of course, he acknowledged that with any stated rating criteria, there will always be the drive to “design to the test,” and there will always be the market forces demanding top performance in any category for any rating system that might be adopted. And, he again acknowledged that testing might never be able to accurately simulate the realworld conditions of active air. Finally, Alain states that there absolutely should be a competition category of glider that is separate and different from any other serial class of glider.

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Chicken Whisperer The

C H R IS T I N A A M M ON

Breaking the Flugtag World Record

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LEFT The Chicken Whisperer team. Left to right: Nate Herse, Zach Hazen, Laura Shane, Marshal Gusman, Mike Sherback | photo courtesy Red Bull. BELOW Of the design process, Hazen says, “I build remotecontrolled airplanes, but designing something that actually lifts one off the ground is a huge satisfaction.” | rendering by Uri Tzarnotzky.

258 Ft.

f you haven’t done so already, Google some YouTube videos titled “man’s early flight attempts.” Rendered in grainy black-and-white are bold pilots testing all types of flight machines: wings flapped by pedal bikes, wings powered by roller skates, men running in early wingsuits. Some pilots catch lift, some hop along the ground, and some crash. All of them are endearing testaments to human playfulness, inventiveness, and imagination. Zach Hazen would fit in well with these early pioneers. The Palo Alto-based hang glider pilot certainly has the chops: he’s an aerospace engineer who has been designing and building paper and RC planes since he was a kid. The only problem is that this 29-year-old sort of missed the era. Zach laments, “Coming into hang gliding in 2010, things were pretty much figured out. I missed out on much of the major R and D and don’t-fly-higher-than-you–are-willing-to-fall phase of free flight.” While most of us are relieved to have had the kinks worked out, there is something crazy-seductive about the will-it-fly suspense of that time period; those pioneers were experiencing a real adventure. So when Zach’s coworker floated the idea of entering a DIY flight contest, Hazen saw a chance to release his inner Michelangelo. They assembled a team and set to work designing “The Chicken Whisperer”—a homemade glider that would set a world record at the Red Bull Flugtag contest held in Long Beach, California. Flugtag, which literally means “flight day” in German, is a worldwide contest sponsored by Red Bull. Entrants

launch their DIY aircraft from a 30-foot dock into the water in front of a crowd of thousands. Design guidelines are strict: The wingspan can’t exceed 28 feet, the total weight must be less than 400 pounds., and the work and design window are limited to just a few months (and dozens of other specs). Entries are judged on creativity, showmanship, and distance. Some of the contraptions at Flugtag are entertaining flops, trussed-up creations that plunk straight off the dock into the water. But one entry, The Chicken Whisperer, caught air—a record-setting 258-foot glide, to be exact—and exceeded by 29 feet the previous world record set in Germany in 2012. Hazen’s team also addressed the showmanship aspect of the contest with a choreographed dance in chicken costumes, but that was just a fun aside for Zach: “Distance was everything in my mind. It’s all I cared about.”

Secrets Of Success Two crucial design decisions enabled the Chicken Whisperer to fly so well. One was airspeed. The team ran and launched it off a moving walkway, using the combined velocity to produce thrust. The other crucial detail was the wingspan. The Flugtag rules restricted them to a 28-foot span. Since a longer wingspan equals better glide, they got around this constraint by adding “winglets” that helped the wing to act aerodynamically as if it were about 32 feet. The other challenges arose from dealing with Flugtag’s no-harness rule. The only way a pilot

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could do a foot-launch was with a '70s-style Easy Riser/Icarus hang-tube arrangement in which the pilot hangs from his/her armpits. This called for some structural innovation. “Unlike equipment in the '70s that allowed one to put bracing wire everywhere to make things strong and light, we had to support our pilot without tubes in front of her or any bracing wires.” Team member Laura Shane recalls the long hours of building and troubleshooting the design. “There were more than a few nights spent sleeping at our worksite.“ In the end, the Chicken Whisperer resembled a hang glider, but it hadn’t started that way. “We set out to build what is essentially a brand-new rigid wing to meet very strange rules,” Hazen explains. After taking a normal-tailed plane and eliminating the tail, they arrived at their Icarus V-like design. The Hazen team finished building their glider just in time to test it at their local hang gliding hill. This proved to be

crucial for detecting the trim point and adjusting the rudders. Because the aircraft was a bit heavy to support, the group made a last minute adjustment of adding rails to the launch cart to support the weight of the glider before it got lift. As the “lightest willing person in the office,” Shane would pilot the craft at the Flugtag contest.

The Winning Flight On the big day, over 100,000 people turned up to watch. The team suited up in chicken costumes and performed the dance choreographed for them by their co-worker, Lewis Hom. Then Shane positioned herself on the glider. Conditions were perfect: a 5 mph headwind. The rest of her team pushed her as fast as they could, giving her a great launch. Shane didn’t have much hang gliding experience, apart from a few lessons years before, but found piloting very intuitive. “It wanted to turn left the whole time, so I just held full

ABOVE The team performs a choreographed dance before the big flight. Showmanship is a substantial part of the rating system used in the Red Bull Flugtag contest | photo courtesy Red Bull. OPPOSITE The team tests The Chicken Whisperer at the Mission Soaring Center Flight Park. “It was like the '70s,” Hazen explains, “where you start with a gentle hill and just jog along with it until you're doing short little hops.” L to R Mike Sherback, Nate Herse, Chris Sloan, Marshall Gusman, Zach Hazen, Laura Shane | photo by Bob Parks.

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right rudder and tried to shift my weight right a bit.” When she neared the water, she shifted her weight back, in order to pitch up and eke out a bit more glide. It worked. At 258 feet, The Chicken Whisperer broke the world record. “I had a ton of adrenaline and definitely threw more than one fistpump after hitting the water,” Shane remembers. This was an amazing moment. Team member Marshall Gusman recalls, “The absolute best feeling came from watching our pilot fly further and further out over the water, exactly as we had planned and hoped and dreamed.” As the contest dictates, the glider was destroyed immediately after, smashed and crushed into a dumpster. Hazen had mixed feelings: “It was surreal. I’d worked on it so hard for so long. But it was a pain to transport—worrying at every bump that it would break—so it was sort of a relief, too. There would be no more stress. Besides, the video will live on forever.”

A New Appreciation In the end, Hazen was blown away by his team. “I can’t say how impressed I was with our pilot and everyone else who helped build The Chicken Whisperer,” he exulted. The Flugtag contest gave the team a true connection to the golden years of DIY flight. Gusman explains, “We could

imagine how hard the aviation pioneers had to work to understand and build a flying machine from scratch with no prior examples to follow.” Hazen left Long Beach with an appreciation—both technical and emotional—of what the early pioneers endured and he now feels more attached than ever to flying: “I have the utmost respect for the optimized aircraft we get to fly today as HG/PG pilots, and I’m also in awe of the ingenuity, dedication, and sacrifice that went into getting our sport to this level.” And then he quips: “How could those pioneers have been so brave, ingenious, and, sometimes, stupid?” Christina Ammon writes from The Crash Pad at Woodrat Mountain in Oregon. Contact her at: woodratcrashpad@gmail. com

Chicken Whisperer’s Team’s RedBull Page: www.redbullflugtagusa.com/page/teams/view_ team/775/the_chicken_whisperers Watch The Chicken Whisperer’s record-breaking flight: www.youtube.com/watch?v=XM9nL1h-L4M Great vintage early flight video: www.youtube.com/watch?v=iMhdksPFhCM

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Pilot Laura Shane guides The Chicken Whisperer on its world record-setting flight. With a 258-foot glide, it broke the last world record that had been set in Germany by 29 feet. Photo courtesy Red Bull.

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Landing a Job WHAT'S IT LIKE TO FOLD GLIDERS FOR A LIVING? by CHRISTINA AMMON

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The 30-something Nepali stuffed some bills in his pocket, took a swig of water, and smiled broadly: He’d made 500 rupees—around $5.50US. A good day.

ne sunny December day in Pokhara, Nepal, I was savoring an aprés-flight lounge in the landing zone when my peaceful vibe was shattered. A fellow pilot stood in the center of the LZ , holding his wing in a messy rosette and letting loose an expletivefilled rant. The issue? The rising cost of hiring someone to fold and pack his glider. As in many flying destinations that offer the combination of good flying and a good exchange rate—Valle de Bravo and Rio de Janeiro come to mind–locals in the LZ are eager to fold your glider for well under a dollar. This price, of course, comes with unintended consequences—for example, kids opting to fold gliders

instead of going to school. But it can also be a win-win situation: The locals get badly needed jobs, and pilots get a factory-grade fold on their gliders. This pilot’s complaint about such a small charge—44-cents–seemed ridiculous to me, since you always reserve the option to fold your own. But his protest did make me wonder: What sort of living are these gliderpacking guys making? To find out, I asked my glider guy if I could follow him home one day. “No problem,” he smiled.

weaty curls clung to the neck of Parsu Ram Sigdel, as he zipped up the last glider bag for the day. The 30-something Nepali stuffed some bills in his pocket, took a swig of water, and smiled broadly: He’d made 500 rupees—around $5.50US. A good day. We set off from the LZ at a quick pace. Parsu was wiry and agile; commuting on foot four miles to the LZ each morning and folding gliders all day burns a lot of calories. But he spared me the long walk by heading for the bus stop instead. On the way, we threaded through LEFT Parsu Ram Sigdel earns a living by

folding gliders in the landing zone in Pokhara. It’s not making him rich, but is better than his previous jobs: stuffing pillows in a foam factory in India and toiling with marble in Dubai. “They treated me like an animal there,” he recalls.

www.flymaster-usa.com 31

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Parsu earns just enough money to cover vegetables, books, pencils, and clothing for his family. Photos by Christina Ammon.

ABOVE

Pokhara’s tourist district, passing bars advertising mojitos for 500 rupees each. Was it annoying for Parsu to see tourists downing the equivalent of his daily paycheck from a cocktail glass? “No,” he said with his usual equanimity. “I know it can be expensive for tourists here.” Having grown up in Pokhara, Parsu was long accustomed to tourism and its accompanying two-tiered economy; the same cup of chai that costs him ten rupees can cost a tourist five times as much. We boarded a local bus and rumbled off through what felt like a parallel universe, lurching down streets I’d never explored. Instead of the standard-issue dance bars and shops selling embroidered T-shirts and overpriced prayer flags, the shop stalls that lined these streets sold more pragmatic wares: plastic buckets, mops, potatoes. Fifteen minutes later, we arrived in Parsu’s neighborhood and walked toward his house through fields filled with burgeoning

