Hang Gliding & Paragliding Vol40/Iss11 Nov 2010

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NOVEMBER 2010 Volume 40 Issue 11 $6.95 Hang Gliding & Paragliding | www.USHPA .aero

HANG GLIDING & PARAGLIDING MAGAZINE

On the cover, Dave Gibson over Randolph, Utah | photo by Ryan Voight. This page, photo by Oliver Guernay, www.flyozone.com.

MAGAZINE STAFF USHPA, Publisher: business@ushpa.aero Nick Greece, Editor: editor@ushpa.aero Greg Gillam, Art Director: art.director@ushpa.aero Martin Palmaz, Advertising: business@ushpa.aero Staff writers: Alex Colby, Chris Galli, Steve Messman, Dennis Pagen, Christina Ammon, Mark “Forger” Stucky, Ryan Voight, Tom Webster Staff artist: Jim Tibbs Staff photographers: John Heiney, Jeff O'Brien, Jeff Shapiro

OFFICE STAFF Martin Palmaz, Director of Business Operations : business@ushpa.aero Robin Jones, Information Services Manager : tech@ushpa.aero Beth Hollendorfer, Membeship Services Coordinator: membership@ushpa.aero Terry Rank, Office Coordinator : office@ushpa.aero

USHPA OFFICERS & EXECUTIVE COMMITTEE Lisa Tate, President: lisa@lisatateglass.com Mark Gaskill, Vice President: airutah@hotmail.com Rich Hass, Secretary: richhass@comcast.net Mark Forbes, Treasurer: mark@mgforbes.com REGION 1: Rich Hass, Mark Forbes. REGION 2: Dave Wills, Urs Kellenberger, Bill Cuddy. REGION 3: Bill Helliwell, Rob Sporrer, Brad Hall. REGION 4: Mark Gaskill, Ken Grubbs. REGION 5: Lisa Tate. REGION 6: David Glover. REGION 7: Tracy Tillman. REGION 8: Jeff Nicolay. REGION 9: Felipe Amunategui, Hugh McElrath. REGION 10: Bruce Weaver, Steve Kroop, Matt Taber. REGION 11: David Glover. REGION 12: Paul Voight. REGION 13: Tracy Tillman. DIRECTORS AT LARGE: Dave Broyles, Leo Bynum, Riss Estes, Mike Haley, Dennis Pagen. EX-OFFICIO DIRECTOR: Art Greenfield (NAA).

SUBMISSIONS HANG GLIDING & PARAGLIDING magazine welcomes editorial submissions from our members and readers. All submissions of articles, artwork, photographs and or ideas for articles, artwork and photographs are made pursuant to and are subject to the USHPA Contributor's Agreement, a copy of which can be obtained from the USHPA by emailing the editor at editor@ushpa.aero or online at www.ushpa.aero. HANG GLIDING & PARAGLIDING magazine reserves the right to edit all contributions. We are always looking for well written articles and quality artwork. Feature stories generally run anywhere from 1500 to 3000 words. News releases are welcomed, but please do not send brochures, dealer newsletters or other extremely lengthy items. Please edit news releases with our readership in mind, and keep them reasonably short without excessive sales hype.

Calendar of events items may be sent via email to editor@ushpa.aero, as may letters to the editor. Please be concise and try to address a single topic in your letter. Your contributions are greatly appreciated. If you have an idea for an article you may discuss your topic with the editor either by email or telephone. Contact: Editor, Hang Gliding & Paragliding magazine, editor@ ushpa.aero, (516) 816-1333.

ADVERTISING ALL ADVERTISING AND ADVERTISING INQUIRIES MUST BE SENT TO USHPA HEADQUARTERS IN COLORADO SPRINGS. All advertising is subject to the USHPA Advertising Policy a copy of which may be obtained from the USHPA by emailing the Publisher at publisher@ushpa.aero.

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.

The United States Hang Gliding and Paragliding Association Inc. (USHPA) is an air sports organization affiliated with the National Aeronautic Association (NAA), which is the official representative of the Fédération Aeronautique Internationale (FAI), of the world governing body for sport aviation. The NAA, which represents the United States at FAI meetings, has delegated to the HANG GLIDING & PARAGLIDING (ISSN 1543-5989) (USPS 17970) is published USHPA supervision of FAI-related hang gliding and paragliding activities such monthly by the United States Hang Gliding and Paragliding Association, Inc., as record attempts and competition sanctions.

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 HANG GLIDING & PARAGLIDING magazine is published for foot-launched air- mailing offices. sports enthusiasts to create further interest in the sports of hang gliding and paragliding and to provide an educational forum to advance hang gliding POSTMASTER Send change of address to: Hang Gliding & Paragliding and paragliding methods and safety. 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

DISCLAIMER The publication of any submissions, articles or advertising in HANG GLIDING & PARAGLIDING magazine does not constitute an endorsement of the authors, advertisers, products, services, apparatus, processes, theories, ideologies, opinions, advice and/or recommendations presented, nor does it constitute an endorsement of the authors or companies involved. The statements of fact and opinions as well as any product claims in the submissions, articles, advertisments, artwork and photographs appearing in HANG GLIDING & PARAGLIDING magazine are those of their respective authors, contributors and advertisers and not of the USHPA. The USHPA makes no representation, express or implied, including the warranties of merchantability and fitness for a particular purpose, nor assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, advice, opinion, recommendation, apparatus, product, product claims or process disclosed, in such submissions, articles, advertising, artwork or photographs. All individuals relying upon any materials published herein do so at their own risk. The USHPA is not responsible for any claims made in any submission, article, or advertisement. Advertisers may not, without USHPA's prior written consent, incorporate in subsequent advertising that a product or service has been advertised in a USHPA publication.

COPYRIGHT Copyright (c) 2010 United States Hang Gliding And Paragliding Association, Inc., All Rights Reserved; no part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise without prior written permission of the United States Hang Gliding And Paragliding Association, Inc.

The United States Hang Gliding and Paragliding Association, a division of the National Aeronautic Association, is a representative of the Fédération Aeronautique Internationale in the United States.

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

2010NOVEMBER EDITOR

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PILOT BRIEFINGS

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AIRMAIL

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ASSOCIATION

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SAFETY

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CENTERFOLD

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Maximizing your flying performance

TANGENT

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Do it. Maximize it.

DISPATCH

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RATINGS

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USHPA STORE

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PILOT PROJECTS The Biotruck Expedition

by Christina Ammon. . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

by Patrick McGuiness . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

THE RAT RACE The paragliding version of the TTT Challenge

by C.J. Sturtevant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

BIG SPRING HANG GLIDING NATIONALS 2010 A report from the race

by Ricker Goldsborough. . . . . . . . . . . . . . . . . . . . . . . . . . 42

WHALEBACK Flying northern California's volcano country

by Don Fitch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

Self launching hang gliding technique How to do it safely

by Dennis Pagen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53

Turning my world upside down Ryan Voight sees a new perspective

by Ryan Voight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56

Hurricane, UTAH In the corner of the state, big air lies in wait.

by Tom Webster. . . . . . . . . . . . . . . . . 24

GALLERY

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Photo by Caroline Hoffman

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he November issue begins with Chris Ammon’s column—Pilot Projects. She catches up with an industrious adventurer who’s traveling in his Bio-Truck to educate locals about the possibilities of green travel, while en-route to world-wide launches.

Up next, Patrick McGuiness is back to discuss how to maximize flying performance by training one’s mind. This piece will be especially helpful for all the participants of the two competitive events covered this month—the 2010 Rat Race and the Big Springs Nationals. Ricker Goldsborough and CJ Sturtevant go behind the scenes to report on these US competitions.

If competitions aren’t your thing, the magazine features two in-depth site reviews of classic sites which have been flown for decades, even though they have seen fewer visitors in recent years. Hurricane, Utah, and Whaleback, California, welcome both hang gliders and paragliders, and I can tell you from first-hand experience that they deserve their place in free-flight history.

The legendary Mr. Pagen chimes in on how to safely self-launch a hang glider while on the opposite side of the learning continuum, and Ryan Voight pontificates on making peace with going upside down.

This issue is full of variety and, hopefully, has many items that will pique your interest!

The 2011 Editorial Calendar has been completed. The coming year promises great issues with a variety of angles. We are still looking for a theme for one issue this year and would like to take this opportunity to reach out to the membership for ideas. USHPA’s magazine upcoming topics: February April May June August October December

Winter Flying/ Speed Flying Cross-Country Flying: What you need to know Bi-Wingual Issue Ridge Soaring Dreams Association: This is Flying. This is Freedom.

Events Issue: From the US and around the world Calendar Winners

If you have an idea that you think should be included, please email me at editor@ushpa.aero.

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New | Improved | Buzzworthy

PilotBRIEFINGS

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 INNOVATION HARNESS Independence announces the Innovation. Their new harness is packed with technical innovations. They have used their new foam protector that is supported by air. They have combined the lightness and the small packing size of an airbag protector, and the constant and immediate protection of a conventional foam protector.

By using this material mix they claim to have reached a very low weight of only 3,5kg (in size M). The Innovation was created for comfort, and offers great feedback from the glider to the pilot.

For more information contact: www.independence-world.com, or www. flytorrey.com.

 APCO CARABINERS

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For over a decade Apco has been offering forged Aluminium Press Gate Carabiners to all our pilots.

With more than 50,000 pieces now in use—rated for 4,000 lbs—it’s a reliable, time-proven product. Lately, with the growing popularity of paramotoring and trike flying Apco has found there is a need for carabiners rated for higher loads. They are now offering two new additional Twist Lock carabiners alongside our veteran Press Gate Carabiner. For more info: www.apcoaviation.com

 US PG & HG NATIONALS The 2010 US Paragliding Nationals concluded with the second event in Sun Valley, Idaho. After racing in the flats of Chelan, Washington and the mountains of Idaho, Jack Brown proved victorious claiming his place in US Paragliding racing history as the 2010 US Paragliding Champion.

In Big Spring, Texas, Larry Bruner and Zac Majors duked it out for the 2010 US National Hang Gliding Champion with Zac “Zippy” Majors (shown to the right) prevailing on the last day.

(Read all about the Big Spring Nationals in Ricker Goldsborough’s piece in

Hang Gliding & Paragliding | www.USHPA .aero

 

this issue.) Congrats to Jack Brown and Zac Majors for winning the 2010 US Championships!

 NOVA'S MENTOR 2 Nova announces the release of the Mentor 2. Nova’s ltf 1-2 wing is positioned firmly in the perfomance section of the category with emphasis on cross country flying with high security. The company announced that the small and medium have already passed DHV testing and are ready for shipping. Nova states, “Despite the high performance, NOVA didn!t max out the EN B / LTF 1–2 class for the MENTOR 2.

While many manufacturers increase the aspect ratio to generate a higher performance, NOVA was able to reduce the aspect ratio in comparison with MENTOR 1. The smaller aspect ratio makes cravats very unlikely.

Since the MENTOR 2 employs a completely new concept, NOVA spent a lot of time testing the gliders safety in real live conditions on their testing site, the Rofan. The area is well known for its bumpy leeside-thermals, and for its strong valley winds during the summer months. In these conditions the Mentor 2 stands out thanks to its high

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stability.”

For more information: www.nova-wings.com, or http://www.superflyinc.com.

 WELCOME ROD CLARK Please join USHPA in welcoming the new chair of Membership and Development, Rod Clark.

Rod will be taking over as committee chair after the Fall BoD Meeting. Rod will be attending the meeting in Bend.

I would like to thank Leo Bynum for chairing this committee for the past several years. Leo will continue to work with the committee and will help Rod through the transition. Please join me in thanking Leo for his years as chair of this committee.

- Lisa Tate, USHPA President Rod Clark is a southern California native. He worked in the motion picture industry from childhood until the age of 25, before embarking on a career in marketing and advertising. Rod is the CEO and Creative Director of Off the Lip Marketing, an independent creative marketing agency located in southern California. Rod is also the Director of Marketing for Teradek, a boutique electronics manufacturing company that produces

high-definition streaming video devices for the broadcast industry. Rod is married to Gwen, and they have twin 4-year-old sons. Both Rod and Gwen are hang glider pilots who fly regularly at the Andy Jackson Airpark.

Rod serves as secretary on the Board of Directors for Crestline Soaring Society.

 NOTE FROM THE EDITOR We all love learning about new products, so many pilots must have read with interest the recent article by a pilot about his experience with the Flymaster B1 Nav. Unfortunately, because this was not a review based on objective facts, some statements made may have unfairly misrepresented other brands.

For example, the article compares the B1 Nav to an instrument that is over six years old and has been out of production for three years.

Obviously, all instruments in the industry have advanced over a six-year period. To be fair, a comparison of features should have been based on current models in the industry.

Moreover, broad statements, like, “…the B1 Nav is half the price of comparable units,” are farfetched.

Although the Nav may be half-the-price of top-ofthe-line instruments in the industry, since the Nav lacks significant features and functionality of those models, the comparison is weak. In fact, compared to other similar midrange products, like the Flytec 6015, the Nav actually costs more.

The article also tries to portray that the Flymaster

is somehow unique in the industry for involving pilots in the development of the product. However, most, if not all, manufacturers do this, with some actually having entire teams that work with pilots discussing, designing, implementing and testing new features.

So, although one pilot’s personal opinion of his likes and dislikes of a product makes for an interesting article, it should not serve as the basis for making a

decision as to which brand or model to buy. Please do research on all the models out there to increase your instrument and general flying knowledge base.

Factors such as reputation, reliability, ruggedness, track record, and proven quality of product service/support are of particular importance and can be easily learned from experts, such as your local PG/HG instructor or school, experienced pilots or top competition pilots.

USHPA Notice to Members USHPA occasionally makes important changes to the Association's standard operating procedures (SOPs) and other documents, especially documents used in the rating system. This column appears in the magazine to notify the members when important changes are made.

Please review the latest documents in the Members Only section of the USHPA web site. If you have any questions about these changes, please contact your Regional Director.

All Observers and Instructors: Changes have been made to the optional landing task for Novice, Intermediate and Advanced ratings. The following sentence has been added: "The optional landing task must only be used when the spot landing task is not practical or potentially dangerous." In addition, the optional landing task is now available for paragliding Novice, Intermediate and Advanced ratings, within the limitations expressed in the addendum. Please read the appropriate sections of SOP 12-02, Pilot Proficiency Program.

Hang Gliding & Paragliding | www.USHPA .aero

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Membership | Policy | Involvement

TheASSOCIATION SITE RELATIONS  USHPA asked Larry Jorgensen to give us a bit of insight into how he and his community have successfully navigated their success with Dog Mountain.

Jorgenson reports: First off, I feel all or most of the sites we fly are about relationships with the people who are in direct contact with the site, whether it be a launch or landing field. And it isn’t about me; it’s about the pilots and friends I hang around who help make it happen and commit to getting, keeping, or saving a flying site. One in particular is my wife, Tina, who helps me a ton.

Again, as I said, relationships are the key. At Dog Mt there are three entities we deal with. Each one requires finding the right person to talk to, which means lots of phone conversations. Dog Mt is owned by Port Blakely, a landowner that grows trees for harvest. They are one of the best companies I have ever worked with. All of the employees I’ve met are happy and cordial (which says a lot about the company).

That said, Port Blakely knows all about being sued from letting people use their land, so they require insurance and have rules in place for users of their land. They want you to be organized as a group, and they keep an eye on people using their property.

I meet with them at least twice per year and talk about any issues they or

“I feel it is the responsibility of all the pilots who fly these sites to police them and put pressure on everyone to do the right thing and not make it the job of the manager of the site.”

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Hang Gliding & Paragliding | www.USHPA .aero

we might have. I have become very good friends with them and look forward to my visits. I also see them when they are in the area, and sometimes they drop by when we are flying. I always try to get them to go tandem so they can experience what we do, and I am getting closer to taking a few of them. It is very important to demonstrate professionalism but at the same time have fun.

We also have posted for the pilots the important numbers to call if we see any problems, including fires during fire season. We used to be shut down during high fire danger. They now let us fly, because, as I mentioned, we can keep an eye out. And if we see any smoke within 30 miles, we notify them. They own tens of thousands of acres in the area.

In 2003 we presented Port Blakely with the idea of rebuilding the launches on top of Dog. We have had up to four launches. The most popular are the Southwest and North launch. With the help of Mark Forbes, I was able to get a grant through the USHF for funding.

Port Blakely, under my management, supplied the equipment and brought up bulldozers, excavators, and trucks to completely redo our launches. On the first day, I think they spent our dollars, but the work continued for two more days. Great friends and pilots stepped in from there to form the top of Dog into what it is today. The launches turned out

great, all natural, and will be there forever. Of course, the trees continue to grow, so the future awaits.

The landing field is owned by Tacoma Power, the company that operates the dam, but is managed by the wildlife department. I met with Tacoma many years ago and got a permit to land and launch hang gliders and ultralights. The wildlife department will not let us operate the tug, even though I have gotten special permission to do so, but we have a good relationship with them for hang gliders.

I know the wildlife manager, Mark, well and meet and talk with him often. I go to the meeting they have twice per year to make sure they are not planning any changes, which lets them know we are serious about what we do. The area we land in is considered a wildlife protected area and a Cowlitz Indian sensitive area.

(That is perhaps the next relationship we need to start up.) The wildlife has threatened to lock up the area where we land because of four-wheelers that go beyond the boundaries set and tear the place up. We help to detour that as pilots and always pick up trash left by other campers. They see this, and I think it is a big part of why we are still there.

