USHPA Hang Gliding & Paragliding Vol36/Iss9 September 2006

Volume 36 Issue 9 September 2006 $4.95

A Publication of the United States Hang Gliding and Paragliding Association

www.ushga.org

Lisa Tate, President: lisa@soaringdreamsart.com Felipe Amunategui, Vice President: dr.amunategui@att.net Elizabeth Sharp, Secretary: Elizabeth.Sharp@heii.com Mark Forbes, Treasurer: mgforbes@mindspring.com REGION 1: Bill Bolosky, Mark Forbes. REGION 2: Jim Macklow, Urs Kellenberger, Paul Gazis. REGION 3: David Jebb, John Greynald, Tad Hurst. REGION 4: Steve Mayer, Jim Zeiset. REGION 5: Lisa Tate. REGION 7: Tracy Tillman.

REGION 8: Gary Trudeau. REGION 9: Felipe Amunategui.

REGION 10: Steve Kroop, Matt Taber. REGION 11: Gregg Ludwig. REGION 12: Paul Voight. REGION 13: Dick Heckman. DIRECTORS AT LARGE: Russ Locke, Elizabeth Sharp, Dennis Pagen, Bruce Weaver, Riss Estes.

HONORARY DIRECTORS: Bob Hannah, Steve Roti, Connie Locke, Ed Pitman, Jennifer Beach, Dutcher Sterling, Len Smith, Bill Bryden, Randy Leggett, John Harris, Jan Johnson. EX-OFFICIO DIRECTORS: Art Greenfield (NAA).

The United States Hang Gliding and Paragliding 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 USHPA supervision of FAI-related hang gliding and paragliding activities such as record attempts and competition sanctions.

The material presented here is published as part of an information dissemination service for USHPA members.

The USHPA 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 © 2006 Hang Gliding & Paragliding magazine.

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 1500 to 3000 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 or other USHPA business, call (719) 632-8300, or email ushga@ushga.org.

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The USHPA is a member-controlled sport organization dedicated to the exploration and promotion of all facets of unpowered ultralight flight, and to the education, training and safety of its membership. Membership is open to anyone interested in this realm of flight. Dues for Rogallo membership are $69.00 per year (of which $15 goes to the publication of Hang Gliding & Paragliding magazine), ($90 non-U.S.); subscription rates only are $52.00 ($63 non-U.S.). Changes of address should be sent six weeks in advance, including name, USHPA number, previous and new address, and a mailing label from a recent issue. You may also email your request with your member number to: ushga@ushga.org.

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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 USHPA HEADQUARTERS IN COLORADO SPRINGS.

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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.

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USHPA Officers and Executive Committee:

Canadian Post Publications Mail Agreement #40065056.

Canadian Return Address: DP Global Mail, 4960-2 Walker Road, Windsor, ON N9A 6J3

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Jayne DePanfilis, Executive Director: jayne@ushga.org Rick Butler, Information Services Director: rick@ushga.org Martin Palmaz, Business Manager: martin@ushga.org Erin Russell, Office Manager: erin@ushga.org Michelle Burtis, Member/Instructor Services Administrator: michelle@ushga.org

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

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Office Staff:

HANG GLIDING & PARAGLIDING (ISSN 1543-5989) is published monthly by the United States Hang Gliding and Paragliding Association, Inc., 1685 W. Uintah St., Colorado Springs, CO 80904, (719) 632-8300, FAX (719) 6326417. PERIODICAL postage is paid at Colorado Springs, CO and at additional mailing offices.

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Jayne DePanfilis, Publisher: jayne@ushga.org C. J. Sturtevant, Editor: editor@ushga.org Joe Hartman, Art Director: jhartman@brandingironmedia.com Martin Palmaz, Advertising: martin@ushga.org Thayer Hughes, Contributing Editor: thayer@ushga.org Staff writers: Matt Gerdes, Joe Gregor, David Jebb, Steve Messman Staff artist: Jim Tibbs

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

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

Breathtaking view!

Photo: Jeff and Ursula Christol

Flight Report: First Time Thermal Soaring . . .6

DEPARTMENTS Editor’s Corner . . . . . . . . . . . . . . . . . . . . . . . . 7 Pilot Briefings: News and Events . . . . . . . . . . 8 Air Mail: Readers Write In . . . . . . . . . . . . . . . 10 Foundation . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Master’s Tips . . . . . . . . . . . . . . . . . . . . . . . . 15 HG Accident Reports . . . . . . . . . . . . . . . . . . 17 Flight Report: Three Amigos Fly the Big One! . . . . . . . . . . . . . . . . . . . . 24 Comp Corner . . . . . . . . . . . . . . . . . . . . . . . . 29 Travel: Ozone XC South Africa Safari . . . . . . 31 Flight Report: Reflections on Soaring . . . . . . 38 Feature Article: Become a Weather Guru . . . . . . . . . . . . . 42 Travel: La Vida Loca, Part 1 . . . . . . . . . . . . . 46 Travel: The Russian Paragliding Open . . . . . 61 Gallery . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65 Calendar . . . . . . . . . . . . . . . . . . . . . . . . . . .69 Marketplace . . . . . . . . . . . . . . . . . . . . . . . . . 71 New Ratings . . . . . . . . . . . . . . . . . . . . . . . . . 73 Classifieds . . . . . . . . . . . . . . . . . . . . . . . . . . 74

BASIC QUESTIONS ABOUT HANG GLIDING: THE REAL ANSWERS The next time you find yourself being barraged with questions from curious wuffos, consider these tongue-incheek answers. Some may be closer to the real truth than we’d like to admit.

By Rodger Furey. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13

MORE HANG GLIDING STAMPS OF THE WORLD This final installment of the second series of Stamps of the World articles includes a fine collection of hang glider postal images from countries near and far – and, for the first time, a paraglider makes an appearance on a postal image.

By Terry Ferrer ©2005 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21

THE BUZZARD HANG GLIDING CLUB’S 31-YEAR CELEBRATION FLY-IN This back-East club has been hangin’ and gliding for over three decades.

Last summer’s fly-in was a time to remember the old days and photograph the present.

By David “Toad” Smith. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35

One Last Thought . . . . . . . . . . . . . . . . . . . . 78

MY LONGEST NIGHT: PART TWO

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

A simple out-landing became a nightmare retrieve due to miscommunications and muddled planning.

The authors offer suggestions for meet organizers and participants to make retrieve or rescue rapid and efficient.

By Naomi M. Gray . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50

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Photo: Jimmy Hall

Abe Laguna soaring a north wind on Oahu’s famous North Shore

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In a few hours, it will all be recollection.

In between, it's why you fly.

Why settle for anything less than everything the experience has to offer?

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It's all about the flying.

WWW.WILLSWING.COM 500 WEST BLUERIDGE AVE. ORANGE. CA 92865 TEL: 714-998-6359 FAX: 714-998-0647

AN OLD-TIME PILOT WITH A KNACK FOR ATTRACTING NEW STUDENTS A hang glider pilot since the mid-’70s, Region 7 director Tracy Tillman is totally tuned into the challenges facing today’s hang gliding community.

By C.J. Sturtevant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52

TAI CHI FLYING Martial arts training may help pilots obtain skills – both physical and mental – that will improve their technique, endurance, and ability to stretch their limits safely.

By Jack Grisanti . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57

Gallery. . .65

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Photo: Vince Barry

Ah, summer! My husband George and I just than hang pilots – or perhaps it’s just the ease of returned from a fabulous flying vacation in traveling with such a compact wing. Matt Gerdes, Switzerland and France. We’ve been to Europe our 20-something world-traveling staff writer, renumerous times with our hang gliders, and this ports on the mind-boggling heat and wind and was our third trip as paraglider pilots. It was in terrain in the South African desert. His group Europe that we were introduced to the social cus- wrapped up their trip with some coastal soaring, toms that make launching, landing and flying at and Matt suggests that those of us who don’t fancy biwingual sites go so smoothly and safely. I was flying in a blast furnace skip the desert and enjoy looking forward to taking some photos of pilots the coastal soaring in this exotic destination. Jeff sharing the setup and breakdown areas, and was and Ursula Cristol have been trekking about in disheartened to see almost no hang glider pilots, at the big mountains of the world for some time. A any of the dozen sites we flew, many of which I’d recent trip took them to Russia, where Jeff was the flown in my hang glider in the past. I travel with first U.S. pilot to compete in the Russian chama paraglider at least partly because it’s infinitely pionships. His report emphasizes that, when you easier to take a bagwing on an airplane. But where travel abroad with your wing, the experience is were the hang pilots who live in Europe? Not at perhaps only minimally about the airtime. Karl Chamonix, or Annecy, or Verbier, not during this Decker didn’t cross an ocean to get to Mexico, but prime flying season. I got a real red-flag feeling in his south-of-the-border paragliding trip presentthe pit of my stomach from their absence, but I’m ed enough cultural challenges – and spectacular not sure what conclusion to draw. flying – to satisfy his quest for adventure.

So, I came home with no photos of hangs and Becoming safer, more capable pilots is someparas sharing sites in Europe. Thankfully that’s thing we all strive for. Our monthly accident report not the situation here in the NW, where we regu- columns detail specifics of pilot accidents, but in larly fly together. And judging from the submis- many cases the lessons to be learned apply to all sions to our magazine, the hang pilots on our side pilots regardless of the wing flown. Joe Gregor’s of the big pond are definitely out there having fun analysis of a hang gliding towing accident points (or at least having adventures) all across the coun- out the potential dangers in altering routine or try. In this issue, Pete Lehmann reports in the equipment in less-than-benign conditions. David Comp Corner about Region 9’s regional competi- Jebb’s Master’s Tips on developing a fl ight plan tion – finally the East Coast weather cooperated uses details specific to paragliding, but the basic for a decent regionals, and several of the winners tenets of gathering information, assessing one’s reported spectacular hang gliding fl ights in this limits and making a personal plan apply to every scenic and challenging area. From the Southeast, pilot, every fl ight. Oregon hang gliding instructor David Smith reports on the anniversary fly-in at John Matylonek provides a tutorial for obtaining Hibriten and Moore Mountain, reflecting on 31 accurate weather information to help you formuyears of hang gliding history in this section of late your fl ight plan. Paraglider pilot Jack Grisanti the country. Mid-west hang pilot and Region 7 suggests that physical agility is a significant comdirector Tracy Tillman was recently interviewed ponent of competent flying, and shares how pracby Chris Christophersen; Tracy is profiled in this ticing tai chi has greatly enhanced both his skill issue. In the August magazine we left Naomi Gray and his confidence on the ground and in the air.

Finally, staff writer Steve Messman reminds us and her hang glider stranded in a small clearing on a Northwest mountainside. This month she de- that there are some things in this world that we tails how she escaped that predicament, and offers just can’t control, gas prices being one of them. Get suggestions to help prevent others from experi- creative, work around the challenges – but go fly!

As always, this magazine is only as good as it encing the same “adventure.” Rodger Furey, with tongue firmly in cheek, provides some REAL an- is because so many of you took the time to write swers to questions we often are asked about the about your flying and send in your photos. Your basics of hang gliding. And, as proof that hang submissions are the lifeblood of this publication gliding is recognized as a colorful, exciting activi- – please keep ‘em coming! You can reach me at ty throughout the world, Terry Ferrer presents the editor@ushga.org. last segment of his Stamps of the World series.

Paraglider pilots seem to have more wanderlust

C.J. Sturtevant Attention Contributors: This magazine was laid out in late July, and went to press on August 10th. If you have time-sensitive material, please be sure it’s in our hands by the 6th of the month, TWO MONTHS prior to the intended publication month.

Thanks!

The Second Bay Area Pilot Summit and Banquet will be held in San Francisco in conjunction with the 2006 fall USHPA board of directors’ meeting on Saturday, October 7. Last year, nearly 175 pilots and friends from six regional clubs gathered, and the 2006 Summit promises to be even bigger and better!

Seating is very limited and is expected to sell out quickly. More information about this exciting event is available online at ushga.org.

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Critter Mountain Wear is proud to import and distribute the full line of products from the French company Nervures.

Escape from overcrowded takeoffs to launch with cool serenity, share a mountain fl ight with good friends, or travel the world in search of poetic fl ights amidst stunning landscapes… That’s what the pilots and designers at Nervures dream of. Inspired by this vision, their philosophy is based on the freedom from constraints. The goal is to preserve the spirit of free fl ight. Nervures research, based on weight reduction, is also valuable for security: A light canopy is easier to control in harsh conditions.

But “light weight” does not mean “light duty.” The high-performance fabrics have been carefully selected and field-tested, and exhibit excellent resistance to aging.

Believing that the pilot and the wing must work together in harmony, the company works hard to produce the legendary Nervures handling: a progressive and linear feedback that makes the pilot feel at one with the wing. Beginner, expert, mountain addict or free-fl ight vagabond, there is a Nervures paraglider designed to share your adventures. Easy to inflate and graced with intuitive piloting, it will give you true freedom. Whether in the bag or in fl ight, your Nervures wing will become a natural extension of yourself.

Nervures has been the leading brand in lightweight paragliders and paragliding equipment for the last 10 years.

They are still unrivaled in the quality-toweight ratio which is attained through continuous research and development. To

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FAA Renews USHPA’s Aerotowing Exemption

Renato Lopes on the SOL Sonic

The well-known acro pilots Hernan Pitoco (Argentina) and Horacio Llorenz (Spain) have joined the SOL acro team, and will be part of the development team as well. Flying in the 2006 Acrofolies with SOL’s new acro glider, the Sonic, Horacio was third in the solo comp, and SOL pilot Renato Lopes was fifth. In synchro, the SOL team of Renato Gonçalves and Renato Lopes placed third.

More information on all things SOLar is available at http://www.solparagliders .com.br/.

New Entry-Level Wing From APCO Is Guaranteed to Please!

APCO’s latest addition to its line of paragliders is the Karma, offering DHV 1 security at all speeds. The Karma was

The KARMA

Photo: Peter Darian

The Nervures Huapi

Photo ©Parapente Valley

By Richard Kocurek (“Critter”)

date they produce the lightest paraglider designed for new pilots just completing on the market (the Huapi Mountain XS, training, or for any pilot searching for 2.85 kg, up to 85 kg take-off weight) as a wing which inspires confidence while well as the lightest harness (Nervures at the same time providing the handling Expé, 295 g to 350 g). and performance to fly high and far.

For more information about the When equipped with specially designed Nervures or Critter Mountain Wear risers, the Karma is also an ideal paramoproducts, visit www.crittermountainwear tor wing. .com, send an email to critter@ The Karma is certified in all four crestedbutte.net or call 1-800-686-9327. sizes, XS to L. APCO is so certain of KARMA’s instant success that they offer a 30-day money-back guarantee SOL’s New Sonic Performing Well in (APCO’s exclusive offer – details with Paragliding Acro Competition dealers). Find information on all APCO products at http://www.apcoaviation .com/.

Photo courtesy APCO

It’s Time to Go Wild!

Nervures Paragliding Products, Designed for the Natural-born Adventurer

Towing hang gliders behind ultralights requires a special exemption from the FAA that must be renewed every two years. In June, USHPA Executive Director Jayne DePanfi lis’s petition for renewal of exemption #4144K was granted, to “allow USH[P]A members to tow unpowered ultralight vehicles (hang gliders) using powered ultralight vehicles.”

This renewal extends the termination date of the aerotowing exemption to June 30, 2008, “unless sooner superseded or rescinded.” Tow on!

Attention Hang-3 Pilots With XC Aspirations: The TTT Team Challenge Is Designed for You! Are you wanting to fly with the “big boys” but not excited about always being left behind? Have you been thinking of competing but can’t justify the expense?

If so, here’s a competition that’s customtailored for your flying needs.

The Tennessee Tree Toppers Team Challenge is an event focused on providing Hang-3 pilots a fun learning

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experience in cross-country flying and beginning competition skills. Teams will be led by experienced “A” pilots who will guide, coach, and mentor their less experienced “B” and “C” team members in the discipline of cross-country flying.

The primary purpose of this competition is to encourage and expose Hang3 pilots to the challenge of flying hang gliders cross-country in the Sequatchie Valley, arguably one of the best XC sites in the world. Additional opportunities for learning are provided with nightly presentations by local and national hang gliding XC experts.

The rules reflect the focus on encouraging H-3 pilots, and aim to discourage “stacked” teams of “A” pilots or teams with multiple rigid wings. Teams will be comprised of five pilots, at least two of which must be pilots with minimal XC experience. Ideally, teams will consist mainly of pilots flying intermediate kingposted flex wings, with only one or two highly experienced pilots per team.

A H-3 rating is required to fly at the

TTT Whitwell site. There are no NTSS points available for this competition.

To encourage intermediate pilots’ participation, the Tree Toppers will sponsor selected up-and-coming Hang-3 pilots with free entry. To apply, email meet director Mark Furst at mk1st@idcnet.com.

Describe yourself, your hang gliding experience, and why you think you should be here.

Competition prizes will be awarded, in a ceremony at the closing party, to the top five teams based on overall team points. Other prizes generously donated by various manufacturers will also be presented.

The competition flying dates are October 1-7; the event begins with a pilots’ meeting on Saturday, September 30, at 6:00 p.m. CT at meet headquarters at the TTT Henson’s Gap launch near Dunlap, Tennessee. The club site features a clubhouse, pavilion, great camping, electrical hookups, and showers available on-site. Come to the beautiful Sequatchie Valley for some great

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gaggles and downwind sprints in The Hang Gliding Capital of the East, home of the Tennessee Tree Toppers. See www .treetoppers.org for more information and an application.

Darren Darsey at the Oregon coast

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First of all, the overall winner of this competition (Open Class) was Brett Zaenglein, one of my mentors and generally a much better pilot than I – not to mention one of the reasons I even went to the competition in the first place, and certainly the chief reason that I didn’t sink out on the first day!

Second of all, the only reason I ended up ahead of Matt Beechinor was that I got bumped up and kicked a little farther downwind while landing at the end of the first day. We basically flew wingtip to wingtip the entire time.

I was only lucky enough to win the Serial Class, by a hair’s breadth margin, and I should have made it more clear that it was actually Brett Zaenglein who was the real winner overall!

My apologies to my fellow USHPA constituents, who I have let down with The opinions expressed in the letters pub- Who’s Where on the Podium these inaccuracies, and especially to lished in this column are those of the authors (email, 5/31) and do not necessarily reflect those of the Last May you published my article Brett Zaenglein, who should not spend magazine staff or USHPA officials. While about flying in the Pantanal region of so much time fishing in Alaska because every effort is made to verify facts stated in Brazil (“Gliders in the Swamp”). A cap- his true calling is obviously XC flying. letters, readers are urged to check the accu- tion in this article was misleading due Matt Gerdes, USHPA #75421 racy of any statement before taking action or to a lack of information in my article, forming an opinion based on the contents of and I feel obligated to clarify a couple of a letter. things.

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The Foundation for Hang Gliding and Paragliding: One Pilot’s Perspective

By Paul Gazis

The Foundation for Hang Gliding and Paragliding is a 501(c)(3) nonprofit public charitable corporation that can accept contributions on a tax-deductible basis. It began life in the mid-1980s as a means to raise funds to support U.S. pilots in world competition. Over the next decade or so, the Foundation provided support for a succession of world teams, women’s world teams, and paragliding world teams. Between 2000 and 2001, it was reorganized and its mission was expanded to include education and site preservation.

Like many of us, I paid little attention to these developments. As a die-hard recreational XC pilot, I had little interest in major comps except as a motivation for the development of better wings.

“Education” sounded a bit vague. And the Foundation’s mission of “site preservation” seemed unrealistic. Oh, I could imagine buying the occasional obscure launch or LZ in God-forsaken Bend, End of Nowhere, Alaska, but I wondered how a community as small as ours could possibly hope to secure access to sites near the major urban areas where most of us live. I could do the math as well as anyone. If 10,000 pilots contributed $100 to the Foundation, that might raise a million dollars, but a site like Elsinore, on prime California real estate, is worth something like $2,000,001,000,000.57, which would leave us about 2 trillion dollars and 57 cents short.

Or so I thought…

The Foundation report at the last BOD meeting was an eye-opener. It appears that I’d underestimated the power of human ingenuity. In particular, I had failed to account for the existence of groups like the Nature Conservancy, that seek to buy land for recreational use, and the concept of “easements,” by which a partner in a land purchase can obtain the right to use parts of that land for a specific purpose. Such as launching and landing hang gliders. Or paragliders. Or rigid wings. In effect, an easement allows one to secure access to a site

without all the tedium of actually buying the place, owning it, maintaining the parts you don’t use, and/or defending it from mutant alien invaders from another dimension. While I’d been doing my careful calculations, the Foundation had been going out and securing access to forreal flying sites that people have actually heard of.

A summary of the Foundation grants for 2004 and 2005 tells the story. During that time, the Foundation spent approximately $60,000. Of this amount, approximately $41,000 (68%) was spent on site preservation, $15,000 (25%) was spent on entry fees for various World competitions, and a trifl ing $4000 (7%) was spent on clinics, site guides, certification programs, and the like. The site preservation effort included: • A matching grant for the purchase of the Sand Turn LZ in Wyoming.

• A matching grant for the purchase and easement of the West Rutland launch in Vermont. What? Hey, I’ve flown there!

• A matching grant to the Arizona HGA to help secure and develop Mingus. Hey, I’ve flown there, too – a nice little 45-miler to Black Canyon, followed by a pleasant dinner in Jerome.

• A grant commitment, recently fulfi lled, to help secure the south side of… ye gods… Point of the Mountain?

• Legal assistance for Henson’s Gap and Embreville, an NPS-required biological assessment at Mount Howard in Oregon, major site maintenance at Dog Mountain, and a host of other nuts-and-bolts activities of this sort.

These were impressive accomplishments. And I was quite impressed. I mean… like… Point of the Mountain?

The mind boggles – at least my mind does.

Maybe they could manage something at Elsinore – even if they did misspell its name (Elsignore?) on the Foundation Web site.

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For a new organization with limited funds, limited support, and essentially no publicity, this is an amazing start.

If they can keep up the pace, securing access to twice as many sites each year as they did the year before, then by 2040 we should be able to secure access to one hang gliding site for every man, woman, and child on the planet. On a more realistic level, the Foundation could work for us much like the Access Fund does for the rock climbing community – keeping sites open and helping to represent us to the general public.

Of course, with any new organization, particularly one that involves an opinionated community like ours, there will be questions. Here are some that I’ve asked, along with the best answers I could find: Question: What is the connection between the USHPA and the Foundation?

Answer: As little as possible. While most of the current directors of the Foundation are pilots, and some have served on the USHPA BOD, the organizations are entirely separate.

Question: If the organizations are separate, what guarantee do we have that the Foundation won’t someday take our money and invest it in some non-flyingrelated activity, such as orbital bungee jumping? Answer: I suppose it could, but the Earth could also get hit by a giant asteroid. I’ll take my chances.

Question: This easement business sounds too good to be true. What’s the catch? Answer: It won’t always work.

Question: All I care about is (choose one: site preservation, education, or comps). Why does the Foundation waste money on (all that other stuff )? Answer: For now, I think that 68/7/25 split is about right. Don’t you?

Question: What are the Foundation’s plans for the future? Answer: Grow bigger. Get a permanent endowment. Do more for our sport. I suppose they might also look into orbital bungee jumping if we’re menaced by a giant asteroid.

The final remaining question is, what can or should we do to support the

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Foundation? I imagine that contributions would always help. Indeed, I’ve begun to send them a bit of money myself because… gee… Mingus? Point of the Mountain? I suspect they could also benefit from member involvement, grass-roots support, and a bit of local activism. In particular, their Web site could use some work (“Ah ha, Mister Death!

Prepare to face the trusty blade of… El Signore!”).

If you want to know more, check out their ad in this issue of Hang Gliding & Paragliding or check out their unexpectedly novel Web site at http://www.ushgf .org/.

Paul Gazis is a long-time pilot and a member of the King’s Musketeers. Along with his companions Aramis, Porthos, and Atos VX, he has flown the length and breadth of France defending the Queen’s honor against the insidious forces of El Signore. In quieter times, he serves as USHPA director for Region 2.

Ozone pilots flying the aptly named Paradise Ridge in Wilderness, South Africa

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Dan Veneman dangling from a tiny little strap, thousands of feet above Yosemite Valley

Basic Questions About Hang Gliding: The REAL Answers

By Rodger Furey Photo by Dan Veneman

How do you steer?

Steering a hang glider is like steering a horse. You can tell it which direction you want to go but you’re never really sure you’re going to go that way until you actually do. This is true for the beginner who doesn’t know quite how to persuade the glider to turn, all the way to the highly experienced pilot getting whaled on by the elements.

visiting. Eighteen thousand feet (above sea level) is the highest we can legally fly.

It can be easily argued that anyone who flies higher than they’re willing to fall is not operating with a full deck.

How long do flights last?

