Hang Gliding & Paragliding Vol46-Iss5 Sep-Oct 2016

SEPTEMBER/OCTOBER 2016 Volume 46 Issue 5 $6.95

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HANG GLIDING & PARAGLIDING MAGAZINE

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12 Master and Apprenti

by Kelly Fari

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14 Getting a Hang-2

by Joe Stearn

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by Bill Heane

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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.

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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.

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PLAN

FLIGHT

T

he intermountain west is well known for everything from Point of the Mountain, Utah, sled rides to the big air flying of King Mountain, Idaho. It presents a huge variety of flying to a diverse pilot population, many of whose members have accomplished much in our sports, including the creation of thriving communities and clubs.

A great event—the Intermountain Wide Open—is growing each year. Nate Scales created an event that is focused on getting pilots out to enjoy the last days of summer.

There are points for the longest flight, or “Best Ball”, as well as for pilots with longest four flights in a two-week period, and a raffle. Pilots in Nevada, Utah, Idaho, Wyoming, and Montana can enter their flights at xcontest.org, for the chance to win and the great treasure of bragging rights for an entire year.

Cross-country flying is not for everyone, but this format should be adaptable for any type of flying style that is popular in one’s flying community. Nate filled a niche by providing a format that encourages pilots to compete during their normal flying season in a relaxed manner that puts very little pressure on one’s normal life.

The Point Rat Series, another example of a low-key event that builds community, is easily accessible. I think there could be a spot-landing model for this, as well, that would focus safely on the discipline of accuracy.

Over the coming winter, consider ways for your flying group to challenge another group in a neighboring state or community and line it up for next year. You will not be disappointed. You never know who will be inspired, motivated, and mentored.

I moved to Wyoming after reading articles about the predecessor of this event, called the Intermountain League, which Nate ran before his current endeavor, because of the fantastic community it highlighted in that region.

This issue is filled with examples of instruction, mentorship, growth, and the passing on of traditions. The September/October issue starts with a book review of Kelly Farina’s new book, Mastering Paragliding, by Josh Cohn. Josh reports that the new book on flying techniques puts usable principles into words in a way that is accessible and informative. An excerpt from the book is included to give you a taste of the work.

Bill Heaner, instructor extraordinaire, writes up what it means to mentor in Salt Lake City, Utah, while Jeff Shapiro sent in an instant classic from a seasoned professional about where safety begins.

Bruce Goldsmith contributed a piece that explains aspect ratio and its relationship to stability, and Pagen is back with another installment of his legendary column, “Thinking Outside the Box.” A new Hang-2 reports from the hill and CJ Sturtevant goes to the Green Swamp Klassic to showcase another example of a thriving idea to get pilots out flying together.

Barry Barr dug through old slides hidden in a shoebox of his father’s that document the good ole days of hang gliding in Sun Valley, circa 1974. Barry grew up with hang gliding and in 1987 took his dad for a tandem paragliding flight.

Inspiration, mentorship, and camaraderie arise from diverse sources depending on our individual goals and desires. Hopefully, one of these stories will move you to create an avenue for growth in your area.

Martin Palmaz, Executive Director executivedirector@ushpa.aero Beth Van Eaton, Operations Manager office@ushpa.aero Galen Anderson, 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 Sarah Whitechurch kiting her custom wing at the South Side, Point of the

Mountain Flight Park, accompanied by her amazing puppy, Atlas | photo by Jacob Dodge.

HANG GLIDING & PARAGLIDING MAGAZINE

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USHPA

Board of Directors Meeting Thur, Fri, Sat

Oct 20-22, 2016 at the

American Mountaineering Center Golden, Colorado ushpa.org/page/ushpa-board-meeting The 2016 USHPA Fall Board Meeting will be

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HANG GLIDING & PARAGLIDING MAGAZINE

9

Mastering Paragliding Book Review by Josh Cohn

I

n Kelly Farina’s new book, Mastering Paragliding, he presents the methods one needs to employ to improve paragliding XC performance in a more attractive and well-structured manner than I’ve seen before.

The book it most resembles is Bruce Goldsmith’s 50 Ways to Fly Better. Both books share Cross Country Magazine’s editorial polish, typeface, and even some of its content.

Mastering Paragliding follows the order of a good XC tour, starting with foundational skills like launching, how to hold the brakes, etc. Kelly has coined “catchy” terms for his ideas, some of which sound familiar, probably from my having read his writing in XCMag over the years. I sometimes bridle a little at yet another neologism, but I remind myself that the target audience will probably find them

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HANG GLIDING & PARAGLIDING MAGAZINE

memorable and useful.

Here’s a glossary of some terms used in the book that were semi-new to me: Carving: turning smoothly, with no wasted energy Bridge principle: using a ridgesoarable spine connected to higher “Confidence: important to have.” mountains above the valley wind to The target audience for this book complete a transition after getting is likely similar to that for Alpine XC stuck in valley wind, instead of diving Tours: intermediate pilots getting into a sunny lee started in XC and more experienced Magnet effect: the tendency of air pilots new to the Alps. to be entrained toward a rising thermal Another book that has some overlap Flow of the day: planning an XC in subject matter, Thermal Flying, by in the mountains to minimize flying Burkhard Martens, has a drier, more against a valley wind and maximize technical approach and less editorial time over sunny faces and design polish. (I didn’t notice Fizzy: unstable conditions the rudimentary design of this book Sticky: stable conditions until I held it next to Farina’s. At that There is also an extensive glossary in time it became clear that Mastering the back, containing a few wry entries Paragliding is much easier on the eye. It such as “Fun: Keep it in mind” and avoids losing readers by not including any equations.)

However, the repetition that occurs over the course of this book will likely suit many pilots’ learning style.

Early on, we are introduced to the 4-for-90 rule, stating that each 90 degrees of a thermal turn should be completed in four seconds. This is genius and corrects the most common error seen in the flying of beginner/intermediate thermal pilots. 90% of the comments made in thermal and XC clinics seem to be “Turn tighter!”

The “Dynamics of Lee” section should be required reading for all pilots considering flying XC or transitioning from the flatlands to the mountains. It describes how leeside thermals

carry the turbulence of their source air with them, as well as addressing the times when wind speed becomes an issue.

The sidebar endorsements sprinkled throughout, from top competition and XC pilots Russ Ogden, Thomas Walder, Debu Choudhury and Stephan Stiegler convey the impression that the book’s advice has been well vetted.

Case studies on dramatic cloud incidents give a balanced view of the danger of unstable conditions going from good, to great, to “uh-oh.” Pilots

shouldn’t fly mid-day on days with significant development, without absorbing these lessons.

One short section of the book contains an idea I am unsure about. It’s called “the pressure drop effect” and describes a situation during which large clouds are seen over high peaks 25km away, suddenly followed by stable, blue conditions in the foothills giving way to lifty conditions with cumulus clouds popping. The suggestion is that the distant cu-nim is causing a sudden drop in pressure locally. Even after some very pleasant correspon-

dence with the author, I can’t visualize the causality working this way.

I don’t doubt that the observations are accurate and have been seen multiple times, but just wonder about the interpretation. Another possible explanation is that both the distant cu-nims and the local change in stability are caused by the same thing: a synopticscale change in pressure. The advice to not panic is good, no matter what the ultimate cause.

The last section contains case studies of Zillertal, Austria, and Val di Fassa in the Dolomites. Pilots visiting these sites have ample reason to pick up the book, just for the in-depth description of the local valley systems and routes. The photo/diagrams show clearly many places of interest, alphabetically from A through O for the Zillertal, listing every rotor zone, soarable face, and protected lee.

I wish I’d had this book when I’d started flying XC, especially when I first flew in the Alps. I could have avoided learning some of the lessons the hard way, and probably would have had better, safer flights sooner.

BELOW Author Kelly Farina.

HANG GLIDING & PARAGLIDING MAGAZINE

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The Difference Between

the

Master and the Apprentice

by Kelly Farina

E

ver wondered why the same faces consistently climb out and effortlessly carve around even the lightest thermals, breaking through an inverted sky like a hot knife through butter? Is it because of that high-aspect-ratio glider with its 3% better sink rate? Have they sold their souls to the devil? Or is it something simpler and more conceptual? Could it be that, with practice, hobby pilots could master this technique, too?

I say it is more simple, but easy is not a word I’d use.

So what truly separates novices from the so-called “sky gods” (a term I prefer

not to use, as it implies an unattainable level). Simply put, they make fewer mistakes, mistakes that are too frequently made by many across the globe.

The more-versed pilots make fewer mistakes in their “carve,” their orbit around the thermal, or in the strategy with which they map the climb, homing in on the strongest part of the thermal in order to spend as much time as possible in it, or in both. These techniques highlight the importance of skill over equipment, as any advantage gained often comes down to fewer mistakes made.

Common Mistakes The Wide Turn

Novices tend to turn too wide, requiring much larger thermals, thereby spending much of their carve outside of the core.

The Swing Through

Due to long lines, paragliders have a large pendulum instability. This becomes more apparent when changing direction or when turbulence goes unchecked.

This results in an increase in speed, as the pilot swings through under the canopy. Converting height to speed is not ideal, especially in light lift. Vario readings become wildly inaccurate while swinging.

The Kick Out/Drop In

Ideally the carve should be as smooth as possible. Often when initiating the “flow” (a series of 360s) the wing returns to level flight, producing a sequence of 90-degree turns followed by a loss of height, as the energy is lost. This usually occurs when not enough roll (weight shift) was applied in conjunction with brake input. Applying too much roll and brake is equally inefficient, resulting in the leading edge “dropping in.” This spiral-entry turn will almost certainly cause the instrument to go silent, as the climb rate may not support this level of aggression.

Both these entries are very inefficient, because it takes time to get the glider flying smoothly and levelly again, before attempting to re-enter the flow.

These three simple mistakes can

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HANG GLIDING & PARAGLIDING MAGAZINE

make the difference between gaining or losing height when the going gets tough.

Careering in and out of the core while swinging around under the canopy in a weak climb will almost certainly cause a pilot to land soon after. That type of climb doesn’t allow that amount of inefficiency, whether it be the inability to home in on the center due to untrue vario readings or because too much height was converted to speed. Either way, the more technical the climb, the more “technique” is required.

What makes a day technical?

Remember that almost everyone can climb when conditions are booming.

(Sometimes it’s hard not to!) It’s often the less experienced who seem to be the first to suffer when the day gets more technical, that is, when the conditions of the climb become narrower and lighter.

Adding wind into the equation can increase the technicality tenfold.

The Path of Progress Three key steps that contribute to owning a strong thermaling technique need to be learned and practiced, in order. Skipping steps will produce poor results. Some may disagree with me, but I see the order going something like this: 1. Correct radius 2. Clean it up 3. Move it around the sky, cleanly and without the usual penalties Correcting the radius helps keep pilots from turning too wide. On a cross-country flight many years ago, I identified some characteristics of a successful flight. The first was that it took 16 seconds for me to complete each 360, answering the question of how tight a turn should be. (An answer in meters is not helpful, because we have no way of measuring.) This “4 for 90,”meaning each 90 degrees should be completed in four seconds, has become my rule of thumb.

Having the correct radius when thermaling is critical, since we wish to put a saucer on a plate, not the other way

around. A wide, unwieldy turn (plate) can be in and out of a smaller climb (saucer) or just around in the weaker part, never exploiting its true potential.

We want a compromise of radius vs. sink rate, allowing us to place our flow where we need it the most, in the narrower core. (See the cone & saucer/plate diagrams) Next, I noticed that a pilot needs to concentrate on cleaning up the “4/90” carve or “flow.” Acting as suspension, the pilot takes out the bumps, swings and surges. The smoother we can travel under the wing, without any large changes in speed, the better we will climb. This smoothness alone can help one pilot outclimb another.

Over the years I’ve noticed that all good pilots follow what is called the “Golden Rule.” Simply stated this means that “no matter how their wings move overhead, the pilots’ speed through the air should remain as constant as possible.” With less height converted to

unwanted speed, they will climb better.

The final stage of learning to flow is the ability to open and close the carve in the desired direction, as the pilot moves towards the core while mapping the lift, all without the penalty of height loss.

An important byproduct of this smooth flight means we can trust the reading of our instruments, allowing us to open our orbit in the right direction more accurately and enabling the higher level of mapping to be learned. This is the soul of our sport and is arguably the real difference between the Master and the Apprentice.

This is an edited version of a chapter from Kelly Farina’s new book Mastering Paragliding. For more details about the techniques discussed here, check out their website at www.austrianarena.com or read the full chapters in the book. Available from dealers worldwide from 20 July.

Getting a HANG-2

by Joe Stearn

I

’m almost set up, hurrying more than usual. The wind is building fast; everyone needs to launch quickly. I look around the setup area trying to find the person who’s supervising the new H-2 pilots, whom I met about 10 minutes ago. He calls me over.

“Justin, you ready?” I respond that I am, despite my name being Joe. I carefully move my glider over to launch, asking myself if I should be doing this. All of the stories about mishaps—pilots not making it to the LZ, having rough landings, confronting turbulence, and even, tragically, the occurrence of a fatality—have been weighing heavily on my mind for days.

“OK, check the streamers, Justin.

We gotta go. OK, OK, check again ... CLEAR!” I’m flying. It’s bumpy, bumpier than ever before, but nothing I can’t handle. Good, I think, as I glance back over my shoulder; I’m well clear of launch. I look to the LZ, check my glide, and realize I’ll never make it on

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HANG GLIDING & PARAGLIDING MAGAZINE

a straight shot with this wind. I need to follow the ridge to extend my glide.

OK, now I’m getting lift and can follow the ridge.

As I make these decisions, I realize how confident and able I am while flying the glider, despite feeling the exact opposite before launch. I come in to the LZ with plenty of speed, round out, flare, run. I run out the landing and quickly walk my glider over to the breakdown area. It feels heavier than before, and I feel hungry; it’s almost 9 a.m. and time for breakfast.

I’ve been up since 5 a.m. and driven two hours to catch the fleeting window of wind. Finding a morning roll in my bag, I eat it contentedly, knowing that I’ve overcome this great unknown, a fear and trepidation that I’ve rarely felt before—fear of flying a new site with people I don’t know and need to trust, since I’m inexperienced and have never been here before. I don’t want to “mess up.” My imagination creates all kinds of

unhappy results and barriers that have been overcome, at least for the time being.

I spot another H-2 in the air, heading out from launch, and watch his bearing. He’s clearly intent on making a beeline straight to the LZ, rather than following the ridge. Now it’s becoming clear to me why I chose the ridge line instead of the “straight shot” approach: People are gathering to watch him because his progress into the wind is resulting in diminishing returns on his progress over the ground. (I quietly congratulate myself for making good decisions earlier in this regard, but feel ashamed for thinking this when the outcome of a fellow H-2 pilot’s flight is not yet decided.)

ABOVE Making use of a new H-3 at Mt. Greylock, MA, with mentor Keith Beebe | photo

by Nannina Stearn. RIGHT Malcolm Jones briefing before towing at Wallaby Ranch, FL | photo by Crystal Wolfe.

He’s low and still making progress, but he has no chance of executing a landing pattern. The best he can do is clear the high tree line and land in an unkempt parcel of land, hopefully into the wind.

It’s all good: He’s on the ground.

With an expression of happiness, relief, embarrassment, and elation, he approaches the breakdown area with his glider, where people congratulate him on his first mountain flight. (My god, I think, if that were my first mountain flight, I probably wouldn’t have come back for a second one.) While talking with him later, I can see, despite his outwardly cool demeanor, that he definitely experienced what I’ve since learned is called “pucker factor.”

That underlying fear reminds me of something one of my instructors said: “I can teach people with lots of fear, or people with little fear, but I can’t teach

people without fear.” That makes sense to me and is comforting when I think that the fears I experienced, along with other H-2 pilots on that day, were natu-

ral, maybe even beneficial.

Since these forays out into the wide world, away from the comfortable nest of my flight school, I’m slowly gaining

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“What if all the experienced pilots launch in mid-day conditions and leave me alone, without help?” confidence. However, the fear of flying new sites with complete strangers and in new conditions sometimes seems to me to be insurmountable. Having had a lot of previous experience in rock climbing and winter mountaineering, I’ve become very aware of what it means to push one’s “comfort zone” and how to do it. Push too much and you’ll get into trouble; don’t push at all and you’ll never learn. It seems to me that there are so many obstacles, real or imagined, with regard to flying, that simply turning up at an unknown site is pushing one’s comfort zone, let alone flying there! That great unknown, whatever it is, conspires to work with your imagination to create vast obstacles to actually turning up and flying.