Every year, it seems we have one or two pilots who don’t feel they should have to go along with the rules set forth.

That is the hardest part and the most frustrating. I feel it is the responsibility of all

Photo by Nick Greece.

AirMAIL the pilots who fly these sites to police them and put pressure on everyone to do the right thing and not make it the job of the manager of the site.

We also have a great relationship with the local town five miles away called Morton. We operate the Dragonfly Tug out of the airport, so we stay on good terms with the mayor and city council. Morton was a logging town for many years, but business has really slowed down. They are trying to get more tourism and see us as a part of that. Since we are very visible, people pull off highway 12 to check us out, letting them see the little town instead of cruising by.

We do many demonstrations for them when there is something big happening in town.

Tina and I have been flying Dog Mt for 30 years, and it is one of our favorite sites. We do what we do because we love the sport and love the pilots who fly. Many pilots have stepped up to keep our sites open and flyable. Thank you to all who keep this wonderful sport alive. Dog Mt alone requires a ton of maintenance that many pilots don’t see. The camaraderie is amazing. I don’t see that with any other sport.

So, to recap, it is about building relationships, being organized as a group, and pilots’ supporting and doing the right thing.

What can you do as a pilot?

Volunteer to help your club and flying sites, and join as many organizations as you can to help the freedom of flight. As a private pilot, I support the EAA and the AOPA, as they are fighting to keep our airways open for all of us. Many sites need support to keep the launches and landings safe.

Make sure you are doing your part.

Set aside five hundred dollars a year to support the groups that give you places to fly. Remember, if we are not a force to reckon with, we will be swept away. Many people fly because of the freedom it offers; make sure you are doing your part to maintain that freedom.

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.

Wrong of Passage  Self disclosure, sanctioned site I’ve flown and his attempt

painful as it might be, is a key piece in the puzzle of aviation safety. However, the rhetorically titled article, “What’s Wrong with Me” by Jim Jennings, has me questioning not only its presence in our magazine but exactly what the take-away is supposed to be for the readership. The body of that piece belonged—if at all—in the accident section, not as a featured article that says, in effect; this is who we are and this is what we do.

What I read was a litany of inadequate preparedness, lack of foresight, improper training, coupled with dreadful decision making. This was followed by descriptions of accidents, broken bones and rescues as if these disasters were somehow an honorable rite of passage. Jennings’ reckless approach would have him thrown out of any

to raise ignorance to the level of virtue is neither validated nor appreciated.

James Anderson, the sage and venerable VP of the Tennessee Treetoppers, once said that this sport has a ready cure for stupidity... and I think we all just gained some insight as to what that cure might be.

Denny Pistoll

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Analysis | Preparedness | Incidents

SafetyBULLETIN HANG GLIDING  This month we present information concerning two fatal accidents which occurred far apart in both time and space. These two accidents are very different in most respects. But they are alike in one important way: we can expect to receive nothing more in the way of additional reporting.

October 25, 2008 | 2:30 pm Lake McClure, Santa Rosa, CA Pilot Age unknown Advanced ratED PILOT (expired July 1996) Wills Wing Super Sport (153) Cocoon-type HARNESS Charley Insider full face HELMET A pilot who had been out of the sport for a couple years was getting back in. After being briefed, he launched on a borrowed Super Sport 153 using a cocoon harness.

After about 15 minutes working lift, the pilot started scratching close to the hill and hit a large rock head-on.

by Joe Gregor

same equipment he had been flying prior to his hiatus. After prolonged discussion about his flying, and with the proviso that he would fly very conservatively and not get too close to the hill, the accident pilot was offered the use of a super sport 153.

His flying did look good; he was in control and got up and was working lift. However, after about 15 minutes in the air, he made a bad judgment call and started scratching aggressively and doing 360’s too close to the hill. The accident pilot soon hit a large rock head- on. Many of us rushed to his side and attempted to provide what aid we could until the paramedics arrived.

Airframe No description of damage to the airframe.

break from the sport.

When it comes to flying, there is really no substitute for experience. This is recognized in all forms of aviation and is reflected in the requirement that pilots maintain proficiency and currency through regular and recent practice. No amount of confidence or desire can substitute for recent experience. Pilots returning to the sport after an extended hiatus should work their way back to the “good old days” slowly, while seeking structured training opportunities to help aid in a safe transition back to competency.

November 15, 2009 | 2 pm Wallaby Ranch, Lackland, FL Novice raTED PILOT, AGE 59 Wills Wing FalcoN UKNOWN HARNESS & HELMET

A novice pilot hit a tree while on approach to landing and fell to the ground. The No electronically recorded flight informa- pilot later succumbed to his injuries while tion (GPS or barograph) was available for being treated at the hospital. analysis in this accident. No analysis of the condition of the glider and harness Conditions was reported.

Unknown.

Conditions Given the limited information availUnknown. able, a number of assumptions must be Logbook made if we are to arrive at any real conclu- Novice pilot with a reported 300 flights Logbook sion concerning the cause for this accident. and 200 tows.

Advanced pilot with 130 hours total time. Assuming that the glider and harness were Sign-offs dated in the early 1990’s includ- assembled and configured properly, as- Medical ed FL, CL, AWCL, and TUR. Had not suming that nothing malfunctioned in the Pilot wore glasses and reportedly required flown in a “couple of years.” air, and assuming that conditions on the them for flight. ridge did not change in a way that comMedical promised aircraft control,we are left with Synopsis None reported. a pilot who started scratching too close to The accident pilot reportedly crashed just the ridge for his skill level and proficiency. prior to landing due to a conflict with Synopsis a tree. It is uncertain whether the pilot The accident pilot had contacted a local Probable Cause clipped the tree, flared extremely high to pilot, indicating that he wanted to order Failure to maintain adequate clearance avoid the tree, or lost control of the glider a new Mosquito harness and Wills Wing from the terrain. trying to avoid the tree. The accident pilot T-2. The accident pilot stated that he was was attended immediately after the crash getting back into the sport after a couple- Discussion and appeared to be communicative, but year hiatus. He represented his experi- Unfortunately, the probability of draw- injured. The injured pilot was airlifted by ence at 130 hours airtime with a Hang 3 ing an accurate conclusion based on the rescue helicopter one hour after the accirating before he quit. The accident pilot’s evidence goes as the inverse of the number dent to a hospital, where he succumbed to last glider was a Super Sport 153 with a of assumptions that must be made. As his injuries while in surgery. cocoon harness. a result, and to avoid drawing the wrong The accident pilot was advised that lesson from this accident, the probable Airframe he should regain experience slowly and cause is left obvious and non-specific.

No examination of the airframe was reobtain training toward earning an H-4 ported. before ordering a high performance wing. Recommendations The accident pilot insisted that he was still Exhibit unusual caution and fly extremely Analysis capable of a mountain flight, using the conservatively when returning after a long No electronically recorded flight informa12

Hang Gliding & Paragliding | www.USHPA .aero

Analysis

tion (GPS or barograph) was available for these accidents to our attention are apanalysis in this accident. There is little in- plauded for their efforts. Unfortunately, it formation available with which to analyze is often the case that little can be learned this accident. The accident pilot reportedly without diligent follow-up to any initial required glasses to fly, and no glasses were report. USHPA SOPs recognize this and found at the scene of the accident. The give guidance that in the case of a serious pilot had flown for 40 minutes prior to the incident the “Regional Director residing accident without incident, however, and it closest to the incident site will be, or will is considered unlikely that he could have designate, a local representative to be the done so without vision correction, given Incident Manager.” The Incident Manager, in turn, is responsible for collecting all the reported severity of his impairment. pertinent information, summarizing this information, and reporting his or her findProbable Cause Failure to maintain adequate clearance ings to the relevant organizations within from fixed objects while maneuvering to USHPA. Regional Directors are encouraged to act proactively with regard to acciland dent reporting whenever a fatality occurs within their region.

Discussion It should be emphasized that the acWith nothing to go on beyond a description of the accident, there is little more cident reporting system is completely voluntary. This is a fact that I believe that can be said with any certainty. has been completely internalized by our membership. The vast majority of pilots Recommendations Strive to land in an area that permits a who experience an accident will live to straight-in approach to be made that re- see another day. It is the accident pilot’s mains clear of all terrain and obstructions. prerogative to decide if and how much of This is pretty thin gruel given the loss their experience to share with their friends, these accidents represent to the hang glid- fellow local pilots, or with the hang gliding community. The reporters that brought ing community at large. This is a very per-

sonal choice each individual must make for himself. No one should be expected to accept the personal embarrassment that likely will result from such a disclosure solely to benefit others in that same community.

In the case of a fatality, however, I submit that we should apply a different standard. For the unfortunate pilot, personal embarrassment is no longer a factor of concern. None of our fallen brothers and sisters should be left forgotten and unacknowledged. We should honor their sacrifice by making OUR best effort to draw some useful lesson from their tragedy.

Almost all of this year’s accident reports have come from the West Coast. Maybe that’s the only place people fly. Or maybe it’s the only place people have accidents.

In any event, sharing information reduces the risks for us all. If you have had an accident (you hurt yourself) or an incident (you could have hurt yourself but were lucky), please complete an accident / incident report at http://www.ushpa.aero/emailacc.asp. It could save your fellow pilots’ life!

Hang Gliding & Paragliding | www.USHPA .aero

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Making a Difference

PilotPROJECTS

by Christina Ammon

greenhouse emissions in half by 2050.

To get started, Andy fashioned a biodThe Biotruck Expedition British pilot iesel bus (the “Biotruck”) from a scrapAndy Pag loves to travel and fly, but is yard and fitted it to burn on waste oil. chagrined about the high energy and Then he rounded up some press, sponcarbon costs of his rambling lifestyle. sors, and set off.

One year ago, he set a goal: he’d pack It’s a noble and ambitious concept, his glider and travel around the world but the former engineer shies away from but limit himself to a two-ton carbon the high horse. His website bio: “Andy budget. Two tons is the G-8 endorsed gives the impression he is an eco-advenyearly per capita limit needed to cut turer, but beneath that thin veneer lies

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an engine-loving petrol-head curious about viable alternative fuels.”

He’s now been on the road for over a year, driving and flying through France, Turkey, Iran, India, and Nepal. When I reached him, he was stuck in Calcutta, faraway from any flying site and mired in some nightmarish logistics trying to get his Biotruck container-shipped to his next destination—Bali, Indonesia.

It was a low point in his journey, but while the Immigration office took its sweet time shuffling papers, Andy made good use of the delay. He volunteered at a nearby orphanage and distributed intensely sought-after soap on Calcutta’s streets. Since soap is a byproduct of biodiesel, Andy’s idea was to secure a steady supply from one of his sponsor companies.

Though parked near the volunteer hub of Calcutta—Mother Theresa’s Missionaries for Charity--he distances himself from any sort of sainthood.

We’re only talking about cheap soap here.

If it washes someone’s body after they’ve slept on the street, then it’s a hit. Perhaps they’ll give me half a day’s membership

of humanity for that?

A prolific blogger, Andy’s writing runs the gamut from wit to poignancy to outright ranting as he responds to the nonstop hi-jinx of traveling in the Biotruck. So far, he’s spent time in an Indian jail on charges of terrorism for having an unregistered Sat phone, had his first punch up, and had to rebuild his engine without the right parts. In explaining his own personal breakdowns, he makes liberal use of mechanical metaphors: “To know how things work, you have to see how they fail. That’s true of engines as well as society and morality.”

footprints. It allows me to get a different Sahara Desert and throughout Africa perspective on the world—literally, as for the last 15 years. About four years well as figuratively. Speaking with local ago, I became conscious of the hypocripilots, I hear about how they feel the cli- sy of using a 4-liter diesel 4x4 as my way mate is changing at their sites. Landing to access the nature of deserts and forin farmers’ fields and talking with them, ests and different cultures. So, I looked I’m also learning how agricultural cycles for alternatives. The first experiment was are shifting with the weather. It’s not to drive a chocolate-powered lorry from very scientific, but people have told me the UK to Timbuktu in Mali. I used they are seeing weather patterns change everywhere I’ve been.

Where did you get the Biotruck?

I got it from a bus company that was about to take it to the scrap-yard. It was so rusted out I can’t believe they were still using it-- and to transport kids! I took it Tell us about the expedition.

The Biotruck Expedition. It’s a grand title to my friend’s barn in Dorset and ended for such a personal project. I’m trying to up staying there three months, working drive around the world with a sustain- on it on weekends and days off. I really able carbon emissions budget using a overstayed my welcome. I was only supvariety of biofuels made from waste posed to be there 2 weeks. It was just so vegetable oils of different descriptions. rotten, and there was so much to do.

Along the way, I’ve been paragliding in What inspired your interest in biofuels? some of the best sites in the world.

Flying is the perfect complement for It’s been my boyhood dream to drive a journey to see what people around around the world, and I’ve organized the world are doing about their carbon vehicle-based expeditions across the

“I’m trying to drive around the world with a sustainable carbon emissions budget using a variety of biofuels made from waste vegetable oils of different descriptions.”

Hang Gliding & Paragliding | www.USHPA .aero

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“I feel hypocritical suggesting pilots should walk up to launch because I’m the one who groans the loudest when that gets mooted but I always feel great when I’ve done it, and the flight is all the more satisfying.” fuel made from factory waste cocoabutter. Then I organized the “Grease to Greece” rally across Europe, where the teams had to fuel up by begging restaurants for their waste frying oil. Both those journeys worked out better than I could have imagined.

Was there a pivotal moment?

During the Grease to Greece Rally, close to Athens I saw a signpost saying “Istanbul 1000km.” Istanbul is the city that marks the border between Europe and Asia, and the sign got me thinking: I wonder if I could get around the world powered by people’s rubbish? Two years later and a quarter of my way around the world, I’m beginning to think I can.

You don’t claim to have reconciled your wanderlust and your sense of environmental responsibility. What are the flaws of the expedition?

I often hear the criticism that if I’m worried about my carbon footprint, I should just stay home. Actually, I’ve driven fewer miles over the year while I’ve been on the road than I would have if I’d stayed in the UK. I stop and stay in places for long periods of time. It’s really hard to live a low carbon life in London, so getting away was a good first step.

Family and friends have taken flights out to join me. I’ve asked them to offset the flights, but if I’m honest I don’t believe in those offsetting schemes. They aren’t transparent enough--corruption is commonplace and there is no impartial policing of the carbon savings. But the real issue I have is that the price they put on carbon is too low, which makes it seem we could solve global warming with a few million dollars. It also means that consumers don’t challenge themselves appropriately about their decisions.

The reality of a low carbon life is unfeasibly difficult. I try to cycle, but I take local buses and taxis to get around towns. Worse, I spent a week learning to fly paramotors in Malaysia. I used about 10 liters of petrol for training and pleasure flights. In my head I tell myself that I’ve earned it, but that’s like a dieter tucking into a cream cake after a day of carrot sticks. I’m no paragon of perfection and that’s why I describe the journey as an experiment, rather than an example.

Some aspects of my expedition incorporate really good environmental solutions, like using waste oil to power the bus. But it’s not necessarily a scaleable solution that solves all the world’s problems. It just works for me because I’m willing to put the effort in.

What was your biggest challenge?

Sourcing fuel is always the prime concern. Every country has different cultural, social and economic reasons why waste oil is treated differently. In Italy, restaurants were afraid they would get What’s in it for you? in trouble with the environmenal agency Everyday I’m learning new things about if they gave their oil to me, so I had to myself, about the world, and about the go to the municipal dump where they environment. I’ve also had the opportucollect domestic oil. In Tehran, the local nity to fly my paraglider in some awesome paragliding club called in all their con- spots and develop my piloting. My next tacts to hook me up with 900 liters— goal is to get licensed as a tandem pilot so enough to get all the way to Delhi in I can earn a bit of travelling money along India. the way and fly the people I meet.

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Hang Gliding & Paragliding | www.USHPA .aero

What would help?

I’m pretty confident that what I’m doing is about as environmentally sustainable as it could be, but it’s certainly not financially sustainable. I’m running on a shoestring budget and I’m always on the lookout for sponsors who can help support the costs of the journey.

Do you have any advice for pilots wanting to reduce their own carbon footprint?

Driving to sites and especially up to launch is usually pretty fuel intensive.

What I’m doing is actually pretty difficult, and I’ve had to be pretty obsessive about it, so there is no easy answer. I’ve found pilots are generally very interested in nature, so the motivation is there.

Part of the challenge is that people have to find solutions that make sense in their context. I feel hypocritical suggesting pilots should walk up to launch because I’m the one who groans the loudest when that gets mooted but I always feel great when I’ve done it, and the flight is all the more satisfying.

T

he Biotruck has finally left Calcutta and is en-route to Bali. Before loading it on the container ship, Andy installed a solar-disco and plans to enjoy the party while it lasts: “Over the next ten years, I predict recreational travel will either change dramatically or become as socially unacceptable as drunk driving or smoking is today.”

