USHGA Hang Gliding & Paragliding Vol34/Iss2 February 2004

Volume 34 Issue 2 February, 2004 $4.95

Very nice kitel slicker Fusion, b whole new bird. I flew it my arms were about as ti be from sitting at my desk th That thing flies effortlessly! I'm tic pink!

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-D 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 Burril 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 and Hang 2 training coarse. My first solo was Monday night in a Falcon 170.1 just wanted to thank you guys for. making a 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-fime dream a reality!

R &TPAM NI NT HD A N GE GP L I DA ING R A GEL I D G

Jayne DePanfilis, Publisher: jayne@ushga.org Dan Nelson, Editor in Chief: editor@ushga.org Tim Meehan, Art Director: artdirector@ushga.org Steve Roti, Contributing Editor Matt Gerdes, Contributing Editor Davis Straub, Contributing Editor Copy Editor: C. J. Sturtevant Office Staff Jayne DePanfilis, Executive Director, jayne@ushga.org Jeff Elgart, Advertising, jeff@ushga.org Trina Richard, Member Services, trina@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: Steve Kroop, Matt Taber. REGION 11: R.R. Rodriguez.

REGION 12: Paul Voight. DIRECTORS AT LARGE: Elizabeth Sharp. Bruce Weaver, Dennis Pagen, Russ Locke, 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: February, 2004

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.

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

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 © 2004 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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DEPARTMENTS Editor’s Notes: ...................................... 6 Pilot Briefings: News and Events ............ 7

Just One Day Flying in Iceland: The Land of Fire & Ice Iceland boasts wild, dramatic scenery, as well as wild weather. The island sits bang in the middle of the Atlantic Ocean, half-way between Europe and America.

Future Faces: Madeline Smith .................. 9 Air Mail: Readers write in ....................... 11

Story and photos by Bruce Goldsmith .................................................. 23

USHGA: President’s Corner .................... 13 USHGA: Executive Director’s Letter ......... 14 Master’s Tips: Chris Santacroce ............. 17

Thermal Lore— Part 8

Light Box: New photo section ................ 59

Wings of different types can get along together if each pilot knows the performance capabilities of his or her glider, and follows a few basic guidelines.

New Ratings ....................................... 60

Dennis Pagen ................................27

HG 101: G.W. Meadows ......................... 19

Calendar ............................................. 61 Gallery ................................................ 62 Site Guide: Ellenville Flight Park .......... 67 Marketplace/Classifieds..................... 71 Index to Advertisers........................... 77 Product Lines: By Dan Johnson ............. 78 Cover Image: Utah pilot Jeff O’Brien in the airspace of Mt. Timpanogos.

Hang Gliding/ Paragliding Radio Communication Back in the old days, when sex was safe and hang gliding was dangerous, radio communication was sort of a pipe dream. Time to provide a refresher on radio communications.

Dave Broyles ....................................................................................... 33

Flight for Life

Paragliding provides a source of strength during a bout with breast cancer.

Steve Wright .................................. 39

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February, 2004: Hang Gliding & Paragliding

F E B R U A R Y,

2 0 0 4

A Look at One of the Earliest Hang Gliders The Platz Sailplane set the stage for future free flight. Reinhold Platz loved sailing, and it is likely that during one of his days on the water he got the idea of converting sailboat aerodynamics into sailplane use.

Exceptional photos from Mitch McAleer, Shane Nestle and Ron Lutz.

63

Brett Snellgrove & Bart Doets .............................................................. 43

Alluvial Fan Below

It had not been my farthest flight ever, nor my longest in time. It had been nothing more than the standard milk run up the High Sierra side of the Owens Valley….

Mike Vorhis ................................... 46

Pilot Pofile: Matt Gerdes

By Dixon White.................................................................................. 50

Angle of Attack Indicator for Hang Gliders

By Steve Seibel .................................................................................... 52

Skysurfing with the Skyboard Alan Chuculate................................................................................... 53

Unexpected Airtime Abroad When my boss told me that I needed to travel to England for a trade show, and that I’d have a weekend free after the business part of the trip, I almost got excited.

By Steve Daum .............................. 55

Hang Gliding & Paragliding: February, 2004

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EDITOR’S

CORNER

Winter Blues, Spring fever.

T

he winter doldrums Dan Nelson have set in. Here in the northwest, a seemingly endless series of storm systems have swept through, making flying pretty much a gamble.

Will my free time match up with the scant few hours of rain-free weather so I can fit in a sled ride? Usually not. At least that’s the feeling I get.

By mid-December, I start to get stir crazy, itching for more time aloft. Skiing fills my need for adventure a bit, and I hit the slopes when there is no chance of airtime. But carving turns on the slopes lost part of its magic for me when I started flying. I still love to ski, but given the choice, I’d rather fly.

That’s why I look forward to February. Not only does February feel like the last month of winter, but this month I usually get a chance to escape somewhere warm for at least a long weekend. This year, I’ve found the opportunity to fly down to San Diego for a few days. I’ll be dropping down to Southern California late in the month and I hope to squeeze in as many air-hours as possible during this long-weekend get-away. In this way, I can re-invigorate my flying after a winter of occasional sled rides and soggy ridge soaring outings.

When I return home to the soggy weather, I’ll be ready for spring. With a few days of warm weather flying behind me, I can more easily face the last days of winter.

Also, knowing that spring is just around the corner, the last few weeks of rain and cold weather won’t be as bothersome.

Because spring means more flying opportunities. March, even with its periodic cold spells and occasional storms, marks the start of spring. March also brings us the start of competition season and the first fly-ins of the year. Getting out 6

to those first events allows us to renew contact with flying friends whom we may not have seen much over the winter. The spring flying events also help us restore ourselves to flying condition.

Spring also brings more meat to this magazine’s editorial schedule. This year we plan to re-invigorate product reviews, with new reviews of hang gliders and paragliders as well as news about secondary equipment such as flight decks, GPS receivers and even personal locator beacons. There have been great advances in the world of electronics and the newest generations of GPS receivers and locator beacons can help cross-country pilots minimize the dangers of disappearing into remote locations. We’ll talk to the designers of these tools to get the facts about them, and then have pilots use them to get their honest feedback about the products’ performance in flight.

This year we also plan to introduce a new concept to give you even more great photography in the magazine. Throughout the year we’ll present “photo features”—stories told primarily in pictures rather than words. Look for the first photo feature later this spring.

March also brings the first meeting of the USHGA Board of Directors in 2004.

The Spring Board meeting is slated for March 12-14 (Friday-Sunday), at Colorado Springs, Colorado. The meetings will be held at the Le Baron Hotel (formerly the Red Lion) in downtown Colorado Springs.

All USHGA members are invited to the meeting. If you are unable to attend but have an issue you’d like addressed, you should contact your Regional Director before the Board meeting. You can find more details about the meetings, as well as a list all of USHGA Board Members on our Web site at www.ushga.org.

Fly Safely,

February, 2004: Hang Gliding & Paragliding

P I L O T

get a good mix of abilities within each tribe.

Wills Wing Fly-In at Wallaby Ranch The Seventh Annual Wills Wing Flyin and Demo Days at Wallaby Ranch, Florida, kicks off March 23, 2004. The six-day event (March 23-28) features instructional seminars, daily spot-landing contests for cash, witnessed tasks for ratings, prizes and more parties than ever before! There is also a brand-new fun competition planned.

Hang glider demos are free during Demo Days—pilots just pay for the tows.

Saturday night (March 27), Wallaby hosts a dinner and dance featuring a live local band. All pilots (regardless of glider brand) are invited to share in the fun. More information is available in the calendar section of the Wills Wing Web site at www.willswing.com.

On top of all the other great events and activities offered at the Annual Wills Wing Fly-in and Demo Days, this year pilots can enter a brand-new fun competition: Surflyvor. This new competition format will be tried courtesy of Camp Rob Productions. The competition, March 24-27, pits teams of pilots against one another to compete for the title of Ultimate Surflyvor. To get started in the competition, pilots will be grouped together into teams, or “Tribes.” Groupings will be based in part on pilot ratings in order to Hang Gliding & Paragliding: February, 2004

During the competition, all members of the tribes must complete the assigned daily task.

Then, each night the tribes will gather at 9 p.m. at “Tribal Council” to vote off members of your tribe who either pose a threat to you, or have not performed well that day. Depending on the number of participants, your tribe may need to vote off 2 or more tribe members each night. In the event of foul weather, a ground-based task will be called—we expect the flying to be perfect, however.

By Saturday only one member of each tribe will be left standing. These finalists will then compete head-to-head to become the sole survivor based on that day’s points. In the event of a tie, the survivor with the most accumulated points for the duration of the competition is the winner and the Sole Surflyvor. The team accumulating the most points overall will also win prizes for the entire tribe. The number of participants determines the amount and value of the prizes. The competition organizers need volunteers to help with the Surflyvor functions.

For more details about the Surflyvor competition and to register online, visit www.surflyvor.com.

Information Source for Aviation Events AeroVents.com is accepting event information for 2004. The public service Web site is dedicated to increasing awareness and interest in the field of aeronautics by offering listings of upcoming events at no charge. The only qualification is that the event must be aviation-related.

B R I E F I N G S

With over 5,000 events listed in 2003, we look forward to breaking the 6,000 mark in 2004.

AeroVents.com started in 2000 with a mission to “spread the word” about aeronautical events to aviation enthusiasts and professionals, as well as to the general public. The all-inclusive site lists an array of events such as conventions, space launches, seminars, ballooning, skydiving, educational programs, plane pulls, open houses, air shows, fly-ins, model rocketry, model aircraft, and anything in between. Last year included the introduction of Webcast and TV listings. In addition, other new features introduced were instant weather access for listed events and the ability to easily obtain airport information.

To list your event free of charge or to view upcoming events in your area, visit the Web site. In addition to viewing the events online, a weekly email service, E-Vents on the Fly, is provided to interested subscribers.

AeroVents.com specializes in data processing solutions for aviation-related companies. For additional information visit their Web site, AeroVents.com or call (817) 571-5987.

New Paragliding World Record set for Distance to Declared Goal The FAI has ratified Josh Cohn’s June 22, 2003, flight to Carrizo Springs, Texas, as a new world record for a straight-line flight to a declared goal. The flight covered 285.2 kilometers (177.2 miles) from Edinburg International Airport, just north of McAllen, Texas, to the Dimmit County Airport at Carrizo Springs, Texas. Josh was flying a Windtech Nitro.

Josh notes that he released from tow at 600 meters and followed a cloud street to the north-northwest. His first low save came 19 kilometers out, after crossing 7

D E P A R T M E N T

Highway 1017. He got low, gliding over an open field with high-tension power lines on the west side. The thermal bubbled up just upwind of the power lines, Josh said, “but the strong desires to fly far and to avoid the 5-kilometer walk out helped me drift with the thermal over the lines.”

Josh continues, “Matt Carter had just landed near Highway 1017 and saw me banking up steeply from a low point of 84 meters above ground. Soon after hooking the tight core, I saw a gray hawk come to join me. Then he stooped, diving on my wing at high speed, in an apparent effort to intimidate me out of his territory. Don’t let anyone tell you flatland flying is boring!”

After crossing Highway 755 at 48 kilometers, Josh continued west to avoid full commitment before connecting to lift again. “Once committed to crossing the first big blank spot on the map, the 35 kph drift did its thing and soon I had the 1017 in sight to the west. With the highway within glide and following the wind drift for the next 40 kilometers to Hebbronville, I was able to relax and try to fly a little faster,” he said.

The thermals were also getting stronger.

Bill Belcourt was driving underneath Josh, providing him with encouragement.

The route followed Highway 2895 fairly closely for the next 35 kilometers after Hebbronville before cutting the corner at Oilton. (Josh had landed at Oilton the previous day, at about 175 kilometers.)

The clouds were working nicely in this relatively high and arid region on the drainage divide between the Rio Grande Valley and the Gulf of Mexico.

The city of Laredo and the towns of Encinal and Freer form a triangle free of any paved roads. This translates to a 45-kilometer roadless stretch. Josh said, “After 15 kilometers of gliding into the middle of nowhere, I could see that this area was a lot wetter than the rest of the route. There were meandering streams and glistening swampy areas below, as 8

well as the usual mesquite brush. Now fully committed and getting low, I forgot about where I was going and focused on getting up, trusting that the drift would take me there. I got down to 330 meters above the ground before getting a rough, tight climb that got me established again under the next clump of clouds. The wind had curved around to east-southeast—less than ideal—but at least it was still a good solid 35 kph. Once able to think about the goal again, I kept pushing north on glides, to stay on course for Carrizo Springs to the northwest.”

Josh felt a sense of relief as he left the roadless area behind. He said, “My feelings on first spotting I-35 must have mirrored in a small way those of early explorers first sighting land. The goal seemed possible, and Bill had almost caught up to me in the van below. I cut the corner south of Encinal while Bill fueled up the van.

Clouds lined up nicely over Highway 44, almost in streets, and it was pleasant cruising over fields of bright red dirt studded with mesquite. Then the clouds ended and I went on what was beginning to feel like a death glide. Straining to stretch the glide to the next lift, I was glad to be flying Windtech’s latest high-performance glider, the Nitro. I was intersecting Highway 83 as I got low. I tried to sharpen my senses, alert to birds, debris in the air, anything that could help. I started to feel some bumps, welcome after the long smooth glide. I did 10 turns in a small bubble before it vanished. I kept gliding parallel to the highway and toward the clouds. Bill was parked directly below at a turnout. At 180 February, 2004: Hang Gliding & Paragliding

P I L O T

B R I E F I N G S

meters above ground I felt like I could read the van’s license plate! I thought I saw some mesquite shaking more than usual in the 35-kph wind and glided over.

The core was tight and strong and I banked up to 45 degrees, using every ounce of the Nitro’s excellent handling to stay in it.

“That climb didn’t get me to base, but it did give me some breathing room, and I was able to work the upwind side of a clump of thin clouds, skirting to the north. Running north to stay near the roads for the home stretch, I found myself getting low again near Highway 2688. Once again Bill was right there, radioing encouragement. There was also a gray hawk showing me the better core. At this point Highway 83 had curved around to the west more so that the drift was parallel to it. I was almost upwind of goal, but the sky had dried out a lot, so I carefully topped out the lift and then flew slowly north through a buoyant area below clouds, stopping for a few turns. I went on glide from 15 kilometers out, with the Flytec 4030 Race showing 300-meter goal arrival height. I considered continuing on for open distance, but was feeling really tired and not quite on open distance record pace, especially given the meager clouds ahead.

“While I was on final glide, Bill got behind me for a few minutes and was rushing to get to the airport before me. I gave him directions to the airport from the highway and he drove up just as I was hovering down near the hangar. He honked his horn, causing a local family playing softball at the field across the street to look at him, and at me landing behind him.

They were understandably surprised to hear how far we had come, and asked for autographs, while I asked for theirs.”

C

Madeline Smith ongratulations to 14 -year-old Madeline Smith of Fort Smith, Arkansas. When her school (Trinity Junior High) hosted a science fair this fall, she jumped at the chance to show off her aviation knowledge. Her science project, “How a Hang Glider Flies,” took top honors by winning First Place in the school science fair. Her dad, USHGA-member Kevin Smith, notes, “I may have had something to do with the idea.”

Madeline built an exhibit that included a ridge (bent foam board), a wind source (fan), and a toy hang glider (hang glider Jack) bought on EBay. The report included information learned from Dennis Pagen’s and Peter Cheney’s books. Madeline plans to get out for her first tandem hang gliding flight this winter.

Madeline’s next science fair challenge is Regional Competitions in Fayettville, Arkansas, on March 12, 2004. We wish her best of luck.

If you are aware of a youngster who has enjoyed hang gliding or paragliding in some way, let us know. We’d love to share your stories about the Faces of the Future.

Hang Gliding & Paragliding: February, 2004

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A I R

M A I L

Reader succumbs to magazine’s seduction Well, now you went and did it!

Since you have combined the magazines, I have fallen prey to seductive pictures of hang gliders. As a paragliding instructor, I thought I was immune. Instead, I found myself dreaming of flying farther, faster and maybe even completing a crosscountry triangle. Perhaps it was the idea of getting a ride up the hill instead of all that hiking. Regardless of the reason, I sought out professional help to cure me. Russ is a professional hang gliding instructor, and he has provided the cure.

He taught me how to hang glide! I have met new friends and flown new sites, and of course spent more money on gear. I may have to move my mom out of the garage since I have so much flying gear out there now. I’ve even started think-

ing that perhaps the idea to combine the magazines was actually a conspiracy among gear manufacturers.

Well, I’ve got to go buy a rack for the car now. Thanks a lot!

when it was mostly about hang gliding.

Obviously, I think it would be great to see more hang gliding articles and stories in the magazine.

Paul Canham

Bob Rinker Exciting sport, boring people?

Not enough hang gliding I don’t know why, but somehow I feel like the new Hang Gliding & Paragliding magazine has more paragliding articles and advertisements than I care to read about, and not enough hang gliding material to read or pictures to look at for a month. Even the advertisements appear to favor the paraglider pilots. All I know is I don’t have the same enthusiasm to read the magazine now as I did

These editorials that rip on the magazine every month are pretty humorous to read. We have Mr. National Geographic who thinks the photos suck, Mr. Keep My 4-Year-Old in the Closet Away from the Sins of the World, and Miss I Want Some Jockstrap Shots in the Ads so I Won’t be Offended by the Half-naked Girls. Get a life, people! Have you left your house lately? It’s all around you and you are complaining about the hang gliding magazine. H-A-N-G G-L-I-D-I-N-G, not

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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February, 2004: Hang Gliding & Paragliding

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

A I R

your knitting or crocheting magazine.

We need something to get us enthused about going flying tomorrow, whether it be a picture of your Aunt Tom, a loop at 17,999 or a hot chick. Come on, let everyone have a little fun with it!

I have enjoyed the magazine in recent months more than ever. Before, the magazine was so thin and lifeless. It reminded me of some country kitchen magazine that my grandma had by the toilet. B-O-R-I-N-G! I can’t see how anyone new could have picked up the magazine and been excited about the sport. Now it finally has some flavor in it, some appeal to get the juices flowing.

When I pick up a hang gliding magazine I expect it to get me drooling about flying, wanting to go out and wang it up after an epic flight. I don’t want it to put me to sleep as I thumb through it. I was so stoked to see Aeros and Flytec spicing it up. It got people talking and charged up. It made you want to turn the page to see what was going to be next. You thumb through it and the pages are more alive than ever.

It is funny how such an exciting sport has people bashing the magazine to turn it into a conservative ordeal. If you want conservative then go buy a bible. Quit trying to bring down the positive energy of the people who keep this sport alive and moving forward. And threatening to pull your USHGA membership because you are offended is ridiculous. Hopefully, for every person we lose from crying over an ad/story, we will gain two more who are pumped up and excited about flying and who actually have something to bring to the table other than some complaining.

by packing it with photos, art appeal, and controversial ads/stories. Maybe the dried-up magazine of the past was partly to blame for keeping the younger generation away. You can’t please everyone but you can do your best to keep from putting them to sleep.

A while back people got their thong all in a wad over the pictures of Mitch McAleer sporting guns. That confused me due to the fact that hang gliding and paragliding are such open-minded and free sports. If people are breaking records and pushing the sport to new heights, then definitely don’t suggest censoring their pictures and words in an interview. Interviews are important to see what drives people to push and progress our sport. I am glad USHGA published that piece and didn’t apologize for it. If you don’t enjoy all the different kinds of people and styles that flying brings together then it is time to take up cattle herding.

My last comment regarding editorials before everyone writes in to rip me up (yes, it will be your turn shortly) is this whole debate of people arguing over the magazine concentrating on comp or noncomp. Lame! If you feel it is one-sided then submit some stories and photos of the other side. Give USHGA something to work with other than your opinion.

Well, I hope this is publishable and gives the whining population something to get pumped up about. Write a letter—controversy is a beautiful thing.

I love you guys, keep up the great work.

“Hang gliding rocks always, all ways!”

Sweeeeeeeeeeeeeet!

M A I L

magazine but wanted to talk to a local first. Clinic? Apparently an instructor from Colorado decided it was OK to use MY mountain for a paragliding ridge soaring clinic! We included our Regional Directors in our emails with the “clinic host” but it did no good. He was unwilling to agree to cancel. We asked the USHGA to remove this event from the online calendar listing and it was removed. To quote Bill Bolosky, “It’s always been our policy that local sites…are under local control, and this is just a natural extension of that policy.”

For the record: We, the Rio Grande Soaring Association, the local club that insures the Dry Canyon Hang Gliding site in Alamogordo, New Mexico, have never—and will never—approve of, allow, sponsor or endorse a clinic of any kind at this big-air, long-glide, butt-kicking, rock-and-roll site. Unless we change our minds later on.

Every flying site in the country available to our tiny little upwardly-mobile group is only there because a small group of people has gotten together and worked it out site-by-site. Don’t rock the boat!

If your local club does not “own” the site you are going to fly, figure someone else’s does. Take the time to find them, hear what they have to say, and respect what they are telling you before you risk yourself or the site.

The whistle-blowing P2? He got the flights of his life twice in one day here and all it cost him was 10 bucks for gas.

Pretty cool, eh?

Thanks,

Aaron LaPlante This sport is dominated by an older generation, and it is almost always the older crew kicking my ass and pushing my limits every time I fly. I appreciate that. However, we definitely need to draw in more young blood and keep the sport on an exciting edge for everyone. The magazine is heading in that direction Hang Gliding & Paragliding: February, 2004

Ed Bennett Local control for local sites In early October I got a call from a pilot who wanted to fly Dry Canyon. He was a P2 considering signing up for the clinic listed in the October issue of the

Magazine lacks appeal To be quite honest, the magazine just doesn’t pique my interest visually at all.

There have been some good articles, but 11

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

the layout and design of the magazine seems to have seriously deteriorated into a very jumbled, disorganized and not visually pleasing format. The magazine used to look just boring, but now it looks very tacky, which is worse. The designs of other paragliding magazines flow much better and are far easier to read.

