USHPA Pilot Vol50-Iss3 May/Jun 2020

UNITED STATES HANG GLIDING AND PARAGLIDING ASSOCIATION

May/June 2020 Volume 50 Issue 3 $6.95

SAFETY SPECIAL ISSUE:

Speed Riding History + Quixadรก + X-Flight Finale + USHPA Awards

Dancing to that Afro groove - Yassen Savov over Longonot volcano on the Zeolite GT, Kenya.

Photo: Niki Yotov

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INSPIRED

BY NATURE

Ozone Paragliders supports the world's leading pilots, boldest adventurers, and you. Visit flyozone.com to choose your adventure from our growing range of wings & harnesses.

BOARD OF DIRECTORS Terms Ending in 2020 Ken Andrews (region 3) Alan Crouse (region 3) Mark Forbes (region 1) Kate West (region 4) Mike Holmes (region 5) Doyle Johnson (region 1) Daniel Lukaszewicz (region 4) Steve Rodrigues (region 2) Matt Taber (region 4) Paul Voight (region 5) Martin Palmaz, Executive Director executivedirector@ushpa.org Beth Van Eaton, Operations Manager office@ushpa.org Erika Klein, Communications Manager communications@ushpa.org Chris Webster, Information Services Manager tech@ushpa.org Galen Anderson, Membership Coordinator membership@ushpa.org OFFICERS Kate West, Vice President & Acting President vicepresident@ushpa.org | president@ushpa.org

ON THE COVER

Ken Andrews, Secretary secretary@ushpa.org Mark Forbes, Treasurer treasurer@ushpa.org

Terms Ending in 2021 Jugdeep Aggarwal (region 2) Steve Pearson (region 3) Kimberly Phinney (region 1) Sara Weaver (region 3) REGION 1 NORTHWEST [ AK∙HI∙IA∙ID∙MN∙MT∙ND∙NE∙OR∙SD∙WA∙WY ] REGION 2 CENTRAL WEST [ Northern CA∙NV∙UT ] REGION 3 SOUTHWEST [ Southern CA∙AZ∙CO∙NM ] REGION 4 SOUTHEAST [ AL∙AR∙DC∙FL∙GA∙KS∙KY∙LA∙MO∙MS∙NC∙OK∙SC∙TN∙TX∙WV∙VA ] REGION 5 NORTHEAST & INTERNATIONAL [ CT∙DE∙IL∙IN∙MA∙MD∙ME∙MI∙NH∙NY∙NY∙OH∙PA∙RI∙VT∙WI ]

A rare, soarable day at Mount Tamalpais, overlooking Bolinas Lagoon and the Pacific Ocean.

Photo by BEN DUNN

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.

For change of address or other USHPA business +1 (719) 632-8300 info@ushpa.org POSTMASTER USHPA Pilot ISSN 1543-5989 (USPS 17970) is published bimonthly by the United States Hang Gliding and Paragliding Association, Inc., 1685 W. Uintah St., Colorado Springs, CO, 80904 Phone: (719) 632-8300 Fax: (719) 632-6417 Periodicals Postage Paid in Colorado Springs and additional mailing offices. Send change of address to: USHPA, PO Box 1330, Colorado Springs, CO, 80901-1330. Canadian Return Address: DP Global Mail, 4960-2 Walker Road, Windsor, ON N9A 6J3.

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T

Flight Plan [ Editor > LIZ DENGLER ]

hough it was always the plan to produce a safety issue for May/June, it feels especially timely given recent events surrounding COVID-19. With spring here, we all want to fly—yet now, many of us are struggling with the question “should we?” Our sports are inherently dangerous, and even if we do our best to fly as safely as we can, in the best possible conditions, accidents still happen.

Though the risk is there anytime we gear up, it is especially prominent in the spring when many of us are a bit rusty.

With stay-at-home orders and increasing COVID-19 concerns, it can feel like perfect spring days are slipping through our fingers. Some pilots will continue to fly, and those who choose not to (or are not allowed to) can feel the dreaded FOMO (fear of missing out) building each day. The important thing to remember, regardless of quarantine or stay-at-home orders, is that our choice to fly (or not) should not be driven by peer pressure.

As we navigate our way into spring, we should pause to reflect on the dangers of free flight and the safety measures we should take before flying. In our excitement to get out after a long winter, it’s easy to overlook our normal processes and forgo our typical scrutinization of the day and ourselves. Although weather and winds might seem to be obvious indicators of a good flying day, the conditions you choose to fly in also depend on your skill level, risk assessment of the day, and how current you are. In addition to weather, our actions and attitudes can hold dangers that we can’t always see clearly. Factors such as mood, self-perception, lack of sleep, stress, and body fatigue can affect our decision processes, body performance, and flying abilities, the effects of which are compounded with increasing altitude.

I could dig into every aspect of safety and free flight, but I’d rather let this issue speak for itself. As you flip through the pages, you’ll find that some of the articles are rather serious and at times the language can be quite frank. However, each piece is written from a place of concern, is incredibly informative, and is best approached with an attitude of self-reflection. Though free flight can be a very solitary activity, we are a community here to support each other and it has been wonderful to see pilots from across the country reach out and offer their perspectives and advice—it shows how deeply this community cares for each other.

While this issue generally focuses on safety topics, there are lighthearted pieces that bring some buoyancy to the pages. I ask that as you read this issue, though it may be uncomfortable, to please do a little self-reflection. Are you prepared should the worst happen? Though it’s tempting to put things off and run to your local hill when the weather gets good, make sure you have set yourself up for success should you or a companion need assistance during a flight.

Many of you have recently taken some time off from flying (or plan to) as a result of COVID-19. While you may not be flying, you can still use this time productively. Bone up on your weather knowledge and forecasting, take some time to learn your electronics and set up your flight computers (for example, practice setting up tasks), read the books you’ve been leaving for another time, check your gear for damage, or even send us a story for the magazine! Just remember, when you do finally get back in the air, be humble and respect that you won’t be current. This is true after any break in flying and is something to keep in mind as we transition from winter to spring. As spring blooms before us with summer right on its heels, have patience, ease back in, and enjoy the air.

Martin Palmaz, Publisher executivedirector@ushpa.org Liz Dengler, Editor editor@ushpa.org / advertising@ushpa.org Greg Gillam, Art Director art.director@ushpa.org PHOTOGRAPHERS Ben White Audray Luck

STAFF WRITERS Annette O’Neil Dennis Pagen Jeff Shapiro

SUBMISSIONS from our members and readers are welcome. All articles, artwork, photographs as well as ideas for articles, artwork and photographs are submitted 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.org or online at www.ushpa.org. We are always looking for great articles, photography and news. Your contributions are appreciated.

ADVERTISING is subject to the USHPA Advertising Policy, a copy of which may be obtained from the USHPA by emailing advertising@ushpa.org.

COPYRIGHT ©2020 US HANG GLIDING & PARAGLIDING ASSOC., 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 USHPA.

ERRATA In the table of contents of the March/April issue, the subtitle for Gavin McClurg’s X-Alps tale “Return to the Absurd” was erroneously published as “Every pilot should go once in a lifetime.” That subtitle was a remnant from a previous article about St. Hilaire. Given the nature of the X-Alps, the statement is humorous in its own, rather absurd, way. Gavin reached out to set the record straight. In his words, “It’s called the ‘toughest adventure race on Earth’ for a reason.” The event is, of course, intended for top athletes and can be quite dangerous. As he says, “99.9% of pilots should never touch it.”

We concur and apologize for the error.

2020 May/June CONTENTS 14 AWARDS

5 FLIGHT PLAN

2019 USHPA Awards

8 LAUNCHING

Recognizing leaders in our community.

10 FINDING LIFT

by ANNETTE O'NEIL

11 ARC 62 CALENDAR 64 CLASSIFIED 65 RATINGS

22 FEATURE

X-Flight Part Three

18

Kadoka to Canada.

by LARRY BRUNNER 44 CONSERVATION

Prewitt Ridge

Road to Big Sur Launch gets a makeover.

by COLLEEN WILSON & TOM COLLINS

22

32

48 SAFETY

Responding to Accidents and Trauma

Navigating the aftermath of an accident.

by RYAN KERN

52 LEARNING CORNER

Choosing Insurance

44

40

18 A HISTORY OF SPEED RIDING

32 QUIXADร IS DEAD

by BEN WHITE

by JAMES "KIWI" JOHNSTON

Through the life of Francois Bon.

60

Long live Quixadรก!

28 FIVE HAZARDOUS ATTITUDES

40 LESSONS FROM A NEAR RESCUE

by JEFF SHAPIRO

by DEREK BAYLOR

Learning to pre-flight our perspectives.

Valle de Bravo.

The ins, outs, and pitfalls of protecting against the worst.

by LIZ DENGLER 56 SKILLS

Spins in Hang Gliding & Paragliding

by DENNIS PAGEN 60 WEATHER

Reading Soundings

An introduction to the dark art of soundings.

by HONZA REJMANEK

HANG GLIDING AND PAR AGLIDING 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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USHPA PILOT 7

Zig-Zag 3D-Shaping

New design

roll da mp e

nin g

Internal Mini-Rib Seams

Improved

Mini-Rib Vector Tape

Reduced line length

Risers with optimised wing twist

Comprehensive warranty package »NOVA Protect«

ION 6 – Adventure awaits Three-liner | 51 cells | aspect ratio 5.19 | weight 4.7 kg (size S) | EN/LTF B The fundamentally redesigned ION 6 (EN/LTF B) is the next generation of the popular ION series. The result: high passive safety, particularly precise handling and maximum performance to achieve personal XC goals.

Would you like a test flight? More info on your local NOVA dealer can be found here: www.nova.eu/ion-6

Performance Paragliders

Launching

[ Latest Gear ]

BGD HYPERFUNCTION JACKET The BGD Hyperfunction Jacket is a warm and versatile down jacket. It’s windproof and water repellent with a breathable liner and is perfect for all pilots, beginners to pros, whether cruising the Rhine-Moselle or soaring above an alpine ridge. Ergonomically shaped sleeves and shoulders allow excellent freedom of movement and the lightweight down filling has an excellent warmth-to-weight ratio. The BGD Hyperfunction Jacket is available in three women’s sizes and five men’s sizes. Visit eagleparagliding.com for more details.

NOVA ION 6 The all new Nova Ion 6 is a 5.19 aspect ratio EN-B that weighs 4.7 kg (S). It’s available in 5 sizes from 60-130 kg. Nova promises outstanding glide, precise and agile handling, and an exceptional climbing performance. The Ion 6 has mini-ribs with internal seams, which increase the performance of the glider and ensure a smooth trailing edge.

It also features Nova Mini-Rib Vector Tape and 3D-shaping at the leading edge. Nova paragliders and training are available through Super Fly - www. superflyinc.com, service@superflyinc. com and 801-255-9595.

UP DENA With the new Dena, we set the highest standards and use the best materials such as the durable Skytext Everlast in the leading edge. The new UP glider now uses its own negative 3D-panel shaping in the A-Class. This ensures a clean leading edge even in accelerated flight, contributes to a considerable increase in performance, and looks beautiful. Since the development of the bestseller Meru from the competitive class, this technological advance has been a pioneer in paraglider development. The Dena is made for talented beginners immediately after completing their training or for experienced, safety-conscious pilots looking for the highest performance potential in the A-Class. For more information, visit eagleparagliding.com.

UP VESUV Our new glove, Vesuv, offers a comfortable fit. The combination of water-repelling soft goat leather and wind- and waterproof stretch material makes it durable and flexible. Its insulation makes it comfortable to wear in colder temperatures. The Vesuv glove is touch screen compatible and enables the use of your equipment in the air. The palm is equipped with rubber dots for a perfect, slip-proof grip. The knitted cuffs ensure a perfect fit at the wrist. Sizes: S (7), M (8), L (9), XL (10).

Visit eagleparagliding.com for more details.

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USHPA PILOT 9

ADVANCE STRAPLESS 2 The Strapless 2 weighs a mere 195 grams and is designed for the hiker and mountaineer who does not compromise on weight and volume.

The Strapless 2 now has lightweight shoulder straps. The Strapless 2 is certified (EN 1651) for a takeoff weight of 110 kg. $400 through Super Fly - www.superflyinc.com, service@superflyinc.com and 801255-9595.

ADVANCE MONOCHROME SHIRT The well-known monochrome T-shirt is now available in a second color combination, “Blue Melange.”

The T-shirt comes in the same sizes and with the same Advance quality as the original monochrome T-shirt.

Made in Portugal, it is 95% cotton and 5% elasthane for a comfortable fit and wearability over the years.

Sizes available: S, M, L, XL. Colors: Blue Melange and Black Melange available through Super Fly - www. superflyinc.com, service@superflyinc.com and 801-255-9595.

KORTEL KARRE SQUARE STEERABLE RESERVE Karre is a lightweight square and steerable reserve from Kortel in France. There are four sizes with weight ranges from 100 kg (1.17 kg) to 220 kg (2.52 kg).

Prices range from $800 to $1250 available through Super Fly - www. superflyinc.com, service@superflyinc.com and 801-255-9595.

DIRECTOR NOMINATIONS Do you know someone who... ... is passionate about hang gliding and paragliding? ... is strongly motivated to help with the protection and growth of free-flight aviation? ... can both create and communicate goals to achieve their ideas, and then follow through on them?

Then please nominate him or her for the BOARD of DIRECTORS of USHPA! You may also nominate yourself.

(No need to re-nominate current directors.)

ADVANCE LOGO HAT The Advance Logo Cap is now available in a new color, “Sky Blue.” The summer cap is a classic for look and can be adjusted to any head size.

Directors are the cornerstone of the US Hang Gliding and Paragliding Association.

They develop policy to support the USHPA's mission and represent our members in the sports of hang gliding and paragliding. Under USHPA’s new governance structure, directors will have more ability to bring about change than ever before - and heightened responsibility to go along with it. In addition to the qualities listed above, we’re seeking individuals who can see the big picture, are willing to try new things, and have the ability to understand and work for all our pilots, regardless of any individual affiliations.

Director requirements include: • Participate in monthly board meetings via teleconference.

• Actively collaborate with committees.

• Represent USHPA members, both regionally and nationally.

Submit your nomination BEFORE SEPTEMBER 1st at ushpa.org/page/call-for-nominations

The USHPA welcomes and encourages your participation in this process. We also encourage members with unique viewpoints (such as women pilots, younger or college-age pilots, instructors, etc.) to run and contribute their valuable perspective to the organization.

Finding Lift

[ Executive Director, USHPA > MARTIN PALMAZ ]

Support, changes, and new perspectives

Interested in a more active role supporting our national organization?

USHPA needs you!

Have a skill or interest and some time available?

VOLUNTEER! ushpa.org/volunteer

AIRS Accident/Incident Reporting System is standing by at airs.ushpa.org If you've been injured or experienced a close call, file a report today.

All AIRS reports are completely confidential.

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Dear Membership: Our organization is accustomed to handling uncertainty. We face it every day in the form of changing insurance costs, insecure access to flying sites, planning for an unknown future of free flight, and other unexpected circumstances. Much like the insurance crisis of 2016 we’re now dealing with another unforeseen event.

The ongoing coronavirus pandemic has brought new levels of uncertainty to our free flight community, the nation, and the world. With the situation changing so quickly, it’s difficult to predict what the environment will be next week, much less next month. However, we expect that we haven’t begun to feel the full impact of the crisis.

A primary question for many pilots at this time is: Can we keep flying? As tandem flights and solo instruction do not maintain social distancing, USHPA is discouraging these activities during the pandemic.

However, ultralight flying is regulated by FAR Part 103 in the U.S., so for solo pilots, the decision to fly depends on current restrictions in your local area. A better question may be: Should we keep flying?

I get it. It’s finally spring, and you’re likely thinking some social distancing through free flight sounds like the perfect remedy that still follows restrictions. As I write this, several prominent pilots have publicly chosen to forgo flying during the global crisis. Before you head out to fly, please carefully consider the following: ▶ In areas with active shelter-in-place orders, flying may be viewed negatively by the community, particularly if it results in an accident. Please use your best judgment as this could affect our sports in the future. ▶ Shared car rides to launch do not maintain CDC guidelines for social distancing. ▶ Flying (especially aerobatics and XC) can have a high level of risk and likelihood of requiring emergency care if an accident occurs. Pilots should consider their risk threshold and if it is appropriate under the current circumstances. ▶ An accident would further burden already overextended health and emergency services. This may not only affect your care but also reduce the resources being used to fight COVID-19, putting others at risk. First responders may also be less available due to these circumstances.

▶ Should you need to go to the hospital, you put yourself at a higher risk of being exposed to—and spreading—COVID-19. Furthermore, surgeries or other procedures may be delayed. Elective surgeries (such as for a broken collarbone) have been postponed in many states.

We hope you’ll consider the above points and make your choice in the best interest of public health and the future of our sports. Please be sure to adhere to all CDC, federal, state, local, and landowner restrictions.

Of course, the impact of this crisis extends far beyond pilots’ decision to fly; top competitions and events have been canceled or postponed, many schools are closed, and people across the country are losing their jobs. It’s likely that for many pilots, flying has taken a backseat to other priorities.

All this significantly affects our pilot community, as well as USHPA itself. As we prepare for uncertainty in our financial future, we’re continuing to seek ways to support our community and preserve our sports for the years ahead.

As we begin to have a better understanding of the impact to our organization, we will make the necessary adjustments to protect the future of free flight, hopefully without any major effects to membership services or associated benefits. To protect our long-term goals and sustainability, we will be evaluating every aspect of our operations on a regular basis to make the best decisions to that end.

USHPA is working to provide additional member benefits. We’ve made the 2015 and 2018 film festivals available for any member to view on our website, without the previous chapter-only restrictions. We’ve created a free online lecture series that started April 15th and a webpage with a list of free flight resources that you can access from home at ushpa.org/member/free-flight-resources. If you have any resources or ideas to add, please let us know.

As always—and particularly during this time— please consider donating at ushpa.org/donate, if you’re able, to help us continue to preserve the future of free flight.

During this period, we encourage you to keep in touch with your pilot community. Stay healthy, stay safe, and we hope to see you in the air soon.

- Blue skies, Martin Palmaz Executive Director, USHPA

USH PA PILOT 11

Accident Review Committee

[

Analysis > JERRY KELLER

]

2019 Hang Gliding Accident Summary

witness in the LZ said the pilot was making a pass across the mountain about 25 feet above the terrain, got slow, stalled, and turned into the ground. The pilot was seriously injured and airlifted out—they passed away a few days later. The glider had a broken keel, leading edge, and down tubes, and the VG was set at ¾. It was reported that the pilot Fatalities and Serious Injury Accidents was using a relatively new glider, with this flight being their sixth flight on it. Another There were four reported hang gliding fatalities and three serious injuries during the 2019 pilot who rode to the top with them said that they were remarking that the glider was season. Though it does little to ease the pain of these events, we have tried to capture some difficult to turn, and they had to “force it with J-turns.” The pilot had an H2 rating for many of the details about these accidents so we, as a community, can reflect on our flying and de- years but was flying H3 sites. The glider was cision making. This report is in honor of these H3 rated, 135 square feet, and was reported as looking small for the pilot’s size. This accident pilots, and we believe they would want us appears to have been a stall spin without to review what happened to improve safety. enough altitude to recover.

These accidents are unique and uncommon Pilots need to be very cautious when flying but could happen to any pilot—it comes low to the ground, especially in the moundown to how we approach the sport, manage the risk, and make decisions. tains. Wind and turbulence can change as you On a flight at a coastal site, an H4 pilot was get closer to ridges, ravines, and trees, and soaring down the ridge in moderate to light there may not be enough altitude to recover wind conditions. During the flight, they from an unexpected stall. In light, switchy attempted to make a crossing along a long conditions, flying low and slow to stay in lift section of the ridge that did not have any can be risky if you don’t know your glider or beach for emergency landing. The pilot was if you might not have the skill to recognize caught in light conditions, sank out, and was when you’re approaching a unable to make it back to a suitable landstall. When flying 4 a new glider, Fatalities 3 get some initial ing area. They were forced to ditch intoSerious the Injuryit’s important to Minor Injury safe altitude in surf—it was reported that they released from flights from a 12 10 No Injury mild conditions4 so you undertheir harness prior to landing in the water but Property Damage unfortunately drowned. stand the glider's behavior in This accident highlights the risk of flying launch, turns, slow flight, stalls, over areas without an emergency landing. and the landing phases of flight.

