USHGA Hang Gliding & Paragliding Vol34/Iss12 December 2004

Volume 34 Issue 12 December, 2004 $4.95

A P u b l icatio n of the U nite d States H a ng G l i d i ng A ssociatio n • w w w.ushga .o rg

DECEMBER,

Jayne DePanfilis, Publisher: jayne@ushga.org C. J. Sturtevant, Editor: editor@ushga.org Tim Meehan, Art Director: artdirector@ushga.org Staff writers: Jon Goldberg-Hiller, Thayer Hughes, Rob Kells, Dennis Pagen, Davis Straub

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

Office Staff: Jayne DePanfilis, Executive Director, jayne@ushga.org Jeff Elgart, Advertising, jeff@ushga.org Michelle Johnson, Member Services, michelle@ushga.org Jane Borg, Member Services, jane@ushga.org

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.

USHGA Officers and Executive Committee: Randy Leggett, President, ias@ot.com Lisa Tate, Vice President, lisa@soaringdreamsart.com Elizabeth Sharp, Secretary, Elizabeth.Sharp@heii.com Felipe Amunategui, Treasurer, dr.amunategui@att.net.

REGION 1: Bill Bolosky, Mark Forbes. REGION 2: Ed Pitman, Urs Kellenberger, Paul Gazis. REGION 3: David Jebb, John Greynald, Tad Hurst. REGION 4: Steve Mayer, Jim Zeiset. REGION 5: Lisa Tate. 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: Dave Broyles.

REGION 12: Paul Voight. DIRECTORS AT LARGE: Russ Locke, Elizabeth Sharp, Dennis Pagen, Bruce Weaver, Jan Johnson. HONORARY DIRECTORS: Bob Hannah, Steve Roti, Tom Johns, Ken Brown, Ed Pitman, Alan Chuculate, Jennifer Beach, Tiki Mashy, Dan Johnson, Dick Heckman.

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.

2004

Canadian Post Publications Mail Agreement #40065056. Canadian Return Address : DP Global Mail, 4960-2 Walker Road, Windsor, ON N9A 6J3

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

We are always looking for well-written articles and quality artwork.

Feature stories generally run anywhere from 1,500 to 3,000 words. If your topic demands more or less than this, you should discuss options 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 via email to editor@ushga.org, 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, (425) 888-3856.

For change of address, call (719) 632-8300, or email michelle@ushga.org.

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

Red Bull “Fly to” Giants of Rio contestant launching at Fuschl am See, Austria Photo: © Ulrich Grill, Red Bull

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

HANG GLIDING & PAR AGLIDING (ISSN 15435989) is published monthly by the United States Hang Gliding Association, Inc., 219 W. Colorado Ave., Suite 104, Colorado Springs, CO 80903 (719) 632-8300. FAX (719) 632-6417. PERIODICAL POSTAGE is paid at Colorado Springs, CO and at additional mailing offices.

Hang Gliding & Paragliding: December, 2004

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DEPARTMENTS Editor’s Corner ..................................... 6

SOMETHING TO GRIN ABOUT Will Gadd’s flight from Golden, BC to Canmore, Alberta wasn’t about setting a record or even a personal best, but it’s still high on his list of all-time favorites.

Pilot Briefings: News and Events ............ 7

Air Mail: Readers Write In ........................ 9

By Will Gadd ..................................................................................... 21

USHGA: Name Change Committee ......... 12

USHGA: Mentoring ............................... 15

Master’s Tips: Solo/Tandem Instruction .. 17

Pilot Profile: Kyoung Ki Hong ................ 19

LANDING IN THE LEAFY BOUGHS— Part 2 Landing in trees is risky business, and safely extricating pilot and wing takes patience and care. Staff writer Dennis Pagen provides details on some tested techniques.

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

Site Guide: Kansas................................ 53

Marketplace........................................ 57

Comp Corner: 2004 HG Nationals ...... 59

Gallery ................................................ 63

HANG GLIDING MARKS STAMPS OF THE WORLD—Part 3 In this segment of Terry Ferrer’s philatelic tour of the world, he presents stamps featuring places—and pilots!—that many of us will recognize.

New Ratings ....................................... 67

By Terry Ferrer .................................................................................... 31 PG Accident Reports .......................... 68

Calendar ............................................. 70

Classifieds ........................................... 73

AVOIDING BLOWBACK Getting blown back behind a ridge is a perilous situation. Jeff Greenbaum offers good advice to help avoid getting into this predicament.

Index to Advertisers ........................... 77

Product Lines: By Dan Johnson ............. 78 4

By Jeff Greenbaum .............................................................................. 34 December, 2004: Hang Gliding & Paragliding

DECEMBER,

2004

DOMINICAN REPUBLIC PRE-WORLD CUP A self-described “non-competitive” participant in a pre-PWC event proves that competitions are about a lot more than points and standings.

By Bob Rinker .................................................................................... 38

NATIONAL FLY-IN IN THE TEXAS HILL COUNTRY

page 63…

Roving staff writer Davis Straub reports on the biwingual National Fly-In in Texas.

By Davis Straub ................................................................................. 43

DVD AND BOOK REVIEWS Staff writer Thayer Hughes recommends a paragliding adventure video and Wills Wing’s latest update of their Paragliding Training Manual to keep your mind in tune and your skills intact this winter.

By Thayer Hughes .............................................................................. 49

Hang Gliding & Paragliding: December, 2004

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EDITOR’S

CORNER

Editor’s Notes It will be almost Christmas by the time you read this column, but as I write, it’s just a few days before Halloween, and I’m busily constructing costumes for my favorite annual event, the Halloween Women’s Fly-In C. J. Sturtevant over in Chelan. I know, Halloween is the “grand opening” of the holiday season, but surely it can’t be time to be thinking about Christmas already!

Sometimes I feel like I’m in a time warp when I’m composing my thoughts for this column.

Lots of us live in areas where, once fall arrives, we’re grateful for an occasional sledder in between storms. This off season provides a great opportunity to look back on last summer’s grand adventures, or to start planning where we’d like our flying vacations to take us next season. Staff writer Thayer Hughes reviews an adventure travel DVD that may be paraglider-themed, but is so well done that it will capture the interest and imagination of any soaring pilot. He also takes a close look at the new Wills Wing paraglider training manual and DVD, recommended reading—and viewing—for those long winter evenings.

Staff writer Davis Straub, who is in the enviable position of being able to travel around the country and throughout the world in his quest for cross-country miles, spent quite a bit of time in Texas last summer. He writes about the frustrations of the hard-core record-seekers in soggy Zapata, and, in contrast, about the highly successful national fly-in in Leakey, Texas. Weather conditions weren’t all that different for these two events, but the fly-in folks seem to have enjoyed their stay in Texas a lot more than the record seekers!

mance. Many non-competitors have the impression that these comp guys and gals are some sort of sky gods and goddesses, but this just isn’t the case. They’re simply flying enthusiasts like the rest of us, and they choose to follow their dreams just as we all do. It might surprise you to know just how much the U.S. national team members look forward to seeing new faces on the comp scene. If you’d like to add a new dimension to your flying travels, read Bob’s and Len’s words of wisdom and consider entering a comp next season. You’ll meet some really fine people, and improve your flying in ways that might surprise you.

On the safety scene, staff writer Dennis Pagen completes his two-part article on tree landings with some proven methods for extracting pilot and wing from the clutches of a tree. Jeff Greenbaum offers some solid information and good advice on dealing with high-wind situations. Rob Kells has interesting insights on tandem training for hang glider pilots, and Jon Goldberg-Hiller gives us the paragliding accident reports. Felipe Amunategui addresses safety, among other topics, with his suggestion that every experienced pilot should consider mentoring a new pilot. He points out that the benefits to all involved are immeasurable, particularly since research seems to indicate that pilots who are well-mentored are much more likely to remain active in the foot-launch community.

Your elected USHGA officials have been busy since the October board meeting. Gary Trudeau, Region 8’s director, compiled a synopsis of the committee and full-board meetings for his constituents, and submitted it to me as well. Tad Hurst outlines in this issue (and on the USHGA Web site) his committee’s plan for exploring the options for changing the name of our organization, and Bob Hannah provides an update on some changes in the tandem program.

Not all competitors are as serious as the Zapata crowd, satisfied only with big miles and long hours. Bob Rinker, who describes himself as a participant rather than a competitor, immersed himself in the multinational experience of the paragliding pre-PWC event in the Dominican Republic. His account reminds us that there’s a lot more to this free-flying activity than just getting high and going far! Bob’s list of “Top Ten Comp Secrets” will have seasoned competitors nodding their heads (and rolling their eyes) in agreement, and they apply equally well (except for the “lay out, bunch up” part) to hang gliding and paragliding competitions.

And fi nally, for your reading pleasure, we present in this issue Will Gadd’s journey across the Candaian Rockies by paraglider, and the third installment of Terry Ferrer’s hang gliding Stamps of the World series.

Len Szafaryn also writes from the perspective of a paraglider pilot, but his Comp Corner item on understanding the basics of a competition start is biwingual in relevance. Len is a member of the U.S. paragliding team, and his is the first in a series of comprelated articles designed to introduce you to the members of the U.S. paragliding team and to help up-and-coming comp pilots add to their bag of competition tricks and improve their perfor-

As always, we welcome your submissions of articles, photos and comments via email to editor@ushga.org.

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You’ll notice a couple of the articles in this issue are “continued on page x,” contrary to our usual style. The editorial team was not in consensus on this, but I am hoping you’ll agree that it makes more sense to use the color pages to showcase photos and artwork rather than squander the color ops on articles that are mainly text.

C. J. Sturtevant, Editor December, 2004: Hang Gliding & Paragliding

PILOT

GIN Announces a New Lightweight Harness

2004 Rat Race DVD Now Available!

“Yeti” is GIN’s new, ultra-light harness for pilots who want to go as light as possible. According to GIN’s Web site, the Yeti weighs a mere 0.7kg, and comes with carabiners and in black only.

A slightly heavier option, (1.1kg) is the ultra-light convertible harness/bag, where the bag becomes a harness, and the harness becomes a bag attached to the Yeti harness.

MPH Sports announces the release of the 2004 Rat Race DVD showcasing the second annual paragliding Rat Race, held last June in Ruch, Oregon. This 40-minute production is a yearbook-like chronicle set to music, with still shots and videos highlighting the competition format and focusing on the personalities, the flying, the inevitable parawaiting, and the social aspects of the event. If you were there, you’re in this video! Filmed and produced

by Amity Skelton, the 2004 Rat Race DVD is dedicated to the memory of Dixon White, who died just a few days before this competition for which he was the intended meet director.

Cost of the DVD is $20 and includes shipping. To order or for more information, contact Mike and Gail Haley of MPH Sports, 1785 Britton Street, West Linn, OR 97068, MPHSports@comcast.net, (503) 657-8911.

The Suunto X9 Wristop Computer: all the features of larger GPS units, but in a compact, lightweight package

Both of the above products have been developed in partnership with Rip’Air (www.ripair.com).

For more information on the Yeti harness and other GIN products, go to www .gingliders.com.

The Suunto X9 is a personal navigation instrument well suited for hang gliding and paragliding activities. In addition to full GPS functions, the Suunto X9 has an electronic compass, barometer, thermometer, and altimeter in a lightweight, durable casing.

BRIEFINGS

entire route before launch using a map.

While in the air, the Suunto X9 indicates which way to go, as well as the distance traveled and speed. It also shows the remaining distance and the estimated time of arrival based on forward speed. The speed and distance display is also perfect for flying without a planned route.

Moreover, the adjustable satellite fix rate provides extended battery life and enables GPS navigation on long flights.

The Suunto X9 records the track, and the “Find Home” function always shows the route and distance back to the marked “Home” position. House thermals, prime LZs, beautiful campsites and other places of special interest can easily be stored in the Suunto X9’s memory with a name of the user’s choice. Another useful feature is the weather alarm that alerts the user to any major changes in barometric pressure, giving time to prepare for an incoming storm.

One of the Suunto X9’s most interesting features is the interactivity with the included PC software for analyzing the data collected in the field. Users can plot their routes and see speed and altitude profiles, as well as plan routes in advance and upload them to the Suunto X9’s memory. A very useful feature is the ability to import map files into the software. Thus, you can scan in your own paper maps and use them when planning and visualizing your activities on your PC. The Suunto X9’s logic is based on a menu interface format similar to mobile phones, making basic functions easy to find in the menu.

According to Suunto, users can post the data stored on their X9 to www .suuntosports.com; from there, pilots can download coordinates of important and interesting locations, and routes enjoyed by others that might be worth trying.

The suggested retail price of the Suunto X9 is $725.

A preplanned route can be saved in the Suunto X9, allowing a pilot to plan an Hang Gliding & Paragliding: December, 2004

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P DI LEOPT A BRR TI EMF IENNG T S

Escape The Winter Blues with FlyMexico

• Hotel expansion with more rooms and conference facilities

How’s your winter flying looking this year? Are you wishing for a week or more of paragliding or hang gliding in a sunny, scenic, and interesting location? A place you could go flying every stinkin’ day AND bring your significant others knowing they will enjoy themselves? A place suitable for all levels of flying experience?

• Lakeside Fiesta Zone in operation!

By the Lakeside LZ: bathrooms, storage and more

FlyMexico can make this happen, guaranteeing daily action around the home base of Valle de Bravo. The Hotel Meson del Viento and Casa Cabrones houses provide lodging and more. Events include competitions and fly-ins for both hang gliders and paragliders in Tapalpa, Orizaba, Oaxaca, Monterrey and Valle. Travel tours outside of Valle continue by special arrangement.

• New gliders from Wills Wing and Icaro

This year at Valle: • Improved Lakeside LZ, larger dry, smoother surface • Improved Peñon LZ, field and access road upgrades • Discounts for returning clients

• Fiesta Zone house • More windsocks than last year for XC fields

• Vehicle improvements and additions • And as always a great crew to make your tour come out happy The basic winter tour package is based on a Sunday to Sunday plan, flying in and out of Mexico City airport. Package pricing is currently as follows: $895US for paragliding pilots, $1095US for hang gliding pilots (prices include a wing to fly, and we have many choices), $295 non-flying companion, 50% deposit with reservation. We are always willing to work on custom packages that fall outside the basic plan.

Why Pro-Design?

• No compromise in safety • Top quality materials and finish • Ongoing research and development • Paragliders since 1986

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Call us at (970) 963-3558, (970) 319-9886 or check out our web page: www.patagoniaparagliding.com

Event listing...

• January 22-28: Monarca Cup PG Open and fly-in (January 29-30) at Valle de Bravo • February 21-26: The Millennium HG comp and fly-in (February 2627) at Valle de Bravo • April 29-May 1: Three-day PG comp and fly-in at Orizaba, Veracruz • June 10-12: Three-day paragliding comp and fly-in at Monterrey, Nuevo Leon Come fly Mexico with FlyMexico. The adventure and fun awaits! Contact Jeff, jeff@flymexico.com, 800-8617198 or (512) 467-2529 in the U.S. or Alex, flymexico@prodigy.net.mx, 011 52 726 262 0048 in Mexico.

...simply the best!

Effect II (DHV 1) Jazz (DHV 1-2) Titan II (DHV 2) Jazz-Bi (Tandem)

Larchenweg 33 6161 Natters/Austria Phone: +43 512 54644 Fax: +43 512 54644520 December, 2004: Hang Gliding & Paragliding E-mail: office@pro-design.at

AIR

The Future of Hang Gliding (email, 9/28) Twenty years ago when I was running down sand dunes in California, hooked in to a single-surface hang glider, that hang glider cost approximately $1,400, NEW. The top-ofthe-line high-performance wing was about $2,000, NEW! And harnesses were $250.

In the last 10 years I have spoken with many people (non-pilots), on the state of our incomes here in America, and most agree that they earned more 20 years ago.

And many of us could do more kinds of work 20 years ago. It was also easier for many of us to find work back then.

Twenty years ago I never heard, “I can get a Mexican to work for much less than you.”

In the last 10 years I have had many, many employers say that to me!

During this time new hang gliders have gone up in price and now cost from $3,700 to $14,000! In the last six months I have researched sailplane clubs, and I’ve found that it is now more affordable to join an inexpensive sailplane club than to buy hang gliding equipment! This has very strong implications for the future of hang gliding.

The future as I see it: Hang gliding clubs will own many different gliders, from singlesurface trainers on up to rigids. Most club gliders will launch and land on wheels.

Non-motorized trikes will be made for use under the hang glider wings. Electric winches will be developed for use at the clubs, as well as 4-cycle motors for the tow tugs. Clubs with winches will charge $3 to $5 for the winch tow, with motor/tug tows costing much more. The monthly/yearly dues will cover the cost of glider rental, and possibly camping. The club will own or lease the land on which to tow, and land, and camp. The sooner we all accept the fact that clubs are what is needed for hang gliding to survive, and even prosper, the better our chance of survival!

G.R. Collier, USHGA #42023 (lapsed since 1/04) Hang Gliding & Paragliding: December, 2004

One Thing Leads to the Next... (email, 10/7) I started my flying activities at the age of 19 by jumping out of perfectly good airplanes, which led to flying hot-air balloons, so we could jump out of those, which led to flying single-engine and multi-engine airplanes, so we could jump out of those, which led to sailplanes, ultralights, paragliding, paramotors and hang gliding. Mix in surfing, sailing catamarans, kayaking, three kids, a lovely wife and a dog, along with community service commitments, and it really becomes about TIME. It isn’t about either/or, it’s about both/and...when there is the TIME...and of course, the right conditions.

Paragliding takes less time and there are many more places to do it, along with less restrictive landing requirements.

Hang gliding takes more time and there are a lot fewer places to launch and land. If I am at my house, and have 90 minutes of time, and the conditions are on, I can get in an hour of footlaunched flying on a paraglider. There is no way to accomplish that with a nonpowered hang glider, between transportation, set-up and strike, from where I live, which is Malibu, California.

If I have a full day, I can get in an hour or more of hang gliding time, usually at Kagel Mountain. More training and logistical support are required for hang gliding, and obviously, much more free time. They are both great activities and I look forward to reaching my goal of becoming a H-4 pilot, which follows from becoming a P-4 pilot, which followed from jumping out of perfectly good airplanes, over 1000 times. Paragliding has not “hurt” hang gliding—the amount of TIME it takes may be more of the culprit.

It will take a lot longer for me to reach that H-4 goal than it did to get my P-4, because it just takes so much more TIME to get in an hour of hang gliding.

One can lead to the other and both

MAIL

activities support having recreational and weather options.

Now, about the catamaran sailing off the beach in Malibu...

Warmest regards, Tom Sorce, USHGA #75366 P-4, H-2 and gobs of other pilot ratings...and a dog named Shep...

More on the Power Issue (email, 9/27) I was told you hadn’t received a single letter regarding the power issue. Here are 12 of them for you to publish...

Mark Vaughn, USHGA #54645

When I emailed Mark with a “You are such a wise guy!” response, he replied on a more serious note: I strongly feel USHGA needs to stand firm as the only non-powered foot-launching organization in the country. It’s our ability to foot launch power-free that truly separates us from every other form of aviation.

Truly, that ability alone is the apex of our uniqueness in aviation history and that should never be over-shadowed.

I fear the adoption of power could force us under the shadow of other betterestablished mainstream forms of flight, ultimately killing what we should be remembered for. Thanks to pilots like Mike Barber, our aircraft have proven they can be soared motorless for hundreds and hundreds of miles. This ultimately will become our legacy to aviation history, provided we don’t destroy it with this proposed power adoption.

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200 · USHGA _____ ENDARS

Hang Gliding Or Paragliding

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A I R

Dreams Come True Through Hang Gliding (email to Jayne, 9/17) Executive Director Jayne DePanfilis (USHGA #63626) prefaced Dean Funk’s note (below) with these comments: “Dean will be flying on the U.S. team at the flex wing Worlds this year in Australia. I think it’s nice to be reminded why we fly from time to time, and Dean’s email to me is a great reminder. He gave me permission to forward his note to be printed in the magazine. Congratulations, Dean!”

It’s true: As a child I always dreamed of flying over my house like Superman, and when I went 100 miles over the back at Lookout (it was my third year in the sport) and actually flew over my home in Atlanta—that was my first dream to really come true. And now getting a chance to be on the U.S. team, traveling halfway around the world to a place I’ve never been to before, to compete with the best in the world—wow! From the first time I discovered hang gliding at Lookout through to this point in my life (my first full season of hang gliding was 1997—I’ve only been at this for 7 years), I am just amazed that through hang gliding, so many of my dreams that I once thought of as fantasies have come true. Yes, I have worked really hard, but it has been a passion for me—as you know, I live for this stuff. I love this sport, there is a big part of me that lives in the sky. I dream about flying my hang glider every night.

I have contacted a number of friends at Lookout this morning and there is a huge amount of excitement about this. I am pretty sure I am the first pilot trained at Lookout to go to the Worlds. I am really going to focus on working hard the next three months—I need to be in top shape. I will not waste this chance to do my best ever!

Dean Funk, USHGA #65541

Hang Gliding & Paragliding: December, 2004

Read Your Manual (USHGA Web site, 9/9) In recent letters to the editor, there has been a fledgling thread regarding use of brakes with the speedbar. It illustrates a larger issue for both hang gliders and paragliders. It’s not what your instructor, buddy, e-list, or grandmother taught you about operating an aircraft, nor what everybody else does or has always done, that is important. It is what the manual says is right for your particular wing, as modified by extranormal circumstances.

For instance, on my particular paraglider, max L/D is achieved at 50% speedbar WITH 20% brake! (Mistral 33) Learn your manual or get out of the air before you die. And in the meantime, stop passing general lore about the right way to operate all paragliders as gospel truth. One size absolutely does not fit all.

What’s right for your wing may depend, per the manual, on glider model, size, aging, original or revised batten pattern, options installed, riser spread distance, and the way you hold your mouth. The difference between various wings’ operating/emergency procedures can vary significantly. Learn the manual.

Mark Lukey, H-3/P-3, USHGA #64146

M A I L

in Hang Gliding & Paragliding magazine.

Just remember, someday “YOU” will be an old timer on the hill as well.

After 33 years flying hang gliders, I still fly without glasses, don’t use medications, have my real teeth and can launch without a wind dummy.

Tom Thompson USHGA #2531 Life Member I, too, am over 50 (AARP has considered me a senior for several years now), and until a few months ago I, also, flew a topless hang glider. I sold it not because it was too much for me to handle, but only because my arthritic fingers could no longer manage those wickedly stiff spring tips. That being said, however, the reality is that many of us older folks who have every intention of continuing to fly well into our future need to be a bit more aware of our limitations than we did 20 years ago! The sad truth is that many of the serious accidents and fatalities (not all, but too many) involve us older, highly experienced pilots. You should rejoice in your retention of your youthful vision and sprightliness! For those of us who are aging less gracefully, if an occasional reminder causes us to stop and think about what modifications we might need to make to continue to fly safely, then perhaps those articles that you perceive as semi-negative are right on target, and welcome.

