USHPA Pilot Vol48-Iss7 Nov 2018 by US Hang Gliding & Paragliding Association

UNITED STATES HANG GLIDING & PARAGLIDING ASSOCIATION

NOVEMBER 2018 Volume 48 Î&#x2021; Issue 7 $6.95

Ellenville Flight Park + Ager, Spain + Grandfather Mountain

The Alpina 3 is based on the Delta 3, but weighs in at an incredible 1kg less! It is a fully optimised high-performance lightweight wing with a powerful feel in active air. Compared to the Delta 3, the Alpina 3 has even crisper and more agile handling that must be experienced to be believed!

Pilot: Dave Turner Photo: Cody Tuttle Location: La Sierra, California

REGIONAL DIRECTORS 1 AK/OR/WA Rich Hass Matt Henzi

2 North CA/NV Jugdeep Aggarwal Paul Gazis Robert Booth 3 South CA/HI Ken Andrews Dan DeWeese Alan Crouse

4 AZ/CO/UT/NM Bill Belcourt Ken Grubbs

5 ID/MT/WY/Canada Randall Shane

6&11 AR/KS/MO/NE/OK/LA/TX Tiki Mashy

7 IL/IN/IA/MI/MN/ND/SD/WI Doyle Johnson

8 NH/CT/ME/MA/RI/VT Calef Letorney 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 & EXECUTIVE COMMITTEE Paul Murdoch President president@ushpa.org

9 DC/DE/KY/MD/OH/PA/VA/WV Dan Lukaszewicz Larry Dennis

10 AL/FL/GA/MS/NC/SC/TN/VI/PR Bruce Weaver Steve Kroop Matt Taber

12 NJ/NY Paul Voight

DIRECTORS AT LARGE Paul Murdoch Steve Rodrigues Greg Kelley Felipe Amunategui Mark Forbes

EX-OFFICIO DIRECTOR Art Greenfield (NAA) The United States Hang Gliding and Paragliding Association Inc. (USHPA) is an air sports organization affiliated with the National Aeronautic Association (NAA), which is the official representative of the Fédération Aeronautique Internationale (FAI), of the world governing body for sport aviation. The NAA, which represents the United States at FAI meetings, has delegated to the USHPA supervision of FAI-related hang gliding and paragliding activities such as record attempts and competition sanctions. The United States Hang Gliding and Paragliding Association, a division of the National Aeronautic Association, is a representative of the Fédération Aeronautique Internationale in the United States.

Alan Crouse Vice President vicepresident@ushpa.org Steve Rodrigues Secretary secretary@ushpa.org Mark Forbes Treasurer treasurer@ushpa.org

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. Postmaster: 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

WARNING

USHPA PILOT MAGAZINE

HANG GLIDING AND PARAGLIDING ARE INHERENTLY DANGEROUS ACTIVITIES. USHPA recommends pilots complete a pilot training program under the direct supervision of a USHPA-certified instructor, using safe equipment suitable for your level of experience. Many of the articles and photographs in the magazine depict advanced maneuvers being performed by experienced, or expert, pilots. These maneuvers should not be attempted without the prerequisite instruction and experience.

Efficient Performance IOTA 2: the new Performance-Intermediate What is your cross country dream? To achieve your first 200 kms or land in front of your house after a long flying day? The IOTA 2 presents you with conditions. The latest technology also gives the high end EN-B wing an outstanding polar curve for its class. www.advance.ch /iota distributor: superflyinc.com, info@superflyinc.com, 801-255-9595

P i c t u r e : F e l i x Wรถ l k | L o c a t i o n : O m a n

the most important ingredients: efficient performance and relaxed piloting in all

2018 Martin Palmaz, Publisher executivedirector@ushpa.org

Greg Gillam, Art Director art.director@ushpa.org

Staff Writers Annette O'Neil Dennis Pagen Jeff Shapiro C.J. Sturtevant Ryan Voight

SUBMISSIONS USHPA PILOT welcomes editorial submissions from our members and readers. All submissions of articles, artwork, photographs and or ideas for articles, artwork and photographs are made pursuant to and are subject to the USHPA Contributor's Agreement, a copy of which can be obtained from the USHPA by emailing the editor at editor@ushpa.org or online at www.ushpa.org. We are always looking great articles, photography and news. Your contributions are appreciated.

C.J. Sturtevant, Copy Editor copy@ushpa.org

Photographers Jeff Shapiro

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

Nick Greece, Editor editor@ushpa.org advertising@ushpa.org

NICK GREECE PREFLIGHT

have attended nearly 20 USHPA Board meetings in my

file numerous sites in the coming issues to help members

feeling a bit of skepticism after entering the room for

check out some of USHPA’s finest flying locales.

the first meeting I attended. Like many members, I felt the

CJ Sturtevant reports back from her latest journey with

representatives in this group were not pilots like you and

good friends in the Spanish flying mecca—Ager. And Sara

me, who spend most of our days on the hill. I have seen

Weaver, Audray Luck, and David Aldrich collaborated on a

many members who, like me, come to a board meeting

fantastic piece regarding the rise of the Sport Class, which

with the idea of revolutionizing the process.

chronicles the future of king-posted racing.

But almost like clock work—as it was in my case—about

Andrea Lea reports on one of Jaro Krupa’s game- chang-

an hour in one realizes he/she is surrounded by a diverse

ing cross-country flights in the flatlands of Illinois, while

group of knowledgeable and passionate people who are

Annette O’Neil caught up with Joe Stone as he rallies

doing the best possible job at managing an ever-varied

across the West, flying his chair as much as possible. Joe, a

sport, obsession, profession, hobby, and land management

Project Airtime protégé, is an inspiration under wing.

lobby, to name a few roles that the Board must address. Anyone who has taken time to attend a board meeting

Dennis Pagen regales us with a report from the Grandfather Mountain reunion, which celebrated many

and raised his/her hand to help has been instantly tasked

milestones, including Jon Harris’s flying from it in 1974 to

to become a part of the solution to problems that may

open the window and the US Nationals being hosted there

arise in the coming years. I think that inclusivity is the

in 1975. Martin Palmaz, UHSPA Executive Director, was in

number one characteristic that gets lost in the meeting

attendance, as well as numerous other free flight luminar-

notes. This issue includes board nominations from folks

ies.

who are ready to step up their volunteer game and work to improve free flight in the US. Please take a moment to read through these nomina-

Calef Latorney rounds up our East Coast centered issue with a flight report from the New England faithful. If you have any desire to check out a USHPA Board meet-

tions and cast your vote. The USHPA Board meetings are

ing and be a part of the committees that run the organi-

open to all members. So if you think your voice needs to be

zation, I can only advise you to do it! If that seems like a

heard on issues that you are passionate about, or simply

burdensome commitment, please take the time to vote.

concern you, please come to the meetings and be a part of the process. You are truly welcome! This issue kicks off with Ryan Voight’s return to the staff contributor ranks with a useful site profile of a premiere

East Coast flying site—Ellenville. We will be trying to pro-

tenure as editor at the USHPA magazine. I remember

USHPA PILOT MAGAZINE

OLLIE CHITTY COVER

Ollie Chitty carving up the coast down under during the Australian spring.

or by any means, electronic, mechanical, photocopying, recording, or otherwise without prior written permission of USHPA.

NOVEMBER 2018 ASSOCIATION Martin Palmaz

ELECTION STATEMENTS Mark Forbes

BIG DAY FOR YANKS Calef Letorney

RISE OF THE SPORT CLASS Sara Weaver

CALENDAR / CLASSIFIED / RATINGS

AGER, SPAIN | C.J. STURTEVANT

44 Chasing 200 Over the Cornfield of Dreams

Ellenville Flight Park

ANDRIA LEA

Site Profile RYAN VOIGHT

Grandfather Mountain The Reunion

Flywheels

DENNIS PAGEN

How Joe Stone Got Back Up In the Air ANNETTE O'NEIL

USHPA PILOT MAGAZINE

BRIEFINGS

USHPA Board Meetings Visit the website for further details and the most up-to-date information ushpa.org/boardmeeting

Spring Board Meeting

March 7-10, 2019

Board of Directors Meeting + USHPA Awards Banquet

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USHPA PILOT MAGAZINE

ASSOCIATION Ripple Effect

by MARTIN PALMAZ, Executive Director decided to review and analyze the

requirements for Instructors issuing

towing program. As a main example,

towing special skills.

as of last year, there was no parallel program for Tow Techs in hang gliding as existed in paragliding. This

(including more details on why the

meant that Pay-out and Stationary

changes were made and how to meet

Tow Observers were the only opera-

the new requirements) is included in

tors authorized to tow hang gliders

the Guide to 2018 Towing Program

under our program.

Changes. The document is available

It was time for both tow programs

on the Towing Resources page of the

to be reviewed and updated. We

USHPA website, along with a number

rolled up our sleeves and got to it.

of other helpful program documents.

Our primary aim was to increase

Dear Membership: As I’m sure you’re

A full description of the hang gliding and paragliding tow programs

the education and awareness around

We welcome you to check them out—and to reach out to a Regional

aware, we were in crisis mode for

towing. We needed to produce new,

Director or the Towing Committee

quite a while. In many ways, we still

revamped materials and documen-

with your feedback, if desired.

are—because all the emergency

tation—including a new Tow Tech

Indeed, one of the clearest out-

action involved in securing new

program for hang gliding—and to

comes of all the changes we’ve been

insurance has had a ripple effect on

strategize a way to ease the burden

experiencing together as an orga-

changing nearly everything we do

of meeting the new requirements.

nization is a renewed emphasis on

here at USHPA. Literally every policy,

To achieve these goals, the USHPA

membership involvement. In my

form and process has been reviewed,

Accident Review Committee chair

next note, I’ll talk about that in more

and most either have changed or will

Mitch Shipley and Towing Committee

detail.

change. Take, for instance, our towing program.

chairs Chris Santacroce and Felipe

Until then, enjoy your fall-season

Amunategui met in Salt Lake City in

flying. And thanks, as always, for

February 2017 for the Towing Best

your membership and your support;

Practices Summit. Within a few days,

it takes all of us working together to

number of towing accidents and

they emerged with a full-fledged

continue to enhance safety and suc-

fatalities over the past several years

draft of the new program.

cessfully preserve free flight.

As you may or may not know, a

have highlighted the increased

After the proposed changes were

complexity and risks involved with

circulated to the committees, the

towing, as compared with foot

Board, and the membership, a

launching. In the years leading up

phased transition began in earnest.

to the insurance crisis, 35 percent

That transitional period concluded

of insurance claim incidents (and

at the end of August 2018 with new

65 percent of total payments) in-

operational requirements in place

volved towing. As a result of this, we

for Tow Techs, and new teaching

Blue skies, Martin Palmaz Executive Director, USHPA

USHPA PILOT MAGAZINE

ASSOCIATION Election Statements

by MARK FORBES, Elections Committee Chair

t’s time again for USHPA’s annual

here are looking for your vote. Please

Ballot links will be sent via email

Regional Director elections.

take a moment to review the candi-

and text message to all eligible

Regional directors are the rep-

dates for your region, then go online

voters (active members as of Oct

and vote!

15th). If you have any questions, or

resentatives that you, the members

if you don’t receive your voter link,

of our association, elect to guide our organization and determine its

https://www.ushpa.org/elections

contact the USHPA office at 719-6328300 or info@ushpa.org.

future. These volunteers do much of the administrative work that keeps

Voting opens Nov1 - 12:00pm MDT

us all flying. The candidates listed

and closes Dec15 - 11:59pm MST.

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With the formation of our RRG we have stabilized USHPA’s insurance costs, which were rising at doubledigit rates. That is the single largest line item in USHPA’s budget, so getting that cost under control is a huge step toward keeping dues stable. Claims are way down, due in part to new risk management requirements and increased focus on school operations and procedures. Accident reports are way up, and this is a good thing! Accurate and complete accident reporting, even of minor incidents, is

Region 1: Mark Forbes

a significant factor in stabilizing our insurance costs. The actuary that

Region 1: Owen Shoemaker

I ask once again for your vote, to

analyzes our risk and sets our premi-

My goals are simple; maintain and

serve as your regional director. The

ums made a particular note of this at

improve access for free flight, strive

past couple of years have seen many

the insurance industry conference I

for excellence in instruction, and

changes, and change is difficult. We

attended in August. While our RRG is

continue to improve our safety record.

have survived a crisis which could

still a new start-up, future prospects

Like many of you, free flight has been

have ended free flight as we have

look good and it is operating at a profit.

a life-changing experience for me. I

known it, and our future prospects

Those profits flow to USHPA in the

have dedicated the last six years of my

look much brighter. The loss of our

form of future reductions in insurance

life to the sport and have shared that

insurance in 2015 would have resulted

costs, once we pay off the start-up

passion with pretty much everyone

in the closure of most flying sites

loans a few years from now.

around me. I feel it would be a great

nationwide. But we all pulled together, raised the money to fund our self-in-

USHPA members throughout our region can contact me at any time

privilege to represent one of the largest paragliding communities in the

surance Risk Retention Group, and we

with questions, concerns or just to

US, and I am excited to give back to a

were able to keep our sites open and

express an opinion. I’ll do my best to

community that has given so much to

provide you with accurate, timely in-

me over the years.

our pilots and schools insured. My focus as a director will con-

formation, and to take your concerns

tinue to be finance and insurance;

to the larger board or specific com-

making sure that we stay financially

mittees as appropriate. Your vote of

stable, and looking at ways to drive

support means a lot to me, and I’ll do

down our major costs. As treasurer

my best to earn it. Thank you for your

since 2005 and a member of USHPA’s

continued support of our association.

executive committee, I have attended

As a hang glider and paraglider pilot,

monthly conference calls in addition

I recognize the important role our as-

to in-person board meetings, as well

sociation plays in preserving our sport.

as participated in various committee

Our future looks good, thanks to the

discussions. I monitor the monthly

efforts of all of you.

financial results, review the audit and tax returns and provide coordination with the Foundation For Free Flight and the RRG. I also chair the elections and radio communication committees. When our insurance crisis happened, my experience helped our association to find a solution to the problem.

USHPA PILOT MAGAZINE

with issues of land use regulation, corporate organization, rights and duties of the Club as a landowner, safety. site preservation and relations with the Forest Service, the U.S. Park Service and the City of Los Angeles. I headed the Club’s conversion to a charitable nonprofit, so that any contributions to the Club are tax deductions for the donors. With the help of seasoned instructors, I developed the program for the Club to certify instructors to teach at our site. I used to be an Assistant United

Region 2: Jugdeep Aggarwal (I)

Region 3: Larry Chamblee

During my tenure as a Regional

I fly because it’s fun. I exert my efforts

I know how government agencies

Director for the last 6 years I have

in support of our sport’s organizations

work and am familiar with the chal-

been fortunate to deal with many

because without being organized, we

lenges they face in performing their

issues that keeps our sites open and

would individually be overwhelmed

regulatory duties. I have done a lot of

develop the pilot community. One of

by the dark side, the forces of “No Fun”

negotiation, in and out of courts. . I

my biggest projects has been to bring all Bay Area Pilots together through

government agencies in federal courts.

- - the real estate developers that want

have first-hand experience dealing

every field to fill up with houses, the

with resolving the concerns of both sides to all kinds of disputes.

the Northern California Pilot forum

litigious element in our society that

in order to develop a better sense of

wants every sport to be a breeding

community. I am standing again for

ground for exorbitant legal claims, the

dummies,” that has been submit-

election to spearhead keeping our

bureaucrats who can’t resist think-

ted to inform various government

flying sites open and developing a

ing that they have to put restrictions

authorities about our sport in efforts

strong flying community.

on our ability to enjoy soaring in the

to preserve flying sites in the San

skies. We are safer and stronger when

Gabriel watershed, the Santa Monica Mountains National Recreational

ties, genius and effort of pilots who

Area, the City of San Bernardino, and

come together to deal with the “Fun

in National Parks. That submission

Police.” I have devoted a lot of time

caused the U.S. Forest Service to in-

and effort in the many years I have

clude hang gliding and paragliding in

been flying to make sure that the fun

its 15-year Forest Plan for the Angeles

goes on.

