USHGA Hang Gliding & Paragliding Vol34/Iss1 January 2004

Volume 34 Issue 1 January, 2004 $4.95

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H A N G G L I D I N G & PA R A G L I D I N G

Jayne DePanfilis, Publisher: jayne@ushga.org Dan Nelson, Editor in Chief: editor@ushga.org Steve Roti, Contributing Editor Matt Gerdes, Contributing Editor Davis Straub, Contributing Editor Copy Editors: C. J. Sturtevant and Dick Girard

HANG GLIDING & PARAGLIDING (ISSN 1543-5989) is published monthly by the United States Hang Gliding Association, Inc., 219 W. Colorado Ave., Suite 104, Colorado Springs, CO 80903 (719) 6328300. FAX (719) 632-6417. PERIODICAL POSTAGE is paid at Colorado Springs, CO and at additional mailing offices.

Tim Meehan, Art Director: artdirector@ushga.org

POSTMASTER: Send change of address to: Hang Gliding & Paragliding magazine, P.O. BOX 1330, Colorado Springs, CO 80901-1330.

Office Staff Jayne DePanfilis, Executive Director, jayne@ushga.org Jeff Elgart, Advertising, jeff@ushga.org Natalie Hinsley, Member Services, natalie@ushga.org Bob Archibald, IT Administrator, bob@ushga.org USHGA Officers and Executive Committee: Bill Bolosky, President, bolosky@ushga.org Mark Forbes, Vice President, gforbes@mindspring.com Elizabeth Sharp, Secretary, Elizabeth.Sharp@heii.com Randy Leggett, Treasurer, ias@ot.com REGION 1: Bill Bolosky, Mark Forbes. REGION 2: Ray Leonard, John Wilde, Tim West. REGION 3: David Jebb, John Greynald, Alan Chuculate. REGION 4: Steve Mayer, Jim Zeiset. REGION 5: Frank Gillette. REGION 6: Len Smith. REGION 7: Bill Bryden. REGION 8: Gary Trudeau.

REGION 9: Randy Leggett, Felipe Amunategui. REGION 10: Matt Taber. REGION 11: R.R. Rodriguez. REGION 12: Paul Voight. DIRECTORS AT LARGE: Elizabeth Sharp.

Bruce Weaver, Dennis Pagen, Russ Locke, Steve Kroop, Chris Santacroce. HONORARY DIRECTORS: Tiki Mashy, Aaron Swepston, Steve Roti, Dick Heckman, Michael Robertson, Bob Hannah, John Harris, Tom Johns, Ed Pitman, Jennifer Beach, James Gaar, Dave Broyles, Ken Brown, Rob Kells, Dan Johnson, Dixon White, Jan Johnson.

EX-OFFICIO DIRECTORS: Art Greenfield (NAA).

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

HANG GLIDING & PARAGLIDING magazine is published for foot-launched air-sports enthusiasts to create further interest in the sports of hang gliding and paragliding and to provide an educational forum to advance hang gliding and paragliding methods and safety.

Contributions are welcome.

HANG GLIDING & PARAGLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLIDING & PARAGLIDING editorial offices email: editor@ushga.org. ALL ADVERTISING AND ADVERTISING INQUIRIES MUST BE SENT TO USHGA HEADQUARTERS IN COLORADO SPRINGS. The USHGA 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 $59.00 per year (of which $15 goes to the publication of Hang Gliding & Paragliding magazine), ($70 non-U.S.); subscription rates only are $42.00 ($53 non-U.S.). Changes of address should be sent six weeks in advance, including name, USHGA number, previous and new address, and a mailing label from a recent issue. You may also email your request with your member number to: ushga@ushga.org.

Hang Gliding & Paragliding: January, 2004

CPM#40065056 DISCLAIMER OF WARRANTIES IN PUBLICATIONS: The material presented here is published as part of an information dissemination service for USHGA members.

The USHGA makes no warranties or representations and assumes no liability concerning the validity of any advice, opinion or recommendation expressed in the material. All individuals relying upon the material do so at their own risk. Copyright © 2003 Hang Gliding & Paragliding magazine.

Hang Gliding & Paragliding magazine welcomes editorial submissions from our members and readers.

We are always looking for good material.

Feature stories generally run anywhere from 1,500 to 3,000 words, however, your topic may demand more or less than this. You may discuss this with the editor.

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. You are welcome to submit photo attachments, preferably jpeg files smaller than a megabyte.

Calendar of events items may be sent to the email address above, 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@ushga.org, (253) 840-1372.

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

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

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Thermal Lore, Part 7 DEPARTMENTS

The Dead Zone, Cloud Suck, Thermal Shapes, Thermal Sources.

Editor’s Notes: ...................................... 6 Pilot Briefings: News and Events ............ 7

By Dennis Pagen ............................. 20

Air Mail: Readers write in ....................... 11 USHGA: President’s Corner .................... 14 Master’s Tips: Dixon White ................... 15 HG 101: G.W. Meadows ......................... 18

History of Hang Gliding, Part 3

Calendar ............................................. 54

Sky surfing seemed well on its way to mass acceptance, and James Bond wasn’t the only one turning to hang gliders…

Gallery ................................................ 55

By Joe Gregor ................................. 26

New Ratings ....................................... 52

Site Guide: Goat Peak & Flagg Mt....... 68 Marketplace/Classifieds..................... 71 Index to Advertisers........................... 77 Product Lines: By Dan Johnson ............. 78

Cover Image: Last run of the Day. Brett Schreckengost captures a self portrait dropping into the valley after a day of skiing in Telluride, Colorado, on a bluebird winter day.

The 1903 Wright Flyer Three years after the turn of the century, a young boy sat on the top of the Jockey’s Ridge sand dune. He saw an amazing sight.

By Dennis Pagen .......................... 35

2003 Team Challenge The Team Challenge is not your mainstream national-level competition. The idea was to encourage pilots who were more familiar with competition to join with those less experienced.

By Davis Straub ............................ 42

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January, 2004: Hang Gliding & Paragliding

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The Ark Floats: Region Nine’s 2003 Spring Regionals

This past spring produced rains of biblical proportions, and in some areas the rains have been the heaviest on record.

By Pete Lehmann .............. 47

Flying Under the Midnight Sun Midnight Sun Paragliding, the “First Annual 10 Days of Summer Solstice Fly-In” at Alyeska Ski Resort in Girdwood, Alaska.

By Kay Tauscher................. 50

The Orange Handle When novice pilots get in trouble, they have no reservations about using their reserve. Fortunately, the orange handle wasn’t needed.

by Jesse Boyd ............................... 59

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WILL to Fly

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Seven years after losing an arm in an auto accident, Will Craig learns to fly paragliders.

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by Kathleen McCormick .................. 64 ������ ������������ ���������� ������������ ������� ������������������������� �������� ������������������������

Hang Gliding & Paragliding: January, 2004

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EDITOR’S

CORNER

This is your magazine.

I

n March, 2003, we launched this new magazine, combining coverDan Nelson age of both hang gliding and paragliding. Working from the previous dual publications, we strived to create a magazine of interest to all members of the U.S. Hang Gliding Association.

We weren’t always successful at that during those initial 10 months, and you let us know when we weren’t. Readers never hesitated to write or call in to report their concerns, their criticisms and (occasionally) even their praise. That’s a good thing. We do take reader comments to heart and frequently we make adjustments to the way we do things to ensure a better magazine each month. We refine our processes. We build on our successes and learn from our failures.

I encourage you to continue to voice your opinions. Write me, call me, or email me. Let me know what you want from your magazine. Where can we improve?

What are we doing right that we should continue? What stories or types of stories do you want to see in your magazine?

Share your thoughts and ideas so we all may benefit.

The bottom line is, this is not a static magazine. In the coming year, you’ll see more growth and development of this magazine. I am working with the USHGA Board of Directors and its executive committee to increase reporting in the magazine about USHGA-related issues and programs. We are implementing a basic editorial calendar plan—that is, we are more effectively planning our editorial content so we can better tailor the magazine to meet your needs and expectations. This way we will be able to tell you what we have coming in future issues and invite greater participation in the process.

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With the help of Art Director Tim Meehan, we have compiled a wealth of photo images to ensure better pictures and imagery throughout the magazine each month. We hope to run some “Photo Features” in 2004—complete photo packages that tell a compelling story with images rather than words.

We have some great articles in the works from a new generation of skilled young writers—folks like Kay Tauscher and Matt Gerdes. We also have wonderful features coming in from long-time contributors and pilots—Mike Vorhis, Dennis Pagen, and with the return of his Hang Gliding 101 column, G.W. Meadows, to name a few.

The coming year promises to be a bright one not only for our magazine but also for hang gliding and paragliding in general. More and more often we are seeing our sports positively portrayed in the mainstream media. Hang gliding is mentioned in a nationally-run VISA commercial on broadcast TV. Paragliding has shown up in a number of national TV commercials. Both sports are frequently covered on non-mainstream sports shows, and are even cropping up in popular TV series. This public acceptance of our sports means greater likelihood that land managers will respond more favorably when we seek access to launch and landing areas. It means more people will be contacting schools and instructors to learn how to enjoy our sports. That in turn means more muscle when we have to work with politicians and bureaucracies. And it may mean more people will be sharing some of our flying sites (further stressing the need to develop new sites and enhance existing ones).

Of course, as we grow we need to ensure we do it safely and responsibly. Safety remains a high priority for the U.S. Hang Gliding Association. The accident and incident numbers were disturbingly high in 2003. Already our community has pulled together in a number of ways to help reduce accidents. Instructors are

picking up their emphasis on safety. At the magazine, we are striving to improve communication about potential problems by reinvigorating the Accident Report column. But this column can only work if the readers help us—we need everyone who sees or experiences an incident or accident to report it to us first. You can find the accident report form online at www.ushga.org.

Working together is the key: the key to continued development and improvement of your magazine, the key to helping our sports survive and thrive, and the key to ensuring better safety for pilots.

Please feel free to send me your thoughts and comments on any or all of these ideas. Your feedback is essential.

Fly safely,

January, 2004: Hang Gliding & Paragliding

P I DL O E TP AB R ITE M F I EN NG T S

Safe Pilot Awards presented • The U.S. Hang Gliding Association congratulates James Rowan of Cresaptown, Maryland, on his achievement of logging 1,000 consecutive safe flights, earning him the First Diamond Safe Pilot Award. Congratulations, James!

• The U.S. Hang Gliding Association congratulates Nicholas Greece of San Diego, California, on his achievement of logging 1,000 consecutive safe flights, earning him the First Diamond Safe Pilot Award. Congratulations, Nicholas!

New Web site provides information for pilots The Hang Glider Manufacturers Association (HGMA) is pleased to announce their new Web site at www.hgma.net.

The site contains information about the association and about the hang glider airworthiness standards and certification program that is administered by the association, and contains a searchable database of certification transactions that can be used to determine whether a glider has been granted HGMA certification.

The towing site sits just under the outer ring of the tow ceiling at the Atlanta Hartsfield International Airport. But that ceiling is 12,000 feet, so no worries there!

The members of the club, currently just eight pilots, fly most weekends from May through October, but there is also a tow pilot available on weekdays if pilots call to arrange a “Tee Time.”

The club, in its first year of towing, recorded several 20-mile flights with altitude gains of 5,200 feet or better. The West Georgia Aerotow Club welcomes new members, but also offers its services to non-member pilots. The cost of membership is $50 per year. Members then pay $10 per tow, while non-members pay $20 per tow. For more information about the club and its programs, call (770) 854-8850 or email dskydawg@msn.com.

Jackson Hole Homecoming Tradition

By Scott Harris When the Jackson Hole High School football team takes the field for their Homecoming game, they know the game ball will be getting a lot of airtime—and not just from their passing game.

Jackson Hole Paragliding has delivered the game ball via paraglider to the Jackson Hole High School Homecoming football game for the last four years.

It has become a unique and exciting tradition that the students, players and community look forward to each year. It started four years ago while I was on the football team coaching staff. I brought up the idea to the head coach and the athletic director and they agreed that this would be a cool thing to do.

Tom Bartlett flew the football into the stadium the first year. I have had the honor the last three years. We launch off the High School Butte and from there it is a short glide into the stadium. We have been lucky with the weather, and the tradition seems to bring the team good luck, as they are 3-1 in the games we have flown into.

This year was especially exciting as the whole town got into the Homecoming spirit with a week-long series of events.

The events were advertised on the radio and in the local newspaper, with the flying in of the game ball listed as a main attraction. The pressure was on!

New club offers aerotowing near Atlanta What do you do when the closest flight park is hours away? Start your own.

That’s essentially what a small group of Georgia pilots did—they launched the West Georgia Aerotow Club, just 50 miles west of Atlanta.

The club runs a pair of aerotow tugs— Dragonflies—on a cattle farm sporting rolling foothills, pasture creeks and a 1500-foot runway. The site is open to pilots rated Hang 3 or higher because most landings are uphill or on top of a hill.

Launch site above Jackson Hole, Wyoming. Photo by Andrew McGarry.

Hang Gliding & Paragliding: January, 2004

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P ID L EOPT A B E FE INN TG S R RT I M

I picked up the game ball from the athletic director and confirmed the timing. I was to land on the 50-yard line at precisely 6:52 p.m. and present the ball to the team captains. Hiking up the butte, I could feel that the wind was cycling strong, and I was a little concerned, but then a mature bald eagle soared by, which I always take as a good omen. I was able to kite and fly and top land and get some of the nervousness out of my system before the scheduled flight. In the previous years the wind was from the west, which makes for the easiest approach. This year the wind was from the south, which makes the approach a little more difficult because of trees and light posts.

At 6:50 I launched and headed out over the stadium. I saw the teams move off to the end zones and heard my name announced over the PA system as I started my approach. I was able to do a downwind fly-by in front of the grandstands, then a hook turn over the home team to a smooth swoop landing on the 45-yard line. The stands erupted into cheers, and I remembered to “pump it up,” raising the ball over my head. The captains ran over to me, we shook hands and I presented them with the game ball. It was fantastic and exciting. I would like to think that the excitement carried over to the team and helped to propel them to their first win of the year! ***

Scott Harris is an Instructor Administrator, Tandem Administrator, and Tow Supervisor. Tom Bartlett is an Advanced Instructor who has been flying paragliders since 1988.

Scott and Tom own and operate Jackson Hole Paragliding. Contact them at www.jhparagliding.com.

Sup’Air Unveils New Paragliding Harness

By Alan Chuculate Aerotowing has been used for getting sailplanes and hang gliders to altitude for decades. Why not use aerotowing for paragliding? The reason is that there isn’t any powered aircraft that flies slow enough and is also practical for consistent operations in a diversity of conditions. That’s about to change. Paraglider aerotowing is now on the horizon.

The new Sup’Air X-Alps harness debuted at the Coupe Icare 2003 trade show. The harness, named after the cross-country foot-and-flight race that took place in the Alps during the summer of 2003, offers a well-balanced compromise on weight, protection, comfort and efficiency.

To achieve performance while keeping weight down, Sup’Air utilizes an array of lightweight components in the X-Alps. For instance, the harness sports light Cordura ripstop (115 g/m) for the storage compartments, backrest and the inner walls. The seat plate is molded (for improved comfort and fit) from carbon fiber (for minimal weight and maximum strength).

The X-Alps protection comes from two DHV-certified elements which complement each other. The first element is a redesigned self-inflating airbag beneath the pilot which offers nearly full protection even prior to takeoff. Complementing the airbag is a medium-density foam pad between the pilot’s back and the reserve parachute container.

This harness was designed to answer the needs of weekend pilots, who are more and more frequently asking for simple, lightweight gear without sacrificing comfort.

The X-Alps weighs 3 kg (medium) and comes in three sizes: small, medium and large. For more information, visit www.supair.com

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Paragliding Aerotowing Is on the Horizon

More squares make it possible During hang glider aerotowing, the pilot can pull in on the basetube and increase the airspeed and reduce the climb rate to control the glider’s position relative to the towplane or tug. The difference with a paraglider is that the pilot can’t speed up enough, so to successfully aerotow a paraglider the tug must fly at the same airspeed as the paraglider so the glider doesn’t continuously climb above the tug. The simple approach to flying slower is to increase the wing area (square footage) of the towplane, and the possibilities look promising.

Making a fast tug slower Bobby Bailey, the inventor of the Dragonfly (the purpose-built hang glider towplane that has proved so successful for hang glider aerotowing), has transformed it into a biplane. As of this writing, the biplane Dragonfly has flown but I haven’t heard the results of any paraglider aerotowing flight tests. If Bobby can make it light enough it should work. See Photo 1: the Dragonfly biplane,

by David Glover Photo 1.

Editor’s note: As we went to press, we learned from David Glover and Dave Prentice that the initial biplane Dragonfly aerotowing trials at Quest Air have proven successful. On November 17, Bobby Bailey and his biplane Dragonfly towed aloft paraglider pilot Dave Prentice, who was flying an Ozone Vulcan.

January, 2004: Hang Gliding & Paragliding

P I DL O E TP AB R ITE M F I EN NG T S

They enjoyed three aerotow flights, with the third tow climbing to 3,100 feet AGL. Prentice reports that in all cases, the tow forces were light and that the tow operation was easy and problem-free.

Adding power to a slow glider I’m taking the opposite approach. Start with a wing that already flies slow enough and add power to it. I began with a Wills Wing Condor. This is a modern single-surface 330 ft.² (30.7 m²) hang glider that is intended solely as a first-day trainer. Its 13-mph (21km/hr) stall speed makes it easy for students to launch. It was built with a super-light airframe so students could easily lift it and they also wouldn’t get tired carrying it back up the hill for the next flight. This light airframe is quite flimsy and not structurally safe for soaring conditions or for powered use, but it serves its intended purpose quite well. The slow and light trainer was the brainchild of Rob McKenzie in San

frame light so rather than using the cheap and readily-available 6061-T6 aluminum alloy tubing, we chose to use the lighter and stronger 7075-T6 aluminum tubing.

We had a problem with acquiring this tubing since it is not produced in the U.S. and must be special-ordered in large quantities from aluminum mills in Europe. Since my budget didn’t allow for a bulk order, we scavenged tubing locally and Floyd piecemealed together a new airframe. The new glider, which Floyd has named the Float, has proved to be a very successful tandem

climb angles at slow airspeed but not enough climb rate due to the trike weight and small-diameter propeller. Despite the deficient thrust resulting in an inability for this system to perform well, we’ll attempt to tow a paraglider with this trike to see if we can get them both airborne.

We will also experiment with a largerdiameter propeller to increase the thrust.

See Photo 4.

Photo 3: The Float mounted on the North Wing test vehicle (by Alan Chuculate) Photo 4: Alan’s first powered flight on the Float

Third, a custom trike Next Floyd will build a super-lightweight trike we’ve designed together. It will use a relatively small engine and a large propeller to keep the weight (and therefore stall speed) slow, but still provide adequate thrust for a good climb rate.

Fourth, a stronger sail

Photo 2: The stock Condor (by Alan Chuculate)

Bernardino, California. Steve Pearson, the Wills Wing designer, took his idea and refined it for production. See Photo 2.

First, a stronger airframe The Condor airframe needed to be replaced with a stronger and stiffer airframe. I enlisted the support of long-time San Diego hang glider pilot and machinist Floyd Fronius, owner of Aeolus Machine Shop, to build an upgraded airframe for the Condor. We needed to keep the airHang Gliding & Paragliding: January, 2004

Once we prove that it can work, the sail will be replaced with a heavier cloth and reinforced construction. hang glider for staying up in light conditions comparable to a tandem paraglider.

With the support of a $1,000 grant from the U.S. Hang Gliding Foundation, the new airframe was load-tested to nearly 2,000 lbs. (900 kg) on the test vehicle at North Wing Trikes. See Photo 3.

Second, powered flight test We began flight-testing the Float with a borrowed trike to get a point of reference for climb rate and airspeed. The early powered tests have demonstrated high

The benefits Any solution that succeeds in making paraglider aerotowing practical will have five significant benefits: • Allow existing hang glider flight parks to grow their businesses by expanding to include paragliding.

• Allow paragliding-specific flight parks to emerge as new businesses.

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P ID L EOPT A B E FE INN TG S R RT I M

• Increase USHGA membership and thereby revenue by bringing more people into the sport.

• Allow for paragliding to achieve equity with hang gliding competitions by making paragliding aerotowlaunched competitions available.

• Expand the availability of paraglider maneuver clinics.

Availability Adding a second wing to existing Dragonflies will probably be cheaper for current owners, but my SlowTow should provide a more cost-effective solution for new buyers.

Still snapshots captured from amateur video clip provided by David Glover

Torrey Pines this winter and will offer the first aerotow over-the-water pilot safety clinic at Lake Elsinore in February, 2004.

I plan to make the SlowTow commercially viable to spawn new growth and revolutionize paragliding as we know it!

If you have an interest in the SlowTow tug or the Float tandem glider, contact Alan at (858) 395-1552 or at AlanC@San.RR.com.

I expect to begin paraglider aerotowlaunched tandem and training flights at

through the USHGF

➢ Site Preservation ➢ Safety and Education ➢ Competition Excellence The United States Hang Gliding Foundation supports activities that help ensure that the free-flying community has a future.

Make a tax-deductible contribution today.

The USHGA will match your contribution up to $500 each year when you join or renew your membership.

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January, 2004: Hang Gliding & Paragliding

Contact us at 719-632-8300 — or on the WEB at www.ushgf.org

A I R

Design plans needs re-design What can I say? In a word, the design of the magazine is pretty bad compared to just about every other magazine I subscribe to. The articles aren’t bad, they seem to be on par with the other Englishlanguage paragliding and hang gliding magazines, but the art design is really pathetic. The art director really abuses the photo edit tools of his program—countless times a great photo is purposefully pixilated or distorted for (apparently) artistic effect.

Or a huge massive title for an article takes up half the page and leaves no room for a nice photo to accompany the words of the article, or the large (and printed almost invariably in a totally obnoxious font) title blocks out a great photo.

Sometimes the ads are in the middle of a page, not at the margins. This is the only magazine I have ever seen do this!

The editor writes something every issue, and in many issues so does the executive director, but the accompanying photos are always so distorted that I still have no idea what these people look like! Can we just get a clear photo, please?

There would be absolutely no shame in modeling the design of the magazine after some of the more successful magazines out there. The title fonts and obnoxious attempts at creativity make the magazine look like a lame high school yearbook instead of a professional adventure sports magazine for which I pay $59 a year.

I just don’t understand why virtually every other magazine out there—such as Cross Country and Paraglider as well as all other outdoor sports magazine—look so much better. How hard can it be to find an art director with taste who is capable of a professional and clean layout? Normally I would just not bother to subscribe but in this case I really have no choice, and since the magazine is the most tangible benefit of the USHGA dues that I pay, I would reHang Gliding & Paragliding: January, 2004

ally like to see it come up to the level of the other magazines I pay for.

Thanks for listening.

Tom Brand Art Director’s Response:Thank you for writing and expressing your concerns. Your magazine editorial and design staff is always receptive to our readers’ constructive criticism and commentary. Our magazine is our association’s newsletter and speaks for all of us through it’s content and design.

Our intention has always been to express the excitement and beauty of our sports and present our members in the best possible light to readers outside of our sport. Toward that end we strive to accommodate our members’ concerns and preferences by walking that fine line between a cutting edge design language and a clean, readable and ultimately inviting presentation.

Looking at the past 12-issues of Hang Gliding & Paragliding magazine, you’ll see that our design and content is continuing to grow and evolve with each new issue. Our goal is to provide the most professional looking publication to our members using the resources at our disposal. Our plans for the next year are even more exciting.

Obviously we still have a way to go in some areas, and we’re suffering from the constraints of a limited production budget that forces us to make painful decisions on what items can appear in color.

M A I L

Use color effectively Great job combining the two magazines and organizing a massive increase in quality and reader participation. The magazines were both so stale for so long.

A lot has changed and I think it’s great, and there isn’t much to comment on.

Not that much, but why does the magazine still look so cheap? Is it a matter of someone not having the right design software or adequate skill or training? If so, I’d be happy to pitch in a few dollars to buy him Photoshop or send him to design school for (at least) a week.

You only have to take ONE look at our magazine and then browse through every other magazine on the rack, and it’s plain to see that ours is way behind. Maybe it’s because of the lack of color, or that the color is used the wrong way, or that the layout is so cluttered on some pages and then so dry and spread out on others. There is no flow in the magazine’s design—it’s all jumbled up and, well, frankly, seems to lack taste.

It shouldn’t be too difficult to do what it takes to either turn around the direction the current director has taken or find someone to replace him. If it’s a matter of money then I’m sure many members would pitch in a few extra dollars to get a nicer magazine, but the truth is that we already pay enough. It’s come a long ways as far as content, so let’s finish the journey and get it looking great.

On the positive side, we’ve been blessed with very committed and talented contributors. It’s been supremely rewarding and a real pleasure to work with such a top-notch professionals.

Sincerely,

As your art director, I welcome your constructive criticism, commentary, suggestions and assistance in helping make our association’s newsletter and public voice one of professional credibility and stature. I can always be reached via email at artdirector@ushga.org.

Latch on to strong writers I’ve recently ordered Cross Country magazine and I was most impressed with it after having a subscription of only USHGA for the last year or so.

Tim Meehan

J. B. Anderson

I’ve known Matt Gerdes for a couple of years now and have been on a number of 11

D EA PI AR R M T M A IE LN T

paragliding trips with him. He loves the sport, has his own Web site, and is a great writer, photographer, and organizer. We recently went to Sardinia together with another new pilot and Cross Country is going to publish another of his articles.

Anyway, if USHGA does want to compete with the likes of Cross Country, or at least even become readable (I have to admit that I haven’t read my magazine for months) you should take a strong look at Matt. He is quality.

Respectfully, Tim Quarnstrom

Editor’s response: Thanks for taking the time to write, Tim. Please do go back and read the last few issues of the magazine. This summer, we added a couple contributing editors to our “staff”—Davis Straub and Matt Gerdes are providing regular installments for our Site Guide series, and both are also writing several other feature stories for us each year. Of course, we also welcome new and returning writers to continue to submit story queries and feature ideas. In short, we’ve strengthened our core of writers, while still leaving plenty for room for the work of other contributors. We’ve made good strides in producing a top-notch magazine, but we have plenty of room to grow and we welcome support from anyone interested in helping out.

Dan Nelson (dan@ushga.org)

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Young pilots have always enjoyed our sports I’m writing in regards to the story about the youngest solo hang gliding pilot.

There once was a legendary young comp pilot. He didn’t fly the Dragonfly or Comet. He flew the 14-foot Brock standard. In one competition, this guy went on to finish fifth or sixth overall.

He could spot land every time, as well as round many pylons while getting long duration points.

This was Hall Brock, Pete Brock’s son.

They owned perhaps the most innovative American hang glider company, Ultralite Products of Temecula, California. Hall was 10 at Telluride, trained at age 9, and had

January, 2004: Hang Gliding & Paragliding

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his career end at Aspen in 1975. He was 11.

Momma, don’t let your babies do low 360s.

Rusty W.

Pilot not content with combined content I have been a member of the USHGA since you could see pictures of the new Phoenix 6-D, since before the Comet, and back when you sometimes got, well, gobs and gobs of altitude. I have over the years devoured the magazine in one night even while trying to take my time and savor the material.

Recently, with the combination of hang gliding and paragliding, I seem to struggle with sifting through all the stuff. Kind of like ordering a subscription for a motor boating magazine and they start filling up the pages with articles on rubber rafting.