Pilot Projects is a regular feature of USHPA magazine. You can help with this column by sharing your ideas. Have you come across do-gooder pilots in your travels? Do you have a project, or ideas for traveling more ethically? Don’t be shy. Time to throw down some good deeds. Send them to Christina Ammon at: flyinghobogirl@gmail.com www.biotruckexpedition.com Email: andy@biotruck.co.uk Call or SMS +44 792 449 5936 or +882 165 2074816

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Maximize your

Flying Performance

by Patrick McGuiness

I

n the last segment we covered three primary aspects of psychology that can be used to improve performance when flying. An overview of Confidence, Arousal and Concentration were used to help orient hang glider and paraglider

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Hang Gliding & Paragliding | www.USHPA .aero

pilots to enhance performance in flying. shut off. You are committed to landing, Here we examine concentration in more and the factors that require attention are depth. rapidly increasing. You are flying upwind, As you bring a long soaring flight to so you keep the VG on full to insure that a close, you see that the wind in the LZ you arrive at the LZ with adequate altiis trashy. Pilots below you are having bad tude. You see various structures upwind of landings, wind socks are pointing in dif- the LZ, and you adjust your flight plan to ferent directions, and the thermals are improve your chances of a smooth landing.

[left] Mont Saint Pierre | photo by Patrick McGuiness.

her ability to focus on the right factors at the right times.

You tell yourself, “OK now. Concentrate. Understanding the Basics Pay attention.” As you consider the variIn sport psychology, three major conables of wind speed and how it is shifting cepts delineate the difference between and glide ratio, you notice that your heart attention and concentration. The first is rate has increased and your hands are be- Internal versus External focus. Internal ginning to adopt the death grip on the focus refers to what is going on inside control frame. Now you’re telling yourself, the pilot himself. This can be kinesthetic “Relax….. concentrate…focus.” awareness, such as a body check. For example, when making a turn, a pilot must When the Right Focus is Crucial attend to leading with his feet and hips.

We have often been told by our high Internal focus can also be used to describe school coaches and instructors, “Pay at- thoughts and emotions as when the pilot tention.” The question that is all too often previously mentioned becomes aware of overlooked is how to pay attention. What his anxiety and increased heart rate near exactly do you concentrate on and when? the LZ. Competition pilots may remind Many pilots have had the experience of fo- themselves to pull their elbows in toward cusing so intently on their approach that their body or make other adjustments to they forget to release their VG, pull in for reduce wind resistance.

External focus encompasses everything adequate speed or fail to account for wind gradient and structures that create turbu- going on outside the pilot. Your glider, the lence near the LZ. Efforts to concentrate conditions, the launch site, air traffic and can be wasted when we are unaware of landing zones are examples of external what to concentrate on during crucial mo- variables.

The following example illustrates these ments. Distractions include anything that captures our attention and are not relevant concepts. Imagine you are on launch, being observed by a more experienced to the task at hand. pilot. He/she has already provided you with more information about the local Concentration Skills Rather than increasing your effort to flying conditions than you can realistipay attention, it is more prudent to have cally absorb prior to stepping onto the a mental strategy for improving concen- launch. As you focus on the wind directration. In other words—think smarter, tion, strength and how your glider feels, not harder. Given the multiple variables he is still talking. “Remember not to pop involved in flying and the fact that these the nose; a lot of people get into trouble variables are constantly changing, un- that way. I want to see you make good derstanding the basics of concentration decisions; safety is most important, so can increase a pilot’s efficiency as well as always err on the side of caution and…..” reduce risk and mental fatigue. Over time, As the lesser experienced pilot, you do pilots develop an awareness of how these your best to manage the situation. You say variables come together. Through experi- in a calm voice, “OK, thank you, I have to ence, pilots learn which variables are most concentrate now.” Your observer, holding important to focus on and when. One your wires continues to talk at you. You problem with this is that experience actu- feel the wind cycle beginning to build. ally means trial and error. Increasing your You stand up and feel the wind beginning effectiveness in focusing can reduce the to gently lift the glider off your shoulders. number of trials and, more importantly, “OK. Now you have to remember to run the number of errors. Competition pilots hard. I once saw a guy who jumped into who are flying with other equally expe- the launch before he……” Your mentor rienced pilots can lose an advantage over has now become an external distraction. their peers by focusing on the wrong You’re beginning to feel frustrated, even variables while their competitors make a angry, hoping he will stop. You begin to better decision and get ahead. The differ- think about what you can say or do to get ence between the winning pilot and the him to stop. Your increasing frustration, rest of the pack often boils down to his/ anger and the thoughts about the situa-

[left] Alex Cuddy maximizing performance.

tion are examples of internal distractions.

How do you refocus yourself? How do you focus on what is most important at that moment?

Some pilots may choose to address this situation in a confrontational manner; others may simply ignore the banter and focus on relevant stimuli. Others may simply back off launch. Given the context, any of these strategies may be acceptable if they help you achieve the bottom line.

Launch safely or not at all. When you step up to launch, you should only focus on a small number of variables related to your launch. If you are focused on more than two or three things during this task, or if you are attending to something irrelevant to the task at hand, you are distracted. If you cannot allocate sufficient mental resources to your launch, you should not launch.

I observed this very scenario recently among a group of hang gliders on a mountain launch. Two intermediate pilots launching at a new site were under the supervision of an observer. Pilot A took control of the situation and forcefully directed his observer to stand down. The observer did so reluctantly. Next, Pilot A focused on his launch by repeating 2-3 cues, reminding himself of the crucial elements of the task at hand. His launch was strong, and he quickly began his soaring flight, making it well above launch. Pilot B suffered the same barrage of commentary at launch. He said nothing and tried his best to focus. After landing, he complained that he was not happy with his launch.

Pilot B remembers turning his head to listen to the observer as his feet left the ground. The observer was yelling loudly, but his words had become inaudible to the pilot. Pilot B was allocating attention to irrelevant stimuli as he left the ground and moved away from the mountain. He should have been focusing on putting his feet in the harness and turning into the lift ban. Instead, his head was turned and he transitioned into flight unfocused and headed for the LZ shortly after launching.

Some pilots become overwhelmed by excessive stimuli and make a prudent decision to back off launch. Each strategy will have its strengths and weaknesses. A good strategy is one that allows you to 20

Hang Gliding & Paragliding | www.USHPA .aero

focus at the crucial moment. The only bad decision is to launch when you are not adequately focused.

When beginners become overwhelmed with attention to external factors, they are often unaware of the “death grip” they have on the control frame. When novice and intermediate pilots go to a new launch site that challenges their skills, they may become preoccupied by anxiety, ego or body mechanics. This will interfere with their ability to attend to more relevant factors in the environment. Advanced pilots and competitors may struggle to decide which external factors are most relevant to achieve the best flight possible.

The second sport psychology concept relates to the range of attention referred to as broad or narrow. A broad focus may span from noticing air traffic while ridge soaring to approaching the LZ. A narrow focus describes a smaller number of things that require one’s attention. Setting a memo on your Variometer or taking a photograph in flight are examples of tasks that require narrowly focused attention.

A pilot’s ability to shift between a broad and narrow focus effectively determines

his/her concentration skills. For example, when launching from a ridge with multiple launches, the pilot first attends broadly to others launching nearby as well as to the wind cycle. When the wind is just right, others may be launching only yards away and moments before. Once this is cleared, the effective pilot quickly narrows his focus to no more than three cues, such as keeping the nose down and looking straight ahead during launch.

Tom Lanning, former national hang gliding champion tells his XC students, “Before you top out in a thermal, you should already have three indicators of thermal activity visually identified.” These may include a hawk soaring in the distance, another pilot circling or a nearby ridge. This is an example of an effective strategy for focusing attention. It also illustrates how the best pilots learn to shift attention from broad to narrow. Imagine that you’ve hit a thermal and have begun to circle its core (narrow focus). You monitor and adjust your body position to insure that you do not fall out of the thermal (narrow focus). You must then shift your attention momentarily to search for

indicators of lift (broad focus). You see a fellow pilot circling upwind (broad focus) and continue searching for the next cue when, suddenly, you feel turbulence suggesting you’re at the edge of the thermal.

You instantly shift your attention back to the position of your body and glider (narrow focus). You adjust to remain in the core (narrow focus). Once the glider stabilizes, you resume your search and notice an eagle catching lift (broad focus).

Without this awareness, a pilot tops out and immediately begins to lose altitude while orienting himself and deciding what direction he intends to fly. By using this type of strategy the pilot can seize opportunities that may otherwise be lost, thereby minimizing lost altitude, increasing glide and taking advantage of opportunities to find lift.

Finally, the concept of association versus dissociation addresses the phenomenon of “tuning in” versus “tuning out.”

Many accomplished pilots think of themselves as paying attention or being “tuned in” all of the time that they are flying. The truth is that sustaining attention in flight is more difficult than we realize. By defini-

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[left] Photo by Don Fitch. [opposite] Mont Saint Pierre | photo by Patrick McGuiness.

tion, dissociation involves a lack of awareness of the present moment. A person who is dissociating is mentally checked out or not present. Further, it is a natural phenomenon observed in all humans and most animals. The most commonly experienced example of dissociation is daydreaming. This often occurs when driving. Have you ever pulled into your driveway and had the sensation that most of the drive home was a blur? Somehow you navigated your way home safely but can account for little, if any, details. This phenomenon happens quite frequently during long soaring flights.

In regard to performing in sports, dissociation occurs any time we are not completely aware of what we are doing. When we are clearing a turn while ridge soaring, calculating our glide ratio or preparing to flare, we are associated. Conversely, if we are humming a tune and thinking about how good that frosty beverage will taste following the flight, we are dissociating.

Competition pilots have the most to gain by improving the amount of time they remain associated during flight.

The pilot who can stay mentally present will make better decisions more often 22

Hang Gliding & Paragliding | www.USHPA .aero

than one who is momentarily detached.

Factors that influence our consciousness in this way include mental fatigue and the novelty of the situation. If our interest is piqued, we remain associated, but if we are tired or bored, we are more likely to tune out. Mental training can increase a pilot’s ability to remain associated for sustained periods of time. The training includes techniques that promote metacognition or an awareness of our own thought process.

Improving Your Concentration There are many methods of improving concentration. When developing a plan for yourself, it is important to remember that the overarching goal is to focus on the right thing at the right time. There are many ways to stack the cards in your favor.

Some basic strategies are listed below.

Pilots are encouraged to personalize these strategies and develop a discipline of practicing them over time.

Maximize mental resources. First make sure you are well rested, hydrated and well nourished. This is the most basic way to ensure you have the mental energy to keep focused.

Prepare in advance. Nothing will cause you to be more distracted than being rushed because you arrived late and have not packed your gear thoroughly.

Develop procedural routines.

Preflight checks and flight plans are examples of procedural routines. When developing a flight plan, be sure to include the relevant factors you will attend to at specific moments in your flight, such as transitions.

Identify transitions and the relevant stimuli of the next stage of flight. For example, pick two to three cues for launch, then two to three cues for the transition, then two to three conditions to begin soaring. Once you have successfully launched, remind yourself of the most important things to remember Check Lists. Some pilots use “cheat sheets” or lists of procedures for setting up and taking down their glider, calculating glide ratio and other procedures. As your personal plan develops, you can create lists that help you with an aspect of flying you wish to improve.

Use cues to remind you to focus on relevant factors. For example, when you lift your glider on launch, say three things to yourself to remind you to focus on relevant stimuli, such as 1) nose down, 2) wings level, 3) run hard. Cues may change as you improve with experience: Beginner pilots, before launch, “relax my grip.” Novice pilots, when making a turn, “lead with my feet and hips.” Intermediate pilots, while ridge soaring, “look” (to clear turn). XC pilots, before topping out in a thermal, “What three things indicate lift?”

Identify strengths and weaknesses.

Now that you have an understanding of the basic concepts, assess what you are best at and what you need to work on. To do this, observe your own thinking and behavior patterns. Ask fellow pilots or instructors for feedback.

Develop Goals. Now that you have identified the areas you wish to improve, develop a plan to improve them. For example, if tuning out during long flights is a weakness for you, practice meta-cognitive techniques, such as intentionally working a new skill. Practice observing

your attention during flight. Begin to estimate what percentage of time you spend dissociating; then, set out to increase the amount of time you are attending to the flight itself. Serious endurance athletes identify where in the course it is safest to tune out and take a mental break. They may use a cue, such as a mile marker, as a reminder to bring themselves fully into the present and remain associated. Other methods include mindfulness meditation or working with an instructor or coach with a background in sport psychology.

These disciplines will help you increase the amount of time you remain fully associated in flight.

Write it down. Take some time to write out your strengths and weaknesses, your goals, your procedural routines. Take notes on your progress in order to monitor your improvements over time, thereby increasing your awareness.

Apply the basics. Take these concepts and review them each time you fly.

Discuss them with other pilots and consider how you can develop your own personal strategies.

Patrick McGuinniss is hang glider pilot Patrick provides professional speaking and trained at Morningside Flight Park in life coaching, helping individuals and orCharlestown, New Hampshire. He has a ganizations achieve results through human Masters Degree in Applied Psychology with transformation. To read more or to comspecialized training in sport psychology. As ment on this article go to: www.mountainthe principal of Mountain View Consulting, viewconsulting.com.

Hang Gliding & Paragliding | www.USHPA .aero

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Hang Gliding & Paragliding | www.USHPA .aero

H

alfway between Los Angeles and Salt Lake City, in the southwest

corner of Utah, sits a little

desert town called Hurricane.

Northern folks are familiar with this area as it is a great spring thaw destination: when the Rocky Mountain ski resorts shut down and the time comes to warm up with a cruise down Interstate 15, Hurricane is the first place they’ll see that won’t be covered with snow. The area is a huge desert playground, offering mountain biking, rock climbing, motocross style riding, canyoneering—and even a little hang gliding and paragliding.

HurricaNe, Utah

by TomWEBSTER

photos by JeffSHAPIRO & NickGREECE Hang Gliding & Paragliding | www.USHPA .aero

25

[previous] Jeff Shapiro over Hurricane, Utah | photo by Jeff Shapiro. [above] Matt Dadam flying along the Hurricane ridge. [opposite] Free camping with great views is available on Gooseberry Mesa. Photo by Nick Greece.

26

H

urricane wasn’t always known as a sports southeast. Two reservoirs have been built among the mecca, however. In the late 1950s, as the nearby pink sand dunes to beat the hundred degree cold war was smoldering, the US Air Force summer heat. And, of course, all manner of airborne needed a place to test ejection seats for their new primates still populate the skies above the nearby supersonic jet fighters. Hurricane Mesa, a thousand cliffs. foot high plateau just north of town, fit the bill.

During these tests they would accelerate a rocket- The Size powered sled up to Mach 1.3 along a special track, and as the sled reached the edge of the mesa, an ejec- The main flying area sits on public land on top of the tion seat launched out of the sled, up and over the Hurricane Cliffs (a thousand-foot high escarpment Virgin River Gorge. Test dummies sat in the seats on the town’s east side) next to a volcanic feature most of the time, but one series of tests enlisted a called Mollie’s Nipple. Behind the flying area, a vast team of monkeys. These brave primates were, in my plateau extends toward the cliff and mesa systems opinion, the spiritual godfathers of those of us who that characterize the Grand Staircase geologic area launch ourselves off the cliffs and mesas today. of Southern Utah.

Nowadays, Hurricane is a small but growing Launch is at the edge of a dirt parking lot, just town known for being surrounded by polygamists, below the nipple, with enough room for several hang stunning scenery, and the aforementioned desert gliders and space to spread out a few paragliders. It’s sports. Zion National Park and the red rock laby- not quite steep enough to be called a proper cliff rinths of Kolob Canyon sit a half-hour away to the launch, but the wind flow is often cliff-like. In modnortheast. The Grand Canyon is a few hours to the erate–to-high wind, hang gliders may notice ramp

Hang Gliding & Paragliding | www.USHPA .aero

“Summer conditions can be quite big, offering epic dust devils, nuclear blastoff launches, tumbleweed enemas, and the occasional hundred-mile flight.” open to landing if they are not full of crops, livestock, or construction. As always, check the LZ options before flying and be sure the landowners are aware of you.

Hurricane’s municipal airport, which is uncontrolled, sits less than one mile to the north of launch.

Even though it is small, you’ll see a fair bit of traffic coming and going at all times, as well as skydivers plummeting on a regular basis a little more to the north. So, exercise extreme awareness if you head this way.

The Flight

suck (an unsettling lifting sensation from the rear) and paragliders must position their canopies carefully to deal with the knee-deep wind shadow.

The site is flown year-round. Since the ridge faces due west, any forecast involving light to moderate west winds and clear skies should be flyable. Summer conditions can be quite big, offering epic dust devils, nuclear blastoff launches, tumbleweed enemas, and the occasional hundred-mile flight. Early spring and late fall conditions are much more reasonable.

Oftentimes, you can choose between a challenging mid-day thermal climbout or a late evening windybut-smooth ridge session. Winter is mostly disappointing from a flying point of view, but for some of us, a few sled rides and a long hike in the sun sounds like a good way to spend a January weekend.

Landing options below launch are reasonable, but not wide open like the surrounding desert. A vacant lot next to a gravel pit, directly below launch, works well for paragliders and restricted-landing capable hang gliders. Other large fields in the area may be

There are two basic options for a cross country flight at Hurricane: soaring the ridge to the south or thermalling over the back to the east. The ridge soaring plan takes advantage of the cliffs that begin near town and continue south for over fifty miles, ending about twenty miles short of the Grand Canyon.

When the wind is right, this ridge creates an enormous lift band that is uninterrupted for the first nine miles and then continues after a two mile intermission. Sailplanes and hang gliders zip across the low

Hang Gliding & Paragliding | www.USHPA .aero

27

parts and zig-zags easily, but it remains to be seen if a paraglider can make it all the way to the end.

