Hang Gliding & Paragliding Vol47-Iss5 Sep-Oct 2017 by US Hang Gliding & Paragliding Association

SEPTEMBER/OCTOBER 2017 Volume 47 Issue 5 $6.95

For change of address or other USHPA business:

+1 (719) 632-8300 info@ushpa.aero

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 Alan Crouse, 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, Dan DeWeese, 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: Dan Lukaszewicz, 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. 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.

COVER SHOT BY

JOHN R. WISEMAN Over the Susquehanna River at Hyner View State Park in Pennsylvania.

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.

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Epic XC

2017 FLY SMART

5 LIVE WELL 5 GO FAR

SEPTEMBER/OCTOBER

12 26

At a Site You've Probably Never Heard Of by C.J. STURTEVANT

GALLERY Aerial Photography from Europe by FELIX WÃ&#x2013;LK

38 46

THE FUNNEST LITTLE FLY-IN

Tango-Tango One Mother of a Day by TYSON TAYLOR

FLYING TOGETHER Partners in Passion by CHERISE TUTTLE

PARAGLIDING NATIONALS Woodrat, Oregon by JAMES "KIWI" JOHNSTON

KILLER VORTEX

THAT SINKING FEELING

SKY SPORTS GLIDERS

GETTING A HANDLE ON SAFETY

Your wing tips may be stirring up trouble.

BRUCE GOLDSMITH

There's more to sink than you might think.

DENNIS PAGEN

Memories of a late-70s Sirocco hang glider.

CHRIS GONZALES

Reprint of the groundbreaking article.

MIKE MEIER

8 9 62 65 66

AIRMAIL BRIEFINGS RATINGS CALENDAR CLASSIFIED

HANG GLIDING

PARAGLIDING &

Martin Palmaz, Publisher executivedirector@ushpa.aero

aylight hours are becoming shorter as we ramble into the fall flying season. Time has been well spent chasing light winds, and sharing glorious moments with our free-flight family all summer. We’ve

made strides and had setbacks, but moved the bar forward in terms of safety. Now is a great time to reflect back on your season and identify not only acci-

dents you know of, but also incidents you may have experienced. Mike Meier's great safety article made me consider an experience I had recently after glid-

Nick Greece, Editor editor@ushpa.aero advertising@ushpa.aero Greg Gillam, Art Director art.director@ushpa.aero C.J. Sturtevant, Copy Editor copy@ushpa.aero Staff Writers

Photographers

Annette O'Neil

John Heiney

and ended up low with an unlimited number of landing options. I tried to stay

Dennis Pagen

Jeff Shapiro

up, to a fault, turning low to the ground, hoping for a low save, when I hit a bit

Jeff Shapiro

ing across new terrain on a decent cross-country day. I didn’t make the glide

of a broken thermal on my downwind leg. I quickly corrected and immediately landed, disappointed with myself for turning so low to the ground. This was a major failure, in my honest opinion. One of my rules on XC flights is to always setup nicely, and be prepared on final for anything unexpected. I landed safely and packed up. An event like this can form a pattern of behavior that is unsustainable. We all need to do soul-searching inventories of our flying days to look for incidents like this one, which could over time lead to catastrophic failures, hospital visits, or possibly worse. Just because we get away with it, doesn’t mean it is not worth serious inspection. I walked for a few hours and thought about the lesson I had been given without much consequence, in hopes of preventing future pain and loss from poor decision-making that resulted in a serious, noteworthy incident. This issue begins with a story by C.J. Sturtevant of a little-known site, Inkler’s Point, where Steve Baran and crew have worked tirelessly with the landowners to develop its potential for free flight. We have technique pieces by legends Bruce Goldsmith and Dennis Pagen, and a photo gallery by all-time photographer/hang glider pilot/paraglider pilot, Felix Wolk. Chris Gonzales sent in a piece on a revolutionary hang glider design from 1976, the Sirocco, and Tyson Taylor reports after going huge in Texas with Cowboy Up Hang Gliding. Cherise Tuttle debuts in the magazine with a great piece on the ups and downs of being a part of a flying couple, with first-hand knowledge and keen reporting from other couples who fly together. James “Kiwi” Johnston is back with a competition report from the 2017 Paragliding Nationals in Woodrat, Oregon, where Michal “Kansas” Hammel took home the top spot in the nation. Hopefully you’ve had fun flights with great people this season! Now is the time to take a moment and think back to any incidents you may have experienced this year, with the hope of learning those hard lessons in a non-consequential way.

C.J. Sturtevant

SUBMISSIONS HANG GLIDING & PARAGLIDING 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 reserves the right to edit all contributions. We are always looking for well written articles and quality artwork. Feature stories generally run anywhere from 1500 to 3000 words. News releases are welcomed, but please do not send brochures, dealer newsletters or other extremely lengthy items. Please edit news releases with our readership in mind, and keep them reasonably short without excessive sales hype. Calendar of events items may be sent via email to editor@ushpa.aero, as may letters to the editor. Please be concise and try to address a single topic in your letter. Your contributions are greatly appreciated. If you have an idea for an article you may discuss your topic with the editor either by email or telephone. Contact: Editor, Hang Gliding & Paragliding magazine, editor@ushpa.aero, (516) 816-1333. ADVERTISING ALL ADVERTISING AND ADVERTISING INQUIRIES MUST BE SENT TO USHPA HEADQUARTERS IN COLORADO SPRINGS. All advertising is subject to the USHPA Advertising Policy, a copy of which may be obtained from the USHPA by emailing advertising@ushpa.aero.

HANG GLIDING & PARAGLIDING (ISSN 1543-5989) (USPS 17970) is published monthly by the United States Hang Gliding and Paragliding Association, Inc., 1685 W. Uintah St., Colorado Springs, CO, 80904, (719) 632-8300, FAX (719) 6326417. Periodical postage is paid at Colorado Springs, CO and at additional mailing offices. POSTMASTER Send change of address to: USPA, P.O. BOX 1330, Colorado Springs, CO 80901-1330. Canadian Post Publications Mail Agreement #40065056. Canadian Return Address: DP Global Mail, 4960-2 Walker Road, Windsor, ON N9A 6J3 COPYRIGHT ©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. HANG GLIDING & PARAGLIDING MAGAZINE

AIRMAIL

LETTERS TO THE EDITOR

Do you want to meet lots of interest-

Flymaster TRACKER PRO BOX

glider pilots in about an hour and 20

assisting pilots getting onto launch carts and double-checking every pilot

ing new people while feeding your

minutes. The choreography executed

passion for free fight? If you ever

among the eight talented tug drivers

for flight readiness, four people on

have the opportunity to volunteer

and all of the glider pilots during the

4-wheelers to retrieve launch carts

for a major hang gliding competition,

short launch window was a thing

and two people retrieving downed

don’t hesitate. Just do it. It’s a blast.

of beauty. And it took a number

pilots who didn’t stick on their initial

Other local hang glider pilots and I

of volunteers working myriad jobs

launch. There was a launch direc-

had that opportunity when we signed

to safely run the two simultaneous

tor on the launch line clearing every

up to be volunteers at the recent

launch lines for the comp. There were

individual launch, one safety direc-

Midwest 2017 hang gliding comp at

two towline people, four cart people

tor roaming the entire launch area

Whitewater, Wisconsin—a competition comprised of a series of flights during five days over a seven-day period. The comp, which was attend-

2017 Fall Board Meeting in San Jose, CA October 19-21, 2017

ed by hang glider pilots from all over the US and nine other countries, was extremely well run, with a particular emphasis on safety. Comp–savvy folks who were in

Holiday Inn San Jose – Silicon Valley Thursday Evening Meet & Greet Icebreaker (October 19) Saturday Morning Membership Meeting (October 21)

charge assigned volunteers to get the many, mostly launch-related, jobs performed in a safe and expeditious manner. It was amazing to be part of a team who safety-checked the competing pilots and their gliders, loaded the gliders on launch carts

https://www.ushpa.org/page/ushpa-board-meeting

and safely launched the 80 hang

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making needed launch-procedure

easy to form new and, I hope, lasting

adjustments as appropriate, one meet

friendships.

director overseeing the entire launch

Just listening to others helps you

process and eight dedicated tug pilots.

learn about other aspects of com-

We were busy, but we were having

petition hang gliding, such as the

fun being an integral part of a very

intricacies of designating the tasks

successful comp. The bonus for me,

to be flown and information about

though, was the mix of extraordi-

competition scoring and towing hang

nary people who participated in the

gliders with the Dragonflies during a

comp, including the many volunteers,

competition.

competing hang glider pilots and tug pilots. Sure, you might run into the

Do yourself a favor. If you ever get the opportunity to volunteer in

occasional, self-described “sky god”

a hang gliding comp, by all means

with a haughty attitude about only

go for it. If it’s as well organized and

associating with the world-class hang

friendly as the Midwest 2017 comp

glider pilots. But for the most part,

was, you won’t regret it.

everyone was congenial, making it

- Bill Finn, USHPA# 38972

2018 CALENDARS HAVE LANDED!

STATES UNITED LIDING HANG G GLIDING & PARA IATION ASSOC

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INSTRUCTION The Killer Vortex by Bruce Goldsmith

ietmar Karg was at the top

like this. Now, however, it is becom-

not enough of the speed is converted

of the sport of paragliding.

ing common. I have felt it several

to height, so you cannot fly back

An experienced test pilot as

times.

through your own flight path.

well as a top competition pilot from

Normally, flying into the tip vortex

Matthieu de Quillac, a friend who

Austria, he had just won the High

that a paraglider leaves behind is

is a professional tandem pilot, often

Level Competition in Rio. After the

not such a problem, because it is not

likes to give his tandem passengers

Rio comp, he went to the north of

usually violent enough to produce

a thrill by doing severe spiral dives.

Brazil, where, while flying in front of

anything but a very minor collapse.

He tells me that even when flying

a photographer in near perfect condi-

But tip vortices become much bigger

tandem, he has experienced this

tions, his luck changed. Dietmar spi-

when you do a spiral dive, because

problem; now he always enters his

raled down to the take-off from high

the size of a tip vortex depends a lot

own tip vortex turbulence, unless he

above, and as he pulled out from his

on the wing loading. And in a spiral

changes his direction of turn when

spiral, suffered a massive collapse

dive, the wing loading can go to two

he exits the spiral. If you think a tip

for no apparent reason, in smooth

or even three times normal loading,

vortex is violent on a solo glider, try

â&#x20AC;&#x153;Every pilot should know that when any wing flies, it produces a tip vortex that rolls off each wingtip. I believe Dietmar must have flown into his own tip vortex, which caused his collapseâ&#x20AC;? conditions. He hit the top of the hill

resulting in the tip vortex becoming

flying through the vortex of a spiral-

and seriously injured his back. I have

very strong.

ing tandem glider!

heard that better back protection

This problem does not need to

would have helped him, but more

curred, so why has this phenomenon

be a danger, if you are aware of its

importantly, what was the real cause

become a more serious problem

existence. Simply by taking a couple

of this terrible accident?

during the last two years? Some sur-

of precautions, the danger can be

mise the problem has increased due

avoided.

Every pilot should know that

But tip vortices have always oc-

1) Do not exit from a spiral dive

when any wing flies, it produces a

to the improved efficiency of modern

tip vortex that rolls off each wingtip.

wings. Modern paragliders have

close to the ground. I would rec-

I believe Dietmar must have flown

become so efficient that all the speed

ommend being 100 meters above

into his own tip vortex, which caused

of a spiral dive gets converted into

the ground, minimum, so you can

his collapse. This phenomenon

height when you pull out of the spiral

recover from a collapse if you do fly

was rare two years ago, at the time

and are able to climb back into the

through your own vortex.

Dietmar had the accident, and I, for

air you were flying through on the

one, had never experienced anything

turn before. On less efficient gliders,

HANG GLIDING & PARAGLIDING MAGAZINE

2) Change direction when you exit from a spiral dive.

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HANG GLIDING & PARAGLIDING MAGAZINE

Last Summer's

Funnest Little Fly-In At a Site You've Probably Never Heard Of

by C.J. STURTEVANT

astern Washington is world-renowned for the “bigness” of its flying opportunities: big air, huge XC distances over the flatlands, vast swaths of wilderness

that tempt the skilled and the brave to push new routes

over and through. Inkler’s Point, in NE Washington State, offers none of

glider pilots to enjoy spending time on their property. Shaun Wuesthoff (whose business, Wuesthoff Excavation, consists primarily of road building in remote locations, mainly for hilltop electrical installations and power lines) and his wife Stephania are not pilots, but they clearly relate to pilots’ passion for flying and welcome both

these. Instead, its claim to fame is what every flying community dreams of: landowners who don’t just allow us to launch and land on their property, but instead partner with the pilots to cut trees, shape terrain, mow fields, build or improve access roads, all to entice hang glider and para-

HANG GLIDING & PARAGLIDING MAGAZINE

ABOVE Paul

Roys on approach to Inkler's LZ | photo by Glenn Travis. OPPOSITE George parawaiting and virga-watching on the Parker launch | photo by C.J.. INSET T-shirt design by Harry Martin.

hangs and paras to take full advantage of what this little

July we hitched up our little trailer and hauled it from our

slice of their land has to offer. Even better, they’ve watched

side of the Cascades over to Chewelah, an hour or so north

and listened to the pilots who’ve been flying on their land,

of Spokane and about a six-hour drive from our home.

and they’re enthusiastically working on making Inkler’s

Steve, with his usual attention to detail, had posted clear directions to the LZ/camp-

Point a pilots’ dream vaca-

ing area, where we arrived

tion destination.

mid-afternoon to find hang

ang pilot and Inkler’s site stew-

pilots just landing as the

ard Steve Baran

day’s soaring shut down.

lives “just two stop signs

Para pilots were kiting and

and 33 miles from Inkler’s

scootertowing in the huge LZ,

Point LZ, via US Hwy 395,”

a drone was buzzing about

and is the man responsible

over the camp area, and

for discovering the site and

a friendly gaggle of pilots

working diligently with the

was busily setting up shade

Wuesthoffs to develop it. His

shelters and campsite ameni-

entertaining and informa-

ties on the north end of the

tive article in the July 2015

groomed grassy landing field.

issue of HG&PG magazine

From the looks of things, we

details the emergence of

were too late for the day’s

the Inkler’s Point launch

flying, but Steve urged us to

from the Wuesthoffs’ rocks

join him on a quick drive up

and forest. Last July, Steve

to launch to confirm conditions and to get a higher

and the Center of Lift hang gliding and paragliding club invited pilots from around the

perspective on the lay of the land. The wind on top was

Northwest and across the border in BC to come check out

indeed crankin’ cross, but the view down into and across

what this little site has to offer.

the Colville River valley, about 500’ below the take-off point,

My husband George and I, no longer into big air or on a quest for big distances, tend to avoid eastern Washington in the summer. But we’re always on the lookout for new

had us psyched up for the weekend’s flying. Back down in the LZ we signed the waiver, paid our $25 and got our T-shirts, added our shade structure to

places to fly, and a fly-in offers a perfect venue for checking

the hang-out area between the landing and camping

out a new-to-us site. So when we read Steve’s Facebook post

areas, and settled in for an evening of beer drinking and

about the fly-in we marked it on our calendar, and in mid-

schmoozing.