Over-50 Hang Pilot Not Feeling His Age (email, October 14) It’s terrible to see the USHGA publishing semi-negative articles about pilots who are aging, trying to make them out to be declining in their health and losing their abilities to soar hang gliders. Why make us look like a threat to the organization and sport by making out like we need to fly mellower gliders and not fly in tough conditions? I’m over 50 and have owned four topless wings in the past five years.

I have also owned four sailplanes in the same period of time. There are a lot of airplane and sailplane pilots in their 60s and 70s. Let’s avoid the age discrimination 11

U S H G A

USHGA Name Change Committee

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By Tad Hurst

n March of 2004, a request was brought before the USHGA Board of Directors to consider changing the name of the organization to reflect the growing influence and importance of paragliding. Our organization currently has more members that fly only hang gliders than those who fly only paragliders, but that majority is shrinking. The group that is increasing most quickly is the group of pilots that fly both paragliders and hang gliders.

Based on this request, I have been assigned to chair USHGA’s Name Change committee. The committee is tasked with oversight of the procedures for ascertaining if a change in the name is supported by the USHGA membership, and the process to affect that change if it is supported.

I am a pilot that flies both hang gliders and paragliders, and I am one of the Region 3 directors of USHGA. I have not expressed an opinion on the issue of changing the name. My primary purpose in this matter is to ensure that the process is conducted in a fair manner.

There are many who feel strongly on both sides of this issue. A recent poll on the USHGA Web site was quite revealing in this matter. Although that poll was seriously flawed in its organization, it did show clearly that nearly half of the respondents did not want the name to change, while slightly more than half favored a change to a name that better reflects the total membership. Because of the organization of that poll, it is not possible to determine if the respondents favored the change to any particular name.

USHGA should not ignore the fact that a large contingent of members wants the name to change, nor should it take action to affect a name change that is not clearly supported by a majority of the membership. Based on this, the USHGA Board of Directors approved a process for the name-change initiative at the October 2004 meeting in Boise, Idaho. This process is designed to ensure that the name is either changed or not changed according to the documented wishes of the majority of the membership.

There are two particular procedures that would be patently unfair, and were not considered: 1) First vote to change the name, then select the new name.

This procedure could result in the name being changed to one that is less popular than the current name.

2) Put all possible names in a single pool along with the current name, and take the most popular. This method

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ignores that fact that more than half of the poll respondents wanted the name changed to something that included all flight disciplines, and assumes that those who favored the lower choices in the poll would not support the most popular alternate name.

Other concerns about the previous poll include the observation that those who were opposed to changing the name could not influence the choice of the new name. I have heard from many members who are generally opposed to changing the name, but who definitely would be more supportive of one of the potential new names over the other choices. Another concern, that was also expressed regarding the recent vote on powered harnesses, was that there was not sufficient time allotted to allow publishing both pro and con viewpoints in the magazine prior to the official ballot.

Our approach to the question of name change will be done intentionally over a longer period of time. This period will allow for proper debate. Articles will be submitted and published in the USHGA magazine supporting both sides of the issue. The longer time frame is also consistent with the feeling that a change of name is an important, serious matter, and is not to be taken lightly or quickly.

Here is the procedure adopted by the USHGA Board of Directors on the recommendation of the Name Change committee. The committee included members who were in favor of the change and those were opposed to any name change.

All members worked together to outline a procedure that was generally considered fair.

Procedure: 1) Create pro and con discussion groups on the Web. The purpose of each of these groups will be to appoint a representative or ad-hoc subcommittee. That committee will have one and only one assigned task: to produce the two position letters to be presented with the eventual ballot.

These committees may also choose to promote their particular view in various ways. The committee chairpersons are expected to submit articles to the USHGA magazine.

These groups have been created, and can be found at http://groups.yahoo.com/group/USHGA_KEEP_NAME/ and http://groups.yahoo.com/group/USHGA_CHANGE_ NAME/.

These groups are not intended for debate on the name change. Debate will occur in other Internet discussion groups, in the magazine, and at every flying site that USHGA members use.

December, 2004: Hang Gliding & Paragliding

2) POLL for the new name candidate. The choices on the poll will be the top three from the previous poll: a) United States Hang Gliding and Paragliding Association b) United States Free Flight Association c) United States Foot Launched Association

USHGA is NOT a candidate for this poll, but will be RESERVED for the final poll and vote. This poll will be conducted on the USHGA Web site, and by phone, fax, or email to me (thurst@chemnavigator.com).

To participate in the poll, use one of the following methods: a) Visit http://www.ushga.org on the Web. b) Email Tad Hurst at thurst@chemnavigator.com with your choice (one of the three above). The subject of the message must be “Name Change Poll.” You must include your USHGA number and your full name. c) Call Tad Hurst at (858) 450-9740, ext. 1266. This is my office number. If you leave a message, you must indicate your full name, USHGA number, and your choice for the new name candidate. I will not return calls that have insufficient information. d) Mail the poll form from this magazine to: Tad Hurst 11969 Oakview Way San Diego, CA 92128 Attn: Name Change Poll NOTE: If you respond to the poll more than once on the Web page, each response erases the previous response. If you respond by multiple methods, the Web responses will override the others. I may spot-check some of the respondents to assure that there is not abuse of the system. If this poll is not close, we will skip step 3 and go straight to step 4.

3) Hold an official vote on the PROPOSED new name. Only the top two choices of the poll results will be included as possibilities. This is NOT a vote to change the name from USHGA to a new name, but to choose the new candidate name. Those who oppose the change of the name may vote for the least objectionable name, then later vote against the chosen name.

Hang Gliding & Paragliding: December, 2004

13

U S H G A

4) POLL to see how many members would vote to change the name from USHGA to the new name candidate. If this poll does not show strong support for the name change (at least 50% of the responses in favor), the move will die. As before, the poll will be conducted on the USHGA Web site, by phone, fax or email to me, Tad Hurst. Details of the poll mechanism will be published in the USHGA magazine.

5) Official vote with the two position letters as approved by the pro and con committees. The wording of this ballot will be approved for administrative and legal correctness before the vote is taken.

It is this final step that ensures the fairness of the procedure. If more than half of the members vote to change the name, then it will be changed. If more than half vote to retain the current name, then it will not be changed.

It is my general feeling that this procedure is slightly biased against making a name change, and I do not apologize for this. The proponents of a name change will have to succeed in passing the preliminary poll (step 4) and win the actual vote (step 5). It is my feeling that an organizational name change is an important step, and should be taken only if strong support can be demonstrated.

USHGA NAME CHANGE POLL This poll is to determine the MOST POPULAR alternate name for the organization. It is not designed to determine if that name is more popular than the current name (United States Hang Gliding Association). Subsequent efforts will determine if the name is to be changed from the current name to the new name candidate. Please see the December issue of Hang Gliding & Paragliding for details on the entire name change procedure, or visit the USHGA Web site (www.ushga.org).

Which of the following alternate names do you prefer?

(Choose one.)

° ° °

United States Hang Gliding and Paragliding Association United States Free Flight Association United States Foot Launched Association

The time frame for the procedure follows: October 2004: BOD approved the procedure

Your full name:

October 2004-March 2005: Poll for new name choices April-June, 2005: Official vote on new name choice if needed June-October, 2005: Poll on change of name from USHGA to new name candidate January 2006: Vote on change from USHGA to new name.

Vote will end by February 28, 2006.

This is an important issue for USHGA members. In the end, one of the two large groups of members will lose. It is my goal and hope that reasonable members of the losing group will consider the process to have been fair. Please remember that, although we may disagree on what the name of the organization should be, we must all work together to preserve our sport for years to come.

Dr. Tad Hurst Region 3 Director

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USHGA Number:

Signature:

Note: This is a poll only – it is not an official ballot.

Mail to: Tad Hurst Region 3 Director (USHGA) 11969 Oakview Way, San Diego, CA, 92128

Or participate in the poll online at http://www.ushga.org.

December, 2004: Hang Gliding & Paragliding

U S H G A

Mentoring and the Growth of our Membership

By Dr. Felipe Amunategui It is Friday evening; do you know who’s going flying tomorrow?

I don’t know about you, but I received superb instruction as a fledgling pilot. Then, once my new wings were barely steady, I was sent out into the big sky without much guidance about what to do next and how to continue developing my skills. I was fortunate to be taken under the wings of some amazing mentors.

Informally, these mentors helped me tame a rowdy intermediate syndrome that almost took me out of the gene pool more than once. They also introduced me to a community of pilots, sites, knowledge and practices that helped me become the pilot I am today. Mentoring kept me safe, involved, and current.

Photo: David Jebb

A considerable number of pilots surveyed replied that they stopped flying after about two years of receiving their second rating…

[M]any individuals allude to a lack of guidance beyond their basic flying instruction: a lack of mentorship.

Have you just finished your instruction, read all the books and realized that there is so much more to learn and very few teachers? The recent exit survey conducted by USHGA’s Membership and Development committee points to an interesting situation that may help to slow the decrease in membership or even grow our ranks.

It goes something like this: A considerable number of pilots surveyed replied that they stopped flying after about two years of receiving their second rating. The reasons for this were diverse, but many individuals allude to a lack of guidance beyond their basic flying instruction: a lack of mentorship. Did you have one or more mentors as you were growing up as a pilot? Perhaps it is time to pass along the wealth to the next generation.

Mentorship in this case generally involves an informal relationship where an experienced individual helps a less experienced pilot develop sound practices and judgment beyond a period of formal instruction. Often a friendship and a mentoring relationship are virtually indistinguishable except for the disparity in skill and experience between the participants. Before turning a simple relationship into an academic dissertation, let me highlight some of the basic aspects of a mentoring relationship. All it takes is a phone call or an email.

“Hey, are you flying tomorrow? We are going to Dean’s in the morning; see you there,” was the customary call from my friend and mentor, Mike, on Friday evenings. Then, at the site, Mike’s presence was reassuring. I could count on him to help me read conditions, assess risks and evaluate the soundness of my decision to fly.

Hang Gliding & Paragliding: December, 2004

Input from instructors and mentors increases the safety margin as well as the fun factor for newer pilots.

I could also count on him to pull me aside and give me a talking-to whenever I had screwed up. This was done in a gentle, supportive way that conveyed concern for my safety and an interest in my advancement, but it was not always easy to take. And he was not afraid to make me angry. His intent was always clear: He wanted to keep me flying safely.

Mentoring came in the form of flying trips.

These trips introduced me to new sites and experiences with the added safety margin of experienced guidance in unfamiliar places. It came in the form of sound advice at the time of purchasing equipment. Through mentorship I learned to inspect and repair my aircraft, and I learned as well that some jobs are best trusted to a dealer. Mentorship came in the form of countless hours of conversation about flying during wind waiting and windguided driving.

All around the country we have other “Mikes.”

Think about who took interest in you as your wings were just developing. Who gave you their time, shared their knowledge, and welcomed you despite the ignorance and cockiness that goes along with being an intermediate pilot?

What role did that individual or group of individuals play in keeping you involved and growing your skills? Where did you learn some of the tricks and skills that make you the pilot you are today? The knowledge gathered along the way has to be passed on. And, due to the nature of our craft, much of what seasoned pilots know can’t be taught by reading about it; it has to be actively learned, and that takes time.

Helping new pilots to continue developing skills benefits the entire dangling flight community. Active mentorship, at the very least, may help to retain members and to increase safety margins, and under ideal circumstances it may help to increase the fun factor and to promote enduring friendships.

It is Friday evening—are you going to call someone to go flying tomorrow?

Safe landings, Head Heathen

15

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M A S T E R ’ S

T I P S

by Rob Kells

Smooth-air tandem flights work well for instruction.

Photo: Peter Darian

Do you want your friends to become pilots, or just to experience hang gliding?

flight. They are having their best year ever by encouraging pilots interested in hang gliding to go to the training hill for an intro lesson, and are having more success creating pilots as a result.

n interesting statistic has emerged from many of the largest fl ight schools in the country. Those who offer both solo traininghill instruction and tandem instruction say that twice the number of students continue on to become pilots if they have their fi rst experience on the training hill! How can this be true? For years I believed that the best way to train new pilots was to start them off with tandem instruction, and then teach them launch and landing skills on the training hill. Well, Mission’s Pat Denevan states it clearly, saying that “while you might learn to swim in the ocean, most people learn to swim in the shallow end of a pool.”

Wallaby’s Malcolm Jones stops his aerotow tandem training at the first sign of any turbulence. He explains that if the air is active his students don’t learn much because they can’t really tell what effect their inputs are having on the glider. Malcolm says that when the air goes from smooth to active, it goes from being instruction to being a ride.

Flying tandem with my fiancée has confirmed for me that when the air is smooth she feels comfortable and in control of the glider, but when it’s turbulent she has a difficult time wrestling with directional control.

A

Windsports’ Joe Greblo says the surest way to have students NOT return for follow-up lessons is to take them tandem on a soarable day and get them airsick. Interesting, because most of the pilots who refer friends to schools suggest the mid-day time slot to get their friends the “best” instructional flight.

Lookout’s Matt Taber has confirmed in his school that more than twice the number of students become pilots if they fly on the training hill before going up for a tandem Hang Gliding & Paragliding: December, 2004

Mission’s Pat Denevan states it clearly, saying that “while you might learn to swim in the ocean, most people learn to swim in the shallow end of a pool.”

17

MDAES PT AE R ’T S M TE I NP TS

This student is twice as likely as a tandemtrained student to continue in the sport!

Photo: Dale Guldan

Paul Voight and Mike Robertson also agree that while tandems are great, they do not create new pilots as often as those first few low flights do.

Tandem is a very effective method of instruction, but I now realize that it is not necessarily the best way to create more pilots through their first exposure to our sport. As aerotow flight parks grow more prevalent, it will be wise to consider co-locating training hills at the parks.

Many experienced pilots I’ve talked to remember their very first flights off a small hill as their most memorable ones. Not the highest or longest, but the most special. These first flights are blazed into our memories forever.

Far Up’s Jim Reynolds says, “I don’t teach people to fly, I teach them to launch and land under their own power.” Jim has been telling me for years that we can make and retain more new pilots by being sure to keep them from having a bad experience during their initial training so they don’t get scared or hurt and quit the sport.

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The moral of the story is this: If you have a friend who wants to learn to fly, recommend an introductory lesson on a training hill, or a tandem flight in smooth air. All the industry professionals I spoke with agreed that when a student gets instruction in good conditions many are hooked, but when they get a ride in rough air, they’re most likely gone.

December, 2004: Hang Gliding & Paragliding

P I L O T

By David Jebb

K

young Ki “Master Ki” Hong is 45 years old, husband, father of a 16-year-old daughter and an 8-year-old son, master hang glider pilot and a paraglider instructor and tandem instructor. Ki also holds instructor ratings in skiing (certificated in Japan, Korea and the U.S.), wind surfi ng, water skiing, sailing, and rock climbing. He’s an ultralight pilot and a third-degree black belt in Tae Kwon Do. He graduated in 1987 from Central University in Korea with a degree in chemical engineering.

Back in 1975, 15-year-old Ki Hong was a tough street kid with a black belt in martial arts living in Seoul, South Korea. His primary means of entertainment was fighting. Of course that meant he was often in trouble with school, the authorities and his parents. One day while watching the American Armed Forces Korean television network, he saw a show on a new sport called hang gliding. His attention was fi xated on a hang glider soaring above a sand dune in California. From the very instant he saw that hang glider image, his life was transformed. He promised himself that he would one day fly, and immediately began searching for any information he could find on hang gliding.

Back then there wasn’t much reading material on the subject, but one day he found a photograph of a hang glider in a Popular Mechanics magazine. The picture depicted a man “hanging” from a hang glider. He cut the picture out and developed a blueprint drawing of the glider, using the size of the man shown in the Popular Mechanics magazine to determine the scale and size of his blueprint model.

Hang Gliding & Paragliding: December, 2004

P R O F I L E

Within six months, Ki built the first and only known hang glider in the Orient. At the time there were no known standards of materials or tubing, so his first glider used parts from an aluminum door and scrap construction tubing. He found a thin nylon fabric to cover the tubing. Once the wing was completed, he began teaching himself to fly, which he describes as a series of continuous crashes at first.

Hanging under downtubes without a harness required an inordinate degree of strength, agility and determination, but Ki’s mind was set, and no obstacle could stand before his passion to fly. Almost a half-year later he was soaring, and by this time had a small band of friends marveling at his astonishing abilities to defy gravity.

Soon newspaper and television reporters were showing up at his flying site to interview the first Korean legend of free flight. In 1977 Ki and a group of his friends started the Korean Hang Gliding Association and he began teaching students to fly. Ki became the first Korean hang gliding national champion in 1977. For the next nine years (1977 to 1986) he was the undisputed, unbeaten national hang gliding champion of South Korea. He also competed in the world hang gliding championships in 1981 in Japan, 1983 in Germany and 1985 in Austria.

In 1985, a large kite and parachute manufacturing company learned of Ki’s design talents and hired him to design stunt kites. Not long after that, Ki heard from a Swiss friend of a new wing design, made with only fabric and no aluminum tubing and called a paraglider.

Ki quickly introduced Mr. Suh, his employer, to this new flying device. When Mr. Suh decided to start building these wings for manned flight, Ki became the primary visionary, designer and test pilot for what would become the largest paraglider manufacturing company in the world. Ki came up with the EDEL name, which stood for Exciting, Durable, Excellent Design, Leading Company.

Ki’s first glider was called the Condor. This was an antiquatedlooking paraglider with nine cells, a rectangular shape with huge intake ports, very thick suspension lines, and a two-riser system.

Ki did all the test piloting and research and development on this wing. With each production the model evolved. In those days 19

P I L O T

P R O F I L E

paraglider pilots flew without helmet or reserve parachute and with only fabric and webbing as a harness. The hang point attachment was near the shoulder level. About the only similarity between the equipment used by original paraglider pilots in the mid-’80s and that used by current pilots is their cool sunglasses! Design work was done without computers back then—Ki did all of his patterns on a huge tabletop. Once the design was drawn, patterns were hand cut and sewn on the same tabletop. The first Condor was a ducktail design. The second generation was a conical tail and by the fourthgeneration a leaf design. Ki did a lot of research on suspension lines and fabric, and by 1987 Edel started full-time production.

Soon the Condor was developed in two models, the Condor BIG and the COMPETITION. During research and development, Ki usually made two prototypes. One was sent to Switzerland where his friend would fly one prototype, and Ki would test-fly the other.

This method of testing speeded up the R & D process. Ki’s team of designers developed the following paragliders by Edel: Manta, Crazy, Aerotik, EQ, Mustang, Corvette, Apollo, Racer and ZX. Ki’s primary jobs were developing and identifying materials for paraglider use and acting as the factory test pilot.

It’s not about finding yourself, it’s about CREATING yourself.

Go Higher Check our website for details on upcoming trips to Chili and Mexico.

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www.peaktopeakparagliding.com

By 1991 Ki was under pressure to continue test-flying new prototypes in order to keep up with the demand for new wings. One blustery day he arrived at launch as the winds were building. He laid out the prototype paraglider wing but decided not to fly when the wind speed picked up to 20 mph. He began to pull the lines together to tight-line his glider, when suddenly he was yanked into the sky. About 300 feet above the earth he sustained a massive deflation and spiraled into the ground. He severely broke his back as well as both his kneecaps and was hospitalized for over four months, completely paralyzed, unable to walk or move his arms. His doctor told him he would never walk again. After eight months and a few surgeries he was able to move his fingers and feet. Although he was still on a catheter and had almost no feelings in his feet and hands, he was determined that he would once again fly. His mental determination and love of free flight kept him alive. Without the vision of returning to the sky, Ki admitted to himself that life would not be worth living. He started crawling and eventually re-learned to walk.

He wasn’t able to walk up hillsides for some time, so his first flights after his tragic accident were on an ultralight, which he had flown since 1988. He owned and operated one of the largest ultralight schools in Korea. Once he regained his ability to walk up hills, and with friends carrying his paragliding gear, he started flying paragliders again.

After the 1991 accident, Edel no longer employed Ki, but he continued to do consulting work with the company until 1996. By 1993 Ki owned and operated Aero SportLine, the largest paragliding school in Korea.

One of his prize students was Gin Seok Song, now the designer of Gin Gliders. Many of the R & D methods used by Gin in the beginning were learned from Ki. By 1994 Ki was the president of the Korean Paragliding Association that consisted of 4000 members.

In 1996 Ki decided to follow his dream to California. Mr. Yusiki of UP (Ultralite Products) wrote him a letter of introduction to the Torrey Pines Gliderport. Ki arrived in California knowing only two words of English, but following his heart and dream of free flight. He showed up at Torrey Pines with a friend and interpreter.

Within six months, Ki was instructing paraglider students in English and giving aeronautical discourse. He has been a primary instructor and tandem instructor on a full-time basis at the Torrey Pines Gliderport since 1997. He continues to be an inspiration and source of information to students and instructors alike.

There is no other paragliding tandem instructor in the United States who has conducted more foot-launched tandem instructional flights than Ki Hong, who averages over 500 flights per year. This monumental yet unassuming gentleman has, for the past 29 years, been a legendary pioneer in the sports of hang gliding and paragliding.

December, 2004: Hang Gliding & Paragliding

W I L L’ S B I G F L I G H T

Golden, BC to Canmore, Alberta Article and photos by Will Gadd August 13, 2004 very time I’ve driven from the eastern side of the Rocky Mountains to the western side, I’ve always wondered what it would be like to fly over the Rockies. In a car you enter the mountains at about Canmore, head south for an hour to Lake Louise, then west for another hour before finally dropping down into Golden and the Rocky Mountain Trench. There is not one moment on the entire drive where wild mountains don’t stand as though in picture frames through the car windows. The stunning, glaciated terrain is powerful to anyone; that’s why most all of it is in a cluster of national parks, which means it’s illegal to launch or land there. It’s OK to fly across them, but it’s a long way...

As a climber I’ve stood on the summits of many of the peaks on days that seemed perfect for flying, and on other days where it seemed Hang Gliding & Paragliding: December, 2004

21

WILL’S BIG FLIGHT

crazy windy although the clouds looked OK. These mountains are unlike anything in the U.S. Rockies or in Europe; they are wilder, more glaciated and far less populated. In 100km there are only two roads that cross the range, and big timber makes landing in the valley bottoms a sporting proposition. Often the only “open” areas are filled with wild rivers that would be fatal to land in; better to go for the trees.

Peter landed just on the Banff park boundary, 10km from Canmore. In 2002 Chris Muller became the fi rst to make the complete crossing, flying another 40km out the Kicking Horse Canyon. There is no place to land for the fi rst 10km of this canyon except overgrown logging slash on the steep hillsides.

— The stunning, glaciated terrain is powerful to anyone; that’s why most all of it is in a cluster of national parks, which means it’s illegal to launch or land there.

It’s OK to fly across them, but it’s a long way...

When you drive across the Rockies you’ll see some meadows beside the road, but would you get busted if you landed in them? And the roads don’t exactly follow the logical flying lines anyhow, which means at times you could be facing a full day’s hike if you landed out. Not surprisingly, the fi rst fl ight over the Rockies from Golden to Banff was done by Willi Muller on his hang glider in 1984.