While conditions may be good one moment to If something does not feel right, make a crossing, it’s possible to get caught on stop flying until you can correct a down cycle and be left with no safe escape. the issue. A good approach is to This pilot had an advanced rating and familcontact the manufacturer and/ or a flight instructor familiar iarity with this site but was not able to use with the wing for advice on the this experience to get out of a dangerous sitFATALITIES Fatalities Serious Injury 4 Minor Injury No Injury issue. A new or more advanced uation. The decision to continue into a phase wing may not fly like your last of flight that leaves no suitable emergency 3 SERIOUS INJURY landing option is very risky. Doing so requires glider. Some Mylar wings can fly more stiffly than Dacron betting that skill sets and weather will allow 12 MINOR INJURY and you may need to adjust a safe transit—sometimes we get lucky and 4 to handle make it, but sometimes luck is not on our side. your flying technique 10 NO INJURY Launch Flight this change. All2 wings have an During an inland mountain flight, anInH2 27 Landing pilot was flying in light/switchy conditions. A optimum weight range; flying 4 PROPERTY DAMAGE The goal of the USHPA Accident Review Committee is to investigate all reported accidents to identify common issues and report these findings to the flying community. All details of an accident may not be fully disclosed to us, and we must use our best judgment to discern the possible root cause.

Pro

talities

Serious Injury

Stall Impact to ground

Minor Injury

No Injury

Property Damage

outside this range can impact how the wing handles.

In general, if you’re heavy for the wing, you may experience a higher stall speed and possibly a more abrupt stall than on your last glider. On another note, if you’re selling a glider, make sure the pilot purchasing it is rated for the wing and has the experience to handle it.

Launch LAUNCH In Flight 4 Landing In the third accident, a student pilot, who had been IN FLIGHT 2 training for over a year, was practicing launches and LANDING 27 landings under instructor supervision at an established training site. The day before, the instructor had stopped flights because the student had been flying too slowly while conducting a training session on speed to fly. On the day of the accident, the student was working on speed to fly while on the radio with their instructor. Winds were 4-6 mph to light and variable. No thermals were rolling through at the time of theInflight accident.

The student Impact with building Possible medical Drowning launched and transitioned to flying well but began to slow down. The instructor advised them to speed up, but the student was not responsive to the radioed instructions. Eventually, the student stalled the glider about 20 feet AGL, resulting in a fatal collision with the ground. It may be that the pilot suffered a medical event that led them to be unrespon1 sive to their instructor’s prompting for more speed, but we really do not know.

The fourth accident occurred during a boat

󲢫 In addition to it being illegal to fly into clouds, getting caught in clouds is a very hazardous situation with potential for vertigo along with reduced or no visual reference to the ground and structures. 󲢻 tow on a tandem flight. At approximately 150 feet, the tow line drogue chute inadvertently deployed while still under tow, and the glider took a steep diving turn into the water.

While it’s not clear exactly what happened, 12 US H PA P I LOT

it is speculated that either the drogue chute deployment allowed slack in the tow line, causing a stall, or the line wrapped around a part of the airframe causing the hard turn into the water. The passenger reported that the pilot was trying to free something just before the steep turn into the water. The pilot was unconscious after impact and drowned; the passenger did not suffer any injuries.

Given the low altitude, the pilot had very limited time to correct the situation. Investigation into this accident revealed several other circumstances that contributed to this accident. The pilot was a very experienced H4, but they were not rated for tandems. It was also reported that the pilot had been drinking prior to the accident, the pilot did not have an emergency chute, neither the pilot nor the passenger was wearing a helmet, and the pilot did not have a hook knife in their harness. Additionally, the pilot decided to tow when winds were nil or light downwind, the tow line rig and boat were considered substandard for the type of towing being conducted, the drogue chute deployment bag was homemade, and the tow operator was not a pilot and had only done about 10 tows, none of which were tandem. The passenger purchased the flight on Groupon and had no experience at all, and the passenger was considered heavy for a tandem. It appears this accident was avoidable, and it goes without saying that we need to be rated/ qualified for tandem tow flights, have proper high-standard tow equipment and qualified tow operators, and should not be drinking alcohol before flying. When the public come to us for a flight experience of a lifetime, they are putting their safety in our hands, and we have to take this responsibility very seriously and professionally.

After a two-hour soaring flight at an eastern mountain site, an H5 rated pilot in a topless glider made an approach to the LZ. The conditions were light, switchy, and very hot. This site has a somewhat restricted landing field and sometimes requires S-turns on the downwind end to lose altitude. A witness on the ground reported that the pilot was executing some S-turns but had drifted forward enough that they would overshoot the LZ. The pilot had to make a landing in a small pasture nearby, and on the approach, low to the ground,

USH PA PILOT 13

broke his arm and bent the down tubes. it was observed that they dragged their feet, Fortunately, the pilot received a ride to the possibly to help slow the glider down. The glider's base tube hit the ground, and the glid- hospital from a passerby. We understand er nosed in at a high speed. The pilot suffered that the pilot received a warning or citation from the local police department for parking a serious head injury. an aircraft in a regional park. This accident The witness was also flying with the pilot appears to be the result of poor judgement and landed just before; they were in radio to attempt XC from an urban site with few, if communication during the flight but men4 Fatalities any, good LZ options. XC takes planning, with tioned that theInjury pilot did not respond during 3 Serious 12 Minor Injury knowledge of potential LZs along the route. the S-turn maneuvers, which seemed odd Injury of this pilot. This10 Taking off without this knowledge and hopand not No typical lack of 4 Property Damage communication suggests the possibility of an ing for the best is a risky decision. Landing in-flight medical issue. This is a very puzzling in a small, unfamiliar field with power lines case with a very experienced pilot; though is very difficult and risky, and flaring high to they may have allowed themself to drift a stalled condition in order to stop forward forward during the S-turns, this seems very progression is a dangerous maneuver. unlikely knowing their skill level. The pilot did not have any known medical issues. One Minor/Non-Injury Accidents note of caution, when using S-turns to burn The majority of the minor/non-injury acaltitude on approach to a restrictedFatalities LZ, is to cidents for the year of bad Property Damage Serious Injury Minorwere Injury the result No Injury be very cautious of drifting forward; this can approaches, landings, and a couple of bad put you too far ahead into the LZ approach, launches. While the outcome of these were and you could end up overshooting. favorable, pilots need to make sure they have A low-time H3 pilot flying an intermediate solid launch and landing skills—this is the glider at a coastal site in conditions described most critical phase of flight due to the proxas mellow got caught in sea fog/low imity to the ground. If you’re having trouble 4 clouds.

Launch 2 They became of visual getting consistent launches and landings, it In Flightdisoriented due to lack 27 drifted far with theLanding ground and subsequently may be time to connect with an instructor back behind the ridge and hit a building. The to work out the issues you’re having or go to pilot sustained a broken jaw and wrist from a training hill for practice. Every site has its the impact. There was some damage to the own unique launch and landing zone, and if building. Pilots need to constantly be aware flying a site for the first time, it’s important of weather and potentially changing condito talk to the local pilots to get familiar with best launch and landing approach techniques tions, especially in coastal areas. In addition Flight for that site.Launch They canInalso point out any speto it being illegal to fly into clouds, getting Landing caught in clouds is a very hazardous situation cific hazards or conditions to avoid. with potential for vertigo along with reduced or no visual reference to the ground and structures. Coastal areas can have low cloud/ 2 Landing crash fog layers occur per1 Stall Impactrapidly to groundwhen conditions mit. Pilots need understand the1 conditions Impact withto building 2 LANDING CRASH 2 of fog Inflightto medical that are Possible conducive the formation 1 Drowning and recognize the early warning signs when 1 STALL to GROUND IMPACT flying, or stay on the ground.

A pilot flying a small inland ridge went 1 BUILDING IMPACT cross country at an urban site that does not offer a lot of good landing options. The pilot 2 POSSIBLE IN-FLIGHT MEDICAL decided to land in a field (approximately 300 yards long) near a parking lot. Due to power 1 DROWNING Landing crash Impact to ground Impact with building Possible Inflight medical Drowning lines near the field, they had to makeStall a high approach. The pilot reported flaring high to avoid overshooting the field, resulting in a stall approximately 20 feet high. The impact

2019 USHPA AWARDS Recognizing leaders in our community

by ANNETTE O'NEIL

I

t takes a village to raise a pilot— and a much larger village to support that pilot and their thousands of airborne brethren. USHPA alone can’t shoulder that responsibility, but our wider community can and does, year in and year out. So each year, USHPA takes the time to thank the folks who throw themselves wholeheartedly into making the world of free flight bigger, better, safer, friendlier, and more inclusive.

USHPA is grateful for all these enthusiastic and laudable contributions, because it supports our work in so many ways, both quantifiable and ineffable. But it’s the gratitude of the community at large that we aim to express. So to all our award recipients for 2019, thank you, from all of us. We couldn’t do this without you.

Presidential Citation

The Presidential Citation is USHPA’s highest award. Make no mistake, this is a big deal. It’s awarded only to those who have made significant contributions to the sport of free flight.

This year, we honor former USHPA President Paul Murdoch.

Very shortly after Paul came into office, USHPA faced the most existential crisis of the organization’s history—our insurance carrier gave notice of non-renewal, and no other carriers were willing to provide coverage. Hundreds of our most important sites required insurance to continue operating, so the urgency of the situation could not have been sharper. In response, USHPA, under the leadership of Paul, sold its office building, gathered massive donations,

and even secured notes to start its own insurance company to provide coverage and keep our pilots flying.

Experts familiar with the self-insurance industry tell us that we accomplished two years of work in just over six months, and much of that success is a result of Paul’s steadfast and agile leadership. As our president through this critical period, Paul consistently recognized the herculean efforts of others. This Presidential Citation has been our first opportunity to recognize Paul for successfully leading us through this crisis, and we do so with utmost gratitude.

Rob Kells Memorial Award

The intention of this award is to recognize a pilot, group, chapter or other entity that has provided continuous

PAUL MURDOCH

MATT TABER

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USH PA PILOT 15

service, over a period of 15 years or more, to the sports of hang gliding, paragliding, or both. It is not an annual award, and there must be a compelling body of nominations (minimum of 10) for a candidate to be considered.

The Rob Kells Memorial Award can only be awarded to an individual/ group/chapter/other entity once. It is USHPA’s highest honor--on par with the Presidential Citation. This year, we give it to Rogallo Hall of Famer, Matt Taber, to acknowledge more than four decades’ worth of ongoing contributions to the hang gliding industry, its pilots, its students, and the general public through dedication, hard work, selfless volunteerism, and hundreds of thousands of investment dollars. Matt has enthusiastically contributed his expertise in this area to the USHPA board, and he has probably taught more new pilots over the last ten years than any other hang gliding school.

“Rob [Kells] was my close friend, family member and business partner for over 31 years,” Regional Director 02 Steven Pearson says. “And I’ve known Matt as a friend and associate for almost as long. So I can say with confidence that precious few other people in the hang gliding community are as deserving of the attributes associated with this award as Matt Taber is, and the others have already been recognized. I also know that Rob would agree with me because we discussed Matt’s contributions many times in years past.”

“Matt is first and foremost the embodiment of a righteous dude,” enthuses friend and fellow pilot Felipe Amunategui. “His unwavering dedication to the sport has produced safer instruction methods, new towing technologies, and a viable self-sustaining business model. He’s an inspiration.”

Exceptional Service

USHPA’s Exceptional Service Award recognizes “outstanding service to the

DOUG SHARPE

Association during the year by any member or non-member.” However, Doug Sharpe, this year’s awardee, has been demonstrating exemplary volunteerism for much longer than that. Doug, who comes from an engineering background, has been a hang glider pilot since 1974 and a paraglider pilot since 1989, and if you’ve ever flown in New England, there’s a very good chance you’ve shared the sky with him.

In January 2019, Doug “retired” after serving for five years as president of the Foundation for Free Flight, but he currently serves as a trustee, as a voting member of the grant committee, and as a member of both the investment and admin committees.

Over those years, Doug’s rich experience in working with other diverse nonprofit boards helped develop the Foundation into a major contributor to sport flying. Notably, his leadership was one of the main influences in revitalizing the Foundation in 2000 and 2001 into the entity we know and love today. Doug was also a regional director for USHPA for five years, passionately representing the Northeast in region 8.

Hang Glider Instructor of the Year

As everyone here knows, being a truly great instructor is an equal balance of art, science, and psychology. The Instructor of the Year Award aims to

BOB HASTINGS

recognize pros who strike that balance brilliantly, using those superpowers to promote safe flying practices and contribute to the positive image and growth of our sport at large.

This year, our beloved Bob Hastings takes the honor. His playful, personable style has supported scores of students over several decades in New England and Puerto Rico, empowering them through the decision-making process with legendary warmth.

Known for his engaging classroom sessions and fine-tuned listening, the consensus on Bob, from coworkers, fellow pilots and students alike, is that he exudes a genuine desire to help others achieve their dreams to fly, a phenomenon which shines through every aspect of his teaching relationships.

“Bob embodies what is so important in instructing, particularly given the risks and rewards inherent in a weather-based sport,” notes student Vincent Pignatiello. “His compassion, coupled with his immense knowledge, gives me the confidence to continue to learn and grow as a hang gliding pilot. Without a doubt, I will remember what Bob has and will continue to teach me.”

Friend and colleague David Park shares a personal story that illustrates the point beautifully. “This past summer, a six-year-old girl had just completed a child’s lesson with

David, and after the class the little girl ambled up to Bob at launch. She explained that she’d wanted to learn how to fly ‘forever.’ Bob told the girl that, when she could pick up a glider on her own, he would be happy to teach her more. The young one walked over with great determination, picked up the glider and started doggedly for the field. Back out to the field with her he went, as promised, and gave her another lesson. When she finished, the six-year old was truly in love with the sport and promised she would be back one day.”

Commendations

USHPA gives heartfelt Commendations to USHPA members who have contributed on a volunteer basis to hang gliding and/or paragliding in any area, including: site development and retention, competition organization, public relations, heroic rescue efforts, significant safety-related practices, and so on. If a person has invested considerable time and effort towards enhancing community enjoyment of flying and the promotion of the sport, they’re worthy of a Commendation.

This year, we’re proud to present Commendations to Tim O’Neill, Dan Wells, and Marc and Lan Chirico.

TIM O'NEILL

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Tim O’Neill has been president of the San Luis Obispo Soaring Association for nearly a decade. During that time, Tim has been instrumental in fostering and optimizing one of the most active, inclusive chapters in the country. “Without his dedication, there would be far fewer pilots in the local area and fewer sites for pilots to fly,” notes friend and fellow pilot Jugdeep Aggarwal.

Moving on to accolade commendee Dan Wells, Aggarwal continues, “Dan has now run two amazing competitions at Woodrat without financial return. Competitions like Woodrat are the glue that keep our community tight and, without competition organizers like Dan, our community might very well fall apart.” It bears mentioning that another comp Dan runs—the Applegate Open—consists of two competitions running simultaneously. Keeping all those plates spinning more than doubles Dan’s pro bono workload, and he does it all with a smile.

DAN WELLS

Marc and Lan Chirico have been central in the Northwest paragliding world for at least three decades, throughout which they’ve been instrumental in the development of the Seattle area’s premier flying site (Tiger Mountain). “When I think of paragliding, I immediately think of Marc and Lan,” says Craig Brewster, who learned to paraglide under the couple’s excellent tutelage, “and I’m quite sure many others in the Northwest feel the same.”

Marc himself carved the Chirico Trail up the 1,500-foot hiking trail from the LZ right up to two launch sites. Over the years, he has improved both launches from their early primitive conditions to facilities that are now considerably more forgiving, making them safer for a broad range of pilot skill levels. As a team, Marc and Lan’s Tiger Mountain training facility is legendarily inviting, their teaching style bubbles over with, in Craig Brewster’s words, “incomparable passion and endless energy,” and they’ve energetically adopted new technologies and techniques to optimize their students’ experience.

MARC and LAN CHIRICO

USH PA PILOT 17 PAUL KUNZL

2020 USHPA Awards Call for Nominations Every year, USHPA gives awards and commendations to those making "above-and-beyond" contributions to our sport.

You know who's worthy of recognition in your community; please let us know, too.

Make your nomination at ushpa.org/page/award-nomination-form Nominations are due October 1.

PRESIDENTIAL CITATION - USHPA's highest award is presented to a member or non-member who has made significant contributions to the sport.

ROB KELLS MEMORIAL AWARD - Recognizes a pilot, group, chapter or other entity that has provided continuous service, over a period of 15 years or more, to the sports of hang gliding or paragliding or both.

Recognition of Special Contribution

USHPA’s Recognition of Special Contribution is awarded to “any number of non-members and organizations who have done exceptional volunteer work that has significantly enhanced and promoted our sports in the U.S.” The award is our way to recognize the multitude of landowners, drivers, government officials, and other freeflight aficionados who contribute to our sport in a non-member capacity and make a difference for each of us in the air. This year, we’re celebrating Paul “Motorhead” Kunzl, who’s been volunteering at the Rat Race, National Championships and club events every year since 2006.

“He’s been supporting the Rat Race and pilots without pay and at his expense since I have known him,” says Pete “Reaper” Michelmore of Hawaii.

Pete explains that this year Paul took it upon himself to, on a completely volunteer basis, run the launch, rescue, and retrieves at the Rat Race and that, currently, he’s gearing up for volunteering for the Chelan Nationals.

Paul is, in general, a born supporter and a deeply encouraging presence, and he’s been the keeper of “the legendary rescue Bronco” for 15 years and counting.

“Without Paul’s aid and support,” Pete adds, “I know that neither I, nor many other volunteers, ever would have or could have done these comps and fly-ins. The world needs more Paul Kunzls.”

USHPA EXCEPTIONAL SERVICE AWARD - This award recognizes outstanding service to the association during the year by any member or non-member.

NAA SAFETY AWARD - The NAA presents this award to an individual, recommended by USHPA, who has contributed to safety promotion in hang gliding or paragliding.

FAI HANG GLIDING DIPLOMA - This diploma may be awarded every year by the FAI to an individual who is considered to have made an outstanding contribution to the development of hang gliding or paragliding by his or her initiative, work, or leadership in flight achievement.

FAI PEPE LOPES MEDAL - The medal may be awarded annually by the FAI, on recommendation by the FAI Hang Gliding and Paragliding Commission (CIVL), for outstanding contributions to sportsmanship or international understanding in the sports of hang gliding or paragliding.

CHAPTER OF THE YEAR - This award recognizes the USHPA chapter/club that has conducted successful programs that reflect positively upon the chapter and the sport.

NEWSLETTER/WEBSITE OF THE YEAR - This award recognizes an outstanding club publication (printed or web-based).

INSTRUCTOR OF THE YEAR AWARD - Nominations should include letters of support from three students and the local Regional Director. One award per sport per year may be given.

RECOGNITION FOR SPECIAL CONTRIBUTION - Awarded to any number of non-members and organizations that have done exceptional volunteer work that has significantly enhanced and promoted our sports in the U.S. COMMENDATIONS - Commendations are given to any number of USHPA members who have contributed to hang gliding and/or paragliding on a volunteer basis.

BETTINA GRAY AWARD - The Bettina Gray Award was created to honor the woman who contributed so much to our sport through her photography. This award is issued to the photographer (male or female) whose work (three examples needed for review) is judged best by the committee in consideration of aesthetics, originality, and a positive portrayal of hang gliding or paragliding. One award will be given each year.

BEST PROMOTIONAL FILM - This award recognizes the videographer whose work is judged best by the committee in consideration of aesthetics, originality, and a positive portrayal of hang gliding or paragliding. One award will be given each year.

A history of

SPEED RIDING through the life of Francois Bon

contributed by BEN WHITE

Speed riding developed from a quest to fly and ski terrain down some of the world’s most iconic peaks.