As a beginner you can time your flights with a stopwatch. After you’ve ruined a couple pairs of jeans, and recovered from a handful of face-plants, you can launch How high/far can a hang glider go? from higher places with somewhat longer Strapped to the roof of your truck a flights. Eventually you will find yourself hang glider can go vast distances, and fre- so indoctrinated and addicted that you’ll quently does. Most people fly around in be willing to throw yourself off windy circles and land near where they launched. cliffs where your flights can last anyOther people fly tens, sometimes hun- where from a few seconds (bad) to many dreds of miles and land at a place they hours (good). would otherwise have zero interest in September 2006: Hang Gliding & Paragliding – w w w.ushga.org

Where can hang gliders launch and land?

You can launch from any elevated slope where you won’t hit a tree, get shot by a landowner or arrested. Just make sure it, and you, are adequately insured

by USHPA. Some people get towed up by trucks or wimpy-looking little aircraft called ultralights. Your first impression is correct – those people are loco.

How safe are hang gliders?

Come on, do you really have to ask that question? They’re not. You’re talking about dangling yourself from a tiny little strap, thousands of feet in the air on a flimsy structure made up of thin-wall aluminum tubing and fabric, for crying out loud. We’re all nuts.

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Is lots of wind necessary to launch/fly/land?

No. But if there is wind, it helps if it is blowing in the right direction.

How do gliders gain altitude?

That’s a secret. Cough up a few grand, sell your house, buy all the latest and greatest equipment, alienate your wife and all your non-hang gliding friends and family, get yourself a real nice SUV (you’ll be living in it), and maybe we’ll tell you.

What sort of temperatures are encountered in flight?

In the USA the temperatures are usually Fahrenheit. In Europe they are Celsius. If you’re a brainiac they may even be Kelvin or Rankin.

Is hang gliding physically demanding?

Hell, yeah. Try hauling a 50-pound glider up a training hill all day in the middle of the summer, or struggling with your glider on a windy launch, or hiking back to your truck at the top of the mountain after neglecting to make retrieval plans. If you’re a 40/50-ish overweight couch potato, suffering from a severe case of mid-life crisis, you’re gonna suffer.

Do pilots need to be of a certain age, gender, weight or size range?

If you have to ask your parents’ permission, you’re too young.

If you can’t handle the physical exertion, you’re too old. If you’re a chick, by all means, step right up! Mars needs women. Hang gliding needs ‘em too. Sumo-wrestler or NBA player? Consider something else.

Do pilots need to be licensed to fly hang gliders?

No, although USHPA (U.S. Hang Gliding and Paragliding Association) might want you to believe otherwise. Any idiot can strap himself to a glider he purchased off eBay (real cheap!) and try and kill himself. It’s a free country.

How does a student go about learning to fly?

How do you learn anything? Go to school! In this case hang gliding school. You can try to teach yourself, but hang gliding is not forgiving of mistakes.

How much does all this cost?

That all depends on whether you get sucked into our cult of self-inflicted pain and torment, or not. If you come to your senses during your training-hill period, you may find yourself out only a few hundred dollars. If not, kiss your bank account good-bye. This sport is more addictive than crack.

Rodger Furey is a domesticated homeowner from Massachusetts who abhors yard work and is guilty of repeated escape attempts to the mountains with his hang glider. His USHPA number, 54250, indicates that he’s been around long enough to lay legitimate claim to having at least some of the REAL answers.

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September 2006: Hang Gliding & Paragliding – w w w.ushga.org

Flight Management Systems: Every Mission Has a Plan and Every Plan Has a Mission

By David Jebb, davidj@flytorrey.com

Photo courtesy Rat Race organizers

I think most of us would agree that SWAT (special weapons and tactics) officers are involved in high-risk assignments.

SWAT officers must be adept in the use of tactical weapons and performing their duties under the most extreme and dangerous situations. However, during the past dozen years as a paraglider pilot and instructor, I have seen more accidents and injuries of recreational pilots than I did as a San Diego Police SWAT team member. It is my opinion that training and planning are the two critical components of paragliding safety. Yet for some pilots these two important criteria become trivialized in their pursuit of fun and exultation.

I offer these thoughts and hope that they serve you well and protect you from accident and injury. Training is a continuous physical process of learning, growing and perfecting. Planning, on the other hand, is a more subjective study Other pilots – on the ground and in the air – can be a valuable resource for making a flight plan. of the esoteric, of what might happen, what could happen, what should happen limitations. These should be tangible fac- If I lose total control of my glider (for any and what to do if. Planning is a requi- tors which once evoked bring about an reason – locked spiral, mid-air collision, site for survival. If the Federal Aviation immediate reaction. Here’ s my list: If cravat) within 300-500 feet AGL, I will Administration can require a fl ight plan conditions become unpleasantly rowdy, throw my reserve parachute. If my physiof every licensed pilot, then you can cer- I will go land. If wind conditions in the cal condition deteriorates due to illness tainly require yourself to fi le a fl ight plan mountains become strong (above 15-18 or fatigue, I will go land. If I become with yourself! mph), I will go land. If wind conditions dehydrated, I will go land. If I become uncomfortable, mentally or First step: Before every flight, physically, I will go land. As take a moment to define your flight plan. You might say to yourself: I As you gain more experience your personal you gain more experience your personal limits become plan on going out and ridge and thermal soaring within a partic- limits become more defined. Don’t leave the more defined. Don’ t leave the ground without knowular area, for a particular amount ing your limits. of time or within a specific time ground without knowing your limits. frame, flying with an individual Third step: Take a or a defined group of friends. moment to analyze the launch This plan could involve a single goal or become very cross, I will go land. If I sus- and landing areas – no matter how frenumerous goals, e.g. working on wing- tain multiple deflations, I will go land. If quently you have flown a site. We conduct overs, various turning techniques and I sustain multiple deflations or a single our fl ight activities in a constantly changso forth. You might consider discussing huge deflation and I am not able to fly ing environment of air. Free flying is not your fl ight plan with your flying friends, above 300’ AGL, I will go land. If the an exact science, thus one remains vulto ensure that you are each on the same sky becomes uncomfortably crowded, nerable to forces unseen. A careful analypage. After all, if you want to ridge soar I will go land. If I see weather making sis of the site will allow you to gather and and he plans to go cross-country, it’s drastic changes, I will go land. If I see a study crucial information upon which to easier to adjust your fl ight plan on the front moving in, I will go land. If I see an base your decision to fly. Keep in mind ground than in the air. emergency situation developing on the that, regardless of how many times Second step: Define your personal launch or LZ or in the air, I will go land. you have flown a particular site, these September 2006: Hang Gliding & Paragliding – w w w.ushga.org

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Photo: Ursula Cristol

invisible dynamic forces are constantly changing. Air density, temperature, pressure, wind speed, wind direction will render no two flights from the same location exactly the same.

One of the best tools to utilize for site analysis is simply talking to other experienced pilots. I suggest always checking out the landing zone if possible before driving to launch. What are you looking for in the landing zone? Potential hazards, as well as any changes since you last visited, e.g. new fence, roaming livestock, parked vehicles, newly installed electrical lines, etc. Also take note of possible over- or under-shoot landing alternatives to the landing zone.

Fourth step: Obtain accurate weather knowledge. There is no reason, with all the weather information available to pilots, not to have a fairly good idea of the day’s forecast. Having an accurate optimized fl ight plan is not possible without first having at least a general forecast of weather conditions for the area in which you intend to fly. Also, you must read and study as much as possible in an effort to enhance your weather-reading abilities.

Many of us live and fly in places where weather can change dramatically in a short period of time. A pilot can’t rely solely on weather predictions, but must make “real time” evaluations of conditions. Nothing is static – we live and fly in a very fluid environment.

Fifth step: Understand the Federal Aviation Regulations (FARs) that apply to our sport. No pilot may operate a glider in a manner that creates a hazard to others persons or property. No person may allow an object to be dropped from a glider if such action creates a hazard to persons or property. A glider may only be flown between the hours of sunrise and sunset (but a glider may operate 30 minutes before sunrise and after sunset if equipped with a strobe light visible for at least three statute miles). All operations are conducted in uncontrolled airspace.

A glider may not be operated in a manner that creates a collision hazard with other aircraft. Gliders must yield the right-ofway to all aircraft. Powered ultralights must yield the right-of-way to unpowered ultralights. No person may operate a glider over any congested area of a city, town, or settlement, or over any open-air

Flight planning for serious XC (Jeff Cristol preparing for a comp in Russia)

assembly of persons.

Are you aware that commercial aircraft above 10,000’ MSL may be flying at airspeeds in excess of 500 mph? All aircraft under 10,000’ must drop their airspeed below 250 mph. Air traffic cruising above 3000’ MSL on magnetic courses from 0 to 179 degrees are required to fly at odd thousand-foot altitudes plus 500 feet, such as 3500 feet MSL, 5500 feet MSL, up to the fl ight levels. Those flying on magnetic course from 180 to 359 degrees are at even thousands plus 500 feet, such as 4500 feet MSL, 6500 feet MSL and so on. When maneuvering, turning or changing altitude the rule does not apply.

The final conclusion of every mission or fl ight should include a debriefing.

This can be done by yourself, critiquing your overall experience and identifying areas where improvement could be made.

Meeting with a few of your flying friends and jointly going over your experiences also provides a learning method to improve your flying.

Thorough and detailed fl ight planning is fundamental to safe, organized, and enjoyable fl ight. These guidelines and techniques are meant to bring all your fl ights to a satisfactory conclusion. Have fun – and be safe.

September 2006: Hang Gliding & Paragliding – w w w.ushga.org

Hang Gliding Accident Report

By Joe Gregor Photos by Susan Flaitz Pilot’s Account

“I have no recollection of the accident itself. My hang gliding instructor saw my ‘fl ight’ from a distance. The only thing I remember was making the decision to tow off the shoulders, preparing to get towed aloft by the ultralight, and acknowledging that the wind was crossing slightly from my left and that I should be prepared for my left wing to get lifted (which would put me in an unintentional right-hand turn immediately after I released from the tow dolly).

“It was May, and my friend and I spent the day at the local fl ight park. I did not fly that day. Although conditions were safe to fly in, conditions did not look good for staying up. That evening, a party was thrown at the fl ight park in recognition of my instructor’s selection as the USHGA Hang Gliding Instructor of the Year. I did not drink any alcoholic beverages that evening and went to sleep around 11:30. I slept for approximately 71/2 hours and awoke at approximately 7 a.m. the day of my accident fl ight.

“I set up my Litesport that morning. I felt that conditions were good for flying early that day. There were scattered clouds, warm temps, and winds blowing between 5 and 10 mph from the SE.

Shortly before noon, I decided I wanted tug’s fl ight path and the Spectra® tow to aerotow. While getting ready to fly, I line snapped. I ended up doing a lowdiscovered that I had lost one of the lines altitude loop. I was able to correct the that make up my aerotow release. The attitude of the glider and, if I’d had missing line was the primary release line about 15 more feet of altitude, may well that connects to the keel (as opposed have been able to pull off a safe(r) landto the secondary release line that runs ing. Unfortunately, the tangent of my fl ight trajectory was about 10 feet below shoulder-to-shoulder).

“I discussed ‘towing off the shoulders’ ground level. I impacted headfirst. My with a couple other pilots, as this was Litesport’s flying wires snapped and the something I thought I could do with the glider collapsed on top of me.

“Numerous pilots ran to my aid. With remaining portions of my aerotow release.

I did not discuss my intent to tow off the his prior military police training, one shoulders with either of the hang glid- pilot took charge of the accident scene. ing instructors present prior to launching. He kept people from crowding in.

Based on the anecdotal comments/obser- Another one had completed nurse trainvations I got from a couple other pilots ing and was studying for her registered who had experience towing off the shoul- nurse exam. She provided whatever medders, I decided that I was ready to try this ical assistance she could (making sure I was kept warm, and that I was not moved method of towing.

“I left the primary release (bicycle – fearing a neck injury, etc). My parachute brake) attached to my right downtube was taken out and used to shade me from and never thought through how I would the bright sun. Someone cut the sail on release with the secondary barrel release. my hang glider to aid in my extraction.

It’s possible that, when things started to “The EMTs arrived about 20 minutes go wrong on tow, I attempted to release after impact. They cut the shoulder straps by whacking the bicycle brake. It’s pos- and leg loops of my harness and loaded sible that I panicked when the release me into their ambulance. I was taken to ‘didn’t work.’ the hospital and kept in the ICU for two “Based on other pilots’ reports, my days. On the third day, I was transported glider ended up perpendicular to the to the National Naval Medical Center in Bethesda, Maryland. I was kept in this hospital for about 10 days. Two and a half days after undergoing a 15-hour facial reconstructive surgery, I was released.”

Accident Analysis

Pilot in the 2005 Florida Ridge comp towing with the three-point (keel and shoulders) setup

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The accident fl ight occurred around noontime. There was no report concerning the glider’s nose-angle setting as it sat in the launch cart.

As a result of changing her bridle arraignment, the accident pilot had inadvertently removed the weak link from the system. After several oscillations, the glider locked out while still low. The tug pilot took action to release the towrope simultaneously with the failure of the Spectra® line. The accident pilot managed to level the wings but was unable to fully recover from the ensuing dive before ground impact.

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It was several weeks after her “release” before this pilot could actually say she was enjoying life once again. She was a reasonably experienced H-3 at the time of her accident, having started her training at Marina State Beach in California in the summer of 2001. By October of that year she had moved to Virginia, where she took instruction via scooter tow. By December, she had her first solo high fl ight experience via truck tow. The following August saw her logging fl ights up to four hours long. In late August 2002, she learned to aerotow, and had logged approximately 75 aerotows (and over 100 truck tows) by the time of the accident.

She currently holds special skills signoffs for AT, FL, PL, ST, and TUR, and has flown a variety of gliders including the Wills Wing Condor, Falcon, Eagle, and Ultrasport, as well as the Moyes Sonic and Litesport 4. She was obviously qualified to perform the attempted maneuver (launching via aerotow).

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Discussion

So what can we learn from this? What would you have done differently to avoid a similar experience?

No one can say for sure what specifically occurred to cause this accident, including the accident pilot. She doesn’t even remember the event. Others observed segments of the accident sequence from their own unique perspectives. No one had the God’s-eye view required to see it all and understand what really happened. One thing we can focus on would be the change in routine caused by the accident pilot’s change of equipment.

It seems reasonable to assume that launching from the shoulders alone (the so-called “pro-tow”) would represent a substantial modification of the entire aerotow system. As pilots of what the FAA would consider a (highly) experimental aircraft, we are all a little bit test pilot, even in our routine day-to-day operations. Many have adopted the discipline of only changing one thing at a time in their setup, equipment, or rou-

tine, in order to mitigate the dangers of being inadvertently pushed to the outside of their safe fl ight envelope. They would test these changes under benign, controlled conditions, to increase the safety factor, and only then move on to more challenging conditions. Only after they had become comfortable with the new system would they add another change, under the same conditions as before.

Our accident pilot did indeed make a single change, after seeking the advice of fellow pilots whose opinions she respected – but she flew the new system for the first time under normal soaring conditions. This may have reduced her safety margin, so that when the unexpected characteristics of her new towing system manifest, she was unable to adjust quickly enough to avoid a serious mishap.

Over the years, I have been encouraged by fellow pilots to dump my preferred system using the three-point bridle (towing from both shoulders and the carabiner) and bicycle-grip release and to embrace the “pro-tow” system. I

September 2006: Hang Gliding & Paragliding – w w w.ushga.org

Florida Ridge 2005 competition pilot using the “pro-tow” setup

If you pull an object from a point have heard all the arguments concerning the obvious performance advantages out of alignment with the CG of the (less drag), and the somewhat less obvi- system, you will experience a rotation as ous safety advantages (some claim to find well as a translation. In the case of the it easier to release from tow using the “pro-tow,” pulling pilot and glider from a barrel-style release). I acknowledge some point below the CG, a pilot maintaining of these arguments, and remain highly their accustomed bar position flying off skeptical of others. I have, during calm the cart (arms rigid) would experience a end-of-day conditions, employed this nose-up rotation force. Launching using launch method in order to evaluate those the “pro-tow,” I found myself obliged to arguments – to help decide if I should counteract this effect by pulling in more than I was accustomed to when using my make the switch.

What I found was that the control three-point bridle, in order to maintain inputs required when launching using the the same angle of attack through the air. “pro-tow” were noticeably different from Had I not been prepared for this ahead of what I was accustomed to when using the time, and had I furthermore tried this for three-point system. I believe that these the first time during mid-day conditions, differences are a direct result of the fact I might have found myself in a lockout that the “pro-tow” pulls the glider/pilot situation close to the ground before I was from a point below the CG (center of able to figure out what was going on.

I am sure that, after using this system gravity) of the glider/pilot system. The three-point configuration more nearly for a while, I would become comfortexerts force on the glider/pilot along the able with it. Eventually, I might not even CG of the system. This results in a pure recall experiencing any significant difference between the two methods. The translation.

September 2006: Hang Gliding & Paragliding – w w w.ushga.org

human memory is highly malleable. For this reason if for no other, we should all exhibit caution when accepting advice from our fellow pilots. What may seem easy, obvious, and straightforward to those who have seen-it/done-it, may represent a significant challenge to the new practitioner. Those pilots holding instructor ratings have received the extensive training and experience required to safely and effectively relate their advice to those learning new techniques for the first time. Pilots who contemplate attempting a new maneuver, flying with a new type of wing or harness, or trying out a new type of fl ight-critical system (such as a new-style tow release) are encouraged to seek out qualified instruction if they wish to preserve their safety margin while doing so.

Fly high and safe.

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More Hang Gliding Stamps of the World

By Terry Ferrer ©2005

AUSTRALIA HANG GLIDER MAIL POSTMARK – 1984 “Greetings from Stanwell Park, New South Wales.”

January 31, 1984. The special postmark at the bottom of the envelope was “Issued to

research into man-carrying kites, Hargrave invented the box kite. On November 12, 1894, at Stanwell Park, he was lifted 16 feet into the air by three of his kites strung together in a vertical “train” – the fi rst practical demonstration of the tremendous lift and remarkable stability of the box-kite configuration. He built more than 100 large box kites and gliders. Hargrave’s designs inspired the glider designs of Octave Chanute and the Wright brothers. No less a personage than Orville Wright is reputed to have told a reporter, “An airplane is a box kite driven by a motor instead of being held into the wind by a string.”2 Hargrave’s last glider/kite models resemble monowing and bi-wing tailed aircraft, inspired by the soaring wings of the albatross, a bird with the longest of wingspans.

The butterfly postage stamp on the envelope is in keeping with the fl ight theme. The color cachet is a Stanwell Park beach scene with a comely, darkhaired “sheila” seated in the sand in front of her surfboard, and people swimming and surfing in the background.

commemorate the First AUSTRALIA AIR MAIL AEROGRAMME Known Official Carriage of Mail by – 1985 Hang Glider” (in Australia.) It bears an illustraAugust 22, 1985 – This aerogramme comtion of the bust of Australian fl ight pioneer Lawrence Hargrave, memorates the 50th anniversary of the a silhouette of a bird (behind him), one of Hargrave’s very early first fl ight from Adelaide to cruciform flapping-wing gliders, and a 1984-era hang glider, Darwin, then soaring over the dunes at Stanwell Park. That’s a lot for just one postmark – it’s a bit crowded. The combination of stipple (dots) and line art is a nice touch. But I’m surprised that one of Hargrave’s famous box kites wasn’t drawn on the postmark – he invented them.

Octave Chanute wrote in his classic book, Progress in Flying Machines, “If there be one man more than another who deserves to succeed in flying through the air, that man is Mr. Lawrence Hargrave of Sydney, New South Wa l e s .” 1 In the face of general ridicule from the folks in Sydney, back to Lawrence Hargrave Adelaide, Australia in devoted most of his 1935. life to the passion of This aerogramme comes with a pre-printed fl ight. After much stamp, a 40-cents jet silhouette. It carries two large September 2006: Hang Gliding & Paragliding – w w w.ushga.org

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postmarks, one showing a crude line drawing of the aircraft that made the original Adelaide to Darwin fl ight, and the second (in a triangular format) showing a commercial jet of 1985.

But the realistically rendered color cachet is the most interesting part of the air mail aerogramme. Two hang glider pilots launch almost simultaneously, the nearest pilot frozen in the final step of his takeoff run, as his left foot pushes off the hill.

The pilot behind him is already prone, and flying away from the hill. The near glider is a Moyes GTR, and the far glider is a UP Gemini. Australian hang gliding pioneer Bill Moyes and American glider manufacturer Pete Brock each acquire an image of one of their gliders on an Aussie air mail envelope. The illustration would have made a good stamp!

SPAIN AIR MAIL AEROGRAMA CACHET The title of the cachet is Ultralight Apparatus Flight. The tandem, motorized trike “apparatus” is attached to a handsome yellow hang glider in front of a soft, air-brushed sky background. The envelope has a light blue tint to it.

The 42-peseta denomination signifies

CANADA HANG GLIDER AIR MAIL AEROGRAMME Bottom silhouette of a stylized hang glider and pilot in fl ight, shown at 90% of actual size. The Canadians were smart enough to make this an air mail aerogramme, in keeping with the flying theme. The blue and yellow colors of the lower surface are nicely complementary. But the dark green of the sail interferes with the shape of the stylized pilot in black – the colors are almost the same value. The stylized glider doesn’t have much tip area but it does have a deep root. It’s confusing why the designer didn’t continue the blue/white gradation the entire length of the envelope. Then they wouldn’t have had to crop off the wingtip of the glider. And the 84 cents denomination and text in red could have easily over-printed the blue “sky” area.

They also could have let the tip of the glider “float” over the vertical white space for a sense of depth – designer’s choice! Nice graphics anyway.

this envelope as Spain (España) air mail, “Correo Aereo.”

The double-surface glider is accurately rendered, but there’s ample space to complete the wingtip on the left side of the envelope. The tip protruding outside the border of the cachet would have added more depth to the scene.

The ultralight on the pre-printed stamp of the aerograma looks like a well-illustrated version of the infamous Weedhopper, with the outboard part of the wing and tail in the Spanish national colors, red and yellow, as seen in the stripe at the bottom of the envelope, culminating in the stylized jet plane silhouette.

ISRAEL – 1995 Souvenir Sheet.

Title: KITES One shekel denominations. I couldn’t resist including these playful Israeli stamps, as the “delta” kite is such a beautiful rogallo-type glider shape, even if it does have minimal sail area in the wingtips. What we’re viewing here is a squadron of 1995-era high-performance sport kites. The overall kite art is realistic with soft, complementary colors of red, blue, yellow and purple. I wish the left wingtip of the rogallo kite continued into the stamp sheet margin. The stamp set even includes color images of Lawrence Hargrave’s box kite and Samuel Franklin Cody’s man-lifting “war kite” (above the box kite). The water-marked, monotone “ghost images” in the background are most interesting as well. Depicted are the planform of Percy Pilcher’s hang glider (lower left behind the delta kite) and a profi le of

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September 2006: Hang Gliding & Paragliding – w w w.ushga.org

Otto Lilienthal’s hang glider (upper middle, above the Cody kite.) Whoever designed and illustrated this stamp set did their “homework,” as related to the influences of past hang-type glider designs on modern-day sport kites – quite a unique juxtaposition of images. Well done!

The other is a bucolic scene of boaters enjoying the day on a peaceful, calm river. And there’s a hang glider and two brightly colored paragliders soaring above them!

It’s impressive how the stamp designer has composited the gliders on the stamps, integrated the sky background of the stamps into the border and blended it all into the map of Europe graphic – a masterful combination of photos, graphics and typography.

What we have here is a really nice, collectible souvenir sheet from new countries that were once behind the Iron Curtain. We’re still waiting for some of the western nations to issue a hang gliding-theme postage stamp (think U.S., U.K., New Zealand, Germany…).

SERBIA/ MONTENEGRO – 1994.

Souvenir Sheet.

Title: EUROPA 2004.

At last, some paraglider images on a European souvenir sheet! Shown at actual size, this is Serbia / Montenegro’s Europa 2004 mini-souvenir sheet. The theme is “holidays.” The word “holiday” is spelled out in four languages under the stamp on the right. That’s cool.

Who doesn’t love a holiday?

Excellent photo-images of two paragliders and a hang glider sharing the air above a graphic of Europe, behind two stamps illustrating water sports in Serbia and Montenegro. One stamp shows a photo of two sailboats racing on a lake, with a mountain background.

Footnotes: 1 The Road To Kittyhawk – Epic Of Flight series. Valerie Moolman and the editors of Time-Life Books. ©1980. p.95 2 From Kite To Kittyhawk. Richard W. Bishop. ©1958. p.117 September 2006: Hang Gliding & Paragliding – w w w.ushga.org

23

Three Amigos Fly the Big One!

By Mark “Forger” Stucky and Bo Criss Photos by Bo Criss

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Photo: Mike Preston

On August 6, 2005, Bo Criss, Dean Stratton, and Mark “Forger” Stucky teamed up to fly their paragliders over 100 miles from Pine Mountain (north of Ojai, California). Beating the century mark in a paraglider is a rare event. Having three pilots do it simultaneously is extraordinary.

This is their story.