National Forest as recognized recre-

Gliding Association for three years

ational uses of these federal lands. I am looking forward to serving the

when our Club got legal title to our

sport of free flight and its pilots as one

landing field in 1996. I have served

of the regional directors for Southern

as an officer on the Club’s board of

California and Hawaii. I will be very

directors for most of the past 22 years.

grateful for your vote and your sup-

I have dealt with all aspects of operat-

port.

ing a flying site and dealing with the sometimes competing interests of pilots, landowners, government agencies, community organizations, supporters and detractors. I have acted as legal advisor for the Club in dealing

USHPA PILOT MAGAZINE

I wrote a sort of “free flight for

we are united and marshal the abili-

I was president of the Sylmar Hang

States Attorney, representing many

region. Also, we need more fly-ins to connect our regions pilots. As for my flying experience, I have been a private pilot since 1984. However, it wasn’t until 1987 when I discovered the real joy in flight when I learned to fly hang gliders at Kitty Hawk Kites, where I also have great memories of later being an instructor! Fast forward to 2014 and I opened Blue Water Hang Gliding School in Minnesota, where I currently instruct from April through October and am working with our local pilots in forming a new club.

Region 4: Neil Hansen

Region 7: Doyle Johnson (I)

My goals as regional director are

It has been a pleasure serving as your

simple. I have absolutely no personal

region 7 director the past 2 years. It

with two master’s degrees. One is in

agenda. I intend to serve the member-

has been very educational attending

counseling psychology and the other

My qualifications outside of flying are 30 plus years working in education

ship of Region 4 honestly and as best I

the biannual USHPA board meetings

in educational administration/leader-

can. I will do this by communicating

and participating on various com-

ship. I have started and operated two

concerns and problems of regional

mittees. I have been inspired by the

small businesses. What I bring to the

members to USHPA’s board and by

countless individuals who have given

table on the regional and national

helping Region 4 members under-

their time and resources to sustain

level is an ability to keep difficult

stand whatever might be going on at

and advance our organization around

conversations open, inclusive, and

USHPA. I will try to travel to some

the country. Closer to home in our

productive in order to find sustainable

region I have had the pleasure to meet

solutions.

region 4 flying sites and try to get a

If given the honor to serve again, I

feel for challenges and issues impor-

pilots in person or over the phone and

tant to those sites.

learn of their volunteer efforts to keep

will continue to bring a strong com-

their local sites open. I have spoken

mitment to the continued develop-

years; I also took hang gliding lessons

with others who have worked to open

ment of flying and instructional best

receiving an H2 certification.

new flying sites. It is truly inspiring

practices that will keep free flight a

to be a part of a shared vision with

reality. My hope is that through our

all of you who are giving your time so

collective work as a region and as

I have been flying paragliders for 10

I am retired from active duty with the Utah National Guard with almost 35 years of total service. I managed

freely to keep free flight alive. Thank

an organization we will continue to

several engineer units from 30 mem-

you to all of you for doing your part in

develop systems that help protect free flight for generations to come!

bers to 1200. For my final 6 years of

sharing the joy of flying! Whether you

service I managed a classified world-

reached out to a land owner, mentored

wide support project with 300 employ-

other pilots, encouraged a friend to

ees and a $17 million budget. I was president of the Utah Hang

take a lesson, volunteered to support a competition, organized a tribute

Gliding and Paragliding Association

or shared your photos on Facebook,

for two years; during that time, I or-

thank you!

ganized substantial financial support

A couple of things we need to work

of the RRG and a large donation to

on; exploring platforms for increased

preserve the Jupiter flying site. Jupiter

communications among our pilots. It

is a site from which national distance

is exciting to learn about your flights

records have been flown.

and achievements. I would like to

Region 5 & 6/11 No Election This Year

see more real-time sharing of our experiences for all of us to enjoy in our

USHPA PILOT MAGAZINE

Communications will announce proposed changes to SOPs with a sufficient comment period to allow member feedback to be incorporated in the final language. I would like to stress that USHPA is a small organization and is here to serve its members. All are welcomed to attend the board meetings and the various committees are constantly looking to engage more pilots. There are plenty of opportunities for you to become part of the process and to improve your fellow pilots if you so choose.

Region 8: Mike Holmes

Region 9: Dan Lukaszewicz (I)

I’m currently an H4/P3 pilot and presi-

Thank you for giving me the oppor-

dent of the VHGA. As our current RD has decided to

tunity to give back to the free flight community in general and Region 9

step down, and knowing the impor-

in particular. It has been a busy two

tance of representation in times of

years. USHPA had some successes and

major changes, I have after being

there are challenges ahead.

asked agreed to run again and be your

The development of commercial

voice for the region. Keeping our cur-

drones will eventually change the

rent and any future flying sites open

way FAA manages airspace. I have

and safe is very important to me and

been proactively working with FAA to

to our sport. Most of you know that’s

ensure that free flyers are not lost in

always been my goal along with your

the shuffle and that FAR part 103, the

help.

portion of the law that deals with ul-

As you all know I filled this RD position for a number of years in the past. As time has passed there have been

tralights and free flyers, is not significantly changed. Our member-financed insurance

and will be changes to our programs. I

system has succeeded in keeping

believe it’s time to get more involved

flying sites open and has served as a

in how these changes will affect us as

role model for other groups with simi-

pilots. I’ve always been and will be a

lar challenges. There have been a lot

phone call away to assist our regions

of growing pains as everyone learns to

pilots with any issues that develop.

deal with the new insurance regula-

Looking forward to representing you again.

tions. This process has caused some instructors to go out of business and has created complicated administrative hurdles for others. I would like to see a reversal of that trend and a new generation of motivated instructors that are prepared to succeed in this new environment. USHPA has not always been as transparent as we would like although strides are being made in that direction. A new Director of

USHPA PILOT MAGAZINE

proposal”, (as it currently is proposed)… and hope others on the board and USHPA membership are of like mind. Losing the Regional Directors and member representation of the current system, coupled with only 5 votes needed (on a 7 person board) to make policy changes… is a plan I hope does not get passed. My “stats” are: Master H.G. pilot, and advanced P.G. pilot. Certified instructor in both. Instructor and Tandem Administrator for Hang Gliding, and Chairman of the USHGA Tandem

Region 10: Steve Kroop (I)

Region 12: Paul Voight (I)

I have not missed a single BOD meet-

Hello region 12,

committee. I also chair the Financial Re-distribution committee. My main objective in going to board meetings is to minimize the making

ing since I attended my first meeting

Paul Voight here. For those of you

in 1995. In that time I have served on

who don’t know me... I’m your current

of unnecessary new rules, regulations

various USHPA committees including

regional director.

and rating requirements beyond what

Towing, Safety & Training, Tandem

It’s election time again, and I’m will-

is necessary to keep everyone safe

and Competition, all of which address

ing to keep the position if you’ll have

and the organization solvent. Along

issues that are important to Region

me!

with several other fine board mem-

10 and the overall health of hang glid-

I enjoy being on the board, and

bers/friends… we do our best to make

ing and paragliding in the U.S. I also

doing my best to vote in ways that look

sure the board doesn’t waste time

serve on the board of the Cloudbase

out for the pilots and instructors in my

fixing things that aren’t broken.

Foundation and the Recreation

region, by protecting their best inter-

Pretty much, that’s my campaign

Risk Retention Group so I am full im-

ests… while making sure USHPA stays

pitch. Perhaps you might vote for me?

mersed in all aspects of our paraglid-

viable as well. Not always easy…..

ing and hang gliding. Because of my association with Flytec

The RRRG self insurance program… is still a source of concern and confu-

and the opportunity arises… I’ll buy

sion… and some refinements are

you a beer.

USA, I regularly speak to and ex-

being discussed…and hopefully some

change emails with many Region 10

improvements will follow. I’d like to

members, as well as members from

help steer the ship in that direction.

all over the US. Those members who

I’d love to help find ways to make the

have come in contact with me know

program more attractive to all instruc-

that I am readily accessible by phone

tors. It is a very complex situation, and

and email. I am not a leader by nature

a difficult goal to achieve.

but I am certainly not a follower, this

In conclusion, my long standing election offer is: If you vote for me,

There are a number of directors

means I want to hear all sides of the

from all over the country who, like

issues and act in the the best interest

myself, have been on the board

of the sport and USHPA. In short, I

awhile... and we therefore have some

am dedicated to the USHPA and the

continuity from meeting to meeting.

survival and long-term health of hang

We also have some exciting new blood

gliding and paragliding in the U.S. and

on the board who bring fresh perspec-

would like to continue to represent

tive to the table. I enjoy working with

Region 10.

these folks as well. I’m not so jazzed about the “new governance/ USHPA 7 person board

USHPA PILOT MAGAZINE

SITE PROFILE:

Ellenville Flight Park Ellenville, New York story & photos by RYAN VOIGHT of SUNDOG PRO, LLC This is the first in a series of site profiles to be published, with the intent of highlighting some very notable flying sites that you may or may not have heard of previously. Each site is chosen for its unique nature and special flavor that make it, in this pilot’s opinion, a “must hit” on every passionate freeflight pilot’s to-do list. In addition to simple need-to-know beta, I’ll do my best to provide insider knowledge from experienced locals to help you get the most out of your flying there!

USHPA PILOT MAGAZINE

n the middle of New York’s lush

lives in “The White House” in the

Hudson Valley is a small town

LZ, owns it. Ellenvllle has a drive-up

you’ve likely never heard of,

launch, with ample parking im-

located between NY’s capital (Albany)

mediately beside the flat and open

and the booming icon that is New

grassy setup area. If you’re an East

York City. This small town, Ellenville,

Coast pilot, you might take GRASS for

has a fascinating history—if you’re

granted at your flying sites, but you

into that kind of thing. But, let’s be

shouldn’t. I’d hardly describe myself

real: We’re pilots, and we just want a

as highly traveled, but I lived out west

nice entry point to our aerial play-

for a while and have visited enough

ground.

sites to realize just how rare, and

As flying sites go, this one is damn hard to beat. Tony Covelli, a pilot who

luxurious, these are. If you’re tolerant of cold temps, you can fly Ellenville

readied your equipment, you have a choice of THREE different launches. Ellenville Flight Park is located on the Shawangunk Ridge, which runs NE and SW, with the primary “main launch” facing northwest, an ideal spot for popping off into oncoming ridge lift and thermals. The spot at which the launch was established way back when was no accident; it tends to be the best spot on the ridge for soaring. Just to the right of the main launch is a north-facing launch, and on the other side of the parking area, and slightly higher, is a west-facing launch. There’s also a smaller set-up area at the west launch, arguably the nicest of the three, as it is slightly “dome” shaped, allowing air to flow up it very smoothly, even if it’s not perfectly straight. The slope of the west launch also gradually becomes steeper, combining the comfort of staging and starting on flatter ground with the ease of launching from a steeper slope. All three are pitched at an angle located nicely between what most consider a “flat-slope launch” and a slope steep enough to be uncomfortable to stand or walk on. It’s as close to perfect as nature can provide. An enjoyable experience before flying is great, but it’s the FLYING that makes Ellenville worth a visit. This little welcoming country-club-like site has a great many moods, serving up conditions that range from the smoothest “wonder wind” ridge TOP Kevin Goodspeed—yes

that’s really his name—flying past launch. BOTTOM The author flying tandem with Ellenville’s local para-guru, Paco Carr. OPPOSITE In autumn the views are the most breathtaking of all.

soaring to the booming thermal days that’ll knock your socks off, no matter where you’re from or what you’re used to. Talk to any local with

year-round. The flying is actually

way that is plowed and maintained

a great deal of experience here, and

really nice in the winter, as long as

by the State. So regardless of how

he’ll tell you why it deserves every bit

you dress appropriately. And in ad-

much snow or how harsh the winter

of your respect, and why it’s occasion-

dition to the primary launch, there

decides to be, flying at Ellenville is

ally been called “the Owens Valley of

is a ramp built by New York State

highly accessible.

the East.” Seriously.

at the scenic overlook off the high-

On the main launch, once you’ve

This green Eden that’s barely

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ABOVE LEFT A paraglider landing after a smooth morning sled ride flight. RIGHT Ronaldo

green carpet of the Ellenville LZ.

BELOW New

soar the crap out of the place. But

more than 1000 feet vertical above

open plains and sage; covering that

the LZ and sits nearly at sea level

kind of ground means crossing a lot

no site profile would be complete

has smacked and humbled many a

of areas that are “a sea of trees.” The

without covering the LZ. Ellenville

complacent-pilot. The US Northeast

Northeast is also a lot more populat-

Flight Park’s landing area is BIG, flat,

cross-country record was set by Dave

ed than much of the West, and if you

and has golf-course-quality grass—

Hopkins from Ellenville, when he

take a peek at an aircraft sectional,

thanks in large part to the regular

surpassed the 200-mile mark and

you’ll be all the more impressed in

mowing efforts of the club and one

landed in New Hampshire. West-

breaking 200 miles from Ellenville!

guy in particular, Paul Blood. The

coast pilots, don’t you dare scoff at

Troudt landing on the plush (at the time) pilot Zack Hill launching at Ellenville.

I’ll get to the juicy stuff in a

road into the LZ, aptly named Hang

200+ miles in the Northeastern US. It

moment; that is, what to look for,

Glider Rd., is paved and plowed by the

ain’t the desert, and it ain’t the wide-

what to watch out for, and how to

town in the winter. The power lines

USHPA PILOT MAGAZINE

LEFT “Big

Jorge” soaring over Ellenville Flight Park. RIGHT Lindsey Chew contemplates his cycle on the west launch. suggest, is the greatest reward we get

that once ran out to the far end of the

warm sunlight finally crests the ridge

LZ, where Tony lives, were turned

and makes its way down to the valley,

from XC flying. Earning that feeling

into underground buried lines by the

the terrific phenomenon called con-

of achievement in a shorter distance

club many years ago—a great exam-

vection begins.

ple of how proactive and dedicated

As the cool air that collected in the

the local club and pilot community

valley warms and expands, it can

is. On the north end of the LZ is an

create enough upslope flow to entice

established camping area, complete

a launch. The first thermals of the

with large fire ring, concrete fire pit/

day, generally around 10 or 11 a.m.,

grilling area, and lots of trees for

can be surprisingly good, especially

shade. Alongside the camping area

in the spring. (Sometimes TOO good,

runs a creek, with a couple of “swim-

so students and lesser experienced

ming hole” spots deep enough for a

pilots should be STRONGLY discour-

dip to cool off on a hot day. There is

aged from flying after 10 a.m. in the

also a beach-like area made up of

spring months and 11 a.m. through-

smoothly rounded river rocks (and a

out the rest of the year.) These

little sand in spots) giving kids and

morning thermals give dedicated-dis-

families a place to splash and play

tance-doers the opportunity to get up

while Mom or Dad is out to play!

and “established” as conditions are

So. FLYING at Ellenville. Here’s the

still building, and, if played correctly,

skinny: Being a northwest-facing site,

get pilots out and on their way when

it doesn’t get direct sun on the ridge

soaring conditions are at peak and

until mid-to-late afternoon (depend-

lots of sun left in the day.

ing on the time of year). This makes

means a shorter retrieve, and maybe even gets you back in time for dinner

XC in the Northeast is super chal-

Ellenville a terrific AFTERNOON site.

lenging, and Western pilots should

(The XC enthusiasts just stopped

adjust mileage expectations accord-

reading.) But wait! As the sun rises

ingly. This pilot considers this a

in the east, the Ellenville Valley is

great benefit, though not all agree. A

in shade until the sunshine crests

comparatively short flight of 30 or

the ridge-top. The valley has several

60 miles can be so challenging that

gullies that allow cool evening air to

it gives one the satisfaction of great

settle and pool in the valley. As the

accomplishment, which, I humbly-

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air from the northwest, not only

(or at least a beer) with the rest of

days (which can be great for pro-

the pilots who stayed local. Flying

ductivity, when you know you’re not

providing up-slope ridge-soarable

is, after all, a social experience, and

missing any flying). Because weather

winds, but also making the local air

everyone will love hearing about

systems tend to move from west to

mass cooler than it had been. And

your adventure at dinner or around

east, and low-pressure systems rotate

the change in air-mass temperature

the campfire.

counter-clockwise, stormy weather

occurs faster than the ground can

is usually preceded by several days

cool to match it. Just as thermals are

Part of what makes Ellenville a great soaring site, or a surprisingly

of warm air being scooped up and

born from the sun’s warming the

turbulent one, is the necessary condi-

thrown into the area from the south.

ground, the same effect is created

tions for flying there. In the Northeast,

After a frontal passage, the other side

when the cooler air slides in.

flying days are interrupted by rainy

of the rotation brings colder, drier

Being in such a green and humid climate, almost any sort of low pressure ends up resulting in over-

ELLENVILLE AT A GLANCE Site:

Ellenville Flight Park

Height: 1380 ft. msl launch, 340 ft. msl LZ | 1040 ft. vert Location (LZ): Look for:

make Ellenville a site deserving some respect is that the conditions on flyable days often emulate “high pres-

Hang Glider Rd., Ellenville, NY 12428 41.687539 N / 41 41’15.1” N -74.407562 W / 74 24’27.2” W

down low that don’t consolidate well,

Post-frontal (after a low pressure/rain passes) “NW 5-10 mph” in a 3- or 5-day forecast for Ellenville or Pine Bush

strong and narrow “bullet thermals,” and thermals with clearly defined, sometimes harsh, edges. The rule of thumb here is DON’T LEAVE LIFT!