Surprisingly, he took a relatively deep line away from the highway; it would have been interesting to land or hike a hang glider out of there!

I was high enough to glide over all this and connect into the ridge. As I neared the ridge I took a hard surge, then boom! Beam me to base at about 3800m. Yeah! No big victory, but I was on my way east and high; there was no going back to the familiar front ranges now! The glide across Highway 1 and into the Ottertail range was awesome. A small street popped with me and I arrived at Mount Vaux in a good position. A large glacier lay to the south, and I could hear rocks and ice falling off it as I glided by and into a huge rocky wall in the sun. Boom!

Base again at 4000m, and the whole Ottertail range lay to the south with the magnificent Goodsirs standing tall over everything. The Goodsirs dominate the skyline when you’re gliding the classic Golden-Canal Flats route; it felt great to look at them from a more equal perspective. I don’t know how many times I’d looked at these mountains from the west and thought, “What would it be like to be there?”

Answer: “It’s GOOD!”

—

In 1995 Eric Oddy and Peter McClaren braved all these variables and became the fi rst two paraglider pilots to fly over the Canadian Rockies. Eric landed on Canadian Pacific Railway property near Lake Louise with the theory that CPR “property” wasn’t in Banff National Park; on the same day

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December, 2004: Hang Gliding & Paragliding

W I L L’ S B I G F L I G H T

Gliding toward Temple (left of foot) at base, around 4100m

Heading for the west side of Temple. Panorama Ridge is the first ridge to the right of Temple. Protection and Castle Mountains are across the Bow Valley. Yep, the lift was pretty good…

south end of Mount Owen, there wasn’t much to land in except the bottoms of avalanche paths, so for one of the few times in my flying career I decided to ignore the landing options completely. It simplified things. Besides, the clouds said there was no way I was going to sink out.

As I reached Mount Owen the clouds above it went soft—uh-oh. I ridge soared for maybe 10 minutes right on top of the peak before a ripper came through and I railed up to 4100m as a cloud formed around me. It doesn’t get any better than that! At this altitude I still had a choice of gliding out toward Highway 1, but the development said head east, so off I went.

I came over the top of Mount Biddle at 3800m and had a terrific view of Lake MacArthur and Lake O’Hara down to the left. There are good trails and meadows in this area, so I started to relax.

Even if I somehow bombed out here, it was going to be OK. From Mt. Biddle it was a very nice glide along a high-altitude spine with Mt. Victoria and the Lake Louise valley to my left and the Moraine Lake cirque down to the right. How many days have I spent climbing, running, and just wandering in this area? To look down on it from 3500m somehow closed the circle. When I was a small kid my parents often took the family up into these valleys—who would have thought that 35 years later I would fly over them on strings and fabric?

Highway 1 goes east-northeast here, but the development was better a bit south and east. This meant flying into roadless terrain in the national park with limited landing options, but you’ve got to have faith in the clouds. Half bar, Zoom zooming, off into what I think are some of the wildest, most scenic peaks in the Canadian Rockies. As I glided into the Hang Gliding & Paragliding: December, 2004

Soon Mt. Temple was front and center. Of all the mountains in the Rockies, this is the one I’ve most wanted to fly right over.

It dominates Lake Louise and the area, a massive sharp tooth of a mountain. I once stood on its summit and felt the strong cycles rip up from all sides and wondered what it would be like to bite into them with my wing. The cloud above it said, 23

WILL’S BIG FLIGHT

Left: Lake MacArthur, a fun place for me as a kid. I knew I could walk out from here if I had to land.

Above: Will at Lake MacArthur, 1973. Did this six-year-old Will ever imagine that one day he’d fly above his Lake MacArthur swimming hole?

Right: Gliding over Banff toward Mt. Rundle Far right: On glide toward home. My house is just off to the right of my foot on the sun line.

“Game on,” and as I glided into it I could see climbers toiling upwards. The west face was baking, and sure enough the vario went nuts. I love it when it starts making weird new noises—it feels like kicking ass on a video game or something. The air was making those wild, “Shizzt, whoosh!” noises as I climbed, and the variances in the climb rate were extreme. Up for a few seconds at 12m/s, then over the falls as it fell to “only” 6m/s. I went weightless a few times but was still climbing fast.

This was the thermal of the summer for me and among the strongest I’ve ever climbed in.

Just below base I fi nally found something just too wild for any wing and went weightless in an interesting way that ended with the wing squished up like an abused taco above me.

Hmmm...Not seeing anything worthwhile to do I did nothing until it came out in a nice horseshoe but with a lot of rotation.

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Cool, bang the breaks, “CRACK,” bit of a spiral, heart rate maxed, tick the edge of the cloud (what, I’m still climbing??), remember to breathe, go on glide.

I snapped a few photos of the top of Temple and headed east toward Panorama ridge. There was more wind here and it was somewhat confused in the air, but back to base again with the large Bow valley spread out below me. Perfect is a strong word, but it fit the day’s conditions so far! I thought crossing the wide Bow valley was going to be one of the cruxes, but there was enough lift in the middle that I came into Castle Mountain high and rode another ripper to base.

It was now 5:30 and the conditions were stellar, as they often are at this time of day in the Rockies: strong but organized climbs, large areas of lift and buoyant glides. I have probably driven up and down the Bow valley over a thousand times while going December, 2004: Hang Gliding & Paragliding

W I L L’ S B I G F L I G H T

somewhere in the mountains, and every time I have looked at both sides of it and thought about flying. I won’t have to do that again. I know what it’s like. Castle is a huge rock solar oven, and I flew down the length of it at base, just dolphining smoothly along. It was a long but good glide into the Ishbel/Corkscrew mountains; half bar, down at less than 2m/s, perfect.

Back to base off Mt. Cory with a great view of Banff, and for the first time I could see the mountains that mark out my home town around Canmore: Mount Rundle and Lady MacDonald. The development was weakening but still working and I glided straight over Banff and into Rundle at ridge level. I waved to a couple of climbers as I glided by them with the sharp shadow of my glider on the rocks, then rode light lift across the back side of Rundle and out of the national park.

Now if I landed it would be legal. It’s legal to fly over the national parks, just not land there, and I had done it.

Hang Gliding & Paragliding: December, 2004

As I peeled off Rundle and headed back across the Bow valley I hit a strong east wind, and the development started falling apart.

There was a hard blue haze over the plains to the east with not one single cloud, but I didn’t care. On the glide over Canmore the wind kept picking up, and soon I had to have the bar stuffed to make any progress. As is often the case, the air in the valley was turbulent from the different valley flows joining above Canmore, and I was impressed that the Zoom stayed inflated as I glided toward my house with the bar hammered.

I often land in a small schoolyard about 100m from my house, but with the strong wind I opted to land beside Highway 1 near Cougar Creek, as there are no trees and it’s still only a two25

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minute walk from home. I landed feeling like a guy who has just won the lottery; I balled my wing up and started the short walk home. I hadn’t worn enough clothes and I was absolutely frozen but grinning like the village idiot when my friend Barry Blanchard stuck his head out of his house and yelled, “Hey, you need a beer!” He had seen me coming in, and soon we were relaxing on his lawn, beers in hand.

of big mountains even if that line might mean a long walk from an uncertain landing area. It was about the joy of flying a simple set of strings and fabric that I can carry on my back but that carried me over my favorite mountains in the world. In the grand scheme of the “Important Things You Should Care About” it means nothing, but to me it feels like everything.

Thanks to Kim Csizmazia for driving!

I hadn’t talked to Kim in the van for a couple of hours as she had gone slower to chase J. (He had a great flight also but landed early). Just as I finished the first beer and started to warm up the radio crackled: Kim was in Banff, and by the time the second beer was finished she and J had caught up with me.

This morning I can’t stop grinning. A few others have done this flight, and Chris Muller has gone farther out onto the plains, so it’s not the best flight across the Rockies in terms of distance.

But this flight wasn’t about trying to beat anyone else’s flight.

It was about having a goal and realizing a dream. It was about flying well in strong conditions in a remote area. It was about taking 10 years of thinking about doing something and then DOING it. It was about taking the stronger line in the middle

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Will Gadd, 37, has set world distance records on his paraglider, flown across the U.S. on a paramotor, been blown over the Andes and done a lot of other fun cross-country flying. He enjoys teaching XC clinics in the summers when he’s not going XC himself. Will says, “Nobody ever died wishing they had spent one more day in the office.”

December, 2004: Hang Gliding & Paragliding

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able to assist in your own rescue and should rest in your harness as quietly as possible. The actual rescue of a person out of a tree—injured or not—is very similar to when a person is stranded on a cliff. It will be necessary to use ropes and lower the pilot carefully. There is a lot to consider here.

To begin, in most places 911 emergency responders are best equipped and trained to provide all sorts of rescues. They are the best bet for a tree rescue if there is an injury. However, I have seen many tree landings where a truck with an extendable ladder won’t reach (on a tree-covered slope), or it is too distant from a road to expect a quick rescue. If pilots present are adept at climbing (have rock/tree climbing experience), and are equipped with ropes, it may be better to proceed with the rescue without calling the pros.

If the person is injured, ideally they should be secured on a stretcher up in the tree first. If this is not possible, perhaps a splint can be applied. However, this means the rescuer must be able to get to the pilot and have maneuvering ability. Most likely, the only way to do this is to have a hook and ladder truck. Second best is to have a rescuer lowered on a rope from above. In any case, the safest way to lower an incapacitated pilot is to hook the rope directly to the harness carabiner(s) before unhooking from the hang strap or risers, then lower the pilot in the harness.

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Copyright © 2004 by Dennis Pagen

have loved trees ever since I read Joyce Kilmer’s sappy poem as a kid. I used to hang out high in the boughs as a substitute for airtime. But they are a mixed blessing here in the sylvan expanses. On the plus side, we have seen lives saved by trees when an out-of-whack glider plummeted to the ground. But in the East, at least, they sure do block a lot of potential launches. In addition, they turn XC flying into a series of strategic moves from one safe landing field to the next.

Landing in a tree should never be considered a viable option unless the other options are water, houses, power lines, or merely clipping the tree. A tree landing is an emergency and should be treated as such. Last month we looked at what to do immediately after settling into a tree. This month we continue the saga with the rescue of the pilot and glider.

MORE EMERGENCIES If you are injured when landing in a tree—a severe bruise, a broken limb (on your body), a puncture—you will be much less Hang Gliding & Paragliding: December, 2004

TREE RESCUE LOGISTICS The rope in use should be a good stout climbing rope—9mm, at least. Run it over the crotch of a sturdy limb (make sure all limbs used are living green) and down to a safe belay. If you don’t know what a belay is, you probably shouldn’t be supervising a rescue. A good belay tends to be another tree trunk around which the rope is wrapped several times. Have other rescuers pull down on the rope to create tension and then cinch it up so the pilot doesn’t drop too much when he or she unhooks from the glider.

All the above presumes that you are able to get a rope secured above the pilot. There is no way to have the pilot safely unhook from the glider and swing towards the trunk. If the pilot is well away from the trunk there are three ways to handle the situation—all of which have been used successfully. One is for the rescuer to climb the tree to a point above the pilot. Most of us aren’t Tarzan, so unless you are very skilled, you shouldn’t attempt such a feat or you may end up in worse shape than the hung-up pilot. Due to my simian ancestors and prehensile toes, I feel quite at home in a tree. Climbing safely requires practice and knowledge. You must know your trees to judge which ones are resilient (conifers and soft woods are the least reliable), know the differences in seasons (limbs are more brittle in late fall or winter), know how to test limbs and how to keep at least three points (out of two hands and two feet) supported at all times. It helps if you have rock climbing experience. A couple of times we have used linesman spikes and belt 27

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At a tree-rescue clinic, potential tree-landing victims and rescuers learn the ropes before the need to use them arises. Photo: Abe Laguna

to get up a large-diameter tree. Other times we have used ropes to reach the lower branches and then climbed from there.

The second option, useful when a tree isn’t climbable, is to toss a line over a suitable limb by using a weight tied to its end. Sometimes the ground crew can do this, and sometimes it is the hung-up pilot who is in the best position to fling the weight. It may take several tosses before the right position is achieved, so it is best to use a rounded object (rock) for a weight, rather than a stick which can get hung up when you try to reel it in.

The final method of securing ropes above a stranded pilot is the most effective method to use when the pilot is way out on the edge of a tree. Use two separate ropes routing in opposite directions, as shown in Figure 1. One of the ropes can come from the tree the pilot is nestled in, or both can come from adjacent trees. Both ropes need to be belayed very well (there is more force on them when they do not suspend the pilot directly downward), and both belayers need to coordinate their lowering so the pilot doesn’t swing too much. Clearly such a system takes time and effort to set up, but in some situations, it is the only possibility.

In any case, tree landings are not simple affairs and it is important to take the time to get things right.

Figure 1 28

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In this latter discussion, I have been assuming self-help by the treed pilot and rescue pilots. It is my general belief that we should all be able to perform first aid and essential rescues (trees, water, power lines) since we will almost always be the first responders.

If a fire crew can’t get a truck near the scene and don’t have a trained climbing crew, they may not be able to do everything ideally, but they almost always have portable ladders.

2. Inquire about injuries and determine if a helicopter or other serious rescue system is required. If yes, coordinate locating the pilot and get a person to the pilot’s location as soon as possible to administer first aid.

If you do involve 911 pros, some of what we discuss here may be of help, for often they aren’t used to getting a person out of the leafy edges of a tree (unless local pilots have a bad tree habit). If the pilot is injured severely or the pilot group is unequipped or untrained, it may be a greater risk of life to attempt the rescue. By all means, call 911.

THE GLIDER The safety of the pilot is the first priority, of course. But once that is assured, most pilots’ thoughts will turn to their poor glider in the tree’s clutches. Often a glider sustains some damage when it alights in the branches, but much greater damage can occur if it is pulled out of the tree, or if—gods forbid—the tree is cut down.

I’ve known the latter procedure to totally destroy the glider.

3. If no special assistance is needed, gather your equipment and proceed with the rescue carefully.

In a nutshell, here are the steps to take: 1. Locate the pilot. Sometimes this is difficult in a thick forest along a steep slope. Pilots in the air, radios, cell phones and GPS coordinates help here.

Pilots of All Wings

There’s much more to learn!

The only way to get a glider down safely and intact is to treat it nearly the same as the pilot, and suspend it with a rope hooked over a limb above the glider. The difference in this case is you must saw off limbs on the way down because both hang and paragliders will catch anything catchable. Following this

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e-Mail: Pagenbks@lazerlink.com

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procedure brings the glider down carefully, but requires even more tree climbing if several limbs need to be cut. Unless someone is as agile as a squirrel, the cost-to-danger ratio must be carefully assessed. The really smart trick is to use a second rope tied to the glider that a person on the ground can pull to hold the glider away from the tree as it is lowered.

This practice eliminates a lot of cutting.

Make no mistake about it: A professional rescue team will not care for a glider like a pilot will. Send them home once the pilot is safe and deal with the glider within the pilot community.

Paragliders in a tree are a rescuer’s worse nightmare.

As we mentioned last month, every little twig will entangle every little line. When you cut a limb, it will often stay with the glider. In that case, lower the whole schmear down and extricate the glider from the botany once it is on the ground.

Expect to invest an hour or two in the process.

Make no mistake about it: A professional rescue team will not care for a glider like a pilot will. Send them home once the pilot is safe and deal with the glider within the pilot community, even if it takes a couple days; otherwise, the glider may be a complete loss.

Holiday Sale For a limited time Flyer USD $ 199 Runner USD $ 299 More features and cost less then the rest.

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The wise pilot who expects to keep flying for a long time will have defensive systems in place which keep the flying safe. When flying where trees abound, this system should mainly mean ample clearance from the trees and ample height to reach safe fields. Getting hung up is simply not on the agenda. Trees are beautiful and do great wonders for our breathable air, but they are not inviting perches for us birds with artificial wings.

(More information: Lowell Skoog, a long-time paraglider pilot living in the heavily-forested Pacific Northwest, had developed a tree self-rescue protocol that he explains in detail here: http:// www.alpenglow.org/paragliding/writing/tree-self-rescue.html.)

December, 2004: Hang Gliding & Paragliding

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Hang Gliding Marks Stamps of the World, Part 3

By Terry Ferrer

AUSTRALIA Subject: Hang Gliders Issue date: August 27, 1990 Denomination: $1.20 Stamp title: Hang Gliding Shown at: 130% Description: Worm’s-eye-view illustration of a trio of soaring hang gliders. The stamp is part of a large set commemorating sports in Australia.

We can thank Australia for issuing the West’s first hang gliding stamp! This is an elegant, accurate likeness of colorful hang gliders thermaling in the sky above. The overlapping shapes, the scale of the gliders, and glider nose and tips extending beyond the blue rectangle into the stamp margins give the image a good Hang Gliding & Paragliding: December, 2004

sense of depth (or is it height in this case?).

A notable effect is the flying wires illuminated in white when they’re in sunlight, and black when they’re in shadow. They’re more prominent on the card, below.

Although the actual size of this stamp is rather small, it’s one of the best of the lot.

AUSTRALIA—First Day Cover Post Card World-class hang gliding sites should always be the place where stamps, souvenir sheets and first-day covers pertaining to hang gliders are first issued. This one is Stanwell Park, Australia. (A First Day Cover— FDC—is a newly issued stamp affi xed to an envelope or card and postmarked on the first day of sale at a city designated by the Postal Service.)

The card incorporates the illustration used on the stamp but cropped tighter.

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The different printing processes used for the stamp and card produced a noticeable color shift in the center panels of the main glider.

The postmark is one of the best I’ve seen. It consists of a low-angle, three-quarter rear view of a pilot and hang glider, with the required text circling the glider. The text reads, First Day of Issue 27 August 1990 Stanwell Park NSW 2508. NSW is New South Wales. Good graphic. The stamp is cancelled by the tip of the wing, leaving the art visible. (A Postmark is any official postal marking. The term is usually used specifically in reference to cancellations bearing the name of a post office of origin, the subject being commemorated and a mailing date.)

BHUTAN Subject: Cartoon Hang Glider Issue date: February 2, 1991 Denomination: 15 nu Stamp title: The Grand Canyon of the Colorado River, Colorado Shown at: 100%

In Stanwell Park, located on the edge of the Royal National Park in Sydney, the primary launch site is the world-famous Bald Hill—presumably from where the gliders in the illustration launched.1

Description: Low-angle-view of Mickey Mouse gliding over the Grand Canyon in a “Standard” hang glider. The stamp is part of a large set commemorating “Disney’s Wonders of the World.”

Read about fascinating flying machines like the Pod Racer and Escape Pod 32 2004: goes Hang Gliding & Paragliding on ByDanJohnson.com • Sign up today to be notified whenDecember, the site live.

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Mickey’s glider is drawn comic-art style. Its spanwise five-color stripes complement the earthy colors of the Grand Canyon. The bright sky is softly airbrushed in blue and white.

Why is Mickey flying a Standard in 1991? His wing looks like a water-ski kite. Being a mouse, he’s light enough to fly a glider built like this one, even with no flying wires. At least he’s wearing a helmet, because the control bar is a rope and pole trapeze apparatus. Gulp! His harness is a belt with lines connected to the midpoints of the leading edges. And there are two tubes emanating from the keel that are unnecessary. But see the big “cheeseeatin’ grin” on his face? He loves it anyway!

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illustration utilized some digital legerdemain to elicit our passions—the glider really wasn’t that close to the beach!

This stamp used computer photo-composition for the final art.

The red and yellow glider was “clipped” from another photo and placed into the photo of the rear glider and buildings. For some unknown reason the control bar and flying wires have “whited out.” The sky has been dramatically color-enhanced. And the entire scene was artfully “diffused-filtered.” The digital special effects highlight the emotional component in this portrayal of radical flight—a good job by the Brazilian photographer/designer.

BRASILIANA ‘93 Souvenir Sheet

For many countries like Bhutan and Grenada, who issue an assortment of Disneyana stamps in sets and souvenir sheets, the universal appeal of Walt Disney characters brings in added revenue.

Bhutan is a kingdom located in the eastern Himalayas. Its capitol is Thimpu. Bhutan began issuing stamps in 1962.

BRAZIL Subject: Hang Gliders Issue date: June 1, 2000 Denomination: 27 cruzeiros Stamp title: Brasil 2000 • Asa Delta (Delta Wing) Shown here at: 130% Description: Low-angle-view photo-illustration of two hang gliders flying by high-rise buildings near a beach in Rio de Janeiro. The stamp is part of a set praising “radical” sports in Brazil.

Who dares do a wingover right above the beach? A hot-shot Brazilian pilot, that’s who. Aren’t you afraid for him? He’s pretty low to be attempting such a “rad” maneuver. But then again, the stamp set commemorates radical sports. Check out the radical perforations, too (it’s a peel-off stamp).

The glider fills the frame, but dominates it. The design might have worked better if part of the wing was cropped off the top right corner of the stamp. I’d like to see how close he was to the beach (which is conspicuous by its absence.) Oh, well, most of the folks who used this stamp probably weren’t aware of the dangers of doing a wingover so near terra firma. And, the photoHang Gliding & Paragliding: December, 2004

Subject: Landscape

Issue date: Nov. 18, 1992

Denomination: 1200 cruzeiros Souvenir Sheet title: Ano do Turismo nas Américas (Tourism Year in the Americas) Stamp title: Brasil 92

Shown at: 90%

Description: Low-angle-view of two hang gliders and a paraglider flying over the lovely scenery of coastal Rio de Janeiro. ...continues on page 55 33

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Avoiding Blow‐Back

By Jeff Greenbaum ne of the greatest hazards paraglider pilots face is getting blown behind a ridge or mountain. Once you get into a blow-back situation, the penalties include encounters with power lines, extreme rotor turbulence, tree landings, and possible death or injuries from any of these.

Prevention is the best way to avoid such a scenario. Avoiding launching on windier days is a good practice, but blow-backs can result from other situations and factors. At some sites, the launch is at a lower point than an adjacent cliff, ridge, or mountain and there can be a great difference in wind speed at different levels. In addition, the wind can change velocity at any time after you have launched.

This article provides techniques for managing wind increases and suggestions for what you can do to prevent a blow-back situation. Regardless of whether you fly in the mountains or at ridge soaring sites, the techniques for managing and monitoring wind speeds are similar. Primarily, you need awareness of the wind speeds when you launch, along with continual monitoring of the wind speed as you fly.

The axiom “Go up, go out” helps pilots avoid potentially too-strong lift in close to the ridge.

Photo provided by Andy Stocker

After launching, it is essential to continue to use your senses and observations to monitor the wind speed. At ridge soaring sites (including “combo” thermal + ridge lift sites), there are two main observations that you need to make in order to monitor the wind’s speed. These are your crab angle and the speed at which you can traverse along the ridge. On lighter days, your crab angle will be less than on a day with higher winds. As the wind speed increases, two things will happen: •

Your crab angle will need to be increased.

•

Your ability to traverse parallel to the ridge will decrease.