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plump cabbages. The streets were clean and peaceful; the neighbors waved. When we arrived at Parsu’s cement-block house, his children ran out and enthusiastically pulled me inside. His home consists of one dingy room that triples as a bedroom, living room and kitchen. We sat on the bed (which now functioned as a dining-room table) and ate biscuits and milk tea, while his sister-in-law squatted on the floor and stone-ground ginger for the evening dal bhat. Although Parsu doesn’t consider himself poor, the 500 rupees he earns each day is just enough to cover vegetables, books, pencils, and clothing. When health problems crop up, he relies on the neighborhood’s informal insurance system. If one person gets sick, everyone rallies to cover costs. Working in the landing zone clearly isn’t making Parsu rich, but it’s a comparatively better and less demanding job, considering his previous vocations. For seven months he stuffed pillows in a foam factory in Punjab, India. He also spent a year in Dubai, toiling with heavy marble for 14 hours a day and sharing a small

room with 10 other men. Most of the money he made that year went to cover the cost of his passage. “They treated me like an animal,” he recalls. His prospects are better now. Like many glider-packers the world over, he harbors ideas of becoming a tandem pilot and earning up to 100 euros a day. But he is careful to gird his aspirations. The cost of lessons and a glider are prohibitively high for someone earning less than 1500 USD per year. When we talked about it, he chewed his biscuit and thoughtfully looked into the distance. He has a five-year plan in mind. “First, I’ll need to start a goat and chicken farm to earn more money.” His son, however, lunges at the idea of working in the LZ and becoming a pilot. The 10-year-old has been on a couple of tandem flights and, unburdened by adult considerations, is less restrained in his dreams. He jumps on the bed as if it’s Christmas morning. His son’s enthusiasm is understandable. Glider folding can be the on-ramp to a pretty good lifestyle for a Nepalese kid. The wage is often higher than at a restaurant job and

offers a chance to practice English—a skill that can take them far. But there are problems as well. Parsu has seen first-hand the issues that can arise when kids work in the landing zone. “They sometimes start skipping school and wind up going down the wrong road,” he remarks. “It can damage their life.” To counter this, some pilots opt to hire only older guys to fold their gliders. Parsu doesn’t want his son to miss out on a well-rounded education. He

reaches over and calms him. “First, he has to go to school,” he explains. I left Parsu’s house and walked to the bus, which shuttled me back to the other world of the Lakeside district, the touristy La-La Land where I would fly, drink, and never complain about paying Parsu 40-some cents to have my glider folded. Christina Ammon can be reached at The Crash Pad at Woodrat Mountain, Oregon. woodratcrashpad@gmail.com

Folding in Valle de Bravo If Pokhara, Nepal, is a flying mecca of the East, then Valle de Bravo is its Western equivalent. Valle, however, has an even longer tradition of kids working in the landing zone—starting with hang gliders back in 1978! By looking at Valle, we can more easily assess the effects of this industry on children. Pilot Miguel Gutierrez, one of the pioneers of free flight in Valle, offers a long view: “The good effects are that some become professional pilots and find a way to make a living in this magnificent sport. They have the motivation and opportunity to move out of poverty.” Emmanuel Guadarrama and Ramon Mercado both started their flying careers by folding gliders and have now moved on to become some of the best pilots in Mexico. Other gilder folders have become shuttle drivers and eventually trained to become tandem pilots: five of the 35 tandem pilots in Valle got their start in this way. But Gutierrez has concerns. In some cases, the kids skip school and do not get a basic education. “Sometimes they cannot answer the theoretical questions of a P-1 paragliding exam,” he laments. Lack of education can also lead to poor business practices, such as under-selling services. But the worst effect is on safety. If pilots cannot explain procedures to passengers, or follow the safety rules, they are setting a bad example for the future kids in Mexico. Gutierrez and his wife, Claudia, run an adventure company called Alas del Hombre and want to get more involved with the kids’ education. They hope to recruit pilot participation. “In Mexico, it’s common to help poor people— especially street kids—but at this time, we cannot find a well-organized pilot community to provide assistance for our program.”

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Mark Vanderwerf Connecticut River

Confessions

of an

XC Addict XC by

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G avin M c C lurg

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New Foot-launch Record 240 miles 38

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“Time to go paragliding! I run to the store, buy some food, borrow a bottle of oxygen and head up the hill.” photos by

JO DY M ac Donald, G avin M c C lurg & M att beechinor

riends, family, sponsors, business associates, and all of you folks on Facebook whom I am “friends” with but have no idea who you are: I have a problem. An addiction. It’s really, really bad and it’s time to come clean. I can no longer pretend my addiction is not completely in control of my life. I can no longer hide behind the obvious facts. The high is so powerful I can’t get enough. Ever. Never, ever, EVER enough. Coming down gets harder and harder to handle. I think it’s causing longterm physical and emotional damage. So I keep going for the high. I can’t think of anything else while I’m awake, and can’t dream of anything else when I’m asleep. I’m in deep and I need help. My addiction could possibly kill me. My addiction causes problems with work and problems with my wife. I tell her she’s still the most important thing in my life, but we both know I’m lying. Yes, it’s that bad. My addiction is paragliding. In particular, crosscountry paragliding, but I throw in a quick fix from time to time under a speed wing or an acro wing if things are really desperate. Which happens frequently. My wife led me down this one-way road to madness. In 2006, she put a paraglider in my hands and taught me how to ground handle. Up until that time I’d led a perfectly adrenaline-filled, but comparatively bland, life—alpine ski racing in my youth, followed by rock climbing big walls, kayaking class VI (i.e., “unrunnable”) first descents across Central America, and helming sailing yachts on two successful circumnavigations engaged in kite-surfing expeditions. In early 2012, I was able to terminate my job as Captain and let my addiction take proper hold. A few weeks of

SIV and acro in Turkey to begin the season. Spring in the European Alps. Buy an RV, call it “The Niviuk Mobile” and park it for great lengths of time wherever the weather promised potential. I’d done a bit of XC by then, enough to know I had little chance to find a rehab center that would do any good. The kilometers and hours started adding up. I got on a Niviuk Artik 3 and discovered XContests’ “Chocolate Bar,” which clocks up a chocolate for every 100km flight. I studied track logs and weather like a professional poker player studies an opponent’s face. Early in the season, 100 km seemed like a big deal. By June, anything short of 100 km was cause for long study of my track log, private pep talks and comparisons to other pilots who are better. Trouble was brewing. I’d been at sea for 13 years. My girlfriend (still girlfriend at this point) and I are looking for a place to live. I ask Nick Greece, one of the top-ranked pilots in the US where the best place to fly long distance is in North America. He tells me Owens Valley, California; Jackson Hole, Wyoming (his hometown); and Sun Valley, Idaho. Jody and I spend a single morning in Sun Valley just a few weeks later and go no farther. From there, Matt Beechinor breaks the US foot-launch record near the end of June with a groundbreaking flight of 309 km (193 miles). The record travels at Internet speed throughout the flying community and people take notice. I, for one, am awed; I didn’t think flights of this length were even possible in the mountains. I sign up for my first competition in Chelan, Washington, and get a taste for the vein-smacking high of making goal on the first task, then the bitter frustration of bombing out two days in a row. The addiction is in full bloom now.

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A few weeks later, the North American record is broken again from Sun Valley. Nate Scales flies a remarkable 319 km (199 miles) deep into Montana. A week later the paragliding world breathes another collectively astonished breath when Nick Greece goes 329 km (204 miles) from Jackson Hole across the Red Rock Desert, a ridiculously isolated area of Wyoming. And the line moves again! These three records are the most inspiring moments in sport I’ve ever seen, ever tasted. They are big-wave surfing, extreme skiing, and proximity base-jumping all rolled into one. But XC paragliding lasts for hours and hours, requires the same kind of concentration and skill, and has every bit of the risk, while these other sports only last a few seconds! I want some of this for myself. I begin to question if I can ever be that good. I begin to contemplate and visualize what would be necessary to go that far. I don’t really know where to start, but I know I want to be a

part of these pioneering flights. I want to be a part of this inspiring community. I get a wildcard to compete in the PWC in August in Sun Valley and make a desperate phone call to Niviuk. I take my first flight on the Icepeak 6, also my first flight in Sun Valley. Nate Scales, who holds the Idaho state distance record, is my flying buddy that day. My water bag freezes solid and I suck down a tank of supplemental oxygen, the first I’ve ever used. We complete a 102km FAI triangle, and I land in a state of bliss that doesn’t diminish for many days. This is now my home. The PWC is my second comp and I become a sponge, soaking up strategies and skills faster than my mind can process what is happening. My brain is becoming intensely fond of this new drug. The condi-

ABOVE Gavin McClurg over King Mountain, Idaho. RIGHT McClurg eyeing up launch at Mt. Baldy, ID.

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“...the learning is now on a bell curve that has no bell. It’s straight up. Vertical. I want MORE. MORE, dammit, more!”

tions are challenging and strong and our little valley, which on a good day might have two pilots on launch, suddenly has 130 of the finest in the world. Show me the way! I fly just well enough to qualify for the Superfinal in Colombia, where I get slaughtered, but the learning is now on a bell curve that has no bell. It’s straight up. Vertical. I want MORE. MORE, dammit, more! Another spring in Europe, chasing distance possibly harder than any reasonable person ever has, or should. And I’m not being arrogant. This spring was like Armageddon in the Alps; the only way to get in the air was to move around endlessly. The moving often ends in frustration, but I manage to pull off a few memorable flights between downpours. And my flying partner, Bruce Marks, will log nearly 500 hours in the air by the end of July. But I have my eyes on Sun Valley. Europe is the training ground, the place to tune up for what may be the most radical and committing flying on the planet.

We don’t have trains or buses, and we have very few roads with even fewer people traveling on them. The conditions are strong, and the mountains are huge. On July 9, Nate Scales and I launch off Bald Mountain, Sun Valley, and head east. The flying is magnificent and, as the day winds down, we find ourselves linking onto the Continental Divide, the north-south mountain highway that begins at the southern tip of South America and ends at the top of Alaska. I fly 256 km that day (159 miles), 50 kilometers farther than my previous best. I land near Yellowstone in a literal no man’s land and would have likely spent two days walking out, if not for a friend chasing us from the ground all day. Five days later, on July 14, the weather looks good and Nate and I head east again, but this time on a more northerly course, crossing into Montana after soaring over ranges that rise sharply off the desert floor—the Big Lost, the Lemhis, the Pioneers, the Beaverheads, the Divide. Each one requires glides of 20 miles and more. Distances and vistas are indescribably grand. We frequently reach heights of 17,999 feet and, even with supplemental oxygen, I experience my first foul brush with hypoxia. Near the

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McClurg's big week!

end of the day I make a move towards Bozeman, knowing that if I make it, I’ll have the North American record. But I turn into a headwind and land on the banks of the Madison River 311 km from launch, just a few miles short. Far from being discouraged, I am ecstatic. I’ve broken my own personal best by 55 km and I’ve made mistakes, landed early. All I need is the right day… We get home at 0330, thoroughly exhausted. The eight-hour retrieve on dark roads surrounded by loitering animals requires vigilance, and I have none left to use. I crash on a friend’s bed for a few hours and am literally driving back home to get more sleep at 10:00 the next morning, when Matt Beechinor calls from launch to report that the weather is better than the day before. Time to go paragliding! I run to the store, buy some food, borrow a bottle of oxygen and head up the hill. Matt and another pilot get unlucky on the first glide across town, arrive in shade, and hit the deck. My late launch is one of many moves that happen to go my way that day. The conditions are far stronger than any I’ve flown in. When I’m high, everything is glorious.

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When I’m down low, it’s terrifying. The climbs are ear-popping strong and the sink is horrifying. Overdevelopment chases me all day, running along the Divide to my south, but I’m able to run safely and make incredible time, averaging 52 km/h, a speed I didn’t think possible to average on a paraglider in the mountains. I land at 6:20 p.m. on the edge of Canyon Ferry Lake, right outside of Helena, Montana, just as the glass-off begins, leaving more than two hours on the table. A few minutes before, I’d been at 17,999 feet and thought I was looking at over 500 km. But the overdevelopment finally caught up, leaving me nowhere to go. There was too much wind to head north, heavy rain to the south, and a giant lake ahead that served as a virtual fence. My Flytec says I am 387 km from launch. I’ve beaten the record by 59 km (36 miles). In three flights in one week, I’ve stacked up 954 kilometers. Matt chased me all day, driving flat-out, but never caught up. After we finally reunited, we began the long, long drive home, talking about our shared passion. Our shared addiction. And we both decide an intervention definitely isn’t necessary.