Evening wonder-winds follow high pressure, stable, blue-sky days

Once you launch, any little bit of any-

Rapidly changing late-morning conditions, particularly in spring

thing you come across (on a thermally

Potentially strong (turbulent) mid-day conditions

day, that is) is what you need to latch

High winds, especially when it’s northerly

on to, and you must use every bit of

Glide to LZ is around 5:1 and can get interesting in sinky air or against a headwind (especially for paragliders)—there are no alternatives, just lots and lots of TREES! Soaring Tips: Time your launch into THE BEGINNING of a thermal cycle Tenaciously cling to any and all lift Don’t leave lift!

skill you have to stay in the rising parts—or at least to spend more time in the rising parts than the sinking parts. Sometimes getting up and having a great day here requires turning in and working such light or broken lift

Find thermals on the most-windward-facing area of the launch and nearby “knobs” on the ridge

even when you’re descending, but at

Find ridge lift in the bowls between knobs

Essentially, you’re buying yourself a

Launch height is usually the “sweat line” Why it’s Great:

rain. So another aspect of what can

sure” soaring, with broken thermals

Cooler temperatures in the long-term forecast

Watch for:

development, cloudiness and, often,

least not losing altitude as quickly. little more time, while hoping that

This place usually ain’t easy, but it’ll make you good!

this thing you found turns into some-

thing better. It often does, if you can

Notes: Current USHPA membership required. Day fee and signed-waiver required PRIOR to flying. If Tony is not around, the waiver is available online and there is a waiver drop-box at his house Contact: Tony Covelli, launch and LZ land owner (845) 647-4917 www.ellenvilleflightpark.com

just hang there with it long enough! Once you’re up higher, the thermals are usually much nicer, with good fast climbs possible. And at that level the humidity of the area definitely helps “soften” thermals, compared to Western dry-desert thermals. Whether you’re an East- or Westcoast pilot, thermal soaring at

USHPA PILOT MAGAZINE

sunset, because the entire valley

Ellenville is NOT easy! Even the great

be headstrong enough to have not lis-

thermal days can sadly send some

tened and experienced it personally,

is lifting off. So if you catch a good

to the LZ. Since I now realize this,

but I would most accurately describe

day like that, be sure to account for

the challenge of XC here gives me

it as ACCIDENTAL UNINTENDED

enough time to land when choosing

a greater sense of accomplishment

AEROBATICS.

when to head out. The timing of the whole valley’s lifting off is usually

and makes getting up all the more

Cautionary tales aside: The late-

meaningful than in less demand-

afternoon ridge soaring at Ellenville

just right in terms of being inoppor-

can be PHENOMENAL, lasting right

tune, that is, not there when you’d

ing locations. Before Ellenville, I lived at a certain ridge-soaring site

through sunset. Smooth, buoyant air

like it, but lift everywhere when you

where many, if not most days, were a

everywhere… just launch and turn

don’t want it. I would advise that any

left or right and make a few passes

time you want to stay up at Ellenville,

“gimme,” and soaring was as guaranteed as we ever get in free flight. I

in front of the launch and you’re up

DON’T LEAVE LIFT! Resist the allure

have come to appreciate, and even

and cruising the long-running ridge

of seeing someone who appears to

WELCOME, the challenge. At the end

on easy street. Most days, there is

have found something better; love

of the day, I just feel more satisfied,

what locals call a “sweat line” right

the lift you’re in! The Hudson Valley area of New

like after having a fat juicy burger

around launch height, meaning that

and a beer at a pub versus McDonalds.

if you are below launch height, you’re

Plus, a regular diet of Ellenville flying

sweating—working hard—to get

flying days are not reliably consistent,

makes for a tenacious climber and a

up. Once you claw your way above

when it’s good… it’s GOOOOOOOOOD!

the sweat line, staying up gets much

There are also lots of other great

highly skilled overall pilot.

York is gorgeous, and although the

The above is all about Ellenville

easier and more relaxed. On these

things to do and see in the immediate

on thermal-soaring days. Now, what

wonder-wind evenings, it can take

area. Rock climbing in “The Gunks”

about the ridge lift? The ridge pro-

serious effort to get DOWN before

or hiking and biking in Mohonk

duces in anything from west (even WSW, though usually WSW forecast days end up being SW and not so great) to north. Anything more than a tiny twinge of south is pretty lousy, and any hint of easterly component is pretty much a nice day to do something ELSE. Or, if conditions are still launchable, just know it’s a pure thermal day. A note on northerly winds at Ellenville: The taller Catskill Mountains are just a bit farther to the north, and as wind speed increases, mechanical turbulence increases exponentially. Many, MANY pilots, with flying experience all over the US, or even the world, have said the worst turbulence they have EVER experienced was at Ellenville on a north day. Again, this can be hard to imagine for a pilot coming from far bigger, rockier mountains and much drier desert flying, but learning from the stories and old-timers is way more enjoyable than learning it for yourself! This author may or may not

USHPA PILOT MAGAZINE

Preserve and Lake Minnewaska State Park are only slightly farther down the same ridge. Around the corner, the eclectic town of New Paltz offers fine dining as well as many bars and pubs for post-flying yum-yums or a night of drinking and shooting some pool. And for the hang gliding crowd, there is now aerotowing in nearby Middletown for those non-NW days! No matter where you live, where you fly, or whether you fly hangs or paras, I suggest you add Ellenville, NY, to your “must-fly” list. And as Warren ABOVE The grassy launches are much less wear on paragliders than dustier,

rockier sites! BELOW Starry-Night on launch at Ellenville - The center of the swirl shows the North Star.

USHPA PILOT MAGAZINE

Miller of ski-film fame always said: “If you don’t do it this year, you’ll be one year older when you do.”

USHPA PILOT MAGAZINE

The Chase for 200 Breaking Records in the Cornfield of Dreams by ANDRIA LEA

f you build it, they will come.

either an acro pilot or an XC pilot. I can

That’s exactly what happened

age of 14, while flying sailplanes in

only do basic maneuvers, but knowing

when Jaro Krupa co-founded

his home country of Slovakia. After

I can go places makes me very happy,”

Chicago Paragliding with his brother

a brief stint as a hang glider pilot, he

Jaro says.

Peter in 2008. Their endeavor has

took his first paragliding flight in

since turned into a thriving paraglid-

1989. Although he’s no stranger to the

towing up club pilots and teaching stu-

ing tow operation, with instruction

competition scene, his true passion

dents, Jaro’s weekdays are reserved

and commercial tandems included.

lies in flying cross-country. “I like

for his own personal pursuits of going

flying XC, because it’s always challeng-

the distance. Years of flatland flying,

Also known as the King of the Corn

Jaro got his start in aviation at the

While his weekends are spent

Alps, Jaro is fresh off a career person-

ing to have a destination. The cloud-

studying the weather, and planning

al-best flight of 328km/203.5 miles in

bases are amazing, and you never

XC routes make it easy for him to

April, which took him from Cullom,

know what you’re going to experience

recognize a record-breaking day when

Illinois, to Boonville, Indiana—a flight

or how far you’ll fly. When you land,

he sees it. Thanks to his personal tow

that earned him the new Illinois, East

people might call the cops on you or

operator and retrieval driver, John

Coast, and Midwest paragliding dis-

invite you into their home, or you

Enrietti, Jaro is able to drop every-

tance records. I sat down with Jaro to

might find yourself among cows and

thing at a moment’s notice to seize

talk about his background in the sport,

horses. There’s never a dull moment.

those opportunities when they arise. “It wouldn’t be possible for me to make

the untapped potential of flying in the

When ridge soaring, I quickly get

Midwest, his epic flight that has the

bored and usually only last an hour,

these flights without John. When

paragliding community buzzing, and

unless I’m practicing some interesting

everyone else is working, he is there

what inspires him to fly.

maneuvers. Deep down, I think one is

giving me the opportunity not only to

USHPA PILOT MAGAZINE

fly, but also to go as far as I possibly

Case in point: At the 2017 competition,

a kick a** day. I launched as soon as

can. It’s good to have friends that are

Bill Belcourt (aka BilBot) set a new

I could, and found that it was even

retired!”

Illinois distance record. “BilBot woke

better than I expected. But I felt as if I

up one morning of the comp, and

had lost an hour, since it was already

Having held four state paragliding distance records (Illinois, Indiana,

said in his robotic voice that he was

really cooking by 9:50. I pinned off in

Missouri, and Wisconsin), Jaro knows

going to break my record. With a low

a thermal, which right away took me

firsthand the incredible potential

cloudbase in basically no conditions,

into a juicy white room. But higher

for free flight in the midwestern

he claimed it with a 128-mile flight.

winds were less than predicted. I set

flatlands—so much so, that he was

Amazing!” Jaro explains.

on course and tried to push east to

inspired to share it with others

It was a record Jaro was determined

avoid controlled airspace. It was a seri-

and create the annual Corn Alps XC

to get back from his friend. And on

ous crosswind to fight, but somehow I managed to avoid Champaign air-

Competition in 2014, along with Neil

April 28, the chance presented itself.

and Steve Sirrine of SDI Paragliding.

The conditions were those of which

space. From then on, I felt like a cloud

Jaro says: “The Corn Alps XC was start-

every cross-country pilot dreams—a

grasshopper… until I hit the Illinois/

ed to offer a somewhat competitive

delicious cotton-candy-filled sky with

Indiana border. My flight was abruptly

spirit for pilots who’ve never had the

cloudstreets lined up perfectly in

ending and I was looking to land.

“I was in a blue hole, and nothing could happen. Then oooh la la, I heard beeping!” chance to participate in comps. The

the distance. With his characteristic

Knowing I had reclaimed the Illinois

weather in July usually produces nice,

and infectious sense of humor, Jaro

record and gotten the East-coast

smooth conditions that allow a wide

describes his impressive flight.

record, I didn’t mind if I landed right

“The day was looking very windy and

then. I was in a blue hole, and nothing

beginners to pilots like Chris Galli

sexy. The ground winds were honking

could happen. Then oooh la la, I heard

(from XC Skies), Bill Belcourt (with XC

at 19mph, so I called the day for only

beeping! My Oudie sniffed out a rising

Tactics), and Thad Spencer, who all at-

experienced pilots who could handle

bubble. Only it wasn’t a bubble. It was

tended last year. Talking to these guys

the higher winds. Thermals started to

a rowdy thermal taking me back into

and picking their brains is a valuable

pop at 8:45 a.m. That never happens

the game. I was very focused on not

experience in itself. Plus, the XC possi-

(unless there is galactic alignment). I

losing it. Dopamine rushed in from

bilities are enormous. Hang glider Kris

knew right away it was going to be

the low save, and I was back in the

range of skill levels to compete, from

Grzyb delivered a 455km distance in 2012. Super inspirational! Ever since then, we’ve tried to fly past the 100mile mark. I was lucky to fly 122 miles in 2016 and earn the Illinois record. That flight gave me confidence that I could go even farther, despite the fact there hadn’t been many flights east of the Mississippi River over 100 miles.” Corn Alps XC is held each July and alternates between Cullom, Illinois, and Cosmos, Minnesota. The atmosphere is laid back, and there is potential for unlimited learning and flying. RIGHT Flying high over the fields of dreams. LEFT Winter kiting in the Corn Alps. Photos by Jaro Krupa.

USHPA PILOT MAGAZINE

ABOVE LEFT The chase for 200 begins. L to R: Travis Walter, Andria Lea, Radomir Kurka, Jaro Krupa, Black Pearl | photo from Andria Lea. RIGHT Chicago Paragliding pilot Yann Gallin enjoys the wide-open skies that flatland flying has to offer. BELOW Proud new

member of the 200-mile club | photo by Jaro Krupa.

was the scariest moment of the whole

it is to fly this far makes me really

flight; I didn’t want to have my glider

appreciate this once-in-a-lifetime

Thad Spencer’s 180-mile flight last

torn apart or worse. And I was not in

opportunity to do it. Hopefully, it’s not

year in Minnesota, and how cool it

the mood to toss my reserve.

the last time.”

game,” Jaro says with a chuckle. “At that moment, I’m thinking about

would be to overfly him. Then it hap-

Cross-country paragliding at this

pened… I passed the 180-mile mark.

mode to 200 miles, but I got really anx-

level takes a particular set of skills.

Another rush of dopamine! I’m stoked!

ious when I was getting close, think-

Jaro’s advice is simple and will sound

As I start to entertain the idea of 200

ing that it would really suck to have a

very familiar to anyone who has flown

miles, thinking how cool it would be,

199.9-mile flight. When my Oudie told

or trained with him. “Don’t fly like a

I see two birds circling 200 feet from

me I had flown 203 miles, I realized

potato. If you do, you will get a nice

me. But I’ve got a thermal, so I mind

how badly I needed to pee after more

my own business. A couple of minutes

than seven hours in rowdy air. Fast

pass while I’m watching the birds.

down was the only option. Woof. That

Suddenly one of them glides over and

was too long. When I landed, I felt a

starts to thermal with me, but gets

two-minute relief. And stoooked to

unusually close (not like Florida vul-

have flown more than 200 miles! And

tures). He’s checking me out. A couple

tired!“

of close maneuvers start to worry me. This bird is desperate to climb and way too close for my comfort. I’m looking at him, and he is looking at me.

“From there it was just survival

“And then you peed?” I ask. “That was my two-minute relief,” he jokes. When questioned how he stayed so

Then he drops his landing gear with

focused during his flight, Jaro replies,

those sharp claws. (Flashback: I saw

“I was in the zone. I didn’t think about

on a Facebook forum that an eagle

anything else but the elements and

attacked a guy, and it wasn’t pretty.) In

me. The conditions were pretty strong,

desperation, I screamed at him, ‘Hey

leaving me with no time to pull out

boy… What are you gonna do with

my camera and snap pictures of the

those legs?’ He got scared, fluffed his

amazing aerial scenery I experienced.

wings, and went back to his ladybird.

