Hang Gliding & Paragliding Vol44/Iss03 Mar 2014 by US Hang Gliding & Paragliding Association

MARCH 2014 Volume 44 Issue 3 $6.95

HANG GLIDING & PARAGLIDING MAGAZINE

YEARS of

Alps often includes glides by crosses on summits | photo courtesy Red Bull. MEANWHILE, Over Rock â&#x20AC;&#x2DC;n Roll Corner with Mount San Gorgonio 26 miles off and San Jacinto at 45 miles | photo by Jonathan Dietch.

WARNING

ON THE COVER,Â Flying in the

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.

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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.

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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

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

COPYRIGHT Copyright (c) 2014 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

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Staff Photographers John Heiney, Jeff Shapiro

MARCH 2014 FLIGHT PLAN

PILOT BRIEFINGS

GALLERY

CENTERFOLD

RATINGS

CALENDAR

CLASSIFIED

THE 1

10 2013 USHPA Awards

Get Your Glider Ready For Flying Season

The cream rises to the top.

by RICH JESUROGA

by C.J. STURTEVANT 28

Transition HG401 Techniques and Concepts

by RYAN VOIGHT

36 Beyond the Scoreboard 

Point Rat A Friendly Community Event

Flying the 2013 Paragliding World Championship.

by ARNOLD FRANKENBURGER

by MICHELLE McCOLLOUGH 54

Thinking Outside the Blocks PartV: Speed-to-fly Reality Check

by DENNIS PAGEN

48 Cross-country League Northern California's 2013 season.

by JUGDEEP AGGARWAL

Make memories. Donâ&#x20AC;&#x2122;t dream them.

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FLIGHT PLAN M

artin Palmaz and I recently attended the Outdoor Retailer show, which offers a peek at the plethora of gadgets retailers will stock on their shelves in the coming year, and where trends in the outdoor industry are debated, and, some suggest, formed. One aspect of free flight often considered a negative when discussing our sports as they relate to other recreational pursuits is the time commitment. For example, pilots get to the hill but are unable to participate in the activity due to a various number of reasons ranging from weather to land-use issues. But (yes, you knew there would be a but), don’t the "times in between" add significant value? Assuredly, the peak experiences of an activity are what deeply satisfy our needs on a number of levels, but I postulate the times in between are when the deepest reflection and growth occur. These in-between times are when we develop and share our common history in a sport that is essentially a solitary endeavor. Hang gliding and paragliding do take more time to participate in, generally, than many other sports, but that should not necessarily be considered a weakness. In this increasingly high-paced world in which we reside, a sport that demands more time and commitment might be just what the doctor ordered. The March issue features C.J. Sturtevant's annual USHPA awards article, a rundown of who went above and beyond in free flight, and in our association, for 2013. As always we hope you’ll take a look to not only celebrate 2013's winners but also to consider who in your community would be a worthy nominee for 2014.

This issue is focused around education, mentoring, and competition. Ryan Voight continues his HG401 series, this time offering insights on transitions, or working from prone to upright. Dennis Pagen chimes in with the fifth installment of his Thinking Outside the Blocks series, this month demystifying the principles of MacCready’s speed-to-fly theory. Jug Aggarwal provides the details on last season's Northern California League Meet, which has been successfully running for years now. Jug does one of the best jobs in the world at hosting informal, fun, and competitive events on weekends all through the summer. If you live anywhere near these events, make a point of taking advantage of these unique opportunities to fly with friends on the weekend while getting an informal thermal clinic from following the gaggle around the course. On the competition scene, USA team member Arnie Frankenberger sends a synopsis of the 2013 Paragliding World Championships in Bulgaria where our team struggled in tough conditions, and Michelle McCullough reports from the Point of the Mountain, Utah, where a new race series is taking the North Side by storm. We've packed this March issue full of stories that can teach, inspire, entertain or inform. Hopefully something resonates, and sends you on an adventure or sharpens your skills or helps pick an award winner from your community who we can celebrate on a national level in 2014!

Photo by USHPA's award-winning photographer Rebecca Bredehoft.

left

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PILOT BRIEFINGS 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

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2015 is the year of YOU. SEND US YOUR CALENDAR PHOTOS.

Mark Forbes, Treasurer treasurer@ushpa.aero

REGION 1: Rich Hass, Mark Forbes. REGION 2: Jugdeep Aggarwal, Josh Cohn, Jon James. REGION 3: Corey Caffrey, Dan DeWeese, Alan Crouse. 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, Larry Dennis. REGION 10: Bruce Weaver, Steve Kroop, Matt Taber. REGION 11: David Glover. REGION 12: Paul Voight. 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.

Because you're awesome!

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.

Go to www.ushpa.aero/calendarproject.asp for details. HANG GLIDING & PARAGLIDING MAGAZINE

ASSOCIATION USHPA's 2013 Award Winners The Cream Rises to the Top by C.J. Sturtevant If you’re old enough to remember the days before milk was homogenized, you’ll know what I mean: The top several inches in every bottle of milk delivered to your door by the milkman was a layer of thick, rich cream that, if you knew what was good for you, you did NOT pour off onto your cereal before your parents came down for breakfast! That cream had to be shaken up and mixed in with the rest of the milk every time before serving; if somebody skimmed it off, everybody else was left with a thin, pale, weak substitute for the real thing (sorry, all you skim-milk drinkers...) And so it is in our flying communi-

HANG GLIDING & PARAGLIDING MAGAZINE

ties. It’s the cream of the hang gliding and paragliding crop that, shaken into the general mix, keeps the whole group robust, full of energy, worth paying attention to. Each year at the fall BOD meeting, the USHPA Awards committee reviews the many dozens of emails from pilots who realize that their flying buddy is someone who enriches the entire community. The committee members discuss the nominations, perhaps add their own personal knowledge of candidates, and then select the nominees they feel are most deserving of recognition. This is never an easy task, as the nominations make it plain that each and every nominee is perceived as the “cream” in his or her own club or group, or within

the entire hang gliding and/or paragliding community. Eventually, consensus is reached, and the award-winners are named. Here’s the 2013 list.

Photographer of the Year Ask anyone who pilots a hang glider or a paraglider what most captivates them about flying, and you’ll almost certainly get some variation on the theme of our unique visual perspectives, the scenic beauty of the places we launch from and fly over. The Bettina Gray award is presented each year to a photographer who best captures the spirit of free flight in his or her images. This year, however, the Awards committee, unable to rank the photos of one talented lady above the other, declared a tie and named both Desiree Voight and Rebecca Bredehoft as the 2013 Bettina Gray Photographers of the Year. Their expertise and vision

More fun, Less Work. Photographers Desiree Voight (left) and Rebecca Bredehoft (right). LEFT Videographers Eric Blum and Chris Hilliard. OPPOSITE

magazine as well.”

BEST PROMOTIONAL VIDEO

are clearly displayed in the selection of their photos included at the end of this article. Desiree Voight has been totally immersed in the hang gliding community for many years. Being a pilot herself, as well as the wife of a pilot, daughter-inlaw of one of hang gliding’s icons, and occasional driver, Desiree has frequently found herself in the right place at the right time with the right vision to capture many world-class hang gliding and paragliding photos. Her nominators indicate that she has a great eye for those “magic moments” in hang gliding, and point out that her constant presence in the flying community allowed her to capture the “day-in and day-out operations” of her former home site at Point of the Mountain. Desiree’s photos have been published in USHPA’s magazine and calendar, and in numerous other publications that showcase free flight. Rebecca Bredehoft seems to be always on the road, traveling to sites around the globe to compete or fly recreationally, and she always has her camera close at hand. A nominator describes her images as “a mixture of unbelievable composition, texture and technical ability that create a true feeling of place and our sports. She frequently contributes to Cross Country magazine’s eye-candy pages, and has had numerous photos published in Hang Gliding & Paragliding

More and more these days, pilots are using video to showcase the many aspects of our sports that still photos cannot capture. A few years back, USHPA created the Best Promotional Video award to recognize the videographer whose work meets the highest standards in aesthetics, originality, and professionalism, and portrays hang gliding or paragliding in a positive light and in a manner that will captivate both pilots and the general public. The 2013 award goes to Eric Blum and Chris Hilliard, co-producers of Sierra Safari. Extreme mountain paragliding and vol-bivouac flights are beyond the skill level and endurance of the majority of pilots. But even if there’s no chance we’ll ever get there, this video brings us right into the picture; with only a bit of imaginative effort we can experience the exhilaration of flying over spectacularly remote areas, or experiencing the gut-wrenching trepidation of those moments when only the utmost skill and a good dose of luck keeps the situation from going really bad. “Breathtaking scenery, professional photography, gutsy paragliding,” wrote one nominator, but there’s a greater depth to this film than those terms can convey. View the video online at https://vimeo. com/m/55400127 to see for yourself. The USHPA Awards committee unanimously and enthusiastically selected Sierra Safari as the Best Promotional Video of 2013.

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HANG GLIDING & PARAGLIDING MAGAZINE

LEFT Rob Kells Memorial award-winner, Steve Pearson. BELOW Jon Stallman, recognized for exceptional service.

Rob Kells Memorial Award It’s highly unlikely that any hang gliding member of this association is unaware of Steve Pearson’s too-many-to-list contributions to the hang gliding scene in the US and around the world. His many nominators wrote pages about Steve as a driving force in the evolution of hang gliding over more than three decades. Here’s what some of them have to say: “Steve’s contributions to the myriad Wills Wing designs over more than 35 years have resulted in the safest possible evolution of glider design progression, literally (in my opinion) allowing the sport to survive.” “Steve has devoted his life over the last four decades not only to improving the safety, user friendliness and performance of hang gliders but has unself-

HANG GLIDING & PARAGLIDING MAGAZINE

ishly made himself available for advice to uncounted pilots over all these years.” “Steve designed the Condor trainer, the Falcon and the new Alpha, all of which have been instrumental in making learning to hang glide easier, safer and more fun.” “It would be hard to find a member who hasn’t flown a glider that Steve wasn’t involved in designing. His deepdown interest in what we want as pilots is evident in how he listens to others and continues to be caring yet professional in all aspects.” “My personal faves regarding Steve include his making the Falcon at a time when common sense indicated singlesurface was dead—yet it revolutionized our training, making it safer by a great amount. Equally significant is his very professional documentation (manuals)

for the gliders, which make us dealers and repair guys look good.” “In the last two decades, Steve has revolutionized hang gliding training, making entry to the sport easier than it had ever been before, which has possibly done more to grow the sport than any other individual ever has. Steve has bettered the sport in nearly every aspect of hang glider design, from performance to handling to ease of use, but it is his work to make the sport easier and safer, and more fun for new pilots that is most notable, and makes him totally worthy of the Rob Kells Memorial award.” “Steve has made a lot of people’s dreams come true, and to him we not only owe an award of this nature and prestige, but also a huge debt of gratitude. When I fly, I feel like I have wings sprouting from my back—I don’t feel like I am piloting some aircraft. It takes a very special combination of features to produce that feeling of intuitive and natural flying. “ Because Steve’s dedication toward making hang gliding fun, safe, accessible and rewarding for pilots of all skill levels is closely aligned with Rob Kells’s philosophy, USHPA finds it so totally appropriate to present the 2013 Rob Kells Memorial Award to Rob’s friend and business partner, Steve Pearson.

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Exceptional Service “Our sites are what keep our sports alive,” declared one of Jon Stallman's nominators, and then he and several others began enumerating the many ways Jon has been instrumental in keeping free flight alive. Here is an abbreviated list of what convinced the Awards committee that Jon has indeed offered exceptional service to the pilot community over the years. *In a project that spanned over three years, Jon developed the Bidwell Park site in Chico, California. He worked patiently and meticulously with city officials to change a local law, and conducted the required environmentalimpact and risk-mitigation studies. *After a fire swept through the Potato Hill site last year, closing it to paragliding, Jon worked closely with the US Forest Service to “reinvent” this popular thermal site, and started a fund-raising project to pay for the improvements. Within an amazingly brief period of time, he’d raised over $3300 to help pay for expanding the existing launch area, erecting a shade structure and, as one nominator puts it, “installing fancy European-style turf over the entire launch.” He also organized volunteer work parties to provide the sweat equity. Finally, he negotiated access to property that provides a significantly larger and safer LZ. All of this with “unbelievable optimism and good humor.” “Characters like Jon are rare,” observes one nominator. “Free flight cannot survive without the likes of Jon to put the effort into developing and preserving our flying sites.” The Awards committee agrees, and enthusiastically presents Jon with USHPA’s 2013 Exceptional Service award.

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PG Instructor of the Year Jesse Meyer's students heaped praise

on every aspect of his instructional style. They were, of course, impressed with his patience, focus on safety, the extent of his knowledge of the fine nuances of paragliding, and his ability to encourage students to stretch their boundaries without losing the “safety first” priority. But Jesse’s style included many more perks for his students. He organized numerous trips to a variety of flying sites that many students found especially beneficial. One student relates, “Despite

HANG GLIDING & PARAGLIDING MAGAZINE

the group often being quite diverse, with many different skill levels, Jesse managed to set up those trips so that everybody got something out of it and pushed on his or her personal limits.” Another adds, “He introduced me to a lot of his flying friends so we can fly together and learn from each other.” Several students pointed out Jesse’s frequent presence at the Bay Area flying sites, and identified him as a significant role model: “He is consistently at multiple flying sites, both thermal and slope-soaring, and is a true resource to

Paragliding Instructor of the Year, Jesse Meyer. RiGHT Hang Gliding Instructor of the Year, Mitch Shipley. LEFT

the entire Bay Area flying community.” One pilot, who’s been involved in aviation for nearly his entire life but only recently came to paragliding, compared Jesse to the numerous instructors he’s encountered over his flying career, and concludes Jesse is “without a doubt one of the best instructors I’ve had in my aviation career.” Just about every one of Jesse’s numer-

ous nominators cited his positive, friendly, cheerful attitude, and his love for paragliding, as major qualifications for this Instructor of the Year award. “His passion comes through in his teaching methods, and students always leave the training hill with a smile.” Jesse has clearly brought into the paragliding community a well-trained cadre of enthusiastic and safetyoriented pilots, and in recognition of his outstanding instruction, USHPA names Jesse Meyer the 2013 Paragliding Instructor of the Year.