While the ridge run is fun, going over the back offers some interesting possibilities. Two good thermal climbs will get you to the edge of Zion, one of America’s most impressive national parks. It’s best not to get too close, though, since landing inside the park is both dangerous and highly illegal. The normal cross country route follows route 59 southeast, past the polygamist enclave of Colorado City, over an Indian reservation (don’t land there, either), into Arizona, across flat plains punctuated by bizarre red rock landscapes, and eventually toward Lake Powell. Several hang glider pilots have reached the lake, and many others have landed somewhere inbetween.

The Night

[right] Matt Dadam high over the flats between Hurricane and Gooseberry Mesa. [below] Exploring slot canyons in Mt. Zion national park on windy days. Photos by Nick Greece.

Hotels abound, and camping options are plentiful too. In fact, camping options are more than plentiful—they are ridiculous. The open landscape and abundance of public lands offers countless square miles to stargaze among the sagebrush and coyotes.

On top of Gooseberry Mesa, a few miles downwind of launch, there is a mountain biking area with hundreds of semi-improved campsites. And a more civilized option is available in the South Campground in the mouth of Zion Canyon: the well-manicured campsites that sit below Zion’s vertiginous red cliffs offer free Wi-Fi and a short walk to the camp store, where the most expensive deli meats, stinkiest cheeses, and most complicated coffee drinks imaginable can be had.

Entertainment at night is basic. The best option I can recommend is to camp out and watch the stars spin while waiting for a distant late-night coyote serenade. If you care to lubricate the spin, though, keep in mind that you are in Utah. The closest place to buy wine, liquor, and strong (over 3.2% alcohol) beer is hidden deep inside the gift shop in the Switchback Grille and Trading Company in Springdale, about 35 minutes from Hurricane.

Hang Gliding Versus Paragliding

While acceptable for both types of craft, Hurricane tends to work better for hang gliding. To understand why, let’s look at a little more history: In 1863 Erastus Snow, a Mormon pioneer, was living in a settlement on the upper Virgin River in southwestern Utah. Since the river had been washing the settlers’ lands away, Snow was charged with leading a survey team to the south to look for new lands to irrigate and occupy. Coming over the top of a hill on an old Indian trail, a violent dust devil 28

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ripped the top off of the mule-drawn buggy. Erastus Snow exclaimed, ‘Well, that was a hurricane, we’ll name this the hurricane hill.’ The name stuck.

A likely reason the name stuck is that Hurricane is a windy place—it will blow your hat off just as it probably did old Erastus’s. On a typical sunny day in late spring or summer, it’s key to get off the hill safely (and land safely) before the desert wind starts to blast in the early afternoon, or wait it out until a few hours before sunset. Hang gliders can fudge these guidelines a bit, if they have good 20-knot launching skills, but paragliders must be careful with conditions to avoid the full-on aerial cowboy experience.

Paragliders can get plenty of quality airtime, however, by treating Hurricane like the big desert site it is and avoiding midsummer or midday conditions.

They will also enjoy a nice advantage over the hangies at the end of an evening glassoff: toplanding right in the parking lot is a reasonable move for a solid

intermediate paraglider, but requires either advanced skill or intermediate recklessness to be attempted in a hang glider.

Pro Tips

Here are a few bits of information that can improve the Hurricane experience: Hot springs: One of the nicest places to soak in the area is at a resort called Pah Tempe (825 East 800 North, 435-635-2879). Unfortunately, soaking is by appointment only and is only available for large groups.

Breakfast: Main Street Cafe (138 South Main Street, 435- 635-9080) is a great alternative to the fast food on the main drag.

Bike repair: Over The Edge Sports (76 East 100 South, 435-635-5455) is highly recommended, and is even on the way to launch.

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GETTING THERE [opposite] Matt Dadam launching! | photo by Nick Greece.

Launch Drive up Rt.59 from Hurricane on to the plateau. Take the turnoff to the Diamond Ranch Academy, a well-graded dirt road that leaves Rt. 59 at about a 30-degree angle to the right.

Continue on this road for about 3 miles, past the academy, until you come to a fork in the road just past a dry wash. Turn right.

After about 0.3 miles you will see a gap in the fence on the right. Turn here.

The road winds toward launch (past some likely camping spots). After about 2 miles there will be another gap in a fence on your right. Turn here. If the gate is closed, it is OK to open the gate and close it behind you.

Stay on this road until you are at launch, about 100 yards south of the nipple. This part will require 4-wheel drive or an aggressive high-clearance 2-wheel drive vehicle.

Landing From the center of town, head south on State Street (the main drag) and turn left at the Chevron/Burger King. Continue heading due south on this road, follow it around the airport, and stop at the gravel pit. You have just passed several potential landing zones. Be sure to check with landowners.

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THE

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RAT

RACE

by C.J.STURTEVANT

photos by AndrewZOECHBAUER

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H

[above left] Michigan Mike launching with fervor. [right] Glass off in the Woodrat valley.

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ang pilots have the Tennessee Treetoppers’ Without a doubt, this event challenges newer pilots Team Challenge, parapilots have the Rat to work toward personal bests, and hones the therRace—both highly successful events that mal skills of those who are brushing off the winter focus on introducing advancing pilots to structured before they start the summer comp season. Most competition through mentoring and organized participants are pilots who haven’t gaggle-flown training. If you think competition pilots are all before, haven’t flown in big thermals, and have very hard-core, points-focused, seriously addicted racers, little (or no) comp experience. You can really see a you haven’t talked to anyone who’s just been to his or change in pilots’ performances from day to day, and her first mentored comp—or to someone who’s been year to year. After a couple of years, some of those to many of them, and who just keeps coming back scared P-3 pilots are now experienced P-4 pilots who for more. These comps aren’t about taking home a are making goal. trophy, at least not for most of the participants. So why compete, if you haven’t any hope of coming Susan Kent out on top? Maybe there’s more to being the winner than just points and standings!

I go to the Rat Race because overall it is lots of fun: I enjoy seeing people, meeting new pilots, and it helps Big Pete Michelmore my skill level in that I learn more every year. My goal was to get a Rat Race trophy, and I did that this The Rat Race is probably the best venue ever con- year. My next goal is to place in the top 10 in the ceived to really bring pilots of all skill levels together. Sport division...

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safe and encouraged, congratulated, and celebrated for making the wise choice, even if—sometimes So what RR means to me? Wow, that seems like especially if!—it means not making it to goal. By such a small, short question, but my mind is spin- making the right/safe choice, I get another shot at ning from the expansive list of possibilities. the challenge of making goal tomorrow.

I’d have to say that somewhere at the top of the list is I’m not a patient person, but RR and all my menthe people. Ironically, I’m not that much of a social tors have taught me that exercising patience yields person, but I’ve found paraglider pilots to be a pe- huge rewards. Now I actually ENJOY practicing paculiar kind of animal and there are very few I have tience. It’s a challenge within a challenge. Being in met that I don’t like. RR has offered me the type a RR gaggle I feel like I’m a part of a constellation of education I haven’t been able to get anywhere of pilots, miraculously circling around each other else. Living coastally, I don’t have much opportunity without colliding, all working together to show each to fly XC, so it’s been a slow process for me to find other where the lift is. RR is one of the few times a people to fly with who can help me along, giving me year I get to be in the air with so many pilots sharpointers, do’s and don’t’s, and encouragement. I love ing the same experience, with all its expansiveness, the challenge of finding the next thermal, riding it its awe and beauty. . You would think that after to the top and going on bar to the next one. There’s a 7 days of intense flying and competing, one would fine line between pushing yourself to a safe limit and become saturated with flying for a while. But it’s pushing yourself BEYOND your limit. RR allows kinda like good sex. No matter how much you get me to push myself that extra km, where I’m still and how great it is, it’s never enough and I’m beggin’ Deb Vosevich

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[top] Mike Haley giving the morning briefing and task. [above] A nice, orderly launch line. [right] Paul Murdoch and Riss Estes picking out a course.

for more! So there, I said it, I admit it. Sorta like “Hi, my name is Menace and I’m a paraholic.” If I haven’t flown in a while, I go through serious withdrawal. It only took about 24 hours after the awards ceremony before I started thinking about RR 2011.

RR nourished my soul like newly found love. It’s that exciting. (Deb made goal for the first time on the last task, taking 3rd place in the Women’s division and ??? overall) Randy Lettau: Gail and Mike Haley and their wonderful staff have safety as their first and foremost priority. This lends a huge lift in my trusting their decisions about each day’s task and, therefore, allows me to focus more on my task for the day, to fly far and be safe. It is still each pilot’s responsibility to know when to say no, but the Rat Race environment allows a pilot to expand his or her knowledge—both on the ground in mentoring sessions and classes and in the air. Just knowing that a highly skilled staff is always ready to help if a need arises provides great comfort and security.

Rich Hass

The Rat Race really isn’t a comp—it is really just one of the best XC clinics out there, with lots of top comp pilots available for mentoring. The Rat Race fits quite nicely into USHPA’s strategy to grow the 36

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competition scene, promoting friendly, low-stress comps as a way of introducing pilots to the fun and challenges of competing in a race-to-goal format.

The top comp pilots at the Rat Race really get into the spirit by sharing their knowledge and experience through the mentoring program. If you’re an XC pilots not sure you’re ready for the comp scene, just think of the Rat Race as one of the best XC clinics you will ever attend. “They” say competition improves the breed. Flying in the Rat Race over the past several years has certainly made me a better XC pilot. Besides, it’s fun!

[above] The race is on. [left] Bonita Hobson and her credentials. [far left] Waiting out a chilly morning.

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Barry Oliver, Canberra, Australia

So, in my opinion the Rat Race was the most enjoyable and friendly competition one could ask for. The flying was often in quite difficult conditions. The organisation of the event—retrieves, tasks, relaunches, radio comms—were all professionally done. A credit to Mike and Gail Haley, event organisers as well as all the other volunteers. Special thanks also to the Murdoch family for taking me into their home and treating me like family [lots more – see his documents on Desktop] Matt Cone

In early 2009 I had the idea that I wanted to try out participating in a paragliding competition. I was entering my fourth year of flying and felt that competing would be a nice next step in my progression.

I had heard about the Rat Race and felt that would be a reasonable place to start, but it wasn’t until July, so I decided to enter the West Coast Paragliding Championships at Woodrat that June. I showed up the first day of the comp and felt like I had arrived [top right] Safety Director Tom Chestnut.

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[below] Many happy participants of the Rat Race celebrating a successful event.

at the Tour de France on a tricycle! I was totally clueless regarding how to program my GPS or fly in large gaggles, let alone get across the valley to Rabies Ridge. I flew all seven days of that comp, finished 62 out of 65, and on the last day of the comp I made it across to Rabies Ridge. It was a humbling experience that made me all the more determined.

A month later I arrived at the Rat Race, no longer a competition virgin but still very green. The weeklong program of clinics, mentoring and camaraderie was simply awesome. I learned a tremendous amount during the comp and even found myself in goal twice. And the beer sure tastes good at goal! Rat Race is an ideal introduction to competitive flying and general XC skill development.

Paul Murdoch

I was thrilled to see the old Rat Race develop—novice comp pilots learning something new every day.

Clearly, a number of the pilots new to comps are very talented. I’m confident there will be another growth spurt in the US competitive PG scene as a result.

Chris Roberts

I really did not think it possible to learn so much about paragliding in one week. Stepping up one’s skill level is simply unavoidable. Moreover, for me, it was a whole lot of fun. This was my vacation, and my primary mission was to enjoy the experience.

It was like summer camp for grown-ups. Instead of canoeing, there was paragliding. The rides up to launch in a school bus, the bagged lunches at launch; the dinners; the breakfast at a local winery; the buffet at the Mexican restaurant; the two parties; it goes on and on with good times. I swear, I thought was in this really fun summer camp. In addition, the mountains and valleys were breathtaking.

The local people were great. The Shakespeare festival was going on as was an outdoor concert series. I would have to say it may very well be the funnest learning experience I have had. Hats forever off to the folks who put on Rat-race.

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Cade Palmer over the dry Salt Lake | photo by Loren Cox.

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Big Spring

Hang Gliding Nationals 2010

by RickerGOLDSBOROUGH



H

ang Gliding or Paragliding must all such quality people that the Big Spring be one of the greatest escapes, pro- National Hang Gliding event becomes a viding us with feelings of freedom wonderful lifetime memory. this life has to offer. To experience this Once again, I find myself looking hard freedom over and over again— to soar for at the contrasts between this expression of a hundred-plus miles, enjoy quality equip- freedom and “normality.” Our freedoms, ment that has been engineered to high our excessive ability to enjoy life, having standards and be catered to by a town like the time to play so often in such a way as Big Spring, Texas, during a competition— this, without much thought given to the is a strong indicator that Life is Good. The true meaning of these freedoms, justifies pilots, supporters, coordinators and, most a counterpoint to help keep it real and of all, the tow plane pilots and crew are maintain perspective.

[Opposite] David Alford learning the foot correction method during the spot landing contest. [above] The author in the air with another pilot on day 2.

The Cloudbase Foundation has been a great way for us to give back, show appreciation, share our wealth and make real changes where it counts. However, I saw something that depicted a real contrast to all the positive things that The Cloudbase Foundation and these sports offer.

Just a one-half-mile-or-so from the Big Hang Gliding & Paragliding | www.USHPA .aero

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HOW YOU CAN HELP The Cloudbase Foundation committed to helping a local school in Big Spring, TX. During this event CBF raised a total of $1,500.00 that was issued to the Howard County Child Welfare Board to purchase school supplies, pay for tuitions and more.

We were blessed by a visit from the school and a number of the children who wanted to see our wings up close. After returning back to the school, the children, ages 3-8 years of age, drew pictures to express what they saw. These pictures were then presented to us a few days later.

Please do what you can to support this organization. We are working on a number of projects, and we need your support to spread the news outside of the Hang Gliding and Paragliding communities. Our goals and commitments continue to increase in size, and we need your help with some of the projects.

We will soon be returning to Canoa, Ecuador, where we will once again assist the local school in its development. Fundraising for this trip has now begun. If you want to help or come along this year to Canoa, please contact us.

Please visit the CBF website at www.thecbf.org and let us know how you wish to help. Thank you for your support.

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Spring, Texas, airport where the National Hang Gliding event is held each year is a maximum security prison. The simple fact that this is a facility where there are NO freedoms next to where the greatest of freedoms takes place is somewhat of a paradox.

Each day as I drove to the airport during this event, passing the prison, the same thought crossed my mind. “I wonder if they are aware of what we are doing. Do they look up as we fly over and wish that they could fly like a bird? Are they aware of this opposite end of the spectrum? Can HG and PG pilots do something for them as we have for the needy children where we fly? Hummm! I wonder.

This year’s US Hang Gliding Nationals in Big Spring was a total success on many levels. Pilots flew seven out of seven days and the town supported us in style. A BBQ dinner, awards presentations and lots of great flying were just a small part of this year’s event. We were also blessed with discounted accommodations by a new Hampton Inn and Suites Hotel that allowed us to use the lobby as our own party and awards facility.

The top three winners of this year’s Big Spring Nationals were Zac Majors in 1st place, Larry Bunner in 2nd place, followed

by Chris Zimmerman in 3rd place.

These competitions could not be possible without the support of our tow planes and tow pilots. In fact, it would be safe to say that the sport owes a great deal of its success and growth to this small group of people. At the Big Spring event we were fortunate to have two tug pilots and one

very supportive wife. The amount of work they did to prepare for each day was unmatched by anyone else at the event.

They performed preflight inspections, gassed up the planes and got ready to tow pilots to the lift. They also made sure they could address any problem with equipment in a prompt and timely fashion. This meant that they had to travel with all the spare parts and tools that could be needed.

In other words, they did everything possible to make sure that they got us in the air at the same time to race, even to the point of helping us find a thermal. In most cases, they went directly to the lift, refusing to drop us off until they found it. (For me, this occurred 100% of the time.) So my hat is off to this group of individuals who willingly spend the time and money to get us into the air where it would not normally be possible.

I thank you for your support and all that you do to keep this sport alive and growing.

Johnny Thompson and Russell Brown are primary tug pilots. Russell and Lorie Brown are owners and operators of the tow planes that are designed by Bobbie Bailey.

Rhett Radford who flies out of Quest is another primary pilot who also does maintenance on these special planes and owns others like them that are taken to larger venues. [right] National winners. Zippy, Larry, Chris and Mark Bolt. [below] Children from local school that we raised money for visiting us at the staging line | photo by Rodrigo de Obeso.

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T

ucked in just miles from the ice-clad cean, The Whaleback crests over 4,000 feet colossus of Mt. Shasta, an improved above the LZ in Shasta Valley, to the far Whaleback flying site provides spec- north of California. The launch, at 7,430’ tacular summer soaring opportunities ASL on the side of the lava leviathan, is for paragliders and hang gliders. During 3,000 feet over the newly expanded landthe summer of 2010, paraglider pilots ing area situated less than three miles out pioneered long cross-country routes over to the northwest. landscapes of ancient volcanic mayhem.

