NOVEMBER/DECEMBER 2016 Volume 46 Issue 6 $6.95
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HANG GLIDING & PARAGLIDING MAGAZINE
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USA
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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HANG GLIDING & PARAGLIDING MAGAZINE
Please edit news releases with our readership in mind, and keep them reasonably short without excessive sales hype. Calendar of events items may be sent via email to editor@ushpa.aero, as may letters to the editor. Please be concise and try to address a single topic in your letter. Your contributions are greatly appreciated. If you have an idea for an article you may discuss your topic with the editor either by email or telephone. Contact: Editor, Hang Gliding & Paragliding magazine, editor@ushpa. aero, (516) 816-1333.
ADVERTISING ALL ADVERTISING AND ADVERTISING INQUIRIES MUST BE SENT TO USHPA HEADQUARTERS IN COLORADO SPRINGS. All advertising is subject to the USHPA Advertising Policy, a copy of which may be obtained from the USHPA by emailing advertising@ushpa.aero.
HANG GLIDING & PARAGLIDING (ISSN 1543-5989) (USPS 17970) is published monthly by the United States Hang Gliding and Paragliding
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COPYRIGHT Copyright (c) 2016 United States Hang Gliding and Paragliding Association, Inc., All Rights Reserved; no part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise without prior written permission of the United States Hang Gliding and Paragliding Association, Inc.
PLAN
FLIGHT I
t has been a game-changing year at the association—full of surprises, successes, failures, changes, and new courses. The association continues to work to improve the new programs focused around insurance and instruc-
tion. On behalf of USHPA, I would like to thank you for your patience, understanding and commitment to keeping free flight viable here in the USA.
Some good news: At the time of printing we as a group of pilots and friends have lowered our accident rate dramatically in 2016 and while we celebrate this, we must simultaneously start planting seeds for next season to individually strive for perfect safety records. Here at the magazine Greg Gillam and I are celebrating our 100th issue delivered to your door. None of these magazines could be produced without our contributors. This magazine has always been a communal firepit for our stories, a community bulletin board, and a source of inspiration. I recently stopped by to visit with Bob Drury, who wrote a story in Cross Country magazine 15 years ago that inspired me to pack up my wing and go on the road for a year. There was one photo in particular that showed a long ridge in Morocco that I decided I must fly, and with that photo in hand I headed out to the Sahara desert to attempt to experience what I’d read about. It is also why I got into publishing, and I hope something in these 100 issues has inspired you to seize an opportunity and get a little bit deeper into the sport, and the life surrounding it. I would like to use a bit of ink to thank Greg Gillam, who is absolutely instrumental in delivering the magazine each month, and even more importantly, in the evolution of the layout and design, which he masterminds. I often get significant credit for his additions so would like to take this opportunity to put praise where it is due for his tireless efforts to keep the magazine fresh and the design relevant. I would also like to thank C.J. Sturtevant for taking on a larger role copy editing over the last several years; Beth Van Eaton for keeping the band marching forward month after month; Martin Palmaz, the captain of the ship, for his great guidance, oversight, and desire to push the magazine forward every year; and our staff contributors like Dennis Pagen who year after year make up the backbone of the publication. This issue has great examples of amazing trips, adventures, epic photography, safety advice, and education. These are the things, among many others, that we cherish as pilots and all are equally a part of our membership’s drives and goals. Some of us like to fly at the coast, others in the mountains, or in the flatlands after being towed up, and while at times we, as the intensely passionate people that we are, split hairs about which we think is best, it is the collection of these tales and styles that make our association, and its magazine, great. Here’s to the next 100!
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 Tyr Goldsmith launching in Iceland | photo by Bruce Goldsmith.
HANG GLIDING & PARAGLIDING MAGAZINE
7
2017 USHPA CALENDARS
HAVE LANDED!
\Cloud Street Winch
UNITED STATES HANG GLIDING & PARAGLIDING ASSOCIATION
2017
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HANG GLIDING & PARAGLIDING MAGAZINE
Cloud Street Winch has revamped and redesigned its current line-up of winch offerings. Based on feedback from past customers and 9+ years in the winch business, remarkable improvements have been made across the whole line-up in terms of safety and reliability. Three different versions are now available: Superwinch, Boost, and Traction, to suit the towing needs of the user whether it be stationary towing, payout towing or even both. All three models feature a fully enclosed frame to protect the person operating the winch, as well as against the elements. Furthermore, significant improvements have been made on the rewind drive, and on the hydraulic system in terms of torque output, reliability, and serviceability. As always, all of the models are designed to fit on a vehicle hitch for convenience and come complete with towline and drogue with a very short list of options to keep it simple. For more information visit: www. CloudStreetWinch.com.
FREE FLIGHT FOREVER SHIRT & JaCKET Make a $250 donation to the USHPA General Fund today and receive a Free Flight Forever t-shirt as our thank-you gift! Super soft 100% combed cotton tee that's light and comfortable to move in. Available in Blue or Gray. Make a $1000 donation to the USHPA General Fund today and receive a Free Flight Forever jacket as our thank-you gift! 100% polyester soft shell with bonded fleece interior, light snow and water resistant. Visit ushpastore.com to purchase yours. (Logo placement on jacket may vary from photo.)
Flymaster's Cloud The Cloud is Flymaster’s unique online log-book for your flights. Using the Cloud you are able to access more data that your unit has been recording, including altitude, ground height, heart rate, speed, vario, true airspeed and G-force. It is very cool to be able to see these along your track as it is displayed over a Google map. This now means you are able to analyze your flight in more detail than before. If you have a LIVE, LIVE SD or GPS SD+ your flights will automatically be there.
REGIONAL DIRECTOR ELECTION STATEMENTS how USHPA is responding to the myriad
goings on behind USHPA. I’ve got a lot to
issues out there, well, let me know about
learn when it comes to the inner workings,
that, too. If you appreciate the work I’ve
but I have faith in free flight and another
done as your regional director, please
30 years of flying and helping out will help
consider giving me your vote of support.
fulfill my bucket list. Vote for me and I’ll
Thanks!
buy the beer.
in our insurance program. USHPA mem-
Region 2 | Jugdeep Aggarwal (I)
Region 4 | Bill Belcourt (I)
bers have stepped up big-time to support
During my tenure as a Regional Director
Hello Region 4. I’ve been flying since 1989
USHPA by raising capital to fund the insur-
for the last 4 years I have been fortunate to
and living in Utah since 1991. In the last
ance risk retention group and help get our
deal with many issues that keeps our sites
25 years, I have witnessed a lot of positive
insurance program up and running but
open. This has included helping form the
change and growth of our sport and the
there’s much more work yet to be done.
new Hat Creek Rim Pilots Association to
organization, and have made many great
The challenge now, is to work through the
ensure continued access to this site, hold-
friends because of it. For many years I have
remaining issues; making sure we are ac-
ing town-hall meetings for instructors at
been actively involved with USHPA on the
complishing what we set out to do.
Ed Levin to ensure continued instruction
competition committee and am currently
there, amongst many other bigger picture
the president of a 501c non-profit that
lenges is to help instructors and schools
issues facing the association. I am stand-
raises money for the US paragliding team
continue to have access to good insur-
ing again for election to spearhead keeping
and the US X-alps team.
ance on a cost-effective basis. Part of this
our flying sites open and improving access
challenge involves helping instructors and
to all pilots to sites.
Region 1 | Rich Hass (I) For the past ten years, I’ve served as a regional director here in Region 1. For five of these years, I’ve also served as USHPA’s president. During the past decade, we’ve experienced quite a few challenges, most recently brought about last year by changes
One of the most critical remaining chal-
schools work through the application pro-
I do my best to volunteer my time and knowledge at national competitions and local events.
cess without unnecessary red tape and pro-
Currently, I work in the outdoor industry
cedural documentation. While this process
and find that the challenges facing that
may not directly affect member pilots as a
industry, (in regards to access, regulation,
whole, it will have a direct bearing on the
and liability), to be similar to our own and
future of our sport because without good
that I can provide some valuable insight for
instructors, hang gliding and paragliding
our future.
will not thrive. Some of the responsibilities of a regional
For these reasons, I believe I have a
Region 3 | Pete Michelmore (I)
pretty good grasp on the issues facing
director involve helping chapters deal with
Aloha. Having spent the last 30 years huck-
USHPA and the region in the years ahead
challenges keeping sites open and working
ing and plucking paragliders it has been a
and would make a good regional director.
with chapters, instructors and members to
great pleasure of mine to have represented
I would be deeply honored to have this op-
help resolve problems when they arise—
Region 3 as their director the last couple
portunity to represent you.
and they do arise from time to time. My
of years. Although I still feel I could have
objective is to continue to be available to
done more, what I have done I did from
help with these issues and, if elected, I will
the heart. I have always been fair and
continue to do my best to be sure members,
respectful of my fellow man and given my
schools and chapters are treated fairly and
all to helping others to help themselves. I
equitably in their relationship with USHPA.
sometimes come off as being brash and I’m
Regional directors are your representa-
not always the most eloquent but I believe
tives to the organization. If you have questions about USHPA’s goals and priorities, please let me know. If you have issues with
in the truth. Its easier to remember. I hope to represent Region 3 for another two years and get even more involved in
Region 4 | David Cox Hello everyone. I’m a Colorado PG pilot
HANG GLIDING & PARAGLIDING MAGAZINE
9
who loves free flight. I’ve done a lot of
bring positive attention to the sport and
Raven Sky Sports in my mid 30’s, I was
things in this wonderful life and flying has
cultivate its growth through marketing,
the second pilot in the US to purchase a
certainly been a life affirming experience
training and one-on-one conversations
Mosquito Powered Harness in 1998, started
like no other. Free flight has allowed me,
around the campfire with a cold brew in
Scooter Tow Hang Gliding School in 2007,
like you I’m sure, to challenge the mind,
my hand. I believe in informal leadership,
became a BFI in 2011, T3 Spring 2012, June
body, and intuition in the most amazing in-
shared visions and a healthy sense of
2011–quit the “golden handcuffs” day job
visible medium. We are a global tribe that
urgency (our membership isn’t getting any
and went full-time with the Scooter Tow
no matter where we go we have friends
younger). The Region 7 area’s growth poten-
Hang Gliding School which I sold in 2016,
with whom we can share an understanding
tial is huge. The Whitewater Hang Gliding
December 2011–starting tandems over
of all things free flight from the sublime
Club which I am a member of since the
the winter at Sonora Wings Hang Gliding,
to the terrifying. One thing that I think
beginning, 27 years ago is smack dab in the
Maricopa, Arizona.
threatens the culture of free flight is elitism
middle of over 10,000,000 people (Chicago,
and localism. What I am concerned about
Madison and Milwaukee) within 1.5 hours
is when the necessary rules are not applied
driving time of us. With my graphic arts
fairly in a manner in which they were ad-
background I assist the club with bro-
opted by local organizations. This results
chures and I’m actively participating in
in factions and divisions in our small com-
social media (for the WWHGC club and my
munity which weakens it for everyone and
hang gliding school). The club sometimes
creates ill will. It makes it hard for the little
gets over 1,000 views on a FaceBook post.
guy to enjoy free flight and it makes it hard
What does the future of hang gliding (and
Region 7 | Doyle Johnson
for organizations to gather support for im-
paragliding) look like? We are already
As your regional director, I will work
portant issues that affect us all and in fact
seeing it at Twin Oaks Airport, where
diligently to represent all region 7 pilots
puts organizations in legal risk. I learned
our club is based out of, just north of
at the national board meetings. A priority
to fly on an uninsured site where no one
Whitewater. Every year we see improve-
of mine will be to increase awareness and
checked anything other than your ability
ments to the grounds and every season we
understanding of what our region’s needs
to bring it up, run it off, and land it on two
see an increase in flying-related activities
are through increased communication
feet which we did almost every time. It was
with the addition of another DragonFly
between our state’s pilots. The goal being
truly free flight. Let’s keep our interactions
in 2016. You can’t do much better than to
to support each local club through a forum
reasonable, fair, inclusive, and profes-
have an on-site tug pilot/owner Our club
that addresses regional needs that are
sional. Let’s not allow elitism and localism
members have a wide variety of skill sets
familiar and important to all of us. Some
to put at risk what we love about free flight.
including welding, carpentry, landscaping,
examples of what I would like to see us ad-
I’ll do whatever I can to insure that we keep
engineering…the list goes on and combined
dress are a region wide site directory, site
the free in free flight.
with a shared vision of making things
development initiatives, site preservation,
better, it’s a winning formula. Looking even
access to instruction, instructor support
further into the future (actually the future
and collaboration and the development of
is already here) - having live webcast video
more recreational regional Fly-In’s to con-
from tandems so friends and relatives
nect with pilots.
Region 5 & 6/11 – No Election This Year
can watch the action on a monitor below.
first flight (ok really, fall) after I built a
The bigger the impression we can give to
hang glider out of bamboo and plastic at
“in-and-out” Discovery Tandems and new
age 12 in 1974 and jumped off the roof of
students the better chance they will tell
our house. After some glider reconstruc-
their friends about their experience, and
tion with duct tape, my second flight was
Region 7 | Paul Olson (I)
that is the best and least expensive form of
achieved by a 15 mph wind lifting me
My qualifications include business experi-
advertising. I would like to think that other
straight up and then flying backwards. The
ence with three successful entrepreneurial
hang gliding sites are moving forward with
glider, well let’s just say the duct tape didn’t
start-ups and many years in the academic
their own plans, maybe even new opera-
hold, but I had tasted flight for the first time
environment. I am blessed for the last six
tions are in the planning stages. As a club
and have been hooked ever since! I became
years with a life style that allows me to
member and director, I would be interested
a private pilot in 1984 but found the joy of
be involved in hang gliding full time with
in assisting in any way I can.
flying again in 1987 when I learned to fly
winters in Arizona and summer in good old Wisconsin. My main focus would be to
10
My flying experience began with my
Or a live video stream on our website?
HANG GLIDING & PARAGLIDING MAGAZINE
Hang Gliding Career, #54416: Started lessons in 1989 with Brad Kushner at
hang gliders at Kitty Hawk Kites, where I also have great memories of later being an
While we are doing great in Region 8,
instructor! In 2014 I opened Blue Water
Colorado Boulder, a Master of Business
Hang Gliding School in Minnesota where
Administration with honors from the
nationally I am concerned for our future. I
I currently instruct April through October
University of Vermont, and I’m the Vice
am extremely grateful for all the effort put
and am in the beginning stage of forming a
President of a small (28 employee) mail-or-
into creating the RRG. I believe in the RRG
new club.
der and ecommerce business. As Regional
concept, I contributed more than my fair
My qualifications outside of flying
Director, I will leverage my flying experi-
share to it, and I am keen to see it succeed.
are 30 plus years working in education,
ence, education, and business experience
But now that we have avoided the immi-
two master’s degrees, one in counseling
to benefit USHPA and New England pilots.
nent disaster, I think we need to revisit the
psychology and the other in educational
Region 8 pilots, if you’ve yet to meet
details to avoid a long, slow demise. The
administration/leadership. I have started
me, chances are you have at least seen my
slow death I fear comes from the loss of
and operated two small businesses and
frequent online posts offering to observe
small-scale instructors (solo and tandem)
built six homes and speak 5 languages (just
novice PG pilots in Vermont. I invest
all over the country who have given up or
kidding about the languages). What I bring
significant time and energy into observing
reduced instruction because of the new
to the table on the regional and national
and site guiding because I want to have as
insurance landscape. Many pilots fear
level is an ability to keep difficult conver-
many flying buddies as possible. In collabo-
this loss of instructors will result in less
sations open, inclusive, and productive in
ration with other Observers, Instructors,
new pilots coming into our sport and may
order to find sustainable solutions. If given
and Morningside Flight Park, we have dra-
eventually threaten our long-term viability.
the honor to serve I will bring a strong
matically increased the number of interme-
As Regional Director, I will work towards a
commitment to the continued development
diate and advanced PG pilots actively flying
solution that restarts small-scale instruc-
of flying and instructional best practices
in New England. Our efforts to train new
tion nationwide.
that will keep free flight a reality! My son
pilots have paid off! Just a handful of years
recently earned his hang II and I am excited
ago, I often struggled to find anybody to fly
ment. Please take the time to fill out your
that his first flights were much more
Burke Mt. with me. This year we have con-
ballot and mail it in. See you in the air!
productive than mine and he now has the
sistently had 10-25 pilots flying Burke when
opportunity to know what it is like to soar
the weather cooperates. What a success!
with the eagles. My hope is that through
I aim to improve the Observer system to
our collective work as a region and as an
ensure novice pilots have a strong support
organization that we continue to develop
network while flying towards Intermediate
systems that help protect free flight for
and Advanced ratings.
generations to come.
Thanks for reading my candidate state-
Hang glider pilots, fear not! If I become New England’s first Regional Director with no “bones” that only flies “jellyfish-bag-
Region 8 | Michael Holmes
wings”, I promise to represent HG pilots
It’s been an interesting journey for the past
with as equal passion and effort as PG.