But hey, they all float, don’t they? I have been through the ultralight years and even owned one once, but preferred hang gliders. I remember the concern of allowing these noisy (nasty) things into the USHGA. I have been around paragliders since Fred Stockwell showed up in Salt Lake City (early 1980s) and have even done some training flights on them.

Two years ago I subscribed to both the hang gliding and paragliding magazines to see if maybe I could develop a greater appreciation for paragliders, but found my greater interest was still with hang gliders. I guess if it is necessary for economic reasons to put paragliding and hang gliding into the same magazine I can understand it. But as I don’t fly enough anymore, it’s hard to justify the cost. One of the main reasons for remaining a member was simply to keep up the membership and the other was that I enjoyed reading the hang gliding magazine.

I recently got notice of my subscription expiring and was vacillating between simply letting it expire and wither away or voicing my opinion. I would not presume that one man’s opinion would cause any changes.

Hang Gliding & Paragliding: January, 2004

But as of right now I will probably voice my opinion and hang in there, waiting to see what new developments come to this truly incredible sport. Guess it will never be over unless I look at a dust devil, cloud street or a ridge without having any thoughts.

M A I L

If I am not tarred and feathered or otherwise hung from the highest kingpost, I promise to be a MUCH more careful newsletter editor for the association, in the future.

Don Saito, Editor, Tam Airlines Marin County Hang Gliding Association

Mick Jimmerson

Bay Area newsletter retracts story An erroneous article concerning actions taken by Mission Soaring Center was published last month in the September 2003 issue of the Marin County Hang Gliding Association’s newsletter, Tam Airlines. The story needs to be clarified and corrected.

The story, entitled “Lessons Learned,” implied that Mission Soaring Center installed a wrong set of flying wires on Dave Gerrard’s glider, resulting in an emergency flying situation. This was completely wrong, in that Mission Soaring only ordered the correct flying wires from the manufacturer, Wills Wing. Wills sent the wrong-sized set of flying wires to Dave, and Dave installed them without noticing they weren’t right.

He then tried to fly with them, resulting in his scary flying incident. Upon finding out that they sent the wrong wires, Wills paid Mission Soaring to fix Dave’s flying wires, and Mission even fixed a few other unrelated deficiencies in Dave’s glider, too.

So the only thing Mission Soaring did was order the correct flying wires for Dave’s glider, and that was it.

My sincere apologies to Pat Denevan and Mission Soaring for the egregious lack of research I did for this article, which damaged his personal and business reputation. To his credit, when Pat called me to bring this matter to my attention, he did not bite my head off, and was extremely fair and calm about the whole thing. I must also apologize to Dave Gerrard, for whom I ghost-wrote the article. (He only gave me some of the details of the story, which I then used to write the story as though Dave were the author.)

Product Lines provides great overview of community I became a USHGA member about 17 years ago but have not been active the last five years. I just received the last couple of months of magazines and am tickled pink to see that Dan Johnson is still doing the Product Lines. I’d like to see two pages of his words. Please never change this part of the magazine—it’s a great overview as to what is going on within the hang gliding community.

Paul Donahue

Pop quiz should be regular feature I really liked Professor Santacroce’s pop quiz in the September magazine. Like any good quiz, it challenged recall of how you would maneuver and maybe even corrected some old thinking. In any case it is good continuing education and adds to the educational value of incident reports.

As in any dangerous sport, what you don’t know can kill you.

Also, some of the answers deserved more explanation. Let’s see the quiz as a regular feature, even if only one page. Santacroce could probably write a book explaining the “rights and wrongs” of all of the answers to those questions.

Thanks for all of your work.

John Hamm

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PRESIDENT’S CORNER

President’s Corner: How the USHGA Works

by Bill Bolosky ince becoming USHGA president, Bill Bolosky I’ve had a lot of conversations with members from around the country. Among the many interesting things I’ve learned, one stands out: most members really don’t know how the USHGA is organized and how it does things. The reason that people don’t know this is because no one has ever told them, so I decided to make a start at it by writing this article.

S

The USHGA’s big decisions (such as the decision to combine magazines) are made directly by vote of the membership, or more often by the board of directors. The board has 26 voting members, and any number of honorary directors. The voting slots are made up of twenty regional directors who are elected by the membership of their regions, five directors at large who are elected by the board, and one director who is appointed by the National Aeronautic Association (NAA). The USHGA bylaws require that no member of the board be paid for his or her work as a director. While the bylaws permit the USHGA to reimburse expenses, in fact we only pay half of the airfare to go to board meetings, and none of the room and board or other travel expenses. Many of the directors who can afford it do not even take the reimbursement for half of their airfare. That means that your directors pay out of their own pockets to represent you, and you should be sure to thank them for it when you get the opportunity.

The officers of the USHGA are the president, vice president, secretary and treasurer. They are elected by the board from among its voting members, and serve oneyear terms. The four officers together make up the executive committee, which has the authority to act as the board between board meetings. Traditionally, the executive committee only uses that authority if 14

an issue is non-controversial or is very time-sensitive. Like the other directors, the executive committee is not paid.

The USHGA does have some paid staff.

The head of the staff is our executive director, the able Jayne DePanfilis. The executive director reports to the president, and is hired and (if need be) fired by the executive committee. The rest of the staff reports to the executive director, and is hired and fired by her. We currently have four full-time and one part-time staff members (including the executive director) in the office in Colorado Springs.

In addition, we have a communications director (one of whose jobs is to edit Hang Gliding & Paragliding magazine) and a magazine art director, both of whom are paid by the USHGA on a contract basis.

The board of directors meets twice yearly, usually in October and February. The meetings are held at different places around the country. They last two and one-half days, and are broken up between committee meetings and general sessions, where the entire board meets. There are a number of committees such as Safety & Training, Tandem, Competition and Towing. Each committee has a chair who is appointed by the USHGA president.

Membership on the committees (other than the executive committee) is automatic for all voting directors, and may be extended to anyone else at the discretion of the committee chair. Members who aren’t directors often come to committee meetings and are allowed to vote. Once a committee has finished its work for the board meeting, the committee presents its report to the full board at a general session. The board can then accept, reject or modify the recommendation of the committee.

Straub attended the meeting and put realtime notes on an Internet forum that he set up for that purpose. From what I’ve heard, this was a big success. I hope that he (or someone else) will be able to provide such a service for future board meetings.

As members, you have a number of ways available to you to help influence what the USHGA does. You can vote for regional directors, vote on the occasional membership votes that we have, talk with your regional directors, go to a board meeting, write a letter to the editor, talk with the executive director or officers, or participate in one of the Internet forums or discussion groups that include the USHGA as a topic.

If you’re really interested or passionate, then I encourage you to run for regional director. The board of directors is only as good as the people who are willing to volunteer to join, and we’re always looking for smart, motivated people to help.

After the board meeting, the USHGA publishes the minutes of the meeting. The minutes are available on the USHGA Web site in the members-only section. At the most recent board meeting in October of 2003 at Kitty Hawk, North Carolina, Davis January, 2004: Hang Gliding & Paragliding

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T I P S

“Lesser Evils”

By Dixon White

T

o use big ears or not Dixon White to use big ears? To use B-stalls or not? These are important questions that often provide a quizzical buzz in many conversations. Here at Airplay we teach our new students to do symmetrical folds, a.k.a. big ears, within the first couple days of high flights. We see big ears as an important tool to have at the ready. We used to teach B-stalls on high flights, but have now passed this on to the over-the-water SIV clinic operators since these clinics have become so prevalent. We’ve handed

in a safer zone. I think having big ears in place and then adding the speed bar is your best bet. Pulling big ears while the speed bar is already engaged may fold more of the leading edge than you expect.

Looking up at big ears.

Photo supplied by Chris Santacroce

Dan Nelson pulling big ears on approach to a cross-country landing field in central Mexico. Photo by Donna Meshke.

off the instruction of this maneuver because we’ve received reports concerning B-stalls that have gone wrong. I’ll address this issue in a moment.

Among all of the Airplay staff we’ve supervised (and documented) more than 55,000 student flights. We haven’t ever seen one event as a result of big ears or B-stalls, nor have any of our affiliated instructors reported a problem. Yet, we’ve seen these techniques come to the rescue frequently and think they should be familiar tools in every pilot’s box.

A blip of concern recently cropped up about big ears. In review of forum discussions about big ears I’m left thinking that a couple of specific gliders, one tandem glider in particular, may be prone to the problem and that there may be a correlation between gliders that are old, porous, lightly-loaded, or have brake lines that are so short that brakes are pulled along with the ears.

It may be wise, if there is any concern and you are planning on keeping big ears in place for a lengthy period of time, to depress your speed bar after installing the ears. Having the speed bar on while holding big ears will further increase your descent rate, increase your forward speed and keep the angle of attack Hang Gliding & Paragliding: January, 2004

One famous pilot used to habitually bad-mouth big ears, yet was later witnessed using the maneuver to get down safely when he was attacked by a gust front. There’s no doubt that we teachers are a little concerned that a naïve pilot may look at big ears as the perfect safety valve and then choose to fly in inappropriate conditions. Don’t let big ears substitute for thoughtfulness in regards to other choices. Big ears should remain simply a tool that may occasionally save the day.

Chuck Smith, probably the most experienced full-time 17-year pilot in the United States, says, “I’ve heard that some gliders can have problems with big ears, or B-stalls but I’ve never seen a problem. It may have been more of a problem many years ago.”

Chris Santacroce, Lord of Acro, says, “I love big ears! There’s nothing better for a steep approach into a restricted landing area when there’s no turbulence, or for a pilot who doesn’t know how to ‘feel’ a glider and who’s stuck in turbulence, or for any pilot who’s nice and high and wants a mellow way to increase his sink rate. And there’s nothing worse for a pilot who knows how to ‘feel’ a glider and who is making an approach/ landing in turbulence.”

15

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M A S T E R ’ S

Symmetrical tip folds increase your sink rate by about 300 feet per minute, stabilize your glider within turbulence, and allow a more direct approach into a restricted landing field. They should be practiced under the supervision of an instructor to the point of perfection. The initiation needs to be exacting so that the pilot uses the correct lines and is able to induce the maneuver quickly. It is of concern that a pilot is in limbo while reaching up to pull big ears. Active piloting on the brakes is given up, so it’s important to activate big ears within potentially turbulent air with at least 100 feet of ground clearance. Weight-shift turns allow the pilot maneuverability for avoiding other pilots and for setting down accurately.

We have watched pilots pull the wrong lines while attempting big ears, or try to pull big ears while in turbulence close to the ground.

Neither of these is a very healthy approach to the tool and could result in an injury. There’s potential that with decreased surface area creating lift, a paraglider in big ears might stall in a violent shear, but we haven’t seen this type of incident.

If we need to nail a landing and we are close to the ground, at risk of turbulence, we may use an asymmetric fold as an alternative to big ears. In those conditions, an asymmetric fold can be used to descend the last 30 feet to the ground. This is a skill that should be practiced in an SIV clinic. If you are going to use big ears as a safety valve, then hold the ears to the point where you are close enough to the ground to begin the flare. Realize that the release of the ears will probably result in you gliding across the ground a little farther than anticipated, so aim slightly short. Use of big ears will reduce your speed and thus your glide and you won’t fly as far. Plan ahead with a 50 percent reduction in glide as a consideration.

Let’s face it, being an educated, skilled pilot—the kind of pilot who avoids uncomfortable situations that are so demanding that big ears are necessary— is always a better idea. But experience shows us that recreational pilots don’t always find themselves in easy conditions or with the active piloting skills that are best for managing their gliders. In these cases, big ears can save the day.

T I P S

exit the B-stall at 500 feet AGL. Although we’ve never seen a problem with B-stalls executed within the correct guidelines, we do know that if they are pulled asymmetrically or too little or too far, or are released asymmetrically, the maneuver can get sloppy, although still very likely to straighten out uneventfully.

We suggest that prior to activating the B-stall the pilot makes sure his feet are squarely on the speed bar so that it can be used to help the glider dive out of the B-stall if it doesn’t seem to be returning to normal flight. I’ve never seen this safety valve needed or used. The video/DVD “Security in Flight” suggested making a turn out of a non-recovering B-stall or deep stall but I don’t know of anyone who would agree—this kind of move could easily result in a spin.

Keep flying within friendly atmosphere, don’t put yourself in demanding conditions, and try to surround yourself with other thoughtful, helpful pilots and you’ll rarely have to rely on safety valves. But if you need the safety valve that big ears, an asymmetric descent, or a B-stall can offer, you’ll want to know how to use the maneuver appropriate to the situation with confidence. Despite our best efforts, we do occasionally find ourselves in unforeseen conditions and situations. It’s foolish optimism to think otherwise.

Dixon White is a Master-rated (P-5) pilot with more than 7500 injury-free flights. He is a Paragliding Tandem and Instructor Administrator for USHGA.

B-stalls get caught up in controversy because there have been some gliders that don’t seem to like this configuration. It’s a shame to have a glider that cannot perform B-stalls uneventfully.

Review your owner’s manual or the DHV Web site to make sure there aren’t issues with your glider and this maneuver. This tool gets you out of the air at about 1,500 feet per minute, and it does this without making you dizzy. You’ll give up forward penetration, so account for this when using it to move through the sky. The B-stall can take some pretty good arm strength to activate and it needs to be performed smoothly, symmetrically, and with about two feet in pull. It needs to be released quickly, symmetrically, and fully. It’s generally suggested that you should Hang Gliding & Paragliding: January, 2004

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1 M 0 1E N T D E PH AG R T

HG 101: How to Choose an Instructor

By G.W. Meadows

I

f you’ve read G.W. Meadows past the title of this article, then quite possibly you’re either considering getting into the sport of hang gliding, have recently entered the sport or are looking to gain advanced knowledge in hang gliding.

In truth, there may be no more important decision that you’ll ever make in your hang gliding career than this: who you will enlist to teach you the sport. A good instructor will not only instill in you the basic foundation of good flying habits, but will be someone who you will be able to turn to for good advice regarding places to consider flying and equipment to consider buying for years to come.

Hang gliding is, without a doubt, one of the most rewarding sports on the planet— or rather, slightly off the planet. But if you never get to the point where you’re able to confidently launch, fly and land a hang glider, the sport will not seem so appealing to you. To help you get started, I offer here a few guidelines to follow when picking your leader as you walk down the path of personal flight.

First of all, rule out the option of getting something for cheap or free. There are several things in life of which you don’t want to get the Dollar Store-version.

Aviation training is one of those things.

Any instructor who has been teaching for any amount of time knows that they have overhead that must be paid. The gliders, harnesses and helmets must be maintained and replaced at certain intervals. The site they use to teach you is probably accessed at some cost—whether by ownership, lease, work trade-out (mowing the grass) or something. Few hang gliding instructional sites are available without some sort of compensation. Likewise, if the instructor 18

himself intends to be around to teach more people in the years to come, he must be paid. He (or she) must be compensated not only for his time, but also for the wear and tear on the equipment as well as other expenses that are not obvious to the lay person. Just the cost of maintaining an instructor rating is nothing to discount in the whole scheme. To put it simply, there is no one in the hang gliding business getting rich—trust me. Almost without exception, money you spend on hang gliding instruction is money well spent.

Speaking of instructor ratings: make sure that the guy or gal who is offering to help you spread your wings has that important piece of paper. It’s easy to check on it—look at the ushga.org Web site. If your prospective instructor isn’t certified, then move right along to someone who is. Sure, you may get all kinds of excuses as to why they are not certified, but trust me again here—there are not many good excuses for not having certification.

I should point out that being certified as a USHGA instructor does not by itself make your candidate a good instructor. The USHGA’s instructor certification program stresses safe teaching first and “good” teaching second. I was fortunate enough to be one of the folks who helped write the USHGA’s instructor system and I’ve had many years’ experience of running instructor training programs. I always felt that the people going through (and graduating from) the programs were competent enough to teach safely, but there was a wide disparity in the teaching abilities of the candidates. If there’s anything I’ve learned over the years, it’s that some people were born to teach and some people weren’t. It’s a talent. There are techniques that can be taught to an instructor to help him or her become a better teacher, but being a great teacher is a lot like being a great singer. Some people are born with the ability quite naturally, but others have to work really hard just to barely earn the title. Desire alone cannot make you a good singer—or a good teacher.

So now I’ve muddied the waters for you and right about now you are probably asking yourself, “How the heck am I supposed to know who the good teachers are versus the ‘not-as-good’ teachers?” The answer is actually simple: ask.

Go to where the hang glider pilots fly and strike up some friendly conversations with them. Ask questions in general about flying—let the pilots know that you are seriously considering getting into hang gliding. Ask them to tell you their personal opinions of the best instructor around. Listen intently to their answers—including their mannerisms.

Very often, the way someone answers that question is very telling. If they answer definitively and without hesitation, they’re probably worth listening to.

If, however, they say things like, “Well, you probably would do OK if you went to So-and-So,” then make mental note of that lack of confidence. Ask several pilots in one-on-one conversations until you feel like you’re getting pointed in a general direction.

Gut feeling will go a long way on this one.

Let’s fast forward a little and let’s say that you’ve found someone that you’re considering taking lessons from.

What should you look for when talking to him or her?

No matter if your instructor candidate teaches hang gliding full time or as a sideline business, they still should be January, 2004: Hang Gliding & Paragliding

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professional and methodical in their demeanor. Not returning phone calls and other “non-professional” behavior isn’t a good sign for someone whose hands you’re about to put your life into. If you are lucky enough to be in an area with a well-known school that’s been around for many years, that in itself is a good sign. Very few people who do something very poorly can continue to make a living at it for very long.

Bottom line: any instructor you are considering utilizing should obviously care about taking time with you to help you make all your hang gliding decisions, including taking the time necessary to answer all your questions about his or her operation. Building a good rapport between instructor and student is paramount in aviation training.

1 0 1

The instructor should be in tune with the student as much as possible.

sible. If you are still not clicking, then consider finding another instructor.

Now, what happens if you have begun taking lessons from someone and you start to suspect that maybe they’re not your best possible choice? The answer to this dilemma is simple. For one, if you think your instructor is dangerous, then cease training with him or her until you are certain that your suspicion was incorrect. If you cannot disprove your suspicion, then move on to a different instructor—no matter what the cost. If your concern with your instructor is more along the lines of feeling that you’re not getting the best instruction you can, then try just chatting with the instructor to let him know that you want more and that he should tailor his program to fit you better. A good instructor will work with you to fit your needs whenever pos-

Also, where possible try to find an instructor who integrates tandem training into the training regimen. Tandem flight has proven to be one of the most effective tools for teaching hang gliding. Tandem instruction not only allows you sufficient airtime to get the feel of a glider, it also will help to give you confidence that you can handle being at high altitude. Not all instructors can teach using tandem as their sole means of instruction, but where possible, it should be an integral part of a training program.

I hope this has been helpful. With just a little investigation you can determine if the school you’re considering is the place for you to learn. Use common sense and not your bank account as the deciding factor and you’ll do well.

Good luck in your flying career, and welcome to the most rewarding experience you’ll ever have.

G.W. Meadows has been hang gliding over 20 years and has held every rating issued in the sport. He was on the USHGA’s board of directors for 15 years and was at one time president of the organization.

G.W. has written or co-written much of the USHGA’s tandem and training programs. His Hang Gliding 101 articles are condensed versions of the chapters of his upcoming book, Hang Gliding 101.

Hang Gliding & Paragliding: January, 2004

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T H E R M A L

L O R E

TH ERMAL LORE

By Dennis Pagen

I

PART 7

recently had a chance to experience nature as most people experience it: while sitting in the glow of my television set. I was watching a short film depicting the spectacular Yosemite gorge with time-lapse photography. It was morning and fog was strewn in ragged layers across the canyon. The early thermals were lifting off near the walls as the deep valley heated. You could see the effect of successive thermals pulling the fog back and forth as they released.

The fog was stirred, drawn up and generally moved like a floating sheet of ice on a swirling stream. The film was an amazingly clear picture of how thermals affect the flow of the ground wind, at least in a confining valley.

Once a group of pilots and I were soaring at a local site in winds of 10 to 15 mph. We were sustained by the ridge lift, but when a thermal passed through, we latched onto it and to our surprise we drifted forward as we climbed in it! This happened time after time. When the flight was over, we discussed the experience and concluded that some of the thermal mass was originating from the sheltered backside of the mountain and had upwind momentum by the time it cleared the ridge top and entered the general wind flow.

order to be successful and excel. While each thermal is somewhat unique, and some are downright quirky, they all obey the laws of physics and demonstrate some aspects of behavior we can take to the bank. This month we will focus on a variety of thermal qualities to help round out our store of lore.

THERMAL TOPS Here we will investigate what happens at the top of a thermal’s vertical passage.

The Dead Zone Most thermal pilots have had many experiences of climbing in a healthy thermal on a good day with cumulus clouds studding the sky, but never being able to climb close to cloudbase. When this happens repeatedly, we sometimes begin to wonder if we sprang from the shallow end of the gene pool. But don’t question your ancestry yet, for there is a good reason for this “dead zone” below the clouds. In fact, it is so well known that is has a name: the sub-cloud layer.

Most of us are aware that a similar volume of air sinking earthward must replace all the thermal production pushing upward during a day. We also know that this sinking air is more widespread than the thermals, which are generally cohesive blobs moving with greater vertical velocity. But the distribution of sink is not typically uniform—it tends to be strongest near the thermal or cloud margins. In fact, when a cloud forms, the sink near the thermal edge becomes stronger.

Isolated waterspouts have been seen when the sky is cloudless.

Dust devils have suddenly appeared which have ripped the traditional target of tornados—house trailers—apart. The pyramids at Giza serve as thermal triggers and often have cumulus clouds above them. Thermals in very hot spots can rise more than 3000 fpm—that’s 35 mph; in thunderstorms, bump that up to 70 mph or more! The lift in a strong thermal can carry us upward in a rush, only to disappear in an instant and surround us with sudden sink.

Thermals can appear on a cold, overcast day and far out at sea.

They can fail to appear at times on a day with strong, bright sunshine. They can be everywhere you turn, or as elusive as a gambler’s gaze.

All these items and more point to the complexity and many facets of thermals. Anyone who flies in thermals for a time experiences this complexity and must understand as much of it as possible in 20

January, 2004: Hang Gliding & Paragliding

T H E R M A L

L O R E

To understand this last point, cast your memory back to eighth grade science class when you were staring out the window, dreaming of flight, and missed the concept of latent heat of vaporization (LHV). Now you have a reason to pay attention.

When moisture evaporates, it does so because some of the water molecules have more energy than others. In effect, they get knocked out of the fluid by combined hits from other dancing water molecules. The result is the molecule has enough energy to remain in a gaseous state and the liquid it came from is cooler by a tiny amount. This process occurs millions of times and a certain amount of water vapor becomes suspended in the air.

The suspended water molecules acquire the same temperature as the surrounding air molecules, but they have much more energy—that being the energy required to escape the attraction of other water molecules in the gas, which is the LHV.

of the mountain, in order to get head and shoulders above the rest of the floundering flock, apply extra patience and tighten up those circles to use the best central cores when you hit the lid imposed by the sub-cloud layer.

When water vapor (a gas) rises with a thermal, it condenses back into liquid water droplets at the dew point as the rising thermal expands and cools. The dew point is essentially where cloudbase is located. The changing of water from a gas to a liquid releases the LHV which in turn heats the surrounding air and an acceleration of the lift occurs. (The LHV of water is the greatest of any liquid and in fact is the highest of most materials, except some metals that boil at thousands of centigrade degrees.)

Cloud Suck

The formation of the sub-cloud layer is similar to the widespread suppression of thermals by the general sinking of the air in a high-pressure system or in the wide area surrounding thermal clouds (including thunderstorms). In such a situation, it is easier for thermals to rise in the paths of previous thermal tracks. This effect is especially prominent when there is enough wind present to drift the clouds over new sources of lift. The trick is to recognize the high pressure system and suppression of lift and expect thermals to be limited to previous paths. Without clouds, of course, this technique can be difficult.

Another common effect we blunder into often enough is cloud suck. This effect is almost the opposite of the dead zone, although the origin is the same. Cloud suck occurs when a cloud has grown large enough that the downward moving air around the edges does not disrupt the thermal cores from rising under the cloud. Look at figure 2 and you will see how the vacuuming cloud (accelerated by the release of LHV, as before) takes in air

So you can imagine the great rush of lift at the level of cloud formation. The usual result is a circulation of air around the thermal being forced down and inward beneath the thermal as shown in figure 1.

This down-moving air is stable because it is heated by compression as it sinks. And so, it forms the sub-cloud layer, as shown.

The sub-cloud layer typically extends 200 to 600 feet below the general cloudbase level.

According to Wallington in Meteorology for Glider Pilots (1977), the sub-cloud layer normally exists on high pressure days. (“Wally” Wallington was considered to be the world’s authority on soaring weather when I met him at the HG World Meet in Australia in 1988. He has since expired.) I would add that this sub-cloud layer is most common with dry layers around the vicinity of cloudbase for reasons we will see below.

How can you use this information? The obvious answer is to quickly recognize the situation and to not waste time trying to get higher than a certain level when going XC. On the other hand, if you are playing king Hang Gliding & Paragliding: January, 2004

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from below which continuously feeds the heat exchange process.

This process overgrown is what creates a thunderstorm. When a cloud reached a certain size, air rushing in from the side can no longer satisfy its voracious appetite, and cloud suck occurs. A moist layer at the cloud formation level helps induce cloud suck because the cloud doesn’t quickly evaporate, which would cool the surrounding air. I expect that cloud suck occurs when relative low pressure systems or moist conditions abound, or convergence is happening. I have encountered the most severe cloud suck in the American western deserts and other areas where heat lows develop.

Detecting and Escaping Cloud Suck I have often been asked in my travels how to detect cloud suck.

Besides the conditions given above, I use ongoing observations.

When clouds grow to a certain size (horizontal dimensions, not vertical), I start taking precautions. I once was entertained by cloud suck in the Owens valley under a very spread out cloud with no impressive vertical dimensions. It was entertaining because I eventually escaped (after perhaps an illegal episode of terror), and enjoyed a rush of pure adrenalin. I put that experience in the data bank and have used it to fly more safely.

Other matters I look for in terms of cloud formation are rapidly growing clouds, and dark bases. Dark cloud bases occur when the lift at cloudbase is strong and the condensation is occurring rapidly. Needless to say, cloud suck does not occur when there are no clouds.

The next thing I pay attention to is the flying effects. If a thermal I’m climbing in begins to smooth out, or does not slow up when I reach a level of 500 feet or so below the cloud (lower, the larger the cloud and the stronger the lift), I widen my circles to see if the lift is widespread. If so, I begin to expect cloud suck, and gradually swing my circles to one side of the cloud. This side 22

is determined by the cross country direction I am heading, or the safest escape route—that free of clouds. If the lift increases at any point, I know that the suck is for real and I will fly fast out of the lifting zone. With practice a pilot can learn to time it right so the desired height is achieved just as the cloud is cleared.

It is inspiring to watch racing competition pilots do this. Pilots of lesser experience should leave much more margin in sucking conditions. It is one of the most terrifying things in flying to be sucked into a cloud unwittingly and unwillingly.

The more aware you are in the air, the less likely you are to be caught in cloud suck. But if your awareness has been dulled by too much aviation ecstasy, here are some remedies: Hang gliders should fly as fast as possible to the edge of the cloud. I prefer to have my VG on at least 2/3 for more speed and stability. If the cloud overcomes you, slow down and try to maintain a steady heading with the wings level. See Performance Flying for more details. Paragliders should use big ears, then B-line pulls, then other drastic measures to avoid being sucked up. Paragliders normally can’t race to the edge of a large cloud. Flying in a cloud can have severe consequences as pointed out in our various manuals.