Prior to launching, check to make sure the wind speed is within your ability level at the site you are flying. I have learned over time that it is far better to use the more objective tool of a wind speed indicator, as it is simply too difficult to determine speed accurately from the feel of the wind on your skin.

It is also important to gather site information. Are there any venturis to be aware of? Are there locations near the site where the wind tends to be stronger? What is the day’s forecast and what are the locals saying about the day? If you are not in the habit of gathering this information before you fly, it is time to start.

It should go without saying that if your glider has a speed system, always fly with it correctly adjusted, connected and ready for use. If the winds were light at the time of take-off and later they increase to the point where the speedbar is needed, there may not be an opportunity then to hook it up.

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Keeping tuned in to these two factors at all times will help you manage wind increases.

At some ridge soaring and some thermal sites, you will launch at a point well below higher cliffs, ridges or mountains. When ascending from the lower ridges or cliffs to the upper ones, you must continually monitor the wind speeds and your ability to penetrate. It is best to stay farther in front of the cliffs when it is moderately windy or when conditions are strong.

When ascending at a ridge or cliff, pad your distance more and more from the cliff as you fly higher up the cliff. If the wind increases suddenly at a higher level, this extra distance will aid you in getting back below the stronger winds and December, 2004: Hang Gliding & Paragliding

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keep you in front of the increased winds that are at the top of the cliff. Never fly above and behind the high cliffs. It just is not a good place to be.

If You Fly On A Windy Day

When your crab angle is increasing and you need to point more into the wind, you are being warned that the winds are getting stronger.

If you notice that conditions are getting strong and your ability to penetrate is being compromised, take action right away. As you rise higher, there is normally more wind. It is the awareness of these wind signs that will keep you out of trouble with blow-backs.

When you become aware that the wind is blowing stronger, fly immediately upwind away from the cliff, and descend to winds in which you will have better penetration. Point straight away from the cliff, ridge or mountain and combine the use of your speedbar with big ears to achieve the combination of descent and speed.

If the wind is not straight in, there is not much difference. For example, on a day when the wind is blowing from the southwest (on a west-facing ridge), better penetration can be achieved by pointing straight away or slightly toward the northwest. If there are smaller cliffs to the north, this will serve as beneficial. Adjust this angle to find the one that gets you away from the cliff the best.

Hang Gliding & Paragliding: December, 2004

At thermal sites, it’s necessary to adjust where you can fly (above or behind a mountain, cliff or ridge) based on how much wind there is. On a very light day, you might be able to drift with a thermal at a 1:1 angle above and behind the ridge. On a day with manageable winds above 10 mph, it is much better to fly no farther back than the top of the mountain. If it is so windy that you begin losing penetration above the mountain, you have already flown too high!

When you learn to gauge the wind speed using these techniques, you will better be able to make adjustments when getting higher and before it becomes critical. Using the speedbar alone will help you penetrate into the wind, but a better approach is to fly well below winds where you would ever need to use it. If you have the padding in front of a cliff that you should have, the speedbar will almost always give you five mph (or more) of extra speed. Once you decide you need to get on your speedbar, if you can penetrate without climbing, you may be able to take care of the situation without using big ears. But, there are times where you are penetrating with the speedbar, but still climbing. Remember, the higher you go, the stronger the winds will likely be. Whenever the situation is getting critical, the combination of big ears and speedbar will work best.

At any site, ridge soaring or thermal, the wind just above and behind the top of the mountain or top of the ridge will increase by five to seven mph on a windy day, due to a couple of factors.

Virtual Venturi + Horizontal Winds = Higher Perceived Winds

The above illustration shows a side profile of a ridge-soaring site.

Although this picture depicts a coastal site, the same principal is true at any site where there is dynamic ridge lift. Remember that air has weight. The combination of the upward moving air and the weight of the air above (that the deflected air is being pushed 35

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into) creates a virtual venturi above and behind the cliff or ridge edge. A venturi causes wind speed to increase. A larger volume of air is trying to fit through a smaller area, and the only way it can do that is to move faster.

On a windy day, you will see your ability to penetrate go down about five to seven mph above and behind the cliff, ridge or mountain. There are two causes for this five- to seven-mph wind increase. One is the virtual venturi described above. The second is that transitioning from the rising air in front of the cliff or mountain into the horizontal winds above the cliff will result in reduced penetration.

When you fly in front of the cliff, your wing will not see the full force of the wind. Your wing’s penetration is only related to the horizontal component of the wind’s speed. Since the wind in front of the cliffs is deflected up, wings are better able to penetrate there. Once the wind rounds out and moves horizontally above the cliff or ridge, the wing will lose the extra penetration because the horizontal change in the air’s movement will decrease your ability to penetrate. No matter what speed the wind is blowing, you will have a slower ground speed (lower penetration) behind the rising air in front of the cliff or ridge.

On a strong day, if you reach a point of not penetrating right in front of this area, you are a prime candidate for getting blown back. Regardless of whether or not you got into this predicament using your speedbar, it most likely will not help now. The reduced penetration in this area could exceed the extra speed you get from the speedbar. The key point here is that drifting back into this area on a strong-wind day is risking your life!

There are plenty of warning signs, like your crab angle and low traversing speed that warn you that the wind is getting too strong for your current location.

“So,” you ask, “what if I am above a ridge and not able to penetrate back in front? What should I do then?” That’s a tricky question, and there is no way to cover the myriad possibilities for successful conclusion to such a scenario. The answer would vary based on the site, hazards and degree of the situation. One option (at some sites) might be to fly downwind of the mountain if there is a safe area to land and the LZ can be reached without flying through a rotor.

As I stated at the beginning of this article, prevention is the best way to avoid these consequences. Being afraid of being blown back and taking action prior to putting yourself in such an ominous position is the best prevention.

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To summarize: • If you are new to a site, get a full introduction from the locals.

• Check the wind speeds with an anemometer before you fly.

• Have a speed system ready on your glider. This means connected, adjusted, and ready for use.

• Know that the winds can be dramatically stronger and dangerous as you ascend at any flying site.

• Continuously monitor the wind speeds as you fly.

Do this via your crab angle and lateral groundspeed along the ridge.

• Avoid flying higher on windy days.

• If you do fly higher in strong winds, fly well upwind of the cliffs as you ascend and traverse the cliff or ridge.

• Know how and when to penetrate out in front and how to descend to lower winds.

• Penetrate and get down as soon as you notice that the wind is getting strong. When you get on your speed bar, your purpose should be getting down, not staying up in the strong winds.

• Avoid the area above and behind the top of the cliff at all times.

Jeff Greenbaum began flying paragliders in 1988. From 1988-1997 he was owner of Airtime of San Francisco. Jeff is a paragliding instructor, observer and tandem instructor. He now runs San Francisco Tandem Paragliding. You can contact Jeff at gofly@sftandem.com or (415) 310-7411.

Hang Gliding & Paragliding: December, 2004

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P R E - P W C

Dominican Republic

PreWorld Cup Launch at Galván Photo: Julian Molina

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By Bob Rinker

By Bob Rinker

ast January I was fortunate enough to be accepted into the 2004 Dominican Republic Pre-World Cup. I consider myself a participant rather than a competitor at these events, and go primarily to learn from other pilots. At first, I thought the requirements were very stringent for acceptance, but upon arrival I realized this was not necessarily the case. While there were, of course, many top-level competitors, there were also a few “wild cards” in the bunch, making me feel a lot more comfortable. By informing us that we were selected based on our “great attitudes”

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and the fact that we did not whine, Xavier Murillo was setting the tone for future humor-laden pilot briefings. In addition to expanding my XC skills, I also looked forward to mixing it up a bit with the locals. I accomplished both these goals.

Meet headquarters was in Baharona, a southern coastal town far from the foreign-owned resorts on the north part of the island.

The meet director for the event, Julian Molina, and his large cast of volunteers had organized everything, including round trip bus transportation from the airport, hotel accommodations, meals, rides to launch (in military transport vehicles) and retrieves (once we got ourselves out of the valleys via Mo-ped, burro, horse or on foot). This well-organized package took much of the logistics pressure off and allowed the pilots to concentrate on flying and post-flying activities. I would strongly urge anyone considering a trip outside the U.S. to investigate package or local guide options for your first visit to a new area. If a trip to the Dominican Republic is in your plans, Julian can be reached at www.Caribeanfreeflying.com.dr.

This was a Pre-PWC meet, and was run according to PWC rules, with the high level of safety and organization that goes with PWC events. On low cloudbase days, turnpoints were moved out towards the flatlands. The five tasks flown were reasonable in length, the longest being 62 km and very tactical in nature.

The only accident or incident I am aware of was a sprained ankle.

This was very refreshing compared to some other comps I have participated in. Brett Hanglen told me the PWCs have the best safety records of any comps, something we can all learn from.

Most tasks were run on elapsed time, with individual pilots having their own start times, determined by when they left the start cylinder. This made goal a little less dramatic, but it took a bit of pressure off the mass-type start. The real story for me, though, was about the pilots I met and had a chance to speak with on the 2.5-hour ride to launch, or over a cold cerveza at day’s end, or at the planned dinners each night.

The first opportunity to make a new friend was on the three-hour bus ride from the airport and, for that matter, waiting in the bus at the airport for the delayed Air France flight from Paris. I, one of three U.S. pilots, met Boris from Moscow, the sole Russian pilot, on that bus. My new Canadian friends were immediately giving us both grief about perestroika. I will admit I felt a certain sense of irony. Boris and I were similar in age, so we could remember a time not too long ago when we were each from the “Evil Empire,” when our countries’ leaders were trying to convince us of each other’s intention to blow us off the map. Now, 15 years later, the only threatening thing about this Russian guy was the breadth of his experience in literature. He was quoting from the book, One Hundred Years of Solitude, that I was reading 10 years after he had finished it. Now that we are both back home, he in Moscow and I in Seattle, I have learned of a subway bombing in his city. Our December, 2004: Hang Gliding & Paragliding

Launch at Galván Photo: Julian Molina

P R E - P W C

I was happy to survive the week, making goal once and flying four tasks without a GPS error, a personal record for me (the GPS part). So, I thought I would share some of the common mistakes I have made during my limited competition experience in hopes that newbie comp pilots can save themselves from similar trouble.

Bob’s Top Ten Comp Secrets: 1. Become best friends with your GPS. Learn how to use the track log and know when you are within the turnpoint cylinder.

2. Use tight-fitting gloves to facilitate operation of the above-mentioned device.

3. Get to launch early, lay out, bunch up and get in line.

4. If your GPS does not accommodate route flying,

find a good way to record that day’s turn points.

(Hint: Post-it notes blow away during flight.)

Boris used masking tape, I wrote the turnpoints of the back of my glove. Pretty high tech, huh?

5. Carry a good map and visualize the layout

of the task for the day. Otherwise, you might find yourself at the last turnpoint wondering where the goal is.

6. Be patient. I know it is a race, but we are flying

the world’s slowest aircraft. I turned back on the course for lift several times during the week.

Prior to this comp, my normal action would have been to push onward and downward.

7. Fly with a gaggle. This sounds obvious I know, but lack of patience has hurt me in this area, too. Working and finding lift with a gaggle is perhaps one of the most satisfying things about flying a comp.

8. Compare technique, but not results.

9. Talk to the top pilots. Without exception, they all commented on how much they learned during the week.

10. In the Caribbean, rum is almost as cheap as beer,

and works wonders to loosen the tongues of the top pilots for some great flying secrets.

Hang Gliding & Paragliding: December, 2004

week in the Dominican Republic was certainly a welcome break from the daily strife in the rest of the world.

War was very close to home for two other pilots I met the next evening, Jovan from Macedonia and Fedrah, formerly from Croatia. I could not remember what Bill Clinton told us about which country was the bad guy; in fact, I was geographically challenged to place Macedonia at all. “The old Yugoslavia,” they both said to ease my embarrassment. The real story, though, was the fact that these two friends had not seen or heard from each other for 10 years, since the time when one of them had to flee his war-torn country for his own survival. Their reunion occurred in the airport at Santa Domingo, again waiting for that late French flight.

I also hit it off reasonably well with Nick and Pete, two British pilots. England: now there is a place with worse flying weather than my home town of Seattle! It was fun to commiserate with these guys about parawaiting in the rain, bad intelligence about certain Middle East countries and the price of sunscreen. Nick was the first of us to make goal, so naturally I bought him a beer.

Pete out-climbed me in every thermal and tolerated my poor billiards playing at the local nighttime hang out. I paid for the pool, 6 pesos, and he bought the beer, 50 pesos. Between the two of us, 39

Acro action at Vertigo 2003 in Villeneuve, Switzerland Photo: Sean White © Sean White Photography

P R E - P W C The road up to Galván launch

Photo: Petra Krausova

we knew 10 words of Spanish and had a blast trying to argue with the locals about the unique rules of Dominican eight ball.

Launch at Galván Photo: Patrick Leclercq Launch on the ridge at La Hoz Photo: Patrick Leclercq

Bob Rinker is a P-4/T-3/basic instructor who lives in Seattle with his wife and three sons, all of whom are rated paraglider pilots except 3-year-old Benjamin (who’s gone tandem once with his dad). On the weekends and after work when he’s not out flying, Bob enjoys hiking, climbing, and traveling throughout the western U.S. and Canada. He participates in several comps each season, and in spite of GPS challenges, usually manages to make goal at least once.

I consider myself a participant rather than a competitor at these events, and go primarily to learn from other pilots.

Elisabeth Rauchenberger’s landing spot in the middle of the Valley of Neyba Photo: Elisabeth Rauchenberger

42

December, 2004: Hang Gliding & Paragliding

Dustin Martin at Leakey

Photo: Pete Hammer

NATIONAL

FLY-IN

National Fly-In

in the Texas Hill Country

By Davis Straub, staff writer on assignment: http://ozreport.com

ou go to Leakey, if you live in Austin or San Antonio, to go “tubing” on the Frio River. It’s a couple of hours’ drive up into the “hill” country of central Texas, high enough up at 1,600’ so that it’s cooler at night. You don’t ordinarily go there if you are a hang glider pilot, because the only foot launch is 400’ high and it is a walk to the top.

But for the last three years, a local and somewhat isolated hang glider pilot and his friends and members of the local community have worked hard to sponsor and support an event at the local airstrip that has brought in hang glider and paraglider pilots from around the U.S. for a taste of that fine Texas hill country.

This year that event turned into the National Fly-In, with $4,200 raised locally in the very small town of Leakey, to be given out Hang Gliding & Paragliding: December, 2004

in prize money for spot landing, bomb drops, speed gliding, and cross-country for floater and race classes.

Leakey is a wide spot in Highway 83, 37 miles north of Uvalde, a frequent site for the U.S. National Sailplane Championships.

The valley there is flat and a couple of miles wide and you’ll find vacation cabins for rent along the Frio River, off the highway and quiet. The commercial district is no more than a few blocks long and less than a block wide, and the 3,500’ paved airstrip is less than a mile north of the town, so it is an easy bicycle trip from town and back.

Nestled against the foothills, the runway is tight enough that three years ago a Citation Net jet ran into the end of the runway 43

N AT I O N A L

F LY- I N

in the dark; everyone got out before the plane melted in a fireball. This year we were greeted with the sight of an almost-new carbon fiber Lancair propped up on hay bales, its three-bladed propeller bent back at the tips from a short-field landing approach that didn’t include a round out.

Of course, there was plenty of room for us short-field aerotow type guys, and that’s what turns Leakey into a hang glider mecca for a few days a year—that and the fact that Quest Air and Flytec send out their tugs to get us all in the air, so we don’t have to contemplate hiking our gliders up the hillside. Even a few truck-towing vehicles showed up for paraglider and hang glider towing, although the runway is a bit short to get very high on a ground-based tow.

After two years of building up the fly-in in Leakey, Sam Kellner and Dan Bereczki, with support from Dave Broyles and David Glover, went for the cheese this year by asking the USHGA to back the event with their sanction for a National Fly-In. Knowing how well this crew had done in the run-up to this year’s event, it was easy to give our full endorsement.

The fact that the town came through with an up-front promise of $4,200 to entice pilots to come and actually try some skill tests really cemented the deal, and we again had a tangible reminder of how much community support there is in this oh-sosmall community. It sure highlights the power of a few individuals, in particular Neal Pitts (who secured the prize money), with a vision to make a difference.

Flying in Leakey is like barnstorming in the 1920s: coming into a town and setting up shop, enticing the locals out for a ride and a chance to see their houses from the air.

It’s not only the town that provides support—many locals and people from San Antonio and Austin came out as well, just because they could participate. There were four tandem operations going full time, both hang gliding and paragliding. There were trike and ultralight “discovery” flights and introductory lessons.

People who just wanted to learn to fly got to experience an inexpensive alternative to flying with an instructor in a Cessna.

Flying in Leakey is like barnstorming in the 1920s: coming into a town and setting up shop, enticing the locals out for a ride and a chance to see their houses from the air. We are bringing aviation, real aviation, to the people in a manner that they can get a hold of and enjoy.

Robin Hamilton speed gliding at Leakey

Photo: Pete Hammer

NATIONAL

All this enthusiasm for aviation supports the tandem and tug pilots who come to Leakey to provide the rides as well as the tows.

They are a lot more excited about coming to a place where they can have multiple sources of income beyond just that which they can extract from hang glider pilots.

FLY-IN

Kevin Carter finishes the speed-gliding contest

Photo: Davis Straub

Truck/winch towing on the Leakey Airport runway

Davis getting ready to fly the Wills Wing Attack Falcon Photo: Belinda Boulter Photo: Davis Straub

So there are multiple opportunities here to make sure that there is a big benefit from coming to Leakey. The fly-in has a huge impact on the town, and fulfills the flying dreams of many who wouldn’t feel comfortable flying in other settings. It gets us hang glider and paraglider pilots into the air, shows off the town and brings in more tourists, and gives those tourists in the area another event they can attend. It builds community pride and cohesiveness, and uses a resource, the airport, that many ignore.

The fact that Leakey is a tourist destination is a big part of the reason why such an event can be successful there. People want to come to Leakey. It is a fun place. People want to do fun things Hang Gliding & Paragliding: December, 2004

Paraglider and hang glider pilots fly together at the Fly-In

Photo: Davis Straub 45

D E P A R T M E N T

and see fun stuff. It is a place to relax in. People will pay to have fun when they are on vacation, or out for the weekend.

One reason I like going to resort areas is that you’ll usually fi nd at least one very nice restaurant. People who can make good food want to be in places like this, and sure enough, there are numerous quality places to eat in Leakey.

This year the weather improved every day. Things started out cloudy with a little rain on Friday, but pilots were still flying, if not soaring, right from the get-go. This gave everyone a chance to gear up and get ready for the weather on the weekend.

Dave Broyles brought in his scooter tow contraptions that allowed paraglider pilots an easy way to get into the air from the field (they could also have hiked up the hillside next to the airstrip). You didn’t get very high on the scooter tow, but then it only took a minute or so to go around and try again.

Dave has it set up so that the operator can bring the towline right back for another tow. He put a pulley near the end of the runway and towed the paraglider pilots (and a hang glider pilot or two) from the tarmac near the hangars, while sitting next to their launch point on the scooter.

On Saturday we again started the day with clouds, but gradually the upper level ones went away. The lower level clouds had been cu’s all along, and after 3 o’clock, with the upper level clouds disappearing, the cu’s got better and better looking.

Mike Degtoff was able to crack off a 101-mile hang glider fl ight to Melvin, Texas, starting well after 3 o’clock. This would be enough to entitle him to the cross-country fi rst prize of $400; he donated $300 of this to Russell Brown from Quest Air for all his support bringing out the Dragonfl ies and getting everyone into the air.

On Sunday the bomb drops and spot landings got going in earnest as pilots took a few tows before they started their crosscountry fl ights. There were lots of cu’s in this damp Texas summer, and it looked for a while as though it might OD. Dustin Martin, flying a Moyes Litespeed, won $200 in the spot landing contest for landing right on the cone.

Dustin had also won the speed-gliding contest, which took place on Saturday evening and Sunday morning. He apparently got a little help from a friendly tail wind when it was his time to go. To Dustin’s credit, he bettered the field by almost 10 seconds on both of his speed runs on Sunday. He handed $300 of his $400 prize to Dave Glover as his entry fee into the U.S. Hang Gliding Nationals. Kevin Carter was second and John Hesch third in speed gliding.

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December, 2004: Hang Gliding & Paragliding

NATIONAL

FLY-IN

The speed gliding and other contests could have been better scheduled or announced so that there was more focus on the events by the many spectators who lined the road paralleling the runway coming into the airport. Perhaps that will be improved if the event happens again next year.

Pete won the floater class cross-country competition and I came in second, thoroughly enjoying my short fl ight on the Falcon, especially appreciating its ability to float in the air and then land in places that I wouldn’t even think about going to with my AIR ATOS VX.

The cu’s were a bit soft on Sunday, although Pete Lehmann and I found 600 fpm up just to the east of the runway, getting to 6,000’ and flying in our shirt sleeves. It was so pleasant to be up in that smooth, fat air flying Wills Wing Falcons. I had borrowed Jim Reynolds’ Wills Wing Attack Falcon 170 with a VG, and Pete had his Falcon 195.

If the good folks in Leakey decide to do it again, be sure to think about coming out for a great time in a very friendly part of Texas. It is beautiful. The hills produce great thermals. There are nice cabins, motels, and RV parks to stay in (although it is best to make reservations in advance as it is a popular area).

The rest of the family can go tubing on the Frio while you sweat at the airport (before you get cool getting high).

Pete and I headed north up Highway 83 and indeed it did overdevelop 20 miles to the north. Pete was able to get the longest fl ight of the day, beating Paris Williams who went down 10 miles south of Leakey. Paris got a little too confident that all the clouds were working, passing up some 200 fpm when he should have stayed and gotten higher. Still, Paris did well enough to come in second overall in the non-floater class cross-country competition.

Hang Gliding & Paragliding: December, 2004

Dan Bereczki writes: “We received great support from Mojo’s Gear, who donated an awesome prize pack. USHGA also provided give-aways. Moyes helped us out with more goodies and the suprone harness, Doodlebug, and Litesport demos. Wills Wing rocked with a whole trailer-load of their latest gliders for demos and the expert services of Jim Reynolds.

47

N AT I O N A L

F LY- I N

Mike Degtoff begins his 101-mile flight.

Photo: Davis Straub

“WarrenWindSport duo Curt Warren and Rod Brown were fi rst on the scene, tugging us up with their trike on Thursday.”

This is what pilots had to say: “This is my first organized meet since I started paragliding last year. You guys did a fantastic job. Everyone was so helpful about everything. Thanks again.

I will be back next year.” Tim Hawkins, paraglider pilot from Broken Arrow, Oklahoma.

“I had a great time in Leakey this weekend! The nighttime dip in the creek by the airport was well worth the registration fee by itself.” Walter Stoker, hang glider pilot from Austin, Texas.

The full results of the National Fly-In in Leaky can be found at http:/ozreport.com/8.153.bhgh.

“Thanks for helping to pull this fly-in together. I had a lot of fun, and everyone else I spoke with was also having a good time.”

