Hang Gliding & Paragliding Vol39/Iss11 Nov 2009

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NOVEMBER 2009 Volume 39 Issue 11 $6.95 Hang Gliding & Paragliding | www.USHPA .aero

09NOVEMBER

HANG GLIDING & PARAGLIDING MAGAZINE

On the cover, David Aldrich wangs it up at Marshall Peak in San Bernadino, California | photo by David Aldrich. Meanwhile, Low flying happens at Crestline in California | photo by Marc Poole.

MAGAZINE STAFF Paul Montville, Publisher: paul.montville@ushpa.aero Nick Greece, Editor: editor@ushpa.aero Greg Gillam, Art Director: art.director@ushpa.aero Martin Palmaz, Advertising: martin@ushpa.aero Staff writers: Alex Colby, Chris Galli, Steve Messman, Dennis Pagen, Dean Stratton, Mark “Forger” Stucky, Ryan Voight, Tom Webster Staff artist: Jim Tibbs Staff photographers: John Heiney, Jeff O'Brien, Jeff Shapiro OFFICE STAFF Paul Montville, Executive Director: paul.montville@ushpa.aero Martin Palmaz, Director of Business Operations : martin@ushpa.aero Erin Russell, Office Manager: erin@ushpa.aero Beth Hollendorfer, Member/Instructor Services Administrator: beth@ushpa.aero USHPA OFFICERS & EXECUTIVE COMMITTEE Lisa Tate, President: lisa@lisatateglass.com Riss Estes, Vice President: parariss@yahoo.com Rich Hass, Secretary: richhass@comcast.net Mark Forbes, Treasurer: mgforbes@mindspring.com REGION 1: Rich Hass, Mark Forbes. REGION 2: Dave Wills, Urs Kellenberger, Paul Gazis. REGION 3: Bob Kuczewski, Rob Sporrer, Brad Hall. REGION 4: Mark Gaskill, Ken Grubbs. REGION 5: Lisa Tate. REGION 6: Gregg Ludwig. REGION 7: Tracy Tillman. REGION 8: Jeff Nicolay. REGION 9: Felipe Amunategui, L.E. Herrick.

REGION 10: Dick Heckman, Steve Kroop, Matt Taber. REGION 11: Gregg Ludwig.

REGION 12: Paul Voight. REGION 13: Dick Heckman. DIRECTORS AT LARGE: Dave Broyles, Leo Bynum, Riss Estes, Mike Haley, Dennis Pagen. EX-OFFICIO DIRECTOR: Art Greenfield (NAA).

The United States Hang Gliding and Paragliding Association Inc. 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.

HANG GLIDING & PARAGLIDING magazine is published for foot-launched airsports enthusiasts to create further interest in the sports of hang gliding and paragliding and to provide an educational forum to advance hang gliding and paragliding methods and safety. Contributions are welcome. HANG GLIDING & PARAGLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLIDING & PARAGLIDING editorial offices email: editor@ushpa.aero. ALL ADVERTISING AND ADVERTISING INQUIRIES MUST BE SENT TO USHPA HEADQUARTERS IN COLORADO SPRINGS. The USHPA is a member-controlled sport organization dedicated to the exploration and promotion of all facets of unpowered ultralight flight, and to the education, training and safety of its membership. Membership is open to anyone interested in this realm of flight. Dues for Rogallo membership are $270. Pilot memberships are $75 ($90 non-U.S.). Dues for Contributing membership and for subscription-only are $52 ($63 non-U.S.). $15 of annual membership dues goes to the publication of Hang Gliding & Paragliding magazine. Changes of address should be sent six weeks in advance, including name, USHPA number, previous and new address, and a mailing label from a recent issue. You may also email your request with your member number to: info@ushpa.aero.

HANG GLIDING & PARAGLIDING (ISSN 1543-5989) (USPS 17970) is published monthly by the United States Hang Gliding and Paragliding Association, Inc., 1685 W. Uintah St., Colorado Springs, CO 80904, (719) 632-8300, FAX (719) 6326417. PERIODICAL postage is paid at Colorado Springs, CO and at additional mailing offices.

POSTMASTER: Send change of address to: Hang Gliding & Paragliding magazine, P.O. BOX 1330, Colorado Springs, CO 80901-1330. Canadian Post Publications Mail Agreement #40065056. Canadian Return Address: DP Global Mail, 4960-2 Walker Road, Windsor, ON N9A 6J3 HANG GLIDING & PARAGLIDING magazine welcomes editorial submissions from our members and readers. We are always looking for well written articles and quality artwork. Feature stories generally run anywhere from 1500 to 3000 words. News releases are welcomed, but please do not send brochures, dealer newsletters or other extremely lengthy items. Please edit

news releases with our readership in mind, and keep them reasonably short without excessive sales hype. Calendar of events items may be sent via email to editor@ushpa.aero, as may letters to the editor. Please be concise and try to address a single topic in your letter. Your contributions are greatly appreciated. If you have an idea for an article you may discuss your topic with the editor either by email or telephone. Contact: Editor, Hang Gliding & Paragliding magazine, editor@ushpa.aero, (516) 816-1333.

DISCLAIMER OF WARRANTIES IN PUBLICATIONS The material presented here is published as part of an information dissemination service for USHPA members. The USHPA makes no warranties or representations and assumes no liability concerning the validity of any advice, opinion or recommendation expressed in the material. All individuals relying upon the material do so at their own risk. Copyright © 2009 Hang Gliding & Paragliding magazine.

For change of address or other USHPA business call (719) 632-8300, or email info@ushpa.aero.

The United States Hang Gliding and Paragliding Association, a division of the National Aeronautic Association,

is a representative of the Fédération Aeronautique Internationale in the United States.

09NOVEMBER EDITOR

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PILOT BRIEFINGS

8

AIRMAIL

10

THE ASSOCIATION

13

SAFETY BULLETIN

18

CENTERFOLD

40

CLOUD CONSCIOUS

TANGENT

66

Part VIII : Long Waves

DISPATCH

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RATINGS

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USHPA STORE

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HANG IN THERE Running With the Pack

by Mark "Forger" Stucky. . . . . . . . . . . . . . . . . . . . . . . . . 20

by Dennis Pagen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

Ten days in the company of birds Flying with the Locals in Nepal

PAGE 78

by Dave Metzgar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

THERMAL FLYING Part II : Generators & Triggers

by Burkhard Martens. . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

PUSHING THE ENVELOPE Mitch MacAleer wants you to go faster.

by Mitch MacAleer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

2009 Scotty Marion Inspo Nationals The View From Behind

by Cliff Curry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

GALLERY

52 THE SYLMAR FALCON CLUB Pilots band together to make the most of a popular site.

by Jonathan Dietch . . . . . . . . . . . . . . 28

Mads Syndegard on glide at the Inspo Nationals | photo by Nick Greece.

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T

hey’ve fallen now. Blanketing the ground in various shades of brown, they are covered by cold frosts every morning. Leaves have left their branches, and launches have been transformed.

By the time this magazine lands on your tables, winter will be knocking firmly on the doors of the flying community. Hopefully, everyone had a great season of rewarding experiences and new adventures.

As we prepare our gear for winter storage, it’s a good time to inspect, and send off for repair, any items in need of extra attention.

Then, many of our USHPA members will be prepared next season to go with a cadre of USHPA instructors who lead tours to all corners of the world or set off on their own personal flying explorations. The freedom of hang gliding and paragliding is one of its finest qualities.

The adventures surrounding every outing from the local hill to traveling across our great country are supreme.

This country has a breadth of amazing flying sites. In this issue Jon James, USHPA’s Site Management Committee Chair, provides great pieces detailing how USHPA members helped improve, start, and save some of our most cherished sites through collective action.

The holidays are fast approaching; this is a great time to remember landowners and locals who help make our passions a reality.

If you find that finances are short this year, a great alternative is to volunteer labor for local landowners. Helping improve areas of use is always appreciated and will yield positive returns for years to come!

New | Improved | Buzzworthy

PilotBRIEFINGS

 

 NEW GRADIENT DAYPACK Gradient expands the product range of accessories with a new daypack.

It has a 18 liter capacity which makes it the perfect mate on your daily hike. It offers suitable side pockets for food, drinks, and your personal valuables.

Another new feature of the daypack is an inside pocket for your laptop. The daypack is turned into a bag in no time to fit perfectly inside the storage space on airplanes.

Go to www.gradient.cx or www.atlantaparagliding. com in the US.

 THE TRIUMPH TRIANGLE Dustin’s New World Record I could almost hear the amazement in Pete Lehmann’s voice as I read his email. It said: Dustin’s barogram made it look like he was flying on a different planet. BJ and I abandoned our attempts at the first turn- point, while Dustin continued his magical circuit around the course.

Pete was writing about his July 26, 2009, flight in Zapata, Texas, with BJ Herring and U.S. team pilot Dustin Martin. On that day, Dustin broke a new world record for speed over a triangular course of 100 km,

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flying at a blistering average of 49 km per hour in his Wills Wing T2C 144 and smashing Canadian Martin Henry’s previous record of 44.1 km per hour.

Since neither Pete nor BJ are exactly slouches in the air (each holds world records of his own), I was curious how Dustin managed a world record flight on a day when they fluttered home with their tail-feathers between their legs. I asked Dustin about it at his home base at Quest Air in Groveland, Florida.

Dustin said he was patient while waiting to begin the course. When the group launched at around 2 p.m., conditions were weak, with climbs of only a couple hundred fpm. While the other pilots quickly left the start circle, Dustin attempted to fly upwind and waited for a promising line of clouds to develop.

His cool-headed attitude may have been the most important factor in his success, and it may, at least in part, have been due to the fact that while he was very motivated to break a world record for distance, breaking one for a triangle was simply not that important to him.

Finally, a good cloud

Hang Gliding & Paragliding | www.USHPA .aero

 

developed right over the start. After Dustin reached cloud base, he began the course in rapidly improving conditions. His climbs averaged between 900-1000 fpm, and he never took one under 600 fpm. In between climbs, he estimates he flew at around 55 mph.

Halfway to the second turn point, his scorching pace was threatened by the sea breeze, a direct headwind that was blowing a true 30 mph. After rounding the second turn point, he took one last climb (that he says he should not have taken as it was not needed) and glided home, arriving at the Zapata field high and fast.

Soon after, the sea breeze sucked all of the lift out of the air and the clouds vanished.

Kudos to Dustin for breaking a world record on a day with an incredibly narrow window for success! He insists that the triangle can be flown much faster, which seems to be a pretty typical attitude for this excellent pilot who has an eye for perfection.

Want to train with Dustin?

Call 352-429-0213 or log onto http://questairforce.com/ for more information.

 NOVA'S NEW ION Nova is proud to announce the new ION, the successor to their popular and highly successful Rookie. With this new wing, Nova fills the important class of the low-level EN B / LTF 1–2 paragliders.

The ION inherits the Rookie’s essential qualities: suitability for instruction, few and easily sorted lines, uncomplicated launch, high damping on all axes (which matters a lot for relaxed flying), excellent low speed behavior, and extremely high safety.

The development of the ION took quite some time. Its predecessor, the ROOKIE, is a very safe and forgiving glider characterized by good performance and pleasant handling.

There are currently around 2500 pilots flying the ROOKIE because of these qualities.

The ROOKIE has raised the bar for the ION and it took a lot of development and testing work to finally get the safety, handling characteristics and performance they wanted.

During this extensive development process, Nova built and tested many prototypes with different airfoils, plan forms, and line setups

UNITED STATES HANG GLIDING & PARAGLIDING ASSOCIATION

2010 2010 CALENDARS AVAILABLE After searching through many excellent submissions from members and professional photographers around the world, the 2010 USHPA calendars are available for purchase at the USHPA store.

This year's contest drew heavy participation. “We went through a lot of stuff to get the selection down to the final shots featured in the calendar”, reports Greg Gillam, USHPA's Art Director. “While it wasn't easy to narrow down the shots for the individual months, the cover shots jumped out at us almost immediately. The hang gliding cover has a wonderful dynamic energy to the composition. The paragliding cover has a great story to tell. The image makes you want to be a part of the moment."

The December issue of Hang Gliding and Paragliding will feature a gallery with select calendar images and profiles of the photographers who snapped the winning cover shots.

UNITED STATES HANG GLIDING & PARAGLIDING ASSOCIATION

2010

Letters to the Editor

AirMAIL

The opinions expressed in the letters published in this column are those of the authors and do not necessarily reflect those of the magazine staff or USHPA officials. While every effort is made to verify facts stated in letters, readers are urged to check the accuracy of any statement before taking action or forming an opinion based on the contents of a letter.

DEAR EDITOR  I’ve wanted to write for months to say how much I enjoy and value Mark Stucky’s columns. That he takes the time to share another learning tale from his long and diverse experience touches me every time. His simple story telling style and utter lack of pretense make his column something I look forward to every month.

Mark’s advice early in my paragliding career—that at 200 feet I didn’t have time to fix anything, so I needed to have it clear in my mind in advance that if anything happened that I didn’t understand, I was going to throw my reserve with no delay—still informs my thinking during every flight. And dang if he didn’t tell a story recently about a time where he actually did that and it saved his butt. To think our brains can actually be helpful.

One of my few flying regrets was a day I passed on an invitation from Mark to join an XC flight from Pine Mountain, California, that turned out to be an epic hundred-miler into the desert, during which Mark was talking to the air traffic controllers at Edwards Air Force Base, so the paragliders could fly through Edwards’ air space without violation or risk. Super cool.

Jason Mansfield’s cloud suck piece was a great reminder that it is never over if you haven’t hit the ground. Keep fighting!

There was a midair collision not long ago between two paragliders, a tandem

“High altitudes pose two major immediate threats to cognitive ability. One is hypoxia, which your article addresses commendably.

The other is hyperventilation.”

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Hang Gliding & Paragliding | www.USHPA .aero

and a solo, that left them tangled together.

One threw his reserve, but they kept fighting to untangle and eventually succeeded, leaving the tandem landing normally and the solo on reserve, without a downplaning tandem attached. That’s nice work!

In another example here in the northeast, we had a hang glider accident last year where an experienced pilot forgot the front wing catch on his rigid wing.

When his glider folded in flight, he threw his reserve and the bridle failed. But he didn’t give up; he flew what was left all the way to the ground and survived the crash.

Don’t give up!

Much more is great. Thanks to you and the crew for all your work in bringing it to us every month.

James Bradley New York

MISSED OPPORTUNITY  The September 2009 issue of Hang Gliding & Paragliding contained an otherwise excellent article entitled “Stinkin’ High” by Boyd Hehn and Matt Beechinor. However, Matt’s lead-in is based on serious self-misdiagnosis and Boyd’s failure to follow-up constitutes an important missed opportunity.

Matt’s symptoms are a result of self-induced hyperventilation—NOT hypoxia.

This is so evident that I state it as a fact, even though I was not there and have not interviewed Matt.

High altitudes pose two major immediate threats to cognitive ability. One is hypoxia, which your article addresses commendably. The other is hyperventilation.

Boyd’s follow-up does a good job of describing hypoxia, and he touches on the physiology of hyperventilation when he speaks of ventilation and the elimination of CO2.

Here’s how it works: Carbon dioxide (CO2) is a natural product of our metabolism. Dissolved in blood, it forms bicarbonate (HCO3) which is the primary acid/ base buffer of our body. Under normal circumstances, the rates of CO2 production (through metabolism) and elimination (through ventilation/ie., breathing) are well-balanced. In fact, it is normally the build up of CO2 that causes us to

take our next breath...keeping the level in check.

Should CO2 levels change, the acidity/ alkalinity of our blood changes, with cascading effects on multiple salts and electrolytes. With hyperventilation and low CO2, nerves and muscles malfunction, leading to a syndrome of apprehension: tingling in the fingers, progressing to tingling in arms, legs, lips, and face; spasms of the muscles of the hands and forearms and sometimes feet; clouded judgment compounded by panic, sometimes progressing to passing out. Not desirable symptoms for someone flying an aircraft.

At low altitudes we may induce ourselves to hyperventilate (eliminating too much CO2) by purposely breathing hard and fast. School kids think this is fun. It can also be triggered by fear, pain, adrenaline, drugs, illness, and ...... altitude.

At altitude, the partial pressures of oxygen and carbon dioxide are both reduced. With less CO2 in the air, less ventilation is required to eliminate it. If we were to breathe “normally” (sea level rate and depth of breathing) at altitude, we would end up dropping the CO2 level of our blood and getting sick. To maintain normal CO2 balance at altitude, we actually need to ventilate (breathe) LESS! But to get enough oxygen we need to breathe MORE! What is a pilot to do? (simple answer: stay low, or get supplemental oxygen) Matt’s awareness of the dangers of hypoxia led him to breathe deeply at altitude (second paragraph, second column, pg 47). Then, in the final paragraph, same page, he gets that “familiar anxious feeling,” concentrates on his breathing (insightfully acknowledging breathing too deeply), gets in a rough thermal (stress), and lo and behold:(next page): ...fingers go numb...forearms go numb... toes go numb...lips and face not working... severe apprehension/clouded judgment... spasms of the hands (club hands).

The “clouded judgement” of hypoxia and hyperventilation are experienced quite differently: Hypoxia is a drowiness with difficulty staying alert and focusing.

Hyperventilation has a strong emotional component; usually apprehension, panic, sense of impending doom, and sometimes euphoria.

• Decreased alertness progressing to pass- GOOD ADVICE? ď ľ I'm writing regarding the ing out at extreme altitude (>18000’) safety bulletin in Volume 39, Issue 8, of • Headache (often occurs later) Hang Gliding and Paragliding (August • Fatigue 2009). • Treatment: lower altitude and/or supBased on the “broken wingmanâ€? case, plemental oxygen the author suggests in the “How can we land safely in turbulent thermic air?â€? secHyperventilation tion (p. 16) that one should fly with no pressure on brakes (maximum speed) • Onset is often fairly rapid (over a few when preparing to land in turbulent air. minutes) and inconsistently related to “... speed is our friend. While flying altitude high in active air we may try to maintain • Apprehension, often progressively severe some minimum brake pressure[...]. But as (sense of impending doom) we are approaching our landings we want • Tingling, starting in fingertips but pro- to maximize our forward energy to help gressing to possess the entire body us cut through turbulence.â€? • Shortness of breath, air hunger often This is probably good advice for HG, worsens as breathing increases but seems dangerous for PG to fly close to the ground with no( = less than “some • Chest tightness • Severe spasms of the fingers, wrists, and minimumâ€?) brake pressure for the following reasons: feet (carpal/pedal spasm) • Clouded judgment, progressing to pass1. Lower angle of attack reduces wing staHypoxia ing out bility, a collapse is more likely to occur • Treatment: recognition followed by reand will be more severe. • Onset is usually insidious (over many assurance that you can control the situ2. Increased speed increases the pendulum ation by relaxed, slower breathing minutes) and changes consistently with effect in case of any collapse or turbualtitude lence.

Paul Allen, MD, Emergency Medicine • Clouded judgment Another distinguishing feature might be the altitude at which the event occurs.

Hypoxia will admittedly effect different individuals at different altitudes. But, if you are experiencing symptoms at altitudes where you have recently functioned well, you probably do not have hypoxia.

Vertigo is another medical condition that can lead to disorientation and mimic or evolve into hyperventilation. I won’t elaborate here.

