Hang Gliding & Paragliding Vol41/Iss03 Mar 2011

www.USHPA.aero

MARCH 2011 Volume 41 Issue 3 $6.95 Hang Gliding & Paragliding | www.USHPA .aero

HANG GLIDING & PARAGLIDING MAGAZINE

On the cover, Jeff Shapiro carving up an Alp wall in the Chamonix Valley | photo by Jeff O'Brien. Meanwhile, Mark Powers Vanderwerf on his way to the lake in Valle De Bravo, Mexico.

MAGAZINE STAFF Martin Palmaz, Publisher: executivedirector@ushpa.aero Nick Greece, Editor: editor@ushpa.aero Greg Gillam, Art Director & Advertising: advertising@ushpa.aero Staff writers: Steve Messman, Dennis Pagen, Christina Ammon, Ryan Voight, Tom Webster, CJ Sturtevant | Staff artist: Jim Tibbs Staff photographers: John Heiney, Jeff Shapiro

OFFICE STAFF Martin Palmaz, Executive Director : executivedirector@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 Rich Hass, President: president@ushpa.aero Dave Wills, Vice President: vicepresident@ushpa.aero Bill Bolosky, Secretary: secretary@ushpa.aero Mark Forbes, Treasurer: treasurer@ushpa.aero 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, Bill Bolosky, Steve Rodrigues, 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 The United States Hang Gliding and Paragliding Association Inc. (USHPA) is magazine. Changes of address should be sent six weeks in advance, including an air sports organization affiliated with the National Aeronautic Association name, USHPA number, previous and new address, and a mailing label from (NAA), which is the official representative of the Fédération Aeronautique a recent issue. You may also email your request with your member number Internationale (FAI), of the world governing body for sport aviation. The NAA, to: info@ushpa.aero. which represents the United States at FAI meetings, has delegated to the USHPA supervision of FAI-related hang gliding and paragliding activities such HANG GLIDING & PARAGLIDING (ISSN 1543-5989) (USPS 17970) is published as record attempts and competition sanctions. monthly by the United States Hang Gliding and Paragliding Association, Inc., 1685 W. Uintah St., Colorado Springs, CO 80904, (719) 632-8300, FAX (719) 632HANG GLIDING & PARAGLIDING magazine is published for foot-launched air- 6417. PERIODICAL postage is paid at Colorado Springs, CO and at additional sports enthusiasts to create further interest in the sports of hang gliding and mailing offices. paragliding and to provide an educational forum to advance hang gliding and paragliding methods and safety.

POSTMASTER Send change of address to: Hang Gliding & Paragliding magazine, P.O. BOX 1330, Colorado Springs, CO 80901-1330. Canadian Post Publications Mail Agreement #40065056. Canadian Return Address: DP Global Mail, 4960-2 Walker Road, Windsor, ON N9A 6J3

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) 2011 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.

2011MARCH EDITOR

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PILOT BRIEFINGS

8

MASTER CLASS

11

ASSOCIATION

12

SAFETY

20

CENTERFOLD

40

TANGENT

66

DISPATCH

68

RATINGS

74

USHPA STORE

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PAGE 78

Pilot Projects Squash Falconer's Big Push

by Christina Ammon. . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

ROTI ON THE ROAD Pemberton, BC

by Steve Roti. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

GLIDE RATIO. WHAT IS IT GOOD FOR? With a bonus song by Dennis!

by Dennis Pagen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

FORBES AUSTRALIA HG COMPETITION Ricker attends the wonder down under

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

TOWLINE Tug pilot certification and renewal

by Tracy Tillman and Lisa. . . . . . . . . . . . . . . . . . . . . . . . 48

PIONEER DAYS Finding new places to fly in the wilds of Utah.

by Jochen Rink. . . . . . . . . . . . . . . . . . 30

GALLERY

54

Sometimes it’s about getting higher.

Sometimes it’s about soaring longer.

But, it’s almost always about having fun.

Whatever you’re about, we get it, and since 1973, we’ve built quality hang gliders that take you there.

Where will your Wills Wing take you?

500 West Blueridge Ave . Orange, CA 92865 . 1.714.998.6359 . WillsWing.com

Jeff Shapiro and Jeff O'Brien about to launch into the Chamonix Valley. Photo by Kara Shapiro.

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The Epitome of Flying

I

was sent this month’s cover photo by Jeff Shapiro, with a note relating that the photo was taken by Jeff O’Brien in the Chamonix Valley. O’Brien had blown up the photo and gifted it to his flying buddy; it now hangs in Shapiro’s harness shop where he gleans constant inspiration from this moment caught in time. A moment epitomizing much more than the image in the solitary frame, it evokes the adventure of flying in the mountains with friends, sharing the air while climbing to cloudbase in spectacular parts of the world, and being part of something uniquely inspirational to those involved.

We all have these frames in which friends have shared our collective moments epitomizing what we love about flight. In this vein, we would like to start a page in the magazine dedicated to snapshots that reflect individual moments of Zen that we share as participants in free flight.

The March magazine is packed with content, starting with an interview with Santa Cruz Flats’ champion, Kraig Koomber, a message from USHPA informing instructors how they could grow their business by using Groupon, and Tom Webster’s tips on finding wind direction while flying cross-country.

In an effort to help members better understand the working operations of the office at USHPA, staff contributor extraordinaire, C.J.Sturtevant, went on assignment to the headquarters in Colorado Springs. She touched base with Terry Rank and Beth Hollendorfer to see what goes down at mission control.

Staff contributor Christina Ammon is back with a report on the unique Squash Falconer who, by the time this magazine goes to print, will be posted high up in the Himalayas preparing to push to the summit of Everest for a great cause.

And we have Steve Roti on the road with a Canadian site report, Pagen on glide giving you the numbers you need, Jochen Rink exploring the Utah highlands and home of part two of the 2011 US Nationals, Ricker Goldsborough in Forbes, and Towline’s tips for flatland masters. Not to mention the stunning gallery of one Miss Becca Bredehoft, who has a wonderful gift for capturing those sacred frames that started this note.

We hope you’ll look through your photos and submit some of them to us to share with our readers.

Hang Gliding & Paragliding | www.USHPA .aero

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New | Improved | Buzzworthy

PilotBRIEFINGS

 

 GRADIENT BRIGHT 4 Gradient has released a new school glider, the Bright 4.

It's the fourth glider of the Bright series. It is EN A certified in size 24,26, 28 and 30.

Gradient announced that the target was to create a wing for a wider range of beginners. The Bright 4 comes in a brand new color scheme.

Info: www.gradient.cx, or in the US, www.atlantaparagliding.com.

 SKYWALK MESCAL 3 Skywalk announced the release of their new EN A glider, the Mescal3. It has been certified in five sizes.

Skywalk claims that the new beginner wing boasts easy handling and great climbing.

For more information go to www.skywalk.info.

 UP SUMMIT XC2 UP announced the release of their new EN C wing, the Summit XC2. They report that the new version of the their intermediate wing is a three liner, with swept back wing tips, thus creating a higher performance polar and crisper handling. It also

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 

boasts mini ribs in the trailing edge to maintain solid wing profile, and a relatively light speed bar pressure. For more information check out www.up-paragliders.com, or www.eagleparagliding.com.

 HIGHER THAN EAGLES Maralys Wills recently sent a copy of her 1992 published work, Higher Than Eagles, about the start of hang gliding in the USA, and her sons who were forerunners in the community. This historic work is an interesting read and as poignant as the day it was published. Gil Dodgen* has this to say about her work: “Maralys Wills has written a stunning, totally captivating book that every hang glider pilot must read. Higher Than Eagles is the story of a remarkable family, an extraordinary sport, and an amazing son who became a living hang gliding legend.

If an author were to concoct the story of Bob Wills’ life they would be laughed out of the writing profession.

Bob had a difficult, almost bizarre childhood, and was

Hang Gliding & Paragliding | www.USHPA .aero

 

always pursuing some wild, unconventional dream with utter passion. He was a selftaught hang gliding pioneer who quickly earned a worldwide reputation that inspired many in the fledgling sport to idolize him.

At one time Bob was the simultaneous U.S., Canadian, and British hang gliding champion. He designed and built innovative gliders, set numerous world records, and appeared in a variety of films, including Sky Riders and the IMAX aviation documentary To Fly, which is shown to this day at the Smithsonian Institution and all across the country.

Maralys skillfully conveys the thrill, passion, and adventure experienced by those who were swept away by this new form of aviation.

It is guaranteed that anyone interested in flying will be spellbound by this book, and I can’t imagine that others would not be entranced by the drama of Bob’s early flying exploits, his recordsetting and competition adventures, the struggles of his young company, and

his personal ordeals. By the end of the book one feels as though he not only knew Bob Wills, but that he had experienced Bob’s trials and triumphs along with him.

But Higher Than Eagles is much more than a truelife hang gliding adventure story. It is a brilliantly-written human drama about a family alternately inspired and torn apart by the sport, of a mother who lost two sons. It is the story of an asthmatic boy who would never fit any conventional mold, and who lived life with a passion that very few will ever know.”

If you would like to order the book or drop Maralys a note go to http://www. maralys.com/

*Reprint of Gil Dodgen's review.

Effective February 2nd, 2011, the following appointments have been revoked from Michael D Jefferson (#76175): Advanced Instructor, Basic Instructor and Tandem Instructor.

CloseUP

You’re originally from Australia but living in the US now; how did that come about?

CRAIG: My first trip to the US was in 1996, and I loved every bit of it. It felt like home to me, just on a bigger scale. I met my wife-to-be in 1997, which eventually led to my settling in the US in 2000. I took over the Moyes Distributorship from Ken Brown in 2007 and have been running it in conjunction with my Specialty Vehicle Dealership since.

What can you recommend to young pilots to improve their skills and performance?

MOYES' KRAIG COOMBER  Kraig Coomber Stanwell Park was their primary test-fly- CRAIG: Fly as many competitions as you distributes hang gliders and harnesses for ing site, and it was only 15 minutes from can. Hang gliding is unique in that you Moyes Australia through Moyes USA in where I lived. My school was on a bay, so it can show up to a competition and fly Los Angeles, CA. Kraig started his flying was easy to keep tabs on the weather. As with the best pilots in the world. The top career by working for ten years at the Moyes soon as the boats would cock toward the pilots are generally very friendly and are factory in Australia. Until recently, when South (indicating flyable wind direction more than willing to offer advice. he settled in the US and started a family, at Stanwell), I found it nearly unbearable When you’re flying at your local site, Kraig was on the competition hang gliding to be in school. Let’s just say that school challenge yourself with tasks and get faworld circuit. would sometimes end a little earlier than miliar with your flight instruments while

doing them. it should have in those conditions!

What motivated you to get into hang gliding?

CRAIG: I always thought about flying when I was a kid and had a school teacher who flew hang gliders. He would tell us Dealers Wanted! about his flying, and it seemed like the US & Canada coolest thing you could do. I remember calling a hang gliding school in North Options: Queensland when I was about 12, asking them what I needed to do to fly. They told • Internal Fuel Tank me I had to wait until I was 16. I started • Dual-start Engine taking lessons at 15 and had my first solo • Folding Prop shortly after my 16th birthday.

High Performance Exhaust now Standard When did you first start competing and what was your first big win?

CRAIG: I started competing in 1993. It quickly became my goal to make the Australian team. I had my first big win in 1996 at the Forbes Flatlands competition.

I was 19 at the time.

Dealers across America & Canada What was your first job? www.mosquitoamerica.com

Traverse City Hang Gliders/Paragliders CRAIG: My first official job was at the Bill Fifer • Traverse City, MI 231-922-2844 phone/fax • tchangglider@chartermi.net Moyes Factory. I started test flying Pilot: Paul Farina Photo: Greg Dewenter for Moyes while I was still in high school.

by Vicki Cain & Corrina Schwiegershausen

Mosquito Power Harness

Hang Gliding & Paragliding | www.USHPA .aero

9

CloseUP

by Robin Jones Information & Communications Manager, USHPA

GET GROUPON  From coast to coast, Groupon is quickly becoming a must for the must-haves. New cities where it has become available are popping up every day. Now, even iPhone has an application for Groupon alerts. What is it? It’s a company that provides a service for anyone looking for a deal or looking to offer a deal that someone will take.

We haven’t used Groupon in the office yet, and we make no guarantee as to the value you may gain from such a program. But we wanted to let all of the hang gliding and paragliding Instructors and schools in the country know about it.

A few days ago we got an email from the Oz Report’s Davis Straub, telling us that Steve Wendt had used Groupon to advertise his hang gliding lessons.

(Examples of his ad specs are at the end of this story.)

Steve Wendt wrote about his experience in the Oz Report on Tues, Nov 30, 2010: “I just completed a program with

and, then, a third, check will provide the remainder every 15 days.”It’s like getting three paychecks in a row,” said Wendt.

Since it was founded in 2008 by its a company called ‘Groupon.’ They encouraged me to run a discount coupon chief executive, Andrew Mason, Groupon program;I was skeptical at first but finally has become the fastest-growing Internet said ‘ok’. I didn’t need to give any money company ever. Their goal is to get as out of pocket. The coupons ran one day many people in their door as possible.

Wendt continues: “I will be happy to in Washington, D.C., and one day in Richmond, VA. I thought they might sell extend my agreement with them into the 30 or 40, but they sold 335 hang gliding next season; if they are interested, I could have spent two or three thousand dollars lessons for me in three days.”

Thirty-five people have redeemed on other advertising and gotten zero to their coupons. Even if only half redeem three students. They are good to work their coupons by the expiration date in with and they honor their commitments.”

April, it will put a lot of money in Steve’s Steve’s experience with Groupon was pocket. He noted that Groupon is look- positive. Generating cash flow for the ing for really good deals— under $100 winter is something many schools and for the final price. They want something instructors struggle with. Now he’s guarthat’s highly discounted, at least half-off. anteed to get through the winter. Three His lessons are advertised at $99, and he hundred more people than before know submitted coupons for $32 lessons. You about him, and those who enjoy their can put a cut-off on amount, as in, no first lesson may help sell a ninety-nine dollar lesson to a friend. sales to exceed 300.

Steve Wendt is a believer in the power Once the coupons were sold, Groupon gave Steve a check for a third of the of this popular social / coupon media amount owed. He didn’t have to wait for tool. We urge you to check out Groupon someone to redeem the coupon. A second to see if it works for you!

If you have a success story with the company, we would like to hear about it.

We are interested in identifying resources to help our instructor program at ALL TIMES! Many thanks to Steve Wendt and Davis Straub for alerting us to the possibilities of Groupon. Steve is an Advanced H-4, Tandem Instructor T-3 HG, Advanced Instructor HG, AT Administrator HG, Examiner HG, PL Administrator HG, ST Administrator HG and has many ratings and special skills.

CONSUMERS http://www.groupon.com/learn

BUSINESSES http://www.grouponworks.com/

10

Hang Gliding & Paragliding | www.USHPA .aero

Technique | Certification | Safety

MasterCLASS THE CROSSROADS METHOD  Finding wind

direction on a cross country flight.

Cross country flying is an adventure. Once you depart your home site with its prominent windsock, you must rely on your eagle-like powers of observation to figure out the surface wind direction and ensure a happy landing.

There are many ways to do this. Looking for smoke plumes or flags, drifting in lazy circles, and checking differential ground speeds on your GPS are all tried and true tactics, but they aren’t always ideal for the situation. Smoke and flags might not be where you want them, your circles might eat up too much height before you get a clue and—at the end of a 200 mile flight—your GPS batteries will likely be dead anyway.

But, there’s another tactic you can pull out of your bag of tricks. All you need is the ability to keep a straight heading along the ground and about 150 feet of altitude to burn before you start your landing approach.

by Tom Webster In this example, it is once again pointing to the right of the line. This means the wind must be coming from somewhere in the quadrant that was on your right while flying both headings.

Step 3

Set up your landing so your final approach will be in the same direction as a line that splits the middle of this quadrant. At worst, you’ll have a 45-degree crosswind from the front. This shouldn’t be a problem if your landing skills are anywhere between OK and excellent, and, of course, it’s better than screaming in downwind.

No method is foolproof, of course. The wind can blow different directions between the surface and 300 feet, wind shadows can foil your most accurate analysis, and other factors might be more important than wind direction when landing out. But in the absence of other clues, the crossroads method can be a good way to make a quick, educated guess about the wind direction.

Umpteenth Annual

Festival of Free Flight Lakeview, Oregon July 2-4, 2011 A friendly, family, fun fly-in!

Tandems, local drivers, five world-class launch sites & the best time ever!

Lake County Chamber of Commerce 877-947-6040 www.lakecountychamber.org

Step 1

As you approach your chosen landing field, look for a long straight line to follow. This could be a road, train tracks, a fence line, or even an imaginary line that extends to a point on the horizon. Get above the line and follow it exactly. Keep in mind that the slower you fly (at minimum sink, if possible), the better this method will work.