Bo: There was a buzz in the hang glider and paraglider communities near Santa Barbara that the weekend’s weather might be good for XC flying from Pine Mt. On Saturday, Dean had flown nearly 30 miles west to the beach at Santa Barbara so everyone was coming out of the woodwork to get a taste of Sunday’s flying.

Forger: I had been dreaming of a long fl ight to the desert for years and thought I had a good chance of achieving this if I teamed up with the right guys.

Depending upon how I read the weather it was either very promising (nice lapse rate and upper level winds) or very stupid (forecast thunderstorms and gusty winds in the desert).

I figured the recipe for success had two main ingredients: 1) Launching as soon as it was soarable with the hopes of reaching the desert before any widespread overdevelopment and 2) flying as a small team of individuals with likeminded goals, abilities, and the discipline to stick together so as to maximize individual success. I had been talking to Dean about my desires to buddy fly. It was obvious Bo was onboard with the plan so the team was formed.

The plan was each time we left a thermal we would take slightly different paths so as to maximize our chances of finding the next thermal. How far we separated would depend upon the size of the thermals and our height above the ground.

When one of us found lift then the others would scoot on over and join in. After

topping out together we would repeat the process. Such buddy flying means occasionally waiting for a team member to rejoin the group, but I am convinced that the team will normally realize greater distances and faster overall speed than if they had proceeded “solo.”

Bo: We got to launch around 11:00 and were greeted with light winds and small cumies already starting to pop.

Game on! Unfortunately the paraglider launch spot only has room for one glider at a time so the silent elbowing and rank ordering began. Tom “Sundowner” Truax, our local legend and the California state record holder, took the first slot as he prepared to launch tandem with another local pilot, Sharon Sweeney. Tom launched and slowly climbed skyward.

Dean quickly stepped up to the plate, launching his Gin Zoom at 11:30.

Unfortunately he starting sinking and headed down the front spine searching for the house thermal. I was on deck and waiting for the next sign of life from the wind streamers while Dean was continuing to struggle far out in front of launch, yo-yoing up and down with small gains and losses.

After nearly 15 minutes a small bubble blew through and I pulled up my Gin Nomad and headed out towards Dean.

A few passes later we finally connected and started a very nice climb towards

Bo studies the sky while awaiting the next thermal

View to the west as Dean heads over the back to the northeast

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the clouds. In the meantime Tom and Sharon had topped out at nearly 12,000’ and had already started downrange.

Forger: I laid out the canopy as quickly as I could and pulled up into a cycle at 11:50. I immediately started climbing but was chagrined to notice that in my rush I hadn’t bothered to turn on my vario. I gained a couple hundred feet and removed a glove while I searched for the small on/off switch of my helmet-mounted mini-vario. In the process of doing that I lost the bubble and was forced to head down the spine towards the house thermal.

As I approached I could tell it was waiting for me and it was going to be strong and gnarly. It was. I banked my Astral 4 up on a wing and started a tight spiral upwards, glad to be in good lift but already feeling left behind. As I approached cloudbase 4000 feet above launch I unzipped my harness pocket and strapped a borrowed GPS to my leg. Tom was already out of sight and Dean and Bo were the better part of a mile ahead of me. Time to kick it into overdrive.

Bo: We headed out downrange and over the back towards Lockwood Valley.

The air was perfect, with soft edges and consistent lift as we ventured over no man’s land (no LZs) near cloudbase. The development was quietly building and Lockwood Valley was starting to shade

25

Looking back at the cloud street leading to Pine Mountain

over as we approached the nearest paved road in the eight-mile crossing. Tony Deleo, flying an ATOS, passed us by, committed to the sun line out in tiger country. As he sped by, Dean radioed, “Well, that’s depressing.”

Forger, who was obviously enjoying his first paraglider fl ight from Pine, immediately chirped, “I’m not depressed!”

All four of us para pilots drove on, each taking our own line coinciding to how much risk we were committed to accepting while flying in the outback.

The closer to the sun and farther from the road, the faster the flying was going.

Tom Truax had taken the lead with Dean hot on his tail. Forger and I were climbing slowly in the shade and kept pushing towards Frazier Peak.

Forger: The sky over Frazier Peak was getting dark and I was worried about cloudsuck, so I used full speed bar to maintain a larger buffer from the clouds.

Several minutes of high-speed flying allowed me to catch up to Bo. Dean was nowhere to be seen but eventually dropped into view behind me after doing some SIV practice to escape the clouds.

The only thing I knew of Tom was an occasional unintelligible transmission that indicated he was still airborne. I finally caught a glimpse of him several miles to the south, circling unbelievably low over some rugged terrain. I wondered why he would possibly choose such a southerly course when the lift was fine where we were!

Bo: The development continued as we pushed hard towards the peak, ever climbing. From Frazier Mountain it was decision time. What line do we take to cross Hungry Valley and Interstate 5 to connect with Antelope Valley? As we started our glide we realized we were sinking fast and it was time to adjust our line to the south. Tom was low but

26

climbing well ahead of us although even farther south of our desired course. We tried to push ahead but realized that Tom had made the right decision so we turned farther south.

Forger: I found myself low with Bo groveling for small weak bubbles of lift.

Each time I gained one or two thousand feet and tried to punch eastward I was greeted with headwind and sink. The air seemed like a strange swirling convergence with all flow heading towards the building overdevelopment above Frazier Mountain. We had flown the 22 miles to Frazier in less than two hours but then spent an additional hour and a half trying to bust out of the mountain’s grasp.

Bo: Forger and I eventually found some welcome weak lift and started a slow ascent. Unfortunately, the thermals were tracking back towards Frazier Mountain.

We got reports of pilots farther back on course dealing with heavy rainfall over Lockwood Valley. Ron Meyer radioed he was behind the rain and pinned against tiger country. Hansford Cutlip landed safely in Lockwood Valley as sprinkles turned into a heavy downpour.

Forger and I were finally starting to get up and started our push over to I-5, getting a nice glide. Dean was slightly ahead and much lower but making his way as well. By now, Tom had pushed out in his tandem and had left our party.

Forger: Once again I learned to never

count Sundowner out of the fight – he was now miles downwind of us. Regardless, I was thrilled to pass the I-5 and reach the Antelope Valley. The view was incredible and I was now in my home territory.

Although I don’t soar here regularly, I fly aircraft over this countryside daily and am always envisioning potential thermal trigger spots, convergence lines, and XC routes. A quick inventory of the sky on this day showed overdevelopment with mature cells well south of the course that appeared to be pushing northward. We needed to run eastward to get past them.

Bo: As we crossed I-5 we started to connect with some nice lift just south of Quail Lake. Dean and Forger pressed on as I slowly climbed to their level. Our chase driver, Fast Eddie, had gassed up and was in prime position to give us wind reports on the ground. We followed Highway 138 out to the small town of Holiday Valley, where Eddie was reporting a convergence line with dust devils.

The top of the line seemed to be marked with some cumies so we turned to follow the line, drifting northeast across the valley and away from the paved highway.

By now, Dean, Forger and I were all pretty close, with Forger leading the charge to Willow Springs and our next bit of lift. This was enough to push us out to Soledad Mine, just short of Mojave near the windmills of Tehachapi. As we approached the mine, we started sinking

Looking for lift to make the jump to Interstate 5

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reach areas that had been in the sun for more than a few minutes. Luckily the entire length of the test track stayed in sunshine and gave us a nice boost. I was then able to see that the twin Desert Buttes a few miles ahead would likely serve as good trigger spots and called the team to follow me towards them.

Bo: Forger and I found some very light lift over the buttes and drifted towards a prison. By now we were 90 miles out and the elusive 100 mile mark was within reach if we could just continue to climb and drift in the latter part of the day. Dean was now much lower and in a desperate search for lift. I offered encouragement, but he needed silence to find even the lightest lift. We were all relieved to hear that he was climbing and back in the game.

Getting low over Soledad Mine, with Tehachapi and the windmills to the left Forger: I was vainly trying to help north of Highway. 58. and getting very low.

Tom relay his GPS coordinates to the Forger: I got down to a few hundred Bo: Forger was a half-mile ahead of chase but I was getting low myself. The feet over Soledad mine and things were me and climbing very well. He radioed last time Dean and I had flown we had looking grim. My ground drift had that cloudbase was at 12,000 feet. I saw ensured that everyone had their GPS set picked up considerably and the acres of that the cloud was getting darker and de- to the same format so as to avoid confuwindmills only served to remind me that cided to leave my thermal at 11,400’. As I sion. Unfortunately that wasn’t the case this area is renowned for high winds. I straight-lined, the lift increased and soon with Tom, and his garbled transmissions found some weak lift and started circling I was near the cloud, pushing hard to a only compounded the confusion. By this intently. Within a few turns I knew that southeast direction to stay out of it. Dean time Dean and I were both low and frusif I was forced to land going backwards, I was behind but doing well as we started trated. Each time I transmitted my miniwould at least be able to make it past the our long glide to the track. vario would sing wildly. I was now low rugged hills near the mine to a relatively At the track, we heard from Tom, enough that I reminded myself I would flat area with a road. who was getting low six miles east of rather be airborne to provide help later Putting additional pressure on me California City, just beyond the prison. than on the ground shortly wishing for was the knowledge that the Mojave air- He had pushed on into an area that was help myself. port was just a few miles directly down- beginning to get sunlight, but he was All the chatter was annoying Dean, wind and I was not about to allow myself too low as he reached the slowly heating too. I turned down my radio volume and to drift through their traffic pattern. terrain. He didn’t have enough altitude concentrated on getting some more sky Amazingly enough, the small ratty ther- to wait for good thermals to form and beneath my feet. Luckily it worked and mal blossomed into a beautiful elevator landed 94 miles from launch for his lon- I climbed out above a large prison, immensely grateful for the incredible freeand I climbed over the Mojave airspace gest tandem fl ight to date. at an angle many jet fighters would be Forger: Hearing that Tom outran the dom I was enjoying and wondering if any proud of. I was chuckling in amazement ground’s ability to reheat, I began trying of the inmates were looking up. as I stopped myself at cloudbase, nearly to match my speed with my ability to I was also happy that the hard-surfaced 10,000 feet AGL. It was overdeveloping quickly on our northeasterly course and I radioed that we needed to make a decision to either run more northerly towards Garlock or more easterly towards California City.

Dean radioed that he wanted to continue east so I told them to aim for the Hyundai test track, and not to worry about the restricted Edwards’ R-2515 airspace because I had pre-coordinated Back in the game as we detour to the Hyundai test track south of California City Forger and Bo tanking up east of California City for transit through as long as we stayed September 2006: Hang Gliding & Paragliding – w w w.ushga.org

27

Twenty-Mule Team Road ran directly beneath our downwind drift. Chase radioed that if we made it to Highway 395 we would have flown at least 103 miles.

It was after 5:30 p.m. and I started worrying that if we flew too slowly, the day might shut down before we achieved our 100-mile goal. I started pushing faster by dolphin flying for the last 10 miles, slowing down but not circling in lift and using full speedbar between thermals. I was making good time but slowly losing altitude. There were a few small cumies ahead over Highway 395 but I was having a very difficult time interpreting whether they were building or dissipating.

If we continued downwind past Highway 395 the asphalt road turned to dirt, dead-ending at Cuddeback Dry Lake. I judged that we would have no trouble reaching the dry lake but we would not be able to go beyond since we did not have permission to enter the R-2524 airspace and the roads below it would be closed to our chase vehicle. It was also apparent that after searching for Sundowner, Fast Eddie didn’t want to do any more off-roading. There was some discussion about landing together but then Dean and Bo made it clear they were cutting the corner to the north.

Although Cuddeback looked only several miles downwind, in reality it would have been a 116-mile fl ight.

Bo: Forger was pushing out ahead, confident that he would reach the 100mile mark out near the junction of 395.

I was a bit higher and farther behind but following his tracks. It was decision time – continue straight out to a dry lakebed and a dead end, or head north along

Highway 395 to push farther. We all agreed to head north and we were all on a collision course with each other at various altitudes and angles of convergence.

Forger: As I approached Red Mountain I was considerably lower than the others and became increasingly concerned about high winds in the pass as the flows converged from the Garlock and Antelope Valleys. I decided it wasn’t worth it to try to extend my flight when I had a wide dirt road junction to land on. I radioed the others and cautioned them about the potential for high winds.

I touched down smoothly at 5:55 p.m., 107 miles from launch.

Bo: I caught a bit of lift and followed its drift due east towards the south side of Red Mountain. Dean had taken a different line slightly north of me and was now finding himself lower where the Trona Bypass Road split from Highway 395. Dean was reporting strong winds near the ground and was in no position to follow the low rolling foothills of Red Mountain in this much wind. He landed on the northwest side of Red Mountain with a personal best of 108 miles – and he only started flying two and a half years ago.

I was now directly over Red Mountain and feeling a strong northwest wind. I didn’t feel confident in taking the lift much higher as it was taking me farther back into tiger country. I was trying to relay my location to Dean, but my GPS wasn’t showing the paved road that I was following. It made me wonder if I was going to have a long walk behind a gated road, but I pushed on, feeling that whatever the distance to walk, it would be worth it to extend my personal best.

Dean Stratton’s GPS track log: When the line is green, he’s going up, when it’s red, he’s sinking. When it’s purple, Dean needs to change his shorts.

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Red Mountain

As the road did a slight weave through some undulating terrain, I felt a little disturbance. I started to hear the faint beep of the vario and worked upwind to find a decent bit of lift to turn in. This gave me some nice altitude, but the drift was taking me farther from the paved road. I climbed 2000 feet and decided to leave the drifting thermal so I could land near the road. I realized that I was on the final glide of an epic fl ight and stretched it out as far as I could, swinging around into the wind with 50 feet to spare. I landed softly in a five-mph wind on the side of the road 118 miles from launch at 6:50 p.m. Chase was there within minutes.

It was a long drive home. Forger was due to fly an F-16 in the morning, so he took a nap in the back of the truck. I took over driving since Eddie had been behind the wheel all day. Dean was snoring like a baby as we drove into the dark night with the cusps of a quarter moon pointing at Venus, looking like a paraglider doing a wingover.

Bo stretching out his final glide

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Region 9’s 2006 Regionals: Nelson Lewis Does It Again

By Pete Lehmann

The winner of the 2006 Regionals is one of the usual suspects, Nelson Lewis, flying his Wills Wing Talon 140, and accumulating a total of 168.1 miles in three fl ights. Nelson is an excellent XC pilot who owns many of the region’s longest fl ights and has repeatedly won this contest.

The contest’s overall quality is usually determined by the weather patterns across what is a large and varied region. This year we experienced a curiously mixed bag of weather that sporadically allowed sometimes excellent flying throughout the contest period, while also providing some remarkably cold weather well into May. But at least it wasn’t raining.

landed ahead of him under the overdeveloped deck, Nelson slowed down and climbed to 5000’ at the end of the mountain. Diving off the final peak, he worked a couple of weak thermals beneath the overcast before getting onto the foothills of the Blue Ridge. He’d expected the lift to turn on at that point, but it did not and he worked his way back out to land in the valley at Cremora, Virginia, for 61.5 miles (limited to 60 miles by contest rules).

He managed to continue the flight for another 10 miles beyond the ridge’s final peak. As Nelson wrote,

Open Class

Nelson’s contest results began with two late-March fl ights along what he refers to as the Massanutten Mountain “drag strip.” Massanutten Mountain is a 45-mile-long ridge upon which is located the Woodstock launch site about 10 miles south of its northernmost point.

What Nelson and other contestants do is fly to the northern end above the town of Strasburg, mark a remote start point, and then return southward, passing launch and ultimately flying off the ridge at Massanutten Peak.

Nelson’s first fl ight was a straightforward ridge run as described above, measuring 51.7 miles from his northerly point to his landing field. The March day was blue, but with strong thermals. His next fl ight was also a Massanutten trip; however it differs in that he managed to continue the fl ight for another 10 miles beyond the ridge’s final peak. As Nelson wrote, it was a “ridge-run, supersized.”

At first he dealt with light winds and a rather overdeveloped sky, but nonetheless it turned into a fine day. Conditions were good enough that to establish his northerly start point he continued flying off the ridge for a couple of miles before turning around and heading south along the drag strip.

The fl ight went well as he cruised with two bald eagles along the way, but knowing his wingman John Harper had

it was a “ridge-run, supersized.”

Nelson’s final fl ight of 56.4 miles was a “classic downwind” fl ight from Tobacco Row (Lynchburg, Virginia) on a northwest day. The fl ight began with the good omen of a bald eagle at launch; however, it ended with what he calls a “classic mistake.” After leaving the ridge he found the lift to be reliable and reasonably strong (500fpm) beneath an abundance of fat clouds. However, he then encountered a blue hole beyond which was a small cumie. Rather than deviate off course to one side to get to an easily reachable cloud, he began a long glide across the hole attempting to reach the little cloud. But throughout the glide the air was ominously smooth, and he never made another turn before landing.

I took second place, 3.8 miles behind Nelson, with a mixed bag of fl ights totaling 164.3 miles from my home site of Templeton, Pennsylvania. The first fl ight of 50.5 miles was done in late March on my Wills Wing Falcon. I had taken the toy-glider Falcon to the hill precisely because conditions were suspect: light winds and a completely overcast sky. Flying by myself, I launched into very light conditions and desperately scratched on the little ridge for an hour before finding a departure thermal that got me to 2500’ AGL beneath the cloud deck. Without a

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driver, and viewing the situation as hopeless, I headed over the back to a landing field with an easy hitchhike back to the hill. But upon arriving there I found a slightly better thermal that compelled me to make up my mind to leave.

With that I headed on course under a still largely overcast sky, but one which soon broke up into a conventionally cumulus sky. Things slowly improved, but were never truly easy with the Falcon.

On one occasion I needed to dive low into a smoky, ash-fi lled thermal, and on another I was down to about 600’ before climbing out of a cemetery LZ. In the end I landed at the base of Allegheny Mountain after impatiently flying into a blue zone purged of lift by a disintegrating, snow-dumping cumulus cloud.

My second fl ight, of 53.8 miles, was made with my new Wills Wing T2 on another day that began largely overcast, but which also eventually broke open.

However, it took almost 25 miles for the sunshine to work its magic on the sodden ground and improve lift to the point that I could get reasonably high. Even then, the water-saturated fields made for weak, short-lived thermals that only once ever got me to cloudbase at 4900’ AGL. The end came as I dribbled low into the great Allegheny Mountain tree barrier without finding a solid climb with which to get over it.

My third fl ight was the best of all, 103 miles; however, by the contest rules it counts as only 60 miles. This fl ight was made on a scheduled mid-week make-up day that had looked fabulous from the ground, but which was light and crossed at launch on the 480’ hill. When I finally launched and climbed off the ridge, it was under a temporary cirrus deck that promised no good. I felt idiotic gliding off under the shade after having only climbed to 1800’ AGL, but I fairly soon found a reasonable thermal and climbed to a more comfortable altitude.

Still, the cirrus band had put such a damper on things that it wasn’t until I was 25 miles on course that the lift improved.

After that things were straightforward, and only became complicated again once

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I began pushing southeastward at the 65mile point. The reason for that jog to the southeast was that I had decided to attempt to reach the Pulpit launch site near McConnellsburg, Pennsylvania. After a minor adventure over some trees I finally found a fine late-day thermal that got me to a luxurious 7900’ MSL a few miles short of my destination. Ultimately, I achieved my goal and landed in front of the site after a 103-mile fl ight in four and a quarter hours.

the Blue Ridge to cross it and fly into the open Piedmont beyond.

Unfortunately, the sky was overcast and he couldn’t get high enough to cross the forbidding wooded terrain that is between five and ten miles across.

Continuing southwestward along the ridgeline, he was finally flushed off the main ridge. Expecting to land under the overcast, he piled into an excellent thermal that finally got him high enough to cross. He was optimistic of then going farther, as he could see sun and cumies on Sixty-Mile Class the east side of the mountains. However, Flying a Moyes Litespeed, Tom the jet traffic he could see going into and McGowan handily won this class of out of Charlottesville’s airport forced him contestants who have flown less than 60 to reconsider his route and land north of miles east of the Mississippi River. In ad- Charlottesville. This was a highly undition to winning this class, Tom’s score usual fl ight. gives him third place in the overall Open Tom’s second fl ight, 51.7 miles, was a class. straightforward Massanutten ridge run His first fl ight of 45.1 miles was made as has been described above. After first in March from Woodstock, but it was not having flown to the north end of the a conventional ridge run. Rather, Tom ridge he then ran its entire length before began down the ridge but after five miles diving off the south end and landing near he climbed out and bailed over the back Port Republic. His final fl ight was a short towards the east, gliding onto the west- one made at the Highland Aerosports ern side of Skyline Drive National Park. fl ight park in Ridgely, Maryland.

His intention was to get high enough on John Dullahan takes second in the

Rank

30

Pilot

Class

Glider

class with another Massanutten ridge run, this one measuring 47 miles. The real story is not the fl ight, so much as the fact that in February John had broken a wrist in a blown launch, and then at the end of March he was thrown from a horse resulting in two broken ribs. As a result, hanging in a harness was too painful to allow him to fly until late May. In third place is my favorite Luddite, the vario-less Bacil Dickert, who accumulated 40.3 miles flying his Wills Wing Eagle. All of his fl ights were made from Woodstock along the big ridge, but the final one of 20.3 miles was the first time he managed to cross the intimidating upwind Short Mountain gap. That is no mean accomplishment in light of the equipment handicaps with which he fl ies.

However, what Bacil most remembers is the elderly landowner he encountered upon landing. It was Armed Forces Day, and the gentleman turned out to have been an infantryman who had landed at Utah Beach on D-Day, later fighting in the Battle of the Bulge before ending the war in Germany. Flying cross-country is not just about the miles.

Flight1

Flight 2

Flight 3

Total

1

Lewis, Nelson

Open

Wills Wing Talon 140

60

56.4

51.7

168.1

2

Lehmann, Pete

Open

Wills Wing T2-155/Falcon 195

60

53.8

50.5

164.3

3

McGowan, Tom

Sixty

Moyes Litespeed

51.7

45.1

5.7

102.5

4

Harper, John

Open

Wills Wing Talon 150

42.7

22.7

17.8

83.2

5

Kepler, Steven

Open

Moyes Litespeed 4

40

27.9

12.9

80.8

6

Ball, Larry

Open

Wills Wing T2-155

37.8

24

18.8

80.6

7

Fenner, John

Open

Moyes Litespeed 5

43.3

19.5

8

McAllister, John

Open

Wills Wing Talon FB

39

13

9

Dullahan, John

Sixty

Moyes Litespeed 4.5S

49

10

Dickert, Bacil

Sixty

Wills Wing Eagle 145

20.3

10

11

Proctor, Dave

Open

Moyes Litespeed

22.7

15.3

38

12

Simon, John

Sixty

Aeros Discus

26.5

8.4

34.9

13

Halfhill, Pat

Sixty

Wills Wing U2 160

16.1

13.5

29.6

14

Moreland, Shane

Sixty

Wills Wing Fusion SP

8

5

15

Gardner, Mark

Open

Aeros Stealth 3

14

16

Kelley, PK

Sixty

Wills Wing T2-145

6

17

Rowan, Jim “Bluto Blutarski”

Open

Wills Wing T2-155

62.8 6

58 49

10

3.5

40.3

16.5 14

5

11 “zero-point-zero”

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Ozone XC South Africa Safari

By Matt Gerdes, staff writer Photos by Eric Knorr

Matt Gerdes launching the Addict in Wilderness, on the Indian Ocean coast

As we trundle northwards on the quiet South African highway, tornado-sized dust devils race through the desert, blown by a howling wind to speeds faster than we can run or fly. As the truck labors up a gradual hill, a colossal dusty overtakes us and hurries off to wherever it’s so desperate to be. Conversation in the truck is subdued as we stare out the window in awe of the conditions and imagine what it will be like in the Karoo Desert, where we plan to begin flying tomorrow.

Remo’s phone rings, and after a few nods and ja, ja’s, he reports to us that Austrian pilot Martin Packsack has just flown 349km from De Aar to Lesotho, where he landed in 60km/h winds to break the South African distance record and then promptly break his back. Th is same windy day, Walter Neser sends us word of conditions that would allow students to fly 100km, describing an incredible stretch of good weather during the previous weeks. For the moment, it seems as though our goal of crossing South Africa will be simple enough – it’s downhill the entire way (if the equatorial bulge means anything), and downwind as well (if the weather cooperates).

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Our plan is to fly across South Africa from northwest to southeast in safari style, camping in the desert each night wherever the farthest pilot lands and re-launching the next morning from that very spot. Our safari truck is staffed by our driver, Vengai, and his crew, Alan and Onius, who care for and feed our group of vulnerable Europeans as we venture into the vast desert. Each evening tents are erected and food is prepared, and in the mornings camp is broken as we crunch muesli in the shade of the truck and apply high-spf sunblock.

Arnold and Thys, our tow-winch operators, are two of the most experienced in South Africa, and each day they expertly reel us into the thermic desert wind one by one, minutes apart, and we drift downwind like a line of nine marching ants with the safari truck in tow.

