Hang Gliding & Paragliding Vol46-Iss2 Mar-Apr 2016 by US Hang Gliding & Paragliding Association

MARCH/APRIL 2016 Volume 46 Issue 2 $6.95

HANG GLIDING & PARAGLIDING MAGAZINE

2015

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WARNING

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.

SUBMISSIONS HANG GLIDING & PARAGLIDING magazine welcomes 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.

HANG GLIDING & PARAGLIDING MAGAZINE

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.

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

HANG GLIDING & PARAGLIDING (ISSN 1543-5989) (USPS 17970) is published monthly by the United States Hang Gliding and Paragliding

Association, Inc., 1685 W. Uintah St., Colorado Springs, CO 80904, (719) 632-8300, FAX (719) 632-6417. PERIODICAL postage is paid at Colorado Springs, CO and at additional mailing offices.

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COPYRIGHT Copyright (c) 2015 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.

PLAN

FLIGHT W

ikipedia states, “A team is a group of people linked in a common purpose. Human teams are especially appropriate for conducting tasks that are high in complexity and have many interdependent subtasks. Teams normally have members with complementary skills and generate synergy through a coordinated effort that allows each member to maximize their strengths and minimize their weaknesses.” With the recent successful funding of the RRG this definition, now more than ever, was demonstrated and will be increasingly important to remember as our organization works to not only take control of our fate in terms of insurance, but works to refocus and coordinate a restructuring and reengineering of our training protocols. The insurance program, and fundraising, was the first and easiest step in addressing the issues that have lead our organization to this crisis. The second and more important is evolving our flying culture to focus on safety and training. The good news is this will cost each member absolutely nothing. It’s free and in fact, it could very well save you, or someone you know, tens of thousands of dollars. The tougher news is that it will take 100 percent participation from our membership to work together as a team to be an integral part of this change at every opportunity. Our association suffered 20 fatalities last year. We need to put safety on the same level as we put flying big flights, or doing the best aerobatic trick, or staying in the air the longest. We all need to see every moment where we can help engineer a safer environment as an honorable opportunity to bring our unique skill set to our team, and at the same time respect other teammates who may have a different strength in recognizing various safety concerns that we may not see. We need to collectively take a moment to acknowledge that 1) we need a change, 2) being safe is cool, 3) one fatality a year is one too many, 4) we can all do a better job of participating in a culture of safety, 5) it will take each one of us to be a part of this team effort and utilize patience, effective communication skills, and compassion to work with other members who have different strengths and weaknesses to create the change in culture we need. Exciting times are ahead of us. Our team is stronger than we have ever been, we are united around our common goals, and we have some of the best people in the country in position to enact meaningful and successful change. There will be hiccups, but our little non-profit which is run by a volunteer board of directors elected by the membership has a wealth of experience from the private, public, and freeflight sector to coach our membership to perform to the best of their abilities. It’s only up to each and every one of us to have a little faith that they know where the best lift is and follow them to it.

Martin Palmaz, Executive Director executivedirector@ushpa.aero Beth Van Eaton, Operations Manager office@ushpa.aero Ashley Miller, Membership Coordinator membership@ushpa.aero Julie Spiegler, Program Manager programs@ushpa.aero

USHPA OFFICERS & EXECUTIVE COMMITTEE Paul Murdoch, President president@ushpa.aero Jamie Shelden, Vice President vicepresident@ushpa.aero Steve Rodrigues, Secretary secretary@ushpa.aero Mark Forbes, Treasurer treasurer@ushpa.aero

REGION 1: Rich Hass, Mark Forbes. REGION 2: Jugdeep Aggarwal, Josh Cohn, Jon James. REGION 3: Ken Andrews, Pete Michelmore, Alan Crouse. REGION 4: Bill Belcourt, Ken Grubbs. REGION 5: Josh Pierce. REGION 6: Tiki Mashy. REGION 7: Paul Olson. REGION 8: Michael Holmes. REGION 9: Felipe Amunategui, Larry Dennis. REGION 10: Bruce Weaver, Steve Kroop, Matt Taber. REGION 11: Tiki Mashy. REGION 12: Paul Voight. DIRECTORS AT LARGE: Paul Murdoch, Steve Rodrigues, Greg Kelley, Jamie Shelden, Mitch Shipley. EX-OFFICIO DIRECTOR: Art Greenfield (NAA). The United States Hang Gliding and Paragliding Association Inc. (USHPA) is an air sports organization affiliated with the National Aeronautic Association (NAA), which is the official representative of the Fédération Aeronautique Internationale (FAI), of the world governing body for sport aviation. The NAA, which represents the United States at FAI meetings, has delegated to the USHPA supervision of FAI-related hang gliding and paragliding activities such as record attempts and competition sanctions. For change of address or other USHPA business call (719) 632-8300, or email info@ushpa.aero. The United States Hang Gliding and Paragliding Association, a division of the National Aeronautic Association, is a representative of the Fédération Aeronautique Internationale in the United States.

LEFT Unforgettable tandem flight and photo by Rebecca Bredehoft. HANG GLIDING & PARAGLIDING MAGAZINE

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USHPA's

Uber-achievers of 2015

uber- (oob r/): prefix denoting an outstanding or supreme example of a particular kind of person or thing e

by C.J. Sturtevant

t’s that time again: time to spotlight the annual peerselected top-rated movers and shakers in the US free-flight community. Flip through this magazine—or any of the USHPA magazines from the past four decades—and you’ll notice that in almost every flight-related article, the author makes a point of saying “thanks” to those who, in ways big or small, contributed to the featured event. It’s gratifying to receive public affirmation from a buddy who’s submitted an article to the magazine. But to be nominated and selected for a USHPA award—a process that requires participation from a significant number of fellow pilots, many who know you quite well but some of whom you’ve never met—is a real honor! With no further ado, I present to you these 2015 beyondsuper heroes of our free-flight communities, using the words of those who treasure these people and appreciate their contributions.

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Presidential Citation Felipe Amunategui The Presidential Citation, arguably USHPA’s most esteemed award, is unique in that the recipient is selected not by the Awards committee from a list of nominees submitted by members, but rather by USHPA’s president. Because accidents and insurance have been so much on everyone’s mind in recent months, outgoing president Rich Hass has honored Felipe Amunategui with this citation for his pivotal role in redesigning our accident reporting system. Finally, we have in place a way to allow meaningful reporting of accidents while protecting the reported data from being used against USHPA or its members in a legal battle. Felipe (whose last name almost rhymes with “Ah’m not a ghee”) started flying in Chile in 1979, and moved to northeast Ohio in 1981. While in college he worked at CGS aircraft building hang glider frames in Cleveland, and apprenticed as an instructor with Mike DelSignore at North Coast Hang Gliding. When Mike died in an aerotowing accident in 1996, Felipe switched his focus from instruction to improving the safety of towing operations; since then he has run several non-profit towing operations, initially surface towing and now strictly aerotowing in northeast Ohio. In 2000 he was elected as Region 9’s director and has since served as USHPA’s treasurer and vice president. He currently chairs the Towing committee, and, in his words, has “assisted with office and personnel matters as well as some of the other gritty administrative matters that occasionally come up.”

One particularly “gritty” administrative matter that has been troubling USHPA for years is how to discuss accidents and incidents with the membership in such a manner that will provide enough detail to help pilots improve their safety-related decisions, while preserving confidentiality of the reporters and information reported. Felipe’s day job is at University Hospitals of Cleveland/Case Western Reserve University; one of his roles there is to design and run studies. So, once he became aware of USHPA’s dilemma about how to protect the data's confidentiality while gathering information useful to prevent or reduce accidents, he knew was in position to provide a solution, and he willingly stepped up to make it happen. He explains: “USHPA’s Accident and Incident Reporting System (AIRS) that went online late in 2015 has a feature that ensures the information in it can only be used for research purposes, and it's confidentiality is protected (even from subpoenas or court-orders to provide documents). This feature is called a Certificate of Confidentiality (CoC for short), and it is a Federal protection given to social and behavioral researchers so they can do studies on socially sensitive matters while protecting both research and informant from legal consequences that may come from participating in the study.” Felipe credits administrative support from the office staff and the cochairs of the Accident committee with bringing the project to its current state of implementation. Today the data-entry portal is up and running. “It is a work in progress,” Felipe is quick to point out, as it will evolve over time, adding more features, including the possibility to do followup interviews. More importantly, Felipe plans to provide, at least annually, a detailed analysis of incidents and accidents reported over the period, looking for trends and patterns and presenting any that he finds to the membership. “Hang gliding has been a driving force in my life since my youth,” Felipe states. “Serving the national organization has been a privileged way to say THANK YOU to a community, an activity, and a lifestyle that will continue to define who I am for the rest of my life. Receiving the Presidential Citation award was entirely unexpected, and personally it is a very meaningful acknowledgement for my participation in keeping the dream of free flight alive. I am delighted to be able to develop this data-capture portal to the organization, and I hope to offer many more years of service.” USHPA president Rich Hass recognizes the significance of Felipe’s many contributions over the years, and with sincere gratitude awards him the 2015 Presidential Citation.

Rob Kells Memorial Award Mike Meier Since it was created in 2009, the RKMA has been deemed one of USHPA’s most prestigious awards; one nominator refers to it as the USHPA equivalent of a “lifetime achievement award.” Indeed, to be considered for the RKMA, a pilot must have devoted a significant portion of his or her lifetime to free-flight-related pursuits. There are only four previous recipients: Paul Voight, Wally Anderson, Steve Pearson and Jon James, all of whom had close ties with Rob Kells since the very early days of hang gliding and, later, paragliding. To those who’ve been around free flight since those early days, it seems inconceivable that anyone who flies a hang glider or paraglider could be oblivious to Mike’s contributions. One highly respected biwingual pilot who’s known him well for most of Mike’s 40 years in the free-flight community sent in a nomination stating the obvious: “Mike has earned this most prestigious award and is so deserving of it for so many reasons that are hard to put into words.” Another even more loquacious pilot simply told the Awards committee, “Really? You need details? If I have to tell you what he’s done, please resign.” While it’s certainly true that most of us are at least somewhat aware of Mike’s many involvements in all things free-flight-related over the past four decades, the Rob Kells

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“We all have the same 24 hours each day—it’s all in how we use them.” Memorial Award does require specific justifications, and pilots who have only recently become immersed in hang gliding or paragliding may well be unaware of Mike’s history. Fortunately, literally dozens of pilots chimed in with lists of the fine points needed to paint the full picture. Words like “dedication” and “integrity” appeared in nearly every narrative. “He is dedicated to safety and the perpetuation of the sport like no other single individual,” says one nominator, and “Mike’s association with Wills Wing is well known, and that company has been the catalyst and promoter of the evolution of the sport of hang gliding in the US,” another adds. Most often mentioned was Mike’s role in the foundation of the Hang Gliding Manufacturers Association (HGMA) and, through that association, the implementation of hang glider airworthiness testing and standards—”likely a major reason the sport as a whole survived through its early years, with an unknowable number of lives saved: hundreds, maybe thousands,” one nominator pointed out. Many others agreed; “Without Mike maintaining that program and its integrity, the HGMA program and the safety it promotes would not be where it is today” sums up the majority of comments. One nominator, who clearly knows Mike well and holds him in highest esteem, closed his narrative with this thought: “With all that Mike does to improve the big picture of hang gliding, I want my nomination to call attention to the littlest of things he does. Albeit subtle, they truly tell who he is and why he is so deserving of this award and recognition. On top of everything else, Mike reliably will give more and more, sharing his mentorship and knowledge base with anyone and everyone who asks, individually, and never asking for anything in return. He once said, ‘We all have the same 24 hours each day—it’s all in how we use them.’ I am nominating Mike Meier for the Rob Kells Memorial Award because of the way he has chosen to use those 24 hours, time after time after time after time, and how, after so many years, he CONTINUES to choose to spend those hours.” The Awards committee wholeheartedly concurs with all of the opinions expressed by the nominators, with strong conviction that Rob Kells would, as well. It is with deep respect and appreciation for all his hours and years of dedicated service to free flight that Mike Meier is named the recipient of the 2015 Rob Kells Memorial Award.

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Exceptional Service Rick Ray The Exceptional Service Award recognizes outstanding service to the Association during the previous year by any member or non-member. My dictionary defines exceptional as “unusually good; better than average.” My interactions with Rick Ray, along with the comments submitted by dozens of pilots, indicate that the dictionary definition fits his contributions to the free-flight community perfectly. Here are some specifics from his nominators: “Rick works continuously on maintaining the landing zones and launches at his local sites, writing articles about how to fly Woodrat (in southern Oregon) safely, mentoring new pilots, doing site introductions for visiting pilots and opening up his home to visiting pilots who are in need. He selflessly offers himself to all aspects of our sport.” “Rick Ray is exactly the type of person the Exceptional Service award is intended to recognize. He has donated countless hours of his time to help both local pilots and visiting pilots learn more about how to fly safely at his home site. Rick has written a series of articles titled ‘Understanding Woodrat’ that’s so good it ought to be featured in the magazine.” “Safety is the word that comes to mind first when I think of Rick. It’s not just his personal, safe flying record that speaks to the award, it’s also the myriad ways in which he has helped all of us pilots—locals and visitors—fly more safely. As safety director for our club this year, Rick devoted himself to writing a series of short essays on flying Woodrat that inform newer pilots setting out to accomplish some of the common Woodrat XC flights, and to review important information on these XC routes for more advanced pilots. He organized a weather seminar for club members that featured the local weatherman explaining how the soundings work and how to read and interpret the Skew-T’s. His personal knowledge of club members’ names and skill levels is most impressive. Last summer, a pilot visiting from China was seriously injured during the Rat Race and hospitalized. Rick

offered his home for the pilot and his daughter to stay once he was discharged from the hospital but still needed weeks of rehab.” The Awards committee believes that Rick Ray personifies the level of safety and commitment that USHPA campaigns for and we all strive for and hope to strengthen in our wild, wonderful sport, and names him the 2015 recipient of the Exceptional Service Award.

Paragliding Instructors of the Year Brad Hill and Maren Ludwig Ask just about any instructor in Region 1 about Discover Paragliding’s graduates and you’ll hear that Brad and Maren’s students not only consistently demonstrate the best ground handling and launch technique of any new pilots out there, but also display better-than-average judgment with regard to flying-related choices. “Brad and Maren not only want their students to be successful pilots, they want to ensure they stay successful throughout their piloting careers by providing a solid foundation of skills so that they can continue to excel in this amazing sport,” says one nominator. Literally dozens of students and graduates presented the Awards committee with insights into and reflections on Brad and Maren’s teaching style. Some examples: “I learned to speak Winglish: Maren and Brad have always taught us that our wings talk to us and we talk back in kind, gently. I used to power through the controls. Not anymore.” Regarding launch, “Don’t rush through it—you do not need to care what

others think. And only launch when you are 100% when ready to fly, not 99% or less.” And on coring a thermal: “Index finger on my line, arms completely relaxed (active piloting), feeling the twitch. Bam! Fish on!” Brad and Maren have a unique advantage in that they are a couple of instructors. Several nominators pointed out how helpful it is to get instruction or feedback from two different people with two different communication styles. “When I was having difficulty with some aspects of ground-handling and kiting and I wasn’t able to click with the instructions from one of them,” one student recalls, “the other would give me the coaching in a slightly different way that would make the difference.” Another often-mentioned quality is their “endless supply of patience—when I make the same mistakes over and over, they give gentle reminders and understand that it takes time to build new neural pathways and muscle memory. They know when to be firm, and when to laugh with their students. They create a very easy-going, relaxed learning environment. I enjoy my time with them as much as the paragliding.” “Instructing is not an occupation for them but a way of life,” muses one student. “I am a better person, and becoming a very good pilot, because of these two!” It is this quality of instruction and focus on all aspects of a pilot’s skill set that makes our Instructors of the Year stand out. USHPA’s Awards committee recognizes the superior quality of instruction from this “couple of instructors” and names the team of Brad Hill and Maren Ludwig as the 2015 Paragliding Instructors of the Year.

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HANG GLIDING Instructor of the Year Bart Weghorst For over a decade, in Wyoming’s mountains and the flatlands of Texas, Bart Weghorst of Cowboy Up Hang Gliding has been bringing new pilots into the fold, and making sure they have the skills and attitudes to stick. When selecting the Instructor of the Year from the pool of highly qualified candidates, it’s often the unique strengths and teaching styles that catches the attention of the Awards committee. “One of the things that sets Bart apart from the instructors/observers/mentors I’ve seen is the way he listens to students,” says one nominator. “Bart is skilled at understanding how each student is unique, and how to connect with each one through instruction they will understand. His knowledge of hang gliding comes from years of experience and it really shows through when he breaks complicated subject matter down to digestible pieces students can easily relate to. Bart is a naturally gifted teacher and we are lucky to have him involved in our sport. We need more like him!” Instructors, schools and clubs are the “glue” that holds our communities together. Several nominators cited examples of how Bart actively and purposefully applies that glue. “From the moment his operation moved to Houston, our region has benefited from an exponential growth in hang gliding activity, certified pilots, and flight hours,” says one nominator. “Bart puts all of his efforts to maintaining a professional yet friendly operation and thanks to his arduous work he has been able to help many students excel in both recreational and competition scenarios. Without Bart in our area, the renaissance of hang gliding in Houston would not have been a reality.” Another nominator concurs. “Bart has contributed a great deal of new energy to the community and environment that has made a huge impact. While much of that relates to H-1 and H-2 pilots, those newer pilots are just part of the bigger picture.” When the foot-launch options in Texas all but disappeared, pilots who’d been flying for years suddenly found it prudent to make the transition to aerotow. Bart’s credibility as a fellow pilot, and his skills as an instructor, gained the trust of these long-time pilots learning a new skill. “It is something special to connect the two ends of the spectrum”— referring to the newbies and the legacy pilots—”and the energy around the LZ is a great combination of new students looking for air time and the more experienced pilots spending more time flying. In my opinion, connecting these two cultures is critical to the sport, as now the experienced guys are more active and, although some may not admit it, they enjoy mentoring the lower-airtime folks. Bart has brought the community together through his teaching ability, and it is growing and expanding in ways I haven’t seen before.” A fellow instructor muses, “I have become a better instructor as a result of spending time around Bart, as well as

HANG GLIDING & PARAGLIDING MAGAZINE

leveraging his knowledge as someone I believe to be a true professional. He has directly improved my piloting skills, my instruction techniques, my equipment and technical knowledge, as well as being a solid role model who deserves to be recognized as instructor of the year.” Well put! Recognizing Bart’s exceptional ability to connect with his students and fellow pilots, his highly effective teaching style, and the depth of knowledge and skills he’s acquired through years of experience, the Awards committee chooses Bart Weghorst as the USHPA 2015 Hang Gliding Instructor of the Year.

