Hang Gliding & Paragliding Vol41/Iss05 May 2011

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MAY 2011 Volume 41 Issue 5 $6.95 Hang Gliding & Paragliding | www.USHPA .aero

HANG GLIDING & PARAGLIDING MAGAZINE

On the cover, Antoine Boisselier on a Litespeed RS4 and Skyline Harness with two reserves near St Hilare, France with the Dent de Crolles in the backdrop | photo by Antoine Boisselier. Meanwhile, Regional Director Ken Grubbs snaps a shot of Roberto Frias and Executive Director Martin Palmaz as they get the word out in Steamboat Springs, Colorado.

MAGAZINE STAFF Martin Palmaz, Publisher: executivedirector@ushpa.aero Nick Greece, Editor: editor@ushpa.aero Greg Gillam, Art Director: greg@gillamdesign.com Martin Palmaz, 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, Communications 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: Ryan Voight, Ken Grubbs. REGION 5: Donald Lepinsky. REGION 6: David Glover. REGION 7: Tracy Tillman. REGION 8: Michael Holmes. 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, Mike Haley, Dennis Pagen. EX-OFFICIO DIRECTOR: Art Greenfield (NAA).

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

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

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

The USHPA is a member-controlled sport organization dedicated to the exploration and promotion of all facets of unpowered ultralight flight, and to the education, training and safety of its membership. Membership is open to anyone interested in this realm of flight. Dues for Rogallo membership are $270. Pilot memberships are $75 ($90 non-U.S.). Dues for Contributing membership and for subscription-only are $52 ($63 non-U.S.). $15 of annual membership dues goes to the publication of Hang Gliding & Paragliding magazine. Changes of address should be sent six weeks in advance, including name, USHPA number, previous and new address, and a mailing label from a recent issue. You may also email your request with your member number to: info@ushpa.aero.

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

1685 W. Uintah St., Colorado Springs, CO 80904, (719) 632-8300, FAX (719) 6326417. PERIODICAL postage is paid at Colorado Springs, CO and at additional HANG GLIDING & PARAGLIDING magazine is published for foot-launched air- mailing offices. sports enthusiasts to create further interest in the sports of hang gliding and paragliding and to provide an educational forum to advance hang gliding POSTMASTER Send change of address to: Hang Gliding & Paragliding and paragliding methods and safety. magazine, P.O. BOX 1330, Colorado Springs, CO 80901-1330. Canadian Post Publications Mail Agreement #40065056. Canadian Return Address: DP Global Mail, 4960-2 Walker Road, Windsor, ON N9A 6J3

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

COPYRIGHT Copyright (c) 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.

2011MAY EDITOR

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PILOT BRIEFINGS

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ASSOCIATION

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TOWLINE

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CENTERFOLD

40

TANGENT

66

DISPATCH

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RATINGS

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USHPA STORE

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PERFORMING UNDER PRESSURE Taking it to the next level

by Patrick McGuiness . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

Ed levin speed gliding 2011 Fast and furious in San Francisco

by Chris Valley. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

Pioneers Sites abound in the great USA!

by Ryan Voight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

Coming unglued at Taupo Unhooked Get up to throw down

by Alicia Harmon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50

FIRST xc, many learnings Shaking out the bugs at a friendly comp

by Bill Briskey . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54

Northern California CROSS COUNTY LEAGUE 2010

by Jug Aggarwal. . . . . . . . . . . . . . . . . 25

GALLERY

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The greatest value in hang gliding to date.

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W

elcome to the 2011 flying season! The arrival of springtime in May brings joy to many and signals to the USHPA faithful that it’s time to dust off the cobwebs and get ready to fly.

An event we are happy to report at the beginning of our season is the hiring of Martin Palmaz as the new Executive Director of USHPA. CJ Sturtevant caught up with Martin between his taking the helm and running a very successful board meeting in Colorado Springs. Palmaz’s unique qualifications—he started flying hang gliders at a very young age and transitioned to paragliders after college—will help him lead the organization in positive directions. Martin also understands the structure and objectives of the organization, since he has been running the office during two interim-director periods as well as managing the business components of USHPA for years. We are thrilled to welcome him and eager to see where the coming years take USHPA in his capable hands.

The May issue opens the season. Patrick McGuinness is back with another installment on psychological conditioning. This often-overlooked component of every sport is extremely important to understand and internalize for both safety and performance.

Chris Valley reports on his experience in the Ed Levin speed-gliding contest, which was won by a new comer, and Jug Aggarwal submitted the full rundown of the Northern California League Meet Series, which will be held again this year. Alicia Harmon sent in a report of an aerobatics festival in New Zealand, including her new motto when attending events: “… make sure to participate in some physical activity other than dancing. “ Ryan Voight and Shadd Heaston ventured out into the wilds of Utah to explore and pioneer a new site. Perhaps this will inspire other members to follow their lead to find new sites and explore new territories with friends this summer.

We hope May will kick up ideas you might have during the coming season and look forward to hearing about your flying tales and seeing the photos chronicling the highlights of 2011.

Hang Gliding & Paragliding | www.USHPA .aero

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New | Improved | Buzzworthy

PilotBRIEFINGS

 

 

 AIRCROSS UPDATE The 2011 flying season is here and Air Cross has several new gliders added to their quiver. New for this year is the U-Cross EN C cross country paraglider. Air Cross believes that this glider will be the choice for intermediate to advanced pilots who want security with an amazing glide and sink rate. Gliders should be available in June.

The company also reports a light-weight glider called

the U-Sport EVO. This is a high performance paraglider based off of the U-Sport LTF 2-3/EN D. This glider weighs 7 lbs less than the original U-Sport. The glider will be delivered with trimmers and is not certified. Air Cross claims to have improved the performance and the handling, which should enhance air sensitivity and thermal centering.

With the development of the 2-line competition gliders,

 

Air Cross will be adding a new hot competition flagship, the U 6, to the market this spring. Contact Air Cross USA at paraglidevail@hotmail.com, or 970-376-0495.

 GIN SPRINT EVO Gin Gliders has released their latest evolution in EN/ LTF B technology, the Sprint Evo, and it is available in five sizes and four colors. Gin states that their trademark has always been wrinkle-

Nominations are needed in the regions listed below.

The current directors whose terms are up for re-election in 2011 are:

Region 1 (AK, OR, WA) - Mark Forbes Region 2 (North CA, NV) - Bill Cuddy; open seat (Urs Kellenberger retiring) Region 3 (South CA, HI)- Rob Sporrer; open seat (Brad Hall retiring) Region 4 (AZ, CO, NM, UT) - Ken Grubbs Region 5 (ID, MT, WY) - Don Lepinsky Region 6/11 (AR, KS, MO, NE, OK, LA, TX) - David Glover Region 7 (IL, IN, MI, MN, ND, SD, WA, IA) - No Election for Region 7 this year Region 8 (ME, NH, VT, CT, MA, RI) - No Election for Region 8 this year Region 9 (DC, DE, KY, MD, OH) - Hugh McElrath Region 10 (AL, FL, GA, MS, NC, SC, TN, VI. PR) - Matt Taber; Bruce Weaver Region 12 (NJ, NY) - No Election for Region 12 this year Current directors do not need to be re-nominated.

Nominations can be submitted in the members’ only section under the Forms tab at the top of the page, at https://www.ushpa.aero/member_login.asp. Nominations are due July 15th, 2011 and biographical information about nominees should be received no later than August 4th, 2011 for inclusion in the October election issue of the magazine.

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free sails. The Sprint Evo is the cleanest yet, even when pulling brake or pushing the speed bar. Clean sails mean better performance all around. Gin states that the Evo has best-in-class glide performance without a high aspect ratio and without reducing lines. The company is proud of their four line security, 5.3 aspect ratio, and a new “Rigifoil T” construction that make this light weight and high performance canopy suitable for every high end EN/LTF B pilot.

According to the company, the Evo promises a light easy take-off with no shooting, remarkably easy co-ordinated handling, superb climbing ability, light and quick acceleration, and high stability at speed. Read all about the Evo at www.gingliders.com

 CLOUD STREET TOW UNIT In the pursuit of providing the most practical towing solutions possible, Cloud Street Design is excited to announce the addition of its hitch mount / scooter and stationary tow units. Cloud Street now offers a full line of winches capable of payout, pay-in, or combination units that can do both, even with tandems.

 

 

The Cloud Street Winch (CSW) has been in use worldwide for over 3 years. Our goal is to be the number one source for the most robust, versatile, and dependable tow equipment. Recently, we were consulted to design and manufacture a custom “super winch” for Red Bull’s online series titled “Winch Sessions”.

The resulting project has seen the CSW in some of the most creative uses imaginable.

The standard CSW payout winch comes equipped with a 2” hitch mount adapter, 5500 ft of custom woven spectra, a drogue, and a few Gin bridals to get you going. We can also provide full training, and USHPA tow certification. For more information and videos, check them out at www.

CloudStreetWinch.com, or contact our sales team at Sales@CloudStreetWinch. com.

THE END IS NIGH : SEND IT (IN)

 GIN SAFARI TANDEM

 OZONE RUSH 3

Gin has released a new tandem, the Safari, and they claim it is one of Gin’s easiest flying, best-performing tandems ever. Specifically, it promises the easiest ever take-off and landing with the performance and handling of a solo wing. It’s light weight, 19 pounds, which makes it great choice for hiking, traveling and no wind launches.

An innovative leading edge design, longer trimmers, and strategic placement of the brake line attachments means great handling and solid landing performance.

Gin has also certified the canopy for solo flight.

Lookout for the Safari-Pilot, and Safari-Passenger, harnesses this Spring. The Safari comes in two sizes spanning a weight range from 102-221 kg.

The Ozone Test and Design Team, after having an extremely busy winter in the south of France, are announcing the release of the all new Rush 3. S, M, and L sizes are all in production now and certified EN B. Ozone reports that the Rush 3 represents the next generation of high performance sport-intermediate class XC wings. It features a combination of dynamic handling, an excellent speed range, and the passive safety of the EN B class, making it suitable for a range of pilots from lower airtime recreational flyers to experienced XC enthusiasts. Although the Rush 3 is now replacing the Rush 2, it has much more in common with the Delta and Mantra M4. Ozone claims testing has proven that the Rush 3 is at the top of the EN B class in terms of performance.

by Greg Gillam, Art Director

I'M STEALING A LITTLE COLUMN SPACE to ask each and every one of you to send in photography for the 2012 calendars. I know you've heard that plea before, but this time around we're going to overhaul and embark on a grand experiment. We need your help.

For 2012, we intend to build collages of U.S. regions and travel destinations and use those for some of the calendar months. Send us photographs that show what flying and flying life is all about in your neck of the woods. That might be a flying shot. It might be a shot in your favorite LZ. Or a local gathering. Or a bungled landing. In good faith I'll go first. Here's an embarrassing snapshot Marge Variano took when I overshot the LZ in Valle de Bravo. The local kids really enjoyed my slip-and-slide downwind landing. My knees did not.

Top pilots and photographers deliver great stuff year after year, and we all love that eye candy. Not to worry–there will still be plenty in the calendar. But this year's experiment will have us looking for the personal side of flying as well. Yes, we want good shots, but you don't have to be a pro to be in the calendar. Right place, right time, is all we ask.

So, please, send in your snapshots and don't forget your revealing captions. The submission deadline is May 31st. Submission information and forms are found online at: www.ushpa.aero/calendarproject.asp. E-mail your awesome digital photos directly to me at art.director@ushpa.aero.

If the world really is going to end in 2012 as the Mayans predict, let's make sure we get a great calendar into the tar pits so a future race of bird people can get a kick out of how badly we wanted to fly.

Hang Gliding & Paragliding | www.USHPA .aero

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New | Improved | Buzzworthy

PilotBRIEFINGS  OZONE MANTRA 4 The new Ozone M4 is for serial class pilots who want the same performance edge that the R10 has given competition pilots around the world for the past year.

Ozone claims the M4 may be the highest performance paraglider ever awarded a serial class certification, with what they say is a solid 0.8 point of glide over the M3.

Ozone believes that serial class pilots who want winning performance need look no further. The M4 is certified and in production in MS, ML, and L sizes.

 OZONE ANTI-G This innovative new safety device reduces G Forces in a spiral dive. Ozone says it is

simple and easy to use and is particularly effective for higher aspect ratio wings of all brands. The Anti-G is fixed to the main attachment point of your harness on the side that you wish to spiral toward. Just deploy the chute, and begin your spiral dive as normal. Although you will be able to enter a steep spiral dive, you will make fewer turns, while maintaining a higher sink rate and experiencing far less G-Force.

Most pilots will experience a 40% reduction in G-Force while using the Anti-G, vastly reducing the chances of blackout and physical stress during descent. Ozone claims that this is an indispensible tool for pilots of all high aspect ratio wings.

 OZONE GEO III

 OZONE'S NEW R11

Ozone states that they have been at the forefront of light wing design for a decade.

The original Geo redefined its class of lightweight wings, and the new Geo III is an evolution of its predecessors, with even greater comfort and ease of use. Ozone says that this is the most comfortable and easy to use all-around light wing they've ever flown. The Geo III is also the lightest Geo yet, at 4.1kg for the ML size. Ozone says the Geo III is an ideal choice for pilots who want a light wing in the EN B category that is incredibly easy to launch and fly and extremely comfortable in the air.

Once again, Ozone has raised the bar for Open Class competition with the new R11, a carefully refined evolution of the R10. They have tried to retain all of the best characteristics of the R10, while improving some of the weaknesses. Zone revealed that the R11 features several highly innovative new (patent pending) features that have led to significant improvements in performance, comfort and ease of use. They claim it is more stable and more collapse-resistant than the R10, especially at high speeds. Furthermore, the R11 is more comfortable to fly.

The top speed of the R11 has been increased by an incredible 10kmh!

2012 CALENDAR

CALL FOR PHOTOS

PHOTO SUBMISSION GUIDELINES

!

R A D N E L A C T S A L E H T

Submit horizontal photos in digital format with a MINIMUM of 3120 W x 2400 H pixels (7.5 megapixels). Please submit unaltered at the highest resolution you have. Photos must have been taken no earlier than January of 2009. Each submission MUST INCLUDE: Signed contributor agreement (1 per photographer) photographers name, mailing address, phone, email address AND a photo caption, location, site name, pilot name, wing type, month & year of photo. Please submit photos via email to art.director@ushpa.aero.

SUBMISSIONS DEADLINE IS MAY 31ST.

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.