6 years as Regional Director. In general our
I know that PG would not be where it is
region has been in good shape. I’d like to
today without HG; from safety to sites, PG
continue as Regional Director for another
owes a huge debt to HG. I have been trying
term. I’m currently an H4 / P3 and the
to give back to the HG community through
President of the VHGA as I’m sure you all
Region 8 | Calef Letorney
my work as Site Director at Sugarbush. We
already know. As always there are some re-
I’m running for Regional Director because
load PG on the ski lift at Sugarbush, which
pairs that need to be made both locally and
I care deeply about the future of hang glid-
makes it an easy “PG only” site. Not wanting
nationally and I’d like to be there to help.
ing and paragliding and wish to contribute
to leave out my HG friends, I’ve arranged
to the long-term success of our sports. I’ve
with Sugarbush Mountain Ops. to shuttle
been an USHPA member since 2005, and
HG pilots to launch on UTVs with padded
a P4 since 2007. I’m an Observer, Tandem
racks. I am excited to help more HG pilots
Instructor, Basic Instructor, and the Site
fly this incredible site, which offers some of
Director of Sugarbush. Flying credentials
the best XC potential in New England. I also
aside, I think Regional Directors need to
work to further inter-sport harmony and
be prepared for the business of running
cooperation because there are few things I
a nonprofit organization. I am ready! I’ve
enjoy more than coring a thermal with my
Region 9 | Daniel Lukaszewicz
received a bachelor’s degree with honors
HG friends; both figuratively and literally,
Hello, my name is Dan Lukaszewicz and I’m
in Economics from the University of
we all get higher if we work together.
running for a seat on the USHPA Board of
HANG GLIDING & PARAGLIDING MAGAZINE
11
First off... I’d go to the board meetings
Directors representing Region 9.
regardless of being a director.... just to (try
I’ve had a lifelong love of aviation which started in the Civil Air Patrol and
to) make sure nothing “unnecessary” gets
progressed to an education in aerospace
voted in. (And I like to take trips!) I enjoy
engineering followed by service in the US
being on the board, and looking out for the
Air Force. I’ve flown military planes and
pilots and instructors in my region, and protecting their best interests.
general aviation aircraft but for me nothing compares to the experience of free flight.
Region 10 | Steve Kroop (I)
the USHPA just rolled out… is a source of
now and split my flying time between Blue
since I attended my first meeting in 1995. In
concern and confusion for the moment…
Sky, situated in the outskirts of Richmond
that time I have served on various USHPA
and some refinements are sure to follow.
VA, and mountain sites in western Virginia
committees including Towing, Safety &
I’d like to help steer the ship in that area.
and lower Pennsylvania that are main-
Training, Tandem and Competition, all
I’d love to help find a way to make the
tained by the Capitol Hang Gliding and
of which address issues that are impor-
program more attractive to all instructors.
Paragliding Association.
tant to Region 10 and the overall health
It is a very complex situation, and a difficult
of hang gliding and paragliding in the
goal to achieve.
As an entrepreneur and business owner I
There are a number of directors from
know what it takes to run a successful busi-
U.S. I also serve on the board of the
ness and have been dismayed to see flight
Cloudbase Foundation and the Recreation
all over the country who, like myself, have
parks closing and experienced part time
Risk Retention Group so I am neck-deep in
been at it awhile... and we therefore have
instructors giving up because of difficul-
all aspects of our sports.
some continuity from meeting to meeting.
ties maintaining solvency in the current
Because of my association with Flytec
We also have some exciting new blood on
climate of rising administrative hurdles
USA I regularly speak to and exchange
the board. I enjoy working with these folks
and operating costs.
emails with many Region 10 members,
as well.
Reducing the availability of quality
as well as members from all over the
My “stats” are: Master H.G. pilot, and
instruction is limiting the number of pilots
US. Those members who have come in
advanced P.G. pilot. Certified instructor in
entering the sport and cuts off vital sales
contact with me know that I am readily
both. Instructor program administrator for
and support pipeline to existing pilots. I
accessible by phone and email. I have a
both, and Chairman of the USHGA Tandem
believe reversing this trend is at the core of
long history of working closely with execu-
committee. I also chair the Financial Re-
preserving our sport.
tive director, executive committee and
distribution committee. I own and manage “Fly High Hang
To start, what I propose for USHPA is:
President. I am not a leader by nature but
Increased transparency and communi-
I am certainly not a follower, this means I
Gliding, Inc.” .... a hang-gliding school and
cation of current USHPA operations and
want to hear all sides of the issues and act
retail shop... since 1985..... and look forward
future plans.
with the the best intentions for the sport
to retiring a wealthy man from this pur-
and USHPA. In short, I am dedicated to
suit....eventually. (I did retire for 18 months
pilots and growing the sports of hang glid-
the USHPA and the survival and long-term
recently…. but alas… I’m back!)
ing and paragliding.
health of hang gliding and paragliding in
Developing a plan for retaining existing
Developing a comprehensive risk management plan as a tool to anticipate, evalu-
My main objective in going to board
the U.S. and would like to continue to repre-
meetings is to minimize the making of
sent Region 10.
unnecessary new rules, regulations and
ate, and plan responses to threats to our
rating requirements beyond what is neces-
sport rather than being strictly reactive.
sary to keep everyone safe and the organization solvent. Along with several other
Creating stock business plans, budgets, and other resources for instructors inter-
fine board members/friends… we do our
ested in starting new schools so they can
best to make sure the board doesn’t waste
be successful.
time fixing things that aren’t broken. And that’s about all I can think of for
I appreciate your vote. I’ll see you out there..
Region 12 | Paul Voight (I) Hello region 12, Paul Voight here. For those
In conclusion, my long standing election
of you who don’t know me... I’m your current regional director. It’s election time
portunity arises… I’ll buy you a beer.
for the position.... I’ll campaign for why you might choose to vote for me.
HANG GLIDING & PARAGLIDING MAGAZINE
now. Perhaps you might vote for me. offer is, ….. If you vote for me, and the op-
again, and just in case someone else runs
12
The RRG self insurance program that
I have not missed a single BOD meeting
I’ve been flying hang gliders for ten years
LISTEN to your HEART by Jugdeep Aggarwal & Michael Vergalla Being aware of one’s heart rate can help pilots improve their flying and enjoyment of it. Jugdeep Aggarwal and Michael Vergalla explore how they use instrumentation to better understand their body’s physiological reaction to flying and work with this information for increased performance in flying.
JUGDEEP: I’ve been flying paragliders
my gear, the rate often increased to
heart rate in real time, along with
120 beats per minute. On launch, it
breathing exercises and calming
sometimes rose to 140, even before I
thoughts, I can actively reduce fatigue,
went into the air. When I recently took
increase enjoyment, and fly farther.
an over-four-hour flight out of Dunlap
for 20 years and enjoy cross-country
in California (during one of my league
MICHAEL: For the last three years, I
flying. For the last 10 years, I have
meets), I was surprised (not really)
have worked on a method to control
run a series of informal competitions
to see that my heart rate fluctuated
motion sickness based on work done by
through the Northern California Cross-
between 110 and 150 for the duration,
NASA for astronauts and pilots. I wrote
country League. I organize the entire
as viewed on the Flymaster Cloud that
an article that appeared in the May
event; this includes arranging drivers,
downloads all of the flight data from
2014 issue of HG&PG magazine regard-
vehicles, tasks, and weather briefings
the unit.
ing this topic (see sidebar.)
as well as ensuring that all pilots are
Why do we need to talk about this?
safely retrieved. Although the process
How do you feel after you have landed?
process you can focus on and control
can be quite stressful, I have never
Are you tired, exhausted, exhilarated,
your own body’s reactions. The more
thought it was too much for me to
happy, relieved, and desperate for a
you realize that you are able to exert
handle. (I also fly the tasks.)
pee? I experience all of these condi-
control, the more this technique works.
tions, but I would like to feel less tired
It’s a bit of “mind over matter.” I played
and more exhilarated.
with the idea of making all sorts of
So when Flymaster came out with the Heart-G a few years ago, I decided, as the importer, I should test myself.
Knowing what my heart rate is in
Through an almost meditation-like
sensors for myself, but then I figured
On my first flight, it revealed that my
flight gives me a tool with which to
I should try to control the things they
heart rate was over 120. I called the
work. I am now trying to teach myself
say are controllable. It takes practice.
factory and told them the unit must
how to become more relaxed in flight,
You focus on reducing heart rate,
have been doubling my heart rate.
by breathing through my nose and
calming your breath, and perspiring
Could they do a firmware fix? After a
thinking thoughts that will calm me
less. You manage the progression of
day with no response, I decided to wear
throughout my flight. I have watched
symptoms. The earlier you catch your
my Heart-G while watching TV, in order
my heart rate drop when I get into soft-
discomfort, the easier it is to control.
to get a LIVE-showing heart rate, and it
edged fat thermals, but this is not good
recorded 55 beats per minute. Did this
enough for me. I need to remain calmer
the article for my website (www.
mean that when I flew, my heart rate
through the entire flight by using more
MichaelVergalla.com).
was over 120? Really?
meditative exercises. My aim is to
Last March, I wrote an update to
Every time I fly, I practice the method
land less tired, which may allow me to
above to stay calm and manage motion
elevated heart rates ranging from
fly longer and make better decisions.
sickness. In October 2014, I started
110 to 140. Of even more concern to
Without knowing your heart rate, you
flying a Skywalk Arriba 3 and couldn’t
me, though, was the indication that
are none the wiser and unable to figure
be happier. I had not gotten sick since
my heart rate began to increase from
out what tactics might work for you.
changing wings until January of this
Subsequent flight tests produced
the time I jumped into the car on the
So with a combination of the
drive up to launch. While unpacking
Flymaster Heart-G to show me my
year. At that time, I was flying in Colombia.
HANG GLIDING & PARAGLIDING MAGAZINE
13
tant to note that the max vario in the SIV is from tow and not thermal. The data from three of the four test flights in SIV are not shown, because of significant dropouts. On my third flight, I misjudged a cloud
slowly to 132 bpm, but when I entered
After SIV, I wanted to investigate
and spent a couple of minutes in the
another mild spiral, it rose slightly to
my reaction to normal thermal flying.
white room. I exited the cloud by pick-
140 bpm. During straight and level
Where did my heart rate spike? Would
ing my heading to the closest edge and
flight, I calmed down to 117 bpm, while
I be able to reduce my baseline by
going full bar. Upon exit, I had a lot of
just before landing, my heart rate rose
using the same technique I use for
adrenaline pumping through my blood.
again to 133 bpm. That was followed
motion sickness?
I thought maybe I should head over the valley, because I was concerned
by a settling- down period of 117 bpm,
during, launch, my heart rate spiked.
that the conditions might be changing.
During the April 24th flight tests, I
When the adrenaline flushed, I missed
had some data dropouts. These were
During the flight, as I became comfort-
the opportunity to stay on top of my
most likely due to the device’s losing
able and more relaxed, my bpm fluctu-
physiological state, ended up getting
contact with my skin. The flight instru-
ated around what could be considered
sick, and vomited on my approach to
ment data recorder was in my harness
average. But just before landing, my
the dried cane field.
in an open freezer bag, in case I landed
heart rate would rise again.
After I took off the next day, I had to
in water. (It was impractical to think I
The baseline lowered during the
top land to fix a tension knot, because
could seal it.) It was worth the risk to
flight. It looked as if it took about a
my heart was pumping so hard after
get the data.
minute of flying for the launch effect to reduce. This is a critical minute when
landing. But after I launched again and
Above is a table of four test flights
continued my journey north, I had the
comparing the high-G spiral from SIV
pilots need to catch the thermal off
best flight of my life and was able to
and three thermal flights. It is impor-
launch and safely get away from the hill. It is interesting that many acci-
manage and suppress motion sickness. In early April, I started working on a project called the Free Flight Research Lab. One of the goals was to continue my work on human factors in paragliding. I contacted Jug about the Flymaster Heart-G, because I was about to attend an SIV course and thought it would be a perfect opportunity for instrumented test flights. He had an instrument that he brought to my house, since I was leaving in a couple of days. After a 12-hour drive to Point of the Mountain, we settled in, and I prepared the gear for SIV and my flight experiments. The next day I did four tows. I selected one of the flight tests with a high-G spiral to discuss here, as it has interesting Heart-G data. I also used it for a Dashware/Gopro overlay video. During the launch and tow, my heart rate was elevated to the range between 125-147 bpm. As I entered and peaked in the spiral, my heart rate rose to 175
MOTION SICKNESS SYMPTOMS Salivation Sweating Drowsiness Increased Warmth Dizziness Headache
STOMACH SENSATION STAGES EPIGASTRIC AWARENESS Not nausea or uncomfortable, but aware of stomach, i.e., hunger
EPIGASTRIC DISCOMFORT Not nausea, but increasingly uncomfortable, knot in the stomach or throat
NAUSEA
bpm. After exit, my heart rate dropped
Definitely aware and discomfort, the next level
HANG GLIDING & PARAGLIDING MAGAZINE
Present or not
VOMITING
14
From looking at the trends in the data, I noticed that just after, and
after landing.
dents happen at, or just after, launch and during landings. I enjoy the process of launching and landing, but it’s a moment where you have to be on your toes, always. I normally try to calm myself, before raising the glider. It’s clear from the data that there is still room for me to improve. One of my goals will be to try to reduce my launch and landing reactions and see how that affects catching that first thermal. I repeated the test flights three days in a row. Each day, I tried to become calm quickly. It’s now July, with summer conditions here in California. My flights are better when I am calm, allowing me to focus on small details like wind in trees or grass. While conducting test flights, I noticed that I was becoming more comfortable in punchy conditions, as my baseline heart rate started to lower. During the May 29th flight, I tried
to see how low I could make my heart rate go during the flight. I was able to reduce it to 96 bpm. I’m looking forward to continuing this work and adding additional sensors, like ones for respiration and skin conductance. I was amazed to see the data while using the motion sickness method, because for three years I did it with no feedback. The original method developed by NASA is called Autogenic Biofeedback. The whole point is that it allows you to see the data, giving you ability to control your state. I probably could have made faster progress if I had instrumented myself at the beginning of this research, but I am happy to have experienced this rapid benefit from the heart rate sensor, after working so long in the dark. Smooth, controlled breathing and intentional focus on reduction of heart rate allows one to calm down and focus on the texture of the air and shape and movement of the thermal. I think this self-awareness is beneficial in many situations, beyond motion sickness or flying. It’s always helpful to have tools for dealing with turbulence in our lives. The overall goal of this work is to increase safety and enjoyment of free flight through science and technology. If I can help one person have a better flight and land safely, the project is a success.
HANG GLIDING & PARAGLIDING MAGAZINE
15
a m ro true— f ay e w t a com a o ” o fl ream do. t ble s a d nt to a g in i ea n i a m “Be ount was m at I wh
e l t s a C i r a
K
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HANG GLIDING & PARAGLIDING MAGAZINE
D N E G E L e h t
MS LLIA I W OUG by D
I
n the days leading up to the 2002 Women’s World Hang Gliding Championships at Chelan Butte, Washington, Claire Vassort flew for several days with U.S. teammate
Kari Castle, who had already had won two world titles.
OPPOSITE Kari Castle has dominated free flight
competitions for decades | photo by Anna Kay von Dueszeln. BOTTOM Kari Launching Mammoth Ski Area | photo by JK Smith.
