USHPA Pilot Vol48-Iss8 Dec2018

UNITED STATES HANG GLIDING & PARAGLIDING ASSOCIATION

DECEMBER 2018 Volume 48 · Issue 8 $6.95

2018

GEAR

ISSUE

Rocket Science + Sawtooth Award + Sport Class

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 Alan Crouse 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 Mark Forbes Steve Rodrigues Greg Kelley Felipe Amunátegui Mitch Shipley

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

Randall Shane Vice President vicepresident@ushpa.org Ken Andrews 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

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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.

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

I

’ve often claimed that free flight and kung fu are simi-

reality mainly function as part of a larger community. This

lar. There are many different ways to approach the art

year, let’s work together to celebrate all the many forms,

of free flight, just as there are many different forms of

styles, locations, and ways we practice our sports.

kung fu. For example, in kung fu one can study Crouching

ing all types of devices— from harnesses, both hang and

very different styles—but each as valid as the next, al-

para, to Garmin watches. Josh Cohn is back with a deep

lowing individuals to be a part of something bigger than

dive on three great paragliding bags that serve the hiking/

themselves.

Our community’s composition is similar, with USHPA

travel community. Dennis Pagen reports on the Moyes Gecko 170, and we have a comprehensive section on the

board meetings being a prime example of kung fu masters

newest additions of gear and wings from the top manufac-

assembling in order to work on issues that will affect a

turers.

diverse landscape of passionate individuals, each one as

Fret not, those who are not in the market for more

correct in his or her varied practices as the next kung fu

gear. Sara Weaver reports on the pressure of staying in

practitioner, albeit with very different paths to enlighten-

the Sport Class, Annette O’Neil catches up with Michael

ment.

Vergalla to discuss the Free Flight Lab, and Martin Palmaz,

Most of us learned from others who, in turn, learned from those before them, and we fly at sites started by those who came before us and have been maintained for

USHPA’s Executive Director, is back with his column on the state of affairs at the organization.

If that is not enough, C.J. Sturtevant covers the incred-

decades by clubs, schools, and/or individuals with pas-

ible Sawtooth Award, which is an open-format cross-

sions similar to our own. While our independent ego-driv-

country prize in Washington awarded for the most unique

en thinking often aids in our dreams of free flight, it can

and interesting flight in the state each year, while Markus

also hinder our ability to share the sky and, just as impor-

Raffel discusses what it was like to take a spin on an Otto

tantly, the landing zone, with our fellow USHPA members.

In this day and age, when everyone feels it his or her duty to make his position heard and known to be correct,

Lilienthal glider, the true original gangster of foot-launch aviation.

All of us at USHPA wish you a happy and safe New Year

and when sides are ever widening and dividing, it is im-

and look forward to keeping the fire lit in 2019 in our com-

portant for our tribe of free-flight enthusiasts to focus on

munal fire pit—USHPA Pilot!

what makes us similar. We are a group of highly passionate, creative, independent, thoughtful, curious, self- driven, moderately intelligent, and stubborn individuals who in

6

The December issue is primarily a gear guide, highlight-

Tiger, Flying Crane, or Slithering Snake, to name a few—all

USHPA PILOT MAGAZINE

ISSUE

8

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Copyright ©2018 US Hang Gliding and Paragliding Assoc., Inc. ALL RIGHTS RESERVED. No part of this publication may be reproduced, stored in a retrieval system,

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

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NEW GEAR ROUNDUP

18

ROTOR HAVANA S HARNESS

21

LIVE EYEWEAR COCOONS

22

MOYES GECKO

33

GARMIN VIRB ULTRA & 360

36

LIGHTWEIGHT PACKS

46

SKYWALK RANGE X-ALPS 2

54

GIN CONCERTINA BAG

62

GARMIN FENIX 5X PLUS

NOVEMBER 2018 8

ASSOCIATION Martin Palmaz

10

ASSOCIATION James Bradley

64

CALENDAR

65

CLASSIFIED

66

RATINGS

Sawtooth Award Daring to Fly Where None Have Flown Before

26

It's Not (Just) Rocket Science

38

C.J. STURTEVANT

Mike Vergella's Free Flight Lab ANNETTE O'NEIL

Otto Lilienthal Glider How to Safely Fly It

50

Moving Up in the World

56

MARKUS RAFFEL

The Pressure Problem SARA WEAVER

USHPA PILOT MAGAZINE

7

ASSOCIATION New FAA Rules for Tandem Pilots

by MARTIN PALMAZ, Executive Director our tandem exemption renewal appli-

cant effect on Tandem 1 pilots and will

cation this summer in advance of our

also require Tandem Instructors to

exemption expiring on October 31st.

incorporate new training materials

We sent in our renewal request just as

into their tandem flights.

we’ve done regularly since the 1980s.

Our exemption requests have been

As you may already know, the basic assumption of FAA Part 103 for

nearly the same since then, with only

Ultralights is that we assume our own

minor edits. They have always been

risks, we understand that our crafts

approved with few or no changes.

are not certified and that there is no

However, as we read through the exemption this time, we noticed more

FAA-approved training program for when we fly solo. Flying tandem is dif-

significant changes. We still need

ferent and requires an exemption from

clarification on the stipulations that

Part 103 from the FAA, with unique

Dear Membership: These past few

came back, but it seems that there has

requirements that, as of this year’s

years have been full of unforeseen

been a philosophical change on the

exemption, have been newly altered by

occurrences. It feels like we’ve had

part of the FAA concerning recreation-

the agency. The new tandem exemp-

challenges waiting for us around every

al tandems and training materials.

tion we have been granted stipulates

corner, doesn’t it?

Although we are working with the FAA

that we may now provide tandems for

to minimize the impact on pilots, as

training purposes only. In addition,

written, these changes have a signifi-

tandem training must now include

Our latest surprise came in the mail recently from the FAA. We submitted

GEAR new graphic

TEES HEADGEAR

T-SHIRTS

JACKETS

UNITED STATES HANG GLIDING & PARAGLIDING ASSOCIATION

UNITED STATES HANG GLIDING & PARAGLIDING ASSOCIATION

2019

TECHNICAL

2019

books videos + calendars + cards USHPA + PILOT MAGAZINE

charms

for necklaces

bracelets & earrings

SEE THE ENTIRE LINEUP @ ushpastore.com

educational reference materials that

will certainly update you as we receive

are maintained by the FAA.

clarification and possible revisions to

Our prior exemptions allowed us to implement the Tandem 1 program,

accommodate our circumstances.

The second facet of this change is

to, prior to their training flight.

In and around these changes and all the others we’ve been facing together over the last few years, a theme recurs: USHPA needs you. We want you to be

in which experienced pilots could

educational. Specifically, the FAA is

earn the rating to fly tandem with

mandating a baseline of training in-

part of the decision-making process.

H1/P1 pilots and above. Based on our

formation, consistently managed and

We want you to help develop policy,

conversations with the FAA up to this

available and produced by the agency

address changes and improve the

point, it seems clear that the agency is

itself. In the new exemption language,

quality and breadth of our training. If

interested in ending the opportunity

USHPA’s Tandem Instructors are being

you see a committee you’re interested

for purely recreational tandem flying.

asked to implement the applicable

in, please don’t hesitate to reach out,

Unfortunately, this essentially ends

elements of those documents into our

no matter where you’re physically

the ability of T1s to fly with other rated

training program. We’re in the very

located. We’re working to pioneer pro-

pilots for recreational purposes. We

early stages of getting clarification

cesses with the goal of making remote

regret the impact this will have on T1

on what that might look like, and are

participation easier.

pilots, and are working with the FAA

exploring ways that we might help our

to consider a revision that will allow

instructors implement the changes

thanks, as always, for your member-

T1s to fly with other rated pilots to

with minimal impact. As a starting

ship and your support.

complete the required training and

point, USHPA will be providing a web

skills to be eligible for obtaining a

page with various training resources

Tandem Instructor certification. We

to direct tandem student participants

Thanks for your collaboration. And

Respectfully, Martin Palmaz Executive Director, USHPA

More info on tandem exemption and student resources: https://www.ushpa.org/page/2018-Tandem-Exemption-Changes

UNITED STATES HANG GLIDING & PARAGLIDING ASSOCIATION

UNITED STATES HANG GLIDING & PARAGLIDING ASSOCIATION

2019

2019

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

9

ASSOCIATION Governance Proposal Ready for Your Vote

by JAMES BRADLEY, Volunteer Chair, Strategic Planning Committee be included in a fast-moving issue,

against. We have put the approved

because 26 people can’t meet on

proposal and a summary of argu-

the phone and make rapid deci-

ments online. Please read them

sions.)

• USHPA needs a board that meets more than twice a year, to stay comfortably on top of all its initiatives and be able to make timely course corrections.

• USHPA needs a board that is will-

using the link at the end of this article, talk to other pilots, and form your own opinion.

What’s new? The last major rewrite came after the member feedback this summer. While the straw poll ran 120 in favor to 56 opposed,

ing to try new things that might

many on both sides of the vote

fail, see what happens and make

expressed concern about the loss of

adjustments accordingly.

regional representation. In response,

USHPA faces a variety of challenging

• USHPA needs a board that takes

issues, from the financial challenges

the long view every day and is

of small schools to the decline of

proactive about long time-frame

of diversity. My committee set out

hang gliding, from capturing the

issues.

to learn more about diversity over

tion’s role needs to evolve.

The Strategic Planning Committee

Regional representation is a type

the summer. This wasn’t difficult,

attention of more young people to understanding how the organiza-

we have put a version of that back in.

We have a chance now to create a

because it has been studied a lot

new foundation. After 21 rewrites

in business. The research results

over more than a year, the Strategic

are amazingly consistent: diverse

believes that:

Planning Committee’s revised

teams make better decisions and

• The current structure isn’t serving

proposal to restructure USHPA’s

do better work. Diversity isn’t just a

USHPA as well as a smaller board

governance was accepted by the

buzzword. It was easy to conclude

would.

board of directors at the fall meet-

that it’s a good idea for USHPA to

• The volunteer time and talent used

ing. A motion was passed, 14-7, to

have a method for creating meaning-

by the current board would better

put it out to the membership for a

ful diversity on the new board. This

serve the organization if it were

vote. The membership vote is a legal

is a change I’m really excited about.

spent in committees working on

requirement; it’s also the right thing

I believe it will help USHPA evolve

to do, because what’s on the table is

naturally and positively in the future.

our most important issues.

• USHPA needs a board that can

a dramatic change in how USHPA op-

The new Version W of the proposal

respond to a crisis, rather than an

erates. Whether to go forward with

has a framework for weighting diver-

executive committee that acts and

it is a decision the members should

sity while having national elections.

a board that gets angry because

make.

they weren’t included. (They can’t

There’s a lot to say, both for and

Responding to the member feedback, regional diversity is the first priority.

www.ushpa.org/member/governance-proposal-2018 10

USHPA PILOT MAGAZINE

With regions remapped into five that have nearly equal member counts, our framework guarantees every region a board seat, as long as they field a viable candidate. Our framework will also give USHPA’s board a mix of hang glider and paraglider pilots, younger and older pilots, and men and women, to the extent that candidates in all those categories run in an election. For a look at how it will work, please see either the video at the link below or Appendix D of the proposal itself.

As this magazine goes to press, we are working to translate the proposal that was passed by the board into new bylaws and SOPs, so you can see how it gets expressed before you vote. The SOPs can evolve later, as they should, by committee proposals and votes by the board. The bylaws can be changed again, if needed, by another membership vote.

At the link below you can see: • Version W of the proposal • Appendix D explains how the diversity framework will work in an election • Arguments for and against the proposal • A video explaining how the diversity framework will work in an election • The summer feedback from USHPA members on Version T • The revised bylaws and SOPs, crafted from Version W • Links to where you can vote online (when it’s time to vote)

When you receive voting materials, please be sure to vote. This is your organization, and this is an important moment to express what you think.

James Bradley Volunteer Chair, Strategic Planning Committee

Spring Board Meeting March 7-10, 2019

Board of Directors Meeting + USHPA Awards Banquet at the American

Mountaineering Center Golden, Colorado

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

USHPA PILOT MAGAZINE

11

GEAR

ALFAPILOT RS FLIGHT INSTRUMENT Alfapilot has released the RS, the latest generation of their flight instrument. It features a 6� high-resolution (1448x1072), sunlight-readable screen. It has a wide variety of sensors, including: GPS, GLONASS, and GALILEO for position, two sensors for pressure, humidity, and temperature for altitude and thermal strength, and an IMU (accelerometer, gyroscope,

cap has been around for over a

magnetometer) to measure magnetic heading and G-force. The battery

decade. You may have won one of

lasts up to 12 hours. Seri fly, the included flight application, has multiple

these at a raffle or fly-in. There is

pages available that are fully configurable on the device itself. The vario

no better flying hat to get dirty and

sounds are also customizable. It has highly detailed maps and elevation

sweaty. The adjustable mesh-back

data. A few of the other features: Thermal centering, XC triangle assist, airspace display and warnings, and many competition aides. And since the Alfapilot is based on Android and included WI-FI connectivity, you can also run other Android apps such as browsers, email, e-readers, or even other flight programs. Go to www.flyxc.org/alfapilot for more info.

OZONE Shield Helmet A totally new design in an even lighter high-tech shell, the Shield provides EN certified protection with open-face visibility and comfort. Ozone claims their new helmet is designed for pilots of all abilities for all facets of our sport, a stylish and versatile piece of mandatory equipment. For more info: www.flyozone.com.

12

Eagle Retro Trucker hat The Eagle Retro Trucker baseball

USHPA PILOT MAGAZINE

means you get a perfect fitting hat to keep you cool on those long hikes.

Available in an assortment of colors from www.eagleparagliding.com.

Yeti 45

GIN just released a new, light reserve! The Yeti #45 is the perfect

option for those that want a bit more fabric than the #40 offers but not the weight of a #50. The yeti #45 (only 2.03 kg) shaves almost a full 0.6 kg off the next largest option. It has a max sink rate of 5.25 m/s carrying 150 kg, so it will easily provide a gentle descent for you and your gear. These features make the #45 a fabulous, lightweight, versatile option! This reserve, and the other four size options, are all available at www.superflyinc.com.

Charly DIAMONDcross ST Reserve Charly’s superlight, optional steerable square canopy has been registered for patent and certified in four sizes. Obstacles can be avoided and an emergency landing field can be approached with a glide ratio of 1:1.5. The DIAMONDcross ST has different line lengths, which invites airflow bringing increased opening speeds compared to conventional square canopies. The repacking is no more time-consuming or more complex than for a normal square canopy. You can use it as a normal square, or grab the handles and steer.

Line twisting we see in rogallo reserves is not a factor since the DIAMONDcross can also be controlled in twisted condition. In addition, the short stall phase of the DIAMONDcross after opening prevents downplaning. Available at www. eagleparagliding.com.

NIVIUK Octagon 2 Reserve The Octagon 2 has been upgraded and now has packing tabs. The design characteristics of the Octagon play an important role in the low oscillation rate, according to Niviuk. The Octagon’s oscillation rate is 0-5º, while other parachutes offer 10-15º.

With this minimized rolling angle, the pilot

Woody Valley Quadro Reserves

cannot feel the deviation from the vertical

The Woody Valley Quadro 100kg

axis while descending, making the added

light and the 115kg are stand-out

risk of an accelerated drop almost non-

square designed reserves. The 100

existent. The Octagon descent rate is 4.9

is the ultra-lightweight option with

m/s at maximum load. The materials used

a stellar weight and sink rate combi-

reduce its overall weight, with the small-

nation. The demand for light equip-

est size having an all-up weight of 80kg

ment is growing, and the square

coming in at just 1.1kg. The fabric weight

reserve designs are taking over, of-

was reduced to a minimum, with a very

fering a lighter reserve resulting from

respectable surface area with the goal

a design requiring less fabric, and

of maintaining a slow decent rate. There

offer a superior sink rate to round de-

are six sizes to choose from (80kg, 100kg,

signs, even when the round has more

120kg, 140kg, 170kg, 215kg). Available at

square footage of fabric. It was only a

www.eagleparagliding.com.

matter of time for an industry leader in paragliding harness manufacturing to produce square reserves. Available at www.eagleparagliding.com.

USHPA PILOT MAGAZINE

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Phi Symphonia Phi designer Hannes Papesh has been in the paragliding industry since the day-glo 1980s. Even though the Phi brand is new, he is an old hand who has been designing wings for top manufacturers for 30 years, most recently designing for Nova.

The EN-A rated Symphonia is a new class, 50 cells, lots of technical effort that is designed to compete with high B-class gliders. They don’t call it a lightweight wing, but it’s light—4.3 kg. Available at www.liftparagliding.com.