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HG401

Advanced Techniques & Concepts

Do You

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PPF?

“If you’re deathgripping the base tube, you are throwing out valuable information about your wing and the air you are in.”

first heard of PPF when I started flying with “Dangerous Dave Gibson,” so I’ll give him credit him for originating the term. Known by many other descriptions, albeit less concise, PPF stands for Proper Prone Form. In early hang gliding training, we learn how to control a glider from the uprights. At the point when we begin taking higher, longer flights, it becomes practical (for comfort mostly) to lie down and fly “prone” above the base tube. We are taught how to transition down to the base tube as well as how to transition back to the uprights. We learn how to get in and out of our harness. But PPF seems to be something most of us learn over time, with experience, more than through being given specific instruction. In addition to being observant of individuals’ flying styles, I have recently become a mentor for some pretty advanced pilots. And I’ve discovered that “PPF” is something everyone can benefit from, especially at the H3-and-up level. Proper prone form offers many benefits, the most important being the ability to be more precise in your inputs and to be able to conserve energy (which really helps on long flights and many consecutive flying days). A little history: Flying prone evolved out of the need to improve performance. A prone body presents less surface area to the wind than does a seated body. Proper prone form maximizes the perfor-

R YA N V OIG H T

PREVIOUS From this angle we can see Dave is a master of the light grip, and is pulling IN while making contact only with the front of the base tube | photo by Ryan Voight.

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mance gain by minimizing drag and physical exertion. The first step towards flying prone: Get loose! Your whole body should be relaxed, with the harness supporting you. Of course, that requires a proper-fitting harness, which is important beyond comfort. Once your body loosens, your shoulders, elbows, wrists, and hands need to be loose as well. Obviously, you use these muscles (as well as your core, as we’ll talk about later), to weight shift but when you’re not weight shifting, you should remain as loose as possible. Loose hands are essential. It’s HANG gliding, not HOLD ON gliding. If you’re death-gripping the base tube, you are throwing out valuable information about your wing and the air you are in. In fact, contact with the glider should be as light as practical. I strongly prefer to fly with open palms, with just my fingertips on top of the base tube. Fingertips are very sensitive; their light contact allows you to really feel out the wing and air. Flying loose takes practice, but working on it pays huge dividends in the quality and precision of your flying. Once you’re loose and sensitive to your wing, it’s time to focus on “conservation of motion.” What that means is not making unnecessary inputs, or overdoing inputs that are necessary. True conservation of motion is only possible when you are really feeling the wing, so it’s important to go in order: FIRST get loose, THEN you can get sensitive, and THEN you can work on economy of motion. Some turbulence is just turbulence, while other turbulence can turn the wing or re-

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quire pitch input, and being loose and sensitive helps decipher if any input is needed. When an input IS needed, try to shift your weight slowly and smoothly. Big “stabs” of weight shift are inefficient—with them comes more adverse yaw, which can sometimes lead to requiring more input to correct bank or course heading. Slower, smooth inputs also let you keep lighter contact on the wing and better understand how much input to give and how long to hold it. When you shift your weight to the side, it’s important to keep your body aligned with the airflow. The draggiest harness pointed straight into the airflow is still cleaner than a slick race harness turned sideways! To get in the right position, focus on steering with your hips. Don’t pull your shoulders over, push your feet over, or bring your hips over. Use your core to keep your body straight. Do not, under any circumstances, push down on the top of the base tube! Since the control frame is raked forward, the base tube is forward of your hang-point, which means any weight transmitted onto the base tube is a nose-down pitch input, whether or not you know it or want it. In addition to not being loose and sensitive to the wing, pushing down makes it very difficult to accurately judge and manage airspeed. Bar position becomes irrelevant, because the glider is now flying faster than it should be, for a given bar position. Done to its extreme, pushing down on the base tube leads to straight arms with locked elbows, which severely handi-

caps your ability to control the glider. Pushing down also rocks your body more upright, which is terribly inefficient, no matter how racy your harness might be. I have observed many H-3s and H-4s that are guilty of this bad habit, so don’t feel too bad if you’re a base-tube-pusher-downer. Please break that habit immediately, and thank Dave Gibson for his eloquent terminology of PPF. To avoid pushing down on the base tube, remember to stay loose, and then take the term “pull IN” literally. Pull the base tube back toward your feet and in toward your body. Think about trying to pull the center of the base tube to your belt buckle. Pushing down on the base tube requires contact with the top of the base tube, so when you want to fly fast, treat the top of the base tube like hot lava. Pulling IN only requires contact with the front “leading edge” of the base tube and, in smooth air, can be done with completely open hands. If you can learn to relax and loosen your body, to fly with a light touch, to smooth and conserve your body motion, and keep your body aligned with the airflow, I promise you will see

huge performance gains—both in your flying and your physical performance. You will climb better, be more in-tune with your wing, and more able to find the best lift. You will glide better, eliminating unnecessary drag from your body or wing (unnecessary glider inputs deform the wing, creating drag). You will be a more accurate pilot, too, and will be able to feel the need for minute corrections and apply them. You’ll also be less fatigued, able to fly longer periods of time, and more consecutive days, without accompanying soreness (or at least with less soreness). Looking at the best pilots in the sport, it’s easy to see a common body type. And none of them look like body builders. The truth is that hang gliding is a finesse sport, and PPF is a crucial way for advancing pilots to take their flying to “the next level.” Weight shift is just another way of saying “balance,” and in every balance sport—running, skating, skiing, gymnastics— the top athletes are those who have learned to maintain disciplined control of their bodies and to use economy of motion. Enjoy!

ABOVE Here we can see the author flying fast using a loose grip, making contact with only the front of the base tube, and pulling the base tube back toward his belt buckle. OPPOSITE Proper prone form gives Dave Gibson improved pitch authority, as well as the precision control needed as he gets close to Desiree Voight here. Photos by Ryan Voight.

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Race of Ch ampions Champions

A New Perspective on XC Racing by

here are many different types of hang gliding competitions, such as aerobatics, speed gliding, ridge racing, dune contests, and race and rallies. But the most common is cross-country. One of the companies in the United States, Flytec, has organized an ever-developing competition, the Race of Champions, at the direction of Jamie Shelden and Steve Kroop. The most recent ROC was held in May 2013, right after their Flytec Championships. The Race of Champions is basically a three-day, invitation-only, race that at its inception followed a full week of regular XC flying, allowing pilots to be in top

C L A U DI A M E J I A

shape as they attempted to win the title, plus a juicy jackpot. Jamie explained that it is by invitation because “we want the best of the best; we want aggressive racing tasks with a high percentage of pilots in goal.” The first edition was held in 2007 at Quest Air, with the top 30 pilots from the Flytec Championship competing. That year it was an elimination race, excluding the bottom pilots after each of the first two tasks and retaining the best 10 pilots for the final round. Spectators report being thrilled at the sight of Phil Bloom chasing Jonny Durand and managing to beat him into goal. Brazilians Nenê Rotor and Leo Dabbur tied for third place. These pilots won the largest amount of the

ABOVE Staging line, ready to race. OPPOSITE Mike Bilyk and Florian Gostner, aka team Young Guns.

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“Pilots were considering different possibilities and the best strategies, all of which were unknown territory for them. ”

$10,000 total prize money from Flytec USA, but the day winners took home some cash, too. The second edition of the ROC was held May 24-26, 2013, right after the Flytec Championship in Americus, Georgia. Six years had gone by since the last competition because it had been too complicated to orchestrate ROC in conjunction with Flytec’s Race and Rally. The 2013 format was different from the previous competition. And every following edition will be altered in some way, because the organizers aim to “allow pilots to fly in new and interesting formats.” In 2013, the race consisted of two-pilot teams. No restrictions were given for how to team up or with whom; there was no need for pilots to be from the same country or brand. In other words, the organization did not interfere in this process. Also, top pilots from around the world were invited, even if they

had not participated in the competition the week before. If spots remained, they would be given to the top competitors. As for the administration of the race, the score to be taken into consideration would be that of the slowest pilot on the team, a format suggested by Filippo Oppici. (Unfortunately, he was called back to Boston and couldn’t compete.) This resulted in pilots’ realizing how important it would be to fly as a team. Launch order was determined by luck: Each team drew their positions from a hat. One team member launched with the first group of 12 pilots, the other pilot went with the second. The teams could choose which member went first. Once in the air, they regrouped. It was a single airstart race; there was no second chance to get in a better position, wait for the next start gate, or chase pilots who had gone in an earlier one.

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DOMINATION The end result was a total of 24 pilots, with a mixed array of 12 teams. Among them was one Sport Class team and one with pilots fairly new to competition. The teams were:

BP An uncomplicated name for Bruce Barmakian and Pete Lehmann’s team. This comp was a great way of ending an interesting week for Bruce, who was returning to the flex world after several years of competing with his rigid wing. He definitely was in great company to do so.

Cocaleros Brazilian Eduardo “Dudu” Oliveira teamed up with James “Jamo” Stinnett. They had been talking about the Cocaleros movement in relation to Brazilian president Evo Morales’s visit to Americus. This team flew quite well: fifth place on task 1 and fourth on task 2, which allowed them to place fourth overall, just 12 points behind the team coming in third, almost stepping up to the podium.

Domination The team name of Zac Majors and Dustin Martin. As you may infer from this name, these two were all set to put up a good fight and win the prize. However, as great as they both are, something did not work out as planned, because being sixth on task 1 and tenth on task 2 did not average as

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THE SWARM

SPORTING

well as expected.

Felicione Team Pedro García and Tullio Gervasoni. Silly story behind the name: Back in 2012, at the Monte Cucco Open in Italy, during dinners at their favorite spot, they shared leftovers with a stray cat clever enough to always show up on time. By the end of the week the cat had a bigger belly and a name: “Felicione.” You could see his happy (felice) face after dinner with Tullio and Pedro. They were a strong team that had an excellent first task and, despite the hardships on the second one, were able to stay within the top five teams.

God Save the Queen US meets Great Britain, when the British pilot Richard Lovelace teams up with Davis Straub. For sure, a noble attempt; sadly, as hard as they tried, no God was able to save no Queen. On task 1 they came in seventh, but after ending up eleventh on task 2, they could not climb the ladder. They finished tenth in the overall results.

Italian Dream Team Italy has been at the top of the list of national rankings for a long time, having won all major comps lately. Without a doubt, they are the strongest team nowadays, having a 250-point advantage over the next nation when, among the

GOODS

MOYES BOYS

top nations, a 50-point difference is significant. Christian Ciech and Davide Guiducci are two of the strongest, most experienced team members in this race.

Moyes Boys Jonny Durand teamed up with André Wolf. They are not only flying the same glider model, but also the same size and similar color scheme, seeming to be a perfect match for this race. Both are in great shape, very motivated and ready to do battle. They placed third on task 1, just seven points behind Felicione Team. Being able to repeat their third spot on task 2, just 13 points behind the Italian Dream Team, enabled them to move up one step on the podium.

Sporting Goods Definitely not for sale, the team was composed of Brian Boudreau and Kip Stone, the two sport-class pilots who competed. They had a lot of fun and, even though this was a major-league comp, it was a thrilling experience for them. On the first task, while they were downloading their instruments, you could see the excitement in their faces and hear the emotion in their voices. They flew about 6km back from the turnpoint, almost halfway around. Unfortunately, task 2 was quite difficult, so they could not get very far; however, their joy did not dissipate. They both agreed that, despite their placing low in the results list, they had “never

TEAM AMERICUS

enjoyed being last before.”