The distinction is important. A pilot who misdiagnoses his “apprehension� as early hypoxia may be more inclined to breathe more deeply and rapidly. This purposeful intervention (left uncorrected in your article) would lead to rapid deterioration. Furthermore, unlike hypoxia, the condition may persist all the way to lower altitudes, rendering the pilot highly compromised at contact with the ground.

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Hang Gliding & Paragliding | www.USHPA .aero

11

tinues to go forward. Actually, the effect is bigger the faster the pilot flies. Hence, the advice of “cutting through” fast is not so good.

With more initial brake input, the pilot goes slower and with a quick handsup, can increase the relative speed of the wing when encountering the sudden lift, mitigating the pitch back. If the lift is momentary, the pilot will swing back from this position and the wing will surge forward, in case of hitting sink, even more so.

I think braking the wing effectively, as soon as it starts to come back from behind and keeping above it, is the key in this situation (good pitch control).

If the pilot does this after the wing already surged forward and feels the “sink” (big part of it may be actually swinging Regarding the specifics of the case: I under), it is too late if there is not enough think the lift encountered by the pilot altitude to get under the wing again can be a major contributor to the acci- (non-event higher up). The stronger he pulls the brakes, the faster he will swing dent and may have been overlooked: “After a momentary ascent, his wing under the wing, and the faster he will see the ground coming against him. Hence, surged forward ...” (p. 15).

Encountering sudden lift / gust can the helpless feeling of being unable to slow down the wing, while the pilot con- slow down.

3. In case of an asymmetric collapse, the wing will turn more, due to the following reasons: a) Pre-existing brake pressure can slow the initial turn (even before the pilot reacts), this is missing here, speeding up the event. b) There is a certain distance at low brake pressure when the brakes are not effective.

Having to go through this distance increases reaction time.

4. It can also have negative impact on proper counter-steering: a) Without initial brake pressure, the pilot has less “feel” for what is happening. b) Having to go through a distance of minimal resistance, the pilot has to yank fast on the toggle, making it harder to balance (flying straight) between too little (turn) and too much (stall).

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Hang Gliding & Paragliding | www.USHPA .aero

Further advice in the article suggests that we should practice landing in strong thermic conditions at familiar sites, presumably with no brakes/high speed as advised above (p. 16) “We can start practice landing in turbulent thermic conditions at thermal flying sites where these conditions are prevalent ...”

This can be a dangerous game; even wise advanced pilots try to reduce the frequency of such landings. Probably safer to practice pitch control higher up first, trying to keep the wing level (no forward surge) when encountering “bubbles / bullets” or when exiting some maneuvers with some pitch. It can reinforce how much and how early brake is needed for a certain pitch back level to prevent the surge.

I am not an instructor, but I kindly suggest that it would be good to discuss this article with some of them and see if there is some correction needed regarding the published advice.

Best regards, Szilard Dorant

Membership | Policy | Involvement

development. The city council was in favor of changing the zoning to recreational, but wanted a show of support. change in a path that routed users below Local pilots attended council meetings, launch. Some letter writing was needed and a letter-writing campaign included just to get hang gliders a hearing, which, hang gliders and other users. The landing zone is now zoned recreational. unfortunately, was unsuccessful.

Many people are working on sites.

Bidwell Park, Chico, CA, opened

by Jon Stallman and the Bidwell Park New sites are being opened. Old sites are Flyers is another example. Jon’s profes- being maintained. My thanks to all of sionalism and persistence convinced the you who are working for sites; your efChico supervisors to overturn a ban on forts are improving our sport! flying in the park. That story needs to be shared. The paragliding there has been US SITES  There are nearly five hundred places in the US where we fly. That esvery good.

In the Owens Valley, the Boxer- timate is based on USHPA insured sites, McKeon Wilderness Bill threatened to club websites, site guides, and site reclose four or five launches because they cords.

About 104 USHPA chapters bought would be inside the new wilderness.

Local pilots heard about the wilderness USHPA Site Insurance in 2008 for about bill at public meetings and met with the 179 sites. USHPA Site Insurance can US Forest Service to identify historic only be bought by a chapter. Flight parks launch and bailout areas that should usually purchase insurance separately remain outside the wilderness, so we can and are not included in these numbers. continue to use them. These pilots have Examples of flight parks are Lookout, Torrey Pines, and Wallaby. our gratitude.

At 17 sites in 2008, both hang gliders A landing zone for East Ridge in Butte, MT, was in danger of being rezoned for and paragliders purchased Site Insurance

TheASSOCIATION

USHPA SITE MANAGEMENT COMMITTEE  My name is Jon James, and I’ve been the Chairman of the Site Management Committee since the spring of 2007.

The best part of the job is getting calls or emails from members who want help with a site. I remember making similar calls myself. My recollection is that I never got much help from USHPA, but I was usually asking for free legal advice.

Today, the Foundation for Free Flight may be able to help. I refer people to them often.

About 50 requests for assistance have come in over a period of 26 months, most through the USHPA website. Thanks to the staff for routing these emails. About half the requests are by phone, again referred by the office.

In many cases, the Site Committee can’t help much, but in some cases we can.

The most used services provided by USHPA are requests about issues involving site acquisition and maintenance, including member insurance, site insurance, and waivers. Many members also ask for information regarding the insurance of USHPA.aero, the downloadable insurance policy. The Site Committee can help answer questions about these issues, as well as inquiries that arise regarding state recreation statutes, by giving examples of similar sites, and referring you to others who are having similar problems.

For example, Warren Dunes, MI, lost the best part of its flying season due to a

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www.mosquitoamerica.com Traverse City Hang Gliders/Paragliders Bill Fifer • Traverse City, MI 231-922-2844 phone/fax • tchangglider@chartermi.net Pilot: Paul Farina Photo: Greg Dewenter

Hang Gliding & Paragliding | www.USHPA .aero

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number of USHPA insured sites 180 160 140

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state

sites

clubs

pilots

AL AR AZ CA CO CT DE FL GA HI IA ID IL IN KS KY LA MA MD ME MI MN MO MS MT NC ND NE NH NJ NM NV NY OH OK OR PA RI SC SD TN TX UT VA VT WA WI WV WY

0 1 12 43 14 2 0 0 2 5 0 3 0 0 0 0 0 1 3 0 2 1 0 0 3 0 0 0 2 1 2 1 13 4 3 5 12 0 0 0 3 2 7 2 3 10 0 0 4

1 1 3 25 10 1 0 2 1 3 0 2 0 0 0 0 0 2 2 0 2 1 0 0 2 2 0 0 0 1 2 2 9 1 1 5 2 0 0 0 1 4 1 3 1 5 1 0 2

72 54 236 2696 542 111 5 374 224 188 12 92 142 49 28 16 0 178 125 27 145 58 9 9 96 156 0 12 84 129 131 96 392 102 43 338 215 6 49 0 109 265 285 206 60 635 73 27 119

Hang Gliding & Paragliding | www.USHPA .aero

169

120 100 80

170

179

103

60 40 20 0

1 1991

2006

for the same site. Paragliders and hang gliders are sharing the cost of the insurance and sharing regulation of some sites, but there may be separate launches and landing zones at bigger sites. Examples of sites where both groups carry insurance are Mt Tamalpais, Chelan Butte, Crested Butte, The Pulpit, Dog Mountain, Dunlap, High Rock, and ten others.

196 Site Insurance policies were purchased, including seventeen doubles. The number of USHPA insured sites is increasing. Several sites that were insured in 1991 are still in use but are not insured today. Examples are Walt’s Point, Cliff Ridge, Torrey Pines, and McClellen.

The table at left shows distribution of USHPA insured sites, clubs, and pilots in the US looked as of fall 2007.

OWENS VALLEY SITES  Todd Bibler, an

2007

2008

ex-hang glider pilot living in Bishop, Ca, called in June, 2008, about a public meeting he had just attended. Senator Boxer and Congressman McKeon were sponsoring the Boxer/McKeon Wilderness Act that would add wilderness designation to about 475,000 acres in the Eastern Sierra and White Mountains.

Four historic Owens Valley launches would be included: Paiute, Gunter, McGee, and Mt Tom, and Walts Point would be on the border. The Forest Service owns most of the land that would be designated wilderness.

Much of the proposed wilderness extends from the valley floor up to existing wilderness areas at the top of the ranges.

Several roads up to launches would be in the new wilderness. Gliders aren’t allowed to take off or land in wilderness areas.

[above] Bending Kurt’s appliance dolly. The Cadets said “Never give up, Sir!” | photo by E. Camacho.

There are many users of these areas now, both private and commercial, and most of these uses would be preserved.

Existing mines, pack trips, and guides should be able to continue to use the area as before. (The Forest Service mentioned Kari Castle’s guided flying trips.) No one wants to prevent any of these uses.

Tourism is important to the area, and the idea is that more wilderness should be good for tourism.

Cars can’t drive in a wilderness, so the plan was to exclude existing roads by drawing wilderness boundaries 35 feet on each side of the roads, called cherry stemming. We can’t launch within 35 feet of the road in most places, so this could close some launches and the Gunter bailout.

The Forest Service, as well as Senator Boxer’s and Congressman McKeon’s offices, were ok with drawing the boundaries to exclude hang gliding launches, if someone could tell the Forest Service exactly where they were.

Nils Davis, Wayne and Paula Sayer, Adrian Van Der Riet, and Todd determined the areas needed and worked with the Forest Service to set the boundaries to exclude our launches and a bail-out.

Wilderness boundaries were moved back to 1500 feet from the roads up to Paiute and Gunter, and the Mt Tom launch was excluded from wilderness. Nils, newest

to the area, was able to meet with the Forest Service and work on the maps.

SB 3069/HR 6156 passed in September, 2008—430,000 acres became wilderness.

The USHPA Site Committee followed up with a thank you to the Senator and Congressman and their aides, confirming that the areas set aside for our launches are satisfactory to us.

Another issue came up with the road up to Flynns. It was going to be closed.

The Forest Service did an inventory of its roads under a motorized travel management plan. The plan was that some roads would be closed, including the spur up to Flynns’ launch.

When working with the Forest Service, Nils and the others asked that the road up Flynns’ launch remain open and, in August, that did happen.

I thank these four pilots, again. Thank you all.

BUILDING THE ST. JOHN RAMP  Mt St. John, located in the northern California Coast Range about fifteen miles east of Hull, is an east facing site.

St. John was flown by pilots from the Sacramento club before 1980. A few Sonoma Wings pilots flew Ravens and early Comets there. In the 1980s, while flying at Hull, we could hear St. John pilots on the radio, often claiming to be at 14,000 feet.

Around 1990 pilots flew there more often and brought back good stories.

Soon, the Sonoma wings club began Hang Gliding & Paragliding | www.USHPA .aero

15

[left] Rangers Lankford and Blade, Snow Mountain Cadets, Sonoma Wings pilots on the new ramp | photo by J. James. [below] Drilling post holes for our gate | photo by E. Camacho.

Snow Mountain Academy at Fouts Springs, where teenage boys ages 14 to 18 were incarcerated as wards of the Colusa County Court. Leo learned that the academy supplied volunteer work parties for good causes and arranged for a crew of boys to help us. Pilots set up their gliders at the academy beforehand, hoping to arouse interest for the project in potential volunteers.

On Sept 28, 2002, a work party of twenty Snow Mountain Academy cadets, two rangers, and twenty-one hang and paraglider pilots worked shoulder-toshoulder, moving fill to the new ramp. flying there, even if it took us three hours get a permit for the ramp, which we did by The cadets and rangers arrived on launch to get to Stonyford and another hour to June, 2000. We had our gliders with us at 10a.m. in two vans. The cadets fell out arrive at the top. and conditions were good for December, in ranks, marched over to the work site, St. John is technical. Launch is at so we set up and flew. The ranger drove and addressed each of us as, “Sir.� All of 6200 MSL, shallow, and located over away. He said to call him if we need to us had brought shovels and wheelbarrows a small, sheltered bowl. Wind is usu- trim bushes in the future. and immediately got to work. ally light. In the early 90s, the site only Most of the cadets worked hard, and Because we now had the permit, we had a small ramp consisting of a couple were able to expand the ramp. A biolo- most of the pilots tried to work equally of planks. We improved it by piling up gist looked at the area in June of 2001 and hard, but couldn’t. Nevertheless, the some rocks and logs to make the ramp said it would be permissible to remove work party was a success. By mid-aflonger. the planks and use native fill. We real- ternoon, a couple of gliders set up and The cross-country flying is great at Mt ized it would take dozens of cubic yards launched off the new ramp. The cadets St. John. Hundred-mile flights are pos- to make a good ramp. were impressed. On Sunday, six glidsible in July for hang gliders, fifty milers Someone suggested that we have ers were invited to land inside the Fouts for paragliders. We watched the record a work party and ask for help from the Springs facility as a demonstration for grow from a flight of 30 miles to Paskenta, 40 to Red Bank, 65 to Red Bluff, and, eventually, to several 90 milers. Vince Endter broke 100 with a 144-mile flight to Nubeiber in 2004. The rigid record is 158 (S. Huber 2004), the flex record is 110 (S. Huber 2004), and the paraglider record is about 65-70 miles, set recently.

We have continued to add to the ramp, making it wider in the front., and it was adequate for the first St.John Fly Fest in 1995. But at the 4th Fly Fest in 1999, a United States Forest Service Law Enforcement Ranger visited launch and told us that our ramp was not legal. He also cited a problem with some bushes having been cut on the west launch.

We immediately contacted the Grindstone Ranger District, and in December we took the ranger in charge up to launch to show him the ramp and the cut bushes. He was not very concerned with either, but he said we should 16

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gangs; all had made a bad decision that the other cadets.

The next summer, by chance, some landed them in juvenile prison. But on a pilots met one of the work party rangers mountain, shoveling dirt, most seemed to in the restaurant in Stonyford. He said be cooperative, helpful young men. We that our work party had seemed to have cajoled the shovel-leaners and applauded a good effect on the cadets. He asked if the rest, freely handing out candy bars as we’d like to arrange another, and we en- little rewards.

At the second work party, one pilot thusiastically agreed.

At the second work party, on Sept also brought a friendly, big dog. One 24, 2004, twenty-five cadets and twenty cadet was especially fond of it and remipilots once more worked together, and nisced about the dog he loved at home, the rangers did some digging. The ramp demonstrating how much he was like any was awesome. At about three in the af- other typical teenager. I like to think ternoon, Ernie Camacho made a separate that these exchanges helped the boys launch off the new ramp for the cadets. develop positive attitudes. But the bigThe cadets provided volunteer labor again gest benefit of the work parties, from the in 2005, working with BAPA pilots to cadet’s point of view, simply might have expand the set-up and launch on Potato been the opportunity to spend a day in the great outdoors. Also, most seemed to Hill.

It’s great to have the ramp and launch think that hang gliding was pretty cool! and to have been a part of all the volunteer labor that went into it. But the big- GATE AT MARY'S  Hang gliders from St. gest surprise for me came while working John had landed at East Park Reservoir beside the cadets, shoveling dirt and since 1980, but in 2000 the Bureau of rocks into wheelbarrows and dumping Reclamation told us we needed to get a it on the ramp. Many cadets were from permit. They wanted us to provide five

2010

CALENDARS ON SALE NOW!

million dollars worth of insurance, but we couldn’t see any good reason to need that much.

A few ranchers around Stonyford had given us permission to land on their property. When one rancher heard we couldn’t land at the reservoir, she offered the big field behind her house as our main LZ. We truly appreciated her offer and accepted.

Since 2000, all Fly-ins have used Mary’s field as the LZ. We buy USHPA Site Insurance for Mary’s field, as well as for other important LZs nearby. The barbeque at the Fly-in is also held at Mary’s LZ. In March of 2004 we helped Mary install a new gate to the LZ, so we wouldn’t drive right by her house. About ten pilots helped, so we finished the job in a couple of hours. The gate hangs straight and stays where you leave it, so it’s a good one.

It’s nice to have our own gate.

Mary is a dear friend.

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17

Analysis | Preparedness | Incidents

SafetyBULLETIN HANG GLIDING  In this column we report on two more fatalities from 2008.

Unfortunately, as was pointed out in our last HG accident review column, we find that less and less is becoming known about recent accidents, even tragic accidents like these. In one case, we know little beyond the fact that one of our fellow pilots died some-time, some-where, while flying some sort of hang glider, after hitting a tree just before landing. It is my fervent wish that in the future – when one of our brothers or sisters has paid the ultimate price – that we can generate enough interest to diligently investigate the circumstances of their mishap; so as to learn something important from their sacrifice.

June 21, 2008 / Approx. 3:00 pm Sylmar Flight Park, Sylmar, CA 56-year old male, H-4 Glider, HARNESS & HELMET Unknown REPORTED strong winds aloft w/ light winds in the LZ. SUMMARY  A highly experienced pilot

executing a left-hand approach to the LZ struck the ground prior to completing his turn to final. The accident pilot had reportedly gotten into a right bank after executing his first left-hand turn on the approach. The pilot was observed to make several unsuccessful attempts to complete his turn onto final before striking the ground. The accident pilot died on impact.

CONDITIONS  Other pilots flying the day of the accident reported strong smooth winds aloft and turbulent conditions within 200 ft. of the ground. The winds in the LZ were reported to be light the entire day.

LOGBOOK  The accident pilot held a USHGA H-4 rating (obtained in 2004) with the following special skill signoffs: 18

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trajectory and at relatively high velocity.

After reviewing the impact marks, it appeared that the glider came to rest within TUR, RLF, FL, FSL, CL, AWCL. only a couple of inches of the initial Detailed logbook information is not impact point. The accident pilot’s helmet available, but the accident pilot’s total was found lying about 10 ft. away with time was estimated at 1500 hours. significant damaged to the right temple area and the plastic buckle unsnapped.

MEDICAL  The accident pilot had no re- Conditions on the day of the accident ported medical conditions. were relatively strong, based on the fact that three pilots flew more than 140 SYNOPSIS  After exiting a 30-40 degree miles; establishing a distance record for left turn on late final, the accident pilot the site. Several more conservative (alfound himself in a right bank and rapidly though advanced) pilots chose not to fly approaching the runway alignment that on the day of the accident, as they were would require another left turn. The ac- either confused by the forecast or felt the cident pilot attempted to exit this right potential for dangerous flying conditions bank with a left turn command. The were present. glider failed to respond and the accident pilot found himself still in a right bank as PROBABLY CAUSE  Failure to maintain airhe began to cross his runway line while craft control while on approach. headed for power lines, a city street, and houses. The accident pilot quickly made DISCUSSION  The cause of this accident another, more aggressive left turn com- is impossible to precisely determine, almand, but still the glider failed to exit though those present feel strongly that the right turn. At approximately 40-50 turbulence played a role. It is possible ft. AGL, while still in a significant right that the accident pilot was flying at a bank (40 deg. or more), the accident pilot moderately high angle of attack while on suddenly shifted his weight to the right approach, and that this was a factor in his side of the control bar in what appeared failure to prevent the glider from being to me to be a last ditch attempt to com- turned off his runway line. plete an extremely low 360 degree turn in the opposite direction so as to avoid hit- RECOMMENDATIONS  Always maintain sufting power lines or landing in the street. ficient speed to ensure effective aircraft At this moment, the glider disap- control when on approach and/or flying peared behind a tree and re-appeared in close to the terrain. Avoid flying under a near wings-level steep-descent into the conditions with the potential for turbuground. The accident pilot was found lence-induced upsets exceeding the conunconscious, un-breathing, and without trol capabilities of your aircraft. Strive a pulse. CPR was performed for about 15 to utilize all available safety devices such minutes until the paramedics came and as wheels and good-quality certified heltook over. Apparent injuries included mets. severe head and chest trauma, a broken This report reads eerily similar to sevright wrist. The accident pilot did not eral past reports. Another pilot crashing on approach near this site succumbed survive his injuries. to head and chest trauma as a result of AIRFRAME  No post-crash inspection of the collision. Yet another pilot crashed the glider was reported. in the main LZ during high winds-aloft conditions after experiencing an unSUMMARY  No electronically recorded commanded 360-degree turn while on flight information (GPS or barograph) final. This mishap also took place on was made available for analysis in this a day where other flying pilots set 100+ accident. As a result we are left with eye- mile cross-country flight records and witness accounts and post-crash damage reported severe turbulence at altitudes analysis in order to determine what likely above ridge-top level. This pilot’s glider was not equipped with wheels, and reoccurred in this accident.