Dave Hayner, Austin, Texas, hang glider pilot.

Left: Kenny Brown sets up his seated harness, while David Glover and Rick Walker inspect Lancair with bent prop sitting on hay bales Center: The “Contraption” scooter tow Right: Hang glider pilot gets a scooter tow

Photos: Davis Straub 48

December, 2004: Hang Gliding & Paragliding

R E V I E W S

Beating the Winter Blues: Para-adventures and Education, Virtual Style

DVD Review: Never Ending Thermal Photos provided by Sean White

By Thayer Hughes, staff writer

OK, let’s just admit that you want your virtual flying tour to include a bunch of hot spots around the world, and all on the same DVD. If you were a true hardcore pilot, instead of the video junkie that you are, you would do what Herminio Cordido and Jorge Atramiz, two Venezuelan pilots, did: save a little money, make a wish list of choice destinations, and just go!

Oops, the holidays are almost here and you still have a few pilot friends remaining on your gift list. Hmmmm, what to get them? They would defi nitely be your pal if you surprised them with that cool Suunto wristop computer/GPS unit that just came out, but, let’s admit it, even if they did retrieve your butt after that superb XC you pulled off, they let you down by forgetting to stop for some cold beer. No, these friends deserve something that’s really nice yet not too expensive.

Something that’s easy to wrap and sure to please. Maybe something flying-related that inspires them and that they can share with you. Hmmmm.

Well, nothing comes to mind right away, but in the meantime, this month we take a look at two excellent DVDs (one with an accompanying book) that have come out recently: Sean White’s Never Ending Thermal, and the Wills Wing Paragliding— A Pilot’s Training Manual. The fi rst, an adventure documentary, includes spectacular footage of flying in several hot sites around the world, and could get you inspired enough to stop daydreaming and go buy a plane ticket! We can all dream about flying at these exotic locations, and Never Ending Thermal has been put together with a professional quality that makes it easy to imagine being there.

The latest edition of Wills Wing’s training manual, on the other hand, isn’t intended to inspire you to spend money on travels to exotic locations. But it is likely to motivate you to get out and practice your techniques, and it certainly provides you with enough information so that wherever your adventures take you, you’ll have the skills and knowledge to make good decisions that will lead to safe and enjoyable flying.

Hang Gliding & Paragliding: December, 2004

Everybody who sees Never Ending Thermal raves about it. And why not? Directed, photographed, produced, written, edited and narrated by Sean White for Outside Television, this video has it all: a detailed script, exceptional cinematography, professional editing, great original soundtrack, top-rated pilots, plenty of acro, location, location, location, and even some para history thrown in for good measure. You want to see dune flying in France? How about some Dolomite XC while peak hopping/ stopping for lunch? Is Morocco’s magnificent Zagora basin too far out there for you or do you just like acro? Acro comps in Italy. Acro in Switzerland. Acro in France, acro in Slovenia, wherever you look... acro!

Oh, yeah, speaking of nuts of steel, how about an expedition to launch and fly at the world’s highest waterfall, Angel Falls in

Herminio Cordido soaring above the town of Zagora in Morocco.

Hermino Coridio (white wing) and Jorge Atramiz (blue wing) attempting to fly from the Dune de Tinfou near Zagora, Morocco.

The wind was too strong and Jorge crashed into Herminio.

Photos by Claudio Mota © Claudio Mota 49

Venezuela? (Remember to throw in a little acro as you are flying through the mist!) I guess if this video doesn’t do it for you, nothing ever will!

The story follows along on the road-trip quest of Herminio and Jorge as they travel from site to site, meeting top pilots, sampling each location, and conveying what they get from the experience.

Without knowing about all the work that went into the making of this video, it’s easy to imagine oneself along with the two of them, having fun on this ultimate flying vacation. But an incredible amount of work was involved...

The video script and scenes were carefully planned and detailed in advance, so the action follows the clear path of the storyboard. Additional planning and development went into designing methods to best record the action from different angles (head and leg cams, boom mounts, overheads and canopy shots, separate aerial and tandem cameras, ground shots, etc.). You’ll have a much better understanding of what goes into the making of a video after you watch 50

“The Making of the Video,” a 20-minute featurette also included on the DVD. Much of the great air footage was achieved with the support of Claudio Mota and Andrea Verlato as tandem pilots for Sean’s videophotography. Claudio is also the pilot who shares with Herminio the experience of launching and flying at Angel Falls.

December, 2004: Hang Gliding & Paragliding

R E V I E W S

Sean’s narration clearly conveys what free flight is and how the paraglider is a perfect platform for attaining the dreams that flying induces in so many pilots.

Besides the awesome 47-minute main feature, the DVD is stuffed full with additional featurettes such as the behind-the-scenes making of the video, theatrical trailers, addiction video, out-takes, Coupe Icare bonus clips, Herminio’s full flight video from Angel Falls, Roy Milner’s full original soundtrack, profiles of the pilots and crew, links to sponsors, subtitles in English/ Spanish/French, and more! And, already, Never Ending Thermal has won the prize for Best Adventure Film at the International Free Flight Festival in El Yelmo, Spain, and also just recently was awarded the grand prize at the 22nd International Film Festival, held last September in St. Hilaire, France. The jury stated that “Never Ending Thermal offers the true essence of the spirit of the free-flying world through the daring, jubilant and informative adventures of Jorge Atramiz and Herminio Cordido, two hip Venezuelan paraglider pilots who guide us through their choice of the flying world’s hot spots, ending up with the ultimate flight from the Angel Falls.”

Book Review: Wills Wing’s Newly Released Paragliding Training Manual with DVD

Paragliding — A Pilot’s Training Manual was released earlier this year as a new (seventh) edition that also includes a supplemental DVD. This popular paragliding training manual, originally written and first published in 1991 by Wills Wing, has sold more than 10,000 copies in the first six editions. Whether used as a teaching tool for

There is a strong emphasis on safety throughout the book, with insights and techniques offered to assess risk and develop a safety-conscious attitude towards flying. And, with a focus on presenting technical subject matter in a way that the average pilot can understand, the authors have avoided the need for complex theory or equations.

So, who are the authors? Mike Meier, one of the owners and executive managers of Wills Wing, wrote the first A Pilots Training Manual and has provided updated revisions for each subsequent edition as the sport has evolved. Mike is a member of the Society of Experimental Test Pilots (SETP) and has been a test pilot for Wills Wing since 1976. He has written numerous articles for Hang Gliding and Paragliding magazines and does the technical writing for Wills Wing.

In this latest edition, pilots Mark Stucky and Tim Meehan have added their insights and talents to give the manual a new look and a complete revision. Mark, who has contributed technical articles and flight reviews for Hang Gliding magazine, splits his time as a professional military and NASA test pilot and SETP member. He has the somewhat unique experience of piloting craft ranging from sub-20-mph paragliders all the way to blasting through Mach 3 in the SR-71 Blackbird.

Handy notes, tips and quiz His insights on flying questions within established safety boundaries will give the reader an advantage towards learning to set his or her own personal safety guidelines.

Tim, a P-4 pilot and currently the art director the beginning pilot or as reference material for the USHGA magazine, provided the illusfor the advancing intermediate pilot, this trations featured throughout this revision. book has long since proved its value. With The manual begins with an introduction this latest edition, it’s just gotten better! to paragliding and continues with chapters ���������������������������

1. As you face the canopy, the right wing risers will extend from the right side of your harness out to your left, crossing under the left wing risers which will extend from the left side of your harness out to your right.

2. Use the following technique to avoid launching with a brake line twisted around a riser. Using your left hand, hold the right riser group away from you without twists. With your right hand

�������������� ����������

����� ������ ������� ��������� ����������� ������

follow the rear riser from the carabiner, detach the brake line handle from its retaining clip or snap, and grasp it securely.

While holding the right brake handle, repeat the process by reaching over the left risers, and grasping and detaching the left brake handle with your left hand.

3. With your left hand grasp the right wing A-risers just below the quicklinks .

���������������������������������������

If you’re waiting for one-stop-shopping, this is your video. Seriously, what more could you want? http://www.neverendingthermal.com Hang Gliding & Paragliding: December, 2004

��

51

on these topics: becoming familiar with the equipment; beginning skills for launching, flying and landing; basics of aerodynamics; understanding wind and weather; landing approaches and other skills for intermediate flying; advanced flying techniques; principles and skills for soaring flight; tips for cross-country and competition flying; safety considerations; towing and powered paragliding; information and regulations regarding the FAA, USHGA and the pilot proficiency program; and some recommended reference sources. The black-and-white illustrations are liberally used to support the text and include photographs, stylized photo illustrations and drawings.

The accompanying bonus DVD contains 80 minutes of narrated topics, divided into sections and organized for quick access, so the viewer may repeatedly watch a particular subject as desired. The scenes and narration clearly underscore the proper (and improper) manner for performing each action or maneuver. Also included are several classic “accident bloopers” to graphically illustrate potential consequences when the recommendations are not followed. The dangers associated with paragliding for the unknowing (or uncaring) pilot are clear to see and understand.

Softbound, 8”x11”x1” thick, with 390 pages, the manual is large, arguably too large. The only real negative I found with the book was the inordinate amount of space lost

Ample room to keep your own handwritten sidebar notes

on nearly every page, making this manual far bigger and heavier than necessary. With double-spaced lines, enormous blank borders and sometimes only a paragraph or two per page, the book is substantially heftier than it needs to be. On the other hand, if you figure value based on price per page, at $39.95 this edition is an excellent deal!

Rob McKenzie, a master pilot and paragliding instructor for High Adventure Hang Gliding and Paragliding, has characterized Paragliding — A Pilot’s Training Manual as “probably about the simplest layout of the concepts of gliding flight ever written. A terrific reference book and training supplement for the beginner through intermediate pilot.” High praise from a highly experienced and very knowledgeable pilot!

The manual is available from your local dealer, or order online from Wills Wing (http:// www.willswing.com/Accessories/pgtm.asp).

Now, about that holiday gift for your flying buddy…

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December, 2004: Hang Gliding & Paragliding

G U I D E

Dragonfly mirror

Photo: Doug DuBois

S I T E

I

n the middle of the small prairie town of Ottawa, Kansas is a beautifully realized and restored Gothic courthouse with red brick walls and square towers. On the east side of town you’ll find Ottawa University, a small Baptist college that may seem like a safe place to send your daughter to, instead of the rah-rah University of Kansas 25 miles north in Lawrence.

But, just south of town you’ll find the reason why the businesses in the painted Victorian-era buildings along Main street look so marginal: a Wal-Mart Supercenter next to Interstate 35.

Tony, the airport manager, is a true friend of aviation and hang gliding. James Gaar, a hang glider pilot from the early days of the sport, found Tony’s airport after often driving by it on the way to a small private airstrip four miles to the east where he, Doug DuBois and friends originally had set up their aerotowing club. At first James was skeptical about going to a general aviation airport, assuming that he would receive a cool reception. It turned out that Tony wanted to have more activity at his sleepy little airport and really went all-out to help the Adventure AirSports operation.

It’s just 50 miles to the heart of Kansas City along that freeway, which may explain why you can see from the sky the phenomenon of these large homes, each in the center of an acre of former farmland. These folks enjoy easy access to work in the urban center with a rural lifestyle for the family (and cheap shopping at the Wal-Mart).

You can find hang glider pilots, or folks who want to hang glide, anywhere. James Gaar, who lives in Kansas City, had flown standards in 1980. After almost two decades without flying, he went to Morningside in 1998 to get back into the sport. Doug DuBois, a private pilot, got the hang gliding bug and went to Lookout Mountain in the late ‘90s to get his early training. Doug writes, “When I did my first tandem at Lookout Mountain Flight Park, I was wowed by the tug plane and knew right away that I wanted to be a tug pilot. And I knew that to fly hang gliders in Kansas, I’d need a tow plane. So I investigated the Dragonfly and found it too expensive for me to afford.

A mile farther south of the freeway you’ll find a spruced-up relic from the Second World War, the Ottawa Municipal Airport. A struggling small airport ignored by the city fathers (no doubt suffering from the tax deal that they gave to Wal-Mart), it is a diamond in the rough. With a beautifully maintained apron, taxiway and north-south runway, you’ll also find grass strips mowed just for hang glider pilots and old-time tail draggers. Too bad the city is not willing to pay for the strips to be rolled.

Hang Gliding & Paragliding: December, 2004

“I visited with Matt Taber and Malcolm Jones about alternatives, and embarked on the project of modifying a TEAM Tandem AirBike to be a tug (chronicled at www.questiongravity.com). I didn’t yet know one hang glider pilot in my home area and had 53

Davis sets up his AIR ATOS VX on the lawn next to the airport office at the Ottawa Municipal Airport as the cu’s overhead beckon.

Photo: Davis Straub

no idea who I would get to fly the AirBike to tow me up, but I figured I’d solve that problem once I had an airplane.

“After I had been building the AirBike for a year or two, I began flying with Len Smith and Jim at Pomona Sky Sports (the fledgling operation started by Ray Cunningham and Ron Kenney), and we eventually bought the Dragonfly and started Adventure AirSports. The AirBike project has languished for two major reasons: We have a tug Continues on page 58…

Back row, L-R: David Ries, James Gaar, Doug DuBois, Len Smith Front row, L-R: Larry Keegan, Daron Goode Dog: Thermal

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December, 2004: Hang Gliding & Paragliding

H G

S T A M P S

…continues from page 33 Artfully rendered in a tropical blue-green palette, this impressive two-stamp souvenir sheet celebrating Tourism Year in the Americas 1993 was issued by Brazil in late 1992. That’s a nice blend of the two views from top to bottom.

The top part of the sheet is an illustration of a Rio de Janeiro beach, painted in a light, soft-focus style. The landscape is the dominant part of the image, but the gliders are distinguishable nonetheless.

The site looks like a great place to fly, and land. Rio is known for its outstanding panoramas, beautiful beaches and bikiniclad girls from Ipanema. The bottom stamp features Sugarloaf Mountain and its aerial tram, circa 1992, also in Rio. INDIA Subject: Hang Glider Issue date: April 29, 1992 Denomination: 2 rupees Stamp title: Hang Gliding

The cachet is a watercolor illustration of a mountain climber, and a hang glider in the air behind him. I believe the cachet is misprinted! It should’ve been reduced in size and placed vertically, not horizontally. Turn the page clockwise and look at it. See the difference?

With the climber going vertically up the cliff, it’s a more powerful image (nobody crosses a horizontal surface on their hands and toes). And the pink and blue undulating shapes look like mountain ranges receding into the distance instead of plumes of smoke. When the printer received the original art for the cachet, someone failed to tell him which way was up.

Shown at: 100% Description: Low-angle-view illustration of a red and white striped hang glider in the sky above the viewer.

The stamp is part of a set praising “adventure” sports in India.

It was real temptation to Photoshop the cachet and show it the way it could’ve been produced. In the interest of fairness, I left it as is.

MEXICO Subject: Landscape

A pleasing, well-illustrated stamp, although the glider could’ve been drawn larger for more visual impact. The background shows a lovely day for hang gliding. The position of the pilot indicates that he’s setting up a landing as his hands are on the down tubes and his legs are in a spread-eagle position.

The glider has two clear panels above the keel, and a double keel pocket. It’s also got wires here, there, everywhere, and a wire crossbar too. Plus, there’s an extra-long tube and wire attached to the center-of-gravity position on the keel that are unexplainable.

Other than the minor drawing errors, which are easy to overlook, this is a really nice stamp.

INDIA—First Day Cover Adventure Sports stamps are affi xed to this FDC (shown at 40%), with a postmark consisting of the bottom view of a pilot and hang glider. The postmark covers the four corners of the well-placed stamps, which allows us to view them without the cancellation marring the art.

Hang Gliding & Paragliding: December, 2004

Issue date: 1993 Denomination: 60 pesos Stamp title: Valle de Bravo—Estado de Mexico (Bravo Valley—State of Mexico) Shown at: 100% Description: Bird’s-eye-view, stylized illustration of Spanish villa, lake, sailboats, two hang gliders, and mountain scenery. The stamp is part of a large set honoring tourism in the states of Mexico.

Well-designed stamp, but the gliders are of secondary importance in the scene. Tourist activities should’ve gotten equal billing on this stamp, but the sailboats on Lake Avandaro are the main focus. The image is a “lakescape” illustration; the hang gliders 55

HDG E PS AT RA TM MP ES N T

play a minor role. Be that as it may, check out the aspect ratio of the nearest glider.

The stamp’s overall color combination is OK, but the muted color tone doesn’t do the location justice.

In production of the stamp, the black ink was printed offregister, so there’s a vibration happening between the black outlines and the other colors.

Do You Have an Idea for a Stamp?

Submit your proposal with background information on the subject to the address below. Stamp proposals must be submitted at least three years ahead of their proposed date of issue. No compensation is paid for stamp suggestions or ideas.

United States Postal Service Stamp Development 475 L’Enfant Plaza, SW, Room 5670 Washington, DC 20260-2437 In order for a stamp subject to be considered, it should: • Stand the test of time • Be consistent with public opinion • Have broad national interest • Feature American or American-related subjects Other things to remember: • Except for U.S. presidents, no person will be honored on a stamp or stationery item until 10 years after his or her death.

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CREDITS: Stamp quotes: geocities.com/dakshina_kan_pa/art18/qoutes.htm Philatelic Definitions: askphil.org/index.htm Country Data: Scotts 2000 Stamp Catalog FOOTNOTES: 1. cronullabeachyha.com/tourist-information/ hang-gliding.html 2. hiltonflyrio.com/history_in.html

• Historical events are considered only on anniversaries in multiples of 50 years.

• Unsolicited artwork and designs are not accepted.

Behind the Stamps – The Brains and the Vision The 14 members of the Citizens Stamp Advisory Committee choose and recommend 25 to 30 subjects per year with the educational value and the visual potential to become compelling stamps.

Once a stamp recommendation is approved, the USPS Art Directors bring their design expertise to bear. Working with artists and typographers, these professionals ensure that all new stamp issues incorporate color, legible type, proper scale and accuracy to best represent their subjects.

NOTE: They receive more than 50,000 letters per year promoting specific stamp subjects. To get their attention you may want to send your idea along with a petition with many, many signatures! Are we, or the USHGA, up to the challenge?

December, 2004: Hang Gliding & Paragliding

(530) 888-8622

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The Suprone Flyer

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WWW.4SUPERFLY.COM• 801-255-9595

…continued from page 54…

Billy ready to roll Photo: Doug DuBois

Starting in 2002, Doug DuBois found himself unable to hang glide because he was the only tug pilot, and he was needed to tow everyone else up. He received his training from Les Taff, vagabond tug instructor extraordinaire, under the supervision of Brad Kushner, ATP administrator.

Les came back in the summer of 2004 for another round of tug pilot training. Three private pilots were ready to become aerotow tug pilots: Norman Gaar, (yes, James’s 75-year-old father), Dave Ries, who with his son had gone to Lookout for tandem flights, and Daron Good, who drives from Joplin, Missouri, two-anda-half hours away. Dave and Daron found Adventure AirSports on the Web and wanted to get involved. With a small number of early-day tows under their belts, they’ll soon be able to help out Doug. (Daron was judged to be mid-day capable soon after I started writing this article in August.)

now, and I haven’t been able to scrape up the money to buy a 582. But I’m still hoping to complete the AirBike and at least use it for a back-up tug.”

They, along with a few friends and Jim’s father Norman, a 75-yearold former Navy aircraft carrier pilot, felt that aerotowing behind a Bailey-Moyes Dragonfly would be a great way to get themselves into the air without having to go a long ways. Gathering together a few friends to acquire a tug is the way most of the commercial flight parks began.

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So Adventure AirSports is growing by accretion. Starting with a small group of dedicated pilots willing to share the monthly cost of owning a Dragonfly ($125 each), and one pilot willing to be the first dedicated tug pilot and defer his hang gliding time to a later date, they are becoming a sustainable group. They really aren’t a commercial operation, but more a club that supports a Dragonfly as their mountain.

Right now they operate only on the weekends and on special days. Everyone in the club has a real job, and this isn’t a business, but a way to support having a great time flying when you Continues on page 72…

December, 2004: Hang Gliding & Paragliding

CD OE M P P A RC TO MR EN NE R T

Competition 101

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Article and artwork by Len Szafaryn

his past year I was involved in either planning or competing in three paraglider competitions here in the United States. The Rat Race, in southern Oregon, had over 75 competitors; for the U.S. Nationals in Utah there were almost 70 participants, and the SoCal comp had almost 60 pilots either confirmed or on the waiting list. That’s a lot of people looking to come out and fly with old and new friends!

In this series of articles, members of the U.S. National Paragliding Team will explain the basics of the competition experience. This first column deals with the things you’ll need to know about flying a competition task in addition to just the course line. Upcoming articles will explore intermediate and advanced competition strategies. Our aim is to educate and, especially, to promote enthusiasm about the competition arena among our fellow pilots.

So what better place to start than at the beginning: What makes a task a task?

The more flexibility a task committee has, the easier it is for them to call an enjoyable and safe route for the day. The biggest decision is obviously the flight route and turnpoint list, but there are three additional parameters that must be set: the critical times for the task, the type of race and the type of start.

For example, here are some basic times a task committee might use for a competition day: Launch open 13:00 Start 14:00 Launch close 15:00 Goal close 18:00 Land-by time 18:30 Check-in time 20:00

Launch opens – 13:00. Competitors are allowed to launch.

Launches before this time will result in an invalid task for that competitor.

Start opens – 14:00. Normally, the start window will open 40 to 60 minutes after the launch opens. There must be enough time for every pilot to launch and get into reasonable starting position. Too short a window and it’s unfair to those pilots late in the launch queue, too long a window and pilots spend a lot of wasted time floating around a start cylinder and too much of the soaring window for the day is lost. A task committee will usually allocate one minute per pilot for standard-size takeoff areas and decent soaring conditions; in world-class meets with large takeoff areas, this allocated time can become as small as 15 seconds per pilot.

Launch close – 15:00. This is usually only important in competitions where relaunches are allowed. The following circumstances sometimes encourage the competition committee to allow relaunches: • Extremely light conditions (easy to bomb out) • Short vertical distance between launch and landing (easy to bomb out) • A significant percentage of the field has relatively little competition experience This time may be extended if launch conditions temporarily deteriorate or if there’s a mishap around launch.

Goal close – 18:00. While the goal is open, pilots crossing goal get "distance points" for how far they flew and "speed points" for how fast they flew. After goal close time, pilots still flying may continue to fly the course and will earn distance points for the progress they make, but won’t earn additional speed points for crossing goal.

Land-by time – 18:30. The pilot is scored for distance flown only up to the land-by time, so there’s no point in flying farther after this time; best to find an easy retrieval spot in

Launch at Reunion Island Photo: Brett Zaenglein

Hang Gliding & Paragliding: December, 2004

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C OC MA PL E CN OD RA NR E R

which to land. Land-by time is not used in every competition, but is useful to limit the duration of the day to a reasonable window, or to help promote safety when conditions are forecast to deteriorate late in the day.