Bettina Gray Photography Award Jonathan Dietch Hang Gliding &Paragliding magazine editor Nick Greece enthusiastically supported Jon’s nomination for the Bettina Gray award. “Jonathan is always out there flying, always taking publication-worthy photos—he’s creative with his mounts, and he captures a wide array of angles in flight. Most importantly, he frequently submits his photos for use in the magazine and the USHPA calendar.” I contacted Jonathan for some specifics regarding his photography; here’s what he told me. Jonathan’s fascination with hang gliding began back in 1960s, fueled by pictures of gliders from the late 1800s he discovered in aviation books when he was in elementary school. As a teenager he was part of the build-it-and-fly-it scene in the early ‘70s but, he says, he was always more interested in the creative side than the flying, and went on to build what he describes as some “highly original hang gliders” before health issues forced him to take a hiatus from hang gliding, from 1982 to 2008. During those flightless years, he honed his action-photography expertise while cycling, but never lost his fascination with flight. “There was a handful of images that never left my consciousness during my long absence from the sport, including Bettina Gray’s portraiture and Eric Raymond’s early-’80s cover shot of a wingover at Torrey Pines,” he recalls. In 2010 Jonathan creatively updated the technique Eric used to capture that memorable shot, “using a single thin fishing line and mounting a lightweight HD camera on a self-aligning pole with stabilizing fins on the rear,” he explains. At first he freely shared this technique with anyone who expressed interest, but since then has urged pilots not to use it—even though “my updated Eric Raymond technique has delivered my most memorable scenes by far—as it has done for others. I consider it dangerous,” he says, adding, “I don’t use a remote and I avoid having a camera in the cockpit,” to remove any opportunity for potentially disastrous distractions. His primary in-flight camera is “the obsolete GoPro Hero2, which often takes better interval still photos than other action cameras. I primarily use passive cameras set to record video or interval stills non-stop, using external power and larger memory cards. One learns to rapidly discard unneeded footage and stills in a hurry and only save the better media.” For from-the-ground shots he uses “my inexpensive Panasonic Lumix DMC-FZ200 that I bought third-hand on Craigslist,” adding, wistfully, “I could really use a better camera for this…” Jonathan’s photos speak for themselves; check out some of his favorites on the following pages to see why the Awards committee deemed Jonathan Dietch uber-qualified for the 2015 Bettina Gray award.

“I'm using a single thin fishing line and mounting a lightweight HD camera on a self-aligning pole with stabilizing fins on the rear. Even though it has delivered my most memorable scenes by far, I consider it dangerous.” HANG GLIDING & PARAGLIDING MAGAZINE

USHPA's PHOTOGRAPHER OFMAGAZINE THE YEAR 16 HANG GLIDING & PARAGLIDING

JONATHAN DIETCH

HANG GLIDING & PARAGLIDING MAGAZINE

Best Promotional Film EIght Days at Base by Ross Smith It seems like everyone who’s attended a Colorado Fly Week event has a story to tell. Cinematographer Ross Smith’s film showcasing of the 2014 event “did an amazing job of capturing the spirit of flying—the adventure, fun, and lifestyle of our sports—and telling the story of so many of freeflight’s treasured ‘sage’ pilots. He does such a nice job of balancing hang gliding and paragliding, old and new pilots, telling stories and capturing incredible aesthetic appeal. I so appreciate this contribution to our sport and I love the way he’s showcased so many pilots I admire. This film is accessible for pilots and non-pilots alike,” enthuses one nominator. “We need people like him who tirelessly document for the sake of preserving the moments this amazing sport provides,” adds another. “This film presents both the beauty of free flight and the variety of the people involved in the sport in a most moving way. It is visually beautiful, and I like how Ross strategically combines the commentary of participants with depictions of all aspects of the fly-in—the entertainment, the food, the camping, the injuries—all of it. Because he integrates video clips contributed by the pilots, he is able to show a multidimensional perspective on the flying, too. He doesn’t hide the risks but makes sure the content is balanced, and features statements about the importance of good judgment and maturity and a focus on safety. Ross’s film shows how beautiful the sport of free flying is, and how much fun the Colorado Fly Week has been.” Summing it all up, one nominator states, “This film does an excellent job of showing the bonds of the people involved, the dedication of the organizers, and how lucky we are as humans to be living at this particular moment in time when this is possible.” You can see the film trailer at https://www. youtube.com/watch?v=v0Pz5590g6g. The Awards committee members watched the entire film, and could only agree with the nominators’ extensive list of accolades. As a result, USHPA presents Ross Smith and his documentary film “Eight Days at Base” with the 2015 Best Promotional Film Award.

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Commendation Reed Gleason Reed has given much to the free-flight community throughout his four decades as a pilot. Over the last several years he has purchased three properties to preserve our NW launch sites: two lots at Oceanside, Oregon, where he has been flying since the ‘70s, and a 40-acre parcel near Goldendale, Washington, called Cliffside, which has also been flown for decades. Additionally, he has invested his own money for launch improvements at Oceanside and to cut a road to launch at Cliffside for hang glider access. Flying sites are precious; securing launch sites from development earns the respect and gratitude of all who fly there. The Awards committee provides Reed with a tangible expression of that respect and gratitude with a 2015 Commendation.

Commendation Kit Martin Kit Martin was for many years a well respected and much loved hang gliding instructor at Lookout Mountain Flight Park (Georgia). Although Kit died in a skiing accident in February 2015, quite a number of his students felt strongly that he should be recognized for the impact he had on their skills and their attitudes. Some examples: “On one memorable evening we were making our way back up to the launch at Lookout Mountain in the back of a pickup truck. Kit took a basetube and stuck it up into the air. We had the best conversation about drag and lift! How many other instructors would take a simple ride up to launch and turn it into a teachable moment? Kit posthumously deserves an award for all the years he devoted to developing good and

safe pilots.” “Kit Martin was an amazing instructor. He simply wanted to share his love of flight with anyone and everyone so they might experience its joy. Not only did he spread passion for the sport, he did so by teaching his students that, above all, safety and patience were the most important aspects to achieving a beautiful flight. Kit’s spirit is carried by the countless students and fellow pilots he touched. He embodied, in every aspect, what this sport is about.” Based on the many wholehearted recommendations from Kit’s students and fellow pilots, the Awards committee presents Kit Martin posthumously with a 2015 Commendation.

Commendation TJ Olney Region 1’s TJ Olney is one of those pilots who seems to be involved in just about every aspect of free flight. His nominators mentioned spearheading the installation of a launch camera for Blanchard Mountain, fabricating said launch camera using his own equipment, coordinating with a local business owner to secure the camera’s installation site, and then making countless trips back to the camera to troubleshoot technical issues. He’s considered the authority on HAM radio operation and encourages pilots to obtain their amateur radio licenses. He maintains a commitment to skills development and safety for both himself and his peers. But what he’s most famous for among NW hang and para pilots is his development of a comprehensive and highly reliable weather forecasting website. One nominator provides specifics: “TJ’s weather site currently provides point soaring forecasts (Windgrams) for approximately 100 flying sites within a 300 mile radius of NW Washington, and his website receives an average of 650 visits per day. In particular, TJ’s Windgrams are a favorite among pilots for their accuracy, ease of interpretation, and the inclusion of the most pertinent information for a free-flight pilot including wind speed, wind direction, cloudbase altitude, max soaring altitude, max up velocity, atmospheric stability, freezing level, and lapse rate. In addition to building and maintaining his weather site, TJ readily offers his expertise in a number of other areas, includ-

ing regularly posting weekend flying forecast roundups to the Northwest’s PG and HG club forums.” Accurate weather info via TJ's Windgrams has farreaching, perhaps unexpected, applications. One instructor points out, “Northwest pilots have recently started exploring many new XC routes and several new sites thanks to TJ’s Windgram forecasts.” “His site has transformed my ability to assess flying conditions,” claims another. “Because of the huge amount of work TJ has done, I am willing to jump in the car and drive for hours to go fly because I can be confident that the getting will be good!” One nominator sums it up well: “To have all the different links to all kinds of weather data on one web-page helps me learn a lot on what really rules our flying: the weather.” Check out today’s Windgram for world-famous flying site, Chelan Butte, at http://wxtofly.net/Chelan_iwindgram.html. You’ll easily see why the Awards committee deemed TJ Olney worthy of a 2015 Commendation.

Commendation Roy Warren It’s amazing (but not surprising) how many pilots there are who, even though they’ve retired from active flying, remain active and valued participants in their communities. Roy Warren, of Oregon’s Desert Air Riders paragliding club, is an example. His fellow pilots fondly reminisce on Roy’s years of participation, and strongly recommend that USHPA offer him official recognition for his service over a period of about 20 years One pilot sums it up thus: “Roy Warren is turning 85 this year and retiring from active flying. As a fellow member of the Desert Air Riders of Central Oregon, I would like to see Roy receive the Commendation Award for the 20+ years of cheerful volunteer service he provided to the club. He flipped burgers at the Pine Mountain Fly-in, shuttled visiting pilots up the mountain, reported to the call of duty wherever he was needed. Thank you, Roy!” The Awards committee seconds that vote of thanks, and presents Roy with a 2015 USHPA Commendation.

Chapter and Website of the Year Rocky Mountain Hang Gliding & Paragliding Assn. These days, a strong USHPA chapter almost always presents a strong website, and the reverse is also true: Find an engaging, informative free-flight website, and you’ll probably find it’s the public face of a group of active, engaged pilots. This year’s pick for a top-quality website and the strong club behind it is the RMHPA, based in Golden, Colorado. Here’s a short list of justifications: In 2015, the club boasted 140 active members, including hang gliders, paragliders and speed flyers. Monthly meetings include club updates, site updates, a guided safety discussion, and “whatever else we feel like talking about.” RMHPA members are big on community involvement, including annual cleanups, trail maintenance coordinated with the open-space authority that owns the Lookout Mountain

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site, and a presentation of USHPA’s Free-flight Film Festival for the community in Golden, attended by enough folks to fill the theater There’s a strong focus on pilot safety, including reserve repacking clinics, and paying special attention to newer pilots flying Lookout Mountain—because of Lookout’s unique conditions and small landing zone, site protocol requires an experienced pilot observe all P-2 pilots’ flights and the first 10 flights for P-3s. Chris Webster built the original RMHPA website and implemented the forum; Don Hillmuth updated it and maintains the current award-winning website, RMHPA.org. Here you’ll find “every bit of information about the local sites that we have available, including site guides, weather links, forms, current information—everything. We also maintain a club XC league and an active online forum. Our safety director, Jake Hildebrand, created an online safety survey that is used to report accidents and incidents for the benefit of the

DEMO DAYS 2016 Web Designer Don Hillmuth

April 9th and 10th Cowboy Up Texas cuhanggliding.com/ texashome.htm

April 13th – 16th Wallaby Florida

20th consecutive fly-in and party to celebrate our 44th year in business wallaby.com

April 17th – 23rd Tree Toppers Team Challenge Tennessee

tennesseetreetoppers.org

April 29th – May 1st Crestline California crestlinesoaring.org

May 12th - 16th KHK Spectacular North Carolina

club.” Not part of the selection criteria but definitely worth noting as an example of the club’s commitment to free flight is the $5000 donation RMHPA made from its reserves toward the USHPA RRG, and as of this writing in mid-January, individual member donations to the self-insurance fund continue to climb. USHPA recognizes that clubs and chapters, especially those with strong online presence, are what help hold our free-flight communities together. In recognition for their outstanding presence, both online and in person, the Awards committee has selected the RMHPA as the 2015 Chapter/Website of the Year.

o there you have it: the member-selected/Awards committee-approved roster of 2015’s uber-pilots. No doubt there are some go-getters in your community who are equally outstanding, taking the lead, doing whatever is needed to keep hang gliding and paragliding vibrant at your local sites. Let them know you’ve noticed—nominations are open right now for the 2016 awards. Go to http:// ushpa.aero/emailaward.asp to make your statement and, perhaps, make someone’s day when the 2016 awards are announced.

KHK Demos and clinic May 11, 12 and 16 kittyhawk.com/event/ hang-gliding-spectacular

July 1st – 4th Lookout Mountain Flight Park Georgia hanglide.com

Check willswing.com/calendar and facebook.com/WillsWing/ events for news and updates on unscheduled demo events coming to: Santa Barbara, California Bay Area, California Pacific Northwest HANG GLIDING & PARAGLIDING MAGAZINE

Spring Training by MITCH SHIPLEY, USHPA Accident Reporting Committee Co-Chair (Hang Gliding)

015 was the deadliest year that our sport of hang gliding and paragliding has seen in decades. Ten of our member died in hang gliding accidents and another 10 members died in paragliding accidents. 2016 has already brought another two hang gliding fatalities. In pursuit of USHPA’s mission—to ensure the future of free flight—USHPA provides tools for pilots to assist them in assessing the dangers involved in the sport to help mitigate those dangers to a level of risk deemed acceptable to the individual pilot. One of those tools is the information provided by the Accident Reporting Committee (ARC). Its mission is to help pilots derive lessons learned from the analyses of accidents that will help them more accurately assess the risks involved in their flights and avoid similar fates. In August 2015 the ARC notified all pilots of the troubling trend in fatalities during the period from January 2014 through August 2015. That notice recommended that pilots consider three factors when making their personal flying decisions: (1) Personal Risk Management; (2) Complacency; and (3) Encountering Turbulence at Low Altitudes. Since that notification in August, six more of our members have died while flying, which underscores the necessity

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of continuing our efforts to learn from these occurrences. As pilots, we celebrate the fact that, under FAA Part 103, we are relatively free of governmental regulation of our flying. We enjoy this freedom of flight because, under the national standard of care established by the FAA, “The operators of hang gliders and paragliders are responsible for assessing the risks involved and assuring their own personal safety.” This means that when we elect to fly a hang glider or paraglider, each of us is responsible to assess the dangers involved and each of us, by law, assumes personal responsibility for his/ her own safety. The FAA has advised us that the actions of the hang gliding and paragliding community affect the direction the FAA will take in implementing future regulations and that the safety record of ultralight vehicles is the foremost factor in determining the need for further regulations. In light of these facts, USHPA encourages and challenges each and every one of our member pilots and chapters to consider the following specific ideas on what each pilot and chapter might do, before the spring flying season, to decrease the inherent risk of accidents in our sport. Each suggestion is derived from lessons learned from our accident reports, ABOVE

Tennesse Tree Toppers launch at the 2013 team challenge.

When we elect to fly a hang glider or paraglider, each of us is responsible to assess the dangers involved and each of us, by law, assumes personal responsibility for his/her own safety. most significantly from the investigation of fatal accidents. Let’s call this “Spring Training.” The intent is similar to the “Safety Stand-Downs” many professional organizations conduct following significant accident trends. Please note that some suggestions are wing-specific, while others are applicable to all flying.

Launching Each of our flights starts with launching. During this phase of flight, the goal is to transition from not-flying, to flying, in such a way that control of the wing is maintained, ensuring a safe transition. This transition requires adding energy into the flying system. The methods and skill sets required differ, depending on the type of launch, and are executed by using the muscle memory that we each developed through repetition, as we learned to fly. After completing that early training and increasing our experience, we typically try to do one launch a day and stay up, soaring for as long as possible after that launch. Over the years (and perhaps decades), these launches are executed with more advanced equipment that is typically harder to launch (i.e., heavier and having higher stall speeds, more complex control input, harnesses that are harder to run with, etc.). As we repeat these launches that have been executed by the muscle memory developed using our novice equipment, we can deduce why we see poor launches that are far too common even among our advanced pilots. So we have devised some Spring Training suggestions: Review Cliff Launch (CL) and Flat Slope Launch (FSL) techniques. They call for different requirements and actions on how to add flying energy to the system to get the wing flying, including: Controlling the Angle Of Attack (AOA) during the walk, jog, and run that builds up flying air speed during a FSL, before attempting to have the wing support the full weight of the flying system; Maintaining a low AOA after your feet leave the ground during a CL that allows the airspeed to build up to a fast enough flying speed to support the full wing loading of the pilot when leaving the ground. Conduct discussions on: The importance of wire crew/launch assistant choices (i.e., experienced pilots) and briefings that include precisely what

communications and actions are expected; Evaluation of wind, thermal cycle, and turbulence before launching; The fact that it is always OK to back off launch and regroup, or “bag it,” if things aren’t feeling right. The mountain will be there tomorrow; Build/regain muscle memory of how to add energy to the system while controlling the wing, by actually doing it on flat ground in no or light wind (and more than once!). Video review of this practice is invaluable, as it is the best way to convey technique errors to pilots.