The Whaleback would be an impressive sight in its own right, were it not overThe Setting whelmed by the immense peak towering just a few miles to the south. A good part Looking like the hump of a surfacing ceta- of the spectacular and spiritual nature of

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flying the Whaleback is this overpowering presence of Mt. Shasta. The 100 cubic mile, 14,162’ colossus is first glimpsed far up Interstate 5 when driving north. Due to the great distance, the icy apparition seems to approach only with agonizing slowness. Southern Oregon pilots thermalling above 7,000 feet at Woodrat are treated to a view of the mighty mountain 70 miles to the southeast. “Poet of the Sierras,” Joaquin Miller, captured the aura of the peak when he wrote of it as, “Lonely

WHALEBACK

Flying the Whaleback in Northern California Volcano Country. words & images by DonFITCH

to the surface to explode (or sometimes ooze) as volcanoes. “Fire and brimstone rise like demons from below,” wrote Priit J. Vesilind in a National Geographic article on California’s Volcanic North. Valle de Bravo visitors will recognize a similar landscape, with calderas, volcanic domes and lava flows everywhere. Both areas line the planetary forge of volcanoes and earthquakes, the Ring of Fire. Mt. Shasta is actually a pile of four stratovolcanos of various ages. The newest is Shastina, the as God and white as a winter’s moon.”

The stratovolcano towers near the most westerly, formed less than 10,000 When driving up to Whaleback launch, southern end of the great Cascade Range years ago by seething lava and deadly pyShasta is hidden. Suddenly, arriving on of volcanoes stretching north, almost in roclastic flows.

The Whaleback itself is a volcanic launch, the peak looms majestically. One a line, through Oregon and Washington feels privileged just to revel on the side of into Canada. All are products of enor- cone, with a caldera denting the summit.

Whaleback in the vista of this great moun- mous tectonic plates underlying the As pilots look west and northwest from tain, felt by many people around the globe Pacific Ocean off the west coast that are launch, they view the remnants of a masas a “place-of-power.” Pilots, though, can diving underneath North America as sive landslide. Over 3,000 centuries ago enjoy a wondrous transformation. With it creeps westward, sliding at the speed gravity tore down over six cubic miles of a wing overhead, foot launch flyers step off fingernails grow. As the leading edge of much larger ancestral Shasta and spewed the side of The Whaleback to soar ther- the Gorda Plate subducts ever deeper, it it out to the northwest, sliding up to 28 mals in the shine of Mt. Shasta’s glaciers. melts, sending “thermals” of magma up miles.

Hang Gliding & Paragliding | www.USHPA .aero

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for a launch. A primitive launch preceded the current site. With Forest Service apAlmost as soon as paragliders were in- proval and help, several truckloads of vented, intrepid pilots began launching material widened the road at launch and off The Whaleback. Josh Cohn reports softened the boulder field. Other pilots, his first high flight (ever) was achieved at including pioneering pilot Liz Hern from this location in 1989! In 1991, flying a Pro Red Bluff and Stu Polack, also improved Design Challenger 3, he launched from a and flew the site in the 1990s. Lack of a more primitive version of the current take good LZ discouraged hang glider flights off, headed north and realized a 40-mile- and dimmed much enthusiasm for flying cross-country flight. Across the border the Whaleback with paragliders. Early in Oregon, he joined a startled sailplane Whaleback hang glider pilot Bobby North pilot climbing in a thermal. reportedly flew to the Herd LZ for landParaglider pilot John Yates, along with ing. his brother Jim, helped develop the site.

By one account, Jim first saw the possibil- 2009 LZ Expansion ity of launching the Whaleback by flying over to it from Herd Peak and seeing In 2009, the LZ problem was tackled by where a spot on the road could be used several RVHPA and local pilots. Scott Early Flights at The Whaleback

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Harding helped secure assistance from the Forest Service, an organization that has been a longtime ally of pilots wishing to improve Whaleback as a flying site.

The Forest Service did the heavy lifting (actually heavy scraping) to remove sagebrush and small trees from an expanded LZ area. With their heavy equipment, the LZ size quickly grew tenfold to nearly five acres.

Following this mechanical expansion, a 20+ person work team of RVHPA pilots arrived at the LZ on October 11, 2009, armed with cutters, rakes and shovels. [previous] Deanna Hutchinson on Whaleback launch with Mt. Shasta in the background. [above] Norm Young launches Whaleback. [right] Michael Zanger and Jules Danford at the Whaleback LZ.

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Along with locals Wes Wilson, Brian Kerr drogue chute to avoid overshooting.

LZ work team member Michael and Michael Zanger, hazardous roots and brush were cut and piled for subse- Zanger is a frequent Whaleback paraquent burning. The pilots cleared rocks glider flyer who co-wrote the book on and smoothed the bumpy ground. After Mt. Shasta, The Shasta Book, Wilderness a day’s work, The Whaleback flying site Press, in 3rd edition. He also authored a enjoyed a large and friendly LZ. That fact second book, Mt. Shasta: History, Legend was soon to change the nature of flying in and Lore. After decades of hiking, climbing and guiding there, ten years ago his Northern California.

After the work party, more than a score of dusty pilots made their way up to launch and a wonderful evening glassy flight, free of the worries of having to spot land in a tiny LZ. A short video of Rena Scott’s flight and landing at the groomed LZ is viewable at http://www.youtube.com/ watch?v=2JmTjbRZdp0. In the video the presence of a downed paraglider short of the landing zone is instructive. Even though the LZ is now about ten times larger than before 2009, it is still highly possible to miss. Sink on approach is not uncommon, and neither are paraglider landings short of the clearing. The expanded touchdown footprint makes it hang glider friendly, but RVHPA hang glider pilot Jim Tibbs still deploys a

relationship to the mountain changed when he was able to take to flight off The Whaleback and to experience Mt. Shasta from beneath a paraglider wing. Michael recalls the ecstasy of a special vista, from his paraglider perch, of Mt. Shasta washed red with evening’s Alpenglow. As only a handful of local pilots fly Whaleback, Michael is glad to have company; this

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year he has had plenty. He noted in late stalwart RVHPA pilots undertook epic tunities. Over half of all the Whaleback July, “Yesterday was the three-week anni- cross-country adventures across the broad flights recorded in Leonardo paragliding versary of the Whaleback road being open volcanic landscape to the east. Some of data base are new in 2010. from snow this year. There have been this surreal countryside, studded with Scott Harding made several daring more pilots and flights in this period, in bizarre volcanic features, such obsidian flights east. One flight carried him first my estimation, than all of last year.” glass hills, is among the least populated over thick forest, then the Medicine Lake 2010: A new era of epic flights. in the world. In late July magnificent shield volcano. Scott also filled in the Amongst all this flying activity, in- cloud streets stretched eastward across ParaglidingEarth Whaleback site with cluding hours-long glass-offs, several Northern California, boosting XC oppor- great information and links at http:// w w w.paraglidingearth.com/en-html/ index.php?site=9298. ParaglidingForum. com Leonardo records of his flights and others below are available at this site and may be studied in detail.

RVHPA cross-country champ Hayden Glatte unsurprisingly made the longest flight so far, a 121- mile epic to well east of Lakeview. Facing empty, volcanic terrain, untried LZs and county roads that sometimes carry only one vehicle per day, Hayden prepares carefully. In his words, “Flying this direction is a big commitment.

There is the very real possibility of landing out and spending a day or more walking.

I fly with a SPOT, overnight gear, tree gear, about three liters of water, and food.

A really good map of the area is essential, too, so you know what direction to walk

[left] Don Fitch snaps a self portrait. [bottom] Jules Danford over the Shasta Valley.

Precautions

if you land out.�

Peter Warren made many of the first cross-country flights. Ashland dentist Jared Anderson achieved his first big cross-country from the Whaleback in style. He reached maximum altitude of the bunch, ascending to 17,300 ASL, south of Klamath Falls. Greg Babush (VisionParagliding.com) flew to north of Goose Lake. Local instructor Brian Kerr (info@paraglideshasta.com) extended his personal best with a flight to lonely Merrill.

In addition to these notable crosscountry opportunities, very rewarding flights are also found closer to home.

Evening launches are often rewarded with glassy conditions of widespread smooth lift. Up-and-coming Portland pilot Deanna Hutchinson describes her first flight at the site: “Flew Whaleback in the shadow of Shasta yesterday. Reached over 11,000 feet and flew over the caldera.

Beautiful bliss.�

Like approaching a huge animal, “riding the Whale� demands respect. The enormity of the site presents many hazards to the free flight pilots. Scott Harding recently advised caution to RVHPA pilots heading down for afternoon flights, “Keep in mind that Herd and Whaleback are inland desert sites and mid-day you should expect very strong and turbulent conditions, an order of magnitude greater than what usually occurs at Woodrat, given the same conditions. Thermals equal turbulence and this can mean a great XC flight or you stuck in the air wishing you were on the ground.� At ParaglidingEarth he lists Whaleback’s weather hazards as, “Over development, cloud suck, strong desert conditions, dust devils, thermic LZ, and high winds.� Even evening glass-off flights can offer surprises; during a recent “glass-off,� a local pilot rode three episodes of 1,300 fpm lift.

Regarding cloud suck, grey-bottomed clouds have indeed vacuumed pilots up into their stormy centers. One pilot,

during the recent cross-country flights, “visited the white room� after coring a powerful thermal a mile-and-a-half below. A memorable incident happened in the early 2000’s when a local pilot, after launching The Whaleback, was sucked up into an actual cumulonimbus cloud. Giddy from hypoxia, he finally fought his way out of the thunderhead at icy altitudes, wing covered in hoarfrost. Shaking his wing free of ice, he then began the long descent between cumulonimbus columns stretching down miles, back to denser air and warm earth.

Density altitude is another hazard.

Remember the pilot’s maxim, High, Hot and Humid equals Humble Pilot.

Although the air is seldom very humid, launch sits a mile-and-a-half above sea level. During the summer flying season heating can be intense, increasing density altitude to several thousand feet higher than the nominal 7,430’ launch. The thin air increases the speed at which wings stall, lengthens launch run out and generally decreases paraglider performance.

In terms of micro-metrology of the

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site, a local pilot advises, “Whaleback doesn’t seem to get much effect from Shasta, except that if there is low pressure and the accompanying SW winds, it’s not launchable. East winds are completely unflyable. Sometimes the big valley gap between Whaleback and Shasta creates a strong venturi effect and can blow pilots way, way back. That’s why it’s good not to fly too far toward the mountain unless further out from launch.”

Whaleback pilots may also be sharing their thermals with sailplanes. The Siskiyou County airport, two dozen miles northwest of the Whaleback, is a regional sailplane base. The sleek aircraft use the Whaleback to gain altitude after crossing the Shasta Valley and often aim for the mountain when returning from crosscountry flights to the east. With their small forward profile and speeds of up to 120 mph, they could be a hazard. However, multiwingal sailplane and paraglider pilot Mallory Lynch has communicated with the sailplane community about increased foot-launched flight at the Whaleback and their pilots are on the lookout. Also, several powered aircraft have also flown

close over the Whaleback this summer.

The mail list RVHPA@yahoogroups.

Large airspaces to the east are Military com often has first-hand reports of Operations Areas (MOA).

Whaleback conditions, flight reports, and meet-up plans. A web page at http:// Logistics and Resources rvhpa.net/whaleback provides many links to various Whaleback resources including The Whaleback sits just a few miles east weather info and photo albums.

A great site introduction is available of Interstate 5. Driving north, take the Weed Central exit # 748 to US-97 to- at http://www.paraglidingearth.com/enwards Klamath Falls, Oregon. As you pass html/index.php?site=9298. around Mt. Shasta to the northwest, you With its high altitudes, The Whaleback drive through the remnants of the great has a short flying season. The road to prehistoric landslide. Twelve miles out of launch usually does not open until around Weed, the road to Grenada Junction on I5, the first day of summer and generally the route for southbound pilots, junctions closes with the snows of late October. on the left. Proceeding on US-97 another Other nearby flying sites are Herd 2.4 miles to Military Pass Road, turn to Peak, just north of US-97, off county road the right. The LZ parking area is ¾ mile A12, Woodrat Mountain (RVHPA.net) SE on left. Approaching from Oregon in southern Oregon and Hat Creek Rim, and points north on I5, take the Grenada 60 miles to the southeast.

Junction exit (#766) to road A12, which will intersect US-97.

To get to launch, at US-97 from its Don Fitch (call sign Donato) lives in Talent, junction with Military Pass Road, pro- Oregon and flies with the Rogue Valley ceed NE 2 miles to Deer Mountain Road Hang Gliding and Paragliding Association, on the right, marked with flag tape. About RVHPA. 7 miles in, take a right at a road marked with flag tape.

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Self Launching

Hang Gliding Technique

Photo by John Wright

by Dennis Pagen

I

f you live far from a flight park and have been flying for a long time, chances are drivers and launch assistants are as scarce as testosterone at a tea party. Our sig-others have long ago learned to dodge the offers to spend a pleasant day hanging out on the mountain enjoying the view. What to do? The answer is, learn to self-launch.

I have been in the above situation for over twenty years. I am often called on to launch last, by myself, since I am usually the most experienced (now senior) pilot. But others of my flying group do, too, and we all have developed the skill of self-launching to a high degree.

CAVEATS The first thing to note is that self-launching a hang glider in significant wind is an advanced skill. Furthermore, one man’s significant is another man’s over-the-top.

The success of self-launching depends on the strength of the wind, the amount of

wind variation (gusts) and the pilot’s skill. have wire assistance. In my view, wire asClearly, all competent pilots can self- sistants should release hold of the wires launch in zero wind or even 5 mph wind. before your run begins, in all but the As the wind speed increases, so, too, does windiest and gustiest situations. In fact, ground-induced turbulence, not to men- if I can’t stand holding my glider for a tion thermal gusts added on. Obviously second-or-two before running, I consider there’s a limit to every pilot’s ability to the conditions to be too gusty for safe safely self-launch. The trick is finding launching. The exception to this rule is and setting limits without having to ex- in stronger (but relatively smooth) condiperience them with bad results. tions, especially on a ramp or cliff. In that Another warning is that cliff launches case, a “twang” launch occurs, whereby (or gusty ramps) are generally not candi- the carefully trained and coordinated wire dates for self-launching, except in very assistants release at the same time and you light winds. The reason: the consequences get beamed upward by the Force. of a blown launch can be serious on a cliff.

In other words, in reasonable selfIf you are self-launching on a slope, you launch conditions, once you pick up the often can stop if things get out-of-whack glider and hold it steady, everything you when you start your run. Even if you can’t do is the same as with assisted launches. stop, a blown launch will often result Said another way, once the assistants have in glider damage, rather than human released you, you are on your own and, damage. But, either way, the goal should essentially, you are self-launching. Of always be perfect launches, whether self course, they are there to grab a wire if the or assisted launching. glider gets out of whack just before you run, but once you start the first step, wire assistants are out of the picture and self or TECHNIQUE First, let’s look at what we do when we assisted launches proceed the same.

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that the wind is slowed or still next to the trees, especially if it is crossing a bit from the side you are on. So the wing more towards the center of the slot “sees” more wind. Carrying the glider with that wing angled back keeps it from lifting and, GETTING TO LAUNCH in general, the whole glider is At some launches, the process in lighter winds than when of moving the glider to launch carrying it in the center of the is what takes the most skill and slot. Once I am nearly even care. The difficulty and care with the launch point, I move required increases with the the glider straight across the square of the wind strength. slot, gradually straightening If you are straight behind the out the yawed back wing for launch point and the wind is equal airflow. I often use this smooth, often you can simply carry the glider directly into the wind, ders and reestablishing firm control. It trick in strong or gusty conditions.

A second trick I have used is to pull floating it a bit to help your back. But is sometimes useful to place a foot and in gusty conditions, stronger wind, or, if weight on one side of the base tube if it quite a bit of VG when carrying the glider. you are coming in from the side, you may is not level (a wing is up) once you set it This trick is especially useful for gliders down, all the while leaning and pushing with high sprogs, because the sprogs tend have more trouble.

In the above cases, the best technique forward. In windy or gusty conditions, to pitch the nose up in gusts. Pulling ¾ is to carry the glider in small steps. Once the distance I move the glider with each VG or so lowers the sprogs and greatly a wing gets lifted, most of us know how step may be only a foot or two. On the reduces the chance of getting the nose difficult it is to get it back down. The idea other hand, if I have the glider up and it is too high, especially when you are holding the glider on the ground. Caution: be is to prevent it from getting lifted in the still steady, I’ll continue to move it.

One trick I have learned for slot launch- sure to back the VG off to its launch posifirst place. I do this by lifting the glider, carrying it for a distance and setting it es is to carry the glider close to one side of tion, once you have reached your launch back down to level the wings, pushing the slot, with the wing closest to the trees point, or any turning effect will be hard forward on the uprights with my shoul- a bit forward (see figure 1). The idea is to counteract as you launch. If I have a So, essentially the art of selflaunching involves self-carrying the glider to launch and picking it up and holding it, once at the launch point. Let’s look at each of these tasks in turn.

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choice, I’d rather be compromised on the ground than compromised in the air.

On at least one occasion, I experienced a sudden increase in the wind when I was part- way to launch. I was essentially pinned, because I couldn’t move the glider. All I could do was lean into it to try to keep the wings down, with one foot on the base tube, as gusts tried to lift one side or the other. What I discovered was another trick: It was easier to move the glider directly sideways, even when I was in the defensive “push forward” position. I moved the glider to the side of the slot where the wind was less and waited out the conditions.

A decision that must be made is whether or not to hook in before carrying the glider.

Here’s the reality of the situation: if you are hooked in and a wing gets lifted hard, you may be more or less skee-rued.

What usually happens is the lifting wing forces the other one to the ground and you are pinned. If the high wing continues to lift, you will turn turtle. If you don’t have help (that’s why you are self-launching), you may have a hard time unhooking. In any case, your glider may suffer damage.