Vassort watched intently, hoping to learn something from her friend that might make her a better pilot. Claire laughs now, saying it was a mission impossible, because there was no special technique or formula that made Castle the best women’s pilot in the world at the time. What Castle had, she says, couldn’t be studied, duplicated or deciphered by a computer. “She was just a natural,” says Vassort, who would finish in second place that year. “She had an amazing instinct while in the air to make the right decisions.” When they flew together that week, Vassort recalls catching a handful of thermals with Castle, but the experience was rare. Castle always knew ahead of everyone else when to make the next move that would keep her ahead of the rest of the pack.
lives and teaches in Lookout Mountain, Georgia. “It was as if she were waiting for a while, and then simply said, ‘OK, I’m going now.’ She was that instinctive and efficient.” After one pre-competition tune-up, Vassort says Castle complimented her on her flying. Vassort was flattered but realistic, and said to her: “Well, you’re going to win,” Vassort recalls. To which Castle responded: “I’ll take one and you take two. Is that a deal?” At the time they both laughed, but that’s exactly what happened. And Castle earned her third world title. Today, Castle, 55, ranks as one of the all-time greats in her sport. Although she’s stepped away from elite competition
“It was a pleasure to watch her and hang with her but,
in hang gliding, Castle continues to fly both hang gliders
sure enough, I could only hang so long,” says Vassort, who
and paragliders, while working as a teacher and coach in
HANG GLIDING & PARAGLIDING MAGAZINE
17
Bishop, California, and doing stunt-double work in movies and television. Aside from her three world championships, she’s won second twice. She’s also won 20 national championships and has been selected to join the six-person (usually allmale) national team three times. As if that is not enough, she’s won seven paragliding national championships. Kari has traveled the world, seen gorgeous sights, and flown over the Alps and Andes. Along the way, she’s set five World Sports Federation Women’s World Records in hang gliding, three of which still stand: longest-distance flight (250.7 miles), longest straight flight to a declared goal (219.6 miles) and longest dogleg (one-turn) flight (181.5 miles). “She was amazing,” says Vassort. “What she was for the longest time was the best woman in the world.” One might think that Kari is fearless. But that is the last word Castle would use to describe herself. She claims she’s no daredevil. “I’ve always said I’m a gutless coward,” she says, laughing. In fact, she reports that the first time she took hang gliding lessons, back in 1981, she was too terrified to leave the ground. She’d strap into the glider, get a running start at the top of a 200-foot hill, and then crash, time after time. She’d abort the moment she felt the wing lift. “It scared the crap out of me,” she says. “So I pulled the bar in to make it stop, and I’d crash. I did that all day. I couldn’t allow myself to fly. I couldn’t trust the glider. At the end of the day I was sore and beat up and tired and humiliated.” Yet somehow she continued to want to soar like an eagle. She went back the next day, started with a crash, got up, charged down the hill again … and lifted off. “When I finally got in the air, I was like, ‘Oh, that was easy,’ ” she recalls. “I couldn’t believe how easy it was, once I just let it do its thing. … Then I couldn’t be stopped.” Over the 35 years since, Castle has made her home in the clouds. After thousands of hours in the air, suspended only by straps and wind, Castle feels completely comfortable in the sky, but still can’t explain why “a gutless coward” can step off a high, rocky ledge and trust that she’ll fly. She surmises it’s just too much fun and too beautiful for her not to ascend. She trusts her equipment, takes every safety TOP Kari and David Cleeland hanging out in Ghana | photo
by Loren Cox. LEFT Kari hiking in the Owens Valley, a place where she has lived and guided for decades | photo by David Bradford. RIGHT Kari in Ghana with Antoine Laurens, Chuck Smith, and Nick Greece in 2012 | photo by Loren Cox.
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HANG GLIDING & PARAGLIDING MAGAZINE
“Castle always knew ahead of everyone else when to make the next move that would keep her ahead of the rest of the pack.” precaution, and steps off the mountain every time. “I can’t climb a ladder without being afraid, but I can soar
for hours, longer than any other woman. “That’s what I was good at,” she recounts.
10,000 feet above the ground, look down, and feel at ease. It
The victory set the competitive hook in her. In 1988 she
feels good,” she says. “It is too good to be true. Being able to
moved to Bishop, one of the hot spots for the sport. Nestled
float away from a mountain is a dream come true—what I
in the Owens Valley between the Sierra Nevada and White
was meant to do.”
Mountains, the Bishop area has the right combination of
Castle moved to California in 1982 from her native Michigan to attend community college. Hang gliding wasn’t a priority; it ranked behind school and becoming
wind and peaks to be a hang-gliding magnet. That year she found her perfect home, a place where she could be outside and perpetually active—hang gliding,
a lifeguard. She worked as a lifeguard and an aerobics
hiking, climbing, mountain biking and skiing (downhill
instructor, before eventually graduating to a 9-to-5 job at a
and Nordic)—while also winning her first women’s na-
technology marketing research firm in the Bay Area.
tional hang gliding title.
In the interim, Kari found one of the state’s best hang-
Her new home also provided the motivation for her
gliding schools, just minutes away from her home in
to become a teacher, coach and guide, because she saw
Fremont.
so many people who had taken lessons but still seemed
The school was expensive, so they cut a deal with her:
unable to progress or really know what they were doing.
work for lessons. She did whatever was needed, includ-
“They were learning just enough for their instructor
ing setting up a simulator in malls and selling lessons
to say, ‘Go out and fly now. These are the restrictions; be
to others. So, she was flying, working at the school, and
careful; don’t fly in these conditions, etc.’ And the students
having a great time. When a local hang gliding club
would go out and, hopefully, get taken under someone
needed a woman for a competition, they called: “Kari, we
else’s wings, someone who would help them along during
need you to enter. We need a chick,” she recalls. And she
the next part of their journey,” she says.
won the women’s division.
But many didn’t know where to
Kari says she couldn’t do a 360-turn that was required, but she nailed her takeoff and landing and stayed up
HANG GLIDING & PARAGLIDING MAGAZINE
19
go to get that mentor. Kari filled that niche. Now, too, she
with another hang gliding/paragliding group, Wings of
coaches top-echelon hang glider pilots.
Kilimanjaro, in Africa
Castle no longer is driven to compete in hang gliding,
By the time Castle moved to California, she was living
although she says she’s not officially retired. She continues
a healthy life. Inspired by a friend, she quit smoking, cut
to enter some paragliding competitions. But at this point,
down on alcohol, took up cycling, and lost fifty pounds.
it’s not all the championships she’s won or the records she’s set that are most dear to her. What’s most important, she says, is the life she’s been able to lead. Today, she’s engaged to be married and still flying and giving back to the sport as an official (she helped
She says it’s not necessary to be an athlete to be a top hang glider or paraglider pilot, but believes it’s helped her. She’s always active. Mostly, though, hang gliding is a mental and skill sport, she says. Elite competitions last from four to 12 days. The
organize the 2015 national championships). She splits time
fastest pilot who takes his or her glider over a set course—
between Bishop, Baja California, and Hood River (where
around designated turn points—becomes the winner of
she kite-boards). Recently, she traveled to Europe.
each day’s route. Daily results are averaged for an overall
Now, Kari is giving back to others. She’s part of The Cloudbase Foundation, an organization of free-flight pilots that raises money and completes projects in com-
champion. “You must be accurate,” she says, “and within a 400-meter radius of the turn point.” When Kari first started competing, pilots wrapped maps
munities across the U.S., South America, Africa, and Asia,
around their basetubes (the bars held by the pilots to
where competitions are held. She’s doing similar work
control the hang glider, along with weight shifts) and used
LEFT Kari on the training hill. TOP 2006 Women's US World
point, they took pictures. The race organizers then devel-
them for navigation. To prove they’d flown over a turn
Hang Gliding Team featuring Kari Castle, Linda Salomone, Lauren Tjaden, Raen Permenter, and Judy Hildebrand. BOTTOM Kari and Ken Hudonjorgenson at the Rat Race Super Clinic, which she helps run | photo by Kimberly Phinney.
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HANG GLIDING & PARAGLIDING MAGAZINE
oped the film to verify their location. Now pilots use GPS, allowing race officials to track their flights in detail. The evolution of the sport has been amazing. These days, hang gliders can soar over flatlands such as Arkansas or Texas. It isn’t necessary to go to a place like Bishop, be-
“Holy moly, I’m still doing this. I’m still in one piece.” cause pilots and their craft can be towed skyward and catch the winds. But whether it’s 2016 or 1988, two things have remained
But she can’t imagine not flying for fun. “On almost every flight, I look around and think, Holy moly, I’m still doing this. I’m still in one piece. I know way too many people
constant: the thrills and the dangers of the sport. Castle
who aren’t. … But, yeah, just the simple act of running off
has had just enough of the dangers to make her cautious.
a mountain and flying—how many people do that? Not
She takes no extra risks.
many.”
Kari has had to deploy her reserve parachute twice—
As she describes her life, Kari becomes emotional. The
once, in the Owens Valley in 1988 (from 15,500 feet) and
champion who laughs often and pokes fun at herself feels
the second time, in the Alps, just a few years ago. In both
blessed. “The fact that I’ve been able to live my dream, I
cases, her glider was caught in dangerous wind shifts
feel, is an accomplishment,” she says. “Without even real-
and tumbled out of control. Both times, she didn’t think
izing the direction I was going, I was wondering what I was
she’d survive. In the Owens Valley, she had a hard landing,
going to be when I grew up. I knew I had to do something.
injured a foot, cracked her tailbone and some vertebrae, and lost a tooth. In the Alps, which occurred during a
“But it’s taken me a long time to accept that what I’ve done is OK. I kept thinking I should be doing something
competition, she had a soft landing with no injuries. But
(more conventional) with my life. But then I’ve seen so
this mishap helped her decide to cut back her competition
many people who have led that serious-working-life and
schedule.
say, ‘Damn, I wish I would have followed my passion or
“I was tumbling like a leaf falling out of a tree, flipping, tumbling,” she recalls. When she finally was able to deploy her chute, she felt lucky. “After that experience, I thought, I don’t want to play anymore,” she says.
what I was meant to do.’ ” Which is what Castle is doing—and finally appreciating. “I remember a friend a few years ago, saying, ‘Gosh, Kari, you live the life of a millionaire, but you have no money,’ ” she quotes, laughing. And Kari agrees.
Chase Your Dreams HANG GLIDING & PARAGLIDING MAGAZINE 21 W W W. W I L L S W I N G. C O M
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WONDER WOMEN 2016 Who They Are, Where They Went, and Why They Did It by C.J. STURTEVANT
T
his past summer’s comp season
pilot and a successful competitor.
felt pretty insecure comparing myself
served up some unique treats:
And both amazed themselves at how
to all the other sport-class pilots, all
Two women pilots, one hang
much they DID learn from competing,
with a bunch of XC experience and flying intermediate wings,” she recalls.
and one para, blasted through the
surprised and delighted with flights
gender barrier in US national compe-
they’d never dreamed possible. I
titions to share the podium and the
asked them a bunch of nosey-reporter
and forget about the scores. Each day I
medals with their male competitors.
questions, and they responded with
gained a new personal best, and even
Not since Kari Castle won the 1993
candor and humor. Here’s what they
made goal on the fourth day! I was
Sandia Classic has a woman pilot
had to say.
“Finally, I told myself to just have fun
very pleased to place fifth in a field of 14. My confidence exploded as well
beat the entire mixed-gender field in a hang gliding comp; last April, Niki
as my addiction to flying; I wanted to
Longshore outflew 15 men and one
continue to compete!” Lindsay learned to paraglide in
woman to take first place in the Green Swamp Sport Klassic kingposted
2012. “It took me three and a half
division. Lindsay Holden is our 2016
years to get 125 hours,” she admits
US National Fun (EN-B) Class para-
ruefully, but adds, “A huge turning
gliding champion, and was narrowly
point was spending two months
edged out of the EN-C class title (on
living and flying in Valle de Bravo,
her EN-B wing) by former US National
Mexico, last winter, where I doubled
Paragliding Champion Len Szafaryn.
my lifetime flight hours!” Armed with strengthened skills and a big boost
You may not have heard these names previously, but you’ll certainly
in confidence, Lindsay dove right into
be hearing more about these women
her first comp: the 2016 Rat Race—not
in the future, so let me introduce
Getting into flying and competition:
the scaled-down Sprint but the full-
them to you.
Niki took her first aerotow tandem,
on Race—where she accomplished a
Lindsay and Niki have a lot in common: Both began flying less than
somewhat reluctantly, in 2013 at the
respectable finish on her EN-B Rush
urging of her hang-pilot husband
4 (“It got re-named the ‘Crush 4’ after
five years ago. Both won their titles
George, and was immediately hooked
it helped me fly so well at Rat Race,”
flying a lower-performance wing that
on the “magical experience” of being
she quips), against the country’s best
is usually considered “not competi-
airborne. By 2015 her skills had
pilots on the world’s most competitive
tive.” Both jumped into their first com-
progressed to where Bart and Tiki
wings.
petition with minimal XC experience,
of Cowboy Up Hang Gliding encour-
expecting to learn on-the-fly what one
aged her to enter a sport-class comp
needs to know to be a more skilled
on her single-surface Icaro Orbiter. “I
Why compete? “Because ‘everyone’ says it’s how you
LEFT Rat Race 2016 Women winners, L to R: Lindsay, Bianca Heinrich, Lisa Dickinson | photo by Gabriel Schwarzmann. ABOVE
Lindsay launching at the Chelan Nats | photo by Martina Machackova.
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learn to fly better!” Lindsay points out. “Having rides to launch, retrieves, and a bunch of people to fly with make it appealing, too. And it turns out that having pilots everywhere marking thermals makes XC flying a very different experience! It’s not nearly as intimidating as flying solo at a new site, and gives you immediate feedback on what’s working, what’s not, and exactly what you (and your glider), are capable of.” Niki concurs, and elaborates: “Every time I join a competition my confidence grows and the learning curve expands.” The biggest challenge in competition: “PATIENCE!!!” Lindsay says, emphatically. Case in point: “I’ll never forget or forgive myself for coming up 200m short of end-of-speed in the recordbreaking Chelan task. Yeah, that’s right, I landed .2km outside of end-ofspeed after flying more than 220 km. I simply thought I had glide to goal. I’m not planning on (ever!) making that mistake again! After so many hours in the air and watching the distance count down on my flight instrument, I was ready to finish the task. I also knew I’d flown the task quickly, and was excited to make goal and see if I’d managed to stay in the top third or so of the field. But I have to remember that I don’t have the glide of an Enzo (Ozone’s top-of-the-line comp glider), so I have to get higher than most others to start big crossings, and often I have to stop and climb mid-crossing while the higher-end gliders just race on. Patience, again, is key, and something I sometimes run out of.” For Niki, the big challenge is “trying to stay relaxed. I have to tell myself to just have fun and forget about the points or what others are doing in the BELOW Lindsay en route to cloudbase in Chelan | photo by Martina
Machackova. OPPOSITE Niki and her Gecko.
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air. I really want to do well so I put a lot of pressure on myself.”
Heroes and friends and family:
as well as she does someday. She and
Mentorship, mindset, keys to success:
Niki gives a shout-out to “Mark
I cored a rowdy thermal together in
When I asked her to reflect back to the
Moore, the guy who taught me how
Rat Race, whooping and laughing the
start of the 2016 comp season, Lindsay
to fly. Thank you for always believ-
whole way up—I was stoked to fly that
says, “Wow! Well. I really didn’t know
ing in me,” she says. Also on her Hero
closely with someone who flies so con-
what to expect going into Rat Race or
roster: “Tiki Mashy, because she is
sistently! Kari Ellis, who I just met in
Chelan. Each day I’d launch with the
one of the toughest pilots I know, and
Chelan—I admire her ability to stay fo-
intention of keeping an open mind—I
is definitely a strong woman like I
cused over the long tasks and consis-
really felt the days were mine to ‘lose.’
aspire to be. Mick Howard, because
tently fly fast and far! Cody Mittanck,
I’m not sure how to explain it exactly,
he always keeps a positive attitude.
who sent some crazy deep lines in
but I remember kind of shaking my
Bart Weghorst, because he sets big
Utah recently and whose podcast with
head in disbelief as each day’s task
goals and goes after them. Of course
Gavin McClurg inspired me to spend a
was announced and thinking, ‘Well,
there is Robin Hamilton who is a sky
month in Europe learning some basic
let’s see what I can do with this.’ Most
god and I think that explains enough.
acro over water this summer. Mitch
of the tasks were longer distances
I look up to these pilots because they
Riley, as he works towards the X-Alps,
than I’d ever flown, and I had no idea
have been inspirational influences
and who’s always been available to
how far I could go. I reminded myself
while I have been learning how to fly.”
answer questions and has helped
to take each flight one thermal, one
me work through some frustrating
move at a time, and to try to stay in
plateaus in my mental flying game.”
the air as long as possible. I hoped to
my flying partner all summer, and
Knowing that her family is behind her
complete at least one task at Rat Race.”
my biggest supporter at both Rat
endeavors is important to Lindsay;
Luke Waninger tops Lindsay’s list of heroes and supporters. “Luke was
Race and Chelan. He definitely talked me back into the game after some
“My mom supports my flying in an ‘I can’t look because it’s my child up
(She made goal in three tasks and was very close to finishing a fourth of six total tasks). “For Chelan, I basically
really frustrating flights early in the
there but I’m also really proud of her,’
re-set my goals since it was a new site,
season.” And then there’s “Bianca
sort of way. My dad is also quietly
and flatland racing was a new style of
Heinrich—I remember thinking, not
proud, although I suspect they both
flying for me. I hoped to finish at least
that long ago, that I’d be lucky to fly
think I’m a little crazy…”
one task; I made goal in two tasks, and
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25
BELOW Niki dusting off at the Santa Cruz Flats Race. OPPOSITE
Niki at Villa Grove 2016. performance and passive safety tends a bit more towards the safety side. Her accomplishments this past year indicate that her “Crush 4” was a perfect fit for her first comps, but having realized that “the Rush just doesn’t have the glide or aspect ratio to push into strong wind,” she’s already looking ahead to a new wing—perhaps Ozone’s Alpina 2—that will allow her to further expand her competition skills.
very far, I left Zapata breaking a huge
five total tasks). The days I had good
learning curve and put that new-
Klassic on an Icaro Orbiter, but has
task starts I did much better—flying
found knowledge to the test at Big
since switched to the Moyes Gecko.