One final thing to point out is the occurrence of both cloud suck and suppression of thermals. Sometimes it happens that the thermals are rising through a general area of sinking air, so most of the thermals never get near cloudbase. At the same time the clouds look good and are lingering due to auto feeding from air just below and beside the cloud. This effect is the

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explanation for those exasperating days when the clouds look great and the lift is stingy.

THERMAL BOTTOMS Here we look at factors in the lower parts of a thermal’s stature.

Thermal Shapes Thermals come in a variety of shapes. We know this from our experience with more than a hundred gliders all in one thermal group waiting for a start gate in competition, and from other observations.

I once saw a group of about 100 seagulls thermaling above a garbage dump. They clearly delineated the thermal boundaries and showed its progress as it climbed to about 1000 feet. This one was a blob since the lowest birds had to flap a bit as their feathered fellows emitted derisive jeers.

We know now that thermals can be single columns, individual spheres, multi-cored groupings of lift, strung-out patches along lift lines, and, some speculate, even rings. I have been the victim and the evictee in a situation where being just 50 feet below a pilot climbing in a thermal made the difference between climbing or floundering. I recall one flight in Brazil where several of us desperately needed lift. I arrived at a circling group just below them and despite a frantic but systematic search found nothing. They pulled up the ladder. Sometimes, the lower pilot has not gone to the right position, but there are times when I have been climbing and the pilot right below me can find nothing.

These frustrating situations occur for two reasons. First, the thermal is a discrete ball or blob. It is probably rising like a vortex ring or doughnut, turning itself inside out (see figure 3). Its vertical dimension is not much wider than its diameter. Lucky are you to blunder into such a patch of lift while others go home empty handed.

Secondly, the thermal can be such a narrow core that half a wing span displacement will result in a miss. This possibility has been demonstrated to me many times. Recently in a meet in Florida, I was in an exuberant core climbing about 700 fpm. I came up from below several pilots. They all moved over, but couldn’t find the core as I sailed on by. That thermal lasted for about 4000 feet of climb, so I know it was of extensive vertical development. They should have been able to find it, but it is sometimes hard to nail a core when it is tight in wind. Of course, I too have been the hapless pilot unable to find a pencil core.

As we mentioned in last month’s installment, learning the nature of the day’s thermals can at least give you an idea of how to search.

Note: For search techniques in calm, or in winds of various types, see our new book, Secrets of Champions.

Hang Gliding & Paragliding: January, 2004

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Thermal Sources We have written extensively on thermal sources, and only wish to point out some highlights here. You perhaps have heard that such things as towns and rocks are good thermal sources. In my experience, these areas are only good later in the day. Rocks have a particularly high heat capacity, which means quite a bit of heating must take place before the surface temperature changes significantly. I once spent part of a sunny day repeatedly visiting a rock outcropping to feel its temperature. It remained surprisingly cool until mid afternoon. However, it was giving off heat well after the sun went down.

In my experience, towns are the same. They have a lot of surface to heat because of their vertical structure, so they store up considerable heat. Note that the air temperature in a sizeable town is typically 10° warmer than the surroundings. But the buildings tend to block the wind so thermals are not initiated as readily.

Just like rock outcroppings, I don’t expect to get good thermals over a town until after 2 to 3 pm.

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Trees are a more extreme example of this delayed reaction.

Because of their vertical dimension, they can store a lot of heat to be released late in the day. Pine trees are best for this action because they don’t transpire as much as deciduous trees. Water is the material hungriest for heat. It will absorb all day with its top layer warming a bit, but not nearly as much as ground in the same conditions. Then when the sun gets low and the ground cools at night water can release heat for hours.

Most of us know now to expect thermals to be lurking most readily over the high ground of an area. Let’s take a moment to figure out why. Generally there are at least four reasons. First, the slopes on a hill, ridge or mountain facing the sun will heat much more than flat ground where the sun strikes a glancing blow. This factor is especially true in cooler months when the sun is lower in the sky. Secondly, any upslope wind (anabatic flow) helps drag warm air towards the slope and helps initiate the thermal’s rise. A general wind flowing into the slope will do the same. Thirdly, the downwind side of the hill can block the wind and allow larger

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thermal buildup. Finally, the higher the ground, the cooler the surrounding air, so the greater the difference between the heated air over the surface and the nearby air it must rise through.

Even a very slight rise in the terrain works in these manners. For example, the famous Florida Ridge is where it’s at if you are racing in this former beach state. This “ridge” is only a ridge to a Lilliputian. It is barely higher than the rest of the state.

The downside of having ridges (above, say, 500 feet in height) to tell you where to look is that they organize the thermals so much that lift is suppressed nearly everywhere else. In my area of Pennsylvania, the long ridges are great thermal sources, but don’t expect to find any thermals in the 5-mile wide valleys unless your luck is unusual.

In areas lacking much vertical definition, other things can be relied upon to sport thermal lift. Back to Florida: in the recent meets cloudbase was relatively low and the clouds were not reliable. They would often dissipate as soon as we reached them. But many of us commented on how we would locate thermals at the cloud shadow edges. The theory is that the cool area in the shadow next to the warm areas in the sun causes a little circulation that disturbs the heated air at the ground and gives it impetus to rise. The warm air gathers vertical momentum, a thermal is born, and then gliders are borne. I expect this process takes place only when winds are light so that the shadows aren’t moving too fast.

WHAT YOU CAN USE In the first part of this article, we discussed the near-cloud experience. We already provided some practical guidelines in those sections. We’ll only repeat here that making the decision when to leave a thermal as you get within spitting distance of the cloud depends on your experience, your goals, your glider type and what you have previously encountered during Hang Gliding & Paragliding: January, 2004

the flying day. If you are merely trying to get high, by all means, struggle in the diminishing lift below a cloud (unless it is obviously deteriorating). Experiment with different bank angles until you can stay in the shrinking cores.

On the other hand, if you are trying to make time and distance, wasting seconds in scrabbly lift is not in the game plan unless you are low. If clouds are showing a dead layer beneath them, chances are all the clouds will be the same unless one grows outsized. The converse usually isn’t true. If a cloud is sucking, it doesn’t mean that others will. Size matters!

Another pattern to be watchful for is the thermal forms. If you find several thermals to be columns, chances are most of the rest of them will be on that day. Of course, be ready for the rogue thermal that has its own idea about a proper thermal shape.

Versatility and making decisions “on the fly” are what distinguish a good pilot from a mediocre boater.

Finally, we wish to point out the desirability of recognizing alternate thermal sources when your first choices (usable clouds in my book) don’t work. Know your ground cover. You can learn a lot about thermal sources in your area without even flying. Spend a moment in the Wal-Mart parking lot and note how hot the tarmac is on various days with different cloud cover. Also note the effects at different times of the day. Do this for grass, bare ground, crops or whatever you find locally. Then relate this data to what you experience in the air. Eventually your store of knowledge will be usable in real situations where you need a saving thermal or you want to linger aloft as the sun slowly sinks.

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HISTORY T o• f HANG GLIDING

he new sport of sky sailing promised unregulated access to the air and the freedom to fly like a bird. This proved to be an explosive combination, and explode it did—10,000 copies of “Batso” plans were reportedly sold in the first year after the Lilienthal meet! Most people at this time were still ground skimming from what today would be referred to as training hills. But imaginations were being fueled by people like Bob Wills, who in little more than a year progressed from groundskimming bamboo and plastic kites built from magazine photographs to flying an aluminum and Dacron wing from the 5000’ tall Saddleback Peak; and by Taras Kiceniuk, who in similar time went from being manually dragged into the air by a rope at Newport Beach to setting a new 71-minute soaring record.1 Proof positive that you needn’t be an Australian named “Bill” in order to experience amazing things with this new creation.

In 1969 free-flight enthusiasts founded the Self Soar Association.

‘Sky Sailing’ Takes Off

By Joe Gregor

By 1974 the organization boasted more than 10,000 members, comparable in size to the then 40-year-old Soaring Society of America. In May of 1972 a local club, the Southern California Hang Gliding Association (SCHGA), published its first newsletter boasting a membership of 100.

By Thanksgiving, its membership had grown seven-fold. By the following summer articles on

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hang gliding had appeared in numerous periodicals including Air Progress, Popular Mechanics, Popular Science, and Argosy Magazine. SCHGA membership reportedly doubled in one month due to the favorable coverage and stood at nearly 3000.

By the end of ‘73, the SCHGA had grown large enough to incorporate nationally, and in March of the following year the U.S. Hang Gliding Association was born.

Among its early membership could be counted many luminaries of lowspeed aerodynamics and soaring flight, people like Paul MacCready and Volmer Jensen. It was an organization of free-flight pioneers and experimentalists. Ground Skimmer magazine, the organ for this new association, contained numerous highly technical articles on low Reynolds number aerodynamics.

The sport was being taken seriously in the outside world as well, as attested by the cover of the December 1974 Scientific American, which portrayed an early “hang” glider constructed by aerospace engineer Mike Markowski.2 Contained within this issue was a serious discussion of hang glider aerodynamics. During this period those who flew and designed conventional aircraft exhibited much skepticism concerning the viability of the early Rogallo design, due primarily to its low level of performance compared to a rigid airfoil like the “So Lo.” Advances made by those actually doing the flying would soon make the flexible Rogallotype wing the dominant platform, and by 1976 the Glider Rider newspaper would be Hang Gliding & Paragliding: January, 2004

publishing articles asking whether or not the fixed wing (rigid-wing design) was on its way out.

Dockweiler Beach, California, on the Dunes of Playa Del Rey, became a west coast Mecca for “sky surfers,” and is considered one of the birthplaces of modern hang gliding. It was here that, in January of 1966, Richard Miller first

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ing meet was held here and attended by 26 pilots from around the U.S. By 1975, only two years later, attendance at the Annual Tactile Championships would exceed 12,000! In 1976 Frank Rogallo, in an open letter to the hang gliding community, invited everyone to the newly re-named Hang Gliding Spectacular to be held in May. Turnout was expected to double over the previous year. The dunes at Kitty Hawk have been host to a springtime flying festival every year ever since.

At the same time, the pioneers of modern hang gliding were planting the seeds of another aviation sport.

In 1963 Barry Palmer actually managed to foot launch a powered Rogallo from flat terrain. In 1972, Bill Bennett married an 18 horsepower McCulloch gasoline engine to a pusher propeller. While these efforts most often failed to achieve sustained flight, they nevertheless presaged a new type of aircraft: the powered ultralight.

flew his “Bamboo Butterfly.” Hang gliding was banned from the site starting in 1986.

Dockweiler Beach was re-opened to flying in 1999 after a concerted 13-year effort on the part of the hang gliding community, led by Joe Greblo.

On the east coast, the sand dunes at Kitty Hawk, in Nags Head, on the Outer Banks of North Carolina, became an early focal point for the sport. In 1973 a hang glid-

But most of the flying during this period amounted to short hops on the training hill. Floating in the air, even if just for a few seconds at a time, was reward enough for these early pilots. The flight-of-the-day back then was often measured in seconds and feet, not hours and miles, as we are accustomed to today. But as experience and knowledge grew, so did ambition, and it wasn’t long before people began launching their wings from higher and higher places in an effort to “maximize the experience.”

By the end of 1973, Bill and many others were soaring for extended periods of time in ridge and thermal lift. By the mid ‘70s the craze was expanding geometrically.

One weekend in 1976 saw over 80 pilots show up to attend a cold, rainy 3-day New Years fly-in held at Lookout Mountain, Tennessee. We’re talking the east coast in January here, folks. Imagine the draw 27

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the sites in Southern California must have been experiencing around this time!

Most of the early gliders were homebuilts or kits. This too would change, as many of the more serious pilots began developing and selling their own variants of the Rogallo wing. In 1969, the Rogallo “Standard” consisted of two aluminum tubes (keel and crossbar) bolted together in a cross. Two more tubes would be affixed to these to define the leading edge of the wing.3 A fixed nose angle of 80 degrees or so was considered standard. Sail material would be attached to the leading edges and keel. The airfoil was defined primarily via sail cut and held in shape by air pressure alone.

born. Many early glider designs utilized elaborately curved leading edge tubing to increase performance and/or improve handling and stability. Leading edge deflexors4 were introduced to help stiffen the wing for improved high-speed/highg performance. These little doodads also permitted “tuning” of the glider (adjustments could be made by changing wire tension) for enhanced performance and stability, or to help compensate for altered flight characteristics over time.

These innovations and more were being made by a rapidly expanding manufacturing base. The December 1975 issue of Ground Skimmer listed 50 manufacturers.

That number would increase to 65 the following year!

Hang gliding remained in the news, and most of the early press was actually quite positive. The cover of the March 1976 issue of Pilot magazine sported a full-page photograph of a hang glider flying in the

By the mid ‘70s gliders were battened and braced, boasting nose angles in excess of 95 degrees. Technical innovation soon accelerated to a breakneck pace. Bill Bennett’s Delta Wing glider underwent four basic design changes in the first six months of 1975 alone! One graphic illustration of the pace of change could be found in an ad in a 1974 issue of the Ground Skimmer, which boasted, “The makers of the Wills Wing flew for over two hours before beginning to manufacture kites.”

Hang glider manufacturers were by this time well aware of the basic principles of aerodynamics. Nose angles continued to increase in the quest for improved performance. Higher aspect ratios did indeed improve the L/D above the Standard’s 4: 1, but at the expense of reduced stability. Truncated tips and tip battens were employed to gain back some of this lost stability. Battens were deployed throughout the entire wing to better define the shape of the airfoil. In the early days, pilots tended to position their wings nose-down into the wind while relaxing between flights. Many a pilot awoke from his nap to the sickening sound of a snapping keel if the winds had picked up unexpectedly. Negative rigging was developed to address this problem, and the familiar kingpost/ground wire bracing system was 28

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1975 British Nationals.5 A large variety of books were being produced for those interested in learning more, many published by the mainstream press. Tab Books published the Hang Gliding Handbook - Fly Like a Bird. McGraw-Hill published Fly: The Complete Book of Sky Sailing. And Scribners published The Complete Outfitting & Source Book for Hang Gliding. Many others were self-published, including one entitled Hang Gliding and Flying Conditions by a guy named Dennis Pagen. But perhaps

the most influential early work was Dan Poynter’s Hang Gliding - The Basic Handbook of Sky Surfing, first published in 1973. This was the first text entirely devoted to the new sport, written by an active sky-surfer, and so carried great weight. Various editions of Poynter’s book served as a primer for tens of thousands of interested readers, and as a blueprint for many later texts written throughout the world.

Sky surfing seemed well on its way to mass

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acceptance, and James Bond wasn’t the only one turning to hang gliders to solve thorny logistical problems. In March of 1976, Chris Wills and Curt Keifer found themselves on a five-city tour to promote a new 20th Century Fox movie entitled Sky Raiders. This, a mere four years after building their first bamboo and plastic Rogallo ground skimmer! Set entirely in Greece, Sky Raiders was a film about a daring rescue attempt from a terrorist hideaway atop the towering rocks of Meteora. Acting in the movie were James Coburn, Robert Culp, and Susannah York, but the real stars were the Sport Kites Swallowtails, which formed a central element of the story line.

Coburn recruits a team to glide in and rescue an American family held hostage on the mountaintop monastery of Rousanou, but the aerial sequences were actually executed by the Wills Wing team: Bob and Chris Wills, Chris Price, Dix Roper, Dean Tanji, and Kurt Keifer. It was related that both Coburn and Culp were bitten by the bug, but were barred by the production company from actually flying due to insurance considerations. Some things never change.

By 1977 the field was beginning to consolidate. One could find in The Complete Outfitting & Source Book for Hang Gliding no less than 66 flex-wing models offered by 31 different manufacturers. Some, like Seedwings, were already heavily modifying the standard Rogallo in an effort to obtain enhanced performance. The Sensor II, with its increased nose angle, boasted an L/D well in excess of the Standard’s 4:1, and looked (with the exception of the deflexors) from a distance remarkably like a modern single surface glider of today. Technical innovations were not limited to glider design. Those interested in maximizing airtime could purchase an electronic Colver Soaring Variometer (first available in 1974) through Wills Wing, Inc. This “lightweight” 22-oz. metal box included a sensitive analog meter and built-in speaker to provide both visual and auditory indication of lift. Bill Bennett’s Delta Wing Kites and Gliders

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belt helped to mitigate, but not eliminate, this problem. By the early to mid-seventies serious pilots were flying prone in harnesses much like the modern knee-hanger of today. By the late seventies, the safety-conscious pilot was flying with an emergency parachute as well.

offered a different model, called the Ball Variometer.

The swing seat was the first harness style to be employed with the new triangular control frame. Many if not most of these actually were, literally, seats from a kid’s swing. The pilot would locate the seat with his or her butt while launching...or not. Those not proficient in this maneuver often found themselves launching essentially unhooked! The addition of a lap 30

With advances in the technology and everincreasing aspirations came an enhanced need for competent training. Those interested in obtaining “professional” training could select from over 130 schools (in 34 states) large enough to be listed in the Source Book. There were, no doubt, many others. Those with a sense of history might choose the First Flight School based at Jockey’s Ridge on the Outer Banks of North Carolina, now home to Kitty Hawk Kites. The average class size back then was two to four students and the cost was $20 per day on the weekends. In Maryland, several schools used a hill outside of Baltimore in Oregon Ridge State Park for training. This location remains in regular use today by local hang gliding instructors. In California, of course, it seems as though the entire state served as one large training area. In keeping with the state’s liberal philosophies, most sites were used without permission, and few remained open to hang gliding past the late ‘70s.

One exception is a training hill in Santa Barbara called Mesa, which may qualify as the oldest continually-used hang gliding site in the world.6

Once training was complete, there were any number of sites listed in the Source Book to which the new pilot could go to fly. Many still exist today as active hang gliding sites including Fort Funston (CA), Sylmar (CA), High Rock (MD), Cumberland Gap (MD), Ellenville (NY), Grandfather Mountain (NC), Lookout Mountain (TN), and Point of the Mountain (UT).

Of course, the hang gliding craze was not limited to the good old USA. If you were interested in a little overseas flying adventure, you could again consult the Source Book to obtain contact information for one of the 14 overseas hang SIDEBAR: An advisory circular outlines just that— advice. The advisory circular is therefore not binding upon the target audience. It is designed to provide operators with one example of an approved method for complying with regulation, recognizing that there may be more than one way to skin a cat. Many ultralight pilots took advantage of this flexibility and chose to ignore this advice entirely.

The government response was FAR Part 103, a Federal Regulation binding on all hang glider pilots. The regulation lacked teeth, however.

A certificated pilot who broke the rules could be fined, suspended, or worse, lose his ticket altogether. An ultralight pilot had no ticket to yank, and need not land or berth his craft at an established airport providing easy access for enforcement officials.

Many ultralight pilots continued to ignore the rules. The most recent government response is embodied in the new Sport Pilot NPRM, now well on its way into law. This regulation will require the majority of ultralight pilots to register their aircraft and obtain a pilot certificate to fly them — a ticket that can be yanked.

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gliding associations located in nine other countries including Australia, Canada, England, France, Japan, Korea, New Zealand, Scotland, and Switzerland.

But, while the sport had much to offer in the way of freedom and adventure, this unique privilege came at significant cost.

Everyone was necessarily a test pilot in those days, an inexperienced and untrained test pilot. The results were quite predicable.

Tree landings were common. One story goes that the Tennessee Tree Toppers got their name from the frequency with which tree landings occurred at one local site, which boasted a series of nets spread out on the treetops below launch to catch the gliders as they fell. In the early days, low altitudes and low speeds meant that damage and injury in the event of an accident would generally be minor. Things got much more serious as hang glider capability increased and pilots began aggressively exploring the envelope. The year 1974 saw a nearly 450% jump in hang gliding fatalities. Forty people reportedly lost their lives to the sport in this one year alone. That rate held essentially steady for the following few years. Popular support for a sport that seemed to embody freedom itself transformed rapidly into disdain for those willing to needlessly risk their lives merely for a thrill. And the regulatory authorities began to take notice.

On 16 May 1974 the FAA published Advisory circular #60-10: Recommended Safety Parameters for Operation of Hang Gliders. This circular contained guidance related to the operation and manufacture of such vehicles, including the suggestion that operations be limited to flight below Hang Gliding & Paragliding: January, 2004

500 feet AGL, outside of controlled airspace, and clear of clouds. Manufacturers and clubs were encouraged to develop quality control procedures for glider construction and training programs for new pilots.

Fortunately for us, the hang gliding community stepped up to the plate and took

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cation. In an effort to protect hang gliding at Lookout Mountain, the Tennessee Tree Toppers instituted a well-thought-out waiver/site insurance/three level (#1-#2#3) pilot rating program. This, perhaps the first comprehensive site preservation program, was described in the February 1976 Glider Rider and was offered with the hope that it might be taken up and adopted by hang gliding clubs nationwide. Two months later, on 15 April 1976, the USHGA published a set of Hang Gliding Rating Requirements, and the familiar H1 through H4 rating system was born.

Attention was focused on site improvements, as well. This same year saw construction of a new, safer concrete launch ramp at McCarty Bluff on Lookout Mountain. Similar activities were on-going all over the country.

positive action. On 22 August 1974 the Hang Glider Manufacturers Association (known then as the HMA) published their Specifications for Rogallo Type Hang Gliders.

Guidance included the type, size, and composition of hardware, wire, tubing, and sail material, which should be used to conform to the new standards. Also included was a section requiring that minimum performance control standards be demonstrated in-flight prior to certifi-

Despite the early safety issues, the sport continued to thrive and the technology continued to advance. The mid-seventies saw the introduction of the reflex bridles, or luff lines, for pitch stability. The standard Rogallo wing exhibited a frightening pitch stability problem directly related to the flexible wing design. The first Standards relied on air pressure and sail cut to define the airfoil shape. As long as the air was smooth and the glider’s angle of attack (AOA) was high enough to provide positive pressure from below (but not so high as to stall), everything worked out fine. If the pilot flew too fast, however, things could go real bad, real quick. Low AOA meant reduced pressure differential between top surface and bottom surface. Any turbulence in the air (including that produced by the wing itself) could potentially cause the local pressure on one section of the upper surface to momentarily exceed that 31

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directly underneath. When this occurred, the wing shape would invert in that area, and the effect could quickly progress to engulf the entire wing surface. This was called luffing, and the ensuing luff dive would make a believer out of anyone lucky enough to survive the experience.

So dangerous was this event that many clubs barred Standards from flying at their high sites. The advent of battens, tighter sails, and other details of wing design helped tame this particular monster. But many high performance gliders of the day still exhibited pitch stability problems, evidenced in the form of unexpected tumbles. Trailing edge luff lines helped mitigate this problem by providing an upward force at the trailing edge of the wing at low AOA.7 During the early ‘70s the flex-wing hang glider was predominantly a single surface machine, and the undersurface crossbar became the first target in the never-ending

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battle to reduce drag. The British Gryphon and UP Mosquito were developed with this idea in mind, and became the wings of choice for competition pilots of the late ‘70s. Both gliders employed a bowsprit or “stinger” (basically a long forward extension of the keel) and wires to brace the leading edges, thus eliminating the need for an undersurface crossbar. But there is always more than one way to skin a cat, and while UP chose to eliminate the crossbar altogether, others though it best to simply cover it. By 1977 gliders with 45% double surface were being produced, and nose angles were up to 120 degrees. The undersurface reduced parasitic drag while simultaneously providing a better-defined airfoil. Wider nose angles enhanced performance by reducing the induced drag generated by the wing. Bill Moyes had introduced the keel pocket the previous year. Bill Bennett’s Delta Wing Phoenix Mariah sported a floating crossbar, as well.

By permitting the wing to change shape

in response to pilot roll inputs, these new features provided a form of power steering for the weight-shift crowd. The result was increased maneuverability without sacrificing performance.

By 1980 luff lines were standard equipment, the drag-inducing leading edge deflexor was on its way out, and advanced gliders were up to nearly 60% double surface. Two years later, nose angles would be up to nearly 135 degrees, and the double surface up to nearly 90%! With an ever increasing aspect ratio, and a better defined airfoil, the hang glider was looking less and less like Rogallo’s early creation.

The turn of the decade brought with it the UP Comet, one of the first truly successful high performance flexible wing hang gliders. The Comet and its subsequent offspring, including the Airwave Magic series, became the new standard for upand-coming pilots. Sails became drum

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tight and battens began sprouting on the bottom surface as well. Things started looking pretty modern, but there was still an awful lot of wires out there.

Progress was being made on the safety front, as well. By 1982 the hang gliding fatality rate had dipped into the teens, and would steadily trend downward from that time forward.8 This year also saw the creation of Federal Aviation Regulation (FAR) Part 103: Ultralight Vehicles. FAR Part 103 turned suggestion into law, and hang gliding became a regulated (albeit lightly regulated) activity from that day forward.

Part 103 was an exceptionally hands-off regulation, permitting manufacturers and operators to essentially self-certify aircraft airworthiness and pilot skill. The current Hang Glider Manufacturers Association (HGMA) glider certification system, together with the USHGA Pilot Proficiency (Rating) System, form a model for selfregulation recognized and applauded by the Federal Government today.

The late ‘80s and early ‘90s brought with them many advances familiar to the modern hang glider pilot. The variable geometry (VG) system, championed by Bob Trampenau on the 1982 Sensor 510A, has become a standard feature on all high performance hang gliders. VG enabled the pilot to optimize his wing while in flight, switching from a looser sail for enhanced maneuverability at low speeds, to a tighter sail for enhanced high-speed glide performance. Lower surface battens and shear ribs (fabric strips internally attaching the bottom surface to the top surface along rib lines) further optimized the airfoil shape. External hardware and harnesses became more streamlined as well, further reducing parasitic drag. Advances in hang glider performance, safety, and ease of use came at the cost of increased expense, weight, and loss of simplicity, however.

The collection of battens that needed to be stuffed into the sail has grown like Topsey, and regular workouts at the gym are proving ever more useful.

Hang Gliding & Paragliding: January, 2004

The most significant recent innovation in hang glider design occurred in 1997 when the flex-wing hang glider went “topless.”

La Mouette in France started the stampede with a glider called, quite simply, the Topless. Within two years every major hang glider manufacturer had a topless design. Gone were the kingpost and all the drag-inducing top rigging, replaced by a beefier crossbar and internal “sprogs” designed to provide pitch stability by internally supporting the trailing edge. This compromise added weight and cost, but yielded an easily transportable hang glider that was still easily foot-launchable.

Other designers went after induced drag, focusing on optimizations of the wing itself. The so-called rigid-wings, like the ATOS and the Exxtacy, employ control surfaces tied to the familiar triangular control frame rather than wing-warping via weight-shift. By making the wing rigid and employing aerodynamic surfaces for control, they could further improve glide performance at speed, and produce gliders that can claim an L/D several points above that of the best topless flex-wing glider.

Nowadays, many hang gliders sport slick all-Mylar sails and employ functional flap systems designed to optimize low speed flight characteristics.

H I S T O R Y

As the glider has become slicker, more attention has gone into the harness system, so that the competitive pilot now flies with a streamlined, all-Mylar cockpit attached via a single point suspension system.

Through thousands of small innovations and optimizations, many backed up by full-scale wind-tunnel testing, flex-wing performance is approaching that of your average rigid-wing. Who knows where we will go from here? Teflon, perhaps? Make everything non-stick at the molecular level? It will be fascinating to see—and interesting to fly.

Hang gliding has a rich and distinguished history, from Otto Lilienthal in 1891 to the modern pilot of today, spanning over 120 years of personal flight. The early pioneers of hang gliding were key to the development of heavier-than-air aviation.