M

ost agree that the first versions of speed riding began with David Barish (known as the inventor of paragliding) who in the 1960s worked on developing a steerable parachute to lower the Apollo module back to Earth. On October 15, 1965, Mr. Barish took flight for the first time under a smaller version of his invention (27 feet by 9 feet) and

18 US H PA P I LOT

flew about 200 feet down Hunter Mountain Ski Resort in Hunter, New York. The canopy had a funny shape, and NASA eventually chose a standard round parachute for the Apollo mission, but the funny parachute and the idea of flying down a mountain under a canopy lived on. Barish and his son dubbed it “slope soaring” and began traveling to ski resorts around the country in an effort to prove it was a viable summer activity.

Jumping forward to June 1978, Jean Claude Betemps, a French skydiver and mountaineer, became the first known person to foot launch a skydiving canopy off a mountain, followed shortly after by Andre Bohn. After sharing his new passion with some of his skydiving and mountaineering friends in the early 1980s, Jean Claude met a wide-eyed 12-year-old named Francois Bon in 1986. Francois was captivated by the idea that people

could fly off mountains. After taking a tandem flight with Jean Claude, Francois was completely enamored with human flight. Each week, Francois called Jean Claude to see if he could take some flying lessons and help with Claude’s paragliding school. If Francois had a day off from school, he spent it with Jean Claude, seeking every morsel of knowledge and moment in the air he could find.

Once Francois learned to fly, he began to test his skills against other pilots in accuracy landing competitions and thermal flights. These competitions held his attention until the mid-1990s, when he saw Sebastien Bourquin, Richard Gallon, and Andy Hediger doing big wingovers and barrel rolls. Francois’ last thermal competition was in 1996 and by that time he had started dedicating more time to flying freestyle and acrobatics (acro). In 1999, Francois watched acro

USH PA PILOT 19

ABOVE Getting shreddy on the Fizz 11.5. OPPOSITE Francois Bon gets vertical.

RIGHT, TOP Francois Bon’s first tandem flight, 1986. MIDDLE Francois Bon at the 1988 Accuracy Championships. BOTTOM Spot landing at the 1988 Accuracy Championships.

legends such as the Rodriguez brothers and Mike Kung. The SAT had just been invented, and Kung had perfect astonishing helicos. Part of reaching the next level in dynamic flying was flying smaller wings, which had more energetic characteristics as a result of higher wing loading. At the time, acrobatic gliders were about 22-24m2 in size but quickly shrank. In 2000, the Rodriguez brothers made a 12m2 glider and Francois Bon made an 11m2 glider in the pursuit of more dynamic flying. Speed flying and speed riding were soon to come.

Living in the French Alps, Francois had been a lifelong skier, and his first job was as a mountain porter in the French Alps. He also was acutely aware of how difficult it is to run in snow, so he took his glider to the mountains and launched it with his skis on in the early 2000s. Soon thereafter, he found that skiing down a mountain with a glider overhead was magic. Not only were untracked areas accessible for a few beautiful turns, but jumping over crevasses and rocks was as simple as flying away.

With this new style of flying, a more specialized tool was needed. The glid-

ers he had been flying worked, but he knew there could be a better tool for the job. Francois wanted a glider that made it easy to match terrain and have fun while descending a mountain. Francois pitched the idea of a skiing-specific glider to a few manufacturers and friends in the business of glider construction; none of them bit. However, after showing around his speed riding videos, Francois finally struck gold. A manufacturer agreed to bring Francois on board in order to develop a specific wing for getting down a mountain on skis.

With his descent of Mont Blanc du Tacul, Francois considers 2005 to be the first year that speed riding, as it currently exists, came into being. He joined with his friend Antoine Montant to take their love of flying down mountains to the next level. The pair not only had been competing against each other for quite some time, but had also been teaming up on all manner of hike-and-fly missions.

In 2006, they were the first people to fly off the Eiger in Switzerland.

Antoine made the first speed riding descent of the North Face of the Aiguille du Midi while Francois was climbing past Mont Blanc du Tacul

󲢫 From skydivers to skiers, mountaineers to paragliders, everyone could appreciate flying down a mountain. 󲢻

TOP Soaring the Flame Light.

INSET No hands kiting the Flame Light.

to the true summit of Mont Blanc to claim the first speed riding descent from the highest point in the Alps. It was an incredible day for the two of them. The combination of mountain20 US H PA P I LOT

eering and flying took them around the world as they effortlessly descended huge mountains, sometimes together, sometimes on their own. In 2008, Francois made the first flight off Aconcagua in Argentina, which earned him a nomination for National Geographic Adventurer of the Year.

The first iteration of specially made speed riding wings worked incredibly well. Under their first specifically designed canopies, Francois and Antoine had success beyond their wildest dreams. In 2007, Francois, Antoine, and five other friends flew from near the summit of Mont Blanc to the bottom of the Chamonix Valley below, skimming the snow here and there along the way. These wing designs worked well enough, but after a few years of putting the product to the test, it was time for something new. Francois teamed up with another friend to improve on the original designs.

Most recently, in 2018, Francois launched Level Wings with his good friend and mountaineer Malcolm Wood. Malcolm is involved with the business side of things, while Francois focuses his energies on designing and flying perfect wings. With Level Wings, he has taken his experience designing and flying two previous lines of wings and combined it with the inputs of pilots from around the world. The Fizz and the Fury are designed as speed riding wings, with the former being appropriate for students making their first speed riding flights, and the latter designed for expert use on the steepest and fastest lines. The Flame, a wing oriented toward foot launching, has already garnered a cult following around the world; pilots around the globe rave about it. The wing’s simple and predictable motion at all speeds and ranges of the trimmers puts a smile on everybody’s face.

Variety is also where the Flame excels

USH PA PILOT 21

in its many different sizes. Francois has been known to thermal his 18m2 and 16m2 as well as speed ride his 8m2 and smile about every size in between.

There was a twinkle in Francois’ eye from the beginning. He dreamed that flying down mountains could connect many types of people. From skydivers to skiers, mountaineers to paragliders, everyone could appreciate flying down a mountain. Skiers could appreciate the knowledge that paraglider pilots have of the air, and mountaineers could appreciate how to choose a line and flow down a mountain like a skier. People could trade knowledge with each other and enjoy what David Barish, Jean Claude Betemps, and Francois Bon set out to do in the first place. Fly down a mountain and have fun. As Francois says, “The goal is always pleasure. You land, you smile, you say ‘How good was that?!’”

ABOVE Getting some product shots of the Fury.

( 8 01) 6 9 9 -14 6 2

DEMOS

DEALERS

D ATA

W W W. B G D - U S A .CO M

X-FLIGHT

The Final Push From Kadoka to Canada!

by LARRY BRUNNER The first part of this story can be found in the Sep/Oct 2019 issue and the second in the Nov/Dec 2019 issue of USHPA Pilot.

Our mission was to fly from the Gulf of Mexico to Canada.

Two-thirds of the way through, and

we continued to be challenged with weather. After being stopped by a massive cell in northern Wyoming, we all gathered in Gillette that evening to assess, once again, the adverse weather still lurking in the upper states. We were one state away from the border, yet our end goal seemed incredibly distant. The early mornings and late evenings spent

22 US H PA P I LOT

continually assessing the weather and the long drives zigzagging east and west to find a place to fly were taking a toll. Some of our group started to talk of leaving as other priorities began to press on a few.

The decision on where to fly the next day was again arduous, as there weren’t many options. With storms to the west and storms to the east, we were stuck in the middle. There did appear to be a narrow band of possible good flying in the central part of South Dakota, so we decided to head to Kadoka just east of the Badlands.

I called the airport on the 3 1/2 hour drive over, and they welcomed us to

fly there.

As we passed north of the Black Hills, the skies were cloudy, and winds were north but turned to the south between Rapid City and the Badlands.

In retrospect we should have looked for an airport in the vicinity, possibly Wall, South Dakota, as by the time we got to Kadoka, the winds were blowing 15 mph and gusting to 25 mph. We set up quickly, hoping we could find a window to launch.

Rick took a flight in his tug and was getting thrashed on takeoff and landing. It was not weather I would normally choose to fly in, especially when the top of the lift was low and

USH PA PILOT 23

there were storms on our flight path.

Robin, Pete, and Glen seemed willing, but, in the end, Rick informed us that he had a touch of the flu and was reluctant to tow when feeling so poorly.

Bummed, we notified the locals who had gathered to watch that we would not take flight and broke down our gliders. Robin and I grabbed our computers and scoured the country for good weather.

The airmass we were in that evening would be in Minnesota the next day and we joked that it would put me within a short drive back home to Illinois once we crossed the border. The good weather, however, was far west of us in Idaho. So, at 5 p.m. we made the decision to head to the mountain launch at King Mountain near Moore, Idaho, over 800 miles and 13 1/2 hours away.

Robin was keen to get to Idaho by morning, and I followed willingly, whereas the others weren’t as motivated. We were all strung out along the route. Rick stayed in South Dakota to recoup and get some well-deserved rest. Glen and Pete elected to hole up again in Gillette, and Robin and Sasha made it all the way to Butte, Montana, only 3 1/2 hours from King Mountain.

John and I kept up with them for

ABOVE The X-Flight crew.

a while, at least until two separate thunderstorms merged right over our path, stopping us cold as the rain began blowing sideways in what we learned later were 70 mph winds! We were so mesmerized by the beauty of the rapidly developing purple clouds and frequent lightning strikes that

we didn’t think to pull over to put the rain bag on the glider and tighten down the straps. By the time we recognized the severity of the storm, we were caught in it and had to pull off the road to align the SUV with the wind to prevent getting blown over.

At this point, we were on the Northern Cheyenne Indian Reservation, with no town for miles, and the wind was blowing like stink when John said he had to pee, really bad. I had barely finished asking if he was kidding when he jumped out of the car. Holding on to the front grille with one hand, he relieved himself for what seemed like five minutes before scrambling back inside completely drenched. I too was a bit wet from the tears of laughter pouring down my face.

Once the storm abated, we hit the road and made it to Billings, Montana for some much-needed rest, seven hours from King Mountain. After a very restful sleep, I abandoned the idea of flying from King Mountain as we just wouldn’t make it in time.

Robin and Sasha, however, continued

ABOVE Ephrata, Washington briefing and route planning. OPPOSITE Robin Hamilton over King Mountain, Idaho.

on from Butte, and after spending a bit of time climbing the mountain in reverse in their front-wheel-drive SUV, Robin launched late afternoon in epic conditions and flew north to the mouth of the narrow Salmon River Canyon.

Robin’s Tale of that Day

Standing on the wide empty King Mountain launch, just Sasha and me without our fellow X-men, was a bit strange. More disconcerting was the complete lack of movement in the air at a launch site that I’d only ever known to be hold-on-to-your-glider windy. The still moment gave me time to reflect on this majestic mountain range with breathtakingly beautiful peaks, snow still in the high gullies in July, and sheer cliffs and scree slopes towering over the wide-open valley and emerald lake below. At the same time, the scene was a bit moody and foreboding. I had grown to respect these mountains after many days of competition flying here in the typically strong winds and bone-shaking turbulence, and had been there for a tragic accident at one Nationals event only a few miles away from where we stood. It is a site that evokes mixed feelings for me and gets my FULL attention.

Inspired by a big golden eagle 24 US H PA P I LOT

climbing strongly out in the bowl in front of take-off, I ran the wing off into the crisp, dry mountain air and was soon connected at eagle level with broad, smooth 400-500 fpm up the spine to base at around 12,500 feet.

The view was already stunning with craters and black lava fields in the open plains to the south, the jagged Lemhi Range to the east, and the King Mountain Range itself, flanked by vast, parched, cream and ochre-colored alluvial fans stretching into the valleys. And almost no wind and none of the bumpy mountain turbulence I’d known from previous flights here.

Was this for real or just the Gamemaker messing with me?

I quickly headed up the range, mostly cruising at 10,500-13,000 feet below the convergence cloud line and stopping for only 600+ fpm lift. Gradually, I was convinced that it really was a rare, light-wind, low/no turbulence day over these massive peaks, so I indulged my geological curiosity and got in close to the jagged peaks, cliffs, and scree fields on both the front and back sides of the mountain—I even glided down from cloudbase to ridge soar the faces for some stretches. It all had that pristine “snow just gone” look. A highlight was a still-frozen aquamarine lake perched up in the highest peaks. It is unfortunate that

LEFT Glen Volk over Banks Lake, Washington. RIGHT Robin Hamilton over the Okanogan RIver Valley, Washington.

we so often pass over this type of terrain in competition, flying bar-tothe-knees, instrument fixated, trying to out-race our fellow competitors, and never have the time to “enjoy the ride.” This time it was just the mountain and me. It was a marvelous experience.

By the time I got to Mount Borah, Idaho’s highest peak at 12,662 feet, cloudbase had risen to around 14,500 feet, and I was still cruising, though the clouds were beginning to thin out heading north over the progressively lower hills. I had good radio contact with Sasha all along the valley and was happy he hadn’t pulled over to sleep after the previous night of driving. After gliding further down the range and level with Challis to the west, I got a climb back up to over 11,000 feet and headed out east into the next valley in front of the Lemhi’s.

By the time I got to the sunbaked hills on the northeast side of the next valley and about 120 kilometers out from launch, the day was feeling a bit spent.

However, a slow climb got me back up to a gliding altitude, and I set off along the Lemhi Range above the

USH PA PILOT 25

Salmon River winding through the narrow canyon/valley below. Not far along, a combination of no lift, no radio contact, and no good landing options down in the canyon had me turning around. I landed back near civilization in the valley south of Ellis, and Sasha was with me five minutes later. Landing was an eventful affair—I made a point of targeting a greenish-looking field on the edge of the dry alluvial fan uphill of a drainage ditch. However, on touchdown, my legs popped through the “grass” into water up to my knees and the whole carpet of turf trembled around me. I had landed in a grassy field that was underlain by a spring that regularly inflated the turf like a blistered surface by around two feet, despite being two to three feet above the water level of the drainage ditch some 30 feet away. It stretched belief.

I was happy to get out of this scien-

tific aberration and on to dry land to de-rig, and preferably quickly before the Gamemaker conjured flying sea serpents from the watery void I’d just escaped.

It was a memorable and marvelous day flying on some awesome mountains.

The next day we all gathered in Dillon, Montana to fly out of the local airport north toward Butte, Montana.

The weather again changed for the worse as a low-pressure system off the Washington coast was pumping clouds and moisture our way. We made the best of the crummy weather, though: Sasha ended his two flights with his first foot landings!

Pete took a tow as well and landed somewhat gracefully on the tarmac in switchy conditions just as raindrops began to fall.

Dejected, we bagged the gliders and

retreated to a restaurant/bar to reconnoiter our next move. Unbelievably, given the weather, the only option was to continue west into Washington, so we set our sights on Ephrata to the northwest. After an overnight stay in Spokane, Washington, we all headed for Ephrata with high hopes of a great day. Dust devils were dancing in the fields, and the skies were mostly clear. The airport manager welcomed us and allowed us to set up in one of the massive all-wood bomber hangars built to support training during World War II. We now know that the airport in Ephrata is an excellent sailplane soaring venue and multiple national competitions have been held there.

We all set up, and Robin pinned off first in very weak lift that dissipated, putting him back on the ground. The conditions were somewhat overcast with scattered cu’s. Eventually, we

877.FLY.THIS

AEROTOWING DEMO GLIDERS

MOYES Gecko 155 & 170 Malibu 2 188

WILLS WING Sport 3-C 155 Falcon 4 140, 170 & 195

towed up and climbed in good lift to 6,500 feet. Glen and I flew together heading northwest to connect with Robin. Good cumulus clouds were a number of miles to the north.

I diverged from the others to test the 1,000 foot escarpment on the west side of Lenore Lake and eventually climb to cloudbase at 8,500 feet. I saw Robin and Glen a bit ahead of me off to my east. I was under what looked like a good line of broad-based clouds and headed north. However, I found little lift and was soon near the deck searching quite desperately for anything to get me back up in the air.

Eventually, I latched onto a bubble and drifted three miles before hitting solid lift that eventually ramped to 600 fpm. From there, Robin was 10 km ahead and Glen to the east.

I spotted the Columbia River Gorge in the distance and picked a good street that put me at back at cloudbase, now over 9,500 feet. I left the best climb of the day at 900 fpm—I was getting cold and even though I had a heat pack to warm my hands, I began shivering. Oh, to keep learning 26 US H PA P I LOT

old lessons over and over. It would have been so easy to put on an extra layer and slide on my bar mitts, but, alas, I chose not to, thinking the temperature at the top of the lift would be in the mid-40s. Up high, the temperatures were actually in the 30s so I wasn’t adequately prepared.

My next climb north of the river took me to my highest point, over 10,000 feet, and my shivering and shaking became more severe. As I was climbing, Glen announced he would be landing on the south side of the river in a dodgy retrieve area. I relayed the info to Mike, and, as things would have it for the whole trip, Mike made it to Glen quite easily. Robin was now over Omak, Washington and headed up the Okanogan River Valley.

Robin recommended heading to the east side where the clouds were better.

I crossed the Okanogan River and was at 8,000 feet west of Omak when I decided to land. I just couldn’t handle the cold anymore and resolved in my mind that I would not lament this decision as the cold, for me, was just too excruciating. As I spiraled down,

ABOVE We did it! The X-Flight team and their gliders at the border.

Robin reported he had the border on glide and that he would land at the Dorothy Scott Airport in Oroville, Washington. It took me 22 minutes to reach terra firma and nothing felt better than basking in the warm sunshine to heat these old bones back up.

That night, we all met up in Omak and discussed our situation. The conditions were so good in the valley that we decided to all make another run at it by flying from Mansfield, Washington, 45 miles to the south.

The objective was the same—to fly up the valley to Oroville as Robin had done the day before, scrape the border of Canada with our wingtips east of Osoyoos Lake, and return south to the Dorothy Scott Airport in Oroville.

Unfortunately, the weather patterns of the last two weeks of the trip continued. By the time we made it to Mansfield, the skies had clouded over.

Even though tiny dust devils were dancing along the landscape, our

USH PA PILOT 27

consensus was that we would have a tough time making any distance.

We abandoned Mansfield and returned north to the Omak Airport to fly from there. The conditions still weren’t quite right so we packed up again and headed to Dorothy Scott to do a ceremonial flight across the border and back. The local news met us out there along with the airport manager. The manager mentioned that he saw a news report about our trip and was surprised to hear that we wanted to fly from his airport. We relayed our concerns to him about crossing into Canada before returning, and he stated that with the airport only 2.5 miles from the border and oriented northsouth, it was common to do a final approach from just over the border in order to land there. The plan was to tow up to the north, release and continue across the border then turn south and land back at the airport.

The flight would be a beautiful finish to our fantastic journey.

As Rick towed us high to the north, the sunlight crept out from the clouds long enough to light up the lake in silver ribbons as the rays bounced off the light chop from the wind lines and the wake from boats running up and down both sides of the border. The mountains too were displaying their shades of brown and tan juxtaposed with the dark green pines along with a colorful tapestry of apple orchards, corn, and soy in the valley beneath us.

The flight was surreal—we had finally done it! Over a year of planning, 1,800+ flying miles, 7,500+ road miles, 13 traffic warnings and tickets, four flat tires and almost insurmountable weather conditions, and we were here.

Robin broke out the champagne, and we toasted our tug pilot, our drivers, and each other for accomplishing the objective.

Oh, Canada!

Robin Reflects

It has been difficult to “come down”

from this adventure. I am continually unpacking the memories of flights over fresh, new terrain, our teamwork in the face of all the weather challenges, the friendly and helpful people we met along the way including Rick “the Mountain” Mullins, and the different shades of Americana we felt in each of the legs across the 11 states.

The trip has probably also confirmed again just how hopelessly addicted we are to free flying.

We were lucky to be able to drink in the richness of this experience and at the same time to be able to share some of that with others through both the social media sharing and the Susan G. Komen partnership.

We raised over $30,000 in the fight against breast cancer. Special thanks to all those who contributed and helped us beat our goal. I also became aware upon returning that the extra effort to publicize events like these is worthwhile as it can truly inspire others. X-Flight articles in local newspapers, TV and radio interviews, and even local storytelling in our own free flight community created a positive response. Hang gliding seems to be somehow cool again. We may take our flying for granted, but people truly want to hear about it.