I’m well aware of the fact that the magazine works with a low budget, but that is no excuse for tasteless design. Period.

Kathrin Huber

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February, 2004: Hang Gliding & Paragliding

U S H G A

President’s Corner

By Bill Bolosky

A

s most of you are aware, the Bill Bolosky USHGA held a special meeting of the members in order to consider two amendments to our Articles of Incorporation related to towing and powered harnesses. The meeting was held in conjunction with the USHGA Board of Directors’ meeting in Kill Devil Hills, North Carolina on the weekend of October 4, 2003.

The first question was whether to add the phrase “and methods and systems for getting these flight systems and aircraft airborne” to the Purpose clause of the Articles. This was to clarify that the USHGA can have powered towing programs. The second question was whether to remove the word “fuel-less” from the same clause, which allows the USHGA to have programs for powered harnesses.

We had a total of 1562 members vote, most by mail and a few dozen in person.

Question 1 (towing) passed with 1300 votes in favor and 252 against with 10 abstentions for a margin of 84% to 26%.

Question 2 passed with 959 votes in favor, 591 against and 12 abstentions, passing by a margin of 62% to 38%. Both questions passed among members who are only hang glider pilots, who are only paraglider pilots, and who fly both (bi-wingual pilots).

Question 1 passed by 750 to 197 with five abstentions among hang gliders, 400 to 38 with four abstentions among paragliders and 150 to 17 with one abstention among bi-winguals. Question 2 passed by 539 to 406 among hang gliders with seven abstentions, 306 to 132 with four abstentions among paragliders and 114 to 53 with one abstention among bi-winguals.

While 1562 responses out of just over Hang Gliding & Paragliding: February, 2004

N E W S

10,000 members may seem like a low rate, Jayne, our able Executive Director, tells me that organizations similar to ours commonly get 1% to 2% responses to membership votes. So at least by that standard we did very well with a response rate of about 15%.

1) To facilitate getting unpowered, foot-launchable aircraft airborne;

The Purpose clause of the Articles now reads: “The specific and primary purposes are to engage exclusively for scientific and educational purposes in the development, study, and use of flight systems and aircraft capable of being launched by human power alone, and methods and systems for getting these flight systems and aircraft airborne, to make knowledge relating to these subjects available for the advancement of such scientific and educational purposes, to organize meets where the testing and flying of such systems and aircraft will be encouraged, to conduct generally a scientific and educational study and research of the design, construction and operation of such systems and aircraft, and to foster the future development of such science and flight.”

4) As a secondary function.

During this process, a number of members made suggestions about how they’d like to see similar changes considered in the future. Many of them had very good and constructive comments, and we’re trying to take them to heart. Of particular concern to a number of people was the worry that, by removing the word “fuelless” from the articles, we would become a powered-ultralight organization. That was never the intent of the board when we made this proposal. In order to make it absolutely clear, the board approved a policy that says (among other things): The Primary Focus of the USHGA is to promote the growth of sport flying in foot-launchable soaring aircraft. Neither will the Board of Directors adopt nor will the Office carry out programs that detract from this focus.

2) Using power as a launch method with the intention of achieving unpowered, soaring flight; 3) To train pilots for purposes 1 and 2 above; or,

The other major criticism that people offered was that we didn’t provide adequate time for discussion among the membership on the merits of the proposal, and that we didn’t provide enough of an opportunity to publish articles in opposition to the proposals in Hang Gliding & Paragliding magazine. While there was an article by Bill Bryden discussing the topic in the February issue, we should have done more. Getting responses from the membership in the magazine would also have been good, but the realities of publishing include about a six-week lead time from when the article has to be written to when it arrives in the mail. Instead, we did a special email edition of letters to the editor, and got a number of thoughtful comments there.

I think that we’ve made two changes that will benefit the USHGA in the long run. I know that I’ve learned some lessons about (some of) the pitfalls in this kind of process, and should the need arise to make another major decision by vote of the membership I believe that we will have a process that will run more smoothly.

I’d like to thank Bob Archibald of the USHGA staff for producing a spreadsheet of all 1562 ballots that were cast, Mark Forbes for doing quite a bit of analysis of the voting patterns, and Jayne DePanfilis for doing much of the enormous amount of work that was needed to see this through.

The Board may adopt programs for powered aircraft only: 13

USHGA NEWS

Sport Pilot NPRM Update: Light Sport Aircraft Committee of American Society of Technical Materials, International Jayne DePanfilis (ASTM)

By Jayne DePanfilis

T

he November ASTM F-37 Light Sport Aircraft Committee meetings got underway on Wednesday, November 19, at Tampa Marriott Waterside in Tampa, Florida.

Discussion in the organizational meeting for the Recreational Aviation Products Promotional Board focused on the potential need for a Sport Pilot marketing strategy that cuts across industry lines. Earl Lawrence, vice president of government and industry relations for the Experimental Aircraft Association (EAA), and chair of the ASTM F-37 Light Sport Committee, led the meeting.

Among the manufacturers, end users and associations representing end users, there was unanimous support for the need to collaborate on the development of a marketing plan that will enable the recreational aviation segment of the industry to take advantage of the potential marketing benefits associated with the Sport Pilot rule. The challenges associated with marketing Sport Pilot are multifaceted and they are indeed some of the same challenges we face today in our efforts to market hang gliding, paragliding and soaring fl ight.

Meeting attendees concurred that as an industry segment, recreational aviation leaders have not done a particularly good job of marketing sport flying to the public. We agreed that as a group we are reasonably effective in marketing the benefits of our recreational activities to other industry participants, but effective marketing strategies targeted 14

at increasing the number of participants in our sports continue to elude us.

It’s important to remember that in spite of the technical jargon used to describe Light Sport Pilot and Light Sport Aircraft during the past year or so, this new rule is a collaboration between government and industry. It is intended to greatly reduce the barriers to becoming a pilot and an aircraft owner. One of the premises of the new rule is that it will allow the recreational aviation industry to be more market-driven. It will allow us to become more competitive with

“The challenges associated with marketing Sport Pilot are multifaceted and they are indeed some of the same challenges we face today in our efforts to market hang gliding, paragliding and soaring flight.”

other non-aviation-related sports and activities. It is important to note that hang gliding and paragliding activities (with the exception of aerotowing) are outside the scope of the Sport Pilot rule.

Therefore it is unlikely that this new aviation category will have an impact on the way our sports are marketed.

As the discussion about the advantages associated with this new category of pilots and aircraft continued, it became apparent that even though the ASTM F-37 Sport Pilot committee, subcommittees and task forces have been working together on the development of the aircraft design standards for nearly a

year, we were just now getting around to asking ourselves one important question: “Just what is a sport pilot, anyway?”

A sport pilot is the pilot of light sport aircraft, right?

Is Sport Pilot really anything more than the name of a new rule? Is Sport Pilot more than the sum of its parts? Is Sport Pilot a brand? When Earl Lawrence was asked why EAA titled their latest publication Sport Pilot, his response suggested to me that EAA isn’t sure the name of the publication will represent anything more than a way for EAA’s membership to quickly identify the new magazine’s content. In other words, even EAA isn’t certain if the term “sport pilot” will become a new brand for potential enthusiasts who are interested in flying powered ultralights that are not FAR Part 103-compliant.

EAA boasts 170,000 members and Sport Pilot means a lot to them, but even they aren’t sure if Sport Pilot will become the centerpiece of a new marketing plan. EAA, like the rest of us, doesn’t seem to know if references to Sport Pilot will have a special meaning or appeal for anyone outside of our industries. It seems obvious that even after attending two F-37 committee weeks in the past year and diligently participating in telephone conferences, email exchanges and virtual conferencing, we still don’t know how to accurately and effectively explain the advantages associated with being a sport pilot or the owner of a light sport aircraft.

Why do we need to think about the marketing potential of Sport Pilot now?

FAA hopes that Sport Pilot will revitalize the aviation industry. This revitalization can’t possibly take place if we don’t have an effective way to get the message out to the public. Remember, current sport flying enthusiasts aren’t really the focus of this new rule, although they will be affected by the rule in many cases. The real intent is to revitalize the sport by bringing more pilots back into recreational flying, as well as by creating new pilots.

February, 2004: Hang Gliding & Paragliding

D UE SP HA GRAT M N E W N T S

tion with the airshow, the FAA would be able to take full advantage of the public relations potential of this venue. If the rule isn’t finalized until after Sun ‘n Fun, announcement may be delayed until the Oshkosh AirVenture in late July for the same public relations reason.

Participants in the “Tandem Hang Gliding and Paragliding Operations Task Force,” which met in Tampa, Florida, on Nov. 21, 2003. The task force is organized under the Cross Cutting Subcommittee of the ASTM F37 Light Sport Aircraft Committee. Back row from left to right: Dan Johnson, Danny Billman, David Glover, Mike Meier, Tom Gunnarson. Middle row from left to right: Deb Stephenson, Sue Gardner, Jayne DePanfilis. Front row: Jeff Goin. Not pictured in the photo are Subcommittee Chair Bill Bryden, Jim Stephenson, Jim Sweeney and Larry Burke.

For that reason, it is unlikely that the ultralight industry will know how to make the best use of the marketing potential associated with this new category of pilots and aircraft until some time after the rule is announced. There is one thing the committee unanimously agreed upon: We don’t think any single entity, including EAA, has a large enough budget or enough marketing power to take full advantage of the potential benefits of this new rule.

F-37 Light Sport Pilot Committee on the committee’s progress in the development of the design airworthiness consensus standards for light sport aircraft. The ASTM is the venue that FAA selected for development of the design standards for Light Sport (Pilot) Aircraft.

Could it be, then, that the recreational aviation segment finally has a compelling reason to work together across industry lines to attract more participants into our sports? When the meeting was over, attendees had agreed to ponder whether or not it was necessary (or even a good idea) to create a board that would organize effective cross-marketing strategies for Sport Pilot.

Sue noted the importance of the Sport Pilot NPRM to FAA and to the recreational aviation industry because implementation of the rule will create a “legal segment of certified pilots flying certificated aircraft.” FAA is very optimistic about the effects of the new rule. Remember, implementation of the Sport Pilot rule enables FAA to do away with rule-making by exemption, which is something FAA has wanted to achieve for some time. Light Sport Pilot aircraft include airplanes/fixed wings, gliders, balloons, airships, weightshift ultralight vehicles, gyro-planes and powered parachutes.

FAA Update on the Sport Pilot NPRM A Sport Pilot/Light Sport Aircraft NPRM update followed immediately after the marketing and promotions discussion. Sue Gardner, FAA’s National Program Manager of Sport and Recreational Aviation, AFS800, commended members of the ASTM

The Sport Pilot rule will not be released before March, 2004. If the Office of Management and Budget’s review of the rule is completed by then, the announcement of the final rule may be postponed until April to coincide with the EAA’s Sun ‘n Fun Fly-In in Lakeland, Florida. By making the announcement in conjunc-

Hang Gliding & Paragliding: February, 2004

The Sport Pilot and Light Sport Aircraft (LSA) final rule package was reviewed by the office of the secretary of the Department of Transportation before the ASTM F-37 committee meeting convened in November. The purpose of this review was to compare the NPRM with the proposed final rule.

DOT’s review exceeded 90 days, but the rule may not move forward to the Office of Management and Budget until the secretary of the DOT approves the rule.

Review of the rule was on the agenda for a meeting between FAA Administrator Marion Blakely and the secretary of the DOT about two months ago (as of this printing), but the rule was not addressed during that meeting. A meeting will be rescheduled between the two officials.

Once the two parties meet and DOT approval is announced, the rule will then move to the Office of Management and Budget, where it could take as many as 90 days to be approved there as well. FAA has 16 months to complete their work on the rule after comments to the NPRM close. FAA did not meet this deadline, and while they receive a “black mark” for missing the deadline, the final rule package is not affected by this delay.

Once Congress announces the final rule there will likely be a three-year transition phase for pilots and “heavy ultralight” aircraft required to operate under the guidelines of the new rule.

Implications of the Light Sport Aircraft Rule for Hang Gliding and Paragliding Specifically, hang gliding (and eventually paragliding) aerotow operations will be (continued on page 69…)

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The Singles’ Guide to Hang Gliding and Paragliding

experience. Indeed, I have taken this interest-killing practice a few steps further and actually issued invitations to fly tandem, on the spot—to no avail. My suggestion, therefore, is to undersell the free-flying.

By Chris Santacroce Single paraglider pilots, listen close.

And if you have a significant other, then save these comments as they could come in handy later.

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T I P S

Chris Santacroce

When you are asked about your sport, explain what you “do,” then be ambiguous. Create a little mystery, some intrigue. I can’t tell you what is going to work for you, but I can tell you that for decades, lonely pilots have spouted off hot lines such as, “You should come watch, you can drive for us. It’s neat.” The evidence (namely, lots of still-lonely pilots) proves that these types of pickup lines don’t intrigue people.

araglider pilots are a rare breed. We choose a characteristically challenging sport and we devote disproportionate amounts of time to the pursuit of that sport. We often have to hunt, wait, and endure hardship in order to fly, but we still do it. Sometimes My girlfriend likes to remind me that the only thing less sexy as we partake in our sport, we find romance. Sometimes, though, than flying is talking (and writing) about it. our romance is lost as a result of our sport. There are tales of romance that include men proposing to their beloved over the radio in mid-flight. We’ve seen “Will you marry me?” spelled out What People Want on the bottom surface of wings. There have been weddings on Let’s be honest, we know what people want. They want to be launches, babies conceived at fly-ins, wives met on trips abroad. “where it’s at,” with people who are “happening.” People want There are also vast numbers of single paraglider pilots in the to be appreciated, to be special, to receive attention. So if you world, and their odds of finding a mate get bleaker as they spend can imagine a way to provide that for someone else and to have more time waiting on mountain tops for the wind to die down. it happen alongside your free-flying experience, then go for it!

Some singles end up desperately lonely. For them, we present this But if you can’t even imagine it, don’t try. Flying comes in many “Singles’ Guide to Hang Gliding and Paragliding.” forms and styles. There are hundreds of sites and thousands of personalities in our sport. Some situations are going to work for First, my qualifications for writing this guide: I have enjoyed the our significant others, potential partners and new-found friends sport of free-flight for more than12 years. I have shamelessly cor- and some situations will turn them off. rupted at least six potentially prosperous relationships in that time.

I lived with one woman for several years and another for several If you are going to a party in Aspen, Telluride, San Diego or San more. I have lived with my current girlfriend for a significant num- Francisco, then invite any and all potential companions—espeber of years. Admittedly, my current girlfriend is exceedingly toler- cially if the party is at a posh establishment and the drinks are ant of my obsession but if you ask her, she’ll readily tell you that free. If you are going to watch the sunset out by the dump, re-live I have “jacked her around a bunch.” I admit that I took all of my the flying day and drink whiskey, then you might want to think former girlfriends for granted when I went flying. Subsequently, I twice about bringing anyone with you. If the odds are really single-handedly caused the demise of the relationship. So yes, I am average that you will get to fly and you take someone with you experienced in free-flight relationships. to “check it out” while they check you out, realize that they are going to wonder about your intelligence. To a person with any Reality Check basic intellect, going flying when the conditions are not favorYou might not believe it, but hang gliding and paragliding are not able seems stupid. sexy. No man or woman will drop everything and come running when they see you takeoff, land, sky out or do tricks. It’s cool, Women, as a rule, don’t like to take their freshly-pedicured toes especially if you enjoy the sport, but it is just not sexy. into dirt parking lots. They don’t like port-o-potties and they don’t like sweating while waiting around and being slobbered This has far-reaching implications. Telling people that you fly upon by your “free-flying family.” will give them some unique insight into your spirit and character but it will not attract them to you. So, if you are interested in a For you female pilots, men who don’t fly don’t understand why you member of the opposite sex, your approach is going to have to be hang out with a bunch of men who are constantly slobbering on a little more sophisticated than just saying, “Hey, I’m a pilot.” I you. They also might tend to develop feelings of inadequacy when suggest that you do NOT invite them to come watch you fly, and you sky out and they drive. Obvious? Yes. Worth mentioning? by no means should you ask them to come out and drive for you. Probably not. Sorry.

These approaches kill interest, they don’t foster it. I speak from Hang Gliding & Paragliding: February, 2004

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MD AE SP TA E RR TS M T E IN PT S

Advertise One enterprising pilot with a semi-realistic approach to his “passions” placed the following classified ad: “Single Male Paragliding Instructor Seeks Willing Female Student.” If you are wondering which singles-dot-com you should subscribe to, wonder no more: Subscribe to all of them. If this free-flying thing is for real and it’s really a part of you, then write a profile that’s real. “Single hang glider/paraglider pilot seeks tolerant, flexible significant other who wants limited weekend contact. Must like early mornings, late nights, drinking, long ‘there I was’ stories, full garages, watching me surf the internet, long winter vacations (on which you aren’t invited) and very limited contact.” If anyone replies, either you have struck gold or they are desperate liars. If their profile starts off “down to earth,” you know what to do.

a pilot, too, and is up there watching you.

•

Keep it clean (no swearing, distasteful jokes or inappropriate sexual inferences).

•

No pressure; if they don’t want to fly, don’t ask why—it’s personal.

•

Don’t try and swoop. If they dig you, you will know.

We need female pilots. They make the prospect of free-flying palatable for more female pilots.

Top seven ways to tell that you “got it going on”: 1. You are rich, attractive, fit and funny.

2. He or she is getting a tattoo of your name, your glider or your USHGA number.

3. You own the launch, landing zone, winch and/or tug.

Get Help Get your free-flying friends to hook you up. It’s a little-known fact that most people need “permission” to like a pilot of the opposite sex. If someone can grant that permission then you are half-way there. If you are out to dinner with a group, decide who gets to try to swoop on the waitress. If you all try and swoop, no one will succeed. If you all team up to help the “designee” then he or she has a chance.

Disclaimer Average, well-adjusted people will tend to wonder about the sanity of a truck-full of guys who go camping, dining, lodging and traveling together for days on end. When you encounter “normal” people, it can be worthwhile to explain that you are on a free-flying excursion. It won’t really help people to understand why four guys pile out of a hotel room and share every last waking moment together but it might keep the casual onlooker from drawing unnecessary conclusions.

The Female Pilots Female pilots are the pride and joy of the free-flying world. We have an obligation to make free-flying pleasant for them.

Here are the rules: •

Be helpful, but not too helpful. (Shoot for being about as helpful as you would be to anybody.)

•

Don’t slobber.

•

Don’t assume they are single just because they are flying and you don’t see their significant other. He may be

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4. You are swooping on “the sky god” or “sky goddess.”

5. A bird lands on your shoulder and doesn’t leave you a “gift.”

6. You get “I saw you” notes written to you in the classified section of the club newsletter.

7. The sun always comes out when you are ready to launch.

Top seven “red flags” that you might be barking up the wrong tree: 1. You are trying to swoop on your instructor’s significant other.

2. Your free-flying pursuit is immediately referred to as “that crap.”

3. The significant other is the type that throws rocks at his/her glider after blown launches.

4. He/she lives in a little old car and has for a long time.

5. You “get to” break down/fold up his/her glider now that you two are “together.”

6. You get in trouble for not filling the cooler.

7. It’s your turn to drive, every time.

The Key This one is going to hurt. If you like to fly, anyone interested in you will know this to be the case from the word “go.” If they are interested in you in the least, then you have a certain power. You have the power to make them feel really special.

You guessed it: by not flying! By choosing to be with them inFebruary, 2004: Hang Gliding & Paragliding

M A S T E R S

stead of flying, you will have made what may be the ultimate gesture that you are capable of making. Use this wild card sparingly. If they aren’t bright enough to notice that you pull this maneuver on a rainy and blown-out day, then you ought to get rid of them on the basis that they lack common sense.

Use Good Thermaling Technique First, don’t look for thermals where there aren’t any. If you know you are going to sink out, just enjoy it. If you are in the middle of nowhere, no sense in getting all dolled up to go to the local watering hole. You might as well wear your boogie wig and polka dot pants, get drunk and pour beer on your head. If you are gliding through sink, keep going straight to the next likely spot. Hope for a thermal. We all go through long, lonely periods of time.

Believe in yourself. When you blunder into a thermal, go straight, wait to see how big it is. In other words, play it cool.

Play a little hard to get. Once you get a dramatic spike on your vario, your heart starts racing and you know you have something good, start circling. Think! You know how good the climb rate should be. Don’t turn unless it’s indeed a good one. The chase is on. But don’t forget to adjust your arc every time you make a 360. If you think that you’ve “got it,” you’ll lose it. Be smart, explore the boundaries, but always return to the center knowing that no thermal lasts forever. When you lose it, just go

Hang Gliding & Paragliding: February, 2004

T I P S

straight, fly fast through the sink and hope for another thermal.

Weakest Pick Up Lines Ever: •

The best way to become a great pilot is to sleep with one.

•

You know, I am a hang one.

•

I’d like to show you my harness.

•

I stay up all day.

•

Paragliding is hard.

•

I finish my pre-flight, lick my eyebrows and I’m gone.

Chris Santacroce is a USHGA Tandem and Instructor Administrator.

Chris’ accomplishments span from being North American Champion to USHGA Instructor of the Year in 2001. His true passion, however, is for instructing others to be masterful pilots. He teaches more than two hundred people a year in his “over the water” safety training course.

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HANG GLIDING 101: Buying Your First Hang Glider

By G.W. Meadows Making the decision to buy your first hang glider can be summed up in one word: confusing.

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urchasing your first glider can be daunting. Lots of hard questions spring up once you decide to buy: Which model?

Single surface or double surface? New or used? And, how are you going to pay for it? I remember when I was just an 18-year-old kid buying my first hang glider, a 1978 Super Seahawk. It cost me just $850, complete with harness, and I had to finance it!

Well, times have changed since ’78, but one thing has remained the same—the drive to own your own hang glider once you’ve become hooked on the sport. I’ve developed some guidelines to help you newer pilots cut through the confusion when you are looking for that first purchase.

New or Used?