HANG GLIDING & PARAGLIDING MAGAZINE

Over the course of the weekend the pilot population grew to about 20, with a close-to-even mix of hangs and

friends at their home sites! If you’re young and/or hungry for airtime, the flying at

paras. Almost half the pilots were Center of Lift club

Inkler’s can start shortly after sunrise. By the time George

members; George and I were, surprisingly, the only

and I got ourselves in gear on Saturday morning, the hangs

western Washington representatives, with the rest of the

were happily soaring but the wind was already too strong

participants coming from Missoula and BC. It’s unusual for

for paragliders, and was cross enough on top that no one

George and me to show up at a fly-in where we know no-

had launched in a while. Steve suggested we try our luck at

one, and where I am the only woman pilot, but that’s how

Parker, a few miles’ drive to the NE and at a slightly higher

it was at Inkler’s—not a problem, just more incentive to

launch elevation, and with take-off options that might

make plans for future road trips to fly with our new-found

offer a better wind direction. We piled a dozen or so wings

HANG GLIDING & PARAGLIDING MAGAZINE

TOP, L TO R George

closes out the day | photo by Steve Baran. Don Croft on approach. Doug Blake bringing in his U2. Jake Meyers on the tow rig. Photos by Glenn Travis. BELOW LEFT Hang waiting on Inkler's launch | photo by Glenn Travis.

to pack up his paraglider and, along with Steve, spent the afternoon helping the hang pilots get off safely. By the time they’d all launched, and soared, and most had landed, the wind had mellowed and George, clearly benefitting from his launch-assistant karma build-up, had the ridge essentially to himself for a beautiful sunset flight.

and bodies into/on top of rigs, and after a quick stop at the

Sunday morning dawned clear and soarable, with sev-

Parker LZ to put up some streamers and let the landowner

eral hang pilots scoring significant airtime cruising back

know we were going up, we were soon unloading at the

and forth on Inkler’s ridge before breakfast. As the morn-

shady, grassy set-up area at the lower take-off at Parker.

ing progressed conditions turned favorable for a biwingual

Launch did indeed seem to face more into the prevail-

window. George was off first in his paraglider, and im-

ing wind than at Inkler’s, but ominous-looking clouds

mediately climbed several hundred feet above launch and

with occasional streaks of virga were scudding by not

soared the length of the ridge north to the lower launch

far overhead. Ever optimistic, we all set up and watched

and back to takeoff, where he encountered unexpected and

and waited, occasionally ducking under the sail of a hang

unrelenting sink that ended his flight before he had time

glider when the virga briefly reached down to launch level.

to radio a warning for the rest of us to wait a bit. It was

Eventually Steve took advantage of a good-enough cycle

almost as if Inkler’s had suddenly realized it’s an eastern

to punch off, hoping for some lift but encountering only

Washington site, and therefore had a reputation to main-

sink on his short run around the corner to the LZ. The rest

tain: My flight was five minutes of strong lift followed by

of us remained patient (stubborn?) for another hour or so

stronger sink, with the previously consistent south wind in

before the sprinkles of rain became more insistent and the

the LZ abruptly switching 180°, tumbling me to the ground,

continually re-developing virga convinced us that it wasn’t

my wing overflying me with a resounding “whack!” The

happening at Parker this morning.

hang pilots waited on top, and a few eventually launched

Meanwhile, those who’d remained behind at Inkler’s

for brief soaring flights, but when dust devils began wreak-

hadn’t fared any better. Luckily, as the afternoon went on

ing havoc with the shade structures and still-set-up hang

the sky cleared, the wind velocity dropped a bit and the

gliders in the LZ, we all called it a day.

direction improved enough for safe launching there. I took

You’d think, with many of us going home with minimal

off into a friendly cycle but soon found the wind increas-

airtime, this little fly-in would have been somewhat of

ing to the limits of my comfort range—which meant it was

a bust. Not so! There was plenty of action to keep us all

perfect for the hangs. I headed for the LZ; George opted

smiling. Some examples: Steve had planned the fly-in

HANG GLIDING & PARAGLIDING MAGAZINE

for Chewelah’s annual Chataqua Days weekend celebra-

was too windy to launch from above. Jonathan, wearing

tion, which offered a wide assortment food and music and

virtual-reality goggles, navigated his DJI Phantom drone

activities to keep non-flyers happily entertained for hours.

with such amazing precision behind a soaring hang glider

Nearby Waitts Lake enticed several hot/dusty/sweaty pilots

that for a while we on the ground thought it was being

to take a quick, chilly, refreshing dip and come back re-en-

towed—and after both craft had landed, pilots gathered

ergized. Don’s scooter-tow system hauled him and a couple

‘round for an informative Drone Q&A session and some

other parapilots into the quieter air over the LZ while it

hands-on time with this intriguing little flying marvel.

TOP Simon Mitchell banks his U2 | photo by Glenn Travis. ABOVE LEFT George and Steve blowin’ in the wind on Inkler’s lower launch—the camp area and the landing field are visible above George’s left shoulder. RIGHT George approaches the LZ at sunset. Photos by C.J.

HANG GLIDING & PARAGLIDING MAGAZINE

Camping in the field adjacent to the LZ was comfortable and convenient: The grass was mowed, the portapotties

slope and will have a larger flat area at the top of the slope. Since the Wuesthoffs run a large excavation business as

were clean, everyone had been forewarned to bring suf-

their primary biz they have more than enough equipment

ficient water for their needs. The days were sunny and

and expertise to do all of the work needed. Their goal is to

hot, but the nights cooled into the 50s. The road to launch,

create a multiple-use outdoor recreation site where hang

which divides the camping field from the LZ, is steep and

gliding and paragliding are featured. The integrity/safety of

dusty, but the turnaround is short and making multiple

launches and LZ are their #1 priority. A training slope may

shuttle runs up the hill wasn’t a problem.

even be cleared/shaped very near where we were camp-

Steve and the Wuesthoffs are constantly tweaking the

ing.” And dry-camping should be history by next summer—

site to make it more user-friendly: grading the road, elimi-

Steve points out that the Wuesthoffs plan to develop that

nating trees to create more set-up area on top and improve

field into an RV park with cabins and a bunkhouse.

the air flow, spreading truckloads of dirt on launch to smooth over the bedrock and widen options for launch

So, if you’re a NW pilot with an urge to fly a new site, or a road trip to eastern Washington’s beautiful NE corner

“You’d think, with many of us going home with minimal airtime, this little fly-in would have been somewhat of a bust. Not so! ” direction. They’d only just purchased the field where we

sounds like fun, pencil in Inkler’s mid-month on your 2018

camped last April. “It was a MESS!” Steve recalls, “with two

July calendar. Check the Center of Lift website for exact

mobile homes and a HUGE pile of garbage along with them.

dates, probably coinciding with the Chewelah Chataqua

They filled four large dumpsters with trash and were able

Days weekend. I hope to see you there!

to get the Fire Department to burn the two trailers down. They then cleaned up that mess themselves. They hurried on this stuff since they knew we’d decided to give this small fly-in a go.” Steve sums up the relationship in a few words: “Shaun and Stephania are getting to be our good pals…” Even more improvements are anticipated before the second annual Inkler’s Point fly-in. According to Steve, “The top launch is destined to be as perfect a sculpted large

Both Inkler’s Point and Parkers are privately owned, and access is via private roads, through locked gates . Pilots wishing to fly these sites MUST check in with the landowners before driving to launch. Inkler’s is a USHPA-insured site, and USHPA membership is required to fly there. The Center of Lift website has more information about their sites (https://sites.google.com/site/colcenteroflift/local-flying-sites), or you can email centeroflift@gmail.com.

radial launch as possible. It will blend into the natural

ABOVE Tony

Policani, Gary Popoff, Simon Mitchell, George and C.J. shelter under Steve’s glider on Parker | photo by Steve Baran.

HANG GLIDING & PARAGLIDING MAGAZINE

thatSINKINGfeeling by DENNIS PAGEN

e lite pilots spend much

perhaps was due to streeting action

in the usual field because of knee-

effort and energy figuring

(the sink between a cloud street can

high alfalfa. We decided on another

out lift—what sort it is,

where it lurks and how to best exploit

field that was nearby, but closer to a small upwind line of hills. In the air

it. But experienced pilots know that

headed out to land with reasonable

we had a nice thermal flight, up and

there tends to be more sink out there

altitude, but sank all the way out and

down, but the wind grew in strength

than lift, so the smart money spends

could not make the regular landing

to the point that I didn’t want to land

at least as much time pondering how

field. “Not to worry,” I thought, for I

in the alternate field. So I choose

to avoid and operate in sink as fina-

have another handy field, which I

to fly over the back of the ridge to a

gling in lift.

land in if I want to leave my equip-

soccer field that others have used

ment (it has brush and a building,

many times. On my way I hit quite a

Some recent experiences made me re-ponder the limits of sink and

good for concealment). I set up for this

bit of sink, but reached the field just

respect it anew. I’d like to provide the

field, sinking all the way. I barely had

a bit high. I went past my entry line,

reader with the story and my insights.

altitude left to turn into the field, but

turned back and noticed the continu-

as soon as I did, I sank to the ground

ing sink. It even grew stronger close

with no time to stand up and flare.

to the ground, and as it turns out I hit

TO THE BITTER END I can think of three problems re-

I had recently demonstrated land-

the deck in high alfalfa, about 10 feet

lated to sink: First, it puts us on the

ing on my faired base tube without

short of the mowed soccer field. You

ground sooner than expected, which

wheels, and that’s what I did—it was

can guess the rest: My glider nosed in

is a drag when we are trying to float

my only option. In this experience

and I sailed through the bar. I could

around our favorite hill, and a seri-

the sink was at least a mile broad (the

go on about the consequences, but

ous discourager when we are trying

extent of my flight path) and went

the main point here is that the mas-

to go XC. Secondly, sink affects the

right to the ground.

sive sink went right to the ground.

handling of our gliders (hang glid-

The second experience happened

The reason I went into detail about

ers that is)—in sink the response is

this spring. I was flying with wheels

these two flights is to point out the

diminished, mainly because wing

on my base tube because a medical

anything can happen factor. Like most

loading is diminished, at least in the

problem precluded my landing on

pilots I have landed in sink hundreds,

initial sinking air, which can occur

my feet. I scouted the landing field

if not thousands of times. Generally,

frequently when bouncing around

and realized that I could not land

every time we land in thermal condi-

in broken thermals. Finally, sink can compromise landing by making everything go by at a faster pace, but even more insidiously, obliterate your flare window. Let’s concentrate on this last point for the moment. In recent times, I’ve had two sink experiences that opened my eyes (if not my wallet). The first occurred about two years ago. I sank out along a ridge after a couple soaring passes. The sink was widespread and

be strong, organized and as much as three miles wide). At any rate, I

HANG GLIDING & PARAGLIDING MAGAZINE

“When we are traversing wide areas of sink that put us to the ground, we must always be prepared for it to plop us right on the ground, with perhaps no time to prepare for a normal setup, standup and flare.”

tions we are landing in sink unless—

the ground, it must be fairly concen-

flare. Wheels on the base tube and/or

god forbid—we are landing in the

trated and fairly strong sink to affect

confidence that you can belly land is

heart of a thermal and its turmoil.

us like mine did me. In the great

a good backup plan.

But 99.8% of the time the sink we

majority of cases, the sink is spread

are in stops before we get close to

out enough, and thus diffuse enough,

ATMOSPHERIC TECTONICS

the ground. Generally, the reason for

to give us time to stand up and be

I have learned a lot about the move-

this behavior is because the air must

counted as a good-landing pilot.

ment of the air by watching water

spread out as it hits the ground, as

So the takeaway from my experi-

flows (turbulence, divergence and

shown in figure 1. In this case, only

ences and those of other pilots I have

convergence), smoke undulations

if you are in the center of the sink (at

interviewed is that when we are

(convection currents and plumes),

point A) the sink is not sink near the

traversing wide areas of sink that put

bomb blasts (thermals) and avalanch-

ground. If you are any other place

us to the ground, we must always be

es (jets and shears) and now land

(such as B or C), you have horizontal

prepared for it to plop us right on the

masses. How can we gain insights

air to contend with. In fact, even if

ground, with perhaps no time to pre-

from land masses?

there is a “sink core” going directly to

pare for a normal setup, standup and

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HANG GLIDING & PARAGLIDING MAGAZINE

“Sink may be concentrated on one side of the thermal or the other...” ied plate tectonics, you will know

similar thing happening in the atmo-

scale when a sea breeze advances

that flakes (plates or continents) of

sphere, but I’m fairly certain a similar

quickly, or a cool gust front from a

the earth’s crust move around, float-

process can take place.

thunderstorm plows under the sur-

ing on convection currents. Often these flakes collide and sometimes

Typically when two air masses come together (we call it convergence),

rounding warm, moist air. However, when the two converging masses

mountains get formed, but often the

the less dense, lighter mass moves up

are near the same temperature and

two colliding plate-flakes dive down

over the cooler, denser mass. This is

density, they may meld together and rise—convergence lift. On the other

into the earth’s mantle. Such a mas-

what happens in an advancing cold or

sive sinking is called a subduction

warm front (the warmer air is lifted).

hand, if the two converging masses

zone. Now, I have never read about a

The same thing happens on a smaller

are high enough aloft, it is possible that they will join and move downward as shown in figure 2. I call this effect convergence sink. I have modeled this figure after geologic plate action, and it could be somewhat different, but I believe nature follows a similar plan. Note that such an effect happens in the upper-air global circulation where the heated air at the equator moves towards the poles high aloft, and meets the cooler air from the poles. This convergence becomes a band of sink around the globe, and is the cause of the middlelatitude “doldrums.” My evidence for the above argument comes from many flights and experiences in Florida where convergence from both sides of the peninsula often meet near the flight parks, Wallaby Ranch and Quest Air. We have had many long flights from those sites, some over 100 miles. I have experienced massive sink—one thousand feet per minute continuous over three miles or more—several times, flying in central Florida. In these cases, the thermals were light or localized, convergence was happening (wind moving in from both sides of the state), there was no streeting (the cumulus clouds were not aligned with the wind) and pilots a mile or so to the side were not sinking. Of course, I turned away from course line in these cases to shake

HANG GLIDING & PARAGLIDING MAGAZINE

the sink, but try as I might, I could not

Often we picture this sink as being

heading the other way. A particu-

escape. In my perception, the main

all around the thermal and fairly

lar slug of sink can be influenced

line of sink was oriented north and

uniform. In fact, in regular thermal

by other nearby blobs of sink, and

south, similar to the normal line of

production, there can be a general

they can join together on their way

convergence lift.

sinking of the widespread air mass,

down (just as separate cores of ther-

but typically the sink intensifies near

mals often join), and thus intensify.

The point to learn from this speculation is that there can be lines

the thermal. In addition, the sink may

Sometimes we can encounter mas-

of sink when there is no influence

be concentrated on one side of the

sive, vigorous sinkers well away from

from mountain, ridge or cloud-street

thermal or the other, often depend-

an individual thermal, especially

action. The more we are aware of

ing on the wind. Clever pilots learn

if winds at the tops of the thermals

the possibilities in the air, the more

to scope out the thermals of the day

blow the displaced air sideways.

we can avoid the bad and exploit the

as soon as possible and expect that

These concepts are shown in figure 3. The whole point of this discussion

good. Understanding the possibili-

the rest of the sink encountered will

ties can help you figure out the days

follow a similar pattern. Pattern

at your local sites as well. The more

recognition is one of the attributes of

behavior and structure can be as

we know, the less we end up in the

superior pilots.

complicated as lift. In fact, the more

field kicking clods of dirt, ruing our unlucky fate.