Hang Gliding Instructor of the Year Mitch Shipley was nominated by both entry-level students and by experienced and “lapsed” pilots who came to him for refresher instruction. Pilots of all skill sets identified Mitch’s thoroughness, patience, breadth of material covered, ability to make complex subjects understandable, and willingness to share personal experiences relevant to the student’s situation as reasons for naming Mitch Instructor of the Year. Several students found Mitch’s classes “demanding and incredibly thorough” but added that Mitch’s teaching style made his lessons challenging but not intimidating. “He taught me to be vigilant, to make safe decisions and, through his infectious love the sport, never to lose sight of how magical hang gliding is,” said one student. Another said, “Safety is his first priority, and he imparted that aspect as a non-optional approach to flying hang gliders. Team Challenge participants, both up-and-coming pilots and experienced XC flyers, benefited from Mitch’s teaching and mentoring sessions during the 2013 event. He “gave of his vast knowledge and experience in the form of clinics with video reviews and lectures on everything from landing and launch techniques to XC planning and execution.” Mitch designed, constructed and

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HANG GLIDING & PARAGLIDING MAGAZINE

LEFT USHPA Chapter of the year, the Southern Para Pilots. RIGHT Santa Barbara Soaring Association webmaster, John McMahon.

operates an electric tow system, the ElectraTow, to teach launching and landing skills to students who have no access to a training hill. New pilots cited the ElectraTow as a major stressreducer in transitioning from tandem aerotows to solo flight. Mitch brought the ElectraTow to the Team Challenge, and one experienced pilot who took advantage of Mitch’s landing clinic finds that he’s “landing the ATOS VR beast better than ever” after reviewing with Mitch the videos of his landings. “Mitch is a gifted fella who gives this sport so much more than he gets back,” says an experienced pilot who has benefited from Mitch’s clinics. “I hope you recognize him as the Instructor of the Year. He deserves it.” USHPA agrees, and applauds Mitch’s many contributions to the growth of hang gliding by naming him the 2013 Hang Gliding Instructor of the Year.

Chapter of the Year Compared to its rapid expansion throughout the western states, paragliding got off to a slow start in the East, but thanks in part to the Southern Para Pilots there is now a strong cadre of

HANG GLIDING & PARAGLIDING MAGAZINE

active paraglider pilots who enthusiastically take on all the tasks that make for a strong flying community. The SPP’s board and members are always looking for creative and interesting ways to promote safety and education. For example, the club hosts an annual parachute repack clinic, where participants assist in the packing process to learn the procedure and gain a better understanding of how a reserve parachute functions. Also, a member who is a trained arborist conducts a tree-rescue clinic each year, since, as one nominator puts it, “the majority of our flying sites have an abundance of trees.” Participants learn the safest way to land in a tree, and how to self-rescue if that is a reasonable option. Retaining sites and gaining access to new ones is also high on the club’s priority list. Two new sites, Whitwell PG and Hensons Gap in Tennessee are, one nominator points out, “sister sites to sites belonging to the Tennessee Tree Toppers, and there seems to be a new-found friendship forming with the hang glider pilots. We are learning from them, and they are learning from us.” These new sites were cleared, and are maintained, by the Southern Para

Pilots. Although the Tater Hill Open, held each summer in Boone, South Carolina, is not a club event, the SPP is one of the main supporters of the event. This nonsanctioned event is immensely popular with both novice pilots and those with extensive XC experience. It’s not unusual for SPP pilots to come out on top in both the sport and the open class— with more than 70 members from five states, the club can field a strong team at every skill level. Club members offered several interesting data bits about the SPP. Among those 70 members are 10 married couples who fly together; the youngest member is a 17-year-old P-4 who began flying at age 9, and the oldest is in his 80s; members call 12 different countries (on every continent except Australia and Antarctica) “home.” The Southern Para Pilots welcome visiting pilots, and invite any USHPA members traveling to the southeast states to come fly with them. The club website, southernparapilots.org, includes information about the club, their managed sites, and how to contact a club member to go fly. For the club’s numerous and varied contributions toward growing the sport of paragliding in the southeast, USHPA recognizes the Southern Para Pilots as the 2013 Chapter of the Year.

Website of the Year Southern California pilots enthusiastically endorsed the newly redesigned Santa Barbara Soaring Association

(SBSA.info) website as “incredibly userfriendly, with beautiful graphics and design.” One of the favorite features is the chat box, in a prominent position on the home page, and obviously a popu-

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MPHSPORTS.COM lar tool for organizing the where’s and when’s and who’s-got-a-driver details on any flyable day (which is every day in SoCal, right?). Nominators listed easy access to relevant information, a blog feature for sharing photos and flying stories, smartphone compatibility, weather links, and connection with tweets from local schools that facilitates arranging rides to launch. “We live in a fantastic part of the country, and we are fortunate now to have a fresh, new and informative website to reflect our level of interest and showcase the fun and scenery we all love and share here in southern California,” says one nominator. “When I can’t get out to fly, at least I can couch-fly with my smartphone,” quips another. “There are new posts every week, if not every day, of people sharing their experiences flying in Santa Barbara, posting informative articles and more. It has really become a ‘hub’ for our club,

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thanks to the web designer and his immense amount of input to the project.” Visit SBSA.info to see what these pilots are raving about, and to understand why the Awards committee has selected webmaster John McMahon and his newly redesigned site for recognition as USHPA’s 2013 Website of the Year.

COMMENDATIONS Commendations are awarded to pilots whose local communities and/or flying buddies have singled them out for recognition of service above and beyond the norm. Paul Blood has taken it upon himself to maintain both the launch and the LZ at the Ellenville (New York) flying site. In order to keep the LZ groomed to golf-course standards, he championed a fundraiser to purchase a triple-finish mower and tractor, and mows several hours each week. The Ellenville flying community is grateful to Paul for their country-club-caliber flying site. Rick Brown is an instructor with the Rochester Area (New York) Flyers club who stands out for his attention to detail and commitment to safety, both with students and experienced pilots. He’s also the main man in assuring the club’s equipment is not in need of repair or replacement. Nominators cited his “infections enthusiasm” and “playful delight” about hang gliding, and his “generosity and dedication to the sport of hang gliding” as additional reasons for awarding Rick a commendation. Niels Dachler has filmed and placed into the mainstream media more freeflight material than any other member in the history of USHPA. An employee of a major broadcasting network, Niels is in position to portray hang gliding and paragliding in a positive, upbeat light, and he does so tirelessly. Rich Hass, as USHPA president, considers it part of his presidential responsibilities to help keep sites open and accessible. His local community,

HANG GLIDING & PARAGLIDING MAGAZINE

however, sees Rich’s dedication to his home site, Tiger Mt., to be far beyond any presidential duties. Rich devotes many hours on a regular basis to interfacing with the various entities who control the launch, the LZ, access to both of these and the airspace we fly in. It is thanks to Rich’s superb negotiating skills that a road-widening project was kept from narrowing the LZ to where the challenges of simultaneous landings of paragliders and hang gliders would be beyond the comfort levels of most pilots. Judith Hutchinson, pilot and MD, was on the scene of a serious paragliding accident and immediately leapt to action. Using her medical skills she

LEFT, TOP TO BOTTOM

Commendations: Paul Blood, Rick Brown, Niels Dachler, Rich Hass and Judith Hutchinson. ABOVE Tony Lang and Todd Weigand.

stabilized the victim and helped coordinate emergency medical support, while providing significant emotional comfort to the victim, whose injuries were sufficiently extensive to require air evacuation to a level 1 trauma center. Judy remained many hours at the hospital to serve as advocate for the patient while other support was being located. One nominator says, “It is not the medical skill and level-headedness that I would like USHPA to formally commend as much as Judy’s immediate, sustained and selfless impulse to do whatever she could to mitigate the suffering of the victim. Judy was an element of practical positive energy during an entirely awful event.” Tony Lang has for several years spearheaded the fundraising efforts to garner the cash needed to send the US paragliding teams to the world championships and to the X-Alps. Anyone who’s ever taken on responsibility for raising money for any cause knows what a challenge it is to reach a financial goal; Tony’s fundraising drives have successfully financed the US paragliding teams’ competition expenses for the past several world meets. Todd Weigand persevered through many years of negotiations with the US Forest Service to improve the somewhat sketchy launch at Mt. Howard, near Joseph, Oregon. Accessed by the Mt. Howard tram, this 8200’msl launch was originally rough, rocky, constrained by trees, and considered suitable only for the most skilled pilots. Todd obtained permission and organized the efforts to make the launch more user-friendly by removing rocks and trees and spreading truckloads of topsoil. A fly-in last October to celebrate the newly improved launch was compromised by an early snowstorm, but Todd assures us that, once the snow melts out in the spring, Mt. Howard’s launch will be open and available for safe launching by a wider population of pilots.

Recognition for Special Contribution Ginger Zee, a meteorologist who ap-

pears daily on ABC’s Good Morning America, has brought 21st-century hang gliding and paragliding to a national television audience through her on-thescene filming of her free-flight adventures. She’s taken tandem paragliding flights in Valle de Bravo (Mexico) and in Colombia, been parahawking in Nepal, and flown tandem on a hang glider at Lookout Mountain (Georgia). Her bubbly personality, and her presentation of free flight as a bit edgy and intimidating but so totally worth doing, has seriously damaged the long-standing (but no longer deserved) reputation of hang glider and paraglider pilots as adrenaline junkies with a death wish. USHPA is extremely grateful to Ginger Zee for providing her audience an opportunity to experience the fun, the excitement, the magic that free flight offers those who choose to step off into the air, and is pleased to award her the 2013 Recognition for Special Contribution.

PRESIDENTIAL CITATION USHPA’s most prestigious award is the Presidential Citation, and its recipient is determined not by nominations or committee consensus but (as the name implies) by the president of our association. Rich Hass selected Dick Heckman as the 2013 recipient of this award, and everyone who has known and worked with Dick over the past several decades enthusiastically endorsed Rich’s choice. Dick’s many contributions—chairing BOD committees, serving as USHPA president and as our delegate to the FAI, and working tirelessly on a huge variety of projects and committees—deserve more than a paragraph or two in this article. If you don’t already know this active and energetic octogenarian hang glider pilot, you’ll be introduced to him in a future issue of this magazine.

ABOVE

Meteorologist Ginger Zee.

hances are, as you were reading through the accomplishments and contributions of these awardwinning pilots, you realized that someone in your flying family has done something equally worthy of recognition. The Awards committee is accepting nominations for the 2014 awards right now, and it’s easy and straightforward to complete a nomination online. Go to http://ushpa.aero/award_info. asp for a full description of each of the awards, to http://ushpa.aero/emailaward.asp to submit your candidate’s name and contributions, and to http:// ushpa.aero/award_recipients.pdf to download a (somewhat incomplete) list of the award winners since 1972. Nominations are accepted until early October, but if you don’t do it now, or post a reminder to yourself, the opportunity to let someone know his or her work is valuable and appreciated may slip by (at least until next year). Your nomination is not a “vote” for a candidate; rather, your description of why you consider this pilot worthy of recognition provides the information the committee needs to make an informed decision.

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Photos by Desiree Voight 21

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Photos by Rebecca Bredehoft 23 HANG GLIDING & PARAGLIDING MAGAZINE

Get Your Glider Ready For Flying Season

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by RICH JESUROGA

s the sun climbs higher at winter’s end in the northern hemisphere, its increasing angle of incidence on the earth begins to warm the approaching springtime seasonal airmass. With the flying season rapidly approaching this is a perfect time to thoroughly inspect and perform annual maintenance on your hang glider. While it is important to follow your manufacturer’s maintenance recommendations, there is no substitute for having your dealer perform an annual inspection together with you. As a flex-wing pilot I’ve limited my discussion here to flex-wing gliders and broken down inspection and maintenance items into three basic categories: sail, hardware, and cables. I am not an instructor or a hang glider dealer. Instead, I contribute the following article after several decades as a flex-wing pilot with the desire to contribute to your safety. While I cover a broad range of inspection and maintenance items, you must consult with your manufacturer’s owner’s manual for your specific glider.

The Sail Today’s hang glider sails can be made of various types of Dacron, mylar and/or a blend of layered materials that make up the skin of our aircraft. With every flight the sail gets unrolled, exposed to the sun’s UV radiation, sand, dirt, and sea salt (along coastal areas), and rolled back up again. Over time abrasion of sail material commonly occurs out near the tips from contact with the ground and along the leading edges, particularly from pilots still honing their landing skills. It’s no surprise that the sail takes

a lot of abuse. To inspect the sail, start with the glider completely set up, the crossbar haul-back tensioned and tip wands (if applicable) installed. When inspecting my glider I start at the nose and walk down one leading edge, go along the trailing edge and then back up along the opposite leading edge back to the nose. I start at the nose cone, checking not only the sail material around the area, but also the quality of the Velcro attached to both the nose cone and the sail. Run your hand down one leading edge feeling for loose stitching, small rips, tears, or broken fibers from PX materials. Loose threads or minuscule tears in the leading edge sail are usually not a concern and can be easily patched. Your dealer, however, should inspect larger rips or tears. Carefully check for abrasion around the tips, particularly on the outside and undersurface around the tip wands. I also carefully check the cam lever bolt attachment for abnormal wear on the undersurface. Once the inspection of the tip area is complete, inspect the trailing edge. Look carefully for threads coming loose, and holes or small tears near the trailing edge of your glider. The sail’s trailing edge is highly stressed and your dealer should inspect any anomaly in sail material in this area. After inspecting the other wing tip, move up along

the opposite leading edge going back toward the nose. This is also a good time to lubricate stubborn undersurface zippers. I use a silicone zip stick (found on the web) to lubricate undersurface zippers. Closely inspect the sail-mount webbing and grommets. Once the sail is inspected and zippers are lubed, I clean the sail. To clean the sail, use water and a cotton cloth or very soft brush. A weak solution of Simple Green (one part Simple Green to eight parts water) can be used on Dacron material that is particularly soiled. It’s important to rinse the sail completely. Do not use a high-pressure hose on the sail. Do not use well water if your water contains lime or if you’re using a water softener. Find another clean water source. Lastly, you can use Dacron sail tape to patch a small tear or hole in the sail—so long as it is not near the trailing edge. For small sail repairs I’ve used Bainbridge Dacron Sail Repair Tape (available on the web). Further, I’ve used sail tape to cover and protect areas out near the wing tip that have begun to show abrasion. If you have areas on your sail that need attention, there is no substitute for you and your dealer inspecting your glider together.