Once you’ve established this heading for a few seconds and your wings are level and settled, look up at the nose of your hang glider or the center cell of your paraglider. Is it pointing to the right or left of the line? Let’s say it’s pointing to the right.

This indicates that the wind is coming from somewhere to the right of the line.

This is because any aircraft has to crab, or angle slightly into the wind, to maintain a straight course in a crosswind.

Step 2

Now, find (or imagine) another straight line perpendicular to the first one, and turn into the wind to follow it. Establish your new heading and look up at the nose again.

Hang Gliding & Paragliding | www.USHPA .aero

11

Membership | Policy | Involvement

TheASSOCIATION WHO'S WHO PART I  Pass/fail pop quiz: How many people staff the USHPA office in Colorado Springs? a) seven b) two c) four d) lots e) not enough

(basically any form related to a member’s record), processing all the payments and doing the filing. Later in the afternoon, I manner, they promptly responded with print and mail member cards and packanswers that leave no doubt that both ets, prepare the bank deposit and take Beth and Terry are true assets to our it to the bank. In between I’m answerflying community. With very little edit- ing phone calls and emails. I am the first ing on my part, here are their responses point of contact for most of those. If I can’t answer a question, I pass it along to my questions. to someone who I think can. On a more sporadic (or seasonal) basis, I also proWhen did you join the USHPA office cess chapter renewals, site insurance staff? requests, event insurance requests, sancBETH: I came on board in October tion competition applications and ACE event applications.

2008.

TERRY: I started on May 12, 2010. I’m TERRY: I start the day by picking up the newbie in the office. the mail at the post office on my way in. I handle all the store orders (printWhat do you do during a normal day at ing, packing, mailing). I am second in work?

by C.J. Sturtevant

As I write this article in mid-December, the USHPA search committee is still working on finding an executive director. Until they hire a new ED, we have a total of four paid staff at the headquarters office in Colorado Springs—barely enough to take care of the essentials, nowhere near enough to accomplish everything we 9000+ members would like them to do. So what ARE those BETH: I start by opening the mail, proYou-shpa office folks doing all day that cessing membership applications/renewkeeps them from taking on our many als, rating forms, appointment forms, etc. and varied landowner challenges, or lobbying the local or federal governments to allow us to fly in the parklands, or any of the other tasks that we “sure do wish You-shpa would help us out with”?

If you’ve called the office recently, chances are good you were talking with Beth Hollendorfer (membership services) or Terry Rank (office/volunteer coordinator). Both of these ladies are bright, personable, energetic, creative, adventurous—exactly the right qualities for dealing with the likes of us pilots on a daily basis! In the hectic weeks just before the Christmas holidays, I asked them to answer a list of interview questions for this article. In their typical “can-do”

“Every day is a chance to get to know another pilot, and I’m always pleased when I can rush through a highly anticipated rating so a member can go fly for the weekend. I just LOVE those panicky Friday afternoon phone calls!”

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Hang Gliding & Paragliding | www.USHPA .aero

[below, top to bottom] Beth and fiancé Wade ready to head out fishin'. Beth and father Richard after the rodeo parade in Cripple Creek, CO. [opposite] Terry Rank at the USHPA headquareters.

the line of defense on the phones, and, by now, I can actually answer most of the questions I get. Inventory control, bookkeeping, supply ordering—anything that keeps the office running is my responsibility. No two days are alike; there’s never a dull moment. And Martin likes to give me projects‌ What’s the best/most interesting or satisfying part of your job?

BETH: Definitely interacting with our fantastic members, no two of whom are the same. Every day is a chance to get to know another pilot, and I’m always pleased when I can rush through a highly anticipated rating so a member can go fly for the weekend. I just LOVE those panicky Friday afternoon phone calls!

TERRY: I was able to help Martin with part of the calendar production. I have always worked in accounting and human resources, so this was a total departure from anything I have ever done. I also really like the customer service part of the job and especially enjoy talking with members.

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Hang Gliding & Paragliding | www.USHPA .aero

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What’s most challenging?

close at hand throughout my school years: I experimented with paper airBETH: I get frustrated when I can’t help planes, flew model rockets, and studied a member with an issue or problem. aerospace engineering at CU Boulder, Oftentimes I’m caught between a mem- in the hope of eventually working on ber’s needs and the rules of the organiza- the space shuttle program. I remember tion, and there’s little I can do to bridge seeing hang gliders for the first time when the gap. At those times, I do my best to I was living in Japan. A group of pilots put the member in contact with some- were soaring off Mt. Iawki in northern one with “more clout,” so to speak, who Japan, darting in and out among lowcan better address their issue. lying clouds. It was breathtaking. And TERRY: That’d be learning all the ins and it never seemed odd to me that people outs of membership, especially how to would do this; it always seemed like the renew appointments as well as chapter most natural thing in the world. Since renewals. Beth has been my HOW-TO joining USHPA, I’ve been exposed to paragliding, which I’d never realized person as I learn all the procedures. existed. And parahawking is the coolest thing I’ve ever heard of. I’d love to get a Has your initial impression of hang chance to see that in action some time! gliding and paragliding changed since you’ve been working at USHPA? TERRY: I never knew much about free flight and find it fascinating that it has BETH: I’ve always been fascinated by such a following all over the world. I am hang gliding. My first “real” book as a definitely a fan! I also have a lot of resmall child was Richard Bach’s Jonathan spect for people who fly hang gliders and Livingston Seagull. I’ve wanted to try paragliders. flying ever since I read that, but I never thought I’d get the chance. I kept flying

2012 CALENDAR

CALL FOR PHOTOS

BETH: I took my first hang gliding tandem in July 2010 at the King Mountain comp. David Beardslee took me up one beautiful evening when we had perfect “glass off” conditions, a new term I learned! It was just about everything I expected it to be: sweeping views, quiet and peaceful without a care in the world. The one thing I didn’t expect was getting airsick. A big lunch, hot thermal spiraling and a lack of Dramamine combined to set my stomach churning! I felt so bad for David. We had perfect flight conditions, could have stayed up forever, I’m sure, but he had to try to find a way to get his woozy passenger back on the ground. He actually had trouble finding air to get down! I just hung limply by his side, trying to quell my rebellious stomach while enjoying the views. However, I am not deterred. I definitely want to try hang gliding and paragliding, too, again! Next time I’ll be better prepared and ready to soar!

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UNITED STATES HANG GLIDIN

That's right – according to the ancient Mayans and several very reliable sources in Hollywood, 2012 will be our last calendar ever. So if you are sitting on great photos, waiting for your moment, this is it. Use them or lose them because everything will be smashed upon impact with the rogue planet and that includes your photos. Photos making the final cut will score the standard contributor payment and everlasting fame.

By everlasting we mean until sometime in 2012 when the universe implodes.

So have you taken a flight on a hang glider or paraglider?

G AND PARAG LIDING ASSOC IATION

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G AND PARAG LIDING ASSOC UNITED STATES HANG GLIDIN

PHO R U YO

IATION INC.

R E. E H TO

INC.

Submission info & forms are found at: www.ushpa.aero/ calendarproject.asp 1-800-616-6888 Send your photos to: USHPA Calendar PO Box 1330 Colorado Springs CO 80901-1330

TERRY: I did my first tandem paraglid-

ing flight on September 17. My pilot was Bill Lhotta—he is the best! I was the passenger from hell: I fell twice before we finally got off the ground, but what a ride!

my family, my faith and my job (past and present).

How about family time?

BETH: My fiancé Wade and I live on a

small ranch in the mountains with our black cat, Marie, and our horse Tia. We enjoy camping, fishing, jeeping, riding the ATV, horseback riding and watching movies on the couch together with a BETH: I’d have to say horses, especially big bowl of popcorn. We also enjoy playArabian horses. I’ve done some long-dis- ing music at home: I play the keyboards tance endurance competition, but really and Wade plays drums, bass and guitar. enjoy just hacking out bareback on a TERRY: My husband and I live about 50 quiet trail ride through the pines and miles west of Colorado Springs at about aspen. A great afternoon (or evening or 9000’ ASL. We enjoy being able to ATV, morning) for me consists of hanging out fish and watch the wildlife, all in our in the barn, brushing, feeding, and, yes, backyard. cleaning stalls. I’m fortunate to live in the heart of the Rocky Mountains with What would you like USHPA members the National Forest as my backyard, so to know/be aware of to make your job I can slip out for a quick ride whenever I easier? like. It’s a great stress reliever when I’m having a bad day.

BETH: Remember to sign your checks, TERRY: My passions have changed as my remember to write down ALL the numlife has evolved. The constants have been bers on your credit card and—above

We tend to be single-mindedly passionate about our flying. What’s YOUR passion in life?

all—remember to sign your waiver!

TERRY: We don’t make the rules; we just

try to follow them!

Anything else you’d like to tell us?

BETH: Thank you, everyone, for welcoming me into your circle. I’ve had numerous offers of “Come fly with me!” from pilots all over the country, and I look forward to doing just that!

TERRY: I really enjoy working at USHPA. My coworkers are the best and, even though I haven’t met many pilots, the members I talk to on the phone have been great. If any of you get to Colorado, please stop by and say hi.

S

o, how’d you do on the pop quiz?

Were you surprised that there are only four (or “not enough”) employees in the USHPA office? If you have reason to call or email the office in the future, consider letting the staff know that you appreciate their taking care of all that boring paperwork so we pilots can go fly.

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SQUASH: Of course, it would be incredible!

Succeeding in any challenge you set for yourself feels good. The harder the challenge, the more rewarding it is to succeed.

It would also create a much larger audience and give me a bigger platform to shout about my charities from! Hopefully it will motivate and inspire lots of people too!

A mutual friend of ours said you seem fearless. Is that true?

Making a Difference

PilotPROJECTS WHO'S WHO PART I  Pilot Squash Falconer talks about adventure-philanthropy, her fear of birds, and her ambition to fly off the world’s tallest mountain.

S

quash Falconer has a plan this March: to climb Mt. Everest and fly her paragliding wing off the top. The British pilot is eagerly preparing: running, cycling, and slogging up steep inclines with a heavy pack. She is also spending some high-altitude time in the French Alps.

“I’m not mad,” the 29-year old insists, pointing out that she has the relevant experience to back the ambition. Over the past several years she’s honed her skills on progressively more difficult mountains— from Aconcagua to Mt. Blanc, where she became the first woman pilot to fly from the top. But it was after reaching the top of Cho Oyu that her ambition for Everest really ripened.

“That’s when someone said to me, “You’ve climbed Cho Oyu?! The sixth highest mountain in the world! That qualifies you to climb Everest, doesn’t it?”

Using her Everest venture as a hook, she’ll be raising funds for the Mount Everest Foundation for Sustainable Development in Nepal and Tibet. The organization supports local families to build schools, hospi[above] Squash Falconer climbing in the south of France. [right] Squash is the first woman to solo a paraglider wing off of Mt. Blanc. Here she practices with her ultralite before her Mt. Blanc expedition. [opposite] Squash teaching arts and crafts as part of a service trek to a remote Nepali village called Jamphre, near Okhaldunga.

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SQUASH: Not quite fearless. I’ve been lucky in that I don’t have many fears, but

by Christina Ammon when I feel it, it’s terrible. I’ve been scared of birds since I was attacked by a cockerel tals, and environmental projects in remote when I was 3-years old. At nineteen, I had areas near Everest. a near-drowning experience and suffered a Here is how a friend of mine describes fear of water for a good few years. Even Squash Falconer: “She is beautiful, smart, now I still get very nervous. has a wicked sense of humor and is absoI always thought that fear would menlutely fearless. She has everything going for tally and physically paralyze me—that I’d her.” be a bit of a wreck. But an incident on Mt. Add to that list a huge heart.

Blanc proved otherwise.

What would it mean to you to be the first I was roped to my climbing partner on woman to fly a paragliding wing off of almost vertical ice when I slipped and fell, Mt. Everest? pulling him off the mountain with me. I

could hear my own voice saying “You have taching fundraising to an event—in my fallen off the mountain, Squash. Get your case, an expedition. Not only do you feel ice axe, stab it into the side of the moun- good about doing something positive, but tain and stop yourself.” And I did. Twice. there is great potential to raise awareness The first time I stopped, but my partner fell of your own cause. You have a story to tell, past me, pulling me back off. The second a goal to reach, and an exciting adventure. time, I stopped and, luckily, so did he.

The two go hand-in-hand together.

Fear when I’m climbing and flying seems to do nothing but give me clear Does raising money for charity affect thoughts, a healthy respect for the sur- your climbing experience at all? Does it rounding environment, and a good dose of change the way you perceive challenges? adrenaline—which helps me do whatever it is I need to do.

SQUASH: When I’m raising money for a good cause, it definitely makes a difference.

You’ve raised a lot of money through Success is no longer just for me; it’s for me climbing expeditions in the past. Can and the people I’m supporting. When the you talk a little bit about your impulse to climb gets tough, I focus on the reason I’m combine adventure and philanthropy? doing it. This gives me strength and motivation.

SQUASH: From an early age, I had a vague Climbing a mountain and summiting awareness of raising money for charities is obviously good. Climbing a mountain, because my school held annual fundrais- summiting, and having a positive impact ing events and my mum always put coins on other people’s lives is really amazing. in donation boxes. But it wasn’t until I had a personal experience of a very close friend What inspired you to get involved with falling ill with cancer in my early 20’s that MEFSD? I developed the desire to raise money for specific causes. I found huge value in at- SQUASH: I was climbing Mt. Mustagata in

China, and one of the team members on the expedition died. It was absolutely devastating. His name was Jonathan Peacock, and he was only 39-years old with a beautiful wife, Katharine, and two young children. His wife was incredibly brave and decided to support MEFSD in Jonathan’s memory.

I was initially inspired to fundraise for the charity to support Katharine. But after raising some money, I began to feel a certain responsibility to see how it was being spent, and to see if I could make a difference personally, rather than just financially. The MEFSD actually invites you to participate in service treks. Twice a year, a trek goes to the remote villages in Nepal to assist in the schools and hospitals that MEFSD has built or supported.

Only after becoming involved did I become aware of the scope of Nepal’s problems. It’s the 17th poorest country in the world. It’s landlocked and has no exports. The population is huge. With 30 million people, it has the same population as California, but with a land area just 1/3 the size of California. Much of Nepal has no roads.

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17

Nepal is famous for the Everest region, cause they don’t want to go. It’s because but that is only one valley. The rest of the their parents keep them at home because country is extremely poor. Seventy per- they need help on the farm, and they do cent of Nepal’s people are low-income not see the value of education. The task farmers. Kathmandu, the capital city, has here is to work with changing the mindset a population of five million with very little of the adults and the parents. This doesn’t infrastructure. There are no highways, happen overnight. nor public transport system. For much of the year there is no water, and electricity What are you “getting back”? is switched off more than ten hours each day.

SQUASH: To understand your impact, you really just need to see how eager the chilThe biggest challenge? dren are to learn. It’s humbling to see how little the people have. On a service trek, SQUASH: Seeing the project through. Good you realize that by making a little effort, intentions are easy, but change doesn’t you are making a massive difference. happen instantly. It can take years to When you visit the hospitals and see make a noticeable difference, and it can be the ratio of patients to doctors, you can’t hard to remain motivated and committed. believe it’s true. Then you discover some There are times when you come up against difficult and seemingly insurmountable problems. You realize that money can’t fix everything; it’s just a part of the solution.

Here’s an example: in November I went on a service trek. We visited three schools that the MEFSD has been supporting for a number of years. At one school we found 60 children with just one teacher. There were supposed to be three teachers and 90 children. It turned out that the other two teachers only show up to collect their wages on payday, and many of the children simply don’t attend.

It took time to figure out just what was going on. Surely if a teacher doesn’t show up, they get sacked, right? But who were these teachers being monitored by? There was a committee made up of some parents and village elders, but it was the school chairman who seemed to be at fault. He drank too much and paid teachers who didn’t come to work their wages. Perhaps he also kept some of those wages for himself. www.MEFnews.org Suddenly, things weren’t quite so straight-forward. The chairman needed to  +44 (0) 7810 375400 (UK) be removed and a new chairman appointed.  +1 360 570 0715 (USA)  (9771) 4249825, 4248813 (Nepal) This required the rest of the village to really info@mounteverestfoundation.org work together honestly and effectively as a community to resolve the problem. This For more information about Squash takes time. We were very impressed that and her upcoming Everest expedition: while we were there, the committee was to hold a meeting and the chairman would www.squashfalconer.com be removed. But we had to leave the village before the situation was finally resolved. squash@squashfalconer.com Pupil attendance is also a big issue.

These children are not missing school be-

Mount Everest Foundation for Sustainable Development

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health clinics don’t even have a doctor.

When you actually see that, you realize what the MEFSD is doing with your help, and see how lives are being saved because of your work. It’s quite amazing and motivates you to do more.

What would help?