I know a pilot who had this happen on a steep slope. He had a topless glider, which is a pretty good facsimile of a toboggan when it is upside down. He ended up sliding all the way down the hill into the trees. The glider was totaled.

So, if I have any doubt about the conditions, I prefer to carry my glider to launch unhooked and, generally, with the harness off for more agility. Usually, I first place the harness strategically at the launch point, and then go get the glider.

Once I have the glider where I want to launch, I turn it sideways to the wind, turning it enough so the upwind wing doesn’t get lifted. Then I get into the harness and hook in, perform my first hook in check (walk through) and prepare to turn the glider into the wind (more on hook in checks below).

To get the glider straight into the wind, I use a method similar to that of turning a glider to unhook in high wind. I keep the upwind wing very low to the ground as I pivot it and then gradually level the wings as the glider comes around into the wind.

HOOK IN CHECK firmly grasping it in the grapevine grip Probably the most important matter in with the keel at an attitude to provide this whole procedure is to be certain that little pitch force. Next, check the wind you are hooked in to the glider. The added for smoothness and strength. If indicatension and attention associated with tors ahead don’t look smooth or mellow, self-launching can be distracting, so it is don’t pick up. Once things settle down, even more important to have checks and pick the glider up immediately. Pick it up double checks. If you carry the harness near the beginning of a good cycle, not and glider to launch separately, I recom- towards the end or in the middle (unless mend hooking the harness to the glider cycles are very long). Pick it up with the first, then climbing into the harness. If expectation that you will launch immeyou hook in before carrying to launch, it diately, so balance the wings and set the is important to do a walk through hook in nose position with no delay.

It is a bad habit to stand too long holdcheck. Then, when you get the glider level to carry it, lift it to feel the harness straps ing the glider before launching in most tugging you—a backup hook in check. conditions. When you are self-launching, Sometimes fellow pilots will yell or radio it is a dangerous habit. If the glider is down to “Hook in!” but we can’t rely on balanced, there is nothing to be gained such reminders. Self-launches must have by standing there. Presumably, you have a foolproof hook in procedure or we already determined the current condition will be proof that fools exist. It is good to be reasonable for launching. So pick Christian behavior for the pilots who are it up, balance and start your run. If you flying to hang around launch to witness feel something going out of balance, or the self-launcher’s takeoff to assure there you can’t balance it in the first place, SET THE GLIDER DOWN. Without delay. isn’t a problem.

This procedure is extremely important in a self-launching situation. I have picked LIFTING THE GLIDER Once you are at the desired launch point, my glider up and set it down multiple all that remains is a careful assessing of times when self-launching—not out of the conditions and then picking up and insecurity, but for security. If the glider running into the air. There is a bit of tech- gets too far out of whack, you’ll never be able to get it back without luck or divine nique to learn here.

First, your assessing of the conditions providence.

Sometimes, in varying conditions I should begin as soon as you reach launch and continue throughout the whole may pick the glider up as a test, fully exprocess of setting up and helping others pecting to set it back down. What I am launch. Important observations are the trying to feel is the reliability of launchlength of time between gusts and good able conditions. If I can’t hold it steady for launch cycles and the strength of the peak a few seconds, perhaps there isn’t enough winds. My personal guideline for self- vanilla air to allow a safe launch. In any launching is to accept wind that’s about case, once I decide to commit to launch, 5 mph less than I would launch in with a I pick the glider up, feel it for a second wire assist. I also want less gustiness than or less, and then lope off the hill into the when a wire crew is available. If these sky. My strong words of advice: he who conditions aren’t available when I arrive hesitates is toast.

Self-launching is one of the more fun at launch, I may not even set up, to avoid temptation (Plato said, “Know thyself”). things you can do by yourself, if you learn In any case, sometimes we have reverted a few tricks. Self-reliance has its rewards. to plan B: everyone flies except the self- But it also has a requirement to be extra launcher, and the first one or two pilots cautious and attentive to details. One last who land quickly drive a car up and help bit of advice: If you ever find a significant the final pilot off. This practice means other who enjoys carrying/launch assistthe last pilot may fly alone at the end, but ing/driving, that’s a very significant other. often the earlier launchers hang up there Keep her/him happy, well fed and by your side. until everyone’s itch is scratched.

Second, picking up the glider involves

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Turning My World

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Hang Gliding & Paragliding | www.USHPA .aero

UPSIDE G

Down

by RyanVoight

oing through old hang gliding movies, I’m mesmerized when I come across “old school” aerobatics.

I’m awestruck by the guys who are capable of doing so much with so little. They’re flying gliders that would struggle to out-perform today’s entry level wings. These guys dive HARD… they climb, roll… Dan Racanelli’s getting WAY upside down in 1982.

Then I scrounge through our old family home videos… I find footage of my dad, doing the same thing in the late 80’s. I find a tape of Mitch McAleer visiting Ellenville… must be 1986… I’m two in the video.

Mitch is doing beautiful straight-over-the-top loops right in front of launch. A familiar voice is yelling “Ryan, look! Mitch is doing loops!” I pause the video. Was that my MOM?! Rewind. Yes, it’s mom!

“Look, Ryan!” she yells again, “LOOPS!” My entire life obsession suddenly makes perfect sense. I grab another VHS. This one is labeled Ryan’s First Flight. Press play. Ok, little me, four years old. Putting on my harness. Running around with a harness on. Fast forward. Ok, now my dad is hooking me in to the glider and I lay down in the harness. I reach and put my hands on the basetube and smile like a kid on Christmas. Then I pull the bar in as far as my little arms can manage and ball up—just like Dan Racs, just like Mitch. Clearly I’m already obsessed.

Amused by what I’ve discovered, I move forward in the video collection to 2001. I’m 16, doing 120 degree wingovers, practicing entry and exit headings. Holy crap, I say to myself. I dig into my own footage

[opposite] John Heiney over the top. [above] John Heiney throwing down above BayFair. Photos by John Heiney.

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[clockwise from upper left] John Heiney at the Miami Airshow | photo

by John Heiney. Reserve deployment | photo by Mitch McAleer. Low loop over the LZ at Elsinore | photo by Mitch McAleer.

Zac Majors throwing down over Telluride, Colorado. [opposite] Mitch McAleer looping over Elsinore.

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archive from the 2008 Wings Over Wasatch Aerobatics Clinic with Mitch McAleer and watch my routines.

Looks like I’m not doing much steeper maneuvers than in 2001! What gives?! But I remember my dad’s advice. “ Take as long as it takes; don’t rush it. You’ll know when you’re ready,” he said.

I’m ready, I tell myself. Every time I go flying, I say, “This is it!” I do a mild stall, pull in, ball up. I’m diving HARD… 50, 60, 70, 80, 90+ miles per hour. I un-ball-up, the glider begins to pitch towards blue sky. As things slow down, I freak and roll hard. Another “perfect” 160-degree wingover with more upside down time than Shawn White in a half pipe. What is wrong with me?! I must not be ready. Keep practicing, I tell myself.

2009 I get an outstanding day with Dangerous Dave Gibson and the legendary John Heiney. We’re all throwing down the best we’ve got. I still can’t muster the brass to go straight over, although I’m getting about as close as you can get without actually doing it. In the LZ, John explains that it actually takes more energy to roll as late as I’m rolling, and it would be SAFER to go straight over. My mind is blown again.

Hang Gliding & Paragliding | www.USHPA .aero

Hang Gliding & Paragliding | www.USHPA .aero

59

I’m speechless. I continue to pump myself up. I try to commit to doing it. “THIS IS IT!” I say. I dive… I roll out. What’s my problem?!

Aerobatics Clinic 2009 with Mitch. Been hard at work, concentrating on everything Mitch had proscribed the year before. Thinking about everything John said. Thinking about my dad’s advice: when you’re ready, you’ll know. In the clinic, Mitch tells me I’m ready. He says I’m practically looping already; they’re just crooked to one side or the other. I feel great. I go out to straighten out my loops. I dive, I climb towards a beautiful blue sky. I roll. Wait… I roll?! Aw hell! Still can’t quite make myself do it.

By this point, all my friends and fellow pilots know I’m obsessing. It’s all I talk about. Every time we fly I say, “Today’s the day.” Every time we fly, I don’t do it. They’re sick of hearing about it. I’m sick of hearing… even thinking about it. I haven’t had a full night’s sleep in weeks. I’m actually losing sleep over this?!

3 AM and I’m on Wikipedia looking up an entry titled OBSESSION. I’m one sick puppy, and I know it.

But there’s only one cure for what I have…

Tired, frustrated, and utterly at my wit’s end, I go flying. I do something I haven’t done before. I tell my girlfriend to leave work early, today is the day, and I want her there. She’s been surprisingly supportive of this whole endeavor, even though it’s been continuous throughout our 5+ years together. I’m in the air, with Dangerous Dave Gibson, and I see a familiar car pull in to the North Side parking lot. She’s here... time to show the woman I love what I’ve got.

I check for traffic—all clear. I look for Dave. He’s directly overhead. I think he knows I’m ready. I dive

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Hang Gliding & Paragliding | www.USHPA .aero

[opposite top] John Heiney on tow. [left] John Heiney landing at the Miami Airshow. Photos by John Heiney.

for what feels like forever. I tell myself it’s now or never, and never isn’t an option at this point. I remember to follow Dave’s advice…I don’t hold my breath, exhale as I relax my arms and slowly, gradually, let the bar come back out to trim. I’m climbing like a rocket ship and see nothing but blue sky. I look out past my wingtip and can barely see the horizon because my wing is blocking my view. Yup, I’m definitely upside down. I grip the base tube and wait. Was I going fast enough? Was my pitch rate too fast, and I lost all my energy? Did I pitch too slowly, and not have enough energy? As I’m looking at the center of my base tube, I see Dave. He was above me, now he’s below me… well, still higher than me… but my world is upside down.

As time seems to speed back up to something resembling normal speed, I see the ridge come into view.

God, that felt good! I pull in; I’m now diving again. I relax, exhale, around I go again. This time I notice I’m not perfectly upside down. Third time’s the charm. I dive, relax, exhale, over I go… I see blue sky past my nose cone; then the world I know comes back into view. This time I was straight as hell over. Mitch has never been straighter.

I’m getting wicked dry mouth, but I can’t stop smiling. I guess I should land. I’m scaring people as I come weaving through traffic with an ear-to-ear grin on my face….they think I’ve finally lost it! I try to quell my excitement long enough to stick a landing. Desiree is there to greet me. Jackson the dog runs up to me as if he understands the burden that’s been lifted. It’s then that I realize I didn’t just succeed in turning my world upside down. My obsession turned my world upside down a loooong time ago. I just successfully set things right again. That night I slept like a baby.

If anything, this article should demonstrate the desire, the passion, the irrational obsession required to pursue aerobatic flight… if you can live without aerobatics in your life, please do! Aerobatics aren’t for everyone. To do them properly requires many, many years of hard work and practice. This article was written for entertainment purposes only and should by no means be regarded as an instructional resource. If you must partake in aerobatic flight, professional instruction is available and strongly encouraged.

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61

GALLERY |

[above] David Aldrich sneaks a flight in while the sun is up at Marina. [right] David Aldrich on his first wing, his first trip to Big Sur. [opposite, top] David Aldrich with an aggressive launch at Yosemite. [bottom] Dan Deweese makes the left turn at Yosemite (Photo

by Ashley DeWeese with John's camera).

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John Wright

[clockwise, from above] Alan Crouse runs off the new ramp at Dunlap, CA. Don’t listen to the flags, they lie (pilot landed well at Andy Jackson Flight Park).

Steve Corbin brings his Harrier home. Dan Deweese steps off into paradise at Yosemite (photo by Ashley DeWeese with John's camera). Ghost pilot near Fort Funston. [center] Peter Swanson on approach with a camera on his head.

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Hang Gliding & Paragliding | www.USHPA .aero

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Apply today at: http://www.cardpartner.com/app/ushpa The USHPA Visa card program is operated by UMB Bank, N.A. All applications for USHPA Visa card accounts will be subject to UMB Bank N.A.'s approval, at its absolute discretion. Please visit www. cardpartner.com for futher details of terms and conditions which apply to the USHPA Visa card program. Donation made when card is used once within 90 days of issuance. After this period a low variable APR will apply.

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A

RUFF LANDING t Andy Jackson Flight park in San Bernadino, California, photographer John Wright captured Dan Deweese picking up some final approach tips from his mentor, Shilo The Wonder Dog.

DON’T MISS OUT. BE SURE TO RENEW.

Be sure to renew your USHPA membership before it expires to take advantage of online renewals and participate in the USHPA Green Initiative. Online renewal is only available to current members. Expired members will not have access to online renewal.

NO LONGER FLYING? Become a

Contributing Member Participate in elections!

Receive the monthly magazine!

Application at

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1-800-616-6888 Interested in joining USHPA? Download an application at www.ushpa.aero/forms or call 1-800-616-6888 Hang Gliding & Paragliding | www.USHPA .aero

67

DISPATCH

C A L E N D A R

&

C L A S S I F I E D

clinics & tours NOVEMBER 2-15  Owens Valley, CA. Learn about the sites, thermals and XC potential with the local who has 25 years of experience flying the Owens Valley!!! More Information: Kari Castle, 760-9200748, or kari@karicastle.com. november 5-7  Instructor Certification Clinic with Rob Sporrer of Eagle Paragliding in Santa Barbara, California. 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 8-9  Tandem Paragliding Clinic with

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

january 1 - april 7  Costa Rica. Come para-

November 10-29  Iquique ,Chile. Join Luis

JANUARY 5 - 15  Governador Valadares, Brazil.

One of the best known world class flying sites. Fly GoVal for 999$ for ten days. All your flying needs provided by Bi Wingual and Bi Lingual Adventure Sports Tours. Master rated advanced instructors make your trip worthwhile. Whatever your goals from novice to competition, it’s available. Best times to fly are JanMay. The 5th through the 15th of each month we will have tours. GV is a fun, flying friendly town with all the conveniences. Accommodations to suit your individual lifestyles are also available. For specific info, dates, times and group rates contact: Ray Leonard at skybirdwings@hotmail.com.

November 13- APRIL 9  Valle de Bravo, Mexico.

JANUARY 2-9  Manzanillo, Mexico. P3 pilots join us for thermal flying, ridge soaring and beach landings. Great place to bring the family as they can enjoy the beach while you fly in shorts and t-shirts.

Airport pickup, private hotel room, breakfast, and guiding & coaching during 6 days of flying for $1,500. Details at http://www.parasoftparagliding. com/travel/iguala%20 _ mexico.php

DECEMBER - APRIL  Yelapa, Mexico. Come TOW

JANUARY 9-16 & 16-23  Valle de Bravo, Mexico.

Come join adventure paragliding for an unforgettable week long trip in Valle de Bravo, Mexico. We will focus on xc and thermal skills for beginner to advanced pilots. 1600 dollars includes airport transport, breakfast and dinner, accommodation in a very luxurious lake house with pool, transport between sites, and instruction. We have 12 years of flying expierience in Valle. Please contact Pine at 970-2741619, or visit www.adventureparagliding.com.

Yet again we offer week-long packages for all levels of HG and PG pilot. Winter flying fun and excitement with the longest running tour operator in Valle de Bravo. We’ve helped pave the way for the others but our knowledge can’t be beat. More Information: Jeffrey Hunt 512-656-5052, jeff@flymexico.com, or www.flymexico.com

in paradise. We are offereing siv/acro clinics during the winter months in beautiful Yelapa. We have a great line-up of world class instructors, and state of the art equipment. Also a great place for non-flyers.

More Information: Les Snyder, +52 322 209 5174, stingertail23@cs.com, or www. ascensolibre.mx.

december 12-13  Thermal and XC Clinic with

Rob Sporrer of Eagle Paragliding in Santa Barbara, California. This two-day 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.

Hang Gliding & Paragliding | www.USHPA .aero

DEcember 19 - 31 and January 1 - 15  Capetown, South Africa. Join Charles Kirsten and Craig Papworth on safari in South Africa, flying the legendary sites of Cape Town, The Wilderness, and Graaff Reinet. 14 days and 13 nights. All accommodation with breakfast, ground transport, retrieves, airport pick up and guiding. Pilots $1990 and $1550 non pilots. Contact Charles at dragonfly@sopris.net or Craig at craigpapworth@gmail.com or www.paraworth.com.

november 9-16 &/or nov 18-25  Iquique, Chile. Join Ken Hudonjorgensen, and local guides. A great trip to what many pilots consider to be the best place to fly in the world, certainly more consistent than any place I have ever flown. Phone 801-5723414, or email twocanfly@gmail.com. More info: www.twocanfly.com.

Rosenkjer and Todd Weigand to fly the never ending thermals of the Atacama Desert! Soar endless sand ridges high above the Pacific Ocean, then land on the beach next to our 4 star hotel. As Chilean open distance record holders and Iquique Competition Champions, Luis and Todd also have 15 years of combined guiding experience in Iquique! A variety of trips for all levels, plus XC guiding, Acro displays, and master kiting tips! The conditions are so good at this time of the year that we guarantee you will fly everyday or get money back! More Information: www. paraglidingtrips.com.

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DECEMBER 12 - JANUARY 30  Valle de Bravo, Mexico. Fly south this winter! Improve your thermal and x-c skills with U.S. record holder David Prentice.