THERMAL HOLES

We often depict sink around

is to make pilots aware that sink

we understand it, the more we can

thermals as a general sliding down

avoid it at will. Since sink can be

around the thermal, but in a mixing

widespread and cover more sky than

sky, the sink pattern can be more

lift, we owe it to ourselves and our

We all know that thermals squeeze

chaotic and complicated, especially

self-image to figure out the wiles and

up through the lower layers and nor-

in wind. In fact, sink can often appear

ways of sink in order to remain hap-

mally displace air downwardâ&#x20AC;&#x201D;sink.

as globs or blobs, just like thermals

pily aloft.

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SKY SPORTS GLIDERS of the

Late '70s

by CHRIS GONZALES photos courtesy TINA SHEPPARD The year was 1976. In the Northeast, US hang gliding was thriv-

intrigued by the Feb. 1972 article in

ing in all directions—to my north,

National Geographic about the first

flying a standard Rogallo. With that visual connection to hang gliding burned into my brain, I was

south, east, and west, each site within

Otto Lilienthal meet in southern

primed for what was about to come.

an easy drive. Yet I was totally un-

California (a commonly cited trigger).

One day, while walking into Herman’s

aware of the activity.

In both cases, flying gliders resulted

Sporting Goods, I found a standard

from images, without plans.

Rogallo hanging from the ceiling

If you were lucky enough to witness an actual flying hang glider in those

Sky, Chris Wills talks about being

Those two events had consequences

and walked out with a copy of Dan

days, the sight may have been enough

for hang gliding. Terry Sweeney

Poynter’s Hang Gliding. The book was

to draw you in. For others, all it took

eventually designed for the East Coast

years old and hopelessly outdated, but

was a simple photograph.

company Sky Sports and, of course,

at least it provided a start. To get hang

In the 1969 Fritz Wetherbee film,

everyone flying today is familiar with

gliding into my future I first was going

Sweeney’s Glider, Terry Sweeney talks

the name Wills Wing. In fact, both of

to have to briefly access its past. So

about getting the idea for his Chanute-

those evolutionary paths were well

I ordered plans for Taras Kiceniuk’s

style foot-launched biplane from

underway by the time I had seen

bamboo-and-polyethylene glider,

Compton’s Pictured Encyclopedia. In

what first influenced me—an almost

Batso.

Bill Liscomb’s documentary Big Blue

thumbnail-sized image of Hall Brock

HANG GLIDING & PARAGLIDING MAGAZINE

As it turned out, bamboo doesn’t

grow in upstate NY, so short of having

were being phased out, and I never

up the hill, the Lark II was brought

it shipped from NYC, the Batso was

saw one enter a full luff dive. (Oddly,

out. It had a single batten at each

a dead end. Abandoning it meant I

years later I did see a Seagull Seahawk,

wing tip and shorter chord at the root.

would need not only an aluminum-

a glider with the best of reputations,

Soon, at Mike’s urging, I purchased a

tube-style Rogallo kit, but a harness as

enter a luff dive briefly, while making

brand-new Bobcat III, sort of a mel-

well. Again referring to Poynter’s book,

passes in choppy ridge lift at Ellenville.

lower, beginner version of the Kestrel,

I wrote to Ed Vickery at Sky Sports

It lasted three or four seconds before

with roached tips, battens and partial

about kits and harnesses. In response,

recovering). It was clear that the stan-

double surface. With these design

I received a slick Sky Sports brochure

dard Rogallo, if not entirely phased out,

innovations, the concerns of full luff

of their latest ships; apparently, kits

was being kept on a short leash.

dives faded. But as aspect ratios grew

were no longer available. However, Ed included a note suggesting that I

Things were changing quickly for the sport, and me. As I progressed

and sails tightened, new problems were brewing.

contact Mike McCarron in Saratoga for lessons. This connection pulled me in to the hang gliding present. When I started at Barber’s Hill, it was lush with Kestrel B’s, a string of them slowly advancing in stages up the path on the 200-foot hill. They glided flat and long, landing deep into a far hayfield. The Kestrel had three battens a side, a partial double surface, and a nose batten that maintained an airfoil section. When the Kestrel first arrived a year or so earlier, it changed everything. As one pilot said, “We were taking off halfway up the hill and gliding twice as far.” And with that performance, soaring became commonplace. Lower on the hill, Mike patiently worked with me on the Lark standard Rogallo—the one like Hall Brock was flying in the photo. It provided a simple, light, ground-hugging performance and was amazingly forgiving, making it well-suited for early training. If a Lark stalled from 10 feet, it would gently set you down. But when flown in the mountains, they were vulnerable to the dreaded “full luff dive”— something Stanley Kubrick could have named. At low angles of attack, the sail could luff and go pitch-neutral, stabilizing in dives of varying severity. Everyone knew of this potential, but it rarely was mentioned. To avoid it, the Lark was tuned with generous keel reflex, which was verified as part of preflight. But the standard Rogallos

ABOVE, TOP Cleared to taxi. Breaking out the old gal for a bit of kiting. BOTTOM Check out the deflexors. OPPOSITE Top-surface.

HANG GLIDING & PARAGLIDING MAGAZINE

from a local site, Altamont. Leaving my

ABOVE Felt-tip placard.

At Barber’s Farm, Mike taught and

when the Sirocco disappeared from

Kestrel and anxiously heading up the

Sky Sports advertising, with only the

mountain to assist, I was eventually

Bobcat III being listed. Even more

flagged down by a driver on an access

alarming was the time when Tom

road. Arriving at a small house in the

Peghiny flew, and won, the Masters

woods, I found Bill at the kitchen table,

at Grandfather Mt. flying a glider

beer in hand. Obviously unhurt, he

from another company—a Bennett

said, while laughing, “I had the full

Phoenix 8! For those of us who had an

weight of the glider on my shoulders

almost cult-like relationship with Sky

as I left the cliff.” Having elected to

Sports, this act seemed like blas-

take off in a tailwind—it was never

phemy. (Naively, I couldn’t see other

clear if the glider contributed to the

good reasons for Tom to be flying the

crash—Bill would soon be searching

Phoenix on that day.) Yet things settled

for something else to fly.

down and confidence was restored, at

It was about that time when the

least outwardly. In fact, Stuart’s death

sold exclusively Sky Sports gliders.

Sirocco arrived and, to me, it looked

would have a chilling effect for many

This limitation was no hardship on us,

like a spaceship.

years to follow.

as the level of creativity and produc-

Of course, hang gliders owed much

During these months, the Sirocco

tion coming from their Connecticut

to sailboat design and technology.

would be certified to meet the new HGMA standards. And its successor,

company was absolutely cutting edge.

The art of sail making and time-

Tom Peghiny and Terry Sweeney were

tested hardware allowed designs to

the Sirocco II, would be hot on its

now legendary designers, and we anx-

advance quickly. The Sirocco was

heels, certified just two months later.

iously awaited their next generation of

the first glider I had seen that did

We traveled to Pico Peak in Vermont to see Tom and Malcolm Jones flying

magic. We also read of Peghiny’s many

not outwardly seem sailboat-like. Its

competition successes in Hang Gliding

crossbar was completely enclosed,

the new version in the infamous Pico

magazine of the latest Sky Sports

promising to dramatically reduce

Peak International Invitation Meet. I

supership. Like the Merlin. After train-

drag and extend glide. Armed with its

ordered my Sirocco II the next week.

ing, Mike might take his for a ride.

aluminum preformed airfoil-shaped

Similar to a Kestrel, but with more

battens, defined tips and cables to

Back to 2017. I bring the old

double surface, higher aspect ratio

maintain midspan washout, it main-

Sirocco out into the sun. This particu-

and more battens, it looked sexy and a

tained its shape, regardless of how it

lar wing had originally been Mike

little dangerous. Even the name had a

was oriented to the wind. It was also

McCarron’s. Decades later, he was

mystical Tolkien quality that seemed

designed to resist the new dread: the

cleaning out his garage, and I offered

to permeate that period. It was the top

pitchover. Alternately referred to as

to take it off his hands. Since I set it up

of the line, as far as I knew. But over

pitch divergency, tucking, or tumbling,

from time to time, this auspicious an-

the eastern horizon, its replacement

it was an ailment shared by almost all

niversary seemed like a good opportu-

was being crafted and about to make

high-performance wings on occasion.

nity to try it.

itself known.

But the word on the Sirocco was very

The Merlin never quite caught on as

promising.

The wing is very long in the bag, due to a very modest nose angle. I

It was not all good news, however.

find the sail in good shape (flown just

that it was trickier to fly and more

In fact, Stuart Soule had been killed

one season), but the topsail is heavily

vulnerable to tip stalls. A single Merlin

on a Sirocco that had pitched over

stained. On the nose, written freehand

made its way through the hands of

and collapsed. We were assured that

in felt-tip marker it reads, “Sirocco 156

several advanced pilots in our club.

the production ship was fine, but that

sq ft, Odyssey Sails, Wilton NH. #6.”

The last I saw of it was when Bill Orkis

Stuart had heavily modified the wing.

That low number reflects Mike’s privi-

spun it into the trees, as he launched

Still there was a long period of time

leged connection with the company.

the Kestrel had done. The word was

“The Sirocco was the first glider I had seen that did not outwardly seem sailboat-like.” 24

HANG GLIDING & PARAGLIDING MAGAZINE

explore the upper speed range at

The hardware is heavily corroded,

bar offered a slightly better glide

requiring me to use penetrating oil

than the single-surface ships, but its

their leisure. I would learn to love the

to get the pip pins on the turnbuckles

sink rate was probably no better and

Comet and its performance, but often

to release. The iconic blue anodized

sometimes worse, depending on how

I missed the ability to precisely tune a

control bar goes together, and I swing

you loaded it. The style of flying in the

wing that deflexors had offered.

open the wings. Whatever advances

early days was to scratch as close as

Of course, today, 2017, seems like a

the Sirocco could boast about, easy

you dared and fly right at minimum

good time for reflection, if not actual

setup was not among them.

sink most of the time. The Sirocco

flying. There is no need for concern

didn’t do this particularly well. You

about rusted hardware. The wine

The sheer number of wingnuts that must be fully removed and installed is

were not going to out-sink a lightly

flows freely, the weather is per-

amazing. Even the midspan washout

loaded Moyes Maxi II. You had to take

fect, and slowly she comes together.

cables have them. The crossbar halves

advantage of its high-speed perfor-

Looking good in the sun, I find myself

must be installed blind through the

mance. This was best done on days

wanting to give her a bit more space,

sail into a short sleeve and then at-

with strong lift and sink and in diving

and we go over the chain link fence

tached at the leading edges. And, of

through the sink, and you would get

and down to the road. Traffic is slow in

course, at that juncture the deflexors

to the next thermal much higher than

the development today. There is just

are inserted.

a single-surface ship. As the day pro-

enough room to get her moving and

Deflexors were the post-supported wires that externally stiffened the leading edges. Of course, the negative

gressed, you would gradually float to

flying a little, if I can avoid the random

the top of the pack.

mailbox. An easy run brings a gentle

In a couple of years, the Comet

breeze, and she lightens a bit. It’s been

arrived and brought with it much

a long time, but she remembers and

but they offered a means of tuning

improved sink rates. It accommodated

lifts off my shoulders, and together we

the wing unavailable in later models.

many flying styles, and pilots could

briefly feel 40 years younger.

consequences were drag and hassle,

Some of us flew with small spring scales in those days, and with them, we checked tension in our deflexor wires before flight, fine tuning them via turnbuckles. This technique of measurement, adjusting, flying and logging, allowed you to customize handling performance. I was able to optimize for steep turns, say 60 degrees, the kind of turn you would use in a strong thermal core. With careful tuning, I could set up a sweet spot within which the glider really coordinated well in that bank and climbed extraordinarily well. My Sirocco II really inspired confidence. Doing deep stalls for fun, or climbing out on the front wires to penetrate a strong headwind, she would take it all in stride without a quirk. Tight-wired and statically neutral, and still fairly light, the Sirocco’s takeoff was a breeze, even crosswind. She was so easy to land, I would occasionally elect to land downwind in a pinch, if winds were light. The Sirocco and its enclosed cross-

HANG GLIDING & PARAGLIDING MAGAZINE

GALLERY |

Felix Wรถlk

ABOVE

HANG GLIDING & PARAGLIDING MAGAZINE

Zermatt, Switzerland.

HANG GLIDING & PARAGLIDING MAGAZINE

LEFT Jochen Schweizer over Averau, Dolomites, Italy. TOP Jochen Schweizer over Alparola, Dolomites, Italy. BOTTOM LEFT Stromboli, Italy. RIGHT Monte Cernera, Dolomites, Italy.

HANG GLIDING & PARAGLIDING MAGAZINE

LEFT Lake Garda, Italy. RIGHT CapTriglav

National Park, Mangartom, Slovenia.

HANG GLIDING & PARAGLIDING MAGAZINE

BELOW Roman Berner over

Sass Pordoi, Val di Fassa, Dolomites, Italy.

HANG GLIDING & PARAGLIDING MAGAZINE

TOP LEFT & BOTTOM RIGHT Lake Garda, Italy.

TOP RIGHT Zermatt, Switzerland. BOTTOM LEFT

Innsbruck, Austria.

HANG GLIDING & PARAGLIDING MAGAZINE

USHPA PILOT MAGAZINE

BELOW Roman Berner over Marmolada south wall, Dolomites, Italy.

TANGO-TANGO by TYSON TAYLOR

HANG GLIDING & PARAGLIDING MAGAZINE

alize they’re all 80 or 90 miles behind me. What I should

do?

XC flying. This Tenax 4 is like a Winnebago, compared to

Holy Mother of a day, I’m at 5000 feet, and I’ve just beaten my old personal best distance! While frantically trying to reach someone on the radio, I suddenly re-

y 11 o’clock, cumies and cirrus were on tap, along with a frothy southeast wind. My goal for the day was a Tenax 4 test flight. I loaded my Tenax (bags

and other paraphernalia) so it was configured for future

I’ll set a goal! Yep, it’s time to make a plan. Mental

my High Energy cocoon, my previous harness. After Bart

checklist: record personal best distance, personal best

helped me with the harness adjustments and intricacies,

time. None of my friends will believe me when they find

I was ready to go.

out how far I’ve just flown! Let me back up. This morning, after doing my Mother’s Day due diligence, I trekked off to Cowboy Up—eager to

“You look worried,” Tiki remarked, reading the racingharness-intimidation apparent on my face. “Worried? I’ve gone from my putt-putt cocoon to full-

test fly my brand spankin’ new Woody Valley Tenax 4

blown Formula One. Yeah, I’m a tad bit... how you say...

harness. Actually, I credit the distance of this flight to my

‘nervous’.”

new harness, but not for the reasons you might think.