Check-in time – 20:00. Pilots not checked in (in person or by phone) by this time may be considered lost and in need of assistance.

Next, let’s look at the basic types of start methods.

“Race Start” or “Race to Goal” has a fixed single time that all pilots will receive as their start time, even if they have not yet launched or entered the start cylinder. This is the preferred method of starting for world-class paragliding meets. In a race start, each pilot knows his position relative to those he’s flying near and relative to the lead gaggle. In a race start, for all intents and purposes, if you get to goal first, you win.

In contrast, individual starts are useful when conditions are very light, cloudbase is low or if the launch area is very small. In this case, each pilot gets a start time, down to the second, corresponding to the time he crosses the start threshold (as shown on the GPS tracklog). The pilot with the shortest elapsed time from start to goal is generally the winner. A good strategy in an elapsed time race is often to let other pilots launch and go on course, then follow as fast as possible using the early pilots as thermal markers. This method of starting is useful because it allows safe spacing between competitors.

In general, it is not much loved by competition pilots, as there is not a true sense of head-to-head racing involved. With individual starts, launch open and start open are usually the same time, as there is no necessity for all pilots to be in the air before the start opens.

Multiple starts are used infrequently in paragliding competitions, but are common in hang gliding events—for example, start times at 13:00, 13:20 and 13:40. Because the overall time period between the launch opening and the final start can be quite large, pilots need to be clever about when to launch. The greater the number of start times, the greater the potential for pilots to fly the course at different times of day and therefore in different soaring conditions. Some competitors argue that start time selection is an integral part of the competition arena, others argue that pilots who launch later in the day have too much opportunity to follow others without making their own decisions. Therefore it is critical for the task committee to insure that the start intervals are far enough apart to insure adequate spacing between start groups. With multiple start times, you’ll see a lot of pilots keeping a careful eye on their closest competitors both on the ground before launch and in the air before the start. Pilots who leave early in the day are usually awarded bonus points by the scoring system (often called a leading bonus) for their willingness to fly fast, out front and alone.

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Finally, sites that have an incredibly large launch area may offer ground-starting capability. Ever see those videos from the swimming portion of the iron man competitions, where all the competitors take off en masse towards the water? That’s how a ground start works in paragliding; it’s the most spectacular of all the starts, but not very common as there are few launches with enough area to accommodate a large number of competitors. In a ground start, the launch time and start time are the same for competitors.

The last start-related parameter is the type of start cylinder. There are basically two types: entry and exit. Figure 1 (below) is a simple example of an exit start cylinder with a two-mile radius around launch. This works well when there’s a large house thermal or lots of lift in or around the cylinder. Pilots thermal inside or close to the cylinder, and in a race start they’re free to cross the cylinder any time after the start time. For individual starts, the clock starts once the pilot leaves the inside of the cylinder for the last time.

Often clever pilots will find good lift just outside the cylinder so they can zip back into then out of the cylinder once the start time has passed.

Figure 2 (below) and the picture of pilots flying over Lake Annecy in France illustrate another common type of start, which is an entry cylinder around the first turnpoint. This is probably the most common type of start. It gives competitors the advantage of attacking the start cylinder from any side. The pilot therefore has the opportunity to find the best lift outside of the cylinder. The pilot also can jockey his position in such a way as to attack the start from an upwind position if possible. The pilot then must continue towards the center of the cylinder, tag the turnpoint and then continue on course.

Much less common, but useful, is the setting of a control point away from the start cylinder. Figure 3 (next page) shows a diagram for this type of start. Task committees aren’t big fans of this final option due to the added complexity, but if the conditions are marginally soarable December, 2004: Hang Gliding & Paragliding

C O MC PA LC EONR DN AE R USHGA-Sanctioned Competition Notice: 2005 Flytec U.S. Hang Gliding Nationals and Pre-Worlds

Pilots flying over Lake Annecy in France

Photo: Martin Scheel

or cloudbase is problematic—as shown in the picture of launch at Reunion Island at the beginning of this article—a control point may be set along with an entry start cylinder and an individual start race.

This control point is simply a turnpoint located a fixed distance outside of the start cylinder that each pilot must tag before returning to the start cylinder area. Example: The control point has a normal turnpoint radius (.25 miles) and is located two miles from the launch.

Pilots launch and tag the turnpoint at their leisure; their time starts when they then return and enter the start cylinder from any direction. This method greatly reduces congestion around launch and the start cylinder by forcing both increased distance and longer time periods between pilots as they go to tag the control point.

Date:

April 15-23, 2005. No rain, weather or other contingency plans at this time.

Event Description:

Cross-country race to goal. Our objective is to have a safe, fun and fair competition.

Location:

Quest Air, Groveland, Florida

Registration:

Opens December 15, 2004, 9 a.m.

Eastern Standard Time. Registration limited to 100 pilots. Early registration recommended. Register online at www.Flytec.com. For more information, call (352) 429-0213.

Fee:

$375 early, $450 after March 15. Pilots will be responsible for separate tow fees and incidentals.

Mandatory Meeting: Pilot briefing, 6 p.m. on Thursday, April 14, 2005 Organizer: Meet Director: Safety Director: Scorekeeper:

Quest Air David Glover TBA Tim Meaney

Awards and Prizes: $5000 minimum, fairly distributed between classes and categories according to registration breakdown Other info: There are other methods and types of races available, but in international or USHGA sanctioned competitions the above types will be those you’ll most likely encounter.

GPS mandatory for scoring (backup GPS recommended). Advanced (H-4), or Intermediate (H-3) with meet director approval. Must have excellent aerotowing skills; AT, XC, TURB special skills (or foreign equivalent) required.

Len Szafaryn is a bi-wingual pilot who lives in southern California and flies most often at Marshall Peak and Lake Elsinore. He’s also the chairman of the paragliding sub-committee of USHGA’s Competition committee, and welcomes any questions about organizing or flying in competitions via email at len@bridger.net.

Hang Gliding & Paragliding: December, 2004

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C O R N E R

The Wet Texas Encampment

by Davis Straub, staff writer on assignment: http://ozreport.com

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While the lift is always weak so early in the morning, it is extremely pleasant to fly in such air as long as you can stay up. Cloudbase is only 1,800’ AGL, slowly rising during the morning, so the idea is to hang right near the clouds in lift that is less than 100 fpm. We didn’t have to jump cloud streets this year to stay east of Laredo, so we had a pretty easy time staying up.

We first noticed that the long drought had broken in 2002. For the first two years of the World Record Encampment in Zapata, our home base in south Texas, we’d had day after day of record-setting conditions in July and August, where 200 miles was a short task. But in 2002 we had only two days where breaking the records was possible, with Mike Barber flying 438 miles and Will Gadd setting the paraglider world record with a 264-mile flight.

On this day I was able to fly 113 miles by one o’clock, which is a record-setting pace, but north of Catarina I found the lift getting much softer as I came over a wetter area around the Frio River. Up until then I had been flying under wisps, but now there were clouds everywhere and few were working.

he long drought is over and has been for a couple of years in Texas, although not in the Southwest.

It’s cool and moist this year, even up here in Big Spring at the U.S. Hang Gliding Nationals [in early August]. East Texas looks more like Louisiana, with record rains in May and June. Falcon Lake is back in Zapata, floating the derelict dock at the Lake Front Lodge and RV Park, and making the park once again deserving of its name.

In 2003 we never had a single day of good long-distance weather with strong southeasterly winds. We could fly for triangle and out-and-return speeds near Zapata, but the typical (or formerly typical) winds weren’t there.

This year the rains were heavy and the grass was green in Zapata and the rest of south Texas. Grass mowing equipment that had been abandoned in Zapata County had to be rounded up, repaired, greased, and put back into service. Ranchers who had raised cattle on feed and prickly pear now had locally grown grass in their pastures.

Still, pilots had come to Zapata at the end of June hoping for record conditions, only to find a lot of rain. Belinda and I arrived at the end of the month after getting back from the Worlds in Austria. The rains followed us as we drove from Florida, but the skies began to clear when we reached Zapata.

Texas started to dry out over the next few days and it looked like the good old days of 2000 and 2001 would be returning. In fact, we started launching around 9:30 and that old special magic was indeed in the air. It was so great to feel again the attraction that had first brought us to Zapata and made it possible for Manfred Ruhmer and me to set the world records.

For a week Pete Lehmann and I got to the airport early to try for the record. The over-running had started again, with cu’s forming before dawn (we got up just to see it). The Bermuda high pressure extended its tongue deep into the Gulf of Mexico so that the southeast winds had returned. Both Pete and I found it easy to get around the Laredo airspace, which normally presents a barrier to the northwest, by being towed due east and then gilding due north from the Zapata airport.

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Pete and I had two opportunities to go really long. On July 11th Leonardo Benetti-Longhini set two new world records for ultralight sailplanes, flying his Silent 2 to an airport near Abilene (http://ozreport .com/8.143). Pete flew 130+ miles and I went 150+ miles by 2 p.m.

Leo, who had started an hour after me, would also find the going very slow here and just made sure that he stayed up with some low saves.

Pete decided that the going was too slow at this point and decided to land. I also felt that it was not possible to go 500 miles, given how difficult it was to average the necessary 40 mph with the easterly winds giving us little help going north. So I decided to land also, even though 300+ and maybe 400 miles were possible.

This is how jaded I’ve become. What a tragedy. It really was a good time in the air with the sweet lift and gentle winds, but we were thwarted by our own over-blown expectations, left over from the days of having flown through this area when it was really cracking.

We also were hoping to come back the next day for another try, so we stopped early in order to get back to rest up and try again on a day that at first looked to be even better. It didn’t turn out that way. We really needed to take advantage of the opportunity when we had it.

The weather turned for the worse after that one good day, and it was another 10 days before we had one more chance to go long. Again I found that the conditions were weak by Crystal City, and even though I was able to go 115 miles before 1 p.m., I didn’t feel good about going for a super-long flight as we would be leaving Zapata the next day for the National Fly-In. Will the drought and the good flying conditions return to south Texas? Some day, but just when is unclear. Look at the rain records in east and south Texas next May and June and see if you should take a chance on coming to Zapata to set a world record in 2005.

December, 2004: Hang Gliding & Paragliding

G A L L E R Y

Scenes from Never Ending Thermal

Photos: Sean White

Two different views of the south side of Point of the Mountain, Utah as captured by John Heiney

“Mad” Mike Küng wings it over after a balloon drop in Austria

Photo: courtesy Mike Küng

Mike Reeder, one of Colorado’s first, best and original paraglider pilots, against the Denver skyline

Photo: Karl Decker

N E W Region Name

H-1 1 H-1 2 H-1 2 H-1 3 H-1 4 H-1 5 H-1 7 H-1 8 H-1 8 H-1 8 H-1 8 H-1 8 H-1 9 H-1 9 H-1 9 H-1 9 H-1 10 H-1 10 H-1 10 H-1 10 H-1 10 H-1 10 H-1 11 H-1 11 H-1 11 H-1 12 H-1 12 H-1 12 H-2 1 H-2 2 H-2 2 H-2 3 H-2 4 H-2 5 H-2 6 H-2 7 H-2 8 H-2 9 H-2 9 H-2 9 H-2 9 H-2 9 H-2 9 H-2 10 H-2 10 H-2 10 H-2 10 H-2 10 H-2 10 H-2 10 H-2 10 H-2 11 H-2 11 H-2 11 H-2 12 H-2 12 H-2 12 H-2 12 H-3 2 H-3 3 H-3 3 H-3 3 H-3 5 H-3 6 H-3 9 H-3 10 H-3 11 H-3 11 H-3 11 H-4 3 H-4 4 H-4 9

Rating Official

HEATHER STODDARD SEATTLE WA ROB MCKENZIE JOSEPH LOYOLA VALLEJO CA GEORGE HAMILTON DAN COUNTS MOSS LANDING CA STEPHEN SCHUSTER ROBERT MINSK MARINA DEL REY CA PAUL THORNBURY ERIC MEIBOS PROVO UT ZAC MAJORS LIZ HIRSCHLAND WILSON WY BART WEGHORST JACKSON HALLETT MIDLAND MI TRACY TILLMAN JOSEPH MORIARTY MADBURY NH STEVE BERNIER JUDY MORIARTY MADBURY NH STEVE BERNIER ROBERT REYNOLDS N CLARENDON VT STEVEN PREPOST ELIZABETH HASKELL N CLARENDON VT STEVEN PREPOST S. SCHWEIGHART CAMBRIDGE MA STEVEN PREPOST CRAIG STANLEY KIRKWOOD MD ARLAN BIRKETT WILLIAM FOX REYNOLDSVILLE PA C. THORESON MATTHEW DITTMAN KETTERING OH C. THORESON GARRETT WOOD FREDERICKSBURGVA STEVE WENDT RYAN LUCAS CRESTVIEW FL C. THORESON DAVID HALL AUSTELL GA C. THORESON JONATHAN DIMOCK KNOXVILLE TN C. THORESON JEFF WESSINGER MARIETTA GA C. THORESON BRYON BARNES MOUNT JULIET TN C. THORESON JOSH POLASKY ATLANTA GA C. THORESON THOMAS SANDERS FREEPORT TX GREGG LUDWIG MICHAEL HOWARD LIVERPOOL TX GREGG LUDWIG GEOFFREY MAY HOUSTON TX GREGG LUDWIG ARTHUR MITCHELL JR CORNWALL NY C. MC GUINESS DAVID ST PIERRE ERIEVILLE NY DANIEL GUIDO FABRICIO RODRIGUES ELLENVILLE NY TONY COVELLI HEATHER STODDARD SEATTLE WA ROB MCKENZIE NICK JAHSMAN HOLLISTER CA PATRICK DENEVAN DAN COUNTS MOSS LANDING CA STEPHEN SCHUSTER HARRIS OISHI YORBA LINDA CA PAUL THORNBURY ERIC MEIBOS PROVO UT ZAC MAJORS LIZ HIRSCHLAND WILSON WY BART WEGHORST RICHARD HAUGHNEY LAWTON OK THOMAS GRAHAM JACKSON HALLETT MIDLAND MI TRACY TILLMAN PHILIP ANDERSON W BRIDGEWATER MA CHRIS LARSEN CRAIG STANLEY KIRKWOOD MD ARLAN BIRKETT WILLIAM FOX REYNOLDSVILLE PA C. THORESON MATTHEW DITTMAN KETTERING OH C. THORESON MICHAEL SHAMALLA STATE COLLEGE PA RANDY GROVE RICHARD MANNING BOALSBURG PA RANDY GROVE SCOTT WILKINSON SHEPHERDSTOWNWV STEVE WENDT JAMES VICKERS VANDIVER AL C. THORESON JEANINE SHIRLEY CANDLER NC C. THORESON RYAN LUCAS CRESTVIEW FL C. THORESON DAVID HALL AUSTELL GA C. THORESON JONATHAN DIMOCK KNOXVILLE TN C. THORESON JEFF WESSINGER MARIETTA GA C. THORESON BRYON BARNES MOUNT JULIET TN C. THORESON JOSH POLASKY ATLANTA GA C. THORESON THOMAS SANDERS FREEPORT TX GREGG LUDWIG MICHAEL HOWARD LIVERPOOL TX GREGG LUDWIG GEOFFREY MAY HOUSTON TX GREGG LUDWIG ARTHUR MITCHELL JR CORNWALL NY C. MC GUINESS EARL PORTER LACONA NY DANIEL GUIDO ROBERT ANDREOTTA FULTON NY DANIEL GUIDO FABRICIO RODRIGUES ELLENVILLE NY TONY COVELLI BRIAN HOUSTON SAN FRANCISCO CA PATRICK DENEVAN JOHN COOK LOS ANGELES CA JOE GREBLO SCOTT ORLAND LOS ANGELES CA JOSEPH SZALAI PAUL JOHNSTON JOSHUA TREE CA ROB MCKENZIE JOHN PARKER BELLEVUE ID BART WEGHORST J ALLEN RAHI SPIRO OK CHRIS PRICE CRAIG STANLEY KIRKWOOD MD ARLAN BIRKETT CLAY PLEMMONS CANDLER NC C. THORESON MICHAEL HOWARD LIVERPOOL TX GREGG LUDWIG GEOFFREY MAY HOUSTON TX GREGG LUDWIG DAVID HAYNER AUSTIN TX JEFFREY HUNT KENNETH S ANDREWS PASADENA CA JOSEPH SZALAI RICHARD DEGRAAF FORT COLLINS COMARK WINDSHEIMER GARY SMITH BERRYVILLE VA ALLEN SPARKS

Hang Gliding & Paragliding: December, 2004

Region Name

H-4 9 H-4 10 H-4 11 H-4 11 P-1 1 P-1 1 P-1 1 P-1 1 P-1 2 P-1 2 P-1 2 P-1 3 P-1 3 P-1 3 P-1 3 P-1 4 P-1 4 P-1 4 P-1 4 P-1 4 P-1 5 P-1 7 P-1 8 P-1 8 P-1 8 P-2 1 P-2 1 P-2 1 P-2 1 P-2 2 P-2 2 P-2 2 P-2 3 P-2 3 P-2 3 P-2 3 P-2 4 P-2 4 P-2 4 P-2 4 P-2 4 P-2 5 P-2 7 P-2 8 P-2 8 P-2 8 P-3 1 P-3 2 P-3 3 P-3 3 P-3 3 P-3 3 P-3 4 P-3 4 P-3 4 P-3 4 P-3 9 P-3 9 P-3 9 P-4 1 P-4 3 P-4 4 P-4 4 P-4 4 P-4 4 P-4 4 P-4 7 P-4 11 T-1 4 T-1 5 T-1 10 T-1 12

R A T I N G S Rating Official

JAMES ROONEY RIDGELY MD PAUL VENESKY PAUL DONAHUE ROYAL PALM BEACH FL MALCOLM JONES MICHAEL HOWARD LIVERPOOL TX GREGG LUDWIG GEOFFREY MAY HOUSTON TX GREGG LUDWIG TODOR SHELJASKOW ISSAQUAH WA CHRISTIAN MULACK MARK WISTROM REDMOND WA DOUGLAS STROOP CHRIS THORNBERRY PORTLAND OR KELLY KELLAR ARUN MOORTHY SEATTLE WA MARC CHIRICO TYLER WELLS SAN LUIS OBISPOCA KINSLEY WONG BECKY ELWOOD ATASCADERO CA ROB SPORRER GERALD ELWOOD ATASCADERO CA ROB SPORRER MARTIN HEARNE KULA HI DAVID BINDER TIM PAGE KIHEI HI JASON CROSS EDWARD BUGARIN HONOLULU HI KYOUNG KI HONG HENRY BENJAMIN ALPINE CA LARS LINDE JENS REHAHN TELLURIDE CO DALE COVINGTON DAVID GLASSER BOULDER CO GRANGER BANKS JEAN-ROBERT MORAX LONE TREE CO KARL DECKER ERIC KAMRADT DRAPER UT STEPHEN MAYER EDWIN DELAY SALT LAKE CITY UT STEPHEN MAYER RORY WALKER LENORE ID F. SCOTT JOHNSON RAYMOND DOLAN ANTIOCH IL MARTY DEVIETTI TRACY THORPE NEWPORT RI DENISE REED JON WHITLEY NEWPORT RI DOUGLAS STROOP RJ MARKS NORTH STONINGTON CT JEFFREY NICOLAY TODOR SHELJASKOW ISSAQUAH WA CHRISTIAN MULACK MARK WISTROM REDMOND WA DOUGLAS STROOP CHRIS THORNBERRY PORTLAND OR KELLY KELLAR ARUN MOORTHY SEATTLE WA MARC CHIRICO NOVA DASALLA SAN FRANCISCO CA JEFFREY GREENBAUM BECKY ELWOOD ATASCADERO CA ROB SPORRER GERALD ELWOOD ATASCADERO CA ROB SPORRER MARTIN HEARNE KULA HI DAVID BINDER TIM PAGE KIHEI HI JASON CROSS VANCE MCCLAIN TILLEY VOLCANO HI KYOUNG KI HONG HENRY BENJAMIN ALPINE CA LARS LINDE JENS REHAHN TELLURIDE CO DALE COVINGTON DAVID GLASSER BOULDER CO GRANGER BANKS JEAN-ROBERT MORAX LONE TREE CO KARL DECKER ERIC KAMRADT DRAPER UT STEPHEN MAYER EDWIN DELAY SALT LAKE CITY UT STEPHEN MAYER RORY WALKER LENORE ID F. SCOTT JOHNSON RAYMOND DOLAN ANTIOCH IL MARTY DEVIETTI TRACY THORPE NEWPORT RI DENISE REED JON WHITLEY NEWPORT RI DOUGLAS STROOP A W F HUGGINS SHELBURNE FALLS MA RICK SHARP JARED LYMAN SEATTLE WA LAN DO CHIRICO GREG PETERSEN ROCKLIN CA GUILLERMO LUPI GLENN STEPHENSON PORTERVILLE CA ENLEAU O CONNOR RANDY CLARK LA MESA CA JOHN RYAN KAORU FELDMAN TORRANCE CA KYOUNG KI HONG PETR SALOMON COSTA MESA CA ROMAN PISAR BRIAN DEBEVER GOLDEN CO CHRIS SANTACROCE RICHARD EYRE SALT LAKE CITY UT DALE COVINGTON D. CAMPES-EDOUARD SALT LAKE CITY UT DALE COVINGTON WESLEY WOMACK LOS ALAMOS NM WILLIAM SMITH ALLEN WALKER III SALEM VA PAUL PEARCE PHIL GIVENS SALEM VA PAUL PEARCE DANIEL HART SALEM VA PAUL PEARCE RUSSELL AGNEW GIRDWOOD AK PHYL HAMBY BOB BARRY OCEANSIDE CA DAVID JEBB RAY PLUMMER SANDY UT CHRIS SANTACROCE RICHARD EYRE SALT LAKE CITY UT DALE COVINGTON D. CAMPES-EDOUARD SALT LAKE CITY UT DALE COVINGTON THOMAS KEOUGH AVON CO DAVID CHAMPAIGN DAVID DECKTOR CEDAR CREST NM DAVID PRENTICE PAUL LUNDQUIST ALEXANDRIA MNCHRIS SANTACROCE R C ESTES AUSTIN TX ROB SPORRER GRANGER BANKS BOULDER CO STEVE STACKABLE NICHOLAS GREECE JACKSON WYJAMES MATT COMBS SCOT TRUEBLOOD KEY LARGO FL JAMES TINDLE DANIEL MENET EDGEWATER NJ LARS LINDE

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A C C I D E N T S

Paragliding Accident Report

By Jon Goldberg-Hiller John Willis, a 33-year-old San Diego pilot holding a P-2 rating and flying an ACPUL-standard wing, died September 6 at Horse Canyon (California). This is the fourth unpowered paragliding fatality in the U.S. this year.

John took off from a little-used launch that is considered by knowledgeable locals to be appropriate for advanced pilots; he was flying alone. It was approximately 12:20 p.m. and the air temperature was more than 90 degrees Fahrenheit with winds straight in at launch at about 10 mph. Observers in a distant LZ watched John fly straight away from the launch in possible weak sustaining lift, without maneuvering, for several minutes.