X-Flight Round 2

Though for most of the trip we were challenged by weather and logistics, the flying was always a blast. We all found it refreshing to fly over new terrain and meet new people. We were flying hang gliders where no one had flown hang gliders before. When we landed, we enjoyed our interactions with new people and got a kick out of their quizzical expressions when we told them of our journey.

Almost as soon as we reached Canada, we started talking about what would be next. X-Flight 2020? We are still talking, but whatever the next adventure looks like, it probably will involve warmer clothes, oxygen, and passports.

RECORDS

are made to be

BROKEN.

NAA encourages pilots of ALL LEVELS of experience to set records.

Dozens of records are established each year.

Know the rules before you fly! ➽Is your FAI Sporting license valid? Check here:

old.fai.org/about-fai/fai-sporting-licences

➽Your Official Observer must not only be a member of USHPA, they must be independent and not be perceived to have a conflict of interest.

➽ Initial notification of a record claim must be filed via the NAA web-site within 72 hours of the attempt.

Learn more at:

naa.aero/records

(General Info & FAQs)

naa.aero/applications-downloads/

(Records & Sporting Codes Downloads)

GOOD LUCK!

PHOTO BY RYAN LANGFORD

FIVE HAZARDOUS ATTITUDES OF AVIATION Learning to pre-flight our perspectives

by JEFF SHAPIRO

O

ne of the most exciting days of my life came when I became the owner of my first airplane.

This new (to me) type of aviation adventure represented a few key ingredients toward living my best life. I was about to learn new skills and experience a new way to become airborne while taking a massive step toward fulfilling another lifelong dream.

But when I sat in the front seat of that BackCountry SuperCub, alone in the cockpit for the first time, I became aware of an intense level of self-reflection; one that seemed to rush over me as I committed to turning that key. After the feeling passed, I realized it was a level of reflection that had become less focused in my other free flight passions. Maybe that lack of reflection was because of the confidence gained from my years of hang gliding and paraglid-

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ing, but while sitting in that front seat, I had become undeniably aware of that exposure to risk felt by any beginner.

A smile gradually crept onto my face.

The benefit of my lack of confidence was that it forced me to question more than just the simple act of flying that plane. Why hadn’t I continued to practice that level of self-reflection while hang gliding or paragliding when it clearly helps to enable strong decision making? After all, expert or beginner, the objective risk in any activity is exactly the same! The way we mitigate those risks can change and improve

with experience, but the risks never change. My smile came from a proverbial lightbulb—obviously, there was an important lesson here to learn.

When it comes to risk and consequence, I try hard to live by two foundational concepts: 1) See the world as it is, and not how I want it to be; and 2) The only things I can ever hope to control in this world are my own mind and behavior. Carefully reflecting on the “whys” relative to the decisions I make is a tool to keep myself in check.

After all, I, like many, have experienced close calls where I was lucky that the

󲢫 Expert or beginner, the objective risk in any activity is exactly the same! The way we mitigate those risks can change and improve with experience, but the risks never change.󲢻

USH PA PILOT 29

only consequence was sitting in the dirt wondering, “How could I have been so stupid?”

During my General Aviation training, I came across a list that has been a brilliant guide to help keep my flying decisions in check. That list is referred to as The Five Hazardous Attitudes in Aviation*. Ironically, it’s a list I was surprised I’d never seen in any of our training manuals for free flight, and, yet, I’d be one rich dude if I had a dollar for every time I heard a pilot on launch say one or more of these statements: “It’s not their place to tell me I shouldn’t fly! I’ve totally got this!”

Or, “That’s not going to happen to me.

I’m going for it.”

PHOTO BY JEFF SHAPIRO

Or, “I mean, we drove all this way, not much we can do about this wind. I’m going to fly regardless.”

Truth is, I’ve said one or more of these statements myself. So, what can we do to avoid falling into these pitfalls of human nature that have proven to be contributing factors to accidents in aviation? Let’s take a look at The Five Hazardous Attitudes in Aviation and *As outlined by the FAA

gain some perspective—I ask myself before I fly: “Is this me?” #1 – Anti-authority: “Don’t tell me!”

“Pilots with an anti-authority attitude tend to believe that rules, regulations, and safety procedures don’t apply to them. For example, an anti-authority pilot may neglect their checklists or refuse to take advice from instructors.

Be advised that having an anti-authority attitude is different from simply questioning authority. Pilots always have the prerogative to speak up to authority if they believe a mistake has been made.”

This is a big one. Pilots with less experience should try hard to not confuse experience with fear when receiving advice from more experienced pilots. I know many new and bold pilots who think a more experienced yet conservative pilot’s outlook comes from negativity and fear when, in reality, the advice more often comes from their hard-earned lessons and their concern for you. Know who you’re talking to and listen to those who are mentoring based on what “has” happened to them as opposed to what “hasn’t.” In other words, I’d always listen to the pilot who says, “Be careful flying with rain

present. I got caught in a gust front with a wet wing and it sucked!” over the pilot who says, “I’ve flown in rain 10 times and nothing ever happened to me.” Know the difference! #2 – Impulsivity: “Do something, quickly!” or “I’m going for it!”

“According to the FAA, an attitude of impulsivity is found in pilots who ‘feel the need to do something, anything, immediately.’ Instead of taking a moment to think things through or select the best alternative, a pilot with an impulsive attitude does the first thing that comes to mind. Reacting too quickly can lead to irrational decisions, such as skipping a preflight or rushing to get home (or off the hill) despite inclement weather.

Pilots are encouraged to take time to evaluate their options before choosing a course of action.”

Making decisions based on logic and not emotion while we’re essentially seeking an emotional response from flying is a tough scenario. But logic will always prevail when it comes to risk mitigation. Being spontaneous while on a cross country flight in a hang glider or a paraglider is where the magic is so it’s not my point to always “plan the flight and fly the plan.” But

making decisions should be with as much information and situational awareness as is possible. Fellow pilot Will Gadd calls it “the positive power of negative thinking.” Consider the risks and outcomes and make a decision. “Going for it” will only pay off some of the time. Be disciplined about this one.

#4 – Macho: “I can do it!” or “I got this!”

“Pilots with a macho attitude are always trying to impress others and prove themselves by taking unnecessary risks. Both men and women are

susceptible to a macho attitude which leads to foolish and often dangerous behavior. While pilots must have a high level of confidence in their abilities, it’s important to avoid becoming overconfident and adopting a macho attitude.”

This one is pretty self-explanatory. If this is you, and you’re willing to look deep in the mirror, fix the problem. If your friends truly like you as a person, they don’t care how good you are, only that you’re around after flying to hang and laugh with. In other sports, we can try to emulate the athletes we want to be, but in aviation, it’s best to fly today like the pilot you ARE and not like the pilot you want to be. Being disciplined about that will keep you from inadvertently entering the dreaded “panic zone” without being ready for it. Have the long view and enjoy the progression

PHOTO BY RYAN LANGFORD

#3 – Invulnerability: “It won’t happen to me!”

“Many people—not just pilots—fall into a pattern of thinking that accidents happen to others, but never to them.

This attitude of invulnerability can become a safety concern when pilots fail to consider the risks of their actions.”

You might think that if I’m aware that accidents can and do

occur and can indeed happen to me, that I’d be flying around scared all the time. I’d argue that exactly the opposite occurs for me. By understanding the outcomes of my decisions, I feel less stress knowing that my choices are informed and made according to those risks. For me, paragliding is worth it, but one flight in my paraglider is never worth it. In other words, if I try hard to make decisions that allow me to be healthy enough to fly again tomorrow, even if that means not flying today, it was a good decision.

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USH PA PILOT 31

󲢫 Enjoy your own individual progression and don’t compare yourself to other pilots.

Comparison is the killer of all joy. 󲢻 through free flight. You can only be you, and progression will take exactly as long as it does, so relax. After all, it’s not when the song ends that makes me smile, it’s the experience of listening to the music. Enjoy your own individual progression and don’t compare yourself to other pilots. Comparison is the killer of all joy. And remember, “a mistake that allows humility is ALWAYS better than a triumph that causes arrogance.” #5 – Resignation: “What’s the use?”

“Finally, pilots with an attitude of resignation lack the confidence and conviction to believe they can make a difference in what happens to them.

These pilots tend to give up easily when faced with challenges and don’t take criticism well. This attitude is particularly dangerous for pilots in an emergency

situation because they may believe they are helpless and resign to their fate instead of taking action.”

Again, only you can control you. Ego and ambition, envy, and comparison can create uncomfortable moments while flying. I’ve read that with most aviation accidents, there’s typically a chain of events that lead to the accident, and if a pilot were to remove any link in that chain, the accident would likely not be catastrophic or even occur at all. Keep in mind that you are always the “pilot in command.” Just because a decision has been made, perhaps even a poor one, doesn’t mean that you don’t have the power to remove a link by making better decisions. See the world as it is and do what you need to do to ensure safe passage. This is a simple and basic yet crucial principle for any pilot.

H

opefully this list gives you something useful to consider before, during, and after flying. I know it does for me! It’s my intention to fly, in some capacity, for the rest of my lucky life. If keeping myself in check increases my odds for making that goal possible, a humble and self-reflective attitude is worth the effort. Lastly, I’d like to mention that if I ever trip up and display one of these pitfalls, I’d truly hope my friends and fellow pilots would help bring me back to a positive place. We’re a family and all share common goals.

Let’s work together, mentor and be mentored, and, most importantly, help each other stay safe out there. Respect to you all!

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´ Quixada IS DEAD %22&

%22& LONG LIVE

´ Quixada

by JAMES "KIWI" JOHNSTON

Originally published in the May 2019 issue of Airborn, the NZHGPA Magazine.

32 US H PA P I LOT

USH PA PILOT 33

󲢫 Quixadá might be dead, but it’s still there, providing as much adventure as before. 󲢻

I

first went to the legendary cross-country site of Quixadá, in the State of Ceará, Brazil, during the first week of November 2016, on something of a whim. For although I had been hearing about the flying in Ceará from fellow pilots since the early 2000s, I knew little about the place. I had been told the launch was very windy and that it was from there the talented trio of Brazilian pilots—Frank Brown, Marcel Prieto, and Rafael Saladini—had first reclaimed the World Open-distance Paragliding record from tow rigs with their remarkable footlaunched flights of 467 km, almost 10 years previously, in 2007. Another remarkable feat from Quixadá involved Honorin Hamard and his girlfriend, who had broken the World Tandem record with a flight of 408 km in 2015.

The previous season Brown, Prieto, and Donizete Lemos grabbed a new Open World Record of 513 km from Tacima, a far more fickle site further east of Quixadá, discovered by the Brazilians shortly after their 2007 flight. These record-breaking flights sparked a renaissance of interest in the cloud-rich cross-country potential of the fearsome Brazilian sertão (outback)—a vast, barely-inhabited area of bone-dry ranchlands and cactus-filled desert in northern Brazil that stretches from the Atlantic coast to the edge of the Amazon jungle. These records resulted in the arrival of a small army (air force?) of international pilots who laid siege to Quixadá for all of October and November of 2016, with as many as 50 world-class pilots gathering on the launch some mornings.

Somewhat ignorant of the magnitude of the occasion, I had gone to Quixadá on a chance opportunity to

ABOVE The hotel launch at Pedro Dos Ventos, above Juratama, with the main Quixada launch visible in the distance. OPPOSITE The now rare sight of another pilot in air: Swiss pilot Gregor Sonderegger in his 15th season in Quixada.

join some friends who also happened to be three of the USA’s most legendary XC pilots, Josh Cohn, Jon Hunt, and Nick Greece. But I had little personal expectation of anything other than an exotic paragliding holiday. We arrived in the middle of what turned out to be the two greatest weeks in the history of XC paragliding: a period during which more than 14 flights of over 400 km were posted by some of the world’s best XC pilots, including Burkhart Martens (on a Skywalk B wing), Alex Robe (would go on to be the 2016/2017 World XC Contest Champion on the freshly minted Ozone Zeno), and the Brazilian pilot Leonardo Pauda, who set a new site record of 483 km (the day before we arrived) on an Ozone Enzo 2. And while Brown’s, Saladini’s, and Lemos’s having smashed the world record again from Tacima earlier in 2016 with flights of 564 km (!) had somewhat devalued the cross-country

gold standard of 400 km, pretty much every pilot on launch was still seeking to break that coveted distance, unless they were Brazilian.

Everyone, except me, that is, because when I first arrived in Quixadá, I couldn’t conceive of flying that far.

(My lack of imagination has always been an impediment to my paragliding). So I set what I thought was the more reasonable goal of 200 miles, a distance that coincided with a small, far-away city on the map our retrieve service provided called Piripuri. To my amazement, on my third flight from Quixadá, I flew my trusty Ozone LM6 directly to that very town, arriving on final glide at the end of the day after an eight-and-a-half-hour flight, only to realize that to break 200 miles, I would have to glide into the city itself. When I attempted to fly around it, I landed 198.5 miles (318 km) from where I had started, the longest flight of my nearly

30-year flying career, and, most unexpectedly, the new New Zealand Open Distance record. I had gone to Brazil on a lark and ended up flying farther than a Kiwi had ever flown a paraglider, becoming the first New Zealander to go over 300 km.

After this flight, my attitude about flying 400 km literally changed overnight, for as we passed back into Ceará sometime after midnight, while

seven days of flying left ahead of me, I, too, could fly over 400 km. If I had the right day and the right attitude, 400 kilometers (or at least a flight over 200 miles) was surely possible.

But that didn’t happen. The next time I flew from Quixadá, I broke my speed bar on launching and was blown over the back and fortunate not to be wrapped around the large antenna behind launch in the process. The

able experience in flying Texas and the vast American West and his equally impressive perseverance, with a flight of 422 km. I didn’t go over 150 km again and left Brazil with a National Open Record, not sure whether I was a good XC pilot or just a lucky one.

2017 was made notable by my first 2-liner—an Ozone Zeno—and my sustained return to competition flying, with a lengthy winter season in Mexi-

󲢫 The first of November 2018 saw me back in Quixadá for the third straight year, this time with a major difference. Only three other pilots were there. 󲢻 driving back to Quixadá from Piripuri, I realized that I had actually flown clean out of the giant State. And now that I had tasted the mighty conditions the Brazilian plains offered, if I could survive the early morning hours, I suddenly felt sure that with another

ABOVE The lonely launch at Quixadá.

34 US H PA P I LOT

weather then took a turn for the worse, confounding the plans of some of the best XC pilots in the world, as they struggled with the conditions each day.

The only pilot who broke 400 the rest of the time we were there was Nick Greece, who showed both his consider-

co and Colombia and a 20th place finish in the US Nationals that summer.

But during my quiet moments, the Brazilian sertão filled my thoughts, as I revisited the incredible cloud streets of my record-setting day, remembering both the tremendous hospitality of the local people, and the staggering beauty of the lunar landscape that surrounds Quixadá. I knew I was hooked on one of the most unique niches of paragliding, so I booked tickets back to Fortaleza and a room at Pedro Dos Ventos (the legendary pilots’ hotel with its own launch in Juratama), totally sure that with an extra week and extra advantage of my 2-liner, I would break 400km.

But once again, that didn’t happen.

2017 turned out to be totally different from 2016 or even 2015, with only five flights over 400 km, despite similar numbers of world-class pilots on launch. I joined an American contingent that included Gavin McClurg, the USA X-Alps pilot, who had come to Quixadá in near desperation after tagging along to Tacima with the Brazilians and not flying for nearly two weeks (Gavin finally got a 300+ km flight from Tacima the final day), Jeff Shapiro, the legendary hang glider/climber/wingsuit pilot who has become increasingly interested in paragliding, and Nick Greece, the two-time US National Champion who

USH PA PILOT 35

had broken 400 km here the year before. But the star turned out to be an up-and-coming young US pilot, Tyler Bradford, who I renamed the Quixadá Kid, after he pulled off a 412km flight that turned out to be the longest flight of the year from Quixadá, and one of only two flights over 400 km in November (traditionally the windier month). As for me, I had a rough start and lost my nerve, became too concerned about available roads and imaginary dangers to commit to flying well in difficult conditions, and despite being there three weeks and feeling as if I were flying much better than in the previous year, never went over 100 miles. I left wondering why I had gone there at all.

As a signal of what was to come, 2017 was also marked by the increased use of another site further east of Quixadá called Patu. This site drew a number of pilots away from Quixadá, after Rafael Saladini flew 478 km from there in October, and a group of kilometer-hungry Portuguese pilots had considerable success from there, including a 471km flight by Eduardo Lagoa, an experienced Ceará veteran. During the same period, in a true example in perseverance, Swiss pilot Phillipe Leuenberger enjoyed two flights over 400 km from Quixadá in late October, after having been coming there for seven years with the Swiss tour group FlyWithAndy with little success.

One of the few tour operators willing to bring qualified pilots to Quixadá and long one of its greatest advocates, is the same FlyWithAndy company that inadvertently drove the final nail in Quixadá’s coffin in 2017, when they decided to try an experiment of tow launching still further east, from an airstrip in a town called Caico. Within two weeks, with the whole flying world watching, the reigning PWC champion Michael Siegel flew 521 km, and Chrigel Maurer went 506. Siegel would win the 2017/2018 XC Contest title for his Brazilian flights. And with 13 flights over 500 km from various

ABOVE My dinner in Piripuri on the way home, in the same restaurant I ate in after breaking the NZ Open record in 2016.

pilots in a two-week period in Caico, the word was out: If you wanted to fly 500 km, you went to Brazil during Oct/ Nov towing.

Meanwhile, my complete failure in 2017 resulted in my being obsessed with the goal of flying 400 km from Quixadá, since nothing makes me more curious than a challenge. While the year before, I had considered the simple things I could have done to actually break 200 miles (fly directly downwind at the end, instead of fixating on actually reaching Piripuri), this time I analyzed my lack of commitment and belief in my flying in Quixadá in 2017, compared to Tyler Bradford’s carefree don’t-look-down style.

On the day of Tyler’s 412km flight, he had actually gotten stuck lower, soaring above launch when Nick Greece and I took off separately from cloudbase on the two different main routes. (We had been in the clouds for a moment, and I never saw Nick go, or I probably would have followed him).

Despite being behind, Tyler followed

the correct procedure. He waited until he got to cloudbase, and then, in typical millennial style, he checked Nick’s and my respective tracks on his cellphone, as he thermaled above launch. After deciding that my line looked like the better one, he took off after me. Meanwhile, I had been moving along reasonably well, but when faced with the decision to fly directly downwind over an area of no-man’s land, or cross the valley to try to follow a road, I took the safe option (the road) and went down in the venturi. Tyler followed right behind me, but probably never saw the road, because he was looking at the sky that was developing in front of him, and went merrily on his way for another nine and a half hours, most of which I spent by the hotel pool. My failure that day was particularly galling, since I knew that I had been on the right line and had just needed to believe it. I vowed if I ever got in that position again, I wouldn’t make the less-committed choice.

The first of November 2018 saw me back in Quixadá for the third straight year, this time with a major difference.

Only three other pilots were there.

With tow rigs running in Caico by the Swiss, and Assu by the Brazilians, and the Portuguese contingent now firmly ensconced in Patu, both the hotel at Pedro Dos Ventos and the launch above Quixadá were virtually deserted. This meant that, while in the two previous years I had had the cream of the worlds’ XC pilots to open launch and follow (especially for the first 140 km in the light thermals of the early morning), now I was going to have to do it alone, meaning an exponential increase in difficulty I had not expected.

The first day my retrieval vehicle turned up at 6 a.m. and ran out of gas at the bottom of the hotel driveway.

(I went back to bed). The following day I had a late start, due to high early-morning winds and was cruising at cloudbase on a strong day around the 140km mark, when I got violently airsick and threw up in my brand-new

full-face helmet (twice) before finally calling it a day, and spiraling down to a convenient town, distraught and exhausted. Even with the late start, it would have been an easy 300km + day.

But I had no motivation to be in the air at all, my flying was robotic, and that was when I knew that nothing was going to come easily this time.