I understand it’s not Brazil, where they

I guess I was invading his territory. It

fly 500km. But knowing how difficult

USHPA PILOT MAGAZINE

massage. Also, don’t cuddle with the

national pilots with friendly, smil-

his students and seasoned pilots alike,

thermals. Grab hold of them, gently

ing faces, each with a hard-earned

and loves helping people succeed. The

but firmly. Ride them to the top, then

nickname lovingly bestowed upon

wi-fi is minimal— just enough to allow

go! Finally, be cautiously cocky. Only

them by Jarotron himself. You’ll see

for well-coordinated retrieves—let-

then can you turn the impossibili-

a distant cloud of dust grow larger as

ting you disconnect from the world

ties into possibilities.” In other words,

it approaches, announcing the Black

and live in the moment, truly enjoying

active piloting and knowing when to

Pearl’s arrival and marking the start

the people around you and the life-

make transitions is key. And patience

of the day. The quiet peacefulness

changing experiences you’re guaran-

is obviously a virtue in this game of

of the farmland is quickly replaced

teed to have. One thing you definitely

chess with Mother Nature.

with shouts of “Woop, woop!” and the

won’t find here is potatoes—flying

rumbling of the Yellow Hummingbird

potatoes, that is. In this magical place,

winch.

the paragliding and camaraderie are

Yet, when asked how he accomplished the first-ever 200-mile free flight east of the Mississippi River, Jaro

I can speak from experience that it’s

the only things sweeter than the crops

humbly says, “I got lucky. And then…

an incredible flying site to hone your

that line the roads and extend to the

even more lucky.” Perfectly fitting for a

thermaling and distance-flying skills.

horizon. Whether you’re chasing a

man whose favorite paragliders have

Patchwork quilts of crops dissected by

200-mile flight of your own or just

the luckiest number of them all, 777.

lesser-traveled roads offer unlimited

chasing a new adventure, the corn is whispering your name…

Less than two weeks later, he followed

landing options. The lack of moun-

up this flight with a 149-miler from

tainous terrain provides an endless

Illinois to Wisconsin, proving that luck

playground in the sky, allowing you to

only plays a small part in his success.

test your limits and achieve personal

So, what can you expect on a trip to the Corn Alps of Cullom? You’ll be greeted by a welcoming group of inter-

More at www.ChicagoParagliding.com Register at www.AirTribune.com

bests. Jaro thrives on sharing his knowledge and passion for free flight with

BELOW Corn

Alps XC 2017 Competition | photo from Andria Lea.

USHPA PILOT MAGAZINE

Big Day for the Yanks New England Pilots Fly the Wasatch by CALEF LETORNEY

une 11, 2018, two New England

have an amazing soaring session the

ability to “interact” with the terrain.

pilots had a memorable day

next morning at the south side of the

And interact I did. Sliding around the

Point of the Mountain, making it well

gravel ridgetop wearing a huge smile,

Mountains. It occurred when I traveled

worth the ribbing I got from those who

I did as many touch-and-go flights as

from my native Vermont to Utah for

noticed my absence. But this is a story

possible. Must have been over 150.

a wedding on the edge of the Capitol

about just one day of flying. On the

of flying in Utah’s Wasatch

moment you fly them and that was

Reef National Park. If you’re reading

last day of our trip, when faced with a

this, you understand that flying in and

marginal forecast, we made big plans

the case for the new 25m BGD Punk I

out of Salt Lake City obligates taking a

and executed them perfectly. It was a

had picked up in SLC a few days earlier.

paraglider. Since this fever is conta-

big day for the Yanks!

Feeling confident, I invented several

gious, my friend Ryan Dunn decided to join me. It was a short trip. We arrived on

The day started at 4:45a.m. Like a child on Christmas morning, I’d awak-

games for myself: The Yo-yo: launch hard, fly up a few feet, get really deep

ened before my alarm. We were in po-

in the brakes to drift backwards, accel-

sition at the south side of the Point of

erate, swoop, touch the ground, climb

and flew every day, thanks to my

the Mountain just before the sun came

out and repeat.

shameless ducking of the Friday wed-

up, enabling my 3+ hour rendition of

The Hovercraft: fly in one spot while

ding dinner to fly a new site, The V.

kid-in-the-candy-shop. There’s ridge

trying to remain 12” off the dirt, which

This skullduggery also allowed us to

soaring in Vermont, but none with the

is remarkably challenging.

Thursday and returned on Tuesday

Some wings just feel like home the

USHPA PILOT MAGAZINE

LEFT The author looking back at the route.

wanted to do it for years.” Goal had been declared and shuttle was set. Over breakfast burritos we joked

The Dolphin: get 15’ up, slow down

about this lofty goal. Ryan’s brief syn-

the glider, dive at the ground to kick

opsis of the weather forecast included

the grass, use the energy to climb back

high-pressure thermals at 600fpm,

up and repeat.

with wind less than 10mph NW down

The Dirt Squirrel: Torpedo to belly slide on a piece of carpet, stop and

low, and stronger above 10,000’. It but certainly flyable, and this was

candy shop.

probably for the best, since we were not acclimated to altitude and did not

transitioned to windier, more thermic

have oxygen systems. It was our last

conditions. The crowd thinned and

day and we had yet to do any midday

mini-wings started to soar. I down-

flying, so despite the marginal fore-

sized to a 20m Gradient Freestyle

cast, we would give it a try. I’ll sheep-

3, which is a good bit faster than the

ishly admit I didn’t actually look at the

25m Punk. The last 45 minutes were

weather myself, relying completely on

spent seeing how low I could soar

Ryan’s forecasting. Fail. Always check

without sinking out. Several times I

the weather yourself.

had to sidehill land and kite back up

We drove to launch where we met

to relaunch in the lift band. The little

Ryan’s local friend, Pastor Dan the

20m Freestyle 3 is fantastically fun,

Soaring Man. As the nickname (I made

but there’s no escaping the fact that I

it up before even meeting him) would

downsized, because the air was get-

imply, he was excited to join our XC

ting stronger and more turbulent than

mission. On launch I was immediately

I liked.

apprehensive of the 5-12mph Wasatch

The candy shop had closed for the morning, and I packed up while watching the handful of diehard (foolhardy?)

hair dryer. But it was coming straight in and did not feel gusty or sharp. Spring had not been kind to us in

full-sized gliders still in the air. Their

New England, and standing on launch,

unchecked pitch movements outed

I remembered I had not enjoyed a pro-

them as rookies. Were they uncom-

ductive thermal flight since…? It must

fortable? Probably not. Perhaps they

have been Mexico, six months earlier.

should have been. I smiled recalling

Tsk tsk. Did I really want to launch at

that a dozen years earlier I had done

2p.m. in the Wasatch, on new gear, at

that exact same thing at this site and

a site I had only flown once before?

enjoyed every minute of it. Funny how

Ryan had none of those hang-ups,

the longer I fly, the easier I spook.

though, and started setting up his gear.

Loading gear back into our respec-

are made to be

BROKEN.

would not be a classic high SLC day,

kite, then fly away. Like I said, kid in a As the sun got higher, the Point

RECORDS

Following the classic “looks good, you

tive vehicles, Ryan told me to meet

go first” protocol, I prepared directly

him at the North Side of the Point,

behind him. Ryan launched into what

as he intended to leave his truck

appeared to be smooth lift. FOMO (fear

there. He had a plan: We were going

of missing out) quickly bested trepida-

to drive up to Bountiful and launch

tion and I was airborne 30 seconds

off The V. Then we would make the

later.

30-mile cross-country flight back to

Ryan quickly began making tight

the Point. I laughed at this bold plan

360s. I seemed to have missed the best

and expressed doubt. Ryan smiled and

of it. Or maybe I was just being more

said, “It’s a classic local SLC route. I’ve

conservative. Whatever the cause, I

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!

USHPA PILOT MAGAZINE

small, strong bubbles that wanted to spit me out. It was tricky and technical climbing, but we were gaining altitude. Thanks to a favorable lapse rate, the thermals just got better. Dan got in the air just as my trusty Flymaster LIVE lit up with a siren, informing me I was fast approaching controlled airspace. Having worked so hard to get up and not knowing if my new friend Dan would be so lucky, I figured I’d better get moving. This was an easy decision, as the bailout LZs looked better to the South. Still avoiding airspace, I flew through lift on much of the glide to a nice ramp-shaped mountain pointed into the wind. This known thermal TOP Calef

Soaring, photo Ryan Dunn

trigger was the only feature we had discussed on our “route planning.”

fumbled with figure-eights against the

productive thermal, I familiarized

Ryan and I arrived high and drifted

terrain as Ryan specked out. I was still

myself with the new equipment. The

overtop, circling in broken lift.

digging myself out from below launch

Punk let me know when she needed

From there I could see that our next

when Ryan came across the radio, “It’s

more or less reins, so I was able to

move was to cut across a five-mile-

great all the way to 9500.’ I’ll wait for

keep the colorful bag-wing overhead

wide swath of ridges and canyons

you guys to get up so we can head out

and inflated with minimal effort. She

that defined the northern end of

together.” He was over 3000’ above me.

spoke in a different dialect than my

Salt Lake City. I hoped to glide right

Far too busy to reply, I silently thanked

familiar friend, the Advance Sigma 10,

over that mess of terrain, but was I

his patience and optimism.

but the Punk and I quickly clarified

high enough? When I encountered

the nuances of our communication.

widespread sink, the answer became

out while Pastor Dan sorted out some

Eager to do the work, her responsive

clear, so I did an about-face and

gear challenges on launch. In that first

handling enabled me to hook onto the

stuffed the speed bar, racing back to

Ten minutes later, I found my ride

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task, but manageable when broken down into many small decisions. The key is to always keep a suitable “out.” Easier said than done on the edge of congested Salt Lake City. At times the bailout options were not much better than a grassy sidehill-landing, with a garnish of power-line dodging. But I’ll bet if you pay them $2, the rattlesnakes would pack your glider. Good reason to stay high and keep moving towards the one good LZ I knew of, the north side of the Point of the Mountain. As we headed south, the mountains got even more impressive. I’ve flown in the Rockies, Alps and the Andes, but I must have gone to the wrong sites, because they had nothing on the draCLOCKWISE FROM TOP LEFT The Dirt

Squirrel. The author’s wingtip, dawn patrol. Calef ground handling | photo by Ryan Dunn. Fly-thru breakfast, the author snags a spoonful of yogurt from a friend during the a.m. soaring session.

matic and rugged Wasatch Mountains that border this metropolis. The impressive terrain afforded plenty of big sunny faces propped into the wind. These bridges worked reliably, giving

the windward face. Ryan followed.

butterfly, content to blow downwind,

This afforded Dan the opportunity to

circling in everything that goes up.

catch up with us. Together, the three of us worked two or three thermal

By the time the lift completely dis-

up more broken, scrappy thermals. Ryan and I got separated when I engaged butterfly mode, which resulted

sipated, we were in a great position

in my turning in drifting lift, while he

bubbles before I found one I thought

to punch into the main valley. The

raced ahead only to get pounded in

was worth going over the back with.

Butterfly Method had worked like a

sink. He worked to dig himself out, as

Ryan followed, but Dan flew out front

charm. Now we were truly running

I bobbed along high, easily skipping

and gunning, without a plan. That

across the next few valleys. Everything

downwind, circling in light lift above a

appealed to me, like in kayaking,

was lovely, until I butterflied my

mess of dramatic ridges and valleys, I

challenging new whitewater without

way into the tractor beam of the big

cogitated on my homegrown philoso-

scouting. Both practices seem over-

valley where I-80 goes up to Park City.

phy, The Way of the Butterfly. Be the

whelming when considering the entire

Approaching 11,000’ (the highest I got

looking for another thermal. Drifting

USHPA PILOT MAGAZINE

big valley crossing. Again, I was impressed with how lovely the Punk flies on bar. Approaching the Point of the Mountain, I was greeted by the strongest and most copious lift of the entire flight. It was too rowdy to want to stay just to play, plus I had to urinate badly. So I ignored my own advice to stay up as long as there are thermals, to avoid forcing yourself into a hot, dangerous LZ and spiraled down in front of what felt like 100 pilots waiting for the condiTOP The

track logs.

tions to calm down before launching. Not used to performing for an audi-

for the day), things got turbulent (wind

knew the name of that giant hunk of

ence, I was conscious of the many eyes

shear), and I found myself drifting NE.

rock I had stared at it longingly from

on me. It was windy and moderately

Huh? Southwest winds?

the ground, while visiting a friend the

turbulent. Style be damned! I got out

That wasn’t in the forecast that I

day before. Landing options were slim,

of my harness 100’ up, ready for the

had… um… not looked at. Fail. I aban-

but I had plenty of height and was con-

worst if I needed a PLF. That wasn’t

doned my thermal and focused on es-

fident that the prominent mountain

necessary, so I executed an uneventful

caping the draw of the valley. Tacking

jutting into the wind would work. Well

landing as close to the bathrooms as

across the windy gap, I did breathing

before I got to Olympus I found rela-

possible.

exercises discussed on Cloudbase

tively smooth, widespread lift. Circling,

Mayhem. Four-second breath in,

I tried to pick out my friend’s house.

four-second breath out, for four times.

flight; conditions had not been particularly great. We did not get any

Embarrassingly, I had to restart

that darned windshear. The thermals

moonshot (super-high thermals) or

several times, when I got distracted

got rowdy as the wind shifted to the

long, carefree glides. Heck, we typical-

by keeping the bag inflated. Turns out

SW, drifting me the wrong way again.

ly have more ground clearance in New

confronting wind and turbulence, as

Drat! But I just waited there, as Ryan

England XC. But the terrain was spec-

you’re fighting to avoid getting sucked

had also reached Olympus and quickly

tacular! And there’s something satisfy-

into the mountains, is a great time to

boosted up to my altitude. He was

ing about making it work against the

work on mindfulness and relaxation.

back in the game. Well done, Ryan! We

odds in marginal conditions. My next

I still had a long ways to go and could

moved on.

task was to find Ryan. I dug out my phone and read his text: “I landed less

not afford to stress out while staring at

With the sun lower in the horizon,

my vario, which occasionally indicated

a sense of urgency set in. We worked

than a mile short. Here’s the pin. Come

a dismal 2:1 glide ratio. But, eventu-

as a team, with the top pilot leaving

get me when you can.” Bummer. He’d

ally, persistence and patience were

the thermal first to find the next one,

pulled off an incredible flight, but just

rewarded, and I got across the valley

enabling us to move more quickly. We

came up short on the final move. I

with plenty of height, allowing me to

continued to fly over incredibly im-

packed up and then jumped in the car

latch onto the next windward face.

pressive terrain that I didn’t have the

he’d had the foresight to leave for us.