The glider apparently impacted on a steep portedly struck the ground at high veloc-

ity (nearly 30 mph), presumably stopping only a very short distance from the point of initial impact. He thankfully survived his injuries, which included a shattered left-wrist and right humorous (which may have substituted for the potentially fatal head-chest trauma).

Date/Time, Location & WX unknown 86-year old male, H-2 Glider, Harness & Helmet unknown

AT, PL. Detailed logbook information is not available.

MEDICAL  The accident pilot had no reported medical conditions.

SYNOPSIS  One witness observed the ac-

cident after the glider collided with a tree approximately 20-25 feet above ground level. The right wing tip was observed going down first and the glider falling nose-first into a gravel parking lot.

AIRFRAME  No post-crash inspection of the glider was reported.

“We know little beyond the fact that one of our fellow pilots died sometime, some-where, while flying some sort of hang glider.”

and the conditions were reported as “very mild.” There is no information available SUMMARY  A novice pilot collided with flight information (GPS or barograph) on which to perform an analysis or from a tree approximately 20-25 feet AGL and was made available for analysis in this which to attempt a useful reconstruction fell nose first into a gravel parking lot. accident. As a result we are left with eye- of the accident flight.

The accident pilot died on impact. witness accounts and post-crash damage analysis in order to determine what likely PROBABLY CAUSE  Failure to maintain a CONDITIONS  Reported as “beginner-lev- occurred in this accident. safe distance from all objects while on el.”

No one observed most of the accident approach. pilot’s flight and subsequent approach.

LOGBOOK  The accident pilot held a One report indicated that all seemed DISCUSSION  The cause of this accident USHGA H-2 rating (obtained in 2003) normal prior to the accident. There was will unfortunately forever remain a myswith the following special skill signoffs: no air traffic at the time of the approach tery.

ANALYSIS  No electronically recorded

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Wisdom | Lore | Flights

HangInTHERE RUNNING WITH THE PACK  I’ve been proselytizing about the dangers of flying solo and think it’s time to address a type of flying that has the potential to be even more dangerous than solo flying, a type of flying that can negatively impact not just the health of an individual but the overall health of our sport. No, I’m not addressing the dangers of aerobatics, I’m referring to the dangers of joining a pack of overlyaggressive pilots.

I moved to Las Vegas in 2007 and the first time I went flying with the local club at the Jean Dry Lake ridge site, I had only

“It is a good rule of thumb to not just leave yourself an out, but to strive to leave yourself at least two ways out of a potentially bad situation.”

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by Mark “Forger” Stucky been airborne five minutes before witnessing a head-on collision between two paragliders. Jean Ridge is a partial hikeup site for paragliders, where you launch down near the LZ and bench-up the rest of the way. A handful of us were slowly working our way up in close proximity to each other, when two of the highest gliders turned into each other. I happened to look up a moment before the higher pilot literally ran knee deep through the center of the lower pilot’s canopy, the lower glider’s wingtips swinging forward as the center section fell back. Paragliders are

statically pitch-stable and will naturally try to re-center overhead, but if the angle of the canopy is too far fore or aft, it will try to return overhead with vigor, and a pilot who reacts solely based on the position of the canopy, instead of where it will be going, can cause a dynamic instability that manifests itself as an increasingly severe oscillation of frontal collapses and stalls.

The collision occurred only a few hundred feet above the rugged terrain, but the hapless pilot never made any attempt to throw his reserve; instead, he continued to give alternating full brake and no brake inputs. The glider dropped at a horrific speed in an increasing cascade of stalls and dives, until it slammed into the steep slope that was carpeted with nothing but large jagged boulders of lava.

I figured I had likely witnessed a fatality but did a side-hill landing adjacent to the lava field, unhooked, and began a quick traversing climb to him. Three of us reached him within a few minutes and were surprised to find him conscious but complaining of extreme pain in his hip, legs, and feet, as well as a humming in his ears (that’s never a good sign). In short order, we were able to guide in a rescue helicopter; it held a stable hover while EMTs

he probably would not have walked away, even if he had thrown his reserve.

It is a good rule of thumb to not just strapped the pilot into a litter and the leave yourself an out, but to strive to leave helo plucked him from the slopes. I didn’t yourself at least two ways out of a potenexpect him to make it through the night. tially bad situation. For example, flying Imagine my surprise when I learned in potentially turbulent conditions withthat he hadn’t broken a bone, had no out sufficient altitude to recover from internal injuries, and had not even been a collapse leaves you without options. admitted to the hospital! Although he Flying slightly higher with only enough had hit hard—flat on his back—he had altitude to immediately toss your reserve fortuitously impacted at the end of an up- leaves you with one way out. Flying even swing. He was extraordinarily lucky that higher (allowing time to regain control of day because the terrain was so rugged that the canopy prior to having to throw your [below left] Pilots launching at the base of Jean ridge. [above] The NE launch at Goodsprings Mountain. Photos courtesy of Tony Lang.

reserve) gives you multiple ways out. Note that if the terrain is so rugged that you are likely to be injured or killed while trying to do a PLF, the reserve should not be considered a suitable way out.

Although the lava-filled bowl offered a quicker ticket to the top of the stack, I felt it was prudent to limit my low altitude maneuvering to the sand-covered portion of the ridge. I would not have flown over the lava field until I had both judged the evening air to be smooth and had plenty of altitude to try to handle a collapse prior to reaching my mandatory reserve deployment altitude.

I don’t mean to imply that if a site has a mid-air, it is too dangerous or the pilots are unsafe. Nor am I trying to assign blame. But any accident should be considered an indicator of the overall safety rate of a group or organization, especially if they keep happening.

In the same general time frame, a local hang glider pilot towed up from the dry lake with the club winch. As he started his climb-out, he suddenly fell from his glider, shattering his legs so badly they both required amputation. A couple of months later I had my first tow with the club and was surprised to discover they still were not using a tow checklist or a safety ob-

Hang Gliding & Paragliding | www.USHPA .aero

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server.

Towing adds a level of complexity to our flying, so it is prudent to use a printed checklist for the driver, winch operator, pilot, and safety observer. For the sake of ourselves and our sport we should be looking out for each other. The benefits of a checklist far outweigh the extra thirty seconds it takes out of your life.

After winter came and went, I was really jonesing for an XC flight. I was able to take off from work early one Friday and join a small group on a trip to the Goodsprings mountain site. We were hoping for light NE winds with the potential to head northwest along the eastern flank of the range. Countless times I had taken in the awesome beauty of Red Rock Canyon from the comfort of an airliner, but I really longed to see it from a paraglider.

We arrived on launch to find it blowing about ten mph from the backside. Some held out hope that thermal activity on the east side would set up a block, but there was no question in my mind that the westerlies were not going to be overpowered by early spring thermals. It looked to me like the backside terrain was a big mixing bowl 22

Hang Gliding & Paragliding | www.USHPA .aero

for turbulence, especially if one were not [below left] Late afternoon soaring at Jean Ridge | Photo courtesy able to quickly climb out in a thermal. I of Tony Lang. thought I might help the group mentality by stating that I had no intention of flying several hundred feet. After watching him and suggesting it would make more sense hover motionless for a couple of minutes, I turned to go back to the truck. Just then to drive to the SW-facing Jean ridge.

But we continued to hang out and, I heard the unmistakable cracking-whip after an hour, the westerlies began getting sound of a paraglider being smitten by an stronger. A visiting eastern European pilot angry gust. grew tired of waiting and announced he Most of his right wing had tucked was ready to give it a go. Nobody ques- under in a sudden collapse. The glider retioned him or tried to talk him out of opened with a bang and the pilot decided it; instead, they helped him layout the he had had enough fun and began crabbing south down the ridgeline, eventually canopy at the top of the ridge.

The winds were now a steady 12 mph heading out for a landing at the base of with gusts above 15. I disgustingly said the mountain. Yes, unlike me, he got to to the couple next to me, “He’s going to fly that day, but it couldn’t have been safe inflate, get pulled off his feet, and blown or fun. I think he might have been better back into the power lines.” And that’s ex- served by the local pilots if someone would actly what happened. Luckily for all of have tried to talk him out of unfurling his us, his canopy folded around a guywire, wing in the first place.

The next day another pilot crashed on and we were able to collapse it before he got pulled upward into the live wires. top of Jean Ridge, tearing ligaments in his Surprisingly, he was still intent on another neck. Never one to be left out, I added to attempt, but this time I insisted he move the horrible statistics by pounding in on downhill out of the accelerated flow, where my paraglider the following day. (That the power lines would no longer be direct- story will be in next month’s issue.) Three ly downwind. He launched successfully serious incidents in three days—we had to in a short lull and immediately climbed be doing something wrong.

Just as a football team can take on the his stories the most spell-binding. For his ing the limits of XC paraglider flying. He personality of the quarterback, the safety fights were not just long; they were often certainly understood a lot more about the of a local flying group can be heavily influ- epic. He told tales of getting rotored at intricacies of flying a paraglider and was enced by a pack leader, and I felt that was low altitude and having to do a full stall seemingly able to get away with tempting the case with the Vegas group. But they to regain control before continuing on his fate. But his exploits helped encourage a way. Then, after flying many miles, real- younger group of less-experienced pilots were not alone.

A few years back, Tom Truax, aka izing that the surface winds were so strong, to try to follow suit, and some of them did “Sundowner,” a long-time Santa Barbara he set up his landing approach by pointing not escape harm’s way.

Eventually, Sundowner circled one-tooparaglider pilot and state distance record into the wind on full speedbar, a mile out holder, once again became very active in to sea, backing into a restricted landing many-times too close to the hill and didn’t the local flying scene. Tom didn’t fly an area, unbuckling his harness straps while quite complete the turn, severely breakoccasional XC flight; he only flew XC. It still over the surf, and jumping to safety ing his lower leg. It’s been several years didn’t matter if it was a mountain site or as he zipped along backwards within a few and Tom still suffers from a painful limp.

He has not flown since the accident but, beach site, the Sundowner would always feet of the ground.

Tom’s flights were truly amazing. They knowing his spirit, I would never count disappear over the horizon. Tom had years of XC hang gliding experience before tran- were also well outside my comfort zone and him out for good. His website http://parasitioning to paragliders, and nobody else I told him so. I wasn’t saying he was wrong; glide.net/log/index.htm contains frank had the depth of knowledge of the local everyone is cut from a different cloth, and analyses of all his flights, including the terrain and micro-meteorology that he Tom knew himself well enough to under- weather, route choices, and flying techdid. Regardless of the season, he continu- stand that a more conventional and sedate niques. It is a wealth of information and a ously pulled off amazing XCs. His candid life style was not the best choice for him. must-read for any serious XC pilot.

Right or wrong, the actions of domistories were inspiring, and each weekend He wasn’t flying to impress anyone; he he had a flock of fellow pilots trying to simply loved the excitement of flying a nant personalities can affect the safety of follow him downrange. The South Coast paraglider XC, especially in the low alti- others. It is something to be mindful of, Paragliding Association’s website was tude leeside conditions that prevailed in regardless of your position in the pack.

Fly safe. always an excellent read of the adventures the south coast area. Although he had had of the local pilots. Sundowner’s flight re- some serious accidents in the past, they ports, however, were the most insightful, were years prior, when he was pioneer-

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23

Cloud Conscious

Part VIII : Long Waves

by DennisPAGEN

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I

n Part VII we looked at waves in for a smooth transition between the the atmosphere and discovered that sinking and lifting areas, and for the lift they are of many different types and to develop sufficient amplitude. many different shapes at many different The first waves we depict are formed altitudes. Most of them are unreachable from single mountains. Although they and unusable for pilots of personal wings. appear “short,” the distance to the crest But that ain’t the whole story. Plenty of of a secondary wave (if it existed) would our fellow pilots have been in waves and be long. Photo 1 shows a classic wave used them to great advantage. In this over Mount Fuji, looking rather like a installment of our desultory exploration Japanese mushroom. Photo 2 shows anof the realm of clouds, we look at user- other wave sitting right over the forming friendly long wavelength waves. mountain. We should note a couple of points here: The number of cloud layers SHORT LONG WAVES in a wave has a bit to do with how high When we speak of long waves, we mean the wave goes, but is mainly an aspect those with long wavelengths, that is, a of the humidity at different levels in the goodly distance between wave crests. atmosphere. In humid areas that experiThis feature is necessary for soaring, be- ence frontal passage and thermal transcause spacing between waves is needed portation of moisture aloft, there can be

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many layers of different humidity in the lower 15,000 feet.

Another point to note is that standalone mountains, such as these, often only support one wave (there aren’t multiple waves downwind) because the air can fill in behind the mountain and stop the bounce that produces downwind waves. And finally: these are not UFOs, so don’t let anyone convince you otherwise.

For another spectacular shot of single mountain waves, look at photo 3. This photo, taken by Aaron Swepston, depicts Mt. Rainier in all its glory. Here we see a typical wasp-nest shape in the center of the photo, as the more humid air allows the entire wave stack to form a cloud.

The other wave clouds further in the

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background are presumably from other mountains in the Cascade chain below the tree line. The problematical matter in this photo is that the wave is in position downwind of the forming mountain but really not far enough downwind to be the normal bounce of a secondary wave. My conclusion is that this wave is formed by the combination of wind coming together in convergence behind the mountain as well as flowing over the top. If you look carefully at the photo, you will see it reveals the appearance of a wave cloud high above the mountain that would be the primary wave. On the mountain itself is a cap cloud, not exhibiting a particularly high wind, which is flowing from right to left in the photo.

To visualize the process of this type of wave formation, look at a fast-flowing stream passing over a large lone rock just below the surface. You will see a trough right behind the rock, followed by a welling-up due to the water converging close behind it.

The main point to take from all these shots is that waves and wave placement can be complex and can occur in unexpected locations, in relation to the forming mountain or obstruction. In a situation where many mountain peaks exist in proximity to one another, the waves can interact and be very confused, just like ripples on a pool caused by several rocks tossed in different places. I have seen satellite photos depicting the

effect of such an interaction.

Could our humble wings use such waves? Perhaps, if we got high enough on the front (upwind) of the mountain to safely drop back to the wave. But, in general, waves occur in a stable layer, and the cloud sitting on the mountain itself looks as if it were formed by upslope dynamic wind, not thermal activity. It looks ridge soarable only, and that would be in a cloud!

WAVIER WAVES

“Just as waves appear in some form almost anytime a body of water is moving, we should expect waves in moving air.”

Now, let’s turn to waves that have more exploitation potential. To begin, let me see that this area of PA has multiple parrelate several brief wave stories. My first allel ridges that are conducive to wave wave encounter occurred in 1978 in formation when the wind is blowing Pennsylvania at Tuscarora Mountain. perpendicular to them (usually from the Photo 4 shows a shot of a raised relief NW). On the other hand, if the wavemap of the area. Tuscarora Mountain lengths are such that the next mountain is the one in the lower third of the map, downwind is in the wrong place, it can showing the darkest shadow and appear- suppress the wave. Many of the valleys ing to be the highest. In general, you can are about five miles wide in the area

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depicted, while the width of the one in front of Tuscarora Mountain is about ten miles. I have flown almost all these ridges at one time or another, because we have multiple launch sites here, and flying XC often uses some runs along the ridges. In my experience, the more narrow valleys produce usable waves less frequently. There is a lot of sailplane activity in the area, and those pilots tend to agree.

On the flight in question, we were ridge soaring in about a ten mph wind on a fine June day. I don’t remember thermaling, but there are always thermals

“Recent research and satellite photos have indicated that waves are prevalent much of the time the wind is blowing.”

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on a NW day in that location. Suddenly, I began to get higher, along with other pilots in the air. I didn’t know what was happening, but, as I climbed, I sorta figured it out. I started at perhaps 1500 over and was soon several thou and still climbing in smooth widespread lift—no turns. These things happen when you are least prepared, and I was wearing only a T-shirt and no gloves. I began to get cold at 5000 feet over, but persevered until 7500 feet over the mountain, at which point I flew forward to get out of the wave, sank back to merciful warmth, then flew back to the mountain to reenter the wave. Again, I gained quite a bit, but the lift wasn’t nearly as strong as before.

I learned several things that day. First, always dress for the unexpected. Second, the way to escape wave lift is to head perpendicular to the wave (either upwind or downwind). On that particular day, I had no trouble penetrating upwind, and you can imagine our speed performance in 1978. I estimated the wind to be only about 15 mph at altitude. Finally, I learned that waves are elusive and mer-

curial. In a matter of 15 minutes, the waves had changed character. The lesson: use them when you can and be happy for the gift.

Another wave flight occurred during the 1991 Nationals in the Sequatchie Valley of Tennessee. We had an upwind valley crossing to do. Many of us thermaled up, and a large group headed forward. But another pilot, Steve Moyes, and I hung back because we were still climbing significantly at about 3000 over the ridge top. We pointed into the wind and went up smoothly, eventually reaching more than 9000 MSL (a total gain of about 7000 ft.). We stopped climbing because the wind gradually increased, until we could no longer penetrate forward. We crossed the valley and came out thousands of feet above the others who had left.

The lesson learned: waves are where you find them. To exploit them we must be aware of the signs. The main indication is a change to smooth lift in a widespread area. Of course, such a change can also be the sign of cloud suck. But cloud suck depends on clouds, and, in

both the cases described above, there were no clouds in the sky.

A final note on wave flights: In 1992, Nelson Lewis encountered wave lift over Massanuten Mountain in Virginia. He climbed to 12,000 feet MSL, at which time he turned downwind to find the secondary wave, then the tertiary wave, and so on, until he had flown a total of 73 miles from launch on pure wave lift!

Photo 5 shows wave clouds shot from my home located near the vertical center of the previous map, about 1/8-of-theway-in from the left side. These wave clouds are fairly high, have wavelengths (spacing between waves) certainly less than five miles and do not run as wide as the ridges forming them. Although it can’t be told from the photos, they are also a bit oblique to the ridges, which may be why they are so closely spaced.

No one was flying at this time, so we have no info on the effects in the air. But these wave clouds represent waves that are most usable, although a wider gap between waves would be more likely.