Buying a hang glider is a lot like buying a car. You can save a ton of money by buying a used glider, but only if the previous owner took good care of it. Just like with cars, one danger of buying used is that you could get a lemon. On the other hand, there’s nothing quite as satisfying as buying a brand new glider (or car) and being the first owner of a sharp, new vehicle. Both options, new or used, have pros and cons.

Pros and Cons of Buying New Of course the big advantage of buying a new glider is that you know the complete history of the glider. You don’t have to worry about where it has been, what kind of use (or abuse) it took and what kind of repairs were made to it. There is always the possibility that some of this information won’t be divulged by the seller of a used glider. Also, not unlike that “new car smell” associated with buying a new 20

Toyota, there’s the “new glider feel” of having crispy sailcloth with no blemishes.

Buying a brand new, crispy glider has advantages in regard to confidence, pride and tactile sensation.

Yet, there are distinct disadvantages to buying new, especially in regards to price.

A brand new hang glider will cost you considerably more than a very similar glider that’s slightly used. You should also consider resale value. Just as driving a new car off the showroom floor reduces its value by thousands of dollars, your brand new hang glider will lose at least a few hundred dollars the moment it becomes “used.” These two drawbacks don’t stop people from buying new cars and likewise, they don’t keep people from buying new gliders.

If you do buy new, the last drawback you face is the fact that often it takes several weeks for your glider to be built and delivered. Waiting patiently is tough when you have put a deposit on your new toy.

The Pros and Cons of Buying Used No matter how you cut it, used is used.

You are buying something that someone else didn’t want, need, use or just couldn’t afford. Frequently there are tremendous deals available on the used market—from golf clubs that were the wrong brand, to a refrigerator that was the wrong color or even a house that had to be sold because of a divorce. This same thing happens in the hang gliding market. Of course, the first drawback to buying used follows Murphy’s Law: The glider you want won’t be available in the used market when you’re looking to buy. But if you persist in exploring the used market, you’ll find something. So make sure you have the necessary knowledge to shop wisely.

First thing to remember: Don’t go shopping alone. Under no circumstances should you base your decision solely on the advice of the seller, who might try to convince you that “this is perfect for your first glider.” You need a second opinion

from someone you trust. This can be a good friend who is also an experienced hang glider pilot, or (in the best case) you can rely on your instructor to help you make the best decision. In most cases your instructor/dealer will have many used gliders in stock and have ready access to others. Buying from someone you already trust greatly reduces your worry about buying used.

If you are thinking of buying a used glider from a dealer, ask him (or her) what he knows about the history of the glider. If he originally sold the glider to the first owner, he might know all the flying habits of that owner and can fill you in with good details of how and where it was flown. If the dealer didn’t sell the glider to the original owner, or doesn’t know the previous owner well, you should ask him to do a complete strip-down inspection for you. This usually brings a high level of confidence in your purchase. Likewise, if you are out shopping on your own and considering buying a used glider from a private party (rather than a dealer), make sure the seller agrees that the glider must pass a full inspection by the local dealer before the deal is “final.” Be willing to pay your dealer to do this inspection—it is well worth the modest investment.

Here’s a list of the things that your dealer will be looking at when conducting the inspection: ➤ Tubing: All of the tubing must be straight, without dents or deep gouges.

Note that not all dents are deal-breakers. There are some areas of tubing where small dents are not a structural concern. However, similar small dents in another location on the tube could be extremely dangerous. Your dealer is trained to know which dents are acceptable. Your dealer will also check the bolt holes on the “front end” of the leading edge tube for elongation.

It is not uncommon for these holes to be “misshapen” on entry-level gliders due to common handling mistakes February, 2004: Hang Gliding & Paragliding

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made by novice pilots. If this is the case, the problem can be easily remedied with a couple of short internal sleeves. Again, this is something your dealer will know about and it is one of the reasons you want a professional checking out your potential wing. ➤ Wires: The wires on the wing should be in good repair with no kinks or frays and with proper tangs and thimbles. When in doubt, replace the side flying wires. These wires are the ones that withstand the highest load during normal flight. Don’t try to save a few bucks by flying with questionable flying wires on your glider. ➤ Sail: The sail should be checked for wear and tear. Like the tubing, there are

Hang Gliding & Paragliding: February, 2004

places where small holes or tears aren’t cause for concern. But the same hole or tear in another area of the sail could be very dangerous. The sail also should be checked for UV damage. If the glider has a colored leading edge cloth, then UV exposure will be easier to gauge. Just look at the area under the nose cone (on the top of the wing) to see what the leading edge cloth originally looked like. If there’s a big difference between the two colors then the glider has spent a bit of time in the sun. Of course, this is much more difficult to deduce if the leading edge is white. The top surface (which is usually white on most gliders) must be checked as well. Your dealer will have a lot of experience with the “feel” of the cloth and can advise you on this.

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➤ Bolts: All of the glider parts have to be held together somehow and aircraft bolts are the preferred method in critical areas. Your dealer should check all bolts thoroughly, but he should pay special attention to a couple in particular. The “heart” bolt is the bolt which holds the apex of the uprights to the keel. On many gliders, this bolt will bend slightly during a very hard landing. Replacing the heart bolt when it’s bent is a good idea. The crossbar/leading edge junction bolts should be checked as well. ➤ Hardware: This is one of the areas that is very “glider specific” on hang gliders. Very often, manufacturers have their own “signature” hardware. Each type of hardware has its own Achilles’

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heel. One manufacturer I know of has hardware for their upright/basetube corner brackets that is sufficiently strong when the glider is flown and maintained as designed. However, this hardware is susceptible to damage quite easily when a downtube is broken. Other manufacturers’ hardware will have its own quirks that your dealer will likely know about and will scrutinize for you. The hardware includes everything that is not a bolt, nut, tube, wire or sail. Checking the nose plates as well as crossbar (center and end) plates is imperative. Catches that hold the nose and crossbar pullback wires in place must be checked for reliability. This is another area where some manufacturers have their “signature” hardware and again, some of it has proven to be less than perfect.

Your dealer will know about this and will make recommendation for changing or adding to this hardware.

Armed with this information about buying new or used, you now need to consider the question of whether you should buy a single-surface wing or a double-surface wing.

A good selection of both types is available to you for your first glider purchase.

The Pros and Cons of Buying a Single-Surface Glider The single-surface beginner hang glider has some distinct advantages. Probably the most important is the forgiveness it offers in glide slope control. Single-surface gliders have a narrower speed range than their double-surface cousins. There is an even narrower speed range in which they have a reasonable amount of performance. This is no small matter and should be considered seriously during your first glider purchase. This fact can work for you but it can also work against you.

The small performance range works for you when you find yourself a bit too high during any part of your landing approach, since you can pull in a lot to dramatically reduce the angle of attack, and thus the 22

glide, of the wing. This technique will often allow you to get into a landing field without making a lot of low-level S-turns.

This is a very reliable and reasonable crutch for less-than-perfect approaches.

In short, it’s a good aid for beginning and novice pilots.

The downside of this narrow speed range is that it will eventually reduce the number of days that you can fly. Without the ability to penetrate into stiffer headwinds, there will be days when it is simply blowing a little too hard for you to fly.

Likewise, with less gliding performance, you will not be able to stay in a thermal that is drifting away from your landing zone faster than it is going up. These cons do not mean that a single-surface glider is not for you. When it comes to the bottom line, the pros outweigh the cons with some new pilots. The experienced guidance of your instructor will come in quite handy here. When it comes to used single-surface gliders, pretty much any that have been designed and made since 1983 are good “first purchase” designs.

Again, you should rely on the advice of your instructor.

The Pros and Cons of Buying a Double-Surface Entry-Level Glider For the purpose of this article, you should know that when I am referring to a double-surface entry-level glider, I am referring to gliders that are acceptable firstpurchase gliders. Double-surface gliders in general range from the very-easy-to-fly entry-level gliders to “full blown” competition models that should only be flown by the most experienced pilots. You are only considering the very bottom of this performance range.

The pros and cons of this genre can be explained by simply reversing from the pros and cons of the single-surface gliders. You will have a wider speed range which can be less forgiving of mistakes made on your approach, but can allow you a wider range of flyable days. You will also be able to fly more sites and drift farther in thermals

than with a single-surface glider. Many times, the double-surface glider is the best choice of wing to buy for your first purchase. You’ll have more performance to grow into and can spend a longer time on that glider—which in itself is a good idea—rather than trying to advance to the next performance range so quickly.

The double-surface wing will cost more than the single-surface model, but both of these wings will keep their resale value fairly high (relative to buying a high-performance wing). There are at least three brand-new entry-level double-surface wings that you can order from the manufacturer and there are several used wings that have been made since the mid-to-late 1980s.

Be aware, however, that it is easy to buy the wrong double-surface glider if you do not utilize the wisdom and guidance of your instructor. Relying on him or her to help you make this choice is paramount.

I hope that these guidelines have been helpful. As with any advice from writers, this is no substitute for the advice that you’ll get from your instructor, who knows you and your flying habits. Look for a more detailed explanation of glider models and their acceptable application to beginner pilots in my book, Hang Gliding 101, which will be released late in 2004.

G.W. Meadows has been hang gliding for more than 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.

February, 2004: Hang Gliding & Paragliding

F I R E

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Just One

Day Flying in Iceland: THE

LAND OF

FIRE AND

ICE

By Bruce Goldsmith.

celand has a fiercely enthusiastic free-flying community.

The Reykjavik Flying Club has its own clubhouse right next to Reykjavik’s own flying site, Ulfarsfell, a 300 meter mountain 15 kilometers outside the center of town.

All the pilots in the club share a common passion for flight and the hang gliders encourage the new wave of younger paraglider pilots every way they can. To the side of their club house is a hangar, built by the pilots themselves, which is packed with microlites of all sizes and shapes. The club pilots use these to get into the air when conditions are not ideal for free-flying.

Iceland boasts wild, dramatic scenery, as well as wild weather.

The island sits bang in the middle of the Atlantic Ocean, halfHang Gliding & Paragliding: February, 2004

Bruce Goldsmith soaring the open volcanic slopes of Iceland.

Photos: Arna Goldsmith

way between Europe and America. The Gulf Stream feeds warm water north from the Gulf of Mexico all the way to the shores of Iceland. That means the weather is warmer than you would expect considering how far north this island lies. The weather remains very wet by nature, with low-pressure systems sweeping through the country one after another. Fronts can go though at a rate of up to three a day. Fortunately, there are some spells of good weather also and these breaks are worth waiting for.

The summer starts in May and ends in August, so going to Iceland in August is pushing your luck with the weather, since it is likely to be windy with showers. But I got lucky and enjoyed a good day of flying last August.

The scenery in Iceland is unique. The island lies on the fault line between the American and the European continental plates, which are actively moving apart. The earth’s crust is so thin 23

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Photos: Top left and bottom right by Arna Goldsmith.

Bottom left and background by Kjartan P. Sigurdsson.

Pilots visiting Iceland will find unlimited opportunities to soar sites, small and large, with little or no competition for the air.

here that there are more volcanoes than trees, and hot water steams out of the ground in nearly every valley. Iceland is so far north that there are very few trees left—the Icelanders’ ancestors burned them all for warmth long ago. This is a great advantage for pilots. Nearly every hill is perfect for flying, with rounded tops and wide, smooth landing fields below. Moss grows as well as grass, and in many of the included photos the green color covering the ground is not grass but rich, thick, springy moss. Moss like this takes hundreds of years to grow, and a car driving across it leaves tyre marks that will show for centuries, so when driving you should stick to the tracks and roads.

his friends were flying to Snaefellsjökull; I would be driving there with Kjartan and his wife and Solvi, all keen paraglider pilots.

On the way to Snaefellsjökull we stopped off at Húsafell, where there is a very unusual waterfall. Water seeps down into a porous lava field and springs out of the riverbank for around 150

I was visiting my wife’s family in Iceland for a week last August.

On the 13th, the forecast was good, with light southwest wind and sun all day. Arni, the Airwave dealer in Iceland, phoned me in the morning to ask if I would join the local pilots for a day out. He organized a group of three microlites to fly to Snaefellsjökull. Jökull is the Icelandic word for glacier, and Snaefellsjökull is a glacier perched on top of a volcano sticking out on a peninsula 100 km to the northwest of Reykjavik. Arni and

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meters, and the white water drops into a beautiful jadeblue colored salmon river. I found a launch on the opposite river bank, and made a few flights across the river whilst Kjartan, a local landscape photographer, took pictures of me flying very low over the river with the waterfall on the opposite bank as a background.

An hour later we met the three pilots in microlites at Arnarstapi, a very scenic coastal town just south of the Snaefellsjökull. I climbed into Arni’s Cosmos trike and we roared skyward. Arni is a very good microlite pilot as well as Iceland’s best hang glider pilot. He was determined to give me an exciting time, and he soon had me clenching the seat as we skimmed the waves at the bottom of the cliffs and flew

Hang Gliding & Paragliding: February, 2004

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though flocks of arctic terns taking off all around us. The views were incredible, and we finished by climbing above the clouds and landing on the volcanic sand on the side of the glacier high up on the mountain. Kjartan’s four-wheel-drive vehicle was there to meet us. With its huge oversized tyres it was able to climb over the rough volcanic rock without a problem. Having Jeeps with massive tyres is a national hobby in Iceland. The Icelanders use them for hill climbing and driving over glaciers and snowscapes in winter with the air let out of the tyres.

The highlight of the day came on the way home. As the sun was going down we drove past an orange volcanic cinder cone, which was surrounded with soft light-green moss at the base. A cinder cone looks like a volcano but this one was much smaller and made from soft, light rock, rather like black sand. Flying conditions were smooth and gentle and you could launch from the moss right at the foot of the hill and fly up the front of the cone.

Solvi joined me and Kjartan took even more amazing pictures as we skimmed over the moss-covered ground in the setting sun.

The photos tell the story best.

The Iceland Hang Gliding Club will welcome any visiting hang glider or paraglider pilots who want to fly there. Cheap tickets are available to Reykjavik on Iceland Express from either London Stansted or Copenhagen. The cost of living, however, is very expensive in Iceland, and so is hiring a car.

Photos this page by Kjartan P. Sigurdsson 26

February, 2004: Hang Gliding & Paragliding

T H E R M A L

THERMAL LORE— Part 8

A

By Dennis Pagen

few years back I was compelled to go to France to sample the quality flying. I ended up in the little town of Millau in the Central Massif region. This region boasts several launches, and it will be the venue for the 2004 European Championships in hang gliding.

I set up on a fine summer day on the Puncho d’Gaste launch amid a flowery welter of paragliders. We launched. Soon light thermals spread us out vertically, then faded away to leave about 15 paragliders and four hang gliders poking around the limpid sky sniffing for lift. Eventually the day turned on and we rode the elevators.

This really was my first experience thermaling on a hang glider among more than a few paragliders. I carefully considered how to best work with them. It quickly dawned on me that there were only about two experienced paraglider pilots in the lot. In any particular thermal, they were above the rest of us and I found myself floundering with the lesser-experienced para pilots.

The problem was, they were scribing larger circles than even I wanted to make on my faster glider. I was at the same level as two paragliders and found that when I caught up with them and passed on their outside they would look at me repeatedly with apprehension and tighten their circle to move away from me. So, I circled a little tighter, and behold, we started climbing better together. I herded both para pilots in this manner and we soon rose above the others to top out with the “expert” paraglider pilots.

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paragliders, flex-wing hang gliders and rigid hang gliders. It is useful in terms of safety and performance to see how we can all meld together for our mutual benefit. In this last installment of our thermal series, I’ll present practical guidelines to thermaling in crowded skies.

Choose Your Vice A little slice of the sky penetrated by an upwardly mobile thermal and adorned with gliders of various sorts can be a busy place.

Let’s look at the needs of each craft. A paraglider flies the slowest of all our four types of glider. It has the lightest wing loading and therefore can make the smallest circle for a given bank angle. A flex-wing hang glider is next on this wing loading/circling speed scale. This is followed by a rigid-wing hang glider, and finally a sailplane with its high wing loading and stall speed typically in the 40+ mph range.

In mixed traffic, paraglider pilots should produce a regular turn (this may be tighter than many inexperienced pilots expect) and all the other glider types can circle around the outside of their circle. Figure 1 illustrates how a hang glider and paraglider can keep on opposite sides of a circle because the paraglider goes slower with a shorter circumferential path. The ideal is to remain on opposite sides of the circle so that each pilot is visible to one another. Paraglider pilots should remember that a hang glider pilot cannot see them when they are in a bank on the exact opposite side of the circle—the wing is in the way. Both pilots should be aware of the possibility of working together in this manner and cooperating to elevate. If conditions are rowdy, or the thermal is mobile, great care must be taken to dance in harmony, but it can be done if each pilot is skilled and makes careful judgments.

Throughout the rest of the day I applied this trick, and I noticed a couple of the inexperienced pilots continued to fly tighter circles and excel, even when I wasn’t near them to apply my cowboy tactics. I didn’t get a chance to talk to the pilots after the flight, but I often wondered if they cursed me for rudeness or blessed me for the free lesson.

The whole point of this story is to illustrate that wings of different types can get along together if each pilot knows the performance capabilities of his or her glider, and follows a few basic guidelines. I have flown extensively in the same air with sailplanes, Hang Gliding & Paragliding: February, 2004

In a similar manner, rigid-wing hang gliders can work with flex wings. A rigid wing does not change its wing twist in a turn, so the inside wing stall prevents them from slowing as much as a flex wing in a bank. Thus, rigid pilots are often flying wider 27

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circles than their flexie counterparts. Rigid wings seem to fly much like sailplanes in that their superior sink rate allows them to circle wider and still go up well, especially in light thermals.

In my experience, rigids and flexes can work together if all pilots understand the principle of staying on opposite sides of the circle with different radii and different airspeeds. The real problem arises when multiple flex wings and rigids are at nearly the same level. In this case usually everyone has to spread out the circle and everyone takes a dip in the climb rate.

Sailplanes tend to circle wide around our thermal paths. Again it is easy to work with them as long as both parties are courteous and know how their craft behave. A recent hang glider midair collision was the result of a sailplane pilot with more exuberance than sense, zooming through the circle of several hang gliders.

(Both pilots were uninjured, but both suffered an unnecessary expense.) I have thermaled many times with sailplanes, and find I can out-climb them when thermals are small enough that they cannot surf in the best part of the core. So too, I find a paraglider can out-climb a hang glider if the para pilot can keep on the inside track. Rigid wings and flex wings are more closely matched, and most often the rigids can stay with or out-climb a flex wing except in the smallest or gnarliest bullet thermal.

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The whole point of this little discussion is to make each pilot aware that integrated flying is not as difficult as some think.

It depends on the abilities of the pilots and an awareness that each can do his part to help the situation. With coordinated effort all pilots will climb as efficiently as possible. We are all going to be sharing the same air, if not the same sites, so getting along in the air is the key to prolonged contentment and higher achievement.

Special Spatial Matters Many pilots fly at their home site exclusively and share the air with only a few pilots, and thus rarely see more than one other glider in the same thermal. When another glider does come near they head for the hills. I experienced that effect at Point of the Mountain once. I was flying an intermediate glider and was slow to fly out to the next thermal. A pilot who was flying a high performance glider would go down the ridge or out in front of the mountain and hook some light lift. When my thermal quit I would fly over to join him.

That’s the sociable thing to do, and it also keeps you aloft. But every time I got to his thermal anywhere near his level, he would split. After a while I realized I was making him uncomfortable. I sniffed to see if I needed a bath, but since I passed the soap test, I figured he was inexperienced at flying close to another glider.

Imagine that, at such a crowded site as the Point!

February, 2004: Hang Gliding & Paragliding

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This discomfort need not be the case. It is easy, fun and worthwhile to fly near other gliders. Fun, because you share a bit of the joy of flight in real time (not just hangar flying over a beer).

Worthwhile, because you get instant feedback as to how you are performing. It is only by repeated comparisons such as this that we can really improve our skills effectively. How can you know that you are working lift efficiently if you are all alone? You can’t. In my view, flying in close proximity to other gliders while thermaling is the most beneficial form of flying. This is true, at least, in regards to improvement of skills.

We are not talking about dangerously close, but we are talking about at the same level on opposite sides of the thermal roundabout. There is no doubt that different people have different levels of comfort relating to close flying. Most likely, this difference is dictated by differences in brain makeup as well as past practice.

We are speaking of spatial judgment, of course. Someone who has spent years judging motion in three dimensions will be more adept at intuiting glider trajectories than someone who has spent years splayed out on the couch massaging the remote. Here we will offer a few practical tricks, which have been discovered over the years by thinking pilots.

First, learn to fly in a thermal with one other pilot. Make it a buddy or a mentor that you trust. (Trust means you know he or she is a predictable and competent flyer.) Start by flying together in relatively wide circles. Practice this flying until you are very comfortable. It is an attention and focus management problem to keep track of your vario’s output and the thermal drift or change while you track your buddy’s position. You should watch him carefully to see if he is catching up to you, or you are gaining on him. It is an axiom of relative work that it always looks like the other pilot is going around you; that is, flying wider circles. This effect is an illusion. The only way to tell who has the tighter (or wider) circle is to note who is catching whose tail. The ideal is to strive for equal circles.

When you get good you can both shift circles in harmony as the feeling of the thermal changes. It is a great joy to fly with a friend and perform a well-choreographed dance in the air with each pilot helping the other move with grace. Now think of the miracle of several pilots sharing the same thermal in proximity and operating together. This is the practice that happens frequently in competition, and it is an amazing and rewarding experience.

Special note: as we mentioned above, hang glider pilots cannot see up and inwards when in a steep bank. Thus, in a tight thermal, pilots on the exact opposite side of the thermal lose sight of each other—sometimes for many circles. The only thing to do in this situation is to have faith. As long as you cannot see the other guy, you know he is opposite you (or has climbed above you) and you will not hit. Of course, that assumes that the other Hang Gliding & Paragliding: February, 2004

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pilot knows how to maintain regular tight circles. That’s why it is important to be up there with people you trust.

Many pilots new to competition have a problem relating to the swarm of gliders in a gaggle containing more than a few pilots.