WITH the gaggle is infinitely easier
Spring, which helped me land third
Both are intermediate wings, but “I
than playing catch-up, which is
place. Robin has really helped me
was in Gecko-love from first flight,”
almost impossible on an EN-B wing.”
become a more confident pilot by in-
she says, pointing out that “the Gecko
Niki cites “strong mentorship” as
spiring me to accept new challenges.”
has excellent performance, and really shines in the climb and is what I find
the biggest factor in her competition successes. Specifically, “Sometimes
Recreational flying and competing:
most important in a hang glider.” She
we don’t know what we are capable
Niki views her recreational flights as
proved her point by winning the
of until a mentor offers knowledge
training for the comps. “When one
Moyes Gecko Challenge last July 12;
and safely takes us out of our comfort
competition ends I am already think-
read her story on page 66 of this issue.
zone. With Mike Barber and Robin
ing about the next one. I fly every fly-
Lindsay is still working on finding
Hamilton as mentors, my flying style
able day with a focused mind because
is constantly improving because I get
I want to continue to learn and im-
to learn from the best!” She spent the
prove. It is very important to me to be
winter and spring months in Florida
aware of the lessons presented while
shows optimized line of flight and
training with Mike Barber. “His
free flying, because those cards often
waypoint cylinders is key,” she says.
ground school and in-flight training
come in use during competition.”
Currently she uses a Flytec Element
took me from having one-hour flights
Lindsay laughingly describes her
the instrument that best fits her style. “For competition flying, having an instrument with a map display that
for the vario audio and as a backup task computer. For the Rat Race,
to three-hour flights, and landing by
free-flying style as “conservative with
choice, not because I had to. Training
moments of bravery. I don’t make
Flyskyhy on her iPhone proved to be
with Mikey improved my decision-
moves unless I’m really, really sure
a “good app, but with a TINY display,”
making dramatically. I put to use
I’ve got it. And I don’t leave myself
and has since switched to a Samsung
everything he taught me and found
without options. It’s just not worth it.”
tablet with XC Track. “The tablet gives
myself in first place at the Green
She reiterates the advantage of having
me a larger screen and XC Track has a
lots of thermal markers in a comp,
customizable display that shows ter-
allowing her to better evaluate her
rain maps, waypoint cylinders, etc.,”
Swamp Sport Klassic!” Her sky-god hero, Robin Hamilton,
alternatives in venturing into risky-
but she’s still in search mode for her
expand my limits, mentoring me
appearing territory that she might not
ideal flight instrument.
from afar while I travel. Just when I
dare explore when on her own.
“is always pushing me to find and
Niki has found hers: “The Flytec 6030 vario is definitely the most
get comfortable, he offers new chal-
26
Niki won the Green Swamp Sport
was VERY close to goal on a third (of
useful instrument during competi-
lenges I wouldn’t normally take on.
Wings and instruments:
For example, he suggested I should try
Lindsay’s Ozone Rush 4 is a state-
tion. For me, the most important
for a women’s world record in Zapata
of-the-art Intermediate/Sport class
functions when I’m competing are
over the summer. Though I didn’t go
glider, meaning its balance between
final-glide calculations, wind speed,
HANG GLIDING & PARAGLIDING MAGAZINE
and airspace, but the best function of any vario is the beep. When I’m flying I keep my ears open and eyes on the sky.”
“When one competition ends I am already thinking about the next one. I fly every flyable day with a focused mind because I want to continue to learn and improve.”
Last season’s memorable flights: light, scrappy lift for 20 minutes until
where I learned/flew as a very new
flight almost to goal in the longest
the day finally turned on. Nearly five
pilot. I would love to see what I can do
task in a paragliding comp, and
hours and 212 km later, I landed feel-
in those places now…”
Niki’s successful quest in the Gecko
ing like I just won a competition. The
Challenge. Like most of us, though,
most rewarding thought was knowing
the limits of what she and her Gecko
they weren’t willing to be pinned
I did it alone.”
can do together, and lists her hang
You’ve already read about Lindsay’s
Niki is looking forward to pushing
gliding goals as “setting new records,
down to ONE favorite memory! Looking ahead to the 2017 season:
achieving personal bests, and moving
started last November when I went
These two young women have high
up from Sport Class to compete in Open Class!”
Lindsay: “I think my ‘season’ to Mexico. I did a long flight there in
aspirations for their future in the air.
late December, about 72km, which
Lindsay hopes to trade her “Crush 4”
I was happy about because I’d never
for a new, higher performing para-
These two women, both relatively
flown that far. It was my first real
glider that will support her goals of
new to paragliding/hang gliding
cloudstreet flight, and I was chasing
“flying farther and faster.” She expects
Those are lofty goals for any pilot!
and still novices to long-distance XC
a group of pilots on Enzos and M6s.
to explore the Pacific Northwest in
flying, have focused a spotlight on
After everyone landed, I learned that
greater depth—her mentor Owen is
women in the free-flight communities.
the town we’d flown over isn’t an ideal
one of the local leaders in laying down
However the future plays out for their aerial aspirations, during this 2016
landing area, and that the particular
new routes deep into the Cascades,
route we took is rarely followed. Had I
and Lindsay believes “there’s so
flying season, Lindsay and Niki have
known these things prior, my deci-
much to learn from flying there.”
provided true inspiration to all of us
sion-making may have been different,
Additionally, she’d like to “revisit Sun
who fly, whatever our gender or wing
but it was such an awesome flight!”
Valley and Salt Lake City, both places
of choice.
That flight also marked the beginning of Owen Shoemaker taking her under his wing, providing much appreciated mentorship. “It’s made a huge difference in my flying to have Owen encouraging me to push my limits, introducing me to new flying sites in the Pacific Northwest, and answering my many questions!” Niki: “It has been an incredible year for me! There were many great flights, but my favorite was when I flew my first 100 miles”—which she did on her way to claiming the Moyes Gecko Challenge title. “For about two weeks in July we had incredible XC conditions in Texas. Every day was another attempt to go 188 km (the Challenge distance), and every day I landed short”—until one day she didn’t. “That flight was a struggle from the start,” she recalls, “and I drifted along in
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28
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Second
Shots
Five years after her haunting crash, adventure photographer Krystle Wright returns to the mountains of Nepal. words & images by KRYSTLE WRIGHT
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29
I
am experiencing déjà vu, as I hike up the Sherpa trails
My tandem pilot, Ferdy, reassures me, but the memories
that weave across the steep hillside above the village
begin flooding back. It’s hard to ignore the boulder field to
of Hushé, Nepal. I keep thinking… How on earth did no
my left, including the precise rock I hit, that was pointed
one fall while they were evacuating me off the mountain on a
out to me earlier by Hussein. I remind myself that having
stretcher?
fear is good, because it prevents me from becoming com-
As I arrive at the takeoff, I reacquaint myself with the discomfort of having to dress in multiple layers for high-
placent. However, I realize that I have not only the natural fear that should be protective, but also the gut-instinct
altitude flying, as I feel sweat running down my dirt-
fear that can be overwhelming. The two seem entwined.
covered skin. I remember a time when I always had blind
I know I am most fearful of repeating the mistakes that
confidence in my tandem pilot and gear before I was about
resulted in my tandem paragliding accident in 2011. Was
to take off and charge down the mountain. But now, I
I letting the motivation to erase an image overshadow a
stand at launch feeling the onset of an anxiety attack.
more genuine reason to be standing there to simply appre-
TOP Horacio Llorens folds his glider away under the watchful eye of curious bystanders on the shores of Shyok River.
ABOVE (L to R) Portraits taken immediately after landing from a long flight of Tom De Dorlodot, Horacio Llorens, Hernan
Pitocco. OPPOSITE In the heart of the Karakoram Range, Tom De Dorlodot flies in front of Drifika Peak (6447m). PREVIOUS PAGE Hernan Pitocco sits on take off patiently waiting for the conditions to improve in Hushé.
30
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31
BELOW Below: Horacio Llorens high fives the children from Hushé as every landing the pilots would be surrounded by
curious kids. BOTTOM Young children from the village of Hushé peer through the window of the NGO guest house. OPPOSITE TOP Hernan Pitocco explores the terrain of the Karakoram Range in the valley of Hushe as Tom De Dorlodot soars to higher altitudes in the background. LEFT The crew hiking the local sherpa trails that eventually lead to the only take off area. RIGHT Young children from Hushe look up and watch the pilots come into landing. CENTERFOLD Hernan Pitocco explores the ridge lines that run down from Masherbraum in the Karakoram Range. photograph my friends Tom, Horacio, and Hernan flying in what I consider to be one of the most breathtaking and magical landscapes I’ll ever see. There’s a theory that our minds aren’t very good at thinking of how to deal with risk. We often find ourselves afraid of things we shouldn’t be and not afraid of the things we should be. As an adventure photographer, I lead a unique lifestyle that does carry a lot of risk, but my ultimate motivation for tolerating the risk is to be educated. I know I can only achieve knowledge through experience. ciate and enjoy the opportunity of flight? I stare at the ground and try to picture where my feet are going to go. But as Ferdy launches the glider, I immedi-
windburn the eyeballs and take two days to recover. I wish
ately fall backwards. I hadn’t prepared myself properly for
I could remove the anxiety attacks that build up inside me
the sudden energy that pulls us uphill. I immediately get
on takeoff and return when I’m about to come into landing.
back on my feet and, after a few steps forward, we begin to
But understanding what my strengths and weaknesses
soar away from the mountain, and a huge wave of excite-
are is crucial to understanding who I really am.
ment and relief set in. This launch was easily my most awkward, but being in the sky again is worth it. I had waited five years to return. I just wanted one magical flight during which the sun would drop low enough that I could
32
On this flight, I also learned that flying without ski goggles at altitude and 50km/h winds for five hours will
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Pakistan | photo by Krystle Wright USHPA PILOT MAGAZINE
36
HANG GLIDING & PARAGLIDING MAGAZINE
Ager, Spain
Nothing but Fun & Sun by JOHN W. ROBINSON “It looks good for the time being; feel free to get an orientation flight if you’d like.”
T
minute walk to the village. Ager is a
over 30 years. Statistically, during the
classic Catalonian town with architec-
months of August and September, the
ture to match, including a fantastic,
Ager Valley averages only one day of
hus ended the site introduction
centuries-old church, a few cafes and
precipitation. During the last nine
given by our co-guides Toby
restaurants, a bakery, and an ATM.
years of Toby’s and Brett’s guiding
Colombe and Brett Janaway.
What more could you want? Perfect
in the Ager area, there consistently
We’ve finally arrived at the Col d’Ares
weather. And that’s what is topping
have been six-out-of-seven full days
launch, after touring two official LZs
the draw of free-flight pilots from
of flying.
in the valley and getting a briefing on
throughout the world, as it has for
normal flying conditions at each spot, as well as good local and XC routes in the valley and among the peaks and ridges in this part of the Pyrenees. Unfortunately, we don’t have “normal” conditions today, because
Today, however, is not one of
“The flying scene in Ager features spectacular thermal and ridge soaring, suitable even for novice pilots, and expansive XC potential for more experienced ones.”
today’s normal is “awesome.” Today we have unbroken gray sky as far as I can see and cloudbase flirting with launch. Wind speed is at the upper end of launch comfortable. Hmmmm. My mates and I—12 of us in all— are in Ager, Spain, on the first of a 10-day flying holiday guided by the experienced UK-based duo of Toby and Brett. They’ve been leading trips to Ager for nine years and certainly have the system down. We’re going to enjoy this week, no matter what the weather decides to do. The flying scene in Ager features spectacular thermal and ridge soaring, suitable even for novice pilots, and expansive XC potential for more experienced ones. Campground and bungalow accommodations are located right next to the spacious, grassy, main LZ, which is only a five-
OPPOSITE Mont
Rebei Gorge. ABOVE Soaring above l’Ermitage de Pedra.
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37
Farm LZ. The launch is 3000 feet over
those days, even if it is the middle of
launch. It looks reasonable, so soon
September. And the forecast for the
my Gin Atlas XAlps is tight overhead,
the valley, so even a sled ride affords
next few days doesn’t look much dif-
and I step off into the void under the
lots of room to maneuver and revel in
ferent. We’ll see.
gray ceiling. My friend Phil is right
the sights of the beautiful landscape.
But, just as they said, it does look
behind me. I’m feeling the childlike
And beautiful it is. The rugged
suitable at least for a short flight. We
joy that flying paragliders induces in
Montsec Massif is topped by a long
scurry around, laying out gliders and
me. Others join us as we play in the
rocky spine of a ridge aligned east-
getting flight-ready on the super-
air around launch for a few minutes,
west. The remarkably straight ridge
spacious takeoff area. Brett launches
before heading out over the valley to
runs for 20 kilometers, with each end
first and explores the air around
sort out our first landing in the Pig
terminating in a deep gorge. Skilled and lucky pilots occasionally jump these gorges to rack up impressive XC flights, but more often, XC flights involve going over the back, working intricate terrain to end up, for instance, at the lakeside town of Tremp. No big XC flights for us today; that’s for sure. However, most of us do get that orientation flight to the pig farm, and another one, too—where we glimpse the setting sun through the clouds—to the LZ by our bungalows. Oh, I’m thinking, as I land on the soft grass, it’s good to be here! And the dinner on the patio of La Torres Cafe, where a sliver of moon peeks through the scudding clouds, only increases that good-to-be-here feeling. Our week rollicks on. We dodge
LEFT Ager
main launch, Coll d’Ares. RIGHT Soaring above the almond orchards, Val Ager. ABOVE Expedition vehicles, Gabriella launch.
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unflyable weather—too much wind, or wind over the back, or drizzle—and
manage to fit in many memorable
shouting about how good it is to be on
flights. Some are cut short, due to de-
the ground today.
teriorating conditions, but we always
When the wind is from the east one
The Pyrenees are snaked with hiking trails of all description. As a mountain runner, I love exploring the paths on the flanks of Montsec. Many
land well with minimal drama. OK, so
afternoon, we are able to fly from the
there was the guy who bounced off
Gabriella launch. Launching from
lead to thousand-year-old mountain
the roof of the barn while landing at
this tight, rocky spot delivers us into a
chapels, or the ruins thereof. Most
the Pig Farm: no harm done. Anyway,
space over a dramatic, craggy land-
mornings I’m up early and out of the
we keep having fun, in spite of the
scape that features an amazing view
bungalow for a few hours to try a new
lack of perfect flying conditions.
of the mountainside sanctuary of
running circuit, and am easily able
l’Ermitage de Pedra.
to be back before the day’s preflight
Three in our group are from the United States, but most are from England, with a few zany Welshmen thrown in for good measure. We get to know each other well and laugh at the antics of the more outlandish characters among us. One day the launch is blown out with gale-force winds, so Toby suggests that we hop in the Passionwagon, the Passion Paragliding van, and set off to hike the Mont Rebei Gorge, the deep cleft that incises the western end of the Montsec ridge. This spectacular four-hour hike takes us on a path cut out of the solid rock of the gorge; at one point the two-thousand-foot wall opposite seems only spitting distance away. We’re caught by a brief thunder-shower and hunker down under an overhang, laughing and
LEFT Over
the village of Ager. RIGHT Heading west along the Montsec ridge. ABOVE The American teaching the guides exotic sign language.
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39
meeting at 10:30 or so. On a day when the flying ends early, some of us are off to locate and hike the ruins of a no-kidding section of
already a memorable scene, and as
everywhere, among the pastures and
I head out to land, the bells start to
almond and walnut orchards. Phil’s
ring. Bong…bong...bong. The valley offers impromptu LZs
cial rock back at the bungalow.
Via Romana. That’s right: the remains of a carefully laid roadbed installed
On another day that gets shut
by the Romans 2000 years ago. I am
down after an early and sweet top-
in awe as I walk the kilometer-long
to-bottom flight, we pile in the vans
remnant and imagine the world at the
and head to the famous mountain
time it was built. I stoop and caress
near Barcelona called Montserrat.
the stones with my hand, feeling the
Jutting out of the plains west of the
connection through the ages to those
city, Montserrat consists of a jagged
kindred souls who made the most of
ridge composed of a jumbled collection of stone monoliths reaching
their lives then, as we do now.
a few thousand feet into the air. A
I bet they dreamed, like so many since, of flying like a bird. We still
curvy 11-mile road leads to a village
dream it today, and some of us lucky
based around a basilica and monastery. These days it’s become a huge
fools actually get to experience it.
destination and tourist trap; every-
Later in the week, I take a delightful air tour of the valley, my beautiful
where are tour buses from Barcelona.
sapphire and ruby-red Atlas soaring
We find, however, that one can easily
over my head. Flight conditions (sur-
escape the crowds by taking the trails
prise) aren’t perfect (it’s rather gray)
that lead further up and away. In
but who cares? I’ve been in the air for
fact, in my journal of the trip I have a
50 minutes and all is right with the
star scribbled next to my description
world. Before I set up to land, I take
of hiking in my shorts and sandals
a lazy loop over Ager town and look
high on Montserrat, among the stone
straight down the church steeple. On the dusky stone walls of the church, colorful flags flap languidly in the breeze. I shake my head in amazement as I peer down on it all. It’s
40
been collecting fresh almonds for us daily, bashing them open with a spe-
HANG GLIDING & PARAGLIDING MAGAZINE
ABOVE Life
at the bungalows. TOP, L TO R Catalonian flag in Ager. A quiet side street in Trent. Via Romana. Sky over Val Ager. Sign at Coll d’Ares launch.
towers and hermit refuge ruins, in the howling wind under the bright blue sky. When we’re treated to more flying on the last day, we find ourselves in
a major surf session above the rocky
paragliding, we’re already mulling
signed up to go next summer. “What do you think, Phil?”
ridge of Montsec. More gray than blue,
over where we might go fly next, if we,
we flirt with cloud flying; I see big
you know, can stack our cards right.
ears blossoming, wings folding like
Brett leads trips to Slovenia, and
his head, that dreamy, far away look
petals of flowers. We’re all friends
some of our new friends have already
in his eyes.