GIN Bonanza 2 GIN’s Bonanza is back! This high-performing C wing is, to quote GIN, “for XC Purists.” The Bonanza 2 is designed to be the ultimate XC wing, engineered to perform at its top level over the entire range of its speed bar. This wing will take you

ible multi-use option. This wing shows off its high

both high and far in whatever pur-

performance in long XC flights, hike-&-flys, or

suit you go on. It is also designed to still have incredible stability, even at max speed bar, so check out this

exploring new cross-country routes. The lightness of the XI (3.4 kg) combined with its performance (comparable to the Iota 2) makes it a wing you can

wing to have a smooth, fun XC expe-

take anywhere. Try this diverse wing to get a taste

rience. The Bonanza 2 is available at

of everything! Find it in colors acid and white at

www.superflyinc.com.

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ADVANCE XI Advance’s new, light-weight, high-B wing has already proved itself to be an incred-

USHPA PILOT MAGAZINE

www.superflyinc.com.

UP Summiteer lightweight backpack A good hike-&-fly backpack should be comfortable to carry, cinch down tight against your back, and be made of the highest quality light-weight materials. UP has designed the Summiteer-light to do just that. Whether you’re carrying your pack 500m to launch, or 50km in a training run, it’s a huge advantage to have a light, feature-rich, comfortable pack. Size S: 385 gram, Volume: 90 liter, Dimensions: H 70 x W 42 x D 30, Material: Skytex & Dominico (40g/sqm), YKK zipper, walking-stick mount, helmet mount, preliminary setup for drinking system, wix compression belts, two zip-pockets on the hip belt, pocket on the front side.

Available at www.eagleparagliding.com.

Mantra M7 Next Gen Ultimate 3-Liner

The M7 is based on

the legendary ZENO, but with a reduced aspect ratio of 6.5.

They claim that compared to the ZENO, it is less demanding in strong air and more cohesive in turbulence. Certified EN D because of the use of collapse lines for testing, the M7’s character is more similar to the class below. It was designed with the intention of being a comfortable high-performance wing. In Russ’s words: “It is literally the best handling wing I have ever flown.

The feel through the brakes is close to perfect, with precise and agile handling.” More info: www.flyozone.com.

OZONE's All-New Rucksack Ozone reports that their rucksack range is evolving along with the Ozone harness range, thanks to the addition of Sam Jobard (formerly of Sup’Air). Sam’s efforts on the new rucksack have resulted in a more comfortable and easier-to-carry pack, with much improved storage options. For more info: www.flyozone.com.

USHPA PILOT MAGAZINE

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UP Mana Ultra-Light wing

The new Mana is

ultra-light, extremely versatile and fun to fly. It’s an all-around glider designed for thermal flying, hike&-fly adventures, as well as dynamic flying. With its huge range of applications, tiny pack size, and low weight, the Mana is designed for many types of flying. The New generation airfoil (NGA), Mini Ribs, Air intake pockets (AIP), and 3D shaping optimize the airstream resulting in a more stable performance-enhancing style of flying. The Reduced Lineset make pre-flight line checks easier and decrease drag, allowing for more performance. Five different glider sizes, from 50 to 125 kg. Available at www.eagleparagliding.com

Advance Lightness 3 The long-awaited Lightness 3 is released!

Advance has made even more improvements to their original pod harness. The Lightness 3 adds even more protection and comfort than the last model and even comes with a removable windshield! Don’t wait to check out this luxury pod harness for your future flying adventures. It comes in three sizes and is available at www.superflyinc.com.

Niviuk Roamer P This lightweight hike-&-fly harness is new to the market. The Dyneema-based materials make the Roamer P one of the lightest harnesses on the market.

The minimalist design allows you to store and transport the Roamer P in a small bag. The separate leg loops adapt perfectly to the body, providing excellent load distribution avoiding pressure points. It comes with a color-coded attachment system for faster, intuitive, and safer adjustment and connection to the wing.

Compatible with IKS3000 light connection system between the harness and Niviuk risers allows you to save weight and replace traditional carabiners and maillons, reducing the weight of the connect equipment by more than 80%—with the same safety guarantees. This harness can be used independently or combined and connected to the Kargo P 25 rucksack. Available at www.eagleparagliding.com.

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USHPA PILOT MAGAZINE

NOVA Ventus harness NOVA has designed a compact, new, allround harness to satisfy any pilot’s needs. The Ventus combines both protection, comfort, and top lightweight technologies to make a harness that protects and allows for plenty of fun. The SAS-TEC technology, used in skiing and motorcycling, distributes force from impact to provide maximum protection to the pilot, while the AIR-mesh padding gives it ultimate comfort and ventilation. Check out the Ventus today to get a great harness for any situation! Available in three sizes at www.superflyinc.com.

Woody Valley GTO Light Pod Woody Valley’s GTO Light pod harness is a fully-certified performance cocoon weighing just 3kg in the M size. It has a hard foam top surface seat board combined with two detachable fiberglass side battens to keep weight down, but while offering a firm seatboard feel and connection to the glider. The pod can be detached. Homologated back protection, and an additional upper-back protector are added safety features, and the cockpit is roomy enough to fit an anti-G or tree-safety kit. The harness has plenty of storage space, both in the back and under the seat, for ballast or extra gear.

The GTO Light is intended for serious hikers and racers, and as such Woody Valley have included a dedicated telescopic pole holder. There are also drink-bladder routings and a pee-system routing. The GTO Light Rucksack is also an option. The M size weighs 650 grams. The approx. volume (in litres) for the rucksacks are as follows: S: 93.5L, M: 105L, L: 116.5L, XL: 121.5L. Available at www.eagleparagliding.com.

USHPA PILOT MAGAZINE

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GEAR

Rotor Havana S Harness

by RYAN VOIGHT

B

oth the beauty and elegance

hang glider pilots have recognized

of hang gliding are found in

inputs—is transferred from body to

that performance gains can come

the open-air and unencum-

wing through our harness.

from streamlining the pilot. The first

bered flying experience—flying head

Hang gliding harnesses are gener-

big breakthrough was the switch

ally thought of in terms of com-

from flying seated to “prone.” Then

wing over-and-behind us, putting

fort and performance, but control

came modest improvements in com-

it mostly out of sight. We control

efficiency and precision are rarely

fort and drag reduction—but often

our wings through weight shift and

considered. They should be. For

those two conflicted and pilots were

ONLY weight shift, and all of our

somewhere around a half-century,

faced with tough choices. Eventually,

first, as we do in dreams, with our

18

weight—every minutia of our control

USHPA PILOT MAGAZINE

cumstances, I am ASTOUNDED by

one name gave rise to a singular so-

or shortcomings in technique. More

lution that provided all-day comfort

specifically, the connection of the

its improvements in landability.

AND a slick, streamlined profile.

harness main to the pilot’s back

However, I’m not saying this latest

comes at the cost of the pilot’s ability

iteration of the highest-performance

ROTOR. The biggest name in the race-harness game. Now they’re once

to get his or her body upright, which,

hang gliding harness doesn’t come

again showing us why they wear the

of course, is important in a sport

with some compromise and in-

crown, with their newest latest and

where we (intend to) land on our feet.

creased challenge during what is

greatest: The Havana S. It’s made

After thoroughly “testing” my

of quality materials and boasts the

Havana in a

same artisanal craftsmanship the

myriad of

company has become known for. It’s

cir-

clean through the air, with revisions

statistically THE most dangerous phase of our flight. There are several other harness options that,

and improvements in the shape and exterior shell. Comfort has also increased through refinements made to the fit and the harness interior, as well as additional support being provided by a longer backplate than the previous model’s.

Race harnesses—those that have a frame or backplate, a single suspension line, and a slider mechanism—have always come at a steep cost to forgiveness of pilot mistakes

USHPA PILOT MAGAZINE

19

although not as streamlined, offer

ing every little tinge of performance.

greater ease of upright control.

And, more recently, he showed his own harness-crafting prowess by

I was fortunate enough to be among the first non-Brazilian-team

making the second-generation model

pilots to get his own custom-tailored

of Wills Wing Covert harnesses,

Havana. I’ve flown it in the green

though they never made it into final

tree-covered hills and mountains

commercial production (unrelated

of the Northeast; I’ve aerotowed it;

to Dustin’s design/construction). So

I’ve flown it in the baby-butt-smooth

in years past there has been concern

ridge lift at Point of the Mountain,

about what kind of support Rotor can

and I’ve flown it in (and over) the

offer here in the US. But with Dustin

rocky Wasatch peaks. I’ve landed it

on board, it seems those worries

in a healthy range of strong winds

PROS

altitude thin air (high ground speed).

• More streamlined

And I’ve flown it with a range of

• Improved all-day comfort

Covert and Covert 2.0, and since both

gliders, from single-surface wings

• Slick slider rail with smooth action,

Wills Wing and Dustin have a run-

think the Havana appears to have several of the design features of the

where I’m on the very light end of the

and there are grooves to “lock-in”

ning history of working with Rotor…

hook-in weight, right up through the

the rear position for flight

well, I’ll leave it at that.

absolute top racing ship with every competition performance option and configuration in place.

A testament to my experiences flying and landing the Havana in all of these different conditions?

On most flights at my home site of

• High quality materials and construction

The new harness from Rotor—the

• Massive storage capacity

Havana S—is more comfortable, sup-

• Lands better than any other race harness

CONS

the hillside, rounding out, and flying

• Expensive compared to less

and landing right on the hillside. I don’t particularly condone this for most pilots, as the required preci-

Since no gear review is complete without a final roundup, here it is:

• Improved glider control precision

Ellenville, I’m toplanding: diving at up the launch slope before flaring

streamlined harnesses

portive, aerodynamic, AND far-better landing (and safer, do I dare say?). If you already have a race harness, is it worth upgrading to a new Havana? I shy away from blanket recommendations like that, but this time around,

• Longer backplate means the har-

the only reasons I can think of why

ness is bigger when packed up

you SHOULDN’T call is because the

• Still more challenging to land than

used market would get flooded with

sion is great and the consequences

a cocoon or Z5, so, like all race

older race harnesses, which would

greater. (Also, the risk versus reward

harnesses, it’s most appropriate for

likely get bought up by less experi-

just isn’t there for most of us, and

advanced pilots

enced pilots excited about a good

there’s absolutely nothing wrong

deal, and their launches and land-

with that.) But for me, it’s a “put my

ings may be negatively impacted (no

money where my mouth is” example

pun intended).

of how I feel about landing in this

That, and because of money. While

harness. Actions speak louder than

it’s a bargain when considering the

words.

quality parts, materials, and labor

And speaking of actions: the Rotor

20

have been put to rest. As an aside: I

to light/no wind with high-density-

required to custom cut and assemble

brand is supported stateside by Rotor

each one, it’s still a respectable

USA, which is none other than Dustin

investment in flying equipment. It’s

Martin. You know, the world-record

built to last, and how can there be

holder for flying a hang glider 475

a price on improved performance,

miles. The guy who once made min-

comfort, AND SAFETY? The better

iature carbon-fiber fairings for every

questions to ask are, what colors will

sidewire fairing and various parts

you get, and how will Santa get it

and protrusions, in the name of milk-

down the chimney?

USHPA PILOT MAGAZINE

GEAR

Live Eyewear Cocoons

by JONATHAN DIETCH

I

am an eyeglasses wearer and refuse to have corrective surgery

The frame material is extremely durable and bendable. Since I fly

a pair of their outstanding clip-ons in amber that perfectly complement my

face-down I need the temple pieces to

round eyeglasses. They don’t make the

do some shop and project work I like

closely match the contour around my

copper lens for their clip-ons. Vanity be damned!

or wear contact lenses. Because I

having some level of eye protection at

ears, which is easily accomplished by a

all times. As a road cyclist and active

little bending and wearing. Due to the

Now for the unexpected pleasure. I

hang glider pilot whose eyes tear up

G-forces of tight turning and turbu-

did a major face plant back in April

above 20mph wind speed, I need an

lence I add a simple modification to the

and my lenses took one for the team

extra level of protection to keep the

temple pieces by drilling a 1/8” hole

while saving my face. I called up Live

wind from interfering with safe riding

and countersinking the hole on each

Eyewear to ask about buying a new

and flying. As a pilot and motorist who

side. I run a length of 3/32” tent pole

set of lenses. I was told for nominal fee

lives and flies in the frequently hazy

shock cord through the hole and adjust

I could send them my sacrificial pair

Los Angeles Basin I need polarizing

for fit and tension with a simple over-

and they’d send me a brand new pair

and contrast enhancements as well.

hand knot. The result is an unequalled

under warranty. Now, how cool is that?

Enter Live Eyewear Cocoon fitover

viewing and flying experience that

A lifetime warranty. Please check with

sunglasses which I have been flying

allows me to see to the limits of my

the manufacturer for specifics.

and driving with for roughly the past

better-than-20/20 corrected eyesight. I

five years. I own three pairs of the iden-

can spot haze domes and other subtle

tical model, Pilot (L) Tortoise Polarized

thermal or convergence indicators

Copper which you can find here:

with ease that would be otherwise

https://cocoonseyewear.com/shop/co-

invisible. While driving to/from flying

coons/cocoons-pilot-l-tortoise-framepo-

I’m able to minimize eye fatigue and

larized-copper-lenses/. Everything you

arrive mentally fresh. For driving I find

need to learn about the company and

the same lens unequalled. Never mind

their product line can be found via the

whether I resemble a cross between

above referenced link.

Fearless Fly and Steve Urkel. I also own

USHPA PILOT MAGAZINE

21

GEAR Moyes Gecko

by DENNIS PAGEN

J

ust about a year ago I geared up

the magic wand before the package is

to review the new Moyes Gecko

complete.

“sport-class” glider. It turned out

to be sporty indeed, and its popularity

has continued. But there soon seemed

competition gliders of the late ‘90s, if not later. I certainly know it has a sink rate (climb rate) and thermal capabil-

to be a problem: Many larger-sized

DÉJÀ VU AND VUJA DE

pilots couldn’t fly the glider because it

To remind us of what we found in our

handling is part of the picture (in

was a one-size 155; perfect for me, but

little Gecko review, we note that a

elusive or varying thermals, e.g.). The

sport class is evolving in competition

only place where such a cutting-edge

and there is also renewed interest in

intermediate glider gives up a notch

not for my more robust friends.

Hang gliders are not like humans—

22

The wait was well worth it with the big Gecko 170.

The Moyes Gecko is a case in point.

It probably performs as well as the top

ity of the top gliders, especially when

you can’t just enlarge them by sending

easier-to-fly, lighter gliders than the

to topless gliders is in maximum glide

them to McDonalds for dinner or by

top toplesses that most companies

and high-speed glide. We’ll deal with

scaling up their dimensions, because

offer, mainly because of our aging

more performance aspects below.

mechanical and aerodynamic factors

fleet feet. As we pilots get older, we

do not directly scale with size* (see

eventually realize that we can no

note in sidebar). Consequently, it

longer schlep nearly 100 pounds of

in the upper kingpost that pulls the

takes quite a bit of time to create a

equipment off the hill in all conditions,

upper side wires upwards as the VG

new glider size even if the general

let alone maximize its potential in the

line is loosened, thereby tightening

The déjà vu part comes to the fore when you look at the slide system

format (in this example kingposted,

air. But being the cloud seekers we are,

the lower side wires. This feature

double surfaced, curved tipped) is

we still yearn for performance, so the

means the side wires are fairly tight

the same. To get a fine-flying glider it

designers have treated us to some new

during takeoff, which is normally

often takes many tweaks and waves of

gliders fitting the bill in all aspects.

performed with a loose VG. Anyone

USHPA PILOT MAGAZINE

who has launched gliders with loose side wires will know what a comfort this feature is—you feel solidly in control, especially during variable-wind launches. We should note that it was learned long ago that having some play in the side-wire circuit (lower and upper combined) allows much more freedom for the crossbar to shift and thus greatly improves handling.

Another former idea incorporated into the Gecko’s design is the use of the “dingle dangle.” This device is simply a short swiveling upright post on the keel to which the hang strap is attached. The physical effect is to simulate a much higher attachment point and thus an easier swing to the

GECKO 155

GECKO 170

side during a turn control; the result is easier handling.

Of course all the designers have

Area (between tight and loose VG) 14.4 m? / 155 sq. ft.

learned little tricks that have im-

Span

proved the sail shaping and clean

9.66 m / 31.7 ft.

performance. On the Gecko we’ll

Nose Angle

start with the curved tips. It is no easy

124 Degrees

matter to fashion a tip in three dimen-

Aspect Ratio

sions that holds sail tension as well as

6.48

flexes during gust loads and landing

Glider Weight

loads. Soon after curved tips appeared

29.5 kg / 65 lbs.

in 1979, Moyes started incorporating

Optimal Pilot Weight Range

them in their gliders, and now they

70-85 kg / 154-187 lbs.

are essentially perfect. The Gecko’s

Pilot Weight Range

tip wand is one of the easiest to insert

55-86 kg / 121-190 lbs.

and the whole tip area is very clean.