The Hardware When our gliders are set up, we can

Launching from Crested Butte. Photo by Susan Jesuroga. BELOW With the sail detached from the rear leading-edge, it is possible to inspect the leading-edge tubes through the sprog pockets and undersurface center zipper.

OPPOSITE

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easily appreciate their good looks and sleek design. However, sometimes we may not fully appreciate the intricacies of the airframe underneath the sail. No annual inspection would be complete without a comprehensive examination of the glider’s airframe and hardware. Depending on your glider, a complete “sail-off-the-airframe” inspection

The upper and lower nose plates should be flat and symmetrical with each other, sail-attachment webbing should be clean of frays, Velcro sticky-back hook-and-loop material should work almost as well as new. Use a very stiff brush to clean Velcro “hooks” material. BOTTOM Cut and round the corners when using sail tape to repair small tears in the sail.

ABOVE, TOP

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provides you with the ultimate checkup of your glider’s structure. Note, however, that if you have an advanced glider that uses two sprogs per wing, it is possible to inspect the entire airframe without removing the sail. To do this, lay the glider upside down on saw horses, detach the sail from the rear leading edge and simply and carefully manipulate the sail leading-edge pocket to inspect the entire leadingedge tubing through the sprog pockets and the undersurface center zipper. Similarly the crossbar can be largely accessed through the undersurface center zipper. Check each tube for creases, dings or dents. While you can inspect the outer surface of advanced materials such as

carbon fiber, it is not possible to ascertain the structural integrity of a carbonfiber component of your glider through a simple visual inspection. It is best to contact the manufacturer of your glider if you have a question about a carbonfiber component on your glider. Also note that airframes made from 7075 T6 tubing are far more susceptible to corrosion from salt water than 6061 T6 aluminum used in earlier model gliders. If your glider has been exposed to salt water, or if you’re a routine coastal flyer, consider pulling the sail from your glider, giving it a thorough inspection and fresh water flush (particularly through the inner tubing). In addition to the airframe, check the other hardware components on your wing. Check all the bolts along the nose plate and leading edge/crossbar junction, and check that the plates are straight and symmetrical. Be sure to inspect the wear on your hang loop and the hang loop attachment to the glider. If you have a kingpost glider, check the center bolt of your kingpost and ascertain that the bolt hole in the keel is not elongated, particularly if you’ve had hard landings. Check the crossbar center section hardware, bolts, and the crossbar hold-down cable. Remember to check the haul-back cable attachment for wear or kinks in the haul-back cable. Also check the control bar apex attachment bolts. Check the VG block, the VG rope, and that all pulleys function properly. Sight down the downtubes to be sure they are straight. The control bar’s corner brackets are a key structural component of your glider, yet they are most susceptible to damage from the ground, particularly from less-thanperfect landings. The ball lock pins that are used to secure the downtubes to the basetube control bar corner bracket are critical to the structural integrity of the glider. If a ball lock pin is hard to remove it’s possible that it is bent, and the glider should not be flown until it

and the corner bracket are replaced. Are the markings on your VG cord fading? Now is a good time to redo them with small marks using indelible ink. If your glider is equipped with sprogs, insure that they are straight and within factory specifications. Depending on where you fly, springtime air can be turbulent and you’ll be grateful knowing your dive sticks are within specs if you encounter rowdy air. Check your owner’s manual to determine how to correctly measure sprog settings. If your glider utilizes reflex lines for pitch stability, check your owner’s manual to determine the exact length of your reflex lines as your sail may change shape with age. If the lengths of your reflex lines are outside the manufacturer’s specification, consult with your dealer before flying your glider. Check the upper-surface ribs against the batten profile template and true them accordingly.

Liberty

The Cables While the sail provides the skin to our aircraft and the airframe its structure, the steel cables are critical to the structural integrity of hang gliders and no significant loss in cable strength can be tolerated. The cables are tensioned, de-tensioned and rolled or stowed each time we set up, fly, and break down. This inherently introduces some degree of cable fatigue. Even a single broken strand can significantly compromise the integrity of a cable. But more important, a cable that has been bent severely enough to have taken a permanent curve when de-tensioned, no matter how slight, must be replaced before the glider can be flown again. Repeated tensioning/de-tensioning of the cable will induce fatigue at that part of the cable that has been compromised and it might at some point fail. Check all cables and be sure all tangs are straight. If you have a tang that is bent, chances are you may have placed a load on the

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cable above what is considered normal. Replace it, and the corresponding cable on the other side of the glider. Lastly, the bottom side wires carry the highest load in-flight. Give them an extra look. When I’ve had a season of flights with repeated wire slappers due to turbulent conditions I replace my side wires. Check for wear on the haulback cables where they come in contact with other parts of the glider.

Conclusion There really is no substitute for you and your dealer inspecting your glider together. If you live in an area where you have a long winter layoff from flying, getting your glider out and meticulously going through it will help to get you back in the hang gliding mindset. On your first flight back, you’ll be confident knowing that your sail is in good shape, the airframe and hardware on your glider are sound and you are ready for the start of a new flying season.

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HG401

Advanced Techniques & Concepts

Transition by

he word “transition” can be used in talking about many things, but when we hear it in hang gliding it has almost an iconic meaning. We fly our gliders in the prone position, with our hands on the basetube. We land our gliders with our bodies upright, and our hands on the downtubes. To get from A to B we “transition.” As simple as that may sound, it ain’t! To better understand a topic, it’s useful to ask the W (and one H) question words: What, When, Which, Where, Why, and How. Who is a W word as well, but in this case that is obvious—you, me, whoever the pilot may be. Starting with WHAT—the transition is working from prone to upright. Does that mean body position, hand position, or both? If I keep my hands on the basetube but rock my body upright, have I transitioned? I would say no, because I can’t really flare with my hands on the basetube, so I can’t be done yet. How about if I move my hands to the downtubes but don’t rock my body upright? Again, I probably don’t want to land like that, so I can’t be done yet. So what I’ve come to realize is that “the transition” actually consists of two elements, sometimes done simultaneously, but often done at different times. Either way can be effective with practice; I use both, depending on the situation. WHEN to transition is an easy answer: The transition needs to be completed—both parts as described above— before it’s time to flare. Unfortunately that is not very specific… because that could be the moment before you flare, or 10 seconds after launching. To narrow it down let’s first think

r ya n voig ht

about when NOT to transition. There is a specific time in every landing where it is near impossible to maintain control of the glider and transition, and that is on final carrying additional airspeed. With airspeed comes bar pressure, and letting go with one hand while there is bar pressure results in at least a pitch “bobble” where the nose pops up, or worse still an accidental heading change—the one hand you’re still holding on and pulling in with is on one side of the control frame, pulling your weight toward that side and turning the glider. Knowing when not to transition, we can clarify that we want to transition either before we turn on final and then pull in for extra speed, OR near the end of the ground-skim phase of the landing when we’ve bled off the extra airspeed and are nearing trim speed and there is little or no bar pressure. WHICH is the next question we face, because we must choose—transition before final or after ground skim. Both have their pro’s and con’s and neither is a simple choice. Transitioning before pulling in for speed gets the transition done early, leaving you less to have to do while performing your landing. It does, however, come with a catch: Pulling in for speed can be more difficult when flying from the uprights. Notice I said more difficult and not impossible; it CAN be done. In terms of physics, the glider feels your weight hanging from your harness mains and hooked in at the hang loop. When flying prone, pulling in to full arm extension puts the basetube about at your belt buckle, which is just a little farther forward than your harness mains. When upright, we can pull in until the basetube contacts our body—and when it does, our harness mains will be just barely behind the base-

OPPOSITE Flying near the ground while prone means we still need to work a transition in before it’s time to flare—and if something goes wrong our injuries will likely be much worse.

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tube. The challenge comes in the anatomical workings of the human shoulder. In the orientation that we hold the downtubes while upright, it’s impossible to pull the downtubes back behind our shoulders. This “problem” is exaggerated in singlesuspension harnesses that do not get our bodies as upright, because it means our shoulders are quite a bit farther forward than our harness mains, and the limits of our shoulders only lets us pull in a little bit. There are a few common “solutions” to this: Because of the rake of the control frame, holding the downtubes a bit lower when pulling in (but returning your hands to shoulder level before flaring) moves our hands forward a little more, giving us a little more pull-in. This works better for some than others because of different body types and glider/control-frame sizes. For some, sliding their hands lower just puts their arms at full outward extension and doesn’t help them pull in at all, AND severely handicaps their roll control as well! But for some, this technique works wonders. Another useful “trick” is to use your lower body. Pulling in with our arms moves our body forward as a whole, but what the glider “feels” is moving the center of mass of our body, right? So if you pull in until your shoulders won’t let you pull any more, pulling your legs forward—albeit an awkward position—moves your body’s center of mass forward more, which

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tells the glider to fly faster. Looks funny, feels weird, but it works great! A third technique that can help is, instead of holding the downtubes in the conventional way—with your thumbs pointed up—move your hands onto the leading edge of the down tubes and with your thumbs pointed down. This makes it so you can “push” your body forward. This technique can achieve extreme speeds even in the upright position, but there’s a big catch: It adds another step into your landing sequence because you need to get your hands moved back to the trailing edge of the down tubes with thumbs up before you can flare. Personally I don’t favor this method, but some swear by it. There are a few other tricks too, but what’s most important is practicing all of this stuff safely IN FLIGHT. That means getting lots of ground clearance in smooth conditions and getting upright and figuring out what works and how you can fly fast enough from the uprights. Some body/harness/wing combinations can be a real challenge, but it’s a needed skill and worthy of the time and effort to figure it out. It IS possible, but like anything else, it takes practice. The other side of WHICH is doing your transition late, when the glider is at trim just before you flare. With our hands on the basetube pulling in is a much more natural movement, so many feel they have more control. I’ll agree it

is certainly easier to pull in this way, especially for someone who hasn’t put the time in practicing and working out how to fly fast from the uprights in their current gear configuration. (We all learned it at some point, but most of us fly different wings and harnesses now.) I also know that we’re human, and humans tend to like what they know, feeling most comfortable with things that are familiar. Once we graduate the training hills, we begin accumulating real airtime. Nearly all of this airtime is flying prone and on the basetube. As pilots fly more and more they become increasingly comfortable flying on the basetube, and flying upright doesn’t feel as nice. Physics and aerodynamics say we should have equal control over our wing whether upright or prone, as long as we can find a way to shift our weight effectively in either position. All that said, some choose to fly their entire approach from the basetube and move their hands up at trim right before they flare, and there’s

nothing “wrong” with that. It is a higher risk option, because it leaves us transitioning (flying one-handed) while we are low and slow, with very little margin for error or the unexpected. The MOST risk comes from still flying in the prone position near the ground—even if you prefer to pull in from the basetube, doing half the transition and getting your body upright helps minimize risk because if something goes wrong and you impact, at least you’re not doing it head first. A really nice compromise between transitioning early or doing it late is to get your body upright and move ONE hand to a downtube up high, and leave the other on the basetube. This “one-upone-down” position feels really secure in rough conditions, and feeling secure helps us stay calm and deal with things as they come up in a smooth and rational manner (which is very important!) WHERE can refer to “where do we transition?” as in up

OPPOSITE This pilot opted to transition after turning on final and before pulling in for extra airspeed. Now all she has to do is keep the wings level, round out, be patient through the ground-skim phase and wait for time to flare. Why make landing more complicated than that? ABOVE A look into competition pilot Dustin Martin’s transition in a single-suspension point harness. With his hands still on the basetube he rocks his body upright until the slider on the harness moves forward, and only then does he smoothly switch his hands.