As I tanked up again, Ryan came

guts to photograph, as I was too busy

Well done, Ryan!

across the radio to announce he was also crossing I-80, lower, out front. I

keeping the bag-wing inflated. After crossing Big Cottonwood

It felt like ages since we had grubbed on breakfast burritos and joked of trifecta: South Side, The V to

was excited to hear he was still in

and Little Cottonwood Canyons, we

the game, after his tour of the fine

reached the last big mountain on our

the North Side, and finally a North-

homes in the Salt Lake City foothills.

journey, later identified as Lone Peak.

side glassoff. The laughable fantasy

But surely he could not survive a low

Concerned about the final big valley

was now easily within grasp… but I

crossing, could he? I worked a few

crossing, I took my time and tanked up

was utterly exhausted, dehydrated

bubbles of lift before making the deci-

altitude. When I was confident I had

(I had not flown with a Camelback),

goal on glide, I turned and made the

hungry (for food), and not excited to

sion to glide at Mt. Olympus. I actually

Over Mt. Olympus I banged into

Goal! We had not enjoyed an easy

USHPA PILOT MAGAZINE

get back into the rowdy air I had just

back to the Point. He had completed

swers: Which of my decisions were

spiraled out of. I just wanted to relax

the journey. Count that as a win. And

good and which were poor decisions

for a bit before driving to retrieve my

good timing, too, as our drive wasn’t

that resulted in nothing bad? What

rental car 30 miles north in Bountiful.

getting any shorter while we were

were my areas for improvement? I’d

Eight hours of airtime was plenty for

enjoying the sunset in the sky. So

bent many rules: I had launched with

one day.

we landed and celebrated with a big

new gear at a new site in the middle

high-five, before doing vehicle retrieve

of the day. I did not check the weather,

hokey-pokey.

relying on a friend’s forecast. I had

As I watched the aerial circus, I felt like a country bumpkin who had just arrived in the big city. So much

At 11:30p.m. I had my hardest land-

paraglider traffic! In no condition to

ing of the day, belly flopping into bed.

throw elbows in traffic, I was content

We had racked up around eight hours

not scouted the route. And this was all sprinkled on a bed of rusty skills. But it all ended great. Did the ends

just watching… But the Point of the

and 45 minutes of flight time, a full

justify the means? The stench of

Mountain has a certain magic to it.

day’s work. Not bad on six hours of

hubris snapped reality into focus:

Quickly the air got noticeably smooth-

sleep. No single flight was my longest,

We’d been opportunistic. We’d robbed

er. The crowd thinned out as more and

highest or farthest, but combined,

the bank and gotten lucky. Our suc-

more pilots “benched up” to the upper

these flights totalled the most hours I

cess should not embolden us to take

slope.

had flown in one day. I’ve never flown

those risks again, as repeat success

It wasn’t long before my lust for

comps and don’t normally “declare

was anything but guaranteed. No

flight returned, and I was in the air.

goal,” so it was definitely my longest

doubt many things could have been

“Just a quickie,” I told myself as I easily benched up and proceeded to chase

flight to a declared goal. Perhaps most impressive, we had

better executed, but I could not tell you what. I don’t know what I don’t

my friends around with my brakes

pulled off a super-fun XC flight in the

know. What I do know is we had a

in one hand and a selfie stick in the

Wasatch, when apparently nobody

memorable day; it was a big day for

other. After about 40 minutes, Ryan

else had flown XC that day. Wait—is

the Yanks!

announced on the radio that he had

that impressive, or foolhardy? I was

flown back to where he landed, then

left with more questions than an-

Thanks, Utah! We can’t wait to come back.

USHPA PILOT MAGAZINE

USHPA PILOT MAGAZINE NOVEMBER 2018

USHPA PILOT MAGAZINE

Marcos Rosenkjer soaring in Colorado near Denver | photo by TY GUNNLAUGSSON USHPA PILOT MAGAZINE

Flywheels How Joe Stone Got Back Up In the Air and Helps Others Do It, Too by ANNETTE O'NEIL 36

USHPA PILOT MAGAZINE

All Joe Stone ever wanted was to get some air.

he fact that he’s on wheels now while reaching for

“As it turned out, skydiving isn’t really accessible here,”

more and better hang time is almost poetic, con-

he continues. “But one day, as I was hiking on one of the

sidering that he started out on wheels as a skater.

mountains in town, I saw some guys hang gliding and

When Joe was in his early 20s, his skating lifestyle was

paragliding. When I watched them launch, I became im-

starting to wear thin. He was getting restless and starting

mediately opened up to the world of free flight.

to look elsewhere for fulfillment. “I was searching for something new in my life,” Joe explains. “I was getting a little too old for the skating scene and wasn’t progressing in the professional world anymore. That was always my goal, but I never quite made it.” As a professional thrill-seeker, it is perhaps not sur-

“And, when I saw speedflying, the search was over,” he grins. “That was the ultimate. It had my name written all over it.” Mad with curiosity, Joe started looking for like-minded pilots in his decidedly un-metropolitan area. He heard of a speedflying pilot out in Bozeman and reached out immedi-

prising that Joe’s search for a new sport started at BASE

ately. Joe linked up with his new buddy to learn the basics

jumping. Fixed on that goal, the young athlete earned his

of launching a wing, and immediately started flying the

skydiving license and set about racking up the jump num-

mountains around his home base of Missoula, a couple of

bers he needed to head to the legendary Perrine Bridge in

hours west.

Idaho for a BASE first-jump course. Then he discovered Montana. “I had begun my search for a place to live in the

“I’d seen a bunch of videos of guys talking about their early days in flying,” he remembers. “They always said the same thing, really: that they managed to survive the first

mountains,” Joe explains, “when my boss told me about

couple of years after making mistakes, after which they

Missoula. I looked into to the area, and since it seemed to

slowed down and recognized the danger of the sport. I was,

have everything I needed to play outside, I moved there

like, ‘That’s going to be me, 5 to 10 years from now,’” he

from Minneapolis.”

adds, wryly. “‘I’m going to be talking about how I can’t be-

LEFT Into the air. Joe with his neoprene pod | photo by Rath D Vanh. ABOVE Kiting

Christo Johnson | photo by Harrison Ruffin.

at Torrey Pines with the help of

USHPA PILOT MAGAZINE

lieve how I survived the first few years of speedflying.’ In my head, that was how you had to do it. You have to go out, push your fears, and scare yourself as much as possible. That’s what’s going to make you a good speedflyer. Then you get to talk about how you found your wisdom.” Joe’s mountainous corner of Montana provided ample playgrounds for Joe’s new habit. “I had so much access all around me and was able to go flying as often as I wanted,” Joe muses. “I had so much freedom. Really exciting opportunities started presenting themselves left and right. It consumed me really quickly. I was all-in.” These opportunities were not, to be sure, social ones. In 2010 in Montana, there weren’t very many other pilots with Joe’s predilection for tiny, zippy wings. As a result, he did most of his flying by himself. There was, of course, the one other athlete speedflying in the area, but if he wasn’t available to go flying, Joe would confidently venture out on

ABOVE Two days after Joe crashed.

his own. Self-taught and unmentored, Joe would workshop barrel rolls at low altitude, over the land. When he kept pulling it off, he went harder. “I made a really common mistake,” he states. “I was 25

ficulty doing gnarly sequences. You might break an ankle,

years old and filled with ego. I really thought I could prog-

but you wouldn’t be attempting a life-threatening feat. But

ress super-fast. I was determined to be good tomorrow, not

in air sports, the story is different. When you walk off a

really enjoying the journey of learning how to fly.”

mountain, you’re in a position to kill yourself. You could

As us-and-them as it is today between the little-wing and big-wing disciplines, it was much more so in those good-old-bad-old days at the dawn of speedflying, and Joe took a lot of pleasure in being on the fringe. “There were guys that had been paragliding for years and years in Missoula,” he says, “but when I showed up with a speedwing, they had never seen one. That played to my ego. I was thinking, ‘I’m into this new sport and all of these paragliders don’t know anything about speedflying. What are they going to teach me?’ “I also didn’t know anything about the launch sites under

be on your very first flight, start yanking on lines and experience lights out.” Joe freely admits that when he got into speedflying, he didn’t know how to separate the two styles. Every flight had to be just a little bit more than the flight before it. On August 13, 2010, Joe was doing exactly that: pushing for a little bit more. “I was teaching myself barrel rolls,” he begins, “and I obviously made some mistakes. However, I don’t really remember any of it. Apparently I collapsed half my wing, which sent me spiraling down through line twists, and

USHPA,” he adds. “I didn’t realize there was so much his-

I crashed into the side of Mount Jumbo here in Missoula,

tory behind the launch sites and the risk of their being

going pretty fast.”

taken away. It seemed like a bunch of rules I didn’t have to

Joe remembers nothing of that flight. His memory stops

listen to. I figured I could just go out and do my own thing

at eight that morning, and that last fateful flight was at

with my wing and be as radical as I wanted to be. Long

about eight in the evening. He had a whole work day and

story short, I was a punk.”

three other flights prior to the crash. He woke up about a

A skater punk, to be specific. “The skating side of me was an integral part of my

month later. As it turns out, the other speedwing pilot in town was

speedflying lifestyle,” he continues, “and the two sports

an ER nurse. One of Joe’s very early memories of waking

don’t really mix well. In skating, you are trying to progress

up was the other pilot coming in to his hospital room early

every day, but it seemed as if skaters always expected to

in the morning. Joe was on a ventilator, so he couldn’t talk,

leave their flight a little injured. In other words, if you

but Joe gestured to him. What happened?

weren’t walking with a limp in your step, you weren’t pushing it that day.

“It’s true that skating requires you to progress before you can try new things. If you’re a skater, you might have dif-

USHPA PILOT MAGAZINE

“He told me it was speedflying,” Joe says. “As soon as he said that, I knew exactly what I was doing: what line I was

ABOVE Joe nailing a reverse launch at Horeshoe Bend Flight Park, assisted by Scott Edwards | photo by Zac Bunzey.

flying, where I was and the mistakes I made that I got me to where I ended up.” The next step was into the unknown. Waking up from

film called Murderball. It’s about quadriplegic rugby. “It completely changed my whole perspective on what the life of a quadriplegic and wheelchair user could look

the coma was a terrifying experience. The guilt was crush-

like,” Joe enthuses. “It shined a bright light on the situation,

ing. So was the fear. The month he’d lost yawned “like a

and told me that different alternatives exist. I suddenly

black hole” behind him. Detox from the painkillers had Joe

realized that happiness is achievable, and that the main

hallucinating, day and night.

goal was to work as hard as I could to see what I could

As he slowly started to grasp the extent of his injuries,

figure out.”

Joe admits that things got “really dark.” He had eight

Joe’s original goal was to become independent within

broken vertebrae throughout his neck and back, four

one year. He wanted to be able to get up out of bed, take a

broken ribs and a lacerated liver. He’d badly bruised both

shower, get dressed and get ready for the day. That was it.

lungs, which led to one being collapsed; for about the first

Joe’s doctors informed him that he was being a little too

week his body could only absorb about half the oxygen it

ambitious for his situation; that it takes most people with

needed. The impact had battered his heart so badly that it

similar injuries between two to four years to get to that

stopped twice while he was in his medically-induced coma.

point.

“The hardest part to swallow,” he says, “was being told I

“In the end, with the support of Amy, my family and my

had spinal-cord damage at the C7 level. The diagnosis was

friends,” he smiles, “I actually hit that goal seven months

that I was now an incomplete C7 quadriplegic*.

after my accident.”

“If you had asked me back then where I would be today,” he winces, “I would have told you I’d be 100% dependent on other people for everything I did. I was 25 years old,

Not long after, Joe could not only dress himself: he could cook a meal. Time for a new goal—and to take it outside. When Joe had about five months left before the one-year

and I honestly thought the rest of my life was going to be

mark, he set a goal to hand cycle The Going-to-the-Sun

spent in a nursing home. In the beginning, it seemed as if

Road in Glacier National Park. It’s 50 miles long. It climbs

there was no point in even trying.”

over Logan Pass, which is a 12-mile climb. It’s a challenge

As time went by, Joe started working through rehab and got stronger. He credits the team of family and friends around him for his emergence from the depressive pit he

for anybody. For a new incomplete C7 quadriplegic, it’s a downright preposterous undertaking. Joe got himself a hand cycle and trained for three

faced at the outset: especially his partner at the time, Amy,

months. One day before the one-year anniversary of his

who took care of him around the clock when he was help-

accident, he completed the ride. The climb up the pass

less.

itself—just to get to the 12-mile climb—took eight and a

About three months after the accident, Joe watched a

half hours. The whole road itself took about 14.

USHPA PILOT MAGAZINE

LEFT Joe hooks his first big climb at Marshall. RIGHT Joe getting a classic glass-off flight at North Side, Point of the Mountain.

“To this day, I can’t believe I did it,” he laughs.

a while, unsure. But, with his friend Jeff Shapiro’s encour-

“When I finished, my mind was totally open to living in

agement, Joe finally reached back to Chris.

my situation,” he says. “I realized if I could do that within one year, that if I just kept working, I could do whatever I wanted. It might look different, and I might need some

When Joe set out to meet Chris and embrace his Project

help from friends, and it might cost more. But my injuries

Airtime destiny, it was the first time he’d left his house

didn’t mean I couldn’t get out there and live an adventur-

alone since the accident. He was traveling somewhere far

ous lifestyle.”

away as a C7 quadriplegic with nobody he knew there to

From that day forward, Joe was on a path to discover

meet him on the other end. He didn’t know Chris, his team

new techniques, or, rather, to rediscover a lot of the things

or that community. And, lest we forget, he wasn’t even a

he had done before and find a new way to do them. He

P2.

tried whitewater rafting, quad rugby, cross-country skiing,

Predictably, the process started slowly. That first

off-road hand cycling, road hand cycling, triathlons. He

getting-to-know-you day, Joe did a couple of tandem flights

was trying to find something that was going to grab him

with Chris, who wanted to see what kind of knowledge the

like skating and speedflying had. It eluded him. He was

new pilot was coming in with. They did a couple hours of

still looking up in the mountains, dreaming about being

kiting. Then Chris launched them as a tandem, gave Joe

up there. About flying. About this time, Chris Santacroce sent Joe a brief message over the Facebook transom. I see what you’re doing, it said. I dig it; it is awesome. I just want to let you know we are here if you want the support to get back up in the air. That was the first time Joe heard of Project Airtime. Today, it’s the center of his life. At the time—2013—Project Airtime was pretty much

the toggles and had him fly them around, and Joe demonstrated a good flare, despite the fact that he doesn’t have any grip in his left hand. Joe woke up the following morning with a single, ardent wish: to fly solo. “More than anything, I needed to have that solo flight to know that this was something that was actually possible for me to pursue,” he remembers. “So I showed up at the

unheard of. Some wheelchair users had done tandem

South Side that morning and told Chris. He supported my

flights with Chris, but nobody had come there with the

desire.”

goal of learning paragliding, getting the ratings and taking it home. Joe, if he decided to, would be the first. The questions were big questions. How do you train a wheelchair-user to fly? Chris had never done it. Some

Chris helped Joe get himself set up in the chair. They got the wing kited. Before Joe knew it, the Project Airtime team had pushed him off into the air. “When all the chaos on the ground was left behind me,”

people in Europe had done it, but they hadn’t gotten very

Joe muses, “what hit me was how normal I felt in that situ-

far, and there wasn’t much info out there. Joe wasn’t sure

ation. I had a lot to learn, but I understood the mechanics.

what to expect—or if he even wanted to be a guinea pig.

I looked around me and saw that the other 20 or so pilots

He’d been through a lot already.

in the air were doing the same thing I was doing—yank-

It took a while for Joe to grasp the idea. He sat with it for

“That week changed the course of the rest of my life,” Joe insists.

USHPA PILOT MAGAZINE

ing on strings with the arms, doing some weight shifting.

ABOVE Every wheelchair user flew on this magical day at the Point of the Mountain thanks to Project Airtime.

None of the other pilots have a disability, yet we were all

chair to get me off the ground in a safe way? Those are

doing the same activity together, flowing together. There

the same things we have had to dive into documenting so

was no difference between us until we got back on the

everybody doesn’t have to keep reinventing the wheel.

ground. “Up until that point—four years into it—my whole life

“I consider everything I do at this point as representing Project Airtime,” he continues. “Everywhere I go, at every

had been about living with a disability,” he adds, “but

new site I fly, I identify myself as a Project Airtime pilot.

in that moment that preoccupation was thrown out the

I try to spread the word to as many people as possible.

window. I was just out there with buddies, having a good

Hopefully, over time, we will see more pilots with disabili-

time. That normalcy was the most remarkable part of the

ties getting into the air.”

whole thing. It put me back on the old path, but from a new perspective.” Joe didn’t just come home with the confidence that

Just last week, in fact, Joe did his first cross-country flight. It was only about seven and a half miles, but it was a landmark for all kinds of reasons—not the least of which,

flying was going to be part of his life again. He came home

because it was a return to Ground Zero. To do it, Joe first

with a sense of independence he hadn’t experienced since

launched from his local Missoula mountain with buddy

before his injury. He had traveled two states away and

Casey Bedell, then followed his buddy’s lead over Mount

taken care of himself for a week. This time, it had been in

Jumbo—right over the crash site. That was the first time

a hotel; next time, he was determined to make the pilgrim-

Joe saw where he took the last running steps he would

age in the back of his Subaru. And soon.

ever take. Almost eight years later, he was back—alive—in

“By now, I’ve seen a handful of other guys go through the Project Airtime program and learn how to fly,” Joe says.

a new form, but on the same mountain, loving life as much as ever.