No. of Battens

Finally we should point out the

Top: 8 / Under: 2

forward-looking aspects of the

Double Surface

glider—the “vuja de.” Adding to the

70% (root)-90% (tip)

sail perfection are the half battens

Stall Speed**

15.8 m? / 170 sq. ft.

10.07 m / 33.04 ft.

124 Degrees 6.42 33.1 kg / 73 lbs.

85-100 kg / 187-220 lbs.

70-110 kg / 154-242 lbs.

Top: 8 / Under: 2 e 2 Surface 2 70% (root)-90% (tip)

between the outermost two curved

32 kph / 20 mph

battens. In addition, there is a Mylar

Top Speed**

insert along the trailing edge between

+ 90 kph / +56 mph + 90 kph / +56 mph

32 kph / 20 mph

the next two inboard battens. These trailing-edge areas have always been susceptible to developing flutter as a

** all speeds are flown at sea level with each model’s respective typical pilot weight, plus 18kg/40lb harness & gear.

glider ages and stretches, especially with intermediate gliders and their typically looser sails. Such a performance-robbing outcome is no longer a concern on the Gecko. This glider

*These factors are beyond the scope of this article, but briefly for the inquisitive, note that stiffness of tubes and even sail material is difficult to match with different dimensions, and there are different drag effects due to an aerodynamic effect called Reynolds number.

should maintain its new condition

USHPA PILOT MAGAZINE

23

low wing loading I could barely get the glider to stall-break in any mode. The wide tip area gentles the stall, which is a boon in turbulence, landing or thermaling. Needless to say, landing was easy for me, but that’s to be expected. So I watched many landings of my weightier compatriots on this glider. They both landed smoothly and easily on their feet time after time.

Need I say anything about the takeoff? Well, because it is normal to take off with the VG full off in this glider, and with its fine balance and tight side wires, takeoffs are as straightforward as can be, and a quick control input to grab a lurking thermal immediately after launch is no problem.

Safe launches and landings are one of the main reasons many pilots fly a sport-class glider, so the Gecko fits for longer than most if only for this reason.

You can also get the same faired and

However, on a nice spring day with percolating mild thermals I got the gumption to fly the Gecko 170

that bill nicely.

One aspect of the performance package we always hear mentioned

comfortable uprights on the Gecko

rather than my 155. I really appreci-

in relation to the Gecko is its seri-

that come with the Litespeed, and

ated its balance and did not find it to

ous VG system. As noted, the glider

an aluminum faired base tube that

be awkward on launch. I cautiously

can be flown VG off when maximum

can be used with wheels. The fittings

waited for a nice launch cycle and

handling is desired—close to the ter-

at the control bar corners are very

flew away, thinking that I didn’t want

rain, for example—but start pulling

clean, neat and quick to attach with a

to get too close in case my light wing

string and the glider firms up just like

smooth operating PIP pin. For a com-

loading made turn response too slow.

the big boys. Other pilots and I are

plete list of Gecko options, go to the

But I was gradually rising, so I started

continually impressed with its glide

Moyes web site.

FLYING CAPABLE

turning—what else can a birdman

and speed in tighter VG mode. That is

do? In no time I was above the hill,

as it should be, for that is the very pur-

performing normal 360s in the lift,

pose of a VG system. In other words,

I have always flown the gliders I

and I continued to work thermals, up

the Gecko has a fully functional VG

review for a number of hours in order

and down for the next hour and a half.

that works in conjunction with the

to be able to report first-hand on the

I did not tire and ended up a thousand

high-performance sail and more rigid

handling and as much performance

feet above the other gliders in the sky

airframe to deliver performance as

as I can without comparing head-to-

(not due to my particular skill, but be-

well as handling—the most desirable

head in competition. But imagine my

cause I was loaded so lightly, yet could

package in a sport glider.

dilemma when I realized I was nearly

handle the glider so easily). In fact, I

Ric took a few demo flights on the

off the low-end scale for the big Gecko.

would say the big advantage of this

big Gecko and promptly bought one.

But I have two capable flying buddies,

glider is its handling, for the thermals

He is new to competition and made

Chris Bruno and Ric Caylor, weighing

were not all solid blobs, and often

his first goal on his new glider in the Arizona Santa Cruz Flats meet. He

in over 200 pounds at the time, who

were in pieces that you had to pursue

were eager to ply the sky in this new

like a love-sick sailor on shore leave.

raves about it constantly, which is a

wing. I quizzed them on different as-

I also did the obligatory stall tests,

good thing, but more scientifically, I

pects of the glider, and I fully expected

both straight ahead and in a turn: no

watch him usually at or near the top

to rely on most of their impressions.

worries. In fact, perhaps due to my

of the pack when we are fighting to

stay above our local lift venues. Chris

this glider will not disappoint, but

the beginning. You can almost chart

too took a number of flights on the

remember, we fly for fun, and the

the progress of our sport through the

glider, but he already had an older top-

Gecko is more fun than 10 clowns in a

progress of his company. With their

less, so he went on to buy a Litespeed

Volkswagen.

RX. However, he had nothing but

topless glider, the Litespeed RX, and now with the Gecko, they are on the

words of praise for the Gecko and may

CURB APPEAL

still get one for the light days. The real

Moyes has evolved into a company

takeaway for me is how easily they

focused on the total package—slick

black anodized external tubes and

both land the Gecko and how much

hardware, convenience, attractive ap-

Technora sail gleaming like a metallic

they seem to smile when we are de-

pearance and, of course, performance.

spaceship. These accouterments may

compressing in the landing field after

As we know, Bill Moyes is one of the

not make you fly better, but they sure

a nice flight on the glider.

founders of our sport and his opera-

will make you proud to set up front

tion has been producing gliders form

and center on a crowded hill.

The performance qualities of

leading edge of glider design. The Gecko just looks gorgeous with its

Pick up these hot titles by

DENNIS PAGEN

www.DENNISPAGEN.com Sport Aviation Publications PO Box 43, Spring Mills, PA 16875 pagenbks@lazerlink.com | 814-404-9446 USHPA PILOT MAGAZINE

25

26

USHPA PILOT MAGAZINE

Mike Vergalla's Free Flight Lab Loves Human Flight to the Moon and Back

It's Not (Just)

ROCKET SCIENCE

by ANNETTE O'NEIL

M

ike Vergalla has the kind

eyebrow-raising in general; it’s even

ground (including the ground on the

of “Hello, I’m…” tag that gets

more so for a man who just celebrated

moon). “Thinking big” is, clearly, Mike’s

cow-faced doubletakes at

his 32nd birthday. Mike’s background

métier. It’s not entirely clear if he has

in aerospace engineering involves

ever known how to think small, not

building flight experiments on a

even when he was small himself.

networking events.

“Officially, I’m a rocket scientist,” he

explains, “or, at least, the student loans

number of platforms (including the

“My passion since I was a little kid

I’m paying back tell me that.”

zero-g plane, high-altitude balloons

was to be an explorer,” Mike muses.

and the International Space Station)

“My mom, this amazing, crazy artist,

In fact, Mike’s extended resumé runs quite a bit longer. The list is

and doing robotic experiments on the

always read to us, and my parents

BELOW Mike

Vergalla and Patrick Gray with Moon Express Lunar Lander Display (foreground). OPPOSITE Mike Vergalla of Free Flight Lab.

USHPA PILOT MAGAZINE

27

were both mountain climbers. I’ve always had a desire for adventure and exploration in my blood.”

For many years, Mike was dead certain of where the pot of gold sat at the

It was during graduate school in

hang gliding in the ‘70s, but quit out of

Florida that Mike first started work-

concern for his safety. Some research

ing with the wind. He started racing

revealed modern paragliding to be a

sailboats, and he was good at it.

much better bet. Intrigued, Mike did

“I was in a program in France in 2010,”

what so many other cash-strapped stu-

end of his fanciful rainbow of adven-

Mike remembers, “and I was telling

dents do: He borrowed a friend’s wing

ture: outer space.

the students that racing sailboats had

and kited it in a cow field.

“I wanted to become an astronaut,” he says, “and venture into the un-

completely changed my life because

“Because I had some skill with the

of the very different perspective it had

wind from sailing,” he recalls. “I knew

known, to see strange planets for

given me on the Earth. I had certain

where the wind was, and I kited pretty

myself. I wanted to experience what

experiences in the middle of storms,

well. Then my friend took me to a

was out there and glean what I could,

after three days on the ocean, that

steeper field and had me run down. I

firsthand, from the universe. So that

were the most beautiful moments of

was running through thorn bushes;

was my plan. There are basically two

my life. I knew for certain that I could

my legs were bleeding. But It was the

ways to get into a space suit: One

never get the same sense of beauty

best day of my life. I couldn’t have

way is to be in the military and be a

without experiencing the suffering of

been happier. It changed everything.”

fighter pilot; the other one is to be an

being on the boat, of being in those

engineer. I was always uncomfortable

waves. I was very passionate about it.

of engineering projects to hang out

blowing up villages, so I decided to go

Afterward, a student (and future flying

on the hill and mess around with that

into engineering.”

Astronauts spring forth from the pointy end of engineering, so Mike knew from the start that he was sign-

Mike quickly abandoned a tall stack

Jedi master) came up to me and said,

quickly-beloved borrowed wing. He

‘Look, I think you would like this thing

even walked away from the final prep

called paragliding.’”

day for a big robotics competition,

At the time, Mike had no idea what

preferring instead to run his wing re-

ing up for the educational long-haul.

paragliding was. He knew that hang

peatedly across the soccer fields of his

Determined, he dug in.

gliding existed; his dad had done some

pancake-flat part of France in no-wind

ABOVE Free

Flight Lab 3D Terrain images can also be used to make CFD (computational fluid dynamics) model of pilot and harness.

28

USHPA PILOT MAGAZINE

conditions.

When Mike went back to Florida, he had “maybe three mini-flights” under his belt. He also had five gaping holes in the bridge between himself and free-flight mastery: no wing, no time, no money, no site and no towing nearby. It was only in 2012, when he ended up in northern California for a moonshot startup, that he found himself able to get back into the swing of things. As a self-gifted birthday treat, he rolled up to Klaus Schluter’s door at Oxygen Paragliding in Vallejo.

Straightaway, Mike informed Klaus of his cash-flow situation.

“I appreciated learning from Klaus because our personalities mesh really well. That,” Mike laughs, “and if it weren’t for his letting me pay him for a wing over a year, I don’t know if I ever would have ended up truly in the sport.”

Once he had a wing, a mentor and some places to fly, it was on. Mike reports that flying immediately began to dominate his life.

“I wanted to fly more,” he enthuses, “because the currency and building experience I gained by flying more made me feel safer.”

At the time, “flying more” was an uphill battle against his rocket-science gig. He was paying off $130,000 in student loans and pulling 18-hour days building moon landers to, in essence, fulfill someone else’s dream. Now that the plucky scientist was officially back in the air, his massively multi-platform experience was cross-pollinating his creative process like crazy—and, contradictorily, pulling his dreams back

TOP Climate-sensor

development, and open-source oxygen system build. line measuring/calibration system early prototype.

RIGHT Paraglider design and manufacturing research using laser lab at Autodesk Pier 9.

BOTTOM LEFT Laser

down, out of orbit.

“Flying gave me a new perspective on

Mike knew even then that he

companies. The egg of philosophy that

the Earth,” he says, “that made me re-

wanted to turn the paraglider into a

would become Free Flight Lab was laid,

alize—really, truly realize—that this is

platform for research. He wanted to fly

but it would take the fiery incuba-

a most amazing, crazy, strange planet

more, obviously. He wanted to make

tion of personal necessity to hatch it.

filled with crazy, strange creatures,

a positive impact. And he wanted to

Luckily, that necessity was not lacking.

and a place where I could do a lot of

do what he had been trained to do

Indeed, it was pretty damned urgent.

exploring.”

academically, but not for aerospace

“Every single time I flew, in the

USHPA PILOT MAGAZINE

29

ABOVE Paraglider design

beginning,” Mike winces, “I got motion

research done by NASA for astro-

an individual, no one cared. If he could

sick and vomited. I threw up on every

nauts and fighter pilots. It described

approach them as an organization, he

mountain flight for the first four years.”

and tested a form of meditation that

had a better chance.

His passion for flying overwhelmed

connects motion sickness and heart

“I called it Free Flight Lab on pur-

the queasy reality of the situation,

rate. To do his own research into the

pose,” he explains, “because I didn’t

but Mike’s resources were quietly

validity of the method for paraglid-

want to exclude hang gliding, or any

failing him. He didn’t want to take

ing pilots (as well as dig into the other

other type of free flight. Right now we

motion sickness drugs. He tried all

juicy, multi-disciplinary ideas he had

work with paraglider-based platforms,

the therapies he could think of: ginger

knocking around between his ears),

but I wanted it to be inclusive from the

candy, pressure-point gadgets, ev-

Mike figured that he needed a shingle.

very start.”

erything. Eventually he discovered

After all: When he went to people as

ABOVE Free

30

and manufacturing research using laser lab at Autodesk Pier 9.

Flight Lab 3D Terrain from images taken while flying.

USHPA PILOT MAGAZINE

“I wanted to create a platform that

LEFT Building

strong community and bridges between pilots and the natural spaces we fly. Ben Dunn leading the paragliders and hang gliders on a work party. CENTER Setting up at Mussel Rock for a Coastal Conservation tandem flight. RIGHT First flights near Strasbourg, France, in a cow field. could help support other pilots and

really their goal,” he says, “and the ben-

ances on an Airbus A380 turbine or a rocket engine.”

allow them to utilize the platform to

efits that come out of that have been

do crazy projects,” he continues, “not

immeasurable. I wanted to model Free

necessarily ‘projects as a club’ or

Flight Lab on SRI because that’s how I

ideas into three topic-area pillars:

‘projects as some larger organization of

felt it would have the most value to the

climate science, safety and conserva-

which research is a tiny part.’ I wanted

Earth and to pilots.”

To get started, Mike organized his

tion. He left the moon-lander company.

He transitioned into an independent

to create space for pilot-scientists and

It was 2016 when Mike’s first proj-

pilot-tinkerers and pilot-inventors to

ect—kicking that malingering nausea

residency Autodesk, where he was

go all out. This pilot wants to build a

to the curb—began in earnest. To do

given access to tools and the time to

crazy weather station; this one just

so, he teamed up with a Free Flight

really focus on his passion.

needs a little bit of funding to try an

Physiology project led by pilot and

idea she has for a follow camera; this

expedition medic, Dr. Matt Wilkes,

gives lectures about the future of

one wants to put pressure sensors

to share his motion sickness work,

robotics and what that means for

inside wings to understand deflation

and learn about Matt’s high-altitude

businesses (90% of his speaker’s fee

and inflation. These are the types of

instrumentation and pilot-research

goes directly into FFL); he instructs

projects I want to support, because

studies. After a strong kickoff, he was

Digital Design and Manufacturing. He

right now, there’s nowhere to get sup-

more than ready to branch out.

has also started a paragliding school

port for such projects.”

He started, as science always does,

To pay the bills, Mike teaches. He

in California’s Bay Area. At the time

with questions: How do I use my

of publication, he’s going through the

nonprofit organization. He aimed to

paraglider for Earth conservation and

process with PASA to be able to offer

model it after the Stanford Research

stewardship? How do I advance weather

commercial tandems and instruction.

Institute, which has existed as a

modeling and climate science? How do I

His goal with the school is to “add

nonprofit research engine for a

increase safety within the sport of para-

value” to the well-established paraglid-

whopping 72 years. The core concept

gliding? And, most pressingly: How do

ing schools in the region “by bridging

of SRI has been to support research

I turn my paraglider platform into a

the P2 gap” and bringing students

that can potentially be spun out,

usable platform for research?

Mike formed Free Flight Lab as a

licensed, and turned into companies;

“From an aerospace engineering

through the historically touchy intermediate stage to a confident P4.

Since its founding, the Free Flight

however, money has never sat at the

background, non-rigid airfoils are

head of SRI’s decision-making table.

unique; they’re more of an art,” he

Lab has had its hands full. Currently

Innovation has. Mike loves that.

begins. “The people who design and

on the table: a system to minimize

build them use the same math, but it’s

incidents with General Aviation (and

not at the same level as, say, the toler-

upcoming UAS, using miniature ADS-B

“Driving innovative projects to try things that are really impossible is

USHPA PILOT MAGAZINE

31

units); an oxygen-delivery system optimized for rapid elevation changes; a system of data-gathering devices that will measure actual input force during SIV maneuvers; a means to collect weather data from our planet’s yet-mysterious boundary layer.