G AND PARAG LIDING ASSOC IATION

2012 2012

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 digital photos to: Greg Gillam art.director@ushpa.aero

AirMAIL

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

Thoroughly Enjoying  Hey there! cently came across some hang gliding and There’s only one thing I get excited about paragliding origami. They are fun to fold or hope for when I open the mailbox, for friends or family, or to promote hang and that’s the USHPA magazine. I gliding/paragliding. I found the diagrams thoroughly enjoyed the March 2011 online at the following links: issue. There are two things that I love about this issue: Hang Glider (made from a one dollar The first is Rebecca Bredehoft’s gal- bill): http://www.origami-resource-center. lery of amazing photos. I am a native of com/support-files/hanggliderdiagrams.

Teton County so they really “hit home”. pdf The second is Steve Messman’s, “Touching Paraglider (made from one square the Sky.” I love clouds, and this article paper): http://www.scribd.com/ reminded me of how I’ve always look up of at them, wondering when and how I am doc /4 2176550/Or ig a m i-Ta nteid a ngoing to get up there to bounce around, Magazine-53 and gorge on the whipped cream cotton The directions for the paraglider are balls. Thanks for supporting free flight, keep up the good work! And keep the in Japanese, but should be easy to follow after doing the hang glider piece since magazine comin’! the symbols are basically the same. Please Cordially, Shawn Walker pass this on to the hang gliding/paragliding community. Thanks and enjoy!

ORIGAMI  Hello pilots, I am a hang glider pilot from Southern California that re-Lynden Vazquez

2011

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Membership | Policy | Involvement

TheASSOCIATION WHO'S WHO PART III  MARTIN PALMAZ, EXECUTIVE DIRECTOR

I

t’s been a while since USHPA has had an active pilot as executive director, but we do now: Martin Palmaz, who’s been part of the USHPA office staff for six years, accepted the ED position last February.

Martin (USHPA # 40148) dabbled in free flight back in the mid-80s, earning an H-1 at Kitty Hawk at age 14, and learning to fly sailplanes two years later.

But life intervened and he moved on to other interests until, nearly a decade later, paragliding lured him back into the sky.

Martin comes from an aviation-oriented family–he says his mother jokes that she has birds for children–and it was Martin’s brother Alejandro who first took up paragliding, became an instructor and taught Martin to paraglide in 1995. Currently Martin holds a H-1/P-4/T-3 rating, and he’s out flying as often as work and the Colorado Springs weather allow.

When USHPA’s previous executive director left the position in late summer 2010, the hiring committee began a search for a candidate with a background in both free flight and business skills.

From a pool of well-qualified pilots and

“Martin comes from an aviation–oriented family–he says his mother jokes that she has birds for children.”

[right] Enjoying a camping/flying trip to Villa Grove, CO | photo by Deb Janssen. [opposite top] Mike Hurley and Martin driving Mike's Cobra | photo by Jakub Tomaszewski. [middle] The Elevation Delegation at Villa Grove, CO. [bottom] Mike Teger and Martin on the way down to launch at Beaver Creek, CO.

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Hang Gliding & Paragliding | www.USHPA .aero

by C.J. Sturtevant

business folks, Martin came out on top in both categories. He holds a degree in architecture from Virginia Tech, where he spent more than the typical four years earning his degree because he was out “exploring the world” – about 26 countries, he estimates –rather than sitting in a classroom. During the on-campus segments of his prolonged term as a student he worked at Virginia Tech as a web designer and business manager for the university’s newspaper, Collegiate Times.

After graduation he joined the office staff at USHPA and has worked his way up through business manager, advertising guru, director of business operations and now executive director.

As the senior office guy at the time, Martin “held the fort” at USHPA during two executive director-less intervals while hiring committees searched long and hard for replacements for Jayne DePanfilis and Paul Montville. Out of necessity Martin developed an in-depth understanding of all the behind-the-scenes activities that keep USHPA and its members on the right side of landowners, the FAA and other government agencies. In addition, Martin has a pilot’s and competitor’s perspective on how USHPA business needs to be conducted to allow us all to fly at

our local sites and around the world with a minimum of hassles. Even so, he expects a moderately steep learning curve as he takes on the duties of USHPA’s senior position while simultaneously working with the rest of the office staff to re-distribute his former duties before hiring someone to fill in the gaps.

Martin’s kind of a quiet guy, not much given to tooting his own horn. I got the feeling that he was rather surprised to find himself on the short list of executive director candidates, and honored to be the final selection. As I write this in midMarch he’s just emerged from his first BOD meeting as executive director, and it seems to be the consensus of those present at the meeting that Martin’s exactly the right person for the job.

USHPA’s greatest challenge right now is membership, both retaining current members and attracting new ones. By the time this article goes to press, one of the association’s biggest promotional/advertising plans will have gone live, at a theater near you if you’re lucky enough to be in one of the nine areas with the requisite population and hang gliding/paragliding instructor density. With a $20,000 investment, USHPA has partnered with 20th Century Fox films to produce a 15-second film clip comprised of a few seconds of footage from the movie RIO followed by an excerpt from USHPA’s re-

EVOLUTION

by Martin Palmaz, Executive Director profoundly changed the way we think as a society. Our collective identity shifted as we explored new heights in human potential and I believe it was no mistake that hang gliding germinated during this era. Amazing technical achievements pushed us past a cultural tipping point which revealed new possibilities sparking modern hang gliding to flourish in the 70s. If we could make it to the moon, certainly free-flight was within reach.

Today, hang gliding and paragliding are the realization of an ancient dream. Da Vinci, Lilienthal, the Wright brothers and Rogallo are only a few of the illustrious pioneers who pursued that dream relentlessly to help us achieve free-flight. You and I have the good fortune, and the hardwon legacy, of living out that enduring dream. Da Vinci envies you.

The dream is an ancient one but OUR journey has only just begun.

We are constantly evolving as pilots, instructors, manufacturers, chapters and as an Association. Through new media channels and relationships, I am confident that we can spread the message of free-flight more effectively as well as provide better two-way communication and benefits to our members and the public. The USHPA staff and board of directors will continue to work hard but we also need help from each of you to reach beyond the horizon. We must make it widely known that if you dare dream, you can learn to fly with highest possible level of safety.

It is an exciting time. It is a challenging time. But most of all, it is our time to move the dream forward. As a pilot and member of the USHPA staff, I look forward to flying with you and climbing to our potential.

THE 50's & 60's

Hang Gliding & Paragliding | www.USHPA .aero

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cently produced hang gliding safety video.

Amazingly, this clip will be shown before all the movies – not just RIO – at the selected theaters for six weeks: about 25,000 airings, almost two million viewers. If even a small fraction of a percent of those viewers “feel it in here” and decide like Blu the macaw that hang gliding would be an amazing thing to do, that’d be, well, pretty amazing for our sport! According to Martin, this is just one of USHPA’s in-the-works projects to enhance hang gliding and paragliding’s visibility, and to present free flight as an activity accessible even to ordinary folks (as well as afraidof-flying birds)!

Martin’s also envisioning USHPA making a more aggressive move into the digital world, beginning with an iPad app featuring the hang gliding safety video mentioned above, currently viewable in its entirety online at http://www. ushpa.aero/videos.asp?type=hg02, and expected to be available in the app store by the time this magazine is in your hands. Martin also envisions members being able to download digital versions of

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Hang Gliding & Paragliding | www.USHPA .aero

Hang Gliding & Paragliding magazine in the near future – a benefit longed for by those who travel, or those who’d love to have a copy of the magazine’s cover photo without the mailing address obscuring the image. Also, online voting is planned for the fall 2011 regional director election – expect an email or snail mail from the office with instructions on how to sign up for Internet voting.

At a time when USHPA’s focus is on growing our membership and improving our public image, we are fortunate to have a young, tuned-in, active pilot as our leader. Hang gliding had its birth as a sport for the young and adventurous, and Martin is firmly convinced that by bringing the 21st-century version of hang gliding and paragliding to theaters and iPads and wherever potential pilots are hanging out, adventurous souls of all ages will discover that free flight could well be their ticket to a new freedom. [opposite] Meet and greet at Steamboat, CO. [left] Arnaud Boucherat as Martin's tandem passenger over Glenwood Springs, CO.

Do You

to Fly? If you love to soar, then you’ll love skydiving!

Celebrate the U.S. Parachute Association’s 65th anniversary by taking the leap! Spread your wings, and explore the sky in a way you never imagined!

LAMBERT

To find a skydiving center near you, visit www.uspa.org.

USPA and its 33,000 member skydivers enjoy and promote safe skydiving through parachute training, rating and competition programs. USPA represents parachute jumping from aircraft and helps keep skydivers in the air.

Hang Gliding & Paragliding | www.USHPA .aero

15

Membership | Policy | Involvement

TheASSOCIATION MEET DIRECTOR APPRENTICE PROGRAM 

C

ompetitions are an amazing learning experience, and a heck of a lot of fun. I have flown further and faster at competitions than I could have alone. With so many of us pilots in the skies, we help show each other the way.

USHPA sanctions competitions for hang gliding and paragliding for raceto-goal and open distance events as well as aerobatics. USHPA also provides accreditation for unsanctioned events.

Race-to-Goal events have a declared goal: competitors fly from the start to goal over a specific course. Race-to-Goal competitions are typically well organized and relatively well attended, even though only a small percentage of the total pilot population partakes in these events (less than 2%).

Acquiring the skills required to confidently participate in many race-to-goal events can be daunting, which is why USHPA expanded the competition program to include sanctioned open distance meets. In open distance meets, competitors fly for distance (including triangles and out-and-backs) without a specific goal location; scores are dependent on

“ACE events promote activities and competitions intended to be more attractive to a greater percentage of our membership, such as development competitions, fly-in events, league meets, etc.”

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Hang Gliding & Paragliding | www.USHPA .aero

by Rob Sporrer

distance and not time.

Sanctioned events must be conducted by USHPA-approved meet directors.

With the goal of encouraging more individuals to become approved meet directors, USHPA has developed an apprentice program to help competitors and noncompetitors get involved in sponsoring and organizing various types of competitions. We need more flying competitions in the United States, and the only way that will happen is by getting more people to become Meet Directors. In the past we’ve seen many of the same people putting on competitions year after year.

The USHPA Meet Director Apprenticeship Program is designed to give training to individuals who are interested in directing a competition but have no previous experience. For a one year trial period (Fall BOD meeting 2010 to Fall BOD meeting 2011) USHPA funding of up to $500 per apprentice may be allocated to offset travel and lodging expenses for an apprenticeship program. These funds are payable directly to the apprentice after successful completion of the apprenticeship and

apprenticeship checklist. Receipts are required for reimbursement and expenses must be reasonable, necessary, and prudent. Apprentices may not serve as Meet Directors, Safety Directors, or Launch Directors. Apprentices may not be competitors in the competition for which they are apprenticing. They are expected to be helpful, present and in training for the entire competition.

Anyone wanting to gain experience and insight at a USHPA sanctioned competition this season should submit an application for an apprenticeship.

Information on all the scheduled hang gliding and paragliding competitions can be found on the USHPA.aero web site under the competitions tab.

As a recognized meet director, you can confidently organize sanctioned competitions. Or you may decide to run unsanctioned event that also will be accredited by USHPA under a new program developed

by USHPA for Accredited Competitions and Events (“ACE”). ACE events promote activities and competitions intended to be more attractive to a greater percentage of our membership, such as development competitions, fly-in events, league meets, etc. ACE events provide an opportunity to develop pilot and competition skills

in a less demanding social environment.

ACE events also serve to develop future athletes by promoting events where recreational and club pilots can confidently explore each competition discipline (Race-to-Goal, Aerobatic, and Open Distance). Moreover, ACE insurance will also cover work parties, reserve repack clinics, and many other communal pilot based events. If you have an idea for an event and need insurance check with USHPA to see if you can apply for this very affordable solution. Insurance for ACE events is available for organizers at very reasonable rates: 1-2 days-$75, 3-4 days-$125, 5-6 days-$175, 7-8 days-$250.

I learned from the feedback that the Competition Work Group gathered from USHPA members that a majority of people wanting to compete were looking to do smaller weekend type events close to home. They didn’t want to eat up their vacation time and have extra travel costs.

They wanted their families to able to join them for the event close to home and be a part of their fun. These types of events are being organized all over the country by clubs like the Tennessee Tree toppers

and individuals who have organized cross-county leagues for paragliding in northern and southern California. The AAA Sprints in Utah have been a great success, as have the weekend comps organized in the summer by pilots throughout the West at leaguemeet.com. All of these events are a wonderful opportunity to fly and learn a great deal while having a great time with the sky tribe.

As I stated earlier, most of the same people put on the bigger sanctioned events every year. Once they have organized a big event at a flying site they have the experience and, maybe, a template for how to run the event each year. Meet directors who earn the reputation for running an organized competition will get good attendance at their events. Those that plan well and have organized budgets can make a decent profit on the event.

These events are a great deal of work, and the organizers deserve to succeed financially for their efforts. Meet directors often get a large number of volunteers to help out, keeping the costs down.

There are all kinds of niches you can create with the competition you decide

to organize. One pilot friend of mine who apprenticed in 2010 will be putting on a competition in Southern California in 2011 with only serial class gliders.

There are many ways you can be creative and develop a concept to run a big or small competition. Remember that most USHPA members giving feedback wanted something organized close to home over a weekend. Weekend events are the breeding grounds for our next national champions. After enough flying in these events, pilots usually take time to attend a least one weeklong competition during the season.

USHPA has developed a program called “Comp in a Box� to help organizers who are running a competition. The program description takes you through the necessary steps for organizing all aspects of a competition. The Competition Planning Checklist and a Public Relations Guide are also available to help you plan your competition or event.

Anyone interested should contact USHPA with questions and consider applying for the USHPA meet director apprentice program.

Hang Gliding & Paragliding | www.USHPA .aero

17

Tug | Truck | Boat | Rig

TowLINE

SAVE THE LIFE OF YOUR GARMIN GPS 

L

ast month’s Towline article was about avoiding collisions with aircraft in unmarked airspace, such as in or near clouds, SIDs, and STARs. This month, our focus is on knowing where you are in the sky, relative to airports and other areas of marked airspace.

Specifically, we describe a very inexpensive ($5) way to fix, update, and use an older model Garmin III Pilot GPS with an aviation database.

Tracy: Use of a GPS is required for most competition pilots. It is used to identify position, routes, waypoints, turn points, goal, alternate landing areas, etc., and can provide other information, such as

“It’s an easy organ transplant operation, and a new battery—the “organ” in this case— only costs about $5.”