I hefted my harness, hooked it into my U2, and climbed in. The harness had that “new car” smell, unfortunately, just another reminder that I, a hang 3, who had been flying less than two years, was now putting on the bigboy boxers. So I hooked in, lay down, and waited for the tug. I saw Ben on tow snap off low in his Falcon—a bit rowdy, maybe? I backed the VG off a tad. Now my tug was coming... deep breath... looked around, last check. I saw my shiny new mistress (my Flytec 6030 and Garmin 78s) smiling back at me and briefly recalled how far I had come since my old $50 Ebay Special (Flytec 4005). OK, Ty, “Simma’ down…it’s just a harness. Concentrate on flying clean and controlled out of the launch cart. The tow will be fine, and the new harness landing will be... well... I’ll take ‘acceptable’ at this point.“ The tight towline whined her up, and I flew out of the cart just fine. Whew, happy days. Short-lived celebration, though, because seconds later, “Señor Jackhammer” strolled in and all heck broke loose. With 200 aerotows to my credit, this tow was a “Cowboy Up white-knuckler” and the rowdiest tow of my life. Yeehaww! Somehow, I hung onto that rodeo bull to about 2000 feet, at which time I hopped off and got my first chance to enjoy my new harness. I clumsily grabbed the zipper, while fooling with the pocket and tow bridles, and tried to get a feel for my harness, as I went in and out of ratty lift. Alrighty now. Just fly. With the tow out of the way, my only “worry” was the landing. Settling in, I drifted pretty LEFT Tango-Tango unzipping the Tenax-4 after landing at

goal during the 2017 Midwest Competition.

HANG GLIDING & PARAGLIDING MAGAZINE

well, but the lift was still ratty, and I was struggling to stay at 2100 feet. After 20 minutes, I felt good about my harness. (You’ll recall that I said this flight was “all about

ting shot out of the sky. No flight is without drama. “I gotta get across, past this area, I gotta get to Interstate 10,” I told myself. “Please, I only want to get to I-10.”

the harness”—my maiden voyage.) I drifted downwind

I had heard from Robin, Bart, and Mick that it all got

but was still just within a glide of the Cowboy Up field.

better on the “other side” of I-10. So I focused and spotted

My dilemma now was whether I should glide back and face that worrisome first new-harness landing or put off

them below me, amongst the rice patties. I saw two giant longhorn dirt columns and several buzzards pirouet-

that impending ordeal and keep drifting. Even though I

ting up in the dust from the landscape. I banked into it

had to take into consideration the fact that I had bombed

and hung on. “Up, up and way, cya rice paddies!” I said

out twice yesterday, while others soared, it’d be great to

proudly. Topping out, I pulled VG, tucked in, streamlined

have at least an hour today.

myself and headed for the town of Eagle Lake.

I decided I’d drift with it a bit longer and maybe get another half-hour in my new harness. At the time, the

On glide as I approached the town, I got lower and lower, until once again, I realized I was really LOW over

landing field over Cowboy Up was shaded with cirrus and

the town of Eagle Lake. I had thought the buzzards and I

broken-up cumies, and downwind was blue with cumies

were surely home free to go beyond I-10. But lower than

“BOOM! I heard the sweet siren sound of 6030 success, a result of the strongest thermal I’d had in my entire life.” popping. The downwind clouds were not textbook, but

I’d been thus far (and the lowest I got on my entire flight)

they looked far better than the prospective upwinds.

when I spied the Eagle Lake Airport, I was buoyed only by

I bobbed along for a half-hour or so, in and out of raggedy lift, until I finally got something I could bite into and finally make a full circle. Things were looking up, until... I

thinking, “Well, if this doesn’t play out, I can land there with a windsock.” Then BOOM! I heard the sweet siren sound of 6030 suc-

came upon my nemesis, the dreaded flooded rice pad-

cess, a result of the strongest thermal I’d had in my entire

dies and wet fields before Eagle Lake, Texas…aughhh! I

life: a perfect 10 for several turns. Holy guacamole! I rode

had bombed out so many times over that area I felt as if I

that homesick angel to 5400 feet right over the airport.

had AA guns with their sights on me. Each time this area

Topping out again, I VGed up, tucked in again, and said

denied me what I had been told is the Promised Land on

sayonara to Eagle Lake. Hello I-10. I made sure I stayed

the other side of Interstate 10. Before too long, I was get-

high and sailed cleanly across I-10. Now I could land a

HANG GLIDING & PARAGLIDING MAGAZINE

LEFT Smoke coming off the Dragon Fly? Smells like ALTITUDE! ABOVE The Wills Wing U2 tows like a dream. BELOW Last thermal of the day over Hearne, Texas.

happy camper. But I needed to notify my buddies and rummaged

By this time, I realized I had been hanging in this new harness quite a while. I definitely noticed that the perfor-

through my pocket for my cellphone to call Tiki. Dang, no

mance of my new Tenax 4 was different from my cocoon’s.

service. OK, I switched it off to use upon landing.

It was like flying a whole new glider. It seemed as if I were

Then I took a brief inventory: I had no working radio,

able to patrol around and not lose much at all. I was very

no cellphone service, no tracker, no air tribune, no driver, no one who knew where I was and Garmin batteries that were on their way out. This scenario was actually kind of liberating. So the choice was easy: I’d figure it all out later. And besides: I HAD JUST BROKEN MY PERSONAL BEST! YEEHAW! North of I-10, the landscape changes to rolling hills and less standing water. I had finally arrived and from now on my flight was going to be easier. But wait... The southeast wind was still blowing and I had to decide which cloudstreet to follow. I was still stinkin’ high and spent time checking out possible routes. I chose to head for the clouds to the east, since there was a big blue hole straight ahead of me. I was aware of the time of day, the way the sky was developing, and some clouds that were dissipating rather quickly, while others stayed strong. I tried to stay with more organized clouds that left dark shadows on the ground, without any specks of light shining through.

HANG GLIDING & PARAGLIDING MAGAZINE

impressed with the Tenax and its very plush comfort. As I worked my way west, I thought, “Shoot, if I can just

said, “If you ever get in the bad sink, pull in that bar, Ty, I

make it to Brenham Airport, that would be nice.” Before

mean FAST, 45-50mph FAST; you want to get out of that

I knew it, I was passing the home of Blue Bell Ice Cream.

sink fast!” So that is what I did the entire flight. I pulled

Bye bye, Brenham, Texas. I had never been in the air this long, and a nudge of mental fatigue started creeping in. I remembered Tiki’s saying, “You have to reward yourself with some time

in hard on the sinky stuff, and I held it until I felt that bar wanting to come back out. When it did, I was usually in a thermal. As the day closed out, I was still finding thermals on

spent rocked up in the harness with your feet out.” So I

the downwind side of the more rag-tag looking clouds.

practiced getting upright and hanging my legs out on the

It wasn’t until I was just west of College Station, Texas,

climbs and rewarding myself with a little sip of water.

(home to Texas A&M University) that I decided to take a

This actually helped me stay fresh in the long run.

look at my map function on my 6030. Holy smokes! I had

By this time, it was 5 o’clock. I was content with my

with this new harness I would be able to fly really fast. He

probably flown 80 or 90 miles! This was when my genius

progress, BlueBell Brenham was a distant memory, and I

kicked in with “time to make a plan.” I cranked up what

knew that this late in the day the next climb would prob-

little juice I had left in my Garmin, set my goal for Hearne,

ably be my last. The clouds were getting ragged, flat and

Texas, 33 miles ahead. I thought with the rate the clouds

farther apart. But wait… I was still getting climbs to 5000

were dying off, it would be a miracle if I made it that far.

feet, and my streets were actually holding up ahead and

So I punched it in, VGed up, tucked in, and glided under

dissipating behind me.

the remnants of what was left of my cloudstreet.

I decided it was time to stay high and top out in every-

I got down to 2300 feet, knowing my flight would come

thing. I used my speed-to-fly gauge on my 6030 on every

to a close soon. But wait... the pump jacks were not done

glide now. Bart had told me, right before launching, that

pumping: 50 to 100fpm is the number PJ offered up (no

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pun intended). It was almost 6:30pm and I was already a

OK, cya, Hearne. I did the best I could to maximize

happy camper. But the hang glider pilot in me would not

every little bit of lift there was to find. It was 7:30 now,

let me pass up this 100fpm with an accompanying drift.

and suddenly everything disappeared.

And that PJ lift turned into a full-fledged 200-400fpm thermal. As I was climbing, I looked up and smiled as a

I went on glide to the town up ahead, and after flying over downtown and getting a good look at the water

newly formed cloud blossomed above me. Frosty again at

tower, I found out I was in Calvert, Texas. I milked the

5200 feet, I was pleased I had chosen this cloudstreet and

dregs of lift, but it was over, and this time it was true.

rode the last thermal headed out of town. Once I had squeezed every drop from that PJ lift, I tried to drift with the wispies. But after sinking down to 4900

I decided to land in a field next to an open track field. This was the moment I had been dreading for the past almost seven hours... practically the whole reason this

feet, I decided to go on glide. My vario told me I had my

flight happened. You’ll recall at the beginning I said I

goal with a 10:1 glide, and I was set on final glide! But

wanted a little more time in my new harness before I had

wait... conditions got really buoyant, so I pushed that bar

to land in it. This was the moment of truth.

out and enjoyed the tastiest glide of my life! I barely lost anything on this glide; I just flew along with a zero. And

I was upright and noticed the landing position was very VERY different from my trusty cocoon’s. My 6030 said

that’s when I decided to take my phone out and capture

I had a 15mph wind, so I thought it would be a piece of

some of the glorious evening.

cake. Well, it was off by about 15 mph; there was no wind

I made it to Hearne with 2900 feet at 7 o’clock and time to wind it down. But wait—ANOTHER BLIP on the vario. NO WAY! What could I do? I stayed with it and climbed back up to 3700 feet. UN-FREAKING-BELIEVABLE!

on landing. I couldn’t find a single flag around the school and the grass was still. I had recently made a landing where I flared too early and zoomed up and came down hard on my heel. So I was

“ANOTHER BLIP on the vario. NO WAY! What could I do? I stayed with it and climbed back up to 3700 feet.”

HANG GLIDING & PARAGLIDING MAGAZINE

“All my tubes were straight and I was OK. So I’d say that I had a good landing, considering that I was in a new harness, with no wind, and I had just flown for 6 hours and 50 minutes.” timid and waited too long to flare. I tried to run it out, but

the sheriff departments from Wharton to College Station

the grass was deceptively deeper than I had anticipated.

(100 miles out) to see if anyone had found me.

After a couple of running steps, my basetube caught the grass and I whacked! I picked up the glider and moved it to a well-mown

As I was trying to grasp the whole situation, Ben Sands called me. “Dude, where are you?” he asked in a frantic voice.

area beside the fence. The nose cone wasn’t dented in,

“I just landed, like five minutes ago!” I said.

and there weren’t any grass stains either. All my tubes

“WHAT?! WHERE ARE YOU?” Ben exclaimed?

were straight, and I was OK. So I’d say that I had a good landing, considering that I was in a new harness, with no wind, and I had just flown for 6 hours and 50 minutes. I’m

“North of Hearne!” I said. “HEA.....HEARNE!” Ben shouted. I had to end phone calls quickly, because I was running

always striving to make perfect landings, but under the

low on battery. Tiki was relieved and overjoyed that I was

circumstances, I’m not going to be too hard on myself for

OK. I was greeted by KC, the man who lived next to the

my whack.

field where I landed. KC helped me move my glider over

As soon as I got out of the harness, I turned on my phone. It was so full of messages and missed calls and

the fence, and his wife Karen took me in and treated me to cold drinks and snacks.

voicemails that it froze temporarily while it loaded. As it turns out, back in Wharton people were starting to get really worried about me. Tiki, Bart, and others had called

Thanks to everyone who stayed late at Wharton, calling the sheriff departments. And thank you for the retrieve.

HANG GLIDING & PARAGLIDING MAGAZINE

Flying Together by CHERISE TUTTLE “Cherise, are you using your speed bar? I don’t see you using your speed bar. Put your hands up and weight shift to get a good, buoyant line.” “I’m on my speed bar! But I don’t think it’s working…”

T 46

learn, our coffee dates turned into study sessions of the USHPA handbook and weather websites. Our days off slowly gravitated toward ground handling and time at the training hill. As we drove down the highway, we analyzed the clouds together. We both got downright geeky about

hese are the type of conversations my husband and I have been having during the past year. Ever since Cody learned how to paraglide a few years

the sport. Then, I finally took my first solo flight. I experienced about 30 seconds of pure bliss and ecstatic celebration

ago, he’s been determined to share the sport with anyone

upon landing and became just as “hooked” as Cody. As he

who’s willing. When it was clear that I, too, wanted to

congratulated me on my first flight, we both slowly looked

HANG GLIDING & PARAGLIDING MAGAZINE

Messenger, flying above me. She

up at the big mountains. A whole world had just opened up for us

topped out the next thermal and

to share. The sky was no longer

set sail across the valley to the

the limit.

next ridge. I looked at my elevation. I was just over 2400 meters.

Cross-country paragliding is truly an art. It takes a certain

With ease, I made the decision

amount of finesse to find a

to cross. With that amount of altitude, I might not even have

“lifty” line, as well as an eye for meticulous observations of trees

to top up at the beginning of the

swaying in the wind or a bird

next ridge. As I left the Sarangkot

soaring through a bubble of lift-

ridge to cross over, I heard Cody’s

ing air. As you become a student

voice crackle over the radio. “Hey,

of geography and meteorology,

Cherise, do you think you’d like

coming up short on an out-andback, Cody decided to land with me rather outlines of the highways in the than making it back to Lakeside, which, as we sky. Traveling becomes centered all know, is a big deal. Photo by Cody Tuttle. around paragliding destinations, BELOW Taking an early ride along Lakeside and where we live depends before heading up for a flight later | photo by on the cross-country season. Jamie Messenger. OPPOSITE Flying tandem Obsessed? I don’t think so, but with your partner brings on another set of certainly hooked on feeling the dynamics, like differences of opinion on where freedom of flight. the thermals are. Photo by Cody Tuttle. ridges become destinations

ABOVE After

and small cumulus clouds form

My first big cross-country

to head over to the Greenwall?” I smirked as I boated across high above him. “Never mind! I see you’re already half-way across!” Making your own decisions in the sky is absolutely necessary. As a freshman pilot, I’m often guided when doing something new in the sky. I appreciate advice and progress from it, but, ultimately, I’m the pilot of my aircraft. And that’s

paragliding flight was in Pokhara, Nepal. The Greenwall

the interesting thing about learning to fly together as a

is a ridge located behind the popular paragliding site,

couple. Even though Cody learned before me, we’re both

Sarangkot, overlooking Lakeside. The conditions looked

still constantly learning. However, he has assumed more

perfect, with high clouds and low pressure. We launched

of the teacher role and I of the student—often resulting in

just after noon, quickly climbing out in the house thermal

more pressure than necessary being put on his shoulders

and making our way down the ridge. I was on a mission.

as he watches his wife fly, while hoping he didn’t make a

Just a few days before, I had attempted this same line, but

mistake in bringing her into this sport. And realizing that

landed out. I was not going to do that again.

even with an overpowering protective instinct, there’s

I only had a week left in Pokhara to conquer this route. I launched before Cody, but could see our friend, Isabella

not much anyone can do if something goes wrong. The “teacher” needs to trust his or her partner’s instincts and

HANG GLIDING & PARAGLIDING MAGAZINE

LEFT Since

learning to fly, we are no longer light travelers. Photo by Cherise Tuttle. CENTER Getting ready for flying is always a social occasion in Nepal with the local kids hanging out and asking for chocolate. RIGHT My second day of flying in Nepal was much more successful with Cody guiding me in to a dry landing! OPPOSITE The views never got old as we flew over Fewa Lake setting up for landing. Photos by Cody Tuttle. capabilities of the aircraft. How does one let go, and what dynamics follow? Initially, I wanted to ask my mentors in the sport these questions—those whose partners are also established paragliding pilots. Then I was advised to talk with those who are on the same page as we are. The greener ones.

bonding moments. Also, as Cody gently encouraged me, I had moments of stubbornness, merely because he was encouraging it. When I asked him what he learned through that stage of my decision making, he smirked and said, “There’s a fine line. And that line moves for every situation.