“Paragliders have the highest payload-to-aircraft ratio of any aircraft that exists,” Mike says, “and we have the ability to fly flocks of autonomous paragliders with heavy payload packages to collect weather data. That real-time data could drive ever-moreaccurate assimilated forecasts, and that, potentially, will have a massive impact on technology development around agriculture, pollution factors and health.”

ABOVE Laser

line measuring/calibration system early prototype.

As the Free Flight Lab snowball builds, Mike’s dream grows with it.

“This was built to be scalable,” he grins. “It would be amazing if there

time, we’re focusing on finding valu-

spaces in which we fly,” Mike muses,

able projects that are relevant to pilots.” “but we face this tension between the As far as relevance-to-pilots goes,

natural spaces where we fly and the

were, say, a Free Flight Lab Vancouver;

there are few dearer subjects than that

elements we need to have in place to

a Free Flight Lab Geneva. There are

of that third pillar: conservation. After

do it: insurance, regulation, permits.

some very long-term visions for Free

all, what is a pilot with nowhere to fly?

So the goal of one of our first projects,

Flight Lab to fulfill, but in the mean-

“Pilots really appreciate the natural

‘Stewardship Flight,’ was to take rang-

ABOVE New camera technology is allowing for unique perspectives to share flight experiences. Mission Peak, California.

32

USHPA PILOT MAGAZINE

ers, decision-makers and policy-makers on tandem flights in order to show them different parts of the park they love but have never been able to see, because a helicopter ride costs $700 an hour. From up there, they could really see the scope of the problems they’re facing, whether that be deforestation or inland/coastal erosion due to rain or El Niño events. The perspective is incredibly vital to the work they do.”

When potential tandem students are reticent, there’s video. Mike has been flying with a 360-video camera to help in those instances, as well as to illustrate the conversation about climate science.

In its current iteration, Free Flight

GEAR

by GAVIN McCLURG

Garmin Virb Ultra & 360 From the moment GoPro announced

do it for you! When you combine the

Lab’s arms are wide open to new in-

the first POV action camera I was

rugged package, ease-of-use, supe-

novators. The collective now accepts

on board. Literally! It was 2009 and

rior lens technology, fantastic array

applications for rolling and seasonal

I was captaining a catamaran dedi-

of sturdy mounts, 3-axis stabilization

grants. These grants are meant to sup-

cated to kitesurfing on an expedition

(no jiggle here!), touchscreen display

port the kinds of projects Mike—just

around the world. A pro rider showed

so you can see what you are shoot-

your average rocket scientist trying to

up with one in Micronesia and we

ing, best-in-class 4K footage, superior

turn paragliders into a usable re-

mounted it on his board; then he went

microphone and built-in sensors that

search platform—loves: the wild ones.

out and got barreled in a wave. We

prove how far, how high (or how low

“Never be afraid to try your crazy

watched in fascination that night as

if you are speed flying!) and how

idea,” he laughs. “I’m a crazy person,

we saw footage we never could have

fast you went—it’s just a much better

and I’ve always wanted to work on

imagined. Since then I’ve used the

action camera.

crazy stuff, even though everybody

latest and greatest action cameras on

But capturing the footage as we all

told me not to. Now that I’ve been

flying projects many USHPA read-

know is just the first (and usually the

doing it full-on for a couple of years, it

ers may have seen, e.g. 500 Miles to

easiest) step. We then have to edit

is less than crazy.

“It has been an interesting two years of continually refocusing,” he adds.

“We’re trying to communicate and get

Nowhere, the Rockies Traverse, North

it and show the world (but you can

of Known…

also live stream directly to YouTube

For years GoPro pretty much

or Facebook if you are so inclined!).

owned the space, but they are now

Garmin makes this easy as well. Even

the message right. For me, it’s simple:

fending off some tough competi-

the 360 footage, which is truly mind-

We’re saving the planet with human

tion. Garmin recently launched the

boggling, can be edited quickly and

flight.”

VIRB ultra and the VIRB 360, and

painlessly with the free Virb edit app.

now that I have extensively used all

Simply connect your phone wirelessly

of them, the hands-down winners are

to your camera and not only control

the Garmin cameras. Just grab one

the camera, but edit footage on the

and you can feel how much better

go.

To get involved, reach out to Mike directly at mike@freeflightlab.org -- or follow on Instagram @freeflightlab

they are built. How many times have

Mike recently gave a talk on motion sickness and hypoxia at the Northern California Pilot Forum. You can view a video of his presentation here: https:// www.ushpa.org/page/NorCal_Pilot_ Forum_2018_Video_Gallery

If you’re ready to capture the ab-

you reached up to turn the GoPro on

surdity of free flight in cinema-grade

and then had no idea if it’s recording?

quality in a tiny little package, com-

With the Garmin you slide a switch

pare the new Garmin action cameras

(easy to feel even with big gloves on)

with the competition and I think

and you KNOW—or just say “start re-

you’ll agree that they are the obvious

cording” and let the voice activation

choice.

USHPA PILOT MAGAZINE

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USHPA PILOT MAGAZINE DECEMBER 2018

34

USHPA PILOT MAGAZINE

Jamie Messenger on the Ozone 10.2 in Austria | photo by NICK GREECE USHPA PILOT MAGAZINE

35

GEAR

Lightweight Packs

by JOSH COHN

H

aving light gear that carries

to adjust. This gives a lot of flexibil-

are normal weight, and it looks like it

well can turn hiking up to

ity, but if your gear fits in easily, then

could be thrown around and checked

launch or out of a remote

tightening the straps still allows the

on an airline without double-bagging

XC landing from a painful chore to a

load to shift somewhat. The zipper

without worry about tears. There is a

pleasure. Nothing is quite as satisfying

pocket on the belt sits flush and can

small elastic and big zippered pocket

as walking up to a launch and flying a

hold a wallet, but not much else. There

on either side of the belt, with plenty of

nice XC, and then comfortably walking

are side pockets on each side that,

space for wallet, keys, snacks, etc. The

a few miles to meet up with friends.

Once you’ve got the light glider and

top pocket is small and has a microfiber-lined glasses pocket. There is a side

harness, you need a good pack to carry

or hiking poles. The textured fabric

pocket on the left side that, together

them in. I’ve tested three light pack

on the back and straps seems nicely

with the side straps, would allow carry-

options with 10.25kg of my gear: Woody

breathable. Reflective accents on the

ing a water bottle, thin tent, or hiking

Valley GTO Light harness, 22m Advance

back and sides aid in epic night-pass

poles.

Omega X-Alps glider, helmet, clothing

hikes. There is a big pocket in the top

and minimal instruments. Missing,

lid, and long drawstrings to cinch the

The shoulder straps are spaced close to the waist strap; it seems to have

compared to regular XC gear, was water,

top of the main compartment. It weighs

been designed for someone with a

and from bivy gear, extra food, water,

in at .89kg.

shorter torso than I have, which makes

and ultralight camping gear.

The Advance ComfortPack: 100-145L

it harder to get the weight on the belt.

(115L tested) ($175.00) looks and feels

The straps seem less breathable when

($155.00) is noticeably taller than the

the most like a regular paraglider pack,

compared to the others, though prob-

other packs. Similar to Gin race har-

with two compression straps on each

ably more durable. The heavy-duty

nesses, it has plenty of straps to adjust

side and a beefy zipper all around the

construction is reflected in the 1.26kg

and cinch everything you might want

sides and top. The fabric and zippers

weight and some extra bulk.

The Gin Lite Rucksack: 80/90L

36

together with the side straps, would allow carrying a water bottle, thin tent,

USHPA PILOT MAGAZINE

positioned. Materials are lightweight,

Rucksack seems ideal. For someone

Rucksack: S, M, L, XL (XL tested) is a

so double-bagging inside a regular

who is harder on gear and/or going on

$175 option made for the GTO Light

glider inner bag for checking on a plane

extended bivi trip or travel and has a

harness. I’ve long thought that back-

is a good idea. There is a small zip-

short torso, the Advance ComfortPack

packs should come with harnesses,

pered top pocket and large side mesh

would be a better choice. For a reason-

since the harness determines most of

pockets, one of which is long enough

able amount of space with fairly light

the shape of the gear, whereas gliders

to swallow hiking poles. There is also

weight and lots of flexibility, the Gin

are all similarly shaped. I suspect the

a long bungee cord on the upper back

is a contender. For the less budget-

reason backpacks come with gliders is

that would hold a lot of clothes or other

conscious hike-and-fly aficionado

in part due to tradition and in part to

light gear and replaces compression

who likes orange, the Kortel would be

provide advertising for the manufac-

straps for the upper part of the pack.

tempting.

turer.

Excess bungee cord stows in the small

The Woody Valley GTO Light

As you might imagine, it is just the right size for a GTO Light and light glider (packed less than perfectly, using the Advance CompressBag unzipped)

zipper pocket. It rolls up compactly and weighs a trim .70kg for the XL. An honorable mention that I didn’t get to test, but have seen in use, is the

Any of these packs, along with light gear that fits in them, will be a huge improvement in carrying comfort over heavier, bulkier gear. It’s not necessary to compromise much on safety to

and has no compression straps, which

Kortel Colibri pack, which has a mini-

go light: You want to still carry a large

results in a solid package. I suspect

mal internal frame, a shape similar

enough reserve and certified back

it would fit other light harnesses of

to the Gin, pockets on the shoulder

protection.

similar or lower bulk well. There are

strap, and very light materials, giving

medium-sized elastic pockets on both

it a reported .80kg weight and a higher

much as I did. Having light gear can

sides of the hip belt, good for snacks or

(~$270) price.

also make bringing a glider along on a

wallet or keys, if you’re feeling lucky.

The straps breathe well and are nicely

For hike-and-fly and travel and short bivi trips, the Woody Valley GTO Light

I hope you enjoy taking a load off as

trip where you might only fly a day or two, reasonable.

USHPA PILOT MAGAZINE

37

WASHINGTON STATE's

AWARD

SAWTOOTH

by C.J. STURTEVANT

“Wait a minute!” you may be thinking.

“Aren’t the Sawtooths in Idaho?”

Well, yes, THE Sawtooths are indeed near Sun Valley,

Not long after, up on Rampart launch at Snoqualmie Pass, where many of Washington’s most awesomely scenic XC flights originate, a pilot returned from a short side trip into

Idaho, but Washington State has its own Sawtooth

the forest with a rather ancient, very rusty sawblade, left

Wilderness, just north of Lake Chelan. And while these

over from the logging days. “THAT’s the Sawtooth trophy!”

mountains are considerably less rugged than those 57

exclaimed Matty, pointing out that the jagged teeth of

peaks over 10,000’ in Idaho’s Sawtooths, nonetheless the

the sawblade closely resembled jagged mountain

Washington Sawtooth Wilderness had remained unex-

peaks.

plored by paraglider pilots until Matty Senior, Bill Morris

But, probably not surprisingly, ad-

and Dave Milroy traversed the area back in 2015. Matty

venturous NW parapilots are far

so enjoyed that flight over virgin territory that he pro-

more interested in pioneer-

posed creating an award to recognize pilots who flew the

ing new routes than in

Sawtooth route in the future.

Where None Hav 38

USHPA PILOT MAGAZINE

LEFT Jesse, with the east face of Baker. BELOW Jesse: Mount Baker's north face seen from a distance as I headed out of the mountains. I had passed close along the far side of the mountain in the beginning of my flight.

blade was just too cool to leave it lying around in his living room. He pondered for a while and then, calling on his artistic flying buddies—Nate Scales to provide a wood support for the saw blade, Bill Morris for adding a stone base, Patty Fuji to create the perfect NW Native-American-style design, the Sawtooth trophy was revitalized, with new criteria: to recognize the pilot who flew the most committing, most scenic, most totally awesome line that’s never been flown before, originating in Washington State. At the end of each season, Washington State pilots are invited to cast their vote for the best flight of the year using these judging criteria, in order of importance: repeating someone else’s, no matter how scenic or challenging it may have been. So, with no contenders, Matty’s Sawtooth award idea was tabled.

But really, Matty thought, that old rusty saw-

Uniqueness of the line flown Commitment and degree of difficulty Style Distance and time Video and photographic evidence of the flight In 2016, Matty recalls, there were lots of amazing flights

ve Flown Before USHPA PILOT MAGAZINE

39

vying for the new award, but Jesse Williams’s circum-

in early May. “I did have my tree kit, which is something I

navigation of Mt. Baker, the iconic volcano in the North

don’t always bring. Aside from that I simply had my stan-

Cascades, was the one that had everybody saying “WOW!”

dard kit, which includes a Mylar emergency bivy bag and a

In 2017 it was Evan Bouchier’s dogleg flight from Rampart,

small water filter. Some of the landing options on this route

where that saw blade made its appearance, to Skykomish,

would have involved a long walk out, but with my light

and ending at Icicle Creek in the North Cascades. This year

gear I wasn’t preoccupied with my distance from roads. I’m

there are several contenders, but Nick Neynens’s flight

comfortable navigating the mountains on foot, and I had

through the Picket range (also in the North Cascades, but

my inReach messenger I could have used to ask a friend for

going much deeper into tiger country—or, more accurately,

a retrieve had it been necessary.”

grizzly country) is the likely winner.

How do these guys pull off such amazing flights? Could YOU do it? All three pilots insist that flights like theirs are

Evan Bouchier admits that a flight like his, venturing deep into the high country of the Cascade Range, had been on his “wish list” for some time. Some years Memorial

not out of the reach of many of us “ordinary” pilots; they

Day weekend is too early in the season for flying the big

cite solid take-off and landing skills, being comfortable in

mountains, but in 2017 there had already been a lot of

turbulence, confidence in your decision-making, the right

discussion among the NW XC pilots about venturing north

kit for both flying and for the possibility of having to biv-

from Rampart to Stevens Pass. “I had been thinking about

ouac or hike out, and a bit of luck to be in the right place on

it and playing around in Google Earth,” Evan recalls. “I keep

a day when a truly epic flight is possible, as the essentials

a database of potential route options from various sites

for safely undertaking a Sawtooth-worthy flight.

spread all around the world, including a bunch of ideas that

Be prepared!

Jesse Williams, the first (2016) recipient of the Sawtooth

I have in the Cascades. So I have played with different ideas for how that terrain might be accessed.

“The day prior to this flight,“ Evan recalls, “I had spooked

award, had been researching and testing LZ options be-

over Mt. Si on my small Enzo 2 with Exoceat (spooked =

tween the launch and the high terrain around Mt. Baker

overdose of adrenaline keeping Enzo overhead in weird

before his flight, although he says he didn’t have a par-

snakey climb), so I stepped down the next day when I saw

ticular route in mind when he started out on that morning

the alpine forecast and flew my Mantra 6 instead of the Enzo.

“On the morning of my flight (28 May, 2017), I checked a bunch of forecasts and then sketched out route options on XC Planner on the way up to launch. And then I launched and made game-time plays based on the weather, and flew a line that I had specifically thought of before.” He lists his just-in-case gear: a tree kit, sleeping pad, knife/pliers/ multi-tool, several days’ worth of snacks, and a basic firstaid/rescue kit including water purification tablets.

Visiting Kiwi pilot Nick loves “looking at maps for hours and imagining new routes, but,” he adds, “you have to fly the day”—although that could mean choosing a challenging-but-probably-doable line rather than taking the easiest downwind option. On his big day (August 8, 2018), he’d just returned from a flying trip in Canada, and joined his friend Jesse for some airtime near Mt. Baker. Nick always carries his vol-biv kit with him on his frequent travels, and usually takes everything with him when he’s flying. “It’s easier to commit to going cross-country when there is no need to return—I’ve been using hitchhiking to get around North America and it’s been great,” he says. Being prepared for anything, these pilots agree, makes anything possible.

40

USHPA PILOT MAGAZINE

knowing where you are, and where you’re headed Today’s technology makes going deep into the big mountains considerably less intimidating than it used to be— both in the planning and dreaming, and in the actual flying.

Jesse relies heavily on his phone when he flies, running the XC Soar app for all his visual flight data; for the turnwhen-it-beeps signals, he uses a mini audio-only vario.

“Having an inReach satellite messenger is a huge confidence booster going into remote terrain like this,” he points out.

“Knowing you can ask for help or just let people know you’re OK from the middle of nowhere is super important.”