Is the weather right? Am I being foolhardy? Will an observer show up? What if all the experienced pilots launch in mid-day conditions and leave me alone, without help? I check and double check half-a-dozen different forecast sites, wind maps, forecasting discussions, regional soaring models, skew t’s, pilot forums. What do I need to do when I get there? Who’s in charge? Who do I pay? Is there a waiver?

At some point, I simply need to get in the car and go. Commit. Perhaps this is the reason I always return: that special mixture of apprehension, excitement and butterflies in my stomach produced by encountering the great unknown. No one knows how the day will go, not even the master H-5 pilots who have flown longer than I have walked.

Back at the LZ, where another H-2 pilot has just squeaked in, I finish my breakfast and consider the possibilities of another flight. It’ll be lunchtime before I can make it back up the mountain, by which point the day will

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HANG GLIDING & PARAGLIDING MAGAZINE

be too strong for me. My only chance now is an evening flight, but I don’t think there’s an observer for me and ...

Oh, someone’s offering me a ride up the mountain, if I’m quick.

I take it without hesitation. What if I can’t find an observer up there? Will I be able to get a ride back if I don’t fly? Like most decent-weather days for flying, the chances of meeting experienced pilots at a given site are high.

Having said that, if you’re shy, like me, it’s not easy to ask for help. As I round the corner, though, I serendipitously stumble upon my former instructor sitting up on top. I quickly rush over to say hi and he greets me by saying, “So… you flying?” And I say, “yes!”

Now I have confidence in this site.

I know the LZ, my instructor is on launch with me, and the day is turning into a beautiful glass-off. I launch about 4 p.m., follow the ridge as I did before, and make a couple of turns in light lift.

It’s not much. I’d better stick with it, turn now and lose height, instead of gaining. I get lower and, not wanting to push my luck, I start to beat a retreat, only to find a little bubble, allowing me to turn, turn, go back, and turn again. Before I know it, I’m over launch.

Twenty minutes later, there’s lift everywhere, enough for some thirty or so pilots. For the first time ever, I’m relaxing in the air, going here, going there, and keeping track of where I am, while having fun. I fly over a group of people perched on a rocky outcrop somewhere behind launch, and they wave. I wave back. Pure joy.

I land a little after 5 p.m. and start breaking down the glider, tired and contented. When my instructor sees me, he heads over to say hello.

“Not bad, Joe,” he says, “although I thought you made a pretty low turn there on your base leg.”

I replied, “Huh, I thought it was maybe too high.”

Confused, he asked me exactly when I landed.

“About 10 minutes ago.”

“What? You mean to say that I launched after you and sank out, while you got over an hour! Man, my glider must be trimmed wrong.”

“I guess it must be,” I said, hiding a smile.

I’ve experienced the same tumult of feelings, the same fear of the unknown, in all different guises at all of the sites I’ve flown since then. But all of the sites I’ve flown since then also have been populated by generous, helpful, insightful pilots who are willing to help out an inexperienced H-2 pilot. I remember standing on launch one afternoon watching an instructor who had earlier agreed to help me launch soar one

hundred feet above me. I hollered up to him that conditions were smooth now and I wanted to fly. Moments later one of the country’s top competition pilots assisted me.

Without these generous people, too many to name, I wouldn’t be able to gain the confidence needed to progress, the confidence which is hard-earned in this sport as a new H-2 pilot. Now I am a new H-3 pilot and the challenges, as well as the fears, are still there.

Different challenges to be sure, but a lot are still the same, and I’m happy to accept them.

LEFT After a first mountain launch at West Rutland, VT, with Tim Thompson. RIGHT Describing feelings after a first mountain launch, West Rutland, VT. Photos by Nannina Stearn.

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Pilot Mentorship and Gap Training

by Bill Heaner

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his is the first in a series of articles meant to educate and facilitate a more formally-adopted national mentorship program for hang glider and paraglider pilots. The main goal is to unite our USHPA instructors and members in establishing post-rating pilot mentorship programs aimed at addressing and correcting pervasive approaches and ideas to flying that are not in alignment with nationallyrecognized best practices.

Most USHPA members are aware by now that the landscape for freeflight in the USA is changing. We live in an era where we are fighting to keep our national sites open, and our culture, with regard to how we look at and manage risk, is at the epicenter of this change. Solid mentorship programs and formalized continuing education can do a lot to assist pilots in need of a more structured pilot progression and to guide pilots through a lifetime of improved decision making.

(POMIC) started a formal mentorship program for the Utah Hang Gliding and Paragliding (UHGPGA) club members. The newly formed

LEFT A hands-on approach to kiting.

ABOVE A busy day at the Point of the

Mountain Flight Park.

POMIC Mentorship Program In the spring of 2015, the Point of the Mountain Instructor Committee

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One of the great benefits of having an organized, club-sponsored program like this is the sense of community it creates, as well as the proactive approach to managing risk with current best practices. All too often, pilots can lose touch with the newest information out there, due to lack of formal continuing education programs. These programs can effectively bring the latest and greatest techniques, ideas and approaches to a deserving pilot population.

Gap Training

POMIC Mentorship Program, as it was named, was to be an ongoing group of training events given by volunteer USHPA instructors, both on the training hill and inside the classroom, to address continuing education needs and any gaps in pilot training.

The decision to form an official POMIC Mentorship Program was made from the need to unite our club and instructors in a dedicated group effort to reduce potential for accidents and incidents at our site. Our program includes formal club-sponsored mentorship group sessions with club members, visiting pilot guidance, in-

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troductions for visitors to local pilots as possible mentors, flying buddies, and just general site guidance. As POMIC instructors, we want to be seen as approachable, ready for questions, and ready to lend a helping hand.

As an experimental program to test interest and participation, the POMIC Mentorship Program was a great success, and we realized that pilots were hungry for this style of ongoing education. Now in its second year, the spring 2016 Mentorship Program is in full swing. We have at least six planned events, as of the writing of this article.

GAP Training is not a new idea.

On the free-flight learning curve, a significant GAP begins to form after a student is signed off with a flying rating and at the time when he has the skills, knowledge and experience to accurately assess and confidently handle the full range of flying choices that she will encounter, along with the possible outcomes. A good progression to follow is: time, practice, experience, assessment, mentorship and GAP training. Most do pretty well with the time, practice, and experience part, but our biggest exposure as pilots is the lack of a more formal, quality mentorship program and GAP training.

Mentorship and GAP training provide the continual quality assessment and guidance that are essential for a growing pilot’s awareness of an ever-changing landscape of risk.

GAP training needs to be structured around a formal continuingeducation model. It is crucial for pilots to continue to have mentored guidance that will accurately match their skills and experience to risk exposure.

Formal GAP training, combined with quality mentors and instructor-guided mentorship programs, are really the only way to progress in our sport, without continuous exposure to undue risk and severe consequences.

At present, our continuing education is mostly voluntary on the part of the pilot. To currently advance in ratings, we require a written test and minimally-required demonstrated flight skills. The pilot’s desire to progress in the ratings is one place where we do have leverage; this is the area where our training programs will eventually include mandatory continuingeducation processes in order to move ahead in ratings.

Of course, accountability is everything. We are currently working on an online system that will hold everyone in the training environment accountable for accurately completing all levels of training, as well as the required continuing education to move up in ratings.

Site culture It’s worth mentioning here that site culture is perhaps the biggest single contributor to the attitudes of a pilot community. Any pilot who has traveled and flown at enough flying sites will have stories to tell about the local site culture. We have work to do as a national organization to make sure we have strong policies in place that take a real stand against the glorification of high-risk behavior.

The worst influence on this behavior occurs when unsuspecting students train at a site where this culture exists.

Newer, impressionable pilots can get a very skewed perspective of “acceptable risk,” and those attitudes can create very real pressure for other pilots to follow down that path.

Having said this, I fully support talented, educated pilots who push the limits of our sport in acro, crosscountry, etc., but I highly discourage LEFT Jason White teaching an eager student.

Michelle McCullough working at the Point of the Mountain Flight Park.

RIGHT

any pilot from pursuing these choices, unless everyone in multiple pilot communities recognizes that they are at a certain level of experience and ability to handle these extreme flying directions. Clearly, a solid mentorship program is the best way to keep tabs on misguided flying aspirations.

Intervention The foundation of the Mentorship Program was built because of the realization that there were gaps in many of our pilots’ decision-making processes.

It’s easy to look back at an accident and see where the decision process went

astray; there are many clues hidden in that process that, as a community, we continuously dissect. Being able to predict when trouble is brewing is sometimes easy, but most of the time, it is not that easy. Intervention usually occurs at some level, not only from instructors, but from the general pilot population as well. Local knowledge and experienced pilots play a crucial role on the front line in interpreting possible trouble with pilot risk awareness. Those eyes and ears have averted trouble more times than I can count.

This is not an era to look the other way anymore. If you hear or see at-

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LEFT Chris Hunlow pointing out a good

landing approach. RIGHT Milly Wallace getting ready for another high-five. who will take on repeated unnecessary risk for attention. We want to say out loud and clear for all to know that the flying culture is shifting toward less unnecessary risk. Quality mentorship is the answer to this dilemma of awareness, and formal mentorship programs deserve to be a foundational layer at the local and national level.

Point of the Mountain

titudes and behaviors that don’t seem to fit with reasonably acceptable risk, talk to an instructor. If you perceive someone’s risky attitudes or behaviors correctly, others usually will have noticed as well.

While intervention plays an important role, nothing is better for managing risk than great, thorough primary pilot training, coupled with ongoing, formal and informal continuing education. With the addition of a quality mentorship program, a local

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site has the ability to greatly influence site culture and to bring up the level of instruction and awareness.

I’ve been around long enough to recognize a disenfranchised pilot.

Perhaps you have, too. They seem alone in their journey, continuously behind the learning curve on every foundational skill, struggling and perhaps noticeably quiet. There is no room for any pilot to fall through the cracks and figure this out on his own.

We also see the “Glory Seeker,”

The Point of the Mountain is a unique and special place. There are 25-30 hang gliding and paragliding instructors who have worked side-by-side for decades, along with an organized, hard-working USHPA chapter club.

We’ve done battle with Goliaths to preserve our site from encroaching, competing interests, and, best of all, we have a culture of instructors and members who promote a solid foundation for good pilot decision-making.

Our site receives a lot of out-oftown visiting pilots who are sometimes not ready for “Point conditions”… especially the higher winds and the sometimes-congested flying traffic. If you plan to visit the Point, we implore you to ask for local guidance and assessment of your skills and experience to put our Mentorship Program to the test. Point of the Mountain is a place where you can receive enthusiastic guidance. Any POMIC instructor is there to help you find the mentors or formal instruction you need for making educated flying decisions.

Mini Wings The Utah Hang Gliding and Paragliding Association (UHGPGA) requires you to have an M1 or M2 Mini Wing rating in order to fly mini wings at the Point of the Mountain. If we do not recognize you when you fly a mini wing, you will be approached.

Please be prepared to produce your flying credentials, and be open to honest assessments of your flying abilities and/or choices.

In the coming article, we will take a look at basic free-flight risk manage-

ment.

In the meantime, get involved with your site’s efforts with mentorship and GAP training. This is a new era for our national organization, where a grass-roots movement, combined with

a national program, can make the biggest difference in changing the culture of risk.

More information: https://www.ushpa. org/page/mentor-program

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Meeting Morocco

by PETE LEHMANN cartoons by HARRY MARTIN

written by Ari DeLashmutt

O

ne new voicemail: “Yo, Ari. It’s Chris Hoyte. I’m going to Morocco in a week to fly. Would love for you to come! Call me back.”

In a week? That’s a long shot… But before I knew it, I was standing in a Moroccan customs line, hearing Chris yell my name from the airport lobby.

We sarcastically flexed our biceps at each other and smiled. I passed customs, gave Chris a big hug, and sat with him at the airport café where we had a coffee and a beer, bought a lousy sandwich and

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used the WiFi. After such short notice, I was feeling unprepared for a grand adventure, so I figured it was good to let the loving arms of civilization cradle us a moment longer, before we headed off into the unknown.

We pushed our luggage outside to a rental steed: a Dacia Dokker that was about to jog hard miles with its new American jockeys. I insisted we do a symbolic burnout from the parking lot, but a good chirp sufficed. The soulsucking airport travel was over.

photos by Chris Hoyte

With our gliders in tow, we began our dream journey through a wild and exotic country, en route to Le Nid d’Aigle (the Eagle’s Nest) in the south, a site known for consistent, coastal soaring.

We drove halfway the first afternoon, arriving in Essaouira, a cool, old city on the Atlantic, in the dark, and proceeded to the Hotel Riad, where we were greeted by the night watchman, Hamid.

We joked and communicated silently, as he prepared tea for us and smoked a

cigarette. He led us to a dining area and introduced us to our waiter, who was old, experienced, and wearing a suit.

We were starving. Our first cold beers were like sweet angel’s water. The food came quickly, and the moment that first piece of chicken touched my tongue, I nearly died. I had never tasted anything like it. It was like a peanut-buttercurry-cream sauce whose flavors I couldn’t identify. We drank more beer. Couscous arrived next, along with four kinds of meat and endless veggies. Our attentive waiter never let our beer glasses remain empty. We were half-drunk and stuffed, but also exhilarated.

Before my trip, I had been inundated with opinions and experiences of others. “Is Morocco safe?” they asked. Friends

and family sent me links to travel blogs, some containing beautiful scenery and others frightening travel nightmares. I blew them off, but the remnants of warnings lived in a small corner of my brain. At dinner that night, all of our ignored travel advisories and concerned warnings became nonsense.

We realized that what we assumed would be a rugged backcountry tour of the country was actually about to be the most relaxed and catered trip of our lives.

We woke up to a delicious breakfast being served to us on the rooftop terrace: croissants, almond butter, coffee, juice, tea, omelets, rolls, olives, dates, and melon. We headed out and cruised through the Medina (old, walled part of the city) and the Souk (traditional marketplace). We met Abdu’l the medicine man, Muhammad the tailor, and Youssef the jeweler. The aroma of cumin and saffron, combined with the vivid colors and tall city walls, made us realize how transported we’d been. We finished our self-guided tour and, after sensing low-altitude sickness, got in the car and drove south.

We could make it to Le Nid d’Aigle by sundown.

The driving in Morocco is as interesting as the flying.

Argan and olive oils—the good stuff—are for sale roadside, everywhere. Big, lumbering semi-trucks, hand-painted with religious scripts and adorned with tassels, hog the shoulder.

Ari soaring Berber cave dwellings in Aglou, Morocco.MIDDLE Travelling with roller bags makes it all a little easier. Photos by Chris Hoyte.

TOP

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We passed through small, traditional towns about a kilometer long where the roads widen to the equivalent of six lanes and the lines disappear. Vendors of every kind occupy much of the street and pedestrians cross like the fearless cogs of a wheel. Mopeds with burka-clad women, young boys on ratty motorcycles, three-person bikes, donkeys pulling carts, and watermelons redder than you’ve ever imagined, fill the roadways. The real Morocco is at arm’s reach.

When we finally arrived at Le Nid d’Aigle, the wind was

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blowing strong, although slightly cross. Windsocks were everywhere. No one was in the air. The place seemed eerily vacant. Some workers were grading gravel in the parking lot, others were finishing new concrete near launch. I could tell the place had just undergone some major renovations that made it look really nice. We parked and walked toward the restaurant, still not seeing anyone but contractors.

Once inside, the vacant look made sense; the soccer game was on. FC Barcelona vs Real Madrid. A dozen Moroccans

sat at the bar in rapt attention. We were greeted by Abder Rrahman, a short, brown 30-something man with a legit afro and a smile kilometers wide. His English was hilariously functional and his energy, warm, welcoming and bright. As the game ended, Abder showed us to our beautiful room located behind the infinity pool, just behind launch.

We unloaded our stuff, got into our harnesses and had our first soaring session with the local crew. After Chris and I launched, we quickly realized that this is a magical place to

OPPOSITE, TOP LEFT A local checking out the action. MIDDLE

The restaurant and pool after sunset. Notice the flag, still showing perfect wind. ABOVE Peaceful flying in the smooth wind. Ari, just off launch.