SQUASH: Volunteers—both skilled and non-skilled. The service treks are a wonderful way to help out in a very practical way. Doctors and nurses are valuable to run clinics in the remote villages. Teachers are encouraged to come along and work at the schools. Even if you are not qualified, many of these people and children have such poor healthcare and so little education that even the simplest contributions make a difference.

You would probably be surprised at what you can do. On our recent service trek, we rapidly became involved in teaching simple sports games, showing kids how to use soap to wash their hands, learning the alphabet, writing basic words, drawing pictures on paper, and adding two plus two. These things we take for granted in our own countries are a huge deal for villagers who have no paper, no pens, have never used scissors, rulers, tape, or glue and can barely write their own name.

Donations to the MEFSD, no matter how small, help massively; every penny goes towards making a difference.

Advice for pilots wanting to make a positive impact: SQUASH: When you go somewhere to fly, ask a few questions, find out what’s going on in the area and figure out what is needed to help. It might be money, it might be labor, or it might be key skills.

Once you work out what’s needed, do what you can!

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. You have no problem bragging about your sick Mac Twists and Rhythmic SATS. Time to throw down some good deeds. Send them to Christina Ammon at: flyinghobogirl@gmail.com

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Analysis | Preparedness | Incidents

SafetyBULLETIN HANG GLIDING ACCIDENT SUMMARY  june 5, 2010 / evening andy jackson, san bernardino, ca 60 year-old advanced pilot current generation topless glider unknown harness & helmet

Pilot performed marginal aerobatic maneuvers in a recently purchased glider.

The 4th maneuver resulted in a sustained sideslip that went inverted. The accident pilot struck the glider with his body, causing structural failure. The accident pilot was unable to deploy his reserve parachute and pilot and glider both spun inverted to ground.

Conditions: Generally smooth evening

air. Launch was at 5200’ MSL; the LZ was at 1800’ MSL. Logbook: The accident pilot was a highly experienced H-4 with over 30 years ex-

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(broken crossbar), causing the wings to instantly fold up around him. The glider then descended at a moderate rate, spinperience and the following special skills ning in a somewhat stable “Helicopter” like spin for about 15 rotations before signoffs: XC, TURB, FL, CL, AWCL. impacting the terrain. After the first two Medical: The accident pilot had re- rotations, centrifugal force drove the cently suffered an unspecified surfing pilot below and to the outside of the spininjury. Synopsis: The accident pilot was ning wreckage, so that the pilot impacted attempting to perform aerobatic maneu- the terrain first with minimal protection vers* during an aerobatics competition in from the glider frame. generally smooth, evening air. The pilot initiated a wingover with an initial alti- Airframe: The glider showed evidence tude of 800’ to 1000’ AGL. The glider of failure, due to a combination of excesachieved 110º of bank, but had slowed sive negative load and physical impact at below the air speed required to complete the keel/crossbar junction. a wingover, resulting in a stall at the top of the maneuver. The pilot maintained a Analysis: No electronically recorded “pushed-out” bar position, and the glider’s flight information (GPS or barograph) inertia unrolled the glider from the 110º was available for analysis in this accident. high point to 90º of bank. The glider Several factors are considered important accelerated rapidly in a vertical side-slip in regard to explaining the cause of this as the pilot continued to maintain the accident. First, the accident pilot had “pushed–out” bar position. acquired this new glider eight months After falling approximately 150ft, the previously, but had only flown seven glider rolled into an inverted posi- times during this period, due, in part, tion with the pilot simultaneously fall- to a surfing injury. It is possible that the ing into and striking the mid-keel area competition influenced the accident piwith enough force to damage the glider lot’s decision-making and performance.

by Joe Gregor

These are important factors, since aero- dent pilot’s previous glider, a Sensor with batics are necessarily conducted at the a vertical tail. edge of the performance envelope, leaving little margin for error. Of course, we • Possibly attempting to do very advanced can never truly know what was going on maneuvers for the first time. in the accident pilot’s head. Eyewitness statements and wreckage examination Recommendations: Respect the capaboth indicate that the accident pilot at- bilities and limitation inherent in the tempted a reserve parachute deployment aircraft being flown. Resolve never but was unsuccessful. Post-crash inspec- to attempt maneuvers without first tion of the pilot’s harness indicates that acquiring and maintaining the skill the reserve chute was intact and func- and currency needed to perform the tional. The inability of the pilot to deploy maneuvers within an adequate safety his reserve could have been due to several margin. issues including: As is always the case, it must be emphasized that the pilot-in-command has • Injuries sustained when impacting the ultimate and sole responsibility for the glider. safe conduct of his or her flight. That being said, this type of accident can often • Entanglement with the wreckage. be delayed (if not prevented) via firm and resolute action from members of the local • Centrifugal forces caused by the rapid flying community. Such actions had been spinning after the wings collapsed. taken in this case. A few weeks before this unfortunate event, the accident pilot • Limited time available to deploy (about was provided with emphatic, unsolicited 14 seconds). feedback by at least one senior pilot regarding his display of marginal aerobatProbable Cause: Attempted perfor- ics and was warned of the potential for mance of maneuvers outside the placard- very bad consequences.

On the day of the event, the accident ed limits of the aircraft being flown. A contributing factor was the relative lack pilot was again involved in discussion of pilot currency and proficiency in the with other contest participants that included an emphasis on the importance airframe being flown. of flying well within one’s level of abilDiscussion: The most significant aspect ity. More experienced pilots can often of this tragedy was the pilot’s decision to provide critical information, advice, and attempt a very advanced and dangerous feedback to those who exhibit questionmaneuver, and to do so under circum- able judgment resulting in dangerous stances that may have added to the possi- flying decisions. However, there is a limit bility of an accident. These circumstances to what others can do, as the decision on included: how to conduct any flight ultimately rests with the pilot-in-command.

• Performing maneuvers in an aircraft that is not certified to do so. *For flex wing hang glider, any maneuver that involves bank angles >60º, pitch angles • Performing maneuvers that exceeded >30º, or airspeeds exceeding the glider Vne the skill and currency level of the pilot, (typically 55mph). just a few short flights in the months preceding the accident.

• Relative lack of familiarity with the glider being flown: again, just a few short duration flights during the months preceding the accident. The glider flown in this accident was relatively new to the accident pilot and had significantly different flight characteristics than the acci-

Roti on the Road Pemberton, BC

by Steve Roti

T

he Pemberton valley in British Columbia is said to be home to flying monkeys, but as we were driving up through Vancouver and Squamish and Whistler we were more concerned about the bears. Stories about bears ambling out of the trees and onto the launch area are enough to make any foot-launched pilot reconsider the meaning of the phrase "fight or flight". Sure enough we saw bears on our first day there, but it turned out they were more interested in poaching fruit from the local cherry trees than in chasing us.

We were a group of four paraglider pilots from Oregon -- Reed, John, Tina and me -- on our first trip to fly in Pemberton, a

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place I had heard good things about for many years. The flying monkeys are the local pilots -- Peter, Michael, Jim, Corinne and many more -- a seemingly happy-golucky group fortunate enough to live and fly in one of the most beautiful places in North America. And Pemberton itself is a small village located in a spectacular valley and surrounded by numerous alpine peaks including the majestic Mt. Currie. The valley floor is at 689 feet msl and the top of Mt. Currie is at 8,501 feet so there's plenty of vertical relief.

During our visit to Pemberton we stayed at Peter's Twisted Tree Lodge, which is conveniently located on the road up to launch. Two drive-up launches are located on the long ridge north of the village, and the obvious cross-country route

is northwest up the valley. The traditional launch is named McKenzie (~2500' msl) and has ample room for multiple gliders to lay out at the same time. The new upper launch (~4000' msl) is even bigger and has a commanding view of the valley and the surrounding mountains. The road up to both launches is steep and rocky, a sturdy car or truck is required, low-clearance vehicles need not apply.

The Flying So how was the flying? To give you an idea, here are some of the flight reports I sent back from the great white north to flying buddies at home while we were in Pemberton.

6/28/2010: Bad news on the Pemberton weather. We didn't fly the first day we

were here, and today (2nd day) we flew for 30 minutes and landed with wet gliders. The forecast for the rest of the week doesn't look promising. The house is nice -- view of the valley and on the road to launch. Peter, the owner, is an interesting guy and his friends are colorful characters.

Every night someone new drops in and has stories to tell of adventures in the air or on the river or on the mountain bike trails.

6/30/2010: Despite a dismal forecast, the weather turned good here this afternoon.

Elevation gains to 4000' over upper launch, Reed & I flew 20K downrange and Tina [opposite] Steve Roti takes a classic photo of his feet over the Pemberton Valley, British Columbia. [above] Lillooet Lake. [right] Pemberton Games. Photos by Peter Chrzanowski.

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photo by Reed Gleason

WEB SITES Pemberton Flying Monkeys on Facebook http://www.facebook.com/group.php?gid=26194126768 Jim and Corinne Orava's Pemberton paragliding info http://www.cayooshexpeditions.ca/launches.html Pemberton Games paragliding info http://www.pembertongames.com/paragliding

& John did 20K out and returns. It was totally unexpected, especially because we went up to launch this morning and John took a sled ride that turned out to be nothing but sink and he didn't even make it to the bailout LZ. We're still under the jet stream so conditions are erratic. Today was forecast for 40% chance of rain and we only got a few sprinkles, tomorrow is forecast for 60% chance. We'll see.

7/2/2010: After another rainy day we flew again. Took off from the upper launch

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and got 2600' over in strong thermals.

After an hour in the air the wind at ridge top level got stronger so we all flew out to land in Pemberton. Valley wind was increasing too, with minimal penetration coming in to land. It was a good thing we landed when we did because the wind got even stronger later in the afternoon.

Summary Like most mountain flying sites I've been to the weather was variable. We only flew

three out of six days, but our flights were enjoyable and the scenery was superb. On the non-flying days we went hiking, rode our mountain bikes, and watched the small-town parade on Canada Day. When I got home a week later I found an email message in my inbox from Peter in Pemberton, "Super busy here ... epic, epic days! Denis flew to Harrison, Scott flew from Whistler to Lillooet, and other huge flights for last 5 days!" I replied, "I'll be back."

Hang Gliding & Paragliding | www.USHPA .aero

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Glide Ratio

What is it Good For?

Part I

by DennisPagen

H

umans have a particular syndrome: we believe bigger is better.

Think Big Macs, think Detroit gas-guzzlers, think skyscrapers. Women are particularly subject to this subconscious pressure, and a case in point is the artificial enhancement that technology allows. This enhancement has often resulted in oversize awkward appendages. We are speaking, of course, of the inflation of hoop skirts that happened in the mid-nineteenth century. If a six-foot hoop was attractive, certainly a seven foot one was better. This inflationary thinking continued until the average hoop was nine feet. They got through doors by tipping their hoops sideways. Who knows how they stole a kiss? But there were a few who continued the process until the largest reported hoop skirt topped out at eighteen feet.

Apropos to our flying sports, the same sort of inflation took place in glide ratio claims. For hang gliding, this process occurred in the eighties; for paragliding, the late nineties. Manufacturers brought out new designs, looked around at what was advertised and felt compelled to go one step over what was already out there.

Well, that was one step over the line, because saggy-sailed, draggy hang gliders, with kingposts and white sidewalls got up to a fifteen-to-one brag in the pages of this very magazine before someone decided that enough was too much. I believe it was Wills Wing who first broke away from this mad numbers hype and quit advertising glide ratio in their ads. Good for

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tighter sails and cleaner harnesses were a big factor in the improvement of glide ratio, but the biggest performance jump of this later development came with the advent of topless gliders. Getting rid of the kingpost and top rigging probably gave us another whole point or two in glide. In a parallel development, rigid wings gradually pushed the glide boundary, nearly always staying well ahead of the flex wings, culminating in the arrival of Felix Rühle’s Exxtacy and later Atos models.

Let’s get a handle on what glide ratios we can expect from these gliders (irrespective of claims). For topless flex wings, with aspect ratios varying from 7.2 to 7.7, I believe we are truly getting between 12-and-13-to-1 glide. Next month I’ll present the physical evidence for these numbers. Suffice it to say, anything above that, and the aerodynamic equations simply don’t work out unless the wing gets greater than 100% efficiency (the best sailplanes get between 95 and 99% efficiency—over 100 is impossible). Crucify me if you want, but you can’t fight death, taxes or physics. Note HANG GLIDER GLIDE that the lowest aspect ratios don’t necesHere’s a look at specifics: Commercial sarily relate to the lower end of the glide flex-wing hang gliders (standard Rogallos) ratio spectrum, because cleanliness of the started out with about a 4-to-1 glide ratio. system, frame and sail stiffness, airfoil Performance was pursued relentlessly and other factors affect glide. and soon this value skyrocketed to beDo we have hope for the future? Can tween 10-and-11-to-1 through the ’80’s we eke out more performance from flexand into the ’90’s. Then things got tough wing hang gliders? The answer from this and designers scratched for every bit of perspective is I believe so. The problem glide they could muster. Stiffer wings, with a hang glider is pitch stability. To

them. Not long after that, the USHGA (remember that old organization?) set forth a policy of not allowing glide ratio to be touted in the magazine ads. This move was for safety reasons and to avoid being associated with downright lies.

Paragliders wallowed in a similar orgy of inflationary, imaginary glide ratio claims, more often in the international magazines than here. But everyone wants to buy better performance, and glide ratio is a particularly saleable point. So, how can we make sense of this situation, given its Madison Ave. susceptibility? We can inject a healthy dose of science—specifically, that arcane aspect of physics known as aerodynamics. “Oh no,” you say, “Not science! Why do we have to mess with science?” OK, in the interest of helping America on its headlong path to the bottom of the testing pool, I promise to put anything beyond grade school math in a separate box that you can ignore with impunity.

Now let’s get a handle on this glide ratio thing and project the limits for both hang gliders and paragliders.

get adequate pitch stability we need either a tail or the combination of sweep and twist (washout) held to a minimum with sprogs (or some other device). In addition, fairly stable airfoils with long, straight recovery sections in the back are the norm.

All of these factors add drag. Perhaps the primary hope for better performance is the advent of new materials. Just as the adoption of 7075 aluminum, and, later, carbon spars, resulted in stiffer wings— able to reduce the wing twist—so, too, materials like linear carbon and engineered metals may eventually enter our little world. In addition, sail materials continue to evolve, so perhaps all together we may squeeze one more point of glide out of our wings. But the very nature of our setup—pilot hanging in the breeze and weight-shift control—puts a certain limit on how much we can reduce drag and increase the aspect ratio of our wings.

In my view, that’s OK. We have what we have and we can all spend a lifetime flying and still be learning to better use the performance we have.

For rigid wings, the estimation is a bit harder because there hasn’t been a lot of empirical testing published to start with, and, like sailplanes, the better the glide ratio, the smaller the increment of differences between glide ratios. However, again by using the equations and by comparisons (presented next month), I believe the Atos’ achieve from 15-to-1 to 18-to-1, from the lowest performing model to the highest. In this case, aspect ratio probably is the determinant of glide differences,

along with the scimitar shape, winglets and cleaner control surfaces of the later models (more on that next month).

Rigid wings may have less possible performance increase to work with than flex wings, so I can’t say enough about how Felix Rühle perfected the design of high performance portable wings with his Atos series. The latest version incorporates a scimitar or discus-shaped leading edge and winglets, which are the most modern refinements on sailplanes. In the current configuration, he has simulated the top sailplane designs and only the penalty of pilot in the airflow and need to be pilot portable sets the limits. I doubt if he can do much more, other than clean up the control surfaces and interfaces.

With stronger materials, perhaps he can increase the aspect ratio, but the wing is already so spanny (wide) that there are some sites that don’t have enough takeoff clearance. I would like to be proved wrong, but I’ll give him half a glide point more to work with.

PARAGLIDER GLIDE Calculating paraglider glide ratio limits is even harder than for hang gliders, because numerical checking has a problem with aspect ratio. The aspect ratio of a paraglider is difficult to determine because the canopy arcs in the air, so the true aspect ratio is much less than the actual dimensions of the wing. The numbers we work with are called “projected aspect ratios.” That means the dimensions are presented as if a light projected

the flying wing in its arced shape onto the floor.

In addition, the arc of a paraglider is a good thing for performance in one sense: it reduces wing tip vortices. On the other hand, a great portion of the wing has its lift force not directed upward, as shown in figure 3. The result is that some of the lift is used to keep the canopy open, from side to side, and, therefore, represents a performance loss. With all these differences from the conventional wing on which the formulas are based, it is doubtful that we can rely on them, but at least they would set the upper limit of calculated glides.

A paraglider has no sweep at the center and little need for the pitch stability devices of a hang glider, because of the great pendulum stability due to the pilot hanging well below the wing. Both of these factors help performance, while the need to have leading edge openings hurts it. So do all the lines dragging in the breeze. When we ran the glide ratio tests at Morningside Flight Park in New Hampshire, we did have some paragliders fly the test. But they were a far cry from the comp wings of today, and barely achieved more than 5-or-6-to-1. As near as I can calculate, the top paragliders get between 9-and-10-to- 1. Next month, we’ll see how I come up with these numbers.