Landing Everything said above about muscle memory, equipment, and complexity on launching should be applied for landing as well. As we advance in our flying experience, the wings we fly typically require more/different skills to control, as we touch down. And that’s not the only concern: At this stage of our more advanced development, the landing we make each day occurs after having spent hours in the air, perhaps suffering from dehydration and exhaustion, and going into an LZ we have never even seen, as happens in XC. Spring Training ideas here include: Run a club landing clinic that includes: Discussion and video review of proper landing techniques including: Airspeed control on approach, with emphasis on maintaining sufficient airspeed for good control, through the likely wind gradient and thermal/mechanical turbulence near the ground, before bleeding off that airspeed in ground effect to execute the touch down; Body/harness position transition techniques and glider control during approach; How to determine whether to run it out or flare the glider; this depends on the weather conditions (i.e., higher wind makes running it out preferable) and LZ characteristics (i.e., terrain obstacles might require a strong flare technique); What to do at the last second, if it isn’t going well (i.e., let go, ball up and let the glider take it); Approach decision-making, including where to more safely land, with regard to obstacles (i.e., cars, tree lines, spectators);

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Repeat actual landing practice, using training hill or tow. Again, video review is the most effective way to convince pilots that perhaps their technique isn’t the best and help them accept the critique of their peers on what can be done to improve. In our sport, the most effective way to learn or improve is by the repetition of maneuvers.

Parachutes At times our wings can no longer be controlled in flight, due to the air we are flying in, equipment damage, or other problems. Although we all fly with parachutes, some accident analyses reveal that we are either reticent about, or not proficient in, deploying them. As our experience and flight time grows, we naturally lose the edge and the hyper-vigilance we once had. We tend toward believing this is either “not really happening to me” or “I can handle this.” The reality is that sometimes we can’t handle it. Be aware that the window in which the option exists to save ourselves with a parachute ride is very narrow. The fact that this window gets narrower with decreasing altitude above the ground (AGL) should

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always be kept in mind. Be proficient and ready to throw the chute at any time and, if you are low, make that decision sooner rather than later. Consider: Having a club annual parachute clinic that includes: Repacking chutes; Hanging pilots in their harnesses to simulate the violence and disorientation that likely occurs in a loss of flight control, and then practice deploying their parachute, with a goal of less than three seconds from decision to having it out; Discussions on when to throw and how quickly that action needs to be accomplished in various circumstances.

Towing As a pilot and instructor who has done all sorts of towing, including designing, building and operating my own system (with the scars to prove it), please let me be very clear: Towing a wing aloft is not simple. It is a complex operation that deserves our highest levels of respect, skepticism, training and continuing education. Towing can and has been done with very effective risk management, but each system

LEFT Tow launch at Morningside Flight Park.

is different and has its own unique characteristics of a host of variables that need to be fully understood and managed properly. One of the significant variables to be considered is pilot experience and skill, as this is a determining factor in the pilot’s ability to correctly respond to the complex factors in towing and, hence, how the tow should best be conducted. Suggestions for training and education include: Refresh yourself on tow force effects on a glider. Wing loading, climb rates, airspeeds and attitude to horizon are all continuously affected as a coupled system during each tow based on the force applied by the tow rope; Effects of immediate loss/removal of tow forces (i.e., weak-link break or throttle off) at various points during a typical flight, with emphasis on the required pilot actions to reestablish controllable flight and land safely; Discuss the topic of bridle types and attachment points with other experienced pilots and how they affect a glider in flight (i.e., on-tow trim speed versus off-tow trim speed). Tow operator actions and expectations: Planning for the ability to see the pilot effectively during the whole flight; Appropriate regulation of tow forces during each stage of the flight (i.e., launch, climb, release) as appropriate for pilot skill level; Failure of tow-system scenarios (i.e., failures of the release, drum/line, weak link, etc.) during each stage of the flight; Consideration of the creation and use of checklists for

specific equipment and each of the personnel involved in the tow operation; Procedures to assess and monitor equipment condition and equipment maintenance.

Risk Management and Altitude The analyses of many of our fatalities indicate that some of the pilots experienced glider control problems that they could not effectively deal with from a relatively low altitude before the fatal impacts. Although specifics of the issues vary among the flights (i.e. tumble/turbulence, equipment failure) there were decision-making opportunities earlier in, or before, the flights for risk management that might have mitigated or prevented the accidents. This Spring Training opportunity is best done in a club seminar where topics might include: Weather analysis and predictions: Wind velocity, direction, and trends for the day; Thermal strength and shear potential (tumble/collapse risk assessment); Overdevelopment potential; Site-specific scenarios of good places and bad places to be, given the weather conditions of the day. Site and common XC route analyses: Where and when to go and where and when not to go; Where and when not to get low. Have your own “Safe Operating Envelope” for the day

GEAR recycled wing

HEADGEAR

T-SHIRTS

JACKETS

United States Hang Gliding & Paragliding Association

2016

TECHNICAL

United States Hang Gliding & Paragliding Association

2016

ABOVE, LEFT © zooom.at/Felix Woelk. LEFT & ABOVE

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SEE THE ENTIRE LINEUP @ ushpastore.com

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LEFT Successful landing.

(i.e., I won’t go lower than this before I head out to get more AGL or land). Camera use and its effect on concentration. Be alert to the danger of distraction and the acceptance of higher risk for “The Shot.” Risk management of the next generation of our pilots— our students. This important topic should acknowledge the fact that as we learn, we do not have the muscle memory or cognitive skills to react properly in new situations. This requires carefully considering all aspects of student flights, with respect to what they have previously demonstrated and what might be required to do in each of their progressive flights.

Complacency and Denial If I had to pick just one factor that was most common in our accidents/incidents, I would choose complacency. Complacency occurs when a pilot’s hyper-vigilant, reflexive stance is replaced with the misguided confidence that “I can handle this,” based on the repetition of flight circumstances where the pilot did handle it—or perhaps “got away with it.” Complacency is a companion to denial, such as, “This

isn’t happening/can’t happen to me.” Both of these mindsets are understandable in a population of aging pilots who have completed decades of flying, and perhaps these attitudes are inadvertently instilled in newer pilots by being around experienced ones. Based on the analyses of our recent fatalities, complacency and denial affects (1) the amount of risk that pilots are willing to accept in the weather/turbulence/altitude in which they choose to fly; (2) an accurate assessment of what is required of their launch technique for the conditions; or (3) the decision to immediately throw a chute when they lose control of their wing. The longer we fly, the more likely complacency tends to erode the margin required to deal with the almost inevitable circumstance where only decisive, immediate, and efficiently executed action leads to survival. Before each and every flight, remind yourself that flying has inherent risk and ask yourself and your buddies whether you are satisfied with what you have done to minimize the risk so this flight will not be your last. The Spring Training suggestion for this area is to re-read and share the above thoughts and know that it can indeed happen to you!

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The Moyes

GECKO

Flying the Latest Evolution by Dennis Pagen

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ho needs a new glider? Every time I think we have arrived at a comfortable place where we can rest on our laurels, sit back and say, “What a long way we’ve come,” someone delivers a new package that promises a new experience. It has just happened again with the Moyes Gecko. When I heard about the Gecko, I thought, “What’s a gecko got to do with flying?” We may just find out.

WHAT IT IS I’ll let the manufacturer speak from their website: The Gecko is designed for the upcoming and experienced recreational pilot. Originally designed to bridge the gap between the Malibu and the Litesport Class, the glider exceeds expectations, in handling just as much as in glide performance. Let me explain. The Malibu is Moyes’s entry-level glider. Easy handling, easy landing, slow flying. The Litesport is Moyes’s high performance kingposted glider. It flies more like a topless

glider than an easy intermediate glider but it performs impressively and lands easier than a topless. It is a good, lighter, cheaper choice than the top gliders. Another point to make clear is that there is a new Sport Class evolving in national and international competition. So far that class simply requires that a pilot fly a king-posted glider. The idea is to have a class of competition with lighter, easier, cheaper and safer gliders. It appears that the Gecko is designed to fit right in the upper echelons of this class. Now in my own words, here’s what I think has happened. I believe that Moyes took more than 40 years of development and refinements that they and others have made—the tricks of the trade—and finally put them together in one package. The result is one of the best integrated gliders out there. I’m not just writing ad copy here, for here are a few things I discovered: The glider is one of the lightest intermediate gliders

ABOVE Jonny Durand Launching from Sunrise beach.

available. It sets up easily with the easiest curved tip wand attachment I have ever encountered (which includes almost all gliders available). It is quite easy to carve through the air and it has a true full-working VG system. I’ll elaborate on these points below, but here’s a little more description. Right now the glider comes in one size: 155 sq. ft. (14.4 m?). This size is suitable for pilots of 120 to 190 lbs., with the best weight being 160 to 170 lbs. I do expect that Moyes will come out with other sizes, since I expect this size will be successful. The Gecko has a full one-color top sail and one-color bottom sail. This decor is like gliders of yesteryear, and it looks refreshingly retro. The manufacturer says, “Stand out in the skies wherever you go!” I am surprised how many comments I received on the glider’s appearance, and during the Dinosaur meet in August

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I found myself watching the Gecko around launch because it was so striking in glowing green. Any pilot with a Gecko had better be ready for spectator attention. Don’t worry if you aren’t such a good pilot, the Gecko will give you a hand. For you detailers, the Gecko has a moderate 124-degree nose angle and a moderate 6.5 aspect ratio. It weighs 65 pounds and is almost perfectly balanced when you are standing at launch or hauling it off the field. It has curved tips with the cleanest tip area I have ever seen on any glider, including top-drawer topless gliders. It also has Mylar inserts with added foam for a very clean, highradius leading edge. For pitch stability the glider uses one sprog (internal washout strut) per side plus two reflex bridles per side. The reflex bridles attach to the upper side cable. We’ll see why in a moment. Setup is normal and easy, aided by the afore-mentioned no-struggle tip wand. There are eight curved battens per side, attached with the now-standard quick-flip tips. Also, there are two under-surface battens per side. The nose cone is clean—maybe the cleanest yet—

and easy to attach. Because of the long keel stinger I found I could put it on without pulling the nose down, always a dicey proposition when you are tail to the wind. One note of caution to pilots moving up from lesser performance gliders: Don’t forget to zip the sprogs closed. That operation may not be in your current setup and pre-flight list since most beginner gliders don’t have them. They are easy to deal with—just swing them into the sail and zip up the under-surface slot. An important feature that needs to be highlighted is the automatic adjusting reflex bridle system (also known as the compensator system). Reflex bridles are an essential part of most gliders’ pitch stability systems (nearly all intermediate gliders have them). On the Gecko, just as with the Litesport, the VG compensator system automatically effectively shortens and lengthens the reflex bridles. The way it works is this: When you pull the VG at the base tube, the crossbar moves back. This movement relaxes a line routing into the kingpost that holds up the side cables. So pulling the VG lets the side cables move down a slot in the kingpost. As they move down they lower the reflex bridles, which are attached to the side cables. In fact, the compensator system

is actually what allows the Gecko to have a fully functional VG system. Why lower reflex bridles? The reason is to produce less pitch pressure and better performance at tighter VG settings when you want the best glide and speed. In other words, any time you leave a thermal and are seeking the next one. Note that testing has shown that generally when gliders are tightened the pitch stability devices kick in sooner, so they can be relaxed (sprogs on most topless gliders also undergo this automatic adjustment). This pitch-adjustment trick on the Gecko is just one of the global refinements I referred to in the beginning. And here’s a wonderful bonus: Due to the compensator system the side wire can be tighter than on gliders without compensation. Get this: When you pull a VG system tight, the crossbars move outward, so the side wires have to be loose enough to allow this spreading at the outboard side wire attachment. Without compensation, a designer has to make a choice: Either put a barely changing VG system on the glider, or let the side wires be loose when the VG is off. Most of us have seen or flown gliders with the latter solution. The pilot is constantly moving the control bar triangle side to side on launch to feel the lift or force on the wings. Pilots may get used to this situation after a while, but it is disconcerting to pilots new to better performing gliders. The Gecko has fairly tight side wires with the VG full off, so confidence on launch is instilled. Don’t know about you, but I like feeling confident on launch. Most intermediate gliders have fewer battens and a bit looser sails than the top gliders, allowing lighter handling as well as lighter weight. It is no secret that fewer battens mean wider batten spacing, which sometimes results in trailing edge flutter at the trailing edge as the glider ages, especially towards the LEFT Gerolf Heinrichs ground handling the Gecko.

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tips. The Gecko designers addressed this problem with a short little batten placed between the furthest outboard two upper battens. You can see it in the photos. This batten will stop pesky flutter for the life of the glider—a bonus. I’ve seen some pilots add such battens on their own, but nothing as clean as this solution. But this little addition brings up the only negative I had with the glider: when breaking down, you have to fold the tip in a special way and it renders the folded sail in this area less clean than it could be. But I don’t like to fold a sail tightly anyway (just tight enough to fit easily in the cover bag), so I can easily live with it.

to my usual launch. During the flight I was aware that I had plenty of push-out in thermals, and was conscious of not getting too slow as I relaxed and went into automatic pilot mode. By the third flight I never thought about the bar. I think that any pilot who flies by feeling FLYING A GECKO the airspeed and glider feedback (as we Ahh, we come to the fun stuff. I like should) will not notice any effect from flying as much as the next air junkie, but the bar placement. Other pilots may what I have been doing for 40 years that not be ready for a double surface glider really tickles my innards is flying new anyway. gliders. I am lucky in that respect beOne benefit from the slightly rearcause often pilots will ask me to fly their ward bar is the glider is nearly perfectly new gliders to test for tune, and often balanced on your shoulders when standI get to fly a new design for a review ing at launch. This factor lets you relax such as this. I jumped at the chance to and feel conditions better than with a fly the Gecko after seeing it perform in glider requiring force on the uprights Dinosaur. to maintain pitch. A second benefit is However, I approached the glider during landing—you have a bit more with a bit of caution. I was informed by flare authority. The same amount of Kraig Coomber, the US Moyes rep, that flare push produces a higher attitude. the uprights on the Gecko are moved Everyone should strive for a good atback compared to other gliders. The titude. reason for this design strategy is that In the air the Gecko shines, shimit puts the bar in a more comfortable mers and delivers. I had six flights: three position in flight—much like that of a were for over an hour in conditions topless glider. I found this to be true, varying from ridge lift to weak thermals with the front bow of the basetube belly to strong, tight ratty cores. The rest just north of my schnoz in trim, and the were scratching, elusive experiences grip portion of the basetube right where up to 20 minutes. On the weak days, I your hands would fall if you are holding explored the Gecko’s ability to turn them up and saying, “It’s not my fault!” “Right now!” and found it to be nicely So I was thinking that I had to be responsive and efficient. Occasionally careful on launch to avoid getting too I used an old trick I call a sidewinder, high an angle of attack, especially since short for a sideways wind-in punch. the first flight was in light winds with Many readers may be familiar with the a long run required. Not to worry; I “punch turn,” where you are in a bank and didn’t feel anything different compared get a sticky wing or you want to initiate

a quick turn when flying slowly. You put in a roll control and give the glider a quick forward push or punch. The glider should respond by yawing more than rolling in the desired direction. It doesn’t require as steep a bank to get the desired heading direction. You can have your cake and eat it, too. Problem is, curved-tip gliders do not react as well as desired to a punch turn because their flexible tip offloads and the glider wallows. However, the sidewinder consists of putting in a punch yaw control rather

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CURRENT GECKO PRICING Basic Gecko with Airfoil/Round (airfoil uprights, round speed bar and carbon dive sticks) Retail $5997.00 GECKO with Airfoil/Fast (airfoil uprights, Fast speed bar and carbon dive sticks) Retail $6097.00 GECKO with Zoom/Fast (Zoom frame, Fast speed bar and carbon dive sticks) Retail $6257.00 Contact a Moyes dealer and make a deal. More at moyes.com.au. GECKO Specifications Area: 14.4 m2 / 155 square feet Span: 9.66 meters / 31.7 feet Nose Angle: 124 Degrees Aspect Ratio: 6.5 Weight: 29.5 kg / 65 lbs Pilot Weight range: 55-86 kg / 120–190 lbs Battens: Top 8, Under Surface 2 Double Surface: 70–90% Stall Speed: 28 km/h / 17 mph Top Speed: + 90 km/h / +56 mph

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than a pitch control. To do this, you push out hard with one arm/hand while pulling in or holding position with the other. For example, assume the left wing is getting lifted and you want to turn left into the promised lift. You would punch forward with your right arm and pull back a bit with the left. Your body will then yaw clockwise as seen from above while the glider yaws left (counter clockwise). You are in effect producing a change in heading with a minimum amount of roll. There is recovery and timing involved, which will be covered in a future article (don’t try this at home—play with it well away from the terrain). The Gecko responds well to a sidewinder, and it was fun to guide it through the nooks and crannies of amorphous, sculpted lift with this technique. I could slow it down with confidence when clear to maximize climb, or in the case of the dismal days, minimize the descent rate. It has been shown to me many times that often the latter is important, for on cycling days, the last man standing (or surviving) is

he who can dribble away altitude the slowest. Waiting through the down cycles is a skill that is best achieved with a glider good in handling for response and slow flying, and has a good natural minimum sink rate. I don’t have to go out on a limb to say that the Gecko will keep up with or out-climb any glider out there. What about glide and all the rest? Well, the first thing to note is that the Gecko has a serious VG system. What that means is that there is a major noticeable change from VG loose to VG tight, unlike some intermediate gliders. What I really like is that you can launch, thermal and land with the VG full off. Why wouldn’t you be able to? Well, most topless gliders get a little squirrely and have the base bar way out with lots of pitch pressure when the VG is full loose. Most topless pilots land and take them off with about 1/4 VG. It is nice to have all the handling the glider can muster when landing, and the Gecko delivers that nicety. Putting it where you want, when you want, is the name of the game.