Those of us who still have much to learn and whose

You kind of have to let someone learn on his or her own.

adrenaline and emotions are possibly a bit higher than

If they fall on their face too many times, you try to make

the veterans who have “seen it all.” And I figured I would start with us. When I first became interested in learning how to paraglide, my husband,

them think they have had an epiphany that came to them, versus your telling them what to do. You (Cherise) couldn’t be told anything. But, it was worth it. The joy I find in

Cody, proudly announced my decision to a good friend

flying is hard to experience on my own. It’s hard to come

and talented pilot. That pilot immediately asked why; he

home after an amazing day of flying cross-country and

said Cody was giving away his man time where no one

not have my spouse be able to understand that joy.”

could contact him and where he was accountable for no

And that’s the beauty of experiencing free flight

one but himself. But Cody continued to encourage me

together. It is something you celebrate upon landing. As

anyway.

Cody would say, “It’s all about the high 5’s and beers in the

It wasn’t until my first high flights that Cody realized

LZ. Talking about your individual experiences and also

the fullness of what his friend had tried to explain. “It

the experiences you had together. To me it’s the same as

stressed me out that you were flying in the beginning.

skiing powder. Everyone takes a separate line, but you’re

As much as I wanted you to fly, it was hard. I felt as if I

still all enjoying the same thing. It’s a really personal ex-

needed to watch you from the moment you launched until

perience, but the people you’re doing it with know exactly

the moment you landed. Just in case I had to yell on the

the same feeling.”

radio, ‘throw your reserve,’ even though I know things will

I also managed to interview with fellow pilots cur-

be OK about 99% of the time,” says Cody during my inter-

rently living in the Netherlands, John and Lisa Tilstra.

view with him. Talk about having a real conversation over

We flew with them last fall at our home flying spot in the

a glass of wine at home!

Owens Valley. Having learned around the same time as

It wasn’t easy for me to start to fly. Because a good

not an activity that anyone would think produces natural

us, I found it interesting to hear about their journey and

amount of fear blocked me, I seriously had to assess if

dynamics. One thing that struck me from John’s interview

this was a sport I wanted to enjoy with my partner. It’s

was his saying, “I love sharing my passion for free flight

HANG GLIDING & PARAGLIDING MAGAZINE

LEFT Off

Mardi Himal launch, Cody takes in the breathtaking views near Fishtail Mountain. RIGHT Making the Greenwall and back. With Cody's help, I flew farther than I had ever flown on my own. Photos by Cody Tuttle.

with the person I am most passionate about. I married Lisa because I love sharing life experiences with her. It is incredibly fulfilling (and convenient) to now share the joy

more anxious to get in the air and catch the thermals. I,

of paragliding together.”

on the other hand, am content to take it slowly. I really

I also think that’s the beauty of flying together with

want to make sure I’m comfortable with my own abilities.

your partner. Paragliding is a passionate sport. When

This past April when we were flying in Annecy, one eve-

I am with pilots, all we talk about is the latest flying

ning I chose to stay on the ground, but encouraged John

destination we’ve been to, which glider to get next, what

to fly. Since we do a lot of our adventuring together, it’s a

the conditions are like, glide ratios, wing performance,

bit different with flying. But I’m committed to making my

thermals, scary flights, etc. You can’t help but be obsessed,

own decisions about flying conditions and my comfort/

because you are surrounded by people who are just as

skill level. Which means sometimes I keep my feet on the

excited and hungry for more as you. Having your spouse

ground while John spreads his wings.

be a part of that community means that they share in that excitement beside you. But this togetherness doesn’t come without its…well… let’s call it “frustrations.” Sometimes I get frightened at

“John’s a natural athlete. I have to work at my athletic adventures more intentionally. I’ve learned so much from John over the years of climbing, hiking, mountaineering, and sailing together. So, I’m also confident in John’s flying

launch, thinking it’s too strong for me, while Cody still

abilities. One of the differences from the other sports we

feels comfortable to fly. As a couple, it’s impossible not to

do, though, is that we are both new pilots, so he’s not that

project those negative “energies.” I’ve had to learn to keep

far ahead of me. It creates more of a shared learning expe-

cool and be confident in his abilities, instead of transmit-

rience, which is enjoyable.”

ting how I would be reacting if I were about to launch. So

Lisa: “So far, no, I haven’t been frustrated. John’s more willing to take risks than I am, in some ways. I think he’s

John: “Lisa has a great disposition in the moun-

I asked John and Lisa if they ever felt frustrated with each

tains. She’s got a good sense of both her risk and limits,

other or stressed out and if they feel confident in their

and she’s brought these same traits to flying. She’s

partners’ abilities.

committed to being a learning pilot who flies within her

HANG GLIDING & PARAGLIDING MAGAZINE

limits. Of course, there are times where I feel like the best

and watch your partner set sail to the skies. From that

part of my life is up in the air, and I would be helpless to

moment forward you have to be confident that they will

intervene if she got into trouble, but the intention with

make the right decisions. And so I bring you back to my

which Lisa has learned to fly gives me great confidence in

very first cross-country flight in Nepal this winter.

her abilities at this stage.

I’m focused on the ridge coming up and aim for

“The most stressed I have ever been was Lisa’s very

the school that has a huge sign painted on their roof,

first flight. It was her second day of training in Boulder,

NAMASTE PILOTS. My flight path is marked. As Cody

Colorado. I hiked up the hill and helped her launch. There was an instructor at launch, and one at the LZ. We did a radio check seconds before Lisa launched, but somehow, as soon as Lisa’s feet left the ground, her radio stopped working. So, I stood on the ground, listening to the instructor’s shout into their radios with increasing concern as Lisa seemingly ignored all their commands and drifted away from the LZ and off toward a lake. I had about 30 seconds of sheer terror before Lisa herself figured out the radios were down, sat back in her seat, corrected her heading, and nailed the landing—her first—without any radio support! I was so proud of her.” I think one of the hardest things to do is to let go ABOVE Last

year I had the opportunity to fly from Mardi Himal beneath the iconic Machapuchare Mountain and Annapurna range tandem and captured some incredible shots of Cody. BELOW Most of the time my flights are shorter than Cody’s so I am able to watch him landing. Photos by Cherise Tuttle.

HANG GLIDING & PARAGLIDING MAGAZINE

a cloud. I start hootin’ and

catches up to me, I hit a bit of turbulence. As my wing

hollerin’ as I can’t see a thing.

surges, I hear his calm voice

When Cody’s voice comes over

on the radio telling me to

the radio, I hear a tinge of

check my surge. I remember

fear, as he instructs me to pull

to breathe and look toward

big ears. I pull in my outer

the next part of the ridge.

A’s and see that I’m losing

Clouds start to roll in, and

elevation. As I pop out from

suddenly I lose sight of Cody.

under the cloud, I hear Cody’s

I thought he told me to turn

voice lighten with relief. We

left, but upon looking left, I

glide back to the ridge, where

see uncharted wilderness

I barely make it over, and land

leading up to the Annapurna

at the LZ back in Lakeside.

mountain range. There’s no-

High 5’s and beers ensue upon

where to land out there. He

landing, along with the chat-

must have meant to go right.

ter of shared experience. Throughout that entire

I remind myself that I’m the pilot of my aircraft and make my own decisions…confident-

ABOVE Friends

John and Lisa have been flying together for over a year, following their passions.

ly! I turn right and see Cody

of emotions was thrown around—fear, excitement,

pop through the low clouds. We continue down the ridge,

pride, and anxiety. Flying together has taught us to har-

officially farther than I had ever flown solo.

ness those emotions and manage our risk assessment. It

We top up on the last thermal while flying with large Himalayan vultures soaring next to us, and Cody sig-

flight, a constant variety

has created a bond that we haven’t experienced in any other way. We may get stressed out and frustrated, but

nals that we should start the long valley-crossing back

that moment when we experience breakthrough or when

to Sarangkot ridge. However, suddenly I find myself in

we hoot and holler at each other as we go wingtip to wing-

HANG GLIDING & PARAGLIDING MAGAZINE

tip in a thermal is unexplain-

big thermal. Probably 25-30

able.

paragliders. And then two paragliders broke out from

My final interview question

the group and began to head

was this: Do you have a specific memory of flying together

to the other side of the lake.

that you love?

They were tiny from where I watched them, but I remem-

Cody: “When we flew around the Greenwall was

ber thinking about how nice

pretty cool. I felt like I watched

it was they had each other.

a kid graduate from high

That is when I first began to

school. Seeing you take all

really get the urge to fly with

the little things that you

John. And now here we are…!” John: “The first time we

learned in the last year and put it all together in this

really flew together, at Tiger

mountain journey. The thing

Mountain in Washington, I

about cross-country is not the

remember looking down and seeing Lisa’s wing in the air,

distance. It’s the journey—the places you get to and the different perspectives you see.”

ABOVE Cody and

I sporting ugly sweaters on Christmas Day in Pokhara, Nepal.

Lisa: “We were in Annecy in July 2015. John was flying. I was still deciding if I wanted

calling her on the radio, and thinking, This is it, we’re both flying together! It was an amaz-

ing feeling I hope to enjoy for years to come.”

to learn or not. The weather was perfect, and I enjoyed

Paragliding together is not a form of couple’s bonding

sitting on the balcony of my hotel room directly across

therapy. It is a lifestyle that you choose to share together.

the lake from one of the launches. I could pick out John’s

There are up’s and down’s, but at the end of the day, you

wing and watch his flights. There were a lot of people

are the pilot of your aircraft enjoying incredible moments

flying, and I remember watching a particular gaggle in a

with the person you are most passionate about.

HANG GLIDING & PARAGLIDING MAGAZINE

“I turn west and push out towards the ocean. My glider bobs in and out of a wispy cloud, placing me over flat sand in no time. I’m way up there. I pull strings, go fast, draw shapes in the sky. I’ve got altitude in the bank, so I make it rain. I head back to the hill, dizzy and smiling. Then, back to the top in eight minutes; I repeat the cycle. It is official; I’ve made it to mecca.”

HANG GLIDING & PARAGLIDING MAGAZINE

COMPETITION 2017 US Paragliding Nationals by JAMES “KIWI” JOHNSTON

he annual Rat-Race is tradi-

it can be the difference between

it was with great trepidation that I

tionally not supposed to be

really competing, and trying to

learned that the Haileys had decided

remember how to program a task

that this would be the last year they

again, since we have so few paraglid-

would hold the Rat Race. Equally

paragliding season, the first major

ing competitions in the USA each

disturbing was the fact that since

competition (and combined Super-

year.

no-one else had submitted a bid for

the US Nationals. For 15 years

it has served as the primer to the US

So while all institutions have their

another paragliding competition in

and Gail Hailey in the late-spring

critics, I have cherished the Rat Race

2017, this meant this final Rat Race

Clinic) of the year, held by Mike convergence conditions unique to

as one of the most consistent and

would now also be the US Nationals,

Woodrat Mountain, Oregon, and the

most useful events of the calendar

and that the USA would have a

surrounding area. No other compe-

year, and I have been a regular par-

one-competition season. Apparently

tition in the United States has had

ticipant in it since I started compet-

from the start this final Rat Race was

the opportunity to become such an

ing again. Thus as a pilot who lives in

destined to be the only event in an

institution, partially because of the

the USA and loves paraglider racing,

all-or-nothing year.

consistency of the conditions, and greatly because of the personal effort of the Haileys. Over the years this event has become part competition, part clinic, and part paragliding festival, thanks to the support and hospitality of the surrounding community, and the local club, the RVHPA (Rogue Valley Hang Gliding and Paragliding Association). For many US pilots the Rat Race has been the signal that the US paragliding season has begun, which for me means coming off the couch in New Orleans, and launching my Ozone Zeno into both the gaggle of other competition pilots, and the strong, and sometimes turbulent, Oregon conditions. After a week of racing at the Rat Race, I always feel ready for the summer’s flying ahead, and as a warm-up for the US Nationals, (generally the next month),

ABOVE The start gaggle was often blown apart at this year's Rat Race, which made for fewer pilots in each individual thermal. Photo by Aaron Colby-Price. OPPOSITE Matt Henzi, Brad Gunniscio, and Nick Greece wait for the start | photo by Reavis Sutphin-Gray.

HANG GLIDING & PARAGLIDING MAGAZINE

tasks in weak lift that seemed to

There are few sports that weather

create a cat’s-cradle of confusion in

can dictate as completely as paraglider racing. It’s a fact we all know,

the Rogue Valley, instead of the long

and ironically one of the reasons why

ridge runs in the ripping conver-

it’s easy to get addicted to paraglider

gence up to Grant Pass that Rat Race

racing, because the best races are

regulars had become accustomed

generally in the most-consistent

to—during a normal Rat Race we

places at the best time of the year

might fly as far north as Grants pass

to fly. Roldanillo in Colombia in

three or four times; this year not

January, Chelan in Washington State

once did conditions allow it. This

in July—and the Rat Race in the end

was the kind of competition where

of June. These are all high probability

a single mistake could abruptly end

venues for paraglider racing, where

your day and your chances, a mental

the consistent conditions greatly

challenge that required an iron dis-

increase the odds of flyable days and

cipline over both your emotions and

the chance of epic XC conditions (as

your desire. (You had to fly the condi-

witnessed by the 141-mile task in

tions, not the course, as second-place

last year’s Chelan nationals, despite

finisher Brad Gunnuscio put it.) And

a very varied week of weather). But

while the lift was often weak, the

unfortunately this year, since much

usual clouds generally absent, and

of the Northern Hemisphere lay

the late-in-the-day tasks correspond-

sweltering in a global heatwave, the

ingly short, the thermals themselves

record 170 pilots who competed

were almost irrationally rough—

in the dual US National’s and Rat

angry bubbles with cores as small as

Race Sprint did not get epic condi-

coffee-tables, it felt like—and reserve

tions. The Oregon skies, blue and

rides, tree-landings, and sundry

mostly cloudless under a repressive

accidents were also a daily event (for-

high-pressure inversion caused by

tunately with no serious consequenc-

record temperatures more normal

es). By the end of the week, pilots

for August then June, left many pilots

crawled out from the shade under

stumped on a daily basis. Which

the trucks and cars on launch like

didn’t mean we still didn’t fly nearly

beaten dogs, hesitating till the last

every day (one day was cancelled due

second to don their heavy harnesses

to a high wind forecast), since “high-

and flying gear in the sweltering

probability paragliding venues” can

heat that had turned the event into a

still deliver race-able days in poor

marathon of endurance, and added

conditions, just not the kind of tasks

to the constant mental pressure of

or flying you would normally hope

the racing like a gas-flame under a

for. The high-pressure conditions

pot of boiling water. Matt Henzi won the first (too short)

for the 2017 Rat Race/US Paragliding Nationals were as tough and grind-

task in what would ironically turn

ing as any competition I can ever

out to be some of the better condi-

remember, a sustained battle to

tions of the week, just as he had

survive in weak and turbulent condi-

won the last task in the Chelan US Nationals last year, but this Rat Race

tions that never seemed to deliver the full reward for the risk taken. Long waits for signs that the inversion had broken in the over-hundreddegree temperatures on launch resulted in shorter-than-normal