Then the weather turned utterly bizarre. We had no wind some days, (I re-launched at noon in no wind one day, after sinking out the first round), rain, and thick cloud cover. Then there was too much wind to fly, with the only constant being the relentless brutal heat. (It really takes me a week to acclimatize to that). On my first two visits I had the opportunity to fly almost every day, but after the first week of this trip, conditions were different, and my chances of a 400km flight seemed to be evaporating before my eyes. In desperation, I took off for the beach for a couple of days and consoled myself with steak and seafood, before returning with renewed resolve.

I knew each morning was a fresh opportunity. I just had to get in the air at Quixadá to have a chance.

My fresh resolve was quickly tested by the intensity of the wind at 6 a.m. the following morning, which was when we were arriving on launch in hope of getting off before the day got too strong. On the morning of the 10th of November, 2018, it was blowing as hard as I could remember, and after sitting in the wind for an hour, I really doubted that we would fly that day.

Around 7:15 a.m. there was a short lull, and then another … I told Delione, the Brazilian launch monitor who would be calling my launch, that I thought I could go. He looked doubtful, telling me it was right on the edge. Had I not come to Quixadá the previous two years, there is no way I would have thought I could launch, but experience told me I had a window. I had to be quick.

The standard Quixadá launch technique requires three Brazilian teenag36 US H PA P I LOT

ABOVE With the legendary Antonio “Almaieda,” the proprietor and creator of Pedro Dos Ventos, the most unique free-flying hotel in the world. BELOW With Romairo, aka 5th Gear, my main driver for three seasons now.

ers to pull out your glider on the steep, somewhat carpeted launch and hold it down in the wind while you take the position. Your spotter—Delione, in my case—then scans the trees below you and the small ponds out in front, waiting for a suitable lull in the wind.

At 7:52 a.m., as a thermal blocked the wind, I got mine, pulling my glider up at Deleone’s shouted instruction and running as best I could at my glider. In

an instant, I was plucked and elevating, and thanks to the glory of modern 2-liners, flying away from the mountain.

There are two standard routes to 400 km from Quixadá—one to the south, one to the north. I was soon on my way along the one I preferred, the more northerly route, which was both the direction of my 318 km in 2016 and Tyler Bradford’s 412 the previous year.

I had a couple of lowish saves early on and had just gotten established under a nice cloud street, south of the town of Madalena, the first notable landmark at around 60 km, when my speedbar came undone at the bar, without warning. Cursing to the high heavens at my own stupidity (I had changed the speedbar lines out and apparently not retied the bar correctly), I reached around inside my pod and managed to retie the bar, only to realize that I had missed the pulley entirely, and now the speed bar line was eating my harness alive. Continuing to curse while gliding along in the strengthening thermals, my hands deep in the pod, I retied everything again, this time through the pulley, and then soon caught a thermal that took me back to cloudbase.

Another 60 km or so along the route, I made what was probably the crucial decision of the day. The standard route required me to fly north around a grouping of small mountains and follow a road towards a town called Monsenhor Tabosa. However, that way looked blue ahead, and the previous year my best flight had ended at Monsenhor Tabosa, when I arrived there ahead of the clouds. The only clouds visible to me now were a thin chain of hazy wisps that appeared to be dead downwind of me, on a line that would bisect the center of the two known routes. This would require crossing, in another 100 km or so, a large plateau that Delione had warned me had no roads the previous year —sage local advice that I now willfully ignored, as I carried on downwind, looking only at

USH PA PILOT 37

the clouds ahead and above me.

Fortunately for me, it developed into an outstanding day, the kind of day that makes flying in the Ceará so legendary. If I were to strive for a simile, I would say that the sky was boiling, while the steady wind must have continued to increase as the day went on, with each thermal I drifted up adding another 20 km in distance

Lemos’s advice and flew full-bar under the clouds for the next three hours.

As I reached the second large area of flatlands after the plateau, I realized I would certainly break 200 miles, and at the rate I was moving, I actually had a good shot at 400 km, despite starting at almost 8 a.m. The handfuls of really long flights I have ever achieved have been marked by the fascinating fact

(Farmer) Beechinor calls “the Alien World,” I felt as if I could keep flying forever.

I was well past my previous best at 3 p.m., which is when I should have had the last good climb of the day and gone on a 50km magic end-of-the-day glide, as happened on my 2016 flight and as is the norm of virtually every 400+km flight. But, instead, the bottom

󲢫 The steady wind must have continued to increase as the day went on. With each thermal I drifted up adding another 20 km in distance between glides. 󲢻 between glides. Around 11:30 a.m., I got as low as 400 m off the ground, out in middle of the first flat plain (ironically near a town called Successo). Around 12:15 p.m., having survived the noon pause, I drifted into a ripper that took me to 2200m over the 50km plateau of roadless no-man’s land, safely at cloudbase some 1100m above the ground.

During this period, I heeded Donizete

ABOVE Small town sertão skies.

that the longer I flew, the easier it became. Time now passed, as if I were under the influence of some time-bending psychedelic drug, the kilometers ticking by as I flew on towards the setting sun, with the immense greenand-blue horizon punctuated by the rising columns of smoke from the fires below. As I moved deep into what the legendary Sun Valley, Idaho, pilot Matt

fell out from under me, and I suddenly found myself 250 meters off the ground, forced to consider my landing options. That’s when I noticed the huge trees below me and the ranches and roads that looked like a spider web among the vast swathes of forest.

Thanks to the help of a flock of birds, I had a low save that took me back up to 1700m, where I lost it and carried on.

This was probably a mistake in retrospect. I should have searched upwind and taken that last decent thermal of the day the full way to over 2000m or more. But by now, I was dealing with another issue: my pee-tube had come off somewhere along the way, and after eight hours of flying, I was getting desperate for a piss.

I tried standing up in my harness to pee, but couldn’t pull it off and only succeeded in putting my foot through the bottom of my lightweight Woody Valley pod. As 400 km got closer and closer, I told myself to go ahead and pee; I could always wash my pants and harness later. But I just couldn’t do that, and the need to urinate began to nag at me. Ignoring the call of nature,

38 US H PA P I LOT

󲢫 How good was my day? This would be the best flight of the year from Quixadá. 󲢻 around 4 p.m., I had another good, low save, at around 200m agl, which I took back to 1100m (850 agl).

Then I spotted a ranch that seemed to be at the end of the road. From my altitude, all I could see, as I glided straight towards the low sun, was a large canopy of trees, with no visible LZs. I thought I might be in the area I had heard other pilots describe and yet couldn’t imagine that I had reached it—the edge of the Amazon.

If so, I was just 15 km short of 400 km and apparently as far as I could go.

(The two main routes north and south

of the route I took have more deforested areas towards the 400km mark, but ultimately everyone runs into the jungle. The long glides directly into the sun, through the smoke of the forest fires, and often with a lack of apparent LZs ahead, are rather harrowing!)

At the end of my glide, I came down within 20 meters of the main ranch house, swooping around a pair of magnificent trees in the center of the yard and landing into the dying wind, within a short distance of the wide, shady porch, to the astonishment of the kids playing there.

USH PA PILOT 39

Packing up my glider at the 385km mark, after nearly nine hours of flying, I did not feel disappointed I had not made 400 km, but elated I had managed to fly so far, to the edge of the Amazon jungle. I had broken 200 miles, set a new New Zealand Open record, and while being the first Kiwi over 400 km would have to wait until another day, I now knew I could definitely do it.

I just needed the right day.

“All you need is the right day.” It sounds like a cliché, but it is true in Brazil. How good was my day?

This would be the best flight of the year from Quixadá, which would be something to brag about, if not for the fact that everyone else was off towing. But consider the fact that I

had a pretty staggering average speed of 43.91 km/h, flying alone the entire day on my trusty Ozone Zeno, and that I struggled for the last hour and a half, which traditionally is the easiest part of the day.

Two days earlier, Aaron Durogati and Primo Sousza, two great pilots flying and landing together after 11 hours on Gin Boomerang 11s, flew 504 km from tow in Caico, with an average speed of 46 km/h. The following day was the last day of the six-week tow season for FlyWithAndy, since the Brazilian military had exercises beginning in the area. I’ve been told that as Andy packed up the tow rig equipment at the airfield on the 10th—the day that I was the only one in the air from

Quixadá—he remarked that this was the world-record-breaking day they had been waiting for. Having experienced the sky that day, I certainly would concur.

And that’s why this year I’m going to Caico to try to go straight for the 500.

But, for sure, I will have a few days in Quixadá as well, to spend some evenings in Pedro Dos Ventos and to add some high-wind foot launching to the mix, for old times’ sake. Quixadá might be dead, but it’s still there, providing as much adventure as before. Do you hear her calling?

Read Kiwi’s story about his previous Brazil adventure in the March/April 2017 issue of this magazine.

LESSONS FROM A

NEAR RESCUE

IN VALLE DE BRAVO

by DEREK BAYLOR

Ho-hum, just another

amazing day in Valle de Bravo.

O

ur temporary winter flying family circled up in the house thermals and headed out for a great day of XC flying with perfect clouds all around. Looking off to the south, we noticed cu’s popping off, suggesting a nice route towards Luvianos.

The four of us—let’s call us Pilots A, B, C, and D—gaggled in the wispies over Crazy Thermal Mesa and started to work our way south.

As often happens when flying XC, we got separated, with Pilots C (that’s me) and D eventually turning around, while Pilots A and B continued on their XC flight to the south. Pilots C and D later flew back to the lake LZ, and, as is the custom, immediately checked XCFind.com to see how the rest of our group was doing.

Uh oh, what’s this? Pilot A’s track had stopped at a ridgetop partway to Luvianos and was displaying as the red “HELP” dot! Pilot A had either landed intentionally or crashed on a remote ridge between El Peñón launch and Luvianos.

Fearing the worst, we sprang into action, trying desperately to communicate with Pilot A, while simultaneously strategizing for a possible rescue mission.

All of us were flying with InReach trackers and registered on XCFind, but here’s where some of the confusion began. When Pilot A “landed,” they sent two different preset messages from their InReach. One message read “Landed OK,” and the other “I’ve

40 US H PA P I LOT

crashed, HELP needed.” Both messages had the same time stamp on XCFind, and when we zoomed in on the map, there was no discernable difference between the two messages, other than the “HELP” message was displaying on top of the “OK” message (more on that later). To further complicate matters, Pilot A appeared to have then turned off their tracking, and possibly even powered-down their InReach.

Back in Valle, we were trying everything we could to get hold of Pilot A.

to Valle, and we also knew that Pilot A usually flew with a bivy kit as ballast, so they’d be prepared for a long walk out. Perhaps they had no cell service, or their phone was simply turned off.

Scenario 2: Pilot A had crashed and accidentally sent the “Landed OK” message first, followed by the “HELP” message. In some ways this seemed likely, since the “HELP” message continued to display on top of the “OK” message on XCFind, in spite of the time stamps being identical. Was this a

󲢫 When Pilot A “landed,” they sent two different preset messages from their InReach. One message read Landed OK, and the other I’ve crashed, HELP needed. 󲢻 clue that the “HELP” message was the We called and messaged their phone, more recent one? Perhaps in a painful tried to message them through their InReach Mapshare page, and even had daze, Pilot A had mistakenly shut their tracking off or collapsed on top our Mexican friends calling random of their InReach, blocking the satellite numbers in the nearby village to see if anyone knew about an injured pilot. signal.

It may seem like our obvious decision Radio was not an option because of should’ve been to set a rescue in modistance and terrain. Were all their devices just turned off? Out of range? tion since the evidence was inconcluWere they happily hiking/hitching sive, and the right thing to do in such home or badly injured and stuck alone a situation is to hedge and prepare for on a distant ridgetop? the worst. But there was one more bit With only scant and conflicting infor- of information that further muddled our process: Pilot A and Pilot B had mation about Pilot A’s condition, we been flying together, as confirmed imagined a couple of possibilities: by their tracks, right up until Pilot A Scenario 1: Pilot A had landed safely and accidentally sent the “HELP” mes- “landed” on the ridgetop. Surely they had been in radio communication with sage first. They then corrected that each other, if not actual visual contact. error by following up with “Landed Pilot B had continued on their flight OK,” and subsequently turned their tracking off (and maybe their InReach long after Pilot A dropped out, which strongly suggested that Pilot B knew as well). Pilot A was the kind of pilot all about the landing, was aware that who would find their own way back

USH PA PILOT 41

there was no emergency, and had elected to continue flying. We had been trying unsuccessfully to contact Pilot B as well, hoping they knew something about Pilot A’s situation.

Overall, the evidence seemed to lean slightly in the direction of a non-emergency. Why else would Pilot A have stopped tracking, shut off their InReach, or not sent a proper SOS message? Without any data beyond a single “HELP” message to corroborate the need for a rescue, we made the difficult, nerve-wracking decision to sit tight in Valle and wait for more info.

At least we would continue to have solid phone and internet service, and we knew from their track that Pilot B had already landed and would eventually return to the house and share what they knew about Pilot A’s condition.

Evening was fast approaching, and without word from either pilot, we continued to fret about what to do next. Hours had passed since the original “HELP” message, and we had nearly decided that it was finally time to mobilize and start driving in the direction of Pilot A, when suddenly the entire situation simultaneously resolved itself. Pilot A’s track had reappeared on XCFind! They were now clearly in a vehicle of some kind and making their way back to Valle. We didn’t know if it was a taxi or an ambulance, but at least Pilot A was safe and on their way.

At almost the same time, Pilot B returned to the house and gave us the whole story. They had indeed been flying together when Pilot A had gotten low on the ridge, suffered a hard landing, and had tweaked their back.

They were in some pain, but local folks

󲢫 Evening was fast approaching, and without word from either pilot, we continued to fret about what to do next.󲢻

INREACH Set up your InReach for maximum accessibility. The following recommendations apply to an InReach device, but may also share some relevance with settings on other devices/formats:

▶ If you have an InReach, read Gavin McClurg’s post about using it here: http:// www.cloudbasemayhem.com/garmin-inreach-best-practices-for-adventurers/.

▶ Make sure MapShare is turned on and options are set to allow others to message and locate you through your MapShare page. These settings can be found under the “Social” tab in your InReach login. Click the “MapShare settings” button and select “Allow map viewers to send you messages” and “Allow map viewers to locate you.” [NOTE: Free messages are limited on most plans, so avoid using this feature to message InReach users unless it’s important! Also, these features only work when your InReach is turned ON.]

▶ Make sure you and your close flying buddies know each other’s InReach

addresses, and send test messages to each other before you fly. This is the only way to perform direct InReach-to-InReach communication when cellular or internet service is not available for either party. Your InReach address is unique, different from your MapShare address, and not easily guessable. Consider storing these addresses in your phone contacts for backup access.

▶ Set up and use your three Preset Messages. I have mine set as “Landed OK,” “Found a ride,” and “Non-emergency, but need help.” Consider including your InReach address and phone number in your preset messages, which will make this information easily accessible via XCFind. [Also see notes about message content below under “About XCFind.”] ▶ Consider listing your emergency rescue services (service name and phone

number) in the “Emergency Notes” field of the “My Info” section under your InReach Account tab. Doing so will make this vital info available through your MapShare page and thus also through XCFind.

▶ Practice messaging on your InReach with a friend so you know how it works.

▶ If you’re flying in remote areas, consider carrying a backup battery for the InReach and other instruments/phones.

▶ Optional: Go into Settings/

Messages on your InReach device and choose to have it continue ringing when you have an unread message. This way if you’re away from the InReach when a message comes in and you miss the initial alert, you’re sure to hear it eventually.

NOTE: This means if you get a message while flying, your InReach will ring until you view the message. Make sure you can access your InReach in flight so that you can silence the alert!

XCFIND If you haven’t already, send your MapShare link information to the

administrator address listed on http://

xcfind.paraglide.us/

Others can follow your flights online and can help coordinate a rescue.

Tracking points and preset message locations will be displayed on a map.

Clicking on a point will open a text box that shows coordinates, preset message text, and navigation links.

XCFind scans the text of your Preset Message for “trigger words” and will display the map point in a different color depending on message content. If your message contains the word “help” or “assistance,” XCFind will display that track point as red, which will show others that you’re in distress. Include the word “OK,” “safe,” or “safely” in the Preset Message and the track point will appear as green. NOTE: A message that reads “Landed safely, no help needed” contains conflicting trigger words, and “help” will take priority so your map point will display as red, even though you meant to let people know that you’re safe!

XCFind will always display red “help” map points on top of others so that help messages don’t get buried under other track points on the display. This was cause for some confusion in our nearrescue situation, since we were unaware of this clever feature at the time. ▶ Consider including your phone number or InReach address in the content of your preset messages so others have easy access in an emergency. The MapShare links are also available on XCFind. Click on a group and the list of the included pilots will appear with links to their MapShare or Spot pages. ▶ If you follow a MapShare link from XCFind, you will see tabs for messaging and locating that particular pilot. Your rescue service and other vital info will also be displayed, IF you have it entered in your “emergency notes” field. ▶ XCFind is an amazing resource. Get to know its features and please contribute to help support this service!

42 US H PA P I LOT

were already on the scene and helping, and Pilot A had rejected the idea of calling for a rescue or using the SOS function on their InReach. They later endured a harrowing, bumpy ride down the ridge in the back of a pickup truck and were taking a taxi from the nearest town back to Valle de Bravo.

That night we finally saw Pilot A at their hotel in town and confirmed some details. After the bad landing and radio discussion with Pilot B, they had indeed shut off their InReach, only thinking to turn it on again hours later in the taxi. Pilot A never did notice any of our messages until they were back in town at their hotel. We did our best to assess their injuries; their mobility was good, and mostly they complained of being stiff and sore from the hard landing and the rough retrieve. Though they seemed to be in stable condition, we pushed hard for them to be seen by a doctor right away, but to no avail.

Pilot A got checked out and x-rayed the next day, and had only sprained their back. Luckily, they were already planning to spend the next several weeks in Mexico, and would have time to rest and recover. With the generous logistical support of our Mexican friends and their flying buddies, Pilot A healed quickly and even got to fly at El Peñón again before the trip was over!

We were all greatly relieved for this stressful near-rescue situation to end as well as it did, without serious injury or an extensive and expensive emergency mobilization. Still, there are many things I regret about my own preparedness and response on that day, such as not having greater familiarity with the finer details of using InReach and XCFind and not having them optimized to provide maximum information. I regret not immediately springing into action and blasting off toward the remote spot where my friend had possibly crashed, though I also acknowledge

that this could have been a rash decision ultimately resulting in me being seriously unprepared to help when I got there.

Most of all, I wish I had leaned harder on Pilot A to get their back checked right away, regardless of how they felt. Spinal injuries are no joke; I’ve heard the horror stories of people who have suffered an injury, been sore but seemed mostly OK, only to wake up the next day paralyzed.

Please don’t mess around with these types of injuries; get it looked at right away, and get it stabilized!

There were many lessons learned on this fun XC day-turned-stressful-afternoon in Valle de Bravo. What follows is not a primer on how to mount a rescue, but rather a parable about maximizing your communications resources so that you can determine if a rescue is actually warranted.

These are the main takeaways from our communications fiasco: · Fly with a satellite tracker and leave your tracker on after landing, especially if flying XC in a foreign place or if there’s any chance a friend/ observer might need to find or contact you. ▶ Have your phone and radio turned on and accessible after landing, for all the same reasons. ▶ Discuss possible emergency scenarios with your flying buddies before the day begins and exchange vital contact information, including InReach addresses if applicable. ▶ If you think you’ve sent an “OK” or “HELP” message in error, follow up with multiple corrections in the next hour to ensure your situation is made clear. ▶ Get listed on XCFind and know how to find vital information on this service.

Don’t let your flying vacation or local XC day be derailed by a messy jumble of communication missteps.

Get to know your instruments and online resources, and fly far with confidence!

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USH PA PILOT 43

s ti v it

St Hilaire - Lumbin 13 - 20 Septembre 2020 Toutes les infos sur www.coupe-icare.org

ABOVE Group photo of local pilots atop Prewitt Ridge. Photo by Joe Greblo.

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Prewitt Ridge

[ contributed by COLLEEN WILSON & TOM COLLINS ]

Road to Big Sur Launch gets a makeover The coastline of Big Sur, California is incredibly beautiful and one of the most visited areas in the United States. It is also home to Prewitt Ridge, a popular local flying site for hang glider and paraglider pilots.