It was they who first investigated and quantified the aerodynamics of the fixed wing. It was they who developed an understanding of the air, and a critical appreciation for the fact that people must learn to fly. It was they who dreamt of the day when mankind would be able to fly like the birds. It was they who risked life, limb, reputation, and fortune in order to help make that dream a reality. Today we have access to a portable aircraft capable of lifting us thousands of feet into the heavens, to soar for hours on end, to travel for miles and miles, easily stored in the garage in wait for the next good weekend. We can, practically at will, experience the freedom of bird-like flight in ways that exceed even the wildest dreams of those early pioneers. Indeed, we can experience the world in ways that most people throughout recorded history, no matter how rich or how privileged, could only dream. All of this, attainable to us for the price of a decent used car!

But there is more, much more. For our hang gliders are not merely aircraft, they are time machines. With them we can experience, at least in part, the thrill those early pioneers must have felt as they explored the unknown, a world driven not 33

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by the laws of man, but by the laws of nature. We hold this privilege in trust for future generations, even as we enjoy the legacy of those who came before.

F ootnotes 1 This was accomplished in a rigid wing variant that Taras had developed, called the Icarus II. 2 Mike, after finding a copy of Otto Lilienthal’s Birdflight as a Basis for Aviation, quit his day job to fly and manufacture hang gliders. It is he we have to thank for the availability of affordable reprints of Lilienthal’s work.

3 One variant employed wires stretched from nose to each end of the crossbar in order to define the leading edge!

4 Short, wire-braced tubes sticking out from and roughly perpendicular to the leading edges.

5 Chris Wills won the first U.S. Nationals, sponsored by Annie Green Springs and held in Sylmar, California in 1973. Terry Delore took first place in the first World Championships, held in Austria in 1976.

6 The famous Wassercuppe, in Germany, saw a break in hang gliding activities during WWII, not to be re-established again until hang gliding’s renaissance in the 1970s.

7 They performed this service loyally until the late ‘90s, when most top-of-the-line wings went topless. This design change eliminated the required luff line anchor point. Modern competition class gliders achieve pitch stability by employing internal wire-braced washout tubes, or sprogs, to keep the trailing edge up at low AOA. 8 USHGA accident statistics for 2000 listed 2 fatalities.

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January, 2004: Hang Gliding & Paragliding

W R I G H T

F L Y E R

The 1903 Wright Flyer

by Dennis Pagen

T

hree years after the turn of the century, a young boy sat on the top of the Jockey’s Ridge sand dune in Nags Head, North Carolina. He saw an amazing sight. Through the salt haze and the shimmering heat he watched a group of grown men hauling a strange contraption along the dune. Contraption—his grandfather’s word—was the only way to describe it. It seemed to be made from spindly wooden slats covered with cloth like a tent. It was big enough that it took six men to tote it up the sliding sand slope. Was it some kind of unique awning for a picnic gathering?

At the top of the dune the men rested as a crowd gathered around. The boy ran over and plunked himself down in the sand. He could clearly see now that the contraption was huge with two large surfaces and smaller panels in front and back. The smaller panels, moved too. All he could think of was more of his grandfather’s words: “What in tarn hill???”

Then a man crawled into the “machine” and proceeded to lie down. Immediately, four men picked up the corners of the thing and began running towards the edge of the dune. As they gathered speed, the aircraft with the man on board seemed to float in the wind, and then it was propelled off the drop and into the air! Zounds and gadzooks! He couldn’t believe his eyes as the whole thing seemed to float in the air like a giant bird. As he would tell his friends and family later, it went a hundred feet up and flew almost a mile! Aviation has always had a way of confounding the senses and boggling the mind.

In truth, the flight only lasted a few seconds. It was a glide down from perhaps 50 feet and barely went 70 yards. And one more thing: it didn’t happen 100 years ago—it occurred this past October. The contraption is an exacting replica of the 1903 Wright brothers’ glider. The pilots were trained modern-day enthusiasts, dancing Hang Gliding & Paragliding: January, 2004

with delight over the chance to fly back in time and into history. The many spectators and helpers were also pleased to see the reenactment of such a pivotal point in the development of flight. We relived the excitement and awe that must have overcome the original bike mechanics, local denizens and vacationers out for a casual stroll with their parasols. The whole experience was a bit like attending your own birth, if you consider the blossoming of your life began when you first took to the air.

This antique aviation project began several years ago with the establishment of the Wright Brothers Aeroplane Company of Dayton, Ohio. The prime instigator of the project is Nick Engler, a pilot, builder, inventor, historian and author. Nick has an unbridled enthusiasm for early aviation in general and the Wright brothers in particular. Through his drive, guidance and expert craftsmanship the company has created replicas of the several early Wright brothers’ flying machines, including the 1899, 1900, 1901 and 1902 gliders. They have also built two copies of the 1903 Wright Flyer, which was the first aircraft the Wrights tried to fly with power.

The company uses these replicas to present demonstrations and museum exhibits to the public. But the real purpose of any flying machine is to fly. These aren’t mere models, but actual flying craft that can be navigated through the air with at least as much success as the original Wright brothers’ attempts. We—many of the USHGA’s board—were lucky to be at Jockey’s Ridge to witness, assist and fly in the trials of the 1903 design as it was flown as a glider in preparation for the addition of power.

The chief pilots for this re-enactment process are Dudley Meade and Klas Ohman. Dudley is a hang glider pilot and a long-time friend of mine. He began hang gliding in 1972 and normally flies rigid wings. What better experience is there to prepare you for 35

D E P A R T M E N T

flying the Wright brothers’ gliders? Dudley also flies commercially for a living and moved back to his native Dayton a few years ago, which is where he hooked up with the project. He has flown the 1900, 1901 and 1902 gliders as well as this latest replica. One more apropos connection: Dudley’s parents and grandparents knew the Wrights well. His father was a pilot and talked flying with them on occasion. His mother interviewed Orville Wright for the local newspaper.

Klas is a Lt. Commander and an instructor in the Navy’s test pilot school. His extensive experience in many types of aircraft gave him a leg up on the long list of those who would want to pilot these airy craft. He won out over others in part because of his light weight.

Remember, the Wrights, who didn’t have the dubious benefit of access to fast food, were slim and trim. In another apropos junction, Klas was serving on the carrier Kitty Hawk when he got the call to participate. Other prime pilots include several individuals representing all branches of the military and Connie Tobias, a pilot for US Airways and an aviation educator.

It was interesting to see these pilots’ different flying styles. Dudley and other hang glider pilots would hunker down and prone out as if flying a modern wing, while the others would prop themselves up on the front cross-spar to achieve a more upright position. I believe this difference reflects each individual’s experience. It was found from photos that the Wright brothers, who had no experience, adopted the latter position.

With a little measuring and calculation, we found that the more upright position was probably better in terms of CG placement and stability.

Stability seems to be the big problem with these early designs. This aircraft is absolutely unstable in pitch (see the Flying box). It is fairly stable in roll and yaw, so control input and response time are very different in the three axes. But I saw perhaps 20 flights take place with six pilots (a mere fraction of the total) without a serious mishap. The wisdom of flying from dunes and taking a gradual approach is as valuable today as it was for the Wrights.

The 1903 Flyer was a reworking of the 1902 model. The difference was the tail was now a movable rudder, intended to offset the excessive adverse yaw introduced by the primary roll control: wing warping. It seemed to work for the Wrights, but how well? And how responsive was it? The modern pilots were proceeding with caution, for while the Wrights experimented carefully because they were groping in the dark, in hindsight we knew what could go wrong.

After several days of low hops, the winds were blessedly on at the high dune with a speed up to 12 mph. (The Wrights and these Wright reenactors prefer higher winds—up to 20 mph—to assist launch.) We trundled the glider up the slope in preparation for the first high flights on this model. We watched like schoolboys as first Klas, and then Dudley, was flung off the precipice to experience flight no less marvelous and exhilarating than that of the Wrights. We ran down the slope like young fools to help retrieve the sturdy craft while the gathered crowd aaahed, ooohed and cheered.

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January, 2004: Hang Gliding & Paragliding

D E P A R T M E N T

After a few straight-on successes the pilots began trying turns. What a revelation it was to see the wings warp in response to the pilot’s sideways thrust of the hips, which moved the control yoke. With each control, the big bird began a slow arc to the side. I saw as much as a 90-degree turn, but was convinced that with more height normal gentle maneuvers could be performed.

My time with the Wright Flyer was an all-too-short three days. Any early aviation buff would go away as I did, marveling at the resourcefulness and dedication of the Wright brothers. They essentially built all they needed—gliders, wind tunnels, testing devices, launch rails, hangars and even their first engines—all by their own hands from scratch. They were also self-funded, which is a metaphor for the can-do age. In the same spirit, the modern Wright Brothers Aeroplane Company is also self-funded—no government handouts—which to me is part of the charm of this whole project.

I wanted to know more, so I visited their Web site at www.wrightbrothers.org. There I found many fascinating things relating to not only the Wright brothers, but also all of early aviation. There were copious photos and details of early experimenters, some of whom I had never heard of even though I have read several books on the subject. Someone has done their homework. There are also plans of the 1902 glider. They would make excellent wall hangings in a den or a shop. The photos of the Wrights’ projects as well as many other early craft are a delight and you can download them in detail. All this material is free, and there is no solicitation for funds, but I bet they wouldn’t turn away a juicy donation.

The day after I left, the group was ready to put an engine on this glider to follow the path of the Wrights as they developed practical powered flight.

It is here where the Wrights and I part company. Their success put the concept of flying unfettered like a bird using only the energy in the wind on hold for over 20 years. To me the essential marriage of mankind, wing and wind is lost once we are able to power through the sky rather than cooperate with it. I know I am in the minority in this judgment, but what buzzard would disagree?

Photographs: Library of Congress, Prints and Photographs Dvision Attributed to Wilbur and/or Orville Wright.

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F L Y E R

FLYING THE FLYER A Pilot’s Report This is not your father’s hang glider. It comes in one color only: waxed white muslin. It weighs about 135 pounds, so you had better have a bit of a breeze or a few hefty friends to help you fling it off a hill. Our best advice is to get up early and get to the hill soon enough to perform the two-hour-plus set up before the afternoon winds wane. Thank Zeus that you don’t have to shove in battens, for there are at least sixty of them. Using this glider is only a little bit less convenient than trying to fly a house trailer.

Leave your parachute, harness, helmet and instruments at home.

You will be lying in the glider with your hips on a yoke that is designed to provide enough pain to keep you awake in case this flying gets boring. Your elbows too test your bruise potential, as they support the weight of your fore body and are especially under duress in a hard landing. Keep your mouth shut, for an

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ungraceful landing will pitch you forward face first into the sand.

Like a true pioneer, you should never fly higher than you care to fall (as if that advice was ever heeded), for surprise turbulence could leave you and the glider on entirely separate trajectories.

Once in the air, you had best be alert and able. To control pitch you have a benign-looking stick, which actually is a terror device.

One little twitch and you sail up or down like a porpoise doing dips. It is not only sensitive, but requires a constant monitoring since the craft is unstable. Birds too are unstable, but they are hard-wired and trained from birth. We humans can also learn to control unstable devices (stilts, pogo sticks and ADHD children, for example), but it takes practice. We suggest sand dunes or Serta mattresses as your learning surface. The Wrights used an allflying bi-wing canard (movable surfaces up front) for pitch control, probably as a reaction to the report of Otto Lilienthal’s death due to too little control on his glider. We’ll leave it to you to figure out if they went overboard.

January, 2004: Hang Gliding & Paragliding

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To turn you simply have to shift your weight to one side while avoiding even the slightest input on the stick. This is a little like dancing the macarena while balancing a full glass of rum in your left hand (after you’ve had a few). OK, shift, then hum a few bars of Off we go into the wild blue…as you wait for a response. Then the big wing will lumber around in a reasonable arc until you counter control. Our carefully considered advice is: you don’t want to create more than 15 degrees of bank and you’d better not be high enough to produce more than a 90-degree heading change. Treat degrees as if we’re measuring temperature. How hot do you want things to get?

Landing the Wright Flyer is simple as long as you manage to grease it on and have a reasonably slippery surface. Skids are your main landing gear, although hang glider pilots have been known to drop their feet and run out of habit. Wind is your friend, for after a few scores of flights you’ll learn the subtle control that allows you to flare slightly so the air buoys up some of the gravity load.

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Don’t worry too much about pranging the wing. All you need for repair is a bit of cord (the 1903 duct tape), a splint or two and maybe some glue if you are paranoid. I saw several such repair operations. For authenticity, all parts are hardware components, except back in 1903 maybe there wasn’t a Lowe’s in every mall.

Maintenance is easy since you can fix everything with a needle, thread, glue and new bolts. You don’t have to worry about corrosion too much, but stay clear of termites. They have a fondness for wooden wing spars.

The beauty of owning such a glider is to be a part of history. To do it wright, you have to follow the brothers’ lead and transport your wing by train and horse cart, build your own hangar, live in a tent, endure mosquito swarms and deflect the jibes and derision of naysayers, not to mention your own doubts. But in the end you will be a part of a dream that came true 100 years ago.

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An unidentified hang pilot takes off from the 11,200-foot Gold Hill launch site on the Telluride Ski Area.

Photo: BRETT SCHRECKENGOST

T E A M

C H A L L E N G E

2003 TEAM CHALLENGE

By Davis Straub Photos by Dean Funk

T

The Welcome Rock points to fun…

Above: Jack Slocum launches off Henson’s Gap famous radial ramp.

he Team Challenge is not your mainstream nationallevel competition. The team scoring emphasizes team communication so you can help get your team members to goal. It encourages getting as far as possible, if not to goal, without worrying too much about speed. Pilots new to competition find a welcoming atmosphere that helps them learn the skills they’ll need in later stages of their competition careers.

Alli and Jeff Dodgen (Alli is the Tree Toppers’ president) brought in renowned meet director David Glover to give the meet the stamp of national-level competition. They also had the meet sanctioned by the USHGA Competition Committee.

With 250 NTSS points available to any sanctioned competition, there was no requirement that a lot of high level competition pilots show up for the meet for it to be valuable to pilots looking to improve their ranking.

This year the Tennessee Tree Toppers decided that they would combine some of the traditional team aspects of the Team Challenge with the individual scoring found in GAP and Race. The idea was to encourage pilots who were more familiar with competition to join with those less experienced in a competition that would be as high level as they wanted to make it.

Long-time national-level pilots Bo Hagewood, Terry Presley, Steve Rewolinski (Revo), and yours truly were encouraged by the emphasis on GAP scoring (with its reward for fast flying) to make the trek to the Sequatchie Valley in late September.

The combination of local tradition and national standards provided for an exciting dynamic at this year’s Team Challenge.

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The team scoring provides a multiplication factor based on pilot experience (and somewhat on what wing they are flying).

Those with the least experience get a 50 percent bonus. This raises everyone’s estimation of the value of inexperience.

The teams’ “discussions” (arguments) provided lots of fun as each pilot was assigned—based on the results of these “discussions”—an A, B, or C rating.

The Sequatchie Valley is primarily a footlaunch (actually windy cliff launch) site.

You’ve got the main launch at Henson’s Gap on the east side halfway up the valley, and Whitwell on the west side 15 miles to the south. But for this year’s meet the organizers brought in two Dragonflies, one from Matt Tabor at Lookout Mountain (piloted by Bo Hagewood), and the other piloted by Brad Gryder from North Carolina. By providing a tow-launching option, the Dragonflies greatly increased January, 2004: Hang Gliding & Paragliding

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the number of days that could be flown during the competition.

Dr. Dale’s farm/grass strip where the Tree Toppers set up their towing operation is an incredible and almost unused resource. With built-up, mounded, and rolled strips in three directions, it has the most developed towing infrastructure that I’ve come across. There is even a 360-degree training hill in one section of the farm.

The competition wasn’t nearly as well attended as it should have been, given its high quality. The lack of notice, no advertising, its late season competition date, the lack of awareness of the changes implemented for this year’s meet, and concern about local weather conditions probably account for the fact that only

24 pilots showed up for the meet. The organizers feel that 50 pilots could have been comfortably accommodated.

The competition started on a Saturday.

Despite poor weather—thick stratus clouds and light winds—we were hot to trot as we went for a little glide-off at Whitwell. More fun than real flying, but Bo went far enough to get a couple more points than anyone else.

It rained the next day as a front passed through, but it cleared up late in the afternoon. There was no competition, but pilots had good flights late in the day.

Every day Donna made breakfast for all the pilots (eggs, bacon, coffeecake, and more) and served it in the Tree Toppers’ clubhouse. So even if we didn’t have

C H A L L E NG E

much flying those first days, we were eating well. The meet only cost $120 (much cheaper than many other competitions) plus $60 for a year membership in the Tree Toppers. The club appears to give the money right back in services to the pilots, though. (I got a meet T-shirt, too!)

Finally, the post-frontal conditions turned on and we were at Henson’s Gap launch with light west-northwest winds, which got quite strong when we were ready to launch. The radial launch at Henson’s is really just a regular ramp over a cliff with a couple of wood wings that help mellow out the air halfway out the wings. No one really runs down the radial parts of the ramp (like I used to think they did), mainly because that last part of the ramp is very steep.

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Hang Gliding & Paragliding: January, 2004

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TD E AE M P AC RH T A LML EE N G TE

I got up to launch with two “wire” guys on my “wireless” ATOS and another one on my keel making me feel that the glider wouldn’t get sucked off the ramp too early. Once they let go I took a smooth elevator ride to 400’ over the launch. I immediately loved the air conditions, which I hadn’t been all that sure about when I was on launch.

a 25-mile flight down to the Marion County Airport. The next waypoint was the Lookout Mountain LZ (or east ridge), which would require a jump over the Tennessee River and then a glide across a treed area (unlike the nice open fields of the Sequatchie Valley). This was the route for a big cross-country flight on post-frontal days.

On this day we had a bunch of wind dummies, and they were all south down the ridge climbing up in a west-to-east ragged cloud street. I joined them and slowly climbed out to 5,000’ MSL (4,300’ AGL). This turned out to be our best day.

All my team members did well on this day, as did a full third of the contestants.

At the end of the day, our team, the Blind Squirrels, sat atop the leader board of the Team Challenge. Fellow Blind Squirrel Linda Salamone, a single mother hang glider pilot from Rochester, New York, almost made goal as she expanded her cross-country experience.

The light winds pushed the thermals to the east ridge, and success meant flying along the ridgeline long enough until you could find the next thermal.

The lift was light, but good enough for

Given the light southwest winds over the next three days, we went south to Dr.

Dale’s to tow. Without the towing option, we would have had much poorer prospects launching from the ramp at Henson’s, or the cliff face at Whitwell. It was so great to have the option to land and start again if necessary.

Bo Hagewood did double duty at the meet, working as a Dragonfly pilot to tow competitors aloft, and as a comp pilot in the meet. Brad Gryder would tow him up just before 5 p.m., after everyone else was launched. That turned out to be a pretty good deal on those three days as the lift didn’t peter out early and Bo was able to work the light stuff.

And light it was. The southwest conditions were mostly stable conditions and we got the opportunity to hang in whatever we could find and let the wind carry us down the valley. Terry Presley,

Read about fascinating flying machines like the Pod Racer and Escape Pod on 44 January, 2004: Hang goes Gliding &live.

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TDE A E M P AC R HA T LM L EENNG T E Third place pilot, Nene Rotor (Brazil), showing winning technique on a Will Wing Talon

a local Lookout Mountain pilot, did well on those days, even as he said he would normally opt to stay home and mow the grass on days like those (without a tow launch option).

A new pilot who did well was Kevin Carter, who had only been flying for about a year. He flew Michael Champlin’s old Moyes CSX (when he wasn’t trying out a WW Talon that Rob Kells had brought along with the bunch of U2’s for demoing). We remembered how badly the CSX behaved on tow when Michael would aerotow it, so Kevin put a fin on it the first time he towed it.

The air continued to be light but extremely pleasant to fly in. On the last day (before the real last day was washed out as a new front came through), Revo was in the lead, followed closely by me (we threw rigids and flexies together to be separated later), Terry Presley, and Bo Hagewood. The Blind Squirrels were in second, having won two days but placed last on one day. Only ten points out of 640 possible separated the first three teams. It was a do or die day.

We had plenty of clouds on the plateaus on either side of the valley but very few up the valley itself. The valley continued to be inverted. The wind was a bit stronger out of the south-southwest. Goal, as it had been on the previous two days, was 27 miles north up the east side of the valley.

Revo was sneaky and got ready to go while the rest of us were waiting for the inversion to break in the valley. I finally spotted Revo’s tactics and scrambled to catch up with him in the readiness department.

Terry had gone off to get some lunch, as Judy Hildebrand and her food wagon hadn’t shown up on time. Bo was towing us all up as usual. Revo had Bo tow him to the east ridge right behind Dr. Dale’s.

A few pilots later, I had Brad tow me up 500’ under Revo and got off in 100 fpm lift under the beautiful clouds that had tempted us to come to the plateau in the first place. Ollie Gregory in an ATOS and Steve Larson in an Exxtacy also came and joined us and we slowly climbed out.

Terry was coming back from the store to the tow field when he looked up and saw us climbing under the clouds. He

Pilots waiting for the morning clouds to raise in the valley

thought his goose was cooked. Bo was still towing.

Steve had already been gone ten minutes when Revo, Ollie and I turned at 3,500’ AGL and headed down the ridge under clouds. Revo thought the cloud street had lined up for us, so it was time to go. I was thinking that I just needed to stick with Revo for the first half of the course, get high over him and then race to goal to get

l-r: Scott Leonard launches at Whitwell The awesome Sequatchie Valley Clark Harlow’s sunset flight over Henson’s Terry Presley on final approach

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there far enough in advance to win the day and the contest.

The lift was light but the sink was also light as we raced down the ridge line, over the Henson’s Gap ramp, and across to the southwest facing cliffs. That’s where I found our strongest thermals. We all climbed out to 4,200’ AGL. We had been racing fast ever since we crossed the five-mile start circle and our first thermal on the course was great. There were plenty of clouds ahead and it looked good.

As I left the thermal near cloudbase, I glided out in the valley a little to get on the left side of a cloud on the course line. I climbed up the side of the cloud as I continued on course, edging my way back to the right and to the ridgeline. Revo and Ollie were about a mile behind me and racing with me as we headed for the next set of clouds and the expected lift.

Unfortunately that was the last lift we’d find.

I landed 2.8 miles from goal, Revo a mile back, Ollie and Steve two miles behind him.

Terry Presley was back in the start circle

struggling to get up on the plateau, but hitting massive sink as he approached it because the wind was a little more south than southwest and was coming over the plateau. Finally he had to drift back to the west ridge, drop down to 300’ AGL, find a pop and climb out.

Later, near 5 p.m., Bo towed up and headed for the west ridge to join up with Terry for a much slower but steadier flight to goal.

Kevin Carter almost made it to goal himself, having also taken the slow but steady west ridge route. Bo won the day with Terry right behind and they ended up winning the meet (after one point was subtracted from every one else’s score as they didn’t have the disadvantage of being a tug pilot like Bo).

The Blind Squirrels won the team competition by winning the last day strongly.

The 2003 Team Challenge was quite a challenge and a lot of fun to fly. The Tree Toppers give superb value for the little that you pay to join their meet. It’s all about building a strong hang gliding community. Everyday breakfast, grill night on the club, Judy’s great dinner at

Happy pilots on a great soaring day

the end, wonderful prizes for everyone in the meet (including two motorized Zagi’s for the winners). These were well-received benefits along with the fun flying and competitive spirit.

Next year the Tree Toppers are planning to put on the 2004 Team Challenge as a USHGA sanctioned meet in May. They are expecting better weather and stronger conditions. I’m hoping to see a lot more pilots there.

Above: Gliders at base over the awesome Sequatchie Valley Aerotowing from Dr. Dale’s strip Inset: Carl Burrick launching behind Brad’s Dragonfly

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arf!

January, 2004: Hang Gliding & Paragliding

REGION 9 REGIONALS

Photo by Mitch Shipley on his 48-mile flight from High Point

W

by Pete Lehmann

hile there is no truth to the rumor that Region Nine pilots were seen lining up two-by-two to board a large boat, one could not fault them for having made plans to do so. This past spring produced rains of biblical proportions, and in some areas the rains have been the heaviest on record. As one would expect, that moisture utterly destroyed the spring crosscountry season. Still, despite the weather, some of the usual suspects have nonetheless managed a few respectable flights, and the winner, Mitch Shipley on an Aeros Combat, flew a surprising winning total of 168 miles.

Mitch’s excellent flying began with a 64-mile flight from his home site of Pleasant Gap, Pennsylvania. The day was blue, but with good lift and a decent tailwind. Lift was generally 400 to 600 feet per minute (fpm) with one honest 900 fpm on the barograph, and altitudes were in the 7,000-foot MSL (mean sea level) range. Mitch was flying alone and without a driver so that once he’d achieved the 60 miles needed to get maximum points in this contest he landed at an exit on Interstate 81 northeast of Harrisburg to ease the retrieve. He then called his saintly wife Darlene to, yet again, come and rescue him.

The second of his 60-mile flights was a 64-mile ridge-run up Jacks Mountain in the company of the august Dennis Pagen. The flight began in essentially zero wind conditions that had put the other pilots on the ground after short rides. Mitch, however, benefited from Dennis’s presence. Dennis had launched and was in the process of being flushed to the LZ when he found a saving thermal out in the valley. Mitch then launched to pimp Dennis’s thermal and the two of them headed off to the north. They worked well together except for a dramatic near mid-air ballet after they had been flushed off the ridge and out into the valley. Upon reaching the end of the ridge the two continued thermaling together in the open country beyond.

Flying in light conditions, they crossed the Susquehanna River and finally landed together at Turbotville for a site-record 64 miles.

Mitch’s final flight was made from Cumberland, Maryland, on a Hang Gliding & Paragliding: January, 2004

light, blue day. He and I climbed out to 5,500 feet MSL and left together. Due to the absence of clouds we were intent on working together to find lift, and that is what we did for the first 15 miles. We were still together when I noticed two golden eagles thermaling below us, and Mitch came over to photograph them as we climbed.

Soon after that Mitch and I became separated as I found a climb that he had missed. I foolishly headed off alone, and was promptly rewarded for my folly with a whacked landing. Mitch continued on alone until finally landing 48 miles out and within 10 miles of the Woodstock flying site.

Flying a Wills Wing Talon, I took second place overall with a 99.1mile total that represented an assortment of three undistinguished flights from different sites. The longest one was 41.5 miles from Templeton to Belsano, both in Pennsylvania. It occurred on a day that was still raining at nine in the morning, overcast until nearly noon, and after clearing up for a while then quickly overdeveloped again. The flight ended once I caught up to the bad weather that had drifted through earlier in the day. The second flight of 31.5 miles was along Jacks Mountain on a warm, blue and very light spring day, and the last flight of 23.1 miles was done with Mitch from Cumberland’s High Point launch.

In third place with a total of 91 miles on his Wills Wing Fusion SP is Nelson Lewis. Nelson’s longest flight was a 57-miler from Tobacco Row, Virginia on a curious and unpromising day. At launch it was mostly overcast and with light northwest winds.