18

Hang Gliding & Paragliding | www.USHPA .aero

by Drs. Lisa Coletti & Tracy Tillman

altitude, glide ratio, groundspeed, distance to a waypoint, etc., to enhance performance and competitiveness.

Lisa: Comp pilots are required to download their task route and time performance information at the end of each flying day for calculation of points and standings. It has become a relatively streamlined process. It sure beats the old days of taking photographs from the air to verify position along the route, manual time-keeping, and the huge effort of developing film and submitting photographs at the end of each flying day.

Tracy: Several companies offer high-end variometers with integrated GPS units.

These are commonly used by comp pilots and by some recreational pilots. They

offer many features to enhance performance and identify routes and position, but they do not offer an aviation database for identifying airports and marked airspace. While it may be possible to create and upload your own map of local airports and airspace into these units, the job can be tedious, and the result will not be as complete as a standard aviation database.

Lisa: An aviation database provides a map of airports and airspace that covers the entire country and is representative of the kind of information that you would see on an official aeronautical chart.

Aviation databases are kept current by their suppliers, with newly updated versions that are usually available for download every 28 days.

Tracy: Portable aviation GPS units have been available since the 1990’s. Like other things in aviation, they are relatively expensive, with new units costing anywhere from $500 to almost $2000 [ref 1]. Unlike other portable electronic devices, new portable aviation GPS units on the market have tended to get larger, heavier, and more expensive in recent years. Newer units offer larger screens, color screens, XM weather capability, more complex features, and faster refresh rates—but hang glider/paraglider pilots really just need functional, small, lightweight instruments.

Lisa: These are all reasons why we use and recommend the basic Garmin III Pilot GPS. It is out of production, but is readily available on the used market

for as little as $50 to $100. It is a very versatile instrument. We use it for hang gliding, as well as in our airplanes and sailplanes. It can be yoke-mounted, dash-mounted, mounted with a vario, or mounted by itself on a downtube, using a vario mounting bracket.

ourselves—let’s do it! Any pre-op notes?

Lisa: First, order the battery. Get a Panasonic 3V 7mAh lithium coin cell battery with vertical leads.

Next, remove the screw that holds the printed circuit board (PCB) to the face.

The screw is at the end of the PCB where all the wires are attached.

It can be ordered online from Mouser electronics, using part number 658-VL1220-1VC [ref 4]. We will also need a small Phillips screwdriver, a solTracy: Just as we offer varios and other dering iron, a solder-sucker, solder, and flying equipment for rent to students and needle-nose pliers. It also helps to have pilots, we also have Garmin III Pilot units a very small pin-drill for cleaning up the available for rent. We don’t want anyone circuit board through-holes prior to inflying into controlled airport airspace or sertion of the new battery leads. a “hot” military area around here.

Tracy: Will you allow me to assist you Lisa: Many GPS units have an internal with the operation? memory battery that will eventually run Lisa: You know, I teach surgery at the Then, lift the PCB back and away out of power, commonly after 8 to 10 university hospital—so I’ll just talk you from the face, being careful not to place years of use. Some units offer a warn- through it so you can learn how to do stress on the wires that are attached to ing message before they die—in the case it. We will start with the “opening” pro- the back cover. of the Garmin III Pilot, the message is cedure.

“Memory Battery Power Low” [ref 2].

First, place the unit on its face, and When the battery runs out, all stored remove the six small screws that hold the data will be lost, and the unit will no rear cover in place. One of the screws longer function. is partially covered by a piece of rubber Tracy: Doctor, does that mean your trim. The rubber can be pushed aside to most likely diagnosis for a non-function- access and extract the screw underneath ing GPS is a bad internal memory bat- it. tery?

Lisa: Exactly. Typically, with replacement of the internal memory battery, the unit will be working again like new.

Tracy: A couple of years ago, I called the Garmin Product Technical Support Tracy: OK, we’ve opened up the patient, telephone number [ref 3], and was quoted what’s next? $150 for an internal memory battery reLisa: It’s time to perform the actual placement on the Garmin III Pilot. I reorgan transplant. cently made a follow-up phone call and First, find the battery. It looks like a was informed that they no longer offer coin standing up on its edge, on the back battery replacement service for the unit. side of the board. The leads come through Lisa: That’s not a problem. It’s an easy Then, pry the cover open, being care- to the front side of the board. Make sure organ transplant operation, and a new ful not to open it too far, as there are to note the orientation of the old battery battery—the “organ” in this case—only wires connecting the back cover to the so you can insert the new battery with costs about $5. rest of the unit. the correct polarity. Heat the leads on Tracy: Great. Only $5 and we can do it the front side with a soldering iron and Hang Gliding & Paragliding | www.USHPA .aero

19

use a solder-sucker to remove the excess solder. Then use the needle-nose pliers to hold and extract the battery. The soldersucker may not have completely removed all of the solder, so you may need to reheat each lead a bit when removing the battery.

Do you have any post-op treatment or re-hab to prescribe?

Lisa: First, insert four fresh AA batteries. I also recommend that the operating system be upgraded to the latest version available; then update the aviation database.

Tracy: How do we upgrade the operating system?

After removing the battery, use a pin Lisa: Turn on the unit and note the drill to clean up the through-holes. system software version that is displayed on the Welcome Page. Then go to the Garmin III Pilot software download web site [ref 5], and download one of the two versions of system software to your computer. You must use ONLY the one version that is specified to replace the particular old version that is on your GPS. Connect the GPS unit to your computer, using the interface cable [ref 6], and follow the web site’s instructions on how to install the new operating Then, hold the new battery with the system software into your GPS. If your needle-nose pliers, insert it into the computer does not have a RS-232 port, board—making sure that it is oriented Garmin sells a USB converter cable [ref with the same polarity as the old bat- 7] and provides a downloadable USB tery—solder it, and cut the excess lead driver for the unit [ref 8]. material sticking out past the soldered Tracy: OK. How do we update the aviajoint. tion database?

Lisa: First, you may need to download the Garmin Communicator Plug-in [ref 9] to enable download and installation of the database software to your GPS. Then you will need to purchase the downloadable GPS III Pilot System US NavData database [ref 10].

To make the purchase, Garmin will require you to create an account with them and then log in to their fly.garmin. com online shop [ref 10]. After log-in, Tracy: Anything else? connect your Garmin III Pilot unit to Lisa: Now you can do the “closing” pro- your computer, click on the “portables” cedure by putting things back together tab of the web site, and click “add device” in the reverse order that you took them if your unit is not already listed. If your apart. device has been added, the web page Tracy: OK, all done—looks just like should display a page showing a picture new! of your unit and its Unit ID number. On 20

Hang Gliding & Paragliding | www.USHPA .aero

the left side of the screen, click “NavData” to see a list of the databases available for download. The United States database is at the bottom of the list.

Click “buy database” and proceed with the purchase. A single update is $49.95. After you add it to your cart and checkout, type in your credit card and shipping information. Then, after your order and payment has been accepted, click “download now” then “install.” The Communicator Plug-In [ref 9] will start and guide you through the download process.

If you have trouble updating your device using the Communicator Plug-In, Garmin offers an alternative method. In this case, download the database installer directly to a folder in your computer, run the installer, and follow the AVD WebUpdater directions that will guide you through the installation process.

Tracy: Any other set-up suggestions?

Lisa: Add any of your own user waypoints that you would like to have shown on the map and set up the data fields for your map page to display information that is helpful for gliding and soaring. I prefer seeing (a) Speed, (b) Distance to Next Waypoint, (c) Glide Ratio, and (d) Altitude on the map page.

Tracy: Yeah, that is great information to have when flying, in addition to what is provided by a vario. Now that the life of our Garmin unit has been saved through surgery and re-hab, do you have any other recommendations for health maintenance?

Lisa: Absolutely! Make sure it gets plenty of fresh air, sunshine, and exercise!!

Lisa is the Associate Dean and a surgeon at the University of Michigan Hospital, and is currently Chair of the USHPA Towing Committee. Tracy is a past Chair of the Towing Committee, and is currently Regional Director for Regions 7 & 13. He is also a FAAst Team Safety Counselor for the FAA Detroit FSDO area. They are both very active 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.

REFERENCES 1. “Garmin Aviation Portable GPS Product List.”

Garmin web site: https://buy.garmin.com/shop/shop. do?cID=156&ra=true

6. Garmin III Pilot PC Interface Cable, part number 01010141-00. Garmin web site: https://buy.garmin.com/shop/ shop.do?pID=574

2. “Appendix E: Messages.” Garmin III Pilot Owner’s Manual and Reference, p.93, 1999. Free download from Garmin Corporation web site: http://www8.garmin.com/ manuals/GPSIIIPilot_PilotsGuide.pdf

7. Garmin III Pilot USB to RS-232 Converter Cable, part number 010-10310-00. Garmin web site: https://buy.garmin. com/shop/shop.do?pID=810

3. Garmin Aviation Portables Technical Support: 1-866739-5687. Garmin web site: http://www8.garmin.com/support/warranty.html 4. Panasonic 3V 7mAh lithium coin cell battery with vertical leads. Mouser Electronics part number 658-VL12201VC. Mouser web site: http://www.mouser.com/ ProductDetail/Panasonic/VL1220-1VC/?qs=kYWG%252bd4 AH7ENbpAHiruKaw%3d%3d

8. Garmin III Pilot USB Driver. Garmin web site: http:// www8.garmin.com/support/download_details.jsp?id=591 9. Garmin Communicator Plug-in. Garmin web site: http://www8.garmin.com/products/communicator/ 10. Garmin III Pilot System US NavData Database, part number J3P-US. Garmin web site: https://buy.garmin.com/ shop/shop.do?pID=72137 or https://fly.garmin.com/flygarmin/

5. Garmin III Pilot System Software Upgrade, version 2.07 or 2.12. Garmin web site: http://www8.garmin.com/ support/collection.jsp?product=010-00125-00 or http:// www8.garmin.com/products/gpsIIIPilot/download.html

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Texas Towing Nationals

by DavePRENTICE

Texas Tow Nationals set to prove towing viability at a premier U.S. tow site.

B

ack in the old days the settlers headed west in search of the promised land, where they could find abundant land waiting to be settled, a lack of crowded cities and gold in the hills.

Nowadays the West Coast is welldeveloped, the vast mountains are host to a plethora of amazing flying sites and California has long held the majority of

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Hang Gliding & Paragliding | www.USHPA .aero

USHPA members.

I started flying PG’s in the spring of 1991 and HG's in 1992. After nine years of flying and trekking throughout the western states, I decided to head to the East for my first sanctioned HG competition–the 2000 Lone Star Championships (LSC) in Hearne, Texas.

The east Texas landscape was beautifully green and lush with lots of trees

and rivers meandering through the countryside. It was hot, muggy, and flat. I had truck-towed before but never aerotowed, until I met Steve Burns, the meet organizer and director. He gave me a ten-minute briefing about what to expect and what I needed to do. I suited up, hooked in, and had a tow-rope attached to my bridle. Soon I was ripping through the air, oscillating like mad all

over the sky.

My second attempt went better and, after another practice day, I was ready to compete. My third day of aerotowing was the first day of 2000 LSC championships; the sky was filled with the bestlooking cumulus clouds I had ever seen, and the cloud streets were lined up like a metroplex road system.

That week we flew every day. I spent hours flying from one cloud to the next in really strong lift, but what really amazed me was how smooth the climbs were. With ground-level at 285 ft above sea-level, I had never experienced such strong, smooth lift. I was raised flying in the desert southwest, where it’s not normal to get such strong lift without being knocked around like a rag doll.

By the end of the week I had a whole new perspective on the flatlands of Texas.

At that point in my flying career I was only dabbling in paragliding. When the comp was over, Steve Burns offered to tow me up with his truck-tow rig, and after a nice 1,200 ft tow, I pinned off into a sweet 600 fpm thermal. Soon I was on glide at cloudbase, downwind of the airport. I landed after two-and-ahalf hours, 46 miles from Hearne, my longest PG flight in both time and distance.

The next day I towed up again, and for five hours I flew from cloud to cloud, just following the amazing cloud streets that are commonplace in Texas. This time I landed south of Waco, Texas, 69 miles north of Hearne, which was good enough for a new state record. Back home in New Mexico, I never would have thought of making a mid-day flight like that, knowing the kind of turbulence I would have encountered along the way.

The following year I headed further east, to Florida, for the HG circuit. In between comps I flew more XC flights, setting a Florida state record of 65 miles.

I quickly became hooked on flying my PG over the flatlands for hours at cloudbase with no concerns about terrain, rotor, or giant cu-nims to watch out for.

I flew cloud-to-cloud for hours on end, with lots of birds marking the thermals, strong smooth lift and sink that never seemed strong. Flying the flatlands

challenged me as a mountain pilot. It took some time to figure out how it all worked, but it was the most stress-free flying I had ever experienced.

Fast forward ten years. After four years of hosting USHPA-sanctioned PG tow events in Florida, I was ready to pull the trigger on the big dance. I felt I had learned enough and had enough connections to pull off a major US National Championship. I needed the right venue somewhere in the middle of the country, and Hearne immediately came to mind. After a few phone calls, I gained the full support of the Hearne City Council, City Manager, and Chamber of Commerce. I submitted my bid to USHPA and started to build my team: Kent Robinson, local Hearne biwingual pilot, Steve Burns, 2000-2001 USHPA sanctioned-comp organizer, director, and local bi-wingual pilot, and Steve Sirrine of SDI paragliding and East Coast tow guru. Combined we have 75 years of towing experience.

Part of our goal is to create a blueprint for large scale PG tow events in the USA so others might follow suit in the future, bringing our sport to places and populations where people don’t even know free flight exists. Last year I noticed that the growth of paragliding had begun to slow down. After some thought, I realized that on the West Coast (which has the most pilots) paragliding has been developed extensively.

Large segments of the population have seen our sport and are either currently flying or are interested in flying. It’s important that our organization makes a renewed effort to introduce our sport to new locales. PG tow events are a great way to achieve this.

After many years of competing in HG aerotow flatland events, I am very excited about bringing the PG comp circuit to a world-class flatland venue.

I think PG pilots are really going to enjoy this flightpark-style competition with lush green grass, puffy cumulus overhead, and no hour-long haul up to launch. Just imagine eating, meeting, briefing, and launching, all within a five-minute drive.

Hope to see y’all at the 2011 Lone Star Nationals in Hearne, Texas, August 14-20.