But a simple trick helps you cope. The point to realize is that you only have to worry about pilots at your level, and about 15 feet above or below you. (In very light conditions, make that dimension 10 feet, in stronger stuff make it 20 or more feet to account for possible surges. Note that the cylinder of concern is taller with a paraglider than a hang glider, but a paraglider’s slower speed makes it easier to track gliders.) Practice tracking the gliders in your immediate volume and forget those milling above and below. (Of course, experienced gaggle pilots can pick up performance cues from all pilots above and below, which is what makes them excel.)

Here’s a little trick I worked out some years ago to help a gagglechallenged pilot. Go out to a parking lot with a friend or two on bicycles and practice riding around in circles as wide as a typical thermal. As you circle around, watch the other rider (simulated pilot) just as you would in a glider. Do this until you are comfortably able to remain on the opposite side of his or her circle.

Then try moving the circle gradually in one direction. Next, make more erratic shifts, as if chasing an elusive core. Both riders should be able to work together to avoid conflicts when one makes a shift. Take turns shifting. Finally, have one of the riders make ovals or other less-predictable loops to simulate very erratic flying or turbulence effects. Adding a third rider to the mix is also valuable practice, because that’s what often occurs in real gaggle flying. By practicing in this manner you can realistically simulate the judgment required in group thermal flying. This is the best way I know of to train your spatial judgment, short of getting lots of airtime in a mix. But the problem with the real thing is you can’t predict when the situation will occur, you will be less relaxed and cannot control the practice.

Gliders Coming Up Sometimes there are factors that serve to complicate things when working with a group of gliders. Typically, the vertical extent of the thermal makes it possible for a swarm of gliders to be displaced vertically. But when conditions are very light, or when the top of the thermal is reached, gliders bunch up at the same level. When this happens, everyone tends to spread out and then no one climbs effectively. Sometimes everyone is doomed to stop climbing in the weakened lift on the fringes of the thermal. Sometimes several pilots will fall by the wayside, allowing the few remaining to hook on to the lift with tighter circles and accelerate upwards.

A recent meet in Wisconsin had a group of us scratching to stay alive only a few hundred feet from the deck. We were all in a 29

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weak thermal whose top was rising very slowly. The lower pilots reached the top guys and eventually there were seven gliders all going around at the same level, chopping up the air and making it hard to keep a regular circle. It was a mix of rigid and flex hang gliders, and the memory of that daisy chain will linger for a long time. (We all survived and eventually rose slowly to go on to bigger and better things.)

The above example is not unique and serves to point out the mistake often made by pilots new to the gaggle game. When one or two others enter the thermal near the inexperienced pilot’s level, that pilot has a tendency to flatten out. The result is that all pilots at that level must turn wider circles, which in turn slows everyone’s climb down. Then the pilots below catch up and the mix thickens. Every pilot is conflicting with every other and many may lose the thermal. (Often it is the inexperienced pilot who wanders into the sink.) To avoid this fate (and the displeasure of your fellow pilots), when another pilot joins at your level, maintain as tight a circle as you did when you were alone. If a third pilot joins, you can still circle nearly as tightly if all three pilots are competent and skilled. If you are four in a merry-go-round, you have to relent and widen out. I have seen smart pilots in this situation pull out for a bit and let everyone spread out vertically.

Then everyone could tighten up and all pilots climbed faster.

Mixing Methods Now we come to the crux of the matter: the actual techniques of meeting and melding into a thermal. Essentially, these are the enhanced and detailed “rules of the road” relating to

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thermaling in traffic. These rules apply equally to all soaring aircraft. Some of the paragraphs have been lifted from the CIVL competition rules (Section 7). I am allowed to do that because I wrote those rules.

Entering A Thermal 1. The first rule of entering a thermal is to turn in the same direction as the pilots already in the thermal. This rule holds strictly even if you enter well above or below the previous pilot(s). The reason for this last point is that often lift lower down catches up to lift above so you may eventually be at the same level as the other pilots. Also, in crowded skies it is common for many pilots to join a climb, and pilots coming in between two pilots turning different directions will not know which way to turn.

Often this factor results in several groups of pilots at different levels turning in different directions. When these groups merge, chaos and endangerment occurs.

So we repeat: Always enter the thermal in the same direction as a previous pilot no matter what the height separation. Often pilots have a turn direction preference, which induces them to turn opposite to the direction already established. If you are a pilot with such strong preference, you should not enter a competition until you have practised turning to your undesirable side to the point that you will automatically turn in the established direction.

If you approach a thermal in which pilots are turning opposite ways, which way should you turn? This problem is common

February, 2004: Hang Gliding & Paragliding

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enough and is difficult to resolve. If you are closer to one group (above or below you), it’s best to turn in the direction of that group. If you are approaching the thermal with other pilots and are not in the lead, you must circle in the same direction as the first pilots who reach the thermal (assuming you are nearly at the same level).

In general if you are midway between an upper and lower group it is best to circle in the same direction as the upper group, for you can’t see them as well and will coordinate with them if you climb up to them. If the lower group climbs up to you, you can see them clearly and reverse your direction. Do not wait until they are at your level to reverse, since it may result in a mass confusion as some pilots change direction and others don’t. Besides, the reason they are climbing up to you may be that their turn direction is more efficient due to a rotating thermal.

Here’s a bonus observation: Some pilots are aware that thermals in strong conditions are based on dust devils turning in a given direction. If that can be detected, it is much better to enter the thermal turning in the direction opposite the dust devil’s rotation.

Such a policy provides the most efficient climb rate as explained in Performance Flying on page 142. One of the world’s top hang glider pilots recently told me he noticed the birds at a particular meet were all turning in the same direction. Thus, he always entered a thermal turning in that direction when he was alone. Little observations and tricks like this are what set these guys heads above the rest of us.

2. The second rule for entering a thermal is to approach the thermal tangentially to the other glider’s circle on the side where he or she is flying away from you (see figure 2). This procedure allows you to make a simple turn to follow the previous pilot’s circling path even if you are both at the same level.

Approaching a thermal circle at any point other than the tangent (where your path just touches the circle’s diameter) is extremely dangerous. Pilots doing so are guilty of inducing confrontations and possible mid-air collisions. Never fly through the middle of a thermal circle.

Ideally you will arrive at a thermal circle when the pilot already Hang Gliding & Paragliding: February, 2004

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circling is on the opposite side of the circle. You must watch the pilot who has established the circle to see where the tangent point is on the side of the circle you will enter. By watching the pilot for two or more 360-degree turns as you get closer, you should be able to establish this point and fly right to it.

Sometimes you reach the circle at the same time as the circling pilot is on the entry side of the thermal. In that case, approach the circle on the normal side, but farther out from the center to give the other pilot room to continue his circle with no variation.

You should then start circling in the same direction with a bigger radius, as shown in figure 3. Your larger radius will soon result in you falling behind the other pilot so that you can then tighten up your circle to follow the ideal path. Naturally, if you are the pilot already circling you should maintain your regular circle, both so the other pilot can judge where to be and so you can maintain the core position. Cooperating in this manner is what the top pilots do in order to fly more effi ciently and assure safety.

Multiple Cores Quite often multiple thermal cores exist in close proximity to one another. This feature presents a real problem in crowded skies, because these cores often merge as the thermal rises higher. If you are approaching a thermal climb and encounter a good core before you reach it, which way should you turn? There are benefits and problems relating to either direction. If you turn in the same direction as the nearby circling pilots, you may enter their circle simply by making yours larger as you get closer. On the other hand, you will be approaching them head on at the near part of your circle as you get closer (see figure 4).

If you circle in the opposite direction, you do not have as much head-on confrontation, but must do a full-turn reversal to join the other circle as your cores merge. If other pilots have joined your circle, this turn reversal can create great confusion and potential conflicts. For the latter reason we recommend turning in the same direction as other pilots in a nearby core.

Often thermals can be broken with light multiple cores appearing for a few turns, then disappearing. This situation may be a result of weak heating, wind or an inversion layer. When a group of pilots is trying to work such conditions at the same time, 31

constant conflicts can result. Generally, the only safe policy is to use common courtesy. If the cores are short-lived, it doesn’t make sense to rush around like crazy towards each pilot that tightens up in a better core. If you do, you often have a conflict with other gliders and miss the core yourself while knocking out of the lift the original pilot or lower ones coming up.

The best policy is to wait until the climbing pilot is clear and you can enter the core without conflict. That way you can tighten up successfully and climb best yourself. If you go blundering through the group trying to grab everything that is marked, you will just anger the others who then won’t cooperate with you and may do everything they can to block your progress. Remember, overly aggressive pilots ultimately hurt themselves psychologically.

In broken thermals, all pilots should orbit in the lifting area and allow a pilot that hits a surge of lift to tighten up and climb above. That way the crowding becomes less and everyone will have a better chance of getting up. The weaker and more rare the lift, the more you need other gliders around to cover more area to find thermals. If you play the game of forcing others out of the lift, you find yourself alone in an oftenfruitless hunt for lift.

General Rules When you are thermaling in a crowd, the number-one rule is to maintain constant vigilance. That means looking around continuously to avoid conflicts. You must look to the outside of your turn as well as inside, for often gliders outside of you get forced inward or circling paths get offset.

All of the above should make good common sense. If we are all sensible together, we can elevate our mutual spirits. It is with the desire to do just that that this little primer on thermaling lore was presented. Eight instalments did not provide enough space to exhaust the subject, but we tried to make a significant dent. There are subjects such as reading dust devils, judging gaggles, predicting thermal strengths, trigger times, safety in strong conditions, landing in thermal conditions, snaky thermals, variations in thermals according to cover and terrain, climate effects and a host of other factors that need to be addressed by the would-be consummate pilot. These matters are discussed in our various books, but for now this series of articles will serve to help us all be aware of the complexities of thermal flying. Hopefully they also will help newer thermal pilots fly more precisely, more knowledgably and with more gratifying results. My reward for all this work is to join both new and old pilot friends at a higher point in those elusive bundles of joy we know as thermals.

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February, 2004: Hang Gliding & Paragliding

R A D I O

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By Dave Broyles

while back, a hang gliding school was reported to the FCC for allegedly using the 2meter ham band for training and without benefit of a ham license. More recently complaints have been filed with the FCC that hang glider pilots have been using the ham bands for communications without ham licenses. Some hang glider pilots have complained that the business band frequencies that the USHGA is licensed to use are too crowded, and the ham community is unreasonably interfering with our participation in our sport.

The FCC has thrown its opinion into this discussion. I quote a letter from the FCC to the USHGA: The Commission is receiving an increasing number of complaints that users of your facilities are operating Amateur Radio equipment, specifically hand-held radio transceivers, without a license.

While we encourage the use of radio equipment for the safety of your flyers, there are numerous radio services not requiring a license, such as Family Radio Service (FRS) and the Multiple Use Radio Service (MURS). The use of Amateur Radio transmitting equipment is also permissible as long as the users are licensed in the Amateur Radio Service. THE USE OF RADIO TRAMSMITTING EQUIPMENT IN A SERVICE WHERE A LICENSE IS REQUIRED, WITHOUT OBTAINING A LICENSE, IS A VIOLATION OF Section 301 of the Communications Act of 1934, and amended, and will result in criminal penalties. Fines normally range from $7,500 to $10,000.

Photos Dan A. Nelson & Donna Meshke

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We would appreciate your advising users of this notice. If you need further information regarding what type of radio operation would be suitable for your needs, or if you want more information regarding the requirements for obtaining an Amateur Radio license, please feel free to call me at (717)338-2502.

U S E

W. Riley Hollingsworth Special Counsel Enforcement Bureau Gettysburg, PA 17325-7245

This got our attention. In light of this, it seems time to provide a refresher on hang gliding/ paragliding radio communications.

Back in the old days, when sex was safe and hang gliding was dangerous, radio communication was sort of a pipe dream. We dreamed of having aircraft radios and being able to talk to other pilots on the aircraft band. But at that time, aircraft radios were big and needed a 24volt electrical system.

Many of us have always wanted to be ham radio operators, but weren’t good at foreign languages such as Morse code. We knew that dit dit dit, dah dah dah, dit dit dit is “SOS,” but that’s not enough to get a ham license.

So when Citizen’s Band Radio came along, we tried that. It soon became clear that CB wasn’t enough. The technology was not really there yet and besides, every trucker from California to Maine was on it, which interfered with us using CBs for flying.

Then there were little headsets from Radio Shack which transmitted on 49 MHz with 100 mW of power, and which would work with the porridge-pot helmets we used in those days.

These worked OK for a mile or two if we were in the air, but they weren’t rugged or reliable and the sound quality varied greatly. They were too much trouble and too little value.

Around 1989, Jim Zeiset (JZ to the hang gliding community), an engineer and a ham, did an enormous amount of research to find a solution to the problem. He found that the USHGA could get a business band license. The final result of this was that the USHGA received a license, call sign KD27172, to use 151.625, 151.925 and 151.955 MHz. We have been using these frequencies ever since. More recently our license expired and JZ applied for and was granted a new license and two new frequencies. Our new February, 2004: Hang Gliding & Paragliding

D E P A R T M E N T

call sign is WPRY420 and our additional frequencies are 151.505 and 158.400.

Businesses with these licenses are allowed to let their representatives use radios under their license, but have to provide training to ensure operations within the law. For the USHGA to allow members to do radio communications under the law, some way has to be provided to ensure that our members know the regulations. JZ came up with a combination training document and test to do this. To get a PA (portable authorization) and/or a VA (vehicle authorization), a pilot has to read the document and take the test. Since the test is on the back of the document, it is more or less open book. The purpose of the test is to ensure that the candidate has at least read the document and is familiar with the regulations governing our use of the frequencies.

Here is a summary of the regulations: • Communications must be short and to the point (no chitchatting).

• You must check to see if anyone else is talking before transmitting. (If you are using tone squelch, you must press the little button that defeats the squelch to see if anyone nearby is talking—we are not the only licensees for these frequencies.)

• You must give priority to emergency transmissions.

• You must use a type-approved radio—that is, an FCC-approved business-band radio that is not userprogrammable.

• You must give your call sign (WPRY420, not your ham call sign if you have one) every 10 minutes and when you sign off.

• You may not transmit from more than 5000 feet AGL. • You must not speak in code.

• You must not use bad language—no profanity or obscenity.

• You may designate someone else (your driver, for instance) to operate your radio if they know the above rules.

• You can’t modify, repair or reprogram the radio yourself.

So as it turns out, the law is rather liberal on the actual licensing.

A licensee may allow anyone to operate his/her radio as long as the user understands the regulations.

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Violations of these regulations have a maximum penalty of $25,000.

Why should we, as USHGA licensees, rigorously follow the regulations? First and foremost, doing so prevents us from attracting undue negative attention from the business community and the FCC. Second, knowing and following the regulations keeps us from wandering so far out of compliance that the FCC is forced to drop the big hammer on one or all of us to get our attention. These issues may seem like the same one, but they’re not.

We have literally thousands of people all over the country using these frequencies. A number of complaints about “those hang glider (or paraglider) pilots” from diverse locations could trigger enforcement proceedings against us. In addition, if we are so lax about holding to the required standards that one or more of us steps over the line big time, a single incident could harm us.

FCC enforcement is understaffed, and it is unlikely that they will spend the time to search out violations, which may not comply with the letter of the law, but which are not an actual abuse of the law.

Thus, the sort of error that can really call attention to us is unauthorized use of frequencies.

Why are pilots tempted to use unauthorized frequencies? In metropolitan areas the business bands can be, shall we say, a little unruly. Worse, when a pilot gets high in the air, he/she can hear every chamber maid, plumber and surveyor for miles around. So, business band does have drawbacks.

Some pilots have been tempted to switch frequencies to ones on which they hear no traffic, on the assumption that no one must be using them. For several reasons, this is a bad idea. Business band operations are limited to type-approved radio equipment (which cannot be userprogrammed) specifically to prevent Hang Gliding & Paragliding: February, 2004

this. Obviously, hang glider radio operations on an unassigned frequency is a red flag to the FCC that radios are being modified to break the law.

So what can be done to help solve the congestion problem? Tone squelch can help. “Squelch” is a function on a radio that turns off the audio when no signal is being received so the user doesn’t have to listen to continuous white noise.

With tone squelch, the transmitter sends one of a number of low-frequency tones.

The receiver is programmed to turn on the audio when that specific tone is received. This does not eliminate the need to check to ensure that no one else is transmitting before you start (since everyone can hear you when you transmit), but it does eliminate hearing every extraneous message on your frequency.

While tone squelch works quite well, it doesn’t eliminate radio congestion, it just keeps you from hearing it. Further, if you accidentally transmit while someone else is talking, both messages may be garbled.

So what other options do you have?

Well, if you have an amateur radio or ham license, you can use ham bands for hang gliding communications. There are many ham frequencies available and far fewer users.

Ham radios have many more features than type-certified business band radios, and are often much smaller and usually less expensive.

Then, what does it take to become a ham?

Currently it is not difficult to become a no-code Technician ham operator. The test is comprehensive and requires study to pass, but there is a computer-based training course that practically ensures that you will be able to pass the test.

People with no electronics background have studied in the evening for a few days and passed the test on their fi rst try.

Getting the no-code Technician ham license gives you the legal right to use the

2-meter band and the 70-cm band. But what restrictions are there?

• You can’t use ham frequencies for business purposes. That is, Wally World can’t have its clerks get ham licenses and use a 2-meter radio for stock checks, and a commercial hang gliding school cannot use the ham bands for training.

• You still can’t use bad language on the air.

• You must check to see if anyone else is talking before transmitting.

(Even if, and especially if, you are using tone squelch, you must press the little button that defeats the squelch to see if anyone nearby is talking.)

• You must give priority to emergency transmissions.

• You must give your ham call sign every 10 minutes and when you sign off (your ham call sign, not WPRY420).

• You cannot allow people who are not hams to transmit with your equipment except under your direct supervision.

• You are responsible for seeing that your equipment is functioning properly, i.e. not generating a harmonic that knocks out every TV set in the neighborhood.

• You can build and modify your own equipment. (One of the functions of the Amateur Radio Service is to provide a venue for hobbyists and experimenters.)

• You can use ham radio for noncommercial hang glider/paraglider training. The instructor must have a ham license, but the students, who only listen, don’t need one.

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Ham radios come in three generic types: base station radios, mobile radios and handheld radios (usually called handie-talkies).

Base stations aren’t often used in hang gliding, but mobile radios are. These are designed for mounting in vehicles and generally are very reasonably priced. Typically they transmit at up to 50 watts. The handietalkies are usually very small and light, but come with very limited antennas and put out a maximum of 5 watts. Most handietalkies will receive aircraft band, 138-174 MHz, and some have much more capability than that. For instance, a new Yaesu radio, the UX-5R, will receive AM broadcast radio, FM broadcast, TV broadcast, weather frequencies and the aircraft band and the business band. It will transmit on 6-meter (50 MHz), 2-meter and 70-cm. It isn’t even outrageously expensive.

36

Another ham radio handie-talkie has a built-in TNC, or terminal node controller, which allows the radio to transmit digital information via what is known as “packet radio.” There are a number of applications for this, but the most interesting to us is the connection of a GPS receiver to this radio, which allows it to continuously transmit its location. This application is perfectly legal and has been used to put the location of pilots in a competition on a map on the Internet in real time.

Another interesting feature of ham radio operations is that even though handietalkies with the provided antenna operated from the ground have little range, ham radio has what are called repeaters. These are powerful transmitters that receive your transmission on one frequency, and trans-

mit it on another, usually 0.6 MHz up or down from your transmit frequency. Ham radio handie-talkies are provided with the ability to transmit on one frequency and receive on another, which is called duplex mode operation. That means that a repeater, transmitting at 100 watts with a very efficient and tall antenna on top of a hill or tower, will provide your handietalkie a LOT more range when talking to similarly-equipped hams. Further, most metropolitan areas and many more rural ones have one or more repeaters, many of which are available to all hams. For instance, Jackson Hole, Wyoming, has a 2-meter repeater which does not have much traffic and which allows a ham to talk all over the area for about a 50-mile radius with a handie-talkie.

February, 2004: Hang Gliding & Paragliding

R A D I O

Most 2-meter ham radios can be modified (bumped) so that they will transmit from 138 to 174 MHz. This is provided so that the radios may be used in MARS/CAP applications. (Don’t ask what MARS/CAP is.) It is illegal for your local ham shop or FCC-certified technician to do this modification. While it is legal for a ham to modify his radio and to possess a modified radio, it is not legal for a ham to transmit outside of the ham bands, nor is it legal for a business-band licensee to use such a radio on business band. Again, transmission on unauthorized frequencies is a red flag to the FCC that the law is being violated. Thus modifying ham radios for use on business band cannot be endorsed by the USHGA. Likewise, our business band license does not give us ham band privileges.

Specifically, operating without a ham license on ham frequencies is risky. The ham community holds competitions that consist of tracking down a hidden transmitter for fun. They consider it even more fun to track down anyone transmitting on the ham bands illegally.

Hang Gliding & Paragliding: February, 2004

The American Radio Relay League (ARRL) is a group of hams who work together to designate frequencies inside ham bands for specific uses, such as satellite communications. A number of astronauts who are hams have transmitted from orbit. Ham radio operators also have satellites in orbit which are used as repeaters. Everyone is expected to stay off those designated frequencies except for these specified purposes. Sort of like, “Quiet, Hospital Zone.” Also, The ARRL has designated specific frequencies for repeater use. Should several people haphazardly communicate in simplex mode on a repeater input frequency, every ham for 50 miles or more will hear both sides of their conversations, and know what they are doing. And soon enough, they’ll figure out from where they are doing it—and quickly after that, they’ll personally introduce themselves to the offending parties. Using ham frequencies without a ham license or haphazardly is not a way to make friends for hang gliding or paragliding.

Thus, as a pilot, if you want to use ham frequencies you should have a ham license and abide by the ham regulations. In many states this also allows you to get a license plate with your ham call sign on it.

To sum up the differences between HAM and BUSINESS band: • The ham test requires more study and effort to take and pass than the USHGA business band test.

• Business band licensees may designate someone without a license to operate a radio under their license without direct supervision. A ham may not.