A major question is when should we expect waves? Recent research and sat-

ellite photos have indicated that waves are prevalent much of the time the wind is blowing. They form in stable layers, which often exist above the convective layer. Then, as the thermals subside, the waves’ action above can begin bouncing the air lower down. Both of my experiences described above, however, indicate that waves can occur in the middle of the day and connect to the top of thermals. On the other hand, quite a few of our Eastern pilots have encountered waves in the evening. There have been several cases of pilots being caught in widespread lift and not getting down until after dark. Hmmm.

A couple of questions remain: Can paragliders exploit waves, and what about the dangers in general? While this isn’t an article about wave flying techniques, let’s briefly address these questions. First, waves require wind. To the extent that paragliders are slow flying craft, they are less ideal for wave flying than hang gliders. However, I am sure that there are plenty of waves that are PG friendly, especially if we consider evening wonder winds to be a form of wave activity.

Tof bamboo and plastic to the present. Within these

The dangers of waves include getting too high for preparation (oxygen and warm clothing), penetration problems, and turbulence. The too high and penetration factors are solved by preparation.

Once you find yourself climbing higher than you want, pull forward to get out of the wave updraft. If you wait too long and can’t penetrate, your only choice is over the back. Be prepared!

Although lift in a wave can be as smooth as mica, the possibility exists of encountering the rotor below the crests of the waves. The way to avoid such a potentially deadly roil of air is to fly upwind into the sink, off the end of a wave, or downwind until the wave diminishes. These matters and more about wave flying are covered in my book Performance Flying (pages 137, 138).

Waves are part of the natural atmosphere and are, thus, part of our flying environment. Just as waves appear in some form almost anytime a body of water is moving, we should expect waves in moving air. How we are able to exploit them depends on our knowledge, ability, and the presence of cloud signs.

his is the history of our sport, from the earliest days

pages you’ll find the evolution of foot-launched flight from the first days of bamboo duneskimmers to the modern variety of hang gliders, paragliders and rigid wings. Each PDF file is one complete magazine, just as originally published.

Pages with color have produced as color scans, the rest scanned as black and white images. Blemishes or imperfections are present in the original source magazines, some of which were the only known copies remaining.

1971 - 1973 1972 - 1976 1976 - 2003 1993 - 2003 2003 - 2007

MAGAZINE

COLLECTION

1971-2007

Low & Slow Ground Skimmer Hang Gliding Paragliding Hang Gliding & Paragliding

Future issues will be available on an update disk. Compilation copyright. 19742007, US Hang Gliding & Paragliding Association. All rights reserved. Other material republished by permission of copyright holders. Please don’t duplicate or reproduce this work without permission. For limited reprint permission (club newsletters, etc.) contact the USHPA office at 1-800-616-6888 or E-mail: info@ushpa.aero Pages scanned and indexed by Scandoc, Inc. of Aracata, CA. www.scandoc.com. Cover design by Gregory Gillam, greg@redsands.com.

Complete

Each disk includes Adobe Acrobat Reader Version 7 for Windows, Macintosh and Linux systems.

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The Sylmar

Falcon

by JonathanDIETCH with contributions by KenANDREWS

League

Local pilots band together to bring new challenges and new horizons to their cherished site.

XC days on a paraglider than my T2.

Enter Ken Andrews, SHGA webmaster and one of many Moyes Litespeed owner/pilots in the club. As Murphy’s Law would have it, a week after I sold my Falcon 195, Ken announced the creation of a Falcon League. Its purpose was to explore new ways to enjoy cross-country flying in the LA Basin by taking advantage of the short field landing cahave been a proud member of the Sylmar Hang pabilities of single surface hang gliders. A Falcon Gliding Association (SHGA) and Crestline wasn’t required, but they tended to be the predomiSoaring Society (CSS) over the past year, nate glider of this type, and so the name came to be. having returned from a 26-year hiatus from hang Ken’s sales pitch also brought up the fact that during gliding during the summer of 2008. Thanks to a most of the summer the basin is typically under a chance meeting with noted Atos pilot, Tony Deleo, strong inversion, and that climbs are often limited I knew I wanted to fly cross- country (XC) in and to a few hundred feet or less above our 3,500’ Kagel around Southern California. I still hadn’t made my Mountain launch point. As a result of this ceiling, first mountain solo in 28 years, but I just knew what the skies to the north of the SHGA LZ begin to I wanted. resemble something of an aerial fishbowl or public Once back in the air, in short order I moved up aquarium. You know the ones, with the long tanks to a Wills Wing T2 144 and was making XC flights and different species of fish all swimming back and along the San Gabriel Mountains that border the forth at different speeds and depths, except that in Los Angeles Basin to the north. It didn’t take too this case it’s hang gliders of different models darting long to realize that between Andy Jackson Airpark or floating back and forth above and below ridge top (AJX) in San Bernardino, where the CSS makes its level.

As viewed from the SHGA LZ, the “fishbowl” is home, and the SHGA LZ adjacent to the Pacoima Wash, some 62 miles west, there were few places one bounded on the west by a popular racing turn-point could safely land a topless glider without breaking a known as West Towers, located about 4 ½ miles downtube. I was beginning to think I’d get in more from the LZ and 5 ½ miles from Kagel launch. In

I

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the opposite direction, we have a variety of eastern boundaries from three to ten miles from the LZ, depending upon the lift ceiling and intestinal fortitude of the pilot. There’s one topless-sized LZ to the west and two or three to the east, of which two require a hike out to get to a retrieve vehicle. In general, the club pilots tend to stray no further than the minimum glide to the regular LZ with a hundred or so feet to spare, while others will consider the Big Tujunga Canyon (Big T) Wash as a viable alternative at seven miles east and with ample room to land a topless, plus an easy retrieve.

In Ken’s own words: An advanced pilot on a single-surface glider can safely launch and land just about anywhere, including back on top. With these thoughts in mind, Sylmar’s Falcon League was started as an experiment in flying the San Gabriels from a new perspective, with new sets of challenges. Now, each little flood control basin or patch of undeveloped land along the foothills becomes a potential landing option, and long-neglected launch points suddenly regain new interest. The potential length of the flyable mountain range becomes greatly expanded.

And so the party began! The Falcon league has been informally meeting in the LZ nearly everyother Saturday morning since December, 2008.

Ken posts an announcement on the forum, and any

number of pilots respond and show up. So, on an overcast day in early December, 2008, a group of interested SHGA pilots caravanned around the local area and walked three bailouts, including an upslope/downwind field called The Beehives, a patch of rare, undeveloped land near the base of Kagel called Hungary Joe’s and, lastly, before flying, we walked the Pacoima Wash at the base of the reservoir dam that divides the Kagel ridge from the West Towers ridge. Our goal for league day one was to simply have a safe landing at the base of the dam and hike out to the street.

On subsequent, alternate Saturdays, additional bailout LZs were hiked—not just by the League, but by club members in general who were interested in their safety. Ken augmented this pursuit by posting detailed descriptions and waypoint data on the club website and announcing this on the forum. On one such weekend, several adventurous pilots logged flights from Mount Lukens which sits at the far east end of our “fishbowl.”

The SHGA recently obtained access from the Forest Service as a result of long-term cooperation and much volunteer work, including cleanup projects over the years. This includes broken glass and other shiny “microtrash” that threaten the critically endangered California condors. Occasionally, SHGA pilots have the rare pleasure of sharing ther-

[opposite] Joe Greblo on a Falcon 3 170 heads towards the Big Tujunga Wash on his brand new Falcon 3 170 after launching from Mount Lukens. [above] Kris Greblo on a Falcon 140 prepares to take flight from Mount Lukens on her Falcon 140.

Photos by Jonathan Dietch.

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[above] Misty Mountains | photo

by Jonathan Dietch. [below] Andy Beem soars a Falcon 195 over Mount Lukens above the La Crescenta Valley of Los Angeles | photo by Andy Beem.

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mals with these exquisite and immense birds. The initial Lukens’ league flights yielded safe landings, anywhere from the Big T Wash to the club LZ. Normally, just the topless pilots venture to Lukens and back, but the Falcons demonstrated that the league now presented a viable alternative for local XC flying on marginal or inversion-limited days.

The first U.S. Nationals was held in Sylmar in 1973 when there was plenty of vacant land. The 1500’

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and 2200’ launches were aptly named for their elevations, and I had my first mountain flight ever from the 1500 during 1974 on a plan-built, 18’ Eipper Flexi-Flier. I landed in a huge open field with reddened and burning eyes from the then rich, brown layer of smog. The smog is but a shadow of its former self and so is the open space, as I remember it. With the encroachment of development over time, most of all that remains is a dirt lot next to Olive View Hospital, mid-way between West Towers and our LZ. Recently, the League returned to these historic sites. On one Saturday, archeological remains of days gone by were identified in the form of a broken batten that formerly served wind-streamer duty along the road to the 1500. Four “Falconeers” flew and two made it back to the LZ, while the others landed safely at the lot.

On a subsequent Saturday six pilots flew, but they split up, with three making the long hike from the road up to the 2200 and the others “cheating” by launching the 1500, with two of them safely top landing the 2200 before the hikers had gotten their gear ready to launch. One of the 1500 pilots made a low save near the Pacoima Dam and decided to spend his “altitude cash” on some distance, rather than a top landing, and managed a long series of low saves that yielded a 13-mile XC flight. He landed at

a debris basin near the foot of Mount Lukens that the League had previously hiked on one of its many pre-flight outings. Four of the five who launched the 2200 soared past Kagel launch in fighter-like formation, to the awe and amazement of the topless pilots who were still waiting for the lift to turn on. They got as far as Lances Ridge, three miles east of the LZ, but were all stymied by the now even more marginal conditions and were unable to jump the gap across Little Tujunga Canyon Road.

Over time, the quality of the Falcon League flying has continued to progress and evolve, while the spirit of competition and sportsmanship has expanded as well. Interestingly, the overall impact has seemed to spill over among the topless pilots who have demonstrated an increased spirit of adventure and willingness to risk landing out and needing a retrieve.

There have even been League Days, where only one topless pilot tagged West Towers, while two Falcons made the trek and back to the LZ. Even Ken himself, who is an avid hiker and annual visitor to the SHGA bailout LZ, has shown and expanded willingness to fly downrange in his Litespeed to points beyond the usual bounds of comfort. Having been retrieved myself more than most, I was all too happy to maintain radio contact with Ken both during and after my own flight and let him know I was available to give him a ride back from Big T.

So Ken’s brainchild has proven its value and viability. It took me a while to grasp the concept that this wasn’t cross-country for beginners via Falcons, but was a cadre of adventurous, advanced pilots who were expanding the possibilities that XC flight has to offer, given the periodic, local limitations of both thermal ceiling and landing zone area. It would be fun to see the concept take root among similarly situated clubs wherever they may be.

[above] Kris Greblo on a Falcon 140 takes flight from Mount Lukens on her Falcon 140. [below] Flying high. Photos by Jonathan Dietch.

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Ten Days

in the company of

Birds

by DavidMETZGAR

I

am lucky. But not as lucky (or perhaps not as smart) as those who can spend every day playing in the mountains while I labor. I have to find my fortune, and I have to do it during the three weeks of the year when the ambitious, industrious, and stingy puritans of my country offer an escape from the rigors of boom-and-bust capitalism. This spring I chose to spend a week of that carefully hoarded time flying paragliders in Pokhara, Nepal, with my equally industrious and equally flying-addicted fellow feather, Rafiee Aziz, and his adventurous and patient copilot and wife, Ann Rahman. Here I offer a brief account of our incredible (and, non-redundantly, brief) sojourn in this beautiful place of farming and flying— a unique playground for birds, free-flight pilots, and the rare true believers who spend their days actually flying and living in the company of birds.

We arrived in the late evening after a harrowing drive in a tiny Hyundai taxi, having spent the day

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dodging colorfully decorated Tata trucks loaded with huge rocks, live chickens, dozens of laborers, or possibly all three, driving with absolutely no caution on narrow, winding, potholed roads along the steepest valleys I have ever seen. Our brave driver delivered us unscathed to the Peace Plaza Hotel ($15 a night, with intermittent hot water but fantastic network access) with two hours to spare before the city’s generators kicked out and the streets were relegated to quiet candlelit dining, drinking, and conversation. We enjoyed a plate of dal bhat and hot chai in a fog of pine smoke that was disturbingly reminiscent of youthful days spent fighting forest fires. (We were unknowingly in the grasp of a Hindu festival celebrated by carrying large logs to communal bonfires.) I loved the place already.

We awoke early, as the enforced darkness had inspired plenty of rest. A taxi took us to launch, weaving between rainbow-clad women and khaki-clothed

men walking up to see the sunrise over the Himalayan peaks, walking down for work, or just chatting with friends over tea. Colorful, fit, and proud roosters wandered among barefoot children in adorable knot caps, gentle (and tasty) buffalo, cattle, goats, and chassis-less hand-steered tractors, and small buses packed (and covered) with more passengers than a 727. We paused to admire the towering pyramid of Macchapuchre (Fish Tail) and the three snowy back faces of Annapurna, rising to 8000 meters above sea level—7000 meters over the still-shadowed Pokhara Valley and Lake Fewa, the view bisected by apparently endless cross-cutting, knife-edged ridges, covered first with hot rice paddies, followed by vertical dense green jungle, then sheer rock faces, and, finally, glaciers.

We launched promptly at noon, our morning having been distracted by the careful and strict registration and insurance-checking process—a wise

precaution in a country that can only afford minimal medical care for its hard-working citizens, much less offer a free hip replacement to a foreign dilettante with an old wing, two lessons, and a deathwish. The thermals were strong and broad, packed with tandem paragliders, acro wings SAT-ing down in front of launch, brand new prototype comp wings, and ancient rags the color of rice paddy mud, smoke, and buffalo dung. Amid this already intimidating flock flew a vast array of medium-to-huge soaring birds—Black Kites (reminiscent of our red-tail hawks, certainly more-so than the kites we have in California), Egyptian Vultures (striking black vultures with almost featherless snow-white heads), powerful Steppe Eagles, and the larger, incredibly broad-winged Himalayan Griffon Vultures (similar to the California Condor).

But the sky was big, and the pilots highly varied in skill and experience. Soon the XC gods were top-

[opposite] Scott Mason and Bob at launch in Pokhara | photo by Nick Greece. [above] Flying in Pokhara | photo by Adam Hill.

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[above] Jamie Messenger over a rice field | photo by Adam Hill.

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ping out and heading to parts unknown, the beginners were left to grovel below launch, and we found ourselves with plenty of elbow room 300m over launch, circling and taking in the brutally rugged result of a massive tectonic train wreck—the collision of what is now India with Eurasia, which started a mere 70-million years ago and continues at a brisk pace today. Flying in the shadow of the world’s tallest mountains, standing three miles above the air in which we flew, was a humbling experience.

I had heard of the pilots in Pokhara who trained birds to fly with them, even to seek out thermals for them, and I had hoped I might encounter them and observe this somehow natural, yet almost unbelievable, pairing of man, bird, and the magic of synthetic fabric. I had watched the YouTube videos and read occasional stories, but I guess I imagined it must be the sort of thing that happened only rarely, to the luckiest people… much in the same way a person might imagine that complex, spicy, colorful food only hap-

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pens rarely, should they have been unlucky enough to have never ventured beyond the vast and bland monoculture of western civilization.

But, as noted, I am very lucky. Rafiee knew one of the pilots who flies with birds— technically termed a “parahawker”—and we ran into him our first day in Pokhara. This pilot, Brad Sanders, and Scott Mason, the falconer/pilot who invented parahawking (as far as I can tell), were willing to take passengers along to feed the birds and soar with them in the air over Fewa Lake. I signed up for the first available flight, serendipitously (and to the discredit of all the entrenched and well-informed tourists in Pokhara who COULD have had my spot had they had any sense), the next unreserved parahawking flight was the very next morning.

We met early, perhaps at 9 a.m., and I had the pleasure of watching the morning weather wrap around and slowly envelop Fish Tail from the porch of the Frontiers Paragliding shop, in the company of the two Egyptian Vultures with whom Ann and I would fly once their caretakers (and our pilots) had taken care of breakfast, tea, and business. These beautiful and patient birds were completely docile, perfectly willing to be gently stroked, photographed, and otherwise inconvenienced by the many passersby. They rode calmly to launch perched on their handlers’ gloves, shivering slightly in the cool morning

air, ruffling, then carefully preening, their feathers.

Brad and Scott effortlessly launched Ann and me, as their tandem passengers, into light thermals while Tim, a full time falconer charged with much of the care and training of Scott’s flock of rescued hawks, eagles and vultures, launched the birds from his hand behind us. The two Egyptian Vultures, Kevin and Brad, quickly passed us on their unerring path to the ever-present but often mobile house thermal.

By delaying aerial feeding until high in the thermals, the falconers had trained them to seek out the best lift and use it wisely. Having gained suitable altitude, enough to dissuade the Steppe Eagles who had followed us and threatened to attack the vultures, we fed them bits of raw meat on outstretched hands from the front seat of the tandem gliders.

As a biologist, naturalist, and pilot, the act of flying cooperatively with these beautiful birds was a consuming experience, offering one of those rare moments when all of life’s distractions, concerns, and stresses fade to nothing and leave you completely captivated by the present. Memory is not one of my strengths, but the first day I flew with the parahawkers will be with me the rest of my life, and contemplation of that flight still has the power to soothe my mind when the world seems overwhelming.

My immediate reaction was, simply, “Can I do this again tomorrow?” And the answer was yes! It

seemed somehow criminal that the hundreds of tourists and pilots in Pokhara weren’t waiting in line to participate in this incredible communion, but I was not about to look this gift-horse in the mouth. So the next day I returned, and Scott and I took the birds out in our solo wings. In the next half-hour I gained tremendous respect for the mental awareness and acuity, physical skills, and breadth of knowledge required of the parahawkers. Soaring in marginal conditions may become routine for many pilots with as many hours as I have (well over 1000), but it instantly became demanding again when I found myself scratching low over the rice paddies, controlling the wing with one hand while holding the other out to offer the (often unseen) vulture a bit of raw meat, whistling for him to come closer, trying to watch both my bird and the Steppe Eagles to make sure he wasn’t in danger, and trying to judge my remaining glide angle to the landing zone. No photos were taken on that flight!

That afternoon I spent hours

[above] Landing at Maya Devi | photo by Adam Hill.

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[opposite] Adam Hill over his home, Maya Devi | photo by Jamie Messenger.

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with the birds at their home on the shore of Lake namic soaring, swooping into the rotor behind the Fewa, watching Tim and Scott painstakingly feed, hill, then rocketing back out front and straight up. weigh, wash, exercise, and inspect every member of Incredible! the large flock. I had the wonderful opportunity of I had intended many other adventures during my taking two of the Black Kites to the training hill with ten days in Nepal, such as visiting Chitwan National Tim to exercise and (I imagine) help socialize them. Park to see the rhinos and trekking to get a closer From the ground I could really study their flight up look at Fish Tail, but these ideas never even crossed close, watching them stall and dive, veer between my mind after spending two days with my new tightly clustered trees, and even engage in some dy- feathered friends. I spent every remaining day flying over Pokhara, watching the birds fly with other lucky customers, and sitting with them and their talented caretakers by the lakeside, trying to absorb as much as I could.