Evan describes his technology as “just the basics—in the air I used a radio, InReach and vario, and XC Planner on a tablet for maps and route info. My camera has been hung up for the last two years since I started flying Enzo’s”—and even with the last-minute switch to his Mantra, he didn’t grab his camera, hence the lack of photos from along his route.

ABOVE

Nick on final glide

Nick uses a “cheap Android phone for backup tracks; I occasionally check maps on it as I’m flying, although more

time he had just enough elevation to get across the vast

often when I’m on the ground. For a vario I use a Skydrop

snowfields. By the time he reached the forested ridges on

with basic readout.” He saves battery by leaving the phone

the southeast side of Mt. Baker he was low over the terrain

screen turned off while flying, and “with a solar panel in

with a long glide to a safe LZ on the shores of Baker Lake. “I

flight I can keep things topped up. I also have a couple of

picked the best-looking ridge, figuring that if I didn’t find

GitUp2 cameras to supplement plentiful phone photos.”

lift I would have to glide straight to the lake. Fortunately,” he says, “the spot I picked was working, I climbed to cloud-

“Today is your day! You’re off to great places, so get on your way!” (Dr. Seuss)

base, and things got easier from there.

“Once I topped out that climb I could see Mt. Shuksan

Jesse launched from a popular local site called Big Johnson,

to my northeast, beyond a line of sunny cumulus-dotted

at the base of the terrain where the Cascade foothills

ridges that turned out to be just as easy to fly as they

begin to ramp up into the high alpine terrain. “I followed

looked,” he continues. “After playing around trying to get as

the ridge back to the first summit and then headed east

high as I could on Mt. Shuksan, I skimmed around behind

next to the narrow, forested Middle Fork of the Nooksack

to the east of the summit to drop into the north-facing bowl

River,” he begins. “Heading east into the Cascades there

of the Nooksack Cirque. It was in the lee of a gentle south

are a couple routes with some difficult landing options

wind so it was sinky, and I arrived a bit low on the sunny

before very dense forest makes XC flying dicey on all but

south-facing ridge to the north of the valley. It was working

the best days. Just getting over that unbroken forest of the

like clockwork, though, and from there it was easy flying,

foothills in the beginning was one of the biggest cruxes

hopping from cloud to cloud, cruising down a fairly con-

of this flight.” You can almost hear his sigh of relief as he

tinuous south-facing ridge that was getting the full benefit

continues: “I was much more comfortable once I reached

of the intense afternoon sunshine.” At the end of the ridge,

higher terrain and there were more landing options above

above the town of Glacier, he was back within glide of civili-

treeline. I hopped small side valleys paralleling the river

zation, but at that point he made it his objective to complete

on the north side of the main valley,” he explains, “until I

a loop and get all the way back to the LZ below BJ.

finally was thermaling over high rocky outcroppings on the

“The flying conditions were actually quite easy on this

southwest base of Mt. Baker, with a huge snowfield giving

flight and I never felt I needed to work hard to thermal,

abundant landing options. I made sure to get as high as I

manage turbulence, or fight a headwind. All day I had

could before heading over that snowfield on the south side

been following my landing options first and foremost, and

of Mt. Baker, where I’d gotten stuck and sunk out earlier

then looking for thermal triggers. Along this route, landing

in the spring on a super-rare 12,000’ cloudbase day.” This

options started as big fields, then became logging roads in

USHPA PILOT MAGAZINE

41

ABOVE

Nick documents the ruggedness of the Pickets.

clearcuts, then gravel bars and scree slopes in mountain rivers and streams, then huge snowfields above tree line,

and try to end up near Bellingham (in NW Washington,

then gravel bars and lake shore and more gravel bars until

up near the Canadian border). Once I got to the town of

I was finally back to wide valleys as I finished my flight at

Skykomish, though, the west side had dried up and high

the main LZ below the Big Johnson take off.”

pressure was squeezing up into the mountains. So I made a

E

90-degree turn to the east and followed Highway 2 over the van’s flight originated at Rampart, in Snoqualmie

Cascades. When I realized I could make Leavenworth easily,

Pass, where that infamous sawblade’s emergence

I turned again and started trying to push south and fly back

from the forest inspired the Sawtooth trophy. Evan

launched and, he says, “I immediately climbed out, pointed

to Rampart to close the triangle. I was constantly changing my direction and destination! You can never accurately

it north and went for it! I was focused on the usual: terrain,

plan for a day—just come up with alternatives and then

sun exposure, and picking the tallest/deepest terrain so I’d

see how the conditions turn out. If you have numerous

have the most options to work with. In the beginning I was

scenarios already planned it’s easier to make quick adjust-

3000’ over terrain, but for a moment at the end of my first

ments and adapt to what the day is offering.”

committing crossing I was low, scratching ridge features.

Unfortunately, closing the triangle wasn’t in the cards for

Once I was established again I spent most of the time up

Evan. “I landed in Icicle Creek Canyon on the road. Sub-

with the clouds with 1500-3000’ terrain clearance.

optimal, but it worked…”

to land in. But I’m never looking at what’s straight below

N

me—you can always mitigate the damage and glide out as

having no trouble thermaling and staying up,” Nick recalls.

“There were bail-out options in the beginning and at the end of this route, but if I had landed at the deepest/worst moment along my courseline I would have done a lot of suffering to get out! Plenty of terrain I crossed had only trees

far as possible, and hopefully find lift along the way. There

42

“My initial plan was to ride the southeast flow to the north

ick, who’d just returned from traveling in Canada, joined his friend Jesse for some flying in NW Washington. They launched Table Mountain near

Artist Point (at the end of the Mt. Baker highway) and “were

“It was a stable day so I just had to patiently work climbs

were only a few moments on this flight where I was low

while also judging when it was best to take the height I had

enough to be thinking about landing options—the majority

and move on. I initially steered east but turned a little to

of the time I was either high or I was in strong lift, so I kept

follow the high terrain later on. Since it was stable it was

focusing on the sky.

only possible to get climbs amongst the highest terrain.

USHPA PILOT MAGAZINE

Mostly I was only able to get just above the height of the

But until I get down to that altitude I try to remain focused

terrain, to about 9000’. Later in the flight there were some

only on climbing and success so that I don’t bog myself

thermals.

down. This default altitude tends to vary depending on the

“There were always landing options, and,” he says, “that

situation, but almost any time I make a big crossing I check

was my criterion for continuing from Shuksan: first that I

my altitude and give myself some number below which I

could get up, then that I could see landings, then that I felt

will need to switch modes.

good about the route ahead and believed it could work. I was low enough to be looking at specific landing options

“How do I deal with stress? Breathing. Always. XC flying is stressful, but when I get to crux moments I find that I have

for the entire flight, but mentally I had to just consider the

to be more conscious of intentional breathing and focus.

safe landing and leave the walk out for later. A walk-out

It’s really easy to let your mind wander, especially if you’re

was a formidable deterrent but I had plenty of food, and

worried about landing, and then you end up flying poorly.

was equipped for spending several days in the bush.

Instead I try to channel all the ‘worry’ energy into focus on

“I was really happy with the flight!” he exclaims. “I’d have liked to have gone farther but I didn’t see any landing options beyond where I got to with the height that I had.”

He had plenty of time to select a landing, as “I was soaring

breathing—then I can keep my wits about me and continue to fly well.

“As for mistakes, I was flying kinda hasty towards the second half of my flight because I wanted to close a triangle

for quite a while, hoping there was still a chance of one last

from Stuart back to Rampart. So instead of flying the sky

thermal. In the end I landed 10 minutes or so away from

and following a badass cloudstreet leading straight out to

the camp site I’d spotted on Ruby Mountain, as it was a

Leavenworth, I kept pointing towards Stuart off to my right.

safer option than trying to land in lift near bluffs. Better to

This put me in the shade of Icicle Creek, which just wasn’t

land and walk than land and not be able to walk!” He flew

working. I was overly focused on trying to close my triangle,

down the next morning, landing near the road and hitch-

so I lost awareness of how the day was progressing. In the

ing a ride to the little town of Mazama.

end I flushed off the Enchantments and landed in Icicle

Making mistakes, and dealing with stress “If things start happening, don’t worry, don’t stew, just go right along—you’ll start happening, too.” — Dr. Seuss As you’ve probably discerned by now, even the best XC

Creek, on the road. In retrospect, it would have worked much better to follow the cloudstreet out to Leavenworth and then attempt to close the triangle from the east.”

Jesse mourns the bad decision he made on the day that Nick flew his epic crossing of the Pickets. “It was a classic

pilots mis-call a decision on occasion, and stress about how

example of pessimism killing flying opportunity,” says

they’re going to dig themselves out of a sketchy position.

Jesse. “Nick and I weren’t getting very high above the ter-

Their stress-reduction techniques are worth considering.

rain, maybe 1000’ above launch level. That’s still around

Jesse offers an example: “After crossing the snowy south

6000’ ASL but not high enough to give a lot of XC potential

face of Baker and after flying around the northeast of

in that area. I would have felt comfortable pushing to the

Mount Shuksan I was a bit low, although in both cases I

south, but I felt like there was a good chance I would end

had good-looking landing options so it wasn’t too stressful.

up landing rather soon down by Baker Lake with a long

The couple of times I got down near ridge height looking

retrieve. I hadn’t taken the time to get fully ready for a vol-

for thermals were probably the most challenging moments.

biv adventure, so although I could have walked out of the

Just focusing on finding thermals and watching my glide

woods comfortably, the risk vs. reward didn’t seem very

angle to whatever is my best LZ option took up most of my

enticing. I had a friend waiting in the ski area parking lot

bandwidth. Had I sunk out in these spots, I would have had

to see if I needed a ride, and as is often the case, as soon as

a long hike to get to a road, but I wasn’t really apprehen-

I started thinking about landing the more it made sense to

sive about that. I would have been sad to have my flight

get down and get home to take care of other business, so I

cut short,” he muses, but looking on the bright side can be

flew out of the thermals and on down to land, while Nick

an attitude-changer: “I knew both places were beautiful

continued on for his epic flight.”

hiking spots.”

Evan’s flight started right out with a bit of tension: “On the very first move I was low enough to start wondering if I was going to land out. In that type of scenario I tend to pick a default altitude below which I’m going to completely switch my strategy to damage mitigation, escape, and land.

SAWTOOTH USHPA PILOT MAGAZINE

43

Evan didn’t take any pics during his flight; this photo, taken a year later from another site farther north, gives a glimpse into the formidable territory Evan traversed. Photo by Jiri Richter

ABOVE

The personal WOW factor of these flights On his circumnavigation of Mt. Baker, Jesse was “pretty

world, but for sure this route through the Pickets was one

excited just to make it over the foothills up to the high ter-

of the highlights. I’m told the route went through the wild-

rain around Baker, but I’d done this a couple times already

est country in the Lower 48. It was certainly spectacular,

that spring so it wasn’t until I got past Baker and climbed

kick-started by flying over Shuksan and its enormous gla-

out above Baker Lake that I was really in new territory.

cier. From there it was just carefully plugging away while

Flying around Mt. Shuksan was most fun. When I arrived

enjoying more spectacular scenery.”

at the mountain on the sunny southwest face I was able to get my highest climbs of the day thanks to thermals that were forming from high rock bands sticking out of the

Why the Sawtooth Award flights are relevant “Flying a route like this for the first time is intimidating,”

mostly snowy slopes. It was impressive how quickly and

Jesse affirms, “but once one person does it, it’s easier for

predictably these thermals would turn on and shut off as

the next person to do it even if it still seems a bit extreme.

clouds shaded the rocks and then dissipated. I thought I

The main crux of this flight was accepting some tricky

might be able to bench up to the rocky summit pinnacle of

landing options at a couple points and being OK with long

Shuksan, which was higher than the surrounding clouds.

walk-outs from other potential LZs. Things progress a

After trying for a while I decided to move on and use my

little slowly here in the far northwest, but if routes like

elevation to fly around the east side of the pinnacle and

this get flown enough to be well understood they cease to

drop into the Nooksack cirque, a steep north-facing bowl

be ‘extreme XC’ routes and become accessible to a wider

covered with hanging glaciers. I had just enough altitude

range of pilots. I’ve flown a few different route variations

to skim over the high snowfields and clear the ridge east

around Baker since this flight and it seems like on every

of the summit. Then the spectacular terrain dropped away

flight I spot a new potential LZ or figure out how to get

several thousand feet to the headwaters of the Nooksack

through a tricky bit with better landing options. I think

River far below.”

we’re just beginning to scratch the surface of flying deep

For Evan, it was “supreme jubilation when I realized I’d made it through and had Highway 2 and the town of Index

44

Nick says, “I’ve had lots of special flights all around the

in the Cascades and I think when more people do it they’ll be surprised by how easy the flying is.

on glide! Nothing like the prospect of two days hiking

“I actually think the higher mountains with their tall

through blackberries to make you really happy about

thermals and abundant meadows above treeline have

knowing you’ve made it out and can land by the road!”

the potential for just as much XC as the heavily forested

USHPA PILOT MAGAZINE

foothill XC routes around popular sites like Tiger and Blanchard. The big differences are that a light kit and being prepared for a long walk out are much more important and it might take you an extra day to get home after a cool flight!”

Evan agrees. “Honestly,” he says, “I don’t think this type of flying is as inaccessible as many people believe. If there were meadows and roads up all the valleys, like in Europe, every single variation would already have been flown. These are relatively simple flights all through the Cascades, but no one is venturing out because of the adventure/commitment aspect. So there’s a ton of lowhanging fruit. I think as we continue to open up the map on the Cascades, we will continue to find more ‘easier’ and less committing adventure options for people who are keen to hike and fly.

“So much of the way we think about XC potential is based on the mindset (leftover from hang gliding, probably) that you need to be able to drive to launch. This has resulted in a lot of sub-optimal launch locations that are popular only because of proximity to a road. As hike-and-fly becomes

JESSE WILLIAMS

more popular, we will uncover loads of new adventures

Video: https://vimeo.com/181263439

that only require a light kit and willingness to hike, but

Start point: Big Johnson TO

not a ton of deep exposure or radical terrain.”

Nick re-iterates, “One of the distinctions of our sport is the unbelievably light and compact size of our wings, so

May 12, 2016

Distance: 89.3 km Glider: Advance Omega XAlps Airtime: 5:45 h

really the ability to venture into the backcountry and inde-

Landing: Big Johnson LZ

pendently explore wild areas is a unique opportunity that

Tracklog: https://www.xcontest.org/2016/world/en/

is there waiting to be exploited on the right day.”

flights/detail:JesseW/12.05.2016/20:01

J

esse offers a clear summary of the philosophy behind

EVAN BOUCHIER

the Sawtooth Award. “I definitely wish I’d been just

Start point: Rampart launch

a little more optimistic the day of Nick’s big flight.

May 28, 2017

Distance: 96.68 km

At least now I know that even in marginal conditions at

Glider: Ozone Mantra 6

Table Mt. good flights can be had. Hopefully next time I’m

Airtime: 3:34 h

up there I’ll have one less mental barrier to having a good

Landing: In Icicle Creek Canyon, near the road

flight, and I won’t give up so easily. That’s an example of

Track log: https://www.xcontest.org/2017/world/en/

why I feel like these flights can help pilots of many levels

flights/detail:evan.bouchier/28.5.2017/20:21

broaden their flying horizons. I think there’s a lot of flights to be had, deep in the Cascades, that are within the

NICK NEYNENS

skill level of many pilots, but that don’t get flown simply

Start point: Table Mountain

because of pessimism and doubt. Looking back, I would

Distance: 62.97 km

August 8, 2018

gladly take the risk of a day spent walking out of the

Glider: Ozone Z Alps

mountains for the chance to have made that flight with

Airtime: 4:53 h

Nick. Of course I’m not saying a pilot with no mountain

Landing: Ruby Mountain

experience should try to follow me into the thick of the

Track: https://www.xcontest.org/world/en/flights/

mountains, but I think people often overestimate the dif-

detail:nneynens/8.8.2018/20:35

ficulty of what we’re doing. That’s a big part of what makes it cool that Matty has gotten this Sawtooth Award going, to

Information obtained from XContest.org, and from the pilots

recognize and encourage these kinds of flights.”