To reach Prewitt Ridge, you must take Nacimiento-Ferguson Road then South Coast Ridge Road, which ends with spectacular views at Prewitt Ridge. Travelers, campers, nature lovers, and hang glider and paraglider enthusiasts come here to drink in the breathtaking beauty of Los Padres National Forest.

Its eye-catching mountains and twinkling ocean capture the imagination of nearly everyone who visits. The Prewitt Ridge site has been home to hang gliders and paragliders for 50 years, and its allure is the scenic views, a perfect landing field near Pacific Valley located just above Sand Dollar Beach and the ocean, and a spacious flat area allowing for large groups of pilots to set up their gliders in

hopes of launching to catch a perfect thermal.

A few years ago, this five-to-six mile twisty dirt road meant for 4WD vehicles rarely had any traffic on it, but as the area soared in popularity, vehicles of all kinds tried to make the drive to Prewitt Ridge. Unfortunately, the numerous 2WD cars that have attempted the drive, often getting stuck, have created deep ruts in the road. In an effort to get some statistics on road use, we set up a game camera.

The results were impressive—approximately 50 cars a day during the week and 125 cars a day on the weekends travel the road. Unfortunately, in recent years, the United States Forest Service (USFS) has had its budget slashed, making maintenance on the road nearly nonexistent.

The increase in road traffic finally came to a head in 2018 when a small car got stuck sideways on a steep hill on South Coast Ridge Road, making it impossible for traffic to

USH PA PILOT 45

continue in either direction. A tow truck was called, but it was late in the day, and the truck wouldn't be able to arrive before nightfall so it was delayed until the following morning.

This incident led us to action. We brainstormed how to raise money to improve the road to make it safer for all drivers, and we started sending emails to organizations and individuals who might be able to help. The Sylmar Hang Gliding Association, a USHPA chapter in Southern California, suggested we write the Foundation for Free Flight to request a grant for help with our road work since so many pilots use the road to reach the launch site at Prewitt Ridge. After many emails and conversations, we were awarded a $6,000 grant contingent upon a dollar for dollar match, funded by pilots and in keeping with the Foundation’s grant guidelines. We also needed a USHPA chapter to sponsor our project, so the Sylmar Hang Gliding Association stepped up.

In tandem, we started a GoFundMe campaign—The Big Sur Road Restoration Project—in order to raise funds for road maintenance. This campaign was accessible to both pilots and other users who came to enjoy this amazing corner of California.

We continued emailing, posted the campaign on social media, and begged for help.

It worked! In the end, we had 112 GoFundMe donors, most of them pilots, reaching into their hearts and wallets to help us make this project a reality. The Foundation for Free Flight matched the campaign proceeds dollar for dollar. Free flight clubs in California, including the Sylmar Hang Gliding Association, Crestline Soaring Society, and Bay Area Hang Gliding Club, all pitched in to help. In the end, we raised $6,000 and the Foundation matched with a grant for the same amount. All in all, we raised just over $15,000 for the delivery of the road base. Though the USFS could not help us financially, the national forest and the Fort Hunter Liggett Military Base share a property line and collaborate when work needs to be done. In a collaboration between the two agencies, the Fort Hunter Liggett Public Works (FHLPW) agreed to mobilize heavy equipment to grade the road, a dump truck to move the road base, and additional manpower. This could easily have cost $25,000 per day, but it was offered on a volunteer

basis. We were so grateful!

In November 2019, after a busy fire season, work began on the road. A total of 300 tons of road base was delivered by Kritz Excavation out of Paso Robles to the summit of Nacimiento-Ferguson Road. The roads to Prewitt Ridge were graded, and the road base laid in the seven most problematic areas. The road base, when mixed with water, becomes hard

TOP View of the Big Sur coast from Prewitt Ridge.

Photo by Colleen Wilson.

BOTTOM South Coast Ridge Road leading to Prewitt Ridge. Photo by Colleen Wilson.

like concrete. In the days following the work, a series of rainstorms further hardened the

ABOVE Pilots set up on launch at Prewitt road, solidifying the work done by FHLPW. Ridge. Photo by Joe Greblo. While additional work is needed, the new base has dramatically improved the road, making it much easier to drive. As a result, steep areas of the road are now fortified and much safer for travel.

We still have many difficulties facing the area, such as overuse, trash and debris collection, and the use of campfires in extremely dry weather. Though signs are posted requesting the use of 4WD vehicles only, we still have the challenge of 2WD cars using the road. However, we are optimistic that by working with USFS and other agencies, we will continue to see improvements.

We welcome the pilots who come to enjoy the incredible beauty of this site. Nothing makes our hearts soar more than to look up and see pilots circling through the sky around the mountaintops, living your dream with a whoop and a holler. It is a breath of freedom, and Big Sur is one of those places with unsurpassed beauty—thank you all again!

We would also like to thank the Foundation for Free Flight and all donors for making this project a reality—you are the real heroes!

Without the support of donations, projects such as this could not happen. Your donations to the Foundation for Free Flight, a 501(c)(3) nonprofit organization, are critical to support site preservation and enhancements.

To learn more about the Foundation and to make a tax-deductible donation online, visit foundationforfreeflight.org or contact them directly at 559-677-7546. USHPA matches membership renewal donations to the Foundation up to $500 annually!

46 US H PA P I LOT

FOUNDATION for FREE FLIGHT

by Jayne DePanfilis, Executive Director

The Foundation for Free Flight worked closely with longtime Big Sur residents, Colleen Wilson and Tom Collins, to elicit critical support from the hang gliding and paragliding communities to make the “Big Sur Road Restoration Project” an overwhelming success for all end users. I’d like to issue a special thank you to Joe Greblo and the Sylmar Hang Gliding Association, who sponsored this project, along with the Crestline Soaring Society and the Bay Area Hang Gliding and Paragliding Clubs, who generously supported it.

In all, just over $15,000 was raised including a $6,000 match from the Foundation. This project would not have been possible without the careful oversight and interactions from Jerry Keller, Trustee and Grant Committee Chair.

To donate to site preservation and maintenance in general, or to other targeted site projects, visit foundationforfreeflight.org, click on “donate to targeted funds” and select the preferred fund from the drop-down list. Your tax-deductible gift will automatically be credited to the chosen fund. Don’t forget that USHPA matches membership renewal donations to the Foundation up to $500 annually.

The Foundation for Free Flight is an independent 501(c)(3) charity separate from USHPA. We rely on donations from pilots and benefactors to fulfill our mission. We work hand in hand with the free flight community to support site preservation and enhancement, safety and education, and competition. We are a dedicated team of volunteers accessible 365 days a year, and are ready to assist.

USH PA PILOT 47

Resonding to Accidents and Trauma

[ contributed by RYAN KERN ]

Navigating the aftermath of an accident

SAFETY

In the summer of 2019, Pine Mountain, Oregon saw two accidents with one thing in common: In both instances, the pilot was ABOVE Emergency not attached to their glider. One accident led vehicles and crews on scene. Photo by Ryan to a brief hospital visit, and the other acciPinette. dent was fatal. In the latter case, none of the responding pilots on the scene, the Forest Service official, state trooper, fire fighters, or activated air medics were able to influence the situation for a favorable outcome. This article stems from this later accident and the lingering trauma with the hope of sharing a few lessons learned about responding to an incident, being prepared, and coping with trauma.

What exactly happened at Pine Mountain can’t be explained by the pilots who were there. We can’t say because we don’t really know, beyond a doubt, the entirety of what was going on for the deceased pilot. Though this is a hard and possibly frustrating reality, it does not diminish the lessons that can be learned from this accident or any other accident or event looked at with an open mind. Perhaps one additional facet of not knowing exactly what happened is that we have the chance to ponder multiple possibilities of what can go wrong, with each scenario presenting its own unique lessons. Moreover, 48 US H PA P I LOT

since we can’t say for certain what happened at Pine Mountain, this article will largely avoid causation or details.

What can be said is that the wind speed that August evening was above average operating speed while still affording penetration at trim. Northwesterly gusts ramped up slowly, rhythmically maintaining for a while, then gently retreating. Ridge lift was steady with buoyant air extending into the upwind valley.

A few valley thermals could be found supporting 3 m/s climbs with one pilot ascending past 8,000 feet (3,000 feet above ground level), undoubtedly on their way to the moon. The nine pilots on site were in for a treat of an epic glass-off at Pine Mountain.

When the accident happened, the eight remaining pilots spared no effort and did not waste any time responding. Immediately, a radio transmission alerted all pilots on site, and pilots on the ground promptly attended the scene and began administering basic life support. Within seconds, emergency services were contacted, and medical services were dispatched via air and ground. Utilizing bigears, stalls, and spirals, airborne pilots safely made their way to the ground.

Back on the ground, one pilot headed to the highway to direct emergency teams to the

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󲢫 First Aid and CPR classes are commonplace, and anyone engaged in outdoor recreation should stay current on their licenses; it’s the bare minimum. 󲢻 flying site while others removed abandoned gliders from the landing zone so it could serve as a helipad. The pilots tending to the injured pilot continued alongside medical crews until efforts and training had been exhausted. The entire ordeal, from the moment of onset until the search and rescue team departed, occurred over a few short hours.

Though the other pilots who were there that night would humbly disagree, their actions were commendable. They immediately acted in a sustained and coordinated effort, tending to the fallen pilot and one another while assisting emergency crews with their rescue efforts. They refrained from reacting to the situation, instead responding in whatever way they could to help. None of the pilots chose to be in that situation that evening; however, they all participated in whatever way they could and did so without hesitation.

Their actions afforded the deceased pilot a heightened chance of survival, and any of us would be lucky to receive their assistance should we ever need it. Thanks to everyone.

So what went right? Several things increased the chance of a favorable outcome during the accident. First, the pilot was wearing a helmet.

Next, pilots on the ground tended to the victim quickly and activated emergency services, providing them with the information needed to come to the scene. Pilots communicated with one another, and those in flight safely vacated the air using whatever descent techniques they had confidence with, without creating additional victims. The pilot who went to the highway to escort emergency crews to the flying site expedited their arrival via ground, and the pilots who cleared a possible helipad reduced additional clutter and chaos at the scene (there were eventually nine emergency vehicles at the site). The pilots that continued to administer aid alongside the air

medics allowed the medics to focus on more advanced life-saving measures.

What can we all do to better prepare for and respond to incidents? First Aid and CPR classes are commonplace, and anyone engaged in outdoor recreation should stay current on their licenses; it’s the bare minimum. Wilderness First Responder certifications require more resources, both time and capital, to attain, but the knowledge and skills obtained can be extremely valuable when help may be hours away. Clear communication with one another and external services can’t be overstated. Remaining calm and avoiding creating additional victims is critical. Pilots need to be able to get out of the air safely. If you don’t have the training and skills to assist at the scene, ask yourself what you can do to be helpful. Ask yourself what you will do to remain calm and how you will respond if something goes wrong. Beyond the above, consider your flying sites. How have emergencies been handled in the past? Does your club share their risk mitigation plan with its

BELOW Pilots gathered in the landing zone after the accident. From left to right: Quinn Rasmussen, Ryan Kern, Andrew Calise, Jason Flannery, Matt Brewer, Ari DeLashmutt. Not pictured: Aaron Spitz & Ryan Pinette.

Photo by Ryan Pinette.

THE IMPORTANCE OF PRE-FLIGHT CHECKS In the weeks following the accident, some in our club debated the advantages of detaching one’s harness from one’s wing after each flight versus leaving one’s harness attached to their wing. Although some concluded that the detaching method increases variability in the upstream process (a good poka-yoke can help mitigate this), it’s probably best to establish and proof whatever system and process work for you, focus on your pre-flight, and visualize and consider what could go wrong and how you will respond accordingly.

󲢫 Although an accident is typically thought of as an acute event, manifestations of these experiences can linger. 󲢻

of why I fly, I stickered a smiley face to the underside of my wing and went flying.

My flight the evening after the accident was confidently intentioned and inspiringly full of gratitude for life. Despite flying’s powerful medicine, my processing of the event was members? Do you agree with the plans? Can not finished. Over the next few weeks, the they be improved? Yes, oftentimes calling moments of trauma from that night, which 911 is the plan. Lastly, recognize that even if had been noted but not felt, surfaced in you might not be present at the scene of the accident, you may still be able to help a friend relentless waves. The images of the evening would shear into the present—interrupting and fellow pilot after the fact. work, stalling remedial tasks, and curtailing shared moments with friends. The sounds of So, what was it like? It was horrific. For me, the scene, the tactile nature of the event, and when the call came across the radio that the jarring visuals all made non-linear appearthere had been an accident, the feeling of pure bliss from the evening of flying was mer- ances at random. Throughout the days and weeks that followed, I would find myself mencilessly consumed by adrenaline. Hearing my heart rate increase, noticing my muscles tense tally back at the scene, vividly hearing the up, and feeling powerless so high up, threatsounds and seeing the pain and sadness in my fellow pilots’ eyes, all while feeling powerless ened to become consuming. I knew I needed against the sensations. My heart rate would to respond, but how? To focus my attention, increase, my breathing would become shallow, my response was to assess the situation, set and my thoughts were derailed. It sucked and, a task, work to complete the task, and repeat. in a large way, was harder than the accident So I concentrated on my first task, rhythmic itself. It is important to recognize there are breathing while landing as quickly as I safely individuals who struggle with this every day could. from traumas they didn’t ask for; trauma Once on the ground, I made an assessment resulting from violence, abuse, and wars. and made my way to the injured pilot to provide what assistance I could to him and to Ultimately, paragliding is a sport of privilege; we choose to espouse ourselves to the risks the pilots already on the scene. While attendand understand the potentially associated ing to the injured pilot, I mentally noted the traumas. This makes it natural to distinguish more gruesome experiences, but I focused on this type of trauma from those who have had my task in order to not feel or dwell on them. no choice in the unprovoked traumatic events Time dilated as we worked together, tirelessthey experience and those who may not have ly, until the emergency responders arrived, the means to cope so readily. That said, choice established themselves, worked with us, and then fully took over. After the accident, the re- or not, privilege or not, trauma sucks, and no one deserves it. maining pilots comforted one another in the Depending on personal response, trauma landing zone, sharing our thoughts, exchanging eye contact and plenty of hugs. Eventually, can act as a catalyst for psychological regresa calm exhaustion sank in as the stars came sion or heightened functioning. This actually up over the mountain and the last of the nine affords those exposed to trauma with an sets of tail lights from emergency vehicles opportunity to grow. Assuming we prefer faded from the valley. heightened functioning and are not interAccidents can create strong internal reested in regression, there are several things we can do to help foster this growth. Honest sponses. Although an accident is typically communication with yourself and others thought of as an acute event, manifestations whom you trust (whose only job is to listen) of these experiences can linger. The next day, is remarkably helpful. Nourishing foods, a surreal mental fog surrendered to overexercise, being in nature, time, and being kind whelming sadness and heavy tears for the to yourself also aids healing. Avoiding the pilots we all lost in 2019 and for the friends thoughts and feelings with numbing agents and families they left behind. As a reminder

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just plain doesn’t help foster growth. Nothing beats friends, family, and fellow pilots reaching out to chat. And, of course, for those who are ready, going flying. While everyone’s path to growth might look different, what seems certain is that an active approach is required.

For some, that might be one small daily task aimed at self-care; for others, it might mean seeking professional help.

Several of the pilots who were at the scene went flying the following evening. For us, this was not some callous statement about our emotional strength or hardened perception of the evening. Far from it; we were all pretty broken up and used this as an opportunity to check on one another and partake in the medicine of flight. One pilot later said that the evening’s flight afforded them with “a mental shift that provided a degree of calm, centering, and positive reflection for the first time after 24 hours of high and escalating internal turmoil.”

The gratitude I feel for my friends and fellow pilots, both those who were in the landing zone and those who reached out over the following days and weeks, extends beyond

words. Additionally, appreciation is due to the responding air medics who made themselves available to us pilots afterward via phone calls, face-to-face chats, and tandem flights.

Without support, the trauma of that evening may have lingered or turned destructive. I hope anyone in our community dealing with the past years’ losses or similar experiences hears that they are not alone; you have others here willing to help, listen, and act as your co-pilot.

Lastly, expressing adequate sympathy and condolences to everyone in our community touched by the losses of 2019 seems largely impossible. I don’t feel equipped to speak on anyone’s behalf as these pilots were friends, family, and kindred spirits. They shared their passions and wisdom with us, laughed with us, befriended us, and fueled our stoke for flight. We will certainly miss them, and it will be hard without them at times. I hope we can hold them in our hearts and minds with appreciation and affection for who they were, share what they taught us, and pass along the passion they shared for free flight that we are all incredibly lucky to experience.

BELOW Air medical services departing Pine Mountain, Oregon. Photo

by Ryan Pinette.

RIGHT Gary Waterman demonstrates the importance of a good layout and launch while speedriding (self-portrait).

Learning Corner: Choosing Insurance

[ by LIZ DENGLER ]

The ins, outs, and pitfalls of protecting against the worst

Visit the USHPA Member Benefits page for insurance partnerships and member deals:

K NOWLE DG E

www.ushpa.org/ USHPA/page/ partner-memberbenefits.aspx

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Given the potential risk associated with free flight, it is important to remember that we are not immune to injury or, worse, death. We should be prepared if tragedy does befall us. It is the thing we all love to hate: insurance. Yes, insurance can seem expensive (depending on your need, coverage will cost $150 to $450 a year), but this cost is nothing compared to the cost of a helicopter rescue, air ambulance ride, several surgeries, and years of physical therapy and rehabilitation. And, without insurance, if you die while on an international trip, you will have left an unintended burden on your loved ones who have to deal with the cost of potential repatriation. Though this topic has been covered quite a bit (check out Gavin McClurg’s updated article on his website, Cloudbase Mayhem, by searching insurance—or follow this link: https://www.cloudbasemayhem.com/ unscrambling-insurance-are-you-covered/), it’s always worth refreshing our knowledge and exploring some of the pitfalls to avoid when purchasing coverage.

1) You need regular health insurance First and foremost, you must have good health insurance to cover any injuries that occur while hang gliding, paragliding, or speed flying/riding.

While more and more insurance providers are covering injuries caused by flying accidents, not all do, and some require purchasing a different

level of coverage or an additional plan (catastrophic coverage). While you might assume you can avoid any insurance tangles by fibbing about how the injury occurred, keep in mind that you might not be conscious when they bring you in and record the incident (also, this is insurance fraud and is illegal). Instead, make sure you have the proper health coverage to assist with these medical bills. You might also consider adding long-term disability and life insurance to your regular plan (or buying seperate policies). This coverage may seem excessive but can prove its worth after an accident, both for you and your loved ones.

2) Get the right (high-risk) coverage This is a big one and applies to all types of coverage. Many insurance companies have varying levels of coverage, not all of which cover highrisk activities. First, ensure your regular health insurance covers your specific high-risk activity.

If it doesn’t, you may need to get additional coverage to help cover your medical bills in the event of an incident. For coverage of additional emergency services (search and rescue, helicopter, medevac, etc.), make sure you are buying the high-risk option and that your sport is specifically listed. There are many levels of insurance—some high-risk activities may be covered under one plan and others under a more extreme plan. These plans are typically listed

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on the websites, but make sure there aren’t any caveats or conditions applied to your specific activity. When in doubt, call the company you’re purchasing insurance through.

3) Know your search and rescue (SAR) and medevac coverage In addition to your regular health insurance, you should be considering coverage for emergency services such as SAR and medevac.

Regular health insurance does not always cover transportation to medical facilities or emergency extraction. Ambulance, helicopter, and air ambulance rides will put a pretty deep hole in your pocket.

Search and rescue: Many states cover the cost of search and rescue missions. However, this is not ubiquitous and may depend on where the incident occurred and if the activity is deemed negligent by the state. If you do get billed, SAR insurance can help cover the costs. SAR coverage typically extends beyond the reach of a 911 call; it works to find, rescue, and transport you to a facility where you can be stabilized—SAR insurance will usually cover the cost of a helicopter evacuation. Double-check that your SAR coverage includes your activity of choice and if there are any distance restrictions (for example, coverage is only good within 100 miles of your home, does it work out-of-state and does it include international coverage). Another good question—is your SAR coverage dependent on you (or someone on your behalf) pressing the SOS button on your tracking device, and, if so, are there any exceptions? For instance, if you are unconscious and unable to press the button, are you still covered? Many companies that require an SOS activation will waive this exception but will require you to submit a claim and proof of your incapacity to initiate the device.