The Swarm Well, in this case the “Killa Bee” found a great ally to fly with; it was Matt Barker who complemented Larry Bunner’s swarm. This team lived up to its name, because both of them worked together, and flew consistently and tenaciously, which paid off. Coming in fourth on task 1 and fifth on task 2 allowed them to take advantage of other teams’ slipping down and take that hop onto the podium stand.

Team Americus World Police: Directly from down-under, Dave May and Glen McFarlane joined us in Americus; they were inspired by the 2004 film by Trey Parker and Matt Stone (creators of South Park) to choose one of the best team names of the comp. These two had a rough start, placing eleventh on task 1, but were able to do better on the second task, placing sixth, ending up in the ninth spot overall.

Team Quest These pilots are definitely familiar with Quest Air and have certainly shared plenty of cool moments there, both on the ground and in the air. Greg Dinauer and Mitch Shipley were also in a quest for the jackpot, but like most of the

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teams here, it just couldn’t happen. Still, I am sure they had fun and “turned in lift” as much as possible. They placed eighth on task 1 and ninth on task 2, to round up a seventh place in the overall results.

Young Guns Last on this list, but absolutely not least, these pilots have already demonstrated an eagerness to improve in our sport and an ability to do that. Mike Bilyk and Florian Gostner were able to surprise everybody and spice up this comp. It was nice to see that although they had never met before, they became a team. On both tasks they managed to stay very close together and even crossed the line at exactly the same time on task 1. They came in ninth that day, which probably made them thirsty for a better performance, so for task 2, they were determined to improve. On task 2, neither of them was the fastest individually, being third and fourth for the day; however, since this was a different game altogether, Florian was able to be the “fastest-slowest team member,” so these “young guns” won the second task. Ah-maaazing!

he first day, Friday, conditions were not good, so the day was cancelled and pilots got a day off. Saturday and Sunday, though, ended up being decent, allowing for two tasks. Task 1 was a 46.2mi out-and-return race to Leesburg, with mild conditions that were good enough for 21 pilots to make it in. The fastest pilot flew the task in 1:55:59 at an average speed of 35.9km/h, while the last one in flew it in 3:18:05 at 21km/h average speed. The Italian Dream Team got a 53-point lead over the Felicione Team that was just 7 points in front of the Moyes Boys. For task 2, conditions were better. Therefore, a 72.3mi triangle was called and, since the points between the teams were close, the game was definitely on. Pilots were considering different possibilities and the best strategies, all of which were unknown territory for them. This was an excit-

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ing task to follow and explore as well and, as frustrating or nerve-wracking as it may have been for some in the air, the show for the spectators was incredible. Twenty pilots made it in, with the fastest time being 2:54:03 (38.4km/h) and the slowest 3:47:02 (29.4km/h), with a 53-minute difference. Some pilots might have flown more aggressively or differently had they not been tied to their partner’s performance. For instance, Christian took the last climb—about 6km before the end of the speed section—all the way to 4000 feet, before starting his glide to goal and crossing the cylinder at 2600 feet. This is definitely not his usual goalcrossing style! This task was worth 1000 points, but what mattered were the 800 points his partner got. James Stinnett came into goal seven minutes later, but many thought he had been the first one in, since Christian’s arrival had been easy to miss. Moreover, as James was on his final glide, at a more “traditional” altitude, Christian had already gone back almost 1.5mi to the east and 1.5mi south, trying to locate his partner. As Christian was on his final glide, James was still six miles out, about to go on final. Another amazing scene that afternoon was watching the arrival at goal of the Young Guns. Mike Bilyk flew in five minutes after James, while his teammate Florian—a couple

of minutes behind—struggled on his final glide, keeping us all in suspense as to whether or not he would make it. We were all jolted when he eventually crossed and helped Young Guns win the day. Davide came in four minutes later, giving his Italian Dream Team second place for the day. Within the next 2.5 minutes, seven more pilots made it in. The Moyes Boys flew in almost together, taking third place; Eduardo came in next, 13 minutes after his partner James, so the Cocaleros took fourth place for the day. And even though Dave May crossed the cylinder before Matt, The Swarm was able to pull a good stunt, because Matt stashed an extra 30 “leading” bonus points that made him jump to 11th place that day, in front of Pete and Dave, earning fifth place for the team. Team Americus: World Police placed sixth, just seven points behind Felicione Team, who got stuck a couple of times on their way to goal. This is how the Race of Champions unfolded, how these fine pilots were challenged with a new way of flying and how it affected all aspects of what we know as XC competitions, including the jackpot of $7500 that Flytec USA

awarded that day. The Italian Dream Team took a welldeserved first place, the Moyes Boys took second and The Swarm leaped up to the third spot. The organizers were thrilled with the outcome, as were the pilots, with the new experience! When I was talking to Eduardo Oliveira about his experience in the ROC, some weeks after his claim of the South American straight distance record of 330 miles flown in northern Brazil last October, he made a couple of comments that seem to exemplify how many of the pilots felt about this competition: “I usually keep track of the other pilots’ positions throughout the course, but with this buddy system, an added component made the race more interesting. When I was flying for the record with Glauco Pinto, I realized the drill of staying with my partner, and the very few times I had to wait for James was great practice, and allowed me to fly better with Glauco. My favorite part of this comp was having been able to make that low save, under 300 feet, and hop back on track to make it to goal in time to share a beer with my ‘buddy’ and friends!”

ABOVE Davis Straub launching. OPPOSITE The queens of The Swarm monitoring their drones.

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A Few Extra Words with the “Italian Dream Team”...

esides winning the Race of Champions 2013, Christian (C) and Davide (D) have flown as a team—with four or five other national team members—many times during FAI Cat. 1 competitions, but never on a “buddy team” system. I thought it could be interesting to share their insight and different perspective of team flying and a little more…

Compared to a regular XC race, was the flying style very different and did you have to adjust it for this type of competition? C: Yes, certainly, the flying style was very different. In this type of competition, you try your best never to leave your teammate behind, and the exchange of information is much more precise and often. The decisions you make are influenced almost completely from the fact that you must stay to-

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gether. Only when mistakes are made that lead to the team’s separation, might it sometimes be worthwhile to go back to a “regular” flying style. The information exchange, though, truly remains essential. D: Well, I’d say absolutely yes. In classical XC you are looking to give the best of yourself; unless, you are able to select the buddies you fly best with or if you are helping out your team members as much as you can—as in the case of a competition with national team results—but with this format everything changes. Your being bound to your buddy’s results and vice-versa constrains you to make decisions that are very different from your usual ones… Was this new flying style more difficult or demanding? C: Making decisions to optimize your own performance is one thing, while making decisions to optimize the performance of the pair is much more demanding. You must assess, not only your own position regarding the adversary, but your partner’s position as well and decide accordingly. D: I wouldn’t say more difficult, but the decision-making process is more demanding indeed. Did you learn or discover anything during the ROC? C: I discovered how valuable wellconveyed information can be. On the first task, at about 12km from goal, somewhat low, I had stayed behind the leading group. Luckily, nobody had the altitude to glide directly to goal; therefore, we decided that instead of waiting for me, Davide, should go further and send back information for me to catch up. With his info, Davide was able to “depict” a map of the lift and the lift

lines, which allowed me, as a matter of fact, to win the task! This is also how I discovered that Davide is able to talk a lot, when he wants to ;-) D: I discovered that when your buddy’s success is closely tied to your results, you are more motivated and there is more commitment. Did you like flying in this format? Any pros or cons? C: Yes, I liked it a lot! From a tactical standpoint, I found it to be more educational. D: Yes, I liked it quite a lot, besides, with a buddy like mine… On the positive side, I was able to realize that, if you want to, you are able to help out much more than what you usually do in a classical race, for obvious reasons. Furthermore, the flying was much more interesting because, while you are trying to do well yourself, you also have to figure out what the others are doing. On the last day, you crossed the goal cylinder almost 20 minutes apart; Christian climbed back up to 1350m and flew around approximately 13km looking for Davide. So, what happened? C: Uff, that last day was a missed disaster! Just before launch we realized Davide’s radio was not transmitting, just receiving. After the first three thermals, Davide, Pedro, Tullio and I had a certain advantage regarding our pursuers and so, seeing that I was a bit higher, I tried to go forward and see if we could get ourselves out of an area where we were not climbing that well. BIG mistake! I ended up pretty low— 720m while Davide climbed up to 1500m. I was forced to fly back while the others kept climbing and, 1000m above me, left. I told Davide to go on

# TEAM

NAT

GLIDER

SPONSOR

TOTAL

1 Italian Dream Team

ITA

T2C 144 / Laminar14

Gbc/Icaro-WV-Adidas.-Trentino

1785

Moyes

1712

WW / Bun Flies

1620

2 Moyes Boys

AUS / BRA Litespeed RX3.5

3 The Swarm

USA

T2C 144

4 Cocaleros

BRA / USA T2C 154 & 144

Teleatlantic-Corinthians/E. Weave 1608

5 Felicione Team

ITA / ESP T2C 144

GAP / thanks to Mr. Bombastik!

6 Young Guns

ITA / USA Laminar13.2 / T2C 136 Mastercard

1572 1495

7 Team Quest

USA

T2C144 / Combat13.2

Elektra Tow Systems LLC / Mirage 1279

8 Domination

USA

T2C 144

WW, Flytec, Blueye

1161

9 Team Americus World Police

AUS

RX3.5 / RX4

WarrenWind Sports

1108

ME / Oz Report

1101

Me / Yeah, right

1063

10 God Save the Queen

GBR / USA T2C 144

11 BP 12 Sporting Goods

USA

RS4 / T2 154

CAN / USA Sport2 155 / U2160

and stick with them while I tried to recover; there was still a long way to go. I then went back to a “regular comp” flying style, letting Davide know from time to time my whereabouts, but I eventually lost track of him. When I realized that I had no clue where Davide might be, the only option was to try and make it to goal as soon as possible. At about six or seven kilometers (four miles) from goal, my driver told me there was nobody there yet so, that’s when I decided to cross the cylinder still high and go back to look for Davide, hoping he had not let Jonny and André leave him behind. But just like the mastiff clutches on to its prey by the neck and does NOT let go, by the same token Davide did not

let go either and made it to goal just before our pursuers and we won the competition! D: This last phase of the flight was the consequence of the first one: my radio could receive, but not transmit; therefore, we tried to keep eye contact. However, after one-third of the flight, Christian went around testing the little cu’s and he ended up low and behind. “No problem,” I thought, “Christian is wise and the flight is still long.” At a certain point I saw Tullio get a little low and Pedro stay behind to support him, so I went on with Jonny and André, who were then our main opponents. I heard Christian say he had found a good thermal and was climbing well. Jonny and André

288 were advancing quite slowly and cautiously; maybe they were thinking that Christian had stayed behind, but I could hear Christian’s reports and knew he was going well and that he had, actually, passed us without realizing it because he took a line some kilometers to the north of us. At this point all I could do was hope that Christian made it in well and stayed with our opponents trying to arrive to goal with them. It didn’t matter that they were flying so carefully and that little by little other pilots passed in front of us, but I did not take any initiatives and marked them closely… Maybe it’s because I won teaming up with Christian, but I found this competition to be a lot of fun!