USHPA PILOT MAGAZINE

45

GEAR

Skywalk Range X-Alps2

by JEFF SHAPIRO

W

hile searching for the ulti-

help may be a long ways out. While

though the material, mostly ROBIC

mate paragliding harness

trying to check those boxes, I was

Nylon, is extremely light, the quality

for hike-and-fly competi-

steered toward the latest and lightest

of construction and details of the har-

tion and back-country adventure

of the Range series from SkyWalk: the

ness were top-notch. The harness was

flying, I wanted a balance between

Range X-Alps2.

clearly well made and its construction

the lightest and lowest-volume kit possible; enough storage for essen-

well thought out. It came with a lightweight carbon foot plate, an integrat-

tials; a clean, aerodynamic profile and

think I actually laughed out loud a

ed front-mount reserve system that

most important, a strong focus on

little. Not much bigger than a phone

doubles as a flight deck, accessible

safety. Ha! Is that too much to ask?

book, I thought that maybe they got

storage pockets (more on that later)

my order wrong and sent a t-shirt

and the secret to its low volume pack-

the position of a rescue parachute or

instead! But when I looked inside its

ability: a PermAir back protector.

back protection shouldn’t be compro-

carry bag, there was indeed a harness

mised while flying in an environment

inside.

I felt strongly that issues such as

where self-reliance is the rule and

46

Upon receiving the harness, I was shocked as I took it out of the box. I

USHPA PILOT MAGAZINE

The first thing I noticed was al-

Setting the harness up for flight was straightforward and I was pleasantly surprised to see that many of

not necessary but I think makes for a

the features from the first version of

with other harnesses in its genre—

the Range X-Alps I wasn’t fond of had

many of the closure lines and internal

better feel while aggressively weight

been addressed. Adjusting the sus-

structure exposed inside the cockpit.

shifting through tight turns.

pension was as easy as pulling thin

This caused the occasional crossed

webbing through high quality buck-

or snagged lines while getting in and

les, and adjusting the position of the

out to be irritating at times. I was glad

SkyWalk’s light-weight parachute, the

foot plate. Honestly, the harness was

to see that SkyWalk fixed this with

PepperCrosslight, which fit perfectly.

Installing the parachute was an easy and intuitive process. I installed

set up nearly perfect in length right

very simple leg loops and light, pass-

I got the impression that a full-size,

out of the box and I got the impression

through style buckles. Also addressed

standard-weight rescue would be a

that if the correct size was ordered,

was the much-appreciated detail of in-

tight fit, although most likely doable.

only fine-tuning would be required.

ternalizing most of the structure and

By carefully installing and “shaping”

With the first version of this

lines so the inside of the harness re-

the parachute into the harness, the

harness, it was necessary to “step

mains clean and simple. Putting this

built-in flight deck ended up being the

through” the leg loops, putting the

harness on couldn’t be easier. The

perfect angle for viewing my instru-

harness on like a pair of pants. Also

only thing missing (in my opinion) is

ments. I also liked the contrast in

with the older version, there were—as

a light-weight chest strap. It’s for sure

color between the harness body and

LEFT Loaded up, blown up, and ready to launch. ABOVE The

instruments well.

cockpit sits at a decent angle and can fit smaller

USHPA PILOT MAGAZINE

47

RIGHT The harness is stored in a red bag which for maximum room saving ability when hiking. The bag is then utilized as a bellows to fill the back protection. LEFT Hooking in can be slightly confusing at first as the harness is maximized for weight savings. Once you have a system it is straight forward.

the bright red handle. In the event I

area from a single location, running

need to get my rescue out quickly, the

through a clean channel which leads

red handle right in front of my face

to two structural loops behind the

for this harness. They say it’s “a basic

makes it about as easy to locate as I

pilot's shoulders. In the event of a

concept consisting of several cells

could imagine. One practice pull con-

reserve deployment, this connection

with the possibility of pressure equal-

firmed that the parachute, although

will orient the pilot upright and allow

ization.” I easily and intuitively found

secure, is easy to pull and deploy

for our “landing gear” to take the

the tube, which can be accessed

indeed. Box checked!

impact during a proper PLF. The only

within the rear storage compartment

Another change from the first ver-

downside is that the design promotes

behind the pilot seat. This is how the

sion of this harness is the orientation

throwing with the right hand because

airbag is inflated and deflated and

of the parachute bridle. Instead of

although the reserve handle can be

has a very simple and fail-proof “kink

coming out either side of the para-

easily reached by either hand, if the

and cap” closure (see photo). The har-

chute storage area to connect to the

rescue was deployed to the left side

ness’s carry bag (mentioned earlier)

of the pilot, the bridle would cross

can trap air and be used as a bellows

carabiners, a feature that usually

48

The PermAir protector is SkyWalk’s innovative solution to back protection

creates the necessity to connect and

the risers. Most likely, this scenario

to quickly inflate the back protection

disconnect one side each time we

would simply spin the pilot and be a

without getting light-headed from

fly, the bridle on the Range X-Alps2

non-issue but, it was something I felt

manually blowing into the tube. It’s a

exits the front parachute storage

was important to take note of.

simple and ingenious system, which

USHPA PILOT MAGAZINE

correctly I find the Range X-Alps2 to

usually takes three full “bags of air”

er airflow past the pilot. SkyWalk

to fill the protector to max tension. At

decided to build only one air intake

be exceptionally comfortable, even

first, I was worried that the PermAir

into the harness for the fairing infla-

during very long flights.

protector would be destroyed from

tion (on the right side), which at first

In conclusion, if finding the best

any hard landing or sharp object, but

I thought was a mistake. The fairing

combination of performance, comfort,

with the outer layers of the harness

would stay inflated when I turned

quality and low weight in a harness

and the construction methods used,

to the right and in straight flight, of

suits your needs, have a look at this

I’ve found mine to be both more pro-

course, but when I turned left in a

innovative solution. Although for

tective than foam and very durable

thermal, sometimes the fairing would

overall durability and storage rea-

so far.

make noises like it was losing pres-

sons, there may be better harnesses

sure. After around 80 hours in the

for month-long bivi trips across the

within the fairing (located behind the

harness and paying close attention,

Greater Ranges of the world, the

pilot) and in several convenient places

although there may be a slight loss of

Range X-Alps2 takes up the smallest

within the cockpit, some of which are

pressure, I’ve observed that the fair-

space in your pack, has a clean comp-

accessible in flight. The storage under

ing has always remained inflated and

harness profile and, in my opinion, is

the pilot’s knees is large enough for

retained its clean shape.

one of the very best harnesses of its

The harness offers both storage

water ballast, or even a small sleeping

It’s worth mentioning that the

type ever made. If your interest is in

bag while the rear, main storage com-

air bag and hammock-style seat is

adventure flying, I’d urge you to have

partment is easily large enough for a

surrounded by a relatively stiff wire

a closer look!

backpack and extra gear. Although

that SkyWalk calls their PowerFrame.

there is an access point off the left

Even though this harness doesn’t

shoulder for a water tube, there is

have a traditional seat-board, it feels

no water-bladder sleeve inside the

more like one than other hammock-

storage container. I solved that by

style harnesses I’ve flown, and even

simply placing a plastic clip on the

seems to dampen out turbulence a

webbing at the top of the storage area

bit. As for comfort, when adjusted

Author’s note: The blue fabric shown in the photos on the underside of the parachute storage is something I sewed on for an external battery pack and is not standard or part of the SkyWalk design.

and before each flight, I clip my water bladder to keep it upright while flying.

Overall, because the airbag can’t be removed and replaced with a sleeping bag and extra gear, the storage might fall a touch short for really long vol-biv trips but, for shorter trips out or hike&fly races, this harness has ample room for everything necessary.

One of the best new storage features, in my opinion, is the dedicated spot for trekking poles within the leg fairing. Now, I don’t have to worry about my poles being behind me in the event of a crash, and yet I still don’t feel them during launch, landing or in-flight. It’s the simple yet well thought-out details that makes this harness so great.

As far as the overall shape and look of the harness, I couldn’t be more happy. It’s got a tiny frontal profile for best performance, and a “comp harness”-like rear fairing for smooth-

ABOVE The inflation tube tucks away nicely once the harness is blown up.

USHPA PILOT MAGAZINE

49

Moving

UP in the World

by SARA WEAVER

A

50

s the sport class becomes

widely known, and the sport class is

instruments or glider, answers lie

an increasingly competitive

clearly not immune.

nearby inside the brains of some of

subset of hang gliding, a

the world’s most experienced pilots.

disturbing trend has surfaced: Once a

Benefits of the Sport Class

By creating accessible tasks and freely

pilot reaches the top of the sport-class

Sport-class hang gliding is quite simi-

sharing information with new sport-

totem pole, fellow pilots start pressur-

lar to the open class. The tasks are

class competitors, a culture focused

ing the winner to move up to the open

often shaped the same, but the sport

on learning and improving arises.

class. This only poses a problem when

class tends to fly shorter distances and

that pilot doesn’t want to move up or

avoid sharp upwind legs. This means

That same inclusive culture exists in the open class, but without king-

doesn’t yet have the skills required.

that even with kingpost-dampened

posts, the risks are amplified. No pilot

Frankly, being competitive in the open

performance, sport-class pilots get to

denies the dangers associated with

class requires a pilot to fly a topless

have the same fun.

flying a topless hang glider. And let’s get real: Sure, you can compete in the

hang glider, which is a responsibil-

Another benefit is how the com-

ity not lightly burdened. The rami-

munity actively rallies around the

open class with a kingpost, but it’s

fications of the increased stress in

sport class. Whenever a new pilot has

going to be a LOT harder to fly 200 km

competitive hang gliding are already

a question about the task, weather,

and keep up with the top pilots. So

USHPA PILOT MAGAZINE

until a competitor is prepared for the added responsibility, the sport class offers a great alternative.

The Pressure Problem Here lies the root of the issue—pressuring sport-class pilots to move up to the open class before they’re ready and before they want to will result in one of three outcomes. One, that the pilot continues flying in the sport class under mounting pressure to leave and a disheartening feeling of being unwelcome. Two, that the pilot moves up to a topless hang glider and the open class before he or she is ready to truly grasp the gravity of doing so. Or three, that the pilot stops competing.

ABOVE A

focused Gecko pilot on approach. Photo by Kendrick Stallard. out on the sport-class launch line at the 2018 Santa Cruz flats race; Ric Caylor strikes a pose in front of his Gecko. Photo by Kendrick Stallard.

OPPOSITE Hanging

To be clear, no pilot has ever been asked to leave the sport class.

They’re the pilots you want to beat

However, more than a few times

one day. Encouraging them to move

begin adding start gates and increas-

during a competition week I’ve heard

up does foster a growing open class,

ing task difficultly to cater to the top

seems deceptively negative. If we

open- and sport-class pilots ragging

but it results in decreased overall

sport-class pilots, competition novices

on the sport-class winner, saying that

competitiveness of the sport class.

will struggle to find success flying

it’s time to move up. There’s no inher-

Here is the tipping point, where opin-

complicated tasks when they have

ent harm in this encouragement; it’s

ion collides with possibility: Has the

little experience even landing out.

honestly a compliment! The problem

sport class outgrown its accessibility?

And if it’s so challenging that fresh XC

comes when the jokes don’t stop, and

If so, how do we balance an increas-

pilots choose not to continue flying

the pilot isn’t interested in moving up

ing need for the intense competition

in the circuit, the entire purpose of

or flying topless. And it’s happened

craved by sport-class pilots and ease

having a sport class to cater to new

before, at least anecdotally.

of access to the beginner cross-coun-

pilots has been defeated.

It’s quite the conundrum. What is the ultimate goal of the sport class?

try competitor?

But the flip side of the story is far more hopeful than that. This unique

To foster continued growth in hang

Competitive vs. Accessible

dilemma points to growth in the sport

gliding or to recruit pilots to the open

A competitive sport class has proved

of hang gliding, something rarely ob-

class? Both, of course, but shouldn’t

invaluable to the competition circuit

served. When mentored competitions

the pilots get to decide what’s right for

in the US. The building of the sport

like the Green Swamp Sport Klassic

them?

class a decade ago led to the revival

have enrolled more than 50 sport

of competition flying, presenting a

pilots (which is far more than enough

the sport class is meant to provide an

bounce back from incredibly low

to run a typical open-class competi-

inviting access point for new cross-

enrollment to today’s hustling and

tion) and regular sport-class nation-

country pilots to enter the competi-

bustling national series. These days,

als have more than 20, it means that

tion circuit and find success under a

to be a successful competition pilot

there’s room to expand. It may be time

kingpost. When extremely talented

one never needs to fly topless.

The flip side of the argument is that

sport-class pilots continue winning,

And as the sport class continues

to use these numbers to cater to new cross-country pilots in different ways.

they’re creating an intimidating envi-

growing, a novel issue has surfaced:

ronment for these new competitors.

It may be getting so competitive that

Where Do We Go from Here?

Alternatively, these top sport-class

it’s no longer accessible to new cross-

If the sport class continues to expand,

pilots are also providing a benchmark.

country pilots. Initially, this problem

the competition circuit must stretch

USHPA PILOT MAGAZINE

51

LEFT Sport-class pilot Jeff Parrot looking swaggy at the 2018 Santa Cruz Flats Race | photo by Kendrick Stallard.

that wants all of the convenience of competition (easy retrieves, towing availability, community…) without the stress of actually competing could be a way to welcome non-competitive or brand-new cross-country pilots to competitions. Then, if these pilots decide they want to pursue longer distances and competition, the sport class is right there waiting for them.

Definitions Matter As sport-class competition trickles into the international spotlight, an to meet the demand. Thankfully, it’s

learned the basics of how to fly XC in

agreed-upon definition of a sport-

already doing so. United States com-

the Americus FlyTec Comp Camp and

class pilot needs to be drafted. This

petition organizers Davis Straub and

the Quest Air Intro to Competition

subject has already been visited

Belinda Boulter’s petitions to CIVL to

Camp in 2013. New XC pilots in at-

during the first Sport-Class World

sanction the second FAI Sport-Class

tendance learned to fly in competition

Championship in 2014, but no clear

World Hang Gliding Championships

structure, free from the competitive

answer surfaced.

in 2020 at Quest Air in Florida and to

stress that is usually present. The

include the sport class in the pro-

Green Swamp Klassic formed as an ex-

posed first Class 1 Pan-American Hang

tension of these introductory courses

as they’re flying a kingposted hang

Gliding Championship in 2020 in Big

to provide extensive mentorship,

glider, then the purpose of the sport

Spring, Texas, have been accepted.

but perhaps its sanctioning in 2019

class has been defeated. It means

Now, the sport class will return to

suggests it has outgrown its roots,

we’re just building a new competition

the international spotlight and the

too. Regardless, the progeny of these

structure to cater to the same pilots

best sport-class pilots in the US and

extremely basic introductory courses

who already compete on an interna-

around the world will be invited to

progressed to form the sport class and

tional stage, and excluding competi-

compete.

some have already moved up to open.

tive amateurs who crave that.

We’ve obviously begun the process

It’s time to revisit competition camps

Additionally, topless hang gliders

of accommodating the more competi-

to foster the evident need for basic

are still invited to compete in the

tive pilots of the sport class, but we

competition instruction.

sport class as long as they’re willing

Another not-so-novel idea is the in-

to endure a massive score penalty of

country pilots. It is imperative to avoid

clusion of a recreational class within

20%. This doesn’t solve the problem,

excluding these pilots from national

normal competitions. This originally

though. If a topless hang glider makes

competitions by way of increasing

appeared as the “floater class,” which

the sport-class goal every single day

sport-class difficulty too much. Doing

was often made of single-surface

by virtue of higher performance, even

have yet to answer to the new cross-

so may result in pilots dropping out

wings completing extremely simple

after the penalty, they’ll be sitting

of the competition circuit. We saw

tasks. There was far greater focus on

pretty in the standings. Honestly,

this a decade ago when the open class

learning instruments and completing

though, the pilots competing in the

simply became too challenging to be

very short cross-country routes while

sport class on topless wings in the US

inviting any longer.

under the wing of mentorship than

are just practicing before heading to

pushing limits or winning. Creating

the open class; their intentions are

it’s forgotten its early successes of

a recreational class that can include

not to stick around to dominate the

just five years ago. Dozens of pilots

any type of wing and any level of pilot

kingposts. During the Green Swamp

As the sport class has grown, maybe

52

If professional open-class pilots are allowed to fly in the sport class as long

USHPA PILOT MAGAZINE

Klassic in 2018, the organizers solved

Championships or in the sport class

the issue by creating a topless-specific

at the Pan Americans. This will give

sport class. Those pilots still got to

ample opportunity for competitive

compete, fly more accessible tasks,

sport-class pilots to seriously compete

and receive the same mentorship as

on the international stage. These ac-

their kingposted counterparts, but

cepted petitions are a major win for

they weren’t breathing down the

the sport class.

necks of lower performance gliders.

This foresight has led Belinda and

The Pressure Problem. Solved?