U S E

Pilot on launch wearing a chestmounted portable 2-meter radio.

Most pilots carry them but few abide by all the rules and regulations for their use.

Pilots on the ground can use USHGA’s business bands to communicate with pilots in the air if the rules described in the accompanying story are followed.

• The business bands are severely congested around metropolitan and vacation areas. The ham bands are not.

• Hams have repeaters available to them. Business band users do not.

• Hams have more versatile, lighter, user-programmable, less expensive radios available to them.

Business band users must use type-approved radios that are not user-programmable.

• Business band radios are limited to operations below 5000 feet AGL. Ham is not.

• Business band may be used for commercial applications. Ham bands may not.

• Hams may talk at length about various subjects. Business band is limited to short, to the subject, conversations.

Obviously, the best of both worlds is to acquire both licenses and be able to use both.

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There are also two other communication possibilities.

There are now available small and lightweight handheld transceivers for aircraft bands. A pilot can use these to communicate directly with ATC or an airport tower, for instance, to get permission to enter controlled airspace or to coordinate hang gliding or paragliding activities at an airport.

Many pilots now fly with a radio for in-the-air communications and a cell phone for after landing.

There is no single solution for hang gliding/paragliding communication that will work for every location and every situation. A pilot must understand what options are available and what the regulations and limitations are for each in order to have effective communications while flying.

Cell phones now have more universal coverage and in many areas may be better than business band or ham to coordinate retrieval from an XC fl ight. It should be understood that a cell phone should not be used in the air. Cellular calls from any altitude much above ground level will reach too many towers and use up too many resources and perhaps confuse the system. So a cell phone should only be used from the ground.

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F L I G H T

Paragliding provides source of strength during bout with breast cancer

By Steve Wright Photos by Steve and Nona Wright Paragliding changed our lives.

My wife, Nona Wright, and I began paragliding in the fall of 1992 under the very capable instruction of Phil Pohl from Bend, Oregon. At the time we lived in Portland and had normal busy lives involving careers, friends and family. I have always loved heights, and have climbed in the local Cascade Mountains, and when I became aware of paragliding I thought that it looked like an exciting new way to enjoy the heights. Little did I know then how this great sport would change our lives or add a healing element to a life-threatening health issue that would challenge my wife eight years down the road.

Flight for

LIFE

After my first initial training flights off the sand dunes on the Oregon coast, I knew I loved paragliding. I just didn’t know the extent of that love. I learned that quickly, however, when I had my first short flight at Pine Mountain in central Oregon. What a thrill! Nona was there to share it with me, but at the time I was surprised to learn that she wanted to get into paragliding also.

Looking back, I realize I should have expected this since she was the one who first introduced me to climbing in the Northwest mountains.

After Nona completed her paragliding instruction, also with Phil Pohl, we began flying at various sites in Oregon and the neighboring states, loving our new activity together and the pure enjoyment of being in the air with the birds and seeing nature at its finest.

As with most paragliding enthusiasts, we never seemed to have enough time for our sport, what with work and all. All of this was to change, though, when we were able to semi-retire early from our careers and move to Bend, Oregon, on the drier, east-side of the Cascades. Now working part-time and living just a half-hour from premier flying sites–Pine Mountain and Mount Bachelor— we thought we had really reached a pinnacle of happiness.

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The scare came in the winter of 2001.

Following a routine annual physical and mammogram, Nona was diagnosed with breast cancer. It came as a shock to both of us, one that no one is ever ready for. Hearing something like this, you go numb with the anxiety of the possible consequences. Fortunately, her cancer was diagnosed at a very early stage and the prognosis was good. Nona relates how, during her diagnostic period prior to surgery, she would go out alone on occasion to our flying site to find solace and strength in just being there and visualizing the many hours of flying in the past.

This had a calming effect during a time of future uncertainty.

Leading up to and immediately after the lumpectomy surgery—which went very well—we put paragliding on hold. But even though she was initially weak, Nona quickly wanted to get back into the air and fly again. Just three and a half weeks after surgery, she made her first flight.

We timed the trips out to the mountain with her radiation therapy program, which lasted seven weeks. Several local pilots would join us to help her carry her gear up the steep hill when she could go no farther. Just a few weeks later, however, she made the climbs to launch herself—she just took a little longer than usual. Paragliding itself gave her a focus that allowed her to put aside the anxiety of having cancer. She also benefited from the exercise—the workout proved a contributing factor to her early recovery and regaining of her strength.

Within a few months we made a decision to take a trip abroad that we had heard about from other pilots. The flying vacation perfectly matched what we were looking for: a way to celebrate Nona’s first year of “survival” and our 40th wedding anniversary.

We joined a paragliding tour led by Jeff Hunt and took off for Valle de Bravo, Mexico, in January of 2002.

It was a wonderful flying vacation in all respects. Jeff provided everything we could have asked for. Our good friend Herb Pool joined us on the six-day trip and each day we ridge soared and continues on page 42…

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Swing factory test pilot launching the Astral 3. Photo: SWING

…continued from page 39

rode the thermals at the beautiful El Peñon flying site, just a short drive from town. Valle de Bravo rests high in the mountains beside a beautiful lake about three hours west of Mexico City. We enjoyed strolling around the Town Square (the Zocalo) to choose from the many restaurants after a great day of flying, or even just walking the narrow city streets in the evening. We promised ourselves we would go back and that is just what we did as a celebration of Nona’s second year of “survival.” We went back to the beautiful Valle de Bravo for more great flights last January and hope to go again in the future. We also plan to visit many other wonderful sites, going wherever our dreams of flying take us.

Everyone has ups and downs and some scares during their lives.

Getting through those rough moments means taking each situation as it comes and doing the best you can to hold on. It is important to grab life and enjoy it to its fullest. Nona’s flying was a catharsis for her recovery, as was her love of family and of life in general. She encourages all women to faithfully get regular exams and for men to support the women in their lives in this process. Nona and I are both rated P3s and our goal is to keep flying for the next 10 to 15 years. It shouldn’t be a problem; we’re only 60 now. See you in the air.

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A LOOK AT ONE OF THE EARLIEST HANG GLIDERS

Platz Sailplane Set the Stage for Free Flight Compiled by Brett Snellgrove from comments and letters from Bart Doets. Pictures from the archives of Fokker Aircraft, the Netherlands.

F

rancis Rogallo launched the sport of hang gliding in the 1950s. Or so the long-held belief goes. But while our present-day gliders truly are descendants from Rogallo’s flex-wing kites, he was not the first one who thought in this direction.

Rogallo spent a number of years developing his flex-wing kite, the first practical model of which was the Ryan Fleep, the ancestor of all weight-shift powered aircraft even though it was not weight-shift controlled itself. But decades before Rogallo created his kites, Reinhold Platz had invented the Platz Sailplane, which could also be considered a precursor to the modern hang glider. His first unmanned glider flew in November 1922, while the first piloted flight of the Platz succeeded in February 1923.

Platz was a German technician employed by the Dutch Fokker airplane factory, which had a department in Veere on the peninsula of Walcheren in the southwest of Holland, where hydroplanes were made. Platz had been hired as a specialist in autogenous welding, which was quite a new technique at the time.

Because of his good technical insight, Anthony Fokker soon put him in charge of assembly. Although Platz had no knowledge whatsoever of mathematics or mechanics, he was skilled in finding simple solutions to problems that puzzled the Fokker engineers. But then, the combination of technical insight with a certain lack of theoretical basis is a true pioneer quality!

Reinhold Platz died in 1966, at the age of 80. He had probably Hang Gliding & Paragliding: February, 2004

read about Rogallo’s exploits, when the Ryan Fleep first flew in 1962. Surely Platz must have realized how close he had been to Rogallo’s invention, 30 years earlier.

Platz loved sailing. It is likely that it was on one of his sailing trips in the waters around Veere that he got the idea of converting sailboat aerodynamics into sailplane use. He knew that the course of a sloop-rigged sailing boat can be controlled, within certain limits, by hauling in or paying out the jib sail. He simply transposed the sailplan of a sloop into the horizontal plane, doubled up to form a symmetrical shape. He hypothesized that, as in his sloop, the angle of the two jib sails (the canard, we might say) would control the angle of attack of the main sails. To test this theory, he cut out the planform of his invention from paper and weighted the nose with a paperclip. His paper model flew beautifully, stable and strong. With this model, Platz found he could control the angle of attack by varying the jibs, but he could also turn by setting the jibs so that one was tilted upward more than the other. In fact, while a normal rudder would function only with sufficient horizontal speed, the “jib rudder” works even if the model is released without any forward speed at all.

Following the success of his paper model, Platz built a model of his glider with a wingspan of 1.3 meters. This model was tested from the dunes between Vlissingen and Koudekerke, with the goal of finding the correct settings for the jibs, and to adjust the center of gravity. In November, 1922, the model soared for some time along an 8-meter-high stretch of dune.

Before building the final functional glider, Platz developed a still larger model (2.5-meter wingspan) to make sure of some details. While the smaller model still had rigid wing surfaces, in the larger model the sails were made from cloth, and part of the 43

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model test was to ensure that the cloth sails would billow into the desired airfoil shape.

Although all aircraft in those early days were of quite simple construction, nobody—not even Otto Lilienthal—had tried a wing surface without any ribs or rigidification. It is conceivable that, if the sailing boats in his days had sported sail battens as modern sailboats do, Platz might have added them to his glider.

As it was, he had never seen a middle way between the rigid wing constructions he knew and the free floating sail of his sailboat.

Even without battens, however, the larger model flew well—like the small one, it could soar the dune lift band and stay at altitude for some time.

So finally, back at the Fokker factory, the definitive glider was made. It spanned 6.6 meters with a 16 square meter surface, and tethered loading with a 100-kg man had proven the structure generated sufficient lift.

A close look at the photographs reveals that, between the tethered tests and the free flights, somehow a correction had been made to the jib assembly. Not only had the upturned front part of the keel been cut down some, but also the jib sail on the larger glider

seemed to hinge on a point behind the leading edge. Of course, originally the pilot had been supporting a certain percentage of the lift with his hands. By moving the hinge point back, the force needed to hold the control surfaces in position could be significantly diminished. Finally, the glider was considered safe enough for free flight. In February, 1923, on the Dutch coast near Vlissingen, the glider soared for some time along the dunes.

The glider weighed 40 kg, quite heavy for nowadays standards, but then the materials were canvas sails, wooden booms and some iron hardware. Still, it may well have been one of the lightest gliders for years; and surely it was the very first with a cantilever wing! A comment in Flight, a British magazine, in March, 1924: “Personally, we fail to see why the spars do not fold up, as they are very improperly braced.”

Platz emphasized the point that his construction was cheap, and also could be very swiftly rigged and de-rigged, and that the folded glider could easily be carried by one man and eventually transported by bicycle or on a passenger train. He may have had a dream of groups of people, each carrying his own folded glider, coming to a hillside, rigging up, and soaring the aerial currents.

A prophet!

44 2004: HangEscape Gliding & Paragliding Read about fascinating flying machines like the PodFebruary, Racer and Pod on ByDanJohnson.com • Sign up today to be notified when the site goes live.

H A N G

H I S T O R Y

To ensure directional stability and to do away with a tail fin, Platz had chosen to give the structure quite a lot of dihedral. On the model gliders this had proven to work well. Tests with scale models by the author and others have found the differential, aileron-type control action frequently assumed to be used on this glider to be completely ineffective in scale models. It has been hypothesized that the adverse yaw of the pitched-up canard jib cancels any roll action. It now seems likely that Platz’s glider turned like a paraglider—and indeed Platz termed the canards “jib rudders,” not ailerons. Platz noted, “The pilot tilted one jib up (pitch up) in relation to the other.” This apparently creates a drag, yaw, roll-type turn and may also explain the degree of dihedral used to facilitate this type of turn. This technique produces a nice, flat, coordinated turn in the models and has been found to be the only effective way to turn the scale models.

The keel construction (no hang glider keel ever deserved that name more than this one!) was a bent iron tube at front, with a wooden boom stuck into it for the aft end; at the junction, two butts of tube were welded on at right angles, to stick the wooden wing booms into. The only moving part of the glider was the connection of the jib sails. They had a pivoting anchor point at the front end of the keel, and the aft ends were hand-held by way of controls.

Surely, compared to early Rogallo hang gliders which measured up to 20 square meters, the wing surface of 16 square meters was quite small, especially considering the tips were very pointed—as on the first Rogallos—and thus must have been quite ineffective. However, with his canard stabilo wing, there was no need for Platz to incorporate wing billow, as Rogallo did in his design. Rather, as in the sailing boats that inspired the concept, Platz had every reason to make the sail as tight as possible, as the pictures show. This, of course, is an advantage over early Rogallo-type wings.

All the reports say that the glider was fully controllable, stable and with sufficient performance to soar dunes for prolonged periods, decades before Rogallos evolved to a comparable level.

It was easily broken down and transportable on a bicycle, as the pictures show, but, alas, it was soon forgotten. Other, more serious airplanes had to be made by the Fokker plant. Although in the thirties it had been suggested in several sailplane magazines that the Platz glider might be a good, inexpensive trainer for sailplane clubs, there is no indication in any record (that I could find) that a second Platz sailplane has ever been built.

It is a pity that none of the documentation gives a clue as to how the Platz glider was launched—a catapult start would seem logical in those days, but the pictures do not show anything that looks like a towing hook anywhere under the keel. So we must assume the thing was lifted by a group of men and shoved off the dune top. Though a hip harness attached to the glider would have made it foot-launchable, there is no evidence of such in the photos.

Hang Gliding & Paragliding: February, 2004

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F A N S

Alluvial Fans Below The Personification of a Valley

by Mike Vorhis

I

t was gaining on me, I could tell.

I’d seen it the day before, huge and brutish, lunging through the gap in the rocks, howling across the road with a rage that meant to devour me before I could take a step.

I’d escaped it then with the help of Paul, but this time there was only me, only the classic confrontation of solitary man against the focused forces of evil.

I fed the cleat, and prayed.

I’d not predicted this drama a week before, although I don’t know why. Somehow I’d pictured 100 miles of scenic comfort, the sun shining, bluebirds, the smell of midsummer welling up from violets and grass.

But it had all been a fairy tale. I was trapped; the ambush was nearly flawless. The throaty rumble of malevolent madness was in my ears now, the Valley’s bared teeth stood like sentries all around, and below I had only huge V-cut graves and the sloping rubble fields of alluvial fans that a million years of violent erosion had wrought.

Paul Clayton and I had succumbed to the idea called “The Owens” only a week before. We’d driven nearly through the night to make it real, dreaming of tripledigit miles and logbooks filled with glory, meeting Alan Kenny and Preston Holmes at morning light. What I wanted was Big Numbers. Wild distances. I wanted to be standing proud at the next club meeting, boasting of the 100-miler I’d targeted and achieved. I wanted to say I’d pointed my bat at the center field fence and made it so. But Paul hadn’t been to this particular center field for over a decade, and I’d been but twice ever, each time seeing only its puppy dog side. It was clear now this timber wolf of a

Illustration: Mike Vorhis

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D E P A R T M E N T

valley had been cunningly setting me up for many years.

Walt’s after breakfast. As extreme launches go it remains in my top three, and yet...things had appeared so benign out over the mesquite-crusted desert floor. Guided by a sixth sense, Paul had left his Fusion racked and watched my blind exuberance while I labored with the Stalker. Some time it took, readying everything including my nerves, and had I not done something unusual I’d have stepped right into the trap.

But even Evil could not have known that this particular pilot would waste ten minutes building an electronic Frankenstein, rubber-banding a cheap audio amp to the side of his ancient vario so that he could hear it. So, impatiently, dark thunderous Evil pounced too soon, and my helmet was not yet on, and I heard it rushing through the pass. It should someday be documented how much faster a Stalker disassembles when one is wet and cursing and when Paul Clayton is laughing.

So we’d brooded a day and a night, and I’d vowed to be smarter on the morrow.

When it came things looked innocent, but during setup we posted sentries anyway. No sign of danger, and one by one we entered the flow, twisting around the corner, or up and out. My turn came, the rubber bands survived the jostling and the rebel yell, and the little amp blasted sweet song to carry me up. Two valleys ahead, they could hear I was climbing.

“Horseshoe Meadows” is still my personal preferred name for this place, and I fi nally saw them. Billions of emeralds reposing by moss-lined frog ponds fi lled with leprechauns could not have been greener. Like an archipelago of liquid islands in a sea of pinecones and dust, they strung together, meandering rhythmically in serpentine order behind the spyres. I gazed, smiled...and froze in mid-gape.

Hang Gliding & Paragliding: February, 2004

The Southwest Sky behind these jewels was driving at me with blood in its eye!

Black, growling madness it was, only this time I could not unhook and drive away.

I had denied it breakfast the day before, and now here it was coming to even the score. The rabbit was dangling in its own backyard...alone...in broad daylight....

I forgot the beauty of the landscape. I forgot the big-mile fascinations, the names of the peaks Frank Peel had drummed into my head a week before, the place where you make the jump to the next range over, and the recognized wisdom regarding what constitutes High, and what Low. Like the prey I was, I ran.

A Stalker is fast when you hold the nose down. The uprights bent backward in the airstream, as wind peeled off a good portion of my face. Both eyes froze open; both hands turned to cold iron hay bale hooks. My helmet cracked; a tooth broke off. But, I did cover some serious ground.

I heard the sound barrier slam shut somewhere behind.

It’s interesting to note that a man’s recollection of the ravenous timber wolf of the moment before fades when he’s riding a flying steak knife. He shoots ahead effortlessly valley after valley, enters the bright world again, and as he drops past 9000 in a place where 11,000 is cause for concern, he begins to believe no wolf could make it this far, and he repeats that over and over until it becomes true.

He doesn’t see the wolf, and so forgets, and goes in search of the stuff that puts distance between himself and inopportune impact. He doesn’t find any.

Instead he comes incisor-to-incisor with monstrous flat grey slabs of rock, the teeth of the Valley itself. They loom within tip-scraping distance on three sides, and above. Like huge jagged arrowheads of flint stabbed end-on into the earth, their razor-like backbones are as sharply defined cruising fifteen feet over their edges as they appeared from a 47

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spine two miles back. Between them the canyons come to perfect and perilous Vs at the bottom, dark haunts of trolls and pit vipers, with not enough standable ground to set a harness, let alone land. I tried to keep the “flat” valley floor in view and in reach. Buoyancy was nowhere, and...somehow that hungry dark thing above had found me again! If I sank much more, I’d turn and make it to...well, no I won’t either! It’s nothing close to flat, now that I look. Steep rubble fields at best.

And so I came to be trapped. Sinking, surrounded, and swearing up a storm, I saw it could all end here. I’d been stalked, herded, and out-maneuvered.

Seemingly checkmate. The plan was clearly that I end up on those rubble fields, one more speck of debris the mountains would inexorably sweep out.

After decades of vowing to never be

48

without two escape routes, there were no options and no lift—only cackling thunder above, billion-ton teeth leering on every side, and alluvial fans below.

It may be that Air is a natural contrarian, always contriving to do the opposite of what Fate has orchestrated. It may be that she is stupefyingly dim, and can’t get in step with what the rest of Nature is lined up to wreak. It may be that Air is just not a team player. But whatever she is or is not, I know that she has a way of introducing what seemingly shouldn’t be there, and this time she foiled the perfect ambush. She slipped the condemned wretch a hacksaw blade—a raspy, jagged little thermal out beyond the last edge of Teeth—and I took it and prayed, and rose to meet the Beast above, and to look him in the eye. I surprised him I think, for he paused a while and rumbled, and I entered his zone at 12K and boldly paced

between his paws, his breath in agitated bursts on my face. I’d like to say I stood him off forever, stared him down, or that I pierced his heart. But the better part of valour is my skin, and when the peaks and spines had retreated sufficiently downward, I pointed north and fled again. True, running triggers a chase response in carnivores, but...well, I did have speed.

The face-peeling and the duel continued for a long time and over countless numbers of unlandable troll haunts, me jumping two and three valleys in a single bound, never coming near the heights Frank had cautioned me to meet or exceed, and that dark hound from hell pursuing me in each new canyon, leaping off ice-encrusted southwest ledges to gnash at me as he fell, stirring grey-wisped mayhem into the currents and flows that had been quiet a moment

February, 2004: Hang Gliding & Paragliding

D E P A R T M E N T

before, and missing me by a jaw’s width, to crouch and leap again further up the range. In a moment of panic and genius I flattered Air and made a friend of her, and she fed me buoyant confections each time I sank low, and I came to stop worrying completely about what I might not find.

Being cavalier is no way to lengthen an odyssey, though, and eventually my languid point-and-go habits forced me lower yet, away from the cold clean rock, and I picked out a spot or two near Big Pine, before one more save with feet already dangling drifted me northeast to the base of Black, to an eventual, ignominious reacquaintance with terra firma.

The Southwest Sky licked my face lightly, just once, and melted into the sagebrush.

It had not been my farthest flight ever, nor my longest in time. It had been nothing more than the standard milk run up the High Sierra side of the Owens Valley, only a little more than half the usual challenge that has beckoned pilots for a quarter century along the full 100-mile pilgrimage from the Meadows to Janie’s. I had but done the easy part, and yet...I can’t seem to bother keeping three-digit numbers in my head anymore. I’ve lost interest. I hear others dreaming about it, and yes, 100 farmland miles would be...wild...I guess...but on my brain are burned the indelible images of clean, smooth, flintlike walls of rock rising thousands of feet to spyres so sharp one could shave with them...constricted V-shaped gulches far below, and the alluvial fans perpetually escorting eternity onto the valley floor.

Yes, and a dark Southwest Sky with the heart of a timber wolf hunting me through every high pass, plunging down each chute, growling out the name of its lair, “Owens, the Owens,” always just that close.

That’s where I am now, inside my head; that’s where I want to be.

Hang Gliding & Paragliding: February, 2004

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P I L O T

P R O F I L E

Pilot Profile:

H

Matt Gerdes

By Dixon White

eaven could be described as the feeling of everything being “just right.” Flying and teaching people to fly is so rewarding and satisfying that it feels right for me. I imagine sharing flight with folks as being similar to helping a blind person see—our sport is such a miracle that it is completely awe-inspiring.