OPPOSITE, BOTTOM Ari flying over cactus fields and the traditional Berber village, just behind launch. Below LEFT Ari making friends without words. Hamid, the night watchman. RIGHT The feast of dirtbag kings! Essaouira Morocco. BOTTOM A Moroccan Honda Accord: good ol’ donkey.

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TOP No one minds overcast—the wind is only that much smoother.

BOTTOM The infinity pool behind launch provides playful kiting options. OPPOSITE The young, local Berber pilots putting on a synchro acro show during the last of the light. INSET Abder Rrahman, the leader of the Berber pilots and a good friend.

fly. The launch sits atop a 5km-long ridge, about 1000’ high, two km from the ocean, making it a soaring paradise. After so much travel, anticipation, and lugging our gliders across the world, that first flight was a dream come true. I whooped and screamed. We acclimated to the site for 10 minutes before starting to fly together. I don’t mean just launching and landing at similar times and locations, we were flying together.

Wingtips collapsed into one another, I stood on the top of his glider as if it was a surfboard, and we were never too far apart to hear each other talk.

Le Nid d’Aigle is a site that allows for a lot of airtime and more playfulness. Abder takes off, joins us and shows us his skills. Abder is one of the local Berbers, who grew up in the small village atop the ridge, just behind launch. When people fly, the villagers look up and see them soaring from their homes, so it’s only natural that a few villagers become interested and want to learn. The barriers to entry for paragliding can be daunting for a Berber. Their currency is weak and there isn’t much work, but they don’t often let obstacles stand between them and their goals. Moroccans do what they can to live; Abder and his flying are no different.

Over the years, Le Nid has been visited by some of the top acro pilots in the world. These pilots have obvious influence on the way the Berbers fly—fast and low in huge, dynamic maneuvers on tiny, ragged acro gliders without reserves.

Abder’s 17m Niviuk F-Gravity was gifted to him and is said to be Felix Rodriguez’s old glider, but who knows? It has holes all over it. Over the years, Abder has honed his flying to match what he sees in the flying of his European acro guests: perfect kiting control in the constant high wind and toplanding skills that let him slide his feet along the edge of the infinity pool. His familiarity with the site allows him to take five-minute flying breaks—one minute putting on his harness and launching, three minutes swooping the rocks and the restaurant to make a perfect landing, and another minute to put his gear away, all while he waits on the guests sitting at the bar, clutching a cigarette between his lips. It’s a type of flying I’d never seen, with access and constantly flyable conditions.

We wound up spending five nights and six days there, but I could have stayed forever. The room, which includes breakfast, lunch, and dinner, is just a request away. Every morning we woke up and headed into the restaurant where tables were set for our breakfast of espresso, and an egg tagine with bread and olives. Then, we headed straight into the sky.

In the morning, the air is usually moist, with the breeze pushing the salty air up to dew point only a few hundred

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feet over launch. I made a morning habit of pushing away from the ridge and up into the clouds, so I could spiral down, breaking through the mist like a superhero. Daily doses of Vitamin G are necessary and plentiful.

Chris and I would fly right next to each other and head south down the ridge. About a mile from launch, we found a hawk guarding his domain. He dived at our gliders, screeching and swooping. We tried to pass his zone without tormenting him too much and without his claws slicing our wings open. Past the hawk, the ridge shallows for a few hundred meters, before a rocky outcropping juts up to the end of the rim. We scratched together over the rocky cliffs, before turning back and heading north towards launch. We got thirsty and landed. We drank water and launched. We pushed out and did big wingovers and spirals. We got bored and landed.

We got bored and launched. We got hungry and landed. We ate and launched. This is the way you fly here—whenever and however you want.

One day, towards the end of our stay, we ventured 10km north to a nearby wagga soaring site in Aglou, where a 15m limestone sea cliff was being swept by consistent coastal wind. The local Berber fishermen have carved dwellings into the limestone here. They make concrete patios and paint the doors bright colors. Their nets wait for use outside. I swooped

and swooped, looking down on their handcrafted homes, wondering what it was like inside and just feeling really lucky.

The wind let up and set me down gently on the beach. I kited to the car and we headed back to Le Nid for our daily sunset soar.

After we left our Berber family at Le Nid, we stayed in Morocco for another six days, three of which we spent thermaling in the Atlas Mountains, the rest, soaking up the culture and getting fat on the food. All of Morocco was good to us, but it was there at Le Nid d’Aigle that we really felt at home. The flying was just too easy and the lifestyle so relaxing.

I could not recommend it more.

Chris and I are definitely going back next year, and you should come, too.

See the video and get info on next year’s trip at www. ariintheair.com.

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Shoebox

by Bruce and Barry Barr

I

can recall hang gliders being around my family since my first memory and lasting until 1976. My father’s progression into hang gliding came from tow-kiting on Lake Washington during his water skiing days. He flew in the World Championships in 1974 at Big White and continued teaching and flying until 1976. He and his friends pioneered flying the Pacific Northwest and were the first to open many sites in Washington and Idaho. These were barnstorming, wild-west days as the kites were new and unproven and everyone was pushing the envelope of foot-launch flight. Hang gliding was just an extension of my family’s lifestyle, which was making the most out of every day, no matter if it was moto-cross racing, camping, sailing, boating, rafting, waterski jumping, surfing. After growing up in the dust and dirt of hang gliding, I always had my eye to sky. My first flight was a tandem with my dad in 1974, when I was four years old, off Baldy Mountain in Sun Valley. My harness was rope, and Dad duct-taped me to his chest. My mom was not very happy with this, needless to say.

In 1987 I fulfilled my own desire for foot-launch flight when I took my first paragliding lesson from Bill Bennett at Torrey Pines with my dad. It was quite a reunion for Bill Bennett and my dad when we walked in and asked about lessons, as they hadn’t seen each other since 1976. I was hooked from that first lesson, and my passion for flying has taken me all over the world. My flight experience came full circle when I was lucky enough to take my dad tandem off Baldy Mountain at the end of a great ski day. We flew down together, talking and enjoying the time in the air, just like we had 22 years earlier. I hope you enjoy these classic photos from hang gliding in the Pacific Northwest.

LEFT Bruce Barr flying over the Columbia River, Sentinel Butte launch. BELOW LEFT

Sun Valley Kite School, 1974, Elkhorn, Idaho. MIDDLE Bruce Barr getting towed up at Elkhorn Mountain in Sun Valley, Idaho. RIGHT Sun Valley Kite School, Elkhorn Mountain, Sun Valley, Idaho: The black kite is a Bill Bennet 17’

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OPPOSITE TOP Bruce Barr and team original hike up to launch Sentinel Butte. BOTTOM Pete Rutherford and Bruce Barr launching Gimlet, Idaho, in high winds. HERE Gimlet, Idaho, foot launch by Bruce Barr. BELOW Another day on Elkhorn Mountain flying a 17’ kite.

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OVER SOUTHERN CALIFORNIA. Photo by JONATHAN DIETCH

The

Green Swamp Sport Klassic

2016

written by C.J. Sturtevant photos by Tony Mercado

A

ll you hang pilots reading this: Do you fly in competitions? If not, what’s putting you off? Answers to that question provided by pilots of all experience levels typically boil down to some variation of “I can’t compete against the big dogs, and I HATE losing!” Or, more specifically: “I can’t afford the equipment needed to be competitive,” or “I don’t get enough airtime to develop or keep a competitor’s skill set,” or “I’m pretty sure I won’t like the dog-eat-dog mindset needed to place well in a competition,” or “I’ve never

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gone XC,” or “I’ve flown in comps, and that whole scene is too intense for me!” or any of a dozen or more other concerns, all personal and all valid, at least for pilots considering traditional open-class hang gliding competitions.

But now there’s Sport Class. Developed a few years back in response to concerns about our declining hang gliding population, sport-class comps were created to eliminate all of the above obstructions to competing: You fly your familiar kingposted glider. The required skill set is the same

“Our purpose is to have a fun, low-stress event for pilots who may be new to competing (or even new to XC), or just want to compete for fun, as well as those who chose a lower-performance glider for whatever reason. ”

one you need to fly safely at any site. Rather than cutthroat competition, sport-class events emphasize cooperation and team flying. Highly experienced hang pilot mentors are on hand, on the ground and on course with you, to help you put together your XC flights, whether you’re looking at your first ever or your personal best.

What is sport-class hang gliding competition?

If you want to compete in a US sport-class competition, you

have to meet some rather basic qualifications. You can’t have been ranked in the top 20 USHPA NTSS (open class) in the last three years. Glider types are handicapped, with kingposted wings strongly encouraged. Experienced open-class competitors on high-performance bladewings are encouraged to continue flying in open class and, according to meet organizer Belinda Boulter, are somewhat discouraged from flying in sport class, because the whole premise behind sport class is to grow the sport by encouraging new and less experienced hang pilots (or pilots without the highest performance equipment) to take a chance on competition.

Belinda elaborates: “Our purpose is to have a fun, lowstress event for pilots who may be new to competing (or even new to XC), or just want to compete for fun, as well as those who chose a lower-performance glider for whatever reason.

Our handicapping system is based on a gliders’ polar, so there ABOVE Niki Longshore on tow.

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is a substantial penalty for flying a topless wing. We’ve often had one or two topless gliders, flown by pilots who were still very new to competing, and we’ve also had seasoned openclass competitors who now only fly kingposts. Experience,” she points out, “seems consistently to provide a greater advantage than technology.”

That’s the philosophy behind sport-class hang gliding competition. Does it work?

From the mentors’ POV Seventeen pilots flew kingposted gliders in last April’s GSSK, held at Quest Air in Groveland, Florida. The sport-class pilots were grouped into teams, and four mentors, each with a wealth of flying and competition experience, rotated through the teams, so every competitor was exposed to the full gamut of flying and decision-making styles offered by the mentors. Belinda observes, “The mentors really took their role seriously, with daily team meetings on various aspects of competing. Tom Lanning and Larry Bunner had also prepared extra seminars for one of the blown-out days, and we were lucky enough to have Steve Kroop of Flytec USA as our featured speaker at the welcome event. We launched the teams together with their mentors, to try to keep them in the air together. From my point of view, what defines a sport-class competition is this attitude of learning in a low-stress, fun environment.”

Mentor Tom Lanning describes his role before and during each flight with his group of competitors as “providing incontext advice during a race-to-goal. Personally, I refrained from giving explicit directions and instead offered observations or advice. So instead of saying, ‘Come downwind to my climb’ I would say ‘climbing at 500fpm’ or ‘I like the line of clouds to the west even though they look weaker, since they are on course line’ instead of saying ‘let’s follow that line to the west.’ In general I think we were expected to provide guidance and a voice of assurance. We would also provide personal coaching after the flight, providing suggestions on how the pilots might improve some aspect of their flying or decision-making.” Tom also appreciated that all the mentors rode back together in the same retrieve vehicle, “allowing us to compare observations about the pilots, and to provide more consistency as we swapped from group to group during the week.”

Mentor Larry Bunner adds that mentors were available to the competitors before and after each task, as well as during the flight. “We were an open source for answering any of their questions. In addition we discussed the zen aspects of flying at top performance, including eliminating distractions, flying with intent and understanding the weather conditions.”

Obviously the focus was on the competitors, but all of

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the mentors found the experience to be personally rewarding. According to Larry, “It was very good for me to get back to the basics that I haven’t thought about for many years. I learned something from each of the teams while discussing their diverse questions about when to start, how high should I be, should I wait for others, basic thermaling techniques, flying in a cross wind, etc.”

Tom found it “great fun flying and, hopefully, revealing cool insights to eager pilots. I don’t like racing, so the slower pace suited me just fine.” His mentoring style was more of a “use the information given to make your own decisions,” and adds, “It was hard watching pilots struggle, knowing they wouldn’t have had to if they had made different decisions.”

Mentor Davis Straub also found the experience “great fun” although he found it challenging to identify his “brood” in the air. Knowing Davis, that issue will be solved before the next mentored sport-class event!

TOP Davis and Belinda briefing the pilots. BOTTOM Mentor Larry Bunner (L) talking strategy with Mick Howard.

does the “mentored competing” concept work?

From the mentors’ interpretations of their mentees’ comments, the GSSK was a huge success. Larry recalls, “Almost to a person, the pilots said the same thing, ‘I learned more in this week of flying than I learn in a whole season back home.’

This type of competition is a great opportunity for pilots to get together to share experiences revolving around the central theme of competing in a hang glider. I didn’t hear any participants comment in the negative, even when they didn’t perform up to their own expectations.”

Tom muses, “In many ways this mentored flying is similar to the kind of interactions that occur on tandem flights, except in this situation we each have our own glider! Also, since it happens at arms-length and pilots are free to ignore any of the mentors’ advice, the competitors are thinking more and making their own decisions, which hopefully starts a cascade of improving self-confidence.”

In the words of some the competitors I was able to chat with a couple of this year’s GSSK participants shortly after the event. Willie Van Caulart came down from Ontario, Canada, to fly the GSSK in 2015 and again in 2016. He learned to fly in 2013 on a WW F2-195, entered a local fun comp and surprised himself by “doing a 27km outand-back on a fantastic day and making goal. I was hooked on XC flying! Finding a warm updraft and enjoying the ride up, or going over the falls while the beast kicks you out is all part of the experience.” When he saw the advertisement for the 2015 GSSK, “I joined, as did two other local pilots. So we went and returned home only to want more! Hang gliding is addictive. If you have yet to XC, you will soon find it is as well!” Come 2016, Willie “could not wait to get back to the GSSK for the mentoring from the veteran pilots and the camaraderie of the bunkhouse and kitchen at Quest Air.” He enthused appreciation for the organization of the event as well as for “the valuable tips and lessons from the mentors.

The tug pilots were fantastic and flying with sport-class pilots from other countries was great as well.” Still, even after these two mentored comps, Willie considers himself “ just a pilot,” rather than a competitor. “I like the adventure of flying to a new LZ and dealing with what comes out of the field to greet me,” he explains. “It could be happy kids, some curious cows or people ticked off that I landed on their property. It is all part of the XC scene. The racing is also fun and I think I will continue in sport class for a good while longer.”

Meanwhile, Willie finds watching other hang gliding competitions surprisingly educational. “You can pick a pilot and learn from them as you watch them live on the new apps available. Who knows if I will become a hardcore comp pilot?

Time will tell.”

TOP Photographer Tony Mercado. BOTTOM

Willie on the cart, ready to roll.

Given his experience with flying mentored comps, Willie offers some suggestions to up-and-coming pilots: “If you are a new pilot and want to taste competition, then sport class is for you. It’s also for you if you think you don’t want to compete. You learn so much just in the ground times with the other pilots, asking questions and sharing ideas and stories.

In sport class, it’s all about sharing route ideas and cheering your fellow pilots onward to a great, safe flight! The term ‘competition’ is there in the event’s title, but it is so low down on the conversation level that the new pilots are never intimidated by being there trying to compete.”

Like Willie, Texas pilot Niki Longshore also took up hang gliding in 2013. “I grew up in western Pennsylvania with zero exposure to aviation,” she recalls, adding, “Peter Pan was my first influence, and of course like every child, I ran down hills

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with cardboard attached to my arms or a cape around my neck.” It wasn’t until she moved to Texas and stumbled upon a YouTube video of an 80-year-old lady taking a tandem flight that she was inspired to give hang gliding a try. Niki learned to fly via aerotow, and remains almost exclusively an aerotow pilot. “I enjoy foot launching,” she says, “but I have less than 10 mountain flights under my belt. As of late May, I’m pushing on 400 in aerotow, and have about 150 hours of airtime.”

Aerotow comps are expensive, but Niki suggests that the GSSK is “by far the most affordable. I hope this will draw new sport-class pilots towards the competition scene. I joined the GSSK to learn and put my best foot forward. The cool part about the GSSK is the on-scene mentor experience on the ground and aloft. Talk about a bonus! Teams are formed based on glider performance, and the mentors rotate among the teams. The best thing I did, which probably gained me more knowledge than I realize, was sticking to my team’s mentor like glue. The GSSK exceeded my expectations because of the mentorship. Seriously, how cool is it to fly with some of the best pilots in the US?! In my opinion, the best way to learn is to join a competition. Want to learn EVEN MORE? Join the GSSK and fly with a mentor! To anyone who is intimidated by the competition scene, or unsure of whether or not competition is for them, I highly recommend the GSSK. It’s a fun competition to advance and improve skills.”