“Hmmm,” he grins and slowly nods
now, and we know which “flowers” belong to whom. We hoot and wave to each other when our flight paths converge. The trip draws down. On the last night, Toby and Brett treat us to a paella banquet. A regional and national favorite consisting of rice sprinkled with meat, prawns, shellfish, and distinctive seasoning, paella is definitely worthy of special banquet status. We give toasts, offer special gag awards and, in general, celebrate our week of fun and flying in this wonderful part of Spain. I can barely stay awake for the signature provincial dessert, Creme de Catalonia. But no, I wouldn’t miss that. Back at the bungalow, Phil and I pack up, stuffing dirty clothes and souvenir T-shirts into our glider packs and chuckling over funny things that happened during the week. We muse over how, in the face of imperfect flying weather, we still had one of the best trips ever. And being jazzed as ever about
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41
Playing
Marco Polo by ANNETTE O'NEIL
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After drawing a 1400-kilometer line through Tajikistan and Kyrgyzstan, Kirscha Berlinger and Jakub "Kubo" BeĹˆo set out on an unprecedented adventure high above the Silk Road.
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43
K
rischa Berlinger, a half-German Swiss national who
Krischa’s back-of-the-hand knowledge of the Swiss Alps
Pass, took a few years to launch from the rocks he had
would make him an invaluable asset on an X-Alps team. He asked. Krischa quickly responded. Supporting Turner in his
been obsessively climbing since age eight. “I thought I was slowly getting too old for downclimbing,”
X-Alps bid immediately whetted Krischa’s appetite for more. “I’d wanted to fly in the Himalayas ever since I started
he laughs. In 2012, at age 32, he and his climbing partner did some-
paragliding,” Krischa says, “But I actually started planning
thing about it. They picked up matching P-2s in South Lake
for it immediately after the X-Alps. I mean: the Himalayas
Tahoe.
are the absolute pinnacle. You can’t go higher. You can’t go
“I didn’t know about cross-country when I started flying,” Krischa remembers, “but as soon as I started to understand the possibilities, I wanted to do XC more than anything else.
more extreme. That’s what I wanted, and the X-Alps taught me it could be possible. Hard, of course, but possible. “I wanted to do something that massively exceeded my
As soon as I could thermal properly, I never stopped work-
comfort zone,” he continues. “The idea appealed to me,
ing towards flying XC.”
precisely because I was really afraid of it and because it
The new pilot’s first verifiably cross-country flight was from a site snuggled up against the legendary Owens Valley,
seemed to be an impossible dream.” At first, Krischa thought he could follow a path from Tajikistan to China and then cross over Pakistan into India.
close to Yosemite, on the eastern side. “It was late in the season, but up there, you don’t have a
But he soon realized that was not possible, because the
choice about whether to do cross-country. You get blown
border of Pakistan and India was (and remains) rife with
cross-country anyway. I launched, took one thermal and
active conflict. The final route he chose followed a straight
followed the clouds. Eighteen kilometers later, I landed in
line, covering a distance of 1400 kilometers over two way-
the field of a school and thought it was the best thing I’d
points, with one border crossing: Tajikistan to Kyrgyzstan.
ever done. I wanted to repeat the flight as soon as possible.”
The planned route stretched along the ancient Silk Road,
So he did—again and again and again. Krischa not only flew
including parts of the route of Marco Polo. With Krischa’s
all over the States but also all over his home mountains in Switzerland, gobbling up the hours. ABOVE Last launch of the trip at 4000 meters. RIGHT
around 4800 meters.
44
Dave Turner, a close friend of his instructor, knew that
grew up clambering around Switzerland’s Grimsel
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itinerary complete, he reached out to Slovakian pilot Jakub “Kubo” Beňo to join him.
Krischa and Kubo. FAR RIGHT At the end of the Zerashan valley at
“They told us we were lucky not to have gotten shot, because we were in a militarized border zone between Uzbekistan and Tajikistan–and we weren’t even flying yet.” Then Krischa had just one more crucial step to take: approaching his sponsors for backing. “When I asked my first sponsor—Ozone—they said, ‘OK! We will send you a wing.’ And there was no turning back,”
“I had the premonition we were going to run into issues regarding water,” Krischa grimaces. “And I was right.” Krischa and Kubo walked for two days. On the second day, they drank water given to them by a farmer and realized,
he laughs. “Actually, as soon as I talked to someone about
too late, it was unfiltered river water. Unsurprisingly, they
my idea or even thought about it, there was no turning back
caught something. It was bad. Whatever was in that water
for me in my heart. But once someone agreed to pay for it, it
stayed with both pilots for the entire expedition. And in a
was definitely a done deal.”
situation where they were already going to face hydration
Preparation for the expedition was, of course, arduous.
issues, working their way across a Tajikistan that had just
Because much of the planned route sat at breathlessly high
reported the least snowfall in its recorded history was not a
altitude, Krischa, accompanied by his intrepid girlfriend
good situation.
Sarah, headed to the Indian Himalayas three months ahead
After thoroughly drying themselves out in their initial
of the trip. The plan: to trek Krischa into fighting shape, to
overland trek through totally unflyable conditions, the
revive his flying skills from their atrophy over a long winter,
two men ran into a couple of military patrollers. “They
and to get him properly acclimatized. He and Kubo weren’t
told us we were lucky not to have gotten shot, because we
going to be carrying any supplemental oxygen.
were in a militarized border zone between Uzbekistan and
And then the day arrived. Krischa kissed his girlfriend goodbye in Delhi, hopped on a direct flight to Tajikistan, and waited for Kubo. Game on. “We had to take a taxi to the location where we were going to start the journey,” Krischa says, “at which point we were
Tajikistan,” he says. “And we weren’t even flying yet.” The pilots determined that the militarized border zone continued for about 80 kilometers, so they stuck out their thumbs and hitched their way out of it. They hopped out of the truck, thanked the driver, and named the spot where
given the classic introduction to Tajikistan: a royal screw-
they were standing the new starting point— essentially
ing over by a taxi driver. That taxi ride cost us more money
scratching the first two days from the record.
than the entire rest of the trip.” They were dumped at the Uzbekistan border at mid-day
Finally, Krischa and Kubo were able to get out their gliders. “The wind was very strong,” Krischa remembers, “But
onto a stinking hot desert, full of lenticulars. There was no
we really wanted to fly. We skyrocketed straight up to 5000
option for flying, and it was dry.
meters, and conditions were extremely turbulent. Neither
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45
BOTTOM South of Issykkul, Seifi rides out a turbulent convergence at 5000 meters. RIGHT
of us had been flying for a couple of weeks, and we couldn’t identify anywhere to land a reserve if we needed to.” After 60 kilometers, the surrounding thunderstorms
The pair had been flying right along the border between Kyrgyzstan and Tajikistan and had been mistaken for foreign agents who had jumped out of an airplane to infiltrate
started frothing at the mouth. The two top-landed on a
the territory. After a few minutes, the mistaken identity
ridge at 3600 meters, and “pretty much prayed for our lives,
was sorted out, and the soldiers kindly shared their break-
like little puppies” shortly thereafter, because the night
fast and water with the ragged pilots.
was well below freezing, the lightning kept striking on the
The weather was miraculously good that day, but the
ridge right next to their flimsy tents, and the parasite they’d
flight they got was a short one. They were both so weak-
picked up kept sending them out into the maelstrom.
ened by illness and sleep deprivation that they simply
“I was, like, OK, if we survive this, it will be awesome, but if
couldn’t continue flying. Ironically, that day was one of
I don’t, please tell my girlfriend I love her very much,” Krischa
the best weather days of the entire trip; it was going to be
laughs. “And Kubo was, like, I am not going to survive if the
touch-and-go almost every day thereafter.
lightning strikes you, idiot. I am right next to you.” They did survive that night, albeit in an extremely ex-
“We always flew as much as we could,” Krischa explains. “But we were often stopped, or prevented from taking off,
hausted and totally dehydrated state, only to be awakened
because the winds were too strong, or the overdevelopment
by a metallic clatter familiar to anyone who has watched a
was already happening at, like, 9 o’clock in the morning.
Schwarzenegger movie.
And, of course, we only had a certain number of days re-
“We both ran out with our hands over our heads, like, chill out, everyone!,” he remembers. Outside of the tents stood three pissed-off Tajik military men who had been searching 15 hours in the thunderstorms for Krischa and Kubo.
46
Final glide towards Chatyrkul.
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maining and needed to get a certain number of kilometers done per day.” The next day wasn’t too bad for weather, either, but, close to the end of the valley, they faced their first crisis. Krischa
and Kubo were still very high above the valley floor, getting
Muslim family. “They wouldn’t take money, even if we
ready to jump it and fly south, when they smacked right
shoved it down their throats,” Krischa explains. “It was hard
into brutal glacier winds that stopped them dead in their
to get them to take anything for all they gave us.”
tracks and then started to shove them backward. “We realized we were going to go badly backwards into
The next day, as luck would have it, was “the best day of the whole trip.” Krischa and Kubo were able to fly over the
the valley,” Krischa remembers. “So we side-hill landed in
Rasht Valley—around 120 kilometers—all the way to the
rocky mountains. I got lucky; I found a relatively good spot
entrance gate of the Pamir Mountains. Krischa remembers
to land, with only a couple of rocks that smashed my knee
it as “the only time we had no horrifying moments in the
open.”
air, or landing.” It was a perfect day. After an easy valley
Kubo didn’t fare as well. Krischa watched him impact
crossing, cloudbase wasn’t high enough to cross over the
from a hundred meters overhead, fearing the worst. He saw
range, so they scratched by 20 meters over the glaciers that
Kubo being dragged relentlessly over rocks in a steep sec-
crowned a high mountain pass.
tion of the slope, swiss-cheesing his wing, ripping his harness and smashing an alarming amount of his equipment. “It was a miracle that he escaped without broken bones,”
“It was one of the best feelings,” Krischa grins. “That flight continued for five hours or so, and it was absolutely mindblowing. We ended up with a lot of footage of our flying
Krischa grimaces. “I knew he was going to be OK when I
next to each other, howling with joy, looking around, clearly
saw him bunching up his glider and heard him swearing in
amazed at everything we saw.”
Slovakian.” At first, it looked as if there would be no chance of continuing the trip, but closer inspection revealed that Kubo’s
Once they arrived at the entrance gate of the Pamir, the challenge was on. The monstrous Pamir, after all, is the “roof of the world,” and has well earned its nickname. This
kit was repairable. The pilots took two days off to put the
region is utterly unpopulated, dizzyingly steep, and inacces-
gear back together with climbing tape and superglue, while
sible for suppliers. Conditions that are notoriously strong,
enjoying the astonishing hospitality of a deeply religious
with extreme altitudes, make crossing the Pamir no easy
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47
feat. The next leg required a very good day to fly successfully (or, more likely, two or three hard days with good
“We got closer than we wanted,” Krischa recalls, “because
windows). This was the scariest part of the trip on paper,
we got dropped down really low to the valley floor. We were
and both men felt it keenly.
moving downwind very fast, toward the glacier, and land-
They replenished their supplies and waited nervously for weather, living on updates from weather-guru, Louis Tapper, in New Zealand. The good forecast finally came in. The men missioned up the difficult trail to launch, weighed down with 30 kilo-
ing was not an option. There were only crevasses on one side and rivers and rocks on the other.” At this point, safe landing was survival; there was no practical emergency retrieval from the heart of the Pamir. As if with an enormous stroke of luck, the mountain
grams each. Then Krischa snapped several lines on the first
stood ready to save them. They reached it and soared “with
launch attempt, which took two obscenity-laced hours to fix.
six meters a second” up the face to 6000 meters, with tears
“When we were done, I didn’t even look at my watch,” Krischa says. “I was, like, come on, let’s do it. It had to have
in their eyes. “We were crying, because we couldn’t believe we’d made it,” Krischa says, “And also because of the sheer
been 2 o’clock. It was way too late, but we still launched.
beauty. It was a magical hour in this incredible world,
There was this moment when we were still at the front,
where there are no people, no roads, no signs of civilization.”
with villages and civilization below. And then, there was nothing. But no turning back.” The pair punched 6000 meters up into the Pamir, cupped
48
in the world, outside of the polar regions.
Krischa and Kubo had one more challenge to overcome that day: a 5000-meter mountain pass that had to be crossed. The winds had picked up again at altitude, and the
in yawning, empty, dust-storming valleys by 7000-meter
two wings were clocking over 80 kilometers an hour, which
peaks that twinkled with glaciers. Before long, the two
wasn’t a good sign. The pilots hoped beyond hope that it
wings came over the Fedchenko Glacier—the longest glacier
was just winds aloft and that things had calmed down on
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camp, where they ate their fill of yak meat and passed the bitter-cold night in a tent. The next morning, both Krischa and Kubo broke their personal altitude records. After they launched from the 5000-meter pass, Kubo got to 7250 meters; Krischa got to 6884. That flight could have lasted hours longer than it did. It only stopped because they’d reached an artificial end— the Tajikistan/Kyrgyzstan border. After such a remarkable, landmark flight, the two weren’t in the mood to be shot out of the sky. Another really ferocious wind on the ground dragged them over the flatlands for a couple hundred meters, before they handed over their passports. The cadre of jolly 20-year-old Tajik border guards they encountered insisted that Krischa and Kubo overnight with them. Predictably, there wasn’t much sleeping on the agenda. “We had to drink bottles of vodka,” Krischa winces. In the early morning, the guards went out to look for drug smugglers. After hearing the far-off whoops and gunshots in the air, it seemed to the pilots that the guards just continued their party in the desert. The next, bleary day was spent on the ground, as was the following week. Krischa and Kubo were forced to slog for days: along the highway, across the vast flatlands, down to the Kyrgyz border and then across a moonscape valley. These were 12-hour days, tromping 50 kilometers with really heavy backpacks, under a weather forecast that was, according to Krischa’s memory, “absolutely shit.” The jet stream had installed itself above the country and had no intention of budging. the ground, but it didn’t look good. That’s when the nightmare began. Krischa got into a rotor, dropped into the 4300-meter pla-
“We were really trashed,” Krischa says. “Bleeding toes, heels, blisters. A mess.” They huddled in a yurt for a couple of days, praying for
teau behind the peak, and got pummeled. This time, Kubo
a good-weather day. Finally, they had a 50/50 chance to fly.
watched the landing, and it was not good.
The men knew it was going to be risky; the flight would in-
“I faced into the wind and looked at my GPS that said I
volve crossing another high, technical range, for one, and a
was moving at 15 to 25 kilometers an hour,” he explains. “I
wind-wracked plateau, for another. True to form, the winds
was relieved, but when I looked at the ground, I realized I
picked up and up and up after launch, and, at some point,
was doing that speed backward.” Krischa got dragged 200
the terrified pair was soaring backwards, 5000 meters up
meters, though yak dung and mud, to arrive in an inglori-
the walls of a dead-end valley in extreme turbulence.
ous pile of goo and nylon. Kubo’s landing was so hard that he was nearly knocked out. Unbelievably, there was nothing to hit, other than a smattering of tiny rocks along the way—and the landing depos-
Once over the range, the adventurers caught another lucky break: a wave that washed them super-smoothly across the plateau at 5000 meters. “It was beautiful,” Krischa remembers, “We were flying
ited them next to what might have been the only nomad
across this plateau and both of us were screaming at each
camp in the region. Both emerged stunned, but utterly un-
other, please, please, no backwards landing! Finally, we got
scathed, and were welcomed immediately into the nomads’
lower, and the thermals disappeared. We just had to go
OPPOSITE At 6200 meters over the Pamir plateau, lake Karakol in the distance. TOP BOTTOM
Landing in the Zeravshan valley. One of our 'support teams'–the generous families inhabiting the high-altitude route.