Before I left, I was given the chance to fly with one of the Black Kites (Bob, perhaps? As noted, memory is not one of my strong points). This was a completely different, and equally compelling, experience—the hawk did not soar quietly beside me and land gently on my hand to feed, as the vultures had, but rather snatched tidbits from my glove in full dive, shooting past, then up and away, before I had time to really register his presence. I saw him a total of perhaps 30 seconds of the flight, and his speed and accuracy were beyond humbling. I imagine I must have seemed to him to be standing still in the air, not really flying at all, like a whale might appear to a hurried swordfish. I spent much of the flight desperately worried that he had become discouraged with

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“I had intended many other adventures during my ten days in Nepal, such as visiting Chitwan National Park to see the rhinos and trekking to get a closer look at Fish Tail, but these ideas never even crossed my mind after spending two days with my new feathered friends.� my slow and clumsy path and had abandoned me for better company elsewhere. In fact, twice he had, once flying back to the mountain and then catching up as I flew out over the lake to land, and once while descending over the lake, flying down to visit Tim on the training hill before rejoining me on final approach. Bob inspired me to go home, tell my story, practice, practice, practice, and come back a better pilot and make him proud.

And I will do everything in my power to do exactly that! All of my life I have admired and sought to emulate our winged brethren in the sky. In Nepal I was finally afforded the opportunity to truly fly with them, instead of just near them, and I vow it will not be the last time.

[opposte] Parahawking. [below] Jamie Messenger landing in Pokhara. Photos by Nick Greece.

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Winter flying in Tenerife, Spain | photo by Martin Scheel for www.advance.ch

Thermal Flying

Part II : Generators & Triggers

from the book by BurkhardMARTENS

The second in a series of choice cuts from Burkhard Martens's bestselling technique book on cross country flying.

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I

often see pilots searching for thermals in what I consider unlikely places, and pilots often ask me why I have flown to a particular spot to search. Whenever the latter happens, I have to stop myself from simply saying something like, “It looked good.” In fact, what makes a specific point in nature look better than all the other potential locations is a complex matter, and coming to a conclusion happens only via numerous deliberations. In the beginner these are all conscious, but in experienced pilots the deliberations become increasingly subconscious, until we cannot even say what caused us to fly there!

While learning, we need to consider which soil/ground heats well and where would a thermal coming from that patch of ground flow, taking into consideration the wind and the relief?

We have learned that thermals happen because the sun heats the ground, and the ground heats the overlying air. Now let us take that one step further. Consider the albedo value, a measure for the heatability of the soil.

The albedo value indicates how much

of the sun’s rays are reflected by a given material. The higher the albedo value, the worse for thermal development, because all the energy is reflected. Consequently, not enough lingers to heat up the soil.

Albedo values for different surfaces: Surface Dry grain fields Asphalt Black soil Damp sand Coniferous forest Vegetation-free Soil Grass Deciduous forest Desert / water Dry sand Snow

Albedo value Extremely low Extremely Low Very Low Very Low Very Low Low Low Low Medium High Very high

But the albedo value alone isn’t the whole story. If the soil is soaked with water, energy must first be spent on evaporation before the heating can get underway.

This process uses up a lot of energy, which then isn’t available for thermal generation.

[left] This is a very clearly marked thermal trigger point: the saddle above Schnalstal in the Italian Alps. Generally the ridgeline will trigger the thermal, but with a bowl like this (facing right into the sun), the areas to the right or left, depending on the wind direction, are also very good. In the middle of the bowl we can expect increased sink values. [bottom] A farmer prepares the hay harvest.

When the pilot sees this activity, he promptly flies over. The location is good, not only because of the low albedo value of grass fields, but also because the farmer triggers all the accumulated hot air when he drives around his tractor.

Finally, a porous soil containing lots of air heats more readily than a more compact one.

Factors to consider when evaluating the thermal generating properties of any given surfaces: Damp soil absorbs much energy without releasing it again. For damp moorland to generate thermals, we must wait until late in the day, when the surroundings have begun to cool down. The moorland will cool slower and sometimes allow us to linger in light lift over places where we are not accustomed to finding lift.

Deciduous forests have a relatively low albedo value, but contain much humidity.

This makes them less thermally interesting than coniferous forests where there is less humidity stored.

Any surface oriented perpendicular to the sun’s rays will heat better than the surrounding, non-perpendicular surfaces. In the northern hemisphere this means east-facing slopes in the morning, south-facing slopes around noon and west-facing slopes in the afternoon.

Because the sun is higher around noon, the south-facing slopes can be shallower (on the equator they can be horizontal) than east-and-west-facing slopes. In the European winter only steep south-facing cliff faces produce usable thermals.

Surfaces with a high specific heat capacity (like rocks) take longer to heat, but, once warm, they will continue to produce thermals even during short overcast periods. East-facing vertical cliffs are the first to produce thermals in the morning, not because of the specific heat capacity, but because they have been facing into the sun for the longest time.

Desert surfaces and dry sand have high albedo values but are very porous.

Furthermore, deserts are often in regions with strong sunlight, and the porosity plus the strength of the sunlight combine to produce strong thermals in desert regions.

Coniferous forest and clearings therein are good thermal generators.

Wet, green fields are no good, but when newly harvested they are OK. If there’s hay drying in a field, it is probably good!

Grain or potato fields are good. Maize fields only get really good in the autumn.

Ploughed fields are better than untreated.

Black tarmac parking lots or industrial expanses are always excellent thermal generators.

TIP : When a parking lot is full of cars, it becomes even better, as more hot air may be trapped among the parked vehicles. Thermals originating from full parking lots are generally both stronger and wider and, thus, easier to core.

TIP : Thermals may come from any surface that is readily heated by the sun.

To build a mental picture, try to imagine walking over the ground where you’re flying. Wherever you feel the air getting warmer, you can expect thermals to originate; whenever it gets cooler, it is less interesting. This means that cool, shady and wet areas will always hinder thermal development.

Thermal Flying is a 272-page color book brimming with all the latest techniques and tips from one of Germany’s most experienced cross-country pilots. It is available from www.ushpa.aero/store.

Pushing the Envelope

“The purpose of this article is to urge you to go out and explore the speedrange of your glider, with caution and a deliberate plan to go at the challenge while understanding the risks.”

by Mitch McAleer

O

n the way up to the second annual Wings Over Wasatch aerobatic hang gliding clinic, the $500 twodoor Escort, known as the mighty POS, died and rolled to a stop right on the western edge of Vegas.

Preparing to be gone for a week, I had stuck a bag of household garbage in the front seat and made a stop in Huntington Beach to pick up some cash from Marcello, who had sold an old paraglider for me.

My garbage rode the 40 minutes out to the beach before I was able to find a dumpster and toss it. I had done a major cleaning of the fridge and threw out an

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old bottle of fish sauce that had been leaking. Duh. It leaked through the trash bag, pooled under the carpet of the POS, and baked in the 100 degree heat on the ride to Victorville and Barstow until the odor was stifling. The reek of dead fish was as thick as if I had stored a 20-pound flounder under the headliner for two weeks in the desert sun. Gallons of water and an entire bottle of Sensual Vanilla scented cleanser had no lasting effect.

The alternator stopped doing its job somewhere between home in Elsinore and the fuel stop in Victorville; it killed the battery at sundown. Desperation and resignation set in as I pondered my options and worked on getting the car and glider off the side of the freeway. Waiting for the tow- truck while trying to stay upwind of the aroma, I doubted my ability to train pilots to levels of experience and skill to become Chuck Yeagers in a weekend. The idea just sounded crazy.

But I did get back on the road in the morning and made it up to the Point of the Mountain in time for a flight at the north side, on the loaner T2C 154. Benching up was easy and getting in a few loops was fun.

The last time I had done either was on the way up to the Telluride fly-in, a long time ago. On my last hang gliding trip through Salt Lake in 1987, JC Brown and Larry Tudor were at the south side with a prototype UP Axis. RC Dave and I were on a low budget, so we heated Lance Merril’s unwanted packets of Weight Watchers’ Salisbury Steak on our exhaust manifolds as we made our way east to Telluride.

Back then, the Point was barren, aban-

doned in the late 1970’s by the off-road hill climbers who named the north side “The Widowmaker,” featured in the movie On Any Sunday.

Now, the north side is half-covered with new homes and apartments. In fact, a dozen-or-so paraglider pilots own homes adjacent to the launch, and the state of Utah has cooperated with the local club by building a deluxe flight park on the north side and launches on the south side, complete with rubber setup pads for hang gliders and acres of manicured grass.

The north side flight granted me a long term perspective on aerobatic hang gliding and the evolution of my own pilgrimage out of southern California every fall to the mountains, including trips to Telluride from 1984 to the last consecutive festival in 1999, to the paragliding nationals in 2003,

and, most recently, to a couple of years in the Wasatch with Ryan Voight, who tries to teach aerobatic skills to a small group of willing pilots.

Time has manifested a profound change. The Telluride hang gliding festival faded out of existence, but the 1980’s witnessed the evolution of a hang gliding aerobatic event into a recognized worldclass competition. In the 1990’s, however, bad weather and loss of attendance took their toll, and the competition disappeared after 26 years.

Meanwhile, the number of paragliding participants exploded, and the paragliding nationals returned a large group of pilots briefly to Telluride in 2003, exposing a new group of pilots to big air Rocky Mountain flying. At the same time, paragliding aerobatics exploded with new maneuvers and a creative evolution that was far more dynamic than the maneuvers hang gliders were capable of performing.

While hang gliders are still doing four basic maneuvers— loops, rollovers, pitchovers and spins—the paragliders have developed a long list of unique maneuvers with silly pirated names from their inventors—misty flips, ass chopper, SAT, infinite tumbles, helicopters, and more.

These maneuvers entice many pilots who might otherwise have looked to hang gliding aerobatics for a challenge beyond soaring flight.

Red Bull poured huge cash into foot-launched aerobatics at Aspen and in Europe, and the course was set: Paragliding aerobatics eclipsed hang gliding by 2001, and the last American hang gliding aerobatic meet at Aspen came and went, while paragliding aerobatics continue to explode in popularity and moved exclusively to Europe.

In July of this year, local Telluride pilots announced that the town had secured permanent rights to the land west of town known as Oops field, and the Telluride Air Force decided there would be a hang gliding Telluride fly-in this year for the first time since 1999.

So off I go to Utah to support the idea of training pilots to enjoy flight outside the conventional box of circling and soaring. The hope is that there is still some spark left out there in the collective consciousness. Hang gliding itself is not a conventionally accepted safe activity, so

why consider any arbitrary pitch and bank angles as limitations in flight?

Hang glider manufacturers test gliders to specific speeds at specific pitch angles, to set a rough guideline for a safe maneuvering speed, with a 4X load margin as an estimate only. As far as I know, the new high performance gliders are not tested to positive structural failure. The last time I tested the 1991 UP TRX 160, the glider lifted the 3/4 ton Chevy truck test vehicle off the ground at 70 mph in the positive load test and did not break.

Mark West, the driver, was so freaked out he refused to attempt higher speeds. At 72 mph, the total load was around 2200#, most of it lift-vector. I don’t blame Mark.

Imagine for a moment the worst case scenario of the front wheels leaving the ground and an asymmetric structural failure of the glider, resulting in the first-ever low altitude barrel roll of a Chevy truck.

Gliders have gotten much faster since then. Maneuvers have gained in speed and size. Compare a video of the 1985 Grouse Mountain aerobatics on the Wills Wing HP to the maneuvers on the 2001 Talon and 2008 T2C. Three times the amplitude in size of loops and inverted flight is possible with the increase in top speed available.

The idea of teaching aerobatic hang gliding was something I had resisted in principle since the mid 1980’s. Flying a hang glider is dangerous enough for most pilots, and history has shown aerobatics decreases the margins of error to almost nothing. Most longterm aerobatic hang glider pilots have either tumbled, broken gliders, or both.

Nevertheless, here I am on the way to Utah in a second attempt to teach a group of low-time intermediate-to-high- time advanced pilots something about operating well outside the recommended limitations. I had hope and doubts. All these years it was a given that pilots who wanted to learn hang gliding aerobatics were a breed apart and would find a way, no matter what. Well, that’s true, for maybe about 20 hang glider pilots in the world and about a dozen in the US. I hope there will be more someday. I’m not hogging all the fun; you all are invited.

Soaring a foot-launched glider eclipses the capability of the majority of human beings to manage risk and perform the

appropriate action at the correct moment.

If that were not so, the skies would be as crowded as beach boardwalks on a summer weekend. History has shown even the best and most experienced pilots are not immune from either their own failings or a combination of factors. Helmut Reichman, for example, wrote the book on cross-country soaring in sailplanes in the late 1970’s that is still the definitive manual on the topic, but he died recently in a mid-air collision with a student pilot.

I am convinced there is no valid guarantee of safety, so why not both prepare for the worst and practice flying the glider through its widest range of capability? If the glider is flown with caution and a reasonable progression, you can have a lot of fun. That’s why we fly in the first place.

When I considered the possibility of training my competition and rekindling interest adequate to generate a new series of aerobatic meets in the US, the trip seemed worth the effort. Two years running, we’ve had no deaths and no injuries, so I’ll call the training time well spent. The offer of continued phone and online support with questions on flight or gear will hopefully continue to keep clients safe.

This year we had time for a reserve toss and repack. It’s infrequent, but I’ve found about one reserve per year that is not possible to extract from the harness for one reason or another. After this year’s reserve practice in Ryan’s backyard, I’m convinced it’s important for recreational pilots to pull the reserve out of the container and throw it, just to get the process worked out. Imagine for a moment the circumstances where you will need to use the reserve: it will not be calm, organized, clean or well lit. It will be chaotic, with little time available for only one shot at the appropriate movement, and, if the initial throw is not in earnest and into clear air, the chances of a successful deployment are reduced to almost nothing. Sure, by all means, attempt the current long-running dogma of reeling the failed reserve back in and throwing it again. What else have you got to do while you’re hurtling toward the rocks and cactus? Just know that as one clinic attendee experienced, sometimes even that doesn’t work, reinforcing my point that it’s important to fire the reserve with the speed and accuracy of a major league baseball pitcher on the first 46

Hang Gliding & Paragliding | www.USHPA .aero

the glider flattens out the dive and begins to decelerate. Jon from Salt Lake was the only high performance glider and did nice energy efficient 90º to 120º maneuvers and tended to lapse into a familiar low speed, very smooth routine, but was able to recognize the moment to accelerate into the next dive to get faster and steeper maneuvers.

The landing site in Springville below Camels Launch was a refreshing experience. Last year, Skinny, the owner of the property, came by and apologized for his delay in cutting the alfalfa and wanted to be certain the neighbors were treating us well. We had a plate of watermelon from attempt. the corner house and assured Skinny evThe investment of hundreds of dollars erything was fine. in a device that may or may not save your This year, more than a dozen gradelife, when everything else in your day has school-aged kids showed up. A few spent gone-to-hell, requires more than having time tugging on my shirt sleeve letting me someone else pack it and stick it in your know they were thirsty, while I was gradharness once a year for it to work reliably ing the client’s flights, and asking when when you need it. It requires a throw as they could fly my glider. I let them know hard as possible, that superhuman strength that when they could pick up the T2 and and narrow focus that people conjure up run as fast as they could, they were welwhen life is on the line, to get the reserve come to fly it. out away from your own personal ball of Initially, I planned for pilots to perwreckage hurtling at the earth. form freestyle routines, after which I Last year’s training was great. Pilots would score them with the current aerofrom New York, Nor Cal, and Vegas came batic scoring system. If the event continout and did their best to learn something. ues, I’m considering an award system, with I think they went away happy with the ex- the idea that aerobatics should require perience of flying two high altitude sites in adequate qualification, and including the the Wasatch range and working on defin- possibility of pilot’s washing out of the ing bank angles and heading changes in a program if adequate skill, judgment, and simple prescribed routine. The prescribed ability are not brought to the table. Last maneuvers were easy, 45º to 45º roll rever- year, Rob Kells suggested requiring more sals on heading, and 90º wingovers on a elementary maneuvers to keep the un180º direction change, alternating left and knowns within a survivable boundary. It right, to complete each flight I encouraged worked out that pilots were challenged the pilots to prescribe the maneuvers they enough by learning to pay attention to had been doing, and go from there. All heading and bank angle. Not many recwere challenged enough with the initial set reational pilots examine those aspects of of maneuvers and stuck with that for the flying, so that challenge turned out to be two flights we got off Camels this year. enough of a learning curve.

Progress made was varied. Dan and The idea is to send the pilots off at the Lance were both challenged with not only end of the event with a set of tools to help learning to hit the prescribed bank angles, them progress on their own. After a recrebut launching a mile higher than they had ational day of flying, the typical 2-5 beer ever flown and landing 1000 feet above fellow pilots means well in their critiques home launch level. Tom from New York of maneuvers performed over the LZ, but figured out how to pull in at the right distractions prevent a diligent and conmoment at the apex of a maneuver to get sistent review of maneuvers that enable a the nose down almost vertically and move pilot to improve at any kind of reasonable into the next maneuver with a great deal rate. more speed, before the passive stability of During the entire three days, we talked

Celebrating 13 years of making Flight and Dreams come together! about lots of aspects of flying hang gliders.

On the last day, it was important to reinforce the one thing that will help pilots survive aerobatics. In my humble opinion and limited experience, bunching up into a ball and holding onto the base-tube if the glider stops nose-up or inverted will get the center of mass far enough forward to allow the passive stability systems of the glider to eventually recover, going forward. There’s plenty of video online showing pilots stopping inverted and holding the base-tube somewhere near trim or at their waist with their bodies still prone. Every time the glider tumbles and the pilot looses the bar, the pilot falling into spars or wires breaks the glider and parachutes come out.

My experience with blowing maneuvers includes two extended tail-slides in the 1980’s, and one recent nose-up inverted rolled 30º stopped maneuver, where I managed to ball up and hold onto the base-tube, resulting in an extended tipdown acceleration, a rapid pitch-over and flying away without damage.

Last August, I stabilized a friend’s borrowed glider inverted at 400 feet over launch, expecting it to behave like the familiar new factory gliders. The glider had lowered sprogs set by its previous owner for cross-country competition. At the apex of the maneuver, where the familiar gliders would nose down and accelerate into a dive, the thing slowed and settled level inverted. For a long two seconds curled up into a ball on the base-tube, I pondered my situation and accepted the fact that there wasn’t time or altitude to let things work out. Then came the decision to use the airthe-laundry process: I looked down at the red handle, let go of the bar, and ripped the reserve out of the container as I landed on the bottom of the glider, throwing the reserve out between the uprights framed in blue sky. Moments later came the deployment and sharp deceleration that slid me off the glider onto the hard ground.

In that incident, I was beyond lucky; the glider was intact and stable inverted.

There’s plenty of video to illustrate how quickly a structural failure or blown maneuver can turn into a swirling ball of wreckage that makes a reserve toss like trying to make a sandwich in a running tumble dryer.

Dan Murphy, at Telluride in 1987, tumbled after a slow maneuver, lost the

bar, the glider broke and within two seconds had begun a tumbling, spinning helicopter. Dan had two reserves, two successful reserve tosses clear of the wreckage, and two reserves both were wound up and tangled in the spinning glider. The glider’s descent rate in the spin and impacting trees on the side of the hill ended up with Dan walking away dizzy with nothing more than a sprained ankle.