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Thinking Outside the Blocks PART III : FEEL THE HEAT by DENNIS PAGEN

wo of the things that please me immensely in regards to flying are the colors blue and green. I love to be surrounded by the color blue, whether it’s studded with white puffs or not. I find the beauty of the sky to be indescribable and the ability to be part of it is a gift from the gods. Blue is my favorite color. But green can’t be underestimated. At least in the East we are enclosed in green when we prepare for flight, it waves below us when we are airborne and it welcomes us back to earth when the airtime is over. Green has been found to be the most relaxing color for the majority of humans. Is it because we evolved in green environs? Are Martians most relaxed in a red room? Do people who live surrounded by buildings and concrete lack something deep in their psyche? A recent German study, reported in the New York Times (2/17/13) has found that humans are most creative when surrounded by the color green. We also supposedly learn better, are more efficient and heal faster in a green environment (maybe all flight training should take place in the rainy Northwest or the East). I am writing this on a warm fall day on my verdant lawn under a pin oak. Someday soon I am going to build a tree room and write my novel. This series is about creativity, thinking a bit differently in regards

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to flying and perhaps learning some details that we my have missed in our development from fledgling to bird(wo)man. This month we get down to the nitty gritty and talk about a “green” issue that directly affects our flying. Get ready to knit your brow and grit your teeth as we broach the hot topic of global warming.

FEET IN THE FIRE Why would we devote these pages to something that is sure to stir up angst and controversy? Why indeed? Never mind that global warming, if true, is going to impact all of our lives—globally. Never mind that most of the effects, if real, will be undesirable. Let’s just focus on the fact that it will affect all of our flying. Now I’m going to offer a brief sketch of what is known to date. Unfortunately, the whole subject of global warming has become politicized. In other words, some folks believe they have a vested interest in delaying any effort to slow global warming, while others believe the opposite. If you, dear reader, get overly wrought about the subject, I suggest

you simply skip to the next section covering what we pilots can do in the current weather/climate situation. For the rest of us, here are some facts: First, we should recognize that climatologists have several ways of determining the climate around the world for many millenniums in the past. We all know about tree-ring data in long-lived species, notably the bristlecone pine that has lived for several thousands of years up above the Owens Valley. Tree-ring data correlate very well with ice-core samples, a technique that has come into its own in the last few decades. In fact, the most informative book I have read on the subject is The Two-Mile Time Machine by Richard B. Alley, Princeton University Press. It is a fascinating introduction to the study of ice-core samples taken in Greenland providing data dating back 200,000 years. Since the book’s publication, ice-core samples in Antarctica have gone back even further. In a nutshell, the method involves looking at each year’s fall of snow (which gets compacted into ice and preserves the year’s conditions). There is a yearly record of

Why would we devote these pages to something that is sure to stir up angst and controversy? Why indeed?

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pollen, carbon, captured atmospheric gases, isotopes and, of course, amount of precipitation. From all these factors scientists can determine the average atmospheric temperature, humidity and pollution (volcanoes and widespread fires earlier than a few centuries ago). There is another method of determining past climate that goes back even further: drilling for mud/clay/ sediment cores in river deltas. The debris load that a river carries down each year undergoes a cycle, with the amount of deposit varying according to the amount of snowpack and rain. The pollen deposits’ annual variation lets the researchers separate the years as they do in ice cores. The sediment records correlate very well with the

509.682.4359 tree-ring and ice-core records. The tale these records tell is that our climate has always gone through temperature cycles of several degrees, at least for the past few hundred thousands of years. In fact, the reasons for the cycles are mostly celestial. The earth’s axis wobbles in space (and changes on the earth itself) and its elliptical orbit around the sun expands and contracts. The sun itself has some cyclic behavior. Right now the earth is tilted toward the sun (in the northern hemisphere) when its orbit is furthest away from the sun. This arrangement avoids extreme variation of temperature from summer to winter, but at some times in the past, the opposite was true. What seems clear is that there is

a 19,000-year, a 26,000-year and a 41,000-year temperature cycle. These cycles are interposed on one another to give us long-term climate patterns. The changes are generally slow, but a large volcano eruption can alter things abruptly for a while (not to mention a meteor impact). However, the last ice age appears to have progressed very rapidly, with permanent snow engulfing large areas of the North in just a few years. The warning here is that (positive) feedback systems can add to the effects of the slow celestial cycles. For example, a cooling earth may experience a widespread snow that lingers and reflects heat back so the cooling of the atmosphere is hastened. The opposite effect may also happen if the normally ice-covered regions

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Given the weather is less predictable and weather reports less reliable, what do we do? We develop coping strategies. rapidly melt. The one thing that gives climatologists pause is according to the cycle temperature plot, we are supposed to be on a gradual cooling trend. Yet for the past couple hundred years the average temperature of the earth has warmed. High temperature records (since temp has been recorded) have been set around the globe. It is true that the rate of increase has slowed a bit since 1998, but it is still warming. Recent research has shown that the heat increase in the past decade has been transferred to the ocean—that great equalizer. The ocean layer from 2300 to 6500 feet down has recently been found to have risen dramatically in temperature. We are soaring pilots. We know that heat lower down will eventually become unstable and the ocean currents will be altered (probably not a good thing) and the heat will bubble to the surface to possibly heat the air in a rapid runaway. We could go on, but it is easy now to find information online. I will note, however, that the only group worldwide that appears to be opposing global warming science is the US conservative interests (that’s partially because they don’t understand the scientific process. Do we need an aptitude test for political candidates?). In all other countries the conservatives are often leading the quest for finding solutions to global warming because they realize the effects of warming is changing things drastically and will be very bad for business. While

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China is donating a lot of carbon to the atmosphere and graying my blue skies, I have found major interest in alternate energy and cleanup there. Time will tell.

THE PILOT’S DILEMMA I assume most of you have skipped the above scientific ramblings, so to get you up to speed: something—be it global warming or the spaghetti monster—is screwing with our weather. Don’t just take my word for it. At world meets, both hang and para pilots from around the world are reporting a change in the weather. Mostly they don’t like the change. When we just fly with our buddies and look at our local site(s) it is easy to think we are simply the victim of bad luck/karma/kismet/juju/hoodoo or timing. But it ain’t necessarily so. Thirty or forty years ago we would get some wet years or some spells when conditions seemed to be off, but it wasn’t so variable and unpredictable. I’m not just talking about pilots having less luck, but the big guys, too—the ones who get paid to tell us wind velocity, cloud cover and chance of rain. I recently heard a climatologist talk about these changes and she said one of the main reasons for the unpredictable conditions is that the difference in temperature in the lower temperate zone and the arctic is lessened as the north heats, so the jet stream is less vigorous resulting in more meandering of its path. In other words, it

waves further south and further north as it flows around the globe. This action creates stronger lows, stronger hurricanes and stronger storms. But there’s another factor, too. With more heat in the atmosphere, more moisture gets evaporated. Water vapor is a great transporter of heat energy, so we should expect more vigorous thunderstorms, tornados and hurricanes. Welcome to Oklahoma and the Eastern Seaboard.

THE PILOT’S DELEMON When you are served lemons, make lemonade. Someone with gumption said that. Given the weather is less predictable and weather reports less reliable, what do we do? We develop coping strategies. We have a very fine local northwest-facing launch that is our best post-cold-front XC site. Typically it works from early spring through June and picks up again in late August through too-cold-to-fly. But this past year the site wasn’t flyable from fall of 2012 until the last week of September 2013. The cold fronts didn’t bring NW winds, or passed by in a rush while the winds quickly clocked. Our recourse was to pay more attention to our other sites facing other directions. That’s the first defense for this pesky peripatetic weather: Find more sites facing a variety of directions. Necessity is the mother of intention. Of course, that approach isn’t possible in all areas, so perhaps towing is a viable option, even in mountainous regions. It is predicted that wet areas are going to get wetter, and dry areas are going to become drier. Don’t tell that to the Front Range Coloradoans though, that semi-arid area received 1000-year record rainfall this past summer. Not quite Biblical flooding,

but some claim they saw an ark floating by. In any case we must be aware that change is afoot (or aloft) and we need to prepare. If it rains more in our flying area, what are we going to do? Maybe change lifestyle a bit so we have more flexibility to go flying on the sunny days. Maybe even consider an easier-to-fly wing if we only get a fraction of the normal annual airtime. Interestingly, I have seen predictions that the southeast of the US will get drier. In any area where aridity increases, we should be ready for stronger thermals. That’s not necessarily a bad thing if we aren’t already in an area where thermals are jawdropping. Many of us have experienced the increase in thermal strength in drought years at our local sites, so the prospects are real. In addition, some areas may experience stronger winds or at least a difference in wind patterns with the weather changes. This past summer

we had a number of blown-out days that were predicted to be perfect. We stood around and kicked rocks, imagining them to be the weather service, most of the day. My solution (seriously) is to pack a book. Reading is much more satisfying than whining! It is my conjecture (unproven theory) that the weather service has spent the last few decades developing complex differential equations to predict conditions, and now that things are out of whack, they can’t easily alter those equations. Or, it may just be there is more chaos in the atmospheric system. In either case, most of us know the weather is broken—predictions are much less accurate than in the past. For that reason I recommend two measures. First, increase data by connecting to more resources (such as Intellicast and Weather Underground). Combine them all and make your best guess. We do this locally and have a lot more discussion

before we chose a day, site and time. It seems to work most of the time. Secondly, while I don’t recommend flying in winds that are stronger than your normal safety cutoff, I do recommend becoming an expert in light winds. Half the time we find conditions weaker than predicted. Scratching skills are going at a premium. We have written about them in the past, and will simply say here that scratching is fun in its own right—as long as it doesn’t happen all season!

e’ve always known that the weather is less than predictable. Now it seems to be entering a new era of unreliability so pilots will need to increase awareness and be prepared or will need to be repaired. We may be losing or gaining green as weather changes in our region, but hopefully we’ll always be able to thrive in the blue.

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RATINGS ISSUED IN SEPTEMBER HANG GLIDING

PARAGLIDING RTG RGN NAME

STATE RATING OFFICIAL

RTG RGN NAME

H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-3 H-3 H-3 H-3 H-3 H-3 H-3 H-3 H-3 H-3 H-3 H-3 H-3 H-4 H-4 H-4 H-5

P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1

1 1 1 1 1 1 1 1

Nobuki Ishikawa Harvey Olson Steven Weltyk Matthew Scruggs Michael Ryan Steven Burton Kristen Ryan Ben Creelman

WA WA WA WA WA WA WA WA

P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1

1 1 1 2 2 2 2 2 2 2 2 3 3 3 3 3 3 3 4 4 4 4 4 4 4 4 4 4 4 4 4 4 5 5 5 6 6 6 6 6 6 7 8 8 9 9 9 9 9

Travis Hanson WA James Armstead WA Craig Sundquist WA Curt Burgess CA John Flood CA Stephanie Tung CA Glenn Warren CA Tarry Chen CA Daniel Yaffe CA Francisco Agrelo CA Joseph Nielsen CA Antony Lisi HI William Clark CA Jeff Pratt CA Seth Pace CA Christopher Heckman CA Alex Rapp CA David Kaplan CA Kevin Smith CO Richard Schmidt CO Randy Hughes AZ Brandon Bell AZ Patrick Harvey-collard NM Julia Curtis UT Matt Paulsen CO Joel Skatrud-mickelson UT Molly Theda CO Jason Tea UT John Howell NM Bobby Elmore CO Geneva Trehus CO Michael Colton UT Josh Pelczar MT Jace Meng MT Erik Engellant MT Marc Radloff MO Reza Bazookar Herve Lhostis Aaron Batt NE Peter Carnell Joachim Bourgeois AR Mark Justin MN Michael Holmes MA Alexsandro Da Cunha MA Bjorn Jernudd DC Adolfo Vergaray PA Thomas Moosdorf MD Alexandre Tacla PA Kurt Rasmussen VA