In thermals, too, the VG-off position is fine. Often on intermediate gliders, easy handling VG position leads to wallowing, Dutch-rolling, PIO-ing or overbanking in turns. Such behaviour is inefficient when thermaling in general, and is especially inefficient when the thermal varies constantly. The Gecko is steady with the VG full off. I like that. Even so, I experimented with thermaling with about 1/4 to 1/3 VG. I also liked that and had no problem steering the glider where I wanted it to go, except when it was real rowdy. Of course, I am used to tighter topless gliders, so pilots moving up from easier gliders will want to start out by the book: no VG in thermals or when landing. Tighter VG was for gliding between thermals and sometimes for cruising in ridge lift. With the ridge lift around here, there are always thermals tucked into it like chocolate dollops in chocolate chip cookies. When a little thermal comes along, you don’t always have time

to drop the VG right away. With half to 1/3 VG I found I could turn the Gecko to catch the thermal (often using a sidewinder), then deal with the VG for maximum upward spiral once I had established my favorite position in the core. With full VG the glider wants to go straight just as the big boys do. In other words, full VG is for penetrating a headwind or even diving to goal (remember, that Sport Class is heating up). I haven’t seen any tests or numbers on this glider, but I expect that with the VG on full, it picks up two points of glide due to the tighter sail and increased effective aspect ratio. That’s a serious VG system. I’ll let the manufacturer have nearly the last word. They say: The Gecko is aimed at pilots (who) want to step up from a single-surface wing into something that they will not outgrow anytime soon. My take on this statement is that it’s fairly accurate. The glider is so fun to fly and good performing that the only reason

• 4-DAY COMPETITION

• WOODY JONES MEMORIAL STREET DANCE

• AIR GAMES

• ROGALLO FOUNDATION HALL OF FAME INDUCTION

• FILM FESTIVAL

• WILLS WING DEMO DAYS •

you would want a different wing is if you are planning to compete in Class 1 comps with the big boys. As it is, there won’t be much in the air that out-climbs this glider at a local site, unless it has feathers. I wish to thank our diligent local club president, Brian Vant-Hull, for going out of his way to bring me the Gecko at our Labor Day fly-in. Thanks also to Brian Morris of One Sky Project for coming to pick it up, although I was crestfallen to see it go.

SOLVING FOR X Now the only thing that remains is for us to figure out where the Gecko name comes from. If you know your herpetology you know that geckos blithely walk up walls and across ceilings. Yes, the Gecko sticks to the ceiling. Voila! In conclusion, I’ll start with my opening question: “Who needs a new glider?” I think I do. And I bet most of you do as well.

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USHPA's PHOTOGRAPHER OF THE YEAR JONATHAN DIETCH

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Where There's a Wills by Annette O'Neil

n a clammy, damp abbey in southern England, a young monk once had a questionable idea. This was during the High Middle Ages, and the monk was in the mood to get as high as he could. He decided to stiffen a set of flexible wings and, on a following windy day, he climbed up the abbey’s 150-foot church tower and jumped. He flew “a few furlongs,” but stalled, crashed, and broke both of his legs. Even though the accident left him permanently lame, the abbey historian wrote that he was obsessed with designing a better version. Many years later, two California beach-town kids had a similar dubious idea. Luckily for us, they met with much better results. In February of 1972, a bunch of National Geographic magazines were unbundled and shuffled onto newsstands. The profile of a leopard graced the cover, his gaze serenely ignoring the very last article teaser at the bottom of the list: “Happy Birthday, Otto Lilienthal!” The referenced article described the knucklebiting Otto Lilienthal Hang Glider Meet. There, a motley collection of VW buses had gathered at the bottom of a hill. The owners emerged to lug inconceivable tinkerings of plastic and snap-happy wood up to the top of the ridge, point them into the wind with crossed fingers, and careen off into the void. It was, suffice it to say, super sketchy. That article, as it happens, is

the reason that many of us are in the air today. “Everybody saw it,” remembers Wills Wing co-owner and designer Steven Pearson. “I would have been 15 or 16 when I read it. After that, I was captivated with all things hang gliding. It captured me completely.” Brothers Chris and Bob Wills saw the same article. Inspired, the boys built gliders out of plastic sheeting and bamboo and ran them off a hill above San Clemente. It went well. So well, in fact, that they ended up taking the first-annual US Nationals the following year in 1973— Chris came in first and Bob, second. The two brothers founded Wills Wing that same year. The year after, they simply traded places on the podium. Much further east, a now-fully-HG-obsessed Pearson was grinding away in his final semesters of boarding school. “I saw these little postage-stamp-sized ads in the back of Popular Science and Popular Mechanics for $5 glider plans,” he says. “I finally sent in my five bucks and made one. Of course, I had no idea how to fly it.” He laughs. “I took it to a quarry with my friends and slid down the hill a couple of times. It didn’t really work.” New England conditions weren’t ideal for Pearson’s extra-curricular pursuit. However, his uncle lived in Southern California, and the OPPOSTIE Bob Wills on an SST

in 1976. LEFT Vehicle testing with Tom Price, September 1977.

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young pilot-in-waiting was shipped off to visit him for the summers. As luck would have it, one of that uncle’s employees, a guy named Chuck Bonneau, was already flying. (“He was the first pilot to fly one of the old local sites,” Pearson notes. “We do our test flying near there now.”) After young Pearson saw Bonneau fly, he went back to rebuild his errant glider, learning to fly properly in the summer of 1974. In autumn of the following year, Pearson took his Thanksgiving break in California. He never came home. At about this time, the central players at Wills Wing were milling around in the wings of the same Southern California stage. The curtain was about to go up. “I was flying out here in early 1976,” Pearson remembers. “When I say ‘flying,’ I mean that most of us were sometimes soaring, but more often ending up with short flights.” One day, the Wills boys and friends rocked up to Steve’s local launch in their characteristically impossible-to-ignore way. The jolly band immediately careened up to the launch, loudly set up and climbed a thousand feet over takeoff. Everybody else was bumbling straight for the landing area. “I knew then,” Pearson says, “that I had to start hanging out with those guys.” So he did. Pearson worked for his uncle to pay the rent, but he started putting in a lot of time at the brothers’ fledgling hang glider company, Wills Wing, which was just celebrating its third uncertain year in business. That office, which was run in large part by the Wills’ mother, Maralys, as the brothers spent every flyable day in the air, hired a couple of other new employees, too: Mike Meier and his wife, Linda. Mike had started hang gliding in Oregon, and the pair of new Californians both applied to work at Wills Wing: Mike in production, and Linda

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as Maralys’s assistant. “Mike got fired,” Steve laughs. “But Linda stayed on, and she’s still here. That makes her the longest-term Wills Wing employee.” Meier ended up starting his own dealership, Hang Flight Systems, close by, in Orange County. In early 1977, a bunch of ski bums showed up at Wills Wing’s door in a motorhome. Five out-of-season ski instructors, including a dude named Rob Kells and his four dudely friends, proposed an arrangement. In the winter, they’d ski. In the summer, they’d travel around the States, selling Wills Wing gliders off the top of their rolling bachelor pad. “When Rob and his friends appeared,” Pearson recalls, “The company was pretty out-of-control, as far as the financial stuff is concerned. It was hand-to-mouth.” Somehow, the traveling sales idea dissolved into an in-place arrangement, with the guys staying at Wills Wing and (ahem) helping them get organized. “If you can picture a bunch of 22-year-old kids running around the shop,” he says, “you already know how it went.” When the next payment on the motorhome came due, the four snow bunnies had to return their wheels. Everyone except Rob left; he stayed and wound up living in Steve’s apartment. Shortly thereafter, everything changed. In 1977, Bobby Wills was shooting a Jeep commercial in the scrubby desert hills of Escape Country, with the camera work being done air-to-air from a helicopter. This was not a new or unfamiliar situation to either pilot. The helicopter cameraman was very accomplished, and Bobby had worked with him several times before; they had historically flown well together and enjoyed a solid working relationship.

LEFT SST tuning clinic and demo days, Santa Barbara 1977. TOP RIGHT SST, 1976. MIDDLE Loaded for production-test flying, summer 1977. BOTTOM Linda, 1976.

For this shot, the helicopter was supposed to maintain a certain position to film Bobby’s approach, and then fly a specific arc around the hang glider’s flight path in order to pick up a second angle. The hang glider and helicopter had been shooting this particular maneuver all week long. On the last day, however, the heli pilot made an unexplained decision to fly directly from one position to the next in a straight line, while hovering in the intermediate area. Bobby never saw the helicopter in the intermediate position. He was at 100 feet when he flew his glider through a lingering vortex. Bobby went straight in. He had no chance. “Rob and I were at the office that night,” Pearson winces. “We were waiting for Bobby to get back. We were planning to go out that night. But Dave Vincent walked into the office instead. He said, ‘Did you hear? Bobby got killed.’” “Bob Wills was a larger-than-life character in everything he did,” Pearson remembers, “from flying to motorcycles and everything in-between. It was a crushing blow when he died. And it wasn’t just Bobby. There was a lot of accidents at that time. There was a lot of people getting hurt. It was not an easy time in the sport. Not at all.” The situation was not only heartbreaking but also very, very dire for the prospects of the company-community that Bob had left behind. Wills Wing was by no means in a healthy place. “Bobby was the boy genius designer and competition pilot,” explains Mike Meier. “Chris Wills was the management of the company, and he had left a year earlier for medical school.” At the time of Bobby’s death, Wills Wing had just released a glider that was a commercial flop. The Wills’ mother, Maralys, was managing the office at that point, and Bobby Wills was the second of her sons to have been killed hang gliding. Bobby’s brother Chris gave up

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HG flying entirely. It was looking like the end. Somehow, it wasn’t. “Over the next few months, everything changed,” Pearson remembers. “I was there, still working for free, as well as Mike, who was still running his own company, and Linda, who was officially an employee, but just an administrative assistant. And Rob, the people-person, was there. The bunch of us ended up handling the day-to-day business and keeping the place going. Linda worked in the office, and Rob continued working in the shop as production manager, the position he had acquired before Bobby died. I started working in the shop for free at night, after Bobby died.” Mike Meier remembers that moment, as well. “In addition to being the designer,” Meier adds, “Bobby was responsible for getting all of the customers’ gliders production-test-flown prior to shipment. Immediately after his death, I agreed to take over that responsibility. Steve, Rob and I did most of the test flying from that point on.” The grieving Wills family, after many difficult conversations, moved to allow Rob, Mike, Linda and Steve to eventually take over the management of the struggling company. The day-to-day operations were managed by Maralys, until

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the team was progressively able to take over administrative responsibilities. Over time, the little (and still very young) band built out the incumbent not-when-it’s-soarable business model into that of a bona-fide manufacturer. They immediately set about working their fingers to the bone. In the words of an ex-employee, “Mike counted every bean. Steve ran that place as if his life depended on it. And Rob was a charmer: fast-talking, fun, and as hard-working as they come.” Because the company’s current glider offering, which was too “twitchy” for most pilots to handle, had failed so completely, Wills Wing needed to start selling something different. Immediately. To do so, Steve ended up recreating a prototype of a glider that Bobby had originally designed. “Even though it had never gone into production, it was a nice-flying glider,” Pearson says, “And I saw the potential.” (Ironically, it was the wing that Bobby had been flying when he was killed.) “There weren’t any plans,” he continues, “but I reconstructed that glider and made a new prototype. Since I was still working for my uncle, I told the ABOVE Bob Wills flying his motorcycle kite, 1974. RIGHT

Pearson flight testing a new prototype in early 1978.

Steve

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guys that I needed some help.” Mike Meier responded by picking up a slightly different job at Wills Wing, finishing the prototype and helping Steve and Rob with the release. It met with commercial success. The company—for the moment—was saved. As the months rolled by, Steve and Rob made the transition from simple roommates to best friends, and the little team really gelled. “Flying, partying, working. It all kinda blended together,” Pearson says. “We lived together, flew together, worked together. Mike and Linda were very close, too. We all lived in the same apartment complex.” “Wills Wing incorporated in February of ‘73,” Pearson says, “and Bob Wills died in June of ‘77. At the time, those four years seemed like an eternity. I’d just turned 21.” Championship-regular pilot Jeff Koehler remembers what it was like in those early years.

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At the time I talk to him, he has been flying for almost 40 years. He taught himself the ropes in 1978. Soon after, a flying buddy suggested that he migrate to southern California and get a job at a fast-growing HG company: Wills Wing. He did. In three seasons there, Jeff learned sail making and repair and learned to design harnesses. “They were really good guys, and relatively easy to work with,” Jeff remembers, “especially considering that they were kids, muscling around with this giant company they were trying to run.” It had grown on them, massively, almost overnight. ABOVE SST tuning clinic. TOP RIGHT

Steve and Rob flight testing motorized SST in 1977. MIDDLE John Cotton, Steve, Mike and Rob flight testing, January 1978. BOTTOM Bob Wills at Escape Country, 1974.

At that point, the hang gliding industry was very competitive. “The sport was at its peak when I was there in the early ‘80s,” Jeff continues. “The guys were burning the midnight oil, managing employees, getting the products out the door, and developing new products, all at the same time.” “We had something coming out all the time,” Pearson says. “The product life cycle was two, maybe four, years. Now, we have four different product lines in production and 15 models; most of them were designed over a decade ago. In those days, everything was changing fast, and we didn’t have the resources we have now, the stuff that makes it easy. Back then, it was really hard.” And then ultralight aircraft came along, and production numbers fell. Ultralight aircraft started out, as one might imagine, as hang gliders with motors on the back. They quickly evolved into little, simple, lightweight airplanes. That rapid evolution was accompanied by an explosive, exponential growth in participation—an explosion that had a negative impact on hang gliding, both at the participant and the instructor-dealer levels. “Between 1982 and 1983,” Mike remembers, “The number of gliders we shipped dropped from 930 to 523. That dropped again to 440 in 1984. That was the year after Linda and I had our new baby, and we were close to going out of business.” In the second week of September 1984, Wills Wing went for an entire week without getting a single new glider order. Normally, the company would receive 12 to 18 new orders per week. Mike was seriously worried that Wills Wing wouldn’t survive. “I was way behind in accounting operations,” he remembers, “and in my part of a project that involved finishing

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the documentation and certification of a new glider model. Things looked pretty bleak. But we finished the new glider, our invoiced glider sales rose to 632 the following year, in 1985, and even more in the two years after that, and we entered one of the most successful periods in the company’s history.” “There’s a bulldog tenacity at Wills Wing,” says a former employee. “It can get intense. But perhaps that’s why they’re still going.” Another reason they’re still going—as anyone who knows the company will tell you—was Rob Kells. From the start, Rob insisted that Wills Wing would never sell products directly to its customers. That anti-DTC policy has become foundational. Aerobatic record-holder (and occasional Wills Wing core employee) Mitch McAleer explains: “The idea behind it is that a glider never gets passed to an unqualified pilot,” he says. “They stand apart from everyone else on that point.” In the end, the customer-direct model leaves schools no incentive to work with the manufacturer. Every US hang glider manufacturer who has started selling direct-to-customer has failed. “Rob’s anti-DTC thing is probably the reason that hang gliding, despite the decline, is still healthier in the United States than any other place in the world,” Pearson explains. “From the very start, Rob was a champion of what he called ‘the professional dealer network.’ He recognized really

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early—earlier than the rest of us did—that the dealers provided resources and support for local communities that a manufacturer could not. Wherever there’s a dealer, there’s a community that forms around that dealer. It starts to sustain itself, but it needs the dealer to function. You can’t undermine them.” Pearson gives some examples: San Diego once enjoyed a vibrant HG scene; the group dissolved when the last dealer left. He contrasts that to Phoenix, which had an active community in the early 1980s that sputtered when it lost its local dealer, Mark Knight, of Sonora Wings, to a tragic accident. But when local pilot Luke Water took over the operation, the community support and development re-established itself. Rob saw the trend early and committed to strengthening the dealer network that would keep them alive in the slimmest of years. “Sometimes we would fight about the margins we felt we were giving away,” Pearson says. “But Rob stuck to his guns, and he was right about it.” Rob pounded a lot of pavement for his dealers. “He traveled all the time,” Pearson says. “For a long time, a lot of people only knew Wills Wing through Rob. He was the face of the company.” A great example: the yearly Demo Days event that Rob established to bring his whole far-flung dealer gang together. Since the first shindig in 1980, Wills Wing Demo Days has become an annual installation on the industry calen-

LEFT The first dealer seminar, 1978. RIGHT Steve and Mike discussing

a new sail pattern, 1978. BELOW Rob Kells, Dan Johnson, Steve Pearson, Steve Shaffer, Scott Pringle, Larry Kunkle at Soboba in summer 1977. dar. An arm-long list of dealers gets the invite to come out, socialize, and fly the product. “Many pilots think of our annual event at Wallaby Ranch as ‘demo-days,’ Pearson adds, “But the origin of the term comes from Rob’s traveling to many, many individual dealers with a rack of gliders for local pilots to fly. These road trips and dealer-support programs were expanded in the ‘80s and ‘90s with other employees: Tim Morely, Jim Shaw, Pat Page, and Larry Tudor.” It’s a cross between a fly-in and a business convention for flex-wing folks. People love it. Thirty-five years later, it’s still a “thing.” It’s an inarguably brutal task to remain a viable, relevant “thing,” decade after decade after decade. It’s especially hard in the face of changing technology, shifting financial tides, and fatality. Cancer claimed Rob Kells in 2008, leaving the tight-knit Wills Wing brotherhood with an aching, open wound. “Mike and I, and Rob, when he was alive, all have strong personalities,” Steve muses. “One of the most interesting things about the last 40 years is that the three of us sustained such a strong friendship and partnership.” “But are people really interested in the history and all

that stuff?” he asks. “What I’m interested in is what’s happening in hang gliding right now—where we’re going. The generation that is going to have to take over, at some point.” Sounds like a challenge to me. Let’s rise to it.