Then there are the narrow margins. In June, while flying the T2C 154, I was out in front of Crestline in the middle of the canyon on a strong day, doing loops with the Rotor harness. After over an hour of racing the fishbowl course, I was getting a little tired. On the second or third maneuver, rough air caused me to do a rapid pitch-up movement right at the bottom of the maneuver at top speed. I couldn’t keep my head up in the high G’s, and, as the bar came out past trim, it slammed into my jaw. My head rang, and the glider arced into vertical attitude. It was about all I could do to use the last of my pitch input range, add as much roll as possible, and get weight forward to finish the maneuver without stopping inverted or tail-sliding.

The front edge of the carbon base-tube left a mark that was sore for a couple of weeks.

The purpose of this article is to urge you to go out and explore the speed-range of your glider, with caution and a deliberate plan to go at the challenge while understanding the risks. In the long run, it will serve you well to know what it is capable of, in the off-chance you might one day need that speed and maneuverability to survive the unforeseen worst case chaos of this planet’s atmosphere. I enjoy being up in the sky with other pilots, having multiple performances of aerobatic tricks.

There’s nothing more fun that going really fast with wings on your back, pointing the nose up into blue sky, carving wide arcs through the air, mashing down into the harness at the bottom of a dive, repeating a rhythm acceleration, and using that energy to climb and bank. If you aspire to learn how to do loops and other 180º inverted maneuvers, the sane progression is a gradual reduction in roll input, lots of practice, the right gear, and a lot of holding your nose just right. Just remember, if you totally blow it and get slow or stopped inverted, ball up and hold onto the basetube no matter what…!

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2009

Inspo Nationals

The View from Behind words by Cliff Curry images by Nick Greece

"Here is what I maybe have learned about racing paragliders– from my own painful experience, and especially from the advice of some of my best flying friends."

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Hang Gliding & Paragliding | www.USHPA .aero

rough day and finishing the course with a long and low valley glide out to Payson with Johnny Van Duzer, was great. Day acing paragliders is dumb. What five and day six were amazing, beaming a disappointment. I flew slowly up over Cascade and Timpanogos, surfand pretty poorly. After a good ing over polished granite at Lone Peak, first day, I bombed out on the second cruising deep behind the Olympus day due to my own inadequate decisions. summit, hitting the Wire Mountain I never made goal again, never flew fast, turnpoint in the low hills above Salt never flew very well. I sank out again Lake City, and racing the sun coming on the last day, made a stupid low stand back. Wicked climbs over wicked terabove a postage-stamp-foothill clearing, rain are burned into my brain cells. blew the landing approach about three Flying deep lines in the Wasatch in light feet low, and stuffed my beautiful per- winds was mind-altering. Chucking circles, making the long glides and hangformance machine into the scrub oak.

But what a great week of flying! We ing out with friends and other pilots had unbelievably good weather, with was great. The new highs and new ideas light winds most days, and we flew all seemed endless. Not to mention the cold seven days. The first day, flying well on a PBRs in the retrieve van (legally parked,

R

it every day by flying too slow.

Fast is good. It’s usually better to be low and ahead than high and behind.

Position is more important than altitude, especially if you have help. The day will go bad—get windier, more shaded, lower and more stable—a lot more times than it will get better. The answer is farther down the courseline.

of course) and laughing so hard it hurt.

The task setting, under sometimes difficult conditions, was perfect.

Here is what I maybe have learned about racing paragliders—from my own painful experience, and especially from the advice of some of my best flying friends, Bill Belcourt, Andy Macrae, Matt Dadem and Chris Galli. (Of course, a lot of this makes no sense from a safety standpoint. From a safety standpoint, it is recommended to stay on the ground.)

And some of this is self-contradictory.

Yeah, I know.

Launch early. If you really love paragliding, an extra half hour in the air is a good thing. Bill Belcourt and Josh Cohn are usually some of the first pilots in the air when the launch window opens. Use the time to figure out what the winds are doing and how strong and high the good climbs are. Launching early will give you a better chance to be in good position and high with the gaggle at the start of the race. Better to bomb out a few times by launching early than to have a poor start every time by launching late.

Top out the good climbs. Stay on the climb as long as it is still good. Being high will open up the course and let you fly fast.

Pass up the poor climbs. Stop turning so much. It’s not improving your position, and you are losing the leaders. Fly closer to the terrain when you need to, so you can just fly straight instead of

Push speed if you want to race. Be current and prepared to deal with the consequences (even if they never seem to come). If you are not willing to push real bar on your wing when the transition calls for it, fly a wing you are comfortable pushing on, and push—or don’t bother racing.

turning weak circles. You will never get anywhere, or finish the long courses, by flying the course as an xc flight and taking lesser climbs to avoid getting low. Go deep. When the conditions call for You will run out of climbs and miss the it: when you’re high, when the winds are chance to race with your friends. You light, on high pressure days, or when have got to be willing to keep racing and the terrain or wind direction makes the get low when you have to, especially if deep line faster, get in there. there is a gaggle. Better to bomb out a few days by flying too low than to deck The right pod angle is important. If

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you want best glide, get this right.

Don’t power through sink. Learn to avoid those large areas.

are slowing down, downshift and refocus. Don’t give up—on the day, on your position, on yourself.

Don’t give up. But don’t be stupid.

Stop doing your own thing. Get with “Don’t give up” does not mean it’s a great the program when there is a group of idea to fly low over poor landing areas with no bail-out options. Racing paragood pilots doing something else. gliders is the best game I know, but it is You can’t follow higher pilots. Nor a game. can you follow pilots in a better position.

Follow Josh Cohn whenever possible.

Forget about them.

Keep your eyes open. Keep an eye on the sky: gliders climbing, clouds marking lift, clouds shading out thermal sources, birds, insects, chaff. Keep an eye on the ground: shaded areas, dust devils, leaves, gliders landing, smoke and dust showing lift, convergence and wind. The best pilots always seem to spot the best climbs and get there first.

Focus on the flying. Don’t assume that the day is bad, or is going to be called off, or is windy aloft, or is shutting down.

Just fly. Later in the day, when things

I

’d like to have a do-over on the week, but I’m pretty sure there are no plans for that. I am rededicating myself to racing paragliders. I’m not getting that river boat in the spring;I’m putting all my energy back into flying.

And I will be back next year, flying more, better and faster. I love flying paragliders, the faster the better!

Racing paragliders is cool.

Thanks to Bill Belcourt, Matt Dadam, Andy Macrae and Chris Galli.

GALLERY |

Francis Rogallo, 1912-2009

F

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rancis Rogallo, inventor of the flexible wing, passed away in Southern Shores, next to Kitty Hawk, NC. He was 97. In 1948, Francis and his wife Gertrude invented the flexible, or Rogallo, wing that led to an array of flying machines and allowed millions of people around the world to experience the joy of unpowered flight. Their innovative designs are largely responsible for the development of the hang glider, paraglider, ultra light (light sport aircraft), sport parachutes, delta kites, stunt kites, parafoil kites, sport parachutes, and kiteboarding kites.

Francis Rogallo was born in Sanger, California, on January 27, 1912. He graduated from Stanford with a degree in mechanical engineering and aeronautics in 1935, during what was called the Golden Age of Aviation.

He joined the National Advisory Committee for Aeronautics (NACA), now known as NASA, in 1936 in Hampton, Virginia.

Rogallo was responsible for planning and supervising theoretical and experimental aerodynamic research and airplane development and for managing the research on the giant low-speed air tunnel at NASA as well as the (continued on page 58)

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(continued from page 53) “flexible wing.” He also held patents on wing controls, slots, airfoils, target kites, and advanced configurations for winged vehicles.

When Francis and Gertrude Rogallo invented the “flexible” wing, their dream was to build an airfoil that would allow inexpensive personal flight. The couple’s experiment involved using a homemade wind tunnel made of cardboard and a window fan. The first successful prototype was made from Gertrude’s kitchen curtains.

The Rogallo wing is considered one of the simplest airfoils ever created. This type of airfoil could be used to carry payloads, tanks, jeeps, or pilot-controlled assemblies. For years the couple tried to attract both government and industry interest in their flexible wing, eventually licensing a manufacturer in Connecticut to sell a kite based on it.

When the DuPont Company announced the development of Mylar in 1952, Rogallo immediately saw that it would be superior for his kite; the five-dollar toy “Flexikite” became one

of the first products using the plastic material. The Rogallos travelled to kiting events around the Northeast to fly and promote the toy.

On October 4, 1957, when the Russian Sputnik began beeping its message from orbit, the space race caught the imagination of the newly formed NASA. The Rogallos gave their patent to the government so it could be used for public good, and with Francis Rogallo’s help at the wind tunnels, NASA began a series of experiments testing the Parawing. (NASA renamed the Rogallo wing the Parawing. Modern hang glider pilots still refer to it as the Rogallo wing). The wing was tested at altitudes as high as 200,000 feet and as fast as Mach 3, in order to evaluate it as an alternative recovery system for the Gemini space capsules and spent rocket stages. By 1960, NASA had made test flights of a framed Parawing-powered aircraft called the “flying jeep” or Fleep and a weight-shift Parawing glider called Paresev that was both manned and unmanned.

As people became aware of the concept, a line of flexible wings was developed, including the hang glider, ultralight

5 aircraft, paragliders and sport parachutes, flexible wing kites or parafoils, delta kites, stunt kites, power kites, kiteboarding kites and snow kites.

Mr. Rogallo, who was recognized worldwide for his contributions to sport aviation, was honored in Japan, Australia, Switzerland, Germany and France for his contribution to personal flight. He is considered the “Father of Hang Gliding” around the world. Millions of people have enjoyed flight as a result of Rogallo’s invention of the flexible wing.

In 1963, NASA awarded Mr. Rogallo the highest cash award to date for his generosity in giving the government free use of his patents. He was inducted into the NC Sports Hall of Fame in 1987; on May 11, 1997, the NASA Langley Research Center recognized Mr. Rogallo for his many contributions to flight.

Rogallo has also been recognized by the National Air and Space Museum of the Smithsonian Institute “for outstanding achievement in aerospace technology.”

Gertrude died on January 28, 2008. Mr. Rogallo is survived by his children: Marie “Bunny” R. Samuels, Robert S.

Rogallo, Carol R. Sparks, and Frances R. MacEachren.

Hundreds of thousands of people have taken hang gliding lessons in Rogallo wing type hang gliders at Jockey’s Ridge State Park, an enormous sand dune that is located five miles from the site of the first powered aircraft flight. Mr. Rogallo, a frequent visitor to the park into his 60’s and 70’s, was often seen flying his red and white hang glider. He took his last hang gliding flight on his 80th birthday.

In 1992, the non-profit Rogallo Foundation was founded.

The mission of the Rogallo Foundation is to preserve their priceless records, artifacts and research, interpret their incredible story and protect the legacy of free flight. Each year, pioneering flexible wing contributors are inducted into the Rogallo Foundation Hall of Fame.

You can help this effort by joining the Rogallo Foundation or making a donation to the Rogallo Foundation, PO Box 1839, Nags Head, NC 27959. tel. 252-441-1719, ext. 210.

For more information on the Rogallo Foundation, visit rogallofoundation.org.

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captions [from beginning of gallery]

1 Francis Rogallo flying at Jockey’s Ridge, Nags Head NC. He’s flying a standard Rogallo wing manufactured in 1974.

2

Francis Rogallo in the early days of wind tunnel testing for his Rogallo wing which would be used for manned space capsule re-entry.

3 Francis Rogallo testing at the full scale low speed wind tunnel at the Langley Research Center. Photo courtesy Rogallo Foundation.

4 The M2-F1 lifting body and the Parasev 1B on the ramp, the viewer sees two vehicles representing different approaches to building a research craft to simulate a spacecraft able to land on the ground instead of splashing down in the ocean as the Mercury capsules did. Photo courtesy of NASA. 5 Francis Rogallo with a replica of what he and Gertrude Rogallo produced out of her kitchen curtains.

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Francis Rogallo flying a Flexi-Kite on the beach with daughter Carol around 1950.

On June 26, 1959, then-Langley-researcher Francis Rogallo examined the Rogallo wing in the 7x10 FT Tunnel. Originally conceived as a means of bringing manned spacecraft to controlled, soft Landings, Rogallo's concept was avidly embraced by later generations of hang-gliding enthusiasts.

Photo courtesy of NASA.

8 Scientists at Langley Research Center of the National Aeronautics and Space Administration used this radio-controlled, propellerdriven model airplane to test capabilities of a flexible, lightweight structure which could be used as an aircraft wing or as an auxiliary wing to aid in the take off of heavily -loaded aircraft, or to reduce landing speeds of supersonic airplanes. Other possible uses of the flexible wing: the recovery of early booster stages, the dropping of cargo and personnel, as emergency wings for jet vertical takeofflanding (VTOL) aircraft, and as a reentry vehicle capable of gliding to a chosen site and accomplishing a safe landing at a moderate speed.

Photo courtesy of NASA.

9 Francis Rogallo at work at Nasa Langley Research Center. Photo courtesy Rogallo Foundation.

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Standing by the boilerplate configuration model of the Gemini spacecraft with attached paraglider are Francis M. Rogallo and North American Aviation pilot Jack Swigert [later to be an Apollo 13 astronaut]. Swigert was also the test pilot of the paraglider drop tests conducted at Edwards AFB. Photo courtesy of NASA.

11 Paraglider drop tests conducted at Edwards AFB. Photo courtesy of NASA.

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Francis Rogallo during his work as NASA scientist at the Langley Research center in Hampton, VA displays a model of his flexible wing. Photo courtesy NASA and Rogallo Foundation..

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dy Jac kson airpark LZ in Park ed hang gliders at the An photo by Marc Poole.

San Bernardino, Californ ia |

Hang Gliding & Paragliding | www.USHPA .aero

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DISPATCH

C A L E N D A R

&

C L A S S I F I E D

NON-SANCTIONED COMPETITION HG PG NOVEMBER 13-16  Oaxaca, Mexico. This is the 8th National Championship in Oaxaca Mexico but also is a Fly-In. Party, cervezas, mescal, and tons of fun. Paragliders and hang gliders. More Information: Salvador Lara +52 1(951)1294116, slarae@ yahoo.com, or WWW.PARAPENTITIS.COM. HG FEBRUARY 2-12  Forbes, Australia. 2010 Forbes Flatlands Hang Gliding Championships. The home of Australia’s flatland hang gliding, and one of the world’s greatest flatland hang gliding locations, invites you to experience the thrill of competitive hang gliding, to enhance your flying skills, and to further enjoy the great camaraderie of hang gliding, at these Championships. Reserve your place by entering online at www.moyes.com.au/Forbes2010.

10,000 dollars worth of cash prizes up for grabs.

FLY-INS HG PG NOVEMBER 13-16  Oaxaca, Mexico. This is the 8th National Championship in Oaxaca Mexico but also is a Fly-In. Party, cervezas, mescal, and tons of fun. Paragliders and hang gliders. More Information: Salvador Lara +52 1(951)1294116, slarae@ yahoo.com, or WWW.PARAPENTITIS.COM.

clinics & tours OCTOBER 29-NOVEMBER 1  Owens Valley, CA.

Fly with a Three Time World Champion! Kari has 28 years of flying experience, let her lead you on your first cross country flight or help guide you to your first 100 miler!!! There are many different flying sites to pick from or just dial into one of the well know local sites…your call. Let Kari organize the perfect flying adventure for you. More Information: Kari Castle 760-920-0748, kari@karicastle.com, or kari@karicastle.com.

NOVEMBER  Latin America. Hanglide and Paraglide tour of Latin America. 21 Countries, 63,000km starting this November. Join the Adventure. Limited space. For more info: www.gohanglide.com, or www.goparaglide.com.

Hang Gliding & Paragliding | www.USHPA .aero

NOVEMBER 6-8  Santa Barbara, California. In-

structor Certification Clinic with Rob Sporrer of Eagle Paragliding. This three-day clinic is open to basic and advanced Paragliding Instructor candidates, and those needing recertification. Visit www.paragliding.com, or call 805-968-0980 for more information.

NOVEMBER 7-14  Oaxaca, Mexico. Fly south this winter, improve your thermal and X-C skills with U.S. foot launch record holder David Prentice. 7 to 14 day tours includes airport pickup/drop off, lodging, transportation, world-class instruction/guiding call David at (505) 720-5436, or email earthcog@ yahoo.com. More info and pictures at www.earthcog.com.

November 10-17 & 17-24  Iquique, the Ataca-

ma Desert, Chile. Instructor Ken Hudonjorgensen, of Salt Lake City, with the help of local guides invite pilots for a tour in Iquique, one of South America’s premiere flying locations. The port town of Iquique in Chilean Atacama desert boasts the most consistent flying conditions in the world with an average of only seven non-flyable days per year. Join us and experience our top-notch logistics, stunning desert flying locations, in-depth local knowledge, and luxury beachfront hotel. Whatever your experience level, you most likely will beat your personal distance or air time record. More Information: Ken Hudonjorgensen (801) 572-3414, twocanfly@gmail.com, or http://www.antofaya.com.

November - APRIL  Valle de Bravo, Mexico. Fly-

NOVEMBER 13-14  Santa Barbara, California.

Tandem Paragliding Clinic with Rob Sporrer of Eagle Paragliding. Classroom and practical training at our world class training hill. Visit www.paragliding. com, or call 805-968-0980 for more information.

NOVEMBER 3-9  Phoenix, Arizona. Come to warm Phoenix for some flights before winter. Parasoft offers P2+ pilots a chance to improve your flying skills in warm thermals. We have hotel, transport and guiding all arranged. See http://www.parasoftparagliding.com/travel/phoenix.php

NOVEMBER 21 - December 7  Chile, Iquique & Antofagasta. Join Luis Rosenkjer and Todd Weigand and fly the never ending thermals of the Atacama Desert overlooking the Pacific Ocean. As Chilean open distance record holders and Iquique Open Champions, Luis and Todd have 13 years of combined guiding experience in Iquique. A variety of trips are available to match your flying level and style. The earlier you register the more you save!

Fly everyday or get money back… don’t believe us?

Check out www.paraglidingtrips.com.

ing every stinkin’ day, week-long packages in and out on Sundays for hang gliding and paragliding.

Upteenth + year we’ve been doing this. More Information: Jeffrey Hunt (512) 467-2529, jeff@flymexico.com, or http://www.flymexico.com.

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NOVEMBER 3-15  Owens Valley, CA. Fly with a Three Time World Champion! Kari has 28 years of flying experience, let her lead you on your first cross country flight or help guide you to your first 100 miler!!! There are many different flying sites to pick from or just dial into one of the well know local sites…your call. Let Kari organize the perfect flying adventure for you. More Information: Kari Castle 760-920-0748, kari@karicastle.com, or kari@ karicastle.com.

DECEMBER 6 - JANUARY 17  Valle de Bravo. Fly south this winter, improve your thermal and X-C skills with U.S. foot launch record holder David Prentice. 7 to 14 day tours includes airport pickup/drop off, lodging, transportation, world-class instruction/guiding call David at (505) 720-5436, or email earthcog@yahoo.com. More info and pictures at www.earthcog.com.

DECEMBER 12-13  Santa Barbara, California.

Thermal and XC Clinic with Rob Sporrer of Eagle Paragliding in Santa Barbara, California. This twoday clinic is open to pilots of all levels. The clinic includes ground school, and ground-to-air radio coaching in our local mountains. Visit www.paragliding.com , or call 805-968-0980 for more information.