Niki knows of what she speaks: The 2016 GSSK was only her second competition, and she finished in first place in the field of 17 competitors! And now, feeling that she has a strong foundation in competition flying, she plans on eventually moving to open-class events. “I’ve always been competitive,

goal-oriented, and determined to learn. Of course I want to go topless and join the hardcore crowd! For me, it’s another level of learning how to fly and advancing my skills. I am thankful for sport class because as a new competitor I would have been much more intimidated to join an open-class comp. Sport-class competition is the perfect stepping stone to advance into open.”

I asked Niki to describe a favorite XC flight. She chose Day 3 of the GSSK. “The task was 111km from Quest to Avon Park with one turnpoint 26 km out, on a blue-sky day. Greg Dinauer was my group mentor for the day. Our group did pretty well staying together and team flying in a quartering wind. After some time, my team members had all landed, leaving Greg and me charging on into the blue. We had good communications until my radio stopped working about 40 km into the flight, so we did our best to communicate by hand signals. The task never seemed like it was going to end, but the day had to. After over three hours in the air, I realized we were now racing the sun, and I still had 30 km to go. The climbs were getting a little weaker, and I was starting to struggle to get up high with my mentor. I managed one last good climb to make it to the top of the lift, then we took off for final glide. After over four hours of flying—my longest time in the air and longest XC distance so far—I was exhausted, but so incredibly happy. I landed, ran over to give Greg a big hug, and saw tears of joy rolling down his cheeks.

He was so happy to see me make goal! It was definitely a special day for both Greg and me. I will always hold this XC close to my heart!”

ABOVE An official "Welcome back to Earth" for Willie | photo courtesy Willie

Van Caulart. LEFT On the podium, L to R: Kelly Myrkle, 2nd; Niki Longshore, 1st; Andrey Solomykin, 3rd.

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From the perspective of a sport-class graduate Cory Barnwell, whose first comps were sport-class events and who now competes in open class, highly endorses participation in low-key comps, for pilots of all skill levels. “It’s hard to sum up all the ways that competing in the sport class has influenced my flying,” he says. “The first thing that comes to mind, and perhaps the most important to me, is the confidence boost that came from trying something that I didn’t think that I could do and then accomplishing that task. In every sport-class competition that I’ve participated in,” he recalls, “I have been challenged to fly above and beyond what I thought I was capable of. And, though I often failed to perform, many times I did better than I ever thought I could!

This experience translated into longer and more enjoyable flights outside of competition as well, since it gave me more confidence in my own abilities and decision-making skills.

Last year Cory moved up to a topless Litespeed RX and began competing in the open class. “My experience in the sport class did an excellent job of preparing me for this transition as I was already familiar with how things worked in competition, I already knew many of the open-class competitors, and I was familiar with the distances that the open class typically flies compared to the sport class. I find the level of

competition to be much higher in the open class and the long tasks are quite challenging (read: fun!). I am so glad to have gotten experience with the sport class first, as it is humbling enough flying in the open class even with the experience I already have. It would have been much more intimidating to enter the open class without prior competition experience!

This is not to imply that you have to compete in the sport class first, but if thoughts of open-class competition intimidate you, you may want to consider flying sport!

“Long story short,” he says, “I feel that flying in the sport class pushed my skills to a level that would have taken me years to reach had I only free flown. I can’t put into words how much I love the sport of hang gliding, and competition is a huge part of my love for it.”

B

y the time you’re reading this, the 2016 competition season will be wrapping up. But if you’re looking ahead to next season as an opportunity to hone your hang gliding skills, widen your horizons or push your personal envelope a bit, consider signing up for a sport-class event in 2017.

Based on the experiences of those who’ve already been there, you can count on getting your money’s worth!

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Safety Starts

Between the Ears

A

ll forms of human flight require careful and thoughtful consideration in order to remain sustainable. Without a doubt, my safety and safety systems encompass elements that I should consider before and after every flight, each and every flying season. Paying attention to incidents, not just accidents, for example, is a tool I use to prevent an incident from becoming an accident. After carefully thinking about my systems and asking myself if they work and whether or not they’re consistent, I decided to write a few short articles for our magazine on safety. Hopefully, you’ll find them useful.

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While considering what elements and systems are critical, topics such as gear checks and preflights, site and terrain awareness, and crucial skills such as launching and landing all came to mind, but, for me, my safety begins with my mindset and the series of decisions I make leading up to each flight.

So, those are the first subjects of this series.

You might ask, “ Aren’t mindset and decision-making the same thing?”

Mindset is related to decisionmaking, but still a separate subject.

From the perspective of a pilot, I would categorically describe mindset as the emotional readiness to fly and decisions

by Jeff Shapiro as the resulting conclusions derived from logic-based observation. Both are incredibly important, and both require a balanced approach in order for one to have the best opportunity to fly within a risk-to-reward margin appropriate for each individual. The word individual is important, because each one of us is the only “pilot in command” of his aircraft.

Most aviation accidents fall under the category “pilot error.” We need to accept our personal responsibility for making decisions that create the best possible opportunity for a safe and enjoyable outcome of every flight. No two people are alike. I might not have

the same skills or experience as another pilot. Each of us has limitations, strengths and weaknesses that we need to honestly analyze before flying. This is the first component of mindset.

Flying Mindset When I know I’m going to have an opportunity to fly “today,” I’m psyched! I look forward to flying with my friends and birds and hope to climb to cloudbase while experiencing that soughtafter freedom of which we all dream.

Excitement continues to build as I hike or drive up the hill. After having flown often over the years, it’s common for one to feel comfortable and familiar with the process. But, for me, this is precisely the time I know I need to check myself.

My goal before each and every launch is to consciously remind myself of an important reality related to any type of human flight. That is, every flight, each and every time I set up and run off a mountain or tow up behind a truck, car, or ultra light, IS the most

important flight of my life. Every time.

I emphasize this because it would be easy to have my flying become such a normal occurrence that I would ignore the possible hazards. I must remind myself before each flight that this is not my previous flight, nor the next flight. It’s not his flight or her flight, it’s my flight and it’s THIS flight. That mantra might seem trivial and oversimplified, but it’s part of the mindset I feel is important to employ in order to stay on my game—that is, in the present—and be able to react to what is happening “right now.”

This key element of my pre-flight mindset leads to my recognition that, although experience matters and previous earned lessons must be paid attention to, it’s what I do now, on this flight that will keep me safe and smiling. For me, operating in the present is the essence of hang gliding and paragliding.

This mindset also denotes a personal responsibility for thinking and operating in a manner that emphasizes selfreliance and the realization that only

the pilot-in-command will suffer the consequences for his or her decisions.

For example, an instructor might tell you that conditions are appropriate or the launch cycle is good, but even if the instructor is very experienced and knowledgeable, he is just giving information about the wind in the trees, the drift of a circling bird or the direction of the wind sock. It’s up to you to make the decision of when and whether or not to launch. No matter what someone else says, the only proper “mindset” for me to be mentally prepared to commit to flight is when I am aware, I am prepared, I am focused and I am responsible. The added benefit of using this mindset is that I tend to learn more when I am the only one I can blame for a negative outcome.

The decisions we make The subject of decisions relates to what I do and how I act while in the proper mindset (or in some cases, the wrong mindset). When it comes to managing risk while participating in activities I’m

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passionate about (hang gliding, paragliding, and wing-suit BASE jumping), I find it to be important to make my decisions based on logic—never emotion. Let me give you an example. “I want to fly right now,” is an emotional statement. “I should fly now, because it’s my day off and I drove a long distance,” is an emotional statement. “It’s appropriate for me to fly today, because this site and these conditions fit within my limits of skill set and knowledge,” is a logical statement. “I shouldn’t fly today because I’m wicked tired and my back is killing me,” is a logical statement.

My friend, Matt Gerdes, who is not only a skilled and experienced paraglider pilot, wing-suit BASE jumper and designer, but also a very smart dude and author of an informative book titled The Great Book of BASE, wrote about the process of analyzing risk before committing to it. A useful and applicable exercise I want to pass on from his book is one that, for me, is absolutely relevant to my choices in hang and paragliding, starting with the first, and, in my opinion, the most, important decision we make: Should I fly today?

Matt describes an exercise during which the pilot, after questioning whether he or she should fly, pretends to write his/her own accident report.

This is an extremely useful tool. When I’m on the fence about whether or not I should be committing to flight, I think in those terms and lay it all out with self-reflective honesty. It might go something like this: “Jeff Shapiro worked hard all week with little sleep. Late in the afternoon on Friday, he bailed directly from work to drive eight hours to meet friends for a weekend of hang gliding. He arrived at midnight, just in time to have a few too many glasses of whiskey with his flying buddies to properly celebrate the weekend. Waking up at first light to set up, Jeff discovered that it was blowing

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hard, borderline blown out, but quite soarable, with the wind rocking the van. He was tired and a bit hung over from the road and the whiskey; the weather looked stormy, with possible potential for windspeed to increase.

This further convinced his buddies to ‘set up quickly for a fly,’ before the conditions deteriorated. He joined them and, while rushing in his tired state, he stepped on his VG cord and blew his launch, destroying his glider and hurting himself badly enough to be out for the remainder of the flying season.”

All right…now, if I read that accident report, I would immediately and unequivocally think, “What an idiot!” The decision was to fly, but it was the mindset—the one that allowed emotion and ego to take over, the one that involved the choice to ignore the lack of sleep and the hangover simply because I wanted to fly, simply because I wanted to join my friends, because I wanted to get some airtime before the storm—these were the first steps in the chain of decisions that caused that hypothetical accident. No single flight is ever worth not flying tomorrow or, maybe, ever again, so if I’m honest with myself and make decisions accordingly, I have the best possible chance of keeping my flying-related life a sustainable one. It’s also a good example of how mindset and decisions are inevitably intertwined.

Now, let’s discuss the actual decision-making process while attempting to operate within “safe” limits.

The idea that aviation accidents almost always occur because a string of poor decisions were made is a common and almost undeniable fact. Decisions are made that lead to the accident but, if even one of the decisions of this string were different, the accident might not occur.

Usually, we find some level of our flying to feel so normal, through repetition and training, that we become more and more willing to push, even

in small amounts, the aspects of what’s acceptable relative to should I be flying? and/or how I should be flying. That, by definition is the dreaded “Normalcy of Deviance.” I not only should contemplate the conditions present on launch and whether they fit within my level of experience and skillset, but also within my mindset and how I feel, relative to being mentally and physically prepared to fly. That way, I give myself the best chance to have an epic, fun and safe flying experience, without a doubt.

Make sense?

So, back to the first question I ask myself: Should I fly today?

Logic being paramount, I look around and, taking responsibility for myself, I analyze conditions. Are they changing? And, if so, are they getting better or worse, relative to my skillset experience?

Next I might ask myself: What are my goals today? Am I going cross-country or staying local? Do I have an unlimited amount of time, and, based on the conditions, what should I expect? What skills do I want to work on? Who am I sharing the air with?

All are factors that will keep me considering many of the elements of today’s flight. I try to also remember that even though we are commonly operating in an environment with dynamic conditions and hazards that might not be readily visible or easily anticipated, I need to constantly calculate and observe in order to get the best chance to be “on point” when I need to be.

My truth is, I can’t make hang gliding or paragliding perfectly safe 100% of the time. It’s an impossibility because there are too many variables. I like that it’s dynamic, I like that there

is risk to manage. But, another belief I have is that everything good in my life requires management of risk—love, relationships, driving to get ice cream with my daughter, and, certainly, flying.

I find that if I’m aware of the variables and try to make my decisions accordingly, I create the very best experience achievable. That’s been the key to my long-lasting passion for human flight, and I’ll continue to attempt that standard as my most important goal.

I’d like to quote my good friend, fighter pilot, and wing-suit BASE jumper, Richard Webb. As you might imagine, he is an aviator to the core, and I have a high level of respect for him and his mode of operation. In an article he wrote about accidents in other forms of flying, he states: “Civilian flight school taught me the practical application and compro-

mises of real-world aviation. Later, as a fighter pilot landing F-14 Tomcats on pitching aircraft carrier decks at night, I learned the payoffs of physical and mental preparation. I also learned the consequences of even the smallest of errors. The formalities of military funerals for my flight instructors and peers became morbidly routine, mostly from non-combat-related flight mishaps.”

This statement clearly points out that no flight, regardless of how intense or mundane, is ever routine. As a community that loves free flight, we must stay diligent and on point...every flight, every time.

As the saying goes, “Aviation isn’t inherently dangerous; it’s just absolutely unforgiving of human error.” Be in the right headspace, make sound decisions, and go flying! It’s simply amazing!

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Iceland's

Arctic Shores

by Cody Tuttle

F

irst, imagine walking along a black sand beach strewn with icy fragments from a glacier covering an active volcano. Then, imagine flying along this seashore, landing at the local beachside café, and enjoying a refreshing cold one. I hadn’t really planned a flying trip to Iceland, but after spending a week in this magical country, I would encourage anyone to do just that.

While I was filming a two-week trip in Chamonix with X-Alps pilot Dave Turner and his adventure partner, Malcolm Wood, I decided to make a

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weeklong stop in Iceland. Since I would be returning from Europe, where we had been filming speed riding on Mt. Blanc and making not one, but several, flights of a lifetime, I had my paraglider and mini wing packed and ready to go. Not knowing what to expect from Iceland, I was eager to get there and explore the flyable terrain on that seemingly mythical island.

When I first landed in Reykjavik, I didn’t know what to expect. The little research I had done left me dreaming of lush green landscapes and raging water-

falls. I knew it had become the most hip place to travel today for the Instagram generation of photographers. But as I waited in the airport for my bags to arrive, I had no idea what I was getting myself into, which is, incidentally, how I typically travel—without an itinerary.

This often leads to great adventures, but can also leave me stranded in a strange country with no idea of where to go.

The purpose of this trip was to tick off as many beautiful landscape photo opportunities as possible. As an adventure photographer, I was in dire need

of bolstering my portfolio with more than just extreme sports and expedition photos. I needed to harness my inner Ansel Adams and create landscape images that I could be proud of. A week’s layover in Iceland seemed like the perfect habitat for a novice landscape photographer to grow in. Or so I hoped.

I was joined on this trip by Canadian photographer Chris Harder, who had spent some time in Iceland and was itching to get back to explore more of its landscapes.

We set off in our little rental car,

stuffed to the gills with all the paraphernalia from my previous shoot in Chamonix. However, right after leaving town, we stopped to photograph a waterfall. As I looked over to the hill by the falls, I noticed an easy route to get above the waterfall, where the wind was blowing in perfectly up the hill. I frantically sorted through duffel bags full of winter camping gear in the back seat in order to locate my mini wing.

The topography and weather in Iceland are dramatic and changeable by the minute. If it’s not raining, you probably will find a flyable summit or ridge within an hour’s drive. I only had been in the country for three hours when I packed up my four-pound mini wing and started up what would be my first hike-and-fly on the island. Barely able to keep my eyes open during the drive, I quickly found a new sense of energy as I hiked along the ridge, passing waterfalls and sheep grazing on the tall green grass that blanketed the slope. It felt as if I were walking through the book Where The Wild Things Are. After finding the perfect spot, I laid out my 17m Ozone Light Speed and clipped into my harness. It almost felt too easy, as a 5mph wind blew straight up launch. With no cameras or agenda, I stepped off on my first flight in Iceland, a flight I will remember for a lifetime.

With trimmers out, I found myself skimming along grassy slopes, as dozens of sheep scurried on the hillside beneath

me. This was a much different experience from sites in Europe. Icelanders do not seem to be accustomed to visiting paragliding pilots. Tourists and locals alike stopped their vehicles and pointed up at me, as I seemed to be floating down from the top of the mountain.

Seeing the expressions on their faces reminded me of the first time I took flight, like nothing I had ever experienced. The sensation of flying is enough to make anyone feel like a kid again. Our aircraft are truly magical. But when you try to explain how they work, you sound like a mad scientist.

Upon landing, I was greeted by an Icelandic couple who were traveling in the biggest 4x4 adventure wagon I have ever seen. As they sat next to a stream preparing lunch, they invited me to join them for some cheese and bread and fresh salmon. Thinking that this might be the best meal I’d eat in the next week, I quickly joined them. Less than one day into the trip, I knew that my time in Iceland would be not only an opportunity to create stunning imagery, but also an opportunity to share my adventure as a photographer and pilot with people I met there. Just as I had been blown away by the stunning landscapes of this counLEFT Tandems flying high over the peninsula

in Vik | photo by Cody Tuttle. ABOVE Spending most of the trip shooting time-lapse photography, Cody sets up his camera waiting for the neverending sunset to hit | photo by Chris Harder.