Can paraglider glide ratio be increased?

We have come a long way in a short time, and just as with sailplanes and hang gliders, jumps in glide ratio will begin to be Hang Gliding & Paragliding | www.USHPA .aero

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smaller and smaller. However, the recent addition of leading edge stiffeners has made a noticeable improvement. I believe that improvement is about 1/2 a point in glide. In case you think that’s too small an estimate, consider that it provides a 55.5-foot advantage in a two-mile glide, but more importantly, most inter-thermal glides take place at speeds higher than best glide speed, which is where the leading edge stiffeners really shine. They may increase the glide in this regime by as much as 1 or more points.

What other tricks may be exploited?

Certainly reducing the number (or length) of lines can help. Some think that thinner lines may be the way to go, but strength and durability is always a problem when lines are reduced in diameter. Perhaps new materials will allow a slight reduction in size. In fact, our lines are paying a Reynolds number penalty since they are so small. To understand this point, think about the times you have flown and your lines get entangled with captured spider webs. These web lines are the parachutes that baby spiders use to disperse from the parent web. They are so small that they are carried in the air like little balloons.

The air “feels” viscous to small objects as if it were much denser. Paraglider lines run

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into this effect too, so if we can’t reduce their size, we can reduce their number and line them up in the airflow (the new two-riser systems do this).

Another source of paraglider drag that can be readily addressed is interference drag on the wing. Each cell has a valley on the top surface that extends chord-wise all along the wing. In these valleys, the air gets in the way of itself and may turbulate or get its path deflected as shown in figure 4. This is a well-known phenomenon in airplane or sailplane design where the wing meets the fuselage. The way to combat it in these aircraft is to include a fillet or strake at the intersection to round off the shape. With a paraglider, increasing the number of cells helps reduce these valleys, but better would be eliminating the valleys entirely with an additional membrane, as shown in the figure. Of course, this approach would add a little bit of weight—there is no free brunch in the quest for performance.

The pilot is already streamlined nearly as much as can be in the best supine comp harnesses. However, I envision the addition of a system that would pull the risers together during glides so the pilot’s arms are held tightly in front of the body. This position would render the glider more

roll stable, so it would be released when thermalling. As such, it would be used very much like a hang glider VG (variable geometry) that is pulled on to tighten the wing when gliding between thermals and released when a thermal is found. Little differences like this are only noticeable in long glides, such as those that take place in competition or XC flying. But they do add up in the course of a couple of hours of flying.

Unless designers can figure out a way to keep gliders inflated better in the spanwise direction so that aspect ratios can go higher, there will only be small improvements in glide ratio (note that pressure from the regulating bodies seem to prevent the addition of truly rigid structures).

With all of the above in mind, I believe the maximum that can be coaxed out of the current configuration is about an additional point of glide.

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ext month we will look more seriously at the numbers. We conclude this first part on a lighter note with a song I wrote about fifteen years ago, satirizing the glide ratio creep that occurred in hang gliding. It’s all written with a wink, but most of it is true.

Twenty to One © 1995 Dennis Pagen

Intro Glide ratio isn’t everything, but it sure means a lot to me, I don’t want to die in the boonies; I want to reach what I can see, Well, I keep on landing short, with bruises on my pride, It’s a very depressing sport and I need a better glide!

Chorus III Oh Thirteen to one, that’s what they promised me, Thirteen to one, I trusted them implicitly, They told me I had a super kite with a glide that was second to none, Well, I coulda died and I never glided near 13 to 1.

Verse 1 I started flying in the early years with a kite I ordered in the mail, It weighed 35 pounds and made a flapping sound with its two-toned 3-ounce sail, They told me it was better than most with a marvelous glide to please, But every time I took it out, I landed in the trees!

Verse 4 Then the Exxtacy burst on the scene with a brand new set of Rühles, The wing was strong and awfully long and it set up without tools, They told me it had the numbers to clean up every comp, But way down south I was gliding home and landed in a swamp.

Chorus I Oh five to one, that’s what they promised me, Oh five to one, I believed them naturally, They told me I bought a super kite designed for flying fun, But I must confide I never glided nearly 5 to 1.

Chorus IV Oh eighteen to one, that’s what they promised me, Eighteen to one, I believed it faithfully, They told me it was a super wing with performance apt to stun But they musta lied ‘cause I never glided near 18 to 1.

Verse 2 In time I bought a brand new Oly* with handling sweet and light, The airfoil curved and deflexors served to keep the membrane tight, They told me I had a serious glide, right in the palm of my hands, But many times I headed out; I didn’t reach the field to land.

Verse 5 Now they brought the brand new Atos out that promised me that glide, But I finally learned my lesson; my eyes are opened wide, There’s a basic aviation law that I’ll pass along to you: The greater the stated performance, the less the chance it’s true!

Chorus II Oh ten to one, that’s what they promised me, Ten to one, I believed them foolishly, They sold it as a super kite, but that was a yarn they spun, I really tried but I never glided nearly 10 to 1.

Chorus V Oh twenty to one, that’s what they promise me, Twenty to one, but I’ll just wait and see, I’m gonna tow them over the ocean, a mile up and 20 out, If they make it back to shore…I’ll no longer have my doubts!

Verse 3 My next step was a Sensor with a sensuous slender wing, It was mighty stiff, but it cored the lift and made my vario sing, They advertised incredible glide, so what was I to think?

I ventured out across a lake but landed in the drink!

Ending/outro Glide ratio isn’t everything, but it sure can make things nice I shouldn’t have to warn you ‘bout all the bullshit twice, My advice is to take those ads with a great big chunk of salt, And if you get caught short like me…well, it’s your own damn fault!

*Olympus hang glider, circa 1978 manufactured by Electraflyer out of Albuquerque, NM.

Photo by Mark Vanderwerf

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by JochenRINK 30

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[previous, clockwise from top left] Powell Point, across from Bryce Canyon, cooking off a storm. Dave Barton cruising along the Aquarius Plateau. Curious locals. [above] Dennis McDonald (front) and Stacy Whitmore (behind) taking their gliders for a walk in the Tushar Mountains. [opposite left, from top] A busy night on Cove. Ben Vandyke buzzing Cove launch. Photos by Jurgita Lukosevicius. [far right] David Barton the firstTushar mountain pioneer.

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One bright summer day, Stacy Whitmore, Carl e all have our own ideas about what makes a great cross-country flight. In my world, it Johansen and I headed up the road to Monroe Peak. isn’t only the distance covered. It’s also the Situated at 11,200 feet, some 6,000 feet above the near-magical experience of launching from a dusty Sevier Valley, the act of opening the car door at this hillside and climbing up to the clouds or munch- spot and stepping out towards the incredibly wide ing a burger while waiting to be retrieved by friends. horizon gives a sense of flying. Hang gliders purportBut the most important component of a great flight edly frequented the site in primordial times, when is the experience of cruising over wild landscapes tribes of hangmen roamed the land in search of new below, the ultimate manifestation of the freedom of launches. And they left a disclaimer in the Utah site guide that paragliders could not make the glide out flight.

I grew up in the domesticated hills of southern from Monroe. Primordial gliders with glide ratios Germany, a landscape of meticulously manicured of gossamer seeds, that is. Only a few weeks prior fields and forests, subdued by dense nets of roads and to our excursion, Stacy had proven that modern deteeming with towns and people. Hence, I dreamed scendants easily could. And we were here to demonabout wild and untamed lands. And about flying. I strate this feat in our first “real” XC-attempt.

Conditions were picture-perfect, the high plafound both underneath the big skies of central Utah, where the weathered remnants of prehistoric beasts teaus quietly basking in the sun and little cumulus dot barren badland slopes and dramatically sculpted puffs leisurely curling above the highest peaks. With escarpments of red rocks frame the distant horizon. an eagerness fuelled by a severe case of intermediate And where spotting a burger place from 16,000 feet pilot syndrome, we laid out our wings—Carl’s Zulu being the hottest racing machine in our squadron. means a precious stroke of luck.

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Carl and I quickly hooked into what we now know as air Carl and I were sailing through had transitioned the house thermal, which is fuelled by hot air wick- from the hot dustiness of summer into the crisp ing up the summit ridge from the boiling valley floor clarity of an autumn morning. Carl peeled away below. Working the well-organized core of a strong and started to head northeast along the edge of the mountain thermal was wonderfully different from plateau. I kept on climbing into the bone-chilling my usual thermalling experience along the Wasatch cold and impenetrable fog of a European winter day. front. And we weren’t looking down on the sprawl It was exhilarating to glide out of the cloud into of Salt Lake suburbia, but the dense forests and little the grandiose depth of a central Utah summer day. lakes of the Sevier plateau. Across the valley to the Carl and Stacy were nowhere to be seen; our family west, the rugged 12.000 feet peaks of the Tushars band radios only produced static. Dangling my feet still boasted glistening flecks of snow, their alpine high above the wilderness, I serenely sailed towards hauteur contrasting with the surreal reds, oranges the next cloud forming above the eastern edge of and cream-colors of the badlands to the north. And the Sevier plateau and quickly found lift under its to the west the broad back of the Fish Lake Hightop growing bulk. But unaccustomed to the brooding plateau extended, dissolving into a faintly luminous mass overhead and the dark gloom of its shadow all shade of blue. Entertaining bold intermediate pilot around, my confidence froze with apprehension.

I don’t know whether it was a particularly nasty thoughts about the continuous ridgelines extending from there all the way up to Salt Lake, I had decided air shark crossing my path or a simple lapse of conon this mountain as my first mission objective for centration, but my wing suddenly plummeted in front of me, and I was unwittingly thrown into a the day.

With launch gradually specking out below, the high-G spiral dive. Somehow, I managed to tame Hang Gliding & Paragliding | www.USHPA .aero

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the violent thrashing of the glider and get it back over my head. With white knuckles cramped around the brake handles, I gingerly went back on course towards the East, yet my first ever in–flight event had pretty much cured my case of intermediate pilot syndrome. (It would take the better part of a year to regain full confidence in my wing.) I hung on in weak lift wafting up from the broad expanse of the Grass valley below and hesitantly crossed towards the roadless Fish Lake Hightop beyond. I was back in the sunshine, but seemed unable to find an organized climb that would take me above ridge level.

That’s when I spotted a thermalling Golden Eagle.

I made a dash for the climb, but instead of a ride back up to cloud base, I found myself confronted with a rather grumpy animal that dived at me with its talons outstretched. The twelve pounds of hostile meat whistling overhead left my wing intact, but thoroughly shredded the precious remnants of my intermediate pilot bravado. I suddenly and unequivocally had had enough of flying. And so, a few seconds later, I found myself back on the ground in a sun-drenched little meadow on top of the Fish Lake Hightop plateau. (Stacy continues to laugh about my launching at 11,200 feet and sinking out at 11,400 feet.)

With the reassuring bulk of the planet pressing against my back, my overpowering self-preservation instincts sank into the ancient regions of my brain, bringing up the issue of getting back to civilization. I had no cell phone reception and knew I could spend the rest of my days waiting for a ride up there. Faced with either a long hike out or taking to the air again, I pragmatically chose the latter. A small ridgetop clearing eventually got me airborne, the grumpy eagle was nowhere in sight, and I thermalled leisurely across the plateau towards the deep blue expanse of the Fish Lake. Landing in a convenient clearing right behind the Fish Lake Resort, I made my retrieve call on probably the last remaining coin phone in the US and ordered my victory-burger in the little restaurant.

And with that object of desire dominating the air space in front of my nose while anticipating the reunion with my buddies, the memories of the day unfurled into an adventure I still cherish. All three of us had great flights that day. Carl climbed to 17,000 feet and landed near the road down in Grass Valley.

Stacy took the day in terms of distance. He also rode the Monroe elevator and found several more thermals along the edge of the Sevier plateau. But one climb he really wanted eluded him right above the county dump, twenty-six miles out from Monroe and one thermal away from the ridge-run up to Salt Lake. Twenty-six miles weren’t much to write home about, but our flights were the first cross-country attempts in the Richfield area. The little town two34

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and-a-half hours south of Salt Lake City right off I70 sits in the Sevier valley, surrounded on all sides by the high plateaus. Extending for many miles, from horizon to horizon, their ridge lines trace high-speed racing tracks across the big skies of wild Utah.

Stacy Whitmore was the first amongst the 7,000 Richfield citizens to realize that one can’t possibly live in the shadows of such amazing mountains without flying them. And, this being Stacy, he not only learned to paraglide himself, but set up a paragliding school, launched a USHPA-chapter (www.cuasa. com) and, from that time on, spent his precious free time driving up each and every dirt road in the area in search of new launches. Besides Monroe and several low soaring sites, one of the fruits of his efforts is the amazingly versatile launch on Cove Mountain, the “house” mountain of Richfield. Benching up from launch at 9,000 feet to the vertical rock walls of the summit at 11,000 feet, and watching the slow progress of a reddening sun towards the wide horizon from a vantage point high above the cliffs surely must be one of the classic flights to be had in Utah.

And there is Edna Peak in the Tushar Mountains, at 11,600 feet, Utah’s highest drive-up launch.

Framed by rugged >12,000 foot peaks, the huge east-facing launch meadow turns on as early as 9:30 AM and accesses epic XC-lines along the mountain chains, north up to Mt. Nebo and Salt Lake and south towards Bryce Canyon or Zion National Park as well as daring desert dashes to the east towards Green River or Grand Junction. I am prepared to bet a burger that the next state record will be reaped from Edna, even though we haven’t yet flown any of its truly epic lines. But we did fly one of the classic lines from Monroe.

We’d flocked down to Richfield for the 4th of July

holiday weekend. After watching powder- colored Cadillacs patrol down main street, Smoky the Bear and high school beauty queens practice old- world royal waves and the beasts from local stables take to the streets as polished and shiny as the hub caps on Cadillacs, it was too late for Edna, so we headed up to Monroe instead. It was hot, one of the days when the prodigious powers of the sun would charm up tight and violent thermals, rising like snakes from the spines and ravines of the desert foothills. If one of them sinks its fangs into your wing, it may hurl you towards the ground, tumbling and spinning.

But if you are prepared for battle, it may take you up to cloud base in a thrilling ride.

We hooked into the Monroe summit thermal and seemingly in no time were slammed into the airspace ceiling at 18,000 ft—a strong day indeed.

After having crossed to the eastern edge of the Sevier plateau, it was decision time. The route towards the east was still largely blue, but south along the plateau, friendly-looking cumuli had started to develop. This was evidently the day to explore the lines down towards Bryce Canyon National Park. I turned south and found one-and-a-half hours of magical cloud street for cruising in lift lines that were tracing the ridges far below. I never sank below 15,000 ft, often flying considerably higher. Sailplanes were passing below, elegantly dolphining along “my” cloud high- [opposite top] Stacy way, their slender silhouettes rapidly melting into Whitmore, Red Rock hopper. the distance. My progress was sluggish by compari- [opposite bottom] Jochen Rink | photo by Dave son, but I was relishing the sensation of flying with Barton. [below left] Jochen every fiber of my being.

Rink at launch on Edna With my senses tuned to the motions of my wing, Peak | photo by Jurgita I felt a natural part of the invisible aerial choreog- Lukosevicius. [below right] raphy playing out between the sun above and the The Tushar, 10 minutes after imposing geography below. All along the eastern ho- launching from Edna.

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rizon, beyond the bulk of the Aquarius plateau, extended the vast earthen-colored erosion landscapes that harbored Capitol Reef National Park as well as the peaks of the remote Henry Mountains. And against the black waters of Otter Creek, just to my left, I was actually looking down on clouds condensing at a lower level. I crossed East Fork Canyon 25 miles out from Monroe, hardly noticing the transition from my altitude. But the bitter cold of high altitude flying started to burn through my exaltation. Moreover, the underside of my cloud street had started to match the color of the black lava peaks in the roadless hills ahead.

Longing for the dusty summer heat percolating through the sagebrush plains below, I deviated towards the valley. I sank down low enough to get my blood flowing. Bryce Canyon National Park, thirty miles to the south, was beginning to tug ever so slightly on my ambitions. Climbing in sagebrush scented thermals, I worked my way up the broad valley. Still, at Pine Lake, 40 miles out from Monroe, I was only 300 feet off the deck. Maybe startled by my shadow brushing across the sagebrush, a real snake of a thermal leapt up. My wing pitched back without any warning. An instant later the violent upwards acceleration squeezed me deep into my harness, momentarily followed by wild trashing overhead on the

far side of the tight core. This was a powerful one, but I wanted it. I threw my wing around and for the next few minutes it took all I had to keep my glider somewhere above my head, while trying to stick a wing tip into the core. Banking into something resembling a spiral dive, I eventually found the sweet spot of the core and screamed for the sky again.