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high or down low (see above), but I like to think of “WHERE I will put my hands.” Do I move the left one first, or the right? Am I going to try to move one hand and then the other right after, or maybe fly an extended period of the approach with one hand up and keep the other on the basetube? There are a lot of options here, and each has its situation. The big picture of what we need to accomplish never changes—we control the glider through an approach, carrying speed into a groundskim, and flare to stop our forward motion. What changes on nearly every flight and landing is what we need to do in order to accomplish that, and that is why there is no one way for all landings. WHY we transition seems obvious, but isn’t. Most think we need to get our bodies upright so that we get our landing gear under us. However, if you watch a properly flared glider, it rotates nose-up and the keel comes down almost vertical. When flying prone our bodies are roughly parallel with the keel, which means if we stayed prone through a perfect flare we would rotate with the glider and still land on our feet. BUT—as I mentioned earlier, flying prone near the ground is risky. Also, we have very limited flare authority from that low on the control frame, making timing critical (and unforgiving). With our hands on the uprights, we have much more authority, which means we have more margin for error should

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we need it. My friend Tom Lanning shared a great video on YouTube of some really talented pilots flaring from the base tube and doing no-step landings in no wind, even on mid-’90s high-performance gliders which weren’t the easiest to land. If you think we need to get upright to land on our feet, check it out. Make sure you watch Jonny Szarek not only flare from the base tube, but stick the landing while still zipped up in his pod harness. Anyway, we get upright to minimize risk, to make flaring easier and more forgiving, and in case we need to do a running landing because flaring isn’t an option anymore for whatever reason. Now we can actually talk about HOW we get the transition done! The thing to remember about the transition is that we are changing body position and orientation. We need to continue flying the glider as we do this, but also do it without unwanted control inputs. Imagine the glider is a giant bird. We want to accomplish our transition without the bird feeling a thing. Hang gliders are controlled by weight shift, and another way of saying “weight shift” is balance—the key to a smooth transition is keeping your body and glider balanced. There are times when we can let go with one, or both, hands because things are balanced, but there are a lot of times we can’t. The trick is finding—or even creating—those balanced moments. We also need to be realistic in how long or

frequent these moments are, and this is highly dependent on the conditions. In smooth conditions we might easily get a long enough moment to rock our body upright, transition one hand, and still have time to transition our other hand. In more turbulent conditions, we might need to rock upright during one balanced moment, switch one hand during another, and need yet a third moment to get the other hand up. If it’s really turbulent, those three moments are far apart, which means starting while up higher and giving ourselves more time—and a better chance—to complete the transition smoothly. Occasionally we don’t get the balanced moments we need, and we have to create one—which might make doing part of our transition AFTER we’ve pulled in for speed suddenly sound like a less-bad option than nearing the ground with both hands still on the basetube. A trick I was taught to keep the glider balanced while letting go with the first hand while there is still bar pressure is, before letting go, slide the

hand that is staying on the basetube over to the middle. This way you can use that hand to pull in without pulling your weight asymmetrically and telling the glider to turn. “The Transition” is, like much in aviation, something that SEEMS simple in concept, but proper execution is a real challenge. It is a time when a lot of landings go wrong, and one way to spot a truly skilled pilot—someone who is able to fly his or her glider though the entire approach, managing heading and airspeed, and making a complete body and control configuration change invisible. It is a skill that can always use more practice, and any improvements made improve our landing quality and overall safety. This spring, as I work off the winter rust, I will make a conscious commitment to focusing on my transitions, and I will practice them up high first. I’d encourage you all to join me, and encourage your friends to do the same. Smooth transitions and soft landings in 2014!

OPPOSITE Steve Pearson shows us the upright position a cocoon harness allows, which makes pulling in and flying the approach from the uprights much simpler. ABOVE Expert pilot Dave Gibson starts his late transition by moving one hand to the uprights before he even rocks his body upright. Not an easy feat— doing this smoothly requires a lot of practice!

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Scott Beery California Windmills

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BEYOND the SCOREBOARD by

A r nold F ra n k e n bur g er

Flying in the 2013 Paragliding World Championships

love flying paragliders and nowhere more so than in competition. Competition events can take you to far-flung corners of the world, surround you with like-minded pilots, and push your flying to the limits. The focus and intensity of competition paragliding can be immense, while also allowing for camaraderie between the competitors. There is nothing like battling in the air, followed by sharing stories and a beer later in goal. The shared rush is amazing. I havenâ&#x20AC;&#x2122;t been flying competitions for all that long, but I am totally hooked. The World Championships take competition paragliding to a new level. Every two years, countries from around the world send their best pilots to compete for the honor of calling themselves World Champion. Also unique to the event is the fact that you are not only competing on an individual level, but also as a member of a team representing your country. This year Josh Cohn, Nick Greece, Eric Reed, Arnold Frankenberger, and Marty DeVietti represented Team USA at the 13th World Paragliding Championship in Sopot, Bulgaria. Sopot is a unique flying site set in the Rose Valley region of Bulgaria, one hundred miles east of the capital, Sofia. The Rose Valley produces a large percentage of the worldâ&#x20AC;&#x2122;s rose oil used in perfume. The valley is bordered by the Balkan Mountains to the north and a smaller chain of hills to the south. The takeoff, situated approximately 3000 feet above

the valley floor, is accessed by a Cold War-era chairlift built to serve the employees of the nearby military plant. The plant is still in use; explosions coming from the test range can regularly be heard on launch. The takeoff is on the south-facing slope of the Balkan Mountains, while the prevailing wind in the region comes from the north. Lee-side flying is possible at the site due to higher mountains behind takeoff blocking the north wind and anabatic flow up the south-facing slope. The prevailing north wind, valley winds, and numerous

LEFT A start gaggle during the competition. ABOVE Eric Reed representing America at opening ceremony. Photos by Nick Greece

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mountain passes combine to create complex weather patterns with many convergence lines. The north wind has a tendency to wash through the passes and create regions of sink and turbulence in the local area. This flow, along with others in the valley, also serves to create convergence lines in a variety of places in the valley. Overall, these conditions make for a complex and, at times, unpredictable flying site. The unique meteorology and topology of the site led to some interesting flying and some memorable tasks. Twice, the start of the race saw us flying low and fast over beautiful terrain to the east of launch. Green hills and stunning peaks to the north made for a spectacular race setting, although the shallow slope and high speeds focused the mind on the task at hand and allowed for only brief moments to soak in the surroundings. The final glide during Task 4 also provided a unique experience. A convergence line set up along the course

between the last turnpoint and goal. The last 15 km of the race consisted of full-bar racing, along a line of lift and turbulence. After 15 minutes of white-knuckle hanging on to the B risers while trying to keep the wing open, I was happy to be over goal and able to relax. Sopot delivered another interesting and challenging day for Task 5, a 129-km flat triangle whose first leg took us to the west. The crux of the day turned out to be the decision of whether to follow the mountains on the north side of the valley or take the more direct route to the turnpoint. The direct route looked to be the fast and safe option, especially since we had been burned on previous days by sink near the mountains, created by the north wind. As it turned out, by staying high in the mountains the effects of the north wind could be minimized, making this the fastest line by 20 minutes or more. We didnâ&#x20AC;&#x2122;t predict this result while analyzing the

ABOVE Dennis Pagen opening the competition for the FAI. OPPOSITE Task meeting | photo by Nick Greece.

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task before the start. Even when we were unable to fly a task, due to wind over the back at launch, we were able to find unique flying opportunities. The team had a great evening soaring session on the beautiful grassy slopes of a nearby north-facing pass, which is topped with a monument to the military victory of 1878, when Bulgaria gained its independence from the Ottoman Turks. Flying in smooth ridge lift in such a stunning setting was a nice change of pace from the intensity of the competition. In addition to the flying, another enjoyable part of the event was sharing the experience with my teammates. Staying together, sharing meals, strategizing on launch, and working together on retrieve brought the team closer together and amplified the camaraderie that normally exists at competitions. Having the support of a team manager also added a new dimension to the Worlds. Rob Sporrer did an amazing job, allowing us to focus on flying. His organization of all of the logistics, ability to provide information along course line,

and excellent retrieves made a world of difference. But like everything in life, this sport has its ups and downs. The 2013 World Championships illustrated this fact. We had less than ideal conditions and spent long days on launch, waiting for the weather to improve and the north wind to subside. At least we were entertained on launch by dust devils pulling gear into the air and kids flying kites in the wind blowing over the back! Due to the conditions, we only managed five tasks in 12 days.

n the end, Team USA did not have a great result at the 2013 World Championships. A combination of mistakes, fickle flying conditions and some bad luck led to a result clearly below our expectations. We were 23rd out of 38 teams. There were a few positive results during the competition. In Task 2, the team came in 7th and Josh came in 3rd for the task. In Task 4, Team USA came in 3rd with all team members arriving at goal in good time and Eric leading the charge

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in 6th. Unfortunately, we failed to spread these good results around. In Task 1, none of team made goal, putting us behind the leaders by an insurmountable gap.

As disappointing as the result was, we did learn a few lessons in the process. Under the conditions, a more conservative strategy would have served the team well. Teams that were

ABOVE 140 pilots start the race from similar areas | photo by Nick Greece. OPPOSITE TOP The US Team. From L-R: Josh Cohn, Eric Reed, Nick Greece, Arnie Frankenberger, and Marty Devietti. Photo by team leader, Rob Sporrer. BOTTOM Goal Day 4 | photo by Josh Cohn.

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able to place two pilots in goal each day were at the top of the overall ranking. Racing was less important than survival during the five tasks in Sopot. A prime example of a poor result producing a learning experience is my performance in Task 3. After blasting along the 116km course for 80K, I found myself at the front of the pack as the sky clouded over and conditions weakened. Half of the gaggle was able to divert to a weak climb and survive

the shade cycle, while the other half scattered in search of lift and landed. Adding insult to injury, I was able to pack up and walk to the road just as the sun reappeared, and the surviving gaggle climbed out and continued to goal. Even though this was a disappointing end to the day, a valuable lesson was learned. In rapidly changing conditions, having the field in front of you, with all of the information they can provide, can be worth its weight in gold. I am still working on mastering

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Jeremie Lager

Profile of the 2013 Paragliding World Champion: Last summerâ&#x20AC;&#x2122;s paragliding World Championships in Bulgaria delivered very difficult and varying conditions, and when it was all said and done French pilot Jeremie Lager had proven he is worthy of the crown. At 27, Lager was an alternate who took the place of Luc Armant only two weeks before the event and clinched the title to cap off the French domination of the event. Lager is a ski instructor for Meribel Ski Area in France where he lives with his wife and two children slopeside. He started flying in 1998 at the age of 13, in the paragliding school owned by his father, Jaques, who taught him. When Jeremie started competing in France, he picked the brains of Patrick Berod and also learned from the Valic brothers. Jeremie attended Pole Espoir, a boarding school in the French Pyrenees that trains kids, aged 14 to 17, the art of flying without an engine. The students

the all-important skill of knowing when to push and knowing when to let others be the aggressors. The ability to learn from the decision-making of fellow competitors is one of the most valuable lessons of competition at all levels. In the end, the result was only a small part of what made a competition like this special. Two weeks full of memories with a great group of pilots was the real reward. It was an honor and a pleasure to represent Team USA at the 2013 World Championships. None of this would have been possible without the generous support of all the donors, and the tireless efforts of Tony Lang, Matt Beechinor, and The Foundation for Free Flight. The cost of sending a team to the World Championships is sizable, and the US paragliding community stepped up and made it happen. Thank you! Take a look at www.usparaglidingteam.org for further information on the history of the US Team and the fundraising effort.

attend academic classes during the week, and on weekends and Wednesdays they go flying with coaches who mentor them. Charles Cazaux (2011 World Champion), Simon Issenhuth, Laurie Genovese, and many other young up-and-coming French pilots whom you will undoubtedly see in the top echelons of the paragliding racing community also attended this school. Jeremie had flown in Bulgaria in 2008 at a PWC, and this experience gave him confidence in knowing when to push and when to hold back. High and always leading and in a good position, Jeremie was able to take climbs to the top and control the lead gaggle. The team was supported by ABAC, an engineering company in France that helped finance Niviuk when it was created. The CEO of ABAC loves paragliding and is happy to support the team of top-notch pilots: Lucas Bernadin, Jean-Marc Caron, Honorin Hamard, Maxime Pinot, Simon Issenhuth, Joel Debons, and Jeremie Lager.

The 2015 World Championships will be held during January of 2015, in Roldanillo, Colombia. The results from events in 2013 and 2014 will determine the US team for the event. You can find the current US ranking on the USHPA site at www.ushpa. aero/compresults.asp

Jeremie advises new pilots to take it slowly and fly safe wings as beginners, because there are so many things to learn before stepping up to the fastest equipment. He also says up-and-coming pilots should fly in many different places to learn various techniques, and seek opportunities to fly in competitions with much better pilots to learn more quickly from those who know.

ABOVE 2013 world champion, Jeremie Lager.

Jeremieâ&#x20AC;&#x2122;s personal goals for the coming year are to win

OPPOSITE Eric Reed flying around a Bulgarian monument in Beklemeto pass on a practice day | photo by Josh Cohn..

get more into adventure flying, aerobatics, and exploring.

the Superfinal, attempting to take the double crown, and

Point RAT

A Friendly Community Event by 44

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M IC H E LE M c C U L L OUG H

ast summer, a new and engaging competition for Utah pilots—The Point Rat Series, a cumulative race-to-goal event—was introduced at the Point of the Mountain, Utah, in conjunction with the Utah Hang Gliding and Paragliding Association (UHGPGA). Designed with the intention of giving pilots an opportunity to practice using their flight instruments for course navigation, learn tactical course planning and encourage increased airtime and community, the Series was a wonderful success on all fronts. (http://www.uhgpga. org/event/point-rat-series/) Masterminded by Neil McGarry, with scoring support from Nate Johnson, the Point Rat Series uses scoring and task-setting concepts commonly seen in XC competitions. However, some interesting variations from the usual weeklong race event keep pilots learning and expanding their abilities. Each month of the summer, starting in May, a new task was released that was active for the entire month. Pilots were allowed to complete the course as many times as they liked during the month, with their fastest time at the end of month being their final score. In order to spread the scoring responsibilities, pilots were asked to email only the tracklog of their fastest time by the last day of each month. At summer’s end, the lowest score was dropped, after which a cumulative score was tallied to determine the winners. There were multiple categories in both paragliding (A, B, C, D, Open, Tandem, Women) and hang gliding (Single-surface, Topless and Kingpost). The format of this event encouraged pilots to see the same task through different eyes, as conditions varied throughout the month. Some days produced buoyant conditions, with pilots getting stinking high and hitting all turnpoints in one climb, while lighter days had people scrambling back to the ridge between every few turnpoints to tank up. As the task was repeated, routes became more efficient as optimized flight paths between cylinders were found. We often hear talk of the importance of knowing what gear to fly in, and this event was great at showcasing how and when to use this skill. By approaching the same route in a variety of conditions, pilots learned when it was advantageous to be mashing bar or slowing the roll to make the most of light conditions. Many participants commented on how the task kept them engaged and, therefore, encouraged them to stay in the air longer than usual—sometimes completing the task multiple times in one evening. Personal achievements were also reported in flying out of the comfort zone of the ridge, venturing farther out into

the city of Draper than ever before. There was the occasional land-out, which is a huge part of distance flying and an important lesson to learn. When going XC, a pilot must be aware of all potential landing options; training to keep options open and flexible will cultivate a strong ability to fly farther and land safely. The routes created kept pilots within range of safe and accessible landing areas, even if they weren't considered as such before. FS, the official CIVL XC competition scoring software (fs.fai.org/), was used in conjunction with GAP 2011 scoring parameters (fs.fai.org/trac/wiki/GAP2011) to score the event. They used lapsed time starts, and participants were required to download their tracklogs in the correct format. It was decided to make all cylinders 400m and all starts “exit” cylinders, mostly for ease of entering the task into the flight instrument. As many of the group had not used their instruments in this way, it became a huge sharing environment as more experienced club members stepped up to impart their knowledge to the newer guys and gals. As the tasks were run, many things were learned. Neil received input in designing the routes from Jim Hull, Ric LeBlanc and Karl Yates. The tasks were designed in sprint LEFT Blake Pelton and Loren Cox working a thermal together over the grassy POTM launch. ABOVE Blake Pelton and Loren Cox turning and drifting towards the upper bench. The POTM is a great place to learn to track thermals with the wind. Photos by Neil McGarry.