Davis to include a definition of a

Sport-class competition is one of the

sport-class pilot in their petition to

only hang gliding demographics that

host the second Sport-Class World

is growing. Keeping competitions

Championship. If a pilot has recently

accessible is the number-one way

competed somewhat successfully in

to continue fostering this growth.

the open class or if he or she wants

Competition camps and recreational

to fly a topless hang glider, maybe

classes within competitions create

they’re overqualified for a sport-class

a structure for new cross-country

world championship. Enforcing a

pilots to improve and succeed without

sport-class definition won’t decrease

competitive stress. The sport class can

participation; it’ll give up-and-coming

provide safer flying under a kingpost,

pilots from around the world the

while being competitive and offering

opportunity to compete with others

exciting prospects in the growth of

flying at their level. And it could

international competition. The open

create an entirely new international

class, as always, will continue being

competitive circuit in hang gliding.

Pilots who have ranked in the top 20 in the US since January 2008 and

the cutting edge of competitive hang

Winter Special on the the new Alfapilot RS! Key Features: * High Res e-ink Display * Fully Customizable Screens * Dual Sensor Vario * Configurable Vario Sounds * Fast, accurate GPS * Special Features for XC and Competition Flying Go to www.flyxc.org/alfapilot or email info@flyxc.org to order or for more info

gliding.

My ultimate argument is that the

plenty of logistics to consider, starting

pilots who have placed in the top

pressure problem doesn’t have to be

with the fact that the US competi-

2/3 of any non-sport-class Category 1

a problem, if we create the structure

tion organizers are already stretched

competition since January 2014 do not

to support all directions of growth in

thinner than a delaminating leading

qualify for the 2020 Sport Class World

competitive hang gliding. There are

edge. But by letting the sport class continue along its competitive path and running competition camps and recreational classes to make up for the accessibility deficit left behind, we wouldn’t have any reason to pressure sport-class pilots to move up to open if that’s not what they want.

The first step is talking about it. Are the strategies above effective? Are we capable of creating such a structure if we can somehow find volunteers and organizers to implement it? If you’ve never been to a competition, I hope the possibilities motivate you to fly or volunteer. And if you’d like to share your thoughts on the subject, please feel free to email me at wea-

ABOVE Pilots Sara Weaver and Dave Aldrich celebrate at goal on day 1 of the Big

Spring Nationals in front of their Wills Wing Sport3s | photo by Kendrick Stallard.

versara13@gmail.com or reach out on Instagram @sweaverflies.

USHPA PILOT MAGAZINE

53

GEAR

Gin Concertina Bag

by BLAKE PELTON

I

am constantly looking for ways

shelf, it comes packaged in a TINY

to streamline my kit, reduce

this department. My biggest pet peeve

stuff sack slightly larger than my fist.

weight, and make packing my

with most concertina bags is that they

This piqued my interest, so I took it

glider easier. Over the years, I’ve tried

are way over-built and take up far too

home to have a closer look and to

several different concertina bags.

much space in my harness when I’m

actually pack my glider in it.

Being a designer/sewer myself, I’m

flying.

always spotting ways that this simple

54

seem to leave much to be desired in

On one of my recent visits to

My first attempt was a fail. I stacked my profiles, leaving them standing

accessory can be improved. Even our

SuperFly, they handed me Gin’s new

vertically at the top of the bag. When

favorite and most trusted brands

Concertina Compress bag. Off the

I buckled up, everything was clearly

USHPA PILOT MAGAZINE

sideways; the fold simply didn’t work out. So, I removed the bag and started again. Once I laid the profiles on their side, immediately I started to see the thought that went into designing this simple lightweight bag. Before I knew it, my glider was perfectly concertinapacked into an ideal size that made everything fit neatly into my rucksack. It has two zipper pulls, giving you the option to leave your glider attached to your harness or, if you are the type that likes to disconnect, it has a tidy sleeve and Velcro tab to stow your risers within the bag.

Pros: Tiny pack volume, extremely lightweight, eliminates the need for a strap or dust sack.

Cons: Won’t work well with gliders that have plastic running more than one third of their chord. Not great to leave glider stored.

Conclusion: Gin’s Concertina Compress bag is all business—allowing pilots to quickly and conveniently pack their wings into that elusive factory-fold size. It comes in two sizes: 3m for most full-size gliders and a 2.7m for smaller gliders/mini-wings.

I was able to easily pack my glider in less than five minutes. Have a look here at the un-cut video: facebook. com/blake.pelton.3/videos/vb.165089 4692/10212534251865218/?type=3

USHPA PILOT MAGAZINE

55

How to Safely Fly the Otto

Lilienthal Glider

by MARKUS RAFFEL

W 56

I remembered what had hap-

hen I stood on the

approximately 25 meters above the

sand dune in northern

beach—nothing that could scare a

pened when I was caught by a gust

seasoned pilot of a modern hang

some weeks earlier. It lifted me four

year, with the wind interacting with

glider. But being those 25 meters in a

meters in just one second, and for a

the 32-kilogram wings of my self-

willow skeleton covered with a thin

short time, this upwards accelera-

made replica of Otto Lilienthal’s

white bed sheet that had been de-

tion nearly doubled the force acting

glider, I started hesitating. I was

signed 125 years ago, gave me pause.

on my legs, leaving me confused as

California in April of this

USHPA PILOT MAGAZINE

ABOVE Static flight stability designed 1893. OPPOSITE Prof. Markus Raffel and PhD student Felix Wienke at the winch.

to how I should react. My instinct told me to stretch my legs to try to

aspects of it.

I flew powered small aircrafts

In April of last year I took a vacation and learned to safely fly a hang glider downhill in Millau, France. I

reach the ground. But the glider

in Europe and the US with pas-

pitched up, and I stopped in the air

sion, but became really obsessed by

started building my Lilienthal glider

and fell relatively softly, with the

the idea of flying Otto Lilienthal’s

after the original patent drawings

glider acting as a kind of parachute.

wonderfully designed mono-

supported by my PhD student Felix

The patented pivoted tail plane

plane after the successful wind-

Wienke, Markus Krebs, and other

had worked as it was intended to.

tunnel tests done by the German

flight enthusiasts. In doing so, we

Lilienthal’s dihedral wing design did

Aerospace Research Establishment

basically copied the DLR’s glider

the rest, and the glider and pilot fell

(DLR). (https://www.youtube.com/

that was made under the advice of

watch?v=UYsWX9nTuhs). These tests,

Bernd Lukasch, the director of the

as well as the center-of-gravity tests,

Otto Lilienthal Museum in Anklam

landing first on my feet, then on my

performed by an athletic young DLR

(Germany).

knees. But even if the fall happened

employee, proved the potential sta-

nicely in horizontal orientation.

I was hanging in it vertically,

We used the same fabric that was

in a kind of slow motion, having

bility of Otto Lilienthal’s foldable mo-

used by the museum, which was

32 kilograms of weight attached to

no-plane, his “Normalsegelapparat”,

shirting woven on an authentic

my shoulders makes me remember

for the first time scientifically.

machine, based on the instructions

the landing. So I learned the hard

However, this meant the glider flies

found during a careful analysis of

way what my flight instructors told

in steady condition, with an operator

the original material. The rest of

me: The most important lesson to

capable of holding his legs horizon-

the glider consists of a pinewood

remember is to know when not to fly.

tally forward, while holding himself

mainframe, willow cockpit, and tail

in the glider with only his hands and

and steel wires located between the

I have been working in experimental aerodynamics for more than

his arms. But, does that mean an in-

main frame and the wings, like the

25 years. This doesn’t make me an

experienced pilot of average fitness

original. For the struts that form the

expert in the physics of flight, but it

can foot-launch it, fly it safely, and

wings we used pine wood (bent into

has made me interested in various

perform coordinated flare landings?

shape while wet) instead of willow,

USHPA PILOT MAGAZINE

57

also control the altitude by leaning forward and backward in the glider.

However, this pitch control was limited, due to the way we attached the towing rope on the glider. And a pitch-up input on the trailer did not result in deceleration, because Markus used the cruise control, and my car didn’t bother too much about the additional drag. That was another big difference to free flight.

During the second step, I performed flights at a limited altitude of an average of two meters attached to a rope winch, which we built with a modified Italian scooter that ABOVE Leveling

to start. BELOW Andrew Beem at Dockweiler Beach 2018.

had a reel instead of the rear wheel.

With this scooter, Felix powered and

because of my heavier weight and

on a 5m x 5m platform. The glider

controlled my flights over and up to 200m distance. I flew at speeds of

the fact that the aerodynamic loads

and I were attached to a trailer that

during the planned towing tests

was towed by my car. This allowed

up to 50km/h over soft grass. Due to

were going to occur higher than

me to gain some experience with

our self-imposed altitude limit, we

during free downhill flights.

the glider without risk. I could easily

couldn’t detach the rope and had to

learn how to counteract an un-

maintain the tension until shortly

glider with more than 100kg sand

wanted roll to one side by swinging

before landing.

ballast, we started tethered flights

my legs to the opposite one. I could

After successfully testing the

58

USHPA PILOT MAGAZINE

Otto Lilienthal built a training hill

15 meters high just for his flight testing. The cone-shaped hill allowed him to always start facing into the wind. It was surrounded by flat fields and, up to moderate wind speeds, there were likely only moderate gusts. I tried for a long time to find something similar close to where I live, but couldn’t replicate such ideal conditions. The winch allowed me to train on a small airfield, where we also placed the leading rope block in a manner that allowed me to start against the main wind direction. During these winch flights, in contrast to the tethered flights, I had to be able to control the roll angle and, therefore, also yaw reliably.

The pitch trim during most of the flight, however, was still obtained by the variation of the attachment location of the rope. Only during the last meters, when the tension of the towing rope ended, a big difference was made if I had remembered early enough to lean back, by either stretching my arms or not. Moving my chest just a few centimeters away from the crossbars that form the mainframe of the glider caused it to flare and land softly. When I forgot that or didn’t coordinate well with Felix, I was reminded of the benefits of kneepads and the convenience of soft grass below me.

The controllability of Lilienthal’s

TOP Start

in California: Flight instructor Andrew Beem and student Markus Raffel. BOTTOM Start near Berlin: Herr Beilich and Otto Lilienthal | photo courtesy Otto Lilienthal Museum.

monoplane was finally proven during free downhill flights in

I was 12 years older than

side—were later used to explain how

California. The most successful free

Lilienthal when he started to fly, 12

imperfect his method of control was.

flights were performed at a sand

kg heavier and 12 cm taller than he

However, he knew very well what he

dune with adequate slope and height

(55, 90 and 192 respectively). So I had

was doing and decided, after testing

supported by a gentle and constant

to run faster, move more weight, and

flaps, wing warping, and an actively pivoted tail plane, to willingly con-

wind at the beach close to Monterey.

create more drag. (I also wasn’t as fit

The trim, especially the pitch trim,

as Herr Lilienthal.) He, on the other

trol his wings by weight shifting, just

was the most elaborate part of the

hand, frequently jumped from the

as many thousands of pilots do while

flight, because it was influenced by

roof of a building and managed to

flying weight-shift-controlled light

the flexibility of the wooden struc-

come to a stable fast downhill flight

aircrafts in accordance with FAR103

ture, the tension of the wires below

afterward. The famous photographs

or other national flight rules. And I

the wing, and the weight, height and

of Lilienthal with his legs high up

am fairly certain that no-one wants

fitness of the pilot.

in the air—frequently towards one

to try starting a conventionally

USHPA PILOT MAGAZINE

59

LEFT Photo courtesy Otto Lilienthal Museum. BELOW First powered flights.

before.

After having found the suitable pitch trim, the glider reacted nicely and sensitively to my pilot input and could easily be directed against the wind. During start, there is one moment when you have to decide not to catch a descending wing with your foot below it, but counterintuitively help that wing by shifting your feet to the other side. That frefriend JT for that time, brought the

ity zero just a few meters above the

disassembled glider with me as

the sand dune, but the training paid

ground, like Lilienthal did, with his

oversized luggage on Lufthansa, re-

off, and when the wind lowered one

method of controlling his aircraft.

assembled it, and spent every free

of the wings, I automatically shifted

However, what I intended to do was

minute driving to potential training

my legs to the other side. The control

much easier.

hills in California. With the help of

of the roll angle is basically like the

Andy Beem (Windsports, LA—the

one of a modern hang glider, but the

for a sabbatical semester that I

best hang glider flight instructor

legs need to travel a wider way to

I came to LA on the first of January

60

quently happened during the start at

controlled aircraft at ground veloc-

spent at the California Institute

I ever met), I eventually managed

create a similar reaction from the

of Technology in order to develop

to find the right trim of the glider,

glider, because of the lesser weight

aerodynamic measurement tech-

which had always been a bit too tail-

that is shifted.

niques. I got a truck from my NASA

heavy for my fitness, weight and size

USHPA PILOT MAGAZINE

It must be understood that you

cannot perform turns when flying

two-dimensional, one wing starts

technology that allowed for the ad-

low with the steep hill behind you.

sinking earlier than the other and

dition of photographs to newspapers,

So I don’t know more about steep

generates more drag at the same

he changed everything with this

turns, other than that Lilienthal,

time. This is what makes you turn at

elegant white glider, and motivated

who flew much higher, tried to avoid

the end of your flight in such a situ-

other pioneers to start developing

them for some reason. Lilienthal

ation just as well with Lilienthal’s

powered airplanes. Wilbur Wright

reported once that landing requires

glider as with any other. The trick

wrote about Lilienthal in 1912: “…he

a similar counter-intuitive move as

of landing the Lilienthal glider well

was without question the greatest of

turning the glider. He reported that

is doing this maneuver a little later

the precursors, and the world owes

you have to bring your legs behind

and a bit more consistently, so the

him a great debt.”

you to pitch up and decelerate, even

stall occurs dynamically, and the dy-

Lilienthal’s flying machine still radiates joy and admiration when

if your instinct wants you to have

namic stall vortices along the lead-

your feet in front of you, when

ing edges of the wings force the flow

being unfolded and prepared for

approaching the ground at higher

into a two-dimensional condition,

wonderful controlled straight

speeds. However, this depends on

while creating a short lift overshoot

downhill flights. The highest risk I can see will occur if a flight becomes

the trim of the glider, and, in my

and an additional pitch-up moment.

case, it was just enough to fall a bit

When I finally managed to fly nicely

unsteady. At this point your body,

backwards and, therefore, move the

and steadily for up to 70+ meters and

which is attached to the glider only

weight of my whole body to the rear.

to coordinate gentle straight land-

by your elbows and hands, becomes

ings, I knew this glider design was

a multi-element pendulum. And

and still is just wonderful.

multi-element pendulums are good

The problems I had while coordinating my landings at the beginning were the same as the problems I had

When Lilienthal began his first

to generate chaos, but no stable

during early hang glider landings. I

aerodynamic experiments and bird

conditions in a common sense. The

initiated the landing too early and

observations, he lived in a world

weaker you are, the earlier it hap-

too slowly, so the flow on the wings

where even leading scientists did not

pens, but at the end it will happen to

separated slowly but massively. As

believed in the possibility of human

anyone who doesn’t know when not

separated flow is never steady nor

winged flight. Supported by the new

to fly.

USHPA PILOT MAGAZINE

61

GEAR Garmin Fenix 5X Plus

by GAVIN McCLURG

In the lead up to the 2017 Red Bull X-Alps my trainer Ben Abruzzo and I

I recently returned from an ath-

movements at night; keeps track of all your performance and physiological metrics as well as your anaerobic

tracked every step taken, every sand

lete summit at Garmin and was

bag lifted, every meter climbed on

pretty blown away with not only their

training and load so you can fine-tune

skis and foot, every squat, press, clean,

campus, which is larger than many

your thresholds and peak at the right

row, dip, pull up, interval, ski-erg…

universities, but with their dedication

time for an event (pretty critical for

(you get the point!) with the Garmin

to making the best GPS-based prod-

the X-Alps!); stores and plays music;

Fenix 5S. At first I was reluctant, as

ucts on the market. There is an entire

has the Garmin Pay contactless pay-

I’d been using the Suunto and was fa-

division that is dedicated to noth-

ment solution (so you can leave your

miliar with how it worked, but making

ing but abusing everything Garmin

wallet at home); seamlessly integrates

the switch not only allowed us to track

makes! Machines dunk, slam, swing,

with human performance tracking

how well I was sleeping and how fast I

slime, freeze, melt and just generally

apps like Training Peaks, which Ben

recovered (the watch paired with the

beat the living crap out of their entire

and I now use to track all my training;

Bluetooth chest-strap monitor keeps

line-up.

track of your heart rate perfectly)

62

cally—when I need to back off.