Opening up ahead was a landscape dominated by surreal shades of red, orange and ochre, the rock literally glowing from within in the warm light of the late afternoon. To my left, the imposing cliffs of Powell Point were plowing into the surrounding badlands like the bow of a giant ocean liner. Far off to my right, completing the arch of a giant amphitheatre, awaited the picture book landscapes of Bryce Canyon National Park. And framed by red cliffs, the undulating wilderness of the Escalante Staircase National Monument stretched towards Lake Powell, sharply contoured in the late afternoon light. I lost my thermal well below cloud base, but pushed ahead in the exuberance of flying my dream.

From the serenity of high altitude cloud street flying, I was back to tense terrain hopping. Worse, overdevelopments to the west were rapidly shading off the area and the flip side of flying over wild lands suddenly became apparent. Boulder-strewn stream beds at the bottom of deep canyons were the only

[opposite] Stacy Whitmore and Dave Barton soaring Powell Point.

o

wing to the extraordinary success of the POISON2, the bar was set

high for its successor. Consecutive two-time winner of the German Paragliding Series Class, the POISON2 has been treasured by pilots for its balanced flight performance. We are certain that we have developed a worthy heir.

With optimized silver cloth, rigid foil, individual line connection and an aspect ration of 6.8, this is an extremely impressive and performance-strong wing.

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We are pleased to present our new flagship, the

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[above] Helmet in awe of the alpen glow on Powell Point. [right] The author about to crush a central Utah victory burger | photo

by Jurgita Lukosevicius.

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realistic landing option, in the best case, followed by Monroe as main launch and Edna and Cove as posa grueling hike out through a maze of canyons and sible accessory launches, we shall introduce the high ravines. A hunting swallow eventually led me to a plateaus between the national parks as a new, excitsaving core. And I also owe the bird the unforgetta- ing and wildly beautiful racing arena. ble privilege of gliding past Bryce Canyon National Park, experiencing its fractal landscapes, not in the picture postcard perspective of the hikers below, but as one element in the grandiose geography of southern Utah. I landed in a vibrantly green field just outside of Tropic, 63 miles from Monroe—a modest flight in terms of distance, but priceless in terms of XC-flying experience. A burger wasn’t to be had in the town of Tropic, but I got to watch cloud streets racing south well past 7:30 pm.

Once the high plateaus shrug off this winter’s load of snow, we’ll try again to push new lines above wild lands. If you happen to be in the Richfield area, don’t miss the opportunity for a truly epic flight or the serene beauty of an evening soaring session above Cove. But above all, make sure to sign up for the Red Rocks paragliding US nationals in July in Richfield (www.redrocksnationals.com). With

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Point of the Mountain, 1980 | photo by John Heiney

PointGliding of the Mountain, 2010 || www.USHPA photo by Jeff .aero O'Brien Hang & Paragliding

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Forbes Australia

Hang Gliding Competition

by Ricker Goldsborough

T

his was a daunting trip that demanded patience and understanding as well as tolerance of the heat.

Although filled with excitement and surprises, this excursion tested my skills and patience.

After a short hop to Los Angles, California, followed by a seven-hour lay-

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over, I found myself getting on a plane bound for Sydney, Australia. Not that I was surprised, but I was feeling a bit guilty and unworthy of such a wonderful opportunity.

Fifteen hours later I arrived in Sydney, where I collected my bags and walked to the car rental counter. NO Big Deal?

Well, not yet. All went smoothly until I backed out of the parking garage and

was forced to drive on the left side of the road while keeping alert for oncoming cars when making turns.

However, my journey ended well when I met up with Alex Cuddy and Curt Warren of Warren Wind Sports.

I was greeted like family and invited to go fly a local site only minutes away from where they lived. Jet lag and a desire to take photos forced me to stay

[left] Ricker, high over the flatlands on the way to a 318k goal. [top] Jonny Durand and his XC training class. [middle] Jonny Durand explaining the big 318k task. [bottom] Tugs await.

earthbound, but I have added Hill 60 in Australia to my list of desired places to fly.

So, on we headed to the Forbes Competition, arriving many hours later and a bit worn out from dodging kangaroos on the road. Just kidding. They only come out at night, I’m told— apparently like deer in the United States— and can really mess up a vehicle.

The calls of parrots and other birds filled the air and the fragrance of eucalyptus enveloped us. I felt as if I were in time warp travel back to the US in the 70’s. Forbes reminded me of the small Texas town where I lived when I was in high school. Mornings were pleasant and calm, leading us to wonder how hot it would get by afternoon. We were answered by 1:00 PM when the temperature was 100 degrees Fahrenheit and rising.

The task committee did a wonderful job of designing very competitive tasks that often exceeded 160k each day. It’s important to note that on day five the committee set a record breaking task of 318k, the second longest task in hang gliding competition history. Twentynine out of the fifty-seven pilots who flew that day made goal, with over twenty-seven making personal best flights either for time in the air or distance. It was a wonderful day with Jamie Sheldon who finished off the day at goal on her Moyes Litesport.

Some may think that the top pilots are at the top because of money, fame, equipment, support or even luck. I say nay. Each one is in the spot he/she has truly earned. Competition flying is not for everyone, but I think everyone should respect the competition pilot. Whether hang gliding or paragliding, the competition pilot has the skills, talent, endurance, drive and determination that are equal to any other athlete. Sometimes the race starts before you even leave the house, and, in this case, I would say it did. It was a long way to travel, but well worth it.

The Forbes Australia area is much Hang Gliding & Paragliding | www.USHPA .aero

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like Big Spring, TX. or other flat, hot and active air areas of the USA. A primary difference is the people. On one of the flying days I landed in a HUGE field, walked over a mile and came across the owner of the property, locally known as the paddock. The first thing he asked me was, “How did you do today, Mate?”

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Not, “What’s that thing? Where did you come from?” or “Can I watch you take off?” His question was followed by, “Is there someone on the way to pick you up?” and “Do you want a cold one?” He knew exactly what I was doing and what I needed. He then proceeded to open four gates that prevented me from get-

ting out. It’s amazing how everyone in Australia knows and supports hang gliding.

A bit of advice: While at Forbes or any other competition, ask questions and allow other pilots to help you.

Don’t expect it, but appreciate it. All the pilots I have come into contact with are very loving, caring people, especially the manufacturers and event coordinators.

They are top-notch at the Forbes event, offering prizes, local community involvement and support, equipment assistance and more. Both Moyes and my retrieve team had it taken care of. Thanks to Belinda Straub and Sue Bunner, I never had to wait long for a ride.

So what is important to know about the Forbes Australia Hang Gliding Competition? As I dig through my notes, I come up with these priorities: Wear SPF 50 or greater at all times.

The sun there will burn you very rapidly.

Buy Bushmans’ Bug Repellant when you arrive and carry it in your harness.

You will thank me for this when you land out.

Buy water when you get there and drink lots of it. Beer is high octane. So don’t drink and drive. They are strict about DWI. Fly V Australia if you can. This has to be the best airline on which to travel to Australia. They accept hang gliders that are short-packed, and I have heard rumors that they accept full-length wings as well. Or you may be able to rent one there. You may also come across a good deal on a used one, like I did, and have one waiting. Do this before you get there, though.

Rent a car at the airport ahead of time, unless you have arranged travel to Forbes from Sydney. It costs nothing to make a reservation, so I suggest making it with more than one company. It’s a 4.5 hour drive; you don’t want to get to Sydney and have to wait for a ride.

Exchange your money at the airport

but only the amount you need then. It mate. Don’t expect a Hampton Inn or costs a lot less to use an ATM. Check Marriott. Remember when I said it was to see what the dollar exchange rate is like stepping back in time? It truly is. before you depart from the states. You The hotels are clean but old school for may need more or less depending on the the most part. current rate.

Prearrange your driver for retrieve.

Hotel reservations are easy to This is not mandatory, but if you’re like make once you arrive. So no worries, me, you will want to know this is taken

[above left] Hill 60, the day of my arrival, after meeting up with Curt Warren and Alex Cuddy. [above right] Ricker over Australia. [left] Mystery pilot doing a low pass over the hangar. [right] Landing out in Forbes.

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Part 1 Winners Jonny Durand Curt Warren Gerolf Heinrich

Part 2 Winners Jonny Durand Carl Walbank Trent Brown

care of ahead of time. There are different types of pilots when it comes to retrieves: those who don’t care and are hard-core, those who are flexible and can wait a few hours in the middle of nowhere, and those who want to know they will be picked up ASAP. An entire article could be written on this subject. Keep perspective and be patient. I should listen to my own words. Be patient and do the best with what you have.

Fly with your pants unzipped or unbuttoned. I’ve mentioned this before but forgot on this trip, so I remind you and myself again. I lost 2000’ trying to take care of my business one day.

Most of all have fun and keep your flights in perspective. We are doing something most of the population will never, have never, and won’t ever do.

As they say down under: “Yea, yea, no worries, Mate. Good on ya!”

The Cloudbase Foundation collected over $2,700 at the Forbes event.

This money will be going towards an already established community project in Big Spring, TX. After returning home, members of the Cloudbase Foundation were thrilled to see that many of the pilots at the event in Australia had contacted us about wanting to do fundraisers and projects in their hometowns. For more information go to www.cloudbasefoundation.org.

[top] left to right: Gerolf, Jonny and Curt, part one awards.

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Hang Gliding & Paragliding | www.USHPA .aero

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Tug | Truck | Boat | Rig

TowLINE

TUG PILOT CERTIFICATION/RENEWAL  In last

month’s issue of “Towline” we provided background information and specific stepby-step instructions on the new registration renewal requirements for tug aircraft and possible consequences if owners do not renew their tug’s registration. In this month’s issue we will be focusing on the nature of being a tug pilot: basic qualification, currency, and renewal requirement, as well as possible consequences of towing without proper credentials.

by Lisa Coletti & Tracy Tillman

better soaring pilot.

Tracy: As a hang glider pilot and tandem

instructor, I would rather tow behind you than anyone else. Part of the reason is that you are a great tug pilot, and part of the reason is that we have developed and refined a great system over the years.

Lisa: I feel the same, and that’s why we are writing these articles—to share that knowledge and try to help others.

Tracy: Do you have any advice for someone who is an eager, air-horny, prospective tug pilot?

Tracy: Lisa, you’ve been a tug pilot for Lisa: Boy, do I ever…! First, make sure about 15 years now. I know that you like you get good training and proper, legal towing. Why? credentials. Second, don’t dabble, espeLisa: Although I like hang gliding the cially if you are going to tow for a club best, I like any kind of flying and can get or business—it takes a lot of towing to of a lot of airtime in the tug. It’s fun to be be a good, safe tug pilot and to be able at the center of the action, somewhat like to tune into the flying characteristics and being a baseball pitcher or football quar- subtle indications of possible mechanical terback. And being a tug pilot has helped problems that your tug might experience. me gain expertise in knowing and feeling Third, if you are a hang glider pilot as well the sky, which has helped me become a as a tug pilot, expect to get less hang time because everybody is going to want you to tow them up on good days.

“Tug pilots must realize that Tracy: You mentioned mechanical problems. How big a deal is that? accidents in aviation do happen, Lisa: Almost every veteran hang glider tug pilot I know has experienced some kind of and that they place themselves mechanical problem or engine power failure. In fact, I had a power failure on my at some level of liability risk with very first solo flight in a Dragonfly during my tow pilot training in Florida. every tow they perform. Good Tracy: What happened?

Lisa: It was my first solo take-off. I was training and proper credentials low and climbing over the pine trees at the edge of the field when the battery fell out help reduce that risk.” and the engine quit. I can tell more about that in a future “Towline” issue. What’s 48

Hang Gliding & Paragliding | www.USHPA .aero

important to say now is that tug pilots must realize that problems are all too common, and they must be prepared for the emergency.

Tracy: Likewise, hang glider pilots must also realize that an emergency can happen at any time. Aerotow hang glider pilots should have received emergency scenario training as students and be prepared to take the best action in an emergency situation. For example, they should know that standard procedure in both the sailplane and hang gliding world is for the glider pilot to always turn smoothly and immediately to the right upon release at the end of the tow, while the tug turns left.

This helps to avoid a collision between the glider pilot and tug after release. The glider pilot should always and immediately turn right when he/she releases; eventually, it will become an almost subconscious, second-nature habit. This standard practice also supports the proper emergency reaction, such that if the tug pilot experiences a problem—most commonly a power failure—and needs to turn back immediately to try to make the field, the tug pilot will wave off the hang glider pilot and turn left (if altitude allows), and the hang glider pilot will immediately release and instinctively turn right. The hang glider pilot’s correct action will enable the tug pilot to make a quick turn and will help avoid a collision.

Lisa: Right. And, there are many other examples of how and why hang glider pilots learning to aerotow should learn standard techniques and must have emergency scenario-based training. That’s another good topic for a future “Towline” article.

You’ve been towing for as long as I have.

Do you have any thoughts to share about being a tug pilot?

Tracy: I have several comments related to the fact that a tug pilot's actions can impact the safety of another person.

First, tug pilots must realize that accidents in aviation do happen, and that they place themselves at some level of risk with every tow they perform. Good training and proper credentials help reduce that risk. Conversely, inadequate training and lack of proper credentials place not only the tug pilot at greater risk, but also the tug owner and club or organization they are towing for. Tug owners and comp organizers need to make sure their tug pilots

are properly credentialed.

Second, aerotow hang glider pilots need to obtain thorough aerotow training and constantly reassess their skills and technique, they should know standard procedures, and should train for emergency scenarios. Concientious training and honing of aerotow skill makes towing safer for both the tug pilot and hang glider pilot. Part of being a responsible tug pilot is to help hang glider pilots reassess and hone their skills by talking to hang glider pilots about their technique in coming off the cart, maintaining the right towing position, controlling oscillations or pulsation, release timing, avoiding zooming up at release, and remembering to always turn right at release.

Sometimes this is not easy to do, especially when they think they are skilled pilots, but advising them on ways to improve their technique could help prevent a tragedy. You could be saving their behind, as well as your own. While tug pilot's actions can affect the safety of the hang glider pilot they are towing, the hang glider pilot's actions can also affect the safety of the tug pilot. Hang glider pilots need to understand and appreciate the fact that every time they get towed, tug pilots (a) may be giving up their own opportunity to hang glide, and (b) are basically putting their life on the line for the hang glider pilot so he/she can have some fun. Show a good tug pilot some courtesy, respect, and appreciation—and you’re more likely to get towed to the best lift!

Third, a tug pilot should realize that towing operations are going to be noticed by the general public in the towing area, and some people on the ground may not like the noise and activity. It helps to try to avoid flying near homes and to fly somewhat different tow patterns to disperse the noise for folks on the ground, but realize that sooner or later someone on the ground is not going to like that noise and will eventually contact the FAA. That means, even if there is not an accident, it is all too likely for an FAA inspector to show up at a towing operation.

Lisa: Dealing with an FAA ramp check or inspection would be a good topic for another “Towline” article.

Tracy: We should do that one and explain how an FAA inspection could happen to a hang glider pilot as well as a tug pilot.

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But for this issue, we can just say that the tug pilot needs to have the required paperwork on hand to show the inspector that both he and the aircraft are properly credentialed. If an FAA inspector knows who is towing at a certain site, he doesn’t have to make a visit to check credentials.

In fact, anyone can check to see if a tug and/or pilot are properly credentialed by visiting the FAA’s pilot certification [ref 1] and airplane registration [ref 2] publicaccess online databases.

Lisa: Since a tug pilot's actions can affect the safety of another person while towing, the FAA takes a dim view of lack of credentials, and the enforcement action can be severe.

Tracy: I checked with a local FAA Inspector regarding possible enforcement action. The FAA Inspector said it depends on the particular inspector. He said he would most likely just give a letter of warning if it was something minor, such as a situation where the tug pilot was fully credentialed but forgot his pilot’s certificate card that day, but other inspectors might not be so kind. He also said if the tug pilot was not fully credentialed, he would come down hard him, and the pilot would need to consult an attorney.

Lisa: I got some more information about that from a local aviation attorney. He said that FAA Order 2150.3B (Appendix B) provides the recommended administrative enforcement action for most FAA violations. According to the guidelines, it is considered a Minimum Civil Penalty for a general aviation pilot to be flying without a valid airman certificate or medical certificate on his/her person. In this case, 50

Hang Gliding & Paragliding | www.USHPA .aero

the penalty for a single violation in the absence of aggravating or mitigating factors ranges from $500-$649. In a situation where a proper credential has not been issued, the guidelines call for a Maximum Civil Penalty of up to $11,000. [ref 3] Tracy: It happens. We know a hang glider pilot who got whacked $11,000 for flying an LSA without a pilot certificate.

The pilot is fairly well known in the hang gliding community, but we won’t drop names.

Lisa: The attorney said the FAA does not have the power to criminally prosecute a defendant; they can only issue civil penalties and administrative sanctions, such as suspensions or revocation of certificates.