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 P-2 P-2 P-2

RTG RGN NAME

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

STATE RATING OFFICIAL

Travis Vanderford WA Jevon Simon WA Colin Rimel WA David Howell WA Alessandro Calderano CA Erick Miller CA Jeremy Friesner CA Luke Scroggins CA Todd Byers UT Michael Gallops CO Houssein Biglari MO Tiberiu Szollosi IL David Whitfield IN Paul Elliott CT Angus Reid MA Vitaly Pogrebnoy MA Paul Crescimanno WV Jonathan Irlbeck PA Francisco Bermudez FL Richard Bowen NC Michael Gorenflo NY Travis Vanderford WA Jevon Simon WA Colin Rimel WA Mark Kuehn CA Ben Coughtry CA Pedro Enrique CA Alvin Nguyen CA Ken Chang CA Carl Gustafson CA Luke Scroggins CA Todd Byers UT Houssein Biglari MO Tiberiu Szollosi IL David Whitfield IN Vitaly Pogrebnoy MA Michael White MD Murat Newman VA Francisco Bermudez FL Daniel Scroggins TX George Nelson CA Andrzej Wolski HI Charles (cruser) Putnam HI Ann Dunlap CO Robert Simpson Jr AR Joseph Konstanzer MO Kim Banker IN Patrick Zirnheld IN Josh Laufer NH Knut Ryerson VA David Epner FL Ricardo Vassmer FL Vladimir Klimenchenko NY Patrick Pannese CA Josiah Stephens GA Barry Klein GA Mitchell Shipley FL

Larry Jorgensen Larry Jorgensen Jeff Beck Dale Sanderson John Simpson Patrick Denevan Greg Dewolf Christopher (kit) Martin Ryan Voight Michael Appel Peter Berney Peter Berney Christopher (kit) Martin Robert Stewart Ii Thomas (tj) Baumann Eric Meibos John Alden Matthew Hickerson James Tindle Michael Appel David Zeigler Larry Jorgensen Larry Jorgensen Jeff Beck Eric Hinrichs Eric Hinrichs Patrick Denevan Eric Hinrichs Eric Hinrichs Greg Dewolf Christopher (kit) Martin Ryan Voight Peter Berney Peter Berney Christopher (kit) Martin Eric Meibos Steve Wendt Adam Elchin James Tindle Christopher (kit) Martin Harold Johnson Gregory Putnam Gregory Putnam Mark Windsheimer Philip Morgan Philip Morgan James Asher James Asher Eric Meibos Adam Elchin James Tindle James Tindle Greg Black Zac Majors Scott Schneider Gordon Cayce Steve Kroop

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Bob Hannah Cody Olson Marc Chirico Bob Hannah Bob Hannah Marc Chirico Bob Hannah Bob Hannah John Kraske Marc Chirico David Norwood Jason Shapiro Jesse Meyer Wallace Anderson Jeffrey Greenbaum Wallace Anderson Jeffrey Greenbaum Jesse Meyer Jonathan Jefferies David (dexter) Binder Rob Sporrer Rob Sporrer Rob Sporrer Rob Sporrer Jerome Daoust Rob Sporrer Kevin Mcginley Kay Tauscher Aaron Cromer Aaron Cromer T Lee Kortsch Jonathan Jefferies Granger Banks David Hanning Gregory Kelley Jonathan Jefferies Jonathan Jefferies Mark Rich Thomas Keough Russ Bateman Andy Macrae Andy Macrae Andy Macrae Luis Rosenkjer Seyed Alireza Amidi Namin Douglas Stroop Michael (kim) Smith Jonathan Jefferies Ron Kohn Stephen Mayer Joseph Seitz Joseph Seitz Peter Humes Terry Bono Matthew Ingram Charles (chuck) Woods Jonathan Jefferies

9 10 10 10 10 10 10 11 11 12 12 12 12 12 12 12 1 1 1 1 1 1 1 1 1 1 1 1 1 2 2 2 2 2 2 2 2 3 3 3 3 3 3 3 3 4 4 4 4 4 4 4 4 4 4 4 4

STATE RATING OFFICIAL

Lee Suring VA Richard Sanguino FL Mike Odell NC Jackie Denio FL Gregory (brett) Zachar FL Colin Rathbun FL Brynley Rathbun FL Raimond Van Dijk TX David Brown TX Taepoong Lee NY Bobby Roe NY Randall Shane NY Dustin Brown AE Artur Piechowski NY Rogerio Vieira NJ Kevin Vieira NJ Nobuki Ishikawa WA Ryan Wagner OR Zachory Horn WA Colin Mckenney OR Steven Weltyk WA Sean Mcilvenna AK Matthew Scruggs WA Michael Ryan WA Steven Burton WA Kristen Ryan WA Jarred Bonaparte WA Ben Creelman WA Tobias Gerig OR Michele Campeotto CA Curt Burgess CA Michael Labadie CA John Flood CA Sabrina Relaix CA Stephanie Tung CA Francisco Agrelo CA Joseph Nielsen CA Antony Lisi HI Trevor Davids CA James Shelby CA William Clark CA Jeff Pratt CA Seth Pace CA Christopher Heckman CA David Kaplan CA Kevin Smith CO Richard Schmidt CO Randy Hughes AZ Brandon Bell AZ Patrick Harvey-collard NM Julia Curtis UT Matt Paulsen CO Joel Skatrud-mickelson UT Brian Manning CO John Howell NM Bobby Elmore CO Michael Colton UT

Aaron Cromer Luis Ameglio Michael Appel Max Marien Stephen Mayer Max Marien Max Marien David Broyles Mike Steen Benoit Bruneau Benoit Bruneau Benoit Bruneau Chris Santacroce Benoit Bruneau Ray Leonard Ray Leonard Bob Hannah Matt Henzi Ross Jacobson Matt Henzi Marc Chirico Steven Amy Bob Hannah Bob Hannah Marc Chirico Bob Hannah John Kraske Bob Hannah Samuel Crocker Jeffrey Greenbaum Jason Shapiro Mitchell Neary Jesse Meyer Wallace Anderson Wallace Anderson Jesse Meyer Jonathan Jefferies David (dexter) Binder William Purden Jr William Purden Jr Rob Sporrer Rob Sporrer Rob Sporrer Rob Sporrer Rob Sporrer Kevin Mcginley Kay Tauscher Aaron Cromer Aaron Cromer T Lee Kortsch Jonathan Jefferies Granger Banks David Hanning Granger Banks Jonathan Jefferies Mark Rich Russ Bateman

RTG RGN 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-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2

5 5 5 5 6 6 6 6 6 7 8 8 8 9 9 9 9 9 10 10 10 10 10 11 11 11 12

STATE RATING OFFICIAL

Rob Curran ID Josh Pelczar MT Jace Meng MT Erik Engellant MT Marc Radloff MO Reza Bazookar Herve Lhostis Aaron Batt NE Peter Carnell Mark Justin MN Scott Settlemier MA Geoff Wright MA Alexsandro Da Cunha MA Bjorn Jernudd DC Adolfo Vergaray PA Thomas Moosdorf MD Kurt Rasmussen VA Lee Suring VA Lorraine Kryvicky FL Richard Sanguino FL Gregory (brett) Zachar FL Colin Rathbun FL Brynley Rathbun FL Jerry Ortega TX Raimond Van Dijk TX David Brown TX Rupert (bert) Cebular NY

Matthew Beechinor Andy Macrae Andy Macrae Andy Macrae Luis Rosenkjer Seyed Alireza Amidi Namin Douglas Stroop Michael (kim) Smith Jonathan Jefferies Stephen Mayer John Dunn Joseph Seitz Joseph Seitz Peter Humes Terry Bono Matthew Ingram Jonathan Jefferies Aaron Cromer David (dexter) Binder Luis Ameglio Stephen Mayer Max Marien Max Marien Ron Kohn David Broyles Mike Steen Benoit Bruneau

RTG RGN NAME

STATE RATING OFFICIAL

RTG RGN NAME

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

NY NJ NY NY AE NY WA WA WA OR WA OR OR WA CA CA CA CA CA UT CO UT UT UT ID ID OK

P-3 6 P-3 7 P-3 8 P-3 8 P-3 8 P-3 8 P-3 9 P-3 9 P-3 9 P-3 9 P-3 9 P-3 10 P-3 10 P-3 10 P-3 10 P-3 11 P-4 1 P-4 2 P-4 2 P-4 2 P-4 3 P-4 3 P-4 4 P-4 4 P-4 4 P-4 6

12 12 12 12 12 12 1 1 1 1 1 1 1 1 2 3 3 3 3 4 4 4 4 4 5 5 6

Taepoong Lee Nicholas Chomut Bobby Roe Randall Shane Dustin Brown Artur Piechowski Mike Bomstad Wendell (pete) White Diana Auman Nickolaus Saint Owen Shoemaker Ryan Wagner Destino Stonehouse Steven Weltyk Mark Lascelles Esad Brohja Jackson Read Rex Pebsworth Ryan Sims James Tucker David Hebert Paul Leck Clayton Doty Joel Skatrud-mickelson Thomas Frazer Colin Frazer Larry Tanner

Benoit Bruneau Terry Bono Benoit Bruneau Benoit Bruneau Chris Santacroce Benoit Bruneau Robert Hecker John Kraske Michael (kim) Smith Kevin Lee Bob Hannah Matt Henzi Nick Crane Marc Chirico Nick Crane Robin Marien Rob Sporrer Max Marien Max Marien Stephen Mayer David Thulin Jonathan Jefferies Jonathan Jefferies David Hanning Charles (chuck) Smith Charles (chuck) Smith Jonathan Jefferies

STATE RATING OFFICIAL

Marc Radloff MO John Murphy MI David Mcnulty ME Victor Jose Figueroa CT Julio Londono CT Michelle Sherwood ME Syrus Mesdaghi VA Austin Kasserman VA William Hickok VA Thomas Moosdorf MD Kurt Rasmussen VA Brooke Barlow FL Tommy Beeson GA Edward Lyon SC Colin Rathbun FL Raimond Van Dijk TX Ryan Grizzell OR Fabian Perez CA Samuel Einhorn CA Brian Hachtmann CA Michael Fujioka HI Emily Wallace CA Jeff Schneringer CO J D Cutler UT Joel Skatrud-mickelson UT Ezzatollah Zanganeh

Luis Rosenkjer Terry Bono Max Marien Benoit Bruneau Benoit Bruneau Max Marien Matthew Ingram Matthew Ingram Rob Sporrer Matthew Ingram Jonathan Jefferies Luis Rosenkjer Mike Steen Stephen Mayer Max Marien David Broyles Kevin Lee Mike Fifield Kevin Lee Jeffrey Greenbaum Pete Michelmore Stanley (kyon) Ki Hong Sanders (sam) Crater Kevin Hintze David Hanning Murat Tuzer

2014 USHPA CALENDARS ARE HERE! ORDER YOURS TODAY for ONLY $20.

WWW.USHPA.AERO / STORE

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CALENDAR 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, see our Calendar of Events at: www.USHPA.aero CLINICS & TOURS 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. For more complete information on the Clinics & Tours listed, see our Calendar of Events at: www.USHPA.aero CLASSIFIED ADVERTISING RATES - The rate for classified advertising is $10.00 for 25 words and $1.00 per word after 25. MINIMUM AD CHARGE $10.00. AD DEADLINES: All ad copy, instructions, changes, additions & cancellations must be received in writing 2 months preceding the cover date, i.e. September 15th is the deadline for the November 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 security reasons, 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 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), reused Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with non-circular holes, and on flex wings, sails badly torn or torn loose from their anchor points front and back on the keel and leading edges. PARAGLIDING ADVISORY: Used paragliders

should always be thoroughly inspected before flying for the first time. Annual inspections on paragliders should include sailcloth strength tests. Simply performing a porosity check isn’t sufficient. Some gliders pass porosity yet have very weak sailcloth. If in doubt, many hang gliding and paragliding businesses will be happy to give an objective opinion on the condition of equipment you bring them to inspect. BUYERS SHOULD SELECT EQUIPMENT THAT IS APPROPRIATE FOR THEIR SKILL LEVEL OR RATING. NEW PILOTS SHOULD SEEK PROFESSIONAL INSTRUCTION FROM A USHPA CERTIFIED INSTRUCTOR.