We’ve come to South Africa for reasons that differ depending on whom out of the nine in our group you ask. Some would say that we came to break distance records, or to escape the European winter. If you were to ask me, I would tell you that we all came to experience the country, fly as much as possible, and document the adventure through photos, video, and words like these.

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Dav Dagault launching a prototype Open Class wing, the Mantra R (aspect ratio 7.2, 84 cells)

Our experiences began on the southernmost tip of Africa during a brief sojourn in Cape Town, where we soared Lion’s Head peak until sunset as the city harbor descended into the shadow of Table Mountain. The Cape Town pilot’s most important piece of equipment is a fast car, as the best conditions seem to ricochet between the coastal mountains and the shifting border of the frigid Atlantic and tepid Indian oceans, which create a meteorological mélange off the coast of the superheated African landmass. Our van wasn’t the fastest on the road, but Remo forced it to go fast enough to catch two excellent fl ights in one day, despite the fact that the wind changed 20km/h in strength and 90 degrees in direction in just a few hours.

At Noordhoek, some of us launched in 40km/h lulls and beat our way down the ridge in turbulent and very crosswind conditions. We were rewarded by a landing on the beach at False Bay, where great white sharks lunge above the surface of the water in search of seal

lunches and where we waded (not swam) into the Indian Ocean. Those who were left on launch had to defend themselves from a gang of rabid baboons who would steal anything not nailed down, and who even opened car doors to snatch food and brazenly hiss at and harass the vehicle owners.

After a warm-up day at Porterville, where we bounced along the ridge and off the bottoms of cumulus clouds, we ventured north to the town of Springbok, the site of our first bush camp.

In the next 12 hours, we loaded waypoints like “Braandvlei” and “Van Wyksvlei” into our GPS systems, pored over an impressive selection of very detailed maps (that showed us in minute detail how much of nothing there is in the Karoo desert), launched from the Springbok airfield, and turned downwind into the desert. Dav and Mathieu flew the farthest on this first day, taking us right into the northwest corner of the Karoo.

Brutal contrasts characterize the conditions of the South African atmosphere: it’s 40°C on the ground, and 0°C at cloudbase. The widespread 8m/s sink would suggest at least more than occasional 6m/s lift, but most of the time, we suffered in shredded windblown 1m/s bubbles of frustration that bounced downwind, luring pilots away from the road and into the wild desert furnace. The crisp clean air at cloudbase is reminiscent of the gla-

Matt Gerdes and Jerome Canaud launching from the official site in front of our camp in Wilderness – talk about convenience!

32

Dav Dagualt swooping in at Wilderness to give Sandie Cochepain a high-five

cial breezes of central Switzerland, even though just a few thousand feet below there lies a puddle of dusty oppressive African heat.

The total immensity and harshness of the Karoo became apparent for the first time on Day 2 of the safari. We launched from directly in front of our campsite into a dry atmosphere and steadily increasing southwest winds. Immediately after launching, Dav towed into the middle of a birthing dust devil and suddenly found himself looking down at his wing in the opposite direction of the tow, with his leading edge pointed at the ground. Thys, our intrepid winch operator, cut the line just as Dav was starting to think about using his reserve parachute. Unfazed, he released the dangling towline and caught a thermal, disappearing into the massive sky downwind of us.

Our vision was to fly together, but the weak lift and strong winds meant that there was no hope of waiting for the next pilot to tow up and meet you. Our only choice was to flow with the current and try to stay close to the road. Because of the strength of the wind, we found ourselves covering ground at up to 45km/h while circling in thermals – we were flying cross country faster while turning in thermals than our gliders fly at trim speed! This was the fi rst day of “real” conditions, and several of us recorded ground speeds of up to 80km/h at altitude.

That afternoon the wind increased dramatically and I had the pleasure of experiencing my first backwards landing in South Africa on a hot afternoon in 50km/h surface winds. I also got a free lesson in desert spatial awareness, after landing “just a couple hundred yards” off the road. What had looked like a short distance from the air turned out to be more than two kilometers, and what seemed to be totally flat terrain turned out to be a gently rolling landscape that,

September 2006: Hang Gliding & Paragliding – w w w.ushga.org

combined with the shimmering mirage of heat, would be very easy to get lost in.

Thankful to have my GPS and a radio, I walked a direct line to the coordinates of where Mathieu had cleverly landed on the road.

Without a GPS this 20-minute walk would have been rather interesting, and I finally understood how one could walk in circles in the desert. The sun was so high overhead that it was difficult to use it as a guide, and the heat blurred out any landmarks on the horizon that might have appeared (but never did), meaning I had nothing to reference but my GPS and the sparse bushes in front of me.

In the north-central Karoo desert lies an immense dry lakebed called the Verneuk Pan, where we made camp a few days later. The 20km-wide lakebed was a puddle of shimmering heat, with a mirage so convincing that the sky seemed to melt into an inviting lake of cool blue water – a lake that we could never quite reach.

Conditions for distance were not Dav Dagault towing up favorable, so we stayed local and towed repeatedly on the lakebed, gaping in awe at the most universally flat and barren horizon that any of us had ever seen. For as far as we could see, in any direction, there was nothing.

From the air, the featureless terrain was exceptionally deceiving; what looked like a couple of kilometers was actually more like 20, and the 13-kilometer wind-scoured track from a landspeed record appeared to be maybe one or two kilometers. The faint desert track that we had driven in on was barely visible from the air, and the parched earth looked smooth and almost totally free of vegetation for hundreds of kilometers. By this point in the journey, our team was more than 500km away from the nearest significant town, and the night stars were so bright that they almost cast shadows in the desert, their glow reflecting off the cracked and brittle surface of the lake.

Who launches at 2:30 in the afternoon in miserably weak lift and stable conditions, and still fl ies 187 kilometers? Dav does. Due to changing conditions and some questionable decision making, the day after the Verneuk Pan got off to a late start. Irritated and impatient, Dav released from tow at 200 meters and hooked a narrow desert thermal, disappearing into the distance. The whole team managed to climb out and make some distance, but the late start proved to be less than ideal.

Dav made the most of it, however, and when we finally caught up to him two days later he fi lled us in on a magnificent fl ight that was finished off by a 35km glide from 4000m in smooth air graced by a brilliant African sunset. Mathieu and Remo also had excellent 100km fl ights, but in the wrong direction, which meant that the group was somewhat scattered that night, and that same afternoon, Jerome reported a 10m/s (2000fpm) climb over a 20-second average on his vario!

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33

of the longest fl ights that anyone has ever made on an XXS Acro wing, an Ozone 69 prototype!

This day at De Aar proved to be our last day of distance flying, and from Venterstadt the wind direction was exactly the wrong direction. So after being blown well off-course by unseasonable west and south winds, we made for the coast in the Safari truck. Well to the Indian Ocean side of the south coast, the town of Wilderness is home to more than five excellent flying sites within an hour of each other, and to some of the nicest coastal soaring any of us had seen.

Turquoise waters, a long list of restaurants, and smooth laminar lift were our reward. Our skin shed the desert dust in the Indian Ocean, and our gliders rolled Getting ready to get up, hopefully – not catching a thermal on the first tow meant a very hot wait to re-launch. around on the grassy launches like happy dogs. Like a well planned and craved De Aar has recently become the most are rumored to be unanimously armed dessert, it was a satisfying and relaxing well known distance-flying site in South and dangerous, or at least certainly hos- conclusion.

In fact, although flying in 10m/s lift Africa due to the convenience of the tile. This meant that we were all instructsmall airfield in town and the hard work ed to fly some distance between 15 and and landing backwards in the middle of of Arnold and Des Pansi of Potties B&B. 300km, and to land on the road – “no ex- the desert more than 500km from the Arnold was towing us across the country, ceptions.” Mike and I managed to stay in nearest town is an exciting experience, and categorically refused to admit that the air long enough to get blown almost I’d recommend heading straight for the there could exist a better starting point 160km, all the way to Venterstadt, where coastal splendor of Wilderness if you ever we enjoyed cold beers while the most of find yourself in South Africa. Stay tuned for distance flying than De Aar. When we arrived it was certainly the team languished 100km behind in an for the Wilderness site guide, coming windy enough to fly distance. Indeed, overheating Safari truck. soon!

Meanwhile, as Mike and I basked in there’s nothing quite like gearing up for a serious XC fl ight in 40°C heat while the success of our personal best distances, squinting to keep the blowing sand out Walter Neser was still in the air, getting of your eyes. Dav and Jerome launched ready to land at 259km after probably one first, as usual, and after towing up (as in straight up and a little backwards as the truck pulled away from them) they released and we watched them grovel in mediocre lift while being hurtled downwind. The only strategy seemed to be to just stick with whatever crappy lift you could find and no matter what, not let go. After all, even while you’re turning in circles and only going up at 0.5m/s, you’re still flying XC at 40 to 50km/h!

There is a tremendous power transfer station immediately downwind of the airfield, which was not an absolute joy to be scratching over in impossible lift and high winds, but the prospect of nearly certain death by electrocution was a good incentive to be tenacious and fly at least 15km.

If you flew too far, say 300km or more, you’d end up landing in the Transvaal, a Matt Gerdes, Walter Neser, and David Dagault gliding together on their Addicts, 700km from the start, and 700km from the finish region of South Africa where the locals

34

September 2006: Hang Gliding & Paragliding – w w w.ushga.org

The Buzzard Hang Gliding Club’s 31-Year Celebration Fly-In

By David “Toad” Smith Photos by Sonia Dwelley

Tom Dwelley getting ready to launch at Hibriten Mt.

In 1975, Steve Greene left Lenoir, North Carolina, and drove to southern California to purchase a sports car. A few months later, he returned without the car but with a very portable flying machine called a hang glider. Weeks went by, and pretty soon Steve had quite a following of would-be hang glider pilots eager to learn to fly. Later that year, the Buzzard Hang Gliding Club was born.

The next year, the club obtained permission to fly Hibriten Mountain, a local landmark known for the 75-foot star that shines for three weeks at Christmas and

Some of the Buzzard pilots waiting at Hibriten Mt., Grandfather Mt. in the distance

then switches to a cross for three weeks a south-facing rock cliff about 20 miles around Easter. The mountain faces north northeast of Lenoir. Stew had to work at roughly 900 feet, overlooking the the next day, but John, Travis and I went city of Lenoir and with a great view of site searching. Soon enough we found Grandfather Mountain, which is 32 air the rock and a possible landing zone, then headed for the top. We stopped on miles to the northwest.

That autumn, everyone agreed that the the gravel road to ask an apple farmer for fall colors had never looked better than directions. His name was Perry Lowe with the rainbow-colored gliders soaring and he not only knew how to get to the rock – he owned it and the surrounding high above the ridge.

Then sadness came when Steve Greene mountaintop orchards! Perry told us the perished after his hang strap failed at place was called Moore Mountain and about 200 feet while he was test flying he would be more than happy for us to a glider for a friend. We miss Steve, but fly there. We returned the next weekend he left us with a valuable lesson on flying and, after pulling the short straw, my 165 Comet and I pioneered one of the most with proper equipment.

The years passed. During the tour- soarable sites in the southeast.

Perry Lowe was later given the ist season some of us would migrate north and “work” at exhibition flying at USHGA Presidential Citation award Grandfather Mountain, the closest south- for his contribution to the sport of hang gliding. facing site around at the time.

Life was good and hang gliding and One evening in early summer of 1986, while we were breaking down in “Buzzardism” flourished. Then tragthe meadow, Stew Smith, Travis Bryant, edy struck again when we lost Stew John Smith and I decided to check out Smith. He crashed in the meadows at

September 2006: Hang Gliding & Paragliding – w w w.ushga.org

35

Vince Furrer getting ready to launch into a stiff breeze at Hibriten Mt.

Mosquito Power Harness

Pilot: Paul Mitchell

Two New Options Available

New tank pictured above

• Internal Fuel Tank • High Performance Exhaust with Silencer

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www.mosquitoamerica.com Traverse City Hang Glidings/Paragliders Bill Fifer • Traverse City, MI

Grandfather Mountain after winning the first round of the last Master’s of Hang Gliding. I miss my friend and mentor, but Stew also left us with a valuable lesson on the dangers of altering or modifying hang gliding equipment. I would love to see Stew on a small Atos…

From 1987 until 2003, the Buzzard Club sponsored the annual Stew Smith Memorial Fly-In in his memory and to remember all our fallen comrades. So to celebrate 31 years of flying Hibriten Mountain and 20 years of flying Moore Mountain, on June 2-4 of this year the club held a Fly-In Celebration based at Moore Mountain, an ideal location due to the huge setup area and the option of camping in the LZ. We were fortunate to fly all three days. Moore was working on Friday but due to an unusual cold front, we went to Hibriten, 30 minutes away, on Saturday and Sunday, with Saturday being good enough for Jake Alspaugh to pull off a 49-miler.

During the event we learned that Hugh Morton, well known photographer, naturalist, preservationist and owner of Grandfather Mountain, had passed away. Mr. Morton also played an important role in the promotion of hang gliding over the years. Our thoughts and prayers go out to Mrs. Morton and the rest of his family.

If you are planning a flying trip or a visit to North Carolina, give us a call here at “Buzzard, Inc.” – we can offer aerotowing, boat towing and north- and south-facing mountain sites less than an hour apart. You should be able to get that airtime you want, need, and deserve!

231-922-2844 phone/fax • tchanglider@chartermi.net

36

September 2006: Hang Gliding & Paragliding – w w w.ushga.org

Tom Dwelley taking the elevator up from Hibriten launch

For information, contact: Vince Furrer (704) 398-2303 or Zweimoon@aol.com Ben Burril (704) 392-3765 Brad Gryder (828) 632-1742 David Smith (828) 758-7590

F LY & FUN IN GUATEMALA HG & PG TOURS J a n to Apr il All Skill Levels, foot launch, Towing, XC, soaring… * Easy Flight Smooth Soaring Over a Beautiful Lake at a Nice Resort * Volcano Flight 12,000’ Sled Ride to the coast or XC

Transportation, Glider, Loading, Guide & More $99/Day Group of 4 get 25% discount www.hanggliding-guatemala.de A big crowd at Hibriten’s setup area during the 2006 fly-in September 2006: Hang Gliding & Paragliding – w w w.ushga.org

0049-8042 2355

37

Reflections on Soaring

By Dr. Gottlieb Guntern Photos provided by Bettina Mattia

Dr. Guntern and Bettina “balancing in the air”

In 1493, one year after Columbus had reached the shores of North America, Leonardo da Vinci stood on the roof of his residence, the Corte Vecchia, in Milan. He intended to launch his ornithopter, the wings attached to his shoulders, to flap them like a bird, and to land on the nearby Piazza del Duomo. But the risk seemed to be too high and, for the time being, he gave up this endeavor.

In the course of the years Leonardo produced over a hundred drawings of flying contraptions and eventually gave up his arm-flapping ornithopter in favor of a glider while delving ever deeper into the subject of flying. He studied different kinds of birds, marveling about the miracle of their “balancing in the air.”

He investigated potential safety devices and wrote in his notebook, “You will try this machine over a lake, and wear a long wineskin around your waist, so that if

38

you should fall you will not drown.”

It seems that Leonardo never actually flew any of his flying machines. It took another five hundred years before the first human being became airborne.

In the summer of 2004, Bettina Mattia and I were walking on a mountain trail in the Swiss Alps, loaded with her double-seated paraglider, to reach the place from where we would take off. She would be the pilot and I her passenger.

I had never yet flown with a paraglider, and was ruminating about Leonardo’s dream of flying over the sea with a protective wineskin around his waist in case he fell from the sky. Our fl ight was supposed to take us from the Kuehboden on the Fiescheralp down to the village of Fiesch, the difference in altitude about a thousand meters!

While heading towards our launching place I glanced at Bettina. She seemed

lost in her thoughts, looking determined and relaxed at the same time. I could trust her. For many years she had been working at our International CREANDO Foundation for Creativity and Leadership and thus I knew that she was very intelligent, reliable and equipped with a keen sense of responsibility. Moreover, being a licensed paraglider pilot and professional helicopter pilot, she had made Leonardo’s dream come true for herself. Instead of a wineskin, Bettina would use her instinct, intuition and professional experience to protect us both from being harmed.

We reached the place where we would start. Bettina unpacked and unfolded her beautiful turquoise paraglider on the meadow and started to carefully sort out the innumerable nylon strings with which she controls the paraglider.

Then, standing ready for the adventure, tied to the seat in front of Bettina and to the paraglider lying flat on the meadow behind us, I listened as my pilot instructed me what to do during takeoff.

The moment we started to run, things went very fast. The strings tightened and the paraglider inflated with a jerk, rose mightily above our heads and took us out into the void. I felt a strange sensation in my stomach, as if butterfl ies were staggering across my solar plexus. I took a deep breath, the butterfl ies vanished and my whole attention focused on the magnificent world surrounding us and the quiet rustling of the paraglider floating through the air.

What a paradise! To the south the snowcapped peaks of the Walliser Alps, many of them more than four thousand meters high. In the southwest the steep silhouette of the famous Matterhorn, its granite tongue licking the belly of the sky.

In the west, the majestic pyramid of the Weißhorn imprinting a snow-white triangle into the canvas of the deep blue sky.

In the northeast the gray granite towers of the Fiescherhörner, looking like the pipes of an organ in a vast cathedral playing a soundless music. A landscape is a song. It has its very own melody lines, rhythms and harmonies immersing you in a world of enchantment, quiet hilarity and floating serenity.

Far below us, the flowering rhododendrons covered the rolling slopes with hues of red. Little pines, the bonsai trees

September 2006: Hang Gliding & Paragliding – w w w.ushga.org

of the Alpine tundra, grew scorched and crippled by wind and weather but never broken in their spirit of survival.

Their scarred bodies twisted into fantastic shapes, singing the praise of life triumphing over death. On the slopes above the Fiescheralp the timberline wavered and shimmered in the warm air.

Forests of spruce and fir trees hung from the mountain slopes like the fabric of a mantle from the shoulders of a king. It’s a breathtaking landscape – operatic pathos perfectly at ease with the subtleties of a Mozart Lied.

Alpine jackdaws came swishing by, curious about what we were up to. Or were they? They seemed to stage a show of their own, displaying their virtuoso flying maneuvers to impress us. Leonardo would have wondered about their elegant loops and their ability of “balancing in the air,” as he put it. These black birds with their yellow beaks and coral feet belong to the supreme cast of aviators who mastered the art of flying already some 135 million years ago. I wondered what they might think of our magnificent turquoise wing spiraling higher and higher up into the sky carrying a strange-looking cargo, two creatures sitting comfortably in their chairs, one behind the other.

“How are you feeling?” Bettina asked.

“I’m overwhelmed!”

“Do you feel safe?”

“Absolutely.”

This was not wholly true. I was still a bit scared when looking down and considering the distance between our flying contraption and the safe ground. But this I did not want to tell Bettina. After all, I was born more than half a century ago in

a small village not far from here. In the Alps the fight for survival has never been an easy one; only the fittest could make it. There was no place for complaining, self-pity or fear of taking risks. Thus, boys learned very early in their lives to suppress certain emotions in order to be respected by peers and adults.

Meanwhile we had reached the highest point of our ascent, and Bettina started to glide down in a wide spiral heading towards the village of Fiesch. The nylon strings were singing and humming while she began to give me clear instructions for the impending landing, emphasizing that I should not bend my knees when touching ground but keep my body straight, run at first and eventually walk before we came to a standstill. I nodded yes. However, as we arrived I bent my knees and fell over into the green grass.

Yet Bettina knew how to handle such a problem, faced many times before.

This was my fi rst but certainly not my last experience with Bettina as a pilot.

Although I know I will feel again the butterfl ies in my solar plexus, the expected exhilaration outweighs by far the fear of flying. In a few weeks I will once again soar with the ravens, and my butterfl ies, and Bettina.

Gottlieb Guntern is founder and director of the International CREANDO Foundation for Creative Leadership (www .creando.org). In 1974 he flew a hang glider but, realizing that the technology was still in its infancy, he did not pursue the sport.

Now he soars in a tandem paraglider piloted

by Bettina Mattia (www.mattia.info), an expert in paragliding and his personal assistant at CREANDO.

The author and his pilot

Soaring high above the Swiss valley

September 2006: Hang Gliding & Paragliding – w w w.ushga.org

39

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Become a Weather Guru

By John C. Matylonek

Getting “skunked” is no fun. Getting “blown out” or rained on, the wind shifting or being too light has caused many to reassess their commitment to the sport.

Indecision about our week’s priorities can drive our friends and family crazy. Much of this frustration can be eliminated if we are able to plan (or eliminate) a potential flying day. This article will help you predict the weather so that you can plan safer, more regular and consistent flying trips. It may even help save your marriage!

The GATHER model (see the December 2005 issue of this magazine) requires we collect all the information we can about a flying site and the day’s conditions before we fly. Our sport depends

42

on effective prediction of the weather.

Ideally, we are amateur meteorologists first, pilots second. First, we determine if the day’s weather makes safe flight possible. Second, we assess if the conditions will exceed our personal or rated limits and comfort zone. Third, we use our knowledge of local weather and its interactions with the site to maximize our performance. This article is about the first step and some of the second.

general flight plan documents, and official weather prediction products.

Textbooks, Internet tutorials, and articles like this one provide the background information for you to understand and interpret the information from these sources. In particular, this article is best read in conjunction with a simplified conceptual model of weather dynamics located at http://www.oregonhang gliding.com/ under “links.” Also, many of the examples of the weather tools deGATHER information scribed in this article can be found under The first point in the GATHER mne- “weather” at the same site, along with a monic requires that we “Get all the in- recommended reading list of the weather formation about the site and weather theory with direct links. conditions.” This information comes from A consistent plan for gathering specifthree sources: local pilots, site guides and ic weather information can be extremely

On an unstable day it’s imperative that you know the weather parameters – and your personal limits – before taking to the air. (Paragliding World Meet in Brazil) Photo: Bruce Goldsmith

Photo: Chuck Skewes

useful. By establishing a procedure and following it consistently, one can gauge the accuracy of official predictions to the actual weather – your “recipe” allows you to “test” local associations of weather for patterns that are true for your local site. These patterns begin to provide a much more detailed prediction of flyable weather than any official weather report.

For instance, a particular wind speed, pressure gradient between locations, and nature of the clouds at some location(s) near you can sometimes be used as indicators of what is happening at the flying site. Used in conjunction with general weather knowledge, real experience at the site, local phenomena and your rated personal limits, you can begin to refine your ability to accurately predict a good flying day, and become more reliable with your friends and family about your priorities.

Local wisdom

Local pilots who have the most experience with any particular site can provide accurate information, especially if they have years of experience with flying and predicting a site’s weather. If you don’t have such a mentor, get one. Contacting members of the local club, tagging along on someone else’s judgment or participating in the club’s email forum can provide much of what you need to know about what makes a site flyable. In some cases, these sages can tell you, simply by looking at the sky, when the site is “on.” We, too, want to get to this level of discernment.

In order to reach that level, you need to be truly interested in the weather and exercise observation at every opportunity.

You must know what specific conditions to look for while using the weather prediction recipe presented here. At some point, taking responsibility for your own weather judgment will ultimately make

you a safer and more independent pilot. In fact, successful prediction is enormously satisfying and makes for fun competition.

You get to say, “I told you so!” or better yet, yell down, “It’s no good!” as you fly above the late-coming pilots.

But don’t get your ego all wrapped up in it – there is always an element of chance in predicting the weather. This is what this article is about: increasing the “luck” of our independent judgment to predict when it’s going to be flyable or even soarable.

Site guides and general flight plans

Most site guides provide the basic information you need to fly there. The guides can be used to eliminate sites from consideration during obviously “wrong” conditions. Sometimes they strongly recommend or require a local sponsor to be present – reinforcing the point on local wisdom. Some site guides are extremely detailed and well written, more akin to a

Will the fog persist all day, or lift in time to launch? Weather-savvy pilots are less likely to waste a day waiting and wondering.

September 2006: Hang Gliding & Paragliding – w w w.ushga.org

43

generalized fl ight plan. These may even optimize your fl ight. The archiving of flying site and weather wisdom, in print or on Web sites, is essential to keeping the sport alive in some areas. Second only to supporting local instructors and mentors, developing and publishing accurate and available site guide information is one of the best ways to progress the art. A list of site guides and general fl ight plans for Northwest flying is provided on oregonhanggliding.com.

Media sources for obtaining information

Photo: Lori Lawson

Television, newspapers, radio, phone services and the Internet have all the weather tools we need to predict a potential flying day. Depending on where you are located, you may use one or another tool based on convenience. For instance, your home computer with a fast Internet connection provides the most convenient and comprehensive access to information. These tools may depict forecasts and observations in a text-based, voice, graphical or real-image format. NOAA

44

and corporate weather services provide almost all the links to these sources. On the road, you can tune radios to NOAA weather frequencies and use cell phones to get information from general aviation fl ight service stations, automated airport weather stations and other pilots.