However, a pilot can be criminally prosecuted under state and federal law, which would be likely if the pilot did not hold the proper credentials and was involved in an injury accident. Additionally, infractions related to Homeland Security could result in six-figure civil penalties as well as criminal prosecution.

Tracy: I think that means jail time— seems the Feds are getting grumpier about that kind of thing. What credentials are required to become a tug pilot?

Lisa: It depends on whether the tug is a true ultralight or a certificated aircraft.

If it is a true ultralight, the tug pilot needs to get an Aerotow Tug Pilot (ATP) rating [ref 4] from a USHPA Aerotow Administrator or Supervisor who also holds an ATP rating [ref 5], and can tow only for non-commercial, sport and recreational purposes [ref 6]. The towing skill demonstration for this requires completing at least five flights, single or dual, as

pilot of a hang glider being aerotowed, and five flights as a tug pilot aerotowing a hang glider that is flown by an AT-rated Hang 4 pilot who is highly experienced in aerotowing [ref 4].

If towing with an FAA-certificated aircraft, the required credentials are the same, whether towing sailplanes or hang gliders. In this case, the tug pilot must have at least a third-class medical, weightshift or single-engine land (SEL) private pilot certificate, FAA tow endorsement, and—if flying a tail-dragger—a tailwheel endorsement [refs 7,8]. In this case the tug pilot can tow for compensation. Towing for compensation is about the only commercial operation that a private pilot is allowed to do—otherwise, a commercial pilot certificate is required for commercial flight operations [ref 9]. The towing skill portion of the FAA tow endorsement involves getting a logbook endorsement from an authorized instructor of ground and flight training in an unpowered ultralight vehicle or glider (hang glider or sailplane) and getting a logbook endorsement from another qualified tug pilot who has accompanied you on three flights in an aircraft, while you have performed simulated or actual tows of a glider or unpowered ultralight vehicle [ref 7,10]. Sample endorsement forms are available on FAA’s web site [ref 11].

We won’t go into all the details about the processes here, as we already covered that in some of our previous “Towline” articles [refs 12,13]. Other good information is readily available [refs 14,15].

Tracy: How about the middle-ground.

Can a licensed Sport Pilot tow with a Light Sport Aircraft?

Lisa: No--but one would think so, with the long history and relatively safe record we have of USHPA-rated tug pilots towing with ultralights and heavy ultralights. In fact, most of the current fleet of tugs used for towing hang gliders would have previously been considered heavy ultralights and were flown by ATP’s before the heavy ultralights had to be converted to LSA’s.

Tracy: And that’s why, several years ago, USHPA’s Towing Committee quietly submitted a request for an exemption from the FAA to allow Sport Pilots with an FAA tow endorsement to tow hang gliders under the same non-commercial limitations as ATP’s who tow with true ultra-

lights. While not a secret, the Towing Committee felt that there might be about a 50/50 chance for approval. They did not highly publicize USHPA’s request because of the concern that some USHPA ATP’s would think of it as a sure thing and would not pursue the actual requirements that are in place. In fact, you and I know of several tug pilots who have still not gotten their proper towing credentials, hoping that USHPA’s request for an exemption to allow Sport Pilots to tow would be approved.

Lisa: Unfortunately, we have bad news to share about that. After waiting for three years for a response, USHPA was informed by the FAA in a letter dated December 7, 2010, that our request was denied.

Tracy: Torpedoed on December 7. Jeez, that figures. What’s the story?

Lisa: USHPA submitted the exemption request in February of 2008. Our petition was published in the Federal Register on July 17, 2008 [ref 16]. We finally heard back from them about their decision in December 2010.

Tracy: Bottom-line: the FAA’s legal reason for denial was that Sport Pilots are not allowed to tow. But that was our request—it’s a rather circular argument, don’t you think?

Lisa: Right. Reading between the lines, I think that the real reason for denial is based more on the fact that the FAA wants to limit or eliminate exemptions to the FAR Part 103 ultralight regs [ref 17].

That’s the reason that the LSA/Sport Pilot regs [ref 18] were created in the first place, to eliminate or limit exemptions to the standard regulations.

Tracy:Yeah, that’s true. In fact, USHPA’s current tandem [ref 19] and towing [ref 6] exemptions could be at risk of being cancelled by the FAA. It was recently reported in Light Sport and Ultralight Flying magazine [ref 20] that the FAA is looking to eliminate USHPA’s exemptions and replace them with new permanent standards within FAR Part 103.

I contacted the author of that article.

The FAA would like USHPA’s exemptions to be replaced by new standards that would be developed by the F37 Technical Committee of ASTM [ref 21], the same organization that created the industryconsensus standards for the LSA/Sport Pilot regs. However, ASTM and the FAA

have a lot on their plates and currently have bigger fish to fry. I was told that our current tandem and towing exemptions are likely to remain in place for awhile, as long as we don’t screw up.

Tracy: We’ve got one last thing to cover related to holding proper tug pilot credentials—which is maintaining credentials through currency and renewal. What are the currency requirements for a USHPA Aero Tug Pilot?

Lisa: There is no requirement for an ATP to conduct a minimum number of flights or tows per year. However, ultralight tug pilots can’t hold their rating if they don’t maintain their USHPA membership. If their membership expires, so does their rating. The rating can be automatically renewed if they renew their membership.

However, their rating will expire permanently if they let their membership lapse for more than three years. This applies to all ratings issued by USHPA [ref 22].

Renewal of the ATP rating is also dependent upon the FAA’s biennial renewal of USHPA’s Towing Exemption #4144 [ref 6]. If 4144 expires or is cancelled, so do all our ATP ratings.

Tracy: The currency requirements for an FAA-endorsed tow pilot are more rigorous [refs 7,11,23]. First, they must pass a flight physical to renew their third-class medical every two years if age 40 or older, or every five years if less than 40 years old [ref 24].

Although a commercial pilot certificate is not required by the FAA for commercial towing of hang gliders or sailplanes [ref 9], some sailplane operations and aircraft insurance companies require it. To exercise commercial pilot privileges, a secondclass medical is required, which must be renewed every year for a pilot of any age.

If a second-class medical is not renewed, it reverts to a third-class medical—meaning the pilot can still fly as a private pilot, but not as a commercial pilot [ref 24]. If a third-class medical is not renewed, a pilot could still fly a glider as a Glider Pilot or an LSA as a Sport Pilot, but cannot fly an aircraft as a Private Pilot or FAA-endorsed tow pilot [ref 25].

Lisa: Also, every two years all FAAlicensed pilots must complete a flight review consisting of one hour of ground training and one hour of dual flight training with a Certified Flight Instructor (CFI) [ref 26]. This is a basic flight and Hang Gliding & Paragliding | www.USHPA .aero

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REFERENCES 1. “Search Airmen Certificate Information.” FAA search web 16. “Petition for Exemption. Docket No.: FAA–2002–12590.” page: http://www.faa.gov/licenses_certificates/airmen_cerFederal Register, Vol.73, No.138: http://edocket.access.gpo. tification/interactive_airmen_inquiry/ gov/2008/pdf/E8-16371.pdf 2. “FAA Registry N-number Inquiry.” FAA search web page: 17. “Ultralight Vehicles.” Title 14 CFR Part 103: http://ecfr. http://registry.faa.gov/aircraftinquiry/ gpoaccess.gov/cgi/t/text/text-idx?c=ecfr;sid=789ba03993 3. “FAA Compliance and Enforcement Program, Order 11fa791731cc2e09f93be8;rgn=div5;view=text;node=14%3A2 2150.3B.” http://fsims.faa.gov/WDocs/Orders/2150_3B.htm .0.1.3.16;idno=14;cc=ecfr or https://www.ushpa.aero/docu4. “USHPA Aerotow Vehicle Pilot Rating (ATP).” USHPA ments/SOP/ushpa_sop_book.pdf SOP 12-02.12A: https://www.ushpa.aero/documents/SOP/ 18. “Sport Pilot.” FAA web site: http://www.faa.gov/licenses_ ushpa_sop_book.pdf certificates/airmen_certification/sport_pilot/ 5. “Towing/Aerotowing Administration.” USHPA SOP 12-10: 19. “USHPA Tandem Exemption #4721.” USHPA SOP 12https://www.ushpa.aero/documents/SOP/ushpa_sop_book. 02.24 Addendum 3: http://www.ushpa.aero/4721.asp or pdf https://www.ushpa.aero/documents/SOP/ushpa_sop_book.

6. “USHPA Towing Exemption #4144.” USHPA SOP 12-02.23 pdf Addendum 2: http://www.ushpa.aero/4144.asp or https:// 20. “Propwash: Keeping an Eye on the Feds. Exemptions www.ushpa.aero/documents/SOP/ushpa_sop_book.pdf to Expire.” by Dennis Demeter, Light Sport and Ultralight 7. “Glider and Unpowered Ultralight Vehicle Towing: Flying magazine, October 2010, p.36.

Experience and Training Requirements.” Title 14 CFR Part 21. ASTM F37 Technical Committee on Light Sport Aircraft: 61.69: http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr& http://www.astm.org/COMMIT/SUBCOMMIT/F37.htm sid=ea83fd8f5a4822b85363941f6820a009&rgn=div8&view 22. “Pilot Proficiency System Administration Procedures.” =text&node=14:2.0.1.1.2.2.1.7&idno=14 USHPA SOP 12-02.02: https://www.ushpa.aero/documents/ 8. “Additional Training Required for Operating Tailwheel SOP/ushpa_sop_book.pdf Airplanes.” Title 14 CFR Part 61.31(i): http://ecfr.gpoaccess.

23. “AC 61-98A - Currency and Additional Qualification gov/cgi/t/text/text-idx?c=ecfr;sid=dcbfb045fbdada5f64b5 Requirements for Certificated Pilots.” FAA Advisory 97e8e5f5ff0e;rgn=div5;view=text;node=14%3A2.0.1.1.2;idno Circular: http://www.faa.gov/regulations_policies/advi=14;cc=ecfr#14:2.0.1.1.2.1.1.20 sory_circulars/index.cfm/go/document.information/docu9. “Private Pilot Privileges and Limitations: Pilot-inmentID/22889 Command.” Title 14 CFR Part 61.113: http://ecfr.gpoaccess.

24. “FAA Medical Certificates - How long are they valid?”: gov/cgi/t/text/text-idx?c=ecfr&sid=ea83fd8f5a4822b8536 http://flightphysical.com/part67/whatclass.htm 3941f6820a009&rgn=div8&view=text&node=14:2.0.1.1.2.5.1.

25. “Medical Certificates: Requirements and Duration.” Title 8&idno=14 14 CFR Part 61.23: http://ecfr.gpoaccess.gov/cgi/t/text/text10. “Pilot Tow Endorsement Requirements When Using FAA idx?type=simple;c=ecfr;cc=ecfr;sid=7a3e63f86fd47e7464b5 Certificated Aircraft.” USHPA SOP 12-02.12C: https://www.

5d4782ea47a2;idno=14;region=DIV1;q1=61.23;rgn=div8;view ushpa.aero/documents/SOP/ushpa_sop_book.pdf =text;node=14%3A2.0.1.1.2.1.1.17 11. “Required endorsements in accordance with CFR, part 26. “Flight Review.” Title 14 CFR Part 61.23: http://ecfr.

61, section 61.69.” FAA web site: http://www.faa.gov/licensgpoaccess.gov/cgi/t/text/text-idx?type=simple;c=ecfr;c es_certificates/airmen_certification/sport_pilot/media/ c=ecfr;sid=7a3e63f86fd47e7464b55d4782ea47a2;idno= towing_req.pdf 14;region=DIV1;q1=61.56;rgn=div8;view=text;node=14%3 12. “Towline: Tug Pilot Qualifications, Ratings, Endorsements” A2.0.1.1.2.1.1.35

by Lisa Colletti and Tracy Tillman, Hang Gliding and 27. “Safety Advisor: Pilot’s Guide to the Flight Review.”: Paragliding magazine, April 2007: http://www.ushpa.aero/ http://www.aopa.org/asf/publications/sa03.pdf article.asp?id=43 28. “Wings: Pilot Proficiency Program.” https://www.faasa13. “Getting the USHPA ATP (Aerotow Tug Pilot) Rating” by fety.gov/WINGS/pppinfo/default.aspx Lisa Colletti and Tracy Tillman, Hang Gliding and Paragliding 29. “Federal Regulations for Tow Pilots.” http://www.soarmagazine, August 2007: http://www.ushpa.aero/article. ingsafety.org/school/towpilot/tpc11.htm asp?id=52 30. “AC 61-65E – Certification. Appendix 1: Endorsements.”

14. “Online Tow Pilot Course” by the Soaring Safety FAA Advisory Circular: http://rgl.faa.gov/Regulatory_ Foundation and Civil Air Patrol: http://soaringsafety.org/ and_Guidance_Library/rgAdvisoryCircular.nsf/list/AC%20 school/towpilot/ 61-65E/$FILE/AC61-65E.pdf 15. “Towpilot Manual” Tug Pilot Manual by Burt Compton: http://www.soarmn.com/cumulus/books/Wander/ TowpilotManual.htm

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knowledge currency check, not a towingspecific skill check for tug pilots. There are alternatives to the biennial flight review [ref 27], but all involve a check-out flight with an instructor, such as a flight test for any certificate or rating, or completion of any phase of the FAA’s “Wings” program [ref 28] within that two year period. In any case, your logbook will have to be endorsed by the CFI who did the check-out with you.

Tracy: There is also a towing-related checkout for an FAA-endorsed tow pilot to complete every two years, but it does not have to be done with a CFI. Rather, you must get an endorsement in your logbook from an experienced and current FAA-endorsed tow pilot that they have accompanied you on at least three actual or simulated glider tows or that you have made at least three flights as pilot in command of a glider towed by an aircraft. In 2009 this was changed from an annual to a biennial requirement [ref 29]. The biennial tow currency endorsement for your logbook should look like this [ref 30]:

tify that (First name, MI, Last name) has made at least three actual or simulated tows of a glider or unpowered ultralight vehicle per section 61.69(a)(6). Date / signature / name (tow pilot, certificate # 987654321).

- OR -

Tow Proficiency Endorsement | I certify that (First name, MI, Last name) has made at least three flights as pilot in command of a glider or unpowered ultralight vehicle towed by an aircraft per section 61.69(a)(6). Date / signature / name (tow pilot, certificate # 987654321).

Lisa: Well, it looks like we’ve covered the issue of the nature of being a tug pilot, qualification and currency requirements, and possible consequences of towing without proper credentials.

Tracy: Heavy stuff. Why do we tow?

Lisa: Because it’s fun!

Tow Proficiency Endorsement | I cer-

Lisa is currently the Chair of USHPA’s Towing Committee. Tracy is a past Chair of the Towing Committee, and is currently Regional Director for Regions 7 & 13. He is also a Safety Counselor for the FAA Detroit FSDO area. They are both very active and current multi-engine commercial airplane and glider pilots, tug pilots, and tandem hang gliding instructors for the Dragon Fly Soaring Club at Cloud 9 Field (46MI), Michigan. Please feel free to contact them about towing related issues at cloud9sa@ aol.com.

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Rebecca Bredehoft

[previous] Rolf Belden over Beaver Mountain, WY. [top] Cade Palmer living dangerously, Lake Hawea, Wanaka, New Zealand. [above] CJ Drews waiting for wind, Curtis Canyon, WY. [right] Cade Palmer hugging the cliffs, Makapu’u, Oahu, HI. [opposite] Cade Palmer introducing a passenger to Rock Springs Buttress, Teton Village, WY.

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[above] Loren Cox, just the tip, Rendezvous Bowl, JHMR, Teton Village, WY. [right] Cade Palmer and the Sea of Dreams, Rendezvous Bowl, Teton Village, WY. [far right] Matt Combs and Cody Peak, Rendezvous Bowl, JHMR, Teton Village, WY.

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[top] Loren Cox loving our new favorite dune, Sand Mountain, NV. [above] CJ Drews, David Cleeland, Hal Wheeler and Brad Jezek setting up, Curtis Canyon, WY. [right] Cade Palmer and Rok the dog in a sea of tracks, Sand Mountain, NV.

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[left] Dan Roof and Cade Palmer sharing a thermal over town, Jackson, WY. [far left] Where’s Waldo? Loran Cox over Teton Village, WY. [below] Loren Cox wingover, Rock Springs Bowl, Teton Village, WY. [next page] Tyler Horne playing with some morning wispies, JHMR, Teton Village, WY.

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Terry Hawkins has been a paragliding freestyle master since 1989. Judie Hawkins captures him in action on the shores of Trinity Lake.

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ADVERTISERS East Coast PG Championship . . . . . . . . 21 Flytec - Blueeyes. . . . . . . . . . . . . . . . . . 70 Flytec - 6020. . . . . . . . . . . . . . . . . . . . . 69

DON’T MISS OUT. BE SURE TO RENEW.