Northern California

Cross Country League 2010

by JugAGGARWAL

I am not sure where to start when describing how the league went in 2010. Maybe one word works:

W

EPIC.

hat made it epic? Was it the record num- found the league meets, they keep coming back. bers that came to almost all of the events, Maybe it’s the informal learning environment or the record number of pilots in goal, and bettering their personal distances that keeps folks the record total distance flown? Or was it the un- coming. With the goal of “a flyin-in with a misquantifiable aspects of the league that made it such a sion” these league meets provide a training forum for success, such as the mentoring program, the online larger sanctioned competitions . tutorials and additional web pages or maybe just the Competition task setting has always been diffiold fashioned camaraderie that keeps the energy so cult, especially when the pilot quality ranges from great amongst participants. Not sure what it is, but skygod to muppet. This year, the focus was on getthe format is working, and pilots are having a great ting folks in goal with perhaps more modest tasks, even though pilot quality is always increasing. I am time while improving their skills.

We definitely have a pilot community that wants still not sure we have it right, but it’s important that fly-ins, helps push pilot skills, and explores the local tasks are doable for most pilots. We want the expearea of our flying sites. How better to do this than rience to be rewarding, instead of an endurance test with your friends? It also seems that once pilots have only suitable for the very best. The longest task for

[opposite] Launching. [below] In goal in the Owens Valley.

Hang Gliding & Paragliding | www.USHPA .aero

25

2010 was 54 miles in the Owens Valley, resulting in and 1-2 gliders (Category 3). This has resulted in a four in goal. The shortest was just short of 20 miles. much leveled playing field. One of the key objectives The tasks are composed of three parts: The first of the league is to give those pilots who cannot make part is set on easy course lines across easy terrain, all 17 tasks an opportunity to win. So, similar to with the aim of ensuring that even the most junior the PWC league, pilots’ final scores are derived from pilot can experience the fun of competing without their own scores for half of the tasks set, enabling a being overtaxed. The second part of the task is usual- pilot to win even if he/she did not attend all tasks. ly a little more involved, with perhaps a valley cross- Clearly, however, it is more advantageous to attend ing or two and setting into some more challenging as many tasks as possible.

Since this is really only a fly-in with a mission, terrain. This section is meant to test the more able pilots. The final part of the task is set up across more committing terrain, where the aim is to stay in the air to avoid a horrendous walk out. This leg is set to give the better pilots a run for their money.

While the skill level for the pilots is clearly not equal, the competition is set up so pilots only compete against their equally skilled peers. Hence, three categories have been set up: those flying competition and DHV2-3 gliders (Category 1), those flying DHV 2 gliders (Category 2), and those flying DHV1

403 Tracklogs 108 registered pilots 76 participating pilots 6384.3 TOTAL miles flown 26

Hang Gliding & Paragliding | www.USHPA .aero

registration costs have been kept to a modest $10 per person per race. For this, pilots get to compete and score in tasks that are scored identically to bigger competitions. Non-competing pilots are always welcome, since this helps map out the air for the competing pilots.

Attendees regularly get into the swing of things, substantially reducing the task load on the organizer.

Waypoints can be downloaded before the weekends from the web site, sign-ins and payments are made each morning, GPS submission for scoring on Saturday evening and pilots email tracklogs for Sunday’s task. This has run really well and translates to a smooth running for all participating. Keeping track of pilots has been difficult with large numbers of pilots; however, the buddy system, which allows pilots to indicate their buddy pilot is safe, has proven to be a success. The only issue is retrieving them.

The dedicated website with all information for the league: www.santacruzparagliding.com has proven to be a great resource for keeping pilots in-

formed throughout the season. Several additions [opposite top] Epic have been included to provide information about the over the owens | photo competition for everyone, including online pilot reg- by Dean Stratton. istration using a Google form, a page to help “first [bottom] Owens Vally, timers� on what to expect and several pages on strat- task 2. [above] Pilot egies and tips.(http://www.santacruzparagliding. briefing in the Owens Valley. [below left] com/NCXC/strategies.html) . One page assembled Jug lays down the law. with help from Google Earth shows how to fly the [right] Launch. typical tasks with altitudes required for transitions.

Check out the article on flying competitions written by Tim O'Neill. They can be found at http:// biggovtsucks.blogspot.com/p/articles-by-tim.html.

This should be given to all pilots when they get their P4!

A mentoring program was initiated this year to

Hang Gliding & Paragliding | www.USHPA .aero

27

[above] Goal. [below] The prize winners.

help pass information in a more formal way from experienced to less experienced pilots. This was successful in assisting pilots before the task, but debriefs were always difficult to organize later in the evenings.

Another difficulty for us is retrieves. With only one dedicated retrieve driver, the logistics of getting everyone back became more involved.

As in the previous year, scores are now posted on the Leonardo website (http://norcalxcleague.pgcomps.net/comps/) , giving pilots the opportunity to view their flights, download their tracklogs and play animations for the competition. In addition, Leonardo offers sponsors much higher profiles by showing logos on every webpage.

I have been running the league for seven years, and one of the most rewarding aspects of the league is watching how pilot ability progresses over the years. For the first time we had an occasion when

no pilots landed in the LZ, with all pilots leaving the valley. The league meets most definitely take over where formalized training stops in providing pilots a chance to fly with very skilled pilots and learn from them.

I am also pleased to see that Dean Stratton’s league—the Southern California Cross Country League—www.usxcleague.com has had a very successful year after a brief hiatus. And the Oregon League run by Wade Holmes (http://oregonpg.org/) has found its feet and runs several great tasks. I look forward to the growth of more leagues around the country; not only does our pilot quality continue to improve but also our pilot attrition is reduced. With the 2011 season about to kick off, it would be great to see new pilots coming out to the league to see what they have been missing. Keep it fun and see you in the air!

WINNERS 2010 Category 1 First | Josh Cohn Second | Frederick Bourgault Third | Tim O’Neill

Category 2 First | Frank Marquis Second | Aaron Price Third | David Ismay

Category 3 First | Scott Hooper Second | Phil Green Third | Darren Payne

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PILOT STORIES

I

started coming to the NCXC events this year as a newbie P-2 with the intention of seeing how the events go, being available for retrieves, trying to learn from the pilots in the league, and possibly taking a few early morning and late afternoon flights to the regular LZ to get in the air a little bit. I just learned to fly at the end of last summer.

My introductory lesson with Wally Anderson was in August of 2009, so I knew that the league tasks would be way over my head this year, but still had hopes of picking up some skills and getting my feet wet as far as XC, which is definitely where I want to go with my flying.

My best story of the year, and my best flight, were at Potato Hill the same hot, horrible weekend when I bombed out and got a ride back up to launch with Patrick Hajek, who was planning to relaunch at 3:30. I wasn’t really planning to relaunch, but thought I would at least keep Patrick company for the hike back out and check it out. I figured it was too late to get a good flight in. Once on launch, the cycles seemed pretty mellow, so I decided to go for it and was soon 4000 ft over launch. I crossed over to Snow, where I found a climb up to over 8000’, so I went for the crossing to St John, where I found two more nice climbs, ending up at 9700’ over the top of St John. Soon after, I saw William Deley, on his Swing Astral 6, which looks very much like my wing, and we flew together out the ridge to a little bump where I found another small climb that I didn’t even need. From there it was an easy glide to Stonyford, where I had altitude to burn and a nice easy landing next to the store. Here it was, my first actual cross-country flight, and it was not only one of the most exciting and fun experiences of my life, but also felt pretty safe, with plenty of ground clearance the whole way, and plenty of pilots nearby and on the radio.

When I got back to camp many hours later, Lucia was not too happy to see me at first, having expected me a half-hour after I left, but after seeing how happy I was, she joined in the festivities. I do have to say, she was a pretty good sport about it, taking tons of great photos and movies.

Bruce Bundy

A

s I head north over the White Mountains, working moderate thermals 200-1500 feet above terrain, the Owens Valley lives up to its reputation as a daunting place to fly. Looking down reminds me of why I have a steerable reserve on order. I am overflying sharp edges, bald rock faces, and slot canyons—a steady stream of places I would not want to come down under my reserve. But it’s gorgeous. The flat desert valley floor is just over there.

Across it, the Sierras rise majestically. The scene is spectacular.

The glider twitches, and I steer toward where I think the thermal is. After a few beeps, I turn and fall out immediately. I bring it around, find the thermal again, struggle to get centered. It has been three hours since I launched, two since the task started.

The thermals are active, the flying is athletic, and I am wearing out.

Another hour and I land in goal after a 45 mile task. My 11th place finish could have been at least a 7th; I let a few people slip by when I stopped for an unnecessary climb just before the last turnpoint. I thought I’d reel some of them back in on final glide with the bar, but apparently they thought of that. It’s ok. Goal is a small welcome field of watered grass, an oasis in the center of the dusty valley. As I unbuckle my harness, up walks Jug, the tireless organizer of this series since he began it several years ago. He gives me a warm smile and an earful, then hands me a beer. I look at the Sierras, then the Whites, then down the wide valley in the direction of Bishop, and back at Jug. I’ve finally had my first real flight in the Owens.

The sun is bright. The beer is cold. Good friends are here. What a day.

James Bradley

Provisional dates for 2011. Locations to be decided.

March 26/27 | April 16/17 | May 21/22 | June 11/12 | July 9/10 | August 20/21 | September 10/11 either September 24-26 or October 1-3 for the Owens Valley finale.

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Performing

Under Pressure

by Patrick McGuinness

T

he afternoon winds have died down, giving way to calm conditions. The tug pilot tows you to 4,000 feet.

After pinning off, you notice the silence of the smooth air. Feeling inspired, you begin making gentle, climbing turns, then pull in for speed. You ease the bar out and roll into a turn. After a few lazy eights, you’re feeling more confident and bust into full wingovers. As you begin to roll, you decide to go a bit more aggressively.

The pressure builds slowly and steadily until you experience an unfamiliar weight shift, as if something has gone wrong. Suddenly you’re no longer controlling the glider and a feeling of dread washes over you. You go weightless for a minute, feel the glider slip and gain speed.

G forces pull you away from the control bar, causing you to instinctively tighten [left] Jamie Messenger over Piedrahita, Spain. The location of the 2011 PG World Championships | photo by Nick Greece. [right] Jeff Shapiro snaps a shot over launch in Montana.

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your grip. Focusing all of your attention and strength, you do your best to hold on, but the bar pops out of your hands, and you suddenly swing away from the control frame.

You are now on top of the glider, upside-down, and dropping out of the sky.

As you assess the situation, the Vario drones loudly, 3,000 feet. Friends and fellow pilots are watching in horror from the ground. “Pull it!” they yell, as a helpless feeling overtakes you. 2,000 feet.

“Pull it!” Everyone is waiting to see the chute deploy. Meanwhile, precious altitude is slipping away in the blink of an eye.

Gathering your bearings, it occurs to you that you are in a life threatening situation. A flush of chemicals release in your body, your stomach is in your chest. You have seconds to pull your chute, as your body swings around at 1,000 feet. You reach to steady yourself but touch nothing.

You are dangling as you accelerate toward the ground. Your survival depends on your ability to react correctly during this brief moment in time. What will you do?

Crisis moments like these have occurred in the past and will continue to occur with pilots who are more conser-

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vative than the one in the opening vignette. Some will die and some will not.

The assertion that “…pilots shouldn’t get themselves into this type of situation…” is valid, but limiting. When one examines the psychological process of the pilot in crisis, it is helpful to understand the role of stress and anxiety on performance.

If you confront a crisis, will you survive? If you’re not sure, start by taking the following quiz: Upon realizing that you are likely to die, what is the most appropriate course of action?

A) Go into shock and remain paralyzed by horror for several moments, wasting valuable time as you plummet toward the ground.

B) Avoid dealing with the reality of the situation by flailing hopelessly at the sail and wires in a delusional attempt to get back into the control frame and regain control of the wing.

C) Begin bargaining with God prematurely (assuming he would want you to try everything humanly possible before invoking divine intervention).

D) Accept the fact that your flight has become a catastrophe, remember there

is something you can do about it, locate your parachute handle, pull, aim for blue sky and pull back on the line.

The correct answer to this question is obvious. However, knowing the right answer and responding appropriately during crises are two different things. The truth is that we don’t know for sure how we will react in these situations. Indeed, even pilots who have experienced this very scenario and had successful outcomes show signs of delayed decision making.

You Tube videos have provided us with an opportunity to examine events such as the “Bad Wing Over,” described above.

The reports given by survivors of similar situations teach us that we can go through answers A, B and C before getting to D. One video shows a paraglider pilot in an SIV clinic whose wing collapses, causing the pilot to free-fall. The pilot’s instructor was on the radio urging the student to deploy immediately, but the student was able to deploy the chute only seconds before hitting the water.

This demonstrates that life or death can be determined by a matter of seconds.

Knowing that mental functioning can be impaired by stress, it is important to

mentally prepare for appropriate action in the event of a crisis—a natural phenomenon that causes us to shut down. It’s as if the rational part of the brain has to overcome a powerful fear response in order to take action, which results in the chute getting pulled only moments before the pilot contacts the ground or water.

To increase your chances of survival in the event of an aviation crisis, consider the following. First, learn about the basic principles of anxiety and how it affects performance. Next, develop strategies to control your level of arousal when you are not in crisis. Finally, take steps to prepare mentally for worst case scenarios.

Are you aroused? Recognize the signs of stress.

Recognizing the signs of stress will help you address the problem. We are all different in how we respond to stress.

Some become more talkative, some grow quiet, some make disparaging comments about themselves, while others adopt a false bravado. Dennis Pagen identified specific behaviors associated with stress in his Instructor’s Manual. Knowing them can help us recognize increased stress within ourselves and other pilots.

To become more adept at understanding your own experiences of arousal, observe your physical, emotional and cognitive manifestiations of fear and anxiety.

Physical signs might include muscle tension, headaches, nausea or restlessness.

Old injuries may mysteriously re-emerge before flying without apparent cause.

Emotional signs might include feeling irritable or insecure. Cognitive aspects include what we think and how we think.