HANG GLIDING & PARAGLIDING MAGAZINE

Aaron Price on glide for the start. MIDDLE Its a beautiful feeling to sit on top of the gaggle. BOTTOM Waiting for the start. Photos by Aaron Colby-Price. TOP

would not be a good one for pilots who naturally like to lead and fly fast; neither Henzi, nor Francisco Mantaras (the Argentinian pilot who won the Rat Race last year and

was the top-ranked world pilot at

for the years of service in creating

this year’s event) would finish the

and building the Rat Race, and salute

week in the top 35. And while a few

their decision to step away from it,

top US pilots were absent (due to a

the consensus was that everybody

PWC in Serbia, and the up-coming

hoped this would not be the last

World Championships in Italy) these

Rat Race, and that the local Rogue

2017 US Nationals still managed

Valley club would consider continu-

to attract a high level of competi-

ing the institution that the event has

tors, further under-scoring the fact

become.

that paraglider racing seems to be

This hope also reveals in my mind

undergoing something of a renais-

one of the major flaws in US para-

sance in the United States, and is

gliding competitions: the fact that

perhaps more competitive than ever.

random individuals are required

For a heavyweight slugfest like this

to take on the gigantic (and often

year’s Rat Race, a steady combina-

thankless) task of organizing US

tion of skill and experience was

Nationals and other competitions

required, and this showed in the

each year, and unlike other sports

final results where there were no big

such as yacht, bicycle, or motorcycle

surprises; both the eventual winner

racing (for example), annual competi-

and new US National Champion

tions have not been adopted at the

Michal “Kansas” Hammel (Ozone

local club level. For paraglider racing

Enzo 2), and second-place getter Brad

to continue in the USA—let alone

Gunnuscio (Ozone Enzo 3) are among

manage to grow or flourish—USHPA

the USA’s most experienced competi-

must find a way to both encourage

tion pilots, while third-place getter

our local clubs to take on the burden

Jared Anderson (Ozone Enzo 3) was

of organizing events, and help them

the 2016 US National Champion, and

negotiate the increasingly complex

has been one of the most consistent

insurance issues unique to holding

US pilots over recent years. (Jared

paraglider races in the United States.

also had the advantage that Woodrat

I believe we should also encourage

is his local site.) In the Women’s

the establishment of a quasi-pro-

Division, the winner Bianca Heinrich

fessional coterie of accredited meet

continued her consistent flying

organizers and meet directors that

with a 17th overall finish, while in

clubs can draw on to help run their

the Sport Class, a battle royal raged

own events, thus both providing

between the eventual winner Cristo

these clubs with the required service

Johnson and Chris Cote, with Cristo

and experience, while rewarding

finishing a highly-credible 9th over-

those qualified individuals for the

all. Despite the brutality of the heat

hard work they put in. For if we don’t address the flaws in the current

and the tough nature of the flying

system, and find ways to make orga-

conditions, the enthusiasm for the

nizing events more attractive in the

Rat Race was higher than ever at

USA, the next US Nationals might be

the end of the week, many pilots

in Mexico.

realizing that we actually learn the most in difficult competitions like

Congratulations to Michal “Kansas”

1st 2nd 3rd 4th 5th

OVERALL Michal Hammel, Ozone Enzo 2 Brad Gunnuscio, Ozone Enzo 3 Jared Anderson, Ozone Enzo 3 Dimitri Korloev, Ozone Enzo 2 Nick Greece, Ozone Zeno

WOMEN 1st Bianca Heinrich, Niviuk Peak 4 2nd Lindsay Matush, Ozone Rush 4 3rd CJ Brockway, Niviuk Artic 4 SPORT CLASS 1st Cristo Johnson, Advance Sigma 4 2nd Chris Cote, UP Trango XC3 3rd Yoichi Hayashi, Skywalk Spice

Hammel, a worthy US Champion

this, where the weak conditions

who didn’t seem to make a mistake

most expose our own weaknesses

all week, and to all the competitors

and gaping flaws. And while we owe

who endured and survived this years

Mike and Gail Hailey much thanks

Rat Race!

RAT RACE SPRINT 1st Brad Hauge, Advance Iota 2nd Colin Rathbun, Ozone Rush 4 3rd Shad Coulson, Ozone Delta 2

SAFETY Why Can't We Get a Handle On It? Originally published in Hang Gliding magazine, September 1998

by Mike Meier Twenty-two years ago I had a hang gliding accident. It wasn’t a “serious” accident, in the sense that there were no catastrophic injuries or equipment damage, but it easily could have been. I had felt for years that it should be possible to pursue a sport like hang gliding without a necessary risk of death or serious injury, (in spite of the number of friends I had lost to fatal accidents over the years since I started flying in 1974), so the accident was a wake-up call for me, and led to a lot of thinking on my part. Three years after the accident, I wrote out some of those thoughts in an article in Hang Gliding magazine. In that article I felt that I had stumbled upon some ideas about safety that I had not seen articulated before. The article has since been re-published in HG & PG magazine, as well as in several other hang gliding and paragliding magazines and newsletters, and eventually became the basis for a technical paper that I presented to the Society of Experimental Test Pilots, and to a couple of aerospace companies at their request. This is that article. If you haven’t read it, you may find it useful. –Mike Meier

educate them about what hang gliding

accident. Most of us who have been

able it really is?” So now let me ask you another question. What if they’re right? What if they’re right and we’re wrong? And what if I can prove it to you? Let’s take a look. First of all, you have to admit that year after year we continue to kill ourselves at a pretty depressing rate. Anybody that’s been around this sport for very long has probably lost at least one friend or acquaintance to a fatal hang gliding

f I were to ask you to characterize

manner. You might point out that in

around for more than 20 years have

the view that the “uninformed

recent years, however, the quality of

lost more than we care to think about.

public” has of hang gliding, what

the equipment, the quality of training,

It’s true that we have seemingly made

might you say? You might say that

and the level of maturity of the pilots

some improvement in the overall

they think of hang gliding as a “death

have all improved immeasurably. You

numbers in the last 25 years; between

sport,” or, at the very least, an “unrea-

might point to the fine aerodynamic

1974 and 1979 we averaged 31 fatali-

sonably unsafe activity.” You might say

qualities of today’s hang gliders, the

ties a year. Since 1982 we’ve averaged

that they think hang glider pilots are

rigorous certification programs in

about 10 per year. In the last six or

“thrill seekers” who recklessly disre-

place for gliders, instructors, and

eight years, we may have dropped that

gard the inherent risks in what they

pilots, and you might give examples of

to seven per year. On the other hand,

do. You might say that they are under

the respectable occupations of many

what has happened to the denomina-

the mistaken impression that hang

hang glider pilots: doctors, lawyers,

tor in that equation? In 1978, there

gliders are fragile, unstable flying con-

computer programmers. You might

were 16 U.S. manufacturers viable

traptions blown about by the winds

make the claim that hang gliding

enough to send teams to the manu-

and only partially, and inadequately,

today is one of the safer forms of avia-

facturer’s competition in Telluride.

under the control of the occupant.

tion, and is no more risky than many

Today we don’t even have a manufac-

other action-oriented sports.

turer’s competition. My guess is that

If confronted by this attitude in a spectator, how might you respond?

is really like, and how safe and reason-

Later on, you might laugh about the

the fatality rate hasn’t changed much,

You might say that once upon a time,

ignorant attitude of the “woofo.” Or,

and almost certainly hasn’t improved

in the very early days of the sport, it

you might wonder, “Why is it, after

in the last 10 years. I’d guess it’s about

was true that gliders were danger-

all these years, that the public still

one per thousand per year, which is

ous, and pilots behaved in an unsafe

doesn’t understand? Why can’t we

what I guessed it was 10 years ago.

HANG GLIDING & PARAGLIDING MAGAZINE

So the question is, why? The equip-

anxious. I was flying a Spectrum, the

The thing was, I never considered

ment gets better and more high-tech

conditions were only moderate. I’d

at the time of the landing that I was

every year, we know more about

made lots of successful landings on

anywhere near “pushing the enve-

teaching than ever, we’ve got para-

more difficult gliders in more chal-

lope.” I’ve done dozens of landings at

chutes, rockets to deploy them, full-

lenging conditions. I hadn’t had an un-

Marshall where I did feel that way.

face kevlar helmets, wheels, FM radios

successful landing attempt in longer

All during the previous two sum-

for emergency rescue. We’re all about

than I could remember. I was relaxed,

mers I had been top landing RamAirs

20 years older, and commensurately

yet focused. My intent was simply to

at Marshall in the middle of the day

wiser and more conservative. How

fly a perfect approach. Such intent is

in much stronger conditions. I had

come we’re not safer?

always a good idea when top landing

never had a crash. Thinking about it, I

at Marshall; the landing is challeng-

couldn’t even remember the last time I

on this question for as long as I can

ing, and a sloppy approach can quickly

had broken a downtube. I tried in vain

remember. Three years ago I had an

get you into trouble. I knew exactly

to think of a clue that I had missed

accident, and in thinking about that

where I wanted to be at every point

that this was going to be a dangerous

accident I thought that maybe I had

in the approach: position, heading,

landing. Finally, I was left with only

stumbled onto some little insight into

altitude and airspeed. I executed the

one conclusion. What happened to me

the answer. I’ll share it with you.

approach exactly as I wanted to.

was nothing more or less than exactly

I’ve been asking myself variations

Here’s the story. (If you don’t like

You topland at Marshall half cross-

what the potential result was, during

reading “there I was” stories, or other

wind, gliding up the back side of the

any of the times I had landed under

people’s confessional accident reports,

hill. You come in hot, because the

similar, or more challenging circum-

skip this part. I won’t be offended.)

gradient can be extreme, and there’s

stances. That was a dangerous landing

We were out doing some production

often some degree of turbulence.

because of what could have (and did)

test-flying at Marshall Peak in San

The time interval from 40 mph dive,

happen. The corollary, of course, is

Bernardino. For those of you who

through round out, to flare is very

that all the other landings I had done,

haven’t flown there, Marshall is a

short. I was halfway through this in-

on more challenging gliders, in more

rounded knob in the middle of a 2200’-

terval, past the point where one is nor-

challenging conditions, were also

tall ridge in the foothills along the

mally rocked by whatever turbulence

dangerous. (In fact, they were more

northern border of the east end of the

is present, when both my left wing

dangerous.) And they were so in spite

Los Angeles basin. It’s a very reliable

and the nose dropped suddenly and

of the fact that no bad results ensued

flying site; probably flyable 300 days a

severely. I went immediately to full

in any of those landings.

year and soarable on most of them. It

opposite roll control, and managed to

was July, in the middle of the day, but

get the wings and nose just level when

ning to understand something that I

the conditions were not particularly

the basetube hit. Having turned 90

hadn’t previously understood.

strong. We were landing on top, which

degrees, I was traveling mostly down-

we do whenever conditions are not

wind, at a groundspeed of probably 30

The overriding determinant of pilot

too rowdy, because it vastly enhances

mph. The right downtube collapsed

safety in hang gliding is the quality

efficiency. I was flying a Spectrum

immediately, and the right side of my

of pilot decision-making. Skill level,

165, and setting up my approach. I’ve

face and body hit the ground hard.

experience, quality of equipment—all

logged about 100 top landings a year

Very briefly, I thought I might die.

And suddenly I felt like I was begin-

You see, here’s how I think it works.

those things are not determinants.

at Marshall for each of the last 15

For a slightly longer time, I thought

What those things do is determine

years. Even so, I know for a fact that

about paralysis. Within a minute, I

one’s upper limits. More skill gives you

at the time, I was not complacent. I

knew I was mostly OK. In the end, I got

a higher limit, as does more experi-

know because I have a clear memory

away with a slightly sprained ankle,

ence or better equipment. But safety

of what I was thinking as I set up my

and a moderate case of whiplash. I

is not a function of how high your

approach. In two weeks, I was due to

had three weeks to think about the

limits are, but rather of how well you

leave on a three-week family vaca-

accident while I bounced around the

stay within those limits. And that is

tion abroad, and I was thinking, “You

rutted dirt roads of East Africa trying

determined by one thing: the quality

damn well better not get yourself hurt

in vain to keep my head balanced

of the decisions you make. And how

before your trip or your wife is going

directly over my spine to moderate the

good do those decisions have to be?

to kill you.” At the same time, I wasn’t

pain.

Simply put, they have to be just about

HANG GLIDING & PARAGLIDING MAGAZINE

perfect. Consider the type of decisions

my friends in the LZ at the end of the

choose to fly in milder, safer weather

you have to make when you fly. Do I fly

day, knowing that I could have flown

conditions. They would operate much

today? Do I start my launch run at this

but didn’t, and knowing that they did

more comfortably within their skill

time, in this cycle? Do I have room to

and were rewarded with enjoyable

and experience limitations. They

turn back at the hill in this thermal?

soaring flights.

would choose to fly more docile, more

Can I continue to follow this thermal

So the incentive is there to choose

stable, easier to fly gliders. Landings

back as the wind increases and still

“go.” The only thing we have to counter

would be gentle, and under control.

make it back over the ridge? Each

this incentive is a healthy respect for

Hang glider manufacturers would

time you face such a decision, there is

the possible dangers of failure, and

sell two downtubes and one keel for

a level of uncertainty about how the

our ability to evaluate our prospects

every glider they build (the ones that

conditions will unfold. If you make the

for success. And here’s where we get

come on the glider) instead of three

“go” decision when you’re 99% sure

caught by a mathematical trap. Let’s

or four replacement sets like they do

you can make it, you’ll be wrong on

say I’m making my decisions at the

now. There would be far, far fewer ac-

If I’m lucky it’s a $50 downtube or a $200 leading edge. If I’m unlucky, I’m dead. average once every 100 decisions. At

99% level, and so are all my friends.

cidents. (As it is now, there are about

99.9%, you’ll still be wrong once every

Out of every 100 decisions, 99 do not

200 per year reported to USHGA.)

thousand decisions. You probably

result in any negative consequence.