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49
LEFT Kubo hit hard by a parasite picked up from a dirty water source. RIGHT
land. And then, suddenly, we spot two trucks in the middle
sibility of reaching Bishkek on schedule dwindling every
of this perfect flat plateau that was about 40 kilometers
day, and the weather soldiering on with determination to
across.”
stop all flying, grumpiness was at an all-time high.
The pilots made their way over to the trucks. The land-
After a sled ride, the two determined to walk up and
ings had been perfect—not backwards. That was fortunate,
onward from that landing and at least gain a crumb of
because the men in the trucks would not have been helpful:
distance. However, they found a launch a little ways up, and
They were all hammered drunk. What lay ahead was the pilots’ goal of Bishkek, the capital
from that launch they spotted tiny, miracle gaps in the low cloudbase pushed on by what seemed like force of will, as
of Kyrgyzstan— the last technical flight of the trip. The
there wasn’t any sun to speak of. After the suffering of the
route was relatively easy, with clear lines to follow. The
past two weeks, Kyrgyzstan offered up a gift: a gap between
team’s Kiwi weatherman had his doubts that the conditions
the clouds that crowded over the mountain pass. They went
would be right for the final push, but the pilots lined up at
for it. They made it.
launch anyway. After a violent, near-immediate blowback,
“We thought it was over,” Krischa smiles, “but it wasn’t, be-
the two landed and packed up their bags for another long
cause there was a big flat area in front of us. Suddenly, there
walk—one that lasted six days—in the wailing, screaming
were thermals in the middle of the valley, so we started
wind and rain. In the morning, it snowed. Krischa’s toes
flatland flying, very slowly. It took us two hours of very tech-
were frostbitten; he wouldn’t feel them for a week after.
nical, very slow flying—like 10 inches a minute of upward
The pair received endless hospitality from the smiling residents of the yurts along the way, so all was not lost. Their bellies stayed full of warm tea, fermented horse milk and sheep intestines. “At this point,” Krischa deadpans, “We thought that the country of Kyrgyzstan was simply unflyable.” With the pos-
50
150km home stretch towards Bishkek.
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movement. We reached the next mountain range, and we got over that, too. We were extremely happy.” Over that range, the two saw thunderstorms lurking nearby, so they settled in to the Kyrgyz grasslands, near
Kyrgyzstan’s great central lake, under a mantle of sunset
the pass in the moonlight, and they knew if they managed
sky. When they looked at their position, the pair knew they
to jump over to the next mountain range from there, they’d
would probably be able to make Bishkek. That was good,
have it in the bag.
because the pilots’ exit flight from the Bishkek Airport was to take off in 10 days. Krischa and Kubo had a 20-kilometer walk ahead of them
That’s exactly what happened. The final push took under two hours in clouds and thunderstorms, after which they triumphantly glided into
to the next launch. A big convergence at 5000 meters—”the
the flatlands. The pair landed and reached Bishkek on foot,
type that wants to rip your glider to pieces,” according to
40 hours before wheels-up on their departure flights. They
Krischa—added to the stress, as did an ugly miscommuni-
washed the blood from their brutalized feet and luxuriated
cation. Kubo had understood that the next flight was meant
in the first proper shower in seven weeks. Neither man
to be out towards the lake. He was out front, and, without
could believe they’d made it.
walkies, there was no way to correct his assumption. Kubo landed in beautiful, calm, evening air, giddily happy at such a buttery conclusion to the burly challenges of the trip. He was startled to face a spitting-mad Krischa. Soon, the two were friends again, walking not-entirely-
T
he final total: In 43 days, the pilots logged 1140 XC kilometers of flying and 740 kilometers of walking, with about 35 of those land miles being vertical.
“I would never, ever again do anything of this magnitude,”
bitterly back to the beginning of the valley they had just
Krischa laughs. “For sure not. I have it out of my system now,
soared through. The next day’s strong winds kept them
and I am very certain that I am never going to even dream
down, and after a freezing night on a glacier, they were off
about it, because the suffering we went through was just
to cross five different mountain passes, plowing through
too much.”
massive clouds and whistling at each other to avoid a col-
“I sometimes thought that this might be the last thing I
lision. At the end of the flight, they landed in a soccer pitch
would do, ever,” he continues. “We used four or five of our
in the middle of the town of Karakul. From there on, they
lives on this trip. I am only 35. I still need a couple.”
knew they had a decent chance to make their flights in Bishkek. But the path to their final destination was filling quickly with thunderstorms. For the next three days, the winds were eerily quiet. Towering overdevelopment and basement cloudbase made the way soggy, slow, and technical, but they slogged through the distance, regardless. Kilometer after kilometer, listening to the storms roaring in the (sometimes nonetoo-distant) distance, Krischa and Kubo stubbornly pushed
Krischa would like to thank his sponsors, without whom the mission would not have been possible. Ozone Paragliders contributed an Alpina 2 (“the perfect solution of safety and performance”). Kortel Designs and High Adventure contributed the Vol-Biv harness Kolibri. GoPro contributed cameras and mounts. Rescue-me.ch, the European distributor of the DeLorme InReach rescue beacon, contributed a device and subscription.
their way onward. The night before the expedition’s final flight, the pair walked up into the mountain darkness to 4000 meters, spun up in the snow globe of a meteor shower. They made
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51
How to Avoid Airplanes
by Chris Rancont
W
e fly our gliders in uncontrolled (Class G) and also controlled (Class E) airspace, where we share the airspace with other aircraft. By following cloud clearance rules and understanding flight rules, it is possible to reduce the chances of conflict with other aircraft and make our sport far safer for us as well as others with whom we share the sky. The vario sings as you approach cloudbase and choose the direction to head out on your XC flight. Then you hear the hum of an aircraft engine in the distance, sounding like it is west of you and getting closer. You continue to scan the sky, but see nothing. The sound gets louder and louder, but when you look up, down, and around, you still can’t find it. Where is it coming from? Well, if the aircraft is in cruise flight and following the rules, it should be located on the odd altitude, or the odd plus 500 feet. So check your altimeter, adjust your altitude to maintain distance from these altitudes, and watch the airplane safely pass by with adequate separation. By understanding the basic international flight rules, we can do due diligence to maintain a safe distance from an aircraft in cruise flight. Remember that as a basic rule, EAST-bound aircraft are at ODD altitudes, and WEST-bound aircraft are at EVEN altitudes. “East is Odd, West is Even odder” VFR versus IFR. Pilots flying
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under visual flight rules (VFR) over 3000 feet above the ground and in cruising flight, are supposed to fly at odd altitudes plus 500’ (3500, 5500, 7500, etc.) on east-bound headings (from 0-179 degrees). And VFR traffic flying west-bound headings (from 180-359 degrees) are to fly at even altitudes plus 500’ (4500, 6500, etc). IFR traffic (Instrument flight rules) is flying on the altitudes; East-bound (3000, 5000, etc.), West-bound (4000, 6000, etc). These are the altitudes at which airplanes are required to fly during cruising flight. Of course, there can
be aircraft climbing to their cruising altitudes or descending from these altitudes any time and in any place, but the majority of the flight is spent cruising at these altitudes. And IFR traffic is required to be within 100 feet of their assigned altitudes at all times. Big jets, including almost all commercial operations, fast corporate aircraft, and anyone flying in or through the clouds should be flying under IFR; these are the aircraft that pose particular risk to gliders flying near or around the clouds. This is because these aircraft are flying fast, with faster
closure rates. Also they are flying by their instruments, probably NOT looking outside, and certainly NOT looking for a glider near the clouds. The good news: They are required to fly at the right altitude; it is a violation for them to be more than 100’ above or below. So that means WE KNOW RIGHT WHERE THEY ARE, or at least where they should be when we hear an approaching aircraft—depending on the direction of their flight. The major exception to aircraft flying at the altitude dictated by the rules of direction of flight is when they are climbing or descending. This is the main reason the rules are different for cloud clearances above or below the clouds. “I made cloudbase!...I mean, of course, 500 feet below cloudbase” Remember: you are not to fly closer than 500 feet below, 1000 above, or 2000 feet horizontal to clouds in most circumstances. This number increases to 1000 feet above or below, and 1 mile horizontal to clouds above 10,000 feet MSL (mean sea level). Airplanes flying through clouds are flying by instruments and NOT looking outside the window for other aircraft while in the clouds. When climbing up through the clouds, aircraft pilots also are expecting anyone else in their airspace to be on an instrument flight plan and in contact with ATC. That’s why 1000 feet above clouds is deemed adequate to see and avoid other aircraft, when climbing up
through the clouds. When descending through the clouds, pilots still are flying by instruments, but are aware there could be VFR traffic below. Consequently, they should be more vigilant about looking for traffic when descending out of a cloud, indicating that 500 feet below the clouds is deemed adequate for them to see others and avoid them. An aircraft descending at 1-2000 feet per minute out of a cloud, however, is not expecting a glider to be “at cloudbase,” so there would not be adequate time to react in order to avoid a midair collision, without at least the required 500-foot cushion mandated by FAA regulation. Horizontal distance of 2000 feet from clouds is mandated in all but Class G airspace. This distance increases to 1 statute mile above 10,000 feet, because aircraft that are popping holes in the clouds, while flying in and out at cruising altitudes, are flying by instruments and probably NOT looking outside. So when they are popping out of a cloud at cruising speed, 2000 feet is deemed a minimally safe distance to see and maneuver to avoid other aircraft or gliders. Below 1200 feet above the surface in most locations (except around some airports), we are flying in Class G (uncontrolled) airspace. And in Class G airspace, cloud clearance requirements are simply to stay clear of clouds. But above 1200 feet in most locations, we are flying in controlled airspace (Class E above 1200’ or above 700’ when there are magenta circles over many airports on sectional charts). The cloud clearance requirements are as outlined in the table above.
AIRSPACE CLASS A CLASS B CLASS C
CLASS D CLASS E Less than 10,000 feet MSL CLASS E At or above 10,000 feet MSL
Flight Visibility Distance from Clouds Not applicable Not applicable 3 statute mile Clear of Clouds. 500 feet below. 3 statute miles 1,000 feet above. 2,000 feet horizontal. 500 feet below. 3 statute miles 1,000 feet above. 2,000 feet horizontal. 500 feet below. 3 statute miles 1000 feet above. 2000 feet horizontal. 1000 feet below. 5 statute miles 1000 feet above. 1 statute mile horizontal.
CLASS G 1200 feet or less above the surface 1 statute mile Clear of clouds. (regardless of MSL altitude) CLASS G 500 feet below. More than 1200 feet above the surface 1 statute mile 1000 feet above. but less than 10,000 feet MSL 2000 feet horizontal. CLASS G 1000 feet below. More than 1200 feet above the surface 5 statute miles 1000 feet above. and at or above 10,000 feet MSL 1 statute mile horizontal.
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For many of us, our sport is all about making cloudbase and cruising XC. But we need to understand the danger of flying near clouds, and we need to commit to memory the regulations. Flying to actual cloudbase, or in or close to clouds, is not only a violation of FAA Regulations, but also dangerous, and puts the glider pilot and everyone else sharing the sky at risk. An aircraft pilot flying by instruments through the clouds might not be able to maneuver in time to avoid a catastrophe, when encountering a glider that is breaking the rules. Don’t post photographs of yourself violating FAA regulations! Seeing photographs of gliders playing around in the clouds is terrifying to an instrument pilot. Flying through the clouds by instruments at 200mph with an autopilot on, as I often do, means there is little I could do if I suddenly saw a glider filling my windscreen. We all probably would go down in a tangled mess of metal and nylon and Dyneema lines. (I assure you that other commercial pilots and the FAA don’t like seeing these photos, either.) We can minimize our risk of encountering other aircraft by being aware of the direction of their flight and remembering the rules. In and around clouds, most aircraft will be flying IFR and on the altitude corresponding to the direction of their flight. So stay off the exact altitude by at least 100 feet. Below clouds, there could be a mix of IFR and VFR traffic, so stay off the altitudes, or the 500’s when possible. The only caveat: the airplanes are flying barometric altitudes, so set your vario to proper barometric altitude before takeoff, and you’ll be golden. Safe flying, my non-feathered friends!
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References
flight level.
§91.159 VFR cruising altitude or
Unless otherwise authorized by ATC,
flight level.
the following rules apply—
Except while operating in a hold-
(a) In controlled airspace. Each
ing pattern of 2 minutes or less, or
person operating an aircraft under
while turning, each person operat-
IFR in level cruising flight in con-
ing an aircraft under VFR in level
trolled airspace shall maintain the
cruising flight more than 3,000 feet
altitude or flight level assigned that
above the surface shall maintain the
aircraft by ATC. However, if the ATC
appropriate altitude or flight level
clearance assigns “VFR conditions
prescribed below, unless otherwise
on-top,” that person shall maintain
authorized by ATC:
an altitude or flight level as pre-
(a) When operating below 18,000 feet MSL and— (1) On a magnetic course of zero
scribed by §91.159. (b) In uncontrolled airspace. Except while in a holding pattern of
degrees through 179 degrees, any
2 minutes or less or while turning,
odd thousand foot MSL altitude +
each person operating an aircraft
500 feet (such as 3,500, 5,500, or
under IFR in level cruising flight in
7,500); or
uncontrolled airspace shall maintain
(2) On a magnetic course of 180 degrees through 359 degrees, any even thousand foot MSL altitude + 500 feet (such as 4,500, 6,500, or 8,500). (b) When operating above 18,000 feet MSL, maintain the altitude or flight level assigned by ATC. Doc. No. 18334, 54 FR 34294,
an appropriate altitude as follows: (1) When operating below 18,000 feet MSL and— (i) On a magnetic course of zero degrees through 179 degrees, any odd thousand foot MSL altitude (such as 3,000, 5,000, or 7,000); or (ii) On a magnetic course of 180 degrees through 359 degrees, any
Aug. 18, 1989, as amended by Amdt.
even thousand foot MSL altitude
91-276, 68 FR 61321, Oct. 27, 2003;
(such as 2,000, 4,000, or 6,000).
68 FR 70133, Dec. 17, 2003
(2) When operating at or above 18,000 feet MSL but below flight
§91.179 IFR cruising altitude or
level 290, and—
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290 and above in airspace designat-
vehicle within Class A, Class B, Class
degrees through 179 degrees, any
ed as Reduced Vertical Separation
C, or Class D airspace or within the
odd flight level (such as 190, 210, or
Minimum (RVSM) airspace and—
(i) On a magnetic course of zero
(i) On a magnetic course of zero
230); or (ii) On a magnetic course of 180
degrees through 179 degrees, any
lateral boundaries of the surface area of Class E airspace designated for an airport unless that person has
degrees through 359 degrees, any
odd flight level, at 2,000-foot inter-
prior authorization from the ATC
even flight level (such as 180, 200, or
vals beginning at and including flight
facility having jurisdiction over that
level 290 (such as flight level 290,
airspace.
220). (3) When operating at flight level 290 and above in non-RVSM air-
310, 330, 350, 370, 390, 410); or (ii) On a magnetic course of 180
Amdt. 103-17, 56 FR 65662, Dec. 17, 1991
degrees through 359 degrees, any
space, and— (i) On a magnetic course of zero degrees through 179 degrees, any
even flight level, at 2000-foot inter-
§103.23 Flight visibility and cloud
vals beginning at and including flight
clearance requirements.
flight level, at 4,000-foot intervals,
level 300 (such as 300, 320, 340,
No person may operate an ultralight
beginning at and including flight
360, 380, 400).
vehicle when the flight visibility or
level 290 (such as flight level 290,
Doc. No. 18334, 54 FR 34294,
distance from clouds is less than that
Aug. 18, 1989, as amended by Amdt.
in the table found below. All opera-
(ii) On a magnetic course of 180
91-276, 68 FR 61321, Oct. 27, 2003;
tions in Class A, Class B, Class C, and
degrees through 359 degrees, any
68 FR 70133, Dec. 17, 2003; Amdt.
Class D airspace or Class E airspace
flight level, at 4,000-foot intervals,
91-296, 72 FR 31679, June 7, 2007
designated for an airport must
330, or 370); or
receive prior ATC authorization as
beginning at and including flight level 310 (such as flight level 310,
§103.17 Operations in certain air-
350, or 390).
space.
(4) When operating at flight level
required in §103.17 of this part. Amdt. 103-17, 56 FR 65662, Dec.