For example, you notice that you are forgetful (assuming that is not typical for you) or you made a disparaging comment about yourself before a competition (when you are not typically hard on yourself). If you notice behavioral responses such as tention to wander until I heard the stuthese, you should make an effort to reca- dent-pilot speak. Most pilots were quiet librate your head space before launch. The during this moment, focusing on their more unusual or pronounced the behavior, instructor’s words and planning their the greater the cause for concern. launch. Yet this pilot’s response caught I once observed an example of an un- my attention. Standing with the glider usual response that did, in fact, predict on his shoulders, he began espousing that misfortune. I stood on the training hill he”.…used to hang glide all the time in with beginning students under a hot sun college…” and that “…it is not as hard as as the instructor was reviewing basic in- people make it out to be.” His false brastructions with one student: “First walk, vado was odd, and the increased volume then jog, then run…. and keep your nose of his voice captured my attention. I had a down.” The heat of the sun caused my at- bad feeling about his outcome as I began

“You are now on top of the glider, upsidedown, and dropping out of the sky. As you assess the situation, the Vario drones loudly, 3,000 feet.”

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33

to watch. forms of arousal. Sports psychology litSeconds later, the student launched erature uses the inverted U Hypothesis from the 50-foot mark on the training to conceptualize the impact of increasing hill. He crashed, cracked his helmet, sepa- levels of arousal on athletic performance. rated his shoulder, damaged the glider The model states that with low energy, and was taken to the hospital. This type performance is low. of unusual behavior may be a sign that As arousal increases, so does perforthe individual is overwhelmed by stress. If mance—but only to a point. At a certain you find that you are not acting like your- point arousal begins to interfere with self or notice unusual behavior in another performance. Have you ever watched pilot, be aware that overwhelming anxiety a pilot launch into a good wind with may be a factor. a less than aggressive launch? Just the thought of it is scary. Mentally, the pilot Understand the Basics. was under- aroused for the given situaBefore we can understand panic, we need tion. Conversely, we have all seen pilots to look at the broader concept of arousal who have been anxious before launch to and anxiety. Put simply, arousal is when a point where we felt concerned for them. we are energized or turned on, body and Think back on your own flying history soul. Enthusiasm and anxiety are both and reflect on your level of arousal before 34

Hang Gliding & Paragliding | www.USHPA .aero

and during various flights. This becomes a reference—your personal bell curve of preflight anxiety.

Increase Safety by Improving Performance.

The optimal level of arousal is described as “the zone.” In this state, the pilot is sufficiently “pumped” or “psyched up” but not anxious to the point where it interferes with performance. If you have a tendency to get too pumped up, you need to work on relaxation. Relaxation comes naturally to some and for others, it can be learned.

If you’ve had any training in meditation, relaxation, yoga, or breath control, you [above] Photo by Jeff Shapiro. [right] Orlando Leyton getting ready for a big day of XC in Roldanillo, Colombia | Photo by Nick Greece.

can develop an abbreviated routine for What is the optimal zone for performance? preflight preparation.

Research has demonstrated that a “one If you tend to be under-aroused, you zone fits all” approach is not the best need to get your body, mind, and spirit up way to approach this. It is personal and and energized. One very effective method varies from pilot to pilot. One pilot may for regulating your energy level is music. fly better in a high range of arousal, while It can calm your nerves or get you moving others perform best in the lower range. prior to flight. In my experiences as a Our individual zone is the range in which coach, I have assisted many athletes with we perform at our best. You can find song selection and play lists for their MP3 your individual zone by quantifying and players prior to athletic events. (Note: recording the intensity of your arousal Pilots should put the tunes away well in during each flight and then determining advance of actually launching. This will which flights were your best performances. ensure that you are clear-headed without Your individual zone is the range of your distractions during the moment preceding best flights. launch.) When you launch, you should be In becoming familiar with your zone in an energized, alert state in which focus of optimal arousal, you can develop stratand confidence merge. egies to achieve that zone deliberately [above] Alex Cuddy gets loopy in New Zealand. and consistently. This will undoubtedly improve your performance. In becomAn example of a pilot who was too ing more aware of the line at which you pumped up and had to learn to improve personally become overwhelmed, you his performance by lowering his arousal can learn to employ strategies that help level is the champion paragliding pilot, you remain below this threshold and Nick Greece. Greece says he was origi- closer to your optimal performance. nally too eager during competitions and Understanding your own stress response often jumped at the opportunity to get will improve your ability to make deciinto a thermal. Redbull only exasperated sions. the situation. By relaxing and exercising patience, he learned to wait for the “right” The Overwhelming Problem. thermal rather than take the first thermal When anxiety reaches a threshold, it beand optimized his ability to climb. For a comes overwhelming. Overwhelming fear more detailed description of the optimal and anxiety impair our ability to function. mental state of performance, see Mihály If it’s just outside the pilot’s individual Csíkszentmihályi’s work on positive psy- zone of top performance, the anxiety may not even be noticeable to an observer. chology and flow in sports.

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Hang Gliding & Paragliding | www.USHPA .aero

However, at a certain point it becomes painfully obvious to any onlooker. I once watched a professional tennis player choke during a match. His anxiety became so overwhelming that he not only struggled to get his serve inbounds, he also dropped the ball during his windup. At one point he tripped, took several long steps to keep from falling and getting a road rash. To make matters worse, his racquet slipped out of his hand and slid across the court.

Overwhelming anxiety made it difficult for him to carry out the most basic skills— even ingrained habits seemed like challenges. This is known as the Catastrophe Effect.

As bad as this was— losing a match in front of a crowd that he could have easily won on another day—it doesn’t compare to the consequences of being overwhelmed faced by pilots. A pilot should never consider flying when anxiety becomes overwhelming.

Anxiety, fear and panic have a negative impact on other mental abilities required for a safe flight—for example, concentration. One pilot might exhibit scattered attention and an inability to focus when under stress, while another pilot may become overly restricted in his/her thinking.

I once witnessed an example of scattered attention caused by anxiety at launch. The pilot, while getting prepared, asked, “Does that wind look a little cross to you?” As the assistant began to answer,

Hang Gliding & Paragliding | www.USHPA .aero

37

[left] Matt Beechinor over Tenerife, Spain.

“I think it’s….” the pilot verbally snapped at him. “Alright, alright, I’m trying to concentrate!” It was as if the pilot’s attention was moving at an accelerated rate, darting from variable to variable without really focusing on any one thing. Narrowed attention occurs when pilots become overly focused on making adjustments to their equipment instead of maintaining an awareness of air traffic. These types of behavior are more likely to occur as anxiety increases. In an emergency, our ability to manage stress can be the difference between life and death. We are all vulnerable to becoming mentally overwhelmed 38

Hang Gliding & Paragliding | www.USHPA .aero

Research confirms that training increases the chances of appropriate and effective action in the midst of a crisis. Parachute packing seminars may include simulations where pilots hang from their harnesses.

The pilot is spun and tossed around by assistants while he reaches for the parachute and deploys it. This addresses factors that can lead to disorientation. Should the pilot need to throw the chute at some point in the future, the experience will be associated with the correct response.

Other forms of training include increasing your awareness of various scenarios and learning about the best responses when a crash is inevitable. I recommend reading an article by Rob Wenban, in the Oz Report, on how to minimize and possibly avoid physical damage should you crash your hang glider. He delineates various scenarios where pilots found themselves in bad situations and suggests appropriate responses. If you are clear about what you are trying to accomplish— even though your situation is bad—you are more likely to execute those life-saving skills and less likely to become overwhelmed.

To Summarize: Anxiety, enthusiasm and other forms of arousal actually improve performance. However, there is a point at which anxiety overwhelms a pilot, and his ability to perform begins to crumble. Optimizing your mental state can be accomplished by becoming acutely aware of your personal zone of optimal arousal.

Increase awareness by learning to recognize signs of stress in yourself and fellow pilots. Develop strategies for moving into the optimal zones, such as breathing exerwhen things go wrong. cises and music. Finally, mentally prepare So what else can be done to avoid im- for worst case scenarios through training paired mental functioning in the midst of and education. a crisis?

Training for worst case scenarios will increase the likelihood that you will re- Patrick McGuinniss is a hang glider pilot, spond appropriately should you face a life coach and professional speaker. He has similar scenario. Apply the principles a Masters Degree in Applied Psychology stated in this article to begin learning with specialized training in sport psycholmore about your personal zone of opti- ogy. For more information about hang glidmal arousal. Also, learn more about how ing and mental performance or to comment to combat overwhelming anxiety during on this article, go to the Mountain View critical moments.

Consulting Website. www.mountainview Training for crucial moments consulting.com. can increase the likelihood of success.

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Mike Butler launching in front of Half Dome, Yosemite | photo by Ron Young Hang Gliding & Paragliding | www.USHPA .aero

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Ed Levin

Speed Gliding 2011

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Hang Gliding & Paragliding | www.USHPA .aero

by Chris Valley

ing experience for all who attend. This emphasize both speed and finesse. It is year’s event organizers, Brian Foster and not always the fastest glider / pilot compeed gliding is back! For the Chris Valley, acted as launch directors bination that do well. The pilot who second straight year, hang-glider and timers for the two-day event with chooses the best line and flies the cleanpilots tested their racing skills the help of generous volunteers from the est run usually fares better at Ed Levin against the stopwatch at Ed Levin Speed Wings of Rogallo flying club. Entry fee Gliding 2011. Participants navigated for the event was a mere $20.00, includ- [opposite] Pilots on launch. [top, left to right] Robert through what some call the fastest speed ing t-shirt, and give-away swag was pro- Booth, John Taylor, and Wayne Michelsen. [above left] gliding course on the west coast, with vided by Steve Kroop from Flytec.

Benn Dunn setting up is approach into the course. [right] emphasis on safety, fun, and a learnThis year’s course was designed to Kenny Brown through the gates. Photos by Jim Hillman.

S

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ROOKIE CLASS RESULTS Pilot

Glider

1 John Hollander

Falcon 3

2 Mark Suttie

Falcon 225

Day 1

Day 2

Total Time

2:55.78

DNF

–

DNF

DNF

–

Day 1

Day 2

Total Time

KING POST CLASS RESULTS Pilot

Glider

1 John Taylor

Ram Air

1:53.2

1:36.6

3:29.8

2 Jason French

U2 145

2:03.8

1:57.7

4:01.4

3 Mark Mulholland

Freedom 170

2:19.8

2:25.5

4:45.3

4 Robert Booth

Sport2 155

2:08.2

DNF

–

5 Johnny French

Sport2 155

2:14.8

DNF

–

6 Jim Bowe

Litesport

2:26.9

DNF

–

Day 1

Day 2

Total Time

OPEN CLASS RESULTS Pilot

Glider

1 Brian Horgan

Combat

1:28.6

1:18.6

2:47.2

2 Kenny Brown

Litespeed

1:38.9

1:14.1

2:52.9

3 Eric Froehlich

T2C 154

1:43.2

1:25.6

3:08.8

4 Ben Dunn

LS RS 3.5

2:01.6 (2 gates, 20 sec)

1:13.8

3:15.5

5 Diev Hart

Litesport

1:52.6

1:38.2

3:30.8

6 Wayne Michelsen

Laminar Z8

1:54.5

1:39.6

3:34.1

7 Dirk Morris

U2 145

1:47.3

1:49.8

3:37.2

8 Zac Majors

T2C 144

1:35.9

DNF

–

9 David Royer

Litespeed

1:44.2

DNF

–

Laminar MR2002

2:12.1

DNF

–

10 Pete Welch

Speed Gliding.

Day 1 of this year’s event, the pilots gathered at Mission Soaring in Milpitas for the early morning pilots’ meeting.

As the sun rose, trucks loaded with gliders filed in one by one. After event fees were paid and waivers signed, Brian and Chris discussed the event rules and reg44

Hang Gliding & Paragliding | www.USHPA .aero

ulations as well as various safety items.

Afterward, with everyone amped on coffee and full of bagels, the pilots made their way to the top of launch stoked to give the course their best shot.

The first stretch of the speed course is a bar-stuffed run along the “straightaway” to the first turn point. Then pilots must

navigate “the chicane” before the altitude control gates at turn points 4 and 5.

After safely navigating turn points 4 and 5, you’re on to the final turn point and can stuff the bar and smoke it across the finish line at the LZ. You’ve just flown the infamous Ed Levin Speed Gliding course!

Mosquito Power Harness Day one conditions delivered moderate winds by mid-morning, but the course was still plenty safe to run the first heat. One by one the pilots launched off the top and sped their way down to the finish line. Eighteen pilots showed up for the first day of the event to test their flying skills against what the course and Mother Nature had to offer. And, eighteen pilots had excellent runs and a great time. By noon the winds had ramped up, so the day was called. On to Day 2.

Day two, Mother Nature threw us a little curve ball and made it soarable by 9am. But the winds were smooth and straight in from the south, so Brian and Chris altered the course to allow for the greatest margin of safety possible. All pilots were told to stay well above the altitude gates, and the finish line was shortened to the 300-foot hill to allow for a safe approach and landing in the LZ. The plan worked. The twelve pilots able to make the Day 2 festivities had great runs in some challenging conditions.

The award ceremony was the grand finale of the weekend. Custom trophies were hand-made by the infamous Brian “Noman” Horgan and handed out to 1st, 2nd, and 3rd place finishers in each class. John Hollander and Mark Suttie did well in the Rookie Class, while John Taylor took 1st place on a vintage Wills Wing Ram Air in the King Post Class— style points to say the least. Jason French proudly took 2nd place and Mark Mulholland took 3rd place in the King Post Class, as well. 1st place in the Open Class went to Brian Horgan with a blistering time of 1:28.6—the record to beat next year! Kenny Brown dusted off the cobwebs and earned himself a 2nd place finish in the Open Class, as well, while Eric Froehlich walked away with a 3rd place trophy for his mantel.

Everyone, though, had safe runs and learned a thing or two about what to do differently next year at Ed Levin Speed Gliding 2012!

Thank you to all the pilots who participated and to all the volunteers who made this event a safe, fun success.

Hope to see you all next year!

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

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Pioneers

by RyanVOIGHT

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I

n Utah, there’s a holiday known as Pioneer Day. It can best be described as Utah’s July 4th. People have the day off from work; there are BBQ’s, parades, fireworks and even rodeos!

Pioneer Day, according to Wikipedia, is the official holiday commemorating the entry of Brigham Young and the first group of Mormon pioneers into Salt Lake Valley on July 24, 1847. While the celebration obviously has ties to the LDS Church, everyone in Utah celebrates it, regardless of faith.

Ok, enough back-info. This is a magazine about FLYING after all! In early June, a friend and local pilot, Shadd Heaston, started searching Google Earth for potential new sites. He found what appeared to be a well-maintained dirt road up the mountains about an hour south from Point of the Mountain.