USHPA chapter clubs and instructor/ school Web sites often have customized weather pages with links culled from various sources. In particular, the strategy described in this article is designed to work with the weather links at www .oregonhanggliding.com/weather.shtml.

Structure of weather information

Official weather information is comprised of two kinds of products: forecasts and real-time observations. Forecasts are simply extrapolations based on interpretations. Because of this, they are subject to change if some factor in the prediction does not pan out. Observations are actual conditions at various sites – it’s the real world, not an imagining or extrapolation of the weather. It is important to make this distinction because many forecast tools, especially the graphical ones, have a real-world look to them, as if they represented the actual weather. The following structure is explicitly linked and made obvious in the weather page found at www .oregonhangglid ing.com/.

Go ahead and get on the Web and follow along.

increasingly detailed bi-weekly, daily and hourly forecasts. Forecast locations can usually be specified to a zip code (which can be hard-linked to your club Web site).

Sources include: • NOAA general forecasts • Computer simulation models • General aviation forecasts weather services, • Corporate such as the Weather Channel or Intellicast.

• Flight service stations Observations

Observations are real-time (or very near) actual weather data. Since weather systems move in a consistent way, we can use observations to make our own forecasts and check if the forecast is panning out. Observations are global, regional, local and site-specific. These area scales roughly match the forecast time scales.

However, it’s up to you to determine the actual timing between observations and a specific location. Just as in forecasts, you will see the “real” weather change quickly during transitional seasonal weather, requiring much scheduling flexibility in your plans. Sources of observations include: • Automatic weather observing stations (AWOS) at airports • Infrared, water vapor and visible light satellite images • Marine weather buoys • Private weather stations • Web cams • Pilot reports • Personal direct observation The prediction recipe

Determine the limiting factors of the site that will eliminate its flyability.

These include precipitation probability, wind direction, wind speed, temperature, lapse rate, tides, visibility, and crop and field conditions. Determine what is exForecasts treme, moderate or weak at your site.

Forecasts are This first point must take in account separated into your personal and rated limits. Learn the long term (10-15 technical descriptions of common weathdays), intermedi- er terms to determine the magnitude or ate term (2-5 days) extent of weather. For instance, “rain” and short term means consistent and pervasive precipi(1-2 days) scales. tation over a wide area. “Showers” means These scales are isolated cells of precipitation. Adding transformed into “few” to the term scatters the showers September 2006: Hang Gliding & Paragliding – w w w.ushga.org

Photo: Lori Lawson

Blown out the Butte – the hair test confirms that hang glider and paraglider pilots will not be flying in Chelan today! (L to R: Tom Johns with Kenai, Konrad Kurp, C.J. Sturtevant, Patti Fujii, George Sturtevant)

even more. For rain, the accompanying percentage determines the chance of rain depending on how saturated the cloud is and how likely it is that rain will persistently fall. Here in Oregon, a forecast of showers with less than 50% chance of precipitation is a great forecast. Often, the squall lines just come and go and we get the flying in between the brief downpours.

Wind direction, speed and lapse rate can be the most important details of a site. A novice site can become an advanced site with just a little change in these factors. The shape and character of the site, nearby terrain with potential for creating rotors, and the day’s maximum lapse rate can affect the gust and switchiness factors.

Sometimes, a slew of factors must synchronize to make fl ight possible. For instance, Cape Lookout, a world-class coastal site on the Oregon coast, requires smoother W to NW winds from 3 to 17 mph, moderate cloud heights and low tides for a landable beach area. Here is where the “limiting factors” concept really works. If the tides are high we can’t fly there so we can stop analyzing the other requirements and make other plans. To students with the right mindset, these vicissitudes can be fascinating, and make a coincidence in factors even more valuable: We get to fly!

Use global and regional forecasts days away from the potential day to determine the likelihood of one of these factors exceeding the site’s limits. If even one ex-

treme condition is heading your way and will exceed a limiting factor, make other non-flying plans. Simple and dominant weather systems are easier to predict than multiple competing systems. On the West Coast, if a large blue-sky highpressure cell is encroaching inland on Washington and Canada, we can eliminate stellar flying conditions for the next week or so. Competing systems of highs and lows demand more dependence on actual observations to determine which system is “winning.”

If the weather system is moderate, increasingly depend on regional and local observations as the day and hour of fl ight approaches. Use AWOS and other automated windspeed indicators from your computer or telephone. Your task is to confirm that the weather is remaining within the moderate zone. You want to make sure that your weather forecast is behaving itself, especially in the light of your specific site requirements. Note whether the forecasts predict a trend in wind direction and speed within the time of your potential fl ight. Just before the potential day or hour, determine the trend of the factors. You certainly don’t want to start the flight if the winds are likely to change and exceed your personal limits.

Be extra vigilant when factors are more complex or marginal but show promise. The presence of “competing” systems of weather (during seasonal shifts) requires more dependence on realtime observations closer to the date and

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hour of fl ight – before a final decision is made. Make sure your last act is to use an observational tool before heading to the site, to make sure a limiting factor does not exist, or that the site is “on” or the expected trend is still happening. If you see a big rain blob on radar heading your way, you don’t have to jump at a launch-site cell phone call reporting that it’s “soarable right now.” Learning the timing of systems will help you to catch the opportunities.

Gauge the success of your prediction by associating your weather observations with what actually happened at the site. This may mean inquiring how other pilots did if you did not make it to the site. Record it in your weather diary or long-term memory.

Conclusion

The pilots who get the most airtime have a persistent interest in weather dynamics and prediction. They are extremely motivated to check the daily and weekly weather in detail using a strategy born from experience, study and an expert gambler’s instinct. In particular, the ability to extrapolate general trends from isolated observations will begin to refine your intuition and ability to think in terms of probabilities.

For some people, this runs counter to how they would prefer to think. They would rather have a guaranteed method of determining when it is flyable so that an appointment can be made with fun.

Often times this leads to all-or-nothing thinking or over-dependence on others’ judgment. In the first case, they miss many good flying days or disregard a developing trend. In the second, they don’t grow as independent pilots. Keeping an eye on the weather will keep your intentions pure and your motivation high to fly.

John Matylonek teaches hang gliding at Tillamook Bay Community College and Linn Benton Community College, and operates the Oregon Hang Gliding School with centers of operation in the Willamette Valley and on the northern Oregon coast. You may contact him at john@oregonhanggliding.com or (541) 913-1339.

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Ann Sasaki from California leaving launch

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Bienvenidos, amigos. I would like to tell the tale of one paraglider pilot living the “vida loca,” the wild life, on his epic journey across Mexico to explore and enjoy some of the best winter flying destinations that North America has to offer.

I learned several lessons first-hand along the way and I would like to share my experiences with you so that you too can enjoy the endless soaring summer that Mexico has to offer, all winter long.

There I was, 400 miles south of the border, as the last glimmer of daylight was fading over the horizon; I was just entering a very authentic Mexican pueblo. I was in dire need of rest after a long hot drive across the Sonora desert so I bailed off the highway and looked for shelter before the hands of night covered my eyes.

Once I’d left the main highway and entered the town, I knew I had already made a big mistake. The road immediately narrowed and I was limping along the town’s tiny cobblestone main thoroughfare with barely enough room to clear on-

coming traffic in my full-size truck. That, combined with the frenzied onslaught of bikes, pedestrians, mopeds and the occasional burro, made moving through this zone a major epic – think of a small-scale Hong Kong during rush hour. I thought my new truck and I would never be seen again, or at best we would return home with a completely updated dilapidated appearance. I stuck out like a sore thumb; I was the only gringo as far as the eye could see. I turned tail and scampered out of there as fast as I could.

After going the wrong way down several unmarked one-way streets and navigating other, funky, only-in-Mexico obstacles, I was clear of the chaos. I was actually quite impressed at just how understanding and helpful the locals were, considering how I’d quickly become a giant road hazard myself!

I pulled over at the first little hotel I could find near the highway on the outskirts of town. I quickly recited several Hail Marys and a final Amen as I came to a stop in the secured hotel parking lot.

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This thousand-foot-tall waterfall is a great side trip from Tapalpa

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Spin landing by Vincent, a skilled Canadian acro pilot

Beware, rookie pilots headed to Mexico – I thought that being fluent in Spanish and also being accompanied by my native Mexican wife would be enough to get me around easily. I was very wrong! Having a very concise and conservative plan derived from reliable sources is, I found, the only way to go.

First thing the next morning I got on a major Mexican toll road and headed straight to known territory where I knew the real soaring treasures of Mexico lay.

My destination was Tapalpa, a small town about a 90-minute drive south of Guadalajara; it had been the venue of the 2002 and 2004 pre-world and world cup

Telephoto shot of downtown Tapalpa, the main square at center right

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Local instructor Andres Coring in front of launch

paragliding competitions. I had been to Tapalpa previously so I bee-lined straight for my favorite hotel and made myself right at home in this prosperous, authentic, quaint little Mexican mountain town.

A short 10-mile drive from town puts you at the Tapalpa launch, which is privately owned and is all set up to cater to the visiting paraglider pilot. There is a big stone structure built right onto the back of a nice grassy launch area, complete with hammocks, couches, a bar, and a weekend-operating restaurant. The launch is 2400 vertical feet above a distant valley floor, an Owens Valley-like

layout, but considerably more posh.

One launches to the east into a thermally easterly diurnal flow (east wind created by intense morning sun heating).

From there, on any good day, the paragliders fi le off launch as soon as the local birds mark some of the massive thermals in the area. Everyone fans out looking for that thermal going all the way to cloudbase, and soon pilots are cruising along the endless miles of massive valley walls extending to the north and south. On great days, one can look to the west and see a fat cloudstreet forming a few miles behind launch, roughly over the pueblo of Tapalpa. That cloudstreet is formed by

Tapalpa town square and church September 2006: Hang Gliding & Paragliding – w w w.ushga.org

The local instructor Andres Coring, launch in background

the incoming westerly winds converging with the east winds at launch. A skilled pilot can climb up and meet this huge line of convergence as it slowly moves east, passing right over launch. From there, the pilot skys out in this convergence and can follow the cloudstreet along the valley. Many pilots have flown for well over 50 miles up valley, passing another nice but primitive flying site, San Marcos, on their journey north towards Guadalajara.

As the convergence-created cloudstreet slowly progresses east, being pushed by the prevailing westerly winds, pilots can cross the valley going downwind from the west side to the east side, which is now the windward side and also the afternoon sunny side. There are several other exciting XC routes stemming from this valley crossing as well, leading to the huge scenic Lake Chapala.

Another option is to launch on this east side of the valley, up north, closer to Guadalajara, at San Marcos. For pilots looking to have some nice afternoon/

evening glass-off fl ights, San Marcos is perfect!

This valley crossing at Tapalpa is very similar to how soaring pilots in the Owens cross the valley from Walt’s Point launch, on the west side, to the Flynn’s launch side, the east side of the valley, in pursuit of huge XC fl ights. The valley crossing is performed in order to remain over the sunny, thermally and windward side of the valley all day long as the sun changes position in the sky from east to west. One of the best parts of the Tapalpa XC experience is that there are plenty of roads running the length of this massive valley system, so getting retrieved after an XC fl ight is relatively low stress, especially if you are supported by a knowledgeable bilingual tour guide with a sweet truck, as I was!

The vistas from altitude above launch are beautiful, with Tapalpa and the Tapalpa Sierra (mountains) to the west, the massive valley/dry lakebed to the east, a huge steep valley wall/cliff system to the north, and a breathtaking 15,000’ active

Self-portrait of the author over launch

volcano to the south, toward Colima.

That’s another epic flying area that I will cover next in my three-part series, “The Vida Loca.”

Karl Decker has been visiting Mexican flying sites yearly for the past five years and speaks fluent Spanish. He is an instructor and a tandem instructor, as well as a site observer in Golden, Colorado, for Paraglide Colorado. Karl enjoys many other vertical sports such as mountain biking, AT ski mountaineering, general mountaineering, and rock climbing, and also runs an R/C glider business. He will be conducting several tours throughout Mexico during their epic winter flying season – you can reach him at www.ParaglideColorado.com.

Approaching Tapalpa, 2000 feet AGL September 2006: Hang Gliding & Paragliding – w w w.ushga.org

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My Longest Night: Part Two

By Naomi M. Gray, in collaboration with Peter Gray

Summary of Part One: During the 2004 Canadian Hang Gliding Nationals I launched from Mara, sank out from a thermal, and landed on a plateau in the Hunter’s Range timber land 4.3 km south of launch. I’d followed a logging road down a timber ridge, gliding upwind, and landed at 3:40 in a relatively flat field with scattered short Christmas tree-like bushes.

I flared and nosed in between short trees, and was OK except

Why did this seemingly simple twohour retrieve turn into a complicated 18hour rescue operation? Here’s what went wrong: 1) At 4:36, the safety director phoned me and told me that he and the chief of the local search and rescue (S&R) team had decided to use my retrieve as practice rescue, because I seemed to be uninjured.

He sent my retrievers back to the meet headquarters, and took over the entire retrieve session.

2) Apparently nobody who was involved in decision-making had adequate knowledge of GPS navigation. Using a different coordinate system, datum or north reference can lead to significant errors. The meet was using the UTM coordinate system with the WGS84 datum, while the S&R was on a different system.

3) Without searching for a better road access using appropriate logging road maps and aerial photographs, the S&R team sent all 15 members of the ground crew to hike from about two kilometers north of me, which was across a steep ravine 4) The ground crew was misinformed about my physical condition for the sake of training. They hauled all kinds of rescue equipment, including a heavyduty stretcher and basic camping gear.

5) A couple of local pilots, along with the safety director, went driving off into the bushes near my location, hunting for my elevation in feet above sea level instead of meters, which was the elevation unit we’d been using in the meet. This is an error by a factor of 3.3! Just before sunset, they had to abort their search and

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for some bruises. By radio relay through another competitor in the air, I reported my situation and gave my bearing and range to launch and my UTM coordinates (the format required by the meet). I also contacted my retrievers, hoping that they would find their way in the maze of logging roads. I thought I only needed to make myself comfortable and wait for a short time, but my ordeal had only begun.

drive down because they did not have an adequate flashlight.

6) The safety director did not inform the S&R team that I was a hang glider pilot with a radio until sunset. So, even though I had plenty of spare AA batteries and a clear radio link to the base, our communication was restricted to my cell phone with a limited battery life.

7) The people at meet headquarters were not fully informed of the situation until it was too late to do anything about the retrieve.

8) The safety director stated in his online report that “Naomi was now complaining of a sore and swollen leg. We talked to the ground crew, who reported they were approaching terminal exhaustion and that carrying Naomi back out

the same route for seven hours was not a viable option…” So, for the first time, he looked at aerial photographs and road maps, and found a road within about two hundred meters of my location – at 4:30 a.m.

At about 2 a.m., the 15-person S&R team found their way through the trees to my position, with all kinds of rescue gear, including big flashlights and a heavy-duty stretcher. I was freezing, with just a lightweight fl ight suit over Tshirt and jeans. They provided me with a jacket and did a basic medical assessment, then strapped me to a stretcher to carry me towards a fire they’d built 50 feet away. They heated some camping food and, after a while and at my request, they released me from the stretcher so I could

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radio during emergencies as well as for flying tasks. An initial meeting should cover emergency procedures, and pilots should be required to carry essential information, including maps, phone numbers, and radio frequencies, in their fl ight gear.

• Contest staff should educate pilots about using clear, consistent position reporting when they need rescue or remote retrieve. Bearing and range to the nearest commonly known point (from the contest waypoint list) is the quickest to transmit and the simplest to understand, but if there is time and adequate radio reception, a lat/long position makes a good backup. Pilots should get in the habit of reporting their position whenever they are at risk of landing away from the goal or other expected LZ, before they lose radio and/or GPS contact.

• Backup radio batteries, cell phones Naomi and her Falcon with extra batteries, enough water to last 48 hours, and other appropriate survival warm up by the fire. retrieves and rescues more efficient, pos- supplies, should be listed and recommended, if not required.

Once the driving crew found the sibly saving someone’s life: • The responsibilities of the meet diroad access, we walked for a few min• Competitors and meet officials should utes through brush to the road, where be equipped with current, detailed, con- rector and safety director during an the vehicle was waiting. We went to an sistent local maps, and they should know emergency should be made clear to contestants, retrieve drivers, and officials, S&R debriefing, where the safety direc- how to read them. from the start. tor informed everyone that this • If S&R groups or other had been a practice exercise, No rescue or remote retrieve should be used as agencies become involved, and an ambulance person told me I didn’t need to go to the a S&R training exercise during a flying meet. they should be given the information and emergency hospital. After taking me on Even if the pilot involved gives his or her protocols that are used by the a roundabout “scenic drive,” which included doing some er- consent, and even if there is no doubt that the contest.

• No rescue or remote rerands, and unnecessarily drop- pilot is uninjured, the complications are likely trieve should be used as a ping me off at the hospital, the to affect many other pilots.

S&R training exercise during safety director drove to meet a flying meet. Even if the headquarters just in time for the pilots’ meeting at 9:30 a.m. That af• Everyone involved should have GPS pilot involved gives his or her consent, ternoon, a couple of competitors volun- receivers, with identical sets of waypoints, and even if there is no doubt that the teered to retrieve my glider. and all receivers should be set for the pilot is uninjured, the complications are same coordinate system and a true-north likely to affect many other pilots.

Recommendations directional reference. Latitude/longiNaomi Gray is an advanced hang glider I was fortunate enough to have only tude, with the WGS84 datum, is the minor injuries, and I was not far from most universal system, and least subject pilot from Tokyo, Japan, and a full-time art civilization. For someone with serious to setup error, but everyone must use the student at Central Washington University. injuries, the consequences of spending same position format (decimal degrees, Peter is a P-4/H-5 glider pilot who has been a night alone in the mountains could degrees/decimal minutes, or degrees/ a director and/or scorekeeper for many flying be far worse than what I experienced. minutes/seconds). Anyone receiving a competitions. They met through their first Outlandings, crashes, and reserve de- distress call should have pen and paper attempt at cross-country flying together on ployments in remote areas during compe- handy, and should stop to record as much Falcons at Wallaby Ranch three years ago, and decided to take a lifelong XC flight totitions are fairly common, but preparation information as possible. for these incidents is inconsistent at best.

• Meet officials and contestants should gether.

Here are a few steps that can help make be educated about how to use GPS and September 2006: Hang Gliding & Paragliding – w w w.ushga.org

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An Old-Time Pilot With a Knack for Attracting New Students

Foot-launching the Icarus, 1977

Region 7’s director, Tracy Tillman, learned to fly back in 1976 with Boris Popov of Northern Sun Hang Gliders in the Twin Cites of Minnesota. He trained on a Sun “standard” glider, but his first personal wing was an Icarus IIb, which he purchased partly built, finished building as a hang glider, and then installed an engine.

“I flew and built model airplanes as a kid,” says Tracy when asked what drew him into hang gliding. “I loved flying and wanted to fly myself. In my fi rst year of college I passed the written exam for a private pilot’s license, but then discovered hang gliding. I found that you could build relatively high-performance hang gliders (for that time) from kits, such as the Icarus and the Easy Riser. The design and construction basically seemed like a big model airplane.”

Just a few years beyond his own student days, Tracy began training others. “I started teaching people to fly Easy Risers in 1979 or1980,” he recalls. “By that time we were flying them most of the time as motorized hang gliders. In Minnesota we had very few hills, so early on I put an engine on my Icarus and foot launched it to fly. Soon thereafter I built and flew the

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Chris Christophersen

Photo courtesy Olympia Beer

Photo: Tracy Tillman

Interview with Tracy Tillman conducted by Chris Christophersen Article by C.J. Sturtevant Photos by Bob Grant, www.skydog.ca

Tracy Tillman launching his Icarus, 1976

Easy Riser (a lot), became a dealer for the kit and various ‘power packs’ for it, manufactured and sold landing gear for it, and started teaching my customers and others to fly. Even though we were using power-assist for launching, we very much felt that we were hang glider pilots, and part of the USHGA. Unfortunately, USHGA then decided to disaffiliate itself from motorized hang gliding. As the motorized hang gliding market grew and transformed, I became a dealer and instructor for several other models of ultralights.”

Ultralight sales and instruction became Tracy’s main flying focus in the 1980s. During that time he was also going to college and working full time in industry. He took time off from flying during the late ‘80s and early ‘90s to work on his PhD and establish a career in academics and consulting. In 1994 he met and married Lisa Colletti, and “we made a deal to trade sports. She tried hang gliding and (obviously) got hooked. Together we reestablished Cloud 9 Sport Aviation, created the Drachen Fliegen Soaring Club (DFSC), and built Cloud 9 Field. With Lisa’s help, I’ve been a tandem aerotow hang gliding instructor here in Michigan

for almost ten years now.” He adds, “Lisa is 50% of this operation. I’m very lucky to have her as a flying and business partner, and partner in life.”

Although Tracy and Lisa are involved in many types of sport and general aviation, hang gliding remains their favorite. “We have thrown ourselves into hang gliding because of our passion for it. We think that it is the best form of flying – the freest and most bird-like that you can get. However, we are also commercial, instrument-rated airplane pilots, commercial sailplane and sailplane tow pilots, basic fl ight instructors for ultralights, and ultralight tug pilots. We think that flying is cool, and we like all kinds of flying. We don’t begrudge anybody the type of flying that they enjoy. However, as you can see, we have invested a huge amount of time, personal effort and money into establishing a nice and safe flying site, club, school, and environment to support hang gliding in this area.”

As if that wasn’t enough to keep Tracy occupied, he recently added the duties of USHPA Region 7 director to his plate.

What induced him to take on that additional responsibility? “When Bill Bryden (long-time Region 7 director and past

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Tracy taking Lisa’s sister Renee for a flight

president of USHPA) decided to step back from being director he asked me if I would be interested in the position. I thought that, maybe, I could be helpful.

My motivation was that, just maybe, I could be helpful.” His top three priorities are “safety, safety, and safety!” Close behind those three would be “the growth of the sport and a good public image for hang gliding.”

Tracy figures he and Lisa have a “pretty good” success rate training pilots to Hang 2 level and having them stick with it and fly safely. “I’d guess that there is a half-life in hang gliding of about five years, meaning – in general – that perhaps half of our pilots drop out every five years.” He’s referring to the hang gliding population as a whole, not just H-2s. He estimates that about three-quarters of his students are sticking with hang gliding long-term, but sees growth and reten-

tion of pilots as a major challenge for the organization as a whole should be supportive of those alternatives.” sport.

Tracy also places high priority on inElaborating on his views regarding growth and public image, Tracy offers creasing the amount and quality of trainthis opinion: “I think that it is very im- ing, both in his region and nationwide. portant that we accommodate and sup- “There are some poor instructors and port the types of flying that are prevalent some very good instructors out there,” he in Region 7. It is hard to find good hill points out. However, he feels that “some sites in the northern plains that make up of the good instructors could be better this region. The availability of different if they had a well-documented syllabus, tow systems and power launch systems curriculum, or set of lesson plans.” His enables more people to experience the broad experience in both aviation and injoys of hang gliding and paragliding, and struction gives him a strong background therefore, should be supported as part of for making suggestions for improving training. “Not only should instructors our national organization.”

He acknowledges that pilots who live document their instructional methods and fly in regions with many hill sites may for themselves and their students, but not be supportive of some of the alterna- the national organization should be able tive types of launching systems that are to look at that documentation, and build available to hang gliders and paragliders. a best-practices model from that to guide However, “many pilots who live here in instructors. Anyone who teaches in Region 7 need those alternatives, and the most any discipline – including general

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current towing exemption, so that the exemption can remain in effect for us for the remainder of the transition period to Sport Pilot.”

As further proof of his commitment to quality training and increasing the number of hang glider pilots, Tracy also chairs a sub-committee within USHPA that focuses on scooter-tow instruction and developing a best-practices model A tandem landing at Cloud 9 for scooter-tow instructional curricuaviation – has such documentation; it lum, techniques, and systems. “If a large should be expected of hang gliding in- light-weight glider like the Wills Wing structors, as well.”

Condor is used, the student can fly very As regional director, and with his slowly and just ground skim. It is like a background in aviation, Tracy is deeply moonwalk – very fun, and relatively safe involved with the current issues sur- and easy. The Condors are very stable (in rounding the new Sport Pilot regula- no to little wind) and students can get a tions. “We are going to have to make personal fl ight experience that is rather that transition [to compliance with Sport like the old days, on gentle hills and sand Pilot regulations] within the next few dunes that were such a joy for us to play years,” he points out, “and we are trying on when the sport started. That kind of to help develop and provide guidelines to play-like joy will be much less intimidatUSHPA members on how to make that ing for many folks, in comparison to the transition. That is one of my immediate serious aviation that is being experienced tasks, along with getting renewal of our with the high speed and high altitude of

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an aerotow tandem fl ight. Scooter towing, done right, can be a gentler and very safe introduction to hang gliding.”