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s e a i u n r g o a f i l e a L t C n n i r r 15 0 e p 2 h S Nort y&

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oth the new Northern California Sprint League and the well-seasoned Northern California Cross-country League have had a good season. This was the second year of their running the XC league and Sprint league, which are set up to assist pilots in cross-country flying. The Sprint League, organized in the same manner as the Northern California Cross-country League, is better suited for lower airtime pilots with limited cross-country experience. It has been designed to bridge the gap between P-3/P-4 pilots who have just learned to thermal and seasoned pilots who are familiar with crosscountry flying. This league serves as a training ground for future XC league pilots, is limited to pilots flying EN-A and EN-B gliders, and has no requirements for SPOT or HAM licenses. Details can be found at: www.santacruzparagliding.com/NCXC/Sprint. html. A fantastic promotional video on the Sprint League, made by film producer Eric Blum, has been used

extensively to attract new pilots and give them information about what they are getting in to: https://vimeo. com/122066463. The Sprint League kicked off their season with an introductory weekend that described the league to pilots, taught them how to use instruments, introduced sites, and presented information about the crucially important gaggle flying. The season progressed well, with tasks held at Potato Hill and Dunlap. The Cross-country League events ran parallel with the Sprint League; during a few weekends, in fact, they ran together. Weather was not kind to the Cross-country League this year, with only 13 tasks being flown out of a potential 18. Despite this setback, we were able to fly some epic tasks at Dunlap, Potato Hill, Whaleback and a new venue at the sites near Lake LEFT The cool part of the Norcal cross-country

and sprint league is you get to fly with your friends. ABOVE For the first weekend there was a huge turnout of both Sprint League Pilots and XC League Pilots.

Tahoe. All in all, it was a stunningly successful season. So what makes the leagues so successful and enjoyable? Maybe the unquantifiable aspects of the league, such as the mentoring program, the online tutorials and the additional web pages, as well as the old-fashioned camaraderie keep energy pumped up among participants. Not sure what it is, but the format is working, and pilots are having a good time, while improving their skills. There is definitely a community of pilots who want fly-ins that help push pilot skills and explore the local areas of our flying sites. How better to do this than with your friends? It seems that once pilots have entered the league, they continue coming. With the goal of â&#x20AC;&#x153;a fly-in with a mission,â&#x20AC;? these league meets also provide a forum for training for the larger sanctioned-competitions. Now that we have two different leagues, it is easier to cater to differing pilot abilities. The Sprint League offers more modest tasks, with distances less than 30km, usually around

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ABOVE Owens Valley League Meet. LEFT

2015 WINNERS

Mike Vergalla made it to Goal for the first time at the opening Dunlap weekend, and it turns out he was also first in goal. He ended up doing well for the weekend despite being too ambitious on task 2 and landing short.

Category 1 Winner Reavis Sutphin-Gray Second Fabian Perez Third Josh Cohn Category 2 Winner Steve Young Second Place Debbie Vosevich Third Place Kurt Niznik Sprint League First place Simon Waddington Second place Rick McAllister Third Place Ron Andresen

(This was Simonâ&#x20AC;&#x2122;s first season of flying with the league. Well done, indeed.)

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the 20km mark. The XC league requires completion of more demanding tasks, with distances typically about 60km. Regular attendees have gotten into the swing of things, substantially reducing the task load on the organizer. Waypoints can be downloaded before the weekend from the website, participants can sign in and pay each morning and submit their GPSs for scoring on Saturday evening, and email tracklogs for Sundayâ&#x20AC;&#x2122;s task. This procedure has resulted in a smoother running for everyone. Keeping track of pilots has been difficult, because of the large numbers of pilots competing; however, the buddy system has proven to

be effective. This allows pilots to sign in their buddy pilots, signifying that they are safe. The only issue then is retrieval. The dedicated website for all of the league’s information, www.santacruzparagliding.com, has proven to be a reliable resource for keeping pilots informed throughout the season. Several additions to the website, including the use of a Google form for online pilot registration, a page to brief “first timers” on what to expect, and several pages delineating strategies and tips, are helpful to everyone (http://www.santacruzparagliding. com/NCXC/strategies.html). One page assembled with help from Google Earth demonstrates how to fly the typical tasks, including altitudes that will be required for transitions. Check out the article on flying competitions written by TimO. This should be given to all pilots once they get their P-4! 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 over 10 years, and one of the most rewarding aspects for me is watching so many pilots’ abilities progress over the years. The League meets definitely take over where formalized training stops, in providing novice pilots a chance to fly with very skilled pilots and learn from them. I look forward to more leagues around the country, in the hope that not only does our pilot quality continue to improve, but that we also reduce pilot attrition. With the 2016 season about to kick off, it would be great to see new pilots coming out to the Northern California League to see what they have been missing! See you in the air.

COMMENTS FROM PARTICIPANTS “One of my favorite stories from last season in the Sprint League occurred on our June trip out to Dunlap. The task was more complex than we’d done in the Sprint League to that point. After picking our way around the course, Rick, Dietmar, and I were neck-and-neck on the penultimate leg. Rick and I ended up finishing just seven seconds apart. It was the first time I’d had a real on-bar race to EOS final glide.” - Jon Lovering “This season I accomplished a number of personal goals at both Dunlap and Potato. I moved from an Ozone Rush 3 to a Skywalk Arriba 3 this season, and I couldn’t be happier. Each flight is fun, and I can focus on planning and enjoying my flight. In the opening weekend of the Sprint League at Dunlap, I made it to goal for the very first time. When I looked around, I realized that no one else had landed. I was confused and thought I missed a waypoint, but it turned out I won! The league has directly impacted my flying by improving my skills with my instruments, being patient, wing control, gaggle flying, preflight preparation and overall experience in various conditions.” - Mike Vergalla

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The Arnakot Deurali

Solar Computer Lab Project

y adventure might have started only after I arrived in Kathmandu, with no check-in luggage to be found, or perhaps a week earlier, when my entire airline roundtrip booking was abruptly cancelled, due to the fuel crisis in Nepal. That little snafu forced me to rebook on an alternative airlineâ&#x20AC;&#x201D;at double the rate and travel time, mind you. However, this journey truly began much earlier in the yearâ&#x20AC;&#x201D;when two non-profits joined forces through the subtle

by Paul Moyes

encouragement of Matt Cone, founder of Karma Flights, fellow paragliding pilot, and a dear friend of many. The organizations he seamlessly paired together are Orphans to Ambassadors (O2A), focused on providing marginalized children the opportunity to rise out of poverty through sustainable solutions, and Karma Flights, a paragliding-based organization focused on making a difference in the communities where we fly. The focus of this co-endeavor was the construction of

OPPOSITE Kara White Moyes and Isabella Messenger filling an earth bag, a new method for earthquake-resistant construction. ABOVE Celebrating the ribbon-cutting on the solar panels.

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a school computer lab consisting of reliable solar energy, Internet connectivity, and new laptops loaded with the latest educational tools and office software. This was seemingly an easy task at first glance; however, the true challenge lay in the fact that the school was located in an extremely remote region of western Nepal—the city of Arnakot. OK, it’s not exactly a metropolis by anyone’s standards, as it primarily consists of a string of modest family dwellings, small schools, and patchwork farmlands laboriously carved out of the hillsides by countless generations. This beautiful area is the birthplace of Prem Kunwar, the current director of Karma Flights. Because he fully understood the incredible impact such a project might have, Prem meticulously outlined the numerous benefits of the project in a lengthy application submitted to O2A earlier that year. Both the board members and volunteers were duly impressed with his plea and promptly gave the green light. With that said, it should be noted that this project hinged on the success of harmonious work performed by numerous contributors along the way. Several Seattle-based tandem pilots and volunteers contributed their fund-raising skills, via a highly successful paragliding fly-in at Washington State’s Tiger Mountain last June. The Stichting Maya Foundation, a non-profit based in the Netherlands, dedicated considerable effort, time, and funds into building both the computer lab and a nursery school located in upper Arnakot. Nat Verve

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and Dirk Van De Ven, fellow paragliding pilots, donated their time to perform the wiring on the solar power system. Tim Exley, a self-described paragliding nomad, contributed immensely by solving challenging logistics problems that routinely arose. And, finally, local villagers, using the traditional hauling methods of straps across their foreheads, transported the 16 200-pound-each batteries across the suspension bridge in Burtibang. I met the four O2A volunteers—Kathrine Steen, Kara White Moyes, Barbara Patejdl Campell, and Jennifer Mathews—in Kathmandu on Nov 2. They had spent the previous week in the Kalahandi District of India. (Feel free to Google Map that location, if interested. Hint: it’s in the middle of nowhere east India). There, they had steadfastly worked on the construction of a chicken coop for the local orphanage. After its completion, additional funds were set aside to purchase the occupants. Ultimately, the funds from the eggs produced will contribute to operating the children’s center. This was a good well-planned program, but, unfortunately, a roadblock quickly surfaced that temporarily stalled its completion: A neighboring tribe threatened to destroy the coop if they weren’t hired (paid) to build it. This was problematic, because the project’s tight budget merely supported ABOVE The road less traveled. The author on a slow walk up the road

beyond Arnakot.

volunteers for that portion of labor. The drama and tension that ensued (spoiler: it ends well) could be a separate article in itself, but I’ll leave that yarn for someone else to relate. Needless to say, we were all happy to meet and swap hugs and share stories, after checking into the Pilgrim Guest House in Kathmandu. After a hearty meal at the highly recommended OR2K restaurant, plus a beer or two to wash it all down, it was time to begin our preparations for the next stage of the journey that was scheduled to begin early the next morning. Stage one was a piece of cake—a five-hour ride to Pokhara, where we would spend a day-and-a-half getting acquainted with the town, meeting the Karma Flights’ team at their modest office, and, perhaps, getting a flight or two in for good measure. I was still bag-less at the time, aside from my carry-on, but I wasn’t about to let that stop me. Clothes are cheap and plentiful in Nepal, so it didn’t take long to resupply at one of the hundred or so outdoor clothing shops spaced along the lakeside district. Matt Cone made it possible for me to fly—he graciously left me his wing and harness to use, since he planned to donate both to the community after I left. And

Thapa Laxman, from Paradise Paragliding, was extremely helpful in getting my gear and me up to launch and providing a thorough site orientation. The flying was great, with smooth lift everywhere. I was told there was a small mountain range to the north called the “Himalayas” that was nice to look at, but dense clouds obstructed my view in that direction on both days. Aside from that letdown, my only real concern was the laptop stashed inside my still absent check-in luggage. It was one of the five we were donating to the village, and it was absolutely killing me that it might not make it to its final destination. The two comfortable nights we spent at the Hidden Paradise, a resort perfectly perched a third of the way up to launch, offering fantastic views of both Phewa Lake and the main landing field, made it difficult to move on. However, our primary goal was still ahead of us. So on Nov. 5, a group of nine individuals, plus supplies, crammed into a jeep for the long ride to Arnakot. Honestly, I was absolutely dreading this portion of the excursion, prior to embarking on it. Along the way, I estimated that 35% of the road was semi-paved, 30% fairly flat dirt/gravel, 30% potholes galore, and the rest

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river crossings. At one point, the water was deep enough to wash over the hood of the jeep (which wasn’t equipped with a snorkel). Despite my misgivings, the trip was actually quite enjoyable (at least for the first 10 hours or so). Every turn gave way to fantastic views of either a 8000-meter peak or beautiful views of the Gaundi and Daram Rivers that we meandered beside throughout most of the trip. It was interesting to note that the farther away from Pokhara we traveled, the less English language was displayed on roadside signs. We also received more amused stares from curious locals spotting the “tourists.” We smiled and waved, as our slow crawl continued. We were concerned when we noticed that the front windows of at least half the buses we passed had been smashed, but we felt safe knowing that protests were taking place far from us, at the Nepal and Indian border. However, the telltale signs of the turmoil between the two nations provided a glaring indication of the challenges Nepal currently faces. This, on top of simply trying to rebuild after their devastating earthquake earlier in the year, was saddening, to say the least. Around the eleventh hour, we reached the city of Burtibang, where we ate a good dinner and finally got to lie down on a motionless bed for a brief spell. In the morn-

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ing, we unloaded the jeep and hauled all of our gear across a wire-braced suspension bridge. The villagers also had had to transport the batteries this way a few days earlier, because vehicles cannot ford the Daram River after the monsoon season. Another jeep greeted us on the other side, where we reloaded and were soon back in motion. Our second carriage reliably fought and pitched its way up the final stretch to the mountain’s plateau. Total travel time (minus the previous night’s stay) was just over 13 hours. We considered ourselves lucky. A few days prior, the truck delivering the solar panels and batteries suffered. The dirt road was cruel to the heavily loaded 2wd vehicle; Andrew Lowell, chief GoPro photographer, as well as our solar-installation crew, was forced to get out and push the truck every 10-15 minutes or so. At one point, the back left tire blew out, taking three hours to change. Finally, around 11:30 p.m., the clutch gave up the ghost, and the group members were forced to spend a cold night along the roadside without food, water, or an adequate heat source. A tractor miraculously appeared ABOVE Girls checking out computers and Internet for the first time. TOP RIGHT Tikka blessing on the solar panels. BOTTOM

of honor–Kara White Moyes and Emily Cone.

The guests

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RIGHT

the next morning to save the day, but I’m sure none of them would like to relive that experience anytime soon. Their overall trip time? Forty-plus hours… Thankfully, we endured no such hardships. Our seamless journey ended when a group of 20 or so locals blocked the road as we were approaching Arnakot. Why? They wanted to play music and “dance us” the final mile into their village. I’m sure one of the big moments of my wife’s life (short of marrying me, of course) was when the villagers dressed her and Emily Cone in ceremonial attire and carried them on their backs into the school grounds. Fortunately, my slightly unchiseled physique meant they weren’t about to carry me. That was OK, as it allowed me the opportunity to photograph this incredibly unique experience. Extra ballast has its advantages. Prem and other local leaders proudly toured us through the school grounds and the nearly completed solar computer lab. To be honest, most of the hard work had already been done. The wiring had been completed weeks in advance, and Jagdish and Rajesh from Sunshine Solar were adding the finishing touches, just as we arrived. Great job, everyone! That meant our only obligation for the rest of the day was attending the planned festival celebrating the project’s completion. Tough work: eating, dancing, and speeches filled with heartfelt gratitude made by several local schoolteachers and leaders. Everyone in our group was extremely moved by the incredible generosity and friendship exhibited by all. Smiles were abundant. Word of warning though: If you are carrying a camera around this region, be prepared to take a lot of photos of both the landscape and people. Nothing brings more joy to children and adults alike than having their picture taken and seeing it on the digital display. I don’t think I saw a mirror the entire time I was there, so I can certainly understand the reason behind their enthusiasm. After the festival, we went back down to the computer lab and were able to get the Wi-Fi going, which was an incredible blessing. Downside? We used a month’s worth of data in about 30 minutes, downloading software and getting all of their Gmail accounts set up. We’re still working on establishing a long-term data plan that will meet their needs, but a temporary fix was put in place. When night fell, a few CD’s were unpacked, and a projector magically appeared out of nowhere. This was the first movie to be premiered in Arnakot, I think. Jurassic Park, of course. Sure, I had seen it before, but watching it again in such a remote location was fun. Seeing the enthusiastic reactions from the locals added to the enjoyment. Perhaps smooth sipping some raksi, a local homegrown brew made from millet, also increased the entertainment factor for me a bit. Just maybe… On our final full day in Arnakot, the computer expert, Jenn Mathews, worked diligently to finish setting up the

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An amazing dancer during the festival.

administration and student log-ins and the necessary parental controls. The rest of us helped as much as we could. We followed Prem farther up the ridge to see the new nursery school built in Sinderi, where we learned that Karma Flights has budgeted enough funds to feed the kids a daily meal (even when school is not in session). A few more pots and pans were needed to get the program to full speed, so a few of us ponied up the funds while passing back through Burtibang. The final bill came out to roughly $80 bucks, demonstrating how a little bit of money can have a big impact in this part of the world. Since we were all seasoned backseat “swayers” and jeepbed “twisters,” the trip back to Pokhara was a breeze. We spent the next day working at Karma Flights, helping to build an earthquake-sound community center located in their backyard. The locals plan to use this experience to hone their skills, before heading back out to help regions most impacted by the earthquake with their rebuild. The Karma Flights organization has big plans in the pipeline and a fantastic support team in place. That made saying goodbye to our newfound friends even harder, when it was time to leave. I am told there isn’t a word for “goodbye” in the Nepalese language, because goodbye hints at never seeing someone again. It made sense for us, as we all vowed to not let that happen. As an added invitation, on the bus ride back to Kathmandu the clouds to the north parted, and the Himalayas spread out in glorious fashion. They clearly beckoned, “Come back. You haven’t seen anything yet! ”… Sold. Oh, and about that missing check-in bag, in case you are wondering. I thought for sure it was a goner, since I had failed to place any identification on it before checking in. Yeah, I know, super-stupid, but my early-morning flight skewed my thoughts into a haze. Luckily, a few days before heading back to the States, I received an email from Jake Gentry, the founder of O2A. A United Airlines luggage agent (which is odd, since I didn’t fly on that carrier) found my bag somehow and took the time to search the browser history on the laptop meant for Arnakot. Noticing O2A’s website, he contacted Jake, who knew I was looking for it. So a computer meant for a small village in the middle of nowhere Nepal and highly inquisitive baggage agent paired together and recovered my bag for me. Karma at its finest. With that said, let me know if you happen to be traveling through Arnakot. I have a very lucky laptop that needs to be delivered to a wonderful community there. Heading to Pokhara to fly or help out at Karma Flights in the near future? For paragliding logistics and site orientation, I recommend contacting paradiseparagliding.com. For hotel accommodations, check out www.hiddenparadise.com.np.