We took a trip to the area and found LZ’s everywhere! But they were useless

without a launch. On top of the mountain, we followed the spider web of dirt roads to non-launch after non-launch: too flat, treeline in the way, not high enough to reach a safe LZ. Defeated, we set our eyes on the horizon. I don’t remember who saw it first, but we spied a dirt road on a distant ridge that looked like it had great potential.

As we navigated by Braille, we

climbed higher and higher. We parked the car at the peak, walked the last few feet to look off the edge and saw that we were just shy of 10,000 ft MSL. We had a beautiful launch! Steep and clear, with plenty of room to set up HUNDREDS of hang gliders. Since this day in early June was just an exploratory mission, we didn’t have gliders which we regretted as it was blowing straight in. We left that

[left] Up, up, and away… discovering one of the resident “house-thermals”. [above] Shadd mustering the courage to PIONEER. The first step is always the hardest. [right] Shadd Heaston setting up on the lee-side of launch at RedCliffs.

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day feeling pretty good about ourselves. anyone else we were going. I was recoverFor the next week-and-a-half, the ing from shoulder surgery, so I was dessoaring forecast was pathetic. We’re ignated driver, putting Shadd in the hot fortunate in Utah because, even when seat should it actually be flyable. there’s less chance for a thermal than a After speeding down to Nephi and Twinkie surviving in a fat-kid camp, we bouncing our way up the dirt road, we fihave Point of the Mountain. Glorious nally arrive at launch (hopped up on Red Point of the Mountain! But ridge-rat Bull and Rock and Roll). It’s a little cross, flyin’ gets old, and soon we crave the but blowing in lightly. After some dismountains. Big air, big thermals, big cussion, evaluation, and soul searching, flights, BIG ADVENTURE. Shadd decides to set up. As he’s setting July 24th, 2010: Pioneer Day. The up, I sit on launch and watch conditions. forecast still doesn't want to cooperate. In the 15 or 20 minutes it took Shadd to It says there might be some thermals, but set up, the wind went from 5mph straight there will also be northerly winds—not a in to 10-15 mph, with cycles occasionally good day for our southwest facing site— blowing as much as 20. More deliberaso Shadd and I decide to take a look. We tion, more soul searching. This site has had such low expectations we didn’t tell a long glide to the LZ and, in that much 48

Hang Gliding & Paragliding | www.USHPA .aero

headwind on Shadd’s Sport 2, we debated if it were doable, never mind sane.

We formulate a flight plan, maximizing Shadd’s chances for finding lift and minimizing his risk as much as possible.

He hooks in and we walk to launch.

Cycles are coming through so strong that he nearly gets plucked off the hill with each one—WITH ME holding onto his nose, wires and all. A smooth lull follows; Shadd picks up the glider and clears me from his nose. One step, two steps, three, four… five… SIX?! Oh yeah, we’re at 10,000 ft! He’s off and away… and UP! Shadd is climbing over launch in what looks like ridge lift as smooth as the Point of the Mountain! But as I said, we’re get-

[left] Shadd showing great form, even while launching at nearly 10,000 ft msl. [below] Thumbs up, it’s a GO! Notice the silver can of courage in Shadd’s side pocket.

ting tired of ridge-running, so he works his way down the ridge, over the gigantic red-rock cliffs (for which the site would later be named). At the red cliffs, Shadd hits a thermal so strong it pulls the snot out of his nose.

On the radio, I hear “13 thousand, 14 thousand, 15 thousand… Shadd over the back, OVER THE BACK!” Dammit.

First flight at a new site, I’m designated driver (with my arm in a sling, mind you) and he’s going XC. At this point I realize the adventure’s just getting started.

I’ll cut to the chase, so to speak: Shadd flies a bit of a dogleg, bouncing from town-to-town, all the while giving specific directions on which puffy cloud he’s under and what town he’s going to next. I’m right on him—15,000 ft below.

The story ends over 30 miles away, cross-and-downwind, with a down and safe landing. After some adventuring on my own to find poor Shadd—now stranded without cell phone service and surrounded by mountains blocking our line-of-sight radios— I finally locate him. He meets me at the end of the road, and chooses to four-wheel the truck a bit closer to the glider, following what looks like an old mining road long forgotten.

Glider on the roof, tied down, Shadd drops his truck into gear and, with a press on the gas, we’re heading home after a job well done. Or are we? The truck doesn’t

move. Neutral, back to drive—engine revving, going nowhere. Neutral, try 1st gear. We’re moving! Then some grinding sounds, some jerking, and it’s as if we’re back in neutral.

To make an already long story shorter, we wind up walking a mile or two along a middle-of-nowhere dirt road, until some generous campers offer an exhausted hang glider pilot and arm-in-asling cripple a ride into town that takes about an hour. We ask them to drop us at Wendy’s and make it just in time for their 11:00 PM closing. We wolf down a couple of the most delicious burgers we’ve ever tasted, savoring them and our experience while our wives come to rescue us in the middle of the night.

The next day we returned to tow Shadd’s truck, with my truck. It’s a couple of miles to the main road, then easily an hour and a half along the shoulder. We drop the truck at the nearest trans-shop and grab some lunch to think up a name for this astounding site.

Red Cliffs seemed plainly appropriate. As with most things, the first wasn’t easy, but someone had to do it. Shadd Heaston: Utah’s newest pioneer. This year, on Pioneer Day, while others celebrate the founding of Utah, we’ll be celebrating the founding of a truly legendary mountain site—RED CLIFFS. Bottom’s up!

To view a video of Shadd taking the first flight at Red Cliffs, visit: http://vimeo.com/ user802494/redcliffs.

Coming Unglued at

Taupo Unhooked

by AliciaHARMON

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W

hen people say the words “New Zealand,” one usually envisions green mountainous landscapes, hobbits and, of course, a surge of adrenaline. You might have to look hard for the hobbits, but adrenaline quickly materializes, called forth by bungee to basejumping and everything in-between.

However, these blood-pumping events are rarely offered in combination, either for participation or observation.

So when I saw an event based on the North Island—Taupo Unhooked—that featured acrobatic flying, kiting, swooping, base jumping and other mid-to-high adrenaline madness, I signed up imme-

diately. No longer would I walk away from a pilot event merely hung-over with great friendships. No, now I would make sure to participate in some physical activity other than dancing.

I’ll admit I went to Taupo Unhooked hoping to get a tow in and a kite on. The kite never happened, due to light winds, but I did get my tow over Lake Taupo and was momentarily lost in the surrounding beauty. However, my full stall gone haywire woke me up and reminded me how long it had been since I had done a proper SIV clinic. I decided to put the wing aside and watch the experts instead.

I never expected to witness the level of

talent that exists in a country the size of my hometown of Philly. New Zealand has some seriously sick puppies, and they held nothing back December 1-4.

The event was the love child of Wayne Roberts and quickly gained sponsorship and Facebook fans. Wayne runs a paragliding school at the famous Mount Maunganui and has been known to throw down something wicked. He has obvious skill and luck—the weather was [opposite] Dan Stephens From Queenstown Spiral Landing on his UTurn G-Force. [above] Liam Davies from Taupo Tandem Skydive swooping the lake. Photos by Richard Castro.

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warm and dry with perfect wind right until the last day, when we had to wait until 5pm to get going. But it was well worth the wait.

Aside from some low ridge-to-beach soaring, a tow, some slip and slide, and lots of stand up paddling, I spent the majority of my time with my bum on the mat, one hand on my glass of cabernet, and the other with fingers wide-spread ready to cover my eyes in case something went wrong. I was joined by a group of friends and numerous enthusiasts, from pilots to random passers-by. We were very encouraging, with our shouts of “He’s not going to make it this time” to “ONE MORE LOOP!” The first two days were practice days, where pilots got to sort out their tricks and the boats dialed in their towing.

There were a few wet launches due to the unseasonably high lake, leaving very little room for takeoff. Luckily, we had a few god-like pilots who managed to walk on water, as well as some experienced tow operators who made the most of the conditions each time.

The most heart-stopping show was provided by “Diggler Dan,” who managed to un-giftwrap himself from almost certain unpleasant impact and who also provided us with the infamous and momentous infinities, over and over and [top] Alan Mc Candish From Taupo, Base Jumping from a Nova Jamboo Piloted by Dan Stephens. [middle] Steve Bramfitt From UK now living in Queenstown On his U-Turn Thriller. [bottom] Steve Bramfitt just landing short.

Photos by Richard Castro.

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MENS RESULTS Dan Stephens, from Queenstown, New Zealand, unanimously earned 1st place. He spent the entire comp pulling infinitrons and the odd misty Flipp as well as a killer spiral and a slight tip drag (that would have pulled a lesser man down) and still managed to nail the raft landing.

Troy Wyga, from Queenstown, New Zealand, won 2nd place. Troy flew clean tumbles and helicoptors to sats and rhythmics. He also made the dry raft landings.

Michel VerhageN, from Gouda, the Netherlands, was awarded 3rd place.

He ripped some mctwists and nice rhythmics, getting real high and hitting the raft dead-on.

WOMENS RESULTS Aniko Hegedus, from Budapest, Hungary, nabbed 1st place. She pulled her first tumble and nice loops and received a total beachside standing ovation at her sick spin landing from 10 meters up, nailing the raft perfectly.

Marika PechackovA, from Czech Republic, took 2nd. Marika had some nice wingovers, sats and

over! I found myself yelling things like “SICK” or the more Kiwi “WICKED BRO!” All landings were on the beach, or close, until the last day of competition.

That day we all waited patiently for the wind to behave and amused ourselves by playing like children on an improvised slip’n’slide that had everyone in hysterics. Finally, the wind came right, and five rafts were tied together to create the now mandatory mid-lake landing. Lots of pilots missed, but many more actually nailed it. However, none had the finesse landing demonstrated by Aniko Hegedus, who managed to come in a little high, allowing her to pull off a spin-landing dead center. The crowd went wild!

There were SATS, HELIS, INFINITIES, MISTIS, ASYMETRICS, LOOPS, TUMBLES and much, much more. The level of acro-talent at this competition was top shelf—unlike my wine. We were additionally treated to more local talent by Taupo Skydivers, who performed base-jumps and toedragging swoops right along the shore.

The last evening rewards’ ceremony was held at The Shed in Taupo and provided a venue for those slightly more earthbound to demonstrate a few acro moves themselves— on the dance floor.

A big shout-out must go to all the sponsors as well as everyone who gave time to help, from Ozone’s Rob Whittall and Mount Paragliding’s Wayne Roberts, who were solid on the winch, and to Wind Design Ltd. Matt Taggart for lending a boat.

As this was the first Taupo Unhooked event, I asked Wayne what we could expect from the next one. He said, “Next year I hope to include more sports, like freestyle motocross, wake boarding, kiting, mountain biking, and base jumping—anything that pumps the blood.”

He has also promised an SIV course in the New Year, so I can get off the mat and back into the harness for next time.

opendistancenationals.com

loops, with less than two years of acro flying!

Check out the website at http://taupo-unhooked.co.nz/ Hang Gliding & Paragliding | www.USHPA .aero

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First XC,

Many Learnings

By Bill Briskey RADIO? CHECK. GPS? CHECK. HELMET? CHECK. WING AND HARNESS? CHECK. EXTERNAL CATHETER? UH, WELL…

I

t was my second year of paragliding, and I now had enough flights and airtime to take the test for my P3 rating.

But so far, I had stayed pretty “close to the hill,” and I yearned to stretch my skills and broaden my experience. A short competition was coming up nearby, so I figured I would simply follow the gaggle.

How tough could it be?

The Desert Air Riders http://www. desertairriders.org/ were hosting a Fly-in

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at Pine Mountain, near Bend, Oregon, over the Labor Day weekend. That meant flying, food, prizes, and fun with like-minded pilots. The annual event is centered near the base of the mountain at Frankie’s Flying Farm. Frankie is a long-time bag pilot, and she has prepared her acreage to host flying events. Several pilots and families dry camp there, bringing their own water, because they can fly the mountain, land at the Flying Farm, and walk to their campsites. But there’s the BBQ, s’mores, and beer, too!

The weekend weather was only good for “grounded” experiences because of gusty winds. But Labor Day dawned with promise of epic flights, and 20 expectant pilots showed up for the morning pilot’s meeting. The weather report presented by

the comp director, Jeff Huey, was extensive, with lapse rates, temperatures, and windspeed predicted for multiple elevations at different locations. I should have brought paper and pen, but, at least I had an old GPS (Garmin 12), and the comp staff was able to load it with all the local waypoints. We still didn’t know the route we were to fly, but excitement was building, because we were told it was time to head up to the top of the mountain.

Sometime near 1:00 p.m., we gathered for the final briefing. I learned plenty: when we were supposed to launch, when we were supposed to start the race, that I should be within the “start cylinder” (an imaginary 3000 ft radius circle) with a lot of altitude at the start of the race, that the waypoint cylinders were only .25

[opposite] Impromptu side hill LZ. [left] Pilots gathered for the briefing. [below] Other organized comps might not have the quality tools we had.

mile, and that the race technically ended at a point 6000 ft from goal, to reduce conflicts at goal, but you still had to get within the goal cylinder (.25 mile) to complete the race. Since that day was an oddnumbered day (Sept 7th), our preferred circling direction in thermals was to be counter-clockwise.

Jeff also advised those of us with an old GPS to always use the “Go To” function, instead of setting up a Route, because the device doesn’t know when you have gotten close enough to a waypoint and might direct you to the next waypoint if you circle in a thermal nearby. Once a point is entered into your GPS, all you have to do is “Go To” it when needed. He also suggested that we write the route on a piece of tape and stick it to the GPS. About 20 minutes before the launch

window opened, animal instinct kicked in.

(You know, like when animals are faced with a fight or flight situation and they dump any extra cargo?) Fortunately, I was prepared for the necessary paperwork, so I took a walk. But what a shock when I saw a lot of toilet paper on the ground— gross! (Sorry, but this needs to be said: If you aren’t going to pack it out, bury it! It’s pretty ugly to see littering surrounding launch sites. And listen up ladies; some of you are the worst offenders. Bury it, pack it out, or air dry!)

Lighter now, I retrieved my gear and followed a few pilots to the top of the mountain to launch directly into the wind.

It was then that I realized I still had my tennis shoes on and my boots were miles away at the ranch. Great! But no problem, I was going to get to goal with everyone

else, so I really only had to worry about launching safely. However, we’re talking about climbing over volcanic rocks and sagebrush to launch at 6400 feet ASL. I was already sucking wind, since I live at 300 feet.