“I’m honored to have been able to be a part of that, giving

“All of the work came together on that flight,” Joe smiles.

tips on things that work or don’t work for me as a wheel-

“The whole process felt really smooth, because I knew my

chair user.” These days, Joe and a buddy in Bozeman—Neal Baggett,

skills were at a point where it was a smart move to progress. I approached everything differently this round. I had

also a chair user who earned his P3 through Project

taken my time and done my research. I had worked with

Airtime, just a year after Joe—fly together. Since they’ve

great mentors with more experience than I. And there I

known each other, they’ve had a flurry of flying adven-

was.

tures, furthering their skills at new sites and expanding the scope of possibility. “The experience of a new launch for an able-bodied

“I still get scared,” he adds. “There are moments of a lot of intensity. But I’m in the middle of a thermal. I’m back in the game and flying and seeing how far I can go.”

person is challenging enough,” Joe notes. “For a wheelchair user, it’s so much more so: At a new site without a team around us, if we want to launch, we often have to teach a stranger how to get us off the ground. How do I do that? How do I teach somebody who has never been around the

*Quadriplegia is defined as “impairment in all four limbs.” Most people cling to the misconception that the word only refers to a subject paralyzed from the neck down.

“I looked around me and saw that the other 20 or so pilots in the air were doing the same thing I was doing—yanking on strings with the arms, doing some weight shifting. None of the other pilots have a disability, yet we were all doing the same activity together, flowing together. There was no difference between us until we got back on the ground.”

USHPA PILOT MAGAZINE

Q: What could possibly be more fun than a paragliding vacation to a part of the world youâ&#x20AC;&#x2122;ve never visited but have often heard tales of epic and scenic flying? A: Taking that vacation with three of your favorite flying buddies!

Foreign Soaring With My Besties AGER, SPAIN by C.J. STURTEVANT with GEORGE STURTEVANT, PATRICIA HOPPER and CHRIS AMONSON

USHPA PILOT MAGAZINE

and some thermaling practice before

hen George and I signed up

to wait “until I really felt like flying”

for an August flying tour to

to take it back out. But a few week-

the afternoon turbulence.” Still, she

Ager, Spain, with Passion

ends turned into a month, with no

worried: “What if I brought my flying

rekindling of her previous passion for

blahs to Spain with me? What if I

Paragliding, of course we shared

our excitement about the upcoming

flying. “This was my first time taking a

wanted to fly but couldn’t because the

trip with our flying friends. And, of

conscious break since I started flying

conditions weren’t gentle enough for

course, they all offered the expected

in 2008,” she recalls, and with some

my current competence?” As it turned

response: “Cool! I’d love to take a trip

consternation she realized that she

out, none of her fears materialized,

like that! Can’t wait to hear all about it

was seriously considering leaving her

and she was pleasantly surprised to

when you get back.”

wing behind and spending her time

realize that she could take a break

in Spain hiking rather than flying.

from paragliding and “come back to

But, it turned out, Chris and Patricia didn’t want to just hear about it

Luckily, shortly before the August de-

it feeling like a stronger and more

later—they wanted to experience

parture date, on a perfect day at one of

confident pilot.”

it first-hand, and quickly snagged

her favorite sites, she had “two flights

the last two open spots for that tour.

and felt proud of launches and land-

George, with dozens of paravacation flights in his logbook, says

Brilliant!—Team USA joining forces

ings that felt spot-on. Immediately, my

he never knows what to expect on

with seven Brits and one Aussie for a

expectations for the Spain trip shifted,”

our travels, and what he does expect

week of Ager air.

she recalls. “I stopped researching

usually turns out to be different from

hiking trails and began dreaming of

the reality, so, he quips, “I’ve learned

When I told editor Nick that I was going to be away for a couple weeks

gentle morning and evening flights

to have minimal expectations.” One

in August, “Where to this time?” he

in Ager. I hoped that by the end of my

expectation that he did take seriously

asked. “Ager,” I replied, and was met

week there, I would feel comfortable

for this trip: “It’s gonna be hot!” It was,

with a few seconds of silence, followed

enough to launch into the day’s first

but thankfully not on launch, and

by, “Isn’t Ager air a bit spicy for your

thermals to get a few longer flights

there was plenty of cool shade around

tastes?” But I’d done my research with the Passion Paragliding guys, who’d assured me that mid-day spicy would be available if that’s what I wanted, but typically pilots opted for gentler conditions in the morning, and beautiful “restitution” (that’s Brit-speak for glass-off) flights in the evening. Which made this tour a perfect fit for us four Americans, whose tastes range from mellow take-off and landing conditions with a few friendly thermals along the way (Patricia) to full-on spicy over-the-back XC flights (Chris). George and I fall somewhere along the continuum between those two extremes.

Anticipations and anxieties All four of us came at this vacation from widely disparate starting points. Patricia, a P3, had found last winter’s cold/wet/windy conditions off-putting, to the point where she’d laid her paraglider aside for a while, wanting

ABOVE Chris,

Patricia and George on launch | photo by C.J. Sturtevant. coveted view from high above the west end of the cliffs | photo by Chris Amonson. OPPOSITE The

USHPA PILOT MAGAZINE

our bungalows, with a big grassy area

he had concerns about strong mid-

launch. Yay! On the last day, I had a

for packing up gear, or picnicking, or

day conditions on launch and rough,

nice 50-minute flight, getting just far

just hanging out. And at night we slept

thermic conditions in the LZ being

enough down the ridge to finally get a

with the bungalow’s windows open

beyond the comfort or skill level of

good view of the fantastic long, rocky

and two warm blankets layered over

some of the rest of us. “Fortunately,”

ridge east of launch. AND I got to look

us.

he says, “mornings and evenings were

down on C.J. working for quite a while

As for me, even having flown 300+

gentle enough for most pilots, and the

below me on the ridge (until she found

different sites around the globe, I still

mid-day flights were sufficiently chal-

just the right thermal and frisbee’ed

get butterflies at every new one. And

lenging to keep the intermediates in

perfectly up to the ridge above me).”

my tolerance for big-air turbulence

the group interested.” And yes, flying

is diminishing as I slide deeper into

and hanging out together contributed

my 70s. Even so, I’m always hopeful

significantly to the week’s fun factor.

there’ll be one of those perfect XC-for-

In their pre-trip correspondence,

George’s most satisfying flight was a morning “cheeky top-to-bottom” (that’s Brit-speak for a sledder), but instead he eked an hour out of barely-

weenies days, with gentle thermals,

our guides, Toby and Mike, told us

there ridge and thermal lift on the

lots of big fields along the route, and

to expect opportunities to fly every

lower ridge as others sledded below

mellow conditions for safely landing

day, and that we did, often more than

him to the pig-farm LZ, eventually

into one. But I, like Patricia, worry

once. All four of us were excited to be

enticing those of us waiting for “soar-

about too much wind for me to launch.

exploring a new part of the world: the

able” conditions to quit lollygagging

And if I do go XC and land out, will I

geology and geography, the food, the

on launch and get out there and fly.

be able to spot power or fence lines in

cultural experiences, and a paraglid-

an unfamiliar LZ? I made “expand my

ing site that’s world-renowned.

the same one Patricia cited, on our

goals for this trip, and figured I’d deal

Favorite flying experiences

ended up scratching low above the

with XC flying and landing concerns if

There was so much to love about

trees at the base of the high cliffs.

the need arose.

the flying in Ager! Patricia cites her

And I mean LOW—like there was no

first and last flights of the trip as her

way I was going to be able to make it

confident XC pilot in our little USA

favorites. “Passion Paragliding was

over the plateau between the upper

group, is also very much a people

great about getting the group up to

and lower cliffs and out to the valley.

person, and seems always cognizant

launch as many times as possible

Luckily there were several large open

of group dynamics. “I knew we would

during a day,” she points out. “That

fields on the plateau where I could

have a mixture of skills and bump

first day we went up particularly early

have landed, so it wasn’t dangerous or

tolerance on the tour, and I hoped

to make space for sled rides to shake

even particularly stressful, and thank-

wind tolerance on launch” one of my

Chris, the most experienced and

Oddly, my #1 favorite flight was last day, when I almost sank out, and

that everyone in the group would be

out any new-site jitters. With that first

fully neither Toby nor Mike radioed

easygoing and enjoy flying and hang-

flight, I knew it was going to be a good

concern that I should head out before I

ing out together,” he says. Like Nick,

week—no hesitation, no lead feet on

got too low to cross the plateau (it’d be

“The start and finish of the 97km Task 5 will probably become infamous in the annals of US paragliding racing history, if only for the carnage they caused to the final rankings.” 46

USHPA PILOT MAGAZINE

LEFT C.J. enjoying some scenic soaring. ABOVE The village of Ager; the campground LZ is the big field in the upper left of the photo, and our bungalows are just off the left edge of the photo. Photos by Chris Amonson.

hard for me to ignore a directive from our local experts…). So I scratched,

most memorable was from above the

to a road for a reasonable retrieve. I

“Golden Fields” to the west, where I ar-

managed to squeak along, though,

and scratched, and scratched, every

rived high and was able to look down

and finally got high enough to make

so often looking up to see Patricia

into the Mont-Rebei Gorge at the beau-

it back west and tag the Golden Fields

soaring the cliffs above me (you go,

tiful turquoise Noguera Ribagorçana

turnpoint—quite low this time—and

girlfriend!!), until finally I found a

river, surrounded by rugged white

land in the pig-farm LZ, which was

thermal that got me out of that hole

outcrops and deep green trees. The

always much friendlier mid-day than

and up above the high cliffs.

other task started us out going east

the LZ near our bungalows.

Close behind that favorite were

to the tiny town of Ametlla, where I

Chris was the XC rock star of the

both of the days the called “task”

was high enough to enjoy cool views

group; whether the day’s task goal was

kept our group in the valley, tagging

along the Noguera Pallaresa river

over the back of the cliffs, or a fish-

turnpoints between the east and west

valley to the south. Unfortunately, I hit

bowl tour of the valley, he consistently tagged all the turnpoints, often flying

ends of the rocky cliffs and out in the

“fierce and unrelenting sink,” as Toby

valley before landing in the huge LZ

described it, trying to return to the

well beyond them to see what else

near our bungalows. The views on

cliffs, and was stressing about find-

was out there. “Every flight was enjoy-

both of those days were spectacular;

ing a decent-size field close enough

able,” he recalls, “even the shorter

USHPA PILOT MAGAZINE

ABOVE The

view reserved for those who got high enough to go XC over the back | photo by Chris Amonson.

sled rides. The elevation difference

back and giving tips about the local

too fast, and felt we’d have benefited

between launch and LZ provided op-

thermal locations over the radio,”

from a longer trip. Patricia wished

portunities to relax and look around,

which helped the XC novices achieve

that she had walked into the quaint

even take pictures. I enjoyed that pace

some memorable flights. Whether you

village of Ager to take photos in the

of the tour. There were options to fly

landed in the valley or somewhere

evening light—“but I wasn’t willing to

three times on most days, and the

over the back, retrieve was quick,

skip the chance of an evening flight

close proximity of our bungalows to

thanks to the active tracking app the

to do it!” she laughs. I also wish that

the main LZ allowed ample recharge

drivers had on their phones. “When

I’d taken more opportunities to walk

time at the cabins.”

I landed out on an OTB task, my ride

around the village, but somehow

often arrived before I was fully packed

flying, or taking a nap between flights,

up!” Chris says.

always won top priority.

Mike. “They did an excellent job of

Disappointments

offs, but on several evenings the wind

mentoring us,” Chris recalls, “lead-

There weren’t many, although we all

never mellowed enough for us old but

ing out when we were flying over the

lamented that the week went by way

not-so-bold pilots to launch safely. He

We all appreciated the professionalism and the individual attention we each received from Toby and

USHPA PILOT MAGAZINE

George was hoping for more glass-

especially laments missing out on

high-velocity winds,” she says. “I real-

the last evening’s flight, when it was

ized that launching into only light

definitely too windy for us when we

winds is one of the factors that con-

arrived at launch, and the not-too-

tributed to my lack of currency this

distant clouds were overdeveloping

year. I want to get comfortable flying

all around the valley. Those with

in a wider range of conditions so that I

adequate high-wind-launch skills and

can fly more, feel safe flying, and keep

no fear of nearby towering CUs en-

having fun.” Also, she muses,” It would

joyed some awesome soaring against

have been far better to be current

a background of dramatic sky; by the

and confident going into the trip. That

time the wind mellowed, it was time

wasn’t in the cards for me this time

to head down for our farewell banquet

around, but next time I hope to spend

(which, thankfully, was sufficiently de-

a tour expanding on current skills

licious and fun to take the sting out of

instead of trying to regain old ones.”

missing that last flying opportunity). I’m still a bit bummed that I never

I had told Toby that one of my goals for this trip was to develop

summoned up the nerve to go over

some higher-wind launch skills, so

the back on any of the several tasks

one evening he brought a mini-wing

that went in that direction—I’d have

up to launch, with the intention of

needed to work that “spicy air” that

demonstrating some techniques and

Nick had warned me about, too close

then letting us try them while waiting

to the cliffs for my comfort. Instead I

for the wind to mellow. But on that

opted to enjoy the mellower air in the

evening, conditions never mellowed

valley, landing at the pig farm mid-day

enough to where any of us considered

or at the campground LZ in the eve-

it safe for beginner attempts on rocky

ning. I flew with my camera every day,

terrain in switchy, gusty wind. Toby’s

but only occasionally did I remember

demonstrations were quite inspira-

to get it out while flying—and more

tional, though—he made high-wind

often than not the air was sufficiently

kiting look almost easy, and definitely

active that I didn’t want to mess with

fun. George, who isn’t often intimi-

anything other than managing my

dated by windy launches, is looking

wing. Chris was disappointed that only a

flying live $650

competition navigation $480

forward to expanding his skill set and “working on my ‘cobra’ when we

few pilots (none from our USA group)

get home.” It appears that there will

ever joined him on an over-the-back

be some windy-day kiting trips for us

task, connecting with the thermals in

this winter!

the valley to the north, and landing

Chris has some suggestions for

out or at goal. “Often the real adven-

up-and-coming pilots: “Be ready to

ture starts with landing after an XC

fly every day. Practice both light- and

fight,” he laughs, although in Ager “the

strong-wind launches. Streamline

flying was very ‘civilized,’ retrieves

your prelaunch and post-flight

were quick, and more often than not

processes to reduce setup and pack-

landing out was rewarded with a stop

ing fatigue. To fly with confidence and

for bacon sandwiches and ice cream

safety requires continuous learning.

on the retrieve.”

One of the most difficult lessons to

Miscellaneous take-aways

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learn is that to achieve your goal, the best solution isn’t always along the

Patricia “walked away from this trip

direct path, and the safest path isn’t

really motivated to work on increasing

always the one your instincts want

my skill launching into medium- to

you to take.”

while stocks last

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USHPA PILOT MAGAZINE

Memories that make us smile

fingered hand) toad huddled in a

The pig-farm LZ really is a pig farm,

corner on a wet stone stairway in the

Mike-the-guide to the west end of the

with a row of little piggie houses along

dark. The guys suggested Patricia or I

ridge for the spectacular view into the

the northern perimeter. It became a

should try kissing it, just to see what

Mont-Rebei; Martin with his brand-

favorite because it’s considerably less

would happen, but I think that’s frogs

new black Iota, getting higher and

turbulent mid-day than the camp-

rather than toads, and besides, we

going farther and faster (even over the

ground LZ, and is a quicker turn-

both already have our princes…

back!) than he’d imagined possible;

around for those wishing to go right back up for another flight. Sharing breakfasts and lunches

David’s recounting of his long retrieve

tive “chalk talk” out in the grass by

from an XC out-landing far from any

our bungalows on our last evening

accessible road… In conclusion, all four of us agree

with the rest of our group on our bun-

kept us from getting too antsy while

galow decks or out on the lawn, and

we waited to see if the building CUs

that this was a truly amazing trip, and,

walking into town for dinner or ice

would turn into thunderheads.

given another week, we predict that

cream, were not quite as much fun as flying, but close.