Matt Gerdes and his wife Kathrin Photo: Dixon White

Teachers also love to see their students excel.

One of my students, Matt Gerdes, has certainly done just that—excel in all aspects of flying. You may recognize Matt’s name from his stories in Hang Gliding & Paragliding magazine and in other publications.

that’s all a school can really do—lay the groundwork and impart the correct attitude in its students. I think that the instructor’s attitude is really crucial, because it’s so true that students will almost invariably adopt the attitudes of their instructors.”

Matt started flying only a few summers ago at our school in Washington, but he is already smack-dab in the middle of the show as one of the most knowledgeable and accomplished paraglider pilots and teachers you’ll meet. He’s earned an advanced rating, his instructor rating, and his tandem instructor rating faster than any other student I’ve taught. Matt loves to fly, and loves to share his flying skills and adventures with others.

With a happy gleam in his eyes and an almost constant smile, Matt will humbly share his well-conceived thoughts about paragliding with anyone who will listen—he shows nothing but warmth and kindness without any arrogance.

When asked about his rapid and successful growth as a pilot, Matt explains that there is one very key element to his success.

“For me, there’s no stress in fun. I’ll never forget passing a pilot once in a thermal. We were flying in pretty big conditions, but it was butter-smooth and very appropriate. As I flew by he let out what he meant to be a fun hoot, but it was actually a blood - curdling scream. He was bolt upright in his harness, white knuckled, tense, and panting,” Matt said. “When he landed, I asked him if it was fun and he assured me it was one of the best flights ever, even though he looked worn out and about ready to fall down from stress overload.”

In just a few years, Matt sped on from his initial phases of training to flying cross-country, to becoming an accomplished acro pilot, and then to learning about glider design and testing from Robbie Whittall in Europe, where Matt spends six months of each year.

Matt continued, “To me, that isn’t fun, and it isn’t how I want to fly. I want to do this until I’m too old to walk, and if I feel like I’m always flying on the brink of disaster, cheating death, then it’s no good. I always fly best when I am having real fun—relaxed, happy, in my element, breathing deeply through my nose, and feeling in control. Early on I saw some experienced pilots pack their gliders on launch and walk away because of strong conditions. As a beginner, I was considering launching in those same conditions until I saw them pack. That impressed me, and taught me a valuable lesson about which conditions I deserve to fly in.”

Matt’s interest in paragliding began in Europe where he saw paragliders soaring in the Alps. He took a tandem flight there, but came back to the states for his instruction. Matt said, “I think that the school I chose definitely laid a solid foundation, and 50

February, 2004: Hang Gliding & Paragliding

P I L O T

Matt is a world-class skier, and he has compared his progression in flying to his background in skiing. He said, “Now that I think about it, I realize that after skiing 100+ days a year for 12 years, I have a lot more snow time than air time, and I’m a lot more comfortable on skis in extreme situations. I know that one day I’ll get there with flying, and I’m looking forward to it. I see it in a lot of really experienced pilots’ flying. You can see their confidence, the kind of confidence that I feel on skis. Naturally, that comes from experience. I’ve learned a lot, almost everything actually, from watching and from listening to more experienced pilots.”

When asked if paragliding should be introduced to children, whether it should be treated like taking kids skiing, Matt said, “I know designers who think it’s very realistic to build a youthsized wing, say for a pilot weight of around 80 to 90 pounds or even less. As far as treating it as casually as taking kids skiing— definitely not. Flying is a much bigger deal. But I have met 15and 16-year-olds with more coordination, spatial awareness, and maturity than many adult pilots. I think that if, and only if, the instructor, parent, and child in question have the right attitude, then it’s totally possible, and a realistic goal. One of the changes that I would really like to see come about in this country would be more young pilots. By young I mean early twenties. I like flying with the local kids in Austria, kids who are younger than I am and have been flying longer. It makes for a much fresher, more enjoyable, and far less political scene.”

Although Matt thinks children can take up flying, he is concerned about the safety of smaller gliders. “I’m not a designer or test pilot, but I’ve heard shrinking designs can lead to a more dynamic version of the original. I have plenty of experience in watching my 90-pound wife struggle with being too light on almost every glider she has ever flown. It’s been extremely frustrating for her to deal with very poor handling, lower speeds, and decreased safety because she is barely into the bottom of the weight range of most XS gliders, even when carrying ballast. In my opinion, being too light on a glider is terrible. My advice to all of the lightweight pilots out there is to find a glider that fits!

Being light on a glider means poor handling, less stability, and lower speeds. What could be worse?”

While it is always a big deal to award someone their Tandem Instructor license, Matt earned his faster than anyone and I didn’t hesitate to consider him for the program. Matt’s attitude toward tandem flight focuses on safety. When asked about earning his tandem rating he said, “It’s pretty hard to quantify the necessary amount of training or the exact accomplishments needed to get any rating. Everyone’s familiar with the varying degrees of skill that pilots from a given rating category will exhibit. If I were to try and explain what I think is important for a T3, I’d say a deep understanding of ground handling with lots of gliders in lots of conditions (which would hopefully lead to perfect launches Hang Gliding & Paragliding: February, 2004

P R O F I L E

and landings every time), lots of experience at many different sites (which would hopefully lead to a well-rounded approach to glider management), and perhaps most importantly, a good attitude. I think that attitude is almost as important as skill when it comes to flying tandem. It really is a big deal, and I think we should always take it seriously. To me this means using a great deal of conservatism when choosing conditions and sites, and even the passengers we choose to fly with.”

Matt and his wife Kathrin spend part of each year in Austria working at Kat’s family lodge. Matt guides both skiing and paragliding tours in the Austrian Alps out of their lodge. My family and I spent some time there with Matt and Kat last spring.

Everything was first-class and the flying was wonderful. And there were many people flying. Matt noted, “I’ve heard a lot of Americans explain the abundance of pilots in Europe as a result of the lack of product and personal liability, but I think that’s just the tip of the iceberg. In my opinion, the abundance of pilots is a result of how incredibly convenient and civilized paragliding is in Europe.

“After flying for four years in five European countries, my glider has never touched anything except snow, grass, or carpet. The launches are almost invariably well-maintained and large (especially in Austria), the LZs are always huge and grassy, and most importantly, there are literally thousands of ski lifts that run summer and winter throughout the Alps. The convenience of ski lifts and the huge vertical are the two most important factors.

Even winter sled rides offer a beautiful 25-minute flight, and when it’s thermic you have lots of time and plenty of opportunities to get up.”

I find myself mesmerized by Matt’s experiences and suggestions.

On the surface, it may seem he’s still “new” to paragliding, but he’s actually very savvy and knowledgeable about our sport. It’s been exciting to see him grab the ball and fly with it. It is wonderful to see him take every available opportunity to learn and advance. I can so easily remember his first day of training.

With the enthusiasm driven by this memory, I go out again today to teach the next new students who will take this sport and make their dreams come alive, whether they are to make a simple sled ride or to fly through the Alps with the best XC pilots in the world. I know Matt, as well as so many other students, have come back to then teach me what they have learned, and that’s a key process to this whole educational progression.

Matt Gerdes, always eager to answer questions about flying or traveling in Europe, can be reached at matt@thefreerideguide.com.

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An Angle of Attack Indicator for Hang Gliders

I

By Steve Seibel

n the last few decades, sophisticated angle-of-attack indicators have been incorporated into many aircraft. In commercial and military flying, where payloads and G-loads may vary dramatically, an angle-of-attack indicator is quite useful.

The stall, the point of maximum lift coefficient, the point of minimum sink (Lift to the 1.5 power, divided by Drag), and the point of best glide (maximum L/D) always occur at the same angle of attack, regardless of changes in weight or G-load. These points will all occur at higher indicated airspeeds as the G-load increases.

In hang gliding we use cues like the feel of the control bar and the position of the telltales on the top of the sail to find the minimum-sink angle of attack at a wide variety of different bank angles and G-loads. Have you ever thought it might be interesting to have an actual instrument to measure angle of attack for your hang glider? Well, chances are you already have one!

I recently mounted a Hall-type airspeed indicator on the wing strut of a light airplane and noted the airspeed at the onset of the stall warning horn, and also at the stall, at a wide variety of different bank angles and G-loadings. (I used an airplane because it was quite a bit easier to hold a precise, constant bank angle in the airplane than in a hang glider.) I noted the airspeeds given by the built-in pitot-static system, and by a rotor-type airspeed indicator connected to a Brauniger vario. The Hall indicator always indicated virtually the same reading at the stall regardless of bank angle and G-load.

In other words, the Hall indicator can be thought of as an angle-of-attack gauge, and we could calibrate the tube in terms of degrees of angle of attack if we wished. Stall, minimum sink, and other angle-of-attack parameters will always occur at the same indicated values on the Hall airspeed indi-

cator, regardless of bank angle and G-load.

Why does this happen? The Hall-type airspeed indicator measures the ratio between the apparent weight of the sliding plastic disk, and the dynamic air pressure inside the plastic tube. The dynamic air pressure inside the tube is determined by the aircraft’s rate of forward motion (indicated air speed). The apparent weight of the disk is determined by the G-load acting in the apparent “downward” direction in the aircraft’s reference frame.

This “downward” G-load is really just a pseudo-force (or more precisely, a pseudo-acceleration), which is a mirror image of the real, “upward” aerodynamic lift force (per unit mass) that is being generated by the wings. And for a particular wing of a given shape and size, the ratio between indicated air speed and aerodynamic lift force is entirely a function of angle of attack. So voilå—we’ve had an angle-of-attack indicator right under our noses for decades!

A few caveats: these relationships assume that the weight of the aircraft and payload are constant, and that we haven’t deployed flaps or distorted or changed the shape of the wing in any other way, and that there are no external upward or downward loads from towlines or other sources. So don’t expect to use a Hall-type airspeed indicator as a guide to angle of attack and speed-to-fly while truck-towing or after adding a heavy tandem passenger or after lighting off your vertical-lift auxiliary jet engine. The angle-of-attack calibrations will only be consistent for one particular wing flying at one particular weight.

Don’t use a Hall-type airspeed indicator as a guide to avoiding the redline airspeed during aerobatics! It will read dramatically low whenever the G-load is greater than one. You might be able to use it to help avoid the stall angle of attack as you float over the top of a loop, or in other aerobatic situations.

February, 2004: Hang Gliding & Paragliding

S K Y S U R F I N G

By Alan Chuculate Photos by John Heiney

Disclaimer The following article is a news item, intended only to describe a concept that has been brought to fruition for the inventor’s personal satisfaction. The inventor, author and photographer assume no liability for the use of this information by others. All flying has been conducted by experienced pilots in coastal ridge lift and light thermals, with a smooth, grassy landing area. These may be the only conditions in which standing board-flight can be safely conducted. There are numerous factors of skysurfing that have yet to be explored so unforeseen hazards likely remain. The user of the information contained in this article assumes all liability for use of this concept.

The Skyboard is a hybrid of a paraglider and a customized surfboard, steered using the pilot’s feet rather than his hands. It was invented by Southern California surfer and biwingual pilot Geoffrey Martyn. He wanted to combine his two favorite sports: ocean-wave surfing and soaring. The Skyboard is the manifestation of his dream.

The Concept The Skyboard was designed to be used by an experienced paraglider pilot to surf the sky using weight-shift steering, actuated by applying foot pressure rather than hip rolling. An ultra-lightweight mountain descent harness was used for its mobility. The launch is made conventionally with the board securely stowed under the pilot’s arm. After becoming airborne, the board is deployed below the harness seat-board, and the pilot transitions from sitting using hand controls and normal weight-shift to standing on the board using foot steering. Toggle steering can be used in conjunction with the foot steering, as the pilot prefers. The pilot can choose to land on the board or can re-stow it and land conventionally.

The Evolution Geoffrey experimented over 18 months with four prototype boards before settling on his latest version. There were numerous Hang Gliding & Paragliding: February, 2004

significant variables encountered during the development, including board materials, dimensions and shapes, the rigging configuration, and the utilization of fins and air vents.

The Board The current Skyboard is made of foam and fiberglass in the conventional ocean-wave surfboard fashion. It weighs about 4 pounds, including the rigging. The board is 60 inches long and 22 inches wide. It has a flat underside without fins, with a high-center (concave-up) topside shape and a slightly kicked (up-turned) nose. Unlike an ocean-wave surfboard, the Skyboard has two large, forward air vents, located symmetrically along the board‘s longitudinal (fore/aft) axis. The air vents serve three purposes.

1. Handling manageability both in-flight and during deployment 2. Forward and downward visibility, for both traffic and landings, but even more for the superior forward view it affords the pilot 3. Improved in-flight pitch stability due to flow-through action of the vents The Rigging The board is suspended directly from the carabiners by two pairs of nylon webbing straps. Each strap is anchored on the bottom at a fixed distance from the edges on either side of the board.

The current version of the Skyboard hangs about 12 inches below the harness seat-board. This height is adjustable to suit the pilot/ harness combination for comfort by using different length hangloops between the glider risers and board-suspension carabiners.

An extra line and a non-locking carabiner are used as a sling to hang the board under the arm of the pilot during launch. The 53

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of feet-only steering is the intent to most closely resemble the feel of ocean-wave surfing. To grasp the toggle on the forward foot side, that arm must reach around the outside of the riser to bring the brake line outside and in front of the riser. When flying in proper skysurf form, there is a close similarity to ocean-wave surfing. The transition from lift to sink, in particular, feels just like dropping down the face of a large ocean wave.

Landings To perform a conventional landing, the pilot first sits back into the harness. This can be done during flight for leg rest as well and the board can remained deployed. To stow the board, the pilot can grasp the board directly or pull it up using the suspension straps. The board is then stowed on edge, and nose forward, with the sling line and carabiner. Once the board is stowed, the toggles are used normally to execute the approach and landing. board is stowed on the pilot’s side, opposite of the reserve parachute handle, container or bridle. Care must be exercised during board deployment and re-stowing to avoid potential inadvertent reserve deployment or entanglement in the event of reserve use.

Neither the toggles nor the accelerator are connected to the board in the latest version, though future experimentation with these controls is being considered.

Controllability The Skyboard may only be appropriate for use in smooth ridge soaring and light thermal conditions typical of coastal sites. Its controllability in inland thermal conditions has yet to be explored. A paraglider pilot who already ocean-wave surfs will be familiar and comfortable with flying the Skyboard after only a single flight in smooth air. Even inexperienced ocean-wave surfers such as myself can readily achieve at least partial success on their first flight. Since the pilot remains buckled into the harness and carabinered to the risers, there is no immediate risk from the pilot falling off the board. Falls from the board with the associated brief loss of paraglider control are comical and inconsequential as long as there are no obstacles in close proximity such as terrain or other air traffic.

Body Position and Form Foot placement on the board is critical for proper balance in skysurf mode. The common asymmetrical ocean-wave surfing stance is used with either foot forward. The forward foot is placed close to the board’s edge and alongside the forward suspension point. The rear foot is placed similarly on the opposite side. The classic asymmetrical ocean-wave surfing stance is used for placement of the pilot’s feet to maximize weight-shift steering. Ideally, the shoulder on the forward-foot side should be moved in front of the glider riser on that side to achieve proper body form for maximum weight-shift steering control. While the toggles remain within reach for use if needed or desired, use 54

To perform a stand-up, surfing-style landing on the board, the pilot should hold the toggles on approach as a safety measure for maximum control and to flare for landing. The pilot’s feet can remain on the board at touchdown if there’s sufficient wind to kite. Otherwise, the pilot can step off the board, either straddling it or with both feet to one side depending on what is desired or needed in terms of turning or moving after touchdown. Standup landings are really fun!

Summary Development of the Skyboard helped one man to achieve the dream of surfing the sky. While future developments may provide improved enhancements of speed and maneuvering control, the current version demonstrates that it is possible to surf the sky with this new sport combining surfing and soaring.

In contrast to soaring where the goal is to core the lift, here, the goal is to go over the falls! *** Note From The Inventor There are three of us that have flown the Skyboard and I want to thank local biwingual pilots Larry Love and Alan Chuculate for their feedback and support, which have proven invaluable to the development of the Skyboard concept. I especially want to thank them for actually test flying some of my prototypes and for the confidence they entrusted to my invention. Special thanks also goes to Joe Roper for his excellent craftsmanship and to Gabriel Jebb and the Torrey Pines Team for their support.

—Geoffrey Martyn

February, 2004: Hang Gliding & Paragliding

E N G L I S H

A I R T I M E

Unexpected Air Time Abroad

By Steve Daum All photos by Steve Daum

hen my boss told me that I needed to travel to England for a trade show, and that I’d have a weekend free after the business part of the trip, I almost got excited. Almost, because the trade show was in November, and my memories of the weather from a previous November trip to England made me pessimistic that paragliding would be an option. However, that free weekend inspired me to do some Internet research and make a few contacts with local pilots.

take your wing. There are great sites over there–I’ve flown them! Take your wing because you never know!” He then proceeded to explain in detail the best way to break the gear down for packing and traveling.

By the time I hung up I was thinking, “Well, I’ll just pack up all the gear and see if it feels like I can manage getting through a travel day with it.” I packed, and it felt reasonable, so I took the gear.

View of the English countryside near Clitheroe, England.

But by the Saturday morning of my departure from Dayton, Ohio, I had decided not to take my wing.

It just seemed like really low odds that I would have good weather, find a flying site, make a local contact, and get to fly. I didn’t like the thought of lugging my gear around for 10 days for no reason.

I worked the trade show all week, and finally my free weekend arrived. My About an hour before I was to leave, I business contact helped me rent a car got a call from Mark Lukey. I usually and get through the left-handed gear fly with Mark around Ohio, epic flying shift and left-side driving trauma. center that it is. He said (of course), “Let’s Saturday morning I drove out early from go flying today!” I told him I couldn’t South Port and headed for the Pennines, and explained about my trip. “You are a range of hills and mountains near the going to take your wing, aren’t you?” he center of the country. The weather was asked. When I said no, he immediately not flyable Saturday—strong winds, low went into sell mode: “Oh you have to clouds and rain. However, the forecast Hang Gliding & Paragliding: February, 2004

held out hope for Sunday. My plan was to explore and locate sites on Saturday and then be ready to roll early Sunday if the weather cooperated.

After a two-hour driving adventure trying to tune into the road signs, survive the roundabouts, and keep from drifting off the left side of the road, I arrived near the town of Clitheroe and located a flying site named Pendle Hill.

This site is a beautiful, long, grasscovered ridge. It is about 1000 feet from top to bottom and there are absolutely no trees! None! Most of my flying has been in West Virginia, Virginia, and Ohio where small launches tend to be cut at the top of tree-covered slopes—and reaching an LZ can be a serious question. To my eyes Pendle Hill looked like a dream site. I have never seen so much flyable hillside free of trees!

That Saturday the wind was almost straight in but way too strong, and no one was around. I hiked around on the ridge and made it about half way up before the rain drove me back to my car.

I noted the direction, then studied my map before setting out for the next site.

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E N G L I S H

A I R T I M E

this hill and no local contact to guide me. I watched a few sailplanes get towed up by a powerful stationary winch. They were ridge soaring under the low clouds on the same ridge used by hang gliders and paragliders. One of them made a joke about paragliders being little bugs that get in their way but it was all in good fun. I think.

Once I found the parking spot and the entry point for Parlick, I marked it on my map and then headed north towards the Lake District. Along the way to Wyndemere I spotted several places that were probably flying sites. There are many grassy hills and mountains along this route but I did not stop and locate any more specific flying sites.

Wyndemere is an old, picturesque village situated on a slope overlooking a large lake. The buildings are mostly ancient stone structures. The streets are narrow and filled with tourists and shoppers enjoying the town. I poked around here for a while and stopped in Stuart’s Sports, where they sell outdoor clothing, camping and hiking supplies.

The owner was very helpful and gave me the names and phone numbers for three local paraglider pilots.

I headed west on mostly narrow country roads. The scenery was beautiful. Even this late in the season the fields were still green and occasional shafts of sunlight would light up distant hillsides. Many of the roads were lined with stone fences or clipped hedges. I sometimes complain about keeping a few bushes around my house trimmed and respectable. Here, you see precisely-clipped hedges that line the fields for miles. Apparently everyone wants to have neat hedges in the English countryside.

The roads were narrow and winding. I encountered other cars mainly in the small villages. I was homing in on the second 56

flying site, called Parlick & Fairsnape.

Once you arrive in the small village of Chipping, the hill stands out as the largest thing around. It is flyable in almost any direction and it is large. It was not obvious to me where to drive to get close to this hill, so I circled around looking for clues. Again, no one was around.

I came across a grass strip where a sailplane club was operating so I stopped in for a visit. One of the sailplane pilots who is also a paraglider pilot was very helpful and gave me a complete site briefing based on a large topographical map posted in their clubhouse. This was a real blessing as I had no idea how to approach

I headed back to my hotel in South Port after what had been a long day of driving and site seeing. I checked the Internet and since the weather was still looking possible for Sunday, I contacted two of the local pilots. Their impression was that Parlick would be the best place to try on Sunday.

Early the next morning I arrived at Parlick.

The sky was blue, there was a light northwest breeze, a few low clouds, and it was a little cool at around 45 degrees F. I chatted with several people preparing to spend the day hiking around on the ridge—apparently Parlick is quite a popular destination for day hiking. I packed up my gear and warm clothes and made the hike up one of the southeast faces to the top of the ridge.

February, 2004: Hang Gliding & Paragliding

E N G L I S H

A I R T I M E

Wow! What a view from the top! Under the clouds the air was quite clear, and I could see all the way to the sea looking west and northwest. I spotted a couple large church or castle towers in the distance. The green fields, lined with stone and hedge fences, stretched for miles.

If flying was to happen that day it would happen in the large curving bowl. I was facing north but the 650-foot bowl curves all the way around to west, maybe two miles away. A sailplane swooshed by—right out in front of me! It was so close I could see the pilot’s sunglasses, and we exchanged a wave.