DECEMBER 15 - February 28  Manzanillo, Mexi-

co. Mexico Winter Tours start in Manzanillo and surrounding sites. Weekly tour packages for beginner through advanced PG Pilots. Train to become a P2 pilot in sunny Mexico on your vacation with an Advanced USHPA Instructor with 15 years experience with FlyBC Paragliding. More info: www.flybc.org/ tours.html, or call Jim at (604)618-5467, or Jim Reich at (604)618-5467, or flybc@shaw.ca.

JANUARY 2-9, 9-16, 16-23, 23-30  Costa Rica.

Nick Crane and Paracrane will be offering Costa Rica Paragliding Tours this winter and spring 2010.

Fly with toucans and scarlet macaws over the tropical forest. Tours include small groups, reasonable rates, nice accommodations, great flying. USHPA advanced instruction available. Phone (541)8408587. More information at www.paracrane.com or www.costaricaparagliding.com More Information: Nick Crane (541)840-8587 nick@paracrane.com, or www.costaricaparagliding.com.

JANUARY 10-17  Tapalpa, San Marco, and Col-

lima, Mexico. Enjoy a week of P2 flying and coaching in January in Mexico with Parasoft Paragliding.

We started in 1992 in Valle and have improved our trips to world class Tapalpa! Fly into Guadalajara and we will pick you up at the airport and take for six days of thermalling. Your day starts in a private hotel room with breakfast included and continues with transport and coaching at one of three sites within an hour of the hotel. The week is only $1,500. See details at http://www.parasoftparagliding.com/travel/tapalpa%20 _ mexico.php

JANUARY 17-24  Tapalpa, San Marco, and Col-

lima, Mexico. Enjoy a week of P3 flying and coaching in January in Mexico with Parasoft Paragliding.

We started in 1992 in Valle and have improved our trips to world class Tapalpa! Fly into Guadalajara and we will pick you up at the airport and take for 6 days of thermalling. Your day starts in a private hotel room with breakfast included, and continues with transport and coaching at one of three sites within an hour of the hotel. The week is only $1,500. See details at http://www.parasoftparagliding.com/travel/colima.php

FEBRUARY 13-20, 20-27, Feb 27 - March 6  Costa Rica. Nick Crane and Paracrane will be offering Costa Rica Paragliding Tours this winter and spring 2010. Fly with toucans and scarlet macaws over the tropical forest. Tours include small groups, reasonable rates, nice accommodations, great flying. USHPA advanced instruction available. Phone (541)840-8587. More information at www.paracrane.com or www.costaricaparagliding. com More Information: Nick Crane (541)840-8587 nick@paracrane.com, or www.costaricaparagliding.com.

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MARCH 6-13, 12-20, 20-27  Costa Rica. Nick Crane and Paracrane will be offering Costa Rica Paragliding Tours this winter and spring 2010. Fly with toucans and scarlet macaws over the tropical forest. Tours include small groups, reasonable rates, nice accommodations, great flying. USHPA advanced instruction available. Phone (541)8408587. More information at www.paracrane.com or www.costaricaparagliding.com More Information: Nick Crane (541)840-8587 nick@paracrane.com, or www.costaricaparagliding.com.

FLEX WINGS EVEN-UP TRADES - Looking to move up to a dif-

ferent glider, but can’t put up cash? 262-473-8800, www.hanggliding.com

FALCONS, EAGLES, SPECTRUMS, PULSES - Wide

variety of gliders for sale, inspected & test flown.

262-473-8800, www.hanggliding.com

PARACHUTES INSPECTED RESERVE PARACHUTES - For HG or PG $199 & up. Quantums and LARAs from $499.

Some trades accepted. 262-473-8800, www.hanggliding.com

BUSINESS & EMPLOYMENT NORTH WING DESIGN - is accepting applications for metal shop/wing and trike airframe mechanic.

Also accepting applications for sail maker and sewing machine operator. Send App. To: 3904 airport way, E. Wenatchee, Wa. 98802 or Fax 509-8863435 www.northwing.com

HARNESSES HARNESSES - All sizes. Trainers $99 & up. Co-

coons $125 & up. Pods $200 & up. Some trades accepted. 262-473-8800, www.hanggliding.com

SCHOOLS & DEALERS 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.

Hang Gliding & Paragliding | www.USHPA .aero

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ARIZONA FLY HIGH PARAGLIDING.COM - over 10 years of

-------------------------------------------------

+ High Quality + Climate Control

experience, offers P-1 to P-4 certification, tandem flights, towing, new and used equipment, the best weather to fly in USA. 480-266-6969.

CALIFORNIA

+ Variety of Styles / Unique Designs + Prices Starting at $139.95 + Visa / MC Accepted

AIRJUNKIES PARAGLIDING - Year-round excellent instruction, Southern California & Baja. Powered paragliding, clinics, tours, tandem, towing. Ken Baier 760-753-2664, airjunkies.com.

EAGLE PARAGLIDING - SANTA BARBARA offers

+ 24 HR Shipping

the best year round flying in the nation. Award-winning instruction, excellent mountain and ridge sites. www.flysantabarbara.com, 805-968-0980

(on stocked items)

541.702.2111

MPHSPORTS.COM

MADE BY PILOTS FOR PILOTS.

FLY ABOVE ALL - Year-round instruction in beauti-

ful Santa Barbara! USHPA Novice through Advanced certification. Thermaling to competition training.

Visit www.flyaboveall.com 805-965-3733.

FLY AWAY HANG GLIDING - Santa Barbara. Best

hill/equipment, glider shuttles up hill, tandems, sales, service, 20 years experience, Instructor Administrator Tammy Burcar. 805-403-8487, www. flyawayhanggliding.com.

THE HANG GLIDING CENTER - PO Box 151542, San

Diego CA 92175, 619-265-5320.

Mission Soaring Center LLC - Largest hang

1 - 8 0 0 - 6 1 6 - 6 8 8 8 or order online at w w w. U S H PA . a e r o /s t o r e

gliding center in the West! Our deluxe retail shop showcases the latest equipment: Wills Wing, Moyes, AIR, High Energy, Flytec, Aeros, Northwing, Hero wide angle video camera. A.I.R. Atos rigid wingsdemo the VQ-45' span, 85 Lbs! Parts in stock. We stock new and used equipment. Trade-ins welcome.

Complete lesson program. Best training park in the west, located just south of the San Francisco Bay Area. Pitman Hydraulic Winch System for Hang 1s and above. Launch and landing clinics for Hang 3s and Hang 4s. Wills Wing Falcons of all sizes and custom training harnesses. 1116 Wrigley Way, Milpitas, CA 95035. 408-262-1055, Fax 408-2621388, mission@hang-gliding.com, Mission Soaring Center LLC, leading the way since 1973. www. hang-gliding.com

TORREY PINES GLIDERPORT - Come soar in San

Diego over the beautiful Pacific Ocean! This historic site, established in 1928, offers all of the services you need. We provide USHPA certified instruction, advanced training, equipment sales, tandem flight instruction, motorized HG/PG instruction, SIV clinic and cross country clinics. We also have an extensive PG/HG shop offering parachute repacks and full-service repairs. We are importers for Paratech, Ozone, and Independence gliders. We are the primary Ki2Fly dealer, and also carry AustriAlpin, Crispi, Black Hawk Paramotors, and too much more to list! Bring your family for a bite to eat at our Cliffhanger café and stick around for the sunset. Check us out online at: www.flytorrey.com or give us a ring at 858-452-9858.

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Hang Gliding & Paragliding | www.USHPA .aero

WINDSPORTS - Don’t risk bad weather, bad in-

struction or dangerous training hills. 350 flyable days each year. Learn foot-launch flying skills safely and quickly. Train with professional CFI’s at worldfamous Dockweiler Beach training slopes (5 minutes from LA airport.) Fly winter or summer in gentle coastal winds, soft sand and in a thorough program with one of America’s most prestigious schools for over 25 years. 818-367-2430, www.windsports. com.

COLORADO AIRTIME ABOVE HANG GLIDING - Full time les-

sons sales and service Colorado’s most experienced! Offering foot launch, tow and scooter tow instruction. Wills Wing, Moyes, North Wing, AIR, Altair, Aeros, High Energy, Finsterwalder, Flytec, MotoComm, and more sold and serviced. Call for more info 303-674-2451, Evergreen Colorado, airtimehg@aol.com

GUNNISON GLIDERS - Serving the western slope.

Instruction, sales, service, sewing, accessories. Site information, ratings. 1549 County Road 17, Gunnison CO 81230. 970-641-9315, 1-866-238-2305.

CONNECTICUT PLANET PARAGLIDING - New York City area's fin-

est instruction. Come fly with us. Beginner through advanced instruction. Best prices on new gear. Bill 203-881-9419, 203-206-3896, www.planetparaglidingtours.com.

FLORIDA ATLANTA PARAGLIDING - 21 years of experience, top instructors, top pilots, very consistent weather all year around. Your best choice on the east coast. www.atlantaparagliding.com 404-931-3793.

FLORIDA RIDGE AEROTOW PARK - 18265 E State Road 80, Clewiston, Florida 863-805-0440, www. thefloridaridge.com.

GRAYBIRD AIRSPORTS — Paraglider & hang glid-

er towing & training, Dragonfly aerotow training, XC, thermaling, instruction, equipment. Dunnellon Airport 352-245-8263, email fly@graybirdairsports. com, www.graybirdairsports.com.

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

MIAMI HANG GLIDING - For year-round training

fun in the sun. 305-285-8978, 2550 S Bayshore Drive, Coconut Grove, Florida 33133, www.miamihanggliding.com.

PARADISE HANG GLIDING - Learn to Hang Glide in Paradise! Tandem flights, lessons & scooter towing. Florida's ONLY year-round boat-towed Tandem Flight operation over fabulous beaches and abundant marine life. paradisehanggliding@gmail.com 1-888-WINGS-FL www.paradisehanggliding.com

Quest Air - Home to the champions—is dedicated to your success, whether you want to learn to fly, are honing your landing skills or hoping to medal at the next World Championships. (352) 429- 0213, Groveland, FL, questairforce.com.

WALLABY RANCH – The original Aerotow flight park. Best tandem instruction worldwide,7-days a week , 6 tugs, and equipment rental. Call:1-800WALLABY wallaby.com 1805 Deen Still Road, Disney Area FL 33897

GEORGIA ATLANTA PARAGLIDING - 21 years of experience, top instructors, top pilots, very consistent weather all year around. Your best choice on the east coast. www.atlantaparagliding.com 404-931-3793.

LOOKOUT MOUNTAIN FLIGHT PARK - Discover why 5 times as many pilots earn their wings at LMFP. Enjoy our 110 acre mountain resort. www.hanglide. com, 1-877-HANGLIDE, 1-877-426-4543.

HAWAII FLY HAWAII - Hawaii’s paragliding school. Mau-

TRAVERSE CITY HANG GLIDERS/PARAGLIDERS

Put your knees in our breeze and soar our 450’ sand dunes. Full-time shop. Certified instruction, beginner to advanced. Sales, service, accessories for ALL major brands. Visa/MasterCard. 1509 E 8th, Traverse City MI 49684. Offering powered paragliding. Call Bill at 231-922-2844, tchangglider@chartermi.net. Your USA & Canada Mosquito distributor. www.mosquitoamerica.com.

NEW YORK AAA MOUNTAIN WINGS INC. - New location at 77

Hang Glider Road in Ellenville next to the LZ. We service all brands featuring AEROS and North Wing.

Contact 845-647-3377, mtnwings@verizon.net, www.mtnwings.com,

FLY HIGH, INC. - Serving New York, Jersey, and

Connecticut areas. Area’s exclusive Wills Wing dealer. Also all other brands, accessories. Area’s most INEXPENSIVE prices! Certified instruction/ service since 1979. Excellent secondary instruction! Taken some lessons? Advance to mountain flying! www.flyhighhg.com, 845-744-3317.

na Kea guide service. Most experience, best safety record. Big Island of Hawaii, Achim Hagemann (808) 895-9772 Natural beauty, wilderness, wild life, paragliding or hang gliding, and free camping.

More information: http://flyhawaii.blogspot.com, flyaglider@yahoo.com.

LET'S GO PARAGLIDING LLC - Paragliding flight

PROFLYGHT PARAGLIDING - Call Dexter for

est instruction. Come fly with us. Beginner through advanced instruction. Best prices on new gear. Bill 203-881-9419, 203-206-3896, www.planetparaglidingtours.com.

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

INDIANA CLOUD 9 SPORT AVIATION - See Cloud 9 in Mich-

igan

school offering USHPA-certified instruction for all levels, tandem flights, tours, and equipment sales.

More information: www.letsgoparagliding.com, 917-359-6449.

PLANET PARAGLIDING - New York City area's fin-

SUSQUEHANNA FLIGHT PARK COOPERSTOWN NY - 40 acre flight park. 160’ training hill with rides

up. 600’ ridge-large LZ. Specializing in first mountain flights.Dan Guido mailing address 293 Shoemaker Rd Mohawk Ny 13407 Home 315-866-6153 cell 315-867-8011 dguido@dfamilk.com

MARYLAND HIGHLAND AEROSPORTS - Baltimore and DC’s

full-time flight park: tandem instruction, solo aerotows and equipment sales and service. We carry Aeros, Airwave, Flight Design, Moyes, Wills Wing, High Energy Sports, Flytec and more. Two 115-HP Dragonfly tugs. Open fields as far as you can see.

Only 1 to 1.5 hours from Rehoboth Beach, Baltimore, Washington DC, Philadelphia. Come Fly with US! 410-634-2700, Fax 410-634-2775, 24038 Race Track Rd, Ridgely, MD 21660, www.aerosports.net, hangglide@aerosports.net.

MICHIGAN

NORTH CAROLINA ATLANTA PARAGLIDING - 21 years of experience, top instructors, top pilots, very consistent weather all year around. Your best choice on the east coast. www.atlantaparagliding.com 404-931-3793.

KITTY HAWK KITES - FREE Hang 1 training with purchase of equipment! The largest hang gliding school in the world. Teaching since 1974. Learn to fly over the East coast’s largest sand dune. Year round instruction, foot launch and tandem aerotow. Dealer for all major manufacturers. Ultralight instruction and tours. 252-441-2426, 1-877-FLYTHIS, www.kittyhawk.com

CLOUD 9 SPORT AVIATION - Aerotow special-

ists. We carry all major brand hang gliders and accessories. Cloud 9 Field, 11088 Coon Lake Road West, Webberville MI 48892. cloud9sa@aol.com, http://members.aol.com/cloud9sa. Call for summer tandem lessons and flying appointments with the DraachenFliegen Soaring Club at Cloud 9 Field.

517-223-8683, dfscinc@aol.com, http://members. aol.com/dfscinc.

OHIO CLOUD 9 SPORT AVIATION - See Cloud 9 in Mich-

igan

Hang Gliding & Paragliding | www.USHPA .aero

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PUERTO RICO FLY PUERTO RICO WITH TEAM SPIRIT HG! - Fly-

ing tours, rentals, tandems, HG and PG classes, H-2 and P-2 intensive Novice courses, full sales. 787850-0508, tshg@coqui.net.

TENNESSEE ATLANTA PARAGLIDING - 21 years of experience, top instructors, top pilots, very consistent weather all year around. Your best choice on the east coast. www.atlantaparagliding.com 404-931-3793.

LOOKOUT MOUNTAIN FLIGHT PARK - Just outside Chattanooga. Become a complete pilot -foot launch, aerotow, mountain launch, ridge soar, thermal soar. hanglide.com, 1-877-HANGLIDE, 877-426-4543.

TEXAS AUSTIN AIR SPORTS - Hang gliding and ultralight

sales, service and instruction. Steve Burns 512736-2052 sburns@austinairsports.com. www.austinairsports.com.

FlyTexas - Hang gliding, paragliding, trikes. Yep,

we do a lot. Based in Austin, Texas - hangar facilities near Packsaddle Mtn. and Lake LBJ. More information: www.flytexas.com, 512-467-2529.

UTAH CLOUD 9 PARAGLIDING - Come visit us and check out our huge selection of paragliding gear, traction kites, extreme toys, and any other fun things you can think of. If you aren’t near the Point of the Mountain, then head to http://www.paragliders.com for a full list of products and services. We are Utah’s only full time shop and repair facility, Give us a ring at 801576-6460 if you have any questions.

Super Fly Paragliding – Come to world fa-

mous Point of the Mountain and learn to fly from one of our distinguished instructors. We teach year round and offer some of the best paragliding equipment available. Get your P2 certification, advanced ratings or tandem ratings here. We have a full shop to assist you with any of your free flight needs. 801255-9595, info@superflyinc.com , www.superflyinc.com.

VIRGINIA BLUE SKY - Full-time instruction at Blue Sky Flight

Park near Richmond. Scooter, platform and aerotowing available. All major brands of equipment, with Mosquitos and Doodlebugs in stock. Steve Wendt, 804-241-4324, www.blueskyhg.com.

WASHINGTON AERIAL PARAGLIDING SCHOOL AND FLIGHT PARK - Award winning instructors at a world class

training facility. Contact Doug Stroop at 509-7825543 or visit www.paragliding.us

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Hang Gliding & Paragliding | www.USHPA .aero

INTERNATIONAL AUSTRALIA - Fully guided XC Paragliding Tour.

Full transport, retrieve and XC skills development.

Sydney, Manilla, Bright, Corryong, Canberra. February - Tour Guide Brian Webb. More information: www.2tofly.com.

BAJA MEXICO - La Salina: PG, HG, PPG www.FLY-

LASALINA.com. by www.BAJABRENT.com, He’ll hook you up! site intros, tours, & rooms bajabrent@ bajabrent.com, 760-203-2658

COSTA RICA - Grampa Ninja's paragliders' B&B. Rooms and/or guide service and transportation.

Lessons available from USHPA certified instructors. Open January thru April. Rooms available all year. USA: 908-454-3242. Costa Rica: 506-26646833. Costa Rica cell: 8950-8676. www.paraglidecostarica.com ECUADOR - Hang glide and Paraglide safaries with Cert Hanglider tandem instructor.(hpac) Fly the northern and southern hemisphere on one flight. Fly the mountains around Quito and Ibarra. Foot launch or tow (payout) on the beaches of Canoa and Cruzita. Year round availability. Contact David www.iflytandems@hotmail.com or 011 593 226 4458 Han glide and Paraglide tour of Latin Ameri-

ca. 21 Countries, 63000km starting this November.

Join the Adventure. Limited space. For more info: www.gohanglide.com, or www.goparaglide.com.

MEXICO - VALLE DE BRAVO and beyond for hang gliding and paragliding. Year round availability and special tours. Gear, guiding, instruction, transportation, lodging - all varieties for your needs. www. flymexico.com 1-800-861-7198 USA

GLIDERBAGS - XC $75! Heavy waterproof $125.

Accessories, low prices, fast delivery! Gunnison Gliders, 1549 County Road 17, Gunnison CO 81230.

970-641-9315, orders 1-866-238-2305.

ADVERTISERS

HALL WIND METER – Simple. Reliable. Accurate.

Mounting brackets, control-bar wheels. Hall Brothers, PO Box 1010, Morgan, Utah 84050. (801) 8293232, www.hallwindmeter.com.