The overcast had embedded cumies beneath it, and the overcast formed a line in the sky. Nelson began his flight by working northeastward in an attempt to escape the overcast deck that was keeping climb rates down to 200 fpm. He eventually succeeded in getting into the open where he found 500 fpm lift to 6000-7000 feet MSL. After that it was a mix of cumies and dolphin flying along the edge of the overcast line until he landed at Columbia, Virginia. Nelson’s second flight was from Montvale, Virginia, a west-facing site in the Blue Ridge. He immediately beamed out of launch, getting to six grand as he began to work his way across the 47

RE E GM I OEN A DGEI OPN A9 RR T N LTS

colorfully-named Peaks of Otter and then No Business Mountain on his way towards Lynchburg. After crossing the mountains and approaching the James River the clouds went away and the lift with them. He landed at Early Farm for 34 miles.

Sixty-Mile Class The class winner is John Dullahan who accomplished his flights early as he had to leave the region on business three weeks before the contest ended. Despite that abbreviated flying window John nonetheless managed to register three flights on his Moyes Litespeed 4. His longest flight was one of 48 miles along the Massanutten Mountain ridge southwards from the Woodstock, Virginia launch. John flew late in the day after the howling conditions had backed off enough to allow him to launch. His second and third flights of 15 and 12 miles respectively were made from the Pulpit launch at McConnellsburg, Pennsylvania.

In second place is John Beckley flying his Icaro Delaminator. John’s best flight of 53 miles was made from Cumberland’s Photo by Lynn Meadows of Pete Lehmann High Point launch. John launching his Talon from Avonmore was flying behind Mitch Shipley that blue day, but in the end John passed him and landed at the foot of the Massanutten Mountain Ridge. In so doing he nearly accomplished the first-ever flight between High Point and Woodstock.

John’s other flight of 16.6 miles was flown crosswind from the Farview, Ohio tow-strip to the Kent State University Airport. The flight’s direction and goal were determined by the combination of two different airspaces, Canton-Akron and Cleveland, that barred his way. Picking his way between the two airspaces, John landed at the airport in part because his course was about to run him into Akron’s inhospitable northern suburbs. The shame of it was that this was one of the spring’s better days, with heaps of reliable clouds at about 5,000 feet AGL. In third place is John “Homer” McAllister on his manly Wills Wing Talon 160. John’s long flight was done as a Massanutten Mountain ridge-run made from Woodstock, Virginia.

Rookie Class The class winner is Shane Moreland on his Wills Wing Fusion. Shane’s longest flight of 54.2 miles was the contest’s fourth longest, and represents a particularly commendable effort for a rookie whose previous best had been a flight of 14 miles. The flight was made from Virginia’s Tobacco Row Mountain. Shane began the day with a short flight over the back where he landed after having been spooked by the route that was taking him into the trees. John Harper then gave him a quick ride back to the top, and he was on launch again by three o’clock. The sky was still blue, but this time Shane got stinkin’ high (7,800 feet MSL) in very strong lift at the point where he was going into the trees. From that vantage point he continued downwind across the trees with something like a 30-mph tailwind. Thereafter the lift strength and maximum altitudes declined, but Shane kept running into lift at regular three-mile intervals that made him suspect that he was working a series of waves as he proceeded downwind. The flight represented his longest flight, best gain and longest duration.

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January, 2004: Hang Gliding & Paragliding

D E P A R T M E N T REGION 9 REGIONALS

(l.-r.) Dennis Pagen, Dave Powell and Mitch Shipley after Dennis and Mitch’s site-record 64 miler

Shipley Tracks: on this map of central Pennsylvania are Mitch’s two longest flights. The green tracklog is his 64-mile site record from Jacks Mountain. The blue track is from his 64-mile flight from Pleasant Gap.

Bacil “The Luddite” Dickert took second place on his new Wills Wing Eagle. Still resisting the use of a vario, Bacil has nonetheless finally retired his ancient Vision Mk.4. Employing his advanced technology Eagle to good purpose, Bacil got his longest flight of 18.5 miles from Sacramento, Pennsylvania in a flight that featured a near mid-air with a thermaling redtail hawk. His second flight was one of 12 miles from Woodstock, and the

Hang Gliding & Paragliding: January, 2004

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38

PILOT

CLASS

GLIDER

Shipley, Mitch Lehmann, Pete Lewis, Nelson Dullahan, John Beckley, John Moreland, Shane McAllister, John Flynn, Tom Kepler, Steven Brooks, Pat Dickert, Bacil Gardner, Mark Halfhill, Pat Leggett, Randy Niehaus,Ric McGowan, Tom Harper, John Tjaden, Paul Claytor, John Tomlinson, Dan Presley, Marvin Donahoe, Gerry Ball, Larry Booher, Fred Cioffi, Chris Dennis, Carl Donovan, Tim Gregor, Joe Herrick, Ben Herrick, LE Huddle, Christy Maze, Jim McCourt, Dwayne Mumford, Geoff Onstad, Stephen Rowan, Jim Schad, Joe Turner, Steve

Open Open Open Sixty Sixty Rookie Sixty Sixty Open Open Rookie Sixty Rookie Sixty Open Sixty Open Rookie Sixty Sixty Rookie Paraglider Open Sixty Rookie Paraglider Open Sixty Paraglider Paraglider Sixty Paraglider Paraglider Sixty Paraglider Open Rookie Sixty

Aeros Combat 2 168 Wills Wing Talon 150 99.1 Wills Wing Fusion SP 91 Moyes Litespeed 4 75 Laminar MR2000 69.6 Wills Wing Fusion 150 61.1 Wills Fusion/Talon 53 Wills Wing Ultra Sport 52.5 Sensor 610F 44 Wills Wing UP/XC 155 39.7 PacAir Vision Mk. 4 37.5 Aeros Stealth 3 32.5 Wills Wing Sport 167 26 Bautek Twister 25.7 Wills Wing Fusion 150 20.5 Moyes Litespeed 5 20 Wills Wing Talon 150 16.6 WW Ultrasport 166 14.9 UP TRX 160 11.8 Wills Ultrasport 166 4.2 Wills Wing Fusion 150 3.2 Gin Oasis 2.3 Moyes Litespeed 0 Moyes Litesport 4 0 Wills Wing Eagle 164 0 Advance Epsilon 4 0 Moyes Litespeed 5 0 Wills Wing Fusion 150 0 Swing 0 Swing Mistral 0 Moyes Litespeed 3 0 Ozone 0 Various 0 Aeros Stealth 3 0 Ozone Octane 0 Wills Wing Talon 150 0 Moyes Litesport+Falcon 0 Moyes Xtralite 0

POINTS

third one of 7 miles was from Sacramento. Third place is taken by Pat Halfhill on a Wills Wing Sport. Pat is an older pilot just now getting back into the sport after a multi-year layoff for all the usual responsible reasons. Flying for the first time in over a year, Pat flew 19.8 miles from Tempelton, Pennsylvania.

Not having flown in a long while, Pat kept going from one suitably big LZ to another before landing in one of them in Home, Pennsylvania. His other flight was a short one from High Point, but it was enjoyable all the same as he flew with a sailplane for the first time.

Paraglider Class The paraglider pilots really showed what a miserable spring it was. The only pilot to register a flight, and by default the class winner, is Gerry Donohoe who flew his Gin Oasis a “dismal” 2.3 miles from Kirk Ridge, Pennsylvania.

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49

M I D N I G H T

S U N

Flying Under the MIDNIGHT SUN

L

Photos: Phil Smith

By Kay Tauscher

et’s daydream for a minute. Imagine

this: flying at least 2000 vertical feet above sea level with a view of the most gorgeous mountains, glaciers and body of water that you have ever seen.

Imagine doing this from late morning until late evening every day. Place into this scene a tram that can take you to the top of the mountain in a matter of minutes. Let’s say the tram is within a 5-minute walk of the LZ, which by the way is a beautiful tundra meadow. Let’s further imagine that the tram runs every 10 or 15 minutes, allowing you almost a dozen flights a day. Sounds like every pilot’s dream, doesn’t it? Well, when Midnight Sun Paragliding, LLC, of Anchorage offered the “First Annual 10 Days of Summer Solstice Fly-In” at Alyeska Ski Resort in Girdwood, Alaska, last June, that dream came true for many paragliding pilots.

The Faces: Phil Smith, owner of Midnight Sun Paragliding, graciously hosted the event, with the support of Chris Santacroce (Super Fly, Inc.), Nick Greece 50

Stunning terrain and flying at Midnight Sun Paragliding.

(Torrey Pines Gliderport), and Enleau and Ann O’Connor (Safety in Flight Training).

The event was co-sponsored by Super Fly, Inc. and Torrey Pines Gliderport. Phil and these great folks did one heck of a job creating an awesome Fly-In atmosphere.

The weather cooperated and spirits ran high throughout the long week’s events.

Forty pilots participated, including 12 from outside of Alaska. Pilots arrived from all over the country, including San Diego, Boulder, Texas and as far away as Washington, DC. The Beginning: The Fly-In kicked off on a beautiful, sunny Friday in Girdwood after a quick registration and orientation.

Girdwood is just a 40-minute drive from Anchorage International Airport, the arrival point from the “Lower 48” (the Alaskan term for the contiguous United States). Though flying would continue until nearly midnight, no one wasted time getting through the formalities and into the air. The pilots were rewarded for their efforts with a spectacular view of seven hanging glaciers that surround the Girdwood Valley and the late-day sun glimmering off Turnagain Arm. A few

fortunate pilots would head to Horseshoe Lake to enjoy the sunset and the silhouette of 20,000-foot Denali (Mount McKinley) to kick off the next three days of over-the-water safety training.

The Lake : While others stayed at Alyeska over the weekend for some friendly piloting competition, Ann, Enleau and Chris hosted the first of two, 3-day maneuvers clinics at Horseshoe Lake, about an hour’s drive north of Anchorage. With Anchorage and the Cook Inlet to the south and Denali to the north, a more picturesque setting for payout towing would be hard to imagine.

Pilots worked on perfecting their asymmetric spirals, spins, stalls, SATs, 180s, wingovers and other exciting maneuvers with coaching from the team of experts.

Phil’s new boat and Towmeup payout winch allowed pilots to tow quickly up to 2000 feet and more over the water to conduct the maneuvers. The long days afforded a record number of 60 tows in one day for Enleau and Ann, who do these safety clinics frequently. Sixteen pilots took advantage of the clinics, including a dozen Arctic Air Walkers (the January, 2004: Hang Gliding & Paragliding

M I D N I G H T

local paragliding club) who had never had the opportunity to tow over the water in Alaska before this event.

The Landing: Flying at Alyeska Resort in Girdwood was a real treat. Moose Meadow (yes, its real name) provided an excellent LZ, at an altitude of approximately 250 feet mean sea level (MSL). The soft, spongy tundra surface allowed for incredibly gentle landings. For the flaring-impaired, it is most forgiving. A series of concentric circles were made using flagging on the LZ surface to provide a spot landing target.

This inspired a lot of friendly competition and personal practice. A few mosquitoes in the LZ encouraged a quick and tidy packup prior to heading back to the tram.

credit, the local club, school and pilots have clearly fostered an excellent relationship with the ski resort. The resort so values the presence of the paragliders at the mountain that they continue to upload pilots on the tram long after they stop transporting the general public to the top each day.

The Launch :

A few gray days and some drizzling rain (not exactly what we Lower 48-types think of as good flying weather) didn’t even slow the pace of flying. The conditions within this valley, nestled below mountains on three sides and with Turnagain Arm on the other, generally allow for some wonderful soaring flights.

Turnagain Arm is a bay of water with the

S U N

to launching were the two chairlifts that run down the mountain near launch and parallel one another.

The Flying :

Thermal flying throughout the day with ascent rates well over 1000 feet per minute allowed pilots to climb to over 6000 feet MSL. While the locals worked house thermals and boated around their valley playground, it took visiting pilot Tony Lang from Las Vegas to set the XC record for the week by flying over 12 miles back toward Anchorage. Flying would often begin late morning and continue until at least 10 pm. Occasionally, midday conditions became rowdy enough to encourage even the more experienced locals down to

Photo Phil Smith: Upper tram bay launch.

The Ride :

The Alyeska Resort tram is run by friendly locals, eager to give you interesting facts and tidbits about the area like, “five percent of Alaska’s terrain is covered with glaciers.”

They are also quick to point out resident black bear, moose, and eagles often in view during the ride. The tram ran every 10 to 15 minutes from 9 am until 11 pm. Alyeska Resort made paraglider season passes available for a mere $90 (or $13/day), after a thorough site orientation and sign-up with the local club. A five-minute tram ride to approximately 2300 feet MSL provides a quick vertical gain of just over 2000 feet. To their Hang Gliding & Paragliding: January, 2004

second largest tidal flux in the world.

(Yes, another tidbit shared by Eric, our tram guide.) The eastwardly prevailing wind creates a surprisingly consistent leeside thermal site, and the launch affords about 270 degrees of “launchable” terrain.

If you found a streamer pointing upslope you would generally see a pilot preparing to launch. A little residual snow, uneven footing, and zero wind created an environment conducive to forward launching in the mornings. However, the low-altitude, dense air helped even those pilots with rusty forward inflation and launching skills. The obvious challenges

the LZ, but on most days giddy visiting pilots flew ALL DAY LONG.

The Climax :

This magnificent week of flying was capped off with the best two flights of my life. The first was the helicopter ride to the Eagle Glacier, and the second was the paragliding flight from the glacier into town. This perfect Fly-In event was concluded with the perfect flight.

What better way could you ask for this dream to end? story continues on page 58…

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N E W

R A T I N G S

Rating/Region/Pilot

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

52

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

BRADLEY SMITH HANS KLOEPFER ASTRID MUELLER WILLIAM WOOD DAVID OFFIELD DUANE KUBISCHTA REBECCA RUNDLE ROBERT HUGEL BOBINDER BOBINDER PETER CHAPMAN JOEL GREENWOOD CHRISTIAN GARCIA KAMBIZ SHAHAB LARRY CLARK CHRIS SMITH E BRAD SMITH ROBERT ARCHIBALD D J KAUTZ SCOTT RUSHWORTH MICHEAL BEASLEY GREGORY WILHELM KEVIN LINK MARK SPERRY CHRIS THOM ANTHONY MAY MANOJ PANWALA ARCHANA PANWALA JON ENGLE STEVE WHITEHURST RYAN FLEISCHER SOBIESLAW DZIADEK BRIAN WALSH MICHAEL HURST LAWTON HAYGOOD III C G SANDERS XAVIER HUIX T DUNO LORANT BENJAMIN CLARK PAUL CAVRELL PEDRO CABA JAMES NEWMAN AMAR SINGH KAMBIZ SHAHAB JASON RIDER CHRIS SMITH E BRAD SMITH RICHARD RALLISON ROBERT ARCHIBALD D J KAUTZ MICHEAL BEASLEY GREGORY WILHELM KEVIN LINK JOHN WILSON MARK TIMNEY MARK SPERRY PAUL MOOSMAN DAVID LEE CHRIS THOM MANOJ PANWALA ARCHANA PANWALA CHRISTOPER SPARKS ROBERT CHERRY DIANA KOETHER JAMES BROWN STEVE WHITEHURST RYAN FLEISCHER BRIAN WALSH MICHAEL HURST

Rating Official

PATRICK DENEVAN THEODORE MACK BARRY LEVINE PATRICK DENEVAN PATRICK DENEVAN SCOTT SEEBASS SCOTT SEEBASS SCOTT SEEBASS THEODORE MACK THEODORE MACK SCOTT SEEBASS MALCOLM JONES JOE GREBLO JOE GREBLO JOE GREBLO JOE GREBLO MARK FORBES CHRISTIAN THORESON STEVE BERNIER CHRISTIAN THORESON ARLAN BIRKETT CHRISTIAN THORESON BEN DAVIDSON KEVIN COLTRANE STEVE BERNIER JAMES TINDLE JAMES TINDLE STEVE BERNIER CHRISTIAN THORESON CHRISTIAN THORESON ANDY TORRINGTON CHRISTIAN THORESON CHRISTIAN THORESON CHRISTIAN THORESON CHRISTIAN THORESON JAMES TINDLE JEFFREY HUNT CHRISTIAN THORESON KEVIN COLTRANE GREG BLACK DAVID YOUNT MICHAEL FOY JOE GREBLO PAUL THORNBURY ANDREW BEEM ANDREW BEEM CHRISTIAN THORESON MARK FORBES CHRISTIAN THORESON CHRISTIAN THORESON ARLAN BIRKETT CHRISTIAN THORESON CHRIS LARSEN JEFFREY NICOLAY BEN DAVIDSON STEVE WENDT H BRUCE WEAVER III KEVIN COLTRANE JAMES TINDLE JAMES TINDLE DAN CRITCHETT RON KNIGHT KEVIN COLTRANE JON THOMPSON CHRISTIAN THORESON CHRISTIAN THORESON CHRISTIAN THORESON CHRISTIAN THORESON

Rating/Region/Pilot

H-2 H-2 H-2 H-2 H-2 H-2 H-3 H-3 H-3 H-3 H-3 H-3 H-3 H-3 H-3 H-3 H-4 H-4 H-4 H-4 H-4 H-4 H-4 H-4 T-1

10 10 10 11 11 11 2 2 3 4 4 10 10 11 12 12 2 2 4 5 6 9 10 11 6

Rating Official

LAWTON HAYGOOD III C G SANDERS XAVIER HUIX ROBERT MC QUIRK T DUNO LORANT BENJAMIN CLARK GLEB BUDMAN LANCE GREEN PATRICK BARSZCZ DOUGLAS SCOTT ROBERT ARCHIBALD FRANK RANSDELL JOHN SUMNER T DUNO LORANT WAYNE TURNER BRADY BROWN JAMES GROVES RYAN WOLOSHYN ROBERT ARCHIBALD KEITH BIEN MICHAEL KELSEY JOHN BILSKY LARRY BAKER T DUNO LORANT MARK KASSAL

CHRISTIAN THORESON CHRISTIAN THORESON JAMES TINDLE DAVID BROYLES JEFFREY HUNT CHRISTIAN THORESON BARRY LEVINE PATRICK DENEVAN DAN FLEMING PETER CJ ANDERSON MARK FORBES JAMES TINDLE MALCOLM JONES JEFFREY HUNT GREG BLACK GREG BLACK JIM WOODWARD SCOTT SEEBASS MARK FORBES DALE SANDERSON MARK STUMP TONY COVELLI MALCOLM JONES JEFFREY HUNT RON KENNEY

January, 2004: Hang Gliding & Paragliding

N E W

Rating/Region/Pilot

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

1 1 1 1 1 1 1 1 1 1 1 2 2 2 2 2 2 3 3 3 3 3 3 3 3 4 4 4 4 4 4 4 4 4 4 5 6 7 7 7 8 8 8 8 10 12 12 13 1 1 1 1 1 1 1 1 1 1 1 1 2 2 2 2 3 3 3 3

DAVID ARNOLD SHIRLEY HART NICK CRANE SCOT LAMB BENJAMIN EGENDOERFER YVONNE EGENDOERFER MATHIEU CHEVALIER RON SMITH JOHN KAILEY JEANNINE FAULKNER JOSH MORELL ERIK KRISTENSON STEPHAN GLOGE MARK ANDERSON CHRIS ANDERSON PATRICIA LEVI RICHARD DEPPE JERRY GILLARD MICK MCCORMACK STEVEN SILVERMAN CONNIE RHEEM BARBARA AQUINO WAYNE CRAPT DANNY DOWNEY MICHAEL WASHLAKE MARCO ARICI ALICIA SCHRAMM CHRIS NYSTUEN CHRISTOPHER KINCHIN ETHAN AUMACK DUSTIN HINDE CHUCK LEATHERS KIMBERLY SHELTON NINA LANDES PAULA TELLEZ JOSHUA WINSTEAD RONALD TYLER CHARLES SAVALL CLIFF GIDLUND ALBERT BOCHENEK MELANIE WIDOFF WILLIAM HOGAN KATHY DIXON-WALLACE CLARKE COMOLLO CARLOS SEGNINI LORENZO TORO ROBSON BARBOSA KYOKO KIDA ROBERT REESE DAVID ARNOLD KAREN WALLMAN SHIRLEY HART NICK CRANE BENJAMIN EGENDOERFER YVONNE EGENDOERFER NICO DE WETTE MATHIEU CHEVALIER RON SMITH JEANNINE FAULKNER JOSH MORELL JAMES LEE CELIA PENDER STEPHAN GLOGE RICHARD DEPPE MICK MCCORMACK CONNIE RHEEM KU WING NANG WAYNE CRAPT

Hang Gliding & Paragliding: January, 2004

Rating Official

JAROMIR LAHULEK MIKE EBERLE KEVIN LEE MICHAEL SMITH KEVIN LEE KEVIN LEE RICK HIGGINS MARTY DEVIETTI LARRY PINDAR ANDY MACRAE KEVIN LEE WALLACE ANDERSON HUGH MURPHY WALLACE ANDERSON WALLACE ANDERSON GABRIEL JEBB JEFFREY GREENBAUM NICHOLAS GREECE ROB MCKENZIE GABRIEL JEBB KYOUNG KI HONG GABRIEL JEBB ROB SPORRER ROB SPORRER ROB SPORRER STEPHEN MAYER DALE COVINGTON GABRIEL JEBB MARTY DEVIETTI DIXON WHITE JONATHAN JEFFERIES GREGORY KELLEY DAVID PRENTICE DAVID CHAMPAIGN ROMAN PISAR ANDREA ONKEN STEPHEN MAYER NICHOLAS GREECE DAVID JEBB BO CRISS JEFFREY NICOLAY NANCY STANFORD MARC FINK JEFFREY NICOLAY CHRIS BOWLES PAUL SCHALLER FRANCO FABRICIO RODRIGUES RICK HIGGINS DOUGLAS STROOP JAROMIR LAHULEK ROB SPORRER MIKE EBERLE KEVIN LEE KEVIN LEE KEVIN LEE MIKE EBERLE RICK HIGGINS MARTY DEVIETTI ANDY MACRAE KEVIN LEE WALLACE ANDERSON WALLACE ANDERSON HUGH MURPHY JEFFREY GREENBAUM ROB MCKENZIE KYOUNG KI HONG ELIAD ZAX ROB SPORRER

Rating/Region/Pilot

P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-2 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-4 P-4 P-4 P-4 P-4 P-4 P-4 P-4 P-4 T-1 T-1 T-1 T-1 T-1 T-1 T-1

3 3 4 4 4 4 4 4 4 4 5 6 7 7 8 8 9 10 10 10 12 12 12 12 13 1 1 1 1 1 2 3 3 3 3 3 4 4 4 4 5 5 5 5 5 9 10 12 12 1 1 1 2 2 3 3 3 5 3 3 3 3 3 4 12

DANNY DOWNEY MICHAEL WASHLAKE TODD PROFFIT MARCO ARICI ALICIA SCHRAMM CHRISTOPHER KINCHIN ETHAN AUMACK DUSTIN HINDE NINA LANDES PAULA TELLEZ JOSHUA WINSTEAD RONALD TYLER CLIFF GIDLUND ALBERT BOCHENEK WILLIAM HOGAN CLARKE COMOLLO BRIAN FOWLER SHEENFAR FONG SANFORD FONG CARLOS SEGNINI CHRIS FEAIRHELLER LORENZO TORO CLARK CARR ROBSON BARBOSA KYOKO KIDA MICHELLE DEVOE HAL SMITH MATTHEW DADAM ERIC SPECK TODD WARBURTON ALISON BLOOMFIELD TIGH BLACK CYRUS FAKOURI ROBERT PELOQUIN RON MEYER LARRY SEVERSON JENNIFER HICKMAN JEREMY SNADER GREG SMITH GARY BEGLEY WOLF RIEHLE MELANIE PFISTER KEVIN PFISTER CHAZ YONCE NICOLE MUELLER NOAH MERRITT CARLOS SEGNINI FELIX HAFEN ALBERT ISEA G WAYNE MAXWELL RANDY CAMPADORE WADE MAXWELL MARK BERNIER ROBERT JOHNSTON KENNETH PELKEY CHRISTOPHER GRANTHAM BRIAN RICHEY DON DUERR STEVE MORRIS DANIEL GIRARD MARK JOHNSON DIMITRI KELLER BRET DANIEL CHRISTOPHER PETERS FABRICIO RODRIGUES

R A T I N G S

Rating Official

ROB SPORRER ROB SPORRER GREGORY KELLEY STEPHEN MAYER DALE COVINGTON MARTY DEVIETTI DIXON WHITE JONATHAN JEFFERIES DAVID CHAMPAIGN ROMAN PISAR ANDREA ONKEN STEPHEN MAYER DAVID JEBB BO CRISS NANCY STANFORD JEFFREY NICOLAY DWAYNE MC COURT KENNETH MUNN KENNETH MUNN CHRIS BOWLES PAUL SCHALLER FRANCO PAUL SCHALLER FRANCO BENOIT BRUNEAU FABRICIO RODRIGUES RICK HIGGINS CHRISTIAN MULACK CHRISTIAN MULACK GEORGE YOUNG MARTY DEVIETTI GEORGE YOUNG JUAN LAOS DAVID BINDER GABRIEL JEBB CHAD BASTIAN BO CRISS BO CRISS NANCY STANFORD STEPHEN MAYER DIXON WHITE DIXON WHITE CHARLES SMITH DIXON WHITE DIXON WHITE SCOTT HARRIS THOMAS BARTLETT DWAYNE MC COURT CHRIS BOWLES STEPHEN MAYER DIXON WHITE MICHAEL SMITH JEFFREY FARRELL MICHAEL SMITH JOHN VAN METER KENNETH SEEDS KYOUNG KI HONG ROB SPORRER TIM NELSON KEN HUDONJORGENSEN RANDY LIGGETT ROB SPORRER GABRIEL JEBB HEIN BARNARD GABRIEL JEBB KRIS HUSTED PAUL SCHALLER FRANCO

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Calendar of events items WILL NOT be listed if only tentative. Please include exact information (event, date, contact name and phone number). Items should be received no later than six weeks prior to the event. We request two months lead time for regional and national meets. For more complete information on the events listed, please see our Calendar of Events at www.ushga.org

JANUARY 11-18, 2004: P2+ Iguala, Mexico Trip. Granger Banks (303) 494-2820. www.parasoftparagliding.com/mexico.html

Competition

JANUARY 18-25, 2004: P2+ Tapalpa, Mexico Trip. Granger Banks (303) 494-2820. www.parasoftparagliding.com/MexTapal.html

JANUARY 8-20, 2004: Pre-World Hang Gliding Championships, Hay, NSW Australia. Practice days: Jan 6&7th. hotdc@tpg.com.au JANUARY 24-30, 2004: Monarca Paragliding Open, El Peñon, Valle de Bravo, Mexico. Contact Alredo Ramîrez Espinosa, alfredore@prodigy.net.mx FEB. 28-MARCH 6, 2004: Manilla (Australia) Paragliding Open. Contact. skygodfrey@aol.com or www.flymanilla.com APRIL 16-24, 2004: Flytec Hang Gliding Championship At Quest Air, Florida. Register online at: www.flytec.com or call (352) 429-0213 JUNE 23-27, 2004: (Wed. - Sun.). 2004 King Mountain Hang Gliding Championships - (208) 376-7914 lisa@soaringdreamsart.com. See rules online at www.soaringdreamsart.com/kingmeet

clinics, meetings, tours THROUGH APRIL 2004: Valle de Bravo, Mexico and more. www.flymexico.com 1-800-861-7198.

JANUARY 2-4, 2003: Paragliding Maneuvers Course, central California.

Contact Enleau O’Connor / O’Connor Safety in Flight Training, (530) 227-4055. info@gonetowing.com JANUARY 3-10, 2004: Valle de Bravo Mexico with Ken and Kevin Biernacki. Two-can Fly Paragliding/ Ken Hudonjorgensen, Draper UT, (801) 572-3414, khudonj@qwest.net, www.twocanfly.com JANUARY 3-10, 2004: 7-day central Mexico tour w/Dixon White & Juan Laos. Contact Juan juan.laos@realpvs.com or (925) 963-7802 for reservations.