The ideal launch location only had room for one wing. But the pilot in that prized spot had some difficulties, holding up six other pilots for more than ten minutes, long enough for the wind to switch back around to render that launch site risky. All of us grabbed our stuff and moved back down the hill to a better location. But before I was able to launch, the start was called, and those already in the air were on their way.

I like to launch with As and Cs because I’ve been dragged around a bit in my early learning days. I did so here, because conditions were a bit squirrelly, and I was not sure what was going to happen as the thermal cycles moved through.

When I pulled up, the wing tried to lift me, so I had to lean heavily on the Cs to stay in control. When the wing settled, I shifted to brakes only, let it fly, turned, and pushed off the hill. The wind suddenly backed off, but I was ready for it and stayed out of the saddle. Good thing, too, because I touched a couple more times in the next 25 feet before I was finally clear.

And I was on a 40-degree slope! It was now obvious to me that I had chosen the

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“The sad song from my tiny solarpowered vario kept me informed of a little more sink than lift, as I pushed on my speed bar to try to catch up to the other pilots.”

for the first turn-point, so I followed. [right] Incentive to reach the ranch.

There wasn’t a lot of turbulence, but it certainly wasn’t a smooth glass-off ride fortunately, the easy way.

I soon noticed that most other pilots across the valley this time of day either.

I guessed that I was somewhere between were already in the area of the first way7,000 to 8,000 feet, which meant about point and had turned back toward me on 2,500 or so off the valley floor. I didn’t the next heading. By the time I reach the have time to look at my GPS for altitude, group, the trailing pilots were working a and I always found it a bit rough on its es- thermal about 3600 ft from the waypoint, timate anyway. The sad song from my tiny banking more altitude for the next leg. I solar-powered vario kept me informed of headed to the same thermal to build up a little more sink than lift, as I pushed some lost altitude. As I began my climb, on my speed bar to try to catch up to the the pilots above left me to consider my other pilots. But I found it tough to tell pending loneliness, since I still had to go how much of my elevation I was losing by the opposite direction to touch the waypoint. That did it—I had to reach the looking at the landscape.

Meanwhile, I still needed to tell my turn-point and then return to the same end of the cycle instead of the beginning GPS to go to the first waypoint. I tried to thermal before the gaggle left me so far and had hit some sink.

Not too proud, I headed out and fol- figure out how to access “Go To” for the behind that I couldn’t use them to spot lowed others to where they turned in lift first waypoint while in light turbulence, lift. I turned toward the target, mashed and saw that some of the early launchers with one gloved hand, and without letting my speed bar, and watched my GPS click were getting high farther out in the valley. go of the controls. Not a chance! So I fi- down the distance, all the while hearing All of the nearby pilots seemed to have nally had to just let go of my brake toggles the depressing whine of my vario telling different ideas about the location of the and work the GPS. I finally completed me the obvious. Bucking the wind, my center of lift. I wrestled constantly with the task and was thankful that I had previ- ground speed was painfully slow. Finally, whether the lift I was experiencing was the ously changed the GPS to metric units, so my GPS registered .25 miles, and I immebest, or should I move somewhere else to I didn’t have to convert from miles in my diately swung around and headed downfind out? Did the other pilots have a clue head, with everything else I had to con- wind toward the invisible savior of sinking about what they were doing? I knew I was sider. Later, I remembered that while fool- pilots.

I didn’t need to hear the obnoxious pretty scarce on experience! I maintained ing with my GPS my speed bar was fully a constantly changing, elongated-counter- engaged, and it occurred to me that not sound from my vario to remind me that clockwise circle to sample the air, and also having the control toggles in at least one I was still in heavy sink. “Looooooser,” used this method to stay clear of three hand would certainly have increased the it whimpered. Enough of that—I shut other pilots. Soon it was evident that ev- pucker factor, had I experienced a collapse the sucker off. By now, I’m 100 feet off eryone was leaving the area and heading of any sort. Another lesson learned, and, the ridge and the wind is parallel to it. I

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scratched for lift on the south side, figuring it would be the most likely thermal source. As I dropped below the ridge, I racked my brain for some gem of wisdom to get me out of this predicament but only came up with, “STAY OUT OF ROTOR,” and, “DURING MID-AFTERNOON YOU NEED TO STAY HIGH OR GET OUT OF THE AIR.” Great.

Decision time. I changed goals from trying to get up, to getting down safe. I turned crosswise to the wind, away from the hillside, and watched my drift. I realized that I still had two options; head out into the valley below and hope to discover a hidden thermal, or land high and then possibly re-launch. The valley choice bothered me, because I was really concerned about turbulence and getting even farther away from the gaggle—plus it was farther from the Flying Farm, where there was cold beer waiting! So I turned upwind and looked for a landing option between the bushes and rocks, all the while wondering if I was going to get creamed by a rotor. I put my wheels down way ahead of time, in case something tried to reach up unexpectedly and slap me from below.

Skill, luck, and good looks were on my side, and I landed comfortably on the 30degree slope. Wow! My first extreme side hill landing! I had expanded my flying tool kit even more!

Now I was safely down and figured I had better check in. I announced that I had successfully reached Checkpoint 1, had safely landed to collect some proof in the way of dirt samples, and asked if any of the more experienced pilots could make a suggestion as to what I should do.

Should I try to relaunch? Unfortunately, some pilot had an intermittent transmission issue with his/her radio that apparently covered up my message. After no response for a couple minutes, I started packing up. Several minutes later, I was advised that a driver would be heading out to get me. I wouldn’t have to walk all the way back! All I had to do now was get down to a road.

I was reminded of my earlier faux pas of foot attire as soon as I struck out toward the ranch. Since this was the desert, I kept a sharp eye out for rattlesnakes and rabbits. There were plenty of critter holes to step in but thankfully no rattles. Stepping

past bushes and over holes that could be hidden launch points for venomous reptiles reminded me of the old joke about the guy who was snake-bitten in a very sensitive location. When his buddy ran to get help and learned that the cure was to suck the venom out, he returned to tell his friend that he was going to die. I concentrated a little more on where I was stepping!

From the top of the ridge, the ranch looked awfully far away! But, hey! I signed up for this and had to gut it out. One thing that really helped was a pair of collapsible walking sticks I’d brought along.

At one point I had 1500 feet of elevation to burn, in about the same horizontal distance, and the steep terrain made them invaluable for support, especially without boots. Another revelation: I had a water bag in my harness, but it was buried inside my backpack. More learnings.

I got a call on the radio from Mary Beth, asking me where I’d like her to meet me—what service! She informed me that she was on Forest Road 19a and asked if she was getting close. Of course any self-respecting pilot would at least have a small topo map to guide in the rescue team. Well, uh… I could have given her my coordinates, had I kept my GPS out instead of packing it with my harness.

But I was still pretty high above the valley and offered some landmarks to guide her toward me. Good thing she had a 4WD rig to make it along that old goat trail, or I would have had to walk quite a bit farther. Later on, I told Mary Beth to let me know if her husband started taking her for granted!

My story is probably best told to newer pilots because seasoned pilots would be way beyond making any of the mistakes I made. In fact, you also wouldn’t expect them to make any significant errors at all. Although I did hear rumor of one pilot (also an instructor) who made goal and then realized he didn’t have his GPS turned on to record the effort. Oops.

Another experienced pilot bailed before first waypoint. Half of the group made it to goal and a couple flew much farther.

So get out there, follow the gaggle, and get some experience. You can learn more in just one cross-country flight than you can by just hanging around the hill. I have a soil sample to prove it!

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58

GALLERY

[previous page] Preparing to launch in the lush hills of Bhutan. [right] Brad Sander flying tandem in Bhutan during Frontiers Paragliding's annual tour. [opposite top] Hiking to launch under prayer flags in Bhutan. [opposite bottom] Kiting in front of a temple in Bhutan. Photos

by Adam Hill.

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[right] Eric Donaldson at Lookout Mountain Flight Park | photo by Steve Pearson

62

[right] Climbing up over Cloudland near Trenton, Georgia. [opposite top] Over Dinosaur, Colorado. [opposite bottom] Dinosaur, Colorado. Photos

by Eric Donaldson.

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AS I’M RACING down Skyline Boulevard, I see hanggliders and paragliders high above West Lake. I’m already late for my evening shift at Fort Funston. I hope I hit the stoplights right to get an extra three minutes of airtime this evening.

I’d hate for The Boss to be upset with me.

He doesn’t like it when I’m late.

I continue driving and notice the ocean has a perfect orangepeel texture to it—all the way to the horizon. The air is smooth with plenty of lift. I step on the gas as the light turns yellow behind me. One more stoplight and I’m there.

hook in and walk out to launch.

The Boss is walking alongside me, hands clasped behind his back, smiling and checking out my glider.

I start my long-stride run toward the edge of the cliff and, in no time, I’m on the clock. I made it with a minute to spare. Catching the tail-end of that yellow light really paid off.

My evening shift has begun with plenty of sunlight left, too.

The Boss nods with approval and gives me a thumbs up. I’m on my way.

The Boss is waiting.

I work the evening shift at Fort Funston, and I take my job seriously.

I get lucky and find a parking spot right up front...more time saved. The Boss is smiling. You’ll have to accept a nod as hello for now...I’m running late. I don’t like to keep The Boss waiting.

I hope you understand. Besides, we can talk later.

The boss tells me to join all the others who were able to show up for work this evening. So, I head on down to West Lake in the super buoyant air. Is this a shear? It feels like it, but I never really noticed any significant line on the ocean. Maybe this will be a nice mellow shear...my favorite. I have a feeling the evening shift is going to deliver something different tonight. I continue to climb effortlessly.

We always do.

It’s time to stuff battens into my glider...leave me alone.

The Boss tells me it’s been good the whole day. I continue to stuff battens into my glider. The Boss approves...can’t be in that big a rush, though. The Boss tells me to do a thorough pre-flight. I know this but simply smile and get to work. I then

Sure enough, The Boss ordered a nice mellow shear for us to play in—one of the perks that comes with working the evening shift once in a while. The Boss knew this, but didn’t tell me. I join the rest of my co-workers.

I love this job. I hope The Boss doesn’t mind if I work late this evening.

The Evening Shift

by ChrisVALLEY 66

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DON’T MISS OUT. BE SURE TO RENEW.

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

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Contributing Member Participate in elections!

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1-800-616-6888 Interested in joining USHPA? Download an application at www.ushpa.aero/forms or call 1-800-616-6888 Photos by Jerome Maupoint

67

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.

SANCTIONED COMPETITION 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.

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.

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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 5-11  Highland Aerosports Flight Park,

Ridgely, 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.

SEPTEMBER 11-17  Francisco Grande Golf Re-

sort & Hotel, Casa Grande, AZ. Santa Cruz Flats Race. XC race to goal. Requirements: H4 or foreign equivalent, aerotow rating, xc & turbulence signoffs, 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: opendistancenationals.com, 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

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MAY 27-30  Alamogordo, NM. This is a 4-day tradition in the Southwest at a consistently flyable site with big desert air, and a welcoming community. Enjoy thermalling high over launch while your family is in cool pines in the nearby Sacramento Mountains. Contests, trophies and a club barbecue.

Entry fee $25. Come Fly Dry! More Information: Robin Hastings 575-541-5744, RHastings@PSL. nmsu.edu, or http://www.rgsa.info/.

MAY 28-30  Ruch, OR. 35th annual Starthistle Fly-in. Join RVHPA Memorial Day weekend for the legendary Starthistle Fly-in at Woodrat Mountain in Southern Oregon. Great thermals and fun times! For more information contact: Karl Blust 541-944-9415 kBlust@hotmail.com, or www.RVHPA.org.

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 17-19 Jackson Hole, WY. Jackson Hole Mountain Resort, WY. AeroFest 2011. Hike and Fly, Spot Landing, and XC contests. BBQ, Party and Raffle. Discounts available on lodging and lift passes. More information: Scott Harris 307 690 8726 scott@jhparagliding.com, or www.jhparagliding. com.

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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 20-22  Santa Barbara, CA. Instructor Certi-

STAINLESS STEEL! $10

www.ushpa.aero/store

clinics & tours April 29 - May 1, May 13-16, 20-23 & 28-30 

Owens Valley, CA. Fly one of the 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.

MAY-OCTOBER  Michigan. Dragon Fly Soaring Club, Cloud 9 Field. Free basic, advanced, tandem instructor training. Full-time instructor training center, your schedule. Free instructor training! Normal DFSC flying/rental costs apply. See Hang Glide University info at http://dfscinc.org.

MAY 5-10  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 7-8  Utah. Tandem (T2 & T3) with Ken Hudonjorgensen. More information: 801-572-3414, or twocanfly@gmail.com, or www.twocanfly.com.

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 505-7205436.

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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 21-22  Mt. Diablo, CA. Mt. Diablo Flyin is set to take advantage of Contra Costas amazing conditions. Awards will await the winners of the eagerly anticipated spot landing contest. Great camping and fun times on Mt. Diablo. We will be camping at launch at Juniper camp ground. More information at ccmck@goldstate.net, or 925-497-1059. 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-

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.

may 26-29  Utah. Cross-country competition 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. may 27-29  Jackson Hole, WY. May 27-29, Tandem Certification Clinic at the Jackson Hole Mountain Resort presented by Scott Harris. More Information: Scott Harris 307-690-8726, scott@ jhparagliding.com, or www.jhparagliding.com.

JUNE 3-5  Jackson Hole, WY June 3-5, Jackson

Hole Mountain Resort, WY. Instructor Certification Clinic presented by Scott Harris. More Information: Scott Harris 307-690-8726, scott@jhparagliding. com, or www.jhparagliding.com.

JUNE 9-14  California. Over-the-water Maneu-

vers 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. More information: www.paragliding.com, or 805-968-0980

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. july 1-4  Richfield, UT. Paragliding Pre-Nation-

als xc and competition clinic. More information: Ken Hudonjorgensen at twocanfly@gmail.com, or 801572-3414

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 16-26  Italy. Join us for Eagle Paragliding’s Italian Dolomites SIV and XC Tour. This tour starts with a three day SIV clinic at Lago de Garda in Italy. We travel to the Dolomites and other flying sites in Italy flying XC routes. Your tour guides will be Rob Sporrer and Brad Gunnuscio. More information: www.paragliding.com, or 805-968-0980. 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 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.

NOVEMBER 4-6  Santa Barbara, CA. Instructor 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.

NOVEMBER 7-8  Santa Barbara, CA. Tandem Paragliding Clinic with Rob Sporrer of Eagle Paragliding in Santa Barbara, California. Classroom and practical training at our world class training hill.