Flytec. . . . . . . . . . . . . . . . . . . . . . . . . . . 80 Foundation for Free Flight . . . . . . . . . . . 20 Kitty Hawk Kites . . . . . . . . . . . . . . . . . . 51 Kitty Hawk Kites . . . . . . . . . . . . . . . . . . 47 Lake County Chamber of Commerce. . . 11 Lookout Mountain. . . . . . . . . . . . . . . . . 69 North Wing. . . . . . . . . . . . . . . . . . . . . . 53 Ozone Paragliders. . . . . . . . . . . . . . . . . . 2 Parasupply. . . . . . . . . . . . . . . . . . . . . . . 70 Rio. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Sky Wings Magazine. . . . . . . . . . . . . . . 24 Skywalk. . . . . . . . . . . . . . . . . . . . . . . . . 37 Soaring Society of America. . . . . . . . . . 75

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.

Sport Aviation Publications . . . . . . . . . . 28 Superfly. . . . . . . . . . . . . . . . . . . . . . . . . 19 Thermal Tracker Paragliding. . . . . . . . . . 10 Traverse City HG & PG. . . . . . . . . . . . . . . 9 Torrey Pines. . . . . . . . . . . . . . . . . . . . . . 79

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Contributing Member Participate in elections!

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or call

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

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DISPATCH

C A L E N D A R

&

C L A S S I F I E D

MAY 28-31  National Hang Gliding & Paragliding Day. Events, poster templates, media and press support, as well as other information coming soon.

Please submit your Memorial Day weekend fly-ins and events for this 2nd annual national event as soon as possible to get them in the magazine, newsletter and online.

MEETINGS

SANCTIONED COMPETITION

MARCH 3-5  USHPA Spring Board of Directors

APRIL 30 - May 6  Florida Ridge, Clewiston, FL. 3rd Annual Rob Kells Memorial Competition. XC race to goal. H4 or foreign equivalent aerotow rating, xc & turbulence sign-offs, extensive experience on glider to be flown in comp. 3D GPS. Trophies & day prizes awarded. $250 registration fee plus $375 tow fee. Practice date, 4/29. More information: James Tindle gjtindle@hotmail.com, or www. thefloridaridge.com.

Meeting. Crowne Plaza, 2886 South Circle Drive, Colorado Springs, CO Tel: 719-576-5900 / 888233-9527. Group discount code: USHPA. Check USHPA web site for schedule and additional info.

APRIL 16  Bangor, PA. Foundation For Free Flight

Meeting. This will be our first meeting in the Northeast, and will be our most important meeting in history. Three new trustees will be elected at this meeting. All interested volunteers should attend along with all participating individuals. More information: David Leggett, 610-972-5401, or ias@nni.com.

Non Sanctioned CompETITION APRIL 24-29  La Belle, Florida. 5th Annual Spring Fling.This is a fun trainer comp designed for newer pilots who want to improve their thermal and x-c skills and learn the basic skills needed to compete in sanctioned competition. Daily clinics with top pilots covering everything from GPS to flat land flying skills,towing safety and much more! This event will also be a warm up event for pilots to prepare for the 2011 US national championships in Hearne, Texas.

Limit of 30 pilots. More information: David Prentice 505-720-5436, earthcog@yahoo.com.

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MAY 1-7  East Coast Paragliding Championships, Florida Ridge Flight Park, Clewiston, FL. Requirements: P3 with tow sign-off, tow bridle. Ten percent of entry fees go to the top three overall pilots. Entry Fee: $250 plus $150 tow fee. More information: David Prentice at earthcog@yahoo.com, or www. earthcog.com.

May 8-14  Various airfields from Florida to Geor-

gia starting at Quest Air. Flytec Race and Rally. XC race to goal, rally format. Requirements: H4 or foreign equivalent, aerotow rating, xc & turbulence sign-offs. Extensive experience on glider to be flown in comp. 3D GPS, maximum 50 entrants. Trophies, day prizes and prize money TBA. Entry Fee: $250, towing fee TBA. More Information: Jamie Shelden 831-261-5444, naughtylawyer@gmail.com, or www.flytecraceandrally.wordpress.com.

May 17 - 21  Enjoy Field, Chebanse, IL. Let’s pro-

mote HG sport in the midwest. All tasks “Race to Goal”. Requirements: H3/H4, aerotow. Kingpost/ Topless/Rigid, GPS w/trcklogs. Nice trophies and prize money. Entry Fee: $260 Rain dates 6/12 6/18. More Information: Krzysztof Grzyb 312-6564403, info@midwesthgcomp.org, or www.midwesthgcomp.org.

MAY 23-28  Carter Memorial Airport, Luling, TX. Texas Single-Surface Shoot-Out. Race to goal via single surface gliders. Requirements: H3 w/at signoff. Meet specific rules. Single surface glider, helmet, gps, parachute, aerotow release harness. Entry Fee: $200. More information: Joel Froehlich at 210-381-5193, jfroehlich@satx.rr.com, or www.joelfroehlich.wordpress.com.

June 3-5  Glassy Mountain, SC. South Carolina

Springtime Fly-In, at Glassy Mountain near Greer, SC. Come and enjoy flying and competing (spot, duration, X-C, balloon toss, etc.) at this beautiful south-facing mountain. Plaques awarded to all 1st, 2nd and 3rd place finishers in all competitions (except balloon toss). $20 entry fee for competition flying and $10 for fun flying. Fly-In T-shirts are available. (Due to tree restrictions at launch, paragliders cannot be flown at this site) More Information: Paul Peeples 828-885-2536 pbrannenp@msn.com, or http://www.southcarolinahanggliding.com/.

June 5-11  Highland Aerosports Flight Park, Rid-

gely, MD. East Coast HG Championship. Race to goal. Requirements: Advanced H4, (H3) with meet director approval XC, turbulence, AT ratings, previously flown in a USHPA aerotow comp or have written approval (before registering) from meet director, GPS. Prize money awarded based on number of competitors. EntryFee: Class 1/5 $450 early, $500 after 4/15. Sport class $375 early, $425 after 4/15. More Information: Highland Aerosports, Inc 410-634-2700, hanglide@aerosports.net, or www. aerosports.net.

June 19-25  Woodrat Mt, Ruch, OR. The Rat

Race. Race to Goal. P3 minimum requirement, USHPA membership, helmet, reserve, radio capable to transmit & receive on USHPA frequency. Race trophies for top three open, serial, sport & women.

Sprint trophies for top three serial, sport & women.

Entry Fee: $395 postmark 4/15; $495 4/15 - 6/19.

More Information: Gail Haley - MPH Sports MPHsports@charter.net, or www.mphsports.com.

JULY 24-30  Monroe Peak, Ritchfield, UT. 2011

Paragliding US Nationals. Race to goal. Requirements: P3 w/turbulence sign-off, reserve & back protection. Trohpies. Entry Fee: $325 before 5/1, $375 after. More information: Stacy Whitmore 435979-0225, stacy@cusa.com, or stacy@cusa.com.

August 14-20  Big Spring Airport, Big Spring,

TX. Big Spring US Nationals. Safe, Fair & Fun Race to Goal. Requirements: H3, aerotow, current experience. Trohpies. Entry Fee: $350 by 6/1 More information: David Glover 405-830-6420, david@davidglover.com, or www.endlessthermal.com.

AUGUST 14-20  Hearne Municipal Airport, Hearne, TX. Lone Star Nationals PG. A natioal level flatland race to test the potential of hosting a large scale national tow event in the USA. Requirements: P3, tow sign-off, tow bridle. 10% of all entry fees go to prize money. Top three overall & top female. Entry Fee: $250 before 7/1, $350 after 7/1. $150 tow fee. More Information: David Prentice earthcog@ yahoo.com, or www.earthcog.com.

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SEPTEMBER 11-17  Francisco Grande Golf Resort

& Hotel, Casa Grande, AZ. Santa Cruz Flats Race.

XC race to goal. Requirements: H4 or foreign equivalent, aerotow rating, xc & turbulence sign-offs, extensive experience on glider to be flown in comp.

3D GPS. Max 60 entrants. Trophies and day prizes.

Entry Fee: $275, tow fees TBA. More Information: Jamie Shelden 831-261-5444 naughtylawyer@ gmail.com, or santacruzflatsrace.blogspot.com.

SEPTEMBER 4-10  1st US Nationals Open dis-

tance Championship at Inspiration Point (Squaw Peak Lookout), Utah. Open distance as per USHPA OD scoring system. Requirements: P3 w/turbulence sign-off, reserve & back protection. Trophies Entry Fee: $325 before 6/1 $375 after. More information: Ken Hudonjorgensen, 801-572-3414, twocanfly@ gmail.com, or twocanfly@gmail.com.

FLY-INS MAY 12-17  Baja, CA: FlyLaSalina.com Fifth Annual Full Moon “Fiesto Del Cielo” Fly-in at La Salina Flying Ridge. Originally deemed “The Perfect Ridge” by HG pilots in the late 70’s, La Salina is known worldwide as Baja’s best Airsport venue with various glider launches and LZ’s including beachfront spots at BajaBrents and the Cantina! Soar for hours, climbing to 3000 ft+ in strong thermals, and land on big/beautiful sandy beach, or cross country 30+ miles into Baja wine country. Fly PG, HG, PPG, and trikes. Thursday is site intro day, XC and flying task events begin Fri-Mon. Full moon flight Sun/Mon night). More details at www.FlyLaSalina. com or www.BajaBrent.com or call 760-203-2658, or 01152-646-155-4218 or email: bajabrent@msn. com

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

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

DECEMBER - APRIL  Yelapa, Mexico. Come TOW

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.

SPOT MESSENGER! $149.95 www.ushpa.aero/store

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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.

February 7-9  Atlanta, GA Basic and Advanced instructor training held at our towing facilities near Commerce, led by Luis Rosenkjer. Re-certification participants are also welcome. More Information: Luis Rosenkjer 404-931-3793 luis@atlantaparagliding. com, or info@atlantaparagliding.com..

FEBRUARY 10-11  Atlanta, GA T-2 and T-3

clinic held at our towing facilities near Commerce, led by Luis Rosenkjer. Tandem Surface Tow skill certification also possible. More Information: Luis Rosenkjer 404-931-3793 luis@atlantaparagliding. com, or info@atlantaparagliding.com.

FEBRUARY 14-16, 18-20, 22-24 & 26-28  Yelapa, Mexico. Week long SIV clinics in tropical paradise, Yelapa, with Brad Gunnuscio. Join us for a week of fun and learning towing over the bay of Banderas.

Complete packages available with lodging. Great place to bring a non flying partner or family also.

More info: ascensolibre@cs.com or bradgunn@ hotmail.com. More Information: Les Snyder 011 52 322 209 5174 stingertail23@cs.com. february 26 - March 20  Brazil. Come enjoy the best flying Brazil has to offer! Improve your thermal and x-c skills with US foot launch record holder David Prentice. We’ll fly multiple flying sites across Brazil including: G.V., Bixou Guandu, Pancas, Alfredo Chavez and the infamous Peidra Bontio above Copacabana beach. 14 days. Contact David Prentice at earthcog@yahoo.com, or call 505-720-5436.

MARCH 11-13, March 31 - April 4, April 8-10, 16-18, 23-25, April 29 - May 1, May 13-16, 2023 & 28-30  Owens Valley, CA. Fly one of the

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.

FEBRUARY 1-7  Yelapa, Mexico. Week long

SIV clinics in tropical paradise, Yelapa, with Brad Gunnuscio. Join us for a week of fun and learning towing over the bay of Banderas. Complete packages available with lodging. Great place to bring a non flying partner or family also. More info: ascensolibre@cs.com or bradgunn@hotmail.com More Information: Les Snyder 011 52 322 209 5174 stingertail23@cs.com.

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best sites in the US with one of the best pilots in the world. Kari is a Bi-Wingwal pilot and a three time world champion with multiple national champion titles under both of her wings. A variety of trips for all levels are available. Work on everything from take offs to landings, high altitude launches, dust devil awareness, reading the sky, how to map a thermal, goal setting and of course cross country and more!!!

Come FLY the Owens and see why it’s so easy to achieve your personal best flight!!! More information: Kari Castle 760-920-0748 kari@karicastle. com, or www.KARICASTLE.COM. APRIL 1-7  Milpitas, CA, Seven day complete

USHPA Hang Gliding Instructor Clinic with Pat Denevan of Mission Soaring LLC. Includes Instructor Training Clinic, Apprenticeship and Instructor Evaluation. At conclusion Qualified pilots will receive their Instructor rating. More information: Pat Denevan, 408-262-1055, or mission@hang-gliding. com.

APRil 1-3, 8-10, 15-17 & May 13-15  Sebring, Florida Spring training! Thee day over the water(SIV) maneuvers training courses: Personalized progression from basic to advanced. Come enjoy one of the best SIV venues the US has to offer. Limited space.

Contact: David Prentice earthcog@yahoo.com or call 505-720-5436. april 15-17  Utah. Instructor Training with Ken

Hudonjorgensen. More information: 801-572-3414, or twocanfly@gmail.com, or www.twocanfly.com.

april 17  Utah. Instructor Re-certification with

Ken Hudonjorgensen. More information: 801-5723414, or twocanfly@gmail.com, or www.twocanfly.com.

APRIL 22-24  Owens Valley, CA. Thermal and

Cross Country Clinic with Eagle Paragliding. Many pilots are sure to get personal bests. View photos and videos from our last clinic at www.paragliding. com, or call 805.968.0980 for more information.

may 7-8  Utah. Tandem (T2 & T3) with Ken Hu-

donjorgensen. More information: 801-572-3414, or twocanfly@gmail.com, or www.twocanfly.com.

MAY 12-17  Over-the-water Maneuvers Clinics in Northern California with Eagle Paragliding. America’s top all-around acro and competition pilot Brad Gunnuscio will be coaching with our state of the art towing set up. Visit www.paragliding.com , or call 805.968.0980 for more information. may 15 - june 15  Peru. Touching the Andes of

Peru Tours. Join Jeff Cristol and Adventure Tour Productions for our annual paragliding tour to the Andes of Peru. From Huaraz in the northern cordilleras to the famous flying near Cuzco visit the high mountains of Peru with Jeff Cristol who intimately knows sites throughout the country. Please visit www.paraglideperu.com, www.adventuretourproductions.com/articles/touchingtheandes.htm and www.adventuretourproductions.com/articles2005/ sacredvalley.htm to read about these adventures and for any questions or to reserve a spot:(970) 729-0078, or write jeff@adventuretourproductions.com

MAY 20-23  Santa Barbara, CA. Instructor Certi-

fication 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.

may 21-23  Utah. Thermal Clinic. Many pilots

have reported that “Ken offers the most comprehensive course and booklet on the subject of Thermal Flying for paragliding”. Most will learn in 3 days what it would take 3 years to learn on their own. Utah flying sites with Ken Hudonjorgensen. More information: 801-572-3414, or twocanfly@gmail.com, or www.twocanfly.com.

MAY 23-24  Santa Barbara, CA. Tandem Para-

NOVEMBER 7-8  Santa Barbara, CA. Tandem

may 26-29  Utah. Cross-country competition

november 8-15 &/or 17-24  Iquique, Chile. Fly

gliding 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.

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.

clinic; a friendly introduction to cross-country flying with instruction from Ken Hudonjorgensen who held the XC record in Utah for 7 years and has won the Utah XC cup for 6 of the 13 years it has been run.

All aspects of XC & Competitions will be covered.

Utah XC sites. More information: 801-572-3414, or twocanfly@gmail.com, or www.twocanfly.com.

sites w/Ken Hudonjorgensen and local guides. A great trip to what many pilots consider to be the best place to fly in the world. More information: 801-572-3414, or twocanfly@gmail.com, or www. twocanfly.com.

JUNE 9-14  Northern California with Eagle Paragliding. America’s top all-around acro and competition pilot Brad Gunnuscio will be coaching with our state of the art towing set up. Visit www.paragliding. com , or call 805.968.0980 for more information.

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

june 18-19  Utah. Mountain Flying and learning how to pioneer a new site in Utah with Ken Hudonjorgensen. Phone: 801-572-3414, or twocanfly@ gmail.com, or www.twocanfly.com.

Wills Wing Talon 160 - Best high payload high performance flex wing ever made. Very good condition.Contact: 334-265-4643, JamesPAnde@aol. com

AUGUST 4-9  Over-the-water Maneuvers Clin-

ics in Northern California with Eagle Paragliding.

America’s top all-around acro and competition pilot Brad Gunnuscio will be coaching with our state of the art towing set up. Visit www.paragliding.com , or call 805.968.0980 for more information.

SEPTEMber 1-6  Over-the-water Maneuvers Clinics in Northern California with Eagle Paragliding. America’s top all-around acro and competition pilot Brad Gunnuscio will be coaching with our state of the art towing set up. Visit www.paragliding.com , or call 805.968.0980 for more information. september 24-25  Utah. Mountain Flying and learning how to pioneer a new site in Utah with Ken Hudonjorgensen. More information: 801-572-3414, or twocanfly@gmail.com, or www.twocanfly.com.