JANUARY 4-11, 2004: Paragliding Mexico Tours, Valle de Bravo. P2 rating w/50 flights required. Jeff Farrell and Chris Santacroce are your guides.

(801) 255-9595. www.4superfly.com JANUARY 4-11, 2004: P2+ Iguala, Mexico Trip. Granger Banks (303) 494-2820. www.parasoftparagliding.com/mexico.html

JANUARY 16-18, 2003: Paragliding Maneuvers Course, central California.

Contact Enleau O’Connor / O’Connor Safety in Flight Training, (530) 227-4055. info@gonetowing.com

JANUARY 22-25, 2003: Paragliding Maneuvers Course, Tampa, Florida.

Contact Enleau O’Connor / O’Connor Safety in Flight Training, (530) 227-4055. info@gonetowing.com JANUARY 31 - FEBRUARY 15, 2004: 2-week paragliding tour across Brazil with Airplay’s Marty DeVietti. Contact Brazil advenTOURs at www.braziladventours.com.br or (970) 759-5779 FEBRUARY 1-8, 2004: Paragliding Mexico Tours, Valle de Bravo. P2 rating w/50 flights required. Jeff Farrell and Chris Santacroce are your guides.

(801) 255-9595. www.4superfly.com FEBRUARY 21 - MARCH 7, 2004: 2-week guided paragliding tour across Brazil during Carnival! Contact Brazil advenTOURs at www.braziladventours.com.br or (970) 759-5779 FEBRUARY 25-28, 2004: Ridge Soaring and Kiting clinic and demo, at Point of the Mountain, Utah, with Chris Santacroce. Hosted by Peak to Peak Paragliding. All pilots. Contact Kay Tauscher at (303) 817.0803, or email kay@peaktopeakparagliding.com.

MARCH 1-10, 12-22, 2004: Traveling Brazil Tour, HG March 1-10, PG March 12-22. Check www.pyramid.net/advspts/brazil.htm for more details or call Adventure Sports (775) 883-7070.

MARCH 15, 2004: Reserve Repack and Reserve Deployment discussion, with Chris Santacroce in Boulder, Colo. Hosted by Peak to Peak Paragliding.

All pilots. Contact Kay Tauscher at (303) 817-0803, or email kay@peaktopeakparagliding.com.

MARCH 27-29, 2004: Ridge Soaring and Kiting clinic and demo, at Point of the Mountain, Utah, with Chris Santacroce. Hosted by Peak to Peak Paragliding. All pilots. Contact Kay Tauscher at (303) 817-0803, or email kay@peaktopeakparagliding.com.

JUNE 5-7, 2004: Babes in the Backcountry Fly-in. All-women flying course hosted by Kay Tauscher with guest instructor Chris Santacroce. All pilot levels. Contact Kay Tauscher at (303) 817-0803, or email kay@peaktopeakparagliding.com.

JANUARY 9-11, 2003: Paragliding Maneuvers Course, central California.

Contact Enleau O’Connor / O’Connor Safety in Flight Training, (530) 227-4055. info@gonetowing.com JANUARY 11-18, 2004: Paragliding Mexico Tours, Valle de Bravo. P2 rating w/50 flights required. Jeff Farrell and Chris Santacroce are your guides. (801) 255-9595. www.4superfly.com 54

January, 2004: Hang Gliding & Paragliding

Pilot Mike Kellogg sends these striking images from California, and writes: “I hike, bike, and fly nearby Mission Peak Regional Preserve and Ed Levin County Park — two of the area’s most dependable flying sites — every chance I get. I fly to get a bird’s-eye view and to impress the girls; I’ve succeeded at getting a bird’s-eye view.”

Series: Red Bull speed gliding and acro competitors at Red Bull Wings Over Aspen, 2001.

Photo: Christian Pondella

Springtime aerial view south at Mission Peak Regional Preserve, Fremont, California; Canon Elan II/15 mm; Fuji Velvia ISO 50 Photo: Mike Kellogg

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…continued from page 51

The Glacier Flight The day after the summer solstice (the longest day—greatest amount of daylight—in the year) was the last day of the Fly-In. You need to understand that Alaska lies so far north that during the summer solstice it doesn’t get dark until nearly 2 am, and it is light again by 5 am. On the last day of the Fly-In, 15 pilots took a helicopter

North launch, Girdwood.

Photo: Phil Smith

from Girdwood to the Eagle Glacier, one of the seven hanging glaciers of the Girdwood Valley, just a few miles north of Alyeska Resort. The helicopter ride was the first amazing flight. Keith, our pilot, kept the chopper low over the terrain until we needed to climb. Then he lifted us straight up as we approached a headwall that began the mountainous climb.

As we reached the top, we again penetrated forward over the vast snowfield that lay below us at approximately 6000 feet MSL. It felt like we were in the middle of an IMAX film. The sensations and excitement we experienced were overwhelming.

I felt the hair on the back of my neck rise as we flew over the snowfield and prepared to land. The adrenaline was rushing as we climbed out of the chopper and onto the glacier. I was one of the first two individuals to be delivered, as Keith dropped us off two by two. The round trip took about 20 minutes. Neil (a tandem passenger and friend of Phil Smith’s) and I arrived at the 58

glacier at 8 pm. Keith had already dropped off our gear onto the glacier at the designated helicopter-landing site before he began to transport the pilots. We waited in this location as the other pilots arrived and assisted unloading each chopper load. At 9 pm on June 22, hours of daylight still remained

Pilots who made the glacier flight. Front row (L to R): L.E. Herrick, Rick Young, Renee Romsland, Rachel David, Brad Smith, Kay Tauscher, Casey Tauscher. Back Row (L to R): Will Brown, Phil Smith, Adrian Beebee, Andrew Holdgraf, Nick Greece, Mark Gilliam Photo: Neil Rome (Phil’s tandem passenger)

paragliders heading into Girdwood at this time must have looked like an invasion in a bizarre James Bond movie scene.

and the Chugach Mountains (the most glaciated range in the world) stretched out as far as we could see. As the last of the pilots were dropped off, we began a 25minute hike up one side of the glacier to a location with sufficient slope to launch.

The almost 6000-foot vertical sled ride took nearly a half hour, though a couple of pilots managed to extend their flight time with valley-lift air. Because it was late and there was little other air traffic, we were allowed to land at the Girdwood Airport on the runway, near the helicopter pad. Spirits flew high long after that last pilot landed; only the pizza and beer waiting for us at Alpine Air could stifle the giggling and excitement. My memories of this flight will never fade. They are imprinted upon my psyche forever.

As each person arrived at the designated launch site, they stomped out their own spot to lay their glider (so it didn’t slide downhill on the snow) and their own runway. The snow was deep enough that if we didn’t flatten a runway, we would have trouble running fast enough to keep up with the glider. Everyone laid out side-byside so we could launch one after another.

We began the mass exodus at around 10 pm since a down-slope drain had already begun. A lot of whooping and hollering occurred just after launching as each pilot made the turn over the glacier toward town. The exuberance felt by each of us cannot fully be described. It was truly an amazing night. The view from town of 14 January, 2004: Hang Gliding & Paragliding

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The Orange Handle No Reservations about Using Reserve

P

Words and photos by Jesse Boyd

ilots and spectators were looking up and pointing at the awesome display of skills as I thermaled my way high above the mountain peaks, leaving more experienced pilots on the ground grumbling about “that new guy, Jesse.” Amazing! And this was my first mountain flight, ever!

That’s how I hoped this story would begin.

Unfortunately, this weekend did not turn out like I wanted.

Here’s the story of my first mountain flight and my brief stay at Andy Jackson Airpark (AJA) in Southern California. But before I go too far, let me give you a rundown of my hang gliding skills up to this weekend.

My current skills: I am a Hang-2 pilot with approximately 5 hours of total solo airtime. Training includes 10 tandem aerotows, five high altitude aerotow solos (single surface Wills Wing Falcon) in smooth North Carolina coastal air, and hundreds of training hill flights at Jockey’s Ridge with Falcons and Eaglets. Eaglets are billowy training gliders that look like the first Rogallo gliders but are still in production today for training purposes. Wind conditions I flew in at Jockey’s Ridge were anything from 0 to 30 mph winds and 0 to 60 degrees cross wind launches. Sand dunes are excellent

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for testing your limits since the sand is a very forgiving landing medium and most flights are low altitude. My current glider is a Pacific Airwave Mark IV 17, faded pink leading edge, blue middle section, white trailing edge. This glider is an intermediate double surface glider, built in the late 1980s and with it I have logged 15 short flights with a highest altitude of 700 feet AGL. I recently moved to Laguna Beach, located in southern California between Los Angeles and San Diego. There are some excellent flying sites within a few hours of my new home. Among them are Torrey Pines, Dockweiler Beach, Lake Elsinore, and Andy Jackson Airpark, better known as Crestline or Marshall Peak. Being a Hang-2 limits my options, since some sites like Torrey Pines are very strict about being a Hang-3 site. Andy Jackson Airpark is an excellent option for myself and other pilots who need airtime but are not yet rated to fly at the more regulated sites. AJA is also a Hang-3 site but the club allows newer pilots to fly if they are supervised by an instructor, only fly in evening glass-off, and get a sign-off. There is a very high caliber of pilots and instructors in this club and it would do any pilot good to learn all you can from these experienced pilots. Rob Kells of Wills Wing can often be seen giving tandem flights and testing Wills Wing’s latest and greatest new gliders. My contacts while I was there were Rob and Diane McKenzie who are great people as well as fantastic instructors.

Instructors Rob and Diane McKenzie at Andy Jackson Airpark

Diane told me to be at the park by 4:15 p.m. sharp for the ride up the mountain. Make

Rob Kells Hang Gliding & Paragliding: January, 2004

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sure you call in advance to schedule your ride up—the cost is only $5. I got to the park a few hours early and studied the landing patterns from the LZ. Given how many pilots are in the air at any time, it is a pleasure to watch how organized the LZ operates with two separate approaches, one for the hang gliders and one for the paragliders.

This day I was very nervous. I held my arms across my chest and couldn’t muster the energy to make small talk with the people around me. My mind was completely focused on the task ahead—my first mountain flight. I studied the incoming pilots’ landings very intently; this was going to be me soon. Mental notes compiled in my brain. I knew there would be little time to analyze all this from the air so I visualized my landing very carefully and that gave me some confidence. “There is some lift at the end of the field,” a pilot told me. Mental note recorded. I will be prepared for that and will make the base leg of my aircraft approach a little wider if need be so that I can land right on one of the two 25-foot circular grass spots set up for the hang glider pilots. Another pilot told me, “If you overshoot the landing field don’t panic—just land below.” That sounded OK, but

the mowed grass looked much better than the high sagebrush beyond the LZ. I hadn’t flown for over six months except for two training hill exercises, one at Little Black near San Diego and one day at Dockweiler Beach in L.A. Would I be prepared for this high altitude flight with the thermals and textured air normal for this type of mountain? I felt really nervous, like the day you have to give a speech at school. I just wanted to get on with it and get up to launch.

The waiting was not the only thing causing a great deal of anxiety in me. My glider had fallen off a moving truck when I’d transported it back from Oregon. I’d pulled the sail and had the glider examined by Joe Greblo. We’d replaced a leading edge and everything else looked good, but was it totally OK? These are not good thoughts to have before your first mountain flight and certainly didn’t help me relax. I do have a parachute to use in case of emergency. Marshall Peak is about three miles from the LZ; so this would be cross-country flying for me. Would I make it all the way to the LZ or land in some canyon? I knew I was worrying too much but there were so many new variables for me to consider in this flight.

Finally we loaded into the Suburban for the ride up the hill to Marshall Peak. We packed in eight people, four abreast. I wondered if I was the only one nervous and if this was no big deal for the other pilots. It is hard to tell from conversation and expressions how others feel but I was sure there was some anticipation in them as well.

The drive up the mountain is almost entirely paved with just the last part dirt road. My hands were sweating a little, my heart was beating faster than normal, and I wished I had my buddies from the dunes with me now, like Kevin Koonce, a.k.a. “The Dude.” At the dunes we would encourage each other and manage some cool little stunts like buzzing tourists, and we’d have great laughs at night telling stories and drinking beers.

As we set up our gliders on top of Marshall Peak, the smog was quite thick which is so unusual for southern California (joke) but you could still clearly see the LZ off in the distance, which was reassuring for me. I was pretty sure my glider would be the ugliest and oldest in the group but I was happily surprised when someone busted out a 1970s glider with the era’s colors of orange, yellow, and brown. The wind was very light on top. I prefer stronger winds so that my glider is lightly lifting off my shoulders, but I thought, I am here and I am going to do this. I just cannot turn back now. I tried telling myself that this is just a really big training hill.

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I preflighted my glider and everything looked OK. Hang check OK, my hang loop holding me a little high above the bar but manageable.

Dusty Rhodes pulled off an amazing top landing and proclaimed, “It’s better to be on the ground wishing you were in the sky, than in the sky wishing you were on the ground.” Everyone was set up; it was time to walk to launch.

Deep breaths. I still felt very nervous and couldn’t wait to be in the air and prove to myself that all my worries were for nothing.

Diane explained the strategy: head for the two water towers in the distance and if you have enough altitude go over the next mountain spine, if not go around and head straight for the LZ. Sounds easy enough. Heart really pounding now. Thoughts swirling in my brain: I am second in line, can’t back out now, this is it! Where did my confidence go? I know I can do this, I have been over 3,000 feet AGL before and felt totally relaxed.

The first man launched a bit strangely; Diane wasn’t real happy with his launch and radioed Rob to have him do some running in the LZ with his glider when he got down. Wind coming in at about 5 mph, mostly straight in, but switching very slightly to the left.

It’s my turn. Deep breaths. Hang check, Diane sees a twisted harness line. We fix that. Hang check again, OK. This is the moment.

Breathing and heart beating irregularly. Hope I am airborne before the edge. Set angle of attack, this glider is a little tail heavy so I try to be careful not to have it set high so I lift off too early and risk stalling the glider. Deep breath. I don’t want to prolong this anxious moment, so with one more deep breath, I yell, “Clear!” and start my run off this very high mountain edge. I’m in the air after three or four steps, I think.

I am clear of the launch and my wings are level—good. I pull in for a little more speed to get more clearance from the mountain.

I swing down to a prone position in my knee hanger harness. I’m looking down, not at the horizon and my intended direction.

Glider makes a banked turn to the left. I am holding on very tight to my control frame because I am still nervous. I quickly respond with strong right weight shift and inadvertently put the glider into a right turn. This sequence repeats a few more times, with alternating banking turns. What’s going on? I pull on a little more speed; this usually helps with control issues. The glider gets much worse, the oscillations accelerate and I am being tossed from side to side. Oh God, f*#% ! What’s happening? Did I put the glider together wrong? Did something break? The oscillations are getting stronger, now I am doing wing-overs, left then right quickly alternating. Whoa! I might flip over at this rate. I am being tossed around like a leaf falling from a maple tree. I feel like I Hang Gliding & Paragliding: January, 2004

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have little to no control of my glider. I have my parachute. If I go upside down, I’m throwing it!

I’m starting to feel disorientated. I can’t take this, the oscillations continue and my actions to counter only make things worse. I give up and look at my beautiful orange parachute handle—orange is my favorite color. At this point I just put my arms around my parachute and let go of the bar. My actions are either making matters worse or there is truly something wrong with my glider and I need to prepare for the worst. Suddenly the awful motions stop. The glider levels out, finds trim speed, does what it wanted to do all along.

I had created PIOs, pilot induced oscillations. I’ve read many times about them but thought that they probably would not happen to such a great pilot as I (sarcasm). I just had to relax on the bar. I have learned a lot this day. My glider was fine. I was flying now.

Well, I was not out of the woods yet, as there still is a landing that needed to take place. I soared around the mountain for another ten minutes but I must admit that the adrenaline had taken a toll on my body and “feet on solid ground” sounded good to me.

Bump, bump, stomach falling like in an elevator quickly going up.

Staying more relaxed this time, I passed through a light thermal.

There were other pilots in my proximity now as I approached the LZ but again I was pleased with the respect each pilot gives and I never felt any threat from another pilot or of too many people landing at the same time. Please, no more oscillations though.

My visualizations of the LZ and my approach were beautiful and I pulled off a very clean aircraft approach and landed 10 feet from my chosen spot. This is where I was finally able to save some face and show the skills I know I have in me. Alive and on the ground at last, my first thought was, what a ride! I was a bit embarrassed by my flight and broke my glider down in disappointment, head hanging a little low. Funny how the ego is so important in all that we do. No friends here to congratulate me for making it to the LZ or tease me for my PIOs. I felt bad that I scared Diane, who got quite a show I’m sure. I don’t think they will be signing me off just yet but I sure don’t mind being limited to the evening sessions till I build up enough confidence and skill to truly enjoy this awesome mountain.

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Post Flight analysis: What happened? I asked Rob McKenzie, my hang gliding buddy William Wood from Bend, Oregon, and myself this question. Of course, only I saw everything that happened, but I think it is valuable to seek other experienced pilots’ critiques to help my learning process.

Rob McKenzie: Rob only saw my landing but spoke with his wife Diane about the takeoff and oscillation. Points he made included: Remember to fly at trim speed. He’s only seen a few students do something like this out of the many, many students he’s had, so maybe I just had a bad day. My approach and landing were the best among the glass-off pilots and that also proves that my glider is not the issue. For him to give me more accurate feedback I should take a tandem flight with him so he can better observe my technique. I agree with Rob that a tandem flight with an experienced instructor would be very useful in learning about mountain air characteristics and getting me more comfortable with these new conditions.

William Wood: “You got tagged!!” When I asked, “What does that mean?” he replied that I got hit by a thermal and it said, “You’re it.” I do think it was highly possible that a thermal hit one wing, which got my total overreaction started.

My analysis: I want to comment on the texture of the air in the mountains on the West Coast compared to the air at Currituck County airport, North Carolina. Western mountain air has much more texture, that’s what I think. Marshall Peak’s evening glassoff had much more turbulence than I have ever experienced at Currituck County airport. A note here: this is a good thing for experienced pilots, as it means there is a lot of lift on this mountain and multiple-hour flights are very common year round.

I have replayed the scenario over and over in my head and these are my conclusions.

• Focus. I took my eyes off the horizon and looked down, which threw off my frame of reference. Foot launching is the way I truly want to get airborne but an interesting advantage of aerotowing is that you have a line attached from your harness leading to the tow plane. Keeping the tow plane in front of me and on the horizon keeps me focused while towing. I might work on visualizing an imaginary line to my intended target on the horizon, next time I foot launch.

• Trust your wing. Lack of trust in my equipment activated anxiety. My glider’s age and the fact that it fell off my moving truck at 70 mph left me wondering about its airworthiness. I did pull the sail and replace a leading edge, and had Joe Greblo of WindSports look at the frame, and 62

SIDEBAR : For more details about the Andy Jackson Airpark, with photos and contact information, visit Crestline Soaring Society’s Web site at www.crestlinesoaring.org. This is one of the most consistently soarable sites in Southern California year-round. Multiple-hour flights are common.

It’s a great place for both paragliders and hang gliders.

I was really impressed to see one of Rob’s students, Dusty Dequine, fly solo off Marshall Peak with just EIGHT lessons. Dusty Rhodes with the white and orange glider is the site personality, fun to watch fly and quite a funny guy on the ground. I remember him coming in for a landing yelling out strange cowboy calls and doing twirling 360s in his harness as he flew over the waiting crowd in the LZ. Ask him about landing on the roof of a house upside down in his hang glider or why Scotsmen wear kilts.

he deemed it airworthy. I am ultimately responsible for this glider since I put it back together. Although I believe I have adequate experience for this site, I don’t have a lot of experience with a double surface glider. I can’t say enough good things about my experiences with the Wills Wing Falcon. With the Falcon, I would often pull the bar to my knees and even do wing-overs with absolutely no unpredictable behaviors or oscillations, and with the Falcon I feel in total control at all times.

• Don’t be cheap! I bought one of the cheapest used gliders that I could find because I was so horny to be in the air.

Now I am reconsidering that logic. My first writing in this magazine was a letter to the editor saying the sport is too expensive and comparing it to surfing’s minimal investment.

Now I realize that I was totally wrong. Hang gliders are a really good deal and this is why: A hang glider is a vehicle that takes us into the sky and gives us amazing feelings of joy and excitement. How much do we pay for vehicles? Compare motorcycles, boats, airplanes, and cars—these vehicles are in the range of thousands to millions of dollars. I’m saving up to buy a new or newer certified glider in the $2,000 to $4,000 range and I will not regret spending one cent. My life and health are worth it. I am even seriously considering getting a new Falcon because of its easy and fun flying characteristics, so I can focus on flying mountains and learning to thermal rather than on my glider.

• Confidence. Don’t leave home without it. One extreme challenge at a time for me, and right now promoting my career is taking all my emotional strength. A distracted January, 2004: Hang Gliding & Paragliding

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pilot is not at his best and I want to see this sport grow in number and safety. The sky will still be there tomorrow.

• Peer support. Amazing how much this helps us pilots.

I remember in my early training how much better I did when Karen was there laughing and videotaping me.

Flying with the other junior instructors trying to outdo each other at Kitty Hawk Kites, I never felt afraid. Sharing stories with other pilots, keeping the fire burning, sharing in the fun and learning, all so important.

• One new piece of equipment at a time. We have all heard this but it’s worth repeating.

The things that helped save me from possible tragedy: • A lot of good teachers and training.

• Joe Greblo’s one-hour parachute lesson gave me the confidence to let go of the control bar and know I could properly throw my chute. It was this letting go that allowed my glider to return to level flight.

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• The power of visualizations. My landing was just how I had visualized it on the ground, almost automatic. I felt like I just needed to replay the perfect scene as I had played it out in my mind earlier in the LZ. Next time I will spend time visualizing the launch and dealing with rough air.

As I was putting this story together I felt shame for not being a better, braver pilot. I felt that I represented this magazine and the great hang gliding schools I have studied under and worked for. It was a relief to read Jennifer Beach’s article “Hang2 View: Imperfect Balance” (vol. 33 issue 6, June 2003) where she described some of the internal struggles she went through facing her fears and obsessions with flying and how she deals with them. I think this is a crossroad all pilots will face sometime if not many times in their career. My blind courage/obsession of my early flying career has been sobered a bit by the realities of flying, a tragic story that hit a little too close to home, a personal close call. I know the sound of the wind in my ears and the allure of puffy cumulus clouds in blue skies will draw me back soon.

Some of us are born with a desire to fly, and just like the name our parents gave us or the color of our skin, not much can be done to change this.

Breaking down and packing up in the LZ at Andy Jackson Airpark, better known as Crestline or Marshall Peak.

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W I L L

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F L Y

Story and Photos By Kathleen McCormick

Keeping one hand on the controls at all times

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illiam Craig walks across the dry grass to prepare for launch, lays out his Paratech P42, and meticulously goes through the routine of putting on his harness and helmet, strapping on his vario, and checking his lines. He looks around him at the others on launch; some nod hello while others hang back and observe.

Will has P3-level skills with ten years of paragliding experience.

He has flown at more than thirty sites throughout Canada and the United States. What’s remarkable, though, is that Will was introduced to the sport of paragliding seven years after losing his right arm in an automobile accident. His ski buddy, Florian Ghiban, introduced him to the free-flight lifestyle.

Will—an avid skier, mountaineer, and mountain-biker—viewed paragliding as yet another venue through which to experience the intensity and beauty of his home province of British Columbia, Canada.

Will’s first paragliding experience was a tandem flight at Blackcomb, BC. Despite the flight lasting only minutes—a short sled ride—Will was hooked. He knew that this was going to be his new passion. The next step was to find an instructor open to teaching a one-armed pilot. A few instructors demurred, saying it couldn’t be done. Not all, however. Max Dejong at Mescalito Adventure Company in Chilliwack, British Columbia, took up the challenge.

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Will—determined and focused on flight—practiced endlessly.

The process was one of trial and error, with Will and Max creating innovative solutions to problems associated with one-armed operation during launch, glider control, and emergency responses.

For his first attempt at kiting, Will hooked a sling and carabiner into the A-riser on his prosthetic side and slid it over the end of his hook when he was preparing for launch. He was able to pull forward on the left A-riser and sling with his prosthesis and the right with his hand. Once the glider was overhead, the carabiner would slide off the hook and the A-risers were free. He could control the brakes by grabbing them both with one hand and pulling them to one side or the other. It was challenging for Will to pull the glider forward because he had to rely on body weight to inflate the glider, rather than arm strength. After hours spent kiting his glider, he felt that he had the system dialed in, and was ready for his first solo flight.

Technique and setup for launching the glider were identical to kiting it in the field. Once launched, the carabiner and sling that were clipped into the left A-risers were free from his hook. The carabiner and sling were then disconnected from the A-riser and clipped into the two brake toggles. Will then had control of the glider and was able to steer and land the glider as any other pilot would. Will used the same technique for the first few flights, but having to disconnect things in the air added unnecessary complexity. A simpler solution was to have a bar permanently attached to both brake lines. To pull the glider up he grabbed both A-risers in hand and pulled straight forward to inflate the glider. Once the glider was inflated the brake bar was easily grasped.

••• British Columbia is a beautiful but challenging place to paraglide given that the launch pads and landing zones are typically small, winds tend to be strong and variable, trees are everywhere, and January, 2004: Hang Gliding & Paragliding

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launch sites are high (typically 3000 to 5000 feet above the LZs).

Thus, Chilliwack was a challenging place to learn to paraglide.

The novice site involved an hour and a half hike up Elk Mountain to reach launch. The reward was a spectacular alpine launch and a 3300-foot flight back to the Chilliwack River Valley. After four paraglider-laden hikes up and down the mountain, conditions finally were such that Will and other students were able to launch.

“That first launch was one of the scariest things that I have ever done,” recalls Will. “I knew that I could launch the glider and control it over my head, and had tried the controls on the tandem glider up on Blackcomb, but this was a whole new experience.

I had no idea whether anyone had even tried paragliding onehanded before.” The launch went off without a hitch.

Given the wet season that year in BC, Will was not able to get his 25 flights to be signed off for his rating. Max suggested a trip to Point of the Mountain near Salt Lake City, Utah. This provided a whole new challenge for Will in the form of high-wind launches.

Determination got him through, and by the end of the trip, after being dragged through gravel and weeds a few times, he was able to launch in moderate winds.

Will Craig in flight

Will spent the following years tweaking his skills, and modifying his glider for ease, efficiency, and safety. He no longer wears his prosthetic arm while paragliding as it often got in the way during launch and in the air. The left and right brake lines are different colors so that when he pulls up the glider they are easy to identify. Will still uses a bar connecting the two brake lines together so that he can operate both brakes with one hand, and a second speed bar is hooked into his split A’s to allow him to pull big ears with his feet.

Launching involves pulling up both A-risers with a brake bar in his hand so that he can get onto the brakes right away to prevent a surge or to correct the glider. Will usually reverse inflates because it is easier to get the glider up and control it. Low wind launches are the most challenging, as it is difficult to inflate the glider one-handed perfectly straight. During high wind launches, Will finds it easier to walk to the edge and turn later than other pilots. If winds are very strong, he can launch below the crest of the hill.