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try, the locals seemed to be interested in the life I live as an adventure photographer and athlete.

I recently completed an expedition with fellow pilot and mentor, Nick Greece, who told me about a small yet enthusiastic paragliding community in Vik, Iceland. After making a few contacts, I drove into the town, population 400, where I met Gisli Johannesson, tandem instructor and owner of True Adventure Paragliding. Upon arriving in Vik, I slammed down a $20 cheeseburger before heading to the small hostel overlooking the town, where Gisli ran his paragliding operation.

A group of friends were gathered

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around a flaming sculpture I would later discover to be a homemade pizza oven, where I had my second and last hot meal of the trip. It seemed this was where the local flying community met daily before heading to launch, as well as a place to share stories after a day of flying, and to indulge in the fine art of devouring pizza. The owner of the hostel also owned the land where Gisli and crew had established both east- and west-facing launches—launches that allowed for endless coastal soaring along a 500’-high peninsula jutting out to the North Atlantic Ocean. It’s not often you stumble across such beautiful and manicured private launches facing both

wind directions. The steep cliffs and jagged rocks below made for an extraordinarily scenic place to fly.

Only minutes later, I drove up a grassy goat trail to launch, where I made my first real flights in Iceland. Since these occurred only a few days after the summer solstice, I was able to soar the ocean cliffs late into the night. As we soared to the tip of the peninsula, we crossed over three jagged spires that stood guard over the shores of town like watchmen in the night. The contrast between the lush green meadows and the black sandy beaches created a sensational visual flying experience like no other. I tried to imagine the thoughts of

the tourist who was flying tandem with Gisli. I have had the opportunity to fly in some of the most beautiful locations in the world, and this was, by far, an exceptional flight.

During the 18 months I’ve spent becoming a paragliding pilot, the sport has taken me to some of the most beautiful and surreal landscapes on the planet.

The art of free flight has allowed me to explore the world in a new way. I realize I don’t have to be sending 150-mile lines in the Eastern Sierras, where I learned how to fly, but I can let the sport guide me to a new way of life. It has allowed me to discover new places and meet many new, friendly people with whom I have established close friendships.

Flying with some giants of this sport, I have experienced so much and been able to apprentice under the wing of incredible mentors who have helped guide me along the way.

Transitioning from a technical and, at times, difficult expedition on Mt. Blanc to the breathtaking shores of Iceland, I was amazed at how versatile this sport is for me. I value the discovery and new experiences I have gained from it as well my involvement in a community of pilots who share a new form of sanctity in the mountains. Paragliding has inspired me to look at that world

with a fresh set of eyes, seeking the next great adventure.

If you are looking for a unique trip, be sure to check out Iceland. Don’t count on making it solely a flying vacation. Instead, plan on experiencing a scenic country that will burn memories into your mind forever. And if you are lucky, you might make a magical flight or two.

TOP LEFT Skogafoss, towering over the

Icelandic landscape, is known as one of Iceland’s most beautiful waterfalls | photo by Cody Tuttle.

TOP RIGHT Exploring the Northern Atlantic flying scene in Vik, Iceland | photo by Chris Harder.

LEFT Looking out over the tiny village of Vik, Cody lays out his wing as Gisli takes an American tourist on her first paragliding flight | photo by Chris Harder. ABOVE Cody sets off on his first flight in Iceland outside of Reykjavik | photo by Chris Harder.

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Aspect Ratio and Safety Pilot1: What do you call a high aspect-ratio glider with a collapse?

Pilot2: I don’t know.

Pilot1: A low aspect-ratio glider.

L

ast year, the organizers of the Back to Grand Bornand used a combination of EN certification and aspect ratio to define the classes in the competition. Now the organizers of the Chabre Open have announced similar rules for their classes, stating: Classes in competition are usually determined solely by the EN class: EN A, EN B, EN C, EN D or CCC. However, recent advances in glider technology have resulted in more gliders squeezing into the EN B class.

Consequently, the EN B category now includes gliders with the low aspect ratio of 5.0/5.2, resulting in easy handling and lower performance, competing alongside much higher performing (and demandingto-fly) gliders with aspect ratio of 6.0 or more.

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What is Aspect Ratio?

The aspect ratio of a wing is a measure of how slender (thin) it is. In the simplest of wings, i.e., a rectangle, the aspect ratio is simply the number of times the chord fits in the span. But as our wings are more complicated than that, the formula becomes more complicated. The generally accepted formula is AR= (span x span)/area.

Paragliders are not flat—they have a significant arc—so each wing has two different values that constitute the aspect ratio. One is the flat aspect ratio of the wing when it is laid flat on the ground. The other is the projected aspect ratio of the wing when it is flying, which is lower due to the wing’s arc. The difference between the two values refers to the flattening factor of the wing.

In standard aerodynamics, the higher the aspect ratio of a wing, the more efficient it is. This is because the tip vortex becomes relatively small compared to the complete wing, as the

by Bruce Goldsmith

tip becomes smaller and farther away from the main part of the wing.

Which Aspect Ratio?

How do you measure aspect ratio in practice? You cannot use the numbers published by the manufacturers because they quote the numbers that are dictated by the design software. These numbers cannot be physically measured to verify the AR in reality; each designer (and his software package) calculates the AR in a different way. It is a mistake to compare AR numbers from different brands and expect them to be consistent.

The FAI has already studied this problem and come up with a practical way to measure it for CCC gliders in competitions.

The FAI has precisely defined the AR in the CCC class as shown in the formula on the adjacent page.

Andre Dupal from Gradient says: “Yesterday I physically measured (as per CCC rule) one of our gliders

that has an AR 5.78, according to our calculation. The physical measurement was done three times to reach an average and avoid mistakes. The result: AR = 5.39. Subtracting this 5.39 from our calculated 5.78 gives a difference of 0.4. This difference is more than one complete class in some cases.�

handling and safety, so there may be both some positive and negative effects of limiting AR. Designers are likely to add more internal straps on the lower surface to give a lower flat AR when measured.

Evolution in aspect ratio:

Each year technological improvements Top or lower-surface AR? in glider design make higher aspect A paraglider is around 50cm thick in ratio gliders easier and safer to handle. the center of the wing. Because of the I remember one designer telling me a arc in that sail, the span of the top few years ago that paragliders could surface is relatively longer than the never be made to fly safely with a span of the lower surface. When flying, higher AR than 6.0. He was referring it is the span of the top surface that is to the competition gliders that were important, because it is the top surface current back then, of course, but now that creates most of the lift. However, we have EN B gliders with an AR of 6 when you lay a glider flat on the ground, that are easy to fly. you are measuring the span of the lower So we have seen an evolution of surface, as the top surface becomes around 0.5 points in AR every 10 years, loose and slack when the glider is laid from a design point of view. A glider in on its back on the ground. The straps 2006 with an AR of 5.0 has a similar in the sail complicate matters even safety rating to a 2016 wing with an more, as the straps are tighter than the AR of 5.5. Bringing in rules like this lower surface. So adding more straps will put a stop to this steady evolution reduces the span of the wing, making in AR. the flat aspect ratio lower.

How does AR effect safety?

What effect will limiting aspect ratio have on design?

Over the last decade, gliders with higher arcs have become more popular on paragliders, due to their better handling. Since the limits on aspect ratio only relate to the flat aspect ratio, it is likely that this regulation will encourage designers to make the gliders flatter again. This will likely reduce both

Gliders (sailplanes) have had limited AR for years. The reason for this primarily comes from the structure of the sailplane. The wings are cantilevered from the fuselage, so any increase in AR leads to greater spans. This means the wings have to be stronger and stiffer, causing a huge increase in weight and cost.

Paragliders do not have the same

constraints. If we have more span, we add lines to support it, so there is no similar limitation for paragliders.

There are two main reasons that AR affects paraglider safety: * The general handling and manageability of the wing becomes more difficult with a higher AR. A bigger span leads to more momentum. The chord is also reduced, leading to shorter brake pressure and higher stall speeds. * A higher AR wing is more likely to get cravats, as the tips are more slender and freer to move and get caught in the lines.

However, there are also some disadvantages from lower aspect ratios (apart from lower performance, of course).

Lower-aspect-ratio gliders are more likely to be spiral unstable. Spiral instability is a serious safety issue, causing several fatal accidents every year.

While investigating this subject, I searched for evidence that there was a correlation between AR and accidents.

I could not find anything directly related to AR. The French paragliding federation, the FFVL, has done some significant analyses of accidents in France. This is one of their interesting conclusions from 2011: The typical accident involves an experienced pilot flying at a recognized flying site with an easy glider (EN A or B). (source: FFVL accidentologie parapents 2011) Also interesting to note is that 2/3 of accidents take place on takeoff or landing.

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Thinking Outside the Blocks

Part XXIV: Beware of the Blob by Dennis Pagen

Here’s what I know about blobs:

B

ack in 1958 an iconic horror movie sent shivers through the adolescent community. It was titled simply “The Blob.” The blob was a black amorphous mass that had a penchant for munching on humans. Turns out it was sensitive to cold, so they finally corralled it and sent it to the arctic, where it is presumably waiting patiently for the filming of a sequel. The only redeeming value to the movie is that it introduced Steve McQueen in his first starring role.

That’s one blob. Another one is socalled “the blob” by scientists, probably old enough to remember the movie. It is their term for a nearly thousand-mile long mass of overly warm water impinging on the California coast. They don’t know where it came from or what to do about it, but it may have more potential to do harm to the human race than its fictional namesake.

The third blob comes from flying.

Back in ’78 at the American Cup competition we met the British team.

Turns out their pet name for a thermal is a “blob.” I thought it quite droll, but appropriate at the time. Mostly thermals are blobbish, wouldn’t you say?

They are fairly globular and somewhat amorphous, changing shape a bit as they balloon upward.

However, the blobs we are interested in today are none of the above, but rather negative thermal blobs or organized, cohesive sink. If you are a soaring pilot, sink is a threat to your well-developed plans to stay aloft. So let us figure out how to beware of the blob.

Think about sink We think a lot about thermals—how they form, how they rise, how to find

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them, how to stay in them, when to leave them, etc., Ad infinitum. But since we know areas of sink comprise at least 75% of the air mass, it is curious that we don’t spend as much time sussing it out. Viewing it another way, when we fly cross-country, the majority of our time is spent gliding, and gliding skills are as important as thermaling skills. Most of the time we glide in sink (or otherwise we would be circling). So it behooves us to think about sink.

Mostly we think that sink is a general widespread descent of air everywhere that isn’t a thermal, at least on a thermaly day. But with experience we find that sink is not uniform across the sky, and often it is strongest around the borders of a thermal. That makes sense, since the thermal is pushing upward and displacing air, which moves down to fill the void the thermal leaves under it. But that’s not the whole picture.

It is my contention that sink can— and often does—appear in all the shapes and manifestations that thermals do.

That is, sink can be blobs (like spherical thermals), it can be columns (like extended vertical thermals), it can appear as rolls or lines (like cloud streets), it can be widespread (similar to widespread light lift) and other combined forms.

Let’s look at these different forms.

Sink as a blob Just like thermals, a mass of sink can be somewhat circular and cohesive. We see evidence of this in mammata fallout from a thunderstorm bench (see photo 1). The mammata formation is basically a negative thermal. Outside a thunderstorm, a cold slug of air displaced by a thermal high aloft can fall just like a thermal climbs, except it may gain momentum all the way to the ground as

long as it doesn’t erode too much from mixing with the general air that isn’t falling at the same rate. Probably all of us have felt an area of turbulence and stronger sink as we fly along out of lift.

But sink isn’t strictly a uniform ring around a thermal. For one thing, the air roiled by thermals is certainly not the same everywhere. Also, in wind, sink is often more prevalent on the downwind side. What can (and does) happen is a slug of stronger sink starts descending in one place and it begins to drag down other sinky patches nearby. Just as thermals find it easier to rise where another thermal has passed, so sink tends to consolidate in one area. And just as thermals can be clumped in a given area, so too can sink patches clump. Certainly we see days with cumulus clouds spread fairly continuously and uniformly (especially after the passage of a cold front).

But just as often we can see days where the cumuli accumulate only in limited areas or spotted across the landscape.

Sink can have the same spread-out or gathered behavior.

I will note here that experienced sailplane and Atos pilot, John Kangas from Idaho, has sent me photos taken from on high (he flies for Northwest Airlines).

The photos show a solid cloud deck over a power-plant stack putting out heat (and who knows what else). The important point is that the solid layers of clouds show concentric rings around the smokestack thermal plume (see photo 2). John suspects that thermals produce similar concentric rings of light lift and sink around them as they push upward.

These rings are exactly like the rings emanating out from a rock dropped into a still pool.

John goes on to further describe how he has felt the rings of lift and sink in

a set of about three as he approached a thermal. He feels it helps him locate the core and better visualize the air behavior around a thermal. This is an intriguing idea and I am exploring it more with my own flying and that of my XC students.

The point to this discussion is to think about the location of sink in regards to the thermal position. Naturally we would expect it to be altered somewhat by the terrain, but more so by wind.

There is always more to explore up in that big sky.

Sink blasts—sink plugs In the previous article of this series I mentioned the avalanche effect. This is where a mass—snow in the avalanche, cold, dense air in the sink situation— gets pulled down by gravity and accelerates in the center to a much greater speed than the individual particles would just by themselves. The cause of this phenomenon is the rolling of the borders of the falling mass due to the drag of the air around it. The rolling accelerates the center of the falling mass as shown in figure 1. As a result, the avalanche or sink mass is much stronger and extends much more vertically than otherwise (powder or airborne avalanches are by far the most destructive and can produce winds well over 100 mph in extreme cases). When it comes to sink,

thunderstorm fallout or downbursts are perfect examples of this avalanche effect.

Of course, we don’t tend to fly around thunderstorms (or do we?), so typically we don’t encounter life-threatening downbursts. But we often blunder into small areas of sink that seem to be unusually strong for the thermals of the day. The cause is probably the avalanche effect. The good news is that such strong sink is usually (but not always, as I show below) of a limited width—that is, tall but thin—so we can normally fly out of it.

It should be understood that the better the lapse rate (temperature profile), the stronger the thermals—usually

a good thing—but also, the stronger the sink can be. The reason for this is that sink works in reverse of a thermal. If a mass starts sinking, it warms by compression as it drops down into denser, higher pressure air (pressure and density increase as we go lower due to the weight of the air above us). But if the lapse rate is good, it means the air around the sinking mass always remains warmer than the sink blob.

It is in good lapse-rate days when we can most often find plugs and blasts of sink made virulent by the avalanche effect. Think about the lapse rate in thunderstorm conditions.

Sink holes When good thermal clouds abound and there is an area of no clouds, we call it a blue hole. A blue window is nice for poets, but not for pilots. Usually this blue area is not just lacking thermals, but is actively generating sink. We should avoid it in our flying if possible.

Cross-country and competition pilots know this message well, either by personal experience or the stories of others.

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I was with one group needing to cross a blue hole to get to goal. Those who saw it ahead early on by looking at the cloud shadows on the ground were able to divert and avoid a big time loss. Those who didn’t detect the hole until too late either hit the deck or barely struggled through.

The cause of blue holes, especially large ones in an otherwise well studded sky, is somewhat of a mystery, but almost invariably it is due to some terrain feature. In the flight just described, the cause was a slightly swampy area that did not produce thermals as early as the rest of the land. Thus, it became an area for sink relief—all that air going up in the thermals has to be replaced by sinking air somewhere, somehow. This sink relief often lasts for hours or all day.

Near where I fly there are long ridges.

The ridges promote thermals and subsequently generally generate sink between the ridges. When we fly from ridge to ridge we rarely encounter thermals in the valley.

In the sinkhole situation, there is a feedback system that takes place. Once an area starts sinking, it spreads out when it reaches the ground. The cold spreading air plows under the warmer air heated by the ground and helps trigger thermals. Thus, the area of sink gets reinforced along with the area of lift.

We should mention that all the effects we are describing can also take place when there are no clouds (on an unstable, dry day). A blue hole can exist on a blue day, in other words. In such a case, we may just blunder into them, and hopefully blunder out. However, there can be some hope to avoid “blue” blue holes by noting the terrain. See the following: This brings up an important flying strategy. Most of us are aware of house thermals near our favorite flying spots.