I am now a proud owner of the big

works on the same Bluetooth network as the InReach and all of their other

but each and every step taken and

brother to the 5S, the 5X Plus. While

devices (the VIRB camera, 360, etc.)

workout completed is automatically

it still looks and feels like a very high

so you can even activate the SOS on

uploaded to Garmin Connect so all the

quality (and quite sexy!) watch, this

your InReach from your watch or start

critical metrics of my training could

baby is a whole lot more. The 5X Plus

your camera recording; can be used

be monitored by Ben, and adjust-

is the ultimate multisport GPS watch: It

to receive texts and emails from your

ments (more or less time for recovery,

has color topo maps that will actually

phone, and lasts up to 20 days on a

making adjustments to my sleep cycle,

help you find the most popular paths

single charge (up to 13 when using the

etc.) could be done with data and not

for running and biking when you travel

GPS).

Speaking as an athlete/adventurer,

just on a feeling. By the time the race

to a new place (and comes in handy

started I considered it one of the most

when your phone bites the dust, as

critical pieces of equipment in my kit.

mine did in the 2017 race!); of course

hell and back and couldn’t be happier

From the moment I hit the road every

has a highly accurate barometer, altim-

with how they perform. They’ve been

morning until I passed out each night I

eter and compass; has a wrist-based

a critical adjunct to my training for the

would track every step and every flight

Pulse Ox acclimatization sensor so you

Red Bull X-Alps, and now with the ad-

with the watch, but the most critical

can track your blood O2-saturation

dition of topo maps and the ability to

was keeping track of my heart rate. By

levels (important for those of us

control your InReach I now see them

knowing my exact heart rate, I know

who spend time at altitude); tracks

as an important safety device for XC

exactly how hard I can go and—criti-

your light, deep and REM sleep and

pilots.

USHPA PILOT MAGAZINE

I’ve put these Fenix watches through

The Magnum 3 is designed for professional tandem pilots. This all new design includes significant upgrades in durability, comfort, and ease, with massive improvements in the areas of launch, landing, and in-flight agility. A unique internal structure saves weight and increases lifespan, effectively decreasing the cost of the wing to the professional pilot. The Magnum 3 is a completely new, “ground-up� design.

Pilot: Matt Lawrence & Stefanie Sweeney Photo: Jorge Atramiz Location: Oahu, Hawaii USHPA PILOT MAGAZINE

63

CALENDAR & CLASSIFIED

CALENDAR clinics & tours

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

CALENDAR LISTINGS

CLASSIFIED ADVERTISING RATES

- Rates start at $10.00 for 200 characters. MINIMUM AD CHARGE $10.00. ALL CLASSIFIEDS ARE PREPAID. No refunds will be given on ads cancelled that are scheduled to run multiple months. For more info, visit www.ushpa.org/page/ magazine-classified-advertising HANG GLIDING ADVISORY: Used

hang gliders should always be disassembled before flying for the first time and inspected carefully for fatigued, bent or dented downtubes, ruined bushings, bent bolts (especially the heart bolt), reused Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with non-circular holes, and on flex wings, sails badly torn or torn loose from their anchor points front and back on the keel and leading edges.

PARAGLIDING ADVISORY: Used

paragliders should always be thoroughly inspected before flying for the first time. Annual inspections on paragliders should include sailcloth strength tests. Simply performing a porosity check isn’t sufficient. Some gliders pass porosity yet have very weak sailcloth.

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

64

USHPA PILOT MAGAZINE

JAN 25 - FEB 2, FEB 2-10, FEB 10-18 > Roldanillo Colombia - Eagle Paragliding 2019 Colombia Tours Eagle Paragliding - 3 weeks of tours near Roldanillo Colombia. Pilots of all levels will get coaching on thermaling, XC Flying, Tandem XC. We've offered tours for over two decades all over the world. The number of high caliber staff members supporting pilots at Eagle clinics and tours is unprecedented. Let Mitch Riley, Marty DeVietti, Brian Howell, Dave Turner, and Rob Sporrer support you in achieving your goals for the week. Visit www.paragliding.com, or contact us—rob@paraglide.com—805.968.0980 More Info: rob@paraglide.com NOV 18 - APR 14 > Valle de Bravo, Mexico - FLYMEXICO - Valle de Bravo Flying every stinkin’ day in our week long Sunday to Sunday base packages. Flexible for duration, accommodation upgrades and even competition support. Hang gliding and paragliding in the free flight Mecca of Valle de Bravo. No one matches our service, price, and capabilities in transportation, facilities, and equipment.

Twenty five years of doing it here has enabled us to offer culture and flying with knowledge and contacts that enable you to have a memorable flying vacation. More Info: www.flymexico.com SANCTIONED COMPETITION MAR 23-30 > 2019 Green Swamp Sport Klassic USHPA

Sanctioned HG Race To Goal - AT Quest Air, Sheets Field, Groveland, Florida; This is a Sport Class only event. There will be advanced pilot mentors to help with small groups of pilots. Hang 2+ or 3 rating with aerotow sign off or extensive experience is a requirement. Aerotow practice and sign off is available before the competition. Tows outside the competition days are paid for separately. The weather turns soarable in February/March in Florida and Quest Air is a great place for cross country flying. Register Dates: November 1, 2018 - March 23, 2019 Organizer: Belinda Boulter | belinda@davisstraub.com Website: https://airtribune. com/2019-green-swamp-sport-klassic/info/details__info APR 13-19 > 2019 Quest Air Nationals (pre-Worlds) -

Week I USHPA Sanctioned HG Race To Goal – AT. Quest Air, Sheets Field, Groveland, Florida; Flatland competition in Florida where the weather is so good so early. Open, Sport, Swift, and Rigid Wing classes. Site of the 2006 Worlds.

Country club flying. Register Dates: November 1, 2018 - April 13, 2019 Organizer: Belinda Boulter | belinda@davisstraub. com Website: https://airtribune.com/2019-quest-air-nationals-week-1/info/details__info

APR 20-27 > 2019 Quest Air Nationals - Week II USHPA Sanctioned HG Race To Goal - AT Quest Air, Sheets Field, Groveland, Florida; Flatland competition in Florida where the weather is so good so early. Open, Sport, Swift, and Rigid Wing classes. Site of the 2006 Worlds. Country club flying. Register Dates: November 1, 2018 - April 20, 2019 Organizer: Belinda Boulter | belinda@davisstraub.com Website: https://airtribune.com/2019-quest-air-nationalsweek-2/info/details_info JUN 8-15 > 2019 East Coast Hang Gliding Championship USHPA Sanctioned HG Race To Goal – AT. Ridgley, Maryland; The East Coast Championship returns to Ridgely MD. Pilots can expect smooth thermals and open field with plentiful access roads for easy retrieves. Pilots are welcome to camp onsite or can stay at some nearby hotels if camping isn't their thing. Live tracking will be provided to simplify scoring. Many drivers are available. The competition has a strong safety record. This is a great community that is within an hour’s drive of several beach resorts and a short drive from Washington DC. Practice, Check-in and Welcome on Saturday, June 8th. Live tracking with Flymaster trackers provided. Register Dates: November 1, 2018 - May 15, 2019 Organizer: Dan Lukaszewicz | Lucky_Chevy@yahoo. com Website: none JUN 15-22 > 2019 Applegate Open USHPA Sanctioned PG Race To Goal. Woodrat Mtn, Ruch, Oregon; Mark your calendars. The tradition of great racing continues in the Applegate Valley at Woodrat Mountain in Ruch Oregon.

Come fly with some of the best pilots in the USA. $50 discount coupon available for returning pilots from 2018. Register Dates: February 2, 2019 - June 15, 2019 Organizer: Dan Wells | pdx.dbw@gmail.com Website: http://wingsoverapplegate.org/ JUL 6-13 > 2019 US Open of Paragliding Chelan USHPA

Sanctioned PG Race To Goal Chelan Butte, Chelan, Washington Register Dates: March 1, 2019 - July 6, 2019 Organizer: Matty Senior | mattysenior@yahoo.com Website: http://300peaks.com/ AUG 10-17 > 2019 Big Spring Nationals (pre-Pan-

Americans) USHPA Sanctioned HG Race To Goal – AT. McMahon Wrinkle Airport, Big Spring, Texas; The 17th Big Spring National Series, site of the 2007 World Hang Gliding Championship, the finest cross country hang gliding competition site in the US. Big Tasks (world records), smooth thermals, unrestricted landing areas, easy retrieval on multiple roads, consistent cumulus development at 1 PM, air conditioned head quarters, hanger for setup, free water and ice cream, welcome dinner, live tracking, many drivers available, strong safety record, highest pilot satisfaction rating.

Also easy airport access to Midland-Odessa airport, inexpensive accommodations, plentiful infrastructure (restaurants), great community support, superb meet director.

Register Dates: November 1, 2018 - August 10, 2019 Organizer: Belinda Boulder | belinda@davisstraub.com Website: https://airtribune.com/2019-big-spring-nationals/info/details__info

SEP 15-21 > 2019 Santa Cruz Flats Race - Mark Knight Memorial USHPA Sanctioned HG Race To Goal – AT. Francisco Grande Golf Resort, Casa Grande, AZ; We're back at the Francisco Grande Resort in Casa Grande, Arizona for the 12th annual Santa Cruz Flats Race. Come on out and join us for some unique technical flying and loads of fun in the desert. Register Dates: December 15, 2018 - August 15, 2019 Organizer: Jamie Shelden | naughtylawyer@gmail. com Website: http://www.airtribune.com/santa-cruzflats-race-mark-knight-memorial-2019

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

WINGS & HARNESSES Fly Center of Gravity:

The CG-1000 is the original custom fit, single line suspension harness. Built to last from your H1 through your H4. Choose from our list of options to suit your needs and select your colors and special designs to make the harness your own. www.flycenterofgravity.com; flycenterofgravity@gmail.com

GEORGIA

- 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.

LOOKOUT MOUNTAIN FLIGHT PARK

HAWAII

CLINICS & TOURS BAJA MEXICO: La Salina Baja's BEST BEACHFRONT Airsport

Venue: PG, HG, PPG: FlyLaSalina.com. by BajaBrent.com, He’ll hook you up! Site intros, tours, & rooms. bajabrent@bajabrent. com, 760-203-2658 VALLE DE BRAVO for Winter and year round flying tours and support. Hang Gliding, Paragliding. Guiding, gear, instruction, transportation, lodging. www.flymexico.com +1 512-467-2529

FLYMEXICO -

with USHPA Advanced Instructor and veteran guide Nick Crane. Jan/Feb/Mar Costa Rica; Jun/Sep/Oct - Europe; Mar/Dec - Brazil. www. costaricaparagliding.com; nick@paracrane.com

Paragliding Tours 2018

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

COLORADO GUNNISON GLIDERS - X-C to heavy waterproof HG gliderbags. Accessories, parts, service, sewing. Instruction ratings, site-info. Rusty Whitley 1549 CR 17, Gunnison CO 81230. 970-6419315.

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

- 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. 603542-4416, www.flymorningside.com

MORNINGSIDE

Fly beyond! with the Oudie

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

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TENNESSEE

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

LOOKOUT MOUNTAIN FLIGHT PARK

NEW YORK

NORTH CAROLINA

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

AAA HG & PG

Susquehanna Flight Park - 40 acre flight park; 160' main training hill; Bunny hills in all directions; Best facility in NY; New Alphas & Falcons in stock; Trade in Trade up; www. cooperstownhanggliding.com

KITTY HAWK KITES - The largest hang gliding school in the

world, teaching since 1974. Learn to hang glide and paraglide on the East Coast's largest sand dune. Year-round instruction, foot launch and tandem aerotow. 1902 Wright Glider Experience available. Dealer for all major manufacturers. Learn to fly where the Wright Brothers flew, located at the beach on NC's historic Outer Banks. Also visit our NH location, Morningside Flight Park. 252-441-2426, 1-877-FLY-THIS, www.kittyhawk.com

VIRGINIA BLUE SKY located near Richmond , year round instruction, all forms of towing, repairs, sewing. Representing Wills Wing, Moyes, Icaro, Aeros PG, Mosquito, Flylight,Woody Valley, HES , www.blueskyhg.com

RATINGS ISSUED AUGUST 2018 RTG RGN NAME

STATE RATING OFFICIAL

RTG RGN NAME

STATE RATING OFFICIAL

RTG RGN NAME

H1 H1 H1 H2 H2 H2 H2 H2 H2 H2 H2 H3 H3 H3 H3 H4 H4 H4 H4 H4 H4 H4 P1 P1 P2 P2

CO MT MN WA WA GA FL TX CA CO MI GA NY NY CA TN CA CA CA UT

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

CO CO CO CO CO

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

4 5 7 1 1 10 10 11 2 4 7 10 12 12 2 10 2 2 3 4 5 5 12 2 2 4

David Wayne Ashley Bielawski Mark Tateosian Stephan Boutenko Brian Svik Edward Andrews Mike Urbine John Maddux Ashley Kitto David Wayne Michael Schneider Travis James Bennett Sara Fort Victor Pankratov John Rinaldi Thomas A. Phillips Takeo Eda Chet Gallaway Dr Adam L. Sandahl Kevin Berry Martin Henry Mia Schokker Nolan Hollingshead Saeid Shekarchi Gregor Hintler Joseph Grigsby

NJ CA CA CO

Ian Brubaker Paul Roys Doyle Johnson James W. Tibbs Eric Ollikainen Billy B. Vaughn Billy B. Vaughn Ian Boughton Robert B. Booth Ian Brubaker Scott Schneider Malcolm A. Jones Greg Black Paul Voight John Simpson Rick Jacob Patrick J. Denevan Christopher R. Valley Rob McKenzie D-Patrick McGuinness Mike Bomstad Mike Bomstad John E. Dunn Jeffrey J. Greenbaum Jeffrey J. Greenbaum Mauricio Fleitas

4 4 4 4 4 6 8 8 8 1 1 1 10 10 10 2 2 2 2 2 2 2 4 4 4 4

Brendan Haines Colin Harkins Gary R. Pax Matthew J. Randall Jeremiah St Ours Tai Kam Kwan Mark Anderson James Milliken Jr Vanessa Rubera Sean R. Joy Andres Benitez Ospina Pavel Semenov George Rovito Miguel A. Simonet Sean Stanley James Cooper Vadim Furman Christopher C. Greci John Harden Zane OConnor Matt Renaud Katharina Roesler Nick Andrew Burden Bridger Henriksen Jared Lewis Christopher Lloyd

MA NH NH AK AK WA FL FL FL CA CA CA CA CA CA CA UT UT CO CO

Mauricio Fleitas Mauricio Fleitas William Purden-Jr William Purden-Jr Stephen J. Mayer Yuen Wai-Kit John E. Dunn John E. Dunn John E. Dunn Jake Schlapfer Jake Schlapfer Marc Chirico Luis Ameglio Gregory Bryl Stephen J. Mayer Jesse L. Meyer Jesse L. Meyer Justin Boer Giuseppe Free Jason Shapiro Jesse L. Meyer Jesse L. Meyer Max Leonard Marien Cade Palmer Jonathan Jefferies Jonathan Jefferies

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

STATE RATING OFFICIAL

Meaghan Maher UT Kim Reimer CO Joshua Seagrave AZ George Milheim MT Mia Schokker Mark Herndon OK Josiah Sewell AR Travis Walter IL Dan Deleo VT Jerry Gumbita PA Mark Dunn TN Christopher B. Parrish GA Thomas A. Phillips TN Abel Espinosa Trimino FL Gerry Pesavento CA Markley S. Hug CA John Allen King CA Leon Roullard CA Gregory Sadowy CA Bridger Henriksen UT Lena Lander AZ Mike Packard UT Bo Neely Rich UT Michael Roy CO Courtney Jakubowski WY Richard McDermott IL

Chris W. Santacroce Patrick Johnson Gary Begley Andy Macrae Mike Bomstad Jonathan Jefferies David W. Prentice Jaro Krupa Calef Letorney Matthew Ingram Thomas Jaeger Stephen J. Mayer Rick Jacob Luis Ameglio Jesse L. Meyer Chris W. Santacroce Gabriel Jebb Rob Sporrer Stephen Nowak Cade Palmer Kevin Howe Chris W. Santacroce Blake Pelton Stephen J. Mayer Scott C. Harris Marc Noel Radloff

GIVE & GET! Make a $250 donation to the USHPA General Fund today and receive a Free Flight Forever t-shirt as our thank-you gift! Super soft 100% combed-cotton tee that's light and comfortable to move in.

Available in Blue or Gray. Make a $1000 donation to the USHPA General Fund today and receive a Free Flight Forever jacket as our thank-you gift!

100% polyester soft shell with bonded fleece interior, light snow and water resistant.

Visit ushpastore.com to purchase yours.

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USHPA PILOT MAGAZINE

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.

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

Flytec.com or 800.662.2449