The pilots in the LZ turned their attention away but then caught sight of the wing streaming to the ground, with the pilot likely wrapped inside. John had no vital signs when his brother-in-law reached him. CPR was begun by an advanced instructor who ran to the site of the impact, and was discontinued by the fire department respondents almost an hour later.

Chris Santacroce comments, “The incident leading to John’s rapid descent was not observed. Several maneuvers scenarios can result in the pilot ‘meeting with’ the glider. The most likely one involves an inadvertent stall with a mismanaged recovery. Suffice to say that avoiding really big brake inputs that are held for a long time can reduce the chances of unintentional stall. Also, in the event of an inadvertent stall, putting the hands at about ‘breast’ level will achieve a compromise between 1) allowing the glider to fly, and 2) slowing a big surge if one should result.”

John’s reserve was discovered on the ground next to him, still enveloped in its deployment bag. It appears likely that he tried to deploy the reserve at some point but either without a clear area in which to throw it or enough time for it to inflate prior to impact. His wing was inspected by an instructor after the accident and was found to be functional and to have appropriate porosity measures. John was not known to those who fly Horse Canyon regularly and had not been seen flying at Torrey Pines, a nearby coastal site. It is therefore surmised that he had little experience for this site.

This tragic situation is a potent reminder to fly within appropriate limits. While this may seem a trivial lesson to take from this accident, it becomes more meaningful when we realize that what is ultimately “appropriate” depends upon—indeed requires—the social knowledge of local pilots with more experience. Learning about one’s own limits is significantly advanced by a willingness to engage the help, friendship, judgment, and advice that local communities can provide. Whether a more advanced pilot would have recommended a mid-day launch 68

in these conditions is not known; whether consultation would have been sufficient to alert John to the situations that were ultimately encountered is more conjecture. But it is unfortunate that this pilot found himself in a desperate situation before he had the opportunity to meet his fellow local pilots.

Collective judgments are, of course, not always accurate. This next accident points up a common misconception and ignorance shared by many of us. This advanced-intermediate pilot was flying a DHV2 wing at a familiar tropical ridge site in windy conditions. He had flown for a while above the launch area and then began a cross-country flight as the winds began to pick up.

Sensing that the conditions had strengthened too much, he chose to land in a nearby valley, and set up his approach a few hundred feet downwind of some 40-foot-tall trees, not far from the ocean.

He had successfully landed in this flat agricultural field on previous flights in less windy conditions. This time, he encountered strong turbulence about 20 feet above the field and suffered an asymmetric deflation of about 80 per cent of his wing. He was slammed into the ground, breaking his wrist.

This pilot expressed surprise that mechanical turbulence would reach that far from the upwind obstacles, especially in light of his experience landing in the field before. The physical understanding of turbulence is still a matter of scientific debate, and mathematical models of turbulent flow remain daunting to nearly all of us mere mortals; as a result, we frequently harbor misconceptions about wind strength that endanger our decision-making. While I will gleefully omit the mathematics here, I will point out that the energy of the wind is proportional to the cube of wind velocity.

That means that just a small amount of change in measurable wind speed makes a dramatic, geometric increase in the energy of the wind. If wind speed is doubled, wind energy increases by a factor of eight! Thus, 12.6 mph is 100% more energetic than 10 mph! The widespread use of electronic pocket-size anemometers may also mislead us. These devices gladly provide average wind velocities that we often report to fellow pilots. But average wind speeds should be compared cautiously. Because small increases in velocity have large consequences for total energy, low-wind fluctuations are more than balanced out by high-wind fluctuations. Average wind speeds only calculate about one-half the total energy of the wind; maximum speeds are a more useful comparative statistic.

Wind energy is an abstract measure that follows this geometric curve in ideal conditions. It is much harder to say with precision how wind velocity will influence mechanical turbulence except to note that turbulence is likely to be much stronger and more wide-reaching than we might at first surmise by small changes in wind speed. Sensing that wind speeds have changed visually or through in-flight GPS data puts us at a disadvantage: By the time we notice even subtle changes, the energetic component December, 2004: Hang Gliding & Paragliding

A C C I D E N T S

of our flying medium has drastically altered. This awareness should influence where we choose to land in strengthening conditions, but fields with sufficient margins of safety are not always available when we need them. It should also influence how we fly past other obstacles such as hills and outcroppings.

Knowledge of how wind energy varies might also caution us in high-wind launch conditions. The horizontal force exerted against a launching wing is just as dramatically affected by small changes in wind velocity. At vulnerable times such as a reverse inflation in high winds, we cannot count on average wind speeds to inform us how hard our wing might pull and threaten a dragging during a launch attempt.

conditions looked reasonable. The pilot had a good launch in moderate thermal cycles and immediately began sinking out. He took a normal flight path and tried to scratch for lift in a ravine known to produce sometimes-turbulent thermals. Other pilots flying above him found 700 fpm lift which was stronger than it had been earlier in the day, but not reported to be rowdy. The pilot remembers spinning in his glider and was observed to be close to the terrain. His impact left him in critical condition with spine and pelvic fractures, a lacerated tongue, collapsed lung, and internal hemorrhage. He was flown out by helicopter. Thinking about the energy of the air close to terrain should make us cautious even in conditions that appear reasonable.

Learning about one’s own limits is significantly advanced by a willingness

The appreciation of these mathematical relationships between velocity and energy—however abstract and however poorly we might explain them—should give us caution in many situations. One certainly involves the decision to fly in wind shadows in coastal areas. Recently a visiting P-2 pilot flying a new coastal site flew towards a bowl just east of launch in a southwest-facing ridge. Because the prevailing wind was from the southwest, his decision to fly east put him in a wind shadow where mechanical turbulence should have been predicted. His fellow pilots could not warn him since he was not using a radio.

This pilot was observed to slowly lose altitude as he scratched along the ridge. He turned back to the west (slow beat), sank below the ridgeline and encountered rotor turbulence that led to a 50 percent collapse on the side of the wing closest to the ridge. His glider spun in that direction, recovered and then surged, slamming him into the ridge with enough force to severely break his leg. He was airlifted to the hospital.

Another P-2 pilot was flying in a desert area, turning in a light thermal near launch. I’ll let his words provide the lesson. “I did a proper preflight check and had a successful launch into about a 10-mph cycle. I was quickly above launch and made a 360- degree turn, gaining some initial altitude but losing some altitude toward the end of the turn, ending up slightly higher than before. I flew out only a little bit before again making a 360-degree turn in lift. I drifted back over launch probably only 100 feet [an instructor who observed the accident reports less, perhaps as little as 20 feet] above launch.

I proceeded to make another 360-degree turn in lift but ran into sinking air about a quarter of the way into the turn and followed through with the turn. As I came around about halfway through the turn I had dropped significantly and was about level with launch, flying fast and heading toward the many vehicles that were parked on top. Not knowing what to do, I hoped I would clear the vehicles and went on turning, trying to land on the slow beat. I was too late and suddenly flew into the door of a vehicle parked on launch, going approximately 25 mph.”

to engage the

help, friendship, judgment, and

advice that local communities can provide.

Certainly flying into a wind shadow is risky business in any case, and sinking near a ridge should provide good warning that a pilot’s trajectory is poorly chosen. But especially in light conditions we should also expect that the energy of the air flowing near our expected lift zone will vary across the span of our wing, particularly near the ground. The slowing of air due to friction with the surface sets up a gradient that is perfect for inducing potentially hazardous turbulence.

My suggestion for preventing another incident like this is to fly away from the hill in thermic conditions. Remember the expression, “If you’re going up, go out.” No amount of lift is worth risking a severe injury or even worse, death. Be patient and give yourself plenty of ground clearance before turning in lift.

This gradient may also be a factor in light thermal conditions near the surface. A novice-rated pilot was flying an inland mountain site in mid-September in hot and blue conditions. He was briefed by an instructor, and all pilots assembled agreed that the Hang Gliding & Paragliding: December, 2004

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C A L E N D A R

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.

USHGA Sanctioned Competition April 15-23: Flytec U.S. Hang Gliding Nationals and Pre-Worlds, Quest Air, Groveland, Florida. Registration opens December 15, $375 early, $450 after March 15, tow fees extra. H-4, or H-3 with meet director approval, special skills XC, AT, TURB (or foreign equivalent) required. More information: www. flytec.com.

and out of Mexico City airport. Discounts for returning clients, discounts before December 19. Fly-In and Competition support, see Mexico Events on Web site. More information: 800-861-7198, http://www.flymexico.com.

December 3-5: Safety Maneuvers Training with Enleau and Ann O’Connor, Sonora, California. Visit www.oconnorflightschool.com, or contact Ann O’Connor at ann@oconnorflightschool.com or (530) 227-4055.

December 3-5: Hang Glider Instructor Training Seminar, Whitewater, Wisconsin. FREE FLIGHT AVIATIONS: N463 City Hwy. N, Whitewater, WI 53190 USA. Voice: (920) 728-2231. Tommy Thompson, Sr. December 3-15: Mexico Travel Tour. This 12-day adventure will take

May 1-7: East Coast Paragliding championship. Practice day April 30. P-3 with tow signoff required. If you need the signoff, contact David Prentice, earthcog@yahoo.com, and plan to come early. Registration fee $200, tows extra, 35 pilot limit. Location (at one of the Florida flight parks) TBA. More information: David Prentice, earthcog@yahoo.com.

May 3-7: Hang Gliding Speed Gliding Nationals, Chelan, Washington.

More information to follow.

May 31-June 4: Third annual paragliding Rat Race, Woodrat Mt., Ruch, Oregon. Registration opens April 1, $275 early registration before April 20; includes BLM land use fees, lunches, awards party, T-shirt. Late fees added for registration after April 20. More information: www.mphsports.com/ratrace, or (503) 657-8911.

you to several of the best flying sites Mexico has to offer, Monterrey, Valle de Bravo, Molinalco, Orizaba, Veracruz, Oxaca. We will also visit several ancient pyramids, historical museums, cultural and ecological sites. Includes transportation, lodging and guide services. P-3 required. Limited space.

Leaves Houston, Texas, December 3rd. For more info contact David Prentice at earthcog@yahoo.com.

December 10-12: Safety Maneuvers Training with Enleau and Ann O’Connor, Sonora, California. Visit www.oconnorflightschool.com, or contact Ann O’Connor at ann@oconnorflightschool.com or (530) 227-4055.

December 17-19: Safety Maneuvers Training with Enleau and Ann O’Connor, Sonora, California. Visit www.oconnorflightschool.com, or contact Ann O’Connor at ann@oconnorflightschool.com or (530) 227-4055.

July 9-16: Paragliding Nationals, Chelan, Washington. More information to follow.

December 23-January 2: Christmas and New Year special. Enjoy the festive holiday atmosphere of Valle de Bravo, Mexico and some of the best flying you’ve ever had! Improve your thermal and XC skills with 2005 world

Competition

team member David Prentice. Includes transportation, lodging and guide

February 21-26: Millennium Hang Gliding Competition and Fly-In, Valle de Bravo, Mexico. Meet director: David Glover; safety director: Jeff Hunt. H-3 or above. More information: jeff@flymexico.com, (512) 656-5062 or (512) 467-2529.

or earthcog@yahoo.com.

services. Limited space. For more info contact David Prentice, (505) 417-6593

December 31-January 6 and January 8-15: Tours to Valle de Bravo, Mexico. Tours include thermal and XC coaching, shuttle service, hotel and guide service. Ken Hudonjorgensen and Kevin Biernacki. Contact Two-

June 19-25: Highland Aerosports Hang Gliding Open. More details to follow.

can Fly Paragliding, 474 E. Tonya Dr., Sandy, UT 84070, (801) 572-3414, khudonj@qwest.net, www.twocanfly.com.

clinics , meetings, tours Winter, 2004-2005: Winter flying tours, hang gliding and paragliding, Valle de Bravo, Mexico. Some of the most consistent flying on the planet.

Conditions for all levels of experience. Basic package, Sunday to Sunday, in 70

January 2-9 and January 9-16: Fly south this winter! The most affordable winter flying vacation ever! Group tour to Mexico, includes transportation, lodging and guide services. $675. P-3 required. Improve your thermal and XC skills with 2005 world team member David Prentice. Limited space. For more info contact David at earthcog@yahoo.com or (505) 417-6593.

December, 2004: Hang Gliding & Paragliding

C A L E N D A R

January 9-16: Tapalpa #1; January 16-23: Tapalpa #2; January 23-30: Tapalpa #3. Fly three world cup sites only 1 hour from Guadalajara International Airport. Pickup, hotel, and guidance for 6 days, only $1,200.

Coached and guided by Granger Banks. Group size limited to 5 pilots each week to give you personalized attention and space in Parasoft’s 4-wheel-drive truck.

Parasoft Paragliding School, www.parasoftparagliding.com, (303) 494-2820.

January 15-February 28: Join Doug and Denise of Aerial Paragliding in conjunction with WalkerJet and learn to paramotor in Arizona! More information: (509) 782-5543 or doug@aerialparagliding.com.

January 22-30: Monarca paragliding competition. Valle de Bravo, Mexico. www.monarcaparaglidingopen.com.

January 22-February 5: Come Fly Tapalpa, Mexico, with Juan Laos and Advanced Paragliding. This will be our sixth consecutive year guiding tours to this area, which boasts some of the best flying in Mexico. This is the

February 12-20, and February 20-28: Fly Brazil. Nine-day paragliding tours start in Rio de Janeiro, and include flying over the white sand beaches of Sao Conrado, then on to Alfredo Chavez with a relaxed atmosphere and majestic views. Next stop world-famous Governador Valadares, site of the 2005 Paragliding World Championships. Tour includes transportation from Rio, lodging and guide services. Improve your thermal and XC skills with 2005 world team member David Prentice. More information: contact David at earthcog@yahoo.com.

March 25-27: Paraglider IP Clinic in the San Francisco Bay area, open to aspiring instructors and basic instructors looking for recertification.

Registration must be received no later than February 15. Hosted by Juan Laos, IP administrator, and Advanced Paragliding. More information: Juan@advancedparagliding.com, (925) 377-8810.

May 30-June 29: Touching The Andes of Peru Paragliding Fall Tour 2005. Jeff Cristol of Adventure Tour Productions has been visiting Peru to climb and paraglide since 1981. With his wife, a native of Lima, Peru, Adventure Tour Productions will return to visit sites on the Pacific coast and in the high Andes.

More information: adventuretourproductions.com, or (970) 728-1754.

site of the 2002 and 2004 PWC and is Mexico flying at its finest, without the crowds. Wide-open launches and LZs, long mountain ridges and escarpments for cross-country flying with easy retrieves. We will be flying Tapalpa, San Marcos, San Juan Cosala, and Guadalupe. All are within approximately one hour of our first-class lodging in the historic mountain town of Tapalpa. We will have four USHGA instructors on the tour for personalized thermaling and cross-country instruction. Just show up at the Guadalajara airport and we take care of the rest. The tour fills up fast so reserve early. $1800. More information: Juan@advancedparagliding.com, (925) 377-8810.

January 29-30: The Arizona annual parachute clinic, scheduled with parachute manufacturer Betty Pfeiffer and premier parachute designer Bill Gargano. All hang glider and paraglider parachutes WELCOME! Re-packs $45.00. Send your chute or attend the clinic-same price. Equipment discounts at the clinic. REGISTRATION REQUIRED! Email: venture@commspeed.net, or call Greg (928) 308-2409. LET’S GET SAFE! February 1-10 and February 14-23: Fly Brazil, a pilot’s paradise.

We will handle the details, you just need to show up with your wing! Fly four great sites: Belo Horizonte, Governador Valadares, Pancas, and Alfredo Chaves. Brasilero, Moses “Moka” Sodre, together with Chip Hildebrand and Matt Combs of Jackson Hole Paragliding, will be your guides. $1,500 per pilot includes transportation to and from the airport, all hotels, breakfast, Portuguese translation, transportation to launch, retrieval, and three guides in the sky with you! Limit eight pilots per tour, further guide service for extended stays will be available. More information: Chip, (307) 690-skyy, or Matt Combs, Mcparagliding@hotmail.com.

Hang Gliding & Paragliding: December, 2004

Join Super Fly for a one week flying vacation. Experience world class flying, coaching and accommodations. 4 weeks in a row starting January 9th 2005. info@4superfly.com or (801) 255-9595 71

S DI E T P E A GR UT IMD E E N T

…continued from page 58

live in the flatlands. It is a step up from owning a winch tow on your truck.

Len Smith, the USHGA Region 6 director and former president of the Houston club, lives in the Kansas City area and is a tandem instructor at Adventure AirSports. Only a few of the old-time pilots in Kansas City have been enticed to come out to Ottawa to learn how to aerotow, so James, Doug, and Len are looking to train a new corps of hang glider pilots. Right now they are training three new women pilots.

I visited on the second week of August, camping out in my travel trailer at the airport. Kansas is a beautiful wide-open rural state and the area around Ottawa is no exception. Climbing up to 6,000’ MSL (5,200’ AGL) it was clear to me that you have wideopen flying and landing in any direction almost as far as you can see.

There is controlled airspace off to the northeast around Kansas City, but that is far enough away to be not much of a concern and easily avoided.

Doug towed me up on one of the grass runways, which are quite nice in spite of not being rolled recently. The air traffic at the airport is quite Landing next to the tug light, and the hang gliding operation uses the local Unicom frequency (122.8) to announce their flying intentions and vehicular runway crossings. There is an airplane rebuilding business at the south end of the runway, which does provide some support for the airport.

There were green fields all around the airport in August, but usually you would expect much drier and hotter conditions.

There were cu’s everywhere and the thermals were buoyant and smooth to cloudbase. I’ve enjoyed flying in Kansas every time I’ve been there and this time was no exception. Ottawa would make a great base for long cross-country flights.

Pilots from Oklahoma and Arkansas are driving up to Ottawa to get into the air when their local sites aren’t working. It’s the only towing operation within 600 miles. In such a large area so rich in cross-country opportunities, it seems a waste and a shame that there aren’t more possibilities for getting into the air.

72

Ottawa, as I think I have pointed out, isn’t really a destination resort, except for hang glider pilots. Since Adventure AirSports only operates on the weekends, and is just building up the capability to go on both days on the weekends, it is unlikely that you’ll want to head there for a week of flying, unless they put on a competition. The airport is conveniently located adjacent to two major highways, and only two miles from restaurants, motels, and, of course, Wal-Mart.

If the family does come along, you might want to have them spend the day in Lawrence or Kansas City, as there really isn’t much in Ottawa. In the evening there is a splendid Mexican restaurant kitty-corner from the courthouse, with live music.

Adventure AirSports stands as a great example to other groups of hang glider pilots, illustrating the possibilities of organizing themselves into a viable group of aerotow pilots.

Curt Warren recently ran an aerotow clinic in Arkansas for a dozen local pilots. They wanted Curt to come back and set up a permanent operation.

What they’ve got to understand is that they can do it themselves. I’m sure that James would be happy to show them what has worked for their Kansas City area pilots.

Photo: Doug DuBois

Adventure AirSports is not a commercial operation. It is a club like many other hang gliding clubs. Instead of maintaining a mountain site, they maintain a flatland site and a Dragonfly. It’s different, but also the same. Also, unlike some clubs, Adventure AirSports is open and welcoming to visiting pilots and new pilots. Come and learn to fly with them in Ottawa.

You’ll find Adventure AirSports on the Web at http://www.adventureairsports.com/.

Davis Straub http://ozreport.com

December, 2004: Hang Gliding & Paragliding

C L A S S I F I E D S

HANG GLIDING A D V I S O RY

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

PARAGLIDING A D V I S O RY:

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

SATURN 167 VG - Beautiful, near mint!

(262) 473-8800, www.hanggliding.com, info@hanggliding.com, http://stores.ebay .com/raven-sports.

TARGET 180 - Great beginner glider. As close to new as you can find and yours for half the new price. White upper, dark blue lower surfaces. Priced to sell at $1,500.

(512) 335-9459.

TRX 140 – High time, fair condition, many long flights. Includes new bag, wheels, upright adapters. Lands great, original carbon uprights $500. (970) 252-0098.

WILLS WING SUPERSPORT 153 – Good condition $900. (205) 853-8642.

E M E R G E N C Y PA R A C H U T E S

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

EAGLE 164 – New, never been flown. Blue/ black/white, very sharp! $2,500. Please call Wade at (920) 765-0349 or (920) 787-7211.

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, http://stores.ebay.com/raven-sports.

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, http://stores.ebay.com/raven-sports.

MOYES LITESPEED S - 4.0, new, great price $5,000! (850) 653-1635, applebeepa@yahoo.com.

MOYES XTRALITE 164 – 26’ RDP chute, cocoon harness $1,800. (951) 849-5732, msintangable@aol.com.

NORTHWING T2 TANDEM GLIDERS - Used, at attractive prices. (262) 473-8800, www. hanggliding.com, info@hanggliding.com, http://stores.ebay.com/raven-sports.

Hang Gliding & Paragliding: December, 2004

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 turnaround for small to huge repairs and annual inspections. Ship your chute to MoJo’s Gear Ltd. Co., 1475 CR 220, Tow, TX 78672 Attn: REPAIR or INSPECTION. Include a note about the service(s) you require as well as a contact phone number and email.

We will contact you with an estimate prior to starting the work. Office: (915) 379-1567, www.mojosgear.com.

INSPECTED RESERVES – For HG or PG $199+up. Used Quantum, all sizes $475+up.

Some trades accepted. (262) 473-8800, info@hanggliding.com, www.hanggliding.com, http://stores.ebay.com/raven-sports.

FLIGHT DESIGN M – DHV1, 50 hours, like new, FD harness and reserve, extra mountain harness and pack, Flytec vario, Yaesu radio, stuff sack $1,500 OBO. Jweaver2@charter.net, (509) 925-9297.

RIGID WINGS

EXXTACY 135 – Excellent condition, ~90 hours, extra downtubes and bags $3,500.

(501) 207-3935, cprice1@arkansas.net.

EXXTACY 160 – Outstanding condition, 6 hours, high performance with excellent handling. Call Neal (608) 781-6113.

GHOSTBUSTER 2000 - Excellent condition, low airtime, many extras included. Enjoy high performance, excellent handling of this beautiful rigid $3,600 OBO. Bill (858) 7756543, wsbuchwald@yahoo.com.

MISSION SOARING CENTER- Distributor for AIR Atos, world’s most popular rigid wing. New! Atos VX tandem or powered harness, incredible sink rate with a solo pilot.

(408) 262-1055, www.hang-gliding.com.

U LT R A L I G H T S

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!

DRAGONFLY AEROTUGS - For up to $10,000 off the price of new ones! Enclosed trailer available for pickup/delivery. (262) 473-8800, www.hanggliding.com, info@hanggliding.com, http://stores.ebay.com/raven-sports.

WA N T E D

RESERVE PARACHUTE RE-PACKS $45.00 Includes clinic on Saturday and Sunday, January 29th and 30th in Arizona, or shipping.

Email venture@commspeed.net or call Greg (928) 308-2409.