These thermals are not always continuously present, but often pump enough

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to be somewhat reliable. In the same manner, there can be house sink spots.

We can learn where they are just like we learn the thermal locations. Of course, the sink will not always be there, but often will be in the same conditions.

When flying other sites, imagine where you would expect sink to lurk and avoid it. Just as important as asking local pilots where the house thermals are is asking where the house sink resides. If they give you a blank stare, just smile politely and think about the awareness difference between an average pilot and a great pilot. By the way, after the blue hole flight described above, the locals informed us that that particular blue-hole is usually there. Now they tell us!

Wind effects can alter the nature of a blue hole. The sink itself can be tilted just like thermals. So, a pilot just below you can be in huge sink while you are flying blithely along in zero. Or vice versa. Wind can also add to the effects, as we shall see below.

Linear sink masses It should be no secret that long lines of convergence can exist in the air mass.

Thus, it should be no surprise that long lines of sink can also exist alongside these lift lines. In figure 2 we depict such a convergence zone that often sets up in peninsular pendulous Florida. The sink zone we have drawn may be more spread out than the thermal zone, and thus not be as strong. But an example I relate below indicates that this isn’t always the case. In such an encounter, the best plan is to fly perpendicular to the convergence/sink line direction to escape it. However, since the sink is spread out, your plan may not work. But spread out means weaker, so in places such as Florida, thermals can often push up through the sink, as long as the air mass isn’t stable (which it often is if it comes overland from the sea).

When the general wind aloft blows

across a large convergence line it can react with the convergence line just as it does to a ridge, and create less sink on the upwind side and serious sink on the downwind side of the convergence line.

This effect is also shown in the figure.

Another common form of sink lines is in the area between cloud streets. I have had to cross from one cloud street to another due to unlandable terrain. I have lost 3000 precious feet in such a crossing. Expect that and more. In wind, the thermals and sink lines can be tilted, so it’s always easier to reach the next lift line going somewhat downwind (the wind is usually parallel to the street near the ground, but can clock around aloft).

In any case, there is a great benefit to remaining in the lift street and avoiding the sink street if at all possible.

Finally, we’ll mention waves. There is typically a line of sink in the troughs of downward bouncing air between the upward part of the wave. Of course, waves do not have to be linear. Over high mountains such as Rainier, there are often localized, circular waves set up.

Sink due to waves can also be circular or any similar shape. In all these cases it pays to think about what you encounter and try to predict it for future flights.

Waves can be present without clouds, of course. In fact, they are more common than most pilots realize and are often present on top of an unstable thermalproducing layer. In that situation they often influence where the thermals spring up and subsequently where the sink abides. An awareness of the possibilities is the key to figuring out the conditions and improving the odds of success. The whole name of the game, as far as I can figure it, is avoiding the sink and hitting the thermal jackpot.

Speaking from experience Here are a couple of memorable incidences I have experienced, which may illustrate some of the wrinkles of sink.

Tough-love lessons learned, or at least impressed upon me.

I was competing in Florida and the task was about a 60 miler to the north.

I was 7000 feet off the deck and had only about 12 miles to go to goal. That’s close to a 13-to-1 glide and maybe I could make it with buoyancy, or maybe I needed just a little patch of lift. The convergence had been working earlier, so I was optimistic. Or maybe I would enter a massive line of sink. The third “maybe” is what happened, and within minutes I plummeted all the way to the ground with no letup. I had entered a serious line of sink parallel to the convergence zone. Even though I juked to the side, I couldn’t shake it. I could only go to one side, because by the time I tried that move, I was getting low enough that to pass through the area I had just come would be useless. Another problem was that I was so close to goal that turning around and trying to find positive air would put me low, way behind where I had just been. All I could do is keep floundering on and hope for eventual relief. It didn’t come; I landed and had to wait for my teammates to retrieve me and then listen to their gloating stories of how they blazed across the goal line all the way back to headquarters. Ahh, the joys of competition.

Another incident happened only

about two years ago. The wind at launch was light, but there were thermals coming through. I managed to hook an anemic balloon right after launch.

It gave me about 100 feet above the ridge, so I went south looking for more salvation. Nothing happening, and on the way back I sank enough that it was time to head for the landing area, which is about a mile out from takeoff. I soon entered into a large area of strong sink.

Not to worry since this site is my home port and I know lots of options. When it became clear that I would not reach the normal field, I chose another little spot I have landed in several times. I made one sinking setup turn and was headed on final, all the while wondering when the sink would stop near the ground so I could return to normal landing mode. It never happened, and in fact, I didn’t even have enough time to stand up to flare. I landed on my belly in an awkward place (without wheels—not a major problem as demonstrated in a previous article, as long as the ground isn’t too rough).

This experience is the first time in 40 years of flying that I experienced sink from on high all the way to the absolute deck. Usually the sink stops at least 30 feet up as the ground blocks the downward flow and it spreads out. But this sink was massive and strong. I learned

from that occurrence, and I’m just saying, “Let the flyer beware” –caveat aviator.

Sink, like lift, is where you find it.

That cute quote is meant to illustrate that both lift and sink are not totally predictable. However, with more experience and understanding we can learn when and where to expect it and when it hits, either by surprise or when expected, we can deal with it in the best possible manner. It should be clear to the sentient pilot that we need to be thinking about sink with the same interest and intensity that we confer to thermals.

There is no deep freeze to defeat the blobs of sink we encounter. They are part of life for a sky ranger. But we can learn not to fear them. We can learn that even if they swallow us whole we can proceed safely and later polish our tarnished spirit to go on and fly high another day.

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A Draggin' Flyer's Tale

by Will Swanson

H

aving had the privilege of hangin’ with the Draggin’ Flyers, I could not resist Tom Phillips’s suggestion that I write about some of the early days of Florida aero-towing from my perspective.

I left San Diego in 1989 for several reasons, none of which included having heard about the good hang gliding in Florida. After living in mountainous regions for many years and flying all over the western US— from just about any hill that tickled my fancy—I knew, for the most part,

I was giving up my regular flying life.

Maybe learning to surf would fill some of that void?

I had heard about towing with trucks and boats, and towing places that were located up north in the hills.

The technique didn’t appeal to me, because I had just traded my Seagull III for a homemade copy of something that resembled the Seagull 10m, which seemed too rickety to tow. I could imagine the forces involved and didn’t think the Seagull could withstand them.

Over the next few years, however, I got word of a guy who was boat towing fairly near me, in Indialantic just east of Orlando. I tried a couple of tows with his glider, but got pretty wet. It just didn’t provide the same romance as soaring from a mountain.

Nevertheless, I was prompted to take my contraption up to Kitty Hawk and get my Hang 1 and membership in the USHGA. A little time passed. I had supported the World Team with donations through the years, thinking

“I left San Diego in 1989 for several reasons, none of which included having heard about the good hang gliding in Florida.” that if I couldn’t fly, I liked the idea of those guys flying. But, lo and behold, one year I won the world-team raffle grand prize that gave me the glider of my choice from either Wills Wing, Pacific Air, or UP. (Thanks, Brad.)

I latched onto the just-out Super Sport with custom colors and logo.

(Thanks, Wills Wing.) And then I figured I might be able to aerotow this new glider with guys at a nearby place called Wildwood. “Yee haw!”

Actually, I couldn’t believe my eyes when I first observed a “meet” at Wildwood. Pilots were towing up behind a modified ultralight and flying distances. It seemed pretty crazy and looked like a hoot. I had only ridge soared and once had a boomin’ (for me at the time) thermal scare the hell out of me. I only figured out later what made my glider seem as if it was going to snap apart. The towing, which occurred in calm early air, provided my first encounter with the bubbles that would change my life.

First weekend at Wildwood.

Beautiful place. HUGE field lined with ancient live oaks. And a $15 membership fee with $3 tows!

Everybody did the maintenance on the Dragonfly. Somebody handed me a lug wrench. The tug had a flat… My contribution to the development of aerotowing.

Those were Golden Days. I got my ass kicked, while trying to tame the Super Sport to this new form of getting aloft. Of course, it was I who

needed taming; the glider itself was sweet. I was out of control and found the experience harrowing. After having a few boners one day, I went through a life-changing thought the next morning. Although I had never been naturally athletic, training flights and the towing speeds on that mountain flight brought the sensitivity of the glider to a fever pitch.

It was a great life. With an east wind you could get to 2000 feet, going in a straight line, and still be over the field. The whole place was magical.

Campfires amongst the oaks were almost pre-historic, as was some of the partying.

I am not sure if ALL good things must end, but this did. We lost the use of the land. Bummer.

Quest to the rescue! I couldn’t believe my good fortune. It was a great field, closer to home, and had a clubhouse, lake, and a couple of Bailey tugs. Unbelievable. Russell and Campbell put together a sweet operation. Life was good.

Campbell bopped me on the helmet twice from the top slot of their over-under tandem harness during my checkout flight, telling me to stop doing push-ups on the bar—a bad habit I had obviously always used.

I still have to consciously drop my shoulders down into the harness.

I think this habit developed from my days of sitting in the swing seat, with its skimpy seatbelt buckle and strap holding the seat to my body.

Subconsciously, I thought that if the straps loosened, I would be “clutched” to the control bar, or so the stories went.

I digress.

We have had great, dreamy flying days ever since then at Quest (maybe a slight exaggeration). There are big, fat, floaty thermals helping gliders go up everywhere, both coming and going, from around the field on light-wind days: my first cloud bases. We use the birds to find thermals and follow them up in an avian elevator. Heaven…I’m in heaven.

I loved that I could set up my glider once and fly all weekend. Life was good. Foot launching was fun, but I had done plenty of hang-waiting and going/not flying. And this air could be so sweet. At Quest we could launch in any direction. I don’t remember ever not flying. Sadly, that consistency seems to be changing, with climate change and all, as there have been days in recent years that were unflyable.

Quest is still the greatest place to fly. I have always suspected it. When I wasn’t thrilled with my performance and considered moving on, my next thought was: “But I can’t give up this sweet flying.” I know it is not just me. When world champion Oleg Bondarchuk was here recently, he said, without hesitation, “Quest is the best in the world.”

Nothing more needs to be said.

Flying at Quest is the best in the world.

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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

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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.

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

SEP 26 - OCT 1 > Richfield, UT. Red Rocks Fall Fly-In for Hang Gliders and Paragliders. Enjoy the vibrant fall colors, beautiful mountains, and flying activities for all levels and interests. Thermaling Clinics with Ken Hudonjorgensen, morning sled rides, and distance challenges. Low pressure, fun-flying activities to give everyone a chance to mingle and enjoy flying from Central Utah’s many world-class flying sites. More info: Stacy Whitmore, 435-979-0225, stacy@cuasa.com, or Jef Anderson 435-896-7999, jef@cuasa.com.

COMPETITION (non-SANCTIONED)

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.

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

SEP 2-4 > Mingus Mt., Central AZ. AZHPA pres-

SEP 17-18 > Sandy, UT. Site Pioneering Clin-

ents the 2016 Mingus Mountain Labor Day Fly-In. Come enjoy our cozy, comfy, cool campground right at launch. We begin to gather several days early, so come when you like and stay as long as you like—unwind after Colorado Fly Week or windup before the Santa Cruz Flats Race. Saturday night we’ll have a raffle, food, and entertainment, and this year, the awesome Hardways! Bring your rain gear and O2; you’ll probably need one or the other.

Launch directors Friday-Sunday mornings. More info: Bill Comstock, 602-625-4550, flyrigid@q. com, or AZHPA.ORG

SEP 2-5 > Pine Mountain, OR. The Annual Pine

Mountain Fly-In has been high flying since 1991.

The purpose of the fly-in is to generate revenue for site insurance, site improvement, share our wonderful flying site and to have a blast with our flying friends. It is a free fly-in, which gladly accepts donations. More info: http://www.desertairriders.org/

SEP 16-18 > Ruch, OR. Starthistle Fly-In. We’re planning a low key, fun fly-in at Woodrat Mountain in Ruch, OR. Enjoy hanging out with your friends and experiencing those big thermal mid-day conditions, and smooth evening glass-off flights that Woodrat has to offer. Registration is free with your RVHPA annual or 7-day membership. More info: http://rvhpa.org/events/star-thistle-fly-in/.

SEP 23-25 > Craters, AZ. Remembering a legend—the Dixon White Fly-In is great for HGs and PGs of all levels, with near 360 degrees of launch opportunities and endless LZs. Camp in the LZ, at Flyer’s Camp down the road, or stay in Flagstaff.

Entry fee includes fly-n, Saturday dinner, T-shirt, honey buckets, and rides up the hill in “The Beast!”

More info: Gingher Leyendecker at gingher@mesacc.edu, or register at azhpa.org.

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.

clinics & tours ic. Site pioneering and mountain flying with Ken Hudonjorgensen . More info: 801-971-3414, twocanfly@gmail.com, or www.twocanfly.com.

SEP 23-25 > Northern California. Over-the-water

SIV Maneuvers Clinics with Eagle Paragliding. Eagle is known for high quality tours and clinics with exceptional staff, and this clinic is no exception.

We encourage you to make the time for this important safety training with a qualified SIV instructor.

Visit www.paragliding.com, or call 805-968-0980 for more information.

OCT 15 - NOV 13 > Iquique, Chile. Paraglid-

ing 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.

OCT 25 - NOV 1 > Iquique, Chile. Fly Atacama

Desert. Fly over the driest desert in the world—the Atacama in Chile. It’s our tenth trip to what many consider to be the most consistent place to fly on the planet. Iquique offers pilots of all levels endless thermaling days and plenty of XC miles. Every year our guests beat their personal bests. Included: topnotch logistics, stunning locations, in-depth local knowledge, deluxe off-road trucks, and beachfront hotel. Join Jarek Wieczorek—desert site pioneer, expedition leader and local XC expert. More info: www.antofaya.com.

OCT 28-30 & NOV 4-6 > Sebring, FL. Boat tow to

JAN 30 - FEB 6 (2017) > Tapalpa, Mexico. Tapal-

NOV 1-8 > Iquique, Chile. Iquique, Chile. Fly

CLASSIFIED

3000’ over white sand beaches and crystal-clear waters just minutes from downtown Sebring, Florida. Gain priceless knowledge and experience under your wing. Advanced instructor, David Prentice, with more than 20 years of experience, will guide you through the full range of maneuvers from beginner to advanced. Clinics include in-depth syllabus, classroom theory, pre-flight simulator practice and in-air radio guidance for all maneuvers.

More info: David Prentice, 505-720-5436, or www. flycuervo.com.

Atacama Desert. Fly over the driest desert in the world—the Atacama in Chile. It’s our tenth trip to what many consider to be the most consistent place to fly on the planet. Iquique offers pilots of all levels endless thermaling days and plenty of XC miles. Every year our guests beat their personal bests. Included: topnotch logistics, stunning locations, in-depth local knowledge, deluxe off-road trucks, and beachfront hotel. Join Jarek Wieczorek—desert site pioneer, expedition leader and local XC expert. More info: www.antofaya.com.

NOV 13 - APR 16 > Valle De Bravo, Mexico. Week-

long packages, returning client discounts, HG/PG packages, inquire about bronze, silver, gold, platinum rates. 25 years experience. More info: Jeff Hunt, 512-467-2529, jeff@flymexico.com, or flymexico.com.

NOV 25 - JAN 15 > Valle de Bravo, Mexico. Fly

south this winter with FlyCuervo! World-class lodging and logistics in world famous Valle de Bravo! The best valued tour package available. Improve your thermal and xc skills with advanced instructor and master guide David Prentice, aka “Cuervo,” with more than 20 years of experience and 17 years guiding in Valle de Bravo. Valle de Bravo has something to offer every pilot skill level and is a great family vacation destination. More info: David Prentice, 505-720-5436, or www.flycuervo.com.

JAN 17 - FEB 26 > Valle del Cauca, Colombia.

Fly Colombia! The Valle del Cauca, Colombia has quickly become one of the most popular winter paragliding destinations. Valle del Cauca offers consistent world-class xc potential with breathtaking views. Improve your thermal and XC skills with advanced instructor and master guide David Prentice. More info: David Prentice, 505-720-5436, or www.flycuervo.com.