There are other companies that do not require an SOS activation. One last thing to be aware of: You might see cheap SAR Cards for sale that may suggest they provide SAR coverage. In actuality, they are a donation to the SAR fund.

While this is a worthy contribution, it can be a bit misleading if you don’t read the website carefully.

Medevac or medical extraction: Once you’ve been retrieved and sent to a hospital for care, if you need additional transportation, medevac insurance can pick up the bill. This type of policy offers coverage for medical transport to

󲢫 Accidents can happen anytime and anywhere, so it’s important to be covered at home AND abroad. 󲢻 your home hospital of choice and could include an ambulance ride, an aircraft, or, depending on your medical situation, a private air ambulance.

Keep in mind, most medevac policies will only cover transport that is greater than 100 miles from your home. Again, it is important to make sure you are getting the appropriate coverage.

You must make sure your medevac policy covers all your specific activities. Medevac will also commonly cover repatriation of remains, which will greatly assist your family and loved ones in the event of your passing.

Some policies lump SAR and medevac together, whereas others have you buy them separately. The main thing to remember is to do your research! There are several companies that sell this coverage as part of their travel insurance packages, but remember, travel insurance commonly won’t cover you in your home country.

Accidents can happen anytime and anywhere, so it’s important to be covered at home AND abroad.

󲢫 It doesn’t matter if you have insurance all year long if you get injured during the one day where you have a gap in coverage. 󲢻 4) Competitions are not always covered Even if you have great health, SAR, and medevac insurance, you still might be missing something.

Many (you might even say most) secondary insurance companies do not include or provide coverage for competitions. So, if you plan to compete in a given year, make sure your insurance will cover you for any incidents that may occur during or as part of the event.

5) Travel insurance is still useful Not all health insurance plans will cover your medical expenses abroad. Having travel insurance can help cover you should you get hurt and need medical attention while traveling internationally. It can also help cover any costs incurred by a trip interruption, cancellation, or baggage loss. Purchasing extra coverage during a short trip can be a good use of $50 to $100.

Travel insurance is a great addition to other coverage but should not be your only coverage.

6) Consider accident insurance Also termed supplemental accidental injury insurance, this coverage can help cover hidden costs that other coverages do not. It generally pays a lump sum after an injury, which can be a benefit if you end up out of work for a short period of time. It can also cover costs such as deductibles, copays, and physical therapy. Just be sure there are no sport restrictions that would impede a payout.

7) Make sure others know your policies In the event of an accident, you may not be in a condition to relay your insurance information.

It is important someone (preferably your listed emergency contacts) has all of your insurance policy information so they can act on your behalf should you be incapacitated after an accident. Not only will this give your emergency contacts peace of mind, but it will also give them the knowledge of what emergency services are available to you if you need an air ambulance after an incident. If you are incapacitated for an extended period of time, they need to know your details. Make sure you leave a detailed list of your insurance providers, policy numbers, emergency numbers, and coverage 54 US H PA P I LOT

details with your emergency contacts. It’s also not a bad idea to keep this list in your wallet or saved to your phone’s medical ID. 8) Don’t auto-renew your policy That’s right, it’s worth the hassle to pull out your credit card each year—for a couple of reasons. First, insurance companies will sometimes change their policies and (gasp!) not tell you. If they update their policy to remove hang gliding or paragliding as a covered activity, then you’re left paying for a plan that is useless for free flight. Not only that, but other companies might also have updated their policies to offer better deals or coverage. It is worth shopping around each year. Second, you may be able to find some deals and discounts each time you buy insurance. For instance, GEOS sometimes offers a discount in the spring, but you have to enter a promo code at checkout to receive it. An auto-renewal doesn’t allow for this, and you may end up paying more than you otherwise would have. It’s also a good opportunity to make sure your premium has not significantly increased.

Give yourself the best chance to find the best coverage; just don’t forget to get covered! Set a reminder on your calendar each year to renew coverage. It doesn’t matter if you have insurance all year long if you get injured during the one day where you have a gap in coverage.

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he insurance you end up buying should depend entirely on your goals and travel plans. If you only fly within 100 miles of your home, perhaps all you need is SAR coverage. If your main flying site is beyond a 100 miles radius of your home city and you will potentially need air ambulance transport, you should consider medevac insurance as well.

If you’re looking to compare a few companies, check out Global Rescue, IMG, Ripcord, GEOS, DogTag and even the American Alpine Club.

These companies provide a variety of options including high-risk coverage, some of which have SAR, medevac, and travel insurance wrapped into one neat package. Do your research and pay for the plan that will give you the best benefit for your goals. Protect yourself, your loved ones, and your wallet. A few hundred dollars a year for coverage may feel like a lot when that annual lump sum rolls around, but it’s pennies in the jar compared to the potentially overwhelming cost of an accident and long recovery.

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Spins in Hang Gliding & Paragliding Our forms of aviation make us extremely happy, except when they make us extremely terrified. In hang gliding, a tumble is perhaps the worst thing that can happen in the air. In paragliding, a total collapse and wrap-up of the canopy is perhaps the worst thing. For both of these disciplines, spins fall somewhere between the two extremes. We’ll look at the incidence of spins separately for the two sports because the consequences are entirely different.

SK ILLS

THE ANATOMY OF A SPIN CYCLE

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Nearly all aircraft can spin, excluding balloons and rockets. If it has wings, it has at least a chance to spin. A paper airplane can be configured to spin, and some birds will use a spin maneuver to drop into a steep dive. Generally speaking, a spin occurs when one wing (only one) is stalled, so that wing loses lift while greatly increasing drag. As a result, the entire aircraft wants to rotate around the stalled wing with a circular path or radius well inside that of a normal turn as shown in Figure 1.

The speed of the rotation greatly depends on the type of aircraft and the pilot reaction, as do other factors, such as pitch control position in the spin, G-forces, difficulty of recovery, initial resistance to spinning, and rate of descent.

Spins in an airplane can be deadly, so much so that decades ago the FAA stopped required spin training for a pilot’s license because too many students with instructors were augering in. Fortunately for free flight pilots, spins are a bit less severe, but they still have deadly potential.

There are two main problems with spins.

First, spins can lead to a lot of altitude loss in a short amount of time. A spin can occur with the nose pointed down or with it fairly flat. The latter is called a flat spin and is not as dangerous as a steeper spin. A downward pointed spin can lose altitude as rapidly as a spiral (a turning dive). In my experience, typically a hang glider spins fairly steeply, while a paraglider can spin flatter as we’ll see below.

The second problem is that disorientation can occur rapidly after the onset of a spin, and the pilot can no longer recover. This is a common result of spins in airplanes and usually leads to severe consequences. More on this later.

[ contributed by DENNIS PAGEN ]

HANG GLIDING SPINS

Here’s a blanket statement: You can’t easily spin most modern hang gliders. In fact, beginner and intermediate gliders may be un-spinnable without the pilot taking some extraordinary measures (like changing the glider’s sail tightness, twist, batten profile, etc.).

Even a rogue robust thermal or vertical gust stalling one wing will not cause a spin. Rather that wing will be lifted, and the glider will slip to the opposite side and generally recover on its own, all while you manage your adrenaline overload.

Advanced hang gliders (and rigid wings) can be made to spin with much effort and the right technique, but they readily recover in most cases. To emphasize assurances, in flying the latest high-performance gliders since the late 70s, I have never inadvertently entered a spin. I have performed spins intentionally, but it takes effort.

There are two dangers related to hang glider spins. The first is really only related to rigid wings. A rigid wing performs better than flexies because the twist can be controlled all the way out on the wing, even with higher aspect ratios. But the penalty is a greater susceptibility to stalling one wingtip and thus spinning.

And because a rigid wing tends to have less sweep than a flex wing and has no tail or fuselage to slow the rotation, the wing can rotate fast in a spin. Because there is a large difference in the airspeed of the inner stalled wing and the outer wing, much greater lift develops on the (unstalled) outer wing. It rises rapidly and can roll the glider on its back. I witnessed this happen years ago and heard of it happening on modern rigid wings. This mishap may occur so suddenly that the pilot has no chance to react. The main way to avoid such a mishap is to not attempt a spin, to not push out too far in a thermal, and to keep your glider set to the factory specs. I was with Felix Ruhle (designer of the Atos), and we were checking gliders for compliance in the World Meet in Annecy, France. He said the main thing to be concerned with is not turning the tips down too far and reducing washout. Some competition pilots did this adjustment in expectation of better performance, but several spun and went upside down. The manufacturer of your

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glider can provide tuning guidance.

As mentioned above, the second danger in spins is disorientation. Without going into too much detail (the subject is covered much more in my book "Performance Flying"), after we have been turning for a short spell, our orientation system can get “wigged out” and totally confuse us. When we are confused, we may not be able to think or control properly.

Original “standard” gliders would spin, and I once watched two incidences where the pilots spun in from over 100 feet. They were both “wigged out” of control and disoriented and hit the ground in the spin. The descents were fairly slow, and they walked (limped) away.

Both reported that they didn’t know which way was up once the spin began.

We all have different degrees of susceptibility to spatial confusion, but the average pilot is quite susceptible to it. However, with practice, we build up a tolerance. That’s why we start students out making turns of small heading changes, gradually building up to 360s and then spiral dives. In my experience, practicing high-G spirals helps build up a tolerance to spins and vice versa (spins are not typically high-G maneuvers on a hang glider, but they may involve faster rotation than in a spiral).

If I haven’t done either for a while, I notice that my tolerance is reduced. It is a matter of staying current. But I don’t want to stay current on spins because they tend to load up the sail outboard and stretch it more than

normal flying.

Spin recovery on a flex hang glider is simply a matter of lowering the nose and thus the angle of attack. This act may be counterintuitive because the nose may already be pointed downward. But we have to overcome our inclination to push out and let the glider reestablish proper airflow. This procedure is the same as the recovery when an outside wing is lifted or an inside wing stalls in a thermal turn: pull in, let the airflow reattach, then roll back to the desired bank angle and resume the circle or straight flight with the appropriate airspeed.

In order to produce an intentional spin, a pilot must hold a strong roll control as well as hold the bar forward, so that merely relaxing will stop the spin and the glider will do the rest to recover. If the glider ends up in a steep dive, as is typical for spin recovery, you’ll have to pull in as it climbs to prevent another stall.

So in summary, spins are not a major concern in a current flex-wing hang glider. A rigid wing may have a more serious spin reaction, and I would not attempt one intentionally.

In all cases, spin recovery involves lowering the glider’s angle of attack and reestablishing normal flying mode.

PARAGLIDING SPINS

I have witnessed four inadvertent spins on paragliders—three were at world meets, and the pilots were advanced. One threw his

reserve, two went to the hospital, and the fourth fared worse. However, these incidents were over 20 years ago, so today’s gliders may be a bit less susceptible to spins. Even still, a paraglider will spin more readily than a hang glider, so we need to pay them special attention.

In addition to the previously mentioned spins, I have seen hundreds of intentional spins when I was an official at several World Aerobatic Championships where pilots performed “helicopters.” This maneuver is essentially a flat spin. The pilot slows and intentionally stalls one wing with a sharp

󲢫 A paraglider will spin more readily than a hang glider, so we need to pay them special attention. 󲢻 brake pull. Performing this maneuver takes lots of practice, patience, and willingness to toss a parachute. These semi-professional pilots build up to spin tolerance with many different high-G rotational maneuvers. Such practice is not for the faint of heart.

For the average pilot, inadvertent spins are usually a bit steeper than is the case with a “helicopter.” Such a steep spin results in the pilot’s body rotating in a wide circle, pulling high G’s. The G forces can (and do) add to disorientation already present in a spin. In my observation, a spin in a paraglider isn’t too much different than a spiral (a spiral is a steep circling dive with no part of the wing stalled) in regard to the steepness, the altitude lost, the rate of rotation, and the disorientation effects. Remember, because you (the pilot) are far from the wing, your body will be making a fairly wide circle, resulting in high G forces.

In a paraglider, a spin occurs when one wing stalls, as with every aircraft. Because a pilot can easily pull one brake down to a great degree, it is not hard to stall one wing.

That is why we learn to make turn controls smoothly, gradually, and in conjunction with weight shift. All these actions help prevent an inadvertent one-wing stall. In all four unintentional spins I witnessed, the pilots were thermaling. They were flying slowly with flat turns, and either a gust increased the angle of attack on the inside wing or they added a bit too much inside brake to change their circling 58 US H PA P I LOT

path.

The last sentence brings up the first point of defense against spins: make your turns with a bit steeper bank, and you have a little more margin of error with respect to spins. The reason for this factor is that the steeper the bank, the less the differential in the airspeed of the inner and outer wing. Of course, the typical pilot likes to turn flat and slow, intending to eke out every scrap of lift, but most pilots find that by turning a bit tighter they can stay in smaller pieces of lift and do just as well. This point is most important when thermaling close to terrain with less recovery clearance.

The second point of spin defense is to constantly be aware of the wing’s position when flying slowly. If you feel a sudden reduction in brake force and/or a rotation of the wing in the direction of the turn, expect an incipient spin and immediately reduce the inside brake while maintaining weight shift. The final thing to prepare for in spin defense is to be ready to toss silk (fling your reserve parachute). The one spin victim I witnessed who walked away did just that. They had been spinning a few rotations about 200 feet above the hill when they threw their reserve and came down gently. I expect they would have been seriously injured had they not deployed. The pilot told me that they were starting to get confused (disoriented) when they tossed. They were trained to do this and were prepared. In this regard, SIV courses can do a world of good preparing a pilot for the unexpected, even if spins are not addressed directly.

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aking a glider for a spin is not something we normally want to do. Since such an unexpected mishap only occurs if we are making a control which leaves one wing at a high angle of attack and thus slowing much more than the opposite wing, we can generally avoid spins simply by being aware and somewhat careful with our controls. Though spins occur less frequently on modern gliders, we should be aware that they do happen but can be prevented with a bit of understanding and preparedness. Spins shouldn’t give you night terrors any more than certain politicians, but just recognize they are real and willing to threaten the careless.

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Reading Soundings

[ contributed by HONZA REJMANEK ]

An introduction to the dark art of soundings profile. It is sufficient to acknowledge that if the temperature (thick red line) and dew point temperature (thick green line) are far apart, it means the air is dry and has low relative “You should have been here yesterday! The humidity at a particular level. If the thick flying was epic! Today looks quite stable.� red and green lines are close to each other, it This is not what a pilot wants to hear upon arriving at a site after a long drive on their one means that air at that level is close to saturaday off. tion. If they touch or come very close, then If your flying days are limited, then it is the balloon passed through a cloud. Wind at of the utmost importance to make use of different levels is plotted using the standard all available meteorological information to wind barb format on the far right of the maximize your chances of a soaring flight. But sounding. what does a fingerprint of a good day look On the left y-axis of the Skew-T plot, we see like? Fortunately, a good number of flying sites, the pressure levels decreasing with height. especially in Europe and the Sea level pressure averages United States, exist reasonably 1,013mb. To say that the x-axis near an upper air sounding appears confusing would be station. It is, therefore, worthan understatement. Lines of four different colors originate while to learn how to underfrom the x-axis at various stand balloon soundings. angles. We will focus on two of Twice a day, at noon and these. The thin blue lines that midnight UTC, a balloon is INSET Getting ready to angle at 45 degrees to the right launched carrying a small release a weather balloon. are called isotherms; these repinstrument suspended on approximately 50 m of string beresent temperature. They are incremented by 10oC, and their low it. This instrument, called values are found on the right a radiosonde, has temperature y-axis. The thin dashed red and humidity sensors as well lines that angle at 45 degrees as a GPS and radio. The balloon to the left are called the dry carries the radiosonde up to adiabats. These represent the over 20 km of altitude before rate at which rising air cools. eventually bursting. The balThis is close to 10oC of cooling loon drifts with the wind as it per 1,000 m of elevation gain. ascends; therefore, GPS ground In order to make each sounding easier to speed is the wind speed at any particular level.

The sounding data is plotted on a Skew-T log-P read, color-coded bars have been superimdiagram or Skew-T for short. We will examine posed on the sounding in order to illustrate two example soundings for information relethe stability of various layers. Hot colors (reds, oranges, and yellows) signify less stable vant to thermal soaring. layers whereas cooler colors (purples, blues, Many people find the Skew-T plot rather and greens) represent more stable and even overwhelming. It is important to approach inverted layers. In each layer, the temperature the wealth of information contained on such profile, also known as the environmental lapse a plot in manageable chunks. In this article, rate, is evaluated. This is done by comparing we will only focus on the temperature profile the thick plotted red line against the slope of up to 400mb or approximately 7,000 m. This dry adiabats, the thin dashed red lines. If the is the meandering thick red line on the plot.

We will, for the moment, not focus on the dew temperature with height decreases faster than the dry adiabatic lapse rate of 10oC per 1,000 point temperature profile, the meandering m or 1oC per 100 m, then the layer is absolutely thick green line to the left of the temperature

WE AT HER

This article was originally published in Cross Country Magazine.

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unstable. This is the case of the surface layer, usually less than 100 m deep, on a sunny day; this is where thermals are born.

We see this layer on the afternoon sounding from Medford, Oregon. The air temperature at the surface is approximately 23oC and quickly decreases to 20oC with a small height gain. Air temperature then decreases with height at a rate very close to the dry adiabatic lapse rate up to approximately the 740mb level, above which we see a capping inversion. Above we see varying layers of stability which average out to an environmental lapse rate that is close to isothermal. We see the temperature hover slightly below freezing with only a very modest decrease of temperature with height.

It is not until around the 550mb height that temperature begins to decrease significantly with height. Surface temperatures would have had to reach over 40oC in order for thermals to have any chance of reaching this level. On this day it is safe to say thermals were quickly brought to a halt near the 740mb level, or approximately 2,500 m above sea level.

On the Denver, Colorado morning sounding, we see a good reason to drop everything and get to the flying site early. The surface temperature is 17oC but quickly increases to 27oC with a small gain in height. This surface inversion will quickly mix out under the morning sun. After burning off the surface inversion, the first-morning thermals will soon

reach 740mb. They will then progressively continue to grow taller as the surface heating increases with the strong June sun. As the surface temperature reaches 35oC, thermals will begin to reach the 640mb level. At this point, thermals will have reached a layer that has an environmental lapse rate that is very close to the dry adiabatic lapse rate. This layer reaches up to 500mb. As surface temperatures continue to climb, thermals could take a pilot to close to 6,000 m (of course, always stay below 5,486 m in the United States to abide by airspace regulations)! The thermals will eventually be brought to a halt by the capping inversion. Above this stable layer, the environmental lapse rate is once again dry adiabatic up to 450mb. If over higher terrain thermals are able to erode this capping inversion, then a pilot could be looking at thermaling up to well above 6,000 m (or 18,000 feet legally)! Yesterday was a good day, but today is shaping up to be just as nice!

Current and historical sounding data from all over the globe can be obtained online at http://weather.uwyo.edu/upperair/sounding. html. The colors of the Skew-T plots differ from those used in this article, but the dry adiabats still angle left and isotherms still angle right. Both temperature and dew point temperature are plotted in black, but the temperature trace remains to the right of the dew point temperature trace.

LEFT Ruck soundings for Denver, Colorado (June 19, 2012) and Medford, Oregon (June 20, 2012).

Due to recent events surrounding COVID-19, many events and competitions have been canceled in April, May, and June and have been pulled from the calendar. Please contact event organizers regarding the status of events that remain on the calendar as these are subject to postponement or cancellation depending on how the pandemic progresses.

2020 CALENDAR Submit listings online at https://

www.ushpa.org/page/calendar.

A minimum 3-MONTH LEAD TIME is required on all submissions. Tentative events will not be published.

MAY 2-3, JUN 1-2, AUG 1-2, OCT 10-11 > MOUNTAIN FLYING/SITE PIONEERING CLINIC Utah flying sites. Learn how to pioneer a site, fly the Mt. sites in Utah, improve your safety in the mountain, quickly and appropriately plan the best approach to any landing zone, weather tendencies, patterns and considerations.