No person may operate an ultralight
17, 1991
Freedom X
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Torrey Pines | photo by Ryan Miller
Thinking Outside the Blocks
Part XXIV: Anatomy of a Mid-Air by Dennis Pagen
M
idair collisions are a bad scene,
site that looks like Mont Revard to
gliders were pointing. Perhaps he
but perhaps they are the one
me, a well-known site in the northern
wanted a position more to the right of
type of accident that is totally
French Alps, just north of the famous
the mountain, because if this is Mont
due to pilot error. No outside factors,
St. Hilaire. The camera pilot is on
Revard or some other site, it looks as
such as sudden gusts, camera distrac-
the left and flying an Icaro Laminar
if they are at the end of the mountain.
tion, or politicians, can be blamed.
topless glider. The pilot on the right is
The other pilot (who we’ll call the
Pilot error is human error, of course,
flying a topless Aeros Combat. Other
right pilot or RP) appears to be head-
and humans are errant. Let’s look at
pilots in the air, including both hangs
ing straight into the wind, although
one aerial error to see what hap-
and paras, seem to be distributed far
we only see him for a few seconds
pened and figure out how to prevent a
and wide and high and low (which
before they collide.
similar occurrence in our own flying.
is why I called the lift “fat”). In other
The accident in question was
alarmed, looks right at the RP on his
posted on Google Drive at https://
pilots to fly close together. However,
right and starts to yell (as useless
drive.google.com/drive/folders/0B-
sometimes it happens that pilots
as a Bible at a biker rally in a hang
Te3zxMMRp-REpwNTUzSmwyZ2c.
work the same thermal in close
glider, because of the wind noise,
It shows a midair collision of two
proximity and end up very near one
but a very natural reaction). The CP
hang gliders, as well as the after-
another once the thermal is done
inputs a sudden control to turn left,
math. However, nearly everything we
with them.
discuss here also applies to a midair
56
words, there was no reason for the
At some point, the CP becomes
The pilots appear to be located
away from the RP, but the two gliders collide within 1.5 seconds of the CP’s roll control. Both gliders are damaged
between a hang glider and a paraglid-
slightly behind the front of the
er or two paragliders. There are some
mountain. Perhaps they had carried a
beyond fly-ability, so both pilots im-
good lessons to be learned.
thermal back a bit and were making
mediately toss their parachutes and
WHAT HAPPENED
their way out to the front. The camera
appear to land safely, although we
pilot (who we’ll call CP from now on)
only can see the CP all the way to the
In case you can’t (or won’t) see the
was looking around both left and
ground.
video, I’ll briefly describe the accident.
right, all the while sidling to the right,
Two pilots were soaring fat lift at a
from the direction most of the other
HANG GLIDING & PARAGLIDING MAGAZINE
NOT SEEING AND AVOIDING
again with growing alarm. Had he
was a victim of mis-perception. This
This video and discussion would be
stopped his progress to the right at
well-documented matter—of seeing
of little value if there were not some
that time, he would have avoided the
large, distant objects that appear not
obvious maneuvers we can point out
accident.
to move, until they suddenly appear
that could have changed the outcome.
The second point relates to the RP
to “loom,” becoming very big, very
Let’s begin with the RP. After watch-
and the fact that he appears to be
close, really fast—is often discussed
ing the film repeatedly, I am fairly
oblivious to the CP’s presence. Since
in aviation. In the video, we see the
convinced that he never turned his
they were so close, that’s scary to
CP looking at the RP, yelling, then
head towards the CP, especially just
contemplate. But “them’s the facts”:
finally trying to turn away. Even if his
before the collision, which is when
Some pilots are in their own big
glider had been a softie and turned
you would expect him to be looking
world up there. Add one demerit to
immediately, it might have been too
out for number two, literally and figu-
the RP. Never assume the other guy
late. By the time he tried to turn his
ratively. I believe he never saw the CP,
sees you when the two of your are
by-its-very-nature more lethargic
but was intent on flying forward to
close and getting closer. All of us need
glider, it was too late.
the front of the ridge and clearly did
to pledge to put our head on a swivel
not make an avoidance control.
any time there are lots, or even a few,
This behavior is not uncommon, which brings up our first learning point: Never assume the other pilot
To be sure, first we must be aware of the looming effect. In a nutshell, it
pilots working the ins-and-outs of lift
is the effect of an angle in which an
on a hill.
object moving towards us fills our
It should be mentioned that the
field of vision and barely seems to
is aware or watching out for you,
RP had right-of-way, since he was on
change. But as it approaches, that
unless he definitely looks directly at
the right. But being “dead right” is
angle suddenly widens, much to our
you, and, even then, be cautious and
wrong-headed in my book (all of them,
surprise, even though the object has
suspicious. The CP had plenty of time
in fact).
not increased its speed of approach.
during the filming. He did look right
THE SURPRISE
about looming; the topic appears in
before looking left, then looked right
It appears clear to me that the CP
both my books, Hang Gliding Training
to avoid this midair when we see him
I have written articles in the past
HANG GLIDING & PARAGLIDING MAGAZINE
57
the lone tree in the landing field. It
with illustrations. Since most of us do
happens up in the air, too, and the
that he was fairly experienced. What
not get a lot of practice flying close to
CP’s seemingly delayed emergency
happened in the mind that caused
another pilot and do not regularly ex-
response indicates he may have been
him to revert to an ineffectual pseudo
perience two gliders coming together,
fixating and fate baiting.
control? He probably panicked. His yelling is
it’s likely that we are susceptible to
We cannot tell for sure what was
being fooled by the looming effect.
addling the CP’s mind, but it is abso-
an indicator, but surely the inability to control his glider is a definite sign
For that reason, we all should take a
lutely clear that he was addled, and
vow to leave a bit of extra space be-
the big reveal is a pretty big deal. As
that he went into neuron overload.
tween us and any other semi-solid up
my friend, Will Perez, pointed out,
Makes ya shudder. How can you avoid
there that shares the air with us. For
it is easy to see that the CP did not
such an overload? One way is to prac-
Minerva’s sake, make a decision to
actually input much of a turn control.
tice emergency turning when there
turn away sooner than did our friend
In fact, he cross-controlled. You can
is no emergency. When you are far
in the video.
clearly see that once he decided he
from the hill and even farther from
needed to turn away—RIGHT NOW—
other gliders, suddenly tell yourself to
THE BIG REVEAL
58
a topless glider, we must assume
Manual and The Art of Paragliding,
he performed barely a whit of roll
turn immediately, and do it with no
Another factor that may have come
control. What he did do was move his
hesitation. A few of these exercises
into play is “object fixation.” In this
shoulders left, while his feet swung
will keep you on your toes and well
case, a pilot focuses on what he wants
right, and his center of gravity re-
prepared to turn effectively when fear, fate and physics demand it.
to avoid, while unconsciously flying
mained largely unmoved. No weight
right towards it. We have all heard
shift, no roll input. This is a begin-
of the inexperienced pilot hitting
ner’s foible. Since the pilot was flying
HANG GLIDING & PARAGLIDING MAGAZINE
Here’s an even more important point. Rolling away from an immi-
nent collision is not the maneuver of choice. For one thing, no matter what your wing of preference, it takes a while for your glider to react. That goes for both a paraglider and hang
“Many gliders take at least two seconds to alter course. Will you have space and time? You don’t have to ask Einstein; you have to leave more room by acting sooner.”
glider. If two pilots have a closing my analysis is speculation, but I’ll
speed of 30 mph (each one drifting to-
see this sometimes in competition
wards the other only at 15 mph), they
where a new, excitable pilot thinks
bet the farm that most of it is close to
are coming together at 44 feet per
that the way to winning is combat
reality. Think about how much less
second. Many gliders of any ilk take
flying (why ever did they give that
we would learn from this accident
at least two seconds to really alter
name to that Aeros glider??). But
without the vid.
course. Will you have space and time?
experienced pilots know the name of
You don’t have to ask Einstein; you
the game is “cooperate and elevate.”
Frenchman, because when he crawls
I believe the camera pilot was a
have to leave more room by acting
Usually an overly aggressive pilot
out of the wreckage I think I hear him
sooner. Better yet, don’t try to roll.
gets taught a few lessons by the old
use a French word you wouldn’t want
Dive radically, immediately (at least
crows. If not, others gang up on him,
your grandma to say. Be that as it may,
when hang gliding). A dive will sepa-
and if he doesn’t amend his ways,
I wish I knew who he is so I could
rate you from the other pilot much
leave him behind. Nobody wants
thank him for sharing his plight. We
quicker and safer than trying to roll.
near-misses in comps.
all can learn from it and fly more
A dive is better for another reason:
Be that true, there still are some
safely, but only if we take it to heart,
Another problem with rolling is that
close calls. When you consider that
pay more attention and begin to act
it raises the wing on the side you are
50 to 120 pilots are trying to stay up
before we think we need to begin to
rolling away from. If you are slightly
in one thermal near the start gate in
act.
below the other pilot, your wing may
large comps, there are bound to be
come up and hit his. With a dive, you
some close passes. However, in my
avoid raising a wing, even if you
hundreds of competition flights as
put in a simultaneous roll control.
well as hundreds more serving as an
Instead of the close wing rising, the
official on major meets, I have heard
wing away from the potential contact
of very few near misses and fewer
falls in a diving turn. If both pilots
hits. This result is due to experienced
dive, they still can roll away from one
pilots remaining vigilant and keeping
another more effectively. This is the
their heads on a swivel. Furthermore,
maneuver I recommend for hang glid-
once you gain experience flying in
ers. I have used it myself on several
gaggles, you can track several pilots
occasions.
at once, even though you are all going
For paragliders, it is probably better to bury the control on the side away from the potential collision, while
around in circles. It’s loads of fun, unless someone gets hurt. No pilot is totally immune from the
weight shifting as much as your little
multiple psychological effects that
butt allows. The slower approach of
contribute to midairs: ego, hubris,
two paragliders usually allows more
recalcitrance, inattention, looming,
time to judge and control, but I have
object fixation, panic, human error,
seen paragliders hit, a couple with
improper emergency reaction, and
hard consequences.
an overzealous insistence on right-
OTHER FACTORS
of-way. But we can understand them and shore up our defenses by think-
Perhaps one of the biggest contribu-
ing about how to avoid them in our
tors to midairs is a pilot who thinks
own decision-making.
he owns the airways and does not cooperate and dance with others. We
We are fortunate to be able to view a video of an actual midair. Some of
HANG GLIDING & PARAGLIDING MAGAZINE
59
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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.
clinics & tours
JAN 13-15, 20-22, 27-29 & FEB 3-5> Thailand. Winter SIV courses in Thailand with legendary Himalayan pilot Debu Choudury. The course includes radios, life jackets, motorised rescue boat, transport, radio guidance, theory classes, & reserve repack. $895 includes the course and transport to/from Bangkok airport, plus self-catering villa accommodation for 3 nights. More info: info@300peaks.com, or 300peaks.com.
OCT 15 - NOV 13 > Iquique, Chile. Paragliding Trip.
JAN 17 - FEB 26 > Valle del Cauca, Colombia. Fly
CALENDAR 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.
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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.
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JAN 27 - FEB 4, FEB 4-12 & 12-20 > Eagle Paragliding 2017 Colombia Tours. Expect amazing flying in Colombia, with cloud filled skies, and friendly landing options. Eagle tours are for pilots of all levels, and we strive on meeting your personal goals. Eagle tours stand alone because of our experience, and the people we bring to guide. Our tours sell out yearly, and 70% of the participants are returners. The instructional tandem flights we offer as part of the tour are an amazing educational opportunity. More info: rob@eagleparagliding.com, http://shop.eagleparagliding.com/colombia, or www.eagleparagliding .com. JAN 30 - FEB 6 > Tapalpa, Mexico. Tapalpa 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/ FEB 5-15, FEB 18 - MAR 1, MAR 5-15 & 19-29 >
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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.
HIGHLAND AEROSPORTS - Baltimore and DC’s full-
time flight park: tandem instruction, solo aerotows and equipment sales and service. We carry Aeros, Airwave, Flight Design, Moyes, Wills Wing, High Energy Sports, Flytec and more. Two 115-HP Dragonfly tugs. Open fields as far as you can see. Only 1 to 1.5 hours from Rehoboth Beach, Baltimore, Washington DC, Philadelphia. Come Fly with US! 410-634-2700, Fax 410-634-2775, 24038 Race Track Rd, Ridgely, MD 21660, www.aerosports.net, hangglide@aerosports.net.
MONTANA Bozeman Paragliding - Montana’s full time connection for paragliding, speedflying, & paramotoring instruction & gear. Maneuvers courses, thermal tours abroad, online store. www.bozemanparagliding.com
NEW HAMPSHIRE MORNINGSIDE - A Kitty Hawk Kites flight park. The
Northeast's premier hang gliding and paragliding training center, teaching since 1974. Hang gliding foot launch and tandem aerowtow training. Paragliding foot launch and tandem training. Powered Paragliding instruction. Dealer for all major manufacturers. Located in Charlestown, NH. Also visit our North Carolina location, Kitty Hawk Kites Flight School. 603-542-4416, 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
VIRGINIA BLUE SKY - Virginia's full time, year round HG School.
Scooter, Platform and Aero Tow. Custom sewing, paragliding, powered harnesses, trikes, representing most major brands. 804-241-4324, www.blueskyhg.com
INTERNATIONAL BAJA MEXICO - La Salina Baja's BEST BEACHFRONT
Airsport Venue: PG, HG, PPG: FlyLaSalina.com. by BajaBrent.com, He’ll hook you up! Site intros, tours, & rooms. bajabrent@bajabrent.com, 760-203-2658
EXOTIC THAILAND X/C CLINIC - Phu Thap Boek,Thailand's most awesome,highest flying site 5,200ASL.Open to P-2 and above.Come learn how to fly high and far! Very inexpensive! More info: pchumes@ gmail.com FLYMEXICO - VALLE DE BRAVO and beyond for HANG
GLIDING and PARAGLIDING. Gear, guiding, instruction, transportation, lodging - www.flymexico.com 512-4672529 / 1-800-861-7198 USA
SERVICE CLOUD 9 REPAIR DEPARTMENT - We staff and maintain a full service repair shop within Cloud 9 Paragliding; offering annual inspections, line replacement, sail repair of any kind (kites too!), harness repairs and reserve repacks. Our repair technicians are factory trained and certified to work on almost any paraglider or kite. Call today for an estimate 801-576-6460 or visit www. paragliders.com for more information. RISING AIR GLIDER REPAIR SERVICES – A full-service
shop, specializing in all types of paragliding repairs, annual inspections, reserve repacks, harness repairs. Hang gliding reserve repacks and repair. For information or repair estimate, call 208-554-2243, pricing and service request form available at www.risingair.biz, billa@atcnet.net.
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 512-4672529
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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
Make a $250 donation to the USHPA General Fund today and receive a Free Flight Forever t-shirt as our thank-you gift! Super soft 100% combed cotton tee that's light and comfortable to move in. Available in Blue or Gray. Make a $1000 donation to the USHPA General Fund today and receive a Free Flight Forever jacket as our thank-you gift! 100% polyester soft shell with bonded fleece interior, light snow and water resistant. Visit ushpastore.com to purchase yours. (Logo placement on jacket may vary from photo.)
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.