SEptember 29 - October 4  Over-the-water Maneuvers Clinics in Northern California with Eagle Paragliding. America’s top all-around acro and competition pilot Brad Gunnuscio will be coaching with our state of the art towing set up. Visit www. paragliding.com , or call 805.968.0980 for more information.

OCTOBER 7-9  Owens Valley, CA. Thermal and

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

BUSINESS & EMPLOYMENT Instructors Needed - Full or part time basic/

advanced hang glider instructors. Lodging available.

Please contact Greg at Mountain Wings in Ellenville, NY 845-647-3377 mtnwings@verizon.net

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

SCHOOLS & DEALERS ALABAMA LOOKOUT MOUNTAIN FLIGHT PARK - The best

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

CALIFORNIA

Cross Country Clinic with Eagle Paragliding. Many pilots are sure to get personal bests. View photos and videos from our last clinic at www.paragliding. com, or call 805.968.0980 for more information.

AIRJUNKIES PARAGLIDING - Year-round excellent

NOVEMBER 4-6  Santa Barbara, CA. Instructor

EAGLE PARAGLIDING - SANTA BARBARA offers the

Certification Clinic with Rob Sporrer of Eagle Paragliding in Santa Barbara, California. This threeday 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.

instruction, Southern California & Baja. Powered paragliding, clinics, tours, tandem, towing. Ken Baier 760-753-2664, airjunkies.com. best year round flying in the nation. Award-winning instruction, excellent mountain and ridge sites. www. flysantabarbara.com, 805-968-0980

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 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.

WINDSPORTS - Don’t risk bad weather, bad

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.

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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FLORIDA

MICHIGAN

TENNESSEE

FLORIDA RIDGE AEROTOW PARK - 18265 E State

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.

LOOKOUT MOUNTAIN FLIGHT PARK - Just outside

TRAVERSE CITY HANG GLIDERS/PARAGLIDERS

FlyTexas / Jeff Hunt - training pilots in Central

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

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.

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, www.questairhanggliding.com

NEW YORK AAA MOUNTAIN WINGS INC. - New location at 77 Hang Glider Road in Ellenville next to the LZ. We service all brands featuring AEROS and North Wing.

Contact 845-647-3377, mtnwings@verizon.net, www.mtnwings.com, FLY HIGH, INC. - Serving New York, Jersey, and

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

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.

GEORGIA

Let's Go Paragliding LLC - Paragliding flight

LOOKOUT MOUNTAIN FLIGHT PARK - Discover

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

HAWAII 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

school offering USHPA-certified instruction for all levels, tandem lessons, tours, and equipment sales. www.letsgoparagliding.com, 917-359-6449.

NORTH CAROLINA KITTY HAWK KITES - FREE Hang 1 training with

PROFLYGHT PARAGLIDING - Call Dexter for friendly

See Cloud 9 in

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

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.

Hang Gliding & Paragliding | www.USHPA .aero

CLOUD 9 SPORT AVIATION -

Michigan

TEXAS 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.

WINGS OVER WASATCH HANG GLIDING - Salt Lake

/ 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,

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

OHIO MARYLAND

72

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.

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

See Cloud 9 in

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

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.

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.

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>

MEXICO - VALLE DE BRAVO and beyond for hang

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

PARTS & ACCESSORIES

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

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 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.

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.

SERVICE

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.

STOLEN WINGS & THINGS Stolen 9/18/10 - Draper, UT. Gradient Aspen

PG, Black harness, white helmet and Flytec vario.

Please call: Chris: 209-267-5090 , or Aaron: 916471-9695.

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.

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.

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Apply today at... http://www.cardpartner.com/app/ushpa More details in the full ad on page 39.

Hang Gliding & Paragliding | www.USHPA .aero

73

HANG GLIDING

74

PARAGLIDING

RTNG REGN NAME

CITY

STATE RATING OFFICIAL

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

Gig Harbor San Francisco Berkeley Berkeley Berkeley San Francisco San Francisco San Francisco Tehachapi San Diego Rio Rancho Lehi Salt Lake City Wooster Conway Chicago Minneapolis Ardmore Ridgely St Petersburg Charleston Irvington Wildwood Chickamauga Asheville Morrow Asheville Glen Rose Frisco Del Rio Watauga Melville Castro Valley Newark San Francisco Playa Del Rey San Diego Rio Rancho Lehi Salt Lake City Chicago Minneapolis Lakewood Ardmore Ridgely St Petersburg Charleston Irvington Wildwood Chickamauga Asheville Morrow Asheville Terrell Watauga Brooklyn Snohomish San Ramon San Diego Salt Lake City Germantown Durham Naugatuck La Vergne San Francisco Santa Barbara San Diego Schenectady Melville

WA CA CA CA CA CA CA CA CA CA NM UT UT AR AR IL MN PA MD FL SC AL GA GA NC GA NC TX TX TX TX NY CA CA CA CA CA NM UT UT IL MN PA PA MD FL SC AL GA GA NC GA NC TX TX NY WA CA CA UT IL CT CT TN CA CA CA NY NY

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

Timothy Mcmullen Jeremy Herzog Karen Yung Mike Hamady Josh Tran George Nelson Matt Bell Michael Brothers William Dodson Alain Guyenot Aaron Bell David Butler Robert Bagley Terry Brown Brandon Ragsdale Aparna Hirve Robert Loraine Paul Koether Grant Bailey Kevin Kish Shann Ladiser David Lannie Jr Tyler Lewis Clayton Marsh Jr Zoe Mcdaniel Tina Seng Bruce Mcdaniel Stephen Willis Greg Fergus Peter Calabretta Matt Frazier Forough Yassi Steve Tirado Jerry Rowell Jeremy Herzog Lloyd Albright Iii Alain Guyenot Aaron Bell David Butler Robert Bagley Aparna Hirve Robert Loraine Daniel Zegers Paul Koether Grant Bailey Kevin Kish Shann Ladiser David Lannie Jr Tyler Lewis Clayton Marsh Jr Zoe Mcdaniel Tina Seng Bruce Mcdaniel Jerry Dainton Matt Frazier Joshua Mcmillan Rob Nichols Phillip Fisher Alain Guyenot Robert Bagley Danny Johnson Steven Leiler Michael Abdullah Larry Prostick Mike Quinn William Dydo Alain Guyenot Bruce Cowan Hamed Partovi

Hang Gliding & Paragliding | www.USHPA .aero

David Yount Justine Yang Barry Levine Lionel Marks Lionel Marks Patrick Denevan David Yount David Yount Joe Greblo Theodore Mack Mel Glantz Shadd Heaston Ryan Voight Jayson Holland Jayson Holland Daniel Zink Daniel Zink Gordon Cayce Adam Elchin Paul Tjaden Daniel Zink Daniel Zink Daniel Zink Daniel Zink Daniel Zink Daniel Zink Daniel Zink Jeffrey Hunt Jeffrey Hunt Jeffrey Hunt Daniel Zink Paul Voight Patrick Denevan David Yount Justine Yang Joe Greblo Theodore Mack Mel Glantz Shadd Heaston Ryan Voight Daniel Zink Daniel Zink Greg Black Gordon Cayce Adam Elchin Paul Tjaden Daniel Zink Daniel Zink Daniel Zink Daniel Zink Daniel Zink Daniel Zink Daniel Zink Matthew Taber Daniel Zink Greg Black Aaron Swepston Michael Jefferson Theodore Mack Ryan Voight John Alden Bryon Estes Bryon Estes Daniel Zink Michael Jefferson Ray Leonard Theodore Mack Mark Knight Paul Voight

RTNG REGN NAME

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 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

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

Bill Post Christopher Rice Fredrik Tibblin Tyson Rowley Kenneth Barrett James Borders Kevin Walsh Boyd Wilkinson Scott Mcintosh David Hewes Alexander (ray) Elliott Benjamin Wheat Jesse Gulledge Pyper Dixon Joel Mendez Dmitriy Khudoleyev Brian Barbaree Karen Meck Mona Mitchell Christian Copenheaver Lee Boone Al Baldwin John Davis Charles (tony) De Barr Ralph Van T Hoff Ken Swenson Bill Post Timothy Barber Christopher Rice Forest Rall Benjamin Bowes Alison Hamel William Hise Fredrik Tibblin Tyson Rowley Kenneth Barrett William Stevens Kevin Walsh Boyd Wilkinson Scott Mcintosh David Hewes Alexander (ray) Elliott Benjamin Wheat Jesse Gulledge Pyper Dixon Petr Kalab Joel Mendez Dmitriy Khudoleyev Brian Barbaree Mona Mitchell Christian Copenheaver Lee Boone Diana Baldwin Al Baldwin Lee Haigwood John Davis Darren Fernandes Charles (tony) De Barr Ralph Van T Hoff Jason Cromer Robert Waring Marco Guzman Greg Didriksen Justin Boyd Jim Wickstrom John Anthony Keegan Kuhn Kris Souther Daniel Mcmanus Christopher Szatkowski Ludovic Simon

CITY

STATE RATING OFFICIAL

Talkeetna Point Arena Mammoth Lakes Kula Del Mar Albuquerque Black Hawk Brighton Park City Avon Logan Cottonwood Hts Missoula Bozeman Miami Johns Creek Troy Mableton Madison Ft Lauderdale El Paso Southampton Patchogue Maldon, Essex Fethiye, Mugla Issaquah Talkeetna San Jose Point Arena Mesquite Redondo Beach Kailua San Diego Mammoth Lakes Kula Del Mar Colorado Springs Black Hawk Brighton Park City Avon Logan Cottonwood Hts Missoula Bozeman Bethesda Miami Johns Creek Troy Madison Ft Lauderdale El Paso Basking Ridge Southampton Hopewell Patchogue Bc Maldon, Essex Fethiye, Mugla White City Palo Alto Union City Lotus Lotus Santa Barbara Santa Barbara Ojai San Diego Salt Lake City Phoenix Snowmass Village

AK CA CA HI CA NM CO CO UT CO UT UT MT MT FL GA AL GA AL FL TX NY NY

WA AK CA CA NV CA HI CA CA HI CA CO CO CO UT CO UT UT MT MT MD FL GA AL AL FL TX NJ NY NJ NY

OR CA CA CA CA CA CA CA CA UT AZ CO

Rob Sporrer Jeffrey Greenbaum Stephen Mayer David Binder Max Marien Charles Woods Granger Banks Mike Steen Jonathan Jefferies Stephen Mayer Chris Santacroce Jonathan Jefferies Andy Macrae Andy Macrae Luis Ameglio Ariel Nocella Kevin Hintze Ariel Nocella Mike Steen Rob Sporrer Hadley Robinson David Baldwin Jr Terry Bono Bruce Kirk Murat Tuzer Lawrence Wallman Rob Sporrer Jeffrey Greenbaum Jeffrey Greenbaum Andy Macrae Max Marien Pete Michelmore Max Marien Stephen Mayer David Binder Max Marien Granger Banks Granger Banks Mike Steen Jonathan Jefferies Stephen Mayer Chris Santacroce Jonathan Jefferies Andy Macrae Andy Macrae Dwayne Mccourt Luis Ameglio Ariel Nocella Kevin Hintze Mike Steen Rob Sporrer Hadley Robinson David Baldwin Jr David Baldwin Jr Terry Bono Terry Bono James Reich Bruce Kirk Murat Tuzer Kevin Lee Jeffrey Greenbaum Jeffrey Greenbaum Jason Shapiro Jason Shapiro Bruce Kirk Rob Sporrer Bruce Kirk Max Marien Kevin Hintze Chandler Papas Alejandro Palmaz

N O V E M B E R RTNG REGN NAME

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

4 4 4 4 4 10 10 10 10 11 11 2 2 3 4 4

Jake Royall Aaron Cromer Boyd Wilkinson David Hewes Alexander (ray) Elliott Jay Browder Kim Browder Daniel Paulete Mackenzie Woods Kelly Miller Lee Boone Allen Stewart Norman Thompson Chin Chien Huang David Grant Alexander (ray) Elliott

2 0 1 0 CITY

RATINGS

Winter Park Tucson Brighton Avon Logan Pendleton Pendleton Atlanta Memphis Cedar Park El Paso Portola Valley Kneeland San Marcos Glenwood Springs Logan

STATE RATING OFFICIAL

CO AZ CO CO UT SC SC GA TN TX TX CA CA CA CO UT

Kevin Hintze Kevin Lee Mike Steen Stephen Mayer Chris Santacroce Luis Rosenkjer Luis Rosenkjer Max Marien Charles Woods Rob Sporrer Hadley Robinson Bob Hammond Jr Jeffrey Greenbaum Rob Sporrer Darius Lukosevicius Chris Santacroce

Valle de Bravo, Mexico | Photo by Mark Vanderwerf Hang Gliding & Paragliding | www.USHPA .aero

75

USHPA STORE

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NEW! HG or PG GREETING CARDS | $16.00 Choose a 10-pack of either HG or PG on luxurious metallic card stock with matching 4x9 inch envelopes. Front reads "This is Flying. This is Freedom." Inside is blank.

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NEW! SPOT MESSENGER | $149.95 Buy a Spot Messenger and get a Bonus Adventure Kit that includes a floatation case, micro LED flashlight, safety whistle, lanyard, carabiner keychain and safety tips bandana.

Ydays of bamboo and plastic to the present.

ou hold the history of our sport, from the earliest

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.

Each PDF file is one complete magazine, just as originally published. Pages with color have produced as color scans, the rest scanned as black and white images. Blemishes or imperfections are present in the original source magazines, some of which were the only known copies remaining.

are packed into these digital

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FLYING RAGS FOR GLORY | $47.95 The A to Z of Competition

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Paragliding: For the begin-

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ner or experienced pilot.

technology evolve. Learn how sites have opened and closed.

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.

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78 | Touching the Sky Karel Koudelka diving through the Pioneer Mountains, Idaho | photo by Adam Majors

by Steve Messman

smiled on the outside and chuckled on the inside because I knew exactly how she felt. strid rode tandem through the Most of us probably do, because we’ve sky along with her pilot Hiccup. been there, and we’ve done that.

When I was young and lived at home, It was her first flight, and the Night Fury’s pilot held no mercy. He I walked along the fields of Indiana with pointed the beast’s wings toward the sky my eyes to the clouds. On any given and screamed through the air with loops summer day, streets of white, fluffy clouds and wingovers, climbs and dives. Finally, formed over thousands of acres of beans Hiccup guided the Night Fury relentlessly and corn. “One day,” I said every time I into the clouds. Astrid shivered, frozen looked skyward, “I will be there with you.” with the piercing numbness of fear. She Eventually, I was. Like most of you, I reheld her unseeing eyes wide open to the member my first cloud quite well.

I remember how I watched that cloud frigid air that blasted past. She breathed in shallow gasps, and she clung to her growing in front of me, and I remember pilot with a rib-crushing grip—at first. the mental arithmetic that confirmed I Over time, and somehow magically, she would soon be there. I remember watchrealized that her flight was under perfect ing the mist drawing closer and closer, control and that she wouldn’t be falling uncertain whether I was flying toward it out of the sky anytime soon. With only a or it was floating toward me. Time stood remnant of her earlier trepidation, Astrid still, and I dangerously forgot that I was did the most amazing thing; she held in command of my aircraft. In those minher hand straight up into the softness of utes that I was held awestruck in my verthe sky, and for the first time in her life, sion of a space/time warp, I began to doubt she touched a cloud. Now, Astrid looked myself. What if I get sucked in? What if I through those huge, wide opened eyes lose track of the ground? What if…? But and saw a new world: one with an entirely then, the cool mist wrapped itself around changed set of boundaries. Just as sudden- my hands and moistened my face. I smiled, ly, she realized that her life would never be and I felt special. Suddenly, I knew that my life would never, ever, be the same. I the same.

I became almost giddy when I saw this had finally lived the dream that was stuck scene on “How to Train Your Dragon”. I in my head for all those years, and I real-

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78

Hang Gliding & Paragliding | www.USHPA .aero

ized in that instant that I have the ability to choose this dream over, and over, and over again. I immediately sought out my next cloud, and I, very willingly, raised my hand into its softness, and into a whole new set of boundaries.

Flying is like that. It is life changing.

It is time spent in a place where “normal” stops, if only for a moment. It is making the leap from one mountain peak to the next, from one cloud to another, from one experience to the next experience. It is living the expectation that something special is just on the other side of the next cloud, just beyond our grasp, but certainly not beyond our reach. It is daring to raise your hand into the mist, and realizing that once you do, life will be forever different.

There are many rare and special gifts in our lives, clouds among them, but also family, faith, career, health, success. Prizes to be earned more than gifts to be received, these, like all objects beautiful and rare, frequently require a certain amount of study and effort to attain. Quite often, we find such prizes just beyond our grasp, but never beyond our reach. To be certain, prizes of such value must be earned, and, just as certainly, they will be earned only by those who are willing to raise their hands into the mist, and who dare to touch the sky.