There wouldn’t be any fatalities,

make 50 important decisions for every

Even if they’re bad decisions, noth-

except maybe for one every couple

hour of airtime, so a thousand deci-

ing bad happens. Since nothing bad

of years if a pilot happened to die of

sions comes every 20 hours, or about

happens, I think they’re good deci-

a heart attack while flying (it’s hap-

once or twice a year for the average

sions. And this applies not just to my

pened once so far that I can remem-

pilot.

decisions, but to my friends’ decisions

ber).

as well, which I observe. They must

at a more than 99.9% certainty. But in

be good decisions—they worked out,

the sport of hang gliding does look

reality, 99.9% is virtually impossible

didn’t they? The next natural conse-

like, we might conclude that hang

to distinguish from 100%, so really, for

quence of this is that I lower my deci-

gliding, as it is presently practiced,

all intents and purposes, you have to

sion threshold a little. Now I’m making

is an unreasonably unsafe activity

be 100% sure to be safe.

decisions at the 98% level, and still,

practiced by people who lack a proper

they’re working out. The longer this

and reasonable regard for their per-

understand the problem. Let’s first

goes on, the more I’m being reinforced

sonal safety. In other words, we might

consider this: We all have a strong

for making bad decisions, and the

conclude that the “uninformed public”

incentive to make the “go” decision.

more likely I am to make them.

has been right about hang gliding all

And now I think we can begin to

The “go” decision means I launch now,

Eventually, the statistics catch up

along. If you don’t like that conclusion, I’m

relieve my impatience to get into the

with me, and my descending threshold

air and avoid the annoyance of the

collides with the increasing number

pretty sure you’re not going to like

pilots waiting behind me, instead of

of opportunities I’ve created through

any of the coming ones either. But let’s

waiting for the next cycle because the

bad decisions. Something goes wrong;

first ask this question: If we wanted

wind is a little cross and the glider

I blow a launch, or a landing, or get

to address this problem of bad deci-

doesn’t feel quite balanced. It means

blown over the back, or hit the hill on

sions being reinforced because they

I turn back in this thermal, and climb

the downwind side of a thermal. If I’m

look like good decisions, how would

out above launch and stay up, instead

lucky it’s a $50 downtube or a $200

we do it? The answer is, we need to

of taking the conservative choice and

leading edge. If I’m unlucky, I’m dead.

become more critically analytical of

risking sinking below the top and

Since this isn’t anything like what

So, to be safe, you have to operate

If we can agree at this point that

all of our flying decisions, both before

maybe losing it all the way to the LZ.

making 100% decisions is the only safe

and after the fact. We need to find a

It means I choose to fly today, even

way to fly, it then becomes interest-

way to identify those bad decisions

though conditions are beyond my

ing to consider, as an aside, what the

that didn’t result in any bad result.

previous experience, rather than face

sport of hang gliding would look like if

Let’s take an example. You’re thermal-

listening to the “there I was” stories of

we all operated this way. Pilots would

ing at your local site on a somewhat

HANG GLIDING & PARAGLIDING MAGAZINE

windy day. The thermals weaken with

that the criteria for a “safe flight”—any

tube in the last five years of flying,

altitude, and the wind grows stronger.

flight which didn’t involve an injury

you’re doing something seriously and

You need to make sure you can always

indicating the need for treatment by

fundamentally wrong. Either you’re

glide back to the front of the ridge

a licensed medical professional—

flying too hot a glider for your skills, or

after drifting back with a thermal. You

was too lenient. Today I would say it

you’re flying in too challenging condi-

make a decision ahead of time, that

shouldn’t count as a safe flight if, for

tions, or at too difficult a flying site.

you will always get back to the ridge

example, you broke a downtube. A few

Now let’s ask one more thing. If

above some minimum altitude above

years ago (or maybe it was 10 or 12;

hang glider pilots stopped dying,

the ridge top—say, 800 feet. You moni-

when you get to be my age, it’s hard to

and if hang glider landing areas

tor your drift, and the glide angle back

tell), we had a short-lived controversy

stopped resounding with the sound of

to the ridge, and leave the thermal

over “dangerous bars.” The idea was

WHAAAAAACK every second or third

when you think you need to in order

that manufacturers were making

landing, (in other words, if hang glid-

to make your goal. If you come back in

dangerous control bars, because when

ing started looking like fun, instead

at 1000’ agl, you made a good decision.

smaller pilots with smaller bones

of looking both terrifying and deadly),

If you come back in at 400, you made a

crashed, their bones broke before

do you think maybe the public’s

bad decision. The bad decision didn’t

the downtubes did. (Today, most of

perception of the sport might change?

cost you, because you built in a good

the complaints I hear are from the

(Not “do you think more of them would

margin, but it’s important that you

other side, pilots who would rather

want to do it,”—in truth, no they prob-

recognize it as a bad decision. Without

have stronger downtubes even if their

ably still wouldn’t.) But do you think

having gone through both the before

bones break before the downtubes,

maybe they’d stop thinking we were

and after analyses of the decision,

because they’re tired of buying $65

crazy for doing it?

(setting the 800-foot limit, observing

downtubes, which they’re doing with

Maybe they would.

the 400-foot result), you would never

some regularity.) I have a different

And maybe they’d be right.

be aware of the existence of a bad

suggestion for both of these problems.

decision, or the need to improve your

Why don’t we just stop crashing?

decision-making process. This was one of the main ideas

Of course I know why. The first reason is, we don’t even recognize it

behind the Safe Pilot award. The idea

as “crashing.” I continually hear from

wasn’t to say that if you never crashed

pilots who say they broke a downtube

hard enough to need a doctor, you

“on landing.” (I even hear from pilots

were a safe pilot. The idea was to get

who tell me—with a straight face, I

pilots thinking about the quality of

swear—that they broke a keel, or a

their decisions. Not just, “Did I get

leading edge “on landing.”) The second

hurt on that flight?” but “Could I have

reason is, we don’t think it’s possible

gotten hurt?” During the first couple of

to fly without breaking downtubes

years of the Safe Pilot award program,

from time to time. I mean after all,

I got a few calls and letters from pilots

sometimes you’re coming in to land

who would tell me about an incident

and the wind switches, or that thermal

they’d had, and ask for my opinion as

breaks off, or you’re trying to squeak it

to whether it should be cause for them

into that small field, and you just can’t

to re-start their count of consecutive

help flaring with a wing down, stick-

safe flights. I would give them my

ing the leading edge, ground looping,

opinion, but always point out that

slamming the nose (WHAAAAACK!)

in the end it didn’t matter, what was

and breaking a downtube.

important was that they were actively

We regularly observe our fellow

thinking about how dangerous the

pilots breaking downtubes, which

incident had really been; i.e. what was

also reinforces our perception that

the actual quality of their decision

this is “normal.” I’m going to go out

making.

on a limb here. I’m going to say that if

Looking back on it now, I would say

you’ve broken more than one down-

HANG GLIDING & PARAGLIDING MAGAZINE

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CA MA VA MD VA NC NC NJ AK WA CA CA NV CA CA AZ SD MA NC FL TN FL TN SC CA CO GA OR OR CA CA CA CA CA CA CA CA CA CO UT

P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2

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

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

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

Michael Bowen Christopher Myrick Stephen Zini Johnathan Herndon Megan Turner Bill Buckwalter Jesse Valenti Dominic Lopinto Benjamin Staheli John Hughes Priti Hansia Tiffany Woo Michael Schuelke Nathan Dodd Benjamin Barrett Scott Horton Jared Finck Elsie Washburn Wolf Gaidis Wesley Horton Glen Vaughn Jason Almeter Christopher Caspino Frank Hargett Jon Bianchi Ronald Wiesner James Westmoreland Jeffrey Olszewski Alex Taraghi Matthew Fryer Emily Racher Hilton Whittom David Skilton Gregor Hintler Stephen Tannenbaum Matt Tinnes Daniel Berlandy Blair Duhamell John Randall Wedum Will Mebane Yam Siu Fong Katherine Maloney Evangeline Wolford Daniel Butler Bernd Opitz Kaden Wolford Brian Vogel Kelli Pennington Kenneth Wong Cristian Dan Lee Patzer Egle Ramanauskiene Petras Ramanauskas Joshua Mroczka Marion Brodhagen

VA TN SC GA TN NY OR WA OR OR WA WA WA WA

Eric Hinrichs Nolan Hollingshead Steve Wendt Steve Wendt Hunter Hollingshead H Bruce Weaver Iii Hunter Hollingshead Hunter Hollingshead Lyndon Thomas Andrew Beem Eric Hinrichs William Dydo Malcolm Jones Billy Vaughn Andrew Beem Eric Smith Cj Giordano Scott Schneider Andy Torrington Derreck Turner Scott Schneider Spencer Kindt Billy Vaughn Clifton Bryan Patrick Denevan Michael Van Kuiken Scott Schneider Maren Ludwig Daniel Randall Wallace Anderson Mitchell Neary Mitchell Neary Jeffrey Greenbaum Jeffrey Greenbaum Maren Ludwig J C Perren Jerome Daoust J C Perren J C Perren Justin White Yuen Wai Kit David Hanning David Hanning David Hanning David Hanning David Hanning Christopher Grantham Kelly Kellar Marc Chirico Kelly Kellar Kelly Kellar Marc Chirico Marc Chirico Blake Pelton Denise Reed

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HANG GLIDING & PARAGLIDING MAGAZINE

2 2 2 2 2 2 2 2 2 2 2 2 2 3 3 3 3 3 3 3 3 3 3 3 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 5 5 5 5 5 5 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6

Jonathan Frost Norman Bolotaolo Blake Hanson Jin Chang Alyssa Macleod Joshua Cullen Gabriel Krupa Katrina Eckman Tristan Horn Gordon Dollar Christopher (cj) Ware Martin Unsal Jay Chang Glenn Ryan Robert Michiels Andrew Owen Matt Tinnes Brandyn Colazo Cavin Macbeth Regina Elwell Brad Bahmanpour Chad Lawver Justin Brown Riley Johnson Alex Tatom Taylor Mellon Andy Lewis Juan Trotteyn Dylan Gray Daniel Klim Jack (john) Klim Scott Palmer Nikolay Anishchenko Steven Taylor Michael Taylor Weaver Froelicher Josh Gray Ned Carter Kiersa Koepnick Kathryn Damby Petar Dopchev Will Mebane David Miller James Clark Austin Romanick Brandon Sheehan Caleb Allen-schmid Jonathan Veale Mara Veale Steve Gerard Ahri Cornelius Andrew Stover Khalid Bakhsh Josh Browne Tang Wing Yu Lam Ben Wong Kwok Yung (nelson) Ho Yuk Ming Li Hei Chau King Hang Tong Ho Yuen So Chun Lung Ho Yan Wai Siu Wing Sze Shum Kwok Hoi Lam Wai Yuen Leung Chi Pang Michael

Cynthia Currie Harry Sandoval Jason Shapiro Jason Shapiro Jeffrey Greenbaum Robert Black Jeffrey Greenbaum Robert Black Jeffrey Greenbaum Jesse Meyer Chris Santacroce Jesse Meyer Stephen Nowak Rob Sporrer Stephen Nowak Marcello Debarros J C Perren David Hebert Stephen Nowak Gary Begley David Hebert David Hebert David (dexter) Binder David (dexter) Binder Nathan (alex) Taylor Chris Santacroce Bill Heaner Granger Banks Granger Banks Christopher Grantham Christopher Grantham William Purden Jr Granger Banks Jonathan Jefferies Jonathan Jefferies Chris Santacroce Granger Banks Jason White William Purden Jr Jonathan Jefferies Justin White Justin White Justin White David Hebert William Purden Jr Joshua Winstead Joshua Winstead William Purden Jr William Purden Jr Dale Covington William Purden Jr David Hanning Stephen Mayer Nick Crane Yuen Wai Kit Yuen Wai Kit Yuen Wai Kit Ma Chiu Kit Ma Chiu Kit Ma Chiu Kit Ma Chiu Kit Ma Chiu Kit Ma Chiu Kit Ma Chiu Kit Ma Chiu Kit Ma Chiu Kit Ma Chiu Kit

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

STATE RATING OFFICIAL

Kwan Fei Pang Dick Tong Kam Wing Leung Chi Kwong Lo Ming Suet Joshua Knapp WI Jonathan Luciano IL Elizabeth Dengler MN Samuel Forsyth MN Shaina Adami MN Randolph Brown MA Amir Rosenthal CT Tyler Sauter VT Ross Beane NH John Thiry PA Andrea Lee OH Siddarth Kashyap Attravanam OH Mark Strauel KY Noah Strauel KY Isaiah Strauel KY Josiah Strauel KY Carlos Luis Avila FL Mike Tiffee TN Olga Shmaidenko TX Matthew Rosenthal NY Steve Burnett OR Joel Merk WA S Peter Severtson WA Sarah (lexy) Christner OR Julie Blacklock CA Jason Winegar CA Alberto Brun CA David Kaplan CA Shawn Chun Sr HI Derek Musashe CA Nicholas Dorsano CA Tom Ryan CA Glenn Ryan CA Jaewon Song CA Raffaella Monti NM Eric Newbury AZ Aaron Reimer CO Daniel Krupar UT Nathan Anglen ID Nicolaas Low MT Gerald Gallagher WY Daniel Vallieres Rod Ragsdale Elisabeth Sillince Christopher Rancont MI Charles Nolet De Brauwere MA Thomas Pray TN Javier Guajardo Jr TX Malachy Oconnor NY Brian Fletcher WA Brent Foley WA Chris Mackay WA Vladimir Moroz CA Jack Diaz CA Alberto Brun CA Jeff Hollenbaugh CO Dylan Brown CO Daniel Krupar UT Anna Darchenkova AZ Frank Roy WY Julia Knowles WY Shane Parreco MD Valter Castilho TX

Ma Chiu Kit Ma Chiu Kit Ma Chiu Kit Ma Chiu Kit Jaro Krupa Jaro Krupa Chris Santacroce Chris Santacroce Chris Santacroce Jerome Daoust Benoit Bruneau William Purden Jr William Purden Jr Rob Sporrer Emily Wallace Bill Heaner David Hanning David Hanning David Hanning David Hanning Renato De Miranda Granzoti David Hanning Christopher Grantham Benoit Bruneau Steve Roti Steven Wilson Denise Reed Max Marien Jesse Meyer Kevin Mcginley Miguel Gutierrez Philip Russman Pete Michelmore Christopher Grantham Rob Sporrer Jerome Daoust Jerome Daoust Stanley (kyon) Ki Hong Nick Crane Justin Boer Patrick Johnson Jonathan Jefferies Denise Reed Ken Hudonjorgensen Scott Harris Chris Santacroce Steve Roti David Hanning Luis Ameglio Bianca Heinrich Jesse Meyer Miguel Gutierrez Philippe Renaudin Matt Henzi Marc Chirico Rob Sporrer David Soltz Ed Stein Miguel Gutierrez Etienne Pienaar Dale Covington Jonathan Jefferies Rob Sporrer Scott Harris Scott Harris David Hanning Blake Pelton

RATINGS ISSUED JUNE 2017 RTG RGN NAME

STATE RATING OFFICIAL

RTG RGN NAME

H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-2

3 8 10 10 10 10 10 1

William Mcginnis Russell Leighton Kevin Cardona Tycho Jaquish Isaiah Grace Brandon Coltune Emma Turnbull Robert Andrews

CA ME NC NC NC FL NC WA

John Heiney Eric Meibos Johnathon Bland Nolan Hollingshead Johnathon Bland Johnathon Bland Nolan Hollingshead William Dydo

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

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

Charley Cui Jules Brouillet Jeremy Cranford David Shanks Luke Fiester Amy Grace Alejandro Briganti Marcos Acevedo Crystal Wallace Reece Hamilton Jaime Alberto Gonzalez Anthony Policani Thomas Hallock Ryan Matthews Tom Neacy Thomas Evans Brent Thurman Shohei Asai Travis Sixberry Mitch Keebler Walt Harrison Robin New Carlos Brimom V Hector Rivera S Jonathan Evans Andrew Yokubaitis Christopher Garcia Brennan Degen David Kraby Mariah Scott Jordan Togstad Samuel Makman Martin Bialy Greg Firth Samuel Khalandovsky Derek Cash Adam Lendi Michael Hinc Ronald Podsiadlo Pouya Eftekhari Nilanjan Bhattacharya Andrew Knutzen Kendra Petrie Kendra Sundberg Andrew Yokubaitis Shawn Ledbetter David Kraby Shaelagh Mackay Aaron Napoleon Todd Kelly Jacob Schoengarth Kol Peterson Kyle Johnson Joy Dutta Ian Kirk Naomi Plasterer Logan Francavilla Clemens Grosskinsky Jonathan Fisher