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CALENDAR COMPETITION JUNE 22 - 28 > Woodrat Mtn, Ruch, OR Twelfth Annual Rat Race/Sprint Paragliding Competition. June 22 - 28th, 2014. Practice Day June 21st. Two parties, daily lunches, retrieve and mentoring provided. Join the experience, travel southern Oregon, bring your family and see why the Rat Race is more than the largest paragliding festival in the USA. Go here and see what southern Oregon has to offer. http://southernoregon.org. Registration opens Feb 15, 2014 - $450.00 until 4/15/2014. Sign up at MPHSports.com. More information: Mike and Gail Haley, 1-541-702-2111, mphsports@charter.net, or www.mphsports.com. AUGUST 3-9 > Big Spring, TX. Strongest,

smoothest, most consistent conditions of any US competition. Air conditioned pilot lounge, hangar, paved runways, ice cream, water, all facilities. More information: Belinda Boulter and Davis Straub, 1-863-206-7707, belinda@davisstraub. com, or http://ozreport.com/2014BigSpring.

SEPTEMBER 14 - 20 > Casa Grande, AZ. Aerotow

race-to-goal competition. More information: Jamie Shelden, 831-261-5444, naughtylawyer@ gmail.com, or santacruzflatsrace.blogspot.com.

clinics & tours THROUGH MARCH 15 > Valle de Bravo, Mexico.

Daily hang gliding and paragliding at the winter flying paradise in Central Mexico—Valle de Bravo. Base packages $895 PG, $1195 HG. Sunday to Sunday includes airport transportation, lodging, flying transportation and guiding. 20 years of providing service. FlyMexico! More information: Jeffrey Hunt, 512-467-2529, jeff@flymexico. com, or http://www.flymexico.com.

THROUGH JANUARY 31 > Valle de Bravo, Mexico. Fly south this winter! Come fly the world-class air of El Peñon in Valle de Bravo. Advanced instructor David Prentice, with over 21 years of experience and 14 years guiding tours in Valle de Bravo. World-class lodging and logistics, the best valued tour in Valle de Bravo, airport pick-up, local transportation, in-air guiding and XC retrievals included. We fly twice a day every day. More information: David Prentice, 505-720-5436, earthcog@yahoo.com, or earthcog.com. January 11-17, February 8-14 & MARCH 8-14 > Costa Rica. Come fly over the tropical forest

of Costa Rica! For the 8th year advanced paragliding instructor Nick Crane will be leading paragliding tours for pilots of all levels. We have pioneered and have unique access to many of the best sites in the country, some of the most beautiful sites anywhere. Transportation, rooms, guiding and coaching for all levels, from P-1 to P-4. Prices are $1295 for one week, with discounts for couples or two-week tours. More information: 541-840-8587, nick@paracrane.com, or www. costaricaparagliding.com.

January 8-12, 2014 > Southern California.

Let’s go warm up and get ready for the spring flying season with Ken Hudonjorgensen . Phone 801-572-3414, email twocanfly@gmail.com, or www.twocanfly.com.

JANUARY 18-26, JANUARY 26 - FEBURARY 3, FEBRUARY 8-16 & 16-24 > Roldanillo, Colom-

bia: Eagle Paragliding and Paraglide Utah are teaming up to offer four weeks of unforgettable flying in Roldanillo, Colombia. This is the worldclass site where the paragliding pre-worlds will be held just before our tours. These tours are for pilots of all levels. We will be offering coaching on thermaling, XC flying and tandem XC flying, and will be setting race-to-goal tasks daily for those interested. We have been offering tours for over a decade all over the world. The number of highcaliber staff members supporting pilots at Eagle clinics and tours is unprecedented. Let Rob Sporrer, Brad Gunnuscio, and the rest of our staff of instructors support you in achieving your goals for the week. Visit www.paragliding.com, or contact us directly at rob@paraglide.com, or 805968-0980. January 19-26 > Tapalpa, Mexico. P-2 pilots will fly word-class sites with 2500-foot vertical near Guadalajara. Enjoy four different drive-up sites within an hour of your luxury hotel room: Tapalpa, San Marco, Jocotopec and Colima. Avoid Valle crowds! Airport pickup, private hotel room, breakfast, site fees, guiding and coaching for six days of incredible flying for $1600. More information: Granger Banks, granger@parasoftparagliding.com, or http://parasoftparagliding. com/tapalpa-mexico-trips/. JANUARY 25 - FEBRUARY 16 > Medellin - La Pintada - Roldanillo, Colombia Looking for experienced pilots who want to have fun paragliding in Colombia and don’t want to spend a lot of money on a “clinic.” This is not a trip for newbies or those wanting training. If you have mountain thermaling and XC experience, this is the trip for you. From $450 a week, including daily transport, hotels, and more. Choose from 1 to 3 weeks. Fly around Medellin (Week 1), Road trip to La Pintada (Week 2), and XC in Roldanillo (Week 3). More information: Mark Gilliam 312-857-4455, bot@botbotbot.com, or http://www.botbotbot.com. JANUARY 29 - FEBRUARY 17 > Roldanillo-Medellin, Colombia. Join one of our most accomplished South American and now US established pilots, Luis Rosenkjer, as he leads you on an epic adventure in a marvelous land of friendly people and consistent flying weather. We start in Roldanillo, a worldwide known paragliding Mecca due to its amazing flying conditions and then to Medellin, a large modern city with world class restaurants and nightlife also recently named city of the year, http://online.wsj.com/ad/cityoftheyear, surrounded by numerous paragliding options. Our trips are distinguished by the personal attention of our guides and by our luxurious accommodations. More info: Luis Rosenkjer, 404-9313793, luis@atlantaparagliding.com, or www. paraglidingtrips.com

CALIFORNIA

FEBRUARY 2-9 > Tapalpa, Mexico. P-3 pilots will

fly word-class sites with 2500-foot vertical near Guadalajara. Enjoy four different drive-up sites within an hour of your luxury hotel room: Tapalpa, San Marco, Jocotopec and Colima. Avoid Valle crowds! Airport pickup, private hotel room, breakfast, site fees, guiding and coaching for six days of incredible flying for $1600. More information: Granger Banks, granger@parasoftparagliding.com, or http://parasoftparagliding.com/ tapalpa-mexico-trips/.

CLASSIFIED FLEX WINGS

PARAGLIDING - Year-round excellent instruction, Southern California & Baja. Powered paragliding, clinics, tours, tandem, towing. Ken Baier 760-753-2664, airjunkies.com.

AIRJUNKIES

6030

CENTRAL CALIFORNIA HANG GLIDING FLIGHT SCHOOL - WW Dealer offering year round positive

and encouraging teaching with smaller class sizes allowing for quality instruction. Discounts for servicemen/students. (209)543-4617 glendecoshanggliding.com

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

A GREAT SELECTION OF HG&PG GLIDERS (ss,

ds, pg) -HARNESSES (trainer, cocoon, pod) -PARACHUTES (hg&pg) -WHEELS (new & used). Phone for latest inventory 262-473-8800, www. hanggliding.com

HARNESSES FLY CENTER OF GRAVITY CG-1000 - The most affordable single line suspension harness available. Individually designed for a precise fit. Fly in comfort. www.flycenterofgravity. comflycenterofgraity@gmail.com, 315-256-1522

ULTRALIGHTS North wing ATF trike for sale with stratus wing 182,MZ 34/35 engine,electric starter and emergency parachute. Asking $7200. Obo no shipping. Call Robert at (661)240-5328

SCHOOLS & INSTRUCTORS ALABAMA LOOKOUT MOUNTAIN FLIGHT PARK - The best

facilities, largest inventory, camping, swimming, volleyball, more. Wide range of accommodations. hanglide.com, 877-HANGLIDE, 877-426-4543, hanglide.com.

ALAska AK Paramotor - Paragliding & Paramotor School. Year-round: USHPA+USPPA certification. Novice, Refresher, Training, Equipment. Frank Sihler 907-841-7468 www.USAparagliding.com

ARKANSAS RIVER VALLEY PARAGLIDING - Year-round

beautiful Santa Barbara! USHPA Novice through Advanced certification. Thermaling to competition training. Visit www.flyaboveall.com 805-9653733.

Mission Soaring Center LLC - Largest hang gliding center in the West! Our deluxe retail shop showcases the latest equipment: Wills Wing, Moyes, AIR, High Energy, Flytec, Aeros, Northwing, Hero wide angle video camera. A.I.R. Atos rigid wings- demo the VQ-45’ span, 85 Lbs! 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. Pitman 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, Mission Soaring Center LLC, leading the way since 1973. www.hang-gliding. com TORREY PINES GLIDERPORT – Come enjoy

coastal San Diego flying year-round! We have live music and BBQ festivities every Saturday during the summer months. We offer USHPA-certified instruction for all ratings, as well as Tandem, Instructor and SIV clinics. Call us for details on our domestic and international clinics and tours. We have expanded product lines to include Ozone, SkyWalk, Sup Air, Independence, Little Cloud, Woody Valley, Niviuk, Paratech, MacPara, Dudek, Plussmax Helments, Crispi Boots, GatorZ, GoPro, Flytec, FlyMaster, Ki2Fly and much more! Speed flying your thing? Come test fly our new mini wings from Little Cloud. Our full-service shop offers reserve repacks, annual glider inspections, repairs and more. We also carry an extensive used inventory of certified gliders and harnesses. Check us out at flytorrey.com or give us a call at 858452-9858.

paragliding and paramotoring school on the Arkansas/Oklahoma state line in Fort Smith. More information: www.RvPPG.com

HANG GLIDING & PARAGLIDING MAGAZINE

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

DON’T MISS OUT. RENEW ONLINE.

GUNNISON GLIDERS – X-C to heavy waterproof

HG gliderbags. Accessories, parts, service, sewing. Instruction ratings, site-info. Rusty Whitley 1549 CR 17, Gunnison CO 81230. 970641-9315.

FLORIDA FLORIDA RIDGE AEROTOW PARK - 18265 E State Road 80, Clewiston, Florida 863-805-0440, www. thefloridaridge.com. GRAYBIRD AIRSPORTS — Paraglider & hang

glider towing & training, Dragonfly aerotow training, XC, thermaling, instruction, equipment. Dunnellon Airport 352-245-8263, email fly@ graybirdairsports.com, www.graybirdairsports. com.

LOOKOUT MOUNTAIN FLIGHT PARK - Nearest

mountain training center to Orlando. Two training hills, novice mountain launch, aerotowing, great accommodations. hanglide.com, 877-HANGLIDE, 877-426-4543.

Be sure to renew your USHPA membership online to participate in the USHPA Green initiative. Online renewal is only available to current members, and members who have been expired less than 3 years. Members who have been expired more than 3 years will not have access to online renewal.