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One of the most vital pieces to the longevity and growth of a pilot is a strong community of mentors within a sharing- and learningbased environment.

style, keeping them shorter and achievable, but with some challenges to keep participants on their toes. The longest task, 21 km, was given in August and won by Ric LeBlanc in a time of 58:52, while the shortest task was called in

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July at 10.1 km, won by Neil McGarry in 20:51. The quickest task was the first, in May, with Neil McGarry finishing the 11.6 km in 15:58. On average, there were 10 turnpoints to a task, which sent pilots dashing back and forth across the sky, hoping the ridge lift was still working well out into the valley and showing us how amazing the flying is at the Point of the Mountain. To encourage participation, there was no entry fee, although membership in the UHGPGA was required. The UHGPGA generously donated $600 to the event, to be divided as prize money; contributors donated all time. When the series wrapped up at the end of September, the winners selflessly donated their winnings to throw a giant BBQ and party at the hill to honor all participants, organizers, supporters and the UHGPGA. Chris Hunlow went all out—cooking salmon, steak and chicken tacos. And, of course, beer and all the other party accoutrements were plentiful. In all, 18 participants with varying levels of experience and glider types competed, and everyone came away with greater knowledge, new boundaries and closer friends. The overall winner was creator Neil McGarry, who was able to complete the task multiple times each month, flying his Advance Sigma 8. Throughout the event, lessons were learned by the organization resulting in some rules being created and/ or clarified. All participants were expected to follow FAA regulations, the main issue being landing after official sunset. It was also determined necessary to make an official rule to limit pilots to a single, designated launch. It is not the same race if you come into the ridge from a mountain flight 4000' AGL and tag all the waypoints. This is also the case in any competitive XC event; all pilots must launch from the same starting place.

Based on the knowledge the organization gained this year, there have been discussions about making other changes to the format. One of the main concerns is that if a pilot hadn’t been able to participate during the first few months, he/she had no chance of competing in the overall standings. Therefore, some people who would have been involved weren't motivated to join. In order to combat this, a variation in the rules is being considered: Only one task will be released each month, but pilots will be able to run any route at any time and submit their best time for the task, instead of for the month. With this change, if a pilot shows up in July, he or she can still run and submit times for the May and June tasks. The other idea on the table (because race starts are so much fun and educational) is to designate a day each month that looks favorable to have a group start time. To submit this task for scoring, a pilot isn’t required to hit the actual start time, but we want to see everyone lined up to

start and race the course side-by-side. Next year, the event will also offer T-shirts for sale, but there still will be no cost to enter the event. Proceeds from the shirts will be allotted to the prize money and shirt designer. At the end of the season, with a successful event having been completed, the Point Rat Series creators and UHGPGA are excited to share their event concept with other flying clubs and sites. One of the most vital pieces to the longevity and growth of a pilot is a strong community of mentors within a sharing- and learning-based environment. This format has been very successful and has taught the community much through a huge variety of experiences. The creators and UHGPGA would be thrilled to see other clubs adopting the event. Many thanks to all who participated in the race series, to those who invested their time and ideas in the creation of the event, and to the UHGPGA for their amazing and generous support of their club members.

ABOVE Steve Forslund returning to the famous POTM upper bench | photo by Neil McGarry.

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Northern California Cross-country League 2013

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by JUGDEEP AGGARWAL

301 Tracklogs 112 Registered Pilots 76 Participating Pilots 4187 Total Miles Flown

espite having lost access to one of the main league sites for half of the year, 2013 was still a crazy good season for the Northern California Cross-country League, with newbies coming out along with the stalwarts. But what made it so fun? Was it the record numbers that came to almost all of the events, the record number of pilots in goal, the record total distance flown? Maybe it was the unquantifiable aspects of the league that made it such a huge success—the mentoring program, the online tutorials and additional web pages—or maybe it was just the oldfashioned camaraderie that keeps the energy so great amongst participants. Not sure what it was, but the format is working, and pilots are having a great time whilst improving their skills. There is definitely a pilot community that wants fly-ins that help push pilot skills and explore the local area of our flying sites. How better to do this than with your friends? It also seems that once pilots have found the league meets, they just keep coming. Whether it is the camaraderie, the flying, the informal learning environment, or bettering their personal distances, folks keep coming. With a goal of “a fly-in with a mission,” these league meets also provide a forum for training for the larger sanctioned competitions. Task-setting has always been difCruising over Gravelly Ridge | photo by Reavis Sutphin -Gray. LEFT

ficult when the pilot skill levels range from skygod to muppet. This year the league reduced the focus on the racing aspect and pushed the distances. I am still not sure we have it right, but it is important to make the tasks doable for most pilots, so it becomes a rewarding experience instead of an endurance test, only suited for the very best. There were over three tasks with best distances over 60 miles and three tasks where the best distances were under 20 miles. The variability of the weather and the sites result in a huge range in flown distances. The tasks are built in three parts, with the first part set on easy course lines across easy terrain, with the aim of ensuring that even the most junior pilot can experience the fun of competing without being overtaxed. The second part of the task is usually a little more involved, with perhaps a valley crossing or two and getting into more challenging terrain. This section is meant to test the more able pilots. The final part of the task is set up across more committing terrain, where the aim is to stay in the air to avoid a horrendous walk out. These legs are set to give the better pilots a run for their money. Whilst the skill levels of the pilots are clearly not equal, the competition is set up so pilots are only competing against their equally skilled peers. Hence, three categories have been set up: those flying competition and EN D gliders (Category 1), those flying ENC gliders (Category 2), and those flying

49 www.flymaster-usa.com

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ABOVE William Deley climbing out over the

Butte Valley | photo by Reavis Sutphin-Gray. BELOW Pilot briefing at Whaleback | photo by Jugdeep Aggarwal. EN A and EN B gliders (Category 3). This has resulted in a much leveled playing field. One of the key objectives of the league is to allow those pilots who cannot make all 17 tasks an opportunity of winning. So, similar to the PWC league, pilotsâ&#x20AC;&#x2122; final scores are taken from their own scores for half of the tasks set, enabling a pilot to win, even if he or she did not attend all tasks. Clearly, however, it is more advantageous to attend as many tasks as possible. Since this is really only a fly-in with a mission, registration costs have been kept to a modest $15 per person, per

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race. For this, pilots get to compete and be scored in the tasks that are scored in an identical way to the bigger competitions. $5 of the fee goes to a communal pot, which gets split between the drivers and any large vehicles that are

used. Non-competing pilots are always welcome, since they help map out the air for competing pilots. Regular attendees have gotten into the swing of things, reducing the task load on the organizer substantially.

TOP Launch queue. BOTTOM Girls fly, too. Photos by Angela Albota.

Waypoints can be downloaded before the weekends from the website. Pilots can sign in and pay each morning, submit GPS for scoring on Saturday evening, and email tracklogs for Sunday’s task. This procedure has run well and means a smoother experience for all participating. Keeping track of large numbers of pilots has been difficult; however, the buddy system that allows pilots to sign in their buddy pilots as safe has proven to be a success. The only issue then is retrieving them. The dedicated website for all information for the league (www. santacruzparagliding.com) has proven to be a great resource for keeping pilots informed throughout the season. Several additions to the website helped everyone, including online pilot registration using a Google form, a page to help “first timers” understand what to

expect, and several pages on strategies and tips (http://www.santacruzparagliding.com/NCXC/strategies.html). One page put together with help from Google Earth shows how to fly some of the typical tasks with altitudes required for transitions. Check out the article on flying competitions written by TimO. This should be given to all pilots once they get their P4. As in the previous year, scores are now posted on the Leonardo website (http://norcalxcleague.pgcomps.net/ comps/), which gives pilots the opportunity to view their flights, download their tracklogs, and play animations for the competition. I have been running the league for 10 years, and perhaps one of the most rewarding aspects of the league is watching how pilots’ abilities improve over the years. It is great to see all

pilots progressing. The league meets most definitely take over where formalized training stops in providing pilots with a chance to fly with very skilled pilots and learn from them. In an effort to attract more of the newbie pilots, the 2014 League will have a Sprint League. This league will be for pilots flying EN-A and EN-B gliders only. Tasks will be even more modest, with fishbowl-type tasks and distances under 30km. The aim is to nurture pilots for the main league whilst still providing the rewards of making modest goals and flying with friends. I look forward to more leagues around the country, so that our pilot quality continues to improve and we reduce pilot attrition. With the 2014 season about to kick off, it would be great to see new pilots coming out to the league to see what they have been missing. Keep it fun, and see you in the air!

Dates for 2014 Venues to be decided and published on the league website. March 22 and 23 Sprint Preparation weekend March 29 and 30 April 26 and 27 May 24 and 25 June 14 and 15 July 27 and 28 August 9 and 10 August 30 and 31 & September 1 September 27, 28 and 29 - OR October 4, 5 and 6

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Most notable for the 2013 series of events was Fabian Perez, who not only won the Category 2 competition (EN-C) but also beat the top three pilots in the Category 1 (EN-D) competition. Frank Marquis should also be commended for beating the top three pilots on EN-D gliders whilst flying his EN-C glider. Excellent show! Pilot Testimonials Kurt Niznik I first flew with the NCXC league in 2006. Back then, I was a low-airtime pilot, and trying to fly tasks didn’t particularly suit me or my flying goals, so I didn’t stick with it for the whole season. Coming back in 2012, I have a perspective on how much the league has matured. Of course, Jug still runs it, Josh and Eric still win most of the time and Moock still thermals with one leg hanging out of his pod, but there have been many changes. Much thought has been put into organizing retrieves for all the task pilots, and the necessity of providing this service has become accepted among the pilots. We pay more to have retrieve drivers and vehicles, and it really is worth it. After years of XC flights from our sites, the routes are more thoroughly understood and task setting reflects this accumulated knowledge and, in general, seems safer and more reasonable for the group as a whole. Over the years, information and advice on competition and XC flying has been collected and made available for pilots joining the league as a sort of “how-to” resource for getting involved and enjoying

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the experience. All of these things are positive changes that are helping participants get more out of their XC league experience and become better pilots. I see more pilots participating now, and many have greatly improved their competition skills through their years in the NCXC league.

Reavis Sutphin-Gray I recently looked through my “log book” (I actually use a spreadsheet) and revisited the highs and lows of my five short years of paragliding to date. One thing that really stood out is how many of my personal bests were attained while flying at Northern California Cross-country League meets. I’ve had some great achievements and really memorable experiences flying on my own and with other groups, but it’s clear that the league has played an instrumental role in my progression. I remember flights from my first summer with the league, when I would sink out below launch and blame it on the weak thermals or high clouds blocking the sun. At the end of the day, I’d find out that others had flown

all the way to goal along a course of 60 kilometers or more. Experiences like that inspired me to apply myself to learning as much as possible. Clearly, being a knowledgeable and skillful pilot opened up a world of possibilities. I think that flying in a group that often includes some of the world’s best pilots, consistently attempts challenging tasks, discusses the ins and outs of a day’s flying around a campfire, and takes safety seriously has to be one of the most effective ways to accelerate that learning process. This year, the final meet in the Owens Valley delivered some of the best conditions I have ever seen, and I flew higher and farther than ever before! However, it’s clear to me that I’ve really only scratched the surface of what’s possible with a paraglider and that there is always more to learn. By the time this is printed, spring will be returning to the mountains of California and I’ll be preparing to go camping and flying with my wonderful friends in the Northern California Cross-country League. I can’t wait! Thanks, Jug, for making it all happen!

2013 Northern California Cross-country League Results Category 1 1. Eric Reed 2. Tim Oâ&#x20AC;&#x2122;Neill 3. Patrick Allaire Category 2 1. Fabian Perez 2. Frank Marquis 3. Reavis Sutphin-Gray Category 3 1. Robin Cushman 2. Eric Blum 3. Dan Harrison

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Thinking Outside the Blocks PART V: SPEED-TO-FLY REALITY CHECK

by DENNIS PAGEN

r. Paul MacCready was a creative thinker. Perhaps some pilots know about him through his successes designing man-powered aircraft. The Gossamer Condor and Gossamer Albatross won big-money prizes for being the first to negotiate a figure-eight course, and fly across the English Channel, respectively. All this activity took place in the late ‘70s. Dr. MacCready’s company, AeroVironment, went on to develop solar-powered aircraft, solar-powered cars, a life-size RC-controlled flapping pterodactyl and pilot-less aircraft. He also developed the fairings we see on the front of semis, thereby saving the country millions in fuel costs. He is the recipient of over 45 prestigious awards relating to his creative developments. The only award he didn’t get was the Nobel Prize, and that surely was an oversight on the part of the snowblinded Norwegian selection committee. Dr. MacCready had a connection to hang gliding because he was a sailplane pilot in Southern California interested in the early development of hang gliders. His sons learned to fly hang gliders; the chief pilot of his man-powered craft, Bryan Allen, was a hang glider pilot; and he employed pilots in his company. But it was in sailplanes that he did most of his flying and he contributed heavily to that sport. He, along with a few other pilots, was the first to explore

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big-wave flying, utilizing the monstrous Sierra wave in the Owens Valley. At one point in the early ‘50s he climbed to 27,500 feet in wave and once rode successive waves downwind across Arizona. MacCready’s wave exploits are described in all their harrowing detail in the book Exploring the Monster by Robert Whelan, published by Wind Canyon Books. It’s an impelling, exciting read that will give you the willies. If his name sounds vaguely familiar to most of us it is because he developed the MacCready Speed-to-fly theory. He did this development in his sailplane flying and used it to win multiple national championships in the early ‘50s and the world championship in 1956.