Learn how to visualize air flow in the Mountains. | Twocanfly Paragliding, Ken Hudonjorgensen 801-971-3414, twocanfly@gmail.com, twocanfly.com MAY 14-17 > 48TH ANNUAL HANG GLIDING SPECTACULAR Jockey’s Ridge State Park, North Carolina. Kitty Hawk Kites is proud to host the 48th Annual Hang Gliding Spectacular and Air Show!

Join professional hang gliders, fans, and families at Jockey’s Ridge State Park for this Outer Banks tradition. This event is the longest running hang gliding competition in the world! | https:// www.kittyhawk.com/event/hang-gliding-spectacular/ MAY 15-17 > EAGLE PARAGLIDING MARSHALL CLINIC San Bernardino, California. Marshall is one of California’s most consistent sites. We get newer pilots off early and late in the day at our clinics and fly through mid day with experienced pilots on XC missions. We enjoy team flying down range. Our clinic goals at Marshall are to allow you to become familiar with the area, and understand where the thermal triggers are located. We also hope to show you possible lines to follow when making moves down range on XC missions. More Info: https://paragliding.com/shop/services/ clinics/thermal-xc-clinic/

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JUN 6-8, SEP 19-21 > THERMALING/ WINGLISTICS CLINIC Utah flying sites, 474 E. Tonya Dr. Sandy, Utah. Learn thermaling efficiency, reading and deciphering terrain features for thermal triggers and reservoirs, understanding cumulous cloud formations and what they tell us about the type of thermals that are feeding the clouds, recognizing cloud formations that are useful and safe for us and those that are not, working cloudbase, weather related specifics that determine favorable thermaling conditions, launching and landing it thermic conditions, learn your wings language and what it is telling you. | Ken Hudonjorgensen, 801-9713414, twocanfly@gmail.com , twocanfly. com JUN 7-12 > EAGLE PARAGLIDING WOODRAT MOUNTAIN / APPLEGATE VALLEY CLINIC Ruch, Oregon. Woodrat Mountain in southern Oregon is where the Applegate Open competition is held.

This clinic focuses on allowing pilots to become familiar with the area, and routes flown during the competition held each June. This clinic is great as it prepares pilots for the competition. The staff leading these clinics have been on the podium at the race to goal competitions held from this site, and know the area very well. Cost is $1495 for 6 days.

More Info: https://paragliding.com/ shop/services/clinics/thermal-xc-clinic/ JUN 13-20 > 2020 APPLEGATE OPEN Woodrat Mtn, Ruch, Oregon.

USHPA Sanctioned PG Race To Goal XC Nationals Competition | Open Race, Sprint Race, and SuperClinic Race entry fees $475 SuperClinic fees $675. $20 Local membership required. Registration opens Feb 3, 2020. | Organizer: Terri Stewart, AO-organizer@rvhpa.org | Website: wingsoverapplegate.org

JUN 26 - JUL 5 > BUFFALO MOUNTAIN FLYERS ANNUAL 4th of JULY FLY-IN Talihina Oklahoma. We have 5 easy launches covering multiple wind directions and all located within minutes of Talihina. Launch from 1200ft 5+mile long ridges soar for hours, mass gaggle multi-wingal 50mi+ XC’s, altitudes >6k AGL, easy retrieves, come back for epic evening glass off flights. Motels, RV parks, camp at launch, share the stars with all your flying friends! This is THE place to enjoy air sports to the fullest!

Register, reserve your limited edition t-shirt and more info at www.flythebuff. com | www.flythebuff.org JUL 10-12 > INKLER’S POINT FLY-IN Inkler’s point, Chewelah, Washington.

This will be the 4th Inkler’s Point Fly-In! The first 3 have been great - especially last year’s with spiffy conditions each day! Dry camping adjacent to the BIG LZ included + dinner on Saturday and breakfast on Sunday (Total $50). Event T-shirts will be available on site for an additional fee. USHPA Membership is required as Inkler’s Point is an insured flying site. We’ll have 2 launches on Inkler’s to use as well as 4 other nearby flying sites with 5 launches (verticals from 500’ to 2600’)! | gonehanggliding@gmail.com, goneparagliding@ gmail.com, www.centeroflift.org, Inkler’s Point Fly-In on Facebook JUL 11-18 > 2020 OZONE CHELAN OPEN Chelan Butte, Chelan, Washington. USHPA Sanctioned PG Race To Goal XC Nationals Competition | The Ozone Chelan Open is a new fun competition format (for the USA) where new to competition pilots get to race along with and learn from the best pilots in the USA/world with everyone flying EN-C or B wings. | Organizer: Matt Senior, mattysenior@yahoo.com | Website: https://airtribune.com/events/next

Fly beyond! with the Oudie

JUL 25 - AUG 1 > TATER HILL OPEN Boone NC. The THO is a race to goal format, and uses a handicap system for scoring. We have a sport and an open class. For $225.00 you get rides up the hill to launch, retrieve, a nice t-shirt, a great dinner, and hopefully prize money.

This will be the 16th event. In past years we have flown most of the time. There will be a couple practice days prior to the event. Check out the website or contact Bubba Goodman at 828-7739433 | Flytaterhill.com SEP 4-7 > ROCKY MOUNTAIN SWIFTS FLY-IN 2020 Villa Grove, Colorado. This is an event in celebration of all the women in free flight, men are welcome!

Come join us in scenic Villa Grove, Colorado for high mountain flying and other shenanigans! There is a public event on facebook where all details can be found.

Any questions, email me! | Search “Rocky Mountain Swifts Fly In 2020” on Facebook!

SEP 4-7 > 30th ANNUAL PINE MOUNTAIN FLY-IN Pine Mountain, Bend, Oregon. The 30th annual Pine Mountain Fly-in will be held September 4-7, 2020 near Bend, Oregon. Pilots from near and far gather to enjoy morning, midday, and glass-off flights, and the evening gatherings that ensue. http:www.desertairriders.org SEP 11-13 > EAGLE PARAGLIDING PINE MOUNTAIN CLINIC Ojai, California.

Eagle organizes clinics at Pine Mountain behind Ojai. Two local legends Tom Truax a.k.a. “Sundowner“, and “Diablo”, Tony Deleo each set the California state distance record from this site back in the 90’s. September is our favorite month to do clinics out there, and we held a clinic there years ago where a pilot flew 50 miles on his first Cross Country flight. We followed the Team Flying strategy we share at our clinics an don our tours with a group of pilots on this flight. Cost is $795. More Info: https://paragliding.com/shop/services/ clinics/thermal-xc-clinic/

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

SEP 28 - OCT 3 > RED ROCKS FALL FLY-IN Richfield, Utah. Paragliders and Hang gliders from all over the world.

We are expecting over 250 pilots this year. $80.00 for the whole week. Plus $10.00 per ride up the mountain. Flying Cove Mountain, Monroe Peak, Mt Edna, Parker Ridge. Emphasis at the Red Rocks is on low pressure fun, safe, and enjoyable flying. More Info: www. cuasa.com | Stacy Whitmore, 435-9790225, stacy@cuasa.com | Jef Anderson, 435-896-7999, jef@cuasa.com | Jon Leusden, 719-322-4234, jonathon@ cuasa.com OCT 10-12 > EAGLE PARAGLIDING OWENS VALLEY CLINIC Bishop, California. The Sierra’s and White mountains provide excellent thermal and XC opportunities. A variety of launch locations, means we will make a move to the launch which matches our forecast for the day. We can work as a group and team fly here as well, and put out some big distance numbers.

The State distance record is held from this area by Dave Turner. The area is world famous and worth a trip in the fall or spring for some classic flying, and big distance opportunities. Cost is $795 for 3 days. More Info: https:// paragliding.com/shop/services/clinics/ thermal-xc-clinic/ GEORGIA > LMFP > provides unmatched service & attention to students & visitors. We have over 40 years of experience making dreams of flight come true on Lookout Mtn & can't wait to share our passion with you. Visit www.flylookout.com

-

CLASSIFIED RATES Rates

start at $10.00 for 200 characters.

Minimum ad charge is $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 SCHOOLS & INSTRUCTORS

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 NEW YORK > SUSQUEHANNA FLIGHT PARK > 40 acre park. Awesome training hills with rides up. 600 mountain take off. Best facility in NY to teach foot launch. New and used WW gliders in stock. www.cooperstownhanggliding. com

NORTH CAROLINA > KITTY HAWK KITES > The largest hang gliding school in the world, teaching since 1974. Learn to hang glide and paraglide on the East Coast’s largest sand dune. Year-round instruction, foot launch and tandem aerotow. 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.

(252) 441-2426, 1-877-FLY-THIS, kittyhawk.com/hang-gliding TENNESSEE > LMFP > provides unmatched service & attention to students & visitors. We have over 40 years of experience making dreams of flight come true on Lookout Mtn & can't wait to share our passion with you. Visit www. flylookout.com TEXAS > FLYTEXAS TEAM > training pilots in Central Texas for 25 years. Hang Gliding, Paragliding, Trikes. Hangar facilities Lake LBJ, Luling, Smithville www. flytexas.com 512-467-2529 VIRGINIA > BLUE SKY > located near Richmond , year round instruction, all forms of towing, repairs, sewing , tuning... Wills Wing, Moyes, Icaro, Aeros PG, Mosquito, Flylight, Woody Valley. www.blueskyhg.com 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

PARACRANE Paragliding Tours 2020 > Fly Costa Rica, Brazil and Europe with veteran tour guide Nick Crane.

Small groups, flexible schedule | Costa Rica-Jan 21-31 & Feb 4-14 | Brazil-Feb 19-29 | Germany, Austria, Slovenia, Italy June 1-10 and Sept 8-18 | France, Italy, Switzerland Sept19-29 | visit: www.costaricaparagliding.com, contact: nick@paracrane.com 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 PARTS & ACCESSORIES 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.

SERVICES LMFP has a full glider shop and sew shop for all pilot needs. From annual inspections to bigger fixes, we have you covered. Visit www.flylookout.com or call 706-383-1292 WINGS & HARNESSES LMFP has the largest fleet of new & used wings and is one of the largest Wills Wing dealers in the US. With GT Harnesses just next door, we deliver top quality custom orders on your trainer, pod, or cocoon. www.flylookout.com

Parting is such . sweet sorrow

We know that it can be hard to toss your old issues of USHPA Pilot in the recycle bin. Instead, give them a second life and help grow interest in our sports!

Consider donating old magazines to your local community.

Toss them on the table at work, or donate to doctor’s offices, auto repair shops, libraries, or other local businesses.

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PHOTO BY JEFF SHAPIRO

USH PA PILOT 65

Ratings Issued December / January / February 2020 RTG RGN NAME

H1 H1 H1 H1 H1 H1 H1 H1 H2 H2 H2 H2 H2 H2 H2 H3 H3 H3 H3 H3 H3 H4 H4 H4 H4 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1

2 2 3 4 4 5 5 5 2 2 3 3 4 4 4 2 2 2 3 3 5 2 3 5 5 1 1 1 1 2 2 2 3 3 3 3 3 3 3 3

Hans Kloepfer David Olkkola Igor Buts Clay Pavlick Kelsey Taylor-Hempstead Brant Bottum Danelle LaPann William LaPann Hans Kloepfer Stacy Whitmore Chris Colangelo Tim Tester Andrew Ian Mckinney William Modzelewski Steven Mylrea Bayley Adams Darin Bue Marty LaPrelle Sheldon Butler Jason Glade Richard Hiegel Danny Freeman Danny Bickel Hunter Hollingshead Ronald H. Rohde Samuel Park Cory Rain Peasley Derrick Peppers Steve Schufreider John Stephen Frost Emilee Spencer Kaweh Zolfaghar Russell Benson Noah Franklin Lacey Hughes Anthony Le Dan Rowe Michael Schell Adam Sorensen Tom Verburgt

STATE RATING OFFICIAL

CA CA CO FL VA NY NY NY CA UT CO CA TN GA FL CA CA CA CA CA MD CA CA NJ OH MT WA OR WA CA CA CA NM CO CA CA NM AZ CA CA

Michael Briganti Anthony Tagliaferro Josh Patrick Laufer Richard Westmoreland Travis Sixberry Drake Renner Wolf Gaidis Wolf Gaidis Michael Briganti William C. Dydo Mark A. Windsheimer William C. Dydo Gordon Cayce Scott Schneider Richard Westmoreland Takeo Eda William C. Dydo Robert B. Booth Andrew T. Beem Dan DeWeese Steve A. Wendt Zac Majors Andrew T. Beem John Heiney John W. Alden Misha Banks Vito Michelangelo Randolph Ruffin Vito Michelangelo Jeffrey J. Greenbaum Jeffrey J. Greenbaum Eric Rasmussen Charles (Chuck) Woods Etienne Pienaar Vito Michelangelo Vito Michelangelo Charles (Chuck) Woods Chandler Papas Jordan Neidinger Vito Michelangelo

RTG RGN NAME

P1 P1 P1 P1 P1 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2

4 4 5 5 5 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 2 2 2 2 2 2 2 2 2 2 2 2 2 2

Ahmad Hamad David G. Jones David L. Embertson Josh Embertson Michael White Cole Abarr Karen Bender Jacob Bick Zach Connelly Cy Conrad William De Schweinitz Hunter DeMint Greg Engemann Jesse Goldstein Nelson Loveridge Alden Mead Astrid Mentzik Samuel Park Jere Peters Aurora Schein Bjorn Skovlin Benjamin Smith Peter Staples Patrick Switzer Alexander VanHorn Daniel Varsano Jaclyn Wing Ted Ahrens Joshua Archer Rohit Bhat Andrzey Citkowicz Dwayne Dawson Angela Day Brandon Day Amy Donovan John B. Dority Julian Echecopar Finnian Flood Jorge Iriso Sergey Kuharevic Nathaniel Nesiba

STATE RATING OFFICIAL

VA KS MI MI MD AK ID HI MT AK AK OR WA HI HI OR WA MT AK AK ID AK WA HI MT AK MT CA CA CA CA CA UT UT CA CA CA UT CA NV CA

Vito Michelangelo Chris W. Santacroce Grayson Brown Grayson Brown Steve A. Wendt Evan Mathers Christopher Grantham David (Dexter) Binder David W. Prentice Chris W. Santacroce Jerome Daoust Kelly A. Kellar Lawrence Wallman David (Dexter) Binder Rob Sporrer Rob Sporrer Derek Baylor Misha Banks Chris W. Santacroce Christopher Grantham Peter Hammett Rob Sporrer Marc Chirico Rob Sporrer Rob Sporrer Chris W. Santacroce Ryan Schwab Jason Shapiro Jason Shapiro Jesse L. Meyer Jesse L. Meyer Cynthia Currie Stacy Whitmore Stacy Whitmore Jeffrey J. Greenbaum Jeffrey J. Greenbaum Jesse L. Meyer Chris W. Santacroce Joel McMinn Nathan Alex Taylor Jeffrey J. Greenbaum

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

Ratings Issued (continued) December / January / February 2020 RTG RGN NAME

ERRATA

In September of 2019, Olivia Puckrin was issued a P2 in region 3 (Colorado) by Johannes Rath. Congratulations, Olivia!

AIRS Accident/Incident Reporting System is standing by at airs.ushpa.org If you've been injured or experienced a close call, file a report today.

All AIRS reports are completely confidential.

66 US H PA P I LOT

P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3

2 2 2 2 2 2 2 2 2 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 4 4 4 4 4 5 5 5 5 5 5 5 5 5 5 5 5 1 1 1 1 1 1 1 1 1 1 1 1 1 2 2

Joshua C. Pastreich Oleg Pryadko Mohamed Rassoul Daniel Redding Christian Sainsbury Michael J. Smith William K. Steiner II Frederick Thayer Bianca Yang Christopher Carnahan Ted Decker Dennis Dunn Ryan Friedman Geoffrey Glenn William Graf Margaret A. Green Christopher Gulden Douglas P. Hale Debbie Hammond Wes Hammond Eric Hoffman David Hunt Nicholas Karnezis Davis Karp Shaun Kirks Ana Krulec Matthew Murphy Jessar Nygard Axel Radermacher Christian E. Riley Nathan Sciacqua Craig Squillante Nick Stabek Paul Judson Vohland Austin Cook John Hunnicutt Jason Stone Ethan Weir Ramiro Wolford Karim Hamdi Nils Hempel Volodymyr Hunko Henry Knight Venkata Girish Kotti Russel Kramer Andrew Labedz Kenneth Luebke Logan Munro James Murphy Andrew Switzer Esther Yao Yvette Aguayo Greg Bierma Cody Alan Christopher Robert Garrett Patrick Greene Kevin Hutler Maxim Kazitov Kaviyaan Khalil Marcel Monaghan Sam Schultz Vincente Sly Elena Ursachii Sam Volk Arthur Boessenkool Kurtis Carter

STATE RATING OFFICIAL

CA Wallace K. Anderson CA Joel McMinn CA Robert Black CA Robert Black UT Nathan Alex Taylor UT Nathan Alex Taylor CA Robert Black CA Joseph B. Seitz CA Jeffrey J. Greenbaum CA Stephen Nowak AZ Rob Sporrer AZ T Lee Kortsch CO Johannes Rath CA Rob Sporrer CA Vito Michelangelo CO Jonathan Jefferies CA Rob Sporrer AZ Chandler Papas AZ Chandler Papas AZ Chandler Papas CO Jonathan Jefferies CA Vito Michelangelo CA Rob Sporrer CA Vito Michelangelo CA Joseph B. Seitz CA Vito Michelangelo CA Rob Sporrer CA Stephen Nowak CA Stephen Nowak CA Stephen Nowak CA Rob Sporrer AZ Rob Sporrer AZ Chandler Papas CA Rob Sporrer GA Steven (Taylor) Couch TX Rob Sporrer TX Christopher Grantham TN Grayson Brown TN Grayson Brown NY Philippe Renaudin WI Ron Kohn NJ Thomas McCormick Guanacaste Christopher Grantham IL Jaro Krupa NH Stephen J. Mayer OH Grayson Brown WI Mariyan Radev Ivanov NY Zion Susanno-Loddby NY Rob Sporrer PA Rob Sporrer MA Calef Letorney ID Chandler Papas AK Jonathan Jefferies WA Kelly A. Kellar HI Paul Gurrieri WY Scott C. Harris HI David (Dexter) Binder WA Marc Chirico OR Kelly A. Kellar HI Pete Michelmore MT Benjamin Brunsvold HI David (Dexter) Binder WA Richard Kennedy AK Evan Mathers CA Jeffrey J. Greenbaum CA Jeffrey Hunt

RTG RGN NAME

P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4

2 2 2 2 2 2 2 2 3 3 3 3 3 3 3 3 3 3 3 3 4 4 4 4 4 4 5 5 5 5 5 5 5 5 1 1 1 1 1 1 1 1 1 2 2 2 2 2 2 2 2 2 3 3 3 3 3 3 3 3 4 4 5 5 5 5

Dwayne Dawson Jason Dorais Nicholas Fowler Idan Ghelber David Giles Tabor Henderson Bryce King Enes Mentese Rene Alvarez Christian Avedon Noah Bahnson Brett Campbell Brian Cawthorn Shea Dacus Sean Devlin Anthony Karnezis Eric Karnezis Michael Labadie Chris Lorimer Colton Parker Jeremiah Gentry Matthew Minyard John Tilstra Lisa Tilstra Jared Yates John Alexander Young Kunal Bhuta Jeremy Colvin Louis Guske Jr Chris Holbert Kyle Leonard Yuriy Roshchepa Carl Sjoquist Bradley W. Whittemore Marcus Crane Nicholas Franczyk Charles (Chuck) E. Gordon John Hoseman Todd Kelly Heather Koon Swanson Casey Markham Charles (Cruser) Putnam Ryan Schwab Cary W. Acord Pierre Delisle Christopher C. Greci Clemens Grosskinsky Kyle Hash-Dabney Ziv Horesh Krystle Quynh Pham Juan Pablo Timpanaro Andrew Wilson Joe Louis Cary Carter Crowe Dylan Laughlin Randall (Davey) Pitcher Alan Sheppard Bradley Stevenson Julie Taylor Zach Witters Ian McManus Moacir Thiele Vincent Greff James B. Maze Steve VanEerden Dirk M. Walther

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