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AK CA CA CA DE PA NC TX WA OR OR CA CA CA CO CO VT OH MD PA GA GA GA TN TX NY NY NY NY UT WI MA UT FL GA WA WA WA OR WA OR OR WA OR OR CA CA CA CA CA CA CA CA CA CA CA CA CA CA CA UT
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1 2 3 3 9 9 10 11 1 1 1 2 2 3 4 4 8 9 9 9 10 10 10 10 11 12 12 12 12 4 7 8 4 10 10 1 1 1 1 1 1 1 1 1 1 2 2 2 2 2 2 2 3 3 3 3 3 3 3 3 4 6 8 8 8 10
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12 1 1 1 1 1 1 1 1 1 2 2 2 2 2 3 3 3 3 3 3 3 3 3 3 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 5 5 5 5 5 5 5 5 5 6 6 6 6 7 7 8 8 9 9 9 9
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John Dunn Marc Chirico Kevin Lee Marc Chirico Owen Shoemaker Travis Potter Marc Chirico Jonathan Jefferies Denise Reed Samuel Crocker Jesse Meyer Jesse Meyer Harry Sandoval Rob Sporrer Jesse Meyer Paul Schaller Franco Paul Schaller Franco Jordan Neidinger Jordan Neidinger Philip Russman Jordan Neidinger Jordan Neidinger Richard Kennedy Rob Sporrer Hadi Golian John Dunn Granger Banks Dale Covington Jonathan Jefferies Patrick Johnson Chris Santacroce Chris Santacroce Chris Santacroce Jonathan Jefferies Patrick Johnson Granger Banks Chris Santacroce Jason White Jason White Jonathan Jefferies David Prentice Stephen Nowak Granger Banks Chris Santacroce Jonathan Jefferies Chris Santacroce Jordan Neidinger Denise Reed Scott Harris Andy Macrae Jonathan Jefferies Andy Macrae Justin Boer Justin Boer Yuen Wai Kit Tung Ng Marc Radloff Murat Tuzer Jaro Krupa Stephen Mayer Rick Sharp Rick Sharp Jaro Krupa Jordan Neidinger David Prentice Hadi Golian
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P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-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
10 10 10 10 11 11 12 12 1 1 1 1 1 1 1 1 2 2 2 2 3 3 3 3 3 3 4 4 4 4 4 4 4 4 5 5 5 5 6 7 7 8 8 8 9 9 10 10 10 10 12 12 2 2 2 3 3 4 6 7 8 8 9 9 9 9
Erik Grabowski Mayon Hight Walter Schaatt David Keaton Paul Judson Benjamin Beale Brian Engleheart Slawomir Pasieczny Emma Dionisio Julie Coulter Michael Coppock Keyvan Yousefian Bryan Friedrichs Steven Carter Theresa Fielding Eduardo De Angelis Mark Zeleznock Aron Kormout Lee Suring Reid Nolan Katie Myers Bunok Kravitz Svetlana Kozak Jesse Kozak Khalid Chalouan Mike Lester Jeffrey Pitman Robert Destefano Mark Bramwell Jason Lombard Braden Holgate Jonathan Adsit Matthy Van Zyl Scott Alden Brandon Barlow Steve Johnson Andrew Mckinlay Shelley Mckinlay Kambiz Rouhi Noah Weber Marjorie Dejongh John Atwood Mark Perrault Denize Guimaraes Steve Vaneerden Jacob Glass Josh Alger Kelly Myrkle Zachary Greenbaum Chris Dunlap Pujan Shrestha Urs Morgenthaler Morgan Venable Justin Boyd Reid Nolan Russell Detwiler Kia Ravanfar Jacob Hildebrand Mevlut Altiparmak Walter Hines Robert Cantuaria Mariyan Ivanov Erick Sampaio Michael Odaniel Greg Launt Jonathan Potter
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MN WI VT VT MA PA MD NC GA FL GA NY NY CA CA CA CA CA CO IN MA NH MD VA VA PA
David Hanning Douglas Brown Granger Banks Jonathan Jefferies David Broyles Nathan (alex) Taylor Benoit Bruneau Philippe Renaudin Marc Chirico Jordan Neidinger Maren Ludwig Marc Chirico Jonathan Jefferies Nick Crane Jonathan Jefferies Marc Chirico Jeffrey Greenbaum Soren Braddock Aaron Cromer Mitchell Neary Jerome Daoust Jordan Neidinger Jordan Neidinger Jordan Neidinger Stephen Nowak Jerome Daoust Jerome Daoust Jerome Daoust Brad Gunnuscio Rob Sporrer Chris Santacroce Jason White James Griffith Jonathan Jefferies Thomas Bartlett Jonathan Jefferies Nick Crane Nick Crane Peter Humes Steve Sirrine Jordan Neidinger Calef Letorney Heath Woods Davidson Da Silva Rolan Yang David Hanning Marge Variano David Hanning Joshua Winstead Jordan Neidinger Jonathan Jefferies Ciaran Egan Fred Morris Soren Braddock Mitchell Neary Len Szafaryn Hadi Golian Kay Tauscher Murat Tuzer Jaro Krupa Luiz Fernando Costa Heath Woods Peter Humes Peter Humes Carl Dennis Brad Hill
RATINGS ISSUED JULY 2016 RTG RGN NAME
STATE RATING OFFICIAL
RTG RGN NAME
H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1
3 3 3 4 4 7 7 7
Jason Signorelli Benjamin Barrett Hector Realubit Joshua Marcus Yosi Keshet Paul Jursik James Fraser Paul Coleman
CA CA CA UT CO MN MN MN
Rob Mckenzie Greg Dewolf Greg Dewolf Patrick Denevan David Yount Doyle Johnson Doyle Johnson Doyle Johnson
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-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-4 H-4 H-4 H-4 H-4 H-4 H-4 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1
8 8 12 2 2 3 3 3 6 6 7 8 8 9 9 10 10 10 10 10 10 10 10 10 10 10 10 11 11 11 12 2 2 3 5 7 8 9 10 12 12 12 1 2 4 8 10 10 10 1 1 1 1 2 2 2 2 2
Olivia Brecheen Eric Damasca Ethan Ryan Alex Bogatko Augustino Przygocki Kevin Pendergraft Michael Rapp Jeffrey Lord Tristan Maddux Douglas Bebensee John Uchytil Dave Ferrante Paul Johnson Michael Sawyer Rikki Walters Solomon Peachy Rudder Pearce Javier Figueras Patrick Carey Alex Carey Joshua Carey Preston Waldrop Fred Kappel Roger Bullard Elena Neumann Bob Kral Mike Lazzara John Conger Karl Richter John Hudnall Chelsea Clark Scott Untiedt Saul Richard Jordan Neidinger Mark Wheeler Karl Hranka John (sterling) Burnett Ronald Waclawik Dds Robert Mitchell Robert Skinner Douglas Gillson Jim Black Korbet Mceniry Lauren Pedrazzi Randall Cone William Gottling Chip Doherty Ryan Welch Paul Edwards David Ching J. Vincent Tranquilli Joshua Deare Dwayne Deskins Alexander Vogt Luke Johnson Ginger Blackburn Logan Francavilla Paula Williams
NH MA NY CA CA CA CA CA OK KS MN MA VT PA VA FL FL FL GA GA GA TN TN FL GA GA FL TX TX LA NY CA CA CA MT IL CT PA GA NY NY NY OR CA CO NH FL FL TN OR OR OR WA CA CA NV CA CA
Josh Laufer Robert Stewart Ii Andy Torrington John Simpson Michael Jefferson Joe Greblo Rob Mckenzie Rob Mckenzie Jeffrey Hunt David Broyles Joshua Mcmillan Josh Laufer Josh Laufer Matthew Taber Scott Schneider Malcolm Jones Spencer Kindt James Tindle Cj Giordano Cj Giordano David Andrews Matthew Taber David Andrews Malcolm Jones Philipp Neumann Scott Schneider Scott Schneider Jeffrey Hunt Theodore Hurley Theodore Hurley Cj Giordano Mark Lilledahl Robert Booth John Ryan Paul Roys Michael Van Kuiken Josh Laufer James Kolynich Matthew Taber Daniel Guido Daniel Guido Daniel Guido Raymond Berger Karl Allmendinger Mark Windsheimer Michael Holmes Eric Meibos Malcolm Jones Scott Schneider Daniel Randall Maren Ludwig Daniel Randall Brad Hill Giuseppe Free Mitchell Neary Jerome Daoust Jeffrey Greenbaum Jesse Meyer
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 P-2 P-2 P-2 P-2 P-2 P-2 P-2
3 3 3 3 3 3 6 7 8 8 8 8 8 8 10 10 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 3 3 3 3 3 3 3 3 3 3 3 3 4 4 4 4 4 4 4 4 4 4 5 5 5
STATE RATING OFFICIAL
Carl Atchley CA Yakub Mohammad CA Jonathan Hofmann CA Lea Turano CA Chris Logan CA Jason Signorelli CA David Aguado Ronnie Corbu MI Rodrigo Guedes MA Nancy Black NH John Lahey MA Erik Davitt CT Gordon Black NH Fabio Lourenconi CT Jay Phelps AL Chelsea Phelps AL David Fitzwater OR Morgan Hurtado WA Matthew James WA Matt Van Cleave WA Brian Simmonds WA Asa Weiss OR Ethan Vella OR Taran Morgan WA Hale Hanaway WA George Barta WA Jennifer Cohoon OR Lonnie Burns OR Sarah Collins OR Chelsea Bauer AK Casondra Seim WA Gavin Seim WA Deric Claypool WA Ricardo Byers WA Gared Hansen CA Sarthak Ray CA Joshua Jeffery CA Michael Downey CA Valentin Doering CA Lisa Harrison NV Valeria Gonzales CA Carl Atchley CA Jiri Rutner CA Joseph Hart CA Shane Brock CA Rene Falquier CA David Cronkwright CA Hudson Southey-gordon CA Joshua Pighetti CA Tim Smith CA Dan Brex CA David Geske CA Nikolas Hawks CA James Brown Iv AZ Kristopher Holub CO Julia Kammel UT Darren Verploegeen UT Robert Warden UT Iris Frye CO Sean Rice CO Farman Ahmed AZ Tim Tormey CO Preston Spaulding UT Gerald Gallagher WY Alexander Hamptman WY Ben Adkison MT
Jerome Daoust Jordan Neidinger Jerome Daoust Jordan Neidinger Jordan Neidinger Jason White Steven Yancey Keith Riemersma John Dunn John Dunn John Dunn John Dunn Joseph Seitz John Dunn David Hanning David Hanning Samuel Crocker Michael (kim) Smith Denise Reed Kelly Kellar Marc Chirico Kelly Kellar Kelly Kellar Marc Chirico Denise Reed Marc Chirico Chris Santacroce Daniel Randall Daniel Randall Chris Santacroce Nathan (alex) Taylor Nathan (alex) Taylor Daniel Randall Jordan Neidinger Jeffrey Greenbaum Wallace Anderson Jesse Meyer Jeffrey Greenbaum Jeffrey Greenbaum Stephen Nowak Rob Sporrer Jerome Daoust Jordan Neidinger Giuseppe Free Stephen Nowak Jordan Neidinger William Purden Jr Rob Sporrer Christopher Grantham Rob Sporrer Rob Sporrer Stephen Mayer Wendy Schuss Brad Hill Kay Tauscher Joshua Winstead Joshua Winstead Jonathan Jefferies Christopher Grantham Rob Sporrer Brad Sander Rob Sporrer Jonathan Jefferies Scott Harris Stefan Mitrovich Jonathan Jefferies
RTG RGN NAME
STATE RATING OFFICIAL
P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-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 P-4 P-4
MT
5 6 6 7 8 8 9 9 10 10 10 10 10 10 10 10 10 10 12 1 1 2 3 3 3 3 3 4 4 4 5 8 8 9 9 9 10 10 11 12 12 3 4 4 4 5 5 5 6 6 8 8 8 8 9
Neal Baggett Duncan Macintyre Laura Tatemura Thomas Schuch Antonio Gonzalez Cecilia Quijano Alex Deyoung Robert Wiley James Anderson Kerry Vess Brian Morris Eduard Goretoy Michelle Helms Richard Gardner Grant Morgan Alexander Khadykin Kirill Selitrennikov Oleg Gundorin Joshua Mcmillan Casey Peifer Tod Wooldridge Mikhail Levitskiy Markley Hug G G Salvatierra Rain Conrad Jasper Bruinzeel Dillon Stucky Chloe Bureau-oxton Justin Farrer Stephen Esslinger Jace Meng Justin Caulfield Dennis Mackey Robert Hall Richard Elder James Crocker John Brouillard Kyne Marshall Stasia Burroughs Jack Langerman Varick Stringham Iii Emily Mistick Charles Glantz Vann Larimore Roman Uskovits Bob Mclaurin Rob Curran James Raniolo Oleg Ace Franco Locher Paulo Gusman John Atwood Micheal Smith Robson Da Silva Glenn Quanbeck
IL MA MA PA PA AL NC GA SC GA FL MS FL NC NC NY OR OR CA CA CA CA CA CA NM UT AZ MT MA NH WV VA MD GA TN LA NY NY CA NM AZ CO WY ID WY
MA VT VT MA PA
Chris Santacroce Rob Sporrer Denise Reed Jason White Benoit Bruneau Benoit Bruneau Jonathan Potter Jonathan Potter David Hanning Marco Stelter David Hanning Marco Stelter David Hanning David Prentice William Purden Jr Gregory Bryl Jonathan Jefferies Jonathan Jefferies Steve Sirrine Justin Boer Steve Roti Jeffrey Greenbaum Chris Santacroce Rob Sporrer Stephen Nowak Jordan Neidinger Mark Stucky T Lee Kortsch Jonathan Jefferies Jonathan Jefferies Andy Macrae John Gallagher Calef Letorney Phil Givens David Hanning Peter Van Oevelen David Hanning David Hanning David Hanning Benoit Bruneau Benoit Bruneau Charles (chuck) Smith T Lee Kortsch T Lee Kortsch Gregory Kelley Scott Harris Charles (chuck) Smith Scott Harris Wallace Anderson David Hanning Paulo (alex) Miranda Calef Letorney Calef Letorney Davidson Da Silva Rolan Yang
HANG GLIDING & PARAGLIDING MAGAZINE
65
Gecko Girl
Moyes Gecko Challenge by NIKI LONGSHORE “The first Gecko to beat Jonny Durand’s record flight and fly a straight-line distance of 188km will win a new Moyes custom-made harness of their choice!” —Moyes Gliders
The morning skies promised another long day, another chance to
very rowdy tow, expecting to turn and
decked it only a few fields downwind.
zoom straight up, but the lift was not
Just as I was getting concerned, I
there. My best option was to pull VG
found my XC ticket. A solid 400fpm
and drive upwind to find lift, but after
climb took me to 4000 feet, and the
burning precious altitude over shaded
sky ahead was looking great. By the
ground, I decided to land and tow back
time I topped out my climb, I was well
up for another shot at the record. Take two, 30 minutes later, and
claim the Gecko Challenge. I’d been
nearly the same problem. My friend
at the World Record Encampment in
called me on the radio to tell me he’d
Zapata, trying repeatedly to get the 188-km task done as well as break my personal record of 111 km, but each attempt ended with my being only halfway or less. I never let it get me down, but I was eager to claim the challenge. Today I was in Wharton at
beyond glide back to the airport. I was on my way to knock out the Gecko challenge! It was tough and slow going at
“Behind me was not promising, the cloud to my west was far and too risky to reach, east was blue, and the condition of clouds ahead made it look like I was going to miss the lift train up.”
Cowboy Up Hang Gliding, where I’d done most of my early solo flights, and I was confident that this was the day I would finally go the distance. Cloud streets started forming early in the morning and continued to develop and rise as the Texas sun baked the land. The forecast predicted 15mph southerly winds all the way up and at a comfortable heading that would neither push me into Houston nor College Station airspace. As I waited outside the Cowboy Up hangar for Bart and Tiki to arrive at 1300, I gazed at the sky and watched the clouds cycle. I set a waypoint 244 km out, which would provide good guidance, but also act as a dangling-carrot reward. I launched at 1340 and got off from a
66
HANG GLIDING & PARAGLIDING MAGAZINE
ABOVE Niki Longshore, also known as Gecko Girl. OPPOSITE
Chasing the record high over the World-record Encampment near Zapata, Texas.
first. I had a decent glide to the next
me to relax for a few minutes. That
losing altitude at about 2500 feet, I
good cloud, but lost nearly half of my
being said, I still was not on a beeline
focused on three options for lift. The
altitude along the way. I flew through
to goal. I had to cross cloudstreets on
first was the landfill, and it worked.
beeps and struggled to find the solid
multiple occasions, go backwards just
There were birds galore—all the way
climb like the one I had just left. My
to stay up, and even hang on to lighter
up from the bottom to cloudbase—as
friend radioed that he raced to the
lift, as I noticed the day had started
I turned in 600 fpm. My drivers, who
ground while hunting for the good
cycling. The Gecko did well in getting
were cheering me on, told me I had
stuff, and advised hanging on to what-
me to where I needed to go, usually
just passed the 188km mark to win
ever I could find. After doing a quick
with more altitude than I would have
the challenge! Woo! hoo!
search under the cloud, I realized he
expected. Most climbs were averaging
was right. The 50-100fpm—the best
400 fpm, sometimes 600.
I could do—would keep me aloft for nearly 20 minutes while I drifted. As the cloud started dying, I searched for my next climb. Behind
When I finally reached College Station, a plethora of emotions was
But, why stop there? I was still climbing, and the sky had dissolved all but two beautiful clouds just ahead. I left my bird thermal and topped out as
running through my head. I was very
high as I could, before going on final
happy to have broken my personal
glide into a blue sky. The tailwind
me was not promising, the cloud to
record of 69 miles and to have come
returned, increasing to 16mph, and I
my west was far and too risky to reach,
close to flying my first 100-mile flight.
covered miles very quickly, eventually
east was blue, and the condition of
The Gecko challenge still was waiting
having my best final glide ever. Nearly
clouds ahead made it look like I was
for me on the horizon.
five hours later, I settled on a field 210 km from my starting point, and
going to miss the lift train up. I chose
But the little happy dance I was
to charge ahead, with a watchful eye
doing in my harness turned out to
came in for a beautiful landing. Wow, I
on the blue. Sinking rapidly and now
be premature. Wind speed dropped,
made it! Gecko Girl did it!
down to 1000 feet, I could sense a ther-
climbs became slow, and the sky start-
mal close by. Now in ground-trigger
ed drying out. I had been in the air for
and flying it is always fun. I am very
mode, I glanced down at the earth and
nearly four hours and could see the
confident my Gecko can go even far-
The Gecko continues to amaze me,
spotted a beautiful thermal rolling
sky’s energy winding down to produce
ther—if I could have launched earlier or had not been chased by sea breeze,
through the tall, silky grass. Sure
a beautiful sunset. Blue holes were
enough, the thermal was feeding a
expanding, as the sea breeze chased
I am sure I would have left the 244km
brand new wispy forming in the blue.
me, and I still had about 50 km to go. I
waypoint behind. I look forward to
was so close, yet still so far away.
many flights and long miles on the
Topping out my lift in a pleasant 400fpm climb, the sky ahead allowed
Getting a little nervous, as I was
Gecko.
HANG GLIDING & PARAGLIDING MAGAZINE
67