He worked around the ridge, hugging it just a hundred feet above, then went out to land after a few passes.

This was about 10 a.m.

In-flight view of other paragliders flying at Parlick & Fairsnape near Chipping, England.

I set my gear down and explored the ridge, walking down part way and around to the west face and then back to my gear. No other pilots had arrived but it was early. I walked back over to the side I’d hiked up and noticed a hiker far below with a big backpack. Cool, a local would arrive soon.

Hang Gliding & Paragliding: February, 2004

Paragliders soaring the broad bowl at Parlick & Fairsnape.

57

When Jim arrived at launch he asked right away, “Have you flown yet?”

“No,” I replied, “I was hoping for some local advice first.”

He responded, “My advice is get your wing out and launch—conditions are good!” He proceeded to give me a good site briefing, then we both prepared our gear. He launched first and scratched back and forth, landed and re-launched a few times, always staying near the top of the ridge. Another pilot arrived and set up to launch farther down.

I pulled up my wing. It was easy to kite in the smooth 5- to 10-mph breeze.

However, the slope was fairly shallow, so I had to really lean forward and keep the glider loaded to build up enough speed to launch. Then I was airborne. I really lucked out on my first launch and immediately climbed out in a good cycle of lift. I started working the ridge and flew for maybe 5 minutes before losing it and landing a little down the hill. I kited the wing back to near launch and immediately took off again. This flight was a little longer. I was concentrating hard, saying to myself, “Turn in the lift, edge back to the ridge, milk every little bit you find, stay with it, pay attention to the vario.”

This flight lasted a little longer, and I was about to do a cross-slope landing near the top when I found some more lift! I got back up from just a few feet off the ridge.

In total, there were six wings flying during the day and it was a fantastic time. Near sunset, I followed the local pilots around the end of the ridge to the back side and landed within 40 yards of my car! A pint with the locals at the pub in Chipping was the perfect end to a very fun day of flying.

I hope to visit Parlick again someday, and I encourage you to “take your wing,” because you never know.

Steve Daum lives in Ohio where there is an active hang gliding and a small but growing paragliding community. You can learn more about flying in Ohio at www.ohioflyers.org.

Steve learned to paraglide from a great instructor—Dwayne McCourt in West Virginia—where the training and flying sites are way more abundant than in Ohio. For site touring and guidance you can contact Dwayne at www.flywv.com.

For me this was an awesome day of flying. Prior to this I had logged 190 flights and just over 22 hours of flying time. At Parlick, I got in six flights, and the longest flight was 1 hour and 15 minutes—my longest flight ever! Two other flights were over 30 minutes. It was great to fly long enough to really study how my wing reacts to different inputs and how to work ridge lift efficiently. I really wanted to get to 200 feet over but the highest I saw on my vario was about 190 feet above launch.

However, I stayed even with the locals most of the day.

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February, 2004: Hang Gliding & Paragliding

L I G H T

As we fly headlong into the world of high-resolution digital photography, we sometimes focus too much on bright, vibrant colors and not enough on the subject we want to photograph.

In the drive for image clarity and color enhancements, we lose touch with the true magic of photography. With black and white imagery, the focus is forced back on composition and the content of the photograph. With that in mind, we present the USHGA Light Box—a new feature that highlights the powerful images of free flight in the more basic elements of black and white photography.

In the image seen here, photographer Shane Nestle captured a young spectator watching an aerotow launch of a hang glider during the 2002 Wills Wing Demo Days at Wallaby Ranch in Florida.

B O X

N E W

R A T I N G S

RATING/REGION/PILOT

H-1

1

ROBERT RINKER JR

H-1

2

BRIAN FOSTER

H-1

2

BRUCE BORCHERS

RATING OFFICIAL

RATING/REGION/PILOT

RATING OFFICIAL

RUSSELL GELFAN

P-1

1

CLARK RINKER

ROBERT RINKER JR

PATRICK DENEVAN

P-1

1

JACOB WHIPPLE

MARTY DEVIETTI

PATRICK DENEVAN

P-1

1

AMY ERENBERGER

DAVID BINDER

GEORGE HAMILTON

P-1

3

HANS PIWENITZKY

GABRIEL JEBB MARCELLO DE BARROS

H-1

2

DEVON DAWSON

H-1

2

DAVID CHRISTIE

KURTIS CARTER

P-1

3

NATHANIEL NORRIS

H-1

2

JOHN GREITEN

PATRICK DENEVAN

P-1

4

FRANCISCO GONZALEZ

H-1

2

IGOR ZHILOVSKIY

GEORGE HAMILTON

P-1

4

HEATHER BECK

JAKE WALKER

H-1

3

SHAWN ZABO

ROBERT LANE

P-1

4

STEFAN REVEAL

ANDY MACRAE

H-1

4

SHANA ROHRBACKER

WILLIAM HEANER III

P-1

4

MICHAEL REVEAL

ANDY MACRAE

CHRIS LARSEN

P-1

4

SCOTT FRAZER

DAVID BINDER

6

JIM ROSS

HUGH MURPHY ALISTAIR RITCHIE

H-1

8

ANDREW FISCHER

STEPHEN MAYER

H-1

8

GREGORY PRATT

CHRIS LARSEN

P-1

H-1

9

RICHARD NOON

STEVE WENDT

P-1

12

RAMESIS VAZQUEZ AGUIRRE

P-1

13

MUHAMMED SHIRALI

DIXON WHITE

P-2

1

KRISTINE CASSELS

ABE LAGUNA

P-2

1

BILL KAELIN

P-2

1

CLARK RINKER

P-2

1

JACOB WHIPPLE

P-2

1

KEN MACDONALD

P-2

1

LOUIS SMITH

KEVIN LEE

P-2

1

JOEL RIBICH

DAVID BINDER

P-2

3

JERRY GILLARD

P-2

3

ADAM KOCH

P-2

3

ALISTAIR GORDON

P-2

4

FRANCISCO GONZALEZ

P-2

4

HEATHER BECK

JAKE WALKER

P-2

4

STEFAN REVEAL

ANDY MACRAE

P-2

4

MICHAEL REVEAL

ANDY MACRAE

P-2

5

CHRIS KUROWSKI

ANDY MACRAE

P-2

6

JIM ROSS

HUGH MURPHY

P-2

10

MATHIAS RUNK

P-2

12

RAMESIS VAZQUEZ AGUIRRE

P-2

13

MUHAMMED SHIRALI

P-2

13

ALI BAHADIR HOR

P-3

1

CODY OLSON

ABE LAGUNA

P-3

2

ALVIN RAINS

WILLIAM SMITH LEN SZAFARYN

H-1

9

SCOTT WILKINSON

STEVE WENDT

H-1

9

DANIEL SHAPIRO

STEVE WENDT

H-1 H-1

9 9

JOHN SIMON

PAUL VENESKY

KEVIN LEE

DAVID CHURCHILL

JOHN MIDDLETON

H-1 10

PETER GROGAN

MALCOLM JONES

H-1 10

JUSTIN BLAIS

H-1 10

JOE PERRY

H-1 10

ALFOHSO JURADO

CHRISTIAN THORESON

H-1 10

MICHAEL LANGEN

CHRISTIAN THORESON

H-2

1

ROBERT RINKER JR

H-2

1

DENNIS HEMMINGER

H-2

2

WILLIAM FYALL

DAVID YOUNT

H-2

3

SHAWN ZABO

ROBERT LANE

H-2

3

LARRY CLARK

JOE GREBLO

H-2

4

ART DONAHUE

MARK WINDSHEIMER

H-2

4

SHANA ROHRBACKER

WILLIAM HEANER III

H-2

7

DAVID PELLINEN

ANDY TORRINGTON

H-2

9

SHAWN RAY

H-2

9

CAROLYN THORNTON

JAMES FIESER

H-2

9

JOHN SIMON

PAUL VENESKY

H-2 10

PETER GROGAN

MALCOLM JONES

H-2 10

CHRIS LAMOUSIN

BRADLEY GRYDER

H-2 10

DAVID GREENOUGH

P-3

3

JOHN IVEY

H-2 10

ALFOHSO JURADO

CHRISTIAN THORESON

P-3

3

JEFF POWELL

H-2 10

MICHAEL LANGEN

CHRISTIAN THORESON

P-3

3

WILLIAM DEAGUIAR

H-2 13

SHAWN MEGILL

MICHAEL ROBERTSON

P-3

4

JOHNNY DORNING

H-3

2

JEFFREY KEMBER

MALCOLM JONES

P-3

5

BRUCE KIRK

H-3

2

LANCE KING

NICANDRO MORA

P-3

9

TOM CEUNEN

H-3

3

SHAWN ZABO

ROBERT LANE

P-3

10

PAT WALL

H-3

9

HUGH MCELRATH

ROBERT LANE

STEVE KROOP H BRUCE WEAVER III

RUSSELL GELFAN JOHN MATYLONEK

RICHARD HAYS

CURT WARREN

ROBERT RINKER JR MARTY DEVIETTI GARTH CALLAGHAN

NICHOLAS GREECE PAUL SCHALLER FRANCO BO CRISS STEPHEN MAYER

PAUL PEARCE ALISTAIR RITCHIE DIXON WHITE M. CAN GUL

BO CRISS MARCELLO DE BARROS STEPHEN MAYER FRANK SCOTT JOHNSON DWAYNE MC COURT KELLY KELLAR

P-3

13

SAMIT SINHA RAY

H-3 10

JENNIFER RICHARDS

CHRISTIAN THORESON

P-3

13

MUHAMMED SHIRALI

H-3 10

JOHN FREITAS

CHRISTIAN THORESON

P-4

2

DAVID CHERNE

ANN SASAKI

H-3 12

BERNARD GARVEY

GREG BLACK

P-4

3

CHRISTIAN MASSIRE

GABRIEL JEBB

H-4

2

DON HERRICK

H-4

3

JOHN (TAD) HURST

H-4

3

ALEX KHAN

H-4

3

JESUS LEDEZMA

60

JUAN LAOS DIXON WHITE

PAUL GAZIS

P-4

12

MAXIME IMBEAU

PAUL VOIGHT

STEVE STACKABLE

P-4

13

MUHAMMED SHIRALI

DIXON WHITE

JOSEPH SZALAI

P-4

13

SINAN BOYRAZ

CEMAL OVET

STEVE STACKABLE

T-1

12

MAXIME IMBEAU

LARS LINDE

February, 2004: Hang Gliding & Paragliding

D E P C A A RL T E N M D E A N R T

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

Competition JANUARY 8-20, 2004: Pre-World Hang Gliding Championships, Hay, NSW Australia. Practice days: Jan 6&7th. hotdc@tpg.com.au FEBRUARY 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.

MAY 16-24, 2004: Tennessee Tree Toppers Team Challenge. For more information, visit www.treetoppers.org.

MAY 29, 2004: Spring Fling at King Mountain, Idaho. Cash prizes for hang gliding and paragliding categories. Pilot meeting and registration at 8 a.m. at King Mountain Gliders. For more information, visit www.kingmount aingliders.com or call (208) 390-0205.

JULY 5-11, 2004: Chelan Cross Country Classic. For more information, visit www.cloudbase.org.

AUGUST 1-7, 2004: U.S. Hang Gliding Nationals, Big Springs, Texas.

AUGUST 21-28, 2004: U.S. Paragliding Nationals, Snowbird, Utah.

Contact Ken Hudonjorgensen, www.twocanfly.com.

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

JANUARY 31-FEBRUARY 14, 2004: Paragliding tour of Brazil. Variety of P2-friendly thermal sites with local guides. Led by Marty DeVietti of Airplay.

(925) 963-7802. www.paraglide.com.

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 6, 2004: Guided paragliding tour across Brazil during Carnival. Contact Brazil AdvenTOURS at www.braziladventours.com. br or call (970) 759-5779.

FEBRUARY 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.

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 6-7, 2004: Soar Cote Cliffs, Baja California, Mexico. Located 80 miles south of Ensenada, Mexico. Contact Mike Hilberath, (949) 455-0032, or email eteamer@cox.net.

MARCH 6, 2004: Arizona Annual Parachute Clinic with Bette Pfeiffer of High Energy Sports. Prescott, Arizona. Harness inspects and reserve repacks.

Contact Greg at (928) 308-2409 or email venture@commspeed.net.

MARCH 15, 2004: Reserve repack and reserve deployment discussion, with Chris Santacroce in Boulder, Colorado. Hosted by Peak to Peak Paragliding. All pilots. Contact Kay Tauscher at (303) 817-0803, or email kay@peaktopeakparagliding.com.

MARCH 18-21, 2004: Annual High Risin’ Fly-In and Dave Bridges Mountain Race hosted by Sun Valley Paragliders, Inc. Cost of the Fly-in and entry in all events is $65. For more information, contact Fly Sun Valley, (208) 726-3332 or visit www.flysunvalley.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.

Hang Gliding & Paragliding: Paragliding February, 2004

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C A L E N D A R

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H

G

A

S

A

N

C

T

I

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more clinics, meetings, tours

2004 South Florida Championship, Florida Ridge, Clewiston, Florida

APRIL 17-19, 2004: Safety Maneuvers Training with Chris Santacroce at Jackson Reservoir, Colorado. Contact Kay Tauscher at (303) 817-0803, or email kay@peaktopeakparagliding.com.

Date:

April 26-May 1. (Monday through Saturday—6 days). Follows the Flytec Championship. No rain, weather or other contingency plans at this time.

APRIL 23-25, 2004: Towing-Thermaling-XC Gala with Chris Santacroce. 1.5 hours northeast of Denver, Colorado. Hosted by Peak to Peak Paragliding. Contact Kay Tauscher at (303) 817-0803, or email kay@peaktopeakparagliding.com.

Event Description:

A fun, affordable, safe, and challenging competition during Florida’s prime flying season.

Sanction:

USHGA Class A and CIVL/WPRS points meet.

Flex, Rigid, and Swift classes.

Location:

The Florida Ridge Air Sports Park, 18265 State Road 80 West, Clewiston, Florida, 33440.

Registration:

Opens February 15, 2004, 9 a.m. Eastern Standard Time. Registration limited to 45 pilots. Early registration recommended. Register online at www.Flytec.com or www.TheFloridaRidge.com .

For more information, call (863) 805-0440.

Fee:

$245 early. $295 after March 15. Pilots will be responsible for separate tow fees and incidentals.

APRIL 24-26, 2004: Paragliding Safety Clinic at Jackson Reservoir, Colorado, hosted by Parasoft Paragliding. For more information, visit www.parasoftparagliding.com/safetyclinic.html, or call (303) 494-2820.

APRIL 27-28, 2004: Paragliding Safety Clinic at Jackson Reservoir, Colorado, hosted by Parasoft Paragliding. For more information, visit www.parasoftparagliding.com/safetyclinic.html, or call (303) 494-2820.

APRIL 29-MAY 2, 2004: Glider Demos, Boulder, Colorado. Hosted by Peak to Peak Paragliding. All pilots. Contact Kay Tauscher at (303) 817-0803, or email kay@peaktopeakparagliding.com.

MAY 7-9, 2004: Tow XC Clinic over the flatlands of Colorado. For more information, visit www.parasoftparagliding.com/safetyclinic.html, or call (303) 494-2820.

JUNE 5-7, 2004: Women with Wings 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.

Mandatory Meeting: Pilot briefing, 6 p.m. on Sunday, April 25, 2004.

Meet Personnel:

Organizer: Dan Critchett, managing partner of the Florida Ridge. Meet Director: David Glover. Safety Director: Barry Morwick, owner of Adventure at Altitude, Winnipeg, Canada. Scorekeepers: David Glover and Barry Morwick

Awards and Prizes:

Yes, fairly distributed, provided by a grant from Glades County Tourist Development Board.

Other info:

To be eligible, pilots must have previously flown in a USHGA competition or have written approval (acquired prior to registering) from the meet director or safety director. USHGA intermediate rating (H3) and USHGA membership with aerotow sign-off required a minimum of seven days prior to the start of the meet. Pilots must have approved GPS unit (Garmin preferred).

Meet format is a cross-country race to goal with or without turnpoints. USHGA rulebook, along with local meet-specific rules, will be used.

Scoring will be handled via Race/GAP modified.

See online registration form for requirements and restrictions.

JULY 16-18, 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.

JULY 30-AUGUST 1: Women with Wings 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.

SEPTEMBER 10-13, 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.

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February, 2004: Hang Gliding & Paragliding

Mitch McAleer over the top at Villaneuve.

Photo: Mitch McAleer

Side profile of Johann Posch on his Atos rigid wing during final approach to landing at goal 70.6 miles from his start at Quest Air. Photo: Shane Nestle

Above: Thomas Gartlan on launch at Hyner Run, Sproul State Forest, PA. Canon EOS 10D with an EF 28-135mm f/3.5-5.6 IS USM lens.

Photo: Ron Lutz

Inset above: Thomas Gartlan in flight Photo: Ron Lutz

Left: One of the competitors staring longingly at the sky during a break in an afternoon thunderstorm at the U.S. Nationals hosted by Wallaby Ranch. All the gliders are secured to a heavy metal cable staked in the ground and running the length of the runway.

Photo: Shane Nestle

Thanks to Quest and Wallaby Ranch flight parks and the sponsors of the meets, April and May in Florida is a hang glider’s dream. The air is buoyant, the land is open, and the people are friendly and helpful. You’ll meet the people who have defined the art of flying as well as those pushing the envelopes of distance, speed, and design. The flight parks offer tons of entertainment for people of every age and interest, so stopping by with the family in tow won’t leave you in a hot stew at the end of the day.

My camera is the Minolta Dimgage 7 (5.2 Megapixels) with 7x optical zoom. I like this camera’s lens as it has the ability to go from a wide angle of 28mm to a zoom of 200mm with the built-in lens. There is a bit of a lag time from when you press the shutter release button to when it actually takes the picture, but after my two thousandth picture (literally, thanks to digital), I had the timing down pretty well.

Photos: Shane Nestle

Clockwise from top-left: Brian Porter in his Swift on final approach to goal.

Wills Wing Talon coming in for a landing at Wallaby Ranch while other pilots prepare to head skyward.

Local resident of Wallaby Ranch observing the action. I was able to get within a few feet of this male by wearing a bright red shirt and patiently stalking him for nearly an hour.

Brian Porter showing the folks at Quest Air that you CAN foot land a Swift if you so desire, during the 2002 Flytec Championships.

E L L E N V I L L E

SITE GUIDE: Ellenville Flight Park

W

By Davis Straub

e’d driven northeast all day through tree-covered hills from Harrisburg, Pennsylvania, along Interstate 81, and then through more trees and wetlands along Interstate 84. There seemed to be no valleys, just hillsides and trees wherever we went. It was hard to imagine what people do for a living (other than coal mining) up in these hills.

Then we turned north on State Highway 17 and a bit later northeast on State Highway 209 which soon brought us into the small valley of Sandburg Creek. We found the Ellenville Flight Park on the right side of the highway a few hundred yards up Hang Glider Road, just two miles south-southwest of the small town (one main supermarket) of Ellenville, New York.

It was a bit of a shock to be in this lovely, narrow valley with its agricultural landscape after being so immersed in trees for so many hours. Of course, the steep hills surrounding us were treecovered, except for a little spot above us as we looked up toward Bear Mountain. Yup, there were obvious signs of a hang glider launch (actually, four of them).

We drove into the huge grass-covered field that serves as the landing zone for the Ellenville Flight Park. It was a great relief to see such a massive landing area after all the stories I had heard about tree landings in the northeast. Tony Covelli, the proprietor of the flight park, bicycled out to greet us and to help us get our trailer situated.

With heavy rains on the previous days, the two-track road in the field was a bit muddy so we skirted it before backing in next to Sandburg Creek, which was gurgling like crazy from all the rain.

Thankfully, Marcello Zanetti had a setup for power and phone.

Hang Gliding & Paragliding: February, 2004

With his permission we hooked up. Otherwise it is dry camping here at the landing zone.

Tony was very welcoming and happy to see new folks, especially with the forecast for good weather starting the next day. I was amazed to find myself in southeastern New York, about 70 miles from the “City,” in a completely rural—if not downright primitive—environment. I might as well have been in Montana.

I’ve only visited the Northeast sporadically, and the idea of going to fly there was much more foreign to me than going to Europe or Australia. I had always assumed that whatever hang gliding occurred there was on a catch-as-catch-can basis appealing only to the locals. Sure, there had been some long flights, but they seemed pretty darn rare, and open invitations to violate air space.

But, here I was in this perfect rural area with a landing zone at 340 feet MSL, and a launch off a steep hillside 1000 feet above the LZ. It’s only a short drive up the road from Ellenville, making for painless access and vehicle retrieval. This wasn’t looking too bad, and the folks in the landing zone were very welcoming.

Tony had informed us that spring and fall were the best times of the year here (after cold fronts come through) and here we were in late summer, with the temperatures in the mid-70s. This site is best in unstable northwest conditions, for if the wind comes out of the southeast, it comes over the back.

The next day the cu’s started forming early, but then a shelf of clouds came in from the northwest and the satellite showed that this was just the precursor of a much larger bank. It sure didn’t look that good to me.

But Tony was enthusiastic and said that folks would be showing up later in the afternoon. No one was at launch when Belinda and I walked up the short length of road behind the locked gate off highway 52 at 1 p.m., but when we went back at 3 p.m. the

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place was packed and more pilots kept streaming in. It was great to see so many enthusiastic pilots driving in from as far away as Long Island, New York, two and a half hours to the east and from Scranton, Pennsylvania, two hours to the west.

It was coming up light straight in, and I was the third pilot off.

I just listened to my vario, did what it told me to do, and soon I was circling up and away from everyone else as they continued to ridge soar.

The lift was light and thoroughly pleasant as I climbed to 2,200 feet AGL. Heading northeast over the plateau I found continual light lift and was just staying about even as I flew past the Ellenville Airport, found some sunlight and stronger lift and climbed to 3,600 feet AGL and cloud base.

It was no trick to fly all over the 10- to 15-mile-long upper plateau with light lift pretty much wherever I went, but I had to get back down closer to the trees to get warm again. The birds were out and I just kept getting closer to the trees like they were, wishing I could fly even closer to them.