Tracy sees scooter-tow instruction as a supplement to aerotow tandem instruction, to help students prepare for their first solo aerotow fl ight, and to help them make the transition to foot launch and landing. Scooter-tow instruction has the added advantage of being less costly than tandem aerotows, both for the students and the instructor. “I think that scooter towing will help to bring more people to our sport, especially in conjunction with aerotowing. It is a relatively inexpensive system and, unlike working on hills, it can be set up to tow into any wind direction. Scooter-tow instruction with the Condor requires very light winds and no turbulence, but that’s fine because we tend to do our aerotow instruction in the evenings, when the winds are very light and smooth, or calm. We split up our day such that we focus on towing our experienced pilots throughout the day, and then work with students in the evenings.

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Scooter towing with the Condor fits in quite well with our current system.

“Also, scooters are well muffled and very quiet. What little noise is generated doesn’t go very far because the scooter is not up in the air like a tug.” That’s an advantage that instructors who train in the early morning or in the evening can appreciate!

Tracy sees a strong connection between scooter-tow instruction and rejuvenating the sport of hang gliding. “There are a lot of people within the USHPA leadership that agree,” he says, “which is why the organization is providing some funding for scooter-tow instructional seminars.

The overall cost of a scooter-tow system is low and it is very transportable. It can go to where the people are, rather than having the people come to a hang gliding site. Growth of the sport is a difficult issue because people have so many activities and sports available to them today as options. Young people, especially, have many more alternative activities to choose from than we did as kids. Getting young people into our sport is our biggest and most important challenge.”

Both Tracy and Lisa see the aging pilot population as a challenge to getting current USHPA members involved in promoting the growth of hang gliding.

“Sometimes as folks get older they become more focused or more narrow-minded in their own interests. Somewhere I heard that ‘when you are young you have a lot of heart but not much for brains, and when you get old you’ve got a bunch more brains but not a lot of heart anymore.’ It’s sad to see, actually, even among some

members of the USHPA BOD. Many of these folks have a long-term passion for the sport, and were likely very openminded in their younger days. However, as they have gotten older they are not so open-minded anymore, and they resist alternatives to their traditional views of hang gliding. However, anyone who is in business and engineering realizes that success in the marketplace is based on innovation and continuous improvement.

When their numbers fall, they realize that it is because they have not developed and offered better alternatives into their market.”

Tracy is obviously not lacking in heart! He sees scooter towing as a vehicle for bringing some fun back into the sport for veteran pilots as well, and offers as an example the Red Bull Flugtag (Flying Day) contests, “where they invite people to build screwy flying contraptions and get dressed up and jump off piers.” Flugtags are held across the U.S. and around the world; a recent one was in Arizona. “We’d like to do the same kind of thing, but by scooter-tow. We will call it something like Flug Tug or Drachen Tag (or whatever), and invite pilots, maybe some who haven’t flown in years, to bring out their ancient hang gliders, and try to ground-skim scootertow them. Hopefully, we can get some folks to dress up in ‘70s clothes, and we will be able to ground-skim them nice and slow in their old gliders, and have a safe, good old time.

“In effect, we’d like to re-create the atmosphere of what it was like for us in the early days of the sport, where we

Tracy Tillman and Lisa Colletti with their home in the background

could go out and play and share adventure on the dunes or small hills, and act stupid (but not be stupid – this time). It should be a lot of fun to bring some veteran pilots back together, and perhaps we can bring some of the non-active veteran pilots back into hang gliding. We’ll have awards, and a catered barbeque picnic, and it should just be a hoot. Anyway it is something that we’d like to do for the flying community and perhaps bring some pilots who have dropped out back into the sport.”

What can current, active pilots do to help promote the growth of hang gliding? “Send people who are interested in learning to fly to instructors who have a reputation for safety and thorough instruction.” He also points out that it is the instructors who will ultimately bring the majority of new pilots into the sport, and thus they “really need support from the entire hang gliding community, and that includes financial support. It directly hurts instructors when pilots buy equipment from ‘garage dealers’ who don’t instruct, have no overhead, and

Gliders set up in Tracy and Lisa’s front yard September 2006: Hang Gliding & Paragliding – w w w.ushga.org

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and gave presentations at schools and so on. It takes getting out there and beating the pavement.”

Clearly this old-time hang glider pilot has somehow managed to reach the ripe old age of 50 with both brains and heart intact! You can contact Lisa and Tracy at Cloud 9 Field in Webberville, Michigan, at DFSCinc@aol.com.

Chris Christophersen has been flying hang gliders since 1988. He learned to foot launch at Lookout Mountain Flight Park, and got his aerotow rating at Quest Air.

Safety Tip

Lisa Colletti on her new Lightspeed S

don’t really do anything to actively support the sport and/or flying sites. Pilots themselves should purchase equipment from ACTIVE instructors, and advise new pilots to do the same. If we do not

support our ranks of good instructors, they will drop out. The sport is not going to grow unless we keep and help grow our ranks of instructors. It is incredibly short-sighted for manufacturers and distributors to set up and support dealers who are not active instructors.”

Tracy reminisces about the history of the sport, and about what attracted people to hang gliding back then. “In the ‘70s and ‘80s, I went out into the community and promoted hang gliding with static and flying displays at county fairs, airport fly-ins and shopping malls,

From an article in the December Dive Training magazine, written

by Greg Laslo: When it comes right down to it, there are three causes for everything that could go wrong. These include OBJECTIVE HAZARDS, i.e., potentially unsafe conditions; SUBJECT HAZARDS, including potential errors in participants’ judgments; and unsafe acts. By teaching students how to recognize each risk, and how to act accordingly to mitigate the risk we can arm the students with the tools to make diving safer.

Dan Guido (USHGA #27352) suggests changing “diving” to “flying,” and adds, “Of course, as instructors we need to teach by example.”

Looking down on Cloud 9 Field

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Tai Chi Flying ably to hang gliding as well, although I don’t fly a hang glider).

Tai Chi for Conditioning and Rehabilitation

arts in China. Exercises or a set of movements were developed for conditioning and training, like many of the other ention tai chi to most people forms of martial arts. Somewhere along and it brings up an image of the way tai chi exercises in themselves a bunch of old people exercis- were recognized as a means to achieve ing, albeit gracefully, in open-air parks optimum physical and mental well-being. in China – hardly the stuff of a macho Today tai chi is recognized by the medical group of daredevils braving the skies in community as one of the most effective their fragile craft. In fact, as my own methods for exercise, especially for those exploration into this almost mystical of us who are recovering from injuries gymnastics has revealed, tai chi may or those with chronic pain of the back, have potential applications to all pilots neck and joints. It is the pre-eminent ex– including the testosterone-driven dare- ercise for the prevention and reduction of devils. And while tai chi has special ben- symptoms from tendonitis, arthritis and efits for the more mature of our brethren, osteoporosis. It is in fact the aches and it has much to offer all of us in becoming pains of an active mature pilot that drove safer and better pilots. me to tai chi in the first place. What I Tai chi historically evolved several found was tai chi had exciting, practical thousand years ago as a form of martial application to paragliding (and presumBy Jack Grisanti Photos by Bethany Henderson

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September 2006: Hang Gliding & Paragliding – w w w.ushga.org

In the beginning, tai chi exercises appeared to me deceptively simple and not particularly physically exerting. The exercises are slow, graceful and soft movements more akin to ballet. Frankly it struck me at first as being decidedly non-masculine, but by the end of the first few exercise periods I realized that I was using a bunch of muscles that haven’t been worked for a while. Among the first exercises you’ll do are balancing exercises where you hold a position balancing all your weight on one foot – in my case just barely managing to not fall flat on my face.

After four years of flying, I started to realize why I have been stumbling around the launch when things get gnarly. The good news is within months of starting tai chi I found that my balance and reaction times had much improved, along with my ground-handling skills. After almost two years of doing tai chi, my balancing exercises have become much more complex, involving multiple counterbalancing movements of the arms and legs. To date the most complex is the tai chi 40-form, 40 different slow-motion movements which proceed as a continuous 10-minute exercise. Who said you can’t teach an old dog new tricks?

One of the coolest things about tai chi is its value as a therapy for those hard landings that occasionally befall us. Unlike aerobic or even yoga exercises, going for the pain is not the tai chi game.

Tai chi exercises are about improving and maintaining coordinated use of the body to an extent that it does not cause pain.

On at least two occasions I suffered hard landings with multiple pains throughout my body sufficient to put a pause on my flying for, in one case, over four weeks.

During those periods I did not miss a single day of exercises. When I checked in with my physician to make sure it wasn’t

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ner yields. As the hand reaches the closest approach to the other, that partner takes the lead, pushing the other’s wrist as the original partner yields. The second part of the exercise is to change the speed and pressure while still maintaining this minimum level of contact.

In the martial arts version, opponents seek out a weakness or other opportunity to inject just enough pressure to unbalance the opponent opposite him. Even in the latter martial arts form this is not about strength but rather about very precise sensing of pressure and balance and precise application of pressure. The “winner” may not be the one to apply the pressure in the end. As with paragliding, it is about finesse, not strength. It is this sensitizing and balancing that I believe has direct application to paragliding, particularly as it applies to development of thermal and active piloting skills.

Looking back at my early mountain training, I recall that it did not seem all that easy to sense the direction to the center of thermal cores by sensing the subtle pressure of one side of the wing rising more than the other. Similarly, active piloting is a difficult skill as we anything serious, I found my doctor tai chi where the energy of the glider is soon discover the effectiveness of the surprisingly supportive of continuing the built up and flows from one movement to active pilot is inversely and exponentially tai chi exercises that I was doing. While I the next. These similarities have led me proportional to the time it takes you to can assure you I was very aware of where to the possibility that tai chi exploration sense the wing’s movement and to react the injuries had occurred in my body, the of the inner body might be extended to appropriately. You have to react instincexercises allowed me to track my range of the glider in a very direct and meaning- tively to correct imbalances in the wing motion and the progress of improvement. ful way. While still at the beginning of to be effective.

During my early struggle to advance The bottom line is I felt that my recovery that quest, I believe my tai chi training was markedly enhanced without the loss is providing the framework for enhanc- this skill, I took a quantum leap in of conditioning. ing the all-elusive quest to have the glider become a physical extension of the body Tai Chi Flying and ultimately to the environment we fly The essence of tai chi is about bal- in. ance and efficiency of movement within whatever environment you may be in. Active Flying The individual movements of tai chi are Often as a prelude to the martial arts generally very simple but often progress forms of tai chi, the participants will through a series of movements that range take up partners for a sensitizing exfrom as simple as walking to the more ercise known as pushing hands. In this advanced 40-form movement mentioned exercise the partners face each other in earlier. To me this efficiency of move- close quarters and place the right or left ment is analogous to flying a paraglider wrists/hands together. Initially the goal in something as simple as a coordinated is to simply move the wrists/hands in a turn where body shifting, minimized circle with minimum pressure between brake control and energy retention are the two, while insuring the contact is maximized. Similarly, building and re- not lost. At the point of closest approach tention of energy in the glider in acrobat- one partner takes the lead and pushes the ics is analogous to the advanced forms of wrist of his partner away while the part-

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developing that skill by closely watching the fluid body movements of a pro at a national competition. I don’t even know the guy’s name, but as I waited in line to launch, he launched before me almost casually into what I knew was strong air, smoothly moving out, and up over the ridge he went. What I noticed was that his body was never idle – effortlessly, his body moved to correct the minor imbalances of the unstable air such that his wing barely moved above his head. I knew instantly that whether in light or very turbulent conditions his body instantly reacted to the changing environment as it was happening wherever he flew.

The second thing I realized was that the pushing hands of my tai chi training was directly applicable to this process. Yes, you still have to pay your dues with hours of practice in the air, but the techniques for optimizing sensing and response are right there in the tai chi exercises.

Application of these techniques breaks down as follow: First you must relax your muscles and mind so that you can sense within and without. If you are tense then you will not be able to feel your wing’s response to the environment. Take a relaxed position in the harness, tuning into your consciousness the forces being applied, sensing the minute changes in balance and shifting to correct balance as it is being applied externally. (The trick is not to “think” about what you are doing but just do it). Finally, even during your application of the force (i.e. applying brake or body shifting), whether dynamic or static your body should be using only those muscles needed at only a tension necessary to achieve the desired action.

On the surface this may seem obvious, but it is really easy to tense up while flying in active air, and you may well have to repeatedly go through a relaxing process to get back to effective action. If you cannot manage the tension you will find yourself looking for landing options prematurely, sometimes simply because you are too tired to go on. If the other pilots are going farther, with the same basic skill level, it may simply be failure to manage your internal energy level, something that tai chi is particularly good at controlling.

The Chi of Flying

For those who feel the passion of flying, coming to a realization that there is something mystical about flying is quite common. While I didn’t start out looking at tai chi as a means of explaining or elaborating on this vague feeling, I must say that the more I explore the application of tai chi to flying, the more I feel I am getting some sense of what the mystical element might be.

The power of tai chi and of its applications is the chi. Thousands of years ago, Chinese Taoists came up with the theory that there is an eternal power that moves the universe. That ultimate power is what they called the chi. The legendary theory goes on to address the idea of yin and yang of chi which “exercises its powers

ceaselessly moving in a balanced manner between the positive (constructive) and negative (destructive) powers.” Starting to sound familiar? “Because these powers are confl icting yet balancing each other, our universe is constantly and indefinitely changing.” Strangely, this seems to be consistent with theory expounded by the current crew of physicists including those who relatively recently came up with the chaos theory which, among other things, is beginning to describe such complex systems as the weather. As paraglider pilots take direct advantage of these immensely powerful natural systems, one has to wonder if the mystical feeling we are experiencing is just a reflection of chi at the very fringe of our spiritual awareness.

The author practicing his tai chi flying

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Tai chi as an expression of chi is moving towards the “nearest position of balance and harmony,” what some tai chi theorists call the “grande ultimate.” The ultimate to them I would guess is the balance and harmony of movement as it is applied to tai chi martial arts. The movements, forms or dance one sees in the parks are in fact derived from martial arts stances and movements. “The tai chi mastery of the internal energy (chi) within our body and mind is the natural progress to the demands of external environment of the martial arts.”

While I do not think mastering the martial arts of tai chi is critical for its application to paragliding, the physical and mental exercise used (i.e. balance, sensing enhancement, and response training) certainly do. To me the grande ultimate would be to use the chi to become one with the wing and the environment we share. This is a goal that many of our finest pilots, even without tai chi, are a lot closer to than I am. But at the very least tai chi can serve as a physical and

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mental conditioning tool to enhance the development and maintenance of our flying skills. ************************* The quoted phrases in this article come from Tai Chi Classics by Waysum Liao, Shambhala Publications, Inc., Boston, Mass. 1990. This book is generally recognized to be one of the best references for tai chi history and applications.

Special thanks to my tai chi sifu (teacher), Randal of Baywood Martial Arts, who helped me along in my tai chi exploration and provided technical assistance in preparation of this article.

Jack Grisanti is an advanced-rated paraglider pilot and a novice tai chi practitioner. President of San Luis Obispo Soaring Association (SLOSA), he is semi-retired as an environment engineer and lives with his wife and nine-year-old boy in Los Osos, California.

September 2006: Hang Gliding & Paragliding – w w w.ushga.org

Dateline Kurai, Altay Republic: The Russian Paragliding Open Championships

By Jeff Cristol Photos by Jeff and Ursula Cristol

Soaring in front of peaks of the Altay Mountains

After a 40-day journey across western Mongolia, my wife Ursula and I hitchhiked north from the small town of Tsaganuur in Mongolia into the Altay Republic in Russia, our packs fi lled with camping and paragliding gear. This border crossing, closed to foreigners for over 300 years, re-opened just last year.

The nine-hour, three-checkpoint ordeal seemed simple compared to the confusion, pushing and shoving that began the multi-day task of registering our visas.

Told we couldn’t register in the town of Kosh-Agach and facing a six-hour drive north to the republic’s capitol of Gorno Altaysk, we did our best to not understand. At this point we learned to confidently recite, “Ya ni ga va ryu pa Ruski,” which helpfully means, “I don’t

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Championships. A large group of British pilots camped in a nearby field finished a paragliding tour to the area the next day.

The trip organizer explained their policy of refusing pilots not in their group a ride to launch. I faced a very long hike, but their doctor with his own jeep kindly made room for me.

Ecstatic to have finally arrived, my journal entry from July 21st captured Sun rising/full moon setting over the peaks the spirit: “Finally flying in Russia – all of what I expected – the huge Kamaz speak Russian.” We eventually arranged trucks – the hills blanketed in wildflowa meeting with the head inspector in the ers – edelweiss thick like weeds! A perback office of the visa registration office. fect launch site – with drive-to access and Not able read the Cyrillic forms, we felt puff y clouds extending down the valley. helpless. A secretary in the office aided First fl ight 33 kilometers. Not too big or with translations and after three days too bumpy.” they agreed to register us for the next Launch, a huge grassy ridge that sits two weeks. at 8300’, looks across the valley at the Relieved, we hired a taxi to the camp- beautiful glaciated Altay Mountains ing area above the small village of Kurai dominated by Mount Belukha at 14,784’ in the Chuysky Valley. We were ready for or 4506 meters. The normal fl ight plan a break from our endless traveling, and goes south down the valley towards the I was psyched to meet and fly with the border with Mongolia.

Russian pilots.

The Kurai is considered the best flying We arrived in Kurai the day site in the former Soviet Union and is before the Russian Open Paragliding often referred to as “the Owens Valley of Russia.” The valley was once a Soviet tank bombing range; near launch lie unexploded ordnance. Most pilots came to the event from Moscow and northern

Russia. Pilots from flatland towing areas especially respect Kurai for advanced bigmountain conditions. Only advanced pilots, or intermediates who are very experienced or are sponsored and supervised, are allowed to fly here. When I registered for the competition, I qualified as a “Master of Sport” on the entry form. I knew the significance in the former Soviet Union and felt humbled by the rating.

The local club in Bernaul sponsors the first of two competitions, the Triada Cup. This week of organized competition ! " # $% &' ! ( ) * + ,- !.) (,''* ,& - !.) / 0 ( ) * '' -!&' 1 &&,23 4 5

Sinking out before the “bottleneck”

wasn’t mentioned in the English pages of their Web site. I came early, hoping to practice and thinking I’d hike to launch if no other pilots were around. (We also scheduled the extra week since we didn’t know if we could get into Russia at this border crossing.) The second competition, the Russian Paragliding Open Championships, included in the same entry fee, was an FAI-sanctioned international event. Both events had over 100 competitors, so getting to launch was not an issue.

There were two kinds of tasks called.

The distance run of 60 to 125 kilometers flew past what is known as the “bottleneck,” where the Chuysky Valley ends and, after a rocky canyon, big flats begin.

Getting beyond this neck was usually the crux of these fl ights. The second type of task, a triangle, was shorter and was called on overdeveloped days. These triangle fl ights ended closer to our campsite somewhere in the Chuysky Valley, after 30 to 50 kilometers. Cloudbase was usually around 12,000’, but one day lifted to over 16,000’.

The hang gliding competition, with about 30 participants, was held at the same time and often called the same tasks. Several women delta wing pilots had just recently learned to fly, unlike the trend in the United States. A large group of the delta pilots came from Kazakhstan

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Above the spectacular Altay Mountains

Comp headquarters and organizers

September 2006: Hang Gliding & Paragliding – w w w.ushga.org

and we joined them the next month for some flying near Almaty.

The Kurai Valley is several miles wide with endless grasslands for landing. Because of the old public ownership policy of communist Russia, none of the land is private property. Trespassing, the local sheriff and eventual court appearances are all unknown. Applying for a Russian visa seems like a hassle with the required letter of invitation and various hoops to jump through. Yet, when you invite Russian pilots to visit the United States, they sadly shake their heads and explain that for them, U.S. visas are very hard to get.

Many Russian pilots flew their local AVA brand and several were on the AVA team. Most flew down from Moscow, several drove from Germany and one pilot came from the Czech Republic. For the most part it was a Russian competition. The organizers told me I was the fi rst American to fly in the Kurai comps, which have been organized for deltas for 25 years, but only have a five-year history

for paragliders.

Guidebooks to the region warn against drinking with locals. Widespread vodka consumption throughout the old Soviet Republic is a serious social problem, as is alcoholism. Pilots explained that locals in the Altay Republic have a genetic deficiency that makes them especially susceptible to alcohol and dangerously violent when drunk. We saw plenty of Europeanstock Russians who easily made up for their supposed superior genes by drinking even more vodka.

The flying was spectacular, set against the backdrop of the Altay Mountains.

The site is ideal with consistent launch conditions, soaring possible by 10 a.m. and cross-country adventures by noon.

In two weeks of flying every day, I never sank out from the huge grassy ridge.

We did, however, wait through some rainstorms on launch and one task was canceled while we were on course due to overdevelopment.

The smooth and broad thermals allowed several-hour fl ights without any

significant collapses. After the dry desert southwest of the United States and some of the midday rockets I’d found in Mongolia, the Kurai seemed very friendly.

Nevertheless, competitions bring out the worst-case scenarios and accidents.

Flying into a tight valley not far from launch, a Russian national team pilot fell into her Gin Boomerang and barely got her reserve out. The daily reserve deployments and accidents, accepted as normal, seem to be a part of the competition scene everywhere. A local doctor, seeing the first injured pilot, asked how long the competition was and then promptly left on vacation for 10 days.

During the trip, I encountered several novel paragliding expressions. Some required long explanations to understand.

For example, the sink-out LZ below launch is called “chainipolia,” or tea fields, because beginners land there. Pilots call beginners “chainic,” which means teakettle. This idiom is borrowed from skiing since novice skiers make the same noises

Vlasta Puczok coming in to land September 2006: Hang Gliding & Paragliding – w w w.ushga.org

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By the end of the comps I felt comfortable with the area. One hundred kilometers seemed reasonable since I knew the cross-country route so well. My fl ight log for August 1 reads: “Flew 108 km, 18 km short of goal, but a good fl ight. Had to fly into headwind for 17 km with 12 kph groundspeed. Got very low on small ridge and ridge soared for a long way, then took a strong thermal up and out, back to cloudbase. Got to 15,200’ above clouds but base was at 14,500’ generally. Out front most of the day, then got passed at second turn point, and then out Team Gradient International, L to R: Vlasta Puczok, over the flats three more comp wings flew Sergy Latishev, Dmitry Maslennikov and Jeff Cristol by. The Avax RSF is definitely faster than as a boiling kettle, huffing, puffing and the Aspen.” After a five and a half hour sweating. It follows naturally, but not fl ight, I took fourth for the day, which necessarily closely, that the fields where put me in fifth place overall with one day beginners sink out are called tea fields. A left in the competition. simpler idiom is “la mierca,” or the meat, The last day many pilots launched which is what they call the wind dummy. into a huge sink cycle. Finding no lift Hang gliders are nicknamed “rastaduska” for the first five minutes, a couple of us which means metal cot. Following the dared to fly low over a nearby forest in same logic, paragliders are called “ma- a light, drifting thermal. Eventually the trasy,” which comes from matrasnic and two of us held on and climbed to base means mattress. and a newly formed cloud at 15,200’. The thermals had serious drift and we found 80kph ground speed. I landed 7th at goal after two and a quarter hours, but ended up ninth for the day and sixth overall out of 116 pilots. Four of us had formed Team

Gradient International and took second, third, sixth and eighth places for a huge lead in the team standings.

After an incredible two weeks in this flying wonderland, we were fi lled with both flying adventures and life experiences. Volleyball in camp and adventures like packing 52 pilots into a single Kamaz truck and returning from goal as late as 11:30 at night kept it interesting and so the time flew by.

We made many new friends, some of whom we would see again as we traveled, visiting flying sites throughout Kazakhstan and Kyrgyzstan in the next two months. As our bus pulled out of the camping area after the comp ended, I thought about how far from home this place felt to me. I realized that coming from Mongolia made it seem even more remote, but that with a visa and plane ticket we could return and play again above the mountains of the Altay Republic.

From Telluride Colorado, Jeff and Ursula Cristol explore the world looking for adventure and flying. Through Adventure Tour Productions (adventuretourproductions.com), Jeff offers tandem paragliding, photography and video production as well as international and western U.S.-based paragliding tours.

Contact him at (970) 728-1754 or jeff @ adventuretourproductions.com.

Classic Russian woodwork

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Gallery

Jamie Thomas and miles of coastline at Montana De Orro Sand Dunes, Los Osos, California Photo: Kinsley Wong

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Peter Dreher, an instructor at Kitty Hawk Kites, beachsoaring at Kill Devil Hills in North Carolina Photo: J. Michael Cosner

Running the coast with Chile on the left, the Pacific on the right Photo: Mike Eberle

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Terry Hawkins flying along the beaches of Bandon, Oregon Photo: Airlee Owens

Bo Hagewood entertains an unidentified dog and its owner.

Photographer unknown (from the USHGA photo archive)

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Terry Hawkins motoglides over the Coquille River lighthouse, near Bandon, Oregon. Commissioned in 1896 and in operation until 1939, this was the last lighthouse built on the Oregon coast.

Photo: Airlee Owens

Dennis Bowman makes low passes in the bowl as the marine layer comes in at Marina Beach, California.