CA CA CA UT MT MT VA OH FL GA GA WA WA CA NV CA CO

Kurtis Carter Eric Hinrichs Dan Deweese Kevin Koonce Paul Roys Paul Roys Steve Wendt Billy Vaughn Clifton Bryan Billy Vaughn Billy Vaughn Mike Bomstad Eric Hinrichs Kurtis Carter William Dydo Rob Mckenzie Mark Windsheimer Malcolm Jones Johnathon Bland Matthew Taber Malcolm Jones James Tindle Derreck Turner Derreck Turner Maren Ludwig Kelly Kellar Kelly Kellar Brad Hill Kelly Kellar Maren Ludwig Maren Ludwig Daniel Randall Joseph Seitz J C Perren J C Perren Jerome Daoust Gregory Kelley Steven Yancey John Dunn Michael Odaniel Jesse Meyer Steven Wilson Kelly Kellar Kelly Kellar Kelly Kellar Denise Reed Kelly Kellar Rob Sporrer Nathaniel Mcclure Nathaniel Mcclure Nathaniel Mcclure Rob Sporrer Chris Santacroce Jeffrey Greenbaum Mitchell Neary Mitchell Neary Jeffrey Greenbaum Jesse Meyer Jeffrey Greenbaum

P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2

MI TN FL FL FL FL OR OR OR OR OR OR OR OR CA CA CA CA CO MA VA NJ WA OR WA OR WA OR WA WA WA WA OR OR CA CA NV CA CA CA

2 2 2 2 2 2 3 3 3 3 3 3 3 3 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 5 5 5 5 5 5 5 5 5 5 6 6 6 6 6

STATE RATING OFFICIAL

Krystle Quynh Pham CA Shannon Kay NV Amy Qian CA Tommy Purcell CA Korantin Auguste CA Steven Waritz CA Kate Reiter CA Michael Zakaroff CA Jb Drake CA Jordi Paredes Garcia CA Jesse Richman HI Alden Crowe CA Lucas Longo CA Amanda Craft CA Jenny Wong AZ Anthony Mulford UT Adam Dengler CO Eric Montandon UT Sarah Sorg UT Edward Farrell CO Eli Mckee CO Tyler Trost CO Luke Woolley CO Mitchell Koehler UT Ian Gillespie UT Daniel Smith UT Ximena Zamacona NM Corbett Hendron UT Jacob Hartley UT Joshua Seagrave AZ Justin Hodge AZ Casey Hauser MT Shannon Zotto MT Lad Shore ID James Heckman MT Daniel Chichinsky WY Montana Smith WY Dave Schrall WY Hannah Smith MT Kirby Mcevers MT Patrick Storer Eleanor Poulton Rudolf De Oliveira E Fonseca Cindy Berger Chi-lun Choi Kwok Yu Hoi Charles

Jesse Meyer David Hebert Jesse Meyer Robert Black Wallace Anderson Jeffrey Greenbaum Jerome Daoust David Hebert Rob Sporrer David Hebert Paul Schaller Franco Christopher Grantham Rob Sporrer Rob Sporrer Chris Santacroce Chris Santacroce Chris Santacroce William Purden Jr William Purden Jr Chris Santacroce William Purden Jr Andy Macrae Jonathan Jefferies Christopher Grantham Chris Santacroce Stacy Whitmore Jason White Jonathan Jefferies Nathan (alex) Taylor Stephen Mayer Stephen Mayer Andy Macrae Andy Macrae Stephen Mayer Andy Macrae John Hovey Chris Santacroce Chris Santacroce Andy Macrae Andy Macrae Rob Sporrer Steven Yancey Steven Yancey David Hanning Tung Ng Yuen Wai Kit

RTG RGN NAME

P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-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

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

STATE RATING OFFICIAL

Wan Kin Man Chui Kwok Leung Ko Ying Kit Johnnie H.c. Fung Siu Hang Yip Russell Kelley VT Yuriy Degtyarev MA Pouya Eftekhari VA Antonio Mourao FL Kevin Chirico SC Justin Crane NC Benjamin Cardenas Campos TX Hari Bhusal TX James Brindley NJ Zoe Sheehan Saldana NY Jorge Cano WA Leif Swanson WA Brian Malta AK Cordino Longiotti OR Austin Cox WA Tyler Wetzel WA Jonathan Frost CA Brian Tupper CA Peter Satitpunwaycha CA Blaine Harmon CA Justice Pierce CA David Auten CA Ramak Reyhanian CA David Jacobs CA Corey Newman UT Kevin Walsh CO Nathan Schmit AZ Joshua Evans UT Scott Settlemier MA Christopher Pyse WA Kate Eagle OR Jonathan Christner OR Hein Barnard CA Kevin Fowler HI Robert Ira Hayes CA Joshua Evans UT Jake Maclellan ID Alexandre Coura MA Eduardo Peixoto Jr MA Ryan Dunn VT Michael Stein NC

Yuen Wai Kit Yuen Wai Kit Yuen Wai Kit Yuen Wai Kit Yuen Wai Kit Calef Letorney Heath Woods Michael Odaniel Renato De Miranda Granzoti Kevin Hintze Chris Santacroce Jerome Daoust Jonathan Jefferies William Purden Jr Christopher Grantham Morgan Hollingsworth Jaromir Lahulek Stephen Mayer Kevin Lee Matt Senior Marc Chirico Jesse Meyer Chris Santacroce Jesse Meyer Christopher Grantham Max Marien Stephen Nowak Max Marien Dave Turner Chris Santacroce Granger Banks Troy Hartman Jonathan Jefferies Heath Woods Marc Chirico Maren Ludwig Max Marien Robin Marien Pete Michelmore Max Marien Jonathan Jefferies Scott Harris Davidson Da Silva Davidson Da Silva Calef Letorney Nick Crane

GIVE & GET! 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. HANG GLIDING & PARAGLIDING MAGAZINE

Wills Wing EZ- Flyer is all the rage. Rolling launch, seated flight position, and Wills Wing know-how. Photo by David Aldrich. FINAL

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Hang Gliding & Paragliding

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August 18, 2017 6. Annual Subscription Price

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Contact Person

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Telephone (Include area code)

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United States Hang Gliding & Paragliding Assn 1685 W Uintah, Colorado Springs, CO 80904 9. Full Names and Complete Mailing Addresses of Publisher, Editor, and Managing Editor (Do not leave blank) Publisher (Name and complete mailing address)

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

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COMPETITION (non-SANCTIONED) SEP 9-10 > SoCal Flying Sites (anywhere within an

HOW TO USE

CALENDAR &CLASSIFIED

CALENDAR, CLINIC & TOUR LISTINGS can

be submitted online at https://www.ushpa. org/page/calendar. A minimum 3-MONTH LEAD TIME is required on all submissions and tentative events will not be published. CLASSIFIED ADVERTISING RATES - Rates

start at $10.00 for 200 characters. MINIMUM AD CHARGE $10.00. ALL CLASSIFIEDS ARE PREPAID. No refunds will be given on ads cancelled that are scheduled to run multiple months. For more info, visit www.ushpa. org/page/magazine-classified-advertising HANG GLIDING ADVISORY: Used hang gliders should always be disassembled before flying for the first time and inspected carefully for fatigued, bent or dented downtubes, ruined bushings, bent bolts (especially the heart bolt), re-used Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with non-circular holes, and on flex wings, sails badly torn or torn loose from their anchor points front and back on the keel and leading edges. PARAGLIDING ADVISORY: Used paragliders should

always be thoroughly inspected before flying for the first time. Annual inspections on paragliders should include sailcloth strength tests. Simply performing a porosity check isnâ&#x20AC;&#x2122;t sufficient. Some gliders pass porosity yet have very weak sailcloth. BUYER BEWARE - If in doubt, many hang gliding

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

CALENDAR clinics & tours SEP 20-29 & Sep 30 - OCT 15 > Iquique, Chile - P2 beginner course and cross country guided course Iquique, Chile is known to paragliders the world over for its perfect weather conditions year round. With mellow winds from the South and ridge soaring for miles this is the best place to learn to fly for beginners, intermediate pilots looking to advance and for specialist XC training. Go to zionparagliding. com for more details or write me zion@zionparagliding.com for xc course details More Info: http:// zionparagliding.com/en/learn-to-fly-iquique/ OCT 5-8 > Grand Junction Colorado - Ridge Soaring Clinic in Grand Junction Join Parasoft for a Ridge Soaring in Grand Junction where 3 excellent sites make for lots smooth morning and evening airtime. More info: http://parasoftparagliding.com/ridgesoaring/

NOV 1 - APRIL 1 > Valle de Bravo, Mexico - Fly-

Mexico Winter Tours Think about your Winter flying in the free flight Mecca in Mexico of Valle de Bravo. November through April sees Sunday to Sunday packages with airport transport, lodging, guiding, equipment and instruction. FlyMexico is going on 25 years helping pilots and non flying companions have a fun, safe time in Central Mexico. No one touches our lineup of drivers, vehicles, equipment, lodging, and local knowledge and support. More Info: Jeffo, 512-467-2529, www.flymexico.com

JAN 26 - FEB 3, FEB 3-11 & FEB 11-9 > Roldanillo Colombia - Eagle Paragliding Colombia Tours Eagle Paragliding guarantees unforgettable flying on their 3 tours near Roldanillo Colombia. Pilots of all levels are offered coaching on thermaling, XC Flying, Tandem XC, and race to goal tasks. We have been offering tours for over two decades all over the world. The number of high caliber staff members supporting pilots at Eagle clinics and tours is unprecedented. Let Mitch Riley, Marty DeVietti, Brian Howell, Dave Turner ,and Rob Sporrer support you in achieving your goals for the week. More info: Phone 805968-0980, rob@paraglide.com, www.eagleparagliding.com JAN 28 - FEB 4 > Tapalpa, Mexico - Winter fly-

ing in Warm Mexico Parasoft continues its trips to Tapalpa, Mexico for a 16 year! Join us for 6 days of guided flying, airport pack up & delivery, private hotel room and breakfast each morning where we talk about each days objectives---$1,800. P2 week Jan 28--Feb 4 or P3 Feb 4--11th. More info: http:// parasoftparagliding.com/mexico-flying/

hour or two of LA usually) - SoCal XC League The Southern California XC League is a monthly cross country event for paragliders. We usually choose our site the Wednesday or Thursday before the event to get the best flying conditions for the weekend. The flying is very informal and is a great way to see new sites, meet locals and have a great day of XC without the hassle of finding rides and retrieves. More Info: www.socalxcleague.com

FLY-INS SEP 1-4 > Pine Mountain, Oregon - Pine Mountain Fly-In The 27th annual Pine Mountain Fly-In will be taking place in Central Oregon near Bend during Labor Day Weekend (Sept. 1-4). Known for its reliable summer glass-offs and good cross country potential, Pine has brought smiles to the faces of pilots since the late 1980s. Camping options are abundant at the LZ, and the party never disappoints. Both paragliders and hang gliders are welcome. We do not discriminate. Admission is free. (Donations accepted.) See you there! More Info: https://sites. google.com/view/desertairriders/fly-in

SEP 9 > Andy Jackson Airpark, San Bernardino, CA - Andy Jackson Memorial Fly In 2017 32nd Annual Fly in. Bomb drop and spot landing contest. Catered dinner and great flying! More info: www.crestlinesoaring.org SEP 25-30 > Richfield, Utah. Red Rocks Fall Fly

In. Enjoy the vibrant fall colors, beautiful mountains, and flying activities for all levels and interests. Low pressure, fun-activities to give everyone a chance to mingle and enjoy flying from Central Utah's world class flying sites. Red Rocks full week package: $60.00 includes weekly CUASA membership, free food at local restaurants, the coveted Red Rock's tshirt. Come join good flying friends and get local information to make your flying safe, fun and informed. Hang Gliders are welcome. More info: www.cuasa. com stacy@cuasa.com 435-979-0225, jef@cuasa.com 435-896-7999, or jonathan@cuasa.com.

NEW YORK

CLASSIFIED

CALIFORNIA EAGLE PARAGLIDING - SANTA BARBARA - the best year-round flying in the USA. Award winning Instruction, excellent mountain and ridge sites. More than one instructor,www.FlySantaBarbara.com, (805) 968-0980

NORTH CAROLINA

CLINICS & TOURS 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

FLYMEXICO - VALLE DE BRAVO for Winter and year round flying tours and support. Hang Gliding, Paragliding. Guiding, gear, instruction, transportation, lodging. www. flymexico.com +1 512-467-2529 Paragliding Tours 2017 with USHPA Advanced Instructor and veteran guide Nick Crane. Jan/Feb/Mar - Costa Rica; Jun/Sep/Oct - Europe; Mar/Dec - Brazil. www.paracrane.com; www.costaricaparagliding.com; nick@paracrane.com

MISCELLANEOUS 21 Vintage issues of GROUND SKIMMER MAGAZINE.

Years 1973,74 and 75. Fair to poor quality. Best offer. John 615-306-8663

PARTS & ACCESSORIES GUNNISON GLIDERS - X-C, Factory, heavy PVC HG gliderbags $149 Harness packs & zippers. New/used parts, equipment, tubes. 1549 CR 17 Gunnison, CO 81230 970-641-9315

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

COLORADO GUNNISON GLIDERS - X-C to heavy waterproof HG

gliderbags. Accessories, parts, service, sewing. Instruction ratings, site-info. Rusty Whitley 1549 CR 17, Gunnison CO 81230. 970-641-9315.

FLORIDA LOOKOUT MOUNTAIN FLIGHT PARK - Nearest mountain training center to Orlando. Two training hills, novice mountain launch, aerotowing, great accommodations. hanglide.com, 877-hanglide, (877) 426-4543.

GEORGIA LOOKOUT MOUNTAIN FLIGHT PARK - Discover why 5 times as many pilots earn their wings at LMFP. Enjoy our 110 acre mountain resort. www.hanglide.com, 877-hanglide, (877) 426-4543.

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

Fly beyond! with the Oudie

• Touchscreen • Color moving map • Highly customizable • Thermal assistant Flytec.com • 800.662.2449

HANG GLIDING & PARAGLIDING MAGAZINE

AAA Hang Gliding Teaching since 1977, Three training hills, certified, adv instruction with mtn launch, tandems, towing, pro shop, pilots lounge, camping. We carry North Wing and Moyes, 77 Hang Glider Rd Ellenville, NY www. mtnwings.com 845-647-3377

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. Yearround instruction, foot launch and tandem aerotow. 1902 Wright Glider Experience available. 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 NH location, Morningside Flight Park. 252441-2426, 1-877-FLY-THIS, www.kittyhawk.com

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

UTAH Wings Over Wasatch Hang Gliding, LLC - Tandem lessons, solo instruction and equipment sales. Mountain tours and supported XC trips. 603-545-2774 Come fly with us: www.WingsOverWasatch.com

VIRGINIA BLUE SKY - Virginia's full time HG/PG school. All forms of towing, Custom sewing/repairs, WW, Icaro, Airborne, Moyes, Woody Valley, HES, AerosPG, Aerolight, Mosquito. 804-241-4324, www.blueskyhg.com

HANG GLIDING & PARAGLIDING MAGAZINE

The combined expertise of Naviter and Flytec help pilots fly farther, safer, and beyond their expectations.

Flytec.com or 800.662.2449