In the air, Will pulls on the middle bar to Hang Gliding & Paragliding: January, 2004

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F LYA B I L I T Y Will Craig points to the British Hang Gliding and Paragliding Association (BHPA) program of Flyability as a great example of how to help folks of all abilities enjoy free flight. Will found the program information while visiting the association’s Web site (www.bhpa.co.uk). According to the BHPA website, “Flyability does not simply take people with disabilities flying, but strives to motivate people with disabilities to become involved in the sports of hang gliding and paragliding and to train as pilots.” In other words, Flyability not only encourages people of all abilities to enjoy free flight as passengers, it encourages them to be direct participants—pilots!—in the sports of hang gliding and paragliding. Will would like to see a similar program in North America.

In addition to paragliding, Will continues to mountain bike, rock climb, ski, and snowboard. In the future, he is looking forward to flying other sites within the western United States, Europe, and Central and South America.

apply even brakes, or pulls down and across to brake on one side or the other. He steers with his body and the brake bar, and can pull big ears at the same time with a second speed bar if rapid descent is needed. Landing involves pulling straight down on the middle of the bar to flare.

In emergency situations, such as an asymmetric collapse, Will can steer straight while leaning to the opposite side and pumping with his right hand. To pull a B-line stall he can clip

Will Craig launching…

Will would enjoy hearing from other one-armed pilots to discuss glider modifications and technique (willhcraig@hotmail.com). His Web site is www.prostheticarm.com

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the split-A bar into the B-risers and pull down, or pull big ears to get down quickly. Will’s reserve chute is mounted on the right side where it is easy to access.

Highlights of Will’s paragliding adventures include views of spectacular peaks, old growth, bears eating blueberries, and alpine meadows. He has fond memories of a 21-kilometer flight with an 8000-foot gain, in Pemberton, British Columbia, where he landed on a golf course.

A friendly golfer picked him up in his cart and brought him to the clubhouse for a beer. His most memorable flights also include winter paragliding at Red Mountain, and sharing a thermal with an eagle at Woodside in the Fraser Valley.

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considering him as an individual with the training and years of experience that he has. Will has experienced this attitude in other sports, and finds it frustrating, though it is not about to deter him from enjoying the sport. The key, he notes, is being out there doing what he loves to do, experiencing the freedom, intensity, and beauty of flight. He has a positive attitude, and enjoys answering questions about his set-up.

Will recently had the opportunity to help another one-armed pilot with techniques and glider modifications so that he could return to the joy of the sport.

Will now lives in Salt Lake City, Utah, which of course means more practice launching in high winds! He attends the University of Utah, entering his last year of residency as a doctor of Physical Medicine and Rehabilitation. When asked about the reactions of other pilots towards a one-armed pilot, Will responds that attitudes vary. Some people are inspired, some curious; many are enthusiastic and like to help out if they can. Others question the ability of a pilot with one arm, and make assumptions without

Fly

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303-817-0803 www.peaktopeakparagliding.com Hang Gliding & Paragliding: January, 2004

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Site Guide: Goat Peak and Flagg Mountain in Washington’s North Cascades

By Matt Gerdes, Contributing Editor

W

hen the North Cascades and eastern Washington are blessed with light-andvariable conditions, Goat Peak in Mazama is one of the most phenomenal mountain sites in the western United States.

Located above the picturesque mountain village of Mazama just a few miles west of Winthrop in the Methow Valley, Goat Peak and Flagg Mountain are two little-known, seldom-flown launches with massive potential. Glass-off flights to 9,000 feet on late summer evenings are a frequent treat, and the strength of mid-day conditions rival Chelan but with glacier-capped peaks, mountain terrain, and views that are comparable to the Alps in breadth and beauty.

Last summer, I was part of a group that was tempted into the 3-hour drive to Methow Valley by local pilot Dave Verbois. It was blown out at Chelan, and Dave was telling us that it was sure to be flyable near his house outside of Winthrop, just a few more miles up the road. For lack of a better plan, we decided to follow along.

The first site Dave recommended was a hike up near the Winthrop golf course. Being accustomed to riding trams to launch, the thought of hiking up to launch in the 95°F heat was less than appealing, and the sight of a dust devil—scratch that—a tornado!— ripping across the road near the LZ with

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full-sized tumbleweeds and small rodents entrained in its vortex caused us to immediately reconsider the plan, despite the near guarantee of suitable lift. Our other choice was to try Goat Peak, just a little further northeast.

After traveling from Cashmere to Chelan and then to Winthrop in search of good weather, it was shaping up to be a classic day of para-driving as we blew by the Mazama turn-off at 65 mph at 6 p.m.

“Turn around!” someone screamed from the back of the truck.

It was late, we’d been chasing it all day, and when we finally did arrive on the Goat Peak launch, our six hours of driving were rewarded with less than ideal conditions.

We sat around, nine pilots willing the windsock to change, contemplating the possibilities of launching anyway, and then changing our minds again when the only local pilot present (Dave) explained that if the conditions aren’t right, you might not make the LZ, but you might make nice big holes in your wing if you land short in the 100-foot-tall pine trees.

The Goat Peak launch works quite often mid-day and yields incredible thermal soaring on the eastern slope of the Cascade Mountains above and along the LZ-abundant Methow Valley around Mazama.

One of the most important factors to look for if you plan to fly Goat is an up-valley flow in the Methow along U.S. Highway 20 January, 2004: Hang Gliding & Paragliding

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EATING AND SLEEPING from Winthrop to Mazama. This up-valley flow is crucial—if it is blowing down the valley, do not fly Goat. Winds throughout the region should be light and variable or close, with little or no significant push from the west in the atmosphere.

To get there, turn off of U.S. Highway 20 at Mazama and continue through the small intersection—you’ll see a windsock in the field near the road. Approximately one mile south on Lost River Road is the Goat Peak Road turnoff. Take this dirt road, veering left at the Cub Creek turnoff, and continue on to the Downwind Dave Memorial Launch, which is just before the 4-mile marker.

This launch was named after the legendary Dave Kruglinski, one of the original Northwest paraglider pilots and an avid hiker, mountaineer and world traveler who loved flying in the Cascades and probably completed more solo climbs and launches at new sites in the Northwest than any other pilot.

Before deciding to launch, always drive up the road another 400 yards to the lookout on the left. Here you should double check that wind and cycles are coming straight up the slope and the conditions look excellent. From launch, the LZ will be just out of sight beneath the edge of a steep escarpment above Mazama.

Because of this and the unforgiving nature of the glide to the LZ in less than ideal conditions, Goat Peak is considered a P3 site. If you choose to launch in crappy conditions, you risk landing in the very tall pine trees on the rim short of the valley LZ. After launching from Goat, most pilots choose to turn right and do 180s near the hill until they are high enough to make 360s and climb to the top of Goat Peak at 7,000 feet, where they wave to the fire lookout, Lightning Bill, in his tower. If you catch his attention, Lightning Bill will snap a photo of you, which will be on display in the lookout tower next time you cruise by on foot.

The two Flagg Mountain launches just down the valley from Goat Peak are often soarable if the Goat Peak launch isn’t working, so that’s where we headed on this particular evening. Getting to these launches is tricky, to say the least, and contacting a local is mandatory if you want to fly from Flagg Mountain.

Dave Verbois is a local pilot and instructor, and a most hospitable and responsible guide. He is always up for a thermal flight, so if the weather is good it’s easy to convince him to head out there with you if he isn’t there already. One of the launches on Flagg is suitable for P2 pilots, and the other is more of a P4 site. And it isn’t a P4 site in the way that some coastal cliffs are in certain parts of California, as traffic and politics are non-issues in the North Cascades.

Just down U.S. Highway 20 from Mazama is Winthrop, a western-style tourist town on the Methow River. A nice variety of tasteful options for food and lodging is available there, mostly along the Old-West theme. www.winthropwashington.com Dave Verbois is a USHGA-rated instructor and local pilot living near Winthrop. He can be reached at skywalker@methow.com or (509) 996-3590.

sites in eastern Washington, one pilot said, “This is a launch?”

Another quipped, “Did anyone bring a chainsaw?”

Cycles were screaming up the west-facing hillside, which in its flattest spot was too steep to walk comfortably on, and there was about enough room between the trees to lay out a medium-size wing. There was desperation in the air, however, and the 20-mph cycles rolling up the hill didn’t stop one pilot from laying out for a forward launch (he pulled it off), nor did the lack of space stop Marty DeVietti from acing a beautiful tandem launch.

The strength and frequency of the cyclic wind roaring in the treetops told me that we’d better dress up for altitude, even though it was 7 p.m. and the sun was nearing the peaks of Washington Pass. The first pilot to launch flew out above the treetops and was yanked skyward by a ripper, prompting the rest of the crew to step on it with their preparations. One by one we were plucked off the hill, rocketing skyward in 800-fpm lift. The lift was widespread, although cores were present and it was truly thermalling.

Once we reached a certain altitude a few thousand feet over launch, it was impossible to find sink anywhere in the vicinity of Mazama. The entire valley was releasing continually in an exhaust/convergence/thermal combo that was mind boggling in its placid consistency. The view of the North Cascades and the Methow Valley, combined with the massive amounts of “everywhere lift” and the abundance of fellow pilots boating around wingtip-towingtip 7,000 feet above the valley, made that flight one of the most memorable of my life, and instantly pegged the Goat Peak/Flagg Mountain area as one of the most excellent sites I’ve flown.

As the sun set and our crew of soaring-weary pilots peregrinated earthwards, we could hear the sounds of live country-bluegrass music coming from the Burnt Finger BBQ just across from the LZ, where we spent the evening sipping Moose Drool Ale and devouring large quantities of barbequed meat. Perfect!

When our group arrived at the steeper of the two Flagg Mountain launches that evening after being shut down at five consecutive Hang Gliding & Paragliding: January, 2004

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C L A S S I F I E D S

How to place your new and improved Economy Classified…

U LT R A S P O R T 1 4 7 – Beautif u l g e o m e t r i c s a i l d e s i g n i n r ed , b l ue a nd b l a c k , This entire ad now only $10! (would have cost $12.50 before) 1 0 0 h o u r s f l i g h t t i m e , H a l l wh eel s Figure 35 characters per line. $ 1 , 5 0 0 O BO . ( 3 1 5 ) 7 8 5 - 3 6 3 9 , Call USHGA headquarters and ask Jeff to send you our handy i ma gi n e hg @ao l . c o m classified composer assistant

FIRST LINE IS ALWAYS BOLD! (NO EXTRA COST) | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | |

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| | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | |

form (it looks ljust like this)…

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As part of the ongoing evolution of Hang Gliding & Paragliding magazine, we’ve initiated an overhaul of our advertising department. The first, most visible changes can be found in our Classified section.

Previously, advertisers who didn’t want to spend the money on a large display ad had no option other than a Classified Ad. Over the years, the Classified became cluttered with various graphics and logos embedded within ads. That made the section hard to read, and greatly increased costs to the advertisers who wanted to include their artwork.

But now there’s a better way to advertise: The USHGA Marketplace Advertising Section. The Marketplace offers a new opportunity for small business owners and cost-conscious advertisers. Gone are the gray graphics embedded in classifieds—we now offer full-color ad space at the low rate of just $150 per month (or $125 with an annual contract).

The new Marketplace Ads are 2-inches by 3-inches, and fit 9 to a page. Advertisers can provide their own digital files or use one of several ‘templates’ offered by the USHGA Art Department. That’s right—affordable, full-color ad space, and we will help design your ads, too!

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As part of the revision to the ad package, our new Classified Section no longer offers the ‘embedded graphics’ option— Classifieds will be text-only. The new Classified Ad rates make it easier and more affordable to use that section, as well.

With the streamlined Classified Section and the new, full-color Marketplace Section, advertising in Hang Gliding & Paragliding has never been so EASY and AFFORDABLE. For more information on our advertising options, contact ushga@ushga.org, or call (719) 632-8300.

New!

Marketplace Display Ads 2 x 3-inches Full-color More info: Contact artdirector@ushga.org

NEW CLASSIFIEDS

NEW “ECONOMY” CLASSIFIEDS available beginning with January issue of Hang Gliding & Paragliding Magazine (Volume 34, issue 1).

Less expensive, more effective, easier to order and place. 25-words. First line is bold face at no additional charge. All this for only $10. Each additional word is $1.

WHAT A DEAL!

Old classified: ($12.50): ULTRASPORT 147 – Beautiful geometric sail design in red, blue and black, 100 hours flight time, Hall wheels $1,500 OBO. (315) 785-3639, imaginehg@aol.com 25-words: $10! Free bold face in the first line of text, additional words $1 each. What could be easier?

New classified: ($10) ULTRASPORT 147 – Beautiful geometric sail design in red, blue and black, 100 hours flight time, Hall wheels $1,500 OBO. (315) 785-3639, imaginehg@aol.com NEW CLASSIFIEDS layouts make it easier for your buyers to find what they’re looking for. Easier to navigate, easier to read, easier to find what you’re selling- and all at a more competitive price.

GRAPHICS? Marketplace display ads offer a far more effective tool for getting your image in front of over 10,000 readers each month.

FULL COLOR at no additional charge. $150.

January, 2004: Hang Gliding & Paragliding

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Digifly Runner more features, lower $$ than the competition

On Sale NOW! (866) SNOW-FLY

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Betty Pfeiffer High Energy Sports, Inc. www.highenergysports.com

714-632-3323

FLYTEC Join Super Fly as we fly in beautiful Governador Valledarez Brazil.

Gentle thermals, cloud base flying in shorts and T shirts, long XCs possible!!!

March 1-10, 2004 $1800 Contact Super Fly at info@4superfly.com or 801.255.9595

Hang Gliding & Paragliding: January, 2004 .

The Bug Suprone Harness Sit back and enjoy the view!

North American Distributor:

Kenny Brown sportwings@aol.com (530) 888-8622 www.moyesamerica.com

5030 GPS

Most Features USA Service

800•662•2449

www.flytec.com 71

C L A S S I F I E D S

H A N G G L I D I N G A D V I S O RY:

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

PA R A G L I D I N G A D V I S O RY:

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

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

AV8 — ICARO The Laminar MRX 700+ is available. Fly the glider flown by the US National Champion and both the Men’s and Women’s World Champions. (760) 721-0701, indasky@yahoo.com and www.icaro2000.com EVEN-UP TRADES — Looking to move up from your beginner or novice glider, but can’t put up cash? (262) 473-8800, info@hanggliding.com, www.hanggliding.com FALCONS CLEARANCE SALE — School use, one season. Falcon 1s and 2s. All sizes $1,250-$2,500. (262) 473-8800, info@hanggliding.com, www.hanggliding.com FREE PVC GLIDER STORAGE/TRANSPORT TUBE — With the purchase of any new glider.

(517) 223-8683, Cloud9SA@aol.com. Largest selection of new and used gliders in Michigan.

FUSIONS – Two sweet 150’s, low hours, great colors, spare downtubes. Make offers.

Fly@TheFloridaRidge.com or (863) 805-0440 for photos, info.

LAMINAR 14 ST – 1999, very sweet handling. Well maintained and cared for $1,999 rvander1@san.rr.com, (619) 787-8653.

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MOYES LITESPEED 5 – Good condition, low airtime $3,900. (909) 798-2588.

TALON 160 — 15 flights, red LE, white undersurface, hydranet, Slipstream control bar w/wheels $4,500. danarmstro@aol.com, (661) 821-0346, Calif.

THE BUG / SUPRONE POWER HARNESS - Stability, performance and comfort. Climb to altitude on your terms! Complete harness ready to fly. Electric start, silencer kit, prop lock & more... $5,688 delivered. US Distributor & Service Center, Ken Brown (530) 888-8622, Sportwings@aol.com

TARGET 180 - Like new, only two flights for total of 1 hour. White upper surface, dark blue under surface. Perfect beginner glider $2,200.

(512) 335-9459, whmoody@swbell.net.

CG HARNESS – w/Lara Gold chute & swivel $1,500 OBO. Eric Raymond tandem harness, chute, swivel $800 OBO. Reggie Jones (619) 445-3633, reggieandvicki@cox.net

ULTRASPORTS – Three great 147’s, low hours, nice colors, extras. Less than $1500.

Fly@TheFloridaRidge.com or (863) 805-0440 for photos, info.

HARNESSES—5’0”-6’5” Cocoons $125+up.

Pods $200+up. Inventory, selection changes constantly. Some trades accepted.

(262) 473-8800, info@hanggliding.com, www.hanggliding.com

WORLD TEAM LAMINAR MRX 700 – 2003, loaded: MR A-Frame, high speed airfoil, carbon inserts on L.E. Hardly flown. Perfect condition $4,600. rvander1@san.rr.com (619) 787-8653.

WWXC 142 – Near perfect condition.

Best offer. Fly@TheFloridaRidge.com or (863) 805-0440 for photos, info.

EMERGENCY PARACHUTES

AUTHORIZED CHUTE REPAIR — And service center for APCO, Elan, Chiron powered parachutes and UP/Perche/Independence paragliders and more! We have a full-time loft available with quick turn around for small to huge repairs and annual inspections. Ship your chute to MoJo’s Gear Ltd. Co., 1475 CR 220, Tow, TX 78672 Attn: REPAIR or INSPECTION. Include a note about the service(s) you require as well as a contact phone number and email. We will contact you with an estimate prior to starting the work. Office: (915) 379-1567, www.mojosgear.com INSPECTED RESERVES – For HG or PG $199+up. Used Quantum, all sizes $475+up.

Some trades accepted. (262) 473-8800, info@hanggliding.com, www.hanggliding.com METAMORFOSI CONAIR PARACHUTE. Like new $450. rvander1@san.rr.com (619) 787-8653.

HARNESSES

AEROS VIPER RACING HARNESS - Matrix claw outer skin, incredibly streamlined, very comfortable, sized for 6’ 1” to 6’ 4”.

Barely used. New $1195, sacrifice at $695. rvander1@san.rr.com. (619) 787-8653.

PARAGLIDERS

AIRSPORTSUSA—www.powerparaglider.com, www.flyforfun.net. Manufacturing the BP Parawing! America’s #1 selling backpack motor.

APCO KEARA – New, small, 1 flight, 1 hour $1,900 or possible trade. Fresh from the dealer in perfect condition. (720) 746-1520, deckerkarl@hotmail.com OZONE PROTON GT XL – DHV 2-3, good shape, re/blue, min. flights, good sink rate $1,700 OBO. tandemrudy@hotmail.com, (510) 776-2341.

RIGID WINGS

AV8 — STRATUS RIGID. World championship rigid wing. We stock Stratos and Atos parts. Call (760) 721-0701 or email indasky@yahoo.com EXXTACY 160 – Clean, reinforced for tandem or microlight, rigged for solo, custom flap pockets $5,000. (602) 320-6439.

EXXTACY 160 - 1997 Excellent Condition $3000 OBO. (714) 898-4121, grimjay@oco.net GHOSTBUSTER 2000 - Very clean, complete w/recreational control frame, wheels, full race Wills Wing control frame, extra downtubes, extra carbon fiber base frame, spare keel, XC split bags, many many extras: complete make up for racing $4,000 http://members.cox.net/ reggiefiles/glider “More Bang For the Buck.” Reggie Jones (619) 445-3633, reggieandvicki@cox.net January, 2004: Hang Gliding & Paragliding

C L A S S I F I E D S

ULTRALIGHTS

AIRSPORTS USA — WWW.FLYFORFUN.NET - W W W. P O W E R - PA R A C H U T E . C O M Manufacturing the DFS single and DFS dual.

Trike or Powered Parachute, check out our web site for this amazing plane!

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 ARIZONA

DIXON’S AIRPLAY PARAGLIDING - Dixon White & Marty Devietti: USHGA’S Instructors of the Year. Individualized instruction at perfect beginner training areas. Drive to uncrowded launches, land in wide-open fields, enjoy many flights each day. State-of-the-art lesson plans and equipment. Reservations required. P.O. Box 2626 Flagstaff, AZ 86003. Call (928) 526-4579 for Arizona or (509) 782-5543 for Washington. www.paraglide.com or dixon@paraglide.com CALIFORNIA

AIRJUNKIES PARAGLIDING — Join KEN BAIER for your “Pursuit of Paragliding Excellence” in the land of year-round, excellent paragliding: Southern California and the Baja. Courses for Novice, Intermediate, Advanced and Instructor ratings. Powered paragliding, soaring and maneuvers clinics, guided tours, tandem and towing instruction and special events. USHGA certified. Handling the latest equipment.

Call (760) 753-2664 for information, airjunkies@worldnet.att.net COME FLY WITH ROB SPORRER - (USHGA’S 2002 Instructor Of The Year!) and the rest of Eagle Paragliding’s excellent instruction staff.

We are an Airplay sister school, and teach the same high quality program which has made Dixon’s Airplay a top-ranked school for years. We specialize in beginner instruction.

Santa Barbara caters to paraglider pilots of all levels. Our training hill is unparalleled. We offer year-round instruction, equipment sales, SERVICE, and support. By appointment only. www.FlySantaBarbara.com (805) 968-0980.

FLY ABOVE ALL - Year-round instruction in beautiful Santa Barbara! USHGA novice through advanced certification. Thermalling to competition training. Visit www.flyaboveall.com (805)965-3733.

Hang Gliding & Paragliding: January, 2004

DREAM WEAVER HANG GLIDING — Train on state-of-the-art Wills Wing Falcons. Lesson packages: One four-hour lesson $125. Three four hour lessons, plus tandem off 2,000ft. $400. Five lessons for $550. Ten lessons plus tandem $1,000. Complete lesson programs.

Year-round instruction. Launching and landing and thermal clinics. Don’t hike your glider yourself, I’ll help you! Dealer for Wills Wing, Moyes, Aeros, High Energy Sports, Rotor harnesses, Ball varios, Flytec, Brauniger, Garmin GPS, Camelbaks and more. 80 miles east of Bay Area. I’m your northern California Mosquito harness dealer. Call or email to schedule your Mosquito demonstration or clinic. Giving lessons five days a week, Fridays through Tuesdays. Ideal training hill, up to 150ft., 600ft. mountain, 1,200ft. mountain. Tandem instruction. USHGA Advanced Instructor DOUG PRATHER (209) 556-0469 Modesto, CA. drmwvrhg@softcom.net TORREY PINES GLIDERPORT — Come soar in San Diego! This family-owned and operated flying site offers USHGA-certified instruction, advanced training, equipment sales, tandem flight instruction, motorized pg/hg instruction and site tours. We also have an extensive pg/hg outfitting shop offering parachute repacks and full-service repairs. Bring your family for our amazing sunsets and dining at the Cliffhanger Cafe. Importers for Paratech and Independence gliders. We also carry AustriAlpin, Center of Gravity, Crispi and SupAir. Check us out online for sales and questions at: www.flytorrey.com, or call toll-free at 1-877-FLY-TEAM (359-8326).

Also, tune in to the Internet Paragliding Talk Show at www.worldtalkradio.com every Tuesday 9-11:00am (PST).

MISSION SOARING CENTER - Largest hang gliding shop in the West! Our deluxe retail shop showcases the latest equipment and has two virtual reality hang gliding flight simulators.

We stock new and used…Wills Wing, Altair and Moyes gliders, and all the hottest new harnesses.

Trade-ins are welcome. Our comprehensive training program, located at the San Francisco Bay Area’s finest beginner site features gently sloped “bunny hills,” Wills Wing Falcons of all sizes and comfortable training harnesses!

THE HANG GLIDING CENTER — PO Box 151542, San Diego CA 92175, (619) 265-5320.

“FIRST FLIGHT” 15-minute video tour of our beginner lesson program shows a student’s skill progression $20 (shipping included).

1116 Wrigley Way, Milpitas CA 95035 (near San Jose). (408) 262-1055, fax (408) 262-1388. mission@hang-gliding.com www.hang-gliding.com

SAN FRANCISCO HANG GLIDING CENTER — Tandem instruction, solo lessons, gliders new and used. Ultralight seacraft instruction over San Francisco Bay. Apprenticeship program.

(510) 528-2300, www.sfhanggliding.com 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 COLORADO

AIRTIME ABOVE HANG GLIDING – Fulltime lessons, sales, service. Colorado’s most experienced! Wills Wing, Moyes, Altair, Aeros, Airwave, High Energy, Ball, Flytec, MotoComm and much more. Call (303) 674-2451, Evergreen, Colorado AirtimeHG@aol.com PEAK TO PEAK PARAGLIDING LLC - New paragliding school in Boulder! Offering excellent state-of-the-art instruction. Equipment & tandems. Kay@peaktopeakparagliding.com www.peaktopeakparagliding .com CONNECTICUT

MOUNTAIN WINGS — Look under New York.

FLORIDA

FLY THE RIDGE - At the epicenter of Florida’s converging coastal winds. XC over 75 miles in any direction. X2’s set up, harnessed and ready to fly. New management and staff, experienced aero-tow pilots, friendly instruction, camping, swimming, fishing.

One hour from either Florida coast on State Road 80 between Clewiston and Labelle.

(863) 805-0440. www.TheFloridaRidge.com GRAYBIRD AIRSPORTS — Paraglider & hang glider towing & training, Dragonfly aerotow training, XC, thermalling, instruction, equipment. Dunnellon Airport (352) 245-8263, email fly@graybirdairsports.com www.graybird airsports.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.

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C L A S S I F I E D S

MIAMI HANG GLIDING - We have the most advanced training program known to hang gliding, teaching you in half the time it takes on the training-Bunny Hill, and with more in-flight air time. Yes, we can teach you faster and safer. For year-round training fun in the sun, call or write Miami Hang Gliding (305) 285-8978. 2550 S Bayshore Drive, Coconut Grove, Florida 33133.

THE BEST AEROTOW — Instruction available.

The only U.S. hang gliding school with two national champion instructors and U.S. World Team Members Bo Hagewood 2000 National Champion and Paris Williams 2001, 2002 & 2003 National Champion. From your first tandem to advanced X-C racing instruction.

Open every day with beautiful remodeled 90+ acre facilities. Plenty of other activities like our screened in pool, hot tub, private lake, canoes, fishing, volleyball and just minutes from Orlando attractions. Learn from the best.... at Quest! www.questairforce.com Email: questair@sundial.net (352) 429-0213 Groveland, FL WALLABY AEROTOW FLIGHT PARK Satisfaction Guaranteed. Just 8 miles from Disney World. Year round soaring, open 7 days a week, six tugs, no waiting, every direction. 50+ nice demos to fly, topless to trainer gliders: Laminar, Moyes, Wills, Airborne, Airwave, Exxtacy, La Mouette, Sensor; also harnesses, varios, etc.

Ages 13 to 73 have learned to fly here. No one comes close to our level of experience and success with tandem aerotow instruction.

A great scene for family and friends. 10 motels & restaurants within 5 minutes, camping, hot showers, shade trees, sales, storage, ratings, XC retrievals, great weather, climbing wall, trampoline, DSS TV, ping pong, picnic tables, swimming pool, etc. Flights of over 200 miles and more than 7 hours. Articles in Hang Gliding, Kitplanes, Skywings, Cross Country and others.

Featured on numerous TV shows, including Dateline NBC, The Discovery Channel & ESPN. Visit us on the Web: http://www.wallaby.com.

Please call us for references and video. 1805 Dean Still Road, Disney Area, FL 33837 (863) 424-0070, phone & fax, fly@wallaby.com, 1-800-WALLABY. Conservative, reliable, state-ofthe-Art. F.H.G. INC., flying Florida since 1974.

GEORGIA

LOOKOUT MOUNTAIN FLIGHT PARK - Discover why 5 times as many pilots earn their wings at LMFP. We wrote USHGA’s official training manual. hanglide.com, 877-hanglide, (877) 426-4543.