SPEED-TO-FLY If you’ve achieved H3/P3 level and have been paying attention, you probably know about the speed-to-fly theory or concept (if you haven’t been paying attention, that strict schoolmaster, Mr. Gravity, will give you serious detention). Speed-to-fly can get pretty detailed and involved, but for our purposes here, a simple description will suffice: Speedto-fly is the method of flying where

we alter our airspeed according to the conditions in the air to achieve maximum performance (glide) in relation to the ground. As you know, your glider gets a difference sink rate and forward speed at each point within its speed range. The conditions of the air nearly always vary and we fly through lift, sink, flat air, headwind, tailwind, crosswind, zero wind and all possible combinations of these factors. So speed-to-fly theory lets us know precisely what speed to fly according to our gliders’ performance and what air condition we are in. (For a complete explanation of speed-to-fly theory, glider performance maps and how to use instruments with the theory to improve performance, see our book Performance Flying.) Originally the pilot had to estimate headwind and tailwind factors while using an accurate vario to tell lift and sink. Varios (variometers) used to have round faces like a clock dial—as did most aircraft instruments—so Dr. MacCready devised a ring to attach to his vario face to turn one way or the other to change the vario’s relative reading according to the assumed headwind or tailwind. You may have heard of a

Speed-to-fly theory lets us know precisely what speed to fly according to our gliders’ performance and what air condition we are in.

MacCready speed ring, and now you know where that term came from. However, we now have instruments with GPS functions that detect our ground speed in all directions, feel our

it into our magic instruments. Most modern high-end instruments have the next-expected-climb function. So all you have to do is sit back, read your instruments, do what it advises and plow

on a weak day. We need speed-to-fly. That said, we also need to look at some of the limitations. Hang gliders and especially paragliders are sensitive to the air’s ebb and flow and vertical

airspeed through a probe, diddle with the math and come up with the actual direction and speed of the wind at our flying point. Then, assuming it has an accurate graph of our glider’s performance at each speed, the instrument does the figgerin’ and tells us precisely and unimpeachably what speed to fly for best performance. But there’s more: The above method perfects our flight in wind or calm, lift or sink, but when thermals are around and a pilot is in a hurry (setting records or competing, e.g.), it is more efficient to fly even faster than the speed that provides the best path over the ground. That’s because when you get to the next thermal earlier and can climb in it, you can make up for the altitude lost by spending more time climbing. To use this additional enhancement to speedto-fly, we need to be able to estimate the strength of the next thermal and input

through the air, right? Not so fast...

changes. That means we bounce around quite a bit and the speed-to-fly indicator (which indicates what airspeed we should be flying for perfection) is always telling us to change speed in active air (thermal conditions). If you try to chase the presumably correct airspeed you will always be changing speed—putting in control inputs—and that is bad for several reasons. First, there is inertia and a delay between when you make a control and when the glider adjusts its speed, so you may never get it right. Secondly, lots of airspeed changes can create losses. Thirdly, when you are constantly watching your instrument, or constantly making conscious control inputs you are not able to focus on the feeling and decision-making necessary to minimize your losses and find lift lines while gliding, let alone find the next thermal through sensation. Sailplanes have a lot of damping in

REALITY CHECK Understanding speed-to-fly concepts and using them to the best of your ability is important for both recreational and comp pilots. Since most readers are floaters and boaters, let’s focus our attention there. If you are simply floating around your home site, assuming you are using thermals, every time you leave a thermal you should be thinking speedto-fly. You usually have to get to another thermal to stay up, so why not get to it as high as possible so you can top out as high as possible, or even more critical, so you can get into the meat of it if it is of finite vertical dimension (which most are)? Losing extra altitude as you glide to a thermal can mean the difference between hooking it or looking up at the other circling soarers. As little as 25 feet of altitude can make or break your flight

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their motion because they are so heavy compared to hang and para-gliders. So they can follow speed-to-fly more exactly. But we—especially paragliders— should follow the general speed-to-fly plan and adjust every five to ten seconds or so, unless we are hit suddenly by a strong gust from the front, back, below or above. Our adjustment should be smooth and not too abrupt. The main thing we should be doing is focusing on where we are gliding and trying to find and linger in lift lines, or getting to the next thermal as efficiently as we can. Paragliders are an extreme case because many times we are light enough to find light lift lines or float along in bubbles like a vulture. (Note: we will discuss lift lines next month.) In addition, on most flying days our reach isn’t far enough to absolutely be sure of getting to the next thermal with good height, unless we preserve altitude. So only on the best days or with a group of good pilots in competition can we really crank our speeds up to what the theory says they should be by inputting the next-expected-thermal climb rate.

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As we mentioned above, such an input has you flying even faster—and losing altitude faster—than the normal value proper for the sink in which you are gliding. So what should we do? The best plan is to learn the principles of speed-to-fly, then generally follow these principles and only occasionally glance at the instrument to adjust if necessary. In fact, after some practice with your instrument, you will be able to feel the vertical acceleration and judge how much to speed up (in sink) or slow down (in lift) according to the amount of vertical acceleration you experience. Nowadays after many hours gliding I automatically adjust my airspeed and once in a while look at my Flytec 6030 and find I am right 90-10 (90 % of the time). That’s good enough for me because the values usually change every few seconds and we are only trying to be right on on the average. If you have ever looked at your vario’s vertical indicator (lift and sink dial) you will see it changing all the time whether in a thermal or gliding in sink (that’s why we use an averager when in a

thermal). You can only approximate the correct speed-to-fly most of the time. One other problem with using speeds-to-fly is that for it to be accurate you need accurate data about your glider’s performance, giving its sink rate at all airspeeds within its normal range (we call this data a polar, which is a graph of the glider’s sink rate compared to its horizontal speed). Many modern instrument packages allow you to fly in calm air at various speeds and it will collect data points. But the problem is, the air is rarely perfectly still, so the data get scattered. But after while we have a general idea what the values are, so we can use a few assumed points and take it from there. All this should tell you that while the theory of speed-tofly is correct, its implementation is less than perfect. So we follow the general method described above.

POSITIONS-TO-FLY Now here’s another wrinkle: Using speed-to-fly requires us to see what airspeed is required, then set that airspeed by positioning our controls and then

check to see if the control was correct after the speed change takes hold (the delay mentioned above). But the problem is, once our speed settles down we may find we haven’t quite got it right, so another little adjustment may be required. During this whole process, the air movement will often have changed. So I find it best to throw the airspeed out of the equation entirely. To do this, I came up with a new concept I call positions-to-fly. I developed this concept in the midnineties and as luck would have it, I met Dr. MacCready a year or two later when he gave a talk on creativity at a university near me. After the talk I spoke to him about positions-to-fly and he was intrigued by the idea (he thought it creative). By then, I believe he wasn’t flying sailplanes, so I doubt if he ever tried it. But I did, and now I mostly glide with positions-to-fly as my main guide. Here’s how it works: All you need to know is what control position relates to what airspeed. For example, on a hang glider, basetube at your chest may relate to 28 mph. For a paraglider hands at the shoulder may be 19 mph (or whatever the speed you find on your indicator). You should mark these speeds on your instrument (use tape), putting the position next to the related airspeed. Of course, there is an infinite number of airspeeds you can fly between stall and maximum speed, an thus more positions than in the Kama Sutra, but you only need a few, say five, to deal with the range from best glide (when in zero sink or lift) to maximum speed. Then, when your instrument speed-to-fly indicator gives you its opinion it will point to the position to put the control (along with its normal airspeed indication). Instead of paying attention to the suggested airspeed you simply put the control where it says. No need to interpret airspeed and look for that airspeed on the instrument as you make a control adjustment. My book Performance Flying provides

more details. The above method lets you spend more time looking around and ahead, which—it bears repeating—is where your focus should be. With a little practice you are thinking control position, not airspeed, except perhaps on landing. I find I am automatically setting my position-to-fly when I go through different degrees of life and sink. It’s easier, more direct and even more accurate than trying to chase a specific airspeed. After all these years I really don’t need my control positions taped on my instrument—I feel the right position. I can always check if I want by noting if my instrument says I have matched the right airspeed. It rarely reprimands me. Practice makes it come naturally. I often thought a wry T-shirt would be one with the positions-to-fly marked on it. Of course, it would have to be specific to the body types for accuracy, but accuracy is only required in bowling, darts and quoits, right?

Summary of the main ideas: 1. Learn and understand speed-to-fly concepts very well. 2. Begin to use them by looking at your instrument frequently when gliding. Be cautious of making too many sudden changes. A smooth transition to the proper airspeed is in order. 3. Gradually develop the sense for

how much you are sinking (or lifting) and set the speed-to-fly, then check yourself on the instrument. Work towards setting the speed automatically and not looking too much at your instrument. 4. Finally, learn to use positionsto-fly and focus your attention on the surroundings to find lift lines and thermals.

r. MacCready had a couple articles published in our magazine. Way back in the early years he wrote an article concerning the energy in turbulence and what ultimate effects it can have on hang gliders. This article is part of what inspired me to research and write my first book on micrometeorology in 1975. Later he sent in an article discussing the flight of vultures and how you can calculate their performance based on their bank angle and the time it takes them to make one circle. I went on to use this concept to derive hang glider parameters and some of this work appears in Performance Flying. So I owe him a debt of gratitude there. But what really inspired me was his talk on creative thinking. He provided many interesting examples of creative problem solving and in so doing confirmed he was an expert at thinking outside the blocks.

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can be submitted online at http://www.ushpa.aero/email _ events.asp. A minimum 3-month lead time is required on all submissions and tentative events will not be published. For more details on submissions, as well as complete information on the events 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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MAY 18-24 > Souther Field, Americus, GA. Fly-

tec Americus Cup. More Information: Jamie Shelden 831-261-1544 naughtylawyer@gmail.com, orflytecamericuscup.com.

JUNE 1-7 > Highland Aerosports, Ridgely, MD. East Coast Hang Gliding Championship. Open fields as far as you can see; free camping; competitive sport class; and a great social atmosphere. More information: Adam Elchin 410634-2700 hanglide@aerosports.net, or www. aerosports.net. JUNE 22-28 > Woodrat Mtn, Ruch, OR. 2014 Rat Race/Sprint Paragliding Competition. 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. JULY 5-12 > Chelan Butte, Chelan, WA. Chelan Flats Nationals. 2014 US Paragliding Nationals, Race-to-goal, Chelan, WA More information: Kimberly Phinney, 707-508-5431, info@whiteowlpg. com, or whiteowlpg.com. AUGUST 3-9 > Big Spring, TX. Big Spring Nationals. 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 > Francisco Grande Golf Re-

sort, Casa Grande, AZ. Santa Cruz Flats. More Information: Jamie Shelden 831-261-1544naughtylawyer@gmail.com, or santacruzflatsrace. blogspot.com.

NON SANCTIONED COMPETITION JULY 10-13 > Enjoy field, Chebanse, IL. First

non-sanctioned PG towing comp in the Midwest. More info coming soon: Jaro Krupa, 708-9350177 chicagoparagliding@gmail.com, or www. chicagoparagliding.com.

MARCH - OCTOBER > United States informal race-to-goal events at sites across Northern California. Aims are to get pilots to fly farther than they would on their own. More information: Jugdeep Aggarwal, 831-566-8652 scpjka@gmail.com, or www.santacruzparagliding.com.

FLY-INS AUGUST 23-30 > Villa Grove, CO. Colorado Fly Week presents: Rocky Mtn Airmans Rendezvous & Mountain Flyer Championships. We're back this year with big air & smooth lift along the Sangre de Cristo Range. Tiffany's Tavern greets you in the LZ w/refreshments. Live music, food vendors, stage shows, awards dinner & more. This is the fly party of the season! It'll be great to see old friends & make new. This event caters to accomplished H2 & P2 pilots seeking their first mountain experiences. A fundraiser for our launch, consider a donation &/or register early until April 1 for $100 & get the 2012 Fly Week DVD. $140 at the door. For comp info contact Fred Kaemerer, mountainflyercomp@ gmail.com. Event info Tiff Smith, tiffanyandlarrysmith@gmail.com & www.facebook.com/ColoradoFlyWeek

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.

MARCH 15-21 & 22-28 > Costa Rica. Come fly

over the tropical forest of Costa Rica! For the 8th year advanced paragliding 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: Nick Crane 541-840-8587 nick@paracrane.com, or www. paracrane.com.

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: 541840-8587, nick@paracrane.com, or www.costaricaparagliding.com.

APRIL 4-6, 11-13 & 18-20 > Sebring, Florida SIV: Over the waters maneuvers training,guide/ coach David Prentice over 20 yrs experience. Sebring is a world class SIV destination with white sand beaches and crystal clear waters just minutes from downtown. From basic to advanced maneuvers each pilot advances at their own pace. Boat tow to 3,000 ft and gain priceless knowledge and experience under your wing. More information: David Prentice, 505720-5436, or earthcog@yahoo.com.

APRIL 7-13 > Honduras. Come fly with Nick

Crane and Paracrane in Honduras. Help support the growth of our sport and the growth of low impact tourism in a beautiful rural mountain community. In conjunction with Karma Flights, Nick will be teaching some local pilots to fly before this tour. Your participation in this tour will help these local young pilots in their learning process and help finance their dream. Prices are $1295 for one week. More Information: Nick Crane 541-840-8587 nick@ paracrane.com, or www.paracrane.com.

APRIL 27 - MAY 2 > La Belle, Florida. NeverLand flight park. The 9th annual Spring Fling XC clinic and fun comp. Hosted by David Prentice, this is a 6 day XC clinic/fun comp for newer pilots who want to improve thermal and XC skills. Entry fee is $300 and includes daily briefings and XC releated clincs covering everything from GPS to flying skills. We’ve averaged 5 out of 6 days flown, and many pilots fly personal bests. Scoring, prize money and awards ceremony included. 40 pilot limit. Registration opens Feb 1st. Check out USPG comps.com for more information or contact David Prentice, 505-720-5436, or earthcog@yahoo.com.