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HOW TO USE

CALENDAR & CLASSIFIED CALENDAR, CLINIC & TOUR LISTINGS 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), re-used Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with non-circular holes, and on flex wings, sails badly torn or torn loose from their anchor points front and back on the keel and leading edges. PARAGLIDING ADVISORY: Used paragliders should always be thoroughly inspected before flying for the first time. Annual inspections on paragliders should include sailcloth strength tests. Simply performing a porosity check isn’t sufficient. Some gliders pass porosity yet have very weak sailcloth.

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

CALENDAR

AUG 27 - SEP 3 > Villa Grove, CO. Colorado Fly

FLY INS

Week. Colorado Fly Week presents: Rocky Mtn Airman’s Rendezvous & Mtn Flyer Championships The Finale! The fun competition is back with self designated tasks, easy scoring & killer trophies. H2 and P2 welcome. Evening performances on Sunset Stage - bellydancers, burlesque, GoGo dancers, live music & more. Tiff’s Tavern, food, camping, and vendors. Don’t miss this last, best, one of a kind event! Also, buy the 2014 movie, Eight Days at Base, named USHPA’s Best Promo Film - coloradoflyweek.com/buy-the-dvd/. More info: tiffany@ coloradoflyweek.com, www.coloradoflyweek.com, or Larry Smith 970-209-5212.

APR 20-25 > La Salina, Mexico. Baja. 10th AN-

COMPETITION (non-SANCTIONED)

BOARD MEETING Mar 9-11 > Golden, Colorado. USHPA 2016 Spring Board Meeting at the American Mountaineering Center. For more info go to http://ushpa.org/ page/ushpa-board-meeting.

NUAL FlyLaSalina.com Luna Llena Fiesta Del Cielo FLY- IN AND AEROTHLON 2016! La Salina is Baja’s best Airsport venue. Launch from 700’,east of Pacific Ocean; soar for hours, thermal to 3000+ land on big sandy beach, OR XC into Baja’s world class wine country. THIS YEAR welcomes Red Bull and AEROTHLON 2016 a RUN, FLY, AND BIKE international competition on Saturday April 23rd. Full moon flight is Friday 4/22 Fly PG, HG, PPG, and trikes. See FB La Salina Airsports; Contact: Baja Brent: 760-203-2658, FlyLaSalina.com FB: La Salina Airsports Community.

JUN 18-26 > King Mountain, ID. King Moun-

tain Glider Park Safari. Free Annual Idaho event. Fly the longest days of the year just east of famous Sun Valley. Paragliders, Hang Gliders, Sailplanes, and Self Launching Sailplanes are all welcome. Awesome glass off and cloud bases up to 18,000’. Fly to Montana or Yellowstone. Wave Window. Campfire, Potlucks, Star Gazing, Hiking, Mountain Biking and Fishing. Free camping at the Glider Park. Big Air and Big Country! For an outtake about King from Dave Aldrich’s awesome movie production see vimeo.com/104771241. Explore kingmountaingliderpark.com for directions and more info. Spot Locator with tracking function or equivalent required. Call John at 208-407-7174.

JUL 1-10 > Talihina, Ok. Buffalo Mountain Flyers

4th of July Fly-In 2016. Yes, we have mountains! The Torrey Pines of the central states! 10 acre roll-off pasture launch. Thanks to FFF we have 5 launches covering all wind directions and all within 30 minutes drive. Launch from 1,000ft 5-mile long ridges, soar for hours, mass gaggle multi-wingal 50mi+ XC’s, altitudes >6K AGL,easy retrieves, come back for epic evening glass-off flights. Hotels, motels, camp at launch, share the stars with all your flying friends. This is THE place to enjoy air sports to the fullest. More info: www.buffalomountainflyers.org.

APR 17-23 > Henson’s Gap and Whitwell, Ten-

nessee. Team Challenge 2016 & Demo Days. Tennessee Tree Toppers’ Team Challenge is the original free flight learning and teaching competition, teaming Advanced, Intermediate and Master hang glider and paraglider pilots for a full week of airtime, seminars, skills progression (and warm, friendly predation seeking trophies, prizes and bling.) Steve Pearson and the Wills Wing champions will be bringing their Demo Days to Henson Gap this year! More info: http://tttmember.org/ team-challenge/

APR 24-29 > La Belle, Florida. Spring Fling.

Spring Fling 2016! It’s XC clinic, it’s a fun comp, It’s a great week of flying! Come smash your personal best on The world renowned “Florida ridge” which offers up strong smooth thermals and amazing cloud streets. We average 5 out of 6 days flown. Daily lectures, wx briefings, xc tasks, scoring, retrievals, awards dinner, prize money, and t-shirt included. 50-pilot limit. The Spring Fling is designed for beginner and intermediate pilots who want to improve their thermal and xc skills. Contact: David Prentice, 505-720-5436, earthcog@yahoo.com, or flycuervo.com.

MAY 1-7 > La Belle, Florida. (ECPC) East Coast Paragliding Championships. One of the best race to goal tow comps in the US. We average 6 out of 7 tasks flown and each year we fly 100km plus tasks, the current 115 mile state record was flown during an ECPC task. Florida offers world class flying with strong smooth lift, amazing cloud streets, and a world renowned convergence which allows pilots to make epic flights consistently. The ECPC is designed for intermediate and advanced pilots. Daily briefings, scoring, xc retrievals, awards, dinner, prize money, and t-shirt included. Contact: David Prentice, 505-720-5436, earthcog@yahoo.com, www.flyneverland.com or flycuervo.com.

6030 MAY 21-30 > Salt Lake City, UT. Association of

Paragliding Pilots and Instructors, APPI, is the only international standard to validate instructors and tandem pilots, as well as pilots of all abilities. It is a global training and rating organization that allows pilots to learn from a network of instructors worldwide, and an online forum for its instructors to share information on teaching and progress for traveling students. It is a system recognized by more and more countries worldwide. APPI is not designed to replace national organizations but to provide a global standard for traveling pilots, and especially traveling instructors and tandem pilots. It can provide a bridge between national organizations. It has some unique resources for instructors, and a very high level of training. For more information visit:http://appifly.org/?What-is-APPI. For more information and syllabus contact: Dale Covington, Big Sky Paragliding, 801-699-1462, or bigskypara@gmail.com.

OCT 15 - NOV 13 > 10/15 -11-13 Iquique, Chile.

Paragliding Trip. Most consistent thermals on earth! Luis Rosenkjer & Todd Weigand have been winning competitions, leading trips, and working as local guide/tandem pilots in Iquique since 1992. With 24 years of combined guiding experience in Chile, nobody can lead new pilots to this region with the expertise that these gentlemen provide. USHPA certified, bilingual, novice-adv, 4 star hotel that overlooks the beach landing. 115 km flights possible. Improve flying skills, break personal records, enjoy the best of Iquique! More info: www. paraglidingtrips.com.

COMPETITION (SANCTIONED) APR 3-9 > Green Swamp Sport Klassic. Designed

for pilots interested in learning to compete in a relaxed but competitive environment - and for more experienced Sport Class pilots who want to enjoy Florida’s excellent April XC soaring conditions. Mentors will fly with competitors every day and offer seminars on related topics in the evening. This is a sport class only event. It is USHPA and CIVL Category 2 sanctioned and counts toward the US National Sport Class Championship. Contact: Belinda Boulter and Davis Straub at belinda@davisstraub.com, or 836-206-7707.

Jun 19-25 > Rat Race / Sprint Competition –

Woodrat Mtn, Ruch, OR. Fourteenth annual Rat Race/Sprint Paragliding Competition. Part of National series. Practice day June 18th. Two parties, daily lunches, retrieve. 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. Contact Mike Haley at mphsports@charter.net.

MAY 7-13 > Quest Air Open. Flatland XC flying is at its best in Florida and at Quest Air. We’ll be flying in the best time of the year for big cross country triangle and out and return tasks up, down, and across the state. Quest provides full flight park services with plenty of Dragonflies on site, camping, clubhouse, kitchen, rental rooms, flyboarding, swimming, sun bathing, huge field for launching in any direction. Contact: Belinda Boulter and Davis Straub at Belinda@davidstraub.com, or 836206-7707. JUN 5-11 > East Coast Hang Gliding Championship. Contact: Adam Elchin, hanglide@aerosports.net, or 410-634-2700.

JUL 10-16 > Chelan, Washington.Race to Goal in the world class Chelan Flatlands. Contact: Matt Senior, mattysenior@yahoo.com, or 206-420-9101 AUG 7-13 > Big Spring, Texas. The 15th Annual Big Spring site of the 2007 World Hang Gliding Championship, the finest cross country hang gliding competition site in the US. Big Tasks (world records), smooth thermals, unrestricted landing areas, easy retrieval on multiple roads, consistent cumulus development at 1 PM, air conditioned head quarters, hanger for setup, free water and ice cream, welcome and awards dinner, live tracking, many drivers available, strong safety record, highest pilot satisfaction rating, easy airport access to Midland-Odessa airport, inexpensive accommodations, plentiful infrastructure (restaurants), great community support, superb meet director. Contact: Belinda Boulter and Davis Straub at Belinda@ davisstraub.com , or 836-206-7707. AUG 21-27 > Utah Dual Paragliding Competition.

First Paragliding Dual Competition: Race to Goal and Open Distance. Practice day 20th; Rain day 28th. $475 if before June 1st. Pilots must choose which Competition they are entering (one only). Retrieve provided. Contact: Ken Hudonjorgensen, twocanfly@gmail.com, or 801-971-3414.

SEP 11-16 > Santa Cruz Flats Race—Mark Knight

Memorial Competition. The Francisco Grande Resort is welcoming us back for the 10th year anniversary of the Santa Cruz Flats Race. Last year we flew seven straight tasks and we expect the same this coming year. If you’re up for 7 out of 7 days of awesome technical flying conditions, come join us for the 10th Annual Santa Cruz Flats Race. Registration opens at noon eastern time on April 11th. Contact: Jamie Shelden naughtylawyer@gmail. com, or 831-261-5444. HANG GLIDING & PARAGLIDING MAGAZINE

SPECIALTY WHEELS for airfoil basetubes, round ba-

clinics & tours THROUGH APR 17 > Valle de Bravo, Mexico -

Yes, great flying and fun during the months Nov. through April in central Mexico. Hang gliding and paragliding. Team FlyMexico has been at this over 20 years and continues to offer packages for all levels, big selection of wings, more local knowledge than anyone, and the attitude to keep it all fun and safe. Basic package is in and out on Sundays with lodging and airport pickup and return included. Thinking about your winter flying? Think FlyMexico based in Valle de Bravo, Mexico More Info: Jeff Hunt, 800-861-7198, 512-656-5052, jeff@ flymexico.com, www.flymexico.com.

MAR 31 - APR 3 & Apr 4-6 > Yelapa, Mexico. Yelapa,Mexico: SIV maneuver clinics. Join us for another great learning and fun experience in beautiful tropical Yelapa. Tow up and land on the beach in a warm friendly location with lots of great places to stay and eat. Brad Gunnuscio world class xc and acro pilot will be teaching the courses. As Brad says “Yelapa is by far the best place to do an siv clinic.” More info: Les at www.paraglideyelapa. com, or Brad at www.paraglideutah.com, or 801707-0508 MAR 18-20 > Torrey Pines, CA. Tandem Instruc-

tor Clinic T1 & T3. Join the Torrey Pines Gliderport Tandem Team and Tandem Administrator Gabriel Jebb, to earn your Tandem Instructor (T3) rating. This clinic is the USHPA accredited Tandem Instructor Training Program. The clinic will include all your pre-requisite requirements to attain your Tandem Pilot (T1) rating as well as your Tandem Instructor rating. Both ratings can be attained after completing this clinic. More info at www.flytorrey.com, email info@flytorrey.com, or call at +1 858-452-9858.

derport Owens Valley Cross Country (XC) Clinic. Torrey Pines Gliderport is offering advanced Cross Country flying in the Owens Valley of California area. Hosted by Gabriel Jebb and XC Legend, Kari Castle. This clinic will offer 4 days of basic and advanced XC flying. Start the morning with in depth weather briefings. Then plan a basic flight route for the day, flying either the Eastern slopes of the Sierras or the Western slopes of the White Mountains. Learn how to use GPS and flight instruments to maximize your distance flying. More info at www. flytorrey.com, email info@flytorrey.com, or call at +1 (858) 452-9858.

APR 15-17 > Sandy, UT. Instructor Certification and Recertification. April 15-17: Instructor Training. With Ken Hudonjorgensen in Utah. 474 East Tonya Drive t Sandy, UT 84070, Phone 801-9713414, email twocanfly@gmail.com, or www. twocanfly.com

APR 21-24 > Torrey Pines, CA. Basic / Advanced

Instructor Clinic at Torrey Pines Gliderport. Join the Torrey Pines Gliderport Instructor Team and Instructor Administrator Gabriel Jebb, to earn your Basic or Advanced Instructor rating. This clinic is the USHPA accredited Instructor Training Program. The clinic will include all your pre-requisite requirements to attain your Basic Instructor rating or your Advanced Instructor rating. All equipment and clinic materials will be supplied by the Gliderport. Just bring yourself, logbook and be ready to learn. More info: www.flytorrey.com, email info@flytorrey.com, or call at 858-452-9858.

CLASSIFIED

MAR 31 - APR 3 & ApR 8-11 > Lake Berryessa, CA. SIV/Acro Clinic by Torrey Pines Gliderport. The clinic is the SIV and Acro combination clinic hosted by Torrey Pines Gliderport Master Pilot and SIV/Acro Coach Gabriel Jebb. The clinic is open to first time SIV students, 2nd time SIV/beginning Acro students and Acro Pilots. The clinic will provide several hours of classroom theory and analytical discussion, personalized instruction on each tow, by the SIV coaches, several tows per day to practice maneuvers, recoveries and aerobatics. Pre requisites: be able to bring it and go big! More info at www.flytorrey.com, email info@flytorrey. com, or call at +1 (858) 452-9858.

Costa Rica Paragliding Tours 2016 10th year with Advanced Instructor and guide Nick Crane week long tours most of January, February and March 2016 "We missed 2 days of flying in 3 months last season!" www. costaricaparagliding.com nick@paracrane.com

APR 1-3, 8-10, 15-17, 21-22 > Sebring, Florida.

Paracrane Tours to Brazil December 7-16,

SIV: Over the water maneuvers training at one of the best SIV locations in the world. boat tow to 3,000 over crystal clear water and white sand beaches as you gain priceless knowledge and experience under your wing. Advanced instructor/guide David Prentice with over 20 years of experience guides each pilot at their own pace, from basic to the advanced maneuvers all just minutes from downtown Sebring. Contact: David Prentice, 505-720-5436, earthcog@yahoo.com, or flycuervo.com.

APR 4-7 > Owens Valley, CA. Torrey Pines Gli-

HANG GLIDING & PARAGLIDING MAGAZINE

CLINICS & TOURS

ITALY - Fantastico! Great flying! Great food! Great

weather! ALL inclusive service suitable for all levels of pilots. Round topped grassy mountains and large flatlands. Flying with culture! www.flytaly.com

2016 led by Advanced USHPA Instructor and seasoned guide Nick Crane www.costaricaparagliding.com nick@ paracrane.com

setubes, or tandem landing gear. 262-473-8800, www. hanggliding.com.