HAWAII

BIRDS IN PARADISE – Hang gliding & ultralight flying on Kauai. Certified tandem instruction. (808) 822-5309 or (808) 639-1067, birds@birdsinparadise.com www.birdsinparadise.com PROFLYGHT PARAGLIDING - Call Dexter for friendly information about flying on Maui. Full service school offering beginner to advanced instruction everyday, year round.

(808) 874-5433, paraglidehawaii.com IDAHO

KING MOUNTAIN GLIDERS — Alluring site plus shop supplying all your HG/PG needs. Instruction, equipment sales, tandems, complete accessories. Visit our website w w w. k i n g m o u n t a i n g l i d e r s . c o m o r (208) 390-0205.

MAINE

DOWNEAST AIRSPORTS — Paragliding and hang gliding instruction; quality equipment sales. Specialize in “biwingual” cross-over training. Extended training/tour packages with lodging in magnificent Acadia NP available by reservation. www.downeastairsports.com, in_a_cloud@hotmail.com, Marc (207) 244-9107.

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! phone (410) 634-2700, Fax (410) 634-2775, 24038 Race Track Rd, Ridgely, MD 21660, www.aerosports.net, hangglide@aerosports.net MICHIGAN

CLOUD 9 SPORT AVIATION — Aerotow specialists. We carry all major brand hang gliders. Free PVC glider storage/transport tube with new glider purchase. Now in stock: 2003 Upgrade Wills Talon Comp, U2 145, U2 160, Falcons; Moyes Litespeed 4, Sonic 165; Airwave Magic Kiss 154. Outrigger wheels and other accessories in stock.

Cloud 9 Field, 11088 Coon Lake Road West, Webberville, MI 48892. Cloud9sa@aol.com http://members.aol.com/cloud9sa Call for spring tandem lessons and flying appointments with the DraachenFliegen Soaring Club at Cloud 9 Field (517) 223-8683, DFSCinc@aol.com http://members.aol.com/dfscinc

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.

NEVADA

ADVENTURE SPORTS — Carson City, Sierra tours, tandems, sales. (775) 883-7070 http://home.pyramid.net/advspts NEW JERSEY

MOUNTAIN WINGS — Look under New York.

NEW YORK

AAA FLIGHT SCHOOL — In Ellenville.

Mountain Wings Hang Gliding and Eastcoast Paragliding Center. The Northeast’s oldest, largest and most professional training center.

Sales, service, demos, towing , ultralight training, pro shop and the “best damn training hill” anywhere. mtnwings@hvc.rr.com www.mtnwings.com (845) 647-3377.

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.

SUSQUEHANNA FLIGHT PARK COOPERSTOWN 160’ training hill with rides up. 600’ ridge- large LZ. Specializing in first mountain flights. Dan Guido 293 Shoemaker Rd. Mohawk NY 13407 (315) 866-6153, dguido@dfamilk.com PENNSYLVANIA

HIGHLAND AEROSPORTS — See Maryland MOUNTAIN WINGS — Look under New York PUERTO RICO

FLY PUERTO RICO WITH TEAM SPIRIT HG! Flying tours, Rentals, Tandems, HG and PG classes, H2 and P2 intensive Novice courses, full sales. (787) 850-0508, tshg@coqui.net

C L A S S I F I E D S

TENNESSEE

VIRGINIA

MEXICO

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

BLUE SKY - Full time instruction at Blue Sky Flight Park near Richmond. Scooter, platform and aerotowing available. All major brands of equipment, with Mosquitos and Doodlebugs in stock. Steve Wendt (540) 432-6557, (804)-241-4324, www.blueskyhg.com

FLY BAJA MEXICO - Join us for our twelfth year paragliding at La Salina, Baja, Mexico, February 21 to 28, 2004. Some of the most consistent flying conditions in North America.

Beach front accommodations and all ground transportation to and from San Diego Airport included. Beginners welcome: $1,175 includes all instruction and equipment. Para 2 and above rated pilots with their own equipment: $899.

Call 1-800-PARAFLY or visit our web site at www.paraflypg.com

TEXAS

AUSTIN AIR SPORTS - Check website for schedule of events, all flying by reservation only, dragonfly/trike instruction, intro foot launch, classes, aerotowing/winch towing, excellent xc flying, tandem instruction, sales and service.

Steve Burns, (979) 229-2699, sburns@austin airsports.com. Fred Burns, (281) 471-1488, austinair@aol.com, 3810 Bonita Lane, La Porte TX 77571. www.austinairsports.com GO...HANG GLIDING!!! — Jeff Hunt. Austin ph/fax (512) 467-2529 jeff@flytexas.com www.flytexas.com HILL COUNTRY PARAGLIDING INC — Learn complete pilot skills. Personalized USHGA certified training, ridge soaring, foot & tow launching in central Texas. Motorized paragliding instruction & equipment available.

(915) 379-1185. 1475 CR 220, Tow TX 78672.

TX FLYSPORTS — specializing in powered paragliding, certified instruction. Sky Crusier, Fly Products, Fresh Breeze. US importer of MacPara Technology paragliders (Eden II and Muse). (713) 494-1970 Houston, www.macparaUSA.com UTAH

CLOUD 9 SOARING CENTER — Once again, we are the closest shop to the Point of the Mountain. Utah’s only full time PG/HG shop and repair facility. Contact 1-888-944-5433 or www.paragliders.com SUPER FLY PARAGLIDING ACADEMY — Join Team Super Fly! We offer comprehensive pilot training programs, powered paragliding instruction, tandem flights, maneuvers training, towing training/certification and tandem pilot training. We make great pilots!

We are the closest shop to Point of the Mountain, open year round and supported by the Super Fly, Inc. distribution and service center just minutes away. Call about demo and used equipment of all kinds. Instructors Ken Hudonjorgensen, Chris Santacroce, Kevin Biernacki, Dale Covington, Jake Walker, Jeff Farrell. Lessons start at $65. (801) 255-9595 or www.paraglidingacademy.com Hang Gliding & Paragliding: January, 2004

HIGHLAND AEROSPORTS — See Maryland SILVER WINGS, INC. — Certified instruction and equipment sales. (703) 533-1965 Arlington VA silverwingshanggliding.com WASHINGTON

DIXON’S AIRPLAY PARAGLIDING — Please see our classified ad under Arizona. To make reservations, call Doug and Denise at (509) 782-5543. www.paraglide.com U.S. AIRBORNE SPORT AVIATION CENTER — Full service flight school & sales. Paragliders, hang gliders, paramotors, light trikes, Explorer harnesses, AirBorne trikes, aero towing, flight suits, Lynx helmets and headsets, BRS, tours and a full line of accessories. USHGA advanced paraglider instructor, ASC advanced flight instructor: trikes & paramotors. Nice bluegrass strip near the Blue Mountains of SE Washington and Hells Canyon. Scott & Terri Johnson, www.usairborne.com, (509) 243-4988.

WISCONSIN

RAVEN SKY SPORTS, INC – Will re-open in 2004 under new ownership. (262) 473-8800 www.hanggliding.com, info@hanggliding.com WYOMING

JACKSON HOLE PARAGLIDING — Come to Paragliding Paradise and enjoy Alpine flying at its absolute best! Jackson Hole Paragliding can help turn flying dreams into reality with our quality instruction and guide service.

Long known as an outdoorsman’s paradise, Jackson Hole has evolved into a Mecca for paragliding activities. JHPG offers tandem flights, beginner through advanced instruction, mountain thermal clinics, XC clinics, towing, maneuvers training, aerobatic demonstrations and paramotoring. A perfect flying day-Launch the Jackson Hole Mountain Resort Aerial Tram in the morning, Tow at the Palisades Reservoir in the afternoon. Contact scharris@wyoming.com www.jhparagliding.com (307) 690-TRAM (8726)

WINTER FLYING VACATIONS – Valle de Bravo and beyond. www.flymexico.com, 1-800-861-7198, December – April, in and out on Sunday, PG & HG. Discounts for returning clients, other discounts available. $895 PG, $1,095 HG w/glider included. Lodging at a Grand Hotel or houses, go flying every stinkin’ day.

PARTS & ACCESSORIES

FLIGHT CONNECTIONS, INC. PTT II - Order online and save, water/dust resistant push button, field replaceable finger switch, heavier gauge wire/improved plugs, increased strain relief at all joints. Special price $99.95. Extra finger switch $19.95 w/purchase. Dealer inquiries welcome. Call (913) 530-8829. MC/ Visa. Visit our website at www.flightconn.com, mikedillon@flightconn.com FOR ALL YOUR FLYING NEEDS — Check out the Aviation Depot at www.mojosgear.com featuring over 1000 items for foot-launched and powered paragliding, hang gliding, stunt and power kiting, and powered parachutes.

24/7 secure online shopping. Books, videos, KITES, gifts, engine parts, harness accessories, electronics, clothing, safety equipment, complete powered paragliding units with training from Hill Country Paragliding Inc. ww w.hillcountryparagliding.com 1-800-664-1160 for orders only. Office (915) 379-1567.

GLIDER BAGS - XC $60., heavy waterproof $100. Accessories, used stuff. Low prices, fast delivery! Bar mitts, harness packs & zippers.

Gunnison Gliders, 1549 County Road 17, Gunnison CO 81230. (970) 641-9315, orders 1-866-238-2305.

HALL WIND METER - Simple. Reliable.

Accurate. Mounting brackets, control bar wheels. Hall Brothers, PO Box 1010, Morgan, Utah 84050. (801) 829-3232, www.hallwindmeter.com 75

C L A S S I F I E D S

MINI VARIO — World’s smallest, simplest vario! Clips to helmet or chinstrap. 200 hours on batteries, 0-18,000 ft., fast response and 2 year warranty. ONLY $169. Mallettec, PO Box 15756, Santa Ana CA, 92735. (714) 966-1240, MC/Visa accepted, www.mallettec.com OXYGEN SYSTEMS - The world-class XCR180 operates up to 3 hours @18,000 ft. and weighs only 4lb. Complete kit with cylinder, harness, regulator, cannula and remote on/off flowmeter, only $400.00. 1-800-468-8185.

TEK FLIGHT PRODUCTS - Camera mount (A or B) $48.50 ($6 S&H). Vario mount $23 (S&H included). 6” wheels $29.75, 8” wheels $34.75, $10 S&H pr. Web page www.tekflight.com for more. Tek Flight Products, Colebrook Stage, Winsted CT 06098.

Or call (860) 379-1668. Email: tek@snet.net WINDSOKS FROM HAWK AIRSPORTS INC — P.O. Box 9056, Knoxville, TN 37940-0056, (865) 945-2625. World famous Windsoks, as seen at the Oshkosh & Sun-N-Fun EAA Fly-Ins. Hawk@windsok.com, www.windsok.com PUBLICATIONS & ORGANIZATIONS

BIRDFLIGHT - Otto Lilienthal’s genius in scientific observations and analysis, documented in this work, became the basis for the experimentation of the early pioneers in aviational flight. The “hero” of the Wright brothers, Otto is considered to be “The Father of Gliding Flight.”

Lilienthal’s definitive book has been out of print for almost a century, but is now available to everyone for a wonderful and absorbing journey into aviational history. 176 pages, 16 photographs, 89 drawings and 14 graphs. $19.95 (+$5 s/h) Call USHGA 1-800-616-6888, or order off our website www.ushga.org FLY THE WING! Hooking Into Hang Gliding, by Len Holms. This is the perfect book for those curious about the sport of hang gliding. Written at a level which will not swamp the reader with daunting amount of technical details, you will learn about hang glider wings and the skills needed to fly them. 84 pages with photos and illustrations. $12.95(+$5 s&h). USHGA, PO Box 1330, Colorado Springs CO 80901. 1-800-616-6888 www.ushga.org HARRY AND THE HANG GLIDER is a beautifully illustrated, hardcover children’s book with 40 color pages written for pilots to share the dream of flight! To order: send $24.95 plus $3 shipping to SkyHigh Publishing, 201 N. Tyndall, Tucson, AZ 85719 or call (520) 6288165 or visit http://www.flash.net/~skyhipub Visa/MC accepted.

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SOARING Monthly magazine of The Soaring Society of America, Inc. Covers all aspects of soaring flight. Full membership $55.

Info. kit with sample copy $3. SSA, P.O. Box 2100, Hobbs, NM 88241. (505) 392-1177.

THE ART OF PARAGLIDING By Dennis Pagen. Step by step training, ground handling, soaring, avoiding dangers, and much much more. 274 pages, 248 illustrations. The most complete manual about paragliding on the market. $34.95 +$5.00 s/h. USHGA, PO Box 1330, Colorado Springs CO 80901. (719) 6328300, fax your MC/Visa/Amex to (719) 6326417, www.ushga.org, ushga@ushga.org REAL ESTATE

TETON CLUB ~ JACKSON HOLE, WYOMING. Own a million dollar condominium for a fraction of the cost at the base of Jackson Hole Mountain Resort. Step out your back door onto Jackson Hole’s Aerial Tram and rise 4,139 vertical feet to the top of Rendezvous Mountain for S to E launching conditions. Come to Paragliding Paradise and enjoy Alpine flying at its absolute best!

For more information contact Fred Harness @ fharness@tetonclub.com or 307-734-0745 Ext. 112 Check us out at www.tetonclub.com “This announcement is not an offer of solicitation to buy to residents of any state in which registration has not been completed.”

VIDEOS & DVDS

VIDEOS FROM USHGA – WWW.USHGA.ORG *NEW* STARTING POWERED PARAGLIDING Great intro to powered paragliding. From t first lessons, first solo flight, to advanced techniques.

Covers ground school w/simulator training and paraglider wing ground handling, equipment fundamentals , weather to fly, & expert pilots showing advanced techniques. 44 minutes $36.95 ALSO AVAILABLE IN DVD, same great price. *NEW* LIFTING AIR For Paragliding— How to Thermal and Soar. Master the principles of lifting air with Dixon White. Learn where to look for thermals and ridge lift, how to stay in the lifting air to climb efficiently, and deal appropriately with the dynamics of the soaring conditions. 40 minutes $39.95 ALSO AVAILABLE IN DVD, same great price. *NEW* PARAGLIDER TOWING Instructional.

Learn the fundamentals of paraglider towing with Dixon White. Basic how-to and safety tips.

24 minutes $24.95 ALSO AVAILABLE IN DVD, same great price.

MISCELLANEOUS

“AEROBATICS” POSTER — Full color 23”x 31” poster featuring John Heiney doing what he does best-LOOPING! See www.ushga.org under store/misc for example. Available through USHGA HQ for just $6.95 (+$5.00 s/h). USHGA, PO Box 1300, Colorado Springs CO 80933.

(USA & Canada only. Sorry, posters are NOT AVAILABLE on international orders.) SPECIALAerobatics poster & Eric Raymond poster-BOTH FOR $10 (+$5 s/h). gpscablestore.com – Check our large selection of communication and power cables, adaptors, remote antennas and accessories.

Smokin’deals and free shipping.

Macintosh G4 1.42G, DP 2GB RAM, 120MB HD, FireWire 800, USB2, OS X “Panther”. New (still in box) USB Printer, Keyboard, Mouse, Sony Trinitron monitor, Canon Scanner. Everything $3K 303/420-4344, artdirector@ushga.org NEW APPAREL, VIDEOS, BOOKS & POSTERS — Check out our web page www.ushga.org DON’T LEAVE YOUR GROUND-BOUND EQUIPMENT SITTING IN THE GARAGE. SELL IT IN THE HANG GLIDING CLASSIFIEDS. WORLDWIDE INTERNET PARAGLIDING TALK SHOW — WWW.WORLDTALKRADIO.COM Listen live or to the archives! Live Tuesday 9-11:00 am (PST). Call toll-free, 1-888-5142100 or internationally at (001) 858-2683068. Paraglider pilots and radio hosts David and Gabriel Jebb, want to hear about your stories, promotions/events or insight: they also take questions!

C L A S S I F I E D A D R AT E S

The rate for classified advertising are 25 words for $10.00 and $1.00 per word after 25. MINIMUM AD CHARGE $10.00. Phone number=2 words. Email or web address=3words.

AD DEADLINES: All ad copy, instructions, changes, additions and cancellations must be received in writing 2 months preceding the cover date, i.e. April 20th is the deadline for the June issue. Please make checks payable to USHGA, P.O. Box 1330, Colorado Springs, CO 80901-1330, (719) 632-8300. Fax (719) 6326417 or email: ushga@ushga.org your classified with your Visa/MC or Amex.

January, 2004: Hang Gliding & Paragliding

OK, JUST ONE MORE… Photo Mike Kellogg

STOLEN WINGS & THINGS

TRIM HARNESS PACK & EQUIPMENT – Stolen Sept. 21, 2003 on the road to the Rampart Ridge launch at SNOQUALMIE PASS, WASHINGTON. Black/blue trim harness pack With blue/purple striped CG-1000 pod chest entry harness, 26 gore Odyssey parachute, white Uvex carbon fiber helmet w/PTT2 mike & headphone, Ball M-19e vario, Garmin Etrex GPS. Contact Gary (206) 283-2185, braundesign@msn.com INDEPENDENCE DRAGON - Stolen August 29th, 2003 from a car in SAN DIEGO, CA. Red & Grey, size XS, 2” white patch on upper canopy, taped broken sheath, 3rd right D riser, upper line.

Medium P4 harness, rear/top mount reserve, gloves & radio antenna in pockets. Both in light grey Independence backpack. Reward. Diana Tung (760) 271-0425, dineorama@yahoo.com PRO-DESIGN TARGET – Paraglider, stolen August 8, 2003 from car at WINTER PARK RESORT, COLORADO. Red w/large comp numbers “42” on underside, Pro-Design Concept Air harness & reserve, blue helmet, Ball M19e vario, Yaesu FT-411E radio, Hanwag boots. Contact: Mark Ziegler 970-887-3066 mzig@rkymtnhi.com

INDEX TO ADVERTISERS

ADVENTURE PRODUCTIONS....................... 74 AEROLIGHT ................................................. 67 ANGLE OF ATTACK........................................ 5 APCO AVIATION.......................................... 24 BRAZIL ADVENTOURS ................................. 60 CRITTER MOUNTAIN................................... 38 DAN JOHNSON........................................... 44 DIGIFLY ....................................................... 74 DIXONS AIRPLAY................................... 16, 74 FLY ECUADOR ............................................. 62 FLY MEXICO................................................ 43 FLYTEC USA........................................... 74, 80 HIGH ENERGY SPORTS .......................... 43, 74 INDEPENDENCE/FLY MARKET ..................... 36

STOLEN FROM MULLER WINDSPORTS, Cochrane, Alberta, Canada between July 1820, 2003. APCO ALLEGRA MEDIUM YELLOW #600271, in purple stuff sack; APCO FIESTA MEDIUM RED #765452 , new; APCO PRIMA 24 VIOLET #25818 , faded bag, w/first harness; APCO FRONT MOUNT RESERVE MAYDAY 20 w/Y bridle; APCO CONTOUR LARGE HARNESS, black/blue; UP TETON HARNESS, large, grey/blue. Please contact us if you have any information: fly@mullerwindsports.com, (403) 932-6760, fax (403) 851-0737 or contact Cst. H. Boilard, Cochrane RCMP (403) 932-2211, fax (403) 932-2842.

KITTY HAWK KITES ...................................... 74

APCO XTRA COMP PARAGLIDER & SUPAIR HARNESS — Paraglider, stolen June 4th, 2003 from SEATTLE, WASHINGTON. Purple w/white underside, minor repair work.

Purple SupAir backpack comp harness w/whire rear mount reserve, log book, green Protech helmet. Terry Stuart, (425) 369-9920, upland_ contracting@yahoo.

SPORT AVIATION PUBLICATIONS ................ 39

STOLEN WINGS are listed as a service to USHGA members. Newest entries are in bold.

There is no charge for this service and lost and found wings or equipment may be called in (719) 632-8300, faxed in (719) 632-6417, or emailed at ushga@ushga.org for inclusion in Hang Gliding & Paragliding magazine. Please call to cancel the listing when gliders are recovered. Periodically, this listing will be purged.

Hang Gliding & Paragliding: January, 2004

MOJOS GEAR .............................................. 49 MOYES AMERICA .................................. 12, 74 MPH SPORTS .............................................. 51 OZREPORT/CLOUDSUCK ............................ 74 PARAGLIDER MAGAZINE ............................. 48 PEAK TO PEAK PARAGLIDING ...................... 60 PRO DESIGN ............................................... 25

SUPER FLY ............................................... 2, 74 THERMAL TRACKER PARAGLIDING ................ 3 TORREY PINES............................................. 37 TRAVERSE CITY HG & PG............................. 32 U.S. AEROS.................................................. 34 USHG FOUNDATION .................................. 10 USHGA.................................................... 6, 23 WILLS WING ............................................... 79

P R O D U C T

L I N E S

© By Dan Johnson <cumulusman@aol.com> www.bydanjohnson.com

St. Paul, Minn.—Happy New Year, glider fans. Once again a new year brings wintertime chills, at least for us northerners.

So this month I have some warm-up ideas to get you in the mood for a new soaring season. ••• Mexican Flying Tours are in full swing for hang gliders and paragliders.

Cold weather flyers take note of temperatures in the 80s with plentiful thermals and authentic Mexican food.  One outfit calls the experience a “Mextravaganza.” Super Fly Paragliding Mexico Tours 2004 treks to the famous Valle de Bravo site in central Mexico. At it for eight years, Super Fly takes you to fly three sites in seven days during January and February. Paragliding gurus Jeffrey Farrell and Chris Santacroce are leading two tours in January and one in early February for pilots with P2 ratings or better and a minimum of 50 flight hours.  They’ll handle the language, pickup and delivery from Mexico City airport, offer 5-star lodging in “a new, secure, classy, and clean hotel,” local club memberships, XC retrieval in airconditioned vehicles, and inflight coaching by radio. FMI: info@4superfly.com or (801) 255-9595 ••• For winter 03/04 FlyMexico has new features to firm their success from previous years. Their hotel, Meson del Viento, celebrated its first anniversary last June telling you the property is new. They’ve also got new windsocks, new transport vehicles, and now they offer tours to Veracruz and Oaxaca.  Basic winter packages in and out of Mexico City are priced at $895 for paraglider pilots and $1,095 for hang glider pilots including a wing to fly with many choices available. A non-flying companion can be added for $295. Returning customers can take another 5% discount.

FlyMexico offers lodging, ground transportation, guiding, retrieval, plus radios if needed for coaching and other gear you may need. FMI: jeff@flymexico.com or (800) 861-7198 ••• HGMA has a new Web site. Look for yourself, but one aspect of the site that truly amazed me was a pull-down list for all the glider models ever certified by HGMA. You scroll for a LONG time before hitting bottom. Reviewing glider names is a trip through hang gliding history; most designs are no longer in production.  HGMA president Mike Meier told me the list currently represents some 428 certification packages and 289 glider models. (Note: some packages submitted were for changes to previously-certified designs.)

Certifying all these gliders and someone reviewing their documentation represents literally decades of work. A highly efficient Wills Wing, for example, says it can certify a glider in about 75 man-hours. This includes vehicle testing—for certification only, not development work while designing the glider—and preparing the documentation. They’ve done it many times so they’ve become very fast. Let’s assume an average of only 100 hours per package (probably not enough), the body of work is the same as four full-time employees working non-stop for five years or one fulltimer on the job for 20 years! Whew!  Another alphabetsoup organization (ASTM) is working on standards for the new Light Sport Aircraft rules that FAA has proposed. One unit of this group is dealing with hang glider and paraglider tandem flying and aerotowing tugs that will fall under the P r 78

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new certification system. As people observe the work of this large organization, many including myself marvel at how efficiently a much-smaller HGMA has performed a similar task over the years. The success of the program is highly respected by FAA. FMI: www.hgma.net ••• Most hang glider pilots and magazine readers know Gerry Charlebois. His photos have graced these pages, and he’s worked with videographer Paul Hamilton on motion-picture productions. Now the iconic pilot from Hawaii’s beautiful Kauai has outdone himself with a fast-paced and fascinating look at extreme sports on the paradise island. Hang Gliding & Paragliding readers will focus on the many spectacular flying scenes in Extreme Kauai but I was equally drawn to some superb white-water kayaking, petting of sharks, aerobatic kite surfing, and big-wave sailboarding. No question, this video is a heart pumper, a defibrillator attached to your TV.  As Extreme Kauai is a DVD, extra scenes are available and many of these are about flying, for example, a powered hang glider over Hawaiian waterfalls. I watched the whole thing for more than an hour’s worth of entertainment with good production values. My guess is you and your flying group will thoroughly enjoy it. But its real value may be that it presents hang gliding (and trike flying) in a good light along with other thrilling sports. I imagine lots of non-pilots watching this, during which they’ll be exposed to a healthy dose of the reasons why we pilots like doing it in the air. FMI: birds@birdsinparadise.com ••• It is much mellower than Extreme Kauai, but the Tennessee Tree Topper DVD produced by club president Dan Shell should prove popular during cold winter months. A Hang Gliding Cross Country Guide to the Sequatchie Valley employs a Cessna to give a tour of sample cross-county flights from sites owned by the famous southeastern flying club.  The DVD provides topo maps, GPS coordinates, specific legs of XC flights in addition to aerial views of the countryside while flying cross country.

Pilots with less experience in going a distance may genuinely appreciate this preview. Shell’s is available for a modest $20 and will help new and experienced XC pilots get ready for the next TTT event. FMI: danshell@bledsoe.net or (423) 949-6912. ••• In closing, here’s an update on a subject that I’ll continue to cover: Alan Chuculate’s Paratug. Aided

by North Wing Design, he reports that vehicle testing of the big glider derived from Wills Wing’s Condor “was successful without destruction.” Pitch stability with washout tubes came out good. Load testing also went well. “The airframe was loaded to nearly 2,000 pounds at 45 mph,” says Alan. Later, the wing was bolted to one of North Wing’s light trikes and proprietor Kamron Blevins took a first flight under power. Alan wants to give credit to Floyd Fronius for help in fabricating the airframe and during vehicle testing.

FMI: alanc@san.rr.com ••• So, got news or opinions?

Send ‘em to: 8 Dorset, St. Paul MN 55118. Messages or fax: (651) 450-0930. Email: News@ByDanJohnson.com or CumulusMan@aol.com. THANKS! i

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n e w s s i n c e 1 9 7 9 January, 2004: Hang Gliding & Paragliding

Thanks.

Dan Barker

WILLS WING U2 You undersold how good it really is. I have been flying Wills Wing gliders since my first SST. The U2 is far and away the sweetest glider you guys have ever built. The quality and finish of the hardware and especially the sail are second to none. The glider just feels like magic in the air. Bar pressure is light and easy, roll response is effortless and well coordinated. The VG if very effective and I really like the short pull and how little effort is required. The U2 slows down nicely and goes fast without any yawing around. Pulled in as far as I wanted, the bar pressure was easy to hold and didn't make my arms feel like Jell-0 after 5 minutes. You have a glider here without any discernable faults, that any pilot will find a joy to fly.

Thanks to all at Wills Wing, Brad Hall

WILLS WING EAGLE I have owned a Super Sport, HPAT, XC, and now an Eagle. Flew the Eagle for the first time yesterday and am hooked.

Ben Burri! is my dealer and always gives excellent service, support, advice, and is a class person. WW is a class company.

Thanks, Tim Felder

WILLS WING FALCON 2 I just completed my Hang 1 an training coarse. My firs:;.tlsijijiai; ; ! i l Monday night in a Falo~ wanted to thank you guys fo'r great product. The Falcon aerotowed (not much for mountains in Wisconsin) and flew effortlessly, making my first flight a wonderful experience. Thanks for helping to make a long-time clream a reality!