JAN 23-30 (2017)> Tapalpa, Mexico. Tapalpa

P-2 Week. Tapalpa is the site of 2003 World Cup & 1 1/2 hour drive from Guadalajara Airport. With big launch and landing areas and no crowds, this is the best in Mexico! With two other sites nearby, there is always a place to fly. Private hotel room, breakfast, airport pickup and deliver, site fees & coaching by USHPA advanced instructor are included for $1800. More info: http://parasoftparagliding.com/ mexico-flying/

pa P3 Week. Tapalpa is the site of 2003 World Cup & 1 1/2 hour drive from Guadalajara Airport. With big launch and landing areas and no crowds, this is the best in Mexico! With two other sites nearby, there is always a place to fly. Private hotel room, breakfast, airport pickup and deliver, site fees & coaching by USHPA advanced instructor are included for $1800. More info: http://parasoftparagliding.com/mexico-flying/

Come enjoy coastal San Diego flying yearround! We have live music and BBQ festivities every Saturday and Sunday during summer months. We offer USHPA-certified instruction for all ratings, as well as tandem, instructor and SIV clinics. WE offer domestic and international clinics and tours. We have expanded product lines to include Ozone, Skywalk, Independence, Icaro, Icaro 200 helmets, Skyman, Crispi boots, Flytech, Flymaster and much more. Our full service shop offers reserve repacks, annual glider inspection, repair and more. We also carry an extensive used inventory of certified gliders and harness. Check us out at www. flytorrey.com, facebook.com/flytpg or give us a call at +1(858) 452-9858.

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

MISCELLANEOUS Flight On Fire Mountain - "A young paraglider finds his inner strength high above a blazing inferno."

- KIRKUS REVIEW. Available on Amazon and other websites.

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

SPECIALTY WHEELS for airfoil basetubes, round ba-

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.

HANG GLIDING & PARAGLIDING MAGAZINE

59

MARYLAND HIGHLAND AEROSPORTS - Baltimore and DC’s full-

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.

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

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

GEORGIA

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

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

TEXAS FLYTEXAS 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

LOOKOUT MOUNTAIN FLIGHT PARK - Discover why 5

times as many pilots earn their wings at LMFP. Enjoy our 110 acre mountain resort. www.hanglide.com, 1-877-HANGLIDE, 1-877-426-4543.

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

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HANG GLIDING & PARAGLIDING MAGAZINE

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.

2017 USHPA CALENDARS

HAVE LANDED!

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

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

UNITED STATES HANG GLIDING & PARAGLIDING ASSOCIATION

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

2017

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

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-

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

UNITED STATES HANG GLIDING & PARAGLIDING ASSOCIATION

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.

2017

ORDER YOURS AT

www.ushpa.org/store HANG GLIDING & PARAGLIDING MAGAZINE

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Statement of Ownership, Management, and Circulation (All Periodicals Publications Except Requester Publications)

1. Publication Title

2. Publication Number

Hang Gliding & Paragliding

1

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7 9 7 0

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August 18, 2016 6. Annual Subscription Price

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United States Hang Gliding & Paragliding Assn 1685 W Uintah, Colorado Springs, CO 80904 Editor (Name and complete mailing address)

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Nick Greece 469 N Main St, Salt Lake City, UT 84103 10. Owner (Do not leave blank. If the publication is owned by a corporation, give the name and address of the corporation immediately followed by the names and addresses of all stockholders owning or holding 1 percent or more of the total amount of stock. If not owned by a corporation, give the names and addresses of the individual owners. If owned by a partnership or other unincorporated firm, give its name and address as well as those of each individual owner. If the publication is published by a nonprofit organization, give its name and address.)

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PS Form 3526, July 2014 [Page 1 of 4 (see instructions page 4)] PSN: 7530-01-000-9931

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Statement of Ownership, Management, and Circulation (All Periodicals Publications Except Requester Publications)

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Hang Gliding & Paragliding

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9204

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8535

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(2)

Mailed In-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate, advertiser’s proof copies, and exchange copies)

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Paid Distribution by Other Classes of Mail Through the USPS (e.g., First-Class Mail®)

549

500

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9084

9022

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0

0

0

0

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16. Electronic Copy Circulation

Average No. Copies Each Issue During Preceding 12 Months

No. Copies of Single Issue Published Nearest to Filing Date

a. Paid Electronic Copies b. Total Paid Print Copies (Line 15c) + Paid Electronic Copies (Line 16a) c. Total Print Distribution (Line 15f) + Paid Electronic Copies (Line 16a) d. Percent Paid (Both Print & Electronic Copies) (16b divided by 16c Í 100)

I certify that 50% of all my distributed copies (electronic and print) are paid above a nominal price.

0

0

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9084

9022

g. Copies not Distributed (See Instructions to Publishers #4 (page #3))

(4)

Free or Nominal Rate Distribution Outside the Mail (Carriers or other means)

108

108

h. Total (Sum of 15f and g)

9192

9130

i. Percent Paid (15c divided by 15f times 100)

100%

100%

17. Publication of Statement of Ownership

X If the publication is a general publication, publication of this statement is required. Will be

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printed in the September 2016 issue of this publication.

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I certify that all information furnished on this form is true and complete. I understand that anyone who furnishes false or misleading information on this form or who omits material or information requested on the form may be subject to criminal sanctions (including fines and imprisonment) and/or civil sanctions (including civil penalties).

* If you are claiming electronic copies, go to line 16 on page 3. If you are not claiming electronic copies, skip to line 17 on page 3.

PS Form 3526, July 2014 (Page 2 of 4)

PS Form 3526, July 2014 (Page 3 of 4)

PRIVACY NOTICE: See our privacy policy on www.usps.com.

APR 2016

RTG RGN NAME

STATE RATING OFFICIAL

RTG RGN NAME

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

CA CA CO MA NH NY OR CA CA CA AZ CO FL FL TN NY AZ WI AL GA TX CA CA MD WA OR AK AK WA OR WA NV NV CA CA CA UT UT NM NM UT

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

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

Anthony Hackworth Daniel Maclennan Mountain Jack Smith Sam Washburn Daniel Porter Glen Muente Steven Wright Brandon Gibson Anthony Hackworth Alexander Laurich Paul Wilson Mountain Jack Smith Scot Nimmo Lance Parsons Ray Beem Paul Shorey John Ebinger Katelyn Griffin Bruce Perry Christopher Butler Tyson Taylor Pedro Enrique Carl Hempel Matthew Masters Joel Merk Sean Foxen Sean Wulf Greg Bierma Kody De Lucia Conor Murray Raja Adnan Ali Michael Martin Jamie Barney Jiri Rutner Larissa Cottrill Pierson Reynolds Adam Black Nicholas Lavallee Jay Johnson Jacob Glass Kody Peterson Austin Steel Walter Lown Joel Cheung Helen Chan Ching Han Brittany Shober Cleder Cueto Todd Buckley Claudiu Neagu Anton Zalutsky Kyle Mccullough Gerhard Allgaeuer Sean Blanton Jake Thomas Shannon Tuck Casey Ferguson Denis Rodger Eric Austin Joel Merk Paul Donnell Ryan Vanwey

MN CT ME NH MA VA FL GA TN TN TX NY WA WA OR WA

Josiah Stephens Eric Hinrichs Mark Windsheimer William Dydo Ryan Voight Greg Black Charles Baughman Eric Hinrichs Josiah Stephens Joe Greblo Luke Waters Mark Windsheimer Malcolm Jones Malcolm Jones Cj Giordano Cj Giordano Luke Waters Jon Thompson Richard Heckman Scott Schneider Bart Weghorst Eves Tall Chief Rob Mckenzie Scott Schneider Steven Wilson Christopher Grantham Stephen Mayer Jonathan Jefferies Chris Santacroce Travis Potter Marc Chirico Mitchell Neary Justin White Jordan Neidinger Rob Sporrer Rob Sporrer Stephen Mayer Nathan (alex) Taylor Charles (chuck) Woods David Hanning Justin White Byron Leisek Peter Humes Steven Yancey Steven Yancey Emily Wallace Philippe Renaudin Rob Sporrer John Dunn John Dunn Jordan Neidinger Luis Ameglio Stephen Mayer David Hanning David Hanning Michele Mccullough Philippe Renaudin Christopher Grantham Steven Wilson Jon Malmberg Robert Hecker

1 1 1 1 1 1 1 1 1 1 1 1 1 2 2 2 2 2 2 2 3 3 3 4 4 4 4 4 4 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 7 7 8

STATE RATING OFFICIAL

Sean Foxen OR Naveen Prakash WA Keith Lowe OR Sean Wulf AK Greg Bierma AK Gleb Kholodov WA Eduardo De Angelis WA Kody De Lucia WA Dennis Robinson WA Michael Morrill WA Bryan Anthony WA Nicholas Kelly WA Dan Piper OR Luke Pease CA Arthur Neil NV Daniel Zaslavsky CA Michael Martin NV Luc Doan CA Jamie Barney NV Jeffrey Sealy NV Larissa Cottrill CA Pierson Reynolds CA Sam Reynolds HI Adam Black UT Nicholas Lavallee UT Derek Evilsizor CO Kody Peterson UT Eric Klammer CO Hayden Harmon UT Jeux Sebastien Stephanie Thumerelle David Cavanagh Austin Steel Walter Lown Matthieu Ducamp Joel Cheung Helen Chan Ching Han Johan Lindstrom Jaime Antonio Sanchez M Kwong Tung Fai Tse Chau Hung Chan King Hey Kwok Yun Wah Cheung Chi Yeung Chan Wai Lun William Isabella Lau Yin Har Brittany Shober MN Mckenzie Genin WI Cleder Cueto CT

Christopher Grantham Marc Chirico Kelly Kellar Stephen Mayer Jonathan Jefferies Richard Kennedy Marc Chirico Chris Santacroce Chris Santacroce Chris Santacroce Marc Chirico Marc Chirico Samuel Crocker Jesse Meyer Mitchell Neary Jesse Meyer Mitchell Neary Chien (charlie) Dinh Justin White Emily Wallace Rob Sporrer Rob Sporrer Paul Schaller Franco Stephen Mayer Nathan (alex) Taylor Granger Banks Justin White Chris Santacroce Chris Santacroce Steven Yancey Steven Yancey Steven Yancey Byron Leisek Peter Humes Steven Yancey Steven Yancey Steven Yancey Peter Humes Miguel Gutierrez Ma Chiu Kit Ma Chiu Kit Ma Chiu Kit Ma Chiu Kit Ma Chiu Kit Ma Chiu Kit Ma Chiu Kit Emily Wallace Kevin Mcginley Philippe Renaudin

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-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 P-4 P-4 P-4

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

STATE RATING OFFICIAL

Chan Kelly Ka Yiu MA Todd Buckley ME Thomas Boulier MD Gerhard Allgaeuer FL Sean Blanton GA Donna Stokes TX Matteo Gattini TX Casey Ferguson TX Denis Rodger NY Kathleen Higgins NJ Pierre Drescher NY Brian Hall WA Dan Leary AK Torsten Hasselmann CA Arthur Neil NV Daniel Velasco HI Mark Taylor CA Mark Cope, Jr CA Patrick Vincler CA Jared Trine CO Trenton Rich UT Mitchell Hackman CO Jeff Shapiro MT Gary Beck ID Hanns Mercer WY Frank Roy WY Julia Knowles WY Shawn Hickman AR Carl Ellinghaus Cheung Yuk Wah Walter Lown Jaime Antonio Sanchez M Joel Decker MN Ryan Dunn VT Gerhard Allgaeuer FL Matthias Ederer NY Marconi Pereira Da Costa NY Michael Zuchetto WA Wendy Schuss OR Michael Masterson CA Giles Fabris CA Jan Richter NM Arash Farhang UT Ming Kei Yun Yat Hing Wong Walter Lown Jaime Antonio Sanchez M Jose Henrique Dias MA Jeff Eggers VA

Ma Chiu Kit Rob Sporrer Peter Van Oevelen Luis Ameglio Stephen Mayer Britton Shaw Richard Kennedy Michele Mccullough Philippe Renaudin Ray Leonard Benoit Bruneau Denise Reed Justin Boer Jesse Meyer Mitchell Neary Justin Boer Jordan Neidinger Christopher Grantham Gabriel Jebb Morgan Hollingsworth Michele Mccullough Jonathan Jefferies Joshua Winstead Jonathan Jefferies Andy Macrae Scott Harris Scott Harris Britton Shaw Rob Sporrer Peter Humes Peter Humes Miguel Gutierrez Soren Braddock Calef Letorney Luis Ameglio Philippe Renaudin Ray Leonard Morgan Hollingsworth John Kraske Hadi Golian Bob Hammond Jr Steve Sirrine Chris Santacroce Peter Humes Peter Humes Peter Humes Miguel Gutierrez Luiz Fernando Costa Peter Van Oevelen

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.

RATINGS ISSUED

HANG GLIDING & PARAGLIDING MAGAZINE

63

MAY 2016

RTG RGN NAME

STATE RATING OFFICIAL

RTG RGN NAME

STATE RATING OFFICIAL

RTG RGN NAME

STATE RATING OFFICIAL

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

2 2 2 2 4 7 9 9

John Heebner David Dashevsky Kenneth Kansky Abbas (az) Zaidi Stephen Remillard Wade Johnson Dianna Seldon James Litten

CA CA CA CA CO SD OH WV

Patrick Denevan Patrick Denevan Paul Jefferson Eric Hinrichs D Patrick Mcguinness Greg Dewolf John Alden Alan Friday

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-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

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

Kacey Loughrie Caleb Covington Brian Frank Stephanie Giordano Hannah Zobel Dustin Rushnock Jon Reynolds Karen Dyckman Stefan Hladnik Mark Kelley Michael Carpenter Thomas Smith Ian Mitchard Robert Bates Ronald Granado Wade Johnson Ronald Waclawik Dds Doug Simmers Kirk Edwards Travis Bennett Rustin Roy Desmond Crone Viatcheslav Letov M. David Trimm David Hall Jeffery Elliot Jeffrey Reynolds Casey Young Jove Lachman-curl James (ryan) Henson Park Lane Robert Davis Ron Barry Jon Drindak Kia Ravanfar Duane Devecchio Joseph Stearn Eric Kriner David Andrews William Bradford Stephen Remillard Peter Cheney Jove Lachman-curl Gregory Hansen Andrew Echeverria Brad Knowland Darci Knowland Mark Lambertsen Tina Schaefer Elizabeth Weigand Vatik Dulo Matt Van Cleave

VA OH NC NC NC NY AK CA CA UT NM AZ UT

Richard Westmoreland Billy Vaughn H Bruce Weaver Iii Alan Friday Alan Friday Greg Black Lyndon Thomas Eric Hinrichs Eric Hinrichs Kevin Koonce Mel Glantz Luke Waters Bill Heaner Spencer Kindt Scott Schneider Greg Dewolf Cj Giordano Cj Giordano John Alden Malcolm Jones John Alden Clifton Bryan Scott Schneider Scott Schneider Scott Schneider Cj Giordano Cj Giordano Jeff Beck John Matylonek Robert Soares Robert Soares George Hamilton Eric Hinrichs Rob Mckenzie Joe Greblo Luke Waters Todd Kellogg John Alden Scott Schneider John Heiney John Alden Matthew Taber Maren Ludwig Kelly Kellar Kelly Kellar Travis Potter Travis Potter Christopher Grantham Ken Hudonjorgensen Todd Weigand Kelly Kellar Kelly Kellar

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

WA WA CA CA NV CA CA CA CA CA CA AZ NM

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 P-2 P-2 P-2

CA HI HI HI CA HI CA CA CA CA CA CA CA CA CA CA CA CA CA HI CA CA CA CO AZ AZ AZ CO AZ AZ CO CO UT AZ UT NM AZ CO CO CO CO CO UT CO CO CO CO UT CO CO UT CO

IL SD PA OH OH SC GA GA GA AL GA FL TN WA OR CA CA CA CA CA CA AZ MA PA GA CA CO OR OR OR WA WA OR AK OR WA WA

RATINGS ISSUED

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

Shawn Oleary Barbara Oleary Gared Hansen Miasa Shrestha Joel Oberly Dorington Little Oisin Lavery Alysia Borgman Arthur Mischke Sarah (lexy) Christner Kent Walquist Roy Devilbiss Spencer Buck Jocelyn Langlois Laurent Langlois Jimmy Giroux Victor Robbins Curt Reimer Trey Milligan Chan Ho Tin Kenny Graham Becherer-bailey Lawrence Bloch Richard Ackerman James Anderson Steve Miller Devyn Taylor Douglas Macsparran Reed Kinning Jove Lachman-curl Dale Chenault Jeffrey Wingfield Daniel Ouellette Tod Wooldridge Anthony (tony) Simko Steve Cooper Kevin Graupman Chelan Pauly Raja Adnan Ali Philip Howard Nicholas Morgan Mike Haase Thomas Harwood Phillip Adkins Andrew Forward Chase Burgett Brandon Freeland Gregory Hansen Dylan Hayes Xavier Gates Steve Latham Andrew Echeverria Wes Coughlin Mark Lambertsen Michael Duhaime Justin Awtry Signe Johnson Joshua Craft Markus Luedin Rebecca Jose Varun Jain Jesse Burson Riley Larkins Kyle Tan Eric Zellhart Vy Vu Evan Simmons Joel Oberly William Garr Jorge Rivas