HARNESSES

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, http://stores.ebay.com/ raven-sports.

PA R A G L I D E R S

AIRSPORTS USA — www.powerparaglider. com, www.flyforfun.net. Manufacturing the BP Parawing, Americas #1 selling backpack motor.

WANTED – Trade in your old gliders, harnesses, parachutes, etc. (262) 473-8800, www .hanggliding.com, info@hanggliding.com, http://stores.ebay.com/raven-sports.

SCHOOLS & DEALERS ALABAMA

LOOKOUT MOUNTAIN FLIGHT PARK The best facilities, largest inventory, camping, swimming, volleyball, more. Wide range of accommodations. hanglide.com, 877-hanglide, (877) 426-4543, hanglide.com.

CALIFORNIA

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

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C L A S S I F I E D S

DREAM WEAVER HANG GLIDING - Competitive prices, state-of-the-art equipment. Complete lesson programs. Northern California Mosquito harness dealer. Ideal training hill. Tandem instruction. USHGA Advanced Instructor Doug Prather (209) 556-0469, Modesto, California. drmwvrhg@softcom.net.

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).

FLY ABOVE ALL - Year-round instruction in beautiful Santa Barbara! USHGA Novice through Advanced Certification. Thermaling to Competition Training. Visit www.flyaboveall.com (805) 965-3733.

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) 260-3370, we’ll make it easy for you! Now B&B.

FLY SANTA BARBARA - With Rob Sporrer of Eagle Paragliding. Award-winning instruction and the nation’s best year round flying. www.FlySantaBarbara.com (805) 968-0980.

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

MISSION SOARING CENTER - Largest Hang Gliding Center in the West! Our deluxe retail shop showcases the latest equipment: Wills Wing, Moyes, AIR, High Energy, Flytec, Icaro.

West Coast distributor for A.I.R. Atos Rigid Wings including the all-new VX Tandem Atos. Parts in stock. We stock new and used equipment.

Trade-ins welcome. Complete Lesson Program.

Best Training Park in the West, located just south of the San Francisco Bay Area. Pittman Hydraulic Winch System for Hang 1s and above. Launch and Landing Clinics for Hang 3s and Hang 4s. Wills Wing Falcons of all sizes and custom training harnesses. 1116 Wrigley Way, Milpitas, CA. 95035. (408) 262-1055, Fax (408) 262-1388, mission@hang-gliding.com, www.hang-gliding.com, Mission Soaring Center, Leading the way since 1973.

O’CONNOR FLIGHT SCHOOL – Specializing in Safety In-Flight Training & Maneuvers Clinics and Aerobatic Instruction. Enhance your knowledge, increase your level of confidence, take your piloting skills to new levels. Over-the-water safety and aerobatics clinics. Contact Enleau and Ann O’Connor, w w w. o c o n n o r f l i g h t s c h o o l . c o m , (530) 227-4055 and reserve your clinic.

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 74

WINDSPORTS - Don’t risk bad weather, bad instruction or dangerous training hills. 350 flyable days each year. Learn foot-launch flying skills safely and quickly. Train with professional CFI’s at world-famous Dockweiler Beach training slopes (5 minutes from LA airport.) Fly winter or summer in gentle coastal winds, soft sand and in a thorough program with one of America’s most prestigious schools for over 25 years.

(818) 367-2430, www.windsports.com.

COLORADO

AIRTIME ABOVE HANG GLIDING — 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.

GUNNISON GLIDERS – Serving the western slope. Instruction, sales, service, sewing, accessories. Site information, ratings. 1549 County Road 17, Gunnison CO 81230.

(970) 641-9315, 1-866-238-2305.

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

GRAYBIRD AIRSPORTS — Paraglider & hang glider towing & training, Dragonfly aerotow training, XC, thermaling, instruction, equipment. Dunnellon Airport (352) 245-8263, email fly@graybirdairsports.com www.graybirdairsports.com.

LOOKOUT MOUNTAIN FLIGHT PARK Nearest mountain training center to Orlando.

Two training hills, novice mountain launch, aerotowing, great accommodations. hanglide .com, 877-hanglide, (877) 426-4543.

MIAMI HANG GLIDING - 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 inflight air time. Yes, we can teach you faster and safer. (305) 285-8978, 2550 S Bayshore Drive, Coconut Grove, Florida 33133, www.miamihanggliding.com.

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@mpinet.com (352) 429-0213 Groveland, FL. WALLABYAEROTOWFLIGHTPARK-Satisfaction Guaranteed. Just 8 miles from Disney World.

Year-round soaring, open 7 days a week, six tugs, no waiting, every direction. 50+ nice demos to fly, topless to trainer gliders: Laminar, Moyes, Wills, Airborne, Airwave, Exxtacy, La Mouette, Sensor; also harnesses, varios, etc.

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

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

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

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

GEORGIA

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

December, 2004: Hang Gliding & Paragliding

C L A S S I F I E D S

HAWAII

M I C H I GA N

TEXAS

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.

CLOUD 9 SPORT AVIATION - Aerotow specialists.

We carry all major brand hang gliders and accessories. Cloud 9 Field, 11088 Coon Lake Road West, Webberville MI 48892. Cloud9sa@aol .com, http://members.aol.com/cloud9sa. Call for 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.

AUSTIN AIR SPORTS - Hang gliding and ultralight sales, service and instruction. Steve Burns (512) 236-0031, sburns@austinairsports.com.

Fred Burns (281) 471-1488, austinair@aol.com, www.austinairsports.com.

FLY TRIKES NA PALI – Kauai’s ultimate flying experience. Training in paradise. Full safety equipment and insurance. Craig McMillian, (808) 645-6316, www.flyforsport.com.

PROFLYGHT PARAGLIDING - Call Dexter for friendly information about flying on Maui.

Full-service school offering beginner to advanced instruction every day, year round.

(808) 874-5433, paraglidehawaii.com.

IDAHO

KING MOUNTAIN GLIDERS — Alluring site plus shop supplying all your HG/PG needs.

Instruction, equipment sales, tandems, complete accessories. Visit our Web site www .kingmountaingliders.com or (208) 390-0205.

ILLINOIS

HANG GLIDING CHICAGO – Full-service aeropark, 2 tow planes. Full-time certified instructors, ultralight instructors, East Coast record 217 miles. (815) 325-1685, www.hangglidechicago.com.

RAVEN HANG GLIDING, INC. – Now booking reservations for training hill and tandem aerotow lessons at two locations! (262) 473-8800, www.hanggliding.com, info@hanggliding.com, http://stores.ebay.com/raven-sports.

MAINE

DOWNEAST AIRSPORTS—Paragliding and hang gliding instruction, quality equipment sales. Extended training/tour packages with lodging available. 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) 634-2700, Fax (410) 634-2775, 24038 Race Track Rd., Ridgely, MD 21660, www.aerosports.net, hangglide@aerosports.net.

Hang Gliding & Paragliding: December, 2004

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.

NEW YORK

AAAFLIGHTSCHOOL—InEllenville. Mountain Wings Hang Gliding and East Coast 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.

FLYHIGH,INC.-ServingNewYork,NewJersey, 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 Road, Mohawk NY 13407. (315) 866-6153, dguido@dfamilk.com.

GO...HANG GLIDING!!! — Jeff Hunt. Austin ph/fax (512) 467-2529, www.flytexas.com, jeff@flytexas.com, HILL COUNTRY PARAGLIDING INC. — Learn complete pilot skills. Personalized USHGAcertified 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. U.S. importer of MacPara Technology paragliders (Muse, Eden 2, Intox, Pasha). (713) 494-1970 Houston, www.macparaUSA.com.

U TA H

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

FLYPUERTORICOWITHTEAMSPIRITHG!Flying tours, Rentals, Tandems, HG and PG classes, H2 and P2 intensive Novice courses, full sales.

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

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.

T E N N E SS E E

WA S H I N G T O N

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.

AERIAL PARAGLIDING SCHOOL AND FLIGHT PARK - The premier place to realize your paragliding dream. (509) 782-5543, doug@aerialparagliding.com or visit www.aerialparagliding.com.

PUERTO RICO

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C L A S S I F I E D S

WISCONS I N

RAVEN HANG GLIDING, INC. – Now booking reservations for training hill and tandem aerotow lessons at two locations! (262) 473-8800, www .hanggliding.com, info@hanggliding.com, http://stores.ebay.com/raven-sports.

WYOMIN G

JACKSON HOLE PARAGLIDING — 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).

INTERNAT I O N A L

FLYMEXICO – Valle de Bravo and beyond. www.flymexico.com, 1-800-861-7198, Winter 04/05, 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.

PARAGLIDING COSTA RICA – With the locals.

(908) 454-3431, ftg@fast.net.

SOUTH AMERICA FLYING EXPEDITIONS - Fly Argentina this winter! November-March, 12day custom trips for small groups. $1,850 everything included! You only worry about charging your radio pack. www.flysur.com.

PARTS & A C C E S S O R I E S

BIG EARS PTT - $99.95. Includes speaker and microphone, radio connection, sealed finger switch. Choose the full-face or the open-face model. www.bigearsptt.com (805) 965-3733.

CLEARANCE SALE – Raven Hang Gliding, Inc. inventory reduction sale. Save big on varios, radios, gliders, wheels, downtubes, basetubes, harnesses, helmets, parachutes… if you don’t see it, ask! (262) 473-8800, www.hanggliding.com, info@hanggliding .com, http://stores.ebay.com/raven-sports.

engine parts, harness accessories, electronics, clothing, safety equipment, complete powered paragliding units with training from Hill Country Paragliding Inc. www.hillcountryparagliding. com 1-800-664-1160 for orders only. Office (915) 379-1567.

WINDSOKS FROM HAWK AIRSPORTS INC — PO 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.

GLIDERBAGS – XC $60! Heavy waterproof $100. Accessories, low prices, fast delivery!

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

BIRDFLIGHT-OttoLilienthal’sgeniusinscientific observations and analysis, documented in this work, became the basis for the experimentation of the early pioneers in 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 aviation history.

176 pages, 16 photographs, 89 drawings and 14 graphs. $19.95 (+$5 s/h) Call USHGA at 1-800-616-6888, or order off our Web site, www.ushga.org.

HALLWINDMETER-Simple.Reliable.Accurate.

Mounting brackets, control bar wheels. Hall Brothers, PO Box 1010, Morgan, Utah 84050.

(801) 829-3232, www.hallwindmeter.com.

MINIVARIO—World’ssmallest,simplestvario!

Clips to helmet or chinstrap. 200 hours on batteries, 0-18,000 ft., fast response and 2year warranty. ONLY $169. Mallettec, PO Box 15756, Santa Ana CA, 92735. (949) 795-0421, MC/Visa accepted, www.mallettec.com.

OXYGEN SYSTEMS - The world-class XCR-180 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.

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 amounts 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.

RISING AIR GLIDER REPAIR SERVICES – A full-service shop, specializing in all types of paragliding repairs, annual inspections, reserve repacks, harness repairs. Hang gliding repacks and repair. For information or repair estimate, call (208) 554-2243, pricing and service request form available at www.risingair.biz, billa@atcnet.net.

SOARING—MonthlymagazineofTheSoaring Society of America Inc. Covers all aspects of soaring flight. Full membership $64. SSA, PO Box 2100, Hobbs NM 88241. (505) 392-1177, ssa.org.

TANDEM LANDING GEAR - Rascal™ brand

by Raven, Simply the best. New & Used. (262) 473-8800, www.hanggliding.com, http://stores .ebay.com/raven-sports info@hanggliding.com.

*NEW* STARTING POWERED PARAGLIDING - Great intro to powered paragliding. From the 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. www.ushga.org.

CLOTHING – Embroidered and screenprinted shirts and hats with sharp hang glider artwork. Raven, Wills, TTT, and other brands. (262) 473-8800, www.hanggliding .com, http://stores.ebay.com/raven-sports, info@hanggliding.com.

WARM FLIGHT SUITS AT MPHSPORTS.COM. Flight suits flight suits flight suits flight suits flight suits flight suits flight suits flight suits flight suits flight suits flight suits flight suits. mphsports@comcast.net, (503) 657-8911.

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,

WHEELS FOR AIRFOIL BASETUBES WHOOSH! Wheels™ (Patent Pending), Moyes/ Airborne & Wills Wing compatible. Dealer inquiries invited. (262) 473-8800, www .hanggliding.com, info@hanggliding.com, http://stores.ebay.com/raven-sports.

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PUBLICATIONS & ORGANIZATIONS

VIDEOS & DVDS

VIDEOS FROM USHGA – WWW.USHGA.ORG

*NEW* LIFTING AIR For Paragliding - How to Thermal and Soar. Master the principles of lifting air. Learn where to look for thermals and ridge lift, how to stay in the lifting air to climb efficiently, and how to deal appropriately with the dynamics of the soaring conditions. 40 minutes. $39.95. ALSO AVAILABLE IN DVD, same great price. www.ushga.org.

December, 2004: Hang Gliding & Paragliding

C L A S S I F I E D S

*NEW* PARAGLIDER TOWING Instructional.

Learn the fundamentals of paraglider towing.

Basic how-to and safety tips. 24 minutes. $24.95 ALSO AVAILABLE IN DVD, same great price. www.ushga.org.

MISCELLANEOU S

“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).

APPAREL, VIDEOS, BOOKS & POSTERS — Check out our Web page at 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 911:00 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 is 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. December 20 is the deadline for the February issue. Please make checks payable to USHGA, P.O. Box 1330, Colorado Springs, CO 80901-1330, (719) 632-8300.

Fax (719) 632-6417 or email ushga@ushga.org your classified with your Visa/MC or Amex.

STATEMENT OF OWNERSHIP, MANAGEMENT AND CIRCULATION, PS Form 3526

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Publication Title: HANG GLIDING & PARAGLIDING Publication Number: ISSN 1543-5989 Filing Date: September 29, 2004 Issue Frequency: Monthly Number of Issues Published Annually: 12 Annual Subscription Price: $42.00 Complete Mailing Address of Known Office of Publication: 219 West Colorado Avenue, Suite 104, Colorado Springs, El Paso county, Colorado 80903-3338 Complete Mailing Address of Headquarters or General Business Office of Publisher: Same Full Names and Complete mailing Addresses of Publisher, Editor, and Managing Editor: Publisher: United States Hang Gliding Association, Inc., Jayne DePanfilis, PO Box 1330, Colorado Springs CO 809011330. Editor & Managing Editor: C.J. Sturtevant, 502 Ogle Avenue NE, North Bend WA 98045.

Owner: United States Hang Gliding Association, Inc., 219 West Colorado Avenue, Suite 104, Colorado Springs, Colorado 80903-3338.

Officers, at the time of filing: Randy Leggett, President, 7112 Little Creek Road, Bangor PA 18013; Lisa Tate, Vice President, 11716 Fairview Avenue, Boise ID 83713; Elizabeth Sharp, Secretary, 5555 Bowron Place, Longmont CO 80503; Felipe Amunategui, 3122 Huntington Road, Shaker Heights OH 44120.

Known Bondholders, Mortgagees, and Other Security Holders Owning or Holding 1 Percent or More of Total Amount of Bonds, Mortgages, or Other Securities: None.

Tax Status: The purpose, function, and nonprofit status of this organization and the exempt status for federal income tax purposes: Has Not Changed During Preceding 12 Months.

Hang Gliding & Paragliding: December, 2004

13. Publication Title: HANG GLIDING & PARAGLIDING 14. Issue Date for Circulation Data below: Sept. 2004.

15. Extent and Nature of Circulation 15a. Total Number of Copies: Average Number of Copies Each Issue During Preceding 12 months: 9,982; Number of Copies of Single Issue Published Nearest to Filing Date: 9,789.

15b. Paid and/or Requested Circulation.

15b1. Paid/Requested Outside County Mail Subscriptions Stated on Form 3541: 9,643 avg./ issue preceding 12 months; 9,489 for Sept. 2004.

15c. Total Paid and /or Requested Circulation: 9,643 avg./ issue preceding 12 months; 9,489 for Sept. 2004.

15d. Free Distribution by Mail 15d1. Outside County as Stated on Form 2541: 0 avg./issue preceding 12 months; 0 for Sept. 2004.

15e. Free Distribution Outside the Mail: 21 avg./issue preceding 12 months; 10 for Sept. 2004.

15f. Total Free Distribution: 21 avg./issue preceding 12 months; 10 for Sept. 2004.

15g. Total Distribution: 9,664 avg./issue preceding 12 months; 9,499 for Sept. 2004.

15h. Copies not Distributed: 318 avg./issue preceding 12 months; 290 for Sept. 2004.

15i. Total: 9,982 avg./issue preceding 12 months; 9,789 for Sept. 2004.

15j. Percent Paid and/or Requested Circulation: 99% avg./issue preceding 12 months; 99% for Sept. 2004.

16. Publication of Statement of Ownership will be printed in the December 2004 issue of this publication.

17. I certify that all information furnished on this form is true and complete. Jeff Elgart, Circulation, September 29, 2004.

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.

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 ...........................57 Aerolight .................................................30 AIR ATOS.................................................57 Angle of Attack .......................................52 Apco Aviation..........................................26 Atlanta Hobby.........................................57 Cloud 9 Soaring Center ..........................57 Critter Mountain Wear ............................22 Dan Johnson ...........................................38 Digifly .....................................................30 Flight Connections ..................................57 Fly Mexico...............................................57 Flytec ..................................................... 80 Hall Brothers ...........................................50 Hang Dog ...............................................57 High Energy Sports .................................50 Independence/Fly Market .......................36 Just Fly ....................................................47 Kitty Hawk Kites ......................................58 Microgliders ............................................57 Mojo’s Gear ............................................56 Moyes America .................................54, 57 Peak to Peak Paragliding .........................20 Pro Design ................................................8 Sport Aviation Publications .....................29 SuperFly ......................................16, 58, 71 Thermal Tracker ......................................28 Torrey Pines ............................................37 Totally Awesome Flying Sports .................2 Traverse City ...........................................18 U.S. Aeros ...............................................46 USHGA Calendar.....................................10 USHG Foundation ................................... 13 Wills Wing.........................................58, 79 77

© By Dan Johnson <dan@bydanjohnson.com> www.bydanjohnson.com

P DR EO P D A U C R TT M L IE NNE TS

Delta Wing Kites was a leader for many years and Bill’s company released numerous essential products. The gliders developed rapidly in those early days and Delta Wing was right in the forefront. However, as Bill came from a tow-flying orientation, he also sold tow equipment and floats. His company was one of the first to promote “back-up parachutes,” and he offered the first commercial powered backpack power setup of which I’m aware.

Besides his technical developments for hang gliding, he was also one the sport’s genuine characters, always with a quick smile and a joke. Most would agree he was one of a kind! Bill,we’ll miss you. ••• Well, it was after all a Moyes reunion. Moyes USA sponsored the event in concert with Wallaby Ranch. Naturally, Ken Brown put plenty of pilots on demo Moyes gliders. A Doodlebug flew many times and, of course, the Dragonflies did the towing—all are Moyes (or Bailey/Moyes) products. Ken was pleased with the results as he took orders at the event and believes he’ll see more in the weeks ahead. Together with Wallaby, Ken and his wife did a bang-up job with the event and all 350 or so attendees had a terrific time. ••• Even though it was a Moyes reunion—and perhaps as a sign of our growing maturity as an industry—A.I.R. man Felix Ruhle showed up with four of his still-quite-new ATOS VX designs. Felix reports about 45 VXs are flying, but it was the first time I saw one live. What a beautiful construction, from its compound leading edge to its cascading spoilerons to its shapely all-carbon control bar to its high-tech leading edge junction hidden under a nose cone! VX is built big for tandem flying with a 46-foot span, 172 square feet of area, and 92 pounds of empty weight. ••• My tandem flight with Ruhle proved to be an excellent way to check out a new wing. Felix gave tips about operation while we were skying out in decent thermals. When I took over the controls, I didn’t squeeze as much out of it, but I did credibly well…enough so that following lunch at the Ranch, I took up Malcolm’s new specially configured VX for a solo flight. In a word: impressive! Nice job, Felix and crew. � The ATOS effort has been a solid one over the years. Ruhle reports selling 980 ATOSs since the first one went out the door. Given their lofty prices, this is an enviable sales record for a new kind of hang glider wing.

The tandem-capable VX is priced at 12,500 euros, which at today’s exchange rates is about $15,600, a rather wide gap from flex wings at something over $6,000, but this VX is a different bird altogether and you have to pay for technology this high. While I enjoyed free-flying the wing, I admit I looked at the VX as a soaring trike wing, given its capacity to carry almost 500 pounds of load (Felix said A.I.R. is also pursuing use of the VX on nanotrikes). It appears as well suited for that use as it is for big pilots or tandem operations. I feel sure you’ll hear more about ATOS VX in the months ahead. ••• 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. THANKS!

WALLABY RANCH, FL—While northerners prepare for winter and snow, it’s hot and sunny here in Florida. I’m in the state for a collection of aviation events, kicked off by a big gathering at Malcolm Jones’s “Ranch.” ••• They called it the Moyes Boys Reunion. When most of us hear “reunion” we think of class reunions, and many groan about having to attend. But since I’d missed similar gatherings like Dockweiler and Grandfather Mountain, I was pleased to make this one. I saw old friends I hadn’t seen in 20+ years. But what really moved me was meeting John Dickenson, who may have been THE man who invented the hang glider as we know it today. � John taught both Bill Moyes and Bill Bennett to fly “ski kites,” as they were then called. Moyes went on to become a major brand name. Bill Bennett once directed a leading company that gave Bob Wills his start in the business.

Without John Dickenson, modern hang gliders might not have evolved as soon…or maybe at all! Who knows? � John tells a great tale about how he happened into this endeavor. A water ski club, of which John became a member, planned their annual event and assigned John the duty of building and flying a towed kite. They were thinking of a flat kite or some variation. But early in 1963, John saw photos of Francis Rogallo’s work. From January when the club made their request, to November when the event occurred, Dickenson developed an airframe for Rogallo’s wing design and added a version of the control bar we accept as standard today. He even filed a patent for the invention way back in 1963. His total cost: $24. John added many other facts that I found fascinating but which are too numerous to present here. For a more complete account of the Dickenson story go to www.bchpa.org/ newsletter/may04/hghistory.htm. � John mentioned that the British Hang Gliding Association (BHPA now) gave him a free lifetime membership in recognition of his groundbreaking work to develop the modern hang glider. Other nations have also honored John but the U.S.—arguably the biggest benefactor—has never formally recognized his formative work. Perhaps it’s time we changed that!

For a minor annual expenditure, USHGA could provide John with a complimentary membership. It seems a small gesture for a man whose work has given so many of us so much pleasure. ••• One glaringly obvious missing element in the Moyes reunion festivities was Bill Bennett.

As reported here last month, Bill perished in a trike accident in early October. He was reportedly pursuing lessons and had taken the front seat after a few flights in the rear. Details will surely follow, but hang gliding has clearly lost one its true pioneers. For pilots with some memory, “Uncle Bill,” as he was affectionately known to many, was one of the first brand names they knew.

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