MAY 25-27 > UT. Thermal Clinic. Utah flying sites with Ken Hudonjorgensen. Phone : 801971-3414, e-mail twocanfly@gmail.com, or www. twocanfly.com MAY 27-28 > Santa Barbara, CA. Tandem Paragliding Clinic with Rob Sporrer of Eagle Paragliding in Santa Barbara, California. We will be doing classroom and practical training at the best yearround training hill in North America. More information: Rob Sporrer, 805-968-0980, rob@paraglide. com, or www.paragliding.com. JUNE 8-10 > Northern California Over-the-water Maneuvers Clinics in Northern California with Eagle Paragliding. America’s top all-around acro and former national champion Brad Gunnuscio will be coaching you over the water with our state-of-theart towing setup. Eagle is known for high quality tours and clinics with lots of staff, and this clinic is no exception. We encourage you to make the time for this important safety training with any qualified SIV instructor. More information: Rob Sporrer 805968-0980 rob@paraglide.com, or www.paragliding.com.

MAY 4-10 > La Belle, Florida. NeverLand flight park. This is the 10th annual East Coast Paragliding Championships(ECPC) Come enjoy the world class flats of Florida, with many 100Km tasks. Strong lift and epic cloud streets, have drawn top pilots from around the world to Florida for more then 75 yrs! 40 pilot limit: Entry fee is $300. 10% goes to prize money, includes xc retrieval, scoring, awards ceremony dinner. Tow fee is $150. Registration opens Feb 1st. More information: David Prentice, 505-720-5436, earthcog@yahoo.com, or earthcog@yahoo.com.

JUNE 14-15 > UT. Mountain Flying and learning how to pioneer a new site in Utah with Ken Hudonjorgensen. Phone: 801-971-3414, e-mail twocanfly@gmail.com, or www.twocanfly.com

MAY 9-19 > Owens Valley, CA Geared for

JULY 5-7 > UT. Instructor Training with Ken Hudonjorgensen in Utah. Phone: 801-971-3414, e-mail twocanfly@gmail.com, or www.twocanfly. com

Very Strong P3/H3 pilots and above that are ready to fly XC in pretty sweet conditions. Owens Valley with Kari. Fly one of the best sites in the US with one of the best pilots in the world. Let Kari’s 33 years of flying and 26 years of living/flying the Owens Valley, be your guide! We work on anything that has to do with high altitude mountain flying from launching thru record setting XC flights and everything in betweenâ?¦the sky is the limit!!! More Information: Kari Castle 760 920 0748 kari@ karicastle.com, or KARICASTLE.COM.

MAY 10-11 > Dunlap, CA. Dunlap Thermal and

Cross-country Clinic with Eagle Paragliding. Dunlap offers some great flying in the foothills of the west side of the Sierras. This trip is a fun two-day excursion. Join us for some nice flying with some great people. More information: Rob Sporrer, 805968-0980, rob@paraglide.com, or www.paragliding.com.

MAY 24-26 > Santa Barbara, CA. Instructor Certification Clinic with Rob Sporrer of Eagle Paragliding in Santa Barbara, California. This three-day clinic is open to Basic and Advanced Paragliding Instructor candidates, and those needing recertification. We invite you to apprentice with us anytime to get as much hands-on experience as possible before the clinic. More information: Rob Sporrer, 805-968-0980, rob@paraglide.com, or www. paragliding.com.

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JUNE 21-28 > Ruch OR. Rat Race Super Clinic : Kari Castle, Kay Taucher and Ken Hudonjorgensen will be helping Mike Haley at the Rat Race, training newer pilots with thermaling, launch sequence proficiency, restricted landing approaches and more. All necessary for XC and competition. Contact: mphsports@charter.net

JULY 6 > UT. Instructor Re-certification with Ken Hudonjorgensen in Utah. Phone: 801-971-3414, e-mail twocanfly@gmail.com, or www.twocanfly. com AUGUST 7-9 > Northern California Over-the-

water Maneuvers Clinics in Northern California with Eagle Paragliding. America’s top all-around acro and former national champion Brad Gunnuscio will be coaching you over the water with our state-of-the-art towing setup. Eagle is known for high quality tours and clinics with lots of staff, and this clinic is no exception. We encourage you to make the time for this important safety training with any qualified SIV instructor. More information: Rob Sporrer 805-968-0980 rob@paraglide.com, or www.paragliding.com.

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AUGUST 10-12 > Northern California Over-thewater Maneuvers Clinics in Northern California with Eagle Paragliding. America’s top all-around acro and former national champion Brad Gunnuscio will be coaching you over the water with our state-of-the-art towing setup. Eagle is known for high quality tours and clinics with lots of staff, and this clinic is no exception. We encourage you to make the time for this important safety training with any qualified SIV instructor. More information: Rob Sporrer 805-968-0980 rob@paraglide.com, or www.paragliding.com.

DON’T MISS OUT. RENEW ONLINE.

SEPTEMBER 5-9 > UT. Cross-country and ther-

maling clinic with mentoring. Paragliding intensive with Ken Hudonjorgensen and other mentors. Inspiration Point, Jupiter, West Mt. and Monroe, Utah, wherever the weather tells us to go. Phone: 801-971-3414, e-mail twocanfly@gmail.com, or www.twocanfly.com

SEPTEMBER 18-20 > Northern California Overthe-water Maneuvers Clinics in Northern California with Eagle Paragliding. America’s top all-around acro and former national champion Brad Gunnuscio will be coaching you over the water with our state-of-the-art towing setup. Eagle is known for high quality tours and clinics with lots of staff, and this clinic is no exception. We encourage you to make the time for this important safety training with any qualified SIV instructor. More information: Rob Sporrer 805-968-0980 rob@paraglide.com, or www.paragliding.com.

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.

SEPTEMBER 21-23 > Northern California Overthe-water Maneuvers Clinics in Northern California with Eagle Paragliding. America’s top all-around acro and former national champion Brad Gunnuscio will be coaching you over the water with our state-of-the-art towing setup. Eagle is known for high quality tours and clinics with lots of staff, and this clinic is no exception. We encourage you to make the time for this important safety training with any qualified SIV instructor. More information: Rob Sporrer 805-968-0980 rob@paraglide.com, or www.paragliding.com. SEPTEMBER 27-28 > UT. Mountain Flying and learning how to pioneer a new site. Utah sites with Ken Hudonjorgensen. Phone: 801-971-3414, email twocanfly@gmail.com, or www.twocanfly. com SEPTEMBER 27-28 > Dunlap, CA. Dunlap Thermal and Cross-country Clinic with Eagle Paragliding. Dunlap offers some great flying in the foothills of the west side of the Sierras. This trip is one of our favorite two-day excursions. Join us for some nice flying with some great people. More information: Rob Sporrer, 805-968-0980, rob@paraglide.com, or www.paragliding.com. SEPTEMBER 29 - OCTOBER 4 > Richfield, UT. Red Rocks fall fly-in and thermal clinic with Ken Hudonjorgensen and Stacy Whitmore. Phone: 801971-3414, e-mail twocanfly@gmail.com, or www. twocanfly.com

HANG GLIDING & PARAGLIDING MAGAZINE

NOVEMBER 3 - DECEMBER 1 > Iquique, Chile: This year we have divided the tour into four different segments: Instructional Days, Iquique Days # 1, 2 and 3. Our tour leaders are Todd Weigand, Luis Rosenkjer and Ken Hudonjorgensen. The entire tour will be packed with instruction for all levels of paragliding (P1 through P4). For anyone wanting to fly, fly, fly... this is the tour to join. The last tour will focus more on XC. Phone: 801-971-3414, e-mail twocanfly@gmail.com, or www.twocanfly.com SEPTEMBER 20-28 > Owens Valley, CA Geared

for Very Strong P3/H3 pilots and above that are ready to fly XC in pretty sweet conditions. Owens Valley with Kari. Fly one of the best sites in the US with one of the best pilots in the world. Let Kari’s 33 years of flying and 26 years of living/flying the Owens Valley, be your guide! We work on anything that has to do with high altitude mountain flying from launching thru record setting XC flights and everything in betweenâ?¦the sky is the limit!!! More Information: Kari Castle 760 920 0748 kari@ karicastle.com, or KARICASTLE.COM.

OCTOBER 1-5, 10-13 & 17-20 > Owens Valley, CA. Owens Valley with Kari. Fly one of the best sites in the US with one of the best pilots in the world. Let Kari’s 33 years of flying and 26 years of living/flying the Owens Valley, be your guide! We work on anything that has to do with high altitude mountain flying including launching to record setting XC flights and everything in between. The sky is the limit!!! More information: Kari Castle, 760-920-0748, kari@karicastle.com, or KARICASTLE.COM. OCTOBER 24-27 > Owens Valley, CA Women With Wings- The Third Annual gathering of women pilots! Geared for P2-P3’s but all are welcome! Owens Valley with Kari. Fly one of the best sites in the US with one of the best pilots in the world. Let Kari’s 33 years of flying and 26 years of living/flying the Owens Valley, be your guide! We work on anything that has to do with high altitude mountain flying including launching to record setting XC flights and everything in between. The sky is the limit!!! More information: Kari Castle, 760-920-0748, kari@karicastle.com, or KARICASTLE.COM.

NOVEMBER 8-10 > Santa Barbara, CA. Instructor Certification Clinic with Rob Sporrer of Eagle Paragliding in Santa Barbara, California. This three-day clinic is open to Basic and Advanced Paragliding Instructor candidates, and those needing recertification. We invite you to apprentice with us anytime to get as much hands-on experience as possible before the clinic. More information: Rob Sporrer, 805-968-0980, rob@paraglide.com, or www.paragliding.com. NOVEMBER 11-12 > Santa Barbara, CA. Tandem Paragliding Clinic with Rob Sporrer of Eagle Paragliding in Santa Barbara, California. We will be doing classroom and practical training at the best year-round training hill in North America. More information: Rob Sporrer, 805-968-0980, rob@ paraglide.com, or www.paragliding.com.

CLASSIFIED FLEX WINGS 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

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

CALIFORNIA AIRJUNKIES PARAGLIDING - Year-round excellent

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

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

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

6020

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. Tradeins 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. 408-2621055, 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 858-4529858.

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.

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.

COLORADO

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.

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. 970-641-9315.

MIAMI HANG GLIDING - For year-round training fun in the sun. 305-285-8978, 2550 S Bayshore Drive, Coconut Grove, Florida 33133, www. miamihanggliding.com.

FLORIDA FLORIDA RIDGE AEROTOW PARK - 18265 E State

Road 80, Clewiston, Florida 863-805-0440, www. thefloridaridge.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

HANG GLIDING & PARAGLIDING MAGAZINE

GEORGIA

MICHIGAN

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, 1-877-426-4543.

HAWAII PROFLYGHT PARAGLIDING - Call Dexter for friendly information about flying on Maui. Full-service school offering beginner to advanced instruction every day, year round. 808-874-5433, paraglidehawaii.com.

INDIANA CLOUD 9 SPORT AVIATION -

Michigan

See Cloud 9 in

(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.

Cloud

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.

Sport

Aviation

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.

MARYLAND HIGHLAND AEROSPORTS - Baltimore and DC’s

NEW YORK AAA Mountain Wings Inc - New location at 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 FLY HIGH, INC. - Serving New York, Jersey, and

Connecticut areas. Area’s exclusive Wills Wing dealer. Also all other brands, accessories. Area’s most INEXPENSIVE prices! Certified instruction/ service since 1979. Excellent secondary instruction! Taken some lessons? Advance to mountain flying! www.flyhighhg.com, 845-744-3317.

SUSQUEHANNA FLIGHT PARK - Cooperstown

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

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

OHIO CLOUD 9 SPORT AVIATION -

Michigan

See Cloud 9 in

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. 787-8500508, 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.