Seven to fourteen day trips flying one of the most consistent flying sites in the world. Airport pick-up/ drop off, lodging, transportation, guiding, x-c retrievals included. To sign up or for more info earthcog@ yahoo.com, or call (505)720-5436

glide in Costa Rica with Advanced Instructor and veteran guide Nick Crane. Week long tours run from January to early April. Small groups, great flying More Information: Nick Crane 541-840-8587, nick@paracrane.com, or www.costaricaparagliding.com.

february 2-7  Southern Cal. flying trip. Join ken Hudonjorgensen on a trip to thaw out your bones and get your flying brain cells activated and ready for the new flying season. Phone (801) 572-3414, or email twocanfly@gmail.com. More info: www. twocanfly.com.

DEcember 15 - february 28  San Juan Cosala, Mexico. FlyBC’s Mexico Winter Tours start in Guadalajara and surrounding sites. Weekly tour packages for Beginner though to Advanced PG Pilots.

Train to become a Novice/P2 pilot in sunny Mexico on your vacation with an Advanced USHPA Instructor with 15 years experience. On alternating weeks we provide Guiding and Intermediate to Advanced Instruction at some of the most beautiful sites in Mexico. More info: www.flybc.org/tours.htm, or call Jim at 604-618-5467.

FLEX WINGS Wills Wing Falcon Tandem 225 HG - White/ Yellow, less than 50 hours, excellent condition, keel is reinforced for trike. Flys awesome,never crashed. $1995. 714-350-7860, turbobobryan@att.net.

A GREAT SELECTION OF HG&PG GLIDERS (ss, ds,

pg) -HARNESSES (trainer, cocoon, pod) -PARACHUTES (hg&pg) -WHEELS (new & used). Phone for latest inventory 262-473-8800, www.hanggliding.com

BUSINESS & EMPLOYMENT

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 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.hanggliding.com

SCHOOLS & DEALERS

TORREY PINES GLIDERPORT - 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, paramotor instruction, SIV clinics, cross country clinics, tandem instructor clinics, paragliding instructor clinics, and a fully staffed cafe. We also have an extensive glider sport shop offering parachute repacks and full-service repairs. We are importers for Paratech, Ozone, Skywalk, Independence gliders and are dealers for all brands! We also carry an extensive certified used inventory of gliders and harnesses.

We are the primary Ki2Fly dealer, and also carry AustriAlpin, Crispi, Black Hawk Paramotors, and too much more to list! Check us out online at: www. flytorrey.com, or give us a ring at 1-858-452-9858.

ALABAMA

WINDSPORTS - Don’t risk bad weather, bad

Life Insurance for Pilots - Inexpensive life

insurance is indeed available to U.S. Residents that will protect your loved ones with complete coverage, Term or permanent life. Includes coverage while Hanggliding or Paragliding without exclusion. Call 619-721-3684 or email doug@8financial.com for more information. Ca. ins lic 0b18364

PARAGLIDERS 2009 Icepeak 3 - 29 meter comp wing - less than

50 hours. $1895. Awesome glider. White/Gray 714350-7860 turbobobryan@att.net

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.

CALIFORNIA 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 the

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

FLY ABOVE ALL - Year-round instruction in beautiful

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

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

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instruction 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 GUNNISON GLIDERS – Serving the western slope.

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

FLORIDA FLORIDA RIDGE AEROTOW PARK - 18265 E State

Road 80, Clewiston, Florida 863-805-0440, www. thefloridaridge.com.

Hang Gliding & Paragliding | www.USHPA .aero

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Supe r Fly GTX

GRAYBIRD AIRSPORTS — Paraglider & hang glider 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.

(sky GTX also available)

apexbase.com 951.940.1324

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.

Quest Air Hang Gliding - We offer the best instruction, friendliest staff, beautiful grounds with swimming pool, private lake and clubhouse, lodging, plus soaring in our super-famous, soft, Sunshine State thermals. Come fly with us! 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:1-800-WALLABY wallaby.com 1805 Deen Still Road, Disney Area FL 33897

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

MICHIGAN Cloud 9 Sport Aviation (hang gliding equipment), North American Soaring (Alatus ultralight sailplane and e-drive systems), Dragon Fly Soaring Club (hang gliding instruction), at Cloud 9 Field, Webberville, MI.More info: (517) 223-8683, Cloud9sa@aol.com, www.DFSCinc.org.

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 JERSEY Pennsylvania Paragliding - Best paragliding

instruction in the NE. 1.5 hours from NYC and Philadelphia. Training hill and towing. 17 Years of combined experience. www.pennsylvaniaparagliding. com( 610)392-0050.

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

HAWAII PROFLYGHT PARAGLIDING - Call Dexter for 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 -

Michigan

See Cloud 9 in

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.

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Hang Gliding & Paragliding | www.USHPA .aero

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.

Let's Go Paragliding LLC - Paragliding flight school offering USHPA-certified instruction for all levels, tandem lessons, tours, and equipment sales. www.letsgoparagliding.com, 917-359-6449.

Pennsylvania Paragliding - Best paragliding

instruction in the NE. 1.5 hours from NYC and Philadelphia. Training hill and towing. 17 Years of combined experience. www.pennsylvaniaparagliding. com( 610)392-0050.

PLANET PARAGLIDING - New York City area's finest instruction. Come fly with us. Beginner through advanced instruction. Best prices on new gear. Bill 203-881-9419, 203-206-3896, www. planetparaglidingtours.com.

SUSQUEHANNA FLIGHT PARK COOPERSTOWN, NY.

160' training hill with rides up. Mountain site. Bunk house. Camping. Contact info: home (315) 866-6153 cell (315) 867-8011. dan@cooperstownhanggliding. com, www.cooperstownhanggliding.com.

NORTH CAROLINA 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-FLY-THIS, www. kittyhawk.com

Michigan

/ region 4 area. Certified HANG GLIDING instruction, sales, service. World class training hill! Tours of Utah’s awesome mountains for visiting pilots.

DISCOUNT glider/equipment prices. Glider rentals.

Tandem flights. Ryan Voight, 801-599-2555, www. wingsoverwasatch.com.

VIRGINIA BLUE SKY - Full-time HG instruction. Daily lessons,

OHIO CLOUD 9 SPORT AVIATION -

WINGS OVER WASATCH HANG GLIDING - Salt Lake

See Cloud 9 in

PENNSYLVANIA Pennsylvania Paragliding - Best paragliding

instruction in the NE. 1.5 hours from NYC and Philadelphia. Training hill and towing. 17 Years of combined experience. www.pennsylvaniaparagliding. com( 610)392-0050.

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

tours, rentals, tandems, HG and PG classes, H-2 and P-2 intensive Novice courses, full sales. 787-8500508, tshg@coqui.net.

scooter, and platform towing. AT towing part time.

Custom sewing, powered harnesses, Aeros PG , Flylight and Airborne trikes. More info: (804)2414324, or www.blueskyhg.com

WASHINGTON AERIAL PARAGLIDING SCHOOL AND FLIGHT PARK

- Award winning instructors at a world class training facility. Contact Doug Stroop at 509-782-5543 or visit www.paragliding.us

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

FLYLASALINA.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.

Chattanooga. Become a complete pilot -foot launch, aerotow, mountain launch, ridge soar, thermal soar. hanglide.com, 1-877-HANGLIDE, 877-426-4543.

Rooms, and/or guide service and transportation.

Lessons available from USHPA certified instructors.

USA: 908-454-3242. Costa Rica: (Country code, 011) House: 506-2664-6833, Cell: 506-89508676, www.paraglidecostarica.com<http://www. paraglidecostarica.com>

TEXAS

MEXICO - VALLE DE BRAVO and beyond for hang

TENNESSEE LOOKOUT MOUNTAIN FLIGHT PARK - Just outside

FlyTexas / Jeff Hunt - training pilots in Central

Texas for 25 years. Hangar facilities near Packsaddle Mountain, and Lake LBJ. More info: 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 801-5766460 if you have any questions.

Super Fly Paragliding – Come to world famous

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. 801-255-9595, info@superflyinc.com , www.superflyinc.com.

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

PARTS & ACCESSORIES All HG Gliderbags, harness packs, harness

zippers and zipper stocks. Instrument mounts and replacement bands. Mitts, straps, fabric parts, windsocks, radios. Gunnison Gliders. Contact at (866)238-2305

Flight suits, Flight suits, Flight suits,

Warm Flight suits, Efficient Flight suits, Light weight Flight suits, Flight suits in twelve sizes. Stylish Flight suits. More info: www.mphsports.com, (54) 702-2111 FOR ALL YOUR FLYING NEEDS - Check out the Aviation 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.

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.

HALL WIND METER – Simple. Reliable. Accurate.

Mounting brackets, control-bar wheels. Hall Brothers, PO Box 1010, Morgan, Utah 84050. (801) 829-3232, 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 SPECIALTY WHEELS for airfoil basetubes, round

basetubes, or tandem landing gear.(262)473-8800, www.hanggliding.com.

PUBLICATIONS / ORGANIZATIONS SOARING - Monthly magazine of The Soaring Society

of America Inc. Covers all aspects of soaring flight.

Full membership $64. SSA, PO Box 2100, Hobbs NM 88241. 505-392-1177, ssa.org.

REAL ESTATE Woodrat Mountain Custom Home - S.Oregon

3bed/2bath 2101 sqft 2.7ac. Across street from winery LZ. Clear view of launches. John Ivey, 541941-2415, johnivey@email.com, Windermere/ Investors Marketplace.

SERVICE CLOUD 9 REPAIR DEPARTMENT - We staff and

maintain a full service repair shop within Cloud 9 Paragliding; offering annual inspections, line replacement, sail repair of any kind (kites too!), harness repairs and reserve repacks. Our repair technicians are factory trained and certified to work on almost any paraglider or kite. Call today for an estimate 801-576-6460 or visit www.paragliders. com for more information.

Get your annual inspection, repair or reserve

repack done quickly and professionally. Super Fly does more inspections, repairs and repacks than any service center in North America. Call or email for details and more information. 801-255-9595, info@ superflyinc.com.

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 (208) 554-2243, pricing and service request form available at www. risingair.biz, billa@atcnet.net.

WANTED WANTED - Used variometers, harnesses, parachutes, helmets, etc. Trade or cash. (262) 473-8800, www. hanggliding.com.

Hang Gliding & Paragliding | www.USHPA .aero

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Launching Dunlap | photo by John Wright.

WANTED - New or used apparel with old USHGA logo / artwork. Size L. Please contact Theodore at (530) 222-2447

STOLEN WINGS & THINGS STOLEN PARAGLIDING GEAR - Van broken into at a

truck stop in Buttonwillow, CA and all my paragliding gear stolen. UP Everest med harness, Niviuk Hook wing small s/n DZ1110, Ozone Rush2 wing med s/n R2M-K-33B-005, UP profile reserve 20 parachute, Flymaster B1 variometer, SOL flight deck, Garmin GPS 72, Yeasu FT60 radio, ICOM 2200h 50 watt mobile radio. Contact Forrest Brault at boatguardian@ hotmail.com, or (530) 533-5018.

STOLEN - Dual Tow System - Stolen from my home (Tuscon, AZ) in May, system was mounted on a trailer. Scooter tow system is powered by a 150 Honda engine, removed from the original scooter, mounted in a two inch square tubular frame. Fair lead is mounted on three feet of 2” square tubing and is removable. Handle bars are removable they mount on a plate and tubing standoff. Platform tow system has an aluminum hub, belt drive electric rewind motor, flexible hydraulic line to pressure gauge/release, mounted on a plate. Both systems have purple spectra line on them. If you need more info give me a call , I have pics. Vehicle seen leaving the area silver/ gray Ford expedition. Trailer was recovered systems were not. Any help finding my Tow System would be greatly appreciated. Eric 520-405-3814

Introducing the new USHPA custom Visa Platinum Rewards Card.

The card with Flare.

Submit your own image or choose one of these custom USHPA Platinum Rewards Cards.

Use your own photo.

Apply today at... http://www.cardpartner.com/app/ushpa More details in the full ad on page 66.

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Hang Gliding & Paragliding | www.USHPA .aero

ADVERTISERS Apex Base . . . . . . . . . . . . . . . . . . . . . . . 70 Ascenso Libre . . . . . . . . . . . . . . . . . . . . 49 Cross Country Magazine. . . . . . . . . . . . 52 Flytec - Blueeyes. . . . . . . . . . . . . . . . . . 70 Flytec - 6020. . . . . . . . . . . . . . . . . . . . . 69 Flytec. . . . . . . . . . . . . . . . . . . . . . . . . . . 80 Foundation for Free Flight . . . . . . . . . . . 13 Kitty Hawk Kites . . . . . . . . . . . . . . . . . . 19 Lookout Mountain. . . . . . . . . . . . . . . . . 69 Moyes. . . . . . . . . . . . . . . . . . . . . . . . . . 69 North Wing. . . . . . . . . . . . . . . . . . . . . . .21 Ozone Paragliders. . . . . . . . . . . . . . . . . . 2 Parasupply. . . . . . . . . . . . . . . . . . . . . . . 70 Parque Aventuras La Ceja. . . . . . . . . . . 11 Sky Wings Magazine. . . . . . . . . . . . . . . 23 Soaring Society of America. . . . . . . . . . 73 Sport Aviation Publications . . . . . . . . . . 54 Superfly. . . . . . . . . . . . . . . . . . . . . . . . . 17 Thermal Tracker Paragliding. . . . . . . . . . 15 Torrey Pines. . . . . . . . . . . . . . . . . . . . . . 79 Traverse City HG & PG. . . . . . . . . . . . . . 49 US Parachuting Association. . . . . . . . . .51 Wills Wing. . . . . . . . . . . . . . . . . . . . . . . . 5 USHPA | 2011 Calendar . . . . . . . . . . . . 45 USHPA | Visa . . . . . . . . . . . . . . . . . . . . 66

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HANG GLIDING RTNG REGN NAME

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-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

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1 2 2 2 2 2 2 3 3 3 3 3 3 5 5 5 5 6 7 7 7 7 8 9 9 9 9 9 9 10 10 10 10 10 10 10 10 10 10 10 10 10 12 12 12 12 12 12 13 13 13 13 1 2 2 2 2 3 3 3 5 5 5 5 6 6 6 7 7 7

CITY

Stephan Forslund Portland Alan Jones Las Vegas Joseph Villaflor Daly City Jeremy Ertl Santa Cruz John Bianchi Reno Aaron Kirschen Santa Cruz Jim Pumaras Daly City Kevin Kernohan Granada Hills Diego Miralles Altadena Dennis Duvall Crestline Laura Rice Los Angeles Grace Hahn Santa Monica Warren Latto Encino Kevin Finster Emmett Gabriel Staples Emmett Bill Percoski Emmett Logan Staples Emmett Britton Shaw Fort Smith Kenneth Durrance Ft Atkinson Gregory Rochon Lansing Robert Cooper Ypsilanti Bradley Henrich St Cloud Eric Klatt Gardner Daniel Zegers Lakewood Garrick Mason Carrollton Elana Cain Virginia Beach Paul Cain Virginia Beach Jeffrey Luzenski Zionsville Valerie Hamilton Zionsville Robert Webster New Bern Duane Rodgers Sharpsburg Nicholas Rodgers Sharpsburg Cameron Beem Apison Johnny Brown Chattanooga Joshua Ciminnisi Newnan Kevin Curtis Locust Robert Dichiara Powder Springs Kent Dowis Peachtree City Elmer Macopson Jr Marion Timothy Painter Ringgold Charlton Webster New Bern Morgan Webster New Bern Robert Whiting Bullville Leonard Silberman Suffern Bryan Van Ost Hoboken Deanna Helm Schenectady Thomas Murray Queens David Burkart New York Steven Boost Lasalle, Que John Barnes Stockport Maxim Khokhlov Haifa Natalie Blouin Lasalle, Que Stephan Forslund Portland Chris Weisiger Pacifica Ananth Vikram Bommireddipalli Fremont Robert Booth Dublin Aaron Kirschen Santa Cruz Kevin Kernohan Granada Hills Diego Miralles Altadena Warren Latto Encino Kevin Finster Emmett Gabriel Staples Emmett Bill Percoski Emmett Logan Staples Emmett Britton Shaw Fort Smith Tim Gaidis St Louis Wolf Gaidis St Louis Kenneth Durrance Ft Atkinson Gregory Rochon Lansing Robert Cooper Ypsilanti

STATE RATING OFFICIAL

RTNG REGN NAME

CITY

STATE RATING OFFICIAL

OR NV CA CA NV CA CA CA CA CA CA CA CA ID ID ID ID AR WI MI MI MN MA PA VA VA VA PA PA NC GA GA TN TN GA NC GA GA NC GA NC NC NY NY NJ NY NY NY

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-2 H-2 H-3 H-3 H-3 H-3 H-3 H-3 H-3 H-3 H-3 H-3 H-3 H-3 H-3 H-4 H-4 H-4 H-4 H-4

St Cloud Bridgeport Providence Meriden Gardner Mclean Lynchburg Carrollton Virginia Beach Virginia Beach New Bern Sharpsburg Sharpsburg Holly Springs Apison Chattanooga Newnan Locust Powder Springs Peachtree City Marion Ringgold New Bern New Bern Bullville Queens Lasalle, Que Stockport Lasalle, Que Santa Cruz Truckee San Francisco Granada Hills Pasadena North Hollywood Pocatello Owensboro Smyrna Wildwood Hopewell Jct Lasalle, Que Lasalle, Que Granada Hills Imperial Beach Hinsdale Smyrna Lasalle, Que