Celebrating the successes, personal bests, and occasional mis-adventures

each of us would have ventured a bit farther, pushed our personal envelope

of the other members of the group:

a little, stretched our skills and our

step out of the restaurant into rain!

Steve’s multiple top-to-bottoms each

expectations. Ager, it turned out, was

A few moments later, we surprised

day, achieving his goal of consis-

a wonderful place for a flying vacation,

a HUGE (like as big as my spread-

tently good launches and landings;

for all of us.

There was so much more to our Spanish adventure than paragliding!

flying trips, so we made our travel plans

to that city previously, so well before

to include several days in Barcelona

our departure, the research began.

If you’re going to invest way too

before meeting up with Passion

many airplane hours and hard-earned

Paragliding for the tour, and again at

call home while we were there; our re-

dollars getting yourself to a foreign

the end of the trip. While we were with

quirements included reasonable price,

country, it’s worth doing some pre-trip

the group in Ager, everything except

within walking distance of many of the

homework to insure you’re getting

our meals was provided by Passion

things we wanted to see, and good

your money’s worth! All four of us love

Paragliding, but we were totally on our

access to public transportation. George

to combine cultural tourism with our

own in Barcelona. None of us had been

and Patricia’s extensive Internet search-

We were surprised one evening to

Toby’s entertaining and informa-

Mike-the-client’s flight, following

USHPA PILOT MAGAZINE

First priority was finding a place to

ing landed us at the Hostal Argo, which

juices were wonderfully portable and

many people in Spain speak English,

met all of our criteria with an added

refreshing snacks after a hot and tiring

and everyone we met was generous

bonus of having the Mercat de la

day of exploring; the olive vendors of-

about communicating with smiles and

Concepció, a large meat-&-produce-&-

fered dozens of varieties, which they’d

hand signals when that was all we had

flower market, just across the street.

vacuum-seal for drip-free transport

to go on.” I’d thought that my rudi-

to our lodgings in Ager (or home to

mentary knowledge of Spanish would

Next was determining what sights we wanted to see in our short visits—

the USA if we’d managed to get to the

prove helpful, especially outside the

market before it closed on our last day

city, but surprise! Neither George nor

time trying to prioritize where to go, or

in the city). We visited La Boqueria

I had realized that the language used

how best to fit as many of our “wish

and Santa Catarina markets, both of

in Barcelona and the Ager area is not

list” stops into a reasonably paced day!

which are justifiably noted in the tourist

Spanish, but Catalan. It seemed more

Tops on all our lists was everything

guides—but that meant crowds and

different from than similar to Spanish,

Gaudí: La Sagrada Família cathedral,

noise and vendors who always seemed

forcing us to fall back on those smiles

Parc Güell, Casa Milà, even the paving

in a hurry to get to the next customer.

and gestures that seem to work well

stones on the pedestrian walkways on

We preferred the quiet, slower-paced,

enough when words fail us.

we didn’t want to be wasting precious

the Passeig de Gràcia. We were too

personal attention that we experienced

late to get tickets into the interior of

at our across-the-street market.

the Parc Güell, and our reservations to

Chris and Patricia are a generation

Of course there wasn’t enough time to do everything, and we had to make some hard choices while in Barcelona. Chris is an architect and an artist, so

ascend one of the towers of la Sagrada

younger than we are, and used their

Família came to nothing when the lift

own two feet to get most everywhere

both he and Patricia wanted to spend

broke down just before our scheduled

they wanted to go; George and I found

time in Barcelona’s galleries and

time. We were briefly disappointed, but

the hop-on-hop-off buses to be a

museums; George and I opted to take

in truth there was so much to see and

better fit for our endurance. We did

a day trip out of the city to the hilltop monastery at Montserrat.

learn about at both the park and the

private guided “bamboo bike” tours

cathedral that our brains and senses

of the city, focused on street art (Chris

were delightfully overloaded. Renting

and Patricia), or on the history and

do or see or taste in Barcelona (did I

an audio guide at the cathedral was

politics behind some of the notable

mention the awesome, and ubiquitous,

There was so much we didn’t get to

worth every penny; we spent so much

landmarks (George and me). It was

tapas bars?)—enough to make a return

time on the architectural and historic

cool having a guide for just the two of

visit worthwhile. With the Internet and

and religious details that we ran out of

us, making it easy to get our questions

our local library for pre-trip planning,

time to fully explore the museum, in

answered, or to alter the route to get

and the local tourist bureaus for on-site

the basement of the building (and that

a closer look at something that caught

help with logistics and ticket purchases,

WAS a disappointment).

our attention.

we experienced minimal stress in filling

When traveling abroad, Patricia

our few days in this amazing city, and

colorful markets, Barcelona offers

says, “I am always a bit embarrassed

we hope our travels will land us back

some of the best. The market across

about speaking only one language. But

there in the not-too-distant future.

If you are into local foods and

from our hostal was perfect for grabbing a morning coffee and pastry, or some meat and cheese and bread for lunch, or just browsing and snacking on whatever caught our attention. Some favorites: more variations on the cheese theme than we could possibly sample during our brief visit; ditto for the meats, especially the regional hams, some of which cost more per kilo than we’d spend on a week’s worth of “normal” groceries; peaches and nectarines were in season, and were beyond delicious; cups of fresh fruit and fruit

USHPA PILOT MAGAZINE

The Rise of the

SPORT CLASS

by SARA WEAVER

n recent years, hang gliding’s sport class has grown

first-time competitors to find success beneath a kingpost.

from a few motivated king-posted pilots to an ex-

The sport class allowed a more forgiving environment for

tremely competitive segment of hang gliding, espe-

cially in North and South America. It is undeniably the new gateway drug in race-to-goal flight. As competition en-

newer pilots to hone their competition skills and arouse enthusiasm for continuing in the circuit. Structure arrived soon after. It began with the Intro

rollment in the United States dwindled in the early 2000s,

to Competition Camp at Quest in 2013. Hang 2 and H3

organizers and open-class pilots alike soon realized that

pilots who were brand-new to cross-country flying learned

offering mentorship to king-posted pilots could revitalize

thermaling strategies and how to operate their instru-

the competition circuit. And so began the rise of the sport

ments and follow simple course lines under close instruc-

class!

Genesis

tion. (This Competition Camp was the precursor to the now wildly successful Green Swamp Sport Klassic.) And the FlyTec Comp Camp preceding the Americus National

In the beginning, there was Big Spring, Texas. Although

Championship in 2013 followed close behind. When inter-

the sport class made an official appearance as early as

national competitors like Zac Majors and Jonny Durand

2007, the Florida Ridge competition (and, much earlier,

mentored the sport-class pilots, several finished the week

recreational and “floater” classes) had sporadically been a

with personal bests.

part of the circuit. But Big Spring 2013 was the first time

After the completion of these early competitions, the

mentorship became a regular part of competition. It’s not

sport class continues to rapidly expand, alongside the

that open-class pilots had not previously been helping the

regular open-class circuit. It’s grown from barely having

new pilots, but this was one of the first years that a con-

enough pilots to run a legitimate sport-class division at Big

centrated effort was made to shorten tasks and improve

Spring to hosting over 50 sport pilots and a dozen mentors

sport-class pilots’ competition experience.

at the 2018 Green Swamp Sport Klassic. Full rosters are

Big Spring was extremely informal. After the daily pilot

becoming the new normal at US and Central American

meeting, experienced pilots volunteered to coach the kingposted crew about weather conditions and basic strategy. They realized that the shrinking competitive field could be explained by green pilots getting slaughtered by the big dogs (who often had 15+ years of experience) at every meet, causing the newbies to drop out after demoralizing defeats. This mentorship was the first swing at fixing the issue. After that, mentorship gradually became a cornerstone of sport-class flying. Experienced pilots understood that pairing instruction with more obtainable tasks allowed LEFT A breathtaking sunset flight during Big Spring Nationals 2018. Pilot Sara Weaver. RIGHT Gecko pilots Niki Longshore (left) and Kelly Myrkle (right) were some of the most competitive pilots in the early days of sportclass competition | photo by Audray Luck.

USHPA PILOT MAGAZINE

ABOVE

Kingposts as far as the eye can see at Midwest 2017| photo by Audray Luck.

national competitions, and successful sport-class pilots

about the lead gaggle disappearing into the distance, when

are gaining notoriety as some of the fiercest aviators in

they’ve got their own competitors to focus on.

our community. It seems the days of the dying competition circuit may be behind us.

What the Sport Class Offers

Championship, describes the sport class as “what the sport has needed from a teaching standpoint since the

It is undeniable that sport-class and king-posted competi-

beginning.” He notes that previously, after a pilot received

tion offer certain features that the open class just isn’t

a Hang 2, he was largely left to track down a mentor for

equipped for. From the higher safety margin to reduced

himself, and sometimes never found one.

competitive stress, pilots can use the sport class as a pathway to open class or choose to compete in the sport class for the long haul. With a kingpost, pilots can enjoy the competitive

Instead of leaving the art of flying up to fate, today’s sport class provides structured mentorship opportunities that plainly develop better pilots. And as every circuit pilot will agree, one week of competition does more to advance

aspects of flying with a lower risk of spins and tumbles.

one’s skills in hang gliding than years of unstructured rec-

Although kingposts increase drag and reduce perfor-

reational flight. There’s no other place in the world where

mance, in the right conditions pilots can still accomplish

such a high density of experience and knowledge about

epic distance flights, high speeds and stable aerobatics. As

hang gliding collide than in a national competition.

glider technology advances and focus shifts towards the development of high-performing kingposted hang gliders,

The Sport Class Abroad

pilots are further able to explore the intricacies and pos-

There is perhaps no better frame for viewing the sport

sibilities of cross-country flight, without adding unneces-

class from a worldwide perspective than the first-ever

sary risk.

Sport Hang Gliding World Championship in 2014. Crossed

Additionally, mentorship has become freely available

by two opposing viewpoints, organizers were faced with a

as they learn how to operate complex GPSs, adjust their

question that has yet to be definitively answered: Who is a

wings and harnesses, and hone their thermaling and

sport-class pilot?

gliding skills. In the sport class, pilots are encouraged to

Jonny Thompson, a competition tow pilot since 2002 and US team member at the 2014 World Sport Class

In North and South America, the consensus is that the

learn and practice and grow before prioritizing winning.

answer lies in a pilot’s level of experience. If the pilot has

When appropriate tasks are set, these pilots get a chance

competed successfully on a topless glider in the open

to savor each success: their maiden cross-country flights,

class, they are not a sport-class pilot. But in Europe, the

personal-best distances, their first goal… all while sharing

sport class simply defines the glider. If a pilot is flying a

the sky with pilots at their level. They don’t have to worry

kingposted hang glider, he is considered to be a part of the

USHPA PILOT MAGAZINE

ABOVESport class

pilot Kelly Myrkle lines up right behind an open-class pilot during the Santa Cruz Flats Race in Arizona | photo by Audray Luck. sport class, regardless of previous experience. Both schools of thought are entirely valid. In the US, the

The Future of the Sport Class So what does it mean for hang gliding as a whole when

sport class is viewed as a lower-risk way to compete while

the definition of “sport class” varies so drastically across

a pilot is still gaining experience. In Europe, pilots are paid

oceans?

based on achievement, no matter what glider they fly. So if they need more points, it makes sense to compete in

For now, the answer to that question is on hold. In the US and South America, where the sport class is the largest,

sanctioned sport-class competitions, and it’s fair as long as

there may be very little impact. The competitions there

they’ve got a kingpost.

will continue to foster competitive growth for beginner

Valid or not, these opposing viewpoints caused a stir at the World Championships. The European Nationals had

to intermediate pilots and provide a safe path to the open class.

been canceled that year, which meant the European pilots

However, the potential to develop an international

had fewer points with which to make their national teams

sport-class circuit may be temporarily stifled while this

(and earn their paychecks). Thus, they chose to enter the

question gets sorted out. How do we solve this issue? Is

Sport Class World Championship and fly kingposted hang

it feasible to create a separate amateur league that can

gliders to earn those points. With so many world-class

enjoy the challenge of competing internationally with a

pilots now competing, the structure of the competition

kingpost without being drowned out by pilots with years

changed significantly. Start gates were added and task dif-

of open-class competition experience?

ficulty was increased. Sport-class pilots from the Americas were now com-

As a sport-class pilot myself, my bias clearly shines through. But is it possible that we’re repeating the mis-

pletely outclassed and felt they’d been unfairly pushed

takes of the past by reserving international competition

from their competition. Pilots from Europe felt that the

only for the world’s most experienced competitors? As

Worlds were meant to be challenging—a world-class stage

the sport class rises, should we echo the earlier successes

showcasing the best of the best with a post on top. Both op-

of the open class in the United States, which chose to

posing, both valid; both viewpoints will ultimately shape

cultivate the king post? I think so. Without the inclusion of

the direction of the sport class in the coming years.

a mentored sport class, the US competition circuit might

USHPA PILOT MAGAZINE

The development of high-performing kingposted hang gliders like the Sport3 and Gecko have propelled the sport class to unbelievable competitive achievements | photo by Dave Aldrich. LEFT

never have recovered from the dire low enrollment of a decade ago. As the sport class has expanded, the level of competition

International sport-class competition is an intriguing possibility for future kingposted flying. Competition orga-

has advanced as well. With the development of high-per-

nizer Davis Straub has recently petitioned CIVL to host an-

forming kingposted hang gliders like the Fizz, the Gecko

other Sport Class World Championship in Florida in 2020,

and the Sport3, sport-class pilots are achieving kingposted

with a test event in 2019. There’s also the upcoming 2020

flights unheard of in years past. Unsurprisingly, pilots

World Air Games in Turkey; if all goes as planned, open-

have been progressing just as fast as glider technology—

and sport-class hang gliding will be included. As these

sometimes without ever flying a topless glider. Whispers

competitions form, the hang gliding community will be

of adding start gates and breaking distance records have

watching. Will these competitions be a repeat of the 2014

infiltrated the beer-breath rhetoric of sport pilots after

Worlds, or will amateur sport-class pilots finally have the

long competition days.

opportunity to taste serious international competition?

As the volume increases, there is an equal number of voices calling for greater mentorship for most entry-level

The most exciting aspect of the sport class is the large space it has to fill and its rapid expansion. It can easily

cross-country pilots. Some of the earliest voices in sup-

progress in either direction—recreational or internation-

port of the sport class suggest that sport-class competi-

al—and we’re seeing the results already. Beginner-friendly

tions could still be intimidating to pilots who have yet to

events, such as competition camps, recruit novice pilots to

fly cross-country. Cliff Rice, one of the organizers for the

join the competitive sport class. Talented sport-class pilots

2013 Intro to Competition Camp, is developing a second

are being invited to fly at record-breaking sites, showcas-

run of the event but has yet to find a venue. In these camps,

ing their sleek kingposted wings and fierce desire to push

mentors strive to minimize competition and maximize

the limits of sport-class flight.

learning, thereby reducing pilot stress and focusing on

developing cross-country skills outside of competition.

USHPA PILOT MAGAZINE

The possibilities are absolutely astounding. “Growing” is

Experienced open class pilot Alfredo Grey launching the newest sport class hang glider, the Wills Wing Sport3 | photo by Dave Aldrich.