Photo: Jerry Gillard

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Calendar of events items WILL NOT be listed if only tentative.

Please include exact information (event, date, contact name and phone number). Items should be received no later than six weeks prior to the event. We request two months lead time for regional and national meets. For more complete information on the events listed, please see our Calendar of Events at www.ushga.org.

FLY-INS September 2-4: 16th annual Pine Mountain Fly-In, near Bend, Oregon. Pine Mountain produces epic evening glass-offs and excellent XC flying for both HG and PG pilots. Come share the food, fun, and flying with the 150+ pilots from all over the country who usually attend. For details contact Billy Gordon, xc_cloudbase@yahoo.com, (541) 6102200, or visit http://desertairriders.org.

COMPETITION

August 31-September 4: Steamboat Springs, Colorado. Second

Annual Wildwest Airfest and Airmen’s Rendezvous, Storm Peak Hang Gliding and Paragliding. Get hours of high-altitude airtime and let your tume flying, aerobatic demonstrations, friendly competition. Lots of air- family bike, soak in hot springs, horseback ride and shop. Vintage airsports-related activities, as well as music, food, fun! See June Pilot Brief- planes, RC activity, balloons, skydiving, town BBQ, HG and PG awards ings column for details. $300 for competitors, donation to cover cost party, Fly to Pig Roast and Disco Party (possibly). Spectacular altitude of tows requested from costumed and demo flyers. More information gains, over-the-Divide XC, awards for course flying, Harry Martin T-shirt. at www.seattleparagliding.com or contact Chris Santacroce at chris@ Launch 10,400’ MSL, numerous LZs (6660’ MSL). All site rules apply, superflyinc.com.

H-4/P-4, call to get your place and approval. Lesser ratings with sponsor on a case-by-case basis. Storm Peak HG/PG contacts: Ken Grubbs, September 17: Torrey Pines Gliderport, San Diego, California. First (303) 888-1255, kengrubbs@msn.com; Mark Cahur (970) 846-3824; annual “Parade of Sails” fund-raising benefit for YMCA Kinship children’s Tom Wood (970) 846-4427; Roberto Frias (970) 870-8873. Campprogram. First-place awards for three hang glider and three paraglider categories. Paragliding is open to all ratings (less than P-3 must fly un- ing and conventional lodging contacts: http://www.steamboat-chamber der instructor supervision), hang gliders H-3 and above only. Competition .com/. runs from noon to 5 p.m., low tide is at 1:08 p.m. Radio required (can August 31-September 4: Macedon, New York. Fourth anbe rented on site). Judges and shuttle drivers back to Torrey provided nual Flaming Fall Foliage Festival and Fly-In, Labor Day weekend at

by San Diego Hang Gliding and Paragliding Association volunteers. Your the Finger Lakes Aerosport Park in upstate New York. $75 per pilot family can picnic on the grass at La Jolla Shores beach and watch you includes Sunday dinner and all festivities. For further information go to compete. Entry fee $40, first 50 sign-ups get T-shirt with a Fine-Tuned www.fingerlakesaerosportpark.com and click the bar for the 2006 Flydesign. Dinner and awards dished out afterwards at Torrey. See flytorrey In information. .com for rules and details or contact davidj@flytorrey.com.

CLINICS, MEETINGS, TOURS September 22-24: Intermountain League Paragliding Series seaSeptember 9-10 (11 rain date): Paragliding tandem instructor son finale at King Mt., Idaho clinic with Bob Hannah and Jeff Greenbaum, at a non-coastal location in Date TBD: Bozeman, Montana (put on by Andy Macrae) Entry $25, all goes to drivers and prize money. This year Super Fly has the San Francisco Bay Area. Applicants seeking a T-3 (tandem instructor generously offered to sponsor the Intermountain League, providing beer rating) should have achieved, prior to this clinic, requirements stipulated and support for thirsty pilots who want to brag about great days of flying. in Part 104 guidelines including minimum 25 flights as a T-1. Pilots can also attend to pursue a T-1 rating. Please review Part 104 for full tandem Contact info for each meet at leaguemeet.com. requirements. Contact: jgreenbaum@sftandem.com.

September 30-Ocotber 7: Dunlap, Tennessee. Tennessee Tree Toppers Team Challenge, an event focused on providing Hang 3 pilots a September 16-18, 19-21, 22-24: Pueblo, Colorado. Paraglidfun learning experience in safe cross-country flying and beginning com- ing over-the-water courses with coaching by SuperFly’s Chris Santacpetition skills. More information in this month’s Pilot Briefings column, roce and Kay Tauscher of Peak to Peak Paragliding. Attend one, two or all three sessions. Class size is limited. All levels. Call (303) 817-0803 or and at www.treetoppers.org. email info@peaktopeakparagliding.com for deposit and fee information.

October 19-22: Cusco, Peru. Breitling Cusco Paragliding Open.

More information at www.breitlingcuscoopen.com or from Richard Peth- September 22-24: Point of the Mountain and Utah flying sites. PG thermal clinic. For clinic description and prerequisites go to igal, richard@cloudwalkerparagliding.com. www.twocanfly.com or contact Ken Hudonjorgensen, (801) 572-3414, January 3-10, 2007: Forbes (Australia) Flatlands Hang Glid- twocanfly@gmail.com. ing Championship. Aerotow-only, HGFA and FAI sanctioned, 72 pilots max, $200 entry fee includes welcome party and awards dinner, $300 September 23-24: Learn to be a tandem paraglider pilot (T-1, aerotow fee includes unlimited tows from January 2-10. More informa- T-2, T-3) with Chris Santacroce and Jeff Farrell. Prerequisites: Current USHPA advanced rating, turbulence sign-off, AND minimum 200 hours tion: Vicki@moyes.com.au. of logged air time, OR 100 hours with 500 flights of at least 500 feet January 13-20: Mt. Beauty, Victoria, Australia. Bogong Cup Hang vertical descent, OR 100 hours with 500 flights of 2 minutes duration Gliding Championship 2007. AAA sanction. Contact: Carol Binder, info@ or longer. Space is very limited – call (801) 255-9595 to reserve your xcflight.com or www.xcflight.com. spot.

September 16-17: Seattle (Washington) Aerobattle. A mix of cos-

February 10-17: Bright, Victoria, Australia. Australian Open Paragliding Championship. AAA sanction. Contact: Carol Binder, info@ xcflight.com or www.xcflight.com.

September 2006: Hang Gliding & Paragliding – w w w.ushga.org

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October 1: Deadline for mailing USHPA awards nomination material,

for consideration by the Awards committee at the fall BOD meeting. Mail to USHPA, P.O Box 1330, Colorado Springs CO 80901-1330. Awards nominations may be made online (http://ushga.org/emailaward.asp) up until the fall board meeting. Some awards require tangible examples be mailed (newsletters that are not online, non-digital photos, videos) in order for the nomination to be considered. It is recommended that all nominations, mailed or online, be made by the October 1 deadline.

October 6-8: USHPA fall BOD meeting, in the San Francisco Bay Area, California. Pilot Summit Banquet on Saturday evening, cost $35.

More information at www.ushga.org.

October 7-November 4: Tapalpa, Mexico. Improve your ther-

mal and XC skills with world team pilot David Prentice. Week-long tours include, airport pickup/drop off, lodging, transportation, guiding, XC retrieval. Plenty of other fun and adventure for the family. More information: (505) 720-5436, www.earthcog.com.

October 7-8: Utah flying sites. PG mountain flying clinic. For clinic

description and prerequisites go to www.twocanfly.com or contact Ken Hudonjorgensen, (801) 572-3414, twocanfly@gmail.com.

October 16-22: Las Vegas, Nevada. P-2 training: Join Chris Santac-

roce and Jeff Farrell for an intensive training session and look forward to graduating with towing, powered paragliding and foot-launch experience.

Space is limited and only serious candidates will be accepted. Call (801) 255-9595 to reserve your spot.

October 20-22: Point of the Mountain and Utah flying sites. PG

instructor training clinic. For clinic description and prerequisites go to www.twocanfly.com or contact Ken Hudonjorgensen, (801) 572-3414, twocanfly@gmail.com.

October 20-21: Point of the Mountain and Utah flying sites. PG in-

November 12-December 2: Fly Iquique (Chile) and Mendoza (Argentina) this November with Luis Rosenkjer and Todd Weigand. Luis is a multiple Argentinean Champion and owner of Atlanta Paragliding.

Todd is a top internationally ranked competition and acro pilot from Oregon who has been seasonally guiding, instructing and perfecting his acro and XC skills in Chile since 2001. Multiple tours available. Choose your week at www.atlantaparagliding.com. Contact Todd at (541) 4756935, wallowaparagliding@gmail.com or Luis at (404) 931-3793, info@ atlantaparagliding.com.

November 12-19: Phoenix, Arizona. Escape the winter cold – fly three drive-up sites minutes from the airport and more sites around.

Details at http://www.parasoftparagliding.com/travel/phoenix.php.

December 3-10: Southern California and the Baja Peninsula. Fly where it is still warm – we pick you up at the airport and handle the rest.

Details at http://www.parasoftparagliding.com/travel/Southwest.php.

December 9-January 20: Valle de Bravo, Mexico. Improve your thermal and XC skills with world-team pilot David Prentice. Week-long tours include, airport pickup/drop off, lodging, transportation, guiding, XC retrieval. Plenty of other fun and adventure for the family. More information: (505) 720-5436, www.earthcog.com.

December 31-January 7, and January 7-14: Valle de Bravo, Mexico. Enjoy consistent, summer-like paragliding with good thermaling and excellent cross-country potential. Conditions are appropriate for a broad variety of skill levels, however a minimum of P-2 rating is recommended unless otherwise discussed with Kay. Includes thermal & XC clinic as well as instruction in active flying. Call Kay Tauscher, (303) 817-0803 or email info@peaktopeakparagliding.com for deposit and fee information.

January 3-14, 2007: Valle de Bravo, Mexico. Thermal and XC

instruction tour. For more information and prerequisites go to www structor re-certification clinic. For clinic description and prerequisites go .twocanfly.com or contact Ken Hudonjorgensen, (801) 572-3414, to www.twocanfly.com or contact Ken Hudonjorgensen, (801) 572-3414, twocanfly@gmail.com. twocanfly@gmail.com.

January 7-14: Mexico with Parasoft Paragliding School. We’ve been October 21-28: Chapala/Tapalpa, Mexico (outside Guadalajara). taking pilots to fly in Mexico since 1991. We have been to Valle de Bravo Paragliding and yoga retreat. Cross-country flights land at spa Mon- and Igualla, but Tapalpa is world-class. The P-2 week focuses on long te Coxala, offering mineral hot springs, yoga, massage and more for easy flights. Mexico P-2 pilot details at http://www.parasoftparagliding pilots, spouses, and families. Contact Rasa Lila, (505) 363-9748 or .com/travel/tapalpa%20_mexico.php. skymama@rasaliland.com for more information and to register.

January 14-21: Mexico P-3 week. We tailor our weeks to your piOctober 28-29: Point of the Mountain and Utah flying sites. PG tanlot level; second week focuses on thermaling. P-3 pilot details at http:// dem (T-2 and T-3) clinic. For clinic description and prerequisites go to www.parasoftparagliding.com/travel/colima.php. www.twocanfly.com or contact Ken Hudonjorgensen, (801) 572-3414, twocanfly@gmail.com.

January 21-28: Mexico P-4 week. Geared towards flying XC from 4 sites. www.parasoftparagliding.com/travel/iguala%20_mexico.php.

November 6-12: Las Vegas, Nevada. P-2 training: Join Chris Santacroce and Jeff Farrell for an intensive training session and look forward February 10-17: Southern California tour. For more information and to graduating with towing, powered paragliding and foot-launch experi- prerequisites go to www.twocanfly.com or contact Ken Hudonjorgensen, ence. Space is limited and only serious candidates will be accepted. Call (801) 572-3414, twocanfly@gmail.com.

(801) 255-9595 to reserve your spot.

November 11-25: Oxaca, Mexico. Improve your thermal and XC skills with world-team pilot David Prentice. Week-long tours include, airport pickup/drop off, lodging, transportation, guiding, XC retrieval. Plenty of other fun and adventure for the family. More information: (505) 7205436, www.earthcog.com.

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New Pilot Ratings R a t i n g s i s s u e d d u r i n g M ay 2 0 0 6 Hang Gliding Division Rating Region Name H-1 1 Elijah Porter H-1 2 Uday Illindala H-1 2 Alyssa Eggen H-1 2 Chalalai Eggen H-1 2 Thomas Clement H-1 3 Kenneth Hudson H-1 3 Julieann Sikora H-1 3 Yuto Shinaguwa H-1 3 Harry Liu H-1 3 Chris Voorhees H-1 9 Michael Harrison H-1 9 Loren Ludwig H-1 9 Jeremy Lo H-1 9 James Gould H-1 10 Nicholas Sochinski H-1 10 Arelis Vanbreda H-1 10 John Nuchols H-1 10 Christopher Roth H-1 10 Travis Hall H-1 10 John Thornton H-1 10 Kurt Holtzman H-1 10 Dylan Sirbaugh H-1 11 Ian Corbett H-1 11 Reid Blackman H-1 11 Aran Hoffman H-1 12 Clinton Williams H-1 13 Robert Bonner H-2 3 Kenneth Hudson H-2 8 Kenneth Tracy H-2 8 Kristopher Tracy H-2 9 Mark Powelson H-2 10 Arelis Vanbreda H-2 10 John Nuchols H-2 10 Christopher Roth H-2 11 Ian Corbett H-2 11 Reid Blackman H-2 11 Aran Hoffman H-2 12 Desiree Rhinesmith H-2 12 Neil Okeson H-2 13 Robert Bonner H-3 2 Alex Morgan H-3 3 George Zelenz H-3 5 John Breen H-3 9 Mark Powelson H-3 10 Gregory Goodwin H-3 10 Andrew Howell H-3 10 Alex Holsted H-3 11 Kenneth Cobb H-3 12 David St Pierre H-4 2 Christopher Valley H-4 3 Herb Fenner

City Puyallup Sunnyvale Modesto Modesto Vacaville Honolulu Sylmar Los Angeles Los Angeles Venice Tunhhannack Charlottesville Wilmington Hopewell Kill Devil Hills Middleburg Oak Ridge Alpharetta Kill Devil Hills Kill Devil Hills Kill Devil Hills Kill Devil Hills Kansas City Austin Kansas City Wurtsboro Action Ontario Honolulu Franklin Franklin Pataskala Middleburg Oak Ridge Alpharetta Kansas City Austin Kansas City Pittstown Brooklyn Action Ontario Santa Cruz Joshua Tree Missoula Pataskala St Augustine Atlantic Beach Trenton Catoosa Erieville San Mateo Vista

State WA CA CA CA CA HI CA CA CA CA PA VA DE VA NC FL TN GA NC NC NC NC MO TX MO NY HI ME ME OH FL TN GA MO TX MO NJ NY CA CA MT OH FL FL GA OK NY CA CA

Rating Official S Doug Campbell Michael Foy Clarence Prather Clarence Prather Patrick Denevan Gordon Cayce Paul Thornbury Paul Thornbury Paul Thornbury Paul Thornbury Steve Wendt Steve Wendt Andy Torrington Andy Torrington Andy Torrington Gordon Cayce Gordon Cayce Christian Thoreson Andy Torrington Andy Torrington Andy Torrington Andy Torrington Len Smith Gregg Ludwig Christian Thoreson H Bruce Weaver Iii Matthew Taber Gordon Cayce Marc Fink Marc Fink Gregg Ludwig Gordon Cayce Gordon Cayce Christian Thoreson Len Smith Gregg Ludwig Christian Thoreson Tim Rhinesmith Ron Knight Matthew Taber Patrick Denevan Rob Mckenzie Jeff Shapiro Gregg Ludwig Malcolm Jones Robert Lane Christian Thoreson Mark Stump Daniel Guido Eric Hinrichs Kyoung Ki Hong

Paragliding Division Rating Region Name City State Rating Official P-1 1 Chris Alexander Anchorage AK Phil Smith P-1 1 Mary Smith Girdwood AK Stephen Mayer P-1 1 Frank Goshen Snoqualmie WA John Kraske P-1 1 Debra Feinman Issaquah WA Lan Do Chirico P-1 2 Lior Saar San Francisco CA Mondie Beier P-1 2 Niranjan Vanungare Santa Clara CA Mondie Beier P-1 2 Randy Owensby Sacramento CA Jeffrey Greenbaum P-1 2 Vipul Patel Fremont CA Jeffrey Greenbaum P-1 2 Robert Posey Emeryville CA Jeffrey Greenbaum P-1 2 Amy Posey Emeryville CA Jeffrey Greenbaum P-1 2 Robert Nunez San Francisco CA Jeffrey Greenbaum P-1 3 Jeffrey Brown San Diego CA Gabriel Jebb P-1 3 Alan Crouse Cherry Valley CA Rob Mckenzie P-1 3 Stephen Anderson Springville CA Chad Bastian P-1 3 Justus Brevik Pasadena CA Gabriel Jebb P-1 3 Vasek Vondrasek Rhe CA Roman Pisar P-1 3 Derrick James Santa Barbara CA Rob Sporrer P-1 3 Ravi Prakash Pasadena CA Gabriel Jebb P-1 3 Abhay Morrissey Haiku HI Jason Cross P-1 4 Jim Murray Golden CO Stephen Mayer P-1 4 Bryon Adams Midvale UT Stephen Mayer P-1 4 Felix Rodriguez Draper UT Stephen Mayer P-1 4 Justin Peterson Draper UT Stephen Mayer P-1 4 Kevin Jozwiak Park City UT Stephen Mayer P-1 4 James Otis Colorado Springs CO Stephen Mayer P-1 4 Alexia Lentz Boulder CO Granger Banks P-1 5 Tyler Robertson Boise ID Peter Hammett P-1 5 Randy Shacket Jackson WY Gabriel Jebb P-1 10 Markus Hofmeister Pompano Beach FL Claude Fiset P-1 11 Troy Harris Angleton TX Anthony Wruck P-1 11 Mary Wruck West Columbia TX Anthony Wruck P-1 13 Dale Clark Bc Chad Bastian P-1 13 Emrah Akar Kocaeli Murat Tuzer P-1 13 Michael Graham Calgary-alberta Carlos Madureira September 2006: Hang Gliding & Paragliding – w w w.ushga.org

Rating Region Name P-1 13 Manny Eisenbach P-1 13 Erez Gutstein P-1 13 Oguz Cetinel P-2 1 Chris Alexander P-2 1 Marc Vaughan P-2 1 Lars Jacobsen P-2 1 Bruno Champagne P-2 1 Mary Smith P-2 1 David Dowler P-2 2 Lorenzo Regner Jr P-2 2 Morgann Menager P-2 2 Alcina Nelson P-2 2 Uwe Langer P-2 2 Clemens Drews P-2 2 Randy Owensby P-2 2 Brice Dusi P-2 3 Alan Crouse P-2 3 Francisco Alvarez P-2 3 Kris Skrinak P-2 3 Stephen Anderson P-2 3 Vasek Vondrasek P-2 3 Derrick James P-2 3 Gregory Cutler P-2 3 Sergey Altshteyn P-2 3 Abhay Morrissey P-2 4 Jim Murray P-2 4 Ty Tankersley P-2 4 Jurgen Durrschmidt P-2 4 Bryon Adams P-2 4 Felix Rodriguez P-2 4 Justin Peterson P-2 4 Alex Whetstone P-2 4 Kevin Jozwiak P-2 4 James Otis P-2 5 Bill Kenney P-2 5 Tyler Robertson P-2 5 Rhett Sanborn P-2 5 Brian Cherni P-2 5 Mark Sanborn P-2 7 Ted Pearson P-2 7 Shawn Vincz P-2 8 Stephane Leveel P-2 9 Martin Lackovic P-2 10 Markus Hofmeister P-2 11 Troy Harris P-2 11 Mary Wruck P-2 12 Kevin Downey P-2 12 Octavian Costache P-2 13 Roberto Shimizu P-2 13 Dale Clark P-2 13 Peter Dennis P-2 13 Oguz Cetinel P-2 13 Sean Mcnally P-3 1 Donald Fitch P-3 1 Gary High P-3 1 Clarke Pindar P-3 1 Joseph Sullivan P-3 1 Joseph Selberg P-3 1 Gabriel Evans P-3 2 Richard Hammer P-3 2 Neil Ellis P-3 2 Doumenc Antoine P-3 3 Herb Fenner P-3 3 Jeff Forrest P-3 3 Paula Howitt P-3 3 Brent Patterson P-3 3 Brian Cox P-3 3 Daniel Kleinberg P-3 3 Ricardo Jasso P-3 4 Michael Jobin P-3 4 Lex Shepherd P-3 4 Jason Cade P-3 5 Jake Dozeman P-3 9 Laszlo Lovei P-3 10 Anthony Rogers, Md P-3 11 Jeffrey Hunt P-3 11 Darius Lukosevicius P-3 13 Cheng Hiu Fung P-3 13 Barak Freedman P-3 13 Alex Wedensky P-4 1 Kevin White P-4 2 Scott Hooper P-4 4 Fabian Kuttner P-4 4 Ryan Shaw P-4 5 Chris Howell P-4 5 Patrick Harper P-4 13 Ignacio Joannon P-5 3 David L Metzgar

City Rehovot Rishon Le-zion Adana Anchorage Girdwood Bonney Lake Kirkland Girdwood Portland Union City Fremont Santa Clara Mountain View San Jose Sacramento Eureka Cherry Valley Santee Del Mar Springville Rhe Santa Barbara Carlsbad San Diego Haiku Golden Highlands Ranch Vail Midvale Draper Draper Avon Park City Colorado Springs Dover Boise Whitehall Ranchester Whitehall Oak Park Williams S. Norwalk Rockville Pompano Beach Angleton West Columbia Ardsley New York Sao Paulo Bc Ontario Adana Victoria Talent Lakewood Gresham Spokane Beaverton Portland San Ramon Lafayette San Francisco Vista Honolulu Bishop Cardiff By The Sea San Diego San Diego Norwalk Denver Boulder Draper Hailry Bethesda Boynton Beach Austin Lenexa Hong Kong Haifa Bc Issaquah Dublin Boulder Aspen Jackson Mccall Santiago San Diego

State

AK AK WA WA AK OR CA CA CA CA CA CA CA CA CA CA CA CA CA CA CA HI CO CO CO UT UT UT CO UT CO ID ID MT WY MT IL IN CT MD FL TX TX NY NY

OR WA OR WA OR OR CA CA CA CA HI CA CA CA CA CA CO CO UT ID MD FL TX KS

WA CA CO CO WY ID CA

Rating Official Murat Tuzer Murat Tuzer Murat Nacar Phil Smith Scott Amy Steven Wilson Robert Rinker Jr Stephen Mayer Greg Gilliam Jeffrey Greenbaum Gever Tulley Wallace Anderson Mondie Beier Gever Tulley Jeffrey Greenbaum Kevin Biernacki Rob Mckenzie Bill Armstrong Bill Armstrong Chad Bastian Roman Pisar Rob Sporrer Bill Armstrong Bill Armstrong Jason Cross Stephen Mayer Kay Tauscher Gregory Kelley Stephen Mayer Stephen Mayer Stephen Mayer David Champaign Stephen Mayer Stephen Mayer Frank Scott Johnson Peter Hammett Andy Macrae Andy Macrae Andy Macrae Granger Banks Bob Hannah Alistair Ritchie Dwayne Mc Court Claude Fiset Anthony Wruck Anthony Wruck Stephen Mayer Ciaran Egan Miguel Gutierrez Chad Bastian Gregg Mcnamee Murat Nacar David Binder Kevin Lee Douglas Stroop Robert Schmaltz Denise Reed Maren Ludwig Kelly Kellar Juan Laos Juan Laos Jeffrey Greenbaum Robin Marien Pete Michelmore David Prentice Hugh Murphy Kyoung Ki Hong Gabriel Jebb David Jebb Ross Robinson Granger Banks Mike Steen David Frank Juan Ortiz Claude Fiset Alejandro Olazabal Granger Banks John Mcdonald Rob Mckenzie Chris Santacroce Lan Do Chirico Juan Laos Kay Tauscher Etienne Pienaar James Matt Combs Othar Lawrence Luis Rosenkjer John (Tad) Hurst

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

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

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

FLEX WINGS 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 $1250-$2500. (262) 473-8800, info@hanggliding.com, www.hanggliding .com, http://stores.ebay.com/raven-sports.

FALCON 195 with harness and helmet, all bought new in 2000. Red and gray. EXCELLENT (LIKE NEW) CONDITION – less than 5 hours airtime! Prefer selling together. $2300 for everything, OBO. Glenn (435) 840-2697 or glenn@tvsc.aros.net.

MOYES LITESPEED S4 – Mylar sail, carbon RLE, inserts and sprogs. New condition, orange/purple, 30 hours, $4950, (541) 504-5416.

PREDATOR 142 – Screaming fast! New wires, speed ribs, <125 hrs. on sail (blue and orange). Located in SLC, Utah. $1300 OBO. Craig (801) 699-9889.