MN CT RI NH MA VA VA VA VA VA NC GA GA NC TN TN GA NC GA GA NC GA NC NC NY NY

OR CA CA CA CA CA CA CA ID ID ID ID AR MO MO WI MI MI

Hang Gliding & Paragliding | www.USHPA .aero

Tj Baumann Ron Peck John Simpson David Yount William Cuddy Michael Jefferson David Yount Joe Greblo Joe Greblo Steve Stackable Joe Greblo Andrew Beem Joe Greblo Gordon Cayce Gordon Cayce Gordon Cayce Gordon Cayce Jayson Holland Rik Bouwmeester Tracy Tillman Tracy Tillman Gordon Cayce Malcom Jones Greg Black Gordon Cayce Gordon Cayce Gordon Cayce Daniel Guido Daniel Guido Gordon Cayce Gordon Cayce Gordon Cayce Gordon Cayce Gordon Cayce Gordon Cayce Gordon Cayce Gordon Cayce Gordon Cayce Gordon Cayce Gordon Cayce Gordon Cayce Gordon Cayce Sebastian Zavalla Greg Black Greg Black Daniel Guido Bryon Estes Greg Black Steven Prepost Gordon Cayce David Yount Steven Prepost Tj Baumann Michael Jefferson Michael Jefferson Michael Jefferson Michael Jefferson Joe Greblo Joe Greblo Joe Greblo Gordon Cayce Gordon Cayce Gordon Cayce Gordon Cayce Jayson Holland Gordon Cayce Gordon Cayce Rik Bouwmeester Tracy Tillman Tracy Tillman

7 8 8 8 8 9 9 9 9 9 10 10 10 10 10 10 10 10 10 10 10 10 10 10 12 12 13 13 13 2 2 2 3 3 3 5 9 10 10 12 13 13 3 3 8 10 13

Bradley Henrich David Stone Sara Richard Jeff Galvin Eric Klatt Averell Gatton Alex Tatom Garrick Mason Elana Cain Paul Cain Robert Webster Duane Rodgers Nicholas Rodgers Paul Sydor Cameron Beem Johnny Brown Joshua Ciminnisi Kevin Curtis Robert Dichiara Kent Dowis Elmer Macopson Jr Timothy Painter Charlton Webster Morgan Webster Robert Whiting Thomas Murray Steven Boost John Barnes Natalie Blouin David Suits Jr. Jon Shoop Leon Barrett Kevin Kernohan Erika Klein Mike Ivey Andrew Stewart Tim Martin John Benario Jason Anderson Wayne Neckles Steven Boost Natalie Blouin Kevin Kernohan Barry Palmatier Keith Beebe John Benario Steven Boost

CA CA CA CA CA CA ID KY GA GA NY

CA CA MA GA

Gordon Cayce Greg Black Steven Prepost Jon Thompson Malcom Jones Gordon Cayce Jon Thompson Gordon Cayce Gordon Cayce Gordon Cayce Gordon Cayce Gordon Cayce Gordon Cayce Steve Wendt Gordon Cayce Gordon Cayce Gordon Cayce Gordon Cayce Gordon Cayce Gordon Cayce Gordon Cayce Gordon Cayce Gordon Cayce Gordon Cayce Sebastian Zavalla Bryon Estes Steven Prepost Gordon Cayce Steven Prepost Harold Johnson Harold Johnson Barry Levine Joe Greblo Joe Greblo Kenneth Andrews Alan Paylor Gordon Cayce Gordon Cayce Gordon Cayce Greg Black Steven Prepost Steven Prepost Joe Greblo Steve Stackable Daniel Guido Gordon Cayce Steven Prepost

PARAGLIDING RTNG REGN NAME

CITY

STATE RATING OFFICIAL

P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1

Seattle Grants Pass Juneau Tualatin Hood River Hood River Felton San Francisco San Francisco Point Arena San Francisco Point Arena Midpines Arroyo Grande San Francisco Quincy Lompoc Berkeley Winnemucca

WA OR AK OR OR OR CA CA CA CA CA CA CA CA CA CA CA CA NV

1 1 1 1 1 1 2 2 2 2 2 2 2 2 2 2 2 2 2

Alison Dennis Ron Firddle Andrew Engstrom Jonathan De La Motte Brett Faike John Kataoka Dermot Ryan Thomas Donaldson Ysiad Ferreiras William Fosdick Frank Edwards Jim Koogle Marty Braselton Gilbert Pitt Eric Walden Dean Dyrr Daniel Hetherwick David Morley Daniel Desrosiers

Denise Reed Kevin Lee Maren Ludwig Kelly Kellar Kelly Kellar Nick Crane Jeffrey Greenbaum Wallace Anderson Jeffrey Greenbaum Rob Sporrer Jeffrey Greenbaum Klaus Schlueter Jeffrey Greenbaum Tom Morris John Simpson Ray Leonard Patrick Eaves Klaus Schlueter Stephen Mayer

J U LY RTNG REGN NAME

CITY

STATE RATING OFFICIAL

P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2

San Diego Corona Idyllwild Redondo Beach Santa Barbara San Diego San Diego La Jolla San Diego Encinitas Salt Lake City Phoenix Littleton Tucson Salt Lake City Phoenix Parn City Salt Lake City Salt Lake City Richfield Salt Lake City Richfield Phoenix Jackson Teton Village Bellevue Jackson Jackson Missoula Grandville Grandville Valparaiso Norwich West Lebanon Dayton Silver Spring Washington Weston New York Brooklyn Aachen Busselton, Wa Perth Fethiye Mugla Pemberton, Bc Seattle Grants Pass Wasilla Big Lake Juneau Hood River San Francisco Mountain View Menlo Park San Francisco Point Arena Point Arena Arroyo Grande Quincy Lompoc Winnemucca San Diego Palm Desert Corona La Jolla Idyllwild Escondido Santa Barbara San Diego San Diego

CA CA CA CA CA CA CA CA CA CA UT AZ CO AZ UT AZ UT UT UT UT UT UT AZ WY WY ID WY WY MT MI MI IN CT NH OH MD DC FL NY NY

3 3 3 3 3 3 3 3 3 3 4 4 4 4 4 4 4 4 4 4 4 4 4 5 5 5 5 5 5 7 7 7 8 8 9 9 9 10 12 12 13 13 13 13 13 1 1 1 1 1 1 2 2 2 2 2 2 2 2 2 2 3 3 3 3 3 3 3 3 3

Connor Bloum Joe Rodriguez Jacobus Pino Benjamin Bowes Morgan Mainz Kris Souther Massimo Scantiani Laurie Phillips Sergei Ryazanov Alex Katzfey Brian Mumford John Collins Richard Murphy Aaron Cromer Mike Matson Joshua Breger Jeffrey Morrison Jacob Jackson Gregg Griffiths Taylor White Seth Magers Ben Van Dyke Amy Askren Peter Rognli Przemyslaw Siudak Adam Majors Matthew Iberlin Eric Riley Joe Stone Annette Oneil Brett Kistler Guillaume Vailhe Sam Burley Christian Kretzschman Jonathan Fullenkamp Alexander Camacho Tim Montague Ouri Kahn Eric Sprosty Rafael Zakota Peter Ulrich Chris Steele Simon Wolfe Okan Yucel Jeremy Trand Alison Dennis Ron Firddle Steven Carr Chris Reynolds Andrew Engstrom John Kataoka Christopher Gamino Mikhail (mike) Danilov Mara Jennings Ysiad Ferreiras William Fosdick Jim Koogle Gilbert Pitt Dean Dyrr Daniel Hetherwick Daniel Desrosiers Connor Bloum Win Ganly Joe Rodriguez Salar Atabaki Jacobus Pino Susan Magdaleno Morgan Mainz Kris Souther Massimo Scantiani

WA OR AK AK AK OR CA CA CA CA CA CA CA CA CA NV CA CA CA CA CA CA CA CA CA

Bob Hammond Jr Hugh Murphy Bradley Geary Bradley Geary Kevin Mcginley Bradley Geary Bradley Geary Max Marien Kyoung Ki Hong Max Marien Jonathan Jefferies Chandler Papas Granger Banks Kevin Lee Christopher Grantham Chandler Papas Stephen Mayer Jonathan Jefferies Ivo Salomon Stacy Whitmore Stephen Mayer Stacy Whitmore Kevin Mcginley Scott Harris Scott Harris Charles Smith Cade Palmer Scott Harris Andy Macrae Christopher Grantham Christopher Grantham David Jebb Andy Macrae Luiz Fernando Costa Etienne Pienaar James Kaplan Andy Macrae Luis Ameglio Kevin Mcginley Heath Woods Pete Michelmore Kevin Mcginley Kevin Mcginley Murat Tuzer Pete Michelmore Denise Reed Kevin Lee Scott Amy Scott Amy Maren Ludwig Nick Crane Wallace Anderson Kim Galvin Jeffrey Greenbaum Jeffrey Greenbaum Rob Sporrer Klaus Schlueter Tom Morris Ray Leonard Patrick Eaves Stephen Mayer Bob Hammond Jr Fred Morris Hugh Murphy Max Marien Bradley Geary Philip Russman Kevin Mcginley Bradley Geary Max Marien

2 0 1 0

RTNG REGN NAME

P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-4 P-4 P-4 P-4 P-4 P-4 P-4 P-4 P-4

4 4 4 4 4 4 4 4 4 4 4 4 4 5 5 5 5 7 7 7 8 8 8 9 9 9 10 11 11 11 12 13 13 13 13 13 1 2 3 3 3 3 3 3 3 3 4 4 4 4 4 4 4 4 7 9 10 11 12 13 13 1 1 1 1 1 3 4 7 13

Lee Baker Brandon Smith Brian Mumford Claire Skiles Richard Murphy Aaron Cromer Mike Matson Jeffrey Morrison Jacob Jackson Gregg Griffiths Seth Magers Ben Van Dyke Amy Askren Peter Rognli Przemyslaw Siudak Matthew Iberlin Eric Riley Annette Oneil Brett Kistler Guillaume Vailhe Sidmavisson Candido Barbosa (paulo) Alex Miranda Sam Burley Jonathan Fullenkamp Alexander Camacho Tim Montague Ouri Kahn John Holder Kevin Lehnert Bradley Aldrich Eric Sprosty Peter Ulrich Chris Steele Simon Wolfe Okan Yucel Jeremy Trand Matt Gebhardt David Zbin Scott Isbell Daniel Ribas Connor Bloum Alex Appelbe Brett Marshall Troy Gustafson Joe Rodriguez Farzin Fallah Steve Vance Eric Moles Robert King Jeff Schneringer J Wyatt Lines Jim Petersen Bradley Chastain Luke Frash Guillaume Vailhe Alexander Camacho Eduardo Delahoz David Lindemuth Michael Gatto Okan Yucel Jeremy Trand Peter Barry Karl Blust Bruce Logan Wayne Smith Doug Lester John Hannam Sandy Coleman Guillaume Vailhe Jeremy Trand

RATINGS

CITY

STATE RATING OFFICIAL

Las Cruces Ft Collins Salt Lake City Boulder Littleton Tucson Salt Lake City Parn City Salt Lake City Salt Lake City Salt Lake City Richfield Phoenix Jackson Teton Village Jackson Jackson Grandville Grandville Valparaiso Watertown Saugus Norwich Dayton Silver Spring Washington Weston Austin Austin Austin New York Aachen Busselton, Wa Perth Fethiye Mugla Pemberton, Bc Medford San Jose Ladera Ranch Bakersfield San Diego Huntington Beach Vista Los Angeles Corona San Diego Snowmass Village Salt Lake City West Jordan Denver Chandler Draper Glendale Golden Valparaiso Silver Spring Key Biscayne Plano Staten Island Fethiye Mugla Pemberton, Bc Joseph Medford Medford Jacksonville Jacksonville Aiea Bluffdale Valparaiso Pemberton, Bc

NM CO UT CO CO AZ UT UT UT UT UT UT AZ WY WY WY WY MI MI IN MA MA CT OH MD DC FL TX TX TX NY

OR CA CA CA CA CA CA CA CA CA CO UT UT CO AZ UT AZ CO IN MD FL TX NY

OR OR OR OR OR HI UT IN

Hadley Robinson Granger Banks Jonathan Jefferies Granger Banks Granger Banks Kevin Lee Christopher Grantham Stephen Mayer Jonathan Jefferies Ivo Salomon Stephen Mayer Stacy Whitmore Kevin Mcginley Scott Harris Scott Harris Cade Palmer Scott Harris Christopher Grantham Christopher Grantham David Jebb Heath Woods Heath Woods Andy Macrae Etienne Pienaar James Kaplan Andy Macrae Luis Ameglio Paul Greenwood Paul Greenwood Paul Greenwood Kevin Mcginley Pete Michelmore Kevin Mcginley Kevin Mcginley Murat Tuzer Pete Michelmore Robert Peloquin Jeffrey Greenbaum Rob Mckenzie Klaus Schlueter Bob Hammond Jr Marcello De Barros Max Marien Gabriel Jebb Hugh Murphy Max Marien Alejandro Palmaz Christopher Grantham Chris Santacroce Granger Banks Chandler Papas Jonathan Jefferies Chandler Papas Layne Self David Jebb James Kaplan Max Marien Max Marien Philippe Renaudin Murat Tuzer Pete Michelmore Kevin Lee Kevin Lee Kevin Lee Kevin Lee Kevin Lee Pete Michelmore Christopher Grantham David Jebb Pete Michelmore

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75

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2011 ing Association g Gliding & Paraglid United States Han

Ydays of bamboo and plastic to the present.

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MAGAZINE COLLECTION 1971-2008

HG & PG MAGAZINE ARCHIVES ON DVD | $30.00 38 great years of free flight fun Within these pages you’ll find the evolution of foot-launched flight from the first days of bamboo dune-skimmers to the modern variety of hang gliders, paragliders and rigid wings.

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1971 - 1973 Low & Slow 1972 - 1976 Ground Skimmer 1976 - 2003 Hang Gliding 1993 - 2003 Paragliding 2003 - 2008 Hang Gliding & Paragliding

Get to know the old school.

Future issues will be available on an update disk. Compilation copyright. 19742008, 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@gillamdesign.com.

1971-2008

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78 |

Personal Bests

by Steve Messman

Josh Cohn winning the Chelan PWC | photo by Caroline Hoffman.

wasn’t the best altitude gain I ever had, but because of the circumstances and I used to believe my life was a long characteristics of the site, I put this flight list of personal bests, but I was wrong— on my list of personal bests.

I found myself wondering: What is a sort of. I used to believe that I handled life’s challenges fairly well, but not quite personal best? Every pilot has them. We so anymore. I came to these conclusions read about them all the time. Blogs and after considering the topic of “personal emails are full of them, usually friends bests” as it relates to flying. As a pilot, I bragging about their buddy’s flying esdiscovered that I have a whole list of those capades. So and so flew a personal best things we all call personal bests. In life I today—flew 5 hours. So and so had a peralso have one of those lists, but I treat it so sonal best today—flew 80 miles. Personal bests are so common that, unless it is also very differently.

Not so long ago, I had a really nice a world record, it is very easy to forget— flight. I launched from a cliff that was all unless it’s yours.

So, to help discover the importance of of 275 feet high. The site itself is about a tenth of a mile long, and the launch area a personal best, I began to consider the is, maybe, 50 feet long and as wide as a list of my own, none of which come even wing. I normally just practice launches close to an eighty mile flight, or for that and top landings here. But this day was matter, thirty. My list of personal bests different. This day I got a ton of lift. Soon began small, actually. First flight. First after launching, I was 400, then 800, then soaring flight. First cross country flight.

1000 feet over launch. I began to actively First top landing (ouch!). First 1000 foot search for larger and more consistent ther- gain. Then, I realized that my list was in mals. Before long, I was almost 2500 feet a state of change. Now it contains things over launch and headed downwind. I only like my longest cross country flight. Best flew four miles on this little XC, and it (painless) top landing. First altitude gain

78

Hang Gliding & Paragliding | www.USHPA .aero

of more than a mile. Even the great pilots, “the best of the best,” had to begin their flying careers with a similar series of small, seemingly insignificant, personal bests.

Even the greats took a first flight. Even they had to have a first thermal flight and a first cross country flight that were, but probably are no longer, on their lists of personal bests.

I recognized three distinct conclusions taking shape. First, everyone’s list of personal bests is indeed personal. The onehour flight of a pilot who normally flies for a few minutes is a feat to be proud of.

Secondly, every pilot’s list is in a constant state of change. One great feat is soon replaced by another. One hour is replaced by two. A five mile flight is soon replaced by a six mile flight. Every pilot’s list grows smaller to larger, good to better. The thought wedged itself in my brain that a personal best is actually a “first,” and firsts are destined to become seconds. Personal bests are merely stepping stones to something bigger and better. They are feats destined to be challenged and ordained to be bested.

That leads directly to my third conclusion. A personal best doubles as a personal challenge, and the challenge is what drives us all to climb higher, to go farther, to become better. As pilots, we take a look at what we have accomplished, and then we try to do it again, but better, farther, faster, greater.

I began by saying that there was a difference in how I treat my list of personal bests from flying and from life. In flying, that personal best list is the challenge that helps me improve: to fly higher, better, farther, safer. In life, for me, not so. My life’s list is simply a list. What would it be like to treat life’s accomplishments like I do my pilot’s list of personal bests? What would it be like to perform each of life’s little “bests” a little better the next time?

What if I woke up each day wondering how to do better today than I did yesterday? This morning I made coffee for my wife. I went for a run. I studied another language. I visited one of my sons and his family. How can I make tomorrow even better?