ABOVE

a word we rarely use to describe our sport, but when one

class is the kindling that provides the base of our entire

zooms in on the sport class, one suddenly witnesses explo-

sport. With the continued support of organizers, pilots and

sive enrollment and improved skill level, as well as glider

mentors, the flame of the sport class is rising. Itâ&#x20AC;&#x2122;s about

performance that has been skyrocketing, in the span of a

damn time!

single decade. And itâ&#x20AC;&#x2122;s not slowing down. By continuing to nurture pilots from the ground up and share that delicious cross-country fever guarded by mentorship and kingposts, hang gliding has suddenly become safer and more accessible than ever. As pilots, we all strive to stoke the same fire. The sport

Acknowledgements: Thank you to Cory Barnwell, Niki Longshore, Kelly Myrkle, Jonny Thompson and Davis Straub for offering your insights on the world of sport-class hang gliding. I learned so much from all of you, more than I could ever hope to convey in this article!

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USHPA PILOT MAGAZINE

The Grandfather

Mountain

Reunion by DENNIS PAGEN USHPA PILOT MAGAZINE

randfather Mountain is a rugged peak standing

favorite spots. In a soarable wind getting airborne was

head and shoulders above the Blue Ridge chain

always exciting, but well worth the effort and the pucker,

in North Carolina. Only nearby Mount Mitchell

is higher on the entire east coast south of New Hampshire.

for we were admired by awed spectators and we, in turn, admired spectacular views.

Grandfather Mountain is grand and paternal to the sport

By 1976 Mr. Morton became an integral part of the

of hang gliding, for in 1974 it became a destination flying

USHGA and had a regular team of pilots who had the

site and was instrumental to our early development. We

dream job of flying exhibition daily for the tourists. Also,

flew from its rocks and cliffs for nearly 14 years, in fly-ins,

Mr. Morton conceived the idea to put on an annual Masters

meets, exhibitions, challenges and films.

FLYING HISTORY Grandfather was already a tourist attraction with its winding road to the top, mile-high swinging bridge, wildlife habitats and spectacular views when John Harris—originator and long-time proprietor of Kitty Hawk Kites— discovered it and got permission from Hugh Morton, Grandfather’s owner, to try to fly from a rock outcropping. John had sighted a landing on a fairway of the Grandfather Country Club at a 4-to-1 glide below and on July 13, 1974 he quelled his fears and stepped into the blue. Fortunately, John had a great takeoff and a fine flight into a gentle breeze and landed as intended. That flight thrilled Mr. Morton and he soon allowed other pilots to fly from designated points, and a new hang gliding site was born. Grandfather Mountain soon became a destination, for at that time there was only Mount Washington to rival its vertical drop. I first flew it in the fall of 1974 and things progressed quickly from there. By the spring of 1975 there was a fly-in competition and by September of that same year the first official USHGA-sanctioned Nationals took place at Grandfather. Pilots came from all over the US to that first meet to compete in the “standard Rogallo” and “open” classes. At that time the northwest 500-foot vertical cliff became the main launch point and we would scramble over the layered rocks to launch from our personal

USHPA PILOT MAGAZINE

TOP The

gang is all here. BOTTOM Hugh Morton with his trusty camera in front of his rugged mountain | photo courtesy Catherine Morton and Jeff Burnett.

LEFT Scott Buchanan, team pilot, flying from the west side in the early days | photo courtesy Catherine Morton and Jeff Burnett. BELOW John Harris on the launch he pioneered in 1974! Photo by Bruce Weaver.

often great flying and always great competition, great parties and lots of swag. I still have my Grandfather jacket. I was meet director of the last Masters in 1986 where we had a typical field of the top aces. By then glider performance allowed us to land in a field about a mile left of launch known as MacRae Meadows, the home of the annual Highland Games. This field was mainly a raised track about the size of a football field. Unfortunately, Stu Smith, leader of the Grandfather flying team slipped into that field and had a fatal crash on the trackâ&#x20AC;&#x2122;s embankof Hang Gliding invitational competition. By 1976 two

ment. This sad event took the spirit out of the Grandfather

wide ramps were built for the NW face, and two ramps

team and within a year the flying exhibitions and meets

appeared a couple years later for the south side launch to

stopped.

accommodate the one-on-one style competition in vogue

Today Grandfather is back to its original tourist attrac-

back then. The designated landing field was a helipad

tion with unparalleled views and wildlife habitats contain-

beside a lake on the golf course. This landing provided

ing bears, cougars, otters, eagles and other fauna. No more

its own challenges and I witnessed my first water landing

beautiful gliders join the ravens that frolic in the amazing

there, as well as a tree landing or two.

updrafts.

The Masters meets attracted the top pilots from around the world and became the meet everyone talked about

THE REUNION

and tried to attend. You could only wait and hope for

A reunion is a great way to meet old friends, swap old

the golden opportunity coming in a phone call or letter

stories and compare how well you fared from the excesses

(remember those?). These meets continued annually for

of the ensuing years. Forty-four years after the first flight

12 years and often featured the first appearance of the

at Grandfather, on July 21, we gathered for a day of remi-

latest hot glidersâ&#x20AC;&#x201D;the Sirocco, the Comet, the Atlas, the

niscing, talks, movies and meals. The reminiscing was

ASG 21, etc. I was lucky enough to compete in two Masters

between groups of pilots who had shared the air, the scary

and serve as meet director twice. Lucky because there was

episodes and fantastic flights above Grandfather as well

USHPA PILOT MAGAZINE

John Harris posing on the Flight of Dreams 1974 rock during the dedication ceremony. BELOW John Harris on the first flight from Grandfather Mountain in 1974. Photos courtesy Catherine Morton and Jeff Burnett.

ABOVE

as hugging all the friends who helped us in our aerial

ing to build a museum to exhibit our history and tell our

exploits. The talks were presented by the likes of John

story, while Billy plugs away at organizing the vast store of

Harris, Catherine Morton, Jeff Burnett, Billy Vaughn and

artifacts.

myself. John described how he made the first flight and

The movies were productions of Hugh Morton, who was

Catherine told how her father became enthused about

a marvelous photographer and cinematographer. He made

hang gliding. Jeff—former mountain team pilot and com-

a number of films that highlighted the natural beauty of

petitor—showed a slide show of the early flying around

Grandfather Mountain and the flying among its spires. He

Grandfather, and I rambled through some early history

promoted hang gliding around the world with such films

and the birth of the Masters.

as “The Masters of Hang Gliding,” “The Hawk and John

Most of us know that Francis Rogallo was the inspiration

McNeely,” “Hang Gliding Around the World” and “Winning

and father of hang gliding and paragliding with his de-

at Hang Gliding.” He won the international Golden Eagle

signs and promotion beginning in the ‘40s and continuing

award for one of his films. As a bonus at the reunion, every

until recent times. Mr. Rogallo was known as “Rog” to his

attendee was given a memory stick with all four films on it.

“The real reason for our gathering was to honor John Harris and the historic first flight with a ceremony and a dedication of the rock from which he first flew.” friends, and all pilots were his friends. Rog lived at Kitty Hawk, so he, John Harris and Hugh Morton built a great relationship. John got Rog flying hang gliders when he was well into his 60s, and Hugh Morton also flew from the Kitty Hawk dunes, as well as taking tandem flights from Grandfather. Mr. Morton never missed a chance to bring Rog up to Grandfather to meet the pilots in the Masters. Billy Vaughn spoke of some of this history, but also brought us up to date on the Rogallo Foundation, with its hundreds of documents, artifacts and photos pertaining to Rog’s research, inventions, flight tests and the fostering of our sports. The Foundation is currently seeking fund-

USHPA PILOT MAGAZINE

BOTTOM Pilots flying from the east launch at Grandfather during the spring 1975 competition | photo courtesy Catherine Morton and Jeff Burnett..

But the real reason for our gathering was to honor John

ing more about John Harris. As the main force behind

Harris and the historic first flight with a ceremony and

Kitty Hawk Kites, he has fostered hang gliding nationwide.

a dedication of the rock from which he first flew. To add

G.W. Meadows pointed out during the dedication that John,

a little perspective, Grandfather Mountain has always

along with his right-hand man, Bruce Weaver, has trained

been a site of natural beauty, and Mr. Morton was the

instructors who went on to set up schools like BlueSky,

consummate naturalist. He was instrumental in reduc-

Kitty Hawk West, Lookout Mountain and Morningside

ing power-plant emissions when acid rain was destroying

Flight Park. He has probably promoted free flight to more

trees throughout the East. So now, 12 years after his death,

pilots than anyone else in the US and perhaps on the

the mountain has returned to its pristine state, but the

planet. From the early days until the present, John has

memory of hang gliding lingers on. In fact, the mountain

worked tirelessly to keep our dream alive. We all owe him

corporation has decided to preserve these memories by

a heartfelt thanks.

dedicating the rock that John first launched from as “The

The Grandfather reunion ended with a sumptuous

Flight of Dreams 1974.” When future tourists come to visit,

southern meal in the new dining area of the auditorium

view the dramatic overlook and read the plaque on the

on the mountain. We shared more camaraderie and well

rock, they may come to learn some of the amazing flying

wishes. I wish we could do this every year, but who knows

that took place there and the realization of dreams that is

if there will ever be another one. I am glad I didn’t miss

hang gliding. But we cannot leave this short review without mention-

this one and I hope we have more inspiring gathering at other seminal sites in the future.

USHPA PILOT MAGAZINE

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USHPA PILOT MAGAZINE

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largest inventory, camping, swimming, volleyball, more. Wide range of accommodations. hanglide.com, 877-hanglide, (877) 426-4543, hanglide.com.

COLORADO GUNNISON GLIDERS - X-C to heavy waterproof HG

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

FLORIDA LOOKOUT MOUNTAIN FLIGHT PARK - Nearest moun-

tain training center to Orlando. Two training hills, novice mountain launch, aerotowing, great accommodations. hanglide.com, 877-hanglide, (877) 426-4543.

GEORGIA LOOKOUT MOUNTAIN FLIGHT PARK - Discover why

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

HAWAII PROFLYGHT PARAGLIDING Call Dexter for friendly

information about flying on Maui. Full service school offering beginner to advanced instruction, year round. 808-874-5433 paraglidemaui.com

NEW HAMPSHIRE MORNINGSIDE - A Kitty Hawk Kites flight park. The Northeast's premier hang gliding and paragliding training center, teaching since 1974. Hang gliding foot launch and tandem aerowtow training. Paragliding foot launch and tandem training. Powered Paragliding instruction. Dealer for all major manufacturers. Located in Charlestown, NH. Also visit our North Carolina location, Kitty Hawk Kites Flight School. 603-542-4416, www.flymorningside.com

NEW YORK AAA HG & PG Three training hills,certified instructors, mtn launch,pro shop,pilots lounge,camping. North Wing, Moyes demo gliders 77 Hang Glider Rd Ellenville, NY mtnwings.com 845-647-3377

GIVE & GET! Make a $250 donation to the USHPA General Fund today and receive a Free Flight Forever t-shirt as our thank-you gift! Super soft 100% combed-cotton tee that's light and comfortable to move in. Available in Blue or Gray. Make a $1000 donation to the USHPA General Fund today and receive a Free Flight Forever jacket as our thank-you gift! 100% polyester soft shell with bonded fleece interior, light snow and water resistant.

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

Visit ushpastore.com to purchase yours.

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. Yearround instruction, foot launch and tandem aerotow. 1902 Wright Glider Experience available. Dealer for all major manufacturers. Learn to fly where the Wright Brothers flew, located at the beach on NC's historic Outer Banks. Also visit our NH location, Morningside Flight Park. 252441-2426, 1-877-FLY-THIS, www.kittyhawk.com

TENNESSEE

VIRGINIA

LOOKOUT MOUNTAIN FLIGHT PARK - Just outside

BLUE SKY located near Richmond , year round instruction,

Chattanooga. Become a complete pilot -foot launch, aerotow, mountain launch, ridge soar, thermal soar. hanglide.com, 877-hanglide, (877) 426-4543.

all forms of towing, repairs, sewing. Representing Wills Wing, Moyes, Icaro, Aeros PG, Mosquito, Flylight,Woody Valley, HES , www.blueskyhg.com

Fly beyond! with the Oudie

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

USHPA PILOT MAGAZINE

RATINGS ISSUED JULY 2018 RTG RGN NAME

STATE RATING OFFICIAL

RTG RGN NAME

STATE RATING OFFICIAL

RTG RGN NAME

H1 H1 H2 H2 H2 H2 H2 H2 H2 H2 H3 H3 H3 H4 P2 P2 P2 P2

WA MT WA TN TN CA UT IL CT PA OR CA PA WA WA NC TX CA

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

CA CA CA CA CA N.T.

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

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

Stephan Boutenko Daniel Smith Lee Alley Zachary Baum Leah C. McCreary Brian Matthew Sager Samuel H. Ramsay Scott Case Ricardo Caballero Hope Petrosky Brent Canaday William McGinnis David P. Kin Christopher Robin Briejer Dan McPherson Michelle Reines Steve Gabbert Sana Amin

James W. Tibbs Paul Roys Eric Ollikainen Jordan Stratton David Miller Scott Schneider D-Patrick McGuinness Billy B. Vaughn Greg Black Matthew Taber James W. Tibbs John Heiney Eric Hinrichs Raymond C. Berger Kelly A. Kellar Christopher J. Pyse Nathan Alex Taylor Jesse L. Meyer

2 2 2 3 3 6 6 6 8 8 1 1 11 12 2 2 2 2

David Barron Arnaldo Jose Burgos Bret Cooke John Lockard Raul Valerio Joe Fung Kwok Nang Ngai Kwai Shing Wang Xiao Xing David Deem David Park Peter Brewer David San Pedro David Ruff Anton Volkov Tristan Horn Samuel Khan Paul R. Kunze Dzmitry Vadalazhski

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

STATE RATING OFFICIAL

Brandon Chance CA Nour Lababidi HI James Pruett CA Andrew Salisbury CA Tyler Burns CO Andrew Fox CO Ian Gillespie UT Ryan Perry UT Ryan Schwab MT Reggie Koch AR Ping Kong Ho Wan Kin Man Jonathan Delrosario WA Eros Ramos Rodrigues Milholo FL Emilio Keyrouz NJ Greg Ottmar NY William McCullough CA Marc Pelberg PA

Max Leonard Marien Jerome Daoust Rob Sporrer Max Leonard Marien Michael A. Jobin Jerome Daoust Chris W. Santacroce Jerome Daoust Andy Macrae Jonathan Jefferies Peter Clifford Humes Yuen Wai-Kit Marc Chirico Charles (Chuck) Smith Sebastien Kayrouz Thomas McCormick Susan R. Kent Thomas McCormick

UNITED STATES HANG GLIDING & PARAGLIDING ASSOCIATION

2019

VT NH AK OR TX NY CA CA CA CA

Wallace K. Anderson Mitchell B. Neary Jesse L. Meyer Gabriel Jebb Steve Van-Fleet Peter Clifford Humes Yuen Wai-Kit Yuen Wai-Kit John E. Dunn John E. Dunn Jake Schlapfer Todd Joseph Weigand Allen Thoe Thomas McCormick Jeffrey J. Greenbaum Jeffrey J. Greenbaum Christopher Grantham Jesse L. Meyer

2019

Give the gift of a USHPA calendar this SEASON. $20 at USHPA.org/store 66

USHPA PILOT MAGAZINE

Your expertise as a pilot has earned you exclusive access to top brands. Your involvement with the United States Hang Gliding and Paragliding Association and your status as an advanced or master-rated pilot have earned you an invitation to join Experticity. It’s an exclusive community where you can get deep discounts and insider information from brands like Kelty, La Sportiva, The North Face, Brooks Running, Diamondback Bicycles and many more you know and love. Because brands like these recognize that experts like you know more, do more — and deserve more. Signing up is simple and free: • Go to the members-only section of the USHPA website to learn how to sign up • Join the USHPA team • Complete your profile to lock in your access • Start enjoying up to 70% off top outdoor brands

USHPA PILOT MAGAZINE

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