OXYGEN SYSTEMS – MH-XCR-180 operates to 18,000 ft., weighs only 4 lbs. System includes cylinder, harness, regulator, cannula, and remote on/ off flowmeter. $450.00. 1-800-468-8185 RISING AIR GLIDER REPAIR SERVICES – A fullservice shop, specializing in all types of paragliding repairs, annual inspections, reserve repacks, harness repairs. Hang gliding reserve repacks and repair. For information or repair estimate, call 208554-2243, pricing and service request form available at www.risingair.biz, billa@atcnet.net.

TANDEM LANDING GEAR - Rascal™ brand by Ra-

ven. Simply the best. New & used. 262-473-8800, www.hanggliding.com

WHEELS FOR AIRFOIL BASETUBES - Moyes/Air-

borne and Wills Wing compatible. 262-473-8800, www.hanggliding.com

WINDSOKS FROM HAWK AIRSPORTS INC - 1673 Corbin Lake Rd, Rutledge, TN 37861, 1-800-8262719. World-famous Windsoks, as seen at the Oshkosh & Sun-N-Fun EAA Fly-Ins. hawk@windsok. com, www.windsok.com.

PUBLICATIONS & ORGANIZATIONS SOARING - Monthly magazine of The Soaring So-

PARTS & ACCESSORIES ALL HG GLIDERBAGS, harness packs, harness zip-

pers and zipper stocks. Instrument mounts and replacement bands. Mitts, straps, fabric parts, windsocks, radios. Gunnison Gliders. 1-866-238-2305

CRITTERMOUNTAINWEAR.COM - is your one stop

website for all your flying equipment and accessories. Gear from Critter, Nervures, SOL, Sup'air, Digifly, Brauniger and more. Specializing in vol bivy, sky camping and hike & fly adventures. 1-800-6869327 critter@crestedbutte.net FLIGHT SUITS, FLIGHT SUITS, FLIGHT SUITS, Warm Flight suits, Efficient Flight suits, Light weight Flight suits, Flight suits in twelve sizes. Stylish Flight suits www.mphsports.com 541-702-2111 FOR ALL YOUR FLYING NEEDS - Check out the Avi-

ation Depot at www.mojosgear.com featuring over 1000 items for foot-launched and powered paragliding, hang gliding, stunt and power kiting, and powered parachutes. 24/7 secure online shopping.

Books, videos, KITES, gifts, engine parts, harness accessories, electronics, clothing, safety equipment, complete powered paragliding units with training from Hill Country Paragliding Inc. www. hillcountryparagliding.com 1-800-664-1160 for orders only. Office 325-379-1567.

ciety of America Inc. Covers all aspects of soaring flight. Full membership $64. SSA, PO Box 2100, Hobbs NM 88241. 505-392-1177, ssa.org.

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H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-1 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-2 H-3 H-3 H-3 H-3 H-3 H-3

Seattle Snohomish Bellingham Fremont Mountain View Mountain View Mountain View Pine Valley Hermosa Beach Breckenridge Durango Wisconsin Dells Council Bluffs Madison Concord New Boston Lexington Lorton Lucedale Winter Haven High Point Hixson Soddy Daisy Milton Newport Signal Mtn Canton Douglasville Yulee Mocksville Atlanta Newnan Pittsford Carp, Ont Dun Laoghaire Snohomish Bellingham Mountain View Norwalk Pine Valley Durango Wisconsin Dells Madison Woodbine Lexington Nags Head Lucedale Winter Haven Hixson Soddy Daisy Milton Newport Signal Mtn Canton Douglasville Yulee Mocksville Atlanta Newnan Rochester Carp, Ont Dun Laoghaire Sunnyvale Berkeley Albuquerque Golden Naperville Woodbine

WA WA WA CA CA CA CA CA CA CO CO WI IA WI NH NH KY VA MS FL NC TN TN FL TN TN GA GA FL NC GA GA NY

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Eagle River Anchorage Tacoma Yelm Beaverton Anacortes Winthrop Trail Olympia Vancouver Medford Berkeley Daly City San Francisco Fpo Aptos Loma Linda Del Mar San Diego Marina Del Rey Santa Barbara Vista San Diego Santa Barbara San Diego Los Angeles Boulder Lakewood Salt Lake City Telluride Ft Collins Salt Lake City Salt Lake City Ulm Ulm Jackson Hermann Overland Park Woodridge Everett Everett Everett Conshohocken Hyattsville Amherst Chevy Chase Arlington Raleigh Hope Mills Charlotte Hendersonville Newport Niceville Baton Rouge Arlington Boouton

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Karen Wallman Rob Nichols Andrew Morehouse Nitin Mangi Jonathan Crawford H Paul Hammann Paul Jefferson Chuck Palmore Nicholas Villarreal Styles Stefan Seeling Sed Keller Jeremy Armstrong Michelle Pierce Scott Newcomer D Patrick Mcguinness Sara Richard Thomas Friedrich Alexander Schmidt Ricky Furby Barbara Muren Douglas Frank D Keith Smithson Keith Skiles George Pichel Matthew Owenby Mike Mackinnon James Dehart Jr Johnny Darrell Chapman Paul Booke Kurt Bivins Michael Alatalo Cindy Moore Craig Durie Tom Morrison Shaun Percival Rob Nichols Andrew Morehouse Paul Jefferson Danny Bickel Chuck Palmore Sed Keller Jeremy Armstrong Scott Newcomer Christopher Lewis Thomas Friedrich Trebor Clavette Ricky Furby Barbara Muren D Keith Smithson Keith Skiles George Pichel Matthew Owenby Mike Mackinnon James Dehart Jr Johnny Darrell Chapman Paul Booke Kurt Bivins Michael Alatalo Cindy Moore Matthew Corrigan Tom Morrison Shaun Percival Aaron Schneider Johanna Loenngren Richard Alcantar Timm Rubel Kyle Oslos Christopher Lewis

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9 10 10 10 1 6 10

Bob Filipchuk Trebor Clavette James Dean Kurt Bivins Mike Bomstad Kent Harman Alfredo Suarez

Paul Venesky Jon Thompson Gordon Cayce Erik Graper Jeff Beck Erik Graper James Tindle

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

Sean Mitchell Edward Phay Cleo Peterson Christopher Whitmus Doug Peck Paul Barron Simon Friedman Scott Farnsworth Katie Goeres Mark Rosenfield Michael Jahn David Sherfesee George Herzog Aza Raskin Jeffry Seals Barry Green Jeffrey Boehler Jonathon Stewart Sergei Gridnev Miroslav Nikolich Carl-einar Thorner Brett Marshall Christopher Sedmak Jason Middleton Kevin Zick Oleg Andreyev Mary Hull Don Hillmuth Jochen Rink Zachary Gerdts Casey Miller Mark Rich Bo Neely Rich Thomas Sollid Tim Sollid Christopher Drews Matt Nagel Mark Green Daniel Osmon Jr Roberto Cardoso Reginaldo Silva Wanderson Lopes Judy Mccarty Sallie Mcelrath Dan Decarlo Warren Kretzschmar Jeremy Graczyk Gene Hunter Kevin Stein Josh Alger Jeremiah Kavanaugh Tom Messer Ryan Kay Evan Villarrubia Ed Agura Adam Gong

Phil Smith Phil Smith Robert Rinker Jr Lan Chirico Kelly Kellar Douglas Stroop Peter Hammett Nick Crane Denise Reed Kelly Kellar Nick Crane Jeffrey Greenbaum Jeffrey Greenbaum Jeffrey Greenbaum Stephen Mayer Jeffrey Greenbaum Rob Mckenzie Bradley Geary Bradley Geary Bruce Kirk Tyler Sporrer Bob Hammond Jr Bradley Geary Kevin Mcginley Bradley Geary Bruce Kirk Granger Banks Granger Banks Ken Hudonjorgensen Kevin Hintze Granger Banks Christopher Grantham Christopher Grantham Josh Riggs Josh Riggs Scott Harris Ron Kohn Darius Lukosevicius Stephen Mayer Luiz Fernando Costa Luiz Fernando Costa Luiz Fernando Costa Dwayne Mccourt Dwayne Mccourt William Fifer Luiz Fernando Costa Kevin Hintze Luis Rosenkjer Kevin Hintze Kevin Mcginley Christopher Grantham Brad Gunnuscio Kevin Hintze Tyler Sporrer Max Marien Bill Lockwood

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New York Mcbride, Bc Singapore Queretaro, Qro Amsterdam Eagle River Redmond Anchorage Camas Tacoma Prosser Yelm Anacortes Winthrop Trail Olympia Medford Santa Cruz Fairfax Fpo Loma Linda Waipahu Del Mar Santa Barbara Marina Del Rey Santa Barbara Vista San Diego Santa Barbara Los Angeles Westminster Las Cruces Lakewood Salt Lake City Telluride Salt Lake City Salt Lake City Jackson Ulm Ulm Jackson Hermann Overland Park Belleville River Grove Woodridge Killingworth Everett Everett Everett Bath Amherst Arlington Raleigh Hope Mills Charlotte Hendersonville Newport Niceville Dallas Baton Rouge Hopewell Jct Boouton Mcbride, Bc Singapore Queretaro, Qro Winthrop Redmond

NY

P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-4 P-4 P-4 P-4 P-4 P-4 P-4

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Michael Kovalenko Mateo Antonelli Jim Russell Alejandro Ezquerro Anton Kovalen Sean Mitchell Michael Larosa Edward Phay Jase Stefanski Cleo Peterson Bill Nelson Christopher Whitmus Paul Barron Simon Friedman Scott Farnsworth Katie Goeres Michael Jahn John Peterson Aaron Davis Jeffry Seals Jeffrey Boehler Thomas Peterman Jonathon Stewart Trevor Halperin Miroslav Nikolich Carl-einar Thorner Brett Marshall Christopher Sedmak Jason Middleton Oleg Andreyev Johann Ortner Grady Viramontes Don Hillmuth Jochen Rink Zachary Gerdts Mark Rich Bo Neely Rich Chris Brady Thomas Sollid Tim Sollid Christopher Drews Matt Nagel Mark Green Stan Dickerson Krzysztof Topczewski Daniel Osmon Jr Andrey Kuznetsov Roberto Cardoso Reginaldo Silva Wanderson Lopes Julia Lukas Dan Decarlo Jeremy Graczyk Gene Hunter Kevin Stein Josh Alger Jeremiah Kavanaugh Tom Messer Ryan Kay Michael Hank Nicolais Evan Villarrubia Anthony Bond Adam Gong Mateo Antonelli Jim Russell Alejandro Ezquerro Timothy Lum Andrey Mikhay

AK WA AK WA WA WA WA WA WA OR WA OR CA CA AP CA HI CA CA CA CA CA CA CA CA CO NM CO UT CO UT UT WY MT MT WY MO KS IL IL IL CT MA MA MA PA OH VA NC NC NC NC TN FL TX LA NY NJ

WA WA

David Binder Mike Steen Kevin Hintze Miguel Gutierrez Murat Tuzer Phil Smith Steven Wilson Phil Smith Brad Hill Robert Rinker Jr Denise Reed Lan Chirico Douglas Stroop Peter Hammett Nick Crane Denise Reed Nick Crane Wallace Anderson Jeffrey Greenbaum Stephen Mayer Rob Mckenzie Robert Edwards Bradley Geary Tyler Sporrer Bruce Kirk Tyler Sporrer Bob Hammond Jr Bradley Geary Kevin Mcginley Bruce Kirk Granger Banks Hadley Robinson Granger Banks Ken Hudonjorgensen Kevin Hintze Christopher Grantham Christopher Grantham Josh Riggs Josh Riggs Josh Riggs Scott Harris Ron Kohn Darius Lukosevicius Gregory Kelley William Fifer Stephen Mayer Luiz Fernando Costa Luiz Fernando Costa Luiz Fernando Costa Luiz Fernando Costa Benoit Bruneau William Fifer Kevin Hintze Luis Rosenkjer Kevin Hintze Kevin Mcginley Christopher Grantham Brad Gunnuscio Kevin Hintze Charles Smith Tyler Sporrer Benoit Bruneau Bill Lockwood Mike Steen Kevin Hintze Miguel Gutierrez Peter Hammett Robert Rinker Jr

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J Carson Stitt Joshua Sexton Greg Hooper Fred Bayon Gabriel Schofield Burket Kniveton Jr Robert Wilkinson Jean-marin Barbara Kevin Williams Tim Barker Brian Merrill Corey Caffrey Jason Middleton Mark Denzel Dennis Mcdonald Matt Wimmer Rachel Griffiths Erik Mortenson Jochen Rink Annelisa Ochoa Pavel Shevchenko Mantas Makaras Juan Sullivan Gleidson Gato Darcy Lima Les Bauman Troy Lawson Darwin Gattini William Deley Paul Webber Min-ho Yoon Dennis Mcdonald Jochen Rink Rolan Yang Shangharsa Bista

Scott Harris Kelly Kellar Kelly Kellar Wallace Anderson Mike Steen Scott Harris Bob Hammond Jr Bob Hammond Jr Rob Mckenzie Kevin Mcginley Bob Hammond Jr Bruce Kirk Kevin Mcginley Michael Smith Ken Hudonjorgensen Randy Liggett Ken Hudonjorgensen Randy Liggett Ken Hudonjorgensen Kevin Hintze Marcello De Barros Marcello De Barros Etienne Pienaar Jeffrey Nicolay Jeffrey Nicolay Kevin Hintze Kevin Hintze Chris Santacroce Wallace Anderson Gabriel Jebb Jonathan Jefferies Ken Hudonjorgensen Ken Hudonjorgensen Bill Lockwood Charles Kirsten

Photo by Marc Poole

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75

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F I L M S

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2010 HG & PG CALENDARS | $15.00

UNITED STATES HANG GLIDING & PARAGLIDING ASSOCIATION

And here they are–the 2010 Hang Gliding and Paragliding calendars. Available right now.

Light the candles and move that bust of Elvis to the basement because there's a new king of your living room shrine. OK, it's functional and all that. Whatever.

You might want a second one for your office. But it's the one hanging in your shrine, next to the autographed Mariah Carey CD cover, that will give you goosebumps every time.

2010

UNITED STATES HANG GLIDING & PARAGLIDING ASSOCIATION

2010

A P P A R E L

BIG BLUE SKY DVD | $29.95 FOR SALE IN THE US ONLY.

Big Blue Sky is a feature length documentary about hang gliding, the first extreme sport, and how it started. Big Blue Sky is the story of the Lost Frontier of flight, tracing the origins of hang gliding from the 1880s thru today, focusing on the golden years of this exciting sport, the 1970s. The story is told by the pioneers of the sport, and their stories are illustrated by exciting neverbefore-seen vintage movie clips and still images. They describe their part in history, and the profound effect hang gliding had on their lives. Big Blue Sky is written, directed, produced and edited by Bill Liscomb, a pioneer in the sport of hang gliding. Through his experiences and personal friendships with the pioneers of hang gliding, Big Blue Sky tells an engaging story in a way that no one else can…..

HG & PG MAGAZINE ARCHIVES ON DVD | $30.00 Tof bamboo and plastic to the present. Within these

his is the history of our sport, from the earliest days

36 great years of free flight fun pages you’ll find the evolution of foot-launched flight from the first days of bamboo duneskimmers to the modern variety of hang gliders, paragliders and rigid wings. Each PDF file is one complete magazine, just as originally published.

Pages with color have produced as color scans, the rest scanned as black and white images. Blemishes or imperfections are present in the original source magazines, some of which were the only known copies remaining.

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Future issues will be available on an update disk. Compilation copyright. 19742007, US Hang Gliding & Paragliding Association. All rights reserved. Other material republished by permission of copyright holders. Please don’t duplicate or reproduce this work without permission. For limited reprint permission (club newsletters, etc.) contact the USHPA office at 1-800-616-6888 or E-mail: info@ushpa.aero Pages scanned and indexed by Scandoc, Inc. of Aracata, CA. www.scandoc.com. Cover design by Gregory Gillam, greg@redsands.com.

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Excellent illustrations and a

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Thermal Flying is a compre-

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fun and sample French wingovers. "Light in zee seat, heavy in zee brake..."

78 |

Secret Meanings

by Steve Messman

I

t becomes perfectly clear the second we step onto any of our flying sites.

At our more remote sites, we step out of the car and begin to pick up ammunition brass or stack beer and soda cans in a far corner that is out of our way.

Often we go to the trouble of throwing that junk into our vehicles to haul to the nearest trash container. But the truth of the matter is that those who dropped their trash love that site as much as we do, though probably for very different reasons. Clearly too, we could get into quite a discussion about the difference between love of the land and respect for the land, but I won’t.

We feel it at a visceral level as soon as we try to open up a new flying site or expand the use of one that we have been using for years. Members of the Audubon Society immediately put out their call to protect that site from us, to keep it free and habitable for the birds. Frequently, other hiking, biking, or skiing clubs get into that act as well. Clearly, those people love that site as much as we do, although for different reasons.

One of my favorite flying sites has a bench on it. That bench is made of the limbs of trees, and is held together by nothing more than the physics of X’s and rope. That primitive excuse for a bench overlooks the edge of the Olympic Mountains to the west, the Dosewallups River directly below, and Hood Canal to the east. I often sit on that bench and have, every time, become totally enamored by those magnificent views. Whoever constructed that bench clearly loved that site, very possibly for reasons quite different than mine.

I remember one day about two years

78

Hang Gliding & Paragliding | www.USHPA .aero

ago when I was making a short hike to a big site. Just on the edge of launch was a small girl of about ten who was accompanied by a woman, apparently her mother.

The two sat in total silence while they stared directly toward some point that seemed to float in the center of the valley.

They sat for long minutes in that position until the child looked at the woman I supposed to be her mother, and she smiled. Through the smile, I could see the child’s tears. She opened the Ziploc baggie that had this entire time been in her lap, and she let those ashes fly into the next thermal cycle that came up the slope. In my heart, and for a reason I will never know, I will always believe that the person whose ashes are now a permanent part of that landscape, whose chemicals are affixed into the trees, held that site in special esteem.

Two weeks ago I drove to the top of a site very close to my home. It is very small, but very beautiful, and overlooks farms and homes settled in the Satsop River valley. Frequently I count the elk grazing in a farmer’s fields, or I watch eagles soar the tree line along the river.

This day, I came upon another young girl of probably fifteen or so. She was alone, and she sat cross legged with a bouquet of wild poppies in her lap. She also sat in perfect silence. I saw no tears. I saw only young, delicate fingers outline the edges of poppy flowers; one petal at a time, every flower. When she had completed that act of deep contemplation, the young lady looked up at me. I saw the corners of her mouth turn upward, and she got on her bike and coasted downhill. I did not fly that day. Instead, after an hour or so of waiting, I drove down, and when I arrived at approximately the halfway point, I read the foot-high letters scratched into

the sand embankment along the roadside.

That inscription read, “I loved you Terry.”

At the base of the cliff I saw a bouquet of wild poppies. That place, which I love because of its simple beauty, held yet another special meaning for that young woman, and probably for Terry.

And so it goes for our flying sites. They are not ours, alone. That is the only thing we need to remember.

EDITORIAL CALENDAR 09DECEMBER

10JANUARY

10FEBRUARY

pilot: Axel Gudelius spot: Dolomites, Italy wing: Montana 24/ LTF 1-2/ EN B photography: Felix Wรถlk

Direct wing reaction is vital for safety when there is no room for error.

Gradient paragliders lead the industry for this reason. explore the invisible Worldwide: www.gradient.cx US: www.atlantaparagliding.com