MARYLAND HIGHLAND AEROSPORTS - Baltimore and DC’s

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

MICHIGAN Cloud 9 Sport Aviation (hang gliding equipment), North American Soaring (Alatus ultralight sailplane and e-drive systems), Dragon Fly Soaring Club (hang gliding instruction), at Cloud 9 Field, Webberville, MI.More info: (517) 223-8683, Cloud9sa@aol.com, www.DFSCinc. org. TRAVERSE CITY HANG GLIDERS/PARAGLIDERS

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

NEW YORK AAA Mountain Wings Inc - New location at

MIAMI HANG GLIDING - For year-round training

77 Hang Glider Rd in Ellenville next to the LZ. We service all brands featuring AEROS and North Wing. 845-647-3377 mtnwings@verizon.net, www.mtnwings.com

WALLABY RANCH – The original Aerotow flight park. Best tandem instruction worldwide,7-days a week , 6 tugs, and equipment rental. Call:1-800WALLABY wallaby.com 1805 Deen Still Road, Disney Area FL 33897

FLY HIGH, INC. - Serving New York, Jersey, and

fun in the sun. 305-285-8978, 2550 S Bayshore Drive, Coconut Grove, Florida 33133, www. miamihanggliding.com.

GEORGIA LOOKOUT MOUNTAIN FLIGHT PARK - Discover

why 5 times as many pilots earn their wings at LMFP. Enjoy our 110 acre mountain resort. www. hanglide.com, 1-877-HANGLIDE, 1-877-4264543.

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, 845-7443317.

SUSQUEHANNA FLIGHT PARK - Cooperstown New York Serving the North East since 1978. We have the best training hill in New York. Dealers for Wills Wing and others. Trade-ins welcome www. cooperstownhanggliding.com 315-867-8011

HAWAII PROFLYGHT PARAGLIDING - Call Dexter for

friendly information about flying on Maui. Fullservice school offering beginner to advanced instruction every day, year round. 808-874-5433, paraglidehawaii.com.

INDIANA CLOUD 9 SPORT AVIATION - See Cloud 9 in

Michigan

HANG GLIDING & PARAGLIDING MAGAZINE

NORTH CAROLINA KITTY HAWK KITES - FREE Hang 1 training with

purchase of equipment! The largest hang gliding school in the world. Teaching since 1974. Learn to fly over the East coast’s largest sand dune. Year round instruction, foot launch and tandem aerotow. Dealer for all major manufacturers. Ultralight instruction and tours. 252-441-2426, 1-877-FLYTHIS, www.kittyhawk.com

OHIO CLOUD 9 SPORT AVIATION - See Cloud 9 in

Michigan

PUERTO RICO FLY PUERTO RICO WITH TEAM SPIRIT HG! -

Flying tours, rentals, tandems, HG and PG classes, H-2 and P-2 intensive Novice courses, full sales. 787-850-0508, tshg@coqui.net.

TENNESSEE LOOKOUT MOUNTAIN FLIGHT PARK - Just outside Chattanooga. Become a complete pilot -foot launch, aerotow, mountain launch, ridge soar, thermal soar. hanglide.com, 1-877-HANGLIDE, 877-426-4543.

TEXAS FlyTexas / Jeff Hunt - training pilots in

Central Texas for 25 years. Hangar facilities near Packsaddle Mountain, and Lake LBJ. More info: www.flytexas.com, (512)467-2529

UTAH CLOUD 9 PARAGLIDING - Come visit us and check

out our huge selection of paragliding gear, traction kites, extreme toys, and any other fun things you can think of. If you aren’t near the Point of the Mountain, then head to http://www.paragliders. com for a full list of products and services. We are Utah’s only full time shop and repair facility, Give us a ring at 801-576-6460 if you have any questions.

VIRGINIA BLUE SKY - Full-time HG instruction. Daily lessons, scooter and platform towing. AT towing part time. Custom sewing, powered harnesses, Aeros PG , Flylight and Airborne trikes. 804-2414324 , www.blueskyhg.com

INTERNATIONAL BAJA MEXICO - La Salina: PG, HG, PPG www. FLYLASALINA.com. by www.BAJABRENT.com, He’ll hook you up! site intros, tours, & rooms bajabrent@bajabrent.com, 760-203-2658 COSTA RICA - Grampa Ninja’s Paragliders’ B&B.

Rooms, and/or guide service and transportation. Lessons available from USHPA certified instructors. USA: 908-454-3242. Costa Rica: (Country code, 011) House: 506-2200-4824, Cell: 506-8950-8676, www.paraglidecostarica. com.

MEXICO - VALLE DE BRAVO and beyond for hang gliding and paragliding. Year round availability and special tours. Gear, guiding, instruction, transportation, lodging - all varieties for your needs. www.flymexico.com 1-800-861-7198 USA

PARTS & ACCESSORIES

6020

Gunnison Gliders – X-C, Factory, heavy PVC HG gliderbags $149 Harness packs & zippers. New/used parts, equipment, tubes. 1549 CR 17 Gunnison, CO 81230 970-641-9315 HALL WIND METER - Simple. Reliable. Accurate. Mounting brackets, control-bar wheels. Hall Brothers, PO Box 1010, Morgan, Utah 84050. (801) 829-3232, www.hallwindmeter.com. Paragliding Hang Simulators-$150-$175. Durable aluminum, handmade by certified welder, female pilot! Also, hitch hangers-$150+. See kufadesigns.com/parasim.html for info. OXYGEN SYSTEMS – MH-XCR-180 operates to 18,000 ft., weighs only 4 lbs. System includes cylinder, harness, regulator, cannula, and remote on/off flowmeter. $450.00. 1-800-468-8185. SPECIALTY WHEELS for airfoil basetubes, round

basetubes, or tandem landing gear.(262)4738800, www.hanggliding.com.

PUBLICATIONS & ORGANIZATIONS SOARING - Monthly magazine of The Soaring

Society of America Inc. Covers all aspects of soaring flight. Full membership $64. SSA, PO Box 2100, Hobbs NM 88241. 505-392-1177, ssa.org.

SERVICE CLOUD 9 REPAIR DEPARTMENT - We staff and maintain a full service repair shop within Cloud 9 Paragliding; offering annual inspections, line replacement, sail repair of any kind (kites too!), harness repairs and reserve repacks. Our repair technicians are factory trained and certified to work on almost any paraglider or kite. Call today for an estimate 801-576-6460 or visit www.paragliders. com for more information. RISING AIR GLIDER REPAIR SERVICES – A full-service 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.

WANTED WANTED - Used variometers, harnesses, parachutes, helmets, etc. Trade or cash. (262) 473-8800, www.hanggliding.com. Wanted to buy- 1980's ball deck clamps. Contact: biopzea@gmail.com

HANG GLIDERS FLIGHT SUITS ULTRALIGHT SOARING TRIKES

509.682.4359

northwing.com HANG GLIDING & PARAGLIDING MAGAZINE

THE 1

by FRED LEONARD

We know there was a day when it all worked for you. When your training clicked, the conditions were perfect, the stars aligned, and you soared to new heights (real or imagined). Send in your tale of “The 1” flight you'll never forget, and we'll print it right here. You'll be entered into the annual drawing for a USHPA soft shell jacket!

People who don’t fly sometimes ask why I fly hang gliders and paragliders. Many think it must be for the adrenaline rush—the “extreme sport” factor. But in 40 years of flying, that has never been my motivation. If I wanted an adrenaline fix, I could find easier ways to get it. I fly both hang gliders and paragliders because of the indescribable beauty my flights provide, and because foot-launched motorless flight allows me to experience life and nature from a different perspective. My logbook is filled with entries that evoke the visceral threedimensional memories of my flights, but one in particular comes to mind when people ask why I fly. It was late summer, and I was 2000 feet above “the Reef,” a granite-andlimestone plateau that juts out from the eastern slope of southern Arizona’s Huachuca Mountains. Below me, to my north and south, were the jagged cliffs of Carr and Miller canyons. Above me, to my west, were the pinecovered summits of their twin peaks. To my east spread the San Pedro river valley, with its fragile life-sustaining ribbon of riparian green running north from Mexico. Just half an hour earlier, I had launched my venerable Super Sport into Miller Canyon. With a cool breeze in my face, I climbed in the powerful pull of textured air, working hard to stay centered in a thermal. As I circled, I noticed below me what looked like a hawk being pursued by a

HANG GLIDING & PARAGLIDING MAGAZINE

smaller bird. We often share thermals with soaring birds at Miller: swifts—the frenetic little speedsters who wheel, dart, and race by, sometimes missing us by just inches; turkey vultures— the mellow aviators who rise effortlessly on the slightest puff of lift; falcons and hawks—the precise and pragmatic avian air force who stay intently focused on their missions; and ravens—the feathered barnstormers who do barrel rolls and wingovers, create mischief, and revel in the pure joy of flight. I watched two feathered flyers below enter my thermal, and not long after, climb to my altitude. As they approached, I realized what I had thought was a hawk and a smaller bird was actually a golden eagle and a hawk. Since we rarely see eagles in this area, it was only as they approached that I could appreciate the eagle’s majestic seven-foot wing span and identify the white spot on its tail indicating it was a young bird, still learning to maneuver its new aerial realm. The eagle seemed unconcerned with the pursuing hawk, just curious about the large, brightly colored flyer whose thermal it had joined. Instead of climbing past me or keeping its distance, it moved closer and stayed at my altitude to investigate. For several minutes, the eagle flew in effortless formation with me, all the while shadowed by the hawk. This magnificent bird soared a few feet off one of my wingtips and, then, off the

other. I had to crane my neck to view it when it studied me from behind. But it was the eagle’s turn to crane its golden neck when it flew in front of me, while inspecting my Dacron wings and meeting my inquisitive gaze with its own. Then, suddenly, with curiosity apparently satisfied, it flew off toward Miller Peak, the hawk continuing the chase. For a brief moment I thought of following but decided against it. This was not like my previous encounters with raptors. With other birds, I had simply shared the same areas of lift. But this eagle had chosen to connect with me as no other raptor had. Our encounter had been on the eagle’s terms, and I wanted it to stay that way. So I continued my circling, as I watched the young eagle and pursuing hawk disappear in the distance. I experienced a profound sense of serenity for the rest of that flight. After landing, I searched the sky for my winged companions, but could not find them. I only spotted some turkey vultures above and some ravens playing near the Reef. So I packed up my glider, barely noticing the hot afternoon sun or the cars rushing down the nearby highway. My thoughts were thousands of feet above, still circling in the cool mountain air with the eagle and the hawk. With no motor and only cloth for wings, I had flown on nature’s and the eagle’s terms. And for a few moments I had been allowed to join them in the realm of the raptors.

Sharing its DNA with both the Boomerang 9 (competition class) and the Atlas (easy intermediate class), the Carrera is a performance wing that offers sporty handling and real-world performance in a highly accessible package. The Carrera replaces the Tribe (EN C) in our paraglider range. Featuring Equalized Pressure Technology (EPT) from the Boomerang 9 and Atlas, everything about the Carrera is designed with maximum efficiency in mind. An exceptionally clean sail provides precise handling and progressive, "gentle-but-firm" feel, ideal for those long thermalling flights. Great informative feedback in thermals and transitions, helps you pick the best lines. Yet at the same time, it damps out turbulence very effectively, allowing you to concentrate on your next move. Order yours today!

Beamer 3 Steerable Reserve

New Gin Verso • Light Weight, Reversible Harness/Backpack in One

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Naviter Oudie 3

Personal Gliding Assistant provides everything a pilot needs in one simple package.

$1000

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$ 4100

Advance Access 3 Air • Light, Comfortable • Compact • Hybrid Air Bag

$900