EMERGENCY PARACHUTES INSPECTED RESERVES – For HG or PG $199+up.

Used Quantum, all sizes $475+up. Some trades accepted. info@hanggliding.com, www.hanggliding.com, http://stores.ebay.com/raven-sports, (262) 473-8800.

EMPLOYMENT

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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.

MOSQUITO POWERED HARNESS – Pre-NRG $3500.

Larry (810) 630-1296, Michigan.

PARAGLIDERS TANDEM GLIDER – Edel Prime, 42 squares, white w/ spreaders. Very clean. $1099. ADVANCE Sigma 5, blue, 31, $1000. Turbo Bob, (714) 350-7860.

POWERED HARNESSES SKY BIKE WITH TRIKE – low hours, lots of extra equipment, tow machine new tandem wing, etc. Located in Florida. $5000 OBO. (386) 961-9551.

RIGID WINGS AIR ATOS VR – Excellent condition, orange stripe, navy blue flaps, wheels, tail, 10 flights. No damage. Bend, Oregon, (541) 504-5416, (541) 420-2488.

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.

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

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.

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.

LOOKING FOR TANDEM HANG GLIDING PILOTS for our summer season (October 2006-April 2007) in Queenstown, New Zealand. Email: info@tandemhanggliding .com, tel.: +64 (0)21 826336.

DREAM WEAVER HANG GLIDING – Competitive prices, state-of-the-art equipment. Complete lesson programs.

Northern California Mosquito harness dealer. Ideal training hill. Tandem instruction. USHPA advanced instructor Doug Prather, (209) 556-0469, Modesto, California. drmwvrhg@softcom.net.

NORTH WING DESIGN – is accepting applications for metal shop/wing and trike airframe mechanic. Also accepting applications for sail maker and sewing machine operator. Send application to: 3904 Airport Way, E. Wenatchee, WA 98802 or Fax (509) 886-3435 (www .northwing.com).

EAGLE PARAGLIDING – SANTA BARBARA offers the best year round flying in the nation. Awardwinning instruction, excellent mountain and ridge sites. www.FlySantaBarbara.com, (805) 968-0980.

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

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. Overthe-water safety and aerobatics clinics. Enleau and Ann O’Connor, www.oconnorflightschool.com, (530) 2274055 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 fullservice repairs. Bring your family for our amazing sunsets and dining at the Cliffhanger Cafe. Importers for Para-tech and Independence gliders. We also carry AustriAlpin, Center of Gravity, Crispi and Sup’Air. Check us out online for sales and questions at: www.flytorrey.com, or call toll-free at 1-877-FLY-TEAM (359-8326). Also, tune in to the Internet Paragliding Talk Show at www.worldtalkradio .com every Tuesday 9-11:00 a.m. (PST).

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, High Energy, Ball, Finsterwalder, 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.

September 2006: Hang Gliding & Paragliding – w w w.ushga.org

PEAK TO PEAK PARAGLIDING LLC – THE Front Range paragliding school, located in Boulder. Offering excellent state-of-the-art instruction. Equipment & tandems.

(303) 817-0803, Info@peaktopeakparagliding.com, www .peaktopeakparagliding.com.

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

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

LOOKOUT MOUNTAIN FLIGHT PARK – Nearest mountain training center to Orlando. Two training hills, novice mountain launch, aerotowing, great accommodations. hanglide.com, 877-hanglide, (877) 426-4543.

MIAMI HANG GLIDING – For year-round training fun in the sun. (305) 285-8978, 2550 S Bayshore Drive, Coconut Grove, Florida 33133, www.miamihanggliding.com.

QUEST AIR – FROM 1ST FLIGHT TO 1ST PLACE – From your first tandem to advanced XC racing, fly with the innovators of aerotowing and champion instructors.

No-wait lessons. Higher tows = more airtime. 7 Dragonfly tugs. Safer carts. Huge LZ. Demos. Rentals. Storage. Sales & repair of everything HG. Clubhouse with kitchen, PC, satellite TV, cool toys, kegs, snakeboard races. Pool. Hot tub. Shade. Free wireless. Private lake. Rooms. Bunkhouse.

Tent camping. RV hookups. Indoor/outdoor showers. Laundry. Bobby Bailey sightings. Flytec Championships. 2006 Worlds. Largest U.S. HG record/comp sponsors, helping to keep it all going for YOU. Minutes from Orlando in Groveland, FL. www.questairforce.com, questair@mpinet.com, (352) 429-0213.

WALLABY AEROTOW FLIGHT PARK – Satisfaction Guaranteed. Just 8 miles from Disney World. Year-round soaring, open 7 days a week, six tugs, no waiting, every direction.

50+ nice demos to fly, topless to trainer gliders: Laminar, Moyes, Wills, Airborne, Airwave, Exxtacy, La Mouette, Sensor; also harnesses, varios, etc. Ages 13 to 73 have learned to fly here. No one comes close to our level of experience and success with tandem aerotow instruction. A great scene for family and friends. 10 motels & restaurants within 5 minutes. Camping, hot showers, shade trees, sales, storage, ratings, XC retrievals, great weather, climbing wall, trampoline, DSS TV, ping pong, picnic tables, swimming pool, etc. Flights of over 200 miles and more than 7 hours.

Articles in Hang Gliding, Kitplanes, Skywings, Cross Country and others. Featured on numerous TV shows, including Dateline NBC, The Discovery Channel & ESPN. Visit us on the Web: http://www.wallaby.com. Please call us for references and video. 1805 Dean Still Road, Disney Area, FL 33837 (863) 424-0070, phone & fax, fly@wallaby .com, 1-800-WALLABY. Conservative, reliable, state-ofthe-art. F.H.G. INC., flying Florida since 1974.

GEORGIA LOOKOUT MOUNTAIN FLIGHT PARK – Discover why 5 times as many pilots earn their wings at LMFP. Enjoy our 110-acre mountain resort. www.hanglide.com, 877-hanglide, (877) 426-4543.

HAWAII FLY HAWAII – Hawaii’s hang gliding, paragliding/ paramotoring school. Mauna Kea guide service. Big Island Hawaii, Achim Hagemann (808) 895-9772, www.aircotec .net/flyhawaii.htm, flyaglider@yahoo.com.

ISLAND POWERED PARAGLIDING & THERMAL UP PARAGLIDING – The Big Island’s source for USHPA certified instruction. Power or tow from a private 25acre ranch. Guided site and flight tours. Equipment rental, service and sales. Call Yeti, (808) 987-0773, www.IslandPPG.com, www.ThermalUp.com.

TRAVERSE CITY HANG GLIDERS/PARAGLIDERS – Put your knees in our breeze and soar our 450’ sand dunes.

Full-time shop. Certified instruction, beginner to advanced. Sales, service, accessories for ALL major brands.

Visa/MasterCard. 1509 E 8th, Traverse City MI 49684.

Offering powered paragliding. Call Bill at (231) 922-2844, tchangglider@chartermi.net. Your USA & Canada Mosquito distributor. www.mosquitoamerica.com.

NEW YORK AAA E-VILLE OUTFITTERS, MOUNTAIN WINGS INC. – Aeros, North Wing (845) 647-3377, mtnwings@hvc .rr.com , www.evilleoutfitters.com, Ellenville, N.Y. FLY HIGH, INC. – Serving New York, Jersey, and Connecticut areas. Area’s exclusive Wills Wing dealer. Also all other brands, accessories. Area’s most INEXPENSIVE prices! Certified instruction/service since 1979. Excellent secondary instruction! Taken some lessons? Advance to mountain flying! www.flyhighhg.com, (845) 744-3317.

PROFLYGHT PARAGLIDING – Call Dexter for friendly information about flying on Maui. Full-service school offer- SUSQUEHANNA FLIGHT PARK COOPERSTOWN ing beginner to advanced instruction every day, year round. – 160’ training hill with rides up. 600’ ridge – large LZ. (808) 874-5433, paraglidehawaii.com.IDAHO Specializing in first mountain flights. Dan Guido, 293 Shoemaker Road, Mohawk NY 13407. (315) 866-6153, dguido@dfamilk.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.

INDIANA CLOUD 9 SPORT AVIATION – See Cloud 9 in Michigan.

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

MICHIGAN 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 spring tandem lessons and flying appointments with the Draachen Fliegen Soaring Club at Cloud 9 Field. (517) 223-8683, DFSCinc@aol.com, http://members.aol.com/dfscinc.

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NORTH CAROLINA KITTY HAWK KITES – FREE Hang 1 training with purchase of equipment! The largest hang gliding school in the world. Teaching since 1974. Learn to fly over the East Coast’s largest sand dune. Year-round instruction, foot launch and tandem aerotow. Dealer for all major manufacturers. Ultralight instruction and tours. (252) 441-2426, 1-877-FLY-THIS, www.kittyhawk.com.

OHIO CLOUD 9 SPORT AVIATION – See Cloud 9 in Michigan.

PUERTO RICO FLY PUERTO RICO WITH TEAM SPIRIT HG! – Flying tours, rentals, tandems, HG and PG classes, H-2 and P-2 intensive novice courses, full sales. (787) 850-0508, tshg@coqui.net.

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

TEXAS 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.

GO...HANG GLIDING!!! – Jeff Hunt. Austin ph/fax (512) 467-2529, jeff@flytexas.com, www.flytexas.com.

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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 1-888944-5433 or www.paragliders.com.

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

SILVER WINGS, INC. – Certified instruction and equipment sales. Arlington, VA. silverwingshanggliding.com, (703) 533-1965

WASHINGTON AERIAL PARAGLIDING SCHOOL AND FLIGHT PARK – Award-winning instructors at a world-class training facility.

Contact Doug Stroop at (509) 782-5543 or visit www.paragliding.us.

WYOMING 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).

INTERNATIONAL MEXICO – VALLE DE BRAVO and beyond for hang gliding and paragliding. Year-round availability and special tours, winter 05-06. Fly the extinct volcano, vagabond tours for those with wanderlust and more sites in the Valle area. Standard package in and out on a Sunday, $895 PG $1095 HG - includes all transpo, lodging, guiding and HG rental. www.flymexico.com, 1-800-861-7198 USA. VOLER PARAGLIDING – Argentina, Chile, Brazil Guided tours with certified instructors info@ volerparapente.com.ar - Transportation, lodging, guiding.

More Info www.volerparapente.com.ar.

PARTS & ACCESSORIES 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.

FOR ALL YOUR FLYING NEEDS – Check out the Aviation Depot at www.mojosgear.com featuring over 1000 items for foot-launched and powered paragliding, hang gliding, stunt and power kiting, and powered parachutes.

24/7 secure online shopping. Books, videos, KITES, gifts, engine parts, harness accessories, electronics, clothing, safety equipment, complete powered paragliding units with training from Hill Country Paragliding Inc. www .hillcountryparagliding.com, 1-800-664-1160 for orders only. Office (325) 379-1567.

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GLIDERBAGS – XC $75! Heavy waterproof $125. Accessories, low prices, fast delivery! Gunnison Gliders, 1549 County Road 17, Gunnison CO 81230. (970) 641-9315, orders 1-866-238-2305.

BIRDFLIGHT – Otto Lilienthal’s genius in scientific observations and analysis, documented in this work, became the basis for the experimentation of the early pioneers in aviation. 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 USHPA at 1-800-616-6888 or order off our Web site, www.ushga.org. PO Box 1330, Colorado Springs CO 80901.

HALL WIND METER – Simple. Reliable. Accurate.

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

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

OXYGEN SYSTEMS – The world-class XCR-180 operates up to 3 hours @18,000 feet and weighs only 4 lbs. Complete kit with cylinder, harness, regulator, cannula and remote on/off flowmeter, only $400. 1-800-468-8185.

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

TANDEM LANDING GEAR – Rascal™ brand by Raven, simply the best. New & used. (262) 473-8800, www.hanggliding.com, info@hanggliding.com, http:// stores.ebay.com/raven-sports.

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.

*NEW* CONDOR TRAIL, PARAGLIDING THE CENTRAL ANDES – the guidebook to paragliding and traveling in the Central Andes. It’s packed with 256 pages of maps, site descriptions, local lore, free-flight contacts and photos, all the information you need to plan your own Andean paragliding adventure. Most of the launch and landing access throughout the Andes is done with cheap public transportation. Condor Trail gives you bus routes to catch, areas to avoid, traveler tips, and contacts for the local flying communities throughout Ecuador, Peru, Bolivia, Northern Argentina, and Northern Chile. Call USHPA at 1-800-616-6888 or order off our Web site, www .ushga.org. PO Box 1330, Colorado Springs CO 80901.

“FLYING BY THE SEAT OF YOUR PANTS: A HANG GLIDER PILOT’S VIEW OF LIFE” is a self-help book written by USHPA member Chris Waugh who started flying in 1974.

She uses hang gliding as a metaphor for how you can succeed in a world of change and uncertainty. Full of photos and inspirational flying quotes, it sells for $14.95 and shipping is FREE. Buy it at www.reNvision.com.

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 that will not swamp the reader with a daunting amount of technical details, you will learn about hang glider wings and the skills needed to fly them. 84 pages with photos and illustrations. $12.95(+$5 s&h). Call USHPA at 1-800616-6888 or order off our Web site, www.ushga.org. PO Box 1330, Colorado Springs CO 80901.

WINDSOKS FROM HAWK AIRSPORTS INC – 1673 Corbin Lake Rd, Rutledge, TN 37861, 1-800-826-2719. Worldfamous Windsoks, as seen at the Oshkosh & Sun-N-Fun EAA Fly-Ins. Hawk@windsok.com, www.windsok.com.

PUBLICATIONS & ORGANIZATIONS

SOARING – Monthly magazine of The Soaring Society of America Inc. Covers all aspects of soaring flight. Full membership $64. SSA, PO Box 2100, Hobbs NM 88241.

(505) 392-1177, ssa.org.

*NEW* AND THE WORLD COULD FLY – And the World Could Fly tells the story of how piloting for the masses became a possibility and then a reality. This is a tale of free flight in every sense of the term. Edited by Stéphane Malbos and Noel Whittall, And the World Could Fly contains contributions from many parts of the world as well as much new writing. Together, the editors have more than fifty years of undiminished enthusiasm for foot-launched flight. And the World Could Fly is produced by the International Hang Gliding and Paragliding Commission (CIVL) to celebrate the centenary of FAI. It is a book which will appeal to anyone with an interest in free flight, whether an old-stager who can remember the early California days or a newcomer who wonders where it all came from. Call USHPA 1-800-616-6888 or order off our Web site, www .ushga.org. PO Box 1330, Colorado Springs CO 80901.

VIDEOS & DVDS VIDEOS FROM USHPA – WWW.USHGA.ORG Josh Waldrop approaching the Mattole River LZ, Eureka, California

Photo: Don Andrews

UTAH

September 2006: Hang Gliding & Paragliding – w w w.ushga.org

*NEW* DARE DEVIL FLYERS – The 94-minute digital video docupicture covers all thirty years of hang gliding and all seventeen years of paragliding. It begins with the Bob and Chris Wills story – they founded Wills Wing, the only surviving American manufacturer/distributor of hang gliders and paragliders. Two legendary pilots guide the audience through these extreme sports with their narrative. The docupic features competition in the extreme sports of aerobatic hang gliding, speed hang gliding and high-altitude cross-country paragliding. Wingmounted POV cameras provide the docupic with an inthe-air thrill ride from the Rocky Mountains to the Pacific coast. Narrator Bobby Carradine threads us through the three decades. Call USHPA at 1-800-616-6888 or order off our Web site, www.ushga.org. PO Box 1330, Colorado Springs CO 80901.

WORLDWIDE INTERNET PARAGLIING TALK SHOW – WWW.WORLDTALKRADIO.COM. Listen live or to the archives! Live Tuesday 9-11:00 a.m. (PST). Call toll-free, 1-888-514-2100 or internationally at (001) 858-2683068. Paraglider pilots and radio hosts David and Gabriel Jebb want to hear about your stories, promotions/events or insight; they also take questions!

CLASSIFIED ADVERTISING RATES – The rate for classified advertising is $10.00 for 25 words and $1.00 per word after 25. MINIMUM AD CHARGE $10.00. Phone number=2 words. Email or Web address=3 words. AD DEADLINES: All ad copy, instructions, changes, additions & cancellations must be received in writing 2 months preceding the cover date, i.e. March 15th is the deadline for the May issue. ALL CLASSIFIEDS ARE PREPAID. If paying by check, please include the following with your payment: name, address, phone, category, how many months you want the ad to run and the classified ad. Please make checks payable to USHPA, P.O. Box 1330, Colorado Springs, CO 80901-1330. If paying with credit card, you may email the previous information and classified to ushga@ushga.org. For safety reason, please call your Visa/MC or Amex info to the office. No refunds will be given on ads cancelled that are scheduled to run multiple months. (719) 632-8300.

Fax (719) 632-6417

PURA VIDA FLYING – By GW Meadows. 3 pilots, 3 weeks, 1 jungle, no rules. A trio of competition hang glider and paraglider pilots discover the true meaning of “pura vida” as they enjoy the jungles and beaches of Costa Rica. Hang gliding, paragliding, ultralight towing, kiteboarding and more. Awesome flying. $24.95. Order yours at www.ushga.org/store.

RISK & REWARD – By Jeff Goin. This 70-min. DVD exposes the risks and rewards of powered paragliding in a fun, action-packed adventure. You owe yourself this inside look that could easily save your life. Three years in the making, Risk & Reward gathers wisdom from a long list of instructors. Spectacular video from around the world sheds light on essential concepts with clarity and realism. $29.95. Order yours at www.ushga.org/store.

Safety Tip

*NEW* USHGA MAGAZINE ARCHIVE 1971-2004 – The DVD set holds the history of our sport, from the earliest days of bamboo and plastic to the present. Within these pages you’ll find the evolution of foot-launched flight from the first days of bamboo dune-skimmers to the modern variety of hang gliders, paragliders and rigid wings. Each PDF file is one complete magazine, just as originally published. Pages with color are produced as color scans, the rest scanned as black and white images. Future issues will be available on an update disk. Each disk includes Adobe Acrobat Reader Version 7 for Windows, Macintosh and Linux systems. $30 for members and $90 for nonmembers. Call USHPA at 1-800-616-6888 or order off our Web site, www.ushga.org. PO Box 1330, Colorado Springs CO 80901.

INDEX TO ADVERTISERS ACE SIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 ANGLE OF ATTACK . . . . . . . . . . . . . . . . . . . . . 6 CHARLES JOHNSON . . . . . . . . . . . . . . . . . . . 62 FLY GUATEMALA . . . . . . . . . . . . . . . . . . . . . 37 FLY MEXICO . . . . . . . . . . . . . . . . . . . . . . . . . 39 FLYTEC USA . . . . . . . . . . . . . . . . . . . . . . . . . 80 FOUNDATION FOR HG&PG . . . . . . . . . . . . . . .12 HIGH ENERGY SPORTS . . . . . . . . . . . . . . . . . 44 JUST FLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 NORTH WING . . . . . . . . . . . . . . . . . . . . . . . . 54 O’CONNOR FLIGHT SCHOOL . . . . . . . . . . . . . 63 OZONE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 SKY WINGS . . . . . . . . . . . . . . . . . . . . . . . . . . 60 SPORT AVIATION PUBLICATIONS . . . . . . . . . . . . . . . . . . . . . 10 SUPERFLY . . . . . . . . . . . . . . . . . . . . . . . . 20, 47 THERMAL TRACKER PARAGLIDING . . . . . . . . . . . . . . . . . . . . . . 16 TORREY PINES . . . . . . . . . . . . . . . . . . . . 64, 79 TRAVERSE CITY HG & PG . . . . . . . . . . . . . . . 36 USHPA CALENDAR . . . . . . . . . . . . . . . . . . . . . 9 USHPA DVD . . . . . . . . . . . . . . . . . . . . . . . . . . .14 USHPA RENEW . . . . . . . . . . . . . . . . . . . . . . . 33 WILLS WING . . . . . . . . . . . . . . . . . . . . . . . . . . 5

MARKETPLACE ADVENTURE PRODUCTIONS. . . . . . . . . . . . . . 71 CLOUD 9 SOARING CENTER . . . . . . . . . . . . . . 71 FLYTEC USA . . . . . . . . . . . . . . . . . . . . . . . . . . 71 JUST FLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 KITTY HAWK KITES . . . . . . . . . . . . . . . . . . . . 71 LOOKOUT MOUNTAIN . . . . . . . . . . . . . . . . . . . 71 NEPAL PARAGLIDING . . . . . . . . . . . . . . . . . . . 71 OZ REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 THEWINDYPLANET.COM . . . . . . . . . . . . . . . . 71 USHPA BOOKS . . . . . . . . . . . . . . . . . . . . . . . . 72 USHPA XC FLIGHT AWARDS. . . . . . . . . . . . . . 72

“Do not let yourself be forced into doing anything before you are ready.”

— Wilbur Wright

MISCELLANEOUS “AEROBATICS” POSTER – Full color 23”x 31” poster featuring John Heiney doing what he does bestLOOPING! See www.ushga.org under store/misc for example. Available through USHPA HQ for just $6.95 (+$5.00 s/h). USHPA, PO Box 1300, Colorado Springs CO 80933. (USA & Canada only. Sorry, posters are NOT AVAILABLE on international orders.)

Photo: Dean Cook

DVDS-VIDEOS-BOOKS-POSTERS – Check out our Web store at www.ushga.org.

An anonymous, and ignominious, pilot on the damp side of the beach.

September 2006: Hang Gliding & Paragliding – w w w.ushga.org

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Three a Gallon and Climbing

By Steve Messman, staff writer Artwork by Jim Tibbs, staff artist

sider other options, especially if flying (or should I say soaring) conditions aren’t optimum. So I’ve come up with Three bucks a gallon! Holy %$#@^&%! “My goodness gra- some options that are related to either cutting cious!” as my dear blessed mother would say. Can it possibly get miles or finding some extra money.

Sometimes I any higher? Plan on it.

I thought it might be fun to do a little reflecting on the high hike up. Besides cost of gasoline. Unfortunately, and I hate to admit this, the saving a ton of high price of gas has frequently changed my flying plans. As I gas on those 4WD write this, the gasoline at my local station is $3.21 per gallon. uphill those Probably, by the time you read this, it will be higher. The one trails, statement I can positively make is that the price of gas doesn’t long hikes are often drop. To those of us who have an income that can actu- great for my legs ally be counted without difficulty, $3.21 per gallon is what one and might even might consider relatively significant. The $60 or so that it takes make it possible to fi ll my truck’s gas tank represents a few hours of drudgery at for me to fit into the office. In one weekend, I can easily spend a full day’s wages a smaller, lighter wing some day. just driving to and from a flying site.

I try to cram That fact has definitely changed the way I think about driving. For example I used to use those little green mile markers my car full on a rideyou see on the side of the road to do quick mental calculations. share. I can get three paraglider pilots and three wings inside “There goes mile marker 25. Only 15 more miles to go.” Now my little Subaru Impreza. I can throw a hang glider on top, too, though, as soon as I pass from one mile marker to the next in if I need to.

I’ve considered opening up another site VERY near my my Subaru, I reflect “Darn! There goes another twenty-eighth of a gallon of gas.” Or if I’m driving my truck, I think “Yuck! home. I’ve noticed lately that the roof of my house has a really There goes another one-fifteenth of a gallon of gas.” Much of nice slope. Maybe…

I gave thought to going motorized. Let’s see…$5500 for a the fun of driving is definitely gone.

For some of us who live quite far from even the closest flying motor and a harness, $200 for an extra cage, $1000 for lessons. sites, driving and flying are like a hand in a glove; one fits right $6700 divided by three…DAMN! That’s a lot of gallons of gas.

I gave thought to buying a hybrid car. Let’s see…$24,000 inside the other. When I was learning to fly all those years ago, I told my instructor that my goal was to fly for as long as I drove. less $1000 trade in (really high-mileage Subaru). Divide that by If it took me two hours to drive to the site, then I wanted to fly three. DAAAMMMNNN! That’s a ton of gallons of gas!!

I now have donation jars dangling about eight inches from for two hours. With today’s gas prices, that desire is stronger than ever. Driving a four-hour round trip causes one to con- the ceiling of the car, sort of like wind chimes. I call these my “thumpers.” Every time I turn a corner, they swing to one side and thump my passengers in the head as a slightly less-thandelicate reminder to donate to the cause.

There is the possibility of just moving to Mexico, where both the gasoline and the tequila are cheaper. Well, I’m pretty sure the tequila is cheaper anyway. And I’m definitely sure the beaches are cool and the flying is great.

I thought about using public transportation. The problem here is that those buses don’t go past most of the places I fly.

And while my paraglider pack might prove a little inconvenient while using an extra seat, the hang glider pilots might have a little more trouble mounting their wings on those bike racks on the front of the buses. Watch out, pedestrians!

I considered – oh, the heck with it. Why am I worried about all this anyway? I just need to go flying and ENJOY it. Gas prices are going to keep going up. I might as well keep going up, too.

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