Much later, after just bobbing around the sky in the most pleasant of conditions with pilots scattered all up and down the long ridge line, I forced myself to come in for a landing in the huge, grassy, slightly wet LZ. Flying should always be this easy.

That night I found myself beating on a drum around the campfire in the camping area at the edge of the landing zone. This reminds me of Dog Mountain in Washington State, where everyone comes and camps in the LZ and there’s a social event around the campfire every Friday and Saturday night.

The landing zone is a big family and camping area with lots of kids and a good community feeling. Camp there if you can and hang out at the fires.

You’ll find a good number of hang gliding and paragliding schools in the general vicinity of the Ellenville Flight Park. Being so close to major population centers, it draws pilots and students from Connecticut, New York, New Jersey, and Pennsylvania.

York Hang Glider Pilots Association is the major club that oversees the site. To learn more, check out www.snyhgpa.com.

You can find out more about Ellenville at Paul Voight’s hang gliding business (school) site, www.flyhighhg.com, and from Mountain Wings (another local hang gliding and paragliding school) at www.mtnwings.com.

Ellenville is no great shakes as a town but there are some nicer places nearby. There are plenty of opportunities for hiking in the woods, learning to fly, and visiting more populated areas like Middletown, New York. This small city is 15 to 20 minutes away from the LZ and has at least one of everything with two malls and 16 movie theater screens.

To find out how to get to Ellenville, check out the web sites listed above (or follow my directions in the first paragraph of this article). Be sure to contact Tony Covelli to pay for camping. You don’t need to be a member of the SNYHGPA to fly at Ellenville.

Make sure that you are rated to fly the site. *** Copy editor’s note: When I was back in Ellenville in the fall of 2000, after moving away from New Paltz in the mid-1970s, I found lots of things still the same even after 30 years. Cohen’s Bakery, right in Ellenville, has a selection of devastating fresh-baked breads and pastries. Their pumpernickel-raisin bread is not to be missed. Sam’s Point and the ice caves are worth a visit, particularly if the blueberries are ripe. Driving from Ellenville to the nearby town of New Paltz you’ll go right through “the Gunks,” a well-known rock climbing area. The old carriage road that runs below the climbing cliffs provides excellent bicycling, and sometimes cross-country skiing if it’s a snowy winter.

—C.J. Sturtevant

Tony is the proprietor of the flight park, and the Southern New 68

February, 2004: Hang Gliding & Paragliding

U S H G A

affected by the implementation of the Sport Pilot rule. Why? In the vast majority of cases, ultralight vehicles (heavy or “fat” ultralights) used to aerotow hang gliders in the United States will be required to be licensed or certificated Experimental Light Sport Aircraft (ELSA) or Light Sport Aircraft (LSA) under the new FAA rule. The pilots of LSA and ELSA will also be affected by the new rule. Pilot and aircraft requirements for towing operations will be very carefully delineated by the FAA. FAA implements rules intended to preserve and enhance protection of the public from potential dangers or risks associated with general and recreational aviation.

FAA has already created a new national programs office for implementation and management of the Sport Pilot category of pilots and aircraft. The new program office, which does not have an official name as of this writing, is located in Oklahoma City, Oklahoma. It is responsible for overseeing training courses for Designated Airworthiness Representatives (DAR’s) and the implementation and oversight of the Practical Test Standards for sport pilots and their aircraft. The national programs office will also be responsible for working with AFS-300— flight standards for repairmen training for LSA and ELSA. Historically, FAA is behind the curve when it comes to consideration of the effects of new and advancing technologies on aviation practices. Sport Pilot is an effort to take these new technologies into consideration and to determine their application to recreational aviation practices. The Bailey-Moyes Dragonfly ultralight commonly used to aerotow hang gliders is an example of the new and advancing technologies in our sport.

Industry aircraft testing of ultralights capable of aerotowing paragliders is taking place in Florida and California at the time of this writing.

Hang Gliding & Paragliding: February, 2004

Sport Pilot Design Airworthiness Consensus Standards USHGA expects FAA to require the current fleet of “fat” ultralights used to aerotow hang gliders to be certificated as Experimental Light Sport Aircraft under the proposed guidelines of the new rule.

“The real intent is to revitalize the sport by bringing more pilots back into recreational flying, as well as by creating new pilots.”

…

“It is important to note that hang gliding and paragliding activities (with the exception of aerotowing) are outside the scope of the Sport Pilot rule.”

Fat or heavy ultralights are defined as those ultralight vehicles that exceed the 254-pound weight guideline under FAR Part 103. Maximum weight for a LSA or an ELSA is 1,232 pounds. This is plenty of additional weight for the existing aircraft used to aerotow hang gliders.

Certification of the existing fleet of heavy ultralights used to aerotow hang gliders as ELSA means that these tow vehicles will not have to be retired under the new rule. This is critical for the continued survival of aerotow flight parks.

Letters from USHGA members written in response to the proposed sport pilot NPRM made it clear to the FAA that the aerotow launch method is essential for the survival of our sports.

N E W S

Existing aircraft used to aerotow hang gliders will not be eligible for Light Sport Aircraft certification. Ultralights manufactured after the implementation of the new rule for the purpose of aerotowing hang gliders (and paragliders) are expected to be required to be certificated as Light Sport Aircraft.

As a member of the Weight Shift Aircraft Subcommittee, Mike Meier of Wills Wing has been instrumental in the development and acceptance of the “Addendum Tow Standard” that will be used for the inspection and certification of ultralights suitable for aerotow operations. Region 7 director Bill Bryden has provided the same support for the Addendum Tow Standard in the Airplane or Fixed Wing subcommittee.

We are very fortunate to be able to attach the Addendum Tow Standard to the Design Airworthiness Consensus Standards for Light Sport weight-shift and fixed-wing aircraft. USHGA has been spared significant expense (at least $20,000 to $30,000) as a result of FAA’s acceptance of the addendum standard.

Aircraft meeting or exceeding FAR Part 103 guidelines are not subject to the new rules.

It is very important to clarify that ultralight vehicles currently meeting or exceeding FAR Part 103 standards will not be subject to the new Sport Pilot rule. Again, hang gliders and paragliders are not subject to the Sport Pilot Design Airworthiness Consensus Standards.

These ultralight vehicles, and they are considered ultralights by the FAA, are outside the scope of the new rule.

The ASTM F-37 Light Sport Aircraft committee is dedicated to the aircraft side of the Sport Pilot rule. The standards developed by this committee focus almost exclusively on the design of the aircraft.

FAA determines the requirements for Light Sport Pilots.

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Light Sport Pilot Standards FAA developed the proposed standards for the pilots of light sport aircraft. We know new instructor certifications will be necessary. A full medical will not be required for pilots of light sport aircraft.

Sport pilots will be able to use a valid driver’s license or a third-class medical. The relaxed medical requirements are one primary advantage of this new category of pilots. Minimum training requirements for pilots will be 20 hours, of which 15 are dual and 5 are solo.

Training will be type-specific. Rules for type and make of ultralight vehicles are not yet finalized. All time logged in an LSA can apply to higher FAA ratings.

Sport pilots will be expected to pass FAA written exams. There may be other additional requirements.

Sport pilots will not be allowed to tow “objects” of any kind.

While we think we know how tow planes are going to be affected by the Sport Pilot rule, it isn’t clear what the requirements will be for pilots who want to fly tow planes for the purpose of aerotow launching hang gliders or paragliders.

The NPRM indicated that sport pilots won’t be able to tow “objects.” This includes the towing of banners as well as the aerotowing of hang gliders and paragliders. USHGA requested that FAA reconsider this part of the rule because of the importance of aerotowing for the survival of our sports.

Discussion of the requirements for pilots who want to tow “objects” is considered ex parte because FAA officials are not supposed to release the details of the rule before the rule is announced. We know that the requirements for tow pilots will be more stringent than the current requirements, and that the requirements will apply to all aerotowing activities whether the aerotowing takes place in a club or school environment.

We have been told that hours logged by pilots of our tow planes will count to70

“Ultralights manufactured after the implementation of the new rule for the purpose of aerotowing hang gliders (and paragliders) are expected to be required to be certificated as Light Sport Aircraft.”

wards eligibility for the appropriate pilot certification. We do not anticipate the need for a commercial pilot’s license.

There is a precedent for the requirements for pilots who want to tow. Pilots who tow sailplanes in a club environment are required to have a private pilot’s licence as per FAR Part 61.69. We think there is a good chance that pilots who intend to tow hang gliders and paragliders will be subject to the same rule, Part 61.69. We will have to wait for the release of the final rule to know for certain.

of the final rule, will eventually be accessible on FAA’s Web site at www.faa.gov/ avr/afs/sportpilot. (The link has not been implemented as of this writing.)

The next ASTM F-37 Light Sport Aircraft committee meeting is scheduled for May 17-19, 2004, in Salt Lake City, Utah. Bill Bryden, Mike Meier and I are expecting to attend.

I would like to extend a very special thanks to Mike Meier and Bill Bryden, on behalf of myself and the USHGA Board of Directors, for their hard work and dedication to this process. Mike and Bill have done an outstanding job in an effort to preserve our opportunities to fly. Much of the work has been done behind the scenes and in between meetings. The development of technical and engineering standards can be arduous and very time consuming. We have a vested interest in making sure the application of these new standards to our industry is not so impractical and so unaffordable that it threatens the very survival of our sports.

For more information about the Sport Pilot rule, email me at Jayne@ushga.org or call me at (800) 616-6888 or (719) 632-8300.

Summary There is much to be done, even after the rule is announced, before FAA will be in a position to implement this new aviation category. The transition period for the phased implementation will be 24 to 36 months. We expect to have at least 36 months after the rule is announced to certificate the fleet of current aerotow vehicles as Experimental Light Sport Aircraft. Tow pilots should be able to expect the same transition phase.

Sport Pilot Link Coming Soon to FAA’s Web site!

All implementation materials and programs, including FAQ’s and an overview February, 2004: Hang Gliding & Paragliding

M A R K E T P L A C E

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C L A S S I F I E D S

HANG GLIDING ADVISORY

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.

PARAGLIDING ADVISORY

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

ALL GLIDERS MUST GO! HPAT 145 Blue & Yellow $500, Falcon 170 <12 hours magenta & turquoise $1,600; Falcon 2 170 <10 hours $2,200; Falcon 2 Tandem <6 hours $3,200; Litespeed 5 Mylar $3,700; GTR 209 World Beater still crispy $1,500; K-2 light blue, speed bar, VG, new side wires $500; WW U2 160 in stock: Greg (928) 308-2409 venture@commspeed.net

TALON 140 2003 - Excellent condition, mylar sail, slipstream downtubes, aluminum airfoil basetube, low hours, XC ready, great glide, easy to land $4,000 OBO. (815) 234-5388.

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

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.

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

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

WWXC 132 – Good condition, bright yellow/magenta AS/white LE. 230 hours, extra downtube, folding basebar, xc bag, flies great $1,500. (530) 283-3046 Julie Hyde.

WWXC 132 – Brand new sail, lilac/white LE/blue AS. New wires, folding basebar, extras.

Perfect! 3 hours $2,000 OBO. (530) 283-3046 Julie.

WWXC 142 – Near perfect condition.

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

EMERGENCY PARACHUTES

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.

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

FUSIONS – Two sweet 150’s, low hours, great colors, spare down-tubes. Make Offers.

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

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

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

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HARNESSES

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 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 HARNESSES — 5’0”-6’5” Cocoons $125+up.

High Energy Cocoons $200+up, Pods $200+up.

Inventory, selection changes constantly.

Some trades accepted. (262) 473-8800, info@hanggliding.com, www.hanggliding.com PARAGLIDERS

AIRSPORTS USA — www.powerparaglider.com www.flyforfun.net. Manufacturing the BP Parawing! Americas #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

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 splite 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 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!

February, 2004: Hang Gliding & Paragliding

C L A S S I F I E D S

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. POB 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 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 easr 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 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 Hang Gliding & Paragliding: February, 2004

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.

VUELO LIBRE SAN FRANCISCO BAY AREA We offer the best no-hassle flying vacations.

Just bring your wing and clothes! We provide airport and site transportation, camping gear, site intros, retrieves, tandem flights, scenic tours and more. Contact us at www.eparaglide.com or (925) 964-0476, we’ll make it easy for you!

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.

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

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

COLORADO

AIRTIME ABOVE HANG GLIDING — Full-time 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 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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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-of-the-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.

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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. (208) 390-0205 or visit our website www.kingmountaingliders.com 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! Ph (410) 6342700, 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 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 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 TENNESSEE

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

February, 2004: Hang Gliding & Paragliding

C L A S S I F I E D S

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 and other great ppg’s. US importer of MacPara Technology paragliders (Muse, Eden 2, Intox, Pasha). (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 VIRGINIA

BLUE SKY - Full time instruction at Blue Sky Flight Park near Richmond. Scooter, platform and aerotowing available. All major brands of equipment, with Mosquitos and Doodlebugs in stock. Steve Wendt (540) 432-6557, (804)-241-4324, www.blueskyhg.com Hang Gliding & Paragliding: February, 2004

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, aerotowing, 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) MEXICO

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 Web site 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. www.hillcountryparagli ding.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.

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 75

C L A S S I F I E D S

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

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

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

VIDEOS FROM USHGA – WWW.USHGA.ORG

HARRY AND THE HANG GLIDER, 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) 628-8165 or visit http://www.flash.net/~skyhipub. Visa/MC

*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.

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) 632-8300, fax your MC/Visa/Amex to (719) 632-6417, www.ushga.org, ushga@ushga.org REAL ESTATE

SOUTHERN COLORADO – Two story house, barn, tractor, 7+ acres, towing out back door, other sites nearby, solar electric, well, propane, wood stoves, great HG/B&B potential. $165,000/offer. (808) 939-9101 Ward.

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*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* 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).

FIT TO FLY – with FitU exercise management system. Reduce risk of injury, improve overall fitness. Only $24.95. Makes a great gift. www.bodysci.com

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, 1-888-514-2100 or internationally at (001) 858-268-3068.

Paraglider pilots and radio hosts David and Gabriel Jebb, want to hear about your stories, promotions/events or insight: they also take questions!

CLASSIFIED ADVERTISING RATES

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.

STOLEN WINGS & THINGS

SOL YARIS XL & EQUIPMENT – Stolen Dec 12, 2003 from car in HEMET, CA. Yellow top w/2 thunderbolts on undersurface, Paratech M3 harness, reserve, 2 stuff sacks, red/black back pack. Contact William Carpenter (909) 658-2929, blwhite84@hotmail.com HARNESS – Lost Sept 20, 2003 at SADDLE MOUNTAIN, WA. Hand-made harness in a 25lb green back pack. Also reserve, helmet, flight instrument. Russ (206) 367-8963, russlfboe@concast.net 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 February, 2004: Hang Gliding & Paragliding

OK, JUST ONE MORE…

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 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.

APCO XTRA COMP PARAGLIDER & SUP’AIR HARNESS — Paraglider, stolen June 4th, 2003 from SEATTLE, WASHINGTON. Purple w/white underside, minor repair work. Purple Sup’Air backpack comp harness w/whire rear mount reserve, log book, green Protech helmet. Terry Stuart, (425) 369-9920, upland_ contracting@yahoo.

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.

INDEX TO ADVERTISERS

ADVENTURE PRODUCTIONS....................... 71 AEROLIGHT ................................................. 12 ANGLE OF ATTACK...................................... 52 APCO AVIATION.......................................... 36 BRAZIL ADVENTOURS ................................. 42 CRITTER MOUNTAIN................................... 19 DAN JOHNSON........................................... 44 DIGIFLY ....................................................... 71 DIXONS AIRPLAY................................... 71, 79 FLY MEXICO................................................ 42 FLYTEC USA........................................... 71, 80 HIGH ENERGY SPORTS ................................ 47 INDEPENDENCE/FLY MARKET ..................... 32 KITTY HAWK KITES ...................................... 71 MOJOS GEAR ................................................ 9

CLOUDSUCK............................................... 71

At altitude over Telluride during the 2003 U.S. Nationals.

PARAGLIDER MAGAZINE ............................. 56

Photo: MITCH MCA LEER

MOYES AMERICA .................................. 12, 71

PEAK TO PEAK PARAGLIDING ...................... 71 PRO DESIGN ................................................. 8 SPORT AVIATION PUBLICATIONS ................ 28 SUPER FLY ............................................. 16, 71 THERMAL TRACKER PARAGLIDING ................ 6 TORREY PINES............................................. 49 TRAVERSE CITY HG & PG............................. 48 U.S. AEROS............................................ 34, 38 USHG FOUNDATION .................................. 10 USHGA........................................................ 38 WILLS WING ................................................. 2

Hang Gliding & Paragliding: February, 2004

P R O D U C T

L I N E S

© By Dan Johnson <cumulusman@aol.com> www.bydanjohnson.com

St. Paul, Minn.—More news seems to surround power and hang gliders or paragliders. Why? Well first, it’s winter. Less flying occurs, at least in the northern latitudes. So pilots are talking about gear and powered harnesses and nanotrikes are part of the discussion.

Secondly, expressions of interest by soaring pilots may be a result of USHGA gaining member approval for adding these machines to the mix (nanotrikes are not presently included; only foot-launched aircraft). Add one more fact, the steadily-increasing age of HG and PG pilots, and no one should be surprised that discussion includes power (and wheels). With that in mind, I’d like to dispense with one item right now. ••• Corrections Department: In August last year, I wrote about some spectacularly high flights accomplished by Minnesota pilots using powered harnesses for their initial launch into huge thermals. I also said, because that’s what I understood, that all four pilots reaching 10,000 feet AGL used NRG Mosquito harnesses sold by Bill Fifer of Traverse City Hang Gliders. In fact, only my reporter, Bruce Bolles, used that brand. The other three pilots, Ralph Karsten, Paul Kilstofte, and Bill Manual, flew Airtime Products (of Australia) Explorer powered harnesses. My apologies to Airtime for this error. While Bruce corrected my information he also wanted to observe two things. The Mosquito is powered by the Radne Rocket engine and so is the Explorer. Some owners feel the Mosquito is a more refined product while the simpler Explorer offers a good cost savings (current price differential may be even greater with the euro soaring high compared to the dollar).  Airtime also makes a nanotrike. I wrote about the Powerlite a few months ago and the down-under company continues to develop their products. The 88-pound nanotrike is a low-slung affair which gives it a better center of gravity during ground operations. Airtime is now offering a new pod and new wheelpants for their Powerlite. The cleaning up of nanotrikes is underway by several manufacturers and is leading toward a new class of powered machines with much lower drag. FMI: info@airtimeproducts.com ••• North Wing announced late-stage development of a new, as-yet unnamed nanotrike, downsized from their ATF (Air Time Fix) very light trike. Proprietor and designer, Kamron Blevins says the new machine will weigh 70 pounds. It will offer a zip-up fairing; imagine a type of refashioned “suprone harness,” explained Kamron. It will feature electric starting, retractable aft main gear, will pack down to only 4.5 feet and can be carried on your shoulder in its bag.  The trike chassis is well along; Kamron was flying it in late December.

A specially-designed wing will follow in February and the entire nanotrike ought to be ready by April.

FMI: (509) 886-4605 or northwing.com ••• It isn’t just companies that are developing trikes. I’ve heard from two individuals.  “For the past four years, I’ve been on exodus from hang gliding, but have recently got permission to get back into the sport,” writes Paul Donahue. He’s flown with auxiliary power system on hang gliders for P

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some time, so it was logical to again pursue that direction.

“Cliff launching is the ultimate for me, but it is very tough to beat the independence of a power system.” He re-entered the sport too late to vote for the inclusion of power in USHGA but is obviously pleased it went that way. He’s working on a minimal power system that he says is “a cross between a Minimum and a Mosquito.”

He’s not ready to announce anything but he let me in on some details and it sounds intriguing. If his plans flesh out as expected, it may be another fetching entry in the powered harness/nanotrike segment.  Robert Crowell is another home inventor. I’ve followed his efforts for some years and he continues to refine a basic approach to a faired light trike. He started with a Foxbat, a lighter powered trike harking back to the old Manta days so naturally it has a Fledge’ wing doing the lifting. In late 2003 he was flying with his “bubble pod” which fully encloses him in see-through plastic. A tiny opaque fabric nose pod extends under the belly but all the remaining fairing offers a clear view. He enjoys staying warm during wintertime flying in Boone, North Carolina and said speed range increased better than 10%. “All I had to do was remove the pod for one flight to really notice the performance difference,” says Crowell who notes he also got much colder. When he’s done flying the Lexan sheet can lay flat under his trike in the bed of his truck. Two ties and four bolts allow reattachment to the Foxbat in six minutes, Robert reports. Interesting stuff and I wonder what continued developments we’ll see in the next couple years. ••• Mid-Winter Rumor Dept.: Last fall some rumors surfaced about this magazine’s former editor. As I knew him quite well, I wanted to verify their accuracy and give some feedback to readers as appropriate.

Gossip suggested Gil Dodgen was very unhappy with the way he parted company with USHGA. Given a rather abrupt departure after 25 years, who could blame him?

However, gossip is often unreliable and, in fact, Gil’s doing very well. He writes, “I’m working for an aerospace research company designing flight-computer software for a precision-guided airdrop system. It is extremely interesting, rewarding and intellectually stimulating work, and I’m working with a very talented and motivated team of aeronautical, mechanical, electrical and software engineers.” Now, it turns out many readers should know some of Gil’s work mates. Several have come from the hang gliding ranks. Roy Haggard, Tom Price, Dave Cronk, Roger McCracken… know any of these guys? You should if you think you know anything of hang gliding history. Gil preferred I didn’t publish his work address, but anyone who wishes to contact him may do so at GilDodgen@cox.net ••• Well, that’s it for chilly February.  So, got news or opinions? Send ‘em to: 8 Dorset, St. Paul MN 55118. Messages or fax to (651) 450-0930. Email to Dan@ByDanJohnson.com or CumulusMan@aol.com. THANKS! i

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