POWERED & TOWING Pilots: FREE Crossover Training when you purchase your Miniplane Paramotor! Instructors: Add PPG to your offerings and watch the fun begin! Visit our website for more info: www.Miniplane-USA.com/ USHPA

SCHOOLS & INSTRUCTORS ALABAMA LOOKOUT MOUNTAIN FLIGHT PARK - The best facilities, largest inventory, camping, swimming, volleyball, more. Wide range of accommodations. 877-HANGLIDE, 877-426-4543, hanglide.com.

CALIFORNIA AIRJUNKIES PARAGLIDING - Year-round excellent instruction, Southern California & Baja. Powered paragliding, clinics, tours, tandem, towing. Ken Baier 760-213-0063, airjunkies.com. EAGLE PARAGLIDING - SANTA BARBARA offers the best year round flying in the nation. Award-winning instruction, excellent mountain and ridge sites. www. flysantabarbara.com, 805-968-0980 FLY ABOVE ALL - Year-round instruction in Santa

Barbara & Ojai from the 2012 US Instructor of the Year! More students flying safely after 10 years than any other school in the nation. flyaboveall.com

Mission Soaring Center LLC - Largest hang

gliding center in the West! Our deluxe retail shop showcases the latest equipment: Wills Wing, Moyes, AIR, High Energy, Flytec, Aeros, Northwing, Hero wide angle video camera. A.I.R. Atos rigid wings- demo the VQ-45’ span, 85 Lbs! Parts in stock. We stock new and used equipment. Trade-ins welcome. Complete lesson program. Best training park in the west, located just south of the San Francisco Bay Area. Pitman Hydraulic Winch System for Hang 1s and above. Launch and landing clinics for Hang 3s and Hang 4s. Wills Wing Falcons of all sizes and custom training harnesses. 1116 Wrigley Way, Milpitas, CA 95035. 408-262-1055, Fax 408-262-1388, mission@hang-gliding.com, Mission Soaring Center LLC, leading the way since 1973. www. hang-gliding.com

COLORADO 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.

PARTS & ACCESSORIES 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

FLORIDA FLORIDA RIDGE AEROTOW PARK - 18265 E State Road 80, Clewiston, Florida 863-805-0440, www. thefloridaridge.com.

NORTH CAROLINA LOOKOUT MOUNTAIN FLIGHT PARK - Nearest

mountain training center to Orlando. Two training hills, novice mountain launch, aerotowing, great accommodations. hanglide.com, 877-HANGLIDE, 877426-4543.

MIAMI HANG GLIDING - For year-round training fun

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

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

KITTY HAWK KITES - The largest hang gliding school in the world, teaching since 1974. Learn to hang glide and paraglide on the East Coast's largest sand dune. Year-round instruction, foot launch and tandem aerotow. Powered paragliding instruction. Dealer for all major manufacturers. Learn to fly where the Wright Brothers flew, located at the beach on NC's historic Outer Banks. Also visit our New Hampshire location, Morningside Flight Park. 252-441-2426, 1-877-FLY-THIS, www. kittyhawk.com

TENNESSEE

GEORGIA

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.

LOOKOUT MOUNTAIN FLIGHT PARK - Discover why 5

TEXAS

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.

MARYLAND HIGHLAND AEROSPORTS - Baltimore and DC’s full-

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

MONTANA Bozeman Paragliding - Montana’s full time

connection for paragliding, speedflying, & paramotoring instruction & gear. Maneuvers courses, thermal tours abroad, online store. www.bozemanparagliding.com

NEW HAMPSHIRE MORNINGSIDE - A Kitty Hawk Kites flight park. The

Northeast's premier hang gliding and paragliding training center, teaching since 1974. Hang gliding foot launch and tandem aerowtow training. Paragliding foot launch and tandem training. Powered Paragliding instruction. Dealer for all major manufacturers. Located in Charlestown, NH. Also visit our North Carolina location, Kitty Hawk Kites Flight School. 603-5424416, www.flymorningside.com

FLYTEXAS TEAM - training pilots in Central Texas for

25 years. Hang Gliding, Paragliding, Trikes. Hangar facilities Lake LBJ, Luling, Smithville www.flytexas. com 512-467-2529

UTAH CLOUD 9 PARAGLIDING - Come visit us and check out

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

SERVICE CLOUD 9 REPAIR DEPARTMENT - We staff and maintain

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

RISING AIR GLIDER REPAIR SERVICES – A full-

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

WINGS & HARNESSES 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 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.com; flycenterofgravity@gmail. com; 315-256-1522

VIRGINIA BLUE SKY - Virginia's full time, year round HG School. Scooter, Platform and Aero Tow. Custom sewing, paragliding, powered harnesses, trikes, representing most major brands. 804-241-4324, www.blueskyhg. com

INTERNATIONAL BAJA MEXICO - La Salina Baja's BEST BEACHFRONT Airsport Venue: PG, HG, PPG: FlyLaSalina.com. by BajaBrent.com, He’ll hook you up! Site intros, tours, & rooms. bajabrent@bajabrent.com, 760-203-2658 EXOTIC THAILAND X/C CLINIC - Phu Thap Boek,Thailand's most awesome,highest flying site 5,200ASL.Open to P-2 and above.Come learn how to fly high and far! Very inexpensive! More info: pchumes@ gmail.com FLYMEXICO - VALLE DE BRAVO and beyond for HANG

GLIDING and PARAGLIDING. Gear, guiding, instruction, transportation, lodging - www.flymexico.com 512-4672529 / 1-800-861-7198 USA

HANG GLIDING & PARAGLIDING MAGAZINE

OCT 2015

RTG RGN NAME

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

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

STATE RATING OFFICIAL

Stephen Shaner AK David Masselink CA David Lathrop CA Milan Petrencik CA Allon Jacobs CA Emmet Fox CA Wesley Tran CA Joshua Reeder CA Jeremy Basse ID Sam Bennett ID Eric Stahl IL Jerry Aungst MI Michael Snell MI Sara Reynolds VT Christopher Ayotte MA Scott Powers MA Lia Mort PA Carla Curry VA James Hecker FL Juan Orphee AL Christian Jimenez FL Tyson Taylor TX Tomas Banevicius NY Carl Jonasch Jr NY Ryan Youngers NY C Grant Henderson AK James Sutula CA Erik Osborne CA Erik Stanton CA David Masselink CA Georgi Karabelov CA Joshua Reeder CA Thomas Fysh CA Wilmer Perez CO Carlos Luis Perez CO Jerry Aungst MI Sara Reynolds VT Thomas Powers PA Cecilia Ghilardotti FL James Hecker FL M Carolina Orphee AL Juan Orphee AL Christian Jimenez FL Tyson Taylor TX Chad Garrett TX Patricio Garza Izaguirre TX Edward Kiernan CA Soham Mehta CA Peter Suchanek CA Robert Cooper UT Justin Evey PA Ryan Tosto PA Walcelio Melo VA Raymond Smith SC Philipp Neumann GA David Pendzick OR Carl (robert) Surom AR Jeff Parrott NC Ingo Heilmann TX Mike Bomstad WA Benjamin Fullerton WA David San Pedro OR Shawn Vial OR Adam Hiatt AK John Elley WA Ashley Cedzo OR

Lyndon Thomas Mark Lilledahl Eric Hinrichs Eric Hinrichs Patrick Denevan Patrick Denevan George Hamilton Glenn Zapien James Tibbs D Patrick Mcguinness Nickolas Lopez Tracy Tillman Aaron Johnson Josh Laufer D Patrick Mcguinness Robert Stewart Ii Nickolas Lopez Nickolas Lopez Aaron Johnson Aaron Johnson James Tindle Bart Weghorst Matthew Hickerson Greg Black Josh Laufer Lyndon Thomas Michael Macdonald Glenn Zapien Mark Lilledahl Mark Lilledahl Robert Booth Glenn Zapien John Heiney Kevin Koonce Kevin Koonce Tracy Tillman Josh Laufer Adam Elchin Aaron Johnson Aaron Johnson Aaron Johnson Aaron Johnson James Tindle Bart Weghorst Jeffrey Hunt Jeffrey Hunt Robert Booth Robert Booth John Simpson Stephen Mayer Randy Grove Randy Grove John Middleton Jason Thomasson Matthew Taber David Brose John Heiney Jon Thompson Bart Weghorst Richard Hass Steven Wilson Travis Potter Travis Potter Chris Santacroce John Kraske Joshua Harbick

RATINGS ISSUED

RTG RGN NAME

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

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

STATE RATING OFFICIAL

Ben Hawthorne WA Matt Elley WA Scott Wadelich WA Sean Macgugan WA Paul Donnell OR Caitlin Rodriguez AK Eric Carpenter AK John Timble CA Etienne Le Grand CA Jennifer Richmond CA Charlie Thomas CA Martin Gates CA Erik Grow CA Andy Reger NV Jacob Seeman NV Timothy Parrant CA Bo Tian CA Nicholas Roti CA Jesse Burson CA Andrew Mcallon CA Svetlana Yesaulova CA Jesse Kozak CA John Casey CA Christian Salazar CA Sean Hoskins CA Riley Stock CA Tyler Knight CA David Auten CA Andrew Byron CA Ryan Moore CA Amanda Rhoades CA Neal Gaugler AZ Joseph Rounds UT Carl Zoch CO Scott Van Dyke UT Eugene Florentino Jr NM Caleb Atkins NM Braden Holgate UT Bryce Bloodhart CO Simon Repton CO Kai Garrott NM Wendy Towell CO Victor Crum CO Timo Lahdekorpi CO Landon Richins UT Crystal Schnurr CO Ted Carrillo Jr CO Ryan Spangenberg UT Christopher Gibisch MT Christian Grenier Jeff Howard MT Lee Green Colten Wenger ID Jean-philippe Laroche Joshua Olsen ID Josh Simpfenderfer MT Kong Fu Chiu Mohammad Mobasheri Mahmoud Lashyari Ghasem Ashoori Aref Ebrahimi Markus Luedin IN Dustin Webinger MN Bradley Seagull IA Dmitry Chirkin WI Erica Hausfeld IL Robert Chapman ME Jemima Mabel Nancy Daniel MA Alex Harrington NH Christopher Jones ME Brian Oley MA David Oley NH Edward Filemyr PA John Bobanga OH

Denise Reed Denise Reed Denise Reed Marc Chirico Jon Malmberg Frank Sihler Frank Sihler Charles Beaudoin Wallace Anderson Jeffrey Greenbaum Jeffrey Greenbaum Jesse Meyer Jeffrey Greenbaum Nathan (alex) Taylor Fred Morris Mitchell Neary Danielle Kinch Patrick Eaves Rob Sporrer Rob Sporrer Danielle Kinch Danielle Kinch Danielle Kinch Jordan Neidinger Richard Kennedy Ray Leonard Christopher Grantham Stephen Nowak Christopher Grantham Rob Sporrer Rob Sporrer John Kraske Michele Mccullough Etienne Pienaar Jonathan Jefferies Charles (chuck) Woods Charles (chuck) Woods Chris Santacroce Michele Mccullough Kevin Mcginley Charles (chuck) Woods Granger Banks Granger Banks Jonathan Jefferies Michele Mccullough Jonathan Jefferies Jonathan Jefferies Jonathan Jefferies Joshua Winstead David Hanning Joshua Winstead Stefan Mitrovich Andy Macrae Jonathan Jefferies Jonathan Jefferies Jeremy Bishop Ma Chiu Kit Peter Humes Peter Humes Peter Humes Peter Humes Jaro Krupa Stephen Mayer Rob Sporrer Jaro Krupa Granger Banks Heath Woods Joseph Seitz Joseph Seitz John Dunn John Dunn John Dunn Gabriel Jebb Jaro Krupa

RTG RGN NAME

STATE RATING OFFICIAL

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

PA TN FL TX TX NY NY NJ OR WA WA WA OR OR OR WA OR WA OR AK WA WA WA WA WA AK CA CA CA CA CA NV CA CA HI HI CA HI CA CA CA CA CA CA CA HI UT NM CO CO UT AZ UT CO UT UT CO CO CO CO CO UT UT CO CO UT MT

9 10 10 11 11 12 12 12 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 2 2 2 2 2 2 2 2 3 3 3 3 3 3 3 3 3 3 3 3 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 5 5 5 5 5 5 5 5

Tony Elias J W Colvin Gabriele Currie Erik Simpson Dick Bell James Donovan Liviu Victor Rusu Jeff Adamiak Brad Hochstetler David Smith Brian Patton Mary Creighton Jeff Rhoades Kelley Cloyd Amy Lammers Benjamin Fullerton David San Pedro Edmund Jones Shawn Vial Adam Hiatt John Elley Ben Hawthorne Matt Elley Scott Wadelich Sean Macgugan Jonathan Combs John Timble Dale Hall Dzmitry Lazerka Kirby Hughes Martin Gates Andy Reger Timothy Parrant Nicholas Roti Anne Martin Matthew Martin Andrew Mcallon Rebecca Geelhood Jenny Li Christian Salazar Sean Hoskins Riley Stock Tyler Knight David Auten Andrew Byron Laura Rice Thomas Pollard Stephen Greenwald Scott Hutchins Jennifer Beaupre Joe Pollard Neal Gaugler Joseph Rounds Carl Zoch Scott Van Dyke Braden Holgate Bryce Bloodhart Simon Repton Wendy Towell Victor Crum Timo Lahdekorpi Samuel Mourik Landon Richins Crystal Schnurr Ted Carrillo Jr Ryan Spangenberg Christopher Gibisch Christian Grenier Jeff Howard Reza Eshaghian Lee Green Colten Wenger Jean-philippe Laroche Joshua Olsen

ID ID

Terry Bono David Hanning Jesse Meyer Harry Sandoval Ron Kohn Ryan Voight Ray Leonard Terry Bono Brad Hill Maren Ludwig Marc Chirico Travis Potter Brad Hill Maren Ludwig Jon Malmberg Steven Wilson Travis Potter Denise Reed Travis Potter Chris Santacroce John Kraske Denise Reed Denise Reed Denise Reed Marc Chirico Scott Amy Charles Beaudoin Jeffrey Greenbaum Jeffrey Greenbaum Richard Kennedy Jesse Meyer Nathan (alex) Taylor Mitchell Neary Patrick Eaves Robert Edwards Robert Edwards Rob Sporrer David (dexter) Binder Danielle Kinch Jordan Neidinger Richard Kennedy Ray Leonard Christopher Grantham Stephen Nowak Christopher Grantham David (dexter) Binder Chris Santacroce Charles (chuck) Woods Gregory Kelley Gregory Kelley Chris Santacroce John Kraske Michele Mccullough Etienne Pienaar Jonathan Jefferies Chris Santacroce Michele Mccullough Kevin Mcginley Granger Banks Granger Banks Jonathan Jefferies William Purden Jr Michele Mccullough Jonathan Jefferies Jonathan Jefferies Jonathan Jefferies Joshua Winstead David Hanning Joshua Winstead Granger Banks Stefan Mitrovich Andy Macrae Jonathan Jefferies Jonathan Jefferies

RTG RGN NAME

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

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

STATE RATING OFFICIAL

Josh Simpfenderfer MT Kan Ping Hang Ho Shiu Kei Oi King Lam Chun Hei Leung Mingwei Qian Mohammad Mobasheri Mahmoud Lashyari Ghasem Ashoori Aref Ebrahimi Ronald Stegeman Fu Chi Cheuk Dustin Webinger MN Bradley Seagull IA Dmitry Chirkin WI Erica Hausfeld IL Robert Chapman ME Dennis Mackey NH Igor Santos MA Cliford Shelton MA Edward Flanagan VT Robert Schwartz PA John Bobanga OH Tony Elias PA J W Colvin TN Lynn Grabowski TN Gabriele Currie FL Erik Simpson TX Zack Pennell TX John Mcconnell NJ Jon Schoenfeld NJ Esau Diaz Guerrero NY Rory Swihart NJ Matthew Richter WA Rebecca La Londe OR Daniel Maccarone AK Dan Astefanei WA Nathaniel Mcclure AK Erin Riley OR Shawn Collier WA Ross Strickland CA Paige Chen CA Hoc Hua CA Cody Gibson CA Timothy Nolan CA Filip Menovsky CA Riley Stock CA Jessica Williamson UT Emily Yates UT Brandon Bell AZ Austin Lashley CO Bruce Stott CO Rob Wolf ID Christian Grenier Mohammad Mobasheri Mahmoud Lashyari Ghasem Ashoori Aref Ebrahimi Brian Urbon IL Corey Hoelker SD Michael Lange PA John Eichenseer NC Barry Klein GA Roland Sanguino FL Thomas Huber FL Steven Carr AK Richard Peder WA Batzorig Batbayar WA Sean Zornes CA James Borders NM Karl Yates UT Christian Grenier Mohammad Mobasheri Mahmoud Lashyari

Jeremy Bishop Ma Chiu Kit Ma Chiu Kit Yuen Wai Kit Yuen Wai Kit Yuen Wai Kit Peter Humes Peter Humes Peter Humes Peter Humes Richard Kennedy Ma Chiu Kit Stephen Mayer Rob Sporrer Jaro Krupa Granger Banks Heath Woods John Dunn Joseph Seitz Joseph Seitz Heath Woods Joseph Seitz Jaro Krupa Terry Bono David Hanning Brian Petersen Jesse Meyer Harry Sandoval Chris Santacroce Danielle Kinch Terry Bono Benoit Bruneau Terry Bono Justin Boer Brad Hill Stephen Mayer Marc Chirico Denise Reed Jon Malmberg Marc Chirico Jesse Meyer Jesse Meyer William Laurence Jon Malmberg Nick Crane Gabriel Jebb Ray Leonard Stephen Mayer Chris Santacroce Aaron Cromer Jonathan Jefferies Chris Santacroce Matt Henzi David Hanning Peter Humes Peter Humes Peter Humes Peter Humes Stephen Mayer Dale Covington Terry Bono Stephen Nowak Brian Petersen Luis Ameglio Jonathan Jefferies Jake Schlapfer Marc Chirico Marc Chirico Jerome Daoust Charles (chuck) Woods Chris Santacroce David Hanning Peter Humes Peter Humes