AR OK OK MI MA NH AL FL FL WA WA OR WA WA AK OR AK OR WA WA WA OR WA OR AK WA AK WA WA OR AK WA AK OR OR OR OR WA AK WA CA CA CA CA CA CA CA CA CA NV CA CA

Denise Reed Denise Reed Jeffrey Greenbaum Jesse Meyer Jason White Jesse Meyer Jesse Meyer Marcello Debarros Jordan Neidinger Jordan Neidinger Jordan Neidinger Chandler Papas Charles (chuck) Woods Jordan Neidinger Jordan Neidinger Luis Ameglio Britton Shaw Britton Shaw Britton Shaw Ma Chiu Kit Allen Thoe Jordan Neidinger John Dunn David Hanning Douglas Brown David Hanning Marc Chirico Lawrence Wallman Maren Ludwig Steven Wilson John Kraske Joe Kaiser Steve Roti Scott Amy John Kraske Denise Reed Denise Reed Marc Chirico John Kraske Marc Chirico Jon Malmberg Scott Amy Marc Chirico Justin Boer Denise Reed Denise Reed Kelly Kellar Rob Sporrer Jon Malmberg Richard Kennedy Kelly Kellar Jon Malmberg Christopher Grantham Jon Malmberg Jaromir Lahulek Evan Mathers Jaromir Lahulek Jaro Krupa Mitchell Neary Jesse Meyer Rob Sporrer Jeffrey Greenbaum Wallace Anderson Rob Sporrer Jeffrey Greenbaum Jesse Meyer Jason White Michael Masterson Christopher Grantham

3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 5 5 5 5 5 5 5 5 5 5 5 5 5 6 6 6 6

Justice Pierce Colin James Goehring Ryan Brown Erik Edwards Gary Cozart Kristina Wright Dewain Baker Michael Ince Ryan Moore Amanda Rhoades Cedric Jacquemin Alexander Chiang Dillon Stucky Ryan Machus Gersain Hernandez Sam Holmes Andre Melancon John Spindler Jeremiah Haney Stephane Legros Alexei Smirnov Gib Jenkins Joseph Greef Wilmer Perez Joseph Oconnell Ian Fritz Diana Cordero Derek Van Boescholen Daniel Mcfatter Neil Sirrine Bryan Robins Autumn Warner Justin Farrer Roy Devilbiss Carey Brown Jacob Glass Steven Grezlak Jeffery Ellis Dale Eva Kevin Kirch Robert Hagebak Jesse Hoff Tariq Hattar Greg Overton Ross Herr Marco Zuniga Todd Weber Jason Bowman Casie Hanson Weylin Ryan Anthony Chen Tanner Tillung Marie-christine Piche Blake Marcus Mike Curran Jimmy Giroux Eric Woolsey Jordan Fordyce Travis Trudgeon Scott Wohlgemuth Elijah Weber Carson Cantrell Jerad Hoy Noelle Snyder Griffin Nielsen James Kerns Curtis Faulconer Jr Edward Fogel Carl Wheeler

MT ID

MT ID ID MT MT ID WY AR MO AR AR

Jordan Neidinger Steven Wright David (dexter) Binder Steven Wright Stephen Nowak Steven Wright Jerome Daoust Gabriel Jebb Rob Sporrer Rob Sporrer Jerome Daoust Jerome Daoust Christopher Grantham Justin White Daniel Ribas Douglas Brown Jordan Neidinger Rob Sporrer Richard Kennedy David (dexter) Binder Jerome Daoust Rob Sporrer Rob Sporrer Ronald Allmon Aaron Cromer Aaron Cromer Aaron Cromer Douglas Brown Aaron Cromer Steve Sirrine Kay Tauscher Rob Sporrer Jonathan Jefferies Chandler Papas William Purden Jr David Hanning Andrew Rayhill Nick Crane William Laurence David Thulin Chris Santacroce Bill Heaner Jason White Ted Smith Douglas Brown David Thulin Granger Banks Nathan (alex) Taylor Jonathan Jefferies Kevin Mcginley Nathan (alex) Taylor Kevin Mcginley William Purden Jr Andy Macrae Rob Sporrer Luis Ameglio Jonathan Potter Jonathan Potter Andy Macrae Andy Macrae William Purden Jr Rob Sporrer Andy Macrae William Purden Jr Ken Hudonjorgensen Britton Shaw Britton Shaw Britton Shaw Britton Shaw

RTG RGN NAME

STATE RATING OFFICIAL

RTG RGN NAME

STATE RATING OFFICIAL

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-2 P-2 P-2 P-2

OK OK

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

GA TX TX TX NY NY WA WA WA WA OR WA WA OR WA OR CA CA CA CA CA CA CA CO AZ NM CO UT UT CO AZ AZ UT CO UT CO CO

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 P-4 P-4 P-4 P-4 P-4 P-4 P-4

6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 7 7 7 7 7 8 9 9 9 9 10 10 10 10 10 10

Greg Ratliff Aaron Butler Chan Chin Hei Timothy Kanclerowicz Thad Hanna Ii Justin Booher Siu Ming Chan Robert Balentine Jr. Ian Knight Trent Almon Matthew Heard Branson Rhoads Deston Shaw Derek Shaw John Simonton Jeremiah Gentry Jacob Baier Au Sek Ho Cheung Tik Hei Ching Yu Tat Yeung Kh Ho Tom Heckenkamp Brad Hoese Radomir Kurka Dustin Snyder Jeffrey Folgert Stephen Verbeek Richard Elder Jason Gries Taewon Kim Michael Davies Cameron Miller, Jr Anastasia Zeedyk Kelton Kenney Devyn Taylor Andrew Barton Jiyeon Peterson

OK AR OK AR OK OK OK OK OK OK OK AR OK

WI MN IL ND WI MA VA OH VA VA NC TN FL FL FL VI

Britton Shaw Britton Shaw Ma Chiu Kit Britton Shaw Britton Shaw Britton Shaw Yuen Wai Kit Britton Shaw Britton Shaw Britton Shaw Britton Shaw Britton Shaw Britton Shaw Britton Shaw Britton Shaw Britton Shaw Britton Shaw Ma Chiu Kit Ma Chiu Kit Ma Chiu Kit Ma Chiu Kit David Hanning Steve Sirrine Jaro Krupa Andy Macrae Dale Covington Joseph Seitz David Hanning Chris Santacroce Rob Sporrer Rob Sporrer Marco Stelter David Hanning David Prentice David Hanning Jonathan Jefferies Chris Santacroce

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

Andrew Lowell James Steele Lauren Gordon David Ruff Richard Selgrad Iii Adiv Sela Tony Lathrop Lawrence Yount Jennifer Kaatz Zachory Horn David Le Roy Mackey Alan Redmon Shaen Huser Benjamin Fullerton Vincent Faires Khanh Tran Tom Quisel Charles Moore Brian Stiber Philip Wessinger John Casey Mark Faulkner Casey Baxter Jonathan Hagan Todd Wickard Matt Paulsen Ryan Hayes Hilary Frasier D. Scott Drinkard Jesse Engle Elizabeth Stavely Erik Schildroth Daniel Whitney Jonathan Leusden Bart Garton Timo Lahdekorpi

Rob Sporrer Britton Shaw Britton Shaw Allen Thoe Philippe Renaudin Christopher Grantham David (dexter) Binder Mike Steen John Kraske John Kraske John Kraske John Kraske Michael (kim) Smith John Kraske Steven Wilson Stephen Mayer William Laurence Rob Sporrer Christopher Grantham Jordan Neidinger Philip Russman Jordan Neidinger Philip Russman Kay Tauscher Chandler Papas Charles (chuck) Woods Gabriel Jebb Jonathan Jefferies Jonathan Jefferies Max Marien Aaron Cromer Aaron Cromer Jonathan Jefferies Andy Macrae Michele Mccullough Gregory Kelley Jonathan Jefferies

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

STATE RATING OFFICIAL

Robert Ira Hayes AZ Thomas Hensley MT James Culver WY Bobby Culver WY Juan Felipe Gutierrez Eric Brabec AR Chris Lee MO Tom Lanning MA Fabio Paiva MA Tim Coleman NH Gerald (del) Peck NC Gary Mudrow GA Jens Peterson VI Ryan Grimaldi GA Andres David FL Robert Lee SC Manuel Montes FL Eros Ramos Rodrigues Milholo FL Scott Mages TX Kyle Oglee LA Ingo Heilmann TX Mark Davis WA Kris Miller AK Scott Stabbert WA Bruce Martin WA Steven Hines CA Tonia Fox CA Kevin Koonce UT Jeff Powers CO St Clair Austin WY Matty Allen WY Robert Simpson Jr AR Cole Johnson AR Richard Staton AR Chris Caywood MO Fabian Gutierrez Miguel Rodas NY

Max Marien Andy Macrae Andy Macrae Andy Macrae Stefan Mitrovich Ron Kohn Brad Gunnuscio David Prentice Joseph Seitz John Dunn David Prentice John Kraske Chris Santacroce Soren Braddock David Hanning David Hanning Luis Ameglio Kevin Mcginley Britton Shaw Britton Shaw David Prentice Douglas Stroop Ken Hudonjorgensen Marc Chirico John Kraske Nick Crane Jeffrey Greenbaum Ken Hudonjorgensen Brad Gunnuscio Thomas Bartlett Brian Howell Britton Shaw Britton Shaw Britton Shaw John Kraske Nick Crane Philippe Renaudin

GEAR recycled wing

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65

Risk Management, Eh?

by Michael Robertson

T

his article finally started flowing, thanks to my daughter, who served as a catalyst, and a Mary Oliver poem (see opposite page.) Both focus on concern for the environment and bringing peace and true prosperity to the world.

These led me to begin with the big picture. In his book, Collapse: How Societies Choose to Fail or Succeed, Jared Diamond documented that, as far back as the Mayans, societies failed to learn lessons from past mistakes. They ignored the results of environmental destruction up to the bitter end. Even though we are making similar mistakes now, Diamond is cautiously optimistic about our chances to alter our behavior. Some big corporations are leaning toward sustainability, following at least part of the nearly perfect Patagonia model. And as a society, we seem to be learning that we must manage risk or, at least, that we can’t continue to destroy the biosphere without dire consequences.

Site preservation includes saving the planet. Global warming may already be affecting us. We’ve been blown out 12 of the last 16 days, including both weekends. That’s double the amount of time of the same period last, or any previous, year.

Those societies that collapsed believed consumption was the path and personal wealth the goal. Flying replaces that goal with joy and freedom

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HANG GLIDING & PARAGLIDING MAGAZINE

and fun, unless, that is, we fail to listen to the messages the universe sends.

Managing risk means integrating these messages into our behavior by utilizing every tool we possess… intellect, experience, science and intuition. We must be compliant with forces beyond our limits.

We need to be patient, playful, positive and respectful. We don’t have to fly. We can go bowling.

Our sport began with mostly lowreliability flights. Some are comical now—like the classic photo, recently republished, depicting a basketball team hanging off a bird flying in humongous winds. I began flying in 1965 on a “flat kite,” with no aerodynamics, behind a boat. I foolishly flew it on a frozen lake behind a snowmobile.

My first real hang gliding flight was in 1968. Floridian Jack Lewis and I tested prototype Dickenson-designs he built from plans from Oz. The first one was made from heavy plastic and conduit. The CG was way off. Trying it low over water behind a boat was relatively reliable. The next one was made of Dacron and aluminum, with polypro rope for “wires.” Jack called, raving: “It works. It’s fantastic. Come back.” It was only 2000 miles from Halifax to Merritt Island, so I went. My first tow was to 1000’ on a 1300’ static line.

Certifiably crazy and awesome! Way unreliable! We’re doing much better now. We’re learning.

The North American health-care

system is another area where systems are being installed to correct the fact that medical accidents are our numberthree killer, after heart disease and cancer, which are also preventable with risk management of diet and lifestyle.

Texting while driving is now the leading cause of auto accidents: very preventable, like most accidents. Just about everyone habitually wears seat belts now. The construction industry has done the same, i.e., legislated risk management systems, with good results.

OK. I think we get the point. Poor judgement seems to be wired into our DNA. But contrary to popular belief, good judgement can be taught and learned. Once we learn that we should choose to be careful, we don’t push limits. We respect them. And, in doing so, we learn to soar safely past our limitations.

How do we learn? Like any other skill, we practice. Or, we make a mistake and learn from it. Better to learn from the mistakes of others. We may not live long enough to make ‘em all.

Sounds good. But how do we learn and practice risk-management skills using the mistakes of others? Most are probably aware of the Charts of Reliability (RCRs). They were created to help us consider all the variables that might affect our wellbeing. At this point, I’d like to focus on the Windividual RCR. We’ve done two instructor courses this season. Part of the program

LEFT Neil Smith Circa ’69 ‘Kite flyer- keen of eye, quick of mind’

consists of reviewing accidents. In my opinion, and of those attending, most accidents are attributable to human error. This is true of all activities.

Legendary hang gliding and paragliding instructor and hang gliding historian Ken DeRussy says, “Always there is a lingering release from reality and responsibility by saying, ‘if it wasn’t for what the wind did’….”

One of the first US fatalities this year serves as a case in point. This chap, who hadn’t flown in months, decided to fly on Saturday. No pilots were at the site ‘cuz it was blowin’ like stink. He solicited a launch crew and went for it.

Fatal mistake.

Coincidentally, the accident that caused me to create the personal chart of reliability was similar, in that I was as foolhardy…three zeros (out of 10—so no go) on the Wind RCR—wind speed, gust factor and cross wind. During the six months it took me to recover from a broken neck and dislocated elbow, I came up with the Windividual Chart.

With two babies at home, I needed to have something that helped my wife see and agree that I wouldn’t do something that stupid again. (I recall Rob Kells saying on the RCR DVD, “During

the last 1000 hours, I can say I haven’t done one stupid thing.” We lost Rob to prostate cancer. He told me he wasn’t as careful with his personal life variables, having gone too long without a checkup).

It’s obvious that conditions in both examples were sketchy at best. But did the wind cause these crashes? No, we knew the conditions weren’t good, and we still flew. Responses to the questions on the personal chart, such as, time since last good flying, mood, confidence (too much) and peer pressure (too little), reveal the state of mind and preparation which feed in to the success or failure of a flight. I read that a dive boat in Barkley Sound displays a sign saying “Complacency Kills.” Complacency is another possible problem human factor, even though it’s only given three lines on the RCR. For some reason, thoroughly checking the wing integrity and weather variables is seen to be enough. That’s like checking the road and the vehicle but not checking the driver. Maybe s/ he’s drunk. RCR score, big fat 0.

Now, on a different tack… In my naiveté, I attended a risk-management seminar hosted by the local Board of Trade. There was not a word about

being careful. It was an insurance sales pitch. I was miffed. And yet it does bring to mind our need to manage risk to reduce insurance claims. When we first got insurance for the ultralight industry in Canada, the RCRs played an important role. British Aviation Insurance loved the charts. They felt if students learned with the charts, we would be virtually impervious to claims of negligence. Having a shallow pocket also helps.

We must foster an aura of safety.

Many men and women, from the ancient Rishis of India to the New-age self-improvement gurus, teach that we create our own reality. So let’s create safe. Richard Bach, awesome author of Bridge Across Forever, barnstormer and paraglider pilot, relates that visualizing a perfect landing is part of his routine, before committing aviation There is no mystery about managing risk. Adopt a system that works for you. Practice it regularly with thought and feeling. Most agree that routines practiced for a month become automatic. They will protect you forever.

May it be so.

Keep it UP.

“One day you finally knew what you had to do, and began, though the voices around you kept shouting their bad advice…”

- from "The Journey," by Poet Mary Oliver http://peacefulrivers.homestead.com/MaryOliver.html Cartoon by Albert Prisner

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