Year Year Year after after after year, year, year, working working working for for for you you you Year Year after after year, year, working working for for youyou Mt. Mt. Howard, Mt. Howard, Howard, OR OR — OR — NPS — NPS NPS Biological Biological Biological Assessment Assessment Assessment Mt. Howard, Mt. Howard, OR — OR NPS — Biological NPS Biological Assessment Assessment Embreville, Embreville, Embreville, PAPA — PA — Legal — Legal Legal Assistance Assistance Assistance for for LZ for LZLZ Embreville, Embreville, PA — Legal PA — Assistance Legal Assistance for LZ for LZ Mingus Mingus Mingus Mt, Mt, AZ Mt, AZ — AZ — Launch — Launch Launch and and and Campground Campground Campground Mingus Mingus Mt, AZMt, — AZ Launch —Mt, Launch and Campground and Campground King King King Mt, ID Mt, ID —ID — XC — XC Site XC Site Site Guide Guide Guide

FOUNDATION FOUNDATION FOUNDATION FOR FOR FOR FREE FREE FREE FLIGHT FLIGHT FLIGHT FOUNDATION FOUNDATION FOR FOR FREE FREE FLIGHT FLIGHT P.O. P.O. Box P.O. Box 518, Box 518, Dunlap, 518, Dunlap, Dunlap, CACA 93621 CA 93621 93621 888-262-4264 888-262-4264 888-262-4264 www.ushgf.org www.ushgf.org www.ushgf.org

King Mt, King IDHG Mt, — XC ID — Site XC Guide Site Guide HG National HG National National Team Team Team HG National HG National Team Team Meet Meet Meet Director Director Director Training Training Training Meet Director Meet Director Training Training

2003 2003 2003 2003 2003

2004 2004 2004 2004 2004

P.O. BoxP.O. 518, Box Dunlap, 518, Dunlap, CA 93621 CA 93621 888-262-4264 888-262-4264 www.ushgf.org www.ushgf.org

Point Point Point ofof the of the Mt, the Mt, UT Mt, UT — UT — Permanent — Permanent Permanent Flight Flight Flight Park Park Park Point of Point the of Mt,the UT Mt, — UT Permanent — Permanent Flight Flight Park Park Andy Andy Andy Jackson, Jackson, Jackson, CA CA — CA — Tractor — Tractor Tractor Purchase Purchase Purchase Andy Jackson, Andy Jackson, CA — CA Tractor — Tractor Purchase Purchase Lake Lake Lake Elsinore, Elsinore, Elsinore, CA CA — CA — Legal — Legal Legal Assistance Assistance Assistance Lake Elsinore, Lake Elsinore, CA — CA Legal — Assistance Legal Assistance

2005 2005 2005 2005 2005

2006 2006 2006 2006 2006

2007 2007 2007 2007 2007

West West Rutland, Rutland, Rutland, VTVT — VT — Launch — Launch Launch Site Site Site Purchase Purchase Purchase HG HG &HG & PG PG &International PG International International Competitions Competitions Competitions HG HG& HG &PG PG &National PG National National Teams Teams Teams West West Rutland, West Rutland, VT — Launch VT — Launch Site Purchase Site Purchase HG & PG HG International & PG International Competitions Competitions HG & PG HG National & PG National Teams Teams PG PG Aero PG Aero Aero Tow Tow Tow Research Research Research Grant Grant Grant Andy Andy Jackson, Jackson, Jackson, CA CA — CA — Site — Site Site Preservation Preservation Preservation HG HG &HG & PG PG &International PG International International Competitions Competitions Competitions Andy PG Aero PG Tow Aero Research Tow Research Grant Grant Andy Jackson, Andy Jackson, CA — CA Site — Preservation Site Preservation HG & PG HG International & PG International Competitions Competitions 2003 2003 2003 Centenial Centenial Centenial ofof Flight of Flight Flight Sand Sand Sand Turn Turn Turn LZ, LZ, WY LZ, WY — WY — Land — Land Land Purchase Purchase Purchase Telluride, Telluride, Telluride, CA CA — CA — LZ — LZ Preservation LZ Preservation Preservation 2003 Centenial 2003 Centenial of Flight of Flight Sand Turn Sand LZ, Turn WY LZ, — WY Land — Purchase Land PurchaseTelluride, Telluride, CA —AZ CA LZ Preservation — LZ Preservation Miller Miller Miller Canyon, Canyon, Canyon, AZ — AZ — Site — Site Site Preservation Preservation Preservation Elsinore, Elsinore, Elsinore, CA CA — CA — Site — Site Site Preservation Preservation Preservation Miller Miller Canyon, Canyon, AZ — AZ Site — Preservation Site Preservation Elsinore, Elsinore, CA — CA Site — Preservation Site Preservation Lake Lake Elsinore, Elsinore, Elsinore, CA CA — CA — Site — Site Site Preservation Preservation Preservation Henson’s Henson’s Henson’s Gap, Gap, Gap, TN TN — TN — Legal — Legal Legal Assistance Assistance Assistance Lake Legal Legal Legal Assistance Assistance Assistance Elsinore, Lake Elsinore, CA — CA Site— Preservation Site Preservation Henson’s Henson’s Gap, TN Gap, — TN Legal — Assistance LegalPolicy Assistance USHPA USHPA USHPA —— National — National National Park Park Park Service Service Service Managment Managment Managment Policy Policy Lake Legal Assistance Legal Assistance 64 HANG GLIDING & PARAGLIDING MAGAZINE USHPAUSHPA — National — National Park Service Park Service Managment Managment PolicyPolicy

COSTA RICA - Grampa Ninja’s Paragliders’ B&B.

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 801576-6460 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. 804-241-4324 , 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

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: 506-89508676, www.paraglidecostarica.com.

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.

MEXICO - VALLE DE BRAVO and beyond for hang

SERVICE

PARTS & ACCESSORIES

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.

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

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.

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)473-8800, www.hanggliding.com.

RISING AIR GLIDER REPAIR SERVICES – A fullservice shop, specializing in all types of paragliding repairs, annual inspections, reserve repacks, harness repairs. Hang gliding reserve repacks and repair. For information or repair estimate, call (208) 554-2243, pricing and service request form available at www.risingair.biz, billa@atcnet.net.

WANTED Wanted to buy- 1980's ball deck clamps. Contact: biopzea@gmail.com

Mt. Mt. Equinox, Mt. Equinox, Equinox, VTVT — VT — Site — Site Site Opening Opening Opening && Ramp Ramp & Ramp Improvements Improvements Improvements Mt. Equinox, Mt. Equinox, VT — Site VT — Opening Site Opening & Ramp & Ramp Improvements Improvements Bidwell Bidwell Bidwell Park, Park, Park, CA CA — CA — Site — Site Site Preservation Preservation Preservation Environmental Environmental Environmental Review Review Review Buffalo Buffalo Buffalo Mt, Mt, OK Mt, OK — OK — Launch — Launch Launch && LZLZ &Improvements LZ Improvements Improvements Bidwell Bidwell Park, CA Park, — CA Site — Preservation Site Preservation Environmental Environmental Review Review Buffalo Buffalo Mt, OK Mt, — OK Launch — Launch &Improvements LZImprovements Improvements & LZ Improvements The The The Pulpit, Pulpit, Pulpit, PA PA — PA — Launch — Launch Launch Improvements Lake Lake Lake Elsinore, Elsinore, Elsinore, CA CA — CA — Site — Site Site Preservation Preservation Preservation Legal Legal Legal Assistance Assistance Assistance Pulpit, The Pulpit, PA — Launch PAShower/Restroom — Launch Improvements Improvements Lake Elsinore, Lake Elsinore, CA — CA Site — Preservation SiteImprovements Preservation Legal Assistance Legal Assistance The King King King Mt, Mt, ID Mt, ID —ID — Shower/Restroom — Shower/Restroom Project Project Project Mingus Mingus Mingus Mt, Mt, AZ Mt, AZ — AZ — PG — PG Launch PG Launch Launch Improvements Improvements King Mt, King ID Mt, — Shower/Restroom ID — Shower/Restroom Project Project Mingus Mingus Mt, AZ Mt, — AZ PG — Launch PG Launch Improvements Improvements Tiger Tiger Tiger Mt, Mt, WA Mt, WA — WA — LZ — LZ Parking LZ Parking Parking Expansion Expansion Expansion MtMt Sentinel, Mt Sentinel, Sentinel, MT MT — MT — Grassland — Grassland Grassland Restoration Restoration Restoration Tiger Mt, Tiger WA Mt, — WA LZ Parking — LZ Parking Expansion Expansion Mt Sentinel, MtCA Sentinel, MT — MT Grassland — Grassland Restoration Restoration Kitty Kitty Kitty Hawk, Hawk, Hawk, NC NC — NC — Soaring — Soaring Soaring 100 100 100 Event Event Event Dunlap, Dunlap, Dunlap, CA — CA — Site — Site Site Improvements Improvements Improvements for for PG for PGPG

Adaptive Adaptive PG Training PG Training Protocol Protocol Grant Grant Kirkridge, Kirkridge, Kirkridge, NJNJ — NJ — Launch — Launch Launch Road Road Road Project Project Project Kirkridge, Kirkridge, NJ — Launch NJ —Competitions Launch Road Project Road Project HG HG International HG International International Competitions Competitions

Kitty Hawk, Kitty Hawk, NC — NC Soaring — Soaring 100Plan Event 100 Event Lookout Lookout Lookout Mt, Mt, CO Mt, CO — CO — LZ — LZ Master LZ Master Master Plan Plan Lookout Lookout Mt, COJudges Mt, —Training CO LZ Master — LZEvent Master Plan Aerobatic Aerobatic Aerobatic Judges Judges Training Training Event EventPlan Aerobatic Aerobatic Judges Judges Training Training Event Event HG HG &HG & PG PG &International PG International International Competitions Competitions Competitions HG &Able PG HG International &—PG International Competitions Competitions Able Able Pilot Pilot Pilot — Disabled — Disabled Disabled Pilot Pilot Pilot Project Project Project

HG International HG International Competitions Competitions

Able Pilot Able— Pilot Disabled — Disabled Pilot Project Pilot Project

Dunlap, Dunlap, CAKing, —WY CA Site — Improvements Site Improvements for PGfor PG Snow Snow Snow King, King, WY — WY — Launch — Launch Launch Improvement Improvement Improvement Snow Snow King, WY King, —Training WY Launch — Launch Improvement Improvement Adaptive Adaptive Adaptive PG PG Training PG Training Protocol Protocol Protocol Grant Grant Grant

2008 2008 2008 2008 2008

2009 2009 2009 2009 2009

2010 2010 2010 2010 2010

FarView FarView FarView Tow Tow Tow Site, Site, Site, OH OH — OH — Site — Site Site Improvement Improvement Improvement FarView FarView Tow Site, Tow OH Site, — OH Site — Improvement Site Improvement John John John Wayne Wayne Wayne Airport, Airport, Airport, CA CA — CA — HG — HG Display HG Display Display John Wayne John Wayne Airport, Airport, CA — CA HG — Display HG Display Big Big Springs, Big Springs, Springs, TXTX — TX — National — National National TVTV Film TV Film Film Shoot Shoot Shoot

Big Springs, BigRanch, Springs, TX — TX National — National TVTow Film TV Shoot Film Shoot Wallaby Wallaby Wallaby Ranch, Ranch, FLFL —FL — Scooter — Scooter Scooter Tow Tow Clinic Clinic Clinic Wallaby Wallaby Ranch, Ranch, FL — Scooter FL — Scooter Tow Clinic Tow Clinic Tenn Tenn Tenn Tree Tree Tree Toppers Toppers Toppers Team Team Team Challenge Challenge Challenge

PUBLICATIONS & ORGANIZATIONS

Tenn Tree Tenn Toppers Tree Toppers Team Challenge Team Challenge HG HG &HG & PG PG &International PG International International Competitions Competitions Competitions HG & PG HGInternational & PG International Competitions Competitions

2011 2011 2011 2012 2012 2012 2011 2011 2012 2012

“Live “Live “Live the the Dream” the Dream” Dream” Film Film Film “Live the “Live Dream” the Dream” Film Film Villa Villa Villa Grove, Grove, Grove, CO CO — CO — Launch — Launch Launch Road Road Road Villa Mt, Grove, Villa Grove, CO — CO Launch —LZ Launch Road Road Woodrat Woodrat Woodrat Mt, OR Mt, OR — OR — Fiasco — Fiasco Fiasco LZ Project LZ Project Project Woodrat Woodrat Mt, ORMt, — OR Fiasco — Fiasco LZ Project LZ Project Whaleback, Whaleback, Whaleback, CA CA — CA — Launch — Launch Launch Improvements Improvements Improvements Whaleback, Whaleback, CA — CA Launch — Launch Improvements Improvements Hillcrest, Hillcrest, Hillcrest, MO MO — MO — Butte — Butte Butte Site Site Site Improvements Improvements Improvements Hillcrest, Hillcrest, MO —MO Butte — Site Butte Improvements Site Improvements High High High Rock, Rock, Rock, MD MD — MD — Launch Launch Launch & & LZLZ &Improvements LZ Improvements Improvements HANG GLIDING & PARAGLIDING MAGAZINE 65 High Rock, High MD Rock, —MD Launch —Competitions Launch &Competitions LZ Improvements & LZ Improvements HG HG &HG & PG PG &International PG International International Competitions

THE 1

by PATRICK JOYCE

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!

I began the day at the main site, Lagoa da Conceição, which is never empty in a southeast wind. I watched as pilots launched one after another and struggled to keep their wings straight and true. With each passing thermal my excitement was becoming doubt, and it was soon obvious that now was not the time for me to fly Lagoa. I waited it out a bit longer and made the decision to head toward the coast in search of a smoother breeze. I couldn’t find the trail to Galheta, but lucky for me some other pilots had followed close behind from Lagoa. They pointed out the trail and we began the trek upwards. I was leading the way and wagged a stick in front of me to keep from discovering any spider webs with my face. I wasn’t speaking much with these pilots, as I didn’t speak Portuguese very well at the time. I concentrated on the trees swaying gently overhead while my anticipation was already beginning to soar. I had just moved to Brazil, after learning to fly in Fairbanks, Alaska, and I was eager to begin cashing in on many hours kiting in the snow. After munching on a wild guava, 66

HANG GLIDING & PARAGLIDING MAGAZINE

one pilot quickly and effortlessly became airborne. I let the locals scope it out first. It was smooth. But even in perfect conditions, the launch at Galheta is a hair-raising one: clifflike and tiny. It requires a perfect inflation; any deviations mean abort. When my turn came, I brought my wing up straight, turned, kept it steady for a couple seconds, and charged forward. Within two steps I was picked up and before I knew it I was higher than launch and giddy with the feeling of getting “free” altitude. I worked the small lift band near launch, perfectly content and overjoyed to be soaring. Some other pilots were venturing downwind, to a cove that provided an additional large lift band in a good southeast wind. Conditions needed to be just right to venture that way, unless you planned on landing at the nudist beach bailout below. But then one pilot returned from his explorations, gave a whistle, and motioned for me to follow. I gave a light tug to the left and we cruised downwind. Suddenly I was one in a flock, airborne with a desti-

nation. We were hugging the terrain, but not losing any altitude. I could make out the individual shapes and textures of the trees and outcroppings of rock—such a magnificent view from a little change of perspective. The lift band was wide, smooth, and plentiful. We arrived and traversed the ridge a few times before we followed it all the way out to the point, which jutted out into the ocean. My pilot guide cut back to make another pass along the ridge, but I remained. A stranger had just shown me to the best seat in the house. I saw an expanse of inaccessible cliffs on the lee side, waves battering on boulders below me, frigate birds and vultures soaring beside me, and as I looked out into the immense ocean I saw the moon, almost full, set amongst a sky with the pinks and purples of twilight creeping in. The sun was setting, the day and the flight near their ends. I could hear nothing but the wind in my lines and the crash of the ocean below. And in that moment, as I hung motionless in the sky, everything was in a perfect, harmonious balance.

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