NOV 2015

RTG RGN NAME

STATE RATING OFFICIAL

RTG RGN NAME

H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1

1 2 2 2 2 2 2 2

Carl Thomas Matt Sims Alan Foster Itai Trilnick Sean Connor Michael Fogel Ben Trueman Carina Boo

AK CA CA CA CA CA CA CA

H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-3 H-3 H-3 H-3 H-3 H-3 H-4 H-4 H-4 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1

2 2 2 2 3 6 6 7 9 10 10 10 10 10 2 2 6 6 7 7 9 9 10 10 10 10 10 10 10 1 2 2 3 3 7 3 12 12 1 1 1 1 1 1 1 2 2 2 2 3 3 3 3 3 3 3 4 4 4 4 4 4 5 5 6 6

Eric Zhevel CA Jessica Koerner CA Jascha Lee CA Nancy Tachibana CA Ephi Blanshey CA Blaine Nelson OK Pasha Pilant OK Daniel Pettit IL Michael Grecol OH Robert Mitchell SC Mike Boozer GA Michael White GA Robert (robin) Collins GA David Walrod TN Michael Yee CA Ian Newell CA Blaine Nelson OK Pasha Pilant OK Chris Edwards MI Mark Leemon MN Matt Koepsell PA Joshua Miller VA Megan Tullis TN Jeremy Miller NC Robert Mitchell SC Mike Boozer GA Michael White GA Robert (robin) Collins GA David Walrod TN David Fitzwater OR Dwight (douglas) Englekirk NV Majo Gularte CA William Bradford CA Mike Miner CA Matt Pruett MN Alfredo Grey CA Rick Brown NY Moritz Wagner NY Vincent Faires OR Michael Gillies WA Kirstie Satchwell WA Andrew Kalk AK Matthew Grubb WA Lars Arneson AK Chad Kossar OR Deniz Burnham CA (patrick) Brent Rickheim AP Jonathan Lovegren CA Kenneth Huskey CA Sawmoe Aung CA Ankit Shah CA M Cory Young CA Devin Schmitt CA Derek Musashe CA Val Sobol CA Daniel Wilson CA Ryan Strong CO Jeffrey Gnann AZ Michael Ramsey UT Helene Ramsey UT Yelena Baykova UT Sarah Berry UT Steve Arbuckle ID Nicolaas Low MT Laura Ibelshaeuser Chan Cheung Ho

P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-3 P-3 P-3 P-3 P-3 P-3

Lyndon Thomas George Hamilton John Simpson Barry Levine Barry Levine Barry Levine Barry Levine Barry Levine Barry Levine Zac Majors Patrick Denevan David Yount Joe Greblo David Broyles Scott Schneider Alex Brewer John Alden Theodore Hurley Scott Schneider Scott Schneider Scott Schneider Scott Schneider George Hamilton John Simpson David Broyles Scott Schneider Scott Schneider Doyle Johnson Randy Grove Scott Schneider Theodore Hurley Scott Schneider Theodore Hurley Scott Schneider Scott Schneider Scott Schneider Scott Schneider David Palmer William Dydo Zac Majors John Heiney John Heiney Scott Schneider Zac Majors Linda Salamone Linda Salamone Stephen Mayer Jerome Daoust Jerome Daoust Rob Sporrer Christopher Grantham Evan Mathers Christopher Grantham Rob Sporrer Kevin Lee Rob Sporrer Kevin Lee Marcello Debarros Danielle Kinch Troy Hartman Troy Hartman Christopher Grantham Gary Begley Rob Sporrer Kay Tauscher Aaron Cromer Emily Wallace Emily Wallace Jonathan Jefferies Michele Mccullough Emily Wallace Ken Hudonjorgensen Wallace Anderson Peter Humes

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

Tsan Pun Jackie Fung Andrew Conyers Derek Falls John Tomanio Wendy Arbuckle Christian Clark Rafal Sokolowski Pallav Giri Yan Ivnitskiy Richard Edgar Michael Donovan Mike North Vincent Faires Michael Gillies Kirstie Satchwell Thomas Nguyen Teague Block Todd Higley Sonya Kadrevis Andrew Kalk Matthew Grubb Lars Arneson Chad Kossar Joseph Finkel Deniz Burnham Jonathan Lovegren Kenneth Huskey Louis Serrano Sawmoe Aung M Cory Young Devin Schmitt Andrew Anderson Derek Musashe Val Sobol Daniel Wilson Alan Anderson Jason Himick Ryan Strong Leslie Baboval Jeffrey Gnann Michael Ramsey Helene Ramsey Alessio Celebrano Maciej Mrotek Yelena Baykova Wade Baird Sarah Berry Bruce Dunn William Menning Stryder Claridge Nicolaas Low Laura Ibelshaeuser Ming Wai Leung Chan Cheung Ho Diego Porfiri Dirk Schinkel Ho Siu Yuen Ibrahim El Hedok Derek Falls Tao Fineberg Joseph Sherman Christian Clark Jorge Grey Sr Liviu Victor Rusu Rafal Sokolowski Pallav Giri Brad Sealfon Yan Ivnitskiy Josh Norris Bill Brooks Nick Kedev Michael Gillies Kirstie Satchwell John Flood

STATE RATING OFFICIAL

KS SD DC FL FL NY NY NY NJ NY OR OR WA WA AK WA WA WA AK WA AK OR CA CA CA CA CA CA CA CA HI CA CA CA CO CO CO CO AZ UT UT AZ CO UT AZ UT CO MT MT MT

MN SD ME VA FL NY NY NY NY NY NY OR AK OR WA WA CA

Yuen Wai Kit Gabriel Jebb Jonathan Jefferies Ray Leonard William Purden Jr Luis Ameglio Philippe Renaudin Terry Bono Philippe Renaudin Terry Bono Joseph Seitz Maren Ludwig Stephen Mayer Jerome Daoust Jerome Daoust Scott Amy Jon Malmberg Jon Malmberg Jon Malmberg Rob Sporrer Christopher Grantham Evan Mathers Christopher Grantham Harry Sandoval Rob Sporrer Rob Sporrer Kevin Lee Philip Russman Marcello Debarros Troy Hartman Troy Hartman David (dexter) Binder Christopher Grantham Gary Begley Rob Sporrer Christopher Grantham Kay Tauscher Kay Tauscher Gregory Kelley Aaron Cromer Emily Wallace Emily Wallace Bradley Chastain Hayden Dudley Jonathan Jefferies Richard Kennedy Michele Mccullough Granger Banks Andy Macrae Andy Macrae Ken Hudonjorgensen Wallace Anderson Yuen Wai Kit Peter Humes Miguel Gutierrez David (dexter) Binder Ma Chiu Kit Jonathan Sirrine Jonathan Jefferies Andy Macrae Rob Sporrer Luis Ameglio Ray Leonard Ray Leonard Philippe Renaudin Terry Bono Ray Leonard Philippe Renaudin Brad Hill Scott Amy Kelly Kellar Jerome Daoust Jerome Daoust Jesse Meyer

HANG GLIDING & PARAGLIDING MAGAZINE

NOV 2015 (continued) DEC 2015

RTG RGN NAME

STATE RATING OFFICIAL

RTG RGN NAME

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

CA CA CA CA HI CA CA CA UT CO MT KS

H-1 H-1 H-1 H-1 H-1 H-1 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-3 H-3 H-3 H-3 H-3 H-3 H-4 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-2 P-2 P-2

2 2 2 2 3 3 3 3 4 4 5 6 6 7 9 9 10 10 12 1 2 3 3 3 4 4 6 6 6 10 10 10

Viet Vu Mark Fisher Finn Carlsvi Brad Forde Ismail Abdolahi Tyson Jensen Daniel Francis Edward Matus Dan Evans Brian Manning Forest Nelson James Hayes Diego Porfiri Joseph Solik Tom Jenkins Joshua Gutzwiller Tim Kaiser Sebastian Rivas Farhad Geramipoor Randall Sprague Victor Berchet Win Ganly Christopher Tillier James Borgman Jonathan (jono) Fisher Patrick Harvey-collard Jose Herrera Garrett Reed Diego Porfiri Dimitrijus Sazinas Merin Sazinas Pablo Bowen Milholo

WI OH PA FL GA NY WA CA CA CA CA CO NM MO NC NC FL

Jesse Meyer Jordan Neidinger Marcello Debarros Daniel Ribas Scott Gee Rob Sporrer Philip Russman Gabriel Jebb Brad Gunnuscio Granger Banks Andy Macrae Jaro Krupa Miguel Gutierrez Gabriel Jebb Matthew Ingram Stephen Mayer Philip Russman Robert Edwards Gabriel Jebb Jerome Daoust Wallace Anderson Marcello Debarros Marcello Debarros Marcello Debarros Peter Van Oevelen T Lee Kortsch Miguel Gutierrez Gabriel Jebb Miguel Gutierrez Stephen Mayer Stephen Mayer Kevin Mcginley

Take your ratings and expiration date everywhere you fly. Download from the Members Only section of the USHPA website. Print, trim, and store in your wallet. Great for areas without cell coverage.Always available at www.USHPA.aero Save the PDF on your mobile device for easy reference.

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

STATE RATING OFFICIAL

David Essig WA Errol Dychiuchay CA Scott Untiedt CA Saul Richard CA Douglas Barth MA Wichit U-wichian FL David Essig WA Stephen Shaner AK Matt Sims CA David Lathrop CA Milan Petrencik CA Michael Fogel CA Errol Dychiuchay CA Ephi Blanshey CA Larry Silcox CA Kevin Merritt AZ Mark Solper AZ Eric Stahl IL Elizabeth Haskell VT Randall Kilmer PA Yatin Wadhavkar NC Chris Mccabe CA Rainer Hessmer CA Tom Sosnowski CA Francisco Sevillano CA Joe Durivage NY Brian Gutwein NY Theodore Mack CA James Trizzino AK Timothy Oneill CA Richard Viar CA Jessica Engeln CA Gururaj Bagepalli CA Michael Ince CA Chad Reynolds CA Elizabeth Stavely AZ Lorien Chen Mark Sutton Eleanor Poulton Simon Eardley Stephanie Thumerelle David Cavanagh Mikhail Dorofeev IL Joe Ruscito FL Gary Lenz FL Chris Dunlap GA Ivan Manasiev GA Gregg Ludwig TX James Trizzino AK Edward Zhang CA Ben Pedersen-wedlock CA

Malcolm Jones Barry Levine Robert Booth Robert Booth Robert Stewart Ii H Bruce Weaver Iii Malcolm Jones Lyndon Thomas Eric Hinrichs Eric Hinrichs Eric Hinrichs Barry Levine Barry Levine Joe Greblo Spencer Kindt Luke Waters Luke Waters Rusty Whitley Robert Stewart Ii Spencer Kindt Robert Booth Eric Hinrichs Eric Hinrichs Patrick Denevan Joseph Szalai Greg Black Greg Black Steve Stackable Aaron Cromer Harry Sandoval Patrick Eaves Rob Sporrer Danielle Kinch Danielle Kinch Rob Sporrer Aaron Cromer Rob Sporrer Steven Yancey Steven Yancey Steven Yancey Steven Yancey Steven Yancey Jaro Krupa Rob Sporrer Luis Ameglio Victor Leshtaev Victor Leshtaev Pete Michelmore Aaron Cromer Richard Kennedy Jesse Meyer

RTG RGN NAME

STATE RATING OFFICIAL

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

HI CA CA CA CA CA CA CA CA CA CA CA AZ

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

Peter Fisher Svetlana Yesaulova Jesse Kozak Jessica Engeln Philip Wessinger John Casey Miok Lee Juan Arambula Jose Vargas Derek Oyama Don Metzger Bert Babero Elizabeth Stavely Douglas Adler Kim Fei Tang Patrice Hiddinga Alastair Green Lorien Chen Mark Sutton Simon Eardley Mikhail Dorofeev Josh Alger Joe Ruscito Tamer Massalha Gary Lenz Chris Dunlap Ivan Manasiev Gregg Ludwig Kurt Leithe Bryan West Stewart Abbot Kate Eagle Yong Pil Kim Vincent Beukelaers Omar Del Valle Haytham Elmasri Jenny Li Mike Brown Jorn Schwekendiek Stan Morris Lorien Chen Michael Freedman Joe Ruscito Zack Pennell Christopher Cote Benny Abruzzo Sr Nicholas Reiter Gary Vaillancourt Abraham Heward Tyler Robertson Michael Sturges

IL NC FL GA FL GA GA TX TX TX NJ OR CA CA CA CA CA UT AR MA FL TX CA NM UT CO AZ ID VT

David (dexter) Binder Danielle Kinch Danielle Kinch Rob Sporrer Jerome Daoust Danielle Kinch Hadi Golian Hadi Golian Hadi Golian Hadi Golian Hadi Golian Hadi Golian Aaron Cromer Steven Yancey Steven Yancey Steven Yancey Steven Yancey Rob Sporrer Steven Yancey Steven Yancey Jaro Krupa Marge Variano Rob Sporrer Mitchell Neary Luis Ameglio Victor Leshtaev Victor Leshtaev Pete Michelmore Ron Kohn Blake Pelton Danielle Kinch Maren Ludwig Jason Shapiro Jesse Meyer Jason Shapiro Rob Sporrer Gabriel Jebb Patrick Johnson Jesse Meyer Britton Shaw Rob Sporrer Calef Letorney Jon Malmberg Chris Santacroce Philip Russman Charles (chuck) Woods Jerome Daoust Gregory Kelley Chandler Papas Peter Hammett Chris Santacroce

Photo by Rebecca Bredehoft HANG GLIDING & PARAGLIDING MAGAZINE

The

RRG

and Our Next Steps

by Martin Palmaz, USHPA Executive Director

fter seven months of research, collaboration, feedback, fundraising, and hard work, we are watching the RRG prepare to launch its maiden flight. Accomplishing the seemingly insurmountable goal of raising $2 million dollars in less than three months is a testament to this community’s dedication towards achieving their objectives. And, in fact, we did it in two months. That’s exceptional. Now we are awaiting approval from the insurance regulators to form the Risk Retention Group, hoping for a positive outcome by mid-March. RRG approval is essential to attaining our ultimate goal of self-insurance. Once the RRG is formed, USHPA will be the majority shareholder, holding approximately 65% ownership, with the Foundation for Free Flight as the next largest, at approximately 20%. PASA and the commercial schools will own the remaining 15% portion. Ownership in the RRG means the ability to vote for board of director positions and share in any potential future returns, either in the form of dividends or discounted premiums. Returns are anticipated within approximately seven years, but only after covering claims, administrative costs, capital accumulation, and repayment of any loans. Potential for future returns provides added financial stability that wasn’t available to us previously. The fewer the accidents and claims, the sooner we will begin to see those benefits. As odd as it seems, what we’ve

HANG GLIDING & PARAGLIDING MAGAZINE

achieved so far will be the easiest part of this process. The immediate crisis of retaining insurance is on the cusp of being resolved, but this is only the first step in regaining a stable footing for free flight in this country. We will need to undergo substantial change to keep and maintain the benefits of these early accomplishments. We are pulling off the last “low-save” available by creating the RRG. Our next challenge is protecting and ensuring the future of free flight for years to come. But in order to do that, we must improve our accident and claims history to keep this self-insurance model intact. Now the hard work of changing our culture to celebrate safety and well-informed decision-making begins. What does that mean? We’ve all started to appreciate the efforts it has taken our community to create an insurance alternative. With 35% of the membership donating to the Free Flight Forever campaign, we know there is motivation to protect this privilege moving forward. The days of pilots making questionable decisions and taking unnecessary risks will no longer be possible, if we intend to keep what we have worked so hard to achieve. Those behaviors need to be challenged and cor-

rected before they occur. Once they are made, they can’t be reversed. No one wants to confront their “friends” and encourage them to take the right path, but true friends would not be jeopardizing our access to free flight in the first place. Changing our perspective as “owners” will begin to inform our path moving forward. As friends, we need to keep our fellow pilots from having accidents and fatalities. As owners, we need to protect our precarious access to free flight and the last insurance option available to us. In addition to our overall culture and awareness as pilots, USHPA will also be evaluating every aspect of our organization. Everything from administration, best practices, governance, policy, standards, tools, training, and testing will be reviewed and evaluated. Member feedback will be an important part of an honest evaluation of how to improve. We encourage you to participate in whatever capacity possible, depending on where your strengths lie. Our success is only possible through participation from pilots locally, regionally, and nationally. USHPA will share those lessons and changes along the way. We look forward to taking this journey together.

Final details about PASA, certification requirements, and costs are available on the PASA website. http://www.pasaschools.org/hang-gliding-paragliding/ An extensive list of FAQs about our progress with the RRG, instructor insurance, and member/site insurance, can be found on the freeflightforever.org home page.

Photo by Mike Bomstad HANG GLIDING & PARAGLIDING MAGAZINE