Visit www.paragliding.com, or call 805.968.0980 for more information.

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

Fly 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.

FLEX WINGS A GREAT SELECTION OF HG&PG GLIDERS (ss, ds, pg) -HARNESSES (trainer, cocoon, pod) -PARACHUTES (hg&pg) -WHEELS (new & used). Phone for latest inventory 262-473-8800, www.hanggliding.com Dream 222, HPAT 158, NOVA 190, 4 harnesses, 2 helmets, 1 parachute, Flytec vario, many misc

accessories. All $2500, or part out. Contact: ddlofty@hotmail.com, or 503-728-1322

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

EAGLE PARAGLIDING - SANTA BARBARA offers

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

FLY ABOVE ALL - Year-round instruction in beautiful Santa Barbara! USHPA Novice through Advanced certification. Thermaling to competition training.

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

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 wings- demo the VQ-45' span, 85 Lbs! Parts in stock. We stock new and used equipment. Tradeins 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 408-262-1388, mission@hang-gliding.com, Mission Soaring Center LLC, leading the way since 1973. www.hang-gliding.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 world-famous 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.

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.

COLORADO GUNNISON GLIDERS – Serving the western slope.

Instruction, sales, service, sewing, accessories.

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

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

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

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NEW YORK

UTAH

AAA MOUNTAIN WINGS INC. - New location at 77

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

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

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

GEORGIA 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

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

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

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

Connecticut areas. Area’s exclusive Wills Wing dealer. Also all other brands, accessories. Area’s most INEXPENSIVE prices! Certified instruction/ service since 1979. Excellent secondary instruction!

Taken some lessons? Advance to mountain flying! www.flyhighhg.com, 845-744-3317.

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

SUSQUEHANNA FLIGHT PARK Cooperstown,

PROFLYGHT PARAGLIDING - Call Dexter for

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

New York. Serving the North East since 1978. We have the best training hill in New York. Dealers for Wills Wing, and others. Trade-ins welcom. www. cooperstownhanggliding.com, 315-867-8011

NORTH CAROLINA INDIANA CLOUD 9 SPORT AVIATION -

Michigan

See Cloud 9 in

MARYLAND HIGHLAND AEROSPORTS - Baltimore and DC’s

full-time flight park: tandem instruction, solo aerotows and equipment sales and service. We carry Aeros, Airwave, Flight Design, Moyes, Wills Wing, High Energy Sports, Flytec and more. Two 115-HP Dragonfly tugs. Open fields as far as you can see. Only 1 to 1.5 hours from Rehoboth Beach, Baltimore, Washington DC, Philadelphia. Come Fly with US! 410-634-2700, Fax 410-634-2775, 24038 Race Track Rd, Ridgely, MD 21660, www. aerosports.net, hangglide@aerosports.net.

MICHIGAN

KITTY HAWK KITES - FREE Hang 1 training with purchase of equipment! The largest hang gliding school in the world. Teaching since 1974. Learn to fly over the East coast’s largest sand dune. Year round instruction, foot launch and tandem aerotow.

Dealer for all major manufacturers. Ultralight instruction and tours. 252-441-2426, 1-877-FLYTHIS, www.kittyhawk.com

Michigan

See Cloud 9 in

TRAVERSE CITY HANG GLIDERS/PARAGLIDERS

Put your knees in our breeze and soar our 450’ sand dunes. Full-time shop. Certified instruction, beginner to advanced. Sales, service, accessories for ALL major brands. Visa/MasterCard.

1509 E 8th, Traverse City MI 49684. Offering powered paragliding. Call Bill at 231-922-2844, tchangglider@chartermi.net. Your USA & Canada Mosquito distributor. www.mosquitoamerica.com.

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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, 801-5992555, 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)241-4324, or www.blueskyhg.com

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

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

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.

787-850-0508, tshg@coqui.net.

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.

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.

WASHINGTON

OHIO CLOUD 9 SPORT AVIATION -

Super Fly Paragliding – Come to world

TENNESSEE LOOKOUT MOUNTAIN FLIGHT PARK - Just outside

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

TEXAS FlyTexas / Jeff Hunt - training pilots in Central

Texas for 25 years. Hangar facilities near Packsaddle Mountain, and Lake LBJ. More info: www.flytexas. com, (512)467-2529

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 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

PUBLICATIONS / ORGANIZATIONS

FOR ALL YOUR FLYING NEEDS - Check out the

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.

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.

SERVICE CLOUD 9 REPAIR DEPARTMENT - We staff and

Mounting brackets, control-bar wheels. Hall Brothers, PO Box 1010, Morgan, Utah 84050. (801) 829-3232, www.hallwindmeter.com.

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.

OXYGEN SYSTEMS – MH-XCR-180 operates to

Get your annual inspection, repair or reserve

HALL WIND METER – Simple. Reliable. Accurate.

18,000 ft., weighs only 4 lbs. System includes cylinder, harness, regulator, cannula, and remote on/off flowmeter. $450.00. 1-800-468-8185 SPECIALTY WHEELS for airfoil basetubes, round

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

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) 4738800, 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.

Introducing the new USHPA custom Visa Platinum Rewards Card.

The card with Flare.

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

Use your own photo.

Apply today at... http://www.cardpartner.com/app/ushpa More details in the full ad on page 21.

Hang Gliding & Paragliding | www.USHPA .aero

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J A N U A R Y

HANG GLIDING

2 0 1 1

RTNG REGN NAME

CITY

STATE RATING OFFICIAL

RTNG REGN NAME

CITY

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-3 H-3 H-4 H-4

Santa Cruz Richmond Las Vegas Santa Monica Moab Apex Miami San Francisco Mountain View Richmond Moab Putney Odenton Mint Hill Miami Broomfiield Rio De Janeiro Sandy Rio De Janeiro

CA CA NV CA UT NC FL CA CA CA UT VT MD NC FL CO

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

Brampton, On Anchorage Boring San Mateo Santa Cruz Three Rivers Laguna Beach Del Mar Pine Valley Santa Barbara North Hollywood San Diego Santa Barbara Avon Vail Flagstaff Cambridge Tallahassee Atlanta Miami League City League City El Paso El Paso Highland Village Brooklyn Brampton, On Bend Bend Wasilla Chico San Mateo San Diego Wailuku Boulder Salt Lake City Salt Lake City Albuquerque Boulder Edwards Arlington Pensacola Amarillo Lido Beach Irvine Woodland Hills Windsor

2 2 2 3 4 10 10 2 2 2 4 8 9 10 10 4 13 4 13

Pat Le Gate Kendra Vernon Song Shang Julian Abiodun Diego Calderoni Emmanuel Maguyon Alex Trochez Lise Carter Zach Hazen Andrew Vernon Diego Calderoni Peter Cassidy Christopher Hornberger Joseph (tyler) Guice Alex Trochez Jeff Noall Fabiano Nahoum Masahiro Ikeda Fabiano Nahoum

UT

David Yount David Yount Patrick Denevan Greg Dewolf Malcolm Jones Tammy Burcar James Tindle Kurtis Carter Harold Johnson Harold Johnson Malcolm Jones Malcolm Jones Richard Hays Benjamin Burril James Tindle Mark Windsheimer Malcolm Jones John Heiney Malcolm Jones

PARAGLIDING 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

1 1 2 2 2 2 2 3 3 3 3 3 3 3 3 4 4 4 10 10 10 11 12

Tom Keefer Richard Moren Jared Stanley Lucas Hundley Forrest Pond Michael Goergens Webster Pedrick Sage Root Jon Hamby Shannon Hamby Pedro De Faria Konstantin Kravchenko Michael Mclucas Erik Knutson David Fowler Douglas Brown Chris Thornley Eric Capriles Lukas Graber Arkadas Ozakin Patrick Jones Timothy Taylor Piotr Jagninski

CITY

STATE RATING OFFICIAL

Lake Stevens Boring San Francisco Daly City San Francisco San Mateo Santa Cruz Three Rivers San Diego San Diego Santa Barbara North Hollywood Wailuku San Diego Santa Barbara Vail Flagstaff Kingman Tallahassee Atlanta Miami Highland Village Brooklyn

WA OR CA CA CA CA CA CA CA CA CA CA HI CA CA CO AZ AZ FL GA FL TX NY

Marc Chirico Kelly Kellar Jeffrey Greenbaum Jeffrey Greenbaum Jeffrey Greenbaum Jeffrey Greenbaum Kevin Mcginley Bruce Kirk Bradley Geary Bradley Geary Bo Criss Bruce Kirk David Binder Bradley Geary Kevin Mcginley Kevin Hintze Kevin Mcginley Stacy Whitmore Luis Rosenkjer Luis Rosenkjer Steve Sirrine William Smith Ken Hudonjorgensen

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

Ray Waraich Eric Wichorek Richard Moren Michael Goergens Webster Pedrick Sage Root Jason Mueller Gavin Hookway Kristopher Reynolds Pedro De Faria Konstantin Kravchenko Erik Knutson David Fowler Jason Sica Douglas Brown Chris Thornley Allan Adams Lukas Graber Arkadas Ozakin Patrick Jones Dean Kobza Lauren Kobza Jan Paul Auwermann Anja Auwermann Timothy Taylor Piotr Jagninski Ray Waraich Raymond Dolan Jeffrey Gray Frank Sihler Martin Roland Michael Goergens J Ryan Barnds Mark Short Johannes Rath Tim Schaeffer Cory Schaeffer Chris Arnold Amanda Brodbeck Loren Dumont Matthew Ingram Michael Sutherland Taylor Suffield Don Decker Michael Lin Ben Anvar Steve Hanson

RATINGS STATE RATING OFFICIAL

AK OR CA CA CA CA CA CA CA CA CA CA CO CO AZ MA FL GA FL TX TX TX TX TX NY OR OR AK CA CA CA HI CO UT UT NM CO CO VA FL TX NY CA CA CO

James Reich Rob Sporrer Kelly Kellar Jeffrey Greenbaum Kevin Mcginley Bruce Kirk Bruce Kirk Max Marien Jeffrey Greenbaum Bo Criss Bruce Kirk Bradley Geary Kevin Mcginley Gregory Kelley Kevin Hintze Kevin Mcginley Jeffrey Greenbaum Luis Rosenkjer Luis Rosenkjer Steve Sirrine Anthony (bud) Wruck Anthony (bud) Wruck Hadley Robinson Hadley Robinson William Smith Ken Hudonjorgensen James Reich Granger Banks Steve Roti Chad Bastian Rob Sporrer Jeffrey Greenbaum Robin Marien David (dexter) Binder William Laurence Chris Santacroce Chris Santacroce Charles Woods William Laurence Gregory Kelley James Kaplan Ken Hudonjorgensen Chris Santacroce Nick Crane Chad Bastian Klaus Schlueter Granger Banks

Headed to launch at the Jackson Hole Intermountain league.

74

Hang Gliding & Paragliding | www.USHPA .aero

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75

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MAGAZINE COLLECTION 1971-2008

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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 |

Passion

by Steve Messman

P

assion. I swear it will be the death of me. Not in the literal sense, I hope, but certainly it drives me crazy. When I first began to fly hang gliders in the late ‘70s, passion was a spiritual infusion that coursed through my body.

Flying became my first thought in the morning and last thought at night. In fact, flying was a major life event, and it was the first time in my adult life that I recognized a kind of passion that was neither work nor family. I had always worked with passion. I had always been passionate about spending time with my family, but suddenly there was something different. There was this new passion of flying at every other turn in my life. When I looked out the windows of my apartment, I watched the mountainsides for those floating swatches of color. I watched clouds form and dissipate with a new fascination. I studied the movement of trees with a changed understanding of wind and wind direction. A few years later, I quit flying hang gliders for what amounts to a few stupid excuses, but be that as it may, the passion for flight never went away. For all those years that I was flightless, the slightest feel of wind against my skin, the muffled sound of a fluttering flag, the very thought of flying caused that passion to surge from deep inside.

I imagined my feet leaving the ground, and I heard the various sounds of wind through wires and past fabric. That’s how strong my passion was, and that’s how strong it remains today.

I began to wonder about passion, what it is, and what makes its urgings so powerful. I studied essays and inspirational quotes about passion, but most of those turned out to be what I call t-shirt wisdom.

I began to formulate my own opinions, which is what most of the research was anyway—someone else’s opinion. I realized that passion never exists alone, that it always needs a partner, for example: love and passion, work and passion, family

78

and passion. I discovered that passion is fanned by absence and fueled by fulfillment. Consider your own feelings when time is spent away from your loved ones, and then imagine the joy when you are finally reunited. In flying terms, consider your feelings during those long, flightless winter months, and imagine those same feelings again as you stand on launch anticipating that first, great spring flight of the new year. And finally, when I reflected on my own experiences during those years that I had stopped flying, I realized that passion is quite similar to a virus. Once you have it, you have it forever. There is no cure. Like a virus, passion takes control of each cell of your body and reproduces, unchecked, until it consumes you. There seems only one drug that will slow passion’s onslaught—and that drug seems to be sanity.

Somewhere along the line, I realized that I had become lost in my own thinking, and I had to wonder why. Why did this thought of passion have any meaning at all? What was the purpose of this effort? Who, after all, really cares? I realized that much of what I had been discovering meant nothing to anyone except me. So, in this story about the

passion of flying, it seems that there is a more direct point. With the exception of family, flying is the most exciting, most wonderful experience of my life. After all these years, I still think about flying every day. I still dream about it. I still crave it like I craved my first long kiss. Flying has always been far more exciting than work. (Those of you whose work is flying are very privileged, indeed.) It has always been way better than Scrabble, or video games, or any other such pastime. And it will always be at least as good as sex.

But, since I mentioned it, here is some t-shirt wisdom. Benjamin Franklin said “If passion is what drives you, let reason be the reins.” Spring and summer flying is nearly upon us, and that means the possibility of flying in strong, epic conditions.

It means the possibility of flying with skills rusted by winter rains. It means we might not have practiced kiting in a number of weeks or months. Don’t get lost in your passion. Let reason be the reins. Consider what you do. Balance passion with reason. Be careful. Be smart.

Fly within your limits. Stretch the envelope a little at a time. But above all, make sure you are able to enjoy your passion for years to come.

Taking one of his first gliders for a spin for old time's sake | photo by Nick Greece at the Vintage Hang Glider Fly In, Torrey Pines Gliderport.

Hang Gliding & Paragliding | www.USHPA .aero

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